http://seafarerslog.org/archives/files/original/261471f8391a12a58a7c59c90c398ad9.pdf 021cfaff8363ae4ed9d60f8ca745e5b8 PDF Text Text GOP Congress Plan Moves Maritime to Defense Panel Page3 Volume 57, Number 1 January 1995 Ruling Issued on SIU's Lawsuit Against Seaman's Work Tax Horn• 1own USA - .. \2.345 ~.~ ­ . pjt1SbUJQh Judge Also Insists ~~~Agency Recalculate The Costs Involved Cit1zensh1P USA SSN· 12l4567&9 The U.S. Coast Guard cannot charge mariners for a background check, and it must redo its calculations of the costs involved in licensing seamen, a federal judge ruled in response to an SIU suit charging that such fees are a work tax on seamen. _ _ _ _ _ _ _ _ _ _ _ _ Page3 .~ _.,,~·......,,...,.._~r .,· t,""'7';!',TP•'l.'<._.,,.,~,,_.~·-•·•··--...•.· . . ... ..... _..,,,. - ~ .....-~ :.. - - - ... -.. •.-.,, • ., ~ .•,..,, "•'-"• • t~1 ~: •u•<1 ,• . ~ ::S: '\ ,, ~ 11 • �2 SEAFARERS LOG JANUARY 1995 President's Report In Budget-Cutting Move, Justice Partially Secured The order by Judge Louis F. Oberdorfer on the SIU' s lawsuit against the U.S. Coast Guard's work tax on seamen represents both a win and a continued fight for Seafarers and others who earn their living aboard ships and boats. You will remember that the SIU filed suit against the agency for instituting charges-so-called user fees-for issuing seamen's z-cards and licenses. In that lawsuit, filed in April 1993 when seamen began being charged by the Coast Guard for services associated with their merchant mariner documents and licenses, such as evaluations, examinations and issuing the card or license, the union had two primary points. First, the union said, the fees were a work Michael Sacco tax on seamen. After all, mariners were being charged to go to work. The union argued that the Coast Guard had considered a mariner's ability to pay the socalled user fees. The union also noted that government agencies like the Coast Guard can only charge fees for a service that is of value to the recipient. In the case of marine documents and licenses, the SIU suit said, the beneficiaries of safe navigation are the public--coastal communities, passengers, owners of cargo-and the environment. Secondly, the SIU's lawsuit argued that the fees themselves were calculated incorrectly. After analyzing the data on which the Coast Guard based the fees for evaluating, testing and issuing zcards and licenses, the union felt that the numbers had been inflated and did not represent an accurate picture of the true costs involved. In late November, the judge issued his ruling on the case. The SIU received notice of his order early last month. The judge's decision was a win for Seafarers and all mariners in that he agreed with our contention that the fees had been calculated in such a way as to raise questions as to their validity and reliability. His order that the Coast Guard must recalculate the fees should have the result of lowering the costs that the agency originally determined by using what we consider flawed data. Judge Oberdorfer's ruling that the FBI background check is not a cost that can be passed on to seamen and boatmen also scores a victory for mariners. The judge found that the beneficiary of this check is maritime safety, not the seaman. This decision by the judge should mean that the Coast Guard will have to stop charging the $17 it claimed was the cost of a criminal records check. But it is Judge Oberdorfer's position that the Coast Guard is within its rights to charge a fee for the issuance of z-cards and licenses, which represents the area in which the SIU must continue to fight. Essentially, the judge ruled that it is not "irrational" to assume that seamen and boatmen get some benefit from being documented and licensed by the Coast Guard. The SIU, in its lawsuit, demonstrated that every action taken by the United States government in the area of documenting and licensing seamen and boatmen had come about as a response to major shipping accidents that caused thousands of passenger deaths, high losses of cargo or vast damage to the environment. It is worth noting that Judge Oberdorfer acknowledged that the union had provided the court with "an impressive array of historical materials to demonstrate that licensing has historically been intended to protect the government's ability to conduct waterborne commerce and shipping property interests." But despite what the judge called "these well-reasoned arguments," he said that the government's position that mariners received some private benefit from being documented and licensed was not "irrelevant." To this end, the judge basically said he had to assume that seamen and boatmen themselves derived some benefit from holding a document or a license that provides professional employment. It is this concept that the union and seamen and boatmen must continue to challenge. Currently the union is reviewing its options to appeal this particular aspect of the judge's ruling. Additionally, the SIU is looking at other avenues of protest-including a legislative strategy. Meanwhile, all Seafarers and mariners throughout the U.S. can take pride in their efforts to fight this unjust taxation which stemmed from the Congress' attempt to reduce the federal government's deficit in 1990. We have successfully chiseled away much of what we regard as a work tax. Bit by bit, we are winning. Volume 57, Number 1 January 1995 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. Managing Editor, Daniel Duncan; Associate Editors, Jordan Biscardo and Corrina Christensen Gutierrez; Associate Editor/Production, Deborah A. Hirtes; Art, Bill Brower; Administrative Support, Jeanne Textor. Clinton Seeks to Pare DOT And Move MarAd Functions Republican Budget Panel Looks.to Cut FMC In what is likely to be one of a host of budget-slashing proposals put forward by the administration and Republican and Democratic congressmen, President Clinton last month announced his recommendations for billions of dollars in reductions of federal expenditures over the next five years. Under Clinton's plan, unveiled at a December 19 press conference, the Department of Transportation (DOT), one of several departments to be downsized, would be reduced in half over five years and its 10 agencies reconfigured into three divisions. The Maritime Administration' s functions would be transferred to a super-maritime section under DOT auspices, transport officials announced. While the president looks for ways to cut federal outlays, House Republicans also are preparing their own suggestions for cutting government. For example, the House Budget Committee's soon-to-be-chairman, Representative John Kasich (R-Ohio), is proposing that the Federal Maritime Commission (FMC) be eliminated. Should the new budget committee chairman prevail, the independent agency, which ensures that ocean shipping fees are fair to American shippers, shipping companies and customers, would no longer be funded. Democratic officials have interpreted the 1994 general election results as a mandate for making government leaner and less obtrusive. At the same time, both the president, in his election in 1992, and the 1994 Republican congressional candidates promoted in their campaigns the idea of tax cuts for America's middle class. The spending cuts President Clinton is putting forth bolster his proposals to institute tax cuts for middle class Americans, which he outlined in early December. Under congressional budget rules, any plan that reduces income to the federal treasury, such as tax cuts, must be offset with reductions in spending to prevent a furthering of the nation's debt. Re-Fashioning DOT Joining President Clinton at the White House for the December 19 press conference, DOT Secretary Federico Pena outlined a proposed $6.7 billion cut in the transportation department's expenditures over a five-year period. Pena said the cuts would be made by consolidating DOT' s 10 agencies-including the Maritime Administration, the U.S. Coast Guard and the Saint Lawrence Seaway Development Corporation-into three sections, making the Federal Aviation Administration an independent enLean Gov't Theme tity, most likely under private The newly elected Republican operation, and restructuring the majority in Congress as well as department's grant, loan and subPresident Clinton and sidy programs, among them mechanisms that have bolstered U.S.-flag shipping and American shipbuilding. As yet, the administration has not announced its intentions for the FMC. For the three new sections encompassing the 10 agencies currently under DOT' s roof, there are two options put forward in the administration's budget-cutting plan. One calls for three divisions organized by function-Coast Guard, transportation safety and infrastructure investment. The second option divides responsibilities by class of transportaviation, maritime and surface (rails and highways). Congress Must Adopt The administration's plan to diminish government spending is not the only one surfacing in the nation's capital. Along with the House Budget Committee's Republican proposals to reduce government spending, other GOP congressmen and senators are developing recommendations for other moves aimed at trimming federal outlays and creating tax cuts for the middle class. Additionally, Congressman Richard A. Gephardt (D-Mo.), who will be minority leader in the new congress convening in late January, is preparing a tax cut proposal. The president's plans for tax cuts and reduced federal spending will be submitted to Congress as the administration's recommended 1995 budget. Any plans to restructure government and reduce federal expenditures must be enacted by Congress. Seafarers Join AFL-CIO Protest of Interest Rate Hike Seafarers joined with the AFLC 10 on November 15 in a protest outside the Federal Reserve Board headquarters in Washington, D.C. The trade unionists, joined by unemployed workers, farmers, economists and others, object to the board's raising of interest rates for the sixth time in 1o months. The 0.75 percent increase makes it more expensive for individuals and businesses to borrow money, affecting everything from job growth to mortgage payments, and from business investments to consumer spending. �JANUARY 1995 SEAFARERS LOG SEAFARERS INTERNATIONAL UNION NORTH AMERICA, ~' OF) ) ) ) ) ) Plaintiffs, v. civil Action No. 93-0787-LFO ) UNITED STATES COAST GUARD, ~ 6f1i>JIJ ~· ) _ _ _ _ _ _Defendants. _ _ _ _ _ _ _ _ _ _ _ _ _)> ~ MOV 2~ '9M Cl.£RI(, u. s. CLSTRIC't cou.Rli DlSTRlCl OE ooLUJo1.I'~ . d . the accompanying Memorandum, it is For the reasons state in I ~994 hereby • S ") ~ day Of I t t th1 t...:..summary Judgmen t plaintiff's Motion for tha ORDERED: respect to fees f or FBI GRAN'IED IN PART with should be, and is, and it is further background checks; and is, prohibited from that defendant should be, ORDERED: l'cants for licenses, background checks to app i charging for FBI . documents pursuant and merchant marine certificates of registry Final Rule dated March 19, Transportation's to Department Of Reg. 15228: and it is further 1993, 58 Fed. Judgment intiff's Motion for summary ORDERED: that p 1 a . fees PART with respect to all other should be, and is, DENIED IN registry and merchant marine for licenses, certificates of Court Nixes Portion of Seaman Tax Judge Rules on SIU's Lawsuit Against Z-Cards/License Fees The U.S. Coast Guard must cease charging seamen and boatmen for an FBI background check, a federal district judge ruled in his order stemming from the SIU ' s lawsuit against the agency's so-calJed user fees for issuing merchant mariner documents and marine licenses. The judge's invalidation of charge for the FBI check should mean that those seamen and boatmen who paid this fee ultimately will get a $17 refund from the Coast Guard. In his November 23 ruling, received by the union in early December, Judge Louis F. Oberdorfer of the United States District Court for the District of documents: and it is further Columbia also ordered the agenfor summary Judgment cy to recalculate the fees. He t defendant's Motion ORDERED: tha based his decision on the SIU's DENIED: and it is further argument that the manner in should be, and is, d d to the coast Guard to which the agency figured its costs that this matter is reman e ORDERED: associated with issuing docuand documenting activities ts of its licensing ments and licenses was flawed. recalculate the cos i.'ts fees . d to reassess Public Vs. Private Benefit 'th this opinion an in accordance W1 The union also had argued that ' t is further b the fees themselves constituted a aceordingly: and i recalculations shall e work tax and, as such, were unORDERED: that the coast Guard's con s ti tu ti o nal. However, the subject to notice and comment. judge claimed the Coast Guard was within its rights in charging ~ ~ Yt~le-=seamen and boatmen for their z~--"'1 °iTED STATES DISTRICT JUDGE cards and licenses. Judge Oberdorfer ruled that under the law, seamen and boatThe Coast Guard must cease charging seamen for an FBI background check, according to a ruling on men can be charged for docuthe SIU's lawsuit against fees the agency is charging for the issuance of z-cards and licenses. ments and licenses if they derive r .. - a benefit from having them. The SIU argued that the legislative history of documenting and licensing seamen expressly indicates that the intended beneficiaries of those laws were passengers, vessel and cargo owners and the environment. Judge Oberdorfer, in his memorandum accompanying the order, noted that the SIU' s case had "cited to an impressive array of historical materials to demonstrate that licensing has historically been intended to protect the government's ability to conduct waterborne commerce and shipping property interests." "Despite these well-documented arguments," the judge said, the government's position that seamen and boatmen derive an independent benefit from being documented and licensed "cannot be presumed to be irrelevant." The government's "central contention that the license confers the benefit of professional employment is not irrational," he stated. Chances of an Appeal Both the Department of Justice, which represented the Coast Guard in the case, and the SIU have until January 23 to file an appeal, so it is unlikely the Coast Guard will act on the judge's Continued on page 8 Maritime to Move to House Defense Panel Republicans Split Merchant Marine Committee Jurisdiction Maritime matters will be taken up by the House National Security Committee if a House reorganization plan proposed by the incoming Republican majority is adopted when the 104th congressional session convenes toward the end of this month. Under the proposal developed by soon-to-be Speaker of the House, Newt Gingrich (R-Ga.), the House Merchant Marine and Fisheries Committee will be abolished and its jurisdiction transferred to three panels-merchant marine issues to National Security, inland shipping affairs and U.S. Coast Guard matters to Transportation and Infrastructure and fisheries policies to Public Lands and Resources. Merchant Marine to Defense Formerly the House Armed Services Committee, the National Security panel will have jurisdiction over U.S.-flag shipping construction and operation and laws that make up the nation's maritime policies, such as the Jones Act governing cabotage requirements and cargo preference which requires that portions of government-financed cargoes be carried on U.S.-flag carriers. The committee also will oversee the Ready Reserve Force, the government's lay-up fleet of former commercial vessels. Also under the committee's jurisdiction are merchant marine officers and seamen, according to the rule which will institute the reorganization plan if adopted by Congress. USCG, MarAd to Transport The Transportation and Infrastructure Committee, under the plan, will handle affairs concerning the Coast Guard, Maritime Administration and Federal Maritime Commission. The committee, renamed from Public Works and Transportation, also will have jurisdiction over the nation's inland waterways. Fisheries concerns now will be under the management of the newly named Public Lands and Resources Committee, previously known as the Public Works and Transportation Committee. Expected to head these three committees are Floyd Spence (RS. C. ), National Security; Bud Shuster (R-Pa.), Transportation and Don Young CR-Alaska), Infrastructure and Public Lands and Resources. Reform of Procedures Among the other changes proposed by House Republican officials is the elimination of two other committees-the Post Office and Civil Service and the District of Columbia panels . These will be consolidated with the Government Operations Committee into a new panel entitled Government Refonn and Oversight. Titis reduces the number of House committees from 23 to 20. The Republicans also plan to change the rules which govern committee activities. The GOP plan, presented by Representative David Dreier (R-Calif.) at a news conference on December 2 and adopted by the House Republican Conference on December 7, proposes to cut committee staffs by one-third, eliminate more than two dozen of 115 subcommittees, limit committee chairmanships to three consecutive terms and ban proxy voting. Also, the party intends to open all committee hearings and voting sessions to the public and press. THE NEW NATIONAL SECURITY COMMITIEE A rule drafted by the House Republicans, now the majority party in Congress, outlines the GO P's plan to reorganize Congress. The merchant marine issues formerly handled by the House Merchant Marine and Fisheries Committee, which is dismantled under the plan, will be transferred to the jurisdiction of the National Security Committee (known before as the Armed Services Committee) . Below is the list of National Security Committee members as listed by the office of the Republican leader {Newt Gingrich) and the Democratic leader (Richard A. Gephardt) . It will be comprised of 30 Republicans and 25 Democrats. Republicans Democrats Floyd D. Spence (S.C.), Chmn. Bob Stump (Ariz.) Duncan Hunter (Calif.) John R. Kasich (Ohio) Herbert H. Bateman CVa.) James V. Hansen (Utah) Curt Weldon (Penn.) Robert K. Dornan (Calif.) Joel Hefley (Colo.) H. James Saxton (N.J.) Randy "Duke" Cunningham (Calif.) Steve Buyer (Ind.) PeterG. Torkildsen (Mass.) Tillie Fowler (Fla.} James M. Talen (Mo.) Terry Everett (Ala.) Roscoe G. Bartlett (Md.} Howard P. McKeon (Calif.) Ron Lewis~Ky. ) J.C. Watts Okla.) William M. hornberry (Texas) John Hostettler (Ind.) Saxby Chambliss (Ga.) Van Hilleary (Tenn.) Joe Scarborough (Fla.) Walter B. Jones Jr. (N.C.) James B. Longley Jr. (Maine) Todd Tiahrt (Kansas) · John M. McHugh (N.Y.) Richard Hastings (Wash.) Ronald V. Dellums (Calif.) G.V. ~sonny" Montgomery (Miss.) Patricia Scflroeder (Colo.) Ike Skelton (Mo.) Norman Sisisky (Va.) John M. Spratt Jr. (S.C.} Solomon P. Ortiz (texas) Owen B. Pickett (Va.) Lane Evans (Ill.) John S. Tanner (Tenn.) Glen Browder {Ala~ Gene Taylor (Miss. Neil Abercrombie ( awaii) Chet Edwards (Texas) Frank Tejeda (lexas) Martin T. Meehan (Mass.) Robert A. Underwood (Guam) Jane Harman <Calif.) Paul McHale (Penn.} Pete Geren (Texas) Pete Peterson (Fla.) Bill Jefferson (la.) Rosa Delauro (Conn.) Mike Ward (Ky.) Patrick Kennedy (R.1.) 3 �4 SEAFARERS LOG JANUARY 1995 Shipping Omitted from GATI St. Louis Official Sigler Retires Ltlbor Opposes World Trade Accord Maritime services were not included in the world trade agreement passed by Congress last month, but the U.S., the European Union and five other countries soon will resume separate negotiations concerning worldwide shipping. If no agreement at liberalizing maritime transportation can be reached by June 1996, then ocean shipping will be completely left out of the World Trade Organization (WTO), according to terms of a side agreement reached in late 1993 aimed at speeding the passage of the General Agreement on Tariffs and Trade (GATI). (GATT directly led to the formation of the WTO, an international body designed to govern commerce among nations. The WTO will have the power to enforce the new trade deal, including assessing trade penalties against nations which violate it.) The SIU welcomed maritime's exclusion from GATT but joined with fellow unions of the AFL-CIO in opposing the pact's passage in the first place. The U.S. federation of trade unions warned that GATT will result in job loss in the U.S. and will force American workers to directly compete with child laborers and other oppressed workers in foreign countries who literally earn pennies per day. At particular risk are U.S. clothing manufacturers, the AFLCIO stated. Further, the unions cautioned that GATT will increase the Federal deficit- a fact which the Senate essentially acknowledged when it voted to waive rules which prohibit passage of any bill that adds to the deficit. The lame-duck I 03rd Congress passed GATT by votes of 288-146 in the House and 76-24 in the Senate. The passage came under fast-track rules which prevent amendments, allowing only for a yes or no vote. Maintains Maritime Laws The exclusion of maritime servicesfromGATTallowstheU.S. to maintain all of its current maritime laws and practices, incl uding the Jones Act (the nation's maritime cabotage law) and cargo preference (statutes that allocate a portion of government-impelled cargoes to carriage on U.S.-flag ships). Late last year, there were indications that some aspects of maritime were being offered as part of GA~ by the 1:J.S., despite longstanding corrurutments from the U.S. government and other nations that ocean shipping would not be included in the trade pact. The SIU and others in the maritime community objected to maritime's incJusion, and eventually it was withdrawn. As part of the agreement to exclude maritime services, the U.S. agreed to take part in separate negotiations. Other Industries Exempted The overall GATT negotiating sessions lasted more than a dozen years. They initially were called to encompass a variety of services including agriculture, financial services, telecommunications and transportation into the global A seafarer for more than 50 years, St. Louis port official Joe Sigler (seated) was recognized recently by fellow SIU employees, intrading rules. Nations which signed the cluding Field Rep. Steve Jackson (holding ship's wheel), and agreementwillreducetheirtariffs members at the union hall. Brother Sigler went to sea in 1943 by an average of one-third. The when he was 16 years old. The first SIU vessel he sailed on was the Simmons Victory, owned by Bull Steamship Co. in 1952. He pact also prohibits countries from joined the union in 1961 in the port of Chicago. Sigler worked out limiting the quantity of imports. of the port of Chicago aboard Great Lakes Towing Co. tugs. Most Besides shipping, steel and recently, he represented the union in the port of St. Louis. telecommunications for the most part were omitted. There also ' - - - - - - - - - - - - - - - - - - - - - - - - - - - - ' were no agreements on limiting government subsidies to civil aircraft manufacturers, distributII\! ing cultural products in Europe or on op.ening .markets to most financial services. December 28 marked the requirements are applicable to all deadline for self-propelled owners and operators of U.S. and tankers entering U.S. waters to foreign-flag vessels of more than guarantee their financial 300 gross tons that use the waters capability to pay for costs and of the exclusive economic zone damages resulting from an oil (which extends 200 nautical spill or other hazardous material miles off the U.S. coast) to tranship or lighter oil (whether The agreement therefore does spill. not override the laws of nations That guarantee comes in the delivering or receiving) destined which maintain higher standards form of a certificate of financial for a place subject to the jurisdicand qualification ·. responsi bility, mandated by a tion of the United States. U.S. Coast Guard regulation They also apply to all other Accidents Spur Update which stems from both the Oil vessels using the navigable The call on the IMO to update Pollution Act of 1990 (OPA '90) waters of the U.S. or any port the STCW came about in the and the Comprehensive Environ- subject to U.S. jurisdiction (since wake of numerous maritime dismental Response, Compensation they carry bunkers which may be asters-all attributed to human error-that took place during the and Liability Act (CERCLA), spilled). Exceptions to the regulation past few years, including the in- which was enacted in 1980. Because of the costs and comare vessels that are lighter than famous Braer incident of January 1993. In that accident, a Liberian- plexities of obtaining the certifi- 300 gross tons and non-selfflag tanker spilled 26 million gal- cates, there was some uncertainty propelled barges that do not carry Ions of oil into the North Sea when in the maritime community as to oil as cargo or fuel and that do not whether or not vessel owners carry hazardous substances as it went down during a storm. The IMO also has called for a would be able to comply with the cargo. Public vessels, including ru]e by December 28, 1994. But a thoroughreviewofsafetyforroll- last-minute rush by shipowners to ships owned by the military and on/roll-off passenger ferries, fol- obtain the documents allayed private ships bareboat-chartered lowing the disastrous capsize of most of those concerns and also by the military, also are exempt. the passenger ferry Estonia last quelled fears that the new regulaThere is a phase-in schedule of September. The convention itself is or- ti on would disrupt America's im- compliance dates. Self-propelled tankers must have complied by ganized into two parts: Articles ported oil supplies. Approximately 700 tankers December 28. The date for tank and Annex. The Articles establish the legal obligations of each sub- had been certified as of December barges is July 1, 1995. Other vesscribing party to certify mariners' 22. According to newspaper sels must comply when their excompetence as documented by reports, oil experts state that isting certificates of financial other parties, except in limited roughly 800 tankers are needed to responsibility expire, beginning circumstances. The Articles also keep the U.S . fully supplied with December 28. The rule requires vessel establish procedures by which the imported oil. (The U.S. uses more than 7 mil1ion barrels of imported operators to establish evidence of convention can be amended. financial responsibility sufficient The Annex is divided into six oil each day.) The cost of securing the certo meet potential liability under chapters containing technical regulations which apply to train- tificates(asmuchas$200,000per OPA '90 and CERCLA. These ing, certification and watchkeep- year for a large tanker) probably amounts range as high as $1,500 will passed on to consumers in the per gross ton or $15 million, ing for mariners. Ratified by the U.S. in 1991, form of nominally higher whichever is greater. Penalties for non-compliance the 1978STCWremainstheonly gasoline prices. However, acinternational treaty to establish cording to a report in The Wall range from a ci vii penalty of up to minimum standards for training Street Journal, gas prices initially $25,000 per day under OPA '90, and qualifying crewmembers for may rise by several cents per gal- to a Class I administrative civil Ion, due to some oil importers- penalty of up to $25,000 under seagoing duty. Besides monitoring the work believing there would be a CERCLA, to a Class II ad~f the STW to en~ure that the shortage of .certified. tanke~s- ministrative civil penalty or judimterests of U.S. manners are rep- recently paymg premmm pnces cial penalty of $25,000 per day of resented, the SIU also takes part to ~barter ships possessing the violation (or $75,000 per day for in these proceedings to work certificates. second or subsequent violations) toward increasing the qualificaThe financial responsibility under CERCLA. tions of the world's seamen. IMO Mariner Certification Pact Slated far Updating in 1995 International efforts continued last month to update a 1978 convention that established the minimum standards for certification, training and skills needed by mariners throughout the world. At the third meeting of the Intersessional Working Group (ISWG) on the revision of the 1978 International Convention on the Standards ofTraining, Certification and Watchkeeping (STCW) of the International Maritime Organization (IMO), representatives of the SIU were on hand to speak out for the interests of U.S. merchant mariners. Among other accomplishments, they beat back potential attempts by contingents from foreign nations to reduce manning levels and mariner training requirements. The SIU group also continued to work against the suggestion of solo bridge watch at night. The meetings took place at the London headquarters of the IMO, an agency of the United Nations. The intersessional meetings are part of an ongoing series of va~ous wor~-group gath~rings which are desi~ned to modify the accord ~d w.hich are sche~uled to cu~mtnate m July. That ts the deadlme set by the IMO for completing the work of representatives from more than 90 nations which recognize the STCW treaty. The IMO, created by the United Nations in 1959 to improve safety at sea, has tasked its Subcommittee of Training and Watchkeeping (STW) to modify the '78 pact-specifically, by updating and matching training requirements with existing and anticipated technologies. (Many issues are discussed and revised during the intersessional meetings then subsequently are presented t~ the STW subcommittee meeting for consideration.) This revision is aimed at allowing the subcommittee to monitor things such as the fitness of watchstanders, fundamental training for mariners, fatigue, work-hour limits, rest periods and the manning implications of convention changes. Certification Options The original pact solely dealt with training and qualification to hold recognized positions (or titles) for both licensed and unlicensed personnel aboard ships. However, the STW has been examining possible alternative means to certify the same mariners by describing the functions each must perform to hold a particular position. As a result, the updated convention will offer both the traditional approach and a functional approach (also known as altemative certification) as systems for providing certification of vessel personnel. At last month's meeting, the drafting group on the principles governing the issuance of altemative certificates (in which the SIU . . p~c1p~ted) approved language s.tipulatmg !hat the. fina~ regulation governmg certification must not permit the issuance of altemative certific~tes to be us~d. to reducemanmnglevelsortrammg requirements. Because the ~.J.S. is a signatory to the convention, z-cards and licenses held by Ame~can merchant seamen 3!e recogru~ ~y the IMO. as m;etmg the cntena set forth m the. 7~ pact But ~e s~dards for trrurung and qualification that must be met by U.S. mariners are much greater than those outlined in the convention. Tan"er Owners Rush T0 Mee1 F•1nanc1a • 1 Regs �JANUARY 1995 SEAFARERS LOG Riverboat Workers Reaffirm SIU Representation Employees of the riverboat and other operations of the Alton Belle Casino company in Illinois reaffirmed their commitment to union representation by the SIU in a December 14 vote held under the auspices on the neutral government agency, the National Labor Relations Board (NLRB). Workers aboard the Alton Belle Casino riverboat, the Alton Landing barge and shoreside employees such as reservationists, first obtained SIU representation in 1991 after a vast majority of 90 percent of employees demonstrated to a neutral third party that they backed the Seafarers. The company voluntarily recognized that the SIU represented a majority of their employees. As a result, Alton Belle workers through their union, the SIU, and the company negotiated a collective bargaining agreement that covered their wages, benefits and working conditions. At that time, another union, the Hotel Employees and Restaurant Employees (HERE), filed a challenge to the SIU' s right to represent the Alton Belle Casino's workers. The challenge was fi1ed with the NLRB, the government agency that hctndles labor/management issues. HERE's challenge took three years to be resolved. Ultimately, it brought about a decision by the NLRB to hold an election conducted by the agency amongst the Alton Belle Casino's employees in which they could vote for either SIU representation, HERE representation or no union representation. In the December 14 election, the majority of those voting chose to stick with SIU representation, by a vote of 186 to 134. Only 12 votes were cast for no union representation. Scores of Alton Belle employees voluntarily engaged able to provide. "The SIU was there for me when I was sick. Also, my doctors' bills were paid without fail. That's why I support the • SIU," said Bob Barnes. "The SIU has always been 1 there for us. The last two-and-ahalf years with the SIU has been . great, and the health plan is · good," stated Connie Walswick. Other members praised the family-like feeling that being a "''o'(~J~ 1 member of the SIU gives them. "I've been a member of the SIU for two-and-a-half years and I think of the SIU as my second family," said Chris Corethers. Contributing to the successful election effort are (from left) SIU Alton Contract negotiations between Representative Patti Rogers Food Runner Gene Naylor, Cocktail the SIU and the company coverWaitress Connie Walswick and Deckhand Chris Corathers. ing more than 400 Alton Belle employees will begin this month. in a campaign on behalf of the because of the dedication the As a result of the NLRB-manSIU. Approximately 30 volun- union had shown toward the dated election, more than 100 teers handed out brochures and membership. flyers and personally called fel"I want an honest, loyal, hard- Alton Belle employees who were low crewmembers at home to en- working union for honest, loyal, not included in the previous concourage their participation in hard-working employees," stated tract will now be represented by union meetings, as well as in the Gina Macias, who is a cocktail the Seafarers, bringing the total number of Alton Belle Casino waitress. December vote. Cook Pamela Leuty noted, employees represented by the SIU representatives from the Alton union hall who headed the ''The SIU has been a great help to SIU to more than 480. Those included in the SIU barvolunteer efforts to keep the us. They have very good benefits riverboat workers infonned in- for all and they are there when gaining unit are all food and beverage personnel, deck/engine clude Tim Kelley, Lonnie you need them." Like Leuty, other Alton Belle department, housekeeping, tickPartridge and Patti Rogers. employees voted for SIU repre- eting/reservations, guest services, Kelley noted that while all sentation because they enjoyed gift shop/coat check, cage/credit Alton Belle volunteers did an ex- the benefits that the union was (money handlers), slot ceptional job, a few went above and beyond the normal efforts. Those who put forth the extra energy include Deli Worker Becky Venlet, Deckhand Chris Corethers, Hostess Connie McKay, Cocktail Waitress Connie Walswick, Housekeeper Steve Arnold, Food Runner Gene Naylor, Utility Bob Barnes, Mate Dave Wendie, and Housekeeper Sharon Tucker. Deckhands Antione Williams (left) and Harry Steingrubey put on their SIU caps in celebration of continued SIU representation. change/slot technicians, parts runners, shuttle bus drivers and warehouse workers. Only supervisors, corporate office clerical workers, security and live gaming personnel are excluded. Loyal Membership Several Alton Belle workers claimed they enjoyed being a Calling fellow crewmembers on the phone, encouraging them to vote in the December 14 election are Seafarer and voted for the union (from left) Cocktail Waitress Gina Macias, Deli Worker Becky Venlet and Housekeeper Sharon Tucker. Lakers' Winter Season Is Extended Through January An unusual combination of mild weather and a booming cargo demand keep Great Lakes Seafarers sailing into the new year despite an arduous beginning to the 1994 sailing season. The companies will try to push on as long as possible to make up for lost time at the beginning of the season due to the horrible ice Gateman Ted Stack drops by the Algonac hall before signing on the American Republic to sail on the iron ore shuttle between Lorain and Cleveland, Ohio. conditions. Ice usually begins to form on the Lakes by the end of December, but because of the mild weather, no ice had, as of the end of December, begun to form, and boats were able to keep up cargo shipments. Glen Nekvasil of the Lake Carriers' Association, an organization of U.S.-flag ship companies on the Lakes, summed up the reasons for the extended shipping season on the Great Lakes. Cargo Demand Is High "The demand for cargo on the Great Lakes has been very, very high, and I do not see the season ending until well into January. The temperature has fallen but there still is no ice on the waterswhich is a good sign," Nekvasil said. He added that while most Great Lakes vessels will come in for the winter by the 15th when the Soo Locks between Lake Superior and Lake Huron close for the season, some will continue sailing untilthe end of this month. . t f D. ona ld Pf 0 hi ' d irec 0 ~ 0 manne personnel for Amen can Steamship Co., said a majority of the SIU-crewed company vessels were scheduled to sail into the n e w year. The first of the company's ships to lay up was the John J. Boland in Sturgeon Bay, Wis. on December 26, while the Walter J. McCarthy Jr., St. Clair, Buffalo, Sam Laud and the Indiana Harbor are scheduled to lay up during the first part of this month. The American Mariner, H. Lee White and the Charles E. Wilson tentatively are scheduled to come in for the winter in midJanuary. "This has been a good year, and it shows when a majority of our ships aren't coming in until after the first of the year," stated Pfohl. The American Republic usually lays up in December but will keep shuttling iron ore between Lorain and Cleveland, Ohio until the end of this month. "This is very unusual for the Republic, but demand from the steel mills is so high that we want to be able to meet it, and with the weather cooperating, it looks as if we will be able to," Pfohl said. Erie Sand Steamship Co.' s Richard Reiss came in for the winter at the end of December, while the small dredges John R. Emery, Day Peckinpaugh and J S St .li0 h all 131·d · the ; D ~ ·. ·. be up m 0 gmnmg ecem r. The SIU-crewed cement carriers, traditionallythefirstvessels of the season to sail, lost between 12 and 15 days of sailing time due to the icy conditions on the Lakes at the beginning of the 1994 season. Inland Lakes Management's Paul H. Townsend, I.A. W. Iglehart and Alpena are all scheduled to lay up at the beginning of this month, while the S. T. Crapo went into the shipyard on September 24. The E.M. Ford laid up in Green Bay, Wis. at the beginning of December. Some Boats Lay Up Earlier The Kinsman Independence and Kinsman Enterprise both went into layup at the end of December. The Presque Isle, a Litton Great Lakes iron ore carrier, is sailing until mid-January in order to keep up with the high demand for iron ore. While the James A. Hannah and the Kristin Lee went into layup in December, most SIUcrewed OTS/Hannah Marine tugboats will continue running until the end of this month. The tugs push barges filled mainly with petroleum products on lakes Michigan, Huron and Erie. According to Nekvasil, shipments of all the various commodities carried aboard U.S.-flag lakers totaled 11.2 million tons in AB Charles Neigerbauer fills out his vacation forms after signing off American Steamship's MV St. Clair for the winter. November, an increase of 4.3 percent over the previous year. "With virtually every serviceable U.S.-flag laker in operation since early July, the fleet has been able to offset the early-season delays and now outdistances last year's end of November total by more than 3 million tons," he concluded. 5 �6 SEAFARERS LOG JANUARY 1995 Seafarers TB Testing Program Goes Into '95 In an effort to protect Seafarers from the reinvigorated strains of tuberculosis (TB) which are on the increase in the United States and in other parts of the world, the SIU and its medical plan last January instituted a one-year TB-testing program for its members. That trial period ended last month. The Seafarers Welfare Plan, which conducted the study, is starting to compile and analyze the data obtained through testing Seafarers for TB exposure over the past year. The medical director of the Seafarers Welfare Plan, Dr. Kenneth Miller, announced late last month that the plan will continue to test Seafarers in 1995 as last year's information is being analyzed. "Membership participation in the '94 program was excellent," Miller told a reporter for the Seafarers LOG. "We are extending the program into 1995. For those who did not have the opportunity to be tested last year, we are offering the same TB screening in '95 in order to further our data and come up with a much broader conclusion on the effects-if any-of tuberculosis on Seafarers," the medical director stated. TB Testing Continues The Seafarers program, which began January 1, 1994 and will continue this year, is designed to accumulate data in order to research the effects on Seafarers of the now more-widespread disease. For those Seafarers who did not participate in the 1994 proIf a Seafarer tested positive in pointed. "Our goal is to keep our to the public on issues of gram, a painless skin test will be 1994, he or she should have con- membership under our care so respiratory health, tuberculosis given at the time of a member's suited with a doctor to determine that if a problem with TB does germs are not likely to be transannual exam, which will identify if what treatment was necessary. arise, we can immediately ad- mitted through personal items he or she has been exposed to TB. In addition to the skin test, members will be asked to fill out a simple questionnaire at their respective clinics at the time of their annual physical (which ineludes such information as age, place of birth and places of travel, as well as family and personal history of tuberculosis). The only way to tell if a person has been exposed to the germs associated with the disease is through this skin test. A small needle is used to put a testing material, called tuberculin, under the skin. In 48-72 hours, the test on the forearm is examined to determine if there is a reaction to the disease. The test is positive if a bump the size of a pencil eraser or bigger appears on the arm where the tuberculin was placed. This means that the person may have been exposed and may require treatment to avoid getting the full disease at a later time. If a Seafarer tests positive, he or she should consult a doctor who can determine what, if any, treatment is necessary. It should be noted, however, that if a member is found to have active TB, then he or she will not be permitted to ship out until the infection is treated. (A positive test does not mean a Seafarer has the active TB disease.) Items checked by doctors include the size of the reaction to the skin test, age and medical history of the patient and if the individual is part of a high-risk group. The doctor will follow a specific set of guidelines established by the Centers for Disease Control and Prevention (CDC) to figure out if a person needs to begin preventive medication. "If you tested positive in 1994, you will always test positive-so the skin test is never done again. However,thechestx-raythatyou receive as part of your annual physical will be examined carefully each year and checked to make sure the disease is still dormant," stated Miller. (If a member was found to have active TB in 1994, he or she should be under treatment for the disease by his or her personal physician.) If a Seafarer tested negative in 1994, he or she will once again receive the TB skin test to ensure that he or she has not been exposed at any time throughout the year. If the member tests positive on the TB test at his or her 1995 annual physical, he or she will be given a special questionnaire to fill out inquiring about his or her activities over the past year. Miller refers to this part of the program as "medical surveillance" in which the problem area, if indeed there is one, is pin- dress it. I want the membership to realize that if they tested negative once, that does not mean they will test negative forever. Anyone can be exposed to the tuberculosis germs," Miller stated. "It is very important for those who tested negative in the past to continue to participate in the program by getting tested again at the time of their '95 physical," he added. Disease on the Rise Inactiveformanyyearsinthe United States, tuberculosis is once again on the rise. The National Institute of Allergy and Infectious Diseases (NIAID), a federal health agency involved in the research and development of guidelines for treatment of infectious diseases, cites various reasons for the resurgence of TB, including the emergence of drug resistant strains of the organism, increased immigration to the U.S. of people from countries with a high occurrence of the disease and transmission among persons in crowded living environments. What Is Tuberculosis? TB is a disease that is spread by germs called tubercle bacilli that can float in the air. According to the American Lung Associati on, a private health organization that provides general information used by those individuals with the disease, such as clothing, bedding, toilet seats, showers, glasses, eating materials or any other items they have touched. The germs are spread if a person infected with TB of the lungs coughs or sneezes into the air. The TB bacteria are so tiny that they dry out and can float on air currents for long periods in an enclosed space. Most people who breathe in the bacteria do not become infected when exposed to TB. Of those who do, most do not develop the active disease, but the germs can lie dormant in the cells lining the lungs where the body may store them. The body's immune system traps the bacteria with special germ fighters. From this point on, a lifelong balance between the infecti.on and the human body's defense against the infection continues. An individual who has dormant TB bacteria in his or her lungs is not contagious. Only those with active TB who remain untreated are capable of infecting others. Miller notes that because Seafarers live in close quarters and deal with the same crewmembers on a daily basis for an extended period of time, the SIU medical department believes it should examine the possible effects of tuberculosis on those who sail the world's waterways. Like Son, Like Mother? Steward Assistant Follows in Sons' Footsteps It's not unusual for a son or daughter to follow in a parent's footsteps when it comes to choosing a career. But eyebrows were raised in the Scott family when Della Scott-motherofQMED Robert Scott and FOWT Billy Scottrecently decided to take the far less-common step of following her sons' career path by going to sea. Maritime Briefs II 11 !!=:=:=:=:==::::=::::=::::=::::=::::=::::=::::=::::=::::=::::=::::=======~ U.S. and Europe Agree to Accord On End of Shipbuilding Subsidies "I was surprised, but I encouraged her," said Billy, 25, who graduated from the Lundeberg School four years ago. "I had no doubt she could keep up." "I didn't expect it, but I think it's the best thing that ever happened to her," stated 26-year-old Robert, who also graduated from the Lundeberg School (in 1989). "She's always wanted to travel, and you can't ask for anything more than getting paid to do it." The Scotts live in Baltimore (Robert and Billy maintain their own, separate residences), so Della, 46, shipped out of the Baltimore SIU hall after she decided to go to sea. She made a brief trip as a steward assistant on the cable ship Global Link and was not at all disappointed with the experience. An agreement signed December 22 calls for the member countries of the Organization for Economic Cooperation and Development (OECD) to reduce their shipbuilding subsidies and other forms of government aid to shipyards. Scheduled to begin in 1996, the pact was reached after more than five years of negotiation. The treaty must now be subjected to the ratification procedures of each signatory nation, which not only include European countries and the United States, but also Scandinavian nations, Japan and South Korea. In the U.S., the accord will be submitted to Congress, where some representatives are seeking to amend the agreement with more favorable terms for U.S. yards. Eight congressmen advised incoming House Speaker Newt Gingrich (R-Ga.) that unless the United States is allowed to extend aid to American shipyards, Scary Start making the transition from defense building to commercial construction, they "I was very scared at first, but would not support the pact. Those who urged such an arrangement were Herb Bateman (R-Va.),JackFields (R-Texas),Don Young(R-Alaska),JimSaxton the people treated me well and I (R-N.J.), Wayne Gilchrest (R-Md.), Tillie Fowler (R-Aa.), Jack Kingston enjoyed it. They were very patient (R-Ga.) and Curt Weldon (R-Pa.). and had a great sense of humor, which helped. And it certainly was worthwhile monetarily," Della recalled. Runaway Ship Abandoned in Mobile; Costs USCG More Than $280,000 Although she said she did not A 387-foot, Panamanian-flag ship, abandoned by its owners at the specifically feel a calling to sail, Mobile, Ala. docks after the U.S. Coast Guard delayed its sailing until vital Della's choice to join the SIU was repairs could be made, will end up costing the American taxpayer close to not based on a whim. "I wanted a $300,000. Rusting at the Alabama state docks for close to a year, the Antares change in my life, to do somehas cost the U.S. Coast Guard more than $280,000 in dock fees and repairs. The Coast Guard first crossed paths with the Antares in December 1993 thing different before I got older when the vessel had engine troubles off the coast of Aorida that required a and didn't have those options," tow. A few days later, because it was talcing on water, the 26-year-old ship she explained. "My sons enwas put under Coast Guard authority. The vessel was riddled with holes in couraged me after I brought it up, its holds and hatch covers, necessary safety equipment was nowhere to be and now I would like to continue found, electrical wiring was amiss and the engineroom was seeped in oil and shipping from Baltimore." water. Della also operates a residenThe vessel's owners, who were represented by a company in Houston, claim to have had nothing to do with the ship since March of last year. The tial cleaning service, and, in part ship's insurance company says it canceled the vessel's policy. The Coast because she has a number of elderly customers who rely on Guard is attempting to recoup its Antares-related costs in court. Della Scott and her son, Robert, arrive at Piney Point for last month's membership meeting. her, she plans to maintain that business. But when she is ready to sail again, she won't get any resistance from her family, including her husband, Robert. "I have no objections to future trips. She can take care of herself," said Robert Sr., a longtime member of the Service Employees International Union who maintains and repairs heating and air conditioning equipment at a Baltimore areahospital. "She made a lot of money on the first trip, but she worked hard for it," he added. 'Go With the Flow' Having conversed with her seafaring sons, Della felt prepared for the voyage aboard the Link (which went out for a cable repair operation in the North Atlantic). However, she noted that it initially was challenging to adjust the shipboard work schedule. "We worked a lot of hours, but once I got started and got into the routine, I was fine. I went with the flow," said Della. "I made some salads, cleaned a lot of dishes, swept and mopped the deck, stripped and waxed some decks and cleaned officers' cabins. There was plenty to do." In December, Della and Robert attended the membership meeting in Piney Point, Md. She would like to return there for upgrading courses, she said, and she need not look any further than Robert to see the benefits of the Lundeberg School. "My life was going nowhere until I filled out an application for Piney Point," said Robert. "It paid off. To be honest, our school is what has made me stick with this career. I admire the system and the opportunities." Della seems equally enthusiastic about the career opportunities within the SIU. "I was happy for Robert and Billy before I sailed, but now, I'm even more pleased with their choice," she said. "I think there's a really good future in the SIU." �SEAFARERS LOG JANUARY 1995 Paul Hall Center Again Expands Training Fleet The Paul Hall Center for Maritime Training and Education last month expanded its fleet of training vessels by acquiring a 109-foot tugboat formerly used by the U.S. Navy. Built in 1960, the tug Marin is scheduled for use by upgraders who sail in the deck, engine and steward departments. Instructors at the Paul Hall Center's Lundeberg School indicated that the Marin will be used extensively in the new power plant maintenance course and in several classes specifically tailored for inland division upgraders. Seafarers who sail in the deck department will have opportunities to utilize the Marin's fully operational deck equipment, while engine department members will receive practical training on the vessel's main diesel and auxilliary engines. "We're also going to organize the galley so that some steward department upgraders cook aboard the boat," noted Chef Allen Sherwin, the Lundeberg School's culinary director. "Cooking for a tugboat crew is completely different than on deep sea vessels, so this represents a chance for students to gain a broader range of experience." The Marin is one of 74 YTB-class large harbor tugs currently or formerly in service with the Navy. At various times it was used for basic harbor operations and instruction in seamanship by Navy craftmasters. The boat also is the third vessel acquired by the Lundeberg School during the past year through the U.S. Defense Regional Material Office in Virginia, under terms of the Merchant Marine Act of 1936 (as amended in 1980). According to that law, "excess or surplus vessels, shipboard equipment and other marine equipment, owned by the United States, may be made available by gift, loan, sale, lease or charter to the federal and state maritime academies and to any nonprofit training institution which has been jointly approved by the (Maritime) Administration and the U.S. Coast Guard . ... " Earlier in '94, the school acquired an 80-foot former Navy training boat, as well as a state-of-the-art barge which had been used by the government for electromagnetic testing. The Marin is the newest addition to the Paul Hall Center's fleet of training vessels. Jacksonville SIU Hall to Host Refrig. Certification Course The Paul Hall Center for Maritime Training and Education this year will continue offering its government-approved refrigeration technician certification course at SIU halls throughout the country and at the Lundeberg School in Piney Point, Md. The first class in '95 is scheduled for this month at the SIU hall in Jacksonville, Fla. (see schedule). Authorized by the Environmental Protection Agency (EPA), the two-day course leads to testing and certification that is required of anyone who is involved in repair and servicing of refrigeration equipment and air conditioning systems. November 14, 1994 was the deadline for obtaining such certification, which is mandated by the Clean Air Act Amendments of 1990. Seafarers who have not been certified (and whose jobs require the certification) are asked by the union to secure such certification as soon as possible. The Lundeberg School has been offering the refrigeration technician certification course since last July, both at Piney Point and at various SIU halls across the U.S. The class immediately is followed by a four-part, 100-questi on test, and there are corresponding certification types for each section. Among the Seafarers who check for $25, made payable to took the class last year, there was the Paul Hall Center, to: EPA virtually unanimous agreement Refrigeration Tech. Course, Paul that pre-course studying and Hall Center for Maritime Trainsharp concentration in the class- ing and Education, P.O. Box 75, room are vital to one's hopes of Piney Point, MD 20674, Attn: passing the exam. Month after J.C. Weigman. The book will be month, SIU members reiterated sent by first class mail. (Please the value both of reviewing the indicate an address where the coursetextbookinadvanceandof book should be sent.) The Lundeberg School also paying strict attention in the fastmoving class. will continue trying to make the Seafarers who want to buy the book available for purchase textbook "Refrigerants and the directly from the ports where the Environment" should indicate courses are scheduled. Check Explaining refrigerant handling safety procedures during a class sesthis to the port agent whom they with the individual port agents to sion is instructor Eric Malzkuhn. contact when signing up for the find out if the book is available in class. They then should send a advance at a particular hall. -------------------------. Norfolk and Philly Halls Conduct Radar Classes REFRIGERATION TECHNICIAN COURSE SCHEDULE DATE LOCATION TELEPHONE# January 9-13 February 13-17 March 13-17 April 10-14 June5-9 July 10-14 Jacksonville, Fla. Wilmington, Calif. Brooklyn, N.Y. Houston Honolulu New Orleans (904) 353-0987 (310) 549-4000 (718) 499-6600 (713) 659-5152 (808) 845-5222 (504) 529-7546 Boatmen Must Be Certified by Feb. 15 Note: Five-day blocks of time have been set aside for these courses to accommodate all who apply and those who want to retest. Each course, however, will take place during a two-day period within those dates. Check with the port agent in each of these union halls to determine the exact date of the class. , · 7J . /. ~ Seafarers and other merchant mariners took the refrigeration technician certification course in late November at the SIU hall in Algonac, Mich. Pictured from left are QMEOs Matthew Doherty, Kelly Mayo and Rodney Seaberg, along with Chief Engineers Wendell Titus and David Ward. The Paul Hall Center for Maritime Training and Education this month will conduct its U.S. Coast Guard-approved, four-hour radar operation course at SIU halls in Norfolk, Va. and Philadelphia. The class in Norfolk will take place January 10, while the Philadelphia course is slated for January 12. To register, Seafarers should contact the port agent at the hall where they plan to attend the course. This class is intended only for Seafarers who already have a towboat operator's license but no radar endorsement. According to an interim final rule recently issued by the Coast Guard, such license-holding mariners who take the four-hour radar operation class-no later than February 15-will earn a radar certificate which is valid as an endorsement until the mariner's license expires or is renewed or upgraded. At that time, a mariner must seek a radar endorsement, according to the new regulation. The rule, which went into effect.on November 25, extends the endorsement requirement to licensed operators and all other pilots of radar-equipped, uninspected towboats which are 26 feet or more in length and which operate in U.S. waters. It stipulates that all mariners who test for original licenses, renewal licenses or upgraded licenses on or after February 15 must have a radar-observer endorsement. Again, an exception is made for licensed operators who do not yet hold a radar endorsement. Those individuals have until February 15 to earn the radar certificate which suffices as an endorsement (until the time of license expiration, renewal or upgrade). As with a towboat operator's license, a radar-observer endorsement expires after five years. But because the expiration dates of a mariner's license and his or her radar endorsement may differ, license renewal does not terminate the radar endorsement, and radar endorsements may be renewed at any time. The rule also establishes three types of radar endorsements and specifies which subject matter must be covered in radar observer courses. The categories of certification are Radar Observer/Unlimited, Radar Observer/Inland Waters and Radar Observer/Rivers. The latter two are new categories; in the past, only operators of vessels of at least 300 gross tons were required to hold a radar endorsement. 7 �.-.---------------- _ _________________ _____ ..... ..... 8 _,...,,_ ~---- --- ·- JANUARY1995 SEAFARERS LOG The judge's Nov. 23 decision to prohibit the charge for an FBI check of seamen and to remand the fee-setting process to the Coast Guard was made after the union presented its case to the court in oral arguments last February. Above, Seafarers follow Exec. VP Joseph Sacco into the federal district courthouse for the February hearing. Court: USCG Must Redo Z-Card, License Fees Continued from page 3 order until after that date. Thus, it is unclear exactly when the agency will begin refunding the $17 it charged seamen and boatmen for FBI background checks . The agency also has not indicated publicly if it has begun a recalculation of its licensing and documenting costs. The SIU currently is reviewing whether the union will appeal the portion of the judge's decision which ran counter to the argument that documenting and licensing of seamen only serves a public benefit. It is not known if the government intends to file with the U.S. Court of Appeals over the segments of Judge Oberdorfer' s order which require the agency to cease charging for the FBI background check and to recalculate the fees. United Union Effort The Sill's lawsuit, submitted to the court on April 15, 1993, was filed just before the Coast Guard's user fees went into effect April 19, 1993. In addition to the SIU, which includes the Sailors' Union of the Pacific and the Marine Firemen's Union, four additional maritime unions served as plaintiffs. They joined the Seafarers' suit in response to an SIU invitation to combine forces in a legal effort to nix the Coast Guard's user fees attached to merchant mariner documents, also known as zcards, and licenses. Along with the maritime unions-the SIU, District 4-Na- tional Maritime Union/MEBA, District No. 1-Marine Engineers Beneficial Association, America~ Maritime Offic~rs and International Organization of Masters, Mates and Pilots-five individual seamen served as plaintiffs. Caught in Budget Mania The user fees attached to zcards and licenses for seamen stem from the Omnibus Budget Reconciliation Act of 1990. That year, in a hasty, last-minute attempt to cut the federal government's fiscal deficit, Congress created a series of Coast Guard user fees for various activities of the agency. To allow the Coast Guard to charge for issuing merchant mariner documents and licenses, Congress lifted the existing prohibition on charging for seamen's licenses. The 1990 budget bill was signed into law by then president George Bush. In 1991, the Coast Guard, acting on its new mandate resulting from the 1990 budget bill, issued proposed regulations instituting fees for all activities associated with issuing z-cards and licenses, including evaluations, examinations and issuance. The agency allowed for comments on its proposals, and the SIU submitted a series of vigorous protests to the fees. The union immediately filed a lawsuit that year, but it was not accepted by the court because the judge assigned to the case ruled it was not timely. He said the fees must be in effect before a lawsuit "In order for a delegation of the would be considered "ripe" for taxing power to be constitutional, judicial review. Congress needs only set standards with sufficient specificity for Lawsuit Reinstituted a court to be able to determine On March 19, 1993, the Coast whether the will of Congress has Guard issued its final notice of a been obeyed." rulemaking which established the The judge noted that the schedule of user fees and set April authority for the Coast Guard fees 19, 1993 as the date the agency is what is commonly known as would begin collecting monies the "general user fee statute." for its costs associated with Further, he said, "Not once has a mariner z-cards and licenses. The court invalidated the general user fees range from $35 for the is- fee statute as being an unconstitusuance of an entry-level merchant tional delegation of Congress's mariner document to some $250 taxing power." for the costs involved in securing Judge Sees Value to Mariner an upper level license. In the April 15, 1993 filing of The union also argued that the its lawsuit against the seaman's fees were arbitrary and capriwork tax, the SIU renewed its cious. The judge first considered legal challenge to the user fees. whether the Coast Guard could That brought about a hearing charge for its costs associated before Judge Oberdorfer on with issuing documents and February 24, 1994. With scores of licenses and, next, if the agency Seafarers in the audience, attor- correctly calculated the costs. On these matters, Judge Oberneys for the SIU and the govemm~nt presented oral arguments dorfer found that the agency was and answered Judge Oberdorfer' s within its rights to charge for a questions. After the hearing, the service, citing legal precedents court was silent on the matter that grant fee-setting authority to until November 23, 1994 when government entities if their serJudge Oberdorfer' s order was vices confer a private benefit to a particular individual or organizarendered. tion. Cites User Fee Prevalence He also found that "licensing Accompanying the judge's does not create an independent November 23 order was his public benefit" (his emphasis). memorandum outlining the "Public benefits are incidental to, reasoning he applied to the case. not independent of, the private Regarding the union's argument benefits if the public benefits" that it was unconstitutional for a come at no more of a cost than the federal agency to set a tax and that expense of creating the private the user fees, in effect, were a benefit, said Judge Oberdorfer, work tax, Judge Oberdorfer said, citing previous user fee court cases. The judge noted the SIU suit argued that the FBI background check required by the agency before mariners can obtain their documents and licenses cannot be deemed a private benefit to the seaman. Judge Oberdorfer agreed, stating, "The reason the agency conducts the FBI check is primarily maritime safety." The judge concluded that the FBI background check "does not confer a ·private benefit on plaintiffs; hence, the statute does not authorize the Coast Guard to charge a fee for it." Unreliable Calculation Finally, Judge Oberdorfer examined the fees themselves. "Since the fee charged may not exceed the agency's cost of providing the service, it is necessary to determine whether the Coast Guard rationally calculated its costs." The union demonstrated that, according to the Coast Guard's own data on which its expenses were based, it took nine times longer to process a document in Charleston than in Houston, thus exaggerating the agency's purported costs and rendering them unreliable. In his memorandum, the judge pointed out that the background material used by the Coast Guard to calculate its costs "indicates the data on which the Coast Guard relied is likely flawed." He remanded the case back to the agency for recalculation of its costs for documenting and licensing seamen. �JANUARY 1995 SEAFARERS LOG Fire on.the Choctaw LEFT: In Pusan, Korea, flames continue shooting up as high as the bridge. Memories of a 1963 Shipboard Blaze Pensioner James M. Smith joined the SIU in Baltimore in August 1939 right out of the Marine Corps as a corporal and as an expert of 50-caliber machine guns. He sailed during WWII, the Korean conflict and the early part of the Vietnam war and upgraded at the union's school in Brooklyn to third assistant engineer. In the September and October 1994 issues of the Seafarers LOG, Brother Smith recounted his voyage to Guadalcanal on the SS Del Brasil. The following article is about a fire on the SIU-crewed Choctaw which occurred in 1963. Smith sailed as chief electrician aboard that ship. "Shipboard fires still happen," Smith wrote to the LOG in a letter accompanying the ar- A Japanese firefighter gets knocked out by the smoke aboard the burning ship. again. Finally, our supply of C02 was exhausted and, though we kept a steady stream of water on the deck, the steel was beginning to buckle. We asked the U.S. airbase at Kunsan if they could assist us with some C02, but the answer was negative. The Choctaw had begun this voyage in San Pedro on March 26th, and so far the trip had been routine until April 25th in Kunsan. Most of the crewmembers were regulars on the ship, and she had been on the Far East run for so long she was sometimes called the "Choctaw Maru." Captain Knut Aalestad hailed from Stavanger, Norway, and was a very knowledgeable seaman, sometimes called "Papa-san" by the crew who respected and trusted him completely. After checking with the Navy in Pusan on the availability of some C02, the captain decided we would sail the ship around the coast to that port as we were making no progress where we were. Putting to sea in a burning ship was rather unusual, but we wanted to save her if we could. It was our jobs we were saving, and jobs were becoming scarce in the U.S. merchant marine. Besides, we liked the ship and we liked the run. On arrival in Pusan, we received six bottles ofCOi from the Navy which was all they could spare. After hooking the bottles up to our system, we went through the same drill three more times but with the same results-more water in the ship and flames shooting up as high as the bridge. Capt. Aalestad shook his head and said with his slight Norwegian accent, "Veil, boys, if she gets avay from us again, I'm afraid ve are gonna have to Aflame, the Choctaw puts to sea again in an effort to save the ship, this time from Kunsan to Pusan. beach her." We all looked at each other in shock. We couldn't imagine losing the ship after all our efforts. Pensioner Smith continues to enMeanwhile, the company joy a more relaxed way of sailing. agent in Japan suggested that we bring the ship over to the Kitaticle, "and training pays off. Kyushu area and let the During my seafaring career, I Japanese firefighters have a go helped fight three shipboard Once again, we took our at it. fires and went through the burning ship to sea and sailed firefighting course at Monacross the Tsushima Strait, mouth, N.J. two times." anchoring off the port of Shimonoseki. There is a tunnel he cJanging of the general upper 'tween deck where the under the strait that connects this Even after arrival in Shimonoseki, the Choctaw is still burning. cargo consisted of bales of cotalarm bells and the short port on the southern tip of the blasts of the ship's whistle ton and five-gallon cans of main island of Honshu with the shattered the calm of the "land chemicals, while the lower hold As soon as the fire was under port of Moji on the island of of the morning calm" as Korea contained bulk wheat. The 35control, we moved the ship to Kyushu. is known throughout East Asia. foot fall into the grain should The firefighting brigade from the dock where there was a long Aboard the Choctaw, a Water- have been survivable. The chief the Kyushu Coal Miners As- line of dump trucks waiting. man Line C2-type cargo ship mate put on an OBA (oxygen sociation agreed to tackle the Hooking each bale of cotton tied up at a dock in the port of breathing apparatus) and went job. These men are trained to with large tongs, they were Kunsan, Korea, the crew of SIU down the ladder past the 'tween fight fires hundreds of feet under hoisted out to the trucks, each Seafarers scrambled to their sta- deck which was now blazing ground and have the necessary bale becoming a ball of fire as tions and ran out the hoses. I fiercely and searched by feel for equipment such as asbestos suits soon as it was pulled from the grabbed my tool kit and headed the seaman without success. and OB As, but none of them had hold. Once in the steel dump for the engineroom to make sure Finally, with his oxygen supply truck, they were sprayed by two ever been on a cargo ship. there was power to the fire exhausted, he just made it to the In order to get them oriented, men with fire extinguishers, pumps-but not before taking a top of the ladder and was pulled we took them down into the then driven out of town and quick look at the column of thick onto the deck by the bosun and number 4 hold which is almost dumped in a rice paddy. We smoke pouring from the open two able seamen. identical to the number 2, and learned later that they salvaged Nobody could survive in that hatch of the number 2 hold. showed them the layout and over 95 percent of the cotton in One of the worst nightmares heat and smoke more than a few where the main part of the fire this manner. The commander of of seafarers is a fire at sea, but minutes. Already, more than 40 was burning. They then made all the fire brigade said he had used since we were in port with help minutes had passed, and the their preparations, including a enough foam to cover two available, we were not worried flames were shooting up past the small Buddhist shrine set up in a square city blocks. about getting the fire under con- level of the deck. The captain We gave the Japanese fire tent on deck. Since we already trol. However, as is often the reluctantly gave the order to had one dead and several in- brigade men our heartfelt thanks case, things started to go wrong finish closing the hatch so that jured, they knew their lives were and shook hands all around immediately. The first thing in the fire would be deprived of before getting under way for the at stake. fighting a fire is to close off its oxygen and we could then use When they were all ready to Kawasaki shipyard in Tokyo air supply. We shut down the the ship's C02 system to extingo, the bosun and deck gang Bay where they repaired all the ventilation blowers and closed guish it. swung the hatch covers clear. fire damage in less than five During the remainder of that the dampers while the bosun and The flames and smoke got a days. the deck gang swung the heavy day, we fought the fire with One of the wipers on the breath of air and immediately steel hatch covers in place. Then water and C02, but every time came pouring out of the hold Choctaw was Hiroshi Shiba, an a seaman working in the thick we thought we had it under conAmerican of Japanese decent with a whoosh. smoke either slipped or was trol and opened the hatch, the Those Japanese firefighters who, as a teenager, had spent the bumped by a hatch cover and flames would soon be. shooting did not hesitate but went one war years in an American conhalf-way up the mast, and we plunged into the open hold. after another down the ladder centration camp in the Arizona The fire was burning in the would have to secure the hatch and disappeared into the flames, desert. I had been studying dragging their foam equipment Japanese for several years and with them. After several took every opportunity to pracminutes, the flames began to tice conversation. Shiba and I diminish, then suddenly were were talking to one of the snuffed out completely. The shipyard workers. He said, smoke continued to be a hazard "Why don't you people scrap to the firefighters on deck who this old junk; we will build you were without protection. They a new one in two months." Shiba would get one breath of that looked at him and said quietly, toxic smoke and fall uncon- "Yeah, but it helped to win the scious to the deck. They would war." (Note: the OS who fell into be rushed into the ship's hospital which was manned by a doctor the hold had climbed up to the and two nurses, given oxygen lower 'tween deck before being .) until they were again conscious, overcome by smoke. His body Overcome by smoke and fumes, a Choctaw crew- Seafarers man their stations and run out the then sent directly back into the was recovered after the fire was member is attended to by his shipmates. hoses to fight the fire in the number 2 hold. extinguished in Japan.) fight. T 9 �JANUARY 1995 SEAFARERS LOG Fire on the Choctaw LEFT: In Pusan, Korea, flames continue shooting up as high as the bridge. Memories of a 1963 Shipboard Blaze Pensioner James M. Smith joined the SIU in Baltimore in August 1939 right out of the Marine Corps as a corporal and as an expert of 50-caliber machine guns. He sailed during WWII, the Korean conflict and the early part of the Vietnam war and upgraded at the union's school in Brooklyn to third assistant engineer. In the September and October 1994 issues of the Seafarers LOG, Brother Smith recounted his voyage to Guadalcanal on the SS Del Brasil. The following article is about a fire on the SIU-crewed Choctaw which occurred in 1963. Smith sailed as chief electrician aboard that ship. "Shipboard fires still happen," Smith wrote to the LOG in a letter accompanying the ar- A Japanese firefighter gets knocked out by the smoke aboard the burning ship. beach her." We all looked at each other in shock. We couldn't imagine losing the ship after all our efforts. Pensioner Smith continues to enMeanwhile, the company joy a more relaxed way of sailing. agent in Japan suggested that we bring the ship over to the Kitaticle, "and training pays off Ky u sh u area and let the During my seafaring career, I Japanese firefighters have a go helped fight three shipboard at it. Once again, we took our fires and went through the burning ship to sea and sailed firefighting course at Monacross the Tsushima Strait, mouth, N.J. two times." anchoring off the port of Shimonoseki. There is a tunnel he clanging of the general upper 'tween deck where the under the strait that connects this Even after arrival in Shimonoseki, the Choctaw is still burning. alarm bells and the short cargo consisted of bales of cotport on the southern tip of the blasts of the ship's whistle ton and five-gallon cans of main island of Honshu with the shattered the calm of the "land chemicals, while the lower hold As soon as the fire was under port of Moji on the island of of the morning calm" as Korea contained bulk wheat. The 35control, we moved the ship to Kyushu. is known throughout East Asia. foot fall into the grain should The firefighting brigade from the dock where there was a long Aboard the Choctaw, a Water- have been survivable. The chief the Kyushu Coal Miners As- line of dump trucks waiting. man Line C2-type cargo ship mate put on an OBA (oxygen sociation agreed to tackle the Hooking each bale of cotton tied up at a dock in the port of breathing apparatus) and went job. These men are trained to with large tongs, they were Kunsan, Korea, the crew of SIU down the ladder past the 'tween fight fires hundreds of feet under hoisted out to the trucks, each Seafarers scrambled to their sta- deck which was now blazing ground and have the necessary bale becoming a ball of fire as tions and ran out the hoses. I fiercely and searched by feel for equipment such as asbestos suits soon as it was pulled from the grabbed my tool kit and headed the seaman without success. and OBAs, but none of them had hold. Once in the steel dump for the engineroom to make sure Finally, with his oxygen supply truck, they were sprayed by two ever been on a cargo ship. there was power to the fire exhausted, he just made it to the In order to get them oriented, men with fire extinguishers, pumps-but not before taking a top of the ladder and was pulled we took them down into the then driven out of town and quick look at the column of thick onto the deck by the bosun and number 4 hold which is almost dumped in a rice paddy. We smoke pouring from the open two able seamen. identical to the number 2, and learned later that they salvaged Nobody could survive in that hatch of the number 2 hold. showed them the layout and over 95 percent of the cotton in One of the worst nightmares heat and smoke more than a few where the main part of the fire this manner. The commander of of seafarers is a fire at sea, but minutes. Already, more than 40 was burning. They then made all the fire brigade said he had used since we were in port with help minutes had passed, and the their preparations, including a enough foam to cover two available, we were not worried flames were shooting up past the small Buddhist shrine set up in a square city blocks. about getting the fire under con- level of the deck. The captain We gave the Japanese fire tent on deck. Since we already trol. However, as is often the reluctantly gave the order to had one dead and several in- brigade men our heartfelt thanks case, things started to go wrong finish closing the hatch so that jured, they knew their lives were and shook hands all around immediately. The first thing in the fire would be deprived of before getting under way for the at stake. fighting a fire is to close off its oxygen and we could then use When they were all ready to Kawasaki shipyard in Tokyo air supply. We shut down the the ship's C02 system to extingo, the bosun and deck gang Bay where they repaired all the ventilation blowers and closed guish it. swung the hatch covers clear. fire damage in less than five During the remainder of that the dampers while the bosun and The flames and smoke got a days. the deck gang swung the heavy day, we fought the fire with One of the wipers on the breath of air and immediately steel hatch covers in place. Then water and C02, but every time came pouring out of the hold Choctaw was Hiroshi Shiba, an a seaman working in the thick we thought we had it under conAmerican of Japanese decent with a whoosh. smoke either slipped or was trol and opened the hatch, the Those Japanese firefighters who, as a teenager, had spent the bumped by a hatch cover and flames would soon be. shooting did not hesitate but went one war years in an American conhalf-way up the mast, and we plunged into the open hold. after another down the ladder centration camp in the Arizona The fire was burning in the would have to secure the hatch and disappeared into the flames, desert. I had been studying dragging their foam equipment Japanese for several years and with them. After several took every opportunity to pracminutes, the flames began to tice conversation. Shiba and I diminish, then suddenly were were talking to one of the snuffed out completely. The shipyard workers. He said, smoke continued to be a hazard "Why don't you people scrap to the firefighters on deck who this old junk; we will build you were without protection. They a new one in two months." Shiba would get one breath of that looked at him and said quietly, toxic smoke and fall uncon- "Yeah, but it helped to win the scious to the deck. They would war." (Note: the OS who fell into be rushed into the ship's hospital which was manned by a doctor the hold had climbed up to the and two nurses, given oxygen lower 'tween deck before being .> until they were again conscious, overcome by smoke. His body Overcome by smoke and fumes, a Choctaw crew- Seafarers man their stations and run out the then sent directly back into the was recovered after the fire was member is attended to by his shipmates. hoses to fight the fire in the number 2 hold. extinguished in Japan.) fight. T again. Finally, our supply of C02 was exhausted and, though we kept a steady stream of water on the deck, the steel was beginning to buckle. We asked the U.S. airbase at Kunsan if they could assist us with some C02, but the answer was negative. The Choctaw had begun this voyage in San Pedro on March 26th, and so far the trip had been routine until April 25th in Kunsan. Most of the crewmembers were regulars on the ship, and she had been on the Far East run for so long she was sometimes called the "Choctaw Maru. " Captain Knut Aalestad hailed from Stavanger, Norway, and was a very knowledgeable seaman, sometimes called "Papa-san" by the crew who respected and trusted him completely. After checking with the Navy in Pusan on the availability of some C02, the captain decided we would sail the ship around the coast to that port as we were making no progress where we were. Putting to sea in a burning ship was rather unusual, but we wanted to save her if we could. It was our jobs we were saving, and jobs were becoming scarce in the U.S. merchant marine. Besides, we liked the ship and we liked the run. On arrival in Pusan, we received six bottles ofCOi from the Navy which was all they could spare. After hooking the bottles up to our system, we went through the same drill three more times but with the same results-more water in the ship and flames shooting up as high as the bridge. Capt. Aalestad shook his head and said with his slight Norwegian accent, "Veil, boys, if she gets avay from us again, I'm afraid ve are gonna have to Aflame, the Choctaw puts to sea again in an effort to save the ship, this time from Kunsan to Pusan. 9 �JANUARY 1995 SEAFARERS LOG 6em State Crew Flawlessly Executes First RRF Boxed Ammo Drill Under typhoon conditions, Seafarers aboard the Gem State successfully completed Operation Turbo CADS (Containerized Ammunition Distribution System), marking the first time a Ready Reserve Force (RRF) ship has been activated for the specific mission of carrying ammunition by container in a routine mission to replenish supplies. In a letter to the Seafarers LOG, accompanied by the photos on this page, Chief Steward Peter Schmitt detailed the responsibilities of the voyage and the ship's crewmembers. "This was the largest and most comprehensive movement of containerized ammunition in history ," the chief steward explained. "All branches of the U.S. Armed Forces took part, with Navy sailors, Marines and Army soldiers acting as longshoremen and truck drivers as well as signalmen and tally takers. Seafarers operated the cranes and did all of the actual loading." The Gem State is equipped with its own cranes and can discharge the containers and other heavy military equipment at undeveloped or war-damaged ports thus efficiently moving large amounts of ammunition at one time. Operation Begins The Gem State, usualJy docked in reduced operating status at Hunters Point Naval Shipyard in San Francisco. was activated by the Maritime Administration (MarAd) on August 15 for participation in the military operation. Soon after, Seafarers boarded the vessel and prepared it for the exercise that spanned the Pacific. "There was a lot to be done by the crewmembers before we could set sail. The ship had been dockside for some time and had to be made liveable again," recalled Bosun Sonny Wilson. Wilson noted that the engine department had to make sure the cranes were operating properly while the deck department stayed busy chipping and painting the interior and exterior of the ship. On August 31, the Gem State sailedfortheNaval Weapons Station in Concord, Calif. where 126 containers were loaded by Seafarers operating the RRF ship's massive cranes. The Gem State then sailed on to another naval ordinance facility at Indian Island, Wash. where 300 additional containers were brought on board. Once the ship's cargo holds were completely full of the containerized ammunition, the vessel set sail for Apra, Guam, the Gem State's first port of call. Turbulent Conditions Schmitt reported that the Gem State encountered a typhoon in Guam and Okinawa but through the efforts of the crew, the military exercise was a success, despite the discouraging conditions. "In the midst of a driving rain, with practically gale force winds and a powerful surge, the ABs driving the cranes did a superb job in lifting the boxes to the dock and in three days the offload was completed." Wilson echoed the chief steward's statements on the superior job done by the Seafarers who maneuvered the cranes. "It was very intense operating the cranes in such adverse conditions. The ship was being tossed around in the dangerous waters while the containers were swinging and tossing about. The offloading of the containers by the cranes under such circumstances was dangerous but the crew prevailed," said the bosun. Kudos for all Crewmembers "It was a very long trip with intense operations but everyone worked together to make the trip pleasant," said Wilson. "I must say that the food served by the galley gang was better than I have ever had in the 30 years that I have been sailing with the SIU," the bosun added. "The engine department kept the cranes in excellent working order. We had a few minor problems when we first got underway but that was because the ship had not operated in a while. They really did a suburb job," he said. "The deck department went above and beyond the call of duty to get the job done and help the military exercise continue despite some pretty awful conditions," Wilson noted. "As a whole this crew was excellent and it was a fine trip," the bosun concluded. Old Munitions Come Home Once the last of the containerized ammunition was unloaded in Hiro, Japan, the Gem State sailed to Pusan, Korea for an oil change and to top off the fuel tanks. Before sailing home, the SIUcrewed vessel made one last visit to Okinawa and Guam to load containers of obsolete ammuni- 11 The Gem State, dock- / ed at port in Guam, unloads the first of the containerized ammunition during Operation Turbo CADS. ti on destined for destruction at the weapons station in Concord. The Gem State returned to the United States by mid-December and was turned back over to MarAd and placed into inactive status. Extra Special Moments While Seafarers' hard work and dedication contributed to the overall success of Operation Turbo CADS, they also had time to take in some sites, scenery and enjoy a special Thanksgiving together aboard the Gem State. When the vessel left Indian Island for the trip over to Guam, on September 18 it passed through the Straits of Juan de Fuca between Vancouver Island, Canada and Washington. "Most of us had never been through the Straits of Juan de Fuca and we found it to be a beautiful voyage," the chief steward wrote. And while in Okinawa, Gem State crewmemhers dedicated an old sweep oar from the vessel's lifeboatthathad been refinished, painted and signed by each crewmember to a seamen's charity. In Japan, many crewmembers had the opportunity to visit the city of Hiroshima. Schmitt recalled, "Weallagreedthatvisiting the Peace Memorial Park and remembering the atom bomb blast on that city, was a sobering experience." The Gem State was half way between Guam and the United States on Thanksgiving Day. The steward department, headed by Schmitt, includes Chief Cook Abdulalah Mohamed, SAs QMED Beckett "Sonny" Young keeps the cranes working properly. An ~xpert in s~ip engine repair, QME~ W.R. "r:tutch" Joan Ann "Joanesey" Riley, Hutc~mson signed Donald Benjamin and Joe on with the vessel. Munoz, Room Steward Joyce O'Donnell and Officer's messman Donald Irvine. They prepared a special Thanksgiving feast for crewmembers that ineluded the traditional turkey and ham dinner with all the fixings as well as steak and lobster. Schmitt, who graduated from the Lundeberg School's steward recertification program in 1993, stated, "On one hand, I don't QMED Don Wroten think that we did anything spe- enjoys engineroom cial. To me it was a normal work aboard the Thanksgiving dinner, but the Gem State. crew really praised us and were so impressed with what we prepared. But thinking back, I did everything that I could to make the holiday special for the crew," recalled Schmitt. "It is never fun to be at sea during the holidays," he said. One of a Fleet The Gem State, under contract to International Marine Carriers (IMC), is part of the Military Sealift Command's RRF. The RRF primarily consists of rollon/roll-off vessels, container , ships, bulkers, tankers, freighters and military support ships which are tied up in various ports around the country on the Atlantic, Pacific and Gulf coasts. The ships are activated to support military operations in times of need. Formerly the President Monroe, an American President Lines vessel, the Gem State was transferred to MarAd ownership in 1985. The ship was converted to Chief Steward Peter Schmitt (left) and SA Donald Benjamin begin an auxiliary crane ship and made preparations for a special Thanksgiving Day feast aboard ship. part of the RRF for the MSC. OS Jim Toranto learns more about crane operations during the exercise. AB Paul Matsos utilizes his experience from other RRF ships. Chief Cook Abdulalah Mohamed is known as "Mr. Gourmet." Working with containerized weapons is a first for AB Monte Smith. Operation Turbo CADS is Joan Ann "Joanesey" Riley's first military exercise. Before the military exercise began, OS Tony Norman helped prepare the DEU Mohamed Abobaker has many responsibilities aboard the auxiliary crane ship. Gem State. Bosun Sonny Wilson pajnts the stack of the Gem State following the ship's activation by MarAd for participation in Operation Turbo CADS. �12 JANUARY 1995 SEAFARERS LOG , :di The Cape Inscription was one of eight RRF ships crewed by Seafarers in support of U.S. military operations in Haiti. . b As always, the SIU in 1994 remained extremely active on Capitol Hill. Above: SIU VP Joseph Sacco addresses a congressional committee. SIU President Michael Sacco (center) joined in a widespread commemoration of the U.S. merchant marine's vital role and many sacrifices during World War II. ' , I ~ The SIU hall in New York moved to a new location in Brooklyn. The old shipping board was brought from the old hall to the new facility. The Paul Hall Center continued to provide practical and classroom training for SIU members. The Fidelio re-flagged under the U.S. flag and began operating with an SIU crew. ISRA EU SEA OFFICER$ llt410 N ON STRIKE ~·.:-.,.._ - From coast to coast, Seafarers supported fellow mariners and other trade unionists. All of the RAF ships activated for operations in Haiti were delivered ahead of schedule, including the SIU-crewed Cape Texas (above). crewed Empire State carried home the last contingent of U. S. s old iers to serve in Somalia, marking the end of U.S. armed forces support for the Uni ted Nation s' relief operation there. Other Seafarers-crewed vessels , including the American Kestrel and the Gem SUPPORTING State, were praised by the U.S. U.S. TROOPS Navy for their execution of Seafarers crewed eight of operations in support of the the 14 Ready Reserve Force Navy's Military Sealift Com(RRF) ships that were ac- mand. tivated to support U.S. armed ENVIRONMENTAL forces in Haiti. SIU members EMERGENCIES helped transport troops and materiel to the impoverished Seafarers played a key role island nation, where America in a major oil spill containment took the lead in restoring and recovery operation after power to Haiti's democratical- the barge Morris J. Bennan ly elected president, Jean broke loose from its line to the Bertrand Aristide. tugboat Emily S. on January 7 Seafarers were praised by and drifted onto a coral reef the Maritime Administration near San Juan's beaches. for their quick and profesThe Berman lost more than sional response, with MarAd 650,000 gallons of heavy numnoting that all of the RRF ships ber 6 bunker oil, and SIU were delivered ahead of members working for Crowley schedule. Maritime were among the first Nearly four years after the to respond to the spill. In all, start of Operation Desert more than 200 Seafarers strung Shield, SIU crews were back in containment booms, crewed Kuwait for Operation lifeboats and skimmers and Southern Watch. As part of the performed other work to miniU.S.'s response to a buildup of mize the damage. elite Iraqi troops near Kuwait, More recently, SIU memSeafarers crewed 11 of the bers aboard the Texas afloat prepositioning force Responder and Gulf Coast ships which were called into Responder were involved in action. They helped deliver cleanup operations in the troops, ammunition and other Houston area after a major materiel to the Persian Gulf, pipeline explosion spilled an but the Iraqis quickly backed estimated 200,000 gallons of off. gasoline, diesel fuel and crude Meanwhile, the SIU- oil into the San Jacinto River. 1994: Seafarers Again Answered Nation's Call While U.S. military activities and environmental emergencies were splashed across the headlines in 1994, SIU ships and Seafarers were at work behind the scenes. SIU-crewed vessels provided key support to U.S. armed forces in Haiti and the Persian Gulf. Seafarers also played vital roles in major oilspill cleanup operations in Puerto Rico and Houston. It was a year in which legislation that would have earned security for the U.S.-flag merchant fleet barely fell short of enactment. Although the bill did not become law, Seafarers were a driving force in securing its passage in the House of Representatives and in garnering support from many senators and from President Clinton. Within the SIU, advances were made in behalf of the membership through contract gains, the addition of three ships, organizing new members and scoring a legal victory that helped secure a larger fish quota for fishermen. Seafarers also continued to upgrade their skills to ensure their status as the best-trained merchant mariners in the world. To that end, the union's school-the Paul Hall Center for Maritime Training and Education, jointly operated by the SIU and SIU-contracted companies-introduced a number of new, modem vocational upgrading courses and made significant additions to its fleet of hands-on training vessels. Finally, hundreds of Seafarers demonstrated that the "Brotherhood of the Sea" is more than the union's slogan-itis'a way of life. SIU members took part in rescues all over the world and demonstrated solidarity with fellow seamen and other trade unionists. SIU retirees also served as a reminder that, although they no longer set out to sea, they remain a contributing force within the union. Retired Seafarers helped secure congressional support for a new maritime program, and they also took their well-earned place in the spotlight when the Liberty ship Jeremiah O'Brien sailed to Normandy for the 50th anniversary of D-Day. The following is a review of some of the highlights and other significant occurrences of the past year. Throughout the country, Seafarers had an opportunity to take t Center's EPA-approved refrigeration technician certification cou FIGHTING TO SA VE THE U.S.-FLAG FLEET In March, Transportation Secretary Federico Pefia unveiled the funding mechanism for a maritime revitalization bill which was introduced in the House. The AFL-CIO Maritime Trades Department announced its backing of the legislation, which would allocate, during a 10-year period, $1 billion raised through a tonnage duty to ensure a U.S.-flag liner capability in foreign commerce and provide aid to American shipyards. Subsequently, a major grassroots campaign by Seafarers and their families helped garner support for maritime revitalization in Congress and in the administration. But while a majority of Congress' officials backed the legislation, it did not pass the Senate, as a result of a blocking move by farm-state senators. In a related development, the Maritime Administration conditionally approved a request by American President Lines (APL) to operate six new vessels under foreign flags. When it applied for a waiver of the law, which prohibits subsidized U.S. shipping companies from operating foreign-flag ships in essential U.S.-flag service routes, APL cited the lack of a new maritime program. The SIU and other unions opposed the waiver, which stipulates that APL must apply to include the six ships in any �SEAFARERS LOS JANUARY 1995 f Three new boats, including this former Navy craft, were added to the Paul Hall Center's fleet of training vessels. ~ I ~~~ 13 Seafarers helped execute a number of dramatic rescues. Above: The SIU-crewed Baldomero Lopez aids stranded islanders in the Pacific. A lawsuit filed by the SIU and fishermen's groups resulted in a significant increase in the flounder quota for 1994. / .UfJl!A.Wr'a .... Severe icing in early '94 affected Seafarers on the Great Lakes and inland waterways. Vocational upgrading courses at the Paul Hall Center were revised to include even more hands-on training. \.. Throughout the year, the SIU secured advances for SIU members and their families actively supported pro-maritime can- its members through new collective bargaining agreements. didates in the state and local elections of November. new subsidy program that becomes law in 1995. Elsewhere, the House enacted a package of maritime measures that included SIUsupported provisions for towing safety and regulatory reform. Although the Senate failed to act on the inland safety bill, the House strongly backed the measure, and all of its elements will be introduced again in the 104th Congress. In other legislative news, SIU fishermen from the port of New Bedford, Mass. conducted a month-long series of meetings and protests which culminated in the release in late March of $30 million in economic aid for fishermen by the U.S. Commerce Department. BOA TMEN JOIN SIU RANKS Co.' s newest and most elaborate paddlewheel steamboat, the American Queen, which is slated to begin operating this year. In March, crewmembers of a longtime non-union Gulf tugboat company voted to join the SIU. The vote by boatmen who are employed by E.N. Bisso Co. set of a series of procedural delays by the company, which operates a fleet of 15 boats. Finally, boatmen at the marine ocean engineering department of Martin Marietta Services, Inc. in San Juan, P.R. voted to join the Seafarers. STRIVING FOR IMPROVEMENT Despite unfair competition from runaway registries, the lack of a new maritime program and other obstacles, the SIU secured advances for its members through new collective bargaining agreements. Wage increases and improved health care benefits were among the ga.in~ made for Seafarer~ who s~l. I~ the deep sea and mland d1vmons. . Also, a lawsmt filed by the SIU and by fishermen's groups ~esulted in a 16 percent increase mthe.flounde~quo~for 1994marking a maJor wm for fishermen. ----------Early in the year, Seafarers crewed the USNS Able, a new Small W aterplane Area Twin Hull (SWATH) design vessel which is owned by the Military Sealift Command and operated by U.S. Marine Management. Another new, SIU-crewed ship, the MV Sulphur Enterprise (operated by Sulphur Carriers, Inc.), began operating in the sulfur trade between Tampa and ports in Louisiana. SIU members also crewed BROTHERHOOD the car carrier Fidelio after it OF THE SEA re-flagged under the U.S. flag. The vessel is operated by InterIn terms of numbers, the bignational Marine Carriers. gest rescue of the year took Construction continued on place when Seafarers aboard the Delta Queen Steamboat the MV Advantage aided 353 Yemeni men, women and children who were fleeing their war-ravaged country. Exhausted and ravenous, the Yemenis were taken from two boats which were in danger of sinking. They were fed, cleaned and brought to safety in Oman, where a U.N. camp was set up. But no matter the location or the number of people who needed help, SIU members responded: •Seafarers on theAltonBelle 11 saved the life of a local resident who apparently was about to- drown in the Mississippi River. • The SIU-crewed MV Patriot assisted five Peruvian fishermen whose boat had been drifting for five days without engine power more than 100 miles off the coast of Peru in the Pacific Ocean. • In the Gulf of Mexico, Seafarers aboard the OM/ Hudson saved 12 Cuban refugees who had been at sea for nearly two weeks and who had been without food or water for days. • Members of the union's Government Services Division aboard the USNS Mars helped rescue 1O Egyptians off the coast of Oman who had been drifting for nine days in a lifeboat after their small cargo ship sank in the North Arabian Sea. • The USNS Naragansett, also crewed by SIU Government Services Division members, saved four men from Zanzibar who were drifting on a small, partially submerged boat. They had been adrift for More than 200 Seafarers quickly and efficiently responded to a major oil spill in Puerto Rico. 10 days, and their water and food supply had been exhausted. •SeafarersontheBaldomero Lopez aided 40 people whose small island nation in the Pacific was devastated by Typhoon Zelda. All were taken to safety. In addition to the rescues, Seafarers took part in other humanitarian activities. The crew of the Sugar Islander delivered 20,000 metric tons of com to the destitute country of Angola, on Africa's west coast. And crewmembers from the Nuevo San Juan donated respiratory units and toys for children who are staying at the intensive care unit of the Hospital Pediactrico Central in San Juan. regulations requiring that anyone who handles refrigerants must be certified to do so, the school developed an Environmental Protection Agency-approved course and conducted a port-to-port schedule for teaching it so that Seafarers could obtain the certification. The school also added an eight-hour hazardous materials (hazmat) recertification course, in accordance with new Occupational Safety and Health Administration (OSHA) regulations. In planning for 1995, the Lundeberg School announced the addition of a number. of new courses and expansion of several existi~g classes, each with extra emphasis on handson training. PAUL HALL CENTER PROVIDES FIRST-RA TE TRAINING SEAFARERS SHOW SOLIDARITY The Paul Hall Center for Maritime Training and Education and its Harry Lundeberg School of Seamanship continued offering a comprehensive selection of vocational upgrading classes to SIU members who sail in the deck, engine and steward departments. Many courses were enhanced by the Lundeberg School's acquisition of two new training vessels, including the Empress II, a state-of-the-art barge formerly used by the government for electromagnetic testing. In response to new federal Over the years, the SIU has earned a reputation as a group that supports fellow trade unionists in times of struggle, and that tradition was maintained in 1994. Literally from coast to coast, SIU members marched, demonstrated and provided other support for fel1ow mariners and trade unionists from the U.S. and other nations. Members of the American Radio Association, the Teamsters, the Israeli Sea Officers Union and Nigerian oil workers were among those who enjoyed the support of SIU members throughout the country. _. -. �14 SEAFARERS LOG JANUARY1995 Celebrating Thanksgiving, Brown Style • • • The weather was a little warmer than one might expect in late November as Thanksgiving Day was celebrated barbecue-style on deck aboard the Charles L. Brown. But the unusual holiday style did not mean there was not plenty of turkey to go around. Stationed at the Crown Bay Marina in St. Thomas, U.S. Virgin Islands, the Charles L. Brown is one of five AT&T cableships in position around the country to lay cable lines. The photos of the cable ship's holiday banquet/barbecue were provided by Chief Steward Brenda Kamiya. Dominating the Sealift Artarctic's meal is the "big bird." This one was prepared by the ship's galley staff: Chief Steward Ernest Dumont, Chief Cook Rolando Lopez and Steward Assistant Eric Airline . . . . And on the SL Antarctic On Thanksgiving Day, three hundred miles south of New Orleans, the Sealift Antarctic pursued her mission-delivering fuel for the military. But on board, crewmembers took time to partake in the culinary delights produced by the The Brown's bosun, Francisco Sousa, goes back for seconds Chief Cook Robin L. Nay cargalley gang for the special occasion. while Chief Steward Brenda Kamiya supervises the dinner. ves the turkey on the Brown. Captured on film by the radio/electronics officer, T.T. O'Brien, the Thanksgiving fare aboard the sealift tanker, which is operated by International Marine Carriers, was topped off with a traditional turkey and completed with homemade pies and other desserts. ) /1 Holiday appetizers and desserts are displayed side-by-side on the Sealift Antarctic. Midway through his meal, AB Juan Rochez poses for Radio Officer O'Brien's camera. Crewmembers, families and friends help themselves to the barbecue feast onboard the cable ship. AB Adam S. Talucci, on the tanker's AB Adam S. Talucci, OS Ronald Rizzuto and Bosun Ray Shinpoch feast on bridge, awaits his time off to share in the Thanksgiving treats. Thanksgiving goodies aboard the Sealift Antarctic. Enjoying their Thanksgiving Day meals are AB Nick Moramarco (left) and OS Sirio Centino. With plates laden with the holiday meal's main course, AntarcticOS Todd Stringer, Wiper Brad Williams and Pumpmen William Day and B. Maglinao dig in with gusto. There is plenty of work associated with the preparation and cleanup of a holiday meal, as SA Eric Airline can attest to on the Antarctic. Antarctic Chief Cook Rolando Lopez (left) and Captain Ernest Richardson survey the buffet tables that are heaped with an array of holiday treats. �SEAFARERS LOG JANUARY 1995 Dispatchers' Report for Deep Sea NOVEMBER 16 - DECEMBER 15, 1994 *TOTAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C Trip Reliefs February &March 1995 Membership Meetings Deep Sea, Lakes, Inland Waters **REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Port 10 50 38 4 15 22 22 26 5 New York 28 I 10 6 3 7 3 2 0 1 Philadelphia 9 2 12 13 6 0 1 5 9 7 Baltimore 6 27 22 31 3 5 7 14 9 21 16 Norfolk 5 26 15 0 0 10 2 7 18 13 Mobile 47 5 23 4 1 24 12 1 12 24 New Orleans 41 14 45 12 21 8 18 27 3 Jacksonville 33 12 43 40 12 1 14 23 7 10 San Francisco 25 15 23 39 6 5 12 12 7 Wilmington 20 11 10 34 46 2 20 23 19 21 16 9 Seattle 5 5 14 2 1 7 3 2 Puerto Rico 11 5 13 29 6 7 5 6 20 18 7 10 Honolulu 44 19 38 14 24 7 17 24 11 Houston 19 4 0 1 0 1 0 1 l St. Louis 1 0 0 8 0 2 4 1 0 7 0 0 Piney Point 0 0 1 0 0 I 0 1 0 1 Algonac 411 138 343 104 44 194 148 211 240 81 Totals ENGINE DEPARTMENT Port 43 5 11 37 1 7 13 3 18 18 New York 0 1 5 1 0 2 1 1 2 I Philadelphia 2 4 2 9 1 6 1 1 6 Baltimore 0 20 8 19 7 2 3 1 2 16 11 Norfolk 21 2 17 1 2 5 2 8 10 17 Mobile 21 3 13 4 14 2 1 5 15 New Orleans 11 4 36 10 19 3 16 15 24 1 Jacksonville 14 29 10 4 28 7 0 6 4 San Francisco 13 10 24 8 16 5 1 7 5 15 3 9 Wilmingtof! 1 20 4 23 2 11 8 0 14 Seattle 12 2 8 11 1 1 0 5 2 6 Puerto Rico 7 12 13 5 6 9 14 2 11 13 Honolulu 3 1 28 23 6 3 2 15 9 11 19 Houston 0 1 1 2 l 0 0 1 2 0 St. Louis 0 12 3 0 2 0 0 Piney Point 3 0 1 0 0 0 0 0 0 0 0 Algonac 0 0 58 220 291 60 114 25 80 171 35 Totals 129 STEWARD DEPARTMENT Port 1 25 21 8 0 12 16 1 11 New York 13 7 0 1 1 0 0 1 4 0 1 Philadelphia 1 2 0 1 2 2 0 Baltimore 2 1 0 19 5 11 3 1 5 5 3 Norfolk 6 8 3 10 15 2 1 4 5 4 0 11 Mobile 5 1 13 8 1 5 6 8 4 New Orleans 8 21 14 7 6 4 1 10 4 Jacksonv1lle 13 12 12 63 15 8 12 0 4 17 10 San Francisco 33 14 6 20 5 3 0 Wilmington 7 2 6 13 12 2 35 13 6 1 3 0 5 19 Seattle 2 2 7 5 1 0 3 2 2 Puerto Rico 7 18 19 15 1 2 3 3 10 Honolulu 7 9 5 7 20 1 5 6 6 5 2 13 Houston 1 1 0 1 0 0 0 1 1 0 St. Louis 0 6 11 0 0 6 2 0 Piney Point 9 8 0 0 0 0 0 0 0 0 Algonac 0 0 63 256 158 62 65 11 88 33 156 95 Totals ENTRY DEPARTMENT Port 37 91 10 2 0 17 6 45 7 New York 6 4 8 1 0 1 0 0 4 Philadelphia 2 0 8 1 10 0 I 0 1 2 6 0 Baltimore 26 33 8 0 6 8 0 4 17 13 Norfolk 3 30 5 0 2 11 1 2 16 2 Mobile 33 35 IO 0 1 17 5 25 13 New Or1eans 3 28 34 4 0 4 4 9 12 15 2 Jacksonville 33 21 38 3 0 3 10 7 12 San Francisco 10 17 25 8 0 5 3 11 7 16 Wilmington 7 18 42 12 0 4 0 6 24 9 Seattle 5 11 8 4 0 7 3 3 5 6 Puerto Rico 1 137 63 6 0 9 1 10 46 23 3 Honolulu 13 34 7 0 0 7 I 13 5 Houston 3 1 3 0 0 0 1 0 1 1 St. Louis 0 27 6 0 0 0 15 0 3 30 Piney Point 0 1 0 0 0 0 0 0 0 0 Algonac 0 376 481 97 0 45 34 119 251 136 Totals 46 Totals All 635 916 1,341 226 125 492 350 285 757 Del!artments 542 * ''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. A total of 1,193 jobs were shipped on SIU-contracted deep sea vessels. Of the 1,193 jobs shipped, 350 jobs or about 29 percent were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. From November 16 to December 15, 1994, a total of 226 trip relief jobs were shipped. Since the trip relief program began on April 1, 1982, a total of 22,161 jobs have been shipped. Piney Point Monday, February 6, March 6 New York Tuesday: February 7, March 7 Philadelphia Wednesday: February 8, March 8 Baltimore Thursday: February 9, March 9 Norfolk Thursday: February 9, March 9 Jacksonville Thursday: February 9, March 9 Algonac Friday: February 10, March IO Houston Monday: February 13, March 13 New Orleans Tuesday: February 14, March 14 Mobile Wednesday: February 15, March 15 San Francisco Thursday: February 16, March 16 Wilmington Tuesday, February 21 *;Monday, March 20 *changed by Presidents' Day Seattle Friday: February 24, March 24 San Juan Thursday: February 9, March 9 St. Louis Friday: February 17, March 17 Honolulu Friday: February 17, March 17 Duluth Wednesday: February 15, March 15 Jersey City Wednesday: February 22, March 22 New Bedford Tuesday: February 21, March 21 Each port's meeting starts at 10:30 a.m. Personals DARRELL TOUCHSTONE and MARCLOUW Please contact Margie Harris at 5127 W. 141 st Street, Hawthorne, CA 90250; or telephone (310) 675-6679. GILBERT MORRIS WRIGHT The stepdaughter of Gilbert Morris Wright would like to get in touch with her stepfather. She would like her stepfather, or anyone who knows him, to call or write. Flora Marshall Baquol, 2140 Parksley Avenue, Baltimore, MD 21230; or telephone (410) 644-5447. . Notices PAY VOUCHERS NEEDED WITH SOME VA CATION APPLICATIONS Seafarers who have sailed aboard military vessels should provide copies of their pay vouchers when filing for vacation benefits related to employment. U.S. Coast Guard discharges do not show exact dates of employment, so the pay vouchers must be submitted as well. Applications submitted without copies of pay vouchers will be held in a pending status until the proper verification is received. 15 �16 SEAFARERS LOG Seafarers International Union Directory JANUARY 1995 Dispatchers' Report for Great Lakes NOVEMBER 16 - DECEMBER 15, 1994 CL-Company/Lakes L-Lakes NP-Non Priority 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 President Government Services Jack Caffey Vice President Atlantic Coast Byron Kelley Vice President Lakes and Inland Waters Dean Corgey Vice President Gulf Coast ---- · HEADQUARTERS 5201 Auth Way Camp Springs, MD 20746 (301) 899-0675 ALGONAC 520 St. Clair River Dr. Algonac, MI 48001 (8 l 0) 794-4988 BALTIMORE 1216 E. Baltimore St. Baltimore, MD 21202 (410) 327-4900 DULUTH 705 Medical Arts Building Duluth, MN 55802 (2L8) 722-4110 HONOLULU 606 Kalihi St. Honolulu, HI 96819 (808) 845-5222 HOUSTON 1221 Pierce St. Houston, TX 77002 (713) 659-5152 JACKSONVILLE 3315 Liberty St. Jacksonville, FL 32206 (904) 353-0987 JERSEY CITY 99 Montgomery St. Jer ey City, NJ 07302 (20 J) 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 (J04) ~29- 7546 NEW YORK 635 Fourth Ave. Brooklyn, NY 11232 *TOTAL REGISTERED All Groups Class CL Class L Class NP Port Algonac Port Algonac Port Algonac Port Algonac 0 11 6 0 10 3 0 5 3 0 7 20 TOTAL SHIPPED All Groups Class CL Class L Class NP DECK DEPARTMENT 0 53 13 ENGINE DEPARTMENT 0 8 29 STEWARD DEPARTMENT 0 4 10 ENTRY DEPARTMENT 0 0 0 0 32 14 0 21 7 0 9 2 0 26 39 0 92 25 0 88 Totals All Departments 33 32 0 * ''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. 62 Dispatchers' Report for Inland Waters NOVEMBER 16 - DECEMBER 15, 1994 *TOTAL REGISTERED All Groups Class A Class B Cl~ C Region Atlantic Coast Gulf Coast Lakes & Inland Waters West Coast Totals Region Atlantic Coast Gulf Coast Lakes & Inland Waters West Coast Totals Region Atlantic Coast Gulf Coast Lakes & Inland Waters West Coast Totals 2 0 1 42 0 2 1 2 47 1 0 0 0 7 0 10 17 0 0 0 0 0 0 19 I 0 21 0 I 1 2 0 0 0 0 0 0 0 3 4 4 0 0 l TOTAL SHIPPED All Groups Class A ClassB Class C DECK DEPARTMENT 3 0 0 1 0 3 0 19 0 41 1 39 64 1 42 ENGINE DEPARTMENT 0 0 0 1 0 0 12 0 0 0 0 0 0 13 0 STEWARD DEPARTMENT 0 0 1 1 0 0 3 0 2 3 0 7 4 0 **REGISTERED ON BEACH All Groups Class A Class B Class C 5 2 16 0 10 0 36 0 53 81 28 89 2 3 1 0 1 0 0 2 0 0 21 6 49 27 1 33 2 4 0 9 1 0 16 l 1 2 32 84 46 130 21 1 2 72 Totals All Departments * "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. Sealift Antarctic Pulls into Port (718) 499-6600 NORFOLK 115 Third St Norfolk, VA 23510 (804) 622-1892 PHILADELPIDA 2604 S. 4 St. PhiJadeJphia, PA 19148 (215) 336-3818 PINEY POINT P.O. Box 75 Piney Point, MD 20674 (30 I) 994·0010 PORT EVERGLADES 2 West Dixie Highway Dania, FL 33004 (305) 921-5661 SAN FRANCISCO 350 Fremont St. San Francisco, CA 94105 (415) 543-5855 Government Services Division (415) 861-3400 SANTURCE 1057 Fernandez Juncos Ave., Stop l 61/2 Santurce, PR 00907 (809) 721-4033 SEATTLE 2505 First Ave. Seattle, WA 98121 (206) 44 l- 1960 ST.LOUIS 4581 Gravois Ave. St. Louis, MO 63116 (314) 752-6500 WILMINGTON 510 N. Broad Ave. Wilmington, CA 90744 (310) 549-4000 **REGISTERED ON BEACH All Groups Class CL Class L Class NP Completing some paperwork during the shipboard meeting are Pumpman Paul T. Lewis {left) and Bosun Ray Shinpoch. Representing the steward department, Chief Steward ErnestJ. Dumont and Chief Cook Rolando M. Lopez participate in a discussion during the union meeting. WiperBradleyK. Williams (right) urges OS Ronald D. Rizzuto to finish his breakfast so they can get to work. ABs Donald P. Harty and Adam S. Talucci are surrounded by upgrading information handed out during the meeting aboard the Sea/ift Antarctic. 4 4 0 5 0 9 14 107 Seafarers participated in a union meeting and payoff recently, when the Sealift Antarctic pulled into Moorhead City, N.C. to offload its cargo of oil and jet fuel. SIU Representative Sal Aquia met with the vessel's crewmembers, handing out copies of the Seafarers LOG as well as the necessary forms for health insurance, vacation time and upgrading courses. A frank discussion was held on the conditions aboard the sealift tanker. The union and crewmembers resolved to work together in order to promote job security for the membership. The Sealift Antarctic is one of nine MSC tankers being operated by International Marine Carriers (IMC), an SIU-contracted company, which transports Department of Defense refined petroleum products worldwide. They also provide support of Navy fleets conducting refueling-at-sea operations for the military. �SEFARERS LOG JANUARY 1995 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. T he Seafarers Pension Plan this month announces the retirements of nine SIU members who have completed their careers as U.S. flag ship merchant mariners. Seven of those signing off sailed in the deep sea division, one navigated the inland waterways and one worked on Great Lakes' vessels. Five of the retiring Seafarers served in the U.S. Army, one is a veteran of the U.S. Navy, and one sailed in the U.S. Coast Guard. Among those joining the ranks of the retirees, Charles J.A. Miles completed the steward recertification course, and Lancelot B. Rodrigues completed the bosun recertification course at the Lundeberg School in Piney Point, Md. On this page, the Seafarers LOG presents brief biographical accounts of those members retiring this month. DEEP SEA \ ~J1~1s CLARKE, 61 joined e Seafarers in 1953 in the port of New York. ==::.....:.....=-'---"=..c...l Brother Clarke sailed in the steward department. He served in the U.S. Army from 1950 to 1952. Born in Pennsylvania, Brother Clarke currently resides in Texas. ARTHUR CHARLES DePUY,65, signed on with the SIU in 1968 in the port of Wilmington, Calif. Brother DePuy sailed in the engine department. He served in the U.S. Navy from 1948 to 1952. A native of Minnesota, Brother Depuy has retired to his home state. VINCENT ROSENDO LIMON,62, a native of Texas, began sailing with the union in 1960 in the port of Houston. Brother Limon shipped in the engine department and upgraded his rating to QMED at the Lundeberg School. He served in the U.S. Army from 1955 t_o 1956. Brother Limon has retired to Texas. CHARLES J.A. MILES,66, joined the Seafarers in 1965 in the port of New York. Brother Miles sailed in the steward department and upgraded at the Lundeberg School where he completed the steward recertification program in 1985. He served in the U.S. Army from 1948 to 1955. Brother Miles has retired to his home state of Alabama. ARLENE. QUINN,63, graduated from the Andrew Furuseth Training School in i._....::=:.;.;====-=-:....J ' New York in 1956 and began sailing with the union from the hall in the same city. Brother Quinn sailed in the deck department. He served two years in the U.S. Army. A native of New York, Brother Quinn continues to reside there. port of New York. Brother Rodrigues sailed in the deck department and completed the bosun recertification program at the Lundeberg School in 1974. A native of British Guiana, he now resides in Puerto Rico. 17 Boatman Perry sailed in the deck department. He served in the U.S. Coast Guard from 1949 to 1971. Born in Kitty Hawk, N.C., Boatman Perry has retired to his hometown. GREAT LAKES ROBERT BRUCE BIRD,62, joined the the SIU in 1963 in the IMRO port of EDDY Chicago. SALOMONS, '----~=---' Brother Bird 69,began shipped in the deck department. sailing with He served in the U.S. Army from the SIU in 1952 to 1954. Born in Wiscon1965 in the sin, Brother Bird currently lives port of New in Illinois. i.:....:::..-==:;:__:;=----' York. Brother Salomons sailed in the CORRECTION engine department. He upgraded frequently at the Lundeberg In last month's pension notice School and worked his way up on Canova Floyd Mitchell from oiler/FOWT to Jr., some information was inQMED/pumpman. Born in advertently omitted. Brother Surinam, Dutch Guiana, the Mitchell served in the U.S. naturalized U.S. citizen presently Army from 1951to1953. He lives in New York. completed the steward recertification program at the LunINLAND deberg School in 1980 and also participated in a union RUPERT crew conference there. PARKER Brother Mitchell shipped as a PERRY, steward/baker, sailing most SR.,62, recently as chief steward joined the aboard the Cape Taylor. He union in presently resides in Mobile, 1972 in the Ala. with his wife, Val. port of Norfolk, Va. All Hands on Deck LANCELOT BERNARD RODRIGUES, 65, signed on with the Seafarers in 1965 in the Many memories were shared by seven retired deck department Seafarers on November 25 as they met at the home of Bill Parker in Big Branch, La. From left. S. Monardo, Red Gorgas, Ed Rihn, Chad Galt, Harold Nelli, Bill Parker and Percy Kennedy shipped out of the New Orleans SIU hall during their seafaring years. A Sweet Design The Seafarers LOG is interested in publishing a greater number of photos of SIU members' families at home or on vacation. Color as well as black-and-white photographs are acceptable. When sending photos to the LOG, be sure to identify the individuals from left to right. Also, indicate if the photo should be returned. Send photos and identifications to Seafarers LOG, 5201 Auth Way, Camp Springs, MD 20746. While attending steward department upgrading courses at the Lundeberg School last November, Cook/Baker Rebecca L. Hedge {left) and Chief Steward Antoinette Spangler use their free time to bake, construct and decorate the school's first gingerbread house of the season. �18 SEAFARERS LOG JANUARY 1995 Digest of Ships Meetings reported disputed OT. No beefs or disputed OT reported by deck or steward delegate. Crew discussed Seafarers LOG information and TB test material received from company. Crew requested new movies, ship's radio and TV antenna. Vessel sailing on to Aruba. The Seafarers LOG attempts to print as many digests of union shipboard minutes as possible. On occasion, because of space LEADER (Kirby Tankship ), October limitations, some will be omitted. 28-Chainnan Patrick Rankin, Ships minutes first are reviewed by the union's contract department. Secretary Henry Manning, EducaThose issues requiring attention or resolution are addressed by the tional Director Richard Gracey, Steward Delegate Arthur Aguinalunion upon receipt of the ships minutes. The minutes are then do. Chairman noted crew washing forwarded to the Seafarers LOG for publication. machine, VCR and ice machine have SEA-LAND INDEPENDENCE (Sea-Land Service), September25Chairman Kenneth McGregor, Secretary James Prado, Deck Delegate George Fries, Engine Delegate Joseph Vain, Steward Delegate Amanda Suncin. Chairman encouraged crewmembers to ask congressional representatives to vote for maritime legislation. He advised crew of new procedure for dumping refuse and announced policy posted in garbage room. The bosun also reminded crewmembers to report unsafe conditions to depanment head. He asked crew to keep lounge and personal quarters clean and report any needed repairs. No beefs or disputed OT reported by all three departments. Crewmembers reported key to mess hall and lounge kept by gangway watch. Crew thanked steward department for care in preparing and serving meals. Next port: Dutch Harbor, Alaska. SEAL/FT ARABIAN SEA (IMC), September 18-Chairman Tom Prather, Secretary R. Seaman, Educational Director Donald Swanner, Deck Delegate Kimberly Clark. Chairman asked crewmembers not to leave open food in rooms. He announced arrival of Seafarers LOGs and stated safety videos and Lundeberg School applications available on ship. Crew discussed purchase of new VCR. No beefs or disputed OT reported by crewmembers. Chairman read letter from SIU President Michael Sacco encouraging union members to urge congressmen to pass bills beneficial to American seamen and U.S. shipping industry. Crew discussed importance of such activities and agreed to put forth a strong letter-writing campaign. Ship heading to Greece. AMERICAN CORMORANT (Osprey Shipping), October 30Chainnan Vernon Hudett, Secretary Joseph Williams, Deck Delegate Mike Plunte, Engine Delegate Lawrence Rose, StewMd Delegate Robert Wright. Chairman told crewmembers new transformer will be picked up in Diego Garcia. He stated new fan on bridge and CD player for crewmembers installed. He announced new refrigerator for crewmembcrs also received. Educational director asked all shipmates to help keep crew lounge, furniture and laundry room clean. Treasurer reported $100 in ship's fund. Engine delegate asked crewmembers to keep noise down in hallways. No beefs or disputed OT reported in all departments. CAPE WASHINGTON (Amsea), October 4-Chairman Robert Johnson, Secretary Kyle White, Educational Director A. Parker, Deck Delegate John Gibbon, Engine Delegate Mike Stearman, Steward Delegate Christopher Green. Chairman noted engine department working on air conditioning. Educational director stressed importance of upgrading at Paul Hall Center to enhance knowledge and improve job security. No beefs or disputed OT reported. Crew reported holiday greeting forms for Seafarers LOGs received. Treasurer announced $180 from ship's fund used to purchase gas grill and propane, leaving balance of $419.56. No beefs or disputed OT reported by crewmembers. Crew extended vote of appreciation to Chief Cook Green for great food and cookouts. Next port: Saipan, Japan. CHAMPION (Kirby Tankships), October 16--Chainnan Robert Allen, Secretary Joseph Birke, Educational Director James McDaniels, Deck Delegate Clemente Roche, Engine Delegate Clyde Smith, Steward Delegate John Foster. Educational director discussed importance of upgrading skills at Piney Point. No -- beefs or disputed OT reported by all three departments. Crew thanked galley gang for job well done. CHARLESTON (Apex Marine), October 27-Chairman Ray Tate, Secretary K. Jones, Educational Director Milton Israel. Chairman advised crewmembers of infonnation on layup of ship. He announced payoff while in shipyard. Secretary asked crew to donate to SPAD and upgrade at Lundeberg School. Educational director reminded crewmembers of importance of upgrading skiJls. No beefs or disputed OT reported. Chairman announced information concerning tanker safety course received and posted. GALVESTON BAY (Sea-Land Service}, October 2-Chairman Jim Davis, Secretary Frank Costango, Educational Director Miguel Rivera, Deck Delegate James Higgins, Engine Delegate Robert Whitaker, Steward Delegate Felix Camacho. Secretary reported discussion with captain about increasing stores for next trip. Educational director advised members to upgrade skills at Piney Point. Deck delegate reported disputed OT. No beefs or disputed OT reported by engine or steward departments. Crew reminded to close house doors at all levels of ship. Crew gave vote of thanks to steward department for job well done. Discussion held about removing shoes in crew lounge to preserve excellent floor-waxing job by deck department. Next port: Charleston, S.C. GEM STA TE (IMC), October 18Chairman George Wilson, Secretary Peter Schmitt, Educational Director Don Paul Wroten, Dede Delegate Paul Matsos. Steward Delegate Joyce O'Donnell. No beefs or disputed OT reported by all three departments. Crewmembers stated steward department went over and above regular duties to keep crew well fed. Crew reported smooth sailing and noted pictures of voyage sent to S1wfarers LOG. Next port: Pusan, Korea. GREEN ISLAND (Waterman Steamship), October 23-Chairman Eugene Grantham, Secretary John Reid, Educational Director Ralph Baker. Chairman reported good trip and thanked deck crew for work reports. He advised crewmembers of arrival in port of New Orleans on October 30 and urged members to take advantage of Paul Hall Center to upgrade skills. Secretary thanked all crewmembers for efforts to keep ship dean. He encouraged members to read Seafarers WG and upgrade at Piney Point as often as possible. He reminded crew to turn over clean rcx.>m to those signing on and leave fresh linen. He extended special thanks to Chief Cook Anthony Bach for excellent Chinese meals prepared during voyage. No beefs or disputed OT reported by all three departments. Crew reported Chrisbnas message information and LOGs received in Singapore. Crewmembers noted new movie fund begun. Next Port: New Orleans. JULIUS HAMMER (Ocean Chemical Transport), October 9-Chainnan William Sharp, Secretary Sinclair Wilcox, Educational Director Larry Phillips, Deck Delegate Marvin Mason, Engine Delegate David Kinard, Steward Delegate Kenneth Kelly. Crew requested copy of contract and new TV and VCR for lounge. Crew reported couch in lounge needs replacement. Chairman and crew thanked galley gang for good meals. Educational director reminded all hands to keep copies of Coast Guard discharges because agency no longer does. Treasurer noted $120 donated to captain for Marisat news service. Engine delegate been replaced. He added mail to be received once per month aboard ship. He advised crew of payoff on November 3. Secretary announced grits and fresh milk to be purchased in Jacksonville, Fla. Educational director reminded eligible crewmembers to apply for upgrading courses in Piney Point. No beefs or disputed OT reported. Crew discussed putting plastic and garbage in proper cans in crew lounge. Chairman reminded crewmembers to keep bulkheads clean. to contact Piney Point for upgrading opportunities. Course schedule is in Seafarers LOG. Treasurer announced $400 in ship's fund. No beefs or disputed OT reported by crewmembers. Letter from SIU Welfare Plan concerning eligibility changes in plan posted on bulletin board as well as holiday greeting forms for LOG. Crew asked contracts department to look into improvements in dental plan. Crew thanked steward department for good meals. Next port: Arun, Indonesia. MAJOR STEPHEN W. PLESS (Waterman Steamship), October29Chairman Robert Hagood, Deck Delegate Julius Purcell, Engine Delegate Torry Kidd, Steward Delegate Tom Misko. Chairman announced payoff and asked contracts department if crewmembers attending firefighting school will be able to collect vacation bene fits . No beefs or disputed OT reported. Crew discussed improving ship's library and replacing VCR in crew lounge. Bosun asked crew to close doors Gracia, Deck Delegate Michael Jackson, Engine Delegate Lauri Harris, Steward Delegate Juan Gonzales. Chairman announced payoff and layup in Port Arthur, Texas. He thanked all departments for jobs well done. Secretary reminded members of increased earning opportunities available by attending upgrading courses at Lundeberg School. Engine delegate reported disputed OT. No beefs or disputed OT reported by deck or steward delegates. Crew thanked galley gang for great food and keeping things in order. OVERSEAS OHIO (Maritime Overseas), October 27-Chairman Walter Weaver, Secretary Earl Gray, Educational Director Scott Wilkinson, Deck Delegate Matthew Bevak, Engine Delegate Karl Benes, Steward Delegate Musa Ahmed. Chairman informed crewmembers of new required safety course for all tanker personnel beginning in January 1995. He urged members to attend the course to enhance job security . He announced Seafarers LIBERTY SPIRIT (Liberty Maritime), October 30-Chairrnan Terry Cowan Sr_, Secretary Osvaldo Castagnino, Educational Director German Valerio, Deck Delegate Steve Thompson, Engine Delegate Walter Laux, Steward Delegate Rotttria Lacy. Educational director recommended all members attend upgrading courses at Lundeberg School. No beefs or disputed OT reported. Crew requested videotape rewinder for crew lounge. Next port: Norfolk, Va. LIBERTY SUN (Liberty Maritime), October 20-Chairman Ralph Moore, Secretary F. L. Washington Sr., Educational Director Rodney Seaberg, Engine Delegate Bruce Robinson, Steward DeJegate Joseph Brooks. Chairman announced new crew washing machine hooked up. Secretary asked crewmembers signing off to turn in room keys and safety kits and bring all dirty linen to locker. He said members should ensure rooms and refrigerators are clean before departing ship. Treasurer reported $190 in movie fund. Deck delegate reported disputed OT. No beefs or disputed OT reported by engine or steward delegates. Crew discussed having a designated smoking area. LNG CAPRICORN (ETC), October 2-Chairman Charles Kahl, Secretary Dana Paradise, Educational Director Otis Sessions, Engine Delegate Gary Frazier, Steward Delegate Udjang Nurdjaja. Chair.man welcomed new crewmembers aboard. He reminded crew to donate to SPAD for job security. He reported welcome speech by Captain Phancenek well received by crewmembers. Educational director urged members to take advantage of Lundeberg School for better job skills and earning power. No beefs or disputed OT reported by all three departments. Chairman added holiday greeting forms available. Crew reminded to keep laundry room clean and machines free of clothes so everyone can use them. Crew discussed sanitary duties and thanked galley gang for fine meals being served. Next port: Arnn, Indonesia. LNG CAPRICORN (ETC), October 24-Chairman Charles Kahl, Secretary Dana Paradise, Educational Director Otis Sessions, Engine Delegate Gary Frazier, Steward Delegate Udjang Nurdjaja. Chairman reminded all to donate to SPAD. Educational director encouraged crew to upgrade at Paul Hall Center. Treasurer reported $343 in ship's fund. Deck delegate reported disputed OT. No beefs or disputed OT reported by engine or steward delegates. Crew wiJI write lo congressmen to urge passage of maritime bill. Crew gave vote of thanks to steward department for fine meals. Next port: Bontang, Indonesia. LNG LEO (ETC). October 9-Chairman Billie Darley, Secretary Henry Jones Jr., Educational Director Sean Nolan, Deck Delegate Aubrey Davis, Engine Delegate John Orr, Steward Delegate Amy Ripple. Chairman reminded crew to leave agreement books in rooms for next crewmember when signing off. He thanked crew for good voyage and announced his departure in Korea. Educational director urged members Freedom's Galley Gang Recertified Chief Steward Robert Hess (left), GSU Louis Gonzalez (center) and Chief Cook Cloduardo Gomez make up the galley gang aboard the Sea-Land Freedom on its shuttle run from Europe to Asia. This photo was taken recently when the vessel was leaving Singapore. quietly. Crew gave vote of thanks to steward department for job well done. Next port: Panama City, Fla. MAYAGUEZ(PRMMI), October 31-Chairman Herminio Serrano, Secretary Richard Eward, Deck Delegate Carlos Canales, Steward Delegate Antonio Colon. No beefs or disputed OT reported by all three department delegates. Crew asked contracts department to look into possibility of lowering retirement age. Next port: Port Elizabeth, N.J. OOCL /NNOVATION(Sea-Land Service). October 23-Chairman Mark Lamar, Secretary Edward Collins, Educational Director Douglas Greiner. Secretary stressed importance of donating to SPAD and thanked crew for keeping pantry clean. Educational director advised members to attend upgrading courses at Piney Point. Steward delegate reported disputed OT. No beefs or disputed OT reported by deck or engine delegates. Crew requested new VCR and thanked galley gang for job well done. Next port: Boston. OVERSEAS HARRIETTE (Maritime Overseas), October 30Chainnan Daniel Laitinen, Secretary George Quinn, Educational Director Charles Dallas, Deck Delegate Donnie McCawley. Engine Delegate Don Volluz, Steward Delegate Miguel Aguilar. Chairman reported smooth voyage to Lithuania and announced ship will load at Westwego Grain. He added payoff will take place November 7 before sailing to Guatemala. Secretary asked crewmembers to help put plastic in proper disposal cans. Educational director discussed importance of upgrading skills at Lundeberg School. No beefs or disputed OT reported. Chairman announced receipt of Seafarers LOGs and reminded seamen to renew zcards. Crew discussed ways for funding new TV antenna for crew lounge. Steward department thanked for job well done. OVERSEAS MARILYN (Maritime Overseas), October23-Chairman Marco Galliano, Secretary Jose Rivera, Educational Director Louis LOGs received and advised members to read thoroughly. He thanked entire crew for hard work and good trip. New VCR purchased by captain; crew gave him vote of thanks. Secretary noted that galley refrigerator repaired by engineers and thanked entire crew for helping keep ship clean. Educational director advised members to continue their maritime education at Piney Point. He advised members to consider taking specialty courses such as refrigeration. No beefs or disputed OT reported by all departments. Entire crew extended special vote of thanks to steward department for excellent job. Next port: Valdez, Alaska. OVERSEAS WASHINGTON (Maritime Overseas), October 23Chairman Tim Koebel, Secretary Robert Miller, Educational Director John Groom, Deck Delegate Matthew Dunn, Steward Delegate Charles Atkins. Chairman announced day off for crewmembers in port of Houston. He reported 1994 maritime legislation killed by farm-state senators who used rare maneuver to block vote in Senate. Educational director reminded members to return to Lundeberg School to take refrigeration technician course. No beefs or disputed OT reported. Crew requested new TV antenna and VCR for crew lounge and cleaner for videotapes. Chairman asked crewmembers to observe posted smoking hours for crew lounge and for everyone to rewind tapes and return them to bridge. Next port: Long Beach, Calif. SEA-LAND CHALLENGER (SeaLand Service), October 23-Chairman Ray Todd, Secretary Herbert Scypes, Educational Director Gary Morrison, Engine Delegate Alfred Gonzalez, Steward Delegate Osvaldo Rios. Chairman announced payoff in -Elizabeth, N.J. Secretary asked contracts department to secure necessary additional overtime hours for steward department. No beefs or disputed OT reported by deck, engine or steward department delegates. Crew requested new VCR for crew lounge. Vote of thanks given to galley gang for good meals and service. �SEAFARERS LOG JANUARY 1995 From left, Linehandler Daniel Valentin and Mechanics Alfonso Morales and Rene Pedraza enter the San Juan hall to take part in the Thanksgiving festivities. 19 Enjoying the meal in San Juan are OS Angel Soto (left) and Bosun Neftali Santana. AB Greg Calvello (left}, DEU Eddie Wood (second from right) and AB Tom Arriola help themselves to the feast at the Houston hall. Retirees David Velandra (right} and Beau James (above) prepare the meal while AB Albert Haarmann (above left} and SA Ralph Fann (lower L~---~.....-. left) prepare to dig in. C~~~~~i\;~_J_I_ ~ . Active and retired Seafarers, along with their families and guests, recently shared the spirit of Thanksgiving at the SIU halls in Houston, San Francisco and San Juan, P.R. Turkey, ham, sweet potatoes, stuffing, mashed potatoes and gravy, fresh rolls, pumpkin pie and other delicacies were enjoyed at each hall. Voluntarily prepared by active and retired SIU gal- Above: At the hall in San Juan, P.R., Retiree Abraham Aragones (left) serves a helping of beans to QMED Albert Garcia. In photos at right and above right, Seafarers C.H. Mejias, Raymond Fernandez, Louis Rodz, Ty Harden, John Baker, Edwin Semprit and guests sample the pies and other treats in San Juan. ley gang members, the meals left everyone pleasantly full, noted representatives from the respective ports. San Francisco had the largest turnout, with more than 350 people on hand for the hall's fifth annual feast. SIU Port Agents Nick Ce1ona (San Francisco), Steve Ruiz (San Juan) and Jim McGee (Houston) provided the photos for this page. An SIU Thanksgiving Ready for dessert in San Francisco are (1-r) QMED Freddie Varona, Messman Patricio Catito, Asst. Cook Ralph Aquino, Chief Cook M. Abuan and Chief Cook Mike Sparanza. Chief Steward Burt Richardson Retiree Roland Francisco Chief Cook John Blasquez I Nineteen tur~ were prepar~~ feed the San Francisco group. I ; Retiree Eddie Kasa (left), Assistant Cook Clifford Scott and the other Seafarers pictured here prepared the meal in San Francisco. �20 SEAFARERS LOG JANUARY 1995 Know Your Rights FINANCIAL REPORTS. The constitution 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 membership by the secretarytreasurer. A yearly finance committee of rank-and-file members, elected by the membership, each year examines the finances of the union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate finclings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements 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 members believe there have been violations of their shipping or seniority rights as contained in the 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 clirectly 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 conditions under which an SIU member works and lives aboard a ship or boat. Members should know their contract rights, as well as their obligations, such as filing for overtime (OT) on the proper sheets and in the proper manner. If, at 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 WG traditionally has refrainedfrompublishinganyarticle servingthepoliticalpurposesofany individual in the union, officer or member. It also has refrained from publishing articles deemed harmful totheunionoritscollectivemembership. Thisestablishedpolicyhasbeen reaffirmed by membership action at the September 1960 meetings in all constitutional ports. The responsibility for Seafarers WG policy is vested in an editorial board which consists of the executive board of the union. The executive 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 the SIU unless an official union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, orifamember is required to make a payment and isgivenanofficialreceipt,butfeels that ~e or she should not have been reqmred to make such payment, A New Year ... A New Opportunity for Education Even if getting an education this year was not on your list of New Year's resolutions, it is not too late to think about adding it. If the cost of an education is what is holding you back, try applying for a scholarship. All Seafarers, their spouses and dependent children who plan to attend college next fall are encouraged to apply for one of seven scholarships being awarded in 1995 by the Seafarers Welfare Plan. Three will go to SIU members; the other four will be awarded to the spouses or dependent children of eligible Seafarers and SIU pensioners . April 15, 1995 is the deadline-just three months away. Three months may sound like a lot of time to fill out an application form. But there is actually more to it than that. The applicant must not only fil1 out the application form, but must also include other items in the entire package. These include an autobiographical statement, photograph, certified copy of birth certificate, high school transcript, letters of reference and SAT or ACT score results. And all of these items take some time to collect. The SAT or ACT tests, for example, must be taken no later than February of the year in which the awards are granted . This ensures that the test results will reach the scholarship committee in time for the selection process. Eligibility requirements for the scholarship are spelled out in a booklet which contains an application form. It is available at all SIU halls or by .. BASIC FINANCIAL STATEMENT fil1ing out the coupon below and returning it to the Seafarers Welfare Plan. This is the start of a new year. There is no reason to put off your dreams of a better education for yourself or your eligibile family members any longer. Remember, however, in order to be considered for one of the seven scholarships, you must apply-and all materials in the application package must be sent to the Seafarers Welfare Plan on or before April 15, 1995. Address _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ City, State, Zip C o d e - - - - - - - - - - - - - - - - - - - - - - - Telephone Number _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Self D Th.e irusilias'committed itself ropay claims incurred under the tenns of the plan. lease send me the 1995 SIU Scholarship Program booklet which contains eligibility information, procedures for applying and the application form. D NOTIFYING THE UNIONIf at any time a member feels that any of the above rights have been violated, or that he or she has been denied the constitutional right of access to union records or information, the member should immediately notify Sill President Michael Sacco at headquarters by certified mail, return receipt requested. The address is: Michael Sacco, President Seafarers International Union 5201 Auth Way Camp Springs, MD 207 46. This is a summary of the annual report of the Seafarers Welfare Fund, EIN 13-5557534, Plan No. 501, for the period January 1, 1993 through December 31, 1993. The annual report has been filed with the Internal Revenue Service, as required under the Employee Retirement Income Security Act of 1974 (BRISA). Send for Your Application Form Today! This application is for: marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions 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 employment. If a contribution is made by reason of the above improper conduct, the member should notify the Seafarers International 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 further his or her economic, political and social interests, and American trade union concepts. SUMMARYANNUALREPORTFOR SEAFARERS WELFARE FUND r------------------------------------------------~ P this should immediately be reported to union headquarters. C 0 N S T I TUT I 0 N A L RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time a member feels any other member or officer is attempting to deprive him or her of any constitutional right or obligation by any methods, such as dealing with charges, trials, etc., as well as all other details, the member so affected should immediately notify headquarters. EQUAL RIGHTS. All memhers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the union has negotiated with the employers. Consequently, no member may be discriminated against because of race, creed, color, sex, national or 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 headquarters. SEAFARERS POLITICAL ACTIVITY DONATION SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including, but not limited to, furthering the political, social and economic interests of maritime workers, the preservation and furthering of the American merchant Dependent Mail this completed form to Scholarship Program, Seafarers Welfare Plan, 5201 Auch Way, Camp Springs, MD 20746. 1195 ------------------------------------------------~ The value of pfari assetS, after subtracting liabilities of the plan, was ($33>736,389) as of December 31, 1993, compared to ($42)33,981) as of January 1, 1993. During the plan year, the plan experienced an increase in its net assets of $8,397 ,592. This increase includes unrealized . appreciation and depreciation in the value of plan assets; that is, the difference between the value of the plan's assets at the end of the year and the value of the assets at thebeginning of the year or the cost of assets acquired during the year. During the plan year, the plan had a total income of $41,947,714, including employer contributions of $41,729,623, realized losses of $5,061 from the sale of assets, and earnings from investments of $214,805. Plan expenses were $33,550,122. These expenses included $4,663,330 in administrative expenses and $28,886,792 in benefits paid to participants and beneficiaries. YOUR RIGHTS TO ADDITIONAL INFORMATION You have the right to receive a copy of the full annual report, or any part thereof, on request. The items listed below are included in that report: 1. An accountant's report, 2. Assets held for investment, 3. Loans or other obligations in default and 4. Transactions in excess of 5 percent of plan assets. To obtain a copy of the full annual report, or any part thereof, write or call the Board of Trustees, Seafarers Welfare Fund, 5201 Auth Way, Camp Springs, MD 20746; telephone (301) 899-0675. The charge to cover copying costs will be $1.70 for the full annual report or $.10 per page for any part thereof. You also have the right to receive from the plan administrator, on request and at no charge, a statement of the assets and liabilities of the plan and <}CCompanying notes, or a statement of income and expenses of the plan and accompanying notes, or both. If you request a copy of the full annual report from the plan administrator, these two statements and accompanying notes will be included as part of that report. You also have the legally protected right to examine the annual report at the main office of the plan (Board of Trustees, Seafarers Welfare Fund, 5201 Auth Way, Camp Springs, MD 20746; (301) 899-0675) and at the U.S. Department of Labor in Washington, DC, or to obtain a copy from the U.S. Department ofLaborupon payment of copying costs. Requests to the Department should be addressed to; Public Disclosure Room, N5507, Pension and Welfare Benefits Administration, U.S. Department of Labor, 200 Constitution Avenue, NW, Washington, DC 20210. �JANUARY 1995 SEAFARERS LOG 21 Final Departures DEEP SEA ALBERTO AGUIAR Alberto Aguiar, 48, was an active SIU member when he passed away November 24. He began his sailing career in 1964 in the port of New York, after graduating from the Andrew Furuseth Training School in 1963. He started working in the engine department as a wiper and upgraded to QMED. Brother DeChamp completed the steward recertification program in 1981 at the Lundeberg School. He served in the U.S. Anny from 1938 to 1945. Brother DeChamp retired in March 1989. WILLIAM E. FOLEY Pensioner William E. Foley, 75, passed away October 13. A native of Providence, R.I., he joined the SIU in 1970 in the port of Boston. Brother Foley sailed in the steward department and upgraded at the Lundeberg School. He served in the U.S. Navy during World War II. Brother Foley began receiving his pension in September 1988. KENNETH GAHAGAN FELIPE BASALDU Pensioner Felipe Basaldu, 78, died November 27. A native of Texas, Brother Basaldu signed on with the SIU in 1953 in the port of Galveston, Texas. He sailed in the engine department. Brother Basaldu began receiving his pension in November 1981. BRIAND. BILLAC Brian D. Billac, 42, passed away December 4. Brother Billac, an active SIU member at the ti his death, joined the u · m 1969 in the por ew Orleans after co mg the Lundeberg S s training course for entry evel seamen. Brother Billac sailed in both the deck and steward departments during his seafaring career. Pensioner Kenneth Gahagan, 70, died November 9. Brother Gahagan signed on with the union in 1952 in the port of Galveston, Texas. He shipped in the deck department. Brother Gahagan upgraded frequently at the Lundeberg School and completed the bosun recertification program there in 1974. He retired to his native state of North Carolina in April 1987. WILLIAM H. JOHNSON ISAAC SIMS Pensioner WilliamH. Johnson, 67, passed away October29. A native of . ·~. \ Pen~sylvania, · ·hl he signed on ' Yi with the i union in 1943 in the port of Baltimore. Brother Johnson sailed in the deck department. He served in the U.S. Anny from 1951 to 1953. Brother Johnson began receiving his pension in October 1989. Pensioner Isaac Sims, 75, passed away November 28. A native of Texas, he joined the Marine Cooks and Stewards in 1959 in the port of San Francisco, before that union merged with the sru·s AGLIWD. Brother Sims retired in December 1979. JESSEN. JONES Pensioner Jesse N. Jones, 82, died September 24. Brother Jones joined the Marine Cooks and Stewards in 1945, before that union merged with the SIU' s AGLIWD. Born in Newport, Ark., Brother Jones lived in Texas. He retired in January 1974. ADAM KA WELOLANI Pensioner Adam Kawelolani, 74, passed away August 22, 1993. Born in Hawaii, he joined the Marine Cooks and Stewards in 1947 in the port of San Francisco, before that union merged with sru•s AGLIWD. Brother Kawelolani began receiving his pension in November 1984. ROBERT A. KELNER Pensioner Robert A. Kelner, 70, passed away September 7, 1993. Brother Kelner joined theMarine Cooks and Stewards before that union merged with the SIU' s AGLIWD. Born in North Dakota, Kelner retired in August 1968. RAUL I. LOPEZ EDWARD L. COLLINS ~~-....,...,""'"""' Pensioner Edward L. Collins, 71, passed away October 5. Born in Alabama, he joined the ~-,t union in 1960 · in the port of Mobile, Ala. Brother Collins sailed in the deck department. In 1970 he participated in a union crew conference at the Lundeberg School in Piney Point, Md. Brother Collins began receiving his pension in January 1988. . ARTHUR DeCHAMP Pensioner Arthur DeChamp, 77, 1 died October 25. Brother DeChamp was bomin Massachusetts and began his sailing career with the Seafarers in 1962 in the port of Seattle. He sailed in the steward department and upgraded to chief cook. Then, Pensioner C. L. Hickenbotam, 67, +:·:: died Septem:.< ber 30. Brother Hickenbotarn joined the Seafarers in 1965 in the port of Houston. He sailed in the deck department and upgraded at the Lundeberg School where he completed the bosun recertification program in 1982. A native of Louisiana, Brother Hickenbotam retired in July 1992. CHARLES L. HIPPARD Pensioner CharlesL. Hippard, 84, passed away December 2. Born in Illinois, Brother Hippard began his sailing career with the SIU in 1952 in the port of Philadelphia. He shipped in the steward department and worked his way up to chief steward. Brother Hippard began receiving his pension in June 1973. EDWARD C. JACKSON Pensioner Edward C. Jackson, 82, died June 21. Brother Jackson began sailing on the West Coast in 1942. He was a member of the Marine Cooks and Stewards union, before that union merged with the Sill's AGLIWD. Brother Jackson resided in San Francisco and had retired there in April 1974. Pensioner Raul I. Lopez, 73, died November9. Brother Lopez began his sailing career with the Seafarers in 1957 in the =---======:..J port of New York. He shipped in the deck department. A native of Puerto Rico, Brother Lopez began receiving his pension in December 1986. JAMES K. PURSELL Pensioner James K. Pursell, 76. passed away October 3. A native of Mississippi, Brother Pursell was a charter member of the SIU 1 joining the union in 1938 in the port of Mobile, Ala. He shipped in the steward department. Brother Pursell retired to Alabama in October 1978. JOSEPH RIOUX Pensioner Joseph Rioux, 68, died September 27. ~f!P5;.:.~DI Born in Nashua, N.H., he signed on with the SIU in 1945 in the =:.----~= port of Boston. Brother Rioux sailed in both the steward and engine departments. Brother Rioux began receiving his pension in March 1984. ROY R. THOMAS Pensioner RoyR. Thomas, 67, died November 28. Brother Thomas began his sailing career with the Seafarers in 1952 in the port of New Orleans. He sailed in the steward department and completed the steward recertification program in 1982 at the Lundeberg School. Brother Thomas was born in Alabama and began receiving his pension in November 1992. FREDERICK E. WALKER · •• .r::: Pensioner 0 Frederick E. Walker, 68, passed away November3. Born in Wilmington, Calif., he · signed on with the union in 1948 in the port of New York. Brother Walker sailed in the deck department and completed the bosun recertification program in 1975 at the Lundeberg School. He retired in June 1984. WESLEY YOUNG Pensioner Wesley Young, 80, died October 22. In 1942, · during World WarII, Brother Young joined the union in the port of Baltimore. He shipped in the steward department and worked his way up to chief steward. Brother Young began receiving his pension in March 1970. INLAND JOHN BECKER Pensioner John Becker, 78, passed away September 12. A native of Minnesota, Boatman Becker joined the Seafarers in 1976 in the port of Norfolk, Va. and sailed in the deck department. A World War II veteran, he served in the U.S. Navy from 1942 through 1945. Boatman Becker retired in October 1987 . JERRY W. BLAN Pensioner JerryW. Blan, 66, died November 30. He began sailing with the SIU in 1953 in the port of New York. Boatman Blan worked in the deck department and ultimately became a captain. He served in the U.S. Navy from 1945 to 1949. Boatman Blan was born in Arkansas and began receiving his pension in September 1988. WALTERJ.MOSKAL Pensioner Walter J. Moskal, 65, passed away November 20. Boatman Moskal signed on with the union in 1976 in the port of Nor- folk, Va. and shipped in the steward department. He served in the U.S. Navy from 1948 to 1968. Born in Poland, Boatman Moskal retired in June 1991. LEROY H. SIMONEAUX Pensioner Leroy H. Simoneaux, 69, died November 14. Born in Louisiana, he joined the Seafarers in ~~~ 1957 in the port of New Orleans. Boatman Simoneaux shipped as a tankerman in the deck department. He served in the U.S. Marine Corps in the midst of WW II, from 1942 to 1943. Boatman Simoneaux began receiving his retirement in May 1982. GEORGE C. WILLIAMS Pensioner George C. Williams, 98, passed away November 20. Boatman Williams began working aboard Curtis Bay tugs in 1936 and joined the union in the port of Philadelphia. He sailed in the deck department and worked his way up to captain. Boatman Williams was born in Delaware. He retired in September 1962. GREAT LAKES JOSEPH J. KOHNKE Pensioner Joseph J. Kohnke, 84, died October 26. Brother Kohnke started work. ing in the Milwaukee, Wis. harbor in the early 1930s and later joined the Seafarers in 1961 in the union hall in that city. During the shipping season, he worked on tugboats as a linesman; during the winter, he helped repair the Great Lakes ore carriers docked at Jones Island in the Milwaukee harbor. He served in the U.S. Navy from 1944 to 1946. Brother Kohnke began receiving his pension in January 1976. OSCAR MIDTLYNG Pensioner Oscar Midtlyng, 88, passed away October 29. Brother Midtlyng was employed by the Ann Arbor (Mich.) Railroad and joined the SIU in 1953 in the port of Frankfort, Mich. He shipped in the deck department. Brother Midtlyng was born in Norway and retired in September 1971. DAVID K. ZOLNIEREK David K. Z.01nierek, 54, died November2. He joined the union in 1988 in the port of Algonac, Mich. Anative of Michigan, Brother Z.Olnierek lived in Alpena, Mich. RAILWAY MARINE EUGENE S. LANE Pensioner EugeneS. Lane, 64, passed away October 1. A native ofNew}X>rt News, Va, he joined the SIU in 1956 in the port of Norfolk, Va. Brother Lane sailed as a deckhand. He retired in July 1983. �22 SEAFARERS LOG JANUARY 1995 Lundeberg School Graduating Classes HARRY SCHOOL LIFEBOAT CLASS 531 Trainee Lifeboat Class 531- Graduating from trainee lifeboat class 531 are (from left, kneeling) Keith Gebhard, Anna Martin, Jerome Torrence, Nasser Nagi, Kimberly Vaughan, Thalis Ealy, (second row) Jeff Swanson (instructor), Jerome Sorupia, Oscar Caraballo, Corey Clancy, Erik Rivera, Jason Capozello, Travis Austin, Bryan Lefler and Heath Jones. Bridge Management-Working their way up the deck department ratings are (from left, kneeling) Jared Blavat, Steven Tepper, Ken Frederick, Virgilio Penales, (second row) Jessie Holmes (instructor), Thomas Keenan Jr., Jim Brown (instructor), James Sullivan, Chris Conway, Christopher Kavanagh, Paul Van Hollebeke and John Gilliam. U pgraders Lifeboat-Upgrading graduates of the November 14 lifeboat class are (from left, kneeling) Chris Cote, Willie Jones Jr., Eduardo Correa, Carlos Suazo, Mario A. Firme Jr., (second row) Bob Boyle (instructor), Joel Molinas, Cloda Kelley, Samuel Dixon, Christopher D. Owens, Dwayne Jones, Willie R. Robinson Ill, Joseph F. Laureta and Tom Gilliland (instructor). SUMMARYANNUALREPORTFOR MCS SUPPLEMENTARY PENSION PLAN This is a summary of tbe annllal iep0ri of the MCS Supplementary Pension Plan EIN 51-6097856 for the year ended December 31, 1993. The annual report has been filed with the . Internal Revenue Service, as required under the Employee Retirement Income Security Act of 1974 (ERISA). BASIC FINANCIAL STATEMENT Marine Electrical Maintenance-The October 25 graduates of the marine electrical maintenance course are (from left, kneeling) Stan Popov, Joseph Holzinger, Sellers Brooks, Earl F. Ebbert, (second row) Mark Jones (instructor), Stephen R. Harrington, Ross Himebach, Curtis Jackson, Ernest Cox, Alfred Herrmann, John Lange and Glenn Snow. Benefits under the plan are provided by the Trust. Plan expenses were $1 ,281, 752. These expenses included $255,438 in administrative expen~ ses, and $1,026,314 in benefits paid to participants and beneficiaries. A total of 1,828 persons were participantg in, or beneficiaries of, the plan at the end of the plan year, ruthougb not all of these persons had yet earned the right to receive benefits. The value of plan assets after subtracting liabilities of the plan, was $11,963,391 as of December 31, 1993, compared to$1 l,903,392 as of January 1, 1993. During the plan year, the plan experienced an increase in its net assets of $59,999. This increase includes unreaHzed appreciation in the value of the plan assets; that is, the difference between the current value of assets at the beginning of the year plus the cost of any assets acquired during the year less the current value of assets at the end of the year. The plan had a total income of $1,341,751, including a gain of $247,903 from the sale of assets, earnings from investments of$ t ,048, 172 and other income of $45,676. MINIMUM FUNDING STANDARDS An actuary's statements shows that enough money was contributed to the plan to keep it funded in accordance with the minimum funding standards of ERISA. YOUR RIGHTS TO ADDITIONAL INFORMATION Your have the right to receive a copy of the fu 11 annual report, or any pan thereof, on request. The items listed below are included in that report: 1. An accountant's report, 2. Assets held for investment, 3. Actuarial information regarding the funding of the plan, 4. Service provider and trustee information and 5. Reportable transactions. To obtain a copy of the full annual report, or any part thereof, write or call the office of Mr. Nick Marrone, the plan administrator, 5201 Auth Way, Camp Springs, MD 20746; telephone (301) 899-0675. The charge to cover copying costs will be $3.50forthe full annual reportor$.10 per page for any part thereof. You also have the right to receive from the plan administrator, on request and at no charge, a statement of the assets and liabilities of the plan and accompanying notes, or a statement of income and el{penses of the plan and accompanying notes, or both. If you request a copy of the full annual report from the plan administrator, these two statements and accompanying notes will be included as part of that report. The charge to cover copying costs given above does not include a charge for the copying of these portions of the report because these portions are furnished without charge. You also have the legally protected right to examine the annual report at the main office of the plan at 5201 Auth Way, Camp Springs, MD 20746 and at the U.S. Department of Labor in Washington, DC, or to obtain a copy from the U.S. Department of Labor upon payment of copying costs. Requests lo the Department should be addressed to: Public Disclosure Room, N4677, Pension and Welfare Benefit Programs, Deparunent of Labor, 200 Constitution Avenue, NW, Washington, DC 20216. SUPPLEMENTAL INFORMATION In accordance with the Department of Labor Regulations the net realized gain of $247,903, as shown above, is computed on the "market-to-market basis"-the difference between the sales price and the market value of an asset as of January 1, 1993; or if the asset was both acquired and disposed of within the plan year, it is the difference between the purchase and sales price. Included in the net appreciation (depreciation) in fair market value of investments of $518,350, as shown on the financial statements, is $441,412 of the net realized gain-the difference between the sales price and the original cost of the assets. Hydraulics---Completing the October 25 course in hydraulics are David G. St Onge (center) and Paul Lightfoot (right) with their instructor, Dan Holden. �JANUARY 1995 23 SEAFARERS LOG LUNDEBERG SCHOOL 1995 UPGRADING COURSE SCHEDULE The following is the course schedule for classes beginning between January and April 1995 at the Seafarers Harty Lundeberg School of Seamanship located at the Paul Hall Center for Maritime Training and Education in Piney Point, Md. All programs are geared to improve job skills of Seafarers and to promote the American maritime industry. The course schedule may change to reflect the needs of the membership, the maritime industry and-in times of conflict-the nation's security. Please note that students should check in the Friday be/ore their course's start date. The courses listed here will begin promptly on the morning of the start dates. Deck Upgrading Courses Course Start Date Date of Completion Able Seaman January 16 April 7 Bridge Management (Sbiphandling) April 24 Mays Life boatman January 2 January 13 Radar Observer/Unlimited February27 April 10 March 10 April21 Steward Upgrading Courses Course Start Date Date of Completion Assistant Cook/Cook and Baker Chief Cook, Chief Steward January 17 March27 April 7 Junel6 Engine Upgrading Courses Start Date Course QMED ·Any Rating Diesel Engine Technology Refrigeration Technician Certification Hydraulics Marine Electrical Maintenance I Marine Electrical Maintenance II Power Plant Maintenance January 16 April 7 March 20 April 14 (to be announced) February 20 March24 February 17 January 9 March 13 April 21 February 17 January9 April 24 June2 Pumproom Maintenance March27 April 7 April 24 May19 Refrigerated Containers Welding February 20 March 17 April 24 May19 All students must take the Oil Spill Prevention and Containment class. Inland Courses All students must take the Oil Spill Prevention and Containment class. Safety Specialty Courses Course Date of Completion Course Start Date Date of Completion Start Date Date of Com letion Deck Inland March27 April 7 Diesel February27 March 10 March6 March 17 DDE/Limited License Prep. March27 April 7 January 26 February 23 March30 April27 January26 February 23 March30 April27 Engineroom Familiarization January30 February 10 Radar Observer (Rivers) (to be announced) Radar Observer (Inland) May8 January 2 January 30 .February 27 anuary February 24 March24 April 21 May19 March27 April 24 .;.;· .. ·.«. .,,.,/;"''':''""'·: .,.. , ,.,..,. ·•· Date of · Course Date Completion Bosun J{ecertification May1 Junes Steward Recertification January 30 March 6 May12 Additional Courses Start Course Date Date of Completion GED Preparation January30 April 21 Adult Basic Education (ABE) and English as a Second Language (ESL) January30 April 3 March24 May26 Deck and Engine Department COiiege Courses Session I January 30 March 24 --~---·----------------------------------------~--------------------------·························································-···················- UPGRADING APPLICATION Primary language spoken (Strccl) (City) (State;) (Zip Code) Date of Birth _ _ _ _ _ _ _ __ Telephone --'--~-----(Arc;a Code) With this application, COPIES of your discharges must be submitted showing sufficient time to qualify yourselffor the course(s) requested. You also must submit a COPY of each of the following: the first page ofyour union book indicating your department and seniority, your clinic card and the front and back of your z-card as well as your lundeberg School identification card listing the course(s) you have taken and completed. The Admissions Office WILL NOT schedule you until all of the above are received. (Month/DayfY car) Deep Sea Member D Inland Waters Member D Lakes Member D .· COURSE BEGIN DATE END DATE If the following information is not filled out completely, your application will not be processed. Social Security # Book # _ _ _ __ _ _ __ Seniority U.S. Citizen: Department _ _ _ __ __ D Yes D No Home Port _ _ _ _ _ _ _ _ _ __ Endorsement(s) or License(s) now held _ _ _ __ _ __ _ _ _ _ __ Are you a graduate of the SHLSS trainee program? DYes DNo LAST VESSEL: _ _ _ _ _ _ _ _ _ _ _ _ _ _ Rating: _ _ _ __ Date On: _ _ _ _ _ _ _ _ __ Date O f f : - - - - - - - - - - SIGNATURE_~~-~------~DATE ~~~~~~~- If yes, class# _ __ __ _ __ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Have you attended any SHLSS upgrading courses? DYes DNo If yes, course(s) taken _ _ _ _ __ _ _ __ _ _ _ _ _ _ __ _ _ Do you hold the U.S. Coast Guard Lifeboatman Endorsement? D Yes D No Firefighting: D Yes D No CPR: D Yes DNo NOTE: Transportation will be paid in accordance with the scheduling letter only if you present original receipts and successfully complete the course. If you have any questions, contact your port agent before departing for Piney Point. RETURN COMPLETED APPLICATION TO: Lundeberg Upgrading Center, P.O. Box 75, Piney Point, MD 20674. 1/95 �SUMMARY ANNUAL REPORTS < > ~\t ,~ Seafarers Welfare Fund --Page20 MCS Supplemental Pension Plan -Page22 • ',.., ~. ' ~~ ' ~ Volume 57, Number 1 January 1995 Crescent's Tuckers Heed Call of the Sea Many Seafarers describe the SIU as being one big family. But for the Tucker family and Crescent Towing of Mobile, Ala., this is especially true, considering that tugboat captains (and brothers) Joe, William and Charles Tucker make up a part of SIU and Crescent Towing history which spans more than two decades. The Crescent tugs Ervin S. Cooper, Alabama and Admiral Jackson, often navigated by the Tucker brothers, are used for towing, shifting and docking vessels in the port of Mobile and surrounding areas off Mobile Bay. "It is a really good life," Joe told a reporter for the Seafarers LOG. "It is exciting work, with every job being different from the day before. Each day presents a new challenge for our tugs and crews to meet." The 59-year-old boatman began sailing in the deep sea division of the SIU in 1950 from the port of Mobile. As the first of the Tucker brothers to join the Seafarers, Joe sailed in the union's deep sea division in the deck department for 20 years with such companies as Waterman Steamship, Isthmian and Alcoa. Eventually, he transferred to the inland division to be closer to his home and family. Joe' s older brother, Charles, 61, also joined the union as a deep sea member in 1951. In 1967 he transferred his book to the inland division in Houston. Like Joe, Charles switched to inland work in order to be closer to his family. The youngest Tucker brother, William. 54, joined the SIU inland division in 1967 in the port of Houston. All three siblings are Mobile natives and began sailing aboard Crescent tugboats in November 1979 when the company first began operating in the port of Mobile. Continuity Is Key "We just began our fifteenth year of business in Mobile," Prentiss "Tadd" Willcutt, assistant vice president and general manager of Cresent Towing of Mobile, said. "What we are really proud of is that we started with the same four captains 15 years ago thac we still have aboard our tugs today-the Tucker brothers and Captain Pete Burns. In all these years, we have never missed a job, and I fully credit the excellent crews that make up Crescent Towing of Mobile," Willcutt stated. Joe, Charles and William are just the beginning of the Tucker line of Seafarers. Their dedication to the SIU, Cresent Towing and the maritime industry has influenced their sons and nephews to sign on with the union. Sons Join Too .- William's son, James Tucker, sails as a deckhand aboard the tugs, as does his nephew, Kyle Tucker. James and William's other nephew, Bo Tucker, recently earned their towboat captain's license and have been promoted by the company to the wheelhouse where they sail as relief captains. Bo recalls a trip to Pascagoula, Miss. aboard a Crescent tug with William. "I was pretty young for my first trip. The water was rough but it didn't take any of the joy Members of the Tucker family have worked aboard Crescent tugboats since the company began operations in Mobile 15 years ago. Pictured above, from left to right, (sitting) Captains Charles Tucker, Joe Tucker and (standing) William Tucker. Behind them, from the left, are Deckhan Pete Saranthus and Dennis Fillingim, Deckhand/Relief Captain Jamie Tucker, Deckhand Kyle Tucker, Engineer/Relief Captain Ronnie Walker and Deckhand/Relief Engineer Chris Walker. Standing in the back are Deckhand Roy Saranthus and Deckhand/Relief Captain Bo Tucker. away from me. That was the first time I really became interested in working on the water," stated Bo. "I still love just to sit with the waves and enjoy the trip and the job that lays ahead," Bo added. Following the lead of their stepfather, Joe Tucker, Deckhand Chris Walker and Engineer Ronnie Walker signed on with the company. Chris joined the union in 1990 in his native Mobile. He notes that going to work with his step-father, Joe, convinced him to go to sea. "I used to come down as a young kid and ride the tugs when he had a job to do. I loved it from the very beginning. It is an exciting job that changes day to day," recalled Chris. His brother, Ronnie, who joined the Seafarers eight years ago, said, "I love my job. The union, the company, the other guys, they are all great. I love the sea, and that is the most important reason why I am here." Challenging Work Describing what makes his job a challenge, Joe said, "The port of Mobile is very unique. The slips and the waterway itself are very narrow. We must maneuver in tight spots and close quarters. This takes excellent skills and experience, and the SIU members on board our tugs have all that." He noted that winds and currents often present problems for the tugs when they meet a ship and escort it into the harbor. "There are other times when a ship might come out of the slip and simply lose its engines. We have to maneuver it so that it doesn't hit anything. Boy, that's challenging work," the boatman noted. Joe added that because of the confined space, the propeller of the vessel that the tugboat is assisting is sometimes 10 feet from the tug's bow. "If seas are rough, we can almost watch the ship bounce up on our deck. It gets scary, but it definitely keeps us on our toes," he said. "Docking a vessel is very dangerous work and takes skilJed and seasoned seamen. Our guys have what it takes," stated Mobile Port Agent Dave Carter, who provided the photo accompanying this article. The tugs do all the shiphandling from the Mobile Harbor to the sea buoy where the channel begins. Safety First The boatmen aboard the Crescent tugboats conduct safety drills at least every two weeks, depending on the work schedule. "We are very safety conscious and use every precaution necessary to get the job done," Joe said. "I attribute our safe tugs to the experienced seamen who crew them. We try hard to keep our record safe and free of problems," Joe added. "The SIU truly looks out for the safety and welfare of the members. It is a unique organization, and I am proud to be SIU. Who would have ever thought that so many members of my family would make a living out of doing something that we all love so much," the captain concluded. Crescent Towing also operates ship docking tugs in New Orleans and Savannah, Ga. ' Help Locate Seafarer Campbell's Daughter Inland member Tom M. Campbell and his college books. Additionally, sometime after wife, Sam Soon, are asking the Seafarers Inter- April 25, 1988, someone turned in a maroonnational Union membership to assist them in colored woman's purse to the Crockett County locating their daughter, Elizabeth Ann Sheriffs office in Ozona, Texas. This purse is Campbell, who was abducted April 25, 1988 considered to be a valuable lead in the case, and the while returning home from an person who found and turned in the purse should contact one of after-school job in Killeen, the telephone numbers below. Texas. She was last seen at a The disappearance of 7-11 store in Copperas Cove, Elizabeth Ann Campbell was Texas. At the time of her disapfeatured on the television show pearance, when she was 20 "America's Most Wanted" on years old, the brown-eyed, September 25, 1988, and on brown-haired young woman "Unsolved Mysteries" on was 5 ft. 2 in. tall and weighed November 22, 1989 and again around 100 pounds. She has a on May 16, 1990. 1" horizontal scar under her Anyone having information chin and a 1" horizontal scar on on the whereabouts of Tom top of her head under her bangs. Campbell's daughter should When she disappeared, contact Sgt. Danny Austin of Elizabeth was wearing the Copperas Cove (Texas) bluejeans, white tennis shoes, a Police Department at (817) white t-shirt and was carrying a 547-4273 or Tom Campbell at dull lemon jacket, a 7-11 Elizabeth Ann Campbell (817) 634-0324. smock with her name tag and � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1990-1999 Description An account of the resource Volumes LII-LXI Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource January 1995 Description An account of the resource HEADLINES IN BUDGET-CUTTING MOVE, CLINTON SEEKS TO PARE DOT AND MOVE MARAD FUNCTIONS COURT NIXES PORTION OF SEAMAN TAX JUDGE RULES ON SIU’S LAWSUIT AGAINST Z-CARDS/LICENSE FEES MARITIME TO MOVE TO HOUSE DEFENSE PANEL REPUBLICANS SPLIT MERCHANT MARINE COMMITTEE JURISDICTION SHIPPING OMITTED FROM GATT LABOR OPPOSES WORLD TRADE ACCORD TANKER OWNERS RUSH TO MEET FINANCIAL REGS IMO MARINER CERTFICATION PACT SLATED FOR UPDATING IN 1995 RIVERBOAT WORKERS REAFFIRM SIU REPRESENTATION LAKERS’ WINTER SEASON IS EXTENDED THROUGH JANUARY SEAFARERS TB TESTING PROGRAM GOES INTO ‘95 LIKE SON, LIKE MOTHER? PAUL HALL CENTER AGAIN EXPANDS TRAINING FLEET JACKSONVILLE SIU HALL TO HOST REFRIG. CERTIFICATION COURSE NORFOLK AND PHILLY HALLS CONDUCT RADAR CLASSES COURT: USCG MUST REDO Z-CARD, LICENSE FEES FIRE ON THE CHOCTAW MEMORIES OF A 1963 SHIPBOARD BLAZE GEM STATE CREW FLAWLESSLY EXECUTES FIRST RRF BOXED AMMO DRILL 1994: SEAFARERS AGAIN ANSWERED NATION’S CALL CRESCENT’S TUCKERS HEED CALL OF THE SEA Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 01/01/1995 Format The file format, physical medium, or dimensions of the resource Newsprint Type The nature or genre of the resource Text Identifier An unambiguous reference to the resource within a given context Vol. 57, No. 1 1995 Periodicals Seafarers Log