http://seafarerslog.org/archives/files/original/e5740f88666809442b0eeb45d052296c.pdf 23f93d336281a8113b2f91781227e127 PDF Text Text 45140_p1_5,7,9,17_21,24:September-07 10/26/2007 1:13 PM Page 1 Volume 69, Number 11 November 2007 National Glory Joins SIU Fleet Seafarers recently climbed the gangway to the newly contracted National Glory, pictured in Busan, South Korea in late September. In photo above, SIU Guam Port Agent Jeff Turkus (third from left) met with crew members when the ship docked in Guam. Shown from left are Chief Cook Victor Wolf, Chief Steward John Rapoza, Turkus, STOS Mohamed Mazid, Recertified Bosun Donald Rezendes and AB Dave Seeman. Page 4. CIVMARS Sailing On USNS Safeguard Seafarers in the union’s Government Services Division gained more shipboard jobs recently as the U.S. Navy rescue and salvage vessel Safeguard (pictured at right) was decommissioned and transferred to the Military Sealift Command (MSC). Page 4. Union Testifies on Manpower, Training SIU Executive Vice President Augie Tellez (above) presented testimony Oct. 17 to the U.S. House Committee on Transportation and Infrastructure’s Subcommittee on Coast Guard and Maritime Transportation. Chaired by Rep. Elijah Cummings (D-Md.), the Subcommittee conducted a hearing “to receive testimony on trends and innovations in mariner education and to assess how growing workforce shortages will affect the maritime industry as trade continues to increase.” Page 3. OSG Ship Order Increases to 12 Aker American Shipping ASA and SIU-contracted Overseas Shipholding Group, Inc. (OSG) recently announced that they have signed an agreement under which Aker Philadelphia Shipyard will construct two additional Veteran Class MT-46 Jones Act product tankers. Also, the keel-laying ceremony for the fifth tanker in the 12vessel series took place Oct. 8 in the yard’s building dock (left). Page 3. Paul Hall Center’s Apprentice Program Still Going Strong 10 Years after Revamp In 1997, the Seafarers-affiliated Paul Hall Center for Maritime Training and Education instituted a major restructuring of its program for entry-level mariners (a curriculum which, more recently, attracted the trainee at left, getting pointers from an upgrading bosun). Ten years later, the results are sterling. Page 9. NMU Pension Plan Notice TWIC News Page 3 Page 20 �45140_p1_5,7,9,17_21,24x1:5140p0 10/30/2007 10:35 AM Page 2 Seafarers 401(k) Plan Announced President’s Report Educational Opportunities for Everyone My message this month is a bit off the beaten path, but it’s important to Seafarers and their dependents who definitely want to attend college or who may want to attend some day. Within the SIU, we often emphasize the educational opportunities available at our affiliated Paul Hall Center in Piney Point, Md. as well as through the annual Seafarers Health and Benefits Plan scholarships. Additionally, Seafarers and their dependents may have chances to take advantage of scholarships offered through Union Plus, an organization founded by the AFL-CIO. In the bigger picture, through our affiliation with the Michael Sacco AFL-CIO, the SIU also is promoting educational opportunities for working families all across the country. The federation’s executive council, on which I serve, recently adopted a resolution in which we committed that the AFL-CIO and its affiliates will lead a national effort to help ensure that all Americans have full access to a diverse range of excellent, affordable higher education opportunities. This is an important commitment partly because we recognize that higher education will be increasingly vital for workers in the 21st century economy. But it’s also important because America’s higher education system—once the best and most accessible in the world—is in danger of becoming unattainable for working families. Some feel it’s also in danger of losing its quality edge. America’s higher education system was built on an important public policy consensus. Specifically, it was built on the shared belief that investing in higher education is good for everyone. Going back as far as the years immediately following World War II and up through the 1970s, policy consensus resulted in strong state support for public institutions and an impressive array of two-year, four-year and graduate programs, as well as an extensive system of federal financial aid to equalize educational opportunity. Not coincidentally, from the mid-1960s to the mid-1990s, the share of the American work force possessing at least a bachelor’s degree doubled. The boost in education also helped to increase wages and combat unemployment. (The export of blue-collar jobs is a separate issue and a topic for another day.) Over time, though, there’s been some erosion in the public policies that supported the American higher education system, and working families’ access to college has declined as a result. As reported by the AFL-CIO, adjusted for inflation, state and local funding per student at public colleges and universities last year reached its lowest level in 25 years. Cuts in state aid have caused tuition and fees at four-year public universities to increase 52 percent over the past 10 years, while median family income increased only 3 percent. Frankly, in some ways it reminds me of the health-care crisis. In our resolution, the council noted, “The system for awarding student financial aid now is skewed against working students and provides little support for part-time students.... More students need to take out loans to attend college, and graduates now average debts of $15,000 for attending public institutions, $19,000 for private institutions and $24,000 for attending forprofit colleges.” What must not be lost in those numbers is their effect on low-income families and prospective students. Right now in the U.S., a low-achieving, high-income student is just as likely to attend college as the highest-achieving, low-income student. I understand the realities of money in society, but we’re also supposed to be an equal-opportunity society. When it comes to education, the numbers say something else. There is another component to this story. Reductions in state spending on higher education have had a big impact on the academic workplace. Less than one-third of the instructional personnel consist of full-time tenured professors. The rest work from one term or academic year to the next. At the same time, according to the AFL-CIO, graduate students and other faculty without either tenure or collective bargaining rights are staffing more and more classes. Most of them receive extremely low salaries (less than $200 a week for teaching a 15-week course) and few if any benefits. In the maritime industry, we understand the importance of keeping up with technology and learning as much as possible to help us do the best job possible. I’m also proud to remind everyone that our affiliated school in Piney Point, Md. offers college credits for many courses and college degree programs. The opportunities are plentiful for anyone who wants to start or advance their career. Nationwide, we’ll be well-served by adopting similar strategies and a greater commitment to higher education. Even the most highly educated workers need to adopt new skills over their lifetimes. With that in mind, the AFL-CIO, through its state federations and central labor councils, is focused on restoring state support for higher education and curbing tuition costs. This is a legislative priority for organized labor—one that also will advocate labor-studies programs at public universities. Unions must and will lead the way in rebuilding America’s commitment to ensuring that all citizens have the chance to pursue a college degree. Meanwhile, I encourage Seafarers to check out the Seafarers Health and Benefits Plan scholarship information on page 14 of this issue of the LOG. Volume 69, Number 11 November 2007 The SIU on line: www.seafarers.org The Seafarers LOG (ISSN 1086-4636) is published monthly by the Seafarers International Union; Atlantic, Gulf, Lakes and Inland Waters District/NMU, AFL-CIO; 5201 Auth Way; Camp Springs, MD 20746. Telephone (301) 8990675. Periodicals postage paid at Southern Maryland 20790-9998. POSTMASTER: Send address changes to the Seafarers LOG, 5201 Auth Way, Camp Springs, MD 20746. Communications Director, Jordan Biscardo; Managing Editor/Production, Deborah A. Hirtes; Associate Editor, Jim Guthrie; Art, Bill Brower; Administrative Support, Misty Dobry. Copyright © 2007 Seafarers International Union, AGLIWD All Rights Reserved. 2 Seafarers LOG A new benefit is being introduced for eligible Seafarers. As reported during the October membership meetings, a 401(k) plan will be implemented effective Jan. 1, 2008. “Seafarers has teamed up with Smith Barney and Mass Mutual to provide you with a 401(k) plan which offers world-class benefits and services,” Seafarers Plans Administrator Maggie Bowen said in her monthly report. “Smith Barney provides investment and financial consulting services to the 401(k) plan as well as individual family wealth management for participating Seafarers. Mass Mutual is a leading retirement services firm which specializes in the design and administration of retirement plans.” An introduction letter and “welcome kit” is scheduled to be mailed to participants in the very near future. It will include an enrollment form and a beneficiary designation form along with detailed descriptions of all investment choices and “model portfolios.” Also, Seafarers 401(k) Plan forms will be available on line at www.massmutual.com/retire, and a Smith Barney-SIU “hotline” will be available toll-free at 800421-5127. Bowen also announced that the existing Seafarers 401(k) Plan —formerly known as the NMU 401(k) Plan—will be rolled over into the new plan as of Jan. 1, 2008. ING no longer will be the investment manager/third party administrator of that plan. “This change is an improvement over the current plan offering and will provide participants with several advantages, includ- ing an enhanced selection of mutual fund investment options,” she added. “Other advantages include state-of-the-art internet and interactive telephone systems allowing unlimited access to account information and the ability to carry out investment transactions.” There are no employer contributions associated with the new Seafarers 401(k) Plan. Voluntary contributions may be made by participants via payroll deduction through their employer. Several employers already have agreed to implement this system. Additional information about the new Seafarers 401(k) Plan will be published in an upcoming issue of the Seafarers LOG and also will be posted to www.seafarers.org. Family Health Care Yearly Premiums Now Average More than $12,000 Report: Costs Have Increased 6.1 Percent This Year Premiums for employer-sponsored health insurance have increased by an average of 6.1 percent in 2007—less than the 7.7 percent increase reported last year but still higher than the increase in workers’ wages (3.7 percent) or the overall inflation rate (2.6 percent), according to the 2007 Employer Health Benefits Survey released Sept. 11 by the Kaiser Family Foundation and Health Research and Educational Trust. Key findings from the survey were also published in the journal Health Affairs. The 6.1 percent average increase this year was the slowest rate of premium growth since 1999, when premiums rose 5.3 percent. Across the nation since 2001, premiums for family coverage have increased 78 percent, while wages have gone up 19 percent and inflation has gone up 17 percent. The average premium for family coverage in 2007 is $12,106, and workers on average now pay $3,281 out of their paychecks to cover their share of the cost of a family policy. “We’re seeing some moderation in health-cost increases, but premiums for family coverage now top $12,000 annually,” Kaiser President and CEO Drew E. Altman, Ph.D. said. “Every year health insurance becomes less affordable for families and businesses. Over the past six years, the amount families pay out of pocket for their share of premiums has increased by about $1,500.” “The number of options for low wage earners is limited, and the greatest burden of all health care costs falls to this segment of the population,” said Health Research and Educational Trust President Mary A. Pittman, Dr. P.H. “Although the economy seems to be strong, between 2005 and 2006 the total number of uninsured still rose by 5 percent, including a 9 percent increase in the number of uninsured children.” The annual Kaiser/HRET survey provides a detailed picture of how employer coverage is changing over time in terms of availability, costs and coverage for the 158 million people nationally who rely on employer-sponsored health insurance. It was conducted between January and May of 2007 and included 3,078 randomly selected, non-federal public and private firms with three or more employees (1,997 of which responded to the full survey and 1,081 of which responded to a single question about offering coverage). While premiums continue to rise faster than workers’ wages, this year’s gap of 2.4 percentage points is much smaller than the 10.9 percentage point gap recorded four years ago, when premiums rose 13.9 percent and wages grew just 3 percent. However, “despite the comparatively low rate of increase in premiums and a strong labor market, the percentage of the workforce obtaining coverage from employer-sponsored plans remained unchanged since 2006,” reports the Health Affairs article by Kaiser’s Gary Claxton and co-authors. The 60 percent of firms offering health benefits to at least some of their workers is statistically unchanged from last year’s offer rate (61 percent). The offer rate remains significantly lower than it was in 2000, when 69 percent of firms offered health benefits. Nearly all (99 percent) large businesses with at least 200 workers offer health benefits to their workers this year, but fewer than half (45 percent) of the smallest firms with three to nine workers do so. Meanwhile, in spite of the extensive attention paid to consumer-driven health plans, the survey finds that these relatively new types of arrangements have made only a small inroad into the employer market. Such plans cover about 5 percent of all covered workers, which is not statistically different from the 4 percent share recorded in 2006. Overall, an estimated 3.8 million workers are enrolled in consumer-driven plans, about equally divided between high-deductible plans that qualify for a Health Saving Account (HSA) and plans with a Health Reimbursement Arrangement (HRA). These plans feature a high-deductible plan and a tax-preferred savings option, from which employees can pay for their out-of-pocket medical expenses. Such plans are often described as consumer-driven because people pay directly for a greater share of their health care and may have an incentive to minimize its cost. They also may offer tools to help consumers choose providers based on cost and quality. This year, 10 percent of firms offered a consumer-driven plan to their workers, which is up from (but not statistically different than) the 7 percent of firms reporting this for 2006. Firms with at least 1,000 workers are more likely to offer such plans, with nearly one in five (18 percent) offering one. Looking toward 2008, few firms that don’t already offer such plans report that they are very likely to add a HRA plan (3 percent) or a HSA-qualified plan (2 percent). Premiums for these high-deductible plans are generally lower than for other types of plans, though in addition to the premiums, employers may also contribute money to the savings accounts. The survey finds that firms on average pay a total of $7,815 toward the cost of family coverage for a HSA-qualified plan (including $714 for the account) and $10,179 toward the cost of family coverage for a high-deductible plan with a HRA (including $1,800 for the account). Compared to the $8,879 average firm contributions for other types of plans, employer contributions are lower for HSA-qualified plans and higher for plans with HRAs. Businesses made no contribution at all to the savings account for roughly half of all workers enrolled in an HSA for family coverage, leaving workers to pay the generally higher out-of-pocket costs associated with their high-deductible plan. “Consumer-driven plans have established a foothold in the employer market, but they haven’t grown as much as one might think, given all the attention that they receive,” said Kaiser Vice President Gary Claxton, co-author of the study and director of the Foundation’s marketplace research. “Despite the economic expansion that added 2 million new jobs from April 2006 to April 2007, the Continued on page 7 November 2007 �45140_p1_5,7,9,17_21,24x1:5140p0 10/30/2007 10:37 AM Page 3 TWIC Enrollment Starts, But Questions Remain Beset by delays, the Transportation Worker Identification Credential (TWIC) program nevertheless got going last month, as Wilmington, Del. on Oct. 16 became the first port to enroll workers in the federally mandated plan. Along with the start date for enrollment in Delaware, the U.S. Transportation Security Administration (TSA) announced the next 11 ports that will begin enrolling in November. They are (early November) Corpus Christi, Texas; (mid-month) Baton Rouge, La.; Beaumont, Texas; Honolulu; Oakland, Calif.; Tacoma, Wash.; and (late November) Chicago; Houston; Port Arthur, Texas; Providence, R.I. and Savannah, Ga. During a media conference call Oct. 15, TSA and U.S. Coast Guard officials noted that while the enrollment period for the TWIC is starting, program enforcement hasn’t begun. TWIC compliance dates will vary from port to port, the officials stated, and those dates haven’t been announced. There is a federal requirement to provide at least 90 days of advance notice before the TWIC regulations are enforced at a given port. Barring changes to the program, mariners will be required to carry a TWIC by Sept. 25, 2008 in order to have unescorted access to secure areas of vessels and maritime facilities. Eventually, they also will be required to carry a separate document known as a merchant mariner qualification credential (MMC), as the current zcard/MMD and STCW certificates are phased out. The final rulemaking on the MMC isn’t expected to be published until at least summer 2008, and initial issuance of that credential will continue over a fiveyear period. This means that until the proposed MMC regulation is final, Seafarers should continue to apply for zcards/MMDs, licenses, CORs and STCW endorsements under the current regulations in 46 CFR parts 10 and 12. Indications are that the MMC will be phased in over five years. If the MMC proposed regulation is fully implemented, mariners would be able to apply for original, renewal, duplicate and raise-in-grade MMCs entirely by mail, without having to visit a Coast Guard regional examination center. Most or all of the information currently submitted in person at one of the 17 RECs already would have been submitted at one of the 125 or so TWIC enrollment centers when an individual applied for a TWIC, removing the need (though not eliminating the option) to apply for an MMC in person. Many questions remain about the TWIC program, including details about the card readers. Those readers were one of several topics scheduled for scrutiny during a U.S. House Homeland Security Committee hearing scheduled for Oct. 31 and titled, “Homeland Security Failures: TWIC Examined.” More information about the TWIC program will be included in upcoming editions of the LOG, posted at www.seafarers.org and reported at the monthly membership meetings. Additionally, the TSA/TWIC customer service line is available at (866) 347-8942, and the TSA’s TWIC web site is located at www.tsa.gov/twic. The fee for a TWIC is $132.50 and the credential is valid for five years. Mariners with a valid z-card may pay a reduced fee of $105.25 because they have undergone a “comparable background check” as the one required for a TWIC, but it’s important to note that a new TWIC only is valid for five years from the date the background check was performed. In other words, if a mariner secured his z-card in December 2005 and then obtained a TWIC in December 2007 by paying the reduced fee, the TWIC only would be valid until December 2010. In any case, according to the TSA, payment for a TWIC must be made with credit card (Visa or MasterCard only), money order, or cashier’s check. The cost of a replacement TWIC if the original is lost, stolen or damaged is $60. Union Testifies on Manpower, Training and Trade Issues House Subcommittee Examines Maritime ‘Trends, Innovations’ SIU Executive Vice President Augie Tellez presented testimony Oct. 17 to the U.S. House Committee on Transportation and Infrastructure’s Subcommittee on Coast Guard and Maritime Transportation. Chaired by Rep. Elijah Cummings (D-Md.), the Subcommittee conducted a hearing “to receive testimony on trends and innovations in mariner education and to assess how growing workforce shortages will affect the maritime industry as trade continues to increase.” In announcing the hearing, the Subcommittee indicated it specifically would “consider the possible impact of various factors on workforce shortage, including wage levels; lifestyle challenges associated with employment in the maritime industry; and training requirements imposed by the Standards of Training, Certification, and Watchkeeping (STCW) Convention.” In addition to the SIU’s Tellez, the other panelists testifying were Coast Guard Rear Adm. Joel Whitehead; Maritime Administrator Sean Connaughton; Michael Rodriguez, executive assistant to the president of the Masters Mates and Pilots; Carl Annessa, chief operating officer/vice president for operations of Hornbeck Offshore Services for the Offshore Marine Service Association; Cathy Hammond, CEO of Inland Marine Services for American Waterway Operators; retired Navy Adm. John Craine Jr., president of the State University of New York Maritime College; William Beacom, navigation consultant for Professional Mariner; Capt. Arthur H. Sulzer, USN (Ret), board member, Maritime Academy Charter High School; Capt. Jeff Slesinger, director of safety and training, Western Towboat Company; and Berit Ericksson, former executive director, Pacific Coast Maritime Consortium. Besides submitting written testimony, witnesses (divided into three panels) offered oral statements and answered questions from Subcommittee members. Among other points, Tellez emphasized that shipboard manpower “must be addressed in the context of national security.” He cited sealift lessons learned by our nation after the Persian Gulf War, including the need for a strong Ready Reserve Force ade- SIU Executive VP Augie Tellez testifies at the Oct. 17 hearing. U.S. Representative Elijah Cummings (D-Md.) Please be advised the SIU headquarters and all SIU hiring halls will be closed on Monday, Nov. 12 for the observance of Veterans Day, Thursday, Nov. 22 for the observance of Thanksgiving Day and Tuesday, Dec. 25 for the Christmas Day holiday (unless an emergency arises). Normal business hours will resume the following workday. November 2007 quately crewed so the ships are properly maintained and ready to mobilize. He also noted the cooperative efforts between the SIU, its contracted operators and the union-affiliated Paul Hall Center for Maritime Training and Education—efforts that have strongly contributed to the nation’s manpower pool of skilled, loyal, U.S. citizen seafarers. Tellez also expressed dismay at the recent announcement by the U.S. Maritime Administration concerning a reduction in crew sizes that is expected to accompany the agency’s takeover of the fast sealift ships (an issue that was reported at all SIU membership meetings in October). Excerpts from his written statement follow. Visit the “Heard at Headquarters” section of www.seafarers.org for a link to individual statements by all panelists as well as by Rep. Cummings and Rep. James Oberstar (D-Minn.), chairman of the full committee. Continued on page 7 OSG Tanker Order Grows to 12 Aker American Shipping ASA and SIU-contracted Overseas Shipholding Group, Inc. (OSG) recently disclosed that they have signed an agreement under which Aker Philadelphia Shipyard, a subsidiary of Aker American Shipping, will construct two additional Veteran Class MT-46 Jones Act product tankers. Under terms outlined under an arrangement announced Oct. 3, the shipyard will—after manufacturing the new platforms—transfer them to another subsidiary, American Shipping Corporation (ASC). ASC then will bareboat charter the vessels to subsidiaries of OSG for initial terms of 10 years. The agreement is subject to relevant government approvals. “We are proud to be expanding our fleet from 10 to 12 tankers, and excited for the opportunity to continue exhibiting our expertise in constructing quality merchant vessels,” said Aker American Shipping President and CEO Dave Meehan. “These modern ships are vital to the U.S. Jones Act and we are eager to deliver them to an expanding market in need of quality, double-hulled vessels.” The shipyard also recently issued a progress report on the initial 10-ship program. Assembly of the series of Veteran Class tankers is continuing on schedule, according to Aker officials. In addition to the two ships previously delivered (the Overseas Houston and the Overseas Long Beach), and the two vessels under construction in the building dock, the third tanker in the series (Hull 007) is nearing completion with testing and commissioning procedures taking place in the yard’s outfitting dock. Construction of the sixth vessel is under way with ongoing steel cutting of plates which will form part of the ship’s engine room. In a related development, Aker American Shipping ASA-owned vessels have been designated as the first to serve as U.S.-flag shuttle tankers. Pursuant to the agreement announced Oct. 5, between OSG and Petrobras America, Inc. (Petrobras), two of the 12 products tankers under construction at Aker Philadelphia Shipyard will be converted for shuttle tanker service for use with The Overseas Houston is the first tanker in the series of ships being built in Philadelphia for SIUcontracted OSG. Petrobras. OSG now has time charters in place with major oil companies or refiners for 11 of the 12 tankers. “We are the first U.S. owner and builder entering the new and exciting shuttle tanker market, where growth prospects are seen as very strong,” said Meehan of the historic announcement. “This is an important strategic milestone for Aker American Shipping and is another example of how we are reinventing and reinvigorating the U.S. Jones Act market.” Elsewhere, the keel laying ceremony for the fifth tanker in series took place Oct. 8 in the yard’s building dock. The ceremony itself was particularly noteworthy, according to shipyard officials, because it marked the first time that the engine room section was the initial module to be set in the dock. This complicated section featured sweeping curves and intricate outfitting whereas previous vessels saw the less-complex cargo sections of the keel set first in the dock. As part of the ceremony, coins were placed under the keel block recreating a long-held shipbuilding tradition whereby special coins are hidden in the keel section of a ship as a permanent symbol of good fortune and safe travels. Seafarers LOG 3 �45140_p1_5,7,9,17_21,24x1:5140p0 10/30/2007 10:38 AM Page 4 Seafarers Crew Up National Glory The National Glory approaches the docks in Busan, South Korea after leaving the shipyard in China. In addition to being stored on the deck of the National Glory, materiel also found its way into the holds during the vessel’s maiden voyage with a Seafarers crew. More jobs came to the forefront for union members recently when SIU-contracted Crowley Ship Management welcomed the National Glory to its fleet. Owned by National Shipping of America, the 575 TEU containership recently underwent upgrades and a refurbishment in Jiangyin, China. The vessel measures 489 feet in length and 72 feet in width and will work in the U.S. coastwise trade starting in the second quarter of 2008. Since its delivery from the shipyard, the vessel has loaded in Busan, South Korea for discharge in Guam. The ship is presently sailing between Taiwan, Hong Kong, Vietnam, Thailand and Jebel Ali, UAE. It is expected that the vessel will operate in the Arabian Gulf area for the next several months before returning to the U.S. Both Crowley Ship Management and the owner have been very pleased with the cooperation of the SIU crew which has been assigned to the vessel. Officials said they did a masterful job in getting the vessel underway and ready for trading during a very difficult shipyard period. Members of the National Glory’s SIU crew are among those posing for this photo while the vessel underwent upgrades in Jiangyin. Cargo is staged on the docks in Busan and then hoisted aboard ship. Crowley, Horizon Lines Honored for Environmental Excellence Two SIU-contracted companies, along with their top performing vessels, recently were recognized by the U.S. maritime industry for outstanding achievements in environmental excellence. Crowley Maritime Corporation and Horizon Lines Inc. during a Sept. 25 dinner at the Washington Marriott Hotel were cited for their outstanding environmental records by the Chamber of Shipping of America (CSA). Twenty-six vessels which are owned and operated by Jacksonville, Fla.-based Crowley subsidiaries and 13 others in the fleet of Charlotte, N.C.-headquartered Horizon were singled out for their respective accomplishments. Certificates were bestowed upon each vessel. “These awards are especially gratifying because they are all about safety,” said SIU Vice President Contracts George Tricker. “It’s a tribute not only to the companies but also the individual mariners. This recognition also is a reflection of the tremendous jobs that the instructors and staff at our affiliated training school (the Paul Hall Center in Piney Point, Md.) do in preparing students for their careers.” “Safety, which includes environmental protection, is our company’s most important core value,” said Tom Crowley Jr., chairman, president and CEO of Crowley Maritime Corp. “I am extremely proud of the men and women here at Crowley who are providing leadership in this area by not only taking responsibility for their own safety, but who are also safeguarding those around them, our customers’ cargoes and USNS Safeguard Joins SIU CIVMAR Fleet Seafarers in the union’s Government Services Division—CIVMARS—gained more shipboard jobs recently as the U.S. Navy rescue and salvage vessel Safeguard was decommissioned and transferred to the Military Sealift Command (MSC). Masters, Mates & Pilots Capt. Edward Dickerson and 26 CIVMARS on Sept. 26 boarded the vessel and assumed their new duties at the conclusion of a decommissioning ceremony which was conducted in Sasebo, Japan. More than 100 of the vessel’s active-duty Navy crew looked on as Lt. Cmdr. Doyle Hodges, Safeguard commanding officer, lowered the ship’s commissioning pennant. The vessel assumed the designator United States Naval Ship—USNS Safeguard—shortly following its decommissioning and transfer to MSC. “We’re extremely happy about the vessel being added to the MSC fleet as well as the new job opportunities which were created for Seafarers as a result of the decommissioning and transfer,” said Chet Wheeler, assistant vice president, SIU Government Services Division. “I’m hopeful that a few issues with respect to habitability can be worked out as soon as possible so that our people’s transitions into their new jobs will be as smooth as possible.” “Safeguard is a great addition to MSC’s fleet,” said Paul Devoe, assistant program manager with MSC’s Naval Fleet Auxiliary Force. “The ship will continue to provide vital support to the U.S. Navy’s 7th Fleet.” The Safeguard will remain in Japan and maintain the same mission and operational capabilities, MSC officials said. These missions include: salvage of stranded vessels; rescue and assistance operations; recovery of submerged objects; and manned-diving 4 Seafarers LOG The USNS Safeguard is a new addition to the SIU Government Services Division fleet. operations. The CIVMAR crew will be complemented by a four-person military detachment of Navy sailors for communications support, and up to 20 Navy divers as the mission requires. According to Navy officials, operating noncombatant ships with civilian mariners means the U.S. Navy can free uniformed sailors for critical jobs in the combatant fleet. The Safeguard is the fourth and final Navy rescue and salvage ship to be transferred to MSC and be crewed by SIU CIVMARS, joining the USNS Grapple (T-ARS 53), USNS Grasp (T-ARS 51) and USNS Salvor (T-ARS 52). MSC operates 110 noncombatant ships with civilian crews that replenish U.S. Navy ships, chart ocean bottoms, conduct undersea surveillance, strategically preposition combat cargo at sea around the world and move military equipment and supplies used by deployed U.S. forces. the environment.” John V. Keenan, president and CEO of Horizon Lines, echoed Crowley’s assessment noting, “Environmental responsibility is a commitment our company and ships have honored since our founding. These awards allow us to know that we are delivering on our promise to be good citizens on shore and at sea—actions that make us proud of our people and our performance.” The awards recognized companies with vessels that had achieved a record of two or more years of no recordable environmental incidents including: No reportable spills; No U.S. Coast Guard citations for violations of MARPOL; No port state citations for violations of MARPOL; and No violations of state/local pollution regulations. Vessels are eligible for awards beyond the initial two-year period. Crowley companies, including Crowley Liner Services, Crowley Petroleum Services, Marine Transport Lines and Marine Transport Management far surpassed the two-year benchmark, company officials said. The company registered a combined total of 152 years of environmental excellence among its recognized vessels which included: Crowley Liner Services— MV Cape Taylor, SS Cape Intrepid, SS Curtiss, SS Cape Island and SS Wright. Crowley Petroleum Services —ATB Coastal Reliance, ATB Ocean Reliance, ATB Sea Reliance, ATB Sound Reliance, MV Guardsman, MV Navigator, MV Sea Cloud, MV Sea Prince, MV Sioux, MV SMT Chemical Trader, SS Blue Ridge and SS Coast Ridge. Marine Transport Lines— MV Cape Decision, MV Cape Diamond, MV Cape Domingo and MV Cape Edmont. Marine Transport Management—Charleston Express, St. Louis Express, Washington Express and Yorktown Express. Horizon Lines vessels boasted a combined 94 years of environmental excellence. Those honored and their number of years with no recordable environmental incidents were: Horizon Challenger–4 years; Horizon Discovery–2 years; Horizon Enterprise–17 years; Horizon Fairbanks–7 years; Horizon Kodiak –6 years; Horizon Navigator–17 years, Horizon Pacific–7 years; Horizon Producer–4 years; Horizon Reliance–6 years; Horizon Trader–9 years; USNS Bowditch –2 years; USNS Heezen–7 years and USNS John McDonnell–6 years. U.S. Coast Guard Commandant Adm. Thad Allen delivered the event’s keynote address. During his remarks, he shared statistics that demonstrate how the emphasis on preserving the environment by mariners, shipping companies and government agencies has yielded positive results through the years. In addition to high-ranking officials from shipping companies, the dinner was attended by prominent figures from the U.S. Coast Guard, U.S. Maritime Administration, Environmental Protection Agency and other government organizations. The Chamber of Shipping of America was founded in 1917. The organization represents 30 U.S.-based companies that own, operate or charter oceangoing tankers, container ships and dry bulk vessels engaged in both the domestic and international trades and companies that maintain a commercial interest in the operation of such oceangoing vessels. November 2007 �45140_p1_5,7,9,17_21,24x1:5140p0 10/30/2007 10:40 AM Page 5 University Professor Scrutinizes Runaway-Flag Shipping National security risks resulting from the United States’ dependence on flag-of-convenience (FOC) merchant ships since the events of 9-11 continue to raise concerns in many circles. J. Peter Pham, Ph.D., director of the Nelson Institute for International and Public Affairs at Harrisonburg, Va.’s James Madison University, points out that these concerns are well-founded and further that the FOC arrangement—as well as the ships which sail the seas under its authority— pose a clear danger to America’s national security interests. Foreign-flag ships in 2002 were estimated to be transporting 98 percent of U.S. commercial imports and exports, and many of those vessels fly FOCs, also known as runaway flags. The United States also relies on U.S.owned ships registered in at least five FOC states for military supply and support in wartime under a defense doctrine known as “effective U.S. control.” Under flags of convenience, a ship owned in one country is registered at relatively modest cost in another country, usually a poor nation that depends on the registry revenues for much of its income. In exchange for ship registry, some FOC states offer secrecy that often allows hidden title to a single vessel or fleet, and they generally do not tax shipping interests. Further, FOC states commonly shield vessel owners and operators from accountability in collisions, oil spills and other incidents. FOC states either cannot or do not enforce minimal operating, environmental, safety or social standards established by the International Maritime Organization (IMO) and the International Labor Organization (ILO) in the United Nations. Pham, in his work, “An Inconvenient Flag: Liberia’s Ship Registry in the Age of Global Terrorism,” scrutinized Liberia’s maritime force. He found that while this West African nation essentially has no Navy or Coast Guard to patrol its 579-kilometer coastline, it still has the world’s second largest merchant navy both in terms of vessels and gross tonnage. Ranking second only to Panama, Liberia’s merchant fleet is comprised of 1,687 large ships amounting to more than 96 million deadweight tons. Included in this inventory of seagoing platforms are three barge carriers, 322 bulk carriers, 83 cargo container ships, 75 liquefied gas tankers, 397 petroleum tankers, 76 refrigerated cargo ships, four roll-on/roll-off vessels, 11 specialized tankers and 35 vehicle carriers. After examining the fashion in which Liberia was able to grow its merchant registry from virtually nothing to the world’s second largest, and what he described as the extremely lax policies and procedures under which it registers vessels under its flag, Pham said that Americans need some assurances that the vessels sailing the world’s oceans are safe, highquality platforms which meet commonsense environmental safeguards, fair labor standards and basic security requirements. “We need to know who owns them, who operates them, and who crews them, especially if they approach our shores or those of our allies,” Pham said. According to the International Transport Workers’ Federation Federation Appoints Executive VP Holt Baker Succeeds Newly Retired Chavez-Thompson Arlene Holt Baker, the daughter of a domestic worker and laborer in Fort Worth, Texas, on Sept. 21 unanimously was approved to become the AFL-CIO’s new executive vice president. Holt Baker—the first African American woman to serve in one of the labor alliance’s top three offices—replaces Linda ChavezThompson, who served the labor movement for 40 years. She announced her retirement in early September. Holt Baker brings 30 years of experience as a union and grassroots organizer and political activist to the post. As a teenager, she got her first job in programs established through President Lyndon Johnson’s “War on Poverty” initiative, and began her union career with the American Federation of State, County and Municipal Employees (AFSCME). As an organizer, international representative and eventually AFSCME’s international union area director in California, Holt Baker helped public-sector workers form a union and win a voice at work. She also helped workers secure contracts with better wages as well as pay equity for women. Holt Baker has served on California’s Comparable Worth Task Force Committee and also has received numerous civic awards for her work as a labor and community advocate. She came to the AFL-CIO as executive assistant to former Executive Vice President Chavez-Thompson in 1995. Most recently, she led the AFL-CIO’s Gulf Coast Recovery effort. Chavez-Thompson returned home to San Antonio to be with her family shortly after announcing her retirement. She was elected to the office of executive vice November 2007 (ITF), FOC crews typically are recruited from developing and less-developed countries including the Philippines and Indonesia, and, in a more recent trend, from former Soviet-bloc states in Eastern Europe. Many have no training, and many more are known to have fraudulent mariner documents and training certificates. Labor, clergy and human rights organizations worldwide have charged that FOC crews are easily exploited and often abused, working long hours for little pay under substandard conditions. SIU Secretary-Treasurer David Heindel (who also serves as first vice chair of the ITF Seafarers’ Section) during testimony earlier this decade before the U.S. House of Representatives Armed Services Committee stated that FOC vessels “have been linked to the registration of hijacked ships, phantom ships, fraudulent unreported and unregulated fishing, illegal alien smuggling, and most recently, to international terrorism.” Norwegian intelligence sources in late 2001 furnished the United States and the North Atlantic Treaty Organization with a list of 23 cargo ships linked to terrorism, or more specifically to Osama bin Laden and al-Qaeda. The ships’ names, listed owners, likely cargoes, and flag states at Attention Linda Chavez-Thompson Arlene Holt Baker president in 1995. A second-generation American who is the daughter of cotton sharecroppers, Chavez-Thompson became the first person of color to hold one of the top three elected offices at the AFL-CIO. She had previously served on the AFL-CIO Executive Council as a leader in AFSCME. Traveling and speaking to union and community groups constantly, she has been the face of America’s new union movement to millions. Chavez-Thompson during her career worked to strengthen state and local labor movements and has served as a strong voice on behalf of civil, human and women’s rights. She also has been a national leader on the issue of immigration and immigrant workers’ rights. “In everything she’s done over a lifetime of service, Linda has broken new pathways for the labor movement,” said AFL-CIO President John Sweeney. “Countless working women and men, not only in the United States but throughout the Western Hemisphere, have a better life because of all she’s contributed. She’s inspired tens of thousands of people to contribute through their own action, and wherever she’s gone, she’s earned tremendous affection.” Under the AFL-CIO constitution, Chavez-Thompson, a native of Lubbock, Texas, will become the AFL-CIO’s first executive vice president emerita. She will continue to chair the AFL-CIO Immigration Committee and serve as head of the InterAmerican Regional Organization of Workers (ORIT), the International Trade Union Confederation’s (ITUC) regional organization for the Americas. She also will serve as an advisor to state federations and labor councils. In a letter to Sweeney formally communicating her retirement, Chavez-Thompson said she wrestled with her decision. “I am blessed to have had 12 years worth of wonderful experiences, meeting thousands of union members and workers who have given me hope that our labor movement continues to be a major factor in their lives,” she wrote. “You have given me the opportunity of a lifetime, which was to go where I never dreamed I could go, and do more than I ever dreamed I could do.” the time of the House hearing remained classified. In London, however, ITF General Secretary David Cockroft declared that the possibilities were strong that the ships cited were registered under FOCs. “We warned two months ago that ships could be used to transport explosives, terrorists or worse,” Cockroft said. “I am sure that most, if not all, of these vessels will be flying flags of convenience.” Cockcroft continued, “Corruption and lack of accountability are endemic in the FOC system, which is built on two pillars: no questions asked of shipowners and no questions answered to anyone else. When a ship is registered with one of these flags, a curtain of secrecy descends—as valuable if you’re a money launderer, someone who wants to sink a ship for insurance, or work its crew half to death before abandoning them unpaid in a foreign port. As long as governments and the United Nations turn a blind eye to the way FOCs allow criminals to operate anonymously, ships will be used to transport everything from drugs and illegal immigrants to the supplies used by the al-Qaeda men who blew up the U.S. embassies in Kenya and Tanzania.” Seafarers: Seafarers LOG 5 �45140_p6,8,10_16,22_24:September-07 10/25/2007 11:26 AM Page 6 Mobile Port Agent Ed Kelly Retires The comments definitely were offered in jest, and immediately were followed by laughter and then obviously sincere words of praise. But, it’s undoubtedly a measure of the union’s affection for newly retired SIU Mobile, Ala. Port Agent Ed Kelly that the first few quotes solicited for this article brought forth descriptions from different people including “big pain in the rear,” “grouchy so-and-so,” and “grumpy old [person].” Far more revealing and heartfelt was this sentiment from SIU Vice President Gulf Coast Dean Corgey: “I hope we still see him around in the port of Mobile. He did a great job for us, and it was a pleasure working with him. Ed comes from a long line of charter SIU members and has a history Kelly said that working with the late SIU Assistant VP Steve Judd (left) was one highlight of his career, and asked that this particular photo—taken at the SIUNA convention in Piney Point, Md. in 2002—be published with his retirement article. with the union dating to its inception. He’s a great guy.” Kelly, 65, recently called it quits after an SIU career dating to 1981. While he indeed hails from a seafaring family, Kelly traveled an atypical route to the SIU. He had been a schoolteacher and was working as head coach of the track and cross country teams at the University of South Alabama when he decided to take advantage of an opening with the union. “At first, I thought, what the heck did I get myself into?” Kelly recalled with a chuckle. “But I’ve made friends for life in the SIU. I loved servicing, meeting the members and ‘preaching’ about the SIU. The union became my home and my family.” A native of the small town of Theodore, Ala., he worked in other halls from time to time, including facilities in Houston, New Orleans, Jacksonville and Ft. Lauderdale, Fla., but spent most of his career in Mobile. Kelly served as port agent there beginning in 1999. “One thing that struck me is that no matter what hall you went to, the members all felt the same way about the SIU, and it was very positive,” he noted. “What that meant to me was the leadership and the rank-and-file were all on the same page.” Kelly’s father, Ed Kelly Sr., joined the union right after World War II and eventually sailed as a recertified steward. Kelly also Bosun’s Work Is No High-Wire Act had five uncles who were Seafarers, including charter member Jack Kelly, who sailed in both the deep sea and inland divisions. The newly retired Kelly listed among his fondest memories the years he worked in Houston in the late 1990s; assisting with a postSeptember 11 donation to the International Association of Fire Fighters from the Greater Mobile Port Maritime Council, where he served as secretary-treasurer; participating in grassroots activities promoting pro-maritime legislation; and working with the late Steve Judd, SIU assistant vice president based in New Orleans, who died unexpectedly in early 2006. SIU Assistant Vice President Gulf Coast Jim McGee described Kelly as “good to work with. He would follow up and take care of business. I wish him nothing but the best in retirement.” Ft. Lauderdale Port Agent Kenny Moore, citing Kelly’s well-known passion for golf, said, “I’m sure he’s on a course right now. He’s a very sharp guy who never shied away from hard Recently retired Mobile Port Agent Ed Kelly (left) is pictured with SIU boatmen earlier this year during contract ratification at Crescent Towing. work. He has a great sense of humor and I wish him all the luck in the world.” Kelly, reached (at home) in mid-October, said he is “happy to be retired, but I miss my peers.” At the end of a long conversation filled with laughs, he turned serious when offering this thought for experienced Seafarers: “It’s the job of older members to teach younger members about the union—to help them learn to care about it. Somebody taught you, so what’s wrong with you teaching them? That’s something that’ll keep the union strong for everyone.” Safety Team Reviews Regulations, Hones Skills SIU safety directors from 10 ports last month participated in their ninth annual meeting at the union-affiliated Paul Hall Center for Maritime Training and Education, located in Piney Point, Md. Their agenda from Oct. 9-12 included hands-on training; examining critical regulations governing vessel and port safety; ship inspection procedures; methods for discovering hidden hazards; training and education at the center; manpower and recruiting; contracts and communications skills, and more. Pictured in the group photo (from left) are safety directors and SIU officials Jimmy White (from the SIU’s Houston hall), Asst. VP Ambrose Cucinotta, Secretary-Treasurer David Heindel, Karl Leiter (Jacksonville), Kevin Marchand (Ft. Lauderdale), President Michael Sacco, Sam Spain (Norfolk), Monte Burgett (Algonac), Ryan Palmer (Tacoma), Abdul Al Omari (Wilmington), James Brown (New Orleans), Kathy Chester (Oakland) and Frank Iverson (Honolulu). State-of-the-art simulators are important parts of many Paul Hall Center classes. Checking out the bridge and engine simulators, respectively, are Karl Leiter (left photo) and James Brown. Great Lakes Contracts Ratified For Bosun Zeki Karaahmet, pictured (literally) above, slushing the topping wires used on cargo cranes aboard the SIUcrewed Washington Express makes for an eye-catching experience, but it’s all in a day’s work. The bosun recently emailed these images taken during a voyage back in May. The vessel, operated by Marine Personnel and Provisioning, is part of the U.S. Maritime Security Program fleet. The ship is 798 feet long with a beam of 105 feet, 8 inches. Built in 2002, the vessel is equipped with four cargo cranes and can sail at greater than 21 knots. 6 Seafarers LOG Several contracts recently were ratified in the union’s Great Lakes Division. Separate but very similar 12-year pacts are now in place at Upper Lakes Towing, with one agreement covering unlicensed crew members and the other covering licensed mariners. The Upper Lakes Towing contracts call for wage increases each year through March 2013 and a wage reopener for the years 2013-2019. They also boost company contributions to the Seafarers Money Purchase Pension Plan and increase company vacation benefits. At VanEnkevort Tug and Barge, a comparable 12-year contract is now in place. It, too, stipulates annual wage increases from 2007 to 2013, followed by a wage reopener for the agreement’s remaining years. Further, the new pact provides for an increase of the company contribution to the Seafarers Money Purchase Pension Plan along with increased company vacation benefits. Finally, crew members on Hanson Material Services harbor boats based in Morris, Ill. are covered by a new five-year agreement. The pact took effect March 1, 2007 and runs through February 2012. This agreement maintains current health and pension benefit levels and provides for annual wage increases. November 2007 �45140_p1_5,7,9,17_21,24x1:5140p0 10/30/2007 10:41 AM Page 7 Union Testifies on the Hill Continued from page 3 Excerpts from SIU Statement I would like to thank the Committee for the opportunity to appear before you today and to express our thanks for the continued support of the Congress for the Maritime Security Program (MSP), the Jones Act and Cargo Preference that play a vital role in ensuring that the United Statesflag fleet is generally not experiencing the kind of manpower shortages at issue here today, and can continue to supply the trained manpower essential to maintaining U.S. strategic sealift capabilities. At the same time, I would be remiss in not pointing out that a recent government decision was made in order to save a relatively small amount of money by reducing crews in the vital U.S. Ready Reserve Force. This potentially sets a dangerous precedent and could create significant problems down the line by eroding the pool of well-trained, loyal, U.S.-citizen crews whom our military depend upon during times of conflict…. United States-flag vessels operating in the deep sea ocean trades are not experiencing the manpower shortages that are the subject of today’s hearing. The reasons for this include the MSP program enacted by Congress in 1996 and re-authorized in 2003; the preferences granted to United States-flag vessels for the carriage of military and commercial U.S. Government owned or impelled cargoes by Cargo Preference Laws enacted over the years; ongoing support for the Jones Act; maintenance of the RRF; and the general support of the Congress for emphasizing the use of commercial vessels for military cargoes expressed by the National Security Sealift Policy adopted by Presidential Directive in 1989. In combination, these programs and policies have enabled the United States to maintain a commercially viable and militarily useful fleet of privately owned vessels, manned by U.S. citizen crews, in active service in the international and domestic trades. In 2004, pursuant to Congressional direction in the Maritime Security Act of 2003 to study the Maritime Security and Cargo Preference programs, the Government Accountability Office (GAO) concluded that: “The cargo preference and Maritime Security Programs both provide incentives to retain privately owned U.S.-flag ships and their U.S. citizen crews for commercial and national defense purposes.” As stated by the Department of Defense in its comments on that report, “The Department of Defense supports a strong and viable United States Merchant Marine which provides DOD with needed U.S.-flag vessels and mariners during war. The Cargo Preference and Maritime Security Programs are vital to the U.S. Merchant Marine and DOD.” The direct linkage between these programs and U.S. strategic sealift capabilities is clear. Today 60 militarily useful vessels are enrolled in the Maritime Security Program, while, according to the GAO, on average almost 200 United States-flag vessels participate in the carriage of military and commercial preference cargoes. The contributions made by these vessels to defense sealift are two-fold. First, the vessels themselves are available for use by the military for defense cargoes. This is particularly true for the 60 vessels in the Maritime Security Fleet. As important, however, is the contribution made to creating and sustaining a pool of skilled and experienced seafarers that the Departments of Defense and Transportation can draw upon to provide augmentation crews for strategic sealift vessels kept in reduced operating or reserve status when not required for contingency operations. In general, to provide for crew rotations, training ashore, vacations and sick leave, for every billet on board those vessels, there are approximately 1.5 trained and experienced U.S. citizen seafarers. It is those seafarers who form a substantial part of the manpower pool that can be called upon to crew vessels being activated from those reserve or reduced operating status fleets. The importance of these ships Health Care Premiums Rise Continued from page 2 employer-based system can do no better than tread water,” said coauthor Jon Gabel, senior fellow at the National Opinion Research Center at the University of Chicago. “It makes one ask, ‘What will happen during the next economic downturn?’” Worker Contributions, Cost-Sharing Covered workers on average pay 16 percent of the overall premiums for single coverage and 28 percent for family coverage— shares that have remained relatively stable in recent years. However, workers in small firms (three to 199 workers) pay significantly more on average toward the cost of family coverage ($4,236 annually) compared to larger firms ($2,831 annually). November 2007 For single coverage, the opposite is true, with workers at small firms annually contributing less on average than workers at large firms ($561 vs. $759). Other findings include many employers indicating that they expect to make significant changes to their health plans and benefits in 2008. Overall, 21 percent of firms say they are “very likely” to raise workers’ premium contributions next year. Some firms also say they are “very likely” to increase office visit costsharing (13 percent), increase deductibles (12 percent) and increase prescription drug costsharing (11 percent). Very few firms say they are “very likely” to restrict eligibility for coverage or drop health coverage altogether. The full survey may be accessed online at http:// www.kff.org/insurance/7672/ and crews to military sealift is evidenced by their continued role in supporting Operations Enduring Freedom and Iraqi Freedom. To augment active privately owned, militarily useful vessels in commercial service and U.S. Government-owned active sealift forces, the United States maintains a fleet of approximately 45 sealift vessels in reserve or reduced operating status. During the period between October 2001 and February 2006, vessels activated from those reserve fleets transported 28.2 percent (U.S.flag commercial vessels carried most of the remaining 71.8 percent), or almost a third, of all military equipment and supplies delivered to U.S. forces in those contingency operations. One of the sealift lessons learned through Operations Desert Shield and Desert Storm in 1990-91 was that because of the age of many of these vessels, and the lack of any crew on board during reserve status, the vessels experienced a high operating failure rate during the initial surge to this earlier war. Crew shortages also became an issue because the only manpower pool that was available to man the governmentowned vessels had to come from the U.S.-flag commercial fleet. After extensive study and analysis, in the mid-1990s the Department of Defense and the U.S. Maritime Administration changed the way that the government vessels would be maintained to solve the crewing issues encountered during the first Gulf War. In short, the Maritime Administration established a Panelists from different components of the industry participated in the subcommittee hearing. Reserve Operating Status Maintenance Program that placed a cadre of U.S. crews on board groups of reserve vessels in order to maintain the ships in a higher state of readiness. During Operation Iraqi Freedom, these ships were again called upon for initial surge transport, but unlike in Operation Desert Shield, the ships performed flawlessly, and most importantly, because of the small cadre of crew already on board the ships for maintenance there was a nucleus crew ready to sail the ships. By making the change in the mid-1990s, it increased the manpower pool by a small amount, but that was sufficient to help solve the crewing issues experienced during Desert Storm. Overall, it must be emphasized that in addition to the RRF crews, without the trained and experienced mariners drawn from the manpower pool made possible by the United States-flag commercial fleet supported by the Maritime Security Program, Cargo Preference programs and the Jones Act, it would have been impossible to crew up those vessels for Operation Iraqi Freedom. This being said, I am very concerned with plans by the government, as a cost-saving device, to decrease the readiness of certain vessels and reduce or eliminate the crews originally put on board through the changes made to the RRF program after Operation Desert Storm. While we are experiencing no significant crew shortages at this time, with the downgrading of the Reserve vessels, any future use of those vessels for major sealift will clearly lead to crew shortages in both the Jones Act and international trades. The gradual reduction in entry-level shipboard positions in all three departments makes this situation even worse.... SUMMARY ANNUAL REPORT FOR NMU VACATION PLAN This is a summary of the annual report of the NMU VACATION PLAN, EIN 13-6700828, Plan No. 501, for period Jan. 1, 2006 through Dec. 31, 2006. The annual report has been filed with the Employee Benefits Security Administration, U.S. Department of Labor, as required under the Employee Retirement Income Security Act of 1974 (ERISA). Basic Financial Statement The value of plan assets, after subtracting liabilities of the plan, was $0 as of Dec. 31, 2006, compared to $1,077,591 as of Jan. 1, 2006. During the plan year, the plan experienced a decrease in its net assets of $1,077,591. This decrease 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 beginning of the year or the cost of assets acquired during the year. During the plan year, the plan had a total income of $5,091,029 including employer contributions of $4,959,294 and earnings from investments of $131,735. Plan expenses were $4,895,543. These expenses included $961,890 in administrative expenses and $3,933,653 in benefits paid to participants and beneficiaries. As of Dec. 31, 2006, the NMU Vacation Plan merged into the Seafarers Vacation Plan and transferred the remaining net assets. 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; and 2. financial information and information on payments to service providers. To obtain a copy of the full annual report, or any part thereof, write to: Board of Trustees of the NMU Vacation Plan, c/o Seafarers Benefit Funds, 5201 Auth Way, Camp Springs, MD 20746; telephone (301) 899-0675. The charge to cover copying costs will be $1.70 for the full annual report, or 10 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 the NMU Vacation Plan, c/o Seafarers Benefit Funds, 5201 Auth Way, Camp Springs, MD 20746) and at the U.S. Department of Labor in Washington, D.C., or to obtain a copy from the U.S. Department of Labor upon payment of copying costs. Requests to the Department should be addressed to: Public Disclosure Room, Room N1513, Employee Benefits Security Administration, U.S. Department of Labor, 200 Constitution Avenue, N.W., Washington, DC 20210. Seafarers LOG 7 �45140_p6,8,10_16,22_24x1:5140p0 10/30/2007 10:43 AM Page 8 Aboard the SS Haverford Victory: Winter of ’45 in the North Atlantic Editor’s note: This article was written by Paul Hogan, who joined the NMU in the fall of 1945 and sailed for about three years. He then went to Penn State before getting drafted into the Korean War. The GI bill that was promised to him was never granted, so he did his duty all over again in the Army. After his military service, Hogan became a contractor, designing and building playgrounds all over the world, from Papua New Guinea in the South Pacific to Leningrad in the former Soviet Union and all points in between. He has written three books on the subject and is still active in the field of playground safety. (You can find his web site at Triax2000.com.) I t was a dark and stormy night, one of the darkest and stormiest nights I have ever experienced, even to this day, nearly 62 years later. To make matters worse, we were in the North Atlantic aboard a rocking and rolling Victory-type troop transport. Our mass-produced vessel of 8,000 tons bobbed in the North Atlantic like a cork in rapids. Aboard were 2,000 German POWs who were being transported back to Europe, not to immediate freedom as they had hoped, but to six more months of indentured service clearing land mines in France. The French attitude was, “You put them down, you pick them up.” Also with us were 35 non-commissioned Army MPs and two or three of their officers. Their job was to maintain order among the POWs and to prevent anyone from escaping. How or why anyone would want to try and escape from a troop ship in the middle of the North Atlantic in the midst of a winter storm, I couldn’t fathom. But, I’m getting ahead of myself. As an 18-year-old seaman, I had already been on a troop ship to Southampton where I had about three hours of shore leave to go to a pub for my first English beer while the ship loaded 2,000 American soldiers to bring them home. That first overseas experience had me hooked for life. The next trip was more eventful. By throwing in my union card at the hiring hall, I bid on a trip to Le Havre, France. I knew it was a troop ship but had no idea we would Paul Hogan (right), as a young assistant officer’s pantryman, shakes hands with his boss—and friend—Sandy. be taking 2,000 German POWs to France and then bringing an equal number of GIs home on the same ship. My job was the lowest ranking on the ship: assistant officer’s pantryman. Chief pantryman Sandy was black, 19 years old and, with two years before the mast, had far more experience than I. He became my good friend, regaling me with many funny stories about coping with his position aboard ship. As on every ship, and I suppose in every office in the world, there is one person whose goal in life seems to be making it difficult for someone else. Our nemesis was a young, officious army lieutenant whose name I conveniently forgot a long time ago. I’ll call him Lt. X. He was second in charge of the MP guards who maintained order among the 2,000 POWs. That was really a joke because the POWs maintained their own order. They knew that anything other than order would cause them trouble, of which they’d already had enough. The majority of the POWS had been in 8 Seafarers LOG for a UFO or for whatever was hovering the Afrika Korps. When Rommel was over us with a flashing red light. Finally defeated, the United States was stuck the searchlights focused onto the kite with several hundred thousand German that was trailing us. The OD (officer of prisoners. As it was too expensive to the deck) was not amused, but 2,000 take care of them in Africa, they were POWs, the MPs and our own crew shipped here and relocated in dozens of thought it was great sport. The next day POW camps around the country. Now we had orders: “No more kite flying.” that the war was over, it was time for I forgot to tell you about our captain, them to go home (with that slight detour the strangest one I ever served under. through the mine fields of France). He was reclusive to the extreme and But I digress—an easy thing to do spent most of the time in his cabin, when trying to recall events of 62 years rarely going to the bridge and even ago. more rarely actually taking command of Every morning, Lt. X would appear POWs make a kite to pass the time on the Haverford his ship. One of Sandy’s jobs was to in full dress uniform for his inspection take the captain his breakfast, lunch and tour of our pantry. No one ever wore full Victory. dinner where he ate alone in his cabin. dress on an old troop ship save our Even on Thanksgiving, he ate alone. nemesis. Everyone from the almostly the GIs who had to suffer under Lt. X. If Both the officers and crew of our ship were never-seen captain to the engine room medals had been given for this sort of glad he stayed in his cabin rather on the wipers wore old work clothes. They were exploit, surely Sandy would have earned bridge where he was supposed to be. I doubt clean but old. I used to clean my pants by one. most of the crew ever saw him once, even tying a rope around them and throwing them By comparison, my second trip to Le when docking. off the fantail for about 10 minutes. They Havre was mostly uneventful. We picked up One morning, Sandy came back from got a good washing, and then I’d rinse the several train-loads of German POWs in Port delivering breakfast to the captain’s cabin salt water out of them with fresh water. Elizabeth, N.J. where our ship was docked. laughing. He told me that after having set Back to Lt. X As we watched them get off the special down his tray and on the point of leaving, He had the habit of reaching up and runprison trains and march up the gangplank, I our captain shouted out, “SANDY!” “Yes ning his fingers along the shelf rims looking wondered what lay ahead on this voyage. sir,” Sandy replied. ”You didn’t say good for dirt or grease. He never found any as We had been in port just a few days morning to Bozo” (the captain’s dog). Sandy ran a clean and tight pantry. After a cleaning out the ship and reprovisioning it Replied Sandy, “Oh sir, I said good morning week of this insult, Sandy took me aside and for taking 2,000 German troops east and to him when he was out for his walk earlier whispered, “Paul, I’m going to fix it so he another 2,000 American troops west. I don’t will never come in here and bother us suppose you can imagine how much the ship this morning.” The captain seemed satisfied with that excuse and dismissed Sandy. again.” Bear in mind, our pantry was out of smelled after a thousand or so German and As with most troop ships we had a pretty his domain and was under the supervision of American soldiers had been seasick. There good PA system—certainly superior to what our own chief steward who was very happy were precious few supplies available in you find on today’s 747s. The system was with the way we did our job. Europe for the homeward trip so we had to allegedly under the management of the Sandy found a bottle of molasses and carry provisions for both ways. American MPs, but as they were too busy poured it on the shelf where it was hidden I’d spent a few evenings with Sandy (shooting craps or playing poker), the job by the lip. Lt. X soon came in on his morntouring his favorite hangouts in Harlem, was left to the Germans who were glad for ing rounds to harass us. Unfortunately, this which strengthened our friendship. He was the opportunity. As it was so near Christmas time he had on white gloves. He looked in both my boss and my friend. After all, he and everyone was feeling nostalgic, the the drawers, opened the refrigerator and, as was 19 and I was only 18. Germans kept playing Lily Marlene—perexpected, ran his hand along the shelf where I forgot to tell you that on the first trip, haps every fourth record was sung by his new white gloves picked up a half-pound some of the POWs gave classes in German Marlene Dietrich. She sang the song that of gooey molasses. He jumped back in to wile away the time. I attended almost begins with: “Underneath the Lamppost,” in astonishment, and before he could say a every one and soon learned to count and both German and English. After a few days word, Sandy said, “Oh thank you make basic talk about the weather, jobs I of this, one of the American MP sergeants Lieutenant, I wondered what happened to had, and things like that. My rudimentary burst into the room and told the German DJ that bottle. It must have tipped over on a German came in handy when I greeted the that if he played Lily Marlene one more heavy roll. Here, let me help clean you up.” new load of POWs to our humble ship. I time, he’d throw the record and the DJ overLt. X never came back to our pantry for even learned to sing two complete verses of board. the rest of my two voyages on the Stille Nacht, Heilige Nacht (Silent Night, We didn’t hear Marlene for a day or so. Haverford Victory. Holy Night). Then she slowly crept back onto the list Back to my opening line. It was a dark One concert that will stay with me for as where she sang her plaintive song perhaps and stormy night. It was Thanksgiving 1945, long as I live was when the entire shipload and as pantrymen, we had the job of serving of 2,000 German POWs sang Silent Night in every 20 records. We all liked that song but not quite so much as the lonesome POWS. I up a memorable meal for both the ship’s German—and in unison—on a tossing made a few good friends among the POWs officers and our guest army officers. troopship. Though the ship was divided into and for several years corresponded with Still worked up about Lt. X, Sandy had compartments, the song was picked up from Walter Borkofski. He sent me a beautiful yet one more trick up his sleeve. About 10 one compartment of 400 or 500 soldiers to charcoal sketch of a photo I had taken of me minutes before the Thanksgiving dinner the next until the entire ship sang as one in merchant marine training school. I sent gong sounded, he went into the officer’s beautiful chorus. It’s too bad we were him food parcels, but over the decades we dining salon and unscrewed three of the four unable to record that experience. lost touch. “dogs” on a porthole. A dog is a screw type It was cold and bitter when we left Port Last year, while in Tampa, I went aboard device that secures the porthole to the ship’s Newark. Christmas was just three weeks side. The fourth and last dog was held in away. As we entered the Gulf Stream, every- the American Victory. It is now a museum and was an exact duplicate of the Haverford place by just a few threads. thing warmed up for a day, and then we hit Victory. I recalled every nook and cranny of This unsecured porthole just happened to the bitter cold and unforgiving North the Haverford Victory as I led my companbe over the lieutenant’s favorite place in the Atlantic. ion on a tour. I was amazed how I rememsalon. A few days further out, however, the They say if a Victory ship rolls 50 weather turned pleasant again and the POWs bered the use of every room and piece of degrees, it just keeps on going and you are were allowed on deck. The holds where they machinery. I visited my old pantry and the officer’s dining salon. I went forward to the dead. We were in the low forties on our rolls (and the Americans as well) slept had bunks bow where I used to stand under a combing that Thanksgiving. six tiers high, so any excuse to get outside as the ship rose and dived in the heavy seas. The music over the PA system was was welcome. I could have found my bunk room blindfoldappropriate for the season. Everyone was in One warm, sunny day, a few of the ed. I touched the bunk in which I once slept. a holiday mood as they took their places and POWs decided to make a kite. They got I was carried back to that dark and stormy I began serving them from the opening to cloth and string and sticks from I don’t night 62 years ago. the pantry. After serving everyone their dinknow where and made a traditional kite ner, a few bottles of wine appeared out of about 3 feet across. They put a long tail on it nowhere. I went back to the pantry. Sandy and flew it off the stern of the ship. All the nudged me and whispered; “Now you just POWs cheered when the kite took off and watch.” While not appearing nosy, I kept my followed us across the ocean. eye on Lt. X. The ship was going through a Before dinner call, one of the POWs had particularly rough sea with each roll steeper the bright idea of tying a red flashing light than the last. to the tail. Such lights were attached to all On one never-to-be-forgotten roll, the the life belts so that if you were floundering porthole over Lt. X burst open, pouring tons in the freezing water you could be spotted of 32-degree seawater down on his head, by a rescue craft. Never mind that you’d washing him under the table and out the freeze to death after just 15 minutes in that door into the alleyway. Officers jumped up watery grave. to resecure the porthole while Sandy and I Though the European war had been over ran in with mops and buckets and profuse for six months, the North Atlantic still had apologies to begin the clean-up task. Was it thousands of loose drifting mines. We were worth it? You bet. Later, a few of the ship’s still on combat pay, and our ship was on officers went up to Sandy and said, “Good what might be termed today as a Yellow work, Sandy. That guy needed to be flushed Alert Condition. out of the salon.” The exploit traveled About 10:00 p.m., all hell broke loose POW Walter Borkofski sent Hogan this throughout the ship, making Sandy the hero with sirens and klaxon horns blaring. sketch from the small photo (inset) he had among our crew, the Germans and especialSpotlights were turned on, searching the sky sent to the German in 1946. November 2007 �45140_p1_5,7,9,17_21,24:September-07 10/26/2007 12:26 PM Page 9 Paul Hall Center’s Milestone Year Also Includes 10 th Anniversary of Revamped Trainee Program While the 40th anniversary of the SIU-affiliated Paul Hall Center for Maritime Training and Education duly was celebrated earlier this year, another milestone of sorts involving the school took place near the start of 2007. The month of March marked 10 years since the school announced a major change to its trainee program—a staple of the center’s Seafarers Harry Lundeberg School of Seamanship since its founding. Specifically, in 1997 the program shifted from 12 weeks to a curriculum lasting about 2.5 times as long as the old class. A major change in scenery accompanied the expansion. Whereas the old program exclusively took place at the school in Piney Point, Md., the new one added a 90-day shipboard component in which students went to sea and rotated through each department. The redesigned program retained the initial 12-week phase in Piney Point, which includes vessel familiarization, firefighting, first aid and CPR, water survival, vessel operations and maintenance, sanitation and other topics, with emphasis on hands-on training. Finally, the updated curriculum added a third phase back at the southern Maryland campus in which students undergo department-specific training along with additional classes that help provide more options when it’s time to ship out. Like a majority of Paul Hall Center courses, the “phase III” classes include plenty of practical training. Registered with the U.S. Department of Labor, the apprentice program has graduated approximately 22,000 people. U.S.-flag vessel operators have praised the redesigned training, pointing out that the more rigorous curriculum has decreased turnover while boosting safety. Alaska Tanker Company Labor Relations Director Bill Cole sees many benefits in the current format. “This unlicensed apprentice program has been a home run for the school and the employers,” stated Cole, who also serves as a Paul Hall Center trustee. “It’s been that way because what we’ve done is create a career path, starting from an entry-level position. That system provides employers with highly trained and competent people, which has been proven time and time again. Not only are new people entering the industry through the UA program, they’re coming fully qualified with state-of-the-art training and upgraded skill sets.” The program’s changes were driven by regulations as well as by practicality. Part of the impetus came from the amended STCW convention—an international maritime treaty governing the methods used to train and certify merchant mariners. Among that pact’s myriad requirements are practical demonstrations of shipboard skills for certification. But STCW wasn’t the only factor. “The old system was one in which many people taught the newcomers on board the ship how to do a job,” noted Paul Hall Center Director of Training J.C. Wiegman. “A trainee could come to the school for a relatively short period of time and then go right to work. You had larger crews that could take people under their wing on the ships. “The updated apprentice program was a product of higher technology, smaller crews on ships and the apprentice having to come aboard the vessel fully trained and ready to go. Because of those changes, it’s probably now the best program in the country for unlicensed seamen.” A U.S. Navy veteran, Wiegman compared his own experience sailing aboard destroyers to those of merchant mariners aboard civilian-crewed ships. In both cases, technology and automation slowly drove down crew sizes. The apprentice program has tried to compensate for such changes through more thorough training, which in turn has improved retention rates in the These photos depict various components of the unlicensed apprentice program, including shipboard training. U.S.-flag fleet. In particular, students, instructors and company officials alike have pointed to “phase II” (shipboard training) as a boon. Generally, the sentiment is that when a student finishes that stage of training, he or she has a clear idea of whether or not to fully enter the industry. Seafarers-contracted companies participating in phase II include 3PSC, Alaska Tanker Company, Allied Towing, AMSEA, American Steamship, Crowley, E-Ships, Hannah Marine, Horizon Lines, Interocean American Shipping, Keystone, Liberty Maritime, Maersk, NCL America, Ocean Ships, Overseas Shipholding Group, Pacific Gulf Marine and Sealift, Inc. For more information about the apprentice program, visit the Paul Hall Center section of the SIU web site at www.seafarers.org or call toll-free at 1-877-235-3275. With Allied Boatmen in Virginia As reported in last month’s LOG, SIU boatmen working aboard inland vessels operated by Norfolk, Va.-based Allied Transportation Co. have approved a new three-year contract which took effect Sept. 1. Among other elements, the contract maintains Core-Plus benefits levels and calls for annual wage increases. A few of the 120 union members who sail aboard Allied’s eight vessels are pictured below. Serving on the tallying committee were (from left) 1st Mate Mike Woolard, AB/Cook Randy Perrine and Captain Neil Johnson. AB/Tankerman Wayne Henry Sea Hawk November 2007 Cargo Mate Ryan Emmons Sea Raven AB/Tankerman Andy Page Sea Raven Seafarers LOG 9 �45140_p6,8,10_16,22_24:September-07 10/25/2007 11:38 AM Page 10 At Sea and Ashore With the SIU Working aboard the Great Land in support of U.S. troops in Kuwait are (left) QMED Saleh Shammam, performing some welding on the ramp, and (below) AB Vasilijs Semesjuks. Members of the SIU attended a rally July 31—and held Maritime Port Council of Delaware Valley signs—to show support for Teamsters Local #929 in their drive to organize Preferred Freezer in Philadelphia. Chief Storekeeper Renee Clayton and Bosun Troy “Speedy” Mack await incoming stores on the USNS Gordon in Norfolk, Va. Showing off the latest issue of the Seafarers LOG to come aboard the newly re-flagged Maersk Montana in New York is AB Rudy Syarifudin. Stu Miller (left), captain aboard the USNS Gordon, and Norfolk Port Agent Georg Kenny swap sea stories about their favorite port of call: Valparaíso, Chile. Four Seafarers who were sworn in as full book members during the September membership meeting in Norfolk pose with VP Government Services Kermett Mangram (left) and SIU Safety Director Sam Spain (third from right). The new members are (from the left) Wiper Ruden Perez, QMED Michael Evans, Chief Cook Derrick Moore and SA Teresa Williams. SA James Sears participates in helo training aboard the PFC William B. Baugh. 10 Seafarers LOG Crew members aboard the Maersk Ohio pose for a quick photo during a meal aboard the newly re-flagged vessel, which made a stop in New York in early August. SIU Vice President Gulf Coast Dean Corgey and ITF Inspector Shwe Aung are among those being sworn in as vice presidents of the Texas AFL-CIO during their Aug. 4 convention in Corpus Christi. At right is the Houston SIU delegation to the convention (from the left) Aung, Assistant VP Jim McGee, Corgey and Patrolman Michael Russo. November 2007 �45140_p6,8,10_16,22_24:5140p0 10/25/2007 11:38 AM Page 11 NEW WIRELESS DISCOUNTS from UNION PLUS and AT&T! Savings and Solidarity Enjoy special discounts on wireless devices and save 10% on your monthly service charges through AT&T.* N ow SIU members can save 10% on any new or renewed service plan with AT&T. While you save, you’ll also be supporting the only wireless company that is “Proud to Be Union!” Choose AT&T for value and much more! •Fewest dropped calls of any wireless carrier. •Unlimited mobile-to-mobile calling to over 62 million AT&T customers. •Roll over your unused Anytime Minutes for up to 12 months on select plans. Save and support union workers. Along with saving money, you’ll also be supporting union workers and their families. AT&T respects the collective bargaining process. It is the only wireless company that is completely unionized. Some 40,000 AT&T Mobility employees are represented by the Communications Workers of America. SAVE % An ideal plan for every family! •Individual Plans Never pay domestic long distance or roaming charges! •Family Plans Share minutes between two lines for one low price. •Prepaid Plans Take advantage of local rates in a new, larger coverage area. •Data Plans Access your e-mail, corporate intranet and the internet. 3 Easy Steps will start your savings! 1. TAKE this ad to your local AT&T store. To find the location nearest you, visit att.com/find-a-store.** 2. SHOW union identification, such as your SIU Union Plus credit card, union membership book or paycheck or receipt showing union dues deduction. (Reference FAN #00113662) 3. SIGN UP for or renew a two-year service agreement. 10 *The equipment and service discounts described in this ad are NOT available with the iPhone and associated wireless service. **Union discount available ONLY at AT&T STORES, not through phone or any authorized AT&T dealer or kiosk. For more information about other benefits available to SIU members, visit www.UnionPlus.org/ATT Summer Fun Ad 05/07 SIUSIU AT&T 09/07 November 2007 Seafarers LOG 11 �45140_p6,8,10_16,22_24:5140p0 10/25/2007 2:14 PM Page 12 In and Around the Port of Wilmington Retirement Party for John Ivankovich Lots of fellow Seafarers came out to the union hall to help give a proper send-off to John Ivankovich, who retired after more than 20 years working in the Los Angeles/Long Beach Harbor as a cook utility and AB/deckhand at Crowley Marine Services. Included among those who came to wish him all the best were Wilmington Port Agent John Cox, Captains John Zarroli, Homer Roberson, Hank Scott, Bruno Kalmeta, Mike Guillot, Greg Jarvis and Neal Doucet, Utility Engineers Craig Perry, John Tipich and Arsen Perhat and Deckhands Frank Gill, Mike Privette and Mike Restivo. W Om ha While Patty Young cuts the retirement cake, other guests sit around the table reminiscing. From the left are Mates Greg Jarvis and Benny Guillot, Capt. Mike Schmidt and John Ivankovich. Mate Benny Guillot (left) and Utility Engineer John Tipich helped Ivankovich celebrate his maritime career. Wishing his friend a happy retirement is AB/Deckhand Mike Restivo. Wilmington Port Agent John Cox congratulates John Ivankovich on a well-deserved retirement. Mate Neal Doucet and Capt. Hank Scott make their way to the party in an environmentally friendly way. Enjoying the camaraderie are Utility Engineers Arsen Perhat (left) and John Tipich. Capt. Mike Schmidt was one of the well-wishers at the retirement party. 12 Seafarers LOG November 2007 W m Ze th Lo �45140_p6,8,10_16,22_24:5140p0 10/25/2007 12:28 PM Page 13 n, Calif. Seafarers always show up in full force at the Southern California Labor Day Parade, which was held this year on Sept. 3. ABOARD THE CAR CARRIER JEAN ANNE — on a recent visit to the 10th St. Terminal in San Diego Wilmington Patrolman/Safety Director Abdul Al Omari works on his reports at the Wilmington hall. ABOARD THE OVERSEAS HOUSTON Wilmington Port Agent John Cox (below right) meets with Recertified Bosun Lawrence H. Zepeda Sr. aboard the Overseas Houston when that vessel made a recent visit to the port of Long Beach. Repairing the crane aboard the Jean Anne is Electrician David Cutro. Bosun Dave Davenport operates the ramp controls. Electrician David Cutro GVA Mohamed Saleh and AB Julio Ortiz Maritime Administrator Sean T. Connaughton is flanked by Wilmington Port Agent John Cox (left) and SIU VP West Coast Nick Marrone at a press conference at Woodside Natural Gas, Inc. of Santa Monica, Calif. Connaughton recently unveiled a tentative agreement with Woodside to register two new LNG vessels scheduled to service a proposed deepwater port 28 miles off the coast of Los Angeles. “The employment of American citizens aboard U.S.-flag LNG vessels serving the nation’s natural gas receiving facilities is in the best interests of the United States,” he said at the July 30 press conference. November 2007 AB Vince Ippolito Steward Sam Sinclair AB Billy Cooley helps load stores onto the car carrier. Seafarers LOG 13 �45140_p6,8,10_16,22_24x1:5140p0 10/30/2007 10:43 AM Page 14 apply now for 2008 Scholarships available to SEAFARERS & their dependents DEADLINE = APRIL 15 P lease send me the 2008 SIU Scholarship Program booklet which contains eligibility information, procedures for applying and a copy of the application form. Name __________________________________________________________________________ Mariner's Social Security Number __________________________________________________ Street Address __________________________________________________________________ City, State, Zip Code______________________________________________________________ ( ) Telephone Number ______________________________________________________________ This application is for: Self Dependent Mail this completed form to Scholarship Program, Seafarers Health and Benefits Plan, 5201 Auth Way, Camp Springs, MD 20746. 11/07 14 Seafarers LOG Each year the Seafarers Health and Benefits Plan offers qualified Seafarers and their dependents a scholarship program to help ease the financial burden of college and vocational studies. This year, eight scholarships are being offered; three for Seafarers and five for spouses and dependents. One of the three scholarships reserved for SIU members is in the amount of $20,000 and is intended to help cover the costs of attending a four-year, college-level course of study. The other two are for $6,000 each and are intended as two-year awards for study at a post-secondary vocational school or community college. The five scholarships for spouses and dependent children of Seafarers are worth $20,000 apiece. All Seafarers and their spouses and children who plan to attend college are encouraged to send for the 2008 SIU Scholarship Program booklet (see form on this page). It contains eligibility information, procedures for applying and a copy of the application form. The program books also are available at all SIU halls. NOW is the time to start the application process. April 15 is the deadline for the 2008 Scholarship Program—and you can’t be awarded a scholarship without filling out an application form. You have nothing to lose! November 2007 �45140_p6,8,10_16,22_24x1:5140p0 10/30/2007 10:44 AM Page 15 Dispatchers’ Report for Deep Sea December 2007 & January 2008 Membership Meetings SEPTEMBER 16 — OCTOBER 15, 2007 *TOTAL REGISTERED All Groups Class A Class B Class C Port Algonac Anchorage Baltimore Fort Lauderdale Guam Honolulu Houston Jacksonville Joliet Mobile New Orleans New York Norfolk Oakland Philadelphia Piney Point Puerto Rico St. Louis Tacoma Wilmington Totals Totals 2 9 8 17 5 9 27 29 5 9 11 17 17 16 6 9 8 5 28 20 0 1 0 4 2 1 6 6 1 0 3 6 10 0 3 0 1 1 3 4 271 257 52 1 0 3 4 1 8 12 15 0 10 3 17 11 9 1 1 1 0 15 9 0 1 7 9 2 1 11 19 0 6 5 13 17 9 3 1 1 3 14 9 0 0 0 1 1 0 2 2 1 1 1 4 4 3 0 0 0 0 2 3 Totals 121 131 25 0 0 6 5 5 7 18 9 0 7 5 21 4 28 0 3 2 2 12 19 1 0 2 9 2 5 5 11 0 4 5 8 12 7 0 2 0 1 6 7 0 0 0 0 0 0 0 2 0 1 0 2 1 0 0 1 1 0 0 1 Totals Totals All Departments 0 0 6 9 0 9 25 29 0 11 7 37 5 19 5 1 5 1 16 21 206 0 4 6 8 5 3 15 15 4 8 3 14 6 6 4 13 8 2 19 10 153 1 0 0 0 0 0 4 5 1 1 1 2 6 0 1 0 1 0 1 2 26 0 0 3 5 0 6 13 11 1 6 8 14 12 12 4 1 4 2 11 11 124 0 2 4 7 2 3 11 15 1 1 4 8 10 5 0 1 2 1 14 6 97 0 1 1 0 1 0 2 1 0 0 0 0 4 2 0 0 0 1 1 2 16 1 0 3 6 2 9 12 19 0 4 2 17 6 14 2 0 0 1 12 18 128 1 1 0 2 2 4 4 9 0 3 1 6 14 3 1 0 1 0 4 3 153 87 9 59 0 0 0 0 0 0 3 1 0 0 2 5 2 3 0 0 0 0 3 0 3 3 2 6 4 3 24 17 0 4 9 28 11 10 0 10 2 0 17 13 5 2 2 7 2 11 7 11 0 1 4 13 18 7 2 26 1 3 7 11 0 0 0 0 0 0 2 2 0 0 0 5 0 2 0 0 0 0 1 0 0 1 1 2 3 0 12 11 0 4 3 21 8 8 0 6 1 0 9 7 19 166 140 12 564 641 226 470 0 0 0 0 0 0 0 0 0 1 1 2 0 0 0 0 1 1 0 0 6 6 1 13 24 4 10 74 55 1 19 28 72 22 30 3 3 11 5 68 49 4 10 8 25 7 20 50 42 10 12 21 39 21 23 9 5 15 12 50 31 2 2 0 8 4 2 6 7 1 1 3 8 8 3 7 0 0 1 7 6 91 498 414 76 0 0 1 4 0 3 3 7 0 3 2 4 4 3 0 2 1 0 8 3 2 0 3 13 2 11 24 28 1 17 4 28 10 13 0 1 3 1 29 15 2 1 7 9 2 4 17 27 1 13 6 13 20 13 4 2 2 3 23 14 0 0 0 3 2 2 4 4 1 1 1 6 11 3 0 0 1 0 5 9 48 205 183 53 0 0 1 0 0 0 7 4 0 1 1 8 1 6 1 0 2 0 4 3 2 0 5 9 4 9 32 21 0 11 9 26 12 47 1 6 5 3 29 35 1 0 3 18 1 9 9 12 1 8 9 14 15 7 0 2 1 1 13 11 0 0 0 2 0 0 2 2 0 2 0 3 2 0 1 1 0 0 2 3 Baltimore..............Thursday: December 6, January 10 Boston ..................Friday: December 7, January 11 Guam ....................Thursday: December 20, January 24 Honolulu...............Friday: December 14, January 18 Houston ................Monday: December 10, January 14 Jacksonville ..........Thursday: December 6, January 10 Joliet .....................Thursday: December 13, January 17 Mobile ..................Wednesday: December 12, January 16 New Orleans.........Tuesday: December 11, January 15 New York .............Tuesday: December 4, January 8 Norfolk .................Thursday: December 6, January 10 Oakland ................Thursday: December 13, January 17 Philadelphia..........Wednesday: December 5, January 9 Port Everglades ....Thursday: December 13, January 17 San Juan ...............Thursday: December 6, January 10 St. Louis ...............Friday: December 14, January 18 Tacoma .................Friday: December 21, January 25 Wilmington...........Monday: December 17 ...............................Tuesday: January 22* (*change created by Martin Luther King holiday) Each port’s meeting starts at 10:30 a.m. 39 266 135 20 0 1 1 0 0 6 1 3 0 2 0 2 7 3 3 23 0 0 2 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 2 5 3 0 1 4 12 2 8 0 1 2 0 10 2 3 3 4 7 2 9 41 34 1 5 12 49 21 20 0 9 6 0 32 24 8 1 2 15 2 18 10 23 2 3 8 23 27 16 0 11 3 3 22 12 97 58 0 53 282 209 406 106 178 1,022 1,014 358 ENTRY DEPARTMENT *“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 2007 Piney Point ...........Monday: December 3, January 7 Algonac ................Friday: December 7, January 11 0 0 3 7 0 4 10 10 0 5 4 13 4 10 4 0 2 0 11 4 STEWARD DEPARTMENT Port Algonac A1chorage Baltimore Fort Lauderdale Guam Honolulu Houston Jacksonville Joliet Mobile New Orleans New York Norfolk Oakland Philadelphia Piney Point Puerto Rico St. Louis Tacoma Wilmington **REGISTERED ON BEACH All Groups Class A Class B Class C ENGINE DEPARTMENT Port Algonac Anchorage Baltimore Fort Lauderdale Guam Honolulu Houston Jacksonville Joliet Mobile New Orleans New York Norfolk Oakland Philadelphia Piney Point Puerto Rico St. Louis Tacoma Wilmington Trip Reliefs DECK DEPARTMENT 3 1 14 17 3 8 37 28 0 10 7 46 15 13 4 3 4 3 30 25 Port Algonac Anchorage Baltimore Fort Lauderdale Guam Honolulu Houston Jacksonville Joliet Mobile New Orleans New York Norfolk Oakland Philadelphia Piney Point Puerto Rico St. Louis Tacoma Wilmington TOTAL SHIPPED All Groups Class A Class B Class C Personals MANUEL OLVERA Wayne Korb would like to get in touch with Manuel Olvera or anyone who knows his whereabouts. The two men sailed together in 1956 aboard Waterman’s Citrus Packer. Please call Mr. Korb at (702) 386-2803. DANIEL (DANNY) BARRETT Ron Knight is trying to make contact with Danny Barrett or anyone who sailed with him. Call (301) 461-1803. EVER SAIL ON A NEW “MARINER CLASS” SHIP? I am doing background research for a possible book about the Maritime Commission-designed Mariner vessels. I’d like to hear your stories and sagas about these “new, state-of-the-art” ships of the early 1950s. My research includes just how different these ships were from the WWII era ships. The Schuyler Otis Bland was supposed to be the prototype ship of the future, but no sisters were ever built. Information on the Bland is real hard to find, so I’m looking for information about her, too, as part of my research. Then there was the Mariner C4-S-1a design, 35 ships designed and built by and for the Maritime Commission. I’d like to get your vessel’s name(s), voyage itineraries, your job(s), and how these new ships compared with the WWII C1s to C4s, Liberty ships, Victory ships, and even the Schuyler Otis Bland. Were they better or worse, how and why? What were your feelings about these ships? Got any good photos of the ships? When the ships were eventually purchased by the various steamship companies, what changes did they make to the ships in order to fit their respective needs? If you can help me out, please drop me a line. Capt. Charles Lund, MM&P (retired) 1620 N 203rd Pl. Shoreline, WA 98133-3309 Seafarers LOG 15 �45140_p6,8,10_16,22_24:5140p0 10/25/2007 12:35 PM Seafarers International Union Directory Michael Sacco, President Augustin Tellez, Executive Vice President David Heindel, Secretary-Treasurer George Tricker, Vice President Contracts Tom Orzechowski, Vice President Lakes and Inland Waters Dean Corgey, Vice President Gulf Coast Nicholas J. Marrone, Vice President West Coast Joseph T. Soresi, Vice President Atlantic Coast Kermett Mangram, Vice President Government Services René Lioeanjie, Vice President at Large Charles Stewart, Vice President at Large HEADQUARTERS 5201 Auth Way, Camp Springs, MD 20746 (301) 899-0675 ALGONAC 520 St. Clair River Dr., Algonac, MI 48001 (810) 794-4988 ANCHORAGE 721 Sesame St., #1C, Anchorage, AK 99503 (907) 561-4988 BALTIMORE 2315 Essex St., Baltimore, MD 21224 (410) 327-4900 BOSTON Marine Industrial Park/EDIC 5 Drydock Ave., Boston, MA 02210 (617) 261-0790 GUAM P.O. Box 315242, Tamuning, Guam 96931-5242 Cliffline Office Ctr. Bldg., Suite 103B 422 West O’Brien Dr., Hagatna, Guam 96910 (671) 477-1350 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 JOLIET 10 East Clinton St., Joliet, IL 60432 (815) 723-8002 MOBILE 1640 Dauphin Island Pkwy, Mobile, AL 36605 (251) 478-0916 NEW ORLEANS 3911 Lapalco Blvd., Harvey, LA 70058 (504) 328-7545 NEW YORK 635 Fourth Ave., Brooklyn, NY 11232 (718) 499-6600 Government Services Division: (718) 499-6600 NORFOLK 115 Third St., Norfolk, VA 23510 (757) 622-1892 OAKLAND 1121 7th St., Oakland, CA 94607 (510) 444-2360 PHILADELPHIA 2604 S. 4 St., Philadelphia, PA 19148 (215) 336-3818 PINEY POINT P.O. Box 75, Piney Point, MD 20674 (301) 994-0010 PORT EVERGLADES 1221 S. Andrews Ave., Ft. Lauderdale, FL 33316 (954) 522-7984 SANTURCE 1057 Fernandez Juncos Ave., Stop 16 Santurce, PR 00907 (787) 721-4033 ST. LOUIS/ALTON 4581 Gravois Ave., St. 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 Page 16 SUMMARY ANNUAL REPORT FOR NMU 401K PLAN SUMMARY ANNUAL REPORT FOR NMU PENSION TRUST OF THE NMU PENSION AND WELFARE PLAN This is a summary of the annual report for the NMU 401K Plan, EIN 13-6592643, Plan No. 002, for period Jan. 1, 2006 through Dec. 31, 2006. The annual report has been filed with the Employee Benefits Security Administration, U.S. Department of Labor, as required under the Employee Retirement Income Security Act of 1974 (ERISA). This is a summary of the annual report for the NMU PENSION TRUST OF THE NMU PENSION AND WELFARE PLAN, EIN 13-6592643, Plan No. 001, for period January 1, 2006 through December 31, 2006. The annual report has been filed with the Employee Benefits Security Administration, U.S. Department of Labor, as required under the Employee Retirement Income Security Act of 1974 (ERISA). Basic Financial Statement Benefits under the plan are provided through insurance. Plan expenses were $360,067. These expenses included $360,067 in benefits paid to participants and beneficiaries. A total of 657 persons were participants in or beneficiaries of the plan at the end of the plan year, although not all of these persons had yet earned the right to receive benefits. The value of plan assets, after subtracting liabilities of the plan, was $3,751,535 as of Dec. 31, 2006, compared to $3,432,409 as of Jan. 1, 2006. During the plan year, the plan experienced an increase in its net assets of $319,126. 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 beginning of the year or the cost of assets acquired during the year. The plan had a total income of $679,193 including employee contributions of $380,544 and earnings from investments of $298,649. 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. financial information; 3. assets held for investment; 4. insurance information, including sales commissions paid by insurance carriers; and 5. information regarding any common or collective trusts, pooled separate accounts, master trusts or 103-12 investment entities in which the plan participates. To obtain a copy of the full annual report, or any part thereof, write to, or call: Board of Trustees of the NMU Pension and Welfare Plans, c/o Seafarers Benefit Funds, 5201 Auth Way, Camp Springs, MD 20746; (301) 899-0675. The charge to cover copying costs will be $1.50 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 the NMU Pension and Welfare Plans, c/o Seafarers Benefit Funds, 5201 Auth Way, Camp Springs, MD 20746) and at the U.S. Department of Labor in Washington, D.C., or to obtain a copy from the U.S. Department of Labor upon payment of copying costs. Requests to the Department should be addressed to: Public Disclosure Room, Room N1513, Employee Benefits Security Administration, U.S. Department of Labor, 200 Constitution Avenue, N.W., Washington, DC 20210. Basic Financial Statement Benefits under the plan are provided through a trust fund. Plan expenses were $29,740,152. These expenses included $3,039,566 in administrative expenses and $26,700,586 in benefits paid to participants and beneficiaries. A total of 7,436 persons were participants in or beneficiaries of the plan at the end of the plan year, although not all of these persons had yet earned the right to receive benefits. The value of plan assets, after subtracting liabilities of the plan, was $296,628,713 as of December 31, 2006, compared to $296,871,091 as of January 1, 2006. During the plan year, the plan experienced a decrease in its net assets of $242,378. This decrease 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 beginning of the year or the cost of assets acquired during the year. The plan had total income of $29,497,774 including employer contributions of $563,898, realized gains of $2,486,059 from the sale of assets, earnings from investments of $26,023,493, and other income of $424,324. Minimum Funding Standards An actuary’s statement shows that enough money was contributed to the plan to keep it funded in accordance with the minimum funding standards 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. financial information and information on payments to service providers; 3. assets held for investment; 4. transactions in excess of 5 percent of the plan assets; 5. information regarding any common or collective trusts, pooled separate accounts, master trusts or 103-12 investment entities in which the plan participates; and 6. actuarial information regarding the funding of the plan. To obtain a copy of the full annual report, or any part thereof, write or call Board of Trustees of NMU Pension and Welfare Plan, c/o Seafarers Benefit Funds, 5201 Auth Way, Camp Springs, MD 20746; (301) 899-0675. The charge to cover copying costs will be $7.80 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. You also have the legally protected right to examine the annual report at the main office of the plan (Board of Trustees of NMU Pension and Welfare Plan, c/o Seafarers Benefit Funds, 5201 Auth Way, Camp Springs, MD 20746) and at the U.S. Department of Labor in Washington, D.C., or to obtain a copy from the U.S. Department of Labor upon payment of copying costs. Requests to the Department should be addressed to: Public Disclosure Room, Room N1513, Employee Benefits Security Administration, U.S. Department of Labor, 200 Constitution Avenue, N.W., Washington, DC 20210. PIC-FROM-THE-PAST This photograph was sent to the Seafarers LOG by Pensioner John W. Curlew of Sea Level, N.C. The picture was snapped sometime during a voyage aboard the SS Choctaw (Waterman Steamship Corp.) from October 1954 to August 1955. Curlew, who was bosun at the time, is at left with two other members of the deck department, refurbishing a deck railing. Brother Curlew joined the union in 1947. He completed the bosun recertification program in 1975 and last sailed aboard the Sea-Land Patriot in 1989. Brother Curlew retired in 1990 to the high mountain desert of Nevada. In a note accompanying the photo, Curlew said that after the death of his wife of 49 years, he left Carson City (4,680 feet above sea level) and moved to Snug Harbor (at sea level). “This is a great place for aged, decrepit and wornout seamen,” he wrote. “For economic reasons, Snug Harbor has been opened up to others besides seamen, but there are enough of us here to have a good gathering after supper and see who can come up with the biggest sea story. I have been here for more than a year, and I have not made it yet!” If anyone has a vintage union-related photograph he or she would like to share with the LOG readership, please send it to the Seafarers LOG, 5201 Auth Way, Camp Springs, MD 20746. Photographs will be returned, if so requested. November 2007 �45140_p1_5,7,9,17_21,24:September-07 10/26/2007 10:44 AM Page 17 Welcome Ashore Each month, the Seafarers LOG pays tribute to the SIU members who have devoted their working lives to sailing aboard U.S.-flag vessels on the deep seas, inland waterways or Great Lakes. Listed below are brief biographical sketches of those members who recently retired from the union. The brothers and sisters of the SIU thank those members for a job well done and wish them happiness and good health in the days ahead. DEEP SEA RICHARD BUCHANAN, 65, joined the union in 1977, initially sailing aboard the Long Lines. Brother Buchanan was a member of the deck department. He upgraded on numerous occasions at the Paul Hall Center for Maritime Training and Education in Piney Point, Md. Brother Buchanan was born in Illinois. His most recent voyage was aboard the Intrepid. Brother Buchanan makes his home in Santa Cruz, Calif. SALVATORE CICIULLA, 65, embarked on his SIU career in 1979, first working in the inland division aboard a Crowley Towing & Transportation Co. vessel. In 1995 and 2000, the deck department member attended classes at the Piney Point school. Brother Ciciulla’s most recent voyage was on the SL Pride. He was born in Italy and calls Melbourne, Fla. home. DONALD FARMER, 64, joined the SIU in 1964. Born in Georgia, he first sailed aboard the Penn Carrier. Brother Farmer enhanced his seafaring skills in 1974 at the union-affiliated school in Piney Point, Md. He shipped in the engine department. Brother Farmer most recently worked on the 1st Lt. Jack Lummus. He is a resident of Albany, Ga. DAVID GANNOUN, 65, became a Seafarer in 1973. Brother Gannoun, a native of Honduras, first sailed on the Over Anchor as a member of the steward department. He attended courses at the maritime training center in Piney Point, Md. on three occasions to upgrade his skills. Before retiring, he worked aboard the USNS Capella. Brother Gannoun lives in Kenner, La. MONTE GRIMES JR., 55, began his seafaring career in 1971, first sailing on a Vivian Tankers Corp. vessel. He upgraded his skills often at the Paul Hall Center and worked in the deck department. Brother Grimes most recently shipped aboard the Lightning. He continues to reside in his native state of California. KAYED HRBY, 65, joined the SIU in 1967 in the port of Detroit, Mich. Brother Hrby first sailed aboard a vessel operated by November 2007 Isthmian Lines Inc. The deck department member upgraded his skills in 1978 at the Seafarersaffiliated school. Brother Hrby, who was born in Yemen, most recently sailed aboard the Overseas Juneau. He made his home in Bronx, N.Y. CHARLES LORE JR., 58, began sailing with the union in 1972. Brother Lore was a frequent upgrader at the Piney Point school. He first sailed aboard the Summit as a member of the engine department. Brother Lore, who was born in New York, most recently worked aboard the Sam Houston. He makes his home in Buffalo, N.Y. EDWIN LUSK, 59, commenced his seafaring career in 1972. Brother Lusk’s first ship was the Jefferson Davis. He was born in Fayetteville, Tenn. and shipped as a member of the deck department. Brother Lusk upgraded his skills often at the maritime training center in Piney Point, Md. His last ship was the Horizon Hunter. Brother Lusk calls Covington, La. home. ALI MOHSIN, 62, who was born in Arabia, began sailing with the SIU in 1968 aboard the Banner. Brother Mohsin was a member of the engine department. In 2000 and 2001, he upgraded his skills at the Paul Hall Center. Prior to retiring, Brother Mohsin worked on the Commitment. He is a resident of Brooklyn, N.Y. NELSON PATTERSON, 65, joined the union in 1970 in the port of Houston. Brother Patterson upgraded his skills on numerous occasions at the unionaffiliated school in Piney Point, Md. He began sailing aboard a Calmar Steamship Co. vessel, where he worked in the engine department. Brother Patterson, who was born in Texas, most recently worked aboard the Equality State. He makes his home in Livingston, Texas. EDISON RODRIGUEZ, 71, became an SIU member in 1986 in the port of New York. Brother Rodriguez’s first voyage was on the USNS Antares. He upgraded his seafar- ing skills on numerous occasions at the maritime training center in Piney Point, Md. Brother Rodriguez was born in Guayaquil, Ecuador. He most recently sailed aboard the Green Lake. Brother Rodriguez lives in Brooklyn, N.Y. FRANCES WADSWORTH, 65, began her seafaring career in 1991 in Piney Point, Md. Sister Wadsworth’s first ship was the Louis J. Hauge; her last was the William Baugh. The steward department member was a frequent upgrader at the Seafarers-affiliated school in Piney Point, Md. Sister Wadsworth resides in Wilmington, N.C. INLAND DAVID DEL BUONO, 64, joined the SIU in 1977 in Puerto Rico. Boatman Del Buono sailed primarily aboard vessels operated by Crowley Towing & Transportation Co. Born in New York, he worked in the engine department. Boatman Del Buono attended the Piney Point school in 1981, 1994 and again in 1998 to upgrade his seafaring skills. He is a resident of Baldwin Park, Calif. MANUEL FIGUEROA, 62, began shipping with the Seafarers in 1978. During his career, he worked primarily aboard Crowley Towing & Transportation Co. vessels. Boatman Figueroa, who was born in Puerto Rico, sailed in the engine department. He took classes in 1984 at the Paul Hall Center to upgrade his seafaring skills. Boatman Figueroa makes his home in Catano, P.R. JAMES MUSICK, 65, began his SIU career in 1996 in the port of Philadelphia. Boatman Musick worked primarily aboard Crowley vessels. The New Jersey-born mariner was a member of the deck department. Boatman Musick settled in Mullica Hill, N.J. SVEN VILBORG, 57, started sailing with the SIU in 1975. Boatman Vilborg first sailed aboard a Whiteman Towing Co. vessel. He upgraded in 2003 at the Paul Hall Center. Boatman Vilborg, who is a native of Sweden, most recently worked on a Crescent Towing of New Orleans vessel. He calls Bay Mintette, Ala. home. GREAT LAKES MOHAMED MOHSIN, 65, joined the union in 1969. Brother Mohsin worked primarily aboard American Steamship Co. vessels, including the American Sea Ocean and American Mariner. He was born in Arabia and shipped in the deck department. Brother Mohsin lives in Dearborn, Mich. EUGENE PIKE, 65, joined the union in 1967. Brother Pike first worked aboard Great Lakes Associates Inc. vessels as a member of the deck department. He was born in West Virginia. Brother Pike’s most recent voyage was aboard the JAW Iglehart. He resides in Bristol, Tenn. Reprinted from past issues of the Seafarers LOG. 1949 Certified by the NLRB as collective bargaining agent for nine Cities Service Oil Company tankers, the SIU immediately called upon the company to enter negotiations for a contract covering the company’s unlicensed personnel. The contract will culminate two years of effort by the SIU to obtain union wages, conditions and security for CS seamen. The company began firing crew members by the shipload at the end of each voyage, as the election drew near, but the replacements hired recognized the need for union representation and voted for the SIU. The company’s attitude was scored by the NLRB: “. . . it ill behooves the employer to file objections stemming principally from its own recalcitrance.” 1969 The steward department aboard the SIU-contracted Seatrain Ohio in November received a spontaneous citation from the ship’s officers for its “cooperative effort to please” during a recently completed voyage. “It is seldom that an entire department is as conscientious and hard-working as you men have been,” the letter states. “In the face of such obstacles as long stays in port, not once did the officers and crew lack a first-rate meal.” Praised for a “job well done” were Chief Steward Warren Messenger, Chief Cook Jose Torrefiel, 2nd Cook and Baker Richard Morgan and 3rd Cook Percy Brown as well as “the rest of the department for the courtesy extended us…. It is a pleasure to sail with men such as you, who take pride in your trade.” 1959 Rolling up a near-perfect record, the SIU Training School in New York has graduated 169 successful candidates for a lifeboat ticket out of 173 who have attended the school to date. The lifeboat trainees, after taking both classroom and boat instruction, have been whizzing through the Coast Guard examinations with ease. In addition to the 169 successful lifeboatmen, the training school has assisted 24 ordinaries who subsequently obtained their AB tickets, plus a number of wipers who have gone up to firemen. Ordinaries and wipers interested in enrolling in the school for upgrading, as well as men in any category who lack lifeboat tickets can enroll in the school by contacting the dispatch counter on the second deck in the New York hall. 1979 On Nov. 28, Seafarers crewed the El Paso LNG carrier Sonatrach in Savannah, Ga. Even though she’s the 11th LNG carrier to sail under the SIU banner, her crewing was a first for the union and for U.S. maritime. Until recently, the Sonatrach was operated by a Norwegian crew. Two other El Paso LNG vessels, the Consolidated and the Paul Kayser were also crewed by Norwegian seamen. SIU crews are scheduled to fly out to Dunkirk, France, where the ships are undergoing repairs, to fill the unlicensed jobs on those vessels early next year. By opting for a top-to-bottom crew of American seamen, El Paso has shot holes in the myth that Western European seamen are more capable than their American counterparts. This Month In SIU History Seafarers LOG 17 �45140_p1_5,7,9,17_21,24:September-07 10/26/2007 11:25 AM Page 18 Final Departures DEEP SEA ALBERT BAZOR Pensioner Albert Bazor, 74, passed away March 3. Brother Bazor, who was born in Alabama, joined the SIU in 1963. He first sailed on the Santa Emilia as a member of the deck department. Brother Bazor’s most recent voyage was aboard the Chemical Trader. He retired in 1991 and lived in Tibbie, Ala. JAMES BRUCE Pensioner James Bruce, 83, passed away Feb. 19. Brother Bruce began his seafaring career in 1963, first sailing on a Destiny Carrier vessel. Brother Bruce was born in Galvez, La. and sailed as a member of the deck department. His most recent voyage was aboard the Aurora. Brother Bruce went on pension in 1989. He called Baton Rouge, La. home. PAUL BUTTERWORTH Pensioner Paul Butterworth, 82, died Feb. 23. Brother Butterworth joined the union in 1967. The West Virginia native first shipped on a vessel operated by MooreMcCormack Lines. Brother Butterworth sailed in the deck department. Prior to his retirement in 1995, he worked aboard the Ambassador. Brother Butterworth made his home in Savannah, Ga. CHARLES DAHLHAUS Pensioner Charles Dahlhaus, 69, passed away March 17. Brother Dahlhaus, who was born in New York, first sailed in 1961 on the Steel Worker. He shipped in the engine department. His most recent voyage was aboard the Overseas Chicago. Brother Dahlhaus resided in Japan. He began collecting compensation for his retirement in 2004. LEONARD DAVIDSON Pensioner Leonard Davidson, 82, died March 17. Brother Davidson joined the SIU in 1958 in the port of Mobile, Ala. The U.S. Army veteran, who was born in Tennessee, first sailed on the Brooklyn. He settled in Slidell, La. and became a pensioner in 1974. PATRICK DEVINE Pensioner Patrick Devine, 83, passed away March 6. Brother Devine joined the SIU in 1951 in the port of New York. He briefly shipped in the inland division aboard a Blue Stack Towing Co. vessel before switching to the deep sea division. Brother 18 Seafarers LOG Devine was a native of Ireland and worked in the steward department. His most recent voyage was on the Tam Guilden. Brother Devine started receiving his retirement pay in 1983. He was a resident of New Hope, Pa. JOHN HARRIS Pensioner John Harris, 81, died March 16. Brother Harris embarked on his seafaring career in 1944 in the port of Norfolk, Va. His first ship was the Massillon Victory; his last was the Liberty Sun. Brother Harris was a member of the steward department. He was born in North Carolina and made his home in Virginia Beach, Va. Brother Harris retired in 1990. THOMAS KLINE Pensioner Thomas Kline, 79, passed away Feb. 18. A native of Charleston, S.C., Brother Kline joined the SIU in 1952. His first ship was the Cantigny. Brother Kline sailed in the deck department. He last sailed on the Overseas New Orleans. Brother Kline lived in Jacksonville, Fla. He went on pension in 1990. KOON LAU Pensioner Koon Lau, 87, died March 18. Brother Lau joined the Marine Cooks & Stewards (MC&S) in 1978 in the port of San Francisco. He first sailed aboard a States Steamship Co. vessel. Brother Lau, who was born in China, worked in the steward department. Before retiring in 1999, he shipped on the R.J. Pfeiffer. Brother Lau called San Francisco home. ROBERT MADDOX Pensioner Robert Maddox, 74, passed away March 29. Brother Maddox joined the SIU in 1979. He first sailed in the steward department aboard the Charleston. Brother Maddox, who was born in Knoxville, Tenn., last worked on the Overseas Boston. He settled in Graham, Wash. and began collecting his retirement stipends in 1998. GUSTAVE MALENSKY Pensioner Gustave Malensky, 78, died March 13. Brother Malensky became a Seafarer in 1956 in the port of New York. His first ship was the Steel Direct. Brother Malensky, who was born in the Bronx, N.Y., worked in the deck department. His most recent voyage was aboard the San Juan. Brother Malensky retired in 1991 and resided in New York. MARIO NOLASCO Pensioner Mario Nolasco, 85, passed away March 12. Born in the Philippines, Brother Nolasco joined the union in 1954. He first sailed on the Steel Artisan. A member of the engine department, Brother Nolasco last worked aboard the Santa Maria. He made his home in San Francisco and began receiving compensation for his retirement in 1980. CHAN-FAT NEU Pensioner Chan-Fat Neu, 89, died Feb. 11. Brother Neu began his seafaring career in 1956 in the port of San Francisco. The deck department member, who was born in China, first sailed aboard the Choctaw. His last ship was the Freedom. Brother Neu went on pension in 1982. He called San Francisco home. OTIS PASCHAL Pensioner Otis Paschal, 86, passed away March 11. Brother Paschal joined the ranks of the SIU in 1958. He first worked on a vessel operated by Boston Towing Boat Co. Brother Paschal was a native of Georgia and sailed in the steward department. Prior to his retirement in 1986, he worked on the Express. Brother Paschal made his home in Flushing, N.Y. KENNETH ROBERTS Pensioner Kenneth Roberts, 79, died March 8. Brother Roberts joined the SIU in 1949. He first sailed aboard a Sprogue Steamship Co. vessel. Born in Michigan, Brother Roberts shipped as a member of the steward department. His most recent voyage was on the Santa Mariana. Brother Roberts settled in Redding, Calif. and retired from the union in 1982. ANTONIO SGAGLIARDICH Pensioner Antonio Sgagliardich, 85, passed away March 15. Brother Sgagliardich became a union member in 1967 in the port of New York. The engine department member’s first ship was the Gateway City. Brother Sgagliardich was born in Croatia. His last voyage was aboard the Elizabeth. Brother Sgagliardich went on pension in 1989 and lived in Brooklyn, N.Y. ROLAND ST. MARIE Pensioner Roland St. Marie, 85, died March 8. Brother St. Marie joined the Seafarers in 1951 in the port of New York. His first voyage was on the John Evans where he worked in the deck department. Brother St. Marie was born in Putnam, Conn. Before retiring in 1987, he sailed aboard the Leader. Brother St. Marie continued to reside in Connecticut. LLEWLLYN TROTT Pensioner Llewellyn Trott, 68, passed away March 10. Brother Trott, who was born in Bermuda, started sailing with the SIU in 1967. He was a member of the engine department. Brother Trott first worked on the Panama. His last voyage was aboard the Oakland. Brother Trott was a resident of Jamaica, N.Y. He started collecting his retirement compensation in 1997. ROBERT ZURFLUH Pensioner Robert Zurfluh, 69, died June 2. Brother Zurfluh joined the SIU in 1960, first shipping on the Mt. Whitney. He was a native of Albany, Wis. Brother Zurfluh most recently sailed in the engine department of the Horizon Reliance. He called Seattle home and went on pension in 1998. INLAND CARMINO (CARMEN) MARANO Pensioner Carmen Marano, 84, passed away March 1. Boatman Marano embarked on his SIU career in 1963. He first sailed aboard an Erie Lackawanna Railroad Co. vessel. Boatman Marano was born in Hoboken, N.J. He last worked with Penn Central Transportation. Boatman Marano became a pensioner in 1982 and made his home in Waldwick, N.J. STEWART PARKS Pensioner Stewart Parks, 71, passed away Feb. 5. Boatman Parks embarked on his seafaring career in 1981. He first worked aboard a Bulk Fleet Marine Corp. vessel. Boatman Parks was born in Virginia and worked in the steward department. He most recently sailed on an Express Marine Inc. vessel. Boatman Parks became a pensioner in 2002. He had settled in Tangier, Va. WILLIAM PETERS Pensioner William Peters, 77, died Feb. 17. Boatman Peters, who was born in Tremont, Miss., joined the union in 1969. He sailed primarily aboard vessels operated by Orgulf Transport Co. Boatman Peters began receiving compensation for his retirement in 1978. He made his home in Missouri. GREAT LAKES MOHAMED BAAGARI Pensioner Mohamed Baagari, 75, passed away Feb. 7. Brother Baagari became a seafarer in 1963. The steward department member was born in Yemen. Brother Baagari first sailed with Great Lakes Associates. His most recent voyage was on the Steel T. Crapo. Brother Baagari retired in 1996; he continued to reside in Yemen. JULIUS RUDAI Pensioner Julius Rudai, 87, died Feb. 19. Brother Rudai began his seafaring career in 1965, initially working aboard the Reiss Brothers. A native of Pennsylvania, he shipped in the engine department. Brother Rudai’s most recent voyage was on the St. Clair. He went on pension in 1984 and was a resident of Ohio. HAROLD WALKLEY Pensioner Harold Walkley, 75, died March 2. Brother Walkley joined the union in 1956. The engine department member shipped primarily aboard vessels operated by American Steamship Co. Brother Walkley resided in his native state of Michigan. He went on pension in 1993. Editor’s note: The following brothers, all former members of the National Maritime Union (NMU) and participants in the NMU Pension Trust have passed away. NAME AGE Acabeo, Rafael 96 Andujar, Felix 90 Bright, Roosevelt 84 Byrd, Colvin 77 Cobb, Rufus 82 Curley, Oswald 82 Denis, Marcial 93 Drayton, Ezekiah 81 Goebel, Henry 84 Green, Henderson, Jr. 79 Green, Melvin 81 Hernandez, Rafael 83 Ingham, Jack 76 Krider, James 73 Mead, Emerson 91 Molina, Henry 99 Mundo, Leocadio 82 Ortiz, Jaime 83 Pizarro, Antonio 83 Quinones, Angel 82 Roderick, Lester 86 Rose, Cecil 75 Taylor, Hubert 75 White, Charles 77 Wilcott, Alfred 78 Wilson, Miles 83 DOD Feb. 2 Feb. 20 Feb. 12 Feb. 21 Feb. 18 Feb. 24 Feb. 6 Feb. 18 Feb. 7 Feb. 23 Feb. 25 Feb. 28 Feb. 4 Feb. 18 Feb. 18 Feb. 15 Feb. 12 Feb. 23 Feb. 10 Feb. 18 Feb. 18 Feb. 2 Feb. 7 Feb. 1 Feb. 23 Feb. 28 November 2007 �45140_p1_5,7,9,17_21,24:September-07 10/26/2007 12:28 PM Page 19 Digest of Shipboard Union Meetings The Seafarers LOG attempts to print as many digests of union shipboard minutes as possible. On occasion, because of space limitations, some will be omitted. Ships minutes first are reviewed by the union’s contract department. Those issues requiring attention or resolution are addressed by the union upon receipt of the ships’ minutes. The minutes are then forwarded to the Seafarers LOG for publication. ALASKAN FRONTIER (Alaska Tanker Company), Sept. 13— Chairman Carlos Loureiro, Secretary Gregory S. Lynch, Educational Director Odilio G. Evora, Deck Delegate Ramon T. Guimba, Engine Delegate Robert G. Oliveto, Steward Delegate Justo D. Reyes. Chairman informed crew members of meeting between union and company officials being held in Piney Point, Md. at which he hoped AB work rules would be clarified. He thanked deck gang for good work and said he was looking forward to painting deck. Secretary addressed several food issues such as quality, quantity and budget. He reminded everyone that any issues related to food should be brought to steward’s attention directly. Educational director advised mariners to take advantage of opportunities available at Paul Hall Center for Maritime Training and Education in Piney Point, Md. He also stressed importance of keeping all documents up to date. Treasurer stated approximately $3,000 in ship’s fund and told members to get captain’s permission before buying something for vessel. No beefs or disputed OT reported. Crew members requested clarification concerning extra day’s pay for completing tour of duty injuryfree. Recommendation made to change terminology in contract to reflect no differences in certain stain remover products. Crew suggested T-shirts and/or other products with ATC logo on them to be made available. Steward department was thanked for good chow. Smith machine is ready for use in gym, and X/M radio is coming soon. CHARGER (Maersk Line Limited), Sept. 16—Chairman Robert Pagan Jr., Secretary Rolando M. Lopez, Deck Delegate Raymond P. Vicari, Steward Delegate Saleh M. Saleh. Chairman announced Sept. 22 payoff in Long Beach, Calif. He praised galley gang for great food and reminded everyone to keep laundry room door closed so there will be quiet for those trying to sleep. He led discussion about proper handling of trash when arriving in port. Secretary thanked crew for their help in keeping food service area clean. He asked departing Seafarers to leave rooms clean and supplied with fresh linen for next person. No beefs or disputed OT reported. Request made for a microwave in the galley and comfortable chairs (e.g., recliners) for all crew members’ rooms. GREEN POINT (Central Gulf Lines), Sept. 23—Chairman Melvin R. Nichols Jr., Secretary Ramon I. Tolosa, Educational Director Gregorio M. Saguran, Deck Delegate Daniel A. Donegan. Chairman requested boarding patrolman when ship arrives in Baltimore, Md. Green Point will be in port for four days. Treasurer reported that captain handles ship’s fund. No beefs or disputed OT reported. Questions were raised pertaining to vacation pay deductions, and suggestion was made to increase vacation days and institute cost of living raises. It was reported that crew members were having problems with e-mail; captain has been letting crew use his. Next ports: Jacksonville, Fla.; Baltimore, Md. HORIZON PACIFIC (Horizon Lines), Sept. 7—Chairman Pablo O. Borja Jr., Secretary Robert P. Mosley, Educational Director James T. McParland, Deck Delegate Julius C. Udan, Steward Delegate Regalado M. Bayan. Bosun thanked his department for hard work during voyage. He led discussion of importance of donating to SPAD (Seafarers Political Activity Donation) and how it benefits the membership. He asked members leaving vessel to clean rooms for replacements and check in with SIU patrolman or port agent. Secretary encouraged members to upgrade at Piney Point school and keep all documents current. Educational director advised Seafarers to keep dues paid up. Treasurer stated $389.52 in cook-out fund. No beefs or disputed OT reported. Vote of thanks given to President Michael Sacco and his staff for all the work they do for the membership. Next ports: Tacoma, Wash.; Oakland, Calif.; Hawaii. HORIZON TACOMA (Horizon Lines), Sept. 16—Chairman Joseph Artis, Secretary Lincoln E. Pinn Jr., Educational Director Michael P. Brown. Chairman announced Sept. 18 payoff upon arrival in Tacoma, Wash. He urged crew members to keep dues current and support SPAD. He also thanked everyone for helping keep ship clean. Educational director advised mariners to take advantage of upgrading and training offered at SIU-affiliated school in Piney Point, Md. No beefs or disputed OT reported. Vote of thanks given to steward department for job well done. MAERSK GEORGIA (Maersk Line Limited), Sept. 30— Chairman Carlton P. Hall, Secretary Larry Ewing, Educational Director Philip R. Ayotte. Chairman praised crew members for smooth, safe trip and reported Oct. 2 payoff to take place in Port Elizabeth, N.J. Secretary thanked everyone for great voyage. No beefs or disputed OT reported. Suggestion was made to lower seatime requirements for benefit eligibility. Crew thanked steward department for very good food during voyage. MAERSK OHIO (Maersk Line Limited), Sept. 23—Chairman Brian P. Corbett, Secretary Fidelis N. Oliveira, Educational Director Louis A. Santiago. Chairman thanked everyone for their cooperation during the maiden voyage. He stated some bugs need to be worked out, but overall it was a nice, safe trip. Secretary Some of the crew members from the newly reflagged Maersk Montana pose for a picture when the U.S.-flag vessel was in New York last summer. Daniel G. Ramirez Jr., Steward Delegate Wilfred E. Lambey. Chairman thanked crew members for good trip and talked about importance of health benefits. This is a big topic for union members nationwide during contract negotiations. Secretary thanked mariners for helping keeping mess hall and lounge clean. He warned crew that flu season is coming and advised everyone to wash hands frequently. He also asked members to refrain from eating while standing in service line. Educational director encouraged crew to continue their Working on the Baugh LIBERTY STAR (Liberty Maritime), Sept. 30—Chairman Albert C. Williams, Secretary Nick Andrews, Deck Delegate Donald Stickens, Engine Delegate Alcido Lopes, Steward Delegate Cecilio Suarez. Chairman stressed the need to work together safely and to wear proper protective equipment. He stressed importance of maintaining accurate documentation to lessen chance of missing out on a job at the hall or aboard ship. No beefs or disputed OT reported. Next port: New Orleans. Sailing aboard a Newly Reflagged Vessel November 2007 reported food situation should improve next trip as adequate stores have been ordered. Educational director advised crew to upgrade when they can at the Paul Hall Center in Piney Point, Md. No beefs; disputed OT reported in deck department. Concerns were raised about the laundry room and need for additional washers and dryers. Members also requested microwave in the crew mess hall as well as clarification on a number of issues. Next ports: New York; Norfolk, Va.; Charleston, S.C. AB John Roberts (left) does some painting on deck while Recertified Chief Steward takes part in helo training aboard the PFC William B. Baugh. OVERSEAS LONG BEACH (OSG Ship Management), Sept. 27 —Chairman Tony Beasley, Secretary Samuel Raine, Educational Director Anthony R. Hulsey, Deck Delegate Jefferson V. Julian, Engine Delegate Michael E. Iverson, Steward Delegate Nina McFall. Chairman stated washer and dryer are now working properly, thanks to repairs made by engine department. Educational director urged crew to check dates on all seafaring documents and renew, if necessary. No beefs or disputed OT reported. Steward department given vote of thanks for job well done. Next port: Cherry Point, Wash. PUGET SOUND (OSG Ship Management), Sept. 30— Chairman Anton Sulic, Secretary Wiley Owens, Educational Director Benjamin E. Mathews, Engine Delegate Jimmie Thomas, Steward Delegate Christina A. Mateer. Chairman announced Oct. 2 payoff in Los Angeles. He encouraged Seafarers to help fellow crew members aboard ship and share their knowledge about the union. Educational director advised seamen to check out upgrading courses available at Piney Point school and to keep track of expiration dates on all documents. Treasurer stated $1,500 in ship’s fund. No beefs or disputed OT reported. Request made to have chairs in rooms fixed or replaced and purchase of shower mats for everyone. Suggestion made to install refrigerators in each room, which can be paid for with money from the ship’s fund. ST. LOUIS EXPRESS (Marine Personnel & Provisioning Inc.) Sept. 16—Chairman Matthew T. Sagay, Secretary Christopher B. Amigable, Educational Director education at the Paul Hall Center. No beefs; disputed OT reported in deck department. Members requested union representative be present at Sept. 30 payoff in Houston, Texas to resolve OT issue. Next ports: Charleston, S.C.; Miami, Fla.; Houston. USNS RICHARD G. MATTHIESEN (Ocean Ships Inc.) Sept. 28—Chairman Kyle W. Bailey, Secretary Fonda T. Biamonte, Educational Director Kelley Mayo. Bosun stated everybody did great job during inspections and audits. He also informed crew members about TWIC card. Secretary asked everyone to help keep all areas clean. No beefs or disputed OT reported. Educational director reminded seafarers of educational opportunities available at Paul Hall Center. Communication pertaining to new medical benefits was read and posted. Steward department was thanked for job well done. Smoking policy was reviewed: NO smoking anywhere except designated area—and no lighters allowed. NATIONAL GLORY (Crowley Ship Management) Oct. 5— Chairman Donald Rezendes, Secretary John Rapoza, Steward Delegate Victor J. Wolfe. Chairman reported vessel was officially commissioned for U.S. trade Aug. 27. Captain to purchase television for crew lounge and reefers for crew mess. He also urged all members to read the Seafarers LOG to stay current on TWIC information. Treasurer stated $2,000 in entertainment fund. No beefs; disputed OT reported in engine department. Recommendation made to receive monthly statement of earnings and to purchase numerous items for ship. Seafarers LOG 19 �45140_p1_5,7,9,17_21,24:September-07 10/26/2007 9:32 AM Page 20 Notice/Reminder Anthrax Vaccination Required for Jobs Aboard Some MSC Ships The deputy secretary of defense in October 2006 announced the resumption of the mandatory Anthrax Vaccination Immunization Program (AVIP) for designated military personnel, emergency-essential civilian personnel and contractor personnel performing essential services in certain geographic areas of the world. Two months later in December, the Military Sealift Command (MSC) received notification from the office of the undersecretary of defense for personnel and readiness that uniformed personnel as well as civilian and contract mariners under its command would be subject to the compulsory program. Specifically, according a Department of Defense Directive, civilian and contract mariners sailing aboard MSC ships in the Central Command area of responsibility or the Korean Peninsula for 15 or more consecutive days beginning in February and March would be required to resume anthrax immunizations, except as provided under applicable medical and administrative policies. Additionally, said MSC, “Any mariner not subject to the mandatory program who has received at least one dose of anthrax vaccine in the past will be allowed, if desired, to voluntarily complete the six-shot anthrax vaccination series and receive any boosters as required by the Food and Drug Administration-approved dosing schedule.” MSC further stated that, “Individuals will be notified by their chain of command if the shots are required. Navy medical personnel will give the vaccinations either aboard MSC ships, in MSC workplaces or at military treatment facilities.” According to DOD, anthrax is a deadly infection and the anthrax vaccine is an important force protection measure to combat it. In the fall of 2001, 22 cases of anthrax resulted from attacks with anthrax spores through the U.S. postal system. Five people died in these attacks. “The anthrax vaccine will protect our troops from another threat—a disease that will kill, caused by a bacteria—that already has been used as a weapon in America, and that terrorists openly discuss,” said Dr. William Winkenwerder Jr., assistant secretary of defense for health affairs. Critics have charged that anthrax vaccinations can cause infertility and auto-immune disorders, such as multiple sclerosis and lupus. Some service mem- bers have died after being vaccinated, but the Pentagon has said the deaths were not conclusively linked to the vaccine. The mandatory anthrax vaccination program began in 1998. Since that time, at least 1.2 million troops have been vaccinated against anthrax in six-shot regimens. Hundreds of service members had been punished or discharged for refusing them until U.S. District Judge Emmet Sullivan in December 2004 suspended the vaccinations after he found fault in the U.S. Food and Drug Administration’s process for approving the drug. In December 2005, the FDA gave final approval to the vaccine, clearing the way for the military to resume a mandatory program. Seafarers seeking more information on the inoculations should contact their port agents. Specific questions may be directed to Mr. Shelley Croyle, MSC medical administrator, at (202) 685-5706/5123. CIVMARS may call MSC’s CIVMAR support center at 1-877-562-7672. General information on the program and medical eligibility for receiving the vaccines is available on line at the following sites: www.anthrax.mil and www.vaccines.mil/anthrax. ANNUAL FUNDING NOTICE FOR NMU PENSION PLAN Introduction This notice, which federal law requires all multiemployer plans to send annually, includes important information about the funding level of the NMU Pension Plan, Plan # 001, Federal ID # 13-6592643. This notice also includes information about rules governing insolvent plans and benefit payments guaranteed by the Pension Benefit Guaranty Corporation (PBGC), a federal agency. This notice is for the plan year beginning Jan. 1, 2006 and ending Dec. 31, 2006 (2006). Plan’s Funding Level The plan’s “funded current liability percentage” for the plan year was 128.2 percent. In general, the higher the percentage, the better funded the plan. The funded current liability percentage, however, is not indicative of how well a plan will be funded in the future or if it terminates. Whether this percentage will increase or decrease over time depends on a number of factors, including how the plan’s investments perform, what assumptions the plan makes about rates of return, whether employer contributions to the fund increase or decline, and whether benefit payments from the fund increase or decline. Plan’s Financial Information The market value of the plan’s assets of Jan. 1, 2006 was $282,798,636. The total amount of benefit payments for the plan year was $25,069,537. The ratio of assets to benefit payments is 11.3. This ratio suggests that the plan’s assets could provide for approximately 11 years of benefit payments in annual amounts equal to what was paid out in the plan year. However, the ratio does not take into account future changes in total benefit payments or plan assets. Rules Governing Insolvent Plans Federal law has a number of special rules that apply to financially troubled multiemployer plans. Under so-called “plan reorganization rules,” a plan with adverse financial experience may need to increase required contributions and may, under certain circumstances, reduce benefits that are not eligible for the PBGC’S guarantee (generally, benefits that have been in effect for less than 60 months). If a plan is in reorganization status, it must provide notification that the plan is in reorganization status and that, if contributions are not increased, accrued benefits under the plan may be reduced or an excise tax may be imposed (or both). The law requires the plan to furnish this notification to each contributing employer and the labor organization. Despite the special plan reorganization rules, a plan in reorganization nevertheless could become insolvent. A plan is insolvent for a plan year if its available financial resources are not sufficient to pay benefits when due for the plan year. An insolvent plan must reduce benefit payments to the highest level that can be paid from the plan’s available financial resources. If such resources are not enough to pay benefits at a level specified by law (see Benefit Payments Guaranteed by the PBGC, below), the plan must apply to the 20 Seafarers LOG PBGC for financial assistance. The PBGC, by law, will loan the plan the amount necessary to pay benefits at the guaranteed level. Reduced benefits may be restored if the plan’s financial condition improves. A plan that becomes insolvent must provide prompt notification of the insolvency to participants and beneficiaries, contributing employers, labor unions representing participants, and PBGC. In addition, participants and beneficiaries also must receive information regarding whether, and how, their benefits will be reduced or affected as a result of the insolvency, including loss of a lump sum option. This information will be provided for each year the plan is insolvent. Benefit Payments Guaranteed by the PBGC The maximum benefit that the PBGC guarantees is set by law. Only vested benefits are guaranteed. Specifically, the PBGC guarantees a monthly benefit payment equal to 100 percent of the first $11 of the plan’s monthly benefit accrual rate, plus 75 percent of the next $33 of the accrual rate, times each year of credited service. The PBGC’s maximum guarantee, therefore, is $35.75 per month times a participant’s years of credited service. Example 1: If a participant with 10 years of credited service has an accrued monthly benefit of $500, the accrual rate for purposes of determining the PBGC guarantee would be determined by dividing the monthly benefit by the participant’s years of service ($500/10), which equals $50. The guaranteed amount for $50 monthly accrual rate is equal to the sum of $11 plus $24.75 (.75 x $33), or $35.75. Thus, the participant’s guaranteed monthly benefit is $357.50 ($35.75 x 10). Example 2: If the participant in Example 1 has an accrued monthly benefit of $200, the accrual rate for purposes of determining the guarantee would be $20 (or $200/10). The guaranteed amount for a $20 monthly accrual rate is equal to the sum of $11 plus $6.75 (.75 x $9), or $17.75. Thus, the participant’s guaranteed monthly benefit would be $177.50 ($17.75 x 10). In calculating a person’s monthly payment, the PBGC will disregard any benefit increases that were made under the plan within 60 months before the earlier of the plan’s termination or insolvency. Similarly, the PBGC does not guarantee pre-retirement death benefits to a spouse or beneficiary (e.g., a qualified pre-retirement annuity) if the participant dies after the plan terminates, benefits above the normal retirement benefit, disability benefits not in pay status, or non-pension benefits, such as health insurance, life insurance, death benefits, vacation pay, or severance pay. Where to Get More Information For more information about this notice, you may write to Miriam Bove at 5201 Auth Way, Camp Springs, MD 20746 or call (718) 499-6600, ext. 242. For more information about the PBGC and multiemployer benefit guarantees, go to PBGC’s website, www.pbgc.gov, or call PBGC toll-free at 1-800-400-7242 (TTY/TDD users may call the Federal relay service toll free at 1-800-877-8339 and ask to be connected to 1-800-400-7272). Know Your Rights FINANCIAL REPORTS. The Constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District/NMU 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/NMU are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. A member’s shipping rights and seniority are protected exclusively by contracts between the union and the employers. Members should get to know their shipping rights. Copies of these contracts are posted and available in all union halls. If members believe there have been violations of their shipping or seniority rights as contained in the contracts between the union and the employers, they should notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is: Augustin Tellez, Chairman Seafarers Appeals Board 5201 Auth Way Camp Springs, MD 20746 Full copies of contracts as referred to are available to members at all times, either by writing directly to the union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and conditions under which an SIU member works and lives aboard a ship or boat. Members should know their contract rights, as well as their obligations, such as filing for overtime (OT) on the proper sheets and in the proper manner. If, at any time, a member believes that an SIU patrolman or other union official fails to protect their contractual rights properly, he or she should contact the nearest SIU port agent. EDITORIAL POLICY — THE SEAFARERS LOG. 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 LOG policy is vested in an editorial board which consists of the executive board of the union. The executive board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he or she should not have been required to make such payment, this should immediately be reported to union headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU Constitution are available in all union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time a member feels any other member or officer is attempting to deprive him or her of any constitutional right or obligation by any methods, such as dealing with charges, trials, etc., as well as all other details, the member so affected should immediately notify headquarters. EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU Constitution and in the contracts which the union has negotiated with the employers. Consequently, no member may be discriminated against because of race, creed, color, sex, national or geographic origin. If any member feels that he or she is denied the equal rights to which he or she is entitled, the member should notify union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION — SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including, but not limited to, furthering the political, social and economic interests of maritime workers, the preservation and furthering of the American merchant marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a condition of membership in the union or of employment. If a contribution is made by reason of the above improper conduct, the member should notify the Seafarers International Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. A member should support SPAD to protect and further his or her economic, political and social interests, and American trade union concepts. NOTIFYING THE UNION—If at any time a member feels that any of the above rights have been violated, or that he or she has been denied the constitutional right of access to union records or information, the member should immediately notify SIU President Michael Sacco at headquarters by certified mail, return receipt requested. The address is: Michael Sacco, President Seafarers International Union 5201 Auth Way Camp Springs, MD 20746. November 2007 �45140_p1_5,7,9,17_21,24x1:5140p0 10/30/2007 10:42 AM Page 21 SEAFARERS PAUL HALL CENTER UPGRADING COURSE SCHEDULE Safety Specialty Courses The following is the schedule of courses at the Paul Hall Center for Maritime Training and Education in Piney Point, Md. through January 2008. All 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 and—in times of conflict—the nation’s security. Students attending any of these classes should check in the Saturday before their course’s start date. The courses listed here will begin promptly on the morning of the start dates. For classes ending on a Friday, departure reservations should be made for Saturday. Seafarers who have any questions regarding the upgrading courses Start Date of Course Date Completion Advanced Fire Fighting January 14 January 25 Basic Safety Training/STCW November 12 November 17 November 19 November 23 December 10 December 14 Medical Care Provider January 28 February 1 Tankerman Familiarization/ Assistant Cargo (DL)* November 26 December 7 (*must have basic fire fighting) offered at the Paul Hall Center may call the admissions office at (301) 994- Academic Department Courses 0010. General education and college courses are available as needed. In Deck Upgrading Courses addition, basic vocational support program courses are offered Start Date of throughout the year, two weeks prior to the beginning of a vocation- Course Date Completion al course. An introduction to computers course will be self-study. Able Seaman January 28 February 22 Celestial Navigation November 26 December 21 Lifeboatman/Water Survival January 14 January 25 A future edition of the Seafarers LOG Steward Upgrading Courses will contain a complete guide of all the Galley Operations/Advanced Galley Operations modules start every week. Certified Chief Cook/Chief Steward classes start every other week begin- upgrading courses available to ning Nov. 12, 2007. students in the year 2008. Engine Upgrading Courses Course Start Date Date of Completion Advanced Refrigerated Containers November 26 December 21 UPGRADING APPLICATION Name ________________________________________________________________ Address_______________________________________________________________ _____________________________________________________________________ Telephone _________________________ Date of Birth ______________________ With this application, COPIES of the following must be sent: One hundred and twentyfive (125) days seatime for the previous year, one day in the last six months prior to the date your class starts, USMMD (z-card) front and back, front page of your union book indicating your department and seniority, and qualifying seatime for the course if it is Coast Guard tested. All OL, AB, JE and Tanker Assistant (DL) applicants must submit a U.S. Coast Guard fee of $140 with their application. The payment should be made with a money order only, payable to LMSS. BEGIN DATE COURSE END DATE ____________________________ _______________ _______________ ____________________________ _______________ _______________ ____________________________ _______________ _______________ ____________________________ _______________ _______________ Seniority _____________________________ Department _____________________ ____________________________ _______________ _______________ U.S. Citizen: ____________________________ _______________ _______________ Deep Sea Member Lakes Member Inland Waters Member If the following information is not filled out completely, your application will not be processed. Social Security # ______________________ Book # _________________________ Yes No Home Port _____________________________ Endorsement(s) or License(s) now held _____________________________________ LAST VESSEL: _____________________________________ Rating: ___________ _____________________________________________________________________ Date On: ___________________________ Date Off: ________________________ Are you a graduate of the SHLSS/PHC trainee program? Yes No If yes, class # __________________________________________________________ Have you attended any SHLSS/PHC upgrading courses? Yes No If yes, course(s) taken ___________________________________________________ Do you hold the U.S. Coast Guard Lifeboatman Endorsement? Yes No Firefighting: Yes No CPR: Yes No Primary language spoken ________________________________________________ November 2007 SIGNATURE __________________________________ DATE ________________ NOTE: Transportation will be paid in accordance with the scheduling letter only if you present original receipts and successfully complete the course. If you have any questions, contact your port agent before departing for Piney Point. Return completed application to: Paul Hall Center for Maritime Training and Education Admissions Office, P.O. Box 75, Piney Point, MD 20674-0075; or fax to (301) 994-2189. The Seafarers Harry Lundeberg School of Seamanship at the Paul Hall Center for Maritime Training and Education is a private, non-profit, equal opportunity institution and admits students, who are otherwise qualified, of any race, nationality or sex. The school complies with applicable laws with regard to admission, access or treatment of students in its programs or activities. 11/07 Seafarers LOG 21 �45140_p6,8,10_16,22_24:5140p0 10/26/2007 1:33 PM Page 22 Paul Hall Center Classes Unlicensed Apprentice Water Survival Class 693 — Graduating from the water survival course are unlicensed apprentices from class 693. They include (in alphabetical order) John Albritton III, Christopher Baum, Maurice Beasley, Bryan Brady, Kenneth Bricker Jr., Matthew Brown, Ashanti Chavers, Bryan Clark, Bobby Dickson Jr., Andrew Gerrie, Alexander Grant, Anthony Hill, Omar Izquierdo, Nicholas Jones, Christopher Landry, Eileen Mendiola, Edward Newbegin, Steven Rappolee, Terry Taylor Jr., and Andrew Thompson II. (Note: not all are pictured.) Their instructor, Ben Cusic, is at far left. Unlicensed Apprentice Water Survival Class 694 — Unlicensed apprentices from class 694 who completed the water survival course are (in alphabetical order) Jeffrey Bach, Stephen Banks, Fraya Brown, Brandy Griffin, Creg Gumanas, Veronica Hernandez, Ryan Hogan, Joel Jones, Terrell McMillian, José Orengo, Jason Redmond, and Daniel Thompson. (Note: not all are pictured.) Bridge Resource Management — Junior Engineer — On Sept. 7, the following students (in no particular order) completed the junior engineer course: Grady Mason Jr., David Kelch, Jeffery Parrish, Levy Calzado, Adam Begleiter, William Wakeman, Anthony Bartley, Daniel Amesbury, Hashiem Pittman, Aaron Wood, Cliff Taylor, Keith Kowaleski, Richard Wright, Jon Stratton, Charles Johnson, Ahmed Sharif, Nabil Ahmed, Eugene Earl, John Morrison Jr., Harold Gerber, Heather Bushey, Philandar Walton and Jimmy McCall. Their instructor, Jay Henderson, is at far right. (Note: not all are pictured.) MTLX boatmen graduating from this class Aug. 22 are (in no particular order) Robert Hoffman, David Lane, August Cramer, John Nelson, Robert Mills, Randall Brinza, Douglas Crawford, Bruce Comiskey, William Lenfestey, Robert Albe, Robert Roberts, Kenneth Graybill III, William Davis Jr., George Sadler and Charlie Carlson. Their instructor, Mitch Oakley, is at far right in the back row. Any student who has registered for a class and finds— for whatever reason— that he or she cannot attend, please inform the admissions department so that another student may take that place. Fast Rescue Boat — Under the instruction of Stan Beck (far right) are Crowley boatmen who completed the fast rescue boat class Aug. 24. They are (in no paricular order) Edward O’Connell, David Nimmer, Matthew Follilove, Ardale Crim and Leonard Brownless. Welding — Upgrading Seafarers who completed the welding course Aug. 24 are (in no particular order) Gene Butson, Glenn Cullifer, Warner James, Ron Embody and Lon Molnar (not pictured). Also not pictured is their instructor, Buzzy Andrews. 22 Seafarers LOG Tanker Familiarization/Assistant Cargo (DL) — Two classes of Phase III apprentices (and four upgrading Seafarers) graduated Aug. 31 from tankerman assistant courses. They are (in no specific order) Seafarers Ron Embody, Gene Butson, Glenn Cullifer, Warner James and apprentices Wade McClennan, Drake Corpus, Thomas Jones, Bryan Boyle, Robert Raymond, Erik Brown, Rivera Encarnacion, David Bernstein, Josean Villarrubia, Joshua Zelinsky, Tommy Rodgers, Sean Sullivan, Steven Dalton, Thaddeus Kilgore, Terry Thomas, Moriah Collier, Andrew Sitterly Jr., Thomas Tebow, Chris Sheppard, John Fraley, Joey Roberts, Juan Ortega Jr., Joshua Montgomery, Donnetta McLee, Caprice Jennings, Prymus Buckholtz, Juanito Mauricio, John McCormick, DeMond Lindsey, David Pacheco and Danielle Smith. November 2007 �45140_p6,8,10_16,22_24x1:5140p0 10/30/2007 10:45 AM Page 23 Paul Hall Center Classes FOWT — Completing the FOWT course Sept. 7 are (in alphabetical order) Steven Allen, Michael Clark, Eugene Davis Jr., Richard Frederick, Rene Gil, Benjamin Grace, Camillo Love, Latisa MayChristopher, John McKay, Christopher Olsen, Antonio Owens, Jeremy Pace, Kenneth Sumner, Lee Weygandt and Djuan Wright. Their instructor, Tim Achorn, is standing at left (with arms folded). (Note: not all are pictured.) Tankerman (PIC) Barge — Boatmen from Crowley and Allied Transportation completed this course Aug. 17. They are (in no specific order) Matthew Fullilove, Dadrian Hyman, Raymond Snow and Mark Stabler (note: not all are pictured). Posing with them are SIU VP West Coast Nick Marrone (far left), instructor Mitch Oakley (third from left) and Tacoma Port Agent Joe Vincenzo (second from right). Advanced Fire Fighting — Upgrading Seafarers as well as Crowley and G&H boatmen completed this course Aug. 24. They are (in no specific order) Christopher Vincenzo, Ronald Poole, Ronnie Jackson, Daniel Monjarres, Joseph Walker, Lawrence Soulier, William Rose, Mark Stabler, Freddy Hamilton Jr., Christina Costanzo, George Maloney, Roy Saldana Jr., Anthony Montgomery, John Niday IV, Jason Jones, George Bennett, John Harrison and Douglas McGuire. Their instructor, Mark Cates, is at far right. (Note: not all are pictured.) Fast Rescue Boat — With Stan Beck (far right) as their instructor, the following six students (in no specific order) completed this course Aug. 31: Michael Willis, James Albert, Ato Aikins, Steven Corachan, Victor Antunez and James Larkin Jr. AB — With instructor Bernabe Pelingon (far right) are upgraders who completed the AB course Sept. 14. They are (in no specific order) Justin Beal, Philip Gallagher, Steven Szymanski, Clayton Lupton, Brandon Ballard, Gemini Tacang, Mark Randall, Malcolm Demery, Joe Nieves, Robert Vayko, James Wynegar III and Charles Herrera. STCW — NCL, Sept. 10: Alex Antao, Stanley Rodrigues, Michael Kaplan, Jose Gabasa Jr, Felix Bernardino Jr, Edwin Gonzales, Jimson Banay, Mharie Balahim, Arsenio Carreon Jr. and Diego Comesana. Safety Training at the Barbers Point Facility in Hawaii STCW — NCL, Sept. 3: Suresh Kumar Soungdararajan, Haresh Rankhambe, Sleeton Fernandes, Erepan Periera, Christian Cabrera, Rizaldy Bautista, Orlando Conde, Philip Gravoso, Arnold Bathan, Danilo Cabrera, Ronald Carlos, Marlon Casuyon, Evar Lucente, Benjamin Wong Jr, Rizaldy Espanol, Ramel Paras, Arman Santillan, Eric Sioco, Rody Nucup Hipolito and Saraya Forbes. November 2007 STCW — NCL, Sept. 3: Samuel Williams, Jonathan Cabatic, Rowen Tamayo, Moraliza Alanes, Zenaida Garcia, Felix Bartolome Jr, Jennifer Grace Cutillar, Onofre Doctolero, Noli Calzado, Toribio Domingo, Ida Bagus Made Suwastika, Ricky Valderrama, Ariel Diaz, Myles Walrick Charles, Christopher Monroy, David Santos, Noel Cesar, Braule Duhalyungsod, Melchor Cacho and Kenneth Santos. Seafarers LOG 23 �45140_p1_5,7,9,17_21,24:September-07 10/26/2007 1:14 PM Page 24 Volume 69, Number 11 November 2007 Summary Annual Reports NMU Vacation Plan — page 7 NMU 401K Plan and NMU Pension Trust of the NMU Pension and Welfare Plan — page 16 NMU Pension Plan Notice — page 20 SIU Members, U.S. Marines Train Side-by-Side Aboard USNS Wright RRF Vessel Continues Busy Stretch Supporting Troops USNS Wright recently hosted United States Marines for multi-faceted training while the vesThesel SIU-crewed was docked in Baltimore. Seafarers and Marines trained side-by-side aboard the Ready Reserve Force (RRF) ship, which is operated by SIU-contracted Crowley. It wasn’t the only time recently when Seafarers and members of the armed forces worked together aboard the Wright. Earlier this year, the ship activated for an undisclosed military support mission that proved successful. More recently, a trip to the aviation logistics support vessel in late September (when the photos accompanying this story were taken) found mariners and Marines in businesslike but good spirits, addressing the tasks at hand and seamlessly interacting. The Wright has a five-day activation period. It is 602 feet long and has a beam of 90 feet, 2 inches. The vessel can travel at 19 knots. RRF ships like the Wright help protect America’s national and economic security, whether they’re fully activated or in reduced operating status. Described by the U.S. Maritime Administration as “a key element of strategic sealift,” the RRF program has served the U.S. since 1976. Currently, it consists of 47 ships. RRF vessels continue to play key roles in Operations Enduring Bosun Tom Moore (right) and Sgt. Dennis Heil Freedom and Iraqi Freedom. Additionally, 10 of the ships (includ- operate crane. ing the Wright) were activated to assist in recovery and relief missions following Hurricanes Katrina and Rita in 2005. AB Greg White Above and at left: Electrician Gary Torres Hooking up cargo boxes Right: PFC Sean Attridge Chief Steward Robert Brown (left) serves lunch to LCPLs Johnny Holman and Cody Price. Chief Cook John Bukowsky, LCPL Johnny Holman � 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 2000-2009 Description An account of the resource Volumes LXII-LXXI of the Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Scanned Issues 1984-1988, 1994-Present, Seafarers Log Digital Copies 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 2007 Description An account of the resource HEADLINES SEAFARERS 401(K) PLAN ANNOUNCED FAMILY HEALTH CARE YEARLY PREMIUMS NOW AVERAGE MORE THAN $12,000 TWIC ENROLLMENT STARTS, BUT QUESTIONS REMAIN UNION TESTIFIES ON MANPOWER, TRAINING AND TRADE ISSUES OSG TANKER ORDER GROWS TO 12 SEAFARERS CREW UP NATIONAL GLORY CROWLEY, HORIZON LINES HONORED FOR ENVIRONMENTAL EXCELLENCE USNS SAFEGUARD JOINS SIU CIVMAR FLEET UNIVERSITY PROFESSOR SCRUTINIZES RUNAWAY-FLAT SHIPPING FEDERATION APPOINTS EXECUTIVE VP MOBILE PORT AGENT ED KELLY RETIRES GREAT LAKES CONTRACT RATIFIED ABOARD THE SS HAVERFORD VICTORY: WINTER OF ’45 IN THE NORTH ATLANTIC PAUL HALL CENTER’S MILESTONE YEAR ALSO INCLUDED 10TH ANNIVERSARY OF REVAMPED TRAINEE PROGRAM SIU MEMBERS, U.S. MARINES TRAIN SIDE-BY-SIDE ABOARD USNS WRIGHT Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Seafarers Log Digital Copies 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 11/01/2007 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. 69, No. 11 2007 Periodicals Seafarers Log