http://seafarerslog.org/archives/files/original/59d9d134739402bf9544d8f79c5e8317.pdf 191afe21ccf62a01aeb950ff3332368f PDF Text Text Seafarers last month crewed two tankers recently acquired by Maritrans, Inc. SIU members signed aboard the Allegiance in Texas and the Perseverance in Puerto Rico. Above (from left), Chief Steward Tyler Laffitte, SA John Noel, AB Jennifer Avrill and QMED Howard Allen report to the Allegiance. Page 3. Philly Shipyard to Reopen 9 New Containerships Planned -----------Page2 Paul Hall Center Develops Inland Apprentice Program _ _ _ _ _ _ _ _ _ _ _ Page3 USNS Fisher Christened in New Orleans .., �I President's Report I Internet Excitement Last month, the SIU made an exciting announcement about the debut of our site on the world wide web. This is a big step forward for the union, not simply because we established a presence on the internet but because we have a very useful, informative site. That is a result of careful planning, patience and hard work. Rather than rushing headlong into this project, the union emphasized quality, accuracy and effectiveness--characteristics that typically take a while to develop. Early returns seemingly back up this opinion. During its initial weeks, our site received more than Michael Sacco 6,000 visits or "hits,. which I'm told is a good start. For SIU members, our web site, located at www.seafarers.org, provides lots of pertinent information. Seafarers who are connected to the site may read articles from the current issue or back issues of the Seafarers LOG. They may check descriptions of the courses available at the Paul Hall Center for Maritime Training and Education in Piney Point, Md. They also may delve into the early history of American maritime labor and the initial years of the SIU. Or, if they have something to say about a current issue affecting the maritime industry, they may send an electronic-mail message to their senators and congressional representative. These are just some of the site's features. Of course. with tens of millions of people around the world dialing into the internet. we also hope our site gives visitors, including potential new members, a positive profile of the union. That is why the site contains an overview of the SIU, electronic and printable pledge cards, and more. While there are many good things about www.seafarers.org, it is important to recognize that the site cannot be all things to all people. It will be a work in progress, though, and we will take advantage of the new technologies best suited to serving the membership as they become available. However, I want to make it crystal clear that the site in no way will be used to exclude Seafarers who do not have a computer. All of the booklets, applications and forms needed by SIU members will remain available through traditional sources such as the union halls, the LOG and headquarters. Much of it also will be reproduced on our web site, for the benefit of those Seafarers who utilize the interne . As we developed the union's web site, I learned many things about the way people now use computers. For some, it takes the place of writing a letter or making a telephone call. For others, it is a source of information, like an encyclopedia, a magazine or a newspaper. For instance, if you're checking on a piece of legislation, the U.S. Congress offers a site that can help obtain nearly instant updates, called "thomas.loc.gov." If you want to know the latest about the AFL-CIO's campaign against proposed fast-track legislation, "www.aflcio.org" features detailed, well-presented information. If you're interested in the International Transport Workers Federation's activities against runaway-flag shipping, you don't have to call its headquarters in London or wait for an overseas mailing to find out. Instead, you might check its site at "www.itf.org.uk." The internet also has many other plusses. It can be a gold mine for relaxing by researching your favorite hobby. It has a wealth of educational material aimed at kids. When you get right down to it, there probably isn't a legitimate topic one can think of that isn't covered somewhere on the internet. That wealth of information, combined with its immediate availability, truly is mind-boggling. Unfortunately, there is a down side to all of this technology and expansion. Perhaps more so than any other source of information, the internet puts the responsibility on consumers to be selective in what they read -and in what they believe. As someone told me when the SIU first considered developing our site, the best thing about the internet is that anyone can create a web site. And the worst thing? Anyone can create a web site. To put it in plain English, there's a lot of junk on the internet. Sick individuals promote things like child pornography. Others who also have bad intentions are deceitful, using tricks to invade people's privacy and defraud them by stealing their credit card and social security numbers. In some nationally reported cases, people have gone so far as to use the internet as an aid in planning and carrying out kidnappings and murders. Of less concern but found more often on the computers, other individuals purport to be sources of news or otherwise revealing information, when in fact they are nothing more than rumor mongers or libelous cowards. The bottom line on the internet, for now, is to consider the source of what you read. Take it with a grain of salt when you don't know who the person or group may be. because currently there is little or no regulation of the internet. People can get away with deception and lies because our nation's legal and governmental communities still are struggling to determine fair, enforceable guidelines. Those concerns are serious, but they certainly don't outweigh the enormous potential for positive use of the internet. We in the SIU arc excited to be on line, and we intend to be part of that positive growth by being responsible, accurate, accountable members of the internet community. 2 Seafarers LOG MSC1s Perkins Calls U.S. Fleet 'Vital' to National Defense The commander of the U.S. Military Sealift Command (MSC) recently reiterated his support of the U.S. merchant marine and stressed the importance of sealift. Speaking October 23 at the Propeller Club of Washington, D.C., Vice Admiral James B. Perkins said, "I continually point out the proud record of the American merchant marine who willingly put themselves in harm's way to get materials delivered." A longtime backer of the U.S. merchant marine, Perkins reminded the audience of military, maritime and congressional representatives that in times of national conflict, 95 percent of what is needed during the crisis by U.S. forces is moved by sea. Perkins noted the key role played by Ready Reserve Force (RRF) and prepositioning vessels, many of which are crewed by SIU members. ''We learned our lesson well in Operation Desert Storm and Desert Shield. The vessels are vital. They aren't just sitting around collecting rust. These are well-maintained ships that participate in many exercises throughout the year to ensure their readiness. "Prepositioning ships located throughout the world are wonderful deterrents for the U.S. It sends a very, very powerful message to any nation. When 17,000 U.S. Marines are ready to drop in on you, well, you think twice before causing trouble," stated Perkins. The admiral reported the MSC is committed to the future of the maritime industry as is evident in the new Bob Hope-class vessels being constructed in U.S. shipyards. "New vessels are being built. Everything is on track, and they will be coming out of the At the Propeller Club in Washington, D.C., Vice Admiral James Perkins, head of the Military Sealift Command, discusses the vital role of sealift. shipyard for the christening ceremonies very soon," he said. "Whether it is a permanent, long- or short-term contract, we want our American-flag ships manned with American merchant mariners," concluded Perkins. Howard Schulman, SIU Counsel, Dies at 79 A dedicated labor lawyer and former general counsel to the SIU, Howard Schulman died October 23, 1997 in Sharon, Conn. of kidney failure resulting from a bout with cancer. He was 79. His association with the labor movement and the maritime industry dates back to his youth. In order to put himself through St. John's Law School in New York, he worked during the day as a longshoreman. Later, when he was appointed a commissioner for the port of New York/New Participatian in union activities Jersey, he found himself over- was one of the topics addressed by Howard Schulman at the 1971 seeing activities on the very SIUNA convention. same docks where he used to work. He never forgot his days tivity for working men and hauling cargo from ships and women. never lost his concern and sensiIn offering his condolences to the family, SIU President Michael Sacco remembered Schulman as the type of lawyer you wanted on your side, whether in the courtroom or in a contract dispute. "He was a great strategist," Sacco said. "He had one of the most talented legal minds I have ever worked with on any beef since I've been with the SIU. He is going to be sorely missed." "Howard was a good friend," recalled Herb Brand, who worked closely with the late SIU President Paul Hall ~n a variety of roles. "He was devoted, loyal and dedicated to his work on behalf of maritime workers." Schulman was a former pres- Continued on page 9 Agreement Will Reopen Philadelphia Shipyard 9 New Ships Planned for First 5 Years of Operation The Commonwealth of Pennsylvania announced late last month that an agreement has been reached with Kvaerner, ASA of Norway to reopen the Philadelphia Naval Shipyard and convert it into a facility to build commercial vessels. The project, which is expected to create as many as 6,000 jobs in the southeastern Pennsylvania region, should begin by the summer of 1998. Funding for the conversion of the yard will total $399 million, with money coming from the Commonwealth of Pennsylvania, Port the Delaware River Authority, the city of Philadelphia, the federal government as well as an economic development fund being established by CSX and Norfolk Southern railroads. In a press release, Gov. Tom Ridge announced other sources for additional funding have been identified and are involved in active negotiations. In its agreement, K vaerner -Europe's largest shipbuilder -has committed to invest $165 million into the yard over a 15year period. The company's original plans call for nine containerships to be built in the yard during the first five years, with Kvaerner buying three of them itself. However, company officials stat- ed they ultimately plan to expand the yard to produce more complex vessels like cruise ships and making it the "number one" shipyard in the U.S. Upon learning the details of the agreement, SIU President Michael Sacco noted the reopening means the world's shipbuilders and investors are looking at American workers and yards to produce world-class vessels that can fly the U.S. flag. Sacco, who also serves as the head of the AFL-CIO Maritime Trades Department (which includes several shipbuilding unions) added, "We will be monitoring this situation very closely. We will work to help make this announcement of a new major domestic shipyard a reality so union members will be involved in these new jobs to build and crew the latest vessels to sail the seas." .· Adding his support for the deal was John Snow, chairman of CSX, which owns SIU-contracted Sea-Land Service. "The commonwealth's forward-looking agreement with K vaerner offers Jones Act carriers and customers an opportunity to move a whole new technology base," Snow stated. "You are combining a worldclass shipbuilder with what soon will be a world-class shipbuilding facility." Volume 591 Number 11 November 1997 The SIU on line: www.seafarers.org The Seafarers WG (ISSN l 086-4636) is published monthly by the Seafarers International Union; Atlantic, Gulf, Lakes and Inland Waters District; AFL-CIO; 520 l Auth Way; Camp Springs, MD 20746. Telephone (301) 8990675. Periodicals postage paid at Southern Maryland 20790-9998 and at additional offices. POSTMASTER: Send address changes to the Seafarers WG, 5201 Auth Way Camp Springs, MD 20746. Communications Director, Daniel Duncan; Managing Editor, Jordan Biscardo; Associate Editor/Production, Deborah A Hirtes; Associate Editor, Corrina Christensen Gutierrez; Art, Bill Brower, Administrative Support, Jeanne Textor. Copyright © 1997 Seafarers International Union, AGLIWD All Rights Reserved. llo11ember 1997 �SIU Crewmembers: 'The More .Jobs, The Better!' Seafarers Sign On Newly Acquired Tankers Seafarers reported for work last month aboard two newly contracted tankers. SIU members in La Porte, Texas crewed the Allegiance, while Seafarers in Yauco, Puerto Rico climbed aboard the Perseverance. Both vessels recently were purchased by SIU-contracted Maritrans, Inc. from Sun Transport, Inc. "I think this is great. The more jobs, the better," said Recertified Steward Tyler Laffitte, who signed on the Allegiance. "When you see new jobs like this, the membership knows the union is really pulling for them, securing all kinds of jobs." DEU Angel Figueroa, also joining the crew of the Allegiance, said he views the new Shortly after signing aboard the Perseverance, ABs Justin Savage (on ladder) and Mark DePalma prepare to paint the stack while the vessel is docked in Yauco, Puerto Rico. employment opportunities for Seafarers as a chance to further enhance the union's reputation for providing qualified manpower. "I'm ready to get out there and show them what we can do. There won't be any messing around, just 110-percent effort," he stated. "Seeing more jobs for the members makes me feel great. The more the better." The Allegiance (formerly the New York Sun) is scheduled to transport gasoline and diesel fuel among ports including Houston; Jacksonville, Fla.; Port Everglades, Fla.; Aruba and Panama. Built in 1980, it weighs 34,000 tons. The 16-year-old Perseverance (formerly the Philadelphia Sun), also weighing 34,000 tons, is slated to carry lube oil to ports in Puerto Rico, Delaware, Texas and North Carolina. In addition to the tankers, Maritrans also purchased two tugbarge units from Sun Transport that will be crewed by Seafarers. And, in late August, Maritrans bought two 40,000-ton, doublehulled tankers from Chevron, as reported last month in the Seafarers LOG. SIU members will crew all of those vessels in the near future. During shipboard meetings last month on the former Sun tankers, SIU officials reviewed the contracts covering the vessels, including benefits, and answered crewmembers' questions. "We covered the contract from beginning to end, and it clearly means better wages and benefits for the crew," noted SIU Assistant Vice President Jim McGee, who met with the Allegiance's crew. Steve Ruiz, SIU port agent in San Juan, said Seafarers "made a smooth transition" in assuming their posts aboard the Perseverance. ''The crew seemed particularly impressed with the medical benefits and the pension plan. Our guys are very happy, because this means they have additional ships steadily coming to Puerto Rico." Above: The first Seafarers to sail aboard the Allegiance include (seated, from left) SA John Noel, Chief Steward Tyler Laffitte, AB M. Zuniga, Chief Cook G. Hopper, (standing) AB Omaha Redda, SIU Patrolman Mike Calhoun, AB Matt Garcia, QMED Howard Allen, AB Jennifer Avril!, Bosun Sam Poreachea, DEU Angel Figueroa, AB Ray Johns and QMED J. Wesley. Crewing of the Perseverance in Puerto Rico draws a positive reaction from (front row, from left) SA C. Ransom, AB Walter Wilde, AB Adam Talucci, SIU Patrolman Vict<;>r Nunez, (back row) SIU Port Agent Steve Ruiz, QMED Monroe Monseur, AB Patrick Neary, AB Mark DePalma and AB Justin Savage. Second 'Bob Hope' RO/RO Christened in New Orleans Union Will Crew Prepositioning Ship USNS Fisher Hall Center Developing Program For Entry-Level Inland Sealarers Schedul~d to .be crewed by ~eaf.arers when. it is delivered to the Military Sealift Command next year, the Representatives of SIU-contracted inland companies, the Paul Hall Center for Maritime Training and Education and the union met last month in Piney Point, Md., where they proposed an unlicensed inland apprentice program. The center hopes to implement the new curriculum sometime in 1998, pending approval by the U.S. Coast Guard and other Seafarerscontracted inland companies. This proposal is a direct result of the joint meeting of the center's deep sea and inland advisory boards earlier this year, noted Bill Eglinton, director of vocational education at the school. It was developed by a working group composed of volunteers from that meeting. "Once again, it's evident that the advisory board meetings generate valuable ideas and input from many sources," stated Eglinton, who pointed out this year's conference included representatives from the union, the Hall Center's Lundeberg School of Seamanship, the Coast Guard, U.S. Maritime Signifying more future job opportunities for SIU members, the third in a series of prepositioning ships being constructed for the U.S. Military Sealift Command (MSC) was christened last month in Louisiana. The USNS Fisher, a Bob Hope-class ship built at Avondale Shipyard in New Orleans, is slated for delivery to MSC in 1998. The 950-foot roll-on/rolloff (RO/RO) vessel will join MSC's Afloat Prepositioning Force upon delivery and will be operated by SIU-contracted Maersk Limited of Norfolk, Va. The Fisher is part of a multi-ship package intended to satisfy the nation's need for increased sealift capacity as identified after the Persian Gulf War. That package includes three other Bob Hope ships and four Watson-class vessels also operated by Maersk Limited, with delivery dates ranging between 1998 and 2000; five converted RO/ROs operated by SIU-contracted Bay Ship Management; and six other new builds for which charters have not been awarded. The 13 vessels operated by Maersk and Bay Ship represent hundreds of new jobs for Seafarers. Avondale is constructing the Bob Hope ships already under contract, with the USNS Bob Hope having been christened in March. The National Steel and Shipbuilding Company (NASSCO) shipyard in San Diego is building the Watson-class ships, November 1997 Administration, U.S. Military Sealift Command, National Transportation Safety Board, and SIUcontracted deep sea, Great Lakes and inland operators. Previous advisory board meetings have led to the development of the center's Coast Guard-approved training record book (TRB) and the revamp of the deep sea curriculum for entry-level mariners, among many other advances. The recommended inland apprentice program includes an initial 12-week training phase covering vessel familiarization; shipboard sanitation; water survival; firefighting, first aid and CPR; galley operations; and vessel operations and maintenance. Members of the working group also recommended a training segment of two to three months aboard a vessel, followed by four weeks of advanced training at the Paul Hall Center. That final phase would include the tanker familiarization and tankerman assistant DL classes, among other training. USNS Fisher is part of a mult1-sh1p package intended to boost America's sealift capability. including the recently christened USNS George Watson. can Exceed 24 Knob Christened on October 18, the Fisher can carry up to 1,000 U.S. Army vehicles, including tanks and other combat motorized units. It is designed and constructed with more than 380,000 square feet of cargo capacity and has a beam of nearly 106 feet, with a full-load displacement of more than 62,000 tons. It has a draft of 34.5 feet, greater than 65,000 shaft horsepower and can exceed 24 knots. The vessels is named in honor of Zachary Fisher, a prominent New York City builder and real estate owner, and his wife, Elizabeth, a former USO entertainer during World War II, according to Avondale. The Fishers in 1983 founded an establishment to provide free housing for military families in times of crisis, which still operates. They also were instrumental in transforming the historic aircraft carrier USS Intrepid into a museum, and generously have supported families of military personnel killed in the line of duty, facilities for disabled children, and military scholarship programs. Only four other people have had Navy ships named after them in their lifetimes: former U.S. Senator Carl Vinson of Georgia, former Chief of Naval Operations Admiral Arleigh Burke, former President Ronald Reagan, and entertainer Bob Hope. Seafarers LOii 3 �U.S. Cruise Ship Proposal Outlined to Senate MTD Also Denounces Two Bills to Gut Passenger Cabotage Act Pointing out how two bills under consideration before the Senate Surface Transportation and Merchant Marine Subcommittee would impede nearly a decade's worth of effort to revise the U.S.-flag cruise ship industry, the AFL-CIO Maritime Trades Department (MTD) urged legislators to instead support a proposal to develop an American-flag fleet. Frank Pecquex, executive secretary-treasurer of the MTD, addressed the subcommittee during its October 21 hearing on the Benefits from Cruise Ships Visiting Alaska Act (S.668) and the United States Cruise Tourism Act (S. 803). Both measures would gut the nation's passenger cabotage law -the Passenger Vessel Services Act-by allowing foreign-flag cruise ships to carry tourists from one U.S. port to another. S. 668 would pertain strictly to the Alaskan trade, while S. 803 would open all U.S. deep sea shorelines to foreign-flag cruise ships for domestic voyages. Both measures are opposed by Seafarers International the Union, which is one of 32 maritime-related unions within the MTD. (SIU President Michael Sacco also serves as the head of the MTD.) Create Few, If Any, Jobs Speaking to the subcommittee, Pecquex noted the two bills "would produce few, if any, shipboard, shipyard or industrial jobs for U.S. citizens." He went on to say passage of either measure "would be especially unfortunate in view of the substantial progress that is being made toward reaching an agreement among various U.S. mar- testimony presented to the subcommittee, also noted that during the decade of the 1990s, U.S . yards had built and U.S. companies were operating smaller passenger vessels that exceeded $2 billion in construction costs without the use of subsidies available to foreign operators. Employment Under U.S. Flag With actions taking place to build up a U.S.-flag cruise fleet, Congress should not implement measures that would weaken the passenger cabotage law, MTD Exec. Sec.-Treas. Frank Pecquex tells the Senate Surface Transportation and Merchant Marine Subcommittee. itime interests on a U.S.-flag cruise development proposal." Decade of Effort An outline of the proposal was included in the testimony provided by the MTD as well as three maritime industry associations representing U.S.-flag shipping companies. The proposal includes the resurrection of the Maritime Administration's shipbuilding finance guarantee program (known as Title XI). The outline also contains the recently passed measure in Congress to create a pilot project to build two U.S.flag cruise ships in American yards by 2008 and the announcement (after the hearing) of Europe's largest shipbuilder to convert the Philadelphia Naval Shipyard into a commercial facility capable of constructing cruise ships, among other factors. The associations, in written Pecquex informed the senators that a U.S.-flag cruise industry would provide jobs for a wide variety of Americans, not just merchant mariners. It would include shipbuilders, steel workers, coal and iron ore miners, their suppliers and many more in the construction phase. A U.S.-flag cruise industry also would help port facilities when the ships were underway, Pecquex stated. Other Concerns The MTD official told the legislators foreign-flag cruise ships do not meet U.S. Coast Guard safety standards. He reminded them of problems found by the Coast Guard in conducting fire and safety drills aboard the foreign-flag vessels presently calling on American ports. In some cases, crewmembers who would be in charge of passenger safety did not even speak a common language, let alone English, which would be the primary language used by tourists boarding the vessels. ''The development of a larger fleet of U.S.-flag cruise ships operating in accordance with U.S . safety regulations will obviously be of significant benefit to cruise passengers," Pecquex said. Besides the subsidy and safety issues, Pecquex noted foreignflag vessels presently do not have to meet U.S. labor, pay and tax USCG Rule Aims to Boost Safety On Towing Vessels, Tank Barges The U.S. Coast Guard last month proposed rules tow line similar to the primary one. It may be availrequiring installation of equipment to suppress fires able on either the barge or the vessel towing it. on towing vessels and to enhance existing standards Also, equipment to regain control of the barge for anchoring or retrieving a drifting tank barge. and resume towing without having to place crewDeveloped in cooperation with the agency's members on the barge must be available on the towTowing Vessel Safety Advisory Committee (TSAC), ing vessel. the proposal stems from an oil spill in early 1996 off The system would undergo periodic inspection, the Rhode Island coast and a subsequent congres- and crewmembers annually would conduct retrieval sional directive in that year's Coast Guard Author- drills. ization Act. • The third part of the proposal reads as follows: The Coast Guard will accept comments on the "If neither of these two measures are viable, then the proposed rule until January 5, 1998. In accordance with a 1996 congressional man- tank barge or vessel towing it must have on board date, the Coast Guard is calling for any one of three another measure or combination of measures comemergency response measures for tank vessels to parable to" the aforementioned systems. Additionally, in trying to reduce the number of utilize in order to prevent grounding of a drifting barge. This part of the law would apply to tank fires that cause propulsion loss, the agency proposbarges and the vessels towing them on the coastal es that applicable vessels contain a general alarm system, a fire detection system, a communication waters, high seas or on the Great Lakes. According to the "notice of proposed rulemak- system, fire pump and fire main systems, portable or ing" as published in the Federal Register on October semi-portable fire extinguishers, remote engine 6, the three recommended emergency-control sys- shutdown or fuel shutoff, fuel system standards (on new vessels), a fire ax and muster list. tems are as follows: Crewmembers also must participate in periodic • Manned with an operable anchor, in which the . crew is a key component in the tank-barge anchor- safety orientations and drills as spelled out in the ing system and where training, maintenance and proposal. The Coast Guard noted that TSAC conducted a inspection provisions facilitate the system's capacity to function. At least one crewmember must be survey of the towing vessel fleet in conjunction with able to deploy the anchor within a reasonable developing their recommendations, and the study response time and must confer with the master in revealed most towing vessels already possess the determining the appropriate length of chain to be equipment and systems called for by the new rule. used. Further, because towing vessels typically are • An emergency retrieval system that will allow uninspected, vessel owners will be responsible for the barge to be rescued if the tow line ruptures. This compliance. Such adherence would be spot-checked system should include an emergency tow wire or by the Coast Guard only during vessel boardings. 4 Seafarers LOG provisions, thus making these vessels cheaper to operate than those that sail under the U.S. flag. He added that neither S. 668 nor S. 803 address this concern. The hearing ended with no action being taken on either bill. No date was announced for further consideration of S. 668 and S. 803 . Boatmen Complete Health/Safety Course Since late summer, more than 75 SIU boatmen who sail aboard Crowley and Sabine tugs have updated their health and safety skills during courses offered by the staff of the Paul Hall Center in Lake Charles, La. and Jacksonville, Fla. Emergency first aid, hazardous waste response (hazwoper) and accident prevention were some of the topics addressed by Lundeberg School instructors Casey Taylor, Mark Jones and Stormy Combs during the fourday sessions offered to Seafarers between August and November. The boatmen earned certificates for completing an 8-hour hazwoper refresher course that was part of the on-site training. That curriculum primarily focused on the identification of hazardous materials, use of protective gear and procedures for contacting emergency personnel. Other subjects covered included basic chemistry of hazardous materials; use and care of different safety and breathing equipment; confined space entry; emergency first aid and CPR; sampling techniques; emergency response plans and decontamination. Rick O'Keefe, an AB who sails aboarll Crowley tugs, noted the importance of reviewing the vital material. "It has been a couple of years since I had any type of formal training in health and safety so it was good to go over it all again. I have taken classes taught by instructor Casey Taylor in the past and I always enjoy the way he presents the material," stated O'Keefe at the Jacksonville union hall in August. The boatmen received intensive training in hazardous-materials handling as well as how new regulations created by the International Convention on Standards of Training, Certification and Watchkeeping for mariners (STCW) and the International Organization for Standardization affect them on the job. Boatmen · who completed the four-day course should be able to identify a hazardous material, monitor its danger level, select and use the appropriate safety gear (such as gloves, boots, protective suits, etc.), contain a spill (whether the hazardous material is only onboard the vessel or also is in the water) and identify the solution needed for decontamination of the equipment. "This was the first Lundeberg School course I have taken," stated OS Jim Quinn. who joined the SIU in 1996 and sails aboard Crowley tugs. "I thought it was great that the course was taught in Jacksonville. I enjoyed learning more about what to do if one of my crewmembers is poisoned or comes in contact with a hazardous chemical. The entire course was very informative," concluded Quinn. Seafarers pictured above who completed training at the Jacksonville, Fla. union hall are (from left) Deck Utility Rick O'Keefe, Chief Electrician Pete Albano, Chief Electrician Gerald Simpson, Chief Mate Jim Larkin, Chief Mate Roger Rothschild and Deck Utility Bobby Simmons. U.S.M.M.l. 1s Ed Stribling Passes Away Captain Edward E. Stribling, 54, the operations director at SIU-contracted U.S. Marine Management, Inc. in Norfolk, Va., passed away September 28 after a long fight with cancer. Officials at SIU headquarters and at the Paul Hall Center for Maritime Training and Education remember Stribling as someone who eagerly and effectively pitched in to ensure that American mariners received proper training and certification. "He always was willing to volunteer for training committees and help in whatever other ways he could," noted SIU Vice President Contracts Augie Tellez, who worked with Stribling at this year's combined deep sea-inland towboat advisory board conference at the Paul Hall Center in Piney Point, Md .. A native of Charlotte, N.C., Stribling served in the U.S. Marine Corps before graduating from the Merchant Marine Academy at King's Point, N.Y. in 1967. He became commissioned in the U.S. Naval Reserve and served on active duty during the Vietnam War. In 1972, Stribling began his career as a merchant mariner. He possessed an unlimited license and captained many ships. November 1997 �AFL-CIO Steps Up Campaign Against Fast-Track Bill ous jobs. On average, they took a pay cut of $4,400 per yearsome despite working two jobs in trying to replace their lost income. Even those who kept their jobs likely felt downward pressure on wages and benefits due to NAFfA. According to a recent study conducted by Cornell University, 62 percent of U.S.based employers have used the threat of factory relocation to families have written letters to Mexico during contract talks and Congress urging defeat of fast- organizing drives. That study supports similar track legislation. The campaign by corporate findings of an earlier survey done interests in favor of fast-track by the Wall Street Journal. Workers in Mexico, whom authority mostly has consisted of media advertising and a 40-city NAFfA's proponents claimed tour organized by the U.S. would greatly benefit from the treaty, arguably have suffered Chamber of Commerce. most of all. Since the pact took NAFrA Says n All effect, 8 million Mexicans have Opponents of fast-track nego- slipped into poverty. Wages have tiations are emphasizing that they dropped by 30 percent despite do not oppose truly fair trade increased productivity, and the agreements that adequately pro- maquiladora plants along the bortect workers and the environment. der have led to a proliferation of However, they point to NAFI'A as poverty-laden communities. timely and overwhelming proof NAFI'A also has resulted in of fast track's flaws. environmental damage. The fedThe tariff-removing trade pact eration reports that the amount of between the U.S., Mexico and hazardous waste coming across Canada, implemented in January the border increased 30 percent in 1994, was negotiated on fast- 1995, and the incidences of track terms. By most accounts, it hepatitis A in border communities has been disastrous for workers has risen two to five times the and their families in all three national average. countries and has damaged the Generally, increased agriculenvironment while advancing tural imports and inadequate borquick profits for CEOs and others der inspections have led to a rise among the privileged few. in unsafe produce in American If Congress passes fast-track supermarkets. For instance, legislation, NAFI'A's severe con- strawberries, lettuce and carrots sequences will multiply as more from Mexico have a high rate of and more nations with living stan- illegal pesticide residues. dards below America's sign onto Yet, fewer than one percent of similar agreements, warn oppo- trucks crossing the U.S.-Mexico nents of the bill. border are inspected. According Under NAFrA, America has to numerous news reports, that lost more than 400,000 jobs as has led to increased drug traffickbusinesses shifted production to ing and unsafe trucks on U.S. Mexico, where wages average $4 highways. a day and enforceable environDeflcH Soars mental regulations are nonexistent. Only a minuscule number of Economically, there seemingly U.S. jobs has been created as a is no disputing the fact that direct result of the agreement. America has been hurt by Further, almost none of those NAFI'A. Before the pact, the U.S. displaced American workers had a small trade surplus with found employment with wages Mexico. Since the trade agreeand benefits equal to their previ- ment went into effect, the U.S. Senate Vote Possible This Month Trade unionists throughout the United States are leading the intensifying fight against proposed legislation that would extend fast-track negotiating authority on international trade agreements to the president. Despite those nationwide efforts, House and Senate committees last month passed fasttrack bills, and a full Senate vote may take place sometime early this month. However, with many lawmakers divided on this issue and a number still undecided, the projected outcome of floor votes in each chamber is uncertain. Under fast track, Congress gives up its right to amend a treaty. It only can approve or disapprove the entire package. The administration wants to use fast-track negotiations to expand pacts like the North American Free Trade Agreement (NAFI'A) to countries in Central and South America. Given the stakes as well as the precarious status of the votes, the AFL-CIO, the national federation of trade unions (of which the SIU is an affiliate), is engaged in a massive grassroots campaign aimed at defeating fast-track legislation. Last month alone, the efforts included dozens of meetings with congressional representatives, demonstrations and leaflet-distribution across the country, print and broadcast advertising, internet campaigns by the AFL-CIO and member unions, and more. The Steelworkers is one of several unions that has been particularly active in this showdown. In addition to the international union waging an on-line campaign, approximately 140,000 individual Steelworkers and their Forbes' Bill Calls for Veterans' Status For All Mariners Who Sailed in Wars Citing 'Long-Overdue Recognition,' SIU Backs Measure The SIU is supporting a bill that would extend veterans' benefits to all U.S. merchant mariners who sailed during times of war. As the Seafarers LOG went to press, Rep. Michael Forbes (R.N.Y.) was preparing to introduce the Combat Merchant Mariners Veterans Benefits Act. A member of Forbes' staff said the legislation would be presented early this month. Upon learning about the bill, SIU President Michael Sacco sent a letter to every member of Congress asking for support of the measure. "Given the enormous and courageous sacrifices these brave men and women gave in the defense of the freedom we now treasure, it is entirely fitting that this legislation be enacted," Sacco wrote. "On behalf of all the patriotic seafarers who came to the defense of our country during all times of war, I urge you to November 1997 U.S. Rep. Michael Forbes (D- N. Y.) is sponsoring legislation that would extend veterans' benefits to all U.S. merchant mariners who sailed during times of wAr. become a cosponsor of this legislation. By doing so, you are extending long-overdue recognition to the brave men and women of the U.S. merchant marine." Forbes, in appealing to fellow members of the House of Representatives for their backing, noted that the only U.S. merchant mariners eligible for veterans' benefits are those who sailed during World War II between December?, 1941 and August 15, 1945. "By limiting eligibility, the [secretary of the Air Force, who has been charged with determining veterans' status] has discriminated against a number of mariners who valiantly served our country during times of war .... In order to rectify this problem, the Combat Merchant Mariners Veterans Ilenefits Act of 1997, if signed into law, would provide veterans' benefits to individuals who served as United States merchant mariners during all times of war,'' he observed in a "Dear Colleague" letter sent to all House members. "Merchant mariners were there for our country during wartime and we need to be there for them in their time of need," he concluded. trade surplus with Mexico has become a $16 billion deficit. Moreover, although there may be a perception that trade agreements only address issues such as tariffs, quotas and customs procedures, they in fact provide many corporate protections. As noted by the AFL-CIO, ''Trade agreements like NAFI'A require countries to change their foreign investment laws to treat foreign investors the same as national ones, to compensate for expropriated property in a manner consistent with U.S. law; to reduce agricultural subsidies; and to enforce intellectual property rights (like patents). These are enforceable issues at the core of the agreement, while labor and environmental issues have been relegated, at best as in NAFI'A, to unenforceable side agreements." SIU members are urged to contact their elected officials and ask them to vote against fast track. The AFL-CIO has set up a toll-free number 1-800-97AFLCIO-to assist in this matter. Seafarers also may visit the federation's Stop Fast Track web site at www.aflcio.org/stopfasttrack. The site includes a letter against fast track that may be sent via e-mail to one's senators and representative. Ever since NAFTA, our jobs have been on lhe "fast track"~ to Mexico. c:;f1 ~ hu nm ~ 0 # ... mJll hu ... mc'~' · p hrn~puah and cnure commun111e,. 'uppo~d to do., Make II ea,1er for Amt:nciln hu,11K.''"-'' h' pull up ...1~e,·> '.'\01 cxactl~ . But :\AFTA failed to inc lude 'tandard' lO rr,1ti:d our 100-... \\ J~e ~. Cll\ 1ronrnent and ~tety, a~d Con£re~~ wasn·1 e\'en ~.1~en the chance 10 lix "ha1 ".._, wrong. So rn; le:id of fair. balanced lrJde thai bencht' 1, ~that \~ h:.11 our trJdC <Je;.ib a '.eryone. corrx>rJllOO\ m:ide Olli hke bandit- while Amencan worker. and ron,umer. were kfl hehmd. S O\\ corporati on... are a.... kmg Congre~' to give 1he pre\lde nt more fa., 1-1rack :iuthonty-to extend lhe ~AFTA deal to other counirie;. There\ only one wa\ - tri ...1op at. Tell Congrc'' 10 ...a~ no. f - !. an'.' F - \1 . ,_ Call 1-800-97-AFLCIO. Tell your representatives in Congress to say no to fast-track trade deals. AMERICA CAN'T AFFORD ANY MOllE NAFTAI Because NAFTA (which was negotiated on fasttrack terms) has proven to be disastrous for workers and their families and has damaged the environment, the AFL·CIO has started a grassroots advertising campaign aimed at defeating fast-track legislation. As shown in these examples, readers are urged to call their representatives in Congress to stop the passage of fast-track negotiating authority. Imagine if every time you ask for a raise, lhe boss threatens \\"fl_CO\U- lll THI \\Oki llt Jf I '\I I}( nhhe' mto trJdc..• lkjl' 11 l' . \1 t- '1' '-\II-\ h' p roh: (l \\1Xl cr' JnJ ~111hUllll:f' \•'t \\It f \· \.."n,.1 \\llhi1ut n1.•_tlll.1l11 .- ·~l'l' ·II !!t'l' l.'.°·t'•1.·1 h .. •11,~.1111•11 .. nd"MingA.mcl"'k.'..m' lu... lr. ' i:t~'ll~l.h•h't.=rttl\.·1111 1 f'I, 1o ulttlllrtt*"-el--e" herc t11. often pre"ured 10 JCCepl lo\\ Cr JlJ~--Or <l\C A.cm-.' 1 ~ countt"\ . Anlencan hu ... 11lt.''...e' JIC u ... m~ th...· thn:Jl 111 Ilk" 111!.'.' pT111..il1. l11l11 ' 11 \ k \ICC\.---\1.here "or~et' cam SJ~ d.:.1~-111 h11kl 1A..1!!L'' d-.1\1.n JJld !1!!hl Ul\l()f OffJOIZlnf 1.JmPJ.ign' In lxt. ~-t pcn.:ent 11t till' 1.:orp1r:..11t.· L'\L'1.Ull\l''- pt. 1 lk:~1 1u,1 t°'l."h 11c '\ AFTA "'.l' implemcmcJ ,.uJ 1h~~ "ere hl.d~ h) u~ 11 a ·J .... 1h..1r~J111111~1..l11r tn l.;.'LT \\J!:C:,J<'lwn·· At J umc \\hen ffH<rot \Hlr~m~ .\men.. Jn' jfC .. 1ru~,;:l1n'."' h 1 ~et h\ . "'men.I the b1:_·~c-.1 ..:orpor.Jllon .. m ..\nlt.·n ... J .(; \t ~ Chn , Jer. B ~mg. Pn-.:tcr 6... ( 1J111t"ll'" Jr'J morl· -Ju.: r.11-.;n;,: ' · m d hOO IOf J CJffi{lJ lgO Ul pn:"UI\." C''llPC'-' hli llti.tfL l..t..,HrJCl. '..\Ff:\ deaf-. Tell Con~n:'' to '-'I\ rn 1 The~' nnl~ olll· '' J \ IP .. 1nr 11 r ..., UIEllCA wn AffDlll lift MORE llAFTAI Call 1-800-g7 -AFLCIO. Tell your representatives in Congress to say no to fast·track trade deals. Seafarers LOG 5 �SIU Manpower Off ice Prepares for Role In Simulated RRF Breakout This Month All SIU hiring halls will be working with the union's manpower office for the first two weeks of this month to handle a simulated breakout of Ready Reserve Force (RRF) vessels during an annual drill run by the Maritime Administration (MarAd). Although Seafarers on the beach will play a vital role in this exercise, none of the members will be affected or even realize they are involved. According to Headquarters Representative Carl Peth, who is overseeing the SIU role in the MarAd exercise known as Breakout '97, all work will be done via paper among the government agency, the U.S.-flag operating companies for the RRF ships and the unions who provide the crews. "Our members will see activity behind the counter as we verify members are properly registered and available, but that is about the only way it will affect them," Peth noted. ''All the work involving the union wi11 be done here in manpower and in the halls. It will not affect the members directly." Breakout '97 is an annual exercise designed to verify that RRF ship operators and the maritime Strawberry Workers' Fight Far Fairness Is Browing The United Farm Workers (UFW) announced that the second largest grocery chain in the nation, Safeway, has signed on in support of 20,000 California strawberry pickers who are attempting to gain a contract. Safeway joins 27 other retail food companies covering 4,630 stores in 41 states and four Canadian provinces that have signed pledges supporting the rights of strawberry workers. Strawberry pickers are among the hardest working but lowest paid workers in America. Many of the packers face horrible conditions on the job: sexual harassment in the fields, inadequate bathrooms (if such facilities are available), no clean drinking water during l 0- to 12hour work days, no health coverage and no job security. For this, they earn an average of about $8,000 a year. The push to represent the strawberry workers is the United Farm Workers' biggest organizing drive in 20 years. The main focus of the effort has been a nationwide campaign to gain the commitment of grocery stores to increase the price of a pint of strawberries by a nickel. The extra five cents per pint could improve the pickers' wages as much as 50 percent. Since last summer, delegations of labor, community and religious leaders have aided this cause by visiting stores throughout the country and asking managers to take a stand on behalf of the berry workers. The pledge by Safeway to support the California strawberry workers is "another sign that change is coming to California strawberry fields," stated UFW President Arturo Rodriguez. "Safeway's support for what are basic human rights for some of the poorest workers in our country deserves the community's acclamation and gratitude." Other major chains that have signed the pledge include A&P (also known as SuperFresh, 6 Seafarers LOG Farmer Jack and Waldbaum) with stores in Philadelphia, New Jersey, Detroit, New York City, Baltimore and Ontario, Canada; Lucky California and Las Vegas; Ralphs throughout Southern California; Jewel in Chicago and Albuquerque; Acme in Philadelphia· and Calas in San Francisco. unions have enough manpower available to crew vessels in the event of an emergency. MarAd creates a scenario in which dif_. ferent ships are called to active duty and notifies the companies they have from four to 20 days to provide a full crew on paper, depending on the breakout status of the vessel. MarAd is given a list of available licensed and unlicensed mariners who serve as the crew through the exercise. Once a name is used, that mariner may not be chosen for any other ship involved in the two-week action . Seafarers should note that if their name is used in the exercise, it does not disqualify them from throwing in for a real job posted in a union hall, Peth stated. "SIU members won't even know their names have been submitted, so their registrations will not be affected," he assured. Beginning November 3, MarAd will notify RRF operators which ships need to be "crewed." Special job call sheets will be sent out by the SIU manpower office in Piney Point, Md. independent of normal crewing lists to the port nearest to the RRF ship called to Manpower personnel, like Bonnie Johnson shown here reviewing an active registration list, will work with union halls to "crew" RAF vessels during a simulated breakout exercise conducted by MarAd this month. duty through Breakout '97. Port officials will notify manpower which SIU members (who must meet the requirements for the positions needed) are available and have been assigned to the jobs. Manpower then will verify through the union's computer registration system that the members indeed are on the beach and eligible to sail in the ratings to which they have been assigned. These names then will be forwarded to the contracted carrier who will pass them along to MarAd. As a final check, the government agency will utilize the U.S. Coast Guard's data base to make sure the mariners assigned in the exercise hold the ratings for the positions they are assigned. "These two weeks will be quite busy for us, handling both the MarAd exercise as well as our regular manpower duties," Peth said. "But we have been through this before and we have always handled it well." USCG's Merchant Marine Personnel Committee Tackles Proposed STCW and Tankerman Regs Editor's note: This article was written by AB Sinclair Oubre, who serves on the MERPAC committee. On September 25 and 26, the U.S. Coast Guard Merchant Marine Personnel Advisory Committee (MERPAC) met at the Seafarers International Union's Harry Lundeberg School of Seamanship, located at the Paul Hall Center for Maritime Training and Education in Piney Point, Md. This was the ninth meeting of the committee, which serves as a deliberative body to advise the secretary of transportation (via the Coast Guard commandant) on matters relating to the training, qualification, licensing, certification and fitness of seamen serving in the U.S. merchant marine. The committee includes representatives of maritime labor-both licensed and unlicensed personnel from the deck and engine departments. The rest of MERPAC includes maritime instructors and other representatives of marine training institutes, Coast Guard officials and administrators from shipping companies. The group meets periodically and covers a broad range of subjects pertinent to training and certification for U.S. mariners. During the September meeting, much discussion centered on improving the performance of the Arlington, Va.-based National Maritime Center, a regulatory arm of Coast Guard headquarters. At the previous MERPAC session, strong concerns had been raised by the maritime schools about delays in getting new courses and course changes approved, the lag in updating the question bank (from which the exam questions at the agency's regional exam centers are drawn), and the overall impact of personnel cuts. In response, the center reported that additional personnel have been hired, and processes are being established to better prioritize the facility's work. Another major topic discussed at length was the International Convention on Standards of Training, Certification and Watchkeeping for mariners (STCW). The Coast Guard has printed and opened for comment the interim Coast Guard Captain Richard Stewart (standing) chairs the Merchant Marine Personnel Advisory Committee meeting last month at the Lundeberg School in Piney Point, Md. Seated to Stewart's right is Coast Guard Admiral Robert C. North. SIU members and officials, along with representatives of the school, were among those who participated in the meeting. rules that are proposed to bring U.S. legislation in line with the STCW convention. These interim rules were printed in the June 26, 1997 issue of the Federal Register. The final rules greatly will affect the way we as mariners are trained and evaluated on our job performance. In a nutshell, for both the deck and engine departments (licensed and unlicensed), the standards for performing one's work will be raised. There will be the expectation that one will know his or her task, can perform it when asked, and be satisfactorily evaluated. This should not adversely affect most U.S. merchant mariners, provided they have worked at improving their professional skills. Since the STCW is an international convention, however, with more than 100 signatory nations, it will greatly impact the manning situations on runaway-flag ships (see the October issue of the Seafarers LOG as well as the publications of the International Transport Workers Federation). The SIU's and Paul Hall Center's new Coast Guard-accepted training record book (TRB) also was discussed. The TRB is one of the required provisions of the STCW pact that includes standards and evaluation requirements in all the different ratings. Both licensed and unlicensed personnel will have to possess a TRB. (See page 20 of this issue of the LOG for more details about the TRB and an application.) Additionally, the committee discussed one other major issue: qualifications required for mariners involved in midstream fueling operations on uninspected towing vessels. The Coast Guard extended the compliance date to give industry members more time to study the new rule's impact. This new regulation would allow the person in charge (PIC) to hold a merchant mariner's document, provided the document reflects endorsement either as a restricted tankerman-PIC, a tankerman-PIC, or a tankerman-PIC (barge). The change stems from the fact that the PIC traditionally has been the master or the mate on the uninspected towing vessel. This person either is in the wheelhouse or taking his or her six hours of rest. The crewmember actually taking the fuel from the midstream fueler is a deckhand, who presently is not required to have endorsements for cargo transfers. With this in mind, the Coast Guard has proposed that the qualifications for the person on deck be raised. MERPAC reviewed the issue and supported the proposal. Meanwhile, the committee also touched on the issue of German- and Danish-flag ships sailing with a single-watch bridge. A working group was formed to study the matter and advise the Coast Guard so that a single-watch bridge does not become a practice approved by the International Maritime Organization. It is apparent that if a mate is standing on a single-person watch on the bridge, then an AB has been left on the beach. If any unlicensed merchant mariner has an issue to raise with MERPAC, they may contact the committee on the world wide web at www.dot.gov/dotinfo/uscg/hq/g-m/advisory/merpac/merpac.htm, or one may e-mail me directly at Sinclair_Oubre@compuserve.com, or fax me at (409) 985-3847. November 1997 �When a ship goes into drydock, there's a lot more for the crewmembers to do than just pack their gear and sign off. Such was the case last May, when the S.S. Independence, operated by American Hawaii Cruises, was scheduled for her required periodic drydocking in · the port of Portland, Ore. (Under Coast Guard regulations, American Hawaii ~ Cruises either can do two drydockings every five years and have an underwater hull survey done once a year, or skip the hull surveys and do a drydock every 18 . months. The company has chosen the former). As the SIU-crewed passenger ship pulled alongside a pier in Honolulu, crewmembers assisted in unloading much of the vessel's contents. They secured some items, moved other pieces around so they would not be in the way of renovations and, in general, tidied up the interior areas. Officials from the Honolulu SIU hall were on hand, as well, assisting members with any necessary paperwork, including registration and vacation forms. Approximately 60 deck and engine department members stayed with the vessel as she sailed to the Portland (Ore.) Cascade General Shipyard and helped independent contractors with some of the maintenance work during the month-long drydocking operation. i The buffet area gets a plastic covering to protect it during the ship's stay in drydock. a Completing his registration form is Room Steward Jerry Bareng. l!I Storekeeper Jaoa Cordeiro Y signs off the S.S. Independence. Oiler Rolando Romanillos takes a quick break before getting back to work. EJ ... Helping load cargo aboard Iii the S.S. Independence is OS Marcos Arriola. P.!!I OS Khaled Shamman 11:.1 does his part to help get the vessel ready for drydock. November 1997 lit!I!~~:;-» The bottom of the vessel was cleaned and repainted, and the shaft and propellers were checked for signs of wear. New wall coverings wert? added to the passenger corridors, improvements were made to the crew quarters, and two life raft stations were added, bringing the total to eight. The ship's two pools were rebuilt and a fire-detection system, similar to the kind found on the floors of airliners, was added for increased safety and security. Many other maintenance projects were included, but perhaps the most ambitious project to occur in the Portland drydock was the installation of new living quarters where once only cargo holds existed. When built 46 years ago, the S.S. Independence was designed to carry passengers and cargo across the Atlantic Ocean. Now, however, the vessel exclusively serves passengers on a weekly cruise Payoff took place on the Honolulu around the Hawaiian islands. dock before the This meant that the empty cargo cruise liner went holds were not being used and into drydock. Crewwere, in effect, available space. members also had During the period in drydock, the opportunity to register for their 28 prefabricated cabins containnext job and fill out ing 60 berths were installed in other necessary these holds and now are attracpaperwork. tive living quarters. Following a month in drydock, the S.S. Independence resumed her 7-day itinerary around the Hawaiian islands. Seafarers LOG 7 �B Seafarers LOG November 1997 �Over the River SW-Crewed Pbilly-Camden Ferry Fa.res WeU in 1991 The SIU-crewed RiverUnk, with Philadelphia in the background, transports passengers along the Delaware River. Double-checking the stability of the gangway is Deckhand Jim Anderson. The way business has gone for the SIU-crewed RiverLink in 1997, it is no wonder Seafarers see a bright future for the Philadelphia-based passenger ferry. Already this year, nearly 300,000 passengers have utilized the boat. That marks a healthy increase from 1996, and crewmembers are optimistic the rise portends similar gains through the rest of the decade and beyond. "We're very hopeful that business will continue growing and really take off in the next few years,'' observed Captain Gerry "Mickey" McGovern, who sent the photos accompanying this article to the Seafarers LOG. Formerly known as the Delawhale, the RiverLink transports people across the Delaware River between Philadelphia and Camden, N.J. Each voyage takes approximately 20 minutes, although the ferry sometimes offers express service lasting about seven minutes. The vessel is 100 feet long and has a 600-horsepower twin engine that allows it to cross the river at speeds of up to I 0 knots. The ferry also is equipped with life safety equipment and features outdoor and climate-controlled indoor seating. The RiverLink is scheduled to sail through the end of this year, then will enter its seasonal shutdown before resuming service April l, 1998. When the boat began operating in 1992, it marked the resumption of a service that had stopped 40 years earlier. In 1952, the Haddonfield, Howard Schulman Dies Continued from page 2 ident of the 12,000 member Labor Law Section of the American Bar Association. He founded the New York law firm of Schulman & Abarbanel and served as general counsel for numerous labor organizations from the 1950s through the 1980s, including the SIU, the Maritime Trades Department, the Actor's Guild, the Distillery Workers and the Leather Goods Workers. As an advisor to two SIU presidents and general counsel to the union for more than 35 years, Schulman litigated hundreds of cases, some of which had profound consequences for the labor movement and the maritime industry. "Howard was certainly an example of a dedicated labor lawyer," said SIU Vice President Atlantic Coast Jack Caffey at Schulman's funeral service. "He understood the needs and aspirations of not only longshoremen but all other workers. Howard worked tirelessly toward improving the status of organized labor because he believed that real improvements for workers would only come about from strong union representation." Schulman participated in negotiations, argued before the Supreme Court, wrote articles, delivered lectures, testified before congressional hearings and government agencies, and monitored the actions of international maritime organizations. In handling the legal end of many of the SIU's major beefs, he filed a brief against the Agriculture November 1997 also manned by Seafarers, made its final voyage across the Delaware. That ferry closed due to new bridge construction and rising costs of supplies, insurance and fuel. Earlier this decade, however, conditions again became favorable for waterborne transportation. Since then, the RiverLink mostly has been utilized by families traveling to local recreation spots, museums and other attractions; hence, the boat's regular route is leisurely. 'The passengers really seem to enjoy the ride. It's a different, but safe, way to travel," noted McGovern. __ ..,,, . Safety is emphasized at all times aboard the ferry. Here, Deckhand Ed Zolynski (left) and Captain Rob Torres practice a "man overboard" drill. Department which resulted in an historic restructuring of the P.L. 480 (cargo preference) program; he defended seamen's rights under the Service Contract Act; and for 20 years he successfully fought back attempts by the Department of Health, Education and Welfare to close down branches of the Public Health hospital system. (The hospitals remained open until 1981 when Congress discontinued the 200-year-old program.) During the Vietnam War, Schulman's legal efforts prevented the licensed unions from encroaching on the jurisdictional rights of the SIU crewmembers in the engineroom. In the early 1970s, when the government said the Seafarers Political Action Donation violated the federal election laws, Schulman defended the integrity of the program. As a result, all charges against the union were dropped. "No matter what you win by negotiations or on the bricks, and no matter how long it took to accomplish and how expensive," Schulman remarked during the 1971 SIUNA convention, "it can all be taken away from you overnight by those in the legislative, executive and judicial branches of government. The answer to me is obvious-more activity, more association, more pressing in the electoral process. Participate in every means possible through your union." In 1987, after 50 years in the labor movement, Schulman announced his retirement. Schulman is survived by his wife, Paula Schulman; three daughters, Ann Milbank, Judith Lederer and Janet Dicker; and six grandchildren. Captain Gerry "Mickey" McGovern is one of many Seafarers confident in the continued upswing of business for the ferry. Cheerfully guiding passengers aboard the RiverLink is Deckhand John Beck. In addition to providing direction, Beck takes a passenger count as mandated by the U.S. Coast Guard. ITF Secures $100,000 in Back Wages And Overtime for Ukrainian Crew Mariners working aboard a runaway-flag ship recently received more than $100,000 in back pay and overtime thanks to intervention by the International Transport Workers Federation (ITF). Crewmembers aboard the Liberianflag, London-owned, Koktebel contacted Edd Morris, an SIU representative and ITF inspector, shortly before the vessel arrived in the port of Norfolk, Va. Once the ship docked, Morris boarded it and met the Ukrainian crew, who informed him they had not been paid since signing on the vessel in Romania, nearly four months earlier. The crew also was restricted from going ashore by the company, which would not allow for shore passes. Morris further discovered the crew had few, if any, fresh stores. However, because the mariners were extremely afraid of reprisals and blacklisting by the company, they refused to strike or take legal action for the wages due them, the ITF inspector noted. Morris contacted the shipowner, Tai1wind Shipping of London, and informed them that unless they paid the $100,000 in back pay and overtime to the crew, the ship would be arrested. The company agreed to pay the mariners their wages and supply fresh stores, new tools, safety equipment and other needed items. Morris reported that the crew was very grateful to him and the ITF for their help. The London-based ITF represents approximately 10 million transportation employees from more than 470 trade unions worldwide, including the SIU, in more than 120 nations. One of the primary endeavors of the Seafarers Section of the ITF, of which SIU Executive Vice President John Fay is chairman, is to end the scandal of runaway-flag shipping, also known as flag-of-convenience shipping. Runaway-flag shipping is a ploy that involves multiple parties from different nations in the operation of vessels. The purpose of this practice is for greedy shipowners to escape the safety regulations, procedures, inspections, tax laws and higher wages of traditional maritime nations. Seafarers LOG 9 �Icebreaking Procedures - Part I Seafarer Gamp Writes About Dealing With Heavy Ice in the Chesapeake Bay Editor's note: A member of the SIU since 1974, Henry Gamp currently sails as a chief mate aboard the Penn Maritime ATB Lucia/Caribbean. (Jn the May, June and July 1997 issues of the Seafarers LOG, he described life aboard that tug/barge.) It was during his 13-year tenure as a tugboat captain and shipdocking pilot that he was called on to help keep icy channels leading to and from Baltimore Harbor open to shipping and barge traffic. Introduction At the time of its original publication almost 20 years ago, "Icebreaking Procedures on the Upper Chesapeake Bay" was widely praised for its valuable information for the mariner forced to deal with a weather phenomenon he might have little experience with. It is not a theoretical textbook account, but rather a compilation of hands-on experience and knowledge. Technology has improved over time. The addition of DGPS (Differential Global Positioning System) should be added to the list of ways to fix one's position during periods of heavy snow or buoys which are missing or have been dragged off station. The size and horsepower of vessels, particularity tug/barge units, is ever increasing, permitting them to force their way through ice fields that would have stopped their predecessors. The number and frequency of severe winters in this region seem generally to be in decline. Nonetheless, when we feel complacent and don't prepare, we seem to be hit with yet another severe ice season. Fundamentals of lcebreaking Due to the heavy ice conditions experienced during cold winters in January and February and the resultant stoppage or slowing down of ocean-going vessels and barge tows encountering this heavy ice in the Upper Chesapeake Bay, a few observations on how ice jams vessels and how the vessels are freed by icebrcaking tugboats may be useful to anyone unfamiliar with icebreaking procedures. Ice truly is a unique and interesting phenomenon. Several degrees in temperature determine whether ice will form at all, or if enough ice will freeze to stop ocean-going vessels. Ice may be very hard one day due to low temperatures, weaken and begin thawing with a warming temperature, and regain its strength or hardness with a falling thermometer. Ice which is broken and soft may be pressed and compacted together, becoming thicker and harder than it was originally. Large fields of ice may slide underneath other fields of ice, becoming twice as thick as the original ice. The weight of clinging ice may lay buoys on their sides or sink them. Ice freezing around small piers, pilings, day beacons and radar ranges on low water can lift and destroy them with the rising tide. Small vessels which are grounded are at the mercy of the floes and run the risk of being capsized by the tremendous pressures the ice floes exert against their hulls. Many misconceptions are held by the inexperienced on how 10 Seafarers LOG Constant breaking and refreez- reliable information. A gyro rapidly overtaking the stopped vessels are affected by ice. It compass, unaffected by these ing can make very heavy and would seem logical to say, for icebreaker) is eliminated. Tugs with elliptical stems can tum bet- strong ice. The channels are often factors, is far superior to the example, that if a vessel is very passable by vessels, but only magnetic compass, and every ter in heavy ice than tugs with jammed in the ice, breaking a icebreaking vessel should be path in front of her should free square sterns because the fullness a couple hundred feet outside the equipped with one. channel limits, heavy unbroken of the stem tends to dam the ice her. However, this usually is not The warning ''The prudent ice is unpassable or at best naviagainst it while turning, and a the case because the sharp bow navigator will not rely on any gable with much difficulty. acts as a wedge driven into the longer turning radius must be one single aid to navigation, parSometimes, the constant ship ice. This ice must have a place to allowed for. ticularly on floating aids" contraffic within a channel during a Weight is a factor in a vessel move to or it will exert pressure warm period will entirely free the tained on all National Ocean continuing to move through an on the hull. If the force thus Survey Charts is especially channel of ice, but on either side. ice field or slowing down and developed on the hull is equal or appropriate when navigating in heavy ice will remain, giving the becoming jammed. Deep-loaded greater than the propelling force appearance of navigating within a ice. Buoys are often missing. vessels and tows of the same which is driving the vessel Even when they are observed, canal. A vessel may encounter horsepower as light draft vessels ahead, she will stop. If the ice r=--~~--,-.,...~,...,...,.,..,..,.-:~~.,,,-~~~~~~~.,...,,."""-:-~ flows away they are just as apt to be off staheavy ice all tion as on. They need only be off along a chanfrom the ship station a few hundred feet to misnel, turn on a and does not reciprocal head- lead a navigator enough to compress to the ing, retrace her ground his vessel. One area point of equalizwhere this could happen is track, and find ing the proalmost no ice or Craighill Angle and Upper pelling power of Craighill Channel along the eastice of a comthe ship, she pletely different erly edge of the channel, where will continue the depth at places abruptly rises thickness and moving. The texture and vice to 16 feet at the channel limits. greatest resisTheir positions should be verified versa. tance for an iceby ranges and depth sounding The prudent encircled vessel Buoys can be unreliable and navigator pilotpushing her way ing his vessel in impossible to use at times. A through the ice ice-congested buoy may show one minute and is where she the next minute be dragged waters will turns at the bow under the ice, or vice versa. have to be (the widest part Lights on buoys are often extinattentive to the of the wedge). guished during ice season. Buoys many dangers The least resisbeing constantly dragged under and hazards tance she has is the ice may have their light cages that can beset aft of the midtorn off, their bulbs burned out him. Ice fields body, where the and their batteries dead. Due to drift with the ice will more the increased workload placed on wind and tide easily follow the the Coast Guard at this time of and very often narrowing quaryear, buoy lights may remain are moving at ter. The thrust extinguished for extended perioblique angles from the wake ods of time. in relation to stream also acts Chunks of ice often stick up the vessel's to relieve preshigh enough to be mistaken for heading, and at sure on the stem buoys on the radar. At times, much higher and carry away velocities than these growlers appear to be iceice. the navigator is covered buoys-even to the Sheer power, naked eye. anticipating. though imNumbers on buoys may not The best aids to portant, is not agree with their location. and tows will continue moving in navigation in such areas are the only factor in breaking Sometimes a new coat of paint range lights, when visibility perice when the latter become through ice; good hull design is will be worn off a buoy by its conmits their use. The course made bogged down and stopped. As it essential. For example, ships stant grating against the ice, good and compass heading may with more cutaway bows, shorter takes more power to move a be striking in their variance. exposing the number of a former heavier vessel through the water, mid-sections and cutaway quarstation where the buoy was previWhen visibility is restricted, it also takes more resistance (ice) ters will enter ice and clear it easously placed. Occasionally, a knowing which way the ice is to stop her, and this is where ier than wide-beam, blunt-bulk lighted red buoy which was forsetting and carefully watching weight and draft are advantacarriers. Some foreign vessels are merly black, or vice versa, has the fathometer are the best methgeous to navigating in ice. Also, built with icebreaking bows ods for keeping the vessel within been weathered to the point that which allow the ship to ride up on the deeper the draft, the deeper the channel. Radar ranges to the the mariner is in doubt as to the sea suctions and the less surthe ice and break it. Ships whether the buoy he is observing shore or fixed aids such as lightdesigned for Scandinavian waters face slush and chunk ice will be houses and also radar bearings to is red, black or red and black. drawn into the strainers. are often fitted in this manner. J3uoys with two-digit numbers these objects are very useful. Ice conditions are in no way Likewise, the hull design of may have one number erased Where definite improved chanuniform, even over a small area. tugs will make a great deal of (e.g., 18 may show as 1 or perThey can remain almost constant nels do not exist, these radar difference in the way they perhaps 8 instead of 18). ranges and bearings afford the form in ice. Tugs which can be or they can change quite rapidly. If smaller vessels have a When there is slack water and no navigator his best information, as ballasted to keep the bow high choice of more than one channel, the fathometer may not show a and stern deep will do better than wind, there is no motive force to route or fairway to follow, they steep shoal until the vessel has affect the ice field and give it tugs trimmed down by the bow. should take the deepest and best grounded on it. Likewise, it goes motion. Irregular shorelines, This allows the tug to ride up on marked of the alternatives. without saying that any time the islands, jetties and lighthouses the ice in the manner of iceNavigating in ice is serious water shoals up unexpectedly, act to anchor the surrounding ice breakers; in addition, the weight and the risks are real. Avoid the vessel should be stopped, her of the tug helps break the ice and when the normal forces of nature shortcuts and possible shoals position fixed and adequate would be shifting it. This stationkeeps the screw deeper in the which, more often than not, lie adjustments made on her course ary ice is referred to as fast ice. water, affording it more protecclose to those shortcuts. The ship to prevent grounding. Tugboats tion from ice damage. Some tugs Without some external force channels are the best routes to transiting ice-congested areas holding the ice field, it is free to must be trimmed down at the cannot rely on making the course follow because the volume of follow the wind and tide. Free bow to keep slush ice from foltraffic using these routes helps steered. The tug will sheer in the moving ice is known as pack ice. lowing the hull down to the sea direction of least resistance, keep them open. If you do Care must be used when followsuctions and entering sea chests, become stuck, a ship running ing a path through pack ice made which can be a crack in the ice, thereby clogging them and makclose abeam at full speed may be by another vessel or tow or when thinner ice next to a heavy ridge ing it necessary to shut down the the added boost you need to start of ice, etc. Also, the tug is often breaking a path for a vessel main engine and remove the ice. handled in such a manner as to moving again. An even mo~e astern to follow, as the broken Tugs with keel coolers are take advantage of these factors in important reason to stay in deep path may almost immediately be superior to tugs not so equipped, channels is that a rescue vessel carried outside the channel limits. avoiding the hardest ice. Add to provided the keel coolers are may not be able to take a shortthis the added deviation introPack ice being carried along substantially constructed because by the wind and tide in open duced into the magnetic compass cut and you may be without aid. they have no sea suctions and by the tug pounding in the ice water can come in contact with strainers to clog up with slush and variations of as much as I 0 fast ice and slide under this staice. The necessity of shutting Henry Gamp 's article on icedown the plant, often with the tug tionary field, forming ice twice as degrees from the normal variabreaking procedures in the tion in the Upper Chesapeake thick. The open water left will in a precarious position (i.e., Chesapeake Bay will be continBay, and the compass becomes a cover with skim ice and will be when breaking a path in front of ued in a future issue ·of the questionable instrument to be only fractionally as strong as the a vessel or tow when the assisted Seafarers LOG. continually checked against more older ice now knitted together. vessel is making way and is November 1997 �Mpping Rema.ins Constant As '91 Season Winds Up T he 1997 sailing season on the Great Lakes is slowly coming to a close for Seafarers aboard self-unloaders, cement carriers, bulkers and tug/barge units e region's essential materials. Odll~~like coal, iron ore, grain, stone, cement and other products remain high in demand al season windup that begins next month when cold weather settles on the Lakes. SIU- Carriers' Association, an organization of -:-·-"'·- the Lakes, at the end of August shipments 1..A1rwt~tn,ne rom Great Lakes ports totaled more than Cleaning the bilge under the deck plates aboard the Sam Laud is Wiper Dean Browning. Right, monitoring the J.A. W. lglehart's oil pressure in the engineroom is Oiler Eugene Hays. Deckhand Mohsin Abdulla swings down in the landing chair to tie up the Buffalo in the port of Toledo, Ohio during a recent visit. Preparing to tie up the Donald C. Hannah in Detroit are AB Kenton Henry (left) and AB John Doonan. QMED Richard Piper rebuilds one of the Sam Laud's pumps. November 1997 Controlling the ballast flow from the Sam Laud is QMED Ricky Guy. During the 1997 sailing season, the SIU-crewed American Mariner delivered a load of oats to the port of Toledo, Ohio. Posing for a photo during offloading procedures are (from left) Deckhand Robert Jewell, Watchman Daniel Bancook {center) and Wheelsman Ken Bluitt. Seafarers LOB 11 �For nearly six decades, there has been continuing cooperation between the SIU, American shipowners and the U.S. military to promote, protect and defend the national defense of this country. This cooperation recently was evident again when two SIU-crewed vessels-the Sea-Land Challenger and the USNS American Osprey-were made available to the U.S. military for anti-terrorist training exercises. The drills in part were conducted to comply with a Defense Department directive designed to bolster U.S. ability to thwart attempted terrorism. In outlining this program, intended to aid not only military personnel but also merchant mariners and other civilians working under the auspices of the U.S. government, the department pointed out that fatalities, injuries and millions of dollars in property damage have resulted from terrorist assaults on Defense Department-affiliated people and operations in the past quartercentury. On July 23, while under wa}' from Oakland, Calif. to Long Beach, Calif., the Sea-Land Challenger participated in a simulated recapture of an American ship that had been taken over by a terrorist power. ABOVE: Certificates of training are given to American Osprey crewmembers following completion of the anti-terrorism course. From the left are John Durkoff, an instructor from the Navy, John Arnold and Bosun Jerry Smith. LEFT: A U.S. Navy vessel comes alongside the Sea-Land Challenger in a simulated exercise to negotiate with terrorists who have taken over the SIU-crewed ship. BELOW (from left): Members of the Marin~ Corps are helicoptered aboard the hostage ship (Sea-Land Challenget}; two pictures of Navy Seals approaching the vessel in inflatable boats; Marines search and guard all exits while looking for terrorists. 12 Seafarers LOG November 1997 �Members of the U.S. Marine Corps board the hostage ship under simulated war conditions. Inset: a terrorist (played by an unlicensed cadet) is captured. em ers of the U.S. Marine orps were helicoptered aboard the hostage ship (the Sea-Land Challenger) while ;.-- Navy Seals, using high-speed inflatable boats, also approached the vessel. In this operation, the crewmembers were merely witnesses to the event, although at one point. a terrorist (acted by an unlicensed cadet) was captured by the "good guys." AB Jim Elbe (who sent the LOG the photos from the Sea-Land Service vessel taken during the military exercise) noted that Lt. Col. Powers, the commanding officer of this training operation, worked with Sea-Land Challenger Captain E. Paul Skoropowski in planning and implementing the rescue simulation. Following the operation, Powers commented to the crew that the scenario executed onboard the Sea-Land Challenger was the most realistic and beneficial training of this type ever accomplished under his command. Randy Miller, vessel superintendent for Sea-Land, noted that the Challenger's timetable was not disrupted by the exercise. "We were glad to cooperate with the military's request to make a vessel available for training purposes, particularly since we remained on schedule," Miller said. ·· Aboard the USNS American Osprey, SIU members were actively involved in anti-terrorist training. The vessel, operated by Bay Ship November 1997 Management, is part of the nation's Ready Reserve Force (RRF), a group of former commercial ships that have been placed under government ownership for use in surge shipping during times of conflict or war. (All crewmembers aboard ships operated by the U.S. military are required to have anti-terrorism briefings within six months of going abroad.) In July, the Naval Criminal Investigative Service sent its Guam representative to visit with the crew of the USNS American Osprey. He instructed them on how not to be a victim of terrorism, advising them to be aware of local customs, keep a low profile and travel in groups. Crewmembers also were given target training using shotguns and M-14 rifles. Safety advice on shipboard security engagement tactics was offered, including responding to a bomb threat, how to avoid being taken hostage and dealing with armed or unarmed intruders who pose a threat to the ship and its crew. "Just like practice in firefighting and CPR, prior knowledge of and instruction in anti-terrorist actions can build confidence in crewmembers who may some day have to face such situations," stated Bill Eglinton, director of vocational education at the Lundeberg School who, himself, is certified to teach an anti-terrorist training course. The photos above, to the right and below show members of the USNS American Osprey as they are instructed in searching for and apprehending intruders. Training in the use of shotguns and M-14 rifles was also included in the anti-terrorism curriculum given by the Naval Criminal Investigative Service, a branch of the Department of Defense. Seafarers LOG 13 �- - -- -- - - -- -- - - -- - - - -- - - - -- ·- - -·· - - - -- - - -·- - -- --- Seafarers Aboard Blue Ridge Stress Importance of Cabotage Law .----- . ------·~--~~-,-.,,,,, The importance of the Jones Act and maintaining a strong U.S.-flag merchant marine are two topics on which Seafarers aboard the Blue Ridge often focus during their shipboard union meetings. The tanker and her sister ship, the Coast Range, are actively engaged in the Jones Act trade, which calls for all cargo moved between two domestic ports to be carried aboard U.S.-flag, U.S.-crewed and U.S.-built vessels. The two SIU-crewed vessels began transporting petroleum from Portland, Ore. to ports along the West Coast this summer after being purchased by Crowley Petroleum Transport, Inc., a new division of Crowley Maritime. In the regular union meetings, Bosun Sonny Herrera reminds his fellow crewmembers of the value of the Jones Act and of writing their elected officials to urge support for the nation's freight cabotage law. 'This a great crew which truly enjoys working together," said SIU Assistant Vice President Bob Hall, who went aboard the Blue Ridge during its recent visit to the port of Portland. Hall stated the crew was in good spirits, as the photographs he sent to accompany this article show. He commended the crew for being "hard workers and good SIU members." The Blue Ridge and the Coast Range are 658 feet long and have a maximum draft of 35 feet. Both ships are capable of maintaining a speed of 15.5 knots and each can carry approximately 307,000 barrels of oil in their 19 cargo tanks, respectively. Chief Steward Ron Malozi reviews the ship's minutes before signing them after a union meeting. Discussing the value of U.S.-flag shipping is AB James Camp. After a day of hard work aboard the Blue Ridge, AB Bob Goodson reports to the galley. Bosun Sonny Herrera reminds his fellow crewmembers of the importance of the Jones Act. Ready to participate in a union meeting aboard the tanker is Chief Cook Chris Boronski. Second Pumpman Jack Singletary enjoys working aboard the new Crowley Petroleum Transport tanker. Seven Scholarships to Be Given in 1998; Apply Now The awarding of college scholarships by the Seafarers Welfare Plan has been an annual event since 1952. The new year will be no different. Seven scholarships will be offered in 1998 to help SIU members, their spouses and dependent children attain their educational goals. Three of the monetary awards are set aside for SIU members; the other four will be presented to spouses and dependent children of Seafarers. Eligibility requirements are AB Dave Somers says he likes the West Coast run of the tanker Blue Ridge. AB Kevin Kellum (left) and AB Chris Coggins sip coffee while waiting for the union meeting to begin aboard the Blue Ridge. spelled out in a booklet which also contains an application form. To receive a copy of this booklet, fill out the coupon below and mail it to the Seafarers Welfare Plan. The program booklets also are available at the SIU halls. If an applicant sent in a form last year and was not selected for one of the scholarships, he or she should try again in 1998. The deadline for all completed applications is April 15. ·-------------------------------------, P lease send me the 1998 SIU Scholarship Program booklet which contains eligibility information, procedures for applying and a copy of the application form. Mariner's Social Security Number_____________________ Street Address - - - - - - - - - - - - - - - - - - - - - - - - - - City, State, Zip Code _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Telephone N u m b e r - - - - - - - - - - - - - - - - - - - - - - - - This application is for: D Self D Chief Pumpman Christopher Kirchhofer signs in for a shipboard union meeting. Dependent Mail this completed form to Scholarship Program, Seafarers Welfare Plan, 5201 Auth Way, Camp Springs, MD 20746. 11/97 L-------------------------------------~ 14 Seafarers LOii DEU Adel Mohmoud helps the Blue Ridge run smoothly. '89 Scholarship Winner Is Teacher/Advisor John Costango was graduating from high school in 1989 when he received one of the SIU scholarships given to dependents of Seafarers. Today, eight-and-a-half years later, the.Seafarers LOG has received an update from him on his current activities. In May 1993, I graduated summa cum Laude from Dickinson College in Carlisle, Pa. 1 received a bachelor's degree with a double major in English literature and mathematics and a Pennsylvania Teacher's Certificate. Since graduation, I have been employed as a math teacher at Lower Merion High School in Ardmore, Pa., a suburb of Philadelphia. At Lower Merion, I teach a combination of honors-level and standard mathematics, mostly algebra, trigonometry and calculus. I was also an advisor to the class of 1997, the class of students who were freshmen my first year of teaching. As an advisor, I work with the class officers and help coordinate class activities, fund raisers and, ultimately, the prom and graduation. My teaching interests include the development and implementation of statistics and quantitative literacy materials in the curriculum. As such, I participated in and then was an instructor with the SEQuaL program (statistics education through quantitative literacy) from 1994 to 1997. I am currently enrolled in the master's of applied statistics program at Villanova University and hope to complete that program within the next two or three years. I am also a member of a national group whose goal is to eliminate homophobia in schools . .. As a teacher, I believe passionately in the benefits of free and equitable public education open to all students, and feel that children grow and develop best with a combination of respect and high expectations from their parents and teachers. Given the right encouragement and discipline, most students will try to meet goals which are appropriate to their abilities, and I believe that organizations which extend opportunities to young adults do us all a great service. I have always been thankful for the opportunity presented to me by the SIU scholarship committee and commend it for its efforts. November 1997 �Dispatchers' Report for Deep Sea SEPTEMBER 16 - OCTOBER 15, 1997 *TOTAL REGISTERED All Groups Class A Class B Class C Port New York Philadelphia Baltimore Norfolk Mobile New Orleans Jacksonville San Francisco Wilmington 39 3 23 8 11 12 2 13 7 18 3 34 16 18 17 10 0 9 34 25 29 Seattle Puerto Rico Honolulu Houston St. Louis 32 2 Piney Point 3 Algonac Totals 10 9 2 5 1 3 5 2 9 12 2 6 7 2 2 2 4 2 0 1 271 152 62 17 0 3 TOTAL SIIlPPED All Groups Class A Class B Class C Trip Reliefs DECK DEPARTMENT 13 2 7 22 3 0 1 4 0 5 3 **REGISTERED ON BEACH All Groups Class A Class B Class C Piney Point. .............. Monday: Docember 8, January 5 65 4 8 9 8 4 5 25 11 4 1 3 28 22 16 16 6 7 4 17 19 53 15 22 12 28 12 7 28 2 13 13 12 10 5 52 34 2 9 16 11 23 9 13 6 11 35 25 0 3 0 ] l 0 5 5 2 1 1 214 127 39 82 2 IO 16 4 0 12 19 33 54 15 3 8 New York ................•Tuesday: December 9, January 6 Philadelphia .............Wednesday: December 10, January 7 13 12 7 4 8 17 25 20 0 3 1 2 December 1997&January1998 Membersllip Meetings Deep Sea, Lakes, Inland Waters 3 3 Baltimore ................. Thursday: December 11, January 8 Norfolk .....................Thursday: December 11~ January 8 Jacksonville ..............Thursday: December 1I, January 8 Algonac .................... Friday: December 12, January 9 Houston .................... Monday: December 15, Januacy 12 7 6 New Orleans ............Tuesday: December 16, January 13 5 0 0 Mobile ......................Wednesday: Derember 17, January 14 Wilmington .............. Monday: December 22 1 1 0 400 227 72 San Francisco ...........Thursday: December 18, January 15 Tuesday; January 20* *Change due to Manin lulher King's birtMay Port New York Philadelphia Baltimore Norfolk Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Honolulu Houston St. Louis Piney I?oint Algonac Totals 14 2 2 3 8 8 15 12 16 0 4 9 5 9 12 12 0 0 2 1 5 4 Baltimore Norfolk Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Honolulu 12 l 5 7 4 6 8 10 2 1 4 5 0 2 1 1 I 1 1 0 3 6 0 0 0 119 107 29 196 81 25 1 8 13 1 5 5 5 11 J0 26 9 18 3 10 15 9 l 10 9 4 5 3 1 7 0 0 0 2 0 0 1 0 2 0 134 75 New York 6 Philadelphia 0 30 0 Totals 16 0 1 0 1 4 2 12 7 2 3 4 1 6 4 2 2 2 0 6 2 8 I 6 23 18 18 14 3 15 13 7 1 0 5 21 6 9 7 22 11 11 0 0 I 4 1 IO 2 30 188 147 o· 1 4 0 3 4 IO 1 4 1 9 0 5 27 2 4 8 8 14 23 57 16 48 7 16 18 18 1 3 14 2 10 10 13 6 7 2 7 8 0 6 0 0 0 0 0 16 104 37 8 51 256 107 13 2 11 47 0 2 I 1 15 3 17 6 24 21 40 6 7 4 10 23 27 7 37 3 0 18 ENTRY DEPARTMENT 16 0 1 1 0 0 0 3 0 15 12 3 6 2 14 14 22 l 6 3 3 0 6 4 5 4 8 4 4 3 7 2 11 16 11 0 3 24 13 0 69 8 2 6 1 25 0 0 0 Piney Point 0 Algonac 0 15 0 163 12 1 9 1 47 14 1 183 0 1 0 0 0 50 2 0 37 126 571 517 270 451 371 7 4 7 0 0 8 13 3 0 0 St Louis ...................Friday: December 19, January 16 0 Jersey City ............... Wednesday: December24, Januaiy 21 2 3 3 Duluth ......................Wednesday: December 17,Janl13I)' 14 New Bedford ............Tuesday: December 23, January 20 6 4 4 0 2 Personals 35 0 0 0 5 0 1 2 2 0 1 7 1 3 1 0 24 SEEKING INFORMATION ON HARRY W. PEACE David Bowers is searching for information about his father, Harry W. Peace, who worked as a merchant seaman out of New York City. Mr. Peace was born June 17, 1920 and died June 14, 1969. Mr. Bowers, who was very young when his father died, is hoping to find a photograph of his father or any information about him, including the location of other relatives. Anyone who can assist David Bowers may write him at 114 McClure Lane, Eugene, OR 97404. ROBERT W. RAGER Please contact your friend Stephanie Lock at (904) 762-3307. Secret Recipe Is Popular on Challenger 23 3 2 27 3 17 17 7 14 0 0 12 0 0 90 77 287 244 162 163 921 768 375 11 0 San Juan ...................Thursday: December 11, January 8 Honolulu ..................Friday: December 19, January 16 12 3 23 0 Tacoma ..................... Friday: December 26, January 23 2 2 2 2 0 0 0 0 0 0 0 0 0 0 0 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. November 1997 0 0 1 1 4 Totals All Departments 12 9 0 15 3 15 Totals 15 0 3 1 12 4 15 5 7 0 8 0 3 0 3 2 0 2 0 0 0 0 19 7 13 STEWARD DEPARTMENT 5 5 0 10 3 2 0 0 5 0 0 0 2 2 6 14 10 9 21 1 9 15 33 0 0 Port Baltimore Norfolk Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Honolulu Houston St. Louis 6 1 5 2 0 2 12 5 0 1 4 0 5 0 St. Louis Piney Point Algonac 7 2 10 3 2 5 2 2 7 1 7 0 2 1 0 Houston 2 7 7 7 10 9 6 7 9 5 6 11 16 3 Port New York Philadelphia ENGINE DEPARTMENT 7 5 0 3 0 I I 0 2 5 2 0 4 5 84 A popular supplement to the regular lunch and supper fare aboard the Sea-Land Challenger is Bosun Roy Williams' secret recipe for a highly seasoned dish consisting of beans, ham hocks, sausages, hot peppers and other vegetables. In photo above (sent to the Seafarers LOG by AB Jim Elbe), Williams prepares to serve AB Monty Grimes a bowl of the tasty mixture. Williams said he learned his secret recipe after 26 years of sailing on the East and West coasts. He also has collected recipes from many different cultures after his more than six trips around the world. Seafarers LOG 15 �Dispatchers' Report for Great Lakes Sealanlrs lnfetnaflonal Union Directory SEPTEMBER 16 ~OCTOBER 15, 1997 Michael Sacco President John Fay Executive Vice President CL - ~ ~ HEADQUARTERS 5201 Auth Way Camp Springs, MD 20746 (301) 899-0675 ALGONAC 520 St. Clair River Dr. Algonac, MI 48001 (810) 794-4988 Port Algonac Port Algonac Port Algonac Port Algonac 0 30 9 0 14 5 0 8 2 0 28 23 L-Lakes NP - Non Priority TOTAL SIDPPED All Groups Class CL Class L Class NP *TOTAL REGISTERED All Groups Class CL Class L Class NP David Reindel Secretary·Treasurer 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 Dean Corgey Vice President Gulf Coast Company/Lakes **REGISTERED ON BEACH All Groups Class CL Class L Class NP DECK DEPARTMENT 14 0 5 ENGINE DEPARTMENT 1 8 0 STEWARD DEPARTMENT 0 1 0 ENTRY DEPARTMENT 13 2 0 0 16 4 0 8 1 0 7 2 0 15 21 46 0 0 36 8 39 Totals All Depts 80 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. 28 ANCHORAGE 721 Sesame St., #IC Anchorage, AK 99503 (907) 561-4988 Dispatchers' Report for Inland Waters BALTIMORE SEPTEMBER 16 - 1216 E. Baltimore St Baltimore, MD 21202 (410) 327-4900 *TOTAL REGISTERED All Groups Class A Class B Class C DULUTH 705 Medical Arts Building Duluth, MN 55802 OCTOBER 15, 1997 TOTAL SHIPPED All Groups Class A Class B Class C **REGISTERED ON BEACH All Groups Class A Class B Class C (218)722-41 IO 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. Jer8ey 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 027 40 (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 (757) 622-1892 PIDLADELPHIA 2604 S. 4 SL Philadelphia, PA 19148 (215) 336-3818 PINEY POINT P.O. Box 75 Piney Point, MD 20674 (301) 994-0010 PORT EVERGLADF.S 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 161h Santurce, PR 00907 (787) 721-4033 ST.LOUIS 4581 Gravois Ave. SL Louis, MO 63116 (314) 752-6500 TACOMA 3411 South Union Ave. Tacoma, WA 98409 (253) 272-7774 WILMINGTON 510 N. Broad Ave. Wilmington, CA 90744 (310) 549-4000 16 Seafarers LOG 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 DECK DEPARTMENT 26 0 3 0 0 3 2 0 0 0 0 0 0 0 2 22 2 11 0 13 1 0 3 0 4 0 10 0 6 16 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 10 11 25 ENGINE 1 0 0 0 0 0 6 11 0 DEPARTMENT 0 0 3 0 0 0 6 2 9 STEWARD 0 0 0 3 3 0 5 0 0 1 43 8 0 2 0 19 2 1 1 0 0 6 7 0 0 7 0 0 DEPARTMENT 9 1 0 0 0 0 0 0 0 2 0 0 0 0 0 52 0 3 I 1 9 0 2 0 0 0 0 0 3 1 6 10 1 0 1 0 Totals All Depts 43 3 16 37 1 14 67 4 *"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. 26 PIC-FROM-THE-PAST This photograph, sent to the Seafarers LOG by Pensioner Horace A. Wiltshire of Norfolk, Va., was taken aboard the SS Venore, probably in the early 1950s. The crew signed on in Baltimore and made a trip through the Panama Canal. The 560-foot Venore was built at Bethlehem-Sparrows Point Shipyard in Maryland in 1945, was managed by Ore SS Corp. and flew the American flag from its home port of Wilmington, Del. Brother Wiltshire, pictured third from left, joined the SIU in 1946 in the port of Norfolk. He sailed as an AB in both the inland and deep sea divisions. The Virginia native had his deck depatment career inter· rupted by the Air Force from 1951 to 1955. He retired from the SIU in January 1990. Now 69, Brother Wilshire still enjoys the sea; now, however, he just watches it from his beachfront home in Norfolk. November 1997 �Welcome Ashore Each month, the Seafare rs 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. mong the 19 Seafarers joining the ranks of pensioners this month are three recertified stewards and two recertified bosuns. Representing more than 165 years of active union membership. Recertified Stewards Lucretia A. Anderson, Robert D. Bright, Darrell J. Touchstone and Recertified Bosuns Henry G. Bentz and Beverly E. Dunn graduated from the highest level of training in the steward and deck departments, respectively, at the Lundeberg School in Piney Point, Md. Including the five recertified graduates, 14 of those signing off sailed in the deep sea division. The remaining five worked on the inland waterways. Eleven of the retiring pensioners served in the U.S. militarynine in the Army and two in the Navy. On this page, the Seafarers LOG presents brief biographical accounts of the retiring Seafarers. A DEEP SEA LUCRETIA A.ANDERSON, 66, began sailing with the Marine Cooks & Stewards (MC&S) in =====-i 1968 from the port of Wilmington, Calif., before that union merged with the 's Atlantic, Gulf, Lakes and Inland Waters District (AGLIWD). Her first ship was the Monterey. A native of California, she attended the MC&S training school in Santa Rosa, Calif. Sister Anderson upgraded frequently at the Lundeberg School in Piney Point, Md. and graduated from the steward recertification program there in 1991. Prior to her retirement, she signed off the R.J. Pfeiffer, operated by Matson Navigation Co. Sister Anderson calls San Francisco home. HENRYG. BENTZ, 62, first sailed with the Seafarers in 1953 from the port of New York on the Edith, an A.H. Bull Steamship Co. vessel. Born in Pennsylvania, he sailed in the deck department and upgraded at the Lundeberg School, where he completed the bosun recertification program in 1991. During his sailing career, he was active in union organizing drives and beefs. From 1955 to 1957, he served in the U.S. Army. Prior to his retirement, he signed off the LNG Virgo, operated by Energy Transportation Corp. Brother Bentz lives in Laurel, Md. CARAMELO BONAFONT, 59, graduated from the Andrew Furuseth Training School in 1961 and = = = joined the Seafarers in the port of New York. His first ship was the Alcoa November 1997 Pegasus. Born in Puerto Rico, Brother Bonafont sailed in the engine department and upgraded frequently at the Lundeberg School. During his sailing career, he was active in union organizing drives and strikes. From 1956 to 1958, he served in the U.S. Army. Brother Bonafont has retired to Yabucoa, P.R. ROBERT D. BRIGHT, 63, started his career with the Seafarers in 1959 in the port of New York aboard the John B. Waterman. A native of Virginia, he sailed in the steward department and upgraded frequently at the Lundeberg School, where he graduated from the steward recertification program in 1981. From 1956 to 1958, he served in the U.S. Army. Prior to his retirement, he signed off the Cape Ray, an OMI Corp. vessel. Brother Bright calls Norfolk, Va. home. BEVERLYE. ,----------~ DUNN, 65, began sailing with the SIU in 1950 from the port of Mobile, Ala. abo~rrd the Alcoa Pointer. He sailed in the deck department and upgraded at the Lundeberg Schcol, where he completed the bosun recertification course in 1974. The Alabama native served in the U.S. Army from 1953 to 1955. Brother Dunn last sailed in 1978 aboard the Golden Endeavor, operated by Westchester Marine Shipping Co. He makes his home in Eight Mile, Ala. KARLH. HANSON, 65, started his career with the Seafarers in 1954 from the port of San Francisco. The ===-.....i California native sailed as a member of the engine department. From 1955 to 1957, he served in the U.S. Navy. Prior to retiring to Reno, Nev., Brother Hanson signed off the Sea-Land Navigator. CHARLES A HENLEY, 55, graduated from the Andrew Furuseth Training School in 1963 and joined the SIU in the port of New Orleans. Born in Alabama, he sailed in the engine department and upgraded at the Lundeb.erg School. Prior to his retirement, he signed off on the Sea-Land Spirit. From 1959 to 1962, he served in the U.S. Army. Brother Henley makes his home in Andalusia, Ala. Locksley, operated by Moore McCormack Lines. Born in Canada, he sailed in the engine department. From 1960 to 1964, he served in the U.S. Navy. He last saile,d in 1978 aboard the Walter Rice, a Reynolds Metals Co. vessel. Brother Hireen has retired to Vancouver, British Columbia, Canada. ROTTRIA F. LACY SR., 56, graduated from the Andrew Furuseth Training School in 1965 and joined the Seafarers in the port of New York. A native of Alabama, he sailed as a member of the steward department. Brother Lacy last sailed in 1996 aboard the Mayaguez, operated by NPR, Inc. Brother Lacy calls Prichard, Ala. home. CHARLES LaSCOLA, 65, graduated from the Andrew Furuseth Training School in 1963 and joined the SIU in the port of New Orleans. His first ship was the Venore. Born in Illinois, he sailed as a member of the steward department. From 1950 to 1953, he served in the U.S. Army. Brother LaScola last sailed in 1994 aboard the Overseas Vivian. He makes his home in Houston. PORFIRIO L. SAMBULA, 66, first sailed with the Seafarers in 1970 from the port of New York aboard the Steel Flyer, operated by Isthmian Lines. A native of New York, he sailed in the deck department and upgraded at the Lundeberg School. Brother Sambula last signed off the Galveston Bay, a Sea-Land Service vessel. He has retired to Brooklyn, N.Y. DARRELL J. TOUCHSTONE, 38, graduated from the Lundeberg School's entry level training program in 1977 and joined the SIU in the port of Piney Point, Md. His first _ _ _ ____.ship was the Columbia. Born in Florida, he sailed in the steward department and frequently upgraded at the Lundeberg School, where he completed the steward recertification course in 1991. He signed off the Cape Trinity as his latest ship. Brother Touchstone makes his home in Pensacola, Fla. ARMANDO VIDAL, 59, began sailing with the Seafarers in 1969 from the port of New York aboard the Steel Seafarer, operated by Isthmian Lines. A native of New York, he sailed in the engine department and upgraded at the Lundeberg School. Brother Vidal last sailed aboard vessels operated by NPR, Inc. He has retired to the Bronx, N.Y. CARLOSR. ZAPATA, 66, started his career with the SIU in 1965 in the port of New Orleans. Born in Honduras, he worked in the deck department, last sailing in 1985 aboard the Ogden Hudson. Brother Zapata makes his home in Metairie, La. INLAND ROYB. FATHEREE, 62, began sailing with the Seafarers in 1969 from the port of New Orleans. The Louisiana native worked in the engine department, last sailing as chief engineer on vessels operated by Dixie Carriers. From 1951 to 1953, he served in the U.S. Army. Boatman Fatheree calls Monroe, La. home. .-----:=:=----...., WILLIAM F. GILLIKEN, 62, joined the SIU in 1957 in the port of Philadelphia. A native of North Carolina, he last sailed in 1984 as a tugboat captain on vessels operated by Interstate Oil Co. From 1959 to 1961, he serve,d in the U.S. Army. Boatman Gilliken makes his home in Harkers Island, N.C. PRESTOND. MILLER, 62, began his career with the Seafarers in 1963. From that year until 1977, Boatman Miller worked primarily for Radcliff Materials. He has retired to Saraland, Ala. WILLIAM R. STEVENS, 62, started his career with the SIU in 1962. A native of Mississippi, he worked in the deck department, last sailing on vessels operated by Martin Marietta. Boatman Stevens makes his home in Franklin, LA. JAMES A. WILKINS, 62, began sailing with the Seafarers in 1951. A native of North Carolina, he worked as a tugboat captain. Boatman Wilkins last sailed in 1990 aboard the Vigilant, operated by Interstate Oil Co. From 1954 to 1957, he served in the U.S. Army. He has retired to Belhaven, N.C. MC&S Retirees Rekindle Friendships ----~BERNARD ""--..:=-"--"==-o....:=:w R. HIREEN, 65, first sailed with the Seafarers in 1964 from the port of Seattle aboard the Robin Terrific weather, delicious food and cheerful conversation combined to make the 1997 annual Marine Cooks & Stewards (MC&S) picnic a great success. This year's event took place Sunday, September 7 in ~an Bruno (Calif.) Park, just south of San Francisco. Approximately 100 MC&S retirees and their families-many from out of state-attended the picnic, organized by Chuck Martin and Virginia Martin. They pl~y7d ho~seshoes and other games, exchanged old photos and shot new ones, and enjoyed the pot-luck cuisine. Pictured above are some of those who attended. Seafarers LOG 17 �Final Departures DEEP SEA PIDLIP BATALIA Pensioner Philip Batalia, 92, passed away September 8. Born in the Philippines, he began sailing with the Seafarers in 1961 ===----' from the port of Seattle aboard the Calmar. Brother Batalia sailed as a member of the steward department. He was a veteran of World War II, having served in the U.S. Army from 1942 to 1943. A resident of Seattle, he began receiving his pension in July 1982. ENRIQUE V. CONNOR Pensioner Enrique V. Connor, 77, died October 11. Brother Connor joined the SIU in 1962 in the port of New York. Born in the Philippines, he sailed in the steward department. He made his home in San Francisco and retired in October 1986. L......;~_4C,.,__ ___J EUGENE W. GRAVES Pensioner EugeneW. Graves, 73, died September 20. A native of Maryland, he started sailing with the Seafarers in 1951 from the port of Baltimore. Brother Graves sailed as a member of the steward department. He was a veteran of World War II, having served in the U.S. Army from 1943 to 1945. A resident of Charlotte Hall, Md., he retired in March 1987. JACK 0. HAMBELTON Pensioner Jack FREDRICK D. CONRADI Pensioner Fredrick D. Conradi, 83, passed away September 22. A native of Texas, he joined the Marine Cooks & Stewards (MC&S) in 1952 in the port of Seattle, before that union merged with the SIU's Atlantic, Gulf, Lakes and Inland Waters District (AGLIWD). Prior to his retirement in October 1975, he sailed as a chief steward. Brother Conradi was a resident of Long Beach, Calif. CLEO COPELAND Pensioner Cleo Copeland, 82, died September 4. He started his career with the Seafarers in 1951 in the port of New York. A native of Georgia, he sailed in the engine department. The World War II veteran served in the U.S. Navy from 1942 to 1945. Brother Copeland was a resident of Pembroke, Ga. He began receiving his pension in July 1980. KEITH D. CRAIGG Keith D. Craigg, 66, passed away August 6. Born in Barbados, he started his career with the SIU in 1977 in the port of New York. His first ship was the Warrior, operated by Sea-Land Service. Brother Craigg sailed in the engine department and upgraded frequently at the Lundeberg School in Piney Point, Md. He was a resident of New York City. ALEKSANDER CZERWINSKI Pensioner Aleksander Czerwinski, 83, died September 21. Brother Czerwinski joined the Seafarers in 1946 in the port of L----..2!liiG~---l New York. Born in Poland, he sailed in the engine department and upgraded his skills at the Lundeberg School. The Albany, N.Y. resident retired in July 1978. 0. Hambelton, 64, passed away August 21. Born in California, he graduated from the MC&S training school in 1966 and joined the MC&S in Santa Rosa, Calif., before that union merged with the SIU's AGLIWD. Brother Hambelton sailed primarily aboard vessels operated by American President Lines. A resident of Kingsburg, Calif., he started receiving his pension in July 1989. KENNETH D. JONES Kenneth D. Jones, 40, died August 31. He joined the Seafarers. in 1987 in the port of New York. Brother . Jones sailed in the steward department and upgraded at the Lundeberg School, where he graduated from the steward recertification course in 1992. The Florida native was a resident of Jacksonville, Aa. EDDIE KASSA Pensioner Eddie Kassa, 84, passed away August 23. Brother Kassa joined the MC&S in 1969 in the port of San ~=------' Francisco, before that union merged with the SIU's AGLIWD. He retired to his native Philippines in December 1985. HENRY W. KOON Pensioner Henry W. Koon, 88, died July 22. Born in Hong Kong, he joined the MC&S in 1948 in the port of San Francisco, - -""""'"""""-..L-J_.., before that union merged with the SIU's AGLIWD. A resident of San Francisco, Brother Koon began receiving his pension in March 1977. WALTER LEMMON 18 Seafarers LOG Pensioner Walter Lemmon, 80, passed away August 8. A Louisiana native, he began sailing with the Seafarers in 1964 from the = = = port of San * ANTON M. EVENSEN Pensioner Anton M. Evensen, 91, passed away September 23. He began his SIU career in 1941 in the port of New Orleans. Born in Norway, he sailed in the deck department. Brother Evensen was a resident of New Orleans and began receiving his pension in December 1967. .. Francisco. His first ship was the Keva Ideal. Brother Lemmon upgraded frequently at the Lundeberg School and last sailed as a chief cook. The former resident of San Francisco retired in July 1982. SALVADOR LOZADA Pensioner Salvador Lozada, 93, died August 21. He joined the MC&S in 1935 in the port of San Francisco, before that union merged with the SIU's AGLIWD. Born in the Philippines, he was a resident of San Francisco and retired in November 1973. JAMES C. NORTHCUTT Pensioner James C. Northcutt, 70, passed away August 7. Brother Northcutt began sailing with the Seafarers in 1960 from the port of San Francisco aboard the City of Alma, a Waterman Steamship Corp. vessel. The Tennessee native sailed in the deck department and upgraded at the Lundeberg School, where he graduated from the bosun recertification program in 1975. From 1944 to 1945, he served in the U.S. Navy. A resident of Savannah, Tenn., Brother Northcutt began receiving his pension in August 1989. union merged with the SIU's AGLlWD. Brother Russell was a resident of Farmersville, Texas and retired in June 1975. PATRICK J. SANTORO Pensioner Patrick J. Santoro, 93, passed away September 9. He began sailing with the Seafarers in 1952 from his "-"'""'----~-=-_......._,native New York. Brother Santoro sailed in the deck department and was active in union organizing drives and beefs. A resident of Pompano Beach, Aa., he began receiving his pension in August 1970. EARL R. SMITH Pensioner Earl R. Smith, 74, died September 28. Brother Smith joined the SIU in the port of Tampa, Aa. in 1941. The Florida native worked in the deck department. During his sailing career, he was active in union organizing drives and beefs. Brother Smith retired in June 1984 and made his home in Jacksonville, Fla. RAYMOND M. NUGENT DEAN STEINMETZ Pensioner Raymond M. Nugent, 74, died August 31. Born in Ohio, he joined the SIU in 1967 in the port of New York. He sailed in the engine department and frequently upgraded at the Lundeberg School. A resident of Las Vegas, Brother Nugent retired in April 1988. Dean Steinmetz, 67, passed away July 31. A native of Kansas, he sailed with the Seafarers from 1990 to 1992 as a nurse and storekeeper. From 1947 to 1967, he served in the U.S. Navy. Brother Steinmetz was a resident of Hudson, Fla. OLLIE PURDY Pensioner Ollie • Purdy, 75, passed away September 24. A native of Virginia, he started his career with the Seafarers in 1956 in the port of Norfolk, Va. Brother Purdy sailed in the deck department. From 1944 to 1946, he served in the U.S. Army. A resident of Trinity, Texas, Brother Purdy began receiving his pension in October 1987. ANTON D. RATKOVICH Pensioner Anton D. Ratkovich, 78, died August 28. He joined the SIU in 1962 in the port of San Francisco. Born in Yugoslavia, he sailed in the engine department and upgraded at the Lundeberg School. During his SIU career, he was active in union organizing drives and strikes. Brother Ratkovich was a resident of New York City. He retired in November 1985. ANTHONY RODRIGUEZ Pensioner Anthony Rodriguez, 77, passed away August 21. Brother Rodriguez began sailing with the Seafarers in 1953 from the port of Lake Charles, La. During his seafaring career, the Louisiana native sailed in all three departments deck, engine and steward-and attended an educational conference at the Lundeberg School in 1970. A resident of Arabi, La., Brother Rodriguez started receiving his pension in September 1982. LEON RUSSELL Pensioner Leon Russell. 73, died August 23. Born in Texas, he started his career with the MC&S in 1951 in the port of San Francisco, before that INLAND ALLEN BRUNET Pensioner Allen Brunet, 58, passed away October 2. He ~ graduated from the Andrew Furuseth Training School in 1965 and -...l~......air.a:.._....__ _, joined the Seafarers in the port of New Orleans. His first ship was the Alcoa Master. A native of Louisiana, Brother Brunet started out in the deep sea division and later transferred to inland vessels. He sailed in the engine department and upgraded at the Lundeberg School. From 1959 to 1963, he served in the U.S. Navy. A resident of Ville Platte, La., Boatman Brunet began receiving his pension in July 1997. WILLIAM H. DAVIS Pensioner William H. Davis, 84, died July 31. A native of North Carolina, he started his career with the SIU in 1956 in L L C . . - ' = " " ' - ' - - - - - - l the port of Baltimore. He sailed in the engine department as a chief engineer. Boatman Davis retired in July 1983 and was a resident of Elkridge, Md. GREAT LAKES HOWARD J. BASLEY Pensioner HOUSTON R. WHITE Pensioner Houston R. White, 69, died October 2. Born in Florida, he started his career with the SIU in 1959 in the port of New ~--""",L,J York. He sailed as a member of the deck department. Brother White began receiving his pension in July 1988. He was a resident of Crescent City, Aa. HAROLD T. WRIGHT Pensioner Harold T. Wright, 67, passed away August 6. He began sailing with the Seafarers in 1968 from the port of ~~-_J Tampa, Fla. Born in Ohio, Brother Wright sailed in the deck department. From 1950 to 1954, he served in the U.S. Navy. A resident of Tampa, Brother Wright retired in June 1995. HON PING YEE Pensioner Hon Ping Yee, 90, died August 8. Brother Yee joined the MC&S in 1954, before that union merged with the SIU's AGLIWD. Born in Hawaii, he was a resident of Honolulu and began receiving his pension in March 1973. Hu~ar.g.+r----t---~ L-----~~~.....J Basley, 75, passed away October 3. The Wisconsin native joined the Seafarers in 1962 in the port of Duluth, Minn. He sailed as a member o~fJ;th!.!!e~.1¥11~---i partment. Brother asley made his home in Superior, Wis. and began receiving his pension in July 1987. MAXB.TOBIN Pensioner Max B. Tobin, 77, died August 30. Born in Michigan, he joined the SIU in 1961 . in the port of Detroit. During ~ his seafaring · career, he sailed as a tug lineman, oiler, fireman and deckhand. A resident of Southgate, Mich., he retired in July 1982. ARANTIC FISHERMEN JOSEPH P. SANTOS Pensioner Joseph P. Santos, 94, passed away July 20. Born in Portugal, he joined the Atlantic Fishermen's Union in 1944 in the port of Gloucester, Mass., before it merged with the AGLIWD in 1981. He sailed as a member of the deck department. Brother Santos was a resident of Palm Beach Gardens, Fla. and began receiving his pension in October 1968. RAILROAD MARINE MINGW.YING DONALD H. MESZAROS Pensioner Ming W. Ying, 89, passed away September 11. He joined the Seafarers in 1955 in the port of San Francisco. The China native sailed in the deck department and became a U.S. citizen in 1965. Brother Ying was a resident of San Francisco and retired in April 1982. Pensioner Donald H. Meszaros, 71, passed away August 20. A native of Michigan, he began sailing with the Seafarers in 1948. He primarily worked as a chef aboard car ferries operated by Ann Arbor Railroad Co. Brother Meszaros was a resident of Beulah, Mich. He retired in June 1991. .___ _ _..;;;___ __J November 1997 �Digest of Shipboard Union Meetings The Seafarers LOG attempts to print a1 many digests of union shipboard · · minutes as possible. On occasion, because of space /imitations, 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 Seatare/S LOG tor publication. HM/ ASTRACHEM (IUM}, August 31-Chairman Spencer Lyle, Secretary Luis Escobar, Deck Delegate William Brinson, Engine Delegate Guadalupe Garza. Chairman announced payoff upon arrival in port of Freeport, Texas. Secretary welcomed new SIU apprentices aboard and commended them on their excellent work and enthusiasm. No beefs or disputed OT reported. Crew thanked Chief Steward Escobar and galley gang for gourmet meals and deck department for job well done. LNG GEMINI (ETC), August 31 -Chairman Ramli Mohamed, Secretary Kris Hopkins, Educational Director Muharam Rusin, Deck Delegate John Lafavour, Engine Delegate Marcos Hill, Steward Delegate Patricia Ballance. Crewmembers discussed moving gym equipment into basketball court. Steward reminded crew to take care of new couches in crew lounge. Educational director urged members to upgrade at Lundeberg School and apply for training record books (TRBs). neasurer announced $240 in ship's fund and discussed purchasing small refrigerators for crewmembers' quarters. Crew asked contracts department for clarification of shipboard sanitary duties. Steward reminded departing crewmembers to clean rooms, replace linens and tum in keys. Entire crew thanked steward department for fine meals. Next ports: Tobata, Japan; Bontang, Indonesia; Nagoya. Japan. MAERSK CONSTELLATION (Maersk Lines), August 29Chairman Terry Hilton, Secretary Khamis Mageed, Educational Director Leonard Strong. Bosun thanked crew for safe trip and reported payoff in port of Concord, Calif. He asked members to have rooms clean and ready for next occupant. Chairman noted expansion of Maersk fleet and creation of additional SIU jobs. Secretary thanked galley gang for job well done. Educational director urged members to check Paul Hall Center's schedule of courses and upgrade whenever possible. Treasurer announced $350 in ship's fund. No beefs or disputed OT reported. Crew asked contracts department to clarify hazardous cargo pay. Crew also requested a new refrigerator for crew mess hall. OM/ COLUMBIA (OMI), August 22-Chairman Greg Hamilton, Secretary Dana Zuls, Educational Director William Behan, Deck Delegate Paul Sbriglio, Steward Delegate Donald Dwyer. Chairman asked crew to ti II out repair list, return all movies and keep noise down. He further advised members smoking is not permitted during union meetings. Secretary asked contracts department to clarify situation regarding pay. Educational director urged crewmembers to return to Piney Point as often as possible to upgrade. No beefs or disputed OT November 1997 reported. Chairman reminded members smoking is not permitted anywhere on deck. Crew requested cleaner for new VCR. Members also noted two crewmembers are without refrigerators and one cabin needs new lock installed. Deck department asked for paper towels. Next port: El Segundo. PFC JAMES ANDERSON (Maersk Lines), August 24Chairman George Jordanides, Secretary Michael Watts, Educational Director Larry Cochrane, Deck Delegate Thomas Keenan, Engine Delegate Keith Neathery, Steward Delegate Duane Washington. Chairman and crew extended special vote of thanks to Chief Steward Watts, Chief Cook Roger Mosley, Assistant Cook Washington, and SAs Tofiq Kennedy, Robby Lapy and Ali Nasser for wonderful shipboard barbecue held on Paul Hall Day. Steward thanked entire crew for helping keep vessel clean. Educational director stressed importance of upgrading at Piney Point. No beefs or disputed OT reported. Next ports: Male, Maldives and Diego Garcia. SEA-LAND CHALLENGER (Sea-Land Service), August 31Chairman ·c , Secret Donna J. Clemons, Educational Director Brian Connell, Deck Delegate Frank Cammuso, Engine Delegate Ramona Gayton, Steward Delegate Mario Frime. Chairman announced estimated time of arrival in port of Oakland, Calif. Educational director discussed importance of crew attending Lundeberg School's tanker operation and safety course. No beefs or disputed OT reported. Bosun thanked steward department for good meals and special birthday cakes. SEA-LAND DEFENDER (SeaLand Service}, August 24Chairman William Dean, Secretary Roger Linasan, Educational Director Baldev Singh, Deck Delegate Manolo Delos Santos, Engine Delegate George Phillips. Steward Delegate Jessie James. Chairman stressed importance of all members obtaining a training record book (TRB) from the union. Secretary thanked crew for helping keep ship clean. Educational director advised members to upgrade at Paul Hall Center. No beefs or disputed OT reported. Crew gave "thanks and compliments" to galley gang for job well done. Next ports: Long Beach and Oakland, Calif.; Dutch Harbor, Alaska; and Yokohama, Japan. SEA-LAND DISCOVERY (SeaLand Service), August 24-Chairman Rudy Santos, Secretary Vainu'u Sili, Educational Director Douglas Greiner, Deck Delegate Ron Sagadraca, Steward Delegate Efren Ancheta. Chairman reminded crew to work with safety in mind while at sea. Secretary reported smooth sailing. Educational director encouraged members to upgrade at Lundeberg School. Treasurer announced $145 in ship's fund. No beefs or disputed OT reported. SEA-LAND INTEGRITY (SeaLand Service), August 31-Chairman William Marsh, Secretary Stephanie Sizemore, Educational Director Dennis Baker, Deck Delegate Mark Holman, Engine Delegate Gregory Johns. Chairman reported new chairs for crew lounge have been ordered. He announced payoff upon arrival in port of Jacksonville, Fla. Secretary reminded crew of new shipboard garbage disposal program. He asked crewmembers to return plates and silverware to galley. Educational director noted new movies will be purchased in port of Houston. He stressed importance of all members applying for training record books (fRBs). Engine delegate reported disputed OT. No beefs or disputed OT reported by deck or steward delegates. Bosun thanked galley gang for fine meals. Next port: Houston. new washing machine received in port of Corpus Christi, Texas. Bosun extended wishes for pleasant voyage to crew remaining on vessel and wishes for a happy visit to shore for those signing off. He gave special vote of thanks to Chief Steward Hays and steward department for making vessel "a great feeder." No beefs or disputed ITT reported. Bosun requested special hand cleaner for crewmembers. ember 15-Chairman Greg Hamilton, Secretary Dana Zuls, Educational Director William Behan, Deck Delegate Paul Sbriglio, Steward Delegate Donald Dwyer. Chairman noted response had not been received from contracts department concerning question about pay. He asked crew to identify themselves when adding items to repair list. Bosun reminded members to latch watertight doors when closing Stars and Stripes Adorn the Curtiss SULFUR ENTERPRISE (Sulpher Carriers), August 31Chairman Marvin Zimbro, Secretary Nee Tran, Educational Director Charlie Clausen, Deck Delegate Solomon Shields, Steward Delegate Rice Pham. Chairman advised crew that ship going into shipyard around September 20. He urged members to apply for training record books (TRBs} and upgrade at Piney Point. No beefs or disputed OT reported. Steward reminded members to clean rooms and change linens before signing off vessel. DUCHESS (Ocean Duchess, Inc.), September 15-Chairman Robert Eugene Allen, Secretary Tyler Laffitte, Educational Director Byron Elliott, Deck Delegate Vincent Damelia, Engine Delegate Michael Brennan, Steward Delegate Mariano Norales. Educational director advised members to apply for training record books (fRBs). No beefs or disputed OT reported. Crew requested relief crew in port and asked contracts department to look into reducing seatime to file for vacation. Crew thanked steward department for job well done. GUAYAMA (NPR, Inc.), September 21-Chairman Gerald R. Kidd, Secretary Richard Hicks, Educational Director Ronald Smith, Deck Delegate Tan Joon. Chairman reported payoff upon arrival in port of Jacksonville, Fla. No beefs or disputed OT reported. Crew noted letter from SIU Vice President Contracts Augie Tellez received and posted. Entire crew thanked galley gang and deck department for jobs well done. Steward thanked crewmembers for putting all plastic garbage in designated receptacle. LEADER (Kirby Tankships), September 28-Secretary Pablo Alvarez, Educational Director Larry Phillips. Secretary noted payoff in next port and advised members to upgrade at Piney Point. Educational director also stressed importance of upgrading; Lundeberg School course schedule is found monthly in Seafarers LOG. No beefs or disputed OT reported. Crew thanked galley gang for job well done. LIBERTY SEA (Liberty Maritime), September 21Chairman R. Wilson, Secretary Catherine Hays, Deck Delegate Paul Wade, Engine Delegate John Parkhurst, Steward Delegate Pedro Mena. Chairman reported Following helicopter operation exercises off the coast of California, the USNS Curtiss sailed into Port Hueneme July 2 for a union meeting and payoff. Representing the AMSEA vessel's "phenomenal steward department" (according to AB Bruce Hosmer), are (from left) SAs Carol A. Lyon, Aloa Agostino and Mary Lou Lopez, who are all ready for a sparkling Fourth of July. LIBERTY WAVE (Liberty Maritime}, September 14Chairman Neil Matthey, Secretary Frederick Washington Sr., Educational Director Walter Chancey. Chairman announced payoff upon arrival in port on September 17 and noted ship scheduled to depart on voyage to Russia. Secretary reminded crewmembers signing off to clean room and tum in keys prior to departure. Educational director urged members to upgrade at Paul Hall Center. No beefs or disputed ar reported. Bosun and crew discussed talking to captain about obtaining new washer and dryer for crew laundry. MAERSK CONSTELLATION (Maersk Lines}, September 11Chairman Mo Ahmed, Secretary Hugh Wilderemuth, Deck Delegate Frank Cottongin, Engine Delegate Edward Mancke, Steward Delegate Kathleen Lanahan. No beefs or disputed ITT reported. Crewmembers noted ship's antenna has not been replaced or repaired despite three separate requests. Steward asked crewmembers to please clean lint filter on dryer and keep recreation room tidy. Bosun noted crew is still waiting for news on relief in port of Long Beach, Calif. NUEVO SAN JUAN (NPR, Inc.), September 7-Chairman William Card, Secretary Ed Haber, Educational Director T. Prisco, Deck Delegate Jim Sanders, Steward Delegate Antonio Colon. Chairman announced payoff upon arrival in port of Jacksonville, Fla. Educational director stressed importance of upgrading at Lundeberg School. No beefs or disputed OT reported. Crew asked contracts department for clarification of rest periods in port and on weekends. OM/ COLUMBIA (OMI), Sept- them and put away all tools after using them. Secretary and educational director discussed importance of upgrading at Lundeberg School. No beefs or disputed reported. Chairman advised crew to wear safety equipment when working. Entire crew thanked steward department for excellent food. Next port: El Segundo, Calif. ar OVERSEAS ARCTIC (Maritime Overseas), September 25-Chairman Roger Reinke, Secretary John Rapoza, Educational Director Edward Self, Deck Delegate William Burke, Engine Delegate Herman Bergeron Jr., Steward Delegate Antonio Pizzuto. Bosun advised crew to be aware of upper deck sandblasting and painting. Chairman encouraged members to have training record books (TRBs) before year's end. He also urged members to upgrade skills at Piney Point. Educational director added that crewmembers must renew their firefighting endorsement every five years. Bosun informed crew of repair list being circulated and reminded them to give captain 48 hours notice if they do not want a cash payoff. No beefs or disputreported. Crew asked for ed new mattresses and lounge furniture. A vote of thanks was given to the steward department for great meals. Next port: Drift River, Alaska. ar SAM HOUSTON (Waterman Steamship), September 14-Chairman Bobby Riddick, Secretary Roderick Bright, Educational Director Emmett Neathery. Deck delegate reported beef. No beefs or disputed reported by engine or steward delegates. Crewmembers extended wishes for happy and healthy retirement to AB James Radaire and noted it was "good sailing with a great man." Crew thanked steward department for job well done. ar Seafarers LOG 19 �Maritime Briefs Sea-Land Challenger Fuels 'Volcano' Port of New York and New Jersey Awarded Federal Funding for Dredging Project Congress recently authorized nearly $1 million in federal funding for the dredging of the port of New York/New Jersey. The long-awaited project to deepen the port's shipping channels from 40 to 45 feet is slated to begin next fall. The plan to unclog the port's main channel, the Kill van Kull, to its container berths will be done in phases and is expected to take six or seven years. While President Clinton has yet to sign the legislation, White House officials say the president is committed to helping the port. The funding is part of a $60 million package awarded to the port of New York/New Jersey for a variety of projects defined in the recently passed energy and water appropriations bill. According to officials, the port of New York/New Jersey has lost nearly 10 percent of its container cargo in recent years because the clogged and shallow channels have forced large vessels to offload cargo before sailing to their respective berths. SIU-contracted companies such as Maersk Lines, Sea-Land Service and NPR, Inc., as well as numerous Seafarers-crewed tankers, regularly call on the port of New York/New Jersey. Runaway-flag Tanker Involved in Worst Oil Spill in Singapore's History A collision between two giant tankers in the Singapore Strait last month resulted in an oil spill of 25,000 tons (174.5 million barrels)the worst pollution accident in Singapore's history. The incident occurred at approximately 9 p.m. on October 15 when the Greek-owned, Cyprus-flagged Evoikos and the Thailand-flag Orapin Global slammed into one another about three miles outside Singapore's port limits. According to a report issued by the Singapore Maritime and Port Authority, Singapore port supervisors warned the captain of each vessel of the impending disaster for 13 minutes before the collision occurred. Press reports state that the runaway-flag Evoikos was carrying 840,000 barrels of bunker from the Middle East to Singapore when it hit the Orapin Global, which was in ballast and leaving the port limits. The accident left a hole in the port side of the Evoikos, causing the oil to flood out. The master of the Orapin Global was charged with navigating the vessel in a reckless manner and failing to take the proper action to avoid the accident. He faces six months in jail, a $630 fine or both, if convicted. A trial date has not been set. The first warning was issued to the Orapin Global at 8:41 p.m. The captain acknowledged the warning and crossed lanes. However, he returned the tanker to its original course after passing a nearby vessel. Press reports state the second set of warnings to the master of the Orapin Global was issued at 8:46 p.m., and at 8:48 p.m. he was informed of the imminent collision and urged to "navigate with caution." The tankers crashed at 8:54 p.m. According to the International Association of Independent Tanker Owners (lntertanko ), the warnings may not have allowed enough time for the vessels to avoid the collision since they were approaching one another at about 20 knots. The agency noted that it takes between 2.5 and three miles, or 15 minutes, to stop a very large empty tanker. It would take just under two miles, or 10 minutes, to stop a loaded 150,000-ton tanker, added Intertanko. (At the time of the collision, the Evoikos was 140,210 deadweight tons and the Orapin Global was 268,450 deadweight tons.) The cleanup of the 25,000 tons of crude oil in the Singapore is still under way. However, officials report that some of the oil has leaked into Malaysian and Indonesian waters. The Singapore spill is being compared to the Exxon Valdez, which dumped 35,000 tons of crude oil into Alaskan waters in 1989. #r_, . ~: "',. "° ~ K.~ On August 4, 1997, the sailing vessel Volcano called the Sea-Land Challenger on the VHF radio requesting assistance. Crewed by nine women from Orange Coast College in Newport Beach, Calif., the sailboat was bound for Santa Barbara, Calif. but had been rendered becalmed and was running low on fuel. Paul Skoropowski, captain of the Sea-Land Challenger, agreed to give the Volcano the needed fuel. The SIU-crewed vessel decreased its speed and set an intercept course for the distressed vessel. Once the Sea-Land Service ship came near the Volcano, it dropped to 15 rpm and the sailboat ran alongside at the same speed. The chief mate passed a hose line over the side to allow the Volcanos fuel tank to be filled by the students (in photo above), and the Sea-Land Challenger resumed its original course and speed. Union Continues Issuing TRBs to Seafarers All Seafarers who have not applied for a training record book (TRB) are encouraged to do so as soon as possible. Jointly developed by the union and the Paul Hall Center for Maritime Training and Education, the TRB is accepted by the U.S. Coast Guard. It was designed primarily to help standardize proof of documentation for port state control under both the International Safety Management Code (ISM) and the International Convention on Standards of Training, Certification and Watchkeeping for mariners (STCW), including the 1995 amendments to that convention. It contains sections for listing a mariner's training as well as his or her demonstrations of various shipboard competencies. Original TRBs will be issued at no charge, although Seafarers applying for the booklets must send two color, passport-size photos with their applications. (There will be a $25 charge for replacement books if lost.) TRBs will be distributed by the Paul Hall Center to whichever port is designated by an individual Seafarer as his or her home port. Members will sign a receip m tea ng received the booklet. The information entered by individuals into the book will be supported and verified by a database maintained at the training facility. Although there is not yet a fixed date by which SIU members must carry a TRB in order to sign on a ship, the school hopes to equip every Seafarers with a TRB by the end of th , rs are. urged to apply for the books as soon as possible. In addition to the form below, applications also are available at all SIU halls. r-------------------------------------, Training Record Book Application First Last SSN _ _ _ _ _ _ _ _ _ _ _ __ Date of B i r t h - - - - - - - - - - - Home Phone Number _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Address------------------------------~ Street City Height (inches) _ __ Zip Code State Weight _ __ Hair Color _ _ __ D Yes D No Have you ever attended any SHLSS Upgrading Courses? D Yes D No Are you a graduate of the SHLSS entry level program? LOG-A-RHYTHM Book Number _ _ __ Home Port _ _ _ _ _ _ __ Eye Color _ __ Department (where you want book sent to) You changed things around for some good, it seems, and those fancy desserts helped stretch our our jeans. You fattened us up, now you 're going away, and we have to deal with loud little Ray. We wish you the best, along your way, and hope to be shipmates again someday. [This poem was written by the SUP deck gang aboard the Mokihana (Matson Line) in tribute to Chief Steward Carol A. Grycko's cooking.] 20 Seafarers LOG Along with your completed application, please send the following information: 1. Copy of USMMD (Z-card) front and back 2. Two (2) passport size photos 3. Copy of your STCW certificate (if applicable) 4. Copy of your SHLSS school card (if applicable) 5. Proof of any training received other than at SH LSS (certificates, cards, DD-214, etc.) (if applicable) . Signature:------------------ Date _ _ _ _ _ _ _ _ __ Send application to: SHLSS - ADMISSIONS Attn: TRB P.O. Box 75 Piney Point, MD 20674 - - . or give completed application to port agent If the above application is not filled out completely and the requested information sent, the application will be considered invalid and void. This blank form may be copied. L-------------------------------------~ November 1997 �Letters to the Editor (Editor's Note: the Seafarers LOG reserves the right to edit letters for grammar as well as space provisions without changing the writer's intent. The LOG welcomes letters from members, pensioners and their families and will publish them on a timely basis.) Memories of SIU Life Remain with Cousins I read about the many wonderful things that are happening in our union in the September issue of the Seafarers LOG. As a retiree, I am glad to be a part of it, having waited 43 years for my honorable discharge as a result of my work during World War II aboard vessels. As an oldtimer, I can relate to brothers Angus Campbell and Ed Mooney, whose pictures I saw as guests to the SIUNA convention. I often wonder what became of "Jungle Jim" (Burt Hanback), whose whereabouts I have lost track of since my retirement from sea duty. Sometimes, in the middle of the night, I wake with a start, as if I overslept and, possibly, the standby forgot to call me for coffee before I go on watch. But now, it's just a fantasy, as it turns out. At other times, I have an occasional nightmare in which I dream about the times on lookout in the bow, in calm waters, when the torpedo I feared, as I closed my eyes and stopped up my ears, veered off the bow and turned out to be a friendly old porpoise. I also remember attending New London's Officers Training School, where I couldn't digest what they threw at me so fast, so I was glad to return to our union during WWII. My one good memory of that institution was the voice of Vaughn Monroe on the jukebox singing "Racing with the Moon." Intermittently, I think back to the good times and galley-cooked meals-and even air raids. On the George E. Hale, as I recall, we had a chief officer by the name of Dave Smith. While at the dock in Naples, Italy, we had an air-raid alert, and since there were no gun-tubs and Navy gun crews aboard at that time, the crew was signaled to gather in the messroom. I can just guess that the thought going through all our minds was "this is it." Then, with the sounds of bombs exploding while missing their targets (thank God), the order was given to move SUMMARY ANNUAL REPORT FOR GREATLAKES TUG AND Df!EDGE PENSION PLAN This is a summary of the annual report for the Great Lakes Tug and Dredge Pension .Plan, EIN 13-1953878, Plan No. 003, for the period J~uary 1, 1 sso mrougb Qecer_nber 31, 1996. The annual report has been ~led With the Internal Revenue Service. as requ!red under ~e Employe,~ ,flelJ~ment Income Security Act of 1974 (ERtSA)., , , " , .ro 1',,.i , ,,, ~h·' .,.. Basic Financial Information Benefits under the pfan are provided tbrough a trust fund. Plan expenses were $1t'297,494. These expenses ineluded $176,494 in administrative expenses and $1.121,000 in benefits paid to participants and bft~ef19iaries. A total of 578 persons were participants in or beneficiaries of the pfan at the end of the plan year, although not all of these persons yet earned the right to receive benefits. The value of plan assets, after subtracting liabilities of the plan, was $22,322,968 as of December 31, 1996, compared to $21 ,377,532 as of January 1. 1996. During the plan year, the plan experienced an increase in its net assets of $945,436. This increase includes unrealized appreciation and depreciation in the value of plan assets; that is, the difference between the value of the plan's assets at the end of the year and the value of the assets at the beginnjng of the year or the cost of assets acquired during the year. The plan had a total income of $2,242,930, Including employer contributions of $205,494, employee contributions of $89,902, realized losses of $51,215 from the sale of assets, and earnings from investments of $1,998,749. 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 fundings standards of ERISA. 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. transactions in excess of 5 percent of plan assets; and 4. 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 Board of Trustees of the Great Lakes Tug & Dredge Pension Plan, 5201 Auth Way, Camp Springs. MD 20746; (301) 899-0675. The charges to cover copying costs wilt be $2.10 for the full annual report, or 10 cents 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 of Great Lakes Tug & Dredge Pension Plan, 5201 Auth Way, Camp Springs, MO 20746) and at the U.S. Department of Labor (DOL) in Washington. D.C., or to obtain a copy from the U.S. Department of Labor upon payment of copying costs. Requests to the DOL should be addressed to: Public Disclosure Room. N-5638, Pension and Welfare Benefits Administration, U.S. Department of Labor, 200 Constitution Avenue, NW, Washington, DC 20210. November 1997 Kno-w- Your Rights out and drop anchor until we proceeded to the next port of call. Clarence L. Cousins Butler, Penn. ~ .. Top-notch Mariners Aboard Duchess I am presently wrapping up four months as second mate aboard the Duchess. During this time, I had ABs Johnny Rod- riguez, Pat Dillon, Rick Hindson, Jerry Joseph, Danny Cruz and George Pochuliya on my watch. QMED/Pumpman Byron Elliot assisted with cargo, docking and undocking. All of them are top-notch seamen. I was able to brag (and truthfully) about how I had the best watch on the ship. Especially Rick Hindson, who reminds me of the character of Deets in the movie "Lonesome Dove." When that character died, the captain wrote on his tombstone, '. . . he was cheerful in all weathers and never shirked a task.' Nice to know there are still merchant seamen around. James Hoban Second Mate, Duchess .. Dousing Shipboard Fire Elicits Master's Praise I would like to commend the crew of the Sea-Land Trader for their response to a fire at sea. On September 26, 1997, while the crew was engaged in a fire drill, the deep fat fryer in the galley caught fire. The crew responded in the best possible manner to this emergency. They did as they were trained to do. Each person went to his or her station where every member of the ship's company made a contribution toward putting out the fire. Two SIU members were wearing self-contained breathing apparatus, AB Salvador Villareal and Electrician Coy Herrington. They unhesitatingly went into the flames and smoke of the galley in order to extinguish the blaze. I would like to add that Mr. Herrington used good initiative to put a fire blanket over the burning fat in order to prevent flashbacks. I would also like to point out that while the fire lasted five minutes, the cleanup and repair work took five days. All departments helped willingly and worked long hours to put things right. The results of their efforts are amazing when you consider the original damage. A great deal of thanks goes to our steward department. Chief Steward Kevin Dougherty, Chief Cook Susano Cortez and Steward Utility Milagros Clark were able to serve hot meals within a day of the fire while working under the most difficult of circumstances. The successful extinguishing of this fire is a tribute to the training and dedication of the entire crew of the Sea-Land Trader. The post-fire efforts are a measure of the pride this crew has in their ship. I can honestly say that if another fire were to occur in the career of this vessel, there would never be a more capable group of people to deal with it than the crew presently serving. I am honored to work alongside men and women such as these. They are a credit to their union and to the American merchant marine. Capt. Kenneth J. Halsall Master, Sea-Land Trader FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and union finances. The constitution requires a detailed audit by certified public accountants every year, which is to be submitted to the membership by the secretary-treasurer. A yearly finance committee of rank-and-file members, elected by the membership, each year examines the finances of the union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS.A member's shipping rights and seniority are protected exclusively by contracts between the union and the employers. Members should get to know their shipping rights. Copies of these contracts are posted and available in all union halls. If members believe there have been violations of their shipping or seniority rights as contained in the contracts between the union and the employers, they should notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is: Augustin Tellez, Chairman Seafarers Appeals Board 520 I Auth Way Camp Springs, MD 20746 Full copies of contracts as referred to are available to members at all times, either by writing directly to the union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and conditions under which an SIU member works and lives aboard a ship or boat. Members should know their contract rights, as well as their obligations. such as filing for overtime (OT) on the proper sheets and in the proper manner. If, at any time, a member believes that an SIU patrolman or other union official fails to protect their contractual rights properly, he or she should contact the nearest SIU port agent. EDITORIAL POLICY - THE SEAFARERS WG. The Seafarers LOG traditionally has refrained from publishing any article serving the political purposes of any individual in the union, officer or member. It also has refrained from publishing articles deemed harmful to the union or its collective membership. This established policy has been reaffirmed by membership action at the September 1960 meetings in all constitutional ports. The responsibility for Seafarers WG policy is vested in an editorial board which consists of the executive board of the union. The executive board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official union receipt is given for same. Under no circumstances should. any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, 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. POLITICAL SEAFARERS 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 r:eceived 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. NOfIFYING 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 520 I Auth Way Camp Springs, MD 20746. Seafarers LOG 21 �Lundeberg School Graduating Classes ,•";\,, ·: ·~ 4 Trainee Lifeboat Class 568-Graduating from trainee lifeboat class 568 are (from left, kneeling) Caleb Hines, Lewis O'Neal, Sean McDavitt, Davin Gillespie, Manuel Little, Ben Cusic (instructor), (second row) Anthony Neathery Jr., James Hazelip, Randy Pasquarella, Janaro Jackson, Jared Lee, Michael Scheir, Keith Manzano Jr. and James Felhauer. Upgraders Lifeboat-Upgrading graduates of the September 17 lifeboat class are (from left, kneeling) Mohamed Ahmed, Sergio Ayala, Yahya Ali, Carlos Rosales, (second row) Silverino Estigoy, El-Sayed Mohamed, Hanif Abdul-Hakeem and Ben Cusic (instructor). Tankerman Barge PIC-Completing their tankerman barge PIC training on September 3 are (from left, first row) Ben Cusic (instructor), Robert Hamilton, William Mathews Jr., Gary Dow, (second row) Robert Wooten and Robert Kirk. Marine Electrical Maintenance II-Marking their graduation from the marine electrical maintenance II class on September 17 are (from left) Ross Himebauch, Eric Malzkuhn (instructor), Gary Frazier, Gregory Thomas, Charles Dunnavant and Robert Richer. Not pictured are Charles Donley, Carlos Perez and Rick Kern. Limited License-Seven Seafarers completed the limited license class on September 17. They are (from left, kneeling) Jeffrey Russo, Casey Taylor (instructor), Chad Macaulay, (second row) Calvin Patterson, Lamont Lovick, Michael Cox, John Cincotta and Joseph Violante. Damage Control-Graduating from the damage control class on September 17 are (from left) Klaus Tankersley, Allan McCoy, Bobby Javier, Kenny Spivey, Roberto Flores and arter. Tanker Assistant DL-SIU members completing the tanker assistant DL course on September 3 are (from left, front row, kneeling) Laura Reed, Jose Constantino, Bernie lgot, David Dinnes, Michael Wells, Klaus Tankersley, (second row) Bobby Javier, Daniel Crawford, Donald Clatter, Gary Carter, Roosevelt Sampson, Sinclair Oubre, Kenneth Spivey, Christopher Mattair, (third row) Jim Shaffer (instructor), Thomas Hale, Hanif Abdul-Hakeem, John O'Shaughnessy and Ronald warrior. LNG Familiarization-Earning their certificates of achievement for successfully completing the LNG familiarization course in September are (from left, kneeling) John Smith (instructor), Suraredjo Sukirman, Jan Haidir, Johnnie Thomas, Glenn Toledo, (second row) Ronald Belcher, Thomas Guffey, Tony Kaplan, Huey Jackson Jr., Thomas Cyrus, Ronald Rizzuto, (third row) Scott Seiler, Hector Barnes, Richard Spence, Edwin Bonefont, Thomas Parisi and Jose Manandic. Tanker Assistant DL-Receiving their graduation certificates for completing the tanker assistant DL course on September 24 are (from left, kneeling) Alphonse Thomas Sr., Maris Seperis, Ismael Purganan, Mohamed Mahmed, Michael Duggan, (second row) Edward Lobb, Mark Smith, Paul Coursey, Latausha Roberson, Karriem Allah, Chris Stringer, (third row) Mark Jones (instructor), Paula Kaleikini, William Humphrey, Timothy Girard, Ibarra Mangaya, DeMont Edwards and Robert Haggerty. 22 Seafarers LOG Ice Carving-Hanif AbdulHakeen (left) is congratulated by Instructor/Chef Allen Sherwin for successfully completing the ice carving course on September 18. Upgraders Lifeboat-Certificates of lifeboat training were received by the September 17 class. They are (from left, first row) Jorge Mora, Alphonse Thomas Sr., (second row) Pedro Santos, Samuel Spears Jr., Tom Gilliland (instructor), (third row) Muhiddin Awale, Nellie Jones, William Thomas, Mauricio Castro, Romeo Azcarate, (fourth row) Larry Reed, Douglas Hall, Henry Jones Jr., Ibarra Mangaya, (fifth row) Jeff Stuart, Charles Abell, Claudio Romano and Charles James. Not shown is Bernie Pelingon. November 1997 �LUNDEBERG SCHOOL 1991·98 UPGRADING COURSE SCHEDULE The following is the schedule for classes beginning between December 1997 and the first three months of 1998 at the Seafarers Harry Lundeberg School of Seamanship located at the Paul Hall Center for Maritime Training and Education in Piney Point, Md. AU programs are geared to improve the job skills of Seafarers and to promote the American maritime industry. . Please note that this schedule may change to reflect the needs of the membership, the maritime industry an.d-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 Engine Upgrading Courses Course Start Date Date of Completion Fireman/Watertender & Oiler February 23 April 6 QMED January 12 April 2 Refrigeration Systems & Maintenance February 17 March 27 Diesel Engine Technology March 30 Mays Power Plant Maintenance February 17 March 27 start dates. Please also note: the courses listed for 1998 are tentative. Seafarers who have any questions regarding the upgrading courses offered at the Lundeberg School may call the admissions office at (301) 994-0010. The staff of the Paul Hall Center is working on its full 1998 schedule of classes. As soon as it is completed, it will be published in the Seafarers WG. Deck Upgrading Courses Safety Specialty Courses Course Start Date Date of Completion Tanker Assistant DL February 2 March2 February 23 March20 Course Start Date Date or Completion Tankerman Barge PIC February 13 February 20 Able Seaman February 9 March9 March 6 April3 Government Vessels March 9 March 27 Celestial Navigation March 2 April 10 Lifeboatman December 1 January 26 February 23 December 12 February 6 March6 Radar Observer/Unlimited December 1 March23 December 12 Aprill Radar Recertification (one-day class) December 11 Start Date ebruary 23 Bosun Recertification Start Date Date of Completion Special Able Seaman January 17 February 13 February 6 Marcb6 Additional Courses Start Date Date of Completion GED Preparation January 12 April 11 Date of Completion English as a Second Language (ESL) January 26 March 6 April6 Lifeboat Preparation January 19 February 12 March 16 January 23 February 16 March20 Tanker Assistant Preparation January 26 Fe ruary 23 March23 January 30 February 27 March27 QMED Preparation January 5 January9 FOWT Preparation February9 February 20 AB Preparation January 26 February 23 March 23 February 6 March 6 April 3 College English January 12 February20 Steward Recertification January 26 March3 LNG Recertification February 9 February 13 Course Start Date Date of Completion Certified Chief C and Chief Steward December 13 December 27 January 10 January 24 March6 March 20 April 3 April 17 December 13 December 27 January 10 January 24 January 9 January 23 February 6 February 20 Galley Operations and Galley Operations Course Course Recertification Programs Q>urse Inland Courses Introdction to Computers Self-study __ _k: ________________________________________________________ _ UPGRADING APPLICATION Name _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Address _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ With this application, COPIES of your discharges must be submitted showing sufficient time to qualify yourself for the course(s) requested. You also must submit a COPY of each of the following: the first page of your union book indicating your department and seniority, your clinic card and the front and back of your z-cdrd 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. COURSE Telephone----------Deep Sea Member D Lakes Member BEGIN DATE END DATE Date of Birth - - - - - - - - - D Inland Waters Member D If the following information is not filled out completely, your application will not be processed. Social S e c u r i t y # - - - - - - - - - B o o k # - - - - - - - - - S e n i o r i t y - - - - - - - - - - - - Department - - - - - - - - U.S. Citizen: Yes D No D Home Port Endorsement(s) or License(s) now held - - - - - - - - - - - - - - LAST V E S S E L : - - - - - - - - - - - - - - Rating: _ _ __ Are you a graduate of the SHLSS trainee program? D Yes D No If yes, class# _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Have you attended any SHLSS upgrading courses? D Yes Do you hold the U.S. Coast Guard Lifeboatman Endorsement? Firefighting: D Yes D No CPR: D Yes D No Primary language spoken-------------------~ Ro11ember 1997 SIGNATURE _ _ _ _ _ _ _ _ _ _ _ _ _ DATE D No If yes, course(s) taken - - - - - - - - - - - - - - - - - - - - - D Yes D No Date O n : - - - - - - - - - - - Date Off: 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. 11/97 Seafarers LOG 23 �SUMMARY ANNUAL REPORT A summary annual report for the Great Lakes Tug and Dredge Pension Plan may be found on page 21 in this issue of the Seafarers LOG. PaW Hall Center Galley Program Receives High Mar.ks The new steward department curriculum at the Paul Hall Center for Maritime Training and Education in Piney Point, Md. is receiving high praise from galley gang upgraders who have completed courses since the program was revamped early this year. ''The courses are excellent and provide a unique learning opportunity for any member sailing in the steward department," stated Robert Wilcox, who recently graduated from the new certified chief cook class. In March, the center's Lundeberg School completed a comprehensive upgrade of its steward department curriculum, including new, modular classes and an emphasis on seatime requirements between . courses. According to Allan Sherwin, director of culinary education at the school, the restructured curriculum makes it more convenient for Seafarers to attend courses in Piney Point. (See sidebar for a list of courses.) Taught In Modules One significant change in the galley course structure is that the certified chief cook course is now offered in six, two-week modules, for a total of 12 weeks. Because none of the modules is a prerequisite to any other, eligible upgraders may enroll at the beginning of any of the six modules. In addition, after completing at least three modules (a total of six weeks), upgraders who have an opportunity to ship out may do so. They then have one year from their departure date to return to the Lundeberg School and finish the other three modules. (Of course, students also may complete each of the modules in succession.) While Wilcox completed the entire chief cook program in 12 weeks, he noted the new modules offer galley gang members "the option to complete their education and still get their seatime should the opportunity arise." Sharon Herner, who is taking the certified chief cook course, said of the courses, "The modular program is outstanding because it doesn't matter when you enroll; all of the topics will be covered in the cycle. I think it is a great idea and one that works well for every steward department member who wants to continue their education here in Piney Point." Sherwin, who has endorsements from a number of prestigious culinary institutions, explained, "The steward department program is very viable. It allows galley students to return for upgrading courses every two weeks or 26 times a year. The old structure was not as flexible. "We have received a lot of positive feedback from Seafarers as well as SIU-contracted companies who value the school's many benefits. The new steward department courses give upgraders more opportunities to return to the school and hone their galley skills. The overall purpose is to accommodate our members' work and shipping schedules more advantageously," said Sherwin. New Instructors Sherwin added that new culinary teachers who have joined the school's staff provide excellent instruction in shipboard cuisine and have played a vital role in the overall success of the new program. "The Lundeberg School's steward department curriculum is one of the best in the nation. We provide our students with top-notch, professional instruction. After all, the quality of a shipboard steward department affects the well-being of an Lead culinary instructor Eileen Hagar (right) instructs certified chief cook upgraders on the art of stuffing a turkey breast. entire crew. Their culinary skills are vital," Sherwin stated. "The instructors are excellent and provide a wealth of knowledge," acknowledged Herner who sails from the port of Mobile, Ala. "Chef Eileen Hagar, for example, really takes her time and helps each individual. I can't say enough good things about this program," she added. For more information about enrolling in the Lundeberg School's steward department courses, see the application on page 23 in this issue of the LOG, ask a port agent or contact the admissions office at (30 I) 994-00 I 0, extension 5202. Paul Hall Center Steward Department Curriculum Unlicensed Apprentice Courses Ginger is one of the ingredients for Michael Perez's main dish. Perez is studying to become a chief steward. Includes a 20-hour shipboard sanitation class and a 20-hour galley fammarization class. After students complete 90 days' seatime in the apprentice program. those who choose to sail in the steward depart· ment will return to the school for a four-week galley operations class. Galley operations features a pair of two-week modules. Carlos Suazo, a student in the certified chief cook course, dices carrots and onions for his cuisine. Judi Chester, who recently completed the new certified chief cook course, works on a special dish in the Paul Hall Center's lecture/demonstration galley. Galley Operations II Members must have 120 days' seatime to enroll after completing the unlicensed apprentice program. Non-graduates must have 365 days' seatime as an SA to enroll. The course consists of two, two-week modules (for a total of four weeks). Each module includes 35 hours, with additional time served in the school's galley operations. Certified Chief Cook Members must have 180 days' seatime after completing advanced galley operations to enroll. The course consists of six, two-week modules that are stand-alone (for a total of 12 weeks). This structure allows eligible upgraders to enroll at the start of any module. Advanced Galley Operations Members must have 180 days' seatime after completing certified chief cook to enroll. The course consists of four, one-week modules (for a total of four weeks). Chief Steward Members must have 180 days' seatime after completing advanced galley operations to enroll. This is a 12-week class. Recertified Chief Steward Trimming fat from a piece of meat for his next recipe is Gerardo Frederick in the certified chief cook class. This six-week class is the most advanced curriculum available to Seafarers sailing in the steward department. Seafarers must be fullbook members and must match the seatime and/or training as listed on the application to apply for enrollment. (A panel of three Seafarers from each year's final recertification course reviews the applications and selects the next year's class members.) During his certified chief cook training, Jorge Bernardez adds a touch of olive oil to the skillet as he prepares to work on a recipe. � 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 November 1997 Description An account of the resource HEADLINES MSC’S PERKINS CALLS U.S. FLEET ‘VITAL’ TO NATIONAL DEFENSE HOWARD SCHULMAN, SIU COUNSEL, DIES AT 79 AGREEMENT WILL REOPEN PHILADELPHIA SHIPYARD SEAFARERS SIGN ON NEWLY ACQUIRED TANKERS SECOND ‘BOB HOPE’ RO/RO CHRISTENED IN NEW ORLEANS HALL CENTER DEVELOPING PROGRAM FOR ENTRY-LEVEL INLAND SEAFARERS U.S. CRUISE SHIP PROPOSAL OUTLINED TO SENATE BOATMEN COMPLETE HEALTH/SAFETY COURSE USCG RULE AIMS TO BOOST SAFETY ON TOWING VESSELS, TANK BARGES AFL-CIO STEPS UP CAMPAIGN AGAINST FAST-TRACK BILL FORBES’ BILL CALLS FOR VETERANS’ STATUS FOR ALL MARINERS WHO SAILED IN WARS SIU MANPOWER OFFICE PREPARES FOR ROLE IN SIMULATED RRF BREAKOUT THIS MONTH STRAWBERRY WORKERS’ FIGHT FOR FAIRNESS IS GROWING USCG’S MERCHANT MARINE PERSONNEL COMMITTEE TACKLES PROPOSED STCW AND TANKERMAN REGS SIU CREW PREPARES INDY FOR DRYDOCK SIU-CREWED PHILLY-CAMDEN FERRY FARES WELL IN 1997 IF SECURES $100,000 IN BACK WAGES AND OVERTIME FRO UKRAINIAN CREW ICEBREAKING PROCEDURES- PART 1 GREAT LAKES SHIPPING REMAINS CONSTANT AS ’97 SEASON WINDS UP PREPARATION ARMS SEAFARERS WITH CONFIDENCE TO DEAL WITH TERRORIST SITUATIONS SEAFARERS ABOARD BLUE RIDGE STRESS IMPORTANCE OF CABOTAGE LAW PAUL HALL CENTER GALLEY PROGRAM RECEIVES HIGH MARKS 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 11/01/1997 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. 59, No. 11 1997 Periodicals Seafarers Log