http://seafarerslog.org/archives/files/original/f03efcb964e1a1691166c828e260467c.pdf 8c674570f5e7a4d1a0cc40916f72cc0b PDF Text Text Senator Trent Lott: ''I want a U.S.jlag fleet, manned by American crews, and U.S. ships f!uilt by American labor.,, Speaking to an executive board meeting of the AFL-CIO Maritime Trades Department, Senate Majority Whip Trent Lott expressed concern about the status of the American merchant marine and outlined his goals for improvement. Page 3. Maersk Flags 2 Ships Under 'Stars & Stripes' Page4 Clinton Proposed 1996 Budget Funds U.S. Ship Program Page2 �2 SEAFARERS LOG MARCH1995 President's Report A Fight for Job Security Last month, Sea-Land was granted permission by the Maritime Administration to haul down the American flag on five of the company's ships, replacing it with Michael Sacco the Marshall Islands label. After MarAd gave Sea-Land the chance to reflag, no sooner could one blink than the company was laying up its vessels, anxious to not miss a minute before it could put foreign crewmembers aboard and escape the regulations of the United States. Insofar as the SIU is concerned, the approval by the Maritime Administration of the transfer of five Sea-Land ships to Marshall Islands registry is a . decision that is contrary to the national interest. In 1993 and 1994, the U.S. government did not allow the reflagging of any American-flag ships. Instead. all efforts were concentrated on getting a new maritime program through Congress and signed into law by the president. While a bill did not pass in 1994, it was only a parliamentary maneuver that held it up. The legislation to fund some 50 U.S.-flag containerships for 10 SIU: Exporting Alaska Oil On American-Flag Vessels Promotes U.S. Tanker Fleet The SIU outlined its position in favor of the export of Alaskan North Slope (ANS) crude oil during a hearing before the Senate Energy and Natural Resources Committee on March 1. The committee was taking testimony on the Alaska Power Administration Sale Act (S. 395), which includes legislation to end the ban on the sale of Alaskan oil to overseas markets provided the petroleum is carried aboard U.S.flag tankers. The bill was introduced by Senators Frank Murkowski (R-Alaska), chairman of committee, and Ted Stevens (R-Alaska). Presenting the union's case at the hearing was SIU President Michael Sacco, who told the senators that lifting the 22-year ban would provide jobs for American seafarers and keep the U.S.-flag independent tanker fleet operating. "At present, much of the independent tanker fleet is in layup or headed for the scrap heap," Sacco informed the committee. "When tankers sit idle, so do our men and women. "Once converted to razor blades, tankers no longer provide any employment opportunities. Once destroyed, the vessels, and their crews, are no longer available in time of national emergency." Sacco pointed out that several studies on the export sale of Alaskan North Slope oil have noted that the United States would see increased federal and state revenues. He said a Congressional Budget Office report listed the figure of nearly $60 million over five years, while the Department of Energy projects as much as $180 million depending on the future price of oil. "Neither of these estimates ineludes the increased tax revenues likelytoflowfromthejobsbeing created," he added. Until last year, the union had been in favor of the export ban since its was implemented during the Arab oil embargo of 1973 because the oil would have been carried on foreign-flag tankers, Sacco stated. "Had they been authorized, those exports would have led to the destruction of the nation's independent tanker fleet and caused a catastrophic loss of jobs for our members. Our nation wou~~ ha_ve suffered the loss ?f a Illlh~y useful fleet essential to national . defense." However, the urnon changed it~ pos~tion l~st year following d1scuss1ons with SIU-contracted tanker operat?rs ~ho pointed out that the decline m North Slope production "wo~ld premature~y lead to the scr~ppmg of vessels m the Alaskan od trade." Listening to testimony on lifting the export ban on Alaskan oil are, from left, Senator Frank Murkowski {A-Alaska), chairman of the Energy and Natural Resources Committee, and Senator J. Bennett Johnston (D-La.), the ranking minority party member. Volume 57, Number 3 March 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 Au th Way; Camp Springs, MD 207 46. Telephone (301) 899-0675. Second-class postage paid at MSC Prince Georges, MD 20790-9998 and at additional mailing offices. POS'IMASTER: 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 Hines; Art, Bill Brower; Administrative Support, Jeanne Textor. years clearly had the support of the majority of legislators in both the House and Senate. And while a new Congress was elected in the November general elections, there is no reason to believe that this diminishes the chances of passage of a similar piece of legislation in 1995 . In fact, support for a strong U.S.-flag fleet has always been a bipartisan issue. So you could say the decision on the part of MarAd to allow five U.S.-flag SeaLand ships to go foreign was not only premature, but unnecessary. Neither Sea-Land, nor MarAd allowed the 104th session of Congress a chance to pass a maritime revitalization bill. Let me talk about another aspect of this reflagging business-Sea-Land's anxiousness to get these ships operating under foreign flag and its willingness to in a heartbeat toss over its American crews and its American identity. The uruon does not intend to allow the company to forget its obligations to the nation and the men and women who have operated its ships. Seafarers and the other crewmembers who have worked on Sea-Land ships for the past few decades have built an equity in the company that cannot be measured in a few dollars and cents. We consider ourselves shareholders in Sea-Land, with as much a claim to the future of the company of any investor. Over the days and weeks and months ahead, the SIU will be calling on its members to assist in its engagement with SeaLand. I am sure the men and women of the SIU are up to the test. After all, it is our job security that is at stake. Cl•InI on 1996 BudgeI The U.S.-flag tanker fleet must carry - - - - - - - - - - - - - - - - - - - - - - - - exported Alaska oil, Sacco says. Sacco referred to the Clinton administration's support for the bill, which was announced earlier in the hearing by William H. White. the deputy secretary for the Energy Department. In prepared testi~ony presented to the committee, White stated, "All ANS oil must be exported in U.S.-flagged and U.S.-crewed vessels. Legislation must provide substantial protection of seafarer employment opportunities for American workers." White outlined other reasons for the White House to support the bill. Among them are the president's ability to reinstate the ban in theeventofanationalemergency, assurance that crude oil supplies will be accessible at world market prices and a review that environmental laws will be observed before any oil is exported. Also testifying before the committee were U.S. Representatives Bill Thomas (RCalif.), who is sponsoring a similar bill (HR 70) in the House, Lt. Governor Fran Ulmer of Alaska as well as representatives from oil companies and refineries, state and local governmental bodies and the maritime industry. NodateforfurtheractiononS. 395 was announced by the committee. However, it is expected to mark up the bill for considerati on by the full Senate before summer. Earmarks Funds For U.S. Sh1·pp1·ng The Clinton administration has proposed a new 10-year, $1 billion maritime revitalization program that will help fund 50 U.S. containerships as part of the Fiscal Year. 1996 Department of Transportation (DOT) budget. . The money for the program is part of a $309 million request to fund the Maritime Administration (MarAd), an agency within DO~ that over~ee~ matters concemmg U.S. sh1pp.mg. The proposal differs from the legislation of~er~d last y~ar in that the $100 milhon be mg consid~red for FY '96 would come strrught from the DOT budget. In the measure that passed the House of Representatives but died in the Senate last year, DOT sought to acquire the funds by raising the tonnage fees on vessels entering U.S. ports. As outlined when the budget was released on February 6, the funding would provide $2.5 mi]lion per ship per year through the 1998 fiscal year. This would provide funds for up to 40 vessels. The package then would offer $2 million per ship per year through FY 2005 for up to 50 vessels. Like last year's legislation, the proposed maritime revitalization Maritime s Status Is Unclear In DDT Reorganization Plan 1 A complicated reorganization plan for the Department of Transportation (DOT) would eliminate the Maritime Administration (MarAd) and place its functions into one of three proposed, consolidated agencies. As detailed by Transportation Secretary Federico Pena on February 2, DOT would reduce its present 10 agencies into three: Intermodal, Coast Guard and Aviation. It appears the plan proposes that the functions handled by MarAd, including the Ready Reserve Force, cargo preference program supervision and Title XI shipbuilding loan guarantees, would fall under the proposed intermodal agency. This new agency also would deal with surface transportation such as rail and highways as well as their safety and special programs that handle pipelines and hazardous materials. The SIU's response to the plan was cool. Upon hearing Pefia outline, the union issued the following statement: "At first glance, the plan looks like something cooked up by academics with very little thought as to how program calls for those operators receiving funding to keep their ships active in the international commercial trades. The vessels would be made available to the Department of Defense in times of war or national emergency. The MarAd budget also ineludes $52 million for the shipbuilding loan guarantee program, known as Title XI. This appropriation would support up to $1 billion to build ships in American yards for both U.S.and foreign-flag vessels. The FY '96 budget calls for $359 million from the Defense Department for the Ready Reserve Force (RRF) fleet. MarAd will continue to manage the RRF vessels. The funds for the RRF will allow for the purchase of additional vessels, ship activations and deactivations to test readiness, vessel maintenance and operatiOns. The Clinton budget also requested $32 million for operation of the U.S. Merchant Marine Academy in Kings Point, N.Y. Overall, the administration submitted to the Congress a $1 .6 trillion budget for operating the federal goverment. things really work. The plan itself is confusing. It is not clear where maritime stands, if it stands at all. The SIU will seek more details that will allow a determination as the value of the plan." Most of the changes outlined by Secretary Pefia will require congressional approval before they can be implemented on October 1 when the 1996 fiscal year begins. Pefia stated many items have to be worked out before such legislation is presented to the legislators. The new Coast Guard agency is expected to include functions it held before like marine law enforcement, maritime safety and marine environmental protection as well as national military security functions. �MARCH1995 SEAFARERS LOG Lott Details Agenda for A Strong U.S. Fleet Senate Majority Whip Trent Lott (R-Miss.) pledged to vigorously work for a strong U.S. shipping and shipbuilding capability in an address to the executive board of the AFL-CIO Maritime Trades Department (MID). Speaking on February 17 to representatives of the MTD's 42 affiliated unions and 28 area port councils, Lott said, "I want a U.S. -flag fleet manned by American crews, and U.S. ships built by American labor." Lott, whose Senate position places him directly behind the majority leader in the chamber's hierarchy and who thus holds the second highest position in the Senate, outlined a number of legislative goals that he has for the 104th Congress, which is dominated by a Republican majority in both chambers. Noting that nothing less than America's national security is at stake, Lott, who also chairs the Senate Subcommittee on Surface Transportation and Merchant Marine, said he intends to work to pass a bill that provides funds to U.S. liner companies in exchange for allowing their vessels to be available for defense purposes. He expressed hope that the nation's cargo preference laws (which allocate a percentage of American government generated cargoes to U.S.-flag carriers) can be maintained and that the Congress will enact initiatives designed to put U.S. shipbuilding on equal footing with its foreign competitors. The Mississippi senator, who served in the House of Representatives from 1973 until his election to the Senate in 1988, also said he would look for ways to improve the job government does in regulating shipping, but he opposed simply tossing out agencies, such as the Federal Maritime Commission and the Maritime Administration, that have proved their value in the past. Passing a U.S. Ship Bill The chances of passing a maritime revitalization plan are good, Lott said. Admitting that "last year, our efforts to pass maritime reform became en- ~:;,~e!~t~~ :~~~~~::~~~e:~ thwarted passage of the shipping ~.;;~~~~~;~~·Lottsaiditwa• The administration's budget proposal of $100 million to fund us fl h' · · · .- ag s ips m Fiscal Year 1996 and similar amounts over the following nine years is a good start, Lott said. "I think the administration has come up with something we can work with." SIU Vows to Fight Reflagging Move Of Sea-Land Co. The SIU will fight the transfer of five U.S.-flag ships to foreign registry by Sea-Land Services, Inc. by whatever means are available, the union's president said in response to a notification by the company that the five vessels will be reflagged between February 23 and April 12. SIU President Michael Sacco said the union "will use every means available to prevent this move that is inimical to the national interest." Sea-Land's original request, filed inJune 1993 to theMaritime Administration (MarAd), sought approval for the transfer of 13 of its U.S.-flag containerships to foreign flags. (Under U.S. law, MarAd is required to approve such transfers under Section 9 of theMerchantMarineActof1916 as amended.) But because the Congress was considering a maritime revitalization program proposed by the administration that year and in 1994, the Maritime Administration did not immediately act on the application. In November 1994, SeaLand once again petitioned Mar Ad, a Department of Transportation agency, to allow the company to reflag five of its vessels-three SL-31 class ships and two D9Js.. On February 14, the Maritime Administration (MarAd) approved the removal of five SeaLand vessels from U.S. registry-the Sea-Land Freedom, Sea-Land Mariner, SeaLand Pride, Sea-Land Motivator and Sea-Land Value. The government agency announced that Sea-Land, which is a subsidiary of the Richmond, Va.-based CSX Corp., had been given permission to transfer the five ships to Marshall Islands registry. It is time to try again to get a U.S. ship program through the Congress, Senator Trent Lott (A-Miss.) tells the executive board of the AFL-CIO Maritime Trades Department. Lott, who serves as the Senate majority whip, also tells the assembled unionists that cargo preference programs must be maintained. Because it is vital that U.S.flag vessels have a "semi-level playing field" against foreign carriers receiving "all kinds" of subsidies, Lott said, "I'll be working with the administration . . . to keep that operating differential in place." Cargo Preference Stays . The senator, a son of a uruon pipefitter, said he was aware of efforts in the Senate to kill cargo preference laws, which require that 100 percent of defense supplies, 75 percent of donated food aid and 50 percent of other government-impelled cargoes be transported on U.S.-flag vessels. Lott announced that he was holding meetings with other proc argo preference Republican senators like Kay Bailey Hutchison (R-Texas), Ted Stevens (R-Alaska), William S. Cohen (R-Maine) and Thad Cochran (R-Miss.). Additionally, he said he had talked with Barbara A. Mikulski (D-Md.) and John Breaux (D-La.) because "we're going to work together across the aisle in a bipartisan waytosupportcargopreference." Referringtothestrongopposi- tion of certain farm-state senators and agricultural groups to the application of cargo preference laws to government-donated food products to poorer nations, Lott said, "I think it's a big mistake when we allow the maritime industry and agriculture in America to be competitors. "If we work together, we can carry [American-grown grain] on [U.S.-flag] ships, built in America and crewed by Americans," Lott said. "But we've got to work together to do that." Continued on page 8 Passage of Maritime Revitalization Bill Is Top Priority for White House: DOT Maritime Administrator Albert J. Herberger renewed the Clinton administration's call for ·tali ti f ·tim pas.sag~ 0 iruu:1 e revi za on leg1slat10n dunng an appearance be~ore the annual. ~eetmg of the A L-CIO Man time Tra~es Department (MTD) executive board last month. Joining Herberger at the twoda y gathering was Morton L. Downey, deputy secretary for the Department of Transportation. Downey, the number two man at the department, told the representatives of the national and international unions representing 8.5 million workers that maritime revitalization is still Transportation Secretary Federico Pena's "number one priority on the legislative front." The Clinton administration proposed within the department's Fiscal Year 1996 budget a 10year, $1 billion effort to fund approximately 50 U.S.-flag containerships. (See article on page 2.) Such a program was passed overwhelmingly by the House of Representatives last year but died in the Senate when it was blocked from consideration by a parliamentary move. Hurdles Cleared Downey noted that the administration has "taken some of the hurdles out of the way in terms of the way it was stopped last year." Herberger, who heads the Department of Transportation agency that deals with matters concerning U.S. shipping, said the use of tonnage fees to raise funds in the legislation last year "drew opposition from many quarters that normally supported maritime initiatives." He pointed out that the $100 million being sought for Fiscal Year 1996 to fund the program "will come directly from the Department of Transportation budget. "We believe this change in direction from last year's course will be supported by both the House and Senate. Our support in Congress has not waned." Downey added, "We have full support from the White House to get this done, and we think it is the Outlining the administration's year that we can get it done." Security Need Cited Herberger said the need for a strong U.S.-flag fleet is "crucial to our national security. "A modern U.S. merchant fleet provides vital sealift capability for military engagement and other national emergencies in the most efficient way possible, and strengthens the U.S. presence in international trade. Unless action is taken to revitalize U.S.-flag operations, the United States could become wholly dependent on foreign-flag ships to carry U.S. exports and imports. "Without a U.S.-flag fleet, would we be able to negotiate from strength with our trading partners, or will our bargaining power be severely diminished? I suspect the latter." The maritime administrator pledged to continue the effort to transform U.S. shipyards from producing primarily military vessels to building ships that will be proposals for the U.S.-flag fleet to the MTD board is Maritime Administrator Albert Herberger. competitive in the international commercial marketplace. Support for Shipyards "We have heard that our labor rates cannot compete with foreign shipbuilders," Herberger stated. "However, that is not the case. "First, U.S. shipyard labor rates are comparable to those of major foreign shipbuilders. We also have a quality, skilled shipbuilding workforce. You can't tell me that workers who have been working on the most sophisticated warships in the world are not skilled craftsmen." According to Maritime Administration estimates, Herberger said between 7,000 and 9,000 large ocean-going vessels will be built by 2001. "We are trying to get a piece of this market for U.S. yards and U.S. workers," he told the board. 3 �..--------------------------..-------------- 4 - SEAFARERS LOG MARCH1995 Two Maersk Ships Reflagged, Placed Under U.S. Registry ,. ..11' r· . 1. lo>- ' Titus and Gibson Will Join Prepositioning Force During a formal ceremony in Baltimore on February 13, Seafarers looked on as large banners were lowered to present name boards for the LTC Calvin P. Titus and SP5 Eric G. Gibson. The two former Danish-flag containerships were renamed in honorof two U.S. Army Medal of Honor recipients in a special ceremony on board the Gibson. U.S. Army Chief of Staff General Gordon Sullivan presented the name boards before a large crowd made up of Seafarers, officers and military personnel attending the service and proclaimed, "God Bless these two ships." Afloat Prepositioning Force Seafarers wil 1 crew each vessel as it is transferred to the American flag and made a part of the Military Sealift Command's (MSC) Afloat Prepositioning Force, which retains military equipment on ships for use in war or contingency operations in the Middle or Far East. The two identical ships, formerly the Adrian Maersk and Albert Maersk, combine the capabilities of roll-on/roll-off, container and breakbulk vessels. At the time of the special shipboard service, final conversions to U.S. Coast Guard regulations were being completed on both ships at the Bethlehem Steel Shipyard in Sparrows Point, Md. Seafarers expressed their satisfaction with the ships. "I think that these two ships will be excellent new vessels," said Andrew Barrows, bosun aboard the Gibson. "We have been working closely with the shipyard to make sure that everything is going right, and the quality of the work has been excellent," Barrows told a reporter for the Seafarers LOG. Preparing for Inspection The vessels were purchased by Maersk Line, Ltd. at the end of 1994. Concurrent with reflagg i ng, the vessels are being modified to enhance their mission capabilities. As part of MSC' s prepositioning force, the Gibson and Titus will provide the U.S. military with the ability to react to a variety of missions around the world, from landing equipment in a combat environment to delivering supplies following a natural disaster. Prepositioning means having the logistical support already in place in key ocean areas of the world in the event of an international emergency. The major modifications include crane installation and cargo-space air conditioning which will make the ships self sustaining and suitable for the carriage of prepositioned cargoes such as trucks, tractors, ammunition, fuel, medical supplies and other materiel. departments, boarded the ships earlytoassistintheconversionof the vessels from Danish to U.S . standards. Other SIU crewmemhers were scheduled to report to the ships in the Baltimore shipyard by the end of last month. "Those of us who are here early have basically assisted in all of the modifications of the ship," noted Barrows. 'The main purpose for us being here earlier than the rest of the SIU crew is to prepare both ships to pass the U.S. Coast Guard inspections, which are the toughest in the world," he said. "We have two brand new, excellent Hagglund cranes which will give the ship self-loading and unloading capacity," noted the bosun. He added that all the garage spaces have been insulated, with each space having a separate firefighting capacity. Scott Heginbotham, bosun aboard the Titus, said, "We have changed everything from nameplates above doors and in haJlways, on down to the smallest details. It has been a very timeconsuming process because absolutely everything is written in Danish," Heginbotham said. He added that all the firefighting equipment throughout each ship was Danish and had to be replaced with U.S. gear. New Galley Equipment ment," he noted. The steward/baker added that all new supplies, including cutlery, pots and pans, had been ordered for use in the modified galleys aboard the Titus and Gibson. "I really think that this will be a great ship. Lots of work, but indeed, a great ship," concluded Lyking. When work in the shipyard is complete, the vessels will be delivered to MSC and will sail to Charleston, S.C., where they will be loaded with 30 days' worth of Army supplies and materiel. The Titus and Gibson will be stationed with the Army's prepositioned fleet in Saipan. One ship's namesake, Lieutenant Colonel Calvin P. Titus, was awarded the U.S. Army's Medal of Honor for scaling the Peking Wall in 1900, leading a group of soldiers during the Boxer Rebellion in China. Specialist 5th Class Eric G. Gibson posthumously was awarded the U.S. Army's Medal of Honor for bravery while fighting German troops during World War II. The ships are 784 feet long and more than 100 feet wide and can travel at speeds of up to 21 knots. Both the Titus and the Gibson have 45,000 square feet of garage space in which to transport the military equipment. Brought under U.S. flag to serve in the military's prepositioning force, the SP5 Eric G. Gibson sits at anchor while undergoing remodeling and conversion at the Bethlehem Steel Shipyard in Sparrows Point, Md. The Titus, like the Gibson, combines the capabilities of roll-on/roll-off, container and breakbulk vessels. Inset: A large banner is lifted during formal ceremonies last month, revealing the name board for the LTC Calvin P. Titus. "The Titus will be a very fine ship," said Steward/Baker Hugh Wildermuth, one of the first crewmembers to report to the ship to assist in the conversions, which included a complete redesign of the galley. "It is a totaJly new galley. We went from a servicestyle galley to a cafeteria style, with all top-of-the-line equipment," explained Wildermuth. The steward/baker on the Gibson, George E. Lyking, noted that "everything and anything" is new and different from the original Danish galleys. "All of the old equipment has been replaced with new and modem provisions," stated Lyking. "The new cafeteria style of the galley makes it a more compact galley than it previously was, and it will Aboard the Eric G. Gibson, Steward/Baker George Lyking Gibson'sbosun,AndrewBarrows, take some adjusting for both the QM ED/Electrician Everett Snow noted the changes that have been said the quality of the work done on crew and the steward depart- checked out the electrical system. made to the galley on the Gibson. the vessel has been excellent. During the Conversion Bosuns on the Gibson and · QMED/Electrician Dave Patterson (left) and DEU Gary Hartman as- One of the first crewmembers to Scott Heginbotham, bosun on the Titus, as we 11 as representatives sisted in the conversion of the Calvin P. Titus from Danish to U.S. report aboard the Titus was Titus said everything aboard the from both the steward and engine standards. Other modifications included adding Hagglund cranes. Steward/Baker Hugh Wildermuth. ship was replaced with U.S. gear. �MARCH1995 SEAFARERS LOG Tom Fay Dies, Was Lundeberg School VP Most recently serving the Seafarers as vice president of the Seafarers Harry Lundeberg School of Seamanship, Tom Fay died of cancer on February 27. He was 58 years old. Brother Fay became the head of the Lundeberg School, based at the Paul Hall Center for Maritime Training and Education in Piney Point, Md., in 1993. As commander of the base, Fay oversaw the school's training programs for entry level mariners and seasoned seamen who come to the facility to upgrade their shipboard skills. While battling cancer, the Boston-born Fay continued to supervise the school's activities. SIU President Michael Sacco observed that Fay "never complained about his situation." "He gave 100 percent always," Sacco added. "And he was the nicest individual, a very special person." Prior to assuming the Lundeberg School post, Brother Fay was in charge of the SIU's port operation in Honolulu, assuming that job in 1987. In addition to directing one of the union'sbusiesthalls,Fayservedasvicepresident of the Hawaii AFL-CIO and secretarytreasurer of the Honolulu Port Maritime Council. He was deeply involved in state politics in behalf of the union. In the 1992 union elections, Fay was elected by the membership to a port agent position. Hearing of the SIU official's death, Rep. Neil Abercrombie (D-Hawaii) said, "Tom Fay was a good friend. His commitment impressed everyone who knew him." The congressman, on whose campaigns Fay had worked, noted that "With Tom Fay, you could be sure that the SIU' s voice would be heard. He put his members' interests first and foremost ... and he knew that a strong merchant marine means a strong America." Fay's roots in the merchant marine date from 1958 when, as a young man who had finished a three-year stint in the U.S. Marine Corps, he began shipping with the SIU. Sailing in the engine department, Fay worked his way up the shipboard career ladder to chief electrician. While he sailed primarily in that rating, he also worked as a chief pumpman. Recalling the start of his work as a merchant mariner, Tom Fay told a reporter for the Seafarers LOG during a 1993 interview, "I was following my brother, John, to sea. He already was sailing and I liked what he told me about it." (John Fay today serves as the SIU's secretary-treasurer.) In all, four Fay brothers took to the sea. In the early '60s, Brother Fay came ashore for a brief assignment at the union's headquartersinBrooklyn,N.Y.Hereturnedtosea, but also laid the groundwork for starting his own construction company, skills that would be called upon by the union a decade-and-ahalf later. In the early '80s, after Fay had been ashore running his construction business, the SIU pressed him ba~k into service. Fay su~ervised the const~c~10n. of the Se~farers headquarters building m Camp Spnngs, Md. After the building was completed, Fay stayed on with the SIU, serving in a number of capacities for the union before assuming charge of the SIU' s Honolulu hall, a position in which he "did a heck of a job," according to the union's West Coast vice president, George McCartney. ''Tom was a very sincere, dedicated person-a definite asset to the union and its members," McCartney said. Fay's tenure at the Lundeberg School was remembered by those who work there. "He was one of the best people I worked with and worked for," said Carl Peth, director of the Piney Pointbased manpower center. Bobby Clinton, the school's motorpool director, who knew Fay for 25 years, said, "Everybody at Piney Point loved him, and he will be missed." Acting commander of the Lundeberg School base, Neil Alioto, said, "It was a pleasure to work with Tom." "You can sum up the difference Tom made in two words," Alioto observed. "He cared." Brother Fay is survived by three brothers and three sisters; his wife Doris, to whom he was married for almost 40 years; and three daughters, Robin Fay, Ann Marie Boidi and Donna Lindsey, a Lundeberg School graduate who followed in her father's footsteps in a sailing career, and four grandchildren. Burialtook place on March 3 in St. Mary's Cemetery in Randolph, Mass. Torn Fay was one of four Fay brothers who took to the sea. He joined the SIU in 1958. ' 1 U.S. Ship Bill Torn Fay's seagoing life was emulated by his da.ughter, Donna Lindsey, who sai.le.d as a chief steward. Torn and 1?onna are JOmed by Donna's husb~~d, John ~mds!3y, a m~rnb~rof the SIUNA-aff1hated Manne Firemen s Union. 'E~~~§.:EJI-T"' ·-~~~ , __ ;.-= - Brother Fay last served the union as vice president of the Lundeberg School, a job he took in 1993. Above, Fay holds a staff meeting with the school's instructors. SIU Fights for Seamen Safety Provisions · In International Maritime Group's Standards Representatives of the SIU were in London last month to ensure that the safety of seamen is the primary consideration in the ongoing international efforts to update a 17-year-old convention that sets minimum standards for certification, training and skills needed by mariners worldwide. The convention is known as the International Convention of the Standards of Training, Certification and Watchkeeping (STCW), passed in 1978. It sets minimum levels in these areas for the nations that adopt it. However, signatory nations can have more stringent rules than the ones set out in the STCW. Revising '78 Standards The groups working on these standards are known as the Interses s i o nal Working Group (ISWG) and the Subcommittee on Training and Certification (STW) on the revision of the 1978 International Convention of the Standards of Training, Certification and Watchkeeping (STCW) of the International Maritime Organization (IMO). Last month marked the fourth meeting of the ISWG and the 27th session of the STW. The meetings were conducted at IMO headquarters in London. The next meeting, during which the final revisions will be made to the convention, also is scheduled to take place in London, from June 26 through July 7. During the most recent meetin gs, the SIU contingent and other representatives of American maritime 1abor continued to speak out for the interests of U.S. merchant mariners. As in previous meetings, they fought attempts-some veiled, others overt-by groups from foreign nations to reduce manning levels and weaken mariner training requirements. The entire U.S. contingent and a vast majority of other delegations also continued to oppose the suggestion-made by a small but influential group of countries-of solo bridge watch at night. Further, the subcommittee agreed to include, for the first time, a minimum rest period for individuals assigned as officers in charge of a watch or as ratings forming part of a watch in the mandatory section of the STCW code. (Countries which are signatory to the STCW treaty agree to obey the pact's mandatory provisions. There also is a voluntary section. Currently, more than 90 countries have adopted the STCW convention.) Rest Must Be Provided According to the new requirement, these individuals must be provided a minimum of 10 hours of rest in any 24-hour period. The hours of rest may be divided into no more than two periods, one of Marine Panel Chair Bateman To Push for which must be at least six hours. adopting the new kind of mariner In addition, the 10-hour period certification should not be used to may be reduced to no fewer than six hours, provided such reduction does not extend longer than two days and no fewer than 70 hours of rest are provided each week. In addition to the new requirement mandating the minimum rest period for watchstanders, the STW has been looking at new ways of certifying seamen's qualifications for shipboard work. The original convention, adopted in 1978, addressed shipboard qualifications by recognizing positions (or titles) for both licensed and unlicensed personnel aboard ships based on departmental demarcations. Reviewing Alternatives But the STW, at the direction of the IMO, during last month's meeting and in previous sessions has been reviewing alternative means to certify the same mariners by describing the functions each must perform to hold a particular position, rather than assigning a title to a department job. Consequently, it is anticipated that the updated convention will offer both the traditional approach and a functional approach (also known as alternative certification) as means for providing mariner certification. It is important to note that cut corners or endanger safety, the SIU holds. Thus, during a meeting in late 1994, in the drafting group on the principles governing the issuance of alternative certificates, the SIU fought for and won approved language stipulating that the final regulation governing certification will not allow the issuance of alternative certificates to be used to reduce manning levels or training requirements. U.S. Meets Criteria Because the U.S. is a signatory to the convention, z-cards and licenses held by American merchant seamen are recognized by the IMO as meeting the criteria set forth in the '78 pact. But the standards for training and qualification that must be met by U.S. mariners are much greater than those outlined in the convention. The agreement therefore does not override the laws of nations which maintain higher standards and qualifications. The IMO's call to update the STCW came on the heels of a number of maritime disastersall attributed to human errorthat took place during the past few years. The IMO was created in 1959 by the United Nations, in order to improve safety at sea. The chairman of the House Merchant Marine Panel called on Congress to pass a maritime revitalization program this year during his address to the Washington, D. C. Propeller Club meeting on February 27. "For those who man, build and operate our U.S.-flag vessels, the need for action this year is essential,"U.S. Representative Herbert H. Bate man (R-Va.) told the gathering. "We need to convince America and its representatives in Congress that the U.S. merchant marine is an indispensable element of our national security without which our status as a world power will be seriously undermined." Bateman, who also serves as the chairman of the new House Military Readiness Subcommittee which oversees the U.S. merchant fleet, said he and the members of the Merchant Marine Panel "are committed to fight to save the U.S. merchant marine fleet." Joining Bateman at the luncheon were the vice chairman of the panel, U.S. Representative Randy "Duke" Cunningham (RCalif.), and the panel's ranking minority party member, U.S. Representative Gene Taylor (D-Miss. ). The Virginia legislator said that action on a maritime revitalization bill must take place this year. Looking at Funding Sources He stated that he wants to try to find a number of ways to fund such a program, including the use of Defense Department money. He called the fact that the Clinton administration did not seek a tonnage fee to pay for the program in its 1996 fiscal year budget "a good sign." (In the legislation passed by the House but killed in the Senate during the last session of Congress, a 10-year, $1 billion maritime revitalization program was to be paid for by a tonnage fee on vessels entering U.S. ports. In the FY 1996 budget submitted last month to Congress, the administration included $100 million in the Transportation Department's budget to fund maritime revitalization.) Regarding domestic shipbuilding, Bateman said he believes negotiations ought to be reopened on the international level to secure an agreement that eliminates the subsidies of foreign governments to their shipyards. Bateman said he wants the Merchant Marine Panel to begin work soon, but no date has been set for its first meeting. 5 �6 MARCH1995 SEAFARERS LOG U.S. Maritime Backers Defend FMC, '84 Ship Act Cost-Efficient Federal Maritime Commission Endangered by Budget Cuts Maintaining the Federal Maritime Commission (FMC) and preserving the Shipping Act of 1984 are essential to America's economic and security interests. That message was delivered again and again by U.S.-flag carriers, maritime labor officials and current and former members of Congress during an all-day hearing of the House Coast Guard and Maritime Transportation Subcommittee on February 2. Both the FMC and the Shipping Act of '84 face possible elimination or at least reduction due to federal budget cuts and calls from some shippers for deregulation of ocean cargo transportation. Ironically, as noted by officials from American President Cos., CSX Corp. (which owns Sea-Land Service) and Crowley MaritimeCorp. injointtestimony to the subcommittee, the ShippingActof'84anditsadministration by the FMC were a "deregulatory response" by the Reaganadministrationtotheprevious administration's "failed attempts to unilaterally apply U.S. domestic antitrust law to international ocean shipping." The Shipping Act of '84, through an exemption to U.S. antitrust laws, allows international shipping lines to jointly set transportation rates. This practice, which helps ensure that everyone has access to the same rate information, was established to protect the interests of American consumers, shippers and shipping operations. (Without antitrust immunity, joint rate-setting is a violation of U.S. law.) The functions of the FMC, an independent agency established in 1961, include enforcing provisions of the Shipping Act of '84 that call for fair rates and a nondiscriminatory regulatory process for the common carriage of goods by water in the foreign commerce of the U.S., fighting any other discrimination or prejudice in U.S. trade and licensing ocean freight forwarders. Elimination of the FMC and repeal of the legislation would dangerously drive up rates, cost thousands of maritime-related U.S. jobs and devastate America's sealift capability, FMC supporters warn. The subcommittee this month is expected to introduce legislation addressing both the FMC and the Shipping Act of '84. Unions Back FMC SIU President Michael Sacco joined with presidents of six other maritime and maritime-related unions-Joel E. Bern, District No. 1-Marine Engineers' Beneficial Association; John Bowers, International Longshoremen's Association; Timothy A. Brown, International Organization of Masters, Mates & Pilots; Michael McKay, American Maritime Officers; Brian McWilliams, International Longshoremen's and Warehousemen's Union, and Louis Parise, District No. 4MEBA/NMU-in urging the subcommittee to preserve the FMC and the Shipping Act of '84. "We cannot and must not allow a group of shippers concerned only about their own and not our country's interests to dietate the future of the United States-flag merchant marine, the viability of America's ports and, ultimately, the economic competitiveness of American exports. "The chaos and instability which will result if the Shipping Act of 1984 is repealed will weaken if not destroy America's maritime transportation network and lessen America's security," the union presidents said in written testimony. "It would also destroy thousands of American jobs-on United States-flag vessels and in shoreside maritime-related activities, as well as in the vast U.S.flag intermodal transportation Warm Weather Prompts Early Lakes Shipping The 1995 sailing season on the said Glen Nekvasil, communicaGreat Lakes is scheduled to begin tions director of the Lake in mid-March, thanks to relative- Carriers, Association, which ly mild weather and a continua- monitors the action of tion of plentiful cargo demand. American-flag shipping on the The SIU-crewed Buffalo is Great Lakes. "We've been lucky with the slated to begin shuttling iron ore between Lorain, Ohio, and weather," he added. "There's Cleveland on March 13, unoffi- some ice on the lakes, but it's not cially marking the start of the anywhere near as bad as it was a season, while a number of cement year ago." carriers are to begin operating on Engine and steward departMarch 16. Nearly 50 vessels are ment members normally are the expected to be in service by April first to sign on the vessels as fitout 1, representing approximately 80 begins. While the engine crew expercent of the Lakes fleet. ecutes any needed repairs and (The Soo Locks, which are I refills pipes that had been ocated between Lake Superior and emptied during layup, the galley Lake Huron, are set to open on gang orders stores and makes March 25. This will allow opera- other preparations for the season. Members of the deck departtions on all the Great Lakes to begin.) ment usually join the ships within Seafarers who sail on Great a few days after their fellow crewLakes vessels should be in touch members, and the vessels begin with the SIU hall in Algonac, sailing two or three days later. Mich. for information about Coal, iron ore and stonewhen vessels will fit out and to which are required in steel make preparations for the season. production-are the highest"In 1994, 115 million tons of volume commodities moved on cargo moved in U.S.-flag vessels the Great Lakes. The Great Lakes on the Great Lakes. It was a basin is home to nearly threerecord year, and we're looking to Ifourths of America's steelpick up right where we left off," making capacity. network that provides jobs in virtually every inland and coastal state." They pointed out that the Shipping Act of '84, as implemented and enforced by the FMC, has benefitted the U.S. through perpetuating ocean transportation rate stability. "As a result, it has effectively prevented foreign owned and controlled shipping lines from disrupting our trades with predatory and destructive rate practices.'' Exporting U.S. Jobs A panel representing carriers made it clear that eliminating the Shipping Act of '84 will force American shipping companies overseas. Appearing before the subcommittee, Sea-Land Service President John Clancey, APL Land Transport Services President Timothy Rhein and Crowley Maritime Vice President and General Counsel William Verdon notedthatotherinternationalservice industries, including aviation and communications, have their own, specially tailored regulatory schemes. In their joint statement, they described the Shipping Act of '84 as "the only major area of U.S. maritime policy in which U.S. carriers are affirmatively placed on an equal competitive footing with foreign carriers. "If the act is eliminated or substantially changed, the regulatory burden will fall disproportionately on American carriers. Virtually all other major trading nations grant some form of antitrust immunity to their own carriers or have no antitrust laws of their own. These same countries have shown in the past that they will resist application of American antitrust laws to their carriers." Call for Analyses Retired Rep. Helen Bentley, a former FMC chairperson as well as a longtime supporter of the U.S. maritime industry, advised the subcommittee that any changes to the FMC or the Shipping Act of '84 should be made only after careful, detailed analyses. The former Republican congresswoman from Maryland also stated that the agency and the act should, for the most part, remain intact. "Should the FMC and our regulatory scheme be abolished, our trades will be governed by the laws, rules and regulations of the European Community, and the United States will have only the status of an outsider if we wish to change the rules or complain about their administration," Bentley said. "It would be economic suicide for the world's largesttrading nation to leave the export and import of its goods and commodities solely dependent on the foreign policy and commercial whims of foreign countries who may be our friends today, but not like us tomorrow." Bentley and others also predicted that the effects of scrapping the FMC and the current regulatory scheme would seriously harm small shippers and ports, and would lead to a long-term skyrocketing of rates. She appeared on a panel that included former FMC member Rob Quartel, who served during the Bush administration. Quartel The Shipping Act of 1984 The Shipping Act of 1984 was passed during the second session of the 98th Congress and signed into law by President Reagan. Through an exemption from U.S. antitrust laws, it allows for common rate setting established in international shipping conferences. The intended benefits of the act include: rate stability and predictability; a means of monitoring and correcting unfavorable shipping conditions in the U.S.-foreign trades {via the Federal Maritime Commission); fair treatment of small- and medium-sized shippers through the tariff filing system, which ensures that everyone has access to the same rate information; a stable investment climate which has facilitated billions of dollars of Investment by U.S. shipping companies; preservation of thousands of U.S. jobs on American-flag vessels, in shoreside maritime-related activities and in the vast U.S..flag intermodal transportation network, and, as the law itself reads: "to encourage the development of an economically sound and efficient United States-flag liner fleet capable of meeting national security needs." On the whole, the act is intended to protect the interests of U.S. consumers, shippers and shipping operations. A federally mandated review of the act in 1992 concluded that quality and quantity of services have improved since 1984, while rates substantially have been lowered. ------------------------used the public position to to guard the interests of U.S. conpromote his anti-U.S.-flag ship- sumers, shippers and shipping ping agenda. Now working with operators by ensuring equal acforeign-flag interests, Quartel cess to rate information. spoke in favor of dismantling the Rep. Herbert Bateman (RFMC and repealing the Shipping Va.), not a member of the subAct of 1984. During last month's committee but of the full appearance before the subcom- committee-and also the chairmittee, Bentley repeatedly cor- man of a House panel charged rected Quartel as he misstated with developing legislation to facts about current maritime revitalize the U.S.-flag merchant programs and regulatory policy. fleet-attended part of the hearIn fact, at one point Rep. Jim ing. He focused on the national Oberstar (D-Minn.) also warned security issue. Quartel to stop twisting facts to "There is a very, very substanmake a point. tial national security concern that demands we have a U.S.-flag Congressional Support merchant marine," said Bateman. A number of subcommittee "We're dealing here not with inmembers voiced support for terstate commerce, but one in preserving the FMC and the which competition comes from regulatory setup. those who subsidize." "Congress and the administraSubcommittee members who tion seem to be in a head-over- have indicated that they favor heels rush to. ~.isf!lantle eliminating the FMC and repealgovernment agencies, . Rep. ing the Shipping Act of '84 inJames Traficant(D-Ohio) What 1 Baker (R-ca l"f) ' · · ·· c1ude Rep. B'll 1 · v-:e re. w1tnessmg now is reduc- and Rep. Susan Molinari (Rttons JUSt to say we reduced, and Ny) it's not necessarily in the best in- · · · terest of this country .... To me, Efficient Agency the missions of the Federal Current FMC Chairman WilMaritime Commission are ab- liam Hathaway noted that the solutely crucial to our trade and agency has reduced staff by oneglobal competitive interests." third during the last 10 years. He Rep. Don Young CR-Alaska) stated that in the last six years, the agreed. "I tell my colleagues that FMC has collected more than $55 if you're looking to cut back big million .· in fines and penalties, government, this is not the place monies returned to the U.S. to do it. I don't want domestic treasury. The net cost to run the carriers picked off by foreign agency has been only $7 million shippers. What's happened to this per year during that period, and in industry is a travesty, and I'm not two of those years the FMC has about to put another pin into this returned a profit. voodoo doll." Hathaway also echoed Minnesota Democrat Oberstar remarks that eliminating also warned against abolishing an government's involvement in entire agency as a result of quick decisions. He observed that air ocean cargo transportation would and trucking deregulation has shift market power to a few large resulted in fewer U.S. companies, shipping lines while escalating and concluded that total deregula- rates. Finally, while most of the ti on of maritime will further decimate the U.S. fleet, ultimate- shippers who testified indicated that the antitrust immunity has ly raising rates for all. During the afternoon session, not benefi tted them, one Oberstar proposed a compromise presented an entirely different to resolve differences between view. Don Schilling, vice presishippers and carriers on the '84 dent of Wesco International, Inc., act. He emphasized that steps said that the "Shipping Act of should be taken to ensure that 1984 is not unnecessary regulaforeign governments di vest them- tion. It guarantees, as much as selves of their direct interest in possible, a level playing field for their national fleets .. He a_lso small- and medium-sized exproposed that the antitrust im- porters like us .... "Unless small shippers have munity granted by the Shipping Act of ' 84 be perpetuated except access to the level playing field in service . contracts (which are provided by the Shipping Act, we volume discount agreements). will soon cease to be exporters Ob_ersta: also reco~en~ed that and become domestic suppliers to tanff filmg be continued m order our foreign competition instead." sru?. �l SEAFARERS LOG MARCH1995 7 'The SIU Gave Me a Chance' Dyslexia Did Not Stop Ellis from Excelling at Sea Perry Ellis is 14 years removed from his career as a Sea~ar~r, but has not lost appreciation for the opportunities he discovered through the SIU and the union's Paul Hall Center for Maritime Training and Education. "I'm very, very grateful to the SIU. The SIU accepted me, gave me a chance when no one else would, and you bet I took advantage of it," says Ellis, 48, who now works as a reserve police officer in his hometown of Fort Worth, Texas. Ellis' story is one of courage and perseverance. He has severe dyslexia (a learning disability usually characterized by difficulty in learning to read), yet was not correctly diagnosed until in his thirties. That lack of an accurate diagnosis compounded the disability, because, while in school, Ellis was placed in classes with peopje who in many cases had either different disabilities or different degrees of dyslexia. The medical and academic communities' understanding of dyslexia was compara ti v el y limited then, and consequently, Ellis did not receive what would be judged by today's standards as adequate schooling. A New Slant On Oral Exams Retired Seafarer Perry Ellis, who has severe dyslexia, credits the SIU and the Paul Hall Center for Maritime Training and Education with giving him an opportunity to have a productive, rewarding career. A key step in Ellis' advancement took place at the Paul Hall Center's Lundeberg School in the early 1970s, when instructors there agreed to orally administer his exams. He passed them all, eventually upgrading to QMED. "I can't say enough about the people at the school and their willingness to help," Ellis notes. "Everyone was so patient with me, even though some of those tests took several hours." When a back injury forced Ellis to retire from the sea, he attended a police academy in Texas as a springboard to a new career. He related his Piney Point experiences to convince academy personnel to orally conduct his police exams-and once again, he passed with outstanding scores. "I believe I'm the only police officer in the state who's ever taken the tests oral1y ," Ellis says. "You should have seen my classmates, taking notes like crazy during some of the lessons. They'd look at me and see I wasn't writing, but I maintained an 'A' average." Moreover, Ellis points out that his days at the Lundebe.rg School helped in other ways when he attended the police academy: "I got college credits for some of the upgrading courses I took at Piney Point, and they were accepted at the academy." "I knew something was wrong with my reading skills, but I felt as intelligent as anyone else," he recalls. "B t I d 't bl on a~e u anyone. Doctors and ~ea~hers m the 1950s and 1960s d1dn t ~ow nearly as mu~h about dyslexia as they do n~w. . After high school, Ellis looked for work but couldn't secure employment. Though frustrated, he was not surprised. "I was always shut out as a kid, and I knew I wasn't going anywhere at home in Fort Worth,"saysEllis,afriendlysort whose wife is a sheriffs deputy. "No one there, and I mean no one, would give me a chance." He heard about the merchant marine and, at age 19, went to San Francisco in hopes of shipping out. There, he signed on with the SIU in what proved to be "a major turning point in my life." It did not take long for Ellis to conclude that he had found his niche. He made a couple trips as a messman, then switched to the engine department. Through a combination of his determination to do a good job, use of an excellent memory and the helpfulness of more seasoned shipmates, Ellis "had no problems" performing shipboard work. "I wasn't afraid to ask for help because most everyone was really patient with me," he notes, adding that he developed a keen memory in compensation for the disability. "I never forget what I've learned, and if I was unsure about something, I asked. I eventually did every (unlicensed) job in the engineroom." ·s went In the early 1970s' Elll to upgrade at the Lundeberg School. It turned out to be the fiust f o many trips to upgrade at Piney Point. "When I went to the school, it opened doors for me that I didn't know were possible," Ellis says. "Piney Point is amazing, and the people who ran the union a long time ago had a lot of foresight. They knew that education and training were important." With the aid of Lundeberg School instructors, Ellis over the years orally took his upgrading exams, and passed them all (see separate story). ~ictured above are photos. d~pict­ mg parts of ~rother Eiits SIU career. s;1oc~1se, trom lower.left: As.hare 1n India, Apnl 19~7. With a shipmate aboard a seahft vessel in Vietnam, 1967. Returning to duty aboard the Equality State during Operation Desert Shield, 1990. As pictured in old editions of the Seafarers LOG. Taking part in a crews conference at Piney Point. Shortened Career Ellis earned his full-book membership in the SIU during the mid-1970s, "and boy, was I proud!" He was comfortable with shipboard life, enjoyed the worldwide travel and the interaction with di verse groups of people, both aboard the vessels and ashore in foreign lands. But in 1981, his sailing career was cut short. While assisting a fellow crewmember who had been injured, Ellis himself sustained a severe back injury which required surgery and still bothers him daily. "I hated to leave the SIU. It was a place where I was accepted and did a good job," he somberly recalls. "More than that, I believed in the United States merchant marine. I sailed during Vietnam, I knew the importance of the U.S.-flag fleet." Though upset, Ellis refused to let the injury deter him from sueceeding at another career. He had learned more from his days with the SIU besides the daily tasks A police reservist today, Ellis remains proud of his days with the Seafarers. Above: Ellis displays his war-service medals and a Lundeberg School certificate of achievement. and routines of shipboard work, and, "In an SIU spirit, I dedicated myself to a new career," he says. He worked for about 10 years in the security field, then attended a police academy near Fort Worth. (In between, he answered his nation's call and sailed as a chief electrician during the Persian Gulf War.) Forthepastseveralyears,Ellis has worked in Fort Worth as a volunteer reserve police officer. His duties include a mix of community service-type activities, security and "regular police work." And despite the title of re~e.rve ~nd t~e nagging back pam, Ellis cames a fireann and ,--------~----------------... Dyslexia ls Common Disability _Developmental dyslexia, the learning disability which afflicts . p Ell. · f . t eds ~ re rr ea1arer erry 1s, 1s arr1y common m the United States. According to the National Institute of Child Health and Human Deve lopmen t, some researc hers suggest th at as many as 15 percent of U.S. students may have dyslexia. The .dis~~ility's c~use is u~ow~, but dyslexia usually causes md1v1duals difficulty m learnmg to read. Some dyslexics also may be hampered in learning to write, speak or utilize numhers. Co~on s~mptoms include reversing letters or numbers, difficul~y m learning and remembering printed words, numerous spelling errors and omitting or inserting words while reading. Because dyslexia affects a wide range of people and also produces symptoms that vary in severity and breadth, treatments are equally complex. But the three general categories of treatment-developmental, corrective and remedial-call upon school teachers and psychologists to identify the disorder and ~en modify both the teaching techniques and the classroom environment. possesses the same rights of power as full-fledged members of the police force. Because of his back problems, "I'm limited in what I can do. But once in a while, something happens and you just can't turn your head; you have to help people whether or not your back hurts." Such an instance occurred when Ellis caught and arrested three thieves at a shopping mall. But he strongly prefers the other parts of his job, particularly working with children. Ellis regul~ly distributes literature and gives talks to kids about the benefits of staying in school and not .u~ing il1:egal drugs. He. also participates m programs to 1dentify and assist abused children. "I want to give something back," says Ellis, apparently unaware of the irony that he would · hi comrmt 'mself to public service after hiscommunity own schoolin system and medical many ways let him down. "I set a goal and I've dedicated myself to the public. It's just a rewarding feeling." Similarly, he says he has helped "five or six" people start seagoing careers. In fact, although he is happy with his new career, Ellis says he "would love to go back to sea some day. I miss shipping, I miss the union, I miss Piney Point. I just love it. ''The people in the SIU were the first who ever said to me, 'Hey, Perry, you can do it!"' �8 SEAFARERS LOG MARCH1995 MTD: Workers Must Gain from Global Trade The AFL-CIO Maritime Trades Department (MTD) executive board, representing 42 national and international unions with 8.5 million workers in the maritime sector of the American economy, called upon U.S. elected officials and government trade organizations to assure them that increased world trade advances the interests of working people. The statement, which was adopted unanimously, detailed several steps the administration and Congress can take to ensure that workers benefit from trade accords. The resolution recommends including a section in every · trade pact that sets up mechanisms to balance the living standards and environmental _.-.,,------.....,..---. regulations of the United States with the less strict conditions of the trade partner. The MTD statement's call was ......__ _ _..___..... echoed by Michael Sacco high -1eve1 trade union officials, a representative of the Clinton administration and the minority leader of Congress during the organization's executive board meeting held February 16-17. MTD President Michael Sacco, who also is president of the SIU, pointed out that no group of workers had felt the impact of global trade harder or longer than seamen. Men and women from nations with high living standards who earned their living on ships have seen firsthand the effects of runaway shipping (the ability of ~ shipowners from developed nations to ---~=L-~ purchase the David Cockroft use of a flag of a country other than their own for the purpose of dodging taxes, stringent safety and environmental regulations and the labor costs of their home nations). Fight Downward Push the world's ports. Those inspectors board runaway vessels and ensure that crewmembers are being treated in accordance with international regulations and ITF standards. The ITF general secretary said the ITF campaign against runaway ships will be expanded by placing inspectors in "new areas" to "hit shipowners in places where they least expect it." AFL-CIO SecretaryTreasurer Thomas R. Donahue pointed out that not just maritime .--------.workers, but all American workers, are well aware of the fact that their employers can t ra n s fe r production overseas and Tom Donahue pay foreign empI oyee s significantly less than their U.S. counterparts. American workers "feel the sting" of foreign competition every day, Donahue noted. Every time unions negotiate contracts, "we are told about the cheap corn- The result has been decreased living standards for seamen from developed countries whose ship operators must compete with substandard shipping and a huge pool of mariners from the world's poorest nations who are unmercifully exploited by vessel owners, Sacco noted. David Cockroft, the head of the London-based International Transport Workers Federation (ITF), which is made up of more than 400 trade unions concerned withmaritimeworkersfrommore than 100 countries-including 1 .--------------. the SIU, told the MTD group that his organization is committed, first, to driving runaway-flag shipowners back to their home nations and, second, to forcing substandard ship operators to raise the living conditions and pay of their seamen. Cockroft outlined the ITF' s The AFL-CIO Maritime campaign against runaway ships, also known as flag-of-con- Trades Department (MTD) exvenience vessels. The organiza- ecutive board .---==.,,,. tion places inspectors throughout pledged its support for an initiative introduced by the United M i n e Workers (UMW) to have coal.._~_.....__ __,, removed from Richard Trumka the list of hazardous materials being considered by the UN' s International Maritime Organization, During its two-day gathering last month, the MTD board heard from UMW President Richard NLRB Chairman William Gould has launched a series of initiatives to Trumka who said coal was being encourage collective bargaining. Above, he details his plans to MTD included in the convention not by environmentalists, but by "the executive board members. chemical and natural gas industries Collective bargaining in the legal staff of the United Auto who wish to tap the large volume United States is to be promoted Workers before starting his of coal tonnage shipped on the inaccording to the nation's laws, the employment with the NLRB ternational market to help pay for chairman of the National Labor during the Kennedy administra- the damage to the sea eco-system Relations Board (NLRB) told the tion, stated, "I am a lifelong caused by their products." executive board of the AFL-CIO believer in the collective bargainTrumka noted that coal never Maritime Trades Department ing process." has been listed as a hazardous cargo He listed several procedures on any international treaty or agree(MTD) at its February 17 meethe has initiated since assuming ment because it does not hurt the ing. NLRB head William Gould office after his appointment to environment should it be aboard a said his priority in his job as chair- head the NLRB by President Bill vessel that sinks. man of the independent federal Clinton. Among these actions are If coal were included in the agency that oversees labor rela- speeding up the process of hear- International Convention on tions between employers and ing certain kinds of charges and Liability and Compensation in workers is to seek ways to increasing the instances in which Connection with the Carriage of promote the collective bargaining union elections can be conducted Hazardous and Noxious Substanprocess as called for by the 1935- by mail ballot. Gould dismissed ces at Sea (HNS), a tonnage fee enacted bill that created the claims from some employers that for the amount of coal shipped NLRB and defined American mail-in ballots can lead to fraud. would be assessed. Trumka said He pointed out that in 60 years of such a fee would hurt an industry labor law. The National Labor Relations NLRB-conducted elections, past that provides thousands of jobs Act states that "the policy and mail-ballot elections have been and a $3.1 billion trade surplus to procedure of collective bargain- trouble-free. the U.S. economy. Additionally, Gould said the ing is to be encouraged," Gould The resolution passed by the said. But, "for too long, we have NLRB' s process can be made MTD board urges the Clinton adbeen in a period where the people quicker and more effective by the ministration to take a stand who held [NLRB] positions ... board's speaking "clearly, against the addition of coal as a really had no sympathy with precisely, authoritatively in ad- hazardous material when the vance of a dispute so that we can HNS convention is considered at those ideas." Gould, who worked on the discourage wasteful litigation." an IMO-called meeting in April. NLRB Head Seeks Fairer Rendering of Labor Laws Marine Unions: Exclude Coal From Hazardous Material Pact petition next door or in some other country," he said. The secretary-treasurer of the federation of American unions said it is imperative that any so-called trade agreernents must result in advances for workers, otherwise their effect is to decrease Jack Otero living standards for U.S. workers while workers in developing nations are exploited and abused. Jack Otero, deputy undersecretaryfortheBureauoflnternational Labor Affairs of the Department of Labor, said the goal of the Clinton administration is to ensure that workers' conditions are not eroded through trade deals. "One of my most important tasks at this time is ... to pursue President Clinton's dictum that any kind of trade agreement that we undertake in this country should always be accompanied by an agreement to protect the interests of workers as well as to protect the environment," Otero told the MTD executive board. U.S. Representative Richard A. Gephardt (D-Mo.) renewed his call for trade between the U.S. and other countries that is fair. The House minority leader said, "You can't put~--~--~ workers on an uneven trading relationship. I don't want a trade relationship · with Chile or Brazil or Argentina or anybody else--.--.-.:.......11---~ that doesn't Richard Gephardt deal with labor and the environment in the trade agreement." The Missouri congressman suggested that labor and management work together to find solutions that will allow American workers to compete with cheap labor from third world nations and still allow U.S. citizens to "hold, if not increase, our living standard." Lott Calls for Efforts To Revitalize Maritime Continued from page 3 He remarked that some sort of compromise might be fashioned in which a cap would be put on U.S .-flag carriers' prices in exchange for assuring that a certain percentage of government cargoes is transported on Americanflag bottoms. Shipbuilding Pact Suspect In order to carry American grain, or any other goods for that matter, on U.S.-flag vessels, Lott noted the need for adequate shipbuilding facilities within the nation's borders. He said he would hold subcommittee hearings designed to make sure an international accord (signed by the U.S., the European Union, Japan, South Korea, Norway, Sweden and Finland) designed to end shipbuilding construction subsidies worldwide really will work. The Organization for Economic Cooperation and Development (OECD) pact is set to begin on January 1, 1996, but the senator said he remains concerned about whether the agreement assures American shipbuilders a level playing field. Regulating Shipping "The OECD negotiations that were concluded last year, to me look like once again a fraud," he said. The United States government and shipbuilders have no way of knowing if the other OECD nations are going to live up to the agreement, Lott observed. Plus, the accord allows some governments to subsidize their shipyards for years after the deadline, the Mississippi senator added. After hearings are held on the pact, if his sense is that the agreement is unfair for American shipbuilders, "then I' rn going to support some sort of subsidizing for shipbuilding to put it on equal footing" with its foreign competitors, Lott said. Lott told the MTD executive board that he is willing to look at ways to fine-tune the Shipping Act of 1984, which allows carriers involved in the international ocean-going trade to set rates through conferences, or groups in which all the liner companies participate. "The act has been very helpful. We might want to have hearings on it to see if it can be improved. I think we always should approach it from that standpoint," Lott said. "But I don't think we ought to throw it out." The Shipping Act and the agency which administers the legislation, the Federal Maritime Commission, which ensures that shipping prices are fair for the operator, shipper and American consumer, are under attack by some senators and congressmen eager to trim the federal budget. Time for Action Promoting the maritime industry is about supporting American jobs and America's defense interests, Lott summarized. "When you talk about ships being built in foreign countries, what I see is my neighbor out of a job. "And when I drive over the bridge in my hometown" of Pascaguola "and . . . see Liberian, Panamanian, Greek and Russian ships lined up in my hometown, I don't like it. I want American flags on those ships," Lott said. "I'm committed to doing that." "There is nothing that gives me greater pride than seeing a strong U.S. maritime industry or causes me greater concern than one in decline. "But if we get to the point where we have to depend on foreign-built ships, foreign crews that don't even comply with our rules for safety, and all of our cargo is carried on foreign-flag ships, what are we going to have left? This is a question of national security," Lott emphasized. "So I think we better stand up and fight for it." �MARCH1995 SEAFARERS LOB 9 Diamond Docks at Piney Point Paul Hall Center Adds Vessel to School's Training Fleet ~ The Paul Hall Center for Maritime Training and Education last month continued expanding its training fleet when it acquired a 102-foot craft formerly used by the U.S. Navy as a torpedo retriever • during military exercises. Equipped with a new color radar and a fully functional galley, the USS Diamond will be used extensively in Lundeberg School training courses by upgraders who sail in the deck and steward departments, as well as trainees and engine department up graders. The Diamond also features a new Global Positioning Satellite The USS Diamond is the newest addition to the Paul Hall Center's (GPS) navigation system, two fleet of training vessels. new gyro compass systems (ship- 'i!r:, •••j/ R! CG-Approved Radar Operation Class Praised by ParlicipaUng Boatmen Dozens of SIU boatmen last month seized the chance to take the Paul Hall Center for Maritime Training and Education's Coast Guard-approved radar operation course at SIU halls in Algonac, Mich., Norfolk, Va. and San Juan, P.R. The four-hour class, which enables Seafarei:s to comply with new federal regulations regarding radar certification for boatmen, this year has been taught at least once by Lundeberg School instructors at nine SIU halls as well as at the Paul Hall Center in Piney Point, Md. The course was developed in response to Coast Guard rules which require towboat operators to possess a radar-observer endorsement. It includes a section on how to recognize radar malfunctions, a basic review of how radar works, information about the new regulations, background on changes in accident reporting and a review of the new requirements for safety equipment on Seafarers receive a radar certificate which is valid as an endorsement until his or her operator's license expires or is renewed or upgraded. Not only did Seafarers who recently took the course praise the content of the class, but also commended the Lundeberg School for holding sessions at each of the union's halls. "It was a very good class with a very good teacher," said Mike Slaght, a tugboat captain who sails with Luedtke Engineering. The 21-year member of the union, who took the class at the Algonac hall, added, "I work seasonal and I'm home only for one month. Taking [the class] here was a lot nicer than having to travel during my month off." Captain Ray Wilkins, who first signed on with the SIU in 1957, described the class as "very important. I think everybody should take it, deckhands and all. It wouldn't hurt." Wilkins, who sails with Artowboats. nold Transit Co., took the class in After completing the course, Algonac. In Norfolk, Jim Kruger, who sails as a mate with Express Marine, said the class "covered everything we needed. The most useful part was the tips on tuning [radar] up. The class also tells you a radar's limitations. It's a nice machine, but it's not magic." Kruger lives about an hour's drive from the Norfolk SIU hall. "This certainly was a worthwhile endeavor, and it's a good thing on sel acquired by the Lunde berg School during the past 14 months 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 .... " Last year, the school acquired two fairly similar pilot craft formerly used as Navy training boats, along with a well-equipped barge which had been used by the government for electromagnetic testing. the part of the union to provide it to the members," he added. No time was wasted in the class, noted William McBride, a pilot boat operator with Coleman Launch Service. "It was a great class, and the instructor was on the ball, very concise," said McBride, who took the class in Norfolk. ''This opened my eyes to a lot of things about radar." James Pruitt, who sails with Express Marine, said he was fascinated to learn about "radar echoes and what causes them. For instance, when you signal, you get an echo. I also learned other The opening at the bottom of the vessel shows where torpedoes were new things. It's a good course." retrieved when the Diamond was used during military exercises. 25 Lakes Seamen Upgrade ta AB Twenty-five Seafarers who sail aboard Great Lakes vessels last month completed a special three-week AB course at the Paul Hall Center for Maritime Training and Education. The rigorous class, crafted by Lundeberg School instructors to meet the specific needs of SIUcontracted companies, covered lifeboat training, ship construction and operations, deck seamanship, navigation, tug and tow operations, rules of the road, firefighting, first aid and more. The Seafarers who finished the course are employed by one of three companies: Great Lakes Towing, Luedtke Engineering or Upper Lakes Towing. "With shipping shutting down for the winter, this was a good Agency Extends Deadline For Towboat Operators to Get Radar Endorsement Capt. Joe Tucker, Crescent Towing, also took the radar class at the SIU hall in Mobile, Ala. board type and boat type), four V-12/71 Detroit diesel engines and a pair of two-cylinder generators. As used by the Navy, the ship carried a crew of 16 and could carry 16 retrieved torpedoes. It was decommissioned in early February and has a top speed of 15 knots. "It will have many uses for deck department personnel, and the galley also is excellent," noted Lundeberg School instructor Bill Hellwege. "We still need to clean it up, but it should be ready soon." The Diamond has a 21-foot beam, a 9-foot draft and a full displacement of 170 tons. Hellwege, fellow instructors Jeff Swanson and Tommy Swann and QMED Ed Rynberg delivered the vessel from Norfolk, Va. to Piney Point. The boat also is the fourth ves- The U.S. Coast Guard last month announced it is extending the deadline for towboat operators to secure a radar-observer endorsement to June 1. The original deadline was February 15. The extension means that licensed operators and all other pilots of radar-equipped, uninspected towboats which are 26 feet or more in length and which operate on U.S. waterways must possess a radar-observer endorsement by June 1. Mariners who already have a towboat operator's license but no radar endorsement may take a four-hour radar operation course which will result in obtaining a radar certificate that is valid as an endorsement until the mariner's license expires or is renewed or upgraded. Seafarers who have an operator's license but no radar endorsement and who want to talce the four-hour radar operation class should contact their port agent. opportunity for me to come to Piney Point," stated Dan Young, 34, who sails with Upper Lakes Towing. "It's a good class. It refreshed some information and I also learned new things. "The most interesting part was getting to know people from other companies." Young, who works aboard an integrated tug/barge that usually hauls iron ore and stone to points along lakes Superior, Michigan and Erie, also took a four-hour radar operation course and a oneday course to renew his unlimited license while at the Paul Hall Center. ''This really worked out well for me," he noted. Clint Ross, a 20-year Seafarer and employee of Great Lakes Towing, said he was "impressed with the overall setup at Piney Point. The school is a great idea." He rated the special AB course as "difficult, but there were no problems. I learned a lot of new things and more details about others. The lifeboat training and rope-tying were highlights," said Ross, 53. Like Ross and Young, 35- Deckhand Dale Leonard Jr. had taken one other year-old class at the Lundeberg School, approximately two years ago. Leonard, an employee of Luedtke Engineering, said he took the AB course "to better myself as a seaman. I figured it would help." Leonard said he "learned quite a bit of new information. The rules of the road were particularly helpful." Luedtke Engineering is a fullservice marine construction company that operates throughout the Great Lakes Basin and the upper Mississippi River. It is based in Frankfort, Mich. Upper Lakes Towing is based in the town of Escanaba, in the upperpeninsulaofMichigan. The barge and tugboat company transports salt, iron ore, stone and coal between lakes Michigan, Huron and Erie, as well as from Lake Superior to Lake Michigan in the Indiana Harbor. Great Lakes Towing, based in Cleveland, is a harbor towing company that operates in all the major ports throughout the Great Lakes. Twenty-five Seafarers completed a special three-week AB course last month at the Lundeberg School. �10 MARCH1995 SEAFARERS LOG Officer Unions File Suit To Block APL Flag-Out Several deck and engine officers employed by American President Lines (APL) and their unions filed a suit in federal district court seeking to block APL from operating six new containerships under foreign registry. The February 28-submitted lawsuit is similar to the case filed in U.S. District Court for the District of Columbia on January 12 by the SIU Pacific District, made up of the Sailors' Union of the Pacific, Marine Firemen's Union and the SIU Atlantic, Gulf, Lakes and Inland Waters District. Similar to SIU Suit The SIU's suit asks the court to overturn the decision of the Mari time Administration (MarAd) to allow APL to flag-out six C-11 ships due out of the shipyard this year and next. The ships' officers along with the International Organization of Masters, Mates & Pilots (MM&P) and District No. 1Marine Engineers Beneficial Association (MEBA), have asked the court to nix MarAd's waiver of Section 804(a) of the Merchant Marine Act of 1936, which prohibits an American ship operator receiving operating differential subsidies from the U.S. government, as APL does, from owning or operating foreignregistered ships that compete with American-owned vessels in key trade routes. Unfair Competition The APL ships' officers, MM&P and MEBA contend that MarAd's decision to allow APL to operate the six ships under foreign registry violates the 1936 Act which was established to buttress the nation's defense interests and encourage domestic and international trade through the development of a strong U.S. -flag shipping capability made up of American-owned ships crewed by American seamen. Among the ships on which the officers sail are APL's C-8 class vessels and on one Pacesetter class ship that will be replaced by the company's new ships. Their suit notes that when these ships are retired and the foreign-flag C-1 ls put in their place, the new vessels will compete directly with U.S.-flag carriers that are both subsidized and unsubsidized. In conjunction with the filing of the lawsuit, the maritime unions staged demonstrations outside APL headquarters in Oakland, Calif. and APL offices and facilities in San Pedro, Calif. and Seattle. Hundreds of Seafarers, MM&P and MEBA members, as well as retired seamen, marched and chanted in protest . The lawsuit states that if APL flags-out its new containerships, it will be the first time a U.S. subsidized shipping company has been allowed to operate a fleet that contains both subsidized U.S.-flag ships and foreign-flag vessels on the same trade route. Procedures Violated Additionally, the suit says that APL's application was not considered by the Maritime Subsidy Board at MarAd, a process required by law. At press time, among the MM&P ships' officers serving as plaintiffs are Arthur D. Clifford, master, President Harrison; Fred J. Gloor, master, President Harrison; Robert J. Hannah, chief mate, President Harrison; Joseph Michael, second mate, President F.D. Roosevelt; Richard Nelson, master, President F.D. Roosevelt; Norman Nielsen, chief mate, President Truman; Peter Rolf Ohnstad, chief mate, President Harrison; Richard Oprison, second mate, President Truman; Tomas Pearce, third mate, President F.D. Roosevelt, Walter Reimann, second mate, President Harrison; Paul Senych, third mate, FormerN.O. Port Official Marty Kanoa Diesat68 AMERICAN PRESIDENT LINES UNFAIR TO L~BOR Protesting APL's abandonment of the U.S. flag, hundreds of American seamen demonstrated outside the company's headquarters in Oakland, Calif. At the same time, a lawsuit against APL's flag-out move was being filed in federal court by APL ships' officers and their unions, MM&P and MEBA. The lawsuit is similar to the one filed by SIU Pacific District Unions in January. ~~~~~~~~~~~~~~ President Truman; Raymond A. tant engineer, President Wood, master, President Roosevelt;MartyPezzaglia,chief Washington; John Monson, engineer, President Harrison and master, President Truman and William Hassler, first assistant, George Wertamn and Keith President Harrison. Lawrence, two MM&P members The Maritime Administration whoshipprimarilyonAPLvessels. next must respond to the ships' MM&P Vice President Pacific officers lawsuit in the U.S. DisPorts Captain Paul H. Nielsen noted trict Court for the Northern Disthat more union members are ex- trict of California, where it was ~te~ to. sign on to ti:ie lawsuit as filed. Similarly, MarAd must file plamtiffs m the upcormng weeks. its reply to the SIU' s suit subMEBA officers signed on to mitted to the federal court in the suit are Bill Braun, first assis- j Washington, D.C. Correction The article in the February 1995 edition of the Seafarers LOG entitled "APL Flag-Out Waiver Violates U.S. Law, Charge SIU Unions" (pages 1 and 9) inaccurately identified American President Lines as the party that must make the next move in response to the lawsuit that was filed by SIU Pacific District Unions. That suit, submitted to the U.S. District Court for the District of Columbia, challenges the Maritime Administration• s ruling that allows APL to operate six new containerships under foreign flag in competition with the company's U.S.-flag fleet. The article should have identified the next court move as the Maritime Administration's. It is up to the Maritime Administration to respond to the SIU' s suit. Sabine Crews Approve 3-Year Pact Seafarers who sail aboard tugboats and barges operated by Sabine Transportation Company's inland division last month overwhelmingly approved a three-year contract that calls for wage and pension increases and an increase in a special rate of pay for tankermen that kicks in under certain conditions. Voting took place aboard Sabine tugs and barges throughout the Gulf Coast region and in the Midwest. More than 75 mariners are covered by the contract, which expires in 1998. "I think we did pretty well," said Tankerman Ron "Moses" Hawes, who was a member of the negotiating committee. He cited the tankerman pay, the pension increase and the maintenance of travel expense reimbursement as highlights of the pact. "We also got wage reopeners in the second and third years," Hawes noted. The tankerman special pay rate is known as "avoidance pay." This, according to the accord, is paid" ... when a shore tankerman might otherwise be utilized as determined by the company, any off watch tankerman (or engineer holding a tankerman' s endorsement whether on or off watch)" will be paid for a minimum of three hours per call-out "while engaged in cargo transfer operations." Seafarers sail as chief engineers, assistant engineers, tankermen and ordinary seamen aboard Sabine vessels. They transport petrochemicals, including jet fuel, diesel and gasoline, primarily between the Gulf Coast, Florida and the mid-Atlantic states. Sabine is a subsidiary of Houston-based Kirby Corporation. Andromeda Chief Engineer John Ready to vote on the new three-year contract are (from left) Tankerman Donald Tabicoe and OSs Billy Lebleu is one of 75 Sabine boatSanford and Gregory Rideaux. The new pact provides for wage and pension increases. men covered by the new pact. Martin A. Kanoa Martin A. Kanoa, a retired SIU member and port official, died January 4 at South Central Regional Medical Center in Laurel, Miss. He was 68. Born in Hawaii, Kanoa began his sailing career in New Orleans in 1957 as an OS aboard the Claiborne. Other ships on which he sailed in the early '60s were the Alice Brown, Wang Archer, SS Alcoa Roamer, Alcoa Partner and Trans northern. After corning ashore in the mid '60s, Kanoa worked as a doorman in the New Orleans hall. He helped pay off ships and assisted with beefs and organizing drives--duties now associated with those of a port patrolman. Retired SIU Official Buck Stephens remembers Kanoa very well. "I knew him since he first joined the SIU," Stephens said. "He was one of the best. He was well liked by the membership." Another person who knew Brother Kanoa from his days at the hall in New Orleans is the Sailors' Union of the Pacific port agent in that city, Henry Johansen. "Marty always protected the union," Johansen reminisced. "He helped out wherever and whenever he was needed-a real Johnny-on-thespot." A veteran of the U.S. Army during the Korean conflict, and a member of the special forces unit · during WWII, Kanoa retired from the SIU on November 1, 1985. He is survived by his wife of 34 years, Betty Lou; three sons, Martin A. Jr. of Slidell La. and William Paul and Jorge A., both of Laurel; one daughter, Virgine Ann of Honolulu; three brothers; one sister, and two grandchildren. �MARCH1995 SEAFARERS LOG 11 Gear stowage space is given a coat of paint by Wallace Barr, chief mate. Navy1s Torpedo . Recovery Vessels 1 Crews Set Sights On Union Contract Ruben Banrey (left) and Abad Rodriguez and the other technicians and seamen working for Martin Marietta's MOE division last year voted to be represented by the SIU. Elected by his shipmates to the union's negotiating committee, Chief Engineer Peter Torrens (at right) inspects the engineroom. William Evans (right) a marine tech, and Car1os Figueroa ensure the ships' machinery is in tiptop shape. Inspecting the engineroom's equipment on the Hugo is Chief Engineer Faustino Hernandez. Preventive maintenance on the P.R.-based missile recovery boats is a way of life for !?eafarers (from left) David Rivera-Martinez, Thomas , Jones and Ricardo Alvarez. Heavy equipment is transferred to the tor- ~ pedo recovery boat by a shore-based crane, ! operated by Asst. Eng. Roger Figueroa. When it comes to meeting the military's missions, it is business as usual for Seafarers crewing and maintaining the U.S. Navy's torpedo and missile recovery vessels operated by Martin Marietta's Marine Ocean Engineering (MOE) division based at Ceiba, Puerto Rico. But, for these Seafarers, there are some extraordinary activities going on as well. The extraordinary work of the Martin Marietta MOE seamen and maintenance technicians is negotiating a first union contract. Last year, by a vote of 37 to 2 in an election conducted by the impartial government agency, the National Labor Relations Board, the torpedo recovery vessel seamen and technicians chose to be represented by the SIU. Since the election, the Seafarers at Martin Marietta's Ceiba facility, located there because of its proximity of the Navy's Roosevelt Roads base, have prepared their list of contract demands, elected a negotiating committee of four and begun bargaining. Elected by their fellow Seafarers to serve on · the negotiating committee with the SIU' s Puerto Rico-based port agent, Steve Ruiz, are Andy Carrasquillo, Osvaldo Cordero, Richard Rhinehart, William Puhle and Peter Torrens. Among the torpedo recovery vessels operated by the MOE group are the Hugo and the Hunter, both 1,200 deadweight tons with twin screw engines. Deckhands Manuel 0. Roddriguez (left) and David Lopez take advantage of beside-the- dock time to maintain vessel equipment. ~ One of the five rank-an d-f i I e rs serving on the bargaining group, . Second Mate Richard Rhinehart repairs shipboard equipment. �12 SEAFARERS LOG MARCH1995 Matthiesen Maneuvers Through Icy Waters, Delivers Fuel To Antarctic Base EAFARERS aboard the Richard G. Matthiesen crossed two oceans and several seas and struggled to overcome fierce winds and massive ice formations to -111111111• safelydeliverayear's worth of petroleum products to two ports in Antarctica. For the tenth consecutive year, Seafarers crewed an Ocean Shipholding, Inc. tanker representing the United States of America, theU.S. Departmentof Defense and the National Science Foundation (NSF) in the annual petroleum resupply program to Antarctica known as "Operation Deep Freeze." The Matthiesen, currently operating on a long-term charter to the Military Sealift Command (MSC), delivered a total of 202,415 barrels of jet fuel, diesel fuel and gasoline to scientific bases in Antarctica. Calvin A. Bancroft, vice president fleet operations for Ocean Shipholding, Inc., told a reporter for the Seafarers LOG, "Those who sailed with the Matthiesen to Antarctica did an excellent job as they have done in all the years past. It is generally a dangerous mission due to the winds, ice and cold that make up most of the very, very long and desolate voyage." Program Started in 1986 What began as an expeditionary activity for Ocean Shipholding, Inc. using the SIU-crewed Paul Buck in January 1986 has evolved into a permanent annual practice of supporting U.S. scientific interests in the polar region. The resupply operation takes place during the austral summer months in Antarctica while the planning process goes on throughout the year by NSF, MSC and Ocean Shipholding, Inc. As part of Operation Deep Freeze, an SIU-crewed Ocean Shipholding tanker delivers enough petroleum products to keep McMurdo Station in Winter Quarters Bay (located in the Ross Ice Shelf in Antarctica) operating for one full year. The 'Scope of researchatthebaseincludesbiology, human physiology, meteorology, upper atmosphere physics, solid earth geophysics, geology and glaciology. The scienti fie base relies on the petroleum for heating, operating generators and machinery, flying planes and aiding in almost everything having to do with scientific research. Because of the remote location of the base, it is resupplied only once per year. McMurdo Station consists of approximately 110 buildings, graded roads, a power plant and power lines, as well as water supply and waste disposal systerns, a communications system, surface vehicles, a heliport, a doclcing area and a fuel depot. The depot contains 20 storage tanks with a total capacity of eight million gallons of fuel. Six diesel generators provide electrical powerforthestation. A salt-water distillation plant, also diesel fueled, produces fresh water for most station needs. This year the Matthiesen additionally delivered fuel to an Italian research station at Terra Nova Bay in Antarctica, as part of a reciprocal agreement between the U.S. and Italy, bringing the total amount of fuel delivered to The ship departed from Antarctica by the ship to more Greece and headed for Fremantle, than eight-and-a-half million gal- Australia, via the Suez Canal, and lons. arrived there on New Year's Eve. Voyage Preparation It left for McMurdo on January 2. Seafarers boarded the MatThe initial part of the voyage thiesen in St. Theodore, Greece at from Fremantle to McMurdo Stathe beginning of December where tion was fairly smooth. In the the petroleum barrels were master's report, Captain Severin loaded, fresh stores were brought A. Samuelsen stated, "Even on and crewmembers began though we encountered gale preparations for the long journey. winds, we rode comfortably with The steward department, quartering seas nearly the whole headed by Chief Steward David route to the first band of ice." Smith, began planning meals for On January 10, a U.S. Coast the months spanning the voyage Guard ice cutter, the USCG Polar to Antarctica with enough fresh Sea, contacted the Matthiesen stores to last until their return to and provided ice information, inthe United States early this cluding a fax of ice charts. "I was month. contacted by the Polar Sea and "A lot of planning by the gal- informed of her position .... I was The U.S. research station at McMurdo includes ley gang goes into such a long also filled in on the extent of ice buildings and is populated by anywhere from trip," noted Bancroft. "Generally, in McMurdo and surrounding people, depending on the time of year. the department must pre-plan everything for the entire period. . .• • • • • • • • • area. The ice picture was quite from the base. It heavy," wrote the captain. Fresh provisions must be planned that we encoun PACIFIC He explained that the faxed iceberg," recalled very carefully so that they last, charts showed a band of ice exand that is not an easy job for such The Matthiese OCEAN tending well north and east of the with the Polar Se a long sailing time," the Ocean area in which the Matthiesen had with the cutter set Shipholding, Inc. official exto enter in order to get to the for the 32,572 DV plained. scientific base. rest of the icy vo~ Captain Sam PACIFIC Changing Course that for the next OCEAN McMURDO The captain added that it was Matthiesen sailec at this point that the Polar Sea Guard vessel recommended that the ship adjust proximately 300 its course. "A band of pack ice ice. ZEALAND (which is loose and often is "It is very im moved by wind) extended for helmsman ma. McMURDO about 150 miles before open course behind tl water. The fast ice (which is at- ice breaker beca tached to the shore) out of Mc- that is cleared for Murdo on this date was extensive, very extensive," t , I • • •. .• • • • • • reaching approximately 40 miles Shipholding' s Map at left shows the continent of Antarctica, qualified helmsn while the one above provides a closer look at the to be very awar< location of McMurdo Station. night. In additior AB has to be ve11 )j.EW 1 �MARCH1995 The SIU-crewed Matthiesen, aided by U.S. Coast Guard ice cutters, recently delivered a year's worth of crucial petroleum products to scientific bases in Antarctica. location of the ice formations, the channel and the course." By January 17, the ice extending from McMurdo Station had diminished to 25 miles. Still, the captain was notified that the Matthiesen would have to wait approximately five days to allow the Polar Sea and a second Coast Guard cutter, the Polar Star, to clear the way. In a stop-and-go transit, the Polar Sea and Polar Star broke the ice for the Matthiesen, and the tanker refueled the Polar Star as needed. The Polar Sea escorted the Matthiesen into the channel entrance where the vessel notched into the ice to await completion of ice breaking in the channel. Arrival at McMurdo After finally arriving at McMurdo Station on January 24, the Matthiesen offloaded the petroleum while docked against an ice pier. The ice pier, or wharf, is 659 feet long by 459 feet wide and is constructed of ice in Winter Quarters Bay. Supply vessels, such as the Matthiesen, can berth on the wharf for unloading. (Every five to seven years, a large chunk of ice is placed in position near the shore. Using fresh water, it is melted into place. Because the temperatures in this part of Antarctica rarely rise above 40 degrees Fahrenheit in the summer months and can be as . cold as -127 degrees Fahrenheit ered our. first during the winter months, the ice the captam. pier does not need "replenishing" rendezvoused very often.) According to reports by the on January 13, ocleartheway captain, the Matthiesen 's bow T tanker on the was positioned approximately ge. halfway up the pier with the veselsen related sel angled out about 30 degrees. fo.ur days, the At that point, the captain and crew with the Coast positioned the ship into location t~rough ap- by alternately using rudder and les of heavy engines to shift the stern back and forth (in a "wiggling" moortant that the , tion) until the ice between the tain a good dock and ship was loose and Coast Guard started to pull. e the ch~nel The bow stopped at the end of e tanker is not the pier where the pack ice would served Ocean not allow the vessel to move up ncroft. "The any further. The crew kept the on watch has engines half ahead, causing the both day and ice to flow out from between the the radar, the pier and the vessel. ttentive to the ''The engine department has to SEAFARERS LOG 13 ment under the most difficult enexpertly maintain the ship's environmental conditions attests to gines to sustain such work, and your professionalism and outtheir expertise is always apstanding seamanship. Your willpreciated," noted Bancroft. ingness to undertake this most The ship kept up this process difficult mission will allow the in the ice for about half an hour Italian Antarctic program to conwhich allowed 90 percent of the tinue valuable scientific research ice to be evacuated. Once this was next year." completed, the ship maneuvered Also in a telex sent to the ship, .:._'% into position about 15 feet off the ;f Naval Support Force Antarctica pier and prepared to discharge the ,J ,k .x.'. 'U:t Commanding Officer, Captain cargo. The. only way to reach McMurdo Station by ship is to break through Jack B. Rector stated, "You are The Matthiesen had to transfer the fuel to the station's shore the ice that extends from the shore. In photo directly above water commended for your superb per' depth is approximately 200 feet. formance during the refueling of tanks. The cargo hoses were the Italian Antarctic program stahooked up and pumped to shore by members of the deck depart- ahead, we stabilized and kept the the home stretch of "Deep Freeze tion at Terra Nova Bay. Under the best of circumstances, this is a ment, headed by Bosun Harry vessel secured in the notch. We '95." difficult operation. This season, maintained this position during Johns. Crew Congratulated strong winds and dynamic ice When all the cargo had been the night by leaving the engines Numerous industry, military conditions conspired to make the offloaded, SIU members washed ahead throughout," wrote the and company officials com- evolution even more challenging. the empty cargo tanks to prepare captain. mended the captain and crew of Your successful completion of for ballast. Dangerous Winds the Matthiesen for a job well done this operation will pay dividends Sails for Italian Base However, high winds soon delivering the petroleum to the to both the U.S. and Italian AnOnce the ballast was com- forced the Matthiesen to make a Antarctic science stations under tarctic programs and is a direct reflection of your profespleted, the vessel was ready for slightly early exit. During the difficult conditions. NSF Operation Systems sionali s m and outstanding the transit to Terra Nova Bay, the night the winds increased to 20 Italian base. While the ice condi- knots, with gusts to 30 knots. Manager Dr. David Bresnahan seaman ship . Your efforts are tions remained problematic, the Around midnight, the ice was wrote in a telex to the ship, "On greatly appreciated." The Matthiesen was scheduled Matthiesen made the short breaking up in the bay and cracks behalf of the National Science voyage to Terra Nova Bay safely, were developing on the north Foundation's Office of Polar to return to the port of Houston at with the aid of the Coast Guard side, working toward the vessel. Programs, I would like to thank the beginning of this month. In addition to the Matthiesen The ice floe on the port side of the Captain Sa~uelsen and the crew cutters, and arrived February I. and Buck, Ocean Shipholding, Matthiesen (by the manifold) was of the MV Richa.rd G. Matthiesen "The unique difference between McMurdo Station and the working in the swell, and the cap- for the exceptional effort ex- Inc.'s Gus W. Darnell has parItalian base is that Terra Nova tain and crew became concerned pended to refuel the Italian station ticipated in past operations to Bay does not have an ice pier or that the ship would lose position. at Terra Nova Bay, Antarctica. refuel the scientific bases on AnThe winds increased to more Your tremendous accomplish- tarctica. any type of pier for the ship to dock while discharging the than 30 knots and were gusting, causing the ice surrounding the cargo," explained Bancroft. Why Take Fuel to Antarctica? "The Matthiesen has to rely on Matthiesen to break up much Antarctica at first may seem like an undesirable place to take a the ice in the area to wedge into more quickly. ta~ker. But when the task is keeping valuable research operations "The bow sheered to starboard place so that it will not move going year-round, one can understand the importance of delivering while the shoreside personnel and and I put the rudder 15 degrees much-needed petroleum products to the frosty continent. crewmembers arrange the cargo left to hold it steady," recalled the An ice sheet (averaging 2, 160 meters thick) covers all but about 2 hoses across the ice to the Italian captain. percent of Anta_rcti~a·s 14 million square kilometers. Additionally, "The ice was starting to station for discharge of the parts of Antarctica literally are the world's windiest places. crumble around the bow and we petroleum," he stated. But..Antarctica's lo~ation and climate offer exceptional oppor"While ice can cause problems were rapidly losing our hold in tunities to study marine and terrestrial biology biomedicine geolfor large tankers such as the Mat- the ice. I stopped cargo to disconogy, geophysics, glacial geology, meteorology, aeronomy and thiesen, in Terra Nova Bay you nect and depart the area," stated upper .at\llosphe_re i?hysics. Additionally, the dynamics of want the ice. The ice is all that the captain. Antarctica s massive ice sheets are an important piece of the Due to the unexpected halt in will hold the ship in place while global-warming puzzle. discharging cargo. The ship's discharge, the vessel was unable The largest Antarctic research station, M'cMurdo, is built on the biggest enemy is the winds in to empty all the cargo and southernmost ground th~t is reachable via ship. Established nearly Terra Nova Bay which can come departed Terra Nova Bay with ~O years ago, McMurdo includes more than 100 buildings ranging down from the mountains at 847 barrels of petroleum. How1n s1z~ fron:'. ~mall radio shacks to bigger, multi-story structures. speeds of up to 100 knots at sus- ever, the Matthiesen was able to Repair fac1ht1es, dorms, administrative buildings a firehouse tained duration," the shipping of- discharge 5,315 net barrels power plant, wa!er distillation plant, wharf, stor~s. clubs and warehouses .are linked by above-ground water, sewer, telephone ficial explained. "It is these winds which, according to Bancroft, "is and power lines. Of course, McMurdo contains state-of-the-art that have the force to eliminate more than enough to keep the the ship's tenuous position in the Italian base operating for a year or equipment to aid researchers and advance science and technology. ice. It is a very dangerous situa- more." The ship began its transit to The station's population has exceeded 1, 100 during the snow-free tion," he said. summer months; in the winter, that number is reduced to about 250. But during the early stages of New Zealand for bunkers and the Matthiesen' s mission at Terra then on to Houston, thus marking Nova, the vessel encountered no problems. According to Captain Samuelsen, the ship initially was secure in the ice. "A [ice] floe by the manifold acted as our pier, and the hose was repositioned to come over to the vessel at this point. We also used the same floe to place our gangway on," explained the captain in the master's report. "We were secured in position 1 and we commenced discharging operations. The engines were placed on dead slow ahead to hold ~- This photo of the Matthiesen was taken during summertime at McMurdo Station, but, as the ship into position. The wind had shifted, and this was causing ,. shown, snow and ice are year-round com.pan ions at the world's southernmost continent. the vessel to move aft slowly. Once we placed the engines -- �14 MARCH1995 SEAFARERS LOG A Runaway Skips Out on Wages, CS Maeda Praises SAs ITF Wins $5,187 in Al's Back Pay Aboard Global Link The International Transport Workers Federation (ITF) last month obtained more than $5,000 in back wages owed to a Ukrainian able-bodied seaman who had sailed on a runaway-flag vessel. Through the efforts of Spiro V arras, the SIU' s ITF inspector, AB Nicolay Stremetskiy received $5,187.98 in back pay for more than three months' work. Following a disagreement with the vessel's master, the AB left the Cyprus-flag ship Atlantis Two in late 1994 without being paid in accordance with the ITF standard agreement. Instead, he received less than half the amount called for in the contract. He later contacted the ITF while working aboard a different vessel, which was unloading cargo in Newark, N.J. V arras quickly arranged for Stremetskiy to receive his compensation, saved in an escrow account of the ITF secretariat in London. In a way, the delay in paying the AB may have worked to his advantage. After he left the Atlantis Two, "He went back to Ukraine and never received his pay. But if it had been sent through the SA James Alsobrooks Spiro Varras (left), the SIU's ITF inspector, secured more than $5,000 in back pay that was owed to Ukrainian seaman N. Stremetskiy. Ukraine government, he never would have gotten it," explained Varras. "The government would have taken the money." V arras added that the AB "was very happy to collect his back wages, which would represent 25 months' worth of earnings on [Ukraine]-flag ships." Based in London, the ITF strives to improve the working standards and pay levels of crewmembers on runaway-flag ships. The organization represents 400 democratic trade unions in 100 nations representing workers in a variety of transportation-related jobs. SA Hayward Pettway Brandon Dwight Maeda, chief steward aboard the Global Link is very proud of his steward assistants "and would love to show them off," he wrote in a note to the Seafarers LOG. Accompanying the note were photos of the six galley gang members aboard the ship, each from a different region of the country: Monell Liburd of St. Thomas, U.S. Virgin Islands; Victor Smith of Philadelphia; Harry Galderia of Honolulu; Hayward Pettway of Mobile; Edward Siu of San Francisco, and James Alsobrooks of Picayune, Miss. The 479-foot vessel, one of Transoceanic Cable Ship Co.' s five cable-laying and repair vessels which operates in behalf of its parent company, AT&T, is home-ported in Baltimore. _........... SAs Monell Liburd, Edward Siu, Harry Galderia and Victor Smith get ready to start another day's work. Keeping the crew well fed is one duty of the steward department, represented here by, from left, Chief Cook Lito G. Acosta, Chief Steward William C. Wroten and GSU Jim Abellano. Sea-Land Pacer Sails Weekly Shuttle It is life in the fast (sea)lane for crewmembers in all departments aboard the SeaLand Pacer. The weekly shuttle run between Pusan, South Korea and Yokohama and Tokyo, Japan means a quick turnaround in each port for the Sea-Land Service ship. The photos appearing here AB Ahmed M. Baabbad (left) and AB were taken by Capt Mike Nel- Darrell E. Peterson wash down the son. ship's deck. Supervising the deck work AB Rodolfo Asopardo (left) mixes paint while AB Russell D. Haynes is Bosun Francisco Munoz. prepares to start the painting process. The first snowstorm of '95 in Baltimore blankets the Global Link. Another Job Well Done Crewmembers aboard the Sea-Land Discovery are able to reap the culinary benefits of meals prepared by Chief Steward Diego Hatch (left) and Chief Cook Jorge Salazar, photographed in the ship's galley while at port in San Juan, P.R. �SEAFARERS LOG MARCH1995 Dispatchers' Report for Deep Sea JANUARY 16 - FEBRUARY 15, 1995 *TOTAL REGISTERED All Groups Class A Class B Class C Port 20 New York Philadelphia 1 7 Baltimore Norfolk 8 Mobile 7 New Orleans 20 Jacksonville 20 San Francisco 31 Wilmington 16 21 Seattle Puerto Rico 6 6 Honolulu 23 Houston St. Louis 0 Piney Point 0 0 Algonac 186 Totals Port New York 16 Philadelphia 2 Baltimore 2 6 Norfolk Mobile 8 New Orleans 17 Jacksonville 9 San Francisco 14 Wilmington 12 Seattle 9 Puerto Rico 6 Honolulu 5 12 Houston St. Louis 1 Piney Point 2 Algonac 0 Totals 121 Port 20 New York Philadelphia 3 Baltimore 1 4 Norfolk 9· Mobile New Orleans 6 Jacksonville 18 San Francisco 37 Wilmington 12 Seattle 18 2 Puerto Rico Honolulu 6 Houston 11 St. Louis 1 Piney Point 5 Algonac 0 Totals 153 34 7 12 20 14 26 18 27 18 25 3 19 10 1 2 24 10 0 5 8 3 6 1 5 14 7 4 3 2 256 0 1 2 75 13 1 10 12 11 14 11 19 9 , 6 0 0 1 5 1 4 6 2 5 3 2 7 6 18 10 2 3 0 12 0 0 154 0 39 15 2 3 10 4 11 5 10 8 6 3 11 13 0 3 1 105 1 0 0 2 1 2 1 0 3 1 1 5 1 0 1 0 19 TOTAL SHIPPED All Groups Class A Class B Class C DECK DEPARTMENT 2 14 19 1 2 2 1 9 9 12 12 12 0 18 13 1 28 12 11 4 20 0 14 7 16 5 10 1 17 10 0 2 1 8 13 3 17 6 15 2 1 1 4 0 0 l 1 1 43 170 145 ENGINE DEPARTMENT 14 0 8 2 0 1 4 0 2 1 7 5 0 6 17 2 10 15 4 10 9 2 12 6 8 1 3 0 0 11 0 l 7 12 5 3 4 12 13 1 0 0 4 0 1 0 0 0 19 107 97 STEWARD DEPARTMENT 1 7 8 0 1 2 2 0 3 l 4 3 4 0 6 12 1 2 1 8 7 4 0 23 2 5 9 14 3 0 0 4 0 l 1 2 7 0 8 1 0 0 0 1 1 0 0 0 61 8 90 Trip Reliefs 7 1 5 3 5 10 10 2 10 6 1 6 10 0 1 0 77 **REGISTERED ON BEACH All Groups Class A Class B Class C 60 2 5 17 15 37 48 43 36 43 15 7 38 0 0 1 367 53 9 11 25 23 34 39 43 34 39 9 23 45 2 4 2 395 April &May 1995 Membership Meetings Deep Sea, Lakes, Inland Waters Piney Point Monday, April 3, May 8 New York Tuesday: April 4, May 9 17 2 5 Philadelphia Wednesday: April 5, May 10 13 Baltimore Thursday: April 6, May 11 3 8 12 10 8 5 9 15 12 0 2 l 122 Norfolk Thursday: April 6, May 11 Jacksonville Thursday: April 6, May 11 Algonac Friday: April 7, May 12 Houston Monday: April 10, May 15 New Orleans Tuesday: April 11, May 16 Mobile Wednesday: April 12, May 17 San Francisco Thursday: April 13, May 18 9 1 0 1 1 6 11 3 4 3 1 8 6 0 0 0 54 33 2 3 9 10 24 20 22 21 20 10 7 15 1 6 0 203 31 2 11 17 18 24 29 31 19 19 7 15 19 1 12 0 255 1 0 1 10 2 5 8 5 7 6 6 12 1 0 0 0 64 Wilmington Monday: April 17, May 22 Seattle Friday: April 21, May 26 San Juan Thursday: April 6, May 11 St.Louis Friday: April 14, May 19 Honolulu Friday: April 14, May 19 Duluth Wednesday: April 12, May 17 Jersey City Wednesday: April 19, May 24 New Bedford Tuesday: April 18, May 23 Each port's meeting starts at 10:30 a.m. 3 0 0 2 4 7 4 9 6 4 1 0 8 0 0 0 48 27 22 2 2 0 5 1 0 3 1 3 8 6 16 14 27 67 18 32 2 11 22 1 7 0 252 2 18 7 8 13 21 9 8 6 19 11 0 4 2 155 5 6 3 4 14 3 0 1 0 54 ENTRY DEPARTMENT Port 84 30 13 0 2 9 5 1 33 New York 5 4 8 1 0 l 0 0 2 3 1 Philadelphia 7 7 0 0 2 0 4 0 4 0 Baltimore 19 19 4 0 2 9 9 7 1 9 Norfolk 2 33 1 0 l 3 11 1 19 Mobile 1 31 37 10 4 8 0 11 23 11 New Orleans 7 26 34 1 2 0 4 5 12 15 Jacksonville 2 26 19 18 3 0 3 9 10 16 San Francisco 11 28 19 13 2 0 7 3 8 11 Wilmington 8 46 16 9 0 1 8 6 17 8 Seattle 6 12 14 6 0 2 0 2 2 9 Puerto Rico 3 118 12 59 14 0 7 1 32 58 Honolulu 3 7 34 6 2 0 6 3 20 3 Houston 5 1 1 0 0 1 l 0 1 1 St. Louis 0 4 43 0 0 0 20 0 3 37 Piney Point 0 2 1 0 0 0 1 0 0 0 Algonac 0 320 94 471 0 45 32 109 138 246 53 Totals Totals All 560 916 12276 179 437 115 374 271 761 DeJ!artments 513 * ''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. Personals FORMER SHIPMATES OF FRANK ANDREWS Retired Seafarer Frank Andrews, who sailed from 1946 until 1993, would like to correspond with former shipmates. He may be reached at 4315 Pimlico Street, Pascagoula, MS 39581. TAMI HANSON Please contact your friend, Patricia Thompson, at 104 Essex South Drive, Lexington Park, MD 20653. ATHALENE McBRIDE (of Missouri) Sandra and Aaron McBride would like to get in touch with their paternal grandmother or anyone who knows her. Please contact them at 2728 NE 130th St., Seattle, WA 98125. ALEJANDRO RIOS SR. Anyone who knows the whereabouts of Alejandro Rios Sr., please contact his son, Alejandro Rios Jr., at 87-38 112th Street, Queens, NY 11418; or telephone (718) 849-2520. Rios Sr. is last known to have sailed as a cook/baker aboard the Americas in 1964. WWII MERCHANT MARINE VETS Any U.S. merchant marine veterans of World War II living in the Sanford, Fla. area are invited to join the local chapter of the U.S. Merchant Marine Veterans of World War IL For more information, please contact David Eslick at 3780 Branch Avenue, Mt. Dora, FL 32757; or telephone (904) 735-0865. 15 �16 SEAFARERS LOG MARCH1995 Dispatchers' Report for Great Lakes Seafarers International Union Directory Michael Sacco President John Fay Secretary-Treasurer Joseph Sacco Executive Vice President Augustin Tellez Vice President Collective Bargaining George McCartney Vice President West Coast Roy A. "Buck" Mercer Vice President Government Services Jack Caffey Vice President Atlantic Coast Byron Kelley Vice President Lakes and Inland Waters DeanCorgey Vice President Gulf Coast HEADQUARTERS 5201 Auth Way Camp Springs, MD 20746 (301) 899-0675 ALGONAC 520 St. Clair River Dr. Algonac,~ 48001 (810) 794-4988 BALTIMORE 1216 E. Baltimore St. Baltimore, MD 21202 (410) 327-4900 DULUTH 705 Medical Arts Building Duluth, MN 55802 (218) 722-4110 HONOLULU 606 Kalihi St. Honolulu, HI 96819 (808) 845-5222 HOUSTON 1221 Pierce St. Houston, TX 77002 (713) 659-5152 JACKSONVILLE 3315 Liberty St. Jacksonville, FL 32206 (904) 353-0987 JERSEY CITY 99 Montgomery St. Jersey City, NJ 07302 (201)435-9424 MOBILE 1640 Dauphin Island Pkwy. Mobile, AL 36605 (334) 478-0916 NEW BEDFORD 48 Union St. New Bedford, MA 02740 (508) ?97-5404 NEW ORLEANS 630 Jackson Ave. New Orleans, LA 70130 (504) 529-7546 NEW YORK 635 Fourth Ave. Brooklyn, NY 11232 (718) 499-6600 NORFOLK 115 Third St. Norfolk, VA 23510 {804) 622-1892 PHILADELPHIA 2604 S. 4St. Philadelphia, PA 19148 (215) 336-3818 PINEY POINT P.O. Box 75 Piney Point, MD 20674 (30 l) 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 16 lh Santurce, PR 00907 (809) 721-4033 SEATTLE 2505 First Ave. Seattle, WA 98121 (206)441-1960 ST.LOUIS 4581 Gravois Ave. St. Louis, MO 63116 (314) 752-6500 WILMINGTON 510 N. Broad Ave. Wtlmington, CA 90744 (310) 549-4000 JANUARY 16- FEBRUARY 15, 1995 CL-Company/Lakes L-Lakes *TOTAL REGISTERED All Groups Class CL Class L Cl~ NP Port 0 28 3 0 13 1 0 8 3 Algonac 0 16 6 Totals All Departments 0 65 13 Algonac Port Algonac Port Algonac Port NP-Non Priority TOTAL SHIPPED All Groups Class CL Class L Class NP DECK DEPARTMENT 0 1 0 ENGINE DEPARTMENT 0 0 0 STEWARD DEPARTMENT 0 0 0 ENTRY DEPARTMENT 0 0 0 0 0 1 **REGISTERED ON BEACH All Groups Class CL ~ L Class NP 0 39 8 0 20 3 0 12 3 0 37 25 0 108 39 * "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. Dispatchers' Report for Inland Waters JANUARY 16 - FEBRUARY 15, 1995 *TOTAL REGISTERED All Groups Class A Class B Cla~ C Region 3 8 0 38 0 1 1 0 10 Totals Region so 3 20 Atlantic Coast Gulf Coast Lakes & Inland Waters West Coast 2 1 15 1 19 0 1 0 0 3 0 0 0 1 3 1 0 2 0 0 1 Atlantic Coast Gulf Coast Lakes & Inland Waters West Coast Totals Region 2 0 10 Atlantic Coast Gulf Coast Lakes & Inland Waters West Coast 0 Totals 4 1 3 1 2 73 7 25 Totals All Departments 2 1 0 TOTAL SHIPPED All Groups Class A Cl~B Class C DECK DEPARTMENT 2 0 0 2 1 3 0 0 0 30 2 6 34 3 9 ENGINE DEPARTMENT 1 0 0 0 0 0 0 0 0 5 0 0 6 0 0 STEWARD DEPARTMENT 1 0 0 1 0 0 0 0 0 0 0 0 2 0 0 42 3 9 **REGISTERED ON BEACH All Groups Class A Class B Cla~ C 20 6 42 5 2 3 0 9 0 14 0 43 73 14 57 1 0 3 0 2 1 1 1 0 0 26 2 2 1 6 0 2 0 1 10 3 6 7 109 19 68 22 1 1 4 0 1 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. -IU BULLETIN BOARD PAY VOUCHERS NEEDED WITH SOME VACATION APPLICATIONS Seafarers sailing aboard the following vessels must provide copies of their pay vouchers when filing for vacation benefits related to employment. American Overseas Cape Washington Capeluby Cape Johnson Cape John Cape Jacob Cape Lambert Cape Lobos Cape Wrath Wright Curtiss Apex Marine Corp. International Marine Carriers, Inc. Cape Farewell Cape Flattery Cape Florida Keystone State Gem State Grand Canyon State Cape Fear Green Mountain State Interocean Management Corp. Gopher State Flickertail State Comhusker State Diamond State Equality State Bay Ship Management, Inc. OMICorp. Mt. Washington Cape Mendocino Petersburg Cape May American Osprey Cape Mohican Potomac Cape Race Chesapeake Cape Ray Cape Rise Cape Trinity Cape Taylor Cape Texas & PORTUPCOMING rfi ARTHUR, TEXAS MEMBERSHIP MEETINGS A general informational Seafarers membership meeting will be held on Wednesday,April5, 1995at2:00p.m. It will take place at the Ramada Inn on Highway 87 in Port Arthur. Contact the Houston SIU hall for further information. ~ UPDATEYOURADDRESS In order to ensure that active SIU members and pensioners receive a copy of the Seafarers LOG each month-as well as other important mail such as W-2 forms, pension and welfare checks and bulletins or notices-a correct home address must be on file with the union. If you have moved recently and have not yet notified the union, go to your nearest union hall and fill out a change of address form or send your new address (along with your name, book number and social security number) to: Address Control, Seafarers International Union, 5201 Auth Way, Camp Springs, MD 20746. <fl �SEFARERS LOG MARCH1995 T he growing ranks of SIU pensioners has been increased by 16 Seafarers who have ended their careers as professional mariners. Thirteen of the union brothers signing off this month shipped in the deep sea division and three sailed the inland waterways. Ten of the retiring Seafarers served in the U.S. military four in the Army, three in the Navy, and one each in the Coast Guard, Air Force and Marine Corps. Seven of those beginning their shoreside years attended recertification courses at the Lundeberg School in Piney Point, Md. Carlos ff. Canales, Willis N. Gregory, William R. Kleimola, John B. Lundborg and Aubrey Waters completed the bosun recertification course. Crisanto M. Modellas and Jack R. Utz graduated from the steward recertification course. Of all the Seafarers signing off this month, Brother Utz sailed the longest, having joined the union in 1948 in the port of Baltimore. On this page, the LOG presents brief biographical accounts and the seagoing activities of this month's pensioners. DEEP SEA CARLOS ; ff. : CANALES, ~;;;;;;;;;;;:=-.;;:;:::==;;:;;-.=;;;;;i, ' 57, signed on with the Seafarers in 1955 in the port of New ~======i Orleans. He sailed in the deck department, working his way up to bosun. Brother Canales graduated from the recertified bosun course at at the Lundeberg School in Piney Point, Md. in 1992. A native of Texas, Brother Canales currently resides in Florida. GEORGE W.DAVIS, 64,began sailing with the SIU in 1960 from the port of New Orleans. Brother Davis shipped in the steward department and upgraded his skills at the Lundeberg School. Born in Mississippi, Brother Davis currently resides in Louisiana. fr~liii~I MICHAEL M. ENDRES, 63,joined the union in 1956 in the port of Baltimore. '------====-.:=c_-' Brother Endres sailed as a member of the steward department. He served in the U.S. Army from 1953 to 1955. Born and raised in Maryland, Brother Endres has retired to his home state. 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. CHARLES J.GALLAGffER, 66, was born in New Jersey. He began sailing with the SIU in 1967 from the port of New York. Brother Gallagher shipped in the engine department and later upgraded to QMED. He also sailed as chief electrician. Brother Gallagher attended the Lundeberg School regularly for additional training and upgrading. He served in the U.S. Navy from 1945 to 1965. Brother Gallagher has retired to New Jersey. ~iiijijiWiiiiir"1J· WILLIS GREGORY, 62, signed on with the union in 1957 in the port of New York. He sailed in the deck department. Brother Gregory graduated from the bosun recertification program at the Lundeberg School in 1982. He served in the U.S. Navy from 1949 to 1953. Born and raised in Virginia, Brother Gregory continues to live there. WILLIAM R. KLEIMOLA,68, tion course at the Lundeberg School in 1980. A World War II veteran, he served in the U.S. Army from 1942 to 1946. Born in the Philippines, Brother Modellas has retired to Seattle, which he calls his second home. FRANKP. PAPPONE, 65, a native of Massachusetts, joined the union in . , 1969 in the 4 1 ' rn ~ port of St. Louis. Brother Pappone sailed in the steward department. He served in the U.S. Anny from 1949 to 1952. Brother Pappone makes his home in California. DERRELL G.REYNOLDS, 64, signed on with the Seafarers in 1970 in the port of Mobile, Ala. Brother Reynolds sailed in the steward department. He served in the U.S. Navy from 1949 to 1953. A native of Mississippi, Brother Reynolds currently resides in Alabama. RAMON TORRES SOTO, began his sailing career with the Seafarers in 1952 from the port of Baltimore, shipping as a member of the deck department. Brother Kleimola completed the bosun recertification course in 1973 at the Lundeberg School. He served in the U.S. Navy from 1944 to 1946. Born in Michigan, Brother Kleimola now resides in California. JOffNB. LUNDBORG,61, signed on with the Seafarers in 1963 in the port of New =======York. Lundborg, who was born in Sweden, sailed in the deck department. He graduated from the bosun recertification course at the Lundeberg School in 1981. Brother Lundborg now lives in Washington state. 64, a native of Puerto Rico, joined the SIU in the port of New York in 1968. He sailed in the engine department and upgraded to QMEDat the Lundeberg School. Brother Soto has retired · to his native L---~_.;;;:_.;.=--' Puerto Rico. JACKR. UTZ,65, began sailing with the union in 1948 from the port of Baltimore. He shipped in the steward department. Brother Utz upgraded four times at the Lundeberg School and completed the steward recertification course there in 1980. He also is a 1978 recipient of a Seafarers scholarship, which he used to earn a bachelor's degree. The steward was known aboard ship for the newsletters he wrote and produced. Born in Maryland, Brother Utz presently lives in Washington state. AUBREY L. WATERS, 66, born in Alabama, joined the Seafarers in 1965 in the port of Seattle. Sailing as a member of the deck department, Brother Waters graduated from the bosun recertification course at the Lundeberg School in 1975. He served in the U.S. Coast Guard from 1948 to 1950. Brother Waters has retired to his native state of Alabama. INLAND EDWARD FORTNER, 61,joined the union in 1956 in the port of New Orleans. Boatman Fortner served in many deck department ratings, including tankerman. He last sailed as a pilot. Boatman Fortner served in the U.S. Air Force from 1945 to 1948. Born in Mississippi, he now resides in Louisiana. BERTV. KAISER, 62, began sailing with the \ Seafarers in ~\ 1967 from the port of Detroit. Born in Wisconsin, he started working in the Great Lakes division and later transferred to inland vessels as a member of the deck department. Boatman Kaiser presently lives in Michigan. RAYMOND J.PITRE, 64, signed on with the SIU in 1958 in the port of New Orleans. Boatman Pitre last sailed as a captain. He served in the Marine Corps from 1947 to 1949. Born and raised in Louisiana, Boatman Pitre continues to live there. Schola rship Application Dea dline, April 15, Is Just Around the Corner April 15 is the deadline for mailing applications for one of seven scholarships being awarded in 1995 by the Seafarers Welfare Plan to help qualified Seafarers, their spouses and dependent children finance a college-level education. As in past years, four of the scholarships are set aside for the children and spouses of Seafarers. Each of these four stipends is for $15,000 to be used at a four-year college or university. The other three scholarships are for Seafarers themselves. One of the awards is for $15,000 for use at a four-year institution of higher learning. The remaining two scholarships amount to $6,000 each and may be used for study at a community college or vocational school. April 15 is fast approaching, but with a little organization, there is still time to collect the necessary information and send in a completed application package. First, an application form is required. The booklet containing this form may be obtained from any SIU hall or by filling out the coupon below and returning it to the Seafarers Welfare Plan. Eligibility requirements are spelled out in the booklet. The application form, itself, is easy enough to fill out. But the entire application package includes a number of additional items which must accompany the form. They include: • autobiographical statement, · • photograph, • certified copy of birth certificate, • high school transcript and certification of graduation or official copy of high school equivalency scores, • college transcript, • letters of reference and • SAT or ACT results. With the cost of a college education rising each year, the Sill scholarship is one Sill benefit that can help members and their families realize their educational goals. But no one can be awarded a scholarship without filling out an application and mailing it to the Seafarers Welfare Plan by April 15. r----------------------------------------------1 P lease send me the 1995 SIU Scholarship Program booklet which contains eligibility information, procedures for applying and the application form. CRISANTO M.MODELLAS,69, joined the SIU in 1964 in the port of Seattle. Brother Modellas shipped in both the engine and steward departments and completed the steward recertifica- City, State, Zip Code - - - - - - - - - - - - - - - - - - - - - - - - Telephone Number _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ This application is for: D Self D 17 Dependent Mail this completed form to Scholarship Program, Seafarers Welfare Plan, 5201 Auth Way, Camp Springs, MD 20746. 3195 ----------------------------------------------~ �- 18 SEAFARERS LOG MARCH1995 Digest of Ships Meetings The Seafarers LOG attempts to print as many digests of union shipboard minutes as possible. On occasion, because of space limitations, some will be omitted. Ships minutes first are reviewed by the union's contract department. Those issues requiring attention or resolution are addressed by the union upon receipt of the ships minutes. The minutes are then forwarded to the Seafarers LOG for publication. RANGER (Vulcan Carriers), September 25-Chairman Larry McCants, Secretary Chih-Hua Chang, Deck Delegate Phillip Des Marteau, Engine Delegate Alex Resendez III, Steward Delegate Tookie Davalie. Chairman announced repair of refrigerated boxes and receipt of new VCR and couch for crew lounge. Educational director urged members to attend upgrading courses at Lundeberg School at the Paul Hall Center in Piney Point, Md. No beefs or disputed OT reported. Chairman reminded crew to check z-card renewal date because without renewed card, member will not be allowed to ship. Crew discussed where to put new dryer. Chairman encouraged crew to send photographs of members aboard ship to the Seafarers LOG. RANGER (Vulcan Carriers), October 2-Chairman Larry Mccants, Secretary Chih-Hua Chang, Educational Director H. Smith Jr., Engine Delegate Alex Resendez Ill, Steward Delegate Tookie Davalie. Crewmembers' photographs to be taken for shore passes. Educational director reminded crew of importance of upgrading at Piney Point. Treasurer announced movie fund being set up to purchase videotapes. No beefs or disputed OT reported. Crew discussed placing floor mats at house entrances and exits. Bosun requested crew return videotapes after viewing. He also reminded crew to separate plastic from regular trash. Ship heading to Argentina. - LNG ARIES (ETC), November 27-Chairman John P. Davis, Secretary Doyle Cornelius, Educational Director Jose A. Quinones, Deck Delegate George M. Silalahi, Engine Delegate Dasril Panko, Steward Delegate Arlene Ringler. Chairman reminded crewmembers of no smoking policy in crew lounge. Educational director urged members to upgrade at Paul Hall Center. Treasurer reported $437 in ship's fund. No beefs or disputed OT. Crew gave vote of thanks to steward department for job well done. OVERSEAS HARRIETTE (Maritime Overseas), November 27Chairman Daniel Laitinen, Secretary George Quinn, Educational Director David Dunklin, Deck Delegate Donnie Mccawley, Engine Delegate Donald Volluz, Steward Delegate Miguel Aguilar. Chairman thanked crew for smooth trip to Guatemala. He reported ship returning to New Orleans for payoff on morning of December 3, then loading for trip to Beira, Mozambique. Secretary thanked crew for help separating plastics from other refuse. Educational director encouraged members to upgrade at Lundeberg School. No beefs or disputed OT reported. Crew thanked galley gang for excellent Thanksgiving Day meal. Next port: New Orleans. OVERSEAS OHIO (Maritime Overseas), November 28-Chairman Walter Weaver, Secretary Earl Gray Sr., Educational Director Glenn Henderson, Deck Delegate Paul Adams, Engine Delegate Karl Benes, Steward Delegate Musa Ahmed. Chairman praised crew for excellent work keeping vessel safe while in Valdez, Alaska when decks were covered with three inches of snow and temperatures were below freezing. He asked crewmembers to keep up good work and wished everyone a belated happy Thanksgiving. Secretary thanked members for keeping plastic items separated from regular trash, thereby saving galley gang members unnecessary work. He also advised members to upgrade at Piney Point. Educational director reminded crew of course offerings at Paul Hall Center which will be re- quired of all Seafarers sailing on tankers and urged them to attend as soon as possible. Engine delegate reported disputed OT. No beefs or disputed OT reported by deck or steward delegates. Crew extended special vote of thanks to Captain Moore for acquiring lobsters for Thanksgiving meal. Crew gave special thanks to steward department for job well done preparing great meals, especially during holidays. Crew observed moment of silence in memory of deceased SIU members. Next port: Valdez. OVERSEAS WASHINGTON (Maritime Overseas), November 29Chairman Tim Koebel, Secretary Robert Miller, Educational Director Kevin Wray, Steward Delegate Charles Atkins. Chairman announced patrolman to come aboard ship in Corpus Christi, Texas and reminded crewmembers departing ship to leave key and clean room. He reported ship charter extended to April 1995. No beefs or disputed OT reported. Crew thanked galley gang for great Thanksgiving Day menu. Next port: St. James, La. RICHARD G. MA TTH/ESEN (Ocean Shipholding), November 13Chairman James T. Martin, Secretary Lovell McElroy, Educational Director Ronnie Day, Deck Delegate Dana Naze, Engine Delegate Gilbert Tedder, Steward Delegate Mohamed R. Quarish. Treasurer reported $940 in ship's fund. No beefs or disputed OT reported. Chairman read letter from headquarters stating all tanker workers must take safety course at Piney Point in 1995. Bosun reminded crew to use copy of vacation pay return for verification when filing for unemployment. Vessel en route to France. HIGHLIGHTS Liberty Spirit-Crew believes record U.S. grain harvest means lots of 1995 voyages for ship. LNG Aries-Members urged to upgrade at Paul Hall Center. Overseas Ohio -Crew praised for keeping vessel safe during snow and ice conditions. Sea-Land Independence -Galley gang thanked for excellent holiday decorations and meals. SEA-LAND EXPLORER (SeaLand Service), November 20---Chairman Jack Kingsley, Secretary William Burdette, Educational Director Guy Pollard-Lowsley, Engine Delegate Arthur Shaw, Steward Delegate Carlito Navarro. Chairman reported smooth trip with payoff scheduled upon arrival in Long Beach, Calif. No beefs or disputed OT reported. SEA-LAND EXPRESS (Sea-Land Service), November27-Chairman Ernest Duhon, Secretary Joe Johnson, Educational Director Michael Powell, Deck Delegate Dennis Brown, Engine Delegate Richard Surrick, Steward Delegate Mike Bubak.er. Chairman thanked steward department for excellent Thanksgiving Day dinner. Educational director stressed importance of upgrading at Lundeberg School. Deck delegate reported disputed OT. No beefs or disputed OT reported by engine or steward delegates. Crew thanked galley gang for fine job. SEA-LAND LIBERATOR (SeaLand Service), November 27-Chairman Teodulfo Alanano, Secretary G.F. Thomas, Educational Director Elwyn Ford. Educational director urged members to take advantage of upgrading opportunities at Paul Hall Center. No beefs or disputed OT reported. Next port: Long Beach, Calif. SEA-LAND PRODUCER (SeaLand Service), November 28-Chairman Jack Edwards, Secretary Donna Jean Clemons, Educational Director James Smitko, Deck Delegate Chris Taylor, Engine Delegate Louie Diaz, Steward Delegate Susano Cortez. Chairman announced arrival in Oak.land, Calif. and departure for Long Beach, Calif. No beefs or disputed OT reported. Chairman asked crew to return videotapes on time so others can enjoy them. GOLDEN MONARCH (Apex Marine), December 2-Chairman J.C. Dilla, Secretary William Williams, Engine Delegate Guadalupe Garza. Chairman announced arrival in Philippines. Secretary advised members to be safe in port of Manila and on the job. Treasurer announced $1,200 in ship's fund. Deck delegate reported disputed OT. No beefs or disputed OT reported by engine or steward delegates. Crew discussed using portion of ship's fund for purchase of entertainment equipment for crew lounge. Chairman stressed caution when performing all job duties and urged members to read safety manual located in crew lounge. /TB JACKSONVILLE (Sheridan Transportation), December 27Chairman George Diefenbach, Secretary Ray Crawford, Deck Delegate Brian Bush, Engine Delegate Carlos Bonefont, Steward Delegate Greg Crawford. Deck department thanked bosun for his organized approach to work and good humor. Crew thanked galley gang for top-notch holiday meals. LIBERTY SPIRIT (Liberty Maritime), December I I-Chairman Terry Cowans, Secretary Ronald Malozi, Educational Director G. Valerio, Deck DelegateJ. Favero, Engine Delegate Robert Walker, Steward Delegate P. Carter. Chairman announced room inspection upon arrival in next port. He reminded deck department members to wear necessary safety gear while working on deck during cargo operations. Secretary asked crew to bring soiled linen to linen locker for cleaning. He reminded crew to leave rooms neat before signing off ship. Educational director urged members to upgrade at Lundeberg School. He noted availability of a bus from Piney Point to Leonardtown, Md. once a week for shopping while attending school. Deck delegate reported disputed OT. No beefs or disputed OT reported by engine or steward delegates. Crew extended special vote of thanks to Chief Cook Rudy Xatruch for excellent food . Crew also thanked Chief Steward Malozi for variety in menus. Crew discussed record harvest of grain in United States in 1994. Shipping will continue to be good for the Liberty Spirit into 1995, crew believes, since it delivers U.S. grain to ports worldwide. Cleaning of shipboard tanks gone over by crew. Next port: Beaumont, Texas. LIBERTY WA VE (Liberty Maritime), December 4-Chairman Pat Baker, Secretary Glenn Bertrand. Engine Delegate Gene Wheelis. Secretary noted good voyage to Russia. Deck and engine delegates reported disputed OT. No beefs or disputed OT reported by engine delegate. Crew gave vote of thanks to galley gang for fine Thanksgiving Day dinner. NEDLLOYD HOLLAND (SeaLand Service), December 25-Chairman Jerry Bass, Secretary Mark Flores, Educational Director John Ashley, Deck Delegate Joseph Lisenby. Secretary recommended crewmembers go to Paul Hall Center to upgrade their skills. No beefs or disputed OT reported. Crew extended vote of thanks to galley gang for special Christmas meals. OM/ DYNACHEM (OMI Corp.), December 11-Chairman Michael Simpson, Secretary Steven Wagner, Deck Delegate Amante Gumiran, Engine Delegate Hassin Asumari, Steward Delegate Tom Kreis. Chairman announced payoff upon arrival in Baton Rouge, La. He reminded crewmembers to work safely and notify him or chief mate if safety hazards are discovered. Secretary asked members to sign crew list. Educational director urged members with required sea time to upgrade skills at Lundeberg School. He advised crew U.S. merchant marine is getting smaller and Seafarers must stay well-trained. Deck delegate reported disputed OT. No beefs or Lopez, Steward Delegate Joaquin Martinez. Crew thanked steward department for job well done on holiday preparations and for time and effort expended in helping create festive Christmas at sea. SEA-LAND CONSUMER (SeaLand Services), December 18Chairman Francis Adams, Secretary Ray Garcia, Educational Director Ewald Fahie, Deck Delegate Frank Cammuso, Engine Delegate Michael Viegel, Steward Delegate Arthur Edwards. Chairman encouraged members to write congressional representatives, encouraging them to pass a maritime program in 1995. He reminded crew to check zcards for renewal dates. Secretary wished everyone a happy holiday season. He advised members to read the Sea/are rs LOG and check new Lundeberg School schedule for Bon Appetit - ~ !S\ry] Deck department members aboard the USNS Sealift Pacific enjoy a hearty lunch prepared by the ship's galley gang following arrival in Aruba. From the left are Bosun David Zurek, OS Joseph Canell, Pumpman Jason Etnoyer and AB Roy Mitchell. disputed OT reported by engine or steward delegates. Crew discussed getting flu shots at time of annual physical. All aboard Dynachem wish SIU brothers and sisters Merry Christmas and Happy New Year. Crew thanked steward department for job well done. OVERSEAS WASHINGTON (Maritime Overseas), December 11Chairman Tim Koebel, Secretary Robert Miller, Educational Director Kevin Wray . Crew thanked galley gang for preparing great food for barbecue. Crew wished departing captain luck on his next ship. Chairman asked crewmembers to observe shipboard smoking rules and empty ashtrays in crew lounge and mess halls. He asked tho e signing off vessel to turn in keys and clean rooms. Next port: St. James, La. SEA-LAND INDEPENDENCE (Sea-Land Service), December 2Chairman Bill Kleimola, Secretary Nancy Heyden, Educational Director Daniel Dean, Deck Delegate George Fries, Steward Delegate Amanda Suncin. Chairman reported crewmembers working very hard to ensure smooth trip. Educational director reminded crew to upgrade at Piney Point. No beefs or disputed OT reported. Chairman noted importance of crewmembers helping keep crew lounge clean. Crew gave vote of thanks to steward department. Next port: Yokohama, Japan. SEA-LAND INDEPENDENCE (Sea-Land Service), December 24-Chairman BilJ Kleimola, Secretary Nancy Heyden, Educational Director Daniel Dean, Deck Delegate George Fries, Engine Delegate Angelo Dunklin, Steward Delegate Amanda Suncin. Chairman noted recent bad weather and thanked crewmembers for extra effort during this time. Educational director advised crewmembers of importance of upgrading at Paul Hall Center. No beefs or disputed OT reported. Crew thanked galley gang for excellent Thanksgiving and Christmas decorations and superb holiday meals. Steward department thanked engine department for galley repairs and noted ironing board also needs fixing. Steward delegate asked crewmembers to assist in keeping crew lounge clean. Crew wished all SIU brothers and sisters Happy Holidays. Next port: Long Beach, Calif. OVERSEAS VALDEZ (Maritime Overseas), December31-Chairman Roberto Zepeda, Secretary Tyler Laffitte, Deck Delegate Anthony Garcia, Engine Delegate Andrew upgrading opportunities. Engine delegate reported disputed OT. No beefs or disputed OT reported by deck or steward delegates. Bosun thanked crew for good trip and noted expected receipt of new mattresses for crew. He advised crew members to secure exercise equipment for safe use. Crew gave thanks to steward department for outstanding food and cookouts. Next port: Oakland, Calif. SEA-LAND HAWAII (Sea-Land Service), December27-Chairman Robert Pagan, Secretary Don Spangler, Educational Director Rick Cavender, Deck Delegate Bruce Holloway, Steward Delegate Glenn Taan. Chairman praised crew and voyage. He noted organization of movie library and asked crew to help keep videotapes in order. Bosun asked crew to keep plastic waste separate from regular refuse. He thanked steward department for fine holiday meals. Educational director stressed importance of upgrading skills at Piney Point. No beefs or disputed OT reported. Steward delegate reminded crew to return dirty silverware and china to galley after use and to keep crew laundry room clean by keeping greasy clothes in machine marked "Dirty and greasy clothes only." Next port: Oak.land, Calif. SEA-LAND MOTIVATOR (SeaLand Service), December 25-Chairman Howard Knox, Secretary Joseph Speller, Educational Director David Dukehart, Deck Delegate I. Dixon, Engine Delegate Terry Mouton, Steward Delegate Nelson Morales. Chairman announced payoff in Rotterdam. Educational director reminded members to upgrade at Paul Hall Center. No beefs or disputed OT reported. SEA-LAND PRODUCER (SeaLand Service), December 26-Chairman Jack Edwards, Secretary Cassie Tourere, Educational Director James Smitko, Deck Delegate Chris Taylor, Engine Delegate Louie Diaz, Steward Delegate Mohamed Omar. Chairman reminded crewmembers to return videos after viewing and announced estimated time of arrival in Oakland, Calif. Secretary thanked crew for helping keep ship clean. Educational director advised members to upgrade at Paul Hall Center. Treasurer reported $55 in ship's fund. No beefs or disputed OT reported aboard ship. Crew requested new pillowcases; they also thanked galley gang for good holiday meals. Crewmembers noted Christmas photos sent to Seafarers WG and wished all SIU brothers and sisters Merry Christmas and Happy New Year. �MARCH1995 SEAFARERS LOG phottos Three Seafarers' wedding ceremonies highlight this month's Seafarers LOG family album. Also on display are proud SIU parents and their children, as well as a member's successful fishing venture. As always, the LOG welcomes photographs from Seafarers and their families and will publish them on a periodic basis. 19 �- 20 SEAFARERS LOG MARCH1995 whether it be an engine, deck or steward department job. I can't ever remember not wanting to learn anything. And a crewmember was always there to help me. I've also passed on the knowledge of what I learned to others, and upon read- - - - - - - - - - - - - - - - - ing of their upgrading to the point of a _____b_y_W_a_l_te_r_K_ar_lak _ _ _ _- - ! license, it makes me feel good ... In many issues of the LOG, members Editor's Note: Brother Karlak began were asked to write their senators and sailing with the SIU in 1951. He retired congressmen concerning important isin 1987, having attained the rating of sues for the merchant marine. Well, I chief electrician. finally did so, after putting it off so many times. The address I was given I look forward each month to receivwas in New York. I thought it would not ing the LOG to bring me up to date on reach the senator since he's in the maritime news, along with the Washington, and would be read only by union's latest events. Nowhere can this his aides. news be found in the area papers ... I sure was wrong, as the enclosed letWhat is found in these papers are killter [from New York Senator Daniel ings, sex, scandals, etc.-which are Patrick Moynihan] indicates. It shows never found in the LOG. that letters are answered by VIPs and it's What is reported in the LOG is how not a waste of time in writing ... I've everyone helps in times of emergency written to New York Mayor Giuliani while at sea, no matter who is in need of also and have received a reply. help. There's no turning back because So, members, express your thoughts to the crewmembers in need are of a difyour VIPs. If I can do it, why can't you? ferent color, union, country, etc. The My Thoughts On Training And Education can1 The creative works of SIU pensioners and their thoughts wllt appear from time to time In the Seafarers LOG. The newspaper welcomes submissions from · retired Seafarers and their families. . Articles, letters, drawings, photos and cartoons maybe sent to the LOG for publication. need is there. And everyone helps. This must be the code of the sea and should be applied to all humans ~CniMt .$'4fes .5>enQfe •A.9ff•HGTUH, o .c. . . . anywhere in the world .... December 30, 199 , I'm always amazed at all the upgradWalter Karlalt o. 62nd St. ing courses for the members. This was Si.De, Hew forJt 11377 A very happy retirement it has been unbelievable in my time of being a mem- Hr. KarJaJt: for me, thanks to the pension check that ber. There were some which I failed to I do thank you for arrives so promptly every month. I can take advantage of, believing I'd take it lerc:hant Mariners Fat~~!!~t!ng me regarding H R • • c:t Of 1993. hear the sea from where I am writing As you may know z the next month, always taking for Marine. I was' a c:~m a strong support r of t this, but it is no longer calling, "Back to granted that the courses would be avail1~. bills prohibit . -spon~o~ of both s. 2031 he hng the Un i ted 1ng add1t1onal fees for . ~nd work! Back to work!" Now it has a mel- able. Well, the courses were and still are, :o a supporter o~t!tes Herc;:h~nt Marine Aca~1tize1 7! that would e:rrten;1;~ sb11111la~ to H.R . "e11y. lower chant, "Take it easy! Take it 1n World war II e enetits of Ha · • but in waiting all that time, I've gotten to the Herc:hant •.. _ T~h legislation has r~eneers w~ _ _ _ _b_y_C-har-le_s_A_._B_o_rtz _ _ _ _ _ 1 easy!" Thanks to my fellow Seafarers ..... rine Subco111m · t n reold enough to retire, and I still regret not cteeam ~otc o:merce, Science. and T:a!!e of the Sena taking the courses. - - - - - - - - - - - - - - - i who are still toiling on the deep, that is · action is !:~~ted"'th1;1nderat11ndinrf!a;~~·n°f is year. o just what I intend to do. So, to all the members who are putEditor's Note: Writing from Pondicher'! s H~rchant Marine is clearl . tic;: and international y important in UpholC When this latest composition (see ting off the schooling, don't do as I did. n•t1on11~ defense. Be commerce• •nd in providi ry, a seaport in India, Charles A. Bortz, r your views on thes . assured that I will al below) burst from my typewriter, I cast Take it NOW. e irnportant issues way a retired Sea/arer who first began sail1ppreciate youi: i • I was fortunate in sailing with very 1 ing with the SIU in the early 1950sfrom around for who to send it to. I thought •;s!!:;:r t~t c:~~!:~I:~!'fn ~h;h;~c:!c~~ • thf!e~;· of my nephews and my sisters-still good members who gave me on-the-job the port of Baltimore, shares his puffing away. And then I thought of all training. These guys spent many hours Sincerely, thoughts on an activity he associates the shipmates with whom I had shared teaching me and, at times, using their with his days at sea. this now sinful habit. And, of course, I own time, which to this date I apD«nieJ Patric:lt "-'. thought of the LOG which has always preciate. I'd ship on an Isthmian ship A..}nu1an Four years have passed since I esbeen our link. going around the world, with someone caped from the Overseas Alice in the Elected officials listen to their voters. That's Smooth sailing! always wanting to teach me, and in three what Brother Karlak found when he wrote Gulf of Oman and fled into retirement. to four months I'd know something new, to his senator. Looking Back On the Days of A 'Sinful Habit' 0 111 '\.Q/L.o . The Last Cigarette by Charles A. Bortz Goodbye, old friend. They say that you are bad for me, that if we go on this way, you will be the death of me. What I shall do without you, I don't know. You have always been there, the first one to reach for in moments of anger and pain, in moments of loneliness. What quiet, splendid times we spent together-leaning over a stone bridge to watch the clear water swirl beneath, or back to an ancient, gnarled oak watching the little birds flitting through the branches above. And not only the good times, the bad times as well-especially, the bad times; crouched in a frozen hole in the ground while red tracers snarled above, sheltered in the curve of a bulkhead while the bitter gale wind tried to tear us apart, hiddenhiding under the sheets waiting for the surgeon's knife. You were comfort and consolation. IN MY DREAMS WALTEA KARLAK Pti,WECiOTO PufRTO RICO ANDBAtK. YOU OON'T NEED AU. 1MISGEAfl/ ~ What do they know of such moments, this smug generation of the environmentally pure? What do they know of frozen foxholes, or rainwater soaking through cardboard soles? They say-smirking-you are bad for me. It wasn't always so. When we were young, we could go anywhere together-proudly, openly. The great statesmen of our time shared our passion as did the glittering Hollywood stars, the renowned artists, the talkers and writers in all the bars and bistros of the world. No more. Now we must hide in comers, look shamefaced and guilty when we are caught together, endure the superior stares and raised eyebrows, the nolonger-concealed contempt of pimply teenagers and toothless oJdsters alike. So enough. We had a good run. Nothing lasts forever. It all goes up in smoke. But, one last drag ... SIU Pensioner Walker Karlak misses his sailing days and dreams about what it would be like to return. The cartoon above, inspired by Brother Karlak's drawing, is what Karlak thinks it might be like if he shipped today. More of Karlak's musings appear above. �SEAFARERS LOG MARCH1995 21 Final Departures DEEP SEA WILLIAM P. AUSTIN Pensioner William P. Austin, 91, died November 12, 1994. Born in Texas, Brother Austin joined the Marine Cooks and Stewards union in 1955 in the port of San Francisco, before that union merged with the SIU's Atlantic, Gulf, Lakes and Inland Waters District (AGLIWD). Brother Austin retired in June 1968. JOSEPH E. BAILEY Pensioner Joseph E. Bailey, 64, passed away January 14. Brother Bailey began sailing with the Seafarers -~.. --~ in 1956 from the port of New York. He shipped in the engine department and upgraded to QMED at the Lundeberg School in Piney Point, Md. From 1945 to 1949 he served in the U.S. Navy. A native of Georgia, Brother Bailey began receiving his pension in October 1992. NICANOR B. BA YUDAN Pensioner Nicanor B. Bayudan, 84, died July 21, 1994. Born in the Philippine Islands, he joined the Marine Cooks and Stewards union in the port of San Francisco, before that union merged with the SIU's AGLIWD. Brother Bayudan retired in October 1 department and upgraded to QMED at the Lundeberg School. EDWARD LOZELLE LANE Pensioner Edward Lozelle Lane, 69, passed away February 5. • A native of Illinois, he signed on with the Seafarers in 1952 in the port of New Orleans. Brother Lane sailed in the engine department. He served in the U.S. Navy from 1943 to 1951. Brother Lane began receiving his pension in June 1972. VINCENT ROSENDO LIMON Pensioner Vincent Rosendo Limon, 63, died January 27. Brother Limon joined the SIU in 1960 in the '------'"'----------' port of Houston. He sailed in the engine department and upgraded his rating to QMED at the Lundeberg School. He served in the U. S. Army from 1955 to 1956. Brother Limon retired in October 1994. Luteman, 67, died February 8. Born in Pensioner Jay Z. Chinen, 75, passed Maryland, he away September 16, 1994. A native began sailing of Hawaii, he signed on with the with the Marine Cooks and Stewards union in union in 1955 1955 in the port of San Francisco, from the port before that union merged with the of Wilmington, Calif. Brother SIU's AGLIWD. Brother Chinen Luteman sailed in the deck departretired in October 1975. ment and upgraded at the Lundeberg School. He served in the FRANCIS P. CORCORAN U.S. Navy during World War II, - -· .. om 1943 to 1947 and again from 194 1950. BI! er Luteman began receiving his pension in coran, 84, March 1989. died January 16. A native PETER JOSEPH McANENEY of PennsylPeter Joseph vania, he McAneney, t joined the 62, passed "--"'->-----:!:!"""'-...J SIU in 1943 away in the port of New York. Brother February 5. Corcoran sailed in the steward He signed on department. He began receiving his with the pension in December 1975. Seafarers in 1951 in the JAMES JOSEPH DOYLE L--~===-.::........J port of New , Pensioner York. Brother McAneney shipped James Joseph in the engine department. A native Doyle, 79, of New York, he served in the U.S. passed away Army from 1953 to 1955. January 12. PAUL MURRAY A native of Pensioner Pennsy1vania, Paul Murray, he signed on . with the 82, passed away Decem~~---...::.-""----J Seafarers in 1949 in the port of Philadelphia. ber 21, 1994. Born in Brother Doyle sailed in both the Canada, he steward and engine departments signed on with and upgraded at the Lundeberg the union in School. A World War II veteran, he served in the U.S. Navy from 1955 in the port of Detroit. Brother Murray 1943 to 1945. Brother Doyle shipped in the engine department retired in May 1978. and upgraded to QMED at the Lundeberg School. He began receiving JOSEPH OSCAR KING his pension in September 1982. Joseph Oscar King, 56, died CHARLES R. NELSON January 5. Pensioner Born in Charles Richard NelLouisiana, son, 70, died Brother King joined the January 23. A native of union in 1968 in the port of Ohio, he Wilmington, began sailing with the SIU Calif. He sailed in the engine JAY Z. CHINEN in 1948 from the port of New York. Brother Nelson sailed in the deck department and attended upgrading courses at the Lundeberg School. He also held a third mate's license. A World War II veteran, he served in the U.S. Navy from 1943 to 1945. Brother Nelson retired in August 1989. FREDDY WILSON NUNEZ Pensioner Freddy Wilson Nunez, 46, passed away January 10. Born in Puerto Rico, he signed on with the l!"!!!!!!!l!!!!~==~~=..i Seafarers in 1968 in the port of New York after completing the Lundeberg School's training course for entry level seamen. Brother Nunez sailed in the deck department and upgraded at the Lundeberg School. He began receiving his pension in April 1993. ROGER WILLIAM PINKHAM Roger William Pinkham, 65, died February 4. Brother Pinkham began his sailing career with the --------....:.==..' union in 1968 from the port of Seattle. He sailed in the deck department. Brother Pinkham upgraded at the Lundeberg School and completed the bosun recertification course there in 1982. He served in the U.S. avy from 1947 to 1950 and the U.S. Marine Corps from 1954 to 1959. RUFINO RAMIREZ Pensioner Rufino Ramirez, 70 passed away " December 20, 1994. Born in Puerto Rico, " he joined the SIU in the port of New York in 1969. He sailed in the steward department. Brother Ramirez began receiving his pension in November 1992. SCOTT J. SAFFORD "--_..,....___ __ _ J Scott J. Safford, 39, died January 16. A native of Alabama, he began shipping with the Seafarers in 1989 from the port of Honolulu. Brother Safford sailed in the deck department. FRED D. SARDENIA Pensioner Fred D. Sardenia, 82, passed away November 17, 1994. Born in the Philippines, he began sailing with the Marine Cooks and Stewards union in 1953 from the port of San Francisco, before that union merged with the SIU' s AGLIWD. Brother Sardenia began receiving his pension in April 1973. PABLO SOLIS Pensioner Pablo Solis, 73, died May 8, 1994. A native of California, he joined the Marine Cooks and Stewards union in 1945 in the port of Los Angeles, before that union merged with the SIU's AGLIWD. Brother Solis retired in April 1971. HANS SPIEGEL Pensioner Hans Spiegel, 78, passed away December 23, 1994. He signed on with the Seafarers in 1947. L.__= =====-i Brother Spiegel sailed in the steward department and completed the steward recertification course at the Lundeberg School in 1980. Born in Gennany, he became a U.S. naturalized citizen. Brother Spiegel began receiving his pension in October 1983. CHARLES E. THURMOND Pensioner Charles E. Thurmond, 60, died May 20, 1994. He began sailing with the Marine Cooks and Stewards union in 1958, before that union merged with the SIU' s AGLIWD. Brother Thurmond retired in April 1975. DUDLEY R. TURNER Pensioner Dudley R. Turner, 76, passed away September 25, 1994. Born in Sydney, Australia, he joined the Marine Cooks and Stewards union in 1955 in the port of San Francisco, before that union merged with the SIU's AGLIWD. Brother Turner began receiving his pension in January 1973. GUY WILLIAM WALTER Pensioner Guy William Walter, 86, died January 15. Brother Walter signed on with the SIU as a charter mem""---....!L-...J ber in 1939 in the port of Baltimore. Sailing in the steward department, he completed the steward recertification course at the Lundeberg School in 1972. He served in the U.S. Army from 1942 to 1943. Brother Walter retired in June 1973. CLARENCE L. WATERS Pensioner Clarence L. Waters, 87, died July 29, 1994. A native of Mississippi, Brother Waters began sailing with the Marine Cooks and Stewards union in the 1940s, before that union merged with the SIU's AGLIWD. Heretired in May 1970. CHARLES D. WESTMAN Pensioner Charles D. Westman, 68, passed away December 27, 1994. He signed on with the Seafarers in 1947 in the port of Norfolk, Va. Brother Westman sailed in both the steward and deck departments. He began receiving his pension in July 1984. LUBY WHEELER JR. Pensioner Luby Wheeler Jr., 69, died December3, 1994. Born in North Carolina, he began sailing with the SIU in 1944 from the port of Baltimore. Brother Wheeler sailed in the en- gine department and upgraded at the Harry Lundeberg School. He retired in August 1982. ALAND. WILLIAMS Pensioner Alan D. Williams, 76, diedDecember4, 1994. He signed on with the union in 1945 in the port of New York. Brother Williams sailed in the steward department and upgraded his skills at the Lundeberg School. Brother Williams retired in September 1977. CASPER H. WILHELM Pensioner Casper H. Wilhelm, 99, passed away January 24, 1994. He joined the Marine Cooks and Stewards union in the port of Portland, Ore., before that union merged with the SIU's AGLIWD. Brother Wilhelm, a native of Oregon, began receiving his pension in November 1968. JESSIE WILSON Pensioner Jessie Wilson, 76, passed away August 28, 1994. A native of Texas, he joined the Marine Cooks and Stewards union in 1945 in the port of San Francisco, before that union merged with the SIU's AGLIWD. Brother Wilson began receiving his pension in September 1973. INLAND NEWBURN RUFUS WEBSTER Pensioner Newburn Rufus Webster, 74, passed away February 10. Born in Alabama, he began sailing with the Seafarers in 1956 from the port of Mobile, Ala. Boatman Webster shipped in the engine department. He retired in February 1982. GREAT LAKES CHARLES A. NAASKO Pensioner Charles A. Naasko, 89, passed away January 9. A native of Michigan, he began sailing for the SIU in w:...~..:L....>...__,........~____J 1956 from the port of Detroit. Brother Naasko shipped in the engine department. He began receiving his pension in July 1972. BERTRAM GINLEY Pensioner Bertram Ginley, 82, died January 30. He joined the Seafarers in 1961 in the port of Cleveland, ~~.JomL~.......:..~......1 Ohio. Brother Ginley sailed in the deck department. A native of Ohio, he served in the U.S. Army during World War II, from 1942 to 1945. Brother Ginley retired in January 1982. �22 SEAFARERS LOG MARCH1995 Lundeberg School Graduating Classes f \ .. - Inland AB Class- Certificates of training were received by the graduating class of upgrade rs on February 7. They are (from left, kneeling) Tom Gilliland (instructor), Bruce Messersmith, Walter Edington, Vernon Gimpel, William Hermes, John VanEnkevort, Gerald Demeuse, (second row) Raymond Spooner, Stephen Stropich, Alan Chapin, Michael Edington, Clinton Ross, James Walsh, David DeMenter, Joseph Kane, James Gibb, Dale Leonard Jr., James Fisher, (third row) David Gapske, Steven McDonald, Daniel Young, Richard Stropich, Joseph Behrens and Joseph Hance. Upgraders Lifeboat- Ryan Zanca (left) is congratuTated by his instructor, Bob Boyle, after completing the upgraders lifeboat course on February 3. Know Your Rights HARRY j LUNDE BE RG SCHOOL LIFE BOAT CLASS 533 Trainee Lifeboat Class 533- Graduating from trainee lifeboat class 533 are (from left, kneeling) Bob Boyle (instructor), Kenneth Rasberry, Deion Nguyen, Rahim Devonish, Mark Freeman, Christopher Amigable, James Herriott, (standing) Harold Brazelton, Daniel Latham, Kristof Zschaler, Peter McClung, Tyson Brown, Gary Boyd, James Robinson, Thomas Schneck, Jack Holland and Jason Brown. Sealift Operations Class- Upgrading SIU members completing the sealift operations course on February 2 are (from left, kneeling) Thomas Schaefer Jr., Rodney S. Roberson Sr., Noah Jones IV, Philip Milam, (second row) Andre Holmes, Isom Ingram, Dennis Danforth Jr., Michael Johnson, Steven Roquemore, Eric Melle, Michael Pedersen, (third row) Tony Hill, Victor Frazier, Leo Sullivan and Bill Hellwege (instructor). 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 secretary-treasurer. 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 findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these 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 directly to the union or to the Seafarers Appeals Board CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and 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 WG. The Seafarers WG tradi- Radar- Renewing their radar endorsements on January 27_ are (from left, fro~t row) Denis W. Abshire, James Hebert, Lionel J. Paul, Larry S. DeWitt, (second row) Richard Stropich, Thomas Stropich, Jerry Stropich, Scott A. Coburn, David L. Sundling and Jim Brown (instructor). tionally has refrained from publishing any article serving the political purposes of any individual in the union, officer or member. It also has refrained from publishing articles deemed harmful to the union or its collective membership. This established policy has been reaffirmed by membership action at the September 1960 meetings in all constitutional ports. The responsibility for SeafarersWGpolicy 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, or if a member is required to make a payment and is · en an official receipt, but feels that he or she shou d not have been required to make such payment, this should immediately be reported to union headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all union halls. 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 obligat'on 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 members are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the union has negotiated with the employers. 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 ACTMTY 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 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. NOTIFYING THE UNION- If at any time a member feels that any of the above rights have been violated, or that he or she has been denied the constitutional right of access to union records or information, the member should immediately notify SIU 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 20746. �MARCH1995 23 SEAFARERS LOG LUNDEBERG SCHOOL 1995 UPGRADING COURSE SCHEDULE The following is the course schedule for classes beginning between March and August 1995 at the Seafarers Harry Lundeberg School of Seamanship located at the Paul Hall Center for Maritime Training and Education in Piney Point, Md. All programs are geared to improve job skills of Seafarers and to promote the American maritime industry. The course schedule may change to reflect the needs of the membership, the maritime industry and-in times of conflict-the nation's security. Please note that students should check in the Friday before their course's start date. The courses listed here will begin promptly on the morning of the start dates. Declc Upgrading courses Course Start Date Date of Completion Able Seaman July 31 October20 Bridge Management (Shiphandling) April 24 July 17 May5 July 28 Lifeboatman July 17 July 28 Limited License/License Prep. July3 Augustll Radar Observer/Unlimited April 17 May22 July 10 August 14 Aprif 21 May26 July 14 August18 Third Mate August28 December 15 All students must take the Oil Spill Prevention and Containment class. Steward Upgrading Courses Course Start Date Date of Completion Assistant Cook/Cook and Baker, Chief Cook, Chief Steward April 7 June 16 June30 Septembers Engine Upgrading Courses Course Start Date August 14 March20 July3 Refrigeration Technician April 17 Certification June 19 June26 March20 Fireman/Watertender & Oiler Mayl Hydraulics June5 May22 Marine Electrical Maintenance I July 31 Marine Electrical Maintenance ll March13 Power Plant Maintenance April24 July 17 Pumproom Maintenance March27 Refrigerated Systems & Maintenance August28 Refrigerated Containers April24 April 24 Welding QMED - Any Rating Diesel Engine Technology Date of Completion November3 April 14 July 28 April 21 June 23 June30 June2 July 14 July7 June30 Septembers April 21 June2 August25 April 7 October6 May19 May19 All students must take the Oil Spill Prevention and Containment class. Safety Specialty Courses Inland Courses Course Start Date Date of Completion Course Start Date Date of Completion Advanced Firefighting March6 March 17 Deck Inland Oil Spill Safety Recertificatio arch 30 April 27 May25 June22 July 20 March 30 April 27 May25 June22 July 20 Oil Spill Prevention & Containment August7 Augustll Sealift Operations and Maintenance Junes June JO March27 May29 August14 April 10 July 24 April 10 May8 May22 July 17 April 7 June9 August25 April21 August4 April 21 May12 June2 July 28 Tanker Operations March27 April24 May22 June 19 July 17 April 21 May19 June 16 July 14 August 11 ~ Septembers Designated Duty Engineer/ Limited License/License Prep. Engineroom Familiarization Radar Observer/Inland Welding Electronics Recertification Programs Course Start Date Date of Completion Bosun Recert1"fication May 1 June 5 Steward Recertification July 3 August 7 Additional Courses Course Start Date Date of Completion GED Preparation Mayl July21 Adult Basic Education (ABE) and English as a Second Language (ESL) April3 Junes May26 July 28 Deck and Engine Department College Courses Course Session n Start Date June 5 Date of Completion July 28 --~----·-·······-········-··-···--·-·····--·--·------·--··-·--··--·-··--·--·------·--·---·---------------·--·····--·--------·--·---·-··---------·------- UPGRADING APPLICATION Primary language s p o k e n - - - - - - - - - - - - (Street) (City) (Zip Code) (State) Dare of Birth _ _ _ _ _ _ _ __ Telephone__..__ __,__ _ _ _ __ (Area Code) (Month/Day/Year) Lakes Member D Deep Sea Member D Inland Waters Member D 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 ofyour 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. BEGIN END COURSE DATE DATE If the following information is not filled out completely, your application will not be processed. Social Security# Book # _ _ _ _ _ _ _ __ Seniority _ _ _ _ _ _ _ _ _ _ _ _ _ Department _ _ _ _ _ __ U.S . Citizen: D Yes D No Home Port - - - - - - - - - - - Endorsement(s) or License(s) now h e l d - - - - - - - - - - - - - Are you a graduate of the SHLSS trainee program? DYes LAST VESSEL: - - - - - - - - - - - - - - Rating: _ _ _ __ Dare On: _ _ _ _ _ _ _ _ __ Dare Off: _ _ _ _ _ _ _ _ __ DNo If yes, class# - - - - - - - - - - - - - - - - - - - - - Have you attended any SHLSS upgrading courses? 0Yes DNo If yes, course(s) taken _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ 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. Do you hold the U.S. Coast Guard Lifeboatman Endorsement? D Yes D No Firefighting: DYes D No CPR: D Yes DNo RETURN COMPLETED APPLICATION TO: Lundeberg Upgrading Center, P.O. Box 75, Piney Point, MD 20674. 3/95 �SIU SCHOLARSHIPS The deadline for submission of scholarship applications is APRIL 15. See page 17 for details and an application form. Volume 57, Number 3 March 1995 SJU..Crewed Vessels Serve as Blockade Runners In Annual NATO Peacekeeping Support Exercise AB Billy Dendy discovered what it might be like to steer a "pirate" vessel trying to smuggle a load of contraband arms through a North Atlantic Treaty Organization (NATO) warship blockade. Dendy was the helmsman aboard the SIU-crewed American Merlin, which served with the Buffalo Soldier as blockade runners in a special NATO exercise, code-named "Dynamic Guard '94," in the Mediterranean Sea in September and October. Seafarers crewed a total of six Military Sealift Command (MSC) prepositioning ships which were called upon to participate in the exercise. Also involved in the exercise were the SIU-crewed Major Stephen W. Pless, PFC Eugene A. Obregon, 2nd Lt. John P. Bobo and Sgt. Mate} Kocak. (Establishedin 1949,NATOis a treaty between the U.S., Canada · and various Western European · · th d nations, ag:eemg at an arme attack agamst one or more of them would be considered an atta k · t th all NATO al c agams . em ·. so states that disputes will be sett~ed by ·ctpeaceful means, and · rn· · di v1 u.al and co11ectlvecap~c1ties to resist armed _a~tack will be developed.Inaddit10ntotheU:S. and Canada NATO members m1 d B D k ~u e ~ grnm, ~ma~ ' ranee, ermany' ree e, Iceland, Italy, Ltlxembourg, Netherlands, Norway, Portugal, S · T k d h U ·t d iJaI~, u)r ey an t e m e ng om. i· Provides Challenging Training Dynamic Guard, an annual NATO Southern Region exercise, took place September 26 October 14, 1994 throughout the eastern Mediterranean Sea, the Aegean Sea and Turkey. The exercise was specifical1y designed to provide challenging training for NATO conventional forces in both joint and combined maritime, land, amphibious and air operations in the eastern portion of the Mediterranean area, and land and amphibious operations in Turkey and Greece. More than 30,000 military personnel, 60 ships and 190 aircraft from France, the Federal Republic of Germany, Italy, the Netherlands, Turkey, the United Kingdom and the United States participated in the exercise. (While not part of NA TO' s integrated military structure, the French joined in the exercise as part of their normal training relations with their NATO allies.) The SIU-crewed military prepositioning ship Buffalo Soldier, usually stationed in the Mediterranean Sea, was one of 60 ships participating in Dynamic Guard, an annual NATO exercise involving seven nations. ade," said Dendy. Using shore-based patrol aircraft and shipboard sensors to track and intercept the American Seafarers Simulate Smugglers Merlin and Buffalo Soldier, the Th e B u,n.a 1o so id·ier an d Allied task force stood by as the A . M11 . · · db two ships worked separately to merrcan er1zn were JOme y attempt to penetrate the barrier an Allied naval task force made undetected. f D t h B ·f h c d · up 0 . u c ' !1- is • ana ~an, Spamsh and Italian combat ships. Refused NATO Orders The drill simulated the seizure of contraband by setting up a blockOnce observed by the task · · theshi ps un der force , crewmembers aboard the ade andb nngmg NATOcontrol. AmericanMerlinandBuffaloSolThe exercise required the two dier refused to divert into a U.S. roll on/roll off breakbulk NATOportforinspectionoftheir . vessels to fabncate an attempt to cargo. "The Dutch ship was only violate United Nations' sanctions by smugglingarrnsandothercon- about 50 yards away, right tra ban d t o countnes · wh.1ch are alongside us trying to persuade b db th UN The Al- the captain to go into port for inem argoe Y e · · lied warships were responsible spection," Dendy said. Radio challenges were igfor enforcing the blockade. "I was on the bridge during the nored as crewmembers aboard entire exercise. There was a lot of the American Merlin and Buffalo hand steering and careful Soldier gave misleading informamaneuvering of the Merlin while tion about their cargo manifests and we tried to get around the Allied itineraries and stalled to avoid comships to break through the block- plying with Allied orders. "It was my job to pay attention to the compass, and I got to listen in on all of the communications tion on the whereabouts of between the Allied guys and our Richard Vaughan Acreecaptain. He did a great job Smith should contact the Naportraying the character of a tional Center for Missing and captain of a ship carrying conExploited Children at (800) traband," noted the AB. "He 843-5678 or the Missing Perwas great as he tried to convince sons Unit of the Warrensville the NATO guys that his cargo Heights Police Department at was only automobiles. He used (216) 587-6530. excellent delay tactics that really took a lot of imagination," Dendy said. When the ships continued to avoid Allied commands and were considered potential blockade runners, the warship crews sought permission from NATO officials to use force. Once using force was Help Locate Missing Child The National Center for Missing and Exploited Children (NCMEC) has asked the Seafarers International Union to assist them in locating Richard Vaughan AcreeSmi th . He disappeared last August from Warrensville Heights, Ohio at the age of 16. He had never run away before and took no money or clothing with him. The NCMEC considers him an endangered runaway. The brown-eyed, brownhaired boy was 5 ft. 11 in. at the time of his disappearance. He weighed 140 pounds. Richard Acree-Smith has a mole on the right side of his face by his ear. He was last seen wearing ripped blue jeans, a black t-shirt over a yellow t-shirt and brown hiking boots. Anyone having informa- authorized, the combatants used a Richard Acree-Smith flashing light to simulate a "shot across the bow," which resulted in the surrender of the two ships and the end of the exercise. "It was an interesting experience," recalled Dendy. The prepositioning ships Photo: USAF TSgt Keith Reed, AFSOUTH Public Information Also taking part in the Mediterranean exercise are Seafarers aboard the Major Stephen W. Pless. (Background) Petty Officer 2nd Class Lowell stands watch on the upper deck of a landing craft as it deploys from the Pless. Pless, Obregon, Bobo and Kocak, were involved in a different aspect of Dynamic Guard which entailed acting as educational centers for NATO officials. While the vessels were anchored in the Mediterranean, various officials (from the Allied nations) boarded the ships and were oriented on the particulars of prepositioning ships by members of the U.S. Marine Corps. Seafarers who serve aboard these vessels keep them ready to operate at a moment's notice when they are needed to sail into one of the world ' s hot spots. During Dynamic Guard, the galley gang members prepared and served extra food to officials who were brought on board, while other Seafarers stood ready for possible deployment. Crews Praised Admiral Leighton W. Smith Jr., Commander-in-Chief of Allied Forces Southern Europe for NATO, stated Dynamic Guard provided "a superb demonstration of NA TO' s commitment, cohesion and resolve." Real-world operations in Bos- nia-Herzegovina, Haiti and the Middle East resulted in numerous changes to both the exercise scenario and participating forces. "NATO and national commitments to ongoing and evolving crises led to unavoidable ]ate changes in the exercise plan," Admiral Smith stated. "In spite of this, Dynamic Guard '94 has been a success in building the multi-national force capabilities required to prosecute both traditional missions and those ne;; ~ssions aris~g from NATO s mv.olve,?1ent m peace support operations. The MSC deployed and redeployed 14,400 square feet of Air National Guard and Navy equipment from Charleston, S.C. and Rota, Spain to Bandirma and Tekirdag, Turkey for use during the NATO exercise. The American Merlin is operated for MSC by OspreyAcomarit Ship Management. The Buffalo Soldier, also operated for MSC, is run by RR & VO Partnership. The Pless, Obregon and Kocak are operated by Waterman Steamship Co., and the Bobo is an American Overseas Marine Corp. (Amsea) vessel. � 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 March 1995 Description An account of the resource HEADLINES SIU: EXPORTING ALASKA OIL ON AMERICAN-FLAG VESSELS PROMOTES U.S. TANKER FLEET CLINTON 1996 BUDGET EARMARKS FUNDS FOR U.S. SHIPPING MARITIME’S STATUS IS UNCLEAR IN DOT REORGANIZATION PLAN LOTT DETAILS AGENDA FOR A STRONG U.S. FLEET PASSAGE OF MARITIME REVITALIZATION BILL IS TOP PRIORITY FOR WHITE HOSE: DOT SIU VOWS TO FIGHT REFLAGGING MOVE OF SEA-LAND CO. TWO MAERSK SHIPS REFLAGGED, PLACED UNDER U.S. REGISTRY TOM FAY DIES, WAS LUNDEBERG SCHOOL VP SIU FIGHTS FOR SEAMEN SAFETY PROVISIONS IN INTERNATIONAL MARITIME GROUP’S STANDARDS U.S. MARITIME BACKERS DEFEND FMC, ’84 SHIP ACT WARM WEATHER PROMPTS EARLY LAKES SHIPPING DYSLEXIA DID NOT STOP ELLIS FROM EXCELLING AT SEA A NEW SLANT ON ORAN EXAMS MTD: WORKERS MUST GAIN FROM GLOBAL TRADE LOTT CALLS FOR EFFORTS TO REVITATLIZE MARITIME NLRB HEAD SEEKS FAIRER RENDERING OF LABOR LAWS PAUL HALL CENTER ADDS VESSEL TO SCHOOL’S TRAINING FLEET CG-APPROVED RADAR OPERATION CLASS PRAISED BY PARTICIPATING BOATMEN 25 LAKES SEAMEN UPGRADE TO AB AGENCY EXTENDS DEADLINE FOR TOWBOAT OPERATORS TO GET RADAR ENDORSEMENT OFFICER UNIONS FILE SUIT TO BLOCK APL FLAG-OUT FORMER N.O. PORT OFFICIAL MARTY KANOA DIES AT 68 SABINE CREWS APPROVE 3-YEAR PACT NAVY’S TORPEDO RECOVERY VESSELS’ CREWS SET SIGHTS ON UNION CONTRACT MATTHEISEN MANEUVERS THROUGH ICY WATERS, DELIVERS FUEL TO ANTARCTIC BASE A RUNAWAY SKIPS OUT ON WAGES, ITF WINS $5, 187IN AB’S BACK PAY CS MAEDA PRAISES SAS ABOARD GLOBAL LINK SIU-CREWED VESSELS SERVCE AS BLOCKADE RUNNERS IN ANNUAL NATO PEACKEEPING SUPPORT EXERCISE 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 Date A point or period of time associated with an event in the lifecycle of the resource 03/01/1995 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. 3 1995 Periodicals Seafarers Log