http://seafarerslog.org/archives/files/original/2864afc4bac612f67566f33ece9213c1.pdf 1f3c429f80197b8b778eb27eb41117e8 PDF Text Text Seven Students Awarded Seafarers Scholarships Crescent Boatmen Upgrade Skills at New Orleans Hall Page9 Pages Volume 57, Number 6 June 1995 Bill.to Ex Ori AK Oil On U.S.-Flag Vessels ate 74-2 Page3 Remembering Those Who Went Before ·,:i 9 i j ~ /I / , SIU-Crewed Faust Delivers Combines to Russian Farmers Pages Ceremonies held around the country last month remembered merchant mariners who gave their lives for America. Many of the ceremonies, like the one held in Washington, D.C. (shown at left), paid special tribute to those who delivered the g9ods to secure the Allied victory in World War II, 50 years ago. Paying their respects during the playing of Taps are, from the left, Admiral Joseph W. Prueher, vice chief of Naval Operations; Vice Admiral Philip M. Quast, head of the Military Sealift Command; Seat arer Darrell Baker; and Yeoman Second Class Kim Tatar. Page 6 �2 JUNE1995 SEAFARERS LOG President's Report Maritime Requires More Than Soundbites How do you describe the merchant marine in a 30-second soundbite? We're not glib. We're not fancy. We're not suave. What makes up the merchant marine is hard-working Americans-men and women who do whatever it takes to get the job done. It does not matter if the job takes mariners across the equator in the heat of summer, the North Atlantic in January or the Mississippi at flood stage. Seafarers are known for getting the job done, doing it safely and doing it right. However, how long does it take to attack the merchant marine? A 30-second soundbite will do. At least, that is what one nationally televised news show tried to do May 26 when it Michael Sacco labelled the U.S. merchant marine as part of "The Fleecing of America." For those who do not know what is meant by a 30-second soundbite, this is a television term to describe a news event in one or two sentences that can be used on the air rather than taking the time to completely explain a complicated situation or problem. Television news is built on soundbites. Interviews that may last up to an hour can be broken down into a 30-second statement that best fits the need of the reporter or story. The traditional opponents of the U.S.-flag merchant fleet were able to get their views across to the national viewing public on May 26, thanks to a report on the NBC Nightly News. Among those giving soundbites was a former Federal Maritime Commission member who fought U.S.-flag interests while on the panel, then left and took a job with a U.S.-based shipping company that operates ships under runaway flags. Also appearing on the segment was a front group for major international agribusinesses who would rather see American cargo carried on their own vessels than employ U.S.-flag ships. But these points were not mentioned during the report. The critics of the merchant fleet used the same tired arguments that American crews are overpaid when compared to foreign crews and that U.S.-flag ships cost too much. But the report did not challenge these accusations. The story made no effort to show that American merchant mariners are the best-trained, safest seafarers on the world's waterways. The story made no effort to say mariners, like other American workers, are trying to make a decent living wage under, in many circumstances, tough conditions. The story made no effort to point out that U.S.-flag ships have to meet strict U.S. Coast Guard safety and regulatory codes that keep them the finest and safest on the seas. Two months ago, the Seafarers LOG showed why runaway flag ships can charge so much less to carry grain than U.S.-flag vessels. Thanks to photographs from our affiliate union, the SIU of Canada, horrible living, working and eating conditions were disclosed aboard the Aghia Markel/a, which has Greek ownership while sailing under the flag of Cyprus. You get what you pay for. The television story challenged the notion that America needs a merchant marine for national security. Yet, when international situations develop, to whom does the world turn in order for anununition, stores and other materiel to be delivered? We know the answer to that question because we were there delivering the goods in Saudi Arabia, in Somalia and in Haiti. And that's just in this decade. When American goods are sent overseas, why shouldn't they be delivered by U.S.-flag ships with American seafarers aboard! Nations like South Korea, Taiwan, Italy, France and Australia enforce cargo preference laws, which call for certain percentages of government-impelled goods to be carried aboard ships flying that nation's flag. Why should America give up its right to do the same? After all, the U.S. is giving government-owned grain to a needy foreign country. Doesn't it make sense that it be transported on American-flag ships that contribute to America's economy, rather than aboard foreign-flag vessels which contribute nothing. Soundbites do have their place in the television industry. However, the need to understand the maritime industry takes more than 30 seconds. Congratulations to Scholarship Winners Congratulations to the seven men and women whose names have been added to the rolls of those who have furthered their educations by receiving a Seafarers Welfare Plan scholarship. Since the first scholarships were awarded in 1953, the SIU has shown its commitment to education. Our program was the first of its kind in maritime labor. More than 240 Seafarers or their family members have been aided by the cash grants. For those thinking of continuing their education next year, it is not too early to begin planning for the 1996 scholarships. With the rising tuition costs at colleges and universities, working families need all the help they can get to cover expenses. Volume 57, Number 6 ~Tl June.1995 The Seafarers LOG (ISSN 0160-2047) is published monthly by the Seafarers International Union; Atlantic, Gulf, Lakes and Inland Waters District; AFL-CIO; 5201 Auth Way; Camp Springs, MD 20746. Telephone (301) 899-0675. Second-class postage paid at MSC Prince Georges, MD 20790-9998 and at additional mailing offices. POS1MASTER: Send address changes to the Seafarers LOG, 5201 Auth Way, Camp Springs, MD 20746. Managing Editor, Daniel Duncan; Associate Editors, Jordan Biscardo and Corrina Christensen Gutierrez; Associate Editor/Production, Deborah A Hirtes; Art, Bill Brower; Administrative Support, Jeanne Textor. Gar11t Should Pay Fair Price For Right to Use U.S. Ships, Says 195 Hall Lecturer Barer As long as Congress mandates the need for an American sealift capability, the U.S. government must provide funding for an American-flag shipping ability, Stanley Barer, cochairman of Totem Resources Corporation, said in the 1995 Paul Hall Memorial Lecture on May 17 in Washington, D.C. In making his presentation, Barer relied on his extensive knowledge of congressional operations and the U.S. shipping industry. During the 1960s, he held several positions with the U.S. Senate Committee on Commerce, including maritime counsel and transportation counsel. From 1969 to 1974, Barer served as the administrative assistant to Senator Warren Magnuson (D-Wash.), chairman of the Senate Commerce, Science and Transportation Committee, which had oversight for the merchant marine. Today, Barer also holds the position of chief executive officer at Totem, the holding company for two SIU-contracted companies-Totem Ocean Trailer Express (TOTE) and Interocean Management Corporation. (TOTE operates a fleet of rollon/roll-off vessels between Seattle and A la ska. Interocean Management provides management services for a variety of vessels.) Worked with Hall Barer was asked to deliver the lecture because of his maritime background and his work on various pieces of legislation with the late SIU President Paul Hall, according to Herbert Brand, who chairs the Paul Hall Memorial Committee. In introducing the guest lecturer to the more than 120 represen ta ti ves from the shipping industry, educational community, maritime labor and government in attendance, Brand recalled the good working relationship between Barer and Hall that helped enact bills like the Merchant Marine Act of 1970 into law. At the start of his address, entitled "There Is No Free Lunch," Barer said he was proud to be a part of the memory and legacy of Hall, who served as the SIU' s chief official from the late 1940s until his death in 1980. "I spent over a decade working in the U.S. Senate," Barer noted. "Through that period of time, I saw, met and worked with extraordinary people. But no one made a greater impact on me than Paul Hall." At the start of the program, Dr. Robert Friedheim, director of the School of International Relations at the University of Southern California (USC), noted the lecture is a program of the Paul Hall Memorial Endowment at USC. Funding for the endowment began shortly after Hall's death. The annual lecture series, which started in 1987, allows representatives of the maritime industry a public forum to present their views. Barer discussed what has happened in the maritime industry and Congress in the past year. He noted how the House of Representatives passed maritime revitalization legislation, only to see a parliamentary move in the Senate keep that body from dealing with it. He next outlined the changes that have taken place on Capitol Hill since last November's elections when Republicans became the majority in both the House and Senate for the first time since the 1953-54 session of Congress. The new leadership in Washington has brought new ideas for running the government, he said. The Congress must provide the funds needed to maintain a U.S.flag shipping capability, notes Paul Barer ca1led for Congress to Hall lecturer Stanley Barer. Congressional Action Needed pass the maritime revitalization legislation currently before it. He noted the IO-year, $1 billion program that would provide funds for approximately 50 contai nershi p s would cost the government one-tenth of the expenditures planned by the Department of Defense (DOD) to increase its sealift capacity The complete text of Stanley Barer1s address is on pages 12-13. during the same period. "If DOD wants the continuing right to use a U.S.-flag vessel, it should pay for that right under long-term contracts, just as would any other shipper under a multiyear service contract," Barer said. "Would the payment by the government of $100 million a year for 50 U.S.-flag vessels be a subsidy to the operators? Of course not. It is undisputed that the cost to the operator for choosing the U.S. flag is a conservative $3 million a year per vessel. That is $150 million annually in costs for the 50 ships. "And that is before you consider the market risks of losing substantial commercial operations if the ships are taken for some period of time, that your vessels and crews may be blown up in a war zone." Barer went on to say, "If our national security requires the option of planning and implement- ing military scenarios that require secure, long-term supply efforts, even efforts enjoying the support of most nations, such as the one in Desert Storm, or more·controversial ones, such as we experienced in Vietnam, then the government must be willing to pay for the American labor pool it mandates as essential to our national security, and to pay for the right to use and have available U.S.flag vessels in the event of an emergency." Keep Jones Act Barer also touched on the need forretainingtheJonesAct,a 1920 law which requires goods moved between two domestic ports to be carried aboard U.S. -crewed, U.S.-owned and U.S.-flagged vessels. The lecturer pointed out his company is very active in Jones Act-covered cargo by carryinggoodsbetweenthelower48 states and Alaska. To answer the argument that the Jones Act protects U.S. shipping interests, he pointed out that foreign trucking, rail and airlines also cannot carry U.S. domestic passengers and cargo. "The.. bottom line is that domestic transportation involves jobs inside America, and those jobs should be performed by Americans. That is what the Jones Act provides. And that is what our national labor and immigration laws require for every industry in America." • Paul Hall Memorial lecturer Stanley Barer tells the packed audience of representatives from the shipping industry, maritime labor, government and educational community that Congress must pass legislation designed to keep U.S.-flag merchant ships on the high seas. �SEAFARERS LOG JUNE1995 3 Senate l'asses Bill to Export Alaskan Oil on U.S. Tankers House Debate Expected as Committee Clears Measure Efforts to lift a 22-year ban on the exporting of Alaskan North Slope crude oil as long as it is carried aboard U.S.-flag tankers reached a milestone last month when the Senate approved such legislation in a strong bipartisan show of support. Meanwhile, similar legislation was marked up by a committee in the House of Representatives and made ready for consideration by the fu11 House, which could take place as early as this month. The Senate voted 74-25 in favor of the Alaska Power Administration Sale Act (S. 395) on May 16, following two days of debate in the chamber. Elected officials from both parties spoke in favor of the bill and the jobs it would provide for mariners aboard the U.S.-flag independent tanker fleet. Senator Frank Murkowski (RAlaska), who introduced S. 395, told his colleagues during the debate that the bill "would require, and I emphasize require, the use of U.S.-flag vessels to carry the available oil that would be exported." Jobs for Mariners The SIU changed its longstanding position against exporting Alaskan North Slope crude last year when legislation was offered calling for the oil to be transported on U.S.-flag tankers. When he testified during a hearing on S. 395 before the Senate Energy and Natural Resources Committee in March, SIU President Michael Sacco stated such a provision would keep the U.S.-flag independent tanker fleet viable into the next century and provide jobs for American mariners. Senator Ted Stevens (R-Alaska) brought this point to the atten- MSC Awards Sealift Pact to SIU Contractor tion of the Senate. "I hope people from throughout the country will understand that approving [S. 395] will mean that Congress has taken action to preserve the independent tanker fleet and to maintain the thousands of skilled maritime industry jobs that will be required as we go into this new phase of distribution of Alaskan oil, and it will be done at no cost to the taxpayers," Stevens noted. Bipartisan Backing Prior to the vote, others took to the floor in support of the bill and its efforts to help the U.S. merchant fleet. "This bill ensures that the U.S. merchant marine will maintain its traditional role of transporting Alaskan crude oil," stated Senator Rod Grams (R-Minn.). "This provision protects existing U.S. jobs by requiring that exported Alaskan crude oil be carried on American-crewed, American-flag tankers." From the Democratic side, Senator Dianne Feinstein of Califomia said she supported S. 395 because Alaskan North Slope "crude exported abroad must be carried in American-flagged and American-crewed ships. Otherwise, crude oil that now comes to American refineries in American ships would instead be going to overseas refineries in foreign ships." Senator John Breaux (D-La.) added that the bill "will help ensure that we will continue to have Above left, House Resources Committee Chairman Don Young (RAlaska) expresses his support for the SIU-backed H.R. 70, which would pe_rmit_Alas~an oil to be exported on U.S.-flag vessels. At right, SIU L~grslatrve prrector Terry Turner tells the House Resources Commr~~e t_hat lrftrng the export ban would keep the U.S.-flag tanker fleet sarlrng rnto the next century. ---------------a reservoir of capably trained That view was confirmed mariners sufficient to man our when the House Resources Comreserve fleet in time of national mittee heard testimony about H.R. 70, which was introduced by emergency." Representative William Thomas House Action Begins (R-Calif.), on May 9. During the hearing, Energy The day after the Senate completed its work on the legislation, Deputy Secretary William H. the House Resources Committee White told the committee's chairmarked up its version, H.R. 70. man, Representative Don Young The action was taken by voice (R-Alaska), that the Clinton advote with support from both ministration is in favor of the bill Republican and Democratic as it is written. White restated the legislators. (When a committee White House view that H.R. 70 marks up legislation, the elected does not violate recently signed officials prepare the bill for the international trade agreements like the Organization of next step in the process.) Should the House pass H.R. Economic Cooperation and 70, a conference committee com- Development and the General posed of members of the House Agreement on Tariffs and Trade. Speaking at the same hearing and Senate would meet to iron out differences between the two ver- in behalf of the SIU, Terry sions of the legislation. Both Turner, who heads the union's cham?ers w~:mld. vote on the com- legislative department, noted prorruse legislat10n. If passed by mariners and U.S.-flag tankers both the House and Senate, the "will have employment opporbill would go to President Clin- tunities not available today." The ban on exporting Alaston. The Energy Department has stated the administration's sup- kan North Slope crude oil was port forthe legislation provided it passed by Congress in 1973 as a rncludes the use of U.S.-fl~g response to the Arab oil embartankers to carry the exported 011. go that year. 7 Scholarship Winners Announced The USNS Capella is one of eight fast sealift ships that Bay Ship Management will continue to operate for the Military Sealift Command. Seafarers will continue sailing aboard eight fast sealift ships, following the award of a contract by the U.S. Navy's Military Sealift Command (MSC) to Bay Ship Management, Inc. for the operation and maintenance of the vessels. The contract covers a minimum of three years and includes two one-year options for extension. The vessels covered under the new contract-all of which Bay Ship Management has operated for MSC since 1991-are the USNS Algol, USNS Altair, USNS Antares, USNS Bellatrix, USNS Capella, USNS Denebola, USNS Pollux and USNS Regulus. SIU Vice President Contracts Augie Tellez noted that there was "stiff competition" from nonunion operators to get the bid from MSC. But the outcome "was, I believe, a reaffirmation of the excellent job done by Bay and the SIU," he said. "In particular, the company and the union did an outstanding job during Operation Desert Shield and Operation Desert Storm." The SIU-crewed vessels were able to load materiel in the United States and deliver it to troops in Saudi Arabia during the first weeks of the Persian Gulf buildup in 1990. They maintained a steady schedule of delivering supplies throughout the conflict. Fast sealift ships, also known as SL-7s, began their seagoing lives as U.S.-flag containerships. They were purchased by the U.S. government in the early 1980s and converted for military use. Now used for rapid deployment of U.S. military equipment to war and crisis zones around the world, they have cruising speeds of more than knots. 30 The vessels' roll-on/roll-off capability and large size make. them especially well-suited for transporting tanks, helicopters and other military vehicJes and supplies. They were part of a fleet of more than 200 us -flag ships directed by MSC that carried 15 million tons of cargo to and from the Middle East during the Persian Gulf War-marking the largest American sealift operation since World War II. Shortly after the fighting in the Gulf ceased in 1991 a number of U.S. officials prais;d the performance of the American merchant marine and, in particular, noted the important role of the fast sealift ships. V ice Admiral Francis Donovan former commander of MSC du~ing the Persian Gulf War described the fast sealift ship~ as "invaluable" during the war and noted that they were among the first vessels to arrive in the Persian Gulf. More recently, fast sealift ships transported equipment and supplies during relief efforts in Somalia. Grants Go to 3 Union Members and 4 Dependents A panel of educators met last month to select the recipients of the SIU scholarship awards for 1995. Three SIU members and four dependent children of Seafarers were chosen. Since the inception of the scholarship program in 1952, 242 studen~s have secure? college educ.ahon through this benefit provided by the Seafarers Welfare Plan. . AB Todd D. Hileman of Anna, Ill ..was awarded a $15,000 scholarship to be used toward a four-year degree. The 30-yearold deep sea member, who most rece~tl~ sailed aboard the LNG Gemmz, hoJ?es. to ~nro.11 at Southerl?- Illm01s Un~vers1ty. to pursue ei~her a career m teachmg or surveymg. . . Two scholarships rn the a~ount of $6,000 each were given to deep sea members PatrickJ. Rawley orLusby, M~. and Bryan K. Smith of Twm F~Jls, Idaho. Rawley, 30, who la~t sailed as an AB, hope~ t? use ~1s ~onetary a~.ard_ to ass1s~ m addictton rehab1htatton. Chief Cook Smith, 37, plans to utilize his stipend to upgra_de his cooking skills by attendmg one of the country's fine culinary institutes in _Yer~ont, New York or California. This year, the dependents of Seafarers receiving the $15,000, four-year scholarships were Ann L. Bilderback, stepdaughter of deep sea member Christian Christensen; Christine M. Kingsley, daughter of deep sea member Jack D. Kingsley; Arie D. Knuth, son of deep sea member David L. Knuth; and Mary Anne Morrison, daughter of inland member Holmes S. Morrison. For biographical sketches of each scholarship winner, see page 9. . . , As m ~e past, th ts year s panel of professional educators was appomted by the Board of Trustees of theSeafarersWelfarePlantojudge all the ~holarship app~catiol?-s. on the basis of. scholastic ability, character, high school gra?es, college board exams or Amencan College Test scores, letters of recommendation and participation in extracurricular activities. The panel was comprised of the fo1lowing scholars and academicians: Father David Albert Boileau, Loyola University; Dr. Trevor Carpenter, Charles County (Md.) Community College; Dr. Michael Glaser, St. Mary's College of Maryland; and Dr. Keith Schlender, the Medical College of Ohio. Also on the scholarship selection committee were Dr. Charles Lyons Jr. of the American Association of Colleges and Universities; Dr. Charles D. O'Connell Jr. of the University of Chi~ago; J:?r. Gayle A. Olson of the Umversity of Ne~ Orleans; and Dr. Henry Toutam of Gustavus Adolphus College in Minnesota. All application packages were carefully reviewed and evaluated by a panel of educators, appointed by the Board of Trustees of the Seafarers Welfare Plan. �~------------------------------------------------------~~~~~~~~~~~~~~~~4 ---- SEAFARERS LOG JUNE1995 U.S. Ship Bill Clears House Defense Committee The House National Security Committee has sent to the full House of Representatives legislation that would provide funding for approximately 50 U.S.-flag containerships over the next 10 years. The committee marked up the Maritime Security Act (H.R. 1350), which has the support of the SIU, on May 24, one week after its backing was recommended by the House Merchant Marine Panel, which comes under the jurisdiction of the National Security Committee. (The process of marking up a bill in Congress prepares it for the next level of consideration, in this case, the full House.) Before the committee met, the heads of five major maritime unions, including the SIU, announced their support for H.R. 1350. "The bipartisan action taken Court Merges Lawsuits To Block Al'L Flag-Out Lawsuits filed earlier this year by the Seafarers International Union Pacific District and by two maritime officers unions and individual shipboard officers in an attempt to stop American President Lines (APL) from flaggingout six new ships have been consolidated in the U.S. District Court for the District of Columbia. The grouping of the suits was requested by the defendant in the case, the Maritime Administration (MarAd), and was agreed to by the SIU and the other plaintiffs. The SIU last month also filed motions for summary judgement (meaning a ruling without a trial) and for expedited consideration of this case. The request for expedited consideration was made because the six new vessels are in the process of leaving the shipyards and entering the market, while the motion for summary judgement was filed because this case involves only questions of law and no real factual disputes. The three unions that make up the SIU' s Pacific District-the Sailors' Union of the Pacific; Marine Firemen's Union and SIU Atlantic, Gulf, Lakes and Inland Waters District-along with the International Organization of Masters, Mates & Pilots (MM&P), District No. I-Marine Engineers' Beneficial Association (MEBA) and individual licensed mariners have asked a federal district court to overturn a decision by MarAd that allows APL to operate six C-11 containerships under foreign flags, in competition with the company's U.S.-flag ships. Last November, MarAd granted APL a waiver from Section 804(a) of the Merchant Marine Act of 1936 - the law that forbids a shipping company receiving federal subsidies from owning or operating a foreign-flag ship in competition with U.S.-flag operators in key trade routes. The maritime unions have charged that the waiver granted by MarAd violates the Merchant Marine Act. Their suit notes that when the new C-11 s begin operating (the first two were christened in late April, and the other four are due out by the end of this year or in early 1996), they directly will compete with both subsidized and unsubsidized U.S.-flag carriers. Moreover, the waiver will result in the elimination of American seafaring jobs, since APL's C-8 class vessels and one Pacesetter class ship will be replaced by the foreign-flag C11 s. The lawsuit further states that APL' s application was not con- sidered by the Maritime Subsidy Board at MarAd, a process required by law; and that the flagout will mark the first time a subsidized U.S. shipping company has been permitted to operate a fleet containing subs i di zed U.S.-flag ships and foreign-flag vessels on the same trade route. APL receives operating differential subsidy (ODS) from the government for its 19 U.S.-flag containerships. These funds (which expire in 1997) allow APL vessels to compete with foreign-flag ships crewed by foreign mariners who in many cases are paid U.S. poverty-level wages. In addition, the foreignflag ships are not requ ·red to meet American government-mandated safety, construction, tax and environmental standards. (Also, foreign-flag liner companies generally are subsidized by their respective governments or are government-controlled.) The unions' lawsuit notes that, rather than granting APL a waiver to operate new vessels under foreign registry, MarAd could have included the six ships under APL's existing ODS contract while canceling the subsidies of some of the company's older vessels. Additionally, the unions strongly contend that another aspect of MarAd's rationale for allowing the exemption is particularly flawed. MarAd reasoned that unless the waiver was granted, "the new vessels would likely be sold to a foreign owner upon delivery ... with the result that the United States would have no ready access to the vessels in time of national emergency." The original lawsuit by the SIU counters that "it should be self-evident that the way to ensure the availability of vessels in national emergencies is for those vessels to be U.S.-flag vessels managed by U.S. crews, not foreign-flag vessels manned by foreign crews, particularly when the governments of those foreignflag vessels may prohibit their use in an actual national emergency, and foreign crews have no allegiance to the United States that would suggest their willingness to put themselves in harm's way in defense of, to them, a foreign country." For instance, since APL has contracted with a Cypriot ship management group to operate and crew the new C-11 s, APL will not have direct control of those ships in the event of a U.S. military conflict, the lawsuit notes. Nor may there be available a pool of mariners responsible to the company and the U.S. to operate the ships in dangerous zones. by the panel signifies a clear recognition that the strength of the United States-flag merchant marine impacts directly on America's economic and military security. It further reflects a total com~itment .to ensure. that Amencan serv1ceme~ stat10ned ~broad to protect Umted States mter~sts will not be dependent o.n foreign-flag vessels and theu mul~inational crews f?r vital eqmpment and supplies 01.~r armed forces need to do theu job," _s~d the state~ent. . J o~n~ S~ President M1c~ael ~acco m s1gmng the commum_catlon_ wer~ Joel B~m, Man~e ~ngmeer~ B~neficial AssociatJon president, Timo~y Brow~, Mas~ers? Mates and Pilots p~esident! !"ftchael McKay' ~e?can Mantime ~fficer~ pr~sident, and Lou Panse, Di~tnct No. 4NMU/MEBA president. liamentary tactic to keep the Senate from considering it, which kept Congress from passing the bill. The Virginia legislator added that he wished the legislation before Congress could do more for the maritime industry. Representative Neil Abercrombie (D-Hawaii) noted the merchant marine is just as vital to the nation's economic security as it is to its military security.Heaskedhowthenation could deal with international trade without a U.S.-flag fleet. H.R. 1350 calls for the Department of Transportation to provide $1 billion over a 10-yearperiodto help fund approximately 50 U.S.flag containerships. Those companies whose vessels receive the funding would make their ships available to the Department of Defense in times of the national emergency or war. Bipartisan Support Funding Differences A number of congressmen talked about the importance of the U.S. merchant fleet when the National Security Committee held the mark-up hearing on May 24. Representative Herbert H. Bateman (R-Va.) told his fellow legislators that "something has to be done this year." Funding for H.R. 1350 differs from bills previously considered by Congress. In the legislation offered during the last session, the money would have been raised by increasing the fees paid by ships entering U.S. harbors. The present measure appropriates the funds directly from the Transportation Department budget. Senator Ted Stevens CR-Alaska) noted during a speech to the Washington, D.C. Propeller Club on May 24 that the difference in funding would help gain more support for the bill when it is considered by the Senate. Stevens noted that Senator Trent Lott (R-Miss. ), as chairman Bateman, who chairs the Merchant Marine Panel, was referring to the fact that Congress has considered, but not passed, similar legislation since 1992. During the last session of Congress, the House of Representatives overwhelmingly approved a maritime revitalization proposal. However, farm-state senators used a par- Sen. Ted Stevens (A-Alaska) calls on Congress to quickly enact maritime revitalization legislation during a meeting of the Washington, D.C. Propeller Club on May 24. - - - -- - of the Senate Surface Transportation and Merchant Marine Subcommittee, would be holding hearings soon on maritime revitalization legislation. "I believe that we are committed to working with Sen. Lott on the legislation and I share his belief that we must act on this merchant marine legislation now," Stevens told the gathering composed of representatives from the shipping industry, maritime labor and government. President Clinton, in his annual National Maritime Day proclamation, called on "Americans to join efforts in support of maritime revitalization legislation." News reports note that the House could consider H.R. 1350 as early as this month. Flooding Stops Tug/Barge Activities Along Mississippi and Its Feeders Rising waters on the Mississippi River and several of its tributaries have caused SIU-crewed tugs and barges to delay their schedules for the second time in three years. Late last month, the U.S. Coast Guard halted all barge traffic along the upper Mississippi, Missouri and Illinois rivers because of high waters. At the same time, the U.S. Army Corps of Engineers closed all of its locks along the Illinois and Missouri rivers due to flooding. The combined actions have forced Seafarers aboard Orgulf tugboats to tie up in safe areas until the rivers reopen. Seafarers navigating the inland waterways suffered a similar fate in 1993 when flooding of historic proportions closed the Mississippi for more than a month. However, weather reports do not predict the flooding to be as great this year. Unlike 1993, when constant heavy rains fell at sources of the rivers which caused the severe flooding, the rains of this spring have been localized to the Iowa, Illinois and Missouri regions. Also, the rains have not been as steady. "We had to do what was best for our crews and our boats," Orgulf President Fred Raskin told the Sea/arers LOG. "The flooding is tough on the crews who want to get going, but cannot." The flooding has reached Moore's Landing, Mo., where Orgulf crews shift tows of barges from the smaller tugs that sail the upper Mississippi to larger tugs that navigate the wider and deeper lower Mississippi. The Cincinnati-based company has had to temporarily halt operations there until the water recedes. Meanwhile, the SIU-crewed Alton Belle Riverboat Casino has not had to alter its six-mile cruises along the Mississippi from Alton, Ill. However, rising waters from the river have flooded the shoreline where the Alton Belle docks. Pedestrian and parking areas are underwater, so a temporary bridge, like the one used in 1993, has been built to keep passengers and crew dry while boarding and leaving the riverboat. Flooding has affected the area along the Mississippi River where the Illinois and Missouri rivers converge. Although the current high waters are not as severe as in 1993 (shown above) when the SIU-crewed Alton Belle Riverboat Casino was forced to stay docked, tug and barge traffic has been delayed. �SEAFARERS LOB JUNE1995 5 Faust Combines Hard-Working Crew and Deck Capacity to Deliver Tractors to Russia For the Seafarers aboard the car carrier Faust, the shipment of new combines waiting to be loaded on the dock in Baltimore last month was more than cargo. The shiny red tractors represented American goods that would be delivered by an American crew on a U.S.-flag vessel to the farmers of Russia. "It is good for us to be doing this," noted Bosun Hollis Goughenour, who sails from the port of New Orleans, as he supervised deck department members during the loading procedure. "It is helping someone else and that helps us in the United States." The load of combines and their destination were a first for the International Marine Carriers-operated vessel. The cargo would send the vessel to Helsinki, Finland, where the tractors would be off-loaded for transport into Russia in time for the harvest season. (Sale of the combines to Russia was arranged by the Export-Import Bank, an independent agency with the U.S. government. Under the terms of the bank, cargoes must be carried aboard U.S.-flag vessels unless a waiver is obtained through the Maritime Administration to transport the goods aboard a vessel flying the flag of the nation receiving the payload.) Besides Bosun Goughenour, other crewmembers relayed their feelings about carrying the combines to Russia. "This is a good thing," stated Chief Cook Robert Blankenship. 'The Russian economy is in dire straits, and this helps them. I've been over there before and they are pretty good people. "It helps our economy as well," added the steward department member who sails from the port of Algonac, Mich. "I enjoy helping anybody out," Chief Steward Todd Totzke, also from Algonac, said. "I especially like it when it's American mariners helping out other people." Also on hand to witness the loading was Bosun R.J. LeRoy, who recently signed off the Faust and was visiting the ship while it was docked in his hometown of Baltimore. "This type of job offers employment and keeps the cargo under the American flag," LeRoy pointed out. Bosuns Goughenour and LeRoy praised the crew aboard the Faust as hard-working. "This is a really fine crew," Goughenour said as LeRoy AB Mike Jarrell clears a cargo deck to make room for the Catching up on paperwork on the Faust is Chief nodded. "They work hard and make sure to get the job combines to come aboard. Steward Todd Totzke. done right." The Faust usually runs from ports along the Atlantic coast of the U.S. to Southampton, England; Le Havre, France; Antwerp, Belgium and Bremerhaven, Germany. On its 13 cargo decks, the roll-on/roll-off vessel can carry automobiles, trucks, tractors and heavy construction equipment. The ship has transported sailing boats and yachts that range in size from 8 to 85 feet. It also carries tanks and other vehicles for the Military Sealift Command and the Military Traffic Management Command. Reflecting on the wide variety of cargo aboard the Faust, AB Thomas Ruff noted, ''This is the most interesting of all the ships I have sailed on because of the cargo we carry." Bosun R.J. Leroy said it was great for Seafarers ''to deliver the tractors to Russia." Bosun Hollis Goughenour (right) shares a card from home with AB Elden Eubanks. Steward Assistant William Brown offers a plate of rice and Working on a pump in the Faust's engineroom are QMEDs Danny Vazquez beans to a hungry crewmember. (left) and Kevin Martin. �...------------------------------------. -- 6 SEAFARERS LOG - -- --·- - --- - JUNE1995 . Nation Remembers Bravery of Merchant Marine Veterans "Our ships, sailing vances along the East, Gulf and West coasts, the nation every ocean, have been President Clinton's Maritime Day Proclamation manned by courageous ofpaused to remember and The United States owes much to our merchant sailors. At our nation's beginning, these outstanding citizens ficers and seamen, all of thank our merchant marine veterans for their courage whom have left the security opened new avenues of commerce and helped nurture a fledgling democracy into a beacon offreedom for and their dedication to of their firesides and many people around the world. Since President Franklin D. Roosevelt first proclaimed National Maritime Day 63 freedom. of whom have given their years ago, the U.S. merchant marine has built on its legacy ofpatriotism. Its great tradition of courage and Maritime Day in San lives for the land of their valor is an inspiration to all Americans. allegiance ... " Francisco was celebrated This year, as we honor those who served and sacrificedfor our nation during World War II, the contributions with a cruise on one of two Those were the words of of the U.S. merchant marine are a special source of pride. We will always remember the heroism of those seagoing Liberty Ships, the President Franklin D. mariners and the dangers they faced to protect our liberty. Roosevelt in his Maritime SS Jeremiah O'Brien. With America's merchant marine and civilian seafarers have put themselves at risk time and again to support more than 650 people in atDay proclamation of May our Armed Forces. They provided pivotal service during Operation Desert Storm, during America's tendance-representing all 22, 1945, and those senti- humanitarian mission in Somalia, and throughout Operation Restore Democracy in Haiti. aspects of maritime (labor, ments continued to be exToday, our country remains determined to maintain a strong U.S.-flag presence on the high seas, a pressed 50 years later in management and military commitment central to advancing our nation's national and economic security. I urge Americans to join efforts ceremonies across the personnel) as well as interUnited States, saluting the in support of maritime revitalization legislation and our ongoing shipbuilding production program. ested passers-by-the ship civilian mariners who so Americans' pioneering spirit has endowed our nation with the most innovative maritime technologies and the sailed under the Golden Gate Bridge as hundreds of ably served their country most skilled maritime labor force on Earth. Working together, we can preserve this critical advantage for memorial wreaths honoring during times of war and generations to come. In recognition of the importance ofthe U.S. merchant marine, the Congress, by a joint resolution approved times of peace. lost seamen were tossed into the bay. Opening the Maritime May 20, 1933, has designated May 22 ofeach year as "National Maritime Day" and authorized and requested Administration's (MarAd) the president to issue annually a proclamation calling for its appropriate observance. In Norfolk, Va., the South Now, therefore, I William J. Clinton, President of the United States of America, do hereby proclaim May Maritime Day ceremony Atlantic Region of the on the steps of the U.S. 22, 1995, as National Maritime Day. I urge the people ofthe United States to observe this day with appropriate Maritime Administration Capitol, Maritime Ad- programs, ceremonies, and activities and by displaying the flag ofthe United States at their homes and in their held a wreath-laying ministrator Albert Her- communities. I also request that all ships sailing under the American flag dress ship on that day. ceremony to honor the conberger recalled the words tributions of those merchant In witness whereof, I have hereunto set my hand this nineteenth day ofMay, in the year ofour Lord nineteen of General Dwight D. hundred and ninety five, and of the independence of the United States of America the two hundred and mariners who gave their Eisenhower on Maritime nineteenth. lives while supporting U.S. Day in 1945: "The officers armed forces. The William J. Clinton and men of the merchant ceremony, conducted aboard marine, by their devotion to the Cape Race (a Ready duty in the face of enemy Reserve Force ship operated action, as well as natural by OMI), consisted of a short Herberger reflected on the im- chant ships and American curate account of the help given to dangers of the sea, have brought portance of the day commemorat- seafarers have answered our their country by the Allies and of memorial service and a rendering us the tools to finish the job. Their ing mariners by noting the nation's call again and again- the courageous American and of a wreath to the waters. contribution to final victory will contributions of the U.S. mer- during World War II, the Korean British merchant seamen who Similarly, the port of Los Anbe long remembered." chant marine. "American mer- conflict, Vietnam and, most braved sub-zero temperatures and geles held its Maritime Day obrecently, in the Persian Gulf. rough seas and who lost their lives servance and memorial service at I 't' r ' I ""' It They also have served in support on the Murmansk Run, delivering the American Merchant Marine ';.:.... fl..~· of humanitarian efforts in vital supplies to the Russian people. Veterans Memorial in San Pedro, Somalia and Haiti. Admiral Prueher, vice chief of Calif. Gray Davis, the lieutenant "It is extremely appropriate Naval Operations, spoke about governor of California, and that we remember the past con- his recent travels to France in Beverly O'Neill, the mayor of the tributions of the American mer- celebration of the 50th anniver- city of Long Beach, spoke before the assembled crowd. chant marine as we look to the sary of D-Day. At the Seafarers hall in St. He noted that the French confuture role of the American maritime industry in a new inter- tinue to express amazement that Louis, a number of SIU veterans national economic and national young people from the United met for a Maritime Day ceremony security environment," the ad- States, who were so far removed to observe the memory of all ministrator told the crowd of from them, could go overseas and those who mariners who so willshipping executives, maritime fight and die for French citizens. ingly gave their lives in exchange labor officials and government He said that the citizens of for service to their country. personnel. western Europe see the United Another speaker on Capitol States as a country that embodies Hill, U.S. Representative Howard teamwork. "They look to us for Coble (R-N.C.), a longtime sup- inspiration, as a representative of porter of U.S.-flag shipping, also freedom and democracy," he recalled the importance of the said. The admiral stated that teammerchant marine during World War IL "On this day, 50 years work is found every day aboard ago, although our nation was ships. "But it is the people who make grateful for the end of the war in our ships work," Prueher added. Europe, our hearts and minds "And we must never forget this were with many Americans who fact." were still fighting bravely in the The nation's capital was not Pacific. We still had a war to win, the only city to celebrate the 63rd and the contribution of the annual Maritime Day. From a American merchant mariners was wreath-laying ceremony at Batcrucial to our victory. tery Park in New York to obser"Today we pay tribute to those merchant marines who rest and gave their lives so that we would remain free. As we prepare to face the peacetime challenges before us, let us remember the bravery, strength of the American merchant mariners who died during World War II." Representing the Military Sealift Command (MSC) at their commemorative service at the Navy Memorial in Washington, D.C. were Vice Admiral Philip M. Quast and Admiral Joseph W. Prueher. Vice Admiral Quast, commander of the Military Sealift Command, told the audience of his recent trip to St. Petersburg, At the St. Louis SIU hall, merchant marine veterans pose with the Russia, a city which alone lost official merchant marine flag as well as their chapter flag. From the more than one million persons left are (front row) Frank Kodelya, Don Adams, Pat O'Reilly, Jeffrey Students from the Lundeberg School form the color guard during during World War II. He noted McMahon (MarAd/USTRANSCOM Liaison Officer); (second row) memorial observances in Washington, D.C. They are Julie Gramling, that the residents of St. Petersburg Larry Olliges, Wes Haenchen Sr., Dr. Ray Bechtold, George Hodak, finally have been given an ac- Katja Buckley, Mike Buckley, Leonard Hults and Joe Hensel. Michael Bowen, Darrell Baker and Robert Frank. �SEAFARERS LOG JUNE1995 New Reg Will Change Tankermen Tests Certification and Training Rule to Take Effect on March 31, 1996 The U.S. Coast Guard recently announced an interim final rule that affects the training and certification of tankermen. Published in April, the new regulation-which goes into effect on March 31, 1996defines qualifications of tankermen and of other mariners involved in the handling, transfer and transportation of oil and other hazardous liquid cargoes in bulk aboard vessels. It requires tankermen to obtain from the Coast Guard one of the following five endorsements: Tankerman-Person in Charge (PIC)(Barge), restricted Tankerman-PIC, restricted Tankerman-PIC (Barge), Tankerman-Assistant or Tankerman-Engineer. In order to secure such certification, tankermen will have to meet standards for amounts of experience, completion of training courses and physical fitness. Additionally, the regulation significantlychangesthetesting procedures for tankermen. The Coast Guard no longer will conduct tankermen exams, but will certify schools (such as the Seafarers Harry Lundeberg SchoolofSeamanship)andpossibly operators to give the tests. And, in another departure from the current system, the new tankermen tests will include practical (hands-on) testing, so that mariners will have to demonstrate their skills in transferring liquid cargoes. The rule partly stems from the Oil Pollution Act of 1990 (OPA '90), but also has roots in other legislation (the Port and Tanker Safety Act) dating back 17years.ltsintentistoimprove safety in the handling, transfer and transportation of hazardous liquid cargoes. The rule's full effect on the Paul Hall Center's curriculum willnotbeknownuntilafterthe Coast Guard reviews comments on the regulation. (The deadline for submitting comments is June 30.) The agency is accept- ing input from the industry regarding course subjects, establishment of minimum requirements for amounts of instruction, and the advisability of substituting field training or simulations for actual on-thejob experience. Fornow, the Coast Guard has proposed the following courses (a tankerman would need to take one or more, depending on which type of vessel he or she sails): a 40-hour tankship/dangerous liquids course, a 40-hour tankship/liquifiedgasescourse,a 40-hour tank barge/dangerous Iiquids course, a 40-hour tank barge/liquifiedgasescourseanda 16-hour firefighting course. The Paul Hall Center already offers a number of courses on transporting hazardous materials as well as firefighting training which seemingly could beadaptedtofullymeetthenew requirements. In accordance with the regulation, the school also may request that certain classes or parts of classes be counted toward a mariner's fulfillment of the new requirements. In any case, the new tankermenendorsementswillbevalid for five years. Once the original endorsement expires, a mariner need only show two transfers in ordertorenewtheendorsement, according to the regulation, published in the Federal Register on April 4, 1995. Check future issues of the Seafarers LOG for updated information on this situation. Safety Stressed in Tanker Course SIU member Scott Fuller hopes that he never will need to use the emergency-response techniques he recently learned in the Paul Hall Center's tanker operation/safety course. But, having completed the fourweek course last month, along with 35 fellow upgraders in Piney Point, Md., he is confident that should such a situation occur, he will know how to react. "I learned a lot in this class, especially how to combat different types of spills and what to do if someone is injured," said Fuller, who recently upgraded to QMED and who most recently sailed aboard the American Merlin. "It's important to know what you're dealing with; you can't just go right at it, even though you want to help. You must follow the right procedures." His classmates also praised the course, which is required for all Seafarers who sail aboard tankers. Recertified Bosun Anthony Maben said the Lundeberg School instructors were "great. They really made the course in- Confined-space training is part of the four-week course. Above, a student utilizes the training barge Empress II to simulate a rescue. teresting, and I don't think you could ask for a better bunch of people working at the school." Maben, who joined the union 28 years ago in New York, also said that he believes the class is a "very worthwhile" addition to the school's curriculum. plans; fit-tests using respirators and other equipment; and an introduction to fire chemistry, fire_fighting and fire/emergency duties. Oil-removal contingency plans, use of federal information guides designed to aid mariners, and rules for protecting the marine environment are among other subjects studied by the upgraders. Members of the last class also met with SIU President Michael Sacco and Executive Vice President Joseph Sacco, who brought the upgraders upto-date on the union's current activities, as well as reiterating , the importance of the safety course. Eye-Opener For AB Janet Baird, the tanker/operation safety course sharply raised her awareness of the potential hazards involved while working aboard vessels that transport petroleum products. "It really opened my eyes to some of the dangers, as well as the need for safety at all times," said Baird, who graduated from the Lundeberg School in 1991. Requesting Feedback "I thought it was really informaIn an ongoing effort to keep tive, particularly the sections on oil spill prevention and cleanup, the class as relevant as possible, Lundeberg School instructors and firefighting." are requesting the assistance of Open to All Seafarers Seafarers who sail on tankers. Developed by Lundeberg The instructors ask that, when School instructors in response possible, SIU members to regulations stemming from photograph and/or videotape the Oil Pollution Act of 1990 the equipment with which they (OPA '90), the class is open to work, along with any other all Seafarers. It includes hands- relevant operations. on training and classroom inSeafarers then are requested struction, as was agreed during to forward the photos and/or negotiations between the union tapes to; Paul Hall Center for and SIU-contracted tanker com- Maritime Training and Educapanies. (Check the Lundeberg tion, Attn: Ben Cusic, P.O. Box School schedule on page 23 for 75, Piney Point, MD 20674. The a list of upcoming tanker opera- materials will be used to keep tion/safety courses.) the curriculum as current as posSpecific exercises and sub- sible. jects include practical training for confined-space safety and oil spill/hazmat prevention and recovery. Upgraders also study tanker construction and general tanker safety, review sections of OPA '90 and learn about the chemical and physical properties of petroleum products. Additionally, students in the tanker operation/safety course examine the flammability traits, toxicity/asphyxiation characteristics and health hazards associated with exposure to petroleum products. Other segments of the course cover monitoring tanks for oxygen deficiency and taking other meter readings with atmospheric monitoring equip- Upgraders in the tanker operation/safety class discuss the importance of the course curriculum with SIU ment; creating shipboard safety President Michael Sacco (standing, far left). 7 �B SEAFARERS LOG JUNE1995 Crescent Engineers Complete DDE Course in New Orleans Fourteen Seafarers employed by Crescent Towing last month completed two special Designated Duty Engineer (DDE) courses that were conducted by Lundeberg School instructor Barney Kane at the SIU hall in New Orleans. Each two-week course was conducted on a week-on, weekoff rotation, in order not to disrupt members' work schedules. So from start to finish, the classes spanned a four-week period. A few Seafarers were unable to finish the course because of flooding which affected their respective homes and work hours. In fact, part of the SIU hall was closed for one day as a result of the floods. Despite those difficulties, the class-which was presented in order to help Seafarers remain the most qualified and best-trained in the region-was rated a major success by those who attended. Students particularly appreciated the convenience of having the class available at the union hall, as well as having it modified from its usual eight-week length. "This is the best thing that's happened to us in a long time," said Chief Engineer Jugo Barletto, who has been a Crescent employee for 17 years. "The instructor was a tremendous help to myself and everyone else. It was like a gift to us for him to be here, because it's not easy [due to work schedules] to get up to Piney Point." Barletto' s home, in nearby Manderville, La., north of New Orleans, was damaged by the floods, causing him to miss ·two days of class. But he caught up on the information by putting in extra hours after class, once he returned. "My whole neighborhood was McAllister Tug on the Move flooded," he noted. "In my home, I had to pull up the carpets." 'Lots of Material' B arletto and classmates studied "electricity, diesel, general safety, firefighting, hydraulics, compressors, pumps, valves . . . you name it," said Kane. "DDE is a little bit of everything." The course also includes the study of engine maintenance, automation, fuel injection, intake and exhaust, reduction gears, boilers, Coast Guard regulations and more. With so many topics to cover, For Seafarers working aboard McAllister tugboats in the Philadelphia the students maintained a brisk area, moving ships out of the Hess Oil tenninal in New Jersey is a pace throughout the course. routinepartofthejob. Picturedabove(lefttoright)areCaptain Richard ''There was a lot of material and a Roel and Deckhand Sean Taylor aboard the Eric M. McAllister. lot to absorb in that length of time, but this was a life-saver for me," tended liked it." month or two. (In order to bolster Barletto cited the study of their chances of passing the Coast stated Sal Macaluso, an engineer who has worked for Crescent for refrigeration and air conditioning Guard test, Kane regularly con14 years. "Plus, we received equipment as a course highlight "I ducted quizzes during last material that we can study on our took courses covering some of this month's class.) own, now that the class is over." in community college many years SIU Vice President Gulf Coast He said he "found everything ago, and this really refreshed my Dean Corgey noted Crescent we covered useful" and particular- memory," he said. "I thought the believes training classes for its ly was interested in learning whole course was excellent!' crews are important and effective "electrical formulas that you use to measures to constantly improve Exams Are Next safety and provide for efficient determine information about circuits, resistance and amps." The next step for the Seafarers operations. Crescent Towing operates Macaluso added that it was who took the course in New Or"great that we could just come to leans will be to take an exam ship-docking harbor tugs in New the union hall on our days off. I given by the U.S. Coast Guard in Orleans, Mobile, Ala. and SavanAccording to the captain, the live about a 20-minute drive from order to earn their DDE licenses. nab, Ga. Each tug sails with a weather conditions made the the hall, so this was really con- Most of the student-mariners plan four-person crew (a captain, two recovery of the crew by the venient. I think everyone who at- to take the exam within the next deckhands and one engineer). Carolina's motor lifeboat "very questionable." However, the containership stood by, ready to provide assistance, until the Coast Guard arrived. "Because the crewmembers· were not injured or in serious Seafarers aboard the Cape Taylor, danger, we thought it best if we stayed close [without bringing Cape Trinity and Cape Texas are keepthem aboard]. We waited until the ing three Ready Reserve Force (RRF) Coast Guard arrived and they vessels in prime condition. The ships, docked in the Mobile began the actual rescue efforts," (Ala.) Shipyard, are operated by Apex Dixon said of the mission. "The crew did an excellent job Marine for the Maritime Administrain making sure all the necessary tion. The RRF vessels are part of a procedures were taken so that if fleet of militarily useful ships owned we needed to bring them on, we by the government. They are activated were well prepared," Bosun in times of war or emergency. Skeleton crews--composed of a Dixon stated. The Carolina crew served as a steward/baker, QMED, chief liaison between the yacht and the electrician, bosun and deck engine Coast Guard, until a portable utility (DEU)-work aboard each of VHF radio was lowered from a the RRF vessels to do whatever it rescue helicopter. A portable takes to keep them in a state of repair pump was also lowered to the and preparedness. The Seafarers in the photographs craft so the crewmembers could stop bailing the water rushing in accompanying this article conduct inspections of all spaces, perform due to the high waves. Using the radio, the skipper of routine maintenance, operate cargo the Reel Me called Captain O' - gear, handle vessels' stores and adjust Connor to express his thanks and and rig gangways, among other duties. gratitude for returning to the scene, notifying the Coast Guard and providing assistance to his stranded crew. After a three-hour detour, the Carolina turned around and sailed full speed ahead to Puerto Rico. "In the master's opinion, the response of the officers and crewmembers was exemplary and highly professional," wrote the captain in his report to the LOG. "Special attention should be called to Steward Assistant Michael Anzalone's contributi on. His alertness spotted the emergency flare from the distressed yacht and he had concern enough to call the watch officer on the bridge. His actions started the chain of events that ultimately StewardLioydPalmerservesdinnertothe DEU A Day does some chipping in the engineroom of the Cape Tayforwhile QMED William Day looks on. led to the saving of three lives," ROS crew aboard the Cape Taylor. concluded the captain. Seafarers1 Alert Action Allows Carolina to Aid Stranded Motor Yacht Seafarers aboard the Carolina recently aided in the rescue of three people manning a 45-foot motor yacht, which was rendered helpless by severe weather and a lack of power. The Carolina, operated by Navieras NPR Inc., was en route to San Juan, P.R. when an SIU member spotted the troubled craft. According to Captain J.R. O'Connor, who sent a report detailing the incident to the Seafarers LOG, SA Michael Anzalone was on deck when he observed a flare in the distance. "I was on the main deck when I saw a flare coming from a small white craft off the starboard side of our ship," recalled Anzalone. "I immediately knew what it was and went to call the bridge." Once notified, the captain contacted the U.S. Coast Guard to inform them of the situation and commanded the engineroom to slow to maneuvering speed in order to commence a turn and sail to the area of the distressed yacht. Bosun Stewart Dixon noted that all hands reported topside to aid in preparations for the rescue. "We got the ladders and lines ready so that if we needed to bring anyone on board, we were all ready," stated the bosun. The yacht, Reel Me, had been sailing from Key West, Fla. to Costa Rica when it lost all power. The troubled vessel had been drifting for three days before beingspottedbytheCarolina,approximately 60 miles south of Key West, Fla. Having endured several days of rough seas, the Reel Me was leaking badly. None of its three crewmembers, however, was injured. The yacht had two feet of water in the bilges, which the exhausted crew had been bailing out in buckets. Because the yacht's radio had failed with the power outage, the Carolina crew communicated with the Reel Me through the use of a bull horn. Mobile Members Keep RRF Vessels Ready for Call-up �JUNE1995 SEAFARERS LOG 9 Seven Scholarship Recipients Head to College in Fall Three deep sea SIU members and four dependent children of Seafarers are the recipients The scholarships were granted in the amounts of $6,000 and $15,000 for both two- and ofmonetaryawardsfromtheSeafarersWelfarePlan'sscholarshipprogramfor1995.They four-year courses of study at institutions of higher learning. What follows is a brief were selected by a panel of educators last month. (See story on page 3.) description of the background and goals of each of the college-bound students. SEAFARERS TODD D. HILEMAN of Anna, ill. is the recipient of the four-yearscholarshipfor$15,000. Hileman, 30, is a graduate of the trainee program at the Lundeberg School of Seamanship in Piney Point, Md., and has returned several times to upgrade his rating and earn additional deck department endorsements. He currently sails aboard Energy Trans_eortation Corp.' s LNG Taurus. Since joining the SIU in 1989, Hileman believes he has been afforded opportunities he could not have otherwise realized, such as the chance for an education. "Although anxious about the prospects of Todd D. Hileman returning to school and the changes in my lifestyle that will occur, I am excited at the thought of entering the classroom and accepting the challenges of higher education," the AB wrote in his scholarship application. He also will be closer to his wife, Sue Ann, and 11-year-old son, Tyler, and will have the summer months in which to continue his maritime career, he said. Hileman hopes to enroll at Southern Illinois University or Southeast Missouri University. His interests lie in the teaching profession. But he also is considering another course of study: surveying. This idea came about while he and his wife were attempting to buy a home and were informed that there was only one surveyor in the entire county in which they planned to move. At the age of 13, his family moved to Southern Maryland where they lived near the water and owned a boat. "I had great times on the Patuxent River," said the 11-year SIU member. During and after high school, Rawley worked at odd jobs in restaurants and marinas until joining the SIU at the age of 19. He completed the Lundeberg School's entry rating program in 1984 and has returned to the facility to take advantage of many of the upgrading opportunities there. He bas· two years of seatime as a steward assistant and assistant cook. He also worked for the school in the capacity of bakeshop instructor. p · R I During the Persian Gulf war, he atrick J. aw ey sailed as an OS and additionally has one year experience as an AB on tankers and containerships. Rawley currently works as a house manager and monitor at the Seafarers Addictions Rehabilitation Center-and would like to continue this line of work. "It has always been my desire to work for the benefit of seafarers; one possibility is becoming an addictions counselor," he wrote in his scholarship application. "My intention is to get a general studies degree, then specialize and tailor my education." The 30-year-old already has been attending courses at Charles County (Md.) Community College. PATRICK J. RA WLEY's first seagoing experience was on an outing with the Boy Scouts when he lived in Central New Jersey. "We took a PT boat (a World War II-era torpedo vessel) from New Jersey to Mystic, Conn., and the experience was a thrilling one for me," said the recipient of a $6,000, two-year scholarship. BRYAN K. SMITH, 37, credits much of what he is today to the encouragement of his parents and his upbringing in Twin Falls, Idaho. A recipient of the two-year, $6,000 scholarship, he learned early on that "to succeed at something, you have to first determine your objective, set your sights high and, finally, work hard at the day-to-day practice and routine that is necessary to_improve," Smith wrote in his scholarship application. "The key," he added, "is to not only find out what you're good at but that you enjoy as well." While working in Hawaii at a Sheraton hotel, Smith became intrigued by the hospitality business-" seeing all the different departments working together to provide a soothing and relaxing atmosphere for the customer while simultaneously solving their own day-to-day problems behind the scenes." For the next 10 years he specialized in fine dining service, workBryan K. Smith ing at some of the nicer restaurants on the Big Island. It was in 1988 that he joined the SIU in order to work on the cruise ships in Hawaii. After a few years, however, the travel bug got to him when he learned of the opportunities available. And so he went to Piney Point in 1991 to learn to cook and was "delighted to find that working in the galley gave me a much greater sense of achievement than the service side ever had. For me, cooking is the perfect blend of science and art." Since leaving Piney Point and working on ships, Smith has continued to learn by reading, practical experience and sharing ideas with others. But, in order to reach the next level, he sees the need for the additional training that a good culinary school can provide. Smith has applied to the New England Culinary Institute (Vt), the Culinary Institute of America (N.Y.) and the California Culinary Institute (San Francisco) with the goals of becoming a more professional cook, contributing positively to the reputation of the SIU' s steward department and growing both personally and professionally. DEPENDENTS Since the fifth grade, ANNL. BILDERBACK has known that veterinary medicine is the right career for her. Graduating this year from Willow Glen High School in San Jose, Calif., the 17-year-old plans to use her four-year scholarship award to continue in that field And she already has lots of experience, having worked part time as a veterinary assistant at a clinic since 1993, assisting with X-rays and surgeries, giving vaccines and drawing blood, among other duties-all while maintaining an A average in her school studies. She enjoys working in a private veterinary practice but hopes eventually to be in a position to help animals that live (or should live) in the wildpossibly in a zoo. "I would like to be a veterinarian working with those animals that are unable to take care of themselves," she wrote in her application for the $15,000 scholarship, "especially with those animals in danger of Ann L. Bilderback extinction." She hopes to realize her career goals at Dartmouth College (N.H.) or Harvard University (Mass.). Bilderback' s academic record has been superior, and her efforts have not gone unrecognized. She was selected as a recipient of the Xerox Award in Humanities as well as the United States Navy Laureate Edward Teller A ward for achievement in science and math. She also was selected to participate in the Harvard University summer school program where she studied astronomy and computer science. But apart from her rigorous academic schedule, Bilderback also has been a valuable member of the school community through her leadership and participation in a number of activities. She is a two-sport athlete (varsity track and tennis) and has been very active in student government-serving as freshman class secretary, sophomore class treasurer and junior class secretary. She was initiated into the National Honor Society in her sophomore year, has been a member of the California Scholarship Federation and also served as treasurer oflnteract (a Rotarysponsored community service club). Ann Bilderback is the daughter of Chong Yun and stepdaughter of Christian Albert Christensen, an SIU member since 1947. For the past several years, the deep sea mariner has worked aboard Sea-Land Service vessels, most recently as a recertified bosun aboard the Sea-Land Endurance. portunity to preserve law and help others be treated fairly." Christine Kingsley is the daughter of Remy and Jack Kingsley, a member of the Sill's deep sea division since 1973. He sails as a recertified bosun, most recently aboard the Sea-Land Explorer. CHRISTINE M. KINGSLEY's academic achievements started as early as kindergarten. She learned to read and do all four mathematical operations before entering grade school and then skipped the first grade. This academic promise continued through her schooling-graduating as valedictorian from junior high school in 1991 and ranking in the top 10 of her senior class. She has never received below a "B" on a report card, and with honors and advanced placement classes, her grade point average Christine M. Kingsley remains above 4.0. But in addition to her academic achievement, the 16-yearold graduate of Armijo High School in Fairfield, Calif. also exhibits leadership qualities. She served as president and treasurer of the Good Sams Club and has been active in cheerleading and keeping statistics for the wrestling and baseball teams. She also tutors students in various subjects and works at a part-time job. "Being a leader has taught me responsibility, organization and commitment," she wrote in her autobiographical statement on her scholarship application. "These attributes will help me in my future academic studies and career." After high school, Kingsley plans to use her four-year, $15,000 scholarship to continue her education at the University of California in Berkeley. She plans to study about her ancestors, the Native Americans, and major in economics. Following her undergraduate degree, she hopes to attend law school and become a civil rights lawyer. "As I was growing up," she wrote, "I always felt the need for situations to be fair and equal. Becoming a lawyer would give me the op- ARIC D. KNUTH' s mission is to educate as many people as he can. The high school senior will graduate from Oscoda High School in Oscoda, Mich. this month and plans to use his four-year scholarship award to attend the University of Michigan. 'The primary element in my future plans 1r-----------. is diversity," wrote Science has always the 18-year-old fascinated MARY Knuth on his apANNE MORplication form. "I RISON, and so a have a firm belief biological science that in order to major it will be for achieve the highest the 19-year-old as she takes addegreeofhappiness and success, one vantage of her must seek a wide $15,000 scholarrange of education ship to continue her and strive to mainstudies at Wellesley College (Mass.) - - - - tain a future which may take a variety Mary Anne Morrison in the fall. Arie D. Knuth of twists and turns As a member of and unseen changes." the class of 1998, she already has completed With this philosophy, the University of her first year there, taking courses in matheMichigan's dual degree program seems matics, economics, history and Italian. Morrison graduated from Poughkeepsie tailor-made to his needs (a BFA in theatre performance and a BA in French with a teach- High School in New York last year with an ing certificate). 'This broad educational back- A+ average. She was a member of the Naground will allow me to reach a number of tional Honor Society and participated in the career goals which ultimately will result in a jazz ensemble, concert band and also helped full-timeteachingpositionateitherasecondary in the successful campaign of or university level," he stated. Poughkeepsie's mayor. Two major forces fuel the young man's Medical school remains a possibility for ambitions. The first is an undying love for the future, but whether she wants to be inthe stage. 'Theatre is a field which I must volved in the practical or the research side of pursue in order to reach any degree of self- medicine is still up in the air. satisfaction," Knuth added in his "I want to spend the next 40 or 50 years autobiographical statement on the scholar- of my life doing something that I love," ship application. The second is the desire to Morrison wrote on her application, "and I sculpt and mold the human mind-to help also want to do something rewarding. Scienpeople see things from different perspec- tific research and medicine are constantly tives. "I feel it is my mission to educate as growing and changing, and I want to be a part many people as I can ... I look to the theatre of all that." Mary Anne Morrison is the daughter of as a primary tool in my teaching. Ifl can get people to explore their emotions and experi- Martha and Holmes Morrison Jr. The inment with different modes of thought, I will land member joined in SIU in 1975 and currently sails as a mate aboard G&H be able to deem myself successful." Aside from his "A" average in high Towing Co.'s Gretchen. school, where he ranked fourth in a class of 92, Knuth also worked 20-30 hours a week as a clerk in a video store, was a member of the student council and the National Honor Society, served as president of the mixed choir and captain of the forensics group. He also has volunteered in a local soup kitchen and helped out with the Special Olympics for the past four years. Arie Knuth is the son of Janice Ballor and David Knuth. The elder Knuth, a member of the deep sea division, joined the SIU in 1973. He most recently sailed aboard Bay Ship Management's USNS Potomac as an AB. �r------- - -- - - - - - -·-·- - ---- - - 10 SEAFARERS LOG JUNE1995 Dardens: Piney Point Is A Family Affair SIU Training Center Open To All Vacationing Sea/arers Gourmet food , beautifully and they said, "PINEY manicured grounds, sailboats, PO/NI'!!!" My wife and I were tennis courts and an Olympic not surprised. size swimming pool. Does this My first trip to the Paul Hall sound like an expensive vaca- Center was in March 1976 tion resort? Think again. after I received my AB ticket All of the above can be ex- and my full union book with perienced by Seafarers and the SIU. Things were not as their families at the Paul Hall plush at the school then as they Center in Piney Point, Md., are now, but I couldn't help where over the years, many SIU thinking that the school was families have traveled to enjoy something good. Also, I their summer vacations. With couldn't help liking the area. I affordable rates and exciting saw lots of water, boats and activities to capture the inter- good fishing and crabbing opes ts of children and adults portunities. alike, Piney Point is the ideal summer getaway. The First of Many Return Visits The facility, located in St. In 1982, I was sailing in the Mary's County, Md., offers ac- deep sea division and went ti vi ties for everyone on its back to the school for a celesgro unds. The center also tial navigation course. I was provides the ideal lodging loca- shipping out ofBaltimore and tion for those wishing to ex- hadjust gotten married to my plore the sites of nearby wife, Pam. At that time, Washington, D.C. and An- upgraders'wivescouldn'tstay napolis, Md. overnight at the facility, so Last month's issue of the when Pam came down, u:e manage the center. Also we Seafarers LOG featured letters would rent .a hotel room in enjoy meeting new friends from Bobby and Jessie Darden, nearby Lexington Pa~k, Md. who are Seafarers from other thechildrenofABJimDarden Pam also loved to fish a'!d parts of the country and and his wife, Pam, detailing the crabandfeltcomfortable with world. adventures and fun they dis- the people she met and I can honestly say that cover each time their family generally loved the area. everyone we ha ve met a t th e returns to the Paul Hall Center When we were walking PaulHallCenterhasmadethe for a ~acation. aro'!'nd the center, PCf-m Darden family feel at home. With the summer season offi- noticed steel beam~ lyi.ng Piney Point has become a real cially due to begin this month, aroun_d where the swimming home away from home for our there still is time for other pool is now. I told her they family. ... Seafarers and their families to fol- werefor the new SIU hotel and low the Darden family's lead and that once completed, ~ea/arer_s Thank You plan their own special fun-filled wou1!1_ be able to b~ng their My family and I can enjoy holiday in historic Southern f a"':tltes to s.tay with them the Paul Hall Center because of Maryland. while upgrading. all the hard work and foresight This month, read what Jim In 1987 I had heard that put into its inception. Paul Hall Darden has to say about bring- the hotel was up and running. had the vision and ing his family to Piney Point as Since that time, myfamily and forethought for the maritime the LOG continues to feature I have made two or three long center. and others who came photos from the Darden family weekends or vacation trips a after him made sure that his album of summers spent at the year to the Paul Hall Center. dream of a place where all Paul Hall Center. For my family and me, the Sea/arers would be welcomed April 1995 Paf!-l !fall Center in Piney was made true. Dear Fellow Seafarers: Point~ a grea~plac~ to take a Mike Sacco is at the helm Here it is April already and v~catio'!·. Swimming, crab- n.ow ant:f keeps improving_a_nd my kids have requested a b!ng_, sailing,_ craft shows and ftne-tun_in~ the dream, vt.ston family meeting. Of course, the ftshin? are !ll!~ some 01 ~ur and mission of the Paul Hall . Center and the SIU. subject was: ''Where can we go f avonte activities. on vacation and how much The center has everything I think every man and money do we have to work we need, and the cost is fair. woman holding an SIU union with?" Washington, D.C. is about two book owes a debt ofgratitude The kids have wanted to go hours away frc!m the center, to all the people who m~de the to Disney World for a long and a day trip is always a fun Paul Hall Center a reality and time. We talked about thatfor family acti~ity. If Y?U _don't to the people who continue to a while and Mom and I ex- want to go into the big city, St. make the dream grow. plained to Bobby and Jessie Mary'sCountyalsohasalotto If you haven't taken your that Disney World just wasn't offer. f amity on a vacation visit to in our budget this year . . . To be honest, the thing that the Paul Hall Center in Piney Mom and I asked the kids draws my f amity back to Point, do you and your kids a what their second choice was. Piney Pointyearafteryearare favor. Call for reservations Bobby and Jessie's eyes lit up the people who staff and now and check it out. After feeding the ducks, the Darden children pose for one last picture before heading home to Pennsylvania to wait for next summer's vacation--in Piney Point. In oval inset is a recent photograph of the Darden family. Jessie enjoys a day at the pool with two other children she met vacationing at the Paul Hall Center. 1---------.---------:-;•p:=!!l"--::-----, Bobbie and Jessie Darden (center) and their cousins, John (left), and Emily (right), pose next to the binnacle aboard one of the maritime center's training boats. r--------------------------------1 SEAFARERS TRAINING &RECREATION CENTER-Vacation Reservation Information Name:~------------------------------- Social Security number: __________ Book number: _ _ _ _ _ _ __ Address: ----------------------------~ Telephone number: _________________________ Number in party I ages of children, if applicable: _ _ _ _ _ _ _ _ _ _ _ _ __ A vacation stay at the Lundeberg School is limited to two weeks per family. Member $40.40//day $ 9.45/day Spouse Child $ 9.45/day Note: There is no charge for children 11 years of age or younger. The prices listed above include all meals. Date of arrival: Date of departure: 1st choice 2nd choice 3rd choice IStay is limited to a maximum of two weeks. I Send this completed application to the Seafarers Training & Recreation Center, P.O. Box 75, Piney Point, MD 20674. L-------------------------------~~ �JUNE1995 SEAFARERS LOB 11 Another peek into the Seafarers LOG family album shows us some happy moments in the lives of Seafarers and their families, including a wedding anniversary, a fishing expedition and lots and lots of children and grandchildren. As always, the LOG welcomes your photographs and will publish them on a periodic basis. �12 SEAFARERS LOG JUNE1995 Free Market Calls for Proper Funding Of U.S. Merchant Fleet, Says Totem CEO Paul Hall Lecturer Stanley Barer Urges Congress, Military to Support Ship Bill t is a very special honor to have been asked to be the Paul Hall Mei1lorial Lecturer for this year and to be associated in this way with the memory and legacy of Paul Hall. I am, as well, humbled to find myself among those who previously have been so honored. In August of 1963, I came to Washington, D.C. from the state of Washington to work for Senator Warren G. Magnuson, the chairman of the Senate Commerce Committee. I spent over a decade working in the U.S. Senate. Through that period of time, I saw, met and worked with extraordinary people. But no one made a greater impact on me than I Patil Hall. Power, conv1ct10n and advocacy poured from him in a torrent. He could fill an entire hearing room simply with his presence and advocacy. He did not mince words. He probably did more for this industry than all of us in this room combined. My predecessors in this lecture series have all spoken with great eloquence about the need for a maritime reform program and the importance of the merchant marine. Each has warned that we were running out of time-that the end of our industry was approaching. Each of them was right. I am afraid that the day each of them warned was coming Following delivery of his lecture, Stanley Barer (right) receives a glass etching of Paul Hall from Dr. Robert Friedheim, director of the USC School of International Relations, which oversees the endowment for the program series. The speaker for the 1995 WhileservingonthecommitPaul Hall Memorial Lecture tee, Barer had many opporwas Stanley H. Barer, the tunities to work on maritime cochairman and chief executive legislation with the late SIU officer of Totem Resources Cor- President Paul Hall. The lecture series honors the poration (TRC), of which he is memory of Hall, who served as one of the principal owners. TRC is a holding comp<:ny the SIU's principal officer from for three U.S. -flag maritime the late 1940s until his death in ope~ating enti.ti~s .. Two of 1980. Hall fought for a strong TRC s thre~ subsidiaries, Totem u.s. -flag merchant marine Ocean Tralier Express, Inc. and and worked with Congress to Intero.cean Management Car- pass many maritime bills, inporatw'!, are SIU-contracted eluding the Merchant Marine Act of 1970. companies. Barer' s interest in maritime An endowment to honor Hall began in the 1960s when he worked in a variety ofcapacities was established at the Univerwith the U.S. Senate Committee sity of Southern California by on Commerce, including friends and associates in ormaritime counsel, transporta- ganized labor and the maritime tion counsel and acting general industry shortly after his death. counsel. He became the ad-. The endowment honors distinministrative assistant to U.S. guished contributors to marine Senator Warren G. Magnuson transportation by providing a (chairman of the Senate Com- public forum for their thoughts mittee on Commerce, Science in the form of an annual lecture. and Transportation) from 1969 The first lecture was delivered to 1974. in 1987. has come and may have passed. The industry as we know it may already be dead, and we have just not yet had the burial and wake. Paul Hall would not like the current state of affairs or perhaps some of the things that I am going to say today. But Paul always spoke his mind, and in deference to him, I will do the same. I want to talk today about the absolute imperative of rapid enactment of the proposed Maritime Security Program legislation. I am not pleading a case for benefit to my own companies. Our maritime activity is almost totally domestic. We could not qualify for any payments under the proposed legislation. I am speaking out of conviction as to what I believe most important to the future of this industry. And if I make some people uncomfortable today by my characterization of the current state of affairs, that is all right. This is what has happened since the last Paul Hall Memorial Lecture delivered by James Barker in May of 1994. Maritime reform, which had passed overwhelmingly in the House of Representatives, with strong support by the [Clinton] administration, languished for months in the United States Senate. Although a majority of our friends on the Senate Commerce Committee had indicated their support for maritime reform and the imperative nature of its early enactment, in fact a committee vote on the bill was never called until the waning days of the session. At the time the vote was final1y called for, the committee executive session was scheduled for a time of day which violated the rules of the Senate. An opponent of the legislation objected, and the majority of the committee and its chairman-senators that we believed strongly supported the legislation-agreed to drop maritime reform but proceed with other legislative business of the committee. That ended maritime reform for that Congress and may well have ended the maritime industry as we have known it. The chairman of the Senate Commerce Committee today happens to be the senator who raised the objection last year to consideration of the maritime reform legislation. I believe his concern went to the funding mechanism, and with that now modified, hopefully we will have his support. J e election this past November revolutionized he country and the Congress. Since the Republican-controlled House and Senate were sworn in, the following has occurred: 1. The House of Representatives abolished the House Merchant Marine and Fisheries Committee. 2. The Senate abolished the separate merchant marine sub- "The Congress must make a new determination that a U.S.-flag fleet employing trained, skilled, loyal and patriotic American sea-going labor is essential to our national security." committee. 3. Budget proposals from the House, with the support of the new leadership, call for abolishment of the Federal Maritime Commission and the Interstate Commerce Commission which provide the regulatory structure for the services provided by our industry. If there is no industry, there is no need for a regulatory structure. 4. The administration, in a belated attempt to get on board with the new revolution, has concurred in abolishing the ICC, given only lukewarm support to continuation of the FMC and has come forth with its own plan to cut by half the Department of Transportation and extinguish the Maritime Administration. 5. APL, Sea-Land and Lykes have asked for, and received, permission from the administration to place over a dozen vessels under foreign registry. Maritime jurisdiction in the House is now split between the Transportation Committee and the National Security Committee, with the National Security Committee having lead responsibility on the issue of maritime reform. If the National Security Committee is going to be the determinative body of the House on·· maritime reform, then an obvious question is whether the Department of Defense, which relied on U.S.-flag vessels to carry 90 percent of the supplies in support of Desert Stonn/Desert Shield, will now speak up for the Merchant Marine as a critical part of our national security capability. In the 32 years I have been involved in these issues, I am not aware of the Department of Defense ever taking the position that government financial support of the U.S. merchant marine is essential for national security. They are not saying it now, and I do not think we can expect them to say it in the future. The reality is that DOD is a strong and powerful competitor for decreasing budget dollars. In order to build their own military hardware, including their own sealift capability, they cannot be expected to ask for budget dollars to go to our industry when they might get that money for themselves. Department of Defense plan- ning documents that I have seen estimate that DOD will spend $15 .1 billion between fiscal year 1995 and fiscal year 2004 simply to enhance their sealift capacity from their approximately 12 million square feet of lift capacity today to approximately 20 million square feet by 2004. The square footage cost for DOD's new sealift will be about 10 times the cost per square foot on the 50 ships that would receive support under the proposed Maritime Security Program, which is a modest $100 million a year over 10 years for 50 U.S.-flag vessels. Am I unhappy with the Department of Defense? No. They are a very important customer of ours in the Alaska trade. Just because the U.S.-flag fleet carries DOD cargoes critical for the success of any military conflict, we cannot expect DOD to carry our water. DOD will plead the case for their department budget. We must plead our case ourselves to the Congress. The United States Congress must make a new determination that a U.S.-flag fleet employing trained, skilled, loyal and patriotic American seagoing labor is essential to our national security. That determination is the job of Congress-not DOD. Part of the genius of our system is that elected civilians command the military, and it is only Congress that can declare war or fund our security needs. J ere seem to be two key points that are emerging rom this new revolution and from this new conservative Congress: ( 1) Basic economic activity must live or die "If the Congress U.S.-flag carriers free-market basis the U.S. flag, then must be willing to market principles what it wants.'' �JUNE1995 by free market rules; and (2) if the government mandates something, it must pay for it and, conversely, the government will not mandate unless it does pay for it. I agree that the U.S.-flag international carriers must live or die in a free market-which is a global market. There is no justification in a free market for privately owned U.S. maritime companies remaining under the U.S. flag unless the free market system rewards them sufficientJy to do so. They can choose to remain under the U.S. flag if it is the most profitable and responsible choice for their shareholders. Therefore, if the Congress wants our private U.S.flag carriers to choose on a freemarket basis to remain under the U.S. flag, then the Congress must be willing to pay on free-market principles a fair price for what it wants. I understand and sympathize with the plight of the Congress. They are well meaning people who want to get government spending under control. I applaud · the efforts to get rid of unnecessary federal expenditures and to not mandate acts or responsibilities for which the government will not pay. But in spite of the past CDS and ODS payments and the proposed Maritime Security payments, the U.S. Merchant Marine returns far more to the American treasury in tax revenues than the cost of those programs.* With the construction payments stopped in 1980, and ODS about to expire, the question now before the Congress is whether the federal government is willing to back up its mandates in the future for the hiring of U.S. nationals and the right to take our ships in the event of a national emergency. Congress has decided not to put unfunded mandates on the states even though states have the ability to tax their citizens and face no competition for their existence. How then could Congress possibly continue to mandate private U.S.-flag carriers to incur non-market justified expenditures and obligations for their vessels in the name of na*[Editor' s note: CDS means construction differential program, which provided funding to shipbuilders to compensate for the higher cost of constructing ships in U.S. yards. The last grant issued under this program was in 1980. ODS stands for operating differential subsidy, which U.S.flag operators receive to cover ex penses related to crew cost, maintenance and insurance. Finally, Maritime Security refers to the proposed maritime revitalization program being debated in Congress.] nts our private choose on a remain under he Congress ay on/reef air price for SEAFARERS LOG "The Maritime Security Program must be passed quickly, or there is no question that our international carriers will reflag." tional security without Congress paying for such mandates? After all, in contrast to the states, we are taxpayers, not tax collectors, and we must compete to survive. Unfunded mandates are far more devastating to us than to the states. Now I can fully understand why the government has mandated that the U.S.-flag carriers hire skilled U.S. seagoing labor, because a pool of such labor is absolutely essential for our national security. And I can understand why the government has mandated that a U.S.-flag vessel must be available to the Department of Defense in time of national emergency. Again, it is required by national security. Could we do another Desert Storm with no U.S.-flag shipping available? There are very few military excursions where the enemy pays you the courtesy of sitting quietly for eight months waiting for you to put all your supplies and troops on the ground. There are very few military excursions where there is no threat to your supply line from those who do not agree with your military activities. We will not always be as lucky as we were in Desert Storm. Can we really afford to give up our supply capability? If Congress chooses not to provide future support for U.S.-flag international carriers, what would be the response of a future secretary of Defense or chairman of the Joint Chiefs of Staff calJed to the White House by a president who asks: "As a matter of national security, I have determined we must intervene in Country X. What are our military options?" If we have no U.S. merchant marine capability, no reliable long-term supply system, and no trained U.S. mariners, it would seem that the only options are either to not protect our national interests in Country X, or go in and blow up everything as fast as we can with bombers. Anything that involves long-term supply becomes a meaningless option. And we all know how things work: the option you do not plan for or prepare for is one likely to occur. If our national security requires the option of planning and implementing military scenarios that require secure, long-term supply efforts, even efforts enjoying the support of most nations, such as the one in Desert Storm, or more controversial ones, such as we experienced in Vietnam, then the government must be willing to pay for the American labor pool it mandates as essential to our national security, and to pay for the right to use and have available U.S.-flag vessels in the event of emergency. That is what the free market is all about. This is not subsidy. This is the U.S. government, as a shipper, paying for the shipping services it requires. If Congress is going to mandate these requirements, it must put its money where its mouth is and provide fair compensation for the mandated activity. When we look at some other things the government spends money on, like the tobacco program which is one component of the multi-billion annual farm support system, it is a different situation. I do not believe that growing tobacco or smoking tobacco is a vital component of our national security. The U.S. Centers for Disease Control and Prevention attributes 400,000 deaths each year in the United States to smoking cigarettes. The annual cost to our economy because of tobacco use is estimated in excess of $100 billion each year, consisting of $50 billion in direct medical costs, and $50 biJlion in lost productivity according to the U.S. Office of Technology Assessment. The government loses no money in its price support and loan programs for tobacco farmers. But I suggest to those of you who must make the hard choices on where the government should mandate and provide funds, you should at least treat an industry that is essential for national security as favorably as one that creates the product that kilJs 400,000 of our citizens a year and costs us $100 billion annually in medical and productivity losses. If the current U.S.-flag carrier must Ii ve by global market forces, the carrier will survive-but not necessarily under the U.S. flag. The question is whether the government can make it possible for the industry to survive under the U.S. flag, which is clearly what the operators would prefer. market. If the Department of Defense wants to count on commercial sealift capacity of U.S.flag vessels as a part of its assured sealift capability, then it should pay the fair market price for reserving that availability. That is how a free market works. If a shipper reserves space, the shipper pays for it-just as you pay for a hotel room you've reserved, whether or not you sleep in it. And just as we pay for fire trucks and firefighters, whether or not there is a fire to be fought. If DOD wants the continuing right to use a U.S.-flag vessel, it should pay for that right under long-term contracts, just as would any other shipper under a multiyear service contract. Would the payment by the government of $100 million a year for 50 U.S.flag vessels be a subsidy to the operators? Of course not. It is undisputed that the cost to the operator for choosing U.S.-flag vessels is a conservative $3 million a year per vessel. That is $150 million annually in costs for the 50 ships. And that is before you consider the market risks of losing substantial commercial operations if the ships are taken for some period of time, that your vessels and crews may be blown up in a war zone, and that the government is a notoriously slow-paying customer. Obviously, if you were w1iting a service contract on market principles covering the 50 vessels, you would charge much more than $100 million a year. At $100 million a year, the government as a shipper is receiving the right to transportation services at below market and noncompensatory levels. The only subsidy here is from the operators to the government. Similarly, if the Congress believes, as do I, that there is a national security imperative that U.S.-flag carriers employ skilled American labor who want to assure that their sons and daughters, "If DOD wants the continuing right to use a U.S.-flag vessel, it should pay for that right under longterm contracts." 1e Maritime Security Program must be passed quickly, or there is no question that our international carriers will reflag and move increasingly to non-American labor. They will have no choice. But long term I do not think that the Maritime Security Program is the complete answer. An historic problem with operating differential subsidy that would continue under the proposed Maritime Security Program is that both programs mix the national-security-imposed mandate of employing a skilled pool of American labor at domestic employment benefit levels with the government's additional mandate thatU.S.-flag vessels, as well as this pool oflabor, must be made available to the government in the event of national emergency. Well, let's consider doing this as you really should in a free J: as well as ours, will not die on the battlefield for lack of delivery of critical supplies, then Congress should consider whether the Department of Defense should be required to pay directly to American maritime labor members that amount of their annual compensation, benefits and retirement that exceeds worldmarket prices and assures the existence of the necessary labor pool. Then the U.S.-flag operator can pay American seamen a world market price. The government pays directly for the active and reserve members of our armed forces to be trained and ready and then hopes they need never be used. The same principle should apply to our merchant seamen. This pool of skilled American labor is a mandated national security requirement of benefit to the government, not of benefit directly to the operator competing in the global market. The government should pay for this benefit directly to the people providing that benefit, and that is American seagoing labor. That is the way a free market works. We are willing in this industry to live by the free market and to recognize that there is no free lunch. The government must-also accept the free market and not expect a f!~e lunch. ow, as my companies are domestic U.S.-flag carriers, I want to comment on the Jones Act. Jones Act carriers receive no funding from the government. Some say we are protected in that foreign carriers are not allowed to compete in domestic transport. That is true. Foreign trucking companies cannot bring their trucks and drivers here to compete against American truckers. And the railroads cannot bring in foreign labor to compete in domestic transport, just as foreign air carriers with foreign crews cannot carry passengers and cargo in our domestic system. The bottom line is that domestic transportation involves jobs inside America, and those jobs should be performed by Americans. That is what the Jones Act provides. And that is what our national labor and immigration laws require for every industry in America. If we ever reach the point that America cannot afford to have our own citizens perform our own basic industry activities inside our own country, then we are in trouble well beyond whether or not we should have a Jone Act. So if our Congress ever becomes committed to cutting costs domestically for the benefit of shippers by throwing Americans out of domestic transport jobs in shipping, trucking, rail or aviation, then Congress should do the same thing for the taxpayers. Throw those high-cost Americans out of American government jobs. I suspect that 90 percent of the jobs performed by government employees could be performed cheaper and as efficiently if we brought in low-cost foreign labor to perform those functions . I think we would be crazy to either abolish the Jones Act or bring foreigners in to perform jobs-private or governmentalin our domestic economy when there are Americans who are ready, willing and able to perform those jobs. N n summary, I say this: Our industry, as we have known it, is just about dead, and the only emergency first aid is quick and immediate passage of the Maritime Security Program legislation. But long term the government must learn, as we are learning, that there is no free lunch and the government must pay for what it wants in the free market. And there is another principle that is at the heart of conservatism and should be heeded by our new conservative Congress. Do not throw out ways of doing things that are cost effective, time tested and work well, particularly when the alternatives are unknown, untested and dangerous. The conservative thing to do is to support full funding for the U.S.-flag carriers. I 13 �14 JUNE1995 SEAFARERS LOG Transporting approximately one million tourists and "everything from diapers and groceries to hundreds of horses" is what keeps Seafarers who operate the 11 Arnold Transit Company ferries to and from Mackinac Island, Mich. busy, according to Captain Paul Allers. Allers has been a union member since 1956, when the SIU was selected as the bargaining unit by those seamen who operate the ferries. He notes that the ferriesself-propelled freight barges which depart from the cities of St. Ignace and Mackinaw City, Mich.-are the most popular mode of transportation to and from the historic island. They not only transport passengers; they also bring everything needed by the island's residents. Transportation of materials on the freight barges increases during the summer months when the year-round population of 550 soars to more than 5,000, thanks to seasonal residents and tourists. No Motor Vehicles Located between Michigan's upper and lower peninsulas in the Straits of Mackinac, the 12.5 square mile island is accessible only by boat or airplane. While some tourists travel on their personal boats and others by air, the majority of visitors to Mackinac Island rely on the SIU-crewed ferries to get them to the village, where cottages dating back to the 1800s have been perfectly preserved. The captain stated two SIUcrewed freight boats-the Corsair and Beaver-regularly bring supplies to Mackinac Island from the mainland. Among the items shipped are food, beverages, bicycles and horses. Seafarers also transport "thousands of gallons of oil" to the island which are used for heating. Allers noted that every spring, the ferries bring about 600-700 horses to the island and transport them back to St. Ignace for boarding at the end of the peak tourist season. Approximately 24 horses stay year round for use by the island's permanent residents. While on the island, transportation is by bicycle, foot or horsedrawn carriage. There are no cars (except for three fire trucks) allowed, so horses are used to transport most of the people and freight to and from the SIU-crewed ferries as well as around the island. TOP LEFT Captain Ray Wilkens prepares to navigate the Huron back across the Straits of Mackinac to pick up passengers waiting at the dock in St. Ignace, Mich. Record-Breaking Summer During the peak tourist season of May through October, the ferries cross the Straits of Mackinac to the island from Mackinaw City and St. Ignace every half hour. "We are tremendously busy in the summer," Allers told a reporter for the Seafarers LOG. "Last year was our busiest ever. We started out early this year and think it will be another recordbreaking year as far as the number of tourists goes. But we all enjoy it. The visitors are really nice people," he said. Allers noted that tourism to the island has increased dramatically. Lake Michigan Mackinaw City X:~ \ LEFT After reaching their destination of Mackinaw City, Mich., Purser Ron Halberg (left) and Engineer Robert Horn move the gangway. Last year's figures show about one million people visited Mackinac Island during its peak season. Because of the mild winter along the Great Lakes, the ferries did not stop service to the island until the first week of February. The ferries were back on the water by March 24, the shortest winter break that Allers can recall in all his years with the company. Years Bring Changes Lake Huron DMackinac Island Bois Blank sland c:::> ABOVE Captain Paul Allers (right) and Mate James Webster stand outside the pilothouse as passengers leave the Arnold upon arrival at Mackinac Island, Mich. Commenting on the changes he has seen in ferry transportation to Mackinac Island in his maritime career, Allers said, "When I first started out, we had steamboats where we had to shovel coal into their engines to keep them going, and this month we are getting a jet-powered catamaran in service. Things sure have changed since I first started," he said. The company will add a new catamaran, the Straits Express, to its fleet early this month. Allers stated it is the only jet-powered boat in the country and is reported to be even faster than two of its sister ships, the Mackinnc Express and Island Express, which can transport passengers between the mainland cities and the island in 15 minutes. The catamarans are considered to be the most luxurious passenger ferries operating on the Great Lakes. They have comfortable, theater-style seating with booths and tables. They also are equipped with glass-enclosed lounges and open-air decks. The other vessels in the ferry fleet-the Heron, Mohawk, Straits of Mackinac II, Ottawa, Chippewa and Algomah-provide a 35-minute ride to and from the island. "Captain Ray Wilkens and I Steady Workload For LNG Leo Crew Keeps Vessel Sailing On Busy Schedule Due to the LNG Leo's continuous service between Kobe, Japan and Arnn, Indonesia, work performed by crewmembers is as arduous as it is routine, according to QMED Paul Pagano. Preparing the Leo for the shipyard are (from left) AB Darren Pagano, who recently signed off the LNG tanker Collins, AB Mustari Lalong and Recertified Bosun Philip Parisi. to attend upgrading classes at the Paul Hall Center in Piney Point, Md., has sailed aboard several of Energy Transportation Corp.' s (ETC) LNG tankers during his four-year career with the SIU. "We work really hard to keep the ships in top form because we are constantly on the go," stated the QMED, who currently is enrolled in a welding course at the school. "The work is predictable but very necessary if the ship is to continue to function properly." Among the duties handled by the engine department are basic welding, preventive maintenance on off-line machinery, bilge work, changing oil, pulling strainers and securing and checking valves. While routine maintenance is performed on a continuing basis at sea, LNG tankers return to the shipyard four times each year. Leo steward depatment members gather in front of the salad There is a lot of hard work that goes into preparbar. They are (from left) SA Jamil Shaibi, Chief Cook Glenn ing the tankers for the shipyard, said Pagano. Williams, SA Jose Iglesia Jr. and Steward/Baker Henry Jones "We do as much as possible before we arrive in Jr. Not pictured is SA Gloria Melluish. have been here since the first SIU contract, and not only have our boats changed, but so have the contracts," he added. 'The union has really advanced a lot in the way it provides benefits to the members," Allers added. He noted that the Lundeberg School in Piney Point, Md. is very important for all Seafarers, and he constantly encourages his crews to upgrade in the off-season. He stated several of the crewmembers who work aboard the ferries recently took advantage of the 4hour radar operations course when it was offered by Piney Point instructors at the Algonac, Mich. union hall. Arnold Transit began operations in 1878 with one ferry carrying supplies to lumber camps on the island. The SIU represents the captains, mates, pursers and engineers aboard the company's 11 boats. QMED Paul Pagano performs some preventive maintenance-greasing winches-aboard the LNG Leo. the shipyard. Shortly before the vessel arrives, the captain is notified of the work scheduled to take place. If we can begin the work with the materials we have on board, we perform these extra duties after all regular maintenance is finished. This is what we call 'shipyard work,"' the Piney Point graduate added. The ETC tanker-along with its sister ships (LNG Aquarius, LNG Aries, LNG Capricorn, LNG Gemini, LNG Libra, LNG Taurus and LNG Virgo )-shuttle liquified natural gas between Arun and Kobe every 14 days. �SEAFARERS LOG JUNE-1995 Dispatchers' Report for Deep Sea *TOTAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C Trip Reliefs **REGISTERED ON BEACH All Groups Class A Class B Class C New York Philadelphia Baltimore Norfolk Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Honolulu Houston St. Louis Piney Point Algonac Totals 22 3 5 18 7 22 20 20 18 27 7 4 21 1 3 1 199 DECK DEPARTMENT 1 24 19 1 8 0 8 0 6 28 4 4 10 13 2 4 10 17 18 18 36 16 27 6 1 6 4 18 20 1 6 3 241 1 2 4 3 5 17 21 8 6 0 2 9 2 11 13 14 15 11 5 13 24 20 2 0 2 1 3 1 157 4 0 0 50 10 21 16 4 159 8 0 1 8 1 59 6 3 61 9 *chaiiged by ltuif!pendence Day holiday 6 II Wednesday: July 5, August 9 23 31 39 31 47 3 3 10 5 16 33 8 8 50 23 1 3 43 14 7 5 5 0 0 0 0 2 26 Piney Point · New York Wednesday, July 5*; Tuesday, August 8 22 17 49 8 1 1 1 2 July & August 1995 Membership Meetings Deep Sea, Lakes, Inland Waters Monday: July 3, August 7 APRIL 16 - MAY 15, 1995 Port 15 s 0 0 0 73 32 48 9 4 27 43 1 51 1 3 Philadelphia Baltimore 0 8 Thursday: July 6, August 10 8 Thursday: July 6, August 10 Norfolk 5 Jacksonville 12 7 10 10 Thursday: July 6, August 10 Algonac Friday: July 7, August 11 19 Houston Monday: July 10, August 14 0 0 0 New Orleans Tuesday: July 11, August 15 0 8 4 375 424 104 Mobile Wednesday: July 12, August 16 San Francisco Port New York Philadelphia Baltimore Norfolk Mobile New Orleans Jackson ville San Francisco Wilmington Seattle Puerto Rico Honolulu Houston 16 12 1 1 1 2 8 9 1 0 8 10 13 8 0 14 1 1 6 14 13 9 6 16 16 11 5 5 8 7 12 13 5 2 14 10 1 1 7 11 4 4 2 0 15 0 1 3 0 2 12 St. Louis 0 Piney Point Algonac 3 1 4 0 2 Totals 1 112 141 22 13 3 2 0 27 Port New York Philadelphia Baltimore Norfolk Mobile New Orleans Jackson ville San Francisco Wilmington Seattle Puerto Rico Honolulu Houston St. Louis Piney Point Algonac Totals ENGINE DEPARTMENT 7 0 9 1 0 1 0 3 6 2 6 5 4 0 2 1 2 4 3 10 11 31 14 9 4 6 9 2 4 0 132 9 4 9 0 0 0 2 0 l 2 2 11 4 6 4 7 6 0 1 6 2 1 0 3 0 0 1 87 0 12 36 6 3 0 0 Port New York 6 1 Philadelphia 1 Baltimore 1 Norfolk 1 Mobile 4 New Orleans Jacksonville 1 San Francisco 6 5 Wilmington 11 Seattle Puerto Rico 3 8 Honolulu 1 Houston 0 St. Louis 1 Piney Point 0 Algonac 10 11 17 16 12 20 16 22 7 3 16 0 8 12 10 9 10 3 92 0 1 0 5 5 12 2 11 9 2 0 5 12 1 12 1 4 1 109 6 10 Thursday: July 6, August 10 3 2 7 3 Honolulu Friday: July 14, August 18 24 11 5 5 26 7 26 3 6 258 13 1 0 14 45 6 39 24 3 2 15 2 3 4 1 1 2 5 1 27 3 11 1 0 3 0 55 0 3 0 0 2 0 5 6 2 3 10 11 11 21 17 9 67 21 27 7 14 16 6 7 9 4 2 2 10 9 19 5 2 3 4 6 3 1 0 2 2 2 2 0 0 0 0 13 1 0 14 0 7 10 0 9 0 0 0 2 0 52 264 150 47 0 15 72 0 0 2 1 6 2 30 2 7 9 3 9 24 35 38 2 3 0 87 0 0 1 1 0 46 ENTRY DEPARTMENT 0 21 4 1 0 0 3 6 0 2 0 3 0 4 4 7 De~artments 493 711 233 369 6 3 6 10 8 10 0 0 0 1 3 15 13 1 2 6 0 3 21 2 0 21 43 7 1 0 0 4 0 0 24 18 7 35 19 19 34 11 79 36 20 14 174 12 3 0 0 5 13 7 1 0 0 0 0 0 0 3 0 0 0 1 0 104 42 112 0 0 48 0 485 0 3 2 380 424 101 170 955 12317 586 13 0 * "Total Registered" means the number of Seafarers who actually registered for shipping at the port. ** "Registered on Beach" means the total number of Seafarers registered at the port. Seattle San Juan St. Louis Friday: July 14, August 18 Duluth July 12, August 16 Wednesday~ Jerse City Wednesday: July 19, August 23 New Bedford Tuesday: July 18, August 22 Each port's meeting starts at 10:30 a.m. Personals KEVIN COOPER Please contact your brother, Bill Cooper, at 64 Grant A venue, Piscataway, NJ 08854; telephone (908) 752-6134. GARY DAHL Please call you father, Don, at (301) 423-3612. FRIENDS OF AB GERARD (JERRY) McCARTHY Anyone who knew Jerry and sailed with him on the Sgt. Matej Kocak from February 2 to February 23, 1995, prior to his passing away, please contact his wife, Janet, at (904) 375-0004. CARL ROBERT PARDY Please contact your cousin, Edward Kramer, at 74-11 58th Avenue, Elmhurst, NY 11373. 36 15 8 12 2 12 *changed by Paul Hall birthday holiday 4 4 8 5 0 Friday: July 21, August 25 Wilmington 31 24 24 l3 6 20 0 4 0 212 0 Monday: July 17; Tuesday, August 22* 8 1 7 18 13 5 0 1 4 1 3 1 1 7 2 50 Totals Totals All 5 4 12 15 25 17 35 13 1 1 10 0 242 65 0 0 0 1 0 38 3 10 2 0 144 12 3 33 0 10 8 2 2 3 0 0 0 31 24 6 14 STEWARD DEPARTMENT 8 0 10 2 0 0 0 1 0 2 5 0 4 3 6 23 Thursday: July 13, August 17 Notice VIRGINIA-BASED MERCHANT MARINE VETS MEET MONTHLY The Hampton Roads, Virginia Chapter of the American Merchant Marine Veterans, Wives, Orphans and Survivors conducts its business meetings at 5 p.m. on the fourth Friday of each month in the Veterans' Room of the War Memorial Museum of Virginia, 9285 Warwick Blvd. at Huntington Park in Newport News, Va. Meeting dates for the remainder of the year are as follows: June 23, July 28, August 25, September 22, October 27, November 24 and December 22. Anyone interested in joining the chapter or attending an upcoming meeting may contact retired SIU member Max Simerly at P.O. Box 5721, Newport News, VA 23605-0721; telephone (804) 247-1656. (Simerly is one of several retired Seafarers who belongs to the chapter.) - �16 SEAFARERS LOG JUNE1995 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 Contracts 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 (30 I) 899-067 5 ALGONAC 520 St. Clair River Dr. Algonac, MI 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 Jac.ksonviUe, 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) 997-5404 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 2604S. 4St Philadelphia, PA 19148 (215) 336-3818 PINEY POINT P.O.Box75 Piney Point, MD 20674 (30 I) 994-0010 PORT EVERGLADES 2 West Dixie llighway 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 16V2 Santurce, PR 00907 (809) 721-4033 SEATTLE 2505 First Ave. Seattle, WA 98121 (206) 441-1960 ST.LOUIS 4581 Gravois Ave. St. Louis, MO 63116 (314) 752-6500 WILMINGTON 510 N. Broad Ave. Wilmington, CA 90744 (310) 549-4000 APRIL 16- MAY 15, 1995 CL-Company/Lakes L-Lakes NP-Non Priority *TOTAL REGISTERED All Groups Class CL Class L Class NP Port Algonac Port Algonac Port Algonac Port Algonac 0 19 4 0 10 3 0 4 1 0 10 15 TOTAL SHIPPED All Groups Class CL Class L Class NP DECK DEPARTMENT 0 23 1 ENGINE DEPARTMENT 0 5 5 STEWARD DEPARTMENT 0 1 9 ENTRY DEPARTMENT 0 0 0 **REGISTERED ON BEACH All Groups Class CL Class L Class NP 0 33 7 0 16 3 0 8 0 0 35 27 Totals All Departments 0 43 23 0 37 7 0 92 * ''Total Registered" means the number of Seafarers who actually registered for shipping at the port. ** "Registered on Beach" means the total number of Seafarers registered at the port. 37 Dispatchers' Report for Inland Waters APRIL 16 - MAY 15, 1995 *TOTAL REGISTERED All Groups Class A Class B Cl~ C Region Atlantic Coast Gulf Coast Lakes & Inland Waters West Coast Totals Region Atlantic Coast Gulf Coast Lakes & Inland Waters West Coast Totals Region Atlantic Coast Gulf Coast Lakes & Inland Waters West Coast Totals 3 0 1 39 2 1 0 0 5 0 6 11 TOTAL SHIPPED AU Groups Class A Class B Class C DECK DEPARTMENT 6 0 0 0 0 0 16 0 0 27 4 0 49 4 0 ENGINE DEPARTMENT 0 2 0 0 1 0 7 0 0 0 0 0 9 1 0 STEWARD DEPARTMENT 1 0 0 0 0 0 0 0 1 0 0 3 2 0 3 **REGISTERED ON BEACH All Groups Class A Class B Cl~ C 12 2 0 3 4 22 0 6 11 0 32 12 43 1 1 0 0 0 14 0 0 2 3 3 0 0 3 1 1 4 0 2 3 0 9 10 59 3 17 60 4 4 68 17 Totals All Departments * ''Total Registered" means the number of Seafarers who actually registered for shipping at the port. ** "Registered on Beach" means the total number of Seafarers registered at the port. 56 45 0 1 1 0 9 0 10 0 0 0 l 2 1 0 0 4 0 1 0 1 2 0 0 0 0 0 1 0 1 2 4 4 7 44 2 0 12 0 10 2 1 Are You Missing Important Mail? In order to ensure that each active SIU member and pensioner receives a copy of the Seafarers LOG each month-as well as other important mail such as W-2 forms, pension and health insurance checks and bulletins or notices-a correct home address must be on file with the union. If you have moved recently or feel that you are not getting your union mail, please use the form on this page to update your home address. copy of the LOG delivered to you, if you have changed your address, or if your name or address is misprinted or incomplete, please complete the form and send it to: Seafarers International Union Address Correction Department 5201 Au th Way Camp Springs, MD 207 46 Your home address is your permanent address, and this is where all official union documents will be mailed (unless otherwise specified). If you are getting more than one r------------------------------------------------------------, HOME ADDRESS FORM {PLEASE PRINT) 6195 Name Social Security No. _ _ _ I _ _ _ I _ _ __ D D Book No.~-------- Pensioner Active SIU D Other _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ ___ This will be my permanent address for all official union mailings. This address should remain in the union file unless otherwise changed by me personally. (Signed) _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ ------------------------------------------------------------ �JUNE1995 SEAFARERS LOS T his month, the Seafarers Pension Plan announces the retirements of 24 SIU members who have completed long and successful careers as merchant mariners. Seventeen of those signing off sailed in the deep sea division, six navigated the inland waterways and one worked on Great Lakes vessels. Fifteen of the retiring Seafarers served in the U.S. military-seven in the Navy, six in the Anny. and one each in the Air Force and Marine Corps. Five of those beginning their shoreside years graduated from recertification courses at the Lundeberg School in Piney Point. Md. John T. Adams, Robert C. Gorbea, Albert C. Pickford and Ulus S. Veach Jr. successfully completed the bosun recertification course; John A. Pratt received his recertification in the steward program. The oldest retiring members this month are Clarence W. Benoit, 72, Gerardo Lopez, 71, and Giuseppe Boccanfuso. 70. On this page, the Seafarers LOG presents brief biographical accounts of this month• s pensioners. DEEP SEA JOHNT. . ADAMS, 55, graduated from the Andrew Furuseth Training ==--="----.!....!: ' School in 1959 and signed on with the Seafarers in the port of New York. Brother Adams sailed in the deck department and completed the bosun recertification course in 1975 at the Lundeberg School in Piney Point, Md. From 1957 to 1959, he served in the U.S. Army. Born in New York, Brother Adams now resides in Florida. CURTISL. BRODNAX,62, joined the SIU in 1962 in the port of New York. The Virginia native sailed in both the steward and deck departments. He served in the U.S. Army from 1953 to 1955. Brother Brodnax continues to live in Virginia. 1-~-~I LEVERNE E. BUCHANAN,65, graduated from the Andrew Furuseth Training School in 1958 and joined the union in the port of Baltimore. Brother Buchanan sailed in the deck department. He served in the U.S. Navy from 1948 to 1952. Born in Pennsylvania, Brother Buchanan has retired to Florida. 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. RAYMOND R. CRANE, • 65,began sailing with the SIU in 1953 from the port of New York. Brother Crane shipped in the engine department and upgraded frequently at the Lundeberg School. He served in the U.S. Army from 1948 to 1951. Brother Crane was born and raised in Pennsylvania and continues to live there. WILLIAM S. DILLON, 65, joined the union in 1962 in the port of Boston. Ana-~----~- tive of Massachusetts, Brother Dillon sailed in the engine department and upgraded frequently at the Lundeberg School. He served in the U.S. Army from 1952 to 1955. Brother Dillon has retired to Florida. r----,:""""""""""="---. ROBERT C.GORBEA,65, signed on with the Seafarers in 1951 in his native New York. Brother Gorbea sailed as a member of the deck department and successfully finished the bosun recertification course at the Lundeberg School in 1974. He served in the U.S. Navy from 1946 to 1950. Brother Gorbea continues to reside in New York. .------____, HAZEL JOHNSON, 62, graduated from the Andrew Furuseth Training ======= School in 1961 and joined the SIU in the port of New York. Brother Johnson sailed in the steward department and upgraded to chief cook at the Lundeberg School in 1978. Born in South Carolina, he now lives in Delaware. JUNIORN. LARSON, 66, started his sailing career with the union in 1977 from the port of Duluth, Minn. in the Great Lakes division. Shipping as a member of the engine department, Brother Larson transferred to deep sea vessels and upgraded at the Lundeberg School. He served in the U.S. Navy from 1945 to 1952. Born in Wiscon- sin, Brother Larson continues to live there. GERARDO LOPEZ, 71, began sailing with the union in 1973 from the port of ,;v. New Orleans. Brother Lopez shipped in the steward department and upgraded at the Lundeberg School. Born in Mexico, Brother Lopez has retired to Louisiana. AGLIWD. Born and raised in California, Brother Saburomaru continues to live there. JACKD. SMITHEY, 66,a graduate of the Andrew Furuseth Training School in 1958,began sailing with the SIU from the port of Baltimore. A member of the engine department, Brother Smithey attended upgrading courses at the Lundeberg School. He served in the U.S. Navy from 1944 to 1947. Born in West Virginia, Brother Smithey now lives in California. WILLIAM K.MACDONALD, 60, signed ..-~==---, ULUS S. on with the VEACH Seafarers in 1960 in the JR., 65, signed on port of Detroit. He with the began sailing in the deck departSeafarers in ment aboard Great Lakes ves~· 1948 in the sels and later transferred his flt '. port of New ·.n ' York. The membership to the deep sea North Carolina native sailed in division. Born in Scotland, Brother MacDonald makes his the deck department. Brother Veach upgraded at the Lunhome in New York. deberg School and graduated from the bosun recertification r--~~~~ ALBERT course there in 1982. He served C. PICKin the U.S. Army from 1953 to FORD,67, 1955. Brother Veach continues joined the to reside in North Carolina. SIU in 1970 in the port JERRY E. WOOD, 63, began of New sailing with the union in 1949 "'"·~·---' York. Sailfrom the port of Norfolk, Va. as !!!!l!!!!!!!!!~~~!!!!!!!!!!I ing in the a member of the steward departdeck department, he upgraded ment. Born in Virgini~ at the Lundeberg School and Brother Wood has retired to his completed the bosun recertificahome state. tion course there in 1984. From 1946 to 1948 he served in the U.S. Navy. A native of STANLEY New York, Brother Pickford ZIELEWcurrently resides in West VirSKI,68, ginia. joined the Seafarers in 1970 in the JOHNA. port of New PRATT,65, York. Sailbegan sailing as a ing with the member of the engine departMarine ment, he upgraded to QMED at Cooks and the Lundeberg School. Born in Stewards in Poland, Brother Zielewski be1952 from came a naturalized U.S. citizen. the port of He makes his home in Florida. San Francisco, before that union merged with the SIU' s Atlantic, Gulf, Lakes and Inland Waters District INLAND (AGLIWD). Brother Pratt graduated from the steward CLARENCE recertification course at the Lundeberg School in 1989. He BENOIT, served in the U.S. Navy from 72, signed 1947 to 1952. A native of New on with the Hampshire, Brother Pratt has SIU in 1956 retired to Washington. in the port of Houston. Boatman _,..-____, HARUYUKI Benoit became a licensed master SABUROand pilot, sailing primarily on MARU,67, G&H Towing vessels. From joined the 1943 to 1945, he served in the Marine U.S. Marine Corps. Born in Cooks and Texas, Boatman Benoit has Stewards in retired to his native state. 1955 in the port of San GIUSEPPE BOCCANFUSO, Francisco, before that union 70, joined the Seafarers in 1979 merged with the SIU' s w. 17 in the port of Wilmington, Calif. He sailed in the steward department as a chief cook. Born in Italy, Boatman Boccanfuso cun:ently resides in California. ALEXANDER W. ESCHUK, 69,began sailing with the SIU in 1979 from the port of Baltimore. He shipped in the engine department, retiring as a tug engineer. Born in New York, Boatman Eschuk now lives in Florida. .----jiiiiiiiiiiji~--, RICHARD J.GIMPEL,66, signed on with the union in 1963 in the port of Detroit, sailing as a member of the deck department. As a member of the inland division, Boatman Gimpel served as a union trustee for the Great Lakes Tug & Dredge Pension Plan from 1987 to December 1994. He served in the U. S. Navy from 1946 to 1947. Born in Minnesota, Boatman Gimpel makes his home in Aorida. MARKL• GRAY,62, joined the Seafarers in 1961 in the port of Baltimore. Boatman Gray, a llL-..o""'--~ licensed operator, sailed primarily for Express Marine as a captain. He served in the U.S. Army from 1953 to 1955. Born and raised in North Carolina, Boatman Gray has retired to his home state. CHARLES L. ROLLINS, 61, began his sailing career with the SIU in 1961 from the port of Norfolk, Va. He sailed in the engine department as an engineer and in the deck department as an AB and relief captain. A native of Washington, D. C .• Boatman Rollins now resides in Virginia. GREAT LAKES JAMESL. WOODROW,65, signed on with the union in 1975 in the port of Alpena, Mich. From 1947 to 1956, he served in the U.S. Air Force. Brother Woodrow has retired to his native Michigan. HELP SUPPORT SPAD ..,. �18 SEAFARERS LOG JUNE1995 Gov't Services Division Seafarers Aid in Conversion of Niagara Falls Members of the SIU' s Government Services Division are assisting in the conversion of the former U.S. Navy ship Niagara Falls, acquired by the Military Sealift Command's Pacific Fleet (MSCP AC) last fall. ThevesselhasbeenintheNorshipco shipyard in Norfolk, Va. since last November, undergoing a $22 million overhaul. It is scheduled to leave the yard in August and will operate as a stores ship, supplying other military vessels. "It's a full conversion," noted Bosun Richard Martinez. "Work has already started on the [underway replenishment] winches and stations. The crews' quarters are being modified, and new elevators for the storage holds are being installed." The Niagara Falls' engineering plant also is undergoing repairs and maintenance. The vessel "is like a big Safeway grocery store," said Roy "Buck" Mercer, vice president of the SIU' s Government Services Division. "It pulls alongside a Navy ship at sea, then transfers supplies. It can resupply two or three vessels at once." During the refurbishing, approximately 10 Seafarers are working aboard the Niagara Falls, which was built by the National Steel and Shipbuilding Company during the late 1960s. "We're not doing a lot of typical deck work, but there are so many other tasks to do to get ready for restocking the ship," said Martinez. "As the [shipyard workers] complete jobs, we start putting things away, reordering supplies, putting things back together. Some of it is hard to explain, but we basically pick up where the yard leaves off. "We also do more routine work," continued the 30-year member of the Seafarers. "For instance, there'sahangaronherethat carries helicopters. We're going to [sandblast] it and paint it." · FamlllarWlth Conversions Martinez is one of several Seafarers on the Niagara Falls who has worked aboard other vessels during their respective conversions from Navy ships to MSCPAC craft. Steward Roslito Toledo is another. "It's a lot of work, but I enjoy it," said Toledo, who joined the union 11 years ago. "I'm working with supply officers, picking up requisitions and materials, working in the warehouse and running a lot of errands. Eventually we'll load her and clean her up." Toledoaddedthattheshipyard workers occasionally doublecheck with crewmembers "to make sure the equipment is installed properly and in the right location. They know we 're familiarwithit." Bosun Arthur Luellen, who led the deck crew when the ship , \•t J Bosun Arthur Luellen (left) and Chief Mate Tony Boudouin take part in ceremonies in Guam last September, during which the Niagara Falls was transferred to the Military Sealift Command.-Pacific Fleet. was brought to Norfolk, and AB John Albers have a lot of experience sailing aboard MSCPAC ships. Both deck department members have sailed aboard MSCPAC tankers, integrated tug/barges and oceanographic survey ships. They also have been involved in ship conversions. "We took the ship from the Navy on September 23, in Guam," recalled Albers. "From there, we sailed to Pearl Harbor and San Diego to discharge cargo, then went through the Panama Canal and to Norfolk." Albers added that the 30 or so licensed and unlicensed crewmembers working aboard the Niagara Falls during the conversion have maintained a busy schedule. "Nobody's staying on the ship, of course, but we're working up to 12 hours a day, six days a week," he said. "Personally, I've been helping to convert cabinets in The USNS Niagara Falls, a fast stores ship built in the late 1960s, is undergoing a $22 million conversion the storage areas, moving them and in Norfolk, Va. It is expected to return to service in August of this year. standing gangway watch," among Company: RMS Foundation, which operates Queen Mary Seaport Facilities: Located on 55 acres of Long Beach, Calif. waterfront, the Seaport includes the Hotel Queen Mary, along with numerous shops, restaurants and other attractions UIW members at Queen Mary: Involved in virtually all facets of hotel and restaurant operation Reservations: For more information or to make reservations, call (310) 435-3511 That's a fact: The Queen Mary is included on the National Register of Historic Places The Queen Mary Seaport is Long Beach, Calif. 's top tourist attraction. It features the famed Hotel Queen Mary, the permanently docked former ocean liner now operating as a 365-stateroom hotel. When Seafarers visit the Seaport or stay at the Hotel Queen Mary, they can enjoy the Queen's fascinating history, modern boutiques and scenic location, as well as its scrumptious mix of dining facilities, from snack shops to formal restaurants. When Seafarers utilize the services of the Queen Mary, they also put their dollars to work for themselves and their fellow trade unionists. That is because within the family of unions which make up the Seafarers International Union of North America (to which the Atlantic, Gulf, Lakes and Inland Waters District belongs), there are workers who produce a wide variety of goods and services. So, when SIU members give their patronage to operations like the Queen Mary, they not only receive top-of-the-line goods and services, but also support union workers. The United Industrial Workers (UIW) is one of the autonomous affiliates of the SIUNA, and employees of the Queen Mary are UIW members. The Seafarers LOG regularly highlights various union-made products and services. II other duties. When the vessel resumes operating, its crew will consist of roughly 100 civilian mariners. Historic Sites Bosun Martinez noted that mostoftheSeafarersonboardthe Niagara Falls are from the West Coast, and during off-time they have enjoyed visiting some of the historic areas near Norfolk. "I went to Williamsburg and I also drove around Yorktown," he said, adding that he hopes to visit The Mariners' Museum in Newport News, Va. sometime soon. Of course, the Niagara Falls has some interesting history itself. Three years ago in the Persian Gulf, the ship became the first Navy vessel to provide vertical replenishment services to a Russian warship. The Niagara Falls went on to find and destroy four mines in the Gulf. Later, it was docked in Guam when an earthquake that measured 8.1 on the Richter scale hit the island. Maritime Briefs II MSC Vice Commander Announces Resignation The Vice Commander of the Military Sealift Command (MSC), Wallace T. Sansone, recently announced he will resign from his position in order to teach at the National Defense University in Washington, D.C. Sansone, the highest ranking civilian working for MSC, will become the Professor of Sealift Studies at the Industrial College of the Armed Forces, which is a part of the National Defense University, in July. During his 13 years with the MSC, Sansone oversaw the transition of MSC into the Navy's primary provider of combat logistics forces as well as the development of the major strategic sealift programs which proved invaluable during the Gulf War. Dredge Project Begins in Oakland A massive dredging project designed to deepen the harbor in Oakland, Calif. was under way last month as 20 years worth of mud and silt began to be removed from the port. The $42 million project will deepen Oakland's harbor to 42 feet, thereby allowing easier access by containerships and encouraging other large vessels to frequent the seaport. The venture ensirres that the port of Oakland will continue to serve as a vital link between U.S. and Asian shipping traffic into the next century. Adm. Patterson Honored For Restoration of Liberty Ship Retired Rear Admiral Thomas J. Patterson of the U.S. Maritime Service, the man who spearheaded the effort to restore the Liberty ship Jeremiah O'Brien and sail it to Normandy last year for the 50th anniversary of D-Day, recently received two maritime-preservation awards. Patterson garnered the World Ship Trust Maritime Heritage Award, given by World Ship Trust of London, and the American Ship Trust Award, given by the New York-based National Maritime Historical Society. The O'Brien was the only merchant vessel to take part both in the 1944 D-Day invasion and in the 50th anniversary activities in Normandy last year. �JUllE1995 SEAFARERS LOS urging them to prevent flag-outs of American ships and discourage competition by foreign-flag vessels on U.S. ship routes. Bosun noted that Seafarers have helped make Sea-Land a success. Educational The Seafarers LOG attempts to print as many digests of union ship. director reminded crewmembers to board minutes as possible. On occasion, because of space enroll in tanker safety course at limitations, some Will be omitted. Lundeberg School to stay eligible • • , . : for shipping aboard tankers. Ships mmutes first are reviewed by the umon s contract department. Treasurer announced $796.57 in Those Issues requiring attention or resolution are addressed by the ship's fund. Crew discussed using union upon receipt of the ships minutes. The minutes are then money for exercise equipment forwarded to the Seafarers LOG for publication. rep~rs and new movies. No beefs or disputed OT reported. Crew thanked galley gang for good food LEADER (Kirby Tankships), purchased last voyage. Secretary and clean ship. March 30-Chairman Patrick told crewmembers new pillows and Rankin, Secretary Tamara Hanmattresses on order. Educational LNG LEO (ETC), April 2-Chairson, Educational Director R.A. director emphasized importance of man Philip Parisi, Secretary Gracey, Deck Delegate Carson upgrading at Paul Hall Center. Henry Jones Jr., Educational Deck delegate reported disputed Jordan, Engine Delegate Edward Director Jeff Yarmola, Deck OT. No beefs or disputed OT Krebs. Chairman announced crew Delegate Darren Collins, Engine washing machine repaired and new reported by engine or steward Delegate Richard Robertson. delegates. Next port: Honolulu. movies received. He stated payoff Chairman stated no word from upon arrival in Alliance, La. headquarters following meeting SEA-LAND PACIFIC (Sea-Land Steward asked crew to keep doors with ETC. Educational director Service), March 26-Chairman closed when using air conditionreminded crew to upgrade at Paul Hayden Gifford, Secretary Aling. Educational director requested Hall Center. Deck delegate phonso Davis. Chairman stressed additional information from Paul reported disputed OT. No beefs or safety aboard ship. He advised Hall Center on Piney Point tanker disputed OT by engine or steward members to upgrade at Lundeberg operations course. He advised all delegates. New crewmembers welSchool as soon as possible and crewmembers to upgrade at Luncomed aboard. Crew gave vote of z-card before remember to renew deberg School. No beefs or disappreciation for hard work done by puted OT reported. Crew discussed expiration date. Treasurer ansteward department. Next port: nounced $420 in ship's fund and purchase of new antenna. Chair$70 in movie fund. No beefs or dis- Osaka, Japan. man reminded crew of dress policy puted OT reported. Crew stated during meal hours in mess hall. new Seafarers LOGs received in OM/ DYNACHEM(OMI), April port of Tacoma, Wash. Crew LIBERTY SEA (Liberty 23-Chairman Larry Kunc, thanked galley gang for job well Maritime), March 19-Chairman Secretary Steven Wagner, EducaTyrone A. Burrell, Secretary done and for great barbecue. Next tional Director Jason Etnoyer, Michael Davalie, Deck Delegate port: Tacoma. Deck Delegate Richard Lewis, EnKevin George. Crew requested gine Delegate H.A. Asumari, new exercise bike for gym, new Steward Delegate Heath Bryan. sofa in crew lounge and new chairs SEA-LAND TRADER (Sea-Land Chairman discussed tanker operafor mess halls. Crew discussed imService), March 21-Chairman tions course being offered at Lunportance of SPAD donations. deberg School. Bosun announced Mike Willis, Secretary Donald Secretary asked contracts departpayoff when docked in Louisiana Polzin, Educational Director ment for written clarification of and reported tanker going into Richard Risbeck, Deck Delegate chief cook duties. No beefs or disshipyard in Mobile, Ala. upon disRichard Buchanan, Engine puted OT reported. Crew noted charge of cargo. Educational direcDelegate Joe Graves Jr., Steward new washer needed in laundry tor noted EPA course now three Delegate Clarence Page. Chairroom. Special vote of thanks exdays instead of two and advised man noted ship to pay off upon artended to galley gang for job well crew to earn refrigeration endorsedone. rival in port. Educational director ments at Piney Point as soon as urged members to attend course at po ible. Trea urer reported new LIBERTY WA VE (Liberty movies bought in Gulf; list posted Paul Hall Center. No beefs or disMaritime), March 19-Chairman in crew lounge. No beefs or disputed OT reported. Crew noted N. Matthey, Secretary Randy puted OT reported. Crew extended repairs needed on VCR. Steward Stephens, Educational Director vote of thanks to steward departdepartment thanked for job well Charles Sandino, Deck Delegate ment. Next port: Los Angeles. Michael Hill. Chairman andone. Next port: Tacoma, Wash. nounced date of arrival in Beaumont, Texas. Engine and OOCL /NSP/RAT/ON(Sea-Land steward delegates reported disService), April 23-Chairman Seafarers' Meetings puted OT. No beefs or disputed OT Mark Trepp, Secretary Ekow Dofreported by deck delegate. Crew f oh, Educational Director Fred Focus on Politics gave vote of thanks to steward Dougherty, Deck Delegate department for job well done. Douglas Hodges, Engine Delegate Crew aboard Liberty Sea Sheldon Greenberg, Steward OOCL INSPIRATION (Sea-Land discusses importance of Delegate Richard Seligman. Service), March 18-Chairman Educational director urged memSPAD donations . .. OOCL Mark Trepp, Secretary Ekow Dofbers to upgrade at Paul Hall Center Inspiration's chairman asks foh, Educational Director Fred and take tanker safety class. No Dougherty, Deck Delegate crewmembers to write beefs or disputed OT reported. Douglas Hodges, Engine Delegate Bosun advised crew to write consenators and repreSheldon Greenberg, Steward gressmen and urge them to stop Delegate Richard Seligman. sentatives urging them not reflagging. He said to inform them Educational director stressed imthe merchant marine is alive and to support further reflagportance of upgrading at Lunkicking and will fight to keep jobs. deberg School. Treasurer asked ging ofU.S. vessels. He He noted government officials will crew to rewind and return movies not know where Seafarers stand not notes legislators willl to proper place. No beefs or dison issues vital to maritime industry puted OT reported. Crew discussed know where Seafarers stand unless they are so informed. telex from union headquarters on on issues unless they are so Sea-Land's reflagging of five vesinformed . .. Crew on Seasels. Chairman asked all crewmemOVERSEAS OH/O(Maritime bers to write representatives and Overseas), April 16-Chairman Land Tacoma also stresses senators urging them not to reflag Rudolph Hernandez, Secretary need for members to let any more U.S. vessels. All hands Earl Gray Sr., Educational Directhanked steward department for tor Scott Wilkinson, Deck elected official know the imfantastic meals and special treats. Delegate Renato Govico, Engine portance of U.S. merchant Delegate Gregory Johns, Steward OVERSEAS VALDEZ (Maritime fleet. .. Sea-Land Spirit's Delegate Ernest Polk. Chairman Overseas), March 12-Chairman commented on good trip with all educational director stresses Roberto Zapeda, Secretary Wildepartments getting ship's gear in liam Robles, Educational Director imporlantce of donating to top working order for annual U.S. Andreas Alexakis, Deck Delegate Coast Guard inspection. Secretary SPAD. Eddie Hall, Engine Delegate thanked crew for helping keep ship Andy Lopez, Steward Delegate clean and insect-free. He explained Joaquin Martinez. Chairman new stores' ordering procedure and reported payoff in Port Everglades, reminded crewmembers to take SEA-LAND TACOMA (SeaFla. No beefs or disputed OT tanker safety course being offered at Land Service), March 29-Chairreported. Crew offered thanks to Lundeberg School. Educational man Joseph Artis, Secretary J.D. galley gang for good meals. Hopkins. Chairman and crew disdirector advised crewmembers to take advantage of that and all other cussed reflagging of five Sea-Land SEA-LAND HAWAII (Sea-Land courses at the maritime center. No ships. Crew said such action is "a Service), March 26-Chairman beefs or disputed OT reported. slap in the face" for organized James Carter, Secretary Rolando labor and mariners whose devotion Chairman urged members to read Lopez, Educational Director monthly president's report in helped build American shipping Daron Ragucci, Deck Delegate A. Seafarers WG. Crew gave vote of companies such as Sea-Land. Musaed, Engine Delegate Ahmed thanks to galley gang for job well Chainnan asked crewmembers to Ahmed, Steward Delegate Glenn done. Next port: Long Beach, Calif. Taan. Chairman noted new movies write congressional representatives Digest.~f Ships Meetings SEA·LAND DEFENDER (SeaLand Service), April 9-Chairman William Dean, Secretary J .J. Alamar, Educational Director Al McQuade. Chairman advised members of letter from SIU President Michael Sacco informing crew of loss of five Sea-Land ships to foreign flag. Educational director encouraged members to upgrade skills at Lundeberg School. Engine delegate reported disputed OT. No beefs or disputed OT reported by deck or steward delegates. Crew noted new Seafarers LOGs and telex from headquarters received. Crew asked contracts department to keep all union members informed on how many ships are being scrapped or reflagged. Crew gave "one hundred percent vote of thanks" to SIU administration for excellent representation of members and encouraged union to keep up good work. 19 to leave clean linens for incoming crewmembers. SEA-LAND INDEPENDENCE (Sea-Land Service), April 2Chairman Teodulfo Alanano, Secretary Robert Castillo, Educational Director Gary Dahl. Bosun thanked deck and &teward department members for fine jobs. Educational director reminded members of importance of upgrading at Lundeberg School. No beefs or disputed OT. Chairman advised crew to read Seafarers WG and stay infonned on union matters. Crew requested new dryer in crew laundry and new refrigerator in crew lounge. SEA-LAND NAVIGATOR (SeaLand Service), April 16-Chairman Werner Becher, Secretary JS. Smith, Educational Director Mike Wells, Deck Delegate Ken Harder, Steward Delegate Jasper Jacbon Between Meals Five members of the C. S. Long Lines' steward department meet for a quick snapshot between meal preparations. They are, from left, Second Cook Paul Sullivan, SA J. Paglinawan, Chief Steward D. Collison, Chief Cook Vainu'u Sili and SA Dominico Dacua. The Transoceanic Cable Ship vessel is berthed in Honolulu, Hawaii. SEA-LAND EXPLORER (SeaLand Service), April 16-Chairman Jack Kingsley, Secretary Lucretia Anderson, Educational Director Guy Pollard Lowsley, Deck Delegate Sal Lagare, Engine Delegate Melvin Layner, Steward Delegate Carlito Navarro. Chairman informed crew of arrival in Long Beach, Calif. He thanked crewmembers for good trip and noted return to Kobe, Japan next voyage. Bosun reminded crew signing off to strip bunks, clean rooms and leave keys on desk. Engine delegate reported disputed OT. No beefs or disputed OT reported by deck or steward delegates. Crew acknowledged new issues of Seafarers LOG. Telex from SIU President Michael Sacco received and posted. Jr. Chairman announced payoff in port of Tacoma, Wash. He informed crew that gangway watch will have key to crew lounge while in foreign ports. Educational director encouraged members to take advantage of upgrading opportunities at Paul Hall Center. Engine delegate reported disputed OT. No beefs or disputed OT reported by deck or steward delegates. Crew requested second washer and dryer for laundry room. Next port: Oakland, Calif. SEA-LAND EXPRESS (SeaLand Service), April 16-Chairman Ernest Duhon, Secretary George Bryant, Educational Director Archie Bell, Deck Delegate Dennis Brown, Engine Delegate Domingo Milla, Steward Delegate Ali Bubaker. Chairman gave special vote of thanks to Chief Steward Bryant for excellent job. Treasurer reported $1,000 in ship's movie fund. No beefs or disputed OT reported. Next port Tacoma, Wash. SEA-LAND PRODUCER (SeaLand Service), April 18-Chairman Jack Edwards, Secretary David Cunningham, Educational Director James Smitko, Steward Delegate Paula Kaleikini. Chairman noted upcoming payoff. He reminded members of tanker safety program at Piney Point that will be required for all crewmembers. Educational director advised members to attend Lundeberg School to further skills. No beefs or disputed OT reported by all three departments. Crew thanked steward department for great food. Steward reminded crewmembers to rewind videotapes and make effort to keep movie room in order. Next port: Long Beach, Calif. SEA-LAND HAWAll(Sea-Land Service), April 23-Chairman James Carter, Secretary Rolando Lopez, Educational Director Daran Ragucci, Deck Delegate A. Musaed, Engine Delegate Ahmed Ahmed, Steward Delegate Glenn Taan. Chairman extended thanks and appreciation to galley gang for job well done putting out good quality meals and fine service. He gave special thanks to Chief Cook Taan. Secretary discussed installing radio or tape player for crewmembers in crew lounge. He noted new mattresses will arrive in port of Oakland, Calif. Treasurer announced $120 in movie fund. No beefs or disputed OT reported. Bosun reminded crew signing off SEA-LAND SP/R/T(Sea-Land Service), April 2-Chainnan George Khan, Secretary Steven Apodaca, Educational Director Charles Henley, Deck Delegate Paul Ma~, Engine Delegate Mark Lawrence, Steward Delegate Keynon Bragg. Chairman reminded crewmembers no smoking in mess or recreation rooms. He reported results of room inspections. Secretary urged members to upgrade at Paul Hall Center. Educational director stressed importance of donating to SPAD. No beefs or disputed OT reported. Crew thanked steward department for job well done. Galley gang thanked crewmembers for keeping recreation room clean. Next port: Honolulu. �20 SEAFARERS LOG JUNE1995 Know Your Rights FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and union finances. The constitution requires a detailed audit by certified public accountants every year, which is to be submitted to the membership by the secretarytreasurer. A yearly finance committee of rank-and-file members, elected by the membership, each year examines the finances of the union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate 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. A SHIPPING RIGHTS. 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 (01) on the proper sheets and in the proper manner. If, at any time a member believes that an SIU ~atrolman or other union official fails to protect their contractual rights properly, he or she should contact the nearest SIU port agent. EDITORIAL POLICY THE SEAFARERS LOG. The Seafarers LOG traditionally has refrained from publishing any article serving the political purposes of any individual in the union, officeror member. It also has refrained from publishing articles deemed hannful 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 Seafarers LOG policy is vested in an editorial board which consists of the executive board of the union. The executive board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he or she should not have been required to make such payment, this should immediately be reported to union headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time a member feels any other member or officer is attempting to deprive him or her of any constitutional right or obligation by any methods, such as dealing with charges, trials, etc., as well as all other details, the member so affected should immediately notify headquarters. EQUAL RIGHTS. All memhers are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the union has negotiated with the employers. Consequently, no member may be discriminated against because of race, creed, color, sex, national or geographic origin. If any member feels that he or she is denied the equal rights to which he or she is entitled, the member should notify union headquarters. SEAFARE RS POLITICAL ACTIVITY DONATION SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including, but not limited to, furthering the political, social and economic interests of maritime workers, the preservation and furthering of the American merchant 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 vol.u~tary. No ~ontribution may be solicited orrece1ved because offorce, job discrimination, financial reprisal, or tii:~t of such con?u.ct., or ~ a cond1t1onofmembershipm~e~m~n or of employment. If a contnbutJ.0!11s made by reason of the above nnproper conduct, the member should not.ify the Seafarers Int~mation~l U?t~n or SPAD by ce~fie~ mad ~1thi~30~aysofthecontr~but10n.for mvestigabon and appropnate acbon 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 UNIONIf at any time a member feels that any of the above rights have been violated, or that he or she has been denied the constitutional right of access to union records or information, the member should immediately notify SIU President Michael Sacco at headquarters by certified mail, return receipt requested. The address is: Michael Sacco, President Seafarers International Union 5201 Au th Way Camp Springs, MD 20746. Peter Hall, operator of the Manatee, makes an BoatOperatorSteveJeanisreadytoescortapilot to a vessel waiting to enter the channel. entry in the log of his launch services. Seafiare rs Deliver Tampa Pilots To Ships Each time a vessel sails into oroutofthe!an_ipaBay (Fla.) Channel, a pilot 1s required at the helm. And getting that pilot to and from a specific ship is the job of Seafarers employed by the Tampa Bay Pilots. The Tampa Bay Pilots monitor all ship traffic in the channel area and send pilots to the vessels requiring their services. Six SIU members, working full time on shifts of 12 hours on and 12 hours off, operate the three boats-the Manatee, the DeSoto and the Egmontfrom islands and piers along the channel. Several of the union members were involved in the rescue of 11 mariners following an August 1993 collision and explosion in the channel. The DeSoto is one of three Tampa Bay Pilot boats that escorts pilots to ships waiting to enter the channel. LOG-A-RHYTHM The Whitecaps by Tom Sepe We place our deceased, for eternal peace, In graves marked with marble and stones. But those lost at sea, unfortunately, Will never return to their homes. So God, in his grace, has marked their place With waves topped with crests offoam. Now, when I see a row of waves Each with a foamy crest, I'm reminded of my brothers, The Seafarers, gone to rest. [Tom Sepe joined the SIU in 1947 after attending the Maritime Service School at Sheepshead Bay. He sailed as an oiler on the Harold I. Pratt (Isthmian) in 1947 and the William David (South Atlantic) in 1948. Brother Sepe upgraded and joined the American Maritime Officers 1975. He has been an instructor at their training center in Dania, Fla. for the last 5¥2 years.This poem was written by Sepe especially for Maritime Day, May 22, 1995.] �SEAFARERS LOG JUNE1995 21 Final Departures DEEP SEA EMILIANO R. ALFORQUE Pensioner Emiliano R. Alforque, 86, died August 30, 1994. Born in the Philippine Islands, he joined the Marine Cooks and Stewards in 1956 in the port of San Francisco, before that union merged with the SIU' s Atlantic, Gulf, Lakes and Inland Waters District (AGLIWD). He sailed primarily on American President Lines' vessels. Brother Alforque began receiving his pension in March 1973. FRANK M. AVISO Pensioner Frank M. A viso, 92, passed away January 23. Brother A viso signed on with the Marine Cooks and Stewards in 1945 in the port of San Francisco, before that union merged with the SIU's AGLIWD. He sailed mainly as a chief cook on American President Lines' vessels. A native of the Philippines, Brother A viso retired in May 1969. THOMAS J. BALL Pensioner Thomas J. Ball, 82, died March 23. Born in Pennsylvania, he started sailing with the Marine Cooks and Stewards in 1943 in the port of Wilmington, Calif., before that union merged with the SIU's AGLIWD. Brother Ball began receiving his pension in December 1972. MIKO J. BERRY Pensioner Miko J. Berry, 69, passed away April 23. Brother Berry signed on with the Seafarers in 951 in the port of Mobile, Ala. He sailed in the engine department. Born in Mississippi, Brother Berry retired in May 1991. EVARISTOT. BUNGCAYAOSR. Pensioner Evaristo T. Bungcayao Sr., 89, died October 16, 1994. A native of the Philippine Islands, he began sailing with the Marine Cooks and Stewards in 1946 from the port of San Francisco, before that union merged with the SIU's AGLIWD. Brother Bungcayao shipped primarily aboard American President Lines' vessels. He began receiving his pension in October 1969. VINCENT CAPITANO r.--__,....==..,--------. Pensioner Vincent Capitano, 83, passed away April 25. Brother Capitano started sailing with the SIU =============in194lfrom the port of New York. He sailed in the deck department. Born in Italy, Brother Capitano retired in February 1977. JOSEPH N. CHIARAMONTE He signed on with the Marine Cooks and Stewards in 1942 in the port of San Francisco, before that union merged with the SIU's AGLIWD. Born in Kansas, Brother Coleman retired in November 1969. PAULR.CROW Pensioner Paul R. Crow, 69, died May 3. A native of Arkansas, he began sailing with the SIU in 1965 from the port of Seattle. Brother Crow shipped in the engine department and upgraded frequently at the Lundeberg School. From 1944 to 1945 he served in the U.S. Navy. Brother Crow began receiving his pension in January 1991. GABRIEL CRUZ JR. Gabriel Cruz Jr., 64, passed away April 20. Born in New Jersey, he joined the Seafarers in 1969 in the port of New ==== York. A member of the steward department, Brother Cruz upgraded at the Lundeberg School. From 1948 to 1953 he served in the U.S. Army. MATEO C. DALUDADO Pensioner Mateo C . Daludado, 84, died January 20. Brother Daludado signed on with the Marine Cooks and Stewards in 1957 in the port of San Francisco, before that union merged with the SIU's AGLIWD. Brother Daludado sailed on many vessels operated by American President Lines. He retired in September 1973. VICTOR DeJESUS VictorDeJesus, 42, passed away April 20. A native of New ~- , :· York, he ~~ joined the ·~-~- SIU in 1969 in the port of '--__::===-='--'<'-.-._, Piney Point, Md., after completing the Lundeberg School's training course for entry level seamen. He sailed in the deck department and upgraded frequently at the Lundeberg School. i . <·: ERNEST DOMINGUEZ Pensioner Ernest Dominguez, 67, died March 15. Brother Dominguez began his sailing career with the union in 1965 from the port of New York. He shipped in the steward department and upgraded his skills at the Lundeberg School. A native of New York, Brother Dominguez began receiving his pension in December 1992. JONGS.DONG Pensioner Jong S. Dong, 83, passed away January 7. Born in China, Brother Dong joined the Marine Cooks and Stewards in 1955 in the port of San Francisco, before that union merged with the SIU' s AGLIWD. Brother Dong retired in December 1972. Pensioner Joseph N. ' Chiaramonte, . 64, died April 16. Born in New York, he attended the Andrew Furuseth ======= Training School and joined the Seafarers in 195 8 in the port of New York. He sailed in both the deck and engine departments and upgraded at the Lundeberg School. Brother Chiaramonte began receiving his pension in September 1993. Pensioner Raymond A. Duhrkopp, 75, died March 1. A native of New Jersey, he began sailing with the Seafarers in 1944 from the port of New York. Brother Duhrkopp shipped in the engine department and began receiving his pension in July 1982. ROBERT P. COLEMAN YOSIDTAKA FUKA WA Pensioner Robert P. Coleman, 70, passed away November 6, 1994. Pensioner Yoshitaka Fukawa, 69, died March 28. Born in California, RAYMOND A. DUHRKOPP he graduated from the Stewards Training School (Pacific) in 1962 and joined the Marine Cooks and Stewards in the port of San Francisco, before that union merged with the SIU's AGLIWD. Brother Fukawa upgraded at the Lundeberg School in 1980 and retired in September 1989. RESTITUTO G. GIMPA YA Pensioner Restituto G. Gimpaya, 84, passed away April 29. He signed on as a charter member of the Seafarers in 1938 in the port of New York. Brother Gimpaya was active in many union organizing drives. He last sailed in the steward department as a chief cook. Born in the Philippines, Brother Gimpaya began receiving his pension in December 1976. ANICETO F. GOSE Pensioner Aniceto F. Gose, 84, passed away February 7. He joined the Marine Cooks and Stewards in 1944 in the port of San Francisco, before that union merged with the SIU's AGLIWD. Born in the Philippine Islands, Brother Gose retired in June 1973. RUSSELL J. HIGBEA Russell J. Higbea, 35, passed away April 10. Born in Ohio, he signed on with the union in 1989 in the port of Algonac, Mich. Brother Higbea sailed in the deck department. From 1977 to 1981 he served in the U.S. Navy. ROY J.JAMES Roy J. James, 74, was an active member at the time of his death on March29. He joined the Marine Cooks and Stewards in 1945 in the port of New York, before that union merged with the SIU' s AGLIWD. From 1943 to 1945 he served in the U.S. Army. He last sailed aboard the Padre Island dredge, operated by NATCO Ltd. Per Brother James' request, his remains were committed to the Pacific Ocean on May 25 from the deck of the President Monroe, owned by American President Lines. ALFRED JONES Pensioner Alfred "Bill Bo" Jones, 69, passed away February 10. He signed on with the Marine Cooks and Stewards in 1949 in the port of San Francisco, before that union merged with the SIU's AGLIWD. He served in the U.S. Army from 1945 to 1947. A native of Mississippi, Brother Jones retired in July 1978. WILLIAM 0. KRUEGAR Pensioner William 0 . Kruegar, 88, passed away January 10. He began sailing with the Marine Cooks and Stewards in 1956, before that union merged with the SIU's AGLIWD. A native of Oregon, Brother Kruegar retired from the SIU in October 1976. ANDERSON KYLE Pensioner Anderson Kyle, 89, died February 25. A native of Texas, he signed on with the Marine Cooks and Stewards in 1956 in the port of San Francisco, before that union merged with the SIU's AGLIWD. Brother Kyle began receiving his pension in July 1973. NORMAND. MAGINN Pensioner NormanD. Maginn, 80, passed away March 25. He began his sailing career with the Marine Cooks L----"--== === and Stewards in 1933, before that union merged with the SIU' s AGLIWD. Born in Canada, he became a naturalized U.S. citizen. Brother Maginn retired in April 1976. LeROY RINKER Pensioner LeRoy Rinker, 86, died February 20. A native of Michigan, he began his sailing career with the SIU ~----~ in 1944 from the port of Norfolk, Va. He shipped in the steward department Brother Rinker retired in January 1971. DARREN W. SCHOEBEL Darren W. Schoebel, 29, died February 27. A native of Washington state, he signed on with the SIU in 1987 in the port of Honolulu. Brother Schoebel was a member of the steward department and upgraded at the Lundeberg School. He regularly sailed aboard American Hawaii Cruises' vessels. timore. Brother Trevisano sailed in the steward department. A native of New York, he retired in October 1970. INl-AND VIRGILE. CLEMENT liiiiiiiiiii~iiiiiiiil Pensioner Virgil E. Clement, 79, passed away March29. He signed on with the Seafarers in 1960 in the L - - --==----' port of Houston. He sailed in the engine department. Born in Louisiana, Boatman Clement began receiving his pension in May 1978. ALFRED R. FRY Pensioner Alfred R. Fry, 80, died March29. He started sailing with the SIU in 1944 in the port of New .___ _ _ _ ___.York. Boatman Fry shipped in the engine department. Born in North Carolina, he retired in June 1977. CHARLES J. FUNCK Pensioner Edgar N. Sharp, 70, passed away March 2. Born in Idaho, he started sailing with the union in 1968 in the port of New York. A member of the deck department, Brother Sharp upgraded at the Lundeberg School. He served in the U .S. Army from 1943 to 1946. Brother Sharp began receiving his pension in January 1988. Pensioner Charles J. Funck,71, died February 26. Bomin ~ Louisiana, he began his career with the union in 1960 in the port of Houston, shipping as a member of the engine department. A World War II veteran, he served in the U.S. Navy from 1942 to 1952. Boatman Funck retired in November 1985. JOHN J. SULLIVAN EDWARD B. HAWKS II Pensioner John J. Sullivan, 72, passed away January 10. A native of New Jersey, he signed on with the union in 1967 in the port of New York. Brother Sullivan sailed in the steward department. He retired in July 1987. EdwardB. Hawks II, 45, passed away January 29. A native of Virginia, he signed on with the Seafarers in .___ _ _ _ __, 1972 in the portofN01folk, Va. Boatman Hawks sailed as a member of the deck department and upgraded his skills at the Lundeberg School. EDGAR N. SHARP EDDIE L. WALKER Pensioner EddieL. Walker, 84, passed away March9. Brother Walker signed on with the SIU in 1941 in the port of Mobile, Ala. Sailing in the engine department, he worked his way up to chief electrician. The Alabama native retired in December 1972. GEORGE A. WOLF Pensioner George A. Wolf, 84, passed away March 8. He began sailing with the union as a charter memberin <---==---'-----=.::.....:...... 1939 from the port of Baltimore. Brother Wolf shipped in the steward department. A native of Pennsylvania, he retired in May 1973. DOMINICK TREVISANO Pensioner Dominick Trevisano, 68, passed away January 27. He joined the union in 1948 in the port of Bal- MONROE J. JACKSON Pensioner Monroe J. Jackson, 77, died January 31. He joined the SIU in 1956 in the port of New Orleans. Boatman Jackson shipped in the engine department. A native of Louisiana, he began receiving his pension in July 1979. GREAT LAKES EDWARD A. GALLAGHER Pensioner Edward A. Gallagher, 85, passed away March 13. Brother Gallagher signed on with the SIU in 1961 in the port of Chicago, sailing as a member of the deck department. He retired in February 1975. HERBERT E. TIPTON Pensioner Herbert E. Tipton, 85, passed away February 21. A native of Virginia, Brother Tipton began his sailing career with the Seafarers in 1940 from the port of Detroit. He shipped in the steward department. Brother Tipton retired in January 1977. �22 SEAFARERS LOS JUNE1995 Lundeberg School Graduating Classes t Ab le. ~ea~an- Marking their graduation on March 28 from the six-week able seaman class are (from left, kneeling) Tom Gilliland (instructor), Rodney S. Roberson Sr., Michael Johnson, Noah Jones IV, Thomas Schaefer Jr., (second ro~) Ryan Zanca, C~ar1es A. Hill, Dennis Danforth Jr., Steven Roquemore, Victor Frazier, (third row) Andre Holmes, Michael Pederson, Enc Melle, Isom Ingram and Phillip A. Milan. Diesel Engine Technology- Earning their certification in diesel engine technology on April 12 are (kneeling, from left) Carmine Barbati, Robert Rice, William Parker, (second row) Thomas Hogan, Green Hoskins, Robert Oppel, Robert Mayer, Eric Malzkuhn (instructor), (third row) Tee Miles, William B. Twiford and Wayne F. Gonsalves. QMED- Upgrading members of the engine department completing the QMED course on March 27 are (sitting) Tellison Forde, (from left, kneeling) John Schafer, Clive Steward Sr., Lonnie Matthews, Kevin McCagh, Charles K. Marine Electrical Maintenance II- ReceivDunnavant, (second row) Scott Melle, Scott S. Fuller, James Furbey, Benjamin Stanley, George Gill, Gary Mitchell, Eddie ing their certification in marine electrical maintenance on April Len, John G. Knott, Ernest Perreira, (third row) Bret Hughes, Howard Allen, Paul Ferguson, Shawn Murphy, Phil Golgano, 20 are (from left) Franklin Coburn, Edward A. Rynberg, Mark Jones (instructor) and John K. Halim. Steven Kafka, Eric Hyson and Roy Coleman. Tankerman Operations- SIU members completing the tankerman operations course on April 18 are (from left, kneeling) Ben Cusic Qnstructor), Robert H. Seaman, James Gibson, Martinez Rivas, Keith Dunnavant, Frank Hedge, James Blanchard, Joseph Grandinetti, Flavio Castillo, Jake Karaczynski (instructor), (second row) Tim Kacer, Norman Haddad, Ray Strength, Silvio Iglesias, Rudolph Lopez, Tracy Hill, Lawrence Holbert, Paul Adams, (third row) Robert Bakeman, Dennis Riley, Lawrence Zepeda, DiMarko Shoulders, Murray Roberson, Walter Ritvalsky, Larry Philpot, John Groom, Fadiga Koutougou, Paul Lewis, David Brown, Thaddeus Khyati, David Somers and Victor Quioto. �JUNE1995 SEAFARERS LOG LUNDEBERG SCHOOL 1995 UPGRADING COURSE SCHEDULE The following is the course schedule for classes beginning between June and November 1995 at the Seafarers Harry Lundeberg School of Seamanship located at the Paul Han 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. Steward Upgrading Courses Course Start Date Date of Completion Assistant Cook/Cook and Baker, Chief Cook, Chief Steward June 16 August2S November3 Septembers November17 January 26, 1996 Engine Upgrading Courses Course QMED - Any Rating Diesel Engine Technology Deck Upgrading Courses StartDate - Date of Com~letion August14 July3 October9 June19 June 26 November3 July 28 November3 June23 June30 Course Start Date Date of Completion Refrigeration Technician Certification Able Seaman July 31 October20 Fireman/Watertender & Oiler Bridge Management (Shiphandling) July 17 October9 July 28 October 20 August7 October2 October20 December15 Hydraulics Celestial Navigation November6 Decemberl5 Junes October9 July7 November to Lifeboatman July 17 July 28 Marine Electrical Maintenance I July31 Septembers Limited License/License Prep. July 3 September 25 AugustU November3 Powe.- Plant Maintenance July 17 August25 Pumproom Maintenance September 11 September 22 July 10 August 14 September 25 July 14 August 18 October29 Refrigeration Systems & Maint. Angust28 October6 Welding October23 November17 August28 December 15 Marine Electronics Junes June30 Radar Observer/Unlimited Third Mate All students must take the Oil Spill Prevention and Containment class. All students must take the Oil Spill Prevention and Containment class. Inland Courses Safety Specialty Courses Course Start Date Date of Com(!letion Deck Inland August14 October23 August25 November3 June22 July 20 September 21 October 19 Designated Duty Engineer/ Limited License/License Prep. July 24 November13 August4 November 24 Radar Observer/Inland November6 NovemberlO August7 Augustll Electronics July 17 July 28" e October9 November3 Hydraulics September 25 October6 June 19 July 17 August 14 September 11 October9 November6 July 14 August 11 Septembers October6 November3 December 1 Course Start Date Date of Completion Advanced Firefighting September 11 September 22 Oil Spill Safety Recertification June22 July 20 September 21 October 19 Oil Spill Prevention & Containment Sealift Operations an Tanker Operations 23 Recerti8cation Programs Additional Courses Course Start Date Date of Completion GED Preparation August22 November to Adult Basic Education (ABE) and English as a Second Language (ESL) Junes September5 July 28 October27 Course Start Date Date of Completion Bosun Recertification October2 November6 Course Start Date Date of Completion Steward Recertification July 3 August 7 Session II June 5 July 28 Deck and Engine Department College Courses --~---------------------···---···--------------------··---·---·----···------··----·-------·-·-··--·-·----···-----·-------·-----···----····-----------··- UPGRADING APPLICATION Primary language spoken (Street) (Zip Code) (State) (City) Telephone~-~------ Date of Birth _ _ _ _ _ _ _ __ (Monlh/Day/Y car) (Arca Code) Lakes Member D Deep Sea MemberD 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. 1he admissions office WILL NOT schedule you until all of the above are received. END BEGIN DATE DATE COURSE If the following information is not filled out completely, your application will not be processed. Social Security # Book # _ _ _ _ _ _ __ Seniority _ _ _ _ _ _ _ _ _ _ _ _ _ Department _ _ _ _ _ __ U.S. Citizen: DYes D No HomePort _ _ _ _ _ _ _ _ _ __ Endorsement(s) or License(s) now held _ __ _ _ __ _ _ _ _ _ __ Are you a graduate of the SHLSS trainee program? DYes DNo If yes, class# - - - -- - - - - - - - - - - - - - - - - 0No DYes Have you attended any SHLSS upgrading courses? If yes, course(s) taken _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Do you hold the U.S. Coast Guard Lifeboatman Endorsement? DYes DNo Firefighting:OYes DNo CPR:DYes DNo LAST VESSEL: - - - - - - - - - - - - - Rating: _ _ _ __ Date O n : - - - - - - - - - - Date Off: _ _ _ _ _ _ _ _ __ SIGNATURE_ _ _ _ _ _ _ _ _ __ _.DATE _ __ _ _ _ __ NOTE: Transportation will be paid in accordance with the scheduling letter only if you present original receipts and successfully complete the course. If you have any questions, contact your port agent before departing for Piney Point. RETURN COMPLETED APPL/CATION TO: Lundeberg School of Seamanship, Admissions Office, P.O. Box 75, Piney Point, MD 20674-0075. 6195 �SEAFARERS The Lundeberg School can provide you and your family with all the ingredients for an exciting vacation. Do not wait until the last minute. Make your plans now. See page 10 for details and rates. S.T. • • • • Operating on the Great Lakes since 1927, Inland Lakes Management's S.T. Crapo has seen many changes. Until recently, in fact, the S. T. Crapo was the last remaining freighter on the Great Lakes to have a coal-fired boiler. While the S. T. Crapo has remained virtually unchanged since the day of its christening almost 70 years ago, according to the company, oil is easier to obtain, cleaner to use and much more efficient. And so, in an effort to keep up with the times, the Laker entered a Sturgeon Bay, Wis. shipyard last fall where it underwent conversions from its coal-fired boiler to a unit that uses oil. The survival rate of Lakers such as the S. T. Crapo is high. This is due primarily to the fact that fresh water is less corrosive 'Sc Steward department members include (from left to right) Steward Alie Mutahr, Porter Brian Demeritt and Second Cook Dave lmbruone. on metal than is salt water. Also, Great Lakes vessels are in service for approximately nine months of the year, and a consistently high level of maintenance remains in effect. All Lakers come into dry dock for hull inspections once every five years. Additionally, each spring the U.S. Coast Guard conducts in-water inspections of the S. T. Crapo crewships. While in the shipyard members participate The S. T. Crapo has gone through many in a Coast Guard during the winter months, changes over the years, but the vessel's lifeboat drill prior to routine work is performed as wheel remains unchanged from when the sailing on May 6. well as other necessary repairs. ship was built in 1927. The 403-foot S. T. Crapo was the last of the company's five vessels to fit out for the 1995 season. (The other four are the I.A. W. Iglehart, Alpena, Paul H. Townsend and the 97-year-old E.M. Ford.) It set sail on May 6 following Coast Guard inspections and a lifeboat drill. With a cargo capacity of 8,600 dead weight tons, the S. T. Crapo hauls bulk cement from the Lafarge plant in Alpena, Mich. to various ports on the Great lakes. The photos on this page were sent to the Seafarers LOG by OS Enjoying some free time before fitout Bosun Jack Bluitt examines the inflatable life are Wheelsman Bob Hensley (left) Chris Edyvean following the Giving the S. T. Crapo's deck a new coat of paint are AB fitout on board the S.T. Crapo. Carlton Dorrance (left) and OS Dave Andrews. and Wheelsman Bill Thomen. rafts before a U.S. Coast Guard inspection. � 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 June 1995 Description An account of the resource HEADLINES GOV’T SHOULD PAY FAIR PRICE FOR RIGHT TO USE U.S. SHIPS, SAYS ’95 HALL LECTURER BARER SENATE PASSES BILL TO EXPORT ALASKAN OIL ON U.S. TANKERS MSC AWARDS SEALIFT PACT TO SIU CONTRACTOR U.S. SHIP BILL CLEARS HOUSE DEFENSE COMMITTEE COURT MERGES LAWSUITS TO BLOCK APL FLAG-OUT FLOODING STOPS TUG/BARGE ACTIVITIES ALONG MISSISSIPPI AND ITS FEEDERS FAUST COMBINES HARD-WORKING CREW AND DECK CAPACITY TO DELIVER TRACTORS TO RUSSIA NATION REMEMBERS BRAVERY OF MERCHANT MARINE VETERANS NEW REG WILL CHANGE TANKERMEN TESTS SAFETY STRESSED IN TANKER COURSE CRESCENT ENGINEERS COMPLETE DDE COURSE IN NEW ORLEANS SEAFARERS’ ALERT ACTION ALLOWS CAROLINA TO AID STRANDED MOTO YACHT DARDENS: PINEY POINT IS A FAMILY AFFAIR SIU TRAINING CENTER OPEN TO ALL VACATIONING SEAFARERS SEAFARERS FAMILY PHOTOS FREE MARKET CALLS FOR PROPER FUNDING OF U.S. MERCHANT FLEET, SAYS TOTEM CEO SEAFARERS OPERATE FERRIES TO MICHIGAN ISLAND GOV’T SERVICES DIVISION SEAFARERS AID IN CONVERSION OF NIAGRA FALLS SEAFARERS DELIVER TAMPA PILITS TO SHIPS THE WHITECAPS BY TOM SEPE S.T. CRAPO SETS SAIL WITH NEW ENGINES Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 06/01/1995 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. 6 1995 Periodicals Seafarers Log