http://seafarerslog.org/archives/files/original/450e44dde26f3c39bcea7e409bde676d.pdf bdb50062ecb3ffb8a5ab3959345ec649 PDF Text Text Writing elected officials to support the Maritime Security Act are clockwise from the upper left Steward Ekow Doffoh and AB Danny Miller on the Sea-Land Inspiration; ABs Steve Fabritsis and Nick Kekliko of Houston; AB Nestor Agcaoili and SA Ben Matthews on the Global Link; AB Richard Campbell of Seattle; AB Branko Misura of San Francisco; Pensioner Isidore Dongen of Mobile; Chief Cook Charles Atkins, AB Tim Smith and OMU Jim Smart of Seattle; Bosun Calvin Miles of Mobile; Wiper Kristof Zschaler on the USNS Antares; and Chief Cook Ronnie Hall on the Cape Rise. Page 3. �2 SEAFARERS LOG FEBRUARY 1996 President's Report . Handling the Challenge The SIU ta1ces great pride in the fact that its membership plays such an active role in the welfare of the union and the maritime industry. Whenever Seafarers see a need, they do not hesitate. They ,__.... respond immediately. This has been proven time and again during national emergencies, seen most recently when members crewed the Ready Reserve Force vessels Cape Race and Cape Rise and had them ready to go to Bosnia before the scheduled sailing date. The photos on the front page of this issue of the Seafarers LOG also provide another excellent example of what we are talking about. From all across the country and from ships around the world, Seafarers are contacting members of the U.S. Senate to Michael Sacco urge them to pass a bill that will ma1ce sure the U.S. flag continues to sail on the high seas into the next century. That bill is the Maritime Security Act, the 10-year maritime revitalization pro- gram that would provide funds for approximately 50 U.S.-flag containerships. The legislation, originally suggested to Congress in 1992, is supported by the SIU. In December, it received the overwhelming support of the House of Representatives. And President Clinton has said he will sign the measure when it clears Congress. The only action remaining before the bill reaches the White House is for the Senate to pass it. Seafarers, pensioners and their families have seen the urgency of this situation and are responding. They have been writing letters, making telephone calls and meeting with senators to inform them of the need for this legislation. The outpouring has been tremendous because Seafarers know that personal contact from a constituent with an elected official is the most powerful means of bringing attention to an issue. News reports have stated the full Senate could begin debate on the Maritime Security Act later this month. While I thank all who already have contacted senators to seek support for this important bill, we cannot let up now. Seafarers, pensioners and their families must continue to answer this call until the bill is passed and the president's signature enacts maritime revitalization. SIU-Crewed RRF Ships Return from Bosnia Crews Brave Brutal Weather to Deliver Materiel to NA TO Forces Bosun Paul Lewis spoke with obvious pride as he recounted the two-month mission recently completed by the SIU-crewed Ready Reserve Force (RRF) vessel Cape said that nine days of bad weather (five at one stretch, four at another) constituted the most difficult part of the voyage. In particular, the ships encountered Rise. major storms in the Bay of Bis"The whole crew worked their cay, near France. They also overtails off, and I mean everybody . came icy rivers in Bremerhaven. This entire ship was packed with Fo'c'sle or Foxhole? every piece of military equipment you could think of," Lewis said "We were tossed around pretty January 29 aboard the vessel. good. Some of the British His comments followed a pier- (military personnel) who rode side ceremony in Portsmouth, Va. with us said they would rather honoring the crews of the Cape sleep in a freezing foxhole under Rise and the Cape Race, another enemy fire than be on a ship RRF roll-on/roll-off cargo ship during that kind of weather," said manned by Seafarers. Both ves- Lindsay, who sailed on the Cape sels were activated by the U.S. Rise. Maritime Administration on However, crewmembers December 1 to support NATO described the rest of the trip as peacekeeping troops in Bosnia. smooth. A number of Seafarers The NATO mission is known as commented on the excellent Operation Joint Endeavor. working rapport between the The vessels sailed ahead of crews and the military aboard schedule-smack into brutal both ships. Many also expressed winter storms in the North Atlan- the belief that the vessels' timely tic. Despite the severe weather, response and valuable contribueach ship made two deliveries to tion to the NATO effort proved Split, Croatia, where the cargo once again the need to maintain a later was loaded onto trucks and strong U.S.-flag merchant fleet. "We had a hard-working trains for transport to NATO forgroup that stuck together like ces inland. Overall, the ships traveled family ," said Chief Cook Ronnie more than 17 ,000 miles apiece Hall, a Lundeberg School and delivered about 2 , 500 graduate who sailed on the Cape wheeled and tracked military Rise. "In the galley, we served a vehicles, along with 2,600 pallets total of approximately 3,000 of ammunition and other sup- meals, including traditional plies. The Cape Rise and Cape Christmas fare. Morale was very Race-which are operated by high." OMI Ship Management, Inc. for Bosun Lewis stated that the the U.S. Maritime Administra- galley gang "played a big part in tion-loaded cargo in Antwerp, keeping everyone's morale up. Belgium; Marchwood, England; They served excellent chow, and and Bremerhaven and Emden, plenty of it. They really did a phenomenal job." (A ship's ofGermany. Their activations coincided ficer who overheard Lewis while with the deployment of 60,000 passing by agreed. He told a NATO peacekeeping troops, in- reporter from the Seafarers WG, cluding 20,000 American ''This is one of the few ships I've military personnel, to the former ever been on where I gained weight!") Republic of Yugoslavia. Recertified Steward William Like a number of his fellow Seafarers, AB Robert Lindsay Perry on the Cape Rise recalled Volume 58, Number 2 ~71 February 1996 The Seafarers LOG (ISSN 1086-4636) 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 Southern Maryland 20790-9998 and at additional offices. POSTMASTER: Send address changes to the Seafarers LOG, 5201 Auth Way, Camp Springs, MD 20746. Managing Editor, Daniel Duncan; Associate Editor/Production, Deborah A. Hirtes; Associate Editors, Jordan Biscardo and Corrina Christensen Gutierrez; Art, Bill Brower; Administrative Support, Jeanne Textor. Civilian mariners who sailed to Bosnia were honored January 29 after their ships docked in Portsmouth, Va. Among the honorees and others in attendance were (seated, from left) Chief Steward William Perry, SIU Port Agent Mike Paladino, retired Recertified Steward Tony DeBoissiere, Chief Steward Bud Marchman, (standing, from left) Chief Cook Ronnie Hall, AB Rob Lindsay and SA Joaquin Martinez. that crews aboard both RRF ships "worked around the clock to get everything together" in the initial aftermath of the call-up. "We sailed ahead of schedule, so you could say we got the job done," said Perry, a Lundeberg School graduate and 16-year SIU member. "Everyone worked well together," he added. Lots of Work Lewis, Lindsay and the rest of the deck gang on the Cape Rise, as well as their counterparts on the Cape Race, operated 50-, 60and 85-ton elevators to move cargo to different decks. In the aftermath of the storms, the deck crews checked to ma1ce sure the military vehicles and cargo remained secured. DEU Rick Langley of the Cape Rise said the SIU crews "did our best. We did a lot of maintenance in the engineroom, keeping things safe. The ship really took a beating from the weather, but otherwise, it was a great trip." Langley, who upgraded at the Paul Hall Center in 1994, said the American mariners enjoyed conversing with the British army personnel whom they transported. "The British guys were pretty cool. They talked a lot about what goes on in the U.S., as compared to Britain. Most of them would like to visit the States, but they've never been there." Operation Quick Lift-another two-month mission in support of NATO forces in Bosnia. "I was surprised when we got activated this last time," Mack said. "This was tougher than the earlier trip. There were more people to feed, plus the weather was worse. "But I'm not complaining. The crew worked together beautifully and we got the job done!" Mack said the British riders appreciated the U.S. hospitality. "They gave a plaque to the ship with their platoon information on it, and they gave one to me, too. I couldn't believe it," she added. Lewis said that during the voyage, crewmembers aboard the Cape Rise regularly discussed how their mission reflects the need to maintain a strong American-flag presence on the high seas. A good step to that end would be Senate passage of the Maritime Security Act, he noted. "We talked about it after every fire and boat drill, after every safety meeting," Lewis said. "We answered the call this time, just like we have done every time in the past." Seafarers Answer Call During the recent ceremony, Vice Admiral Phillip M. Quast, head of the U.S. Military Sealift Command (MSC), described the vessels as "the best type of ships we have to carry our cargoes. Our ability to get our forces in is a critical factor," he stated. ''Forces [in Bosnia] today are appreciative of what these two crews did." Familiar Trip Chief Steward Margie Mack is one of many Seafarers who crewed the Cape Race not only Fellow Seafarers commended the work of Chief Steward William during Operation Joint Endeavor Perry (left), Chief Cook Ronnie Hall (right) and the rest of the galley but also earlier in 1995 during gang aboard the Cape Rise. �FEBRUARY 1996 SEAFARERS LOG Senate Ready To Consider U.S. Ship Bill ~; -~-- .. This converted old ferryboat serves as the terminal for NY Waterway's 13 SIU-crewed ferries. A new, bigger NY Waterway terminal, including office space and shops, will be built nearby at an estimated cost of $27 million, replacing this one. New Terminal Planned For NY Ferry Service SIU-Crewed Oneration Receives I:' $1 Millionfior Site Exnansion r Bob Alburtus remembers there were more skeptics than passengers when the Seafarerscontracted New York-New Jersey commuter ferry service started in 1986. "The first day, we had 23 passengers-and the rides were free," said Alburtus, one of two original crewmembers of NY Waterway's first ferry. "I think a lot of people didn't believe ferry service would catch on." Almost nine years later to the day, near the same berth from which that first ferry sailed, Senator Frank Lautenberg (DN. J.) and New Jersey Congressmen Robert Menendez and Robert Franks announced a $1 million grant from the Federal Highway Administration to begin engineering and design work for a new intennodal terminal that will replace the existing NY Waterway facility in Weehawken, N.J. Overa11, the project will cost an estimated $27 million. Funded through public and private sources, the terminal will open in approximately three years. The announcement took place December 18, and it was indicative of the ferry service's tremendous growth. Today, more than 70 Seafarers crew 13 NY Waterway fenies that not only transport some 20,000 daily commuters, but also offer seasonal sightseeing tours and daily lunch cruises on the Hudson and East rivers. Overall, NY Waterway ferries have transported approximately 20 million passengers. Expansion Well-Received Few in 1986 would have predicted such success, especially considering the initial lack of support. "We had a lot of opposition from New York City (at first}," said NY Waterway President Arthur Imperatore, who solely funded the start-up operation. "They thought it would drain away their wealth somehow. Now they regard it as something that supports the city and the region." Seafarers reacted optimistically to the announcement of the 3 new terminal. "It's great to see expansion. If things go well for the company, they should go well for us," coneluded AB Teddy Terzakos. Captain John Willette stated, ~~~~~~u~j~~~~:~i~~~:~n~~ fact that it will be linked with the lightrailsystemmeansitwillbe easier for people to get to the boats." The current terminal actually is a converted vintage ferry that also serves as an office and ticket station. It is being replaced because of projected ridership growth, as well as hull damage caused by major storms in the last few years. The new terminal will have four ferry slips and a capacity of 22,000 passengers per day, twice the current capacity. It will house NY Waterway offices, ticketing facilities and shops. Sen. Lautenberg, the ranking Democrat on the Senate Transportation Committee, said, ''The new terminal will increase the efficiency of the existing public transit connections to the Weehawken ferry. Once the (light rail) pr?ject i.s completed, the new termrnal will also allow for the seamless movement of transit passengers from rail to ferry." Although the company has made no announcement, indications are that NY Waterway will add new routes and order new ferries sometime in the next few years. Possible new routes include La Guardia Airport to East 34th Street and Wall Street, as well as Nyack, N.Y. to Yonkers to West 38th Street. "We hope there's always room for more routes " said Russell Bostock, port c~ptain for NY Waterway. "We've proven that everything here is working, and there's an increased 11eed for it. The state and federal government have recognized it, and they're behind it." Funding for the construction of the new terminal is expected to come from federal grants, the Senate consideration of a 10year maritime revitalization program to help fund approximately 50 U.S.-flag containerships could come as early as the end of this month. The Maritime Security Act, passed by the House of Representatives with bipartisan support on December 6, would provide $1 billion over a 10-year period to provide support for some 50 militarily useful U.S.-flag containerships. In return for receiving the money,thecompanieswou1dhave to make their vessels available to themilitaryintimesofwarornational emergencies. Newspaper accounts have stated that Senator Trent Lott (RMiss.), the body's majority whip, is ready to bring the bill up for consideration as soon a3 the Senate returns to Capitol Hill following the Presidents' Day holiday (February 19). In order to consider maritime revitalization sooner, Lott noted that the Senate would take up the bill passed by the House (H.R. 1350) rather than legislation (S. 1139) that has cleared the Senate Commerce, Science and Transportation Committee, which he chairs. During hearings held in 1995 by the Senate committee and the House Merchant Marine Oversight Panel, the SIU announced its support for the maritime revitalization program. Speaking to the U.S. Chamber of Commerce last month, Lott said the Maritime Security Act "will help save the maritime industry in America. It will produce jobs." The senator added he has been in contact with Transportation Secretary Federico Pefia to secure bipartisan support for the measure. President Clinton has said he would sign the measure when it passed by Congress. The Maritime Security Act only outlines the maritime revitalization program. A second measure is required to provide the actual dollars to fund the program. The Congress included funding for the program within the Commerce appropriations bill which passed late last year. However, President Clinton vetoed the bill for reasons not related to maritime revitalization. Other mechanisms to provide funding for the program are being explored. seafarers Let senators Know Importance of U.S.-Flag Fleet .Seafarers, pensioners and their families have been busy contacting members of the U.S. Senate to support the Maritime Security Act. The bill outlines a 10-year, $1 billion program that would help fund ~ppro~mately 50 U.S:-flag contamersh1ps. The Senate 1s expected_to begin debate on !he bill when 1t re~s to Washington, D.C. late~ this month. . In urgmg the elected of~~ials to . su~por_t the ~ant!me rev1 tahzatton leg1slat1on, Seafarers across the country and ~board s~ps have been ~usy w~t­ mg, calling and talking with senators to inform them of the various economic and national security aspects of the measure. National Security Crewmembers from the Cape Rise wrote and mailed letters when the ship retu~ed to Norfolk, Va. from Bosrua last month. Bosun Paul Lewis stated the bill was a major topic of discussion during the Cape !Use's twomonth deployment m support of ~.J.S. troops_ and other peacekeepmg forces m the former Yugoslavia. "We constantly talked about the need for a U.S.-flag merchant fleet. Our troops never should be put in a position where they have to d_epend on foreign ships," Lewis declared. Adding his concern over the need for U.S.-flag merchant ships for national defense was the vessel's chief cook, Ronnie Hall. "It's very important that the U.S. merchant marine support our troops. I think the Bosnia situation once again shows the importance of keeping the U.S.-flag Continued on page 6 fleet going." Updating crewmembers aboard the Global Link on the status of maritime revitalization legislation is Baltimore Patrolman Dennis Metz. Listening are (from left) OMLI Shannon Wilson (partially obscured), OMLI Chris Duffy, Electrician Tom Betz and Electrician ·Franklin Coburn. Pensioner Beau James of Houston also noted the national defense issues covered by the Maritime Security Act. "The bill needs to pass for our nation'ssecurity.Ourtroopsneed to know our ships and citizens will be ready to support them when needed "added the steward department ~ember who retired in 1983. Economic Concerns Two members from Jacksonville, Fla. who have contacted their legislators noted both economic and family reasons for keeping the U.S.-flag fleet sailing on the world's oceans. Both have children who have joined the SIU and want to make careers out of the merchant marine. "This is the way we make our livings," said Chief Cook Ossie Statham of herself and her son, SA Oshawn King. "We need to make sure the jobs will continue to be there to support our families." AB George Bruer noted his son, SA · Kurt Bruer, has just started sailing "and I want an industry for him." The elder Bruer, who began his career with the SIU in 1959, said, "American people have forgotten the part in our nation's history played by seamen in building this nation. America was built with a strong maritime fleet. It needs to keep a strong fleet." Considering the economic security that would be provided by the bill, AB Joel Lechel, who sails from the port of Houston, stated, "Congress has got to help American companies keep up with foreign competition. I am a firm believer in that and I believe this bill will help our maritime industry compete against foreignflag ships." Recertified Bosun Oscar Wiley of San Francisco said he was concerned about American companies reflagging their vessels. ''This is very important," the Continued on page 4 �4 SEAFARERS LOG FEBRUARY 1996 Legislators Line Up Behind Jones Act Congressional support to retain the nation's freight cabotage law, known as the Jones Act, continues to come in from elected officials from around the country and both political parties. Enacted in 1920, the Jones Act states that cargo carried between two domestic ports must be moved aboard U.S.-flag, U.S.crewed and U.S.-owned vessels. Among the various maritime industries covered by the Jones Act are the inland waterways trade, harbor tug operations, Great Lakes ore and grain carriers and deep sea cargo ships moving goods along America' s coastlines. A similar law to the Jones Act, the Passenger Services Vessel Act of 1886, stipulates that movement of passengers from one American port to another must be done on U.S.-flag, U.S.-crewed and U.S.owned ships. Centuries of Service U.S. Representative Randy Tate (R-Wash.), in a message to the Tacoma, Wash. Propeller Club, pointed out cabotage laws like the Jones Act have existed since the U.S. became a nation. "United States cabotage laws were enacted were enacted centuries ago for reasons that are still valid today," Tate noted. "If the United States needs an army overseas, we will need a merchant marine to deliver the soldiers, equipment and supplies to the designated destination. For instance, during the Persian Gulf War, millions of tons of food and ammunition were transported efficiently by U.S. cargo carriers. U.S.-flagged and U.S.-crewed ships are critical to preserving our nation's security during emergencies," Tate said. Provides Economic Support In proclaiming her support for the Jones Act on the Senate floor, Senator Patty Murray (D-Wash.) outlined the economic benefits provided by the law. "The domestic waterborne trades of the United States contribute more than $15 billion to the American economy, including more than $4 billion in direct wages to U.S. citizens. "The economic impact of that income is mult~~lied ~y t~e thousands of additt~nal Jobs m cabotage-related busmesses. ~e J.one~ Act employers pay $1.4 billion m state and federal taxes." After noting the Jones Act is vital to the interests of the state of Washington, the senator added !hat the law "generates Am~rican J?~s, ~evenues and e~,onorruc actlVlty m all 50 states. Murray called the domestic shipping industry "a family trade." She said the foreign-flag operations "have no interest in furthering the national interest objectives which the Jones Act is intended to enhance-jobs for Americans and a fourth arm of defense in times of national emergency. "It seems to me that it makes no more sense to invite foreign shippinginterestsintoourdomes- the shipping channels. A member of both the House Budget and Transportation and Infrastructure committees, he emphasized his point by recounting that dredged contaminates from Staten Island, N.Y. recently were sent via barge to Corpus Christi, Texas, where they were then loaded into railroad boxcars to be transported to Utah for disposal. This had to be done because the Environmental Protection Agency had declared the contaminates too polluted to be sent to the Sandy Hook ocean mud dump, located six miles off the coast of New Jersey. Franks pointed out the cost of moving the material from New York to Utah via Texas was $118 per cubic yard, rather than the $3-7 per cubic yard usually charged for using Sandy Hook. "How long can you sustain the economic viability of a port when you are charging $118 a cubic yard?" the representative asked. He then noted that in order for the port of New York and New Jersey to maintain its shipping channels and berths, the annual dredging maintenance need is between five and seven billion cubic yards. "We are talking about a significant amount of dredging that has to occur on a routine annualized basis to protect the viability of the [New York and New Jersey] port which has 180,000 jobs connected to it and makes a $20 Continued from page 3 28-year SIU membernoted. "This is about job security. This industry has been good to me and my family and that is why I have been writing letters continuously." Seafarers are urged to continue contacting members of the Senate tic trades than it does to invite a to seek passage of the Maritime Security Act. Each state's senators stranger to intervene in a family and a sample letter are shown below. matter. In either case, there is no necessity for doing so, and the STATE SENATOR STATE SENATOR results can be disastrous," the Washington senator concluded. Ala. Mont. Howell Heflin Max Baucus 'Impeccable Record' From the East Coast, U.S. Representative Patrick Kennedy (D-Mass.) stated in a letter to Thomas B. Crowley Jr., chairman of Crowley Maritime Corporation, "To eliminate, or significantly alter, the Jones Act would be to place the U.S. maritime industry at a disadvantage with respect to government-subsidized competitors from abroad." Kennedy pointed out that nearly 50 maritime nations have cabotage laws and "none of these nations has shown any inclination to open their domestic maritime industries to U.S. companies." The representative pointed out that maritime is essential to the economy. "The use of Americanbuilt, documented, operated and owned domestic trade generates billions of dollars in wages, taxes and shipping revenues for the U.S. economy." He added, "It is in the interest of our nation's economic and national security to continue to support domestic maritime services. The industry, with the support of the Jones Act, has maintained an impeccable record of reliable service to customers throughout the United States and Puerto Rico." Congressman Calls far Streamlining Federal Dredging Permit Process U.S. Representative Bob Franks (R-N.J.) last month called on Congress and the federal government to work on ways to streamline the process for issuing permits for federal dredging projects. Speaking before the Washington, D.C. Propeller Club on January 24, Franks said the troubles associated with federal regulations that must be met before dredging can occur "has enormous implications for the future prosperity of the U.S. economy. With 95 percent of the world's trade transported via ship, this system of ports serves as our lifeline to the world marketplace." Following Franks' remarks, Deputy Maritime Administrator Joan Yim noted the administrati on had released a national dredging policy in December 1994 reaching the same conclusion as Franks. He told Yim he was willing to work with the administration to search for ways of implementingsomeoftherecommendations made within the policy. The congressman, whose district includes the port facilities of Newark and Elizabeth, N.J., stated that shipping interests will look elsewhere if the port of New York and New Jersey or any other American facility cannot solve the problem of how to dispose of the materials dredged from barbors and berths so vessels can ply ISeafarers Contact Senators I billion contribution to this nation• s economy." Franks stated that pollution within the silt lining the berths and shipping channels remains a major problem. He called for national action that would allow for dredging to take place while providing for "the essential need to protect the public health and safety." One possible solution he provided was to build a containment facility for the heavily polluted dredged material, "like a containment island." During its 1995 convention, the AFL-CIO Maritime Trades Department, of which the SIU is a member, called upon the federal government to streamline the dredging permit process while finding ways to help port modernization projects. U.S. Rep. Bob Franks (R-N.J.) outlines the need for dredging to take place in order to keep America's ports viable for wor1d trade. Richard Shelby Ted Stevens Frank Murkowski Ariz. John McCain Jon Kyl Ark. Dale Bumpers David Pryor Calif. Dianne Feinstein Barbara Boxer Colo. Hank Brown Ben Nighthorse Campbell Conn. Christopher Dodd Joseph Lieberman Del. William Roth Joseph Biden Fla. Bob Graham Connie Mack Sam Nunn Ga. Paul Coverdell Hawaii Daniel Inouye Daniel Akaka Idaho Larry Craig Dirk Kempthome Ill. Paul Simon Carol Moseley-Braun Ind. Richard Lugar Dan Coats Iowa Charles Grassley Tom Harkin Robert Dole Kan. Nancy Kassebaum Ky. Wendell Ford Mitch McConnell J. Bennett Johnston La. John Breaux Maine William Cohen Olympia Snowe Paul Sarbanes Md. Barbara Mikulski Mass. Edward Kennedy John Kerry Mich. Carl Levin Spencer Abraham Minn. Paul Wellstone Rod Grams Miss. Thad Cochran Trent Lott Christopher Bond Mo. John Ashcroft Alaska Neb. Nev. N.H. N.J. N.M. N.Y. N.C. N.D. Ohio Okla. Ore. Penn. A.I. S.C. S.D. Tenn. Texas Utah Vt. Va. Wash. w.v. Wis. Wyo. Conrad Burns J. James Exon Robert Kerrey Harry Reid Richard Bryan Robert C. Smith Judd Gregg Bill Bradley Frank Lautenberg Pete Domenici Jeff Bingaman Daniel Patrick Moynihan Alfonse D'Amato Jesse Helms Lauch Faircloth Kent Conrad Byron Dorgan John Glenn MikeDeWine Don Nickles James M. lnhofe Mark Hatfield RonWyden Arlen Specter Rick Santorum Claiborne Pell John H. Chafee Strom Thurmond Ernest Hollings Larry Pressler Thomas Daschle Fred Thompson Bill Frist Phil Graham Kay Bailey Hutchison Orrin Hatch Robert Bennett Patrick Leahy James Jeffords John Warner Charles Robb Slade Gorton Patty Murray Robert Byrd John D. Rockefeller Herbert Kohl Russell Feingold Alan Simpson Craig Thomas SAMPLE LETTER Address of Sender Phone Number of Sender Date The Honorable (Full Name of Senator) United States Senate Washington, DC 20510 Dear Senator (Last Name): As a registered voter of your state who earns a living as a merchant mariner, I am asking for your support on a bill that I feel is very important to our nation. The Senate will soon consider the Maritime Security Act. This bill received strong bipartisan support when it passed the House of Representatives on Decmeber 6 and when it cleared the Senate Commerce, Science and Transportation Committee earlier last year. This bill has bipartisan suport because it makes sure the United States will continue to have a strong commercial fleet sailing into the next century. A strong merchant marine with U.S. crewmembers aboard these ships is vital to America's national and economic security. I urge you to support the Maritime Security Act and thank you for you consideration. Sincerely, (Your Name) �FEBRUARY 1996 SEAFARERS LOG Severe Icing Clogs Shipping on Lakes Cuts Short 1995 Sailing Season Deep ice packs created by a series of harsh winter storms brought the ships plying the Great Lakes to a near standstill during the final weeks of the region's sailing season. Shipping channels from Duluth, Minn. to Buffalo, N.Y. used by SIU-crewed vessels became unnavigable unless cleared by icebreakers. "Our winter season arrived about two weeks earlier than we are used to," noted Bosun John Hickey, who sails from the port of Algonac, Mich. "We didn't anticipate, nor have we ever experienced, such bad ice conditions before the actual end of the season. Ice is always present on the Great Lakes in the winter but this year was different. It came on so fast and it caused a lot more problems," stated Hickey, a 1984 Piney Point graduate. In late December, after signing off the Sam Laud for the winter, Hickey took a relief job aboard a Great Lakes Towing vessel to assist the U.S. Coast Guard in prying an iron ore carrier out of ice in the St. Clair River in St. Clair, Mich. According to news reports, the fully loaded 767-foot ore carrier Reserve slowed down when it was warned that a tanker, having difficulty in the ice, was broadside in the channel. The reduction in speed caused the Reserve to become entangled in the ice and current. It had been pushed out of the channel into shallow, icy water. The grounding put a stop to all movement on the St. Clair River for several days. "Vessels had to anchor in the Detroit River until we could get the Reserve loose," recalled the bosun. "When they were forced to slow and sit in the ice, most of them became stuck. It was incredible. "It took three harbor tugs and three Coast Guard cutters to break her out. We worked around-the-clock trying to free her. Everyone involved worked very hard," said Hickey. 12-15 Feet Thick The Reserve was not the only Great Lakes vessel having problems maneuvering in the St. Clair River where ice depths ranged between 12 and 15 feet. American Steamship Company's (ASC) Indiana Harbor was one of 14 other vessels stuck in ice near the steamer. While the tugboats and the Coast Guard worked to free the Reserve, the SIUcrewed Indiana Harbor broke from the ice and made its way to the Reserve where crewmembers distributed food, water and bread to those aboard the distressed vessel. Also, arrangements were made for the Reserve to offload 4,000 tons of taconite ore pellets into the empty Indiana Harbor. Following lightering operations, the Indiana Harbor sailed out of the St. Clair River for Duluth to deliver the Reserve's cargo. However, on the return voyage from Duluth into Lake Huron, the Indiana Harbor became stuck in the ice-choked St. Marys River near Sault Ste. Marie, Mich. "It was a harsh and bitter winter this season," recalled Bosun David Barber, who was aboard the Indiana Harbor when the vessel was surrounded by ice. "The ice was very intense, and we weren't the only ship out there to have severe problems. A lot of boats got stuck in ice everywhere around the Lakes. The radio lines were constantly jammed," stated Barber. "On the voyage back [to Michigan], we kept in close contact with the Coast Guard. We didn't expect to get stuck, but then again, who does?" said Barber. "We were stuck in the ice for four days. The ice was more than we expected. Others had made it through before us, but the temperature had dropped too fast and the ice refroze in greater depths. We just didn't have the speed we needed to break through the ice," Barber noted. ''The ice was unbearable. I have spent my whole life on the Lakes, but I have not seen it this bad in a very, very long time," he concluded. Originally scheduled to lay up for the winter in Duluth, the Indiana Harbor, which sustained some minor hull damage, retired for the season in a Michigan shipyard. Ice Catches Others The Indiana Harbor was only one of several SIU-crewed lakers to encounter problems in the last few weeks of the season. The American Republic left the port of Cleveland bound for Toledo, Ohio for winter layup when it became jammed in ice for several days just outside the Cleveland harbor. It joined 10 other vessels in the same area forced to wait outside the ice field until Coast Guard ice cutters could clear the way into the ports of Erie, Pa., Cleveland, Toledo, Lorain and Ashtabula, Ohio. "Everyone on the Lakes has had the same problems," stated Donald Pfohl, director of marine personnel for ASC. ''The lakes and rivers we all traverse are completely choked with ice. There is no way around it, and the ice has left no one unscathed," he added. "To say that we had problems with ice is the understatement of the year," proclaimed Charles Neigebauer, an ' AB/watchman who recently signed off the St. Clair. "We were sailing from Duluth to St. Clair when 63 inches of snow fell on the Soo Locks in Sault Ste. Marie. Everyone had to stop because visibility was so bad. We anchored at Thunder Bay, Canada for 28 hours until the storm cleared. "However, when we finally reached the locks, we were part of a 40-ship backup. Twenty-eight more hours passed before we were allowed to pass through the locks only to find that the Coast Guard had shut down the entire St. Marys River system because of the severe ice and poor visibility. We had to tie up at the end of the .. locks until they reopened. It took the St. Clair four days to make a 52-hour trip," The Plain Dealer, Cleveland, Ohio recalled Neigebauer. Many SIU-crewed vessels like the American Republic, shown trying to leave Cleveland, "I have seen a lot of snow in my day but plowed through deep ice during their final runs of the 1995 Great Lakes sailing season. you are talking about more than four feet of snow falling in one day. It was awful. I been busy breaking ice for Great Lakes caused, we had to set up convoys of ships. have never been so glad to get off a ship in vessels since early December. However, Breaking up the ice for one ship at a time all my life," said the AB. no sooner had they cleared the way than was both time consuming and a wasted "It was so cold and snowy that it was ice would form again. effort due to how fast the water refroze," almost unbearable. I stood watch, and the "By breaking up the ice, we expose said Wells. longest I could go was four hours at a time. more water to the freezing temperatures He noted that at the beginning of last That is a lot of time to spend outside on the and thus increase the depth of ice as the month, a 19-ship convoy was assisted by deck in white-out conditions. ships pass through," explained Wells. several ice breakers to make the passage "Even with all my heavy gear, I was "The more ice we turned over, the deeper into Lake Superior. near freezing. It was like sailing through it would form," he added. Regardless of valiant efforts put forth Alaska in the most brutal of winter condiThe heaviest concentration of ice has by the Coast Guard, some SIU-crewed vestions," recalled Neigebauer, who is spend- been in the St. Marys River near the Soo sels were unable to get through the St. Marys ing his winter layup "enjoying the sun" in Locks. (The locks control access between River and the Soo Locks for winter layup in Florida. Lake Superior and Lake Huron.) Many the port of Duluth and Superior, Wis. As mentioned, the Indiana Harbor SIU-crewed ore carriers had to sail Never Ending Story through the area in order to meet the never made it back to Duluth after deliver"It has been a very unusual winter on season-end demand for iron ore before the ing the cargo for the Reserve. The Walter the Lakes," noted Coast Guard Lt. Com- locks closed on January 15. J. McCartney, St. Clair and H. Lee White mander Kevin Wells of the Coast Guard's In the weeks prior to the closing, Coast went into layup in other, more accessible Cleveland district which oversees Great Guard and Canadian ice cutters worked ports along the lower Lakes. Lakes shipping. According to Glen Nekvasil of the endless hours attempting to keep the ship"The ice started early and came on the ping lanes free of ice long enough for the Lake Carriers' Association, an organization of U.S.-flag ship companies on the heels of a cold front that arrived in the ore carriers to sail safely through. region in late November and early DecemWells noted that more ships had to be Lakes, Great Lakes vessels moved two milber-and stayed. In addition to the freez- escorted through the ice from late Decem- lion tons less in 1995 than during the 1994 ing temperatures, strong winds swept ber to January 15 than during the 1993-94 season. "Up until November, we were across the Lakes and took what heat was season when severe ice conditions on the ahead. The early winter took all the wind out left in the water away-causing ice to form Lakes demanded the agency use every of our sails and decreased what we could very rapidly," Wells told a reporter for the available resource to help lakers navigate move. The demand was there but the weather just did not allow us to get the cargo Seafarers LOG. through the ice. U.S. and Canadian ice cutters have "With all of the ice and the problems it to its final destination," Nekvasil concluded. __ 5 �6 SEAFARERS LOG FEBRUARY 1996 Waterway Crews Combat Winter SIU members who crew NY Waterway passenger ferries did not exactly greet the Blizzard of '96 with nonchalance, but because they are accustomed to keeping the boats running no matter how bad the weather, they certainly were not rattled by the latest challenge from Mother Nature. The first and worse half of the blizzard dumped upwards of two feet of snow in New York and New Jersey on January 6-7. Despite the severe storm, all but one of the SIU-crewed ferries operated on Monday, January 8, and all of them ran throughout the rest of the week. "We still had some diehard passengers who went to work," said Captain John Willette. "A number of them work at New York University Hospital, so they had to get there. The passengers were very appreciative that we were running." For Willette and his fellow Seafarers, the first challenge was getting to the piers. Several members said they combined walking with taking whatever public transportation was available to get to work. Of course, once the Seafarers arrived at the docks in New York and New Jersey, they were faced with drifts as high as four feet. And even after they shoveled pathways for themselves and the passengers, strong winds periodically would cover the clearances again with snow. More Challenges As in years past, Seafarers this winter are facing obstacles besides snow. Ice, fog and strong ' winds haYe made the crossings of the Hudson and East rivers very challenging. "It's quite a test," said Captain Manny Rebelo. "The ice is Captain Manny Rebelo says he nowhere near as bad as it was two and his fellow Seafarers often util- years ago, but the north wind ize radar to ensure the safest pos- packs it into the New York side, sible river crossings. and that can get pretty thick." NJ Commuter Terminal To Boost Ferry System Continued from page 3 New Jersey Transportation Trust Fund, the Port Authority of New York and New Jersey, and private financing from NY Waterway. At various stages of completion, the project will require approvals from government. Imperatore also told a New Jersey newspaper that NY Waterway is negotiating with New York officials for a similar terminal on the Manhattan side of the Hudson. Presently, the company has a temporary terminal on two piers at 38th Street. Reliable Transportation The safe and consistent work of SIU members aboard the boats has been a key ingredient in NY Waterway's success. No matter the weather or other circumstances, Seafarers keep the ferries running in reliable fashion (see story above). Each ferry has a capacity of about 400 passengers, travels at an average speed of between 15 "We felt we couldn't let people down. We have to keep running," said AB Teddy Terzakos. Such reliability has been a hallmark of the Seafarers-crewed ferries since the service began in 1986. It particularly has been evident during severe winter storms in 1993, '94 and '96. The ferries also provided many commuters their only form of transportation • home following the terrorist attack at the World Trade Center in February 1993, when Manhattan trains and highways closed. In each case, SIU members maintained service. and 18 mph and is roughly 100 feet long. One-way trips last six to ten minutes, depending on the route, and the ferries run from 6:45 a.m. until 10 p.m. The fares average about $30 per week for customers who buy a monthly pass. For all ferry patrons, NY Waterway also offers free connecting bus service on both sides of the Hudson. In recent years, the company has added day cruises and harbor tours. Last year, it initiated lunchtime routes consisting of leisurely, 40-minute trips around the harbor-the waterborne equivalent of a stroll. Passengers may bring their own lunch or purchase food and beverages aboard the four boats that are equipped to offer snacks. "The growth has been remarkable," said SIU Representative Ed Pulver. "But it's not finished. In the next year, I believe business is really going to take off. ''This proves that when a good company and a good union work together, they give good service." Deckhands Errold Lanier (left) and Christopher Fernandez are two of the 70 Seafarers who work aboard NY Waterway ferries. Throughout the winter, SIU crews have battled icy conditions on the Hudson and East rivers, as shown in this photo. Strong winds and snow drifts also have presented challenges, but the Seafarers-crewed ferries have maintained their schedules. Rebelo noted that the boats regu1arly are fitted with new propellers to replace those damaged by ice. He also explained that, during non-daylight hours and/or in foggy conditions, crews "are getting a lot of radar time this year. Every boat is equipped with a topflight radar, and they're constantly used. "Radar can be more essential than your eyes," he added. "Every one of us has experience using radar units, which helps maintain safety." Virgin Island Hurricane Relief from Puerto Rico Seafarers recently continued their relief efforts to the residents of St. Thomas, St. Croix and St. John, U.S.V.I., who were affected by Hurricane Marilyn last September. These photos show Seafarers at the SIU hall in Santurce unloading a truck containing food, water and cleaning supplies (donated by members of the SIU and one of its affiliates, the United Industrial Workers) which then were loaded into containers bound for the Virgin Islands. SIU-contracted Crowley American Transport donated the use and transportation of the container. Pictured above are (from the left) SA Ed Figuerra, Bosun Louie Perez, AB Antonio Rodriguez and DEUs Angel Periera, Pedro Santos and Casimiro Mejias. ! AB Julio Matos (holding box) joins with fellow Seafarers in unloading relief supplies from the truck. SA Jose De Los Santos is standing at Matos' left. From left, Bosun Louie Perez, SA Angel O'Neil and AB Victor Pacheco carry cases of non-perishable foods for hurricane victims into the SIU hall in Santurce, P.A. �FEBRUARY 1996 SEAFARERS LOG Author Sailed with the SIU During the Conflict Book Recounts Mariners' Role in World War II The story of the U.S. merchant marine during W odd War II is one that has been told by one generation of Seafarers to the next generation aboard ships and in union halls. Bits and pieces of the history have been written for posterity but never has a comprehensive work been researched and published. Never before, that is, until now. In a fast, exciting read, Heroes in Dungarees, The Story of the American Merchant Marine in World War II collects the old sea stories, newspaper accounts and archival files into one book to show how Americans served their nation by sailing aboard merchant ships. Adding flavor to his research, author John Bunker includes many first-hand accounts that he collected and saved from the time he sailed as a fireman and oiler in the SIU during the war. "I felt it was time someone told a more complete story," noted Bunker, who worked with the SIU in various capacities following the war. When he was not with the union, Bunker reported on maritime and waterfront issues for many years with first the Christian Science Monitor, then the San Diego Tribune. Through all these jobs, he was able to collect information about merchant mariners' experiences during the war. Attacked Before War Declared Bunker relates in the book that the first U.S.-flag vessel to become a victim of the war was the freighter City of Flint, which was boarded by German sailors on October 9, 1939 and forced to sail to Nazi-occupied Norway. Americans did not learn of the ship's capture until January 1940 when the freighter docked in Baltimore after the German sailors were forced off the ship by armed Norwegians. Thanks to a history of the union during World War II published by Bunker in 1951, many Seafarers are aware that the SIUcrewed Robin Moor was the first U.S.-flag merchant ship torpedoed by a German submarine. This took place on May 21, 1941-almost seven months before Pearl Harbor was bombed, which officially brought the U.S. into the conflict. 'Ifelt it was time someone told a more complete story.' - John Bunker Heroes in Dungarees provides extensive coverage of the war in the North Atlantic as well as the Murmansk runs to provide arms and food to the Soviet Union. As Bunker noted in his interview with a reporter for the Seafarers LOG, these two fronts for the merchant marine were where most of the action took place. Tales of Seafarers Among the stories told in the chapters dealing with the North Atlantic are the exploits of Seafarers Gustave Alm and Rex Dickey. Alm sailed as a carpenter aboard the Angelina when a torpedo hit the freighter at night during a storm on October 17, 1942. After abandoning ship in a lifeboat, Alm and others were thrown into the water by rough seas. The carpenter and several others grabbed the railing on the overturned lifeboat and held on for dear life. When a shipmate would lose his grip or give up during the night, Alm would grab him, return him to the boat and urge him to hold on because they would be rescued. When daylight broke the next morning, a rescue vessel spotted Alm and four other survivors of the Angelina clinging to the upturned craft. Despite injuries and exhaustion, Alm tied the rescue lines around his shipmates who were lifted to the vessel before he finally was saved from the sea. Within a few weeks of his rescue, Alm returned to sailing and survived the war. In a chapter entitled "The Man Who Refused to Die," Bunker recounts the struggle waged by AB Dickey after his vessel, the Wade Hampton, was torpedoed on the night of February 28, 1943. Dickey and Bosun John Sandova remained on deck to tend the lifeboat falls. When the last lifeboat was lowered, the crewmembers in it pushed away, forgetting that Dickey and Sandova were still on the sinking ship. The pair launched a life raft, a 10-foot square wooden platform on drums. Unlike the boats, which could offer some protection from the elements based on their design, the rafts were flat Newly published Heroes in Dungarees provides a theater-bytheater account of the work of the American merchant marine during World War II. and fully exposed to rain, snow, wind, spray and the sun. The two had to jump into the frigid water to reach the raft. Once on it, they broke out the oars- an effort that proved futile in what actually was a moderate gale. Several ships went by without seeing them. Sandova died from exposure on the second day. Dickey kept alive by moving his arms and legs and by a strong mental determination to live. Dickey survived the three-day ordeal on the raft and eventually became a port agent for the SIU. A Photo: Maya Inc. John Bunker Journal. In 1942, Bunker joined the SIU and sailed in the engine department as a wiper, fireman, oiler and deck engineer, mostly aboard Waterman ships. Like many other SIU members, he saw war action against submarines and bombers. During the invasion of Sicily, Bunker's vessel, the Jonathan Grout, experienced some 40 air raids. During one, the ship next to the Grout was sunk. "The blast felt like the ship was lifted out of the water," he recalled in an interview with the Seafarers LOG. During a submarine attack, a torpedo missed the Grout and sank a transport in the next column. While sailing aboard the Waterman vessel Bayou Chico, he experienced rocket attacks on Antwerp, Belgium by German V-1 and V-2 rockets. Bunker served aboard seven ships during the war, sailing in the Atlantic, Caribbean, Pacific and Mediterranean. As an SIU member, he wrote the "Fore 'N Aft" column for the LOG. Following the war, Bunker came upon the idea to collect the stories of other mariners who had served their country aboard merchant ships during the war. After working as a reporter and feature writer for the Christian Science Monitor in Boston, Bunker moved to Washington, D.C. to work with the National Federation of American Shipping, a lobbying organization for the U.S. merchant marine. In 1951, he wrote The Seafarers in World Among the stories told ... are the exploits of Seafarers Gustave Alm and Rex Dickey. Worldwide Effort While a majority of the mer- South Atlantic and along both chant ships lost during World coasts of South America against War II took place in the North German U-boats and surface raiders. It also describes the ordeals faced by merchant seamen in the Pacific and Indian oceans versus Japanese attackers. In fact, Bunker's research War II, a 44-page journal which recounted revealed the Japanese were more the contributions of SIU members during likely to commit atrocities against the conflict. Copies of the document were American merchant mariners than sent to members of Congress to emphasize the Germans were. In the book, he describes several of the docuthe vital role played by the mariners. Bunker moved to the West Coast in the mented attacks on mariners who early '50s to work as the maritime and had abandoned their ships. military reporter for the San Diego Tribune. All the chapters are heavily He stayed with the paper for 12 years and detailed with footnotes stating came back east. how Bunker acquired the inforAt this time, SIU President Paul Hall mation. Besides the tales asked Bunker to work with the union on provided by surviving mariners special projects. Hall was very interested in and Bunker's own war experienunion history and had Bunker compile a ces, he used such sources as the history of the old International Seamen's National Archives, books written Union and the SIU. This material came from about the war, The New York many sources around the country and now Times and the Seafarers LOG, comprises a unique historical resource in among others. the Paul Hall Library and Maritime Heroes in Dungarees also Museum at the Lundeberg School in Piney provides a 16-page appendix listPoint, Md. Bunker also wrote a history of the SIU ing the 733 U.S.-flag merchant which appeared in the LOG as a continuing ships lost during the war. This 369-page book provides series from 1980 to 1983. Bunker retired from the SIU in 1980, plenty of information for those shortly after Hall's death. wanting to learn about the U.S. Heroes in Dungarees is not his first merchant marine in World War II. book. He has also written Liberty Ships: The For others who already have some Ugly Ducklings of World War II, Harbor knowledge of the action, Heroes in and Haven: An lllustrared History of the Dungarees will provide additional Port of New York and a history of the background to supplement other American merchant marine, which ap- histories of the war. peared serially in U.S. Flag, published by The book, priced at $32.95, the Transportation Institute, a Washington, may be obtained by contacting D.C.-based organization dedicated to the the Naval Institute Press at 1(800) promotion of the U.S. merchant fleet. 233-8764. Journalistic and Seafaring Careers Aid Bunker in Writing Mariners' War History UTHOR JOHN BUNKER combined the two major loves in his life to write Heroes in Dungarees, The Story of the American Merchant Marine in World War //: journalism and the sea. As a young man, Bunker made several trips to sea, after which he went to the University of Pittsburgh and wrote for several community newspapers. After graduation during the Depression years, he worked at various jobs, then became a reporter for the Louisville (Ky.) Courier- Atlantic, by no means was that the only stretch of sea where mariners saw actions. Heroes in Dungarees provides information on the fighting that took place in the Caribbean, the 7 �B SEAFARERS LOG FEBRUARY 1996 Mariners Need Additional ID by Oct. 1; USCG to Issue Document at No Cost As of October I, active deep-sea mariners-including those who sail as ABs, pumpmen, tankerman assistants and any other seamen with a rating who hold a lifeboat ticket-must possess a supplemental form of shipboard identification in order to comply with an international agreement covering maritime certification and safety. There is no charge for this identification. The U.S. Coast Guard recently published its policy for issuing the form prescribed by a regulation of the International Convention on Standards of Training, Certification and Watchkeeping for mariners (STCW). Seafarers who need the STCW form may get it through the mail or at a Coast Guard Regional Exam Center (REC). Seafarers should note that the STCW form automatically will be issued to mariners who renew their z-cards or test for an upgrade before October 1. However, a mariner who renews a document or license strictly for continuity purposes will not be issued the STCW form until he or she shows proof of being ready to sail. The form simply is a letter-size piece of paper listing a mariner's ratings and any applicable limitations including medical waivers. It utilizes terminology to create a universal form of identification as called for by the STCW convention, but it essentially provides the same information found on a z-card. The standard format was adopted by the nations signatory to the STCW (including the U.S.) in order to facilitate port-state control functions. Ship inspectors will check the standard form rather than reviewing each nation's version of a z-card. This is expected to simplify the inspectors' jobs and thereby bolster shipboard safety. The STCW form does not have an expiration date, although it only is valid when accompanying a valid z-card or license. A photo is not required, but may be used. According to the Coast Guard, the following deep-sea mariners need the STCW form by October 1: • Any rating qualified as lifeboatman • Tankerman-person in charge (PIC), tankerman-assistant and tankerman-engineer • ABs and some specially qualified ordinary seamen • Operators of uninspected towing vessels with an ocean or near coastal route and operators of uninspected passenger vessels with a near coastal route •Masters and mates holding a license valid for service on vessels on ocean or near-coastal routes, regardless of any tonnage limitation • Engineer officers licensed for service on vessels of 1,000 horsepower or more. Mariners who go to an REC to get the STCW form should bring their z-card or license. However, there is no guarantee the form will be issued the same day. Those who want to secure the STCW form via mail should send a letter stating that he or she is applying for the form. The letter should include the mariner's full name as shown on the license or z-card, social security number, return address and copies of each valid z-card or license. U.S. Coast Guard Regional Examination Centers [Editor's note: Address correspondence to: "Commanding Officer (REC), U.S. Coast Guard, Marine Safety Office, "fallowed by the address] 510 L. Street Suite 100 Anchorage, AK 99501-1946 (907) 271-6733 or 6735 Customhouse Baltimore, MD 21202-4022 (410) 962-5132 455 Commercial Street Boston, MA 02109-1045 (617) 223-3040 196 Tradd Street Charleston, SC 29401-1899 (803) 724-7693 433 Ala Moana Blvd., Rm 1 Honolulu, HI 96813-4909 (808) 522-8258 8876 Gulf Freeway Suite 210 Houston, TX 77017-6595 (713) 947-0044 2760 Sherwood Lane Suite2A Juneau, AK 99801-5845 (907) 463-2450 165 N. Pico Avenue Long Beach, CA 90802-1096 (310) 980-4483 or 4485 200 Jefferson Avenue Suite 1301 Memphis, TN 38103-2300 (901) 544-3297 Claude Pepper Building 6th Floor 51 S.W. First Avenue Miami, FL 33130-1608 (305) 536-6548 1440 Canal Street Eighth Floor New Orleans, LA 70112-2711 (504) 589-6183 Battery Park Building New York, NY 10004-1466 (212) 668-6395 6767 N. Basin Avenue Portland, OR 97217-3992 (503) 240-9346 1222 Spruce Street Suite 211 St. Louis, MO 63103-2835 (314) 539-2657 Building 14 Coast Guard Island Alameda, CA 94501-5100 (510) 437-3092 or 3093 1519 Alaskan Way S. Building 1 Seattle, WA 98134-1192 (206) 217-6115 Federal Building, Room 501 234 Summit Street Toledo, OH 43604-1590 (419) 259-6394 or 6395 'Santa' Stresses Need for Strong U.S. Fleet Christmas Card a Hit on Kainalu Seafarers aboard the containershi p Kainalu recently received a unique Christmas card from Chief Engineer Bill Tracy. Using double-exposure photography as well as creative writing skills, Tracy put together more than 100 editions of a 51/2by-4 l,4 inch booklet recounting a visit by Santa Claus to the Seafarers-crewed Matson vessel. Each greeting featured 11 photos and a verse that emphasized the need for a strong U.S.-flag merchant marine. Tracy, who began his sailing career in 1965, is pictured in a Santa suit and in work clothes. Also featured is Recertified Steward Carl Poggioli, who insisted on serving breakfast to St. Nick. "I think Carl went overboard in making Santa sign a meal voucher," Tracy said with a laugh. "Actually, Carl was a tremendous help in doing the card. He's also one of the best unlicensed department heads I've ever seen." Tracy distributed the booklets to shipmates on the Kainalu and to maritime union officials who are involved in the vessel'soperations. "Most of them didn't know I was doing it, but it was wellreceived," he said. "Everyone was very supportive." . The_ cover feature~ color tllustrations of the ship and of Tracy dr~ssed as Santa, hold~ng an Am~ncan flag. Each four-line stanza IS follow~d by a photo. The complete verse IS as follows: Twas The Nite Before Christmas Hawaii This Year Off-Loading The Ship Alongside The Pier We Doubt He Could Come No Snow For His Sleigh But We Didn't Know He Was Riding Our Way (Note: Santa is pictured on a union-made Harley Davidson) Then What To My Wondering Eyes Did Appear But Santa On Top The Reduction Gear Then Out Of His Bag He Slowly Did Hump A Gift For The Ship A Hydrazine Pump A New Mandolin He Gave To Me Too For Last Year's Guitar Did Not Make It Through For Him Coveralls A Gift From The Ship For Work lfThe Sleigh Broke Down On His Trip The Galley, I Called To Make Him A Snack So He Would Be Fed Before Heading Back The Steward Said, "Milk And Cookies Won't Do!" And Sat Us Both Down For Breakfast For Two Of Foreign Flag Ships Santa Spoke His Concern And Hoped Of This Threat That Congress Soon Learn Then Up By The Boat A Hawaiian Hymn He Strummed While I Picked The New Mandolin Then Proudly He Hoist A Gift From His Bag For Matson Ships Fly The American Flag "Merry Christmas!" He Called As He Left The Scene "And May The Lord Save Our Merchant Marine." A M h tt ·d t ass.ac use s rest en (who does, m fact, play the mandolin), Tracy said he also mailed copies of the booklet to his senators and congressman. "To see these foreign [companies] come in here and dominate shipping, it hurts," said Tracy, a veteran of the Persian Gulf War. "I didn't pick the message of the card by accident, and I thank the SIU for the use of the 'Save Our Fleet' poster" which is featured in one photo. The engineer, who formerly sailed on tugboats in the New York area, added that he started doing the Christmas booklets about 10 years ago. "One year, I was having trouble getting (items for) a repair list, so I put it in the form of a poem. The next year, I added the photos and turned it into a Christmas card. I've done them every year since." Recertified Steward Carl Poggioli (standing) serves pancakes to Chief Engineer Bill Tracy (left) and a guest. In this double-exposed photo, Santa (a.k.a. Tracy) is signing a meal voucher. Wnrle much of the tone of Tracy's Christmas booklet is lighthearted, his message to keep the American flag on the high seas is no laughing matter, the author noted. �FEBRUARY 1996 SEAFARERS LOG 9 Deadline Nears to Apply for '96 Scholarship "I'll get around to it." How many times have those words been uttered? "There's plenty of time. I don't have to hurry." This is another familiar refrain to many. For some projects, there may be no deadline. However, to apply for a Seafarers Welfare Plan scholarship, that is not the case. All completed applications for those qualified individuals planning to attend a college or university in the fall must be mailed and postmarked ON or BEFORE April 15, 1996. That means time is of the essence. With the cost of higher education going up each year, there is no time like now to plan for the future. Applying for a Seafarers Welfare Plan scholarship could provide an answer to the question of how to pay for future schooling. S i nce the SIU began its scholarship program in 1952, a total of 242 members and their spouses and dependent children have been awarded higher education grants. Thisyear,theSeafarersWelfare Plan will present seven scholarships. Three of the awards go directly to Seafarers. One of these grants is for $15,000 for use at a four-year institution of higher learning. The other two awards designated specifically for SIU members are $6,000 each for use toward two years of study at a community college or vocational school. The Seafarers Welfare Plan presents the remaining four scholarships to the spouses and dependent children of Seafarers . Each of these stipends is for $15 ,000 foruse at a four-year college or university. I '1' II \ I I a 1996 scholarship is nearing its end. As noted above, scholarships are available to Seafarers (no matter if they sail deep sea, inland or Great Lakes), their spouses and dependent children. . . In order to be ehg1ble, a Seafarer mu.st: 0 be a high school graduate or its equivalent, 0 have a total of 730 days of employment with an employer Who Is Eligible who is obligated to make conWhile the new year is just tributions to the Seafarers Welbeginning, the time to apply for fare Plan on the Seafarer's !II' i'..:' :·; l I · ~ij f!\ " g ~ ,(), · Materials Needed Despite the fact that the April 15 deadline is drawing near, there still is plenty of time to gather the other needed pieces of information. Among the paperwork required of all applicants so they can be considered for a scholarship are: 0 transcripts and certificates of graduation. Some schools are slow in handling transcript requests, so the sooner an applicant seeks copies of his or her transcript, the sooner the scholarship selection committee will receive them. 0 letters of recommendation should be gathered from individuals who have knowledge of the applicant's character, personality and career goals. 0 scores from either the College Entrance Examination Boards (SAT) or American ~ College Tests (ACT) exams, which should be taken no later Wi than this month to be sure that ~ the re~ults reach_ the s~h~larship select1~n comnnttee m time for evaluation. 0 a photograph of the applicant. 0 a certified copy of the while receiving the award, he or applicant's birth certificate. she will not have to forfeit the grant by reason of such marDeadline Nears riage.) The completed applications 0 be a high school graduate MUST be mailed and or its equivalent, although ap- postmarked ON or BEFORE plications may be made during April 15. Because the Welfare thesenioryearofhighschool, Planreceivesmanyapplications and for the grants, it is sometimes 0 be under the age of 19-or very difficult to determine the be under the age of 25 and be a seven recipients for the scholarfull-time student in a program ships. Therefore, all applicants leading to a baccalaureate or should be sure to fill out the higher degree at an accredited scholarship request form as institution authorized by law to thoroughly as possible and progrant such degrees. vide all the requested informaThe following conditions tion by the due date. must be met for either a spouse Those who have previously or dependent child to be con- applied for a _Seafarers Welfare sidered for a scholarship: Plan scholarship and were not 0 the sponsoring Seafarer selected are encouraged to must have credit for 1,095 days apply again this year, provided of covered employment with an they still meet all the requireemployer who is obligated to ments. make contributions to the In order to prepare for the Seafarers Welfare Plan on the future, do not put off until Seafarer's behalf prior to the tomorrow what can be done date of application and today. The time is now to apply 0 the sponsoring Seafarer for a Seafarers Welfare Plan must have one day of employ- scholarship. h Q ul'f'J f10 l.l.ll , -' behalf prior to the date of application, 0 have one day of employment on a vessel in the sixmonth period immediately prior to the date of application, and 0 have 120 days of employmentonavesselintheprevious calendar year. (Pensioners are not eligible for scholarships.) For a spouse to be considered for a scholarship, he or she must: 0 be married to an eligible Seafarer or SIU pensioner and 0 be a high school graduate or its equivalent. For a dependent child to be considered for a grant, he or she must: 0 be an unmarried child of an eligible Seafarer or SIU pensioner for whom the member or pensioner (and his or her spouse) has been the sole source of support during the previous calendar year. (However, should a dependent child win an SIU scholarship and marry r---------- ment in the six-month period preceding the date of application and 120 days of employment in the previous calendar year (unless the eligible parent is deceased). tJ n I • ---------------------, lease send me the 1996 SIU Scholarship Program booklet which contains eligibility information, procedures for applying and a copy of the application form. P City, State, Zip C o d e - - - - - - - - - - - - - - - - - - - - - - - - Telephone N u m b e r - - - - - - - - - - - - - - - - - - - - - - - - - This application is for: 0 Self L ____ _ 0 Dependent Mail this completed form to Scholarship Program, Seafarers Welfare Plan, 5201 Auth Way, Camp Springs, MD 20746. 2196 I ----------------- - ----------~ �10 SEAFARERS LOG FEBRUARY 1996 d ~· r Safety Remains Top Concern For ITB Baltimore Tankermen From the crystal clear waters of the U.S. Virgin Islands to ports located along the East Coast, 1j rr I : Seafarers aboard the /TB Baltimore take special ~. ij:::: care loading and unloading petroleum products. ~! Iit Safety is a p~me concern for. the _crewmembers • • : '.'i aboard the Shendan Transportation mtergrated tug ~ ' J and barge. Because of the volatile nature of the I 1 cargo, every precaution is taken aboard the Bal_ C timore to make sure there are no problems in load~ ing, transporting or discharging the products. 1 The tug/barge makes the roundtrip between the f.. .· , ·.if·····id . . il! N / .---: V.irgin ~sl~ds and New York in just under 13 days. Lightenng m Stapleton Anchorage takes about 12 hours, while the offloading operations at the terminal involve another 18 hours. The Baltimore is able to hold 360,000. barrels _of refined petroleum products such as gasoline and Jet fuel. When it is not on the New York run, the 691-foot vessel delivers cargo from the refinery in St. Croix to the ports of Port Everglades and Jackson ville, Fla.; Charleston, S.C.; Savannah, Ga. and Baltimore. Maintaining lookout on the /TB Baltimore is AB Anthony Heinholdt. Steward/Baker Walter Hansen prepares lunch for crewmembers aboard the /TB Baltimore. Bosun Joseph Caruso prepares for a deck safety inspection on board the tug/barge. Cleaning up after dinner is the responsibility of Assistant Cook Utility Gerald Hyman. Seattle Seafarers Receive A Shot in the Arm Above, Pensioner Enos ' Ott was first in line to receive his flu shot, adm in i ste red by Lori Faubert at the Seattle hall last November. Taking advantage of a one-day opportunity at the Seattle union hall, more than 50 Seafarers and pensioners received their annual flu shot on November 20. For four years, nurses from the Virginia Mason Clinic in Seattle have come to the union hall to administer the shots that help protect Seafarers from the flu. (The clinic is a Seafarers Welfare Plan preferred Provider health care organization.) Influenza is a highly contagious viral disease marked by respiratory inflammation, fever, muscular pain and often intestinal discomfort. Be- cause Seafarers live in close quarters aboard ships, the vaccine helps contain the infectious disease while at sea. "We offer the shots at the hall as a convenien·ce for the membership," Assistant Vice President Bob Hall told a reporter for the Seafarers LOG. ·'This is the fourth year that we have administered the vaccine from the union hall, and each year we have a good turnout. No one wants to get sick, especially at sea, and this is a way to ensure that our members stay as healthy as possible," said Hall. ...._ Above, AB Ray Nowek (left) and Bosun Dan Seagle sign in at the Seattle hall prior to receiving their flu shots. At left, Steward/Baker Lori F. Smith makes sure she will stay healthy while at sea by getting inoculated against the virus. Checking in at the counter to receive his flu shot is Bosun Charles "Sonny" Herrera. Bosun Bob Wood turns his head as he receives his influenza vaccine. �SEAFARERS LOG FEBRUARY 1996 11 A member of the American Queen hotel staff practices putting out a flammable liquid fire with a fire extinguisher as instructor Byran Cummings looks on. The paddlewheeler is in the background. SIU Safety Training Continues Aboard Delta Queen Riverboats On-site safety and firefighting training will resume this month for Seafarers aboard Delta Queen Steamboat Co. vessels. Presented by instructors from the Paul Hall Center for Maritime Training and Education, these classes are designed to provide basic information for new crewme m b ers aboard the Delta Queen, Mississippi Queen and American Queen. Other classes are held to provide refresher and updated training to Seafarers who have attended previous sessions. As was done last year, instructors Byran Cummings and Bob Carle will conduct the week-long training sessions with the Seafarers while the vessels ply the Mississippi River and its tributaries. "Each year we advance our curriculum a little more. We have to continue to expand so that the training is not redundant," explained Cummings who, like Carle, has years of experience as a firefighter and paramedic. Many deck and engine department Seafarers regularly sail aboard one or more of the three Delta Queen vessels. This fact allows the instructors to build on the safety program from year to year, Cummings noted. "I cannot overpraise these crews. They really get into the training and are very gracious to us when we board the boats. They are like one big family and treat us as a part of it,'' said Cummings. Each year, the instructors provide training throughout the day and evening, interspersed be- tween regular crew duties and various shifts. Depending on their ratings aboard the riverboats, Seafarers receive anywhere from 15 to 120 hours of instruction during the year, including plenty of hands-on training. "They have to continue to work while we are there and must find time to go through the drills. However, crewmembers are always welcoming us aboard," stated Cummings. ''The fact that our arrival and the training is eagerly anticipated by the crewmembers creates an atmosphere that makes teaching easy and enjoyable," the Lundeberg School instructor noted. new-and our training was more detailed and intense in order to bring them up to the same level as crewmembers aboard the other two boats who have gone through the training several times," noted Cummings. The American Queen, which carries a crew of 170, can accommodate 436 passengers, more than either of the other two vessels. "Live" Rescue Performed Included in the safety training is a session on rescuing people who go overboard from the riverboats. However, the emergency squad (composed of deck and engine department crewmembers) Advanced Training received a slight twist to their In 1995, more than 500 crew- drill. Last spring, Seafarers aboard members aboard the Delta Queen, Mississippi Queen and the Mississippi Queen were tested American Queen took part in by the instructors with a surprise "man overboard" drill. While a classes. The 1995 sessions included dummy is usually used, after getcrewmembers from the new 418- ting permission from the master fo o t American Queen, which of the Mississippi Queen, Cumbegan sailing in June. In Septem- mings decided to simulate the ber, Cummings boarded the emergency situation himself. "I put on a life vest and jumped steamboat and conducted the vessel's first on-site training ses- into the Ohio River and waited to sion while the riverboat was un- see how the crew would react," derway on the Mississippi River. recalled Cummings. ''The chief ''The addition of theAmerican mate and captain, who knew what Queen brought some new chal- was going on, alerted crewmemlenges, but our goals remain the bers of a man overboard, and their same as far as educating and response was outstanding. They training the members is con- did an excellent job coming to my cerned," Cummings told a rescue and there isn't a doubt in reporter for the Seafare rs LOG. my mind that they would respond ''The only change for us is that in much the same way if it were the American Queen has a much an actual emergency," the inlarger crew-many of whom are structor noted. , ,,.~ #fl!:. ( Vast Curriculum Firefighting classes, like the simulation shown above, continue to be an important part of training for riverboat crews. with both children and adults," said Cummings. Crewmembers learn how to report and identify emergencies and how to care for an individual until the shipboard emergency squad arrives. They earn certification or recertification in CPR and first aid by passing practical and written tests. Other aspects of the training that have been implemented in recent years include learning how to identify and contain hazardous materials, learning the aspects of chemical safety, practicing water survival and rescue and more. "Our program just gets better and better each year," Cummings added. Firefighting A Must Because of the construction of the riverboats, which includes plenty of wood, firefighting is constantly provided for the crewmembers. Seafarers use fire hoses and extinguishers and participate in drills using a non-toxic smoke generator which simulates conditions of a shipboard fire. "With the smoke generator, we are able to create an atmosphere very similar to an actual fire. Visibility is severely limited and crewmembers must rely on their other senses just as would happen in the event a fire broke out on board one of the vessels," said Cummings. Also during firefighting training, Seafarers spend time ashore working with various hose lines and other equipment. Damage Control Taught During the damage control classes, SIU members draw a complete "pre-plan" of their respective vessels. The pre-plan marks the exact locations of all cabins, fire-main systems, radios and escape hatches and routes. The members practice making patches which would cover ruptures in various parts of the boats' hulls. Also covered in the damage control section of training, crewmembers pra~tice using life rafts to shuttle other crewmembers (acting as passengers) from the boats to shore. In another drill, crewmembers use a modified breathing apparatus to go underwater, where they identify simulated damage to the hull. "All of the training we provide in our program is very beneficial in that it gives crewmembers a sense of security," stated Cummings. The training program on the Delta Queen vessels began in 1990. At that time, the Lundeberg School staff provided basic firefighting and lifesaving instructions. However, the program was so well received that additional training was added. In 1993, infant, child and adult CPR classes were added to the training program, as well as advanced first aid procedures. "There are more and more families with small children taking cruises on the riverboats. Some Seafarers learn the proper use of underwater breathing equip- Crewmembers need to know how Upcoming sessions on the paddlewheelers will include passenger ment to identify damaged areas on the vessels' hulls. to handle medical emergencies rescue training, as demonstrated by an earlier class. �12 SEAFARERS LOG FEBRUARY 1996 TAX TIPS FOR SEAMEN ., • • • • Presented on these two pages of the Seafarers LOG are handy tax tips that have been prepared especially for mariners. Included are updated telephone numbers and new deduction amounts for 1995 as well as a form for filing extensions and where to get additional information. HOW TO PREPARE A TAX RETIJRN Step 1. Get all records together. • Income Records. These include any Forms W-2, W-2G and 1099. • Itemized deductions and tax credits. Medical and dental payment records. Real estate and personal property tax receipts. Interest payments records for items such as a home mortgage or home equity loan. Records of payments for child care so an individual could work. Step 2. Get any forms, schedules or publications necessary to assist in filing the return. IRS Publication 17 entitled "Your Federal Income Tax for Use in Preparing 1995 Returns" is the most comprehensive guide the agency has issued this year. Most IRS offices and many local banks, post offices and libraries have publications designed to provide individuals with information on correctly filing tax returns. Step 3. Fill in the return. Step 4. Check the return to make sure it is correct. from 50 to 99 cents to the next dollar. For example, $1.39 becomes $1 and $2.50 becomes $3. Step 5. Sign and date the return. Fonn 1040 is not con- Fast Refund: sidered a valid return unless signed. A spouse must also Previously, only taxpayers filing electronically could sign if it is a joint return. get their refunds deposited directly into their bank accounts. As of this year, however, taxpayers will be able Step 6. Attach all required forms and schedules. Attach to fill out Form 8888 to request direct deposit of their the first copy of Copy B of Forms W-2, W-2G and refunds. 1099R to the front of the Form 1040. Attach all other When tax returns are filed electronically, a refund will schedules and forms behind Form 1040 in order of the attachment sequence number. If tax is owed, attach the be received in about 3 weeks, or in 2 weeks if it is depayment to the front of Form 1040 along with Form posited directly into a savings or checking account. For 1040-V (original only). Write name, address, phone a charge, many professional tax return preparers offer number, social security number and form number on electronic filing in addition to their return preparation services. If an individual prepared his or her own return, your check or money order. a preparer or transmitter in their area can file the return electronically. For a list of who can file a tax return Rounding Of/to Whole Dollars: electronically in any given area, call the IRS toll-free Cents may be rounded off to the nearest whole dollar on number, 1-800-829-1040, and ask for the Electronic the tax return and schedules. To do so, raise amounts Filing Office. m WHAT ARE CONSIDERED DEDUCTIONS AND CREDITS Personal Exemption Amount: The deduction for each exemption-for the individual, his or her spouse and dependents has increased to $2,500 per person. In 1995, the exemption deduction for high income taxpayers may be reduced or eliminated if their adjusted gross income exceeds certain threshold amounts. Standard Deducation Has Increased: The standard deduction, or dollar amount that reduces the amount that is taxed, has increased for most people (see box below to the right). Because of this increase, it may be to an individual's benefit to take the standard deduction this year even if that person has itemized deductions in the past. PersonallnterestDeductions: For 1995, personal interest cannot be deducted. Personal interest includes interest on car loans, credit cards and personal loans. Interest on Secured Loans Deductible: Interest paid on mortgages or investments is 100 percent deductible. Union Dues Deduction: Union dues, including working dues, are deductible only if they exceed 2 percent of adjusted gross income. If they do, only the portion over the 2 percent is deductible. SPAD contributions have never been deductible. Deducting Work-Related Expenses: Expenses associated with a seaman's work may be considered tax deductible. However, no expense can be deducted for which a seaman has been reimbursed by the employer. Travel to the union hall to register or travel to the union's designated medical facility to take the required physical and drug tests are examples of expenses which are work-related but not reimbursed by the company. Members of the galley crew may deduct the costs of knives and other equipment they personally own but use when on a ship performing their work duties. The purchase of work-related clothing and other gear, as long as it is truly for work and not paid for by the employer, are likely to be considered tax-deductible. Deducting Work-Related Car Expenses: Use of a personally-owned automobile in work-related travel can result in deductible expenses. Two methods can be used to compute automobile expenses-either listing a standard mileage rate or determining actual cost. On the tax return due April 15 of this year, the IRS is accepting a standard mileage rate of 30 cents per mile. Parking fees and tolls can be added when using the standard mileage rate. If using actual expenses, information must be available on all operating-related costs for the vehicle, including interest, insurance, taxes, licenses, maintenance, repairs, depreciation, gas, oil, tolls and parking. In either the standard mileage rate or the actual cost method of determining car expenses, accurate records should be kept. The IRS recommends keeping a log book or diary listing all expenses related to travel. Only work-rel~ted expenses not reimbursed by an employer can be claimed. Deducting Work-Related Meals When Traveling: Workers in transportation are allowed a special rate on the meal allowance of $32 per day in the continental U.S. and $36 per day outside the continential U.S. Otherwise the IRS standard meal allowance is generally $28. In some locations it is $36, and in Hawaii and Alaska it is computed differently. Travel expenses, including meals, can only be deducted if directly related to one's work and if they have not been reimbursed from any other source. Limit on Itemized Deductions: In 1995, itemized deductions may be limited for individuals earning more than $114, 700 of federal adjusted gross income (or $57 ,350 if married and filing separately). Earned Income Credit: A refundable earned income credit (EIC) is available to certain low income individuals who have earned income and meet certain adjusted gross income thresholds. Effective for tax year 1995, an individual does not have to have a qualifying child to be eligible for this credit if certain conditions are met. Different credit percentages and phase-out percentages are provided based on the taxpayer's income level and the number of qualifying children eligible, if any. The maximum credit allowed is as follows: Taxpayers with income less than $9,230 and no qualifying children - $314 maximum credit; taxpayers with income less than $24,396 and with 1 qualifying child - $2,094 maximum credit; taxpayers with income less than $26,673 and with 2 or more qualifying children $3, 110 maximum credit. If the earned income credit reduces the income tax liability below zero, a refund will be granted by the IRS. Taxpayers should use form 1040, schedule EIC to see if they are eligible for the credit. Dependent's Social Security Number: Each dependent must have a social security number (SSN) unless the dependent was born in November or December of 1995. An individual may get an SSN for their dependent by filing Form SS-5 with their local Social Security Administration office. It usually takes about two weeks to receive an SSN. WHICH RECORDS TO KEEP Keep records of income (such as receipts), ded ucti ons (for example, canceled checks) and credits shown on the tax return, as well as any worksheets used to figure them, until the statute of limitations runs out for that return, usually 3 years from the date the return was due or filed, or 2 years from the date the tax was paid, whichever is later. However, it is recommended that all records be kept for about 6 years. Change of Address: If an individual has changed his or her address from the one listed on that person's last tax return, IRS Form 8822 should be filJed out and filed with the agency. Death ofa Taxpayer: If a taxpayer died before filing a required return for 1995, the taxpayer's personal representative (and spouse, in the case of a joint return) must file and sign the return for that person. A personal representative can be an executor, administrator or anyone who is in charge of the taxpayer's property. WHAT TO DO WHEN OVERSEAS AT TAX TIME Should a seaman find himself or herself overseas and seeking IRS forms or IRS assistance, U.S. embassies and consulates are equipped to provide some taxpayer-related services. At a minimum, IRS forms are available at all U.S. embassies and consulates. The U.S. embassies and consulates located in the following cities can provide IRS assistance: Bonn, Germany; Caracas, Venezuela; London, England; Mexico City, Mexico; Nassau, Bahamas; Ottawa, Canada; Paris, France; Riyadh, Saudi Arabia; Rome, Italy; Sao Paulo, Brazil; Sydney, Australia; and Tokyo, Japan. WHERETO GET INFORMATION General Information: 1-800-829-1040 can be called for general information. IRS staff answer questions from 7:30 a.m. to 5:30 p.m. Monday through Friday. Publications: 1-800-829-3676 operators will take orders for publications. "#17 Your Federal Income Tax" and "#552 Record Keeping for Individuals" are two publications that many people find especially useful. Walk-In Help: IRS representatives are available in many IRS offices around the country to help with tax questions that cannot be answered easily by telephone. To find the location of an IRS office, look in the phone book under "United States Government, Internal Revenue Service." Telephone Help: The IRS is prepared to answer questions by phone. Through the agency's taxpayer information service, publications covering all aspects of tax-filing can be ordered. The federal Tele-Tax system has recorded tax information covering about 150 topics. 1-800-829-4477 is the IRS's automated Tele-Tax system. When calling from a touch tone phone, the letter "R" or number "7" will repeat the topic and the letter "C" or number "2" will cancel the message. To listen to a directory of topics after the introductory message finishes, dial 123. This telephone service is available from 7:00 a.m. until 11:30 p.m. Send IRS Written Questions: Written questions regarding the tax returns can be sent directly to an IRS District Director (listed on the tax form). Include a social security number with the letter. STANDARD DEDUCTION This is the standard deduction chart for most people. If a taxpayer is 65 or older or blind, there are additional standard deductions. (Note that the personal exemption deduction is $2,500.) Filing Status Single . Married filing joint return or Qualifying widow( er) with dependent children . Married filing separate return . . Head of household Standard Deduction . .. $3,900 . $6,550 . $3,275 . . $5,750 �SEAFARERS LOG FEBRUARY 1996 - ~~~~- HOW TO FILE AN EXTENSION IRS Form 4868 can be used to ask for a fourmonth extension to file IRS Form 1040A or Form 1040. An individual requesting an extension is under no obligation to explain why the additional time is needed. Filing of the form gives an individual until August 15, 1996 to file his or her 1995 federal tax return. The IRS will contact the individual directly only if the request for an extension is denied. To extend the period of time in which one can file his or her tax return, that individual must correctly fill out Form 4868 and pay all of the tax monies due (as noted on line 6c of the form). If the filing of Form 4868 and the subsequent four-month extension to file does not provide the individual with enough time, he or she can then file Form 2688, known as "Application for Additional Extension of Time to File U.S. Individual Income Tax Return." Another option open to the person seeking more time in which to file is to write a letter to the IRS stating the reason the REPORT In addition to wages, salaries, tips, unemployment compensation, capital gains, dividend payments and other income listed on the federal tax return, the following kinds of income must be reported. • Jones Act settlements for lost wages. • Amounts received in place of wages from accident and health plans (including sick pay and disability pensions) if employer paid for the policy. • Life insurance proceeds from a policy cashed in if the proceeds are more than the premium paid. • Profits from corporations, partnerships, estates and trusts. • Endowments. • Original Issue Discount. • Distributions from selfemployed plans. • Bartering income (fairmarket value of goods or services received in return for services). • Tier 2 and supplemental annuities under the Railroad Retirement Act. • Lump-sum distributions. • Gains from the sale or exchange (including barter) of real estate, securities, coins, gold, silver, gems or other property (capital gains). • Accumulation distributions from trusts. • Prizes and awards (contests, raffles, lottery and gambling winnings). • Earned income from sources outside the United States. • Director's fees. • Fees received as an executor or administrator of an estate. • Embezzled or other illegal income. Hii~or UBE REPORTED The foJlowing kinds of income do not need to be reported on the federal tax return: • Benefits from government welfare programs. • Jones Act settlements for injuries, pain, suffering, medical costs. • Maintenance and Cure. • Workers' compensation benefits, insurance damages, etc. for injury or sickness. • Disability retirement payments (and other benefits) paid by the Veterans' Administration. • Child support. • Gifts, money or other property inherited or willed. • Dividends on veterans' life insurance. • Life insurance proceeds received because of a person's death. • Amounts received from insurance because of loss of the use of a home due to fire or other casualty to the extent the amounts were more than the cost of normal expenses while living in the home. • Certain amounts received as a scholarship. 13 4868 Form Department of the Treasury Internal Revenue Service 1 extension is necessary. An individual seeking an extension is advised by the IRS to file Form 4868 before filing Form 2688. Below is Form 4868 which may be used by Seafarers to file for an extension. This form will be recognized by the IRS. Additional copies of Form 4868 are available by calling the agency's toll-free number which is dedicated to tax form requests. That number is 1-800-829-3676. Also, Form 4868 is available from all main IRS branch offices. And if a Seafarer finds himself or herself overseas, he or she can obtain the form from anyU.S. embassy or consulate. It is important to bear in mind that the filing of Form 4868 requesting an extension does not get one off the hook from having to pay any taxes due. Form 4868, when sent in, must be accompanied by all tax monies due the U.S. government from the individual filing the extension. The deadline for filing the form and the taxes due is April 15. Application for Automatic Extension of Time To File U.S. Individual Income Tax Return OMS No. 1545-0188 ~®95 Your name(s) (see instructions) 2a Amount dueAdd lines 6c, d, Address (see instructions) 3 Your social security number : City, town or post office, state, and ZIP code 4 Spouse's social security no. and e . ~ $ b Amount you are paying ~ $ 5 I request an automatic 4-month extension of time to August 15, 1996, to file my individual tax return for the calendar year , 19 , for the fiscal tax year ending , 19 1995 or to 6 Individual Income Tax-See instructions. a Total tax liability for 1995 . . . b Total payments for 1995. . . . c Balance due. Subtract 6b from 6a Gift or GST Tax Retum(s}-See instructions. Check here ONLY if filing a gift or GST } Yourself ..,.. 0 tax return . . . . . . . . . Spouse ..,.. 0 d Amount of gift or GST tax you are paying $ _ _ _ _ _ __ e Your spouse's gift/GST tax payment $ $ $ $ Under penalties of perjury, I declare that I have examined this form, including accompanying schedules ana statements. and to the best of my know1edge and belief, it is true, correct, and complete; and. if prepared by someone other than the taxpayer, that I am authorizeo to preoare this form. ~ ~ Your signature ~ Date Spouse's signature. 1f filing jointly Date Preparer's signature (other than taxpayer) ll Date WHY SEAFARERS MUST PAY STATE INCOME TAX The law prohibits employers from withholding state and local taxes from the wages of seamen working aboard U.S.-flag ships. Specifically, the law (46 USCA 11108(11)] provides that "no part of the wages due or accruing to a master, officer or any other seaman who is a member of the crew on a vessel engaged in the foreign, coastwise, intercoastal, interstate or noncontiguous trade shall be withheld pursuant to the provisions of the tax laws of any state, territory, possession or commonwealth, or a subdivision of any of them, but nothing in this section shall prohibit any such withholding of the wages of any seaman who is employed in the coastwise trade between ports in the same state if such withholding is pursuant to a voluntary agreement between such seaman and his employer." The law, however, does not exempt seamen from paying state and local taxes. Aseaman,justlikeanyothercitizenofany given state, must meet his or herobligations to the government of the area in which he or she lives. Each state has a set of criteria to determine whether an individual is a resident of that state. A seaman should check with a state tax office if he or she is unsure as to his residency status. For example, in California during the early 1970s, a case before the California State Board of Equalization stated that a merchant seaman--despite the fact that he was on a ship for210 days of the year-was a resident of the state for tax purposes. The board took into consideration the fact that the seaman owned a home in California and maintained a bank account in a Califomiabased bank. Additionally, each state has established conditions under which non-residents of that state must pay a portion of state tax if such an individual earned income from a source based in that state. Many states allow a credit in the amount an individual must pay the state if that person has already paid taxes in another state. If any questions arise regarding residency and state tax issues, seamen should telephone the office in the state in which they reside (see chart below). WHERE TO GET ADDITIONAL STATE INCOME TAX INFORMATION STATE LOCAUTOLL·FREE # Alabama . . . . . . . (334) 242-26n Alaska . . . . . . . . {907) 465-2320 Arizona ........ (602) 255-3381 Phoenix (602) 628-6421 rucson *(800) 352-4090 Arkansas ....... (501)682-1100 (800) 882-9275 California ....... **(916) 854-6500 (Bbo) 852-5711 Colorado . . . . . . . (303) 534-1209 Connecticut . . . . . i203) 566-8520 (800) 382-9463 Delaware . . . . . . . 1302) 5n-3300 (800) 292-7826 District of Columbia . (202) 727-6103 (202) 727-6104 Florida ........ {904) 488-6800 (800) 352-3671 Georgia ........ {404) 656-4071 (800) 338-2389 Hawaii ........ (808) 587-6515 (800) 222-3229 Idaho . . . . . . . . . 1208) 334-3660 {800) 972-7660 ~; lllin.ois . . . . . . . . (217) 782-3336 Indiana ........ (317) 232-2240 Iowa ......... {515)281-3114 (800) 367-3388 Kansas . . . . . . . . (913) 296-0222 North Carolina . . . . {91 733-4682 North Dakota . . . . (701) 328-3450 (800)638-2901 Ohio ......... {614) 846-6712 {800) 282-1780 Kentucky ....... (502) 564-4580 Oklahoma · · · · · · i(g86)5l~2~J{3 Lo~isiana ...... (504) 925-4611 Maine . . . . . . . . {20J6 626-8475 (8 ) n3-7895 Oregon . . . . . . . {503) 378-4988 (800) 356-4222 Pennsylvania .... (717) 783-1405 Rhode Island . . . . (401) 2n-2905 Maryland · · · · · · · 1(J86)9J:S~~~J i 7 Massachusetts . . . . 617) 727•4545 (800) 392-6089 Michigan ....... (800)487-7000 . Minnesota ...... (612) 296-3781 (800) 652-9094 Mississippi . . . . . . (601) 359-1141 . . Missouri ....... (314) 751-7191 Montana . . . . . . . (406) 444. 2837 Nebraska · · · · · · ~~~~ ~~J~~~~~ 5 South Carolina . . . (800) 763-1295 South Dakota .... (605) 773-5141 Tennessee ..... (615) 741-2594 (800) 342-1003 Texas . . . . . . . . (800) 252-5555 Utah . . . . . . . . . (801) 297-2200 (800) 662-4335 Vermont . . . . . . . (802) 828-2865 Virginia ....... (804) 367-8031 Washington ..... (360) 786-6100 Nevada ....... (702) 687-4892 West Virginia . . . . ifgri6)5~:2~li1 New Hampshire ... (603) 271-2191 New Jersey . . . . . 1609) 588-2200 1(800} 323-4400 Wisconsin . . . . . . (608) 266-2486 wyommg · · · · · · · {307) m -7952 New Mexico ..... (505) 827-0700 New York ...... 1518) 438-8581 (800) 443-3200 *within state only ...outside of U.S. Note: states listed in italics do not require state income taxes be paid of their residents. -- �14 SEAFARERS LOG FEBRUARY 1996 Shipboard Band Boosts Morale on Sea Wolf Following days of rough seas, high winds and heavy rain-brought on by the aftermath of Hurricane Luis-Seafarers aboard the Sea Wolf were treated to several hours of music and fellowship by three multi-talented crewmembers who put on a musical jam session aboard the vessel. In a letter to the Seafarers LOG, Chief Cook Joey Gallo detailed a Sunday afternoon in September when crewmembers gathered to witness the musical talents of QMED Greg Eastwood, QMED Bob Ott and DEU Tommy Brooks, who assembled their respective instruments and performed for several hours in the crew lounge. Gallo noted that the trio affectionately became known to their shipmates as "The Black Gang Band." "The weather had been pretty rough for a few days, and all of our shipboard activities were downsized as we waited for the storm's effects to pass. The weather put us all on edge," stated Gallo, who is currently attending steward upgrading classes at the Lundeberg School. According to Gallo, as soon as the bad weather had cleared, Captain Ed Sica and Chief Engineer Dave Roy asked the trio to perform. He organized an entire afternoon for crewmembers to relax and enjoy each others company. "The guys were excited to be asked to play, and what followed was a wonderful time for all," reported Gallo. While each musician claims his own musical style, the three united to play country, blues and rock-and-roll songs as well as several requested originals. Eastwood, who was featured in the November 1993 issue of the Seafarers LOG, is recording an album during his shoretime. The Philadelphia native plays the guitar and writes his own lyrics to country and pop music. Reports from his shipmates have noted that Eastwood's music is popular aboard the vessel. Many times crewmembers have asked him to play. Some have even provided ideas for new songs. "A favorite of many of the crewmembers is Greg's song 'America.' He wrote and composed it himself, and he brought down the house with the ballad. The crew is in accord that this song should be one of inspiration for our nation and for the future of the United States merchant fleet," recalled Gallo. Ott, who also sails from the port of Philadelphia, entertained the Sea Wolf crew with his rendition of rock-and-roll and rhythm-and-blues tunes. Brooks joined Ott, and the two engine department members thrilled crewmembers with several harmonica and acoustic guitar duets. "The session was a great success in inspiring a renewed sense of camaraderie among the licensed and unlicensed members of the crew. The crew has expressed special thanks to the captain and chief engineer for initiating a day well-enjoyed by all," Gallo said. Following the musical session, galley gang members Gallo, Chief Steward Phil Paquette and SA Mike Bonsignore 1--"f"' , 8. tf l~ · Members of the Sea Wolf's "Black Gang Band" are (from left), QMED Bob Ott, QMED Greg Eastwood and DEU Tommy Brooks. - - - - - -- - - - - - - - - - prepared a special dinner for the mariners. and the east coast of the U.S. Maintaining high morale among crew"Greg, Bob and Tommy, together with members while at sea is important, said the officers and other SIU crewmembers Gal1o, who recently signed off the Sea aboard the Sea Wolf, embody the best that Wolf. shipboard life offers. The most important The chief cook noted that crewmem- virtue they represent is one of fellowship, bers aboard the Crowley vessel make con- and that is the essence of the credo 'The stant efforts to enjoy their non-working Brotherhood of the Sea,"' concluded time while sailing between South America Gallo. Sea-Land Crew Accepts Challenge Of Transferring Ship to West Coast From exotic Caribbean waters to the warmth of the Aloha State, Seafarers aboard the Sea-Land Challenger are ready for any new assignment and challenge that may come their way. According to AB Kevin Gatling, who sent a letter and the accompanying photos to the Seafarers LOG, the ship recently was transfered from an Atlantic-Caribbean run to a West Coast assignment. The 700-foot Challenger and its sister ship, the Sea-Land Discovery, are now sailing between the West Coast ports of Oakland and Long Beach, Calif. and Honolulu. Preparing a hearty breakfast for Sea-Land Cha/lengercrewmembers The two Sea-Land Service containerships are Chief Steward Jimmy Harper (left) and Chief Cook Pedro formerly sailed the 28-day "Crescent Run" between Rodriguez. East Coast ports and Kingston, Jamacia; Santo Domingo, Dominican Republic; and San Juan, P.R. "With the responsible leadership of Captain Paul For Starters on the SL Developer Skoropowski and the finest SIU crew ever as-··-~-~-~~--.--~ sembled, the change of schedule has been handled with extreme professionalism," noted Gatling . .;;C: It talces the Challenger 24-hours to sail from the port of Oakland to Long Beach. It then takes the vessel about 5 days to sail to Hawaii where cargo operations are completed in roughly two days. Gatling noted that the return trip to Oakland is a slightly shorter voyage, being completed in just four and a half days. The AB added that the containership' s new route is much shorter than the Crescent Run and the vessel is able to get into and out of the ports much faster. "However, one thing remains the same. The Sea-Land Challenger and her crew continues to pursue perfection," Gatling concluded. . '' l j - An attractively laid out tray of hors d'oeuvres was one of many festive platters created by the steward department onboard the Sea-Land Developer during the holiday season. From the left are Chief Stewad Scott Opsahl, Chief Cook Don Flunker and Steward Assistant Thomas Currey. The Sea-Land Challenger offloads cargo in the containership's newly assigned port of Honolulu. Relaxing in the crew lounge at the end of a shift are (from left) Engine/Utility Plese Russ 111, Oiler Marshall Sanford, AB Michael Ortiz and Chief Steward Jimmy Harper. �SEAFARERS LOG FEBRUARY 1996 March &April 1996 Membership Meetings Deep Sea, Lakes, Inland Waters Dispatchers' Report for Deep Sea DECEMBER 16, 1995 -JANUARY 15, 1996 *TOTAL REGISTERED All Groups Class A Class B Class C Port New York 33 Philadelphia 0 BalJimore 9 Norfolk 9 Mobile 13 New Orleans 20 Jackson ville 24 San Francisco 28 Wilmington 20 26 Seattle Puerto Rico 15 Honolulu 6 27 Houston 2 St. Louis Piney Point l Algonac 1 234 Totals 16 5 7 5 7 26 14 14 20 13 4 16 19 0 1 2 169 4 1 0 3 1 1 3 1 3 1 1 2 TOTAL SHIPPED All Groups Class A Class B Cla~ C DECK DEPARTMENT 17 19 3 1 3 1 8 8 9 17 26 20 16 19 6 3 21 1 2 6 0 9 11 20 0 20 15 14 14 2 13 24 0 3 5 0 1 0 0 0 0 1 0 0 4 3 0 0 0 23 174 174 17 2 0 0 Trip Reliefs **REGISTERED ON BEACH All Groups Class A Cla~ B Class C 12 64 0 4 4 3 10 23 18 38 2 5 7 6 7 50 41 33 42 19 10 8 3 3 12 0 0 0 2 73 399 44 1 1 33 5 7 14 21 39 26 30 29 29 7 19 29 0 3 Piney Point Monday: March 4, April 8 New York Tuesday: March 5, April 9 8 1 0 6 1 3 7 3 5 1 3 7 8 0 3 0 1 294 54 15 Philadelphia Wednesday: March 6, April 10 Baltimore Thursday: March 7, April 11 Norfolk Thursday: March 7, April 11 Jacksonville Thursday: March 7. April 11 Algonac Friday: March 8, April 12 Houston Monday: March 11, April 15 New Orleans Tuesday: March 12, April 16 Mobile Wednesday: March 13, April 17 San Francisco Port New York 17 l Philadelphia Baltimore 2 Norfolk 7 8 Mobile New Orleans 6 Jacksonville 14 San Francisco 12 Wilmington 6 12 Seattle Puerto Rico 5 Honolulu I Houston 10 l St. Louis Piney Point 2 Algonac I 105 Totals Port New York 14 Philadelphia l 4 Baltimore 4 Norfolk 4 Mobile New Orleans 13 Jacksonville 9 San Francisco 20 14 Wilmington 16 Seattle Puerto Rico 4 Honolulu 9 Houston 5 0 St. Louis Piney Point 3 Algonac 0 120 Totals Port 4 New York Philadelphia 1 Baltimore 0 0 Norfolk 4 Mobile New Orleans 3 Jacksonville 3 San Francisco 12 Wilmington 6 Seatt]e 6 Puerto Rico 3 Honolulu 10 2 Houston St. Louis 0 Piney Point 0 Algonac 0 54 Totals Totals All De~artments 513 13 2 11 6 3 11 14 15 10 12 5 14 14 2 0 1 0 0 0 2 0 1 2 0 0 3 5 ENGINE DEPARTMENT 0 7 11 0 3 1 2 8 0 1 6 3 7 5 0 2 10 5 1 15 15 0 8 8 2 8 6 3 15 0 0 0 0 3 0 133 15 89 1 l 4 11 4 12 10 4 1 0 0 3 2 2 0 0 0 0 109 10 Thursday: March 14, April 18 4 29 31 2 0 1 0 l 5 9 7 15 0 0 l 4 1 0 1 0 2 0 2 0 1 5 0 4 5 7 1 0 0 36 196 219 30 28 13 2 2 13 0 1 0 1 1 9 3 0 8 1 3 5 0 8 13 17 24 22 15 28 9 26 23 19 16 17 6 15 10 4 17 20 1 2 Wilmington Monday: March 18, April 22 Seattle Friday: March 22, April 26 San Juan Thursday: March 7, April 11 St. Louis Friday: March 15, April 19 Honolulu Friday: March 15, April 19 Duluth Wednesday: March 13, April 17 Jersey City Wednesday: March20, April 24 New Bedford Tuesday: March 19, April 23 Each port's meeting starts at 10:30 a.m. STEWARD DEPARTMENT 8 I 2 5 5 10 8 7 8 6 4 14 3 0 1 0 82 29 1 3 12 11 11 16 11 0 3 5 0 9 1 2 0 0 0 1 1 4 6 9 3 4 3 1 0 0 1 3 1 9 9 0 1 0 0 12 7 11 5 12 4 2 10 4 7 14 11 21 52 23 37 0 1 0 0 0 0 7 0 0 0 0 10 4 0 0 5 17 14 3 35 2 10 6 6 6 1 3 75 5 1 0 0 11 1 0 10 11 0 3 5 0 1 3 0 1 0 0 11 0 0 0 0 0 0 101 61 17 1 ENTRY DEPARTMENT 2 20 4 0 0 0 4 0 0 9 9 0 1 8 1 5 4 9 17 9 1 1 12 3 4 2 9 14 0 6 2 6 1 45 80 6 1 8 0 1 0 0 1 0 6 6 2 2 9 1 9 5 0 0 0 48 0 0 0 0 0 0 9 18 14 1 4 0 244 15 2 1 2 3 10 5 5 1 13 7 13 8 3 4 15 10 3 11 2 0 0 2 0 1 0 111 27 57 2 2 20 24 27 28 30 31 18 6 53 18 15 0 4 19 2 18 8 13 10 6 7 89 7 2 1 1 1 1 4 1 0 1 0 0 0 0 185 119 32 168 111 0 104 340 200 569 167 396 512 155 157 943 964 311 21 12 13 7 10 3 0 0 0 20 2 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. Personals 2 0 0 0 0 0 0 0 0 0 0 15 I ALBERTO CRUZ Please contact your sister-in-law, Ruth Ruditha Amoradie, at 6 Sperrago Street, San Jacinto Massbate, Philippines. MICHAELANTHONYJOHNSON Please call Judy Johnson at (334) 457-0732. RAYMAGNESON Please contact Megan Carroll at 1751 Rohr Road, Lockbourn, OH 43137. GEORGE B. McCURLEY Please contact Gene T. Lachapelle at P.O. Box 208, Big Bay, Ml 49808; or telephone (906) 345-9549. MICHAEL SANTANA Please contact your sister, Arleen Santana, at Edificio42, Apt. D, Bayamon Country Club, Bayamon, PR 00957; or telephone (809) 279-1721. ~ YourSPAD contribution helps keep Congress informed OHhe neeck of Maritime �16 SEAFARERS LOG FEBRUARY 1996 Dispatchers' Report for Great Lakes Seafarers International Union Directory DECEMBER 16, 1995 - JANUARY 15, 1996 CL-Company/Lakes L-Lakes NP-Non Priority Michael Sacco President *TOTAL REGISTERED All Groups Class CL Class L Class NP John Fay Secretary-Treasurer TOTAL SHIPPED All Groups Class CL Class L Class NP **REGISTERED ON BEACH All Groups Class CL Class L Class NP 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 (301) 899-0675 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 (2 L8) 722-4110 HONOLULU 606 Kalihi St. Honolulu, HI 96819 (808) 845-5222 HOUSTON 1221 Pierce St. Houston, TX 77002 (713) 659-5152 JACKSONVILLE 3315 Liberty St. Jacksonville, FL 32206 (904) 353-0987 JERSEY CITY 99 Montgomery St. Jersey City, NJ 07302 (201) 435-9424 MOBILE 1640 Dauphin Island Pkwy. Mobile, AL 36605 (334) 478-0916 NEW BEDFORD 48 Union St. New Bedford, MA 02740 (508) 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 PIDLADELPHIA 2604 S. 4St. Philadelphia, PA 19148 (215) 336-3818 PINEY POINT P.O. Box 75 Piney Point, MD 20674 (301) 994-0010 PORT EVERGLADES 1221 S. Andrews Ave. Ft Lauderdale, FL 33316 (954) 522-7984 SAN FRANCISCO 350 Fremont St. San Francisco, CA 94105 (415) 543-5855 Government Services Division (415) 861-3400 SANTURCE 1057 Fernandez Juncos Ave., Stop 161.h Port Algonac Port Algonac Port Algonac Port Algonac 0 21 1 0 4 0 0 3 0 0 16 6 DECK DEPARTMENT 0 13 3 ENGINE DEPARTMENT 0 7 2 STEWARD DEPARTMENT 0 8 3 ENTRY DEPARTMENT 0 0 0 0 31 7 0 14 3 0 3 1 0 27 23 44 Totals All Departments 0 7 28 8 0 0 75 * "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. 34 Dispatchers' Report for Inland Waters DECEMBER 16, 1995 - JANUARY 15, 1996 *TOTAL REGISTERED All Groups Class A Class B Class 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 4 1 43 2 0 2 9 1 0 5 0 4 50 12 9 3 1 0 14 0 1 0 0 2 8 0 14 1 1 0 0 0 0 0 0 8 0 9 2 0 0 3 0 7 10 TOTAL SHIPPED All Groups Class A ClassB Class C DECK DEPARTMENT 5 0 0 1 10 25 1 1 0 1 0 0 41 2 1 ENGINE DEPARTMENT 1 0 0 1 0 1 1 0 0 1 0 0 4 0 1 STEWARD DEPARTMENT 0 0 0 l 0 0 0 0 0 l 1 0 1 1 1 **REGISTERED ON BEACH All Groups Class A Class B Class C 13 2 0 2 32 2 13 10 12 3 59 20 37 47 0 2 1 4 0 0 1 8 0 14 10 6 2 0 11 0 0 0 2 0 2 0 4 0 11 13 Totals All Departments 73 21 46 32 13 3 3 86 * "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. 1 15 19 72 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. 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 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 Auth Way Camp Springs, MD 20746 r------------------------------------------------------------, HOME ADDRESS FORM {PLEASE PRINT} 2/96 Name Phone No. ( ) Santurce, PR 00907 (809) 721-4033 SEATTLE 2505 First Ave. Seattle, WA 98121 (206) 441-1960 Social Security No. ____ / _ _ _ / _ _ __ Book No. _ _ _ _ _ _ __ ST.LOUIS 4581 Gravois Ave. St Louis, MO 63116 (314) 752-6500 WILMINGTON 510 N. Broad Ave. Wilmington, CA 90744 (310) 549-4000 D Active SIU D Pensioner D Other This will be my permanent address for all official union mailings. This address should remain in the union Ji.Le unless otherwise changed by me personally. ----------------------------------------------------------- _J �SEAFARERS LOG FEBRUARY 1996 17 Welcome Ashore ' T hree recertified bosuns are among the 24 Seafarers who are announcing their retirements this month. With a combined 92 years of experience at sea, the trio of John B. Noble, Alvie S. Rushing and Arlond E. Weaver all graduated bosun recertification classes at the Lundeberg School in Piney Point, Md. This course offers the highest level of training for deck department members of the SIU. Including the three bosuns, 16 of those signing off shipped in the deep sea division. Six others sailed on inland waterways vessels and two worked on Great Lakes ships. Fourteen of the retiring merchant mariners served in the U.S. military-six in the Army, three in the Navy, three in the Air Force and two in the Coast Guard. On this page, the Seafarers LOG presents brief biographical accounts of these 24 pensioners. DEEP SEA JOHNJ. ASHLEY, 65,began sailing with the Seafarers in 1964 from the port of New York. Brother Ashley shipped in the engine department, last sailing as an electrician. He upgraded frequently at the Lundeberg School in Piney Point, Md. Born in New York, Brother Ashley now makes his home in Texas. MARTIN BALAGTAS, 76, joined the SIU in 1973 in the port of San Francisco. Sailing in the engine department, he upgraded his skills at the Lundeberg School. Born in the Philippine Islands, Brother Balagtas now resides in California. JUAN I. GONZALEZ, 55, graduated from the Andrew Furuseth Training School in 1963 and joined the Seafarers in the port of New Orleans. Brother Gonzalez sailed in both the engine and steward departments and upgraded in the engine department to QMED at the Lundeberg School. Born in Puerto Rico, ne presently resides in Louisiana. CAREY V. HAYWOOD, 65, started his career with the SIU in 1951 in the port of Norfolk, Va. Sailing in the deck department, the Virginia native last shipped in 1992 aboard the Flickertail State, operated by Interocean Management. From 1948 to 1952, he served in the U.S. Air Force. Brother Haywood has retired to his native Virginia. · WILLIAM D.HOLMES,56, joined the Seafarers in 1974 in the port of Philadelphia. He sailed as a member of the deck department. Brother Holmes served as a union official for nine years in the port of Philadelphia, from 1976 to 1985. The New Jersey native returned to sea and last worked for Crowley Maritime in March 1995. From 1955 to 1958, he served in the U.S. Army. Brother Holmes continues to live in New Jersey. r.:::=:::===----:----::--i WALTER G.KAULBACK,69, began his career with the SIU in 1978 in the port ofNori..======::...i folk, Va. following 31 years of service in the U.S. Navy. The Pennsylvania native sailed as a member of the deck department. Brother Kaulback presently makes his home in Alabama. DOUGLAS R.LAUGHLIN, 62, started his career with the Seafarers in 1969 in the port of Hous- ._____ _ _ ____, ton. The Mississippi native sailed in the engine department and upgraded frequently at the Lundeberg School. From 1950 to 1953, he served in the U.S. Air Force. Brother Laughlin has retired to Florida. HENRYM. NOEL,63, joined the Marine Cooks & Stewards (MC&S)in 1968, before that union merged with the SIU's Atlantic, Gulf, Lakes and Inland Waters District (AGLIWD). Brother Noel last shipped in September 1992 aboard the Maui. operated by Matson Navigation. Brother Noel sailed during Operation Desert Shield/Desert Stonn. He served Each month, the Seafarers LOG pays tribute to the SIU members who have devoted their working lives to sailing aboard U.S.-flag vessels on the deep seas, inland waterways or Great Lakes. Listed below are brief biographical sketches of those members who recently retired from the union. The brothers and sisters of the SIU thank those members for a job well done and wish them happiness and good health in the days ahead. in the U.S. Air Force from 1951 to 1953. Brother Noel makes his home in California. HARRY E. MESSICK, 63, began sailing with the SIU in 1951 from the port of Baltimore. Brother Messick was a member of the engine department and worked his way up to chief electrician. He last sailed aboard the Sea-Land Crusader in August 1995. The New Jersey native also sailed in the steward and deck departments. Brother Messick presently resides in Florida. JOHNB. NOBLE, 63,joined the Seafarers in 1967 in the port of New York. As a member of the deck department, the New York native upgraded at the Lundeberg School and completed the bosun recertification course there in 1989. From 1952 to 1956, he served in the U.S. Coast Guard. Brother Noble presently lives in Alaska. , ALVIES. RUSHING, 65, graduated from the Andrew Furuseth Training School in 1959 and began his career with the SIU in the port of Houston. The Texas native sailed in the deck department. Brother Rushing upgraded frequently at the Lundeberg School and completed the bosun recertification course there in 1981. From 1948 to 1952, he served in the U.S. Navy. Brother Rushing calls Texas home. MANFRED SCHAUB, 62,joined theMC&S in the 1960s in the port of San Francisco, before that union merged with the SIU' s AGLIWD. Brother Schaub has retired to California. - -==-__J FRANCIS ff.SMITH, 72,began his career with the Seafarers in 1966 in the port of Houston. Brother Smith sailed in all three departments: engine, deck and steward. He settled on sailing in the engine department. He upgraded his engineering skills at the Lundeberg School. From 1950 to 1953, he served in the U.S. Anny. Brother Smith continues to Ii ve in his home state of I Pennsylvania. GEORGE w. THAYER, 72,joined the SIU in 1952 in the port of Mobile, Ala. and sailed as a member of the steward department. From 1941to1942, he served in the U.S. Army. Born in Connecticut, Brother Thayer presently lives in the state of Washington. ARLOND E. WEAVER, 65, started his career with the Seafarers in 1965 in the port of Jackson ville, Fla. Sailing in the deck department, the Georgia native upgraded at the Lundeberg School and graduated from the bosun recertification course there in 1976. Brother Weaver now makes his home in Florida. CLARENCE C. WILLEY,61, began sailing with the SIU in 1959 from the port of Norfolk, Va. The Virginia native sailed as a member of the steward department. Brother Willey continues to live in Virginia. leans. The Alabama native sailed as a member of the deck department. From 1951 to 1956, he served in the U.S. Army. Boatman Jarman continues to live in Alabama. ERNEST E.GIBBS JR., 69, joined the Seafarers in 1977 in the port of Houston. The ~------' steward department member sailed primarily on vessels operated by Sheridan Companies. From 1944 to 1946, he served in the U.S. Navy. Born in Alabama, Boatman Gibbs presently resides in Florida. RICHARD J. KESTLER, 62, started his career with the Seafarers in 1965 in the port of Baltimore. Sailing in the deck department, the Maryland native held the rating of master and first class pilot. From 1954 to 1956, he served in the U.S. Army. Boatman Kestler has retired to his native Maryland. JOSEPHR. WILLARD,62, joined the SIU in 1962 in the port of Toledo, Ohio. Born in Ohio, Boatman Willard sailed as a member of the deck department. From 1952 to 1954, he served in the U.S. Army. Boatman Willard still calls Ohio home. ' - -- INLAND ROBERT D.BASNETT JR., 62,joined the Seafarers in 1972 in the port of Norfolk, Va. after serving 20 years in the U.S. Coast Guard. Licensed as a chief engineer, the North Carolina native sailed in the engine department and upgraded at the Lundeberg School. Boatman Basnett still calls North Carolina home. MARTIN J.CHAMBERS,62, started his career with the SIU in 1961 in the port of Cleveland. Born in North Carolina, he sailed as a member of the deck department. Boatman Chambers has retfred to his native North Carolina. BRYANT JARMAN, 62, began sailing with the SIU in 1984 in the port of New Or- -----J GREAT LAKES ALIB. FITAHEY, 69,began sailing with the Seafarers in 1965 from the port of Detroit. Brother Fitahey shipped as a member of the deck department. Born in Arabia, he became a U.S. citizen and presently makes his home in Michigan. I WILLIAM J. TAYLOR, 62, started his career with the SIU in 1957 in the port of l - - - - " " " - - " " = - - - - ' Buffalo. The New York native sailed as a member of the deck department. Brother Taylor continues tolive in New York. - �! 18 SEAFARERS LOG FEBRUARY 1996 Meinories of St. Patrick's .Day by Henri B. Starckx Editor's Note: Brother Starckx joined the SIU in 1943 and participated in the invasion of Europe on June 6, 1944. He arrived at Omaha Beach, one of five beaches taken by U.S., British and Canadian forces, a day after the initial assault. On November 1, 1995, Brother Starckx joined a group of WWII veterans in helping bury a time capsule (containing memorabilia from WWII) in Port St. Lucie, Fla. The capsule will be opened in November 2045. The creative works of SIU pensioners and their thoughts will appear from time to time In the Seafarers LOG. The newspaper welcomes submissions from retired Seafarers and their families. Articles, letters, drawings, photos and cartoons maybe sent to the LOG for publication. Every St. Patrick's Day brings back unforgettable memories because of what happened tome on that day, March 17, in 1943. I was a merchant seaman, and at 1:00 in the morning, while I was steering a ship in convoy in the North Atlantic, German submarines torpedoed and sank four ships. Later, at 12 noon, a tremendous explosion shook my ship . We were hit by a torpedo. My lifeboat was smashed while launch- ing. The other lifeboat capsized while getting away from the ship, spilling everyone into the ·1.0-degree water. The captain told me to launch the life rafts on the fore deck, which I did. The ship was sinking fast; the main deck was now level with the sea. A fire started in one hold which was loaded with gasoline in barrels. It was time to go. I boarded a raft with two men and cast off. We drifted away while the ship went down with the bow and stem in the air like a huge V. A few hours later, a British warship, the HMS Lavender, arrived and picked up survivors. About4:00 p.m. we set off, leaving death and destruction behind. At 10:00 that evening, the Lavender spotted a submarine on the surface and attacked with her 4-inch gun. The sub crash-dived-and the hunt was on. Contact was made and 10 depth charges were dropped on the sub. It was close to midnight now. And so ended my St. Patrick's Day in 1943. SORRY CHARLIE, WE'RE OUT OF 55- GALLON DRUMS. Nothing But Good Thoughts by Walter Karlak Editor's Note: Brother Karlak began sailing with the SIU in 1951. He retired in 1987, having attained the rating of chief electrician. He often reminisces about being an SIU member and has "nothing but good memories. " I can honestly say there weren't any bad trips as far as crews were concerned. And I was lucky that the SIU had the best there were. One of the memorable crews I sailed with was aboard the Steel Flyer, maldng a round-the-world trip of four months. From the captain on down, it was like a big, happy family. There were plenty of ports and time in them, and plenty of overtime.... Taldng an active part in fire and boat drills once a month was great. It helped those of us in the engine department to learn to save others, if need be. Instead of a crewmember being cast over the side, the drill used a 55-gallon drum as the victim. It had many holes punched in it so it would sink after a short period of time, thereby not creating a shipping hazard. "Man overboard" would be called out after the drum was thrown out. And the amazing part is that the ship never stopped. It merely changed course into the shape of a figure "8." It sailed the upper part of the "8," and at the central point was the loca- SIU Pensioner Walter Karlak has many fond memories of his sailing days, including fire and boat drills. The cartoon above, inspired by one of Brother Karlak's drawings, humorously shows what might have happened if no 55-gallon drums were onboard. tion of the drum. Once the drum had been spotted, the ship continued to form the lower part of the "8" and pick up the vietim. It's a wonderful fee1ing knowing that if anyone falls overboard on an SIU ship, it would be but a matter of a few minutes before being picked up. Crewmembers: always have a drum at the ready, because if there aren't any, it could be real-with you being tossed overboard (see cartoon above). Celebrating Thanksgiving at Sea and Ashore Across the United States, in American homes and facilities overseas, on board ships at seaThanksgiving Day was celebrated in the traditional and not-so-traditional ways. Turkey, stuffing, cranberry sauce and pumpkin pie all made for the typical feast in most celebrations. Delicacies such as fresh lobster and cheese cake were added to the bounty at other tables. For Seafarers, many away from home, the holiday did not go unnoticed. In San Francisco, for example, the SIU hall held its sixth annual Thanksgiving Day dinner. Attended by Seafarers and their families and friends, as well as by representatives of other local maritime and building trades unions, Port Agent Nick Celona described it as a wonderful celebration. Table decorations, 18 turkeys, 30 pies and lots of music helped the 300 persons in attendance observe the holiday in grand fashion. Steward department members aboard SIU-crewed ships at sea and in port also took care to ensurethattheirshipmateswouldbe able to partake in traditional Thanksgiving Day foods. The Sea-Land Atlantic was paying off in Port Elizabeth, N.J. that day, and crew members aboard the Sea-Land Service vessel were treated to lobster in addition to the typical holiday fare. Enjoying Thanksgiving Day dinner at the SIU hall in San Francisco are (from left) Louis Shedrick, retired MC&S chief cook; Romy LumanIan, an accountaint at the San Francisco hall; Anna Lee Henseley, an employee with the Pacific Maritime Association; and Dolly Talaga, third cook. -- Aboard the Sea-Land Atlantic, Chief Cook Ali Hydera (left) and Those members responsible for the delicious holiday fare at the San Francisco hall are (from left) Messman Steward Edward Porter display a table filled with desserts of all kinds Sean Sullivan, Pantryman Kwan Joi Siu, Chief Cook Jon Blasquez, Chief Steward Burt Richardson, Chief to complete the Thanksgiving Day dinner. Cook Louella Sproul, Chief Cook Steve Valencia, Chief Steward E. Gomez and Messman Eddie Kasa. �SEAFARERS LOG FEBRUARY 1996 DEEP SEA EULOGIO ALVAREZ Eulogio Alvarez, 44, passed away December 24, 1995. Brother Alvarez began sailing with the Seafarers in 1986 from the port of Honolulu. Born in Honduras, Brother Alvarez worked in the steward department. He upgraded at the Lundeberg School in Piney Point, Md., advancing from messman to chief cook. SHANE M. BLECHLE Shane M. Blechle, 22, died December?, 1995. A native of Missouri, he graduated from the Lundeberg ~'------' School in 1991 and joined the SIU in the port of Piney Point, Md. The engine department member upgraded his skills at the school. PANTALEON DE LOS SANTOS Pensioner Pantaleon De Los Santos, 92, passed away December 20, 1995. He joined the Seafarers in 1947 in the port of New Orleans after serving 23 years in the U.S. Navy. Brother De Los Santos sailed as a member of the steward department. Born in the Philippine Islands, he began receiving his pension in August 1968. Pensioner Irv\ ing Futter. \ man, 86, died December 13, 1995. He began his career with the SIU in 1958 in the '----====-----' port of San Francisco and sailed as a member of the engine department. Born in Poland, Brother Futterman retired in July 1977. ~------ CECIL C. GATES Pensioner Cecil C. Gates, 73, passed away December 22, 1995. Anative of Alabama, he started his career with the Seafarers in 1941 in the port of Mobile, Ala. Brother Gate!; last sailed as a bosun in the deck department. From 1940 to 1941, he served in the U.S. Anny. Brother Gates made his home in California and started to receive his pension in August 1978. SAMS.GOINS Pensioner Sam S. Goins, 70, died November 11, 1995. Brother Goins joined the SIU in 1968 in the port of New Orleans. The Tennessee native sailed in the deck department. He served in the U.S. Navy from 1942 to 1945. Brother Goins retired in May 1990. HARRIS H. PATTERSON tic, Gulf, Lakes and Inland Waters District (AGLIWD). Brother Hammonds lived in the state of Washington and started receiving his pension in March 1975. Pensioner Harris H. Patterson, 68, passed away August 25, 1995. A native of Alabama, he joined the Seafarers in 1946 in the port of Norfolk, Va. The engine department member upgraded his skills at the Lundeberg School. He last sailed as a chief electrician. From 1951to1952 he served in the U.S. Army. Brother Patterson retired in November 1992. RICHARD M. HARP Pensioner Richard M. Harp, 73, died December 27, 1995. He began sailing with the Seafarers in 1948 from the L__----=...=::="'--_J port of Baltimore. Brother Harp sailed as a member of the steward department. A native of Baltimore, he retired in August 1984. DONALD W. PLUMMER Donald W. Plummer, 38, passed away December 30, 1995. He graduated from the Lundeberg School's -=====-i entry level program for seamen in 1975 and joined the Seafarers in the port of Piney Point, Md. The New York native shipped in the deck department and returned to the school for upgrading. JAMES KENO · Pensioner ; James Keno, 78, passed away December 16, 1995. Born in Alabama, he joined the SIU in 1943 t==----==-..J in the port of Norfolk, Va. The steward department member upgraded at the Lundeberg School and completed the bosun recertification course there in 1981. He began receiving his pension in January 1989. TROYB.POPE Troy B. Pope, 59, died November 22, 1995. Born in Oklahoma, he started his career with "' the SIU in 1961 in the port of Wilmington, Calif. Brother Pope sailed in the steward department and upgraded to chief steward in 1987 at the Lundeberg School. From 1955 to 1958, he served in the U.S. Navy. STEPHEN LOSTON Pensioner Stephen Loston, 74, died December 15, 1995. Brother Loston started his career with the Seafarers in 1952 in the port of New York. The Pennsylvania native sailed in the deck department. A World War II veteran, he served in the U.S. Navy from 1942 to 1945. Brother Loston retired in January 1986. HARRELD F. REED Pensioner Harreld F. Reed, 70, died November 20, 1995. Born in Indiana, he began sailing with the SIU in 1955 from the port of New York. Brother Reed shipped in the engine department and upgraded his skills at the Lundeberg School. He served in the U.S. Navy from 1942 to 1945. Brother Reed began receiving his pension in March 1990. CARLO MARINO Carlo Marino, 58, passed away December 3, J995. Born in Louisiana, he began sailing with the SIU in 1956 from the port of New Orleans. Brother Marino sailed as a member of the steward department. SIDNEY S. SHELLEY ROBERT L. MITCHELL Sidney S. Shelley, 38, passed away August 13, 1993. Anative of New York, he graduated from the Lundeberg School's entry level program for seamen in 1976 and joined the Seafarers in the port of Piney Point, Md. Brother Shelley sailed in the deck department. He upgraded at the Lundeberg School. Pensioner Robert L. Mitchell, 83, died October 30, 1995. A native of Texas, he joined the MC&S in the port of San Francisco, before that union merged with the SIU's AGLIWD. Brother Mitchell began receiving his pension in December 1972. ======= RAMON MORAN Pensioner Ramon Moran, 88, passed away November 5, 1995. He was a charter , memberof the Seafarers, ___c::::....__ __ _ , having started his career with the union in 1939 in the port of New York. Brother Moran sailed as a member of the engine department. Born in Peru, he became a U.S. citizen. Brother Moran retired in September 1972. RAYMOND C. STEELE Pensioner Raymonde. Steele, 66, passed away December 30, 1995. Born in Florida, he began sailing .n with the 1._--=-===---__J Seafarers in 1947 from the port of Mobile, Ala. Brother Steele worked in both the deck and steward departments. He retired in August 1990. i..:::__ WILLIAM A. PADGETT EDDIE HAMMONDS Pensioner Eddie Hammonds, 74, passed away November 6, 1995. Born in South Carolina, he began his career with the Marine Cooks & Stewards (MC&S), before that union merged with the SIU' s Atlan- Pensioner William A. Padgett, 67, died December 29, 1995. Born in Florida, he began sailing with the SIU in 1948 from the port of New York. Brother Padgett sailed in the engine department. He retired in October 1972. GERALD D. SNYDER I Pensioner Gerald D. Snyder, 78, died September 22, 1995. Brother Snyder joined the MC&S before that union merged with the SIU' s AGLIWD. He began receiving his pension in May 1978. FRANCIS A. STOCK Pensioner Francis A. Stock, 73, died October 2, 1995. A native of California, he started his career with =---==-== the MC&S in 1952 in the port of San Francisco, before that union merged with the SIU's AGLIWD. Brother Stock served in the U.S. Navy from 1941 to 1947. He started to receive his pension in July 1987. WILLIAM A. TA TUM JR. Pensioner William A. Tatum Jr., 75, passed away November 5, 1995. Born in Georgia, he joined the Seafarers in 1951 in the port of Mobile, Ala. Brother Tatum sailed as a member of the engine department. He retired in May 1983. JOHN M. THOMPSON Pensioner John M. Thompson, 86, died December 10, 1995. He started his career with the SIU in 1950 in the port of New York. Brother Thompson last sailed in the engine department as an electrician. He began receiving his pension in May 1974. BERGER WILHELMSEN ~ , Pensioner Berger Wilhelmsen, 82, passed away October 12, 1995. Brother Wilhelmsen began sailing L..C. ::,c;...;:_-===c.--=::::::._=.-.JWiththe Seafarers in 1943 from the port of New York. He shipped as a member of the engine department. Born in Norway, Brother Wilhelmsen lived in the state of Washington. He retired in January 1978. JOHN A. WILLIAMS 19 CECIL L. WINSTEAD Cecil L. Winstead, 53, died October29, 1995. Bornin Florida, he began sailing with the Seafarers in 1986 from the port ~~~~~!!!!!!!!!!~ ofNewOrleans. Brother Winstead sailed in the deck department, most recently as bosun. He is survived by his wife, AB Charlotte Winstead. At Brother Winstead's request, his ashes will be scattered at sea. INLAND DENISE MILAN CALAMIA Denise Milan Calamia, 37, passed away August24, 1995. Born in Mississippi, she joined the SIU in 1994 in the port of L...---=.o- " ' - - - - - - - ' New Orleans. Sister Calamia sailed as a member of the deck department. QUINTILIO A. IEZZI Pensioner Quintilio A. Iezzi, 87, passed away December9, 1995. He joined the SIU in 1961 in the port of ..___ _ __ ___, Norfolk, Va. The Pennsylvania native sailed in the steward department. He served in the U.S. Anny from 1942 to 1945. Boatman Iezzi retired in September 1973. I JOHN L. MOORE John L. Moore, 78, died recently. Boatman Moore began sailing with the Seafarers in 1957 in the port of L___,__="'-""-"-=-=-...:..; Phil ad el phia. The North Carolina native last sailed in the deck department as a captain. Boatman Moore began receiving his. pension in July 1985. '· Pensioner ' John A. Williams, 77, died November 14, 1995. A native of Louisiana, he ( started his L. ~ career with ~-----'-~, the SIU in 1947 in the port of New Orleans. Brother Williams sailed in the steward department and began receiving his pension in July 1969. Lucio C. Sala, 63, passed · away December 28, 1995. Born in Italy, he joined the SIU in 1981 in the port of Wilmington, ~~=~~-=_J Calif. Boatman Sala sailed as a member of the steward department. THOMAS H. WILLIAMS GREAT LAKES Pensioner 1bomas H. Williams, 81, passed away December 22, 1995. As one of the charter members of the Seafarers, .___ _ _ _ _____, Brother Williams joined the union in l 938 in the port of Mobile, Ala. He sailed in the steward department, most recently as a chief steward. Born in Alabama, Brother Williams retired in September 1982. MUSSED A. ALA SRI LUCIO C. SALA Mussed A. Alasri, 50, passed away October28, 1995. Born in Yemen, he became a U.S. citizen and joined the Seafarers in 1966 in the port of Buffalo, N.Y. Brother Alasri sailed as a member of the deck department and upgraded at the Lundeberg School in Piney Point, Md. �20 FEBRUARY 1996 SEAFARERS LOG SUMMARY ANNUAL REPORT FOR SEAFARERS PENSION TRUST This is a summary of the annual report of the Seafarers Pension Trust EIN 13-6100329, Plan No. 001, for the period January 1, 1994 through December 31, 1994. The annual report has been filed with the Internal Revenue Service, as required under the Employee Retirement Income Security Act of 1974 (ERISA). Basic Financial Statement Benefits under the plan are provided by the trust fund. Plan expenses were $31,555,653. These expenses included $3,587 ,348 in administrative expenses and $27 ,968,305 in benefits paid to participants and beneficiaries. A total of 24,006 persons were participants in or beneficiaries of the plan at the end of the plan year, although not all of these persons had yet earned the right to receive benefits. The value of plan assets, after subtracting liabilities of the plan, was $476,026,127 as of December 31, 1994, compared to $507,295,192 as of January 1, 1994. During the plan year, the plan experienced a decrease in its net assets of $31,269,065. This decrease included unrealized appreciation and depreciation in the value of plan assets; that is, the difference between the value of assets at the end of the year and the value of assets at the beginning of the year or the cost of assets acquired during the year. The plan had a total income of $286,588, including employer contributions of $6,971,809, a realized gain of $717,009 from the sale of assets; and losses from investments of $(7 ,402,230). Minimum Funding Standards An actuary's statement shows that enough money was contributed to the plan to keep it funded in accordance with the .minimum funding standards ofERISA. Your Rights to Additional Information You have the right to receive a copy of the full annual report, or any part thereof, on request. The items listed below are included in that report: 1. an accountant's report; 2. assets held for investment; 3. service provider and trustee information; 4. transactions in excess of 5% of plan assets; and 5. actuarial information regarding the funding of the plan. To obtain a copy of the full annual report, or any part thereof, write or call the office of Mr. Lou Delma, who is the plan administrator, Board of Trustees Seafarers Pension Trust, 5201 Auth Way, Ca.mp Springs, MD 20746; telephone (301) 899-0675. The charge to covercopying costs will be $3.50 for the full annual report or $.10 per page for any part thereof. You also have the right to receive from the plan administrator, on request and at no charge, a statement of the assets and liabilities of the plan and accompanying notes, or a statement of income and expenses of the plan and accompanying notes or both. If you request a copy of the full annual report from the plan administrator, these two statements and accompanying notes will be included as part of that report. The charge to cover copying costs given above does not include a charge for the copying of these portions of the report because these portions are furnished without charge. You also have the legally protected right to examine the annual report at the main office of the plan (Board of Trustees Seafarers Pension Trust, 5201 Auth Way, Camp Springs, MD 20746) and at the U.S. Department of Laborin Washington, D.C., or to obtain a copy from the U.S. Department of Labor (DOL) upon payment of copying costs. Requests to the DOL should be addressed to: Public Disclosure Room N-5638, Pension and Welfare Benefit Administration, U.S. Department of Labor, 200 Constitution Avenue, NW, Washington, DC 20210. ----·- Cruzan Rum is produced by members of the United Industrial Workers (UIW), a union affiliated with the Seafarers International Union. But no matter the product, when Seafarers purchase union-made goods, they put their dollars to good use by supporting fellow trade unionists. Of course, they also get the best-made products. Company: Cruzan Rum Products made by UIW members: Light and dark rums UIW members at Cruzan: Handle all facets of production, including distilling, barrelling and bottling, as well as maintenance and more Distribution: Available in northeastern U.S., as well as some southern states and the Virgin Islands Facilities: Distillery on St. Croix, U.S. Virgin Islands That's a fact: Cruzan Rum is aged in oak casks, for up to 12 years 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 secretary-treasurer. A yearly finance committee of rank-and-file members, elected by the membership, each year examines the finances of the union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the ' - - - - - - - - - - - - - - - - - - - - - - - - - - - ' headquarters of the various trust funds. SHIPPING RIGHTS. A member's shipping rights and seniority are protected exclusively by contracts between the union and the employers. Members should get to know their shipping rights. Copies of these contracts are posted and available in all union halls. If members believe there have been violations of their shipping or seniority rights as contained in the contracts between the union and the employers, they should notify the Seafarers Appeals Boardbycertifiedmail,retumreceiptrequested. The proper address for this is: Augustin Tellez, Chairman Seafarers Appeals Board 5201 Auth Way Camp Springs, MD 207 46 Full copies of_con~ts as refe~ to~ available to members at all tunes, either by wntmg directly to the union or to the Seafarers Appeals Board CONTRACTS. Copies of all SIU contracts are Crewmembers aboard the USNS Antares have reported nothing available in all SIU halls. These contracts specify the but praise for the galley gang aboard the fast sealift vessel, which wages and conditions under which an SIU member recently docked in Baltimore. Above, Chief Cook Victor Jimenez pours a bowl of soup while, below, Chief Steward Pancho Lagasca works and lives aboard a ship or boat. Members prepares a salad. should know their contract rights, as well as their obligations, such as filing for overtime (OT) on the proper sheets and in the proper manner. If, at any time, a member believes that an SIU patrolman or other union official fails to protect their contractual rights properly, he or she should contact the nearest SIU port agent. Lunchtime Aboard the Antares ED ITO RI AL POL ICY THE SEAFARERS LOG. The Seafarers LOG tradition- - ally has refrained from publishing any article serving the political purposes of any individual in the union, officer or member. It also has refrained from publishing articles deemed harmful to the union or its collective membership. This established policy has been reaf~by_ members~p ~tion at the September_ I??<> meetmgs mall constI~tI~nal ports: The r~ns1bility for ;>eafarer:s WGpolicy 1s yested man editon~ board which consISts of the executive board of the UI?on. The executive board may delegate, from among its ranks, one individual to cany 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 members are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the union has negotiated with the employers. Consequently, no member may be discriminated against because of race, creed, color, sex, national or geographic origin. If any member feels that he or she is denied the equal rights to which he or she is entitled, the member should notify union headquarters. SEAFARERS POLITICAL 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 voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a condition of membership in the union or of employment If a contribution is made by reason of the above improper conduct, the member should notify the Seafarers International Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. A member should support SPAD to protect and further his or her economic, political and social interests, and American trade union concepts. NOTIFYING THE UNION-If at any time a member feels that any of the above rights have been violated, or that he or she has been denied the constitutional right of access to union records or information, the member should immediately notify SIU President Michael Sacco at headquarters by certified mail, return receipt requested. The address is: Michael Sacco, President Seafarers International Union 5201 Auth Way Camp Springs, MD 207 46. �-------------- ----- ----- -- FEBRUARY 1996 SEAFARERS LOG Digest of Shipboard Union Meetings The Seafarers LOG attempts to print as many digests of union shipboard minutes as possible. On occasion, because of space limitations, some will be omitted. Ships minutes first are reviewed by the union's contract department Those issues requiring attention or resolution are addressed by the union upon receipt of the ships minutes. The minutes are then forwarded to the Seafarers LOG for publication. AMERICAN MERLIN (Osprey Shipping), December 17-Chairman Antonio Trikoglou, Secretary Wayne Wilson, Educational Director Peter Stein, Deck Delegate Marius Louw, Engine Delegate Jason Jaskierny, Steward Delegate Jeff Sanchez. Chairman thanked crew for outstanding work during long voyage to Durban, South Africa. He commended crew for keeping ship clean and safe and extended special thanks to steward department for delicious Thanksgiving dinner. Educational director encouraged members to upgrade at Lundeberg School. No beefs or disputed OT reported. Crew requested heavy-duty microwave for galley. CAPE WASHINGTON (Amsea), December 13-Chairman Robert Johnson, Secretary Kyle White, Educational Director Hardin Chancey, Deck Delegate John Gibbons, Engine Delegate J. Yaber, Steward Delegate C. Green. Chairman announced ship scheduled to remain in Persian Gulf. Bosun reminded crew of no smoking area designated by the master for sanitation and health reasons. Educational director distributed information on pension plan and Piney Point upgrading schedule. He stressed importance of improving skills at Lundeberg School. Treasurer reported $181 in ship's fund. No beefs or disputed OT reported. Crew discussed purchasing new movies and thanked steward department for great Thanksgiving holiday meal. Next port: Bahrain. LIBERTY SUN (Liberty Maritime), December 24-Chairman Joseph Moore, Secretary Blair Humes, Educational Director Chormer Jefferson, Deck Delegate Joseph LeBeau, Steward Delegate James Swart. Chairman reported ship's water allowance has not been received. He announced payoff and room inspection dates. Educational director reminded members to upgrade at Paul Hall Center. All department delegates reported disputed OT and beefs. Crew requested videotape rewinder, new VCR and refrigerator for lounge. OM/ STAR (OMI), December 3Chairman Melvin A. Santos, Secretary H.S. Manning, Deck Delegate William Edwards, Steward Delegate Alan Bartley. Bosun advised crewmembers to carry flashlights on deck at night while ship is docking and undocking. Educational director stressed importance of attending tanker operation/safety course at Paul Hall Center. No beefs or disputed OT reported. Crewmembers discussed need for holding shipboard union meetings. Crew thanked steward department for job well done. OVERSEAS NEW ORLEANS (Maritime Overseas), December l~hairman Jerry McLean, Covering the radar mast of the Sea-Land Hawaii with a fresh coat of paint are (from top) AB Ahmed Mihakel, AB Angel Roman and AB Greg Jenkins. Secretary Jonathan White, Educational Director John Trent, Deck Delegate Randall Hanke, Steward Delegate John Rapoza. Chairman reminded crewmembers to attend tanker operation/safety course at Piney Point as soon as possible. Engine delegate reported disputed OT. No beefs or disputed OT noted by deck or steward delegates. Next port: Pascagoula, Miss. SEA-LAND ENDURANCE (SeaLand Service), December 22Chainnan Chris Christensen, Secretary Rickie Juzang, Educational Director Michael Powell, Deck Delegate Ron Owens, Steward Delegate Bob Racklin. Bosun thanked crew for good shipyard stay and noted ship is in excellent condition. Educational director urged members to upgrade at Paul Hall Center. Engine delegate reported disputed OT. No beefs or disputed OT noted by deck or steward delegates. Captain and crew extended special vote of thanks to galley gang for excellent job-both in and out of shipyard. Paul Hall Center this year. No beefs or disputed OT reported. Crew thanked steward department for good meals. Next port: Long Beach, Calif. SEA-LAND SPIRIT (Sea-Land Service), December 17-Chainnan Howard Gibbs, Secretary Gerald Lunt, Educational Director Mike Wells, Steward Delegate Mario Finne Jr. Bosun noted ship's shuttle schedule to be posted. Secretary discussed importance of SPAD donations. Educational director urged members to take advantage of upgrading opportunities available at Piney Point. Treasurer announced $530 in ship's fund. Deck delegate reported disputed OT. No beefs or disputed OT reported by engine or steward delegates. Crew discussed creating movie fund. Crewmembers thanked galley gang 21 Delegate Daniel Payne. Chairman noted ship scheduled to arrive in New Orleans January 7 and pay off upon arrival. Educational director advised members tp upgrade at Piney Point. Deck delegate reported disputed OT. No beefs or disputed OT noted by engine or steward delegates. Crewmembers discussed upcoming contract negotiations. Crew extended vote of thanks to galley gang for great holiday meals. PFC EUGENE A.OBREGON (Waterman Steamship), January 14-Chainnan Henry Bouganim, Secretary Patrick Helton, Educational Director Robert Farmer, Deck Delegate Edward Gerena, Engine Delegate Ronald Lukas, Steward Delegate Leslie Davis. Educational director reminded crewmembers to upgrade at Paul A Victorious Catch SEA-LAND HA WAI/ (Sea-Land Service), December 24--Chairman James Carter, Secretary Don Spangler, Educational Director Daran Ragucci. Chairman announced end-of-year payoff and possible layup in shipyard. No beefs or disputed OT reported. Next port: San Juan, P.R. SEA-LAND INDEPENDENCE (Sea-Land Service), December 24-Chairman Teodulfo Alanano, Secretary James Prado, Educational Director Tommy Hogan, Deck Delegate Louis Talarico, Engine Delegate Richard J. Mullen, Steward Delegate Terrence Stowall. Chairman announced he will sign off at end of voyage. He Fresh fish may not be a typical menu item aboard deep sea vessels, informed crewmembers that ship is but crewmembers aboard the T-AGOS ship USNS Victorious recently scheduled to begin Hong Kong taxi were treated to such a catch. Chief Cook Vince Grande reeled in this shuttle in February. Captain Kentuna while the vessel was traveling between the West Coast and the neth Montagne declared January 2, Hawaiian Islands. 1996 as "Richard J. Mullen Day" in recognition of the QMED's 50 . for job well done. Next port: OakHall Center as often as possible. years with SIU. In honor of land, Calif. No beefs or disputed OT reported. Mullen's last voyage before beginCrew thanked steward department ning retirement, crewmembers SEA-LAND TACOMA (Seafor special efforts to make holiday presented him with special certifiLand Service), December 6season a good one for entire ship. cate, crew list and plaque and enChairman Ray Nowak, ·s ecretary Crew thanked galley gang for exjoyed dinner and cake prepared by Harry Lively, Educational Direccellent food with special mention galley gang. Educational director tor George Ackley, Deck Delegate for SA Faith Davis' unique discussed importance of upgrading Steven Baker, Engine Delegate cookies. Next port Rota, Spain. at Lundeberg School. Treasurer Randall Firestine, Steward noted new movies purchased in Delegate Reynaldo Telmo. ChairRANGER (OMI), January 15Kaohsiung, Taiwan. No beefs or man reported telephone installed Chairman Daniel Laitinen, disputed OT reported. Next port: on dock in port of Kodiak, Alaska Secretary Neville Johnson, EducaHong Kong. for crewmembers. He advised crew tional Director Rafael Prim, Deck to use caution when using phone Delegate Richard Thomas, SEA-LAND INNOVATION (Sea- due to dim lighting and heavy trafSteward Delegate Stephanie Land Service), December 17fic in telephone location. Crew exSmith. Chairman called union Chairman Tommy Benton, pressed safety concerns related to meeting to inform crewrnembers Secretary Gregory Melvin, Educa- walking to and from ship in port of he must leave ship immediately tional Director Rex Bolin, Deck Tacoma, Wash. and asked condue to death in family. He said Delegate Joerg Witte, Engine tracts department to look into bosun will meet ship in next port. Delegate Harry Kinsman, company providing reliable Bosun thanked crewmembers for Steward Delegate Anderson Jor· transportation to and from dock. their expressions of sympathy and dan. Chairman reported new TV, Bosun noted receipt of new extended his appreciation to entire VCR, washer and dryer have been microwave for galley. Bosun crew. Educational director enordered. Educational director advised reminded crew of importance of couraged crew to attend tanker crew to be ready to vote for canattending tanker operaoperation/safety course at Lundidates who support U.S. merchant tion/safety course at Paul Hall deberg School. No beefs or dismarine in 1996 elections. No beefs Center. Treasurer announced puted OT reported. Next port: or disputed OT reported. Crew $942 in ship's fund. No beefs Panama. asked contracts department for or disputed OT reported. Next clarification on emergency leave SEA-LAND INTEGRITY (Seaport: Tacoma. from ship. Crew thanked steward Land Service), January 7- Chairdepartment for job well done. CHAMPION (Kirby Tankships), man Leon Jekot, Secretary January 2-Chainnan Inocencio Charles Fincher, Educational SEA-LAND INNOVATOR (SeaDesaville, Secretary Raymond Director Daniel Cameron, Deck Land Service), December 30Delegate Spencer Lyle, Engine Connolly, Educational Director J. Chairman John Stout, Secretary Delegate A.M. Santos, Steward McDaniel, Deck Delegate John Jose M. Bayani, Educational Delegate Robert Wilcox. ChairNichols, Engine Delegate Edward Director Cliff McCoy, Deck man announced ship payoff in Ezra, Steward Delegate John Delegate Thomas Ryan, Engine Foster. Chairman announced Charleston, S.C. Educational direcDelegate Crescendo Suazo, payoff time and date. Secretary dis- tor advised members to take adSteward Delegate Sylvester vantage of upgrading programs at cussed union correspondence with Mason. Chairman informed crewcrewmembers. No beefs or disPiney Point. No beefs or disputed members ship is scheduled to go OT reported. Bosun reminded puted OT reported. Crew thanked into shipyard for 10 days in Korea. steward department for job well crewmembers to turn off TV and Secretary extended special vote of VCR after use and rewind all done. Bosun encouraged crew to thanks to bosun, deck and engine continue working well together. videotapes before placing them departments for jobs well done. He back in library. Steward asked also thanked electrician for repairLIBERTY SPIRIT (Liberty crew not to smoke during meal ing and welding steel cabinet doors Maritime), January 3-Chairman hours and crew thanked galley in galley. Educational director adTerry Cowans Sr., Secretary gang for job well done. Crew vised crewmembers to attend Randy Stephens, Educational thanked wiper for keeping crew tanker operation/safety class at Director J. Badgett, Steward lounge neat and clean. �22 - FEBRUARY 1996 SEAFARERS LOG Lundeberg School Graduating Classes -··~- -=-· :..::.· _...... : .- Trainee Lifeboat Class 54~raduating from trainee lifeboat class 544 are (from left, kneeling) Candido Molina, Erik Leibold, Ricardo Casaine, Davon Brown, Third Mate-completing the third mate course on December 11 are (from left, William Michael Ill, George Burgos, (second row) Jeff Swanson (instructor), Dale kneeling) Donald McGraw, Char1es Booher, Scott Costello, Royce Kauffman, (second row) Gomes, Johanny Gonzalez, Edward Maymo Jr., Edward Maciejko Jr., Thomas Jim Brown (instructor), Richard Gordon, Gavina Octaviano, Oliver Babajko, Mark Blom and Scott Kreger. Scheider Ill, Michael Jones, Joseph Butasek Jr. and Lee Holbert. Fireman, Oiler, W atertender-Working their way up the engine department ratings on December 15 are (from left, kneeling) Roy Scott, Brian Lu, Lawrence Brown, Daren Nash, (second row) Alexis Frederick, Sean Adkins, James Donohue, Stephen Basic Inland-Upgrading graduates of the December 11 basic inland class are (from Stepanski, Carlos Perez, Steven Cortez, (third row) Jeffrey Spradlin, Christopher Duffy left, kneeling) William Cornwall, Wallace Duffield, Dennis McGeady, Tom Gilfila 1 Jr., Brian Hulstrom, Thomas White, Lloyd Marsh, Castel Blunt and Mark Roman. Not tor), (second row) J.B. Harris, Mike Hom, Josh Eckert, Brian McDermott, Gheorghe Popa pictured are Jason Bonefont and Rafael Comesana. and Paul Stepien. Cook and Baker-SIU members completing the cook and baker class on January Celestial Navigation-Graduating from the celestial navigation course on 26 are (from left) Brian Schmeer, Thomas Cyrus Jr., Dorothy Pizzuto, Michael Briscoe, December 8 are (from left) Stanley Williams, John McClinton, Andre Skevnick, Edward Simone Solomon and Willie Crear (instructor). Brooks Jr., Cari Moor and Jake Karaczynski (instructor). Tanker Operation/ Safety-Designed for members who sail on tankers, this course provides instruction to prevent potential problems aboard the ships. Seafarers completing the tanker operation/safety course on December 11 are (from left, kneeling) Andrew Vanbourg , ldowu Jonathan, Terry Smith, Pedro Santiago, Willie Marsh Jr., Robert Santos, (second row) Miguel Guity, • Lee Laffitte, Thomas Keenan Jr., Mato Anzulovich, Robert Hines Jr., Milton Israel, Raymond Leak, Troy Wood, Fred Winder, (third row) Nelson Lazo, Daniel Mitchell, Paul Dormes, James Rush, Calvin Miles, Donal Swanner, Joseph Laine and Raul Guerra Jr. �SEAFARERS LOG FEBRUARY 1996 LUNDEBERG SCHOOL 1996 UPSRADlllG COURSE SCHEDULE The following is the schedule for classes beginning between March and August 1996 at the Seafarers Harry Lundeberg School of Seamanship located at the Paul Hall Centerfor Maritime Training and Education in Piney Point, Md. All programs are geared to improve the job skills of Seafarers and to promote the American Steward Upgrading Courses Course Start Date Date of Completion Assistant Cook/Cook and Baker, Chief Cook, Chief Steward March2S June3 August 12 June 14 August23 Novemberl maritime industry. ' , Please note that this schedule may change to reflectthe needs of the membership, the matitime industry and-in times of conflict-the nation's security. . Students attending any of these classes should check in the Saturday before their course's start date. The courses listed here will begin promptly on the morning of the start dates. Safety Specialty Courses Course Start Date Date of Completion Tanker Operation/Safety March4 April 1 April29 May27 June24 July 22 August 19 March29 April 26 May24 June21 July 19 August16 September 13 Tankerman Recertification August 19 August30 Advanced Firefighting April 29 MaylO Deck Upgrading Courses Course Start Date Date of Completion Bridge Management May6 August19 May17 August30 Limited License July 1 August 9 Able Seaman April 29 June28 Radar March 18 April29 June24 August12 March22 May3 June28 August 16 Lifeboatman March25 April 5 Third Mate August26 December 13 Inland Courses Engine Upgrading Courses Date of Completion Course Start Date Radar Observer/Inland (see radar courses listed under deck department) Engineroom Troubleshooting & Casualty Control March4 March 15 DDFJLicense Prep April22 May31 Course Start Date Date of Com~letion QMED ·Any Rating June 17 September6 Fireman/Watertender & Oiler April29 June28 Refrigeration Systems Maintenance & Operations April29 June7 Course Start Date Date of Completion Engine Technology March 18 August12 April 26 September 20 Bosun Recertification Marine Electrical Maintenance I March18 July 15 April 26 August23 March4 Augusts April 5 September6 Steward Recertification July 1 August2 Marine Electrical Maintenance Il August26 October4 Basic Electronics April22 May17 Marine Electronics Technician I June3 July 12 Course Start Date Date of Completion Marine Electronics Technician Il July 15 August23 GED Preparation April29 June7 April 22 July 22 July 13 October 12 Di / 23 geration Systems Recertification Programs Additional Courses & Maintenance English as a Second Language (ESL) April 1 MaylO Marchll March22 Refrigerated Containers JunelO Julys Lifeboat Preparation Welding July 15 August9 Introduction to Computers to be announced Pumproom Maintenance April 1 August19 May 20 April 12 August30 June 28 Developmental Math - 098 June3 July 1 July26 August3 Developmental Math - 099 July 1 August 3 Power Plant Maintenance ~--------------------------------------------------------------------------------------------------------------------------------------------------------- UPGRADING APPLICATION Name _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ (Last) (Middle) (First) Address _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ (Street) (City) (State) (Zip Code) Date of Birth _ _ _ _ _ _ _ __ Telephone___.__ ___.__ _ _ _ __ (Arca Code) (Month/Day/Year) Deep Sea Member D With this application, COPIES of your discharges must be submitted showing sufficient time to qua.lify yourselffor the course(s) requested. You also must submit a COPY of each of the following: the first page ofyour union book indicating your department and seniority, your clinic card and the front and back of your z-card as well as your Lundeberg School identification card listing the course(s) you have taken and completed. The admissions office WILL NOT schedule you until all of the above are received. Lakes Member D COURSE BEGIN DATE END DATE Inland Waters Member D 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 h e l d - - - - - - - - - - - - - - Are you a graduate of the SHLSS trainee program? DYes DNo LAST VESSEL: _ _ _ _ _ _ _ _ _ _ _ _ _ Rating: _ _ _ __ Date On: _ _ _ _ _ _ _ _ __ Date Off: _ _ _ _ _ _ _ _ __ If yes, class# - - - - - - - - - - - - - - - - - - - - - Have you attended any SHLSS upgrading courses? DNo DYes If yes, course(s) taken _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Do you hold the U.S. Coast Guard Lifeboatman Endorsement? D Yes D No Firefighting: D Yes D No CPR: D Yes D No Primary language spoken - - - - - - - - - - - - - - - - - - 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 APPLICATION TO: Lundeberg School of Seamanship, Admissions Office, P.O. Box 75, Piney Point, MD 20674-0075. 2196 �SUMMARY ANNUAL REPORT The summary of the annual report for the Seafarers Pension Trust may be found on page 20 in this issue of the LOG. Volume 58, Number 2 February 1996 Boa Constricts Life Aboard LNG Libra In the early morning hours of Wednesday, September 20, the Libra dropped the hook in the waters off the LNG port of Bontang (Indonesia), on the east coast of Kalimantan (Borneo). No one aboard knew just how exciting these several days at anchor were going to be. Later in the day, the tug Sea Puli came alongside and deposited the usual cadre of customs and immigration officials. In about one hour, when all the formalities had been completed, the tug returned to take the officials off the vessel. The sea had picked up a little, and so the tug, in order to maintain stability for the boarders, made up to the side of the Libra with more than usual force. As the powerful engines pressed the Sea Puli against the side of the Libra, the space inside one of the large tires, which make up the bumpers on the tugboat, apparently became a little too cramped for a large boa constrictor which had taken up residence inside the tire. As the tug moved away from the ship, the snake slithered out of the tire and into the sea. On the Libra's deck, Bosun Bert Gillis spotted the snake dangling by its tail from the Sea Puli and dropping into the water. He Around 1700, the Sea Puli returned in her role as the ship's liberty launch. As she rounded the stern, the snake was seen in the water once again. This time the snake was swimming toward the Sea Puli and seemed to be intent upon reboarding the tugboat! After the tug left, however, the snake was seen swimming around the Libra as before. That night it was seen on several occasions where the ship's lights illuminated the waters. Thursday, the bosun and AB Tom Grose spent every spare moment trying to capture the snake. They devised poles with rope loops on them, several baskets and buckets, etc. Nothing worked to lure the snake into their clutches. At one point, Gillis observed the snake attempting to climb the anchor chain. It soon failed and fell back into the water. He described the serpent as being eight to 10 feet in length and perhaps four inches in diameter at its thickest point, with a large head which was wide and tapered down to a flat nose. The bosun has had some experience with snakes, being a diver and veteran of the Army's Special Forces, which make it their business to know snakes. His opinion was that it was indeed a boa constrictor or something very similar and NOT a sea snake. Late on Thursday, the snake was no longer seen swimming around the ship. Speculation about the snake's fate varied. Some thought it couldn't stand the salt water and had drowned. Others thought it had swum ashore, in spite of the fact that tried to signal the tugboat, but they misinterpreted the gestures and grinned and waved back, unaware that they had just lost a passenger. For the remainder of Wednesday, the reptilian visitor was seen swimming in the waters around the Libra. Much speculation ensued as to whether it actually was a boa constrictor, as the bosun insisted, or some sea snake, which seemed much more likely. By midaftemoon, the snake was no longer seen and was thought to have drowned or perhaps was clinging to the rudder post. we were anchored seven to 10 l• miles from the nearest land. A few insisted that a barracuda ;::· i; !'j. .: had eaten it. Several days went by with no sightings of the snake being reported. The crew of the tug Sea Puli was informed that the boat had brought the boa (Indonesian: san'cha) to the Libra. They were adamant that it was not possible, could not have happened, etc. No snake had ever been spotted on the tugboat and none had been seen in the port area. We were advised that it Snake expert and bosun Bert Gillis displays the surprise stowaway found aboard the LNG Libra last could possibly be a sea snake September. Looking at the 9-foot boa constrictor from a safe distance is AB John Lefavour. but could not possibly be more by Jerry Hale Editor's note: Radio Officer Jerry Hale offers the following eyewitness account of a most unusual visitor aboard the SIUcrewed LNG Libra, which is operated by Energy Transportation Corp. What follows is his letter to the Seafarers LOG. He also provided the photograph. than about one meter in length or bigger in diameter than oneand-a-half inches or maybe two. I had missed the early sighting but put out the word that whenever the snake was again spotted to please let me know IMMEDIATELY so that pictures could be taken of what was looking like a very unusual incident. Days went by with everyone checking the water for the snake. John Hartono, the first engineer, and Keith Larson, the second mate, even lowered the lifeboats (for in-water maintenance) so they could check out the rudder post. People were snake's reaction to the prodding. ABs Ralph Neal and Norman Armstrong were standing WAY back. Ralph had had a real scare when he started the winch and saw a REALLY BIG snake start to come out of it! The fan hit the snake when the winch was started. The blade cut him rather severely and he decided to get out of there. Soon all the noise and horrified screams changed the snake's mind and he retreated back inside the winch. As the crowd gathered, various implements were inserted into the winch in an attempt to dislodge the snake but nothing seemed to be working. Gillis send AB Gene Aruta to the bosun's locker for some solvent. When a little of the solvent was poured onto the snake, he decided the had to make his getaway and dropped down onto the deck under the winch. As the snake started to make its getaway, Gillis placed the big stick on him and stopped his walking all around the ship look- progress. He then turned the ing down over the rail every stick over the Grose, who held several feet, hoping to see the the snake in place. The bosun snake again, but no one saw any- put a deck scraper on the thing after Thursday. snake's head and then grabbed On Wednesday, September the snake right behind the head 27, exactly one week after the and picked him up. first sighting, the phone rang in Gillis paraded the snake the radio room. An excited around so that everyone could voice informed me that the get a good look at it. Of course, snake was aboard the ship and he had everyone's attention and was presently between cargo had no problem with crowding! After the captain, the mate, SA tanks 1 and 2 ! The snake had finally learned to climb the Tom Williams and others had anchor chain! their chance to handle the snake I grabbed my video and still and everyone had a chance to cameras, stopped long enough take pictures, the bosun marto make a quick call to Captain ched off to the fantail for the Legnos and one to EOS (engine end game. He had the snake firmly behind the head, and the office space) before I dashed snake had Gillis even more firmdown the ladder. I called to everyone I saw and urged them ly by the right arm, clutching so to pass the word; this was some- tightly that he was cutting off thing not to be missed. the bosun's circulation. By then, When I arrived on the scene, though, the snake's options I found the bosun armed with a were few and his chances of surlarge stick and Grose armed vival only two: slim and none. with a hatchet. They were cirThere was some discussion cling the winch and prodding at as to what should be done with the snake. The people who capan unseen snake which had tured him were adamant that the crawled inside it. AB John Lefavour was perched atop the snake be taken out of his misery and his skin used for some pracwinch, keeping an eye on the tical purpose. Actually, Grose was enthusiastic about the prospect and can be heard on the videotape exclaiming, "Let's cut off his head" over and over! He kept swiping at the snake's head, scaring the bosun, who seemed much more afraid of being chopped by the AB than of being bitten by the snake! Some said the snake should be spared and just returned to the water. That idea was not enthusiastically received since he wouldn't stay in the water, and if he did, he would not survive because of the injuries he received in the winch. Since nobody was very forceful in the snake's defense, Grose finally had his way and the snake's head was chopped off (quickly and mercifully, I assure you) and his skin was removed. The captain of the Sea Puli insisted that snake meat was delicious. That idea did not get a majority vote, however, and so the meat was disposed of. The curing and tanning process is under way, and Gillis informs us that the skin will make approximately 10 men's wallets, souvenirs of the great snake caper LNG Libra. In the final analysis, the snake was exactly 9V4 feet (2.82 meters) long. He was 7V4 inches (18.42 cm) in diameter at the largest point. Although no official weight was taken, he was estimated at 101/z pounds. And so ends our tale of adventure. I've always maintained that a sailor's life is anything but boring, but this has to be the most unusual sea story I've ever encountered. Hopefully, this is the final chapter, although the natives assure me that these snakes always trav~l in pairs, which means that his mate is sure to be nearby. We don't really believe that, but there seems to be an extraordinary delay in getting the winches serviced, and flashlight batteries have become a commodity! Watch where you step on the LNG Libra, and use the buddy system if you go on deck at night! � 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 February 1996 Description An account of the resource HEADLINES SIU-CREWED RRF SHIPS RETURN FROM BOSNIA CREWS BRAVE BRUTAL WEATHER TO DELIVER MATERIAL TO NATO FORCES SENATE READY TO CONSIDER U.S. SHIP BILL NEW TERMINAL PLANNED FOR NY FERRY SERVICE SEAFARERS LET SENATORS KNOW IMPORTANCE OF U.S.-FLAG FLEET CONGRESSMAN CALLS FOR STREAMLINING FEDERAL DREDGING PERMIT PROCESS SEVERE ICING CLOGS SHIPPING ON LAKES WATERWAY CREWS COMBAT WINTER NJ COMMUTER TERMINAL TO BOOST FERRY SYSTEM BOOK RECOUNTS MARINERS’ ROLE IN WORLD WAR II JOURNALISTIC AND SEAFARING CAREERS AID BUNKER IN WRITING MARINERS’ WAR HISTORY MARINERS NEED ADDITIONAL ID BY OCT. 1; USCG TO ISSUE DOCUMENT AT NO COST ‘SANTA’ STRESSES NEED FOR STRONG U.S. FLEET SAFETY REMAINS TOP CONCERN FOR ITB BALTIMORE TANKERMEN SIU SAFETY TRAINING CONTINUES ABOARD DELTA QUEEN RIVERBOATS SHIPBOARD BAND BOOSTS MORALE ON SEA WOLF SEA-LAND CREW ACCEPTS CHALLENGE OF TRANSFERRING SHIP TO WEST COAST BOA CONSTRICTS LIFE ABOARD LNG LIBRA 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 02/01/1996 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. 58, No. 2 1996 Periodicals Seafarers Log