39 32 1900 http://www.seafarerslog.org/archives/files/original/7147c359fdebc150b45d8b91523f3054.PDF 902d9fb32fec77430a7fc9b715478c50 PDF Text Text Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO SlU Inland Fleet Continues to Expand With Growing of New Tug Vigilant Page 13 #i-A- ^ % I "A.^ ji -" ' 'ii',' ». ?M*p ,/_,• mMSmmY TransparttM^on InsHtwte, Rep. MeCiaskey Debofe^Over Campaign Cdntriimlions Pages 27-30 •,. '=?=••• •- • NO 3^ MARCH 1979 �AFL-CIO Backs All-Out Effort to Bolster Maritime T HE AFL-CIO has roundly en­ dorsed a comprehensive legislative effort aimed at uplifting America's maritime industry. This commitment gives increased strength and new clout to maritime labor's ongoing efforts to protect and expand job opportunities for American maritime workers in all segments of our industry. This new legislative package was developed by the AFL-CIO Ad Hoc Committee on Maritime Legislative Policy. Contributing maritime unions on the Committee include the SIU, NMU, MEBA, Radio Operators, MM&P, I LA and other seagoing and shoreside maritime unions. The package will be a key part of labor's legislative goals in the 96th Congress. Development and adoption of this program is an especially important victory for the maritime labor move­ ment. Such a unified effort on the part of maritime unions could not have taken place a number of years ago. But increased unity and cooperation acrossthe-board among U.S. maritime unions in recent years have laid the cornerstone for the reconstruction and revitalization of the nation's maritime industry. Largest Trading Nation In endorsing the program at their meetings last month in Bal Harbor, the AFL-CIO Executive Board pointed out the "serious problems" faced not only by the U.S. maritime industry but by all the world's free trading nations. As stated, "these problems are directly traceable to the cut-throat competition of runaway flag fleets and the predatory practices of the Soviet bloc maritime interests." The United States is the largest trading nation in the world. And while U.S. waterborne tonnage has gone up almost 600 percent in the past 30 years, the number of ships bearing the U.S. flag has gone down 75 percent. The less than 550 American flag vessels carry only five percent of this nation's foreign commerce. However, "if American ships Were carrying just 50% of the nation's foreign trade it would increase the U.S. flag fleet to some 4,000 ships." If this were to occur the resulting benefits to maritime related industries would have a substan­ tial favorable effect on the entire U.S. economy. Essentially, labor's program for maritime calls for implementation of legislative policy in three important areas; (1) National Trade Policy; (2) National Energy Policy; (3) National Maritime Policy. The outline calls for the establishment of a national trade policy to counteract the "non-official actions" many other nations engage in but which are prohibited here. These practices include "rebates, rate-slashing and other favor­ able treatment which increase the amounts of cargo carried by their (foreign) own flag operators." Bilateral Trade U.S. national trade policy as spelled out in labor's statement calls for "negotiation of bilateral shipping agreements" with other nations includ­ Paul Half 7o Have Friends, You Must Be a Friend T lie best way to find out who your friends are is to get yourself into a jam. A true friend will be there when you need him to give any help he can. And in this respect, you'll probably find that the people who come through for you when the chips are down are people that you have helped in some way somewhere along the line. It makes .sense. To have friends, you must first be a friend. And to expect help, you must first be willing to pitch in when the going is tough. With this in mind, I'm proud to .say that the SIU has many staunch friends and allies throughout the American labor movement. We have them because it has been the tradition of the SIU never to turn down a request for aid from a brother union. Time after time, SIU members have volunteered to walk a picketline, support a boycott or contribute to the strike fund of another union in a jam. This record of support has gained for the SIU the reputation of being an organization that can be depended on in tight quarters. It has also provided us with the means to muster widespread support throughout the labor movement on issues pertaining to the well being of our organization and the U.S. maritime industry as a whole. SIU members should realize that maintaining the job security structure of our Union has never been an easy job. As seamen, we have had to fight for everything we have ever achieved. No one has ever given us anything without a struggle. That's the way it's always been. And that's the way it will continue to be. Today, as a result of our efforts over the years, the SIU is in good shape. SIU members enjoy a high degree of job security. And all of our benefit plans are in excellent condition. ing trade with the Peoples Republic of China. Bilateral trade agreements will "serve to increase employment, protect against over tonnaging and provide a means to enter restricted trades." The program also notes that while the Trade act of 1974 calls for the protection of manufacturing industries, U.S. shipping "is not receiving the stipulated protection provided to other industries, under the Trade Act." The enforcement of this act is necessary to prevent the "dumping" practices of Soviet bloc shippers in the U.S. trades. Energy Policy The Ad Hoc Committee on Maritime Legislative Policy and the AFL-CIO Executive Board are in complete harmony about the need to develop a national energy policy regarding mari­ time "which will enhance America's energy production and transportation security." This can be accomplished by: • Forbidding the exporting or swap­ ping of any Alaska North Slope oil. Alaskan oil is our "only reliable and predictable crude oil reserve." • Closing the Virgin Islands loophole which seriously undermines the effec­ tiveness of the Jones Act. The Jones Act stands as the backbone of U.S. shipping. But as a result of the loophole, foreign flag ships are able to carry oil from the Virgin Islands to the U.S. mainland, encouraging "dependency on foreign ships for vital energy resources." • preventing lightering from offshore transshipment vessels to the U.S. mainland by foreign flag carriers. This practice is detrimental to "U.S. vessels. seamen, shipbuilders and metal trades workers," and "increases the likelihood of oil spills and resultant environmental damage to our coastal waters.' • Continuing the importation of liquified natural gas by ship. Because of advanced U.S. technology and the experience and training of U.S. crews LNG can safely be transported on U.S. flag LNG ships. • Mining of deep sea bed by U.S. built and U.S. manned vessels. This will keep the U.S. "self-sufficient" in the harvest­ ing of the valuable resources the deep seabed has to offer, such as copper, cobalt, manganese and nickel. Also, "creating thousands of jobs and provid­ ing the U.S. with a supply of these minerals essential to our economy and security." Finally, national maritime policy should be developed to "promote and strengthen the U.S. merchant marine" by means of implementing and enforc­ ing existing laws, such as the Jones Act. Also, by reaffirming "the maritime program outlined by President Carter in 1976. "The U.S. Government...should not compete with private industry for commercial work...when private in­ dustry and workers can perform the necessary work in an efficient, econom­ ical manner...The favorable impact upon jobs for American workers is obvious." A strong Merchant Marine can only serve to stimulate the U.S. economy and "enhance our international prestige" by increasing employment here, generating income and favorably tilting "our balance of payments situation." But we have to face the fact that although we are in good shape, the U.S. maritime industry as a whole is not. And in this business, if one end of the industry starts to sink, it's only a matter of time before the rest of the industry goes down as well. For instance, if we allow our shipbuilding base—which is in serious jeopardy—to collapse, then in a few years the U.S. fleet itself begins to deteriorate. It's like a ship at sea. If one end sinks, the whole ship sinks. It may not all sink at the same time, but the end result is just as definite. In other words, the SIU should derive no comfort from knowing that if our industry slowly sinks we will be among the last to go down. My point simply is this. Our ability to maintain the jobs and job security we presently enjoy is linked directly to our ability to preserve, promote and expand the entire American maritime industry. But to say the least, this is a monumental job. And it is a job that no one organization can do on its own. American operators are facing unprecedented competition from foreign-flag and communist bloc shipping. And maritime programs— both the ones already in existence and proposed programs—are meeting the highest level of opposition in Congress in our history. This is why it is s<i important to us to be able to marshal the forces of labor on our behalf. And this is why the ability to do so is more important to us today than ever before. In this regard, SIU members should be aware that the AFL-CIO Executive Board, representing 13 million workers, has pledged its support for a legislative package aimed at a total overhaul of American maritime. (See story this page.) In addition, the AFL-CIO Maritime Trades Department, the largest constitutional department within the Federation, has pledged its special support in implementing the goals of maritime labor. (See special supplement pages 17-24.) What must be remembered here is that to seek help on tough problems is not an admission of weakness. The most foolish thing an organization can do is to believe that it can go it alone on all issues all the time. At the same time, though, we cannot sit back and expect our friends to carry the full load. We must intensify our own efforts on all fronts. We must work a little harder each day in the critical areas of politics, education and organizing. And SIU members must continue to play their part by supporting the Union's programs across-the-board. With this kind of all out effort on our part, coupled with the support we have gained within the labor movement, I am confident that we can bring our industry back to a position of respect on the world's sealanes. Anything less than a total effort simply won't cut it. Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District AFL-CIO 675 Fourth AWP 11232. Published monthly. Second Class postage paid at Brooklyn. N.Y. Vol. 41, No.3, March 1979. (ISSN #0160-2047) ' 2 / LOG / March 1979 Rroniriwn wv Brooklyn, N.Y. �Alaskan Oil Will Not Be Exported-— for Now Administration Heeds Opposition to Export Plans From Labor, Consumer, Energy Groups T » he Carter Administration has shelved plans, at least for the moment, to export Alaskan North Slope oil to Japan, according to Energy Secretary James Schlesinger. Testifying recently before the Senate Energy Committee, Schlesinger said the Administration had decided not to proceed with export plans at the present time because "there was no rousing response from Congress when we surveyed them on this issue." Opposition to the oil swap plan, which called for export of Alaskanproduced crude to Japan and imports of replacement oil supplies to the U.S. from Mexico, was widespread and mounting steadily. Labor and consumer groups, as well as coalition groups such as the Citizch/Labor Energy Coalition which includes 70 citizen activist agencies and labor unions, were among those voicing strong objec­ tions to the Alaskan oil export proposals. In every case, the groups repre- Opposition to Alaska Oil Export is Widespread Protests against the Alaskan oil export plan have come from all over the energy-hungry United States, from organizations representing a broad cross-section of U.S. citizens. In addition to organized labor, strong opposition to the export proposal has been lodged by the following consumer and citizen's groups: Consumer Federation of America, Energy Policy Task Force, jEnergy Action, Public Citizen, National Council of Senior Citizens, Campaign for Economic Democracy, National Clients Council, Environmental Policy Center, Rural America, ^ Massachusetts Fair Share, Illinois Public Action Council, Citizens Action Coalition of Indiana, Ohio Public Interest Campaign, Carolina Action, Citizens Action League, Northern Plains Resource Council. INDEX Legislative News AFL-CIO Supports Maritime Page 2 SlU in Washington ... Pages 9-10 Russians Upset Over Rate Bill Page 5 Union News Inland Growing From SlU Political Action Page 4 President's Report. Page 2 Headquarters Notes Page 7 Letters to Editor Page 14 Brotherhood in Action Page 6 At Sea-Ashore Page 16 SPAD Checkoff Back Page Boatman Gives $1,000 to SPAD Page 4 " Great Lakes Picture Page 8 Inland Lines Page 6 Alaskan Oil Export On Hold Page 3 L 1 senting a diverse cross-section of U.S. citizens, urged the Administra­ tion to scrap the export scheme because the American people and U.S. national security had nothing to gain and much to lose if the deal went through. Exporting Alaskan crude would violate the spirit of U.S. energy independence in which Congress passed the Trans-Alaska Pipeline Act in 1973. Meany Writes Carter In a letter to President Carter dated Feb. 9, AFL-CIO President George Meany urged the chief executive to recall the wording of the pipeline legislation before okaying the oil export. "It has been the clear intent of CongresspPresident Meany said, "that Alaska North Slope oil be developed for domestic consump­ tion so as to decrease our de­ pendency on insecure foreign oil supplies. "The so-called swap," Meany charged, "...does not decrease our reliance on OPEC oil or otherwise contribute to our energy security." The oil trade-off wouldn't in­ crease by a single barrel the amount of oil available to American con­ sumers because the imports from Mexico would match the exports to Japan. But the country would, as Meany pointed out, be trading off increased energy reliance for greater de­ pendence on unstable foreign sup­ pliers. The U.S. is already much too dependent on foreign oil sources, said the Consumer Federation of America, one of the largest and most active consumer groups in the country. Alaska Only U.S. Reserve In a statement that came down hard on the oil swap proposal, the Consumer Federation charged that America's "gross dependence" on foreign oil suppliers "forces con­ sumers to pay artificially high prices for energy, fuels inflation and the decline of the dollar...and leaves the nation vulnerable to supply disruptions instigated by the OPEC nations for political or economic purposes." Bilateral Trade With China Page 7 General News Ship's Digests Dispatcher's Reports: Great Lakes Inland Waters Deep Sea Page 12 Page 26 Page 25 Membership News New Pensioners Final Departures Coalpasser to Engineer.. Tug Vigilant Page 33 Page 34 Page 32 Page 13 Special Features Special Supplement on MTD Meetings.............Pages 17-24 , J.I„ Mcgio..s|<ey. _. , ,. Debate Pages 27-30 r J The oil companies have been sitting on pipeline plans because they have been waiting for the Administration's decision on the oil exports. Since they would not be bound by U.S. maritime trade laws for either the U.S.-to-Japan or Mexico-toU.S. ends of the swap, the oil companies could lower their trans­ portation costs by using flag-ofconvenience instead of American tankers to move the oil. Savings on transportation would mean the oil companies could share in higher profits. i But such savings on transporta­ tion costs would not be reflected in the price of oil for either Japanese or American consumers. "The con­ sumer would gain no benefit," the AFL-CIO Executive Council said in a recent statement blasting the export scheme, "being forced to pay the international price for oil wherever it may come from." In addition, the statement continued, the U.S. economy would suffer through "the loss of tanker employ­ ment, shoreside and shipyard Jobs, and the tax and wage benefits they produce." • "Swapping U.S. oil for foreign oil makes no sense," the AFL-CIO statement said. "It is nothing more than a gimmick devised by the oil companies to circumvent U.S. law and boost their profits. "At a time when the nation face<^^' oil cutbacks at U.S. refineries, declining imports from Iran, and the prospect of gasoline rationing, export of U.S. oil supplies would be a national energy policy disaster." Reprinted below is the text, of a letter sent by AFL-CIO President George Meany to the President of the United States expressing labor's strong objections to the proposed Alaskan oil swap. February 9, 1979 The President The White House Washington, D.C. 20500 Mr. President: We are deeply concerned about a matter that could have a severead verse effect on American consumers. I am referring to increasing reports that the Administration intends to work out a swap arrangement with Mexico which would result in the export of Alaska North Slope oil to Japan. We oppose such proposals and urge they be rejected. It has been the clear intent of Congress that Alaska North Slope oil be developed for domestic consumption so as to decrease our dependency on insecure foreign oil supplies. The so-called swap, which is in reality a means to export Alaskan oil to Japan, does not decrease our reliance on OPEC oil or otherwise contribute to our energy security, especially important in light of the Iranian oil cutoff. If it is in fact in the national interest to purchase oil from Mexico, it should be accomplished without a corresponding decrease in our North Slope reserves. Most importantly, the ultimate effect of the export/swap proposal is to increase the profits of the multinational oil companies without any reduction in oil prices or other benefit to the consumer. We again urge you to reject such export/swap proposals as being against the best interests of the American people and contrary to the nation's goal of energy independence. Sincerely, George Meany President Page 35 Training Upgrading "A" Seniority Upgrading.. Page 39 Piney Point Graces Page 31 •II:- Alaskan crude is currently Amer­ ica's only real oil resource. Targeting it solely for domestic use would not only beef up U.S. energy security, it would force the oil companies to retrofit existing West Coast oil refineries and build trans-continen­ tal pipelines to move the crude to the lower 48 United States. • • SHI/ NMU Merger Talks Continue President Shannon Wall of the NMU and President Paul Hall of the SIU have announced to their respec­ tive memberships that their merger discussions are making satisfactory progress. In a recent meeting, the two presidents authorized specific steps designed to facilitate the merger process. Various representatives of both organizations are now iil the process of developing policies that will lead to reciprocal shipping and related pension benefits, Coordin^tiop ,of the activities of their Washington offices and coordi­ nated efforts on the international scene have also been agreed to. They have also instituted a review and analysis of their constitutions to reconcile differences. These and other measures are designed to smooth the way towards eventual merger. Meeting with and assisting the two presidents have been John Dunlop, former Secretary of Labor, and Frank Polla-ra, special assistant to George Meany. As the talks progress Wall and Hall will be making additional reports to their memberships on the nature of their discussions. March 1979 / LOG / 3 N- �SlU Political Action Has Spurred Inland Expansion ' I 'he Merchant Marine Act of A 1970 did a lot more than stimulate construction of vessels for the deep-sea trade. It also gave a much-needed shot in the arm to the inland industry, by opening up construction sub­ sidies for tugs, towboats, and hundreds of barges. Final passage of the Act was much to the credit of the SIU, as it came about largely through the efforts of the Union's political action program in Washington. SIU Boatmen should be proud to know that it was their contribu­ tions to SPAD that enabled the Union to spearhead passage of this bill. The Merchant Marine Act of 1970—as far as our industry is concerned—was the most impor­ tant piece of maritime legislation to come along since 1936. And it was in the face of considerable opposition—some of which came from within the industry itself— that it finally did come into being. cial Lines has built 24 towboats and 415 barges under Title XI provisions of the Merchant Marine Act of 1970. This has meant the creation of hundreds of new jobs for SIU Boatmen at this one company alone. Overall a total of 341 Title XI contracts for self-propelled, shallow-draft vessels have been awarded since 1970. Another 65 are now pending. The number of barges ap­ proved under Title XI now stands at 1,780, while contracts for an additional 244 are pending. More than a third of the barges either approved or pending are—or will be—SlU-contracted. The efforts of the SIU's politi­ cal action team on behalf of the membership would not be possi­ ble without the direct support of the membership itself. And the member's contributions to SPAD is the kind of support that enables the SIU to bring about such things as the Merchant Marine r0 There's no telling where the inland industry might be these days if it hadn't been for the Merchant Marine Act of 1970. Up the river without a barge? Certainly with lot fewer of them, and the towboats to push them, than we now have today. The list of tugs, towboats, and barges, built with construction subsidies since 1970, is a clear indication that the efforts of the SIU have greatly benefited the inland waters industry and its workers, in particular SIU Boat­ men. Take the case of just one SIUcontracted inland operator. As of Sept. 30 of last year, SIUcontracted American Commer- Act of 1970. Immediate and short-term gains are well and good, but it is the legislation with long-range implications that will bring the greatest security to SIU members and their families. SPAD is sort of like that towboat pushing fuel barges on the Mississippi: the fuel it delivers keeps the political arm of the SIU running in the best interests of the membership. Without it we'd be bucking the currents without any power. r The towboat Joe Bobzien, put into service last year by American Commercial Barge Lines of Jeffersonville, Ind., is one of some 24 towboats either built or being built by the company under auspices of the Merchant Marine Act of 1970. The company also built several hundred barges under the Title XI subsidy program. The SIU's political action program, supported by the membership's donations to SPAD, spearheaded this bill through Congress. SIU Boatman Donates $1,000 to SPAD To Protect SIU Jobs' Maybe living and shipping on the Great Lakes, surrounded by the largest fresh water masses in the world, makes you think big. SIU member John Antich certainly thinks big. This year he made a $1,000 contribution to the Seafarers Political Activities Donation. And last year. Brother Antich donated $500 to the Union's SPAD fund. Brother Antich is proud of the 20 years he's put in working SIU tugs on the Great Lakes. And he feels his job, along with the jobs of his fellow SIU members, are secure because the Union fights on the political front every day to keep them secure. Antich also believes it's up to the SIU membership to back up the Union's work in Washington. To Brother Antich, that support means making SPAD donations. "There are a lot of jobs available to Union members because of SPAD," Antich said. "By supporting the Union through SPAD donations, we're pro­ tecting those jobs now, and we're giving the Union the resources to protect our 4 / LOG / March 1979 Boatman John Antich jobs in the future." Boatman Antich made a direct, and very generous, contribution to SPAD. But that's not the only way Seafarers and Boatmen can keep the Union's political activities geared up.Under the new SPAD checkoff program, SIU members can authorize the Seafarers Vacation Plan to deduct 30 cents a day from their vacation benefits for the separate SPAD fund where it will be used, like any voluntary contribution, for the Union's political work. Because of the SPAD checkoff program, SIU patrolmen are no longer soliciting or accepting out-of-pocket SPAD contributions when servicing a vessel. But anyone who wishes, like Brother Antich, to contribute directly to SPAD can still do so at Union head­ quarters. SPAD's doing an important job, according to Boatman Antich who explains that the SPAD contributions enable the Union to work for Congres­ sional legislation that favors the mari­ time industry and American seamen. "My job is important," Antich said, "and knowing it's going to be there tomorrow is important, too. Without the Union's political work, our jobs might not be as secure as they are now. Or we might have fewer jobs. "That's why I support SPAD," he concluded. "It's the only way I have to help the Union protect my job." Antich has been an SIU member since 1953 and a tugboatman since 1957. He works as a deckhand on the Chicagobased Great Lakes Towing Co. tug Colorado and lives in nearby Niles, Illinois with his family. Brother Antich also holds an opera­ tor's license for uninspected towing vessels which, he said, "doubles the amount of job opportunities available." Before joining the Union, Antich worked on tuna fishing boats on the West Coast. "Working on those boats got me interested in sailing on the Lakes," he said. Bqt sailing wasn't the only profession he tried his hand at. "I worked as a professional chef for many years," Antich said, explaining that he gave it up because the hours were too irregular. Antich was also employed as a welldigger in Chicago before he took to the I.akes. Right now. Boatman Antich is waiting for the spring thaw and the regular shipping season to start. And he knows, because of SPAD, his job on the tug Colorado will be there when the ice on the Great Lakes melts. �Russians Furious Over FMC Efforts to Half Rate Slashing Russian maritime officials are furi­ ous over the U.S. Federal Maritime Commission's (FMC) efforts to restore fair competition to the U.S. foreign trades at the expense of Soviet shipping practices. The FMC has threatened to boot Baltic Shipping, a major Russian owned line, out of the U.S. foreign trades for failure to comply with an FMC investi­ gation of illegal rate slashing. Baltic maintains that their records are "secrets" they do not have to divulge to anyone. The FMC says that unless they turn their "secrets" over, Baltic will be banned from American ports as of April 26, 1978. Until this year, the FMC had been powerless to deal with the anti-competi­ tive rate-slashing practices of Soviet shipping. However, bolstered by the political efforts of the SIU, Congress passed the Controlled Carrier Act early last year. The Act gives the FMC the authority to subpoena records and conduct investigations of state-owned fleets suspected of illegal shipping practices in the U.S. foreign trades. The FMC has not been alone in its fight against "predatory Soviet mari­ time policies." Japan and the Common Market nations have also threatened action against Soviet shippers for their practice of "rate slashing" and "dump­ ing" on free world trade routes. Bills similar to the Controlled Carrier Act may soon be enacted in both places. The USSR Merchant Marine Min­ istry has screamed foul and has said it will retaliate if the Western countries continue "discrimination"against Baltic and other Communist bloc lines. The Soviets, of course, have been "discriminating" against free world shipping all along. Since the U.S. opened its ports to the USSR in 1971, Russian policy of selective rate cutting has led to decreased shares of U.S. cargoes for U.S. shipping companies. Now, maybe this trend will finally be reversed. The Russians are not dead yet, though. They have petitioned the U.S. Court of Appeals to stay the cancella­ tion of its tariffs scheduled for April 26. The Russians claim the FMC's pro­ posed ban of Baltic from U.S. Atlantic & Gulf European trades is unfair. The FMC on the other hand has countered with the statement that "carriers competing with Baltic will be seriously disadvantaged and the Com­ mission's power to regulate will be sharply undercut if a stay is granted." The FMC asked for prompt action in dealing with the Soviet owned com­ pany, noting that Baltic could avoid any consequences by merely furnishing the requested information "which it ad­ mittedly possesses or could assemble." Baltic has provided the Commission with some 4,300 documents but, with­ out certain "key documents" or "ci­ phers." All the other data is "virtually useless." It is the SIU's desire to see the U.S. Court of Appeals allow the Federal Maritime Commission's decision to stand on its merits and let the Con­ trolled Carrier Act fulfill the purpose for which it is intended. This action will help protect the viability of American flag shipping and provide a better competitive balance for all involved. Hall: Neglected Fleet Hurts U.S. Capacity to Deliver In Emergency SIU President Paul Hall was the key­ note speaker at a recent meeting of the National Defense Transportation Asso­ ciation in New York. The Association is dedicated to the principle that only with a good trans­ portation system can, we protect our nation's freedom and security. Hall, who is also Senior Vice Presi­ dent of the AFL-CIO, as well as President of the Maritime Trades Department, underscored the vital importance of the merchant marine to our country's security when he spoke of the "capacity to deliver—that's what wars are all about." He went on to ask the question, "Where does that leave us?" Admittedly, that doesn't leave us in a very good position, especially when you consider the unprecedented build-up of the Russian merchant marine. "What is needed is direction and par­ ticipation on the part of the Administra­ tion and the White House," Hall said. He added that communication, as usual, is one of the main obstacles to progress in this area, and that "we"— meaning labor, management, and the wake people up to the importance of maintaining a strong merchant marine. Right now, our logistical supply capacity is in deplorable shape. And it's not going to get better unless more people begin to listen to what we've been saying for years. Plainly speaking, the situation is bad. As Hall pointed out, "In an emergency situation today, we would not have sufficient ships either to resupply U.S. forces or to shift to alternative sources of supply in the event of an embargo on essential raw materials such as oil." NMC Says Lack of Clear LNG Policy Will Hurt U.S. Shipbuilding SIU President Paul Hall military—have an "obligation to get together" to discuss our nation's real logistical and defense deficiencies. "We should try and press for an area where we can all meet together," Hall continued "I don't believe enough talk is going on and I'm not sure enough contact is being made." The SIU has been doing its utmost to Getting to the top doesn't have to be a long haul. We'll help you get there Move up in the Engine Department. Take the FOWT Course at HLS. It's your first step up the career ladder. It starts May 10. To enroll, contact HLS or your SIU Representative. The National Maritime Council (NMC) a maritime labor-management promotion organization ol which the SIU is an active member—last month asked the Carter Administration's Department of Energy why it is dragging its feet on the import of liquified natural gas (LNG) and the building of LNG ships to carry the fuel. The Administration has been trying to make up its mind on these questions since late 1977, So the NMC finds the lack of a definite LNG policy by the Government "disturbing." Only last December the Department of Energy (DOE) killed two LNG projects as "too costly" by El Paso Gas and Tenneco to build 16 new LNG carriers. Other pending LNG plans— now in limbo—would have built 16 more LNGs. American shipbuilders have a key technological lead in LNG construction. So the needed U.S. construction subsidy to build LNG ships is only half that of conventional cargo vessels. At present, the SIU is crewing seven U.S.-flag LNG ships—two for El Paso and five for the Energy Transport Co. "ix other LNGs are being built in American shipyards, also to be crewed by the SIU. In a letter to DOE Secretary James R. Schlesinger—triggered by the agency's nix of the LNG projects NMC's new executive secretary, C. William Neuhauser said his organization was in no position to judge the merits of the two projects (El Paso and Tenneco) but "it appears to us that these applications were hindered by a lack of overall LNG import policy." Neuhauser added that the NMC "requests that you (Sec. Schlesinger) direct the task force (studying LNG policy) to complete its work so that potential importers of LNG and our nation's shipyards will know where they stand." The letter noted the "conspicuous... silence" of the task force. The project-by-project "ad hoc approach to I.NG import policy," Neu­ hauser went on, "has a spillover effect in an area of critical concern to the NMC, namely the economic health of this nation's shipyards, faced now with a drying up of new orders and an all but sure timetable of reduced activity and layoffs." Ogden Wabash Commitfee Recertified Bosun Elmer Barnhill (right) ship's chairman of theSTOgden Wabash (Ogden Marine) early this month is with the Ship's Committee of (I. to r.) Steward Delegate Dewey E. Emory, Engine Delegate Walter W. Chancoy and Deck Delegate P. M, Graham. The tanker paid off at Stapleton Anchorage. Staten Island, N.Y. on Mar. 7. March 1979 / LOG / 5 �gg^ with the resulting high water marks. At Alton, 111. north of here, floodstage wa recorded at Locks and Dam 26 with the water 3 feet over the banks. High water on the Ohio River also hit the port of Paducah, Ky. Great Lakes Jacksonville SlU-contracted Crowley Maritime's Trailer Marine Transport will for the next two years carry provisions for the Military Sealift Command from this port to the U.S. Naval Base at Guantanamo Bay (GITMO) Cuba. Leaving here every other Monday, the run will take 4'/2 days by Crowley's 9,000 hp die.sel tugs and double-deck R/O R/O refrigerated barges. Washington, D.C. A new Inland Towing and Dredging Council of the Transportation Institute (Tl)—a maritime research organization—last month elected officers to form programs to advance the industry. Elected chairman was S.D. Campbell, chairman of the board of Foss Launch & Tug Co. of Seattle and named secretary whs William R. Saul, president of the Stcuart Oil Transportation Co. of Piney Point, Md. The council will watchdog legislative and regulatory agencies here concerned with the continued productivity and efficiency of water transportation. T.I. is setting up means to discuss these issues with the appropriate Govern­ ment agencies. St. Louis Heavy ice had the Illinois Waterway here all jammed up early this month Last month the U.S. Maritime Administration (MARAD) okaye construction loan and mortgage insurance to the SlU-contractcd Hannah Inlan Waterways—the Lakes biggest oil and chemical tug and barge transpo company. Hannah will use the funds to build two-doubled skinned liquid barge at a cost of $5.9 million. The first to be built will be a 37,000 barrel barge set to be delivered this yea from the Nashville (Tenn.) Bridge Co. The second, a 58,000 barrel barge will b delivered next year from the Equitable Shipyards, New Orleans. Houston G & H Towing has one of its new tugs, the first of nine on order, undergoin sea trials after delivery recently. The delivery of the second tug is expected by th end of this month. Three more of the nine tugs are under construction wit delivery dates seen on a continuing monthly basis. Mobile Informed sources now say that the 1981 completion date of the projecte( Tennessee-Tombigbee Canal, which would link this port via the above namec rivers with the Midwest's Ohio and Mississippi Rivers, has been set back to 1984 due to legislators' opposition to the U.S. Army Corps of Engineers spending oi the project. Norfolk U nion members sailing with the Norfolk, Baltimore and Carolina Lines (N BC will vote on their new contracts at the end of this month. The new contracts feature gains in wages, welfare benefits and the SIU Inlanc Vacation Plan. Railroads Lobbying for Higher User Fees to Hamper Inland Wafers Another effort to undermine the competitive edge the economic and efficient inland waterway industry holds over other modes of domestic trans­ portation has been launched in Congress. Rep. Berkley W. Bedell (D-Iowa) introduced the "Transportation Users Equity Act of 1979" recently which would impose user charges on shallowdraft vessel operators using any inland waterway. The bill has been referred to the House Public Works, Transportation and Ways and Means Committees. It would empower the Secretary of the Army to establish "a schedule of user charges to recover 25 percent of each navigation project constructed, op­ erated, rehabilitated or maintained by the Secretary on any inland or intracoastal waterway in the U.S." Bedell's bill follows on the heels of last year's successful move to impose a fuel tax on the inland operators. The Navigation Development Act, signed into law by President Carter last October, schedules a tax on diesel and other liquid fuels used by commercial cargo vessels traveling the inland and intracoastal waterways of the U.S. Beginning with a 4 cents per gallon levy in Oct., 1980, the fuel tax rises to 10 cents per gallon by Oct., 1985. Last year's fuel tax marked the first time in U.S. history a user charge had ever been imposed on the nation's inland waterway network. The final tax schedule was worked out by a joint Hou.se/Senateconference committee. It was a compromise measure that imposed lower charges than called for in a Senate bill. Passage of the bill was liTiked to authorization of badly-needed funds to reconstruct Locks & Dam 26 in Alton, 111. The Locks & Dam renovation project has been a top priority of the inland industry for many years. Over the course of the fight, while the industry staunchly opposed imposition of any inland user charges, it became apparent that funds for the crumbling Illinois facility would never materialize unless the fuel tax the railroad had long lobbied for, was also imposed. Imposition of the fuel tax was a victory for the railroads in their fight to blunt the competitive advantage the U.S. waterway network holds over rail transport. Robert E. Lee Committee In deep financial trouble, the rail­ roads viewed the inland fuel tax as a way of making water transportation less economical to use. Maritime industry spokesmen credit the railroads with this year's effort to further diminish the dominance of the inland navigation system over other modes of transport. But it is also felt unlikely that Congress will vote to impose additional inland waterway charges at this time. Since a fuel tax was just signed into law five months ago, both industry spokesmen and Congressional ob­ servers agree chances the Congress will vote to impose back-to-back charges on the inland waterways are slim. In addition, under the authority of last year's fuel tax bill. Congress is to conduct a study in 1983 to determine whether the tax has substantially hurt the industry. For these reasons, maritime industry representatives feel the inland water­ ways are relatively safe from further taxes, at least until 1983. But the Bedell hill underscores the fact that the railroads plan to keep their allies active in Congress until taxes on the inland navigation system bring the costs of water transport closer to that of, cargo by rail. The Union, along with SlU-contracted inland operators and other maritime groups, is not about to allow an endless run of taxes on the waterways to cripple the inland industry. The SIU will continue working in Congress to make sure that the interests of SIU Boatmen who work the thou­ sands of miles of navigable U.S. rivers and channels are protected. ts Mtmey Make your time as an OS pay. Upgrade te AS at SIS, The Ship's Committee and the crew of the LASH Robert E. Lee (Waterman) paid off at Pier 7, Brooklyn, N.Y. on Feb. 28. The committee here (I. to r.) is Deck Delegate George Hamilton, Engine Delegate Stephen Jones, Recertified Bosun Alfred Hanstvedt, ship's chairman: Chief Steward Robert Boyd, secretaryreporter. and Steward Delegate Nelson Rojas. 6 / LOG / March 1979 To enroll, contact HtS or your SIU Representative. �T.I. Study: Bilateral Shipping Pact With China a Must The United States is on the threshold of negotiating a maritime agreement with mainland China which will reopen Chinese ports to American-flag vessels for the first time since the Communists came to power in 1949. But unless the Carter Administration officials who will be traveling to Peking this spring target a major role for the U.S.-flag fleet as a number one priority in any negotiated shipping agreement, American seamen and the U.S. econ­ omy will end up shortchanged. This was the thrust of a study recently released by the Transportation Institute titled "China Trade...Will the U.S. Count Itself In or Out?" (T.I. is a research organization for the maritime industry.) The U.S. must draw up a bilateral shipping agreement with China the study urged, "if U.S.-flag ships are to play more than a minimum role in U.S. China trade." Though U.S. trade with mainland China was resumed in 1972, the ships of both nations have been barred from the ports of the other pending resolution of the issue of nearly $2 million in American assets which were seized by the Chinese Communists when they came to power. Now that this issue has been settled, U.S. and Chinese negotiating teams are ready to hammer out a shipping agreement. And if the maritime treaties the Chinese have signed in the past are any indication, China won't come up short on cargo. In the bilateral shipping agreements the Chinese have negotiated with 13 other countries, they have made* sure their own vessels carry a maximum cargo share. The shipping agreement between China and Japan, for example. Headquartf^r^ consigns a 50-50 cargo share to the two countries, totally excluding third flag ships. Shrewd negotiating, coupled with China's efforts to improve their national fleet, have enabled the Chinese to by SIU Executive Vice President acquire a merchant fleet that's growing Frank Drozak faster than any comparable fleet in the world. China's fleet now numbers close to Pulling Your Own Weight 700 oceangoing vessels—topping the U.S.-flag fleet by 100 ships. And the N spite of the changes taking place in our industry, working on ships, Chinese fleet currently carries more of tugs and towboats is still one of the best learning experiences there is. its foreign trade than any other national And it probably always will be. fleet, hauling as much as 70 percent The lessons learned in our line of work go far beyond the practical skills annually. • of the trade. And they are usually learned quickly, which is why it's such The Chinese have won such large an effective "classroom." cargo shares, the T;I. study points out, A young seaman or boatman soon discovers that, unlike life ashore, he because of, the priorities of China's maritime negotiators. "Chinese ship­ can't walk away from "unpleasant" situations. He's got to deal with them ping delegations," the study said, head on. "consist of astute, long-experienced, A sense of responsibility is developed in a young seaman or boatman by A knowledgeable and patient officials the very nature of their jobs. It must be a team where every man is , > whose paramount interests are to obtain responsible for pulling his own weight. If one guy goofs off, somebody the most favorable terms for their else has got to take up the slack. It's not like a big corporation where you nation's shipping." could get lost in the crowd. On ship or tug, someone who's irresponsible "American negotiators must do no sticks out like a sore thumb. less," the report says, urging that the U.S. negotiating team accept "strong . • Responsibility and reliability go hand in hand. A man with a real sense input from U.S.-flag operators and all A of responsibility—who really cares about doing a good job—will also be sectors of the American maritime ^ reliable. industry," when drawing up the ship­ Why ail this talk about responsibility and reliability? You can't ping agreement with the Chinese. y underestimate the importance of these qualities, not only as far as how Trade between the U.S. and China they can effect life aboard deep .sea, inland or offshore equipment, but could be a major boon to both nations. also as far as their effects on the well-being of the Union in general. China needs U.S. manufactured goods, The SIU has had a reputation of reliability for many years, which is one agricultural products and heavy ma­ reason why we're as strong as we are today. chinery, and the opportunity to supply The changes that are now sweeping our industry are also changing the' the vast Chinese market will benefit U.S. industry. ^ scope and amount of responsibility put on seamen and boatmen alike. At sea, the ships are bigger and more technologically sophisticated. But any boost to the U.S. economy resulting from normalized trade with And they're sailing with fewer men than were required on ships half their China would be undermined if the U.S. , size not too many years ago. On the inland waterways, boatmen are flag fleet is left hauling a minimal share working inceasingly more powerful tugs and towboats that are pushing of the trade. strings of barges much longer than in years past. Obviously this puts a greater responsibility on each crewmember, just in seeing that these vessels are maintained and sailed properly, and that ' their vastly enlarged cargoes are safely delivered. The SIU must fulfill its own responsibility to the companies in providing trained personnel for the ships. The development of the Harry Lundeberg School was one effort made by the Union to keep up with the challenges and demands imposed by the new technology. And it's the responsibility of the membership—to themselves, their families, and to the Union—to take advantage of this facility for ' upgrading. The Union is doing everything it can to improve conditions and protect ^ ' the job security of SIU members. But it's a two-way street. There's a lot ' that Union members can also do to protect their job security. ^ To begin with, just doing your job the best you can, and making an ' 'effort to improve your skills, helps to protect your job security. Picking and choosing a job is the right of the individual. And it's almost a luxury for those who have been through hard times; who were happy to take anything they could get. But remember, you have a responsibility to the Union, to man our contracted equipment, to stick with a job as long as you can. Lastly, there's a responsibility unique to our country that's passed < down from generation to generation. That is the responsibility for^ maintaining the reputation of the American merchant seaman. That he's the best in the world. That he's the best trained and the most reliable. I Make More BreadI Upgrade in the Steward Department at HLS Chief Steward—May 28 Chief Cook—May 14 Cook and Baker—May 14 See your SlU Representative to enroll Don't Forget... ...That new LNG ships are under construction now and that you can he aboard one soon—IF you've got the skills and know-how. DON'T FORGET that LNG courses start at HLS on April 30 and May 28. DON'T FORGET to enroll... See your SIU Representative or contact HLS March 1979 / LOG / 7 �The Lakes Picture Lakes on lee For the first time since the National Weather Service has been keeping records, all four Western Great Lakes were fro/^en and impassable at the same time last month. Lakes Erie, Huron, Michigan and Superior were all reported ice-covered in mid-February and shipping was at a near standstill. Algonac The frozen Lakes have already begun to thaw, however, and fit-out on the Lakes is expected to take place as scheduled. The engine department is already aboard the S. T. Crapo (Huron Cement) and the deck department will board the cement carrier on March 12. Another Huron Cement vessel, the J.A.W. I^leharl has recalled the crew for March 6. The crew of American Steamship Co.'s Niculet is scheduled to return to the ore carrier on March 7, and the crew of the Medusa C/iaZ/fzigfT (Cement Transit Co.) will begin readying her for the 1979 shipping season as of March 5. SIU reps in Algonac report that progress is being made in the contract negotiations with the Michigan Interstate Railway Co. which operates the car ferries Viking, City of Milwaukee and A. K. Atkinson. The Union will be meeting with the company this month and expects to wrap-up the agreement soon thereafter. Chicago The strike at American Shipbuilding Co., which lasted almost six months has been settled and the yard is back in full operation. Because of the strike SIUcontracted companies, which usually winter their vessels at the yard had to make other arrangements this year. Since the yard-resumed work, several ships are reported in for repairs. Frankfort The port of Manitowoc, Wise, is now open for the first time since 1974. The car ferry Viking (Michigan Interstate Railway Co.) made the first run to Manitowoc on Feb. 9. The port was closed five years ago because at that time, the company only had one ferry in operation. Now, MIRC is running the Viking and the newly-acquired City of Milwaukee and there are plans to j-estore the Arthur K. Atkinson to service in the future. Frankfort harbor was covered with ice that ran 19 feet deep into Lake Michigan and, on Feb. 22, both the Viking and the City of Milwaukee got stuck in it. An ice-breaking buoy tender, called in to free the two car ferries, also became trapped in the ice but all three vessels were eventually freed with the help of a Coast Guard cutter. The City of Milwaukee, trapped for about 24 hours, was released just in time. She had only seven hours of fuel supplies left. In 1977 the Milwaukee wasn\ so lucky. She got stopped by ice in the harbor then too, but it took three days to get her out. / The ice at the entrance of Frankfort harbor is bad every winter but this year it's even thicker than usual. A Coast Guard officer in Frankfort said the ice outside the harbor "runs right to the bottom." Cleveland Last month, the on-again, off-again plans to build an ore transshipment dock in Cleveland harbor seemed to be settled once and for all. Republic Steel Corp. decided to build the ore handling facility in Lorain, Ohio and Cleveland was out harbor renovations and rent revenues. But Cleveland may get a new ore dock after all. There's talk around the city that ConRail may undertake an extensive modernization program at their Cleveland ore dock which will include installation of a modern pellet-handling facility at the site. If ConRail goes ahead with the plan, Cleveland Harbor will have to be dredged because it is currently too shallow to accommodate 1,000-ft. ore carriers. Weiland Canal This year marks the 150th anniversary of the opening of the first Weiland Canal aijd Canadian and U.S. Great Lakes shipping organizations are planning several ceremonies to mark the occasion. 1 he present Weiland Canal, the fourth built, is only distantly related to the first canal which opened in November, 1829. The canal in use today is 25 miles long, like the first waterway, but that's about all the two have in common. Today's Weiland Canal connects Lakes Erie and Ontario with seven modern lift locks and can accommodate vessels up to 800 feet long. r The canal in use in the 1800's had 40 wooden locks and it was not dug through to Lake Erie. Vessels transiting the original canal passed from it into the Weiland River, from there into the Niagara River and finally into Lake Erie. Loday the waterway, administered by the Canadian St. Lawrence Seaway Authority, is a vital link in the St. Lawrence Seaway system, providing access for U.S. and Canadian Midwest operators to ocean shipping. Shipping Aids The prospect of using hovercraft, air cushion vehicles which travel over water or ice, is being considered as an alternatiyje transportation form in several areas. Alaska recently began a feasibility study'on the use of hovercraft as passenger and supply ferries in remote areas of the state. The Canadian Coast Guard plans to begin using an air cushion platform designed as an icebreaker on the Great Lakes next year. Tests on ice breaking hovercraft have been underway for the past two years in Lake Superior and the Canadian CG reports they have been proven very effective in "enhancing the host ship's movement through ice." If the sun shines on the Great Lakes it may soon be used to power minor navigational aids. Canada's Ministry of Transport is currently testing buoys which use the sun as their power source instead of conventional storage batteries. If the tests are successful, a Ministry spokesman said "minor navigational aids throughout maritime may soon be powered by solar energy. Navy Sec'y Sees Decline of Merchant Fleet Hurting U.S. Defense Testifying before the House Armed Services Committee last month Secre­ tary of the Navy W. Graham Claytor Jr., hailed the U.S. merchant fleet for performing "a vital role in our national security," but pointed out that the fleet is "much too often overlooked... or neglected. "There is absolutely no doubt," Sec­ retary Claytor said, that "continued erosion of our merchant fleet and its supporting shipbuilding industry and labor force is going to weaken our national defense." Indicating a new spirit of coopera­ tion is developing between the Navy and the maritime industry. Secretary Claytor pledged to work with the Maritime Administration, "in every possible way" to revive the Ameri­ can-flag merchant fleet. The U.S. merchant fleet is "by any measure, stagnating," the Navy Secre­ tary told the House Committee, adding "the commercial shipbuilding outlook is highly pessimistic. This is not a satisfactory state of affairs. "Not only are we losing the business competition, but the sealift capabil­ ity essential to crisis action and mobilization is in serious and growing jeopardy," he warned. Secretary Claytor, pointing out that American law targets the U.S. mer­ chant fleet as a naval and, military auxiliary vital to the national dclcnse, presented the House Committee with the Navy's position on the Admini­ stration's budget for fiscal year 1980. "We must find the means," Secretary Claytor insisted, "to keep our mari­ time industry alive and well." Another sign that the Navy is wil­ ling to work alongside the merchant marine for common ends surfaced last January when the Navy Secretary and MARAD chief Robert Blackwell held meetings with representatives Deposit in the SIU Blood Bank— It's Your Life 8 / LOG / March 1979 of maritime labor and industry. Maritime spokesmen who partici­ pated in the discussions said the emerging spirit of Navy cooperation with the merchant marine was very evident at that time. One participant said the tone of Secretary Claytor's remarks reflected his awareness that "the Navy can no longer afford to ignore, in the U.S. flag merchant marine, a possible source of ships and manpower." Point Judy Committee Late last month at payoff in Bayonne, N.J. the Ship's Committee and some of the crewmembers of the ST Point Judy (Point Shipping) gather for pix. Thpy are (seated) Saloon Messman Mike Brenno and (2nd row 1. to r.) Chief Steward M. Los Pina, secretary-reporter and Deck Delegate Russ Barrack. Standing (rear I. to r.) are Recertified Bosun Walter Butterton, ship's chairman; AB William Sharp. Steward Delegate Isiah Reed, OS John Chestnut and BR Jerry Kirby. �m Seafarers International Union of North America. AfM.-CK) March 1979 Legislative. Aclininistr.itive ami Kegulatorv H.ippenings SIU Urges Congress To Continue Aid to US Merchant Marine SIU Washington representative Chuck Mollard went before the House Mer­ chant Marine Subcommittee earlier this month to urge Congress to continue to support the aims of the Merchant Marine Act of 1970 so that the United States will have a viable merchant fleet "capable of serving as a naval and military auxiliary in time of war or other national emergency." The House subcommittee is presently considering President Carter's budget request for 1980 to implement the various programs of the U.S. Maritime Admini­ stration. The budget includes a request for $101 million for construction subsidies to aid and encourage building new vessels in American shipyards. This figure is down considerably from what was asked for and approved last year. Also requested is $256 million for operating differential subsidies to permit U.S. flag operators to compete with foreignflag operators in the U.S. export-import trade. This request is up from last year. In addition, the Administration's budget calls for another $ 16 million for research and development activities in a wide range of maritime programs, including ship design and development; and an additional $25.8 million for maritime education and training expenses. Following are Mollard's comments to the House Merchant Marine Subcom­ mittee: "We believe the funds contained in this legislation are minimal. They are, how­ ever, necessary to continue the programs set out in the 1970 act. These programs have continually played an important role in our efforts to develop a United States merchant marine which fulfills the intent of Congress as set out in the Merchant Marine Acts of 1936 and 1970. "As you know. Congress declared it to be the policy of the United States to have a merchant marine sufficient to carry its domestic waterborne commerce and a substantial portion of its foreign export and import trade, as well as capable of serving as a naval and military auxiliary in time of war or national emergency. "It is particularly significant that the funds requested envision the construc­ tion of three dry bulk ships. In fact, one of the principal purposes of the 1970 Act was to create a bulk carrier fleet, and no issue received more attention during the con­ sideration of this legislation. "This Committee and the Congress as a whole recognized that the United States was rapidly becoming a nation depen­ dent on oceanborne imports of raw ma­ terials. "As a result, the 1970 Merchant Marine Act extended for the first time construc­ tion (and operating) subsidies to bulk cargo vessels with the intention of build­ ing a strong and modern bulk fleet. "The need for a bulk fleet under the American flag is greater today than at any other time in our history. Our nation is reliant on imports by ship of 72 vital raw materials and, -according to the Depart- On the Agenda in Congress... PHS Hospitals. The Labor/Health, Education & Welfare Subcommittee of House Appropriations Committee is hear­ ing testimony on the budget requests for PHS hospitals and clinics. Eight Public Health Service hospitals are left in the U.S., and additional funds are needed each year to maintain the good quality of the medical services which are available in them, as well as to maintain and improve the physical facilities. We will be watching these hearings very closely. * U.S. dependence on Imported Oil— Iranian Situation: Hearings on the nation's oil problems—including our dependence on foreign imports, and the special problems relating to the situation in Iran—are being held by the Senate Energy and Natural Resources Committee. These hearings are being conducted by the Committee's Chairman, Senator Henry Jackson (DWash.). One of the areas being examined is the possibility of increasing the U.S. domestic production of oil, stepping up our energy conservation programs, and reduc­ ing our dependence on foreign import of oil. Alaskan Oil. Congressman Stuart McKinney has again introduced legislation to extend the existing prohibitions in the law against the export of Alaska oil. The restrictions are contained in the Export Administration Act. Hearings on proposed new revisions to this Act are now being held before a subcommittee of the House Foreign Affairs Committee. There has been strong pressure from the major oil interests to either sell a major share of the North Slope oil to .Japan, or to trade it off to Japan in a swap agreement with Mexico. In either case, U.S. consumers would not benefit—and would in fact stand to lose a great deal and American jobs would be lost to foreign- flag ships operated by the major oil conglom­ erates. Strategic Petroleum Reserves. The Energy Resources Subcommittee of the Senate Energy and Natural Resources Committee will be holding hearings this month on the current status of the U.S. strategic petroleum reserves. Ocean Mining. Both the Hou.se and the Senate are scheduling hearings on a bill which would regulate deep sea bed mining for strategic minerals. Legislation passed the House late last year, but died in the Senate when time ran out. 'Both the House and Senate seem anxious to get this legislation enacted quickly in this session of Congress. The Senate has already drafted and introduced a bill. This bill —S. 493— contains all of the language contained in the House bill which passed last year, and which called for the use of U.S.-flag mining ships and ore carriers. Hearings are now scheduled before the Oceanography Subcommittee of the House Merchant Marine and Fisheries Committee, and also before the Energy Resources Subcommittee of the Senate Energy and Natural Resources Committee. ment of the Interior, dependent upon imports for at least 50 percent of our demand of 13 basic strategic raw mate­ rials, including aluminum, chromium, manganese, nickel, tin and zinc. "While our demand for foreign raw materials has been growing, only two bulk vessels have to date been con­ structed under the 1970 Act. The United States-flag dry bulk fleet consists of only 19 ships, most of which are oil and virtually none of which are engaged in the carriage of strategic raw materials in our foreign trade. "Consequently, we are particularly pleased that the United States may begin to develop a new generation of bulk vessels through the funds requested for fiscal year 1980 ship construction. "In conclusion, Mr. Chairman, we believe the programs contained in the Merchant Marine /\ct of 1970 should be funded by the monies contained in H.R. 2462. "We further believe that the United States government, through the expertise provided by this Committee, should pursue legislative initiatives that form the basis of a new, comprehensive national maritime policy which results in a strong and revitalized merchant marine. "Recent international events, particu­ larly Iran and Southeast Asia, have pointed out an increasingly potential threat to the stability of the free world. The United States, as the world's greatest democracy, is affected by these interna­ tional political and economic conditions, and must be able to have under its control a merchant marine for strategic, eco­ nomic, political and ideological support. "The United States-flag merchant marine is in fact our nation's fourth arm of defense and must be in a state of readiness at all times." SIU Washington representative Chuck Mal­ lard testifies before the House Merchant Marine Subcommittee to urge continued Federal support for the U.S. merchant marine. The support is necessary, he said, to fulfill the intent of Congress "to have a merchant marine sufficient to carry the nation's domestic and foreign trade as well as to be capable of serving as a naval and military auxiliary in time of war or other national emergency." * March 1979 / LOG / 9 �Maritime Industiry News 2;i)C 51U in ^Vn5l)imitun Opposition to Export of Alaska Oil Increases; Consumer Groups Join Labor and of U.S. oil supplies would be a national A planned move by some members of the Congress in Protest Administration to export Alaska North Slope oil is drawing increasing opposition from consumer groups, labor organizations, and members of Congress. The Consumer Federation of America adopted a policy statement at its annual meeting opposing the export of Alaska oil and voicing concern over this nation's "gross dependence" on OF^EC oil which "leaves the nation vulnerable to supply disruptions instigated by OPEC nations for political and economic purposes." The statement continues, "The Consumer Federation of America opposes the export or swap of Alaskan oil unless it can be shown that such an export or swap would be in the consumers' interest and would not jeopar­ dize security." The AFL-CIO Executive Council also issued a statement opposing the export of Alaska oil and referred to the proposed move as a "consumer rip-off engineered by the nation's oil companies to obtain greater profits." Stating that "Administration considera­ tion of the possible export of Alaskan oil raises the greatest dangers for the nations' economic and defense security,"the Council MARAD Issues Prediction On 5-Year Shipbuilding Program The U.S. Maritime Administration (MARAD) this month issued a five-year prediction on anticipated shipbuilding activities in U.S. shipyards. According to the report, MARAD expects contracts will be set for a total of nine merchant vessels for the year beginning Pet. 1, 1979. These would include two Great Lakes carriers, one chemical tanker, three large containerships, and three tankers. Forty-one additional merchant vessels are expected to be constructed in U.S. yards beginning Oct. 1, 1980 and extending through 1984. Following is a breakdown on the types of ships anticipated during the period: Three 35,000 deadweight-ton (DWT) bulk carriers (subsidized construction); four 60,000 dwt Great Lakes carriers; four tug/barge tankers; two chemical tankers; 14 roll-on/roll-off vessels (13 of these are expected to be subsidized); three large containerships (incluaiiig one subsidized); .seven small containerships; two subsidized LASH ships; and two 40,000 dwt tankers. According to MARAD sources, there are a number of "secondary prospects." These include the possibility of 12 new liquefied natural gas (LNG) carriers, and five additional 35,000 dwt bulk carriers. The new LNG construction is contingent upon clarification of the Carter Admin­ istration's intentions with respect to LNG imports. (Two projerts involving as many as ten U.S.-built LNG carriers have already been squelched b^ the Administration). The new -bulk carriers are contingent upon the Administration's approval of MARAD's proposed program for rebuilding the U.S. maritime bulk trade capability. 10 / LOG / March 1979 further stressed that "the American con­ sumer would gain nothing and would suffer the loss of some of America's secure oil supply." The statement continues, "At a time when the nation faces oil cutbacks at U.S. refineries, declining imports from Iran, and the prospect of gasoline rationing, exports energy policy disaster.... "Swapping U.S. oil for foreign oil makes no sense—in terms of economics or national security. It is nothing more than a gimmick devised by oil companies to circumvent U.S. law and boost their profits ... "Oil exports from Alaska or other U.S. sources would leave the U.S. more de­ pendent on the OPEC cartel or on unstable developing countries ... "The consumer would gain no benefit, being forced to pay the international price for oil wherever it may come from. The U.S. economy would suffer the loss of tanker employment, shoreside and shipyard Jobs, and the tax and wage benefits they produce. "The AFL-CIO has consistently opposed Alaskan oil exports. We now believe the existing legislation restricting Alaskan oil exports should be extended and strength­ ened to prevent yet another oil company ripoff of the American people." Congressman Stewart McKinney (RConn.) introduced legislation, H.R. 2344, extending the existing prohibitions in the law (Export Administration Act) against the export of Alaskan oil. The bill was referred to the House Committee on Foreign Affairs. Transportation Institute Forms Three New Councils Transportation Institute—the Washing­ ton-based research organization whose 160 member companies are engaged in deep-sea and inland waters transporta­ tion, formed three industrial councils to concentrate on specific problem areas. The three new policy groups are: the Towing and Dredging Council; the Liner Council, and the Bulk Shipping Council. The Institute's Towing and Dredging Council has elected as chairman, S. D. Campbell, chairman of the board of Foss U.S. Merchant Fleet Tops 21 Million Tons; Active Ships Decline The privately-owned, deep-draft fleet of the U.S. merchant marine climbed to 21.7 million deadweight tons (dwt) on .lanuary 1, 1979 while the number of vessels in the privately-owned fleet dropped off to 707. As of the first of the year, the total number of ships in the U.S. fleet stood at 745. But only 550 of these vessels are active. According to figures released this month by the U.S. Maritime Administration, the nation's deep-sea vessel carrying capacity increased by 1.3 million tons over the oneyear period, while the number of ships in the U.S. fleet continued to decline. This again reflected the comparatively smaller size of the ships which were sold foreign or scrapped. As of Jan. 1, 1979, 55 merchant ships totaling more than 3.5 million dead­ weight tons were under construction or on order in American shipyards. The new U.S.-flagI ships on order consist of 12 tankptis, ,11 tNG_'^, i l intermodal carriers, 12 dry-biiit (Vessels, thr^ break-bqlk cargo ships, and six special-type vessels. Launch & Tug Co. of Seattle; and as secretary, William R. Saul, president of Steuart Transportation Co., Piney Point, MD. This group is reviewing legislative and regulatory issues affecting productivity and efficiency of water transportation. The Transportation Institute's Liner Council elected Joseph M. Farrel senior vice president of Waterman Steamship Corp., as chairman, and Captain D. Kirby of Delta Steamship Lines as secretary. The Liner Council is presently prepar­ ing programs to develop bilateral ship­ ping agreements, including an agreement with the People's Republic of China. The newest of T.I.'s councils—the Bulk Shipping Council—met for the first time early this month to elect officers and outline areas of study and discussion. The new officers are Jack Goldstein, vice president of Overseas Shipholding Group, Inc., chairman; and as secretary, Robert B. Skeele, president of Zapata Tankships, Inc. At their opening meeting, the council focused on the Russian grain trade, a proposed bilateral shipping agreement with China, the question of exporting Alaska North Slope oil, and the role of private industry in maritime support of the Navy at sea. SfAD b the SlU's political fund aad our polHical am n Washington, D.C. The SlU asks foe and accepts volvntary contributions only. The Tnlon uses the money donated to SPAD to support the election campaigns of legblators who have shown a pro-maritime or pro-labor record. SPAD enables the SIL' to work elfectivelv on the vital maritime issues in the Congress. These are issues that have a direct impact on the Jobs and job sccuritv of all SIU mem­ bers, deep-sea, inland, and Lakes. The SID urges its members to continae their flne record of support for SPAD. A member can contribute to the SPAD fund as he or she sees fit, or make no contribution at •II without fear of reprisal. A copy of the SPAD report is filed whh the Federal Elec­ tion Commission. It b available for purchase from the FEC '- Washington, D.C. # �Unions Solid on issue of V.A. Benefits for Seamen A unified effort on the part of U.S. maritime unions is currently under way to secure veterans benefits for merchant seamen who risked their lives and safety in the service of their country during wartime. Maritime labor's application will be evaluated by a three-member Civilian Military Review Board. The Depart- Eisenhower Coiled M.M. Tourth Arm of Defense' In 1944, then-General Dwight D. Eisenhower credited the American merchant marine with having played a vital role in the World War II effort. "I consider the merchant marine," Eisenhower declared, "to be our fourth arm of defense." The U.S. merchant fleet, said the future President, "insures that our lines of supply for peace or war will be safe." The American merchant marine has come through, time and again, as an important support to the country during wartime. U.S. merchant mariners have shared the hazards of war along with their brothers in the armed forces. And when the casualty figures from any U.S. military action were published, the names of thousands of merchant mariners were among them. As critical as the role of the merchant marine during national emergencies has been, American seamen have received neither veterans' status nor benefits for their service. ment of Defense (DOD)was authorized to create this panel under the provisions of the G.I. Improvement Bill of 1977. Members of the review panel have not been named yet. And even when they are, the review process is a lengthy one, as eligibility for veterans' benefits will-be screened on a group-by-group basis. But DOD has set the wheels in motion. They have issued a directive mandating creation of the review board and spelling out. the five criteria the Board will use for their determination. The maritime unions, including the SIU, are preparing their application based on DOD's five criteria which say that a civilian group can receive veterans' benefits if: • the group received training and acquired a military capability, or, the service performed by such group was critical to the success of a military mission; • the members of the group were subject to military justice, discipline, and control; • the members of the group were not permitted to resign; • the members of the group were susceptible to assignment for duty in a combat zone; • the members of the group had reasonable expectations that their service would be considered to be active military service. The maritime unions are working alongside the Maritime Administration to answer the DOD criteria. The director of the MarAd Office of Maritime Manpower indicated that his office had gathered evidence to substan­ tiate the first four criteria for seamen who sailed during World War II. It was MarAd's suggestion that the AFL-CIO maritime unions apply for benefits initially only for merchant seamen who participated in the World War II effort because it would "simplify proceedings by not raising the technical question of whether the Korean and Southeast Asian conflicts were 'wars.'" "Applying on behalf of World War 11 seamen would not," the MarAd Man­ power chief assured the maritime unions, "preclude or prejudice future applications by seamen who served in Korea or Southeast Asia." MarAd's point-by-point response to the first four DOD criteria included casualty statistics of seafarers in war zones and documentation that combat ribbons were awarded to some merch­ ant mariners. The only point MarAd has not yet fully answered is the last which says that the members of the group applying for veterans' benefits must have had "reasonable expectations that their service would be considered tQ.;be active military service." This point is harder to substantiate because it is subjective. But the MarAd spokesman said the best existing proof are the words spoken by President Franklin D. Roosevelt on signing the G.I. Bill into law in 1944. "I trust that the Congress will also soon provide," FDR said, "similar opportunities for postwar education and unemployment insurance to members of the merchant marine, who have risked their lives time and again during this war for the welfare of their country." AFL-CfO Exec. Council in Favor Of Veterans Benefits for Seamen The AFL-CIO Executive Council feels strongly that merchant seamen should be given their due and awarded veterans benefits. To this end, the following statement was issued by the Executive Council at their Bal Harbour, Fla., meeting on Feb. 23: "Tens of thousands of U.S. merchant mariners gave their lives, suffered injuries and made sacrifices in fur­ therance of American objectives in wartime. "In World War II, U.S. merchant mariners, serving under military juris­ diction and control, suffered a higher casualty rate than any branch of America's military forces. "The G.I. Bill Improvement Act of 1977 (Public Law 95-202) makes it possible to give U.S. merchant mariners long overdue recognition for their heroic wartime service by extending to them certain veterans' benefits. "The AFL-CIO urges all appropriate Government agencies to take any and all actions necessary to effectuate this extension of veterans' benefits to U.S. merchant mariners in recognition of their services." Harvey Mesford Laid to Rest In Solemn Service At Sea Harvey Mesford, SIU Seattle port agent, who died of cancer on January 7, was buried at sea in accordance with his wishes. The final ceremony took place aboard the SS Philadelphia (Sea-Land) on January 14, while the vessel was enroute to Anchorage from Seattle. Seas and swells were moderate, the temperature was reported as 41 degrees and the northeasterly wind was brisk at 25 knots as the captain ordered the ship stopped for services. In the lonely silence of the sea. Master James C. Waters, a life-long friend of Brother Mesford's, delivered the following eulogy and invocation: "We are gathered here today in memory of departed brother Harvey O. Mesford, a sailor and maritime union official, age 53, of Lynwood,who died Sunday, Jan. 7 in a Seattle hospital and was cremated Jan. 10. "Mr. Mesford had worked for the Seafarers International Union for more than 20 years and had been its Seattle port agent since 1972. "He was born in Poulsbo, grew up in Port Angeles, and moved to Lynnwood about 20 years ago. He served Stonewall Jackson Committee in the Army Air Force in World War 2. "He was a member of the Propeller Club, the Navy League and in 1973 appointed a member of the National Defense Executive Reserve of the Federal Department of Transporta­ tion. "Last month he received a plaque from the Catholic Seamen's Club in recognition of his long service in maritime fields. "Surviving him are his wife, Agnes; four sons, Michael, David, Eric, Ken­ neth, a daughter, Audrey, a grandson, Leland, all of Lynnwood; his father Ivan, Port Angeles, a brother, Bruce, Richland and a sister Jeanne Johnson, Seattle. "In accordance with his wishes, he is receiving a burial at sea. Remem­ brances can be made to Father Dillon of the Catholic Seamen's Club or to the American Cancer Society. "Harvey and I not only grew up together, but when we were juniors in high school in Port Angeles, the summer of '42, we shipped for the first lime as seamen aboard the "Discoverer," a salvage tug, out of Port Angeles. Harvey progressed to what, I believe was the longest tenure of a maiilime union official in the port of Seattle. I became master of this vessel and our courses crossed many times, always with smooth sailing. He was a good samari-' tan, steering scores of wayward seamen in the right direction, a credit to the maritime industry, and a loss to all of us. "We will now bow our heads in prayer." (23rd Psalm Quoted) "You may now commit his remains to the deep." "May God rest his Soul.—AMEN." At 1515 hours, Harvey Mesford's ashes were laid to rest in his chosen place, the sea. The vessel's position at the moment was 51° 03' north lati­ tude, 130° 04' west longitude; roughly 313 miles northwest of Port Angeles. Harvey will be remembered by all who knew him. Moufn Death Of Mrs. Meany SIU Patrolman Teddy Babkowski (seated center) early this month fills out his report at a payoff aboard the LASH Stonewall Jackson (Waterman) .at Pier 7, Brooklyn, N.Y. With him are crewmembers and the Ship's Committee of (seated I. to r.) AB NelsonDorado; Chief Electrician Victor Brunnel, educational director and Recertified Bosun Cart Lineberry. ship's chairman. Standing (I. to r.) are QMED Rafael Matos, engine delegate; Saloon Messman John Oldaker; Steward Delegate Louis Babin; OS Larry Zisman and Deck Delegate Bill Adams. Eugenie McMahon Meany. wife of AFL-CIO President George Meany, died Mar. 5 at the family home in Bethesda, Md., following a long illness. The SIU joins the rest of the labor movement and thou.sands of Americans in all walks of life in mourning her passing. Mrs. Meany, who was 82, had been a skilled dressmaker and a member of the Ladies' Garment Workers when the Meanys were married in New York in 1919. They have lived in Bethesda, a suburb of Washington, D.C., since 1948. Survivors include three daughters, Mrs. Regina Mayer, Mrs. Genevieve Lutz and Mrs. Eileen Lee, and 14 grandchildren. A funeral mass was celebrated at St. Bartholomew's Church in Bethesda Mar. 7. All 14 of Mrs. Meany's grandchildren participated in the service. Among those attending the services were Vice President Walter F. Mondale, First Lady Rosalynn Carter, Labor Sec. Ray Marshall, Senators Edward M. Kennedy and Charles M. Mathias, former Sen. Eugene McCarthy, several members of the House of Representa­ tives, the diplomatic corps and the AFLCIO Executive Council. The family requests that expressions of sympathy be in the form of contribu­ tions to the Leukemia Society of America. March 1979 / LOG I 11 �AFL-CIO Exec. Council Sets Plan to Battle Inflation Tagging inflation as the nation's "most serious economic problem," the AFL-CIO Executive Council issued a raft of programs and policies aimed I at directing the country toward economic recovery at their Bal Harbour, Fla. meeting last month. The 35-member Executive Board, on which SIU President Paul Hall serves as Senior Vice President, warned that "America's economy is heading toward a recession."The Administration would be making a "serious mistake," the Council charged, by failing to adopt policies to combat the economic hazards ahead. Unless the government enacts "effec­ tive, fair...actions to control inflation, through a program that is equitable, visible and enforceable, coupled with necessary social programs to provide opportunities for the poor, unem­ ployed, and disadvantaged workers," the Executive Council forecast that inflation would worsen in 1979 and that prospects for increased national em­ ployment were "equally dismal." When in Russia Be Cautious American seamen leaving ports in the Soviet Union are coming under increas­ ingly close scrutiny from Soviet customs authorities, it was reported recently. If you expect to be on the run to Russia in the near future, beware! Russian law prohibits the removal of certain artistic or religious artifacts from the country. Other "national treasures," such as firearms, silver coins and other types of currency are also "forbidden" objects to foreigners. Similar regulations are on tbe books in other countries, but U.S. seamen have been coming under especially close observation as of late in the Soviet Union. Don't let some seemingly insignifi­ cant souvenir get you into serious trouble with Russian customs authori­ ties. If you have any doubts about an item you are interested in bringing home, check on it beforehand. Soviet customs rules and regulations are available from the Soviet maritime agency, INFLOT. Ship captains should be requested to provide this information to crewmembers. And the ship's chairman should make doubly sure that this information has reached everyone aboard. The Carter Administration's pro­ posed budget for the coming fiscal year "will not be successful in holding down inflation because it lacks, an effective system of controlling prices," the Executive Council statement said, in a renewed attack on the Carter Adminis­ tration's voluntary wage control pro­ gram. Persisting in their effort to hold down wage increases, the Administration has threatened to impose government .sanctions on firms that grant salary hikes above the voluntary seven percent guidelines. Questioning the legality of such a move, the AFL-CIO will file a court challenge to the threatened sanctions. The Council stressed that the lack of "effective price controls" is the primary cause of inflation and reluctantly endorsed "mandatory, across-the-board controls on all forms of income" as the only effective way to control it. In addition to a mandatory controls program, the AFL-CIO Executive Council's proposals for improving the economic climate for the country and the American people include: • expanded employment and job training programs; • increased energy supplies and continued regulation of gas and oil prices; • containment of hospital costs; • supplemental policies to deal with commodity speculation, exports of food and raw materials; • expanded housing programs; • creation of a national development & AFL-CIO President George Meany told reporters at a press conference held during the Federation's mid-winter Executive Council meeting that swift government action was necessary to combat the economic problems plaguing the country. bank and standby public works pro­ grams to aid depressed areas; • imposition of an excess profits tax and; • revision of restrictive agricultural policies. The Council also called on the gov­ ernment to come up with fair trade initiatives to realistically protect U.S. jobs and industry against excessive competition from foreign imports. The AFL-CIO Executive Council was on record as strongly opposed to a proposed ccustitutional convention to require a balanced federal budget and to the Administration's proposed changes in the social security system. In other actions, the Council called for changes in Medicare and Medicaid regulations, adopted a statement sup­ porting a voluntary campaign checkoff for Congressional candidates and endorsed negotiations with Mexico for oil and gas. DMckers Remrt fir Gnit likis FEBRUARY 1-28,1979 Algonac (Hdqrs.) Algonac (Hdqrs.) Algonac (Hdqrs.) Migonac (Hdqrs.) noTAi REGISTERED TOTALSHIPPED ••REGISTERED ON BEACH All Groups Class A Class B Class C All Groups Class A Class B Class C Class A Class B Class C 8 10 5 24 2 0 21 8 1 ENGINE DEPARTMENT 0 10 22 10 10 STEWARD DEPARTMENT 12 0 10 ENTRY DEPARTMENT 0 0 0 55 60 26 108 80 34 7 18 2 DECK DEPARTMENT 7 5 All Groups 9 Totals All Departments 47 28 12 8 8 0 •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. A MESSAGE FROM YOUR UNION DONT GET TANGLED OP WITH DRUG5 IF CAUGHT, yOO LOSE YOUR PAPERS FOR LIFE/ 12 / LOG / March 1979 �SlU Crews New Dixie Boat M/V Vigilant Crewmembers of the Vigilant gathered in the galley for this group photograph. They are from left to right: Donald Lowe, captain; Rick Jones, O.S.; Norman Deore, A.B.; Wade Bowers, mate: Mark Bissonnette and Pedro Borrego Jr., A.B.'s; Mike Mayes, cook, John Rutz, relief engineer and Jim Williams, A.B. Chief Engineer Fred Adams was not present for the picture taking. Personals Leon Joseph Badeaux Please contact, Mr. Calvin Laiche, Esq., 1090 Fourth Street, Westwego, La. 70094 Tel. (504) 347-0118. John P. Wimmer Please contact, Mrs. Sandra E. Wimmer, Route 9, Box 4B, Eight Mile, Ala. 36613. Nick Vrdroljak Please contact, Mr. Eugene Brodsky, Esq., 123 Second Street, San Francisco, Ca. 94105. The Ml V Vigilant is the newest addition to the SIU contracted fleet of Dixie Carriers. The 5600 horsepower tugboat was built at the Main Iron­ works Co. in Houma, La. in 1978, and was delivered to Dixie in December, Since her christening the 136 foot long, 40 foot wide vessel has been hauling phosphate rock from Crystal River, Fl. to Davant, La. On the return trip the sea-going tug loads its 18,000 ton barge Loujse Howlancl with coal and makes her way back down the Mississippi River and across the Gulf to Tampa, Fla. From here it's back up to Crystal River for another load of rock. The Vigilant is manned top to bottom by SIU members, skilled in the special field of deep sea navigation. The nine man crew consists of two wheelhousemen (captain and mate), two engineers (chief and relieQ, four AB's and a cook. Captain Donald Lowe says he has "a fine and capable crew" and thinks the Vigilant is the "best boat" he's ever been aboard. Captain Lowe especially enjoys the fact that much of the Vigilant^ travels are "outside," a riverman's term for the open spaces of the deep sea. The Vigilant boasts spacious crew quarters and a modern galley. She is also equipped with the finest naviga­ tional systems available, as well as two wheelhouses. The upper whcclhou.se is used to see over an unusually high tow, such as when the barge is empty. Dixie Carriers is currently biiilding another deep sea boat which will be almost identical to the Vigilant. That boat will be called Reliance and should be ready for a crew at the end of April. No Licensing Course^ For Boatmen In The Countiy Stacks Up To The Transportation Institute Towboat Operator Scholarship Program Abdulmaiek A. Ahmed Please contact, Ms. Jean Musiker, Rhode Island Legal Services, Inc., 77 Dorance Street, Providence, R.I. Phillip Cogley Please contact, your sister, Rita Ramsey, as soon as possible. Very important. Tel. (503) 654-6105. Eugene Oldakowski Please contact, Mr. Mark Broyds, Attorney At Law, at 200 West 106th Street, New York, N.V. 10025. Special curriculum offered only at HLS Room, board and books free Tuition Free Weekly stipend of $125 Time spent in on-the-job training counts as the equivaient of wheelhouse time Day-for-day work time credit for HLS entry graduates Walter R. Stewart Your sister, Roberta, would like you to get in touch with her at Salisbury Manor 4-3B, South Nyack, N.Y. 10960. To apply, contact HLS or your SIU Representative Mark "Spanky" Johnson and Wild Bill Killian • Please get in touch with Jake T. Karaczyorsk. James Roberts, Electrician Please contact, Michael Murphy, on the SS Mount Washington, c/o Mount Washington Tanker Co-, 645 Fifth Avenue, New Yprk, N.Y. 10022, or at 8931 Hirning Road, L^enexa, Kansas 66220—Urgent! Comfjeied Applications must be received by June 9. Program starts July 9. March 1979 / LOG / 13 �Boatman Proud of HISS Memories of ^Good Oie Days' From ''Saki" Jack She was never sanctioned by Delta steamship officially as the 'Delta Queen' but, the old Del Norte was always considered such by all who sailed her. I can see Bill the Chief Steward now, with 'Weasel' (Wetzel) on his knees saying, "Please Bill just let me make the trip, I swear I won't take even one sip all trip, and 111 even stay aboard in port." "Joe the Grinder," in the dining room raising hell with all the waiters. Chino the Deck-Steward trying to con all the passengers. Tony the barber losing another barber-shop at BOO-Ray. Big Eddie Stough, sparring with Razoo back aft, to the delight of passengers and crew alike. "Saki" Jack fouling up the next issue of the Del Norte Navigator as usual. Jones the baker, cleaning up at poker. 'Rags', the only seaman alive to make a complete 'round the world trip' in one T-shirt. "Born to Lose" crying the blues to Manuel, while "Curly" is trying to figure out the horses. Felix the butcher working on the stock-market, while Sully the waiter (with two baseballs in his back pockets) arguing for a case of beer. Little Joey the bellboy and his 'Century-Plants.' Big Jeff, asleep standing up by the passenger-elevator. Amigo, the best waiter on board, marking off the days on his calender until his "pledge" is over. "Piggy," crying in the pantry as he always did. Joe Wybell and Leo the 2nd Steward backing the dice-game in the cross alleyway, part of the 'On-Board' syndicate. Between sailing the Del Norte and the Cavalier out of New Orleans, I spent a good ten years of my sailing life. And believe me, it was well spent and worth every minute. 1 made some good friends there in old New Orleans, and there are no better folks around. The good ole days were when the hall was in the French Quarter and Sargent Hand was in full-swing. I remember "DingDong-Bell" working for Sargent Hand as the cook (one of the be.st cooks the SIU ever had). Then I heard he latched onto some gal with a bundle and married off. When Amigo came down Bourbon Street off his 'Pledge,' the bar-owners would run out in the street and offer him money to go drink somewheres else. Anyone who knew Amigo can tell you what I am talking about. "Piggy" bought a couple of hou.ses with all the money he grubbed by the old SIU hall. He got me a few times before someone told me the score (I was always a soft-touch and still am). I hoisted quite a few in the 'Quarter,' and was well known in most of the SIU hangouts where credit was easy to get. "Saki" Jack always paid all his bills (drinking and gambling). I miss all the old gang: Sloppy Kreel, Paul Goodman, Leo Watts, Jimmy Sumpter, Joe Powers, Chino, Honest Al, Link, Happy, Eddie Parr, Joe Wybell, so many, many, more, that memory eludes. Even Captain O'Pry on the Norte was a good egg, which is unusual for a passenger ship. I am retired now and do much of nothing but play a few two dollar bets at the OTB now and then. Any of my old ex-sailing buddies that are still around—good luck, God Bless You, and Smooth Sailing Ahead Fraternally, Jack 'Saki-Jack' Dolan Box 44 New Milford, N.Y. Special Equipment Okayed I wish to express my heartfelt thanks to the Board of Trustees of the Seafarers Pension Plan for paying my special equipment claim. It was a wheelchair and it was delivered a couple of weeks ago. My everyday thoughts remain always with the SIU and all my brothers wherever they may be. None can tell me about the struggles of the many Seafarers around the world who carry on the great traditions of the American merchant marine. Here's hoping that this letter finds all my friends and brother shipmates of the past and present in good health and good spirits. Fraternally, Paul Capo, Retired Metairie, La. 14 / LOG / March 1979 As a recent graduate of an upgrading course at the Lundeberg School, I'd like to point out a couple of observations I made. Never have I been in a more business-like atmosphere. That goes for everything from the classroom to the cafeteria. The student is there for the purpose of learning certain material and the specially trained teachers do their best to get the points across. Since the courses are so condensed, it is almost impossible to miss class and still understand the material. AVhile at Piney Point I had the opportunity to tour the campus on Open House Sunday. The tour affords not only members but also friends and family members a chance to see what the SIU School offers our members. If more of us would take the time to visit Piney Point, I'm sure we would be even more proud of the outstanding Jobs our leaders have done for the brotherhood. Thanks to all at HLSS. Fraternally, Al Schmitt Crescent Towing & Salvage Co. New Orleans, La. At Sea Medical Care Congratulations on the leadership the SIU has provided in their efforts to bring medical service for seamen at sea into the 20th Century. The Union has done its part in the past in training in first aid. I'm really happy to see they are finally able to get the Coast Guard and the companies to lift their end of the load. I wrote the Union about a year and a half ago after my son died on the SS Flor concerning the inadequacy of medical care at sea. I've been watching with real interest for the article that finally appeared in the December 1978 issue of the Log on page three which talked about steps being taken to improve at-sea care. Hold your heads high. The SIU accomplished more than you know. Thank you. Fraternally, Fred Anderson Mesa, Ariz. 1 It's A Good Idea! It's a good idea to specialize in skills that are needed today and mean job security tomor­ row. It's a good idea to learn marine electri­ cal maintenance. So fake the course. Marine Electrical Mainte­ nance class starts April 30. Enroll now. Contact HLS or your SIU Representative. It's a good idea! �Fight to Save Alaskan Oil For U.S. Is Not Over long with a broad cross-section of labor, consumer and citizen groups, we in the SIU were glad to hear that the Carter Administration had tabled plans to go ahead with the Alaskan oil swap. That decision was made, according to Energy Secretary James Schlesinger, because there was no "rousing response" at this time from Congress in favor of the plan. Schlesinger also said, at a recent meeting with AFL-CIO representa­ tives that the Administration was reviewing the export proposal "in light of changed conditions of international oil supply." We're disturbed by Schlesinger's remarks because his words imply the swap is merely in a holding pattern. As soon as the political climate has improved, the international oil picture brightens, and the heat against the plan abates, Schles­ inger's comments indicate the plan is likely to be revived. It will be revived in spite of the fact that it makes no sense for either the American consumer or in terms of national security. Unfortunately multinational oil companies aren't motivated by what's good for the people or even what's good for the country. They're motivated by what's good for the oil companies. And because they stand to make higher profits by exporting Alaskan crude than by moving it down to the lower 48 United States, they've fought hard to push the Alaskan oil export scheme through. The oil companies have built their case for export on the argument that exports are the only way to ease the supposed glut of Alaskan crude which has backed up on the West Coast. Of course, the obvious solution to eliminate the West Coast oil glut is for the oil companies to retrofit existing West Coast refineries to handle the crude and to build West to East continental pipelines. But the companies haven't moved to retrofit or construct alternative pipeline systems because it's not in the interest of increasing their profits. Exporting our only solid domestic oil reserve would threaten U.S. national security by making m increasingly dependent on unstable foreign suppliers. It would idle a large portion of the U.S. tanker fleet and cripple shoreside support industries, and, finally, deprive the American people of oil that is rightfully ours. A If Alaskan oil were sold to Japan, and replacement supplies brought in from Mexico, none of the consumers involved would benefit because the landed price of oil is the same no matter where it comes from. But the oil companies would benefit. By moving the crude to Japan the companies could save money by using foreign-flag tankers. They have to use American-flag ships in the domestic trade. And with Japan as the destination, the oil companies would not have to transship through the Panama Canal, as they do to deliver oil to Houston, thereby lessening their transportation costs. If the Carter Administration had issued a resounding "No" to the oil swap, opponents of the plan would feel a lot more secure. But the way we see it, they haven't said "no," they've merely said "later." Unfortunately, later may be just around the corner. March, 1979 The International Finance Sub­ committee of the Senate Banking Committee recently concluded hearings held to consider extending the Export Administration Act of 1977 when it expires this June. That Act says that any export of Alaskan oil must be proved "in the national interest" and gives Congress veto power over any export plan. LOG Official Publication of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO Vol. 41, No. 3 Executive Board Paul Hail President Frank Drozak Joe DiGiorgio Gal Tanner Executive Vice President Secretary- Treasurer Vice President Lindsey Williams Vice President K'fiitoii pmssrJl 389 James Gannon Editor Ray Bourdius Edra Ziesk Assistant Editor Assistant Editor Mike Giilen Assistant Editor Frank Cianciotti Dennis Lundy Writer! Photographer Photography Marie Kosciusko George J.Vana ProductionjArt Director Administrative Assistant Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage paid at Brooklyn, N.Y. (ISSN #0160-2047) The loose control the Export Act gives Congress over the foreign sale of domestic oil is even weaker because of a loophole in the Act which says the Administration can export Alaskan oil without Congressional consent if the sale is in the form of a swap. That loophole is the one the oil companies would have moved the Alaskan crude through. At the hearings, AFL-CIO Re­ search Director Rudy Oswald testi­ fied on behalf of the federation that exporting Alaskan oil would cost U.S. jobs, cause inflation and create a domestic shortage of the precious raw material. The SIU feels that Congress should look back on their actions of the not-too-distant past and recall the wording of the Trans-Alaska Pipeline Authorization Act which says; "The early development and delivery of oil and gas from Alaska's North Slope to domestic markets is in the national interest because of growing domestic shortages and increasing dependence upon insecure foreign sources." We hope that Congress will see its way clear to live by those words and fulfill their role as the representa­ tives of the American people, instead of bowing to the oil companies. March 1979 / LOG / 15 �Wesf Coast At Sea ^ Ashore MARAD has plans to build a West Coast marine firefighting training facil­ ity. The facility will be built since the U.S. Coast Guard is expected to rule that certain merchant seamen must undergo practical firefighting training. Pakistan U.S.A. As of Jan. 1, 1979 there were 70 new U.S. vessels of over 1,000 gross tons under construction or on order totaling 3.7 million dwts, according to the Shipbuilder's Council of America (SCA). Despite this report, the 1979 business outlook for American shipbuilders looks dim as orders for U.S. Navy and merchant ships decline. A drop in international trade finds shipping companies not planning on adding new tonnage. Heading the SCA report, 70 of the vessels abuilding in American yards will be 12 tankers (two for Ogden Marine) of 2-million dwt worth $747.9 million or more. Next are 11 LNGs of 700,970 dwt costing $1,209.6 million. Others to be built include eight ferries of 18,750 dwt worth $135 million and seven Great Lakes carriers of 353,300 dwt worth $230 million. Also to be built are five containerships, five dry bulk carriers, five tug/barge units, four hopper dredges, three breakbulk ships, three tuna purseiners, two LASH ships, two container-R/O R/O ships, and a R/0 R/O barge carrier, heavy-lift and pipelaying ships. SCA estimated 36 ships will be delivered this year and 21 in 1980. Dropoffs of nine and four are seen for 1981 and 1982, respectively. The SCA further says that if the shipbuilding business doesn't pick up, 45,000 of the country's 174,000 shipbuilders could lose their jobs during the next four years. Alaska-Japan Sea-Land began this month its first direct, refrigerated containership run from Kodiak and Dutch Harbor, Alaska to Yokohama and Kobe, Japan. This summer a larger containership will carry the seafood cargo on the 21-day run. SS Aguadilla Last month the Puerto Rico Maritime Shipping Authority's (PRMSA) SS Af^uadiUa (PR Marine) began a new weekly container run from Houston to New Orleans to San Juan. Three containerships will eventually sail on the run. According to U.S. law P.L. 480, 50 pcrccht of the $21.9-million, or 150,000 metric tons, of wheat bought by Pakistan from America must be carried in U.S. flagship bottoms. Washington, D.C. The Coast Guard has proposed new tanker standards to increase the anti­ pollution capability of the 90 U.S. and 745 foreign oil carriers sailing in American waters. The proposals would require tankers over 20,000 dwt built after June 1, 1979 to have segregated ballast tanks (SBT) and crude oil washing sytems (COWS). These tankers must have inert gas systems by 1981. Foreign flags must have fixed deck foam systems by then. Tankers today over 40,000 dwt by 1981 will have to have either SBT or COWS or dedicated clean ballast tanks (CBT). It is estimated that it would cost $2 million to refit each tanker. Public hearings on the proposals will be held here at the end of the month. Mobile Waterman Steamship Co. last month applied to MARAD for a construction loan and mortgage insurance for up to $28.3 million for 150 61-foot lighter barges with an option for another 150. The lighters are for Waterman's two LASH ships now being built for delivery in 1980. They will sail on the Atlantic-Gulf-Far East run. LNG El Paso Southern Ten-foot seas prevented the SIU's LNG El Paso Southern late last month from taking off 39 crewmembers of the burning Libel-ian 729-foot bulk carrier St. Chris hit by an explosion 330 miles southeast of this coast. The LNG picked up the stricken vessel's SOS about 9:30 a.m. on Feb. 27 while in the area. The ship radioed the Coast Guard that she would standby until a cutter arrived around midnight. One crewmember was reported missing from the Liberian tanker after the blaze, which threatened to sink the empty ship, was doused. The Coast Guard cutter took off the crew and then took the St. Chris in tow as a skeleton crew remained on board. She was bound from the port of Philadelphia to the Netherland Antilles. Pride of Ohiopyle, Jesse Hall, Has Career, Future Thru 5IU Including himself, his wife Christine and his nine-month old daughter, a total of 138 people live in the town Seafarer Jesse Hall calls home. The town is Ohiopyle, Pa. It is nestled snugly in the mountains of southwestern Pennsylvania, not far from the borders of West Virginia and Maryland. But Ohiopyle, according to Jesse, is the nation's capital of kyacking and white water rafting. And he spends a lot of his spare time when he has spare time - participating in this rapidly growing sport. It's safe to say that Jesse Hall is the only resident of Ohiopyle to be a member of the SlU. It might even be safe to say that he is the only resident ever of this remote town to make a living as a merchant seaman. But the town he comes from is just about the only thing that sets Jesse apart from so many hundreds of other young people who have come into the SlU in the last ten yc.ars. In fact, Jes.se is pretty much typical of the modern day SlU member. Before he entered the Lundebcrg School in 1972 at the age of 18, hcdidn't have much of an education, nor had he many prospects for the future. He had dropped out of high school and was working in a gas station. Jesse Hall's fortunes began changing, though, when he enrolled in the School. Not only because of what the School offered, but because he took full advantage of the educational oppor­ tunities available to every SlU member. Jes.se started out by participating in the entry training program at HLSS. He went back to the School in 1973 and got his FOWT endor.sement. Within the last two years, he has gotten his QMED rating, LNG training and has partici­ pated in a special advance course for Marine Electrical Maintenance. Jesse also participated in the "A" 16 / LOG / Marcfn 1979 Seniority Upgrading Program. And along the way, he got his GED high school equivalency diploma at HLSS. This diploma enabled hirn to enroll in Penn State University. Right now, he is only 31 credits away from a degree in forestry. To show how strongly he feels about the SlU and the Lundeberg School, Jesse often compares the opportunities available at Hl.SS to Penn State. He .says, "at Penn State, a full time student between room and board, tuition and books, will pay $6,000 to $8,000 a year for an education. But at the Lundebcrg School, you get an education and everything is free of charge." Jesse continues, "the Lundeberg School is really a golden opportunity for a young guy with no direction in life to get an education and to make a career for himself." "The SlU and Piney Point have done a lot for me," says Jesse, "and 1 know that it has done the same for a lot of other people too. And I'm sure that a young guy can really move ahead quickly if he applies himself and takes full advantage of what's available to him in the SlU." At the present time, Jesse is sailing reefer engineer. His last ship was the Delta Peru which is running between New York and South America. He says, "1 really like the job because of the tremendous responsibility in­ volved. If something goes wrong with the plant, the company stands to lose $250,000 worth of refrigerated cargo. It's my job to make sure that doesn't happen." Jesse has been putting in a lot of time on the ships lately because "the things 1 want in life cost money and you have to make it when you're young." Icsse's high volume of seatime doesn't Seafarer Jesse Hall with wife, Christine. Jesse has taken full advantage of the educational opportunities available to him and all SlU members at the Lundeberg School, exactly thrill his wife Christine. But he says she realizes that "we will have to make sacrifices for a while as far as being together is concerned. But 1 know it won't always have to be this way." In the meantime, though, Jesse has a career, a plan and a future, as he says, "thanks to the SlU." Notice to Members On Sloping Procedure When throwing in for work dur­ ing a job call at any SlU Hiring Hall, ineinbers must produce the following: • membership certificate • registration card • clinic card • seaman's papers • valid, up-to-date passport In addition, when assigning a job the dispatcher will comply with the following Section 5, Sub­ section 7 of the SIU Shipping Rules: "Within each class of seniority rating in every Department, prior­ ity for entry rating jobs shall be given to all seamen who po.ssess Lifeboatman endorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sentence when, in the sole judgment of the Board, undue hardship will result or extenuating circumstances war­ rant such waiver." Also, all entry rated members must show their last six months discharges. Further, the Seafarers Appeals Board has ruled that "C classifica­ tion seamen may only register and sail as entry ratings in only one department." .i?. �AFL-CIO Maritime Trades Department Set for Battle to Preserve, Expand U.S. Job Base eeting in Bal Harbour, Fla., last month, the Executive Boai-d of the AFL-CIO Maritime Trades Department began mar­ shalling forces for a multipronged effort during this session of Congress to keep the job base of U.S. workers from being eroded through foreign competi­ tion. Presided over by MTD Presi­ dent Paul Hall, the MTD, the largest constitutional department of the AFL-CIO, targeted as a "foremost priority," a Congres­ sional effort aimed at insuring that "no Alaska North Slope oil is exported or swapped." On behalf of the more than eight million members of 43 national and international AFLCIO unions, the MTD is deeply concerned about the adverse effect exporting Alaskan crude will have on the U.S. economy and national security. "Congress and the nation should flatly reject oil industry schemes to export Alaska oil," the MTD Executive Board stated. "The American consumer will not benefit... The American worker will not benefit...The nation as a whole will not benefit." The call to reserve Alaskan oil for domestic use alone has been taken up by the AFL-CIO Legis­ lative Dept., and members of Congress as well as by consumer and citizen action groups. Addressing the MTD Board as the keynote speaker of the twoday midwinter meeting. Rep. John Murphy, chairman of the House Merchant Marine and Fisheries Committee, pledged his effort to prevent Alaskan oil from being sold abroad. Across-the-board opposition M MTD President Paul Hall, who chaired the MTD Executive Board meeting last month makes some introductory remarks during opening session of the Board meeting. At the right is Jean Ingrao, MTD executive secretary treasurer. to the export plan underscores the fact that the Alaskan oil export issue, while threatening the stability of the U.S. tanker fleet and the jobs of American seamen, is not just a maritime issue but a problem touching the American people at all levels. The efforts against the exports of Alaskan crude have been chalked up by the MTD as the number one goal for the 96th Congress. But the MTD's overall legislative package also includes the following issues of great concern to U.S. maritime and American workers: • enactment of legislation to close the Virgin Islands loophole in the Jones Act. The Islands were exempted from the Jones Act in 1936 because,at the time, V.I.-mainland trade was mini­ mal. But oil has since become a prime Islands' export and the loophole means foreign flag ships can be used for carriage of that oil. Closing the Jones Act loop­ hole would require that U.S.-flag MTD Executive Board along with MTD Port Council officials during opening Special Supplement Offtudl Publicjimn of Ihc Scafjicfb Inic-rnaiional Union • Alljniu . (»ulf. I jkrs and Inland Wakis Disim i • Af 1. t lO MARCH 1979 vessels be American-built and ships be used for the trade which American-manned. would create jobs for U.S. • development of a unified merchant seamen and for work­ LNG import policy to generate ers employed in U.S. shipyards LNG tanker construction in U .S. and support industries. • creation of a bilateral ship­ shipyards, expand job opportun­ ping agreement governing trade ities for seamen and provide a between the U.S. and China much-needed energy source for which requires the use of Ameri­ the country. The Executive Board also can-flag vessels in the trade. A bilateral shipping agreement pledged action on labor law would benefit the U.S. merchant reform legislation and to get the fleet and U.S. seafarers as well as 1974 Trade Act amended to give the nation's economy. Congress service industries the same pro­ should pass a resolution calling tection under U.S. law as goodsfor the negotiation of a U.S.­ producing industries now have China bilateral shipping agree­ against unfair foreign trade practices. ment. These are key among the • inclusion of job security provisions for U.S. workers in MTD's legislative priorities for legislation on ocean mining 1979. And if the past is any requiring that deep-sea mining indicator, the Department will be successful in generating broadbased support for these im­ portant goals. Last year the MTD was largely responsible for getting Congress to approve a maritime authoriza­ tions bill which continues new vessel construction and operating subsidies. And the Department's concerted effort on the Outer Continental Shelf bill will open thousands of new job opportuni­ ties for U.S. maritime workers. The MTD, which pools the strength and resources of 43member unions, will continue to fight during the 96th Congress for legislation to revitalize the U.S. maritime industry and to protect the jobs and job security of U.S. maritime workers. session of MTD Executive Board meeting. March 1979 / LOG / 17 n �Young: Labor Set For Duels On Alaska Oil, Prices, Safety The labor movement is ready to embark on another comprehensive political action campaign for the new 96th Congress. But as Ken Young, legislative director of the AFL-CIO told the M I D Executive Board last month, "it's going to be an uphill struggle." Young recalled the many difficult problems labor encountered in the 95th Congress. And he told the MTD Board that the 96th Congress "appears to be a little more conservative and a little less attuned to labor issues than the previous Congress." Young said, however, "we still have a lot of friends in Congress. It's just a matter of bearing down and working harder to get the desired results." Young said that one of labor's top priorities this year would be to block any plans to export Alaskan oil. He said, "the Alaskan oil situation is by no means just a maritime issue, although it does involve maritime jobs. The expor­ tation of Alaskan oil is a national issue. It is a consumer issue. And it involves the whole economic and security structures of our nation." Young told the MTD Board that another prin.ary concern of laborat this time is the Administration's "voluntary" wage-price controls. He said that the AFL-CIO had no intention of allowing the workers to bear the brunt of wage and price controls. And he said the AFL-CIO would be doing everything in its power to achieve an equitable answer to the problem of inflation. Another area of concern to labor—as it has always been—is the occupational safety and health of American workers. Young told the MTD Board that his department would be working to ward off any attempts by big business to weaken the provisions of the Occupa­ tional Safety and Health Act. Business interests have long com­ plained that meeting certain safety standards is too costly. And as Young pointed out, "we can expect the usual assault on OS HA. But we're ready for it and we're determined to keep the interests of safety above the selfish interests of profit." ^ Ken Young AFL-CIO Director of Legislation AFL-CIO Ready to Launch Intensified Organizing Efforts Bringing the benefits of trade union­ ism to the millions of unorganized workers in America is one of labor's primary goals. Constantly bringing in new members keeps an organization young and vibrant and continuously moving forward. And of course, the more workers who belong to labor unions the stronger the labor movement becomes. In this regard, one of the most important departments of the AFL-CIO is the Department of Organizing and Field Services. Alan KiM er, head of this department, was on hand at last month's MTD Executive Board meeting to give a rundown on some of the problems facing labor on the organizing front. Ki; tier said that the biggest threat to labor today is "the intensity of efforts of an alliance of anti-union forces to block expansion and progress in the labor movement." He explained that this coalition of big busirfess and conservatives had engi­ neered the Senate filibuster last year which successfully killed the Labor Law Reform bill. ^ This bill was one of labor's key legislative goals for last year. The bill easily passed in the House of Represen­ tatives. But the success(ql filibuster in the Senate signalled the bill's downfall. Essentially, the Labor Law Reform bill would have streamlined the Na­ tional Labor Relations Act. As far as a labor organizer is concerned, the key provision of the bill was the require­ ment that NLRB certification elections be held no more than 30 days after the union files petition for a vote. As it stands now, there are too-many loopholes in the labor law which allows companies to delay elections for as long as two years. On top of this, the penalties com­ panies get for violating the labor law Alan Kistler Director of Organizing and Field Services are negligible under the present law. Kistler told the MTD Board, "it's more profitable for companies to disobey the law than to obey the law. And until this changes, we are going to continue to meet serious problems in the area of organizing." Kistler further pointed out the damage a weak labor law has done to organizing efforts, noting that unions win half of the NLRB certification elections today as compared to 80 percent some years ago. "It's not that workers don't care about or don't want a union,"said Kistler,"it's the fact that under the present law the companies can employ delaying tactics as well as tactics of fear and coercion without the threat of serious legal reprisal." Kistler, however, was optimistic about his department's chances to suecessfully coordinate a new and intensified effort in organizing. He said, "we have the people and the capability to do the job," adding, "we are in a war of sorts right now. It's a war that must be won. And I think we will win it." Exec, Board Names Jean Ingrao MTD Secretary-Treasurer The AFL-CIO Maritime Trades Department has a new Executive Secretary-Treasurer. She is Mrs. Jean Ingrao, who was unanimously and enthusiastically elected to this post by the MTD Executive Board last month. Mrs. Ingrao, who by her own admission is a "workaholic," has been with the American labor movement for 29 years. The past 18 years have been with the MTD. She began working for the labor movement fresh out of high school in 1950. Her first job was in the office of William Green, president of the AF of L. When George Meany became AF of L president in 1952, she remained work­ ing on his staff. The following year, Mrs. MTD President Paul Hall offers congratulations to Mrs. Jean Ingrao after she was unanimously elected as MTD Executive Secretary-Treasurer by the MTD Executive Board. 18 / LOG , March 1979 Ingrao began doing double duty, working both in President Meany's office and as an assistant to the late Peter McGavin, then assistant director of organizing for the Federation. She came to the Maritime Trades Department in 1961, when Mr. Mc­ Gavin was elected as MTD secretarytreasurer. She worked as administrative assistant to Mr. McGavin until his death in 1975. In 1977, Mrs. Ingrao was named administrator of the Maritime Trades' Department, replacing O. William Moody, who had retired. Her subsequent election as executive secretary treasurer came as no surprise to anyone. As MTD President Paul Hall puts it: "Jean is hard working, knowl­ edgeable and cooperative. These quali­ ties have enabled her to gain the confidence of all the affiliates of the MTD. She is going to do an outstanding job." �Murphy Has Prescription for Health of U.S. Maritime D eclaring that U.S. maritime is at a "critical crossroads," Rep. John M. Murphy (D-N.Y.) spelled out his prescription for the "future health of the American merchant marine," and delivered it to the Executive Board meeting of the AFL-CIO Maritime Trades Dept. last month. At the MTD Executive Council session. Murphy said that he would soon be introducing a maritime legisla­ tion package geared towards restoring the American merchant marine and towards "the preservation and creation of jobs for the Americans who man the ships that fly the American flag." Murphy's address keyed on the primary problems now confronting U.S. maritime and discussed both long and short-term remedies to those problems. Chief among difficulties plaguing the U.S.-flag fleet is lack of cargoes, Murphy said, pointing out that Ameri­ can-flag ships carry only one half of one percent of the world's ocean going commerce. Murphy blamed the cargo shortage on "American maritime policy today which directly encourages the entry into the U.S. trade of third flag carriers. The U.S. maintains an open conference system," the House Merchant Marine & Fisheries Committee chairman said. "It is the only major maritime nation to do so." The U.S. open conference system, combined with the fact that "the United States has the most lucrative trade in the world," are the reasons, Murphy said, "other nations have been invading the American trades." In addition, some cross traders especially the Soviet fleet have been using what Murphy called "dirty means" to win cargoes in the U.S. trades, "notably predatory rate-cutting and illegal rebating." The problems of rate-cutting, rebat­ ing and lack of cargoes which have crippled the U.S. merchant fleet have been aggravated. Rep. Murphy charged, because "for many years, the United States has acted as though it were defenseless, and it has watched its merchant marine steadily deteriorate." "It is my hope," the Congressman stated, "that American maritime policy MTD President Paul Hall, right, talks with Rep. John Murphy (D-N.Y.), chairman of the House Merchant Marine and Fisheries Committee. Murphy was keynote speaker at the MTD Executive Board meeting last month. can how be turned around and put into a the case of newly developing trade with cesses for maritime. Murphy noted, fighting posture." China. pointing out last year's passage of the Murphy sees his legislative package, Murphy's call for a bilateral trade Outer Continental Shelf Lands Act which he plans to introduce jointly with agreement between the U.S. and China which guarantees American job rights in Senator Daniel K. Inouye (D-Hawaii) echoes the position of the SlU and other the offshore drilling industry. as including the elements necessary to AFL-CIO maritime unions concerning "The SlU," Murphy stated, "was the turn around U.S. maritime policy and China trade. When a U.S. delegation of moving force behind that bill." revitalize the merchant fleet. Administration officials visits China Another bright spot for U.S. An anti-rebating bill, containing this spring to negotiate a shipping maritime. Murphy noted, is that out of some of the same provisions as the antiagreement. Murphy said there will be a 265 tankers in the American flag fleet, rebating measure passed .by Congress all but three are active, many in the maritime representative among them. but vetoed by the President last year, "is Alaskan oil trade. The N.Y. Congress­ We're going to make sure, the Congress­ high on the agenda of the House man pledged his continued efforts to man pledged, "the U.S. fleet carries a Merchant Marine and Fisheries Com­ keep Alaskan oil from being exported, substantial portion of the U.S.-China mittee. The new Congress," Murphy trade." and to keep the U.S. tanker fleet from being idled. assured the MTD, "will surely enact an Bilateral trade agreements are an effective method of protecting the U.S. anti-rebating bill." Wrapping up. Rep. Murphy prom­ fleet from anti-competitive practices of ised to continue in the future, as he has But the most effective means of controlled carriers. Murphy cited in the past, fighting "strenuously for a countering the illegal rebating and rateanother step, taken by Congress last strong American merchant marine." cutting practices of controlled carriers year, to turn back the tide of illegal rate"I believe," Murphy stated, "a in foreign trades. Murphy stated, is to slashing. vigorous merchant marine can make a protect those trades with bilateral "Passage of the Ocean Shipping Act, significant contribution to the growth agreements. which prohibits controlled carriers from and health of the national economy. The House Merchant Marine & charging rates which are below a level And... I think it is essential," he Fisheries Committee is "looking very that is just and reasonable," Murphy concluded, "that our nation be able to closely into the increased use of bilateral look to and rely upon its merchant said, was an "encouraging sign." and equal access agreements in our There have been other recent suc­ marine in any emergency." trades," especially. Murphy added, in MTD Has 43 Affiliates, 8 Million Workers Following ore the 43 notional and international unions that make up the MTD. • American Guild of Variety Artists. • The Journeymen Barbers, Hair­ dressers, and Cosmetologists' Inter­ national Union of America. • International Chemical Workers Union. • International Brotherhood of Boilermakers, Iron Ship Builders, Blacksmiths, Forgers and Helpers. • International Union of Bricklayers and Allied Craftsmen. • United Brotherhood of Carpenters and Joiners of America. • United Cement, Lime and Gypsum Workers International Union. • Communications Workers of America. • Distillery, Wine and Allied Work­ ers International Union. • International Union of Allied Novelty and Production Workers. • International Brotherhood of Electrical Workers. • International Union of Elevator Constructors. • International Union of Operating Engineers. • International Association of Fire Fighters.. • International Brotherhood of Firemen and Oilers. • Glass Bottle Blowers' Association of the United States and Canada. • American Federation of Grain Millers. • Graphic Arts International Union. • Hotel and Restaurant Employees and Bartenders International Union. • International Association of Bridge, Structural and Ornamental Iron Workers. • Laborers International Union of North America. • AFL-CIO Laundry and Dry Clean­ ing International Union. • International Leather Goods, Plastics and Novelty Workers Union. • International Association of Ma­ chinists and Aerospace Workers. • Industrial Union of Marine and Shipbuilding Workers of America. • National Marine Engineers Bene­ ficial Association. • Amalgamated Meat Cutters and Butcher Workmen of North America. • Office and Professional Employees International Union. • Oil, Chemical and Atomic Workers International Union. • International Brotherhood of Painters and Allied Trades. • United Paperworkers Interna­ tional Union. • Operative Plasterers' and Cement Masons' International Association of the United States and Canada. • United Association of Journeymen and Apprentices of the Plumbing and Pipe Fitting Industry of the United States and Canada. • International Brotherhood of Pottery and Allied Workers. • Brotherhood of Railway, Airline and Steamship Clerks, Freight Han­ dlers, Express and Station Employees. • Retail Clerks International As­ sociation. • Retail, Wholesale and Department Store Union. • United Rubber, Cork, Linoleum and Plastic Workers of America. • Seafarers International Union of North America. • Sheet Metal Workers International Association. • American Federation of State, County and Municipal Employees. • United Telegraph Workers. • United Textile Workers of America. March 1979 / LOG / 19 �MTD's Network of 29 Port Councils Gives Punch to Maritime Labor's Political Fights Juneau, Alaska Thunder Bay, Ontario, Canada Montreal, Quebec, Canada Hamilton, Ontario? Canada Ontario, Canada Seattle, Washingtoi Boston, Massachusetts iDuluth, Minnesota Portland, Oregon • Buffalo, New York Detroit, •' Michigan CV\^AE AFL Chicago, •' Illinois • New York, New York • ^ Cleveland,1 Toledo, Ohio Ohio Philadelphia, Pennsylvania -Baltimore, Maryland CIO Norfolk, Virginia St. Louis, Missouri San Francisco, California Wilmington, Californis^^ n San Diego, California ^ Jacksonville, Florida Honolulu, Hawaii The AFL-CIO Maritime Trades Department wages a constant battle in Congress for legislation that will signal a revitalization of all segments of the American maritime industry. To remain on top of Congress and to keep a step ahead of our political opponents, the MTD is headquartered in Washington, D.C. Hundreds of SIU members, through the Union's educa­ tional programs at Piney Point, have had an opportunity to visit MTD Headquarters and meet with some of the MTD's top officers. - A • \ Mobile, Alabama Houston, Texas But to be successful in national politics today, an organization must be able to conduct a wide­ spread grassroots political.effort back home. The MTD has this capability because of the hard work of its network of 29 Port Maritime Councils located throughout the United States, Canada and Puerto Rico. [The locations all 29 MTD Port Councils are iriiiicated on the above map.] As can be seen by referring to the map, the Port Councils are all located in major port cities. Because of the Councils'strategic locations, the MTD has a grass­ roots base of operations covering the backyards of 74 percent of the House of Representatives and nearly 70 percent of the Senate. The MTD believes that a legislator cahhbt be held ac­ countable for his voting record in Congress unless the voting public —especially those who are union members—know the score on a particular isslie. When the issue is maritime, the way the MTD tries to get the message to the voters is through its Port Councib* MTD Port .Councils pa^ticipate in virtually all phases of • # New Orleans, Louisiana Tampa, Florida grassroots politics. Port Council ofHcers and members have co­ ordinated and conducted letter writing campaigns, phone bank campaigns and door-to-door campaigns to help educate the general public on the importance of a strong U.S. maritime industry to a strong America, These campaigns also involve asking the voters to write letters of their own to their Hepresentative and Senators telling them to vote positively on issues involv­ ing the maritime industry. In other words, the work of the MTD Port Councils is indispens­ able to the overall success of the AFL-CIO Maritime Trades De­ partment in Washington, D.C. The Port Councils, themselves, are made up, of representatives of scores of local unions belonging Santurce, Puerto Rico to the larger family of the 43 international unions comprising the AFL-CIO Maritime Trades Department. SIU members should be proud to know that the SIU is duly represented on virtually every MTD Port Coun­ cil. It all plays a part in the ongoing job of promoting the U.S. merchant marine and pro­ tecting the jobs and job security of American maritime workers. �Rudy Oswald, AFL-CIO director of research, told the MTD Board that U.S. jobs were constantly being lost to foreign imports. MTD President Paul Hall, right, welcomes Wayne Glenn, new president of the Paperworkers International Union to his new post as a member of the'MTD executive board. Joseph Hellman, secretary treasurer. Graphic Arts International Union. Highlights of the MTD Executive Board Meeting, Peter Bommarito, left, president. United Rubber Workers Union, and Al Heaps, president, Retail, Wholesale and Department Store Union. Dave Dolgen, MTD legislative and political activities director. 22 / LOG / March 1979 Peter Rybka, vice president, American Federation of Grainmillers. J. C. Turner, left, president. International Union of Operating Engineers, and Steve Leslie, general vice president. Operating Engineers. Jack Stewart, president of the Tampa MTD Port Maritime Council. Anthony Scotto, vice president, Inter­ national Longshoremen's Association and president of the MTD Port Council of Greater New York. �Frank Drozak, SlU executive vice president and Vice President of the MTD Port Council of Greater New York. Among the SlU officials who also serve on f^TD Port Councils present at the Board meeting were, from the left, SlU representative Mike Sacco, and SlU Vice Presidents, Cal Tanner and Lindsey Williams. February 15-16, 1979, Bal Harbour, Florida r •I 1 •1^ A Frank Palumbo, secretary treasurer. International Association of Fire­ fighters. Dominick Carnevale, assistant to the president. United Association of Plumbers and Pipefitters. Bill Lucy, secretary treasurer, Ameri­ can Federation of State, County and Municipal Employees. Ji Lester Null, president, International Brotherhood of Pottery and Allied Workers. • i-. Jufius Isaacson, president. Novelty Production Workers. Leon Schacter, secretary treasurer of the Amalgamated Meat Cutters and Butcher Workmen. Frank Martino, President, International Chemical Workers Union. March 1979 / LOG / 23 �#• MFD to Fight for Maritime, Labor Issues The Executive Board of the A FE­ CI O Maritime Trades Department (MTD) 1979 winter meeting Feb. 15-16 at Sal Harbour, Fla. passed a varied slate of resolutions concerning all parts of the U.S. maritime industry and the American labor m.ovement. The major maritime resolutions passed varied from shipbuilding to trade with Mainland China. The resolutions passed were: Shipbuilding While the U.S. neglects her merchant fleet and shipbuilding capability and the Russian bloc and developing nations build up theirs, the future for American shipyards is grim. With orders for ne.w U.S. vessels lagging, during the next four years 45,000 to 50,000 U.S. shipbuilders and shipyard workers could lose their jobs. Recently the U.S. Department of Energy weakened Amer­ ica's technological lead in LNG ship construction by killing two long-range projects for the liquified natural gas and the building of the LNG carriers. To counteract these developments, the MTD Board strongly urged the Govern­ ment to develop and implement a national maritime policy which includes a ship constnuction program that recognizes the industry's value to the nation's economic and national secur­ ity. The members also urged enforce­ ment of laws against foreign fleets ratecutting. Also, to enact the goals of the 1970 Merchant Marine Act, shore up the Jones Act and have Federal agencies use American ships. World Trade The MTD favors a U.S. trade policy that keeps American jobs here. Shoreside maritime workers like those in inaiine supplies and workers in the service industries lose jobs when cheaper foreign imports are dumped on the U.S. market. Pottery workers were extremely hard hit when 48 out of 60 pottery plants were shut down. The 1974 Trade Act simply does not protect service industries from unfair dumping. In addition, new trade negotiations on the international level would put American jobs into even deeper jeop­ ardy. l o answer this problem the M I D advocates that Congress pass fair trade laws which: • give equal protection to service trade workers under the 1974 Trade Act • protect existing U.S. Buy Ameri­ can laws • strictly enforce U.S. antidumping laws for goods producers • place duties on subsidized imports which threaten domestic industry • continue U.S. manufacturing ca­ pacity in import-effected industries • strike back quickly against foreign trade partners who break international trade laws • protect and aid U.S. industries as foreign competitors do. Trade With China With the resumption of diplornatic relations with the Peoples Republic of China, the United States Government is negotiating trade agreements with her. it is the MTD's position that such agreements should keep the interests of the American workers in mind and be based on principles to stop further breakdown of the U.S. economy and insure growth. One of the main ideas of these trade talks should be to get maximum export of American goods and services to China. 24 / LOG / March 1979 U.S. TV Tube Industry National Health Care The domestic TV tube manufacturing industry is hurting (plants closing) from the heavy inflow of foreign tubes and sets not limited by import quotas. Thousands of jobs (30,000 to 35,000) have been lost here or shipped overseas by multinational corporations. The MTD urges the enforcement of the quotas on imported TV tubes and the reduction of imports of TV tubes and sets. The basic, unmet need of millions of Americans is an affordable, comprehen­ sive, coordinated, national medical care program. Health care is now a major item in the consumer's budget. Health costs have been uncontrollable and inflation prone since 1969. Billions are wasted. Abuses of the health care system are rampant, including: unnecessary surgery, profiteering doctors, hospitals buying too much costly equipment and neglect of less expensive forms of cafe like outpatient surgery and nursing homes for recuperation. The MTD urges Congress to pass a law guaran­ teeing every American quality medical care which would save them billions. Refinery Incentive Program Bill MacLuskie, vice president, Glass Bottle Blowers. Control and Recycling of Solid Waste Material The control and recycling of solid waste material is of vital importance to the U.S. Numerous misguided and incomplete attempts have been made to pass legislation on this problem. The jobs of thousands in the glass container industry are threatened by legislation (like the disposable bottle ban) directed only against solid waste composed of glass. We will get a clean environment by attacking the total solid waste problem. Required botfle deposits levied by local or state governments do little to end littering or get rid of the vast bulk of solid waste materials. Successful programs as the Keep America Beauti­ ful, Clean Community Systems and the National Center for Resource Recovery projects have shown how grassroots efforts can lead to a cleaner environ­ ment without legislatively penalizing industrial workers. Thus, the MTD joins in rejecting all attempts to control litter through mandatory deposit laws which loses jobs and fully supports the activities of the three groups mentioned above. Federali^udget Cutbacks President Carter's proposed $20billion cutback in the Federal budget will freeze spending for vital public services, job programs and welfare, and aid to state houses and city halls when inflation is expected to soar from 8 to 10 percent a year. Not only would public state and municipal employees lose their jobs, but those working for private contractors who work for Federal, state and local governments. Economists agree that a $10-billion Federal cutback would make the cost of living go down 1/ 10th of 1 percent. The MTD opposes' such a cutback. It urges the budget provide adequate funding for people programs and promote economic growth and full employment. OSHA The MTD believes that the 1970 Occupational Safety and Health Act (OSHA) must be strengthened as business, citing costs, tries to kill it's provisions. Despite workers inhaling toxins and being exposed to high noise levels, the U.S. job death rate dropped the first three years of OSHA. But from 1976 to 1977, the death rate jumped 20 percent, with injuries and days lost increasing for the third straight year. The MTD will be working both to strengthen and to force enforcement of the safety law. Expansion of domestic crude oil refining capacity and a refinery building incentive program are needed in this country. Right now refineries in the Caribbean have foreign-flag tankers carrying residual fuel to the East Coast. The U.S. should first require Caribbean refiners use American-flag ships or impose a stiff fine for using foreignflags. Building and modernizing U.S. refineries could mean 150,000 to 200,000 more jobs here. Government permits and environmental problems are holding up the building of domestic refineries. The MTD urges legislation which would end tax and other incen­ tives to build refineries overseas. And the Government should speed up the siting process for new, expanded or retrofitted refineries. Labor Law Reform The failure to pass the Labor Law Reform Bill in the last session of Congress has resulted in the continuing abuses by employers in obstructing workers' rights to organize. Since workers are entitled to prompt pro­ cedure in the conduct or representation elections, willful violators of labor law must be penalized to the fullest extent possible so that workers' rights are protected. And adequate compensation must be paid to persons illegally discharged because of their union activities. The MTD strongly favors the passing of a Labor Law Reform Bill so that workers' rights to organize are protected. Furthermore, copies of this resolution will be sent to the AFL-CIO Executive Council and to members of the U.S. Senate and House of Repre­ sentatives urging their support of it. Air Emission Standards Air emissions standards set by states and the U.S. Environmental Protection Agency (EPA) are so strict as to threaten the continued operation of plants—some 40 to 50 years old. Little is gained if many are thrown out of work and business in a great part of the U.S. is disrupted. A need exists for the gradual improvement of air quality to let industry clean up its operations in a deliberate manner at a reasonable pace. The MTD calls on state authori­ ties and the EPA to set forth air emissions standards which will not threaten industry with the shutdown of their operations. And these agencies should adopt policies that call for a gradual, reasonably paced improve­ ment of air quality insuring continued employment and an improvement of the environment. Importing of Foreign Beer and Wines The increasing importation of foreign beer and wines (20 percent more) is affecting the sales of domestic beer and wines. It threatens the jobs of American glass workers, box makers, brewery, distillery and winery wo^Jcers. The MTD urges Government action to limit the imports of foreign beers and wines. Nuclear Plant Siting A bill, a new version of the Nuclear Siting and Licensing Act of 1978, is part of President Carter's National Energy Plan to streamline nuclear power plants' licensing procedure and to implement a viable nuclear waste disposal program. A similar bill did not pass in the 95th session of Congress. It died in com­ mittee after long hearings in the Senate Committee on Environment and Public Works and House Committee on Interior and Insular Affairs. The House version would have let a plant developer pick both an environmentally-approved site and standard plant design and start construction without further approval. The Senate bjll had provisions to speed up Federal and state reviews and streamline administrative and judicial procedures linked with public inter­ vention in the hearing and review process. The MTD urges all its affiliates to support this new bill as it favors the development of nuclear power in the U.S. It strongly urges the 96th Congress to enact this legislation. George Oneto, president, Distillery Workers International Union. �SIU Atlantic, Gulf, Lakes & Inland Waters United Industrial Workers of North America PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENTS Cal Tanner Lindsey Williams FEBRUARY 1-28,1978 •TOTAL REGISTERED All Groups Class A Class B Class C Port 5 92 6 17 17 8 14 67 27 34 20 29 13 73 4 5 431 4 26 2 1 4 0 5 18 10 5 4 5 3 11 1 0 99 2 3 1 2 6 2 0 9 3 4 7 14 ' 0 18 1 0 72 5 61 3 13 5 3 17 57 27 38 15 26 14 75 6 2 367 2 25 3 4 4 4 3 14 17 9 11 13 3 20 18 1 151 1 2 1 3 4 3 0 4 1 5 4 16 0 10 0 0 54 5 146 19 45 29 17 24 152 66 61 39 60 25 131 0 8 827 4 35 7 6 9 1 7 30 12 11 12 7 3 25 0 0 169 2 9 1 3 4 0 0 15 1 5 12 13 0 25 0 0 90 2 130 12 26 13 11 33 112 48 51 28 39 16 116 0 2 639 1 61 9 15 8 6 11 42 16 15 6 14 5 20 0 1 230 1 14 0 1 3 1 2 5 3 4 4 7 0 11 0 0 56 0 4 1 3 1 0 0 2 0 13 5 5 0 7 0 0 41 2 70 5 16 19 9 19 67 27 39 16 18 16 59 0 1 383 0 14 1 6 9 0 4 6 4 4 5 4 4 4 0 0 65 0 3 0 0 3 1 1 0 0 8 5 8 0 10 0 0 39 9 147 23 38 20 7 17 83 39 31 37 41 17 67 0 1 577 14 167 3 34 15 4 1 45 13 83 67 42 15 84 0 1 588 1041 773 ENGINE DEPARTMENT Port 2 62 4 13 3 7 15 53 24 35 14 24 5 56 4 0 321 Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 2 33 1 6 4 5 3 18 10 15 5 6 7 16 0 0 131 0 9 0 0 1 1 2 0 2 4 4 2 0 6 0 -0 31 2 59 2 9 4 6 9 36 20 26 7 14 7 36 4 0 241 4 26 1 3 2 4 3 10 10 14 1 14 5 21 5 0 123 0 1 0 0 1 1 0 1 0 4 0 3 0 4 0 0 15 STEWARD DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 0 43 2 5 10 6 7 29 9 23 3 12 5 28 1 1 184 2 8 0 2 6 0 2 5 4 1 1 0 3 4 3 0 41 0 2 0 0 3 0 0 0 0 6 2 3 0 5 0 0 21 IPort Totals All Departments ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Boston 'New York 'Philadelphia Baltimore .'Norfolk Tampa 'Mobile 'New Orleans •Jacksonville jSan Francisco Wilmington jSeattle Puerto Rico Houston jPiney Point .Yokohama Totals TOTAL SHIPPED All Groups Class A Class B Class C 2 37 3 9 5 2 12 21 12 13 11 9 2 31 1 0 170 3 42 1 4 4 0 1 18 10 7 2 8 2 18 36 0 156 ENTRY DEPARTMENT -. 1 25 1 11 5 2 4 30 10 22 2 10 7 26 0 1 157 8 72 11 14 10 6 8 48 21 16 14 32 9 54 54 0 377 4 55 0 13 2 , 5 0 13 4 30 29 24 5 36 0 0 220 1093 648 344 0 0 0 2 43 8 26 8 6 5 61 13 29 10 13 22 42 0 1 289 778 430 110 2138 — • *"Total Registered" means the number of men who actually registered for shipping at the pon. last month. '••"Registered on the Beach" means the total number of men registered at the port at the end of last month. Last month, a total of 1,318 Seafarers shipped on SIU- contracted deep sea vessels from SIU A&G halls throughout the country. Of this number, 778 were "A" seniority men, 430 were "B" seniority men and 110 were "C" seniority people. These numbers reflect that shipping, as it has been for some time, is good to excellent in all areas of the country. Furthermore, the fact that nearly 40 percent of the jobs are being filled by "B"and "C" seniority indicates tbat shipping is good for all seniority classes and all ratings. HEADQUARTKRS 675 4 Ave.. Bklyn. 11232 (212) HY 9-6600 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-9375 ALPENA, Mich 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE. Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON. Mass 215 Essex St. 02111 (617) 482-4716 BUFFALO. N.V 290 Franklin St. 14202 (716) TL 3-9259 CHICAGO. ILL. .9383 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND. Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DULUTII, Minn 2014 \V. 3 St. 58806 (218) RA 2-4110 I RANKI ORT. Mich P.O. Box D 415 Main St. 49635 (616) 352-4441 HOUSl ON, Tex 1221 Pierce St. 77002 (713) 659-5152 .lACKSONVILLE, I la. 3315 Liberty St. 32206 (904) 353-0987 .lERSEV CITY. N.J. 99 Montgomery St. 07302 (201) HE 5-9424 .MOBILE, Ala IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3 .St. 23510 (804) 622-1892 PADUCAH. Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. . .2604 .S. 4 .St. 19148 (215) DE 6-3818 PINEY POIM. Md. St. Mary's County 20674 (301) 994-0010 PORl ARI HUR, lex. . . 534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO. Calif 1311 Mission St. 94103 (415) 626-6793 SANTURCE. P. R. 1313 I ernandez. Juntos. Stop 20 00909 (809) 725-6960 SEATTLE. Wash 2505 1 Ave. 98S2I (206) MA 3-4.334 ST. LOUIS, Mo. . .4581 (;ravois Ave. 63116 (314) 752-6500 TAMPA, Fla. 2610 W. Kennedy Blvd. 33609 (813) 870-1601 TOLEDO. Ohio 935 Summit St. 43604 (419) 248-3691 WlLMINf; I ON, Calif. 510 N. Broad .St. 90744 (213) 549-4000 YOKOHAMA. Japan P.O. Box 429 Yokohama Port P.O. 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 West Coast Stewards Halls HONOI.l I.I . Hawaii . . . 707 Alakea St. 9681.3 (808) 5.37-5714 PORTLAND. Or 421 S.W. 5th Ave. 97204 (50.3) 227-799.3 Wll M1\(;T0\. ( a. . 408 Avalon Blvd. 90744 (21.3) 8.34-85.38 SAN I RAN( ISt O, f a. .350 I rcmoni St. 94105 (415) .54.3-5855 March 1979 / LOG / 25 �You Are Looking At The Future QMED'S In the event that any SlU members have legal problems in the various ports, a list of attorneys whom they can consult is being published. The mem­ ber need not choose the recommended attorneys and this list is intended only for informational purposes: The following is a list of recom­ mended attorneys throughout the United States: Get Ready for It! Take the Diesel Engines Course at HLS NEW YORK, N.Y.-Schulman & Abarbanel 350 Fifth Avenue New York, N.Y. 10001 Tel. #(212) 279-9200 It starts May 28 BALI IMORE, MI).—Kaplan, Hcyman, Grcenbcrg. Engclman & BclgracI Sun Life Building Charles & Redwood Streets Baltimore, Maryland 21201 Tele. ^(301 >'539-6967 HOUSION, f i x.—Combs, Areher & Peterson Amerieana Building 81 I Dallas Street Houston, Texas 77002 Tele. #(713)659-4455 TAMPA, FLA.—Hamilton, Douglas and Bennett, P.A. 2620 W. Kennedy Blvd. Tampa, Fla. 33609 Tel. #(813) 879-9482 SAN FRANCISCO, CALIF.— John Paul Jennings, Henning and Walsh 100 Bush .St, Suite 1403 San Franciseo, Calif. 94104 Tel. #(415) 981-4400 s r. LOUIS, MO.—Gruenberg ct Sounders 721 Olive Street St. Louis, Missouri 63101 - Tele. #(314)231-7440 NEW ORLEANS, LA.—Dodd. Barker, Boudreaux, Lamy 6 Gardner 1400 Riehards Building 837 Gravier Street New Orleans, Louisiana 70112 Lele. #(504) 586-9395 LOS ANGELES, CALIF.—Bodle, Fogel, Julber, Reinhardt, Rothschild & Feldman 5900 Wilshire Boulevard Los Angeles, Calif. 90036 Tel. #(213) 937-6250 MOBILE, ALA.—Simon & Wood 1010 Van Antwerp Building Mobile, Alabama 36602 Tele. #(205)433-4904 DEI ROn , MICH.—Victor G. Hanson 19268 Grand River Avenue Detroit, Michigan 48822 Tele. ^(313^) 532-1220 FALL RIVER, MASS.--PatricK H. Harrington • 56 N. Main .Street, Bennett BIdg. Fall River, Mass. 02720 Tele. ii(617) 676-8206 SEAI I LE, WASH.—Vance, Davies, Roberts, Reid& Anderson 100 West Harrison Plaza Seattle, Washington 981 19 Tele. -(206)""285-36l0 CHICAGO, ILL.—Katz& Friedman 7 .South Dearborn Street Chicago, 111. 60603 Tele. =(312)263-6330 26 / LOG / March 1979 ntact HLS or your SlU Representative to enroll. Dispatchers Report for Inland Waters FEBRUARY 1-28,1979 •TOTAL REGISTERED All Groups Class A Class B Class C Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals 0 0 0 0 0 3 6 4 1 0 2 0 0 9 14 0 4 0 2 45 0 0 0 5 0 2 0 1 1 0 2 0 0 7 3 0 8 15 1 45 0 0 0 0 0 2 0 6 3 0 2 0 2 2 15 0 8 0 39 79 Mobile New Orleans .. Jacksonville .. San Francisco. Wilmington ... Seattle Puerto Rico ... Houston Port Arthur Algonac St. Louis Piney Point ... Paducah Totals Totals All Departments. 0 0 0 0 0 0 0 0 0 0 0 0 0 8 11 0 2 0 1 22 0 0 0 3 0 0 0 0 0 0 0 0 0 7 3 0 6 15 1 35 0 0 0 0 0 1 0 2 3 0 0 0 0 3 6 0 2 0 14 31 0 0 0 4 0 5 13 8 4 0 3 0 0 9 10 0 8 0 2 66 0 0 0 13 0 3 0 3 1 0 9 0 1 11 2 0 12 0 2 57 0 0 0 0 0 0 0 0 1 0 0 0 0 3 0 0 0 0 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 2 0 0 0 2 0 3 1 11 9 0 6 0 11 4 102 0 20 0 61 230 ENGINE DEPARTMENT 0 0 0 0 0 0 0 1 1 0 0 0 0 1 0 0 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 2 0 0 0 0 0 0 0 0 3 0 0 0 1 0 0 0 1 0 1 6 Port Boston New York Philadelphia .. Baltimore Norfolk Tampa ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Port Boston New York Philadelphia .. Baltimore Norfolk Tampa Mobile New Orleans .. Jacksonville .. San Francisco. Wilmington ... Seattle Puerto Rico .., Houston Port Arthur Algonac St. l-ouis Piney Point ... Paducah Totals TOTAL SHIPPED All Groups Class A Class B Class C 0 0 0 0 0 0 0 2 1 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 0 0 1 0 3 0 0 0 0 0 0 0 0 3 0 0 0 1 1 0 0 0 0 0 5 STEWARD DEPARTMENT 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 1 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 2 0 1 0 0 0 0 0 4 1 0 0 0 1 0 0 0 3 0 4 14 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 1 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 1 0 0 0 0 1 1 0 0 1 0 1 5 0 0 0 0 0 1 0 0 0 0 1 0 0 0 1 0 0 0 3 6 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1 0 1 3 0 1 0 1 0 1 1 6 2 0 0 0 1 1 3 0 5 0 9 30 51 49 99 28 39 41 76 62 263 •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. �Transportation institute | Debate | Rep. McCloskey ep. Paul N. McCloskey, a Republican from Northern California, is the ranking minor­ ity member of the House Mer­ chant Marine and Fisheries Committee. From the SIU's point of view. Rep. McCloskey has proven to be one of the most vocal detrac­ tors of a strong U.S. maritime industry in Congress. On a wide range of important issues in Congress, the SIU and Rep. McCloskey have been on opposite sides. But where we stand, or where he stands in the area of maritime legislation is not the issue here. The issue is simply a request by Rep. McCloskey to rebut a maritime industry study, con­ cerning him, which was pub­ lished in the October 1978 edition of the Log. McCloskey asked the Log for this opportunity for rebuttal in a letter dated March 9, 1979. (reprinted verbatim below) However, before we print Mr. McCloskey's paper, SIU mem­ R bers should be fully aware of the background of this issue and what the Congressman is re­ butting. In our October 1978 issue (pages 12-13), the Log printed a study concerning Rep. McClos­ key entitled "Maritime Policy and Campaign Contributions: A Case Study m Double Stan­ dards." The study was conducted by the Transportation Institute (T.I.). T.I. is a maritime research and industry promotional organiza­ tion funded by 160 U.S.-flag deep sea, inland and Great Lakes operators. The T.I. study—as stated in its Introduction—was conducted because, "In taking positions adverse to the U.S. merchant marine. Congressman Paul N. McCloskey has repeatedly made an issue of campaign contribu­ tions to members of Congress." The T.I. study further explains that, "Focusing on contributions by American maritime labor. Transportation Institute Study sometimes as small as $500, representing scores of individual seamen's contributions, Mr. McCloskey has virtually charged his colleagues with a conflict of interest." Essentially, the T.I. study is a detailed investigation of where Rep. McCloskey got his cam­ paign contributions. As noted in the study, "he (McCloskey) re­ ceived tens of thousands of dollars from foreign-flag vessel interests with a stake in his antiU.S. merchant marine positions. Most noteworthy were contribu­ tions from sources related to Standard Oil Co. of California, one of the 'seven sisters' of the oil industry, and a major foreign 'flag-of-convenience' operator." As concluded in the T.I. study, McCloskey's own campaign con­ tributions "at the very least, reflect a double standard." After the Transportation Insti­ tute study was released and sent to each member of the House of Representatives, Rep. McClos­ key prepared a rebuttal in his defense. Mr. McCloskey then sent his rebuttal to the press and his colleagues in Congress. His letter to the Log of March 9, then, is a request for the Log to print this rebuttal. Therefore, following on this and the next few pages are reprints of both the Transporta­ tion Institute study and Mr. McCloskey's rebuttal to that study. Included with the T.I. paper is a reprint of a letter sent by T.I. President Herb Brand to each member of the House of Repre­ sentatives as a preface to the T.I. study. As a preface to Mr. Mc­ Closkey's paper is his letter of March 9, 1979 requesting the Log to print his rebuttal. The Log is reprinting both papers so that SIU members will have a complete picture of all the issues involved. We urge the membership to read both pieces. Rep. Paul McCloskey Rebuttal ^^Maritime Policy and Campaign Confributions; A Case Study in Double Standards" U.S. House of Representatives Washington, DC 20515 October 6, 1978 Dear Congressman; Dear Editor: Congressional consideration of issues involving the U.S. merchant marine has repeatedly been clouded by allegations by Congressman Paul N.McCloskey concerning campai; r contributions to members of Congress. Often these charges have precluded reasoned and objective consideration of legislative merits. The attached study, entitled "Maritime F'olicy and Campaign Contribution; A Case Study in Double Standards", is a review of special interest contributions to Representa­ tive Paul N. McCloskey by oil industry and foreign shipping interests with a stake in weakening the U.S.-flag merchant marine. The study was prepared as a public service to assist members of Congress in considering maritime policy. However, its conclusions are also relevant to federal election disclosure policy. All in/ormation contained therein has been gathered from public records. The 1 ransportation Institute is a nonprofit research and education oigani/ation established in 1968. Its 160 member companies operate vessels in all aspects of U.S. seagoing domestic and international commerce, the Great Lakes and inland waterways. I hope you will find the study interesting and useful. Inquiries or comments should be directed to the undersigned. ,, ^ , very truly yours, Herbert Braiid President Transportation Institute INTRODUCTION ti -f •7A In taking positions adverse to the U.S. merchant marine. Congressman Paul N. McCloskey has repeatedly made an issue of campaign contribu­ tions to members of Congress. Focusing primarily on contributions by American maritime labor, sometimes as small as $500, representing scores of individual seamen's contributions, Mr. McCloskey has virtually charged his colleagues with a conflict of interest. However, no public attention has been given to special interest contribu­ tions to Mr. McCloskey by the benefi­ ciaries of his maritime positions: foreign-flag shipping interests. A review of Mr. McCloskey's own campaign contributions during the period January 1, 1972, through June 30, 1978, suggests that, at the very least, he has employed a double standard. He received tens of thousands of dollars from foreign-flag vessel interests with a stake in his anti-U.S. merchant marine Editor Seafarers LOG 675-4th Avenue Brooklyn, New York 11232 positions. Most noteworthy were contributions fror.". sources related to Standard Oil Company of California ("SOCAL"), one of the "seven sisters" of the oil industry, and a major foreign "flag-of-convenience" operator. Mr. McCloskey received over $26,000 from sources tied directly to SOCAL through employment, legal representa­ tion and interlocking directorates, including: • $13,775 from a few members of a law firm (and their families) that represent subsidiaries of SOCAL; • $11,916 from sources tied to SOCAL by means of direct interlocking directorates; • $1,090 from executives of SOCAL and its subsidiaries, including Chevron Shipping, Inc. He also received additional, tens of thousands of dollars from other sources indirectly tied to SOCAL. In addition to SOCAL, Mr. McContinued on Page 28 During the past several months 1 have noticed that you have devoted several pages of the LOG to a study conducted by the Transportation Institute concerning alleged links between me and several oil interests. I do not agree with the conclusions of that study and have prepared a point-bypoint rebuttal of its alleged "facts" and conclusions. I am enclosing a copy of that rebuttal with the request that you print it to allow a balanced debate. A faithful reader, Paul N. McCloskey, Jr. Ranking Minority Member November 17, 1978 Dear Colleague: Just before Congress recessed in October, you (and the national press) received a letter from Herbert Brand, President of the Transportation Insti­ tute, dated October 6, 1978, enclosing a paper entitled: "Maritime Policy and Campaign Contributions A Case Study in Double Standards: Congressman Paul N. McCloskey" The Transportation Institute serves as the voice of two maritime unions, the Seafarers International Union (SIU), Paul Hall, President, and the Marine Engineers Beneficial Association (MEBA), Jesse Calhoon, President. These unions, you will recall, led the fight for the Cargo Preference bill in the 95th Congress, which was defeated in the House on October 19, 1977, by a vote of 257 to 165. The bill's defeat was preceded by a rather extensive public debate on campaign promises made by President Carter to Mr. Calhoon and the maritime unions, as well as consider­ ation of the almost-incredible per capita contributions those same unions had made in the 1976 national elections ($56 per member by the MEBA and $29 per member by the SIU, as compared with less than $3 per member for all other U.S. unions). The strong-arm tactics of union lobbyists in suggesting that their $500 contribution to Democrat mem­ bers required support of Cargo Pref­ erence were a major factor in causing 131 Democrats to vote against th6 bill. The 1 ransportation Institute's Her­ bert Brand is the same individual whose advice led a national advertising agency to propose to the National Maritime Council, a federally-administered or­ ganization receiving federal funds, a million dollar advertising campaign to enact the Cargo Preference bill (a viola­ tion of law if federal funds were used for lobbying purposes). The questionable nature of this advertising campaign is described in the report issued October 2, 1978, by the Government Operations Committee entitled: "Problems in the Relationship between the Commerce Department's Maritime Administration and the National Maritime Council, a Private Trade Organization." The report reveals that the Maritime AdContinued on Page 29 March 1979 / LOG / 27 �Continued from Page 27 Closkey received substantial contribu­ tions from other oil and gas industry sources. As set forth, his votes reflecting the views of the oil industry in general (and SOCAL in particular) have not been limited to maritime issues. .Mr. McCloskey also received con­ tributions aggregating thousands of dollars from other sources directly and indirectly related to foreign-flag ship­ ping and foreign shipbuilding. Other major special interest contribu­ tions to Mr. McCloskey include thou­ sands of dollars from defense con­ tractor interests that would benefit from legislation he sponsored to weaken the Renegotiation Board, the watchdog agency monitoring e.xcess profits by government contractors. Mr. McCloskey's campaign con"• tributions contain other examples of his use of a double standard. For example, he made much of unproven allegations of wrongdoing in the I'.S. maritime industry. However, in 1973—a nonelection year - Mr. McCloskey re­ ported a $3,000 contribution from a "L. E. Wolfson, private investor, Jackson­ ville, Florida." (Louis E. Wolfson. a financier and former Chairman of the Board of Merritt-Chapman and Scott Corp., was convicted in 1967 for selling unregistered stock.) In addition to demonstrating the existence of a double standard, Mr. McCloskey's contributions highlight the difficulty of tracing and aggregating certain special interest contributions and suggest a serious deficiency in federal reporting requirements. Discussion 1 he list of Mr. McCloskey's anti-U.S. merchant marine positions is too long to be recounted here.' Prominent examples in the last year inrliide his denunciation of President Carter's proposal to reserve from 4.5 to 9.5 percent of U.S. oil imports for U.S. vessels, his opposition to the routine authorization of appro­ priations for maritime programs, and his recent role in stimulating attacks on the National Maritime Council. Oil Interests and Foreign Shipping: Though Mr. McCloskey has gen­ erated widespread publicity for his antiU.S. merchant marine attacks, little attention has been focused on the direct beneficiaries of his efforts; multina­ tional oil and foreign ship interests. Cargo must move. Each vessel denied to the U.S. fleet represents a vessel'for a foreign fleet. Each construction con­ tract denied a U.S. shipyard represents a contract for a foreign shipyard. In particular, multinational oil companies have been the direct benefi­ ciaries of Mr. McCloskey's efforts. This was most apparent in the controversy surrounding a preference for U.S. vessels to carry a portion of U.S. oil imports where Standard Oil Company of California, the American Petroleum Institute and other oil interests openly and vigorously oppo.sed the legislation. But it is also true more generally. To avoid American taxes, safety and pollution requirements, and labor standards, multinational oil interests have opted for huge flag-of-convenience fleets and have thus become the natural antagonists of the U.S. fleet. Additionally, multinational oil com­ panies are the legislative adversaries of the independent U.S. tanker fleet, for many of the same reasons they are the adversaries of independent producers, indenendent refiners and independent retailers. 28 / LOG / March 1979 ''Corruption" Most disturbing has been Mr. Mc­ Closkey's tendency to ignore legislative merits and to focus instead on generat­ ing an aura of alleged "corruption." He has denounced maritime as a "sick and corrupt industry"—a startling generalization considering the hundreds of companies and hundreds of thou­ sands of people involved. He has frequently impugned the integrity of bpth labor and management in the American maritime industry. He grossly exploited the indictment of former Congressman Edward Garmatz, and issued no retraction of apology when the Congressman was exonerated. He has repeatedly attacked the integrity of the Assistant Secretary for Maritime Affairs, a public servant for over 20 years. Last year, he even made totally unfounded allegations of wrongdoing against this Institute, which he will likely resume after publication of this report. In each case, Mr. McCloskey's charges received widespread publicity and did serious damage to public perception of the American merchant fleet, while the exoneration which followed in time was little noted. Moreover, in classic double-standard fashion, Mr. McCloskey remained completely silent while a litany of real violations were proven against his own constituency of multinational oil and foreign ship interests—antitrust, tax avoidance, overcharging consumers, unlawful rebating, price-fixing, and even illegal corporate campaign con­ tributions. A central therne of Mr. McCloskey's corruption charges has been campaign contributions to members of Congress, particularly by maritime labor. He has repeatedly suggested that such con­ tributions, sometimes as small as $500 or $1,000 representing scores of individ­ ual seamen's contribii^tions, were a motivation for a Congressman's sup­ port of a strong U.S. merchant marine. Unfortunately, these charges have been widely repeated and disseminated by Common Cause, the media and others. In general, the Transportation Insti­ tute does not believe that the positions of Congressmen on legislative issues are determined by campaign contributions. The overwhelming majority of Con­ gressmen, like all Americans, are people of integrity. However, Mr. McCloskey's consistent anti-U.S.-flag stance and apparent fixation with corruption and contributions suggested that additional research was required. Scope of Review Public records of Mr. McCloskey's reelection committee for the period January I, 1972, through June 30. 1978, were reviewed. The objective was to identify and aggregate special interest contributions where appropriate. This was not a simple task because of the manner in which contributions are now required to be reported. For example, multiple contributions by executives of the same company are not required to be aggregated and, there­ fore, are not easily identified. Con­ tributions by lobbyists or lawyers for a special interest bear no identification of the interest involved. Similarly, important relationships such as inter­ locking directorates are ignored in the reporting requirements. Unlike campaign contributions from .'\merican seamen (and labor generally), which are openly aggregated aftd identi­ fied, special interest contributions from management can be disguised in many ways. This, more than any single factor. may account for the uneven treatment of contributions by Common Cause and the media on maritime issues. It has simply been too muctt work to trace and dig out special interest contributions by the oil industry and Vofeign vessel interests to Mr. Mc­ Closkey and others. Although the Institute restricted itself to public documents, extensive research was required into press reports, the Martindale-Hubbell Law Directory, Moody's Industrial Manual, corporate reports, court records and other sources. Even this research probably did not yield a complete picture of Mr. Mc­ Closkey's special interest contributions. However, a clear pattern of contribu­ tions did emerge from at least two special interest sources: (1) multina­ tional oil and foreign-flag vessel in­ terests; and (2) defense contractor interests. Packard, Chairman of the Company, is a director of SOCAL. • $4,150 from Mr. Alejandro Zaffaroni, president of Alza Corporation, whose board, until 1978, interlocked with SOCAL. • $2,300 from four executives of the Signal Companies and the corporation's political action committee. SOCAL and Signal are tied by means of an interlock­ ing director. The foregoing is illustrative. Thou­ sands of dollars of additional contribu­ tions to Mr. McCloskey, either in smaller amounts or with less direct ties, are from other sources related to SOCAL and other multinational oil and gas interests. Voting on Big Oil Issues As noted, the multinational oil companies in general (and SOCAL in particular) are the major beneficiaries of "flag-of-convenience" fleets. However, Mr. McCloskey's pro-big-oil positions have not been limited to maritime issues. For example, Mr. McCloskey— The SOCAL Connection • supported legislation to strike from the Conference Report on S. 2589 (93rd For reasons already described, initial Congress) price controls on certain attention was focused on the oil crude oil; industry. That industry is the major • opposed H.R. 11793 (93rd Con­ beneficiary of "flag-of-convenience" gress) to roll back the price of domestic ships and is antagonistic to the U.S. crude oil to $5.25 per barrel and to allow merchant fleet. In particular, SOCAL prices to rise no more than 35% above owns 28 foreign ships, was a bitter the $5.25 ceiling; opponent of oil cargo preference legisla­ • opposed H.R. 7014 (94th Congress) tion, and is a leading "flag-of-conproviding the President emergency venience" exponent. SOCAL and the oil industry also standby authority to establish a civilian received special attention because of strategic oil reserve, control the price of two rather casual statements made by domestic oil, and set fuel economy standards for domestic automobiles; Mr. McCloskey: • supported an amendment to H.R. "A number i>l years ago, when / ran 7014 (94th Congress) to provide for for Congress. / was invited to meet with gradual decontrol of domestic oil prices the executives of a major oil cotnpany in but placing a ceiling of $ 11.28 per barrel San Francisco. It was represented to me on the price of new oil; that if those executives were satisfied • opposed an amendment to H.R. with my position on certain issues, / 7014 (94th Congress) to prohibit the might expect individual campaign contributions from them. . ."[Paul N. leasing of federal mineral lands—other than those on which oil deposits are McCloskey: Serial No. 9.5-11, p. 166] located—to a vertically integrated oil Addressing Mr. Lawrence Ford, company, and to prohibit granting President of Chevron Shipping Com­ pany, a subsidiary of SOCAL, Mr. Mc­ leases on oil lands to such companies if they owned or controlled competing Closkey said: interests in energy sources; "I have a great respect for your • opposed an amendment to H.R. company's counsel. It is as good a law 7014 (94th Congress) to set ceilings for firm as / have seen. When / was prices for the cost of domestic oil; considering going into politics, / was • opposed an amendment to H.R. referred to your attorneys as the most 7014 (94th Congress) to continue the knowledgeable about the political scene $5.25 per barrel price ceiling for old and how to run for office." [Serial No. domestic oil, to roll back the price of 95-11, p. 166] most other domestic oil to an average of San Francisco court records list $7.50 per barrel and to allow the Brobeck, Phleger and Harrison as President to set higher prices of other counsel to a subsidiary of Standard Oil classifications of domestic oil up to an Company of California. Members of average price of $10.00 per barrel; the firm and their immediate families • opposed adoption of the Confer­ contributed $13,775 to Mr. McCloskey ence Report on H.R. 2166 (94th Con­ as follows: gress) repealing the Oil Depletion Herman Phlcgcr 53,200 Allowance for major oil companies and Atherton Phleger 3,000 restricting foreign tax credit abuses by Hamilton Budge 1,800 major oil companies; Peter M. Folger (Parents of) 4,850 • opposed House Resolution 605 David W. Lennihan 550 Robert N. Lowry 200 (94th Congress) to disapprove and Donald D. Connors loo block the proposed plan of the President Hart H. Spiegel 75 to gradually lift price controls on In addition, two members of the firm domestic oil; and the father of Mr. Folger served on • opposed House Resolution 641 Mr. McCloskey's finance committee. (94th Congress) to disapprove of the Executives of SOCAL subsidiaries, President's plan for gradual decontrol including the President and Manager of of the price of domestic oil over a 39Flag Ships of Chevron Shipping month period; Company, directly contributed $1,090 • supported amendments to H.R. to Mr. McCloskey. 9464 (94th Congress) to end federal Sources directly tied to SOCAL by regulation of interstate gas prices, to means of interlocking,xlirectorates also deregulate natural gas prices, to end the were major contributprs to Mr. Mc­ Federal Power Commission's authority Closkey: •' C'.l K i 5 J' f; to reduce price ceilings on gas still under • $5,143 from execptives and at­ federal regulation; > torneys of Hewlett-Packard Company, • opposed H.R. 4035 (94th Congress) and Mrs. David Packard. Mr. David Continued on Page 29 Oil Industry and Foreign Shipping �Continued from Page 2 7 ministration, instead of squarely stating that the purpose of its one million dollar advertising campaign was to pass the Cargo Preference legislation, tried to cover up that purpose by defining it as "the creation of a climate in which legislation would be passed." (Emphasis added.) This was a patent fraud, and it was Mr. Brand's advice that the advertising firm relied on in proposing to use government funds to work to pass the Cargo Preference bill. Mr. Brand has every reaison to oppose my positions on the maritime industry, and it is fair that he raise reasonable questions as to my own sources of campaign funding. I have run for Congress seven times and for the Presidency once, and over $2 million has been raised on my behalf, primarily from friends and constituents in my own congressional district. Mr. Brand, however, has made a number of serious misrepresentations in his letter, and his inferences and innuendos are both unreasonable and misleading. I would like to set the record straight on his chief allegation that my votes in the Congress "have reflected the views of the oil industry in general and Standard Oil Company of California (SOCAL) in particular," and that, "Mr. McCloskey received over $26,000 from sources tied directly to Standard Oil Company through em­ ployment, legal representation and interlocking directorates." The specific facts alleged by Mr. Brand to support these statements are set forth under the title, Oil Industry and Foreign Shipping: The SOCAL Connection. The pertinent language from Mr. Brand's paper is set forth verbatim as follows, and in order that you may test Mr. Brand's thesis and accuracy, I have set forth the true facts immediately following each accusation, with ref­ erences to several letters from indi­ viduals named in Mr. Brand's letter which are attached as appendices hereto. 1. MR. BRAND'S ALLEGATION: "The SOCAL Connection"... "San Francisco court records list Brobeck, Phleger and Harrison as counsel to a subsidiary of Standard Oil Company of California. Members of the firm and their immediate families contributed $13,775 to Mr. McCloskey as follows: Herman Phleger $3,200 Atherton Phleger 3,000 Hamilton Budge 1,800 years of law practice may have given me 4,850 additional small campaign contribu­ 550 tions. This is in spite of the fact that 1 200 have never been believed to be sympa­ 100 thetic with the oil industry's positions. 75 You will note from the Petroleum (Total $13,775) Political Action Committee letter RESPONSE: The law firm of Bro­ (Attachment C) that my voting record is beck, Phleger and Harrison does not listed "as one generally adverse to the represent Standard Oil Company of position of the petroleum industry," California or any of its subsidiaries. with a 20% approval rating from the (See letter of Herman Phleger attached IPAA. as Attachment .A, and from David 4. MR. BRAND'S ALLEGATION: Lennihan, Attachment D.) Of the eight "Sources directly tied to SOCAL by lawyers listed in the firm, three were means of interlocking directorates also classmates of mine at Stanford, either as were major contributors to Mr. Mc­ undergraduates or in law school, and Closkey: one served with me in the First Marine —$5,143 from executives and at­ Division in Korea in 1951. The firm has torneys of Hewlett-Packard Company, no connection with SOCAL and yet and Mrs. David Packard. Mr. David half of the so-called "SOCAL CON­ Packard, Chairman of the Company, is NECTION" is attributed to this firm. a director of SOCAL." Mr. Phleger, former Counsel to the RESPONSE: This is a joke, since State Department in the Eisenhower David Packard, former Under Secre­ Administration has properly termed tary of Defense in the Nixon Admini­ Mr. Brand's charge "libelous per se" stration, has generally opposed me in and demanded a retraction. my campaigns for re-election, particu­ 2. MR. BRAND'S ALLEGATION: larly after I urged discussion of "In addition, two members of the firm impeachment of Nixon in 1971 and and the father of Mr. Folger served on 1973. His wife did contribute to me in Mr. McClpskey's finance committee." one election against the liberal student RESPONSE: This is true. Peter activist, David Harris, and this certainly Folger was the Co-Chairman of my must have been with the concurrence of Finance Committee in 1967 when 1 ran Mr. Packard. A number of Hewlettagainst Shirley Temple Black. Mr. Packard executives who live in my Folger is an ex-marine who served in district, and who are friends, neighbors World War II, and we share a Marine or ex-clients, have supported me over Corps background and friendship. Two the years, and the wife of one HewlettStanford classmates, David Lennihan Packard executive has managed two of and Hamilton Budge, also have served my congressional campaigns. Aside on my finance committees. But none from David Packard's service to of these people have any relationship to SOCAL as a Director, to my knowl­ Standard Oil Company. edge, neither Hewlett-Packard nor any 3. MR. BRAND'S ALLEGATION: of its executives have any tie-in of any "Executives of SOCAL subsidiaries, kind with SOCAL. including the President and Manager of 5. MR. BRAND'S ALLEGATION: Flag Ships of Chevron Shipping "—$4,150 from Mr. Alejandro ZaffeCompany, directly contributed $1,090 roni, president of Alza Corporation, to Mr. McCloskey." whose board, until 1978, interlocked RESPONSE: So far as I can tell, this with SOCAL." is also true. Larry Ford, the former President of Chevron Shipping Com­ RESPONSE: Dr. Zafferoni is one of pany, gave me $100 in 1977. In 1976, the the leading scientists in the world, and a Chevron Committee for Political contributor to the early development of Participation gave me $200. This year, the birth control pill. He was strongly 1978, Mr. Ford and the Chevron PAC opposed to the Viet Nam War and is listed in Congressional Quarterly as each gave me $100. These were the first having been the largest donor to anti­ contributions I had ever received from war candidates in 1972 of any citizen in any oil company to my knowledge, the United States. His contributions to although John Berwald, one of my me were based on my anti-war position earliest legal clients (dating from 1956), against the Nixon Administration in a close personal friend, and an executive with a SOCAL subsidiary, has given me 1972, and he has never discussed with small contributions over the years, and 1 me on any occasion any interest in oil presume other friends or clients from 14 companies or in their problems. If his Peter M. Folger (Parents of) David W. Lennihan Robert N. Lowry Donald D. Connors Hart H. Spiegel Board of Directors included a Director of Standard Oil Company, it had no reference to his campaign contributions on behalf of anti-Viet Nam War candidates. 6. MR. BRAND'S ALLEGATION: "—$2,300 from four executives of the Signal Companies and the corporation's political action committee. SOCAL and Signal are tied by means of an interlock­ ing director." RESPONSE: Forrest Shumway, President of the Signal Companies, was a fraternity brother of mine at Stanford and once persuaded me to enlist in the Marine Corps. We have been close personal friends since college, and he has contributed to my campaign (and occasionally gotten his friends to do so) in every race in which 1 have ever run in spite of his concerns over my voting record. 7. MR. BRAND'S ALLEGATION: "The foregoing is illustrative. Thou­ sands of dollars of additional contribu­ tions to Mr. McCloskey, either in smaller amounts or with less direct ties, are from other sources related to SOCAL and other multinational oil and gas interests." RESPONSE: The foregoing is indeed illustrative. No reasonable person could infer therefrom that there is evidence of substantial contributions from Stand­ ard Oil Company or their subsidiaries, or a pattern of "pro-big-oil positions" on my part as claimed by Mr. Brand. In short, Mr. Brand is a liar and deliberate deceiver whose innuendos and inferences can't stand the test of public scrutiny. He brings no credit to those elemeiits in the maritime industry which are honest and competent. 1 hope you will have the opportunity to meet Mr. Brand personally and discuss his charges and this response with him. I believe you will conclude he is one of the truly great horses' asses on the Washing­ ton scene. I would not have taken your time with this lengthy letter in answer to Mr. Brand's observations of October 6 but for the fact that Merchant Marine Committee Chairman Jack Murphy has recently announced that he will again attempt to push through Cargo Prefer­ ence this year, with Mr. Brand's usual vigorous support. I would be glad to answer any further questions you may have, or respond to any of the other claims or innuendos in Mr. Brand's letter which are not discussed herein. Sincerely, Paul N. McCloskev, Jr. Transportation Institute Study,, Continued from Page 29 to extend authority for oil price controls; • sponsored H.R. 10579 (94th Con­ gress) deregulating the price of certain natural gas taken from federal lands. [One month after the bill's introduction. Standard Oil Company of California acquired an interest in seven tracts of federal offshore lands.] Other Foreign Shipping Interests In addition to the oil industry, Mr. McCloskey received other contribu­ tions from sources related to foreignflag shipping. A few examples include: • $1,000 from two executives of Envirotech Corporation, a 50-50 joint venture partner with both Sumitomo Shipbuilding and Mitsui Shipbuilding, both Japanese companies. • $3,485 from directors, executives and counsel to Crown Zellerbach Cor- poraiion, and their families. Through .subsidiaries, the company owns five foreign-flag vessels. • $600 from Adil Arabogiu. "Hon. Cons, of Tunisia" and "Shipping Broker" with a Washington. D.C. address. • $3,100 from sources directly and indirectly tied to the Weyerhauser' Company which operates at least six foreign-built foreign-flag ve.s.sels. • $450 from the President of the Bank of California, which owns five Jap­ anese-built. Liberian-ftag vessels ac­ quired in 1973 and 1974. 'Again, the foregoing is illustrative rather than exhaustive. Defense Contracfor Interests Another special interest group which figures prominently in Mr. McCloskey's contributions is defense contractors. A few examples will suffice: Mr. McCloskey received $5,143 (already mentioned) from executives and attorneys of Hewlett-Packard Company, and their families, in fiscal year 1977. the company received $69,049,000 in prime military contracts. • Mr. McCloskey received $2,300 from four executives and the political action committee of the Signal Com­ panies, Inc. In 1977, the company received $118,312,000 in prime military contracts. • Mr. McCloskey received $2,100 from a director of Tcledvne, Inc. In 1977, the company received $304,778,000 in prime military contracts. • M . McCloskey received $1,375 from two e.xecutives and the political action committee of Watkins-Johnson Company. In 1976, the company received $2,371,000 of prime military contracts. Mr. McCloskey received additional thousands of dollars from executives of substantial defense subcontractors. Examples include: • $1,150—Vidar Corporation (one executive) • $4,400 —Raychem Corporation (two executives) • $2,100—Tymshare, Inc. (two ex­ ecutives and one lawyer) Mr. McCloskey was a leader in the effort to cripple the Renegotiation Board, the watchdog agency that monitors and recaptures excess profits by defense contractors. On March 21, 1977, Mr, McCloskey introduced H.R. 5257 which, in effect, would have put the Renegotiation Board out of business by relegating it to standby status. Mr. McCloskey also supported an amendment to H.R. 10680 (rejected by a vote of 125-251) that would have severely curtailed the powers and proposed extended life of the Renegotiation Board. These posiContinued on Page 30 March 1979 / LOG I 29 m sm �Transportation Institute Study Continued from Page29 tions were consistent with the interests of Mr. McCloskey's defense contractor contributors in general, and particularly of companies such as Watkins-Johnson and Teledyne, which were required by the Board to repay excess profits in the Conclusion In general, the Transportation Insti­ tute does not believe that the decisions of Congressmen are determined by their campaign contributions. Such allegations by Mr. McCloskey and others in connection with maritime issues should be viewed with consider­ able skepticism. At the very least, they reflect a double standard. As documented herein. Mr. Mc­ Closkey accepted special intere.st contri­ butions far greater in magnitude than contributions to other members of Congress that he criticized. Moreover, skepticism is required because media attention to contributions in connection with .a legislative issue may be more reflective of the ease of identifying those contributions than of their relative magnitude or importance. Congress should consider revising existing federal election disclosure requirements. As this case study demon­ strates. multiple contributions from corporate executives, contributions by lawyers and lobbyists without identi­ fication of the special interests they represent, and the failure to identify important relationships such as inter­ locking directorates can frustrate the disclosure objectives of existing law. Impartial Observer Views T.I.— McCloskey Debate As people who depend on a J\^ strong U.S. maritime in­ dustry for our livelihoods and who understand its importance to our national security, it is easy for us to choose sides in the Transportation Institute-Rep. Paul McCloskey debate. Since the Institute is a staunch supporter of the U.S. maritime industry, we as SIU members would naturally align ourselves with T.I. So in this regard, we were heartened to read an article from an impartial observer who com­ mented favorably on the T.I. study concerning Rep. McClos­ key. The article appeared in the Political Action Report, an independent Washington, D.C. based newsletter specializing in in-depth political reporting. The article in Political Action Report—written by its editor Nathan Muller—was not, how­ ever, totally prompted by the T.I.-McCloskey issue. Common Cause—a self pro­ claimed public interest lobbying group—released a study entitled Political Action Report ^Xomition Cause Study Flawed" I N October, Common Cause released a study on the impact of money on Congressional decision-making. At the same time, another study was com­ pleted. This one by the Transportation Institute, a non-profit research and education organization representing 160 member companies that operate vessels on the Great Lakes, inland waterways and U.S. flag-ships in domestic and international seagoing commerce. The stated goal of the Common Cause study. "How Money Talks in Congress." was to demonstrate the various ways in which political contri­ butions affect congressional decisions that have an impact on aj) of us. "Examples abound." said the report, "but one of the most blatant is the case of the 1977 cargo preference bill." The controversial bill, which would have required 9.5 percent of all oil imports be carried on U.S. flag-ships, was reported out of the House Merchant Marine and Fisheries Committee by vote of 31 to 5. According to Common Cause, mem­ bers of that committee who voted for cargo preference received a total of $82,263 in campaign gifts, but those who voted against it. only $1,000. After citing numerous instances of how the maritime interests used huge amounts of money to influence the outcome of the bill. Common Cause proclaimed: "But another campaign was also conducted one to defeat the bill, led inside the House by Rep. Pete McCloskey (R-Calif.). who also served on the Merchant Marine and Fisheries Committee . . . The goal of Rep. McCloskey. Common Cause and others was to draw enough public attention to the bill to convince legislators that it would never stand the light of day." As Common Cause noted in its study, the cargo preference bill was eventually defeated on the House floor by a vote of 257-165. "The glare of national publicity had produced some dramatic results." Common Cau.se lent credibility to its final report by lifting excerpts of a letter from Rep. Pete McCloskey which read in part: "Your publishing of the precise extentand nature of maritime industry contributions over the years created a desire on the , irt of many of my colleagues, particularly the new Mem­ bers. finally to declare their independ­ ence from the maritime lobby. I believe this was the crucial factor in changing a 31 to 5 vote for the bill in Committee to a smashing 257-165 vote on the floor." McCloskey denounced maritime as a "sick and corrupt industry" and im­ pugned the integrity of some members of the committee who had been recipi­ ents of campaign contributions from maritime interests. But two rather casual statements made by McCloskey prompted an investigation from another quarter into the real motivations of Common Cause's steadfast ally. The Transporta­ tion Institute, in its report. "Maritime Policy and Campaign Contributions." A Ca.se Study in Double Standards." revealed that McCloskey had good reasons to lead the fight against cargo preference, none of which had to do with looking out for the public interest or "declaring independence from the maritime lobby." The Institute, using the same docu­ ments and research techniques as Common Cause, uncovered a clear pattern of contributions to McCloskey's campaigns: multinational oil and foreign-flag vessel interests; and defense contractor interests, all of whom left no stone unturned to sink the Cargo Preference Bill. rhe Institute study revealed that each industry is a major beneficiary of "(lagof-convenicnce" and is antagonistic to the U.S. merchant fleet. Singled out fo-' investigation was Standard.Oil of California (SOCAL). one of the "seven sisters" of the oil industry, and a major foreign flag-ofconvenience operator. SOCAL owns 28 foreign ships, and was a bitter opponent of cargo preference legislation. ".A number of years ago. when I ran for Congress. I was invited to meet with the executives of a major oil company in San Francisco." the s^udy quotes McCloskey as saying. "It was repre­ sented to me that if those execu­ tives were satisfied with my position in certain issues, I might expect indi­ vidual campaign contributions from them..." Addressing Lawrence Ford, president "How Money Talks in Congress" in October 1978. The Common Cause article blasted maritime labor's program of supporting the election cam­ paigns of legislators who have shown that they believe in the importance of a strong merchant marine to a strong United States. At the same time. Common Cause congratulated Rep. McCloskey for his key role in defeating the 9.5 percent oil cargo preference for U.S. ships bill in 1977. Therefore, the Political Action Report, in its lirticle, reviews both the T.I.-McCloskey issue as well as issues raised in the Common Cause study. So, following is the article as it appeared in the Political Action Report. By reading it, SIU members will have a better understanding not only of the T.I.-McCloskey debate, but of the kinds of issues the SIU faces every day in Washington in our fight for a better maritime industry and job security for American maritime workers. of Chevron Shipping Company, a subsidiary of SOCAL. McCloskey reportedly said: "I have great respect for your company's counsel. It is as good a law firm as I have seen. When I was considering going into politics. I was referred to your attorneys as the most knowledgeable about the political scene and how to run for office." The attorneys McCloskey referred to were Brobeck. Phleger and Harrison, counsel to a subsidiary of Standard Oil of California. Members of that firm, and their immediate families contrib­ uted $13,775 to McCloskey. Moreover, two members of the firm and the father of Peter M. Folger. another member of the firm, served on McCloskey's finance committee. Executives of SOCAL subsidiaries, including the President and Manager of Flag Ships of Chevron Shipping Company, contributed $1,090 to his campaign. Others related to SOCAL by means of interlocking directorates were also major contributors to McCloskey, including $5,143 from executives and attorneys of Hewlett-Packard; $4,150 from the president of Alza Corporation, whose board, until this year interlocked with SOCAL; and $2,300 from four Signal Companies directors, and the corporation's PAC. SOCAL and Signal are tied by an interlocking director. According to the Transportation Institute, these examples are only illustrative of a much deeper trend. Thousands of dollars more in contri­ butions. either in smaller amounts or with less direct ties, came from other sources related to SOCAL and other multinationals with oil and gas interests. In addition to the oil industry, the study said McCloskey received other contributions from sources related to foreign-flag shipping. A few examples include: $1,000 from two executives of Envirotech Corporation, a 50-50 part­ ner with two .lapanese shipbuilding firms; $3,485 from directors, executives and attorneys of Crown Zellerbach, owner of five foreign-flag ships through its subsidiaries; $3.100 from sources tied to the Weyerhauser Company which operates at least six foreign-built, foreign-flag ships; and $450 from the President of the Bank of California, which owns five ,lapanese-built, Liberian-flag vessels acquired in 1973 and 1974. defense contractor, received $69,049.000 in prime defense contracts, while the Signal Companies received $118,312.000. McCloskey received $2.100 from a director of Teledyne. the recipient of $304,778,000 in prime defense con­ tracts; $1,375 from two executives and the PAC of Watkins-Johnson Com­ pany. the recipient of $2.371,000 in 1976 contracts. The study also noted that McCloskey was also instrumental in the attempt to cripple the Renegotiation Board, a watchdog agency that monitors and recaptures excess profits by defense contractors. McCloskey also supported an amendment that would curtail the powers of the Board and cut its lifespan—positions consistent with the interests of McCloskey's major supporters, the defense contractors, especially those of Watkins-Johnson and Teledyne which were caught bilking the government and were required by the Board to repay excess profits. The Hewlett-Packard Company, a "A central theme of McCloskey's eorruption charges has been campaign contributions to members of Congress," said the Institute report. "He has repeatedly suggested that such cojotributions, sometimes as small as $500 or $1,000 representing scores of individual seamen's.,contributions, were a motiva­ tion for a Congressman's upport of a strong U.S. merchant marine. Unfortu­ nately. these charges have been widely repeated and disseminated by Common Cause, the media and others." Overall, the study by the Transpor­ tation Institute is a fine piece of research and reporting, far surpassing anything Common Cause has done to date. Although not of the opinion that positions of congressmen on legisla­ tive issues are dictated by campaign contributions, the Transportation Institute believed research on McClos­ key was warranted because of his consistent anti-U.S.-flag stance and his apparent fixation with corruption and campaign contributions to smear the integrity of the Cargo Preference Bill's supporters. In light erf these findings. Common Cause would do well to investigate further, and choose wisely the next time it wants to pepper its work with praise from such "disinterested" and "non­ partisan" champions of the public in­ terest as Rep. Pete McCloskey. �Twenty More Qualified Men for the Engine Department Here's the end of the year QMED graduating class at the MLS in Piney Point, Md.-20 in all. Ttiey are (front row I. to r.) Major Smith Jr., Alphonse Thomas Jr., Bill Foley Randy McDonald, Chris W. Cunningham, Michael McNally, Bill Atwell, Robert Kinchen and Jose Camelo. The mid row (I. to r.) has Curtis Jackson. Luis Baddy! Frederick Reyes, Danny Johnson, die Webber and Steve Fergus. Bringing up the rear row (I. to r.) are R. W. Glaze, Edward Whisenhant, Herbert Bennett, Louis Nieves and Rafael Atehortua. Jack Parcell was course instructor. Two for LNG Safety Lifeboatmen to the Rescue Two more members completing the HLS LNG Safety Course were (I. to r.) E. Douroudous and Robert Brown. Course instructor was John Mason. Early this year (I. to r.) William R. Wood, Charles Whitehead, Ricky A. Brown and Ronald A. Mincey completed the Lifeboat Course at Piney Point. A New Cook & Baker Seafarer Robert'jf^Tzeji.sBp^^ A Chief Cook Ready to Row • With la smile of satisfaction. Chief Cook ^ J • iTimbthy Dean' holds his sheepskin. ' cook and bakern; ilnstructor Laymon Tucker did; the'' All bet for rowing is HLS lifeboat Course Qrad Ross teaching. Perrine. March 1979 / LOG / 31 �Mike Rogers Made It From Coal Passer to 2nd Engineer Hard times seem to come in cycles for the American merchant seaman. They come in like a dark tide after the latest war, lingering on a lot longer than the war itself. It was during the post-Korean War shipping slowdown that Mike Rogers decided he'd like to try his hand at seafaring. Despite the hard times, he accomplished what he .set out to do. Rogers, 48, spoke with the Lo;^ during a break in his studies at the District MEBA Upgrading Center in Brooklyn, N.Y. The former SIU mem­ ber was preparing for his second assistant engineer (motor) examina­ tion. (He has since taken the exam and passed.) The fact that Rogers recently stood for the license—and successfully— tells part of his story. Things have worked out alright for him, after he made that decision to go to sea some 25 years ago. But it didn't happen exactly according to his original plan. As Rogers himself explained it, "I tried to ship out of New York, where I was born and raised, but I just couldn't get a job." So he gravitated up to the Great Lakes where he finally shipped out as a second cook on an old Laker. For the next couple of years Rogers worked as a cook, until he switched over to the engine department as a coal passer sometime around 1954. Before hf^ left the Lakes, he had also mm LOOKING for a Future? worked as fireman and oiler. And he's been in the black gang ever since. Rogers got his first deep-sea job in 1959. It was as oiler on the SIUcontracted Liberty ship Valiant Hope. which he caught in Portland, Me. before she headed over to Tunis, North Africa, with a load of "free" (aid) grain. "We got a real good welcome over there," Rogers told us, "because the cargo was badly needed by the people." After getting back from his first deep-sea trip, signing off in Boston,' Rogers made his way back to New York, only to find himself heading back to the Great Lakes. He worked as an SIU dispatcher in Detroit for about five months, then he shipped out again. He was an oiler -mostly on Lakers -for the next six years. With one notable exception: he took a job on the C-2 Maiden Creek (Water­ man) on a round-the-world voyage. Before quitting the Lakes for good, and retiring his book in the SIU to become a MEBA engineer, in 1966, Rogers worked on the coal-fired Lakers G.A. Tomlinson and the 5>7vania. The Sylvania, a bulk-carrying self-unloader, is one of those ships that doesn't die easily: she was built in 1905, and is still operating up on the Lakes (she was lengthened and modernized in 1958, though she's still coal-fired). In spite of the fact that Rogers shoveled a lot of coal in his days on the Lakes, he still has fond memories of that experience. "The work on the Lakes was kind of nice," he explained, "the work was hard—especially the coal passing—but we went into a lot of small towns for two or three days at a time. We were welcomed persons in those places, and we had a chance to go fishing and do such things as visit some of the Indian reservations up there." Rogers upgraded to third assistant engineer in 1966 and was soon on the Vietnam ammo run, first on the Rice Victory and then on the Bessemer Victory. He upgraded to second assis­ tant (steam) in 1970, working in that capacity on the Mohawk, also on the Vietnam run, for another three years. The war is behind him and Rogers has weathered the resultant shipping slowdown. We'd like to think that shipping will continue to improve before it gets worse, but we wouldn't bet on it. The best way for any seaman to prepare for what is usually an uncer­ tain future in our business, is to follow Mike Rogers' example: upgrade. Rogers has made a worthwhile investment in the time he has spent upgrading. "The opportunities to upgrade are there for all seamen," he said, "much more than they used to be. And if I'm not a chief engineer now, well that's my own fault." Mike Rogers need not fault himself for anything. Anyone who can work his way up from coal passer to second assistant (steam and motor) is doing darn well in preparing for whatever lies ahead. Look at the Upgrading Courses at HLS THESE COURSES STARTING SOON: LNG—April 30, May 28 OMED—May 28 FOWT—May 10 Marine Eiec+rical Maintenance—April 30 Refrigeration Systems Maintenance & Operations—June I I Diesel Engines—May 28 AB—April 26 Towboat Operator Scholarship Program—July 9 (Completed Applications must be received by June 9.) Celestial Navigation—April 30 Chief Steward—April 30, May 28 Chief Cook—May 14 Cook and Baker—May 14 Lifeboat—May 10. May 24 Tankerman—May 10, May 24 To enroll, see your SIU Representative or contact: Harry Lundeberg School Vocational Education Department Piney Point, Maryland 20674 Phone: (301) 994-0010 32 / LOG / Marcfi 1979 During a visit to the Log office, MEBA upgrader Mike Rogers and his wife Rose Marie look over a photo of a Liberty ship, the type Rogers sailed on In his first deep-sea assignment. '^Right-to-Work' Measure Killed in West Virginia A "right-to-work" measure intro­ duced in the West Virginia State Legislature for the first time in 21 years has been rejected unanimously by the Senate Labor Committee. A subsequent motion to reconsider the anti-labor, bill was also turned down by a unanimous vote. The bill could be reintroduced again in either the House or Senate during the • current session of the legislature, but the action appears unlikely because of its double rejection by the Senate commit­ tee, the West Virginia AFL-CIO said. State AFL-CIO President Joseph W. Powell said that attempts to outlaw the union shop in West Virginia do not come as a surprise in view of recent efforts of the National Right to Work Committee in Missouri, Illinois, New Mexico and other states. In testifying before the legislature, Powell warned that passage of the bill would raise serious problems in the state by "voiding many existing labor agreements, creating unrest and chaos in existing labor-management relations and relegating our citizens to a chickenplucking economy." The state labor federation pointed out that in the 20 states that have "right-towork" laws in effect, the average per capita income in 1977 was $6,327. This compares with an average of $7,344 in the non-right-to-work states, it noted. �^ Recertified Bosun Malcolm M. . Cross, 63, joined the SlU in 1944 in the port of New York. Brother Cross also has a 3rd mate's license. He was elected to Union office in 1957 and helped in SlU organizing drives in San Juan. Seafarer Cross attended a Piney Point Crews Conference in May 1971 and grad­ uated from the Bosuns Recertification Program in July 1975. He was an SlU representative at the Working Americans Folk Festival in Washing­ ton, D.C. He is a veteran of the U.S. Army in World War II. A native of Minneapolis, Minn., he is a resident of Carson, Calif. Valloyd L. Foisy, 64, joined the Union in the port of Lorain, Ohio in 1961 sailing as a lineman for the oGreat Lakes Towing Co. from 1950 to 1979 and for the American Steamship Co. Brother Foisy was a member of the Carpenters Union Local 2291 from 1939 to 1946. He is a veteran of the U.S. Army in World War 11. A native of Lorain, he is a resident there. John Walken, 66, joined the SIU in 1947 in the port of New York sailing as a bosun and quarter­ master. Brother Walken hit the bricks in the 1962 Robin Line beef and the 1965 District Cqijncil 37 strike. He also did some organizing during the longshoremen's beef. In 1974, he got his quartermaster endorsement at Piney Point. Sea­ farer Walken was born in Germany and is a naturalized U.S. citizen. He is a resident of Howell, N.J. John D. Wright, 64, joined the SIU in 1943 in the port of New York sailing as a fireman-watertender. Brother Wright sailed 43 years. He walked the picketline in the 1961 Greater N.Y. Harbor beef. Seafarer Wright was born in Canada and is a naturalized U.S. citizen. He is a resident of Brooklyn, N.Y. Vincent T. Garvey, 66, joined the SIU in the port of New York in 1954 sailing as an AB. Brother Garvey sailed 34 years. He is a veteran of the U.S. Army in World War II. Born in Brooklyn, N.Y., he is a resident of Lynbrook, L.I., N.Y. John F. Sabowski, 68, joined the Union in the port of Detroit in 1960 sailing in the steward department. Brother Sabowski was born in Marinette, Wise, and is a resident of Superior, Wise. Fred M. Hazard, 65, joined the SIU in the port of Mobile in 1950 sailing as a bosun. Brother Hazard sailed 41 years. He is a veteran of the U.S. Navy's Seabees during World War Ik A native of Missis­ sippi, he is a resident of Mobile. Harry K. Pillars, 76, joined the Union in the port of Ashtabula, Ohio in 1961 sailing as an oiler and AB for the Great Lakes Towing Co. from 1953 to 1979. Brother Pillars is a former member of the NMU. He is a verteran of the U.S. Navy in both World War 1 and 11. Laker Pillars is a resident of Ashtabula. John Manen, 62, jbined the SIU in 1947 in the port of Baltimore sailing as a QMFD since 1976. He also had an engineer's license. ) Brother Manen sailed 34 years. He was born in Texas and is a resident of Wister, Okla. Jons A. Karlsson, 65, joined the Union in the port of Mobile in 1956 sailing as an oiler for the G «fe H Towing Co. from 1960 to 1979. Brother Karlsson also sailed deep sea with the SIU. He was born in Sweden and is a naturalized U.S. citizen. Boatman Karlsson is a resident of Houston. Jennis S. Alexander, 63, joined the Union in the port of Norfolk in 1961 sailing as a chief engineer. Brother Alexander sailed on the tug Joan McAllister (McAllister Brothers) from 1959 to 1979. He also sailed for the> Curtis Bay Towing Co. from 1945 to 1959. Boatman Alexander was a member of MEBA, the NMU, ILA and the UMW District 50 at various times from 1945 to 1961. Born in Eliza­ beth City, N.C., he is a resident of Chesapeake, Va. Maxwell E. "Jake" Longfellow, 60, joined the SIU in 1938 in the port of Mobile sailing as a chief steward. Brother Longfellow sailed 43 years. He was a member of the ISU in 1937. Born in Warsaw, Ind., he is a resident of Kemah, Tex. William N. Sears, 6!, joined the SIU in 1938 in the port of Savannah sailing as an AB and deck engineer for 36 years. Brother Sears was born in Florida and is a resident of Jacksonville. Edgar D. Murphy, 65, joined the SIU in the port of Baltimore in 1958 sailing as a fireman-watertender. Brother Murphy is a former mem­ ber of the Teamsters Union. He is a veteran of the U.S. Navy in World War 11. Seafarer Murphy was born in Baltimore and is a resident of White Marsh, Md. • Henry S. George, 63, joined the Union in the port of Norfolk in 1960 sailing as a captain and pilot for the McAllister Brothers Towing Co. from 1957 to 1979 and for Dauntless Towing, Norfolk Dredging and the Curtis Bay Towing Co. from 1938 to 1955. Brother George is a former member of the UMW District 50 from 1960 to 1961. He was born in Fishman-Foxwells, Va. and is a resident of Whitestone, Va. Melvin J, Hamilton, 53, joined the Union in the port of Baltimore in 1957 sailing as a chief engineer. Brother Hamilton was formerly a member of the ILA. He is a veteran of the U.S. Coast Guard during World War 11. Born in Baltimore, he is a resident there. Social Security Raises Limit on Earned income G oing on Social Security doesn't mean you have to give up work­ ing. You can work after retirement and still collect Social Security benefits, but there is a limit on how much you can earn. This year and in the years ahead, that limit will be raised to keep pace with inflation. If you decide to work after you retire, it is important to keep informed about these changes because they can affect the amount of your benefits. The increase in this year's earned income limit depends upon age. But for most retirees, who are between the ages of 65 and 72, the 1978 limit of $4,000 will be raised to $4,500 in 1979. The ceiling on annual earnings for Social Security beneficiaries under the age of 65 also has been raised from $3,240 to $3,480. In all cases, if you earn more than the limit in your age category, your yearly Social Security benefits will be reduced by JSl for every $2 of excess earnings. For example, if you fall into the first age category and make $5,000, or $500 above the $4,500 limit, half of that excess amount, or $250, will be de­ ducted from your total Social Security benefits for the year. If you work after retirement-you are expected to file an annual report of your earnings with the Social Security Administration by April 15. This includes a statement of your income for the previous year and an estimate for the current year. If you go over the income ceiling, adjustments will be made in the amount of your Social Security checks following this report. Some Exceptions There is an exception to the $4,500 yearly limit for retirees between 65 and 72 who are just starting retirement in 1979. Instead of computing the limit on a yearly basis, the Social Security Administration will consider your earnings month by month to determine whether or not you can receive full benefits. In other words, if 1979 is your first year of retirement, you can earn a total amount over the yearly $4,500 limit and still receive full benefits for any month in which you do not exceed a salary of $375. For example, you could earn $10,000 as an employee between Jan­ uary and July and receive no benefits, but then pick the benefits up again for any month after that time in which your earnings fall back to $375 or below. If you are self-employed during your first year of retirement, you can receive full Social Security benefits as long as you do not perform"what is considered "substantial services in self employ­ ment." This varies according to your profession, but generally the limit is 45 hours of self employment a month. Remember, these exceptions apply only to retirees between 65 and 72 and end with the first year of retirement. After that, your earnings must fall below the regular yearly limit foi your age category. Currently, persons 72 or older are not restricted on the amount they can earn after retirement. In 1982, however, this age cutoff will drop to 70. Until then, retirees between 65 and 72 can look forward to continued increases in earnings limits. In 1980, the ceiling will rise to $5,000; to $5,500 in 1981 and to $6,000 in 1982. Thereafter.,,, the increase each year will be tied to average wage levels of employees covered by Social Security. The earnings limit for people under 65 on Social Security also will go up to keep pace with increases in annual covered wages. Social Security will announce the new limits for each year in November of the previous year. $200 Goes to SPAD! New Pensioner Francisco S. Costa (left) who just gave $200 to SPAD also gives a two-handed shake to SIU New York Rep John Dwyer. Brother Costa remembers well being on the SS Houston when she went down in January 1973. March 1979 / LOG / 33 �Robert Lee Garrett Jr., 23, died on Jan. 6. Brother Garrett joined the SIU in the port of Piney Point in 1974 sailing in the stew­ ard department. He sailed on the 5*5 American Victory (American SS Co.). Seafarer Garrett was born in Baltimore and was a resident there. Surviving are his mother, Mrs. Doris Bowen; a brother, Donald and his grandfather, Oran H. Ballard, both of Baltimore. Pensioner George Washing­ ton Trippe Jr., 57, died of cancer in the Bapti-st Medi­ cal Center, Birm­ ingham, Ala. on ^ Nov. 23, 1978. f Brother Trippe joined the ,S1U in the port of Mobile in 1952 sailing as a cook. He was born in Alabama and was a resident of Lipscomb, Ala. Burial was in Elmwood Cemetery, Birmingham. Surviving are his widow, Dorothy; a son. Seafarer Ronald Trippe of New Orleans and three daughters, Lilla, Janice and Roxanne. Ronald M . Hosford, 42, died on Jan 20. Broth­ er Hosford joined the Union in the port of Baltimore in 1959 sailing as an oiler. He sailed for 25 years. Laker Hosford was born in Malin, Ohio and was a resident of Norwalk, Oh>o. Surviving is his father, Manford of Norwalk. Pensioner Walter Jay Burdick, 65, succumbed to a heart attack in the Os­ wego (N.Y.) Hos­ pital on Dec. 25. Brother Burdick joined the Union in 1945 in the port of Buffalo, N.Y. sailing as a dredgeman for the Great Lakes Dredge and^ Dock Co. in Chicago, 111. Laker Burdick was born in Oswego and was a resident there. Interment was in Hillside Cemetery, Scriba, N.Y. Surviving are his widow, Marion and a son. Jay. Stanley Jakuboski, 64, died on Dec. 22. Brother Jakuboski joined the Union in the port of Detroit in 1960 sailing as an AB for the Wis­ consin and Michi­ gan Co. from 1965 to 1970. He sailed 26 years. Laker Jakuboski was a veteran of the U.S. Navy in World War 11. He was born in Detroit and was a resident of Royalton, Mich. Surviving are three brothers, George of West Frankfort, 111., Victor of Oaklawn, 111. and Edward of Royalton. 34 / LOG / March 1979 Pensioner Greg­ ory J. Bruno, 58, died of broncho­ pneumonia in the New Orleans USPHS Hospital on Dec. 13. Broth­ er Bruno joined the Union in the port of New Orleans in 1956 sailing as a 2nd steward and cook for Dixie Carriers from 1964 to 1969. He sailed 25 years. Boatman Bruno was a former member of the AFL-CIO Bakers Union-Local 35. He was a veteran of the U.S. Navy in which he lost a leg. Born in Reserve-La Place, La., he was a resident of New Orleans. Interment was in the Hope Mausoleum, New Orleans. Surviving are his widow, Marie and two daughters, Deanna and Lisa. James Brooks Johnston Jr., died i of a heart attack in the Norfolk USPHS Hospital on July 12, 1978. Brother Johnston joined the Union in the port of Piney Point in 1972 sailing as a barge captain of the Auntie Mame (Steuart Transportation) from 1976 to 1977 and for the company from 1972. He also sailed as a tankerman and AB. Capt. Johnston was a veteran of the U.S. Army in World War H. He was born in Norfolk and was a resident of Mobjack, Va. Burial was in the Rosemont Cemetery, Sedley, Va. Surviving are his widow, Bessie and a daughter, Victoria. ,i Carl L. Westlund, 43, died on Dec. 24. Brother Wcstlund joined the Union in the port of New York in 1970 sailing as a fireman - watertender and oiler maintenance. He sailed 16 years. Laker Westlund was a veteran of the U.S. Navy during the Korean War. He was born in Elk Rapids, Mich, and was a resident there and in Pinellas Park, Fla. Surviving are two sons, Robert and Richard and his mother. Opal of Elk Rapids. Homer A. Berwick, 49, was dead on arrival of a heart attack at the Cameron Hospital, West Cacasiew, La. on Nov. 1, 1978. He had been taken off a tug at the Cities Service Dock, Sulphur, La. Brother Berwich joined the Union in Port Arthur, Tex. in 1977 sailing as a tankerman and cook for the Sabine Towing and Transportation Co. in 1978, for the Slade and Southern Co. and on the Tu^-Barge Charles E. Brown ///(Higman)from i 975 to 1978. He was also a member of the Carpenters Union, Local 100 and he was a pipefitter. Boatman Berwich was born in Bessmay, Tex. and was a resident of Buna, Tex. Burial was in Antioch Cemetery, Buna Surviving are his widow, Betty Jo; a son, David; his mother, Daisey of Buna and a sister, Mrs. Sarah M. Snoke, also of Buna. Pensioner William E. Hart, 55, died on Jan. 1. Brother Hart joined the SIU in the port of New York in 1955 last sailing as a QMED. He sailed 34 years. Seafarer Hart hit the bricks in the 1961 N.Y. Harbor beef. He was a veteran of the U.S. Navy in World War H. Born in New York City, he was a resident of Bisbee, Ariz. Surviving are a brother, T. J. McCarthy of Queens, N. Y., N. Y.; a sister, Mrs. E. (Mary) Hadley of Jamaica,N.Y. and a niece,Geraldine Mallett of Bisbee. Merrill E. Liftie, 55, died in Chicago, 111. on Dec. 5. Brother Little joined the Union in the port of Chicago in 1968 sailing as a watchman for the Amer­ ican Steamship Co. from 1968 to 1978. He sailed 34 years. Laker Little was also an artist. He was a veteran of the U.S. Marine Corps during World War H. Born in Iron River, Wise., he was a resident there. Surviving are his mother, Mrs. Violet McCauley of Iron River; a brother, Lloyd, also of Iron River and two sisters, Lorraine of Allegan, Mich, and Lauri. Pensioner Tage Harry "Swede" Roslund, 75, died of lung failure in South Baptist Hospital, New Or­ leans on July 24, 1978. Brother Ros­ lund joined the SIU in 1940 in the port of Mobile sailing as a bosun. He sailed 51 years. Born in Sweden, he was a naturalized U.S. citizen. Seafarer Roslund was a resident of New Orleans. Pensioner Vic­ tor V. Sanabria, 49, died in San German, P.R. on Jan. 3. Brother Sanabria joined the SIU in the port of New York sail­ ing as a cook and in the engine department. He sailed 25 years. Seafarer Sanabria was on the picketline in the 1961 N.Y. Harbor beef. He was born in Puerto Rico and was a resident of Aquadilla, P.R. Surviving are a son, Victor Jr.; his mother, Petra of Aquadilla and two sisters, Luisa of Ensenada, P.R. and Mercedes of Aquadilla, Pensioner Gabriel C. Olson, 81, died of a stroke in the Bethany Methodist Hospital, Chicago, 111. on Dec. II. Brother Olson joined the Union in the port of Chicago in 1961 sailing as a scowman and dredgeman for 45 years. He was a local steward for the Merritt, Chapman and Scott Co. from 1926 to 1967. Laker Olson was a former member of the International Dredge Workers Union. Born in Haugesund, Norway, he was a resident of Chicago. He was a naturalized U.S. citizen. Burial was in Mount Olive Cemetery, Chicago. Surviving are two sons, the Rev. Kenneth R. Olson of Wheaton, 111. and Robert and a daughter, Mrs. Alice Gronwick of New Port Richey, Fla. Pensioner Charles J. Senn, 71, passed away from heart failure on arrival at the Chilton Memorial Hospital, Pequannock, N.J. on Dec. 11. Brother Senn joined the Union in the port of New York in 1967 sailing as a tug deckhand for the Erie-Lackawanna Railroad from 1927 to 1972 and for the Phoenix Transportation Co. from 1924 to 1927. He was born in Weehawken, N.J. and was a resident of Pequannock. Inter­ ment was in the Pompton Reformed Church Cemetery, Pompton Lakes, N.J. Surviving are his widow. Alberta; a son, Robert and three daughters, Florence, Charlene and Shirley. Charles J. Pascoe died in the Marine Hospital, Seattle on Nov. 4, 1978. Brother Pascoe sailed on the SS Roswell Victory, SS Bangor, SS Pilot Rock and the Sea-Land Galloway from 1960 to 1966. He was a resident of Portland, Ore. Surviving are his widow. Rose and two sons, Michael and Richard. Frederick J. N. Mitchell, 59, died in Houston -on Oct. 18, 1978. Brother Mitchell joined the SIU in the port of New York in 1953 sail­ ing as a chief pumpman. He sailed 43 years. Seafarer Mitchell was a veteran of the U.S. Army in World War II. Born in Cashing, Okla., he was a resident of Houston. Interment was in Houston National Cemetery. Surviving are his widow, Georgia; his mother, Eva ofNederland, Tex.; a sister, Mrs. D. A. Golda Baker of Salinas, Calif, and a stepdaughter, Roselin. f n jp^S^ h Pensioner James Lyness, 70, passed away on Lyness joined the r SIU in the port of Seattle in 1969 sailing as an AB and deck mainte­ nance. He sailed 37 years and was a former member of the IBU of the Pacific. Seafarer Lyness also attended a Piney Point Educational Conference. He was born in Ireland and was a resident of Seattle. Surviving are his widow, Doretha and a son, William. Jessie E. Col­ lins, 54, died in San Jose, Calif, on Jan. 7. Bro­ ther Collins had joined the SIU in 1944 in the port of Baltimore sail­ V ing deck maintenance. He sailed 27 years. A native of Trenton, Fla., he was a resident of Morgan Hill, Calif. Cremation took place in the Los Gatos (Calif.) Me­ morial Park Cemetery Crematorium. His ashes were scattered on the Pacific. Surviving is a sister, Mrs. Cynthia Fiscus of Claremont, Fla. Emile "Dutch" Degan, 86, passed away on Nov. 30, 1978. Brother Degen joined the SIU in 1940 in the port of Houston sailing as a fireman-watertender. He sailed for 25 years. Seafarer Degen was a veteran of the U.S. Arm)?^ in World War 1. Born in Holland, he was a resident of Harris, Tex. Reginald J. Beaty, 23, was lost at sea off the 5*5 Boston (SeaLand) between Kingston, Ja­ maica and Houston. Brother Beaty joined the SIU in the port of New York in 1978 sailing as a wiper. He was born in Queens, N.Y. and was a resident of Brooklyn, N.Y. and Columbia, S.C. Surviving are his widow, Barbara; a child and his mother, Betty Mae of Brooklyn. Pensioner Ruperto N. Gautier, 69, passed away from lung failure in the Bayamon (P.R.) Regional Hospital on Oct. 17, 1978. Brother Gautier joined the SIU in 1939 in the port of Natanjilo, P.R. sailing as a cook. He sailed 31 years. Seafarer Gautier was born in Catano, P.R. and was a resident there. Surviving are his widow, Lula and a sister, Mrs. Carmen Martinez. �DELTA SUD (Delta Steamship), January 8—Chairman, Recertified Bosun T. Radich; Secretary E. Viera; Educational Director J. C. Dial; Engine Delegate E. Welch. $71 in ship's fund. No disputed OT. Chairman reports that this has been a good trip and everyone observed safety rules and there have been no accidents. A vote of thanks was given to the entire steward department for a job well done with the Christmas dinner. The crew really enjoyed it and appreciate the amount of work that went into turning it out. SEA-LAND COMMERCE (SeaLand Service), January 7—Chairman, Recertified Bosun Lothar Reck; Secre­ tary E. Caudill. $130 in ship's fund. No OVERSEAS ARCTIC (Maritime disputed OT. Chairman noted that there Overseas), January 7—Chairman, will be a Coast Guard inspection in Recertified Bosun N. F. Beavers; Seattle this trip. Also discussed the Secretary Ken Hayes; Educational importance of donating to SPAD. A Director F. Reyes; Deck Delegate Jerry vote of thanks to the steward depart­ McLean; Engine Delegate Gerald W. ment for a fine Christmas dinner. Anderson. $6 in ship's fund. Chairman Observed one minute of silence in discussed the importance of donating to memory of our departed brothers. Next SPAD and the report on the new port Seattle. retirement plan in effect this month. DELTA BRASIL (Delta Steamship), Report to Log; "Steward Ken Hayes has January 7—Chairman, Recertified applied for the LNG school and several Bosun M. Olson; Secretary A. Estrada; others are also waiting to hear from Educational Director Hugh F. Wells; Piney Point." Deck Delegate Joe Cave; Engine Delegate Joel W. Spell. Some disputed ERNA ELIZABETH (Hudson OT in deck department. It was noted Waterways), January 28—Chairman, that all new entry ratings at the Harry Recertified Bosun E. K. Bryan; Secre­ Lundeberg School should be instructed tary D. Bronstein; Educational Director in the fundamentals of swimming and G. Dalman. No disputed OT. Chairman safety when boarding and disembarking held a discussion on men going to school ships via launch service. That all entry for the LNG course. How it offers a ratings should be afforded this oppor­ much better opportunity for more jobs tunity as an added safety feature prior to and better pay in the merchant marine going to sea. Observed one minute of today. Secretary offered a vote of silence in memory of our departed thanks for the article that appeared in brothers. Next port Vera Cruz. the December Log about stewards going to school to learn first aid and to be able BALTIMORE (Sea-Land Service), to administer it at needed times aboard January 28—Chairman, Recertified ship. A vote of thanks to the steward Bosun Jose L. Gonzales; Secretary department for the gumbo and all types George W. Gibbons; Educational of bar-b-que. Director W. J. Dunnigan. $15.25 in ship's fund. No disputed OT. Chairman EILEEN (Hawaiian Eileen Corp.), discussed the importance of donating January 3—Chairman K. C. McGregor; to SPAD and read the letter about the Secretary J. Doyle. No disputed OT. upcoming Bosun Recertification Pro­ Chairman discussed the importance of gram for the men that are interested. donating to SPAD. The ship's com­ Letter was posted on the bulletin board. mittee and crew extended their sincere Educational Director requested all sympathy to Brother Earl Shepard's members who needed help to ask for it. family. He will be missed by all. May The steward department gave a vote of God rest his soul. Observed an extra thanks to the crew for keeping the minute of silence in memory of Brother messroom and pantry clean. A vote of Bull Shepard. A vote of thanks to all in thanks to the steward department for a the steward department for a great job well done. Observed one minute of delayed Christmas dinner. Report to silence in memory of our departed Log: "From the crew we wish all our brothers. Next port Philadelphia. officials and Union brothers, a Happy and Prosperous New Year." Next port SEA-LAND ECONOMY (Sea-Land Callao, Peru. Service), January 21—Chairman, Re­ certified Bosun A. McGinnis; Secretary Official ship's minutes were also L. Nicholas; Educational Director W. SEA-LAND TRADE Drew; Deck Delegate B. Jarratt; Engine JEFF DAVIS Delegate J. R. Graydon; Steward DEI RIO Delegate R. Aumiller. $186 in movie GREAT LAND fund. Some disputed OT in deck LNG CAPRICORN department. Chairman introduced and COLUMBIA discussed the new safety program TEX inaugurated by Sea-Land Service. COVE ENGINEER Secretary reported that the ship's POINT SUSAN gangway and bus service was brought OVERSEAS HARRIETTE up at the safety meeting with assurance BANNER that these points are being discussed by SEA-LAND GALLOWAY the Company since there is a new ANCHORAGE doeking facility at Houston, Barbaras JACKSONVILLE Point. Observed one minute of silence in COMMERCE memory of our departed brothers. Next COVE SPRINT port Houston. DELTA PERU SEA-LAND FINANCE (Sea-Land MAINE Service), January 31—Chairman, Re­ SANTA MARIA certified Bosun J. Spuron: Secretary A. ZAPATA COURIER Reasko; Educational Director Hacker. BRADFORD ISLAND No disputed OT. Chairman held a BEAVER STATE discussion on the importance of donat­ PHILADELPHIA ing to SPAD. Educational Director TAMPA advised all crewmembers to go to CAROLINA upgrading school and to LNG school. OVERSEAS VALDEZ A vote of thanks to the steward TAMARA GUILDEN department for a job well done. LONG BEACH (Sea-Land Service). January 28—Chairman, Recertified Bosun John Japper; Secretary D. B. Smith; Deck Delegate Elmer Schroeder. No disputed OT. Chairman discussed the merits of upgrading at Piney Point and the importance of donating to SPAD. All communications received were read and posted. A vote of thanks to the steward department. POTOMAC (Hudson Waterways), January 14—Chairman, Recertified Bosun L. Rodrigues; Secretary H. L. Collier; Steward Delegate Robert Lee Scott. No disputed OT. Chairman read a letter received from Headquarters from Brother Campbell concerning Bosun Recertification. A hearty vote of thanks was given to the steward department for their efforts. They were short handed and acting Steward Robert Scott, Cook & Baker and Third Cook John Loprette and three first trippers did a wonderful job preparing Christmas dinner. PISCES (Apex Marine Corp.), January 14—Chairman, Recertified Bosun B. Hager; Secretary J. Miller; Educational Director Jordan. $7.85 in ship's fund. No disputed OT. Chairman noted that Holiday greetings were received from our Union President Paul Hall. Also wished to thank all depart­ ments for their cooperation. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. Next port Jacksonville. SUGAR ISLANDER (Pacific Gulf Marine), January 27—Chairman, Re­ certified Bosun Pete Garza; Secretary J. Samuels. $20 in ship's fund. No disputed OT. Chairman discussed the import­ ance of donating to SPAD. A vote of thanks was extended to every man on the ship because they all deserve it. received from the following vessels: SEA-LAND PITTSBURGH OVERSEAS JOYCE HOUSTON ALLEGIANCE SAN PEDRO OGDEN CHALLENGER DELTA COLOMBIA CHARLESTON MONTPELIER VICTORY DELTA ARGENTINA SEA-LAND MARKET SEA-LAND PRODUCER ULTRAMAR DELTA AFRICA OVERSEAS ULLA INGER ARTHUR MIDDLETON ROBERT E. LEE DELTA NORTE MAYAGUEZ DEL ORO WORTH COVE RANGER MOHAWK WALTER RICE PANAMA AMERICAN EXPLORER (Hudson Waterways), January 7—Chairman R. F. Garcia; Secretary A. Hassan; Edu­ cational Director Esposito; Deck Delegate Jim Spencer; Engine Delegate Allison Herbert; Steward Delegate Rudolph Winfield. No disputed OT. On the bulletin board an article from Sunday, January 7, 1979, Tampa paper was posted entitled "Coast Guarr. Burdened by Antiquated Maritime Laws" for crew to read. Chairman also suggested that the crew read the Log that was received on December 19, 1978. A vote of thanks to the steward department for a job well done. LNG ARIES (Energy Transporta­ tion), January 14—Chairman, Recerti­ fied Bosun R. D. Schwarz; Seeretary G. DeBaere; Educational Director W. Stein; Deck Delegate T. Reading; Stev/ard Delegate R. Wike. No disputed OT. Chairman held a discussion on seamen getting veteran benefits and manning scales whieh will affect all our ships and jobs that appeared in the November Log. Requested all members to read the Log so you will know what is going on in the Union. A vote of thanks to the steward department. AMERICAN HERITAGE (Apex Marine Corp.), January 28—Chairman, Recertified Bosun Frank Teti; Secretary M. Deloatch; Educational Director A. Bligen; Deck Delegate Joseph Olson; Steward Delegate Teddy Aldridge. No disputed OT. Chairman discus.sed the importance of young Seafarers upgrad­ ing them.selves for more pay and better job seeurity and also the importance of donating to SPAD. Chairman also spoke for himself and the entire crew when he extended a sincere vote of thanks for the good food and good menus and the preparation by the Steward Marvin Deloatch and the Chief Cook Teddy Aldridge. Their job was more than well done. Gourmet meals is the way to describe it. The cooperation among all is the best we have seen on any ship. Next port Stapleton, S.L, N.Y. LNG GEMINI (Energy Transporta­ tion), January 2! —Chairman, Recerti­ fied Bosun Charles Boyle; Secretary Frank Costango; Educational Director John Fedesovich; Deck Delegate Ger­ ald Lopez; Engine Delegate Tom Curtis; Steward Delegate Larry Dockwiller. No disputed OT. Chairman reminded everyone that around the first week in March most of the crew will be paying off. It is important that all of us contact our nearest Union hall to register, apply for vacations and bring ourselves up to date with dues and monies due in order to be members in good standing. A vote of thanks to the steward department especially for the Holiday dinners and treats. Next port fobato, Japan. SEA-LAND VENTURE (Sea-Land Service), January 28 -Chairman, Re­ certified Bosun W. J. Bobalek; Secre­ tary Roy R. Thomas. No disputed OT. $26 in ship's fund. Chairman held a di.scussion on the articles that appear in the Log. Also on the importance of donating to SPAD. Reminded the crew to wear hard hats on deck. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. Next port New Orleans. SEA-LAND GALLOWAY (SeaLand Service), January 21—Chairman, Recertified Bosun George Burke; Seeretary O. B. Smith; Steward Dele­ gate Domingo Ortiz. Some disputed OT in engine department. Chairman gave the crewmembers a talk on safety aboard ship and that everyone should read the notice posted by the Master covering the subject. Secretary reported that all members who qualify should upgrade for better jobs. A vote of thanks to the steward department for a job well done. March 1979 / LOG 35 �Your Name Shouldn't Be on This List In a recent mailing to the membership by the Seafarers Pension Plan, it was found that a total of S37 members from the deep sea. Great Lakes and inland waters areas could not be reached because they have incorrect, illegible or incom­ plete addresses on file with the Plan, Below is a complete listing of the names and Social Security numbers of these people. If your name is on this list, it is suggested that you notify the Seafarers Pension Plan of your correct address as soon as possible. Send your correct address to Seafarers Pension Plan, 675 4th Ave,, Brooklyn, N,Y, 11232. Abdulla, K. Abdulla, A Abshire, J Acabeo, V Accord, Jr.. H Adamisin, G Adams, F Adams, A Adams, J Adams, W Adams, C Adorno, A Ahmed, M Albarran, E Alcox, J Alexander, A Allbritten, J Allen, J Allen, K Almodovar, 1 Alvarado, S Al/awkari, A Anavitate, F Anderson, A Anderson, T Anderson, W Anderson, 1Andicoeciiea, J Antu, R Arnold, R Aseione, R Ashworth, W Asmont, .1 Asumari, 11 Atkinson, M Attiek, A Atwell, A Aubain, F Aubrv, J Austin, E Austin, Jr., M Ayala, J Babbitt, W Backus, R Bae/, V Bailey, L Balagtar, M Balbih, T Ballay, R Barnes, W Barnes, S Barth, \V Bartliolmey, S Bateinan, Jr., R Bauer, W Beale, R Beamon, Jr Beeraft, R Bcdair, R Behrcns, C Belcher, J Bell, S Bell, S Benedict, J Bcrger, S Bethel, E Bevette, S Biekford, H Bigley, M Billiter, M Biondo, J Blaekwell, A Blake, R Bla/ina, C Bluitt, 1 Bodge, J Bodie, A Booth, J Born, B Bolana, J Bowen, R Bowler, Jr., 1 Bowman, R Bovd, J Boykin, J Bradford, F Bray, J Breaux, Jr., W Brengle. J Brennceke, C Brewer. E Broadus, E Broadway, J Brock, R". ; Broglcn, G Brooks, S Brooks, W Brown. A Brown. R Brown, B Brunson, L Brvan. H Buiaii. R Bureh. W 278^8-1154 050^4-0815 138-36-0406 096-14-5645 135^8-9328 204-16-8254 216-62-6706 230-94-5573 435-60-0117 497-22-8642 522-86-7721 581-92-7929 274-30-1401 217-16-5854 422-01-1754 223-58-6066 401-36-8565 432-58-4463 437-84-2811 056-46-1870 525-50-6496 115-46-3919 484-66-5102 080-26-6054 223-72-0950 527-64-9414 514-18-4345 518-56-7157 454-84-0859 063-32-8574 05140-7293 411-48-5713 179-14-2294 571-76-4579 265-17-5137 37042-2089 266-38-6243 423-36-9884 44744-8903 243-20-3288 57944-7607 58442-7498 314-24-0163 578-224795 58442-3053 215-24-0864 560-62-5712 586-604125 437-56-2343 133-26-1115 491-60-3009 186-09-9632 458-06-8413 228-78-2461 12940-3878 231-16-0399 538-54-2024 315-20-1668 46042-8622 113-18-9728 228-38-8004 455-24-6410 056-18-4491 438-34-5506 057-014681 173-28-0145 381-60-6820 006-20-8423 21448-6791 233-24-1799 019-28-6341 423-50-3505 110-244334 11544-.3922 375-60-0362 037-24-9926 42248-9716 427-06-6255 456-06-0487 067-24-9121 271-30-0.396 229-76-0817 310-22-8479 576-52-3694 555-96-7061 460-84-6879 221-28-5018 436-844531 262-84-2364 439-98-3257 535-12-5926 449-66-1171 437-04-8093 48946-0891 264-25-6586 25742-9018 717-10-6426 452-13-7808 423-62-2283 43246-5351 434-20-3866 564-98 4661 452-50-0285 247-54-1165 36 / LOG / March 1979 Burke, F Burke, W Burnette, B Burnsed, H Burrells, R Bursey, H Bush. W Bu.sto, J Butler, A Butts, W Buturnski, A Byrd, J Byrne, J Caban, F Callaway, M Calogcros, D Campbell, W Campbell, T Campesi, R Candelaro, R Cann, J Caraballo, R Carbone, Jr., S Carlson, C Carlton, G Carter, J Cartwright, G Cassidy, R •Cauley. J Causey, M Cavanaugh, J Chaffin, P Charles, 1 Charriez, A Chemel, H Chen, .S Cherry, C Cherry, Jr., J Chcstang, O Chevere, J Chriseo, D Christcnbcrry, R Cintron, M. Citrcnbaum, M Clasen, C Cliburn, C Clifton, W Cochran, C Colburn, G Cole, R Coleman, G Collet, R Collier, H Colon, R Conrad, P Cook, J Cook, D Cooley, J Cooper, T Cooper, G Cooper, C Cormier, L Corn, J Cortcz, P Cossetti, D Costango, F Cottrill, M Couch, R Cowan, Jr., G Cox, J Coyle, R Craft, K Crain. K Crews, F Crews, Jr., J Crumplcr, F Cruz, A Cud worth, 0 Cudworth, Jr., 0 Cumbest, W Cunningham, J Currie, J Cutler, C Cutrer, 1 Dalhaus, C Dalhavs, C Damon, R Dangclo, R Darawieh, M Darlcy, B Darter, C Davis, N Day. L Dean, T Deeorte, P Dees, H Deimel, B Delaney, D Derossett, A Deskins, W Desmond. P Destacamcnto, J Dettloff. R Devereaux, E Deyman, S 370-14-2309 Diaz.; D 376-60-5732 Diaz, C 43248-0701 Diekerson, D 25940-9874 422-70-8032 Dishneau, C Dixon, R 429-20-1550 422-724937 Donery, E 267-11-6273 Donnelly, Jr., J 42244-3958 Donovan, F 266-584080 Donovan, J 177-12-5076 Doyle, J 237-38-9846 Doyle, T 354-24-8968 Dragazis, A 076-50-1307 Drewes, P 215-70-0841 Dronct, A 077-24-9341 Duggan, C 029-.30-2186 Duhon, R 437-56-6294 Dunbar, J 438-64-8788 Dunn, R 584-50-6670 Durand, Jr., F 089-22-7597 Eberhardt, R 584-70-8252 Edwards, H 581-60-6511 Eimar, M 422-05-6529 Elizzani, A 237-16-2008 Ellard, J 558-92-5447 l-lliott, D 366-62-8142 Elliott, B 413-78-9507 Elmatrahi, N 422-88-1767 Esehenko, M 231-66-8472 li.seobai, C 56540-8242 Eseoto, A 474-344057 Fairall, G 578-86-6200 l akiroglou, S 584-82-3805 Farlow, .1 700-18-9568 Faulkner, R 56846-9852 Ferguson, J 456-28-5674 Feris, B 224-18-8108 Fernandez, B 419-76-8858 Ferrer, G 58446-3642 Fielding, 0 46442-7780 Fizell, (i 555-28-2830 Fladcr, D 212-28-5354 Flemming, R 19846-6720 Formonte, M 425-884092 Forrest. G. 419-62-8481 Forslund, 1 267-20-8097 Fox. E 373-38-0743 Fraone, F 438-82-1690 Frazier, H 323-72-8316 Friedlcr, R 07740-9818 Friend, C. 092-124690 Fuller, Jr., L 405-.38-8005 Funk, A 582-05-8446 Furedi, C 458-80-8269 Gailas, T 030-14-7852 Gaines, W 547-56-0044 Gallowitz, C 423 42-0812 Garber, M 421-66-6087 Garcia, M 452-284129 Garcia, P 587-96-4468 Garcia, E 459-034477 Gardner, Jr., R 426-90-0407 Garlow, R 106-26-0992 Garrett, D 066-22-6678 Garrido, R 222-14-5609 Gates, J 270-26-2316 Gaus, D 28540-2910 Gay, M 227-78-6293 Gentry, H 452-21-7988 Gibson, K 204-36-0736 Gillam, Jr., W 532-.34-8689 Gillikin, W 266-19-9600 Gilliland, Jr., E 244-26-5905 Glover, J 421-20-9158 Godekc, K 229-16-1359 Godwin, W 055-22-0147 Goins. S 180-12-3668 Goldberg, J 180-12-8668 Gomez, 1 .266-90-2664 Gonzalez, L 142-56-1181 Goodhue, W 265-94-6843 Goodman, M 229-18-2569 Gordon, 1 436-184709 Gorman, J 450-04-2574 Gould, M 098-28-8825 Graddiek, J 01746-1464 Grant, F 131-20-0968 Grant. C 419-034699 Grasso, W 260-34-3675 Gray, C 490-14-0748 Gray, R 027-16-6538 Grecff, 1 461-964293 Green, V 494-66-.3891 Green, D 438-86-5493 Greer, W 421-204556 Gremillion, J 220-80-3116 Griffin, R 53940-5612 Griffin, J 264-16-7186 Grima, V 234-24-2235 Guerin, R 547-76-0882 Guglielmo, T 097-18-8325 Guillory, C 379-34-6821 Guillory, J 022-12-0379 Haas, S Haddad, A 531-60-9267 Had ley, E 056-18-8575 Hagner, J 582-68-3240 Haley, C 425-96-6656 Hall, R 370-62-0711 Hall, J 704-01-5739 Hall, C 508-12-5457 Halsey, J 461-54-0736 Hammers, H 031-07-0049 Hampson, W 582-18 4747 Hancock, C 106-22-1825 Hannon, R 436-66-3897 Hansen, P 099-44-3145 Hardy. Jr., M 079-204426 587-50-8821 Harper. V Harper, A 700-18-9277 Harris, J 436-08-7749 Harris, T 435-.34-2269 096-30-8372 Harris, W Harris, W 4.39-82-1731 Hart, .S 070-.30-8887 224-66-1003 Hatzigianis, E Hawkins, H 547-384114 Haynes, D 065-32-7880 Hcald, C 462-26-2761 Hcald, Jr., C 5.30-25-5332 Hearn, Jr., N 466-92-2666 Hcbcrt, J 129-32-6989 Heddins, V 124-10 9076 58442-0723 Hembree, Jr., J 457-56-9124 Henderson, H 56846-3823 Henkle, T Henry, R 33748-2009 215-184089 Hernandez, S 450-84-9212 Hernandez, V 264-04-68.32 Heslip, Jr., W 465-28-3199 Hc.s.sey, J 586-01-7554 Hicks, J 586-60-3673 Hiel, E 463-16-0650 Higginbotham, H 390-34-6618 Hill, L 224-88-6054 Hill, E 195-50-6056 Hill, D 434-76-5091 Hireen, B 219-05-0245 Hodges, C. 570-90-3954 Hogan, J 4.39-02-6526 Hoitt, Jr., E 141-20-0552 Holguin, M 252-12-2818 Holmes, R 128-36-006.3 Hood, R 494-38-8731 Hopkins, H 452-74-2720 Horn, R 221-14-0363 Horvath, R 060-28-8787 Howard, E 08146-6748 Howell, D 246-92-2472 Howes, G 08244-5611 Hudgins, D 533-28-2454 Hudzik, J 580-80-2166 Hughes, W 262-34-2460 Hyatt, V 584-62-9989 Hyslop, J 018-29-9002 Ismael, A 098-22-8444 Jackson, J 267-06-5608 Jaco. S 454-58-1799 Jaegle, D 189-20-8.549 Jagenow, D 469-50-5822 Jenkins, T 266-08-0062 Jester, E 263-70-1379 Johnsen, E 13346-9.356 Johnson, W 401-72-1188 Johnson, C. 237-52-8734 Johnson, G 491-05-9635 Johnston, R 45648-3112 Jones, M 452-.30-1 !79 Jones, W 424-18-3176 Jones, J 410-20-7868 Jordan, C 577-78-0120 Raid, S 584-68-9924 584-12-5995 020 12-0769 437-07-7258 437-584651 099-20-2928 4.38-76-2752 056-12-5428 420-26-6327 258-07-6635 01.3-26-5697 456-84-6108 43.3-64-5501 086-22-7751 438-76-7118 536-64-1886 44946-0571 438-064563 31040-.3638 454-02-7667 140-24-6474 093-14-7902 584-52-5525 437-.30-.3220 463-66-7090 587-90-3514 Kampfmueller, F Karonis, J Kavanagh, J Kent, D Khan, Y Kilbride, T Kilford, Jr., E Killen, G Kimbrough, W King, P King, J King, G King, R Kinney, Jr., H Kirk, B Kirk, J Kirkendall, K Kistler, C Kittrell, E Klein, R Kleva, J Knight, A Knox, J Kohut, W Kornmeier. M Kotan, J Kues, S Kurtz, A Labit, J Laguna, E I.amb, D Unda, C Undis, R Langila, S Lapezynski, G Lawrence, L Layton, W Leathern, Jr., E Leelere, A Ledermann, S Ledet, C Ledet, L Lee, J Ue, L Leech, Jr., J . [.eieher, D Lelvin, A Ix-nert, .S l.ewis, J Liakos, G Lillie, W Lindscy, A Lofton, R Lombardi, E Lope, A Lopez, J Lopieeolo, C Lough, W Loupe, L Lousson, L Louviere, S Lujan, J Lynch, S Mae Donald, C Maham, L Mahoney, J Mainer, B Malave, J Maldonado, W Malloy, G Malone, T Mana, A Mangini, R Manthey, W Manuel, Jr., W Marehisio, J Mareno, H Markham, T Marrero, R Marshall, G Marshall, J Martin, A Martin, L Martin, J Martinez, L Martinez, L Martinez, F Mattingly, R Maultsby, M Maynard, M Mazouz, M MeCausey, T MeCleary, S McClelland, J MeCormick, H McDonald, W McDuffie, T McEwen, G McGee, T McGraw, J Me Hale, M Me Homey, W Melntyre. J McKain, 0 McKinley, C McLendon, E McMahon, P McNeely, D McRae, V Mejias, C Mckosh, J Menz. K Merchant, C Meuser, W Miles, 0 Millberger, R Miller. J Miller, F Miller, H Miller, J Minnier, D Monroe, E Montplaisir, L Moore, J Moore, W Moore, M Morgan, M Morgan, B Morgan, C Morris, E 373-36-2435 424-56-1739 198-44-5545 467-06-7579 26348-0.359 416-80-9942 423-34-3024 228-74-8670 405-14-5022 123-22-0198 555-36-0856 422-54-9490 11648-5115 453-66-9691 393-16-6118 416-96-3868 111-44-1783 416-84-5162 261-32-8980 29348-6777 216-68-8024 087-.30-6741 30.342-0441 404-56-9143 110-14-5869 11044-5869 179-24-2123 439-16-2845 462-96-549.3 445-78-0548 439-604721 543-24-8401 465-84-2119 118-20-5815 438-70-9565 552-86-2530 216-28-9935 420-78-0026 .363-36-7243 423-82-8451 44542-2251 477-18-8155 535-54-9746 073-34-6937 . 45946-7496 386-68-3988 001-264198 100-38-7952 499-64-7303 435-88-5352 475-62-5363 438-07-9793 271-26-6626 26544-8971 264-08-3212 007-544187 224-58-3845 195-12-8203 321-18-1128 337-14-1685 714-18-1300 117-34-1354 465-58-1861 33540-5281 296-14-0270 363-58-6726 264-19-8905 212-18-9678 085-24-2218 278-14-9186 412-20-1021 573-58-3161 435-58-9395 418-80-6710 301-01-8475 436-60-9763 257-14-7701 109-34-3304 227-66-7092 06246-35.50 024-144693 579-05031.33 375-62-1851 148-36-2113 543-01-2114 433-58-2252 402-56-0784 42646-9200 437-50-5900 09442-0188 587-60-6779 225-04-2383 444-56-8870 55742-1221 439-13-.3940 45442-6514 417-22-1710 388-644409 038-18-2949 223-64-5841 421-324854 206-20-2849 289-40-7204 167-34-5221 233-86-7229 546-82-6172 451-15-3737 433-68-9250 23140-3225 559-34-8016 550-66-1152 721-10-8251 386-60-1387 231-44-6087 253-28-6282 435-38-9439 242-62-0515 225-74-8250 439-88-6287 438-02-5478 461-38-8446 425-17-8646 458-96-9200 439-17-6299 005-03-8585 095-144554 4.34-70-6921 054-15-3186 721-10-5322 026-22-5434 427-82-9281 143-18-7454 586-60-7465 582-92-5800 28846-1437 262-11-1406 435-38-1864 206-16-6920 459-08-9227 525-09-9923 22242-2713 133-26-0793 289-01-9760 347-36-1218 460-92-8612 580-20-6521 580-20-1619 229-824741 212-26-5380 375-66-9243 584-204700 131-05-0168 417-68-0771 460-02-9073 587-624454 226-34-2240 101-16-7199 467-96-0784 438-21-7669 433-02-5338 25440-1849 265-27-0950 435-15-0959 115-22-8886 086-24-1089 405-52-2598 244-20-8085 457-16-2958 578-664500 386-32-0272 263-64-5030 265-34-9940 264-324922 462-28-7132 422-.54-6251 100-50-1478 457-29-6078 155-12-3701 169-30-2895 264-56-0552 438-64-8622 7r-094971 456-78-2289 26742-6084 103-26-7280 434-804372 587-14-6953 580-80-9686 191-28-2236 493-624855 420-92-3399 512-52-9968 467-30-2181 419-82-9880 417-76-7423 434-24-3588 220-28-0017 587-50-8574 261-84-8308 406-34-2700 489-66-5996 449-23-2433 421-20-1894 11940-9734 264-68-0452 40940-5615 46648-1198 466-38-2973 �Morrisette, R Mortensen, 0 Morton, S Mozeb. M MufJahi, S Muirhead, W 230-12-0605 559-76-3956 436-66-4558 127-34-2390 128-42-5079 587-44-0440 Mull, W 386-01-0366 Mullis, J Mulvihill, J Murawski, S Murphy, M Murray, G Murshed, H Muthana, M Myers, E Naklicki, F Nance, R Nasroen, J Nassans, H Nation, F Neigebauer, C Nelms, L Nelson, C Nelson, S.. Nipper, Jr., D Nixon, J Nixon, L Nobles, J Norris, A Northrope, M Nunez, F Nuss, G Nysia, C Oakley, 0 i 420-26-0850 048-58-5796 216-03-5330 224-86^26 373-26-3482 072-34-2990 385-54-4924 224-07-0486 048-12^55 224-60-1079 547-38-0186 439-60-0334 435-66-9542 370-40-3229 265-08-6725 227-16-7359 458-04-8586 231-30-1437 474-56-9753 452-74^191 438-76-2496 420-10-8623 423-14-3453 119-40-9609 439-24-8706 557-28-5277 120-50-7538 Obaid, M 127-34-2664 Ockman, C O'Connell, D 438-64-9162 555-16-8125 O'Daniel, T Odom, 0 Odom, J 513-60-3826 416-40-6881 419-84-7066 O'Donnell, R Olderich, C Olsen, H O'Neal, C O'Neal, A Orischak, P. Ortega, A Osburn, K O'Shaughnessy, C Osinski, Z Osmond, 0 Ott, 0 Ottofaro, F Owen, C Owens, B 545^6-2177 025-42-7590 457-58-7497 24M8-2243 217-26-0079 150-30-2155 060-26-5384 232-20-8613 159-28-7094 556-26-1570 568-74-7671 226-26-3180 223-38-0465 435^0-4190 246-12-4437 Owens, C 435-22-8335 Oxenfuid 111, W 161-52-3469 Oya, E Pacewicz, S Papageorgiou, D Parker, G Parrish, J Parsley, E Pascasio, A Pasquali, F Patty, E Pelsue, T Penate, 0 Perez, G Pcrkinson, H Perrington, L Phan, V Phelps, D Phelps, L 122-32-4593 163-20-1067 266-17-6528 435-92-8660 255^6-0682 315-20-7310 574-22-6894 039-07-0735 436-44-9999 030-42-5353 465-72-8223 050-28-1234 453-.36-5552 251-84-4377 586-44-8445 432-58-5309 434-24-9096 Phillips, Jr., L 436-58-0673 Pickhart, L 400-24-3789 Piechocki, S Pierce, R 086-22-3625 Piteris, M. ... 4i(| Pitetta, J 063-22-3109 Pitre, R Pitt, W Piusinski, G 366-62-7255 Plash 111, S 467-19-8195 Ponce, C Pont, P 178^-6375 Pool, D Porcelli, L 712-16-4584 Porter, B Potter, L 312-50-5150 Powell, E Prehn, W Prehn, J 217-58-1338 Pressley, H Pressley, E Price, L 229-38-0640 Price, B Pridgen, W Pugh, G 262-60-8397 Purser, J Quiles, H 099-32-5298 Quinlivan, E 096-28-4589 Quion, B Rainey, H 428-74-9225 Ramirez, R 464-38-6180 Ramirez, R Ramos, R 581-07-0271 Rebollo, J Reed, Sr., M 451-30-8326 Reeves, C Reid, G 578-26-0021 Rester, R Reynolds, W 467-60-6980 Reynolds, J 276-22-2642 Rhoads, R 446-46-4766 Rice, L , , , 377-24-0023 Richardson, G 419-20-3085 Richardson, J 373-09-1308 Richburg, J 416-14-9056 Ricker, R 578-01-7051 Ridge way, H 424-03-5203 Ridgeway, W 568-26-6335 Rigby, H ,.., 419-44-3024 Ritter, R .... 358-22-8136 Rivas, N , , , . 466-24-2847 Rivera, R .... 527-22-2652 Rivera, J Rivera, S .., . 583-90-5643 Roberts, C , , , 461-18-4025 Roberts, H .... 460-22-1865 Robertson, J Robinson, J Rockwell, G Rodgers, Sr., C Rodriguez, F Rodriguez, R Rodriguez, R Rogers, A Roman, G Roman, L Ronano, M. Rosario, J Rose, W Rose, R Ross, T. . Ross, H Rosser, J . . . . 227-26-6185 .... 251-22-2420 .... 381-32-7141 .... 453-24-7586 .... 113-36-3909 .... 548-26^106 .... 584-12-5096 .... 434-22-0781 113-28-8052 580-42-1030 110-32-5937 ..., 561-18-3904 587-50-4018 072-10-9630 432-30-3818 ... 4.38-13-7535 Roussin, R Rowbathani, A Rowley, S Ruiz, J 386-60-1816 437-17-6620 265-31-4172 131-32-2287 Rushced, J Russell, C Russell, R Russell, Jr., W Russo, A Saar, 0 Saar, E Sack, D Salaman, J Salch, R Saleh, A Salthrez, W Sanders, B Sandstrom, J Santana, B.. Sarmcnto, F Saucier, L Sawyer, A Sayers, K Scarborough, B Schneider, K Schoenstein, J Scoggins, J Scott, R Seago, A Sears, L Sekella, E Sellman, Jr., F Sepulveda, R Shabain, A Shackelford, W Shariff, M Sharp, G Shaughne.ssy, P Sheets, J Sheldon, V Shepard, E Shipley, D Shircel, C Short, J Sierra, M Sierra, B 451-20-5853 464-76-8886 561-24-9793 464-76-2413 164-16-1888 063-22-5699 073-32-2500 284-16-7830 584-12-4228 076-48-8035 117-42-3753 104-20-3973 5876-84-6795 477-18^569 058-50-4505 080-20-7196 436-94-2427 231-07-3648 371-5^-1304 444-01-6317 438-98-0637 1215-40-6611 422-18-6009 434-68-9935 260-20-2113 262-56-9878 193-32-7609 463-34-6708 581-38-9334 .368-74-2845 559-72-2929 385-52-9309 478-22-6649 ()67-16-4925 223-32-2066 554-07-2862 106-44-7735 510-26-0995 369-03-9457 223-34-2374 056-18-0851 533-26-2541 Simmons, J Simone, A Simons, R Singletori, D Slagle, D Slater, Jr. W Smith. W Smith, B Smith, T Smith, C Smith, R Smith, Jr., L Smith, Jr., W Smith, Jr., J Sncll, J Snow, F Snowden, T Somers, J .Sommers, C Somos, N .Sorensoii, 0 .SoLitiillo, Jr., W Spalding, N Spence, B Stacey, E Stalings, Jr., T Stancil, J Golden Monarch Committee 229-64-0632 720-05-8026 135-48-5628 251-80-4803 407-46-4283 422-42-4517 223-05-5507 493-62-7232 369-22-7522 266-18-5715 574-05-2817 564-26-8358 264-58-2961 423-52-6186 452-68-2504 228-01-2855 055-30-0126 056-20-3012 118-16-3165 553-64-5275 701-10-3768 417-74-6539 303-48-9525 565-24-0690 424-56-136! 225-56-4645 526-55-0189 Stanga, Jr., F Stanley, W Stephens, J Steurer, J Stevens, W Stevens; T Stewart, L Stewart, T Stewart, A Stirton, 1 Stone, E Stonestreet, C Storch, D Storey, W Strawn, J Stubblefield, P Sullivan, K Sumpter, Jr., J Sutton, E Szeibert, S Talbort, J Talcott, G Tatum, H Taunton, B Taylor, A Taylor, J Taylor, L Taylor, A Taylor, R Tea.senfitz, M Terrien, A Thatcher, D Thomas, R Thomas, P Thomas, M Thomas T Thomas, W Thomas, F I homas, J I hompson, D Thompson, A Thompson, A Thompson, M Thompson, C Thompson, P Tiesi, E Tilton, M Timmons, F Tingle, D Toelle, A Tollett, L Toro, R forsch, J Trail, E Trainor, R..' Treddin, H Tremel, H Trotter, A Tubervillc, J lyler 111, R Underhill, J Urriola, J Vain, J Valentine, P Valenzuela, J Van Phan, D Vaughn, F Vaughn, 13 Vazquez, C Vazquez, J Venzon, R Vernon, Jr., J Viera, B Vilanueva, 1 435-13-7044 405-58-7557 469-92-8159 263-55-5469 229-30-2031 526-35-6797 438-80-0475 494-60-3387 239-52-8625 271-28-8609 266-90-1068 419-64-6529 452-84-9829 439-84-8221 432-80-7119 400-42-9843 486-66-0614 413-34-5968 238-72-9314 152^-0101 166-16-3783 291-12-2604 580-10-9832 263-88-2087 223-20-6922 224-36-3891 006-22-3180 434-96-5346 433-22-6612 717-12-7439 015-14-4374 151-50-5969 085-44-9568 462-44-1126 456-44-0543 550-76-0421 215-22-3618 215-14-6521 217-30-9121 240-44-5747 439-05-3124 421-18-8308 434-48-1472 409-24-2331 050-20-0781 198-12-8883 456-16-1898 229-38-6031 227-82-2141 255-82-8717 556-32-3905 116-32-4734 403-50-5454 311-16-2962 072-40-4971 422-46-1676 313-52-2862 572-30-4218 421-76-7658 263-04-5699 157-36-6327 529-78-2552 218-42-8384 433-.30-7684 562-.34-8419 586-32-9042 412-38-6200 226-88-1958 580-52-.3089 583-22-0147 586-60-2508 435-28-3043 581-14-2488 581-88-9031 Villalba, R Vinson, W Vogel, J Vela, 0 Wagner, J Wakefield, R Waldrop, L Walker, M Walder, T Walder, R Walker, E Wallace, W Waller, J Walsh, G. Walston, W Walton, J Ward, J Watts, S Weaver, L Webb, J Webber, J Weber, R Welch, J Werner, R Wescovich, T West, N Wheeler, G White, G White, H White, D White, R Whitfield, H Whitley, J Whittington, J Widmos, J Wilgus, J 580-30-2394 400-66-7278 121-18-1576 079-20-6125 406-46-9230 457-20-8073 266-50-5216 419-88-4513 227-52-5908 227-52-5272 237-14-7778 424-54-5836 258-34-4820 069-50-1762 242-28-7129 203-18-6763 428^0-8744 257-88-7289 417-76-8577 256-11-3850 461-52-5549 350-07-3460 268-66-7521 130-28-8113 417-62-9917 587-78-5833 026-30-2002 158-09-1505 226-34-0546 224-70-1093 297-07-6903 438-70-0202 243-62-9825 228-30-1566 113-46-5070 274-20-4824 Wilkins, G 230-56-1431 Williams, R Williams, 0 Williams, R Williams, K.... Williams, D Williams, J Williamson, C Willingham, H 220-20-3410 428-50-2176 490-62-4312 464-56-9759 438-10-4534 436-90-1602 242-34-0952 424-16-8087 Willkomm, J Willms, T 433-70-7867 064-24-7344 Wilson, W Wilson, H Wilson, D Wilson. Sr., C Winfield, L Witter, Jr., M Woods, F Woods, G Wootcn, H, Wozunk.J Wray, J Wrzcsinski. C Wuilliez, E Wyati, W Vafai, V Vafai, M Yakee, R Yazidi, A Ygama, A 240-.30-2206 419-58-0453 559-22-3128 428-12-6323 277-72-5737 254-92-7724 316-12-9709 460^6-9049 560-32-2592 159-22-7431 333^4-1637 373-09-6374 224-50-5985 229-50-2716 125-40-1924 128-42-3735 544-.34-I041 557-80-0159 561-38-5.368 Yocom, G Young, J 452-26-1224 422-36-2642 Young, Jr., V Yu, C Zeller, R 185-40-9438 119-18-5556 544-46-78.34 Ogden Willamette Committee •i Recertified Bosun Gaetano Mattioli (left) ship's chairman of the Golden Monarch (Westchester Marine) leads the Ship's Committee of (I. to r.) AB Paul Domes, deck delegate; Chief Steward-Cook Edward Johnson, secretary-reporter and GSU Daniel Kiernan, steward delegate. The tanker paid off on Feb. 23 at Stapleton Anchorage, S.I., N.Y. On Feb. 25, the Ship's Committee of the ST Ogden Willamelte (Ogden Marine) gathered here for a payoff at the Exxon Bayway Oil Dock in Bayonne, N.J. The committee (I. to r.) Chief Steward Paul Franco, secretary-reporter; Recertified Bosun Leo Paradise, ship's chairman; Engine Delegate Florentine Ramos and Deck Delegate Max Wadlington. March 1979 / LOG / 37 �Members' Dependents Have 2 Family Days a Week at N,Y, Clinic Since late last month, the dependents of SIU members have been getting both physical examinations and medical treatment at the SIU's N.Y. Head­ quarters Medical Department Clinic on Tuesdays and Thursdays from 1 p.m. to 4 p.m. Previously, Family Day had been only one day a week. The new family clinic days, under which members' dependents are eligible for treatment, are conducted by the Union's Welfare Plan Dependent Program. For a scheduled appointment, de­ pendents should call the clinic at 212-965-2440 at least three days before the visit. i Th^. clinic is at 675 Fourth Ave., Brooklyn, N.Y. At the N.Y. Clinic on Family Day are Seafarer Gerald Barber (left) with his daughters (I. to r.) Dina and Edith, 4. ^ Mr: Getting an inoculation early last month from Dr. Landon is a young tyke. KNOW YOUR RIGHTS Seafarer George Sihalahi (seated center) talks to Mrs. Amin Hadijh Ben Rajab (standing 1.) as (seated I. to r.) Mrs. Gontha and Glenn Gontha with Pamela Gontha (standing r.) listen in. KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. 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 con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members, of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Ciulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper addrc.ss for this is: Frank Dro/.ak, Chairman, Seafarers Appeals Board 275 - Zeth Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages ' and conditions under which you work and live aboard ' your ship or boat. Know your contract rights, as well as i your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU 38 / LOG / March 1979 KNOW YOUR RIGHTS 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 discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify Union headquarters. llllllllinillHllllllllllllllllllllllllllilllllllllllllllllllllllllllll||||llil||||llllllllllll patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY —THE LOG. The Log haS irciditionaily refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also 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 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 circum­ stances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any sucth^ p^yiiient-l^c, supplying a receipt, or if a r]ien^|c payment and is given an ofBciak^rei^eip4|t|4 should not have been required fd make siicr should immediately be reported to Union headquarters. SEAFARERS POLITICAL ACTFTTY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing, 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 employojient 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 con­ dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Sup­ port SPAD to protect and further your economic, poli­ tical and social interests, and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his , coBStitutionai righbbf kcce^ tb'Union records or infor' pi^bn, he should immediately notify SIU Presidenit Paul Hall at headquarter^: jiy i^ertij^c^ mail* return receipt requested. The address is 675 • 4th Avenue, Brooklyn, N.Y. 11232. �Patrick Wright Michael D. Levan H. Robert Hill Seafarer Pat­ rick Wright, 24, got his entry training at the Harry Lundeberg School in 1975. Brother Wright u p graded to AB there in 1978. He has his lifeboat, firefighting and cardio-pulmonary resuscitation training. He resides in Newport News, Va. and ships out of all SIU ports. Seafarer Mi­ chael D. Levan, 27, graduated from the Lundeberg School in 1969. He now sails as a QMED, an en­ dorsement he got in 1973. He has his lifeboat, firefighting and cardio-pulmonary resuscitation training. Brother Levan ships out of the port of Baltimore. Seafarer H. Robert Hill, 39, joined the SIU in the port of New York in 1970. In 1976, he got his QMED endorse­ ment at Piney Point. He has his • firefighting, life­ boat and cardio-pulmonary resusci­ tation training. Brother Hill lives in and ships out of the port of New York. « Stephen Dinnes Robert J. Mizell Seafarer Rob­ ert J. Mizell, 23, graduated from the HLS in 1976 as a 3rd cook. He now sails as a cook and baker. Brother Mizell earned his firefighting, lifeboat and cardio-pulmonary resuscitation tickets. He lives in and ships out of the port of Baltimore. Seafarer Ste­ phen Dinnes, 24, is a 1976 Lundeberg School graduate. In 1977,-he earned his firemanwatertender en­ dorsement there. Brother Dinnes has his firefighting, lifeboat and cardio-pulmonary resuscitation tickets. He is a resident of Fort Walton Beach, Fla. He ships out of the port of New Orleans. This Man Has It All I DEEP SEA Bob Hess James Connolly Seafarer Bob Hess, 28, gradu­ ated from the Piney Point En­ try Program in 1970. Brother Hess upgraded to 3rd cook there in 1977. 'mML He has his life­ boat and cardio-pulmonary resusci­ tation tickets. A resident of New York, he ships out of all Union ports. Seafarer James Connolly, 26, is a 1975 HLS grad. He upgraded to fireman - watertender there in 1978. Brother Conn.oily has I firefighting, life­ boat and cardio-pulmonary resusci­ tation training.He resides in Brook­ lyn, N.Y. and ships out of the port of New York. Harry R. Gearbart Roy Curry Jr. Seafarer Harry R. Gearhart, 26, gradu­ ated from the HLSS Trainee Program in 1973. He sails as a firemanI watertender, an I endorsement he earned in 1977. Brother Gearhart has his firefighting, lifeboat and cardio-pulmonary resuscitation tickets. A resident of Chambersburg, Pa., he ships out of the port of New York. . Seafarer Roy Curry Jr., 21, graduated from the Harry Lundeberg School of Seamanship's Entry Trainee Program in Pi­ ney Point, Md. in 1977. He got his AB endorsement there in 1978. Brother Curry has his firefighting, lifeboat and cardio-pulmonary re­ suscitation tickets. He lives in Asheville, N.C. and ships out of the port of New York. MEMBERSHIP MEETINGS' SCHEDULE ^ Job Opportunity. Great Pay. ^ Security. This man knows reefer 5 ^ sYou can learn it too. Take the Mainte-^ ^nance of Shipboard Refrigeration Sys-^ ^ terns^Course at HLS. Enroll now. Courses ^starts June 11. Get in on today's opportu-s Unities in the SlU-contracted fleet. Contacts ^HLS or your SIU Representative. ^ Notite to Members On Job Call Procedure When throwing in for work dur­ ing a job call at any SIU Hiring hall, members must produce the following: • membership certificate • registration card Date Port • clinic card • seaman's papers INLAND Deep Sea Lakes, Inland Wafers UIW Apr. 2 Apr. 3 Apr. 4 Apr. '5 Apr. 5 Apr. 6 Apr. 9 Apr. 10 Apr. II Apr. 12 Apr. 16 Apr. 20 Apr. 14 Apr. 5 Apr. 21 Apr. 10 Apr. 10 2:30p.m 2;30p.m 2:30p.m 9:30a.m 2:00p.m 2:30p.m 2:30p.m 2:30p.m 2:30p.m 2:30p.m 2:30p.m 2:30p.m 10:30a.m 2:30p.m — — 2:30p.m. Buffalo Apr. 11 — — St. Louis Cleveland Apr. 13 Apr. 12 2:30p.m — — — New York Philadelphia Baltimore Norfolk Jacksonville. Algonac Houston New Orleans Mobile San Francisco Wilmington Seattle Piney Point San Juan Columbus Chicago Fori Arthur ; 7:00p.tn. 7;00p.m. 7;00p.in. 7:00p.m. 7:00p.m. 7:00p.m. — — — — — — 1:00p.m. — March 1979 / LOG / 39 �"Our voluntary SPAD contributions have brought the SlU out on top of battles before," Paradise continued, and if we all sign the SPAD checkoff we're giving our Union support to fight for us in Washington in the future. What is job security? And what's the Union doing to protect the job security of the membership? That was the main point of discussion at a recent ship's Union meeting aboard the ST Ogden Willamette. And the answer Bosun Leo Paradise, ship's chairman, and steward Paul Franco, ship's secretary came up with was—plenty. "Now is the best time to sign the SPAD checkoff," Paul Franco, ship's secretary added. "The fight is in round one and there are 14 more rounds to go. Brother Paradise pointed out an article in the January issue of the Log called "Common Cause Study Flawed." That article, originally published in an independent newsletter, scored a report by Common Cause which had praised Rep. Paul McClosky (R-Calif.) as a champion of the public interest because he worked to defeat the labor-backed cargo preference bill. The article concluded that Rep. McClosky opposed U.S. maritime for one reason—because he lined his pockets with contributions from the oil industry and American-owned foreign flag interests. "All SlU members should read this article, not once, but twice, " Brother Paradise said. "Rep. McClosky is out to break all of us in the maritime industry, He's out to destroy everything we've fought for over the years—new ships, improved job security and a strong U.S. merchant fleet." PER "SPAD is the waywho misses 30 cents a day?" Round 2 is right around the corner. Brother Franco noted that the SlU has launched an all-out effort to get Congress to overturn a recent court ruling allowing the Amerada Hess Corp. to use foreign flag tankers for the Alaska oil run. (See December Log, "Hess Gets OK to Use Foreign Flags for Alaska Oil.") "If Hess gets away with this," Brother Franco warned, "so will others. Think about how many of our jobs will be lost," Franco said, painting a picture of a job call at an SlU hall where Seafarers look up at a blank shipping board and then at each other, wondering what went wrong. "That's when it's too late," Franco said, "but it's not too late now. Let's sign the SPAD checkoff to make sure our future will be secure." The Willamette ship's committee talked about two of the ways in which SPAD contributions have enabled the Union to work to make the present and future jobs of Seafarers more secure. "It's our SPAD donations that fight the enemies of U.S. maritime like Rep. McClosky," Paradise said urging everyone to sign the new SPAD checkoff authorizing the Seafarers Vacation Plan to deduct 30 cents a day from their vacation benefits for the SPAD fund. "We wouldn't be at the top of the industry now if it weren't for SPAD," Brother Franco said, "and we have to fight to stay on top." ASSIGNMENT FOR SEAFARERS POLITICAL ACTIVITY DONATION (SPAD) TO: DATE Seafarers Vacation Plan 275 20th Street Brooklyn, N.Y. 11215 Effective from this date, I hereby assign, direct and authorize you to deduct from payments required to be made by you to me for vacation benefits and at the time of such payments, a sum equal to thirty cents per day for which I am entitled to vacatiori benefit payments and to pay and transfer such amounts to SPAD, 675 Fourth Avenue, Brooklyn, N.Y. 11232. This authorization shall remain in full force and effect unless written notice by certified mail is given by me to you of revocation of this authorization, in which event the revocation shall be effective as of the date you receive it and applicable only to vacation benefits both earned and payable to me thereafter. I acknowledge advice and understand that SPAD is a separate segregated fund established and administered by. my union to engage in political activities and to make contributions and expenditures for candidates seeking political office and solicits and accepts only voluntary contributions and I have the right to refuse to make any contributions, including this authorization without fear of reprisal. I may contribute directly to SPAD such amount as I may voluntarily determine in lieu of signing this authorization and that the specified amount herein provided is to minimize administrative responsibilities and costs consistent with the facilitation for the making of voluntary con­ tributions. And this authorization for contributions, constitutes my voluntary act. A copy of SPAD's report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Wash­ ington, D.C. This authorization has been executed in triplicate, the original for you, copy to SPAD and copy to me. Member's name (Print) Member's Signature Social Security Number Members Home Address City Book Number State Port OFFICE COPY Zip 21* � 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 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource March 1979 Description An account of the resource HEADLINES AFL-CIO BACKS ALL-OUT EFFORT TO BOLSTER MARITIME ALASKAN OIL WILL NOT BE EXPORTED-FOR NOW ADMINISTRATION HEEDS OPPOSITION TO EXPORT PLANS FROM LABOR, CONSUMER, ENERGY GROUPS OPPOSITION TO ALASKA OIL EXPORT IS WIDESPREAD SIU POLITICAL ACTION HAS SPURRED INLAND EXPANSION SIU BOATMAN DONATES $1,000 TO SPAD ‘TO PROTECT SIU JOBS’ RUSSIANS FURIOUS OVER FMC EFFORTS TO HALT RATE SLASHING HALL: NEGLECTED FLEET HURTS U.S. CAPACITY TO DELIVER IN EMERGENCY NMC SAYS LACK OF CLEAR LNG POLICY WIL HURT U.S. SHIPBUILDING RAILROADS LOBBYING FOR HIGHER USER FEES TO HAMPER INLAND WATERS T.I. STUDY: BILATERAL SHIPPING PACT WITH CHINA A MUST NACY SEC’Y SEES DECLINE OF MERCHANT FLEET HURTING U.S. DEFENSE SIU URGES CONGRESS TO CONTINUE AID TO US MERCHANT MARINE OPPOSITION TO EXPORT OF ALASKA OIL INCREASES; CONSUMER GROUPS JOIN LABOR AND CONGRESS IN PROTEST MARAD ISSUES PREDICTION ON 5-YEAR SHIPBUILDING PROGRAM TRANSPORTATION INSITUTE FORMS THREE NEW COUNCILS U.S. MERCHANT FLEET TOPS 21 MILLION TONS; ACTIVE SHIPS DECLINE UNIONS SOLID ON ISSUE OF V.A. BENEFITS FOR SEAMEN EISENHOWER CALLED M.M. ‘FOURTH ARM OF DEFENSE’ AFL-CIO EXEC. COUNCIL IN FABOR OF VETERANS BENEFITS FOR SEAMEN HARVEY MESFORD LAID TO REST IN SOLEMAN SERVICE AT SEA AFL-CIO EXEC. COUNCIL SETS PLANS TO BATTLE INFLATION WHEN IN RUSSIA BE CAUTIOUS FIGHT TO SAVE ALASKAN OIL FOR U.S. IS NOT OVER AFL-CIO MARITIME TRADES DEPARTMENT SET FOR BATTLE TO PRESERVE, EXPAND U.S. JOB BASE YOUNG: LABOR SET FOR DUELS ON ALASKA OIL, PRICES, SAFETY AFL-CIO READY TO LAUNCH INTENSIFIED ORGANIZING EFFORTS EXEC. BOARD NAMES JEAN INGRAO MTD SECRETARY-TREASURER MURPHY HAS PRESCRIPTION FOR HEALTH OF U.S. MARITIME MTD TO FIGHT FOR MARITIME, LABOR ISSUES TRANSPORTATION INSTITUTE DEBATE REP. MCCLOSKEY REP. PAUL MCCLOSKEY REBUTTAL IMPARTIAL OBSERVER VIEWS T.I.-MCCLOSKEY DEBATE POLITICAL ACTION REPORT MIKE ROGERS MADE IT FROM COAL PASSER TO 2ND ENGINEER SOCIAL SECURITY RAISES LIMIT ON EARNED INCOME Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 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 3/1/1979 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. 41, No. 3 1979 Periodicals Seafarers Log http://www.seafarerslog.org/archives/files/original/c3d81f90a5d51118880e25e671dae59c.PDF 489371122fa5d573b69111852756fc76 PDF Text Text "•r Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO 18 Boatmen Get Towboat Licenses at HLS APRIL 1979 4 xgy '1^4^ Pages 14-15 A Great Fitout on Lakes Pages 25-28 I Look At How SlU, MCS Merger Is Working Out Pages 19-22 Battle Brewing Over Maritime Authorizations Bill Page 3 T" ;.:r •.••••' • ^ .o,^. „v.-, •' . .->.•<••• tA'-- • - Harbor Tug, Terence Smith, Latest Addition to inland Fleet 'Eii'iyii!pj,":nti Page 5 �[,f. New Bill Would Halt Scheme to Export Alaska Oil Consumer, Citizen Groups Leading Fight to Save North Slope Oil for U.S. Use. A broad crosssection of U.S. labor, consumer and public interest groups, instrumental in pressuring the Carter Administra­ tion into last months announce­ ment that they were temporarily tabling plans to export Alaskan oil, arc continuing efforts to get the issue settled once and for all. Many of these organizations have rallied behind a bill Rep. Stewart B. McKinney (R-Conn.) recently in­ troduced in Congress. The bill would extend and strengthen restric­ tions on the export of Alaska North Slope crude as spelled out in an amendment to the Export Admini­ stration Act, sponsored by the Connecticut congressman in 1977. "When offering this measure," Rep. McKinney said, referring to the 1977 amendment, "I agreed to limit the export restriction to a period of two years because, despite a history of noncooperation by the North Slope producers ... oppo­ nents of my amendment assured me that a domestic distribution system for Alaskan oil would be well on the Paul Hall way to completion at the end of that period. "This has not happened," McKin­ ney said when introducing the more stringent H.R. 3301 in the House. "At a time when this country is faced with shortages of heating and aviation fuels, is attempting the expansion of a strategic petroleum reserve and is considering the cancellation of weekend gasoline sales, the export of Alaskan oil goes beyond reason ..." The new bill is designed to fulfill the intent of the Trans-Alaska Pipeline Authorization Act which targeted Alaskan oil for domestic use. It states that the President can authorize the export or exchange of Alaskan North Slope oil only if: • such export will not diminish the quantity or quality of crude in the US.; • within three months of such exports the cost of imported oil to U.S. refiners is reduced and the price of oil to U.S. consumers, decreased. The measure stipulates these cost items must be verified by a semi­ annual government audit. • the exports are made under a terminable contract, and; • the exports are necessary to protect national security. 0X0. The Future Is Never Secure he toughest kind of guy to beat is the guy who keeps coming at his opponent no matter how much he gets hit. He won't win all his fights. But he'll win most of them and learn from all of them. And one thing for sure, win lose or draw, his opponents will respect him because they know that they have been in a fight. We should all be proud of the fact that this is the kind of reputation the SlU has built in the labor movement and throughout our industry. We have gained this reputation not so much out of desire, but out of necessity. Because in our industry, survival, much less prosperity, is a day-to-day struggle. In other words, we can never be sure that what we have today will be there for us tomorrow. It doesn't work that way in maritime. The plain and simple fact is that we have to fight hard and work hard in many areas both to protect what we already have achieved as well as to improve ourselves across-the-board. But as the saying goes, it's easier said than done. And a look at some of the issues we are involved in this month—as outlined in detail in this issue of the Log—is as good an example as any of what 1 am talking about. For instance, SIU members crewed another new LNG ship this month, the LNG Libra. She is the eighth American-flag liquid natural gas carrier. It is much to our credit that SIU members man all eight of them. We also crewed up another new tug this month, the Terence Smith, in the port of New Orleans. The manning of these two vessels is extremely important to us. It represents progress for the Union. It means more jobs for SIU members. But at the same time as SIU crews were going aboard these new additions to our deep sea and inland fleets, the Union became embroiled in a struggle to maintain the jobs of SIU members on nine Military Sealift Command tankers. The tankers involved are five T-5's and four Columbia class vessels. In all they represent more than 160 jobs for this membership. » We are in danger of losing them because, in competitive bidding, a nonSi U company came in as the low bidder to operate the ships for MSC. We feel that there were many improprieties in the bids. And we are doing everything possible, within the law, to have the bids set aside. We will fight to maintain our jurisdiction on these ships. But the fact T The President must present his reasons for authorizing an Alaskan oil exchange or export to both Houses of Congress. Both must approve the plan within 60 days for it to be enacted. The comprehensive measure also sets conditions under which Alaskan crude can be exported to Mexico or Canada and provisions guiding the circumstances of a possible emer­ gency sale of Alaskan oil "to a friendly state." A long list of labor and consumer organizations support the bill. Included are the Consumer Federa­ tion of America; the Citizen/ Labor Energy Coalition; the Consumer Energy Council of America and the Environmental Policy Center. The AFL-CIO Executive Council and the Federation's Maritime Trades Department have also voiced strong support of the bill. The bill, said MTD Executive Secretary-Treasurer Jean Ingrao, "is in the best interests of the American people." It will protect vital domes­ tic oil supplies; keep the U.S. from becoming increasingly dependent on unstable foreign countries for oil, and safeguard tanker and shoreside employment opportunities for American workers. Major opponents of the measure are the Administration's Energy Secretary James Schlesinger, and the oil companies involved in production of crude on Alaska's North Slope. The oil companies want "to save a few pennies per barrel in transportation costs," exporting the oil. Rep. McKinney said. Sohio, Phillips Petroleum, Arco and Exxon all recorded "recordbreaking" earnings ranging between 30 and 134 percent last year. Those profit increases were attributed to North Slope production, McKinney told fellow congressmen. Clearly, the oil companies have been concerned, all along, with lining their own pockets, not with the energy needs of the American people or U.S. national security. "Are you willing," Rep. McKin­ ney demanded of his colleagues in Congress, " to inform your consti­ tuents that this Congress is allowing the export of domestically produced crude oil, increasing its reliance on imported crude and foxesaking the intent of theTrans-Alaska Pipeline Authorization Act in order to allow theNorth Slope producers to further increase their earnings by reducing oil transportation costs?" that we have to fight to do so is a prime indication that we can take nothing for granted in our business. The future is never completely secure. Another issue of grave importance that we are involved in this month is the brewing battle over the Maritime Authorizations bill. This bill is crucial to our industry because it mandates the amount of government subsidy money the industry will receive for the next fiscal year. There was a time when the Authorizations bill—which must be voted on every year—would move through Congress with hardly a dissenting vote. But times have changed. Anything and everything concerning maritime meets with stiff resistance in Congress today. And the Maritime Authorizations bill is no exception. We are hopeful that we will be successful in getting a strong Authorizations bill through Congress this year. But again, we have to fight to make it so. No one is going to present u'S with the pork chops. We have to take care of our own business our own way. There is no question that our industry—and the SIU as a part of it—is faced with many difficult problems. But it's nothing really new to us. Throughout our history, we have had to fight for everything we have ever achieved. It's just that we can't stop fighting if we expect to continue progressing. Overall, the SIU has done well in the face of adversity. Despite the fact that the maritime industry as a whole is shrinking, we have grown as an organization and we have expanded the scope of our representation. Years ago, the SIU represented only deep sea sailors on cargo ships. But today, we represent deep sea people of all types. Lakes seamen, dredge boatmen, and tug and towboatmen from all areas of the nation. In addition to this, our merger with the Marine Cooks and Stewards Union last year has worked out extremely well for both unions. The success of this merger has proven once again that American seamen are all brothers. And that in the long run, unlicensed seamen in this country would be better off under the banner of one strong, united union. As we look to the future, brothers, the road toward continued progress will not be an easy one to travel. And if we expect to be successful, there must be a total effort on the parts of everyone concerned in our Union. We have the tools to get the job done. We have a good legislative staff in Washington. We have the finest educational opportunities for seamen anywhere in the country at the Lundeberg School in Piney Point. We have a strong leadership and a good solid hard working membership. The most important thing though is participation. We have the programs to build on for the future. But to be successful in the long run, it is up to us to make these programs work. This means supporting SPAD. It means upgrading in Piney Point. And it means helping the Union out in our efforts to organize non-union seamen and boatmen. It is not going to be an easy job. But the efforts we put forth today willl pay off for us all in the years ahead. on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, Aa-CIO, 675 Fourth Ave Brooklyn N'Y 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 41, No.4, April 1979. (ISSN #0160-2047) orooKiyn, IN,T. 2 / LOG / April 1979 �i I > SlU Set for Battle Over Mctritiitie Authoritations Bill Expected McCloskey Amendments Would Cut Heart Out of CDS Program I n an instant replay of last year, Rep. Paul McCloskey (R-Calif) is expected to introduce at least three damaging amendments to the crucial Maritime Appropriations Authorization Act for Fiscal Year 1980 when floor debate on the bill begins in May. The proposed budget for the U.S. maritime industry, as formulated by the Maritime Administration, totals $398.8 million for Fiscal 1980. That sum breaks down into: $101 million for the construction dif­ ferential subsidy (CDS) program; $256 million for the operating differential subsidy (ODS) program; $16 million for maritime research and development activities and; $25.8 million for maritime educa­ tion and training expenses. The primary target of McCloskey's planned attack is the con­ struction differential subsidy pro­ gram. This indispensable program provides funding for the cost difference between building a new vessel in a U.S. shipyard and building one abroad. McCloskey, the ranking minority member of the House Merchant Marine and Fisheries Committee, wants to eliminate the entire $101 million CDS appropriation. He also wants to cut 30 percent of the Maritime Administration's operat­ ing expenses in connection with the CDS program. In addition, McCloskey is at­ tempting to get Congress to allow subsidized U.S. operators to pur­ chase vessels constructed in a foreign shipyard, a practice that is now prohibited by law. "CDS is a burden," McCloskey said in a "Dear Colleague" letter seeking support for the subsidy cutbacks from fellow Congressmen. It weighs heavily, he continued, "not only on the taxpayers who must subsidize U.S. shipyards in com- Carter Sets May 22, 1979 As National Maritime Day \ By The President of The United States of America "The influence and the importance of the American Merchant Marine extends well beyond our thriving ports. It affects all Americans. Our Merchant Marine carries the products of our farms and factories to consumers in our domestic trades, among our fifty States and possessions, and links the U.S. industrial and agricultural heartland with our overseas trading partners. Most of the gross tonnage carried in U.S. foreign trade is vvaterborne. "In addition to their vital role in commerce and trade, America's shipping and shipbuilding industries have distinguished themselves in providing logistic and combat support to our armed forces in times of war. "The men and women of our Merchant Marine can be justly proud of their contributions to our Nation's economy and national defense. In these dual roles, American seafarers have carried out their re­ sponsibilities with great dedication and ability. "In recognition of the importance of the American Merchant Marine, the Congress, by joint resolution of May 20, 1933 (48 Stat. 73, 36 U.S.C. 145), designated May 22 of each year as National Maritime Day in commemoration of the departure from Savannah, Georgia, on that date in 1819 of the SS SAVANNAH on the first transatlantic voyage by any steamship and requested the President to issue annually a proclamation calling for its appropriate observance. "NOW, THEREFORE, I, JIMMY CARTER, President of the United States of America, do hereby urge the people of the United States to honor our American Merchant Marine on May 22, 1979, by displaying the flag of the U nited States at their homes and other suitable places, and I reqi'.est that all ships sailing under the American flag dress ship on that day." JIMMY CARTER INDEX Legislative News Alaska Oil Battle Page 2 SlU in Washington ... Pages 9-10 Fight Over Maritime Authorizations Page 3 Union News Improving Seamen's Care at USPHS Page 6 President's Report. Page 2 Headquarters Notes Page 7 Letters to Editor Pago 16 Brotherhood in Action ... Page 24 At Sea-Ashore Page 18 SPAD Checkoff Back Page U.S.C.G. Withdraws Rule on Tows Page 5 Great Lakes Picture •. Page 8 Inland Lines Page 6 "Plans Paid Oven $8>Million in 1 st Quarter ... Page 4 Bilateral Trade Agreements General News Ship's Digests Dispatcher's Reports: Great Lakes Inland Waters Deep Sea Page 17 Page 29 Page 37 Page 35 Page 34 Training Upgrading "A" Seniority Upgrading.. Page 39 Piney Point Grads ... Pages 12-13 Membership News New Pensioners Final Departures 18 Boatmen Get Licenses Tug Terence Smith Page 36 Page 32 Pages 14-15 Page 5 Special Features Special Supplement on " ' ' SlU, MCS Merger .-Pages,19-22r. Great Lakes Fitout ., Pages 25-28 petition with an oversupply of low cost foreign yards, but also to the U.S.-flag ship operators who are now required to purchase their ships in U.S. yards." During mark-up sessions on the bill, McCloskey was successful in getting a provision attached which would prohibit the award of CDS funds for any vessel unless it is offered for enrollment in the Sealift Readiness program. The Congressman's attempts to devastate the CDS funding program have already been turned back by the House Subcommittee on Mer­ chant Marine and Fisheries. So were two other McCloskey-sponsored amendments. One would have barred operational subsidies unless manning levels were no more than 50 percent above the Coast Guard level. The other would have pre­ vented any funds from subsidized operators from going to the mari­ time research organizations which McCloskey claims engage in lobby­ ing for the merchant marine. McCloskey won't be deterred by this setback. His amendments will be closely scrutinized by the entire House as were similar McCloskey amendments in last year's fight for the Authorizations bill. Sponsors of the maritime appro­ priations legislation, including the House sponsor. Subcommittee chairman John Murphy and Sena­ tors Howard Cannon (D-Nevada) and Daniel Inouye (D-Hawaii) on the Senate side, have plenty of ammunition for the fight ahead. Witnesses in Favor Scores of witne.sses before both the House and Senate Subcom­ mittees have already testified in favor of the bill. Many, including subcommittee chairman Murphy, said the legisla­ tion does not go far enough. Murphy said the CDS appropria­ tion was a "marginal, slim hand-out to an industry that desperately needs to replace ships," and scored Mc­ Closkey for his efforts to cut the already "minimal, emasculated program." SlU Washington Representative Chuck Mollard, appearing before the House Subcommittee, extended the Union's support for the Authori­ zations bill. Even though Mollard agreed that the funds tapped were "minimal," he said, "they are, however, necessary to continue the programs set out in the 1970 Merchant Marine Act." "The SIU is particularly pleased," Mollard continued, "that the U.S. may begin to develop a new genera­ tion of bulk vessels through the funds requested for FY 1980 ship construction." The need to revitalize the U.S.flag dry bulk fleet was cited as crucial by witnesses before both Congressional subcommittees. Herb Brand, president of the Transportation Institute, said the $101 million CDS authorization, "together with $23 million of carry­ over funds will be used to construct four ships; one LASH and three bulk carriers. The construction of these ships will provide the benefit of maintaining the shipyard mobiliza­ tion ba.se necessary to ensure the nation's defense and security." Virtually every representative of maritime labor and industry who spoke before the two Congressional subcommittees supported the Mari­ time Authorizations bill. Many testified that the ailing U.S. mer­ chant marine needed more than the legislation would provide. But no one agreed with Rep. McCloskey who sees the current maritime authorization legislation as a "golden opportunity," for the U.S. to take advantage of the "bargain" prices offered for new vessel construction in foreign ship­ yards and thereby "acquire a large merchant fleet at a fraction of the cost it would take to build it in U.S. yards." Edwin M. Hood of the Ship­ builders Council of America shot back at McCloskey for dismissing not only the plight of the U.S. maritime industry but the employ­ ment needs of thousands of Ameri­ can shipyard workers. "No other activity," Hood said, "creates such a wide diversity of employment in such a variety of other industries ... as does ship construction and repair." "Mr. McCloskey's avowed pur­ pose," he continued, "is to export this widespread activity through a deliberate diversion of merchant ship construction contracts to shipbuilders in other countries. Jobs for many thousands of skilled shipyard workers who now face unernployment would likewise be exported." The Congressman from Cali­ fornia has built his reputation on being the most consistent and caustic critic of a strong, U.S.-flag merchant marine. Those who strongly support the Maritime Appropriation Authorization Act, including the SIU and many other maritime labor and industry groups, have no intention of letting Mc­ Closkey draw and quarter this crucial bill. Marad OK's 2nd Elect. For Six Delta C-4's The U.S. Maritime Administration has approved the addition of a 2nd Electrician to the unlicensed engine de­ partment crews on Delta Lines six C-4 freighters. The ships involved include the Delta Columbia, Ecuador, Bolivia, Panama, Peru, and Delta Venezuela. The ships run from the U.S. East Coast to South America. The SIU requested ihaf the company put a 2nd Electrician on each of the ships nearly 10 months ago because of the workload. However, all manning increases on subsidized vessels must be approved by the Maritime Administra­ tion. It took Marad until this month to finally give approval for the extra man. Two months ago, Marad had ap­ proved the addition of a Passenger BR on these six vessels when they are carrying passengers. The ships have a capacity for 12 passengers. April 1979 / LOG / 3 ,• �: SlU Plans Paid Over $8 Million in 3 Months of '79 During the first three months of this year, the Union's Welfare, Pension and Vacation Plans paid out over $8 million in benefits to SlU members—deep sea. Great Lakes and inland waters—and their dependents. The total figure is $8,368,057.16. These figures printed below demonstrate once again that job security is only one aspect of the overall security provided the SlU membership. Seafarers Welfare, Pension, and Vacation Plans Cash Benefits Paid January, February, March 1979 w i : : : t t SEAFARERS WELFARE PLAN ELIGIBLES Death In Hospital Daily @ $1.00 In Hospital Daily (s> $3.00 Hospital & Hospital Extras Surgical Sickness & Accident $8.00 Special Equipment Optical Supplemental Medicare Premiums DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors' Visits in Hospital . Surgical Maternity Blood Transfusions Optical Special Equipment Number of Benefits Amount Paid 26 521 218 72 17 13,636 3 383 89 $100,971.00 521.00 654.00 18,946.33 8,675.50 109,088.00 713.00 14,510.92 5,564.16 1,210 496 472 88 5 286 500,627.47 28,368.99 84,201.74 32,560.88 758.00 10,698.26 50 366 418 42 67 2 9 5 4,702 181,564.20 141,169.35 47,020.52 14,989.31 2,301.50 221.00 2,253.42 1,265.00 51,415.78 : : : i i : : PENSIONERS & DEPENDENTS Death Hospital & Hospital Extras Doctors' Visits & Other Medical Expenses Surgical Optical Blood Transfusions Special Equipment Dental Supplemental Medicare Premiums 23,203 207,410.28 9,486.21 3,801.21 8,095.23 1,907,576.06 SEAFARERS PENSION PLAN Pension TOTAL SEAFARERS PENSION PLAN 5,875 5,875 1,698,964.34 1,698,964.34 SEAFARERS VACATION PLAN Deep Sea Great Lakes Inland TOTAL SEAFARERS VACATION PLAN 2,135 799 771 3,705 3,359,126.07 938,247.86 464,142.83 4,761,516.76 32,783 $8,368,057.16 MEDICAL EXAMINATION PROGRAM . SCHOLARSHIP PROGRAM BLOOD BANK PROGRAM SPECIAL SERVICES DEPARTMENT .... TOTAL SEAFARERS WELFARE PLAN TOTAL WELFARE, PENSION & VACATION : 4 / LOG / April 1979 20 �.... - USCG Vi/gthdraws Bid to Seattle S-W&tch'Systegn on 600-Mile Tows Yielding to pressure from the SIU and other maritime unions, the Coast Guard announced last month that it was withdrawing its interpretive rule on the manning of uninspected towing vessels. The Coast Guard said the written comments and testimony they received were overwhelmingly opposed to the rule change. The Coast Guard s interpretive rule would have replaced the current threewatch standard for crews of uninspected towing vessels on voyages in excess of 600 miles with a 12 hour, two-watch standard (6 hours on, 6 off). When the proposal was first pub­ lished and comments invited by the Coast Guard, the SIU sent a letter to the agency blasting the suggested change in watch standards. "It is incredible," the Union ex­ claimed, "that the government agency responsible for promulgating regula­ tions to increase safety of life at sea could propose a rule which seeks to regress to safety standards that existed a half century ago." Congress recognized in 1936 that the two-watch system, in use at that time, placed vessels and crews in what they called "a constant state of jeopardy." Congress enacted the standard which exists today. That is a three-watch system for crews on vessels over 100 gross tons operating on the Great Lakes and on coastal and offshore waters (voyages of less than 600 miles are exempt). In addition to scrapping the latest in a run of attempts to amend the threewatch standard, which would have turned maritime safety back 50 years, the Coast Guard has pulled a propo.sal they had been considering defining "rest tirne" for licensed operators on unin­ spected towing vessels. The Union had argued that the term was meant to protect the vessel and the crew by providing the operator with enough "rest time" so that he was best able to perform his duties. The Coast Guard's proposal on rest time, the SIU said, would be a disservice to safety at sea because it is "unclear, inadequate, improper and totally meaningle.ss." The Coast Guard apparently agreed with that assessment. In withdrawing the proposal on rest time. Admiral J.B. Hayes, Coast Guard Commandant, said the agency had concluded "that publish­ ing a rule regarding what constitutes work time versus rest time would create more problems than it would solve," and "that no useful purpose would be served by issuance of this propo.sed rule." While gratified by the Coast Guard's decision on both the three-watch standard and the rest time proposals. the SIU hopes the agency will stop tinkering with operational work stand­ ards which arc already in the best safety interests of both crew and vessel. The Coast Guard could more profit­ ably spend its time by working to revamp those maritime standards which arc less than adequate to protect life and property at sea. AFL-CIO Launches ^Operation Price Watch' Program to Monitdr Living Costs A nationwide price monitoring effort was launched by the AFL-CIO earlier this month at a conference held in Washington which attracted more than 250 representatives from all sections of the nation's labor movement. "Frankly, we believe that mandatory, across-the-board controls on the price of everything and the income of everybody—in this period of time— would be more equitable and more enforceable. In fact, we believe that 'Operation Price Watch' will prove that point." SIU President Paul Hall—who is also the senior vice president on the AFLCIO Executive Council—was chairman of the opening session. The major speakers at the all-day conference included AFL-CIO President George Meany; Alfred E. Kahn, chairman of the President's Council on Wage & Price Stability; and Senator Howard M. Metzenbaum (D-Ohio), a leading critic of President's Carter's failure to stem runaway living costs. In outlining the scope of the Federa­ tion's "Operation Price Watch,"Meany said the union's monitors will be checking prices weekly at "hundreds of thousands" of retail outlets to let President Carter and his Administra­ tion in on "the hard and unpleasant facts about price increases." Both Meany and Hall reminded President Carter that the AFL-CIO has repeatedly told the Administration that its so-called "voluntary" wage-price guidelines are not only unfair, but they are also unworkable. Both Federation leaders stressed the point: 'AFL-CIO Vice President Paul Hall chaired the opening session ot the Federationsponsored conference on Operation Price Watch. More than 250 Union representatives from virtually every labor organization in the United States at­ tended. Seated next to Hall is AFL-CIO President George Meany and, at right, Alfred E. Kahn, chairman of President Carter's Council on Wage & Price Stability. Union Fighting to Save SIU Jobs on Nine Sealift Tankers The SIU is fighting to prevent the loss of jobs currently held by Seafarers aboard nine Military Sealift Command tankers. At stake are a total of 167 unlicensed jobs aboard five T-5 tankers, operated by the SlU-contracted Hudson Water­ ways Co., and four Columbia-class vessels, contracted out to Cove Tankers by the MSC. Several months ago, the MSC sent out requests for bids from the private sector for the manning and operation of the nine ships. Following the opening of the bids, the MSC announced on April 11 they planned to award the operating con­ tracts to the Trinidad Corp. of Philadel­ phia which operates with National Maritime Union personnel. The SIU feels Trinidad's bids were improper and, as a result, discrimina­ tory to other companies which entered proposals on the contract. The Union's initial action was to file a formal protest charging impropriety in the bidding procedure with the General Accounting Office and the MSC. If the GAG doesn't set aside these bids, the Union is prepared to file an injunction halting the turnover of crews on the vessels from SIU to NMU. If necessary, the Union will take the fight for jobs and job security to court. Until a formal ruling on the matter is handed down, the nine vessels will retain their SIU crews. The five T-5 tankers, the USNS Maumee, Shoshone. Yukon. American Explorer and USNS Potomac, were built in the 1950's and carry between 24,300 and 24,470 dwt of liquid cargo. The Columbia-class vessels, all 672 feet long, are the USNS Columbia, Neches, Hudson and Susquehanna. These tankers date from the 1970's and all have a cargo capacity in excess of 37,000 dwt. All of the Columbia-class ships, as well as the T-5 tanker Potomac are bareboat chartered to the MSC. The other T-5s are government-owned, and all nine tankers are the bread-and-butter of scores of Seafarers who have crewed the ships for many years. The Union has no intention of relinquishing the MSC contracts to Trinidad Corp. when the bidding procedure seemed strongly tainted with impropriety. We will see the fight through as many court battles as necessary to make sure the MSC contracts are awarded under proper and equitable circumstances. Crescent Adds Tug Terence Smith to Fleet SlU-contracted Crescent Towing of New Orleans has added another new boat to its fleet providing new jobs for SIU Boatmen. This one, the former railroad tug San Luis is the largest and most powerful owned by Crescent. The recently refurbished tug will go by the name Terence Smith which was the name of Crescent's founder and first president. The boat was completely recondi­ tioned by Crescent's own team of engineers at the company's docks on Patterson St. in New Orleans. Crescent often buys old railroad tugs and restores them in a metamorphic like process that leaves them looking and running better than when they were new. Most importantly, though, each addition for the Crescent fleet means more jobs for SIU members. The 1800 horsepower Terence Smith • will be used in shipdocking and other general harbor work around the New Orleans area as are the other boats in the Crescent fleet. April 1979 / LOG / 5 ,1.' I �leg will probably open in early May.instead of the normal Apr. 15-25 says the U.S. Army Corps of Engineers in St. Paul, Minn. The late opening is due to high water in the Mississippi and Lake Pepin, 40 miles below St. Paul, and the more than usual 100 percent thin ice coverage on Lake Superior. The Great Lakes Towing Co. last month called out their towing vessels to begin another banner year. St. Louis Word from here is that ACBL Engineer Terry Lingenfelyer of Hardy, Ark. is quite an artist. » Norfolk SIU Boatmen sailing with the Norfolk, Baltimore and Carolina Lines (NBC) and the Express Marine Towing Co. here late last month ratified their new contracts. I^sides gains in wages and welfare benefits, both contracts now contain the SIU Inland Vacation Plan. Baltimore Contract negotiations began this month with the Harbor Towing Co. for its 50 SIU Inland Boatmen. The company handles oil barges in the Baltimore Harbor. Their contract expires the end of next month. Great Lakes On Apr. 16, the SlU-contracted Great Lakes Dredge and Dock Co. of Cleveland put 27 Lakes Boatmen on their dredging project of the Cleveland Harbor and the Cuyahoga River. The job going "full blast" should take three months. It had been started last fall. Peter Kiewit & Sons put their first crews of the season on all their boats for the Cleveland Dike Disposal Project begun last year. Luedtke Engineering Co. started several dredging projects, including the one in the port of Toledo, Ohio. The Zenith Dredge Co. of Duluth, Minn, began the fitout of their dredges for several dredging projeets in the Minnesota and Wisconsin area. The port of Duluth and navigation on the Upper Mississippi River's 100-mile Solid ice jams this winter choked off the Missouri River's heavy traffic especially at Sioux City, Iowa, where a new bridge is being built. The ice on most of the river's 2,315 miles halted traffic from November to mid-March. If the Ohio River had this much ice, Pittsburgh and Cincinnati would be in trouble. Port Arthur Sabine Towing Co. here has started construction of two new harbor tugs. The first tug is set for delivery in September or October. Construction of the second tug has just started. * A new operation has begun in this port as the Crowley Towing Co. began moving oil barges from Texas to Florida ports. The Port Arthur SIU Medical Clinic is now open seven days a week, 24 hours a day. Galveston The former 16,000 cubic yard Dredge Ezra Sensibar (Construction Aggregates) now the Dredge Long Island will be used to dredge here. She recently completed her part of the $17-million, 9-million cqbic yard dredging of Tampa Harbor. The 10,316 gross ton dredge was built in 1971 in Houston. Jacksonville SIU Boatmen in this port are now using the facilities of the USPHS Clinic here. SIU Working With USPHS to Improve Seamen's Care For many years the U.S. Public Health Service Hospitals have pro­ vided service to merchant seamen. But, as is well known, there have sometimes been breakdowns in this service along the way. Seamen have encountered various difficulties in their dealings with the USPHS hospitals, especially in trying to receive priority treatment. To their credit, the USPHS hospitals are making a real effort to evaluate these problems, and to improve their overall service as it applies to seamen. The Seamen's Health Initiative Plan (SHIP) is one such effort being made by the USPHS to upgrade its programs. Outside organizations who have a vital interest in the USPHS hospitals—including the SIU—have been invited and are participating in the SHIP Program. At a recent meeting of SHIP's Access to Care Committee, attended by the SIU, a number of suggestions were made as to how the USPHS hospitals could improve access to care for seamen, their primary beneficiaries. The suggestions, which would if implemented affect SIU seamen, include the following: 1. An improvement should be made in the notification system that requires-seamen to report to the PHS when they use private hospitals on an emergency basis. The SIU urged that the present 48-hour notification rule be changed, allow­ ing for a more realistic notification period. 6 / LOG / April 1979 m 2. The SIU urged that the PHS pay for emergency care where a reasonable effort is made to let PHS know that a private hospital is being used on an emergency basis. 3. It was suggested that a toll-free number be established for seamen who check into a private hospital in an emergency situation and wish to notify the PHS. Such a call would fulfill legal notification require­ ments. 4. A study will be made of ways the PHS could further improve its system for actually giving priority care to primary recipients, such as seamen (who in many cases need to catch ships and are pressed for time). 5. A review will be made of the masters certificate so that there is a clear idea of the duty status of the seamen. An attempt will also be made to list physical qualifications that may be needed as a general standard for seamen. The SIU indicated it is concerned about this area and we will be closely involved in whatever is produced. 6. An effort will be made to improve the utilization of the hospital's system by beneficiary groups such as offshore oil and gas industry workers and Inland boat­ men. All of these groups are infrequent PHS hospital users. In regard to this, an effort will be made to provide publicity in trade publica­ tions and other magazines about the availability of PHS system to various classes of U.S. seamen. In addition to the meeting of the Access to Care Committee, three other groups within the Seamen's Health Improvement Plan are also meeting to discuss problems relating to seamen and the PHS. These are the "Physical Qualifications for Seamen," "Care at Sea," and "Safety Aboard Ship" groups. The SIU is taking an active role in these meetings to foster the best interests of the membership. The Access to (2are Committee will meet again next month, and the SIU will there. Increased Tank Barge Safety Focus of New House Bill A bill to remedy the problem of oil pollution from tank barges has been introduced in the House by Rep. Gerry E. Studds (D-Mass.). Rep. Studds recently presented a pile of statistical information in Congress to hammer home the point that legislation to improve construction and tighten operating safety standards for tank barges is long overdue. The legislation's aim is the eventual conversion of the U.S. tank barge fleet to double hull construction standards. "All newly buiit barges," the bill reads, "must be equipped with double hulls and, as of Jan. 1, 1983, all existing barges 15 years of age or older must be equipped with double hulls." The SIU supports Congressman Studds' effort to improve tank barge safety and to cut the number of oil spills and accidents from these vessels. But the Union feels the measure doesn't go far enough. In a letter to Rep. Studds dated April 2, SIU Washington representative Chuck Mollard said that the Union "agrees that action must be taken to improve safety standards in this in­ dustry." On top of the double hull construc­ tion standards spelled out in Rep. Studds' bill, Mollard outlined several additional proposals which the Union feels "would greatly improve the operational safety record of the tug and barge industry." The Union's proposals include: • that all entry grade or new boatmen successfully complete a basic training program prior to securing employment. • that all inland boatmen possess proof of qualification and general health in order to be eligible for certification to serve on inland vessels; • that all vessels towing tank barges have on board a certified tankerman whose duties are separate from those of the towboat operator; and • that all vessels operating as part of our domestic shipping industry be subject to occupational safety and health regulations that recognize the uniqueness of this industry and the importance of such operations to the marine environment, and safety of life and property. While the SIU feels that the construc­ tion standards contained in Rep. Studds' bill are a necessary part of improved tank barge safety, the Union's additional suggestions would round-out the legislation, providing both tank barges and the crewmen who operate them with a broader measure of protection. �Headquartt^rs by SIU Executive Vice President Frank Drozak Take Advantage of Your Benefits I t's difficult for some people to imagine what it was like in the days when seamen struggled to earn a living that provided little real security for their families. Thanks in large part to the role of labor unions, those days are now looked upon as "ancient history," even though it really wasn't all that long ago. Nowadays, a man can pour a solid foundation for his family to build upon. And it's not one that's going to get ripped up by an untimely illness or other unplanned for crisis. Over the years, a lot more has come to deepsea and inland members of the SIU than improved wages. Did you ever stop to think what kind of real security your family would have without all the various benefits Union members now enjoy? Take the Seafarers' Welfare Plan, for example. We all know how difficult it can be to save up money, and how quickly it can go when it comes to pay the monthly bills. But unexpected hospital bills can wipe a man out, unless he's ready for them. The SIU Welfare Plan provides the kind of coverage that keeps this kind of economic setback from happening. The Welfare Plan is wide ranging and provides coverage for hospitalization, surgical, maternity, and other types of treatment, as well as out-patient treatment for dependents. This kind of coverage can arpount to thousands of dollars saved over the long run. Some of the most outstanding benefits available to Union members are the educational opportunities provided by the SIU. This is the kind of benefit members can take advantage of, and draw from, at any time for immediate gratification as well as long term rewards. But a man has got to go after these educational benefits; you've got to sow before you can reap the harvest. The Harry Lundeberg School in Piney Point, MD. has got all the equipment you need to work with. At the Lundeberg School, a wide variety of courses are available for deepsea and inland members who want to upgrade. And, unlike betting on the horses or buying stocks, there's no risk involved when you invest the time to take a course. And you can bet on the returns. Aside from the programs available for those who want to upgrade, there are other educational benefits available to SIU members, such as the high school equivalency (GEO) program offered at HLS. College .scholarships are also available to Union members and their dependents, and a number are awarded each year. But, again, only the ones who display some foresight and initiative are going to gain from the SlU's educational benefits. The SIU has fought hard to establish another benefit for inland members—the Industry Wide Vacation Plan. At present some 90 percent of SlU-contracted inland operators pay into this Plan, and thousands of boatmen have already received vacation checks as a result of the Union's efforts. All deepsea members are already covered by a Vacation Plan. No seaman likes to think of the day when he'll depart this world, but it's a fact of life—one that once resulted in undue hardship for a seaman's family. With today's death benefits, something the SIU has also worked hard to establish for its members, just that much more security has been added to the world of the Seafarer and his family. The SIU has established many benefits for its members, as these few paragraphs have attempted to show. In some cases they lie dormant, ready to come to the aid of a seaman and his family in a time of emergency. Others are there, just waiting for the right person to come along and take advantage of it. In any case, these benefits are one trademark of a strong Union that's tuned into the needs of its members. And those benefits are as good as geld. 600 Seamen Pack West Coast Maritime Conference San Francisco—One of the largest gatherings of American merchant seamen in years turned out late last month to participate in an SIUsponsored conference focusing on, "The Maritime Industry, Where Does It Stand Today?" More than 600 members of the Sailors Union of the Pacific, the Marine Firemen's Union and the SIUAGLIWD took an active role in the all day session. SIU President Paul Hall chaired the Conference, which took special aim at the problems facing Pacific Coast shipping. Among the Union officials who presented special reports were Paul Dempster, president of the SUP; Whitey Disley, president of the MFU; Frank Drozak, executive vice president of the SIU; Ed Turner, West Coast SIU representative and head of the former Marine Cooks and Stewards union, and SIU representative Chuck Mollard. Government and industry spokesmen also participated to give those in attendance a more complete picture of the problems facing American maritime today. They included: Thomas Patter­ son, Western Region Director of the U.S. Maritime Administration; Ed Flynn, president of the Pacific Mari­ time Association; Herb Brand, presi­ dent of the Washington, D.C. based Transportation Institute and Capt. Dick Stone also of the Transportation Institute. The Conference was timely and very necessary. It came at a time when shipping for Pacific Coast seamen employed by companies affiliated with the Pacific Maritime Association is seriously depressed. As noted by SUP President Paul Dempster. Pacific Coast shipping has steadily declined since 1959. At that time, PMA companies operated 134 ships. Today, 32 ships make up the PlsiA fleet. Dempster expressed hope that there would be a turnaround for Pacific Coast shipping with "the opening of the China trade and extensive marine require­ ments of the offshore oil drilling industry, deep seabed mining and LNG transport." Ed Turner of the former MCS blamed in part the decline of Pacific Coast shippping on "automation and mech­ anization." However, he noted that the merger last year of his Union with the SlUAGLIWD has helped former MCS members cope better with the decline in Pacific Coast jobs. MFU President Whitey Disley also expressed his deep concern with the Pacific Coast situtation. He noted "inroads made by foreign fleets into the U.S. trades" as a major cause of the problerp. Mthough concerned with the prob­ lems facing the West Coast, all of the speakers expressed hope that the problems could be overcome. SIU Executive Vice President Frank Drozak, trying to bring the problems into perspective said, "each day brings new challenges to the continued opera­ tion of a viable American merchant fleet." He told the gathering of seamen that the SIU had advanced as an organiza­ tion despite the problems of the industry in large part due to effective political action. But he said that there are still many obstacles to be overcome. And only continued hard work, with the coopera­ tion of the entire maritime labor movement, would insure the industry's future. SIU Intercedes With USPHS, Saving Member From $926 Bill In March, 1978 Seafarer Merrill Hummell checked into the St. Joseph's Hospital in Reading, PA. for eiiteirijency medical treatment. Under such emergency circumstances, the U.S. Public Health Service will handle the bill if they are properly notified of the seaman's whereabouts within 48 hours. But Seafarer Hummell almost got stuck with the $926 bill because he failed to notify the PHS that he had checked into the St. Joseph's Hospital. The SIU came to the aid of brother Hummell, and the PHS eventually agreed to pick up the tab. But the PHS made it clear that proper procedures had not been followed. In a letter to the SIU, Dr. Leonard Backman of the PHS stated that, "It is unfortunate that notification did not occur. However, it remains the responsi­ bility of the seaman or someone on his behalf to notify the nearest PHS health care facility prior to being discharged from emergency care." Seafarer Hummell made the mistake of thinking that the St. Joseph's Hospital would notify the PHS. It doesn't work that way; and it almost cost him a bundle as a result. Until some other system can be worked out, seamen have no choice but to conform with the notification requirements of the PHS. A simple phone call, followed up by a telegram documenting the notification, fulfills a seaman's responsibility in this regard. More than 600 members of the SUP, MFU and SlU-AGLIWD attended maritime conference last month in the port of San Francisco. April 1979 / LOG / 7 . 1.' �Algonac' The Lakes Picture Fit Out With the first of April, just about all SlU-contracted Great Lakes vessels were fitting out and several had begun their first runs of the season. The Nicolet (American Steamship Co.) led off the 1979 shipping season for the Union-crewed Great Lakes fleet on Feb. 27. By mid-April all SlU-contracted lakers are expected to be running with the exception of the Bob Lo Co.'s two passenger ferries which begin operating on Memorial Day. Another possible exception is American Steamship's John A. Kling which ran into minor trouble during fit out and had to be taken to the shipyard for repairs. The engine and steward departments were already aboard the Kling but the deck department was cancelled until further notice. Other SlU-contracted vessels are fitting out in the following ports: Toledo (14 ships fitting out); Detroit (4); Muskegon, Wise. (2); Manitowoc, Wise. (1); Superior (3); Sturgeon Bay (2); Sandusky (1); Chicago (1); Buffalo (2); Duluth (2); Green Bay (2), and Erie (6). " Former SlU Vice President Fred Farnen was honored at a testimonial dinner on St. Patrick's Day for his role in "the struggle to bring respect and dignity to American seamen." Farnen an SIU V.P. since 1947, also served on the Executive Board of the Detroit Metropolitan AFL-CIO and the Michigan State AFL-CIO and was Secretary-Treasurer of the federation's Maritime Trades Dept. until his retirement last year. The testimonial dinner, held at the Retail Employees Union Hall, was co-sponsored by the Michigan State AFL-CIO and the Metropolitan Detroit AFL-CIO Council. The unusually cold Great Lakes winter, which brought shipping to a nearstandstill, took its toll on some Michigan island dwellers as well. The residents of Hansens Island depend on the SI U-contracted Champion Auto Ferries to shuttle them across the St. Clair river to the mainland. Champion, which runs four car ferries during the spring and summer, uses only one vessel during the winter months. Equipped with their own ice-breaking equipment the ferries don't usually encounter major difficulties. But last month an ice jam trapped the auto ferry at the dock in Algonac and the several hundred hardy souls who make their year-round home on Hansens Island were stranded for several days until the ferry could be freed. * * * * The deep freeze conditions on all the Lakes made the winter of 1979 an ideal time for testing a new air bubbler icebreaking tug and the 140-foot KatmaiBay is passing every test with flying colors. The tug made it through snow-covered ice that ran 27 inches thick and Coast Guardsmen think the air bubbler design could prove a major boon to Great Lakes winter shipping. Clean Waters The St. Paul District of the Army Corps of Engineers expects the Port of Duluth to open on schedule on April 19, despite their original prediction that the solid ice cover on Lake Superior would delay the port's opening until early May. An annual report on the water quality in the Great Lakes, issued by the International Joint Commission, said that pollution in the Lakes "remains a critical problem and serious and effective controls are needed promptly," to answer it. The Commission is made up of water quality experts from all the Great Lakes states and the Canadian government. In addition to the warnings, the report included a little good news. The levels of certain toxic substances have been reduced, the Commission reported, citing lower levels of phosphorous, PCB, mercury, DDT and other contaminants. The levels of these carcinogens may soon be low enough, one Commission member said, "for us to remove the warning against eating salmon caught in Lake Michigan." €hiea|$o St. Lawrence Seaway The Sam Laud (American Steamship) was the first ship to call at the port of Chicago this year. She was in to pick up a load of coal. The Medma Challenger (Cement Transit Co.) is expected to,bring her first cargo of cement into Chicago during the first week in April. The Challenger was originally scheduled to arrive in Chicago several days earlier but the 30 inch solid ice, which tied up a number of Great Lakes ports, forced postponement of the vessel's first run. The thick ice, which is usually a source of delays and frustrations on the Lakes, did provide at least one blessing for an SlU member. Last month, as he was lowering radar equipment from the Medusa Challenger to the shore. Bosun Carl Shircel lost his balance and fell overboard. Shircel got away with relatively minor bruises from his 25-foot fall because he landed on thick ice blanketing Lake Michigan. If he had hit icy water, he would not have been so lucky. The opening of the 79 shipping season marks Step two in the three-year phase in of tolls on the St. Lawrence Seaway. Last year, when tolls were increased on the waterway for the first time since the Seaway opened in 1959, many maritime industry spokesmen were pessimistic about the effect the tolls would have on Seaway usage. But 1978 turned out to be a good year for the Seaway despite toll increases and despite the fact that a strike by Canadian iron ore workers caused a large decline in iron ore shipments throughout the waterways. Traffic on the Welland Canal during 1978 was up to 65.7 million metric tons which is .9 percent higher than last year's totals. Traffic on the Montreal-Lake Ontario section of the Seaway was down by about the same percentage to 56.9 million tons. The St. Lawrence Seaway Authority, which administers the network for the U.S., said the major factor contributing to last year's strong cargo movement was that grain traffic was at its highest level since the Seaway opened. Duluth SlU-contracted Kinsman Lines recently purchased the ore carrier McGonnagle from U.S. Steel which will be run in place of the Kinsman Enterprise. The Enterprise, built in 1906, is the old-timer of Kinsman's fleet. The SlU crew formerly aboard the Enterprise, will man the McGonnagle. Delta Bolivia Committee Ihe Professional Touch That's what graduates of the Marine Electrical Maintenance Course have—the professional skills to maintain electrical systems aboard ship. These are the skills that mean more money and more job security. They're the skills you get when you take the Marine Electrical Maintenance Course. So sign up Now! See your SIU Representative or contact: Harry Lundeberg School Piney Point, Maryland 20674 (301) 994-0010 Course Starts April 30 SIU N.Y. Patrolman Ted Babkowski (seated left) checks the papers of Steward Delegate James Barclay (seated right) at a payoff early this month aboard the SS Delta Bolivia (Delta Lines) at the 39th St. Pier in Brooklyn. N.Y. The rest of the Ship's Committee (standing I. to r.) are Recertified Bosun Luther Pate, ship's chairman; Deck Delegate Charles Bortz and Engine Delegate Francis Wagner. 8 / LOG / April 1979 �tiUl in tonslitnqto Seafarers international Union of North America. AFL-CIO April 1979 Legislative. Administrative and Regulatory Happenings Congress Moves to Restrict Export of Alaska North Slope Oil Congressman Stewart McKinney (RConn.) has introduced legislation which would extend and strengthen the restric­ tions on the export of Alaskan North Slope oU. A strong move has been under way— pushed by the giant oil interests—to export this American oil to Japan. The latest gimmick would be to swap the Alaska oil for Mexican petroleum. The McKinney proposals would require the President to determine four factors before the oil could be sold, exchanged or swapped in any deals—(1) that it will not diminish the quantity or quality of crude oil in the U.S.; (2) that any such exchange would, within three months of the export, reduce the costs of imported oil to U.S. refiners, and that this will result in lower prices to American consumers; (3) that any exchange will be made pursuant to a contract that can be terminated; and (4) that such an exchange or sale is necessary to protect our own national interests. The proposed amendment also would require that the President submit his finding to Congress within 60 days, and that Congress must—by concurrent resolution— approve the export or exchange of oil. The McKinney amendment has the strong support of a number of consumer groups, environmental interests, business organiza­ tions, as well as the entire U.S. maritime community. On the Agenda In Congress... IN COMMITTEE Maritime Administration (MARAD) Authorizations—House. The Subcom­ mittee on Merchant Marine earlier this month agreed to three amendments to the 1980 authorizations for the Maritime Administration. They are: • No construction or operation dif­ ferential subsidies will be paid unless the vessels are offered for enrollment in a Sealift Readiness Program approved by the Secretary of Defense: • The construction subsidy may be decreased by five percent where the vessel under construction is not part of an existing or future ship design series: • Title XI (ship construction loan guarantees) for 1980 will be limited to $1.5 billion. MARAD Authorizations—Senate. Herb Brand, president of Transportation Insti­ tute, testified before the Senate Merchant Marine and Tourism subcommittee earlier this month to urge Congress to affirm its commitment to "the establishment of a strong national maritime policy." In his testimony. Brand noted the particular importance of a construction differential request of $101 million which, together with $23 million left over from last year, will be used for building four ships—one LASH and three bulk carriers. Brand said: "The construction of these ships will provide the incentive and means for maintaining a shipyard mobilization capability to insure our nation's defense and security." Liner Code of Conduct. The House Merchant Marine subcommittee will hold a hearing on April 26 on the United Nations' Code of Conduct for the Liner Conference System. The international code—when adopted—will have a direct affect on conference rates for ocean carriers in the U.S. foreign trades. Port Safety. The Coast Guard subcom­ mittee of the House Merchant Marine and Fisheries Committee will hold a hearing later this month on a number of amend­ ments to the Port Safety Act. Congressman Mario Biaggi (D-N.Y.) will be chairman of the hearing. Oil Spill Liability. The House Coast Guard subcommittee will mark up the Oil Spill Liability Fund bill this month. Agricultural Trade Act. The Foreign Agricultural Policy subcommittee of the Senate Agricultural Committee is holding a series of hearings this month on the Agricultural Trade Act. We will be watching these hearings to determine,the attitude of this committee toward the use of U.S.-flag ships in the shipment of U.S. agriculture products. , Water Resources Projects. The House Water Resources subcommittee is continu­ ing hearings this month on the President's proposed changes in cost-sharing policies for water resources projects. Included in the study is a requirement for a state cash contribution and the proposed 20 percent non-Federal cost sharing level for flood protection. LNG Sites and Facilities. The House Oceanography subcommittee will hold a hearing April 26 on legislation concerning locations and facilities for gasification and storage of liquid natural gas (LNG). SIU Seniority Upgraders Visit Washington for A hook at Political Action h ''fi As an important part of their on-going educational activities, eight more Seafarers came to Washington late last month for a first­ hand look at their Union's political action program. The group included eight "A" Seniority Upgraders and two SIU officials. During their day-long visit to the nation's capital, the maritime trade unionists visited the AFL-CIO Maritime Trades Department where they met and talked with the MTD and SIU legislative staffs. They also visited the Transportation Institute where they were given an in-depth briefing on some of the many legislative and political issues facing the maritime industry. Later in the day, the Seafarers toured the Halls of Congress, which included a visit to the House and Senate chambers, and meetings with the staff members of Congresswoman Barbara Mikulski (D-Md.), and Congressman Bob Eckhardt (D-Texas). Pictured here on the steps of theCapitol with SIU Legislative Representative Betty Rocker are Seafarers John Aelick, Larry Dockwiller, Robert Firth, William Gizzo, Charles Zulaut, Gordon Pearson, Jeffrey Kass, Kadir Amat, and SIU representatives Don Tillman and Pat Pillsworth. April 1979 / LOG / 9 .""•-'Hi' ,y;.:, �•mmmr f Industry 1 News Committee Approves Alaska Lands Bill The House Merchant Marine and Fish­ eries Committee has approved an expanded Alaska lands bill that would set aside 128 million acres for natural resource develop­ ment. This new legislative measure—which sets aside six million more acres than was ILA's Scotto Calls for National Cargo Policy for US-Flag Ships "Above all else, the U.S. must develop national cargo policy which assures our merchant marine a fair share of all types of cargo." That was the summation of a statement admitted by Anthony Scotto, vice presi­ dent and legislative director of the Interna­ tional Longshoremen's Association, to a hearing this month held by the House Merchant Marine Committee. In his statement, Scotto warned the Congressmen: "We are the world's greatest trading nation, yet we have not made any significant progress to prevent our economy and our security from becoming totally dependent upon foreign vessels operated by foreign governments." Citing the Prussian's penetration into the U.S. ocean trades and the growth of stateowned fleets among the emerging nations, Scotto charged that the U.S. is hamstringing its own merchant marine by expecting it to operate "as if state-owned fleets did not exist, and as if international cargo prefer­ ence laws and predatory rate practices were non-existent." The ILA vice president said two things should be undertaken at once to assert our nation's commitment to its merchant marine. "All federal agencies should be directed to use U.S.-flag vessels to the fullest extent possible, and a national cargo policy must be developed and implemented to build a U.S.-flag fleet. proposed by the House and Senate last year—now goes before the full House for a vote. The land which has been set aside.in the proposed legislation contains a rich poten­ tial of oil and gas deposits for future development. Strong opposition to the development of these natural resources is expected again from environmental groups. In pointing out the importance of set­ ting aside certain areas for future explora­ tion, Congressman John B. Breaux, whose subcommittee has been holding hearings on this bill in both Washington and Alaska, said: "The coastal plain is considered to have the highest onshore gas and oil potential in the state of Alaska." Congress Extends Life Of DCS Watchdog Panel By a very close vote—194-172 — the House late last month voted to extend for 15 months the life of a special Congressional Committee to act as a watchdog on the Outer Continental Shelf Act which was passed last year. The SIU strongly endorsed this measure to insure that there will be no compromise or watering down of the provisions of the Act which require 100 percent American manning of offshore rigs and platforms, as well as U.S. manning of supply vessels. The extension of the Congressional watchdog panel on the Outer Continental Shelf enables this panel to monitor activities and insure that American workers are employed 100 percent in DCS operations. US-Flag Fleet Hits 21,9 Million Tons The privately-owned ocean-going fleet of the U.S. merchant marine climbed to a new record of 21.9 million deadweight tons (dwt) on Feb. 1, 1979 according to the latest figures of the U.S. Maritime Administra­ tion. Compared to Feb. 1, 1978, thq number of ships in the U.S. fleet increased by four to 747, (only 550 are active) and the capacity of the U.S. fleet expanded by 1.6 million tons over what it was a year ago. The large gain in capacity during the past year reflects the larger size of the new shins added to the fleet, and the comparatively smaller size of the older vessels that were sold or scrapped during the past 12 months. The MARAD report also revealed that 56 merchant ships—totalling more than 3.5 million deadweight tons—were under construction or on order in American shipyards as of Feb. 1. These new additions to the U.S.-flag fleet will include: 11 tankers, 11 liquefied natural gas vessels, 11 intermodal carriers, 12 dry-bulk vessels, three cargo break-bulk carriers, and eight special type ships. SPAI) Ls the SIL's political fund and our political aim in Waihinftton, D.C. The SIU aslu for and acccpl.<i voluntary contributions only . The Union uses the money donated to SPAD to support the election campaifpis of legislators who have shown a pro-maritime or pro-labor record. SPAD enables the SIU to work effectively on the vital maritime issues in the Congress. These are issues that have a direct impact on the jobs and job security of all SIU mem­ bers. deep-sea, inland, and Lakes. The SIU urges its members to continue their fine record of support for SPAD. A member can contribute to the SPAD fund as he or she sees fit, or make no contribution at all without fear of reprisal. A copy of the SPAD report is filed with the Federal Elec­ tion Commission. It is available for purchase from the FEC in Washington, D.C. Anthony Scotto, vice president, Interna­ tional Longshoremen's Association. 10 / LOG / April 1979 The U.S.T. Atlantic, 390.000 dwt tanker, crewed recently by SIU members in Newport News, Va., is characteristic of the new and larger ships today. �Heart Attacks At Sea Claim 9 of 10 Victims: SiU Trying to Cut Those Odds Thru CPR Training o you know what to do if a fel­ low seaman suffers a heart at­ D tack? Would any of your shipmates know how to help in the event you were stricken? Unfortunately, the answer to both of these questions is probably no. Most seamen do not know what to do in the event of a heart attack. As a result, more than nine out often seafaring heart seizure victims in a five-year period have died. This somewhat unnerving statistic was compiled by the Information and Analysis Staff of the Office of Merchant Marine Safety, U.S. Coast Guarcjl Headquarters, Wash­ ington, D.C. The data shows that in the period from July 1,1972 to Sept. 30, 1977 there were approximately 646 heart attack victims on U.S. flag vessels^ Of these 599, or about 93 percent of the total died before receiving any medicaUattention whatsoever. The Coast Guard survey shows that over 60% of the seamen who suffered heart attacks were in the 4059 age group. It also shows that the average American merchant sailor is almost 50 years of age, making him a prime target for heart problems. Obviously, U.S. seamen need help but, where can he get it? The answer is simple: from one of his shipmates who is trained in cardiopulmonary resuscitation (CPR) techniques. It is believed that this procedure, if administered promptly and effi­ ciently, could have saved many of the seamen who experienced heart failures. The Harry Lundeberg School in Piney Point Md., recognizing the need to train seamen to administer cardiopulmonary resuscitation, of­ fers a course to do just that. The CPR course is comprehensive and can be shaped to fit almost any schedule. It lasts for a total of 12 hours and can usually be completed within a week or two. Instructor Dan Browne, left, shows two SIU members how to apply a tourniquet during first aid and CPR training at the Lundeberg School. SIU upgrader practices chest pumps used to revive heart attack victim as instructor Jim Hanson looks on. At the present time, 9 of 10 seamen who suffer heart attacks at sea die. The SIU is trying to cut down those odds through the Cardio Pulmonary Resuscitation course at the Lundeberg School. Instructors Dan Browne and Jimmy Hanson will teach conscien­ tious students how to recognize the warning signs of a heart attack and deal with them properly. Cardiopulmonary resuscitation is mandatory for all new HLSS trainees and for those taking LNG and some other courses. Others need only to apply at the school's vocational department office if they wish to receive this vital training. Upgraders or anyone who cannot fit the CPR course into their regular schedule, merely have to inform the department and a schedule will be worked out for them. The course not only teaches lifesaving techniques for shipboard heart attack victims but also procedures to follow for choking victims and victims of respiratory arrest. So, next time you are going to be at HLSS why .not take the Cardio Pulmonary Resuscitation course and encourage your shipmates to do the same? Knowledge of what to do in the event of a heart attack could save a life. Other people's knowledge could save yours. Jim Hanson, instructor, left, shows Seafarer proper way of giving mouth-to-mouth resuscitation to a heart attack victim. $20,000 Graduated Death Benefit Means Added Security Since the new graduated death benefit was initiated last year, the beneficiaries of 10 departed SIU members have been awarded the maximum benefit of $20,000. Other awards have also been paid out in lesser amounts: These awards provide continued security for the families of seamen as well as boatmen who qualify for the benefit. In fact, death benefit payments to the loved ones of deceased seamen and boatmen represent one of the largest expenditures made by the Seafarers Welfare Plan. In the 12 month period from Dec. 1977 to Dec. 1978, the Plan paid over $1,225,000 in death benefits. Of this amount, over one quarter of a million dollafs was paid under the new Graduated Death Benefit. The graduated death benefit ap- The SIU Wins Vote At Shawn's Launch The SIU has won an organizing vic­ tory in the Norfolk/Newport News area where employees of Shawn's Launch Service, Inc. have voted in favor of the SIU as their sole bar­ gaining agent. Shawn's Launch Service, Inc. oper­ ates some 10 diesel-powered launches in the lower James River area, shuttling crews back and forth between ship and shore. They operate launches out of both Norfolk and Newport News. The election was conducted -in Norfolk, Va. on March 23 with a majority of Shawn's 12 fulltime em­ ployees voting for the SIU. The SIU wishes to extend a hearty "Welcome " to the employees of Shawn's Launch Service, Inc. plies to inland boatmen wbo are employed by one of a growing list of SlU-contracted companies, includ­ ing: Mariner Towing; McAllister Bros. (Philadelphia and Norfolk); Mobile Towing; Moran Towing of Texas; ST Towing; ST Transporta­ tion; Taylor and Anderson; Baker Whiteley Towing; Crowley Towing (West Coast); Curtis Bay Towing (Norfolk, Baltimore and Philadel­ phia); Delaware River Barge; G & H Towing; IBC Company; Indepen­ dent Towing; Gellethin Barge; and Interstate Oil. The eligibility requirements for the graduated death benefit are as follow^s: • $5,000— 125 days seatime in the previous calendar year, and 1 day employment in the 6 month period immediately preceding date of death. • $10,000—125 days seatime in each of the 3 consecutive previous calendar years, and 1 day in the six month period immediately preced­ ing date of death. • $12,000—125 days in each of the 4 consecutive previous calendar years, and one day in the previous six months. • $15,000—125 days in each of the 5 consecutive calendar years, and I day in the previous six months. • $17,500—125 days in each oX the 6 consecutive previous calendar years, and 1 day in the previous six months. • $20,000—125 days seatime in each of the 7 consecutive previous calendar years, and I day in the six month period immediately preced­ ing date of death. This graduated death benefit ap­ plies to active seamen and Boat­ men only; it is separate and apart from the death benefit paid out to beneficiaries of retired members. April 1979 / LOG / 11 �All of this group are able-bodied seamen, all newly graduated from the AB Course at HLSS. In the 1 st row (L to r.) are J. Perry, B. Bess, K. Nicaise, H. Montalvo, R. Taylor, R. Couby, 8. Seaus, T. Ross and V. Panagiotatos. Bringing up the rear row (I. to r.) are D. Davis, P. Ennest, W. l\/litchell, 0; Gabrielsen, C. Holtrey, l\/l. Wayne, G. Naujokas, B. Wheeler, D. Vonderhaff, D. Kiernan, R. Smith, Kevin McCartney, S. Bush, J. Rddgers, L. Ledwon, J. Ahdrews, J. Mikolasczyk, C.Wagner and A. Mack. Upgrading Programs Paying Off for SiU Members I n the world of big business it can take a lifetime to work your way up to the top of the corporate ladder. In the SIU, though, it's a different story. The Jacob's Ladder that runs from entry rating level to the top rated jobs offers Job security for the Seafarer or Boatman who makes the effort to upgrade his skills. And, for S'lU members, a climb to the top of the profession can be accomplished in a very short time. If an SIU member wants to, he can become a top rated professional in his department in as little as three to four years. A young seaman can graduate from the Lundeberg School's trainee program at the age of 19, for example, and start shipping out as an ordinary seaman. After putting in only eight months seatime as an OS, that Seafarer can return to Piney Point to earn his Able Seaman's endorsement. If he then ships out as an AB for a total of 36 months, he can im­ mediately get his Green Ticket Able Seaman Unlimited Any Waters endorsement. Opportunities for advancement are available for members who want to move up in the steward and engine as well as the deck depart­ ments. And upgrading pays off across the board for SIU members in the Great Lakes and inland seg­ ments of the industry as well as for those who ship deep sea. Even with all the benefits SIU members rack up by upgrading their skills, it's not always easy to find the time to take an upgrading course. Though it usually takes Just four to six weeks to complete most classes at HLS, it sometimes takes a lot of planning to fit a course into a busy schedule. Since time is a valuable com­ modity to an SIU member, the Union has made sure that the month or two a Seafarer invests at HLS is time well spent, by building the Lundeberg School into the biggest and best training facility for seamen in the country. When the School started out ten years ago it offered a single lifeboat course to Seafarers. You can still take the lifeboat course. But today, the qualified instructors at HLS also teach a wide and varied curriculum that includes training in the most advanced, technological equipment currently in use in the industry. By taking advantage of the Lundeberg School, an SIU mem­ ber is taking advantage of a broad range of Job opportunities, in­ creased Job security and the higher money that goes with higher rated Jobs. Diesel Engine Course Grads Two New Assistant Cooks 'iiiiiiii, Two new assistant cooks (I. to r.) Angel Soto and Jack Harris. Diesel Engine Course graduates are (I. to r.) Al Schmitt, Bob Brazell and J. P. Visier. 24 Firemen-VVatertenders on Call In front of the HLS Music House are graduates of the Firemen-Watertender Course. They are (front I. to r.) Scott Tera, Ali Hassan, Mohamad Sharan, Clarence Smith, Melvin Brumfield, Art Elmodhji, Herbert Rippons, Tim Van Peh, Jack Andrews, Jim McDaniel and Ron Gilmette. Standing (I. to r.) are Joseph Da Costa, Curtis Johnson. Gary Johnston, Butch Vane. Pat Hemenger. Rocky Oden Glenn Watson. Bill Strode. Don Givens. Stan Allen. Rolend Grice. Roland Richardson and Barry Day. 12 / LOG / April 1979 i �Hill tiii'>iiK»iW'.<;gi?L-')ipgg Ready for the Lifeboats Showing they're ready for the lifeboats are Lifeboat Course grads (I. to r.) Gary Johnston, Bill Strode, Clarence Smith and W. D. Mitchell, LNG: Deck and Engine 16 ABs Are Graduates On a windy day aboard the SS Zimmerman at HLSS are 16 graduates of the AB Course. In front are (I. to r.) R. Mincey, M. Tracy, M. Houlihan, J. Capp, S. Whitehead, S. Wallace and W, Wood. At back (I. to r.) are L. Grandall, W. Yanson, M. Muscato, S. Williams, R. Brown, C. Marks, P. Herring, R. Jueland and G. Hetherington. A Firefighting Cook HLSS Both deck and engine department Seafarers pictured here have completed the LNG Course. They are (front I. to r.) S. Browning, J. Peltz, R. Caruthers and R. Mancini. Rear (I. to r.) G. Hoover, W. Tillman, Recertified Bosun Walter Nash and R. Heikus. Firemen-Watertenders All Upgrading Cook and Baker grad Gary Hamilton shovN his diploma and firefighting certificate from to Shoot the Stars Late last month these Fireman-Watertender Course grads posed for this photo. In front are (I. to r.) A. Wootten, L. Jacobson, J. Perry, T. Sharp giving the thumbs up sign, M. Rodriguez, J. Poste'l and E. Olsen. In the middle (I. to r.) are T. Bearss, P. Orr M. Brown, R. Solis, C. Mitchell, B. Bingham and T. Dooley. At the rear (I. to r.) are D Ling, J. McKay, J. Doe (obscured) A. Asle, R. Story and M. Gay. LNG Course graduates in both the engine and deck departments are (front I. to r.) Evan Jones, Robert Goodrum, Jack Davis, Michael McNally, William Foley, Christopher Cunningham, Robert Farmer and Alphonse Thomas Jr. Rear (I. to r.) Graduates of the Celestial Navigation Course are (seated I. to r.) Boatmen Robert Hudgins, Robert Hope Jr., G. T. Decker, Gary Creighton and Roland Benz. Standing (I. to r.) are Dan Taylor Jr. and Red Guerrin. are Paul Sbriglio, John Frazier, Sid Veach, Fred Jensen, Marion Beeching, Ed Parsley, Don White, Walter Kimbrough and Rafael Atehortua. April 1979 / LOG / 13 # . • ^ ^ , - V. •. 1 » -fe �/ The Finest Opportunity Anywhere There are many reasons for the success of the Towboat Operator Scholarship program. It gives each student a weekly stipend of 125 dollars and free room, board, and books. The awards are granted on a very competitive basis. As Boat­ man Joseph Berlando put it, "It's worth it. I couldn't have come with­ out the scholarship." And Brother Craig Brown was especially im­ pressed with the quality of instruc­ tion. "It is hard to learn all the material you need to know on your own. The teachers were very good and gave us guidelines to study from," he said. The Transportation Institute Towboat Operator Scholarship Program consists of many hours of boat handling experience. For all of the boat­ men, this wheelhouse time was credited to them as work time. he will encounter when he is in command of a boat. Brother Her­ man Jernigan commented, "The instruction was very thorough,and organized." "The whole program is excellent," said Brother Jeffrey Parkin. All of their boathandling time was credited as actual work time by the Coast Guard for all of the scholarship recipients. Boatman Stewart Finch thinks, "The entire scholarship program is a really good idea." Brother Finch and four other students received an additional benefit. Because they graduated from the basic vocation­ al program, the entire time that m The classroom instruction covered many aspects of towboat handling such as rules of the road, chart navigation and weather. Piloting and navigation are very important skills for the SlU Boatmen. The knowledge he gains from the scholarship program assures the company and crew of a qualified operator. The scholarship curriculum con­ sists of both classroom instruction and extensive on-the-job training. In the classroom, students work on rules of the road, towboat handling, towboat seamanship, aids to navi­ gation, chart navigation, winds, tides, weather and currents, pilot­ ing, radar navigation, radio direc­ tion finding, and chart work. The boatmen were able to apply the concepts they learned in class by spending many hours aboard the HLS tug boat, pushboat and barges. This on-the-job training was as individualized as the classroom. Every student experienced real boathandling situations like those these boatmen spent in the pro­ gram was credited as work time. The scholarship winners also ac­ quired a new understanding of their industry. While in the program, the Boatmen visited the Transportation Institute in Washington, D.C. Here, they learned of the economic fac­ tors which affect the maritime in­ dustry, the impact of government policies on their job responsibilities and projected growth patterns for the towing industry. With this kind of knowledge, in addition to their excellent job skills, the scholarship winners are helping to keep the towing industry strong and progressive. in the classroom sessions, students are shown here with instructor Paul Aliman as they discuss navigation. in order to gain boat handling experience, boatmen work with the tug and barges on a night shift. Because of the extensive training in the wheelhouse, students are able to apply the skills they learn in the classroom. Here a boatman ap­ proaches the pier and barges at HLS for a day's work (right). 14 / LOG / April 1979 �V r A.., Since the beginning of the program, nearly 100 boatmen have been able to get their towboat operator iicenses. This is a big achievement for the boatmen and for the industry. _ _ Because of the scholarship program, many SlU boatmen nave been oeen able to upgrade their Skills and move up in have the deck department. They may not have been able to do this without the program. More Boatmen Advance The Transportation Institute Towboat Operator Scholarship Program at the Lundeberg School recently graduated another class of quali­ fied SlU towboat operators. Since the program was estab­ lished In 1978, almost 100 boatmen have entered the towing Industry with the skills to perform efficiently In the wheelhouse of towing ves­ sels. For all of these boatmen, the Scholarship Program opened the door to job advancement. Boatmen William West com­ mented, "The industry Is really growing. The SlU and HLS are look­ ing ahead. The school Is a positive thing for all of us." Boatmen Morris Thibodeaux said, "New boats are being built every day and I want to be a part of this wide open field." Many boatmen who feel this way have attended the Lundeberg School and have upgraded their skills. They are now working in the Industry and are still growing with le field. "There are a lot of people who don't know what they are miss­ ing. It Is a wonderful opportunity," said Brother Edgar Zlegler. Stewart Finch Gregory Lukowski i Barry Schuffels Morris Thibodeaux Students in the basic, vocational proI gram are beginning their careers as boatmen through the training at HLS. William West Edgar Zeigler April 1979 / LOG / 15 �sprint This in Bold Letters' Captain Captures Respect We the crew of the SS Sea-Land Economy would like the membership to know that during the illness and death of our late Brother, Seafarer E. Bakanas, that Capt. C.S. Olson extended every possible care, day and night, for our stricken brother's health and comfort. On arrival in Port Everglades, the captain, out of respect for our dead Brother had the flag flown at half mast. Of all my years going to sea, I have never seen this tribute paid to a crewmember. All hands join me in saying; "It takes a good man to captain a ship, but a better man to capture respect. Fraternally, L. Nicholas, Secretary-Reporter SS Sea-Land Economy $300 to SPAD As a retired member of the Marine Cooks and Stewards Union (recently merged with the SIU-AGLIWD), I realize the work the Union is doing to protect the jobs of its members while at the same time trying to strengthen the U.S. merchant marine in regard to both domestic and foreign trades. Therefore, I have forwarded a check in the amount of $300 to the office of the secretary treasurer as my donation to SPAD. I hope that my donation will serve both for the benefit of the Union as well as the benefit and security of our country. Fraternally, Johann T. Ullrich San Francisco, Calif. New Pensioner Just a note to let my friends and shipmates know I picked up my first pension check in the Norfolk hall recently. 1 would like to thank the Union for making this benefit possible. Also, I want to note that the Welfare Plan was always prompt in settling any claim I ever had while I was sailing. I would like to have been able to work a few more years. But it is good to know that you have the Union security when you need it. I am submitting this letter to the Log to be published in bold letters so my fellow Seafarers including officials can take notice' of same, I wish to thank the Seafarers Welfare Plan and its staff for their great interest and the businesslike manner in which they handled my claims. My wife passed away on Oct. 1, 1978 and the hospital and other bills were stocked up on me. I thereby appealed to my port agent Buck Stephens in New Orleans in my dark hours of despair and he responded in a most efficient and sympathetic manner. I must now state that I could not expect any more speed or financial assistance than was given me by the greatest Welfare Plan in all the industrial system in this country. This could not have happened had it not been for the excellent leadership of this Union, in particular President Paul Hall. I want to let my fellow Seafarers read these lines so that they take a greater interest in supporting the SlU to the best of their ability. Even if it hurts a little, for what you now cultivate you will harvest in the wintry days of your life. 1 once again urge the membership to support the Union, which 1 consider the greatest maritime organization in the U.S.A. Fraternally, James Morrison Westwego, La. Top Notch Steward Dept, 1 would like to pass along my compliments to the steward department for an excellent job done aboard the SS Charleston (Sea-Land) on recent voyage #346, Capt. Francis M. Haggerty, commanding. The steward department consisted of the following SlU members: Chief Steward Stephan Piatak; Chief Cook William Seltzer; Cook & Baker Pedro Mena; 3rd Cook Kurtoslav Svoboda; Messmen Sylvester Paduano and Paul Moran; Utilitymen Christopher Chubb, Brian Russell and Elliot Gorum. Tbe department was well supervised. The meals were quite tasty, salads were excellent and a fine conscientious job was done by all concerned. The Cook & Baker turned out some real good pizza along with the usual assorted pastries. Fraternally, A. Gilmore, REO (Sparks) SS Charleston A AMBD who doesn't knm how to work on diesef engines contd be waiting a long time.,. Fraternally, Chester Cochran Route 5 Box 229 Mebane, N.C. 27302 ^MHBS to Go Before I Sleep' I was put to much inconvenience and expense to track down a suspected "aneurysm" at a time when my arthritis was flaring up. 1 even went to Cleveland Clinic to get an "opinion." More recently I went to USPHS, Baltimore, though. And there I discovered something. Actually, the point I'm trying to make is that whoever you come into contact with in that facility shows a personal commitment to your health and well being. I was there two weeks undergoing tests complete with x-rays, the whole "schmear." They have a barium milkshake there that's just grand—it's mint flavored. Some wag said that "if you take care of your body, it will last you a lifetime." Well, that's just what I aim to do from here on. I hope to get my "permanent unfit for duty" because as the great poet Robert Frost once said, "I have appointments to keep and miles to go before I sleep," or some such thing. Fraternally, Clarence Cousins Butler, Pa. 16 / LOG / April 1979 for bis skip to come in. So learn diese! skills—you'll be ready to work aboard any of the new tankers, ore carriers and containerships. Take tke Oiesef iufines Course ut ntS, It's just for kMEP's and it will mean better job opportunities and job security for you. Course Starts May 28 To enroll, see your SlU Representative or contact HLS �« lilRMWA •w-2rS!«!g?^:J-rAff^.%=-aJr:,^ O Bilateral Trade One Answer to U.S. Fleet's Ills ne of Robert J. Blackwell's last acts as Maritime Administrator was to report on how the American merchant marine shaped up in 1978. Unfortunately, his report revealed, it's been "shaping up" to the point of doing a disappearing act. Its condition, quite simply, is practically laughable. The only ones doing the laughing, however, are our competitors and ideological adversaries. According to Blackwell's report, U.S. flag carriage in 1978 "only accounted for about 4 percent of the 819 million tons moved in our foreign trade." As pathetically dismal as 4 percent might appear, the figures for certain key areas of the trade are even worse. U.S. tankers, for example, carried less than 3 percent of our total trade in tankerborne commodities. And in the dry bulk area, our bulkers actually accounted for less than 2 percent of our total trade in dry bulk commodities. Speaking of dry bulk carriers, there are 5,000 of them operating worldwide, while the fptal U.S. dry bulk fleet consists of only 16 ships (including four in lay-up): The average age of U.S. bulkers is a shameful 25 years. Take a casual look around the world. What other major maritime trading nation would allow such a condition to exist? Not Great Britain—it carries over 30 percent of its foreign trade. Not France: over 30 percent. Not West Germany: 20 percent. Not Norway: 30 percent. Not Japan: over 40 percent. And certainly not the Soviet Union. Its merchant marine carries over 50 percent of its water-borne foreign trade. Many well-meaning yet uninformed people shrug these statistics off by saying, "Well I'm a good American. I believe in free trade and if we can't compete... well that's just the way it goes." Others say the same thing to somehow justify their patronage of foreign-flag vessels, which is as close to being un-American as you can get. No real American with even the most basic awareness of the security and economic requirements of a strong nation, would favor "free trade" for free trade's sake if, as a result, it threatened our very existence as a free country. "Free trade at all costs" is the rhetoric of a multi-national conglomerate whose only real interest is its profits, not the security of our nation. We don't want to knock free trade. It's well and good,to a point. But when it threatens our country by putting us in a weakened position where we can't compete with even third-rate powers, it's time to change our policy. Other free world countries have recognized this concept and have dealt with it sensibly. Let's face it, if free trade without any kind of government "help" were the only criterion, then countries like Norway and Great Britain wouldn't bo able to cornpcte—and very well — which is something we haven't been able to do for years. So what makes the difference? The answer is a sound national policy; a real commitment to maintaining a strong merchant marine to the point where our country can handle a significant portion of our foreign trade. Maritime Administrator Blackwell suggested in his report that "U.S. maritime policies will have to become more cognizant of the signs indicating that nationalistic policies" will become more significant in world shipping in the years ahead." So what can be done about it? For one thing, we need more bilateral and multi­ lateral trade agreements. These agree- ments, such as the u.^.-Russian grain deal, stipulate that each trading partner will carry a specified percentage of cargo flowing between the countries involved. The United Nations Conference on Trade and Development (UNCTAD) proposes 40-40-20 splits in bilateral trade agreements. The U.S. State Department, for some inexplicable reason, has opposed any UN resolution supportive of bulk cargo sharing. We sometimes wonder whose side they are on. In the dry bulk area especially, such agreements could only benefit our own miniscule dry bulk fleet. Other things could help to stimulate growth in the U.S. bulk fleet. Black­ well's report recommended that changes be made in the bulk carrier subsidy programs. "Basically," he pointed out, "regulations and restrictions imposed on recipients of subsidies have been major deterents to firms that could he considered prime candidates for partici­ pation in a U.S. dry-bulk program." Easing of the 20-year vessel replacement obligation would be one way to encourage participation in this program. One additional prescription sug­ gested as a partial cure for our fleet's ills would be, quite simply, to get tough in our approach to the problem. A wishywashy. approach to rebuilding our merchant marine will only result in further stagnation or decay. Specifically, we should initiate a tough crackdown on foreign-flag rate cutting which, if necessary, could include banning certain foreign lines from our trade. In spite of State Department reluc­ tance to broaden our country's bilateral trade agreements, there are other federal agencies that take the opposite viewpoint. The Department of Labor, in a recent position statement on maritime issues, said that the U.S. should "seek bilateral agreements wherever possible not only for economic reasons, but for security consiaerations as well, buch agreements are also necessary to put into effect the goals mandated by the Congress in 1936, and repeated as recently as 1970." Has the U.S. State Department forgotten about the Merchant Marine Acts of 1936 and 1970? Has the U.S. Congress? SECURITY IN UNITY LOG Official Publication of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFLCIO April, 1979 Vol 41, No 4 Executive Board Paul Hall Pn'sidem Frank Drozak Executive Vice President Cal Tanner Vice President Joe DiGiorgio Secretary- Treasurer Lindsey Williams Vice President iLttoa Piiissl James Gannon Editor Ray Bourdius Assistant Editor Edra Ziesk Assistant Editor Mike Gillen Assistant Editor Frank Cianciotti Writer! Photographer Dennis Lundy Photof^raphy Marie Kosciusko Adtninistrative Assistant George J.Vana Production/Art Director Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage paid at Brooklyn, N.Y. (ISSN #0160-2047) April 1979 / LOG / 17 ! �•Xr'-imitr f-r yr Orange, Tex. At Sea If Ashore Valdez—Trans-Alaska Oil Pipeline Oil tankers in the near future may have more crude to haul from here as late last month the Atlantic Richfield Oil Co. (ARCO) said it plans to develop its leases in the Kuparuk Oil Field west of the Prudhoe Bay Oil Field on Alaska's North Slope at a cost of some $350-million. By 1982, ARCO expects to be pumping about 60,000 barrels of crude daily from the field; With 10,000 barrels a day pumped by 1984. The crude moves south from the North Slope through the Trans-Alaska Pipeline to the marine terminal here for transshipment to refineries in the lower 48 United States. ARCO's head said "The nation's need for domestic energy was a major factor in our approving the program now." SS Potomac Carrying coal to Rotterdam-Amsterdam for the next few months for the Military Sealift Command from the ports of Norfolk and Philadelphia will be the 23,846 dwt SS Potomac (Hudson Waterways). Seafarers next year will man the first of five new 36,000 dwt bulk carriers to be built in the Levingston Shipyard, Orange, Tex. The keel of the first vessel has been laid and she will be delivered in December 1980. She's the first bulk carrier to be built in the U.S. since 1974. They will be 612 feet long, have a beam of 93 feet and sail between the Gulf and the Far East with cargoes of grain, steel, sugar and lumber. West Coast SIU members here in the steward department, formerly from the merged Marine Cooks and Stewards Union, next January will man the new containership SS Kauai (Matson Line). Last month the company got MARAD's subsidy okay to build the ship in the Sun Shipyard in Chester, Pa. She will cost $73.9 million, carry 1,000 varied sized containers and tanks to hold 2,400 long tons of molasses. Delta Line Delta has added the port-of-call of Puerto Limon on Costa Rica's Atlantic side on the U.S. East Coast-Venezuela-Columbia-Central America run. On the run, three Delta ships sail every two weeks from the ports of New York, Philadelphia and Baltimore to Aruba/Curacao, Puerto Cabello, La Guaira, Guanta, Maracaibo, Cartagena, Puerto Limon, Puerto Cortes and Santo Tomas. New Orleans London Ogden Marine will buy two U.S.-flag 37,800 dwt tankers built in 1969 from United Tankers for $31 million. Ogden now has seven U.S. tankers in the domestic trades. It has six U.S. tankers in the overseas trades. About 80 percent of this tonnage operates under long term charter. The Eagle Leader and Eagle Charger will be renamed the Ogden Leader and the Ogden Charger. The Ogden Charger has a charter with Exxon to 1980 with a two-year extension option and the Ogden leader is available. Last year world shipbuilding hit a 10-year low as fewer merchant ships were built, according to Lloyd's here. In 1978 only 18.2 million gross registered tons (grt) of shipping were built, down 34 percent from 1977's 27.5 million grt built. Japan's 6.3 million grt built led the world in shipbuilding and was 34.7 percent of the total. Israel By U.S. law, half of the 400,000 metric tons of American wheat worth $5.4 million to be sold to Israel must be carried in U.S.-flag bottoms. The wheat will be shipped from Gulf and Atlantic Coast ports. ST Beaver State MARAD has agreed to let the 91,849 dwt ST Beaver State (Westchester Marine) make a third voyage carrying crude from the port of Valdez, Alaska to the Exxon Refinery in Benicia, Calif. Nova Scotia The 32,531 dwt British tanker YT Kurdistan loaded with 29,000 tons of heavy crude split in two in high seas and sank last month 44 miles north of Cape Breton Is. and Sydney, Nova Scotia. Since the ship sank at night, no one could see if any oil had spilled out onto the Cabot Strait fishing grounds. Six hours before the sinking, the tanker's crew reported two cracks running up the vessel's sides. All 41 of the crew were taken aboard the Canadian Coast Guard icebreaker Sir William A lexander. The tanker had put out an SOS at 10 p.m. as she began to break up after turning toward Sydney for repairs. Personals Raymond Patrick Russo Please contact your sister, Stella Imondi, 26 Lafayette St., Johnston, R.I. 02919, Tel. 231-7759. The tools of your trade Allen P. Alexander Leam to moke them work lor you Please contact your son, Lewis R. Alexander, 20003 Harlan Ave., Carson, Ca. 90746. Leroy Davis Please contact editor of the Log, Tel. (212) 499-6600 Ext. 242. ... Apply now lor the Transportation Institute Towboat Operator Scholarship Thomas Vain Please contact John W. Altstati, (Blackie Altstatt), Route No. 1, Dustin, Ok la. 74839, Tel. (918) 656-3212. Ronald E. Vantress Please contact your wife or your grandmother in New Orleans, La., Tel. (504) 944-9458. • Special three-month curriculum offered only at the Harry Lundeberg School » Room, Board and Books Free Old Shipmates • Tuition free Any old shipmates who care to may contact Harry T. Justice at 951 N. 42nd Apt. 205 Seattle, Washington, 98103. • Weekly stipend of $125 Cordon Linden Time spent in on-the-job training is Coast Guard ap­ proved as the equivalent of required wheelhouse time Please contact, by mail, Matthias Soldierer, 5222 Nancy Way, Riverside, Ca. 92503. G. Saylor M. Meckler G. Marzett K. Lindsay Please contact Red Campbell at Headquarters, Tel. (212) 499-6600 ext. 213. • Day-for-day work time credit for HLS Entry Graduates Completed applications must be received by June l To apply, see your SIU Representative. 18 / LOG / April 1979 01 �Unity, Security Anchors of SiU, MCS Merger "I have a way to go before going on pension, but I feel a lot more secure about it becaixse I know inside myself that as part of the SIU my future benefits will be waiting for me whenever I need, them. I also know I still have a future going to sea—something I was getting worried about before the merger." Ron Bautista, Room Steward, SS Santa Maria little less than a year ago, members can remain active A members of the SIUAGLIWD and the Marine Cooks & Stewards over­ whelmingly approved a merger of the two organiza­ tions. The vote showed that both memberships recognized that the problems in the maritime industry can best be overcome by a consolidation of efforts by all concerned. Accordingly, SIU and MCS members voted by better than 95% margins to consoli­ date the unions themselves. In turn, the results have meant expanded job opportunities in the face of a greatly decreased amount of Pacific Coast ships in operation. The merger has also provided former MCS mem­ bers with an alternative to early retirement. Many MCS people, because of a shortage of jobs on the West Coast, were contemplating retirement. However, now with more jobs to choose from as a result of the merger, these new SIU seamen while at the same time building up additional pension credits. Essentially, it has meant greater security for all involved. How has this historic merger of Atlantic, Gulf and Pacific Coast seamen worked out? And what do members of the former MCS think about their new station as SIUAGLIWD members? To find out, we visited each of the four passenger liners operated by Delta Steamship Company when the ships arrived in San Francisco from their voyages to South America. Former MCS members man much of the steward departments on these vessels. One thing is clear—Kipling was all wrong when he said that the East and West could never meet. At least insofar as it applies to the crews aboard these four ships. (Delta bought these vessels from Prudential Lines last year.) LOG Official Publication of the Seafarers Iniernalional Union • Ailaniic. Gulf, Lak^ and Inland Waters District • AFL CIO The answer to the question of how the merger has worked out was a unanimous decision — it's worked out fine. Members of all three depart­ ments on each of the four ships expressed keen satisfaction with the results, demon­ strating conclusively that a seaman is a seaman no matter what coast he may come from. APRIL 1979 As far as the question of what the Pacific Coast stewards think of the merger—that's best indicated by the random interviews given the Log by various crew members on the Santa Maria, Santa Mariana, Santa Mercedes and Santa Magdalena. Some of the inter­ views are printed on the following pages. One of the hallmarks of the SIU, MCS merger has been brotherhood, everyone striving to work together for the good of everyone aboard. Just ask the ship's committee of the SS' Santa Mariana. They are from the left: Recertified Bosun Tom Price, ship's chairman; Juan Osorio, steward delegate; Marvin Garrison,. secretary-reporter: Brad Lipets, engine delegate: Clyde Kent, deck delegate, and Paul Olson, educational director. Also in photo are Patrolman Gentry Moore (second from right) and Steve Troy (right), SIU West Coast Headquarters Representative. The SS Santa Mercedes traversing the breathtaking Straits of Magellan. She is one of fourpassenger/cargo ships operating off the West Coast carrying both SIU A&G members and former MCS members. She is operated by Delta Lines. SIU West Coast Headquarters Representative SteveTroy (seated) writes out report during visit to the SS San/a Maria (Delta Lines). Seated left is Patrolman Gentry Moore. Standing (I. to r.) are Recertified Bosun John Stout: Deck Delegate Percy Kennedy and Steward Delegate Tony Glados. Seated right are Chief Electrician John Ross and Engine Delegate Ray Hart. April 1979 / LOG / 19 �Interviews Aboard the 55 Santa Magdalena HEINZ SEEL, Second Steward: "I'm very satisfied with the merger. I find that I'm making more money than before which means I'm better off financially under the SIU contract. We have fewer beefs now and at the same time I feel that my future is more secure than before the merger." R. J. LOWE, Chef: "We're in great shape. We don't have the interdepartment quarrels that used to bug everyone. Personally, I'm proud to be part of the SIU and I will go along with whatever we have to do because I know it will be whatever's best for the seamen." STEVE AKENS, Chief Cook: "The merger has worked for everyone's advantage. Without it we'd have no jobs. And we're all working together—unity among co­ workers is the one thing that's really important. We have it now." interviews Aboard the 55 Santa Mariana DOYLE CORNELIUS, Deck Steward: "We certainly wouldn't be working for Delta Lines if we hadn't merged when we did. Things go along more smoothly on these ships and when everyone is merged into a single Union for all three unlicensed departments it will still be better." FLOYD INGLEBRET, Chief Cook: "From what I've experienced so far, the merger has been good for all of us. We have more security than we did before. I expect, though, that the real benefits of the merger are yet to come. The future is what we're planning for and we can't expect everything to change in six or eight months." interviews Aboard 55 Santa Maria DOTTIE LAWSON, Stewardess: "We all have job security and eventually it will mean more jobs for everyone. We make more under the SIU contract than we did before. We are a happy crew—a happy family aboard a happy ship. All are fair and honest with one another, and frankly, I just love the SIU deck and engine departments on here." LARRY TINKHAM, Bartend.er: "I have a lot more job security than I had before the merger. I am pleased with the cooperation among all crew members—whether in the galley, on deck or in the engine room. One unit—one Union, that's what we are now. As one Union the whole crew is working for the best operation of the ship." EMMA MILLER, Stewardess: "Where would I be without the merger? Where would all of us be, for that matter? It's fantastic that we merged and I'm very glad that the SIU offered us the opportunity to merge. We are better off under the SIU and I'm sure things will get better and better in the future." REUBEN BLACKBURN, Chief Steward: "Well, we now have job security and pension security—for me and for all the members. Working with the SIU deck and engine departments has been an enlightening and rewarding experience these past months. I'm sorry we didn't merge long before we did." BILL HARTER, Chief Baker: "To begin with, the pay on these ships is better under the SIU contract than it was before, and that's saying a lot these days." ERIC DE BLANC, BartenderLounge Steward: "I have to go along pretty much with Doyle's views. I'm glad the MCS broke the ice, so to speak, and start the merger ball rolling. The sooner we are one Union the sooner we can all share all the benefits, regardless of what union we started with." RON BAUTISTA, Room Stew­ ard: "I have a way to go before going on pension, but I feel a lot more secure about it because I know inside myself that as part of the SIU my future benefits will be waiting for me whenever I need them. I also know I still have a future going to sea—something I was getting worried about before the merger." VINCE COSS, Waiter: "Before the merger I heard a lot about socalled "inferior SIU contracts." Well, I know that's a lie from stai't to finish because I'm making more now than I was before the merger. I come from a union family and I know that delivering the goods for its members is the mark of a good union. And boy, is the SIU delivering the goods for its members, I'm just sorry we didn't merge before—what took us so long?" NICK SERITIS, Chief Baker: "What does the merger mean to me? It means I have a job—you see me working right here. It means I'm going to get a pension when the time comes for me to go ashore. It means I have a future and it means I know I have security for my family as well." URSULA IBERT, Headwaitress: "I guess the most important thing for me personally has been job security. Without the merger we'd be without jobs insofar as passenger ships are concerned. Merger is unity and unity is strength. And we need all the strength we can muster in the merchant marine these days. 20 / LOG / April 1979 HARRY GEIER, Third Steward: "If I knew how great belonging to the SIU was going to be I would have shouted for merger a long time before we got the chance to vote. Living together and working together aboard ship under one Union is a lot easier. It's also added some more strength to the maritime voice in Washington, D.C. And by contributing to SIU's SPAD, I have the opportunity to make my small voice heard there as well. BURT RICHARDSON. Chief Pantryman: "The merger was one of the greatest acheivements we've experienced in the steward department in many a year. The SIU contract is superior to what we had before and the cooperation and harmony aboard ship with all three departments under one banner is so great." SIGRID GAHSAMAS, Steivardess: "Probably the best thing that has happened so far is the understanding between all mem­ bers of the steward, deck and en­ gine departments. We have such good comradeship and things are so harmonious. I didn't realize before that everyone belonging to just one Union could bring about such good mutual working relationships. JUAN OSORIO, Room Steward (and Steward's Delegate): "I don't want to knock any other union, but since the merger, life aboard these ships is better because we cooperate between departments instead of competing with one another. I just hope that the officials of all the different unions see the light and merge into one big Union as soon as possible." FREDDIE VIDAL, Second Steward: "To me, two of the most important things are job security and pension security. I know that we have it now, as part of the SIU. The merger has made my work easier aboard ship, as well. I just wish that all the unlicensed departments were in one union." RON SAUNDERS, Chef: "I've gone to sea for many years and the merger is the best thing that's happened to us since the '34 strike. I was getting worried about my pension but I don't worry now. I know that under the SIU banner I'll get everything I've earned. We should have merged a long time ago. PHIL DESETT, Room Steward: "I have a job I wouldn't have without the merger. It has meant belonging to one big group of friends and shipmates regardless of the department the individual works in. It sure has made life aboard ship much easier than before." KEVIN GIBBONS, Bar-Lounge Steward: "It's sure offered job opportunities we wouldn't have had otherwise. I really enjoy the togetherness we have on the ship among all departments. It's much more pleasant working aboard ship when we are all together as one Union." JOE MOUTON, Crew Pantryman: "The merger has given me a chance to cook for some of the finest, gentlemen I've ever met going to sea. I mean the men in the SIU deck and engine departments—they are the tops. Of course, I make more money under the SIU contract and what beautiful harmony we have among all departments." April 1979 / LOG / 21 �:v:m Interviews Aboard the SS Santa Mercedes PETER MARTI, Second Stew­ ard: "I remember when Ed Turner used to talk about the importance of the union getting together, there were some who said there were too many problems to resolve first. But we went ahead and merged with the SIU and what did we find? The problems people talked about didn't exist—they were just paper tigers. In the final analysis, we have fewer problems than before the merger, and life aboard ship is easier. And we have some sense of security now, some sense of going forward to better things." CHARLES SIMPSON, Asst. Headwaiter: "There's a much better feeling all over the ship since the merger. I've seen a tremendous amount of unity among all the members of all departments, and that makes for more enjoyable working conditions. We have more jobs and better benefits now. I'm happy we have merged; it was long overdue." RUDOLF SPRINGAT, Chief Baker: "Merging with the SIU was the best thing that could have happened to the MCS. We couldn't have survived without the merger. I was worried about my future in the industry but I don't have to worry now. BILLY ROGERS, Lounge Stew­ ard.: "We had to have some security for the future and the merger helps guarantee it. The cooperation among all SIU crewmembers is great. The take home pay works out better for us under the merger. I'm certainly glad we merged the unions. LOUIS MENDOZA, Chef: "The merger's one of the best things that's happened to us. It means jobs and that's pretty doggone important to all of us. I personally think Ed Turner deserves a vote of thanks for taking the lead in the merger. It certainly is nice the way we get along so well with the SIU deck and engine departments." BRUNA WILLIAMSON, Lounge Stewardess: "I like the togetherness under the SIU. It's much better that we are united instead of trying to go it alone. We now have hopes for a better future for the men and women who sail." MARVIN GARRISON, Chief Steward: "In my job I have to think of unity and harmony among crew members for everyone's best interests. I have never known such unity and harmony as we have since the merger. It's a very comfortable feeling to know that we are all together, all striving for the same goals, because that's the only way we're going to accomplish anything in the maritime industry." Recertified Bosun Jack Kingsley (left) heads up the ship's committee on the SS Santa Mapda/ena. Also in photo, from the left, are; Frank Silva. engine delegr.te; SIU representative George McCartney: Harry Grier, steward delegate; Irving Glass, deck delegate and Harold Welsh, educational director. 22 / LOG / April 1979 \ , : I �Ocean Mining Billf With U.S. Ship Clausef in Senate When the Deep Seabed Ocean Mining Bill went before the U.^. House of Representatives last year, it won a resounding 312 to 80 vote of approval. It looked as though it would receive similar treatment in the Senate, thus giving the ailing U.S. maritime industry a much-needed boost. But it was not to be. The bill never was voted upon in the Senate before that august body adjourned for the year, in spite of the fact that a number of important Senate committees had given the bill their approval. The long, drawn out process is now beginning all over again. Only this time, the House has said it will not even consider the Bill until the Senate can get its act together to vote upon it. Senate action on the bill could take place later on this year (committee hearings have already begun). But it's not likely to go before the House again until some time in 1980. It's the same old story! Other major maritime trading nations build up their fleets, or at least continue to maintain them at a much higher level than our own, while we continue to drag our anchor through the political and legislative mud. U.S. Economy At Stake The importance of seabed mining projects, not only to our maritime industry but to our nation's economy and security in general, can not be underestimated. Va.st quantities of nickel, copper, manganese, and cobalt lie on the ocean floor, waiting to be mined. Deepsea mining projects to recover these min­ erals represent a potential golden opportunity for our country. Enlightened development of the.se mineral deposits, with the best interests of our country in mind, can help us to increase our self-sufficieney in supply­ ing vital raw materials. It would also lessen our balance of payments deficit by decreasing our dependence on foreign sources and suppliers for these raw materials. The SI U is especially interested in one particular section of the Deep Seabed Ocean Mining Bill—Section 102(C)(2). Inclusion of this section in the final version of the bill would ensure U.S. control over mining vessels as well as the vital mineral deposits in question. Section 102(C)(2) will require each mining permittee to use at least one U.S.-documented vessel for the trans­ portation of minerals recovered from the ocean's floor. The beneficial effects of this section on the U.S. maritime industry would be far-reaching. But, without controls on foreign flag encroachment in this area, deepsea mining will take place at the expense of our industry, American labor, and of the U.S. economy. On the other hand, if section 102(C)(2) is included in the final version of the bill, it would encourage growth in the min­ uscule U.S.-flag bulk fleet. At present, virtually all strategic minerals imported by our country are carried in foreign flag bulkers. Passage of the Deep Seabed Ocean Mining Bill, with section 102(C)(2) included, would guarantee thousands of We're the Steward Department l^^atHLS We'll teach you the skills you need to move up in the Steward Department. Come to HLS. Upgrade. You'll get a good deal you'll get a better job and more pay when you finish. Sign up to move up. See your SIU Representative or contact HLS. Chief Steward: May 28 Chief Cook: May 14, June 25 Cook and Baker: May 14, June 25 Assistant Cook: June 11 new jobs on seabed mining vessels, as well as in related shoreside industry. The multi-national "vultures" are waiting in the wings to pounce on the rich mineral deposits in American waters. If the Deep Seabed Ocean Mining Bill is eventually passed, in its most effective form, then the vultures' wings will be well clipped, in this crucial area at least. Zapata Rover Committee After a run from tfte Gulf to onload crude at Aruba and the Virgin Islands, the ST Zapata Rover (Zapata Bulk) hove to at Stapleton Anchorage, S.l., N Y. to off load and payoff on Mar. 20. At the payoff was the Ship's Committee of (I. to r.) GSU Alton Pollock, steward delegate; Chief Steward J. Lamb, secretary-reporter; Recertified Bosun Horace Rains, ship's chairman; AB Robert Cooper, deck delegate; QMED Gilbert Rodriguez, engine delegate and Chief Pumpman Charlie Durden, educational director. Pension Benefits Clarified On Certain inland Contracts During recent negotiations with a 3.) The Early Normal Pension Incre­ number of SlU-conlracled tug and ments program entitles a Boatman to barge companies, the Union won some increase his pension check by an very important improvements in pen­ additional $25 per month for every extra sion benefits. full year he works. After fulfilling the 20 Among the companies involved are: years employment at age 55 require­ McAllister Brothers of Philadelphia ments for Early Normal Pension, a and Norfolk; Curtis Bay Towing of Boatman will receive a $25 increment Philadelphia, Baltimore and Norfolk; for every additional full year (365 days) Taylor & Anderson; Independent he works, up to a maximum of seven Towing; Baker-Whitely Towing; Inter­ increments. state Oil; Crowley Maritime; IBC Co.; 4.) The two additional years of Delaware River Barge; Mariner Towing employment necessary to receive extra and Cellathin Barge. benefits under the Increments program, There have been a number of in­ also qualify Boatmen for the Early quiries, however, from Boatmen work­ Normal Pension Supplement program. ing for these companies concerning their The Early Normal Pension Supplement new pension benefits. So, in an effort to is a bonus equal to a full year of perfSion clarify these questions, following is a payments. It is awarded to eligible breakdown of the new benefits as well as Boatmen in a lump sum and it is only eligibility requirements for receiving given once. So, if a Boatman works two addi­ them: 1.) The pension benefit is increased tional full years (730 days) after by a total of $100 per month. The qualifying for the Early Normal Pen­ increase, however, goes into effect in sion and after the employer begins making the necessary contributions, the two steps. The first increase ($50) is in Boatman will receive the two $25 effect. To be eligible for this increase, a increments plus a lump-sum Supple­ Boatman who qualifies for retirement need only accumulate 125 days employ­ ment check totalling a year's worth of pension benefits. ment this year. The second $50 increase goes into If you are a Boatman working for one effect June 16, 1980. To be eligible for of the Inland companies listed above, that increase, the member qualifying for consider the following: retirement need only get 125 days If you have fulfilled the 20 years of employment after June 16, 1980. seatime at age 55 requirements for Early 2.) The Early Normal Pension gives a Normal Pension this year, plus the 125 Boatman the opportunity to retire at age days of employment in 1979, you're 55 provided he has fulfilled the require­ eligible for a pension of $390 per month. ment of 20 years (7300 days) of By working an extra two full years, employment at that age. you will be eligible for two pension After fulfilling the requirements for inerements totaling $50 per month. This the Early Normal Pension and after the sum added to the monthly pension employer begins to make the necessary benefit effective June 16, 1980 would contributions, a Boatman has the bring the Boatman's pension up to $490. opportunity to increase his pension In addition, the two extra full years of payments in two ways; through the employment would qualify you for a Early Normal Pension Increments and Pension Supplement check. That check Early Normal Pension Supplements will equal $5,880—a full year of pension benefits in a lump-sum. programs. April 1979 / LOG / 23 �».»,.«!=>^itiijiii ii ii^imippH iiia8S«3»®aj86®sfe-.. 1^ Ships Built ^Exceptional' Safety Record in Alaska Oil Trade gallons of crude oil into the Atlantic The Coast Guard released a report Ocean off Massachusetts. And barely last month citing as "exceptional" the two years later, another Liberian-flag safety record of the port of Valdez. And vessel caused the worst spill in world American merchant seamen deserve a history. great deal of the credit. When the Amoco Cadiz broke up off In the year and a half since Alaskan Portsall, France in March, 197^8, 68 tanker and oil terminal operations million gallons of crude spilled into began, the equivalent of only 20 barrels French waters, blighting 70 miles of of oil have been spilled out of 400 million shipped from the port. And, coastline and wiping out the fishing with very few exceptions, the tankers industry of northern France. A report prepared by the National that have been moving the.crude out of Oceanic and Atmospheric Administra­ Valdez are U.S.-flag vessels, manned by tion in the wake of the Amoco Cadiz American seamen including some 26 tragedy stated; "We have never seen ships crewed by SIU members. biological damage of this geographical The Coast Guard presented their port extent in any previous oil spill." safety findings to an international The devastation of the Cadiz accident conference on oil spills which was prompted a rash of protests against the jointly sponsored by the Coast Guard, use of flag-of-convenience ships, includ­ the American Petroleum Institute and ing an Oil Safety Liability bill intro­ the Environmental Protection Agency. duced into Congress by Rep. John Coast Guard Capt. W. L. N. Fisken of Murphy (D-N.Y.). the Valdez Marine Terminal told the Murphy's bill didn't make it through conference that the oil safety record at Congress last year but the chairman of Valdez proves that "it is possible to the House Merchant Marine and operate with a minimum number of Fisheries Committee is sponsoring a spills and that oil can be kept on board if similar measure this year. proper precautions are taken." Aimed at limiting the "increasingly In addition, the high degree of safety frequent" incidence of flag-of-conat the Alaskan port points up the fact venience tanker tragedies, the bill would that ships manned by well trained, hold vessel owners and operators conscientious American seamen are far responsible for any oil spill damage and away the best and safest vessels caused by their tankers. afloat, especially when measured The bill would also create a back-up against the safety records of flag-of- compensation coffer, funded by a convenience tankers. minimal, per-barrel charge on petro­ For example, in 1976, the Liberian- leum and its products received at U.S. flag Argo Merchant dumped 7.6 million terminals and refineries to be used for cleanup expenses and damage to property and natural resources. Hearings on the legislation, which has the strong support of the SIU as well as many American-flag vessel operators are continuing and such a bill would go a long^ way towards minimizing the impact of oil spills. But barring unsafe, flag-of-convenience vessels from American waters altogether would go even further towards ensuring that America's vital oil supplies make it to their point of destination, and America's waters and coastlines are never again threatened by oil spills of devastating proportions. A Three-Gallon Donor Seafarer Arthur Sankovidt (left) takes It easy after giving blood totaling three gal­ lons over a period of years at the Headquarters Clinic recently. Nurse Gloria Passanisi (right) beams her approval. Brother Sankovidt is the record holding blood donor in the Union. Help Your Brother Down the Road to Sobriety eeing a blind man walk down a street makes the rest of us thankful for our sight. Perfect strangers, as well as friends, don't hesitate to offer a guiding arm to the blind because we all think it must be a terrible thing to be unable to see where youVe going. An alcoholic can't see where he's going either, only alcoholics don't have friends. Because a friend wouldn't let another man blindly travel a course that has to lead to the destruction of his health, his job and his family. And that's where an alcoholic is headed. Helping a fellow Seafarer who has a drinking problem is just as easy—and just as important—as steering a blind man across a street. All you have to do is take that Seafarer by the arm and guide him to the Union's Alcoholic Rehabilitation Center in Valley Lee, Md. Once he's there, an alcoholic StU member will receive the care and counseling^ he needs. And hell get the support of brother SIU members who are fighting £5 the same tough battle he is back to a healthy, productive alcohol-free life. The road back to sobriety is a long one for an alcoholic. But because of ARC, an alcoholic SIU member doesn't have to travel the distance alone. And by guiding a brother Seafarer in the direction of the Rehab Center, you 11 be showing him that the first step back to recovery is only an arm's length away. S I I Alcoholic Rehabilitation Center I am interested in attending a six-week program at the Alcoholic Rehabilitation Center. I understand that all my medical and counseling records will be kept strictly confidential, and that they will not be kept anywhere except at The Center. Name I I I I I Book No. I I Address (Street or RFD) (City) (State) Telephone No. ... Mail to: THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 or call, 24 hours-a-day, (301) 994-0010 24 / LOG / April 1979 (Zip) j I I I �Steve Azookari, AB, painting the bow of the Richard J. Reiss. GREAT LAKES FITOUT F The Adam E. Cornelius {Aroehcan Steamship Co.) as she appeared in Cleveland recently. Kenneth Jones tidying up on the Richard J. Reiss. ^itout time on the Great Lakes is always remembered as a sign of imminent spring. A spring not of blossoms and song-birds but of coal dust and chipping hammers and the various sounds attributed to the many jobs that go into preparing a steamer for the upcoming shipping season. Hpwever there is much more to fitout than merely the annual redressing of the fleet. Of course, there will always be the stark reality of paint brushes and arc welders. But, aside from this, there is a certain feeling in the air that one cannot put into such simple terms. A feeling of warmth that is more than simply the coming of spring. Perhaps it is the heartfelt warmth that comes when old friends are reunited after a long hiatus. Friends who have sailed together through many shipping seasons and greeted each other in the same manner at the start of countless fitouts. Indeed there is the feeling one gets upon returning home after an extended absence. For many seamen who ply their trade on a Great Lakes' steamer, now is the time they truly return home. After all, many will spend the next nine months working their vessel. In fact, most Lakers return to the same ship with each new season. Certainly, the song of a robin will never be unwelcome, but to a Great Lakes' mariner it is no more music to his ears than the first blast of the steamboat's whistle. Conveyorman Conrad Schmidt, beginning his 38th season on the Lakes, at work aboard the Richard J. Reiss • April 1979 / LOG / 25 �Down below on the Adam E. Cornelius. Oiler Mike Budnick, kneeling, and Richard Glowacki, fireman/ handyman, putting on handhold covers. Allen Rinwick, wiper, taking on supplies for the engine room of the Richard J. Reiss. Bob Eckley, bosun, wields a paint brush on the Richard J. Reiss. GREAT LAKES FITOUT . * • ' --I-. ' ••-•V ^ ' Bosun Arthur Mieike, left, and Deckhand Fadel M. Named, bring ing one pf the William R. Roesch's lifeboats up to form. Dave Cameron, QI\/1ED, does some work on the Richard J. Reiss' steering gear engine. The William R. Roesch, (Pringle Transit), in Toledo, looking good for the 1979 season. " =• Ah, fresh milk! Missed Eli, porter, on theMc/<eeSor7S. Second cook Ed Bechard does the honors on the Adam E. Cornelius. 26 / LOG / April 1979 HT". -"xi;- .-.Tstriai �Algehmi Nasar, wipeF, tightens up the boiler on the Adam E. Cornelius. Jim Hunt, second cook, at work on the Richard J. Reiss. X'-msM Muffins for the crew of the McKee-Sons in Toledo. Holding the pan; Julian Budnick, second cook, with Obad Mawri, porter. Take five (four?): I. to r., second cook All Amulsleh, SID patrolman Jack Allen, second cook Alie Mutahr, and Joe Schefke, porter, aboard the Roger M. Kyes in Toledo, Ohio. April 1979 / LOG / 27 - :L' IS. �" ffliTjifirt^'^-*- "-*'•'•" -r T-v -•' WHS', ••*^'"» John Monaco, deckhand, tightens the bearing cap of the main drive gear on a Great Lakes Dredge and Dock dredge. Dredgeman Donald Menter checks the oil on one of Great Lakes Dredge & Dock's dredge engines. He's a carpen­ ter in the off season and has been with GLD & D for 23 years. Frank McCann, deckhand, puts some finishing touches on the J,ohn A. McGuire (Great Lakes Dredge & Dock, Cleveland). McCann -is senior deck­ hand with GLD & D and has been on the McGuire since .1954. Tmmm Deckhand Norman Moennich does some painting on a Great Lakes Dredge and Dock launch. Moennich is also president of the St. Vincent de Paul Society jn Cleveland and spends much of his off season time working with the society. He has been with GLD & D for 29 years. The Miss Lana (Peter Kiewit & Sons, Cleveland) and deckhands, I. to r., Ed Doetz, Bill Taylor, and Corky Parrish. George Finnerty, deckhand, getting the right tools for the job on the John A. McGuire. The lineup, at the Great Lakes Dredge & Dock Shipyard, Cleveland, Ohio; 28 / LOG / April 1979 - L-.-. �SEA-LAND ECONOMY (Sea-Und Service), Febniary 4—Chairman, Re­ certified Bosun A. McGinnis; Secretary L. Nicholas; Educational Director H. DuHadaway; Deck Delegate B. Jarratt; Engine Delegate J. R. Graydon; Steward Delegate E. Arnold. $86 in ship's fund. No disputed OT. Chairman introduced the letter from Headquar­ ters iajeference to the Bosun Recertification program, explained and read it in its entirety. Secretary pointed out various articles in the latest Log. He emphasized the fact that Headquarters is on a 24 hour call. Report to Log: "The illustrated book on the Harry Lundeberg School was appreciated very much. Especially by those who were there from the start in 1967. They found it fantastic and exactly as Paul Hall said it would be." Next port Rotterdam. DELTA PERU (Delta Steamship), February 28—Chairman, P. Syrnik; Secretary R. Hutchins; Engine Delegate D. Shaw; Steward Delegate S. Bell. Some disputed OT in deck and engine departments. Secretary advised all those with the time and necessary qualifications should upgrade them­ selves for their own benefit. For more security and better paying jobs. Observed one minute of silence in memory of our departed brothers. Next port Philadelphia. MONTICELLO VICTORY (Victory Carriers), February 11—Chairman, Recertified Bosun Anthony Caldeira; Secretary Duke Hall; Deck Delegate Jim Barbaccia; Engine Delegate Steve Crawford; Steward Delegate Robert Black. No disputed OT. Chairman discussed the advantages of upgrading at Piney Point and urged all members to take advantage of this opportunity. Secretary requested all members to donate to SP.AD. Everyone was advised to read the Log from the front page to the back page to keep up with what is going on in the Union and what is being done by our Union officials and the SlU Washingtoni staff to insure our future. Observed one minute of silence in memory of our departed brothers. MARY (Marlin Steamship), Feb­ ruary 4—Chairman, Recertified Bosun T. D. Hitburn; Secretary C. N. John­ son; Deck Delegate E. Wallace. Some disputed OT in deck department. The Log was received and passed out to each delegate for everyone to read and find out what is going oh in the Union. A vote of thanks was given to the steward department for a Job well done. All were advised to get shot cards before leaving ship. DELTA PARAGUAY (Delta Steam­ ship), February 4—Chairman, Recerti­ fied Bosun R. Ferrera; Secretary Robert B. Marion; Educational Direc­ tor Frank Chavers; Deck Delegate J. Klondyke; Engine Delegate C. Perdue; Steward Delegate C. Barkins. No disputed OT. Chairman gave a talk on the benefits to be gained from upgrad­ ing at Piney Point. A vote of thanks to the steward department for a Job well done. Next port New Orleans. PUERTO RICO (Puerto Rico Ma­ rine), Februap^ 4—Chairman, Recerti­ fied Bosun W. D. Crawford; Secretary T. Jackson; Educational Director 11. P. Calloe; Deck Delegate Paul Holloway; Steward Delegate Eddie Villasol. Some disputed OT in deck department. Chairman read the information that had been received on the classes to be held in 1979 for the Recertification Program for Bosuns. Urged all those who qualify to apply. A vote of thanks to the steward department for a Job well done. Next port San Juan. NEWARK (Sea-Land Service), Feb­ ruary 25—Chairman, Recertified Bosun Denis J. Manning; Secretary C. M. Modellas; Educational Director L. Bryant; Engine Delegate W. West. No disputed OT. Chairman advised all members to take advantage of the courses now open in Piney Point to upgrade yourself. Also discussed the importance of donating to SPAD and how SPAD can help in Job .security. Urged all members to read the Log to keep in touch with what is going on in the Union. All members should try to keep up the ship's fund so that there are some monies available in case of emergency. For the benefit of some seamen who want to go to Russia read the January issue of the Log as there are 35 ships that are being extended subsidy to carry grain to Russia. A vote of thanks to all crewmembers by the steward for helping the crewmess by bringing their dirty dishes to the pantry after eating. A compliment was received from the Sea-Land commissary superin­ tendent to the steward after conducting inspection in the galley, boxes etc. and found it very satisfactory. Observed one minute of silence in memory of our departed brothers. POINT MARGO (Point Shipping), February 25—Chairman, Recertified Bosun J. Northcott; Secretary B. Fletcher; Engine Delegate S. Goins. $11.50 in ship's fund. No disputed OT. Chairman reported that the ship left Houston, Texas with a load of grain enroute to Alexandria, Egypt. The next port of payoff is Houston, Texas. Also held" a discussion on the Recertification program that is going to reopen in Piney Point, Maryland in the very near future. Everything is running smoothly. DELTA ARGENTINA (Delta Steamship), February 4—Chairman, Recertified Bosun Floyd Peavoy; Secretary N. Johnson; Educational Director U. H. Sanders. $160 in movie fund. No disputed OT. Chairman noted how urgent it is for each member to attend the- shipboard meetings to negotiate beefs. Secretary gave a vote of thanks to the deck and engine depart­ ment for their cooperation in helping to keep the messhall and pantry in order between steward department working hours. A vote of thanks to the steward department for a Job well done. JAMES (Ogden Marine), February 25—Chairman Doyle Ellette; Secretary O. Esquivei. No disputed OY. Chair­ man reminded the new members to see the patrolman about new forms to fill in. Also to find out when the new classes for upgrading are going to start. Everyone should try to go to Piney Point and upgrade if you have the qualifications because our Union needs rated men. It will also mean a better paying Job for you and more Job security. A vote of thanks to the steward department for a Job well done. SEA-LAND PIONEER (Sea-Land Service), February 25—Chairman, Recertified Bosun M. Kerngood; Secre­ tary R. Donnelly; Educational Director H. Messick. $72 in ship's fund. No disputed OT. Chairman held a dis­ cussion on the proper way to fill out beneficiary cards to help the Union to properly distribute benefits. Many of the cards are outdated or without proper beneficiaries. A vote of thanks to the steward department for a Job well done. Next port Oakland. DEEP SEA Official ship's minutes were also received from the following vessels: SEA-LAND GALLOWAY DELTA SUD OVERSEAS ULLA DEL SOL SANTA MARIANA OVERSEAS VALDEZ PISCES ANCHORAGE BAYAMON SEA-LAND MARKET JACKSONVILLE DELTA VENEZUELA * DELTA BOLIVIA BORINQUEN AQUIDILLA COVE EXPLORER DELTA COLUMBIA OAKLAND VIRGO OVERSEAS ARCTIC POTOMAC DELTA MAR STUYVESANT MASSACHUSETTS ROSE CITY DELTA PANAMA CHARLESTON MOHAWK TEX ZAPATA RANGER OVERSEAS JOYCE DELTA ECUADOR TAMPA PONCE OGDEN CHALLENGER DELTA AMERICA GOLDEN ENDEAVOR ZAPATA PATRIOT SAM HOUSTON OVERSEAS NATALIE CANTIGNY CONNECTICUT WALTER RICE CAROLINA MONTPELIER VICTORY THOMAS JEFFERSON (Water­ man Steamship), February 18—Chair­ man, Recertified Bosun Donald Pool; Secretary Sigmund Rothschild; Educa­ tional Director B. Cooley. $130 in movie fund. No disputed OT. Chairman held a discussion "on Paul Hall's report in the Log and suggested that all mem­ bers should read this report on page two of the current Log. Also discussed and requested all crewmembers to read the new SPAD checkoff program listed in the current Log on the back page. President Paul Hall's report and the back page of the Log were posted on the bulletin board. The steward is accepting donations for the movie fund for the coming new voyage. Also advised all crewmembers of the importance of donating to SPAD. The ship's baker. Coy Hendricks, was hospitalized while negotiating the Kiel Canal and received exceptional treatment while he was there. ARECIBO (Puerto Rico Marine), February 18, 1979—Chairman, Recer­ tified Bosun W. Velazquez; Secretary J. G. Guilles; Educational Director D. Manafe; Deck Delegate John Montanez; Engine Delegate Carlos Bone' font; Steward Delegate Edwardo Vazguez. No disputed OT. A letter was received from Headquarters about the upcoming Bosun Recertification Pro­ gram. It was noted that further details could be found in the Log. Any questions relating to the program are to be directed to the Seafarers Appeals Board. A vote of thanks to the steward department for a Job well done. SEA-LAND EXCHANGE (SeaLand Service), February 4—Chairman, Recertified Bosun Verner Poulsen; Secretary Ronald B. Barnes; Educa­ tional Director George E, Renale; Deck Delegate John McLaughlin. No dis­ puted o r. Chairman held a discussion on the need for all members to read the Log to keep up with Union activities. He requested the crew to take better care of the washing and drying ma­ chines and to keep the area clean. A vote of thanks to the steward department for a Job well done. Observed one minute of silence in memory of our departed brothers. Next port Seattle. AMERICAN EXPLORER (Hudson Waterways), February 17—Chairman R. F. Garcia; Secretary A. Hassan; Educational Director Espositio; Deck Delegate Jim Spencer; Steward Dele­ gate Rudolph Manfield. Some disputed OT in deck department. A letter was posted by the educational director pertaining to the reopening of the Bosun Recertification Program. Also noted that applications were available for anyone who was interested. Read a conimunication received froni the U.S. Navy concerning the professional Job done while refueling the Navy ship Truckee. A telegram was forwarded to Executive Vice President, Frank Drozak. .Also discussed the importance of donating to SPAD. Next port Charles­ ton. SEA-LAND COMMERCE (SeaLand Service), February 11—Chair­ man, Recertified Bosun Lothar G. Reck; Secretary E. Caudill; Educational Director Agulia; Steward Delegate Walter Stewart. $78 in ship's fund. No disputed OT. Chairman held a safety meeting and several items were dis­ cussed. Educational Director discussed the importance of donating to SPAD. It was noted that there should be a donation made to the Cancer fund in Harvey Mesford's name. Observed one minute of silence in memory of our departed brothers, and mentioned were Earl Shepard and Harvey Mesford. Next port Long Beach. April 1979 / LOG / 29 �O S, Steve Cipullo applies a little elbow grease while lubricating a set of rollers Steve was part of the standby crow supplied by the SlU to prepare the Libra before the ship sailed. The massive, T LNG Libra, 8th U.S. Flag Gas Carrier, Sails on P.n.w he LNG Libra, the the sixth sixth LNG LNG prior experience on LNG ships. shins. vessel built by Energy Trans­ One, for instance, is Chief Steward port Company, set sail on its maiden Frank Costango who is taking out voyage to Indonesia on April 18. his fourth LNG carrier., Frank likes The 986 foot long ship becomes the the modern galleys found on the new 8th LNG vessel to fly the U.S. flag. vessels and says the ships are "the Like all previous U.S.-flag LNG best we have in the whole fleet." ships, the Libra is manned by SIU Chief Steward Costango takes seamen. particular pride in helping a young Most of the Libra's crew have had steward department prospect from Piney Point to become a top-notch cook. In a single six month voyage his third cooks are usually prepared to upgrade to cook and baker and second cooks are ready to take on a chief's responsibilities. Needless to say, the young guys look up to Frank. Two more veterans of the LNG Heet are Quartermaster Howard Webber and QMED Imro Salo­ mons. Both sailed aboard the LNG Aquarius which was the first LNG ship built for the U.S. flag fleet. QMED Salomons, who spent 16 months on the Aquarius said he learned a lot from the Aquarius" and that all the knowledge he gained from that first trip is "making it a whole lot easier" to run the power at Ihe helm and ponders theiWG /.to's upcoming K- while the L/bra^wasintor^^^'^^ port. 30 / LOG / April 1979 Manny Ciampi kept everyone well fed their o^n fashion^ S ^ Of many LNGlyaSs a°nd thme' G S Pollard, Ken Johnson and Mark S. Richardson. ® Terence �^ ordinaries on the LNG Libra is Seafarer Kevin Tremblay. Every picture tells a story, don't it? Well at least this one does Quartermaster Evan Jones smiles while the Libra's sailing board says all there is to Jones Wiper Melvin "Wizard" Brown also sailed on the LNG Aries prior to making this trip. He hopes to have his FOWT endorsement by the time he sets out on his next LNG ship. Maiden Voyage With Experienced SiU Crew plant on the Libra. r \rr^ 1 ;u..^ . n • • .L rAnother Seafarer with LNG experience is wiper Melvin Brown who spent six months as G.S.U. on the LNG Aries. Brown is known as "Wizard" to his shipmates, a name he was given while taking his LNG training at the Harry Lundeberg School. Melvin said of his first LNG trip, "it was nice, that's why I'm back." He intends to upgrade to QMED and eventually get his engineer's license as soon as he has enough seatime. Not all the crew are "old salts" however. OS Richard Grant just completed his LNG course at Piney Point on April 2nd and is making his first voyage of any kind on the LNG Libra. Richard feels that "the waiting is the worst part" and was anxiously looking forward to the ship's rapidly approaching sailing time. .u ^ other LNG carriers in Energy Transport s fleet bringing the pre- Indonesia to Osaka, Japan. Others in operation are the LNG's Aquarius, Aries, Leo, Capri- corn, and Gemini. A seventh ETC ship, the LNG Virf^u is slated for completion by August. These happy fellows comprise some of the LNG Libra's deck personnel: they are left to right: Paul Klippel, O.S.: Evan Jones, quartermasterBob O Rourke, bos n : John Hamot and Howard Webber, guartermasters: W. F. Murphy, A.B.: and Jeffrey Thompson and Richard Grant (kneeling) O.S. s. These three gentlemen are certainly not strangers to LNG ships. From the left are: First Ass't. Engineer Harding Hill who was relief first on LNG Aries', Chief Engineer Marty Schwemmer who was on board both the LNG Capricorn and the LNG Aquarius and the SlU's own QMED Imro Salomons who spent 16 months as QMED on the first SlU-contracted L.NG vessel the LNG Aquarius. QMED Imro Salomons and Bill'Stagner of the General Regulator Company go over some last minute checks of the Libra's intricate control board. Veteran LNGer Salomons has it down pat by now. April 1979 / LOG / 31 �Velton J. Aus­ tin Sr., 57, died on Jan. II. Brother Austin joined the Union in the port of Norfolk in 1966 sailing as a launch operator for the Virginia Pilots Assn. from 1964 to 1979. He also sailed as a tankerman for the Allied Towing Co. and GATCO in 1972. Boatman Austin was a veteran of the U.S. Army. He served during the Korean War with the U.S. Coast Guard. A native of Hatteras, N.C., he was a resident of Elizabeth City, N.C. Surviving are his widow, Mary; three sons, Velton, Richard of Frisco, N.C. and Alphe; his mother, Mrs. Maggie Stowe of Eliza­ beth City; two brothers. Boatman Elwood Austin of Hatteras and Melvin of Buxton, N.C. and a relative, Boat­ man William M. Stowe of Hatteras. Pensioner Mi­ chael Cekot, 57, died of a heart attack in the U.S. Veterans Ad­ ministration Hos­ pital, Lyons, N.J. on Jan. 30. Bro­ ther Cekot Joined the Union in the port of New York in 1963 sailing as a tug deckhand for the Erie-Lackawanna Railroad from 1951 to 1979 in Jersey City, N.J. He also worked as a heat treater for the Crucible Steel Co. from 1940 to 1942. Boatman Cekot was a veteran of the U.S. Air Forces in World War II and he was a professional singer. Born in Jersey City, he was a resident there. Surviving are his widow, Evelyn; a son, Michael and a daughter, Georgia. Pensioner An­ drew Monte, 75, passed away on Feb. 6. Brother Monte joined the Union in Port Arthur, Tex. in 1963 sailing as an engineer for Ma­ rine Towing from 1948 to 1951 and for Sabine Towing from 1951 to 1969. He was a union member since 1960. Boatman Monte was born in Maurice, La. and was a resident of Beaumont, Tex. Surviving is his widow, Helen. Michale A. "Mike" Vandenabeele, 53, was lost off the sunken Mj V Owen Childress (ASBL) in the Ohio River off Owensboro, Ky. on Jan. 1. Brother Vandenabeele joined the Union in 1968 sailing as a cook for Cities Service then, for ACBL since 1976 and on the J. W. Hershey (Inland Tugs) last year. He was a former member of Teamsters Local 600. Boatman Vandenabeele was a veteran of the U.S. Navy in World War 11. Born in Alaska, he was a resident of Beekley, Mo. Surviving is his widow, Glorius. Kim W. Devere died on Feb. 2. Brother Devere sailed for the Radcliffe Materials Co. from 1977 to 1978. He was a resident of New Orleans. Carlos C. Forsythe died on the tug Martha (NBC Lines) on Jan. 28. Brother Forsythe was a resident of Norfolk. Pensioner Harry Lawrence E. W. Lapham, 67, "Lee" Ellison, 65, died of a heait died on Feb. 2, attack in the Paul Brother Ellison Oliver Memorial joined the SIU in Hospital, Frank­ the port of Hous­ fort, Mich, on ton in 1963 sailing Jan. 31. Brother as a 3rd cook. He Lapham joined sailed for 27 years, last on the Mj V Zapata Ranger the Union in the port of Frankfort in (Zapata Bulk). Seafarer Ellison was 1953. He last sailed as an oiler and born in West Virginia and was a resi­ fireman-watertender for the Ann Arbor dent of South Houston. Surviving are Railroad Car Ferries from 1973 to 1975. his widow, Kathryn; a daughter, Pamela He was born in Detroit, Mich, and was a ^ resident of Elberta, Mich; Interment and a brother. Seafarer Lee Ellison. was in Rose Hill Cemetery, Empire, Claude M. Mich. Surviving is his widow, Gloria. Koenig, 48, died on Mar. 9. Brother Pensioner Har­ Koenig joined the old J. Norris, 66, Union in the port died of heart-lung of New Orleans in failure in the Buf­ 1956 sailing as a falo, N.Y. General deckhand for the Hospital on Feb. George W. Whit­ 3. Brother Norris man Towing Co. joined the Union 4^ from 1949 to 1979. He also sailed for the in the port of Buf­ Coyle Line and for Crescent Towing. falo in 1961 sailing as a deckhand, lines­ Boatman Koenig was born in Gretna, man and tug fireman for the Great La. and was a resident there. Surviving Lakes Towing Co. from 1936 to 1974. are his widow, Patricia; three sons, He was born in Buffalo and was a Claude, Michael and Dale and a resident there. Burial was in Mount daughter, Terry. Calvary Cemetery, Cheektowaga, N.Y. Surviving are his widow, Mary and two Tommy Penne- sons, William and John. baker, 54, died on Pensioner John Jan. 26. Brother T. Robinson, 57, Pennebaker died on Feb. 9. joined the SIU in Brother Robinson the port of Hous­ joined the Union ton in 1962 sailing in the port of as an AB. He was V i Detroit in 1960 a veteran of the sailing as a fire­ U.S. Navy in World War 11. Seafarer man - watertender Pennebaker was born in Freeport, Tex. and was a resident of Emory, Tex. for the Reiss Steamship Co. and for the Kinsman Marine Transport Co. He Surviving are two sons, Glenn and sailed 27 years. Laker Robinson was a James; a daughter, Billie and a sister, veteran of the U.S. Navy in World War Mrs. Romie Hennen of Emory. 11. A Tennessee native, he was a resident Pensioner Al­ of Algood, Tenn. Surviving are his bert J. C. "Al" widow, Lucille and three sons, Jimmy, Yip, 74, passed Tom and Richard. away in San Fran­ Edward Ar­ cisco on Dec. 22, nold, 60, died on 1978. Brother Yip # • 1 Feb. 12. Brother joined the SIU in 1 k Arnold joined the port of New the SIU in the York sailing as a port of New York fireman-watertender and cook. He in 1955 sailing as sailed 25 years. Seafarer Yip was on the a firemanpicketline in the 1963 New York , watertender. He maritime beef. And he graduated from sailed for the Waterman Steamship the Andrew Furuseth Training School, Co. from 1974 to 1978. Seafarer Brooklyn, N.Y. in 1959. He was a Arnold hit the bricks in the 1961 veteran of the U.S. Marine Corps in Greater N.Y. Harbor beef and the World War 11. Born in China, he was a 1962 Robin Line strike. He was a U.S. naturalized citizen and a resident veteran of the U.S. Army Signal Corps of San Francisco. Cremation took place in World War 11. Born in Texas, he was in the Pleasant Hill Crematory, Sebas- a resident of Long Island City, topol, Calif. Surviving are his widow, Queens, N.Y. Surviving is his widow, Sook; two sons. Jack E. Chiang Yeh of Martha. San Francisco and C. Kong Yip of Cliina and a daughter, Mun Yip of James J. GalHong Kong. luzzo, 52, suc­ cumbed to cancer in St. John's Hos­ Pensioner Aupital, Cleveland, gu.stus B. Bryan, Ohio on June 24, 77, was dead on 1978. Brother arrival at the Galluzzo joined Dodge (Ga.) the Union in the County Hospi­ port of Cleveland in 1962 sailing as an tal of injuries sustained in a oiler for the Great Lakes Towing Co. from 1944 to 1975. He was a member of truck-car accident on Highway 280, Rhine, Ga. on Jan. 29. the Operating Engineers Union from Brother Bryan joined the SIU in the 1957 to 1962. During that time he was a port of Savannah in 1952 sailing as a stationary fireman for the Cayahuga fireman-watertender and 3rd cook. He County, Ohio and the City of Cleve­ was also a crew delegate. Seafarer land, Division of Streets. Laker Gal­ Bryan was born in Rhine and was a luzzo was a veteran of the U.S. Army in resident there. Burial was in Bay World War 11. Born in Cleveland, he Springs, Rhine. Surviving are his was a resident there. Burial was in Holy Cross Cemetery, Cleveland. Surviving widow. Jewel; a son, Wimberly of are his mother, Grace and a sister, Mrs. Eastman, Ga. and a daughter, Elaine of Mary Blaha, both of Cleveland. Rhine. Jimmy Lee Durden, 35, suc­ cumbed to lungheart failure in the Grady Memorial Hospital,-'Atlanta, Ga. on Jan. 23. Brother Durden joined the SIU in the port of New York in 1964 sailing as an AB. He sailed on the SSArecibo (PR Marine Mgt.) last year. Seafarer Durden graduated from the Andrew Furuseth Training School, Brooklyn, N.Y. in 1964. Born in Monroe, Ga., he was a resident of Atlanta. Interment was in the Sharon Baptist Church Cemetery, Loganville, Ga. Surviving are his widow, Glenda of Forest Park, Ga.; a daughter, Joyce; his mother, Runelle of Atlanta and a sister, Mrs. Gloria Smith of Snellville, Ga. Edward BakaInas, 48, died on It he Sea-Land Economy at sea on Feb. 15. Bro­ ther Bakanas [joined the SIU in the port of Cleve­ land in 1973 sail­ ing as an OS and BR utility out of the port of Jacksonville on the Sea-Land Economy from 1977 to 1979. He also sailed for the Puerto Rico Marine Management Co. Seafarer Bakanas sailed on the Lakes for the American Steamship Co. and for Kinsman Marine from 1973 to 1974. He was a veteran of the U.S. Army before the Korean War. Born in Lithuania, he was a naturalized U.S. citizen and was a resident of Cleveland, Ohio and Lantana, Fla. Surviving are a son, Edward of Cleveland and a daughter, Mrs. Vida Ursic, also of Cleveland. Pensioner Au­ gust Cbarous, 77, passed away in the U.S. Vete­ rans Administra­ tion Hospital, Jamaica Plains, Mass. on Jan. 16. Brother Charous joined the SIU in the port of New York in 1957 sailing as a 2nd pumpman. He sailed 34 years. And he walked the picketline in the 1961 N.Y. Harbor beef, the 1962 Robin Line strike and the 1965 District Council 37 beef. Seafarer Charous was a veteran of the U.S. Navy in World War 11. Born in the United States, he was a resident of West Sommerville, Mass. Pensioner Samuel S. Bear, 73, died of natural causes in the Lykes Memorial Hospital, Brooksville, Fla. on Feb. 4. Brother Bear joined the Union in the port of Baltimore in 1956 as a tug operator and "bargeman for the Western Maryland Railroad. He also was an AB in the Baltimore Shoregang. Boatman Bear was born in Binghamton, N.Y. and was a resident of Springhill, Fla. Interment was in the Florida Hills Memorial Gardens Cemetery, Brooks­ ville. Surviving are his widow, Geraldine; two sons, Russell and Joseph and a daughter, Diana. Pensioner Russell J. Savage, 74, died at home in Bishopville, Md. on Jan. 4. Brother Savage joined the Union in the port of Philadelphia in 1961 sailing as a deckhand and tug captain from 1944 to 1971. He sailed as a relief captain for the P. F. Martin Co. in 1954. Boatman Savage was born in Delaware. Burial was in Bishopville Cemetery. Surviving is a daughter, Mrs. Eva N. Bunting of Bishopville. �Appeals. Court Saves Rate^Cutting Russian Line From FMC Axe., . T,he fight being waged by the Federal iMarltime Commission against the infair rate-cutting practices of the iRus^ian-owned Baltic Shipping Co. has Ibeen stymied due to an action this [month by the U.S. Court of Appeals. Voting to stay "indefinitely" the I FMC'S proposed cancellation of Baltic's (tariffs set for April 26, the court gave (the Soviet-flag shipping company a [green light to continue operating in the U.S. foreign trades. The ruling came [despite the fact that Baltic violated U.S. ! law by failing to comply with an FMC investigation into their rate setting practices. By their action the court has under­ cut the newly-enacted Controlled Carrier Act which, with the strong support of the SIU, was passed by Congress last year. The act was de­ signed to restore, the U.S. merchant fleet to a competitive position in the U.S: foreign trades by empowering the FMC to suspend or cancel the rates of any carrier engaged in unjust or unreasonable rate setting^ practices. The commission's move against Baltic would have barred the company frorn U.S. ports. It was the first test of the infant law and it ran into trouble right from the start. 'Habitual' Violations In April, 1978, the commission, acting on suspicions that Baltic was engaged in "international and wide­ spread misrating of cargo...and habi­ tual non-compliance with tariff provi­ sions on space charters," made its first attempt to obtain rate information from Baltic. Baltic complied partially with the FMC's request for information but never turned over those records tagged "key documents" by the commission. After repeatedly warning the company that they intended "to use every remedy at our disposal to achieve adherence with U.S. law by any carrier operating in our foreign commerce," the commis­ sion proposed to suspend the rates of the Soviet company. Baltic squawked loudly over the impending rate suspension, charging the FMC with "improper, illegal" pro­ cedure. Their protests were echoed by the Soviet Merchant Marine Ministry which threatened retaliatory action if the rate suspension went through. Playing their final card, Baltic petitioned the U.S. Court of Appeals for a stay of the tariff suspension. The court ruled in Baltic's favor despite the stern warning from the FMC that "carriers competing with Baltic will be seriously disadvantaged and the com­ mission's power to regulate sharply undercut if a stay is granted." Whether the court's ruling will have an impact on the commission's regula­ tory power will be seen shortly as the FMC takes the battle to secure fair and equal treatment for the U.S. merchant marine into Round Two. Investigating FESCO The FMC is ready to suspend 140 tariffs of the Russian-flag Far Eastern Shipping Co. as of May 7. The commission found Fesco's rates are "unjust and unreasonable." Fesco, like Baltic, has claimed the move is "unfair," and could conceivably follow the lead of her Soviet sister company by taking the matter to court. Meanwhile, the SIU along with several other maritime unions and spokesmen of the U.S. maritime indus­ try have reacted sharply to the court's move in the Baltic case. . The SIU has supported the Con­ trolled Carrier Act since it was first introduced in Congress because it was a step towards protecting ever-increasing shares of U.S. cargoes from being siphoned off by the predatory rate slashing of the Soviets. But the recent action by the Court of Appeals, which weakens a law vital to the survival of the U.S. merchant fleet, means the efforts to restore the Ameri­ can merchant marine to a competitive footing in the U.S. foreign trades is returned to square one. Blackwell Resigns Post After Long Career of Promoting US, Flag Robert J. Blackwell, martime admin­ istrator since 1972, has submitted his resignation, effective Apr. 9. With this, the maritime industry has lost one of its most sympathetic and effective infighters. Blackwell has served simultaneously as assistant secretary of commerce for maritime affairs, maritime administra­ tor, and chairman of the maritime subsidy board. •01 Commerce Secretary Juanita Kreps called Blackwell's resignation a "great loss," and said that he had been "instrumental in modernizing and expanding the American merchant marine and greatly improving the productivity of the American shipbuild­ ing industry." Blackwell worked hard to implement the provisions of the Merchant Marine Act of 1970, and the differential subsidy programs that grew out of it. These subsidies gave a new lease on life to a rapidly dwindling merchant marine. It is much to Blackwell's credit that he managed to make headway against strong opposition, in difficult times. He won wide bi-partisan support, serving under three different Administrations. Among Blackwell's greatest accom­ plishments were the 1972 U.S./Russian Shipping Agreement and other bi­ lateral trade agreements, which came about largely through his efforts. Rep. John Murphy (D-N.Y.), chair­ man of the House Merchant Marine and Fisheries Committee, called Blackwell a "valuable executive who performed his duties in the highest tradition of Government." Blackwell's career in federal service spanned 24 years. He started as a trial lawyer in the old combined Maritime Administration/Federal Maritime Board. Blackwell's resignation as maritime administrator was unfortunate since it is generally agreed he was one of" the very best to ever hold that position. His replacement has not yet been named but it appears the nod may go to Blackwell's assi.stant. Deputy Maritime Administrator Samuel B. Nemirow. There are some five individuals pres­ ently under consideration for the position, including Nemirow. We share the sentiments of Com­ merce Secretary Kreps at the departure of Robert J. Blackwell as maritime administrator. She remarked that his "expertise, effectiveness and dedication will be sorely missed." Welfare Plan Was There When Boatman Fred Shekell Needed It Robert J. Blackwell Cove Ranger Committee SIU Boatman Fred Shekell of Paducah, Kentucky is certainly smiling easier these days. The reason for his joy is that he knows he can depend on the Seafarers Welfare Plan to be there in times of need. tail Recently, Fred's wife was forced to undergo surgery for a disorder of the upper respiratory tract. The resulting doctors' fees and hospital costs totaled over $4,000.00. The Seafarers Welfare Plan's dependent coverage paid 100 percent of the bills. When asked how he felt about the dependent coverage Fred's reply was "oh my God, I don't know what we would have done without it." After a moments reflection he added "probably, I'd be in the poor farm." Thanks to the plan he won't have to worry about that. in the Brooklyn, N.Y Seatrain Shipyard on Apr. 16 is theSS Cove Ranger (Cove Shipping). On deck with the Manhattan skyline in the background is the Ship's Committee and two crewmembers (I. to r.) Chief Cook Barney Johnson, steward delegate; AB Joe Cosentino, deck delegate; OSs William Mitchell and Bobby Goldhirsch, Bosun Franz Schwarz, ship's chairman and Chief Steward Simon Guitierez, secretary-reporter. Fred has been working for ACBL for the past five years as lead deckhand. He generally moves from boat to boat wher- ^ ever his services are required. Boatrrian Shekell is proud of SIU Boatman Fred Shekell his membership in the SIU and says he's gotten back "all he's paid in" over the years and more. As Fred says "our union is tops." April 1979 / LOG / 33 �SIU Atlantic, Golf, Lakes Si Inland Waters United Industrial Workers of North America PRESIDENT Paul Hall SECRETARY-TREASURER Joe DlGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENTS Cal Tanner Lindsey Williams HEADQUARTERS 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-9375 Dispatchers Report for Deep ALPENA, Mich MARCH 1-29,1979 •TOTAL REGISTERED All Groups Class A Class B Class C • Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 6 108 7 21 19 11 28 72 47 55 20 33 9 84 4 1 525 1 31 2 6 5 3 4 15 9 10 9 4 0 19 0 0 118 1 9 1 3 11 4 2 6 5 7 10 14 0 12 0 0 85 Port , . 2 75 13 21 18 5 24 58 23 46 13 18 7 68 6 0 397 6 27 3 8 3 3 9 15 13 9 2 • 3 1 18 0 0 120 2 5 0 1 1 0 0 0 1 4 2 3 0 7 0 1 27 Totals All Departments 7 51 5 7 17 .3 10 26 11 15 7 6 20 30 10 0 225 1 2 1 1 9 10 4 4 6 7 3 8 7 14 1 0 78 6 149 11 40 26 10 23 142 64 68 34 71 21 139 0 4 810 2 32 2 6 6 1 7 24 7 15 14 6 3 24 0 0 149 2 16 0 4 8 0 1 15 1 6 20 18 0 22 0 0 113 2 82 9 11 7 9 30 40 24 34 12 18 15 51 6 0 350 4 35 3 9 5 5 10 8 12 16 2 5 12 22 10 0 158 0 1 0 0 1 1 1 0 1 4 1 1 5 5 0 0 21 1 94 13 32 21 7 27 108 43 59 31 33 14 123 0 1 607 4 53 7 13 7 5 13 46 15 14 6 10 6 21 0 0 220 2 16 0 0 2 2 5 3 4 7 9 0 13 0 1 64 3 53 8 12 20 8 15 73 29 41 20 22 13 66 0 0 383 1 14 2 7 9 0 3 7 3 5 4 5 4 8 0 0 72 0 8 0 0 3 1 1 0 0 6 4 11 1 5 0 0 40 3 142 24 34 15 9 16 90 30 27 46 43 18 87 0 3 587 13 167 3 40 18 7 4 42 13 91 72 51 14 89 0 1 625 1028 842 0 STEWARD DEPARTMENT 2 43 4 7 14 7 17 37 25 18 19 12 4 45 4 0 258 3 12 1 7 2 1 2 4 3 1 3 3 1 7 3 0 53 0 7 0 0 1 0 0 0 1 6 0 5 1 2 0 0 23 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco. Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 7 93 20 19 21 10 30 57 46 41 10 21 39 66 4 2 486 ENGINE DEPARTMENT Port Boston New York Philadelphia .'. Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals TOTAL SHIPPED All Groups Class A Class B Class C 4 62 3 17 13 11 22 38 25 22 9 10 15 41 4 1 297 7 50 2 10 11 0 6 17 14 5 2 8 10 15 41 0 198 2 16 5 4 3 4 2 1 3 16 1 10 6 7 0 0 80 ENTRY DEPARTMENT 7 31 9 14 11 3 6 27 13 20 6 8 10 22 4 0 191 4 99 13 12 16 6 14 46 28 22 27 21 13 62 54 3 440 5 95 5 21 11 11 6 15 8 42 30 23 10 40 0 1 323 0 0 0 6 37 8 21 12 5 5 51 17 34 12 14 15 37 0 1 275 1371 731 458 1133 581 179 2075 *"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass ...... .215 Essex St. 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin St. 14202 (716) TL 3-9259 CHICAGO, ILL. .9383 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DULUTH, Minn 2014 W. 3 St. 58806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box D 415 Main St. 49635 (616) 352-4441 HOUSTON, Tex 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, NJ. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. . .2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, Tex. . . .534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif 1311 Mission St. 94103 (415) 626-6793 SANTURCE, P. R. . 1313 Fernandez, Juncos, Stop 20 00909 (809) 725-6960 SEAITLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. . .4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla. 2610 W. Kciiucdy Blvd. 33609 (813) 870-1601 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 WILMINGION, Calif. 510 N. Broad St. 90744 (213)549-4000 YOKOHAMA, Japan . Yokohama Port P.O. 34 / LOG / April 1979 6^ P.O. Box 429 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 West Coast Stewards Halls HONOLULII, Hawaii ... 707 Alakea St. 96813 (808) 537-5714 PORTI.AND. Or Shipping was very good to excellent at all SIU halls for deep sea members. A total of 1,893 deep sea jobs were shipped through the Union s hiring hall system last month. That's an increase of 675 Jobs over the previous month. It's interesting to note that of the nearly 1,900 Jobs shipped, only 1,133 were taken by "A" seniority members. This indicates that shipping is good for all members in all ratings and all seniority categories. 800 N. 2 Ave. 49707 (517) EL 4-3616 421 S.W. 5th Ave. 97204 (503) 227-7993 WILMINGTON, Ca. . 408 Avalon Blvd. 90744 (213) 834-8538 SAN FRANCISCO. Ca. 350 Fremont St. 94105 (415) 543-5855 �Young Engineer Says SIU Gave ^Best Opportunity I Ever Had' There are some things in life a man never forgets, such as the timely opportunity that comes along setting him up in a rewarding career. Seaman Ed Rivers, 31, has been an MEBA (Dist. 2) engineer for the last 10 years, but he still maintains that, "the best opportunity I ever had in my life was getting into the SIU." The Log spoke with Rivers at the MEBA Upgrading Center in Brooklyn, N.Y., where he's preparing for his First Assistant (steam, any horsepower) license examination. Rivers attended the "old" Harry Lundeberg School when it was still located in Jersey City, N.J. He shipped as OS on the Morning Light (Water­ man) but switched to the black gang as wiper for his second trip. "That second trip was one HI never Dispatchers Report for Inland Waters MARCH 1-29,1979 •TOTAL REGISTERED All Groups Class A Class B Class C Port Boston New York Philadelphia ., Baltimore Norfolk Tampa Mobile New Orleans .. Jacksonville .. San Francisco. Wilmington ... Seattle Puerto Rico ... Houston Port Arthur Algonac St. Louis PineyPoint ... Paducah Totals .-'f 0 0 0 1 0 2 5 0 2 0 1 0 0 3 10 0 4 1 1 30 0 1 0 7 0 0 0 2 1 0 3 0 0 9 140 13 30 1 81 0 0 0 3 0 2 0 9 2 0 1 0 6 8 12 0 8 0 45 96 Totals All Departments. 0 0 0 0 0 0 0 0 0 0 0 0 0 5 8 0 3 1 1 18 0 1 0 1 0 0 0 0 0 0 0 0 0 12 15 0 1 32 1 63 0 0 0 0 0 0 0 3 1 0 0 0 3 8 11 0 4 0 10 40 0 0 0 3 0 7 15 5 5 0 4 0 0 9 15 0 7 0 1 71 0 0 0 14 0 2 0 5 3 0 10 0 1 11 2 0 16 5 2 71 0 0 0 3 0 3 0 17 5 0 4 0 10 8 72 0 18 0 73 213 0 0 0 0 0 0 0 1 0 0 0 0 0 4 0 0 0 0 0 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 2 0 0 0 1 0 0 0 0 1 0 3 0 1 0 1 0 2 0 1 10 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 1 0 3 6 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 3 0 1 5 0 1 0 1 0 1 0 7 3 0 0 0 2 1 1 0 6 0 12 35 ENGINE DEPARTMENT 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 I 0 2 0 0 0 1 0 0 0 0 3 0 3 0 1 1 0 0 1 0 0 10 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 2 0 4 0 0 0 0 0 0 0 1 2 0 0 0 1 0 0 0 1 0 4 9 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Port Boston New York Philadelphia . Baltimore Norfolk Tampa Mobile New Orleans ., Jacksonville .. San Francisco. Wilmington ... Seattle Puerto Rico ... Houston Port Arthur Algonac St. Louis Piney Point ... Paducah Totals TOTAL SHIPPED All Groups Class A Class B Class C 34 87 115 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 0 1 1 1 0 0 0 1 1 1 0 0 0 4 4 STEWARD DEPARTMENT 0 0 0 ] 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 1 0 0 0 0 0 0 0 0 2 0 0 1 3 3 1 19 70 47 82 78 forget," said Rivers, Tt was on the Maiden Creek. We were running between Bremerhaven and New York and got caught in a North Atlantic storm in December." It took the Maiden Creek some 17 days to finally straggle into New York, almost twice as long as it normally would take. Crewmembers at the time reported 60-foot waves, and consider­ able damage was done to the ship. (The Seafarers Log ran a story on the ordeal in January, 1966). That North Atlantic experience didn't deter Rivers from pursuing his career at sea. He continued to ship out, and upgraded to FOWT in 1966. Soon after, he found himself on the Vietnam run where he had a couple of close calls. Rivers sailed as oiler on three Vietnam-bound vessels. He was in Da Nang on one occasion, off the De Pauw Victory, quenching his thirst in a local establishment, when some marines came crashing through the door firing their, guns behind them. He and his shipmates had to spend the entire night there until the "all clear" was sounded. On another occasion, the ship ahead of his in the Saigon River came under heavy Viet Cong fire, killing at least one man. Rivers upgraded once again in 1969, to third assistant engineer. Then, in 1975, he successfully stood for his second assistant's license. He's well on his way to the top of the black gang totem pole now, but Ed Rivers has never lost sight of where he came from. "The SIU really helped me," he said, "and I'll never forget it." 258 •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. Ed Rivers A MESSAGE FROM YOUR UNION NARCOTICS ARE FOR LO^ER^ • /F CAU6FT you l.OfE YOUR PAPERS FOR L/FE/ • THINK ABOUT/T/ April 1979 / LOG / 35 �FeHx Apcntc, 63, joined the SIU in 1947 in Puerto Rico. Brother Aponte hit the bricks in the 1961 Greater N.Y. Harbor beef. He graduated from the Union's Bosuns Recertification Program in June 1975. Seafarer Aponte was born in Puerto Rico and is a resident of Ponce, P.R. Mack Donald Brendle, 61, joined the SIU in the port of Lake Charles, La. in 1955. Brother Brendle sailed 35 years. He graduated from the Bosuns Recertification Program in Septem­ ber 1974. Seafarer Brendle also ^ attended the 1972 Piney Point Crews Conference. He is a veteran of the U.S. Navy in World War 11. Born in Bastrop, La., he is a resident there. r ««' >?» Raoui P. Cabrera, 62, joined the SIU in the port of New York in 1953 sailing as a fireman-watertender and engine delegate. Brother Cabrera also sailed as a 3rd assistant engineer in 1966 after graduating from the MEBA Engineering School, Brook­ lyn, N.Y. He was born in Delaware and is a resident of Philadelphia. Rocco N. Caruso, 56, joined the SIU in 1948 in the port of New Orleans sailing as an AB. Brother Caruso sailed on the Calmar Steam­ ship Co. Line and was on the Baltimore Shoregang from 1966 to 1974. He is a veteran of the U.S. Army in World War II. And he is a tailor. Seafarer Caruso was born in Italy and is a resident of Baltimore. William C. Crawford, 48, joined the SIU in the port of Baltimore in 1959 sailing as a chief cook. Brother Crawford sailed 26 years. He sailed deep sea from 1953 to 1971 and on the inland waters for the Curtis Bay Towing Co. from 1971 to 1979. And he is a veteran of the U.S. Army during the Korean War. He was born in Ohio and is a resident of Balti­ more. Anthony R. Ducote, 65, joined the SIU in the port of New York in 1951 sailing as an AB and cook and baker for 29 years. Brother Ducote is a veteran of the U.S. Air Force in World War 11. He was born in Markesville, La. and is a resident of New Orleans. Robert L. Wroton, 58, joined the SIU in 1944 in the port of Norfolk sailing as a fireman-watertender for 42 years. Brother Wroton was born in Virginia and is a resident of Norfolk. Ventura Gilahert, 65, joined the SIU in 1948 in the port of New York sailing as an AB for 33 years. Brother Gilahert also sailed on the inland waters. He walked the picketline in the 1961 N.Y. Harbor strike and the 1965 District Council 37 beef. Seafarer Gilahert was born in ^ Madrid, Spain, is a naturalized U.S. citizen and a resident of Brooklyn, N.Y. His son, Edward is a 1975 Union scholarship winner. Valloyd L. Foisy, 63, joined the Union in the port of Cleveland in 1961 sailing as a tug deckhand and lineman for the Great Lakes Towing Co. from 1950 to 1979. He sailed for 27 years. Brother Foisy also worked as a carpenter for the American Ship Co. and was a member of the AFLClO Carpenter's Local 2291 from 1939 to 1946. He is a veteran of the U.S. Army in World War 11. Laker Foisy was born in Lorain, Ohio and is a resident there. 36 / LOG / April 1979 rps9! I Pensijw Oskar Kirs, 65, joined the SIU in 1944 in the port of New York sailing as an AB and bosun for 32 years. Brother Kirs was on the picketline in the 1961 N.Y. Harbor beef. He upgraded at the HLSS in 1976. Seafarer Kirs was born in Mustjala, Estonia, U.S.S.R. and is a natural­ ized U.S. citizen. He is a resident of Brooklyn, N.Y. Comer Woodrow L. Mull, 62, joined the Union in the port of Frankfort, Mich, in 1961 sailing as a porter and coalpasser for the Arcadia (Mich.) Railroad No. 1 and the Ann Arbor (Mich.) Car Ferries Railroad from 1960 to 1979. Brother Mull was born in Garwell-Farwell, Mich, and is a resident of Frankfort. John Aloysius Reardon, 67, joined the Union in the port of Chicago in 1964 sailing as an AB and quarter­ master for McKee Sons and the Gartland Steamship Co. Brother Reardon attended the U.S. Maritime School, Hoffman Is., N.Y. during World War 11. He is a former member of the NMU and was a member of the Teamsters Union for 20 years. Laker Reardon was born in Brookfield, 111. and is a resident of Three Rivers, Mich. Arvid C. Saxon, 65, joined the Union in the port of Detroit in 1960 sailing as an AB and pilot for 41 years. Brother Saxon was born in Stambaugh, Mich, and is a resident of Escanaba, Mich. Eugenic Ojeda, 49, joined the SIU in the port of New York in 1955 sailing in the steward department for 35 years. Brother Ojeda was born in Bayamon, P.R. and is a resident there. Albert R. Packert, 58, joined the SIU in 1944 in the port of New York sailing for 35 years. Brother Packert graduated from the Bosuns Recerti­ fied Program in February 1976. He is a veteran of the U.S. Navy in World War 11. Seafarer Packert was born in Brooklyn, N.Y. and is a resident of Seattle. r Clarence M. Smith, 72, joined the SIU in 1944 in the port of Philadel­ phia sailing as a bosun. Brother Smith sailed for 36 years. He was born in Cape May, N.J. and is a resident of Clementon, N.J. Iv Chester Cochran, 56, joined the Union in the port of Detroit in 1956 sailing as an oiler for the Erie Sand Steamship Co. and for the Boland Steamship Co. Brother Cochran sailed 28 years. He was born in North Carolina and is a resident of Mebane. N.C. Allen A- B. Ellis, 65, joined the SIU in 1939 in the port of Baltimore sailing as a fireman-watertender. I Brother Ellis was born in Florida and is a resident of Tampa. Edward J. KleczkowskI, 65, joined the Union in the port of Baltimore in 1956 sailing as a deckhand for the Curtis Bay Towing Co. from 1956 to 1979. Brother Kleczkowski is a former member of the ILA Local 1337. He was born in Baltimore and is a resident there. Woodrow F. Seward, 64, joined the Union in Port Arthur, Tex. in 1963 sailing as a tankerman and assistant engineer for the Port Arthur Towing Co. in 1956 and for the Sabine Towing Co. from 1957 to 1979. Brother Seward is a former member of the United Marine Division Local 340 and the Retail Clerks Union from 1960 to 1963. He was born in Galveston, Tex. and is a resident of Port Arthur. Deposit in the SIU Blood Bank- It's Your Life Stanford A. Smith, 65, joined the SIU in 1938 in the port of New Orleans sailing as a cook and baker for 31 years. Brother Smith is a veteran of the U.S. Navy in World War 11. He was born in New Orleans and is a resident of Metairie, La. Raffaele Spiteri,66, joined the SIU in the port of New York in 1957 sailing as a bosun. Brother Spiteri sailed 36 years. He upgraded to quartermaster at Piney Point in 1974. Seafarer Spiteri was on the picketline in the Chicago maritime beef. He was also a rigger at the Todd Shipyards. Born in Malta, he is a naturalized U.S. citizen and a resident of New York City. George W. Stidham, 62, joined the SIU in the port of Wilmington in 1955 sailing as a deck maintenance for 28 years. Brother Stidham is a veteran of the U.S. Navy's Seabees' 83rd Division in World War 11. He was born in Eureka, Calif, and is a resident of Los Angeles. Alfred Edison Howse, 54, joined the SIU in 1944 in the port of Mobile sailing as an AB, deck maintenance and ship's delegate for 36 years. Brother Howse also sailed inland for the Mobile Towing Co. He was born in Cullman,. Ala. and is a resident there. Woodrow Wilson Burnham, 65, joined the Union in the port of Mobile in 1974 sailing as an engineer for the Radcliffe Materials Co. from 1957 to 1979. Brother Burnham was born in Freeport, Fla. where he is a resident. Delmas A. Cornelius, 63, joined the Union in the port of Norfolk in 1960 sailing as a tankerman and captain for GATCO from 1952 to 1962 and for lOT from 1962 to 1979. Brother Cornelius is a former mem­ ber of the UMW Local 50. He was born in North Carolina and is a resident of Hertford, N.C. �N.O. Porf Agent C. J. Buck Stephens Retires New Orleans Port Agent C. J. Buck Stephens , 62, an original member of the SIU, retired recently. Former Piney Point and Mobile Agent Jerry Brown is his replacement. Brother Stephens will stay on. though, in his post as secretary- treasurer of the New Orleans Maritime Trades Department. He's "taking it easy" and doing "work around the house 1 couldn't do in 30 years." Buck is looking forward to "going fishing." Sailing since 1935 with all ratings in (Isthmian) when that company was first organized and struck. That same year he hit the bricks in the Bonus Strike. In 1946, he was in the General Strike and the Isthmian Strike, when the company signed. And he led the picketline in the Dixie Carriers organizing drive in the 1960s. Buck has received awards from the Boy Scouts of America, the A. Philip Randolph Institute Award in 1977 and as chairman of the Father Twomey Dinner Committee for Loyola Univer­ sity's Institute of Human Relations in 1971. He's enjoying his retirement with his wife, Eudora; daughter, Mrs. Carol Jean Zanka and grandson. Take One Giant Step Toward Building a Better Future Upgrade at HLS J These Courses Starting Soon LNG—May 28 ' Marine Electrical Maintenance—April 30 Diesel Engine for QMED's—May 28 Welding—June 25 Towboat Operator Scholarship—June 1 (completed applications due) Lifeboat—May 24, June 7, 21 Tankerman—May 24, June 7, 21 Chief Steward—May 28 Chief Cook—May 14, June 25 Cook and Baker—May 14, June 25 Assistant Cook—June 11 Maintenance of Shipboard Refrigeration Systems—June 11 To enroll contact HLS or your SIU Representative Sign Up Now! Upgrading Pays Off When It's Time to Pay Off Waterman May Build 4 More LASH Ships Waterman has asked bids to build four new LASH ships. This is in addi­ tion to the two they are now building. Seafarers man three others. In early April, MARAD okayed Waterman construction money for 150 lighters. They're for the LASH ships ready next year. The 61.5 foot, 360 dwt lighters will cost $14.6 million. They'll be built at the Equitable Shipyards, New Orleans or Madisonville. La. Waterman is also building two R/0 R/O container ships. They'll cost $137.4 million. And they're being built at the Sun Shipyard, Chester, Pa. The two new LASH ships presently being built costing $139.5 million will sail from the East Coast and the Gulf to the Far East. They're being built at the Avondale Shipyards, New Orleans. They'll replace old breakbulk ships on the Far East run. and have a MARAD operating subsidy to 1997. C. J. Buck Stephens the engine department, Stephens joined the SIU on Dec. 8, 1938 in the port of New Orleans, his hometown. The next year he was dispatcher at the Union Hall. In 1940. he was elected the port's joint patrolman. He was elected port agent in 1960. During World War II he sailed in all combat /.ones. He holds a 2nd assistant engineer and stationary engineer li­ censes and picked up his firefighting endorsement in 1973. A veteran of many SIU organizing drives and strike picketlines, Stephens in 1939 was riding the SS Steel Raider Notice From Mesford Family Mrs. Agnes Mesford, widow of the late Harvey Mesford, Seattle port agent who died Jan. 7, 1979 of cancer, has requested that the Log print the following notice: "The family of Harvey Mesford would like to thank everyone for the kind expressions of sympathy which were deeply appreciated." Monthly Membership Meetings Deep Sea Lakes, Inland Waters Date Port New York Philadelphia Baltimore Norfolk Jacksonville Algonac Houston .... New Orleans . Mobile San Francisco Wilmington Seattle Piney Point San Juan Columbus Chicago Port Arthur Buffalo St. Louis Cleveland = = = = = May 7 May 8 May 9 May 10 May 10 May II May 14 May 15 May 16 May 17 May 21 May 25 May 12 May 10 May 19 May 15 May 15 May 16 May 18 May 17 UIW 2;30p.m 2:30p.m 2:30p.m 9:30a.m 2;00p.m 2:30p.in 2:30p.m 2:30p.m 2:30p.m 2:30p.m 2:30p.m 2:30p.m 10:30a.m 2:30p.m — — 2:30p.m — 2:30p.m ~ 7:00p.m. 7:00p.m. 7-.0Qp.m. 7:00p.m. — — 7:00p.m. 7:00p.m. — — — — — — 1:00p.m. — — — — Dispitclieps Report fir Great lekes MARCH 1-29, 1979 •TOTAL REGISTERED TOTAL SHIPPED All Groups Class A Class B Class C All Groups Class A Class B Class C ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Algonac (Hdqrs.) 60 17 6 79 38 3 33 11 8 4 29 13 7 1 11 2 1 0 64 76 58 Totals All Departments 254 143 63 217 94 8 •'Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. 137 102 74 ENGINE DEPARTMENT Algonac (Hdqrs.) 66 21 5 90 45 STEWARD DEPARTMENT Algonac (Hdqrs.) 21 6 3 48 11 ENTRY DEPARTMENT Algonac (Hdqrs.) 107 99 49 0 0 • April 1979 / LOG / 37 �r rfrtt Hero iSeafarer Saves Drowning Passenger Off Salazar lost an expensive watch and a new pair of shoes. Delta Steamship, happily came through with a check to help defray some of the cost of the lost items. He keeps the check stub in his wallet for a souvenir. It takes a special kind of heroism to dive fully clothed with no regard for personal safety into the ocean in rough seas to save a drowning person. But that's exactly what Seafarer Hernando Salazardid recently. And his efforts saved the life of an elderly woman, who was a passenger on Salazar's ship. Like so many mishaps at sea, it happened very quickly. Salazar, a few crewmembers and 14 passengers were returning by launch to their ship, the De//a Panama, after a day ashore in Buenaventura, Colombia. The vessel was anchored five miles outside the port awaiting berthingspace to unload. The seas were very choppy with three to four foot waves. The launch pulled cautiously alongside the ship and the deck-watch lowered the gangway. The rough waves rocked the launch, and as passenger Mrs. Thorton Fell waited to leave the launch she was pitched over the side. Mrs. Fell started to fight the waves and she began to be swept away. Seafarer Salazar, without even taking off his shoes, dove in after her and swam toward her. When he reached her, she was struggling under the weight of her clothes and was near panic. Salazar grabbed Mrs. Fell lifeguard style and guided her back to the launch Seafarer Hernando Salazar where other crewmembers helped the two aboard. Brother Salazar was rewarded with a hug and a kiss from Mrs. Fell and a sincere "thank you for saving my life." Saving a life, although not routine duty to Salazar, is also not completely new to this brave seaman. He had received lifeguard training as a young man in his native Colombia. And some years ago, he saved a woman swimmer in a pool in Miami. Salazar said, "I've always been a strong swimmer. I'm just happy that I was able to lend a hand." During his rescue heroics. Brother If you know reefer maintenance, you can make good money. So be a refrigerated container mechanic. Take the course. Get the skills. Enroll now! See your SIU Representative or contact: Notke to Members On Job Call Proredure When throwing in for work dur­ ing n job call at any SIU Hiring Hail, members must produce the following: • membership certificate • registration card • clinic card • seaman's papers KNOW YOUR RIGHTS SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contract.s, arc posted and available in all Union hallsj. If you feel there has been any violation of your shipping or .seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board'Tiy certified mail, return re­ ceipt requested. 1 he proper address for this is; Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20lh Street, Brooklyn, N.Y. 1I2I5 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or toj the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as- filing for OT on the pre r sheets and in the proper manner. If, at any time, any S'U 38 / LOG / April 1979 imi Harry Lundeberg School PIney Point, Maryland] 20674 Phone: (301) 994-0010 Refrigerated Container Mechanic Course Starts June 11 INLAND KNOW YOUR RIGHTS FINANCIAL REPORTS. The constitution of the SIU Atlantic. Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and dl.shursements 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. 'i' [ibi Of Brother Salazar has been a member the SIU since 1978. His first seafaring job was as a messman. He later switched to the engine department. He now sajls QMED and reefer engineer. He makes his home in Miami. KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. 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 con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. (fliiM!tl|j!$il!l!!i!lilf|||||lilH!!llll|[||j|l>lllllllili|li||iiil|||||||illl|^ patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY — THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also 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 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 circum­ stances 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 recei;jt, or if a membei; is required;to m^lfe a payment and is given an official, receipt, but feels that he should not have been required to make such payment, this should immediately be reported to Union 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 discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify Union headquarters. SEAFARERS POLITICAL ACTIVIIY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing, 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 he solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a con­ dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Sup­ port SPAD to protect and further your economic, poli­ tical and social interests, and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his ' constitutional right of access td Union records or infor­ mation, he should immediately notify SIU President Paul Hall at headquarters hy certified mail, return receipt requested. The address is 675 - 4th Avenue, Brooklyn, N.Y. 11232. �John A. Aelick Charles E. Zulauf HI Sandon S. Pearson Seafarer John A. Aelick, 19, is a 1976 graduate of the Lundeberg School. He up­ graded to FOWT in 1978. In addi­ tion, he holds lifeboat and fire­ fighting endorsements, and has received cardio-pulmonary resusci­ tation training. He lives in Charles­ ton, S.C. and ships from the port of Jacksonville. Seafarer Charles E. Zul­ auf 111, 25, graduated from the Harry Lun­ deberg School Entry Training Program in 1977. He up­ graded to AB last year, and has also completed training for lifeboat, firefighting, and cardio-pulmonary resuscita­ tion. Brother Zulauf lives in Balti­ more and ships from the port of New York. Seafarer Sandon S. Pear­ son, 26, gradu­ ated from the Harry Lunde­ berg Entry Pro­ gram in 1976. He upgraded to FOWT in 1978. He has his life­ boat, and firefighting endorsements, and has also completed the cardio­ pulmonary resuscitation course. Brother Pearson lives in Springfield, Mass. and ships from the port of New York. Robert K. Firth Larry Dockwiller Seafarer Larry Dock­ willer, 23, grad­ uated from the Lundeberg School's Entry Program in 1977. He also [completed the LNG safety course there before going aboard his first ship, the LNG Aquarius, also in 1977. He served as GSU in the first crew to ever work an American LNG ship. Brother Dockwiller upgraded to Cook and Baker in 1978. He will go aboard the newest American LNG ship, the LNG Libra, as Chief Cook, later this month. Dockwiller also has his lifeboat, firefighting, and cardio­ pulmonary resuscitation endorse­ ments. He lives in Texas and ships from the port of New York. Bill Gizzo Seafarer Bill Gizzo, 21, graduated from the Harry Lun­ deberg School's Entry Program in 1974, ship­ ping in the engine depart­ ment. He up­ graded to FOWT in 1978. He also has his lifeboat and firefighting endorsements, as well as having received cardio-pulmonary resusci­ tation training. Brother Gizzo is a resident of Greenbelt, Md. and ships from the port of New York. Seafarer Robert K. Firth, 22, graduated from the Harry Lundeberg School in 1977. Firth sails as a third cook. He has also received his lifeboat, firefighting, and cardio-pulmonary resuscitation training. Brother Firth is a resident of Jacksonville, Fla. and also ships out of the port of Jacksonville. It's Your Move ... Jeff Kass Seafarer Jeff Kass, 25, is a 1974 Harry Lundeberg School gradu­ ate. He up­ graded to AB last year, and has also re­ ceived lifeboat,, firefighting, and cardio-pulmonary resuscitation training. Brother Kass ships out of West Coast ports. Kadir Amat Seafarer Kadir Amat, 21, is a 1975 grad­ uate of the Lun­ deberg School's Entry Program. He upgraded from OS to AB in 1977. Brother Amat has his ~ lifeboat and firefighting endorse­ ments, and has also received cardio­ pulmonary resuscitation training. He lives and ships from the port of New York. MAKE IT IN THE RIGHT DIRECTION Make your move toward good pay, excellent working conditions, a secure future. Enroll now in ttie LNG Course at HLS. Next class starts May 28. See your SIU Representative or contact tlie Harry Lundeberg School, Vo­ cational Education Department, Piney Point, Maryland 20674. Montpelier Victory Committee Notke to Members On Shi/^ing Procedure When throwing in for work dur­ ing a job call at any SlU Hiring Hall, members must produce the following: • membership certificate • registration card • clinic card • seaman's papers • valid, up-to-date passport In addition, when assigning a Job the dispatcher will comply with the following Section 5, Sub­ section 7 of the SlU Shipping Rules:, '^Within each claims of seniority rating in every Department, prior­ ity for entry rating jobs shall be given to all seamen who possess Lifeboatman endorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sentence when, in the sole judgment of the Board, undue hardship will result or extenuating circumstances war­ rant such waiver." Also, all entry rated members must show their last six months discharges. Further, the Seafarers Appeals Board has ruled that classifica­ tion seamen may only register and sail as entry ratings in only one department." Recertified Bosun David Gilmore (left) ship's chairman of the ST Montpelier Victory (Victory Carriers) is here with a crewmember and the Ship's Committee of (I, to r.) Chief Steward Hans Spiegel, secretary-reporter: Wiper John "Buffalo" Orloff, engine delegate; OS Blaze Llanos and AB Louis Perez, deck delegate. The crew was paid off on l\/lar, 22 at Stapleton Anchorage, S.I., N.Y. April 197.9 / LOG / 39 t 1 I' \ iJ - _ V Mt �r UKsssesjLi:; "Our voluntary SPAD cdhtributions have brought the SlU out on top of battles before," Paradise continued, and if we all sign the SPAD checkoff we're giving our Union support to fight for us in Washington in the future." What 1s job security? And what's the Union doing to protect the jot security of the membership? That was the main point of discussion at a recent ship's Union meeting aboard the ST Ogden Willamette. And the answer Bosun Leo Paradise, ship's chairman, and steward Paul Franco, ship's secretary came up with was—plenty. "Now is the best time to sign the SPAD checkoff," Paul Franco, ship's secretary added. "The fight is in round one and there are 14 more rounds to go." Brother Paradise pointed out an article in the January issue of the Log called "Common Cause Study Flawed." That article, originally published in an independent newsletter, scored a report by Common Cause which had praised Rep. Paul McClosky (R-Calif.) as a champion of the public interest because he worked to defeat the labor-backed cargo preference bill. Round 2 is right around the corner. Brother Franco noted that the SlU has launched an all-out effort to get Congress to overturn a recent court ruling allowing the Amerada Hess Corp. to use foreign flag' tankers for the Alaska oil run. (See December Log, "Hess Gets OK to Use Foreign Flags for Alaska Oil.") "If Hess gets away with this," Brother Franco warned, "so will others. Think about how many of our jobs will be lost," Franco said, painting a picture of a job call at an SlU hall where Seafarers look up at a blank shipping board and then at each other, wondering what went wrong. The article concluded that Rep. McClosky opposed U.S. maritime for one reason—because he lined his pockets with contributions from the oil industry and American-owned foreign flag interests. "That's when it's too late," Franco said, "but it's not too late now. Let's sign the SPAD checkoff to make sure our future will be secure." "All SlU members should read this article, not once, but twice," Brother Paradise said. "Rep. McClosky is out to break all of us in the maritime industry. He's out to destroy everything we've fought for over the years—new ships, improved job security and a strong U.S. merchant fleet." The Willamette ship's committee talked about two of the ways in which SPAD contributions have enabled the Union to work to make the present and future jobs of Seafarers more secure. "It's our SPAD donations that fight the enemies of U.S. maritime like Rep. McClosky," Paradise said urging everyone to sign the new SPAD checkoff authorizing the Seafarers Vacation Plan to deduct 30 cents a day from their vacation benefits for the SPAD fund. 'We wouldn't be at the top of the industry now if it weren't for SPAD," Brother Franco said, "and we have to fight to stay on top." ASSIGNMENT FOR SEAFARERS POLITICAL ACTIVITY DONATION (SPAD) TO: DATE Seafarers Vacation Plan 275 20th Street Brooklyn, N.Y. 11215 Effective from this date, I hereby assign, direct*and authorize you to deduct from payments required to be made by you to me for vacation benefits and at the time of such payments, a sum equal to thirty cents per day for which I am entitled to vacation benefit payments and to pay and transfer such amounts to SPAD, 675 Fourth Avenue, Brooklyn, N.Y. 11232. This authorization shall remain in full force and effect unless written notice by certified mail is given by me to you of revocation of this authorization, in which event the revocation shall be effective as of the date you receive it and applicable only to vacation benefits both earned and payable to me thereafter. I acknowledge advice and understand that SPAD is a separate segregated fund established and administered by my union tc engage in political activities and to make contributions and expenditures for candidates seeking political office and solicits and accepts only voluntary contributions and I have the right to refuse to make any contributions, including this authorization without fear of reprisal. I may contribute directly to SPAD such amount as I may voluntarily determine in lieu of signing this authorization and that the specified amount herein provided is to minimize administrative responsibilities and costs consistent with the facilitation for the making of voluntary con­ tributions. And this authorization for contributions, constitutes my voluntary act. A copy of SPAD's report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Wash­ ington, D.C. This authorization has been executed in triplicate, the original for you, copy to SPAD and copy to me. / Member's name (Print) Member's Signature Social Security Number Members Home Address City . Book Number State Port OFFICE COPY ',.• .c.fr iMBMBXaSESS:2 Zip 288 � 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 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 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 April 1979 Description An account of the resource HEADLINES NEW BILL WOULD HALT SCHEME TO EXPORT ALASKA OIL SIU SET FOR BATTLE OVER MARITIME AUTHORIZATIONS BILL EXPECTED MCCLOSKEY AMENDMENTS WOULD CUT HEART OUT OF CDS PROGRAM CARTER SETS MAY 22, 1979 AS NATIONAL MARITIME DAY USCG WITHDRAWS BID TO SCUTTLE 3-WATCH SYSTEM ON 600-MILE TOWS UNION FIGHTING TO SAVE SIU JOBS ON NINE SEALIFT TANKERS SIU WORKING WITH USPHS TO IMPROVE SEAMEN’S CARE INCREASED TANK BARGE SAFETY FOCUS OF NEW HOUSE BILL 600 SEAMEN PACK WEST COAST MARITIME CONFERENCE SIU INTERCEDES WITH USPHS SAVING MEMBER FROM $926 BILL CONGRESS MOVES TO RESTRICT EXPORT OF ALASKA NORTH SLOPE OIL ON THE AGENDA IN CONGRESS… COMMITTEE APPROVES ALASKA LANDS BILL ILA’S SCOTTO CALLS FOR NATIONAL CARGO POLICY FOR US-FLAG SHIPS CONGRESS EXTENDS LIFE OF OCS WATCHDOG PANEL US-FLAG FLEET HITS 21.9 MILLION TONS HEART ATTACKS AT SEA CLAIM 9 OF 10 VICTIMS: SIU TRYING TO CUT THOSE ODDS THRU CPR TRAINING UPGRADING PROGRAMS PAYING OFF FOR SIU MEMBERS THE FINEST OPPORTUNITY ANYWHERE BILATERAL TRADE ONE ANSWER TO U.S. FLEET’S ILLS UNITY, SECURITY ANCHORS OF SIU, MCS MERGER OCEAN MINING BILL, WITH U.S. SHIP CLAUSE, IN SENATE PENSION BENEFITS CLARIFIED ON CERTAIN INLAND CONTRACTS SHIPS BUILT ‘EXCEPTIONAL’ SAFETY RECORD IN ALASKA OIL TRADE GREAT LAKES FITOUT LNG LIBRA, 8TH U.S. FLAG GAS CARRIER, SAILS ON MAIDEN VOYAGE WITH EXPERIENCED SIU CREW APPEALS COURT SAVES RATE-CUTTING RUSSIAN LINE FROM FMC AXE BLACKWELL RESIGNS POST AFTER LONG CAREER OF PROMOTING U.S. FLAG N.O. PORT AGENT C.J. BUCK STEPHENS RETIRES HERO SAVES DROWING PASSENGER OFF DELTA PANAMA Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 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 4/1/1979 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. 41, No. 4 1979 Periodicals Seafarers Log http://www.seafarerslog.org/archives/files/original/5eb2f5299f69555f9692d7a4e483adf0.PDF ce1015e86dc05a949f652c9f76449aed PDF Text Text / - ~~ . UBRJlRf HJlIHty ':"NDEBE!fG SCHOOl OF SEAIIAIISIIIP I AwaEliiP-'-s , .0 ~ .i·n Co leg;'Scl,01arships Pages 20-21 Official Publication of the Seafarers International Union. Atlantic, Gulf, Lakes and Inland Waters District. AFL-CIO ~~ '541 MAY 1979 7 SIU Crews 1sf of 11 New Tugs for G&H Towing Support in Congress Grows to Stop Alaska Oil Export Page 3 Ne\N Bosun Recertification Program Gets Pages 12-13 Under~ay �USCG Backs Down on Plan To Eliminate Tankermeh SlU's 5-Year Fight Pays Off F '^IVE years ago—in 1974—the Coast Guard proposed a set of rule changes which would have eliminated the requirement for a certified tankerman aboard tank barges under tow. For these past five years, the SIU has had a running battle with the Coast Guard over these proposed changes. This month, the persistence of the SIU paid off when the Coast Guard announced that it was calling off the rule-making pro­ ceedings. For the time being, at least, the jobs of hundreds of unlicensed tankermen have been saved, and the safety of their vessels and crewmates have been secured. This is what has happened: In 1974, the Coast Guard announced proposed rule changes which would have trans­ ferred the tankerman's jobs to licensed personnel in the wheelhouse. In effect, the Coast Guard was saying that there was no need for a separate tankerman aboard tank barges underway. The SIU immediately objected to the proposed changes. In a strongly-worded letter to the Coast Guard, SIU President Paul Hall summed up the Union's concern over the proposed rule changes this way: "The removal of the tankerman from tank barges underway is not justified by any factual or operational evidence, and would result in a vital skill being lost from the crew." Throughout the long running battle with the Coast Guard, the SIU has continued to maintain that it is essential that the training and skills of tankermen be improved and then maintained at HP A Paul Hall A Commitment to the Future T WO extremely important events occurred this month—events which 1 believe epitomize the modern day thrust of this organization. First was the announcement of the winners of this year's SIU college scholarship grants. Overall, the Union will provide $70,000 in college scholarships to eight deserving recipients. Four of the winners are dependent children of SIU members. Each of them will receive a $10,000 four-year scholarship. We are all proud of these fine young students. But we should be equally proud of the fact that the four other winners are SIU members themselves. Two will receive the four-year $10,000 grants. And two will receive the $5,000 two year awards. (See pages 20-21) The second event was the start this month of the second phase of the Bosun Recertification Program. (Pages 12-13) Twelve SIU members are presently going through this two-month program. It is designed to provide these men not only with an indepth look into the many programs and problems involving our Union. But it will provide them with the tools to properly perform the crucial job of ship's chairman. This group represents the first of three special classes of the Bosun Recertification Program to be conducted this year. The reason I attach such significance to these two events is that they loudly demonstrate this organization's total commitment to education. They are also vivid evidence of how far we have come in our efforts to provide top notch educational opportunities to our members. It is my very strong belief that one of the things which severely handicapped the seamen's movement years ago was the unavailability of education to seamen and boatmen. In fact, when we established this organization in 1938, the availability of education for seamen was no better than it was at the turn of the century. Back then, there was little thought about education for seamen. We were embroiled in bitter battles to provide better wages, conditions and fringe benefits to SIU members. However, after World War H, when the nation's legislators began to systematically dismantle the U.S. merchant marine, it became apparent a high level. And, the Union has backed up its assertions with an effective training program at the SI U's training center at the H^rry Lundeberg School in Piney Point, Md. The Coast Guard persisted all during this time in trying to eliminate the tankerman's job— even though the SIU demon­ strated that the tankerman's presence was essential for the safety of the tow under way. What the Coast Guard propo­ sal would have wrought is poten­ tial disaster. By combining the job responsibilities of towboat operator and tankerman, the Coast Guard was offering to put unbearable pressures on the towboat operator. The result would almost certainly have been neglect of the tankerman's re­ sponsibility under way with all of the attendant hazards to crew and vessel safety, as well as increased possibility of pollution. The Coast Guard has abandoned its efforts to eliminate the requirement of having a separate qualified tankerman aboard tows, at least for now. In their announcement, the Coast Guard said that they would study the matter further. That's good. The SIU believes that any study will show that the role of the tankerman is essential in dealing with many hazards that are normally faced during the tow of volatile substances in tank barges. We believe the study will also document the need for tankermen in dealing with the normal maintenanceand repair of tank barges under tow. The SIU, for its part, will continue to offer training and upgrading programs to improve the skills and efficiency of tankermen. to us that fighting for the best contracts was only one part of the very difficult job of protecting the interests of this membership. In brief, we were slapped in the face with the fact that a good contract means nothing unless there are jobs to fill. As the saying goes, the handwriting was on the wall. If we were to grow and prosper as an organization, we had to be prepared for the future. The answer for us then, as it remains today, is education. We started out small in our commitment to education. Our first program was a lifeboat training course. The Union provided its first college scholarship some 27 years ago. These initial programs were more symbolic than anything. But they were a start—a cornerstone on which to build for the future. Today, it should be with a great deal of pride that every SIU member— young and old alike—should look upon our educational programs. Because it is my belief that our Union—with the help of the Lundeberg School—provides the finest educational opportunities for seamen and boatmen anywhere in the country. These programs cover every area of educational importance to an SIU member. A young seaman or boatman, with a little desire, can go from an entry rating to the top of his respective department in just a few yea/s simply by taking advantage of the educational opportunities available at HLSS. These vocational programs can also be used as college credits fof those wishing to get a degree. Each program has been evaluated separately by the American Council on Education. For instance, completion of the FOWT course is worth six college credits. QMED is worth 18 credits. Our School also provides a comprehensive program for academic education. This program is designed not only to aid our members in their vocational studies, but to help them improve their own all-around academic abilities. In this regard, the School also has a GEO High School Equivalency Program. Well over 1,000 SIU members have taken advantage of it and have achieved their diplomas. This is a tremendous tribute to both the School and the hundreds of members who worked hard to advance themselves. In our complex industry, though, vocational and academic education is only the beginning. The Lundeberg School also helps to provide education concerning the Union itself, developments in the industry, and the many political programs the SIU participates in to protect thejobs of SIU members while at the same time promoting the U.S. maritime industry. Brothers, the SIU is in excellent condition today despite the fact that our industry as a whole is in trouble. Education has played a key role in our success. It would be easy to say that we have done a good job in regard to education and stop right here. But the plain and simple fact is that we must continue to both expand our programs and our commitment to education if we expect to continue to grow as an organization. We have come a long way in building our educational programs. They have paid off for us. They will continue to pay off for us. My advice is to be proud of them and take advantage of them. Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO 675 Fourth Ave Brooklvn N 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 41, No.5, May 1979. (ISSN #0160-2047) < y < • 2 / LOG / May 1979 r �Support in Congress Grows to Bar ASaska Oil Export House, Senate Units Vote 'Yes' to Halt Oil Export Scheme A s bumper-to-bumper lines con­ tinue to form at gas stations across the country, increasingly bitter opposition is being voiced over plans to export Alaskanproduced crude oil to Japan. The most recent evidence of opposition to exporting America's largest domestic oil supply came earlier this month as two crucial votes were taken in Congress. By a solid 21-9 margin, the House Foreign Affairs Committee voted in favor of the strongly worded amend­ ment to the Export Administration Act of 1979. Introduced by Rep. Howard Wolpe (D-Mich.), the" amendment would extend and strengthen restrictions barring the export or exchange of Alaskan crude under any but the most critical emergency situations. An almost identical bill intro­ duced before the Senate Banking, Housing and Urban Affairs Commit­ tee by Sen. Don Riegle (D-Mich.) was narrowly passed by an 8-7 vote. Committee passage of the mea­ sures was hailed as a victory for U.S. consumers and the country's na­ tional security needs by a broadbased coalition of consumer, citizenaction and labor groups which have fought against the Alaskan oil export scheme for over a year. Floor action on the act is expected in both the House and the Senate in the course of the next few weeks. Modeled on legislation drafted by Rep. Stewart McKinney (R-Conn.) the current legislation says essentially that Alaskan oil should be reserved for the use of the energy hungry United States. The Export Administration Act of 1979, tagged H.R. 3783 in the House and S.737 in the Senate, mandates that the export, exchange or swap of Alaskan crude can be authorized by the President only if such exports result in benefits to U.S. consumers. If passed, the Act would fulfill Congress' original intent in authori­ zing construction of the TransAlaskan Pipeline when it promised this domestically produced oil to the INDEX Legislative News Alaska Oil Battle Page 3 SlU in Washington ... Pages 9-10 Fight Over Maritime Authorizations Page 5 Union News Seatrain Yard Closes Page 14 President's Report Page 2 Headquarters Notes Page 7 Letters to Editor Page 18 Brotherhood in Action ... Page 16 At Sea-Ashore Page 17 SPAD Checkoff Back Page SlU Wins 5-Year Fight Over Tankerman Page 2 Great Lakes Picture Page 8 Inland Lines Page 6 A First For Boatmen; Early Normal Pension... Page 7 U.S. Only Major Power to Neglect Fleet Page 19 American people. Specifically the Act would allow the President to go ahead with an export or exchange of Alaskan North Slope oil only under the following circumstances: • such export would not diminish the quantity or quality of crude in the U.S.; • within three months of any export, the cost of imported oil to American refiners and of oil to U.S. consumers is reduced. These items would have to be verified by a semi­ annual government audit; • any exports are approved under a terminable contract; • the exports must be proven necessary to protect national se­ curity. Congress would have final say on any proposed Alaskan oil export, with the authority to approve an export plan within 60 days of receiving the President's reason for authorizing it. Also included in the measure are guidelines for any exports of Alas­ kan crude to Mexico or Canada and under yvhat conditions an emer­ gency sale of Alaskan oil "to a friendly state" could take place. This month's House and Senate Committee votes were viewed by Congressional observers as a defeat for the Carter Administration. The Administration, and Energy Secre­ tary James Schlesinger in particular, have consistently advocated export­ ing North Slope crude to Japan because they claim such exports would improve the U.S. balance of payments and create new jobs. But sponsors and supporters of the Export Administration Act agree that the only true beneficiaries of an Alaskan oil export would be the multi-national oil companies. Though the companies engaged in production of North Slope crude have already raked-in record break­ ing profits they would be able to save an additional "few pennies per barrel," Rep. McKinney said, by using foreign flag tankers to move the crude abroad instead of U.S. bottoms which are required for domestic transport of the crude. "Exporting Alaskan oil may help the oil companies' profits," Sen. John Durkin (D-N.H.) proclaimed recently, "but it will not help solve General News Ship's Digests Dispatcher's Reports: Gieat Lakes Inland Waters Deep Sea Page 24 Page 31 Page 28 Page 35 Training Upgrading "A" Seniority Upgrading.. Page 37 Piney Point Grads T Page 30 Membership News New Pensioners Final Departures Helped Him Beat Mean Streets Tug Titan Page 36 Page 34 Page 28 Page 14 Special Features SlU Scholarship Winners Pages 20-21 " Bosun Recertification Program Pages 12-13 the country's energy problems." The Carter Administration's contention that Alaskan oil exports would create new Jobs has been loudly rebutted by labor, consumer, and citizen action groups including the Consumer Federation of Amer­ ica; the Citizen/Labor Energy Coalition and the Consumer Energy Council of America among many others. In a statement opposing the export of domestic oil, the AFLCIO charged that the U.S. economy would suffer "through the loss of tanker employment, shoreside and shipyard jobs, and the tax and wage benefits they produce." In addition, exporting Alaskan oil and bringing in replacement supplies from either the Middle East or Mexico would force the U.S. into an increasingly dependent relationship with unstable foreign countries. The Consumer Federation of America pointed out that if Alaskan oil were exported, America's already "gross dependence" on foreign oil suppliers would increase. And the nation's economy and national security would suffer. Opponents of the export scheme view the next few weeks as crucial to convince congressmen and sena­ tors that passage of the Export Administration Act of 1979 is in the best interests of the United States and the American people. SOHIO Gets OK to Build Terminal One of the arguments used by the oil companies to build their case for the export of Alaskan crude is that moving the oil to .lapan is the only way to ease the current glut of North Slope crude on the U.S. West Coast. But California's South Coast Air Quality Management District threw a wrench into that argument last month by unanimously granting the Standard Oil Co. of Ohio a permit to go ahead with construction of their proposed $1 billion tanker terminal and pipeline facility. Sohio's distribution system, which will move Alaskan crude to the MidWestern United States via Long Beach, Calif, now needs only an okay from the State Air Resources Board. That approval is expected shortly since Sohio has agreed to comply with anti­ pollution standards. "I am optimistic," said ARB Chair­ man Tom QuinnC'that we can reach our decision within one or two weeks." Though ground-breaking for the pipeline and tanker facility now seems to be only weeks away, two months ago it looked like it would never be built. California voters had given a green light to the Sohio project last November but in March the company announced that they were scrapping the project becau.se it appeared to be hopelessly bound up by bureaucratic red tape. However, Sohio decided to go ahead with the planned facility after receiving assurances from California Gov. Jerry Brown that the necessary permit application procedures would be speeded up. The Sohio facility will be the first constructed specifically to handle high sulfur Alaskan crude. When it's com­ pleted, the distribution system will be able to move 500,000 barrels of oil a day, channeling the crude from Prudhoe Bay to markets in the Midwest via the Long Beach facility. Approval of the Sohio project is especiaWy limety as Congress gets ready to debate the Export Administration Act which would, if passed, reserve Alaskan crude for domestic use. The existence of a C'alifornia-to-M idwest distribution system in the near future will undoubtedly be a factor in their decision. Log, Stewards News Merge As the first anniversary of the merger of the SIU and the Marine Cooks & Stewards Union approaches, we are proud to announce that the Log and the Stewards News have completed a merger of our own. The Stewards News, official publication of the Marine Cooks & Stewards Union for the past 27 years (643 issues), ceases publica­ tion this month. And with it, the Log will expand its coverage of West Coast maritime news to pick up where the Stewards News is leaving off. Even though the merger of the SIU and MC&S took place last June, the Stewards News con­ tinued to publish while the details and mechanics of the merger were finalized. The merger of the Log-and the Stewards News is therefore another step in putting the final touches on what has been a truly beneficial consolidation of two brother unions. Don Rotan, editor of the Stewards News all these years. will become part of the staff ol the Log as West Coast Associate Editor. The Log will benefit from his many years as a maritime writer and editor. We feel that the merger of the Stewards News and the Log will give the SIU membership a better publication all around. We warmly welcome aboard our new readers on the West Coast, the members of the former Marine Cooks & Stewards Union. Notice to SS Pittsburgh, SS Oakland Crewmembers The Log wishes to notify ail crewmembers who served aboard the Sea-Land containerships SS Pittsburgh (Voyage # 086) and the SS Oakland (Voyage # 125) that they have checks awaiting them at the Union Hall in the port of New York. To receive these checks, contact SIU Repre­ sentatives Leon Hall or Jack Caffey at the Hall, or call them at (212) 499-6600. May 1979 / LOG / 3 �MCS Medical Plan Merged With SiU Welfare Plan Consolidation Provides Major Medical Coverage to MCS Dependents Dependents of active former MCS members will be beneficiaries of a major improvement in medical coverage beginning July 1, it has been announced. The improved benefits will result from a change from Group Health Coverage to a "Major Medical Benefits" System. It comes from the merger of the former MCS Welfare Plan with that of the Seafarers International Union. Inclusion of dependents of former MCS members in the larger SIU Welfare Plan will permit greater benefits at no increased cost to the companies. Under the new plan, all dependents will be able to select the doctors of their choice, as well as hospital or clinic. Although some former MCS members' dependents have used so-called "directpayment" form of coverage, the vast number of them have been covered bysuch Group Health Systems as Kaiser (Permanente) Foundation, or the Puget Sound Medical Group. The major benefit, however, will come from increased dollars allowances for sickness or hospitalization than the MCS Plan was able to furnish. The greater resources of the SIU permit better benefits at less cost than was possible under the MCS. The increased benefits are a direct result of the MCS merger with the larger SIU. Under the SIU Plan, dependents are entitled to certain basic benefits which the plan pays in full. That was similar to the MCS Plan. However, under the SIU Major Medical coverage, the SIU Plan will pay up to 80% of a variety of costs over the basic amounts. This is particu­ larly valuable in the event of prolonged hospitalization or illness—where the medical expenses seem to go on and on. Benefit schedules will be available in all SIU offices before July 1. Summary booklets of the SIU Welfare Plan are currently available in SIU offices and will be mailed to all concerned within the next month or so. If you do not receive a copy of the booklet, copies of the benefit schedule and Summary Plan booklet are avail­ able and can be obtained by writing: Seafarers Welfare Plan, 675 Fourth Avenue, Brooklyn, N.Y. 11232 However, the following are some examples of how the new Major Medical benefits will work. Famous Liners Mariposa and Monferey Sold for $2.7 Milii* The famous Pacific liners, SS Mariposa and SS Monterey, went on the auction block last month in San Francisco, and were sold to an Ameri­ can businessman for $2,700,000 for the two vessels. Under the terms of the bidding procedures, other prospective buyers had 48 hours in which to bid more than the $2.7. When there were no more bids by the deadline. Federal Judge Lloyd King declared the new owner to be Edward J. Daly, president of World Airways. Inc. The airline is one of the world's largest charter airlines and is based in Oakland, Calif. The ships were ordered auctioned off by Judge King, sitting in as bankruptcy judge over dissolution of Pacific Far East Lines' assets. PEEL was judged bankrupt last June. For years the vessels had been manned by SIU Pacific District members. Next closest bidder to Daly was T. Wan, a Taiwanese shipbuilder, whose losing bid was only $50,000 less than Daly's. The winning bid was considerably below what waterfront observers had expected to be offered. Before the 'Right-to-Work' Bill Dies In Maine State House The labor movement has won another victory in its fight to halt any expansion of the number of States with "right-towork" laws on their books. The latest victory came in Maine where the State Senate voted 21 -9 to kill the bill. The House voted 85-59 against the measure. A "right-to-work" law allows a worker in a union shop to work under union contracts without paying dues or joining the union. Gov. Joseph E. Brennan, a Demo­ crat, had vowed to veto the bill even if it had passed. Much of the credit for the bill's defeat can be attributed to the actions of the Maine State Federation of Labor, AFLCIO. 4 / LOG / May 1979 auction, most estimates of the probable offerings were between $5 and $6 million for the two vessels. The Mariposa was built in 1953, as the SS Pine Tree Mariner, and the Monterey was built in 1952, as the Free State Mariner. They were pur­ chased in 1956 by Matson Navigation Company, of San Francisco. riiat year they were converted into passenger liners in Portland, Ore. Both are air conditioned throughout, carry­ ing 365 passengers at a service speed of 20 knots. Beginning in 1957, Matson, through its subsidiary. Oceanic Steamship Company, operated the two ships in the California, Hawaii, South Pacific trade. In addition to passengers, both vessels carried substantial amounts of cargo in special refrigerated cargo holds. In 1971, Matson sold its subsidiary operations to Pacific Far East Lines, including the two liners. Previously, Matson had withdrawn from ervice, two other liners, the SS Lurline and S'S' Matsonia, in the face of mounting operating costs and ruinous competi­ tion from airlines. PEEL continued operating the ships to the South Pacific until it, in turn, sold its trade route operations to the South Pacific to Farrell Lines, in 1975. Thereafter, it continued operating the two liners to Hawaii and on a variety of cruises. Following a determination by the Federal Maritime Subsidy Board not to renew operating subsidies, the two ships were laid up in San Franeisco, the Monterey . 'm January, 1978 and the Mariposa the following April. As to the future of the two liners— that was still as dark after the sale as before. Daly would not say what he intended to do, although he facetiously suggested he might moor one in the Oakland Estuary as a "floating cathouse." Deposit in the SIU Blood Bank— It's Your Life Major Medical Benefits This benefit provides the extra protection you need to help meet the large expenses when long periods of disability results from a serious sickness, or a severe accident. It supplements the Basic Medical Benefits by providing additional payments for hospital's and doctor's services. After payment of your Basic Medical Benefits, then Major Medical pays 80% of the remaining covered expenses. Remember, there is no deductible or maximum as in most plans. For examples, note the following: HOSPITAL BENEFITS Suppose your depencjent's hospital bill was in the amount of $40,000.00 for which $4,000.00 represents hospital miscellaneous charges after the 90th day. Then the following would apply: $16,000.00 Room & Board Hospital Miscellaneous 20,000.00 36,000.00 3,200.00 80% of $4,000.00 39,200.00 Total Payable 800.00 $40,000.00 Covered by the Basic Plan Covered by the Basic Plan (within 90 days) Covered by Basic Plan Miscellaneous charges covered after90th day Charge you are responsible for DOCTOR'S VISITS Suppose your dependent's attending physician's bill was in the amount of $ 1,200.00 just for medical visits. The following would apply: Charges 1st day 2nd day 3rd day to 60th day $ 50.00 25.00 870.00 ($15 per visit) 61st day on 255.00 $1,200.00 Basic Plan Allowance Major Medical 15.00 10.00 348.00 (80% of$35) $ 28.00 (80%of$l5) 12.00 (80% of$422) 337.00 $ 0 $373.00 (80% of$255) 204.00 $581.00 51.00 $246.00 You Pay 7.00 3.00 185.00 SURGICAL BENEFIT Suppo.se your dependent's surgeon charges $1,000,000 for a surgical procedure. The following would apply: Charge Basic Plan Major Medical $1,000.00 $450.00 (80% of $550.00) $440.00 Therefore the plan will pay $890.00 in total. You Pay $110.00 MATERNITY BENEFIT Suppo.se your wife has a baby and the total charges for prenatal care, delivery, hospital stay, and post-partum care total $2,000.00. The following would apply: Maternity Charges Basic Plan Major Medical Vou Pay $2,000.00 $500.00 (80% of $1,500.00) $1,200.00 $300.00 There is no annual maximum as there are normally with other plans. Oil Profits Zoom as Crude Firms Seek More With Decontrol The nation's major oil companies all reported large profit gains for the first quarter of 1979, topped by an incredible 303 percent profits boost posted by the Standard Oil Co. of Ohio. Also reporting increases were: Amer­ ada Hess Corp., up 279 percent; Texaco, Inc., up 81 percent; Gulf Oil Corp., up 61 percent; Standard Oil of California, up 43 percent; Cities Service Co., up 42 percent; Getty Oil Co., up 42 percent; Exxon, up 37 percent; Indiana Stan­ dard, up 28 percent; Shell Oil, up 16 percent; Marathon Oil, up 16 percent and; Phillips Petroleum, up 4 percent. Sohio's huge earnings increa.se as well as Exxon's profit jumpareduein partto the companies' Alaskan North Slope oil production. Sohio and Exxon, together with the Atlantic-Richfield Co. own 93 percent of Alaskan oil. Despite the already staggering profits posted for ihe first quarter, the oil companies want more. They will rake in more a lot more if they get President Carter to decontrol domestic crude oil prices. And it looks like they will because the Administration favors decontrol. A White House report released last month said, "it is estimated that decontrol would increase domestic oil producers income before taxes by $1 billion in 1979, $5 billion in 1980 and $9.3 billion in 1981." Opposition to oil decontrol is very strong. AFL-CIO President George Meany said following release of the oil companies' first quarter profits: "As depressing as today's figures are, they are only an indication of the gloomy inflation picture for the months ahead if the Administration is successful in its efforts to decontrol crude oil prices." To calm the protests over decontrol, the Administration proposed to recap­ ture a portion of the oil companies' earnings increases through a "windfall profits tax," which, by their own estimates, would return less than half of the expected profits bonanza between now and October, 1981. The money recovered through the profits tax would be used to help lowincome families who can't afford oil price increases; to improve mass transit systems, and to investigate alternative energy sources. A windfall profits tax, the Admini­ stration report said, would "in one form or another, apply to all domestically produced oil," with one notable excep­ tion. Oil from Alaska's North Slope would be exempt from the profits tax, because "the transportation costs of bringing this oil to market are very high." With or without a windfall profits tax, American consumers are going to get burned by the oil companies. �•. MeCloskBy Sharpening Axe for Maritime Authorizations T HE SIU and supporters of a strong U.S. maritime industry are ready to square off with Rep. Paul McCloskey (R-Calif.) in the fight that is sure to come when the Maritime Appropriations Authori­ zation Act of Fiscal Year 1980 is debated by Congress in the weeks ahead. The bill has already come through the House Merchant Marine Sub­ committee where several damaging amendments offered by Rep. McCloskey were turned back. But McCloskey, the ranking minority member of the House Merchant Marine and Fisheries Committee and U.S. maritime's most vocal detractor, has promised to renew his efforts to butcher the Maritime Authorizations bill during full House debate. As it now stands, the FY 1980 budget for maritime, drawn up by the Maritime Administration, totals $398.8 million. That sum breaks down into $101 million for the construction differential subsidy (CDS) program; $256 million for the operational differential subsidy (ODS) program; $16 million for maritime research and development, and $25.8 million for maritime education and training expenses. McCloskey's hatchet is aimed at the vitally important construction differential subsidy program which provides funds for the cost differ­ ence in constructing a new vessel in a U.S. shipyard and building it in a foreign yard. low-cost foreign yards. Other McCloskey sponsored amendments which were defeated by the Subcommittee and which the Congressman is likely to re-introduce before the full House include: • making the award of opera­ tional subsidies contingent on keeping manning levels within 50 percent of Coast Guard manning. However Coast Guard manning does not take into consideration steward department personnel or maintenance. • barring funds from subsidized operators from going to maritime research organizations, which Mc­ Closkey claims, lobby on behalf of the merchant marine. The CDS program is crucial for both the survival of the U.S. shipbuilding industry and the re­ newal of the American flag bulk fleet. As SIU Washington Represen­ tative Chuck Mollard pointed out in testimony before the House Sub­ committee, "the U.S. may begin to develop a new generation of bulk vessels through the funds requested for FY 1980 ship construction." But McCloskey thinks the con­ struction subsidy program is "a burden." He wants the entire $101 million CDS appropriation, along with 30 percent of the Maritime Administration's budget in connec­ tion with the program, scrapped. In addition, McCloskey wants Congress to okay a change in U.S. law and allow subsidized U.S. ship operators to purchase new vessels in McCloskey is no novice at leading attacks against the U.S. maritime industry. During debate on the FY 1979 Maritime Authorizations bill he sponsored a raft of amendments which would have crippled both the bill and the American merchant marine had they passed. But McCloskey's attacks were successfully beaten back last year. Supporters of the 1980 Maritime Authorizations bill including the SIU, many maritime labor and industry groups, as well as the bill's sponsors. Rep. John Murphy (DN.Y.) in the House and Senators Howard Cannon (D-Nevada) and Daniel Inouye (D-Hawaii) in the Senate, plan to wage an all-out battle to have this funding measure passed intact. SIU Blocks Takeover of 9 MSC Tankers: Court Battle Continues The fight goes on in the SIU's efforts to retain its representation of unlicensed crews on nine MSCchartered tankers, whose contracts expired earlier this year. The tankers involved are five T-5's operated by Hudson Waterways and four Columbia class tankers, oper­ ated by Cove Shipping. Initially, the contracts were awarded by the MSC to the NMUcontracted Trinidad Oil after what we consider was the use of question­ able tactics during the contract bidding process. As it stands now, though, the SIU has won an injunction from the U.S. Court of Appeals barring turnover of the ships' crews. The injunction will stay in effect until the Appeals Court passes final judgement. The Union suffered an initial setback in the courts when District Court Judge June L. Green denied an injunction and awarded the tankers to Trinidad Oil. The SIU took the case to the Appeals Court, which awarded the injunction. Unfortunately, one of the ships, the American Explorer underwent a crew change before the Appeals Court decision. It is our contention that the Trinidad Corp. gained the upper hand in the bidding process only after a sub-standard and perhaps illegal contract proposal was sub­ mitted by the NMU. Under terms of the contract in question, seamen would receive only five vacation days for every 30 days worked, as opposed to the 14 days specified in standard NMU con­ tracts. The NMU also agreed to cuts in pension and welfare contributions amounting to $7 per man per day. We consider this to be a violation of the bidding rules as well as a violation of the Service Contract Act which states that a successu, contractor must pay wages and fringe benefits equal to the amount employees were entitled to under the previous contract. S/U Wins $2,800 Back Pay Settlement for Boatman The SIU has won a $2,800 settlement for back pay for an SIU Boatman, fired from his job on the M/T Venturer (Mariner Towing) without cause. The SIU office in Jacksonville demanded that Boatman Charles T. Baker, the discharged SIU member he given hack his job plus all the pay he lost because of this illegal discharge. At first the company refused. But the Union pressed the grievance through the SIU contract's grievance procedure. As a result the company agreed to give Baker his job hack, hut no seniority, and no hack pay. SIU then demanded arbitration under the SIU contract. The company then said they wanted to settle this case. The Union wanted Baker to get his job hack with full seniority and full pay for all the time he lost because of this illegal discharge. The company finally gave in and agreed to pay Baker $2,800. Baker got his job hack, got his seniority hack and got his $2,800.00 hack pay. The Baker case demonstrates that our contracts protect the membership against unjust discharges. The SIU contract protects our members against many other unjust actions by the companies, so use it for your own protection. U.S.C.G. Tightens Rules On Great Lakes Manning IThe U.S. Coast Guard has notified seaman in notifying the captain that he the Captains of all Great Lakes vessels is leaving the ship. The contract says that unless the ship's crew consists of the that a seaman must notify the captain minimum manning requirements as a full 24 hours in advance of his plans to outlined on the ship's certificate, the leave the vessel. However, because of vessel will not be allowed to sail. the strong Coast Guard threat of The Coast Guard also^ stated that prosecution, it is suggested that when crewmembers essential to the naviga­ tion and operation of the vessel who leave ship without giving proper notice or who fail to join the vessel are subject to prosecution under the charge of WASHINGTON, D.C.—The country's desertion. Such prosecution could lead unemployment rate last month rose to the revocation of a seaman's papers slightly to 5.8 percent (a nine-month average) from February's and March's under Title 46 of U.S. Code 222. 5.7 percent. This means 5,937,000 are The SIU does not want any of its members prosecuted on such a charge. jobless. Hard hit were the nation's tecr:agers, Nor does the Union want any of our whose jobless rate rose sharply to 16.5 vessels hung up in port because of insufficient personnel, whether they be percent! Total employment declined in April licensed or unlicensed. by 670,000 (the biggest monthly decline We therefore urge our Great Lakes members to follow closely the duties of a since 1968) following eight months of giving the 24-hour notice you give it to the captain in front of at least two witnes.ses. In this way, you will be protecting yourself, and at the same time you will give the Union the opportunity to find a proper replacement. Unemployment Edges Up to 5.8% economic growth. This leaves 96.2 million persons working out of a 102.1 million U.S. workforce. The unemployment rate for adult men last month was 4 percent as against 5.7 percent for adult women, unchanged for both since March. White joblessness went down to 4.9 percent while blacks rose to 11.8 percent. White teenagers had an unemploy­ ment rate of 13.9 percent compared to black teenagers 34.5 percent! May 1979 / LOG / 5 �Zenith Dredging Co. of Duluth, Minn, is now deepening the Duluth Harbor and is busy at another dredging project in the harbor at Barker's Island. Peter Kiewit«feSons was declared low bidder on an $8-million dike repair job in the port of Cleveland. Work is set to start in early June. * The Great Lakes Dredge & Dock Co. was awarded the dredge contract to deepen the harbor of Fairport, Ohio. Houston G & H's new tug Titan began work in Galveston in the middle of May. A week later, the company's other new tug, the iMura Haden was delivered. New Orleans Mobile Contract negotiations here were completed with the Bariod Co., a division of the National Lead Co., on May 13. The signed pact covers five tugmen. Its terms include increased wages, increased pension and welfare benefits and the company agreed to the new Inland Vacation Plan. Early last month the 105-foot Tug J. Barton Greer (Mobile Towing) overturned and sank at the Alabama Dry Dock and Shipbuilding Co piers on Pinto Is. The tug capsized in the early a.m. while moving the SS Mayo Lykes out of a berth. Four crewmembers and Pilot Dewey Standard scrambled onto a liferaft and were picked up by the tug Doria Moran (Moran Towing). Divers were sent down to determine the cause of the sinking, assess damage and possible salvage. Negotiations with the George Whiteman Towing Co. last month lead to a three-year agreement plus halting the sale of one of the company's tugs to a non SIU company. This helped to save eight jobs. The company wanted to sell the tug/I. fK Whiteman io a non-union operator out of Florida. But the SIU filed a forrhal grievance as provided for under the existing contract. It advised Whiteman that the Union would go the full route to discourage the sale and would take action, including legal action, to save the member's Jobs and welfare benefits. On Apr. 27, SlU-contractcd Crescent Towing bought the tug. She is now working in the New Orleans Harbor at shipdocking and towing. Crescent also is now operating a new addition to its fleet, a converted N.Y. Harbor railroad carfloat tug, the Elizabeth Smith on work above the Huey Long Bridge on the Mississippi. The company now has two other converted (all work done in the Main Iron Works, Houma, La.) New York railroad tugs, the Sandra Smith and the Jason Smith. They also have bought the ocean-going Tuf^ San Luis from the U.S. Corps of Engineers in Philadelphia. Tenn-Tom Waterway The lower Tenn-Tom Waterway at Cochrane, Ala. had the start of its first commercial traffic last month when four barges headed downstream to Mobile. The 232-mile barge canal, biggest waterway project in U.S. history, is almost 30 percent completed. It will bring the Midwest 800 miles nearer to the Gulf. Annual tonnage is expected to hit 28 million tons of grain, ore and coal. Construction completion is seen in 1984. Inland Waterborne Commerce U.S. inland water traffic rose 1.8 percent last year despite a bad winter. There was an increase of 10,966,000 short tons to 626,800,000 tons hauled in 1978. Paducah, Ky. Baltimore The Union Hall in this Ohio River port has been completely remodeled. Members have been coming in for a looksee with shipping real good. Ongoing negotiations for Harbor Towing's 50 Boatmen were moving along the middle of this month. The agreement expires the end of the month. St. Louis Great Lakes SlU's Luedtke Engineering Co. has been awarded a four to five job projects package contract by the U.S. Corps of Engineers. The small dredging jobs are on Lake Superior in isolated areas. They'll run from Little Lake, Mich, to Two Harbors, Wise. Luedtke also got another dredging contract in Erie, Pa. It is currently work­ ing in Point Mouillee, Mich. Before the onboard meeting with five crewmembers on the Mj V J. W. Hershey recently. Port Agent Mike Worley found that Boatman Donald Morgan had a leg injury. The agent personally accompanied Brother Morgan to Finley Hospital, Dubuque, Iowa, and back to the boat in the Mississippi. • A number of SfU companies were honored by the Coast Guard for their icebreaking efforts this winter. Certificates of Merit went to National Marine Service, ACBL, and Federal Barge Lines. Cove Engineer Committee Be One SIU Headquarters Rep Ted Babkowski (second right) is at a payoff on MaySonthe ST Cove Engineer (Cove Shipping) at the Hess Oil Terminal, Port Reading, N.J. With him are the Ship's Committee of (I. to r.) Pumpman Nick Grigoratos, educational director; R. D. Whaley, engine delegate; Recertified Bosun John Pierce, ship's chairman and Chief Cook Nazareth Battle, steward delegate. Notke to UeaAers On JtA CM thoteJure •When throwing in for work dur­ ing a job call at any SIU Hiring Hall, members must produce the following: • membership certificate • registration card 6 / LOG / May 1979 clinic card seaman's papers INLAND Take the Able Seaman Course at HLS It starts July 5 �ma Headquar by SIU Execulive Vice President Frank Drozak T HERE'S an old expression which says the only bet that's a sure thing is that nothing stays the same. Everything changes. That's true about any industry you can name. And it's especially true about maritime. Keeping up with the constant changes and the special skills demanded by the industry is the responsibility of every SIU member right across the board. If we don't have the skills, we can't crew our contracted equipment. It's that simple. Making training opportunities available to the membership is the responsibility of the Union. That's why we started the Harry Lundeberg School in Piney Point. And that's why we built it up into the finest training facility for seamen and boatmen in the country today. The opportunities for advancement at HLS range from entry training all the way up to the highest rated job in every department. And the higher you go, the more money you make. SIU members in every segment of the Union—deep sea. Great Lakes and inland—can benefit by upgrading. But in this column, I want to stress the special opportunities available to SIU Boatmen. Right now, the inland sector is the most wide open in the industry in terms of real opportunities for expansion. Boatmen who take advantage of the upgrading courses HLS has to offer will see immediate results. There are top to bottom jobs on the inland waterways just waiting for skilled, qualified personnel to fill them. The need for skilled licensed towboat operators, for example, is so great there's a special scholarship available to Boatmen that's offered as an incentive to take the course. That scholarship is sponsored by the Transportation Institute, a Washington, D.C.-based research and promotional organization for the maritime industry with 174 inland and deep sea member companies. The towboat operator course runs 12 weeks and it includes classroom and hands-on training aboard the School's own tug and towboat, as well as help in preparing for the Coast Guard licensing exam. A Boatman who's accepted for the course under the TI scholarship program gets not only top-notch training, he'll get $ 125 a week, free room and board and all the necessary supplies for the 12 weeks of the course. TI started the towboat operator scholarship to make sure their member companies would have a source of skilled boatmen to work their towboats. They're saying they need skilled personnel. And we must fill that need. Obviously, though, an inland boatman who's not familiar with the courses HLS offers can't take advantage of them. That's one of the reasons why the Union has stepped up representation efforts in the Gulf and Western Rivers area—to make sure the membership realizes the tremendous opportunities in the inland indus­ try and how HLS can prepare them for those opportunities. The men serving as delegates on SlU-contracted boats also have an important part to play in letting fellow Boatmen know about the Union's upgrading programs. Union delegates should make it a point to talk about training courses during Union meetings on their boats. And about the fact that once you've got the necessary training, there's nothing to stop you from moving to the top-rated, big money jobs in the inland industry. I think one of our recent graduates of the towboat operator's course put it best when he said: "It's good to be involved with the towing industry. It's a growing industry and I'm going to grow with it." Keeping up with the changing needs of the maritime industry has always been one of the hallmarks of the SIU. So has having the most qualified, highly trained membership in the industry. The only way we can live up to our reputation, though, is to keep changing with the times. So HLS will continue to offer a wide range of courses tailored to the needs of both the industry and SIU members. But it's up to the membership to take advantage of them. Another First For SIU Boatmen: Early Normal Pension more and Norfolk; Taylor & Ander­ son; Independent Towing; BakerWhitely Towing; Interstate Oil; Crowley Towing of the West Coast and Hawaii; IBC Co.; Delaware River Barge; Mariner Towing and Gellathin Barge. Both Boatmen Alexander and George will be collecting a monthly pension of $390 which includes the pension increase of $50 per month, negotiated as part of the new agreement with these same 11 SIUcontracted inland companies. Under these new contracts. Boat­ men who put in 123 days seatime after Jan. 1, 1979, or after the Pensioner Jennis S. Alexander is the first inland boatman to qualify for retirement effective date of the new contract, under the SIU harly Normal Pension program Plore. Boatman Alexander (left) will receive a monthly pension of receives his first pension check along with congrats Irom SIU roprosontativo $390. Mike Sacco. The inland pension rate will go up engines," because "that's all there an additional $50 a month, to $440 days after June 16, 1980. was around here in those days," a The total $100 jump in monthly for retiring Boatmen who work 125 fellow SIU member explained, pension benefits applies to all three adding that he'd known .lennis types of pensions available to Alexander "ever since I vvore Boatmen; the. Regular Normal knickers." Pension, the Disability Pension, and Boatman Henry George also the newly-available Early Normal worked for McAllister during the Pension. Union's 1961 organizing drive. He'd The first recipients of the Early been a tugboat captain for many Normal Pension, Boatmen George years with McAllister, and before and Alexander, are well-known that with Curtis Bay Towing Co., figures around the Norfolk Union hall where fellow SIU members and their predecessor. Wood Tow­ speak of them fondly as "two hard­ ing Corp. Both men are rightfully proud of working men who were all for the Union and well-liked by all parties." their work record and equally proud - Brother Alexander, who became of their association with the SIU. And the Union is glad that the Early an engineer like his father before Normal Pension program is now him was with McAllister Brothers available to capable, dedicated when that company was organized Boatmen like Alexander and George. by the SIU in 1961. Alexander, a We wish them well and we'll Union shop steward for 17 of his 19 years with McAllister, had earned continue working to bring new and Boatman Henry George (right) picked up his first pension check from SIU-rep his diesel engineer's license by the better benefits to our hardworking David "Scrapiron" Jones at the Norfolk Union hall last monlh. Brother George was time he retired. But in his early years SIU brothers, be they working on a tugboat captain for many years until retiring under the Unioh's Early Normal the rivers, the Lakes or the deep sea. as a boatman his license read "steam Pension recently The first two SIU Boatmen ever to retire under the Early Normal Pension program picked up their first pension checks from the Norfolk Union hall recently. Boatmen Jennis S. Alexander and Henry S. George worked for McAl­ lister Brothers of Norfolk until they applied for the Early Normal Pension which requires that an applicant be 55 years of age and have 20 years (7300 days) seatime. Up until last year, SlU-contracted inland companies did not partici­ pate in the Early Normal Pension program. But the Union began negotiating for this benefit during the last round of contract talks and there are now 11 inland companies participating in the program. They include: McAllister Brothers of Philadelphia and Norfolk; Curtis Bay Towing of Philadelphia, Balti­ May 1979 / LOG / 7 �The Lakes Picture Reports from the port of Duluth say that as of the first week of May, Lake Superior was still covered with ice. Coast Guard icebreakers are out daily on the largest of the Great Lakes to assist the lakers moving in and out of the port. Vessel activity has loosened up the ice. But high winds are said to be moving a lot of it back into the harbor. FY 19SO Budget President Carter's budget for fiscal year 1980, which was recently submitted to Congress, includes funding requests for continued work on 36 Great Lakes basin water resource projects being carried out by the Army Corps of Engineers. Funds were also earmarked for channel and harbor dredging projects and for construction work on 12 diked areas which will serve as disposal sites for dredged polluted sediments. The total sum requested by the President for Great Lakes projects is $102 million. Alf^onac* Union officials are beginning contract negotiations with the SlU-contracted Straits Transit Inc. which operates the ferries Christina Mae, Island Queen. Mackinac island II and Island Princess between Mackinaw City and Mackinac Island in northern Michigan. This is the last remaining agreement with SIUcontracted Great Lakes companies to be negotiated this year. A mock-up of the Edmund Fitzgerald has been sailing the Great Lakes recently for a film crew shooting a fictionalized version of the Fitzgerald tragedy. Meanwhile, a Canadian company has proposed filming the real Fitzgerald, lying in a tangled heap on the lake bottom, for another purpose. The company has submitted a proposal to Oglebay-Norton, which owned the Fitzgerald, to transmit television pictures of the wreck by using a cable-controlled vessel called a constructor. They say a video investigation may resolve some of the unanswered questions about how and why the ore carrier went down in Lake Superior in 1975. Observers say, however, that Oglebay-Norton feels the tragedy has already been studied enough and it is unlikely that they will agree to any further investigation. Frankfort The SI U-contracted car ferry C/7r of Milwaukee, laid up since March 26 because of rudder damage, is out of the shipyard. Meanwhile, the car ferry Viking continues to run on a normal schedule, with the SI U crew working 20 days on and eight off. The Milwaukee will follow a fiveand-two schedule. 1 Dniuth Buffalo The president of SI U-contracted American Steamship Co. went to Washington last month to deliver an annual address to Congress on the state of Great Lakes shipping. D. Ward Fuller told Congressmen from the Great Lakes area who make up the Great Lakes Task Force and Council of Lake Erie Ports that Lakes shipping activity was good last year. He noted that several new ships had been delivered to U.S. companies in 1978 (one of which was American Steamship's SlU-crewed Mj V Buffalo), and that three new self-unloaders, including one to American Steamship, would be delivered in 1979. Fuller's speech keyed on the nation's energy problems and on the role the Great Lakes could play in easing them. "As rising oil prices focus more attention on our vast coal resources," he said, "the Great Lakes shipping community invites you to see a transportation system that overcomes the dislocation problem in coal production and coal consumption in an economically sound and environmentally clean...distribution network. "The Great Lakes played a fundamental role in the industrial development of our country," Fuller concluded. "We now stand ready to play another major role by helping to resolve one of America's most critical needs—energy." St, Lawrence Seaway The 1979 shipping season marks the 20th anniversary of the St. Lawrence Seaway. During its years of operation, tonnage moving through the Seaway has tripled and last year surpassed 60million tons. The tonnage totals far outstrip the expectations of the Seaway's planners. Meetings^ SIU members who crew the car ferries Viking ax\d City of Milwaukee ratified a new, three-year agreement this month. Negotiations between the Union and the Ann Arbor Railroad which operates the two vessels, were wrapped up at the end of April. n4'V«4sillcl An ore-transfer facility capable of accommodating thousand footers,is in the blueprint stage for Cleveland harbor. The project is planned by Con Rail to replace their Whiskey Island ore dock which was destroyed by high winds in 1978. Con Rail's project means Cleveland will get an ore transfer facility after all. Originally, Republic Steel had been planning to build an ore dock in Cleveland but changed their minds and their facility is now under construction in Lorain, Ohio. The hot debate on whether or not winter navigation should be made a permanent feature of Great Lakes shipping is still raging. In order to gel a crosssection of public opinion on the issue, the Army Corps of Engineers has been holding a series of public forums to discuss its draft study on the Navigation Season Extension Program on the Great Lakes. The April and May meetings are being held in Indiana, Michigan, Ohio and New York. A jointly-sponsored government/industry conference to review the progress of 89 programs which are part of a five-year plan to improve commerce on the Great Lakes and the St. Lawrence Seaway is planned for June 20-22 in Milwaukee. The open meeting is being sponsored by the Maritime Administration, the St. Lawrence Seaway Development Corp., the Coast Guard and the Army Corps of Engineers. Trend Toward Diesel Power New Challenge to Blackgang ''HE decade of the 1970's has been hallmarked by "astro­ nomically" rising oil prices, accord­ ing to Robert J. Blackwell, former secretary of commerce lor maritime affairs, and "more and more Ameri­ can ship operators are seriously looking" to slow-speed diesel pro­ pulsion as a cost-efficient altern­ ative. "Rising fuel costs have signifi­ cantly changed the U.S. ship operat­ ing picture," Bladkwell said at the dedication of the Marine Diesel Engineering Facilities of the U.S. Merchant Marine Academy last month. "For the first time in modern commercial shipping, fuel costs have passed crews' wages as the number one cost item in U.S. ship opera­ tions." The MarAd chief pointed out that in the last 10 years, the cost of bunker fuels has risen to the point where they now account for about half of a ship's operating costs. Diesel fuel can cut operating costs by as much as 30 percent, Blackwell said, citing a recent MarAd survey T 8 / LOG / May 1979 which "indicates that, at today's prices, a 35,000 dwt vessel with slowspeed diesel propulsion could be operated in our foreign (dry-bulk) charter trade with annual fuel savings of $750,000 compared to operating a similar ship with steamturbine propulsion." The shipbuilding activity of several F!U-contracted companies exemplifies the trend to diesel. Just last year Sea-Land announced a major program to build 12 new containerships by 1980. All of the new vessels will be diesel-powered. Sea-Land also converted four steam driven vessels to diesel last year. Another SlU-contracted com­ pany, Ogden Marine, has two dieselpowered ships on order. New ships built with diesel engines are not, however, exclu­ sively the province of the deep sea fleet. The latest addition to the Unlon-crewed Great Lakes fle'et, American Steamship Co.'s Mj V Buffalo, is powered by twin diesel engines. Diesel propulsion is unquestion­ ably the wave of the future, Blackwell said. Even though "less than 5 percent of the ocean-going U.S.flag merchant fleet is propelled with diesc! machinery... nearly 45 per­ cent of ships now under construc­ tion or on order for use in the U.S.-flag fleet will be dieselpowered." increased Training A fleet that is increasingly diesel driven requires special knowhow from engine department crewmembers. "As more and more ships turn to diesel power," SIU Executive Vice President Frank Drozak com­ mented recently, "some engine room jobs will require special training in diesel engines. "Because the SIU recognizes that the rising costs of bunker fuels will mean a continuing move to diesel," Drozak continued, "the Lundeberg School offers a course in diesel engines." The four-week course, which is open to and recommended for QMEDs, is designed to provide SIU members in the engine room with the special skills and knowledge a diesel-powered vessel demands. Through both classroom and practical training, the course famil­ iarizes students with the operation, design, construction and character­ istics of diesel engines. (Watch the Log for dates of upcoming diesel engine courses at HLS.) With fuel costs continuing to skyrocket, diesel propulsion is a logical step for the U.S.-flag mer­ chant fleet. SIU members who invest a short four weeks to take the H LS diesel engine course will enable both themselves and their Union to keep pace with the clear course of the maritime industry. Deposit in the SIU Blood BankIt's Your Life �mill Seafarers International Union of North America. AFL-CIO May 1979 Legislative, Administrative and Regulatory Happenings On the Agenda In Congress... Hearings are continuing this month in both the House and Senate on a number of maritime matters. The SIU's legislative staff is attending these hearings and will be keeping close watch on the progress of pending legislation. OUTER CONTINENTAL SHELFThe House Select Committee on the Outer Continental Shelf is continuing its oversight hearings on the Outer Continental Shelf Lands Act which was passed last year. In March, the full House voted to extend the life of this "watchdog" committee for another 15 months. We, of course, are in favor of this committee's efforts to make certain that there is no watering down of the provisions of the OCS Act which requires 100 percent American manning of offshore oil rigs and platforms, as well as U.S. manning of all supply and crew vessels. CRUDE OIL TRANSPORT—The Sen­ ate Energy and Natural Resources Com­ mittee is holding hearings on S. 968, which is a bill to speed up the processing of applications for crude oil transportation systems. Specifically, the hearings are aimed at finding ways to cut the red tape on getting permits for building pipelines to transport crude from port areas to inland refineries. REBATING—The Merchant Marine Subcommittee of the House Merchant Marine and Fisheries Committee will hold a hearing on H.R. 3055. This legislation would sharply increase the fines for illegal rebating, and would give the Federal Maritime Commission greater power to investigate the practices of foreign-flag shippers operating in the U.S. foreign trades. As the law stands, there are now severe restrictions against U.S. operators. The thrust of this new legislation would be to expand the anti-rebating rules to all shippers, and thereby take away the unfair advantages now enjoyed by foreign shippers in our trade. LAW OF THE SEA-The House For­ eign Affairs Committee conducted a hearing on the coming 8th Session of the U.N. Law of the Sea Conference. U.S. Special Ambassador Elliot Richardson testified, and once again aired his position that the -U.S. should not proceed with any ocean mining legislation until the U.N. group had adopted a position on the so-called rights of "under-developed" nations. OCEAN MINING —Meanwhile, the Oceanography Subcommittee of the House Merchant Marine and Fisheries Committee has scheduled hearings later this month on legislation relating to deep seabed mining. These hearings will begin May 22 before the committee which will be chaired by Congressman Gerry Studds, (D-Me.). Additional hearings and final mark-up of an Ocean Mining bill will take place June 1921. RAILROAD DEREGULATION-The Surface Transportation Subcommittee of the Senate Commerce Committee will conduct hearings later this month, and in early June, on a Senate bill which would end some regulations affecting railroad oper­ ations and rates. Senator Russell Long (DLa.) will conduct the hearings. The SIU will be monitoring these meetings- and will also put into effect certain improvements which submit positions on the proposed regula­ the Congress mandated when it authorized tions. It is important that we watch these the USPHS budget last year. The committee hearings carefully because deregulation of will also be taking a look at medical care of railroad operations could have serious seamen who are stricken at sea; the consequences for the nation's inland repatriation of seafarers who get sick in waterways operators, and would affect the foreign areas and ports, and other matters Jobs and Job security of thousands of SIU relating to the health care of seamen while Boatmen. they are at sea. USPHS HOSPITALS, CLINICS-The U.S.-CANADIAN FISHING — The House Merchant Marine and Fisheries Fisheries Subcommittee of the House Committee has scheduled hearings begin­ Merchant Marine and Fisheries Committee ning June 11 to examine the results of has scheduled a hearing to examine the Congress' decision to maintain and upgrade implementation of the U.S.-Canadian the U.S. Public Health Service hospital and Fishing Agreement. I his oversight hearing clinic system. These oversight hearings will will take place June 19 under the chairman­ determine whether the Administration has ship of Congressman John Breaux (D-La.). Seafarers Come to Washington For Political Briefing Eleven more "A" Seniority Upgraders came to Washington last month for a first-hand look at the legislative and political action operations of their Union. The visit was an important part of the SIU's educational program to provide the Union's membership with an awareness of the importance of political action as it directly relates to the jobs and job security of American seafarers. During their visit, the SIU members met at the Transportation Institute where the .staff gave them a broad view of the many legislative problems facing the maritime industry. They also went to the AFL-CIO Maritime Trades Department where they met and talked with members of the MTD and SIU legislative team. Later in the day, the SIU upgraders toured the U.S. Capitol where they saw the House and Senate chambers, and met with the staffs of several Congressmen. Pictured here on the steps of the Capitol are SIU upgraders Dale Malmberg, William Mullins, Rene Rosario, Milton Alverez, Anthony Gordon, Raymond Diaz, Douglas Meadows, George Cruz, Richard Shellenback, Hon'l Naken and Ned Oliver. Accompanying them on their tour are SIU Legislative Representative Betty Rocker and New Orleans Rep. Louis Guarino. May 1979 / LOG / 9 �Cl)c sm in tonshmglo^l^ Industfy News Congress Continues Fight To Restrict Export of Alaska North Slope Crude Congress is continuing its efforts to strengthen existing restrictions on the export of Alaska North Slope crude oil. This is what has been happening in the past few weeks... On May 9, the House Foreign Affairs Committee voted down (21-9) an effort to scuttle an amendment by Congressman Howard Wolpe which would stiffen the restrictions on the export of Alaska oil. Congressman Wolpe's amendment — which is substantially the same as that which was originally drafted by Congressman Senate Unit Finds Federal Agencies Avoid U.S.-Flag Use The Senate Commerce Committee found out something this month that the SlU has been pointing to for some time. And that is that many Federal Agencies, which are bound by law to use U.S.-flag ships to carry cargoes generated through these Agencies, are not doing so. In fact, the Senate Committee found that many Federal Agencies are actively trying to get around the use of American ships whenever they can. The Senate Committee pointed out one recent incident relating to this problem. It involved the Office of Management and Budget (OMB). It was brought to the Committee's attention that OMB chief Lester Fettig had written a letter to a top Commerce Department official questioning the scope of the 1954 cargo preference law which requires the use of U.S. flag ships for government generated cargo. Fettig's letter said bluntly: "Quite apart from the question of legality, we are concerned with the increased cost and resultant inflationary impact of these regulations (cargo preference). As you know President Carter has opposed legislative efforts to extend the 'Buy American Act' to Federal guarantees because of its potential inflationary impact. A cargo preference, provision would appear to have the same detrimental effect." The Senate Committee called the OMB letter "one of the many irrational attempts by a Federal Agency with no legislative responsibility for maritime policy or programs to undermine our legislatively enacted national maritime policy to promote the U.S. merchant marine, and hinder the efforts of the agency created to implement that policy." The Senate Committee urged a commit­ ment on the part of Government to the U.S. merchant marine, noting that Congress should "make every effort to assure that to the maximum extent possible the admini­ stration and implementation of all Federal programs bearing on our efforts to promote the U.S. merchant marine are in harmony towards that end." Senate to Examine Oil Shortages The Energy Regulation Subcommittee of the Senate Energy and Natural Resources Committee has scheduled a series of hearings to examine the nation's crude oil and diesel fuel shortages. The hearings will be chaired by Senator J. Bennett Johnston (D—La.). 10 / LOG / May 1979 Stewart McKinney—would prohibit the export of American oil unless the following facts could be clearly defined: • That the exports will not diminish the quantity or quality of petroleum in the U.S.; • That the exports would result in lower prices to the American consumer; • That any export agreement could be terminated immediately if crude oil supplies to the U.S. are interrupted or threatened; • That such exports of U.S. oil are clearly in the national interest. The Wolpe amendment would also require that both houses of Congress approve any export agreement submitted by the President. In the Senate, meanwhile, the Senate Banking, Housing and Urban Affairs Committee passed on May 7 an amendment by Senator Don Riegle which contains language very similar to the Wolpe amend­ ment in the House. The Carter Administration is proposing to swap the Alaska oil in a three-way scheme which would ship U.S. oil to Japan in trade for Mexican crude. Opposition to the proposed export of Alaska oil has come from a wide spectrum of consumer and labor groups. In addition to the SIU and most other American maritime labor organizations, strong opposition to the Carter plan has come from the AFL-CIO and the affiliates of the AFL-CIO Maritime Trades Department. U.S. Flag Fleet Tops 22 Million Tons SlU-manned LNG Libra will be joined by other LNG's in future. Latest figures from the U.S. Maritime Administration revealed that the privatelyowned ocean-going fleet of the U.S. merchant marine comprised a record 22.5 million deadweight tons (dwt) on April 1. This represented an increase of 1.8 million dwt over the past year. The MARAD report showed that the U.S. fleet totalled 749 (only 550active) deepdraft vessels—an overall increase of seven ships since April I, 1978. In addition, the report showed that as of April 1, five merchant ships totalling nearly 3 million dwt were under construction or on order in American shipyards. These in­ cluded nine tankers, 11 liquefied natural gas (LNG) carriers, 13 intermodal vessels, II dry-bulk carriers, three cargo break-bulk ships, and eight special-type vessels. SPAD is the SIU's political fund and our political arm in Washington, D.C. The SIU asks for and accepts voluntary contributions only. The Union uses the money donated to SPAD to support the election campaigns of legislators who have shown a pro-maritime or pro-labor record. SPAD enables the SIU to work effectively on the vital maritime issues in the Congress. These are issues that have a direct impact on the jobs and Job security of all SIU mem­ bers, deep-sea, inland, and Lakes. The SIU urges its members to continue their fine record of support for SPAD. A member can contribute to the SPAD fund as he or she sees fit, or make no contribution at all without fear of reprisal. A copy of the SPAD report is filed with the Federal Elec­ tion Commission. It is available for purchase from the EEC in Washington, D.C. �SlU Vice President Lindsey Williams Retires S IU Vice President Lindsey J. the port of New Orleans sailing Williams, 64, son of a union deep sea in all deck department printer and a pioneer in organiz­ ratings. He was also ship's ing deep sea sailors and inland delegate on the SS Atlantic. boatmen for the SIU has retired. During World War II, he Brother Williams has been sailed in almost every combat vice president in charge of the zone where the U.S. merchant Gulf since 1960. He was New marine delivered military sup­ Orleans port agent from 1950 to plies to the fighting fronts. Many 1960 when he succeeded the late times his ships came under air, SIU Vice President Earl "Bull" sub and sea attacks with one Shepard as agent there. being torpedoed and sunk under Williams was also Gulf Coast him in the Pacific. Area Director of the Inland Coming ashore after the war, Boatmen's Union from 1961 to Williams became a Union official 1976 when the IBU merged with being assigned as a Gulf area the SIU A&G District. He be­ organizer. There he was involved came an International Vice in the drive to organize the President in 1965 and a trustee of Isthmian Line. Later he was the Seafarer's Pension Plan in assigned as the Union's director 1968. of organization, headquartered Coming out of Poplarville, in the port of New York. Miss, to New Orleans at the early In 1958 he took part in the El age of 21, he began his maritime Mundo beef in Puerto Rico. The career working on towboats on next year he was organizing the the Mississippi in 1935. From SIU of Canada on the Great then on he became very active in Lakes. And in 1961 he was in the organizing river tug and towboat Philadelphia maritime-Team­ men. sters beef and the Circle LineIn 1942, he joined the SIU in NMU beef. Kh' SOVIET flOUBlECliOSS! Along with a group of SIU members in the port of New Orleans, SIU Vice President Lindsey Williams (center) led hundreds of Seafarers and other maritime workers in 1976 in picketing the Federal building in that port during SlU's fight to insure that U.S. flag ships got their rightful share of grain cargoes going to Russia. Also in photo is C.J. Buck Stephens (left), recently retired SIU New Orleans port agent. If the SIU had a picketline up. you can be sure Lindsey Williams was there doing duty. In above photo, Brother Williams (left on picketline) hits the bricks in the Robin Line Beef in the early 60's. Right in front of Lindsey on line is SIU President Paul Hall. Seafarer Williams was also the chief organizer in the drive to organize the Cities Service Oil Co. He was responsible for bringing many other new com­ panies under the SIU contract. Back in New Orleans, he was the first port agent to put black chief stewards on passenger ships. Williams was elected a delegate to the Union's 13th Biennial Convention in Washington, D.C. in 1967. In 1976, he was on the ballot in the 1st Congressional District of Louisiana as a candi­ date to the Democratic Party's National Convention. He was the first union official appointed to a major commission in New Orleans, the Public Belt Railroad Commission in March 1960. He was also the first person to receive the annual Greater New Orleans AFL-CIO Com­ munity Service Award for out­ standing citizens in 1968. In 1978, he got the A. Philip Randolph Institute Award. And he has been honored by Loyola University's Institute of Human Relations, the City of Hope, the Knights of Columbus and the Lions Club. In addition to his many posts with the SIU, Brother Williams is president of the Greater New Orleans AFL-CIO Central Body representing more than 100 unions. He is also president of the New Orleans Maritime Trades Council for the AFL-CIO Mari­ time Trades Department. In addition, he is chairman of the AFL-ClO's Committee on Poli­ tical Education in Louisiana. Today he is still vice chairman of the Louisiana Boxing Com­ mission. He's enjoying retirement with his wife, Mary; son, Patrick, born on St. Patrick's Day, and daughter, Lynne Estelle. f 'j' SIU Vice President Lindsey Williams French Coast Residents Unnerved By Latest Liberian-Flag Sinking A Liberian "flag of convenience" tanker has once again become involved in a major maritime disaster off the coast of France. This latest in a series of accidents involving flag of convenience vessels. occurred when the Liberian-registered Gino collided with the Norwegian ship Team Castor, off the Brittany coast, on April 28. Though all 37 crewmembers of the Gino were rescued, the ship sank just six Lakes Seafarers Get May I COLA Hike As of May 1, 1979, cost of living adjustments added an additional 21 cents per hour to the wages of Great Lakes Seafarers working on SIUcoiitracted Great Lakes Association of Marine Operators (GLAMO) and Kinsman Lines vessels. The May increase, coupled with the 13 cent wage adjustment Great Lakes SIU members received in February, brings 1979 COLAs up to a total of 34 cents an hour. COLAs are computed quarterly and are based on rises in the Consumers Price Index. For every .3 point jump in the index, wages increase one cent per hour. The March index climbed to 209.3, a hike of 6.4 over the figures for December. The next adjustment date is Aug. 1. hours after the collision, taking its 41,000 tons of oil with it. Although a determination has not yet been made as to which vessel was at fault, the mishap underscores the pattern of poor performance exhibited by flag of convenience tankers. The sinking of the Gino was the fourth major accident involving Li­ berian-registered tankers off the French Coast alone, since the Torrey Canyon sank in 1967 (spilling 123,000 tons of oil). Another Liberian tanker, the Amoco Cadiz, produced the worst oil spill in history when it ran aground off the French Coast last year, spilling 273,000 tons of oil. Earlier this year another flag of convenience tanker, the Greek-regis­ tered Andros Patria, was lost off the French Coast. Though pollution in that accident was minimal^ all but three of the 32 persons aboard the ship were lost. Fortunately, in the case of the Gino, there were no deaths and very little pollution caused by the accident. But residents and businessmen along the French Coast, mindful of the threat of pollution represented by every flag of convenience tanker that passes, are not consoled. As one man pointed out, "Everyone in Brittany knows perfectly well that a catastrophe such as the Amoco Cadiz could happen again at any time. We insist that the authorities take steps to prevent this from happening." But will enough be done before the next catastrophe involving a flag of convenience tanker occurs? May 1979 / LOG / 11 1 �Safety first. Ttiat's thie message HLS lifeboat instructor John Potts, standing, stresses as he reviews the how-to's of shipboard lifesaving equipment with the 12 men in the Bosun Recertification Program. What does a Seafarer do if a fellow crewmember suffers a heart attack aboard ship? If he's learned cardio-pulmonary resuscitation techniques, being demonstrated by an HLS instructor above, he'll be able to administer crucial first aid which could save a heart attack victim's life. All participants in Bosun Program will receive cardio-pulmonary resuscitation certificates. 1st of 3 Classes of New Bosun Recertification An SIU bosun is a key man aboard ship who plays two vitally important roles. As the highest unlicensed shipboard rating on deck, a bosun is required to know all aspects of deck department jobs aboard any SlU-contracted vessel. That includes knowledge of the tech­ nological equipment used aboard the newest class and size vessels under SIU contract. Just as important, the bosun is the Union's representative aboard ship. In his role as ship's chair­ man, an SIU bosun has to he familiar with the issues which both directly and indirectly affect the lives of Seafarers. That means being able to field questions during ship's Union meetings about the SIU contract and constitution, the Union's welfare program and the tough legisla­ tive and economic problems facing the industry today. Enabling bosuns to keep pace with changes in the industry and the labor movement is what the Bosuns Recertification Program is all about. When the Seafarers Appeals Board reinstituted the Bosuns Recert program last John Albert! January, they provided qualified SIU members with the opportu­ nity to contribute to their Union, to the smooth running of their ships and to their own financial and job security. Recertified bosuns earn shipping preference over all uncertified bosuns. Edward O'Connell Ralph Moore David Manzanet Tlie 12 bosuns and so era! LJ'J upgraders pose on the stops of the Capitol building during their recent visit to Washington. 12 / LOG / May 1979 William Babbitt Clifford Leahy �SlU Legislative representative Betty Rocker and Washington Representative Chuck Mollard (seated at head of table) clue Bosuns in on the Union's political and legislative work in Washington, D.C. HLS Instructor Joe Wall gives members participating in the Bosun Recertification Program a rundown on the latest innovations in shipboard technology they can expect to come in frequent contact with in the future Program Gets Under Way This year's first class of recerti­ fied bosuns will be graduating next month. The class began May 7. Two more classes arescbeduled for this year: from Aug. 6 through Sept. 30 and from Oct. 8 through Nov. 30. The two month class sessions, where participants spend the first 30 days at the Lundeberg School in Piney Point and the second 30 days at Union headquarters in N.Y., are limited to 12 seamen per class. The initial phase of the Bosuns Recertification Program proved to be one of the most successful education programs the SIU had ever conducted when it was suspended in 1976 after 402 Seafarers had completed the program. It's sure to be successful this time around, too, because it's a program that benefits all in­ volved. A tour of major organizations in the nation's capital is included on the agenda of the Bosuns Recertification Program. Here, bosuns admire a mosaic mural that icovers a wall in the lobby of the AFL-CIO building. Nick Kratsas May 1979 / LOG / 13 �Seatrain Yard Closes; 1,300 UiW Members Laid Off T he gates of the Seatrain Ship­ yard in Brooklyn, N.Y. banged shut on May 8, leaving 1,300 SIUaffiliated United Industrial Workers Union members, who made up the yard's workforce of shipfitters, pipe­ fitters, welders and other trades, without jobs. When work on the TT Bay Ridge, the last of four supertankers built by Seatrain at the former Brooklyn Navy Yard over the last 10 years, was completed two months ago ac­ tivity at the yard dwindled. Several hundred UIW members were laid off at that time, though a company spokesman had said they were "tem­ porary layoffs while Seatrain gears up to repair and build smaller vessels such as oil barges now that the The sprawling Seatrain Shipyard, the former Brooklyn Navy Yard, shut down this month and 1,300 SlU affiliated United Industrial Workers Union members were laid off. The Seatrain Yard, like so many other American shipyards, has been severely hurt by competition from foreign yards. supertankers are completed. "We're in the process of bidding for new contracts," the spokesman said last January, adding "we hope to bring the workers back." But Seatrain, like so many other American shipyards, was unable to bid successfully on new ship con­ tracts which more and more, are being awarded to subsidized foreign yards. One Seatrain official said the U.S. Government's "lack of a cohesive maritime policy," was responsible for this month's massive layoff and for the general decline in U.S. ship­ building. Rep. Frederick W. Richmond (DN.Y.), whose congressional district includes the yard, blamed the "selffish successful lobbying of the oil companies" against legislation that would have required 9.5 percent of U.S. oil imports to* be carried on U.S. ships for the layoffs. Passage of the cargo preference bill which was before Congress in 1977 would have spurred U.S. ship­ building and helped to prevent what Rep. Richmond called the "dis­ astrous blow to the economy of our borough." Seatrain was not only one of the largest UlW-contracted companies, it was an important source of employment for the surrounding economically depressed neighbor­ hoods of Brooklyn. Most of the UIW Seatrain work­ ers were minorities recruited from these neighborhoods. They worked hard to develop, their skills in special training programs. Now the future is very uncertain., The UIW along with the company has filed for government assistance under the Trade Adjustment Assis­ tance Act on behalf of the laid-off Seatrain workers. This legislation says that U.S. workers who lose their jobs because of competition from foreign imports are eligible for financial and re-training aid from the government. Seatrain workers were given the equivalent of 16 hours' pay instead of a 48-hour layoff notice. The company also paid them for accumuated vacation time. This month's layoffs are not the first the shipyard workers have experienced since Seatrain set up operations in the old Brooklyn Navy Yard in 1969. In 1975, 3,000 employees were furloughed pending the company's reciept of federal aid to complete the supertankers that were under construction at the time. The SlU is currently working for passage of several bills in Congress to bolster U.S. shipbuilding includ­ ing a guarantee for construction differential subsidies for U.S.-built ships so that American yards can compete with cut-rate foreign yards, and allow U.S. ocean mining com­ panies to begin deep seabed mining operations. Both of these bills will lead to new vessel construction and would give a much-needed boost to U.S. ship­ yards. SlU Crews 1st of 11 New Boats for G&H Towing SIU Boatmen crewed the first in a long line of modern tugboats to be built by the G&H Towing Company in Texas. The new boat, delivered to G & H in early April, is the 3200 h.p. Titan. The boat is one of 11 the Texas based company will have built in the near future. G&H will employ the Titan for shipdocking and other harbor work, mainly in the area between Galves­ ton and Texas City, Texas. The next in line for the G&H fleet will be the M/ V Laura Hayden. She will probably be calling her first SIU crew by the end of this month. I The Titan, the newest boat in the G&H Towing fleet, on her way to a harbor job in Texas City. J. R. Branch the Titan's captain maneuvers the vessel into position from his vantage point in the wheelhouse. 14 / LOG / May 1979 V . Deckhand Wayne Dean pulls in the stern line as the Titan gets ready to go into action. The entire crew of the Titan gathers on the tug's stern for a group photograph. They are from left to right: Larry Williams, deckhand; J. R. Branch, captain; Lyn Sears, engineer and Wayne Dean, deckhand. �• tTH- W.-^?r^-_ .r.'.CS* V. -.. •...•^T^-^.- jx cw • - .. House Unit Dumps Watchdog Renegotiation Board Rep. McCloskey,U.S. Maritime's Big Foe, Helped Defense Contractors Have Their Way B owing to pressure from the nation's defense contractors and their champion. Rep. Paul McCloskey (RCalif.), the House Subcommittee on General Oversight & Renegotiation has ended the 28-ycar tenure of the Renego­ tiation Board. This important watchdog agency was created by Congress in 1951 to monitor and recover excessive profits from defense contractors. It was hailed in recent hearings by Congressman Jack Brooks (D-Tex.) as "the one agency... that is bringing money into the Treasury." Rep. Brooks testified before the Subcommittee in favor of continuing the life of the Board. The Board's function was to audit defense con­ tractors, making sure that the com­ pany's profits did not go over statutory guidelines. The job was a difficult undertaking because of the highly specialized military equipment supplied by the contractors and the lack of competition in the industry. Unlike other federal regulatory agencies, the Renegotiation Board's powers were periodically reviewed by Congress. Following hearings last month on whether or not to continue the watchdog panel, the House Subcom­ mittee motioned to report the bill out to the full committee. That motion was defeated and, as a consequence, the Renegotiation Board was abolished. Testifying against the Board's con­ tinuation, as he has in years past, was Rep. McCloskey who numbers defense contractors among his campaign con­ tributors aiid most prized constituents. McCloskey has also proven himself to be the most consistent detractor of a strong U.S. maritime industry in Congress. A study prepared by the Washington, D.C.-based Transportation Institute, a maritime research organization, re­ vealed that McCloskey received thou­ sands of dollars in campaign contribu­ tions from major defense contractors such as Hewlett-Packard, Signal Co., Teledyne Inc., and Watkins-Johnson Co. Those companies, in turn, were awarded close to $500 million in prime military contracts by the government. In a lengthy document, McCloskey denied the Institute's charges. One specific denial related to a point in the study which said he had received "$5,142 from executives and attorneys of Hewlett-Packard Co. and their families." McCloskey's rebuttal said that Mrs. David Packard, wife of the company's chairman, '"did contribute to me in one election. A number of Hewlett-Packard executives who live in my district and who are friends, neighbors or ex-clients, have supported me over the years and the wife of one Hewlett-Packard executive managed two of my con­ gressional campaigns." Such a "denial" lends credence to the Institute's charge that McCloskey's efforts to scrap the Renegotiation Board "were consistent with the interests of Mr. McCloskey's defense contractor contributors in general,and particularly of companies such as Watkins-Johnson and Teledyne. which were required by the (Renegotiation) Board to repay excess profits in the past." The Renegotiation Board had come under fire not only from McCloskey, but from more independent critics who termed it a "dumping ground for failed politicians with friends in the White House." Carter Wanted Board However, since President Carter took office, he has attempted to return the Board to its original status as an effective watchdog panel. It's Your Move . .. MAK£ IT IN THE RIGHT DIRECTION— Make your move toward good pay, excellent wor­ king conditions, a secure future. Enroll now in the LNG course at HLS. Classes start June 25 and July 23. See your SIU Representative or contact; the Harry Lundeberg School, Vocational Education Department, Piney Point, Maryland 20674. In a March 28 editorial favoring renewal of the Board, the New York Times said; "... President Carter has taken the board seriously, appointing new members with expertise in govern­ ment procurement. With time and modest funding... the board could become a formidable weapon in the fight to reduce the cost of government." The primary argument cited by Rep. McCloskey to back up his view that the Board should "close up shop," was that the Board was inefficient. Few of those who favored continuing the Board disputed its past inefficiency. "No one believes that the Board has done very well," said the N. Y Times, "but for the first time a President has set out to make the agency work. If it's broke, fix it;" the editorial urged, "don't throw it away." "The Federal government needs an agency," Rep. Jack Brooks told the Subcommittee, "to protect itself against greedy or unscrupulous contractors who are not satisfied with making a reasonable profit, but are always looking for ways to beat old Uncle Sam out of another dollar." McCloskey, apparently, was much more concerned about the money the Board cost defense contractors than the sums those contractors overcharged the government. "Estimates of paperwork costs alone to 4500 defense contractors required to file with the Board are over $200 million," McCloskey told the House Subcommittee. And the money it cost the defense contractors to appeal cases when they were charged with bilking the government "have exceeded the govern­ ment's recovery in those cases." When the Transportation Institute began their probe of McCloskey's campaign contributors last year it was in the belief that the ranking minority member of the House Merchant Marine & Fisheries Committee had a close working relationship with the nation's oil companies. McCloskey had led the move to defeat the SllJ-backed cargo preference bill in the House last year, accusing supporters of the legislation of taking contributions from the "maritime lobby," meaning the SIU and other maritime unions. The T.l. study revealed that Mc­ Closkey had taken hefty contributions from people connected with the Stand­ ard Oil Co. of California, one of the nation's largest oil companies. "The Transportation Institute re­ vealed," said an article in the inde­ pendent political newsletter. Political Action Report, "that McCloskey had good reasons to lead the fight against cargo preference, none of which had to do with looking out for the public interest or declaring independence from the maritime lobby." McCloskey's successful effort to terminate the Renegotiation Board is equally suspect. APL Corners Bargain: Buys 3 Containerships for $40 Million American President Lines has pur­ chased three of bankrupt Pacific Far East Lines' C-8 containerships, it was announced in late April by the company in San Francisco. The three ships involved were 55 Golden Bear. 55 Japan Bear and 55 Thomas E. Cuff'e. The SIU will represent steward depart­ ment personnel on the ships. APL got the three ships for $40,525,000, considered a bargain price in this day of high construction costs throughout the world. Ihe three ships were bought at a federal auction, under the jurisdiction of Bankruptcy Court Judge King. Actual price for individual vessels was $13 million each for the Golden Bear and Japan Bear and $14,525 million for the Thomas E. Cujfe. The company said the three vessels would be put in the shipyard immedi­ ately for general inspection and over­ haul. Although no figures were given, it was expected that APL might spend as much as $1 million each, to bring the ships up to company standards. All three ships were built as LASH type ships in 1971-72. During 1977-78 they were converted to all-container vessels. Original construction price was $31 million each. Conversion to con­ tainerships cost another $5 million each. Those figures, together with an esti­ mated $50 million each construction cost today are what give the belief that APL managed to get a bargain. The company announced that the Golden Bear will become the 55 President Grant; the Japan Bear the 55 President Monroe and the Thotnas Cuffe will become the 55 President Hoover. APL officials said they hoped to have the first of the three ships on loading berth by the first of July, with the others following at still undetermined times. APL also stressed that the purchase of the former PFEL ships was in addition to three containerships which will be constructed in New Orleans. The company a month ago announced signing of contracts for the construction of three huge vessels with Avondale Shipyards in the Gulf port. The first of those ships is expected to be in operation some time in 1982. The double announcements of ship construction and purchase of the three PFEL ships was the first "shot in the arm" experienced for West Coast shipping in more than a year. During 1978, the bankruptcies of Pacific Far East Lines and States Steamship Company had brought Pacific District unions down to a total of 32 ships under contract with the Pacific Maritime Association. Chemical Union Pushes Boycott of Strikebreaker The International Chemical Workers Union has requested that union mem­ bers and their families boycott the products of Sanderson Farms, a chicken processing operation. ICWLI is involved in a difficult strike with the company. Chemical Union President Frank Martino said that his Union "has worked hard to develop local and national support for the boycott to escalate the pressure on the company in hopes the.se efforts will persuade the employer to be more reasonable about negotiating a fair and equitable con­ tract." Martino advised that the company ' ships out of Mississippi to Alabama, California, Chicago, Louisiana, Penn­ sylvania, Puerto Rico. St. Louis, l ennesse and Wisconsin. Fhe products go under the labels "Miss Cioldy" and "Southern Beauty." May 1979 / LOG I 15 k �p\>C "Alcoholism is a disease, it can be treated." This statement was made by President Paul Hall. The Seafarers Alcoholic Rehabilitation Center was founded on this prem­ ise. Seafarer Monte Pereira said, "It was a big relief when I accepted alcoholism as a disease." He at­ tended the programs at the Center in October of 1977. When he came to the Center, Monte said he was in very bad shape. He expected people to treat him in a cold man­ ner. "I was greeted with a warm welcome," he said. "Everything was completely different from what I had imagined. There were people here who were concerned about me and didn't look down at me." Seafarer Frank Conway went through the program in March of 1976. He commented, "I was scared ; when I first came ; to the Center. I expected to find a hospital-type place but every­ thing was differ­ ent. The staff gave me individual al\ tention and love. I was very impressed with the sur­ roundings, the serenity, the grounds and the facilities." Seafarers Helping Seafarers These two seafarers have been sober since they left the Center. They have now returned to the ARC as counselors and are helping their fellow seafarers and boatmen solve their problems with alcohol. Monte commented, "I know that there are plenty of people out there who are like me and I am grateful to have the opportunity to be able to help them like the staff helped me." Through treatment, Monte was able to get his self respect back. With this step in his new life, he became a new person with new goals, values, and attitudes. "I grew to know myself as a sober person," The staff at the Center helped these seafarers in many ways. Mon­ te and Frank are, in turn, offering the same assistance to their broth­ ers. The residents are given the facts about alcoholism. They learn about the disease they have and accept the realities "^of recovery. Monte said, "I believe that there is S Seafarer Frank Conway talks with a fellow the Center. no such thing as a reformed alco­ holic. You either recover or die." Since they have been through the same experience, Monte and Frank feel they have an advan­ tage. Frank com­ mented, "I know how they feel. We can therefore trust each other without playing games. I can't lie to them and they can't lie to me." Monte feels that "It really is a shame. If a person realizes he is an alcoholic in the early stages of the progression, he wouldn't have to go as far as I did before he starts recovery." When these seafarers returned to a ship they were surprised. Frank said, "The crew respected me for being able to get sober. They cared and were very gentle. I followed The counselors help the seafarers in any way that they can to get their lives straightened out. Monte makes a call in a seafarer's behalf. All of the counselors work together to help their brothers. Here, Frank and Monte speak with Rick Reisman, Director of Counseling Services. 16 / LOG / May 1979 •' -M'-. , V! • . ining the advice that the staff at the ARC gave me and it helped me to re­ main a recovering alcoholic." The staff at the Center not only| help seafarers and boatmen get and stay sober, they also help them get | the rest of their lives straightened i out, too. This includes relationships with family, friends, fellow workers and the job. Many seafarers go through the upgrading programs at the Lundeberg School when they leave the Center. Frank said, "I couldn't have made it without the| Center." "The Center is a place where a| guy can get in touch with reality. As a counselor, I am getting as much out of the program as the residents are," commented Monte.l Frank summed up his feelings about the Center with, "When you come to the Center, you can stop running. When you leave, you canj walk away with dignity." �Golden Dolphin and bndeavor At Sea if Ashore Two SlU subsidy-built supertankers the Golden Dolphin and Golden Endeavor (Westchester Marine) have been allowed by the Maritime Administration to enter the dry bulk ocean preference trades. SS Robert Toombs and Thomas Lynch Mobile The Waterman Steamship Co. here last month filed a subsidy application with the U.S. Maritime Subsidy Board (MSB) for its Trade Route 17 between the Atlantic and Gulf and Indonesia, Malaysia and Singapore. The proposed run would make 18 sailings a year in the 20-year contract sought. Survival Suits and Capsules Freezing water survival suits for seafarers and enclosed survival capsules for offshore oil rig workers were in the news last month. One 42-year-old fisherman actually owes his life to the suit when his capsized boat pitched him into the 55 degrees Pacific off Oregon. Although survival time there is only 30 minutes, he was picked up by the Coast Guard 24 hours later, 10 miles off the coast. His body temperature had dropped only 1 degree. Though the suits were developed in the early 1960s, "you couldn't give them away then. People weren't safety minded," said a spokesman for the manufacturer. Last year, almost 25,000 suits were bought, many for the chilly Great Lakes. They're made of a synthetic rubber -icoprene, cut oversize with big feet to hold shoes and a 3-digit hand for grasping. A rustproof beryllium zipper seals the suii up to the chin, a snug hood snaps down over the forehead and an inflatable pillow cradles the neck. New testing and improved safety for self-powered, enclosed survival capsules used on Gulf offshore oil rigs were urged by the National Transportation Safety Board to the Coast Guard. The escape capsules are used instead of lifeboats to pass through flaming oil. Three years ago a mobile drilling rig sunk in 30-foot seas there drowning 13 out of 35 as one of the two 20-man, 13-foot capsules capsized 30 miles off Port O'Connor, Tex. The rig platform fell over and sank when engine failure and a parted towline knocked out two of the three tugs moving her. High winds helped. The board recommended improved towing, securing and escape procedures. LNG Gemini Talk about good feeders! On the LNG Gemini (Energy Transportation) Steward/Cook Frank Costango featured for Christmas dinner; deviled eggs, eggnog, lobster stuffed tomatoes, consomme printaniere, roast tom turkey and prime rib of beef plus baked Danish ham, fruit cake and Georgia pecan pig. Ordinarily, Seafarers aboard can have for breakfast: papaya and honeydew melons, Denver omelette and hot cakes and biscuits. Dinner: roast leg of lamb, country dumplings and banana cream pie. Wow! Sea-Land Noting the company's "experienced transportation professionals,"a Sea-Land official said that 99.8 percent of their cargoes-two out of every 1,000 —arrive damage free. A good deal of the credit for this record goes to SlU professionals who make up the unlicensed crews on Sea-Land ships. From July 1-10 and July 16-25 respectively, the Robert Toombs and Thomas Lynch (Waterman) will carry from the Gulf to Sri Lanka 9,000 and 5,000 metric tons of bagged wheat. Egypt, Bangladesh and Jamaica By U.S. law, half of the 210,000 metric tons of American wheat and flour worth $34.8 million to be sold to Egypt and half of the 10,000 metric tons of soybean and cottonseed oil sold to Bangladesh for $6.1 million, must be carried in U.S. bottoms. Bangladesh also will buy 400,000 tons of U.S. wheat or Hour under the law. Jamaica will buy 73,000 tons of U.S. corn worth $8 million, too. Canton, China The National Maritime Council (NMC) has requested Secretary of Commerce Juanita Kreps, bargaining here May 14-17 for a shipping agreement between the U.S. and Mainland China, to base it on a cargo-sharing plan. The NMC wants the treaty to insure U.S. ships with at least 40 percent of the cargo moving between both countries. Also, that the treaty would not exempt China from the Controlled Carrier Act which requires compensatory rates in the U.S. trades. In addition, NMC wants no unreasonable restrictions of either country's berthing and port access, services and facilities. A recent study shows that China's 700 deep sea vessels carry 70 percent of their trade. ST Achilles In mid-June, the ST Achilles (Nev/pori Tankers) will sail from the Gulf to Port Said, Egypt with a cargo of 40,000 metric tons of bagged wheat. New York The annual average ol seagoing jobs in the U.S. merchant marine dropped to 20,500 last year -an all time low. A two-month dock strike against container cargo here resulted in this port handling 10 percent more general foreign trade(15,705,124tons)cargo last year, 1 he trade's value was up 17.2 percent to $36.5 billion. Exports hit $12 billion; imports $24.5 billion. The port beat out the port of New Orleans by 44 percent. SS John Penn and Alex Stephens In mid-June, the STs John Penn and Alex Stephens (Waterman) will haul from the Gulf to Sri Lanka (Ceylon) 5,000 to 7,500 metric tons of bagged wheat flour respectively. ST Flor From June 25 to July 5, the ST Flor (Altair Steamship) will .sail from a U.S. North Pacific port to Indonesia with a cargo of20,000 metric tons of bulk wheat. Ogden Connecticut Committee Here's the Ship's Committee and crewmembers of the ST Ogden Connecticut (Ogden Marine) at a payoff on Apr. 25 at the Exxon Bayway Dock, Linden, N.J. They are (seated I. to r.) Bosun J. Broadus, ship's chairman; Deck Maintenance J. W. Mullis, deck delegate, and Chief Steward A. B. Freeman, secretary-reporter. Standing'(!. to r.) are AB Torh McElaney, Messman Robert O'Neill and Chief Cook R. Thomas, steward delegate. To crew U.S.-flag ships today, you've got to keep up with technology. So keep your job secure. Learn shipboard autoniation. Take the automation course at HLS. It starts August 6. To enroll, contact HLS or your SIU Representative. May 1979 / LOG / 17 �Proud to Be SlU Member Pensioner Praises Plan My wife passed away after a long illness, which meant huge doctor and hospital bills. Thanks to the Seafarers Welfare Plan, I was relieved of these expenses and I received such kind and generous help from the Welfare Plan's staff and administrators. I would like to express my gratitude to them and the officials and membership for making this possible. I can take great pride in belonging to such a great Union and wish everyone the best for the future. Fraternally, John D. Wright, Retired Brooklyn, N.Y. V,A, Benefits for Seamen While going through some old papers, 1 came across an editorial printed in the New York Daily Mirror on Sept. 1, 1944. It said that Admiral Land, who was War Shipping Administrator, and Rep. Bland, who was chairman of the House Merchant Marine and Fisheries Committee, were going to introduce legislation to place merchant seamen on the same level in regards to government benefits as were provided the Armed Forces. Needless to say it was never done. 1 was a radio operator from 1940 through 1952 aboard merchant ships. On two ships, 1 had U.S. Navy enlisted men serving as radio operators under my direction and supervision. This was not an unusual occurrence. When civilian radio operators were unobtainable, U.S. Navy men were assigned to work with the civilian operator although they were a part of the Navy Armed Guard. On all merchant ships during World War 11, the Navy Armed Guard Commander was legally in charge of the civilian radio operator. The Naval Instruction Book for merchant marine radio operators stated that the Armed Guard Commander was the communications officer of the ship in charge of all personnel and operations. Merchant marine radio operators, along with masters, went to prevoyage briefings at the port naval headquarters for instructions for the coming voyage. In connection with the SlU's presentation with the Defense Dept. concerning veterans benefits for seamen who served on ships in war zones, 1 think it should be emphasized that merchant seamen sailed on the same ships along with Navy Armed Guard crews. 1 greatly appreciate the SlU sending me copies of the Log over the years. 1 would never have known about the G.l. Improvement Bill of 1977 without the Log. Here's hoping that the Review Board looks favorably on granting merchant seamen veterans benefits. Also best wishes for continued success for the SlU. Fraternally, Fred Huntley Nevada City, Calif. My family and I wish to extend a very deeply felt thank you for the hospital and maternity benefits paid by the Seafarers Welfare Plan. We feel that the SIU is a sincere organization and that the SIU lives and respects the title of "Brotherhood of the Sea." I am proud to belong to this fine organization and I urge all our Union brothers and sisters to have faith in the SlU. I realize no organization is perfect and I have heard "stories" of poor servicing. But I would like to counter those stories with one of my own. I have sailed with the SI U for eight years. I am presently sailing as able seaman. All my dealings with the Union have been fair and square. I have never been cheated or lied to. I receive m.y vacation and other benefits promptly, and 1 find shipping as an "A" book member to be a very secure job. I thank the SlU personally for the fine life I am living now. It has made my dream come true. Fraternally, Stephen Garay SS Westward Venture Seafarer's Wife Baffling Illness This letter is to thank the officers at the Baltimore hall for their kindness in sending flowers to my wife, Virginia, in the hospital. I would also like to extend my thanks to the Welfare Plan for the help it has given me with her medical bills. It has taken the hard work of everyone concerned in the SIU to make this possible, and I wish to thank everyone and God bless you all. Fraternally, George Tyler 507 Goldsborough Ave. Cambridge, Md. 21613 Just Like the Waldorf Astoria This voyage has been very exceptional in that our Chief Cook Emanuel Lowe has fed us as if we were dining in the Waldorf Astoria. His dedication to making cooking and baking an art cannot be equalled by anyone 1 have met in 30 years of going to sea. Our respective weights have gone up considerably. Emanuel will be leaving the ship when we arrive in Tampa. 1 sincerely wish to say on behalf of the officers and crew that we will greatly miss Brother Lowe. I would also like to say a word about our Bosun F. H. Johnson. He has rebuilt this ship from stem to stern. His good nature, humor and willingness to lend a hand and an ear has made this ship what it is today. Our hats off to both these oldtimers. Bosun F. H. Johnson and Chief Cook Emanuel Lowe. Fraternally, Rudy DeBoissiere, Chief Steward Ogden Challenger Donates to SPAD 1 have just sent in a meager donation to SPAD to support the SlU's political activities. The article in the November 1978 Logon page 2entitled Seamen May Be Deelared Eligible for Veteran Benefits stimulated me to drop a minor vice for several weeks to put this donation together. If the proposal in the article should come to pass, there is a possibility I could benefit. If it does not, 1 benefit from dropping a minor vice. I can't lose. 1 hope the SlU won't either. Best Regards, E. R. Caughie Sailors Union of the PadOc (1942-1953) Union, Wash. 18 / LOG / May 1979 At sea on the Ogden Challenger are (I. to r.) W. V. Luyn, able seaman: Emanuel Lowe, chief cook and Rudy DeBoissiere, chief steward. Oldtimer, Bosun F. H. Johnson in the words of his shipmates on the Ogden Challenger, "rebuilt this ship from stem to stern." �U.S. Is Only Major World Power ignoring Maritime O I N May 8, 1979 nearly 1,300 members of the SlU-affiliated Ifnited Industrial Workers Union were laid off from their jobs when the Seatrain Shipyard in Brooklyn, N.Y. shut down operations. Most of the workers are black or Hispanic recruited from the eco­ nomically depressed neighborhoods surrounding the Yard. For the past 10 years, these workers have de­ veloped topnotch shipyard skills. And their efforts pumped new life into the old Brooklyn Navy Yard. Needless to say, the closing of the Yard has dealt a devastating blow to the economic stability of the affected neighborhoods and the scores of small businesses which depend heav­ ily on the Yard for survival. Beyond the personal tragedy of the 1,300 hard working men and women who have lost their jobs, the closing of the Seatrain Yard holds widespread implications for the entire American maritime industry. The plain and simple fact is that the 1,300 Seatrain workers, and hundreds of other maritime workers in recent years, have lost their jobs because the U.S. Government re­ fuses to acknowledge the necessity of a strong American-flag merchant marine for the economic and stra­ tegic security of this country. All of the world's major powers make absolutely sure that their merchant fleets are capable of carrying significant percentages of their own commerce. That is, all the major powers except the United States. The Soviet Union, for instance, carries more than 50 percent of its commerce on its own vessels. Red China carries an incredible 70 percent of its commerce. Japan carries over 40 percent. And Great Britain and France each carry over 30 percent of their commerce on their merchant ships. In disturbing contrast, the United States-flag merchant marine in 1978 carried a paltry 4 percent of Ameri­ can commerce. It's a sad commen­ tary on America's position as a world power when you consider the fact that the U.S. fleet carried nearly 50 percent of the nation's commerce at the end of World War II. At that time the U.S. had both the number one merchant licet and number one shipbuilding industry in the world. At that time, America was also the greatest power in the world. But such a statement is at best questionable, especially in regard to seapower. I'he SI Li has been fighting lor many years to reverse the downward trend of U.S. maritime. I he Unittn has been doing its best to bring the industry back to a position of The U.S. Government continues respect in world maritime circles. to tell the American people that the But it's a tough job. Especially U.S. is still the greatest world power. when Congress loudly echoes the song of Big Business and the multi­ nationals which goes, "if it's cheaper overseas, then buy it overseas." This is the problem in a nutshell. The U.S. Government has thought­ lessly allowed the U.S. fleet and the U.S. shipbuilding capacity to erode Official Pifblicotlon of tfie Seaforerc International Union of Vol 41, No. 5 May, 1979 North Arnorico, Atlantic, Gull, Laket and Inland Woters Oittrict, because it's cheaper to ship cargo AI^LCIO and to build ships foreign. Executive Board This attitude on the part of Paul Hall President Government sealed the fate of the Seatrain Shipyard. But Seatrain is Cal Tanner Joe DiGiorgio Frank Drozak yice President Secretary- Treasurer Executive Vice President not the only victim of this policy. Lindsey Williams The Bethlehem Steel Yard in Vice President Sparrows Point, Md. is in serious lltlOil PIfSSi 389 jeopardy. Maryland Shipbuilding James Gannon Editor is on the verge of collapse. Sun Ship­ Mike Gillen Edra Ziesk Ray Bourdius yard in Philadelphia is in trouble. Assistant Editor Assistant Editor Assistant Editor So is the National Steel and Ship­ Don Rotan building Yard in San Pedro, Calif. West Coast Assistant Editor Let's face it, without shipyards Dennis Lundy Frank Cianciotti there are no ships. Without ships Photography Writer! Photographer there is no fleet. And without a George Vana Marie Kosciusko viable U.S. merchant fleet, America Production!Art Director Administrative Assistant is in trouble. Published monthly by Seafarers International Union, Atlantic. Gulf, Lakes and In and Waters District AFL-CIO, 675 Fourth Ave,, Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage The SIU is not a prophet of doom. paid at Brooklyn, N Y. (ISSN #(>] 60-2047) But we area Union that likes to tell it LOG like it is. And the truth is that Congress must take action to bolster the stance of America on the world's sealanes. We are also not naive. And we know that no one is going to do anything to help American maritime without pressure being brought to bear on them. So, at the present time the SIU is continuing its efforts in Washing­ ton, D.C. to get action. Vv'e are now working hard on two very important issues concerning our industry. One is the Maritime Authoriza­ tions bill. This bill provides Govern­ ment construction and operational differential subsidies to help AmvCiri can ships and shipyards compete with the foreigners. The second bill is a measure to clear the path for development of an American ocean mining industry. The bill is presently in the Senate and it contains a man-American clause which we consider crucial to the success of the bill. Neither one will be easy to win. They are only two of the many issues the SIU is working on to help revive the American maritime industry. Neither one of the bills will provide a cure-all for the industry. In fact, they're only a drop in the bucket. But in this business, you have to take it one step at a time. And that is what the SIU is doing. May 1979 / LOG / 19 �i -rtaitisfiii. SlU Awards $70,000 in College Scholarships to Members, Dependents as Part of Committment to Education HE Seafarers Welfare Plan Annual College Scholarships have been awarded for this the 27th year of the program. It will open up a new world of learning and challenge for a total of eight active Seafarers or dependents of Seafarers. The Scholarship Awards Com­ mittee has announced that two active Seafarers will be recipients of the $10,000, four-year scholar­ ship award, while two others will be set up to pursue two-year programs with $5,000 two-year awards. These awards bring the total number of active Union members who have received scholarships to 39. This year also marks a milestone in the awarding of college scholarships to dependdents of Seafarers. Four $10,000 awards will go to dependents this year, bringing the total up to 100 since the program began. The scholarship program has been named for the late Charlie Logan, who passed away in 1975. Logan had been a consultant to the Union Plans' Board of Trus­ tees, and was a good friend of the SlU for years. The two four-year scholarships awarded to active Seafarers this year went to Byron U. Jordan and Stephen Patton, who both sail deep-sea. Byron Jordan, 26, is a 1972 graduate of the Harry Lundeberg Sehool, where he was class bosun, who sails as FOWT. He's especially interested in biochem­ istry and said that his experiences at sea have influenced his desire to pursue studies in that field. "Journeys to third world countries brought me face to face with many of the problems facing , the world population. I began reading books on biology (while at sea). The biologist's concern for solving many of these prob­ lems attracted me to this disci­ pline." Jordan plans to attend either Reed College, in Oregon, or the University of California. Stephen Patton, 24, a 1974 graduate of the Lundeberg School who has earned his QMED rating, also credits his seafaring experiences as being a positive influence on his life. "Those five years (at sea) have given me confidence and a sense of responsibility," he said. "I realize now that my future—my career—will not come by divine revelation but by hard work, and that I can do, and do well, any job I set my mind to.' T Patton plans to have his mind set on studying mechanical engi­ neering at the University of Wisconsin, and possibly to at­ tending graduate school later on, where he would either continue studies in that field or in law. He is also considering going for his third assistant engineer's license someday, if he doesn't decide to pursue a career in law. Two-year, $5,000 scholarships for active Seafarers have been awarded to Gary Westerholm and Keef Settino, both deep-sea members. Gary Westerholm, 25, is a 1974 graduate of the Lundeberg School, and an "A" seniority upgrader, who sails in the engine department as QMED. He plans to use his award to study archi­ tecture at the University of Washington. He's interested in the way "architecture as environmental design may influence a culture's or an individual's state of mind and state of being by manipula­ tion of space and form." Keef Settino, 25, is also a 1974 HLS graduate and "A" seniority upgrader. He sails as AB. In his College Boards, Keef ranked in the top one percent in the country in his verbal scores. Even after he begins his studies he'll still be close to the sea, geographically as well as emotionally. He has his eye on the College of the Virgin Islands, the University of Cali­ fornia at Santa Barbara, and Key West Community College. His probable area of study will be history and American litera­ ture. He's also interested in sharpening up his creative writ­ ing skills. Another Joseph Conrad in the making? The active Seafarer named as this year's alternate, who would receive a scholarship award should one of the others be unable to use it, is Boatman Robert W. Eichmann. Eichmann, 22, is a 1975 graduate of the Lundeberg School who re­ ceived his operator's license in 1977. Four Dependents Win Four dependents of Union OF m9 2 Members, 4 Dependents members have been named as recipients of $10,000, four-year scholarships. They are: Lewis Collier, 18, of Coinjock, N.C., the son of tug captain Wiehrs L. Collier who works for McAllister Bros. Young Collier is interested in studying for a degree in physics at either the University of South Carolina, North Caro­ lina, or Duke. Maria Kuduck, 17, of Miami, Fla. the daughter of SIU pen­ sioner Raymond Kuduck who sailed in the engine department with the SIU since 1955 (he retired last year). Maria would like to study computer science at either the University of Miami, the University of California, or Miami Dade Community Col­ lege. Todd Tutson, 17, of Houston, Tex. is the son of Seafarer Alvin Tutson who has sailed deep-sea in the steward department since 1964. Todd has set his sights on a career in civil engineering and would like to attend the either the California Institute of Tech­ nology, Duke, or Rice University. Seafarer Stephen Patton, 24. a 1974 grad ot tHLSS won a $10,000 award. Teresa Voliva, 18, of Suffolk, Va. is the daughter of boatman James C. Voliva who works as AB for McAllister Bros, out of Norfolk. Teresa would like to turn her love of horses into a career as an "equine veterina­ rian." She's interested in attend­ ing either the Virginia Polytech­ nic Institute and State University, Radford College, or Old Domin­ ion University. These scholarships are clear manifestations of the SIU's deep interest in, and longstanding commitment to, education. With­ out a doubt, this commitment is a hallmark of the Union, and one of the reasons why it is as strong as it is today. The Charlie Logan Scholar­ ship Program is also the means for certain bright and forwardlooking individuals to realize their dreams in this competitive world. Win 4-Year $10,000 Grants; Seafarer Gary Westerfiolm won a 2- year $5,000 sctiolarsfiip. Seafarer Keef Settino, 25, won a 2$5,000 award. 2 Members Win $5,000 2-Year Scholarships Seafarer Byron Jordan, 26, won 4-year $10,000 SlU Scholarship. Maria Kuduck, 17, daughter of Pensioner Ray Kuduck Won $10,000 grant. Teresa Voliva, 18, daugtiter ot Boatman James Voliva won ttie $10,000 award. Boatman James Voliva won't have to worry about his daughter's college ex­ penses thanks to the $10,000 SIU Scholar­ ship, Todd Tutson, 17, son of Seafarer Alvin Tulson won a 4-year grant. SIU pensioner Ray Kuduck is a happy man. His daughter is going to college for free. She won a $10,000 scholarship. Seafarer Alvin Tutson is the proud father of scholarship winner Todd Tutson, Lewis Collier, 18, son of Boatman Wierhs Collier, received a $10,000 award. May 1979 / LOG / 21 �r Philly PHS Cares to Make Their Care Best in US. 'Philadelphia takes good care of seamen. Not every U.S. Public Health Service in the country has the kind of reputation that would evoke such a statement from all parties concerned. But those words were spoken recently—and with ac­ curacy, we believe—in reference to the USPHS Outpatient Clinic in Philly. Union officials, seamen, and PHS reps alike seem to agree that it is one of the best such facilities in the country. What makes it so good? Well, besides the fact that it boasts some of the most modern equipment available (such as a blood analysis machine and a glaucoma testing machine), it also has what its director, Larry Eldrich, calls **006 of the nicest locations in the U.S." Occupying the entire seventh floor of Philadelphia's old, yet well-maintained Federal Building at 2nd and Chestnut Streets, the Outpatient Clinic is just a short walk to the waterfront in the heart of Philly's historic district. So its location is both convenient and pic­ turesque. But equipment and location alone does not, of course, a good clinic make. The added ingredient found in the Philadelphia USPHS Outpatient Clinic, is the human factor: a real and high level of concern for the welfare of seamen. The combination of all these ingredients is what gives the clinic its good reputation. Went Aboard Neptune Its reputation is further enhanced by a physical therapy program so good that the University of Pennsylvania and Temple University send students there to study hydrotherapy (the treatment of physical ailments with water). The clinic also employs a full-time physical therapist. Passing out booklets on the medical care offered by the Public Health Service is Philadelphia Outpatient Clinic director Larry Eldrich, center. Others on the tug Neptune are, I. to r.. Bud Mohan, mate; Philadelphia SIU rep Joe Walsh; Bob Trainor, oiler; Alfred Seller, cook; Capt, Ray McMullen; and Walt Vickery, deckhand. The intent of the Philadelphia Outpatient Clinic to provide, ana improve upon, its quality service to seamen was demonstrated recently when clinic reps went aboard the tug Neptune for an informal "get ac­ quainted" meeting in Philly. Clinic director Larry Eldrich, Mary Geibel, LPN, and Dr. Y. J. Kim were Joined by SIU Philadelphia representa­ tive Joe Walsh for a two-hour tour of the waterfront that included a first-class lunch prepared by the Neptune's cook, Alfred Seller. The Neptune, originally built by Bethlehem Steel for the Erie R.R. Co. in 1953, is now operated by Independent Towing. Her crewmembers and skipper, Ray McMullen, put the Neptune through her paces while amiably chatting with the PHS reps and making them feel t'home. All in all, it was an enjoyable and productive afternoon. For whenever people get together under such circum­ stances there's bound to be easy communication. And that, in turn, leads to better understanding all around— which was the purpose of the meeting in the first place. The USPHS Outpatient Clinic in Philadelphia is exemplary, and one that all such facilities would do well to emulate. It does, indeed, take good care of seamen. The USPHS Outpatient Clinic in Philadelphia is complete with its own modern laboratory, above, and the latest equipment. 30-Year Ban on Red Chinese Ships Ends The first Communist Chinese mer­ chant ship to enter a U.S. port in 30 years arrived in Seattle April 18, 1979. The vessel, the Liu Lin Hai, sailed from Mainland China in ballast. She took on a load of 1.5 million bushels of corn and sailed for Shanghai the following week. The voyage was more symbolic than anything. It was the first physical evidence, other than political courtesies, of the normalization of relations between the United States and Main­ land China. So far, one American ship the Letitia Lykes (Lykes Bros. Steamship), has made the Pacific crossing to China. The U.S. vessel's cargo manifest showed shipments of salted hides, goose fea­ thers, nails, sausage casings, canned jellyfish, bristles and assorted manufac­ tured goods. Among those dockside to meet the Chinese ship in Seattle were Senators Henry "Scoop" Jackson and Warren Magnuson, both democrats from the State of Washington. There are a variety of views on just 22 / LOG / May 1979 how much trade will flow between the two nations after initial trade agree­ ments are worked out sometime in the future. But no matter how much or how little trade will flow, the SIU believes the U.S. must negotiate some sort of bilateral shipping arrangement with the People's Republic of China. Such an agreement must guarantee that a fair portion of the cargoes involved would be carried in U.S.-flag ships. The -Liu Lin Hai. shown here entering Seattle harbor, is the first Communist Chinese ship to visit the U.S. in 30 years. �7 Recertification Program Planned New Opportunity for SlU Stewards Job Security for all Seafarers —it's one of our union's main goals. Now, the SIU, the Harry Lundeberg School and com­ pany representatives have worked together and devel­ oped a great new program to help build job security for SIU Chief Stewards. Aboard SIU ships, the Chief Steward has a lot of responsi­ bilities. He must be a people manager and a business man­ ager. He should have solid control over everything in his department. He must have an expert's knowledge of food preparation, shipboard sani­ tation, stock and inventory procedures, nutrition and safety standards. And he must be a capable teacher, espe­ cially when working with new and younger members of his department. These are a lot of responsi­ bilities for one person. They require special skills and the ability to adapt to new meth­ ods and equipment. Inventory/stock rotation procedures are very important topics which are covered in the six week program. A Chief Steward should have administrative skills. Distribution of work details, keeping time sheets and schedule planning will be covered in the course. In an industry that is al­ learned in this program will ways looking to the future, it build job security for every is important to keep up with Steward who graduates from the latest developments. it. And, because of this pro­ Keeping up means keeping gram, shipping companies your job security. This is why will know they can continue HLS is offering the new Stew­ to rely on the SIU to provide the most highly trained Chief ard Recertification Program. The new skills that are Stewards available Stewards in the Recertification program will work with HLS students in a supervisory role. Here, students are gaining ad­ vice on galley routines and food preparation. The Steward Recertification Program... will provide an extra measure ' of job security for SIU Chief Stewards. It will update all the skills it takes to manage the Steward Department. Here's what the program will cover: • Inventory Control • Vessellnspections by Public Health • Efficient Use of Food • Advanced Culinary Skills • Nutrition in Menu Planning • Typing • First Aid and CPR The Harry Lundeberg School galleys provide a very suitable environment for on the job train­ ing in personnel management. Every Chief Steward who completes this program can be certain that he's on top in his field. So sign up nowl See your SIU Representative or contact HLS to enroll. Stewanl Recertification Program Starts Sept. 3 May 1979 / LOG / 23 �SEA-LAND PIONEER (Sea-Land), March II—Chairman, Recertified Bosun M. Kerngood; Secretary R. Donnelly; Educational Director H. Messrck; Steward Delegate James McCormick. No disputed OT. $70 in ship's fund. Chairman gave a talk on the safety program and noted that films are to be shown on each trip. Also discussed the importance of donating to SPAD. A vote of thanks to the steward depart­ ment for a job well done. Next port Long Beach, Calif. AMERICAN HERITAGE (Apex Marine), March 25—Chairman, Recer­ tified Bosun Frank Teti; Secretary M. Deloatch; Educational Director E. W. Shower; Deck Delegate Joseph Olson; Steward Delegate Teddy E. Aldridge. No disputed OT. Chairman held a discussion on the importance of young men upgrading themselves at Piney Point and the dates open for the Bosun Recertificatioh Program. Also noted the importance of donating to SPAD. The crew extended a vote of thanks to Steward Marvin Deloatch and Chief Cook Teddy Aldridge for a great job. The crew e.njoyed the best menus and gourmet cooking and a very clean ship. Have never seen this kind of food on any other ship. The steward always kept the decks shining and it is so clean it is like living in the Hilton Hotel. Next port Stapleton, S.I., N.Y. GALLOWAY (Sea-Land Service), March 7—Chairman, Recertified Bo­ sun George Burke; Secretary O. Smith; Educational Director J. Abbott. No disputed OT. Chairman discussed the topic of the safety meeting that was held earlier that day. It dealt with the identification bracelet that is put out by the Medic Alert of Turlock, Calif. Suggested that anyone who is suffering from an illness that may need emergeney treatment should apply for same. SEA-LAND COMMERCE (SeaLand Serviee), March 18—Chairman, Recertified Bosun Lothar Reck; Secre­ tary E. C. Caudill; Steward Delegate Walter Stewart. No disputed OT. $120 in movie fund. Chairman spoke on upgrading and the advantages that it rep­ resents. Also that there are not enough members attending shipboard meetings. A safety meeting was held and a safety movie was run on this trip. Observed one minute of silence in memory of our departed brothers. Next port Seattle. SEA-LAND ECONOMY (SeaLand), March 18 Chairman, Recerti­ fied Bosun A. McGinnis; Secretary L. Nicholas; Educational Director H. Duhadaway; Deck Delegate B. Jarratt; Engine Delegate E. Bain; Steward Delegate E. Arnold. No disputed OT. Chairman discussed the various classes being held at Piney Point including the Bosun Recertifieation Program. Also advised the crew of the new safety strip from Sea-Land for shower stalls. Reminded everyone to let chairman know if they had any safety suggestions. Next port Port Everglades, Fla. TRANSCOLUMBIA (Hudson Wa­ terways), March 25—Chairman, Recer­ tified Bosun W. S. Byrne; Secretary Sam Davis; Educational Director E. Kawek;. Deck Delegate James Powell. Some disputed OT in steward depart­ ment. $20 in ship's fund. The ship was a long time in the port of Alexandria, Egypt. Some of the crew were cheering President Carter and Anwar Sadat in Alexandria. All the vessels in the harbor were cheering the President by fog horn. Next port Bremerhaven. 24 / LOG / May 1979 BORINQUEN (Puerto Rico Marine), March 25—Chairman, Recertified Bosun Joe Puglisi; Secretary J. Nash. Some disputed OT in deck and steward departments. A vote of thanks was extended to the Chief Steward by the Chairman and the Educational Direc­ tor. Steward thanked the baker for making pizza on his own time. A discussion was held on the importance of donating to SPAD. Observed one minute of silence in memory of our departed brothers. Next port Port Elizabeth, N.J. MASSACHUSETTS (Interocean Mgt.), March 18—Chairman, Recerti­ fied Bosun James Colson; Secretary O. Johnson; Educational Director J. Shuler. No disputed OT. Chairman discussed upgrading at Piney Point and the new Bosun Recertifieation Pro­ gram. Secretary held a discussion on LNG ships and what the requirements are and how upgrading can help. Brother Harry A. Pruss was hurt bad from a fall and was taken ashore to the hospital. A vote of thanks to the steward depai iiiieiil for a Job well done. SANTA MERCEDES (Delta Steam­ ship), March 22—Chairman, Recerti­ fied Bosun Egon D. Christiansen; Secretary S. N. Smith; Fdiicational Director William Slusser; Engine Delegate Robert J. Jones. Some dis­ puted OT in steward department. $221.44 in ship's fund. Chairman re­ ported that to date it had been a very good trip and thanked everyone for their cooperation. Advised all crewmembers that if you should be getting off you should try and go to the Lundeberg School for upgrading. You should get your lifeboat ticket and also go to firefighting school. Discussed the im­ portance of donating to SPAD. Next port Los Angeles. OVERSEAS ALEUTIAN (Maritime Overseas), March 11 Chairman Fran­ cis C. Adams; Secretary R. H. Mann. Some disputed OT in engine depart­ ment. $20 in ship's fund. All communi­ cations received were read and posted. Educational Director advised ail mem­ bers to go to Piney Point for upgrading. Report to the "We ; ineerely thank the Lo}> for all it's, doings." Next port Philadelphia. PUERTO RICO (Puerto Rico Ma­ rine), March 18—Chairman, Recerti­ fied Bosun Willie D. Crawford; Secre­ tary T. Jackson; Educational Director H. P. Calloe; Deck Delegate Paul E. Holloway; Steward Delegate Eddie Villasol; Engine Delegate Douglas Laughlin. Some disputed OT in deck and engine departments. Chairman advised that all members should go to Piney Point and upgrade. Also that those eligible should apply for the Bosun Recertifieation Program. This will not only help you and mean better jobs and job security but wUJ also help your Union. A vote of thanks to the steward department for a job well done. Next port San Juan. JEFF DAVIS (Waterman Steam­ ship), March 10—Chairman, Recerti­ fied Bosun George E. Annis; Secretary Ralph Collier; Educational Director S. Wilson; Steward Delegate P. Clark. Some disputed OT in engine depart­ ment. A message was sent to Captain Yarbrough and his family in regard to the death of his two brothers. The deck and steward department donated $90 for flowers. Chairman noted that there are over 50 movies on board this voyage and discussed the importance of donat­ ing to SPAD. Observed one minute of silence in memory of our departed brothers. DELTA URUGUAY (Delta Steam­ ship), March 17—Chairman, Recerti­ fied Bosun R. Broadus; Secretary A. Rudnicki; Educational Director D. Peterson; Deck Delegate J. Kemp; Engine Delegate A. Sczypiorski; Stew­ ard Delegate H. Allen. No disputed OT. Chairman advised all crewmembers to use the tunnel whenever cargo is being worked and in bad weather. Everyone should practice good safety habits at all times. Educational Director advised all those with qualified time to upgrade themselves and to check the latest Log for class dates. Noted that the Bosun Recertifieation Program has been reopened. NECHES (Cove Shipping), March 11,—Chairman Louis W. Hachey; Secretary E. Sims; Educational Direc­ tor P. Pappett. No disputed OT. Received notice from Headquarters on the Bosun Recertifieation Program, time, place and eligibility requirements. Posted on bulletin board. Chairman gave a vote of thanks to the steward department for a job well done. There has not been a bad meal on the ship in five months. Outstanding service and a steward who takes pride in his profes­ sion. Gave a vote of thanks to the deck and engine departments for making a hard voyage run so smooth. Noted it's people like this who make him proud he is in the SlU. SEA-LAND FINANCE (Sea-Land Service), March 21—Chairman, Re­ certified Bosun J. Spuron; Secretary A. Reasko; Educational Director Hacker. No disputed OF. All communications were posted. Chairman advised all crewmembers to go to the upgrading classes at the Lundeberg School. Discussed the importance of donating to SPAD. Observed one minute of silence in memory of our departed brothers. MOUNT WASHINGTON (Vic­ tory Carriers), March 6 Chairman, Recertified Bosun Alan Whitmer; Secretary B. Guarino; Educational Director Oscar Cooper. Some disputed OT in deck department. Chairman gave a talk on the upgrading school at Piney Point and how all those who are eligible should take advantage of it. Also discussed the importance of donating to SPAD. All communications received were posted on the bulletin board. A vote of thanks to the baker and the steward. Al.so to Gary Haynes for the good job of pinch hitting for the missing crew mess. Observed one minute of silence in memory of our departed brothers. SEA-LAND VENTURE (Sea-Land Service), March 2—Chairman, Recerti­ fied Bosun W. Bobalek; Secretary H. Ridgeway; Educational Director D. Rojas. No disputed OT. Chairman reports that everything is running smooth. Held a discussion on the articles that appear in the Log . Also on the importance of donating to SPAD. A vote of thanks to the steward depart­ ment for a job well done. Observed one minute of silence in memory of our departed brothers. OVERSEAS CHICAGO (Maritime Overseas), March 25 —Chairman J. S. Rogers; Secretary C. Veazie; Steward Delegate James A. Payton. No disputed OT. All communications received were read and posted. Chairman noted that the question about transportation is to be settled by boarding patrolman at payoff. Educational Director advised all members to look into upgrading programs being offered at Piney Point. A vote of thanks to the steward department for a job well done. A vote of thanks from the steward to the crew for their help and concern in the cleanliness of the messrooms. Next port Baton Rouge, La. SEA-LAND LEADER (Sea-Land Service), March 11 —Chairman, Recer­ tified Bosun Hans Lee; Secretary J. Utz. No disputed OT. Chairman noted that members should take advantage of Piney Point upgrading classes. Secre­ tary read a story from the Ijog on the proper treatment of burns. A vote of thanks to the steward department for a job well done. Official ship's minutes were also received from the following vessels: ROBERT E. LEE EL PASO SOUTHERN LNG ARIES POTOMAC PENNY DELTA AMERICA COVE TRADER OVERSEAS ULLA VIRGO ACHILLES BOSTON JACKSONVILLE OGDEN WABASH DELTA MAR CONNECTICUT OGDEN CHALLENGER PISCES MOUNT VERNON VICTORY COUNCIL GROVE SANTA MARIA ATLANTIC MARYLAND DELTA NORTE DEL ORO OVERSEAS ALICE OVERSEAS ALASKA SEA-LAND EXCHANGE OVERSEAS VIVIAN COVE ENGINEER OVERSEAS VALDEZ OVERSEAS NEW YORK MAINE DELTA BRASIL COLUMBIA COVE RANGER SEA-LAND CONSUMER DELTA AFRICA TAMPA OGDEN WABASH COVE NAVIGATOR MANHATTAN TAMARA GUI EDEN BALTIMORE COVE LEADER COVE EXPLORER GOLDEN DOLPHIN COVE COMMUNICATOR ALEUTIAN DEVELOPER ALLEGIANCE DELTA COLOMBIA OGDEN WILLAMETTE ANCHORAGE �Slinging Coal Was a Way of Ufe for OldHi^Jire^n ... ...... by John Bunker Mr: Bunker is head of the Seafarers Historical Research Department. OAL slinging firemen are a thing of the past at sea and are fast becom­ ing extinct on the Great Lakes, where this rigorous profession still flourished for many years after it had all but disappeared on salt water. Most of the Lakes firemen who are still left are aided by automatic stoking devices which take much of the labor and grime out of firing in a stokehold. Norman Tober is one of many SlU oldtimers who remember the days of "banjos and slicing bars" on the Lakes. The old firemen callpd their shovels "banjos" and the slicing bars, were 12 foot long, 40 pound steel pokers used to break up clinkers and keep a good circulation of air through the fires. A fireman worked as much with his slicing bar as he did with his "banjo." Tober started his Lakes firing on the steamer Harry T. Ewing in 1949. She was a real veteran of the ore trade, having been built in 1902. C When we wanted to show we were extra He also fired f.rcd boilers on .he Mln:,, ^hen the Sullivan good or annoy the 'Chief a bit we would Brothers. This ship was a typical coal let the needle crawl over the red line so burner with two boilers, having two fires the safety valve would go. pop-popin each boiler. There were two firemen pop" on a watch, taking turns at firing and Hardest part of a firing job. he recalls, coal passing. Coal passers shoveled coal was learning to "pull" a fire and build it from the bunkers to the fireroom plates up all over again after the clinkers had and did other dirty jobs such as blowing been removed. To do this, he explains, tubes with a portable high pressure you would "wing" the fire, with the slice steam line on the older ships. bar. piling the good coals on one side Deep .sea ships usually carried one and then the other while you broke up coal passer for each two firemen. North and raked out the clinkers. You then Atlantic liners often had 20 or more threw on a little new coal at a time, firemen and passers on a watch. distributing it over the grates until you Part of a fireman's job at the end oi a had a roaring fire again. watch was to rake ashes out of the fire A fireman's nightmare, he says, was pits onto the floor plates, douse them trying to keep up a head ol steam with with water, and break up the big clinkers poor coal. with a sledge hammer. At the beginning "Sometimes." he says, "we'd get coal of the next watch it was the job of with all kinds of junk in it -like bricks, firemen or coal passers to shovel the sod. grass, bottles and other stulf. ashes into a big bin. from which they A skilled stoker could throw a shovel were ejected through the hull into the full of coal into the furnace without Lake by water pressure. On some ships hitting the fire doors and spilling a drop. ashes had to be hoisted up to the deck in Being able to spread it out over the ponderous buckets and thrown over the grates from front to rear was the mark ot side. . a good fireman. The fireman was a skilled technician. "We wore dungarees, sweatshirts and "A good fireman," says Tober. "was heavy gloves to keep from getting singed proud of being able to keep the needle when we worked the.slicing bars right in on the red line on the steam gauge. Seafarer Norman Tober, who started his sailing career slinging coal, demonstrates how the coal was slung years ago. - . A no. on^e oL coa, .u,ners w.c. were l.e Lea,, d front of the furnace." he recalls. "It fell like the names were peeling the skin right off your face., .like a volcano was shooting out on you. , "By the end of a watch you looked lixe vou'd been rolling around in a coal mine. You never got all the grime washed off. It sure gave a man a terrific appetite. Anything tasted good "Some guys loved the stokehold. Tober says. "1 was a watch mate with an old Norwegian who had been tiring for 30 years on coal burners. He walked with a permanent stoop in his back but he was so good at his job he could spend half of a watch sitting on his shovel and smoking a pipe while 1 was struggling to keep 250 pounds on the gauge. "Those were tough men...and tough jobs Once in a while 1 got to stand under a vent and feel the fresh air or go up the fidlev and look at the scenery for a lew minutes. But most of the \ime it was work and sweat - shovel, slice and U.S After a few years on the Lakes Tober migrated to salt water. His discharges show lime on such ships as the Rohm Grew Steelore, Jean LaFiite. Antinuous. Long Lines. Purplesiar and l.ongview Victory. I.e. Ic. n.ny y.ars FROIW YOUR UNION NARCOTICS V/ILL EAT YOU UP AND YOU'LL LO^E YOUR PAPERS FOR LIFE May 1979 / LOG / 25 �Industrial Relations at HLS MARGARET NALEN, Director of Academic Education, explains scholarship opportunities for Seafarers to upgraders in the new Industrial Re­ lations program. Program Meets New Needs of Members In response to the changing needs of the SlU membership, the Harry Lundeberg School has re­ vised the Industrial Relations pro­ gram for upgrading students. Stu­ dents who attend the program will acquire an in-depth understanding of how the Union uses its strength to advance the interests of Seafar­ ers, Boatmen and their industry. Students are also helped to see the vital importance each of them plays in the SlU organization. The format for this new program gives upgraders the opportunity to meet experts in the different areas of the curriculum. Classes meet at various times during the upgraders' stay, and each session follows a seminar-type design. Plenty of time is allowed at the sessions so that students can ask questions and have them answered by the ex­ perts. This new program offers mem­ bers the chance to meet and talk with the officials and experts who are working on their behalf. It is now an on-going part of the curric­ ulum at HLS. The new course is available to every Seafarer and Boatman who upgrades at HLS and is yet another educational oppor­ tunity for all members of the Sea­ farers International Union. 26 / LOG / May 1979 SlU Executive Vice President FRANK DROZAK speaks with students in the upgrading vocational programs at the Lundeberg School. He is the keynote speaker of the new industriai relations pro­ gram at HLS. DAVE DOLGEN and CHUCK MOLLARD (seated at table) answer questions from HLS students. �Experts in the Maritime Field are Featured The goal of the new Industrial Relations program at HLS is to give upgraders at the school an oppor­ tunity to meet and learn from the leaders in many different areas of maritime who are working on be­ half of Seafarers, Boatmen and their industry. As part of the new program, the leadership of the Un­ ion, experts from the Contract De­ partment, the Seafarers Welfare Plan, the Transportation Institute, the Maritime Trades Department and the Harry Lundeberg School now give presentations and lead discussions. Approximately 300 Seafarers and Boatmen attended the program so far to ask questions of SlU Execu­ tive Vice President Frank Drozak, who serves as keynote speaker for the start of each new course. Dur­ ing the course, the students also discuss contract provisions and SAB procedures with Contract Offi­ cer Red Campbell and learn about pension and welfare benefits from Administrator of the Seafarers Welfare Plan Carolyn Gentile and Claims Department Supervisor Tom Cranford. Transportation Institute experts Rich Saul and Captain Richard Stone cover the economics of the towing industry and deep sea shipping industries respectively and lead the discussions which follow. Chuck Mollard, SlU Washington representative, works with Director of Legislative and Political Activities for the Maritime Trades Department, Dave Dolgen to cover issues of political importance to the member­ ship and to explain the vital role of SPAD in furthering the interests of Seafarers and Boatmen. Lundeberg School Vice Presi­ dent Mike Sacco covers history and the SlU Constitution and also introduces and coordinates the other presentations. HLS staff members Margaret Nalen, Charlie Nalen and Rick Reisman discuss education, up­ grading and alcoholism. TOM CRANFORD. Claims Department Supervisor CAROLYN GENTiLE, Administrator of the Seafarers Welfare Plan. Contract Officer RED CAMPBELL CAPTAiN RiCHARD STONE Director of inland Waters RICH SAUL. May 1979 / LOG / 27 �SlU Helped Him Beat the Mean Streets of N,Y.C. . It's a long way from the streets of Harlem to the deck of an LNG ship, as Seafarer Leroy Tanner will readily admit. But Tanner, 28, a 1971 graduate of the Harry Lundeberg School Entry Program who grew up in New York City, is ready to go aboard his first LNG ship—the El Paso Savannah. Tanner won't have far to travel, however, when the new LNG carrier Seafarer Leroy Tanner, and his wife, Yvonne, during a recent visit to theLog office in Brooklyn, N.Y. crews up in Norfolk sometime in June. He now calls Appamatox, Va. home, and lives there with his wife, Yvonne, and their 3-year-old daughter, Shantay. Things are looking pretty good these days for Leroy Tanner, but it wasn't always that way. He well remembers what it was like trying to get a job back before he attended the Lundeberg School. "I'd go for a job interview and they'd ask me, 'You got any skills? No? Well, we'll call you.' And then I'd never hear from them again." Tanner has got his skills now. and no more trouble trying to find a job. Leroy Tanner's skills are in demand these days, but it didn't happen overnight. He has applied himself in his seafaring career, and has taken advan­ tage of every educational and upgrading opportunity that the SlU has put before him. Referring to the many upgrading courses offered at the Harry Lundeberg School, Tanner said, "I've taken just about every course they've got." That's saying a lot, but it's just about correct. Since his first years working in the steward department as messman, steward utility, and third cook. Tanner has switched to the engine department where he has quickly upgraded from wiper to FOWT to QMED. He has also Dispatchers Report for Inland Waters APRIL 1-30,1979 nOTAL REGISTERED All Groups Class A Class B Class C Port Boston New York Philadelpfiia .. Baltimore Norfolk Tampa Mobile New Orleans . Jacksonville ., San Francisco. Wilmington ... Seattle Puerto Rico ... Houston Port Arthur Algonac St. Louis Piney Point ... Paducah Totals 0 0 0 3 0 1 4 11 1 0 3 0 0 6 4 0 0 1 8 42 0 1 0 7 0 3 0 5 2 0 10 0 0 5 10 0 16 27 3 89 0 0 0 1 0 0 0 49 0 0 23 0 2 23 10 0 6 0 39 153 Totals All Departments. 0 0 0 2 0 0 1 6 0 0 4 0 0 7 6 0 1 1 3 31 0 0 0 0 0 0 0 1 0 0 2 0 0 7 12 0 17 27 4 70 0 0 0 0 0 0 0 10 0 0 5 0 0 15 10 0 5 0 10 55 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 3 0 4 0 0 0 0 0 0 0 20 2 0 0 0 0 4 1 0 0 0 0 27 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 3 0 6 0 0 0 0 0 0 0 0 2 0 0 0 0 5 0 0 0 0 0 7 0 1 0 18 0 5 0 6 4 0 13 0 0 6 4 0 14 1 1 73 0 0 0 3 0 3 0 54 2 0 22 0 7 16 17 0 15 0 92 231 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 0 1 0 0 0 19 0 0 3 0 1 1 1 0 1 0 1 28 STEWARD DEPARTMENT 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1 2 0 0 0 .0 0 1 0 0 0 0 0 0 0 0 0 0 1 3 0 5 46 98 0 0 0 0 0 0 0 8 0 0 0 0 1 0 0 0 0 0 1 10 190 0 0 0 0 0 0 0 0 0 0 10 0 0 0 0 0 0 0 0 0 34 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 3 0 4 0 0 0 0 0 0 0 2 0 0 0 0 1 0 1 0 0 0 1 5 0 0 0 0 0 0 0 1 1 0 0 0 0 0 1 0 1 0 1 5 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 2 0 1 4 0 1 0 0 0 0 0 11 3 0 0 0 1 0 0 0 3 0 8 27 80 67 75 78 286 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. 28 / LOG / May 1979 0 0 0 1 0 6 13 10 4 0 3 0 0 10 12 0 3 0 6 68 ENGINE DEPARTMENT Port Boston New York Philadelphia . Baltimore Norfolk Tampa Mobile New Orleans ., Jacksonville .. San Francisco. Wilmington ... Seattle Puerto Rico ... Houston Port Arthur Algonac St. Louis Piney Point ... Paducah Totals •"'REGISTEREDON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Port Boston New York Philadelphia .. Baltimore Norfolk Tampa Mobile New Orleans .. Jacksonville .. San Francisco. Wilmington ... Seattle Puerto Rico .., Houston Pott Arthur Algonac St. LOUIS Piney Point ... Paducah Totals TOTAL SHIPPED All Groups Class A Class B Class C taken courses in marine electrical maintenance, automation, refrigeration systems maintenance, and is presently taking the pumproom maintenance and operation course while waiting to ship aboard the E! Paso Savannah. Tanner completed the LNG safety course in 1978 and also has his firefighting, lifeboat, and cardiopul­ monary resuscitation training under his belt. The desire to learn, and the deter­ mination to follow up on that desire, has been the key to success for Leroy Tanner. While still sailing as messman he'd venture down into the engine room on his free time to learn what he could about ship propulsion and engine maintenance. "I was interested," Tanner told us. But instead of just sitting around talking about his interest, he went and did something about it. By 1976 he had upgraded to QMED and has been sailing in that capacity ever since, mostly on tankers. Giving credit where credit's due. Tanner had much praise for the teachers at the Lundeberg School. "I've received a lot of encouragement from every­ body," he said, "at the school and on the ships. And that has really helped." Tanner also said that joining the SIU was "the best thing that ever happened to me." People who are enthusiastic about learning, and show a desire to upgrade themselves, don't have to look far for encouragement in the SIU, as Leroy Tanner has found out. It's ironic that Tanner, with his attitude about learning, has not yet gotten his high school diploma. He plans on taking the GEO course at the Lundeberg School, and getting his diploma, as soon as he can work it into his schedule. But so far he's been too busy doing other things (including picking up some 40 college credits along the way through his Piney Point courses!). So what's next for Leroy Tanner? Well, he'll go aboard the El Paso Savannah as a QMED soon. But he's already looking beyond that. "I want to try for an engineer's license some day," he told us. He's come a long way since he decided to head out on his own from 117th Street in New York City. And we wouldn't be surprised if, some day, we wrote a story about a new merchant marine engineer by the name of Leroy Tanner. Personals Lowell D. Hardwick Please contact, Missr J. G. Martin, 52 Barrow St., New York, N.Y. 10014. , Kenneth Killion Please contact, editor of the Log, Tel. (212) 499-6600 Ext. 242. Australia Info Anyone wishing to hear about Australia, please contact, Edward Terrazzi, 74 Payne St., Burnie, Tas­ mania, Australia 7320. W. F. Lindberg Please contact, San Francisco Hall, 1311 Mission St., San Francisco, Calif. Tel. (415) 626-6793. Ernest Skipper Please contact, Elois Laywell, 1810 Airline, Space 13, Houston, Tex. 77009. Tel. 868-4112. �IWbrried Member Turns Happy When Plan Pays $1,857Medical Bill Seafarer Stephen Garay couldn't be happier these days. He and his wife, Cathy, have a brand new daughter, Mariah. They're building their dream house in St. Maries, Idaho. And as he says, he has "very good job security shipping with my 'A' seniority classification." The only thing that had worried Steve in recent months was an $1,857.75 hospital and surgical bill surrounding the birth of his daugh­ ter. In his eight years as an SIU member, he never had cause to file for medical benefits from the Delta Peru Committee N.Y. Port Agent Jack Caffey (seated I. center) checks the crew's list of the SS Delta Peru (Delta Lines) at a payoff on Apr. 26 at the 39th St. Pier, Brooklyn, N.Y. He's flanked by part of the Ship's Committee of (left) Recertified Bosun Peter Sernyk, ship's.chairman and (right) Reefer Engineer Jesse Hall. Seated opposite them are (rear) N.Y. Patrolman Darry Sanders and (front) Chief Electrician Chris Tsipliareles, educational director. Standing (I. to r.) are Crew Messman Carlos Lopez, Chief Steward R. Hutchins, secretary-reporter and Engine Delegate David Shaw. TOP MAN HE EARNS TOP DOLLAR Seafarers Welfare Plan, and he wasn't sure how much would' be covered. But he was more than happy to find out that the entire $1,857.75 bill was picked up by the Welfare Plan. Steve found out what so many other SIU members have discovered when they file for Welfare benefits for the first time. He found that the Seafarers Welfare Plan is an ex­ tremely comprehensive one. And that it is designed to protect the member and his dependents to the fullest possible extent. When he was notified that the Plan would pick up the entire bill, Steve said, "1 was quite moved by the news as it was the first time 1 had ever received a benefit of this nature." He also said, "I sure will vouch for the sincerity of the SIU. And my Union brothers can always count on my loyalty to the Brotherhood of the Sea." Steve started with the SIU in 1971 after graduating from the Lunde­ berg School Entry Training Pro­ gram. He has since upgraded to Able Seaman. And he has achieved his Seafarer Stephen Garay "A" book by participating in the "A" Seniority Upgrading Program. At the present time, Steve is .sailing AB on the SS Westward Venture running from the West Coast to Alaska. When he gets off the ship, he'll be heading back to Idaho to do some more work on his house and enjoy his time with his wife and baby. But he knows that while he's home, a long way from the ocean and a long way from a Union hall, he and his family are still protected through the benefits of the SIU. As Steve says, "1 really believe the SIU is motivated by Brotherhood." Monthly Membership Meetings Port New York Philadelphia Baltimore ..' Norfolk Jacksonville Algonac Houston New Orleans . Mobile San Francisco Wilmington . Seattle F^iney Point San Juan Columbus Chicago Port Arthur Buffalo St. Louis Cleveland Date Deep Sea I.akes, Inland Waters IIIW 7:00p.m. 7:00 p.m. 7:00p.m. 7:00 p.m. June 4 June 5 June 6 June 7 June 7 June 8 June 11 2:30p.in. 2;30p.m. 2;30p.m. 9;30a.m. 2:00p.m. 2;30p.m 2:30p.m June 12 ., June 13 June 14 June 18 June 22 2:30p.m 2:30p.m 2:30p.m 2:30p.m 2:30p.m 7:00p.m. — — 10:30a.m 2:30p.m — — 2:30p.m 2:30p.m — — — 1:00p.m. — — — — — June 9 June 7 June 16 June 5 June 12 June 13 June 15 June 14 7:00p.m. — Boston Committee He's Chief Pumpman You can be top man, too. Take the Pumproom Maintenance and Operations Course at HLS. It's your ticket to the top. It starts July 23. To sign up, contact: Harry Lundeberg School "Vocational Education Department Piney Point, Maryland 20674 Phone: (301) 994-0010 At a payoff on Apr. 24 at Port Elizabeth, N.J. is the Ship's Committee of the containership 5:- Boston (Sea-Land). From (I. to r.) are Engine Delegate Joe Daoosta, Deck Delegate Victor Pacheco, Educational Director D. Pase and Stewaro Delegate Vi^icr Silba. May 1979 / LOG / 29 �P55^..^ More Lifeboatmen Hit The Books—Now Cooks (And Bakers) f Showing off lifeboat course certificates are: (I. to r.) A. Dix, H. Archibald. G. Hamilton, and J. Harris. New cook and bakers are: (I. to r.) F. Robinson, R. Brown, and D. Robinson. LNG Three Pass The Reefer Class Shown after successfully completing the refrigeration class are: front row, (I. to r.) L. Tanner and C. Coumas; back row, (I. to r.) C. Cummingham, G. Gilliand, and A. Hooper. - ••• Four, Five Steward department members who recently completed the LNG safety course are: front row, (I. to r.) E. Kilford and R. Trotman; back row, (I. to r.) S. Piatak, J. Andresen, H. Archibald. The Harrv Liindeberg €61' School of Seamanship T *'For a better job today, and job security tomorrow. will Roam The Seas...As AB's Lined up after completing the AB' upgrading course at the Lundeberg School are: front row, (I. to r.) D. Dommer, S. Pollock, B. James, D. Penrose, M. Romero, M. Uniake, W. Grimes, D. Martz, D. Gumport (instructor): middle row, (I. to r.) K. Meyer, M. Lambert, K. Quinn, J. Turkus. J. Wolos, J. Darda, C. Sprott, M. Haumann; back row, (I. to r.) 0. Geisler, B. Shaw, J. Muscato, T. Culotta, K. Crimmons, C. Kiafert, E. Ayvazian, D. Torres, and S. Glasser. 30 / LOG / May 1979 SfeB*; �In Less Than Two Years, HLS Grad Is Cooking With Gas When the newest American LNG [ship, the LNG Libra, sailed out of Quincy, Mass. on her maiden voyage this month. Seafarer Larry Dockwiller, a new "A" seniority upgrader, was aboard. The gas ship won't be anything new to Dockwiller, however. At 23, he's already a real LNG veteran. In fact, Dockwiller was a member of the first crew to ever work an American LNG ship. Just a month after he graduated from the Harry Lundeberg School, in May, 1977, he went aboard the first LNG ship ever built in the Western Hemisphere—the LNG Aqua­ rius—as a general steward utility (GSU). Dockwiller's ticket to participate in that historic event was the certificate he received after completing the Basic I^G Safety Course at the Lundeberg School. Since 1977, Dockwiller has worked exclusively on LNG ships. He took a break from his duties on the Aquarius to upgrade to cook and baker early last year, which he subsequently worked as on both the Aquarius and the LNG Gemini. The only thing that will be new for Larry Dockwiller when he goes aboard the Libra will be his new job: he'll be that ship's very first chief cook. "I never cooked in my life," he told us, "till 1 got on a ship. My mom always had a meal on the table." That was back in Austin, Texas. Since then, in Just two years, Dockwiller has learned a lot, and achieved a lot. And he's become one of the best marine cooks in the business. How did he do it? Quite simply, he worked at it, and he took advantage of the upgrading opportunities that, he says, "are there for everybody." Sticking with a job is also a Dock­ willer trademark. During the first 22 months following his graduation from the Lundeberg School, he put in 18 months at sea. This has helped him to get ahead and to save some money. Dockwiller has also kept his ears open, mostly listening to the culinary wisdom of his galley mentor, long-time SlU member Frank Costango. He made no attempt to hide his gratitude for the help Costango has given him in learning to become a first-rate cook. "He's taught me everything," Dockwiller told us. When asked if he had any misgivings about doing the job of a chief cook, Dockwiller just shook his head and said, "I haven't had any complaints so far; nobody's lost any weight on any ship I've been on." Dockwiller will be teamed up with Frank Costango again when the LNG Libra begins her maiden voyage (Cos­ tango will be sailing as Steward/cook). So we don't imagine anybody's going to lose any weight on that ship either. We wish both the LNG Libra and her crew smooth sailing in the years to come. DisDitcliiirs Rnort fv Great lakes APRIL 1-30,1979 noTAL REGISTERED TOTAL SHIPPED All Groups Class A Class B Class C All Groups Class A Class 8 Class C ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Algonac (Hdqrs.) 105 29 3 126 98 2 42 12 8 3 33 15 13 0 41 87 Totals All Departments 256 199 55 240 156 8 •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. 125 114 87 112 ENGINE DEPARTMENT Algonac (Hdqrs.) 66 26 9 72 40 STEWARD DEPARTMENT Algonac (Hdqrs.) 13 5 2 42 18 3 ENTRY DEPARTMENT Algonac (Hdqrs.) 72 139 41 0 0 Larry Dockwiller KNOW YOUR RIGHTS KNOW YOUR RIGHTS CONSTITUTIONAL RIOHTS AND OBI IGATIONS. 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 con­ tents. Any time you feel any member or ofiicer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for-this is: Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20th Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU KNOW YOUR RIGHTS HiitHiifliiinuiiiiii^iiiiiiiiiiiiiiiiHiiiiiiiniiiiifiniiiiiiifiiiiiiiiiiiiiiiiiiiiiiiiiii^ patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY —THE LOG. The Log has traditionally ref rained f rom publishing any article serving the political purposes of any individual in the Union, officer or member. It has also 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. Ihe responsibility for 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 circum­ stances 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 receipf, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to Union 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 discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify Union headquarters. SEAFARERS POLIl ICAL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds arc used to f urther its objects and purposes includ­ ing, 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 con­ dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notif y the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Sup­ port SPAD to protect and further your economic, poli­ tical and social • interests, and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or infor­ mation, he should immediately notify SIU President Paul Hall at headquarters by certified mail, return receipt requested. The address is 675 - 4th Avenue, Brooklyn, N.Y. 11232. May 1979 / LOG / 31 �t Law of Sea Confab Still Hung Up on Ocean Mining S till hamstrung on the critical ques­ tion of how the mineral wealth of the world's oceans will be mined and distributed, the United Nations Law of the Sea Conference wrapped up another session in Geneva last month. "Many issues proved impossible to solve during this session," said U.S. Conference Ambassador Elliot L. Richardson, "and it is far from clear that they can be solved during the next." The Law of the Sea Conference is scheduled to resume in New York in July, when deep seabed mining rights will be the number one topic on the agenda. The 156 nations participating in the Conference have been meeting spo­ radically since 1958 to create a formal, international agreement governing the use of the oceans and their natural resources. Arguments concerning the movement of ships on the ocean's surface were settled during the past Conference sessions. Last month's six-week session yielded accords on fighting ocean pollution; on creation of marine research stations and on granting land­ locked states access to surplus fish stocks in coastal states. But the sticking point at this session such an agreement would cause losses to remained, as it has been in the past, the Western mining companies; would give question of who shall retrieve and profit , political control over ocean resources to from the vast treasure of mineral-rich the Third World and would cause a nodules found on the ocean floor and tremendous loss of potential jobs for valued at as much as $3 trillion. American workers—as many as 20,000 Developing Third World countries by jobs by the year 2000. far outnumber industrialized nations in The U.S. delegation wants to make the delegate make-up of the Law of the sure that the valuable nodules lying on Sea Conference. the ocean bottom are distributed under While both industrial and devel­ reasonable terms and conditions. oping nations agree that a treaty A status report on the Law of the Sea governing deep seabed mining should Conference prepared by the U.S. reflect the sentiment of the U.N. that the General Accounting Office noted that wealth of the oceans is the "common the "objective of the U.S. delegation is heritage of mankind," there's little to achieve a comprehensive treaty that agreement on how that sentiment can be protects essential U.S. interests. translated into practical terms. Ambassador Richardson is not The developing colintries continue to hopeful about a quick resolution of the advocate, as they have in the past, tangled issues snagging agreement on establishing a U.N.-run International deep sea mining. The green light for Seabed Authority which would act as an U.S. companies to begin retrieving the international mining company. minerals of the oceans is far more likely The Authority would require Western to come from the U.S. Congress than nations, including the U.S., with the the Law of the Sea Conference in the know-how and capital to mine the near future. ocean's minerals to.channel both profits A Deep Seabed Ocean Mining Bill and sophisticated technology back to which would allow American com­ the Authority for the use of the panies to begin mining operations in the developing countries. absence of an international treaty, is It is the position of the AFL-CIO that currently before a Senate committee. the legislation is similar to an SIUbacked Ocean Mining Bill which received House approval last year. This year's Deep Seabed Ocean Mining Bill has the strong backing of the SIU and the labor movement because it contains a clause mandating the use of U.S.-flag ships and workers in the ocean mining industry. Under Section 102(C)(2) of the Deep Seabed Ocean Mining Bill, U.S. companies who engage in deep seabed mining would be required to use a minimum of one U.S.-documented vessel per mining site to transport the nodules. Such a provision would create thousands of jobs for American seamen and for workers engaged in shoreside support industries. Last year the SIU pushed hard to get Congress to attach amendments to the 1978 Ocean Mlining legislation which would guarantee American workers a share of the jobs created through the brand-new ocean mining industry. The Union has resumed efforts this year to make sure the Deep Seabed Mining Bill, with the American jobs provisions intact, makes it through Congress. Training Board Zeros in on Manpower Needs of Great Lakes The annual Spring meeting of the Maritime I raining Advisory Board, held Apr. 25-27, zeroed in on manpower needs on the Great Lakes. The meeting was attended by representatives of Government, management and labor. ---.I -A* ^1 The conference was held at the Great Lakes Maritime Academy in Traverse City, Mich. It was chaired by Captain Arthur W. Gover, the Director of Sandy Hook Pilot School. I here were several speakers featured at the meetings. Arthur Friedberg, director of the Office of Maritime Manpower of the Maritime Administra­ tion reported on a study performed by MAR.AD called "Great Lakes Man­ power Requirenients. " In his presentation, Friedberg stated that shortages of officers e.xisted on the Quality of Work Life Concern of U.S. Labor The American Center for the Quality of Work Life met recently in Washing­ ton, D.C. to inform trade unionists about the programs in existence exam­ ining Quality of Work Life. The main objective of the meeting was to stimulate an active discussion on quality of work life issues among trade unionists and to identify strategies for furthering appropriate QWL activities by and with unions. Among the participants were Hazel Brown, president of the Lundeberg School and Michael Gaffney, project engineer for the Human Resources Project. They shared with the others information about the study "Human Resources in Ship Operations," which is being conducted by the Lundeberg School with the cooperation of U.S. maritime labor. During the first two days of discus­ sions, the topics covered were aimed toward understanding the meaning of the quality of work life, the objectives, structure, union role and public policy. The second day focused on examples of programs that are already in existence. 32 / LOG / May 1979 Great Lakes. These deficient areas include 5 percent shortage in the deck department and a 10 percent shortage of engine department personnel. Accord­ ing to the MAR AD study, the acade­ mies arc not supplying the Lakes region with the necessary officers. Friedberg commented, "recently a man 101 years old renewed his license and is working on the Lakes," f I A Dan Smith, representative of MEBA, District 2. expressed labor's views on the ' requirements for the Great Lakes. He said that MEBA agreed with the projections made by the MARAD study. Smith said the average age of a M EBA member on the Lakes is47. Onethird of these people are eligible to receive pensions right now. In comput­ ing the future demands of manpower on the Lakes, the study did not consider time-off for licensed engineers. The Coast Guard is requiring a minimum for manning. According to Smith, this is a^ blessing from a safety and fatigue standpoint. Another featured speaker was Allen .1. Pesch of Eclcc-Tech Associates. Mr. Pesch's presentation was an explanation of the study, "Human Resources in Ship Operations, " which is being conducted by the Harry Lundeberg School in cooperation with several maritime unions. The presentation was wellreceived and several members of the Advisory Board felt it is timely. While attending the Advisory Board meeting, the representatives from the Harry Lundeberg School, Miss Hazel Brown and Charlie Nalen, director of Vocational Education at HLS, visited the Great Lakes Academy and observed their programs. This is an objective of the MTAB—for its members to visit each others operations each year. Committee elections were also held at the annual event. Charlie Nalen was elected to chair the Education Commit­ tee of the MTAB. Other members of this committee are Ron Spencer, MEBA; Captain Bill Rich, Masters, Mates & Pilots; Commander Rjchard Hess, U.S. Coast Guard; and Bill Sembler, SUNY State Maritime. This group's project is the production of a survival manual. M iss Hazel Brown, President of H LS, was reelected to a four vear term on the Maritime Training Advisory Board's Executive Committee. Other members of this committee are Roy Luebbe, MEBA District I; Pat Nazarro, Merch­ ant Marine Academy, Kings Point, New 1 A %f « r U .-v m* >-J York; and Spec Denning, Barber Brothers, inc. Next year's annual meeting will be hooted by the Merchant Marine Aca­ demy in Kings Point, New York. AX M I» a ^ J ^ I ..... a WA It's your Industry And it needs you 03 Move to the top. Apply now for a Transportation Institute Towboat Operator Scholarship. It's the best deal in the country for Boatmen who want to get ahead: • special three-month curriculum offered only at the Harry Lundeberg School • room, board and books free • tuition free • weekly stipend of $125 • time spent in on-the-job training is Coast Guard approved as the equivalent of wheelhouse time • day-for-day work time credit, for HLS entry grad­ uates See your SIU Representative to apply. Do it today! �Education Today . . . Growth and Opportunity for Seafarers educational process and to enjoy its benefits themselves. From the growth they see at HLS, they can see the great strides they have made as professionals. And this is encouraging to every mem­ ber. A perfect example of this is a Sea­ farer who started out in the basic read­ ing program at HLS. When he return­ ed to upgrade, he also studied for and achieved his GEO diploma. Now he's attending college through the Charlie Logan Scholarship Program. In fact, 1 know that the GED pro­ gram has opened the door to education for many Seafarers and Boatmen. A high school diploma is something so many members never had the oppor­ tunity to earn. This program gives them the chance. And, because they succeed in this program, they are en­ couraged. They believe they can suc­ ceed in higher education, too. They can because they think they can! Margaret Nalen, Director of Academic Education at HLS, coordinates the Char­ lie Logan Scholarship Program. The educational opportunities for Seafarers—and Seafarers' re­ sponse to these opportunities—have grown tremendously in the past few years. This year, more Seafarers than ever applied for Charlie Logan Scholarships. These scholarships make advanced education possible for many Seafarers and Boatmen and their dependents. Re­ cently, Margaret Nalen, who coordinates the Charlie Logan Scholar­ ship Program and who is Director of Academic Education at the Harry Lundeberg School, discussed the educational opportunities for Seafarers-and reflected on the advances S1U members have made in the field of education . . . Q. Margaret, why do you think the Charlie Logan Scholarship Program has grown so much? A, Well, the Scholarship Program op­ erates the same way as the other bcnctits for Seafarers. Ifs designed to meet the needs of Seafarers and Boatmen. Seafarers and Boatmen now see the need for education in their lives. They see what it can do for them. They want opportunities for education. The Char­ lie Logan Scholarship Program is this kind of opportunity. And because it is, the program has greatly expanded in its scope. Originally, one 10,000 dollar award was olTered for Seafarers. In the last few years an additional 10,000 dol­ lar award for Seafarers who are very highly qualified has been developed. And, we are now offering two 5,000 dollar awards, too. These awards are for Seafarers who Want to advance their professional education. Q. In what ways is the program tail­ ored to meet the needs of Seafarers and Boatmen? A. There are several different aspects of the program that are designed with them in mind. First of all, there are the two different kinds of scholarships I mentioned—10,000 dollar awards and 5,000 dollar awards. These awards give Seafarers and Boatmen a choice. They can apply for a 10,000 dollar award and gain a college degree; or they can apply for a 5,000 dollar award and pursue skill-training in some voca­ tional or technical area. The special ten thousand dollar award assists the very academically-advanced Seafarer. The other three awards are designed for those who have been out of school for a number of years, who are work­ ing people. This division of awards allows the applicants to compete with others whose skills and backgrounds are similar to their own. And because we know that every ap­ plicant is a working person, the schol­ arship winners are given extra time to complete their programs of study. The 5,000 dollar award winners have four years to complete their program. A 10,000 dollar award winner has six years. So, the scholarship winners can continue to ship out and earn money and still have time to complete the program. Q. Margaret, you said earlier that Seafarers and Boatmen want oppor­ tunities for education. What leads you to this belief? Q. Another recent advance at HLS has been the development of the col­ lege credits programs. Do you think this has been an important develop­ ment in education for Seafarers? A. Oh, definitely. The credits avail­ able from Charles County Community College and through the American Council on Education's recommenda­ tions are evidence that Seafarers and Boatmen today arc learning skills and materials that arc collegc-lcvel. And these credits are making advanced de­ grees available to the members. So tar', two Seafarers have earned Associate of Arts degrees from Charles County Community College through the col­ lege credits program. Q. What efforts arc made to keep Seafarers and Boatmen informed about the opportunities available to them? A. Well, we try several different ap­ proaches in an effort to reach as many members as possible. First of all, we try to "advertise" our programs in the Log, because this is such a vital means of communication for all of the mem­ bers. Then, too, we keep all the port agents and SIU representatives inform­ ed about GED, college credits, the scholarship program and all the other programs. Also, 1 communicate direct­ ly with as many members as possible who come to HLS to take courses or attend meetings and conferences. This kind of communication is vital because these Seafarers can then return to their ship or boat and share the information with their fellow workers. And one of the newest things we have developed is a booklet designed especially for Seafarers and Boatmen that explains the Charlie Logan Schol­ arship Program in detail. We designed it so that it would be simple and easy to use. It has all the information in it that a Seafarer would need to apply for a scholarship. I wanted to make it as easy as possible for members to apply. Q, Margaret, how would you summa­ rize your approach to the Scholarship Program? What is your philosophy about it? A. Basically, I sec this program—and all of our educational programs—as opportunities for Seafarers and Boat­ men to be the best they can be. I want the programs to serve and beneftt the people they arc designed for. I want them to be stepping stones for the growth of every Seafarer and Boat­ man. For these reasons, I want the programs to be adaptable and respon­ sive to the members' needs. My goal is to continue to expand and develop the educational opportunities for Sea­ farers and Boatmen as their needs ex­ pand and develop. "Each year the number and ciualily of seafarer applications had increased. The two-year as.sociate degree .scholarships provide a tremendous opportunity for seafarers to advance their skills and prepare for their future job needs." Dr. Donald Maley, Chairman Department of Industrial Education University of Maryland College Park, Maryland v//^ Member, Scholarship Selection Committee A. I see it all the time in their re­ sponse to the educational programs that are available. There has been great growth in the vocational opportunities at HLS, for example. Seafarers and Boatmen now turn to the school for a variety of educational needs—basic academic skills, vocational growth, high school diplomas, college credits. And 1 see it in the ever-growing num­ ber of applicants for the Charlie Logan Scholarships. We had more applicants than ever before this year. Q. Do you think (hat the opportuni­ ties at HLS have contributed to Sea­ farers' belief in education? A, Seafarers have always believed in education. But, before HLS, they very often didn't get a chance to participate in education. Now at the school, they have the chance to be a part of the -mm/Am May 1979 / LOG / 33 �Pensioner John C. Drummond, 80, passed away on Feb. 3. Brother Drummond joined the SIU in 1944 in the port of New York sailing as a chief cook. He sailed 52 years. Seafarer Drummond was born in Jamaica, W.I. and was a resident of Baltimore. Surviving is a daughter, Mrs. Joan N. Bryant of Philadelphia. Norwood Lee Keller Jr., 30, died on Feb. 1. Brother Keller joined the SIU in the port of New York in 1968 sailing as a saloon messman. He was a graduate of the HLSS in San Francisco. Born in New Orleans, he was a resident there. Surviving is his mother, Bertiel and a relative, James Jones of New Orleans. Bacilio "Bill" Llanez, 51, died in the New Orleans USPHS Hospital on Mar. 18. Brother Llanez joined the SIU in 1945 in the port of Tampa sailing as an AB for 35 years. He was a delegate to the HLS Educational Conference Workshop No. 2. A Florida native, he was a resident of Tampa. Surviving are his widow, Judy; two stepdaughters, Michelle and Lisa and a sister, Mrs. Josephine Vitale of Tampa. Georges Trapezas, 55, died on Jan. 8. Brother Trapezas joined the SIU in the port of New York in 1959 sailing as an oiler. He sailed for 31 years. Seafarer Trapezas served in the Greek Royal Navy in World War 11 sustaining a hand wound when his ship, the SS Valiant Effort was sunk in the Mediterranean. He was born in Alexandria, Egypt and was a resident of New York City. Burial was at sea. Surviving are his widow, Ann Louise and a sister, Stomatia of Alexandria. ^ Samuel M . Kerr, 37, died on Oct. 14, 1978. Brother Kerr joined the Union in the port of Duluth, Minn, in 1973 sailing as an AB and assist­ ant cook for the Bay Shipping Co. and the Kinsman Marine Transportation Co. He sailed deep sea with Sea-Land. Laker Kerr upgraded to quartermaster at the HLSS, Piney Point, Md. in 1974. He was a veteran of the U.S. Navy during the Vietnam War. And he was a high school teacher. Born in Terre Haute, Ind., he was a resident of Seattle. Surviving are his mother, Margaret and a sister, Virginia, both of Wingate, Ind. 34 / LOG / May 1979 Pensioner Alton Roscoe Booth, 56, died on Feb. 27. Brother Booth joined the SIU in 1942 in the port of New Orleans sailing as a chief steward. He sailed 37 years and on the Delta Line. Seafarer Booth also attended a Piney Point Educational Conference. Born in Doyle, La., he was a resident of Norco, La. Surviving are three daugh­ ters^ Mrs. Donna M. Noto of Ham­ mond, La., Margaret and Marilyn; a nephew, Billy Booth and a niece, Diane Booth. Pensioner Fred Ulmer Buckner, 63, suc­ cumbed to heartlung failure in St. Luke's Hospi­ tal, Jacksonville on Jan. 27. Brother Buckner joined the SIU in the port of Savannah in 1957 sailing as a deck engineer. He sailed for 36 years. Seafarer Buckner also attended a HLSS Educational Conference. A native of Savannah, he was a resident of Yulee, Fla. Burial was in St. Bonaventure Cemetery, Savan­ nah. Surviving are his widow, Fenella; a stepson, Russell Simmons and two sisters, Mrs. Iris Bacon and Mrs. Nell Spiers, both of Savannah. Pensioner Leon Jordan, 67, died on Mar. 17. Brother Jordan joined the SIU in 1938 in the port of Mobile sailing as a chief cook. He sailed 36 years. Seafarer Jordan was born in Mobile and was a resident of Daphne, Ala. Surviv­ ing are his widow, Nancy and a daughter, Mrs. Josephine Williams of Mobile. Pensioner Andrew A. G. McCloskey, 69, passed away on Mar. 14. Brother McCloskey joined the SIU in 1947 in the port of New Orleans sailing as a chief pumpman and in the steward department. He sailed for 38 years. Seafarer McCloskey was born in Algiers, La. and was a resident of New Orleans. Surviving are his widow, Gladys and four daughters, Joy Ann, Eileen, Catherine and Deborah. Pensioner Joseph F. S. Barron, 68, died of heart disease on Jan. 27. Brother Barron joined the SIU in 1938 in the port of New siOI. Orleans sailing as a chief steward. He sailed for 45 years. Seafarer Barron was born in Alabama and was a resident of Arcadia, Calif. Burial was in Harbor Lawn Cemetery, Costa Mesa, Calif. Pensioner Juan H. Hernan­ dez, 91, passed away from natural causes in Lu­ theran Medical Center, Brooklyn, N.Y. on Mar. 11. Brother Hernan­ dez joined the SIU in 1938 in the port of New York sailing as a chief cook. He sailed 46 years and during World War II. Seafarer Hernandez also attended a Piney Point Crews Conference in 1970. Born in Puerto Rico, he was a resident of Brooklyn. Burial was in Evergreen Cemetery, Brooklyn. Surviving are his widow, Sofia and two daughters. Zinnia and Mrs. Gladys Tacorontc of Brooklyn. Pensioner Alvin Raymond Ma*»e, 75, suc­ cumbed to lung failure in the North Carolina Baptist Hospital, WinstonSalem recently. Brother Mabe joined the SIU in 1947 in the port of Norfolk sailing as a firemanwatertender. He also was a boilermaker. And he was a veteran of the U.S. Armed Forces. Seafarer Mabe was born in North Caorlina and was a resident of Mt. Airy, N.C. Burial was in Skyline Memory Gardens Cemetery, Mt. Airy. Surviving are his widow, ^Ima; three sons, Charles, Robert and Larry and a daughter, Mildred. Joseph Brown Huszar Sr., 38, was lost over­ board at sea on Jan. 18. Brother Huszar joined the SIU in the port of New Orleans in 1962 sailing as a chief pumpman and QMED. He sailed 20 years. Seafarer Huszar was a veteran of the U.S. Navy during the Vietnam War. Born in Albany, La., he was a resident of Holden, La. A memorial service was held for the deceased. Surviving are his widow, Jeanie; a son, Joseph; a daughter, Jessica and his mother, Mary of Holden. Robert Allen Stokes, 61, died of heart disease on arrival at the Greater Laurel (Md.) ' Beltsville Hospital on Dec. 28, 1978. Brother Stokes joined the SIU in the port of Baltimore in-1962 sailing as an AB and deck delegate. He sailed 23 years. Seafarer Stokes was a veteran of the U.S. Army Infantry in World War II. Born in Charlottesville, Va., he was a resident of Laurel. Interment was in the Monticello Memorial Park Cemetery, Charlottes­ ville. Surviving are a son. Seafarer Franklin Stokes—a 1977 Piney Point grad—a stepson, James V. Young and a sister, Mrs. Virginia E. Dupuis of Laurel. Thomas F. Johnson, 53, died on Mar. 8. Brother .lohnson joined the SIU in the port of New York in 1962 sailing as an AB. He sailed 25 years. Seafarer Johnson also was a former member of the Textile Workers Union. And he was a veteran of the U.S. Navy in World War II. Born in Paterson, N.J., he was a resident of Point Pleasant, N.J. Surviving are his widow, Margaret; a stepson, Richard Tampsick and his mother, Mrs. Rose Donnelly of Paterson. Pensioner Jewell Bennett, 58, died on Mar. 14. Brother Ben­ nett joined the SIU in the port of San Francisco in 1964 sailing as a 2nd cook and ship's delegate. He sailed 23 -years. Seafarer Bennett was a veteran of the U.S. Army in World War 11. Born in Marshall, Tex., he was a resident of San Jose, Calif. Surviving are his widow, Marina of Portland. Ore. and three sisters, Mrs. Cora Stewart of San Jose, Mrs. Minnie Lue Nichols and Mrs. Othella Stevens of Richmond, Calif. Ralph Bonefont Jr., 19, died in Kings County Hospital, Brook­ lyn, N.Y. on Feb. 19. Brother Bonefont joined the SIU in the port of Murray Martin, 58,; died of a heart , New York in 1978. attack on Mar. 21. Brother Martin He sailed as an entry rating. Seafarer joined the Union in the port of Mobile Bonefont was born in Brooklyn and was sailing for Radcliffe Materials from a resident there. Interment was in 1968 to 1979. He was born in Bogaluas, Rosedale Cemetery, Linden, N.J. La. and was a resident of New Orleans. Surviving are his parents, Mr. and Mrs. Surviving are his widow, Evelyn; three Ralph and Francisca Bonefont and a sons, Roger, Lawrence and Allen and relative, Mrs. Sonia Bonefont, all of two daughters, Stella and Linda. Brooklyn. Donald E. Owens, 19, acci­ dentally drowned in the bay off Waterport Wharf, Gibraltar while going ashore in a launch from the ST Traveler (Ogden Marine) on Jan. 24. Brother Owens graduated from HLSS in 1978. He sailed as an OS. Seafarer Owens was a veteran of the U.S. Army. A native of Baltimore, he was a resident of Jessup, Md. Surviving is his fathef, Joseph. Pensioner Alfred Throne, 80, died of a stroke on arrival at the East Jef­ ferson Hospital, Metairie, La. on Feb. 19. Brother Throne joined the SIU in 1945 in the port of New Orleans sailing as an AB, bosun and tug pilot for 40 years. Seafarer Throne was born in Norway, was a naturalized U.S. citizen and was a resident of Metairie. Burial was in Lakelawn Cemetery, New Orleans. Surviving is his widow, Elvina. Pensioner Wilfred Chap­ man, 82, passed away from natural causes in St. Mary's Hospital, Brooklyn, N.Y. on Mar. 1. Brother Chapman joined the SIU in 1944 in the port of New York sailing in the steward department. He hit the bricks in the 1961 N.Y. Harbor beef. Seafarer Chapman was born in Trinidad, W.l. and was a naturalized U.S. citizen. He was a resident of Brooklyn. Cremation took place in the Greenwood Crematory, Brooklyn. Surviving is a sister, Mrs. Pearl A. Bruce of New York City. �SIU Atlantic, Gulf, Lakes & Inland Waters United Industrial Workers of North .America PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENTS Cal Tanner Lindsey Williams HEADQUARTERS 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 APRIL 1-30,1979 *TOTAL REGISTERED TOTALSHIPPED All Groups Class A Class B Class C Port All Groups Class A Class B Class C DECK DEPARTMENT Boston New York 5 85 4 23 1 9 6 95 3 47 1 8 Baltimore Norfolk 31 12 13 7 6 3 31 14 21 10 9 10 Philadelphia 9 Tampa 4 Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston 23 58 32 42 23 77 15 77 Piney Point Yokohama Totals 5 1 499 4 2 7 18 8 1 4 3 1 15 0 0 110 1 1 1 12 6 2 7 10 1 7 0 0 67 Port 8 1 13 67 31 36 10 77 11 69 7 2 478 4 135 8 37 25 11 29 114 49 68 38 68 23 131 0 3 743 3 30 3 8 6 1 8 21 10 5 12 4 3 19 0 0 133 1 14 1 5 4 0 1 19 4 4 12 13 0 13 0 0 93 1 115 15 36 14 6 27 87 33 55 23 43 12 95 0 1 563 4 61 3 9 4 4 14 23 15 9 7 8 6 30 0 0 194 2 16 0 0 1 1 2 1 2 2 6 6 0 9 0 1 49 7 0 0 99 3 64 4 16 13 2 23 61 29 47 22 25 11 70 0 0 390 0 22 2 4 5 1 3 9 3 3 3 3 2 7. 0 1 68 4 153 22 32 16 13 14 78 29 31 36 43 17 78 1 2 569 5 172 3 33 15 6 6 38 10 59 68 51 16 80 0 1 563 964 743 12 1 2 4 5 18 15 7 9 22 5 44 1 11 5 10 6 11 6 11 14 0 234 0 0 94 ENGINE DEPARTMENT Boston New York 1 89 0 35 1 7 0 64 1 35 Seattle Puerto Rico 61 7 3 2 4 0 53 8 13 1 Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville Ran Francisco Wilmington 7 19 10 2 15 41 29 22 12 Houston Piney Point Yokohama Totals 48 7 1 371 8 1 3 7 8 12 3 7 4 26 0 0 135 Port 0 0 1 1 0 1 1 0 2 2 0 0 20 / Boston 2 New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington ••REGISTERED ON BEACH All Groups Class A Class B Class C Seattle Puerto Rico Houston Piney Point '. Yokohama Totals 2 3 1 1 0 7 4 3 1 0 0 0 0 0 2 0 1 2 28 9 5 0 1 20 7 0 16 24 15 23 9 .,,v 0 15 36 2 0 242 4 4 1 54 2 5 0 1 0 0 24 Port 0 New York Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Totals All Departments 0 3 3 1 0 1 2 3 0 5 1 24 8 1 164 5 1 0 33 2 51 2 21 13 1 3 33 15 12 9 32 10 38 3 0 245 6 2 32 9 6 10 10 0 6 18 8 5 4 1 17 2 0 0 0 0 43 0 20 4 17 1 8 25 1 163 0 9 0 0 3 . 0 0 2 0 8 4 9 1 2 0 0 38 ENTRY DEPARTMENT Boston Philadelphia 43 6 0 319 8 12 8 6 3 18 14 8 4 STEWARD DEPARTMENT 3 51 5 14 11 1 10 54 21 21 8 2 6 .• 5 3 200 401 273 0 0 0 1 37 8 20 10 5 9 45 15 38 7 21 22 36 0 1 275 1,312 700 384 1042 561 226 1971 26 92 64 18 5 25 15 24 10 1 5 23 9 22 4 7 9 35 26 15 12 3 3 16 4 41 24 51 42 0 34 0 0 3 39 16 27 2 16 42 9 4 35 8 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-9375 ALPENA, Mich 800 N. 2 Ave. 49707 (517) EL 4-3616 BAL I IMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617)482-4716 BUFFALO, N.Y. . 290 Franklin St. 14202 (716) TL 3-9259 CHICAGO, ILL. 9383 S. Ewing Ave. 60617 (312) SA 1-0733 CLEYELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DULUTH, Minn 2014 W. 3 St. 58806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box D 415 Main St. 49635 (616) 352-4441 HOUSTON, Tex 1221 Pierce St. 77002 (713) 659-5152 JACKSONYILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 .lERSEY CITY, N.J. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. . .2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, l ex. . . .534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif 1311 Mission St. 94103 (415) 626-6793 SANTURCE, P. R. . 1313 Fernandez, Juncos, Stop 20 00909 (809) 725-6960 SEATTLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. . .4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla. 2610 W. Kennedy Blvd. 33609 (813) 870-1601 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 510 N. Broad St. 90744 (213) 549-4000 YOKOHAMA, Japan P.O. Box 429 Yokohama Port P.O. 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 West Coast Stewards Halls MONOI.l l.r, Hawaii .. . 707 Alakea .St. 96SI3 (808) 537-5714 •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. J As it has been month after month for the past several years, shipping in April 1979 remained good to excellent at SI I! deep sea A&G ports as a total of 1,829 Seafarers were shipped through SlU Halls to SI Li-contracted vessels around the nation and around the world. Of this total number, only 1,042 of the jobs were taken by "A"seniority members, indicating that shipping is good for all SlU members regardless of rating or seniority classification. I'ORTI.AND, Or 42! S.W. 5th Ave. 97204 (5(D) 227-7993 VMI.MINtiTON. Ca. . ,408 Avalon Blvd. 90744 (213) 834-85.38 SAN I RANf ISf O. ( a. .350 I remont St. 94105 (415) 54.3-5855 May 1979 / LOG / 35 — �Homer R. Borque, 64, joined the Union in the port of Toledo, Ohio in 1961 sailing as a deckhand, firemanwatertender and oiler. Brother Borque sailed for the Esco Dredge and Fill Corp., Erie, Pa. in 1961. He was a member of the International Union of Operating Engineers, Local 25 from 1957 to 1961. Laker Borque is a veteran of the U.S. Navy in World War 11. Born in Quebec Province, Canada, he is a resident of Sault Ste. Marie, Mich. Milton E. May, 65, joined the Union in the port of Alpena, Mich, in 1965 sailing as a deckhand and 2nd cook on the ST Crapo (Huron Cement) and the Amersand Steam­ ship Co. Brother May was born in Alpena and is a resident there. Pensiti Jackie Ray Jacobs, 65, joined the SIU in the port of Philadelphia in 1969 sailing as a fireman-watertender. He sailed 20 years. Born in West Virginia, he is a resident of Philadelphia. —W Reino E. Salo, 65, joined the Union in the port of Detroit in 1960 sailing as an oiler. Brother Salo sailed on the SS La Liberie from 1957 to 1966. He sailed 31 years. l aker Salo was born in Superior, Wise, and is a resident of Poplar, Wise. Leonard J. Porceili, 61, joined the Union in the port of New York in 1961. Brother Porceili sailed as a deckhand for the Erie-Lackawanna Railroad from 1936 to 1979. He was born in Hoboken, N.J. and is a resident of Jersey City, N.J. Calvin C. Harris, 61, joined the Union in the port of Mobile in 1956 sailing as an oiler and engineer for the Radcliff Materials Co. since 1951. He was born in Uriah, Ala. and is a resident of Bay Minette, Ala. Thor Lovas, 65, joined the Union in the port of Duluth, Minn, in 1956 sailing as an AB, Brother Lovas has been sailing under the U.S.-flag since 1932. He is a veteran of the U.S. Coast Guard. A native of Norway, he is a naturalized U.S. citizen. Laker Lovas is a resident of St. Petersburg, Fla. Henry D. Armstrong, 58, joined the SI U in the port of Norfolk in 1953 sailing as a 3rd cook. Brother Armstrong was also a salesman. He is a veteran of the U.S. Army in World War II. Born in Charlotte, N.C., he is a resident there. rs Theologos D. Kalaitzis, 67, joined the SIU in the port of Houston in 1962 sailing as a 3rd cook. Brother Kalaitzis was born in Greece and is a naturalized U.S. citizen. He is a resident of Athens, Greece. Bernard F. Fimovicz, 56, joined the SIU in the port of New York in 1952 sailing as a bosun. Brother Fimovicz sailed 35 years. He hit the bricks in the 1962 Robin Line beef and the 1965 District Council 37 strike. He also attended a Piney Point Crews Conference. Seafarer Fimovicz was born in Salingvill, Ohio and is a resident of Warwood, W.Va. Robert J. Bird, 61, joined the SIU in the port of Houston in 1961 sailing as a fireman-watertender. Brother Bird sailed 19 years. He is a veteran of the U.S. Army in World War II. A native of Kentucky, he is a resident of Houston. Henry S. Chemel, 65, joined the SIU in the port of Miami, Fla. in 1950 sailing as a fireman-watertender. Brother Chemel was born in Poland and is a resident of Hialeah Gardens, Fla. Rafael L. Torres, 60, joined the SIU in 1944 in the port of New York sailing as an AB. Brother Torres was born in Ponce, P.R. where he is a resident. Edward F. Woods, 49, joined the SIU in the port of New York in 1953 sailing as an AB. Brother Woods is a veteran of the U.S. Marine Corps during the Korean War. He was born in Brooklyn, N. Y. and is a resident of Dumont, N.J. Jake Tipton, 64, joined the SIU in the port of Baltimore in 1963 sailing as a chief pumpman. Brother Tipton sailed 28 years. He was born in North Carolina and is a resident of Erwin, Tenn. Joseph W. Kusmierski, 65, joined the SIU in 1945 in the port of New York sailing as a bosun and ship's delegate. Brother Kusmierski sailed 48 years. He is also a machinist. And he is a veteran of the pre- and World War 11 U.S. Navy. Seafarer Kusmier­ ski was born in Grand Rapids, lyiich. and is a resident of Houston. Hemington Haddon Hurlstone, 65, joined the SIU in 1945 in the port of Mobile sailing as a bosun. Brother Hurlstone sailed 51 years. He was born in Cayman Braq, B.W.I, and is a naturalized U.S. citizen. Seafarer Hurlstone is a resident of Hamilton, Ala. Pensioner Steve Huren Living It Up in Las Vegas People do all kinds of things after they retire. Some get a parttime job to keep busy. Some try their hand at a new business. And some Just hang around and take it easy. But some people, like retired Sea­ farer Steve Huren, use their leisure years to burn the candle at both ends —and in the middle. And what better place to do it in than Las Vegas. Steve retired three years ago at the age of 59 on an SHJ Early Normal Pension. He had 22 years seatime when he decided to call it a day. As he recalls, "it wasn't an easy decision to make. I'd been around the SIU since joining the Union in 1943 at the old hall on Stone Street in Manhattan. And believe me, I loved every minute of it." But as Steve says, "there's more to life than just work, so after 33 years of going to sea, 1 figured the time was right to take my pension while I was still young enough to enjoy it." It seems that Steve is certainly enjoying it. As he says, "there's no place in the world like Las Vegas for a single guy like me." Steve lives in a trailer home that he bought after retirement. He says, "you'd be surprised how much room there is in one of these things for living and entertaining." Now 62, Steve also says he has figured out a fool-proof way to win at the casino. And he's not shy about divulging it. "Don't be greedy," he says, "and you'll win all the time." He claims he has made a couple of leasonably good scores for $3,000 or $4,000. "But as soon as 1 get it, 1 spend it on something foolish." But Steve is by no means a foolish spender. He has a strict budget he follows so that he will always have his bills paid right on time. Every once in awhile, though, Steve manages to break loose from Las Vegas when the salt water in his veins starts acting up. When that happens, he jumps into his car and takes a drive up to San Francisco. He'll drop by the hall and visit with his old shipmates for a few days. Then it's back to Las Vegas for some more night life. Steve also goes back occasionally to visit his brother and two sisters (they visit him, too) who live in New. Jersey. In fact, he lived near them when he first retired, but found it "too quiet." So Steve Huren-~born in West Virginia, a resident of New York and San Francisco for many years—is now doing what he wants to do on his SIU pension—have fun. We wish him well. Pensioner Steve Huren, center, shows niece and family around trailer camp in Las Vegas, Steve is living it up in his retirement years in Vegas. 36 / LOG / May 1979 �Seniority Upgraders Douglas L. Meadows Seafarer Douglas L. Mea­ dows, 26, grad­ uated from the Lundeberg School Entry Program in 1975. He upgraded to AB in 1978. Bro­ ther Meadows has his firefighting, lifeboat and cardio-pulmonary resuscitation training. He lives in Lake City, Fla. and ships from the port of Tampa. George L. Cruz Seafarer George L.- Cruz, 23, is a 1972 Harry Lunde­ berg School graduate. He upgraded to AB last year. And he has received his lifeboat, firefighting and cardio-pulmonary resuscitation training. Brother Cruz lives in New York and ships from that port. Anthony A. Gordon .NS Seafarer An­ thony A. Gor­ don, 25, gradu­ ated from the Harry Lunde­ berg School's Entry Program in 1974, Brother Gordon upgraded to AB in 1977.He also has his cardio-pulmo­ nary resuscitation training and firefighting and lifeboat endorse­ ments. He lives in Philadelphia and ships out of that port. Raymond Diaz Seafarer Ray­ mond Diaz, 24, graduated from the Harry Lun­ deberg School in 1972. He sails as an AB which he upgraded to in 1974. Brother Diaz has his life­ boat, firefighting and cardio-pulmo­ nary resuscitation tickets. He is a resident of New York City and ships out of the port of New York. Rene R. Rosario Seafarer Rene R. Rosario, 25, is a 1976 grad­ uate of the HLS Entry Program. He upgraded to firemanwater-tender in 1977. In addi­ tion, he holds firefighting, lifeboat and cardio­ pulmonary resuscitation tickets. Brother Rosario lives in Brooklyn, N.Y. and ships from the port of New York. William J. Mullins Milton M. Alvarez Richard J. Shellenback, Jr. Seafarer Wil­ liam J. Mullins, 24, graduated from the Harry Lundeberg School Entry Trainee Pro­ gram in 1974. Brother Mullins upgraded last year to AB and deck maintenance. He first sailed in the inland field as a tankerman and deckhand. In 1978, he sailed on the LNG Gemini (Energy Transport). That year he also finished the LNG and Welding courses, and intends to upgrade to Quartermaster. Mullins holds life­ boat, firefighting and cardio-pul­ monary resuscitation tickets. He lives in Dallas, Tex. and ships out of Port Arthur and Houston, Tex. Seafarer Mil­ ton M. Alvarez, 28, is a 1975 graduate of the Lundeberg School's Entry Program. He upgraded to AB in 1978. Brother Alvarez also completed the LNG Course at Piney Point. He is a veteran of the U.S. Army from 1971 to 1974. And he has his firefighting, lifeboat and cardio­ pulmonary resuscitation tickets. He resides in Rio Piedras, P.R. and ships out of the port of San Juan, PR. Seafarer Rich­ ard J. Shellen­ back, Jr., 23, graduated from the Harry Lun­ deberg Entry Trainee Pro­ gram in 1977. He upgraded to AB there in 1978. And he completed the LNG and Disc Welding Courses at Piney Point this year. Also he has his lifeboat, firefighting and cardio­ pulmonary resuscitation endorse­ ments. Brother Shellenback resides in Belmar, N.J. and ships out of the port of New York. DON'T UPGRADE AT HLS. Dale H. Malmberg Seafarer Dale H. Malmberg, 22, is a 1976 gra.duate of Piney Point. Brother Malm­ berg upgraded to fire m a n watertender in 1977. He also sailed as a pumpman. And he got his GED high school diploma at the HLS and completed the General Safety Course. He's now aiming for his QMED endorsement. He has his firefighting, lifeboat and cardio­ pulmonary resuscitation tickets. Malmberg resides in Oxnard, Calif, and Florissant, Mo. and ships from all ports. IT WON'T MAKE ANY DIFFERENCE. Ned P. Oliver Seafarer Ned ..P. Oliver, 58, joined the SlU in the port of Houston in 1968. He sailed as engine mainte­ nance and 2nd pumpman. Bro­ ther Oliver up­ graded to QMED in 1973. He also holds lifeboat and cardio-pulmon­ ary resuscitation endorsements. In 1943, he graduated from the U.S. Maritime School in St. Petersberg, Fla. and worked on the oil rigs in the Gulf of Mexico. He lives and ships out of the port of Houston. Hon1 K. Nakea Seafarer Hon'l K. Nakea, 51, joined the SlU in the port of San Francisco in 1970. He up­ graded to AB in 1975. Brother Nakea has his firefighting, life­ boat and cardio-pulmonary resusci­ tation training and is looking toward his Quartermaster ticket. Brothel^ Nakea is a veteran of the U.S. Army duri,ng the Korean War. He is a native of Hawaii and ships out of the port of San Francisco. UNTIL YOU OPEN YOUR WALLET. These courses begin at HLS soon: LNG —June 25, July 23 Pumproom Maintenance and Operations —Juiy 23 Diesei Engines —Juiy 23 Abie Seaman —Juiy 5 Automation —August 6 Transportation institute Towboat Operator Scholarship Program —Juiy 9 Steward —Juiy 23 Lifeboat —Juiy 5, 19, August 2 Tankerman —Juiy 5, 19, August 2 To enroll, see your SlU Representative or contact: Vocational Education Department Harry Lundeberg School Piney Point, Maryland 20674 Phone: (301) 994-0010 May 1979 / LOG / 37 �Mayaguez, Captured by Cambodians, to Be Scrapped T HE 55" Mayaguez, the SIUmanned American container ship which became the subject of world-wide attention on May 12, 1975 when she was seized by Cambodian gunboats, will be un­ ceremoniously auctioned for scrap. The ship's owners, Sea-Land Orient Ltd., made this announce­ ment on Wednesday February 21, 1979 in Hong Kong. A spokesperson for the company said the 10,485-ton ship, built in 1945, is "too old to be efficient." It s always sad when a good hard working ship is laid to rest. But it's especially sad when a ship like the Mayaguez^ which has truly left her mark on history, is relegated to the boneyard. The following story is a recap of the 72 hours of the ''Mayaguez Incident." On the afternoon of May 12, 1975 '•I the Mayaguez was enroute to Sattahip, Thailand from Hong Kong. The 225 containers she carried were loaded with general, non-military cargo. Everything seemed to be normal as she cruised about 60 miles from the Cambodian mainland. The seas were calm the skies clear and blue. Daily work schedules and watches were beirrg.,^carried out routinely. The entry in the log book read "everything running smoothly," or so it appeared. Gunboats Fired on Them The gunboats approached rapidly from the stern. Their first warning shots were all but lost in the din of the chipping hammers. By 1500 the 39 man crew of the Mayaguez, 28 of them SlU members, were prisoners of Cambodia's Khmer Rouge. At first, nine Cambodians, lateras ^ .V-' 'i.-' i . The Mayaguez is shown being towed away from Koh Tang Island by the destroyer USS Holt on IVlay 15. 1975 after American military forces freed her from capitivity. 38 / LOG / May 1979 A photo taken by a crewmember of the Mayaguez shows one of the Cambodian gunboats that seized the American freightship. many as 50, roamed the Mayaguez' decks and passageways. However, no violence or mistreatment of the crew ever took place. The worst incident occurred when Chief Steward Ervin Anderson was forced at gunpoint to stop typing the supper menu. It seems the soldiers, unable to speak English, thought he might somehow be wiring for help. Luckily, Radio Officer Wilbert Bock was able to radio .several Maydays before the ship was boarded. The Cambodians were the only guests for supper that night, coming in pairs for bits of food and fruit. The crew had little appetite and many spent their first night as captives aboard ship without benefit of sleep. The next morning. May 13, the Mayaguez was forced to follow one of the gunboats (as many as six more had joined the original boarding party) through uncharted waters to a new anchorage off Koh Tang Island. From here they were transferred to two Thai fishing vessels which the Khmer Rouge had captured five months earlier for allegedly fishing in Cambodian waters. Soon after­ wards^ the entire crew was reunited aboard the larger of the Thai boats. There was little food aboard the overcrowded fishing vessel and very little water. The vessel was taken close in to Koh Tang Island but anchored outside the breakers. By now American planes were passing overhead at regular intervals, keep­ ing surveillance over the crew. Gunfire from the Cambodians, as the planes pas.sed, insured everyone a restless Thursday night aboard the fishing boat. Early Wednesday morning May 14, the fishing vessels headed back toward the Mayaguez, leading the crew to believe they would be returned. As they neared the ship though, they veered off and headed straight for the Cambodian main­ land. U.S. Planes Fire on Captors As they and their gunboat escorts sailed toward the port of Kompong Som, U.S. warplanes flew ever clo.ser and were fired upon by the Cambodians as they passed. To the amazement of the crew and their captors the planes suddenly attacked. Strafing blows were fired all around as close as 30 feet off the bow and starboard. As they neared Kompong Som, tear gas bombs were twice dropped on the deck. Everyone was crying, coughing and choking. Some men were throwing up, others received gas burns. But fortunately, no one was injured seriously. Later on, the crew realized the planes were only trying to keep them away from the mainland where it would be difficult to keep track of their whereabouts. Still, by about noon, they limped into the harbor at Kompong Som. They did not stay long however. Instead they were brought to an anchorage about an hour up the coast. It seems the Cambodian Government was fear­ ful of an attack on the town. Later that afternoon the boat was moved three hours out in the Gulf of Thailand to a small uninhabited island. Here, they were removed from the fishing boat and for the first time since their capture set foot on land. While on the island the crew was free to roam about. Some climbed trees and picked bananas. They were fed rice and small portions of chicken and some coconuts by their captors. A few crewmembers be­ came ill after drinking bad water from a nearby brook. Finally, they were approached by a Cambodian officer who spoke English. He communicated to them that the Cambodians were peace loving people. He wanted the bombings by U.S. planes to cease and told of how over 100 of his soldiers had been killed already. The Captain of the Mayaguez, Charles T. Miller, told the officer he could have President Ford stop the bombing only if everyone was safely returned to the ship. The officer agreed that this would be done. Freedom Early Thursday morning, they were hustled aboard the fishing vessel along with the Thai fishermen and three armed guards. They cast off and headed to sea escorted by one Cambodian gunboat. About a mile out the guards jumped across to �Happy crewmen waved from the bow as the Mayaguez pulled into Singapore following her rescue. Bosun Jack Mullis is in the middle the gunboat and they were left on their own. The Thai fishermen, realizing that after five months of captivity they were finally free, began to jump and shout for joy. The three congratu­ lated each other and the Mayaguez crew. They were still several hours from the Mayaguez but the ordeal was over. The happy Thais cooked a succulent fish breakfast and the remainder of the voyage wasjoyous. For the first time in three days the crew ate heartily. As they neared the Mayaguez they were met, and after identification, picked up by the destroyer USS Wilson. They were then returned to the Mayaguez and set a course for Singapore. After 72 hours it was finally over. It's History Now On February 19, 1979 the Maya­ guez steamed into Hong Kong harbor, perhaps for the last time. Some people may forget her but, certainly none of the 39 crewmen who were aboard for that fateful voyage. Also, none of the families and friends of the 41 American servicemen who were killed or the 50 who were injured in the rescue operations will ever be able to forget her name: Mayaguez. Mayaguez Bosun: Kind Words, Fond Memories JI Recertified Bosun Jack Muilis was ail smiles as he recalled the Mayaguez. James C. Mullis, "Jack" to his friends, had some kind words to say about his former ship, the Mayaguez. Brother Mullis was aboard as bosun at the time the ship was pirated and for 10 months prior to that famous incident. Mullis said he was "sorry to hear they were fixin' to scrap it." He learned of Sea-Land's plans while attending a "Mardi Gras" celebration in his home port of Mobile, Ala. Brother Mullis remembered that the company once thought of changing the name of the Mayaguez because the ship "attracted so much attention" in all her ports-of-call. He was glad they didn't go through with that idea because he felt "the name has meaning." The 33 year veteran Seafarer said the Mayaguez was "a good running ship all the timal was bosun." He.said he "hated to get off her"but was forced to fly home because his mother "was probably worried over all the news reports." Mullis recalled that the Cambodians only boarded the containership because "they thought we were hauling sophisti­ I cated intelligence equipment." In reality, the Mayaguez cargo was of the general non-military type. To prove this to the world Sea-I^nd officials allowed six containers to be inspected at the random request of newsmen when the ship reached Singapore, following its relea.se by the Cambodians. Brother Mullis is presently on SIU disability pension because of heart valve surgery he underwent last year. His last job was as bosun aboard the SIUcontracted Carolina (Puerto Rico Marine). "I was hurtin' for 12 days," he said, before deciding to see a doctor. Then thinking it was "probably only gas pains" he was shocked to learn his main heart valve was in danger of closing and surgery would be necessary. The surgery was performed in December 1978, at Bethesda Hospital in Maryland. Jack is a real trooper, though. He's "taking it easy now" but intends "to get out there again as soon as I get the okay." He usually ships out about 10 months a year. It'.s hard to keep a good man down. May 1979 / LOG / 39 �Support SPAD Checkoff Today For Job Security Tomorrow A strong U.S. maritime in­ dustry is the bread-and-butter of SIU members and it's also a crucial part of the country's national and economic security. A strong, growing American maritime industry can serve the nation in times of prosperity and national emergency. And the healthier the industry is, the better the job security is for SIU Seafarers and Boatmen. The United States needs a commitment from Government for a national merchant fleet, built in American shipyards and crewed by American seamen and boatmen, capable of doing the job that has to be done in both the foreign and domestic trades. And that means a strong U.S. fleet— from the largest supertanker to the smallest tug. These are the reasons the SIU spends so much time and effort fighting on the political front in Washington. But our ability to keep on fighting depends directly on SIU members supporting those ef­ forts. That support means sign­ ing a form like the one printed below, authorizing the Seafarers Vacation Plan to deduct 30 cents per day from your vacation benefits for the SPAD (Sea­ farers Political Activities Dona­ tion) fund. The 30 cents a day will be used, like every other voluntary SPAD contribution, to further the Union's political work on behalf of the entire SIU membership. Because of the new 30 cent SPAD checkoff, SIU patrolmen are no longer soliciting or accept­ ing out-of-pocket SPAD dona­ tions. But Seafarers and Boat­ men who wish to make direct contributions to SPAD can still do so at Union headquarters. Political activity is a way of life for the SIU and it always will be. Because even if the jobs of SIU members are secure for today, nothing says the same will be true tomorrow, unless we keep on working. The harder we work in Con­ gress for legislation that boosts the U.S. maritime industry, the better off every member of this Union will be. After all, our jobs are what keep us going. And 30 cents a day is a small price to pay to make sure those jobs will be there tomorrow. CXficiil Publicilion of ihe S«jfartr> InlcrtullunjI Union • AlUnlic, Gulf, Ljkn inJ InUnd W<fti> Di>fiicl » AFL-CIO MAY^19^ ASSIGNMENT FOR SEAFARERS POLITICAL ACTIVITY DONATION (SPAD) TO: DATE Seafarers Vacation Plan 275 20th Street Brooklyn, N.Y. 11215 Effective from this date, I hereby assign, direct and authorize you to deduct from payments required to be made by you to me for vacation benefits and at the time of such payments, a sum equal to thirty cents per day for which I am entitled to vacation benefit payments and to pay and transfer such amounts to SPAD, 675 Fourth Avenue, Brooklyn, N.Y. 11232. This authorization shall remain in full force and effect unless written notice by certified mail is given by me to you of revocation of this authorization, in which event the revocation shall be effective as of the date you receive it and applicable only to vacation benefits both earned and payable to me thereafter. I acknowledge advice and understand that SPAD is a separate segregated fund established and administered by my union to engage in political activities and to make contributions and expenditures for candidates seeking political office and solicits and accepts only voluntary contributions and I have the right to refuse to make any contributions, including this authorization without fear of reprisal. I may contribute directly to SPAD such amount as I may voluntarily determine in lieu of signing this authorization and that the specified amount herein provided is to minimize administrative responsibilities and costs consistent with the facilitation for the making of voluntary con­ tributions. And this authorization for contributions, constitutes my voluntary act. A copy of SPAD's report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington,T).C. This authorization has been executed in triplicate, the original for you, copy to SPAD and copy to me. Member's name (Print) Member's Signature Social Security Number Members Home Address City State Port Book Number OFFICE COPY Zip 2SI � 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 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 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 May 1979 Description An account of the resource HEADLINES USCG BACKS DOWN ON PLAN TO ELIMINATE TANKERMAN SIU’S 5-YEAR FIGHT PAYS OFF SUPPORT IN CONGRESS GROWS TO BAR ALASKA OIL EXPORT SOHIO GETS OK TO BUILD TERMINAL LOG, STEWARDS NEWS MERGE MCS MEDICAL PLAN MERGED WITH SIU WELFARE PLAN FAMOUS LINERS MARIPOSA AND MONTEREY SOLD FOR $2.7 MILLION OIL PROFITS ZOOM AS CRUDE FIRMS SEEK MORE WITH DECONTROL ‘RIGHT-TO-WORK’ BILL DIES IN MAINE STATE HOUSE MCCLOSKEY SHARPENING AXE FOR MARITIME AUTHORIZATIONS SIU BLOCKS TAKEOVER OF 9 MSC TANKERS: COURT BATTLE CONTINUES SIU WINS $2800 BACK PAY SETTLEMENT FOR BOATMAN U.S.C.G. TIGHTENS RULES ON GREAT LAKES MANNING ANOTHER FIRST FOR SIU BOATMEN: EARLY NORMAL PENSION TREND TOWARD DIESEL POWER NEW CHALLENGE TO BLACKGANG ON THE AGENDA IN CONGRESS CONGRESS CONTINUES TO FIGHT TO RESTRICT EXPORT OF ALASKA NORTH SLOPE CRUDE SENATE UNIT FINDS FEDERAL AGENCIES AVOID U.S.-FLAG USE SIU PRESIDENT LINDSEY WILLIAMS RETIRES FRENCH COAST RESIDENTS UNNERVED BY LATEST LIBERIAN-FLAG SINKING 1ST OF 3 CLASSES OF NEW BOSUN RECERTIFICATION PROGRAM GETS UNDER WAY SEATRAIN YARD CLOSES; 1,300 UIW MEMBERS LAID OFF SIU CREWS 1ST OF 11 NEW BOATS FOR G&H TOWING HOUSE UNIT DUMPS WATCHDOG RENEGOTIATION BOARD REP. MCCLOSKEY, U.S. MARITIME’S BIG FOE, HELPED DEFENSE CONTRACTORS HAVE THEIR WAY APL CORNERS BARGAIN: BUY 3 CONTAINERSHIPS FOR $40 MILLION U.S. IS ONLY MAJOR WORLD POWER IGNORING MARITIME PHILLY PHS CARES TO MAKE THEIR CARE BEST IN THE U.S. 30-YEAR BAN ON RED CHINESE SHIPS END SLINGING COAL WAS A WAY OF LIFE FOR OLDTIME FIREMEN INDUSTRIAL RELATIONS AT HLS PROGRAM MEETS NEW NEEDS OF MEMBERS EXPERTS IN THE MARITIME FIELD ARE FEATURED SIU HELPED HIM BEAT THE MEAN STREETS OF N.Y.C. LAW OF SEA CONFAB STILL HUNG UP ON OCEAN MINING TRAINING BOARD ZEROS IN ON MANPOWER NEEDS OF GREAT LAKES QUALITY OF WORK LIFE CONCERN OF U.S. LABOR EDUCATION TODAY… GROWTH AND OPPORTUNITY FOR SEAFARERS PENSIONER STEVE HUREN LIVING IT UP IN LAS VEGAS MAYAGUEZ , CAPTURED BY CAMBODIANS, TO BE SCRAPPED Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 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 5/1/1979 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. 41, No. 5 1979 Periodicals Seafarers Log http://www.seafarerslog.org/archives/files/original/77f6ef5af790f4a569945e700967a5ad.PDF 140de00f4510bcb288a8458ba0f30c64 PDF Text Text ft Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO VOL, 41 No. 6 JUNE 1979 .«.11 New Tug Laura Haden, New Jobs for Boatmen Class Dates Set for New Steward Recertification Program ^/ Pages 24-25 .Y JS L s;' A fowboat Operator Scholarship Program a Big Success r .. • -v J.'i Ifill .iyvr ~.^Oi Special Supplement Pages 19-22 A Look at SiU's Greatly Expanded Operations in Los Angeles Harbor Pages 11-14 7/1 President Carter Names Hall to Export Council •11 Page 3 .. IC i ,ALLA_ikii£A!iri-2.A2Ml ^Jr- . ^ �Senate Support Growing to Ban Alaska Oil Export 25 Senators Co-Sign Letter of Support GAINST a backdrop of skyrocketing prices at the nation's fuel pumps, the fight over whether to export Alaskanproduced oil to Japan is heading for the finish in Congress. At presstime, floor action on the crucial Export Administra­ tion Act Amendments of 1979, which will ban the export or swap of Alaskan oil, had not begun. But the measure, which wa§ favorably reported by House and Senate committees last month, is expected to come up for a vote in both Houses in short order. Anticipating an all-out battle, supporters of the legislation are marshalling their forces. In a "Dear Colleague" letter, 25 U.S. Senators urged colleagues to vote yes on the legislation that will guarantee Alaskan oil for do­ mestic use. "No issue is of more concern to the American people," the Sen­ ators' letter said, "than the availability of sufficient supplies of reasonably priced fuel. "We owe it to the nation," the A Senators continued, "to exercise necessary control over proposals to send American oil overseas." With the letter, the 25 Sen­ ators, who hail from all areas of the country, join scores of con­ sumer, public interest and labor groups in calling for passage of the bill. The growing number of sup­ porters of the measure, including the Consumer Federation of America and the AFL-CIO, have argued loud and long that ex­ porting Alaskan oil to Japan would: • jeopardize U.S. national and energy security; • deprive the American people of a badly-needed fuel source and; • cause the loss of tanker and shoreside employment connected with domestic transport of the crude. The only beneficiaries of an Alaskan oil export or swap would be the North Slope oil producers. Backed by Federal Energy ru in] D IMMil® 0 0. \ Paul Hail Merger as a Solution One of the biggest and most historic mergers in the history of the labor movement took place this month. It was the consolidation of the Retail Clerks International Union and the Amalgamated Meatcutters and Butcher Workmen. The new organization will be know as the United Food and Commercial Workers, and it will represent a diversified membership comprising 1.3 million workers. This makes it the largest union affiliated to the AFL-CIO. The consolidation of these two unions is a replay—in a very big way—of one of the most basic concepts of American trade unionism. Merger is a concept that was born with the labor movement itself. And it is a concept that epitomizes the deep rooted meaning of the movement—strength through unity. It has been the SIU's experience that a well planned, well timed merger is a tremendous plus not only for the merged organizations, but for the memberships of both unions as well. A merger adds strength to an organization. It increases its resources. And it increases the merged union's ability to provide better services and representation to its members. A merger can also provide new ideas and new direction to an organization since the officials of both unions can combine their experience and individual expertise to foster growth and progress. Most importantly, though, a merger, enables the new organization to become more effective in two extremely crucial areas. First, it adds to the effectiveness of the merged union in spend less to transport the crude overseas than to move it to the lower 48 United States. As Congress votes the Export Administration Act Amend­ ments, the choice is clearly one of people-vs-profits. The final tally on the measure will show whether Congress stands up for the best interest of the American people or the oil companies. Secretary James Schlesinger and the state legislature of Alaska, the oil companies have long been pushing for a go-ahead to move Alaskan crude to Japan and bring in replacement supplies from Mexico. Because they could use foreign tankers for both ends of the exchange, the oil giants would General News Ship's Digests Dispatcher's Reports: Great Lakes Inland Waters Deep Sea INDEX Legislative News Alaska Oil Battle Page 2 SlU in Washington ... Pages 9-10 Fight Over Maritime Authorizations Page 3 Page 30 Page 33 Page 34 Page 26 Training Upgrading "A" Seniority Upgrading.. Page 38 Piney Point Grads ... Page 39 Union News SlU Sues Coast Guard ... Page 3 President's Report Page 2 Headquarters Notes Page 7 Letters to Editor Page 16 Brotherhood in Action ... Page 30 At Sea-Ashore Page 23 SPAD Checkoff Back Page Court Fight Over 9 MSG Tankers Goes On Page 5 Great Lakes Picture Page 8 Inland Lines Page 6 Increased Pension Page 4 Hess Taking Advantage of V.I. Loophole Page 17 Membership News New Pensioners Page 29 Final Departures Page 32 Steward Recertiflcation Program Pages 24-25 Sugar Island Page 15 Special Features A Look at SlU And L.A. Harbor... Pages 11-14 Towboat Operator Scholarships Pages 19-22 maintaining and increasing the job security structure of its membership. Secondly, it enables the union to greatly expand its efforts in developing new job opportunities for its members. You see, mergers are often worked out between two unions that were formerly in competition with one another for job jurisdiction common to both. In a case like this, a merger would eliminate the problems of competition while at the same time foster cooperation. The impact on the new organization formed by the merger of the Retail Clerks and Meatcutters remains to be seen. The positive results of merger often take a long time to surface. In other cases, the results of merger come faster and are more pronounced. I am proud to say that the merger of the SIUAGLIWD and the Marine Cooks and Stewards—exactly one year ago this month—falls into this category. In fact, the SIU, MCS merger has been one of the most productive mergers m the modern maritime labor movement. The reason I say this is because in the 12 short months since the merger, we have significantly expanded our job base on the West Coast for all SIU members. The bottom line for any union must be jobs—that is, providing employment for the union's members. Today, the SIU has considerably more jobs for SIU members to choose from than v/e had the same time last year. One of the biggest reasons for this is the cooperative efforts of all concerned in trying to make the SIU, MCS merger the"success it has been. Merger, of course, is not the answer to everything. However, in today's maritime industry—where the overall job picture is not good—it is extremely important that all maritime unions explore the possibility of merger. The mergers we in the SlU have experienced in our history have been good to us. And it is my sincere belief that consolidation of efforts and resources among maritime unions today is absolutely necessary for the good of our industry and the maritime labor movement as a whole. Again, merger is not the answer to everything. But to ignore it or to abandon it as a possible solution to problems is extremely shortsighted and a disservice to American maritime workers throughout the country. I*'!** ^ -i 3579 should be sent to Seafarers^lnternationai Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO 675 Fourth Ave Brooklyn NY 11232. Published monthly. Second Class postage paid at Brooklyn, N.V. V0I.-41, N0.6, June 1979. (ISSN #0160-2047) «rLuiv.-, o/o rounn we., BrooKiyn, IN.Y. 2 / LOG / June 1979 �SlU Sues USCG for Failure to Enforce Safety Laws FTER years of hammering at the Coast Guard for spotty enforcement of U.S. vessel inspection and other safety laws, the SIU has taken the Coast Guard to court. A In a suit filed in U.S. District Court in New York on May 31, the Union charged the Coast Guard and several other govern­ ment agencies with failing to act "in accordance with their Con­ gressional mandate to promote the safety of life and property at sea." On behalf of all SIU members, the Union is seeking a formal Court declaration stating that U.S.-registered vessels "be sea­ worthy and fit for navigation and that working conditions and equipment be safe and fit for intended use." The Union also wants a man­ datory court order to compel the Coast Guard to enforce that declaration. In addition to the Coast Guard, the SIU's suit names as defendants; Secretary of Tran­ sportation Brock Adams; Coast Guard Commandant Admiral John B. Hayes; Secretary of Labor Raymond Marshall; Sec­ retary of HEW Joseph Califano, and U.S. Surgeon General Julius Richmond. They are the chief executives of-government agen­ cies responsible for enforcing health and safety laws. Manning, Health and Safety The Coast Guard and other government agencies have 40 days to answer the Union's charges. The Union, in a 52-page document, cited dozens of viola­ tions of U.S. legal codes which the Coast Guard has either overlooked or failed to enforce. Among the charges is the issue of insufficient manning. In nu­ merous instances, the Coast Guard has allowed a U.S.-flag vessel to sail under-manned putting both crew and vessel in jeopardy. The Union's suit states that by allowing a ship to sail under­ manned, routine maintenance of a vessel is sometimes impossible. Seamen are required to work "unreasonable amounts of over­ time," and there's often no back­ up crew to fill-in in case of death, injury or emergency. The SIU has also charged the Coast Guard with inadequately enforcing health and safety laws and regulations, sometimes allowing major violations to exist. These charges include: • The Coast Guard's failure to enforce the 3-watch standard required by law aboard all deep sea merchant vessels, and the 2watch standard required on tugs and barges on voyages of less than 600 miles; • Instead of inspecting an integrated tug/barge as two separate units, the Coast Guard treats them as a single vessel. This "permits the tug/barge to avoid compliance with many safety requirements of the vessel inspec­ tion and certification laws." • Unsafe and unhealthy work­ ing conditions such as excessive noise levels, offensive odors and fumes, unsafe cleaning supplies and equipment and inadequate fresh air breathing apparatus used for tank cleaning are allowed on many vessels; • Crew quarters on some American vessels are improperly ventilated, in a unclean and unsanitary condition and are not equipped with proper plumbing. These are among the docu­ mented hazards to both crew and vessel safety which back up the SIU's charge that the Coast Guard has repeatedly failed to enforce the rights of seafarers. Despite the fact that the Union has notified them of health and safety violations on countless occasions, few corrective actions have been taken. We therefore saw no other option than to appeal to the courts to compel the Coast Guard and other government agencies to "take all necessary measures to ensure the effective enforcement" of the laws of the OldlC^. Senate, 85-2, Passes Marad Bill: House Fight Looms WASHINQTON, D.C.-As the Log goes to press, an important fight in the House of Representatives to save maritime jobs is about to begin. For the second year in a row. Rep. Paul McCloskey (R-Calif.) is trying to cripple the Maritime Appropria­ tions Authorization Act. Meanwhile, however, the Senate gave resounding support to the Act by passing it by a vote of 85 to 2. The Act covers fiscal year 1980. Drawn up by the U.S. Maritime Administration (Marad), the appro­ priations include: $101 million for the construction differential subsidy (CDS) program; $256 million for the operational differential subsidy (ODS) program; $16 million for maritime research and development, and $25.8 million for maritime education and training expenses. The CDS and ODS programs enable the U.S. maritime industry to operate in the face of foreign competition. Without these subsidies many companies would be forced to shut down. That would mean the loss of maritime jobs, both ashore and at sea. It's particularly the CDS program that McCloskey has been attacking. He says it's "a burden" and wants the entire $101 million allowance elimi­ nated. McCloskey also wants to bar funds from subsidized operators from going to maritime research organizations. McCloskey claims that these organizations illegally lobby on behalf of the merchant marine. In addition, McCloskey wants Congress to okay a change in U.S. law and allow subsidized American ship operators to purchase new vessels in low-cost foreign yards. The ranking minority member of the House Merchant Marine and Fisheries Committee, McCloskey had introduced these and other amendments to the Committee. They were all defeated. However, he's likely to bring them up again during floor debate before the full House. The SIU, along with Congres­ sional supporters of a strong mer­ chant marine, have been successful in fighting McCloskey's attacks in the past. We are ready to do the saitve now to insure a future for the U.S. merchant marine. Carter Names Paul Hall To Post on Export Council SIU President Paul Hall was sworn in as vice chairman of the newly-reorganized President's Export Council (PEC) last month in a White House cere­ mony presided over by President Carter and Vice President Walter Mondale. The new Council, made up of 40 men and women representing a cross-section of private indus­ try, labor and politics, will function as a Presidential ad­ visory panel on matters of U.S. export trade. President Carter redesigned and expanded PEC as part of his overall National Export Policy. Commerce Secretary Juanita M. Kreps, who will act as liaison between the Council and the President, said PEC "will be an important element in U.S. efforts to take advantage of export opportunities." Reginald Jones, chief execu­ tive officer of the General Electric Co., was named chairman of the group. Other Council appointees Include leaders of the..business community; Georgia Gov. George Busbee; Newark, N.J. Mayor Kenneth Gibson and vice presidents of the United Auto Workers and the Amalgamated Clothing & Textile Workers Unions. The Council's membership is rounded out by three U.S. Senators, and three Congress­ men, along with several Cabinet members, the President's special representative for Trade Negotia­ tions and the head of the ExportImport Bank. President Carter greeted rriembers of the new President's Export Council atter the fyiay swearing-in ceremony. From l-r are: Gov. George Busbee of Georgia; Council vice chairman Paul Hall and chairman Reginald Jones. June 1-979 / LOG / 3 ^"1 �1st Seafarer Gets Increased Deep Sea Pension hen new pensioner Julio increment by continuing to Alonso, 63, retired re­ accumulate seatime after be­ cently, it was a milestone not only coming eligible for an Early Normal Pension (20 years sea­ for him but for the SI-U as well. Alonso, who first shipped with time at 55 years of age). Brother the SIU in 1942 as a wiper on the Alonso accumulated five years Bull Line's Cornelia, has become seatime after becoming eligible the first recipient of the Union's for Early Normal Pension. So he new $400 per month deep-sea will receive five increments pension. amounting to $125 per month. But the financial security of the He qualified for the new pension (up from $350 per Pension doesn't stop here for month) by accumulating 125 Brother Alonso. Because he days seatime this year. (The deep accumulated at least two years Seafarer Julio Alonso sea pension goes up another $50 seatime after qualifying for Early to $450 per month in 1980. To referring to his early days at sea, Normal Pension, he is eligible for qualify for the $450 pension, a the tremendous benefits of the "and there wasn't any OT for Seafarer need only accumulate Pension Supplement Program. work on Sundays either. Thanks 125 days seatime after June 16, This Program provides him with to the Union, all that's changed." 1980.) a full year's pension bonus. In Another thing Alonso has seen However, Alonso, because of change during a career that has Brother Alonso's case, that his overall seatime, will be getting amounts to $6,300 (12 x $525). spanned 37 years are the living more than his basic pension. He Also, as a pensioner, Brother conditions on ships. The Cor­ qualifies for five increments ($25 Alonso and his dependents are nelia, his first ship, was 26 years per increment) under the Pension still covered by the Seafarers old when he went aboard her in Welfare Plan, thus providing 1942. He shared a room with Increments Program. His five continued security for his family another wiper and three firemen increments are worth an added $125 per month to his basic during his retirement. on that ship, right next to the pension. So Brother Alonso will compartment that housed the "No Pension Years Ago" ship's steering engine (a small receive a pension of $525 per "We didn't have any pension month. steam engine that wasn't exactlv^ o plan at that time," said Alonso, A Seafarer qualifies for an quiet). W Alonso worked his way up from wiper to fireman and oiler, and eventually upgraded to electrician. He worked as elec­ trician for his last 12 years at sea. One of Alonso's regrets is that he never graduated from high school but, as he says, "I man­ aged to do alright anyway.. .and I owe a lot to the SIU tor that." Interestingly enough, his son David earned his high school equivalency diploma at the Harry Lundeberg School, after going through the entry program some years back. "For this alone," brother Alonso remarked, "I am very grateful to the Union, that my son got his high school diploma." Julio Alonso doesn't have any specific plans as yet for his retirement, but he does have a schedule worked out already. He'll spend half the year at his home in Puerto Rico (the winter months, of course), and the other half at his residence in Liberty, New York. It sounds like a good plan to us. We wish brother Alonso all the best for his retirement years. Trustees Revamp Rule on Initial Eligibility for Welfare Plan Benefits In an effort to provide better benefit protection for new seamen and boatmen entering the maritime industry, the Board of Trustees of the Seafarers Welfare Plan has voted to change the rules governing initial eligibility for benefits. The Trustces voted that as of May 1, 1979 a new employee need only accumulate 75 days of employment with an SlU-contracted company to establish his initial eligibility for benefits under the Seafarers Welfare Plan. The Trustees studied this matter very carefully and came to the decision that the old rule of initial eligibility of 125 days in the previous calendar year should be amended in the best interest of the SIU member­ ship and their dependents. Therefore, the new 75 day initial eligibility rule, as passed by the Trustees, is effective" May 1, 1979. The 75 day rule applies only to the establishment of initial eligibility. After doing so, the employee must then work at least 125 days in each calendar year to maintain his welfare eligibility. Seafarers Get 7V2% Wage, Overtime, Vacation Increase As of June 16, the financial security of deep sea SIU members moved up several notches as a V/2 percent hike in wages, regular overtime, premium and penalty rates went into effect. Vacation benefits also increased by the same percentage. These increases come on top of the substantial gains Seafarers received as a result of the deep sea contract ratified last June. The contract calls for 7V2 percent increases in wages and regular, premium and penalty overtime rates for each of the three years that the pact is in effect.' The agreement negotiated last year created a brand-new formula for computing vacation benefits which brought Seafarers increases in 4 / LOG / June 1979 vacation pay ranging from. 70 to 100 percent over previous rates, depend­ ing on rating sailed. Though the dollar figure varies from rating to rating, this year's IVi percent raises in wages, regular overtime, premium and penalty rates as well as vacation benefits, bring important gains to deep sea SIU members right across the board. The Union views these gains as one step in a progression towards a better future for SIU members, not as the final step. As SIU President Paul Hall said last June when the deep sea contract was ratified; "We should all look upon this agreement as a spring­ board for even further improve­ ments in our lives as American seamen." An example of how the new rule would apply is as follows: • An employee begins work on May 1, 1979. He has from May I, 1979 to Dec. 31,1979 to accumulate 75 days of employment with an SIUcontracted company. On his 76th day of employment he is immediately covered under the Welfare Plan for the remainder of the year and all of next year (1980), providing he accumulates at least one day employment in the six month period immediately preced­ ing date of claim. In the event an employee starts later in the year and is unable to accumulate 75 days of employment by December 31, 1979 he shall be given an additional six months in which to accumulate the required number of days for initial eligibility. However, for this employee to remain eligible for benefits in 1981, he must accumulate 125 days employment in 1980. It is hoped that the new rule will more equitably meet the needs of the membership. Any questions concerning the new rule can best be answered by writing to the Seafarers Welfare Plan, 675 4th Ave., Brooklyn, N.Y. 11232. Borinquen Committee On Mar. 28, the crew of theSS Borinquen (Puerto Rico Marine) was paid off at Port Elizabeth, N.J. While at it, the Ship's Committee and a member of the shoregang gathered for this photo. They were (I. to r.) Deck Delegate E. Greaux; Steward Delegate E. Lasso; Chief Steward John Nash, secretary-reporter; Engine Delegate Pedro Figueroa and AB Paul Flores of the shoregang. �Court Orders Crew Turnovers on 9 MSC Tankers Union Fighting To Re-Estoblish SiU Crew Jurisdiction WASHINGTON, D.C. - The U.S. District Court of Appeals has refused to issue an injunction barring the turnover of crews from SIU to NMU members on nine oil tankers chartered by the Military Sealift Command.^ The nine vessels involved are five T-5 tankers formerly operated by Hudson Waterways, and four Co­ lumbia class carriers formerly oper­ ated by Cove Shipping. As the Log goes to press, all but three of the vessels have been'taken over by their new operator, NMUcontracted Trinidad Oil. The three remaining vessels—the Susque­ hanna, the Columbia and the Hudson—are scheduled for crew turnover in July. Despite this setback, the battle over these vessels is far from over. The SIU is ready for a full 15rounder in ongoing court fights to re-establish our jurisdiction on these vessels. The Union's legal counsel is deeply emersed in the case, which is already in its second month, and could go on for another six to nine months. U.S. Navy the Culprit The culprit at the bottom of this complex case is the United States Navy! Back in Nov. 1978, the Navy's Military Sealift Command issued a "request-for-proposals" concerning the nine tankers. This "request-for-proposals" was a formal call to interested U.S.-flag operators to submit commercial bids for operation of the nine vessels. This is standard procedure in determining the award of Govern-, ment contracts to the private sector. Normally, the lowest bidder is awarded the contract. The language in this "request-forproposals" and its attachments was very specific. The language in Article 6 (Attachment C) stated; "The contractor shall pay the officers and crews serving aboard these tankers equal to the applicable standard union agreements for the industry..." The key words in this statement, as the SIU sees it, are, "the applic­ able standard union agreements..." Trinidad Low Bidder Three SlU-contracted operators submitted sealed bids. They were Hudson Waterways and Cove Ship­ ping, the former operators, and Zapata Corp. All three companies used the SIU's Standard Tanker Agreement in formulating their bids. However, when the results were announced on April 11, 1979, the low bidder was Trinidad Oil, an NMU company. The Navy quickly awarded a fiveyear contract to Trinidad to operate the vessels and ordered turnover of the ship's crews. The SIU, after examining and studying Trinidad's bid and Navy records, found that Trinidad—with the permission of the NMU—used a substandard contract in formulating their bid. The SIU's legal counsel immediately took action in the U.S. District Court, Washington, D.C., to block the crew turnovers. Under the standard NMU con­ tract, an NMU seaman receives the equivalent of 14 days pay for every 30 worked, representing the Vaca­ tion benefit. However, Trinidad's bid reflected a Vacation benefit of only 5 days pay for 30 worked. In addition, Trinidad's bid re­ flected a $7 per man, per day SfU Opposed to Panama Canal Toll Hikes The SIU has come out strongly against a proposed 21 percent increase in tolls for usage of the Panama Canal. The Union's main objection to the increases is that such a hefty hike will encourage shippers to seek alternate transportation modes to the Panama Canal, such as railroads. Recent history has proven that each time Canal tolls go up, fewer ships transit the locks. And since U.S. flag vessels are among the chief users of the Canal, the U.S. merchant marine and maritime labor will be the first to suffer. In a letter to the Secretary of the Panama Canal Co., SIU Washington Representative Charles Mollard stated: "Inevitably, American-flag liner vessels using the Canal will lose their com­ petitive edge to available alternates, and will be forced from the trade." He also pointed out that if the increases are put into effect, the Panama Canal Co. could very well suffer a loss in overall revenue due to a cutback in use of the locks. The Panama Canal Co. will make a decision on the toll issue within the next few weeks. reduction in standard contributions to the NMU Pension and Welfare Plans. The SIU maintained in court that since Trinidad used an obviously substandard agreement in submit­ ting its bid, the bid was unlawful. SIU companies submitting bids used standard union agreements. However, Trinidad did not use its standard agreement. The SIU stated that this gave Trinidad an unfair advantage over other bidders. It also violated the rules and conditions put on the bidding process by the U.S. Navy. Open and Shut Case? It appeared to be an open and shut case. But things rarely are open and shut in today's maritime industry. With the blessing of the Navy, District Court Judge June L. Green, on May 25, 1979, refused to issue a preliminary injunction against the turnover of the ships to Trinidad. She said, in refusing to issue the injunction, that the SIU (and District 2, MEBA-AMO) did not show probable success in demon­ strating that "the 5-for-30 plan is substandard." After her refusal, the SIU took the case to the U.S. Court of Appeals seeking a "stay" of the crew turn­ overs until the full merits of the case could be heard. The Appeals Court issued the "stay" earlier this month. But 10 days later,the Court lifted the "stay" without explanation. As a result, the ships have been awarded to Trinidad, despite the fact this court case is far from over. Presently, the SIU is back in the District Court seeking a "partial final judgement" from Judge Green. In addition to our argument that Trinidad used a substandard con­ tract, we are maintaining that the bids do not meet the requirements of the Service Contract Act. If the District Court judgement goes against the SIU, we will take the case before the Appeals Court. This could take from six to nine months to get a final ruling. NMU Halts Merger Talk With SIU panies against Trinidad, Marine Transport Lines and NMU, pre­ cludes NMU's further participation in NMU/SIU merger discussions. "Also, introduction of statements made at Ad Hoc Committee meet­ ings to court proceedings raises serious ethical questions. Therefore, NMU hereby terminates imme­ diately its participation in any Ad "NMU has withdrawn from merger discussions with SIU be­ Hoc Committee meetings and pro­ cause of SIU's participation in the ceedings as well as NMU/SIU lawsuit against NMU and Trinidad merger discussions." "Wall's notice was sent to Presi­ Corporation, an NMU-contract company. In a notice of NMU's dent George Meany, Secretaryintentions. President Shannon Wall Treasurer Lane Kirkland and Frank Polara of the AFL-CIO; President said: "Widely disseminated and in- Paul Hall of SIU, President Ray­ flamatory statements by SIU offi­ mond McKay of MEBA District 2 cers and MEBA District 2 in support and Professor John Dunlop, former Secretary of Labor and merger of lawsuit brought by two SIU/ MEBA District 2 contracted com­ committee coordinator." Below is a reprint of an article which appeared in the June 1979 edition of the NMU Pilot,, which announces the NMU decision to hreakoff merger talks with the SIU as a result of the battle over the nine tankers awarded to NMU-contracted Trinidad Oil. Point Revere Committee Dixie Boatmen Get Cost-of-Living Hike As part of a contract nego­ tiated by the SIU In 1977, SIU Boatmen working for the New Orleans-based Dixie Carriers Co. received a 5.6 percent cost of living wage adjustment effective April 6. This is the final COLA increase the 315 Dixie Boatmen will receive under the terms of the current contract which expires next year. The Boatmen received a 1.6 percent COLA in 1978. Cost of living add-ons are based on increases in the Con­ sumer Price Index and are intended to help American workers cope with the rising rate of inflation. Aboard a newly acquired SIU vessel last month are a crewmember and the Ship's Committee of the S7 Point Revere (Point Shipping) at a payoff in Brooklyn, N.Y. They are (seated I. to r.) Chief Steward C. White, secretary-reporter; Oiler Mike Kraljevic, engine delegate, and Recertified Bosun Barney Swearingen, ship's chairman. Standing (I. to r.) are Chief Cook David Smith, steward delegate, and OS Gary Thomas. June 1979 / LOG / 5 �New Orleans Delta Queen Line's paddlewheeler Delta Queen beat her sister steamboat the Mississippi Queen in the first leg of the initial 1,271-mile Grea^t Steamboat Race from here to Cincinnati on May 18. The two week race, the first in more than 100 years, began as the two steamboats left the Poydras St. Wharf headed toward Audubon Park as spectators lined the levees along the shores. On board passengers competed in fishing and kite flying contests. Philadelphia Piney Point The tug Papa Quay (Steuart Transport) was laid up for two months on June 17 for new engine and deck equipment. She will also undergo deck house modification. Baltimore The Norfolk, Baltimore and Carolina Line (NBC) plans to relocate their operations to the 8-acre old Conrail Pier on Clinton St. in the Canton area. Great Lakes The Luedtke Engineering Co. continues work on a dredging project at Point Mouillee, south of Detroit. It's a channel-deepening project which will permit loaded dredges and barges to approach the new, diked disposal area. (The diked disposal area is designed to take polluted materials for the next 10 years from the Detroit-Toledo area). Hannah Inland Waterways is having built a new 290-foot liquid bulk barge at the Nashville (Tenn.) Bridge Co. The Hannah 4001 will go into service on the Lakes. She will be delivered in August. The barge will be able to carry 40,000 barrels of oil and chemicals. She will be 290 by 60 by 18'/4 feet and will be double skinned. On July 1, the company will change its name to Hannah Marine Corp. San Francisco Chief executive of the SIU-contracted CrOwley Maritime Corp. (world's top inland operator) Thomas B. Crowley, was elected U.S. chairman of the National Liberty Ship Memorial. The memorial will place the preserved Liberty ship SS Jeremiah O'Brien in Golden Gate National Park here. More tug and barge activity was reported in the harbor here on the Delaware River due to the continuing N.Y. harbor tugboat strike in its third month. Columbia-Snake Rivers System A three-day conference in the Pacific Northwest late this month studied the status of the present and future locks on the Columbia-Snake Rivers System. Studied were the Ben Franklin Lock and Dam Project and up-river navigation on the Columbia River from Pasco to Wenatchee, Wash. The system stretches from Portland, Ore. to Lewiston, Idaho. Mobile The 5th U.S. Circuit Court of Appeals early last month denied a legal bid to tie up the Tenn-Tom Waterway on the widening of the 232-mile canal from 170 to 300 feet by the U.S. Corps of Engineers. The challenge was by the Louisville & Nashville Railroad and environmentalists. Other challenges are expected in court on the canal's cost overrun. The project was started in 1972 and is about 33 percent finished. Completion is now expected in 1986. Washington, D.C. With diesel fuel supplies on the nation's waterways down to 80 percent of normal and prices up 100 percent from January, inland fleet operators asked the U.S. Department of Energy to give them 100 percent of diesel fuel needs. Some in the barge and towing industry saw dry tanks by summer. Slowdown of water transportation would cripple export of U.S. crops" and create domestic shortages of gas, heating oil, coai,|ct fuel, steel and chemicals. The Farm Belt upriver would miss their fertilizers and fuel. Barges and towboats move 22 percent of crude petroleum and its products in this country. They also move 35 to 40 percent of our agricultural products for export. Half of the barge traffic moves coal and .oil. A Tough Ordeal, But Welfare Plan Gave Him Peace of Mind The past year was not an easy one for John Wright. His wife, Janice, passed away after a very long illness. And the ordeal took its toll on Brother Wright as well. But as he says, "at least 1 know that Janice had the best of care." The Union, through the Welfare Plan, did its best to minimize Brother Wright's problems. Alberta, Canada, and a deep sea sailor for mqre than 45 years. John's history with maritime labor goes back to the bitter, bloody strike of 1934 on the West Coast. He was initially a member of the Marine Firemen's Union in San Francisco. He joined the SIU in Mot jtcUtU The doctor and hospital bills for his wife's care kept coming and coming. Overall, the bills amounted to well over $20,000. But because of the extent of coverage by the Seafarers Welfare Plan, the prob­ lems of bills were completely taken off his shoulders. This is what the SIU Welfare Plan is all about. It's there to provide the membership not only with financial security. But to provide SIU mem­ bers with the knowledge and peace of mind, that if one of their dependents becomes ill, the Welfare Plan will enable them to get the best possible medical care available. This means a great deal, considering the ever increasing cost of medical care in this country. 6 / LOG / June 1979 1943. As an SIU member, he has accumulated 23 years seatime. Upon his retirement. Brother Wright, a quiet man, said simply: "I'll always support my Union." We wish John, now a resident of Brooklyn, N.Y., all the best in years to come. Pensioner iohn Wright John Wright realizes this. And in addition, he singled out the Welfare Plan staff for "their kindness and generosity in handling my affairs." Brother Wright, now 64.years old, recently retired from the Union. He's a real old salt, born in Calgary, Come to HLS. Upgrade to AB. Course Starts August 16 To enroll, contact HLS or your SIU Representative. �Headquarters Motes by SIU Execiilive Vice President Frank Drozak A Golden Opportunity for Stewards Job security. That's something the SIU has fought hard to create and improve upon for maritime workers over the last 40 years. But like a lot of things, job security comes in different forms, and is achieved in different ways. Sometimes it^s strictly up to the individual to go after and decide just how much job security he wants. The SIU sets up its programs so that a man, through his own initiative and motivation, can add to the job security he already has. The new Steward Recertification Program for chief stewards is such a program. Did you ever stop to think where a ship would be without a steward department, or where a steward department itself would be without a good chief steward? Quite obviously, a ship couldn't function without the steward department. And, by the same token, no steward department could function—and function well—without a good chief steward. So often, the difference between a good trip and a bad one is determined in the galley; whether or not the ship's a good feeder. There's a lot more to the job of chief steward than just seeing that three good meals are put on the table each day. A good chief steward is You Can't Afford Not To manager, nutritionist, an expert on food preparation, and teacher all rolled into one. The SIU recognizes that the job of the chief steward is a vitally important one, and one that carries with it a tremendous amount of responsibility. It has its own challenges and, like jobs in other departments, is continually effected by the introduction of new technology. It is with these thoughts in mind that the SIU decided to start the Steward Recertification Program. Specifically, the six-week program will be a refresher course for chief stewards and will cover such subjects as inventory control, nutrition, advanced culinary skills, menu planning, and shipboard inspections by the Public Health Service. It will also include instruction in first aid and cardio-pulmonary resuscitation. But the goals of the program go far beyond the specifics. First of all, it is hoped that each steward who completes the recertification program will feel he's more knowledgeable than he was before; that he's an even better chief steward than he was. Secondly, and since the chief steward is the guidi'ng force of his department, the quality of the department itself will be upgraded. Thirdly, an improved steward department is bound to improve the quality of life for everybody on a ship. Then again, brothers, it will help us all. Because, when we improve things on the ships—making them even better than they already are—it perpetuates and adds to the good reputation of the SIU. Job security is built on just that: a good reputation. It's one fact of life in our business. When we do a good job, people will take notice and will remember us. The SIU has built itself up on its reputation over the last 40 years. The new Steward Recertification Program is a golden opportunity for those chief stewards who want to increase their job security. It starts on Sept. 3, so don't wait to sign up. Youll benefit from the Steward Recertification Program, and the whole Union will too. Trustees Drop Vacation Eligibility to 75 Days for Boatmen T The Transportation Institute Towboat Operator Scholarship Program pays you while you go to school at HLS. It gives you free room, board and books. It helps you earn wheelhouse time while you learn boathandling skills. And HLS graduates get day-for-day worktime credit. You can't afford not to apply for a Towboat Operator Scholarship See your SIU Representative or contact HLS for details HE Board of Trustees of the Vacation Plan has reduced the employment time requirements governing the eligibility for Vaca­ tion benefits for Boatmen. The changes result from action by the Trustees in their regular review of the impact of new rules for SIU benefit plans. The new rule requires that a Boatman accumulate 75 days em­ ployment with an SlU-contracted inland company to be eligible to collect Vacation benefits. In other words, a Boatman filing for benefits today needs 75 days on the boat of an inland company signatory to the Vacation Plan to get his Seafarers Vacation check. The rule became effective May 1, 1979. The old rule required that a Boatman accumulate 125 days employment before filing for vaca­ tion benefits. The 125-day rule was designed after the Federal Government's ERISA law governing pensions. Initially, it was felt that one rule governing all our benefit plans, would be in the best interest of the SIU membership for maximum protection of the individual member. However, after a review of the operation of the 125-day rule, which went into effect Jan. 1, 1979, the Trustees felt that a 125 day employ­ ment requirement was restrictive on the Boatmen. The Boatman, because of the time-off provisions in SIU inland contracts, needed an unduly long time to accumulate 125 days em­ ployment. Take, for instance, the case of a Boatman working under a collective bargaining agreement whichprovides a Boatman shall work 40 days on and then have 20 days off. Under this contract, it would take the Boatman over six months to accumulate 125 days employment. This is true for all Boatmen working a 2-on, 1-off schedule. However, now under the new 75day rule, it will take the same Boatman approximately four months to accumulate the required employment time for Vacation benefits (the same time as a deep-sea member). When the SIU established the Industry Wide Inland Vacation Plan, the goal was to provide substantial Vacation Pay to Boat­ men and to provide it regularly. The SIU is confident that the new / 75-day rule will answer the overall goal of our Vacation Plan to benefit our membership. Deposit in the SIU Blood Bank— It's Your Life June 1979 / LOG / 7 �The Lakes Picture ^70 wSeason Looks Cvood The International Association of Great Lakes Ports released a study last month on Great Lakes shipping and port prospects for 1979. The Association is predicting that the overall shipping picture for this year looks very good, both for the Lakes and the St. Lawrence Seaway. The 1978 shipping season on the Seaway was a near-record year, the report noted. Even though general cargo shipments were way down in 1978, due to reduction in U.S. steel imports as a result of trigger pricing, active grain trade offset the decline in steel carriage. This trend is expected to continue in 1979. Winter Navigation The Great Lakes Basin Commission, an eight-state regional planning group, has issued a formal challenge to the Army Corps of Engineers' recommendations that year-round navigation on the Great Lakes be approved by Congress. A Commission report, made public on May 16 said, among other things, that the Army Corps of Engineers had overstated the economic benefits of winter navigation to the Great Lakes region. A draft report on the feasibility of year-round navigation, eight years in the making, included the Corps' contention that the extended shipping season would benefit the nation to the tune of $337 million per year. Included in that figure is an estimated $261 million in what the Corps called "transportation rate savings." The Army Corps of Engineers'draft study, issued in March, advocated phasing in year-round shipping on the upper Great Lakes. In addition it would extend the shipping season to 11 months on the Welland Canal, Lake Ontario and the St. Lawrence River. The tenure of the experimental winter navigation program expired last year. The program will be scuttled unless Congress votes to extend it. St. Lawrence Seaway As the St. Lawrence Seaway moves into its 20th year, many are marking the occasion by remembering the Seaway's early days and evaluating the network's success. When the Seaway, jointly financed by Canada and the U.S. at a cost of $400 million first opened in 1959, the Queen of England and thenPresident Eisenhower were on hand for the official opening. Its 20th anniversary is being feted more quietly. But many are saying the Seaway's success has far outstripped the hopes of its original planners. The waterway is not only solvent, but, some advocates contend it has returned as much as $60 million to the U.S. Treasury. One of the big selling points of the Seaway and other waterways to shippers these days is that it is an efficient, economical transit system. With fuel at a premium, water transport boasts mileage averaging WO ton miles per gallon compared to 200 for rail transport, 58 for trucks and four for planes. The St. Lawrence Seaway network encompasses 16 locks, three rivers, the five Great Lakes and three smaller lakes in the St. Lawrence. But the Seaway project itself involved building or upgrading seven locks between Montreal and Lake Ontario and eight in the Welland Canal. Chicago Hearings are scheduled before the House Merchant Marine & Fisheries Committee and an investigation will be made by the General Accounting Office into why Chicago's port is underused by both commercial and government shippers. An aide to Rep. Bennett Stewart (D-Ill.) said that "quite a few government agencies are not using the port facilities here." Rep. Stewart requested the GAO investigation to determine what transportation modes are being used for government cargoes. It's the opinion of Rep. Morgan Murphy (D-III.) who requested the House Committee hearings that "the Great Lakes region has not been the favorite among Government agencies in commerce." Daluth The newest vessel in the Kinsman fleet, the William A. McGonagle, entered service last month after loading grain in Duluth. The company will not be running the Kinsman Enterprise or the Henry Steinhrenner. * • * Another Kinsman vessel, the Harry L. Allen, which was destroyed in a fire at a Duluth grain elevator last winter, was sold for scrap recently. « • « The Alastair Guthrie (Kinsman) flooded and her stern hit bottom as she finished loading a cargo of grain in Duluth harbor recently. The flooding was caused by a valve malfunctioning. The defective valve controlled the flow of water coming into the ship's engine cooling system. Though the flood mark in the ship's engine room reportedly hit 15 feet at one point, the fact that the harbor was only 27 feet deep kept the Guthrie from sustaining any serious hull damage when her stern hit bottom. Coast Guard inspectors said, however, that electrical and boiler equipment damage was heavy. Algonac Number 21 in American Steamship Co.'s SlU-crewed fleet of lakers will be delivered in late August. The thousand footer is the eighth vessel to be built under American Steamship's shipbuilding program which was begun in 1973. • * » SIU members completed fitout of the L. G. Harriman (Huron Cement) in early June. The cement carrier, which was built in 1923, was used as a floating storage silo from 1976 through 1978 when she re-entered active service. The SIU is currently in negotiations with Straits Car Ferry on behalf of the SIU crew of the Chief Wawatam. The negotiations are expected to be wrapped up some time in June. Last month's Log mistakenly reported that the SIU was holding contract talks with Straits Transit Inc. A MESSAGE FROM YOUR UNION NARCOTICS WILL Yoa UP AND YOU'LL LO/E YOUR PAPERS FOR LI FE / 8 / LOG / June 1979 �ijnuJiKjaiii hinQton ttl in Seafarers International Union of North America. AFL-CiO On the Agenda in Congress... Health of Seamen. The House Merchant Marine and Fisheries Committee is holding hearings this month regarding the health and medical care of merchant seafarers. Included in the hearings will be an evaluation of the medical standards and facilities of the U.S. Public Health Service hospitals and clinics. Railroad Deregulation. The Senate Commerce, Science and Transportation Committee is holding a series of meetings this month on the Railroad Deregulation Act. Senator Russell Long (D-LA) will be chairing the hearings. We will be watching these meetings closely since they will result in recommendations on railroad freight rates which will directly affect the economic health of the inland waterways industry. June 1979 Legislative, Administrative and Regulatory Happenings Carter Signs Anti-Rebating Legislation President Carter has signed legislation which will strengthen the provisions prohibiting rebating practices in the U.S. foreign ocean-borne trades. The bill was adopted by a voice vote earlier this month in both the House and Senate. During floor debate. Senator John Warner (R-VA) pointed out that "the Merchant Marine Act of 1936 declares that it is the maritime policy of the United States to have a merchant marine fleet sufficient to carry...a substantial portion of the waterborne export and import foreign commerce of the United States." He noted, however, that "it is now perfectly clear that these policy objectives have not been achieved and, in fact, that the U.S. is in the grip of an accelerating downward spiral." According to Senator Warner, this bill would help this situation by giving the Federal Maritime Commission "the author­ ity it needs to do an effective job" of combating illegal rebating, "a primary factor in the demise of the U.S. liner fleet." As passed, this legislation: 1. gives the FMC authority to suspend the tariff of any carrier which fails to respond to a subpoena or discovery order in a rebating investigation; 2. increases penalties for violations; 3. requires certification of a corporate policy against rebating; and 4. empowers the FMC to assess civil penalties for rebating violations. Inland Waterways Scholarship Winners Tour Capital Water Projects Authorization. The Senate Environment and Public Works Committee will be holding a series of hearings this month regarding a number of water policy and project proposals. Several of these proposals will affect the inland waterways. Senator Mike Gravel (DAlaska) will be chairing the hearings. Merchant Marine Contracting. The Merchant Marine Subcommittee of the House Merchant Marine and Fisheries Committee held a hearing June 11 on a proposal to permit negotiated contracting beyond the June 30, 1979 cutoff for Maritime Administration sponsored sub­ sidy and Title XI programs. Vessel Sales. The House Merchant Marine Committee will be holding a hearing this month on a bill regulating the sale of U.S.-documented ships. Ocean Mining. The Oceanography Sub­ committee of the House Merchant Marine and Fisheries Committee will mark up legislation regarding Deep Sea Mining sometime this month. Afterwards, the Mines and Mining Subcommittee of the House Interior and Insular Affairs Commit­ tee will mark up its version of the ocean mining bill. Outer Continental Shelf. The House Select Committee on the Outer Continental Shelf will continue its oversight hearings on offshore oil and gas development. Hearings are scheduled for July 9 and 23. Panama Canal Authorization. The Panama Canal Subcommittee of.the House Merchant Marine and Fisheries Committee will hold hearings on July 16 and 18 on Panama Canal Authorization legislation. Small Vessel Manning. The Coast Guard Subcommittee of the House Merchant Marine and Fisheries Committee will conduct hearings beginning next month on manning requirements for small commercial vessels. Twenty SIU Boatmen came to Washing­ ton this month for a first-hand look at their Union's legislative and political action organization. The Boatmen came to the nation's capital from the Harry Lundeberg School in Piney Point where they are participating in the Towboat Operator Scholarship Program. During their visit, they toured the Capitol Building where they posed for a photo before going on to view the House and Senate chambers. Participating in the program were: William Morris, Daniel Baumann, Jose Charriez-Cotto, Daniel Minnier, Charles West, William Home, Joseph Carter, Robert Marshburn, Paul Shipman, and Benjamin Shawn. Also, Dennis Dietz, Harold Steen, David Frank, Raymond Noakos, Robert Dallas, Thomas Duffee, Kevin Brady, Donald Thayer, Michael O'Donohue and Jerald Augoin. Accompanying them on their tour were SIU Legislative Representatives Betty Rocker and John laccio. Also on the tour were HLS instructor. Captain Irwin Gros, and Nick Marrone, Port Agent, Piney Point. June 1979 / LOG / 9 �ii^^B Maritiine Industry News £1)0 51U in ^Vnsljinntor House Committees Hold Hearings On Deep Sea Mineral Resources Subcommittees of both the House Merchant Marine Committee and the Interior Committee held hearings earlier this month on the Deep Seabed Mineral Resources Act. Phillip Hawkins, representing Ocean Mining Associates, testified before the Subcommittee on Mines and Mining that it would appear advantageous to locate processing operations in the United States and retain the protections accorded to American-flag vessels. Hawkins warned, however, that the ocean mining industry must be prepared to face competition which might take advantage of low cost energy and other competitive advantages offered offshore. As a result, he urged the early enactment of "ocean mining legislation containing the maximum flexi­ bility to compete in a highly competitive world industry." Marne Dubs of Kennecott Copper Corporation testified before the Subcom­ mittee on the Merchant Marine. Dubs praised the compromises reached in the 95th Congress on ocean mining legislation (H.R. 3350) and stressed the need for a "grand­ father rights" clause in the present legisla­ tion. Dubs expressed his support for the present language in the bill which would require the mining ves.sel and at least one of the transport vessels per mine~ site to be documented under the laws of the United .States. T.I. Calls for GAO Says USCG Guaranteed Fuel Should Do Better in Allocation for Tugs Promoting Safety The General Accounting Office (GAO) and Towboats has made Congress aware in a critical report The Transportation Institute has re­ quested the Economic Regulatory Admini­ stration (ERA) to guarantee that tug and towboat operators are allocated the fuel necessary to continue the crucial job of moving energy and farm cargoes by water. Herb Brand, president of the Wash­ ington-based marine transportation re­ search organization, said that "without the guaranteed availability of diesel fuel, tugs and towboats ... will be unable to provide this country with essential water transporta­ tion service." Brand, also warned that without the fuel necessary to operate tug and towboats, "a crucial link in our energy and foodstuffs transportation system will be broken." He pointed to the fact that water carriers are the most economic and fuel-efficient mode for the carriage of bulk commodities and that over 60 percent of these commodi­ ties consist of energy products such as coal and petroleum products and over 10 percent are farm and food products. Brand concluded that if the nation's tug and towboat fleet is not guaranteed its necessary fuel supplies, "the disruption in the massive movements of energy and farm cargoes by water will have a ripple effect in other essential segments of our industry, not the least being heavy industry and public utilities. Senate Passes MARAD Congress Acts on Authorizations Alaska Lands Bill The Senate, by a voice vote of 85-2, has passed legislation which authorizes operat­ ing funds for a variety of Maritime Administration programs for fiscal year 1980. The Senate bill was managed on the floor by Senator Daniel Inouye (D-HI). He was joined by Senator John Warner (R-VA), ranking Republican on the Subcommittee on Merchant Marine. Senator Warner spoke in strong support of S. 640 and concluded his remarks by stating that: "Unless the Congress of the United States begins to give greater support to the U.S. merchant marine...our country wHl LIO longer have a merchant marine." The Senate also accepted by voice vote two amendments relating to the fishing industry. The first, offered by Senator Lowell Weicker (R-CT), extends the Title XI and capital construction fund provisions to shoreside facilities used for landing, processing, storing and distributing fish. The second, offered by Senator Ted Stevens (R—Alaska), would allow states to qualify as a first mortgager for purposes of the Merchant Marine Act, 1920. i his means fishermen would not have to pay a one-half of one percent annual trustee charge for loans. 10 / LOG / June 1979 The House of Representatives late last month adopted legislation which .sets aside approximately 110 million acres of land in Alaska as national parks, park reserves, wildlife refuges and forests. This version of Alaska Lands legislation (the so-called Udall-Anderson substitute) was supported by the Carter Administration and a coalition of environmental organizations. Under this bill, approximately 67 million acres would be classified as wilderness. It allows mining of valid existing claims, and requires that the National Petroleum ^serve in Alaska be opened to private oil and gas leasing. In the Senate, meanwhile, similar legisla­ tion (S. 9 and S. 22) is pending before the Committee on Energy and National Re­ sources. .SPAD is Ihc Sll''s political fund and our polilical arm in Washinfpon, O.r. The Sill asks for and accepts voluntary contributions only. The Union uses the money donated to SPAD to support the election campaqtiis of leigHlators who have shown a pro-maritime or pro-labor record. SPAD enables the SlU to work effectively on the vital maritime issues in the Cnnftress. These are issues that have a direct impact on the jobs and job security of all SiU mem­ bers, deep-sea. inland, and Lakes. The SIU urges its members to contmue their fine record of support for SPAD. A member can contribute to file SPAI) fund as he or she sees fit. or make no contribution at all without fear of reprisal. A copy of the SPAD report is filed with the Federal Elec­ tion Commission. It is available for purcha.se from the EEC in Wa.shin);lon, D.C. that the Coast Guard must step up its efforts to promote safer marine transportation. GAO claimed that "increased marine traffic and volume of cargo, including hazardous material, has led to a growing number of serious accidents." This is why so-called "discrepancies"such as buoys being offstation, missing aids relocated without adequate notice, or structural problems "need to be corrected as quickly as possible to minimize the risk to mariners and the possibility of legal action." GAO disclosed that as of October, 1978, 34 marine accident lawsuits were pending "with a potential cost to the Government of almost $29 million." Among the recommendations suggested by GAO to improve the Coast Guard's response to aid discrepancies were: • Establishing performance standards based on sound data rather than intuitive judgment. • Making greater use of specially trained and equipped repair teams. • Reassessing workload distribution for buoy and construction tender, giving consideration to transit times and age of tenders. GAO also emphasized that the Coast Guard should exercise its authority to mark sunken vessels if the owner cannot or will not do so. Finally, GAO criticized the Coast Guard for not evaluating "simpler, less costly alternatives for vessel traffic management before establishing vessel traffic service systems in the ports of New York, New Orleans, and Houston. This has resulted in unnecessary expense to the Government and increased burdens on mariners and the Coast Guard." Carter Nominates Nemirow To Top Marad Slot President Jimmy Carter has nominated Samuel B. Nemirow, as Acting Assistant Secretary of Commerce for Maritime Affairs, to fill the slot vacated by Robert J. Blackwell last April. Nemirow had served under Blackwell for seven years. Nemirow, a native of Connecticut, has been with the Maritime Administration since 1972, serving in a variety of positions, including General Counsel, member of the Maritime Subsidy Board, and Deputy General Counsel for Maritime Aid Contracts. Before joining Marad, he was with the Department of Transportation and the Federal Maritime Commission. Mr. Nemi^row holds several awards, including the Commerce Department's second highest, the Silver Medal, received in recognition of the role he played in formulating the U.S./U.S.S.R. Maritime Agreement. �LOS ANGELES HARBOR A Look at SlU's Expanded Operations :- The Santa Mariana and her three sister passenger ships are regular callers to Los Angeles enroute to South America. SlU-contracted Delta Line bought these vessels from Prudential Line last year. They are providing scores of new job opportunities to SlU members on the West Coast. HE SIU has always been an important presence in the heavy traffic moving in and out of the Los Angeles Harbor area. In the last few years though, the Union's activities and scope of representation on the West Coast have broadened tremen­ dously. As a result, hundreds of new jobs of many varieties in the L.A. Harbor area have been created for the meaand women protected and represented by the SIU. SIU members are employed in passenger and cargo transport, in service work in the L.A. Harbor, as well as in nearby shoreside jobs, to a greater extent than ever before. And there are as many reasons for the Union's increased presence in the area as there are kinds of jobs for SIU members. Here are some of them: • Tanker trade. Alaska's oil fields yield 1.2 million barrels of crude a day. Much of that oil is moved by tanker from Alaska's north slope to the West Coast. Many of the tankers carrying T Alaskan crude into and out of manning Alaska Construction's has turned out to be tremen­ L.A. Harbor are crewed by SIU "crew barges" which function as dously successful and beneficial living quarters for construction to all concerned. members. As a result of the merger, • Passenger ships. Last year crews while they are building hundreds of West Coast steward the SlU-Contracted Delta offshore oil platforms. Steamship Co. bought Pruden­ • MCS merger. The final department personnel now enjoy tial Lines. Included in the sale details of the Marine Cooks & the job security and protection were-four passenger ships which Stewards merger with the SIU the SIU offers. Since the SIU and the MCS frequently call, at Los Angeles AGLIWD are now completed. bound for South America or the The East-meets-West unification Continued on Page 12 Carribean. The Santa Maria. Santa Mariana. Santa Magdalena and Santa Mercedes., with their SIU crews, represent a re­ birth for the Union's fleet of cruise ships. • Tugs and barges. Expanded job opportunities for SIU Boat­ men in L.A. Harbor were made possible by the activities of SIUcontracted Crowley Maritime.. Overall, Crowley's activities have opened up 200 jobs for SIU Boatmen in the company's tug and barge fleet in Los Angeles. When the SlU-manned passenger ship Santa Mariana (Delta Line) called in the Crowley boats do shipdocking port of Los Angeles recently, SfU officials Ken McGregor, patrolman (seated left) work, they bunker ships and are and Joe Goren, co-po'l agent (seated second from left) visited the vessel. Along involved in lightering tankers with them are the ship's committee, including: Charles Jackson, engine delegate; Herman Ulrich, educational director; Marvin Garrison, secretary-reporter; Juan offshore. Osorio, steward delegate; Al Resendez,sailing reefer maintenance; Herwood In addition, SIU members are Walters, ship's chairman, and J. A. Rusheed, deck delegate. June 1979 / LOG / 11 �LOS ANGELES HARBOR Continued from Page 11 have become one Union, we've consolidated our Union halls under one roof. In order to better service the expanded SIU mem­ bership we're in the process of extensively remodeling the former MCS hall at 350 Freemont St., in San Francisco. Because of the merger, the SIU's deep sea membership has grown. But the merger has also brought nearly 500 culinary workers who staff the former luxury liner Queen Mary under the SIU banner. The Queen is now permanently moored in L.A. Harbor, where she's used as a floating hotel and museum. And the former MCS waiters, busboys, cooks and kitchen helpers are now repre­ sented by the SIU. Los Angeles harbor is a stopoff point for many SIU members bound for distant ports. Sea­ farers crewing SlU-contracted Sea-Land and Delta ships are often seen passing through the harbor. And SlU-crewed tankers with their cargoes of Alaskan oil call there regularly.' But the harbor is home to Union boatmen who provide necessary in-port services. And for the SIU members represented by the Union's industrial division who can be found shoreside in the L.A. area, working in shops and factories like Paulsen Wire Rope. The growth of the SIU in and around the L.A. Harbor has been truly significant. That growth has meant greatly expanded job opportunities and job security for SIU seamen, boatmen and in­ dustrial workers. During the days of the gold rush, California was known as the golden opportunity state. For SIU members, the L.A. Harbor area offers more golden op­ portunities now than ever before. The SIU has greatly expanded its job opportunities for Boatmen in the L.A. harbor area as a result of activities of SIUContracted Crowley Maritime. On the {ug.Howard H, recently in L.A. area are some of the crew along with SIU Patrolman Ken McGregor, left. They are, (I. to r.): Bill Haynie and Mike Privette, able seamen; Ken Hunt, captain, and Dave Domanque, mate. Much of the SIU's work in L.A. area has to do with lightering tankers offshore and bunkering ships. On the job aboard Barge 203 recently are tankermen Jim Wilson. 'Cft, and Tom Hultren. • '-'...A On the tug Feather River, recently, which is part of the Crowley operation in L.A. area are young Boatmen William Daughtry, captain, (left) and Lloyd LaBeach, cook. • * V * ' ' 'i " t3& i A happy crew is a good crew. .And the crewcf the lug Spartan appear happy in this photo taken recently before a day's work in L.A. harbor. They are (I. to r.): N. Forman, mate; J. Luke, able seaman; Ron Echeverio, chef; Steve Warford, captain, and Andrew Cleland, engineer. 12 / LOG / June 1979 -'V: .i-AC. �LOS ANGELES HARBOR The Queeti Mary, once the Queen of the Sea. is still a Queen. But today she's a floating hotel, restaurant and museum anchored in Long Beach. She is manned by as many as 500 SlU members in the busy summer season working as waiters, bartenders and more. IV Aboard the Queen Mary, outside one of the restaurants on the ships are SlU Aboard the Queen Mary at the seafood bar in the Lady Hamilton Restaurant are O. Erives, bartender; Mario Tejeda, cook and Gabriel Juarez, cook. In the Lady Hamilton Restaurant aboard the Queen Mary are pretty SlU members (I. toi.) Chris Stratton, Carol Leydon, and Carol Tomich, all waitresses, and Harriet Tomich, hostess. The SlU also has industrial shops under contract in L.A. areas including Paulsen Wire Rope. Photo shows four Paulsen workers along with Jesse Solis, SlU representative, on the left. On the SlU-manned tug HowardH are SlU Boatmen (I. to r.) D. Domanque. mate; Stig Ehrulund, cook and W. Haynie. able seaman. ^ Standing outside the wheeihouse of the SiU-manned tug Guide is Boatman John Boleyn, mate. June 1979 / LOG / 13 �sss sa 11 Holding up life ring bearing the name of their tug, Feather River, are SlU Boatmen Grover Kelley, engineer, and Wayne Katez, mate. Aboard their hard working tug Guide in LA. harbor are SlU Boatmen Howard George, engineer, and William Cox, cook. 5'-. The SlU-manned tug Catano participates in all types of harbor work including lightering and bunkering. The tug's barge is manned by SlU barge tankermen (I. to r.) Richard Perkin, John Bradley and Frank Rodriguez. The SlU-manned tugs Escort and Glory shown tied up in L.A. harbor before going out for a day's work. 14 / LOG / June 1979 The SlU-manned tug Howard H does a lot of hard work in L.A. as can be seen by heavy equipment on deck. SlU Boatmen aboard tug Envoy, which is part of the SlU's expanded operations in L.A. harbor are (I. to r.) Bob Clinton, mate; Steve McCleary, captain, and Larry Jamison, cook. �Capt. Joe Bradshaw (left) and Chief Engineer Jerry Gould working in the dredge's wheelhouse. AB Charlie Scherons (right) hands up stores to AB Dave Nrnan, SlU's New Honey Is Hopper Dredge Sugar island The new honey of the SIUcrewed dredging fleet these days is the brand new, self-propelled hopper dredge Sugar Island. Built by North American Trailing Co., she's the second self-propelled hopper dredge to be built, owned and operated by a private company. And the second to carry a top-to-bottom SlU crew. Like her two-year-old twin sister the Manhattan Island, she measures 281 feet and has a loaded draft of \9Vi feet. And like the Manhattan Island, when the Sugar Island opens her split hull and empties her 3600 cubic yard capacity hopper, she stops traffic. Both dredges are the end result of pioneering hydraulic tech­ nology. Their hulls are split down the middle and open so dredged materials can be dumped at sea. The hulls are hinged foreward and aft by special systems that include hydraulic rams. Using water pressure, the rams add an extra measure of control to the dumping process. They prevent sudden impacts to the hull and also hold the hull bottom steady when it's open, up to a maximum span of 16y2 feet. Dredging last month in Gafveston Harbor is the hopper dredge Sugar Island (N. American Trailing). The Sugar Island, which runs under 6750 hp, has a 70 foot dredging capacity. Her two dredge pump systems each in­ clude a suction pipe that mea­ sures 27 inches in diameter and a 24 inch discharge pipe which work at a combined 1700 hp. She is now working off Galves­ ton. The brand new hopper dredge is both a source of jobs and a source of pride to the SIU. The Union has been working for the creation of a privately operated dredging fleet to work side-by-side with the Army Corps of Engineers for many years. The Sugar Island and the Manhattan Island are the two solid cornerstones of that fleet. |p, galley. Chief Cook Vernon Johnson (left) shows GSU Joe Lebeau the ropes. He got his chief cook's endorsement at Riney Point last year. June 1979 / LOG / 15 .1 �LET1EBS Special Equipment Benefits TO 1HE EDITOB latman's Son Wins $10,000 Grant My family d I wish to thank the SIU for the many benefits provided to members i dependents. We are a ery proud that our youngest son, Lewis, was recently awarded oni the SIU's Annual $10,000 Charlie Logan Scholarships. This was qJ a financial relief and will insure the uninterrupted education oPth our children. I urge all fmbers to encourage their children with college aspirations to prepare pselves and apply for the Scholarships. Sincerely and Fraternally, Leslie W. Collier III Coinjock, N.C. , - [He's an Engineer Now As w/h know a college education is a necessity in today's world. Wheth( be in business, medicine or engineering thCre is a great demand for edi ed men and women. Unfortunately in this time of financial stress t ixpense of such an education is immense. Most of the American middle ss does not have the financial capacity to send their children to college thout a great deal of sacrifice. I amrever in the SIU's debt for giving me the opportunity to be one of those icaied people: The SIU has allowed me to get a well-rounded educa» in the process of becoming a mechanical engineer. Thi igineering field encompasses an unlimited range of work. Its scope iges from nuclear and conventional power plants to the design and c»truction of submarine support systems. Asu can see the opportunities for learning and for advancement facinPe are countless. The SIU Scholarship Program has assisted mysind others to achieve goals which otherwise would have been beyqour grasp. I sincerely hope that the Union can continue and enlafthis program to aid its members and their families. As a recipient of tlcholarship I consider it a great honour and will strive to reflect this hoif in my future work. n I wish to thank the SIU for the opportunity to gain the ed/ion needed to achieve my personal goals. Without the assistance of thi afarcr's Union my future would not look as bright as it does right n( Very truly yours, Edward V. Gilaber.t My thanks to the Union and the Welfare Plan for the check to pay for my husband's hearing aid. It is so good to have a dependable Union to call "ours." We are very grateful for everything that has been done in our behalf. Thanks again. I don't know what we would do without the SIU. Sincerely, Mrs. Berry Tippius Savannah, Ga. • ^ A Smooth ReHrement Just a note of thanks and appreciation to the Union for the splendid job they have done in handling my retirement. I am proud to say I haven't missed a payday. I appreciate the privilege I have had to belong to a great Union. Fraternally, Delmas A. Cornelius Uving and Loving If on Penslofi Hi y'all. I'm living good in Bisbee, Arizona. Plenty of mountains, fresh air. And no crime. Rent is cheap and jobs available. I'm enjoying every day on my pension. Miss the sea, though! Fraternally, Joe Scaramutz, Retired Bisbee, Arizona This QMED can count on a ford of Thanks From Pensioner [want to convey my heartfelt thanks to the SIU and especially to the [farers Welfare Plan for the manner in which this office so efficiently idled my claims when I became permanently disabled. This was truly.a : gesture. All I can say is long live the SIU. Thanks again to our ernational President Paul Hall and the thousands of brother members lich make up this fine organization. Fraternally, Paul Capo, Retired Metairie, La. Afofwe to Membm On Job Cnll Protethre When throwing in for work dur­ ing a job call at any SIU Hiring Hall, members must produce the following: « membership certificate • registration card 16 / LOG / June 1979 • clinic card • seaman's papers INLANb He knows diesel engines . . . He's ready for the diescl-powered ships that are coming off the ways. He's got job security for today and tomorrow. You can have it. too. Just take the diesel engines course for QMED's at HLS. It starts July 23 Sign up now! '' ^ Contact HLS or your SIU Representative. �Hess Shaded By Umbrella of Virgin Islands Loophole The U.S. Virgin Islands are known to travelers as one of the world's prettiest vacation spots. But they are better known to American seamen as a notorious haven for oil companies from U.S. law. The VirginTslands are exempt from the Jones Act, which mandates that all waterborne cargoes moved between U.S. ports be shipped on U.S.-flag vessels. The oil companies, in particular Amerada Hess, have taken complete advantage of the exemption. In the latest travesty, the Supreme Court has, in effect, granted the Amerada Hess Corp. leave to continue hauling Alas­ kan crude to the U.S. East Coast via its Virgin Islands refinery on foreign flag tankers. By their decision not to hear a suit filed jointly by the SIU, the American Maritime Assn., and the Shipbuilders Council of America, the highest court in the country has turned thumbs down on the U.S. flag fleet and the jobs of hundreds of American sea­ men. And they have given Hess their blessing to continue violat­ ing the spirit, if not the letter, of both the Jones Act and the Trans Alaska Pipeline Authorization Act (TAPS). When the Jones Act was passed in 1920, the U.S. Virgin Islands were exempted from its jurisdiction for a legitimate reason. The U.S.-flag fleet was not readily available for service in the trade at that time. In 1965, attracted by the V.I. loophole, Hess built an oil refinery on St. Croix. That refinery is now the largest in the world, capable of handling 600,000 barrels of oil per day. The overwhelming bulk of the oil is moved in and out of St. Croix on flag-of-convenience tankers. Moving foreign crude to the St. Croix refinery may currently be outside the jurisdiction of the Jones Act. But moving Alaskan oil from Valdez to the Virgin Islands and from the Islands to the U.S. East Coast on foreign LOG Official Publkalion of the Seoforers International Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFl-CIO June, 1979 Vol. 41, No. 6 Executive Board Paul Hall President Frank Drozak Joe DiGlorgio Executive Vice President Secretary- Treasurer luiumss James Gannon Cal Tanner Vice President 389 Editor Mike Gillen Edra Ziesk Assistant Editor Assistant Editor Marietta Homaayonpour Don Rotan Assistant Ei'ditor West Coast Assistant Editor Ray Bourdius Assistant Editor Frank Cianciotti Writer! Photographer Dennis Lundy Photography Marie Kosciusko Administrative Assistant George Vana Production!Art Director Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District AFL-CIO 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage uisirici, HFL V,«./, Brooklyn, N.Y. (ISSN #0160-2047) tankers is a blatant manipulation of the law from where we sit. We think that even though Hess makes a stopover in St. Croix to refine the Alaskan crude, the voyage is essentially a Valdez-to-East Coast run, and should be subject to the pro­ visions of the Jones Act. The Court thinks each leg of the run is a separate trip and each trip is "outside the coastwise trade of the U.S." In addition, Hess' use of a Liberian-flag tanker in the Alas­ kan oil trade violates the TAPS Act. We pointed out to the Court of Appeals last year that Con­ gress' intent in passing the TAPS Act was to keep foreign tankers out of the Alaskan oil trade ". . . for environmental pur­ poses." The Court said no. Stepping around the issue, the Court decided that "the most that can be said is that various Congress­ men assumed that... only Amer­ ican vessels would be involved in the transport of Alaskan crude in the United States." As far as we're concerned the Supreme Court has totally missed the boat. Hess is clearly maneuvering around both the Jones Act and the TAPS Act. And they're violating the job rights of American workers as well as the safety of American waters in the process. The SIU thinks it's time Hess, as well as the other oil giants, were made accountable to the laws of the United States. If those laws are so loosely worded that an oil company can sail a flag-ofconvenience ship right through their loopholes, then the laws need to be rewritten. And if the courts won't do it, then Congress must. During the current session of Congress, legislation to close the V.I. loophole for the carriage of pertoleum and petroleum prod­ ucts is an important part of our overall legislative goals. We're also working on legis­ lation which will clearly state that both the crude and the jobs which flow from the Alaskan oil fields belong to the American people. We want these laws crystal clear and air-tight. So no Court can misunderstand them. And no oil company can violate them. June 1979 / LOG / 17 �Special Equipment Benefits My thanks to the Union and the Welfare Plan for the check to pay for my husband's hearing aid. It is so good to have a dependable Union to call "ours." We are very grateful for everything that has been done in our behalf. Thanks again. I don't know what we would do without the SIU. Sincerely, Mrs. Berry Tippius Savannah, Ga. f Boatman's Son Wins $10,000 Grant My family and I wish to thank the SIU for the many benefits provided to members and dependents. We are all very proud that our youngest son, Lewis, was recently awarded one of the SIU's Annual $10,000 Charlie Logan Scholarships. This was quite a financial relief and will insure the uninterrupted education of both our children. 1 urge all members to encourage their children with college aspirations to prepare themselves and apply for the Scholarships. Sincerely and Fraternally, Leslie W. Collier III Coinjock, N.C. , - He's an Engineer Now As we all know a college education is a necessity in today's world. Whether it be in business, medicine or engineering thtre is a great demand for educated men and women. Unfortunately in this time of financial stress the expense of such an education is immense. Most of the American middle class does not have the financial capacity to send their children to college without a great deal of sacrifice. I am forever in the SIU's debt for giving me the opportunity to be one of those educated people; The SIU has allowed me to get a well-rounded education in the process of becoming a mechanical engineer, This engineering field encompasses an unlimited range of work. Its scope ranges from nuclear and conventional power plants to the design and construction of submarine support systems. As you can see the opportunities for learning and for advancement facing me are countless. The SIU Scholarship Program has assisted myself and others to achieve goals which otherwise would have been beyond our grasp. I sincerely hope that the Union can continue and enlarge this program to aid its members and their families. As a recipient of this scholarship 1 consider it a great honour and will strive to reflect this honour in my future work. Again 1 wish to thank the SIU for the opportunity to gain the education needed to achieve my personal goals. Without the assistance of the Seafarer's Union my future would not look as bright as it does right now. Very truly yours, Edward V. Cilaber.t A Smoortt Retirement Just a note of thanks and appreciation to the Union for the splendid job they have done in handling my retirement. I am proud to say I haven't missed a payday. I appreciate the privilege I have had to belong to a great Union. Fraternally, Delmas A. Cornelius Living and Loving It on Pension Hi y'all. I'm living good in Bisbee, Arizona. Plenty of mountains, fresh air. And no crime. Rent is cheap and jobs available. I'm enjoying every day on my pension. Miss the sea, though! Fraternally, Joe Scaramutz, Retired Bisbee, Arizona This QMED can count on a great future. i y * Word of Thanks From Pensioner I want to convey my heartfelt thanks to the SIU and especially to the Seafarers Welfare Plan for the manner in which this office so efficiently handled my claims when I became permanently disabled. This was truly a fine gesture. All I can say is long live the SIU. Thanks again to our International President Paul Hall and the thousands of brother members which make up this fine organization. Fraternally, Paul Capo, Retired Mletairie, La. Notke to Members (h Job Call Pntedure When throwing In for work dur­ ing a job call at any SIU Hiring Hall, members must produce the following: • membership certificate • registration card clinic card seaman's papers He knows diesel engines . . . He's ready for the diesel-powercd ships that are coming off the ways. He's got job security for today and tomorrow. You can have it, too. Just take the diesel engines course for QMED's^HLS. It starts July 23 ' "V Sign up now! INLAND Contact HLS or your SIU Representative. 16 / LOG / June 1979 J: �( The U.S. Virgin Islands are known to travelers as one of the world's prettiest vacation spots. But they are better known to American seamen as a notorious haven fgr oil companies from U.S. law. The Virgin Islands are exempt from the Jones Act, which mandates that all waterborne cargoes moved between U.S. ports be shipped on U.S.-flag vessels. The oil companies, in particular Amerada Hess, have taken complete advantage of the exemption. In the latest travesty, the Supreme Court has, in effect, granted the Amerada Hess Corp. leave to continue hauling Alas­ kan crude to the U.S. East Coast via its Virgin Islands refinery on foreign flag tankers. By their decision not to hear a suit filed jointly by the SIU, the American Maritime Assn., and the Shipbuilders Council of America, the highest court in the country has turned thumbs down on the U.S. flag fleet and the jobs of hundreds of American sea­ men. And they have given Hess their blessing to continue violat­ ing the spirit, if not the letter, of both the Jones Act and the Trans Alaska Pipeline Authorization Act (TAPS). When the Jones Act was passed in 1920, the U.S. Virgin Islands were exempted from its jurisdiction for a legitimate reason. The U.S.-flag fleet was not readily available for service in the trade at that time. In 1965, attracted by the V.I. loophole, Hess built an oil refinery on St. Croix. That refinery is now the largest in the world, capable of handling 600,000 barrels of oil per day. The overwhelming bulk of the Umbrella of Virgin Islands Loophole oil is moved in and out of St. Croix on flag-of-convenience tankers. Moving foreign crude to the St. Croix refinery may currently be outside the jurisdiction of the Jones Act. But moving Alaskan oil from Valdez to the Virgin Islands and from the Islands to the U.S. East Coast on foreign LOG Officiol Publication of the Seoforers International Union of North Americo, Atlantic, Gulf, Lakes and Inlond Waters District, AFL-CIO June, 1979 Vol. -»!, No. 6 Executive Board Paul Hall President Frank Drozak Executive Vice President SltlfU PHESSl Joe DiGiorgio Cal Tanner Secretary- Treasurer Vice President James Gannon 389 Editor Mike Gillen Edra Ziesk Ray Bourdius Assistant Editor Assistant Editor Assistant Editor Don Rotan Marietta Homayonpour Assistant Editor IVest Coast Assistant Editor Frank Cianciotti Writer! Photographer Dennis Lundy Photography Marie Kosciusko Administrative Assistant George Vana Production!Art Director Published monthly by Seafarers International Union. Atlantic. Gulf. Lakes and Inland Waters District AFL-CIO. 675 Fourth Ave.. Brooklyn. N.Y. 11232. Tel. 499-6600. Second class postage ' paid at Brooklyn. N.Y. (ISSN #0160-2047) tankers is a blatant manipulation of the law from where we sit. We think that even though Hess makes a stopover in St. Croix to refine the Alaskan crude, the voyage is essentially a Valdez-to-East Coast run, and should be subject to the pro­ visions of the Jones Act. The Court thinks each leg of the run is a separate trip and each trip is "outside the coastwise trade of the U.S." In addition, Hess' use of a Liberian-flag tanker in the Alas­ kan oil trade violates the TAPS Act. We pointed out to the Court of Appeals last year that Con­ gress' intent in passing the TAPS Act was to keep foreign tankers out of the Alaskan oil frade ". . . for environmental pur­ poses." The Court said no. Stepping around the issue, the Court decided that "the most that can be said is that various Congress­ men assumed that... only Amer­ ican vessels would be involved in the transport of Alaskan crude in the United States." As far as we're concerned the Supreme Court has totally missed the boat. Hess is clearly maneuvering around both the Jones Act and the TAPS Act. And they're violating the job rights of American workers as well as the safety of American waters in the process. The SIU thinks it's time Hess, as well as the other oil giants, were made accountable to the laws of the United States. If those laws arc so loosely worded that an oil coinpany can sail a flag-ofconvenience ship right through their loopholes, then the laws need to be rewritten. And if the courts won't do it, then Congress must. During the current session of Congress, legislation to close the V.I. loophole for the carriage of pertoleum and petroleum prod­ ucts is an important part of our overall legislative goals. We're also working on legis­ lation which will clearly state that both the crude and the jobs which flow from the Alaskan oil fields belong to the American people. We want these laws crystal clear and air-tight. So no Court can misunderstand them. And no oil company can violate them. June 1979 / LOG / 17 c. �SlU N.Y. Port Agent Jack Caffey. left, and Congressman Leo 0. Zeferetti (D;N.Y.) stand before ttie wreath presented In memory of seamen who gave their lives in service of the country. A large crowd was on hand to honor the merchant marine on Maritime Day. During the ecumenical service in New York's St. Paul's Chapel are, I. to r.. The Rev. Monsignor Thomas McGovern, New York Port Chaplain: Adm. A. B. Engel, USCG, (ret.), U.S. Merchant Marine Academy Superintendent: Jack Caffey, SlU N.Y. Agent: James P. McAllister, McAllister Associates: Captain James Flelshell, USCG, Captain of the Port of N.Y.: John Bowers, Exec. V.P., I.L.A.: and The Rev. James R. Whittemore, director. Seamen's Church Institute of New York and New Jersey. Maritime Day—Remembering Our Merchant Marine n impressive and solemn L ecumenical service, com­ plete with trumpet and organ accompaniment, was held in New York's historic St. Paul's Chapel on May 21, honoring merchant seamen who have given their lives for the country. Officiating at the service which was part of New York's Maritime Day ceremonies, were the Rev. Monsignor Thomas McGovern, port chaplain. New York, and the Rev. James R. Whittemore, director of the Seamen's Church Institute of New York and New Jersey. The SIU, represented by N.Y. Port Agent Jack Caffey, partici­ pated in the dedication of a memorial wreath, which was followed by one minute of silence and the tolling of a lone church bell. The ceremonies continued a short time later on the outdoor plaza of the World Trade Center. The packed audience was treated to an impressive musical pageant put on by midshipmen from the U.S. Merchant Marine Academy at Kings Point, N.Y. A 18 / LOG / June 1979 One of the highlights of the day was a speech delivered by Rep. Leo C. Zeferetti, (D-N.Y.), a solid friend of maritime. Zeferetti made no attempt to gloss over the deplorable condition of the U.S. merchant marine and the mari­ time industry in general. "Unfortunately," said Zef­ eretti, "we are no longer a leader among the maritime nations of the world." He went on to point out that the neglect of the merchant marine has resulted, in 1978, in the loss of "more than $7 billion, which was paid into the coffers of foreign-flag shipping companies." Zeferetti, a strong advocate of cargo preference legislation, called for a new merchant marine that can "meet and beat the competition by being big enough and fast enough and dependable enough to carry its share of the load. We cannot be satisfied with merely staying afloat." New York's Maritime Day observance closed with the tradi­ tional wreath ceremony and musical response. A wreath in memory of seamen who gave their lives in service of the country was brought before the speakers' platform by sponsors representing government, labor and management. Maritime Day is normally observed on May 22, the day the SS Savanrah, first steamship to ever cross the Atlantic Ocean, departed Savannah, Ga. on her historic voyage in 1819. Cere­ monies were held in New York a day earlier this year to coincide with its observance of World Trade Week. future is Hew Are You Ready for tt? yoit CM Bei Take the LNG Course at HLS. Course Starts August 20. See Your SIU Representative or contact HLS to enroll. �;r^ •'^ippsoi^ -s-v^wji^;^:-.;: OPERATOR SCHOLARSHIP Over 100 SlU Boatmen Have Gotten Their Licenses T ALKING about the Trans­ portation Institute Towboat Operator Scholarship, SIU Boat­ man James Widgeon said, "I just hope others can go through the Program and grasp the oppor­ tunity." Grasp the opportunity! Those are really the key words to keep in mind. This Program is a unique chance to improve your job skills. It's being offered by the Trans­ portation Institute in coopera­ tion with the SIU and the Lundeberg School. It's a tremen­ dous opportunity for SIU Boat­ men. On the following pages, arti­ cles appear about some of the Boatmen—both young and old— who took advantage of this benefit. The Scholarship Program is a three-month course during which you receive a weekly stipend of $125. Also, your tuition, room, board, and books are free. You will be taught by instruc­ tors who are dedicated to helping you get that license. As you will have either gotten better jobs at see in the following interviews, much higher pay or are well on the Boatmen were impressed with their way because of the Program. the quality and dedication of the Some of them who wanted a teachers at the Lundeberg School. change, have been able to move Also, HLS is well equipped for on to other SIU contracted hands-on training. The School companies. This mobility is made owns a pushboat, a tug, and easier because there are over 100 barges. inland companies under contract An important plus is that all with the SIU. Through the Union the boathandling time at the Hiring Hall you can move from School is credited as work time one company to another. With by the Coast Guard. Further, if the license and the SIU member­ you went through the HLS ship in your hand, you're not Deckhand and/or Tankerman locked into one place. Program, that time is counted as In 1978 the Program was established by the Washington, work time as well. A number of Scholarship win­ D.C.—based Transportation ners also remarked about the Institute in order to have enough pleasant surroundings at the capable mates and pilots for the Lundeberg School. Boatman Institute's member companies. T.I. is a maritime research and James James put it this way, "It's educational organization. It is a terrific deal all around." composed of 174 companies Licensed Boatmen In Demand involved in inland waters, har­ Most importantly, the Pro­ bors, and deep sea transporta­ gram makes your skills more tion. saleable and gives you greater Herb Brand, president of T.I., flexibility. said that the companies are very The Boatmen on these pages happy with the quality of work­ manship displayed by the more than 100 Boatmen who have completed the course. "When the Institute estab­ lished this Program, it did so because it felt that the companies' employees are the best potential source for obtaining additional skilled manpower. Our feelings have proven correct. The grad­ uates of the Program have gone back to the boats and have done an outstanding job. We could not be happier about the results of this unique Program. It is helping to keep the industry growing." A class just ended at the School and another will begin on July 9. The next class after that starts on Oct. 1. If you would like to apply for the Scholarship or would like to find out more about it, simply contact your SIU representative or write to: Towboat Operator Scholarship Committee Harry Lundeberg School Plney Point, Md. 20674 It's a ^Don't Miss' Opportunity for inland Members Juno 1979 / LOG / 19 �>ls Male Vififh Crowley, He's Moving Biggest RO/RO Barges in World One of the oldest Boatmen to go through the T.I. Towboat Operator Scholarship Program is Brother James S. James. At 55 when he was in the first Scholarship class over a year ago, Brother James realizes that age is no barrier to upgrading. He just completed the six-week Celestial Navigation course at the Harry Lundeberg School. And he plans to go back to the HLS to remove, the tonnage limitation on his mate's license. As Brother James put it, that course plus Celestial Navigation "gives me the world to go to." Formerly a deep sea able seaman with SlU-contracted Sea-Land Service, Brother James made use of the Union Hiring Hall to work for Crowley Towing and Transportation out of Jack­ sonville, Fla. He now uses the mate's license he got through the Scholarship Program to push the world's biggest roll-on roll-off barges. Talking about the Program, Boatman James said, "It's the finest opportunity in the world for anybody." He added that the Lmideberg School has "top instructors with unlimited pa­ tience." Brother James also remarked about "the nice setting" at the School which is located in Piney Point, Md. He said "the accom­ modations and vocational classes are as fine as can be." Born in San Antonio, Tex., Boatman James now lives with his wife in Riverview, Fla. Boatman James James (left) tielps hold up certificate of appreciation given by the first Scholarship Program class to HLS instructors. Brother James, one of the oldest boatmen to go through the course, is now a mate with Crowley Towing and Transportation. Holding the other end of the certificate is Capt. Irvin Gros, an instructor at the Lundeberg School. Only 23,George Mowbray Soiling Mate With G&H Towing Working as a steersman for National Marine on the National Hero, Brother Keith Foil (left) is shown here with Capt. William J. Greer. Boatman Foil had high praise for both the Scholarship Program and the help he's getting now from Capt. Greer, Keith Foii Zeroing In on Pilot's Job With a Little Help From a Friend SIU Boatman Keith Foil is grateful for a number of things concerning his job. First, he's glad he applied and got accepted to the Lundeberg School Entry Trainee Program in 1975. Second, he's thankful there was a Scholarship Program available to help him get his license. And third, he's very happy that he got aboard the same National Marine boat as Captain William J. Greer. First things first. Foil was working as a carpenter in New Orleans' French Quarter when he and a friend decided to ship out to earn some money for a busi­ ness venture. At the SIU Hall Foil was told about HLS. It took a year but he finally applied and went through the Entry Trainee Program. Foil liked his career as a Boatman so much he stayed with it and subsequently returned to the School for the Inland-West­ ern Rivers course and the AB Tugs and Tows-Any Waters class. He then went through the third Towboat Operator Scholarship Program. "Without the Scholar­ ship I would not have been able to afford the Towboat Program," Foil said. He particulary appre­ ciated the teachers at the School who, he said, "really care." He also greatly appreciates the help he's been getting aboard the National Hero from Capt. Greer. "This man has done everything in the world to help me. He helped me get into National Marine's Steersman Program. And be­ cause we're on the same watch, he explains everything about the river to me." Foil, who is 25 years old, said, "Capt. Greer is willing to help people out. It's people like him that make the Union." A utility tankerman before he entered the Scholarship Pro­ gram, Brother Foil is now a pilot trainee and hopes to be a fullfledged pilot in about three months. With the help of the Scholarship Program and Capt. Greer he should be well prepared for it. Just as Brother James James knows you're never too old to upgrade. Boatman George Mow­ bray knows you're never too young. Twenty-three years old now. Brother Mowbray graduated from the first ToWboat Operator Scholarship Program over a year ago. He just completed the Celestial Navigation course at the Harry Lundeberg School and he plans to go back there in October for the First Class Pilot course. Sailing as a relief mate with G&H Towing, Mowbray works in the Houston and Galveston, Tex. area. Because of the Celes­ tial Navigation course, he hopes to get a regular boat soon. He joined the Union in 1977 after completing the Entry Trainee Program at the Lunde­ berg School. Born in Wilmington, N.C., Mowbray now lives with his wife in Dickinson, Tex. Commenting on the Program's advantages Brother Mowbray noted that he is "making more money now." He added that he will be earning even better pay with both the Celestial Naviga­ tion and First Class Pilot courses behind him. Boatman Mowbray noted that he was "impressed with the Scholarship Program. The in­ structors really help if you're willing to learn. I recommend this course to anyone who has the time." Brother Mowbray summed up his feelings about the Program when he said, "It's foolish to pass it up." George Mowbray is shown in the wheelhouse of the tugboat used at the Lundeberg School for training. Brother Mowbray, who recently completed the Celestial Navigation course at HLS, graduated from the first Scholarship class over a year ago. He is now working relief mate with G&H Towing out of Houston and Galveston, Tex. X niHi �sm Boatman Ron Meinke Doubled His Pay With His License Going through the T.I. Towboat Operator Scholarship Pro­ gram made "a lot of difference" to Brother Ron Meinke. For one thing, it "doubled" his pay. Boatman Meinke was working as a deckhand for C.G. Willis when he participated in the second class. After completing the Program, he got several jobs through the SIU Hiring Hall including his present one with Express Marine. Now Brother Meinke is a mate aboard the Tug Active out of Camden, N.J. His boat works in A. graduate of the second class of the Scholarship Program, Boatman Ronald Meinke went from deckhand with CG Willis to mate with Express Marine • the Chesapeake and Delaware Bays and goes as far as New York and Providence, R.I. The usually pushes a petroleum or coal barge. Commenting about the Schol­ arship Program, Brother Meinke said "a lot of men don't seem to understand the Program. It's very worthwhile—every bit of it. I recommend it to anyone who wants to stay in the business." He added, "it's the only way to go." Boatman Meinke says he believes "in having a good education." Right now he's looking into the possibility of taking more courses at the Lundeberg School. A native of Cleveland, Ohio, Boatman Meinke, who is 37years-old, lives in Virginia Beach, Va. He joined the SIU in 1972. Brother Meinke became a boatman after getting out of the Navy. He says he's "enjoyed every minute" of his work. "It's been good to me." With his new job as mate and his plans to upgrade even further. Brother Meinke's future as a boatman will continue to be good. Boatman James Pope Went From Deckhand to Pilot With Scholarship "It's worth more than anything it may have cost to put it together," is the way SIU Boat­ man James Pope described the Towboat Scholarship Program. A graduate of the second class. Brother Pope used his license to go from deckhand to pilot with SlU-contracted Western Towing. He's now on the Bronco which mainly works in the Houston, Tex. area. Brother Pope's boat loads many of the LASH vessels that come into Houston. Pope admits that when he went to the Lundeberg School for the Program, "I didn't know what to expect. I was really surprised. The School does a tremendous job." Since his mother is a teacher. Brother Pope is familiar with the teaching profession. He said, "I was very impressed with the instructors at the School. Be­ cause of the teachers in the Scholarship Program, anyone who was willing to apply himself, could succeed in getting a license." He added, "considering the short time they had and the tremendous amount of material that had to be learned, the teachers couldn't have been better." ^ Only 21 years old, Brother John Brown is already a captain with Crescent Towing of New Orleans, La. He is shown here in the fall of 1978 aboard the Elizabeth Smith on which he was a relief captain. Now he's captain of the Jason Smith. John Brown's a 21-Year-Old Captain Thanks to Scholarship "I don't think I would have been able to go through the Towboat Operatar Program without the Scholarship," said Boatman John Brown. A very young graduate of the Program, Brother Brown is only 21 years old. He went through the first class over a year ago and is now a captain with SlU-contracted Crescent Towing. Brown's boat, the Jason Smith, works between Baton Rouge, La. and the Huey Long Bridge in New Orleans. As a result of the T.l. Scholar­ ship Program, Boatman Brown said he now has "a betterjob with better money." He was working as a deckhand with Crescent when he entered the Program. Brother Brown had high praise for the Harry Lundeberg School. "It's a real fine place. It gives you so many opportunities. And the teachers are the best. They take their weekends off to help you." Boatman Brown is planning to go to the HLS for his pilot's license. He'll be following a family tradition. "My Dad was a river pilot and years ago he also worked for Crescent." Brother Brown, who lives in New Orleans, joined the SIU in that city three years ago, soon after he graduated from high school. Towboat Program Will Help Dave Marotta Go a Long Way A pilot now with SlU-contracted Western Towing. Brother Pope was a deckhand before he graduated from the second T.I. Towboat Operator Scholarship class. Brother Pope, 29, was born in Waco, Tex. and now lives in Crockett, Tex. with his wife and three children. Asked how he became a boat­ man, Brother Pope said he's always been interested in the water. He first tried working on a shrimp boat and then sailed on a charter fishing boat. When a friend of his suggested he become a boatman, he fol­ lowed it up. Now, with the help of the Towboat Operator Scholar­ ship Program, he's piloting his own boat. As Dave Marotta put it, he left his job at an electrical appliance company in Schenectady, N.Y. because "there was no chance of advancement." That's why he eventually went through the Lundeberg School Entry Trainee Program, joined the Union, and took a job with National Marine. He didn't stop there. Brother Marotta participated in the first Towboat Operator Scholarship Program. He's now a steersman for National Marine on the National Goal The boat runs from Mobile to Houston and usually pushes crude oil barges. Brother Marotta says he "def­ initely recommends the Scholar­ ship Program" to other Boatmen. Talking about the Lundeberg School he suggested that "if a young man gets a chance to go to HLS he should take the opportunity. Through the School you are able to upgrade at an earlier age than you would otherwise." Brother Dave Marotta, 23 years old, is a steersman with National Marine aboard the National Goal. Marotta himself is 23. After he had left his job in Schenectady, N. Y., he went to Florida where he was working on sailboats. When he heard about the towboat industry, Marotta went to the SIU Hall in St. Louis, Mo. That led to his application and acceptance into the HLS Entry Trainee Program in 1976. �Without His Scholarship, John Vomer Would Still Be a Deckhand After River Boatman John Varner finished the second Schol­ arship class, he felt like seeing a little more of the U.S. has surely given him mobility as well as a better job. As Brother Varner said, if it wasn't for the Program, "I'd still He had been a deckhand on the be a deckhand." He added that Rivers with National Marine. because of the Scholarship, "I've But through the SIU Hiring Hall been able to broaden my exper­ in Piney Point, Md., he found a iences." Like other Boatmen who have job on the West Coast. been through the Program, At 27 years of age Brother Varner feels that he could not Varner is a mate in Long Beach have gotten the license on his Harbor for Crowley Towing and own. "The teachers at the School Transportation. And in his spare helped give me self-discipline." time he's basking on the beach He also thinks the "academic under that California sun. work really helped." The T.I. Scholarship Program Since he plans to continue with his college studies. Boatman Varner was particularly pleased with the college credits he re­ ceived while attending the Pro­ gram. Through an agreement be­ tween Maryland's Charles County Community College and the HLS, college credits can be earned by successfully complet­ ing certain courses. Boatman Varner received five credits for the Towboat-Western Rivers class and eight credits for the Towboat-Inland Course. Both of these he completed while in the Scholarship Program. Because of the Scholarship Program and the SIU Hiring Hall, Boatman John Varner is now a mate in Long Beach Harbor, Calif, for Crowley'Towing and Transportation, John Finch: You Can't Beat It, Free Fverything and a License In discussing the Scholarship Program, John Finch hit the nail on the head when he said, "You're being paid to go to school." Besides pointing to the weekly stipend given to the Program's participants. Boatman Finch A graduate of the third Scholarship class, Brother John Finch is now a mate on the East Coast with lOT. noted that tuition, room and board, and books are free. Brother Finch, who graduated from the third Scholarship class, said the Program "is very good for young and old—for anyone willing to learn." A mate now with the SlU-contracted Interstate and Ocean Transport on the East Coast, Finch had been an ordinary seaman with Harbor Towing when he entered the Program. On his present boat, the IVycotnico. Brother Finch is pushing oil barges on the Chesapeake Bay and its tributaries. Boatman Finch decided to switch from Harbor Towing after receiving his 200-mile ocean mate's license since that endorse­ ment will be more useful with lOT. Twenty-three years old. Bro­ ther Finch was an entry trainee at the Harry Lundeberg School in Scholarship Program Made Fred Shiferdek a Chief Mate The T.I. Towboat Operator Scholarship Program "gets you what you want if you apply yourself," said Brother Fred Shiferdek. Well Boatman Shiferdek did apply himself during the first Scholarship class and now he's working as chief mate for Crow­ ley Towing and Transportation. Brother Shiferdek, who was an AB for Crowley when he entered the Program, works on the Jacksonville, Fla. to Puerto Rico run. Shiferdek first joined the SIU in 1965 and initially sailed deep sea in the deck department. He later switched to the towing industry. Brother Shiferdek became familiar with boats at an early age. His father was a fisherman in 22 / LOG / June 1979 A chief mate for Crowley Towing and Transportation, Brother Fred Shiferdek was an AB for the company when he entered the Program. the Florida area and so Shiferdek was "raised on a boat." Born in Jacksonville, Boatman Shiferdek now lives with his wife and daughter in St. George, Ga. which is not far from the Florida border. He is 35 years old. 1975. He had heard about the School through a brother who attended HLS and told him "it was really great." Another of Finch's brothers, Stewart, completed the fourth Towboat Operator Scholarship Program. The brothers are following in their father's foot­ steps. He's also an SIU Boatman for Harbor Towing. Born in Washington, D.C. Brother John Finch is now living in Millersville, Md. NBC Has a Winner In Scholarship Grad James Widgeon James Widgeon wanted to follow in his brother-in-law's footsteps and see the world. That's why he went through the Lundeberg School Entry Trainee Program in 1972. Well, Brother Widgeon didn't quite make it around the world. In fact he didn't make it past the Eastern Seaboard. But he's sat­ isfied. After working deep sea for three months, he became a Boatman for SlU-contracted NBC Lines and has been with the company for 6'/2 years. Following completion of the Scholarship Program, Brother Widgeon received his license and soon went from deckhand to full time mate and relief captain. He usually works on the Martha M traveling from Norfolk to Balti­ more and Philadelphia. The boat pushes old Navy LST barges carrying containerized cargo and roll-on roll-off cargo. Widgeon noted that the extra money he earns in his new job is "very helpful." Talking about the Scholarship Program he said, "it was out­ standing. Ninety percent of it for me was getting along with the people. And the teachers therewere great. They gave help whenever I needed it." An SIU Boatman with NBC Lines on the East Coast, Brother James Widgeon became a fulltime mate and relief captain for the company soon after completing the Scholarship Program. He also added that the "setting at the Lundeberg School was very pleasant." In 1972 Brother Widgeon had gone through the General Edu­ cation Development Program at the HLS and received his Mary­ land high school diploma. Boatman Widgeon, who is 23 years old, was born in North­ hampton County in Virginia. He now lives with his wife in Chesa­ peake, Va. SECURITY IN UNITY �At Sea 1/ Ashore SS Jacksonville, SS Seattle Eight U.S. sailboats set to compete in the Pan American Games next month in Ponce, P.R. sailed aboard the containerships SS Jacksonville and SS Seattle to the port of San Juan recently. The Federal Maritime Commission (PMC) okayed the carriage as a courtesy to the U.S. Olympic Sailing Committee. After sea trials in Newport, R.I., six of the boats were loaded onto the 504foot Jacksonville in 35-foot containers at Port Elizabeth, N.J. Two other 14-foot Snipe class sailboats were loaded onto the Seattle in the port of Jacksonville. Delta Line Ships From July 6 to 16, the ST Del Sol will sail from the Gulf to Conakry, Guinea with a cargo of 630 metric tons of bagged wheat flour and 7,930 metric tons of milled rice. Also from the Gulf on two voyages to Puerto Cortes, Honduras, the ST Delta Mar in the middle of July and early August will carry 2,300 metric tons of bulk wheat. The ST Delta Sud in late August will carry 1,900 metric tons of bulk wheat to the same port. From Sept. 1-14, the ST Delta Norte on the same run will haul 1,400 metric tons of bulk wheat. Early this month, the SS Delta America loaded with 1,000 tons of general cargo, ran aground 232 miles southwest of Kingston, Jamaica. It was reported that two tugs were hired to refloat the vessel. And a 1,900 ton coaster chartered to help lighten the ship. Staten Island (N.Y.) USPhlS Hospital A new plaque honoring the U.S. merchant mariners who died while on duty in peace and war has been dedicated here. It is located at the hospital's main entrance near the flagpole. Waterman Steamship .last month. Waterman applied to MARAD for a Title 11 construction subsidy for 150 single skin LASH barges worth $14,617,200. The 61'/2-ioot long, 31-foot, 2 inches wide and 13-foot deep barges will be built at the Equitable Shipyards in New Orleans or Madisonville, La. Forty will be delivered in December, 72 in March and 38 in May. Washington, D.C The Transportation Institute (TI) a maritime research organization, is publishing a new magazine "to inform and educate" the public on the U.S. merchant marine. It's named the "U.S. Flag." And its first issue focused on the merchant fleet and national defense. The study found Uncle Sam vulnerable at sea because of U.S. reliance on foreign ships and strategic materials (like oil) and the growth of the Communist merchant fleets. VLCC Massachusetts and ST Banner Awarded the Jones P. Devlin Safety prize last month for the second year of accident-free operations were the VLCC Massachusetts and the ST Banner (both lOT). The award was made by the American Institute of Merchant Shipping (AIMS). American President Lines SIU steward department people aboard American President Lines (APL) ships will be sailing to China late this year or in early 1980. The company recently bought three former Pacific Far East Line ships to replace smaller vessels. Last month APL containerships Presidents McKinley, Polk and Van Buren won the company's annual Fleet Safety Award for logging a combined 1-million plus crew hours and 376,343 nautical miles sailing into 244 ports with no lost time accidents in 1978. One officer and a crewmember in the 20-ship APL fleet saved the lives of two passengers last year with the Heimlich Maneuver when food lodged in their windpipes at meals. San Juan A fifth RO/ RO ship has been added to the fleet of the Navieras de Puerto Rico (PRM), the 1974-built SS Caguas, c\-SS El Taino. She can carry 385 trailers and 150 vehicles from here to Jacksonville. The company's SS Ponce and 55 Bayamon will be refitted. Merchant Marine Essay Winners Maritime Overseas presented $500 last month to high school student Eli Veitzer of the San Diego Propeller Club of the U.S. for his winning essay "The U.S. Merchant Marine—An Essential Economic Factor" in the club's annual Harold Harding Memorial Contest. Sea-Land gave $250 to John Yong-Hwan Hong of the Honolulu Club for his winning essay. Waterman gave essay wirmer Sheryl E. Causey of the Georgetown (S.C.) Club a cruise from New Orleans to Europe. Delta Lines gave winner Mark E. Goza of the Baton Rouge (La.) Club a trip to South America. APL gave Carolyn Hadley of the Golden Gate (Calif). Club and Kim Yen Thi Nguyen of the L.A.-Long Beach Club trans-Pacific voyages. American Commercial Barge Line (ACBL) awarded Sandra L. Skaggs of the Paducah (Ky.) Club a boat trip up the Mississippi from St. Louis to Minneapolis. Hannah Waterways gave Great Lakes trips to Tina L. Lewis of the Wilmington (N.C.) Club and to Karen A. Yeh of the Savannah (Ga.) Club. El Paso Southern Committee Grouped on the fantail of a launch alongside the LNG ElPaso Southern (El Paso Gas) at the end of last month are herShip'sCommitteeand a crewmember of (I. tor.) QMED Tony De Cande; with the SIU since 1944: Deck Delegate Paul Butterworth, Recertified .Bosun Ballard Browning, ship's chairman; Baker James Morgan, steward delegate (with the SIU since 1945) Chief Steward Harry Huston, secretaryreporter and QMED Bob Hemming, engine delegate. The LNG paid off at Cove Point, Md. June 1979 / LOG / 23 �New Steward Recertification Program Set To The dates have been set and the course mapped out for the new Steward Recertification Pro­ gram. The first class is scheduled to start Sept. 3 at the Harry Lundeberg School in Piney Point, Md. Two other classes will be held this year. Eight sessions are set at six week intervals from Jan. 6 through Oct. 27, 1980. Applicants for the Steward Recert Program must have class "A" seniority and meet one of the following eligibility requirements a'^ formulated by the Seafarers Appeals Board: • three years seatime in a rating above 3rd cook or assistant cook with at least one of the three years as chief cook, or; • four months seatime as 3rd cook, assistant cook or higher, plus four months as cook & baker or higher, plus four months as Chief Cook, with certificates of completion from HLS for each course, or; • nine months seatime as 3rd cook or assistant cook plus four months as cook & baker plus four months as chief cook with HLS certificates for cook & baker and chief cook courses, or; • nine months seatime as 3rd cook or assistant cook, plus nine months as cook & baker, plus four months as chief cook with an HLS certificate for the chief cook course. A specially elected three-man committee of qualified stewards will select the Recertification Program participants. Each class of eight will spend six weeks at HLS sharpening up cooking, baking and food prep­ aration skills in the school's fully equipped, modern galleys. The program also stresses nutrition, shipboard sanitation, storing goods and inventories, how to work with the often confusing metric system as well as firefighting and first aid instruction. As the top-rated man in his department and a member of his ship's Union committee, a chief steward should also he know­ ledgeable about what's going on in the Union and the industry. quarters in New York for semi­ nars in industrial relations. The Steward Recertification Program pays off for everyone. So after the HLS-based train­ ing session, each class in the Steward Recert Program will spend two weeks at SIU head­ STEWARD DEPARTMENT RECERTIFICATION PROGRAM ATTACH APPLICATION (Please Print) PHOTO HOME PORT:. DATE: NAME: (In Full). Middle First Last ( ADDRESS: Code Phone City, State, Zip Street ) DATE OF BIRTH:. SOCIAL SECURITY NO.:. PLACE OF BIRTH:. BOOK NUMBER: HEIGHT: PRESENT SENIORITY STATUS:. WEIGHT: DEPARTMENT: EYES: RATING: HAIR: LAST SIU CLINIC CARD DATE:. No AMERICAN CITIZEN? Yes Place: Certificate No.: Alien Registration No.: IF NATURALIZED, Date: _ IF ALIEN, Type of Alien: I hereby request to participate in the Steward Department Recertification Program for Chief Stewards. DO YOU HOLD A U.S. COAST GUARD ENDORSEMENT AS A LIFEBOATMAN IN THE U.S. MER­ CHANT MARINE? YES NO DATE RECEIVED DO YOU HOLD A MARITIME ADMINISTRATION FIRE-FIGHTING CERTIFICATE? YES NO DATE RECEIVED HAVE YOU ATTENDED ANY OF THE FOLLOWING PROGRAMS? AFTS/HLSS ENTRY PROGRAM: YES NO FROM TO PORT HAVE YOU ATTENDED ANY STEWARD DEPARMENT UPGRADING PROGRAMS AT THE H.L.S.S.? YES NO FROM TO_ PROGRAM EDUCATION Name Highest Grade Completed Yes No Grammar ( ) ( ) Junior High ( ) ( ) High School ( ) ( ) College or Univ. ( ) ( ) Trade Schools ( ) ( ) ( ) ( ) OVER — 24 / LOG / June 1979 Graduated Type of Course �Get Under Way Sept. 3^ 1979 Through the specially designed courses the program offers, recertified SIU stewards will be the best trained in the industry, And the Chief Stewards who go through the program will be working their way towards topnotch job security. For Steward Recertification applications, talk to your SIU representative, or contact your local Union hall. SERVICE REQUIREMENTS ALL CANDIDATES MUST HAVE SEATIME AND/OR TRAINING IN COMPLIANCE WITH ONE OF THE FOLLOWING: Chief Stwd. a. three years seatime in a rating above 3rd Cook or Assistant Cook one year of which shall be as Chief Cook or, b. four months seatime as 3rd Cook or Assistant Cook or higher, four months seatime as cook and baker or higher, four months seatime as Chief Cook and hold HLS certificates of completion for each program, or c. nine months seatime as 3rd Cook or Assistant Cook or higher, four months seatime as cook and baker or higher, four months seatime as Chief Cook and hold HLS certificates of completion for the cook and baker and Chief Cook programs, or d. nine months seatime as 3rd Cook or Assistant Cook or higher, nine months seatime as cook and baker or higher and four months seatime as Chief Cook and hold an HLS certificate of completion for the Chief Cook program. \ .• m ! ^ r LIST SEATIME REQUIREMENTS Year Vessel Company Rating Signed on Signed off Number of Days -to. .to. .to -to. -to. to. to. to. to TOTAL: List one (1) day's seatime in last six (6) mo. & ninety (90) days in last calendar year. .PORT:. DATE:. .SIGNATURE:. At the meeting of the Steward Dept. Selection Committee, held on. Brother ^has been— (Full Name in Ink) (Approved or Disapproved) for entry into the Steward Dept. Recertification Program for. SELECn-ION COMMITTEE 30 (Chairman) June 1979 / LOG / 25 �; •,- .ro f: !n!i<aBSBS>?«sis»«®«'sisas^^ m jii!ij.m,u.i»j ' mi<n I;B.BI!I,]WIJI.LI -v SIU Atlantic, Gulf, Lakes & Inland Waters United Industrial Workers of North America PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENTS Cal Tanner Lindsey Williams HEADQUARIERS 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 Dispatchers Report for Deep Sea ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-9375 ALPENA, Mich MAY 1-31,1979 •TOTAL REGISTERED All Groups Class A Class B Class C Port ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT 11 107 10 18 23 6 21 86 34 58 25 43 8 100 13 1 564 Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 0 32 4 7 4 4 4 18 13 8 4 8 3 16 0 0 125 0 5 2 3 7 6 2 5 1 6 8 15 0 13 0 0 73 10 84 12 40 32 5 20 74 37 80 12 22 13 105 16 2 564 4 60 11 28 7 5 11 31 14 20 4 9 7 40 11 0 262 2 9 2 4 14 2 1 7 2 10 3 11 1 18 0 1 87 4 143 7 27 18 12 28 129 46 57 46 81 18 136 0 1 753 2 35 4 5 7 2 3 31 14 5 11 10 2 22 0 0 153 1 10 1 4 2 4 3 14 4 3 13 19 0 13 0 0 91 1 115 12 22 22 7 32 117 38 40 22 48 15 92 0 1 584 2 49 8 9 6 3 10 20 16 12 8 10 3 24 0 1 181 2 13 0 0 0 2 0 2 2 3 6 5 0 9 0 1 45 2 59 4 11 17 4 17 63 30 36 23 29 11 61 0 0 367 1 21 1 4 3 2 0 10 4 4 4 6 1 5 0 0 66 1 8 2 0 1 1 0 1 0 7 1 7 2 4 0 0 35 8 164 21 30 13 16 21 83 38 32 41 38 20 81 0 1 607 6 189 4 34 13 10 6 39 11 47 99 54 16 60 0 1 589 1,00> 760 ENGINE DEPARTMENT Port 1 73 7 9 18 5 26 73 23 40 8 31 11 56 11 1 Boston New York Philadelphia Raltimnre. = Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 4 32 7 8 8 3 3 20 11 13 6 • 8 2 17 0 1 143 0 7 0 0 3 1 0 4 1 3 2 3 1 5 0 0 30 Port 1 68 9 30 13 1 17 40 16 56 7 16 9 67 13 1 364 6 54 10 13 13 4 9 31 6 11 4 11 .. 7 32 11 0 222 0 3 1 2 6 2 0 3 2 2 0 7 2 6 0 0 36 STEWARD DEPARTMENT 2 34 3 4 12 3 7 38 15 16 5 14 7 Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama .". Totals 1 12 0 4 3 0 0 4 2 1 2 4 1 3 2 0 39 4 0 192 1 2 3 1 3 1 0 0 0 9 1 2 1 2 0 0 26 Port Boston NewYofk Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals TOTAL SHIPPED All Groups Class A Class 8 Class C 5 52 3 20 12 1 17 46 14 28 5 8 6 36 4 0 257 0 34 5 11 8 1 7 17 6 12 1 5 5 22 24 2 160 0 4 2 8 16 1 0 9 0 34 0 12 2 25 0 0 113 ENTRY DEPARTMENT 0 31 3 18 9 2 11 ^ 1 9 5 1 165 Totals All Departments 6 104 23 21 13 11 19 51 25 33 17 21 17 67 44 0 472 4 70 4 17 19 7 2 24 7 35 48 35 5 41 0 1 319 0 0 0 1 34 6 24 11 5 10 37 17 32 7 25 21 31 0 1 262 779 448 1,185 644 236 1,966 •'Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" medns the total number of men registered at the port at the end of last month. 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin St. 14202 (716) TL 3-9259 CHICAGO, ILL. .9383 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio' 1290 Old River Rd. 44113 (216) MA 1-5450 DULUTH, Minn 2014 W. 3 St. 58806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box D 415 Main St. 49635 (616) 352-4441 HOUSTON, Tex 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, NJ. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. . .2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, Tex 534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif 1311 Mission St. 94103 (415) 626-6793 SANTURCE, P. R. . 1313 Fernandez, Juncos, Stop 20 00909 (809) 725-6960 SEAITLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. . .4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla. 2610 W. Kennedy Blvd. 33609 (813) 870-1601 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 408 Avalon Blvd. 90744 (2lJ) 549-4000 YOKOHAMA, Japan . . . . P.O. Box 429 Yokohama Port P.O. 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 West Coast Stewards Halls HONOLI LI!, Hawaii ... 707 Alakea St. 96813 (808) 537-5714 PORTLAND, Or 421 S.W. 5th Ave. 97204 (503) 227-7993 During the month of May, shipping was excellent for SIU deep sea members. A total of 2,065 jobs were shipped through the Union's network of hiring halls. Overall, the 2,065 figure is an increase of 236 jobs over the previous month. What is especially significant is that of all the jobs shipped in May, only 1,185 were filled by "A" seniority people. Basically, this'mcans that shipping is good to excellent for all SIU members, no matter what their rating or seniority is in the Union. It means job security for all deep sea members. 26 / LOG / June 1979 WILMINGTON. Ca. . .408 Avalon Blvd. 90744 (21.^) 834-8538 SAN f RANCISt'O, Ca. 350 Fremont St. 94105 (415) 543-5855 . J �3-Year Contract Won For Boatmen at Harbor Towing The SIU has negotiated a new three-year contract with the Harbor Towing Co., of Balti­ more, bringing substantially increased wages, pension and welfare benefits to Boatmen who work on the company's tugs and barges. In addition, the SIU has succeeded through this contract, in bringing the benefits of the SIU Industry Wide Inland Vacation Plan to these Boatmen. Harbor Towing operates tugs, a harbor boat and barges in the Baltimore area. In addition to increased wages and a built-in cost of living adjustment (COLA), the contract provides for new major medical coverage, and a greatly increased death benefit. Effective June 1, 1979, Harbor Towing Boatmen planning on retirement will be eligible for a $50 per month increase in pension, raising the monthly pension benefit from $340 per month to $390 per month. To get this increase, the employee need only accumulate 125 days em­ ployment after June 1, 1979. Effective June 16, 1980, Harbor Towing employees will receive an additional $50 increase in the pension benefit bringing it up to $440 per month. Ni To qualify for this increase, the Boatmen need only accumulate 125 days employment after June 16, 1980. In addition to the increase in the basic pension, the SIU also succeeded in gaining the Early Normal Retirement Pension benefit (20 years employment time at 55 years of age) for these Boatmen for the first time. Because these Boatmen now have the Early Normal Pension, they also qualify for the Early Normal Pension Increments program and the Special Pension Supplement Program for employment time accumulated after June 1, 1979. The Increments Program provides that once the Boatman qualifies for the Early Normal Pension, he can get an additional amount, or increment, on top of his monthly pension for every additional full year (365 days) that he works. He can get a maximum of seven increments. Each increment is worth $25 per month increase in the pension. The Pension Supplement Program provides one full year of Pension benefits in a lump sum as a bonus to the eligible Boatman who works two full years (730 days) after qualifying for the Early Normal Pension. The new Death Benefit cover­ age provided for active Harbor Towing employees has been greatly increased according to terms of the new contract. Whereas $5,000 used to be the maximum benefit, families can now receive graduated benefits as high as $20,000 in the event of an active member's death. Major medical coverage for dependents of Boatmen have also been won. Major medical pro­ vides 80 percent of all charges over and above expenses covered by the basic Welfare Plan. This is a milestone gain for these Boatmen. Improvements have been real­ ized in other areas as well. The new contract provides for an increase in the optical benefit (to $40), extended coverage for dependents who are full-time students (from 19 to age 25), and payment for emergency treat­ ment received in a doctor's office. With the backing of the SIU, employees of Harbor Towing have won a contract that will further improve the quality of life for them and their families. •* 7 The team that negotiated the new three-year contract with Harbor Towing Co. Pictured, front row, I. to r., are Boatmen Curtis Hintze, Matt Wesley, and Gerard Tyler. Back Row, I. to r., George Costango, Baltimore port agent, and Boatmen Arthur Kinsella, Mike Furman, Gerry Cifarelli, and Stanley Knopp. New 3~Ye&r P&ct Bnrsgs Inland Vacation Plan to Hannah Boatmen The SIU has wrapped up a solid, new three-year agreement for SIU Boatmen who crew Hannah Inland Waterway Corp.'s Great Lakes fleet of tugs. The package includes substantial wage increases over the three years of the agreement, as well as im­ proved welfare and pension benefits. The agreement also includes firsttime coverage for Hannah Boatmen under the SIU's Inland Vacation Plan. In less than three years, the SIU has achieved coverage for nearly 95 percent of all SIU Boatmen under the Inland Vacation Plan. The Hannah agreement covers 50 Boatmen who work the six active tugs in Hannah's fleet which are involved in oil and petro-chemical transport. The ice-breaking tugs run year-round in the Great Lakes area. But the company's primary contract is to keep the region's Edison power plants supplied with fuel. With the new contract, Hannah employees join other SIU Boatmen in receiving the best vacation benefits in the industry under the Union's Inland Vacation Plan. The new contract also makes Hannah employees eligible for a major increase in pension benefits. In addition, through increased employer contributions to the Seafarers Welfare Plan negotiated by the Union at the bargaining table, Hannah Boatmen are now entitled to greatly expanded welfare cover­ age for themselves and their families. Boatmen Crew New Tug Laura Haden in Galveston The tug Laura Haden, the second of 11 new boats to be built for Texas-based G & H Towing Co., was crewedhy SIU Boatmen earlier this month in Galveston. The first boat in the series, the Titan, was delivered to the company in April. Three more tugs are presently on the ways at the Diamond Shipyard in Savan­ Waterman to Build nah, Ga. All 11 tugs will be of identical its Third RO/RO construction and horsepower The Waterman Steamship Corp. will (3,200), and will carry a crew of build its third roll on/roll off. nine. Construction subsidy was okayed last Of the three new tugs now October to build the first two ships at the Sun Shipbuilding and under construction, the first is Drydock Co. in Chester, Pa. The third due out in about six weeks. As yet, she's unnamed. The other ship will cost $73 million to build. She will be able to carry 1,500 20-foot two tugs are due out in six to .containers on the Gulf-Indian Ocean eight months. run. The others will.sail on the GulfAll of the new G & H harbor Northem Europe run. Waterman is also in the process of tugs will operate ouL of Galves­ ton, Texas. building two LASH ships. Part of the crew of the new Laura Haden are, I. to r., J.R. Branch, mate; J.L. Payne, chief engineer; S.H. Lederman, deckhand; and David Tisdale, deckhand. June 1979 / LOG / 27 V.1ST?A �ti Retail Clerks, i^eafcufters Merge: Biggest in AFL'CIO A milestone in labor history was reached this month as the Retail Clerks International Union and the Amalgamated Meatcutters & Butcher Workmen voted to merge their unions into the United Food & Commercial Workers. The new UFCW, with a collective membership of close to 1.3 million, is now the largest AFL-CIO af­ filiated union. The nearly unanimous merger votes, capping seven years of onagain, off-again negotiations, were taken at what were to be the final conventions of the Retail Clerks and the Meatcutters as separate unions. Following the ratification votes, delegates met together in Wash­ ington, D.C. to launch the founding convention of the infant union. President Jimmy Carter, AFLCIO Secretary-Treasurer Lane Kirkland and SIU head and AFLCIO Senior Vice President Paul Hall were on hand to hail the historic merger along with other prominent labor and political lead­ ers. This is a "notable achievement, not just for the labor movement, but for our country," President Carter told UFCW convention delegates. Serving as temporary chairman of the merger convention Lane Kirkland told cheering delegates that in today's world, the labor movement, "needs all the unity we can muster." Kirkland then yielded the chair to William H. Wynn who will serve as President of the new UFCW. Wynn had been President^ of the Retail Clerks since 1977. Harry R. Poole, President of the Meatcutters since 1976, was named one of two UFCW Executive Vice Presidents, along with Thomas G. Whaley, formerly Secretary- Treasurer of the Clerks. Samuel J. Talarico, who was SecretaryTreasurer of the Meatcutters, will hold the same post in the UFCW. In his first speech as UFCW President, Wynn admitted that the new name still sounded a little strange. But "in short order," he predicted, "we will not only be comfortable with our new name but proud of it and of our merged unions." The UFCW will be "a dynamic organizing union," Wynn prom­ ised. "Combining of resources will produce more effective service to the membership." NLRB Upholds SIU, MFU, SUP in Valerie F. Beef; Await Injunction The National Labor Relations Board has upheld the contention that West Coast .seamen who had manned the integrated tug barge, the Valerie F, were entitled to their jobs back. NLRB Regional Director Natalie Allen found that the employers operating the Valerie F had unlaw­ fully discriminated against members of the former Marine Cooks & Stcwa.rds Unio.n, Ihe Sailers Union, Marine Firemens Union and the Marine Engineers Beneficial As­ sociation. Director Allen said the Board will seek a Federal Court injunction barring the employers from hiring only persons from the Masters, Mates and Pilots, for all jobs on the tug, from Captain to messman. In addition to upholding the unions' claims, the Board dismissed counter charges by the employers and MMP that the West Coast unions were themselves being unfair. Both the tug and its barge have been idled for the past month, as members of the SIU Pacific and A&G Districts, along with the MEBA, maintained round-theclock picketing. The tug itself is being picketed in San Francisco while its loaded barge is being picketed in the port of Stockton, Calif. Until earlier this year, the Valerie F was manned by unlicensed deck, engine and stewards from the SUP, MFU and MCS (now SIU), licensed engineers from the MEBA and mates from M M P. The vessel carries bull rice from California to Puerto Rico and chemicals on its return voyage. In March of this year, the boat was laid up in -Jacksonville for repairs and the crew paid off. Several weeks later. Bulk Foods Incorporated, announced the trans­ fer of the vessel to a new company. However, when it was reactivated, only crew members were hired who claimed to be members of the Masters, Mates and Pilots. Even the Cook and messman where said to be members of the MMP, in addition to members of the unlicensed deck and engine departments and mem­ bers of the licensed engine de­ partment. Total employment went up by 144,000 workers to 96,318,000 working last month. The overall labor force increased by 136,000 workers to 102,247,000. The small gain in employment was far below the 350,000 monthly average during the last six months. In major industries, only trans­ portation, construction, public utilities and wholesale and retail trade had sizable job gains in May. Since last August, the jobless rate has hovered in the 5.7 to 5.9 percent range. The black jobless rate was 11.6 28 / LOG / June 1979 company, and the paper transfer, together with the agreement with MMP, was a gimmick to get out from under the legal debts owed to the unions' funds. A Federal injunction will have the effect of dissolving the agreement Bulk Foods and the Rice Growers Association have with MMP and ordering the employers to rehire the lioCiiai gcU ^CcllllCll. In San Francisco, SIU Repre­ sentative Ed Turner said, "If there ever was a case that proves that the maritime unions should merge and get together, then it is the Valerie F.''' SOHIO Drops Plan to Build Long Beach Terminal, Pipeline In another about-face, the Stan­ dard Oii Co. of Ohio (Sohio) has announced it is terminating its California-to-Texas pipeline pro­ ject. The proposed $1 billion oil terminal and pipeline facility was intended to channel 500,000 barrels of Alaskan crude daily to the Mid­ west via Long Beach, Calif. This is not the first time Sohio has changed its mind. Last month the Log reported that Sohio had de­ cided to go ahead with the crude transfer facility. This was a reverse of a March statement that they were cancelling the project. percent, more than double that of Announcing the oil company's whites' 5.2 percent. Teenage jobless­ withdrawal from the project. Sohio ness rose to 16.8 percent, four times Chairman .Alton W. Whitehouse higher than adult males' unemploy­ cited regulatory delays which had ment rate of 3.9 percent. Adult tied the facility up for five years. females had their rate go up to 5.8 "Today," Whitehouse said, "the percent. project's economics are marginal at Chief AFL-CIO economist Rudy best and do not support inherent Oswald said that he believed jobless­ risks." ness would climb even higher than The change in the West Coast oil the 6 to 7 percent predicted for the picture was believed by many to be a rest of the year because declining major factor in Sohio's decision to worker purchasing power would be scrap the project. Five years ago, an additional damper on the econ­ there was more oil on the West omy. Coast than the refineries there could Secretary of Labor Ray Marshall handle. But with cutbacks in Iranian said that $75 million appropriated oil imports, the glut of crude in would help private companies train California has diminished and a poor workers for permanent jobs. Sohio spokesman said recently that He hoped $325 million would be the need for a pipeline capable of voted in 1980. lax rebates go to handling 500,000 barrels of oil was employers who train unskilled "reduced." workers for 200,000 expected jobs. There would, however, be plenty U.S. Unemployment Stays at 5.8% as Economy Slows Down WASHINGTON, D.C.—The na­ tion's unemployment rate stayed at 5.8 percent in May. The lack of significant employment growth showed that there is an economic slowdown throughout the country. In affidavits supporting their charges of unlawful discrimination, the West Coa.st unions pointed out that the new operators of the vessel were the same people as were in Bulk Foods, which claimed bank­ ruptcy. Not only were the company personnel the same, the offices, phone numbers and operating procedures wprp cqrn^ before, Inasmuch as Bulk Foods owed the various union pension and welfare funds nearjy $100,000, the union alleged, it was clear that the socalled new company was a dummy of oil to fill the 1,000 miles of pipeline Sohio had proposed to build if North Slope oil fields were operated at maximum production levels. Right now Alaska's oil fields yield 1.2 million barrels a day. Production could be' stepped up to 1.8 million. "This significant gain (in produc­ tion)," a recent New York Times editorial stated, "has been stalled by a lack of suitable markets." That suitable market, as far as North Slope oil producers are concerned is Japan. The oil com­ panies have long wanted Congress to okay an oil swap deal where Alaskan crude would be exported to Japan and replacement supplies brought in to the U.S. from Mexico. But the swap looks good to the oil companies. They could save money in transportation costs by using foreign-flag tankers for the U.S.-toJapan run. Today, any oil swap involving Alaskan crude is prohibited by U.S. law. But Congress will soon decide whether to allow Alaskan oil ex­ ports or bar them completely as they prepare to vote the Export Admini­ stration Act of 1979. As Congress gets ready to decide the fate of Alaskan oil, the SIU hopes that the interests of the American-people will carry more weight than the North Slope oil producer's greed for profits. �Howard Norman Negard, 65, joined the Union in the port of Duluth in 1961 sailing as an oilerand linesman for the Great Lakes Towing Co. from 1944 to 1979. Brother Negard was also a Harry Lundeberg School of Seamanship upgrader. He was born in Duluth and is a resident there. Miguel Marquez, 65, joined the SIU in the port of Houston in 1962 sailing as a fireman-watertender. Brother Marquez was born in Queretaw, Mexico and is a resident of Galveston. Ferdynand Szoblik, 69, joined the SIU in 1944 in the port of New York sailing as a chief cook. Brother Szoblik sailed 50 years. He also sailed on the Polish. French and English merchant marine fleets. Seafarer Szoblik was on the picketline in the 1961 Greater N.Y. Harbor strike. And he attended two Piney Point Educational Conferences. Born in Poland, he is a naturalized U.S. citizen and is a resident of Houston. Stanton Brown Marshall, 65, joined the SIU in 1943 in the port of Boston sailing as a fireman-watertender. Brother Marshall was born in Connecticut and is a resident of Old Saybrook, Conn. Christopher "Scotty" McBrien, 65, joined the SIU in the port of New York in 1951 sailing as chief electri­ cian. Brother McBrien is a wounded veteran of the U.S. Army Transpor­ tation Corps in World War 11 sailing on the troopship Queen Mary from 1940 to 1941. He was born in Alloa, Scotland, is a naturalized U.S. citizen and is a resident of San Francisco. Justine Santana Molina, 59, joined the SIU in 1944 in the port of Philadelphia sailing as a chief cook and chief steward. Brother Molina was born in Puerto Rico and is a resident of the Bronx, N.Y. Evangelos P. "Angelo" Nonis, 65, joined the SIU in the port of New York in 1953 sailing as a deck engineer. Brother Nonis sailed 28 years. He is a veteran of the Greek Army. Seafarer Nonis was born in Volos, Greece, and is a resident of F.via, Greece. Teodoro Ruiz, 65, joined the SIU in 1940 in the port of New York sailing as a bosun. Brother Ruiz was born in Puerto Rico and is a resident of Fajardo, P.R. Nickolaos G. Saslos, 52, joined the SIU in the port of New York in 1964 sailing as a QMFD which he earned at the HL3 in 1974. He is also a pump machinist. Seafarer Saslos was on the picketline in the 1963 Rotobroilbeef. He is a veteran of the Greek Army during the Civil, War from 1948 to 1951 and sailed in the Greek mer­ chant marine. Born in Athens, Greece, he is a resident of Chalkis, Futuea, Greece. Dale Susbilla, 74, joined the SIU in the port of Wilmington, Calif, in 1968 sailing as a QMFD and chief electrician. He upgraded to chief electrician in 1973 and QMFD at Piney Point in 1977. Seafarer Sus­ billa also graduated from the HLS Refrigeration Container Course and Advanced Electrical Procedures Course in 1976. He also sailed with the U.S. Military Sea Transport Service. Born in the Philippine Islands, he is a resident of Carson, Calif. Laurence Mistrot Young, 68, joined the Union in the port of Houston in 1957 sailing as a captain and pilot for the G«&H Towing Co., Galveston from 1946 to 1979 and the U.S. Army Corps of Engineers from 1939 to 1941. Brother Young is a veteran of the U.S. Coast Guard in World War II. He was born in Galveston and is a resident of Freeport, Tex. Ik Mohsain Saleh Ahmed, 65, joined the Union in the port of Detroit in 1968 sailing as an OS and in the steward department for Kinsman Marine from 1967 to 1979. Brother Ahmed was born in Yemen and is a resident of Lackawanna, N.Y. Homer Ronald Bourque, 64, joined the Union in the port of Lorain, Ohio in 1961 sailing as a deckhand and fireman-watertender. Brother Bourque is a former member of the International Union of Operat­ ing Engineers, Local 25. He is a veteran of the U.S. Navy in World ^ War 11. He was born in Quebec ^ Province, Canada, is a naturalized U.S. citizen and is a resident of Sault Ste. Marie, Mich. Teddy Edward Korenich, 65, joined the Union in the port of Detroit in 1969 sailing as a deckhand and deck watchman. Brother Koren­ ich was born in Wardner, Ida. and is a resident of Germfask, Mich. ^ Floyd Walker, 62, joined the SIU in 1946 in the port of Mobile sailing as a cook and chief steward. Brother Walker is a veteran of both the U.S. Navy and the U.S. Coast Guard in World War 11. He was born in Alabama and is a resident of Lillian Ala. Robert Stanley McKenney, 66, joined the Union in the port of Baltimore in 1957 sailing as a chief engineer for Baker-Whiteley from 1969 to 1979. Brother McKenney is a former member of the ILA, Local 1510. He was born in Northeast, Md. and is a resident of Baltimore. Orville Wesley Pruitt, 56, joined the Union in the port of Baltimore in 1957 sailing as a captain for the Steuart Oil Transportation Co., Piney Point, Md. from 1961 to 1979. Brother Pruitt was formerly a member of the United Steel Workers. He is a veteran of the U.S. Coast Guard (USCG) in World War 11. Boatman Pruitt graduated from HLSS Towboat Operators Course. Boatman Pruitt was born in Tangier, Va. and is a resident there. Julio Alonso, 63, joined the SIU in 1942 in the port of Mobile sailingasa chief electrician. Brother Alonso was on the Sea-Land Shoregang, Port Elizabeth, N.J. He is also an auto mechanic. Seafarer Alonso was born in Puerto Rico and is a resident of Liberty, N.Y. John Rile Steele, 72, joined the Union in the port of New Orleans in 1969 sailing as a cook for the Red Circle Transportation Co. from 1968 to 1979 and for the Oil Transport Co. from 1927 to 1966. Brother Steele is a veteran of the U.S. Army Signal Corps in World War 11. He was born in Marlboro, Mass. and is a resident of Tampa. .-fc ^ William F. Barth, 62, joined the SIU in 1944 in the port of Philadel­ phia sailing as a chief steward and chief cook. Brother Barth sailed on the old Robin Line. He also sailed inland on the tug (Curtis Bay) in 1972. Seafarer Barth was born in Philadelphia and is a resident there. Henry Bursey, 63, joined the SIU in the port of New York in 1962 sailing as a 3rd cook. Brother Bursey sailed 36 years. He hit the bricks in the 1962 Robin Line beef. Seafarer Bursey was born in Lake Village, Ark. and is a resident of Oakland. Calif. Frank C. TIedeman, 60, joined the Union in the port of New York in | 1963 sailing as a deckhand for the Erie-Lackawanna Railroad from 1939 to 1979. Brother Tiedeman was also a member of the U M W and IBT. He is a veteran of the U.S. Army in World War 11. Boatman Tiedeman was born in Paterson, N.J. and is a resident of Forest Park-Clayton, Ga. Stanley E. Duda, 59, joined the SIU in 1941 in the port of New York sailing in the deck department. Brother Duda was born in Brooklyn, N.Y. and is a resident of Elmont, N.Y. Paul Henry Latour, 63, joined the Union in the port of Duluth, Minn, in 1961 sailing as a linesman, coal passer and fireman-watertender for the Great Lakes Towing Co. from 1941 to 1979. Brother Latour is a former member of the General Drivers Union, No. 346 from 1937 to 1940. He was born in Duluth and is a resident there. James Daniel Johnson, 61, joined the SIU in the port of New Orleans in 1955 sailing as a cook for 34 years. Brother Johnson is a veteran of the U.S. Army in World War 11. He was born in Louisiana and is a resident of New Orleans. Roy Edward James, 71, joined the SIU in 1947 in the port of Mobile sailing as a fireman-watertender. Brother James sailed 42 years. He is a veteran of the pre-World War II U.S.' Army. Seafarer James was born in Michigan and is a resident of Galveston. Raleigh E. Paul, 55, joined the Union in the port of Norfolk in 1961 sailing as a cook, deckhand and tankerman for Allied Towing fron 1972 to 1979. Brother Paul sailed 30 years. He was an organizer in the Gulf Atlantic Towing Co. drive in 1960. Boatman Paul is a veteran of the U.S. Air Force in World War 11. He was born in Ronsonville, N.C. and is a resident of Aurora, N.C. June 1979 / LOG / 29 •rasst'js.-v:. �"liTiir A longrange shot catches the LNG El Paso Southern (El Paso Gas) offloading her cargo recently at an offshore unloading point near Cove Pt., Md. Setting the dinner table for hungry seagoing chow hounds is GSU fvlike •Riggs. Baker James Morgan checks rolls he just baked. Brother Morgan has been in the SID since 1945. Chief Cook Robert Brown trims the steaks. He's been sailing with the SlU since 1946. Getting the dishes ready for the next meal is GSU Ron Johnson. Help Your Brother Down the Road to Sobriety eeing a blind man walk down a street makes the rest of us thankful for our sight. Perfect strangers, as well as friends, don't hesitate to offer a guiding arm to the blind because we all think it must he a terrible thing to he unable to see where you're going. An alcoholic can't see where he's going either, only alcoholics don't have friends. Because a friend wouldn't let another man blindly travel a course that has to lead to the destruction of his health, his job and his family. And that's where an alcoholic is headed. Helping a fellow Seafarer who has a drinking problem is just as easy—and just as important—as steering a blind man across a street. All you have to do is take that Seafarer by the arm and guide him to the Union's Alcoholic Rehabilitation Center in Valley Lee, Md. Once he's there, an alcoholic SIU member will receive the care and counseling^ he needs. And hell get the support of brother SIU members who are fighting tu the same tough battle he is back to a healthy, productive alcohol-free life. The road back to sobriety is a long one for an alcoholic. But because of ARC, an alcoholic SIU member doesn't have to travel the distance alone. And by guiding a brother Seafarer in the direction of the Rehab Center, youll be showing him that the first step baek to recovery is only an arm's length away. S I Alcoholic Rehabilitation Center I am interested in attending a six-week program at the Alcoholic Rehabilitation Center. I understand that all my medical and counseling records will be kept strictly confidential, and that they will not be kept anywhere except at The Center, Name Book No. Address (Street or RFD) (City) (State) Telephone No. ..., 1 1 (Zip) 1 I I Mail to: THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 or call, 24 hours-a-day, (301) 994-0010 1 30 / LOG / June 1979 mm �Do you want to learn how to work on diesel engines? Well, by ,taking the Diesel Engines course at the Harry Lundeberg School you can learn about the maintenance and operation of diesel engines. The industry needs qualified sea­ farers to work on diesels. You can be the answer to this need. There are more diesel-propelled vessels coming off the ways every day. The Diesel Engines course will give you the skills you need. One sea­ farer who recently went through the course wrote to the school say­ ing, "The diesel course really helped me. Because of the shop training, I am confident with diesel engines that I work with." You can gain this confidence, too. The course consists of extensive practical training and classroom sessions. These include: high and low speed diesel engine operations, the construction and principles of various diesel en­ gines, and the operation and main­ tenance of diesel engine plant aux­ iliary systems. Shop training consists of the complete overhaul of six General Motors, 6 cylinder 71 series diesel engines and auxiliary equipment. Students learn the use of various gauges, meters and instruments. They tear the engines down to the crankshafts, inspect the parts and measure for wear. By using the manufacturer's manual, the students reassemble the engines, time and tune them. One of the instructors for the course commented, "The students are amazed to see how the engines look when they are torn down. They are reluctant to put" them back to­ gether. But when they successfully If any parts show wear, they are replaced. The students learn how to measure for any deterioration. For QMED's Today Diesels are the Key The shop training is very important to the success of the diesel engines course. assemble and tune the engine on their first tn/, they are more confi­ dent in their abilities." The students in the diesel engines course gain know-how and confi­ dence about diesel engines. They can work on a diesel propulsion vessel. They can maintain the en­ gine and its auxiliary systems. The QMED who takes the diesel engines course is qualified. He is a very valu­ able member of the engine depart­ ment. You can be this person. Take the Diesel Engines course at HLS. Have a secure future. For more in­ formation, contact the Harry Lunde­ berg School, Vocational Education Department or your SlU representa­ tive. The next course starts Septem­ ber 3. It's your chance to learn about diesel engines. I Through the use of a micrometer, diesel engines student measures the piston rings. During the diesel engines courses, the students overhaui six CM six cyiinder 71 series diesel engines. June 1979 / LOG / 31 •v:- �mm HVN8S»8KW^ —si-^- ^ - ^'X- ;;""'.i'-'®5? Pensioner Wes­ Pensioner John ley O. Reed, 70, Joseph Kurcap, died of a heart 85, passed away attack at home in from pneumonia Elberta, Mich, in the Dorchester on Apr. 6. Brother (Md.) General Reed joined the Hospital on Apr. Union in the port 15. Brother Kur­ of Elberta in 1953. cap joined the Union in the port of Baltimore in 1956 He sailed as wheelsman and AB for the working as a vessel tender and shop Ann Arbor (Mich.) Car Ferries. Laker watchman for the Curtis Bay Towing Reed was born in Michigan. Burial was Co. Boatman Kurcap was born in in Blaine Twsp. Cemetery, Benzie Maryland and was a resident of County, Mich. Surviving are his widow. Cambridge, Md. Burial was in St. Pansy and three daughters, Mary, Nina Stanislaus Kostka Cemetery, Baltimore and Norma. City, Md. Raymond Lou­ Terry Lee Osis Sheldon, 55, termeier, 25, died died of heart fail­ in Metairie, La. on ure in Deland, Mar. 7. Brother Fla. on Mar. 17. Ostermeier joined Brother Sheldon the SlU in 1974 joined the Union following hisgradin the port of uation from the Frankfort, Mich, H L S Entry in 1972. He sailed 37 years as a bosun Trainee Program. He sailed BR/Utility and cook and baker. From 1970 to 1978 on the LASH Sam Houston (Water­ he sailed aboard the Challenger (Ce­ man).Seafarer Ostermeier was born in ment Transit). Laker Sheldon was a Pipestone. Minn, and was a resident veteran of the U.S. Army in World War there and in New Orleans. Interment II and a USAF airman in 1950 at was in Woodlawn Cemetery, Pipestone. Selfridge AFB, Mt. Clemens, Mich. Surviving are his parents, Mr. and Mrs. Born in Detroit, he was a resident of Donovan and Audrey Ostermeier of Deland. Interment was in Deland Pipestone; five sisters, Lynette, Debra, Memorial Gardens. Surviving are his Marcia, Shelly and Mary. widow, Minnie; a daughter, Marie Ann and his paretits, Mr. and Mrs. Lee and Pensioner John Helen Sheldon. Paerels, 72, passed f- Melvin Harold Ecker, 53, died of heart failure in Livingston (Tex.) Memorial Hospi­ tal on Mar. 5. Brother Ecker joined the Union % /' in the port of Houston in 1957 sailing as gn AB and mate for G & H Towing from 1957 to 1979. He was a veteran of the U.S. Army in World War IT Born in Stillwater, Minn., he was a resident of Houston. Burial was in the Galveston (Tex.) Memork.1 Park Cemetery. Surviving are his widow, Lillian of Livingston; a daughter, Mary Ann; his father, Ru­ dolph; a sister, Mrs. Lois Walker of Galve.ston and a stepson, Larry Dean Curlee. Bruce Oscar Blair, 50, suc­ cumbed to blood poisoning in St. Joseph's Hospital, Houston on Feb. 22. Brother Blair joined the Union in the port of Chicago in 1978 sailing as a 2nd and chief cook. He sailed on the MIV Gauntlet and Adventurer (Caribe Tugboat) from 1977 to 1978. And for Crowley Marine and the American and Reiss Steamship Cos. Boatman Blair was a veteran of the U.S. Army in World War 11. Born in Plainview, Tex., he was a resident of Slaton, Tex. Surviving are a son, Barney of Lubbock, Tex. and his father, Edgar and mother, Neta. Pensioner Gar­ land Lester Hogge, 66, died of arterio­ sclerosis in St. Mary's Hospital, West Palm Beach, Fla. on Mar. 10. Brother Hogge joined the Union in the port of Baltimore in 1957 sailing as a captain for Baker, Whiteley Towing Co. from 19.50 to 1976. He was born in Samos, Va. and was a resident of Cockeysville, Md. Interment was in the Dulaney Valley Cemetery, Cockeys­ ville. Surviving are his widow, Mabel; a son, Charles and a daughter, Carol Lynn. Carl Maurice Noonan, 53, suc­ cumbed to cancer in the Paul Oliver Memorial Hospi­ tal, Frankfort, Mich, on Apr. 14. Brother Noonan [joined the Union in the port of Elberta, Mich, in 1954 sailing as a cabinwatch and porter on the M/V Viking (Ann Arbor (Mich.) Car Ferries) from 1947 to 1978. He was a veteran of the U.S. Navy in World War 11. Laker Noonan was born in Empire, Mich, and was a resident of Brethern, Mich. Interment was in the Brethern Cemetery. Surviving are his widow, Harriet and a brother. Glen of Maple City, Mich. Daniel lJus Knapp died on Mar. 28. Brother Knapp sailed with National Marine Service in 1976 and 1978 out of the port of St. Louis. 32 / LOG / June 1979 away on Apr. 26. Brother Paerels joined the SlU in 1946 in the port of New York sailing as a bosun. He sailed 53 years. Seafarer Paerels was a member of the SUP from 1934 to 1946. And he was a veteran of both the U.S. Navy and U.S. Army in World War II. Born in Louisiana, he was a resident of Long Beach, Calif. Surviving are his widow, Fermina; two sons, Emulio and Johnny and a stepdaughter. A ngel Luis RIos, 56, died on Apr. 23. Brother Rios joined the SlU in 1944 in the port of New York i sailing as, a chief I cook and baker for Sea-Land and Puerto Rico Marine. He was aboard the SS A/a rogi/ez (Sea-Land) when she was seized by the Cambodians on May 26, 1975. Seafarer Rios was on the picketline in the 1961 N.Y. Harbor strike. In 1960, he was the winner of a Union Personal Safety Award for sailing aboard an accident-free ship, the SS France. A native of Arecibo, P.R., he was a resident of Catano, P.R. Surviv­ ing are his widow, Ana; three sons. Angel Jr., Eduardo and J.E. Rios of Carolina, P.R.; two daughters, Maria and Maria Dei Rosario and his mother, Candelaria of New York City. Pensioner Wil­ liam Lee Jones, 65, died of a heart attack in Blount Memorial Hospi­ tal, Maryville, Tenn. on Feb. 7. Brother Jones I joined the SlU in the port of Mobile in 1951 sailing as an AB for 42 years. He was born in Georgia and was a resident of Tallassee, Tenn. Burial was in Chilhowee Cemetery, Tallassee. Surviving are his widow, Lydia; a daughter, Billie Lee of Chil­ howee and his mother, Mrs. Mary J. Davis, also of Chilhowee. Joel Ward Strzelecki, 23, died in R ogers City y (Mich.) Hospital on Feb. 9. Brother Strzelecki joined the Union in the port of Alpena, Mich, in 1977 sailing as an AB on the MjV Charles Wilson and on the SS McKee Sons (American Steamship) from 1977 to 1978. He was a former member of the United Steelworkers Union. Laker Strzelecki was born in Rogers City and was a resident there. Surviving are his parents, Mr. and Mrs. Clarence and Adeline Strzelecki of Rogers City. Clarence John Walta, 41, died of lung failure in Mercy Hospital, Moose Lake, Minn, on Apr. 1. Brother Walta joined the Union in the port of San Francisco in 1964. He sailed as a chief steward, cook and baker. From 1975 to 1978, he sailed for the S& E Shipping Co. Laker Walta was a veteran of the U.S. Army in the Korean War. Born in Duluth, Minn., he was a resident of Askov, Minn. Burial was in Sunnyside Cemetery, Willow River, Minn. Surviv­ ing are two sons, Michael and Rickey; three daughters, Linda, Susan and Mary; his parents, Mr. and Mrs. Adolph and Marie Walta, all of Askov and a step­ brother and sister-in-law, Mr. and Mrs. Robert and Elizabeth Oliver of El Paso, Tex. • ; • f,- V, Pensioner William E. Hart, 55, died on Jan. I. Brother Hart joined the SIU in the port of New York in 1955 last sailing as a QMED. He sailed 34 years. Seafarer Hart hit the bricks in the 1961 N.Y. Harbor beef. He was a veteran of the U.S. Navy in World War H. Born in New York City, he was a resident of Bisbee, Ariz. Surviving are his widow, Loretta of Wilmington, Calif, and two brothers, T. J. McCarthv of Queens, N.Y., N.Y. and Michael "Mickey" Hart, also of Queens and a sister. Mrs. Joseph (Mary) "Pat" Hughes of Davie, Fla. Pensioner Ed­ gar Long Jr., 48, died on Apr. 15. Brother Long joined the Union in the port of Nor­ folk in 1959. He sailed as a deck­ hand. Boatman Long was a veteran of the U.S. Army during the Korean War. A native of Person County, N.C., he was a resident of Hurdle Mills, N.C. Surviving are his widow, Martha; a son, Michael; and two daughters, Martha and Marsha. Pensioner Ed­ ward L. McElroy, 67, died of a heart attack in Holmdel County, N.J. on Mar. 5. Brother McElroy joined the Union in the port of New York in 1960 sailing as a deckhand and tug dispatcher for the Penn-Central Rail­ road from 1936 to 1975. He also was a longshoreman for the Harborside Warehouse from 1935 to 1936. Boatman McElroy was a member of the Interna­ tional Organization of Masters, Mates and Pilots Union from 1936 to I960. Born in Jersey City, N.J., he was a resident of Keyport, N.J. Surviving is his widow, Mary. Recertified Bo­ sun Lonnie Clovis Cole Jr., 52, died of a lung clot in Randolph Hospi­ tal, Asheboro, N.C., on Mar. 9. Brother Cole I joined the SIU in 1947 in the port of Norfolk. He sailed 34 years, and graduated from the Union's Bosuns Recertification Program in November 1975. Seafarer Cole was a veteran of the U.S. Navy in World War 11. One of his daughters, Cynthia Cole was a 1975 SIU scholarship winner. Cole was an avid fisherman. Born in Randolph County, N.C., he was a resident of Asheboro, N.C. Burial was in Oaklawn Cemetery, Asheboro. Surviving is his widow, Frances Marie; two daughters, Joy and Cynthia and his parents, Mr. and Mrs. Lonnie and Lila Cole Sr. of Seagrave, N.C. Pensioner Jo­ seph Fazio, 84, died on Nov. 7, 1978. Brother Fa­ zio joined the SIU in 1947 in the port of New Orleans sailing as a cook. He was born in Italy and was a resident of Chalmette, La. Surviving is his widow, Josephine. Pensioner Carl E. "Red" Gibbs, 68, succumbed to arteriosclerosis in Jacksonville, Fla. on Mar. 18. Bro­ ther Gibbs joined the SIU in 1938 in the port of Balti­ more sailing as a bosun. He sailed 30 years and during World War II and the Vietnam War. Seafarer Gibbs also attended the 1970 Piney Point Crews Conference No. 7. And he was a veteran pf the pre-World War II U.S. Army. Born in Virginia, he was a resident of Jacksonville. Interment was in River­ side Memorial Cemetery, Jacksonville. Surviving are a stepdaughter, Trinda Tressler; a nephew, Russell Ardeel Gibbs of Elliccpt City, Md.; a niece, Margaret Lester of Roanoake, Va. and a cousin, Barbara Ann V. Nugent of Jaeksonville. �a.#- SlU Scholarship Winner Eyes Architectural Engineering Career When he won the SIU's $10,000 four-year college scholarship in 1972, Thomas H. Rood planned a degree, and a career, in architectural engi­ neering. The son of Seafarer Donald L. Rood said the field of architectural engi­ neering had interested him since high school because "it involves the most important aspects of construction today, including the challenges of high-rise buildings and urban re­ newal projects in developing alternative city systems." In 1972, Tom went to Penn State University to begin his training as an architectural engineer. But in his junior year, he switched his major to business which he now describes as a "mistake." It turned out that a career in business wasn't what he wanted to do so Tom took a job and some time off from school to reevaluate his plans. While working as the shipping mana­ ger in a bookstore near the Univer­ sity, he decided to go back to his architectural engineering. Tom is excited about the prospect of starting on the career ladder as an architectural engineer, especially now, because, he explains "in the field they are finally starting to concentrate on the environmental impact of construction." Tom feels his particular interest in urban renewal work fits right in with the growing ecological concerns in the field and he's looking forward to his first job. "After graduation I'll have to start at the bottom," Rood said, "working as a draftsman or an assistant in an engineering firm and begin working my way up." When he has free time from his demanding class work, Tom pursues^ his hobby of stamp collecting. He also likes being outdoors and is a member of the University hiking club. "There are plenty of places to hike and camp around here," Tom said, "because this campus is pretty much in the middle of nowhere." Another interest of Tom's is read­ ing and he describes himself as "a real science fiction buff," which, he adds, runs in the family. "1 picked up my interest in science fiction from my father." Tom's father. Seafarer Donald L. Rood, sails in the deck department Dlspiliiliiirs Rmrl for Great lies MAY 1-31,1979 *TOTAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C and has been a member of the SIU since 1945. "Right now," Tom said, "my dad's on a Sea Land ship which makes regular runs between Port Elizabeth, N.J. and Rotterdam." Even though his father has been a seaman for the better part of the last 35 years, Tom said he never really considered shipping out himself. "My father and I talked about it quite a bit," Tom said, "but dad always told me whatever career 1 chose was up to me. He just wanted me to know seafaring was open to me if 1 wanted it." Seafarer Rood is happy about his son's career choice and was very proud when Tom won the SIU college scholarship. Tom described himself as "ec­ static" when he got the news he'd won the Union's college award. "I wasn't sure I'd get it," he said, "and was very pleased when 1 did. 1 think it's an extremely worthwhile program which can help a lot of people get the kind of education they want." ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT 74 20 11 7 55 11 15 1 41 22 15 0 45 93 104 Totals All Departments 178 149 50 134 121 12 •"Total Registered" means the number of men who actually registered for shipping at the prart last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. 150 127 139 Algonac (Hdqrs.) 75 83 ENGINE DEPARTMENT Algonac (Hdqrs.) 44 27 35 31 STEWARD DEPARTMENT Algonac (Hdqrs.) 13 1 24 7 4 ENTRY DEPARTMENT Algonac (Hdqrs.) 4 47 101 33 0 0 4 Thomas Rood KNOW YOUR RIGHTS % KNOW YOUR RIGHTS CONSTITUTIONAL RICfHTS AND OBLIGA­ TIONS. 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 con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records arc available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of thc.se contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20th Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your con.tract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU KNOW YOUR RIGHTS patrolman or other Union ollicial, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY — THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been rcaflirmed by membership action at the September, I960, meetings in all constitutional ports. The responsibility for 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 pard to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circum­ stances 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 should not have been required to make such payment, this should imrtiediately be reported to Union headquarters. EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. These rights arc clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no member may be discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fuuvt. Its pro­ ceeds are used to further its objects and purposes includ­ ing, 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 bccau.sc of force, job discrimination, financial reprisal, or threat of such conduct, or as a con­ dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Sup­ port SPAD to protect and further your economic, poli­ tical and social interests, and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or infor­ mation, he should immediately notify SIU President Paul Hall at headquarters by certified mail, return receipt requested. The address is 675 - 4th Avenue, Brooklyn, N.Y. 11232. June 1979 / LOG / 33 �Want To Broaden Your Horizons? In the event that any SIU members have legal problems in the various ports, a list of attorneys whom they can eonstilt is being published. The mem­ ber need not choose the recomtnended attorneys and this list is intended only for informational purposes: The following is a list of recom­ mended attorneys throughout the United States: Upgrade at HLS! These Courses Starting Soon: LNG—August 20 FOWT—August 30 Marine Electrical Maintenance—August 20 Welding—August 20 Able Seaman—August 16 Automation—August 6 Steward—August 20 Chief Cook—August 6 Cook and Baker—August 6 Assistant Cook—September 3 Lifeboatman—August 2, 16, 30 Tankerman—August 2, 16, 30 Diesel Engines—September 3 NEW YORK, N.V.-Schulman & Abarbanel 350 Fifth Avenue New York, N.Y. 10001 Tel. #(212) 279-9200 B VLTIMORi:, MI).—Kaplan, Hcyman. Grcenbcrg, Engolman Belgrad Sun Life Building Charles & Redwood Streets Baltimore. Maryland 21201 Tele. #(301) 539-6967 HOU.S 1 ON, 1 EX.—Cortibs. Areher & Peterson Amerieana Building 8 1 1 Dallas Street Houston, Texas 77002 Tele. #(713)659-4455 TAMPA, FLA.—Hamilton, Douglas and Bennett, P.A. 2620 W. Kennedy Blvd. Tampa, Fla. 33609 Tel. #(813) 879-9482 SAN FRANCISCO, CALIF.John Paul Jennings, Henning and Walsh 100 Bush St., Suite 1403 San Francisco, Calif. 94104 Tel. #(415) 981-4400 ST. LOUIS, MO.—Gruenbcrg & Sounders 721 Olive Street St. Louis, Missouri 63101 Tele. #(314)231-7440 NEW ORLEANS, LA.—Dodd. Barker. Boudreaux, Lamy & Gardner 1400 Richards Building 837 Gravier Street New Orleans, Louisiana 70112 Tele. #(504) 586-9395 LOS ANGELES, CALIF.—Bodle, Fogel, Julber, Reinhardt, Rothschild & Feldman 5900 Wilshire Boulevard Los Angeles, Calif. 90036 Tel. #(213) 937-6250 MOBILE, ALA.—Simon & Wood 1010 Van Antwerp Building Mobile, Alabama 36602 Tele. #(205)433-4904 DETROIT, MICH.- -Victor G. Hanson 19268 Grand River Avenue Detroit, Michigan 48822 Tele. #(313") 532-1220 BOSTON, MASS.—Mr. Joseph Orlando Latti & Fiannery 95 Commercial Wharf Boston, Mass. SEATTLE, WASH.—Vance, Davies, Roberts, Reid & Anderson 100 West Harrison Plaza Seattle, Washington 98119 Tele. #(206) 285-3610 CHICAGO, ILL.- -Katz & Friedman 7 South Dearborn Street Chicago, 111. 60603 Tele. #(312)263-6330 34 / LOG / June 1979 Dispatchers Report for Inland Waters MAY 1-31, 1979 noiALREGISTERED TOTALSHIPPED All Groups Class A Class 8 Class C Port 0 0 0 000 0 0 0 320 000 2 0 0 9 0 2 179 0 6 6 000 Wilmington 4 Seattle Puerto Rico Houston PortArthur Algonac St. Louis Piney Point Paducah 0 0 2 8 0 4 5 3 Totals 41 12 0 1 8 7 0 24 48 8 123 17 0 5 8 10 0 13 0 68 138 Port Wilmington Seattle Puerto Rico Houston Port.Arthur Algonac St. Louis Piney Point Paducah Totals All Groups Class A Class B Class C DECK DEPARTMENT Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco *'«'REGISTEREDON BEACH All Groups Class A Class B Class C 0 0 0 000 0 0 0 0 1 0 000 1 3 2 0 0 0 235 1 4 6 000 3 0 0 2 10 0 2 4 5 30 1 0 0 6 9 0 27 50 9 113 1 0 1 7 17 0 5 0 39 83 0 0 0 OlO 0 0 0 4 15 3 000 4 2 2 17 0 2 6 10 54 2 5 0 000 3 ' 23 56 103 0 0 7 6 0 3 0 4 0 1 12 4 0 28 0 2 34 0 9 17 7 0 14 0 92 234 ENGINE DEPARTMENT ,... 0 0 0 000 0 0 0 000 000 0 0 0 0 0 0 001 0 1 0 000 0 0 0 000 0 0 0 000 000 0 0 0 0 0 0 000 0 0 0 000 0 0 0 000 0 0 0 001 000 0 0 0 0 0 0 10 20 0 1 0 000 0 0 0 0 0 0 1 2 3 00 0 0 0 0 0 0 0 0 1 0 010 0 0 0 0 0 0 2 2 3 000 0 0 0 0 0 0 0 1 0 030 0 0 0 0 0 1 1 1 4 001 0 0 0 1 0 0 0 0 0 000 0 1 1 6 1 5 Port 0 2 0 0 6 3 0 3 1 3 4 31 STEWARD DEPARTMENT Boston New York Philadelphia Baltimore Norfolk Tampa 0 0 0 000 0 0 0 000 0 0 0 0 0 1 0 0 0 000 0 0 0 000 0 0 0 1 0 0 0 0 0 000 0 0 0 000 0 0 0 0 1 0 New Orleans 002 003 108 000 0 0 0 0 0 0 0 0 0 0 0 0 000 0 0 0 0 4 0 0 0 0 1 0 11 4 5 15 000 0 0 1 0 0 0 0 0 1 0 0 0 000 0 0 0 1 4 2 0 0 0 0 0 13 4 5 28 Mobile Jacksonville 1 0 0 1 1 2 San Francisco Wilmington Seattle Puerto Rico Houston PortArthur Algonac St. Louis Piney Point Paducah Totals 000 0 0 1 0 0 0 0 0 0 0 0 0 100 0 0 0 0 3 2 0 0 1 1 0 18 4 4 27 . Totals All Departments 46 133 170 0 0 0 1 1 l 36 124 101 *'Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach"7neans the total number of men registered at the port at the end of last month. 1 0 0 i Q 3 63 111 293 -rtnv"' 1 �i..- •m OGDEN WILLAMETTE, (Ogden Marihe), April 17—Chairman, Recerti­ fied Bosun H. C. Hunt; Secretary P. Franco; Educational Director J. Rounds; Deck Delegate VVm. J. Smith; Engine Delegate F. Ramos; Steward Delegate J. Campfield 3rd. No disputed OT. Report to Log;/"A very special ship's meeting was held in the Port of Baytown, Texas and we are all very thankful to God we are here to hold it. A not so Happy Easter Sunday morning at about 0230 the general alarm went off to man the stations. The lifeboats were ready in less than five minutes. There was fire and smoke on the bow. The Captain ordered all hands to the bow and all hands responded in seconds. We had a collision with a Venezuelan cargo ship. We had hit her in the stern and her stern section was now imbedded in our bow. But what this special meeting is all about is the way the crew and officers came through with quickness, calmness and efficiency. No one lost their cool. We just want to celebrate that all of our brothers are here to say, hello!" STUYVESANT (Cove Shipping), April 8--Chairman J. B. Lundborg; Secretary W. Higgs, Sr.; Educational Director J. Moore; Deck Delegate Joseph A. McDougall; Engine Delegate Alfred R. Long; Steward Delegate R. C. Collins. Some disputed OT in steward department. Crew gave a vote of thanks to the steward department for a job well done. Report to Log: The chairman received the following from Franklin P. Liberty, master—"Dear Bosun: A note to commend you and the deck depart­ ment for the fine work you all did during our stay at Parita Bay. Your fine work resulted in our not losing any cargo time and I wish to thank you all for a job well done." OVERSEAS OHIO (Maritime Over­ seas), April 15—Chairman, Recertified Bosun Ben Mignano; Secretary C. Shirah; Educational Director D. White; Deck Delegate J. Doyle; Engine Delegate E. Murry; Steward Delegate L. Ross. No disputed OT. Chairman discussed the impcrtaace of donating to SPAD and also for all crewmembers to read the Log so you will know what is going on in the Union. Next port Marcus Hook, Pa. EL PASO SOUTHERN (El Paso Marine), April 15—Chairman, Recerti­ fied Bosun B. C. Browning; Secretary Huston; Educational Director E. Deland; Deck Delegate Paul Butterworth. Some disputed OT in deck and engine departments. Chairman thanked the crew for a smooth trip. Also the steward department for an excellent Easter dinner. Report to Log: "Had a nice Spring cruise this trip, made a slow trip around the Azores sightseeing and stopped over in Gibraltar for the night. Then we sailed up the Spanish coast to Malaga and then across the Mediter­ ranean to Arzew. We spent sixteen hours loading and then sailed for home. Cove Point, Md." MONTICELLO VICTORY (Victory Carriers), April 15—Chairman Recerti­ fied Bosun Anthony Calderia; Secretary Duke Hall; Educational Director Juan Rodriquez; Steward Delegate H. Con­ nolly. No disputed OT. Secretary reported that all members should take advantage of the upgrading classes at Piney Point to keep yourself ready and able to take a job on the new type of ships that are being introduced to the industry. The Log was received, read and discussed. Chairman urged all members to read it and to pass it on so all can read it and know what is going on in the Union. A vote of thanks from the crew to the steward department for a job well done by Juan Rodriquez. Observed one minute of silence in memory of our departed brothers. Next port Baltimore. ACHILLES (Newport Tankers Inc.), April 15—Chairman, Recertified Bosun Perry Konis; Secretary C. A. Guerra; Educational Director 1. Hatzagannis; Steward Delegate Francis Gordon Shaw. No disputed OT. Chairman gave a vote of thanks to all department delegates for a job well done. Observed one minute of silence in memory of our departed brothers. OGDEN CHALLENGER (Ogden Marine), April 29—Chairman, Recerti­ fied Bosun F. H. Johnson; Secretary R. De Boissiere; Educational Director W. Turner; Deck Delegate W. V. Luyn; Engine Delegate J. Flynn; Steward Delegate Emanuel Lowe. No disputed OT. Educational Director discussed the importance of safety aboard ship because the life you save may be your own. Urged all to report any unsafe conditions so they can be made safe. Report to Log: "A vote of thanks to Chief Steward R. De Boissiere for a job well done. A special vote of thanks to Emanuel Lowe whose cooking and preparation of food is unequalled. He had made us all gain weight. Our hats are off to him, he is leaving and we all will miss him. Also a thank you to Baker Osborne Williams and Third Cook Thurman Olds. A special vote of thanks to Chairman F. H. Johnson for his leadership and concern for the wellbeing of the ship and deck department. He has made this ship a wonderful place to be with his humour and assistance. It is greatly appreciated. A vote of thanks to the engine department and to Ancient Mariner J. Kavanagh. Observed one minute of silence in memory of our departed brothers." Next port Guyannille. AMERICAN HERITAGE (Apex Marine), April 16—Chairman, Recerti­ fied Bosun Juan Vega; Secretary M. Deloatch; Educational Director C. Merritt; Steward Delegate Teddy E. Aldridge. Chairman discussed the importance of members upgrading themselves at Piney Point and the importance of participating in SPAD. Some disputed OT in deck and engine departments. The chairman extended high praise to the Steward M. Deloatch and the Chief Cook T. Aldridge for the best menus and the very best prepara­ tion of food. A vote of thanks is not enough. Gourmet is the best way to describe them. Chairman to see about a better gangway in the Port of St. Croix and other ports before an accident happens. Next port Delaware. PISCES (Apex Marine), April 15— Chairman, Recertified Bosun Roy Theiss; Secretary Fred Hicks; Educa­ tional Director Norman Gene; Engine Delegate M. Israel. $9 in ship's fund. No disputed OT. Chairman urged all those who need upgrading should avail themselves of the opportunities at Piney Point as soon as possible. Secretary reported that the vessel has called at Wilmington, N.C., Charleston, S.C. and St. Petersburg, Fla. and foreign at St. Croix, Virgin Islands where the crew spent a memorable time ashore. Next port Jacksonville. SEA-LAND COMMERCE (SeaLand Service), April 22—Chairman, Recertified Bosun Lothar Reck; Secre­ tary E. Caudill. $190 in movie fund. No disputed OT. Chairman held a safety meeting on this trip and safety films were shown. Also discussed the import­ ance of donating to SPAD. Contribu­ tions to the American Marine Library were posted in the messhall. Observed one minute of silence in memory of our departed brothers. Next port Seattle. COLUMBIA (Cove Shipping), April 22—Chairman, Recertified Bosun H. C. Cain; Secretary C. Loper Jr.; Educa­ tional Director A. Avzangelis; Deck Delegate Jack Brown. No disputed OT. Chairman discussed the advantages of upgrading at Piney Point and the importance of donating to SPAD. Movies were exchanged at St. Croix, Virgin Islands. A vote of thanks to the steward and chief cook for a job well done. Next port St. Croix. DELTA ARGENTINA (Delta Steamship), April 8—Chairman, Re­ certified Bosun Floyd Peavoy; Secre­ tary N. Johnson; Deck Delegate B. R. Churchill; Engine Delegate R. E. Smith; Steward Delegate James Tucker. $162 in movie fund. No. disputed OT. Chairman urged all members to make an additional trip and that it is very necessary to wait until each man's replacement arrives. Also the import­ ance of donating to SPAD. Secretary reported that the steward gave a vote of thanks to a fine deck gang and engine department and urged each member to upgrade as soon as possible. Educa­ tional Director gave a vote of thanks to the steward department for prompt service and good food. Next port Houston. TRANSCOLORADO( Hudson Waterways), April 1—Chairman Nich­ olas Nagy; Secretary Thomas Ulisse; Educational Director Charles Gal­ lagher; Deck Delegate Melvin Keeffer; Engine Delegate Troy D. Smith; Steward Delegate John G. Shaw. No disputed OT. Chairman advised all crewmembers to read Executive Vice President Frank Drozak'scolumnin the April Log. Educational Director ad­ vised all to go to upgrading school at Piney Point for the endorsements necessary for job security. Anyone who has a drinking problem should contact the Union about entering the Alcoholic Rehabilitation Program. This can be done without any cost or hassle to the participant. Next port New Orleans. DELTA BOLIVIA (Delta Lines), April 1—Chairman, Recertified Bosun Luther Pate: Secretary J. Freeman; Engine Delegate Charles Bortz; Ste­ ward Delegate James Barclay. Chair­ man reported that there is a very good crew on board and that all members should take advantage of Piney Point an<^ the upgrading programs. Received a letter from Jack Caffey regarding contract for these vessels. A vote of thanks to the steward department for a job well done. Official ship's minutes were also received from the following vessels: SAM HOUSTON ANCHORAGE SEA-LAND RESOURCE SEA-LAND VENTURE POINT JULIE OGDEN WABASH OGDEN CHARGER SANTA MARIA SEA-LAND PRODUCER SEA-LAND TRADE PUERTO RICO BORINQUEN DEL SOL SEA-LAND SAN PEDRO POTOMAC BAYAMON FLOR MOHAWK SEA-LAND PIONEER SEA-LAND EXCHANGE THOMPSON PASS SUGAR ISLANDER ST. LOUIS DELTA ECUADOR MOUNT VERNON VICTORY SANTA MAGDALENA AGUADILLA ZAPATA ROVER MAYAGUEZ GOLDEN MONARCH DELTA PERU CONNECTICUT ALLEGIANCE OVERSEAS VIVIAN OVERSEAS ALEUTIAN OGDEN CHAMPION BOSTON LEO ATLANTIC ARECIBO SEA-LAND ADVENTURER JEFF DAVIS MARYLAND CHARLESTON WESTWARD VENTURE COVE COMMUNICATOR . MOUNT WASHINGTON SANTA MARIANA SEA-LAND GALLOWAY WALTER RICE SEA-LAND HOUSTON DELTA COLOMBIA TRANSCOLUMBIA TEX DELTA PANAMA OVERSEAS JOYCE HUMACAO CANTIGNY OVERSEAS WASHINGTON GUAYAMA DELTA SUD TAMARA GUILDEN SEA-LAND CONSUMER BRADFORD ISLAND COVE NAVIGATOR SUSQUEHANNA OVERSEAS HARRIETTE JACKSONVILLE OVERSEAS ULLA BALTIMORE SEA-LAND ECONOMY June 1979 / LOG / 35 es m �m: .'jr^;«i-v<rC-. .,-^.> - - P^-.;.VjKrf'- • HLSS President Gives SlU's Views on Education to Senate Hearings "It is difficult to measure what an educational achievement means to an individual, but at the Lundeberg School we have seen students of all ages begin to believe in themselves." This was how Hazel Brown, president of the Lundeberg School, summed up the full meaning of the many and varied educational programs which have been pio­ neered at the SlU's School at Piney Point. Ms. Brown made her remarks at a special hearing of the Senate Committee on Human Resources earlier this month. The Senate had called the hearing to examine the problems of the nation's educational system with respect to preparing young people and adults for "their working lives." The hearings were initiated by a worried Senator Harrison A. Williams Jr. (D-N.J.). In explaining the reason for the hearings. Senator Harrison said; "We are told in the popular press that college may no longer be a de­ sirable route to the world of work. ... Some observers are more pessi­ mistic and claim that changes in the economy, the nature of the work force and the cost of post secondary education make college education a less and less desirable investment for more and more people.'-' Ms. Brown presented to the hearings the SlU's belief and commitment to education as the key to advancement not only in mari­ time, but in all work environments. She said "SIU members have accepted the advent of automation and have been attending upgrading, recertification, and retraining courses. During 1978, 175 seafarers earned licenses, 1,068 earned endorsements, and 496 received certificates of achievement for successfully completing advanced courses in their vocational fields. All the vocational courses are approved and^ evaluated by th^ United States Coast Guard." Ms. Brown added: "Since the Lundeberg School's beginning, the SIU membership has become mdre involved and interested in educa­ tion. The school now offers college courses in cooperation with the Charles County Community C9Ilege. The Lundeberg School has become a satellite program of the Community College. All courses have been evaluated by the Ameri­ can Council on Education and given recommended college credits. HEY! Lundeberg School President Hazel Brown described the highly successful educational programs at the Harry Lundeberg School as she testified before the Senate Committee on Human Resources earlier this month. Commerce Sec. Backs Build,Man American in Ocean Mining Bill WASHINGTON, D.C.-The use of American-built and registered ships in the deep sea mining industry has been endorsed by U.S. Secretary of Commerce Juanita Kreps. Her department changed its previous position and now backs the Deep Seabed Mining bills before Congress. The SIU and the AFL-CIO's Maritime Trades Department have been strong supporters of these bills. Kreps is now working within the Carter Administration to win sup­ port for the legislation. In a letter to the director of the Office of Management and Budget, she wrote, "... The Department of Commerce urges the Administra­ tion to adopt a position requiring all mining vessels used under U.S. license to be constructed and documented under the laws of the United States." She pointed out that U.S. control would help protect the environment and the safety of the mining sites. Also, Kreps said that American documentation "will assure U.S. control over these operations in the event of war or other national emergency." The Commerce Secretary noted that construction and registration in the U.S. would also mean more jobs for Americans. Finally, she noted that "the longterm financing which might be available to U.S.-built recovery vessels under Title XI of the Merchant Marine Act, 1936, could make them extremely attractive to the consortia involved in deep seabed mining." Notice to Members On Shipping Proeeihire When throwing in for work dur­ ing a job call at any SIU Hiring Hall, members must produce the following: • membership certificate • registration card • clinic card • seaman's papers • valid, up-to-date passport In addition, when assigning a job the dispatcher will comply with the following Section 5, Sub­ section 7 of the SIU Shipping Rules: "Within each class of seniority rating in every Department, prior­ ity for entry rating jobs shall be 36 / LOG / June 1979 • "H given to all seamen who possess Lifeboatman endorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sentence when, in the sole judgment of the Board, undue hardship will result or extenuating circumstances war­ rant such waiver." Also, all entry rated members must show their last six months discharges. Further, the Seafarers Appeals Board has ruled that "C classifica­ tion seamen may only register and sail as entry ratings in only one department." .1 Are you going to stay down there on your # hands and knees all your life? Get up out of the grease spills. Come to HLS. Take the FOWT course. Earn your rating. Make more money. Course Starts .August 30 To enroll, see your SIU Representative or contact: Vocational Education Department Harry Lundeberg School Piney Point, Maryland 20674 Phone: (301) 994-0010 SlU'.s McCartney Keynotes Bay Area Memorial Day Services SIU Representative George McCart­ ney was the principal speaker at colorful Memorial Day services in San Fran­ cisco. The services were held at Woodlawn Memorial Cemetery. Sponsored by the American Legion and Veterans of Foreign Wars, the ceremonies paid tribute to the men and women who served in the nation's merchant marine as well as in the Armed Forces. Following ceremonial raising of the flag and lowering to half mast by a color guard from the U.S. Marine Corps, the assembled throng heard from a number of dignitaries. They included SIU Representative Ed Turner and former San Francisco Mayor, Elmer Robinson. <3 In his speech to the assembled throng, of people, McCartney stressed that the ; best way citizens of America could honor its war dead was to make sure the nation remained strong. He said in part: "Our Armed Forces, Coast Guard and Merchant Marine are bulwarks of our defense against the enemies in the world. We must keep those defenses strong. In order to continue to honor our dead in peace, we must be strong enough to ensure that we do have peace." The memorial service concluded with the traditional rifle volleys and "Taps",| by members of the color guard. �5 j Seafarer John Alberti, one of 12 going through the Bosun Recertification Pro­ gram, looks over some of the equipment at Coast Guard Headquarters in the port of New York. This phase of Bosun Program gave participants a first-hand look at a sophisticated vessel traffic svstem, Seafarers participating in Bosun Recertification Program get a rundown from Coast Guard spokesman on how USCG monitors traffic in the busy port of New York. Bosuns Set to Wrap Up 1st Recertification Class of 79 A new group of 12 recertified bosuns will soon turn to after their two-month recertification class finishes up in New York early next month. This will he the first class to graduate since the Seafarers Appeals Board reinstituted the Bosun Recertification Prograiii in January. Two more classes will he held this year, with one beginning on Aug. 6 and another beginning on Nov. 30. The bosuns spent the first 30 days of the class attending various training sessions at the Harry Lundeherg School in Piney Point, MU. Field trip; were taken from there to pert­ inent locations in the Washing­ ton, D.C. area, including the U.S. Capitol Building, Transportation Institute, and the headquarters of the AFL-CIO. Besides touring SIU facilities and attending more training sessions, a number of educational field trips were taken by the bosuns during their month-long stay in New York. Among the places visited were Coast Guard headquarters, the El Paso ship ! Bosuns took field trio to the El Paso training center near LaGuardia Airport in [New York to view bridge, engine consol and cargo room simulators similar to the equipment on LNG ships operated by El Paso. simulator at La Guardia Airport, they're also cast in the role of the U.S. Public Health Service, Union representative and ship's the Sea Land offices, and the chairman. This is one reason why Marine Port Council of Greater the Bosun Recertification Pro­ gram was started in the first New York. All respects of Union op­ place. The Union recognizes the erations, as well as the various unique and important role of the factors—political and otherwise hosun on SIU ships. The SIU wants its bosuns to he — that effect Union members, the maritime industry, and labor in well informed, not just about the general will he covered by the new equipment going onto the bosuns before they complete the ships, hut about the political and other forces that effect us as well. class. Bosuns are important men on The Bosun Recertification Pro­ SIU ships. Besides the fact that gram is one way for us to remain they coordinate work on deck. strong—through education. El Paso technician gives bosuns a look see at the company's LNG cargo room simulator. Crews for El Paso's LNG ships go through training on these simulators. June 1979 / LOG / 37 �Seniority Upgraders • Stephen J. McGurgan Seafarer Ste­ phen J. McGur­ gan, 22, is a 1977 graduate of the I. undeberg School. In 1978, he upgraded to AB there. He has his lifeboat, fire­ s' fighting and cardio-pulmonary resuscitation endorsements. He resides in Ken­ sington, Conn, and ships from the port of New York, John Carroll Carr Jr. Seafarer John Carroll Carr Jr., 21, graduated from Piney Point in 1976, He upgraded there in 1977 to FOWT, and to QMED earlier this year. Brother Carr has the lifeboat, firefighting and cardio-pulmonary resuscitation endorsements. Brother Carr lives in .Arnold, Mo, and ships from the Gulf, Thomas L. Gary Seafarer Thomas L. Gary, 24, graduated from the Harry Lundeberg School in 1973, Brother Gary u pgraded to FOWT there in 1975 and to QMED this year. He also completed th° GEO High School Equivalency Program. He has his lifeboat, firefighting and cardio-pulmonary resuscitation tickets, A resident of Atlantic Beach, Fla,, he ships from all ports. r Joseph Boevink Seafarer Jos­ eph Boevink, 26, is a 1975 grad­ uate of the Lun­ deberg School's Entry Program. He upgraded to AB at HLS in 1977, Brother Boevink plans to take the LNG and Tankerman Courses at the School, He has his lifeboat, firefighting and cardio­ pulmonary resuscitation endorse­ ments, He was born in San Jose, Calif., lives in Panama City, Fla. and ships out of all ports. Alan H. Nelson Seafarer Alan H. Nelson, 27, graduated from the HLSS in 1968. He up­ graded to FOWT there in 1970, Brother Nelson is enrolled for the QMED Course at Piney Point for Oct, 1, He has the firefighting, lifeboat and cardio-pulmonary resuscitation tickets. He was born in Baltimore where he resides and ships out of the ports of Baltimore and Piney Point, Angel Mercardo Seafarer An­ gel Mercardo, 27, graduated from the Harry Lundeberg School of Seam a n s h i p 's (HLSS) Entry Trainee Pro­ gram, Piney Point, Md, in 1975, He also upgraded to FOWT there in 1978, In October, Brother Mercardo will upgrade to QMED at the HLSS, He has his lifeboat, firefighting and cardio-pulmonary resuscitation tickets, A native of Brooklyn, N,Y,, Mercardo ships out of the port of New York, Dropped Out in lOth Grade, He Gets His H.S. Diploma at HLS SIU member Jim Riccio of Cleve­ land, Ohio recently completed the high school equivalency program at the Lundeberg School and achieved his high school diploma. After dropping out of school in the 10th grade. Seafarer Riccio found HLS "to be the best place to get your diploma," He has been a member of the SIU since 1975 and found out about the GED program by reading the Log. Seafarer Riccio commented, "The GED program is very good. It is a good opportunity to get a diploma in a short time," He was among 18 other students in a class which recently achieved their high school diplomas through the program at the Lundeberg School, This was the largest graduating class since the GED program has been in existence. When asked what he liked most about the program. Seafarer Riccio said, "The classes were small and all the teachers were very helpful. They would help you with any area of study in which you are weak," The high school equivalency program is very individualized, "You can learn more when you are working individually," said Seafarer Riccio, Even though this was his first visit to the Lundeberg School, Jim Riccio has plans of returning to upgrade sometime in the near future. He would like to recommend the high school equivalency program to his fellow Seafarers and encourages everyone to take advantage of this program. Jim Riccio The high school equivalency program is open to all members in good standing. For further information contact your SIU representative or write to the following address: Academic Education Department Harry Lundeberg School Piney Point. Md 20674 Personals Anton Bruun Crew Anyone that was aboard the SIU Re­ search Vessel "Anton Bruun" in the 1960's in the Indian Ocean, and has a crew list, please send a copy to Jack (Saki Jack) Dolan, Chief Steward, 62 Galloway Road, Warwick, N,V. 10990. He needs it to finish an article for the Log. Big Bad Tom call your long lost Brother-In-Law Little Bad Bill in Cali­ fornia, 714-889-1743. John Liningston Please contact your sister Mrs. K. A. Waddell, 5861 Hollyhurst Way, Sac­ ramento, Calif. 958232. She is anxious to hear from you. Wliat's Wrong? Monthly Membership Meetings Date Port New York Philadelphia Baltimore Norfolk Jacksonville Algonac Houston New Orleans Mobile San Francisco Wilmington Seattle Piney Point San Juan Columbus Chicago Port Arthur Buffalo St, Louis Cleveland July 2 July 3 July 5 July 5 July 5 July 6 July 9 July 10 July 11 July 12 July 16 July20 July 14 July 5 July 21 July 3 July 10 July 18 July 13 July 12 38 / LOG / June 1979 Deep Sea Lakes, Inland Waters 2:30 p.m 2:30 p.m 2:30 p.m,' 9:30a.m 2:00 p.m 2:30p.m 2:30p.m 2:30 p.m 2:30p,m 2:30 p.m 2:30 p.m ,.,,, 2:30p.m 10:30a.m 2:30p,m, UIW 7:00 p.m. 7:00 p.m. 7:00 p.m. 7:00p.m. — — 7:00p.m. 7:00 p.m. — — — — — 1:00 p.m. 2:30 p.m. — 2:30p,m. — If yon can find out and fix it, you've got great job security and good pay. So take the Marine Electrical Maintenance Course at HLS. It starts August 20. See your SIU Representative or contact HLS to enrolL �/ .22 Qualified Men for the Engine Department Here's 22 more QMED graduates at the Harry Lundeberg School of Seamanship, Piney Point, Md. They are(front row I. tor.) J. Galeas, A. Shaw, R.Barnes, C.Martinez, E. Haynie and I. Abas. In the middle row (I. to r.) are L Gayle, D. Dokulil, R. Hipp, J. Fisher, M. Mefferd, G. Hughes, W. Davidson and M. Phillips. The back row (I. to r.) are T. Taylor,-J. Hall, T. Gary, J. Carr, M. Freeman, B. Fowler, K. Craig and D. Turner. Taking to the Lifeboats Showing off their Lifeboat Course diplomas are (I. to r.) graduates E. Olsen, C. Jefferson and A. Wooten. LNGers—Deck and Engine Deck and engine department LNG Course graduates have their picture taken after graduation. They are (front I. to r.) H. Nakea, Recertified Bosun Aubrey Waters, J. Cade and Recertified Bosun Tom Brooks. Standing (I. to r.) are R. Dawson, W. F. Murphy, J. Wells, H. Bennett and B. Hassen. A New Cook & Baker ^re You Getting dishpan Hands? t Well, get yourself out of the soap sudsl Upgrade in the Steward department atHlS. Chief Steward—August 20 Chief Cook—August 6 Cook and Baker—August 6 Assistant Cook—September 3 Sign Up Now! < See Your SlU Representative ^ or Contact HLS New Cook and Baker Ronald Jones -Shows diploma. June 1979 / LOG / 39 �•gyiiCfcTCi*Taa3Mi What is job security? And what's the ' Union doing to protect the Job security of the membership? "Our voluntary SPAD contributions have brought the SIU out on top of battles before," Paradise continued, and if we ail sign the SPAD checkoff we're giving our Union support to fight for us in Washington in the future." That was the main point of discussion at a recent ship's Union meeting aboard the ST Ogden Willamette. And the answer Bosun Leo Paradise, ship's chairman, and steward Paul Franco, ship's secretary came up with was—plenty. "Now is the best time to sjgn the SPAD checkoff," Paul Franco, ship's secretary added. "The fight is in round one and there are 14 more rounds to go." Brother Paradise pointed out an article in the January issue of the Log called "Common Cause Study Flawed." That article, originally published in an independent newsletter, scored a report by Common Cause which had praised Rep. Paul McClosky (R-Calif.) as a champion of the public interest because he worked to defeat the labor-backed cargo preference bill. Round 2 is right around the corner. Brother Franco noted that the SIU has launched an all-out effort to get Congress^ to overturn a recent court ruling allowing the Amerada Hess Corp. to use foreign flag" tankers for the Alaska oil run. (See December Log, "Hess Gets OK to Use Foreign Flags for Alaska Oil.") "If Hess gets away with this," Brother Franco warned, "so will others. Think about how many of our jobs will be lost," Franco said, painting a picture of a job call at an SIU hall where Seafarers look up at a blank shipping board and then at each other, wondering what went wrong. The article concluded that Rep. N\cQ\osky opposed U.S. maritime for one reason—because he lined his pockets with contributions from the oil industry and American-owned foreign flag interests. "All SlU members should read this article, not once, but twice," Brother Paradise said. "Rep. McClosky is out to break all of us in the maritime industry. He's out to destroy everything we've fought for over he years—new ships, improved job security and a strong U.S. merchant leet." "That's when it's too late," Franco said, "but it's not too late now. Let's sign the SPAD checkoff to make sure our future will be secure." The Willamette ship's committee talked about two of the ways in which SPAD contributions have enabled the Union to work to make the present and future jobs of Seafarers more secure. "It's our SPAD donations that fight the enemies of U.S. maritime like Rep. McClosky," Paradise said urging everyone o sign the new SPAD checkoff authorizing the Seafarers Vacation Plan to deduct 30 cents a day from their vacation benefits for the SPAD fund. "We wouldn't be at the top of the industry now if it weren't for SPAD," Brother Franco said, "and we have to fight to stay on top." ASSIGNMENT FOR SEAFARERS PGLItiCAL ACTIVITY DONATION (SPAD) TO: DATE Seafarers Vacation Plan 275 20th Street Brooklyn, N,Y. 11215 Effective from this date, I hereby assign, direct and authorize you to deduct from payments required to be made by you to me for vacation benefits and at the time of such payments, a sum equal to thirty cents per day for which I am entitled to vacation benefit payments and to pay and transfer such amounts to SPAD, 675 Fourth Avenue, Brooklyn, N.Y. 11232. This authorization shall remain in full force and effect unless written notice by certified mail is given by me to you of revocation of this authorization, in which event the revocation shall be effective as of the date you receive it and applicable only to vacation benefits both earned and payable to me thereafter. I acknowledge advice and understand that SPAD is a separate segregated fund established and administered by my union to engage in political activities and to make contributions and expenditures for candldsjes seeking political office and solicits and accepts only voluntary contributions and I have the right to refuse to make any contributions, including this authorization without fear of reprisal. I may contribute directly to SPAD such amount as I may voluntarily determine in lieu of signing this authorization and that the specified amount herein provided is to minimize administrative responsibilities and costs consistent with the facilitation for the making of voluntary con­ tributions. And this authorization for contributions, constitutes my voluntary act. A copy of SPAD's report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Wash­ ington, D.C. This authorization has been executed in triplicate, the original for you, copy to SPAD and copy to me. Member's name (Print) Member's Signature Social Security Number Members Home Address City Book Number % OFFICE COPY 11 Ite-I'I'-V • State Port Zip � 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 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 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. 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Title A name given to the resource June 1979 Description An account of the resource HEADLINES SENATE SUPPORT GROWING TO BAN ALASKA OIL EXPORT 25 SENATORS CO-SIGN LETTER OF SUPPORT SIU SUES USCG FOR FAILURE TO ENFORCE SAFETY LAWS SENATE, 85-2, PASSED MARAD BILL: HOUSE FIGHT LOOMS CARTER NAMES PAUL HALL TO POST ON EXPORT COUNCIL 1ST SEAFARER GETS INCREASED DEEP SEA PENSION TRUSTEES REVAMP RULE ON INITIAL ELIGIBILITY FOR WELFARE PLAN BENEFITS COURT ORDERS CREW TURNOVERS ON 9 MSC TANKERS UNION FIGHTING TO RE-ESTABLISH SIU CREW JURISDICTION NMU HALTS MERGER TALK WITH SIU SIU OPPOSED TO PANAMA CANAL TOLL HIKES DIXIE BOATMEN GET COST-OF-LIVING HIKE A TOUGH ORDEAL, BUT WELFARE PLAN GAVE HIM PEACE OF MIND TRUSTEES DROP VACATION ELIGIBILITY TO 75 DAYS FOR BOATMEN CARTER SIGNS ANTI-REBATING LEGISLATION HOUSE COMMITTEES HOLD HEARINGS ON DEEP SEA MINERAL RESOURCES T.I. CALLS FOR GUARENTEED FUEL ALLOCATION FOR TUGS AND TOWBOATS GAO SAYS USCG SHOULD DO BETTER IN PROMOTING SAFETY SENATE PASSED MARAD AUTHORIZATIONS CONGRESS ACTS ON ALASKA LANDS BILL CARTER NOMINATES NEMIROW TO TOP MARAD SLOT LOS ANGELES HARBOR A LOOK AT SIU’S EXPANDED OPERATIONS SIU’S NEW HONEY IS HOPPER DREDGE SUGAR ISLAND HESS SHADED BY UMBRELLA OF VIRGIN ISLANDS LOOPHOLE MARITIME DAY- REMEMBERING OUR MERCHANT MARINE AS MATE WITH CROWLEY, HE’S MOVING BIGGEST RO/RO BARGES IN WORLD KEITH FOIL ZEROING IN ON PILOT’S JOB WITH A LITTLE HELP FROMA FRIEND ONLY 23, GEORGE MOWBRAY SAILING MATE WITH G&H TOWING NEW STEWARD RECERTIFICATION PROGRAM SET TO GET UNDERWAY SEPT. 3, 1979 3 YEAR CONTRACT WON FOR BOATMEN AT HARBOR TWOING NEW 3-YEAR PACT BRINGS INLAND VACATION PLAN TO HANNAH BOATMEN WATERMAN TO BUILD ITS THIRD RO/RO RETAIL CLERKS, MEATCUTTERS MERGE: BIGGEST IN AFL-CIO NLRB UPHOLDS SIU, MFU, SUP IN VALERIE F. BEEF; AWAIT INJUNCTION SOHIO DROPS PLAN TO BUILD LONG BEACH TERMINAL, PIPELINE FOR QMED’S TODAY- DIESELS ARE THE KEY HLSS PRESIDENT GIVES SIU’S VIEWS ON EDUATION TO SENATE HEARINGS COMMERCE SEC. BACKS BUILD, MAN AMERICAN IN OCEAN MINING BILL Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 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 6/1/1979 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. 41, No. 6 1979 Periodicals Seafarers Log http://www.seafarerslog.org/archives/files/original/8fbe9f2e694810a7d009b95ebbd0c571.PDF 90c1fb753195aa8cfa27d73c764aa53f PDF Text Text - I } I Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • API -no • Hall Takes Part in Carter's Camp David Sessions VOL 4i NO. 7 Crew 9th tNG, El Paso Howard Boyd Page 12 UBRMY i • • • imm u pRr MKBERC scHoa OF saM4«sap V] «?-•;? . -•'•',5' ^ J % f y--%gi ' r-v S ' . -iv' . • Page 3 -KiMs SI U Supports Revival of US. u Passenger ^ Ships •' itt • 1 •J Page J 3 ? » GAO Knocks Coast Guard Failures on Safety Page 4 '.'Ik] Lundeberg Trainees Whip 1] ^1 Field in 26th Annual International Lifeboat Race "A 'I • • • .1 t , •. • r^ * il. Pages 19-22^ A- •?--'!^iiiSSW;iBTS33:S'j£fS5«5Ha!r^^ ;;:P �Senate Vote, 74-3 To Keep Alaska Oil in US In a move that targets the energy needs of Americans as a top national priority, the U.S. Senate voted overwhelmingly this month to ban the export, sale or swap of Alaskan-produced crude to a foreign nation in any but the most critical emergency cases. By a tally of 74-3, the Senate endorsed the Export Administra­ tion Act Amendments of 1979, sponsored by Sen. Don Riegle (D-Mich.) The measure now moves to the House where its support is reportedly very strong. Senate passage of the bill was hailed as a major victory for the many consumer, public interest and labor groups who have waged an intense fight to have Alas­ kan oil reserved exclusively for domestic use. "Congress has become much more responsive to the energy needs of U.S. consumers," said a D. 0X0. spokesman for the Consumer Federation of America. "Op­ ponents of the Act in the Senate had a difficult time explaining why we should be exporting oil in the face of nationwide shortages." The Consumer Federation of America is an umbrella organi­ zation made up of 240 groups with a combined membership of close to 30 million. An 11th hour attack on S. 737 in the form of an amendment introduced by Sen. Ted Stevens (R-Alaska) was beaten back by a vote of 52-30. Sen. Stevens' amendment would have under­ mined the intent of the Act by allowing the U.S. to swap Alas­ kan crude for Canadian or Mexican oil. He also sought to limit the Act's tenure to one year. Aside from one relatively minor wording change, S. 737 was approved intact. The meas­ ure would allow the President to go ahead with an export or Paul Hall Organization With a Future ne of the truly great advantages that we as an organization have over companies, conglomerates and multinational corporations is people—our kind of people. We don't live and die by fluctuations in the stock market, the price of gold or profits of margin. The strength of our organization is carried within each and every member of this Union. And the margin of our success is measured solely by our ability to provide a better and better life for people who make their living on ships, tugs and towboats. The things we have achieved have not come easy to us. Our oldtimers especially know this. But because we have remained unified throughout-our four-decade history, we have advanced tremendously. This advancement has come not only in regard to wages, conditions and benefits, but also in regard to the uplifted position of the American seaman in American society. I believe that one of the real keys to our success is that the improvements and programs we fougTit to establish were always accomplished with the future in mind. Our philosophy has always been to develop programs that will yield not only immediate good, but long term benefits as well. This is a formula that has worked well for us. It is the same formula that went into the establishment of what I believe to be one of this Union's most important achievements—the Lundeberg School. I say this because the future is what the Lundeberg School is all about. We had the future in mind when the first class of trainees graduated from the brand new Lundeberg School in 1967. And we have the future in mind today as the trainees in class number 287 O exchange of Alaskan-produced oil only within the following strict framework: • the export would not lessen either the quantity or quality of crude available to U.S. con­ sumers; • the export would result in the reduction in cost of imported crude to American refiners and the cost of oil to American consumers. Cost items would have to be verified by a semi­ annual government audit. • if any exports are approved their contracts must be termin­ able; • the exports must be proved necessary for the protection of U.S. national security. The House version of the Export Administration Act Amendments of 1979, sponsored by Rep. Howard Wolpe (DMich) is basically the same as the Senate bill. If the House ap­ proves the measure, as expected. both versions would then be sent to a joint House/ Senate confer­ ence committee where any differ­ ences would be ironed out. Senate passage of S. 737 came during a summer when the primary concerns of the nation are energy-related. An aide to Sen. Riegle cited the country's critical energy needs as among the key factors behind the Sen­ ate's decisive support of the Act. "We need every drop of oil we produce to be brought to market in this country," the spokesman said. Congress became aware, the spokesman said, that "the only sure winners in any Alaskan oil export plan were the oil com­ panies." Congress was also re­ affirming their original intent in passing the Trans-Alaska Pipe­ line Act, he added. "From the beginning Alaskan oil was sup­ posed to go for domestic mar­ kets." take their training in preparation for their first job at sea, in the harbors or out on the Rivers. It is important to remember that the Lundeberg trainees of 10 and 12 years ago are among the veteran seamen of our Union today. • ^ In fact, in our most recent class of the Bosun Recertification Program, which finished up earlier this month, six of the 12 participants were Lundeberg School Entry Trainee graduates. One of them was actually in the first graduating class ever at the School back m 1967. '' Siniilaf'ptogress has also been made by Lundeberg Entry grads who chose to work in the Union's contracted inland fleet. A fine example of this progress is the fact that 50 percent of the most recent graduating class of the Towboat Operator Scholarship Program were Entry Trainees just a few years ago. These young Boatmen now have their Towboat Operator's licenses, a truly significant achievement in their individual careers. In addition, many of our "A" Seniority Upgraders of today were Lundeberg trainees just a few years ago. And they will be making up the heart of the SIU membership for years to come. This is how it works. The Lundeberg graduates of 10 years ago are thd veterans of today. And the graduates of today will be the veterans and leaders 10 years from now. This is what the Lundeberg School is all about—giving young people a break in life—giving them the opportunity for a rewarding career. In addition, the Lundeberg School, through the wide variety of upgrading programs for every SIU member, continues to do the indispensable job of providing well trained, competent manpower to our contracted ships and tugs. As it stands today, the Lundeberg School is the finest training facility for merchant seamen anywhere in the nation. It is a School that offers career opportunities that will help a young person go from an entry rated job to the top of his chosen department in a relatively short time. This is true for those who ship deep sea. Great Lakes or inland. It is a School that proves day after day that our Union is an organization that is not only anticipating the future, but is prepared for the future. Apd as such, we are an organization that has a future. We should all be proud of the progress and accomplishments of the Lundeberg School. We should be proud because each and every member of this Union has contributed to its success. Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave Brooklyn N Y 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 41, No.7, July 197^. (ISSN #0160-2047) ' 2 / LOG / July 1979 y • �Hall Among Leaders At Camp David President Carter Hosts 10 Days of Meetings to Develop Energy Strategy lU President Paul Hall was among scores of national leaders from virtually every geographic area in the U.S., who were summoned to consult with President Carter early this month on the energy problem. For 10 days, some of the most influential men and women in the country helicoptered in and out of the President's Ciamp David, Md., retreat. They were partici­ pating in summit sessions on the country's critical energy situa­ tion. The skull sessions preceded Carter's nationally televised energy address to the country on Sunday, July 15. Carter had originally planned to speak ten days earlier but cancelled the broadcast. He opted instead, to speak with more than 150 leaders in labor, politics, economics and academics for counseling and advice. "1 decided to reach out and to listen to the voices of America," Carter said. "I invited to Camp David people from almost every segment of our society: business and labor; teachers and preach­ ers; governors, mayors and private citizens." SIU President Paul Hall par­ ticipated in a July 10 summit session, providing a strong voice from American maritime labor. Hall was one of 10 labor leaders who visited Camp David over a course of three days. Among the representatives of organized labor were: AFL-CIO Secretary-Treasurer Lane Kirkland, and Union Presidents Douglas Frazier (Auto Workers); Martin Ward (Plumbers); Jerry Wurf (AFSCME); Lloyd McBride (Steelyi^orkers); John Lyons (Ironworkers); Sol Chaikin (Lady Garment Workers) and Bill Wynn (Food & Commercial WorkersV The President also tapped a S INDEX Legislative News Senate Bans Alaska 01! Export Page 2 SIU in Washington Pages 9-10 U.S. Passenger Ships On Way Back? Page 13 Union News Hall at Camp David Page 3 President's Report Page 2 Headquarters Notes Page 7 Letters to Editor Page 16 Brotherhood in Action..—Page 37 At Sea-Ashore Page 18 SPAD Checkoff Back Page GAG Blasts Coast Guard Page 4 Great Lakes Picture Page 8 Inland Lines Page 6 SIU Wins Local 333 Beef ....Page 5 Feds Cold On LNG Page 17 i: AFL-CIO Secretary-Treasurer Lane Kirkland took part in one of the summit meetings which President Carter said had confirmed his belief in the "de­ cency and the strength and the wisdom of the American people." delegation of U.S. governors who left the annual meeting of the National Governors Assn. 4o meet with him. Carter saw several members of Congress including: House Speaker Thomas P. CNeil Jr. (D-Mass); Rep. Pete Domenici (R-N.M.) and Senators Daniel Moynihan (D-N.Y.), Russell Long (Chairman of the Senate Finance Committee and Edmund Muskie (chairman of the Senate Budget Committee). Members of Carter's present Cabinet and those who served former presidents were asked to some meetings as were clerical leaders, business representatives and university professors. Throughout the 10 days of conferences Carter was reported to have listened a great deal. Based on input from the meet­ ings, Carter announced a sweep­ ing energy plan in his July 15 television address. He filled in some of the details in two followup speeches the next day. The platform, billed as a "war on the energy problems," is a sixpoint plan which stresses quotas on imported oil, conservation, development of alternative en­ ergy sources and increased do­ mestic production. It's projected to cost $142 billion over a l()-year period. SIU President Paul Hall met with Carter at Camp David on July 10. Hall was among the many U.S. leaders who counseled and advised the President over the course of 10 days. Emerging from 10 days of summit meetings at Camp David, Md., Presi­ dent Carter delivered a speech on energy to the nation. Among the "war-type actions" outlined in the President's speeches were the creation of two federal boards. One would build the synthetic fuels industry. The other would speed-up regulatory procedures for synthetic fuel plants, refineries, pipelines and other energy projects. Camp David sessions, com­ mended Carter for his "forceful" address which set goals that are "both necessary and attainable." "We have long been urging action of the type the President is now spelling out," Meany said. "If his program is forcefully executed, America will be on the Reaction to the President's road to energy independence." "The President's six-point energy proposals from all sectors of American life followed swiftly energy program is good, long on the heels of Carter's speech. overdue and warrants the sup­ Statements ranged from "can do" port of the American people," optimism to extreme doubt about Meany stated, pledging that U.S. workers will accept 'their fair the plan's workability. AFL-CIO President George share of the sacrifice that must be Meany, unable to attend the forthcoming from everyone." H Railroiuls Edge Over Towboiits The SIU has lodged strong • The railroads would be free to set protests against a Senate bill which their own rates as well as their own would place the nation's railroads construction, line abandonment and above government regulation and consolidation arrangements. "The SIU does not oppose seriously threaten inland water transportation and the jobs of deregulation per se," Mollard told the Subcommittee. In fact, "both the inland boatmen. The Railroad Deregulation Act of railroads and the water carrier 1979 (S.796) is being debated by industry could prosper," from a Subcommittee of the Committee equitable, realistic deregulation. But S.796 does not contain on Commerce, Science & Transpor­ adequate safeguards to prevent the tation. railroads from setting artificially In a letter to Subcommittee Chairman Russell B. Long, SIU low rates which would he impossible Washington Representative Chuck for inland vessel operators to match. The Railroad Deregulation Act is Mollard pointed out that S.796 General News would give the rail industry an backed by the Carter Administra­ Ship's Digests Page 24 Dispatcher's Reports: artificial competitive edge over tion as a means of bailing the Great Lakes... ,..Page33 railroads out of deep financial Inland Waters...........Page 36 • water transport. The relationship between rail and trouble. But if the bill is passed in its Deep Sea Page 28 water carriers, Mollard said, is a present form it will deprive U.S. Training Upgrading "mixture of healthy competition ... shippers of the economical, efficient "A" Seniority Upgrading....Page 23 PIney Point Grads Page 39 cooperation and coordination. The option of domestic water transport. Upgrading Schedule ........Page 8 two modes directly compete for and And it will threaten the jobs and job coordinate in the carriage of bulk security of thousands of U.S. Membership News New Pensioners Page 32 cargoes." Passage of the bill, boatmen. Final Departures Pages 30-31 "There are over 4,000 towboats on Mollard said, "would seriously Steward Recertlflcatlon the nation's inland waterways," upset that balance." Program Pages 27 As it now stands, S.796 would Mollard told the Subcommittee, Long Lines Pages 34-35 remove the regulatory authority the "which provide jobs to almost Special Features Trainees Win Lifeboat Interstate Commerce Commission 45,000 boatmen. Their future health Race Pages 19-22 has over railroad freight rates and vitality will be affected by the Towboat Operator without replacing that authority direction that the Congress'takes in Scholarship Pages 14-15 deregulating the railroads." with any other form of regulation. July 1979 / LOG / 3 -rji • 4I �GAO Joins SlU in Criticism of Coast Guard WASHINGTON, D.C.—The SIU is not alone in its criticism of the U.S. Coast Guard. Right on the heels of the SIU's court case against the Guard comes a critical report of that agency by Congress' General Accounting Office (GAO). As the investigative and re­ search arm of Congress, the GAO issued a report calling for im­ provement of the Coast Guard's commercial vessel safety pro­ gram. The SIU's suit against the Coast Guard was filed on May 31 in U.S. District Court in New York. The suit charged the Guard and several other government agencies with failing to act "in accordance with their Congres­ sional mandate to promote the safety of life and property at sea." This court case comes after years of pressure by the SIU to get the Coast Guard to enforce safety at sea as mandated by Congress. Though not related to the court case, the GAO report gives added weight to the Union's arguments. The GAO report is entitled "How Effective Is the Coast Guard In Carrying Out Its Commercial Vessel Safety Re­ sponsibilities?" The GAO feels that the Coast Guard "could more effectively carry out the goal of its commer­ cial safety program—insuring safety of life, property, and the environment in waters subject to U.S. jurisdiction." Noted in the report is the increase in commercial vessel accidents between 1972 and 1976. There were about 2,400 in 1972 and over 4,000 in 1976. Critical of vessel inspections, the GAO said the Coast Guard does not have enough qualified inspectors. Many of the regular inspectors are not properly trained, the report said. Also, the report added, "at every location GAO visited, a staffing shortage existed. The Coast Guard was able to keep pace only by working inspectors overtime and by using trainees and reservists who were not always qualified as inspectors." Also, GAO noted that in the three districts it visited, "tankship safety examinations have been reduced from every 90 days to once a year and U.S. tankers generally have been excluded." The GAO also pointed to the "low priority being given to boarding uninspected U.S. com­ mercial vessels." Another conclusion reached by GAO was that the function of the shipping commissioner "has outlived its usefulness and should be abolished." GAO figures that this will result in a cost savings of $800,000 annually. GAO also concluded that since shipping is international more multinational safety efforts are needed. The U.S. Department of Transportation is the parent agency for the Coast Guard. In commenting on the GAO report, the DOT said it "is in substantial agreement with many of its basic tenets... disagreements exist in some areas." DOT also noted that some of the suggestions made by GAO are already under consideration by the Coast Guard. Atlantic Fishermen's Union Seeks Merger Into SlU-AGLIWD The SlUNA-affiliated Atlantic Fishermen's Union (AFU^ has formally applied for merger into the SIU, Atlantic, Gulf, Lakes and Inland Waters District (A&G). The written application was ac­ cepted by the Executive Board of the SIU, A&G District. Over the past few months reports of AFU's desire to merge have been given at the monthly SIU member­ ship meetings. At the May meetings, it was announced that AFU had made inquiries about the procedures for merger and the willingness of the A&G District to accept such a merger. The A&G Executive Board in­ formed the AFU that a formal written application must be made. The AFU's application was reported at the July SIU membership meetings. At the August meetings, A&G members will vote on whether or not to accept the merger. According to the A&G's constitution there is no need for a secret ballot of the A&G members since the A&G constitu­ tion will not be altered. AFU members"will be accepting the A&G constitution in full. As the Proposed Agreement of Merger between the two unions states, "AFU shall merge into and become W. C. Steward Welfare Claims To Be Handled By Hdqrs. The May issue of the Log announced the merger of the MCS-PMA Welfare Plan into the Seafarers Welfare Plan and explained the benefits that will result from that merger to all affected steward department personnel. In accordance with the terms of that merger, as of July 1,1979, the administrative responsibili­ ties and the processing of applications for benefits from the Seafarers Welfare Plan made by steward department employees formerly represented by Marine Cooks and Stewards Union will be done in New York. This action will allow for improved coordi­ nation between East and West Coast activities. It is designed to provide better and quicker serv­ ices and responses to seamen and their families. The reorganization will in4 / LOG / July 1979 crease efficiency and will elimi­ nate any administrative duplica­ tion. It is expected that those stew­ ard department personnel who apply for benefits under the new system will receive faster service now that claims are being sent from outports directly to the New York office. All former MCS seamen should take a few additional moments to study the benefit application forms and to insure that they are completed properly. Improper filling out and submission of these forms will cause delayed action on claims. This transfer of administrative responsibilities for the processing of welfare benefit claims is another step toward providing improved services to those who joined the SIU-A&G one year ago. an integral part of the A&G." In other words, AFU members will be dissolving their union and will be bound by the SIU A&G constitution. This was agreed to by the AFU Constitutional Committee that visited Headquarters recently. AFU members will therefore vote on this merger by mail referendum. The voting is taking place from July 30 to Aqgust 16. According to the proposed merger agreement, shipping and job rights for SIU and former AFU members will be separate. Those rights will depend upon whether a member has sailed in the appropri­ ate unit and for how long. Also, the officers of the AFU will continue in employment as A&G representatives until the next gen­ eral SIU election. The AFU represents commercial fishermen who generally sail from the northeast coast of the U.S., mainly from Massachusetts. Over the years the AFU has lost many of its jobs because of foreign fishing competition off the U.S. coast. But opportunities now seem very promising because of the recent 200 mile coastal limitation on foreign fishing. The AFU wants to take full advantage of this opportunity. The AFU feels that becoming an integral part of the A&G will greatly assist them in organizing the new jobs. At the same time, the officers of the SIU, A&G District believe that this merger will bring added strength and opportunities to SIU members by opening up to them a new job field in the American fishjng industry. The Constitutional Committee of the Atlantic Fishermen's Union visited SIU Headquarters earlier this month to talk about merger of their union into the SlUAGLIWD. From the left, are; Sammy Loicano, Anthony Manzo Leo Sabato Mike Orlando, (SIU Secretary Treasurer Joe DiGiorgio), and Paul Genovese ' Deposit in the SIU Blood Bank— It's Your Life ' �I SlU Scores Victory for East Coast Tug Jobs on<-li^Vk » A N aa \7iftr»r\7 victory f/\r for the jobs and job tation Employers Association security of SIU Boatmen, the was job jurisdiction. AFL-CIO found Local 333 (tug The tugmen voted to end the union) of the International Long­ work stoppage after employers shoremen's Association guilty of agreed to a contract clause violating the SIU's jurisdictional broadening the scope of Local rights under Article XX of the 333's representation. AFL-CIO Constitution. Under their previous agree­ The June 26 decision was ment, which expired April 1, handed down by an AFL-CIO Local 333's jurisdiction included impartial umpire. It was found "only all licensed and unlicensed that Local 333 was attempting to employees...on tugboats and cut into the SIU's jurisdiction self-propelled lighters.in the over Maine-to-Virginia coast­ Port of New York and vicinity." wise towing. This practice is Local 333 wanted that clause known as "raiding" and is ex­ broadened to include "any regu­ pressly prohibited by Article XX lar coastwise run having as one of of the AFL-CIO Constitution. its terminal points a point in or The 2800 Local 333 boatmen north of Norfolk and not custom­ who crew tugs and lighters in and arily and traditionally done by around the port of New York re­ other unions." cently ended an 88-day strike. Three of the principal compa­ The key issue in the dispute nies signatory to Local 333's between Local 333 and the agreement have subsidiaries and Marine Towing and Transpor­ affiliates outside New York. SIU members make up the unlicensed crews on boats belonging to the outport subsidiaries of McAllis­ ter Brothers, Ira S. Bushey & Sons and Moran Towing & Transportation, which do exten­ sive coastwise work from Nor­ folk and points north. Members of the Marine Engineers Benefi­ cial Assn. (District 2) fill licensed jobs on some of these boats. Even before the employers gave in to Local 333's jurisdic­ tional demands, the SIU and MEBA charged those demands were illegal and petitioned the AFL-CIO for a ruling by an impartial umpire. During a long hearing the impartial umpire heard testi­ mony from the SIU, MEBA, and Local 333 on the raiding charges. Ultimately the Umpire found Local 333 "in violation of... Article XX (Section's 2 and 3) of the Constitution of AFL- CIO." Article XX prohibits one AFLCIO affiliated union from at­ tempting to represent employees already working under a contract with another AFL-CIO affiliate. It also requires every AFL-CIO affiliated union "to respect any work of the kind which the members of an organization have customarily performed at a particular plant or work site." Local 333 has appealed the Umpire's ruling. They are en­ titled to a hearing before the Subcommittee made up of three members of the AFL-CIO Exec­ utive Council. If the Subcommittee upholds the impartial umpire's decision. Local 333 must comply with the order that the clause mandating jurisdictional changes in their contracts be stricken from the agreement. House, Senate Planning 'Sweeping' Changes in Maritime Policy Key members of the Senate and House of Representatives have put forth proposals concerning a total reorganization of the nation's maritime policy. Sen. Daniel K. Inouye (D-Hawaii), and Rep. John Murphy, (D-N.Y.) submitted legislation that, if enacted, would lead to sweeping, and as yet, unforseeable changes in the lives of American seamen. Sen. Inouye has introduced eight bills so far aimed at bringing about a co-ordination of merchant marine policy at the highest possible level. Basically, Sen. Inouye desires to establish a "National Maritime Marine Policy Council," which would consist of the following members; the President's Special Trade Representative; the Attorney General; the Secretaries of Defense, Treasury, State, Transportation, Commerce, Agriculture and Labor; the chairmen of the Federal Mari­ time Commission, Interstate Com.merce Commission, and Securities Exchange Commission; the Presi­ dent's assistant for National Secu­ rity Affairs; the director of the office of Wage and Price- Stability, and four Senate-approved maritime industry repre.sentatives, including at least one from labor. This Council would be "charged with monitoring Federal Agencies' compliance with national merchant marine policy and co-ordinate that policy's interpretation with other national interests." It would be required to meet at least once every 90 days. And it would be run by a full time executive director named by the President's Special Trade Representative. House Bills Rep. Murphy, chairman of the House Committee on Merchant Marine and Fisheries, has yet to submit his legislation. It is reportedly far more sweeping in scope than the Inouye bills, and would deal with specific issues affecting maritime rather than just concentrating on a reorganization of governmental functions. Issues affected under the Murphy legislation reportedly include sub­ sidy programs to U.S. shipbuilders, shipping conference changes and pooling arrangements. To emphasize the sweeping scope of the legislation. Murphy refers to it as his "omnibus bill." The SIU's Washington staff are studying the proposed bills to determine what affect they will have on the life of the average seaman. 1 * V NLRB Rules Favorably in Valerie F. Beef on West Coast The National Labor Relations Board has ruled that Bulk Foods, Inc., operator of the Valerie F.. unlawfully discriminated against members of the SIU-AGLIWD, the Sailors Union of the Pacific, the Marine Firemens Union and Marine Engineer's Beneficial Asso­ ciation. In March of this year, the Valerie F., (an integrated tug/barge unit) which had been carrying bulk rice from California to Puerto Rico, was laid up in Jacksonville for repairs. The crew was paid off. Several weeks later Bulk Foods Inc., the operator of the Valerie F., announced the transfer of the vessel to a new company. The staff of the new company, however, was the same as that of Bulk Foods. So too were the officers and the operating procedures. Upon reactivating the Valerie F., the "new company" hired only members of the Masters, Mates and Pilots Union. Bulk Foods had previously maintained a collective bargaining agreement to employ members of the SIU, SUP, MFU and MEBA. The unions joined forces in picketing the Valerie F., when she arrived on the West Coast. At the same time, they brought action against the company before the NLRB. Natalie Allen, regional director for the NLRB, decided that the employer operating the Valerie F. had unlawfully discriminated against members of the four unions. He based his decision on the fact that the new company was not in fact a new company. The staff was the same. The officers were the same. The operating procedures were the same. The only thing different was the name. Allen stated that the new com­ pany had been created merely by Bulk Foods to dodge its contractual obligations, obligations which ineluded payment of $100,000 to the pension and welfare funds of the various maritime unions. The SIU mans the steward depart­ ment on this vessel. Matson Containership A'building n When it's completed, this containership. under construction for Matson Naviga­ tion Co., will carry an SIU crew in the steward department. The growth of Matson's fleet, which is employed in West Coast-Hawaii freight service will help provide new job opportunities to West Coast seamen. July 1979 / LOG / 5 • J �Locks and Dam 26 The House of Representatives and a U.S. Senate subcommittee have okayed a $20-million appropriation for first-phase construction of new Locks and Dam 26 on the Mississippi at Alton, 111. starting in October. Next month a Federal judge in Washington, D.C. will have to rule on suits filed by environmentalists and the railroads against the U.S. Corps of Engineers. They hope to block the project. St. Louis While the Union Hall here is being remodeled in order to provide better service to the membership, a $317,000 appropriation has been approved by the U.S. House of Representatives and a Senate unit to study proposed improvements to the St. Louis Harbor and navigation facilities. Jacksonville Trailer Marine Transport Co. (TMT), a subsidiary of Crowley Maritime Corp., said its new triple deck R/O R/O barge, the La Princess, was due to go into service in late July. She arrived here on July 14 following launching June 16 at the FMC Corp. Shipyard, Portland, Ore. The La Princess joins two other triple deck barges each carrying 374 trailers in the TMT fleet which includes five double deck barges each carrying 180 trailers. She will sail weekly on the chemical run to San Juan, P.R. and its feeder network to the Islands. The company expects to add another triple decker to the fleet in 1980. And perhaps build two larger three deckers 720 feet long holding 464 40foot trailers each. • • * . The renovated St. Louis USPHS Clinic, Room 2457, moved back to its permanent location at 1520 Market St. and 15th St. on July 9. It is now open to patients after many months of remodeling and replacing of old equipment. River watchers here last month saw the renamed Towboat Dee Lane (Southern Ohio Towing) nee Towboat Betty LeBlanc sail upriver with a cargo of anhydrous ammonia to Marseilles, III. The boat is named for two daughters of Southern Ohio Towing Sales VP Charles Southern Jr. The USPHS Hospital here reports that a new dental clinic is now available for eligible seamen. * » » Grievances on firings were settled here with members involved being returned to their jobs. Overtime beefs were also settled and resolved. Great Lakes Luedtke Engineering Co. has been awarded a combination dredging and dike job in Dunkirk, N.Y. Great Lakes Dredge and Dock Co. won a Government dredgingjob in Conneaut, Ohio. It's a harbor-deepening project which should run through this fall. The company also has a new 46-foot twin screw tug, the MV Garden Stofte built by Diesel Shipbuilding Co., Jacksonville. She will carry 400 gallons of fresh water in a forepeak tank. Quarters are day-type with setee cushions in the aft end of the pilothou.se. Plus two berths with mattresses. The galley has a steel sink, manually operated supply and sump pumps and a plywood counter with a formica top. Paducah, Ky. Shipping is good in this "revitalized" port with "A" and "B" book members shipping out. And the port has sent five Boatmen to Piney Point's Towboat Operator Scholarship Course. Right now, 200 are applying for HLS courses and training. Mississippi River Systems A total of 3,700,918 tons of cargo passed through the 12 Mississippi River locks and dams in the Rock Is. District in June. Houston MARAD has okayed the American Commercial Barge Lines (ACBL) bid for a Title XI guarantee to build four towboats and 109 barges worth $34.1 million. The 145 to 150-foot towboats construction includes 35 covered hopper type barges, 50 open hopper types and 24 tank types which are being built by Jeffboat Inc., Jeffersonville, Ind., a subsidiary, with deliveries into September. Improving USPHS Care for Seamen Goal of SlU WASHINGTON, D.C.-Making industries, including: health care more effective for • a member of the vessel's crew maritime workers was emphasized must have advanced medical trainby the SlU during recent CQU;^^ ,:ing through ajanraved cojiriies. of gressional hearings held on the PHS study. system before the House Merchant • aboard the vessel there should Marine and Fisheries Committee. be a well-supplied medicine chest Speaking on the first day of the that is maintained and monitored by hearings, SIU Washington Rep­ Federal agencies. resentative Chuck Mollard pointed • an improvement in the ship-toto the importance of the Public shore radio satellite system involv­ Health Service system for seamen ing the PHS. In this way the and boatmen. shipboard medical person can talk He said, "our members continue directly to shore-based PHS physi­ to rely on it for the majority of their cians about the patient. health care. They have found the • a central PHS communication PHS system remains the best suited station must be set up and be for the special needs of U.S. manned around the clock. A photo­ maritime workers in terms of stat of all health records of Ameri­ prompt and priority health care of can mariners should be available at all types." this station. Talking about the SIU's success­ Also, Mollard noted that the SIU ful fight to keep the PHS system has been participating with other open, he added, "We can now turn organizations in the Seamen's to the more constructive issue of Health Improvement Program health care and the health needs of (SHIP). This program was estab­ U.S. maritime workers. lished by the PHS last year to help Mollard made a number of upgrade medical service for marine suggestions to the Committee to workers. help make medical care more He told the Committee "we effective for workers in the maritime believe that the work of the PHS 6 / LOGV July 1979 SHIP groups is one of the most important aspects of the PHS program and must be continued." about the necessity for a healthy work environment aboard ship, Mollard said, "the Americanflag merchant vessel is one of the last remaining areas of U.S. commerce that has no meaningful occupational safety and health rules." He urged the Committee to require the Coast Guard to formu­ late "basic safety and health laws for U.S. seamen and enforce them with the help of the PHS." The SIU believes, he said, that "American seamen deserve to have the same quality health care and safety in their workplace as other American workers." He noted that "by^additional regulations to up­ grade marine medical care and occupational and health rules, this goal can be attained." Notke t9 Memhea, t^Jl^ug ProteAire When throwing in for work dur­ ing a job call at any SIU Hiring Hall, members must produce the following: • membership certificate • registration card • clinic card • seaman's papers • valid, up-to-date passport 111 addition, when assigning a job the dispatcher will comply with the following Section 5, Sub­ section 7 of the SIU Shipping Riiles: "Within each class of seniority rating in every Department, prior­ ity for entry rating jobs shall he given to all seamen who possess Lifehoatman endorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sentence when, in the sole Judgment of the Board, undue hardship will result or extenuating circumstances war­ rant such waiver." Also, all entry rated members must show their last six months discharges. Further, the Seafarers Appeals Board has ruled that "C classifica­ tion seamen may only register and sail as entry ratings in only one department." �•ttl'B Headquarters ii ^^tes by SIU Executive Vice President Frank Drozak Job Security is Up to You ''T^he SIU has always done a good job keeping up with the latest X technological innovations and changes that have taken place in our industry. SIU members have always risen to the occasion, learning and putting into practice new ways of doing things on SIUcontracted vessels. Wearing the SIU emblem is as good as wearing the words "welltrained and up to date—qualified." The SIU has a good reputation for supplying qualified, reliable men to deep-sea vessels and inland equipment. The fact that all American-flag LNG tankers are SlU-crewed proves this fact. But brothers, we must continue to work hard, and continue to upgrade and update our skills if we expect to maintain this good reputation in the years to come. We would be kidding ourselves to think we could keep pace with this ever-changing industry without a special effort on our parts. Technological changes are taking place faster than ever before. And as we enter the last two decades of the 20th century, we can be sure it's not going to slow down any either. It's this pace of change that calls for the special effort to keep up. The amount of change that has taken place in tankers, just over the last 20 years, is staggering. Anyone who has qualified in the past to do the pumpman's job on a T-2, is up against a whole new situation on the VLCC's and ULCC's of today. It's not just that the ships have grown. What's inside the ships has changed tremendously, as well. So ratings of years ago won't necessarily qualify a man to do the job on the newest vessels today. Tve talked about upgrading before, because change is sweeping our industry and there's no end in sight. How we meet the challenge by upgrading, will in a very real way effect our future job security. How individual Union members meet the challenge will determine the future viability of the Union itself. I've already touched upon the changes that have taken place in tankers, and the new demands put on pumpmen. This is one of the areas of specialized training that I want to concentrate on this month. The Harry Lundeberg School has developed an excellent course, designed to prepare pumpmen and QMED's to handle the pumprooms on the most modern ships. Check with the School about getting into the next Pumproom Maintenance and Operation class. Qualified tanker pumpmen are much in demand these days. Also much in demand are qualified diesel men. More and more ships are being equipped with diesels, so the demand for men to handle them continues to grow. The Diesel Engine course at the Lundeberg School is what you need to prepare yourself to take on that job. There's a course starting on September 3, and another starting on November 26. Other specialized courses to mention at this time are the Refrigeration Systems Maintenance and Operation course, and the Marine Electrical Maintenance course. These are two very important courses, set up to meet the increased demand in these areas. The Reefer course starts on October 1 while the next Electrical Maintenance course begins on August 20. Keep those dates in mind. Also, keep in mind the fact that if you successfully complete any of the courses I've mentioned, you're going to be a man just that much more in demand. And you'll have just that much more job security. You come out ahead, your family comes out ahead, and your Union comes out ahead every time you upgrade. Veteran Pumpman Finds New Tankers a New Bailgame "It's really a different job," said veteran Pumpman Jim Chlanese about his recent work assignment. For nearly six months he was the chief pumpman aboard the 390,000 deadweight ton tanker U.S.T. Atlantic (Interocean Management Corp.). The largest ship ever built in the Western Hemisphere, she mea­ sures twice the length and three Uhelaimed Wages For Waterman Seafarers who have worked with Waterman Steamship Corporation on the following named vessels, should check with any port agent to find out if they are entitled to unclaimed wages: SS Alex Stephens SS John Tyler SS Robert E. Lee SS Sam Houston SS Jeff Davis SS Iberville SS Thomas Nelson SS Carter Braxton SS Thomas Jefferson SS Robert Toombs SS George Walton SS Arthur Middleton SS John B. Waterman SS Thomas Lynch SS Joseph Hewes SS Samuel Chase SS Stonewall Jackson SS John PennSS Lyman Hall times the beam of a T-2 tanker. A highly automated ship, she only carries a crew of 32. Brother Chkinese, who joined the Union in 1955 in the port of New York, has been a pumpman for 15 years. He said that the work aboard the U.S.T. Atlantic was quite different from what he's encountered on previous ships. "I've been used to opening and closing valves," Chianese pointed out. Seafarer Chianese added that "you need the education" to work aboard today's high technology ships. "You need a good electrical background and a good hydraulic background." Special courses, such as Pumproom Maintenance and Operation and Marine Electrical Maintenance, are available at the Lundeberg School. Seafarers who want to work aboard automated ships should contact the School or their SIU representative in order to register for these classes. Talking more about the U.S.T. Atlantic, Brother Chianese said, "she's a beautiful ship." He pointed to the central air conditioning and the private rooms where everyone has his own refrigerator ^nd tele­ phone. He was also impressed with the sports equipment available on the ship. Chianese was on the U.S.T. Atlantic's maiden voyage. The ship loaded oil in the Persian Gulf off Saudi Arabia and discharged 60 miles off the Texas coast. The vessel, whose rudder alone is as tall as a four-story building, carries 180,000 barrels of bunker fuel. Brother Chianese, who was born in Brooklyn, N.Y., now lives in Rocky Point, N.Y. with his wife, Bernice. They have five children and will become grandparents for the first time in January. An Army veteran of World War II, Chianese served during the Korean War as a sergeant first class. I- 1 A Trip to the Sunken Gardens A little culture never hurt anyone. So on a recent trip to Yokohama, a couple of crewmembers for the Sea-Land Exchange joined Yokohahria Port Agent Frank Boyne for a look see at the Sunken Gardens. From left in above photo are; Frank Boyne, SIU agent; Jim Bolen, able seaman, and Vern Poulsen. recertified bosun. v^, » July 1979 / LOG / 7 • :Vi/ �The Lakes Picture UPGRADIMG \ Algonac SlU-contracted Kinsoian Lines is scrapping three old-time Lakers. The Henry Steinbrenner, built in 1970, is destined for the scrap heap in the near future. Scrapping of the George Steinbrenner, built in the same year, is already underway. The oldest vessel in the Kinsman fleet, the Kinsman Enterprise, may soon be sold for use as a storage barge. The Port Huron Seaway Terminal is reportedly interested in buying the Enterprise and mooring her-at their dock. The Enterprise was built in 1906 and is steampowered. The three vessels have not been in active service in recent years. The company, which added the William A. McGonnagle to their fleet in April, is scouting around for another ship. « * * The shortage of licensed deck and engine room personnel aboard Great Lakes ships has been well-known in the Lakes region for a long time. But it recently came to public attention as the Great Lakes office of the Maritime Administration released a study on the shortage. Marad stated that there was a 10.48 percent shortage of engineers and a 4.3 percent shortage of deck officers on Lakers. * * * Bob-Lo Island, a Michigan amusement park in operation since 1949, has changed ownership. The new owners, a group of seven businessmen, will upgrade the park which is reached via two SlU-manned ferries. The Columbia and the Ste. Claire run between the island and the mainland from Memorial Day to Labor Day which is when the park is open. The ownership change will not affect the ferries. Buffalo The SlU-crewed Charles E. Wilson (American Steamship) went aground in the Straits of Mackinac last month. The six-year old Laker was freed after part of her cargo of ore was offloaded. • » » It builds your future It builds your security LNG—September 17, October 15 Diesels for QMED's—September 3, November 26 QMED—October 1 FOWT—October 25, November 26 Reefer Maintenance—October 1 Diesel Licensing—September 3 Welding—^November 12 AB—September 13, November 8 Automation—^November 12 American Steamship's new vessel construction program is continuing. The company just signed a $25 million contract for a new 635 foot ore carrier. The keel will be laid at Bay Shipbuilding this fall and the selfunloader will be delivered in late 1980. American Steamship christened their newest ship, the 1,000 foot Indiana Harbor, this month. And a 728foot Laker, still under construction, should be plying the Great Lakes by May, 1980. All American Steamship vessels arecrewed by SIU members. Towboat Operator Scholarship Program—October 1 (Completed Applications must be received by September 1) Toledo Steward—September 17, October 15, November 12 Members of Local 158 of the International Longshoreman's Assn. have ended their strike against Toledo Lake Front Dock. The monthlong dispute was resolved as terms of a contract were agreed upon. Local 158 President Michael Wilde telegraphed the news that the strike was over to the SIU ind thanked the Union for honoring the Longshoreman's picketlines. "I want to personally express the appreciation of myself and my members," Wilde wrote, "for your respect of our picketlines in this dispute. We could not have achieved w liat we did without your support." Chief Cook—September 17, October 29 Quartermaster—October 15 First Class Pilot—October 8 Cook and Baker—September 17, October 29 Assistant Cook—September 3 Lifeboat—September 13,27; October 11,15; November 8, 22 Tankerman—September 13,27; October 11,15; November 8,22 Steward Recertification—September 3, November 12 Winter Navigation With summer weather upon the Great Lakes region, winter shipping seems a far off event. But the pros and cons of extending the Great Lakes shipping season continue to be argued. The Great Lakes Task Force recently reiterated its viewpoint that yearround navigation on the Lakes and the St, Lawrence Seaway be implemented. Several studies, the Task Force said, "have conclusively shown the viability of a season extension and the benefits of such a government investment." Tonnage Great Lakes tonnage figures for the month of April were released by the Lake Carriers Association recently. Iron ore shipments totalled 5,645,254 gross tons for the month, down slightly from the ^^pril, 1978 totals. Coal shipments for April, 1979 were way up over last year's figures. Grain cargoes totalling 2,004,318 were down slightly but the grain season begins in April and the tonnage figures are expected to pick up. 8 / LOG / July 1979 To enroll, see your SIU Representative or contact: Vocational Education Department Harry Lundeberg School Piney Point, Maryland 20674 Phone: (301) 994-0010 UPGBADHUG U pays Do It Now! �-- > m In I)9asl)ttt0ton Seafarers International Union of North America, AFL-CIO On the Agenda in Congress... A number of important maritime hearings are scheduled in both the House and Senate in the coming weeks. Among these are the following: • Omnibus Maritime Bills. The House Merchant Marine and Fisheries Committee will be holding a series of meetings and open hearings on the Omnibus Maritime Bills package which was unveiled earlier this month by the committee chairman, Rep. John , Murphy, (D-NY). The first of the hearings began July 19, and are scheduled to continue on July 24, 26 and 31. It is expected that hearings will continue through this year. • LNG Facility Siting. Three subcommit­ tees of the House Merchant Marine and Fisheries Committee will conduct joint hearings this month on H.R. 1414 and H.R. 3749, both regarding liquefied natural gas facility citing. Charlie Nalen, director of vocational education at the Harry Lundeberg School, is scheduled to testify. The three House subcommittees involved are the Merchant Marine, Oceanography, and Coast Guard. • Ocean Mining: Senate. The Senate Foreign Relations Committee has scheduled a markup on S. 493—legislation to promote the orderly development of hard mineral resources in the deep seabed. The session will be chaired by Senator Frank Church (D-ldaho). In the House, meanwhile, a companion bill has cleared the Interior Committee, and is awaiting further action by the Commerce Committee, and Foreign Relations Committee. • Ocean Mining: House. In the House, the Ocean Mining legislation is moving ahead... slowly. On July 11, the Ocean­ ography Subcomm.ittee of the House Merchant Marine Committee took final action and reported out H.R. 2795, the Deep Seabed Hard Mineral Resources Act. As reported by the Subcommittee, H.R. 2795 requires that mining and processing vessels and at least one ore transportation vessel at every mine site be documented under the laws of the United States. The Subcommittee also accepted an amendment offered by Rep. Daniel K. Akaka, (D-Hawaii) which changed the job opportunity priorities involved in the July 1979 Legislative, Administrative and Regulatory Happenings location of processing facilities. The Committee will continue hearings on water amendment, adopted by voice vote estab­ policy, and a variety of water project lishes as the first priority in the location of proposals. Senator Mike Gravel (D-Alaska) processing facilities "the need to maximize will chair the hearings. employment opportunities in the United • Vessel Legislation. The Coast Guard States." and Navigation Subcommittee of the House • Coal Shipping Rates. A hearing will be Merchant Marine and Fisheries Committee held by the Joint Economic Committee on IS scheduled to finalize three the relationship between rapidly rising pieces of legislation affecting American-flag shipping rates and the reliance on foreign oil vessel Coast Guard requirements: H.R. imports. The initial hearing is scheduled for 1196, Vessel Documentation; H.R. 1197, July 24 with Senator Lloyd Bentsen (D- Tonnage Measurements; and H.R. 1198 Texas) as chairman. Lines of Demarcation. Congressman Mario • Coal Slurry. The House Interior Biaggi (D-N.Y.) will chair the markup Committee will conduct hearings on H.R. meeting on July 24. 4370, legislation which would authorize • Underutilized Fisheries Development. construction of a coal slurry pipeline. The Fisheries and Wildlife Subcommittee of Hearings are now scheduled for July 20 and the House Merchant Marine and Fisheries 23. Congressman Morris Udall (D-Arizona) Committee will hold a hearing on July 23 on is chairman of the committee. legislation which would encourage the • Water Projects Authorization. The development of an "underutilized" fisheries Water Resources Subcommittee of the program.Congressman JohnBreaux(D-La.) Senate Environment and Public Works will chair the meeting. Seniority Upgraders Visit Washington, D.C. For Look at SIU's Legislative Activities h i U SIU upgraders participating in last month's "A" Seniority upgrading program got an upclose look at how the Union works on the political and legislative front in Washington, D.C. The upgraders traveled from the Lundeberg School ir; Piney Point, Md., to the nation's capital where they toured the House and Senate, and the AFL-CIO Maritime Trades Departi^ent. Taking time out during the tour for a photo on the steps of the Capitol were "A"Seniority Upgraders Herbert Benzenberg, Raymond Hipp, Joseph Burns, Jerry Payne, John Emrich, Stewart Dixon, Kevin White, Osvaldo Troche and Arthur Shaw. Joining the tour was SIU Legislative Representative Betty Rocker and Piney Point Port Agent Nick Mak-rone. ( National Maritime Council Elects Amoss as Chairman The National Maritime Council has elected W. J. Amoss, president of Lykes Brothers Steamship Co., as chairman oifthe NMC Board of Governors. Amoss succeeds James R. Barker, chairman of the NMC's Board of Governors for the past two years. Mr. Barker is chairman of Moore-McCormack Re­ sources. Mr. Lee Rice, president of Ogden Transportation Corp., is the NMC's new executive committee chairman. Mr. Rice will also serve as vice chairman of the Board of Governors. The NMC, which represents management and labor in the U.S. flag shipping industry, named G. E. Bart as chairman of the organization's Western Region which / includes 13 states. Mr. Bart is senior vice president of marketing for American Presidential Lines, Ltd. Amoss and Rice each will serve two years in their respective positions. Mr. Bart's term is for one year. Members of the National Maritime Council include all major American ship­ builders, ship owners and operators, shoreside and seafaring unions which, together, compose the U.S. merchant marine. July 1979 / LOG / 9 1 �Industry News MARAD Chief Says He Will Bolster U.S. Dry-Bulk Fleet A major program to strengthen the U.S. dry-bulk fleet is being sent to Congress by the Carter Administration, according to Maritime Administration head Samuel Nemirow. He made this announcement in a speech this month to the annual convention of the International Longshoreman's Association. He said the package of bills will cover several points and will include proposals to: • Grant subsidized U.S.-flag dry bulk carriers freedom to trade in foreign-toforeign commerce, • Allow U.S. operators to qualify for subsidies on U.S.-flag vessels while operating foreign registered ships. (The law now requires all of the subsi­ dized operators' ships to be U.S. flag.) • Eliminate the requirement that opera­ tors maintain U.S.-flag registry on their ships for 20 years, and replace it with a 10-year requirement. The Administration bills join major maritime legislation introduced this month by Senator Daniel Inouye, (D-Hawaii) and Rep. John Murphy, (D-N.Y.). "Our bills may not be perfect but we think it's a good place to start," Mr. Nemirow said in an interview. "I think there's enough interest on the Hill in our objective of increasing dry bulk carriage that we'll get the bill out," he said. In his speech to the ILA, Mr. Nemirow said that although dry bulk commodities account for over 40 percent of U.S. ocean commerce; less than 2 percent of it moves in U.S.-flag ships. "The foreign flag monopoly of this trade is explained by the fact that wc have only 16 dry bulkers in our fleet—and nearly all of these ships are comparatively small ships in the 30-year age bracket," he said. Announce New Contract For Waterman RO/RO Vessel Samuel B. Nemirow, assistant secretary of Commerce for Maritime Affairs, announced the award of $69,769,836 subsidized shipbuilding contract to Sun Shipbuilding and Dry Dock Co. to build a third rollon/roll-off container vessel for Waterman Steamship Corporation. The vessel will be identical to two being built at Sun under a $137 million contract awarded last November, and will be used in liner cargo service between the U.S. Gulf and India, the Persian Gulf and Red.Sea. Nemirow, recently confimed by the Senate to succeed Robert J. Blackwell as Committee Action in Congress... Action is being taken by committees in the Senate on two maritime matters of particu­ lar importance. • Maritime Administration: Nomination of Sam Nemirow On June 29, the Senate Commerce, Science and Transportation Committee held a hearing on the nomination of Samuel B. Nemirow as Assistant Secretary of Com- v merce for Maritime Affairs. If confirmed by the Senate, Nemirow stated that he would devote special attention to the U.S. dry-bulk fleet; the development of trade relations with the People's Republic of China and the implementation of a. cohesive maritime policy. According to Senator Daniel Inouye (DHawaii) who chaired the day's proceedings, the nomination would be considered by the Senate shortly after the July 4 recess. • Passenger Vessels: "Big U" and the "Independence" On June 28, 1979, the Subcommittee on Merchant Marine and Tourism of the Senate Commerce, Science and Transporta­ tion Committee held a hearing on S. 1281 and S. 1365—separate bills with the common objective of returning the Ameri­ can flag to the dorhestic cruise trade. As a result of Alaska Bulk Carriers, Inc. v. Kreps, et al., S. 1281 was introduced by Senators Daniel Inouye (D-Hawaii) and Spark Matsunga (D-Hawaii). This bill is necessary to clarify the ability of a vessel built with subsidy funds, as was the S.S. United States, to operate permanently in the domestic trade after the expiration of the vessel's statutory life of 25 years. S. 1365 also introduced by Senator Inouye would direct the Coast Guard to redocument the S.S. Independence io allow it to engage in the coastwise trade. Charles Mollard, SIU Washington representative, noted that both the Inde­ pendence and the United States were built in the U.S. operated under the U.S.-flag, owned by American citizens, and would be manned by American crews. Samuel B. Nemirow, acting assistant secretary for Maritime Affairs, testified on behalf of the Maritime Administration. Nemirow characterized S. 1281 and S. 1365 as important steps forward in revitalizing the U.S.-flag passenger and cruise service in the U.S. domestic trade. He also stated that such legislation would significantly benefit the economics of Hawaii and the mainland and provide employment for U.S. merchant seamen, shipyard workers and other maritime related industries. Herbert Brand, President of the Trans­ portation Institute testified in support of both bills and urged the Committee to proceed as quickly as possible to restore the United States and Independence to active service under the American flag. Brand expressed the belief that the "opportunities presented ... constitute a challenge to American shipping manage­ ment, a challenge to American shipyards, and a challenge to the Federal gov­ ernment." Herb Brand, president of the Washington, D.C.hased Transportation Institute told the Senate Subcommittee that passage of S. 1365 and S. 1281 would give a shot-in-the-arm to the U.S.flag maritime industry and to American tourism as well. head of the Maritime Administration, noted that the ship is the 19th new merchant ves­ sel added to the orderbook of private U.S. shipbuilders since the current fiscal year began last October 1. "Fiscal year 1979 orders to date include 14 ships to be built with Federal subsidy, two others with Title XI financing guarantees, and three wholly financed with private capital," he said. "They have a combined tonnage of 600,000 deadweight tons, a total value of nearly $1.1 billion, and will provide an estimated 27,000 worker-years of employment for men and women in the U.S. shipbuilding and allied industries. Ship Safety Inspections Are Inadequate' Says GAO The General Accounting Office—Con­ gress' watchdog operation—thinks that there's lots of room for improvement in the Coast Guard's vessel safety inspection service. A recent check of the Coast Guard's activities in this area has brought the GAO to the conclusion that a number of things have to be done to improve the safety of ships—both U.S. and foreign—and their crews. Among the recommendations: • More frequent boarding and inspection by the Coast Guard of both U.S. and foreign-flag vessels; • Abolition of the position of shipping commissioner; • Legislation to require that pilots li­ censed by states also be required to have Coast Guard licenses; and • Imposition of technical and physical fitness requirements for seamen. One of the things found by the GAO was that many of the Coast Guard inspectors were "not trained or qualified" to do an effective job. SPAD is ih« SlU's political fund and our pdUical arm m WashinKfon, D.C. The SIU asks for and accepts voluntary contributioas only. The Union uses the money donated to SPAf> to support the election campaiftns of k-Kisltitors who have shown a pro-maritime or pro-labor record. SPAD enables the SIU to worft effectjyely on the vital nuritime issues io the Cont(ress. These are issues that have a direct impact on the jobs and job security of all SIU mem,bers, deep-sea, iaiand, aad Lakes. The SIU nrpes its members to coatinue their litre record of support for SPAD. A member can coatribnte to the SPAD fund as he or she sees fit, or make no contributioB at all without fear of reprisal, A copy of the SPAD report is filed with the Federal Elec­ tion Commission, It b available for purchase from the FEC in Washn^toa, D.C, 0 10 / LOG / July 1979 L �SlU Initiates Series of Confabs for Rivers' Boatmen T HE SIU conducted the first of two Pre-Contract Confer­ ences for National Marine Serv­ ice Boatmen at the SIU's Harry Lundeberg School in Piney Point, Md. between July 9 and July 14. The second Conference is scheduled for July 23 through July 28. SIU officials Joe Sacco and Chuck Mollard co-chaired the Conference. A total of 17 rank-arid-file delegates from the National Marine fleet participated. They were: Boatmen Robert Gulley, Floyd Wuellner, James Van Luven, William McBunch, How­ ard Ivey, Gustavo Flores, Ken Johnson, Linley McDonald, John Campbell, John Cossman, Walter Wells, Scott Grosjean, James Parase, Glen Strickland, Richard Zaber, Charles Kadish and James Benoit. The National Marine Con­ ferences are the first in a series of pre-contract conferences for SIU Boatmen on the Western Rivers. Eventually, rank-and-file dele­ gates from all the SlU-contracted companies operating on the Western Rivers Will have the opportunity to make recommen­ dations for changes and improve­ ments in their contracts. The overall goal of the Conferrences is to improve the con­ tracts for all SIU Boatmen work­ ing on the Western Rivers. National Marine Service oper­ ates 17 boats. The SIU mans all of these boats top-to-bottom. After the National Marine Conferences are over, rank and file delegates representing SIU Boatmen for American Com- mercial Barge Line (ACBL) and its subsidiaries will come in for the next round of Pre-Contract Conferences. These Pre-Contract Conferences are in keeping with the Union's commitment and belief in communication and education as some of the best weapons in the negotiator's arsenal. Time and again, an educated, unified membership has enabled Union negotiators to fight battles on their behalf from a position of strength. Last year's pre-contract con­ ferences for East Coast Boatmen, conducted by the. SIU, led to the best contracts ever negotiated in that area. The Union is confident that the same thing can be accomplished for the Western Rivers. Gathered for a photo are the SIU Boatmen and Union officials who participated in the first of a series of contract conferences for SIU Boatmen employed in the Western Rivers area. M/V Tom Frazier Newest Addition to SIU Inland Fleet The MI V Tom Frazier was decorated with banners and bunting for her christening in Louisville, KY., this month. The boat is the newest addition to the SlU-contracted American Com­ mercial Barge Lines fleet of towboats and barges. She's a big baby, too, measuring 145 feet long with a beam of 48 feet. She has a fully loaded draft of almost 9 feet. Her two diesel engines ' run at a combined 5830 hp. And her two steering rudders are operated by independent hydraulic rams. From her pilot house to her engine room, the tug is equipped with all the latest in technological navigation, ship control and safety equipment. The brand new Tom Frazier and her SIU crew will soon be plying the Mississippi River, moving tows. The boat is part of ACBL's i. "'r • • ..... construction program. Since 1970, the company has contracted to have 24 tugs and over 400 new barges built. Such boatbuilding activity is possible because of the financial assistance available for inland vessel construction under Title XI of the Merchant Marine Act of 1970. Under Title XI, the federal government provides mortgage guarantees and other aid of up to 87.5 percent of the total cost of a new vessel. Until 1970, aid for new construction was only provided for deep sea vessels. But due to the efforts of the SIU, the Merchant Marine Act of 1970 A I i u extended that aid to inland vessel operators for the first time. Just this month, the Maritime Administration granted Title XI assistance to ACBL and several other inland companies. ACBL applied for the aid to build four more towboats and 109 barges at a total cost of $34 million. Marad has agreed to guarantee 87.5 percent of that total. IN Because of Title XI funding, new boats like the A// F Tom Frazier vf 'iW be built for use on the inland waterways. And that means more jobs—and more Job security—for SIU Boatmen. Unemployment Dips to 5.6% WASHINGTON, D.C.—The country's unemployment rate dipped to 5.6 percent (lowest level in almost five years) last month from May's and April's 5.8 percent. The drops were reflected in lowered teenagers joblessness (130,000) down to 15.3 percent from May's 16.8 percent and April's 16.5 per­ cent. Also, the black jobless rate was down to 11.3 percent from May's 11.6 percent and April's 11.8 per­ cent. The white unemployment rate was 4.9 percent. The brand new boat, Tom Frazier, shown dockside in Louisville, Ky., is one of many new boats and barges built under the funding assistance program of the SlU-backed 1970 Merchant Marine Act. T,. The teenage jobless decline, say Government economists, means that either they had more success finding jobs when they got out of school now or that fewer of them were actively looking for work. Even the unemployment rate for parttime workers—many of them teenagers —dropped in June. The number of unemployed persons last month was 5.8 million. Working are 96.8 million. Adult male and female joblessness were unchanged at 3.9 percent and 5.8 percent respectively. Black adult men's unemployment rate was 7.9 percent and for black adult women it was 10.8 percent, both figures increasing. July 1979 / LOG / 11 i .. . �SlU Crews 9th LNG, El Paso Howard Boyd T world. The three ships already HE SIU is crewing its ninth built will eventually be part of a LNG ship this month. She's fleet of nine vessels (6 U.S.-flag) the El Paso Howard Boyd. Owned by El Paso Company, the bringing LNG from Algeria to vessel is named after the firm's the U.S. East Coast. Like her sister-ships, the El former chairman. Paso Howard Boyd was built at The multi-color ship—her hull Newport News Shipbuilding is painted beige, orange and dark yard in Virginia. The ships are brown—can carry 125,000 cubic 949 feet long and have a beam of meters of liquid natural gas. I his gas is carried at minus 260 135 feet degrees Fahrenheit. The extreme The reason for the multi­ cold reduces 600 cubic meters of colored hull ships is to provide gas to one cubic meter of liquid. maximum visibility under vari­ When regasified, the 125,000 ous atmospheric and sea condi­ cubic meters of LNG yields about tions. 80 million cubic meters of natural Besides the three El Paso ships, gas. the SIU is crewing six LNG ships One shipment aboard the El owned by Energy Transport Paso Howard Boyd is equivalent Company. Seafarers will be to more than an eight-day supply crewing another Energy Trans­ of gas for metropolitan Washing­ port LNG ship, the LNG Taurus, late this month. ton, D.C. The ship joins her two SIUThe SIU is crewing all the LN G crewed sister-ships, the El Paso ships that are under U.S.-flag. Southern and the El Paso Arzew. The reason is simple. The Union All three ships are part of El was prepared to handle these Paso's "Algeria 1 "Project. This is ships. the largest liquefied natural Years ago the SIU realized that gas transportation project in the LNG ships would be a part of The El Paso Howard Boyd is the 9th LNG ship-to be manned by seafarers. shipping's future. Courses were begun at the Lundeberg School in Piney Point, Md. And in true SIU spirit, the membership responded to the need. But the Union will not be able to man the LNG ships in the future unless the members con­ tinue their good record. Whether you're in the deck, engine or steward department, you should apply for the LNG course. Just write to the Lunde­ berg School or see your SIU representative. Liberian-Flag Dumps on New York; 120,000 Gallons Worth Another Liberian-flag ship has come to grief in American waters. This time the Port of New York has got to do the cleaning up. In what the Coast Guard has called a "major pollution event," the 648-foot, Liberian-registered containership Sea Speed Arabia ran aground in the Kill Van Kull June 30th, shortly after leaving Port Elizabeth, N.J. One witness said that two of her fuel tanks opened up "like a can opener."Some 120,000 gallons of heavy diesel fuel were spilled in the mishap. Even though this particular spill was small compared to the 7.5 million gallons dumped by the Liberian tanker Argo Merchant off Nantucket Island, Mass. in 1976, it posed a real and immediate threat to city beaches and wildlife. One twomile stretch of beach on New York's Staten Island had a two-inch thick band of oil washed up on it. The spill also disrupted Harbor Festival '79, the city's nautical extravaganza which took place the July 4th weekend. The Festival came off as scheduled, but not until routing changes were made in the Parade of ships (dominated, once again, by foreign-flag vessels). The U.S. Coast Guard, which will oversee the cleanup operation, practically shrugged off the incident by saying that, "this is a big port. Because we have so much activity. we are bound to have some in­ cidents." The reality of the situation, however, is the menace of the Liberian and other fIag-of-c6nvenience ships that U.S. policy allows to exist—on a large scale—in Ameri­ can waters. Only when U.S. vessels begin to haul a more respectable share of ocean-borne commerce through our waters will the odds of further disastrous oil spills be diminished. APL Puts 1St of 3 Former PFEL Ships Back in Business The President Grant, the first of three long-idled containerships made her first trans-Pacific run for American President Lines this month. SIU members man the steward department jobs, while the The President Grant and her two sisterships, the PresidentsNoover and Tyler, provide more container carrying capacity for their new owners, American Presi­ dent Lines. SIU members man the steward departments on these vessels. Above Grant is tied up at APL's Oakland, Calii. dock before her maiden Pacific run for the company. 12 / LOG / July 1979 SUP and MEOW man the deck and engine jobs. The President Grant is the first of the three vessels to be reactivated since APL bought them from Pacific Far East Line for $40.5 million last April. She was christened July 5 in a ceremony held at the port of Oakland, Calif. Scheduled to return to service over the course of the next few months are the other container vessels, renamed the Presidents Hoover and Tyler. "The return to service of these ships is import^t to APL, the West Coast shipping industry and the U.S. merchant marine," APL Presi­ dent W.B. Seaton told the crowd at the christening. "Jobs will be reactivated as the three formerly retired ships enter our fleet." But APL's plans for stepped up shipping and shipbuilding don't stop with the newly acquired contaiqerships. The company is planning to build three additional vessels which will be the largest containerships ever constructed in the U.S. The shipbuilding program will provide many shoreside jobs for U.S. workers. In addition, pending approval by the Maritime Administration, APL will begin a new West Coast to Guam service this summer. "Notwithstanding the continuing difficulties faced by the U.S. mari­ time industry," Seaton said, ''we hope for a new era for Americanflag ships." As the growth of the U.S.-flag fleet on the West Coast continues, the job opportunities and job security of West Coast SIU mem­ bers continues to grow along with it. �U.S. Passenger Ships on Their Way Back? SlU Favors Bill to Bring 55 United States, Independence Back Under U.5. Flag WASHINGTON, D.C.—A big boost to the once proud U.S. passenger ship industry could be provided by two U.S. Senate bills. The two pieces of legislation, S. 1365 and S. 1281, have been introduced by Senator Daniel Inouye (D-Hawaii). S. 1365 would permit Ameri­ can documentation bf the passen­ ger ship Independence for use in the U.S. coastwise trade. S. 1281 would enable the once famous passenger ship United States to run on domestic as well as foreign routes. Representatives from the SIU, the U.S. Commerce Department, and the maritime industry testi­ fied last month on behalf of the bills. Their remarks were given before the Senate Subcommittee on Merchant Marine and Tourism. Testifying for the SIU, Wash­ ington Representative Chuck Miollard said the bills are "essen­ tial to rebuilding the vital passen­ ger component of the United States merchant marine." Also, he pointed out that "these vessels would be reacti­ vated in viable commercial enter­ prises without the need for expenditure of federal tax dollars." Plus to Tourism Herb Brand, president of Transportation Institute, told the All the time in the world isn't worth a dime unless you make it work for you. Make your time in the engineroom pay Take the Diesel Engineer's Course at HLS Course begins September 3 To enroll, see your SIU Representative or contact: ^ Vocational Education Department Harry Lundeberg School Piney Point, Maryland 20674 Phone: (301) 994-0010 With a Diesel Engineer's License, Time b Money Subcommittee that the bills would have a threefold benefit. Not only would the legislation help the U.S.-flag maritime industry, but the bills also hold "the promise of beneficial effects for tourism and the American economy in general." Transportation Institute is a Washington, D.C.-based educa­ tional and research organization for the maritime industry. Brand added that through these Senate bills "we have a unique opportunity to augment the limited U.S.-flag passenger services that exist at present." Speaking for the U.S. Depart­ ment of Commerce was Acting Assistant Secretary of Commerce for Maritime Affairs Samuel B. Nemirow. He noted that "the Depart­ ment of Commerce supports the enactment of .both bills as im­ portant steps forward in revital­ izing U.S.-flag passenger and cruise service in our domestic trades." American Hawaiian Cruising Line, Inc. plans to buy the Inde­ pendence to operate it as a cruise ship among the Hawaiian Is­ lands. The Independence was con­ structed in Quincy, Mass. in 1950 by American Export Lines. She was sold foreign in 1974 and went under Panamanian registry. In recent years the ship has been laid up in Hong Kong. Because of a technicality in U.S. law it is necessary to get legislation passed in order for the ship to be used in U.S. domestic cruises. The United States is the largest and fastest U.S.-flag passenger ship ever built. Twenty-six years old, she's been idle since 1969. United States Cruises, Inc. (USCI) has a contract to buy the United States for use as a cruise ship on domestic and foreign runs. The domestic run would be between California and Hawaii. The American passenger line industry has gone through some very tough times in recent years. In fact, there are only four U.S.flag passenger liners in operation today. They are the four Delta Line ships, crewed by SIU mem­ bers, which run from the West Coast to South America. The SIU also mans the only overnight passenger steamboats in the U.S. fleet, the Mississippi Queen and the Delta Queen. The SlU feels that bringing the United States and the Indepen­ dence back into service is an important first step in revitalizing the passenger ship industry, once a thriving segment of American maritime. The Union feels that if these two vessels can be brought back into service and operated success­ fully and economically, it could very well lead to a resurgence in American seagoing jobs on American passenger liners. rf - 1 •1 u] SI Zapata Rover Crew Rescues 3 Off Fog Bound Cape May 'On May 11, while it was underway this story to can't get over such a in a fog off Cape May, the SIU- kind and humane thing your men manned Zapata Raver, picked up did." Mr. Skeele forwarded Mrs. Gusradio distress signals from a small privately owned boat which had ty's letter to the Log, along with his veered off course because of a own personal observation that the rescue might never have taken place defective compass. After searching for 43 minutes, without the new and improved radar the SIU vessel located the small boat equipment which had been recently on radar at a distance of five miles installed onboard the vessel. off shore. During the next hour the Zapata Sabine Boatmen Get Rover maneuvered into a position to assist and rescue two adults and one 5.7% COLA Increase Under the terms of their Union child from a 23 foot boat. The crew kept them safe until the arrival of the contract, SIU Boatmen employed by Sabine Towing & Transportation Coast Guard some time later. received a cost of living wage Mrs. Frances B. Gusty, the wife of the owner of the boat, sent a letter to adjustment of 5.7 percent, retro­ Robert Skeele, president of Zapata active to May 1. The 5.7 percent COLA is the Tankships. She expressed her grati­ tude to the Captain and crew of the second of two Sabine Boatmen have Zapata Rover for their rescue of her received under their current contract husband, son and grandson, all of which expires March 31,1980. SIU whom were aboard the boat at the members working Sabine's boats which call regularly at Houston, time of its rescue. In the letter she stated; "This was a New Orleans, Port Arthur and very traumatic experience for my Mobile, also received a COLA in family. They and all the people 1 tell May, 1978. July 19797 LOG / 13 I . n �• t- « Scholarship Prograip . is a Success Most SlU boatmen who wish to advance their careers know about the Towboat Operator Scholarship Program. This opportunity is made available by the Transportation In­ stitute, a Washington based re­ search organization that works with maritime relatecHssues. The prograntt, now in its second year is nothing short of a booming success. Over 100 SlU boatmen have successfully completed the course and earned their Towboat Operator's license. The success of these graduates shows what a fan­ tastic opportunity the scholarship program is for professional boatmen who want to move to the wheelhouse. The reasons for the success of the scholarship program are sim- pie. The students in the course are receiving the finest instruction avail­ able from dedicated professionals and the environment and training facilities at the Harry Lundeberg School provide an ideal location for practical instruction on the training vessels. A Transportation Institute Towboat Operator Scholarship can put you in the wheelhouse, too. Talk to your SlU Representative to find out how to apply for the scholarship course at HLS. Students in the towboat operator program also learn management skills while In training. The students In the basic vocational program work on the deck of the barges under the direction of the towboat operators. TRANSPORTATION INSTITUTE Students learn how to plot a course for the areas in which they will be working. Part of the Coast Guard examinations consists of plotting course directions In reference to tides and currents. Robert Marshburn works the controls of the tugboat CL-2. The students In the scholarship program receive extensive on-the-job training on the vessels of the Lundeberg fleet. aid eari nare later The Transportation Institute's Towboat Operator Schol­ arship Program provides you with everything you need to earn your license—a special tuition-free program at HLS, room, board and books free, and a weekly stipend, to help cover your expenses while you're away from home. The Susan Collins approaches the dock at HLS with a scholarship winner at the wheel. Through the practical Instruction, the students gain knowledge of steering and handling barges. ' 14 / LOG / July 1979 APPLY TODAY SEE YOUR SlU REPRESENTATIVE �1J N r- il To be the captain of a towboat or tug is the ambition of many boatmen. The Transportation Institute Towboat Operator Scholarship Program makes this dream a reaiity. More Licenses for Boatmen The Transportation Institute Towboat Operator.Scholarship Program has graduated more professional, licensed boatmen. These boatmen who won scholarships just a few months ago are now returning to work on the waterways. Having that license means a lot these days, and having the skills to back it up with means a lot more. This is where the scholarship pro­ gram is different from the overnight licensing operations. Learning the skills is what it's all about at MLS. These graduates are really qualified for higher paying positions and they also have an extra measure of job security that their license provides. To help boatmen take advantage of this opportunity, the scholarship winners get 125 dollars each week in addition to the free tuition, room, board and books while enrolled in the program. So, this program really pays. For the SlU boatman it's an opportunity to advance that he can't afford to ignore. And for SlU-contracted companies, it's their guar­ antee of qualified boatmen in the wheelhouse aboard their equipment. Maneuvering the schooPs towboat Susan Collins, a student uses the^ new skills that he has gained from the Towboat Operator Scholarship Program. Students work on tide and current problems in preparation for the U.S. Coast Guard testing. Because of practice in the wheelhouse, graduates from the scholarship program have the skills to back up their license. r:i "5 Daniel MInnier practices steering techniques while instructor Captain Irvin Gros stands by. July 1979 / LOG / 15 �Helped Us When We Needed It My husband, Roy E. Curtis and I want to thank the Union for the hospital benefits paid by the Seafarers Welfare Plan. We speak often to our friends and relatives about how good it is to have such a fine organization to help us when we are in need. Roy misses all his old friends who he used to ship with and he wants to say hello to all of them. Roy enjoys getting the Log each month and of course I read it too. This way we can both keep up with what's going on.. Thanks again. Walked the Lines for SiU I retired officially Aug. 1, 1978 and the notice of my retirement appeared in the Log. However, I'd like to add a few things about my involvement and participation in our Union. I started out with the SIU more than 30 years ago. I first assisted in organizing the crew of the SS Sea Hawk (Isthmian Lines) from September 1946 to April 1947.1 hold a strike clearance card for the 1946 General Strike. I participated in the Isthmian Strike and hold a picket card dated Aug. 14, 1947. I further participated in, and hold a picket card dated Aug. 1949. I have always been proud to be a member of the SIU. And I just want people to know that I helped contribute to the growth and success of our Union. Fraternally, Luke A. Clamboli, Sr. San Francisco, Calif. A Union Man to the End It is with great regret that I am writing to inform you of the loss of my husband William Rackley who passed away on June 15, 1979. On behalf of myself and my family, I want to thank the Union and the Seafarers Welfare Plan for all they did for Bill while he was alive and anytime he was ill. Without the help of the Welfare Plan we could never have met our obligations in paying the hospital and doctors who tried to help him. Since 1934 when Bill first went to sea, he always considered it his second home, as he loved the sea and the men he sailed with. He was proud to be a member of the SIU. One of his last wishes before passing away was that he be buried with his Union button, as he was proud to wear it when he was living. Thanks again to the Union for all they have done for the Rackley family over the years. Sincerely, Roy and Alma Curtis Port Arthur, Texas SS Carolina Crew—Thanks! This letter is to thank the officers and crew of the SS Caro/wfl for their sympathy during our time of bereavement on the loss of our son. The crew's donation and flowers were greatly appreciated and may God be with you all. Fraternally, James E. Gross, Chief Steward Rt. 1 Box 60 Camden, N.C. 27921 Pensioner Marries, Moves to Seattle I would just like all my old shipmates to know that I have gotten married to the former, Mrs. Edythe Dunn and I have moved to Seattle, Wash. I shipped for 24 years from 1944 to 1968. I sailed mostly on T-2 tankers on the Persian Gulf run. I was originally a member of the SUP and later came over to the SIU. I'm now retired on disability. I would appreciate a few lines from time to time from my old shipmates. Fraternally, Harry T. Justice 951-N-42 St. Seattle, Washington 98103 Sincerely, Mrs. William Rackley and Family Bayonne, N.J. ^New Orleans Will Miss Lindsey, Buck' I want to express my sincere wishes of duty and dedication to two former officials of the Seafarers International Union, namely Lindsey Williams and C.J. Buck Stephens upon learning of their retirement from the SIU. These men will really be missed ir the years ahead. The Gulf area and the port of New Orleans especially will really miss these two dedicated men. They worked hard over the years to bring greatness to the SIU. And I consider it an honor to have known these two fine men. Fraternally, Paul Capo, Retired Metairie, La. Courtesy, Kindness Shown My thanks to the Seafarers Welfare Plan for the Death Benefit check of $5,000, received one month after the death of my husband, William Brown. A special note of thanks for the courtesy and kindness I was shown by all in the SIU hall in Algonac, Mich. Sincerely, Christine Brown Trenton, Mich. 16 / LOG / July 1979 Pensioner Harry Justice with new bride, Edythe. The two were married last Valentine's Day. �• v.-r. . ' Feds Still Very Cold on New LNG Projects The fuel shortage has made the headlines more than once in the past few months. Long gas lines. High prices. Predictions of heat­ ing oil shortages which could ^ force schools and industries to close this winter. Obviously, the United States has to develop alternative energy sources. But finding environ­ mentally clean and economically sound alternatives to oil will take years. The U.S. doesn't have years to wait. There is an energy source, though, that's readily available to the U.S. That source is liquified natural gas, a by-product of refined natural gas. A number of Asian and African countries have plentiful supplies of LNG which they are more than willing to export. Alaska also has signifi­ cant reserves of natural gas. There are already terminals in the U.S.' equipped to handle the fuel. More would have to be built to aceommodate an LNG import program of any size. But'millions of man-years of employment for Ameriean workers would be created in building LNG termi­ nals and tankers. The U.S.-flag fleet of LNG earriers, crewed by Seafarers speeially trained in the handling and properties of LNG, is the best in the world. Just this month, we crewed our ninth LNG ship. They are good ships with good crews. And in the two years since we ment. Instead of stepping up the crewed the first one, everything lengthy approval process for has been full speed ahead. those projeets, the Department of Badly needed jobs, an alterna­ Energy is dragging its feet. Dozens of tentative contracts tive souree of fuel and revenue for U.S. industries are the rewards of between U.S. companies and importing LNG to the U.S. Indonesia, Algeria and other There's only one problem. LNG major LNG exporters have been import projects have to be allowed to drown in a sea of okayed by the Federal Govern­ bureaucratic red tape. LOG Official Publication of the Seafarers international Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, July. 1979 Vol. 41, No. 7 Ak-CiO Executive Board Paul Hall President Frank Drozak Executive Vice President Joe DiGiorgio Cal Tanner Secretary- Treasurer Vice President James Gannon 389 -^rrMTTrTyj^ luioiptissl Editor Mike Gillen Edra Ziesk Ray Bourdius Assistant Editor Assistant Editor Assistant Editor Marietta Homa, Don Rotan Assistant Editor We't Coast Assistant Editor V Frank Cianciotti Writer! Photographer Marie Kosciusko Administrative Assistant Dennis Lundy Photography George Vana Production!Art Director Published monthly by Seafarers International UnKon, Atlantic, Gulf, Lakes and Inland Waters District. AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage paid at Brooklyn, N.Y. (ISSN ff0160-2()47) •i The future of the latest LNG Associates, the company iil terminal, planned for a location charge of the California project. near Point Conception in Santa "We're hoping for a ruling this Barbara County, Calif., is still summer. If we get that approval uncertain. Under the sponsorship and everything goes according to of two California public utilities, schedule, we could start receiving the $632 million terminal would LNG by mid-to-late 1983." be able to handle 900 million The SIU has been calling for a cubic feet of LNG daily. A little rational U.S. LNG policy for'a more than half of that total long time. But the Government would be brought to the terminal has continued to stall. Right now, via LNG tanker from Indonesia. the energy needs of the nation are The rest would come down from too critical to be ignored. We strongly urge the govern­ Alaska. California's Public Utility ment to allow LNG to play a part Commission reaffirmed its ap­ in answering those critical needs. proval of the facility earlier this Speedy approval of the LNG month. The Commission origi­ terminal at Point Conception, nally okayed the project, which Calif., is a good place to start. was blueprinted in 1974, last July. Deposit in the But ground-breaking on the terminal can't begin until the SIU Blood BankEnergy Department gives it a green light. And even though the fuel shortage continues to take a toll on the quality of American life, the Federal Government has made no effort to speed up the approval process. "WeVe been trjdng to speed up that process for five years," said a It's Your Life spokesman of Western LNG I I i 1 / Ki •M July 1979 / LOG / 17 I i •' �At Sea ^ Ashore Mobile Waterman Steamship Co. got the green light early this month from M.ARAD to build its third R/O R O ship worth $69.8 million at Sun Shipbuilding and Drvdock Co., Chester, Pa. She will sail on the run from the Gulf to India, the Persian Gulf and the Red Sea. The 23,500 dwt vessel, to be delivered in 1981, will replace the 24-yearold C4 SS John Penn. So far this year, according to Acting Assistant Secretary of Commerce for Maritime Affairs Samuel B. Nemirow,14 new shipbuilding subsidy contracts plus five more to be built with U.S. backing, will provide 27,000 man-years of employment to U.S. shipyards and supplier industries. The tonnage of these vessels is 600,000 dwt costing almost $1.1 billion! Only the 1972-75 shipbuilding period topped these totals. SS Houston From July 27 from the Gulf, the Houston, will haul to Kingston, Jamaica 1,300 metric tons of bagged wheat flour. carried on most vessels sailing on oceans, coastwise. Great Lakes, on other lakes, bays, sounds and rivers be equipped with approved personal flotation device lights and retro-reflective material. The new life savers would help in night drifting rescues, they said. ^9ypi Egypt was loaned $13.1 million more to buy U.S. wheat and flour half of which must be carried on American ships. This makes it $212.1 million of wheat to be carried there. Food for Peace Program As mandated by U.S. law, half of the U.S. Food for Peace Program cargo-over 270 million tons during the past 25 years-must now be carried in American bottoms. The food—worth $28 billion—went to 55.5 million persons in more than 100 needy, developing countries. The food's value has gone from $430.9 million to $1.3 billion this year. The White House hopes these countries will become cash customers for U.S. farmers. Before helping those nations fight famine and drought, the, U.S. makes sure that there are adequate local storage warehouses available and that the countries will try in the future to grow their own food. Next year, $785 million will buy 5 million tons of food for the program. At least 75 percent of this will go to countries with per capita income as low as $580. yearly. About $556 million of this food will be given to fight international disasters with $184 million for ocean carriage. ^ Jacksonville Puerto Rico Maritime Shipping Authority's (PRMSA) 790-foot trailership SS Navieras Caguas built in 1974 made her debut here recently joining the company's fleet which includes five ofithe biggest R/O R/O ships afloat. PRMSA plans to stretch and overhaul the^'SPonc^ during the next 18 months and the SS Bayamon after that. The 25-knot Caguas is named for a city in central Puerto Rico. She can hold 385 trailers and 150 vehicles. The Caguas will sail from here every Friday arriving in the port of San Juan on Monday. She will leave the same day for arrival here on Thursday. She is 17,915 dwt and 90 feet longer than the other four R /O R/Os. She is on a 22-year lease from a subsidiary of the Sun Shipbuilding Co. where she was built. Washington, D.C. The U.S. Maritime Subsidy Board (MSB) has let the 91,000 dwt supertankers Golden Endeavor and Golden Dolphin (Aeorn Shipping) enter the bulk preference trades on the conditions that each must carry a minimum of 55,000 long tons of such cargo outbound per voyage at fair and reasonable rates at world market levels. The agreement will be reviewed after 2 years. * Early this month, the U.S. Coast Guard ordered that life pr^'servers SS Delta Boliva Carrying tin (cans) recently to Valparaiso, Chile, was the SS Delta Bolivia (Delta Lines). Actually, it was a complete can manufacturing and testing plant destined for the capital, Santiago from the port of New York. 30 Miles Off Cape Cod, Mass. Two 600-foot cargo ships—the Liberian freighter, SS Regal Swords and the U.S. tanker Exxon Chester collided in evening fog last month off here, with visibility at half a mile The foreign-flagger was awash at the stern in calm seas and going under as 38 of the crew abandoned ship into lifeboats and rafts to be picked up by the Boston Coast Guard. The tanker was undamaged. The Liberian ship was loaded with scrap iron from the Azores and the tanker had an asphalt cargo. Newport News Shipyard The National Labor Relations Board (NLRB) early this month ordered the Newport News Shipyard to bargain with the United Steelworkers Union upholding an election won by them to represent 17,000 shipbuilders there at the end of January. The union had beat the company union, the Peninsular Shipbuilders Assn. by 9,093 to 7,546 votes. Despite union certification by the board last year and charges of "chain voting" in the election made by the company, a U.S. appeals court denied the shipyard after it/refused to bargain. Sam Houston Committee fs 'Msney Make year time as an OS pay. Upgrade io A8 ai UiS, Course Starts September 13 To ettroU, contact HIS or your SW Representative. 18 / LOG / July 1979 On Juiy 9 at Pier 7, Brooklyn, N.Y., the LASH Sam Houston (Waterman) paid off. SlU Patrolman Darry Sanders (seated right) is with a crewmember and the Ship s Committee of (seated I. to r.) Recertified Bosun Jimmy Garner, ship's chairman and AB Joseph Osorio. deck delegate. Standing (I. to r.) are QMED F DukesEducational Director, P. Walter; Chief Steward/Cook W. Deskins, secretaryreporter, and Chief Cook M. Wilkinson, steward delegate. �LIFEBOAT HLS Trainees Sweep to Victory In New York Harbor's 26th international Lifeboat Race '^here was no mistaking the J. winner of the 26th Interna­ tional Lifeboat Race held last July 4th weekend in New York Harbor. After burning up the milelong course between 'the World Trade Center and Battery Park, crossing the finishing line several lengths ahead of their nearest competitor, oars were raised by the victorious team who then let out a hearty cheer: "SIU! SIU! SIU!" The cheer was clearly heard by thousands of spectators lined along the seawall at Battery Park. If you've got it, as they say, why not flaunt it! The win l^y the SIU crew—all young trainees from the SIU's Harry Lundeberg School in Piney Point, MD.—is even more impressive when you consider the competition, the six other teams they beat out in the contest. Finishing in second place was the team from the Royal Na­ tional Lifeboat Institute (RNLI), flown over from London, Eng­ land especially for the race. They were considered the "team to beat"—before the race, that is. The third place finisher was the team from the Cunard Line's grand cruise ship Queen Eliza­ beth II (QE II). All professional seamen who proved, however, to be no match for the young men from the Harry Lundeberg School. The four other teams partici­ pating in the race represented the U.S. Coast Guard (Governor's Island); the U.S. Army (Ft. Hamilton); Norton Lilly & Co.; and the National Maritime Union. The International Lifeboat Race is an event that goes back many years. The current trophy, establislied in 1937, bears the engraved name of each year's winner. Soon the name of the SIU, Harry Lundeberg School will join such others as the U nited Fruit Co., combined crew (1937); Shipping their oars is the winning HLS boat in front of a Battery crowd in N.Y. Harbor. the Italian Line (1938); Nor­ wegian Ships, picked crew (1952 and 1953); and the Humble Oil Tankers, combined crew (1962 and 1963). The International Lifeboat Races, put together under the sponsorship and by the hard work of the Maritime Associa­ tion of the Port of New York, are more than just mere boat races. They are a display and test of basic seamanship skills, skills that can make the difference between life and death in an emergency situation at sea. Lifeboat work, in a very real way, embodies the essence of seamanship because it brings seamen into direct contact wifh the sea, something they're not likely to feel as much while riding the elevator of a modern, airconditioned supertanker. The Harry Lundeberg School stresses the importance of basic seamanship skills, including lifeboat handling, and has the best course of lifeboatinstruction in the country. Because it recog­ nizes that no matter how modern the ships become, they are still subject to the vicious whims of the sea. When it comes time to take to the boats, the odds are that the well-trained crew will also be the one that survives. Reflects Quality Training The clearcut victory of the Harry Lundeberg School's life­ boat team (composed of mem­ bers of class #282) is a reflection of the quality of training pro­ vided by the Harry Lundeberg School. It is also symbolic of the SIU's commitment to perpetuat­ ing these basic seamanship skills, as well as to education in general. The role of teamwork in shipboard life is also stressed in the HLS program of instruction. Again, no matter how the ships change, the element of teamwork will always be vital to the overall security and efficiency of a ship. Taking to the boats in a real emergency situation magnifies the importance of teamwork a hundred times. To instill a sense of teamwork and the competitive spirit in its trainees, the Harry Lundeberg School holds it's own lifeboat races every Saturday, on top of the 30 hours of lifeboat instruc­ tion each trainee receives before he ever goes to sea. To a large extent, the team­ work put into action by the various teams competing in this year's International Lifeboat Race determined each team's position in the final standings. There were bigger men, with much more seafaring experience, rowing in other boats, but the HLS crew won out largely for the superior teamwork it displayed. Before any member of the HLS lifeboat team ever sets foot on the deck of a ship or towboat, (other than an HLS vessel) he will receive several weeks' training in a multitude of subjects, besides lifeboat handling and seaman­ ship. SIU trainees receive instruc­ tion in firefighting, cardio­ pulmonary resuscitation, as well as the basics a trainee needs to enter the deep sea department of his choosing, or the inland industry. All SIU members, in addition Continued on Page 20 July 1979 / LOG / 19 • - |ii i �Continued from Pagel 9 to HLS trainees, are encouraged to upgrade at the school, to improve themselves and develop their skills further; to keep up with the changing demands of the industry. Academic Program Too Besides offering the best prac­ tical training in the field, the Harry Lundeberg School has built up a reputation for having one of the best academic educa­ tion programs in the country. Ov^r 1,200 Seafarers have received their high school equiv­ alency (GED) diplomas through the school's GED program that boasts a 96 percent success rate (as opposed to the national average of around 50 percent). In addition, most HLS up­ grading programs earn Seafarers credits towards a college degree. After rowing with the winning team in the 26th International Lifeboat Race in New York Harbor, HLS trainee Michael e -J tiT Schlayer, 19, said, I can now ,';'®7,L|a9ue's Arthur Praalen (left) presenis silver trophy to Deck Instructor Harry Coyle (right) with the HLS oarsmen standinq bv. • / ^ t a / Just before the race start are the winning HLS' boat (rear). Third place finishers from the cruise ship Queen Elizabeth lis are at the left, and the Coast Guard's entry (right) is from Governor's Is., N.Y hold my head up high." And he's not the only one. We're all proud of Michael Schlayer, of his lifeboat team­ mates, of the instructors who prepared them, and of the phil­ osophy and the organization behind it all. All of us who believe in the SIU and what it stands for, can look at the recent International Lifeboat Race as a clear sign that we're all on a winning team. Second place finishers were London's Royal National Lifeboat Institute oarsmen. The National Maritime Union's boat (foreground) readies for the starting gun. Here's the winning HLS lifeboat team crossing the race's finish line. A Reprint From: DAILYa NEWS New York, Monday, July 2, 1979 Sails up bat hails are down By MARTIN KING and GEORGE JAMES The shores of the Hudson River became tlie vantage point for thousands of New Yorkers yesterday as a parade of several hundred pleasure boats motored and sailed south to the Battery in the second day of Harbor Festi­ val 1979. "It is just great to walk around and enjoy," said John Gruner of Manhattan. The sights included the parade of Sail and Power, including Sunfish and 150-foot schooners. It started at 72d St. and went south to the Battery. Oarsmen aboard the HLS boat get set to put their oars into the oarlocks before the race. GelslKaSlsrPatHa^^^^^^^^^^ M ike M^ooie Mike'Srosh: Pa. fed Rescue exhibition About 750 persons watched a sea rescue demonstration at the foot of 69th St. in Brooklyn. And what one policeman termed a "very light crowd" witnessed a skydiving exhibi­ tion by the U.S. Army Golden Knights at Coney Island, which last night was also the locale for a fire­ works display. The 26th International Lifeboat races, conducted from the World Trade Center area to Battery Park, was won by the Harry Ludenberg School of Seamanship of Maryland, which beat six other nine-man crews. Winning lifeboat crewmember Mike Geisinger (left) makes presentation of SIU historian John Bunker's new book "Harbor and Haven" to HLS President HLS oarsmen (front left to righi) Coxswain Steve Eastham, Mike Hazel Brown (center) as Coxswain Steve Eastham looks on. This was part of awards ceremony at school Instruclo: Sere^h''""''"® honoring the victorious team. 20 / LOG / July 1979 July 1979 / LOG / 21 -t �-T— • ". • % •• •SE/iC"" •f>ySrE;A »«•':-• :j'•} P,oey Polnl, .eboa. -s l.m up me ROCO winner's plaque. Training/Tecii -..'y., . Mu dSt. ^ Sttategy. Mere^.b a rower h. *F ihc Harrv Lundeberg TT thp Lunacnc.5 Schoors ••last two years el l" I*...,;„ In the 26th imerMarine Academy ^tional Lifeboat 1" before he Sieduated harbor came as ' .-..e Mike "TheU .tP,rt "Meredithexpiaincu. ® edilh explained. -yTrStS:.'"!«»-. irirri---;'; 2iE==^S sr: w if-« SEHHH the nine ""^"''"^ace with a sense crew went m » .pt,j.re might of cauttous fP't^®'^- uncertainty have been a m°"t^"' ,,y after for some of thetn. brawny getting a lo you wav, to Keep tacn n "'^J'Then. with the coxswain counuj^ the strokes, they do a P^ ' ~ 10 strokes done w.th all they ye g ,nrougm • : onH the race .mining and the race .itselt. self „oted that_ »' "E •:t:r ^rwerar^^^^^^^^ 'rf^Ta boV by _ its cover. -Vciaffywlenitcomestoseaman- -• •- r—'« over, and the tea M' '"dHhthlsl'udeSlThey ^'''Tnee-ar^«bebigges.or - itfd' They were never sertously ^^he big difference, of cour.. is ^"'he'';hln trat made all lifeboat race, th prehm.nary heat •''^''•'""'Tchrorscrelwasrcnr/y. ^'^MlkrMereditremployed a few LundebergSchool is all And that's f ht ^cc givingyo""8 about in the f'r^« p^pare people the best ,ney might them for any jnland encounter at sea waterways. ^ as well. Because strategy 4 n:jrd:sT:mpletlng the «s«a. 'iftitT runK school It Was Teamwork for an additional three weeks, r" ,oung crew g „„ rstrrnetfcamworkandprepar='Xn asked how they did it. MJite strategy. -r eyes closed, a learn 10 row wtththeujy^^^^ technique whi . „ In the crew Meredith smiled fhd ^ ^ few matter of "teamwork...and *°:''r''T:eTo?th: boat itself, a better "feel" of to f^^^f-tricks" used by the Lunde- r.,-" a better feel "learned tc f" •'•' closed as with them open. 12 / LOG / July 1979 ;J lifeboat John Potts. from the nai y „|.„^pd 'em hov? and the wayn y that the Lundeoerg l^rg^thrth:Lnn^-Schc.. is the best such country-d not m^.^ also one of ^^erican seamen ship^^ crewed by Am will always have tne c K beat. �Union Has 12 New Recertified Bosuns T HE 12 bosuns who partici­ pated in the first class this year of the Union's Bosun Recertification program came from different parts of the country. They were of different ages and different backgrounds. And they had 12 different stories to tell about why they chose seafaring careers. But the 12 newly-recertified SIU bosuns have a lot in common since graduating from the twomonth program July 2. By participating in the Recertification Program they now have greater job security and financial security than ever before. And they also have a solid grasp of ments function on behalf of the what's going on in the maritime membership and much more. industry and in the SIU. Overall, the Recertification The bosuns spent the first 30 program is intended to give days of the program at the participating bosuns the infor­ Union's Harry Lundeberg mation they need to fulfill their School in Piney Point, Md. crucial shipboard roles. There they participated in train­ SIU bosuns serve as their ing sessions and took a good look Union's ship's chairmen. It's their at important spots in Washing­ responsibility to run shipboard ton, D.C., such as Congress, the Union meetings. That means a AFL=CIO Maritime Trades De­ bosun has to know the provisions partment and the Transportation of his SIU contract. He has to be Institute. familiar with the Union's other During the second month, the programs. And he must be able to bosuns were headquartered in answer questions about problems New York. They learned about confronting the U.S. merchant how the various Union depart­ marine and what the SIU is doing about them. An SIU bosun has a tough, responsible job. The Recertifica­ tion Program is providing the training and knowledge bosuns need to perform that job. There are two more sessions of the Recertification program scheduled for this year. One will run from Aug. 6 through Sept. 30, the other from Oct. 8 through Nov. 30. Each class is limited to 12 seamen. The word from the first gradu­ ates of the Bosuns Recertification Program is that the program is well-worth the investment of two months of time. New Full Book 'A' Seniority Upgraders Arthur Shaw Seafarer Arthur Shaw, 29, graduated from the HLS Trainee Pro­ gram in 1967. He upgraded to FOWT the next year and to QMED in 1979 at the Lundeberg School. Brother Shaw has the lifeboat, firefighting and cardio-pulmonary resuscitation ticketsr Born in Seattle, Wash., he lives there and ships out of that West Coast port. Herbert Benzenberg Seafarer Her­ bert Benzen­ berg, 22, is a 1976 graduate of the Harry Lundeberg School of Sea­ manship, Piney Point M d . VThere he was president of the Student Council. In 1978, he upgraded to firemanwatertender (FOWT) there. He also took the LNG and General Safety Courses at the Point. He has his lifeboat, firefighting and Cardio­ pulmonary resuscitation endorse­ ments. Brother Benzenberg was born in the Bronx, N.Y. and lives and ships out of the port of Houston. He was also a college freshman. John Emrich Kevin White Gerald "Jerry" Payne Seafarer John Emrich, 34, started sailing with the SIU in 1968 in the port of San Francisco ^ following a fivef year hitch in the U.S. Navy dur­ ing the Vietnam War. He upgraded to AB and quartermaster in 1976 in Piney Point. Brother Emrich has cardio­ pulmonary resuscitation, lifeboat and firefighting tickets. A native of Chicago, 111., he resides in La Habra, Calif, and ships out of the port of San Francisco. Seafarer Kevin White, 24, in 1976, gradu­ ated from Piney Point. He up­ graded to AB there in 1978. Brother White was a lance corporal in the U.S. Marine Corps 2nd Division before attending the HLSS, While in the Corps, he got his GED high school diploma from the U.S. Armed Forces Institute. He holds the cardio-pulmonary resuscitation, lifeboat and firefighting tickets. White was born in Teaneck, N.J., lives in Margate, Fla. and ships out of the port of Jacksonville. Seafarer Ger­ ald "Jerry" Payne, 56, sailed with the SIU from 1943 to 1951 when he re­ tired his book. He started ship, ping again in > 1965. He up­ graded to chief electrician at the HLS in 1973 and to QMED in 1976. Brother Payne attended a Piney Point Educational Conference in 1972. He has lifeboat, firefighting and cardio-pulmonary resuscitation endorsements. Born in Niagara Falls, N.J., he lives in Bayshore, L.L, N.Y. and ships out of the port of New York. Osvaldo Troche Seafarer Os­ valdo Troche, Stewart Dixon 36, began sailing Seafarer with the SIU in Stewart Dixon, 1968 in the 34, began sailing Vietnam War with the Union from the port of in 1976 from the New York. Bro­ port of New ther Troche also York. In 1978 at sailed as a ship's the HLS, he delegate. He upgraded in 1969 to upgraded to FOWT at Piney Point and to AB, quarter­ QMED there in 1978. Troche has his lifeboat, firefighting and cardio­ master and tankerman." Brother pulmonary resuscitation endorse­ Dixon is a graduate of the London ments. A native of Aguala, P.R., he (England) School of Electronics. He resides in Brooklyn, N.Y. and ships has the lifeboat, firefighting and cardio-pulmonary resuscitation out of the port of New York. endorsements. Born in Dundee, Joseph Burns Scotland, Dixon resides in New Seafarer York City and ships out of the port Joseph Burns, of New York. 22, graduated from the Lunde­ berg School in 1974. Brother Burns upgraded When throwing in for work durto FOWT there ing a job call at any SIU Hiring in 1978. He has Hall, members must produce the Jhis cardio-pul­ following: • membership certificate monary resuscitation, firefighting • registration card and lifeboat training. A native of Mobile, he lives and ships out of that port. Raymond Hipp Seafarer Ray­ mond Hipp, 25, graduated from the HLSS Entry Trainee Pro­ gram in 1973. He upgraded to FOWT there in 1975 and got his high school di­ ploma through Piney Point's Gen­ eral Education Program (GED). And he graduated from the General Safety Course. Brother Hipp earned his lifeboat, firefighting and cardio­ pulmonary resuscitation tickets, too. He was born and lives in New York City and ships from this port city. HoUce to Members On MA ffl// ProseJure • clinic card seaman's papers INLAND ] July 1979 / LOG / 23 �SEA-LAND ECONOMY (Sea-Land Service), May 19—Chairman, Recerti­ fied Bosun A. McGinnis; Secretary L. Nicholas; Educational Director H. Duhahaway; Deck Delegate B. Jarratt; Engine Delegate E. D. Bain; Steward Delegate H. Mobley. $135 in movie fund. No disputed OT. Chairman reminded everyone of the various classes now in session for upgrading at Piney Point. Advised all members to stand by for customs and immigration upon arrival to speed up clearance. The steward complimented the galley crew for a job well done. Next port. Port Everglades. ATLANTIC (Interocean Mgt.), May 13—Chairman, John F. Higgins; Sec­ retary S. Kolasa; Educational Director James Chianese; Deck Delegate Thomas R. Reading; Steward Delegate Homer D. Cross. $23.65 in ship's fund. Some disputed OT in steward depart­ ment. Chairman is going to write to the Union and request more books for the library and also ask for subscriptions to the Times, Newsweek and Sport maga­ zines. Meetings have been held regu­ larly on Sundays and everyone is doing a good Job. Observed one minute of silence in memory of our departed brothers. Next port, Texas. DELTA BRASIL (Delta Steamship), May 6—Chairman Michael Ventry; Secretary A. Estrada; Educational Director Hugh F. Wells; Engine Dele­ gate Roger White; Deck Delegate Frank Russo; Steward Delegate Daniel Boone. Some disputed OT in deck department. Chairman discussed the importance of donating to SPAD. Captain sent his regards to the crew for being so safety conscious on this trip. No accidents to date. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. Next port, Houston. SEA-LAND RESOURCE (Sea Land Service), May 19—Chairman, Recertified Bosun Donald J. Pressly; Secretary Theodore R. Goodman; Educational Director Raymond H. Ulatowski; Engine Delegate Alfred J. McQuade; Steward Delegate Joseph Roberts. No disputed OT. Chairman had high praise for the new Ordinary Seaman Margaret P. Whaley. A fine young lady. Thanked the crew for their cooperation. Secretary thanked the steward department and the crew for good cooperation. A special vote of thanks to the chief steward for his fine work. Next port, New York. SANTA MERCEDES (Delta Steam­ ship), May 13—Chairman, Recertified Bosun Egon D. Christiansen; Secretary S. M. Smith; Educational Director William Slusser; Engine Delegate Robert J. Jones. $221.45 in ship's fund. Some disputed OT in deck department. Chairman noted that when the fire and boat drills are taking place everyone should jump in and help and get the drills over with and not always the same ones. Suggested that all members who qualify should go to Piney Point and upgrade as there are plenty of jobs for experienced men. Also discussed the importance of donating to SPAD. Secretary reported that this has been a very good trip. Next port, Valparaiso. 24 / LOG / July 1979 OVERSEAS WASHINGTON (Mar­ itime Overseas), May 6—Chairman John D. Castleberry; Secretary Philip Salowsky; Deck Delegate C. Lambert. $26 in ship's fund. No disputed OT. A vote of thanks to the steward depart­ ment for a job well done. Report to Log: "Note of interest—If all our ships were as well handled as this one, we would never have any problems." Observed one minute of silence in memory of our departed brothers. OVERSEAS NEW YORK (Mari­ time Overseas), May 27—Chairman, Recertified Bosun James Boland; Steward Delegate Robert Rivera. No disputed OT. Report to Log: "As Chief Engineer on the Maritime Overseas vessel Overseas New York I am very pleased with the performance of the below named SIU members who are signing off the vessel at Marcus Hook, Pa. I would be pleased to have them back on this or any other Maritime Overseas vessel in the future. QMED Glenn Bumpas; QMED Jerry Makarewicz; WIPER Dave Boyd; QMEDPumpman, John O'Rowe." GREAT LAND (Interocean Mgt.), Chairman, Recertified Bosun Wrn. O'Connor; Secretary R. E. Taylor; Educational Director M. D. Stover. No disputed OT. Chairman explained some of the programs that you can take at Piney Point to better your chances of shipping. Educational Director noted that anyone who would like a form for upgrading to see him at anytime. A vote of thanks to the steward depart­ ment for a job well done. Observed one minute of silence in memory of our departed brothers. DELTA BOLIVA (Delta Lines), May 20—Chairman, Recertified Bosun Luther Pate; Secretary J. Freeman; Educational Director Allan Baxter. Some disputed OT in deck, engine and steward departments. The Log was received and passed around for all members to read. Chairman noted the progress of our officials in the area of new shipbuilding and the importance of having more job opportunities in the near future. Also suggested that mem­ bers should take advantage of Piney Point programs. A vote of thanks to the steward department for a job well done. DELTA SUD (Delta Lines), May 20—Chairman, Recertified Bosun R. Lambert; Secretary E. Vieira; Educa­ tional Director J. C. Dial; Steward Delegate John Adams. No disputed OT. Chairman reported at the safety meeting that was held that we have had another accident free trip. Also advised that it would be a good idea for those that are getting off to give ample notice in order to insure time to get replacements before the hall closes over the long weekend. A vote of thanks to the steward depart­ ment for turning out some fine food and keeping the messhalls running smoothly. MONTICELLO VICTORY (Victory Carriers), May 6—Chairman Frank J. Smith; Secretary Dxike Hall; Educa­ tional Director Juan Rodriquez; Deck Delegate Richard Daly; Steward Dele­ gate H. Connolly. No disputed OT. Secretary reported that all members who qualify should go to Piney Point for the Bosun Recertification Class. Everyone who can should go to Piney Point and upgrade because a better job means better pay. Chairman requested members to read the Log and to pass it around when finished with it so everyone will have a chance to read it. A request was made for the Ship's Chairman to call the Union Hall for replacements in all departments so ship will not sail short handed. Observed one minute of silence in memory of our departed brothers. Next port. Port Arthur. AMERICAN HERITAGE (Apex Marine), May 27—Chairman Jerry Borucki; Secretary M. Deloatch; Edu­ cational Director C. Merrir; Steward Delegate Teddy E. Aldridge. Some disputed OT in deck department. Chairman noted that the Bosun Recerti­ fication Program is now opened and all members with the necessary qualifica­ tions should take advantage of the pro­ gram. Secretary asked crew to cooper­ ate in helping to keep the messroom and crew lounge clean after night lunch. Everyone agreed that this is the best feeding ship in the fleet. The steward Marvin Deloatch is always putting out barbecued Chateaubriand, steaks, london broil and lobsters. The members agreed that they would never get this kind of food on any other ship. All the plates when they are served by the chief cook are garnished and very appetizing. Next port. Port Reading, N.J. SEATTLE (Sea-Land Service), May 13—Chairman, Recertified Bosun W. Kleimola; Secretary H. Alexander; Deck Delegate Joseph De Jessa; Engine Delegate Tom Herbert; Steward Dele­ gate Peter A. Siems. No disputed OT. Captain is very satisfied with the crew and noted that all are doing a good job. Members requested that phone num­ bers and addresses for ports be posted. Chairman pointed out that we have one of the better graduates from Piney Point in the Steward Department. A vote of thanks to the steward department for a job well done. PAUL THAYER (Pringle Transit), May 4—Chairman Bill Troux; Deck Delegate D. Hollingsworth; Engine Delegate D. Benson; Steward Delegate P. Schultz. No disputed OT. A discus­ sion was held regarding safety and the wearing of hard hats, shower slippers, running on dock and ship when working, putting on hatch clamps properly. Also discussed the importance of donating to SPAD. Observed one minute of silence in memory of our departed brothers. ALEX STEPHENS (Waterman Steamship), May 13—Chairman, Re­ certified Bosun Alfonso Armada; Secretary Charles Corrent; Educational Director W. Mitchell. $23.84 in ship's fund. No disputed OT. Ferris Antone passed away on May 3,1979 at sea from an apparent heart attack. Cable sent to Company and Brother Frank Drozak to notify the family. Chairman gave a lengthy talk on Union activities. Report to Log: "Rock of Gibraltar was a first for a lot of old time seamen and a good time was had by all." Next port Jeddah, Saudi Arabia. OVERSEAS ARCJIC (Maritime Overseas), May 13—Chairman, Re­ certified Bosun N. Beavers; Secretary Ken Hayes; Educational Director N. Trahan; Engine Delegate William C. Roach. $6 in ship's fund. No disputed OT. Chairman noted that the Logs were received and should be read by all to keep up with what is going on in the Union. If you have any questions about any of the articles in the Log please bring it up at ship's meeting. There were about 60 books changed with the British Resolution crew. Next port. Baton Rouge. Official ship's minutes were also received from the following vessels: COLUMBIA DELTA VENEZUELA OVERSEAS OHIO CHARLESTON PORT DELTA URUGUAY CAPRICORN SEA-LAND CONSUMER OAKLAND COVE TRADER MARYLAND OVERSEAS VIVIAN BORINQUEN HOUSTON DELTA PANAMA SEA-LAND MARKET JACKSONVILLE JOSEPH HEWES ZAPATA ROVER SEA-LAND GALLOWAY OGDEN CHARGER ZAPATA COURIER ROBERT E. LEE COUNCIL GROVE WILLIAMSBURGH TAMARA GUILDEN BROOKLYN COVE COMMUNICATOR SANTA MAGDA^.ENA OVERSEAS JOYCE CONNECTICUT CAROLINA OGDEN CHAMPION TRANSCOLUMBIA DELTA AFRICA DELTA ARGENTINA GALVESTON SEA-LAND ADVENTURER POTOMAC ULTRAMAR SEA-LAND LEADER SEA-LAND FINANCE LNG ARZEW DEL ORO SEA-LAND EXCHANGE ZAPATA RANGER OVERSEAS HARRIETTE ROBERT TOOMBS OVERSEAS VALDEZ MAUMEE OVERSEAS ALASKA GUAYAMA OVERSEAS ALICE ALLEGIANCE OGDEN CHALLENGER �SlU Plans Paid Over $17.7 Million in 6 Months During the first six months of this year, the Union's Welfare, Pension and Vacation Plans paid out over $ 17.7 million in benefits to SlU members—deep sea. Great Lakes and inland waters— and their dependents. The total figure is $ 17,779,135.38. These figures printed below demonstrate once again that job security is only one aspect of the overall security provided the SlU membership. Seafarers Welfare, Pension, and Vacation Plans Cash Benefits Paid January to June, 1979 SEAFARERS WELFARE PLAN ELIGIBLES Death In Hospital Daily @ $1.00 In Hospital Daily @ $3.00 Hospital & Hospital Extras Surgical Sickness & Accident @ $8.00 Special Equipment Optical Supplemental Medicare Premiums DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors' Visits in Hospital. Surgical Maternity Blood Transfusions Optical Special Equipment PENSIONERS & DEPENDENTS Death Hospital & Hospital Extras ..r Doctors' Visits & Other Medical Expenses Surgical Optical Blood Transfusions Special Equipment Dental Supplemental Medicare Premiums y Number of Benefits 70 712 837 138 32 30,476 12 745 228 Amount Paid $354,969.00 712.00 2,511.00 40,450.27 12.227.80 243,808.00 3,431.72 28,443.82 13.699.81 3,101 1,241 1,177 199 9 638 1,204,955.19 79.024.65 226,392.80 72.321.66 1,426.00 23,693.26 96 1,277 934 124 271 7 23 21 11,562 361,062.20 331,080.11 89,312.75 32,444.85 9,682.67 1,067.20 6,625.71 2,772.38 111,147.88 MEDICAL EXAMINATION PROGRAM. COLLEGE SCHOLARSHIP PROGRAM . BLOOD BANK PROGRAM SPECIAL SERVICES DEPARTMENT TOTAL SEAFARERS WELFARE PLAN 53,973 487,357.98 17,489.87 5,863.62 6,830.94 4,390,878.14 SEAFARERS PENSION PLAN Pension TOTAL SEAFARERS PENSION PLAN 14,715 14,715 4,018,597.89 4,018,597.89 SEAFARERS VACATION PLAN Deep Sea Great Lakes District Inland Boatman's Division TOTAL SEAFARERS VACATION PLAN 4,346 885 1,422 6,653 7,467,067.46 1,014,655.51 887,936.38 9,369,659.35 TOTAL WELFARE, PENSION & VACATION 75,341 $ 17,779,135.38 43 m iilvirrs?; July 1979 / LOG / 25 �-^VSX I II » Hall Tells Money People, Workers Must Get Their Fair Share SIU President Paul Hall last month represented the labor move­ ment at a conference on foreign investment in the U.S. in his capacity as senior vice president of the AFL-CIO. The conference, which was held in New York, was sponsored by the Financial Times of London. Hall, who is chairman of the AFL-ClO's Economic Policy Com­ mittee, talked about "puzzling" developments in foreign investments here. He said, "when we see United Technologies moving heaven and earth to get its aircraft-engine operations out of Connecticut and into foreign countries, and we see Rolls Royce just as eager to move in, we think of the game of musical chairs, and we wonder who's calling the tune." Hall said, however, that labor's concern is not with who owns the plants but with how the workers are treated. 1 he means of production, he said, must be "used for constructive purposes by socially responsible managers who concede that workers have a right to join together to seek a fair share in the benefits of pro­ duction." However, labor takes a different view of business enterprises that are operated by totalitarian govern­ ments as agents and instruments of their foreign policy. Hall pointed to the Soviet merch­ ant fleet. He said the Soviet Union is deliberately cutting shipping rates in order to drive vessels of nonCommunist nations from the seas. "Such operations," he said, "have nothing to do with trade. They are tools of economic warfare, and they ought to be treated for what they are." Talking about the way workers here are treated in foreign-owned plants. Hall said the record varies. Some treat their workers decently while others exploit their employees. In order to help combat the latter, American labor is strengthening its links with other national labor movements. Hall noted, "we have begun the job of establishing some solidarity across national borders in dealing with concrete problems, exchanging experience and information on relations with transnational and multinational corporations and on trade and job issues of every kind." Towboat Operators Facing Diesel Fuel Shortage on Waterways The shortage of fuel is becoming as severe on the nation's waterways as it is on some of her highways. U p and down the Mississippi and in the Gulf area, inland vessel operators, including many SlU-contracted companies, are struggling to get the fuel they need. Supplies of diesel fuel to power tugs and towboats have become extremely tight. In the St. Louis area, for example, one midstream fuel supplier reported his diesel fuel allocations this month were only 60 percent of what they were a month ago. "That's about 18 days worth of fuel for July," said a disgruntled boat operator, "what happens after that is anybody's guess." In addition to limited supplies, diesel fuel prices have skyrocketed. In some areas, fuel costs are 100 percent higher today than they were a year ago. The shortage is being blamed on a lack of refined crude. A spokesman for the operators said "the major oil companies have been directed by the Government to stockpile home heating oil." "There's less fuel being refined for diesel," he added, "and more for home heating oil." So far, inland operators have been able to keep their boats moving. But unless the Government guarantees 100 percent fuel allocations for tugs and towboats, inland vessels will be forced to lay up. And if the boats can't move, neither can their car­ goes. "Unless a dependable supply of diesel fuel can be assured," said one operator, "grains will not move to market." In addition, "fertilizer and fuels will not move to the farm, coal and residual oil fuels will be unavailable to public utilities and heavy industry, harvesting, storing and shipping 1979 crops will be disrupted. Roy Curtis Found That Welfare Plan Takes Care of Pensioners Roy E. Curtis spent the better part of 22 years as a member of the blackgang on SlU-contracted ships. He worked hard during those 22 years, first shipping as a wiper in 1952. Brother Curtis retired in 1974. But the welfare benefits he and his family are entitled to under the Seafarers Welfare Plan keep right on going. SIU pensioners and their depen­ dents receive full welfare coverage after retirement. Most other plans have no, or limited coverage for pensioners. Pensioner Curtis and his wife Alma know the Seafarers Welfare Plan is there to help them, because they've had occasion to use it. Right around the time Brother Curtis retired, Mrs. Curtis became ill. For the next five years. Alma was in and out of the hospital. Three times she required surgery. Once she needed radiation treatment. The four hospital visits, surgical 26 / LOG / July 1979 fees and hospital extras such as anesthesia and lab work totalled almost $6,000. But, because of the SIU's welfare coverage. Brother Curtis' out-of-pocket expenses from the $6,000 total came to only about $423. The Curtis family expressed their appreciation to the Union in a recent letter to the Log. "We speak often to our friends and relatives about how thankful we are to have such a fine organization to help us when we are in need," they wrote. "Thank you for the hospital benefits paid by the Seafarers Welfare Plan." Brother Curtis and his wife make their home in Port Arthur, Tex. Roy built up a whole lot of memories and made a lot of friends during his seagoing years. In his letter he wished them all well. The SIU also wishes Roy and Alma Curtis well. We hope the years ahead bring them good health and happiness. In order to avert a crisis for inland operators and the country as a whole, the SIU, along with many inland operators and maritime organizations is urging the govern­ ment to assure water carriers the fuel they need. In a letter to the federal Energy Regulatory Administration, Herb Brand, president of the Transporta­ tion Institute, whose 174 member companies include many tug and towboat operators, said; "Water carriers are unquestionably the most inexpensive and fuel efficient mode for the carriage of bulk com­ modities. "If this nation's tug and towboat fleet is not assured availability of its necessary fuel supplies," Brand cautioned, "the disruption in the massive movements of energy and farm cargoes by water will have a ripple effect in other essential segments of our industry." Personals Joseph Pazos Horace Alexander Wiltshire Please contact, Mr. D. Larive, Zapata Please contact. Miss Linda F. DeShazo, Rt. 2, Box 170, Glen Allen, Tankships Inc., P.O. Box 4240, Hous­ Va. 23060. ton, Texas 77001, regarding uncliamed wages and your Coast Guard discharge. Samuel Miller Jr. Please contact, your Grandmother, Mrs. Rosa Solomon, 3420 Ihalia Parkway, Apt. B, New Orleans, La. 70125. Salvatore J. Cino Please contact, Mr. D. Larive, Zapata Tankships, Inc., P.O. Box 4240, Hous­ ton, Texas 77001, regarding unclaimed wages and your Coast Guard discharge. Thomas Messano Please call home or Rod. Hubert Jackson Please contact Mr. D. Larive, Zapata Tankships Inc., P.O. Box 4240, Hous­ ton, Texas 77001, regarding unclaimed wages. Vesse Robinson Please contact, Robert McComiskey, 407 Decatur, New Orleans, La., 70130. Tel. 504-581-5981. Gently! She's a Hero! y- •' . ' The most decorated sub of World War II, the U.S.S. Silversides. gets ready to start on a new career with the help of the SlU-contracted tug Mary E. Hannah (Hannah Towing). The tug escorted the Silversides to her new home at Chicago's Navy Pier where she'll become a floating museum. �':vi* Apply NQW For Steward Recertification Program Improved job security and financial security are the payoffs for SIU chief stewards who participate in the upcoming Steward Recertification Pro­ gram. The first session of that pro­ gram is set to start at the Harry Lundeberg School in Piney Point, Md. on Sept. 3, 1979. One other session of the sixweek Steward Recertification course will be held in 1979 start­ ing Nov. 13. Eight classes will be offered during 1980. Starting dates for the 1980 classes are: Jan. 6, Feb. 18, March 31, May 12, June 23, Aug. 4, Sept. 15, and Oct. 27. Enrollment for' each class is limited to eight stewards who will be chosen by a Selection Com­ mittee of elected qualified stew­ ards. Qualified ehief stewards are urged to get their applications for the program in as soon as possible. Qualifications for the Steward Recertification program, as formulated by the Seafarers Appeals Board, include: • class "A" seniority; • three years seatime in a rating above 3rd eook or assist­ ant cook with at least one of the three years as chief cook, or; • four months seatime as 3rd cook, assistant cook or higher, plus four months as cook & baker or higher, plus four months as chief cook with certificates of completion from HLS for each course, or; • nine months seatime as 3rd cook or assistant cook'plus four months as cook & baker plus four months as chief cook with HLS certificates for cook & baker and chief cook courses, or; • nine months seatime as 3rd cook or assistant cook, plus nine months as cook & baker, plus four months as chief cook with an HLS certificate for the chief cook course. The first six weeks of the Steward Recertification program gives chief stewards the oppor­ Mi*s JVetv. Mi*s Made Far Yau. The Steward Recertifieation Program at HLS This program gives you the up-to-the-minute skills you need aboard today's vessels: Learn how to: * Manage the entire Steward Department * Control inventory * Prepare for Public Health inspections *Type * Polish your culinary skills * Plan menues and use food efficiently It's your ticket to job security. It'll put yoiTdn top in your profession Contact your SIU Representative or HLS to enroll. Sign up now! Program begins September 3. Deep Sea Lakes, Inland Waters .".... Aug. 6 Aug. 7 Aug. 8 Aug. 9 Aug. 9 Aug. 10 Aug. 13 Aug. 14 Aug. 15 Aug. 16 Aug. 20 Aug. 24 Aug. 11 Aug. 9 Aug. 18 Aug. 7 Aug. 14 Aug. 15 Aug. 17 Aug. 16 final two weeks of the program are spent at Union headquarters in N.Y. for an in-depth look at the concerns of the industry and the SIU. Take advantage of the topnotch opportunities the Steward Recertification program offers to top-rated men in the steward department. Fill out our applica­ tion, available at all SIU halls, to guarantee yourself a place in the Steward Recertification pro­ gram. SIIJ Stewards! Monthly Membership Meetings New York Philadelphia Baltimore Norfolk Jacksonville Algonac Houston New Orleans Mobile San Francisco Wilmington Seattle Piney Point San Juan Columbus Chicago Port Arthur Buffalo St. Louis Cleveland tunity to brush up on cooking, baking and nutritional skills in the modern galley at the Lunde­ berg School. The program also includes firefighting and first aid training. But the Steward Recertifica­ tion program doesn't stop there. Since chief stewards serve on their ship's Union committees, they have to have a good, working knowledge of what's going on in the maritime industry as well as in their Union. So the 2:30p.m 2:30p.m 2:30p.m 9:30a.m 2:00p.m 2:30p.m 2:30p.m 2:30p.m 2:30p.m 2:30p.m 2:30 p.m. 2:30 p.m 10:30a.m. 2:30 p.m — — 2:30p.m — 2:30p.m — Cove Sailor Committee UIW 7:00p.n>. 7:00p.m. 7:00p.m. 7:00p.m. — — 7:00p.m. 7:00p.m. — — — — 1:00 p.m. — With their backs to the Verrazano Bridge in the Narrows at Stapleton Anchorage, N.Y. Harbor is part of the Ship's Committee and two crewmembers of the ST Cove Sailor (Cove Shipping), formerly the ST Erna Elizabeth. They are (I. to r.) AB Herbert Thrower, deck delegate; Recertified Bosun Vincent Grima, ship's chairman; Chief Cook C. C. Williams, steward delegate; ABs Joseph Frassetta and Raymond Bunce III, and Chief Steward/Baker Manny Ciampi, secretaryreporter. The tanker paid off on July 9 sailing north the next day to take on grain in the port of Albany, N.y.—the state's capital. SECURITY IN UNITY July 1979 / LOG / 27 / �PI SIU Atlantic, Gulf, Lakes & Inland Waters United Industrial Workers of North America PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENT Cal Tanner HEADQUARTERS 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-9375 Dispatchers Report for Deep Sea ALPENA, Mich JUNE 1-30,1979 •TOTAL REGISTERED All Groups Class A Class B Class C Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New-Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals r 7 107 16 26 27 9 15 81 54 64 28 43 14 69 3 0 563 5 38 5 6 6 3 8 19 13 11 6 5 3 23 0 0 151 2 10 2 0 4 5 1 7 7 6 7 16 .0 9 0 1 77 5 80 12 21 32 8 14 78 42 46 7 48 31 94 5 1 524 7 71 8 12 9 9 7 31 22 12 8 15 7 38 14 0 270 4 8 1 3 12 9 0 6 8 6 2 15 3 9 0 2 88 8 148 14 31 20 11 25 118 63 69 54 60 14 110 0 1 746 1 40 5 6 9 3 6 28 15 5 10 10 3 23 0 0 164 0 9 2 0 3 1 2 13 4 4 14 21 0 17 0 0 90 4 122 19 28 19 7 34 116 29 41 17 48 .16 78 0 2 580 5 55 7 11 5 4 7 27 8 9 10 9 2 22 0 0 181 1 6 0 1 2 2 0 1 1 0 6 4 0 6 0 0 30 2 75 4 23 16 6 21 52 22 32 13 15 13 58 0 0 352 1 25 1 2 3 1 2 6 3 1 5 6 2 4 0 0 62 1 4 1 0 1 2 0 3 1 5 4 4 1 6 0 0 .33 1 36 5 23 6 2 11 40 ' 19 40 7 22 19 29 0 1 261 8 168 24 31 20 10 20 69 45 33 33 23 76 0 1 588 5 186 4 29 13 4 4 45 18 37 105 46 14 45 0 2 557 1,939 995 710 ENGINE DEPARTMENT Boston ... New York Philadelphia .. Baltimore Norfolk: Tampa Mobile ....... New Orleans .. Jacksonville .. San Francisco. Wilmington ... Seattle .: Puerto Rico ... Houston Piney Point ... Yokohama Totals 4 82 12 23 18 5 19 65 34 46 5 29 10 55 9 1 417 4 44 3 12 5 3 4 28 5 14 4 7 5 13 2 0 153 1 2 2 1 5 1 0 • 1 , 0 3 2 3 0 2 0 0 23 Port 1 64 6 11 19 7 10 52 42 37 2 26 11 49 13 0 350 2 41 4 12 11 5 8 31 15 24 3 14 8 25 8 1 212 1 6 5 4 14 2 0 1 0 4 1 5 1 4 0 1 49 STEWARD DEPARTMENT Boston New York Philadelphia .. Baltimore... ^. Norfolk Tampa Mobile ....... New Orleans.. Jacksonville .. San Francisco. Wilmington ... Seattle Puerto Rico ... Houston Piney Point ... Yokohama Totals Totals All Departments ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Port Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals TOTAL SHIPPED All Groups Class A Class B Class C 0 51 2 16 18 5 15 28 17 14 5 9 8 34 4 0 226 1 16 1 1 5 1 2 4 3 0 3 5 1 2 5 0 50 0 1 1. 0 3 . 1 0 3 1 5 2 7 0 4 0 0 2B 0 35 2 20 19 3 10 43 23 17 3 19 9 23 6 0 232 4 34 3 5 12 0 3 23 11 0 2 13 7 15 40 0 172 0 10 2 3 13 3 0 16 4 23 0 19 1 13 • 0 0 107 ENTRY DEPARTMENT 0 179 4 99 18 17 22 6 13 52 40 20 18 30 12 53 56 1 461 0 82 5 15 31 6 2 30 13 24 38 35 5 27 0 2 315 1,385 815 443 20 ......... ......... 6 1 29 16 25 4 12 12 1.106 654 244 on •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total numlser of men registered at the port at the end of last month. BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mas^s 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin St. 14202 (716) XL 3-9259 CHICAGO, ILL. .9383 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DULUTH, Minn 2014 W. 3~St. 58806 (218) RA 2-4110 FRANKFORT, Mich .P.O. Box D 415 Main St. 49635 (616) 352-4441 HOUSTON, Tex 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N J. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala 1 S. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504)529-7546 NORFOLK, Va 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky. 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. . 2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINTj Md. St. Mary's County 20674 , (301)994-0010 PORT ARTHUR, Tex. .. .534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif 1311 Mission St. 94103 (415) 626-6793 SANTURCE, P. R. .1313 Fernandez, Juncos, Stop 20 00909 (809) 725-6960 SEATTLE, Wash. 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. . .4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla. 2610 W. Kennedy Blvd. 33609 (813) 870-1601 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 408 Avalon Blvd. 90744 YOKOHAMA, Japan . Yokohama Port P.O. 28 / LOG / July 1979 (213) 549-4000 P.O. Box 429 5-6 Nihcn Ohdori Naka-Kn 231-91 201-7935 West Coast Stewards Halls HONOLULU, Hawaii . PORTLAND, Or The month of June wu an excellent one for shipping. A total of2,004jobs were shipped from SIU halls to SlU-contracted deep sea vmseb. Of this total, only 1,106 jobs were filled by "A" seniority members, with the rest going to and "C seniority people. This is the best indicator of all that shipping is good to excellent throughout the country for SIU members in all ratings and seniority classifications. .800 N. 2 Ave. 49707 (517) EL 4-3616 707 Alakea St. 96813 (808) 537-5714 421 S.W. 5th Ave. 97204 (503) 227-7993 WILMINGTON, Ca. .. 408 Avalon Blvd. 90744 (213) 834-8538 SAN FRANCISCO, Ca. 350 Fremont St. 94105 (415) 543-5855. �7 Foreign Tankers Collide Causing ' Worst Spill Ever' Causing what the U.S. Coast Guard has termed the world's worst oil spill "yet, two foreignflag supertankers collided at night on July 19 about 20 miles northeast of Tobago in the Carib­ bean. A total of 29 seamen are missing and presumed dead. Both ships are Greek-owned, with one flying the Greek flag and one registered in Liberia. Despite radar and navigation aids, the 1,139-foot Liberian registered ST Aegean Captain and the Greek-flag Atlantic Empress found themselves only 600 yards from each other just before the crash. The ships were carrying a combined 470,000 tons of crude, or 3.5 million barrels. The Coast Guard estimated that 1.6 million barrels had spilled into the sea. Until this tragedy, the worst oil spill ever occurred last year when the Amoco Cadiz (another Liberian registered tanker) dumped 1.3 million barrels of oil into the sea off the coast of France. The Aegean Captain had a hole stove in her starboard bow with forecastle fires put out after two days. She produced a 25-mile oil slick. Early last week after a toW she was anchored 10 miles off Trinidad. The Atlantic Empress was still burning early last week as she was towed away from land leaking Mobil-owned Arabian oil in a 60mile narrow wake. However, wind, currents and the sun were continuing to break up the light, slimy, black slicks keeping the blue-green waters and white beaches of Trinidad and Tobago clean. -.• Columns of black smoke billow and naptha flames burst out 700 feet from the deck of the crippled Greek-owned, Liberian registered supertanker Atlantic Empress 28 miles off the white beaches of Tobago and Grenada in the Caribbean as black oil leaks from her stern after the collision with the Liberian registered ST Aegean Captain on July 19. New USPHS Outpatient Clinic Opened in St. Louis SIU boatmen and seamen in the St. Louis area have a new, modern outpatient clinic to serve their health needs. The U.S. Public Heath Service Outpatient Clinic at 1520 Market Street, St. Louis, was officially opened at a dedication ceremony July 9. The Market Street facility was actually built in 1964. But the clinic got too small for the workload. With funding from the federal government's Bureau of Medical Services, the USPHS clinic got a top-to-bottom reno­ vation. Today, the clinic offers a wide range of services specially geared towards the needs of seamen, boatmen and their families. A full-time staff of 25 doctors, nurses and technicians provide general medical and dental care. There's an on-site pharmacy as well as a complete medical laboratory. The outpatient clinic also has a full-time physical therapist and all necessary therapy equipment for diagnosis and rehabilitation. Specialists in obstetrics, gyne­ cology, orthopedics, pediatrics and oral surgery make calls at the clinic twice a week. And two St. Louis-area hospitals—the Lu­ theran Medical Center and St. Louis University Hospital— provide care to American seamen Steve Leslie, 65, And Still Going Strong as Steve Leslie has come a long way Head of Local 25, lUOE from his days as a fireman aboard U.S. ships in 1935. At that time, Leslie was 21 years old. He'd been shipping out in the blackgang aboard Columbia Line ships, under contract to the old International Seamen's Union. In 1939,-the boy from Jersey City, joined the International Union of Operating Engineers. He's been active in Local 25 of that union and in the International ever since. And as he celebrates his 65th birthday this month he's still going strong. Today, Leslie is President and Business Manager of Local 25 of the Operating Engineers and a Vice President of the International. He's one of three original members still serving on the Executive Board of the AFL-CIO Maritime Trade Department, sharing that distinc­ tion with SIU President Paul Hall and Operating Engineers VP Jack McDonald. For the past three years, he's also been President of the North Eastern States Conference of Operating Engineers which represents 80,000 members from 31 Internationalaffiliated unions. Steve Leslie makes his home in Rumson, N J. with his daughter Karen. He's been a good friend and brother of the SIU for 40 years. We wish him smooth sailing and best of luck on his 65th and in the years that lie ahead. Steve Leslie shown here in 1935 photo with a friend aboard U.S. flag ship heading toward Panama. and boatmen on an in-hospital or emergency basis. The clinic is open Monday through Friday from 7:45 AM to 4:15 PM. Clinic Director Norbert P. Heib, Jr., expects the facility to service about 32,000 outpa­ tients during the coming year. About 18 percent of the total will be American seamen and boat­ men. "We want that percentage to be much higher," Heib said. "Unfor­ tunately, many seamen and boatmen don't know about the St. Louis USPHS clinic. We're doing our best to let them know we're here." Mr. Heib, who's been the director of the St. Louis clinic for 15 years, is proud of the facility. "We have some of the finest doctors at this clinic," Heib said enthusiastically. "I think we provide quality medical care." Quality medical care for the nation's merchant seamen is the tradition of the USPHS system. Public hospitals serving seafarers have been around in some form for nearly 200 years. In fact, the first St. Louis hospital for merchant mariners opened 124 years ago. Some government officials have tried, over the years, to close down USPHS hospitals and clinics. But the SIU has fought on behalf of Union seamen and boatmen for government funds Jo open new clinics and upgrade existing ones. The Union's efforts are paying off. The St. Louis outpatient clinic is the third, new USPHS facility to open in the past year. July 1979 / LOG I 29 �Jfmal Raymond Lofft Perry, 77, died of ,^heart-lung failure in the Nassau Bay (Houston) USPHS Hospital on Apr. 29. Bro­ ther Perry joined the SIU in 1942 in the port of Boston sailing as a chief steward. He sailed for 42 years. Seafarer Perry was born in Maiden, Mass. and was a resident of Houston. Burial was in Resthaven Cemetery, Houston. Surviv­ ing are his widow, Irene; a daughter, Mary Beth; his father. Dr. Fred A. Perry of Melrose, Mass. and a sister, Mrs. Ruth E. Jones of Melrose Highlands, Mass. William Frank­ lin "Bill" Bam­ berger, 56, suc­ cumbed to heart failure in Ala­ meda, Calif, on Nov. 16, 1978. Brother Bam­ berger sailed both licensed and unlicensed. He graduated from the MEBA District 2 Engineering School, Brooklyn, N.Y. in 1967. Seafarer Bamberger was born in the Philippine Islands and was a resident of San Francisco. Cremation took place in Olivet Memorial Park Crematory, Colma, Calif. Surviving is a daughter, Vivian of Milpitas, Calif. Pensioner John Ray Sercu, 70, died of heart-lung failure in the New Orleans USPHS Hospital in April. Brother Sercu joined the SlU in 1,944 in the port of New York sailing as a firemanwatertender. He sailed 45 years. And he was a stationary engineer. Born in Brighton, N.Y., he was a resident of Lacombe, La. Burial was in Forest Lawn Cemetery, Slidell, La. Surviving are his mother, Anna of Rochester, N.Y. and a sister, Mrs. Beatrice Baher, also of Rochester. Pensioner Wil­ liam Franklin Simmons, 63, died of cancer in| the Covington County (Miss.) Hospital in Collins on Apr. 14. Brother Simmons joined the SIU in 1942 in the port of New York Lon Folger sailing as an AB. He sailed 41 years. Jarrell Sr., 51, Born in Mobile, he was a resident ofdied on May 5. Ellisville, Miss. Burial was in the Mobile Brother Jarrell Memorial Gardens Cemetery. Surviv­ joined the SIU in ing is a son. Ransom, a 1970 Union the port of New scholarship winner. York in 1970 Pensioner . J _ sailing as junior Joseph "To­ i\ HI engineer, elec­ matoes" Stodolski, 75, died of a trician and fireman-watertender. He heart attack at graduated from the MEBA School of Sailors Snug Har­ Marine Engineering, Brooklyn, N.Y. in bor, Sea Level, 1969. Seafarer Jarrell was a veteran of N.C. on Mar. 11. the U.S. Navy in World War II. A native Brother Stodolski of Mt. Airy, N.C., he was a resident of joined the SIU in 1949 in the port of Levittown, N.Y. Surviving are his New York sailing as a bosun. He sailed widow, Lorraine and a son, Lon J. Jr. of 41 years. And he was on the 1961 N.Y. Lake Ronkonkoma, N.Y. Gilbert Payton, Harbor beef picketline. He also at­ 25, died at the tended a Union Convention in Wash­ University of ington, D.C. and a Piney Point Pen­ Southern Ala­ sioners Conference that same year. bama Medical Seafarer Stodolski was a veteran of the Center, Mobile on U.S. Navy after World War 1. Born in May 13. Brother Connecticut, he was a resident of Sailors Payton joined the Snug Harbor. Burial was in St. Joseph SIU in 1973 .National Catholic Cemetery, Stamford, Conn. Surviving are his widow, Helen following his graduation from Piney and a sister, Mrs. Kay B. Kulakowski of Point. He sailed as an AB. He upgraded at the HLS in 1974 and got his "A" book Vero Beach, Fla. in 1976. Born in Mobile, he was a Pensioner resident there. Interment was in Whis­ Lorenzo Perry pering Pines Cemetery, Prichard, Ala. Kimball, 68, died Surviving are his widow, Kristina; a son, of leukemia in Damario; two brothers. Seafarer John Riverside Hospi­ E. and Paul E. Johnson, both of Mobile, tal, Newport and a sister, Joyce .Ann JohnsonNews, Va. on Apr. 20. Brother Kim­ Pensioner Wil­ ball joined the liam Duward Walker, 71, passed Union in the port of Norfolk in 1962 away on June 9. sailing as a deckhand and pilot for the Brother Walker Pennsylvania Railroad, Norfolk from joined the SIU in 1937 to 1977. He was a former member 1939 in the port of of the Masters, Mates and Pilots Union New Orleans sail­ from 1942 to 1962. Boatman Kimball ing as,a firemanwas born in Newark, Ohio and was a watertender for 32 years. He was bom in resident of Miles, Va^ Interment was in McComb, Miss, and was a resident of St. Paul Annex Cemetery, Susan, Va. Hammond, La. Surviving is his widow, Surviving are his widow, Louise and a Edith. son, Thomas. 30 / LOG / July 1979 Tobe S. Beams, 65, died on May 21. Brother Beams joined the Union in the port of New Orleans in 1956 sailing as a chief cook, pilot, mate and deckhand for Dixie Carriers from 1956 to 1972. He sailed 26 years and also deep sea. Boatman Beams was a wounded veteran of the U.S. Army's 22nd Infantry Division in World War II. Born in Williamsburg, Ky., he was a resident of Fairfield, Ala. Surviving are his widow, Eva Mae; two daughters, Anna Mae and Elizabeth; and two brothers. Drew Beams of Valley Station, Ky. and H. J. Beams. Pensioner Harvey Mitchell Biggs, 63, suc­ cumbed to cancer in Washington Twsp., N.J. on Mar. 31. Brother Biggs joined the Union in the port of Philadelphia in 1960 sailing as a tankerman and oil barge captain for the Interstate Oil Transportation Co. He was born in Plymouth, N.C. and was a resident of Williamstown, N.J. Surviv­ ing are his widow. Pearl; three sons, Harvey Jr., Ronald and James and four daughters, Virginia, Joyce, Janice and Doris. Pensioner Miner Edwin Cook, 82, died of heart failure at home in Galves­ ton on Apr. 13. Brother Cook joined the Union in the port of Houston in 1960 sailing as a dragline oiler for the U.S. Army Corps of Engineers from 1941 to 1943. He was also a member of the SlU-affiliated UIW working at the Galveston Wharves, Houston. Boatman Cook was also an elevator spouter, tripper and millwright assistant from 1943 to 1960. He was a veteran of the U.S. Army after World War I. Born in Houston, he was a resident of Galveston. Burial was in Old City Cemetery, Galveston. Surviv­ ing are his widow, Rosena and a niece, Mrs. George Monteau. Kenneth Roberts, 63, joined the Union in the port of Detroit in 1964 sailing as a 2nd cook for the Reiss Steamship Co. I and the Bob-Lo Co. in 1964. Brother Roberts is a former member of the Bartenders Union. He is a veteran of the U.S. Army Signal Corps in World War II. Laker Roberts was born in Minnesota and is a resident of Duluth, Minn. Thomas A. Carney, 25, died on Mar. 15. Brother Carney sailed on the tug T. B. Morton (Southern Ohio Towing) from 1978 to 1979 and for Inland Tugs in 1973. He was a resident of Granite, 111. Surviving is his mother, Leota of Granite. Larry Plasek died on Mar. 20. Brother Plasek sailed for the Barge Harbor Towing Co., Houston in 1978. He was a resident of Houston. Pensioner Syl­ vester Emmett Walsh, 81, died of heart failure in Scranton, Pa. on Feb. 22. Brother Walsh joined the SIU in 1939 in the port of Mobile sailing as an AB. He also worked as a plant security guard. Born in Forest City, Pa., he was a resident of Scranton. Surviving are a brother, Frank of Weirton, W. Va. and two sisters, Mrs. Margaret Hodhnodle of Beaver Falls, Pa. and Mrs. Agnes King of Harrisburg, Pa. Pensioner Ignasio Tirado, 63, died of natural causes in the Me­ tropolitan Hospi­ tal Center, New York City on Apr. 28. Brother Tirado joined the SIU in 1942 in the port of New York sailing as a chief, cook. He sailed for 39 years. He walked the picketline in the 1961 N.Y. Harbor beef. Seafarer Tirado was born in Samboli, P.R. and was a resident of New York City. Interment was in 'Vivardi Cemetery, Mayaguez, P.R. Sur­ viving is his widow, Altagrasia. AN Pensioner Jose Toro, 66, died on June 5. Brother Toro joined the SIU in 1944 in the port of New York sailing as a chief cook. He was Born I in Ponce, P.R. and was a resident of the Bronx, N.Y. Surviving are his widow, Gloria; a son, Robert; two daughters, Martha and Adelina and a mother-in-law, Mrs. Angela Roman. John Ed. "Johnny" Mitch­ ell, 50, died on Apr. 27. Brother Mitchell joined the SIU in 1947 in the port of Gal­ veston sailing as a deck engineer, . pumpman and electrician. He was born in Cameron, Tex. and was a resident of Houston. Surviving are his widow, Velma; three sons, John Jr., Guy and Joe; a daughter, Mrs. Melanie M. Stewart of Houston and Pleasonton, Tex. and his father, Lloyd. Pensioner Bennie Woodrow Morgan, 66, died of heart failure in the University of Southern Ala­ bama Medical Center, Mobile, on Apr. 22. Bro­ ther Morgan joined the SIU in the port of Mobile in 1958 sailing as an oiler and fireman-watertender. He graduated from the Andrew Furuseth Training School, Mobile in 1958. He also attended a Piney Point Educational Conference. Seafarer Morgan was a veteran of the U.S. Navy in World War 11. A native of Jackson, Ala., he was a resident of Chickasaw, Ala. Interment was in Wilson Annex Cemetery, Whistler, Ala. Surviving are his widow, Sadie and a son, John. �"~W— Pensioner Vik­ tor Makko, 67, died of arterio­ sclerosis in Balti­ more on Mar. 18. Brother Makko joined the SlU in 1943 in the port of New York sailing as a bosun. He sailed 41 years. Seafarer Makko was born in Estonia, U.S.S.R., was a naturalized U.S. citizen and was a resident of Baltimore. Interment was in Oak Lawn Cemetery, Baltimore County, Md. Surviving is his daughter, Martha. Pensioner Jo­ seph James Melita, 70, passed away from pneumonia in St. Joseph's Hospital, Balti-, more on Apr. 18. ,Brother Melita Joined the SIU in 1944 in the port of Balitmore sailing as a bosun. He sailed 30 years. A native of Baltimore, he was a resident there. Interment was in the Gardens of Faith Cemetery, Balfimore. Surviving arc his widow, Louise and a daughter, Jeanette. Pensioner Ed­ win Gabrial Mit­ chell, 68, passed away on Apr. 11. Brother Mitchell joined the SIU in 1940 in the port of New Orleans sailas a. chief steward and chief cook. He sailed 32 years. Seafarer Mitchell was a veteran of the U.S. Coast Guard in World War 11. Born in New Orleans, he was a resident .there. Surviving is his widow, Virginia. Richard Paul "Whitey" Mottram, 51, died on Apr. 21. Brother Mottram joined the SIU in 1945 in the port of Boston sailing as a chief pump ma n and QMED. He was born in Newburyport, Mass. and was a resident of Long Beach, Calif. Surviving are his widow, Wilma; four sons, Gary, Donald, David and Patrick; six daughters. Donna, Lara, L.B. Mottram, Brenda, Linda and Cheryl and a stepson, Darryl Woelger. James John O'Hara, 52, died ' of natural causes in the Staten Is'v; land,N.Y.USPHS p Hospital on Mar. V 2 9 . Brother t O'Hara joinedf the SIU in the port of New York in 1966. He sailed as a chief steward and chief cook for Sea-Land, Apex Marine and iOM. Seafarer O'Hara sailed 35 years and also with the MSC. He walked the picketline in the 1961 Greater N.Y. Harbor beef. And he was a veteran of the U.S. Army in the Korean War. A native of the Bronx, N.Y., he was a resident of Mt. Vernon, N.Y. Burial was in Calverton (N.Y.) National Cemetery. Surviving are his widow, Edith; three daughters, Jane, Helen and Maureen; his father, Frank of New York City and a sister, Mrs. Helen Galluci of Mt. Vernon. J. Caldwell died on May 30. Brother Caldwell sailed for Mariner Towing from 1972 to 1978. He was a resident of Norfolk. Ronnie Lamb died on June 13. Brother Lamb sailed from the port of St. Louis. He was a resident of Poplar Bluff, Mo. , Leo E. Watts, 59, died 'on Apr. 10. Brother Watts joined the SIU in the port of New York in 1950 sail­ ing as a chief steward and chief cook for the Delta Steamship Co. He sailed 31 years. Seafarer Watts was born in Louisiana and was a resident of Livingston, La. Surviving are his widow, Dorothy; a daughter, Susan and his mother. Gertrude of Livingston. Charles Edwin Smith, 57, died on Apr. 3. Brother Smith joined the .1 JSff ^• SIU in the port of New York in 1956 sailing as an AB, wiper and engine delegate for SeaLand and PR Marine. He attended Andrew Furuseth Training School, Brooklyn, N.Y. in 1959 for lifeboat training. Seafarer Smith was a veteran of the U.S. Air Forces in World War 11. He was. also a butcher. Born in Rockaway, N.J., he was a resident of Lake Hopatcong, N.J. Surviving is his mother, Mrs. Catherine Savage of Lake Hopatcong. J. Pensioner Charles Wade Thompson, 61, died on Apr. 29. Brother Thomp­ son joined the SIU in 1948 in the port I of New York sail­ ing as a firemanwatertender. He sailed 37 years. Sea­ farer Thompson was a veteran of the U.S. Army in World War 11. A native of Biloxi, Miss., he was a resident of Jacksonville, Fla. Surviving are a son, Nathan of Jacksonville and a sister, Elec Thompson also of Jacksonville.* Samuel Joe Castle 111, 29, was lost at sea off the 55 Sania Maria (Delta 13nes) enroute to Callao, Peru on Apr. 22. Brother Castle joined the SIU in the port of New Orleans in 1967 sailing as an OS. In 1969, he attended the HLS Entry Trainee Program. He also sailed for the Long Lines Co. Seafarer Castle was born in New Orleans and was a reside.nt of Oakland. Calif. Surviving are his widow, Lana; a son, Samuel Joe IV and his mother, Joyce of New Orleans. Charles M. Almond, 39, died on Apr 8. Brother Almond joined the Union in the port of Norfolk in 1977. He sailed as a cook and deckhand on the Tugs Margaret andShamokin{E\pre^.^ Marine) from 1974 to 1975. Inland Boatman Almond was born in Raleigh, N.C. and was a resident of New Berne, N.C. Surviving are his widow, Julia and two. daughters, Karen and Charlene. Pensioner Richard Halsey Cheatham, 71, passed away on Apr. 26. Brother Cheatham joined the Union in the port of Norfolk in 1961. He sailed as a ferry captain, pilot and mate for the Norfolk County Ferries from 1940 to 1955. And for McAllister Brothers from 1955 to 1971. Boatman Cheathani was a mem­ ber of the UMW District 50 from 1955 to 1961. Born in Suffolk, Va., he was a resident of Portsmouth, Va. Surviving are three sons, Richard, Marvin and Earl, all of Portsmouth, Pensioner Harold Otto Keith, 60, drowned in the Fowl River, Coden, Ala, on May 7. Brother Keith joined the SIU in ) the port of Tampa in 1957 sailing as a fireman-watertender and pumpman. He sailed 24 years. Seafarer Keith was a veteran of the U.S. Navy in World War 11. Born in Salco, Ala., he was a resident of Coden. Burial was in Pine Crest Cemetery, Mobile. Surviving are a daughter, Mrs. Jackie Trawick of San Antonio, Tex.; his mother, Mrs. Willie V. Keith of Mobile and two sisters, Mrs. Idelle Eich of Miami, Fla. and Mrs. Marie K. Peery of 8 Mile, Ala. Pensioner George Augustus " • Kerr, 82, passed away from cancer in the Goddard Memorial Hospi­ tal, Stoughlon, Mass. on Mar. 17. Brother Kerr joined the SIU in 1938 in the port of Boston sailing in the steward depart­ ment for 51 years. He walked the picketline in the 1963 maritime beef and the 1965 District Council 37 strike. Seafarer Kerr was born in Jamaica, B.W.l. and was a resident of Sharon, Mass. He was a naturalized U.S. citizen. Burial was in Forest Hill Cemetery, Boston. Surviving are two sons, Dennis and Clifford and a daughter, Mrs. Josephine Chandler. Donald Ralph Kelley, 44, died of a heart attack in Charles Harwood Memorial Hospi­ tal, ChristianstedSt. Croix, V.I. on May 11. Brother Kelley joined the SIU in the port of New York in 1962 sailing as an AB. He was a veteran of the U.S. Army during the Korean War. Born in Uniontown, Pa., he was a resident of St. Croix. Interment was in Oak Lawn Cemetery, Uniontown. Surviving are a son, Donald Jr. of Milwaukee, Ore. four daughters, Chris­ tine, Lucinda, Katy and Teresa; his parents, Mr. and Mrs. Roy and Anna Kelley of Monaca, Pa. and a sister, Mrs. Elsie Weimer, also of Monaca. Pensioner Henry Aloysius Mooney, 82, , > V f. passed away from natural causes in % Kings Highway (Brooklyn, N.Y.) \ Hospital on Mar. 19. Brother Mooney joined the SIU in 1946 in the port of New Yo;-k sailing as an oiler, deck maintenance, bosun and in the steward department for 42 years. He was on the picketline in the Greater N.Y. Harbor beef in 1961. Born in Albany, N.Y., he was a resident of Brooklyn. Burial was in St. Agnes Cemetery, Menands, N.Y. Surviving are a brother, Edward of Albany and a sister, Eliza­ beth, also of Albany. Richard M. Hitchler, 55, died on Miir. 15. Brother Hitchler joined the Union in the port of Norfolk in 1976 sailing as a cook and barge steward for 20 years. He was a veteran of the U.S. Navy in World War 11. Born in Lugerville, Wise., he was a resident of Virginia Beach, Va. Surviving are his widow, Phyllis and a daughter, Mary Joan. Pensioner John Johnson died on May 28. Brother Johnson sailed out of the port of Frankfort, Mich. He was a resident of Arcadia, Mich. Surviving is his widow, Ila. Charles Odbert Zinn Jr., died on Feb. 21. Brother Zinn first sailed with the SIU in 1952. He was a resident of Mt. Rainier^ Md. Surviving is his widow, Dorothy. Harold Charles Lowry, 54, died of a heart attack aboard the SeaLand Resource on the high seas off Algeciras, Spain on Mar. 28. Brother Lowry joined the SIU in the port of Galveston in 1950 sailing as a 2nd electrician, reefer engineer and QMED. He was also an aircraft mechanic and machinist. Sea­ farer Lowry upgraded at Piney Point in 1974. He was a veteran of the U.S. Army. Born in New York City, he was a resident of Piney Point, Md. Cremation took place in Madrid, Spain and his ashes were flown to New York. Surviv­ ing is a sister, Mrs. Carol Vodopia of Long Island City, N.Y. Pensioner Francis Marvin Carmichael, 76, passed away from natural causes in the Staten Island (N.Y.) USPHS Hospital on Apr. 9. Brother Car­ michael joined the SIU in the port of San Francisco in 1961 sailing as a chief steward. He hit the bricks in the 1965 District Council 37 beef. Seafarer Carmichael was a former member of the SUP. Born in English River Twsp., Iowa, he was a resident of Brooklyn, N.Y. Burial was in Pinelawn Cemetery, L.I., N.Y. Surviving are his widow, Martha and a son, Michael. Pensioner Fernando Duque Dacanay 81, passed away from heart failure in the Good Samaritan Hospital, Islip, N.Y. on May 16. Brother Dacanay joined the SIU in 1947 in the port of New York sailing as a 2nd cook. He was a veteran of the U.S. Navy in-^World War 1. Seafarer Dacanay was born in the Philippines and was a resident of Bayshore, N.Y. Interment was in Claverton National Cemetery. Surviv­ ing are a stepson, Arthur Weingard and a granddaughter, Kim Weingard, both of Brooklyn, N.Y. Keith Farmer died on May 11. Brother Farmer sailed from the port of Houston for Harbor Barge. He was a resident of Houston. July 1979 / LOG / 31 �Sylvester Cyral Delistovich, 60, joined the Union in the port of New York sailing as a deckhand for the Erie-Lackawanna Railroad from 1939 to 1979 and for the Delaware and Western Railroad from 1937 to 1939. Brother Delistovich was also a dockworker and a former member of the Teamsters Union, Local 518 from 1959 to 1963. He is a veteran of the U.S. Army in World War II. Boat­ man Delistovich was born in Jersey City, N.J. and is a resident there. V- Vernon C. Diggs, 66, Joined the Union in the port of Norfolk in 1976 sailing as a cook for the W.P. Hunt Co., Hampton, Va. from 1959 to 1979. Brother Diggs is a former member of the NMU. He was born in Mathews County, Va. and is a resident of Mobjack, Va. James H. Kelly, 62, joined the Union in the port of Philadelphia in 1961 sailing as a mate, pilot and captain on the tug B.M. Thomas for 23 years. Brother Kelly also sailed on the tug LCWMJ(Independent Towing). He was a member of the NMU and International Longshoremen's Union (ILA). Boatman Kelly was born in Philadelphia and is a resident of Zephyr Hills, Fla. Derwood Downing Kent, 64, j joined the Union in the port of Baltimore in 1957 sailing as a chief engineer for the Curtis Bay Towing Co. from 1951 to 1979. Brother Kent was formerly a shipyard worker. He was born in Wicomico Church, Va. and is a resident of Severna Park, Md. William Grover Mallard Jr.,62, joined the Union in the port of Norfolk in 1963 sailing as an engineer and deckhand for the Cape Fear Towing Co. from 1938 ^o 1979. Brother Mallard was also a member of the United Mine Workers Union (UMW) District 50. He is a veteran of the U.S. Army in World War II. Brother Mallard was born in New Bern, N.C. and is a resident of Wilmington, N.C. John William Ward, 61, joined the SIU in 1948 in the port of New York sailing as a cook and firemanwatertender. Brother Ward is a wounded veteran of the U.S. Army in World War 11. Seafarer Ward was born in Utah and is a resident of Seattle. Alfred Reese "Blackie" Haskins, 59, joined the SIU in the port of Philadelphia in 1953 sailing as a bosun. Brother Haskins was on the Seatrain Shoregang, Port Elizabeth, N.J. from 1970 to 1974. He was an LNG upgrader at the HLS in 1977. Seafarer Haskins is a veteran of the U.S. Army Infantry Corps Para­ troopers in World War 11. Born in Richmond, Va., he is a resident of Brooklyn, N.Y. Willy Frank "Cowboy" Manthey, 73, joined the SIU in 1946 in the port of Baltimore sailing in the, deck department. Brother Manthey sailed on the old Robin Line. He walked the picket line in the 1965 District Council 37 beef. Seafarer Manthey is a veteran of the U.S. Navy in World War II. A native of Poland, he is a naturalized U.S. citizen and a resident of New York City. 32 / LOG / July 1979 Harold M. Karlsen, 65, joined the SIU in 1941 in the port of New Or­ leans sailing as a chief steward. Brother Karlsen sailed 49 years. He was born in Norway, is a naturalized U.S. citizen and is a resident of Slidell, La. Elbert Dillon Winslow, 62, joined the SIU in the port of Norfolk in 1958 sailing as a bosun. Brother Winslow is a veteran of the U.ST Navy in World War II. He was born in North Carolina and is a resident of Camden, N.C. William Jackson McDonald, 56, joined the SIU in 1946 in the port of New Orleans sailing' as 2nd cook. Brother McDonald sailed 38 years. His son, William Scott McDonald of Abilene, Tex. is a 1974 winner of a Union college scholarship graduat­ ing from Baylor U., with a degree in accounting. Seafarer McDonald was born in Bedias, Tex. and is a resident of La Porte, Tex. Remigius A. McDonald, 62, joined the SIU in the port of Boston in 1959 sailing as a bosun. Brother McDonald is a veteran of the U.S. y'^rmy in World War II. He was born in Boston, Mass. and is a resident of Dorchester, Mass. Leon Clare Stillwell, 65, joined the Union in the port of Detroit in 1961 sailing as a fireman-watertender for the Mackinac City Transportation Co. from 1961 to 1979. Brother Stillwell sailed 38 years. He was born in Michigan and is a resident of Carp Lake, Mich. Juan Reyes, 66, joined the SIU in 1947 in the port of New York sailing as a chief electrician. Brother Reyes sailed 43 years. He was on the picketline in the 1961 N.Y. Harbor beef and the 1965 District Council No. 37 strike. Seafarer Reyes was" born in Puerto Rico and is a resident of Bayamon, P.R. James Edward Flynn, 60, joined the Union in the port of Philadelphia in 1961 sailing as a tankerman for ; lOT from 1950 to 1979. Brother Flynn is a veteran of the U.S. Army in World War II. He was born in Bowers, Del. and is a resident of Fredrica, Del. Harry Lee Collier, 67, joined the SIU in 1943 in the port of Baltimore sailing as a chief steward. Brother Collier sailed 37 years. He hit the bricks in the 1962 Robin Line beef. Seafarer Collier's daughter, Beverly, won a Union college scholarship in May 1971 graduating from Cornell University, Ithaca, N.Y., with a teaching degree. Born in Union City, Tenn., Collier is a resident of St. Albans, Queens, N.Y. Barney Emil DabI, 65, joined the Union in the port of Duluth in 1961 sailing as a deckhand and,firemanwatertender for the Great Lakes Towing Co. from 1942 to 1979. Brother Dahl was born in Duluth and is a resident there. Lorenzo Carrasquillo, 55, joined the SIU in the port of New York in 1952 sailing as a-2nd cook. Brother ' Carrasquillo sailed 33 years. He was ' born in Puerto Rico and is a resident of Chalmette, La. Oscar Cooper, 66, joined the SIU in the port of Mobile in 1962 sailing as a chief pumpman. Brother Cooper sailed 33 years. He was born in Orangeburg, S.C. and is a resident of Chickasaw, Ala.' Leon Warren Franklin, 65, joined the SIU in 1939 in the port of New Orleans sailing as a chief steward. Brother Franklin sailed 47 years. He was born in New Orleans and is a resident there. Bertil Per Olof Hager, 57, joined the SIU in 1946 in the port of Norfolk sailing as a bosun. Brother Hager sailed 42 years. And during the Vietnam and World War II. He was graduated from the Bosuns Recertification Program in 1975. He took LNG training last year. Seafarer Hager was born in Finland and is a resident of Woodbury, L.I., N.Y. Arthur J. Heroux, 66„ joined the SIU in the port of New York in 1958. He sailed AB. Brother Heroux sailed 38 years. He was born in Massachu­ setts and is a resident of Hiram, Me. Joseph Johnson Kemp, 63, joined the SIU in 1940 in the port of Tampa sailing as an AB. Brother Kemp sailed 39 years. He was born in Florida and is a resident of Carriere, Miss. John William "Blackie" Altstatt, 55, joined the SIU in 1943 in the port of New York. He sailed as a bosun. Brother Altstatt graduated from the Bosun Recertification Program in February 1974. He sailed with MSTS '' during World War II. Seafarer Altstatt was born in Keath, Okla. and is a resident of Dustin, Okla. Stephen Aloysius Divane, 63', joined the SIU in the port of New York in 1956 sailing as a chief electrician. Brother Divane sailed 38 years. He walked the picketline in the 1961 Greater N.Y. Harbor strike and the 1962 Robin Line beef. Seafarer Divane was born in Ireland and is a resident of Brooklyn. N.Y. �SlU Hdqs. Official Pete Laleas Retires SIU New York port official Pete Loleas, "Mr. Nice Guy" 69, retired early this month after a Union membership and sailing career which goes back to 1944. Pete, whose familiar face has been seen at the N.Y. Headquarters registration counter since 1968, upon his retirement told the Log that he had always "loved the sea" where he was "happy and serene." And that "the SIU was like family, his life." ' -Brother Loleas began his SIU sailing career in World War II in the steward department. At one point he sailed as night "glory hole" steward with shipmates Union SecretaryTreasurer Joe Di Giorgio and retired Hdqs. Rep Ed Mooney. They sailed aboard the cruise ship SS Cavalier (Alcoa) on 17-day round trip voyages from New York to the Caribbean islands. Previously, he had sailed from Brazil to Europe to the Far East as chief cook becoming chief steward in 1950. In 1959, Seafarer Loleas was called ashore for duty in the SIU's Maritime Advancement Edu­ cational Program. For five years, he trained cooks and stewards. Aboard ships, they inspected the galleys for good food and cleanliness. For another five years, Pete paid ships off as a patrolman until he joined N.Y. Representative Johnny Dwyerat the registration counter. At 19, as a restaurant worker, Loleas got strike scars literally hitting the bricks in the Great Depression 1929 picketline of the Horn and Hardart Automat restau­ rant chain's beef in New York. Knocked flat, Pete's cranium con­ nected with a gendarme's boot. He had just arrived from Greece after his high school graduation. Pete, from age IVi, grew up there after leaving his birthplace, the City of Brotherly Love, Philadelphia. Later on he was to walk the picketline in'the 1946 General Maritime, 1947 Isthmian, Bull Line, Valchamp Chemical Co. and 1961 Greater N.Y. Harbor beefs. With the U.S. in WW 2, we find Loleas in '42 toiling in 106 degree Persian (Iran) desert heat with a 200truck road-dock building USED civilian crew. He was there 'til '44 when the highway reached the Caspian Sea. It aided the U.S. Army's Persian Gulf railroad to deliver American tanks, planes. cannon and ammo to the be­ leaguered Russians. From there it was a Liberty ship to Port Said, Egypt for a month's wait for a ship to Italy. Then to home in February on the SS Juan de Fuca to a three-month construction job in Alaska's Aleutian Islands. Now, at his Mt. Vernon, N.Y. homestead, Pete, his wife, Dora and his son, Harry, who is an aide to Baltimore's mayor—look forward to a three-month voyage to see kin in Greece (she's never been there), Brazil and Europe. So Pete, Bon Voyage and Bon Chance. Pete Loleas Make More Bread! WageGuideline Gets Top Court OK Over Labor's Objections The U.S. Supreme Court has allowed the government to hold back Federal contracts from busi­ nesses that don't meet the Admini­ stration's wage and price guidelines. The Court did this by refusing to hear a case on the issue. The Carter Administration has threatened to withhold federal contracts exceeding $5 million to firms found to he violating its wage and price standards. Last March, the AFL-CIO and nine affiliated unions filed suit challenging the Administration's position. The AFL-CIO won the suit in a Federal District Court on May 31. The government then took the case to the U.S. Appeals Court for the District of Columbia. That Court, on June 22, ruled in favor of the Government. The Supreme Court was then formally petitioned by the AFLCIO to review that ruling. However, it takes four judges to review a case and only three of the Supreme Court Justices were willing to do so. They, were: Justices Deposit in the SIU Blood Bank— It's Your Life William Brennan, Byron White and Thurgood Marshall. The AFL-CIO stated that the Supreme Court's decision leaves the validity of the Administration's wage and price guidelines program "unsettled." George Meany, president of the AFL-CIO, said, "the inconclusive end of the litigation has not shaken our belief on the legal issue, which may yet be determined by legal actions in other cases." The AFL-CIO contends that the wage and price guidelines plan is unconstitutional since the threat of withholding federal contracts makes it a mandatory rather than a voluntary program. Upgrade in the Steward Department at HLS Steward—September 17 Chief Cook—September 17 Cook and Baker—September 17 Assistant Cook—September 3 See your SIU Representative to enroll DRntdieps Repirt for Grei! lies JUNE 1-30,1979 noTAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Algonac (Hdqs.) 47 15 11 44 23 7 ENGINE DEPARTMENT 52 76 11 Algonac (Hdqs.) 31 13 16 34 19 5 STEWARD DEPARTMENT 40 44 0 Algonac (Hdqs.) 6 0 6 2 3 7 ENTRY DEPARTMENT 15 21 4 Algonac (Hdqs.) 23 78 98 41 0 0 0 Totals All Departments 107 106 131 99 135 60 •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the.Beach" means the total number of men registered at the port at the end of last month. 107 141 15 19 90 July 1979 / LOG / 33 �iCalling Long, long Distance? Thank the I HE SIU—contracted cable The sleek 511 foot vessel is a ship Long Lines paid a visit one-of-a-kind beauty in the SIU recently to the beautiful New fleet and a tribute to modern England port of Newington, technology. At peak operations N.H. She was there to unload the C.S. Long Lines can employ some cable at a local wire com­ up to 125 men, at least 68 of them pany. Meanwhile, she waited for Seafarers. orders about her next cableThe Long Lines is owned and laying assignment. •J 'if Y operated by the Transoceanic Gable Ship Company, a subsid­ iary of American Telephone & Telegraph. Her cable laying and repair missions may take her crew to all areas of the globe. Before reaching port in New Hampshire, the Long Lines crew -f ( ^ A I"?-; I . n-: . "r>'i Peering out of the window of the crane is deck department storekeeper Al Valente. With a crew as large as the Long Lines' A\'s got guite a bit of storekeeping to do. The cable ship Long L/nesis moo red to dock at Newington,New Hampshire. Note the unusual bow of the cable-layer. .TMJ Bosun Herb Libby gives directions as he waits below the main deck for the next craneload of stores to reach him. I \ y- Steward Utilityman Andy Perrone (left) and waiter David Maldonado help stock the refrigerator. Careful boys, that stuff's fragile! 34 / LOG / July 1979 • Herbie Benzenberg who received his new "A" Book last month is at the controls in the engine room. Herbie will be making his first trip on a cable layer and said she was "different from any ship I'd ever seen." �Long Lines had completed repairing a 700 mile stretch of cable in the midAtlantic. The job of repairing, splicing new cable, and relaying the cable was a new record for a mid-ocean repair and was finished in the relatively quick time of just under two-and-one half months. The crew was due to sign articles on July 16 and afterward the Long Lines would set sail for San Diego and points unknown to add another link to the ever expanding chain of world-wide telecommunications. Cable AB Joseph Carender is a veteran of many voyages on the C.S. Long Lines. The C.S. Long Lines as she lies in this picturesque New England harbor, Chief Steward Ira Brown (left) and Chief Cook R. Trotman are largely responsible for the ship's reputation as a "good feeder." KNOW YOUR RIGHTS KNOW YOUR RIGHTS SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is; Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20th Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. 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 con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. FINANCIAL REPORTS. The constitution of the SlU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. Bosun'sMate William MacArthur makes sure all is well as cable is 'paid out' from the cargo tanks. EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. These rights arc clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no member may be discrimi­ nated against becau.se of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify Union headquarters. IlilllllltUliniillllilltllHIiHillUllHlliUlllllllUilUllilUlllUllilililH patrolman or other Union oflicial, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY —THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also 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, I960, meetings in all constitutional ports. The responsibility for 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 circum. stances 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 should not have been required to make such payment, this should immediately be reported to Union headquarters. SEAFARERS POLIIiCAL ACTIVITY DONAl ION •—SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing, 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, llnancial reprisal, or threat of such conduct, or as a con­ dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Sup­ port SPAD to protect and further your economic, poli­ tical and social interests, and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his con.stitutiunaI right of access to Union records or infor­ mation, he should immediately notify SIU President Paul Hall at headquarters hy certified mail, return receipt requested. The address is 675 - 4th Avenue, Brooklyn, N.Y.11232. July 1979 / LOG / 35 �Tug Defender and Crew on Coastwise Trade In the event that any SIU member.s have U'iial problems in the various ports, a list of attorneys whom they can consult is being published. The mem­ ber need not choose the recommended attorneys and this list is intended only for informational purposes: The following is a list of recom­ mended attorneys throughout the United States: NEW YORK, N.V. Schulman & Abarbanel 350 Fifth Avenue New York, N.Y. 10001 Tele. #(212) 279-9200 BALTIMORE, MD. Kaplan, Heyman, Greenberg, Engelman & Belgrad Sun Life Building Charles & Redwood Streets Baltimore, Maryland 21201 Tele. #(301) 539-6967 HOUSTON, TEX. Archer & Peterson Americana Building 811 Dallas Street Houston, Texas 77002 Tele. #(713) 659-4455 TAMPA, FLA. Hamilton & Douglas, P.A. 2620 W. Kennedy Blvd. Tampa, Florida 33609 Tele. #(813) 879-9482 ' SAN FRANCISCO, CALIF. John Paul Jennings, Henning and Walsh 100 Bush Street, Suite 1403 San Francisco, California 94104 Tele. #(415) 981-4400 ST. LOUIS, MO. Gruenberg & Sounders 721 Olive Street St. Louis, Missouri 63101 Tele. #(314) 231-7440 NEW ORLEANS, LA. Barker, Boudreaux, Lamy, Gardner & Foley 1400 Richards Building 837 Gravier Street New Orleans, Louisiana 70112 Tele. #(504) 586-9395 LOS ANGELES, CALIF. Fogel, Julber, Reinhardt & Rothschild 5900 Wilshire Boulevard Los Angeles, California 90036 Tele. #(213) 937-6250 MOBILE, ALA. Simon & Wood 1010 Van Antwerp Building Mobile, Alabama 36602 Tele. #(205) 433-4904 DETROIT, MICH. Victor G. Hanson 19268 Grand River Avenue Detroit, Michigan 48822 Tele. #(313) 532-1220 BOSTON, MASS. Joseph M. Orlando 95 Commercial Wharf Boston, Massachusetts 02110 Tele. #(617) 523-1000 SEATTLE, WASH. Vance, Davies, Roberts, Reid &. Anderson 100 West Harrison Plaza Seattle, Washington 98119 Tele. #(206) 285-3610 CHICAGO, ILL. Katz &. Friedman 7 South Dearborn Street Chicago, Illinois 60603 Tele. #(312) 263-6330 36 / LOG / July 1979 Late last montti the crew of the SlU-manned Tug Defender took time out for this group photo at the messtable.They are(l. to r.) Capt, Tom Dunton; Mate, Matt Drankowski; ABs William Williford and Ken Kirwin, Cook Richard Conway and Engineer Ed Sampson. Dispatchers Report for Inland Waters JUNE 1-30,1979 •TOTAL REGISTERED All Groups Class A Class B Class C Port Boston New York Philadelphia .. Baltimore Norfolk Tampa Mobile New Orleans ... Jacksonville ... San Francisco., Wilmington ... Seattle Puerto Rico ... Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals 0 0 0 4 0 1 2 0 0 0 1 0 1 2 6 0 7 0 3 27 0 0 0 13 0 2 0 1 1 0 3 0 0 7 4 0 19 32 10 92 0 0 0 0 0 2 0 10 1 0 7 0 5 7 18 0 24 0 107 181 Totals All Departments 0 0 0 1 0 0 0 0 0 0 0 0 1 2 5 0 4 0 4 17 0 0 0 4 0 0 0 2 0 0 0 0 0 11 4 0 22 32 7 82 0 0 0 0 0 0 0 6 2 0 0 0 2 9 20 0 19 0 73 131 0 0 0 7 0 4 12 6 1 0 3 0 0 4 4 0 5 0 4 50 0 1 0 18 0 4 0 7 5 0 22 0 1 9 4 0 25 0 6 102 0 0 0 0 0 0 0 0 1 0 0 0 0 1 1 0 1 0 0 4 0 0 0 0 0 0 2 0 1 0 1 0 0 3 0 0 0 0 0 7 0 0 2 1 0 0 0 1 30 0 . 0 0 1 0 2 1 55 1 0 42 0 9 16 . 7 0 17 0 109 260 ENGINE DEPARTMENT 0 0 0 0 0 0 0 0 2 0 0 0 0 1 1 0 1 0 0 5 0 0 0 0 0 0 2 0 0 0 0 0 0 3 0 0 0 1 0 6 0 0 0 1 0 0 0 0 4 0 1 0 0 0 0 0 0 0 1 7 Port Boston New York Philadelphia .. Baltimore Norfolk Tampa Mobile New Orleans .. Jacksonville .. San Francisco. Wilmington ... Seattle Puerto Rico ... Houston Port Arthur Algonac St. Louis Piney Point ... Paducah Totals ••REGISTERED ON BEACH . All Groups Class A Class B Class C DECK DEPARTMENT Port Boston New York Philadelphia .. Baltimore Norfolk Tampa Mobile New Orleans .. Jacksonville .. San Francisco. Wilmington ... Seattle Puerto Rico ... Houston Port Arthur Algonac St. Louis Piney Point ... Paducah Totals TOTAL SHIPPED All Groups Class A Class B Class C 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 2 0 0 0 0 0 0 0 0 2 0 0 0 0 1 0 0 0 0 0 3 0 0 0 1 0 0 0 20 3 0 STEWARD DEPARTMENT 0 0 0 1 0 0 0 1 0 0 0 0 0 1 0 0 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 3 5 0 0 0 0 0 0 0 1 2 0 1 0 0 0 0 0 3 0 14 21 0 0 0 0 0 2 0 1 0 0 0 0 0 0 0 0 1 0 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 11 12 0 0 0 1 0 0 1 2 0 0 0 0 0 1 0 0 0 0 0 5 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 4 0 0 5 0 0 0 0 0 0 0 8 3 0 2 0 0 0 0 0 3 0 14 30 35 103 209 21 86 146 59 114 320 •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. �O O O O O A Couple of Victories, Past and Present O O O O O The tradition of Victory lives on. Victory ships like the S.S. Binghamton Victory (left), were built for the War effort in 1944 and '45. But the ship, skippered by "Mad Dog" Olsen, remained in service for Bull Line (above photo taken in ,1953), hauling supplies for an Air Force Base at Thule, Greenland. The Binghamton's retired now, but the U.S.M.S. North Star III (right), christened the S.S. Emory Victory, is still going strong. The only diesel-built Victory ship is now operated by the Bureau of Indian Affairs. She was snapped recently in the Bering Straits. Help Your Brother Down the Road to Sobriety eeing a blind man walk down a street makes the rest of us thankful for our sight. Perfect strangers, as well as friends, don't hesitate to offer a guiding arm to the blind because we all think it must be a terrible thing tb be unable to see where you're going. An alcoholic can't see where he's going either, only alcoholics don't have friends. Because a friend wouldn't let another man blindly travel a course that has to lead to the destruction of his health, his job and his family. And that's where an alcoholic is headed. Helping a fellow Seafarer who has a drinking problem is just as easy—and just as important—as steering a blind man across a street. All you have to do is take that Seafarer by the arm and guide him to the Union's Alcoholic Rehabilitation Center in Valley Lee, Md. . Once he's there, an alcoholic SlU member will receive the care and counseling he needs. And hell get the support of brother SIU members who are fighting »•. the same tough battle he is back to a healthy, productive alcohol-free life. The road back to sobriety is a long one for an alcoholic. But because of ARC, an alcoholic SIU member doesn't have to travel the distance alone. And by guiding a brother Seafarer in the direction of the Rehab Center, youll be showing him that the first step back to recovery is only an arm's length away. S Alcoholic Rehabilitation Center I am interested in attending a six-week program at the Alcoholic Rehabilitation Center. I understand that all my medical and counseling records will be kept strictly confidential, and that they will not be kept anywhere except at The Center. Name Book No. Address (Street or RFD) (City) (State) Telephone No I I (Zip) I I I Mail to: THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 or call, 24 hours-a-day, (301) 994-0010 July 1979 / LOG / 37 H �Cynthia Cole,'75 Scholarship Winner, To Be a Teacher Cynthia Marie Cole gave a lot of thought to what she wanted her life's work to be before she even entered college. And when she won the SIU's four-year, $10,000 college scholar­ ship in 1975, she had a very definite goal. She planned to become a teacher and eventually end up as a family counselor. The daughter of recently-de­ ceased SIU member. Recertified Bosun Lonnie Cole, Cynthia is It's A Good Idea! , V. It's a good idea to specialize in skills that ore needed today and mean job security tomor­ row. It*$ Q good idea to learn marine electri­ cal mamtena nee. So /aAre the course. Marine Electrical Maintenance cktss starts August 20. Enroll now. C^Qa§0ct HLS or your SIU Representative. It's a good idea! - about to graduate from the Uni­ versity of North Carolina at Greens­ boro. Shell have a degree in Child Development and Family Relations. She will also have teacher certifica­ tion for Kindergarten through grade 3, and a blueprint for the future. "I'd like to start out with a teaching position," Cindy said, "and work on my Masters degree at the University of North Carolina in the summers." She's planning to do her Masters work in counseling which will give her the training necessary for a job in marriage counseling, counseling problem children or parent training. "I really like the idea of working with parents, helping them handle their children who may be having problems in school or causing discipline problems," she said. Though she knows that teaching isn't a wide-open field these days, Cindy recently put in applications at the schools in her home town of Asheboro, N.C. She has two good reasons for wanting to wprk as close to Ashe­ boro as possible. First of all, she thinks her chances of landing a job in Asheboro are pretty good. "It's not the kind of place everyone goes to get a job," she said, "so that's a plus for me." Secondly, Cindy's planning to be married in December to her high school sweetheart. And he works in Asheboro. Community Involvement Cindy is well known in her home town where her scholastic achieve­ ments and community work have won the praise and appreciation of many of her neighbors. For three years, Cindy has worked in summer church programs. The past two summers she's been the director of church youth programs. "I enjoyed it a lot," Cindy said. "But it was a seven-day-a-week job. On weekdays I planned day camp activities for young kids. During the evenings I scheduled outings and Cynthia Cole retreats for teenagers. And on Sundays I led a Bible class." Cindy also got some experience with young kids during the school year, faking care of two children for one of her college professors. But thanks to the SIU scholar­ ship, she didn't have to hold down a full-time job while getting her college degree. "I'm very appreciative for the help I got from the SIU," Cindy said of the scholarship. "It took a big burden off my parents." "Winning the scholarship also mads my education seem so much more worthwhile to me," she ex­ plained. "If someone thought that much of me to pay for my full education, then f felt I wanted to work very hard to live up to that." Cindy's parents were also thrilled when their daughter won the Union's college award. Her father, Lonnie Cole, passed away last March after more than 30 years as an SIU member. Seafarer Cole joined the Union in 1947 in the port of Norfolk. He shipped AB for many years and graduated from the Union's Bosuns Recertification Program in 1975. A IMESSAGE FROIM YOUR UNION DONT GET TANGLED OP WrTH DRUG5 ~IF~ CAUGHT, VOii LO$E YOUR PAPERS FOR LIFE/ •e\/£e& 38 / LOG / July 1979 �From Classroom to Pumproom The Pumproom Maintenance upgrading class yielded five graduates. Shown l-r, L Tanner, J Siegel, G.Blanco, and J. Rozmus. R.Hipp, another pumproom grad, Is not in the photo. Current Electrical Grads The last Electrical Maintenance class posed for this pix at PIney Point Front row l-r: E. Fredrlckson, J. DelRlo, C. Coumas. Back row l-r G Glllland W White r' . o, w. Clausen. AB's A'plenty—Here Are Six and Twenty - i. V \ , - Graduates of the recent AB, course at the Harry Lundeberg School In PIney Point, Md., are, front row (l-r): D. CentofantI, A, Yazldl, J. Sparks, D. Huddleston, D. Law, J. Howe, T. Conroy, R. Brown. Second row (l-r): J. Girt, S. Anderson, W. HIckey, T.Epperson, J. Harris, M. Murdock, R. Mechler, 0. Moses, E. Rivera. Back row (l-r): J. Eckhart, J. Polder,.E. McKlnley, R. Van Dyke, D. Whitmore, 0. Taylor, M. Shean, R. Chavers, H, Hofmann. In Short Order—Cook & Bakers Juanlto Bayonita (left) and Howard Williams went through the HLS Cook & Baker course and came out with the diplomas they're displaying above. They'll Follow the Stars Since graduating from the Lundeberg School s course In Celestial Navigation, these nine SID members really can follow the stars. In the first row, l-r,they are: W. Brinkley, G. Mowbray. M. Bradshaw, C. Wood. Second row, l-r: J. James, G. Brown, "N. Teller, E. Proudfoot and'T. Hulsart. July 1979 / LOG / 39 �jm ^ LOG RESERVE A SPACE FOR THE FUTURE JULY 1979 Official Publkjllon of Ihr Seafarers Internaiionii Union • Ailantk, Gulf, Laket and Inland Waters Disiriii • AFL CIO DONATION (SPAD) ASSIGNMENT FOR TO: Seafarers Vacation Plan 275 20th Street Brooklyn, N.Y. 11215 ents required to be made ' cents per day for which »AD, 675 Fourth Avenue, h notice by certified mail hall be effective as of the thereafter. Effective from this date, by you to me for vacation b I am entitled to vacation b Brooklyn, N.Y. 11232. This is given by me to you of re date you receive it and appli .tablished and administered ures for candidates seeking right to refuse to make any directly to SPAD such amount Jfied amount herein provided is for the making of voluntary con< copy of SPAD's report is filed jral Election Commission, Wash- I acknowledge advice a, by my union to engage in pv political office and solicits ai contributions, including this au as \ may voluntarily determine it to minimize administrative respoi tributions. And this authorization with the Federal Election Commi ington, D.C. ) SPAD and copy to me. This authorization has been iW-Tiber's Signature Member's name (Pi W MI » i/ / Social Security Numbi \ f / /inribers Home Address / / Book Number • 1 State • Zip 2§§ DONT LET OUR SECURITY RUNOUT .A- 30'A DAY IS ALL IT TAKES Sign the SPAD check-off today. � 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 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 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 July 1979 Description An account of the resource HEADLINES SENATE VOTE, 74-3 TO KEEP ALASKA OIL IN US HALL AMONG LEADERS AT CAMP DAVID PRESIDENT CARTER HOSTS 10 DAYS OF MEETINGS TO DEVELOP ENERGY STRATEGY UNION KNOCKS BILL GIIVING RAILROADS EDGE OVER TOWBOATS GAO JOINS SIU IN CRITICISM OF COAST GUARD ATLANTIC FISHERMEN’S UNION SEEKS MERGER INTO SIU-AGLIWD W.C. STEWARD WELFARE CLAIMS TO BE HANDLED BY HDQRS. SIU SCORES VICTORY FOR EAST COAST TUG JOBS HOUSE, SENATE PLANNING ‘SWEEPING’ CHANGES IN MARITIME POLICY NLRB RULES FAVORABLY IN VALERIE F. BEEF ON WEST COAST IMPROVING USPHS CARE FOR SEAMEN GOAL OF SIU VETERAN PUMPMAN FINDS NEW TANKERS AT NEW BALLGAME NATIONAL MARITIME COUNCIL ELECTS AMOSS AS CHAIRMAN MARAD CHIEF SAYS HE WILL BOSLTER U.S. DRY-BULK FLEET ANNOUNCE NEW CONTRACT FOR WATERMAN RO/RO VESSEL COMMITTEE ACTION IN CONGRESS SHIP SAFETY INSPECTIONS ARE ‘INADEQUATE’ SAYS GAO SIU INITIATES SERIES OF CONFABS FOR RIVERS’ BOATMEN M/V TOM FRAZIER NEWEST ADDITION TO SIU INLAND FLEET SIU CREWS 9TH LNG, EL PASO HOWARD BOYD LIBERIAN-FLAG DUMPS ON NEW YORK; 120,000 GALLONS WORTH APL PUTS 1ST OF 3 FORMER PFEL SHIPS BACK IN BUSINESS U.S. PASSENGER SHIPS ON THEIR WAY BACK? SIU FABORS BILL TO BRING SS UNITED STATES, INDEPENDENCE BACK UNDER U.S. FLAG ZAPATA ROVER CREW RESCUES 3 OFF FOG BOUND CAPE MAY FEDS STILL VERY COLD ON NEW LNG PROJECTS HLS TRAINEES SWEEP TO VICTORY IN NEW YORK HARBOR’S 26TH INTERNATIONAL LIFEBOAT RACE TRAINING, TEAMWORK THE KEYS TO VICTORY IN LIFEBOAT RACE HALL TELLS MONEY PEOPLE, WORKERS MUST GET THEIR FAIR SHARE TOWBOAT OPERATORS FACING DIESEL FUEL SHORTAGE ON WATERWAYS ROY CURTIS FOUND THAT WELFARE PLAN TAKES CARE OF PENSIONERS FOREIGN TANKERS COLLIDE CAUSING ‘WORST SPILL EVER’ NEW USPHS OUTPATIENT CLINIC OPENED IN ST. LOUIS STEVE LESLIE, 65, AND STILL GOING STRONG AS HEAD OF LOCAL 25, IUOE SIU HDQS. OFFICIAL PETE LOLEAS RETIRES WAGE GUIDELINE GETS TOP COURT OK OVER LABOR’S OBJECTIONS Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 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 7/1/1979 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. 41, No. 7 1979 Periodicals Seafarers Log http://www.seafarerslog.org/archives/files/original/220e6bf4a8c84b98ddc3e7229932e443.PDF ca2ba1a6c183bfba2f9bf995dc7c78f8 PDF Text Text Of SEAMAHStf Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO AUGUST 1979 AFL-CIO^ Urges End toVirgin Islands ^Loophole' Page 3 2nd Bosun Recert Class Gets Under Way Pages 20-21 . ^ Diplomat, Seagoing Tug, Joins Union Fieef .y • Page 13 " 'Ki •" <' .1 ' •^] *• m Inland Vacation Plan Pays SAPOOth Benefit Page 5 USCG Proposes ^ ^Unpassable' f Physicals for Seamen ^ Page 8 -I ( �BE^BB Maritime Authorizations Bill Posses House T HE House of Representa­ tives finally approved their version of the Maritime Appro­ priations Authorizations Act for Fiscal Year 1980 late last month after heated debate over amend­ ments aimed at weakening the bill. The House-approved authori­ zation of $402 million was recorded two months to the day after the Senate's overwhelming approval of the measure on May 24. However, since the House and Senate versions of the bill differ in a number of areas, these differences must be worked out in a House-Senate conference com­ mittee. Included in the House funding total is: • $101 million for the con­ struction differential subsidy (CDS) program; • $256 million for the opera­ tional differential subsidy (ODS) program; • $16 million for maritime research and development; and • $27.9 million for maritime D LPi education and training. The House education and training allocation tops the Senate figure by $2 million. McCloskey CDS Amendment Dumped Funding totals as requested by the Maritime Administration were approved intact. But the critical CDS and ODS programs, which make it possible for American shipbuilders and op­ erators to compete with cut-rate foreign operations, were the subject of an expected attack by Rep. Paul McCloskey (R-Calif.). Two amendments introduced by the California Congressman were soundly defeated by the full House as they had been earlier by the Merchant Marine Subcom­ mittee during mark-up on the bill. The first sought to earve $69 million from the $101 million targeted for the CDS program. The second would have allowed foreign-built vessels to receive ODS funds and preference car­ goes now reserved exclusively for U.S.-built vessels. E oYo. Paul Hall Some Thoughts for Labor Day L ABOR Day has lost a great deal of its true meaning in today's America. People look forward to the Labor Day weekend now, not to Labor Day itself. And although there's nothing wrong with three days of campfires and cookouts, a few minutes of reflection each year on what Labor Day is all about is appropriate. Our oldtimers will recall that Labor Day wasn't much of a holiday years ago, especially for American seamen. It wasn't much of a holiday simply because there wasn't much to celebrate. Back then. Labor Day at best was a time when the individual seaman—one who hadj suffered the abuses and indignities of an unyielding system—would plan for and dream of the day when American seamen as a class of workers would finally arrive. The seaman of 40 years ago wasn't really looking for much. He wanted a little better working conditions, a little more base wages, compensation for overtime work and a system of hiring through a Union hall. All of these initial needs and desires have long since been accomplished through the work of the maritime labor movement. The SIU was an important part of that movement and a major contributing factor to these early achievements. Since the establishment of our Union, 40 Labor Days have come and gone. In that time, we have made tremendous advancements in all areas of importance to the professional seaman. The seaman of 40 years ago would probably find these advancements astonishing. The SIU and other maritime and labor and industry groups considered defeat of these two amendments as key to the sur­ vival and growth of the U.S. maritime industry. While McCloskey's damaging amendments were defeated, sev­ eral other amendments, not in the Senate version, were carried by the House, including: • an amendment which allows a subsidized vessel operator to temporarily suspend his ODS funding and the restrictions that go with it except for those governing intercoastal and coast­ wise trade. This suspension would apply only to vessels less than 10 years old and would have to remaiiTin effect for at least 12 months. The purpose of this amendment is to streamline the ODS program which now forces subsidized operators to serve specific trade routes whether or not there are markets there. • an amendment which would allow U.S.-documented vessels to transfer operator-owned con­ tainerized cargo between do­ mestic points in the continental U.S. if the cargoes originated or were bound for a foreign port. The provisions of this amend­ ment would apply for a five-year experimental period. • an amendment providing that no funds can go for construc­ tion of a new vessel if the vessel's manning level will be more than 50 percent above the minimum levels determined by the Coast Guard. • an amendment which would prohibit ODS funds from going to maritime research organiza­ tions. Again, the amendments to the House version of the Maritime Authorizations bill were not included in the Senate version. The differences between the two measures must now be worked out by a joint House/Senate conference committee. Since Congress is in recess for the month of August, no further action on the bill is expected before mid-September, at the earliest. Our contracts are comparable to, or higher than most craft unions. SIU members; are riding the most modern liners, tankers, tugs aftid towboats in the maritime industry today. But most importantly, our job security structure is strong, stable and capable of weathering the complex problems of today's U.S. maritime industry. As we celebrate Labor Day 1979, the temptation is very strong to say that the American seaman, especially the SIU seaman, has finally arrived. It would be easy to say. But it would only be partially true. You see, it has , always been the philosophy and policy of this Union to never stop trying to improve—to never stop looking to a. better tomorrow. If we are to remain a strong and vital organization, we must never come to believe that we are exactly where we should be and exactly where we should stay*. >• ^ No matter how much we better our wages and contracts, there is always room for greater improvement. No matter how modern our ships and boats become, there is always something more that can be done to improve life at sea for the individual. But most importantly, no matter how many jobs we have under contract to this Union, or no matter how secure our job structure seems, we can never stop trying to expand and organize to widen the scope of our representation. We can't stop simply because if we do we will also stop growing. And when you stop growing,the next step is decline. My point is simply this. The SIU is a strong and growing organization today. We have come a long way as an organization. But to continue to grow and prosper, we must maintain the same levels of interest and intensity that have brought us this far. Years ago, we carved a strong and responsive Union out of nothing simply because we were determined to do so. Today, as in the past, we need the participation and support of every SIU member in the Union's programs, whether it be organizing, in politics or education. But most importantly, the SIU membership must stand strong and remain united to continue to advance and achieve as an organization and as a crucial segment of the American workforce. Change of address cards on Forrn 3^9 should be sent to Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave Brooklyn, N.\ 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 41, No. 8, August 1979. (ISSN #0160-2047) ruunn «ve., orooKiyn, 2 / LOG / August 1979 �AFL-CIO Urges: End Virgin Islands Loophole Also Calls For More Oil For U.S. Tankers, Ban on Alaska Oil Export CHICAGO—Three strong . statements that directly affect the U.S. maritime industry and American seapower were made this month by the AFL-CIO Executive Council at their sum­ mer meeting here. The SIUNA was represented at the meeting by President Paul Hall, who is senior vice president of the AFL-CIO and a member of the AFL-CIO Executive Board. The maritime proposals were part of the important energy statement issued by the Council. The proposals which affect the maritime industry call for: • Greater shipment of do­ mestic and foreign oil in U.S.-flag tankers. • Closing of the Virgin Islands loopholes in the Jones Act. • Opposition to the sale of Alaskan oil to foreign nations, except where the U.S. has a treaty obligation. Also, opposition to any barter agreements to ex­ change Alaskan oil for oil from a third country. The Council's energy state­ ment was aimed at easing the country's fuel crisis. In proposing the use of more U.S. tankers, the Council stated that these ships "have a proven safety record" and "would minimize losses due to accidents." was that "the loophole encour­ ages dependency on foreign ships for transportation of vital energy resources." Discussing its opposition to Alaskan oil swaps, the Council said "such 'swaps' only encourage U.S. oil companies to defer or cancel necessary U.S. refinery expansion and pipeline construc­ tion and provide no savings to U.S. consumers." Protection of Alaskan oil was also included in another state­ ment by the Council on renewal of the Export Administration Act which is now before Con­ gress. The current export law limits the swap or sale of Alaskan oil. The Council wants to make sure this continues. It observed, "Without continuation of such limitations, Alaskan oil might be sold abroad or swapped in a manner that is detrimental to America's interests at the very time when our nation must develop a program of energy independence." Atlantic Fishermen Vote to Come Into SlU-AGLIWD The SIU has once again broadened its scope of representation and ex­ panded its membership as a result of the merger this month of the SIUNA-affiliated Atlantic Fisher­ men's Union into the SIU's Atlantic, Gulf, Lakes and Inland Waters (A&G) District. Over the past few months, reports of AFtTs desire to merge into the A&G District have been given at the monthly SIU membership meetings. At the May meetings, it was announced that AFU had made inquiries about the procedures for merger and the willingness of the A&G District to accept such a merger. The A&G Executive Board in­ formed the AFU that a formal written application must be made. As reported by the Log in July, the AFLPs application was presented at the July SIU membership meetings. It was also accepted by the SIU Executive Board. Acceptance of the AFLTs applica­ tion set the stage for a vote on the merger. AFU members, who sub­ mitted mail ballots between July 30 and Aug. 16, voted overwhelmingly in favor of dissolving their union and becoming part of the SIU A&G District. SIU A&G members in all ports approved the proposed merger by a vote at the August membership meetings. The A&G Constitution did not require a secret ballot referendum by A&G members because the merger does not alter the A&G Constitution in any way. By voting in favor of the merger, the Atlantic Fishermen accepted the A&G Constitution in full. An Agreement of Merger, drawn up by the Executive Boards of the SIU and AFU stated: "AFU shall merge into and become an integral part of the A&G." The agreement also says that shipping and job rights for SIU and former AFU members will remain separate. Those rights will depend on whether a member has sailed in the appropriate unit and for how long. The AFU, which represented commercial fishermen sailing off the northern coast of the U.S., has been losing jobs due to foreign fishing competition for many years. But as a result of the recent 200 mile coastal limitation on foreign fishing, new jobs in that area are expected to open up. By merging with the A&G District, the AFU felt they would be better able to organize those new jobs. The merger is also beneficial to the SIU. As the membership of the A&G District increases, the SIU's ability to protect jobs and job security of all members increases along with it. 3 Newly Acquired APL Ships in Transpacific Run INDEX Legislative News Marad Authorizations Page 2 SlU in Washington Pages 9-10 Efforts Intensify to Bring Passenger Ships Back ...Page 4 Union News AFL-CIO: Close Loophole ... .Page 3 President's Report Page 2 Headquarters Notes Page 6 Letters to Editor Page 18 Brotherhood in Action Page 33 At Sea-Ashore Page 14 SPAD Checkoff Back Page Great Lakes Picture Page 26 Inland Lines Page 23 Coast Guard Physicals Page 8 Red Tape Ties Up LNG Plans Page 12 General News Ship's Digests Dispatcher's Reports: Great Lakes Inland Waters Deep Sea Talking about closing the loophole in the Jones Act, the Council pointed out that the loophole allows foreign flag vessels to engage in commerce between the Virgin Islands and the U.S. mainland. The Council noted that "oil accounts for 99 percent of the outbound shipments from the Islands to the U.S. As a result of the loophole, this oil is carried (almost exclusively) in foreign flag ships." The conclusion of the Councij Page 30 Page 35 Page 32 Page 22 Training Upgrading "A" Seniority Upgrading.... Page 24 Piney Point Grads Page 31 Upgrading Schedule Page 16 Membership News New Pensioners .Page 34 Final Departures Pages 36-37 Steward Recertification Program Page 11 Carter on Delta Queen Page 15 American President Lines, a West Coast-based company, recently bought three containerships from bankrupt Pacific Far East Lines. All three ships are now in transpacific service and are operating in addition to the company's other 18 ships. Last July, APL added to its ports of call on the Seattle-Far East run when the five ships in that operation began callin' at Kediak and Dutch Harbor, Alaska. APL found that Japanese-flag ships were going to Alaska just to pick up the seafood products so plentiful in Alaska waters. Since APL's vessels out of the Northwest use the Great Circle Route to the Orient they pass within a few miles of the Alaska ports. . The company sent its marketing people to Alaska and nailed down shipping commitments for the Orient-bound seafood products. The latest in the company's new markets has been to step into the West Coast—Guam 4rade. APL has announced that their containerslups being built in by diesel, ^ regular bunker oil. Their new ships will be the first subsidy-built, American-flag ships to use diesel power. Although diesel fuel costs at least 50% more than bunker oils, the diesel engine is so much more efficient than the steam turbine, APL figures it may save as much as $1 million a year for each of the ships. Farmworkers Urge: ^Don't Buy Non Union Iceberg Lettuce' The United Farmworkers (AFLCIO) have sent circulars to more than 57 labor newspapers across the country, including the Log, in an attempt to muster national support for their strike against United Brands Co. The strike, which has been in effect since January of this year, has been particularly violent. Peaceful pickets have been harassed and beaten. One farmworker, Rufino Contreas, was shot and killed, fle was only 28 years old. Circumstances exist which have made it difficult for the Farm­ workers to publicize their strike. Most of the Farmworkers are recent emigrants to the United States. As such, they are isolated from the mainstream of American society, much like the sailor war when he was involved in the great strikes of the 30's and 40's. The membership of the Farm­ workers Union is concentrated in two main areas, California and Arizona. The products they are picketing, however, are sent to every state in the country. United Brands, the giant food conglomerate which has refused to deal fairly with the United Farm­ workers, has been officially charged with unfair labor practices. The company markets Chiquita banana^ and Iceberg lettuce. August t979 / LOG / 3 . �Efforts Intensify to Bring Back U.S. Passenger Ships E FFORTS to revive the onceproud U.S. passenger ship industry are being continued by a wide spectrum of the maritime industry. Last month, Senator Daniel K. Inouye (D-Hawaii) introduced two pieces of legislation in the Senate which, if enacted, would lead to a revitalization of the American passenger ship trade. _ Similar legislation has been proposed in the House of Repre­ sentatives. On July 22, representatives from all segments of the maritime industry testified before the House Subcommittee on Mer­ chant Marine in favor of that legislation. The legislation is comprised of three separate bills, each of which would clarify the status of a specific passenger vessel. The three ships are the SS Indepen­ dence, the SS United States and the SS Santa Rosa. The first bill, H.R. 4814 would direct the Department of Trans­ portation to cause the SS Inde­ pendence to be redocumented as a vessel of the United States, thus allowing it to engage in coastwise trade. H.R. 441 would allow the SS United States to operate in the domestic and/or foreign com­ merce of the U.S. between for­ eign ports. The third bill, H.R. 488, is similar to H.R. 441, except that it involves the SS Santa Rosa. Many of the witnesses who testified before the House sub­ committee had already given similar testimony on behalf of the Senate versions of the bills. Witnesses who appeared be- Mrs. Jean Ingrao, executive secretary-treasurer of the AFL-CIO Maritime Trades Department, testifies at House hearings in favor of bills to revitalize the U.S.-flag passenger liner industry. Chuck Mollard (center), SID Washington representative, and Herb Brand (left), president of the Transportation Institute, also came out in favor of the legislation. fore the most recent House Subcommittee hearings include Chuck Mollard, SIU Washing­ ton representative. Herb Brand, president of the Transportation Institute and Mrs. Jean Ingrao, executive secretary-treasurer of the AFL-CIO Maritime Trades Department. Officials from various gov­ ernment agencies also testified in favor of the three bills. Mrs. Ingrao, summed up well the concerns of m.ost of the witnesses when she stated; The 55 Independence (above), the SS United States and the SS Santa Rosa are the focal points of legislation to revive the U.S.-flag passenger shrtp industry. The legislation would redocument these vessels under American registry. "Once returned to service, these vessels would provide jobs for American workers at sea; in United States shipyards; and in allied and supportive industries such as the longshore industry In addition, these bills address the concerns expressed by many Americans who have asked the MID when they can again take cruises on a United States flag vessel that is inspected by the United States Coast Guard and which is operated to United States safety and manning standards . . During the course of the hearings, Subcommittee Chair­ man John Murphy (D^N.Y.) stated that: "it is imperative that we do whatever is necessary legislatively to permit these passenger vessels in question to once again operate under the U.S. flag in the foreign and domestic commerce of the United States . . . We must not let this opportunity slip by." Energy Crisis, Impending Recession Labor's Top Priorities CHICAGO—At its summer meeting here, the AFL-CIO Execu­ tive Council said that strong measures were necessary to fight the nation's energy crisis. The Council, among other things, also supported ratification of the SALT 11 treaty and warned that America is facing the threat of massive joblessness. Representing the SIUNA at the meeting was President Paul Hall who is also the senior vice president of the AFL-CIO. The meeting was chaired by AFLCIO Secretary-Treasurer Lane Kirkland. AFL-CIO President George Meany, recovering from a leg ailment, did not attend. In its statement on energy, the Council said it agreed with the thrust of the six-point energy program an­ nounced by President Carter on July 15, 1979. "We agree," the Council noted, "with the President's call for conser­ vation, a crash program to develop alternate sources of energy, the Energy Mobilization Board, the Energy Security Fund, and for a 4 / LOG / August 1979 windfall profits tax" on the oil companies. However, the Council didn't agree with President Carter's decision to decontrol the price of oil. "It will not contribute one iota to resolving the energy crisis, shorten the gas lines or increase supplies." Control Oil Monopoly The Council feels that the oil monopoly must be brought under control. It warned that if the oil companies' monopoly "fails to adequately serve the public interest, consideration should be given to nationalization of the industry." The energy statement also in­ cluded proposals which would affect the maritime industry. The Council called for: the use of more U.S.-flag tankers; closing of the Virgin Islands loophole in the Jones Act; opposi­ tion to the foreign sale or swap of Alaskan oil. On ratification of the SALT II treaty the Council qualified its support. It would back the treaty if the Senate resolution on ratification contains provisions for development of the MX missile and an early deadline for warhead reduction. These stipulations, the Council said, require no changes in the treaty. Talking about the threat of mas­ sive joblessness, the Council said this comes on top of acute problems of inflation and the energy crisis. The council warned that it's time for the Carter Administration and Congress to start planning and acting to meet the third recession in a decade. It added that the keys to solving the problems of inflation and energy are a healthy economic growth and"^ full employment. The Council dealt with rhany other issues during its summer meeting. Some of them were: health legislation; social security; housing, and plant closing legislation. Unemployment Edges to 5.7% WASHINGTON, D.C.—The nation's jobless rate edged up slightly last month to 5.7 percent changing little from June's 5.6 percent. The rates have remained ^around this percentage since last August. Overall, the unemployment picture for both blacks and whites remained unchanged from June. Although for blacks their rate dropped to 10.8 percent from 11.3 percent. Whites' stayed at 4.9 percent. And the teenage rate held steady at 15.3 percent. With adult males, their rate went up to 4.1 percent from 3.9 percent. Adult women's declined to 5.5 percent from 5.8 percent. The U.S. Labor Department's Bureau of Statistics said 5.8 million workers in this country were out of jobs in July, an increase of about 74,000 workers jobless from June. The number of workers who lost their last jobs rose by 175,000 last month while the number seeking their first job went down by more than 90,000. Secretary of Labor Ray Marshall plans to recommend more jobs programs to the Administration if the unemployment rate continues to go higher. �Inland Vacation Plan Hits a High Note Pays 5,000th Check In Only 3rd Year of Existence T HE SIU'S Industry-wide Inland Vacation Plan reached new heights this past month with the issuing of its 5,000th benefit check in only its third year of existence. Since the Vacation Plan first went into effect at one contracted company in August, 1976, the Union's goal has been to extend its benefits to SIU Boatmen throughout the industry. Each time the number of checks issued under the Plan reached a new high, it indicated another step closer to reaching this important goal. The Inland Vacation Plan now has been accepted through col­ lective bargaining by 90 percent of all SlU-contracted inland companies. The recipient of the 5,000th vacation check was Boatman William Russell, an SIU mem­ ber since 1954. Russell is Captain on the Dixie Pirate (Dixie Car­ riers). The long-time SIU member believes in the things a strong union can do for its membership. Before the Plan started, most Boatmen got the short end of the stick when it came to vacation benefits. Many, like those from some companies on the Rivers and the Gulf, got no benefits at all. Those who did receive some form of company benefit, usually had to take a lot of drawbacks along with it. For example, they had to work at least a year to be eligible for the company vacation and could collect only once a year after that. If they left the company, they lost the benefit and had to start from scratch building up eligibility at another company. Moreover, the company benefits were generally small and took years to amount to anything. Another important aspect of the Plan is that if a Boatman moves to another job in another company, he still collects benefits every day he worked at his former company. In other words, the SIU Vacation Plan provides complete benefit protection to the member. Moreover, Boatmen can count on these benefits to increase with each year of their contracts and with each new contract. In only 3 years, the Union has made tremendous strides in establishing the Vacation Plan for Boatmen. But still, the best is yet to come. Boatman Bill Russell, who works for Dixie Carriers in New Orleans, was the recipient of the 5,000th Inland Vacation Plan check. NMC Studying a Hold Full Of Maritime Legislation The National Maritime Coun­ cil is reviewing proposed legisla­ tion which, if enacted, would have dramatic repercussions for the entire maritime industry. In the past two months, a flurry of legislation has been proposed to deal with U.S. maritime problems. The legislation is not an organized attempt to deal with these problems. Rather, it is a series of separate bills offered by a wide spectrum of Congressional and Government figures. Many of the bills have con­ flicting views as to what measures must be taken in order to ensure the revitalization of our industry. Only one thing is certain: that whatever the measures are that will ultimately be passed by Congress and signed into law by the President, they will Lakes Seamen Get Aug. I COLA Increase All Great Lakes Seafarers covered by SIU contracts with the Great Lakes Association of Marine Opera­ tors (GLAMO) and Kinsman Lines received a 25 cent per hour cost of living Increase as of Aug. 1, 1979. The August COLA is the third which Great Lakes SIU members have received this year. Coupled with the May increase of 21 cents and the March COLA of 13 cents, SIU Lakers have received a total of 59 cents per hour in cost of living adjustments this year. COLA'S are based on hikes in the Consumers Price Index, released quarterly. For every .3 point rise in the Index, Great Lakes Seafarers receive a one cent per hour add-on. The revised June Index rose to 216.9, topping the previous figures by 7.6. The final adjustment date in 1979 is Nov. 1. have far-reaching effects on the lives of SIU members. The National Maritime Coun­ cil is an important outgrowth of the SlU-backed Merchant Marine Act of 1970. After passage of that landmark Act, labor and industry officials realized the need for working together towards a com­ mon goal—the betterment of the U.S. maritime industry. The SIU has been an active participant in the NMC since its inception. There have been three major attempts in thfe last two months to reorganize the structure of the maritime industry. While all the parties involved profess to have the same goal in mind, they take quite different approaches. Senator Daniel Inouye (D- Hawaii) has introduced a series of eight bills which he predicts will lead to a renaissance of the American merchant marine. The NMC has given its whole-hearted support to two of the provisions and is studying the other six to determine just how they would affect American ship­ ping. The first measure which the NMC endorses would permit liner companies here and abroad to enter into agreements involving general cargo trade between two nations on the basis that the carriers of each country transport at least 40 percent of their bilateral trade. Vessels flying the flags of other countries could compete for the remaining portion of that trade on an unrestricted basis. Robert E. Lee Committee "11 J#' SIU Patrolman Teddy Babkowski (seated center) prepares to write a dues receipt tor Engine Delegate Earl Rogers (seated left) at a payoff with a crewmember and the Ship's Committee of the LASH Robert E. Lee (Waterman) on Aug. 16 at Pier 7, Brooklyn, N.Y. They are (I. to r.) Chief Cook L. Blanchard, steward delegate: AbleSeaman C. Howell; Chief Steward/Baker A. Blazio, secretary-reporter, and AB Philip Maechling, deck delegate. The second initiative would streamline the procedures fol­ lowed by the Federal Maritime Commission in considering liner conference agreements. M. Lee Rice, vice chairman of the NMC Board of Governors, said that the two bills would "provide the means to preserve the U.S. merch­ ant marine and place the fleet on an equal footing with foreign competi­ tion while at the same time main­ taining full and free competition." The other two attempts to reorganize the structure of the maritime industry have come from Rep. John Murphy (D-N.Y.) and from the Maritime Administration. The NMC has set up six subgroups to study the proposals contained in these bills and come up with an evaluation of their worth. Interstate Boatmen Get COLA Hike Under the terms of the SIU contract with Interstate and Ocean Transport Co. (lOT) of Philadel­ phia, all licensed and unlicensed Boatmen received a cost of living increase effective July 1. The 1979 COLA, computed on the basis of a 6.1 percent rise in the Consumer Price Index, comes on top of negotiated wage increases effective the second year of the collective bargaining agreement. The more than 500 boatmen working under contract to lOTs five subsidiary companies—Mariner Towing, Gellenthin Barge, Inter­ state Oil, Interstate Barge and International Bulk, will receive a second and final COLA under the terms of their current contract in July, 1980. The lOT agreement expires June 30, 1981. August 1979 / LOG / 5 �Headquar ters ISni^s by SIU Executive Vice President Frank Drozak Steward Recertificotion: Opportunity of a Lifetime N a man's career, a new opportunity to further that career is like a shortcut down a long and windy road. When you take advantage of the opportunities, you not only by­ pass some of the rougher stretches along that road, you also shorten the distance to your final career destination. Letting opportunity go by the boards is like spinning your wheels, or getting onto a treadmill. Your goal might be in sight, but you're not getting any closer. For Chief Stewards who qualify, the new Steward Recertification Program could be one of those once-in-a-lifetime career opportunities you've been waiting for. Certainly, if you enroll in the program and complete it, you'll be about as close to your career goal as you can get. I What will you have when you complete the program? You will have the maximum job and financial security possible for you and your family. Chief Stewards who successfully complete the eight-week program will find themselves in a new bracket. The Steward Recertificatiiyi Program should prove to be a popular one. One indication of this is the fact that the first class, beginning Sept. 3, is already booked solid. Eight Chief Stewards (the limit for each class) have already decided they're not going to let this opportunity get away. There will be one more class held this year, starting Nov. 13 at the Harry Lundeberg School in Piney Point, Md. Eight additional classes will be held in 1980 in case you miss out on the first two. But remember, just like that temporary by-pass, this particular road won't be open forever. Each class will be limited to only eight participants, and the line is already forming. So why wait to sign up? The opportunities for upgrading, advancement, and improved job security in the SIU are there like never before. The new Steward Program is just one example of this. If you qualify—if you are a Chief Steward, with "A" seniority, the necessary seatime—then new opportunity awaits you, providing you shift gears and turn down that road that leads up to it. So make your move now brothers. Reserve a spot in one of the forthcoming Steward Recertification classes, while you still can. • Patriot, 1st of 12 New Sea-Land Diesels Launched The Patriot, the first of Sea- important aspects of a shipping Land's 12 new diesel ships, was company's day-to-day opera­ launched earlier this month. Her tions. The 12 diesel powered vessels, first SIU crew is scheduled to go aboard in December. The launch­ or D-9's, will use an average of 35 ing of the Patriot marks a new percent less fuel than those direction for the U.S. maritime vessels equipped with steam industry, one which is dictated by turbine engines. That translates the energy crisis and skyrocket­ into a savings of $750,000 a year per ship. This is money which will ing cost of bunker fuel. In just 10 years, fuel prices per help make Sea-Land more com­ metric ton have increased over petitive in relation to foreign flag 10-fold. What's more, they have vessels. The Patriot is expected to doubled in the last seven months. Shopping for fuel is, and will begin trading early in 1980. The continue to be, one of the most other 11 ships are slated for Be One launching at the rate of one a month, starting in November of this year. When all 12 ships are in use, 30 percent of Sea-Land's fleet will be diesel powered, as opposed to five percent for the rest of the American merchant marine. The addition of the twelve vessels is an important step in a $580 million capital improve­ ment program which includes fleet and terminal moderniza­ tion. When the Patriot and her sisterships are in use, Sea-Land will have a 40 vessel fleet, 85 percent of which will be less than six years old. Several years ago, two-thirds of Sea-Land's fleet was over 30 years old. The new ships will utilize 40foot containers, instead of the 35foot containers which have long been Sea-Land's trademark. It is expected that this will give Sea- Land a greater flexibility in its route deployment. Sea-Land has long been a leader in shipping. It was a pioneer in the field of containerization and is the first American company to try to wrestle with the problems caused by the energy crisis. The SIU will man all of these new vessels. Not only does this development create more jobs for our members, it presents them with a special challenge. Diesel poWered engines require the presence of QMED's with special diesel training. Members with this training will therefore be in a better position not only to help themselves but to help their fellow shipmates as well. The Harry Lundeberg School of Seamanship has scheduled upgrading courses in diesel training. The next course is slated to start November 26, 1979. Golden Dolphin Committee Take the Able Seaman Course at HLS It starts November 8 (Application is in this issue of the Log.) 6 / LOG / August 1979 Recertified Bosun Arthur C. Harrington (center) ship's chairman of the VLCC Golden Dolphin (Aeron fVlarine) here is with a crewmember and the Ship's Committee at a payoff last month. They are (I. to r.) AB K. Hassan; QMED Eddie L Washington, engine delegate; Chief Cook Rafael Padilla, steward delegate and Chief Steward/Baker Tobe Dansley Jr., secretary-reporter. The tanker paid off at St. James, La. near the port of New Orleans. �No Bull! Taurus SlU's 10th Gas Carrier 64 'y AURUS the Buir may be X the second sign in the zodiac. But for the SIU, Taurus is the name of the tenth LNG ship to be crewed by Seafarers. She's the seventh built by En­ ergy Transportation Corporation. Crewed in Quincy, Mass. early this month, the ship went through a few days of trials off Boston before heading to the Far East. Like her six sister ships, the LNG Taurus will carry liquid natural gas from Indonesia to Japan. The SIU is also manning three LNG ships built by El Paso Company. Over half of the SIU crew on the LNG Taurus have already sailed on LNG ships. For in­ stance, the steward department is headed by an LNG veteran, Frank Costango. Brother Costango was on the first LNG vessel crewed by the SIU, the LNG Aquarius. He was also on the LNG Gemini and more recently LNG ships that are under U.S. on the LNG Libra. All of those flag. This is largely due to the ships were built by Energy qualified manpower available in Transportation. the Union. Men like the above Also in the steward depart­ mentioned Brothers went ment, Patrick Geary, chief cook, through an LNG course at the has sailed on the LNG Aquarius Harry Lundeberg School in and LNG Leo. Piney Point, Md. One of the three QMEDs on Any member wishing to take an LNG course should contact board the LNG Taurus is Gerard the HLS or their nearest SIU Bernous who has been on the representative. LNG Gemini. Like her sisterships, the LNG The three quartermasters have Taurus has some impressive each been on a different LNG statistics. The vessel is 936 feet ship. Brother Joe Morrison was on the LNG Aquarius, Lionel" long. Her five 8-inch thick Shaw was on the LNG Capricorn spherical cargo tanks rise 40 feet and Glenn Miller sailed on the above the deck. Each tank is 120 LNG Gemini. feet in diameter and weighs 800 Two of the AB green tickets, tons. The five tanks can carry Clarence Burgo and Charles 125,000 cubic meters of liquid Loveland, were on the LNG Aquarius. Seafarer Loveland has natural gas at 265 degrees below also been on the LNG Leo as zero, fahrenheit. has Ordinary Seaman Robert The ship can be loaded and Tremblay. unloaded in 12 hours. The SIU has manned all the Safety-wise, the LNG Taurus Most of the SIU crew who took the LNG Taurus (Energy Transportation Corp.) on her maiden voyage pose for a photo at Union •Headquarters before heading up to Boston for special firefighting training. (The two kids are not shipping out—at least not yet. They're posing with their father, Gerard P. Bernous, QMED). Other members of the first crew included: Bosun Sam Brooks: Quatermaster Glenn Miller, Lionel Shaw, Jr., and Joseph Morrison; Able Seamen Charles Loveland, Clarence Burgo, and Stephen Lupo; Ordinary Seamen Tim McCabe, Kenneth Dominquez, and Robert Tremblay; OMEDs Wilbert Hyder, Jr., and Mark Freeman; Wiper Tomas Caron; Steward/Baker Frank Costango; Chief Cook Patrick Geary; General Steward Utilitymen Raymon Lopez, Aubrey Robinson, and James Moore. has a double bottom hull; a collision avoidance system; and extensive firefighting system. The latter includes automatic sprin­ kler apparatus and eight dry chemical Ansul firefighting sta­ tions located at strategic points on deck. The vessel cost over $100 million to build. And despite the LNG Taurus' namesake, all these facts are no bull. The LNG Taurus shown shortly before embarking on her maiden voyage. Calif. LNG Terminal a Step Closer to Groundbreaking Plans to build California's first liquified natural gas terminal inched another step closer to reality this month as an Administrative Law Judge of the Fedt rsl Energy Regula­ tory Commission (FERC) recom­ mended approval of the project. Judge Samuel Gordon approved the plans of two California utilities, Pacific Gas & Electric Co., and Pacific Lighting Corp., to build the marine off-loading and LNG regasification facility at Little Cojo Bay, Calif. In addition, he okayed the companies' proposal to buy 400 million cubic feet of LNG per day from Alaska and another 500 million cubic feet daily from Indo­ nesia. The daily total of 900 million cubic feet will be shipped to the Little Cojo Bay terminal, regasified there, and moved via pipeline to California consumers. Despite the FERC judge's ap­ proval, ground-breaking on the facility is still a long way off. The $1.8 billion project has to be approved by the FERC and the Energy Dept. A spokesman for FERC said the Commission had adopted "an ex­ pedited schedule" to rule on the California terminal. But a final decision from the regulatory agen­ cies is not expected before the end of the year, at the earliest. State and federal regulatory proceedings on the California facility have already dragged on for five years. Last month, the Cali­ fornia Public Utilities Copimission reaffirmed an earlier okay of the project. Their approval was based largely on the chosen site of the LNG terminal. Originally planned for a location near Los Angeles, the terminal was re-sited, in accordance with state law, to the remote, sparsely populated area at Little Cojo Bay. FERC Judge Gordon also weighed the proposed site heavily in his decision to green light the project. But Gordon, noting that California is dependent for nearly half its energy on natural gas, was swayed by "the pressing need for additional long-term supplies in the California market." The SIU has long supported development of a U.S. LNG import program which would allow the alternative fuel to play a role in solving the country's energy prob­ lems. In addition, a large-scale LNG import program would generate thousands of man-years of employ­ ment for American workers in U.S. shipyards and aboard U.S.-flag LNG carriers. Transport of the fuel via LNG tanker has already been proven safe and efficient. SIU members crewed their tenth LNG carrier this month and the record of Union crews aJu)ard LNG vessels has been exceptional. But while Asian and African countries are now eager to sell their plentiful supplies of LNG to the U.S., this will not always be the case. In a statement sent to two subcommittees of the House Merch­ ant Marine & Fisheries Committee, the SIU warned that "Indonesian officials have indicated that they will sell their gas elsewhere if approval is not immediately forthcoming." In addition, the SIU pointed out that "regulatory delays" on LNG projects "cost American consumers millions of dollars in terms of higher capital and ship and plant construc­ tion costs." Finally, the statement concluded, "the approval of pending LNG import applications and proposed energy projects, such as new re­ fineries, pipelines and tankers are absolutely essential if the U.S. is to achieve its goal of reducing its heavy dependence on imported oil." August 1979 / LOG / 7 �C.G. Proposes Unpossoble Physicals for Seamen The U.S. Coast Guard has apparently gone owrboard and proposed an unwx»rkable battery of physical tests to measure a seaman's ability to cope with the rigors of his job. The proposed physicals dis­ criminate against older seamen. And in most cases could only be passed by a young man in perfect physical condition. The tests and their companion rating scales are part of a compli­ cated formula the Coast Guard has oulined in a draft proposal entitled "Seaman Profile Match­ ing Men to Jobs.." The profile proposals, formulated under provisions of the Port & Tanker Safety Act of 1978, were relayed to the SIU, other maritime unions and U.S. shipping com­ panies last month for comment. SIU President Paul Hall re­ sponded to the Coast Guard's request for "preliminary" dis­ cussion of their profiling formula. President Hall did not offer a point-by-point critique of the Coast Guard's draft, calling such discussion "futile" and "pre­ mature." However, he blasted the Coast Guard's proposals as a "classic example of proverbial overkill. "The preliminary draft pro­ posals," Hall wrote, "more reasonably resemble military qualifications akin to astro­ nauts," No other civilian workers are subjected to anything like the rigorous testing procedures de­ veloped by the Coast Guard for merchant seamen. The pro­ cedures are designed to deter­ mine the fitness of merchant seamen in the areas of: overall strength and stamina; incapacita­ ting diseases or conditions; strength of legs, hips and back; strength of arms, shoulders and neck; vision; hearing and emotional stability. Some of the testing procedures rely wholly on the "subjective" opinion of the examining doctor. In other cases, the tests require almost acrobatic agility. The SIU firmly believes that merchant seamen must be in sound health to adequately perform their jobs. As part of the Union's commitment to the safety of both crew and vessel, all SIU members have long been required to undergo a thorough annual physical exam at an SIU clinic. No Seafarer is allowed to ship on an SlU-contracted vessel unless he's ruled "fit for duty" by an SIU physician. The Union's exam is a "gen­ eral, complete physical,'' which already covers most of the points outlined by the Coast Guard, said Dr. Joseph Logue, director of SIU Medical Services. "We feel that the Coast Guard's profile is Olympians Would Have Trouble Passing too extensive and detailed to be practical." In addition, Dr. Logue pointed out that the Coast Guard's profile does not take either age or experience of a seamen into account. "Older seamen who have been shipping for years are, through the aging process, not as agile as when they began ship­ ping," Dr. Logue said. SIU President Hall suggested to the Coast Guard that they hold a meeting with union and man­ agement representatives before taking any further action on theirphysical profile draft. After such a meeting. Hall said, working committees should be formed to draft regulations which are both practical and realistic. Unions Drafting Proposal to Secure V.A. Benefits for Seamen Maritime labor is continuing its efforts to get merchant seamen awarded veteran's status for time served in military support roles during wartime. Along with several other AFLClO maritime unions, the SIU is helping to draft a well-dpcumented proposal which will form the basis of an application for V.A. benefits on behalf of merchant mariners. (Other maritime unions involved include the Marine Engineers Beneficial Association, the National Maritime Union, the Masters Mates & Pilots and the Radio Operators). The proposal will be submitted to a three-member Civilian/Military Review Board, convened by the Dept. of Defense. Created under the auspices of the G.l. Improvement Bill of 1977, the Board's function is to decide on a case-by-case basis whether various groups should be awarded veterans status and the benefits that go with it. Submission of the maritime unions' joint application will be ready by November of this year. This extra time will enable the unions to put together a strongly supported, comprehensive draft proposal. 8 / LOG / August 1979 Preparation of the proposal has been a painstaking process. Exten­ sive research has been necessary to document the five criteria estab­ lished by the Defense Dept. as the basis of judging whether a particular group should be granted veteran's status. The DOD's criteria say a civilian group can receive veterans benefits if: • they received training and acquired a military capability or the services they performed were critical to the success of a military mission; • the members of the group were subject to military justice, discipline and control; • they were not permitted to resign; • they were susceptible to assign­ ment for duty in a combat zone; • they had reasonable expecta­ tions that their service would be considered active military service. Using data culled from a variety of sources, including a report submitted by the Maritime Admini­ stration to the Defense Dept., the maritime unions are building a strong case for veteran's-benefits on behalf of seafarers. Included are facts and figures proving that thousands of merchant mariners were killed or wounded as a result of war-related service. In addition, the unions cite evidence that many merchant seamen re­ ceived military training in World War 11 and participated in defense gunnery manning when no Navy crews were assigned. The most difficult of the five DOD criteria to substantiate has been the last which says that merchant seamen must prove they had "reasonable expectations" that their wartime service would be considered active military service. "Reasonable expectations" is a subjective attitude which can't readily be backed up by facts. But the intent of a speech made by President Franklin D. Roosevelt when he signed the first G.I. bill into law in 1944 was clear. "I trust," FDR said, "that Congress will also soon provide similar opportunities for post-war education and unemploy­ ment insurance to members of the merchant marine who have risked their lives time and again during this war for the welfare of their country." Good Feedin' Galley Crew Galley crewmembers of the Cove Engineer were on tap for a photo recently when the ship pulled into Port Reading, N.J. They are, from the left: Juan Pagan, messman; Mike Kelly, saloon messman; Glen Gyres, B.R.; Charles Miles, steward/baker, and Nazareth Battle, chief cook. �tin in tonglinQt Seafarers International Union of Nortli America. AFL-CiC) On the Agenda in Congress... Congress is now in recess and will reconvene Sept. 5. Meanwhile, action has been taken recently on a number of legislative matters of particular concern to Seafarers. And further action is expected when the House and Senate get back in session. • Ocean Mining—House On July 25, 1979, the House Merchant Marine and Fisheries Committee favorably reported H.R. 2759, the Deep Seabed Hard Mineral Resources Act. During the markup session, the Commit­ tee rejected an amendment offered by Rep. Paul McCloskey (R-Calif.) designed to weaken the U.S.-flag vessel provisions in the legislation by a division vote of 10-7. As reported by the Committee, the legislation retains the requirements that mining and processing vessels and at least one ore transportation vessel per mining site be documented in the United States. • Ocean Mining—Senate On July 30, 1979, the Senate Foreign Relations Committee favorably reported, with amendments, S. 493, the Deep Seabed Hard Mineral Resources Act. During the markup, a motion by Senators Frank Church (D-ID.) and Jacob Javits (RN.Y.) to include language from last year's ocean mining legislation requirements that mining and processing vessels be built in the United States was adopted by the Commit­ tee. Joining in support of the motion were Senators: Richard Stone (D-FL); Charles Percy (R-IL); Jesse Helms (R-NC) and S. I. Hayakawa (R-Calif.). In addition to the "build America" provision of the bill, S. 493 requires that mining and processing vessels and at least oneuore transportation vessel per mining site be documented under the laws of the United States. H.R. 2759 and S. 493 have not as yet been scheduled for floor action in the House or the Senate. August 1979 Legislative, Administrative and Regulatory Happenings H.R. 4814 introduced by Congressman John Murphy (D-NY) would direct the Coast Guard to redocument the S.S. Independence, so as to allow the vessel to engage in the coastwise trade. General Counsel for the Maritime Admin­ istration, Constantine Caras, supported all three bills "as important steps toward promoting and developing U.S.-flag pas­ senger and cruise service in our domestic trades." During a markup session on July 27,1979, the Senate Commerce, Science and Trans­ portation Committee, chaired by Senator Howard Cannon (D-NV), reported similar legislation to permit these three passenger ships to return to active passenger service. • Maritime Authorization On July 27, 1979, by voice vote, the House of Representatives passed H.R. 2462, the Maritime Appropriations Authoriza­ tions Act for fiscal year 1980. As passed, this legislation authorizes: $101 million for the construction differential subsidy program; $256.2 million for the operating differential subsidy program; $16.3 million for research and development; $25.8 million for maritime education and training expenses and $35.5 million for Maritime Administration operating ex­ penses. During floor debate of the legislation, the House rejected the two amendments offered by Rep. Paul McCloskey (R-Calif.). They included an attempt to reduce the construction differential subsidy program by $69 million, and an amendment to allow foreign-built vessels to obtain operating differential subsidy. • Outer Continental Shelf The House Select Committee on Outer Continental Shelf will continue oversight hearings on the implementation of offshore oil and gas development on the Outer Continental Shelf. Rep. John Murphy (DN.Y.) will chair the oversight hearings. • Railroad Deregulation The Transportation and Commerce Subcommittee of the House Interstate and Foreign Commerce Committee will con­ tinue field hearings on deregulation of rail­ roads. Rep. James Florio (D-NJ) held a hearing on August 7 in Chicago, 111. • Committee Reorganization The House Select Committee on Commit­ tees (that's right!) will hold a meeting to consider proposals to revise committee procedures, rules and jurisdiction. Rep. Jerry Patterson (D-Calif.) will chair the meeting. Seniority Upgraders Visit Washington For A Lx)ok at Political Action in Action • Passenger Vessels On July 23, 1979, the Subcommittee on Merchant Marine of the House Merchant Marine and Fisheries Committee held a hearing on legislation designed to enable the return of the S.S. United States, the S.S. Independence and S.S. Santa Rosa to active passenger service. The bills were introduced by Congress­ men Daniel K. Akaka (D-Hawaii) and John Murphy (D-N.Y.) respectively. Enactment of this legislation would clarify the ability of a vessel built with construction subsidy funds, as were the. S.S. United States and S.S. Santa Rosa, to operate in the domestic trade after the expiration of the vessels' statutory life of 25 years. Eleven more Seafarers came to Washing­ ton to take a first-hand look at their union's political activities, and to talk with both the SIU's and the industry's representatives about our legislative program. During their day-long visit, the SIU members—who were participating in the'A'Seniority upgrading program—met with representatives of the Transportation Institute, and later with SIU and AFL-CIO legislative staff at the Maritime Trades Department. As they posed on the Capitol steps for a photo, they were joined by a strong supporter of the U.S. Merchant Marine— Congressman William Whitehurst (RVa.)—who is standing behind SIU Legisla­ tive Representative Betty Rocker. Behind the Congressman is SIU Houston Patrol­ man Hernando Salazar. Participating in the Washington educa­ tional visit were SIU Upgraders Donald Bousson, Gary Cellamare, David Murray, Robert Scrivens, John T. Nathan, Stephen K. Thompson, Joseph Cosentino, Vincent P.Carrao, Mark S. Downey, Rodney Penoe, Thomas Redes and Larry Barker. August 1979 / LOG / 9 .•.M �m Maritime Industry News 2:i)C 51U in U^nsljinfiton n Congress Holds Hearings On LNG Facility Siting The Subcommittee on Coast Guard, Navigation, Oceanography and Merchant Marine held two days of hearings earlier this month on two bills which would set down regulations and restrictions of the location, construction and operation of liquefied gas (LNG) facilities in the United States. The two House bills are H.R. 1414 and H.R. 3749. Among those testifying were Charles Nalen, Director of Vocational Education at the Harry Lundeberg School; Charles Mollard, SIU Washington representative; and Herbert Brand, president of the Transportation Institute. Nalen explained the school's educational program of LNG courses for unlicensed seafarers manning U.S.-flag LNG vessels. According to Nalen, the educational programs provide LNG safety training for rated seafarers. These educational stand­ ards, Nalen concluded, have provided each seafarer employed onboard LNG vessels the required training to insure continued safe ship operation. In testimony submitted for the record. Brand expressed support for the objectives of the proposed legislation. He further stated that the implementation of uniform guidelines for the safe operation of LNG facilities would reduce public anxiety over the implementation of pending projects. Approval of the projects. Brand noted, would result in the replenishment of our energy supplies, reduction in unemployment and the ultimate strengthening of the U.S.flag fleet. Charles Mollard commended the Sub- committee's recognition of the need for a coordinated regulatory approach to the siting, construction and operation of liquefied gas facilities. Mr. Mollard also expressed the belief that "if the United States is to achieve its goal of reducing its heavy dependence on imported oil, the approval of pending LNG import applications and proposed energy projects such as new refineries, pipelines and tankers must be expedited." US-Flag Fleet Hits 22 Million Tons The privately-owned ocean-going fleet of the U.S. Merchant Marine totaled 745 ships (550 active) comprising a record 22.8 million dead-weight tons, on Aug. I, according to figures released by the U.S. Maritime Administration. Compared to July 1 totals, the number of ships in the U.S. fleet decreased by four vessels, but the overall capacity of the U.S. fleet increased by 1.6 million tons. The large gain in capacity reflects the larger sizes of the new fleet additions during the past 12 months, and the comparatively small size of the older vessels removed from the fleet "during that period. The active privately owned fleet as of Aug. 1 totaled 21.6 million dwt. As of Aug. 1, also, 55 merchant ships totaling nearly 3 million tons were under construction or on order in private Ameri­ can shipyards. The shipbuilding orderbook consisted of 11 tankers, 10 liquefied natural gas (LNG) vessels, 14 intermodal carriers, 10 dry-bulk carriers, 3cargo-breakbulk vessels, and 7 special-type vessels. Legislation to Beef Up U.S. Share of Bulk Trade Introduced Representatives Lindy Boggs (D-LA) and Paul Trible (R-VA) recently introduced legislation which could substantially beef-up U.S.-flag participation in the carriage of dry bulk commodities. The co-chairmen of the Congressional Shipyard C-oalition said that it is time to "establish for the United States a policy of bilateralism in our bulk trades." The U.S. Maritime Administration has introduced similar legislation aimed at aiding our bulk fleet. On August 2nd, the Louisiana Democrat introduced H.R. 5113, the Maritime Pulk Trade Act of 1979. Rep. Boggs described the measure as a bill "to encourage the movement of bulk cargoes to and from the United States in a manner that provides for an equitable sharing of these cargoes between and among American-flag vessels, the ships of our trading partners and those of third-flag nations." Mrs. Boggs noted that such bilateral "agreements exist at the present time in certain Latin and South American trades, specifically with Brazil, Argentina, Guate­ mala, Chile, Peru and Colombia and with the Soviet Union." This sought after increase in U.S.-flag bulk carriage would be accomplished, according to Rep. Boggs, "through the negotiation of governing international maritime agreements with our bulk com­ modity trading partners which will reserve at least 40 percent of the bilateral bulk trade to the vessels of each nation." Mrs. Boggs further pointed out that these agreements will become effective upon Congressional approval and will restrict third flag or cross trade carriers to a maximum share of 20 percent of the bilateral trade subject to the waiver procedure. Rep. Paul Trible characterized his bill as creating "a new and novel approach to the 10 / LOG / August 1979 issue of construction and operating sub­ sidies for U.S.-flag vessels." The Virginia Republican, co-chairman with Rep. Boggs of the Congressional Shipyard Coalition, stated, "In recognition of the substantial investment already made in many 'Jones Act' vessels, the bill structures the new system of CDS and ODS payments in such a way that the owners decision to operate a vessel in foreign trade or domestic trade will be made on the basis of commercial consideration rather than on the basis of the availability or nonavailabil­ ity of subsidy in either of these trades." Rep. Trible further pointed out that the bill addresses a series of other issues which have impacted adversely upon the bulk sector of the U.S. merchant marine. He explained, "These include (1) artificial restrictions on the foreign sale of subsidized vessels, (2) prohibition on the use of the Capital Construction Fund in domestic coastwise and intercoastal trades, (3) unreasonable limitations on the ownership and operation of foreign-flag vessels by subsidy recipients, (4) lack of adequate enforcement of the cargo preference laws dealing with government impelled cargo and (5) restrictions on the worldwide trading opportunities of U.S.-flag vessels." SPAD is the SIU's political fund and our political arm in Washington, D.C. The SIU asks for and accepts voluntary contributions only. The Union uses the money donated to SPAD to support the election campaigns of legislators who have shown a pro-maritime or pro-labor record. SPAD enables the SIU to work effectively on the vital maritime issues in the Congress. These are issues that have a direct impact on the jobs and Job security of all SIU mem­ bers, deep-sea, inland, and Lakes. The SIU urges its members to continue their fine record of support for SPAD. A member can contribute to the SPAD fund as he or she sees fit, or make no contribution at all without fear of reprisal. A copy of the SPAD report is filed with the Federal Elec­ tion Commission. It is available for purchase from the EEC in Washington, D.C. �t ' H ? 8 Galley Veterans Set to Get Cooking For New Steward Recertification Program E' 'IGHT Seafarers have been selected for the first class of the brand new Steward Recerti­ fication Program. They will begin the two-month Program on Sept. 3 at the Harry Lundeberg School in Piney Point, Md. The stewards selected were: Judson P. Lamb; Herbert Scypes; James Colder; James Higgins; Paul Franco; Charles Rice; Alfred Bodie, and Charles Scott. These Seafarers were chosen in the same manner that members are selected for the Bosun Recertification Program. Following the July membership meeting in New York, a meeting was held oif rank-and-file stewards who chose a three-man selection committee from among themselves. This Committee then picks stewards for the Program from among the applicants. The next Steward Recertifica­ tion class will begin Nov. 12, 1979. In 1980 there will be a minimum of six classes and there may be as many as eight. The stewards in each class will spend six weeks at HLS and two weeks at Headquarters. By going through this Pro­ gram, stewards will be upgrading their work skills. They will also be gaining a greater knowledge about their Union and today's maritime industry. Both are essential if the stew­ ard is to function properly as the head of his department and as an important member of.the ship's committee. If you have not already ap­ plied, you should do so as soon as possible. Just see your SIU Representative or contact the Seafarers Appeals Board. Qualifications for the Steward Recertification program, as formulated by the Seafarers Appeals Board, include: class "A" seniority: • three years seatime in a rating above 3rd cook or assist­ ant cook with at least one of the three years as chief cook, or; • four months seatime as 3rd cook, assistant cook or higher, plus four months as cook & baker or higher, plus four months as chief cook with certificates of completion from HLS for each course, or; nine months seatime as 3rd cook or assistant cook plus four months as cook & baker plus four months as chief cook with HLS certificates for cook & baker and chief cook courses, or; • nine months seatime as 3rd cook or assistant cook, plus nine months as cook & baker, plus four months as chief cook with an HLS certificate for the chief cook course. Steward Department Members! Apply Now for the Steward Recertification Program This program gives you the up-to-the-minute skills you need aboard today's vessels: Learn how to: • Manage the entire Steward Department • Control inventory • Prepare for Public Health inspections • Type • Polish your culinary skills • Plan menues and use food efficiently It's your ticket to job security. It'll put you on top in your profession. AND—you get 110 dollars a week—you can't afford not to attend! Contact*your Seafarers Appeals Board to enroll. Sign up now! Program begins November 12. Economy Demands Action on Ocean Minfng Congress is once again consid­ ering passage of an Ocean Mining Bill, one very similar in tone and substance to legislation proposed last year. If enacted, the new bill would provide many benefits to the be­ leaguered American economy, in­ cluding the creation of badly needed jobs for a host of American workers, especially those employed in the maritime sector. The bill is being considered at a time when the Law of the Sea Conference has come to an impasse. The Conference was convened nearly six years ago to, among other things, regulate the rich natural resources which lay at the bottom of our planet's oceans. It was hoped that the Law of the Sea Conference would quickly produce an agreement under which the nations of this world could recover vast mineral deposits con­ sidered to be "the common heritage of mankind." The American economy des­ perately needs the mineral resources paving the ocean floor. At the present time the U.S. imports 98% of its manganese and cobalt, 90% of its primary nickel, and 15% of its copper. All these minerals could be obtained from the bottom of the ocean instead of from foreign countries. Elliot Richardson, the U.S. delegate to the Law of the Sea Conference, has gone on record as supporting interim legislation which would set standards for American participation in the mining of ocean minerals. Companies have been reluctant to mine resources from the ocean floor because the legal duties and obligations which govern such activity remain unclear. The com­ panies are afraid of risking the enormous investment it would require to undertake such a venture so long as their investment may be jeopardized by a lack of legislatively defined standards. Last year, the ocean mining legislation which was proposed ran into problems because of time difficulties. It enjoyed considerable support in Congress as well as with labor and industry officiaHs^. It passed easily in the House. However, it was set aside in the Senate because of the sup­ posedly overwhelming workload which confronted Congress. It was overlooked even though manganese is an essential ingredient in the production of all iron and steel products. The iron and steel in­ dustries are among the most impor­ tant in this country. Their perform­ ance affect every facet of the American way of life. The legislation was overlooked even though copper plays an impor­ tant role in the manufacturing of electrical motors, power generators, transformers, plumbing, brakes, radiators, heaters and carburetors. The legislation was overlooked even though nickel is used in petroleum refining and in the production of gas turbines, aircraft frames, marine and automotive bodies, and ceramics. And it was overlooked even though cobalt is used to produce industrial magnets, telephones, gas turbines; and plays an important role in radiation research and treatment. Congress is again confronted with a seemingly overwhelming workload. It may overlook oce^n mining legislation as it has done before. And if it does then the natural resources which would have helped to ease the grave economic problems which confront our nation will lay untouched at the bottom of the ocean floor. These minerals will stiil have to be imported, and thei*cost will aggravate an already astronomical balance of payments deficit. Last year, the U.S. was the only nation to actively consider legisla­ tion which would have set interim regulatory standards for an incipient ocean mining industry. This year, however, both Japan and West Germany have been studying the issue. Congressional inaction on this matter is threatening to erode America's competitive edge in an important economic area, and could conceivably deprive many unem­ ployed American workers of in­ creasingly scarce jobs. August 1979 / LOG / 11 �Red Tape Has, New LNG Projects Tied Up Congress returns to TT Washington in Septem­ ber, they'll be considering legisla­ tion which will clear the way for development of alternative en­ ergy sources, including liquefied natural gas. Right now, the U.S. has no clear LNG policy. Lengthy regu­ latory procedures are required before a company can sign a contract to import the fuel or break ground for an LNG term­ inal. Many tentative contracts between U.S. companies and Indonesia, Algeria and other major LNG exporters have been buried in regulatory red tape. The SIU has long supported creation of a U.S. LNG policy as a means of generating both badly needed fuel and employment for Americans. SIU members have been in on the ground floor of LNG transport, ere wing a total of ten U.S.-flag LNG carriers over a two year period. The SIU's well-known com­ mitment to LNG prompted an invitation from Rep. Mario Biaggi (D-N.Y.) to testify on two LNG bills last month. Two days of hearings before the Subcom­ mittees on Coast Guard and Navi­ gation and Oceanography were held on H.R. 1414 and H.R. 3749. Both bills are aimed at streamlining current LNG siting, construction and operation pro­ cedures. Charles Nalen, Director of Vocational Education at HLS went to Washington, accom­ panied by SIU members with LNG sailing experience to testify on the Union's LNG training program. Nalen told the Subcommittee that "a comprehensive under­ standing of an LNG ship, its cargo and operation procedures," is crucial for a crew aboard an LNG vessel and provides the basis of the Union's LNG pro­ gram. He outlined the details of that program which includes instruc­ tion in the properties and han­ dling of LNG, its hazards and procedures to follow in an emergency as well as LNG ship construction and fireflghting. "Satisfactory completion of "I was impressed by the esfficiency of the crews on these vessels. I witnessed one at Cove Pointy and the care, the precision, the precaution was extraordinary. And I can understand it—I can understand it from the industry's point of view, because they have hundreds of millions of dollars invested. "But the crew obviously shared that concern and commitment, because they did a phenomenal job. They brought that vessel alongside and you could have cracked an egg between it. That's how delicately and how effectively it was done." Subcommittee Chairman Rep. Mario Biaggi these courses is required for certification from HLS," Nalen said, adding "this certificate is mandatory for employment on­ board LNG vessels. "Since our initial LNG course in early 1974," Nalen noted, "we have graduated 624 Seafarers." Subcommittee Chairman Bi­ aggi remarked on the safety record of Union LNG crews which he had a chance to observe firsthand during a visit to the LNG receiving terminal at Cove Point, Md. "Twas impressed," Biaggi said, "by the efficiency of the crews on these vessels... the care, the precision, the pre­ caution was extraordinary." Following Nalen's testimony on LNG training, SIU Washing­ ton representative Chuck Mollard told the Subcommittee that the Union considers "importa­ tion of LNG as part of a sound overall energy policy. "LNG is one of the few sources of energy which can be obtained quickly and in large volumes," Mollard stated. In addition, he pointed out that construction of U.S.-flag LNG carriers to accom­ modate an LNG import program would create employment for shipyard and shipboard workers. The U.S. needs a "coordin­ ated regulatory approach to the siting, construction and opera­ tion of liquefied gas facilities," Mollard. "The SIU supports the adoption of government policies encouraging LNG imports." Lundeberg School Director of Voca­ tional Education Charles Nalen was a key witness at a recent Congressional hearing on coastal storage sites and facilities for liquefied natural gas (LNG). Getting to the top doesn't have to be a long haul. We'll help you get there fast— Move up in the Engine Department. Take the FOWT Course at HLS. It's your first step up the career ladder. It starts November 26. To enroll, contact your SIU Representative or mail the application in this issue of the Log to HLS. 12 / LOG / August 1979 Seafarers with experience aboard SlU-contracted liquefied natural gas (LNG) carriers were on hand for a special Congressional hearing on proposed sites for LNG off-loading and storage facilities. The three Seafarers, who were in Washington as part of their union's Seniority Upgrading Program, posed for a photo in the offices of the House Merchant Marine & Fisheries Committee before the hearing. They are Donald Bousson, Larry Parker and Gary Cellamaro. AFL'CIO Calls Boycott Of Seattle Bank A boycott of the Seattle-First National Bank has won the unani­ mous support of the AFL-CIO Executive Council. Seattle-First National has re­ fused to recognize and bargain in good faith with Financial Institu­ tion Employees of America, Local 1182 of the United Food and Commercial Workers International Union. The hank has refused to bargain since March 1978. It was at that time that Local 1182, formerly an inde­ pendent association, was chartered by the international union. The hank has ignored findings of unfair labor practices made by the National Labor Relations Board. Directives by the Board to bargain in good faith have been appealed by the bank to the U.S. Court of Appeals. The SIU supports this boycott and calls upon all union members and their families and friends to cease patronizing Seattle-First National as long as necessary. �2 More Seafarers Retire With increased Pension T hough a distance of 1500 But Seafarers eligible to retire miles separates New York, under the Union's Early Normal the home of Seafarer Louis E. pension (20 years seatime at age Lowe, and Brother Charles L. 55) can accumulate even more in Dandridge's home outside the monthly pension payments under port of Mobile, the two oldtime the Early Normal Pension SIU members have something in Increments Program.common. For every full year (365 days) Both Seafarers Lowe and worked after meeting the eligibil­ Dandridge retired under the ity requirements for Early Union's Early Normal Pension Normal pension, a Seafarer is Plan this summer. And they entitled to a $25 monthly pension share the distinction of being the increment, up to a maximum of second and third deep sea SIU seven increments. members to qualify for the new, Both Seafarers Lowe and $400 monthly pension. Dandridge are lEarly Normal The two men sailed 125 days pensioners. And both Lowe and after Jan. 1, 1979 before putting Dandridge continued working in for, pension, which qualified after they qualified for Early them for the $400 monthly Normal retirement. pension. Brother Lowe accumulated As of June 16, 1980, the deep six years seatime working on the sea pension will jump another Sea-Land shoregang after he $50 per month to $450. Deep sea qualified for Early Normal SIU members who put in 125 retirement. That means Seafarer days of seatime after June 16, Lowe earned six $25 increments, 1980 will be eligible for the $450 bringing his pension up to $550 monthly pension payment. per month. The new monthly pension rate Brother Dandridge continued of $400 this year and $450 next shipping as AB and accumulated year applies to all three types of three years employment after he SIU pensions: Regular Normal, was eligible for an Early Normal pension. So hell be drawing a Early Normal and Disability. monthly pension benefit of $475. By putting in that extra seatime. Brothers Lowe and Dandridge also made themselves eligible for the Early Normal Supplement program. A Seafarer who works at least two years after meeting Early Normal Pension requirements will earn a lump­ sum bonus of one full year pension p^ments (12 times the monthly pension benefit). In Seafarer Lowe's case, his monthly pension plus increments comes to $550. So his lump-sum supplement check, payable the January following retirement, will be 12 X $550 or $6,600. Brother Dandridge worked three full years after qualifying for Early Normal retirement. His supplement check will total 12 x $475 or $5,700. Another benefit for all SIU pensioners and their dependents comes in the form of continued coverage under the Seafarers Welfare Plan. Seafarers Lowe- and Dan­ dridge will be picking up their first, well-deserved pension very soon. Brother Dandridge, who join- Louis E. Charles L. Lowe Dandridge ed the Union in the Port of Mobile in 1945, plans to use his leisure time "to get in plenty of fishin'." Dandridge shipped OS in his early years with the Union, working his way up to AB in 1956. He's well satisfied with the benefits hell be receiving under the pension plan and thinks the improved benefits "are a sure sign of progress by the Union," Brother Lowe agrees. He said the new monthly pension benefits are "a considerable change from when I started shipping out," adding that he started sailing as a messman on old ISU ships back in 1938. Seafarer Lowe, who ended his seafaring career as a chief cook, plans to stay in New York, where he lives with his wife, and take it easy during his retirement years. Ogden Connecticut Committee | N.O.Has New Seamen'^s Center ) Recertified Bosun Elmer Barnhill (third left) ship's chairman of the ST Ogden Connecticut (Ogden Marine) leads his Ship's committee and crewmembers at a payoff at Stapleton Anchorage, 8.1. N.Y. early this month. With him (I. to r.) are Chief Pumpman Mitch Samuels, educational director; Chief Cook Ray Gonzalez, Wiper Ricky Broadus, engine delegate; Chief Steward Ed Kelly, secretary-reporter; Messmen R. Manuel and T. Tims, Baker J. Mortinger, steward delegate and engine Utility R. Lopez. Seamen and servicemen will find they have more reason than ever before to get excited about arriving in New Orleans. Always a favorite place to drop anchor, the great city on the Mississippi now boasts a new maritime center located in the heart of the French Quarter. Here, seamep can make use of modern recreational facilities, including a gymnasium, swimming pool, game room, lounge and library. The center also has a small chapel, and will provide a place to send and receive letters and telephone mes­ sages. The Stella Maris Maritime Center is housed at 609 Governor Nicholls Tug Diplomat Joins SIU Manned interstate Fleet A 118-foot long boat has been added to the SlU-contracted fleet of Interstate Oil Transport (lOT). The boat is the Diplomat. Ac­ quired this year by lOT, the boat was built in 1978 and was formerly known as the Lampco VI. She's 195 gross tons and has a beam of 34 feet. Her work area will be the Delaware Bay and River and other parts of the East Coast. The Diplomat will be towing the tank barge Interstate 138. This barge holds 130,000 barrels of oil. Since the barge is not quite ready. in the .y......v. Vvvt*. J./'V Street. The building, a former recreational center for French Quarter youths built in 1948, was recently renovated at a cost of $350,000. The man primarily responsible for the center's opening is the Rev. Don­ ald F. Grady who serves as director and rector at Stella Maris. Father Grady is no stranger to the needs of seamen, having served as port chaplain in Boston and Portland, Me. before coming to New Orleans three years ago to serve as chaplain for the Archdiocese of New Orleans Apostle of the Sea. The new center will offer space for clergy of a number of religions to hold services including the Greek Orthodox and Dutch Reformed churches, as well as the Roman Catholic Church. The operation of the center will be overseen by Col. Jack R. Booth, USAF, (Retired) which will be served by a staff of five. Volunteers are also expected to help the center provide its valuable service to seamen. Alcoholism is a disease. IIIIIIIIIIIIIIIIIIIIIIIIIMIIIIIIIIII It can be treated. Kenny Guthv relief captain, sailed the tug Diplomat (lOT) from Iron Works Shipyard at Algiers, La. 1 •• August 1979 / LOG / 13 T-ir �SS President Hoover At Sea y Ashore San Francisco A winning combination of six lookouts aloft, alert Seafarers at the rail, a curious radio operator and a brilliant feat of seamanship by the 40-year veteran captain of the containership SS Transchamplain (Matson) all helped the ship's 3rd mate survive a million-to-one shot chance—to be picked up afloat alone in the middle of the shark-infested Pacific Ocean. By rights, 3rd Mate Gudmundur "Lucky" Sivertsen, 60, should be in Davy Jones' Locker today a couple of hundred miles off Guam Is. Instead, after he was reported missing overboard an hour later and 26 to 27 miles away from the ship by the vessel's radio operator—who had seen the mate clad in his underwear and socks on deck early in the afternoon of July 25—did Capt. Elmer Gibbons, 64, sound the alarm and count the crew on the stern. Despite wind, currents and choppy seas which lowered the rescue odds against spotting a man's head in the water, the master maneuvered the 523-foot, 7,674 gross ton converted tanker into a "Williamson Turn" looping turnabout "which puts the ship right back (along her course track) into a reciprocal, riding in her own wake. "I ordered the ship searched and every available man (six) aloft as lookouts," the captain said. Then "I notified the Coast Guard at Guam (the ship was about a half day out of Guam enroute to Oakland). They had a plane over us just about the time we reached the man. "I couldn't calculate the odds against finding him . . . The water temperature was 86 degrees. Suddenly there were six of the men all hollering at once 'There he is.' "And there he was floating on his back which is best not to attract the sharks. We got a boat over to him and got him aboard but we had trouble getting the boat back because of the seas. "We treated him for sunburn, then let him sleep through the night. He was a bit sick from all the sea water he'd swallowed, but he was back on duty the next day." "Lucky" Sivertsen. ST Columbia The ST Columbia (Ogden Marine) sailed up to the Lake Superior port of Duluth, Minn, early last month to payoff and pickup a cargo of grain for delivery in Tunisia, North Africa. However, a grain millers strike there halted all loading of grain aboard ship. So the crew was sent home and the vessel tied up. No end is in sight for the end of the beef. A4/V Lionheart The Coast Guard has given the nod to extend use of the Mj V Lionheart by Coordinated Caribbean Transport as a temporary U.S. flag vessel, so she can continue her voyages to Ecuador until Oct. 31. She is manned by SIU members. By then, CCT expects to have integrated tug barges available so the Lionheart could be withdrawn. The former PFEL ship, the renamed SS President Hoover (American President Line) has returned to the trans-Pacific run. Her sisterships, the ex-PFEL ships, SS President Grant and the SS President Tyler (both APL) will go into service soon. Southern Thailand Armed stowaways aboard an oil tanker heading for here escaped with 2,000 gallons of diesel fuel in what Thai security and oil officials called the only known hijacking of an oil tanker. Philadelphia Container handling in this port increased by 22 percent in the first four months of this year. About 51,700 containers were moved. The rise is partly attributed to the long tugboat strike in the port of New York, ST Cove Engineer Late this month, the ST Cove Engineer (Cove Shipping) will haul for the MSC 10,000 tons of special fuel from the port of Norfolk to the U.S. Navy's base in Guantanamo Bay, Cuba. Soviet Union The Soviets have already bought almost 8-million metric tons of U.S. grain for delivery during the fourth year of the five-year U.S.-U.S.S.R. grains agreement, says U.S. Secretary of Agriculture Bob Bergland. The agreement ends on Sept. 30, 1981 but Russia wants to modify the treaty so she can buy more corn. Somalia and Mauritius Is. American ships will carry half of the 32,700 metric tons of U.S. grains worth $10.7 million sold to Somalia, East Africa during fiscal 1979 under U.S. Public Law 480. Our ships will also carry half of the 10,000 metric tons of U.S. rice worth $2.8 million sold to the Mauritius Is. in the Indian Ocean by Sept. 30 under the above law. Alaska's North Slope Alaskan crude oil could flow in two years to the Upper Midwest, East and the West as the National Governors Assn. last month unanimously backed a Northern Tier Pipeline Co.'s plan to build a 1,500-mile line from Port Angeles, Wash, to Clearbrook, Minn, with connections to Buffalo, N.Y., Denver, Colo., and Salt Lake City, Utah. The line could move 700,000 to 933,000 barrels daily. Secretary of Interior Cecil Andrus will submit recommendations on the plan to the White House by mid-October for the President's decision. Chester, Pa. Puerto Rico Maritime Shipping Authority's (PRMSA) R/O R/O trailership the Ponce will be converted for a 40 percent more carrying capacity at the Sun Shipyard here at a cost of $29 million. It should be completed in 18 months after start of conversion. A 90-foot midbody, spar deck and new boilers will be added, allowing stowage of 390 40-foot trailers and 126 autos. WICC Maryland The 265,000 dwt VLCC Maryland (lOM) starting in the middle of this month will make six voyages in the Alaska North Slope to Panama Canal oil trade during the next six months. She is the lone subsidybuilt U.S. tanker on the run now. Tobago, W.I. A Greek-flag supertanker, the 292,666 dwt VLCC Atlantic Empress, which collided with the Liberian-flag supertanker, the 210,257 dwt VLCC Aegean Captain late last month off Trinidad, sank in flames off this island early in August. The crash generated the "world's biggest oil spill" from tankers. However, the Aegean Captain survived. 14 / LOG / August 1979 To crew U.S.-flag ships today, you've got to keep up with technology. So keep your job secure. Learn shipboard automa­ tion. Take the automation course at HLS. It starts Nov. 12. To enroll, contact your SIU Representative or mail the applica­ tion in this issue of the Log to HLS. �President Carter took a week long trip down the Mississippi River on the beautiful Delta Queen, a paddle wheel steam boat manned by SlU members. Accompanying him were his wife Rosalyn and his daughter Amy. The trip was described by Jody Powell, Carter's press secretary, as being a "working-vacation". When asked what that meant, Powell noted that Carter had devoted much of his time to informing the Ameri­ can public on the epergy crisis. The Delta Queen is one of two overnight passenger steam boatsstill in existence. The other boat, the Mississippi Queen, also is manned by SIU members. The week-long excursion was described as being "pleasant". The Carters remained onboard the 188 passenger vessel overnight each night and spent their days relaxing with the other tourists who signed up for the regularly scheduled voyage. The riverboat made scheduled stops in Iowa, Wisconsin and Missouri. There had been some controversy prior to the start of the trip as to proposed restrictions on photographers assigned to covering the President. But that was settled amicably. Reactions from the crew are not Throngs of supporters greeted the President just about wherever SlU-manned Delta Queen tied up along the Mississippi. yet available. Carter and Family Take Trek on Delta Queen More Power to Eddie Gilabert, New Mechanical Engineer When Edward Gilabert was very young he used to go with his father, recently'-retired Seafarer Ventura Gilabert, down to Port Elizabeth. Eddie remembers being awed by the huge cranes and unloading booms aboard the container ships his father shipped on as AB. And though his desire to go to sea like his dad faded with time his fascination with things mechanical persisted. So when Eddie won the SIU's four year, $10,000 college scholar­ ship in 1975, his choice of the mechanical course at Polytechnic Institute in Brooklyn, N. Y. was a natural. With his college training com­ pleted this past June, young Gilabert is ready to start his mechanical engineering career with a job at American Electric Power, "The company is a big electric utility which has both coal burning and nuclear power plants," Eddie ex­ plains. "Ill be working as a designer in the boiler section doing piping and steam analysis. "Power is a big thing right now," he remarked, "and I want to get in on the ground floor of the move to develop a more efficient coal burn­ ing process." Though Eddie is sure he's made the right career choice, he's not sure whether heU stay with the mechan­ ical side of engineering or move to management. So he's spending the time between college graduation and the first day of work in September likes skiing. Another hobby is building wooden models of—what else ships. Eddie said his father was "all for" his plan to become a mechanical engineer. "And my dad was very proud that my grades from high school were good enough to receive the SIU's scholarship." "The scholarship was truly a blessing," Eddie added. "I don't know if 1 could have reached the status I'm at now without it." Seafarer Ventura Gilabert retired last year at the age of 65 after 30 years as an SIU member. Born in Spain, Pensioner Gilabert has been taking it easy at his Brooklyn home since his retirement. The SIU wishes both father and son the best of luck in the years ahead. American Heritage Committee Eddie Gilabert taking a couple of courses in management. He also plans to continue his schooling and get a Masters degree. But whether he opts for a Masters in Mechnical Engineering or in Man­ agement depends on which direction his job takes. "I have a very practical outlook towards the future," Eddie said. "I love the technical side of engineer­ ing but I know the real money is in management." Gilabert spends his free time both playing and watching sports. He played intramural baseball and basketball in college and . he also At a payoff early this month at Stapleton Anchorage, S.I. N.Y. are Patrolman Teddy Babkowski (seated left) and the Ship's committee of the VLC American Heritage (Apex Marine). Seated (I. to r.) are Recertified Bosun Ray Todd, ship's chairman and AB Willie Butts, deck delegate. Standing (I. to r.) are Chief Cook Ted Aldridge, steward delegate: Chief Steward Marvin Deloatch, secretary-reporter; QMED Doug Laughlin, engine delegate and Chief Pumpman Glenn Watson, educational director. August 1979 / LOG / 15 �1 An HLS Entry Grad in '76, He's Now a Pilot on the Dixie Rebel SIU Boatman John Norris, who is 23 years old, works as a pilot for Dixie Carriers as a result of the Transportation Institute Towboat Operator Scholarship. "If it wasn't for the Scholarship Program," Boatman Norris said, "I wouldn't have gone for the license." Norris complimented "the good people handling the Pro­ gram at the Harry Lundeberg School in Piney Point, Md." He also pointed out that the Program's "boathandling time makes it easier when you get back on a boat." He noted that "in some places you can get a license in two weeks. But you have to pay for it. You don't get the experience you do at the School." Brother Norris is quite familiar with the Harry Lundeberg School. He was an entry trainee there in 1976. Before that, he worked at the School since he was living nearby. Boatman Norris plans to go back to HLS for the Celestial Navigation and Radar Courses. Boatman John Norris Norns also pointed out that the Scholarship Program gave him the flexibility to move from one company to another. When he entered the Program, he was sailing as a utility tankerman for National Marine. As a pilot for Dixie Carriers, Brother Norris works aboard the Dixie Rebel. The boat runs along the intracoastal canal from New Orleans to Houston. Born in Washington, D.C., Boatman Norris makes his home in Maryland. Maritime Overseas Holding Unclaimed Wages for 72 The Maritime Overseas Corpora­ tion has notified Union Head­ quarters that the company is holding unclaimed wages for a total of 72 Seafarers (as printed below). To receive these monies, a Sea­ farer should write to the following address: Paymaster, Maritime Over­ seas Corporation, 511 Fifth Ave., New York, N.Y. 10017. J. P. Sanchez W. F. McKinnon B. C. OToole J. Garrett Jr. C. J. Gallagher O. Gatlin Jr. J. M. Resthino S. Grader Wm. Watson J. Burk N. Battle P. L. Guerra F. Henry S. Wolfson C. Hargraves G. Moore J. Womack B. Hutchins Wm. Gray L. Smith J. McCoy P. Stevens P. Rodriguez D. Johnson H. J. Green R. Guerrera J. D. Gerretsen W. Bays B. A bad L. Judy 1. Roman J. McKenzie H. Thomas J. Williams J. Parrish J. Rounor The company requests the follow­ ing information from those claiming their wages: 1.) vessel/s upon which employed; 2.) rating/s sailed; 3.) dates employed; 4.) social security number. Following are the names of the 72 Seafarers who have unclaimed wages being held by the company: R. Schemm T. Luketich T. S. Crowley L. Philpoe R. Opper R. H. Clifford Arno Larsen T. L. Stanley S. Conner R. A. Hill 11 F. Moore H. Chamberlin B. Warren D. Fleming L. Thomas Geo. Rub G. Nickum J. Smith A. Cruzado H. Brass J. Greenfold L. Nelson R. Orano F. Reynolds J. P. Wimmer R. C. Mobley S. Yoicai S. Murray I. Jones J. Hardin F. Feliciano D. Gomez J. Recile T. Rios G. Peters R. Gorsu UPGRADING It builds your future It builds your security LNG—October 15, December 10 Diesels for QMED's—^November 26 QMED—October 1 FOWT—October 25, November 26 Reefer Maintenance—October 1 Welding—^November 12 AB—November 8 Automation—^November 12 Quartermaster—October 15 First Class Pilot—October 8 Steward—October 15, November 12, December 10 Chief Cook—October 29, December 10 Cook and Baker—October 29, December 10 Lifeboat—September 27, October 11,15; November 8,22; December 6,20 Tankerman—September 27, October 11,15; November 8»22; December 6,20 Steward Recertification—November 12 To enroll, see your SIU Representative or contact: Vocational Education Department Harry Lundeberg School Piney Point, Maryland 20674 Phone: (301)994-0010 (An upgrading application is in this issue of the Log. Fill it out and mail it today!) Notia to MeaAers Oa Job CMPntoAm When throwing in for woric during a job call at any SIU Hiring Hall, members must produce the following: • membership certificate • registration card • clinic card • seaman's papers INLAND ] UPGRADING It pays Do It Now! 16 / LOG / August 1979 -T--. m �f SlU Boot Victorious in 1979 Intl. Tug Roce C SlU Deckhand Michael Bencher was pretty confident before the race that he and the rest of the James Hannah's crew could bring their boat to victory. Turned out that confidence wasn't misplaced. SlU Deckhand Kevin Guild got a taste of what to expect from the weather and the river during pre-race warmup aboard the James Hannah. ,V You can't win 'em all—but that doesnt mean you have to like It. SlU Deckhand William Gregel helped bring the tug Maryland (Great Lakes Towing) to a third place finish In this year's race. But Gregel would have been happier duplicating the win the Maryland pulled off In 1977. ARRYING a swell of five to six feet behind her, the SIUcrewed tug James A. Hannah (Hannah Inland Waterways Co.) sped to a first place finish in the 1979 International tugboat Race in Detroit last month. The victory was. no surprise to the five hard-working SIU crew­ men aboard the tug. Deckhand Michael Bencher had confidently predicted, "we're going to win it!" during the pre-race warm-up. But crewmembers including SIU deckhands Bencher, Donald Radebaugh, DonFultz and Kevin Guild and cook Louis Travillian had to hustle to pull off the win. Competition from the field of 17 American and five Canadian tugs was stiff as the boats churned up a five mile stretch of the Detroit River traveling at about 15 mph. Another SlU-contracted tug, the Maryland (Great Lakes Towing) earned the third place trophy. And last year's race winner, the Barbara Ann, placed second. The annual tugboat race is the midway point in the week-long International Freedom Festival. Jointly sponsored by the cities of Detroit, Mich., and Windsor, Ontario, Canada, the Festival is a yearly tribute to the friendship and cooperation between the two North American neighbors. TJie Festival is now in its nineteenth year. But the tugboat races had to be suspended for seven years due to a lack of boats in the area. They were re;sumed in 1977 when the SlU-contracted tug Maryland won the cham­ pionship cup. American tugs are familiar with victory on the race course. Though Canadian boats cap­ tured the win in the first two On your mark!' Tugs wait for the starter's signal on the five-mlle stretch of the Detroit River which serves as the race course. .v.. • • What would have happened If...Would the outcome of the race have ^^eri any diffe em last year's race winner, the tug Barbara Ann (left) and this Canadian tug hadn t brushed together shortly after the start of the race? competitions, the International Tugboat Race has had an Ameri­ can winner ever since. The tugboat race increases in popularity every year, judging by the ever-increasing field of conV/C'IiipfWI'XVAVrAAkJ) testants and the size of the cheering crowds. This year, 160,000 spectators lined the riverbanks between Detroit and Windsor to root for the home­ town boys. 'i '• The Winner and champion of the 1 JameTX Hannah. The tugboat race draws American and Canadian competitors hundreds of thousands of spectators every year heading for their starting position. August 1979 / LOG / 17 �BSSS SIU Member Almost a Lawyer Recalls Tough Days Before SiU In 1938, I started working on non-union tugs and towboats which all went out of business and left me with nothing. In 1957 E. E. Saunders went out of business and I bounced from job to job, all non-union. Finally, I was lucky enough to land a union job on Sept. 15, 1964, with National Marine Service. I saw the company grow from roughly seven boats to the present 17 under the SIU banner, making more and better job opportunities for me every year that I was with them. Over the years my wife and I have had various illnesses and I can*t say how much the SIU and our Welfare Plan meant to us. Just last year when I was unfit for duty with a severe heart attack, my wife had to go into the hospital for major surgery. Since I wasn't working, I had no money coming in. The SIU picked up her bill to the tune of $2,854.00. Without it we would have been lost. Over the years I have received the best service in the world from the SIU. My only regret is that I didn't start with the SIU in 1938. From 1938 until 1957—some 19 years of my life—I received nothing. Brothers, you didn't get anything but a kick in the rear from non­ union companies. I only worked for National Marine approxi­ mately 13 years with roughly 10 years employment time. Now I am going to receive a deferred vested SIU pension. Along with my Social Security I can live on it. Compare 13 years with an SIU contracted company with 19 years non-union or elsewhere. I appreciate all the union has done for me, and send my best to all my old buddies out there I wish I could still work, but the doctors have put me in drydock. Brothers, we have the best, the SIU. In May 1975, I was awarded a $10,000 Seafarer's college scholarship. I halted my sailing career when I got the award. The scholarship has allowed me to continue in school for four years, and has given me freedom from financial need to earn the college grades necessary to be admitted to a good law school. During the four years since the award, I have completed college and two years of study at the College of Law of the University of Iowa. I will receive a Juris Doctor degree next year. I want to thank the SIU membership, the officials, and the Trustees of the Scholarship fund for making it possible to go from one year of high school to seven years of college. The education program of the SIU and in particular the "Charlie Logan Scholarship Program" is the finest anywhere. I hope that my experiencva with the program will encourage other Seafarers to take advantage of the educational opportunity we have in the SIU. I also hope they will help to eliminate any hesitation some may have because of age and previous lack of education. Fraternally, Danny McDonald, M-1495 Cedar Rapids, Iowa Sends Word of Thanks Many thanks to the SIU and the Seafarers Welfare Plan for the efficient way they handled my claim when I became disabled. It's been a privilege and pleasure to have sailed with this great Union. Fraternally, Arthur J. Heroux, Retired RFD, Hiram, Me. 04041 This QMED can count on great future. Sincerely and Fraternally, John Wise Pensacola, Fla. Welfare Plan Was Big Help I sincerely wish to thank everyone concerned, the Union and the Seafarers Welfare Plan for the quick and exceptional help they extended to me when my husband. Seafarer Willard Mask, became ill and then passed away. I realize only a thank you is not nearly enough but I will say it again, thanks to a wonderful Union and the Seafarers Welfare Plan. Sincerely, Mildred Mask Inglewood, Calif. Looking for CCC Alumni Many of us wondered what happened to the three million men who served in the Civilian Conservation Corps from 1933 to 1942. So last summer, some 500 former members of the CCC from 39 states met at the VFW hall in West Sacramento, Calif, and organized the National Association of. Civilian Conservation Corps Alumni to keep alive the memories and deeds of the CCC. I would appreciate hearing from any Log readers who may have worked in CCC projects. Fraternally, Jack Vincent 1709 Michigan West Sacramento, Calif. 95691 18 / LOG / August 1979 He knows diesel engines . . . He's ready for the diesel-powered ships that are coming off the ways. He's got job security for today and tomorrow. QMED s at HLS, Just take the diesel engines course for It starts November 26. Fill out the application in this issue of the Log and mail it to HLS. Sign up now! Contact HLS or your SIU Representative. 1 �Vdcafioning Congress Leaves Plenty on the Burner W HEN the dog days of summer turn the nation's cities into sweltering sweat boxes, Congress gets busy—packing. As the sun rises on the first week of August, the corridors of Congress are about as populated as Death Valley. This year, our Representatives and Senators, taking the fastest way out of Washington, have left critically important legislation pending in their wake. The President's sweeping en­ ergy platform, the nation's num­ ber one topic of conversation a month ago, .now gathers dust in House and Senate committee rooms. Another energy bill, one which would effectively prohibit the export of Alaskan oil, was passed by the Senate last month. Similar legislation is still pending in the House. But current restrictions on Alaskan oil exports end Sept. 30. So, if the House does not vote almost immediately on this measure when they get back from vacation, the resulting delay could push past the cut-off date. That could leave the oil com­ panies free to export Alaskan crude to Japan and bring in foreign replacement supplies. Such a swap would deprive American consumers of the largest domestic oil reserve our nation possesses. And since both ends of an Alaskan oil swap would have a foreign link, the crude could be shipped in and out of the U.S. on foreign-flag tankers. Carter's energy program and the question of Alaskan oil are both, fundamentally, consumer issues which touch on U.S. maritime. But there are other bills still waiting for Congress­ ional action which have a direct and important bearing on the U.S. merchant fleet. The Maritime Appropriations Authorizations Act for FY 1980, passed in two different versions by the House and Senate, needs action by a joint conference committee. Maritime funding is LOG Ofliciol Publkolion of the Seoforeri International Union of North America, Atlantic, Gulf, lakes and Inland Waters District, AFl-CIO Auaust. 1979 Vol. 41, No. 8 Executive Board Paul Hall President Frank Drozak Joe DiGiorgio Executive Vice President Secretary- Treasurer luiiomfssl James Gannon Cal Tanner Vice President 389 Editor Mike Gillen Edra Ziesk Assistant Editor Assistant Editor Max Siegel Hall Homaj Marietta Homayonpour Assistant Editor Assistant Editor Dennis Lundy Frank Cianciotti Photography \ Writer! Photographer 1 t Ray Bouroius Assistant Editor Don Rotan West Coast Associate Editor Marie Kosciusko Administrative Assistant George Vana ProductionjArt Director Published monthiv by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters PublishedAFLAve., Brooklyn,,^ N Y 11232 Tei 499-^ Second class postage District, paid at Brooklyn,'N.Y. (ISSN #0160-2047) the only major budgetary item which has yet to be sent to the President for signature. An Ocean Mining bill which includes crucial job provisions for U.S. seamen is another example. The legislation would require that mining and process­ ing vessels, as well as at least one ore transportation vessel per mining site, be U.S.-flag. But the bill has a long way to go in the Senate and an even longer trip in the House where it still has to clear two committees before it can be voted. The snail's pace at which key maritime bills move through Congress brings home, once again, the vital importance of developing a cohesive, U.S. maritime policy. While the maritime-related bills now before Congress are important, each must make its own way through parlimentary procedure. Each separate bill takes its chances before commit­ tee after committee with no assurance of passage in the end. We need a government policy committed to revitalizing the sagging American-flag fleet. A policy that restores the U.S. merchant marine to both a viable commercial and national defense capability. Formulation of such a policy is as much our responsibility as merchant seamen and as Ameri­ can citizens, as it is the respon­ sibility of our legislators. The SIU works day after day in Washington on behalf of the interests of the membership. Those activities are important. But they're no substitute for a little pressure from the people who count the most with elected representatives—their voting constituents. Every postcard, every letter, every telegram from an SIU member to his Congressmen and Senators makes a difference. And a letter signed by an entire crew of a U.S.-flag merchant vessel carries that much more clout. We can rail at Congress all we want for abandoning Washing­ ton with so much critical business left untended. But when it comes right down to it, the responsibil­ ity for rousing them to action on a U.S. maritime policy is ours. August 1979 / LOG / 19 '"' J i'-yl!- �... Freddie Goethe Richard Daly Dutch Keeffer WW • ( ( / " 9- V ^ > •" ;> ••• -• •IVA '^U " •»- Gary L. Hoover Doyle Ellette William Davis BOSUN RECERTIFICATION PROGRAM .'-/riV- X Jose A. Martinez i HE second of three ^osun Recertification classes to be held this year got underway Aug. 6 at the Harry Lundeberg School. The 12 bosuns in the Program will spend a month at the HLS in Piney Point, Md. and a month in Union Headquarters. In January 1979 the Seafarers Appeals Board reinstituted the Bosun Recertification Program for three classes to be held in 1979. The SAB temporarily suspended the Recertification Program in June 1976. At that time 402 bosuns had been recertified. Since then, because of retirement, death, or other reasons the need has arisen for more recertified bosuns. Twelve bosuns went through the first class which ran from May 7 to June 30. The second class runs until early October, and the third class will go from Oct. ^ through Nov. 30. This Program is essential because of the important role that the bosun plays aboard ship. He's the top unlicensed man in the deck department. He is also the Union's representative aboard ship. In both these jobs the bosun must be well informed in order to do his work in the best possible manner. With the new technology aboard many of the SlU's contracted vessels, it's important for the bosun to be up-todate on these shipboard changes. Also, as the Union's ship's chairman it's essential that the bosun be knowledgeable about today's maritime industry. He can then pass on his information to his Union brothers. In this way—through a more educated membership—the Union grows in strength. Photos of the 12 bosuns in this class are carried on these two pages. T The second of three classes of the Union's Bosuns Recertification Program to be held this year started at the Harry Lundeberg School in Piney Point, IVId. on Aug. 6. The 12 SlU bosuns participate in a variety of training sessions which help them fulfill their crucial shipboard roles as ship's chairmen. HLS Director of Vocational Education Charlie Nalen (standing) leads a discussion with the 12 bosuns on how to conduct a shipboard Union meeting. August 1979 / LOG / 21 20 / LOG / August 1979 -w �SIU Adantic, Gulf, Lakes & Inland Waters United Industrial Workers of North America PRESIDENT • Paul Hail SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENT Cal Tanner HEADQUARTERS 675 4 Ave., Bkiyn. 11232 (212) HY 9-66U0 JULY 1-31, 1979 nOTAL REGISTERED All Groups Class A Class B Class C Port ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 11 121 9 30 26 11 34 77 33 53 21 49 27 64 7 1 574 5 54 2 6 6 15 6 19 8 10 8 9 0 18 0 0 166 2 11 0 5 7 4 0 10 4 3 2 12 1 6 0 1 68 Port 8 90 5 28 28 5 27 67 34 44 8 32 21 72 9 0 478 1 85 4 7 12 10 4 46 17 11 2 14 5 45 12 1 276 1 13 1 4 3 7 0 10 2 7 1 15 3 10 0 1 78 11 166 16 36 19 18 30 129 54 72 49 65 18 90 0 2 775 6 45 3 8 9 7 6 25 13 10 15 11 2 19 0 0 179 1 6 0 2 8 3 2 9 2 4 10 20 0 12 0 1 80 3 132 14 32 21 10 31 114 39 51 18 43 16 72 0 1 597 5 48 4 19 5 2 4 32 11 13 8 12 2 20 0 0 185 1 6 0 1 4 1 0^ 0 2 1 7 3 0 8 0 1 35 3 63 4 20 16 11 20 54 27 30 14 16 12 54 0 0 344 0 26 2 5 4 2 2 5 3 4 4 3 3 5 0 0 68 2 5 1 0 0 2 0 2 1 4 7 5 1 7 0 0 37 . 11 182 30 34 25 13 20 69 41 33 35 43 23 62 0 1 622 3 191 2 33 13 6 3 43 17 39 101 49 8 37 0 2 547 1,054 699 ENGINE DEPARTMENT Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle PuertoRico Houston Piney Point Yokohama Totals 1 103 9 24 24 10 18 52 34 47 11 28 11 57 0 0 429 2 47 3 12 5 4 6 23 10 13 4 10 2 18 0 0 159 1 5 1 0 8 0 0 3 3 3 4 3 0 9 0 1 41 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokbhama Totals TOTALSHIPPED All Groups Class A Class 8 Class C 0 87 9 16 20 5 13 37 17 42 0 22 11 50 2 0 331 2 69 5 5 9 6 10 20 12 13 3 9 6 32 1 0 202 0 5 1 0 3 5 0 2 3 2 0 4 1 16 0 0 42 STEWARD DEPARTMENT • 3 50 2 12 11 7 13 30 20 24 11 15 6 30 3 0 237 0 21 3 5 2 2 0 5 3 5 2 1 3 3 4 0 59 1 3 2 0 1 0 0 0 0 4 4 5 0 1 0 0 21 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Totals All Departments 2 64 4 14 11 4 8 28 12 24 0 16 10 45 3 0 245 3 52 7 7 5 1 4 20 18 9 2 5 5 22 22 0 182 0 5 2 1 3 3 3 4 1 16 2 10 2 18 0 0 70 ENTRY DEPARTMENT 2 30 2 12 5 2 5 20 7 21 1 17 8 19 4 0 155 5 133 21 24 32 11 10 51 32 22 12 33 14 55 29 1 485 1 73 0 18 11 12 2 19 6 32 32 29 4 29 0 1 269 0 0 0 2 ^0 5 20 3 3 9 37 15 32 7 16 15 16 0 1 221 1,395 869 399 1,054 660 190 1,937 •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-9375 ALPENA, Mich 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.V 290 Franklin St. 14202 (716) TL 3-9259 CHICAGO, ILL. .9383 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DULUTH, Minn 2014 W. 3 St. 58806 Medical Arts Building 324 W. Superior St. 55802 (218) RA 2-4110 FRANKFORT, Mich HOUSTON, Tex JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, NJ. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. . .2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, Tex. . . .534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif 1311 Mission St. 94103 (415) 626-6793 SANTURCE, P. R. . 1313 Fernandez, Juncos, Stop 20-00909 (809) 725-6960 SEATTLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 sr. LOUIS, Mo. . .4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla. 2610 W. Kennedy Blvd. 33609 (813) 870-1601 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 408 Avalon Blvd. 90744 YOKOHAMA, Japan Yokohama Port P.O. (213) 549-4000 P.O. Box 429 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 West Coast Stewards Halls HONOLULLI, Hawaii ... 707 Alakea St. 96813 (808) 537-5714 PORTLAND. Or Shipping remained extremely good last month in virtually all ports as a total of 1,904 Seafarers shipped through SIU Halls to SlU-contracted deep sea vessels. It's important to note that only 1,054 of these jobs were taken by "A" seniority people. Shipping has been good to excellent for deep sea SIU members for several years now. And the outlook for the future is more of the same. It all means one very important thing for SIU members—job security. P.O. Box D 415 Main St. 49635 (616) 352-4441 1221 Pierce St. 77002 (713) 659-5152 421 S.W. 5fh Ave. 97204 (503) 227-7993 WILMINGTON, Ca. . . 408 Avalon Blvd. 90744 1213) 549-4000 SAN FRANCISCO, Ca. 350 Fremont St. 94105 (415) 543-5855 22 / LOG / August 1979 ./J' ii �Great Lakes Launched this month was the 58,000-ton tanker bai^Hannah 580J (Hannah Marine) at the Equitable Shipyards, Madisonville, La. ' The 350-foot long barge has a molded beam of 60 feet. She'll carry petroleum and chemical products. She also has a double hull and has 10 tanks to hold up to three different segregated cargoes. Tennessee-Tombigbee Waterway Piney Point Contract negotiations were underway at the Steuart Petroleum Co. The contract expired on Aug. 1. The Log will run a complete rundown on the contract when it is wrapped up. Norfolk Negotiations are continuing on contracts at both the Cape Fear Towing Co. and the Stone Towing Co. both of Wilmington, N.C. SIU representatives from Norfolk are handling the negotiations. Contract negotiations were progressing at the newly-organized Swann Launch Co. here. New Orleans Crescent Towing here has added two more modern harbor tugs fullyreconditioned to its fleet of 17 to service the lower Mississippi River from Southwest Pass to Baton Rouge, La. The tugs Terence J. Smith and the Marion Smith will sail from Algiers Point, New Orleans. Set to sail this month, the 350-ton tug Marion Smith measures 106 feet powered by a 2,400 h.p., 16 cylinder HMD diesel engine. Six of the Crescent tugs are in this power range. In December, the 450-ton tug Terence J. Smith will go into service. She measures 119 feet with a 4,000 h.p. 16 cylinder GE diesel. Baltimore Docking two ships a week at the Cove Pt., Md., LNG facility is the busy Tug Cape Henry (Curtis Bay). Foes of the Tennessee-Tombigbee Waterway lost another round in court last month to stall further construction. Their injunction was denied by Federal Judge William Keady who ruled: "The granting of an injunction at this stage in the litigation would cause an immediate stoppage of work on a project of widespread importance." Recently the U.S. Senate okayed more funding for the project pending U.S. House of Representatives' approval. Illinois River Modern day pirates along the Illinois River in northeast Oklahoma are kicking up a storm in the water. Resort owners along the river report that the pirates push logs and stumps into the river, then hide along the tree-lined banks until canoeists crash into the flotsam and overturn. With that they dive in to grab cameras, camping gear, ioe chests, wallets, watches and any other valuables that fall from the canoes. U.S. Inland Waterway System A Mid-America ports study says the volume of cargo on the nation's 15,000 miles of inland waterways will double by the year 2000, requiring the building of 1,000 new cargo-handling facilities like docks and terminals worth $9.5 billion. Lake Pontchartrain A new towboat, the Angela M is on charter to Radcliff Materials this month for use on Lake Pontchartrain. The red, white and blue towboat was built by Gulf Outlet Marine Repair Service, New Orleans. She measures 60 feet long, holds 8,.000 gallons of fuel for a pair of GM diesel engines putting out 800 hp. She also has two 40-ton 10 hp hydroelectric deck winches. C.G. Answers Court Case Charging Incompetency The Coast Guard has filed a legal • allowing U.S.-flag vessels to rebuttal to the SIU's charges that sail undermanned, making even they have inadequately enforced routine maintenance of a vessel U.S. vessel inspection and safety difficult. In addition, insufficient manning forces seamen to work laws. "unreasonable amounts of over­ The Union's charges were spelled ' out in a 52-page lawsuit filed in U.S. time," and creates crew shortages in District Court on May 31, 1979. In case of emergency, injury or death. addition to the Coast Guard, the suit • failure to enforce the 3-watch named several other government standard required by law aboard all agencies for failing to act "in deep sea merchant vessels and the 2accordance with their Congressional watch standard required on tugs and mandate to promote the safety of life barges on voyages of less than 600 and property at sea." miles; Cited as defendants along with the • allowing unsafe and unhealthy Coast Guard were: Secretary of working conditions aboard U.S. Transportation Brock Adams; vessels, including excessive noise Coast Guard Commandant Admiral levels, offensive odors and fumes, John B. Hayes; Secretary of Labor unsafe cleaning equipment and Raymond Marshall; Secretary of inadequate fresh air breathing HEW Joseph Califano, and U.S. ' apparatus used for tank cleaning; Surgeon General Julius Richmond. • allowing some American ves­ The co-defendants rebuttal, filed sels to sail with crew quarters which on their joint behalf by a federally are improperly ventilated, in an appointed attorney, sets the stage unclean and unsanitary condition for what promises to be a long legal and not equipped with proper battle. plumbing; Right now, legal counsel for the • allowing some U.S. vessels to SIU has begun the lenthy process of skirt compliance with many of the compiling proof in the form of safety requirements of vessel in­ documents and expert opinions to spection and certification laws. substantiate the point-by-point Though the Coast Guard and charges against the Coast Guard. other government agencies named in Those charges include: the lawsuit have been notified by the SIU time and again of these and other health and safety hazards to U.S. seamen, little has been done to correct them. The Union therefore saw no choice but to seek a Court order stating that all U.S.-registered vessels must be "seaworthy and fit for navigation and that working conditions and equipment be safe and fit for intended use." In addition, the SIU wants the Court to compel the Coast Guard to "take all necessary measures to ensure the effective enforcement" of U.S. health and safety laws. Because of the far-reaching and complicated nature of the Union's charges and the Coast Guard's rebuttal, a final ruling on the case could be as long as two years away. The Log will keep SIU members informed of all developments as they occur. Notke to Members On Shipping Protethire When throwing in for work dur­ ing a job call at any SIU Hiring Hall, members must produce the following: • membership certificate • registration card • clinic card • seaman's papers • valid, up-to-date passport In addition, when assigning a job the dispatcher will comply with the following Section 5, Sub­ section 7 of the SIU Shipping Rules: "Within each class of seniority rating in every Department, prior­ ity for entry rating jobs shall he given to all seamen who possess [Jfeboatman endorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sentence when, in the sole judgment of the Board, undue hardship will result or extenuating circumstances war­ rant such waiver." Also, all entry rated members must show their last six months discharges. Further, the Seafarers Appeals Board has ruled that "C classifica­ tion seamen may only register and sail as entry ratings in only one department." SECURITY IN UNITY August 1979 / LOG / 23 �Robert Wayne Scrivens John Nathan Stephen K. Thompson Seafarer Robert Wayne Scrivens, 21, graduated from the Harry Lundeberg School of Seamanship En­ try Trainee Pro­ gram in 1976. He upgraded to FOWT there the next year. Brother Scrivens has his lifeboat, firefighting and cardio-pulmonary resuscitation endorsements. He has sailed as a ship's delegate. Born in New Or­ leans, he lives and ships out of that port. Seafarer John Nathan, 20, graduated in 1975 from the Lundeberg School. There he earned his GEO jp. diploma and ^ upgraded to firemanwatertender in 1978. Brother Nathan has the lifeboat, firefighting and cardio-pulmonary resuscitation endorsements. Born in Plymouth, Mass., he lives in Middletown, N. J. and ships out of the port of New York. Seafarer Stephen K. Thompson, 27, began sailing with the Union in 1974 follow­ ing his gradua­ tion from Piney Point. He up­ graded to AB there in 1977. Brother Thompson has his lifeboat, firefighting and cardio-pulmonary resuscitation tickets. He resides in Baltimore and ships out of that port city. Don Bousson Mark Downey Seafarer Larry A. Barker Mark Downey, 27, started sail­ Seafarer ing with the SIU Larry A. Barker, in 1968 as an OS 26, graduated (now AB) from from the HLS his birthplace Entry Trainee and present Program in shipping out 1971. He up­ port. New Or­ graded to fire^ man-water- leans. Brother Downey after a sixtender there. year hitch with the U.S. Navy during Brother Barker has his lifeboat, the Vietnam War as a 2nd class mine cardio-pulmonary resuscitation and man at the Navy's Ammunition firefight.r.g tickets. A resident of Depot, Earle, N. J., where he helped Covington, La., he ships out of the to set up and fire the fireworks for New York's Bicentennial "Opera­ port of New York. tion Sail." He has a state pyro­ technic license. He has the lifeboat, Vincent P, Carrao firefighting and cardio-pulmonary Seafarer resuscitation tickets from HLSS. Vincent P. Car­ rao, 23, grad­ Joseph F. Cosentino uated from the Seafarer HLS Trainee Joseph F. Co­ Program in 1977. In 1978, he sentino, 26, upgraded to firegraduated from m a n - wa t e r the HLSS in tender. He hopes 1975. He up­ to get his QMED rating soon. Bro­ graded to AB ther Carrao has the lifeboat, fire­ there in 1978. fighting cardio-pulmonary resusci­ And he has the tation tickets and has taken the LNG lifeboat, fire­ Safety Course. A native of Brook­ fighting and cardio-pulmonary lyn, N. Y., he lives there and ships resuscitation tickets. A native of out of the port of New York. Baltimore, he sails out of that port. i Rooney Pence Seafarer Rooney Pence, 23, started sail­ ing with the SIU in 1974 after graduating from the HLS. He l\ upgraded to ^||^f i r e m a n watertender there in 1977. Brother Pence has his lifeboat, firefighting and cardio­ pulmonary resuscitation endorse­ ments. Born in Houston, he ships out of that port. Seafarer Don Bousson, 25, graduated from Piney Point in 1977. The next year he upgraded to AB and took LNG training there. He has sailed on the LNG El Paso Southern and LNG Xrzew (both El Paso Marine). Brother Bousson has the first aid, lifeboat, firefighting and cardio­ pulmonary resuscitation endorse­ ments. He ships out of the port of New York. Thomas Redes Gary Cellamare Seafarer Gary Cellamare, 24, graduated from the Lunde­ berg School in 1977. Brother Cellamare got his FOWT rat­ ing in 1978. He igot his LNG endorsement, sailing on the LNG Aquarius (Energy Transportation). Next year he hopes to get his QMED rating. He has his lifeboat, firefight­ ing and cardio-pulmonary resuscita­ tion tickets. He lives in and ships from the port of New York. Seafarer Thomas Redes, 24, is a 1977 HLSS Entry Irainee grad­ uate. The next year he upgrad­ ed there to AB. Brother Redes ' also completed the LNG Course there sailing on the LNG Leo (Energy Transportation) maiden voyage out of Quincy, Mass. He has lifeboat, firefighting, cardio­ pulmonary resuscitation, first aid and tankerman endorsements. A resident of Long Island, N. Y., he ships out of the port of New York. A MESSAGE FROM YOUR UNION I CM ^ MAWie /ri NAKCOTIC^ ARE FOR LOiEf^S • /F CAU6Fr you LOSE YOUfiPAPEFS POP UPE/ • THINK ABOUT/r/ 24 / LOG / Augus11979 % 4 • • cm,'.. ' \ '""'Vr • , ' -""if' • �Apply Now for an HLSS Upgrading Course! HARRY LUNDEBERO SCHOOL UPGRADING APPLICATION (Please Print) Name. Date of Birth. (Last) (First) (Middle) Mo./Dav'Year Address. (Street) Telephone. (City) (State) (Zip code) Deepsea Member • Inland Waters Member Q Book Number Port Presently Registered ln_ Port Issued Endorsement! s) or License Now Held Social Security Entry Program; From, Lakes Member • Seniority. Date Book Was Issued. Piney Point Graduate: • Yes (Area code) No • (if yes, fillin below) to (dates attended) Upgrading Program: From Endorsement(s) or License Received to. (dates attended) Do you hold a letter of completion for Lifeboat: Q Yes No Firefighting: • Yes No • Dates Available for Training I Am Interested in the Following Course{s). • Tankerman - n AB 12 Months • AB Unlimited AB Tugs & Tows n rn AB Great Lakes n Quartermaster • Towboat Operator Western Rivers • Towboat Operator Inland 1 i Towboat Operator Not More than 200 Miles Towboat Operator (Over 200 Miles) Master • Mate • Pilot n u STFWARD ENGINE DECK • • • • n • • • u • u FWT • Oiler OMED - Any Rating Others Marine Electrical Maintenance Pumproom Maintenance and Operation Automation Maintenance of Shipboard Refrigeration Systems Diesel Engines Assistant Engineer (Uninspected Motor Vessel) Chief Bigineer (Uninspected Motor Vessel) (~1 r~1 • • • Assistant Cook Cook & Baker Chief Cook Steward Towboat inland Cook ALL DEPARTMENTS • U • • • LNG LNG Safety Welding Lifeboatman Fire Fighting RECORD OF EMPLOYMENT TIME —(Show only amount needed to upgrade in rating noted above or attach letter of se-^vice, whichever is applicable.) VESSEL SIGNATURE RATING HELD DATE SHIPPED DATE OF DISCHARGE DATE RETURN COMPLETED APPLICATION TO: LUNDEBERG UPGRADING CENTER, PINEY POINT, MD. 20674 L August 1979 / LOG / 25 �rt/a ,;.sr»rv, »-t- -J.t» The Lakes Picture Frankfort Repair work has begun on the Arthur K. Atkinson, Michigan Interstate Railway Co.'s car ferry which has been inactive since 1974, The car ferry's shaft has been removed and is being sent out for repairs in Philadelphia. When repairs are completed, the shaft will be reinstalled in the Atkinson and the vessel will then be sent to the shipyard in Frankfort for hull work. The renovation is being funded through a joint grant from the states of Michigan and Wisconsin. The Atkinson is expected to return to service by the end of the year. Shell join the SIUcontracted company's two active car ferries, the City of Milwaukee and the Viking, which are currently making runs to Kewaunee and Manitowc. Duluth A strike by Local 118 of the American Federation of Grain Millers has kept all grain ships tied up at the port of Duluth for the past four weeks. SlU-crewed Kinsman Lines vessels, normally used for grain carriage, have been hauling ore during the strike. The grain millers are striking most of the grain elevators in Duluth. The Duluth Port Authority has reported that waterborne cargo moving through the twin ports of Duluth-Superior for the 1979 shipping season through June 30 were 6 percent above last year's totals. Movement of general cargo was up by about 15,000 tons over last year. That increase is attributed to a larger number of government generated PL-480 shipments to developing nations. Algonac Shipbuilding Co., and the Wisconsin Department of Transportation, held their first meeting in Lansing, Mich., on July 27. The group's primary function is to examine the feasibility of a proposed tug/barge operation on the Lakes and to recommend any construction changes for the proposed tug and barges before construction begins. The Task Force has until Jan. 2, 1980 to complete their report. * » » American Steamship Co.'s 72-year-old steamer Joseph S. Young has been sold for scrap. She's been inactive for the past two years. Negotiations are still under way with the railroad which operates the SlU-manned car ferry Chief Wawatam. SlU reps expect the talks to be wrapped up by the end of August. The state of Michigan, which heavily subsidizes operation of the vessel, has authorized a study on the cost of converting her from coal to diesel. The Chief Wawatam in operation for 68 years, is the last hand bomber on the Great Lakes. Chicago The House Merchant Marine & Fisheries Committee, chaired by Rep. John Murphy (D-N.Y.) held oversight hearings in Chicago last month on the problems confronting Great Lakes ports. Port and shipping officials as well as government representatives testified on the need for increased U.S.-flag service on the Lakes and called for more federal subsidy money for the region. Rear Adm. Roy F. Hoffman, municipal director of the port of Milwaukee, told the Committee that "U.S.-flag operators on the Great Lakes have received only one percent of the operating differential subsidy doled out to subsidized American steamship lines." Mayor Jane Byrne of Chicago said, "it is a national scandal that our country does not utilize this great means to conserve energy and transport products efficiently." The Chicago mayor charged Congress with the responsibility of implementing a program to assure "substantial usage of the Great Lakes by U.S. carriers." Mayor Byrne, and many others who testified during the hearings, endorsed the shipping season extension program. Another point which was brought up was the need to end railroad rate structures which discriminate against Great Lake ports. (NOTE: Some of the information on the Chicago oversight hearings was sent to the Log by Seafarer Paul J. Franco, who was shipping as steward aboard the Willamette (Ogden Marine). We thank Brother Franco and remind all Lakes Seafarers that the Log appreciates any information they'd like to contribute.) Lawrence Seaway When Seafarer Alvin Wobser (above left) starts something, he sticks with it. Laker Wobser chose a seafaring career and stuck with it for 30 years. And when he took a job as a conveyorman aboard the SIUcontracted steamer John A. Kling (American Steamship) he stayed with her for 15 years. Brother Wobser retired under the SlU's Early Normal Pension last year. He recently returned to the Algonac Union hall to pick up his pension supplement check (which he became eligible for after working two additional full years—730 days of seatime—after qualifying for Early Normal Pension at age 55 with 20 years of seatime). Above, SlU Algonac Welfare administrator Dave Rebert (right) presents a check for $5,400.00 to Brother Wobser. SlU Algonac rep Jack Bluitt was named the Union's representative on the Tifg/Barge Task Force formed by the Michigan Department of Transportation. The Task Force, which also includes representatives from MEBA-Distwct 2, several railroads, the Upper Penninsula U.S. and Canadian Seaway officials have announced closing dates for ;he St. Lawrence Seaway and hew regulatory procedures governing the closing. The regulations, similar to those instituted last year, will be imposed to provide for an orderly end to the navigation season. Dec. 1 begins this year's 'closing period,'which will end when the last vessel transits the Seaway's Montreal-Lake Ontario section. Vessels must report for final transit at designated call-in points on the St. Lawrence River by Dec.15. Those vessels that miss the Dec. 15 cutoff will be allowed to transit the St. Lawrence River locks only if conditions permit. Late vessels will be rcquii-ed to pay penalties ranging from $20,000 to $80,000. A new reporting procedure this year requires all inbound vessels entering the Seaway at Cap St. Michel or departing upbound from any point in the Montreal-Lake Ontario section, to declare the farthest points of their destination by Dec. I, Smooth Sailing The two SlU-contracted ferries that run between Bob Lo Island's amusement park and the Michigan mainland run every day during the busy summer tourist season. The Mj V Ste. Claire and the Ml V Columbia (Bob-Lo Co.) even make moonlight cruises on starry summer nights. Bob Enochs is the SlU steward on the 5"/^. Claire. He wrote the Log to tell us "we have a fine bunch of officers and crew aboard this vessel." Brother Enochs is especially proud of his galley crew including 2nd cook Ray Meeham and crew messmen Bob Fenton, Mike Ghezeli, Marty Tight and A1 Shahati. Deposit in the SIU Blood Bank— It's Your Life 26 / LOG / August 1979 �Saga of the R/V Anton Bruun, Research This article is the first of a series by *Saki Jack* Dolan, a retired Seafarer, dealing with one of the SIU*s more unusual contracted vessels from years past, the R/V Anton Bruun. driver called Ali Babba or some such by Jack *Saki Jack' Dolan friendly name. And he usually H AVING just registered to ship at the SIU Hall in Brooklyn, I was approached by my old buddy Joe Di Giorgio(now secretary-trea­ surer). "Hey! Saki Jack," said Joe, "I have ai good job for you; you must fly out tonight to Bombay." The year was 1963. Well, this was nothing new to me, as Joe had sent me all over the world at one time or another to join ships. I had never said 'no' to my good friend Joe, so, by 9 p.m. the same night 'Saki Jack' was out at the airport waiting for a flight to Rome on AirItalia, then on to Bombay via AirIndia (the worst plane ride in the world). This was on a Thursday. The following Saturday I joined the/?/ V Anton Bruun (formerly the Presidential Yacht Williamsburg) in Bombay, India, as Chief Steward. The ship had been operating out of Bombay for the past six months, and would continue to do so for another si]( months. I went aboard, but most of the crew, including the Captain, were ashore. I found the Chief Steward's foe'si and made myself at home. A few crewmembers were having a friendly dice game back aft on the poop-deck. A new Ordinary Sea­ man that had come over with me joined the friendly game of chance and proceeded to win himself a bundle ($6,000). His gear was still by the gangway, which he promptly claimed and took a taxi back to the airport and a plane home. He didn't even wait to collect his one day's pay. This was not an unusual occurrence on the Anton Bruun, I was to find out later. When the master finally came back from ashore, I told him the story, and he said:"Well, it's nothing new, 111 order another OS from New York." We coatinued to operate out of Bombay, India, and one incident in particular comes to mind. There was a very friendly taxi- worked for any of the crew that happened to be going ashore at the time. Over the months, Ali Babba was very much trusted by all the crewmembers, especially the officers. He used to go and exchange their dollars on the black-market for extra rupees. This went on for some months until one fair day they entrusted him with several thousand dollars. That was the last anyone saw of Ali Babba. I later heard something about an Ali Babba having a fleet of taxis in Calcutta. We continued to run out of Bombay for six months, and then moved on down to Durban, South Africa, Mombasa, Kenya and sev­ eral small ports in Madagascar. The captain was in very bad shape when I came aboard, and used to cry on anyone's shoulder that would listen to him. He would guzzle at least a case of beer every day, this being evident by the empties in his garbage can daily. He was upset that the scientists were in charge of the vessel. They told him where they wanted to go each day to perform their scientific endeavors. This went on for quite a spell, and finally came to a head off the coast of Madagascar one morn­ ing about 3:00 a.m., when the captain decided to have Fire and Boat Drill. The next day he was sent home and the chief mate was put in charge until we returned to Durban, South Africa. Sharks, Deadly Fish We moved on up into the Indian Ocean to Port Louis, Mauritius Islands. By the by, the Indian Ocean is full of sharks of every description. This I knew not before this cruise. We caught sharks, and the scientists aboard put a marker into their fm, and threw them back into the water for further study. They must have marked several thousand over the months. The steel net we trawled with back 'Saki' Jack, right, is shown seated forward on the/Anton Bruun somewhere in the Indian Ocean along with Jimmy "Sparks" Conners. Killer sharks and other deadly fish and snakes were among the daily "catch" pulled aboard \he Anton Bruun during research voyages in the Indian Ocean back in the early 60's. 'Saki Jack' can be seen holding shark fin (far right). aft was brought on board with a Chief Electrician Dave Manafe, small crane called a 'cherry picker'. whom he referred to as that 'RagThis net was usually full of sharks, head'. and a variety of deadly poisonous Dave was a hard worker and also fish and snakes. the ship's only interpreter (beingable to converse in several lan­ The scientists aboard usually had a ball, what with the two large guages, including Gaelic). At one port we entered several times in scientific laboratories on board to Madagascar, no one ashore spoke a work in, and nets full of fish and word of English, only French, and snakes to dissect. They were really Dave was the sole crewmember with busy from dawn to dark and later. the capacity to speak French. We One thing I will say; marine used him daily in our dealings with scientists are really dedicated men the local ship's chandler. and women. We usually had several A company of Irish soldiers was lady-scientists on board, and they stationed here during WW II, and acame from all over the world. Each evening after work the chief good percentage of the local natives scientist would have a cocktail party spoke Gaelic. Dave the electrician had a ball conversing with them in the Officer's Salon from 6 p.m. during our stay. till midnight. I and my gang would While at Madagascar, one night serve the food and drinks (six hours ashore we ran into a company of OT daily, not bad). French legionnaires. We had a slight This was really an OT ship, all you run in with these sweet, lovely wanted in ^1 three departments, soldiers. Besides being good sol­ seven day/ per week, at sea and in diers, they are very good thieves as port. In fact there was more in port if well, as ive were sure as hell to find you wanted it, but most of the gang out. Many of us lost our watches, beat it ashore including yours truly. cash, and jewelry, as well as our My foc'sl truly looked like an old teeth. We missed the last launch to fashioned 'Hock-Shop.' This was the ship, and had to sleep in a new due to the no-limit poker game in sewerpipe, that was laying on the the crew messhall each night. Over beach waiting for installation. It was half the crew owed me, and it was a windy and cold night, and there hard to collect cash. I was paid off was no other shelter. with guitars, accordions, radios, The scientist collected many phonographs, binoculars, paintings, species of local coral, rock, birds, (and I mean—several of each), for and fishes. over a year, I couldn't lose in the After spending about two weeks game, and finally I quit playing for here, we sailed off for the Mauritius good. It really took up too much of Islands in the Indian Ocean (the land my valuable time and interferred of the famous, or infamous 'dodowith my drinking (I at the time was a bird', the bird that could not fly). firm candidate for AA). Our Chief Engineer, Mr. Grasty You will read all about the dodo(Nasty Grasty, as we called him bird in the next chapter. Also about our luau. A Iso our visit to the British behind his back) was out of Chester, Pa. He was always after our good *Nqfi Base' on Gann Island. August 1979 / LOG / 27 �Senate Confirms Samuel Nemirow As New Maritime Administrator Samuel B. Nemirow has been confirmed by the Senate as Assistant Secretary of Commerce for Mari­ time Affairs after having been strongly endorsed by nearly every sector of the maritime industry. He succeeds Robert Blackwell, who resigned recently after years of dedication to the U.S. merchant manne. Numerous witnesses appeared before the Senate Merchant Marine and Tourism Subcommittee to express their great admiration for Nemirow's skills, both as a lawyer and as an administrator. During the course of the confir­ mation hearings, Nemirow himself, stressed his desire to contribute to the well-being of the maritime industry. He maintained that "prog­ ress is needed in a concerted and cooperative effort if we are to implement a national, cohesive maritime policy toward revitalizing ing the maritime progress of the this industry.'* He added that he was United States. We're confident that "dedicated to a strong, healthy, he has the ability and the strength to viable and competitive maritime do a good job." Herb Brand, president of the industry operating in a most effi­ Transportation Institute, a non­ cient manner." Nemirow said that one of his top profit maritime research and educa­ priorities would be to conclude a tional organization, noted: "The shippihg agreement with the Peo­ challenge to our merchant marine ple's Republic of China, whereby industry in these uncertain times are American ships would be guaran­ manifold and difficult...Mr. Nemi­ teed a fair share of cargoes moving row is clearly a skilled public servant who thoroughly understands the between the two nations. problems of the maritime industry SIU Supports Nemirow and is eminently qualified to deal with these problems by virtue of his Testifying on behalf of Mr. perceptiveness, knowledge and Nemirow during the hearings, was temperment." Sen. Daniel K. Inouye, (DSIU Washington Representative Hawaii) and chairman of the sub­ Chuck Mollard. Mollard stated that: "The SIU is committee before which Nemirow convinced that Sam Nemirow is the appeared, expressed his firm sup­ right man for the job. This nomina­ port of the appointment. Nemirow, 37, held various posts tion is another step toward enhanc­ SfU's Joe Sacco Elected V,P, of Texas AFL-CIO SIU Houston Port Agent Joe Sacco last month was unanimously elected vice president of the Texas State AFL-CIO. He was elected to the two-year term at the Texas AFL-CIO Con­ vention. Brother Sacco's predecessor as the Texas Labor Federation's vice president was former SIU Vice President Paul Drozak, who died of cancer in March of 1978 at the age of 50. The Texas A FI.-CIO dedicated Its convention to Paul Drozak that year. In talking about his own election, Joe Sacco told the Log, "I'm following in the footsteps of one of the most dedicated maritime labor leaders this country has ever seen. I've pledged to do my best in this job and 111 try to live up to the high standards set by Paul Drozak." Sacco was nominated for the vice presidency of the State Labor Federation by Maynard White, president of the Harris County Central Labor Body. Besides being SIU port agent and vice president of the Texas AFLCIO, Sacco is secretary-treasurer of the West Gulf Port Council of the AFL-CIO Maritime Trades Depart- ment. He is also on the Executive Board of the Harris County Central Labor Body in Houston. Sacco's participation on these labor councils enables him to help Texas workers. But in particular, by having a voice op these labor bodies he can watch out for the best interests of SIU members in the Texas area. within the maritime administration prior to his appointment to this position, including general-counsel and deputy assistant secretary. Samuel Nemirow Deposit in the SIU Blood Bank— It's Your Life No Licensing Course For Boatmen In the Country Stacks Up To The Transportation Institute Towboat Operator Scholarship Program Special curriculum offered only at HLS Room, board and books free Tuition Free Weekly stipend of $125 Time spent in on-the-job training counts as the equivaient of wheelhouse time Day-for-day work time credit for HLS entry graduates To apply, contact HLS or your SIU Representative Now! New Course Starting fe' "1® 28 / LOG / August 1979 L/ �Safety First When Entering Tank or Confined Space Death is a hard teacher. Un­ sciousness. Like the surveyor, he fortunately, sometimes it takes a wore no safety gear. By the time tragedy to motivate people to local firemen pulled the two men exercise safety. from the tank, the first was dead and The safety procedures which must the second suffered after-effects be followed by seamen working in indicative of brain damage. confined spaces, like cargo holds in Both men collapsed because the tankers and barges, are straightfor­ level of oxygen in the tank was not ward measures. But they are often adequate to sustain life. A test of the left unused. As a result, confined oxygen level in the tank, taken after space accidents have become one of the accident, revealed the oxygen the most common killers in the level was only six percent. Normal maritime industry. air contains 21 percent oxygen by Several recent accidents which volume. occurred in confined spaces aboard "An enclosed space atmosphere ship have brought the issue to the containing between six and >12 forefront once again. The latest percent oxygen is deadly to human incidents were reported by the Coast life," the Coast Guard said, "pri­ Guard in Proceedings of the Marine marily because... unconsciousness Safety Council. And the title of the can occur so quickly that there is not article—"Confined Space Accident time to escape. A man breathing air Fatalities—Again!"—tells the whole containing only 13 to 15 percent story. oxygen," the CG added, will also be In one case, two marine surveyors .seriously affected. But because one were in the process of inspecting a of the symptoms of oxygen de­ barge. They were warned that the pletion is a feeling of euphoria or void spaces and tanks on the fourth happiness, the affected man may not deck had not been tested for oxygen realize he's in trouble. content. But the surveyors entered The continuing incidence of those spaces anyway. And they confined space tragedies points out, didn't wear any protective equip­ again, that safety procedures must be followed when entering any ment. Within a few seconds after climb­ confined space aboard ship. In ing down the ladder into the tank, addition to the danger of low oxygen the first surveyor lost consciousness levels a tank n\ay contain toxic and fell 14 feet to the tank's bottom. vapors which could be fatal to A nearby shipyard worker, sum­ someone exposed to them, or could moned to the surveyor's aid, rushed contribute to serious disease over into the tank and also lost con­ the long term. KNOW YOUR RIGHTS The number one rule for any seaman entering a confined space is—never assume the area is safe. Even if a tank's atmosphere has been checked for toxic vapors and certified "safe for men," remember: if the tank has been closed to circulation it may not contain enough oxygen. A tank that has been inerted will have a very low oxygen content. Any seaman entering a tank which is unsafe, or which he thinks may not contain a sufficient level of oxygen must wear safety equipment. Observing these simple safety pre­ cautions could save a life: • Wear a self-contained breath­ Mena Clan Has Home in SiU Pete Mena Sr. is SIU top-to-bottom and so are his sons. From the left are Gerry, 22; Ron, 24; Pete Sr. himself; Jeff, 20 and Paul, 17. KNOW YOUR RIGHTS SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notity the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address tor this is: Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20lh Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, cither by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize them,selves with its con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so a'flected should immediately notify headquarters. FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SiU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a niajority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. ing apparatus which provides res­ piratory protection. This piece of equipment is a must if the level of toxic chemicals in the tank is hazardous or if the tank's oxygen level is low. • Wear a harness and attached life-line tended by at least one person outside the tank. If you get into trouble, a tug on the line could save your life as well as the lives of those there to help you. • Wear protective clothing when entering a tank where the concentra­ tion of toxic chemicals is unknown or dangerous. Protective clothing will prevent skin irritation and should be removed immediately after leaving the tank. 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 discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify Union headquarters. iiiiiHimifiniiiiiiiHiiiiiiiHiiiiiiiiiiiiiiiiiiiiii^^ patrolman or other Union ollicial, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY —THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also 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 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 circum­ stances 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 should not have been required to make such payment, this should immediately be reported to Union headquarters. SEAFARERS POLITICAL ACilVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to f urther its objects and purposes includ­ ing, 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 con­ dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seaf arers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Sup­ port SPAD to protect and further your economic, poli­ tical and social interests, and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or infor­ mation, he should immediately notify SIU President Paul Hall at headquarters by certified mail, return receipt requested. The address is 675 - 4th Avenue, Brooklyn, N.Y.11232. August 1979 / LOG / 29 �NEWARK (Sea-Land Senicc), June 10—Chairman, Recertified Bosun Dennis Manning; Secretary C. M. Modellas; Educational Director A. N, Zhivarin. No disputed OT. Chairman discussed the "Headquarters Notes" column in a recent issue of the Log by SIU Executive Vice President Frank Drozak. The title of the column was "Take Advantage of Our Benerits."The many benefits the SIU provides for its members was discussed. Also noted was the President's Report in this issue entitled "The Future Is Never Secure." This report gave us a summary of how our Union functions and how it survives. It also gave us the good news and the bad news. It talked about the battle of the Maritime Authorization Bill which is very critical to our industry because it sets the amount of govern­ ment grant money the industry will receive for the next fiscal year. The good news such as the merging of the Marine Cooks & Stewards Union with ours. The finest educational opportunities offered for all seamen in the Harry Lundeberg School in Piney Point and the strong leadership and a solid hard working membership which count the most. To express it briefly there is an old saying that goes "United We Stand, Divided We Fall." So, therefore, we must all work together to participate in all areas where our union functions if possible. If we want to win the fight we must remember the importance of SPAD. It is up to all members to hold on to what we already have and to keep the integrity of the SIU. Next port, Seattle. SEA-LAND BALTIMORE (SeaLand Service), June 3—Chairman, Recertified Bosun Jose L. Gonzales; Secretary George W. Gibbons; Educa­ tional Director W. J. Dunnigan; Deck Delegate Leonard Grove. No disputed OT. $15.25 in ship's fund. Chairman requested that a list of the repairs that had to be done be submitted as soon as possible. Discussed the importance of donating to SPAD. Educational di­ rector advised that if anyone needs any help, just ask for it. A vote of thanks to the steward department for a job well done. Next port Portsmouth. SANTA MERCEDES (Delta Steam­ ship), June 22—Chairman, Recertified Bosun Egon D. Christiansen; Secretary Samuel N. Smith; Educational Director Bobby E. Stearman; Deck Delegate Thomas W. Lasater; Engine Delegate James E. Roberts. $221.45 in ship's fund. No disputed OT. Chairman reported that a telegram was received from Paul Hall in regard to the 71.4 percent raise in pay and that effective in December we will receive a cost of living increase. While in the shipyard all the showers for the steward department were painted and ninety percent of the rooms and the deck and the engine rooms will get painted before returning to the States. Quite a discussion was held on renting movies. There would have to be a special collection made for this item as it is very expensive. Next port Balboa, Panama. DELTA ECUADOR (Delta Steam­ ship), June 23—Chairman T. Neilsen; Secretary J. Carter; Deck Delegate Jose Ortiz. Some disputed OT in deck and engine departments. Chairman held a discussion on upgrading and the importance of donating to SPAD. A vote of thanks to the steward depart­ ment for a job well done. 30 / LOG / August 1979 JEFF DAVIS (Waterman Steam­ ship), June 17—Chairman, Recertified Bosun G. E. Annis; Secretary R. Collier; Educational Director W. C. Stevens; Deck Delegate Larry A. Jordan; Engine Delegate A. Gega; Steward Delegate A. Zanca. Some disputed OT. Treasurer reported that there was $2,398.87 in the treasury for movies and drinks at the start of the voyage. We rented 35 movies and purchased ten. The chairman showed a total of 184 movies so far this voyage. Collected $2,407.00 as of June 16, from donations, sale of drinks (soft) and arrival pools. Balance on hand $8.13. Read wire received from Paul Hall in regards to raise and motion made to accept and concur. Letter received from headquarters in regards to crew mail in reply to wire sent by ship's chairman. It was further re­ quested that the ship's chairman contact headquarters upon arrival in regards to the poor mail service by the Waterman New York office in forward­ ing mail to crew. A vote of thanks to the steward department and especially to the baker for fine food and extras put out. Next port New York. DELTA AMERICA (Delta Steam­ ship), June 17—Chairman, Recertified Bosun Stanley Jandora; Secretary J. Kundrat; Educational Director G. Roy; Engine Delegate John D. Linton. Chairman complimented the men on the job well done in lightening the vessel so it could be pulled off the reef. No disputed OT. Report to Log: "The men held up pretty good while on the reef considering it took fourteen days to get off. Everyone is very happy about getting to New Orleans." COVE COMMUNICATOR (Cove Shipping), June 19—Chairman, Re­ certified Bosun J. Michael; Secretary E. Dale; Educational Director ,J. Emidy; Deck Delegate M. R. Henton; Engine Delegate C. C. Williams; Steward Delegate Alphonse Johnson. No dis­ puted OT. Chairman reminded all members of the importance of upgrad­ ing and getting books as they become eligible. Chairman and crew would like to say thank you to all the officials that took part in getting the air conditioners and TV. We really appreciate it. A vote of thanks to the steward department for a job well done. Next port, Houston. DELTA SUD (Delta Steamship), June 10—Chairman, Recertified Bosun R. Lambert; Secretary E. Vieira; Educational Director J. C. Dial; Engine Delegate E. Welch; Steward Delegate Theodore Maoris. $71 in the ship's fund. No disputed OT. Chairman reports that we had an accident free trip last time out so lets hope everyone can get by this one safe and sound too. We should be getting some new Logs in one of the ports along the way. When you have read them, return them to the lounge so others can read it too. A vote of thanks to the steward department for a job well done. CONNECTICUT (Ogden Marine), June 18—Chairman, Recertified Bosun J. R. Broadus; Secretary E. Kelly; Educational Director F. Perkins; Deck Delegate J. W. Mullis; Engine Delegate C. Taylor; Steward Delegate J. Mortinger. Some disputed OT in engine department. Chairman held a discus­ sion on Paul Hall's report in the Log and suggested that all members should read his report. A vote of thanks 4o the steward department for a job well done. EL PASO ARZEW (El Paso Ma­ rine), June 24—Chairman, Recertified Bosun B. Browning; Secretary Huston; Educational Director E. Delande; Deck Delegate Richard D. Fanning; Engine Delegate Bob Hemming. Some disputed OT in deck department. The crew is very happy about the deck lunches put out by the steward department around the poop deck pool. More are planned if the weather permits. Captain MacElrevy complimented the crew on keeping a happy ship. Report to Log: "The Arzew Zoo, meets at the pool. This is the nickname for us, we are doing what sailors since time have dreamed of. Swimming, sunning and eating off the top of the hog. Bob Black, chief cook and Willie Palmer, baker get the honors for Texas style Barbecue and Charbroiled steaks at these meetings. All hands pitch in to serve and clean up. It is great." Next port. Cove Point, Md. SEA-LAND ECONOMY (Sea-Land Service), June 9—Chairman, Recerti­ fied Bosun A. McGinnis; Secretary L. Nicholas; Educational Director H. Di..ihadaway; Deck Delegate B. Jarratt; Engine Delegate E. D. Bain; Steward Delegate H. Mobley. $155 in movie fund. No disputed OT. Chairman read and explained the telegram that was received from Paul Hall. Also discussed the advantages of upgrading for those who are qualified. The chairman asked all members to try to show a little more courtesy in showing the new men coming aboard the ropes, especially watch standing and gangway pro­ cedures on safety. Next port. Port Everglades. NEW YORK(Interocean Mgt.), June 3—Chairman, Recertified Bosun Joseph Bourgeois; Secretary C. Scott; Deck Delegate L. C. Arnold. No disputed OT. Chairman discussed the importance of SPAD as the way to keep a strong Merchant Marine voice in Congress. Also urged all members to apply as soon as possible for upgrading at Piney Point especially for the LNG as this is a new and growing field. The New York tied up in Cape Town, South Africa on April 12. It was the largest ship ever to pull into that port. The SIU was well received in the Cape Town Times. Request the Union's assistance in obtaining more and better quality movies, due to the fact that this ship has very little port time. ULTRASEA (Apex Marine), June 17—Chairman H. Bougahim; Secretary Roy R. Thomas. Some disputed OT in engine department. The chairman gave a talk on the Bosun Recertification Program and urged all those who qualify to apply. Also on the importance of donating to SPAD and to read the Log to keep up with all Union activities. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. Next port, Odessa, Russia. OVERSEAS HARRIETTE (Mari­ time Overseas), June 10—Chairman, Recertified Bosun T. Barnes; Secretary Floyd Mitchell Jr.; Educational Direc­ tor Keith D. Craigg; Engine Delegate G. Thompson. No disputed OT. Chairman reported that everything is running smooth. Members requested chairman to see if he can get new movies or more of a variety for T.V. cassette. Observed one minute of silence in memory of our departed brothers. Official ship's minutes were also received from the following vessels: SAM HOUSTON SEA-LAND FINANCE SEA-LAND PRODUCER SANTA MAGDALENA LIONHEART COVE SAILOR DELTA URUGUAY COVE RANGER ROSE CITY DELTA MEXICO JACKSONVILLE DELTA VENEZUELA THOMAS NELSON MAUMEE OVERSEAS VALDEZ MOUNT WASHINGTON SEATTLE BAYAMON DELTA MAR ARECIBO DELTA COLOMBIA BROOKS RANGE TAMPA ULTRAMAR ATLANTIC OGDEN WILLAMETTE DELTA NORTE OGDEN CHARGER MERRIMAC DELTA ARGENTINA SEA-LAND PIONEER STONEWALL JACKSON TAMARA GUILDEN SEA-LAND CONSUMER SEA-LAND GALLOWAY STUYVESANT BORINQUEN OGDEN CHAMPION MONTPELIER VICTORY COVE EXPLORER OVERSEAS JOYCE ZAPATA RANGER TEX GOLDEN MONARCH BOSTON SEA-LAND VENTURE COUNCIL GROVE SEA-LAND PACER SEA-LAND PIONEER OVERSEAS ULLA OVERSEAS ANCHORAGE ZAPATA PATRIOT EL PASO SOUTHERN MONTICELLO VICTORY ALEUTIAN DEVELOPER AMERICAN HERITAGE CANTIGNY �Helpin' to Cook The Harry Lundeberg School Assistant Cook Charles Wharton shows his diploma. of Seamanship I I I I I I I I I I I I I I I I I I I I Ready to Cook and Bake ;/r "'ij All set to cook and bake are new Cook and Bakers (I. to r.) R. McElwee, K. Thatcher and J. Wagmer. J Firemen-Watertenders Set to Stoke Up New Careers New SlU firemen-watertenders in a graduation photo at the HLS, Piney Point, Md. are (front I. to r.) B. Malachek, J. Trauth, D. Camacho, P. Olson, D. Keppard andL. Miller. The middle row (I. to r.) has R. Schumaker, T. Burke, R. Cromuel, A. Taylor, P. Boyd, T. Cate, J. Koesy and C. Piper. Bringing up the back row (I. to r.) are R. Bright, R. Batchelor, R. Larsen, W. Cooksey, E. Smith, J. Miller, T. King and R. Waem. HLS Launches Night Classes for independent Study There are many ways for a advanced classes may need help with seafarer to improve his skills at the their math skills. This help will make Harry Lundeberg School. A sea­ it possible for them to work on farer or boatman can take a voca­ navigation problems a little easier, tional course at HLS to increase his for example. The classes are conducted on an work skills. There are also academic programs to help the student with independent-study basis. In other his persona! education in reading, words, the teacher will give the seafarer or boatman something to math or english. Several evenings each week, class­ work on. Then, she will check with rooms on the schoolship Charles S. him frequently to monitor his Zimmerman are open to all students progress, answer his questions and at HLS. There are no formal classes make sure he understands this new held. The student decides what he information. Enrollment in the evening class wants to learn about. The teachers then develop a program just for the program is voluntary. No students are required to attend. Many student to meet his needs. Among the classes that are open seafarers and boatmen take advan­ are the math and reading areas. Mrs. tage of these classes. One upgrader Kathy Brady, one of the evening said, "Because of the extra help I got class teachers, commented, "There from the teachers in the evening are several areas that students ask classes, I did better on my study about. Some are interested in problems for the celestial navigation working on basic grammar skills class." All seafarers and boatmen who and others want to add to their vocabulary." Students enrolled in are students at HLS are welcome in the evening classes. If you want to improve on a skill, visit the math or reading rooms aboard the Zim­ merman. The teachers can help you while you are enrolled in another program at the Lundeberg School. Success is bound to follow you to your classes. The Lundeberg School now has night classes for those wishing to improve academic skills. August 1979 / LOG / 31 �msm ^re you Getting dishpun Hands? In the event that any SIU members have legal problems in the various ports, a list of attorneys whom they can consult is being published. The mem­ ber need not choose the recommended attorneys and this list is intended only for informational purposes: The following is a list of recom­ mended attorneys throughout the United States: NEW YORK, N.V. Schulman & Abarbanel 350 Fifth Avenue New York, N.Y. 10001 Tele. #(212) 279-9200 Well, get yourself out of the soap sudsl Upgrade in the Steward department at HIS. Chief Steward—October 15, November 12 Chief Cook—October 29 Chef and Baker—October 29 BALTIMORE, MD. Kaplan, Heyman, Greenberg, Engelman & Belgrad Sun Life Building Charles & Redwood Streets Baltimore, Maryland 21201 Tele. #(301) 539-6967 HOUSTON, TEX. Archer & Peterson Americana Building 811 Dallas Street Houston, Texas 77002 Tele. #(713) 659-4455 TAMPA, FLA. Hamilton & Douglas, P.A. 2620 W. Kennedy Blvd. Tampa, Florida 33609 Tele. #(813) 879-9482 SAN FRANCISCO, CALIF. John Paul Jennings, Henning and Walsh 100 Bush Street, Suite 1403 San Francisco,California 94104 Tele. #(415) 981-4400 ST. LOUIS, MO. Gruenberg & Sounders 721 Olive Street St. Louis, Missouri 63101 Tele. #(314) 231-7440 NEW ORLEANS, LA. Barker, Boudreaux, Lamy, Gardner & Foley 1400 Richards Building 837 Gravier Street New Orleans, Louisiana 70112 Tele. #(504) 586-9395 LOS ANGELES, CALIF. Fogel, Julber, Reinhardt & Rothschild 5900 Wilshire Boulevard Los Angeles, California 90036 Tele. #(213) 937-6250 MOBILE, ALA. Simon & Wood 1010 Van Antwerp Building Mobile, Alabama 36602 Tele. #(205) 433-4904 DETROIT, MICH. Victor G. Hanson 19268 Grand River Avenue Detroit, Michigan 48822 Tele. #(313) 532-1220 BOSTON, MASS. Joseph M. Orlando 95 Commercial Wharf Boston, Massachusetts 02110 Tele. #(617) 523-1000 SEATTLE, WASH. Vance, Davies, Roberts, Reid & Anderson 100 West Harrison Plaza Seattle, Washington 98119 Tele. #(206) 285-3610 CHICAGO, ILL. Katz & Friedman 7 South Dearborn Street Chicago, Illinois 60603 Tele. #(312) 263-6330 Sign Up Now! See Your SIU Representative or Contact HLS '• Dispatchers Report for inland Waters JULY 1-31,1979 •TOTAL REGISTERED All Groups Class A Class B Class C Port TOTAL SHIPPED All Groups Class A Class B Class C ••REGISTERED.ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT 0 0 0 4 0 0 4 1 1 0 2 0 0 4 3 0 7 0 0 Boston New York Philadelphia" Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals 0 0 0 16 0 0. 1 4 6 0 2 0 0 7 4 0 35 40 21 136 0 0 0 1 0 1 0 12 0 0 8 0 4 4 23 0 25 0 98 176 0 0 0 0 0 0 0 0 0 0 0 0 0 3 1 0 7 0 3 14 0 0 0 2 0 0 0 1 2 0 0 0 0 4 8 0 20 42 15 94 0 0 0 0 0 0 0 15 2 0 1 0 2 3 27 0 16 0 49 115 0 0 0 7 0 3 14 2 0 0 4 0 0 4 5 0 5 0 1 45 0 0 0 21 0 2 1 7 7 0 15 0 1 11 3 0 33 0 11 112 0 . 0 0 1 0 3 1 16 1 0 31 0 9 11 9 0 24 0 130 236 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 1 0 0 3 0 0 0 0 0 0 2 0 1 0 1 0 0 3 0 0 0 0 1 8 0 0 0 1 0 0 0 1 3 0 3 0 0 2 0 0 0 0 2 12 ENGINE DEPARTMENT Port 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals 0 0 • 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 1 0 0 0 0 0 0 2 0 1 0 0 1 0 0 0 0 1 6 Port 0 0 0 0 0 0 0 0 0 0 0 0 0 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 0 1 0 1 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 3 STEWARD DEPARTMENT 0 0 0 0 0 0 0 0 0 0 0 0 Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals 0 1 0 1 29 Totals All Departments 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 2 3 6 0 0 0 0 0 0 0 2 1 0 2 0 0 0 0 0 2 0 18 25 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 .1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 2 0 5 0 0 0 0 ' 0 0 0 1 1 0 0 0 0 0 0 0 0 0 7 9 0 0 0 1 0 0 1 1 0 0 0 0 0 1 0 0 0 0 1 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 3 6 0 0 0 0 0 0 0 1 3 0 3 0 0 0 0 0 5 0 25 37 143 207 15 100 127 53 126 285 *'Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. 32/ LOG / August 1979 , '.V. ' • . • , . t';r. w \J �Help A Friend Deal With Alcoholism Alcoholics don't have friends. Because a friend wouldn't let another man blindly travel a course that has to lead to the destruction of his health, his job and his family. And that's where an alcoholic is headed. Helping a fellow Seafarer who has a drinking problem is just as easy —and just as important—as steering a blind man across a street. All you have to do is take that Seafarer by the arm and guide him to the Union's Alcoholic Rehabilitation Center in Valley Lee, Md. Once he's there, an alcoholic SIU member will receive the care and counseling he needs. And he'll get the support of brother SIU members who are fighting the same tough battle he is back to a healthy, productive alcohol-free life. The road back to sobriety is a long one for an alcoholic. But because of ARC, an alcoholic SIU member doesn't have to travel the distance alone. And by guiding a brother Seafarer in the direction of the-Rehab Center, you'll be showing him that the first step back to recovery is only an arm's length away. Alcoholic Rehobllitation Center I am interested in attending a six-week program at the Alcoholic Rehabilitation Center. I understand that all my medical and counseling records will be kept strictly confidential, and that they will not be kept anywhere except at The Center. Name Book No. Address (Street or RFD) (City) (State) (Zip) Telephone No. . . ., Mail to: THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 or call, 24 hours-a-day, (301) 994-0010 August 1979 / LOG / 33 �Richard George Sohl, 50, joined the SIU in the port of New York in 1955 sailing in the deck department. Brother Sohl sailed 28 years. He was graduated from the Piney Point Quartermaster Course in 1978. Seafarer Sohl is a veteran of the U.S. Navy in World War II serving as an aircraft dispatcher. Born in St. Albans. Queens, N. Y., he is a resident of West Park, N. Y. Thomas Edwin Freeman, 65, joined the SIU in the port of Houston in 1960 sailing as a fireman-watertender, junior engineer and pump­ man. Brother Freeman sailed 36 years. He was a former member of the SUP sailing on Navy tankers. And he is a wounded veteran (Purple Heart medal) of the U.S. Navy while serving on the destroyer U.S.S. Newcomb in the Battle of Okinawa. Seafarer Freeman was born in Illinois and is a resident of New Orleans. Louis Ricker Brown, 63, joined the Union in the port of Mobile in 1961 sailing as an A B for the Red Circle Transport Co. from 1961 to 1969. Brother Brown also sailed deep sea and was a member of the NMU. He is a veteran of the pre-World War 11 U.S. Navy. Boatman Brown was born in Montgomery, Ala. and is a resident of Theodore, Ala. Eric E. Harmel, 63, joined the Union in the port of Baltimore in 1960 sailing as a deckhand for Harbor Towing from 1959 to 1962 and for Curtis Bay Towing from 1962 to 1979. Brother Harmel is also a machine operator. He was born in Germany and is a naturalized U.S. citizen. Boatman Harmel is a resident of Baltimore. Marion Haskell Maynard, 63, joined the SIU in the port of Galveston in 1952 sailing as a chief cook. Brother Maynard was born in Piano, Tex. and is a resident of Dallas, Tex. Monroe J. Jackson, 62, joined the Union in the port of New Orleans in 1956 sailing as an oiler for Crescent Towing in 1945. Brother Jackson was born in Burricid, La. and is a resident of New Orleans. John Q. Wise, 62, joined the Union in the port of Mobile in 1965 sailing as a captain for A. P. Ward Co. from 1957 to 1964 and for National Marine Service as captain of the National Eagle from 1964 to 1979. Brother Wise attended Piney Point's Vessel Operator Management and Safety Program in 1976. He was born in Enterprise, Ala. and is a resident of Pensacola, Fla. William Arthur Hamlin Jr., 65, joined the SIU in the port of New York in 1955 sailing as a general utility. Brother Hamlin sailed 27 years. He was born in Syracuse, N. Y. and is a resident of Holly Hill, Fla. Willie Edward Tomlinson, 59, joined the SIU in the port of Baltimore'in 1962 sailing as an AB. Brother Tomlinson sailed 29 years. He is a wounded veteran of the U.S. Navy during World War II. Seafarer Tomlinson was born in Meredithville, Va. and is a resident of Baltimore. Sverre Leknes, 49, joined the SIU in the port of Philadelphia in 1956 sailing as a bosun and dredge tender. Brother Leknes sailed 29 year{>. He was born in Haugesund, Norway and is a resident of Rockaway, N.J. Simon Garoyoa, 62, joined the Union in the port of Baltimore in 1956 sailing as a deckhand for BakerWhiteley. Brother Garoyoa is a former member of the National Maritime Union. He was born in Guernica, Spain, is a naturalized U.S. citizen and is a resident of Baltimore. Sherrill Grey Campen, 64, joined the Union in the port of Baltimore in 1957 sailing as a chief engineer for the Norfolk, Baltimore and Carolina Line (NBC) from 1942 to 1979. % Brother Campen also sailed deep sea as a 1st assistant engineer during Wqrld War H. He is also a member of Marine Engineers Beneficial Assn. (MEBA) Ofstrict 2. Boatman Campen was born in Lowlang, N.C. and is a resident of Chesapeake, Va. Hezzie Burns Pittman, 65, joined the SIU in the port of Mobile in 1956 sailing as a pumpman. Brother Pittman sailed 28 years. He was an engine room operator on LSTs and on the steaming crew as a machinist and coppersmith for the Ingalls Shipyards, Pascagoula, Miss, from 1952 to 1955. Seafarer Pittman was born in Foxworth, Miss, and is a resident of Mobile. Oldtimer Willy Manthey, 50 Years a Seaman, Calls It a Day at 73 With his white beard, his Turk's head wrist bands, and his earrings, he looks like he belongs to the sea, but to an era older than ours. One, perhaps, where wooden whaling ships went on four-year voyages. His name is Willy Frank Manthey and at the age of 73 he's decided to end his seafaring career as an able seaman. Brother Manthey retired last month on an SIU pension after sailing for 50 years. As a boy of 12 or 13, young On receiving his first pension check at the June membership meeting in New York, Brother Willy Manthey called the SIU "the best maritime union." 34 / LOG / August 1979 Manthey began working on the waterways of Europe aboard his father's barge. The barge carried coal, cabbage, and grain. Though the barge work gave Manthey his start on the water, it wasn't always a pleasant job. Brother Manthey remembered that "kids would throw rocks at us." Born in Poland, Manfhey's first deep sea ships were Northern Euro­ pean. That was around 1930 and Manthey was working "down be­ low" as a coalpasser. He had a yearning to see different places and would wait for a ship going to a particular area. ^'Sometime" in the 1930s, Seafarer Manthey came to the U.S. When World War II broke out he went into the U.S. Navy and became a gunner's mate. In the Navy from 1941 to 1946, Manthey took part in the invasion of Okinawa. Manthey joined the Union in the port of Baltimore in 1946. If he found a good ship he would stay aboard for five or six years. He sailed out of a number of ports over the years with a variety of SIUcontracted companies. Some of them no longer exist, like Robin Lines, Smith & Johnson, Bull Line, and Shepherd Line. After all those years of sailing, It was a little darker, but even in the early 1940s Willy Frank Manthey sported a beard. He's shown here (on the right) when he was a gunner's mate in the Navy during World War II. Manthey says he plans "to take it easy" now in his retirement. One feels, though, that Brother Manthey is not ready to settle down right now. He may still have a few years of traveling ahead of him. And maybe by then he'll be willing to tell us about that earring. When asked about its origin. Brother Manthey simply said, "that was a long time ago and I'm not ready to talk about it yet." About ten years ago while in Africa, Brother Manthey had this classic portrait taken. �Penguins, icebergs. Wildlife and Killer Whales by Seafarer Bill Todd, Chief Steward I WOULD like to call to your attention a recent voyage of the USNS Maumee to McMurdo Sta­ tion in the Antarctic. As secretary-reporter, I found the trip interesting. And as a seaman for the past 27 years, it was a once in a lifetime trip. The Maumee has made a number of trips to the Antarctic over the years. In the trip this year to McMurdo, we carried heating oil for our bases. We also carried JP^ and bunkers for the Coast Guard ice breakers. The United States, along with 15 other nations, have signed a treaty providing that the Antarctic Con­ tinent is to be used for international scientific research with total free­ dom in the pursuit of re.search and an exchange of the results. There are no boundaries, as such, for these scientists and there is a free flow of personnel and material. Upon our arrival at McMurdo Sound, there was a delay due to one of the ice breakers having problems. The USCGC Glacier had to break a Even in "summer," the Antarctic is quite cold as can be seen in this photo as huge icebreaker leads the way for the Maumee. channel for her and then resume the task of breaking a larger channel for the Maumee. We circled at dead slow ahead for eight days. In the process re-fueled the USCGC Polar Star so that she could return to Seattle for needed repairs. We steamed in circles because of ice floes. While circling we had a magnifi­ cent view of Mt. Erebus. There was an ever changing view as the sun was Monthly Membership Meetings Port New York Philadelphia Baltimore Norfolk Jacksonville Algonac Houston New Orleans Mobile San Francisco Wilmington Seattle Piney Point San Juan Columbus Chicago Port Arthur Buffalo St. Louis Cleveland Date Sept. 4 Sept. 4 Sept. 5 Sept. 6 Sept. 6 Sept. 7 Sept. 10 Sept. 11 Sept. 12 Sept. 13 Sept. 17 Sept. 21 Sept. 8 Sept. 6 Sept. 15 Sept. II Sept. 11 Sept. 12 Sept. 14 Sept. 13 Deep Sea Lakes, Inland Waters 2:30p.m 2:30p.m 2:30p.m 9:30a.m 2:00 p.m 2:30 p.m 7:00p.m. 7:00p.m. 7:00p.m. 7:00p.m. 2:30 p.m 2:30p.m 2:30p.m 2:30p.m 2:30p.m 2:30p.m 10:30a.m 2:30 p.m 7:00 p.m. 7:00p.m. — — — — 2:30p.m J :00p.m. — — — 2:30p.m — SlU's Duluth Hall Has New Location In order to better service the Great Lakes membership, the SIU Union Hall in Duluth, Minn., has moved to a new location. As of August 10, the Union Hall will be located in Suite 705 of the Medical Arts Building, 324 West Superior Street, Duluth, Minn., 55802. The Hall's phone number will remain the same at (218)-722-4110. The spacious new Union Hall has another advantage for SIU mem­ bers. It's on the same floor of the Medical Arts Building as the U.S. Public Health Service doctor. SIU reps remind all Unjon mem­ bers that all Union business in Duluth is now being handled at the new Hall. IIIW perhaps 20 degrees above the horizon, 24 hours a day. Mt. Erebus is one of two active volcanos on the Antarctic continent. As the days went by, we were becoming more concerned that we would be unable to get to the base as this was at their year end and temperatures were dropping. As a result. Captain Henry Church was picked up by helicopter to view our route to determine if we could get through to McMurdo Station. He felt that we could. The Coast Guard cutter Glacier^ motto is "follow me." When our channel was cut, we did just that. We were so close behind that we felt that it would be possible to jump from our bow to her stern. After arriving, the crew enjoyed movies, beverages, and recreation at several of the military clubs. All seemed to have a good time visiting with the researchers and hearing stories of the sub-continent. A few chowed down at the Personnel Building where all are welcome, it was a change of scenery and food, which helped to break up the monotony of a long trip. Many of the crew made souvenir purchases at the ship's store.All trip long, "T" shirts were a big item from various places visited. Mike Parker, OS, was fortunate to be escorted through the beautiful ice caves, which are within walking distance of Scott Base, about three miles from Mc Murdo. From the sun filtering through the ice, Mike said that it looked as though there were millions of diamonds sparkling on the overhead. Scott Base belongs to New Zealand. It is manned by about 70 people this year and 13^ are "winter­ ing over." They are in the process of erecting a large building for the housing of scientific and laboratory facilities. The "Kiwis" are naturally friendly and drinking is a great pastime. This is attributed to the low humidity, but they love their pint. McMurdo is much larger than Scott Base with roughly 1,000 men during the summer and with about 70 "wintering over" this year. They maintain the base and facilities during the harsh winter. There were .a great number of crewmembers taking photographs of our trip, the ports that we visited. Emperor penguins, icebergs, wild­ life, birds, the killer whales. It was a sightseer's paradise. The majestic mountains, the glaciers; it was all quite beautiful and unspoiled. The ship was unloaded in record breaking time and was duly noted by a wireless from Admiral Johnson with MSG complimenting the Cap­ tain and crew on their performance in getting this vital cargo to it's destination. To quote, "the Maumee has done it again." Seafarer Bill Todd DisntdNirs Rnopt fir Gnat lakiis JULY 1-31,1979 •TOTAL REGISTERED All Groups Class A Class B Class C Algonac (Hdqs.). 53 19 16 Algonac (Hdqs.), 40 14 10 Algonac (Hdqs.). Algonsfc (Hdqs.), 41 116 37 TOTAL SHIPPED All Groups Class A Class B Class C DECK DEPARTMENT 60 92 18 ENGINE DEPARTMENT 42 49 7 STEWARD DEPARTMENT 25 20 5 ENTRY DEPARTMENT 0 0 0 Totals All Departments 143 152 69 127 161 30 •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. ••REGISTERED ON BEACH All Groups Class A Class B Class C 41 10 13 27 11 13 0 25 56 91 102 77 123 August 1979 / LOG / 35 �<i5>! William Waverly Webb Jr., 23, died on Apr. 22. Brother Webb joined the SIU fol­ lowing his gradua­ tion from Piney Point in 1974 where he was an assistant bosun. He sailed in the steward department. Seafarer Webb was born in Cheverly, Md. and was a resident of Hyattsville, Md. Surviving are his parents, Mr. and Mrs. William and Faye Webb of Hyattsville. Earl Lee Os­ borne, 47, died on May 27. Brother Osborne joined the Union in the port of Philadel­ phia in 1961 sailing as a mate, captain and pilot for Curtis Bay Towing from 1949 to 1979. He was born in Phildelphia and was a resident there. Surviving are his widow, Martha; a son. Earl Jr. and a daughter, Victoria. Nicholas Sarivas Arquiza, 56, died in April. Brother Arquiza joined the SIU in the port of San Francisco in 1968 sailing as a 3rd cook. He was a veteran of the U.S. Army in World War II. Born in the Philippines, he was a resident of San Francisco. Surviving are his widow, Polly of Cavite, P.I.; two sons. Nelson and Eliezer and two daughters, Arlene and Jocelyn. Cecil M. Merriman,49, died on Mar. 15. Brother Merriman joined the Union in the port of St. Louis in 1973 sailingas a lead deckhand for Inland Tugs. He was a veteran of the U.S. Marine Corps from 1947 to 1968. Boatman Merriman was born in Paragould, Ark. and was a resident of Jonesboro, Ark. Surviving is his mother. Sue of Jonesboro. Victor Bratcher, 65, died of heart disease in Doctors Hospital, Phoenix, Ariz, on Mar. 1. Brother Bratcher joined the Union in the port of Paducah, Ky. in 1977 sailing as a cook for Inland Tugs and the American Barge Co. that year. He was born in Kentucky and was a resident of Phoenix for the last seven years. Cremation took place in the Greenwood Crematory, Phoenix. Sur­ viving is his widow, Virginia. William H. Faison, 55, died on Apr. 20. Brother Faison joined the Union in the port of Mobile in 1973 sailing as a deckhand and chief engineer on the tug Gobbler (Radcliff Materials) from 1971 to 1979. He was a former member of the Teamsters Union, Local No. 991. Boatman Faison was born in Covington County, Ala. and was a resident of Saraland, Ala. Surviving are three sons, Thomas of Mobile, Kevin and Richard; two daughters. Donna and Angela and a sister, Mildred of Pensacola, Fla. 36 / LQG / August 1979 Pensioner Eddie Aurelio Patingo Sr., 66, died of heart fail­ ure in the Chalmette (La.) Gen­ eral Hospital on June 1. Brother Patingo joined the SIU in 1948 in the port of New York sailing as a chief cook and chief steward. He sailed 31 years. Seafarer Patingo was born in the Philippines and was a naturalized U.S. citizen. He was a resident of Chalmette. Burial was in St. Bernard Memorial Gardens Cemetery, Chalmette. Surviving are two sons, Benito and Eddie Jr. and four daugh­ ters, Hilda, Marie, Louise and Gloria. Roy Marvin Ayers, 60, joined the SIU in 1947 in the port of Balti­ more sailing as a chief steward. Brother Ayers is a veteran of the U.S. Army in World War II. He was born in Georgia and is a resident of Chalmette, La. Pensioner Roy Forrest Wade, 69, passed away on May 25. Brother Wade joined the Union in the port of Detroit in 1960 sailing as an AB. He sailed for 29 years. Laker Wade was a wounded veteran of the U.S. Navy in World War 11. Born in Michigan, he was a resident of Manistee, Mich. Surviving are his widow, Margaret; a daughter, Mrs. Kathryn Schultz of Manistee and his father, Henry of Muskegon, Mich. Pensioner Thomas Jefferson Donaldson, 87, passed away on |-Apr. 6. Brother Donaldson joined the SIU in 1947 in the port of New Orleans sailing as deck engineer. He sailed for 34 years. Seafarer Donaldson was a veterart of the U.S. Army in World War 1. A native of Alabama, he was a resident of Houston. Surviving are a son, Charles, of Houston and two daughters, Louise, and Mrs. Mildred D. Griffin, both of Mobile. Abe Gordon, 61, died on Apr. 15. Brother Gordon joined the SIU in 1940 in the port of Baltimore sailing as a wiper and as a "glory hole steward" on the SS Alcoa Clipper (Alcoa Alu­ minum) in 1948. He hit the bricks in the 1946 general maritime beef. Seafarer Gordon was born in Baltimore and was a resident of Lexington, Ky. Surviving are his father, Aaron of Baltimore and a sister, Mrs. Merrian Yageman of Owints Mills, Ind. Pensioner Archie Lionel Hogge, 77, succumbed to heart failure in Chesa­ peake (Va.) General Hospital on May 4. Brother Hogge joined the Union in the port of Norfolk in 1961 sailing as a mate for Curtis Bay Towing from 1951 to 1968. He was born in Virginia and was a resident of East Chesapeake, Va. Interment was in Chesapeake Memorial Gardens Cemetery. Surviving are his widow, Beulah and a son, Thomas. Martin Joe Irwin, 56, was dead on arrival of heart disease at Worcester (Mass.) City Hospital on May 18. Brother Irwin joined the SIU in the port of New York in 1968 sailing as an AB. He sailed 37 years. And he was a veteran of the U.S. Navy in World War II sailing on the USS Simpson. Arcturys, Mon­ tague and Wichita. Seafarer Irwin was born in Boston and was a resident of Shrewsbury, Mass. Interment was in St. John's Cemetery, Worcester. Surviving are a son, Martin, Jr. of Worcester and his mother, Mrs. Mary E. Fleming of Shrewsbury. Pensioner Gideon Asbury Allen, 69, died on May 28. Brother Allen joined the SIU in 1938 in the port of Baltimore sailing as a deck engineer and fireman-watertender. He sailed 43 years. Seafarer Allen was veteran of the pre-World War II U.S. Navy. Born in Texas, he was a resident of Long Beach, Calif. Surviving is his widow, Mae; a son, Edward; and two sisters, Mrs. Lurline Holden of Texas, and Mrs. Delores Debben of Kansas City. Donald Mau­ rice Anderson, 46, died on June 11. Brother Anderson joined the SIU in the port of Hous­ ton in 1953 sailing as a cook. He i sailed 31 years. Seafarer Anderson was born in Hinck­ ley, Minn, and was a resident of Seattle. Surviving are his father, Frank and two brothers, Harold and Leonard, all of Seattle. FerHs Joe Antone, Jr., 53, died of a heart attack on the SS Alex Stephens (Water­ man) on the high seas west of the Azores on May 3. Brother Antone joined the SIU in the port of Jackson­ ville sailing as an AB from 1978 to 1979. He also sailed inland for Caribe Tugboat, Jacksonville in 1977 and for lOT in 1976. Seafarer Antone was a veteran of the U.S. Navy during World War II. He was born in Duval County, Fla. and was a resident of Jacksonville. Surviving are his widow, Elizabeth; a daughter, Toni and his mother. Opal, of Jacksonville. Pensioner Samuel F. Rusk, 65, died on May 6. Brother Rusk [joined the Union in the port of . -jm Philadelphia in 1957 sailing as a Mi cook and steward for Taylor and Anderson from 1973 to 1975. A native of Gloucester City, N.J., he was a resident there. Surviving are his widow, Gertrude; two brothers, Thomas of Maplewood, R.I. and Edward of Gloucester City and a sister, Mrs. Mary Shaw of Gloucester City. Patrick Mike Graham, 26, died in Houston on June 12. Brother Graham joined the SIU in the port of New York following his graduation from Piney Point in 1974 where he was a bosun. He also sailed for Waterman as an AB. Seafarer Graham was a 1978 Union scholarship winner and a fresh­ man at Southwest Texas University. Born in Jonesboro, La., he was a resident of League City, Tex. Surviving is his father, George of League City. Russell Mazelion Grantham, 53, was lost at sea off the SS Delta i5ra5/7 (Delta Line) on May 19. Bro­ ther Grantham joined the SIU in A 1944 in the port of Mobile sailing as a bosun. He was a veteran of the U.S. Army in the Korean War. A native of Alabama, he was a resident of Bonifay, Fla. Surviving are his widow, Evelyn; his father, Mazelion of Noma, Fla. and his mother,,Bertha of Columbus, Ga. George David Hanback, 21, died in Pine Plains, N.Y. on Dec. 25, 1978. Brother Hanback joined the SIU following his graduation from Piney Point in 1974. He sailed as an AB. Seafarer Hanback was born in North Tarrytown, N.Y. Burial was in Evergreen Cemetery, Pine Plains. Surviving are his parents, Mr. and Mrs. Burt (recertified bosun) and Alice Hanback of Pine Plains; five brothers (one a Seafarer) and three sisters. William Clyde Hughes Jr., 40, died on Apr. 21. Brother Hughes joined the SIU in the port of New Orleans in 1967 sailing as an AB. He was afi "A" seniority upgrader at Piney Point in 1967 and attended the 4th Union Educational Conference there. Seafarer Hughes was a Andrew Furuseth Train­ ing School grad. And he was a veteran of the U.S. Army's Air National Guard from 1966 to 1969. He was also an artist. Born in Crockett, Tex., he was a resident of Springs, Tex. Surviving are a son, William Clyde III; two daughters, Shelley and Holley and his parents, Mr. and Mrs. W. C. Hughes. Walter Nathan Thomas, 62, died on May 23. Brother Thomas joined the Union in the port of Detroit in 1972 sailing as a 2nd cook. He was born in Iron Mt., Mich, and was a resident of Carleton, Mich. Surviving is his widow, Georgina. Joe Frank Adcock, 43, died of a heart attack on May 31. Brother Adcock joined the SIU in the port of Norfolk in 1978. He sailed as an AB on the USNS Potomac (Hudson Waterways) last year and the SS Cove Sailor (Cove Shipping) this year. Seafarer Adcock was born in Truscott, Tex. and was a resident of Virginia Beach, Va. Surviving is his widow, Imogene. �• "^ i Thomas Rich­ ard Rafferty, 55, died of heart disease in West Jersey Hospital North on July 11. Brother Rafferty [joined the Union in the port of Philadelphia in 1961 sailing as a mate, captain and pilot for the Independent Towing Co., Philadelphia from 1957 to 1979. He was a Piney Point upgrader in 1973. Boatman Rafferty was a veteran of the U.S. Navy in World War II. Born in St. Paul, Minn., he was a resident of Camden, N. J. Interment was in St. Paul. Surviving are two sons, Richard and Thomas of Camden and two daughters. Donna and Janet. Jeffrey Logan Shaffer, 25, was dead on arrival at the Atlantic City ' (N.J.) Medical Center on May 12. Brother Shaffer Ijoined the Union I in the port of Wilmington, Calif, in 1979 sailing as an assistant engineer and engine utility on the tugs Feather River and San Joaquin River (Crowley) last year. He was a veteran of the U.S. Navy from 1971 to 1975. Boatman Shaffer was born in Lincoln, Neb. and was a resident of Virginia Beach, Va. and Ridgecrest, Calif. Surviving are his widow, Debra and daughter, Shonda Kay. George Roberson died on July 6. Brother Roberson sailed as a deckhand on the dredge Albatross (Radcliff Materials) from the port of Mobile this year. Joseph Leroy Blalock, 58, succumbed to cancer in Pennsylvania Hospital, Philadelphia on June 28. Brother Blalock joined the Union in the port of Philadelphia jn 1976 sailing as a cook for Mariner Towing on the tug Mariner (lOT) from 1973 to 1978. And on the tug Valour last year, too. He was a member of the NMU from 1958 to 1960. Boatman Blalock was a veteran of the U.S. Navy during World War II. A native of Chattanooga, Tenn., he was a resident of Philadelphia. Burial was in the Christ Sanctified Holy Church Cemetery, Perry, Ga. Surviving are his widow, Jewell; two sons, U.S. Army Sgt. 1/C Roy B. Blalock of Gaithersburg, Md. and Jeffrey Blalock; two daughters, Mary and Julie and a brother, Eugene E. Blalock of Virginia Beach, Va. Pensioner Arthur Raymond, 78, passed away on July 8. Brother Eraser joined the Union in the port of Baltimore in 1956 sailing as a deckhand. He was born in Arizona and was a resident of Baltimore. Surviving is his widow, Sadie. Raymond Bedair, 49, died on Jan. 8. Brother Bedair joined the Union in the port of New Orleans in 1972 sailing as captain and pilot for National Marine Service, Houston from 1972 to 1976. He also sailed for Gulf Canal Lines from 1965 to 1^72. Boatman Bedair was a former member of the NMU United Marine Division. He attended Piney Point's Vessel Operator's Management and Safety Course in 1976. Born in Texas, he was a resident of Groves, Tex. Surviving are his widow. Vera of Winnfield, La.; a stepson, Roger D. Green and his mother, Mrs. E. E. Swain of Rockland, Tex. Pensioner Antonio Aguilar Garcia, 79, passed away from natural causes in the Lutheran Medical Center, Brooklyn, N.Y. on May 9. Brother Garcia joined the SIU in 1938 in the port of New Orleans sailing as a chief steward. He sailed 41 years. Seafarer Garcia was born in the Philippines and was a resident of Brooklyn. Burial was in Pinelawn Memorial Park Cemetery, Long Island, N.Y. Surviving is his widow, Eula. Pensioner Carl Hoogenwerf, 77, passed away on June 13. Brother Hoogenwerf joined the Union in the port of New York in 1960 sailing as a deck­ hand for the New York Central Rail road from 1924 to 1967. Boatman Hoogenwerf was born in Belguim-The Netherlands, was a naturalized U.S. citizen and was a resident of Fairview, N.J. Surviving are his widow, Germaine and a daughter, Mrs. John (Dorothy) de Sena of Fairview. Johnnie Lee Jackson, 67, died of heart failure on arrival at the South Alabama Medical Center Hospital, Mobile on Feb. 2. Brother Jackson joined the Union in the port of Mobile in 1958 sailing as a chief steward for Mobile Towing from 1958 to 1979 and for the Southern Oyster Shell Milling Corp. in 1958. He was born in Plateau, Ala. and was a resident of Mobile. Burial was in Oaklawn Cemetery, Mobile. Surviving are his widow, Daisy Bell and a brother, George of Mobile. Pensioner [Joseph Louis La I Padula, 82, died of lung failure in [Jersey City, N. J. on June 11. Broth­ er La Padula joined the Union in the port of New York sailing as a deckhand and bridgeman for the Pennsylvania Railroad Marine Division from 1919 to 1962. He was also a welder for the Staten Island (N.Y.) Shipbuilding Corp. Shipyard from 1917 to 1919. Boatman La Padula was a member of the Masters, Mates and Pilots Union from 1947 to 1960. Born in New York City, he was a resident of Jersey City. Surviving are his widow, Oeraldine; two sons, John and Joseph Jr. and three daughters, Mrs, Carmella, Piserchia, Mrs. Mary Barata and Mrs. Barbara Brady. Albert Brenizer, 42, died on June 2. Brother Brenizer sailed as a deckhand for the American Commercial Barge Line (ACBL). He was born in Fayetville. 111. and was a resident of Nor­ mandy, M6. Surviving is his widow, Carlee. Pensioner Alvin Lewis, 62, died of a heart attack in the Moorehead City (N.C.) Nursing Home on Mar. 20. Brother Lewis Ijoined the Union in the port of Philadelphia in 1957 sailing as an AB and pilot for NBC Lines from 1963 to 1969 and for Harbor Towing. He sailed 20 years. Boatman Lewis was a veteran of the U.S. Army. Born in Merrimac, N.C., he was a resident of Oriental, N.C. Burial was in Lukens Cemetery, Carteret County, N.C. Surviving are his father. Dexter and a sister, Mrs. Fannie Pittman, both of Oriental. Pensioner Dewey Parsons, 77, succumbed to cancer in the Swanlolm Nurs­ ing Home, St. Petersburg, Fla. on May 8. Brother Parsons joined the SIU in 1939 in the port of Tampa sailing as a bosun. He sailed for 44 years. Seafarer Parsons was born in Grand Cayaman, B.W.I. and was a resident of St. Petersburg. Burial was in Royal Palm Cemetery, St. Petersburg. Surviving are a brother, Cal of Grand Cayaman Is. and a nephew, C. Parsons of Cayaman. A Pensioner Steve Kardanis, 74, died of natural causes in the Bronx (N.Y.) Municipal Hospital on May 14. Brother Kardanis joined the Union in the port of Milwaukee, Wise, in 1958 sailing as a fireman-watertender. He sailed 21 years on the Lakes. Kardanis was born in Leros, Greece and was a resident of the Bronx, Burial was in Riverview Ceme­ tery, Martins Ferry, Ohio. Surviving are his widow, Thelma and a son, Harry K. Karathanasis of Martins Ferry. Pensioner Edwin Gabriel Mitchel,68, died of heart-lung failure in the New Orleans USPHS Hospital on Apr. 11. Brother Mitchel joined the SIU in 1946 in the port of New Orleans sailing as a chief steward and chief cook for 31 years. He was a veteran of the U.S. Coast Guard in World War 11. A native of New Orleans, he was a resident there. Interment was iif St. Louis Cemetery, New Orleans. Surviving is his widow, Virginia. Pensioner, Bias Torres, 61, died of a heart attack in Carolina, P.R. on Apr. 19. Brother Torres joined the SIU in 1944 in the port of New York sailing as a fireman-watertender. He was born in San Juan, P.R. and was a resident of Rio Piedras, P.R. Surviving are his widow, Matilde; three sons, Miguel, Manuel and Jose and a daughter, Mrs. Mercedes Torres. James Olman Wall, 53, died of natural causes on Mar. 16. Brother Wall joined the Union in the port of Houston in 1957 sailing as a deckhand, chief mate, captain and pilot for G & H Towing from 1953 to 1979. He also worked for Curtis Bay Towing and Dixie-Carriers. He was a veteran of the U.S. Navy in World War II. Boatman Wall was born in Alexander, N.C. and was a resident of Arcadia, Tex. Surviv­ ing are his widow, Betty; two sons, Kenneth and Michael and a daughter, Martha. Elmer James Hebard, 65, died on July 14. Broth­ er Hebard joined the Union in the port of Detroit in 1950 sailing as a firemanwater-tender for the Huron Cement Co. He was born in Port Huron, Mich, and was a resident of River Rouge, Mich. Surviving is a sister, Mrs. James (lone) Siemen of Port Huron. Leo Watts, 59, died on Apr. 10. Brother Watts joined the SIU in the port of New Orleans in 1951, sailing on the Delta Line in 1965. He was a resident of Livingston, La. Surviving are his widow. Bertha; a daughter, Susaii and his parents, Mr. and Mrs. Fred M. And Gertrude Watts of Livingston. Wayne D. Mundy died on Mar. 8. Brother Mundy sailed as an AB on the tug Vigilant and for Dixie Carriers, Harvey, La. last year. He shipped out of the port of New Orleans. Surviving is his widow. Leo J. Meyer, 50, died on May 19. Brother Meyer joined the Union in Port Arthur, Tex. in 1970 sailing as a pilot and captain on the Tugs National Mariner, National Gateway and Na­ tional Progress (National Marine) from J 970 to 1979. He was a graduate of the Lundeberg School's Vessel Operator Management Safety Program in 1976. Boatman Meyer was a former member of the Master, Mates and Pilots Union. He was born in Guttenburg, Iowa and was a resident of Garver, Is., la. Surviving is his widow, Louise. Pensioner Henry Sawyer, 68, died of lung failure in the Norfolk USPHS Hospital on Mar. 8. Brother Sawyer joined the Union in the port of Balti­ more in 1959 sailing as a chief cook and deckhand for Harbor Towing from 1958 to 1976. Boatman Sawyer was a former member of the Teamsters Union, Local 24 from 1945 to 1948. He was a veteran of the U.S. Army before World War 11. Born in Hickory, Va., he was a resident of South Mills, N.C. Burial was in Chesapeake (Va.) Memorial Gardens Cemetery. Surviving are two nephews, Paul 1. Powers Jr. and D. C. Harris, both of Chesapeake. Gary Cole Eickelmann, 32, died of a head injury in Mercy Hospital, Balti­ more on Apr. 12. Brother Eickelmann joined the Union in the port of Paducah, Ky. in 1977 sailing as a mate for Northern Towing from 1977 to 1978. He also sailed as a deckhand for Orgulf Transportation. Boatman Eickelmann also worked as a welder for the SIUaffiliated United Industrial Workers Union's (UIW) Louisiana Dock Co., New Orleans this year. He was born in Herrin, 111. and was a resident of Benton, 111. Burial was in Harrison Cemetery, Christopher, 111. Surviving are his widow, Elizabeth; a son, Richard and his parents, Mr. and Mrs. Cecil and Bella Eickelmann. August 1979 / LOG / 37 �•m Steamboatin' Framed by the St. Louis Arch—"Gateway to the West"—is the steam caliope of \he Mississippi Queen. Also known as a "steam pianna", it, [ends an air of authenticity to river excursions—especially when steam's up and the "pianna man" is playin'! Gracing one of the Mississippi Queen's spiral staircases are maids, from top to bottom, Donna Gudger, Zandra Bienaime, and Carol Cruys. John Prados, utilityman on the boat, is from Evansville, Ind. Ldrry Srubaker, maitre d' on the Mississippi Queen, hails from Middletown, Ohio. 38 / LOG / August 1979 64QTEAMBOATS a'cominr O Gone are the days when young boys and girls ran through the streets of such river towns as New Orleans, Cairo, and St. Louis, spreading the news at the approach of an old-time steam­ boat with that once-common cry. But much of the aura and excitement surrounding "steamboatin"'still lingers along the Mississippi, thanks to the 53year-old Delta Queen and her younger and bigger sister the Mississippi Queen. The Queens are the only overnight steam-paddlewheel excursion boats still operating on the U.S. inland waterways, and both are SlU-contracted. The three-year-old, 379-foot Mississippi Queen was in St. Louis recently for a 14-hour stopover, and it was there, amongst the hustle and bustle that surrounds such an event even today, that the Log finally caught up with her. Passengers (she can carry upwards of 400 of them) were coming and going, accompanied by friends and relatives who were on hand to greet them, or give them a good old-fashioned sendoff. All manner of supplies was being delivered and piled up either at the foot of the gangway, or on the boat's foredeck. Some of the 125 crewmembers were, in turn, busy transferring these supplies down below, while others greeted passengers, made repairs, prepared food, cleaned up, and generally readied the Mississippi Queen for the next leg of her river journey (destina­ tion: St. Paul, Minn.). Virginia-born Donna Gudger nowcalls New Orleans, ancktbe Missi^t^Qii^, home..'. She's beerva maid on 8^ paddle-wheefer for over a year. �Alive and Kiekin' on Mississippi It didn't take much imagination to picture how it mijght've been, a hundred years earlier, on the occasion of a steamboat's from that same St. departure from that same St. Louis waterfront. Because, in many ways, that's how it actually was. , of rthe elevaelevi Outwardly at least (the eleva tors, air-conditioning, , , , and swim_ xU/a mine ^pool ^ ^ - dont show on the """& ^ ^ outside), the Mississippi Queen The M/ss/ss/pp/Oueen, during a recent stopover in SI, Louis, Mo. ^ looks very much like a paddlewheel steamboat of yesteryear. That look, plus certain sounds— like her steam whistle or paddlechurning up the water\n time time like carries vou back in IIKC * u«-* otime nothing else can, short ot a time machine. But it takes a lot of people to pull the whole thing off. A lot of hard-working people who believe in what they're doing, without which the Mississippi Queen, or any other boat, would be just a hollow vestige of what once was. It tak6s SIU people, the vast majority of the Mississippi Queen's crew—cooks, waiters, maids, engineroom personnel, deckhands, porters, bartenders and others—to pull it off, day in and day out. These are the people who, in the final analysis, are keeping a romantic tradition alive on the Mississippi. Thanks to those people on the Mississippi Queen and the D^lta Queen, it just might be possible to hear those magic words come ringing through a river town once again: "Steamboat's a'comin'!" -- ^ Serving With Chef George Silver a Golden experience •\T7hen Chef George U. Silver Rainier and Grace Kelly of MonVV completed his first year on the occo, and President Har^ Truman. There's no question abbut it, Chef paddlewheel excursion boat Missis­ sippi Queen last October, the galley Silver has been around. He worked crew under his command presented for years as Chef in various cities, him with a certificate that read, in including New York, Washington, and Atlanta (which he now calls part: "Thank you for all the knowledge, home). And during the Second patience, and understanding you World War he supervised food preparation for the Persian Gulf have given each of us." Command at its headquarters in Many thousands of people who Iran, as well as having a similar have had the good fortune to eat a meal prepared or supervised by Chef position with the Western Defense Silver might agree to add these Command in Alaska. Life on the Mississippi is a new words to that certificate, if they could: "And thanks for the good experience for Silver, but he has adjusted to it without any trouble. food!" Thanks is also due to the wander­ He's kept busy, preparing meals for lust that brought the native of a maximum of 400 passengers, but Antofagasta, Chile to the U.S. in the it's not like the days when he was responsible for the preparation of first place. 4,800 meals a day on the deep-sea It all began in 1925 when Silver passenger ships. . decided to give up a promising Does Chef Silver mind being career as a C.P.A. to take a job as away from home for 30 days at a fireman on a U.S.-bound oil tanker. stretch? . Shdrtly thereafter, he landed his first "Not at all," says Silver with a job in the food preparation business twinkle in bis eye, "at my age (75), —as a dishwasher at the Brown going home after 30 days and seeing Derby Restaurant in Los Angeles, my wife is like having a honeymoon Calif. Thus began a career which, so all over again!" far, has spanned 53 years. All in all. Silver says he has no When you talk about "food fit for complaints about life on the Missisa king", it's not just an expression in sippi, and about his life in general. Chef Silver's case. In fact, he has "America has been good to me, he actually served two kings during his told us. And Chef Silver has been long career: King lb Saud ofSmdi good to America. Does he plan to retire anytime Arabia, and King Mahomed V of soon? , Morocco. "I'm going to stay here till the And during a 10-year period cows come home," was his reply. (1952-61) in which he worked for For the sake of all future passeng­ American Export Lines as Execu- ers on the Mississippi Queen,who tive Chef—on board the S.S. Inde­ will dine royally as long as Chef pendence and the S.S. Constitution Silver is aboard, here's hoping the —Silver supervised preparation oi cows aren't in any big hurry. meals for such notables as Prince career. August 1979 / LOG / 39 �<I A SPACE IN WASHINGTON 30® A DAY IS ALL IT TAKES \, li I ^.\':k Sign the SPAD check-off today. •^P � 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 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 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 August 1979 Description An account of the resource HEADLINES MARITIME AUTHORIZATIONS BILL PASSES HOUSE AFL-CIO URGES: END VIRGIN ISLANDS LOPPHOLE ATLANTIC FISHERMAN VOTE TO COME INTO SIU-AGLIWD 3 NEWLY AQUIRED APL SHIPS IN TRANSPACIFIC RUN FARMWORKERS URGE: ‘DON’T BUY NON UNION ICEBERG LETTUCE’ EFFOTS INTENSIFY TO BRING BACK U.S. PASSENGER SHIPS ENERGY CRISIS, IMPENDING RECESSION LABOR’S TOP PRIORITIES INLAND VACATION PLAN HITS A HIGH NOTE PAYS 5,000TH BENEFIT CHECK IN ONLY 3RD YEAR OF EXISTENCE NMC STUDYING A HOLD FULL OF MARITIME LEGISLATION LAKES SEAMEN GET AUG. 1 COLA INCREASE INTERSTATE BOATMEN GET COLA HIKE PATRIOT, 1ST OF 12 NEW SEA-LAND DIESELS LAUNCHED NO BULL! TAURUS SIU’S 10TH GAS CARRIER CALIF. LNG TERMINAL A STEP CLOSER TO GROUNDBREAKING C.G. PROPOSES UNPASSALE PHYSICALS FOR SEAMEN UNIONS DRAFTING PROPOSAL TO SECURE V.A. BENEFITS OF SEAMEN CONGRESS HOLDS HEARINGS ON LNG FACILITY SITING US-FLAG FLEET HITS 22 MILLION TONS LEGISLATION TO BEEF US U.S. SHARE OF BULK TRAE INTRODUCED ECONOMY DEMANDS ACTION ON OCEAN MINING RED TAPE HAS NEW LNG PROJECTS TIED UP 2 MORE SEAFARERS RETIRE WITH INCREASED PENSION N.O. HAS NEW SEAMEN’S CENTER TUG DIMPLOMAT JOINS SIU MANNED INTERSTATE FLEET CARTER AND FAMILY TAKE TREK ON DELTA QUEEN SIU BOAT VICTORIOUS IN 1979 INTL. TUG RACE VACATONING CONGRESS LEAVES PLENTY ON THE BURNER C.G. ANSWERS COURT CASE CHARGING INCOMPETENCY SAGA OF THE R/V ANTON BRUUN, RESEARCH SHIP SENATE CONFIRMS SAMUEL NEMIROW AS NEW MARITIME ADMINISTRATOR SIU’S JOE SACCO ELECTED V.P. OF TEXAS AFL-CIO SAFETY FIRST WHEN ENTERING A TANK OR CONFINED SPACE OLDTIME WILLY MANTHEY, 50 YEARS A SEAMAN, CALLS IT A DAY AT 73 PENGUINES, ICEBERGS, WILDLIFE AND KILLER WHALES STEAMBOATIN’ ALIVE AND KICKIN’ ON MISSISSIPPI SERVING WITH CHEF GEORGE SILVER A GOLDEN EXPERIENCE Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 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 8/1/1979 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. 41, No. 8 1979 Periodicals Seafarers Log http://www.seafarerslog.org/archives/files/original/efc376338edba186ca7cf18b077f90fd.PDF 0cdadb168f0f3db0117d0b6dcf0677de PDF Text Text SSL Of SEAMANSHIB Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO SlU Crews New 1,000-Ft. Laker, Indiana Harbor Page 13 NO!"9^ SEPTEMBER 1979 Paul Hall Gives National Labor Day Address 1 Pages 14-15 Boatmen on National Flag Save Crash Victim Vi Page 11 Union Wins Landmark Court li £ •< I -II Page 3 SlU in Battle to Preserve Safety Steward Recertification Program u- Gets Underway Pages 20-21 '\ 1)l . J • '"'•iWiiikl, �Smiffe Votes ^Yea' to Bring Back US. Passenger Ships Three erand old oasseneer reoresentative Chuck Mollard the American passenger fleet, have contracted to buy tnese two t Three grand old passenger ships may soon be restored to active service under the U.S. flag, thanks to action taken by the Senate this month. By a voice vote on Sept. 6 the Senate passed two separate bills with the common aim of bringing back the U.S.-flag passenger fleet. House action on the bills is still pending. Introduced by Sen. Daniel K. Inouye (D-Hawaii), one bill allows the passenger ships United States and Santa Rosa to operate on domestic as well as foreign routes. The other bill re-documents the S.S. Independence for use in the U.S. coastwise trade. Passage of the bills was hailed as a boon for the U.S.-flag maritime industry and American tourism by the many maritime labor, industry and government groups that have supported the bills. Speaking for the legislation on behalf of the SIU, Washington 0)(0, representative Chuck Mollard noted that restoration of these that re-birth is still in its infant passenger ships is a necessary stages. House action, expected soon, first step in rebuilding the "vital passenger component of the is still necessary before the long United States merchant marine." laid-up Independence begins The American-flag passenger cruising the Hawaiian Islands fleet, once a vital sector of U.S. and United States starts her maritime, has dipped to only four California-to-Hawaii run. And deep sea vessels in recent years. the two cruise companies which The four, SlU-crewed Delta Line ships, cruise between the U.S. West Coast and South America. The SIU also mans the only Legislative News Senate Passes Passenger two overnight passenger steam­ Ship Bill Page 2 boats in the U.S. fleet. They are SIU in Washington Pages 9-10 Fight to the Delta Queen and the Missis­ Preserve Safety Page 5 sippi Queen. They operate throughout the Mississippi River Union News Win Yellowstone Case Page 3 system. President's Report Page 2 Re-entry of the Independence, Headquarters Notes Page 7 United StatesandSantaRosa into Letters to Editor Page 18 Brotherhood in Action Page 39 the U.S. passenger fleet will mean At Sea-Ashore., Page 17 new jobs for American seamen as SPAD Checkoff Back Page Hall's Labor well as for U.S. shipyard workers Day Address !... Pages 14-15 and those in other maritime Great Lakes Picture Page 26 related industries. Inland Lines Page 29 National Flag Boatmen But while the Senate vote Save Crash Victim Page 11 paves the way for the re-birth of INDEX Paul Hall Next 14 Months Are Critical T HE 1980 Presidential election is a full 14 months away. But the way the candidates—both announced and unannounced—are running you'd think the election was next week instead of next year. It's too bad it has to be like this. But that's the way the American political system works. An elected legislator in this country— whether he be the President, a Congressman or a Senator—never really stops running. Before a politician makes a move—whether it be voting on or sponsoring a bill he looks at it two ways. First, he studies how the bill will effect the nation. And secondly, he studies how his support or opposition of the measure will effect him politically. So many times, a politician votes on an issue in relation to what's good for him politically and not on the merits of the bill itself. It's all part of the political process in this country. You may not like it in principle, but if you are going to take an active role in the political arena—like we do—you have to play by the rules. That is the main reason why the job of political action is both tough duty as well as being a full time job—day in, day out. Each and every SIU member must realize the importance of politics to our Union, our jobs and our security. There's no two ways about it. Our success in politics is directly tied to our continued success and prosperity as a trade union. So, if you look at it closely, it's really not premature to be looking at the 1980 election right now. Don't forget, the office of President is only one job to be filled. The entire House of Representatives, 435 seats, is also up for election. So are numerous important Senate seats. passenger vessels are not going to start pouring money into restor­ ing them until approval to run them is official. The SIU and other maritime labor and industry groups that support a revival of the U.S.-flag passenger fleet, will continue efforts to get that revival rolling. General News Ship's Digests Dispatcher's Reports: Great Lakes Inland Waters Deep Sea Page 26 Page 28 Page 22 Training-Upgrading "A" Seniority Upgrading ....Page 23 Piney Point Grads Page 31 Upgrading Schedule Page 6 Membership News New Pensioners Page 33 Final Departures Page 36 Steward Recertification Program Pages 20-21 Manhattan Island Page 16 Special Features The Late Al Bernstein Good Will Agent on LNG Run Pages 34-35 Page 38 At the present time, this membership should be fully aware that the SIU is already gearing up for the 1980 elections. We are supporting and will continue to support the people we feel will do a good job for maritime when and if they get into office. At the same time, the Union's legislative staff is doing an outstanding job of keeping on top of the day-to-day activities in Washington, D.C. This is an extremely difficult job. And as all SIU members should realize, it's getting tougher and tougher all the time. My point, brothers, is simply this. The next year, from a political standpoint, is crucial to us. We must start playing our chips now, and play them smart throughout. For us there is no bluffing in politics. We have to have a full house every time to bring home a winner. In this game, brothers, SPAD is our chips. And like in any poker game, you can't go in with a small bankroll. If you do, you're as good as dead. Our new '30 Cents-a-Day' SPAD Checkoff Program has been in operation now for a little over a year. The response to the program has truly been outstanding. And, there is no question that the membership's support of the SPAD Checkoff Program has already increased our ability to function politically. Our overall goal is to have every SIU member participate in the SPAD Checkoff program. We are on our way toward achieving that goal. For those who have not signed the checkoff authorization, it's time to start giving serious couSiUeration to doing so. To those who have signed it, it's important to realize that participation in politics by the individual SIU member only starts with SPAD. Every member should know the important maritime issues, as well as knowing where a candidate stands concerning our industry. The individual member should also take the time out to write his Congressman and Senators to encourage support for maritime. In addition, the individual SIU member should consider donating some of his time to campaigns involving candidates being supported by the Union. Our record in the political arena has been a very good one. We have done a lot with relatively small resources. The bottom line, though, is that we must do more. Now is as good a time as any to get going. Change of address cards on Form 35/9 should be sent to Seafarers International Union, Atlantic Gulf Lakes and Inland Wafprs ni«itrirt AFI rin 1123^ Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 41, No. 9, Septernber 2 / LOG / September 1979 Page 32 Fn..r+h A.,^ Qr^nv,r. M Ave.. Brooklyn, N. �• House Votes to Ban Alaska Oil Exportation C I,HALK one up for the Amer, ican consumer and thou­ sands of American workers in a variety of trades including mari­ time., i t ^ The House of Representatives, after months of delay, finally voted to ban the exportation of Alaskan oil as part of the Export Administration Act Amend­ ments of 19.79. The Senate passed an almost identical bill in July. However, because there are some differ­ ences in them, the bill must go to a House-Senate Conference Committee before it can be sent on tp the White House for the final okay. The House version of the bill was passed on Tuesday evening Sept. 25, 1979. However, there was an eleventh hour attempt by Rep. William Dannemeyer (RCalif.) to do away with the Alaskan oil provision in the bill. Dannemeyer was badly defeated in a 340 to 61 roll-call vote. After Dannemeyer's amend­ ment was dumped, the House went on to approve the full Export Administration bill by a voice vote. The ban on exportation of Alaskan oil is a big victory for the goal of energy independence for America. At the present time, the Alaska oil reserve is the only solid reliable reserve in the United States. Credit for this victory goes to the wide range of consumer and citizen groups and the AFL-CIO, which did the hard work on Capitol Hill to get the bilfpassed. Essentially, the House bill totally bans the export or ex­ change of Alaskan produced oil, except in the following instances: • the export would not lessen either the quantity or quality of crude available to U.S. con­ sumers; • the export would result in the reduction in cost of imported crude to American refiners and the cost of oil to American consumers. Cost items would have to be verified by a semi­ annual government audit. • if any exports are approved their contracts must be termin­ able; • the exports must be proved necessary for the protection of U.S. national security. The main difference in the House and Senate bill is this. The House bill says that a Presiden­ tial order calling for the exporta­ tion of Alaskan oil must be approved by both Houses of Congress. The Senate version says that a Presidential order for Alaskan oil export must be disapproved by both Houses of Congress. Either way, it looks like Amer­ ica's biggest and most reliable energy reserve will be used by American consumers and indus­ try, exclusively. SlU Wins Landmark Decision in Yellowstone Case A LANDMARK decision which will enable the SIU to defend the health and safety rights of Union members more fully than ever before was handed down this month by U.S. District Court for the Southern District of New York. The Court decision, dated Sept. 17, 1979, upholds the right of a maritime union to fully and actively participate in a Coast Guard investigation into a ma­ rine casualty that involves union members. The ruling stemmed from charges filed by the SIU against the Coast Guard and other agen­ cies in the wake of a Coast Guard investigation into the June 1978 sinking of the SlU-manned S.S. Yellowstone (Ogden Marine). Two days after the Algerian freighter Ibn Batouta rammed the portside of the Yellowstone's engine room, killing and injuring several SIU members, an inquiry into the cause of the casualty was begun. The purpose of the inquiry was twofold: to determine the cause of the accident; and to formulate suggestions which could be implemented to prevent similar accidents from happening in the future. At the start of the hearing, the SIU applied to the presiding Coast Guard officer. Comman­ der Leon E. Beaudin, to be designated as a "party in interest." A party in interest has the right to fully participate in the proceed­ ings, including the rights to legal counsel, to cross-examination and to call witnesses. As the collective bargaining and trade union representative of the Yel­ lowstone's unlicensed crew, the Union claimed a "vital and critical interest in the safety and working conditions" of Union members and further claimed that interest entitled us to be named a party in interest. Cmdr. Beaudin denied the SIU's "party in interest" applica­ tion, saying that "a person is named a party in interest so that he may have the opportunity to protect himself if the facts develop that are adverse in nature to him." Cmdr. Beaudin decided the Union's status was that of an "interested party," which allowed the SIU to sit in on the hearings but not to play an active part in them. Charging that the Coast Guard had both misinterpreted and acted "in contravention" of U.S. shipping laws defining "party in interest," the SIU applied to U.S. District Court for an injunction. Backs Union Strongly In a hearing before U.S. District Judge Mary Johnson Lowe, the Union presented a well-documented case which argued that an inquiry into a marine casualty in which Sea­ farers are involved cannot be complete without the "relevant and probative evidence," of those Seafarers. District Judge Lowe upheld the Union's position. In a written opinion which strongly backed the Union's authority to protect the lives, safety and working conditions of the SIU member­ ship, Judge Lowe said: . "If Congress intended a casu­ alty investigation to ascertain the cause of an accident, then all interests, particularly representa- fives of the largest segment of the Coast Guard is temporarily maritime public—the crews of barred from publishing or distri­ merchant marine vessels, such as buting their findings. the unlicensed seamen...who Right now, the SIU is in the died in the collision and who are process of preparing the finalizamost likely to die in future marine tion of its case which, if upheld by casualties—will be represented." the Court, will make the tempo­ "The seamen," Judge Lowe rary injunction against the Coast concluded, "if not more inter­ Guard permanent. ested are at least as equally The Union's general counsel interested as owner and cargo . Howard Schulman is very opti­ interests in promoting the safety mistic that the Court will again of life and property at sea. It is rule in favor of the SIU. And that they who have the most compel­ will mean that in the future, the ling reasons to raise all issues SIU and other maritime unions relevant to the collision." will be able to raise all the The Coast Guard's one-sided relevant issues in a marine investigation of the Yellowstone casualty investigation, not just the issues the Coast Guard and tragedy has been completed. But because of the court's ruling, the shipowners want to see. 1 i Log, Skipjack Win ILPA Awards The International Labor Press Association has announced the winners of its 1978 Journalistic Awards Contest and the SIU's publications did well. The Log won the "Award of Honor for General Editorial Excel­ lence" in its category of interna­ tional union publications of less than 100,000 circulation. The Skipjack, published by the Lundeberg School, won two awards. The Skipjack won the "Award of Honor for General Editorial Excel­ lence" in its category of union publications of less than 20,000 circulation. The Skipjack also won "First Award for Best Front Page, News­ paper Format" in competition with all labor newspapers. In announcing the awards, the ILPA judges said that the Log "specializes in bringing to its far flung membership news of maritime legislation that directly affects their lives, both at sea and ashore. Special emphasis is also given education and training of seamen." The ILPA judges said that the Skipjack "is unexcelled in its class for fine graphics. Spritely written features, with good photos help it explain the world of the sea to students and the activities of the School to the outside world." The award won by the Log this ye^r adds to the long list of awards our paper has won since it was first published in 1938. A good deal of the credit for the Log's success goes to SIU members who continually supply the Log with lively photos and stories of life at sea and on the inland waters. Congratulations are also in order here for the staff of the Lundeberg School for the fine job they do month after month in keeping the membership informed of the oppor­ tunities available at the School for SIU members. • I ; September 1979 / LOG / 3 i �E" Unions Oppose Amendments to Maritime Bill T Following are the two House WO legislative amendments that would badly hurt the amendments which the Ad Hoc Maritime Committee opposes: U.S. merchant marine have been • the so-called "50 percent vigorously opposed by the AFLmanning amendment." This CIO Ad Hoc Committee on amendment prohibits CDS funds Maritime Industry problems. The Ad Hoc Committee, made for the construction of any new merchant vessel on which the up of all the major seagoing subsidized manning scale is 50 unions, voiced strong objections percent above the minimum to two of the House amendments manning requirements deter­ to the Maritime Appropriations mined by the Coast Guard as Authorization Act of fiscal year necessary for the "safe operation" 1980. of the vessel. The Maritime Bill was passed • the so-called "lobbying" by the Senate in May and by the House in July. TheSIU and other amendment. This amendment maritime unions fought very affects U.S. operators who re­ hard for the bill and were ceive operating differential sub­ successful in getting the most sidies. It prohibits them from counting as eligible their costs for important parts passed. These were the allocations of contributions to contractually established maritime industry subsidy funds. For the construction differen­ and legislative research organiza­ tial subsidy (CDS) program, tions. This includes such groups $101 million was approved; for as Transportation Institute, the the operating differential subsidy Joint Maritime Congress, and (ODS) program, $256 million the American Maritime Officers Service. was approved. SIU Washington Representa­ Also $16 million went to maritime research and $27.9 tive Chuck Mollard, who is million for maritime education chairman of the Subcommitte on Legislation of the Ad Hoc Mari­ and training. The House tacked on some time Committee, voiced the amendments to its version of the Committee's objections in letters Maritime Bill. Since these to Rep. John Murphy and Sen. amendments are not in the Daniel Inouye. Senate version, a conference Concerning the "50 percent committee must meet to resolve manning amendment," Mollard the differences. wrote, "This is a completely He pointed to the fact that erroneous and misleading provi­ sion which serves only to confuse U.S.-flag tankers of 200,000 to 390,000 deadweight tons operate the Congress." with crews of 29. But less than 10 He explained that the Coast years ago a 16,000 dwt tanker was Guard doesn't take the steward department into consideration manned with 42 seamen. Explaining the objections to when establishing manning levels the "lobbying" amendment, Mol­ for "safe navigation." Mollard pointed out that the lard noted the Ad Hoc Coast Guard's manning levels Committee also feels that this "do not take into account the measure "is an unnecessary need for vessel maintenance, intrusion into the collective vessel sanitation, specialized bargaining process." He compared the subsidies' operational activities, or passen­ ger services, as well as possible given steamship companies by the government to federal funds emergency procedures." He added that current man­ given in other areas. The com­ ning levels have been reviewed panies, he said, "are no more and approved by the U.S. Mari­ using federal funds to lobby time Administration, "the sole Congress, thd!n are those thou­ government agency responsible sands of cities, states, universi­ ties, foundations, and other for the CDS program." In the letters it was also organizations that receive federal pointed out that the Ad Hoc funds while they, at the same time Committee feels that this amend­ allocate funds to undertake ment "is an outright attempt to research and present their views before the Congress." erode our national policy of Mollard gave some back­ promoting a stable collective ground concerning this amend­ bargaining process." ment. He noted that when the Productivity Increased amendment was first introduced Mollard notes that "maritime it was rejected by a House labor and management have for subcommittee and then by the years taken the lead in reducing full Committee on Merchant crew size, boosting productivity Marine and Fisheries. However, and at the same time agreeing the amendment was adopted on upon the crew size necessary for a the House floor. "We can only assume," Mol­ ship's safe operation, mainte­ lard wrote, "that those who nance and cargo handling." supported this measure did so based on the misconception that such organizations [like Trans­ portation Institute, etc.] receive is such incidents as this that makes direct federal subsidy funds." The results of the conference us proud of the men who can be found aboard our ships..." committee's meetings will be carried in the next issue of the Log. Seafarer Saves Shipmate on SS Santa Mar/ana The validity of the old adage, "it's not the ship, it's the crew," has been proven once again, this time on the SlU-manned passenger ship SS Santa Mariana, which was enroute to San Francisco. The heroic actions of one of the crewmembers, Dudley Grant, third steward, were instrumental in saving the life of his shipmate, William Hurd, 2nd Cook/Pantryman. On Thursday, August 1, Hurd suffered an attack that was appar­ ently caused by his moving too quickly from a warm galley into the chill box. He collapsed outside the chill box, lost consciousness, and subsequently, had no respiration or pulse. Fortunately, Grant was nearby and knew the correct procedures to follow in such an instance. He administered artificial respiration and gave a sharp blow to revive Hurd's heart beat. The ship's surgeon. Dr. Harold Lidner, arrived quickly and com­ mented favorably on Grant's quick and level-headed behavior. There is no doubt, he said, that Grant saved Hurd's life. The Captain of the SS Santa Mariana. Earl Hill, wrote the 4 / LOG / September 1979 following note to the President of Delta Steamship Lines, the ship's owner, shortly after the incident: "It Know the Laws in Foreign Ports I^ ^ \ Vl.fx ^ Seafarer Dudley Grant, left, played a hero's role when he revived his shipmate, William Hurd, after Hurd had suffered an apparent fatal heart attack. With the drama behind them, the two get together for this photo aboard the SS Santa Mariana. The Union wants to remind all Seafarers that they are subject to the laws of the countries to which they sail. Being in a foreign jail is not pleasant. But that's exactly where merchant seamen And themselves when they disregard the laws of another country. The same is true for foreign seamen in this country. They are also subject to U.S. law and can face imprisonment if they violate it. Try to be familiar with the laws of the countries to which you sail. Laws are not the same everywhere. Something which is legal here might be illegal in another country. Also, just as Americans want foreigners to respect our laws, we should respect theirs. That respect will have a twofold benefit. It will contribute to better feelings and it will keep you out of jail. �Safety of Life at Sea is at Stake in New Bill U NBELIEVABLE is the best way to describe it! The U.S. Coast Guard, the agency charged with protecting life and safety at sea, is support­ ing a bill that would blast a hole right through the bulkheads of America's marine safety codes. The bill, slugged H.R. 5164, is being considered by the Subcom­ mittee on Coast Guard and Navigation of the House Mer­ chant Marine and Fisheries Committee. The Subcommittee, chaired by Rep. Mario Biaggi (D-N.Y.), has been conducting hearings on the measure. The bill would, among other things, allow vessels of 300 gross tons or less, carrying freight or passengers for hire to be operated without a licensed pilot or engineer. Presently, the law mandates that a licensed pilot and engineer be carried on all vessels above 15 gross tons carrying freight for hire, or above 15 gross tons and in excess of 65 feet in length carrying passengers for hire. However, for the past 20 years, the Coast Guard has essentially ignored the law and has applied these personnel requirements only to vessels in excess of 100 gross tons. The SIU is vehemently op­ posed to this bill in its present form. And SIU Washington Representative Chuck Mollard told the Subcommittee why in testimony on Sept. 18, 1979 in Washington, D.C. neer requirement is an attempt to alleviate an alleged localized manpower shortage in the off­ shore mineral and oil industry. Industry spokesmen claim there are not enough people with the required licenses to operate the increasing numbers of crewboats being utilized in offshore oil drilling on the East Coast. Instead of tightening safety laws with this increased traffic, the Coast Guard is singing the industry's song. Rear Adm. Henry Bell, chief of the office of merchant marine safety, told the Subcommittee that the removal of the pilot/ engineer requirement "would not adversely effect safety." When Bell finished his brief testimony on the bill, there was little cross examination by the Subcommittee, considering the importance of the proposed changes in safety codes. The fact, though, that the two chief consuls to the Subcommit­ tee, Mr. R. Cassani and Mr. R. Ratti, are retired from the Coast Guard no doubt has something to do with it. SIU Position Chuck Mollard made the SIU's position on H.R. 5164 very clear during Subcommittee hear­ ings. The Union is determined to fight this measure down to the wire in the best interests of safety of life at sea and the marine environment. Mollard told the Subcom­ mittee that the Union can appre­ Mollard said that the removal ciate the problems of the offshore of the pilot/engineer requirement marine industries. But he clearly on vessels of 300 gross tons or less pointed out that the bill's ap­ would be a "critical mistake" and proach to aiding the industry "is would "seriously compromise misguided" in that "it seeks to both safety and the environ­ heal minor wounds with major surgery." ment." Mollard pointed out that The removal of the pilot/ engi­ vessels of 300 gross tons must have qualified people in com­ mand. Crewboats used in the offshore industry often approach 400 feet in length, carry as many as 50 passengers and are contin­ uously docking and undocking— as many as 20 times in 7 days. Mollard also pointed out that some passenger vessels of under 100 gross tons approach 200 feet in length and carry as many as 800 passengers. Mollard was backed up in his statements by representatives of the Masters, Mates and Pilots Union, MEBA District I and MEBA District 2. Those repre­ sentatives were Henry Trutneff (MM&P), Fred Schumann (Dis­ trict 1) and Ed Kelly (District 2). The SIU's Mollard also noted a recent report of the National Transportation Safety Board which recommended to the Coast Guard that the navigation re­ quirements for equipment and licensing of crewboats be up­ graded. This NTSB report fol­ lowed investigation of the colli­ sion in 1978 of a Liberian tanker and a U.S. crewboat in the Gulf of Mexico in which two men lost their lives. In wrapping up, Mollard reemphasized the Union's total opposition to the relaxation of the pilot/engineer requirement or any other requirement that would imperil safety of life at sea. The next step for H.R. 5146 is unclear. The Subcommittee will undoubtedly report the bill which will then be considered by the full House Merchant Marine Com­ mittee. The SIU is prepared to fight the bill there and right on to the House fioor itself if it gets that far. A mitedmaritime'laborTonttesTified against many of the provisions in H.R. 5164. From the left they are: Fred Schamann (MEBA District 1); Chuck Mollard ot the SIU; Ed Kelly (MEBA District 2), and Henry Trutneff of MM&P. I a September 1979 / |_0G / 5 l! �Engine Upgrading Courses: You Name it. He's Taken it UPG Seafarer Bobby Frank Hedrick has been working on ocean-going vessels in the engine department for the past 13 years. During this time he has taken full advantage of the Lundeberg School. Seafarer Hedrick took his first course at HLS in 1973. Since that time he has taken the programs for firefighting, lifeboat, welding, refrigerated container mechanic, fundamentals of diesels, automa­ tion, marine electrical maintenance and QMED—any rating. With all this training under his builds your future builds your security LNG—October 15, December 10 Diesels for QMED's—November 26 FOWT—October 25, November 26 Welding—^November 12 AB—November 8 Automation—November 12 Quartermaster—October 15 Steward—October 15, November 12, December 10 Chief Cook—October 29, December 10 Cook and Baker—October 29, December 10 Lifeboat—October 15; November 8, 22; December 6, 20 Tankerman—October 15; November 8, 22; December 6, 20 Steward Hecertification—^November 12 Electronics for QMED's — November 5 To enroll, see your SIU Representative or contact: Vocational Education Department Harry Lundeberg School Piney Point, Maryland 20674 Phone: (301)994-0010 (An upgrading application is in this issue of the Log. Fill it out and mail it today!) UPGRADING It pays Do It Now! Seafarer Bob Hedrick belt. Brother Hedrick went one step further. He took and passed the Coast Guard licensing exam for Original Second Engineer, Steam. He said,"I am sincere when I say the school has helped me. Because of the success I had with the programs at the school, I had the confidence to go on and get my engineer's license. The Union has been good to me. I haven't been broke since my first payoff from a ship." Brother Hedrick did not pass the examination for his engineer's license on the first try, however. "I came back to the school for an upgrading course and received help from instructors Bill Eglinton and Charlie Nalen," he commented. Seafarer Hedrick recommends the Lundeberg School to any young person who needs a little direction. He said, "I have done many different things during my life including eight years in the Navy and seven years in the Air Force. I have also been a truck driver. It pays to be a seaman. There is no other school that a person could go to that is three months long and gives him a job at the completion of the program. I have never been involved with anything that is such a good opportunity as this is." Brother Hedrick has taken his own advice about HLS and is currently enrolled in the Pumproom Maintenance and Operations course. He has most recently been working on the liquefied natural gas carrier, the El Paso Arzew, as a QMED. "I plan to keep my SIU book active. I have time with the Union and I would be foolish to throw this away." Seafarer Hedrick has been a member of the SIU for 13 years and resides in Oroville, Calif, with his wife and four stepchildren. Monthly Membership Meetings Port New York Philadelphia Baltimore Norfolk Jacksonville Algonac Houston NewOrleans Mobile San Francisco Wilmington Seattle Piney Point San Juan Columbus Chicago Port Arthur Buffalo St. Louis , Cleveland Date Oct. 9 Oct. 9 Oct. 10 Oct. 11 Oct. 11 Oct. 12 Oct. 15 Oct. 16 Oct. 17 Oct. 18 Oct. 22 Oct. 26 Oct. 13 Oct. 26 Oct. 20 Oct. 16 Oct. 16 Oct. 17 Oct. 19 Oct. 18 Deep Sea Lakes, Inland Waters 2:30p.m 2:30 p.m 2:30 p.m 9:30a.m 2:00 p.m 2:30 p.m 2:30p.m 2:30p.m 2:30p.m 2:30p.m 2:30 p.m 2:30 p.m. 10:30a.m. 2:30 p.m. UiW 7:00 p.m. 7:00p.m. 7:00 p.m. 7:00 p.m — — 7:00p.m 7:00p.m — — 1:00 p.m. — 2:30p.m 2:30 p.m 6 / LOG / September 1979 u'' �Headquar bv* SIU Execulive Vice President Frank Drozak People Take Notice of Job SIU Members Are Doing S OMETIMES it seems like the harder you work, the less notice people take of what you are doing. This is a problem the American Merchant Marine has been saddled with for many years. And it's one reason why it's not nearly what it should be today. People simply don't take enough notice, and don't realize how vitally important to our nation's interests the merchant marine is. In spite of the fact that the SIU has fought long and hard, over the last 40 years, to win improved wages and living conditions for seamen, and to upgrade the profession in general, we've still got to yell as loud as we can to get people to take notice. How often have you heard a good word, from somebody outside oPyour own immediate circle, about the good job you are doing? Not often enough, I'd venture to say. And it's through no fault of your—or our— own that this condition exists. But despite these things, the SIU has a good reputation. Our members are manning the most sophisticated vessels being built today, as a result of this well-deserved reputation. SIU members are manning LNG's, VLCC's, ULCC's Lash ships, OBO's, RO/RO's, super containerships and every type of modern tug and towboat in the U.S. fleet. We are doing a tremendous job in the process. But what about a kind word every now and then? A word of praise that can do wonders for the morale? Unfortunately, they are just too few and far between, to the point where you sometimes wonder: is anyone taking any notice? Well, brothers, I'm pleased to report that, yes, people are taking notice of the job SIU members are doing. Just recently I attended the launching ceremony of the new ultra large crude carrier, the USTPacific, in Newport News, Va. It was there that some unsolicited words of praise were spoken in reference to the job Seafarers have been doing on the Pacific's sistership, the UST Atlantic. The 390,000 dwt. UST Atlantic, the biggest ship ever built in the Western Hemisphere—until the UST Pacific came along—has been in operation since early this year. So Seafarers have had plenty of opportunity to prove themselves on the big ULCC. Shell Oil Co., which holds long-term leases on both ships, has been watching how the USTA tlantic has been handled over the last several months—closely. Executives from the company were at the recent launching ceremony in Newport News. They went out of their way to say how impressed they were with the job Seafarers have been doing on the ship. Needless to say, the men on the UST A tlantic, as well as the entire SIU membership, should be pleased. And proud. These words of praise can be accepted at face value: as a compliment for a specific job well done, which it certainly is. But there's more to it than that. These words of praise serve to reinforce what we've believed about our Union for a long time: that SIU seamen and boatmen are the most skilled and qualified maritime workers in the world. Those words of praise also serve to tell us that all the time and effort we've put into the Harry Lundeberg School and its various training programs have been well worth it. It's an investment that's constantly paying off. Because of the Lundeberg School and its incomparable technical and safety courses, such as LNG Safety, Automation, and Pumproom Maintenance and Operation, all our companies can rest easier knowing that SIU members are handling pumping operations and other crucial jobs on their vessels. Every time a Seafarer upgrades, it pays off for him as an individual. It also helps maintain and enhance the SIU's reputation for providing that increasingly important product: skilled manpower. Yes, brothers, it pays off as sure as anything. And every now and then, such as recently at the launching ceremony of the UST Pacific, you find out that somebody is actually taking notice of your skills, and appreciates the job you are doing. Bilateral Trade Pacts Work: US. Needs More of Them The U.S. Maritime Admini­ stration has just published the results of a ten-year study it commissioned on the impact of bilateral shipping agreements on the U.S. liner trades. The report concludes that bilateralism is "a viable option for U.S. policy-makers." A bilateral shipping agreement is one in which two countries decide to reserve an agreed upon percentage of ocean-borne trade for vessels documented under their laws. For example, the agreement reached by the U.S. and Soviet governments concerning the transportation of grain was a bilateral shipping agreement. The American Merchant Marine was guaranteed the right of carrying 33 percent of all grain shipped from the U.S. to Russia, as was the Russian fleet. The SIU has long been on record as favoring the use of bilateral agreements. Because such agreements limit the per­ centage of cargo that third flag and "flag-of-convenience" vessels are allowed to carry. Bilateral agreements also preserve jobs for American seamen. The Mar Ad study is based on the shipping patterns of U.S.­ Brazil commerce. Brazil was one of the first countries to actively reserve a percentage of all oceanborne trade for vessels flying its own flag. The United States does not normally enter into bilateral agreements. It did, however, enter into one with Brazil in response to that country's uni­ lateral shipping policies. Opponents of bilateralism contend that such a policy automatically leads to higher prices and decreased service. The MarAd study, however, notes that bilateralism in the U.S.-Brazilian trade "has not resulted in higher freight rates," as detractors of bilateralism contend. Nor has the service deteriorated: 94% of commercial shippers interviewed report that service on that run has either improved or remained the same during the past ten years. More importantly, however, bilateralism has increased the American share of the Brazilian trade from 25 to 40%. Don't Get Trapped in the Electronics Jungle EVERY SIU ship has electronic gear that QMED's need to know how to handle — Now you can learn how! Take the new "Electronics for QMED's" course at HLS. In this 6-week course you'll get the skills you need to work on: • electronic systems in the Engine Room • winch controls • anchor windlass controls • cargo control boards Sign Up Now! Course Starts November 5. Contact the Harry Lundeberg School or use the application in this issue of the Log. " September 1979 / LOG / 7 m �A total of 21 SlU Boatmen employed in the ACBL fleet took part in the most recent contract conference for these members. Overall, nearly 75 Boatmen from the fleet participated in the three conferences at the Lundeberg School along with Union officials. Rank-and-file Boatmen pictured above include; Lewis Brumfield, G. Chilton, Phil Chirch, Mark Dougherty, Gary Douglas, Marion Ellis, C. Ferree, James Greenwood, Roy Hale, Chester Mailman, William Hamilton, Hugh Hurley, Shawn Kelly, Jack Lamburth, Earl McKnight, Cliff Shriver, Donny Smith, Roy Stinson, Robert Summers, John Warren and Roy Shreve. SlU Holds Contract Confabs for ACBL Boatmen When the third and final Pre­ contract Conference for SIU Boat­ men employed at ACBL wrapped up at the Harry Lundeberg School in Piney Point, Md., late this month a lot had been accomplished. ACBL is the largest barge line in the U.S. and operates throughout the Mississippi River System. '' All told, nearly 75 Boatmen served as delegates during one of the three, week-long conferences. They participated in discussion sessions which examined every aspect of their Union contract in great detail. Over the course of the Con­ ferences, the delegates submitted nearly 1,000 contract suggestions which will be duly considered when contract proposals for the upcoming contract negotiations at ACBL are formulated. (The collective bargain­ ing agreement at all four ACBL subsidiaries expires Dec. 30, 1979.) The ACBL Boatmen who served as delegates at the Conferences represented over 500 licensed and unlicensed SIU Boatmen in ACBL's fleet. But what truly made the series of Conferences a success was the fact that every delegate discovered that the key to successful contract negotiations has .to be unity. Working together towards com­ mon goals is what the Conferences were all about. It's also what the SIU is all about; Union members work­ ing side-by-side for better and better contracts and a stronger and stronger Union. Over and over again throughout the first ACBL conference (Aug. 27Sept. 1), the second (Sept. 1()-15) and the third (Sept. 17-22), the theme of unity kept coming up. And to a man, the delegates agreed: working together for our common good is the only way to move forward. Before the end of each of the three Conferences, the Boatmen elected at least one licensed and'one un­ licensed delegate to serve as their representatives on a formal Con­ tract Committee. The rank-and-file delegates from each Conference, are scheduled to meet with SIU officials at the St. Louis Union hall for another weeklong conference starting Oct. 1. There they will review the contract suggestions submitted during the three pre-Contract Conferences plus any suggestions submitted by mail. One of the benefits of the St. Louis conference is that when SIU representatives sit down at the bargaining table with ACBL, they'll be armed with solid contract pro­ posals that really reflect the needs and desires of the membership. And they'll have the strength that comes from a united purpose. At Ripe Old Age of 22, Dan Liddic Will Nail Down Pilot's Job When Dan Liddic saw an article in the Baltimore Evening Sun about the Harry Lundeberg School, he was too young to attend. But since he wanted to make his living off the water, he kept it in mind. And in 1975 he became an entry trainee at the SIU Boatman Dan Liddic 8 / LOG / September 1979 School in Piney Point, Md. Now, at the ripe old age of 22, Brother Liddic is a pilot trainee with SlU-contracted Dixie Carriers aboard the Dixie Traveler. Brother Liddic's boat works the Gulf Intracoastal Waterway from the Tenneco Oil Refinery in Chalmette, La. to Pecan Island, La. The trip to Pecan Inland takes 18 hours and the trip back to Chalmette takes 24 hours. Late last year Brother Liddic graduated from the Transporta­ tion Institute (T.I.) Towboat Operator Scholarship Program which is held at HLS. The Scholarship Program, given in cooperation with the SIU, provides $125 weekly stipend to each winner, as well as free tuition, room and board, and books. T.I. is a Washington, D.C.based educational and research organization for the maritime industry. It consists of 174 companies involved in harbor, inland, and deep sea operations. When Boatman Liddic grad­ uated from the third Scholarship class, he was a tankerman with Dixie. Now he'll soon be a pilot when he completes Dixie's 90day training period. Talking about the Scholarship Program, Boatman Liddic said the teachers were "good to work with." A native of Baltimore, Md., Brother Liddic is living there now with, his wife. Tug Mariner Passin'Thru Brooklyn The SlU-manned tug Mariner (lOT) paid a visit to Brooklyn recently pulling in with a load of. oil for a local Army Base. Crewmembers, from the left, are Bill Bailey, cook; John Fender, chief engineer; Jeff King, able-seaman; John Blank, captain; Skip Rogers, mate and Tom Brennan, able-seaman. Seated from the left are John McCunney, ordinary seaman, and Ted Nichols, engineer. �ttt in Seafarers International Union of Nortli America. AFL-CIC) September 1979 Legislative. Administrative and Regidatorv Happenings On the Agenda in Congress... Congress ended its August recess on Sept. 5, and came back to a full agenda of legislative matters. Many of them are of special concern to the maritime industry. Following are some of the hearings which are on the schedule in the House and the Senate: • Thermal Energy Conversion The Oceanography Subcommittee of the House Merchant Marine and Fisheries Committee will conduct a hearing on ocean thermal energy conversion. Congressman Gerry Studds (D-MA) will chair the hearing. • Shipping Act Amendments The Merchant Marme and Tourism Subcommittee of the Senate, Commerce, Science and Transportation Committee will continue hearings on S. 1640, to establish a cooperative shippers' council; S. 1642, maritime agreements in U.S. foreign commerce; and S. 1463, antitrust exemp­ tions. Senator Daniel Inouye (D-HI) will chair the hearing on Sept. 20. Another hearing will be held on Sept. 28. • Omnibus Maritime Bill The Merchant Marine Subcommittee of the House Merchant Marine and Fisheries Committee will continue hearings on H.R. 4769, the Omnibus Maritime Bill. Congress­ man John Murphy (D-NY) will chair the hearings. • Underutilized Species Development The Fisheries and Wildlife Conservation and the Environment Subcommittee of the House Merchant Marine and Fisheries Committee will continue hearings on H.R. 4360, underutilized species development legislation. Congressman John Breaux (DLA) will chair the hearing. • Oil Pollution Liability The Water Resources Subcommittee of the House Public Works and Transporta­ tion Committee will hold a hearing on H.R. 85, oil pollution liability legislation. Congressman Ray Roberts (D-TX) will chair. • Railroad Deregulation The Transportation Subcommittee of the House Interstate and Foreign Commerce Committee will con' ue hearings on the deregulation of railroads. Congressman James Florio (D-NJ) will chair the hearing late this month. • Outer Continental Shelf The House Select Committee on Outer Continental Shelf is continuing hearings this month and in October on the implementa­ tion of offshore oil and gas development on the Outer Continental Shelf. Congressman John Murphy (D-NY) is chairing the hearings. • Small Vessel Manning As we go to press, the Coast Guard Subcommittee of the House Merchant Marine and Fisheries Committee is continu­ ing hearings of H.R. 5164 and related bills regarding inspection and manning require­ ments for "small vessels". SlU Washington Representative Chuck Mollard will present the union's positions on manning, training and safety. Passenger Ships Bill Stalled in House; Senate Gives Go-Ahead While the House Merchant Marine and Fisheries Committee, under the leadership of Chairman John Murphy (D-NY), is dragging anchor on a bill which could revitalize the U.S. passenger ship industry, the Senate has ordered "full speed ahead." By a voice vote on Sept. 6, the Senate passed S. 1281 which provides for the operation—under U.S. flag—of the S.S. United States, the S.S. Santa Rosa and the S.S. Independence. The Senate initiative to put the American flag on these former U.S.flag passenger ships is the result of the efforts of Senator Daniel Inouye (D-HI), chairman of the Merchant Marine Committee of the Senate Committee on Commerce, Science and Transportation. The House Merchant Marine Committee, meanwhile, after full hearings, has yet to call the bill in for a mark-up. Both the House and Senate bills have received the active support of the Maritime Administration which has called the pending legislation "an important step toward promoting and developing U.S.-flag passenger and cruise service in our domestic trades." The bill has also been endorsed by Senator Howard Cannon (D-Nevada), chairman of the Senate Committee on Commerce, Science and Transportation, as well as other key members of both the House and Senate. m SIU Boatmen Attending ACBL Contract ConFab At HLSS Visit Washington A group of SIU members employed by the American Commercial Barge Lines (ACBL) came to Washington recently for a first­ hand look at their Union's political and legislative programs. The Union members were attending a special contract conference at the Harry Lundeberg School in Piney Point, MD. During their visit to the Capitol, the group took time to pose for this photo. Pictured here are: Clyde Beavers, James Calvert, Ron Campbell, Dale Chester, Steve Fiss, Steve Hall, Kermit Hardwick, Thomas Jones, Dave Kelser, Michael Kiker and Kenneth Killion. Also, Charles Koch, Martin Kroen, Jim Lawson, Philip Macklin, Horace McCormick, Victor Nunez, Lon Ousley, Donald Sample, Bob Sells, Albert Stanley, Timothy Stewart, Ken Thompson, James Torseh and Robert Wallace. Also on the tour were SIU officials Don Anderson, Gerry Brown, Dean Corgey, Joe Sacco, Mike Sacco and Jack Sheehan. September 1979 / LOG / 9 \\ �Maritime Industry (ri)c 5U\ in IViasbinqton News MARAD and Industry Spokesmen Give Limited Support to House 'Omnibus' Maritime Bill Both the U.S. Maritime Administration, and a spokesman for the maritime industry gave reserved and limited support for the "Omnibus Maritime Bill" as hearings on the legislative package opened this month before the House Committee on Merchant Marine and Fisheries. On Sept. 5, Assistant Secretary for Maritime Affairs Samuel B. Nemirow, testified before the Merchant Marine Subcommittee of the House Merchant Marine and Fisheries Committee on H.R. 4769, the Omnibus Maritime Bill. Mr. Nemirow outlined the Maritime Administration's reaction to the Title II provisions of the legislation which comprise a number of proposed revisions to the Merchant Marine Act of 1936. He expressed the Maritime Administration's support of the following: • Amendments authorizing the perm­ anent renewal of negotiated pricing in CDS contracting; • A permanent War Risk Insurance Program; • The standard design ship concept; • Allowing unrestricted international trading by bulk operators; • Amending Sections 506 and 605(a) of the Merchant Marine Act to simplify the conditions under which vessels built with CDS and operated with ODS would be permitted, with pro rata payback of CDS funds, and abatement of operating subsidy, to participate in the U.S. domestic trades. Mr. Nemirow also expressed his reserva­ tions in regard to a number of critical "shortcomings" in the bill: • Allowing ODS for foreign built ships. Mr. Nemirow stated that "given the current world overtonnage situation, plus the bill's proposal to make CDS funds available for foreign-built ship acquisition, providing ODS for reflagged ships would kill any incentive for construction of foreign trade ships in the United States." • Allowing unlimited foreign-to-foreign trading by subsidized liner operators. • Providing a CDS penalty for non-scrics ship construction. In Mr. Nemirow's opinion, "enactment of this amendment would encourage operators with exceptional needs for one-of-a-kind ships to place their orders in foreign yards." • Eliminating the requirement for con- SPAD b Ihc SIU's polhkal fund nnd our polilical arm h Waahlnglon, D.C. Tfce SIU aalu for and accepts eolnatary contributions only. The Union uses the money donated to SPAD to support the election campaqpis of legbiators who have shown a pro-maritime or pro-iahor record. SPAD enables the SIU to work effectively on the vital maritime issues in the Congress. These are bsues that have a direct impact on the {ohs and job security of all SIU mem­ bers, deep-sea, inland, and Lakes. The .SIU urges its members to contiauc their fine record of support for SPAD. A member can contribute to the SPAD fund as he or she sees lit, or mai& no contribution at ail without fear of reprisal. A copy of the SPAD report is filed with the Federal Elec­ tion Commission. It is available for purchase from the EEC in Washington, D.C. 10 / LOG / September 1979 tinuing service of essential trade routes as a condition for the receipt of operating subsidy for liner operators. On Sept. 11, 1979, W. James Amos, President of Lykes Brothers, testified on behalf of the National Maritime Council. He characterized Title II of the Omnibus Bill as a "good start" in dealing with the problems facing the U.S.-flag liner industry.. In its testimony, the National Maritime Council endorsed the limited open con­ ference approach of Title II of the legisla­ tion, recommending however, that the conference mechanism be strengthened in order "to achieve stability, predictability and profitability in the U.S. liner trades." e The NMC emphasized that the limited open conference system alone would not alleviate the overtonnaging problem and urged that the proposal be coupled with the use of bilateral shipping agreements. The National Maritime Council also expressed its support of legislation directing the Secretary of Commerce to negotiate, whenever possible, bilateral shipping agreements with U.S. trading partners, and requested that the omnibus bill be amended to set forth the specific mechanics of such a policy. MARAD Releases Report On Pooling Agreements Between U.S. and Brazil The Maritime Administration recently released a report which analyzed the effects of pooling agreements entered into by the United States and Brazilian governments. These agreements guarantee equal access to both governments' impelled cargoes and encourage the formation of revenue pools to implement equal access. According to the report, U.S.-flag carriers have benefited from bilateral agreements since: • liner capacity and service levels have expanded in order to meet the requirements of the increased U.S.-Brazilian trade; • the resulting stability in trade shares and revenues have permitted long-term investments in the U.S. Brazilian trade; and • service levels have improved without incurring increased costs and freight rates. As a result of the conclusions reached / through the analysis of U.S.-Brazil polling agreements, the Maritime Administration report predicts that similar arrangements with other trading nations would promote beneficial results for both the U.S. and its trading partners. These benefits would include: • effective responses to unilateral ship­ ping policies instituted by trading partner governments; • the reduction of overloiiiiaging, price cuttings and malpractices in the U.S. liner trades, and • stimulation of capital investments and innovation in the less developed liner trades. Proposed Tank Barges Design Rules An industry spokesman has called the Coast Guard's proposed regulations on design standards for oil tank barges "economically inefficient" and of little help in preventing oil spills. Testifying at a hearing on the Coast Guard's planned regulations on design of the tank barges used for the carriage of oil products, Steve Scalzo, port captain for Foss Launch and Tug Company, stated that the proposed regulations which require double hull construction for all new tank barges constructed or converted to carry oil after Dec. 31, 1979, "are economically inefficient because they involve an un­ reasonably high capital expenditure when compared with the potential reduction of oil pollution." According to Mr. Scalzo, "the double hulls are not effective in preventing the loss of oil from sinking, capsizing or penetration in high energy collisions." He pointed out that the statistical base used in studies supporting the proposed regulations show "that a large majority of the volume of oil spilled was a result of a minimum number of accidents that involved severe damage to a few vessels." Mr. Scalzo also noted that "in most cases, the added protection of a second hull would not have prevented the discharge of oil." He concluded, "the primary role of the double hull in spill prevention is in the reduction of large numbers of smaller spills which pose little threat to the environment and are easily cleaned up." Carter Expected To Name Hidalgo Navy Secretary President Carter is expected to nominate Edward Hidalgo to become Secretary of the Navy. Mr. Hidalgo, a 66-year-old Mexicanborn lawyer, is presently an Assistant Secretary of the Navy. He will succeed W. Graham Clayton, who recently became Deputy Defense Secretary. In J 977, Mr. Hidalgo became Assistant Secretary of the Navy in charge of man­ power, reserve affairs and logistics. His major accomplishment in that job was to settle complex contract disputes with the Navy's three major shipbuilders, who had filed more than $2 billion in contract claims against the government. �Boatmen on National Flag Save a Life IU Boatman Tony Thomp­ son, relief captain on the National Flag, said he "didn't do anything out of the ordinary. I was glad to help." But if it wasn't for him and the rest of the crew of the SIUcontracted National Flag (Na­ tional Marine Service), a man might be dead today. [The rest of the crew was: Pilot Roy Benoit; Tankerman Douglas Carrier, and Deckhand Dave Barnett.] The good training and profes­ sionalism of the crew came to an emergency test Aug. 30 when a Peruvian ship in the Mississippi River hit a butane barge that was loading in Good Hope, La. Amidst the chaos that followed, the crew rescued from the water the injured pilot off the ship.The crew then went on to put out the fire on a burning tugboat, the Capt. Norman. Describing the collision and the fires that followed, 33-yearold Brother Thompson said "it's the first time I ever saw anything like it. There was fire shooting everywhere." Some eyewitnesses said the fire reached a height of at least 1,500' feet. The Peruvian ship was traveling down the Mississippi when steering control was appar­ ently lost around Good Hope, which is about 30 miles from New Orleans. At about 7 a.m. on Aug. 30, the ship rammed a butane barge that was loading at Dock 4. The barge had six cylinders, each about the size of a railroad tankcar. The boat, Capt. Norman, was also at the dock. The ship, which was loaded with soda ash, ran aground at the dock. As Brother Thompson told it the following happened: He and the rest of the Flag's crew had dropped a man off at Gatex Dock No. 3 in Good Hope, just above Dock 4. Thompson heard the sounding of the Peru­ vian ship's danger signals. Then 25 to 30 seconds later the ship hit the barge and exploded one of the cylinders. The ship, the barge, the tug Capt. Norman, and two more of the barge cylinders caught fire. Those two cylinders started drifting into the channel as did the blazing barge and tug. Thompson told the crew to get the lifesaving gear on deck and then started moving the boat downriver toward the site. He and the crew spotted a man struggling in the water close to S Water is poured onto the Peruvian cargo ship that rammed a butane barge on the Mississippi River at Good Hope, La. late last month. In the background can be seen the SlU-contracled National Flag whose crew rescued the ship's pilot and put out a fire on a burning tug. the flames. The man was in mid channel and the barge, a cylin­ der, and the tug were drifting tx)ward mid channel. The crew threw the lifering toward the man and brought him on deek. The man, who was burned on the face, neck and arms, turned out to be the pilot from the ship. To get him medical attention as soon as possible, Thompson transferred the pilot to a crew boat to take him to shore. He sent Brother Doug Carrier with the pilot to help take care of him. Carrier used some of the first aid methods he learned through the tankerman's eourse he took at Why is this FOWT smiUng? the Harry Lundeberg School. Thompson and the other two crew members then put out the fire on the Capt. Norman and pushed her to the west bank of the river. Thompson said the firefighting training he received two years ago through the HLS Vessel Operation and Management Course came in handy in fighting the fire. Boatman Thompson had high praise for the crew. He said they did "exceptionally well and were right on the ball." Special Notice! Because he's working. The best bet for wipers who want to improve their job security is getting an FOWT ticket at HLS. Job opportuni­ ties for FOWT's have never been better. So, enroll now in the FOWT course at HLS. Courses start October 25 and November 26. To sign up, contact the Harry Lundeberg School, Vocational Education Department, Piney Point-, Maryland 20674, (301) 994-0010. Or fill ou"; the application in this issue of the Log. The following SIU members who served aboard the SS Delta America are requested to get in touch with the SIU's general counsel Arthur Abarbanel of Schulman & Abarbanel, Empire State Building, 350 Fifth Ave., New York, N.Y. 10001, or phone (212) 279-9200: Stanley J. Jandora Victor N. Beata Peter J, Mistretta James N. Jenkins Charles E. Shaw William Kunak David Bonefont Vincent R. Coscarelli Gerard Rogers Raphael S. Vargas Alan P. Greenwood Stanley P. Gondzar James K. Oberson William B. Blanklinship James W. Parrish John D. Linton Radames Vargas John J. Niemiera . Joseph J. Kundrat Delos Snead Hector M. De Jesus Willie Robertson, Jr. Melvin R. Knickman Edward Levy Nathaniel Richardson Stephen A. Tomczak Paul J. Kampa September 1979 / LOG / 11 �! '.laaprs- SlU Rep Saves Boatman Injured on Tow B ROTHERHOOD! A lot of people use the term. But it doesn't mean much until it's put to the test. Just such a test confronted SIU Special Servicing Representative Dave Carter. And how did he meet it? Well just ask SIU Boatman Myron Bramley. He's recuperating now at a hospital in Uniontown, Ky. thanks to Bro­ ther Carter's fast thinking. It all began earlier this month when the towboat W.A. Kernan (American Commercial Barge Line) was at the Overland Coal Dock in Uniontown. Carter was servicing the boat and was in the lounge talking to a crewmember while four deck­ hands were making up tow. They were Bramley, who's lead deckhand; Thomas DeSpain, who's the Union delegate on the boat; Jerry Sanders, and Doug Lowe, the other lead deckhand. Suddenly, Brother Lowe came into the lounge saying that one of the men had gotten hurt and was lying on the barge. Carter went out to the tow and found Brother Bramley on his back and in deep shock. Apparently Bramley had been tightening a line to the tow with the ratchet. He turned around, the line must have slipped, and the ratchet (which can weigh anywhere from 50 to 90 pounds) jumped up and hit him in the bacL Carter treated Bramley for shock. "I knew," he said, "that the main thing was to get him warm." Brother Carter's knowhow came about through the first aid course he had taken at the Harry Lundeberg School in Piney Point, Md. He took the course while going through the Transportation Institute Towboat Operator Scholarship Pro­ gram late last year. The crew had thrown a blanket loosely over Bramley but Carter tucked it in around him. Bramley started hyperventi­ Dave Carter, SIU special servicing lating but Carter stopped him by representative. rubbing his chest and talking to squad from Uniontown came quickly and Brother Lowe went him to calm him down. with Bramley. Carter followed in Carter also kept Bramley alert so he wouldn't slip into uncon­ his car. Brother Bramley is still in pain sciousness. He gave him a little but his condition might have water to wet his lips and some been a lot worse than "fair" if it drags on a cigarette. wasn't for Carter. "Aboard boats Meanwhile, the captain was and aboard ships, knowledge of standing by. But he couldn't help out since he wasn't prepared to first aid is essential," said Carter. "We're relatively isolated com­ meet an emergency such as this. The ambulance and emergency pared to land-based workers. SfU's Leo Bonser Elected V,P. of Florida AFL-CIO SIU Jacksonville Port Agent Leo Bonser was unanimously elected vice president of the Florida State AFL-CIO. Bonser was voted into the twoyear office at the State Federation's convention this month in Holly­ wood, Fla. At a meeting earlier in the month, the Jacksonville Central Labor Council chose Bonser as their candidate. Bonser is a vice president of that body. He is also secretarytreasurer of the Atlantic Port Council of the AFL-CIO Maritime Trades Department. At the State Federation Conven­ tion, Bonser was nuniinated as vice president by his predecessor, Jim Deaton. President of the Jacksonville Central Labor Council, Deaton served 10 years as a vice president of the Florida State AFL-CIO. Bonser praised Deaton for the "great job he's done." Brother Bonser also told the Log that through his position as State Fed vice president, he could better acquaint others about maritime workers. "I can let other labor representatives know what the problems of Seafarers and Boatmen are and how they can help." Bonser also pointed out that hell "be dealing with issues that affect all 12 / LOG / September 1979 m workers and their families, such as national health insurance. Vice President Walter Mondale spoke at the State Federation's convention. He talked to the dele­ gates about the energy crisis and the troubles facing workers because of that crisis. He also pointed out that in the first two years of the Carter Admin­ istration thousands of new jobs were created for American workers. SIU Jacksonville Agent Leo Bonser. First aid training can mean the difference between life and death for us." When Carter went through the third class of the Towboat Operator Scholarship Program, he was working for National Marine. After the program he went to work for Crowley Mari­ time and since March he's had his present job as an SIU Spe­ cial Servicing Representative. The SIU and the HLS feel that first aid training is very impor­ tant for seamen and boatmen. That's why first aid training is offered at the School. The training is part of many of the courses given at HLS, such as, the Towboat Operator Schol­ arship Program, the'A'Seniority Upgrading Program, LNG course, the Able Seaman Tugs and Tows any Waters class. Also, all entry trainees receive basic first aid training. Further, any­ one taking an upgrading course can take, first aid if he can fit it into his schedule. It's obvious that the Union is very concerned about basic medical knowledge becoming more available to members. And from the Carter-Bramley inci­ dent, it's obvious why. Fragmented Maritime Policy a Constant Problem to US. Fleet Some good "detective" work by the U.S. Maritime Administration has saved the U.S. fleet from getting beat out of millions of dollars worth of government generated cargoes. The cargo the U.S. fleet almost lost is $800 million worth of equipment and supplies destined for Israel. This material is to be used to build two airstrips in Negrev to replace those Israel turned over to Egypt as part of the Camp David treaty. The lost airfields are located in the Sinai Desert. By law, the U.S. flag fleet is guaranteed carriage of at least 50 percent of all cargoes purchased or sold overseas by the U.S. govern­ ment. However, in the case of military aid cargoes—such as the equipment for Israel—the U.S. fleet is guaranteed carriage of 100 percent of the cargo. The only times U.S. ships would not get the cargo are if there are no U.S. flag vessels available, or if a waiver of the law is granted. The problem with the cargoes for Israel concerned a waiver. . On or about June 29, the government of Israel requested a waiver from the Department of Defense which would allow Israeli ships to carry 50 percent of the cargoes for the airfields. The Maritime Administration caught wind of the waiver. Marad Chief Samuel Nemirow, on July 10, sent a letter to the Defense Department urging that the waiver be denied because "establishing such a precedent can only work to the detriment of the U.S. merchant marine. Rep. John Murphy (D-N.Y.), chairman of the House Merchant Marine Committee, also got into the act. He wrote the Defense Depart­ ment a few days later backing up Marad. The issue was finally settled last month when the Defense Depart­ ment denied the waiver. David McGiffert, assistant secretary of Defense for International Affairs, said that "after a thorough review, we concluded that this situation does not lend itself to the granting of such a waiver." The problem of the Israeli cargoes points out once again something the SIU has been saying for years. There must be created one single agency in Washington, D.C. to deal with maritime matters, enforce maritime laws and to have the final say on such issues. It's no good to cry over spilled milk. The time is now to correct the situation and bring the job of enforcing maritime policy and law under one roof. �SlU Crews Indiana Harbor, 1,000-Ft. ^Miracle' T HEY call them "miracle members. In fact, the first Great ships," the thousand footers Lakes Seafarers boarded the that are the largest ships by far box-like ore carrier for the first plying the Great Lakes. Recently, time on Aug. 6, almost one year the SlU-contracted American to the day after her keel was laid Steamship Co. christened their at Bay Shipbuilding Corp. brand-new thousand footer, the The Indiana Harbor is part of Ml V Indiana Harbor in Stur­ American Steamship's new vessel geon Bay, Wisconsin. construction program, begun in She's as long as three football 1973. The company expects two fields and can do in five hours the more new vessels^a 730 foot job it takes smaller lakers two self-unloader and a 635 foot selfdays to accomplish. unloader—to he delivered in At 1,000 feet, she's too large to 1980. fit through the St. Lawrence American Steamship owns and Seaway and many Great Lakes operates 20 vessels, the largest ports are too shallow to accomo­ fleet-of self-unloading bulk date her. But the $50 million carriers on the Great Lakes. The Indiana Harbor can get where Indiana Harbor is the company^ she has to go. second thousand footer. The Her destination is painted right first, Belle River, entered service on her hull. Indiana Harbor on in 1977. Lake Michigan is the site of Inland Steel Co. And the vessel The fact that American Steam­ will be making regular runs from ship keeps adding to their fleet Duluth, Minn., to Indiana with "shows our confidence in the cargoes of pelletized ore for growth of commerce on the Great Lakes," said James J. Glasser, Inland. With her thousand foot length chairman of GATX Corp., and 105 foot beam, the Indiana American Steamship's parent Harbor can carry 61,000 tons of company. Congressman John Murphy, iron ore pellets which she can unload at the rate of 10,000 tons (D-N.Y.), chairman of the House an hour. She has an operating Merchant Marine & Fisheries draft of 27.6 feet and her four Committee also spoke of the diesel engines generate 14,000 importance of the Great Lakes in his keynote address at the Indi­ shaft hp.. Like the rest of American ana Harbor^ July 11 christening. The Great Lakes has made Steamship's fleet, the 20 unli­ censed jobs on the Indiana major contributions. Murphy Harbor will be . filled by SIU said, "to the domestic and foreign Here's a pix looking forward of the 1000 ft. long Indiana Harbor. will benefit the citizens of this commerce of our great nation." great country." Murphy went on to praise the Following Rep. Murphy's Indiana Harbor as a "unique and remarks, Mrs. Frederick C. marvelous ship, one of which the Jaicks, wife of the chairman of entire merchant marine of the United States can be proud." Inland Steel, broke the tradition­ "Through all of our combined al bottle of champagne across the efforts," the Congressman from Indiana Harbofs bow. The ore New York told the crowd, "trans­ carrier's maiden voyage began Aug. 21, 1979. portation systems such as this Locks & Dam 26 Trial Begins After Carter Sees River Jam The long-awaited trial concerning replacement of Locks & Dam 26 began this month after nearly five years of delay in the U.S. District Court, Washington D.C. The reason for the Locks issue finally reaching court may or may not be coincidental. Perhaps Presi­ dent Carter was merely feeling out the waters of the campaign trail Me future is Hew -f Are You Ready for It? Can Be! Take the LNG Course at HLS. Course Starts October 15 Contact HLS or fill out the application in the LOG to enroll when he embarked on his highly publicized jaunt down the Missis­ sippi on the SlU-manned Delta Queen last month. But, even though 'Executive Privilege' prevented his entourage from being caught in the snafu, the President could not have helped but notice, the logjam that is a daily occurence just south of Alton, Illinois. In any case, now that Carter has seen firsthand the L & D 26 traffic tie-up, things appear to be moving in the right direction. Actually, according to Capt. C.A. Fehlig, pilot aboard the Delta Queen while Carter was a passenger, the President took a very active interest in the problems the towing industry faces at Lock & Dam 26. Carter spent many hours in the Queen's wheelhouse chatting with the pilot and listening to the riverman's account of massive backups of tows, which often wait three days or more to lock through. Indeed, when the President ar­ rived at the Locks, there were no fewer than 37 tows awaiting their turn to lock up and down river. Each locking takes an average of about an hour-and-a-half. Multiply that by 37 and the problems become obvious: lost time, lost money, wasted fuel and the end result is unnecessarily higher prices to consumers. It must be said that the President was somewhat aware of the Locks & Dam 26 situation even before his monumental journey. At the recom­ mendation of the Army Corps of Engineers, he did sign the bill authorizing modernization of the antiquated locks. But, up until now, that legislation was being fought by a coalition of railroads and envi­ ronmentalists who gained court injunctions io prevent any actual rebuilding from taking place. How­ ever, now that the President has seen Locks and Dam 26 for himself, it appears the courts will be ready to take the proper action and let the work begin. Deposit in the SIU Blood Bank— It's Your Life September 1979 / LOG / 13 �Paul Hail Offers Energy Crisis Solutions To In his capacity as Senior Vice President of the AFLCIO, and chairman of the AFL'CIO Economic Policy Committee, SlU President Paul Hall delivered a national Labor Day address over the Mutual Radio Network. The text of President Hall's statement, which dealt with the energy crisis and how it can be solved, is as follows: T ODAY, unlike previous Labor Days, many workers did not pack their family into the car and head for the beach or the mountains for one last summer trip. Oh, they wanted to go, but they didn't have or couldn't afford the gas to get to their destination. The gas lines and the cancelled vacations—even the soaring prices at the pumps—are not America's problem. They are only the symptoms. There is an energy crisis today in America. There has been one ever since the Arab oil embargo of 1974. It has never been met and it isn't being met today. It is this crisis, as President Carter correctly pointed out in his address of July 15, that has shaken the confidence of the American people. This nation has a great and continuing need for energy, especially for petroleum, now being met by imported oil. As that price goes up and up and up, the entire economy suffers. Soaring prices for oil ripple through the economy, affecting not only gas pump prices, but the costs of plastics, pharmaceuti­ cals, fertilizer and food. The energy crisis has created a lower standard of living for American workers and contributes heavily to both today's double-digit inflation and recession. President Carter has dramati­ cally and forcefully set the tone for developing sound solutions. He made it clear that the time for debate and political posturing is past. The time for action over­ due. And we in the labor move­ ment heartily agree. The President set forth a sixpoint program which should command the urgent attention of the Congress. We agree with the thrust of the President's program —especially his call for conserva­ tion, a crash program to develop alternate sources of energy, an Energy Mobilization Board, an Energy Security Fund, a limit on oil imports and a windfall profits tax on the oil companies. In fact, we urge the President to go further, to break the stranglehold of OPEC on the economy. We want a government agency to be the importer of all 14 / LOG / September 1979 oil into the United States. This agency, by determining the amount of oil to be imported, could reduce the U.S. reliance on foreign oil from insecure sources. If the United States govern­ ment sat across the bargaining table from the OPEC nations, doing all the purchasing, Amer­ ica could "shop" for the best price, then allocate it to best meet the needs and interests of all segments of society—instead of simply boosting profits of the oil companies. Conservation Crucial As important as this step is, no single action will solve the energy crisis. Much more must be done; some things can begin immedi­ ately; others will take many years. Conservation is vital, such as curbing wasteful energy practices —by observing the speed limit, cooling homes only to 78 degrees in summer and heating them only to 65 in winter. Every American can help this way. But conservation must not be limited to prudent practices. For example, too much heat is lost up smokestacks—and heat is en­ ergy. It could be used to create steam to drive turbines to de­ velop more power. Improved insulation of homes and office buildings would greatly reduce energy consumption. Everyone must change their energy consumption habits. Gas­ oline rationing, based on equity and recognizing employment needs, would be fair and effec­ tive. Rationing by mea^is of price means those who have money can continue to waste, while the rest of us suffer. Gas and electric utility rates could be restructured to promote savings—lower rates for "offpeak" energy usage, and govern­ ment loans, loan guarantees and grants to private citizens and businesses would encourage installation of new conservation equipment. But, as fundamental as conser­ vation is, it cannot do the job alone. Alternate energy sources must be developed and the government should establish goals for each source to replace specific amounts of oil and natural gas. No energy source SlU President Paul Hall, who Is Senior Vice President of the AFL-CIO, delivered a Labor Day address to national radio audiences. should be developed without companion research into reduc­ ing adverse environmental effects. A very substantial commit­ ment must be made towards advancing solar energy, gasohol and geothermal technology and the nation cannot afford to ignore coal and nuclear energy, despite possible environmental dangers. We believe American technology can reduce hazards, while increasing production. I want to make a special point about nuclear power and the need to never relax stringent health and safety regulations. Immediate, careful attention must be devoted to solving the problem of nuclear waste dispo­ sal, including turning it into reusable fuel. As firm supporters of nuclear power, we recognize that these problems must be resolved before it will have the public support and confidence necessary to becoming a signifi­ cant energy source. Let me turn now to what it will cost to develop synthetic fuels. The President has proposed a multi-billion dollar fund and we support ihat idea. Private capital has failed or refused to risk making loans to develop this technology, so the federal gov­ ernment must do the job. Oppose Oil Decontrol We disagree strongly with one of the President's decisions— decontrolling the price of domes­ tic oil. Decontrol will not add one drop of oil to supplies, shorten the gas lines or solve the energy crisis. It just puts the United States even more at the mercy of OPEC, which will now set prices for domestic, as well as foreign oil. Control of energy prices is a legitimate responsibility of gov­ ernment and we believe the public interest would best be served by a reversal of President Carter's decontrol order. With or without decontrol, however, there must be a windfall profits tax on the oil companies. In any crisis, no segment of society should be permitted to profit on the misery of others. The gluttony of the oil companies —as each new profit statement proves—has injured the Ameri­ can people. These profits should be put to good use through government programs to develop new sources of energy, provide added mass transit facilities and help lessen the impact of energy costs on low-income Americans who cannot afford higher heating costs. We believe windfall profits should be taxed at 85 percent and we will urge the Senate to defeat any effort to weaken the tax. We are firmly convinced that the continued callous disregard for the national interest displayed by the oil companies proves they must not be given any federal funds to develop alternative sources of energy. They have abused their monopoly powers and must not be allowed to gain similar monopoly control over all energy sources. To us, there is little difference between the sheiks of OPEC and the barons of American oil companies. Both have displayed a blatant disregard for anyone but themselves. The measures we have pro­ posed would make the oil com­ panies more accountable and, if the companies fail to demon­ strate some degree of public responsibility, then, as a last resort, the Congress must consi­ der nationalization of the in­ dustry. In addition, the AFL-CIO �s National Radio Audience on Labor Day believes these other steps should be taken: • An Energy Mobilization Board should be established to expedite construction of energyproducing facilities by eliminat­ ing red tape and unnecessary procedural delays, without ne­ gating worker-safety, civil rights, labor standards, anti-trust, envi­ ronmental or health laws. • Construction should begin as soon as possible on the Northern Tier Pipeline to carry Alaskan oil to refineries in the Midwest. Greater shipment of domestic and foreign oil in U.S.flag tankers, which have a proven safety record, would minimize losses due to accidents. • The loophole in the Jones Act, which allows foreign flag vessels to engage in commerce between the Virgin Islands and the U.S. mainland, should be closed. Most of the shipments from the Islands to the mainland are oil, carried in foreign flag ships, which are floating envi­ ronmental timebombs. • Except where the U.S. has a treaty obligation, we flatly op­ pose any sale of Alaskan oil to foreign nations or any barter agreements to exchange Alaskan oil for oil from a third country. Such "swaps" only encourage U.S. oil companies to defer or cancel necessary U.S. refinery expansion and pipeline construc­ tion. If America fails to solve the energy crisis, the cancelled vaca­ tions of this Labor Day will seem trivial. For workers, the stakes are enormous: their jobs, their family's standard of living, and the economic survival of their nation. But American workers still have tremendous faith in the ingenuity, resourcefulness and creativity of their fellow Ameri­ cans. They have confidence that if the people accurately perceive the crisis, the solutions will be found. And, on this Labor Day, I want to assure you that America's union members are anxious to use their talents, as the most skilled and productive workers in the history of the world, to help solve the energy crisis. Europe, Japan Burn (LNG) as U.S. Fiddles With Policy B ECAUSE ot uncertain U.S. government policy, Europe and Japan are gaining the compe­ titive edge over this country on LNG trade. Government regulatory delays have further jeopardized LNG projects in this country. Already U.S. companies have lost con­ tracts that would have made more LNG available to this country. Holland and West Germany have made arrangements to receive the gas which would have come to the United States if two of those LNG projects had been approved. The two proposed LNG import projects were re­ jected by theU.S. Department of Energy, One was a $5 billion project by Tenneco to import Algerian gas through Canada to the United States. The other was the El Paso II project to bring Algerian gas to America. In the first project, eight U.S. LNG tankers would have been needed. They all would have been built in Tenneco's shipyard in Newport News, Va. The El Paso project would have brought at least six more orders to U.S. shipyards. W. C. Project Delayed, Too Regulatory problems have delayed an LNG import project on the West Coast for five years. Under the proposal, two utility companies will build a marine Meany: Human Rights Is Basis Of Trade Union Struggles In his Labor Day message, AFLCIO President George Meany em­ phasized human rights as a has: for labor union struggles around the world. He explained that "unions are formed precisely to give workers their own instrument in the struggle over the distribution of the national income." Meany added that "if this struggle is to take place on fair terms...there have to be fair ground rules. Such rules can only be guaranteed in a climate of respect for human rights." Meany said that the AFL-CIO has been very involved in human rights activities. He explained that "we do not care whether the sup­ pressors of human rights are com­ munists or fascists. Both are the enemies of free trade unionism." The AFL-CIO president referred to the two differing yiews around the world and in this country concern­ ing the alleged incompatibility of political democracy and economic Justice. "The American lahor movement subscribes to neither view," he said. "We consider political democracy is sapped by, not rooted in, social AFL-CIO President George Meany inequality." On the other hand, he said "political democracy is not an impediment to economic develop­ ment." In closing, Meany pointed to the growing unemployment and infla­ tion in this country. He said that as American workers, their families, and their unions "try to cope with these problems, they will not ignore distant struggles for human rights throughout the world." off-loading and LNG regasification facility in California. Liquid natural gas from Alaska and Indonesia will be brought to the facility. Recently an Administrative Law judge of the Federal Energy Regulatory Commission (FERC) recommended approval of the project. However, the $1.8 billion project still has to be approved by the full FERC and the U.S. Energy Department. Rejections and delays like this have allowed European nations to edge ahead of the U.S. in what is quickly becoming a race to tie up future LNG supplies. Natural gas provides approx­ imately 15 percent of total European energy consumption compared with about 30 percent in the U.S. Meanwhile, the Japanese gov­ ernment is vigorously expanding the acquisition and use of liquid natural gas. The Japanese believe that LNG is the most important and readily available substitute for oil in the near future. The Japanese government's plan for LNG includes: special LNG rates for industry; special tax benefits to industries willing to convert from oil to gas, and inducements for potential users to band together and encourage LNG development overseas. So while Japan prepares to take advantage of an energy source besides oil, America keeps dragging its feet. Jobs For Americans Aside from developing another energy source, encouragement of LNG trade will bring other benefits. The LNG trade will bring business and jobs to ship­ yards as well as to financial, engineering and construction firms that design and build domestic and foreign terminals and vessels and liquefaction plants. Most importantly for the SIU, greater LNG trade means more jobs for Seafarers. Already SIU Brothers are manning ten U.S.flag LNG ships. They are proving that the ships can be manned efficiently and safely. And as the price of oil goes higher and higher, the cost factor involved with LNG becomes less and less important. Further, though U.S. ship­ building is foundering in some areas, this country has a techno­ logical edge right now in LNG construction. In order to keep that edge and in order to enlarge its supplies of energy sources other than oil, the U.S. must do two things. One, conflicting state policies must be coordinated. And, two, uniform federal stan­ dards concerning LNG must be established. American Launches 728 Footer; Will Be Crewed in '80 Ameiicaii Steamship Company recently launched a 728 ft. selfunloading vessel in Sturgeon Bay, Wisconsin. She is the eleventh new vessel that the company has launched since 1970. The vessel is as yet unnamed. She is presently being referred to as Hull 723. When completed in April of 1980, Hull 723 will be capable of carrying 30,000 tons of cargo, mostly coal, iron and stone pellets. Self unload­ ing vessels such as this one are expected to play an increasingly important role in the movement of energy resources on the Great Lakes. American Steamship is the big­ gest SlU-ccntracted company on the Great Lakes. September 1979 / LOG / 15 �Ea ;;Near Manhonan 1^ The SIU's self-propelled hop one of of only only t<««» Manhattan split hulled 281-foot, spin nunc- vessel can 1^ exnect to get to her namesake, '" „eing on the dredge's stern. l"! however.sL will be doing repair woT n the Ambrose Channel r,r the sea buoy, cleaning up nne week oil. _ ^ Manhattan Island and her twin sister th 'rt-rTiuScc"-' and filling in along The SlU-contracted hopper dredge is expected to remain the New York area for about six to eight weeks. However, at least two of the Manhattan Island iZmembers would like to s^e her stay for a longer period, AB s Frank Rediker of Staten Islan LT™ Aw~ City agree they wish the work coJld continue for six to eight «innth-" Rediker pointed out that "it would be oet home to Staten Island after two weeks on the dredge w^ completed. Crewmemhers on the Chief cook Vincent Young has to say. Steaks on the fire is what 16 / LOG / September 1979 „rivatelY owned and operate ^ P ^ ^^^aoes that wc flernredgcs that can can work side-by-side with the Army of Engineers for many ye �Seafarers collected $230. aboard the ST Bradford Island (lOM) last month when they spread the blanket for the widow and family of the late Seafarer J.W, Carr who passed away in Puerto Rico while serving on their ship. taking on 1,4 million barrels of imported crude daily—a quarter of our oil imports in 1978. It could save us $1 million a day. Earlier this month the 350 seamen, technicians and welders welded together and laid on the Gulf bottorh 125,000 feet of 56 inch steel pipeline—the biggest undersea line for crude ever built. Pilots will guide the supertankers to a ring of three sea mooring buoys floating in 110 feet of water to hook up to buoy hoses to pump out their oil to the pipelines running to a central platform two miles away. From there the crude will be pumped to lines leading to a 5 billionbarrel underground storage cavern near Galliano, La., 40 miles north. It can then be pumped to a new $100 million pipeline to other lines linked to as far north as Buffalo, N.Y. Miami Houston Coordinated Caribbean Transport (CCT) has on order a new $19.5 million diesel R/O R/O trailership with delivery expected by August 1980. Two other new articulated (linked) tug-barge vessels are also on order. She, with four other specialized R/O R/O trailerships now sailing, will sail 13 times a month from here to Central America, Panama and Ecuador. The new 17-knot trailership will be 554 feet long, 67 feet wide, have a draft of 21 feet and transport 155 highway trailers and 125 autos. Construction on America's second deepwater oil superport worth $800 million will begin soon 26 miles south of Freeport, Tex. Last month. Uncle Sam gave the go ahead to the Texas Deepwater Port Authority (JDPA) project to build and operate and to sign up 42 oil biggies for their financial support. The state has until next May 15 to submit plans. Start of operations could be in early 1983. The superport will have two central platforms and four buoys connected to a 22.5 million barrel storage terminal 31 miles away. At Sea if Ashore Jacksonville * Mobile Waterman has asked MAR AD for mortgage insurance to back the $8,350,000. purchase of 140 LASH lighters from the Government agency which took them over from the bankrupt Pacific Far East Lines (PFEL). * U.S. Maritime Subsidy Board (MSB) Judge Frank W. Vanderheyden last month recommended that Waterman should be permitted to expand its runs out of the Great Lakes, Atlantic and Gulf to Africa, Mideast and Indian Ocean. Waterman, which hopes to get four new LASH ships, has been trying to get the MSB okay for this expansion since 1976. Judge Vanderheyden said Waterman's plans wouldn't overload these routes with U.S.-flag lines. A new Mediterranean r\in would "provide for a greater portion of U.S. aid cargoes to Egypt to be carried by U.S.-flag vessels," he added. Vanderheyden also said added shipping on the Lakes could be expected to boost trade there "because of the introduction of additional service" available to shippers. New Orleans Construction which began in May of America's first deepwater super port for supertankers 18 miles in the Gulf off here, the Louisiana Offshore Oil Port (LOOP), is taking shape. The $513 million LOOP—owned by Marathon, Texaco, Shell—and two other oil biggies—is expected to begin operations by the end of 1980, Three were presumed dead, 12 hurt slightly, the Houston Ship Canal blocked and dock and vessels' damage put at $10 million on Sept. 1 as the ST Chevron Hawaii hit by a lightning bolt blew up with 11,000 barrels of crude and distillates in her tanks. The blast in a heavy thunderstorm may have ignited a nearby onshore ethyl alcohol storage tank and three gasoline and oil barges tied up at the Deer Park Shell Oil Co. Dock No. 1. One of the tanker's crew was reported missing along with two radar repair technicians working aboard the tanker. A Coast Guard eyewitness said "The ship was torn in half by the fire and explosion and a couple of hundred feet (of the ship) burned to the waterline." Norfolk According to a Virginia (Blackburg) Tech prof, the seemingly indestructible "La Cucaracha" (cockroach) may in the future be able to check in, but not be able to check out of the ships. The prof says he talked the U.S.Navy here into letting him put sterile male cockroaches aboard their ships to help destroy live cockroach embryos. The sterile male cockroaches are used to decrease the number of embryos that are hatched, he added. Because of their decreased numbers the embryos are unable to force open the egg sac in which they are encased and they die. Happy Cucaracha! Houston Committee ts time as an OS pay, Qpgrade ta A8 at HtS, Course Siuris ifovember 8 To enroll, contact HLS or fill out the application in the LOG. SlU Patrolman Teddy Babkowski (seated right) writes out dues receipt for Recertified Bosun Julio Delgado (standing right) at a payoff aboard the containership SS Houston (Sea-Land) at Port Elizabeth, N.J. on Sept. 11. With them is most of the Ship's Committee of (standing I. to r.) Chief Steward Umberto Ortiz, secretary-reporter; Educational Director J. Salazar; Engine Delegate H. Vasques, and Deck Delegate Ernesto V. Erazo. September 1979 I LOG / 17 �-rf v' -'» •>«>'' r'-« '•-• •'*"?• ^We Have the Best, the SIU' ^Some Are Ouf fo Gef Unions' i Some people are out to get the Unions. There are elements in our society who can't stand to see you exercise your right to belong to a Union and to bargain freely and fairly with employers. They are the growing numbers of management types who carry on about creating a union-free environment. And you can bet that right behind these loud mouthed Unionhaters are plenty of other less brazen employers just waiting for the chance to let the axe fall on their workers too. It doesn't matter what trade you are in or what job you have. Nobody is exempt anymore. Stories from the dark days of Labor History? No! Examples straight from the 193(>'s situations that are going on right now. It's not the bad old days anymore. But the same old Union hating song is still playing in the head of many an employer. What can you do about it? Don't give them any encouragement. Prove it pays to be Union. Fraternally, Bob Sells, Engineer, American Commercial Barge Lines St. Louis, Mo. Quick Payment for Surgery .* My husband, Walter Glisson, and I want to thank the Union for the prompt payment of my hospital and doctor bills when I had eye surgery last April. This is the first time that I have had any medical expense. My husband has been a seaman for 12 years. We are very grateful for the benefits provided by the Union. Sincerely, Walter & Ruth Glisson Ocala, Fla. Worked Hard for Scholarship Being an active member .of the SIU has provided me with a great number of opportunities. Being able to continue my education as an SIU College Scholarship winner is certainly one of the best opportunities I've ever had. I'm thrilled at the prospect of being able to pursue my educational goals in the secure knowledge that I will be able to concentrate on my studies and not have to worry about meeting the high costs of a college education. I've worked hard, in the classroom and at sea, to gain this opportunity and would like to encourage my Union brothers and sisters to take advantage, of not only the scholarship program but, of every opportunity this union and this sea-going life has to offer. They are great and varied in number. Regardless of one's age, sex, or interests, this life and this Union has a lot to offer. However, nothing is delivered to your doorstep for the asking. YOU HAVE TO GO FOR IT. I would like to thank the SIU officers, the HLSS Academic Dept., and especially my brothers and sisters who make this Union what it is for this great opportunity. Fraternally, Byron U. Jordan 18 / LOG / September 1979 I'm in drydock here at the Staten Island USPHS hospital with a broken ankle, but I'm not out of touch. SIU representative John Dwyer brought me the August Log the other day, and I like it a lot. I especially like the articles on, the Mississippi Queen, R/ V Anton Bruun. Oldtimer Willcy Manthey, the Maritime Authorization Bill and the articles concerning LNG. Mostly though, I want to truly thank the SIU for the exceptional and efficient way they have helped me while I am disabled and away from home. I know now that an accident can happen to the best of us and can truly put you out. As a young seaman with a very good future ahead of me, I sincerely appreciate what this great Union has done for me. And I am very proud to be a part of it. Once again, thanks. We truly have the best, the SIU. Fraternally, William Mullins Dallas, Texas ^Waking up the Public' Just want to thank the Union for sending me the Log each month. It helps me to keep in touch with the water. The Log does a. great job in reporting what's going on in maritime. And the SIU is doing more to wake up a sleeping U.S. transportation public than any one effort going. Sincerely, William L. Boone Huntsville, Ala. Labor Day Wishes I want to wish the SIU and all SIU members lots of luck on this Labor Day. I am a former member of the SIU (1958-1968) and served aboard ships in the Vietnam War Zone. I was awarded the Vietnam Service Bar for active service in that area. I woirid like someday for Congress to grant us veteran status. • Fraternally, Maurice Roberts Ware, Mass. Dedicated Seaman' ft It is with great regret I am writing to inform you of the loss of my husband, Leon Jordan, who passed away on March 16, 1979. He was a dedicated seaman. On behalf of myself and family, I want to thank the Union and the Seafarers Welfare Plan for all the help during^^Leon's retirement. Leon went to sea in 1936. He loved the sea and the men with whom he sailed. He was proud to be a member of the Union. Thanks again to the Union for all the help over the years. Sincerely, Mrs. Nancy Jordan Daphine, Ala. Crew Sent Flowers, Condolences This letter is to express my appreciation for the thoughtfulness and condolences of Steward / Cook Neville Johnson and the entire crew of the SS Worth at the time of my father's death. It was my privilege to have shipped on the SlU-contracted vessel, SS Worth. On July 20, 1979, while we were at sea, I received notice by wire and Mr. Johnson took charge of arranging for a floral wreath to be sent to my family from the crew of the SS Worth. Again, sincerest appreciation from my family and myself to all my fellow shipmates. Fraternally, Arturo Aulet New Orleans, La. �Lefs Get Ocean Mining Show on the Road I 1 l«?n't T isn't llist just pn#»rm7 energy thotV that's ,*« in growing demand and shrink­ ing supply these days. A number of raw materials and minerals, crucial to U.S. industry, are becoming harder to locate, more expensive to mine and of poorer quality in land-based reserves. But just as oil has been dis­ covered beneath the sea, the oceans also harbor trillions of dollars worth of precious min­ erals. Those minerals are contained in crumbly, black, potato-shaped nodules, rich in manganese, nickel, copper and cobalt. The vast mineral wealth of the deep seabed is so plentiful, experts estimate deep seabed resources could shave America's current heavy dependence on imported raw materials to next to nothing by the year 2000. In addition to providing U.S. industry with the essential ele­ ments of production, the frontier U.S. ocean mining industry will open tens of thousands of badlyneeded jobs for American workers in ship construction, mining, fabrication of materials and seafaring. Right now, U.S. mining com­ panies possess the technological know-how to mine the ocean depths. But those companies refuse to risk huge investments without a formal green light from the U.S. government allowing them to begin mining the deep seabed and protecting their right to do so. Unless Congress quits stalling on ocean mining legisla­ tion, the U.S. could well miss the boat in the ocean mining in­ dustry. Deep seabed mining legislation has actually been introduced during every session of Congress since 1972. Last year, the Deep Seabed Hard Minerals Resources Act was passed overwhelmingly by the House of Representatives. But it never reached the Senate floor. Ocean mining legislation has again been introduced before both Houses with three impor­ tant 'Hire American' amend­ ments intact. Those three amendments, which have the strong backing of the SIU and other maritime and labor groups, would create and protect as many as 50,000jobs for Americans at sea and ashore in the ocean mining industry. Though support for ocean mining is stronger today than ever before it is unlikely the measure will make it to the floor of either House for debate this Official Publication of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inlond Waters District, AFl-CIO S«pt»mb«r, Vol. 41, No. 9 Executive Board Paul Hall President Frank Drozak Executive Vice President Cal Tanner Joe DiGiorgio Vice President Secretary- Treasurer James Gannon Ray Bourdius Assistant Editor Don Rotan West Coast Associate Editor Editor Edra Ziesk Assistant Editor Marietta Homa Assistant Editor 389 Mike Gillen Assistant Editor Max Siege! Hall Assistant Editor Frank Cianciotti Writer! Photographer Dennis Lundy Photography Marie Kosciusko Administrative Assistant George Vana ProductionjArt Director Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage paid at Brooklyn, N.Y. (ISSN #0160-2047) year. The Senate won't debate ocean mining until they've voted on the Salt II pact, which doesn't look like it will come up before mid-October. And the House calendar is already full until the end of the year. A major reason the U.S. is reluctant to act on ocean mining is the United Nations Law of the Sea Conference. For more than 20 years, 160 nations have been meeting to develop an interna­ tional set of laws governing the use of the oceans and what they contain. The U.S. government has been reluctant to antagonize Confer­ ence participants by coming up with our own ocean mining guidelines. But in the 12 years since deep seabed minerals be­ came the hot topic. Law of the Sea conferees have been unable to resolve the question of who's entitled to the minerals and how they should be mined. While Law of the Sea negotia­ tions drag on, pressure to develop U.S. regulations which would allow American companies to begin deep seabed mining, mounts. The U.S. Ambassador to the Law of the Sea Conference, Elliot L. Richardson, pointed out that though the U.S. prefers to under­ take ocean mining under an international treaty, further delaying the start of deep seabed mining could have a negative impact on the industry. "Each year of delay in reaching international agreement on a deep seabed mining regime," Richardson said, "has made it more necessary to find some interior framework that can define the seabed mining indus­ try's legal obligations " The SIU agrees that continued stalls to the start of the ocean mining industry could have serious, long-term consequences ioi the U.S. At stake are critically impor­ tant raw materials, necessary for • U.S. industry and even more important employment oppor­ tunities for U.S. workers. By tapping the mineral wealth of the oceans to fill our needs for manganese, nickel, copper and other elements, the U.S. could supply our industry, cut down our dependence on imported minerals and put many Ameri­ cans back to work. But it's up to Congress to get the show on the road. September 1979 / LOG / 19 �inTofhgCg'raT^ g'clrtiarpfogfa':^"''" °' P^g^fm^'s'SaTte^rn in^ " °' Hecertiflcation shown here in .he brand new StewardRecertificotion Program Gefs Underway <:Ay Is •r- >•- .>.y ^0^,%;;/ i-y -, ^,- - • ; L. •m fe««£g < •« v •*> >.r.r';, f ^ <• .,^r " - V \ Darrell G, Chafin James E. Higgins »«• f{i'i!;.«ss!?ii- »v }i % Herbert W, Scypes 20 / LOG / September 1979 Alfred J. Bodie J^EFLECTING the Sllfs commitment to education, the new Steward Recertification Program got under­ way Sept. 4 at the Harry Lundeberg School in Piney Point, Md. The eight participating stewards in this first class will spend six weeks at HLS and two weeks at Union Headquarters. ; The next class will begin Nov. 12. In 1980 there will be a minimum of six classes and there may be as many as eight. This Program is an indication of the importance that the Union places on the steward department. Through the HLS, the Union has advanced the level of steward department education to the point where a Recertification Program Mice this can be offered. It's the last rung in a ladder of growing educational opportunities for steward department personnel. The Union wants to encourage young people entering the maritime industry to think seriously about a career in the steward department. But this educational benefit is like any other Union benefit. It's not worth anything to the members unless they take advantage of it. Whether a Seafarer is a messman or a chief steward, if he or she has enough seatime, there's a course available. All the Seafarer has to do is to write to the Lundeberg School or see an SIU representative. For chief stewards, the Recertification Program will give them invaluable information. It will update their skills to meet the needs of running a steward department on today's modern ships. The Program will also give the stewards a greater knowledge of their Union and the state of today's maritime industry. This is particularly important to stewards in their role as secretary-reporter of the ship's committee. The stewards can help enlighten their fellow Seafarers about the dangers threatening their livelihoods. They can also better explain the many Union benefits available to Seafarers. The Recertification Program is a step forward. And that's why all stewards who have not already done so should apply for this very worthwhile Program. y. T ' ' — ^ •M t 'S- V' W:.}. • Charlie Rice V. * Jimmy Colder « h-k* - J J 'i'**1d - ^ (j, V • . -.it v; V; i:- kit Tom Ulisse Paul Franco September 1979 / LOG / 21 �SIU Adantic, Gulf, Lakes & Inland Waters United Industrial Workers of North America PRESIDENT Paul Hall SECRETARY-TREASURER Joe DlGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENT Cal Tanner Dispatchers Report lor Deep Sea AUG. 1-31, 1979 *TOTAL REGISTERED All Groups Class A Class B Class C Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 6 123 9 27 16 9 17 58 31 56 18 50 15 56 14 3 508 1 32 5 8 6 4 7 18 12 7 5 13 2 18 1 0 139 1 17 0 3 12 7 1 6 5 4 13 22 1 11 2 0 106 1 110 6 19 18 5 20 46 25 37 16 38 10 41 3 1 396 4 48 2 16 5 8 7 11 9 11 6 11 3 16 1 1 159 0 7 0 0 3 3 1 0 2 4 2 5 2 8 0 0 37 Totals All Departments 4 101 10 23 18 7 26 59 33 56 11 48 26 51 18 1 492 4 67 . 3 16 9 7 6 32 17 31 8 43 8 29 5 0 285 1 13 0 0 7 12 0 8 6 5 10 29 5 17 0 1 114 13 176 18 39 23 15 25 117 52 78 47 78 18 86 0 3 788 6 42 5 7 8 6 7 24 12 7 15 11 3 27 0 0 180 2 11 0 5 14 3 2 12 4 4 12 21 0 8 0 0 98 0 84 4 17 15 5 16 44 26 34 8 21 13 37 3 1 328 2 48 5 11 9 5 8 18 19 12 3 14 4 25 6 0 189 0 5 0 0 4 4 1 1 3 4 1 3 3 14 1 0 44 4 157 14 39 23 10 24 102 40 62 26 52 16 70 0 1 640 5 64 3 23 5 7 7 36 10 14 13 14 4 20 1 1 227 1 5 0 1 5 2 1 0 0 2 6 4 1 7 0 1 36 1 77 6 20 14 7 30 60 26 35 19 19 11 56 0 0 381 2 26 2 4 4 2 5 1 3 5 6 5 4 4 0 0 73 2 7 1 0 1 2 0 3 1 4 11 9 0 2 0 0 43 12 198 41 41 28 9 19 71 42 33 39 41 28 68 2 2 674 2 194 3 37 25 6 4 46 18 27 99 38 9 48 0 0 556 1,154 733 STEWARD DEPARTMENT 1 45 3 14 10 5 18 38 19 28 8 23 6 2/ 2 0 247 2 15 0 2 2 0 4 2 5 6 2 6 3 2 4 0 55 1 5 0 0 2 3 0 1 0 4 6 10 0 0 0 0 32 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals ••REGISTERED ON BEACH All Groups Class A Class B Class C ENGINE DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco. Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals All Groups Class A Class B Class C DECK DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals TOTALSHIPPED 4 43 1 17 16 11 10 40 29 30 4 22 11 25 2 0 265 1 41 7 1 9 4 8 19 9 10 ^4 ' 12 3 25 16 0 169 0 4 0 0 10 10 0 2 7 13 5 19 0 16 0 0 86 ENTRY DEPARTMENT 4 31 3 9 8 4 7 24 7 24 6 12 14 13 0 1 167 10 113 23 17 16 7 9 57 27 26 26 27 16 66 22 1 463 2 73 2 12 22 17 2 11 8 17 43 27 9 36 0 0 281 0 0 0 5 34 4 19 5 2 10 32 11 39 10 16 15 22 0 1 225 1,318 816 455 1,085 643 244 Z034 •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. HEADQUARTERS 675 4Ave„Bklyn. 11232 (212) HY 9-6600 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-9375 ALPENA, Mich 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin St. 14202 (716) TL 3-9259 CHICAGO, ILL. .9383 S, Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DULUTH, Minn 2014 W. 3 St. 58806 Medical Arts Building 324 W. Superior St. 55802 (218) RA 2-4110 FRANKFORT, Mich HOUSTON, Tex P.O. Box D 415 Main St. 49635 (616) 352-4441 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, NJ. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3 St. 23510 (804)622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. . .2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, Tex. . . .534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif 1311 Mission St. 94103 (415) 626-6793 SANTURCE, P. R. . 1313 Fernandez, Juncos, Stop 20 00909 (809) 725-6960 SEATI LE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. . .4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla. 2610 W. Kennedy Blvd. 33609 (813) 870-1601 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 408 Avalon Blvd. 90744 YOKOHAMA, Japan Yokohama Port P.O. (213) 549-4000 P.O. Box 429 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 West Coast Stewards Halls HONOLULU, Hawaii ... 707 Alakea St. 96813 (808) 537-5714 PORTLAND, Or,.... 421 S.W. 5th Ave. 97204 (503) 227-7993 As it has been all year, shipping was good to excellent in all deep sea A&G ports in the month of August as a total of 1,972 Seafarers shipped through the Union's network of hiring halls to SlU-contracted deep sea vessels. Of these, only 1,085 were "A" seniority members while 643 getting jobs were "B" seniority men and 244 were "C" seniority. This is a reflection of the good shipping throughout the country for SlU deep sea members. 22 / LOG / September 1979 WILMINGTON, Ca. .. 408 Avalon Blvd. 90744 (213) 549-40tNI SAN FRANCISCO, Ca. 350 Fremont St. 94105 (415) 543-5855 �Jorge L. Torres Seafarer Jorge L. Torres, 25, graduated in 1975 from the Lundeberg School. He up­ graded to Able Seaman there this year. Broth­ er Torres has the lifeboat, firefighting and cardio­ pulmonary resuscitation endorse­ ments. Born in New York, he ships out of that port and resides in Puerto Rico. iSr:'- • Kiref'S;/ L Alfredo Gonzalez Seafarer Alfredo Gonza­ lez, 25, started sailing with the Union following Lionel Strout his graduation Seafarer from the HLS Lionel Strout,57, Entry Program started sailing in 1975. He now with the SIU in sails as FOWT 1967 after seven hitches with the and has his firefighting, lifeboat and U.S. Air Force. CPR tickets. A native of New York He upgraded to City, he lives and ships from that cook and baker great port city. at the Harry Russell Williams Lundeberg School of Seamanship Seafarer (HLSS) Piney Point, Md. Chief Russell Wil­ Cook Strout has had many compli­ liams, 22, gradu­ ments on his cooking aboard ated from the various vessels. He has his LNG, Lundeberg firefighting arid lifeboat endorse­ School in 1977. ments along with his cardio­ Brother Wil­ pulmonary resuscitation (CPR) and liams upgraded first aid tickets. Living in Selma, to Able-Seaman Ala., he ships out of the port of New last year. He has York. his lifeboat, firefighting and CPR endorsements. He lives near Los Joel W. Spell Seafarer Angeles and ships out of West Coast Joel W. Spell, ports. 129, graduated Jesse Fleming from the HLS Seafarer Entry Trainee Jesse Fleming, Program in 22, began sailing 1968. He then with the SIU in i shipped out as a 1977 in the deck j fireman --^waterdepartment after tender (FOWT) he gra.duated in 1968 and 1969 before hejoined the from Piney U.S. Navy for two hitches. There he Point. He got was an electronics technician during his AB endorse­ the Vietnam War. Brother Spell now ment last year. Brother Fleming sails as 2nd electrician but has holds lifeboat, firefighting and CPR endorsements to sail any job in the tickets. He resides in Tafton, Pa. engine department. This year he^ot and ships out of the port of New at Piney Point his lifeboat, firefight­ York. ing and CPR training. He lives in Covington, La. and ships out of the Gerald McEwen port of New Orleans. Seafarer Gerald McEwen, Mark H. Pedersen 42, started sail­ Seafarer ing with the SIU Mark H. Peder­ in 1973. Brother sen, 20, gradu­ McEwen up­ ated from the graded to cook HLSS in 1977. and baker at He upgraded to Piney Point in FOWT last year. 1975. He has the Brother Peder­ sen has his life­ lifeboat, firefighting and CPR boat, firefight­ cards. Born in the Virgin Is., he lives with his wife, Carol in the port of ing and CPR tickets. He was born, New York and ships out from that raised, lives and ships from the port port. of Baltimore. Albert S. Campbell Seafarer I Albert S. CampI bell, 55, joined !the SIU in 1968 in the port of [Jacksonville. He has since upI graded to assis­ tant cook and baker. He has the lifeboat, LNG, CPR and fire­ fighting tickets. Born in Pennsyl­ vania, he ships from Jacksonville. Andrew Pandolfo Seafarer Andrew Pan­ dolfo, 26, is a HLS Trainee Program grad. Last year he upgraded to FOWT. Brother Pandolfo has lifeboat, fire­ fighting and CPR tickets. A native of Manhattan, he lives and ships out of the port of New York. Dennis Patterson Seafarer Dennis Patter­ son, 25, gradu­ ated from the HLS in 1976 and started sailing that year. He first sailed as a messman for six months, but got his AB ticket last year. Brother Patterson recently earned his CPR endorsement at Piney Point. In 1976, he earned his lifeboat and firefighting tickets. A native and resident of Jersey City, N.J., he has shipped out of the ports of New York, Jacksonville, New Orleans and Houston. Alcoholia disease. iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii It can be treated. SECURITY IN UNITY Notice to Membets On Shipping Procedure When throwing in for work dur­ ing a job call at any SIU Hiring Hall, members must produce the following: • membership certificate • registration card • clinic card • seaman's papers • valid, np-to-date passport In addition, when assigning a job the dispatcher will comply with the following Section 5, Sub­ section 7 of the SIU Shipping Rules: "Within each class of seniority rating in every Department, prior­ ity for entry rating jobs shall be given to all seamen who possess Lifeboatman endorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding srentence when, in the sole judgment of the Board, undue hardship will result or extenuating circumstances war^nt such-waiver." Also, all entry rated members must show their last six months discharges. Further, the Seafarers Appeals Board has ruled that "C classifica­ tion seamen may only register and sail as entry ratings in only one department." To crew U.S.-flag ships today, youVe got to keep up with technology. So keep your job secure. Learn shipboard automa­ tion. Take the automation course at HLS. It starts Nov. 12. To enroll, contact your SIU Representative or mail the applica­ tion in this issue of the Log to HLS. September 1979 / LOG / 23 ,,k,. 7. �R/V by 'Saki Jack' Dolan Following is Chapter II in the saga of the R/ V Anton Bruun, one of the more unusual vessels ever crewed by SIU members. She was a research vessel, which participated in a 28'month research cruise in the Indian Ocean in the early '60s. It was quite a trip. Chapter I appeared in the A ugust 1979 issue of the Log. AT the entrance to the Taj Mahal in India, one feels the inten­ sity of much passion and love. On the Indian Ocean, one feels not only passion and love, but much hatred. Thanks to the Almighty, the R/V Anton Bruun was built a fine seaworthy ship. She rode out a storm better than any passenger or cargo vessel I have ridden. And believe me I have been on the best. We were to find this out when we made our cruise to the Arctic Circle and back. (All about this in a future chapter.) We did 'mucho' fishing in the Indian Ocean, and this kept our ten Hawaiian fishermen very busy, putting out floats with fishing nets attached several miles in length. This was done in the wee-hours and we would come back around Noon and pull the nets in with our special fishing-gear. The Hawaiians were very adept at this sort of fishing, and in no time at all we had several tons of every kind of fish on the stern you could think of. Sharks by the dozens, and the Scientists would tag them (the sharks) and throw them, overboard again. This was all done with scientific-precision by stop-watch. We caught barrels of shrimp and lobsters off the coast of Arabia, and this was reported to the Arabian Government (they never even knew about it.) Many new fishing-beds were discovered on this cruise, and it was reported to the local Govern­ ments as we discovered same. From the Persian Gulf, all the way to the Arctic Circle, we worked our way, and many new discoveries were made and reported to the National Science Foundation in Washington, D.C., as well as all local countries that could make good use of this information. This was the first time in World History that the Indian Ocean had ever been surveyed, and the RIV Anton Bruun was the only vessel to completely finish the job. There were many other countries involved in this project, and had vessels out here with us. One by one they fell by the way-side and turned tail and went home. We stayed for the full time (28 months), and were the only ship to complete the project (worth many many millions of dollars to many countries). Land of The 'Dodo-Bird' The U.S. National Science Foun­ dation should have given all hands a large cash bonus, not just a piece of paper. We did a job no other country 24 / LOG / September 1979 did, or cared to stay and do, but they all benefitted from it. Port Louis, Mauritius Islands is the Jewel of the Indian Ocean and the friendliest place on Earth. The natives speak French, English and their own Island dialect. First, they greeted you like a long lost brother, and then took you in as one of the family. This was the home of the famous or infamous 'Dodo Bird', now extinct, but one time very plentiful here. The Dodo was similar to our American Turkey according to legend, and was hunted by the natives for food until extinct. The shipboard Scientists were given a stuffed Dodo Bird to take back with them. There is a local Museum ashore and they give all the information you may need to know about the Dodo Bird, and any other subject you may be interested in. "Mack The Knife" The Natives were welcome aboard, as we had open ship in all ports. The young native girls were exceptionally friendly, and made themselves at home upon arrival. Our stay here was for ten days, and even then it was hard to get them to leave. One lovely young thing that carried a stiletto about ten inches long (and was not afraid to use it), was immediately dubbed 'Mack The Knife' by the crew, and the name stuck (I wonder why?). It seems that 'Mack The Knife' had a thing for the Chief Steward 'Saki Jack', and latched onto him and would not let go. This was OK with Saki Jack, so that was that. Mack The Knife was a solid nudist at heart, and started to prove same immediately upon entering my foc'sl. She disrobed completely, and was in no way bashful about her nudity. This had a real crazy affect on the younger generation in the crew, as she insisted on having nothing to do with anyone but ole Saki Jack (which was OK with me). She loved to run around the ship totaliy naked, and I or no one else could control her, or for that matter wanted to eonfront her ten inch stiletto! She was not only young, but had a build like the old proverbial brick 'Out-House'. I'll tell you something, I was not about to argue with her, and the ship's baker took many photos of her running the length and breadth of the ship in the buff. She always returned to my foc'sl, and this drew the crew like flies. I had to throw them out bodily to have any peace. Chico, the Chief Cook was so upset he couldn't cook, and had to go ashore to Sharky's (a local Pub) to bring his blood pressure down a bit. Sharky, was an old Limey ready to retire and wanted to sell the joint (I - - A- . * '.t. A recent pix of SIU Pensioner 'Saki' Jack Dolan. don't know if he ever did), and he got along swell with seamen. There were a couple of twins that made some kind of remark about 'Mack The Knife' running about the ship in the nude, and this made Mack very mad indeed. She ran them out of Sharky's and down the street. Well, this upset Sharky a bit, and he would not let Mack back in his Pub, so Mack and I decided to go back to the ship. My foc'sl was like a Pub anyway. In fact, I had more of a variety of the old Bubbly than Sharky did. Mack kept her stiletto razor sharp, and I was damn glad she liked me (maybe it was my good looks?). Whatever, it made us happy. She stayed aboard until ten minutes before sailing time and did not put on a stitch until she was going down the gangway.. 1 guess you could call this the 'Naked Truth'. Hawaiian Luau Our Hawaiian Fishermen decided to have a Luau, and that was OK by all hands. 1, as Chief Steward was given a list of what we would need, and went ashore to get same. All Hands were invited, crew, scientists, (we had four lady-scientists aboard this Cruise), everyone. The Hawaiians made a deal with the local natives, and promptly started to dig a long trough on the beach, and gather Palm-Fronds. Believe me, a real Hawaiian Luau is no easy matter, and it takes a lot of work and cooperation from all hands to make it happen. Everyone was willing and the very next afternoon the beach was the makings of our own Hawaiian Luau. 1 was the bartender until 1 couldn't stand (1 got very tired), and there was plenty food, booze, girls with much dancing, drinking, eat­ ing, and even a few friendly fights now and then. 1 can safely say all hands enjoyed the Luau and thanked the fishermen for it. Everyone liked Port Louis, and could not wait until we were due back again. The baker even married one of the beautiful native girls, and took her home to Philadelphia to live. All hands went to the wedding. 1 missed it due to an operation I was having at the time. During our next cruise we had engine trouble, and had to pull into Gann Island. This was a British Nuclear Base, very secretive at the time, and we were lucky they gave us permission to land there. The Captain talked with the local Conimander, and he agreed to let us use all the local buying facilities. This was a tax-free-port, and they had a beautiful canteen—full of goodies, binoculars, cameras, watches, perfume, musical instru­ ments, etc., all tax-free, and very reasonable in price. Well, I can tell you, some of the crew and Scientists really took advantage of this situation. I did not buy a thing, as I was never a collector of things, and maybe it was because my foc'sl looked like a Pawn-shop as it were. All in all, Gann Island was a success in everything but Romance. There were no women there except in the military, and they had nothing to do with us. The British are very kind and considerate in treating English speaking folks, and treated we 'Yanks' like brothers. So long Gann Island, and Thanks. Eddie From Mooseup When I returned home to New York, I had a full crew list, but misplaced it. And with my poor memory, I cannot name the men and women on our expedition as I would like to. Our first Bosun, a retired NavyChief from Mooseup, Connecticut, was naturally, one of my drinking buddies. (1 really cannot remember anyone on board that I was not drinking-buddies with). Eddie, in the good ole tradition of the Navy, was a swell drinking buddy, we got along quite well. Between his Navy yarns, and my merchant seaman's yarns, we kept the home fires burning very brightly. Eddie had spent his last ten years (or so he told me), in the Navy in Phoenix, Arizona as the Navy Recruiter. Maybe this is what made him so nervous. Arizona is too dry for a Navy sailor. Anyway, ho got himself fired off ihQ Anton Bruun for kicking one of the "Raghead Scientists" out of his fi'c'sL It seems one of the scientists went to Eddie's foc'sl about some­ thing, and proceeded to give Eddie a hard time. Eddie did not ap­ preciate this at all, and kicked him out (literally), and told him to stay the hell out. Well, this infuriated the "Raghead", as this made him lose face, and he ran screaming up to the Captain's foc'sl telling him what happened. The Captain being an oldtimer, told the scientist to stay the hell out of the crew's quarters (where he had no business) and he would not get a kick in the ass. It seems the Scientist had more Continued on Page 25 �Working in Tank or Confined Space Can Be a Killer When working in a chemical tank or other confined space aboard a ship or a tank barge, always know what you're getting yourself into. If you're about to enter a chemical tank which has not been certified "safe for men" by a marine inspector, what you could be getting into is trouble. A tank or confined space that hasn't been inspected may not contain enough oxygen to sustain life. If you walk into that space without the right safety gear, you may not walk out again. It's that simple. Prevention of chemical tank Anton Bruun, Part II Continued from Page 24 pull than the crew did, and Eddie was fired. The Captain came down to his foc'sl and told him the scientist was willing to forget the incident, and he could keep his job if he would only apologize to the "Raghead". Eddie would have none of this and told the Captain if that bum comes near me I'll kick him again, only harder. Exit, Eddie from Mooseup, a good Bosun, and greatly missed by all hands. This brought on board my old poker-playing, horse-playing, and cocktail drinking buddy Hank Muranka. Hank is a good man to ride the river with. Hang in there Hank! Crew Messman Extraordinaire Eddie Wong was his name, and the best dang crew messman I ever sailed with. Eddie came from New York City, and was liked by all the crew, and officers as well. He was one of the original crewmembers, and came out with the ship from the States, and was one of the first to sign on. He stayed the full 28 months the ship was out, and never missed serving a meal in the crew messhall. Besides he had a full flight of stairs to go up and down carrying food (three meals a day), and believe me Eddie did a wonderful job, while he was Crew Messman. Eddie found Wong-relatives in every port we came to, and usually brought them on board. Some of them were the fair haired type, and Eddie was quite a ladies man, and never failed to score. The last 1 saw Eddie, was at the Brooklyn SIU Hall, and he was all bandages, having just been mugged in Chinatown, and was not feeling too well. This is called a 'New York Welcome,' and they sure gave poor Eddie a good one. Eddie, like 1 said, was liked by all hands, and makes a good addition to any crew. By The Wayside The RjV Anton Bruun stayed for the full length of the Cruise in the Indian Ocean (28 months), and had the distinction of being the only vessel to do so. There were many other countries involved in this Expedition (22, I believe), and one by one they fell by the wayside and went home. But the old Anton Bruun stayed on and on and on until the very end of the Cruise. The closest any other country came to staying was for one (1) year, and m-ostly they did not stay this long. That included the Russkies. They had a converted cargo ship out there and they stayed for about a year. We met the Russians several times in port, and one time they invited us aboard their ship for a CocktailParty (I'll tell about this next time), also what we were sent out there to do. Saki Jack D-124 (Retired) Chapter 3: 6 weeks in shipyard in Karachi, Pakistan. AH Khan on the Scale. Camel Races. Horse races. Holy Men with Cobras in basket. Cocktail Party on Russian Ship. Metropole Hotel, Beach Luxury Hotel, Seaman's Club. Our Main Purpose in The Indian Ocean. fatalities is also pretty simple. Never assume a confined space is safe. Always wear fresh air breathing apparatus in a confined space where you're not sure about the oxygen content. But lack of oxygen isn't the only kind of trouble you can get into when working in a confined space aboard ship. Seamen and boatmen who are repeatedly exposed to low levels of hazardous substances may be in for trouble in the future. A worker who is exposed to dangerous chemicals over a long period of time could be slowly poisoning his health. Chronic exposure to benzene, for example, could result in serious blood diseases. Inhaling vinyl chloride fumes over long periods has been shown to cause cancer. There are some rough guidelines called threshold limit values (TLV's) which can be followed by seamen who work around dangerous substances. TLV's are published by the Coast Guard in 'a "Chemical Data Guide for Bulk Shipment by Water." The threshold limit values, the Coast Guard says, "represent conditions under which it is believed that the average empolyee can be safely exposed for a working lifetime without produc­ ing chronic health effects." But the Coast Guard stresses these are only general guidelines. They do not take into account an individual's reaction to particular chemicals or the long-term effects of exposure to two or more chemicals. So, along with making sure the toxic levels in tanks and confined spaces stay within the TLV guidelines, these are some other steps American seamen and boatmen can take to protect their future health: • all shipboard personnel should be aware of whether they are working around substances which could be hazardous to their health; • entry into chemical tanks and confined spaces should be kept to a minimum and made only when absolutely necessary; • respirators should be used by all personnel anytime a tank or a confined space is entered; • any seaman or boatman chronically exposed to hazard­ ous substances should be regu­ larly checked by a doctor. Delta Africa Committee W '\ un Aug. 27th Recertified Bosun Pete Loik, {4th left) ship's chairman of the SS Delta Africa (Delta Lines) is at a payoff in the port of New York. With him are the Ship's Committee of (I. to r.) Steward Delegate James Miller, Chief Steward Bill Wroter, secretary-reporter; Deck Delegate Ed Wilisch and Engine Delegate Hector Duarte. A MESSAGE FROM YOUR UNION NARCOTICS WfLL EAT YOtl OP AND YOU'LL LOfE YOUR PAPERS FOR Ul FE ! September 1979 / LOG / 25 �Algonae The Lakes Picture Dnlnth The strike by Duluth-Superior grain millers that began in July is continuing. The dispute has brought waterborne grain traffic to a standstill, as other unions are honoring the grain millers picketlines. Reports from Duluth say that the major issues in the dispute are a costof-living contract clause and on-the-job safety. Grain millers are worried about the effects the pesticides and other sprays used on wheat will have on their health. Observers feel, however, that there are several signs that the end of the strike is in sight. As of Sept. 15 there were a total of 19 deep sea grain ships (including the SlU-contracted Ogden Columbia) tied up at the port of Duluth with five more expected during the week. The increased number of grain vessels in the port coupled with a tentative agreement between striking grain millers and officials of the Farmers Union Grain Terminal Assn., were cited by assistant U.S. Agriculture Secretary P.R. Smith as reasons for optimism that the strike may soon be over. Smith made his remarks at a symposium on Midwest grain transportation problems held Sept. 16 in Minneapolis. Earlier this month, the Duluth-Superior grain strike was one cause of threats from the Dept. of Agriculture. U.S. Agriculture Secretary Bob Bergland threatened to divert shipments of government PL-480 cargoes from the ports of Duluth-Superior if the strike continued. The twin ports currently handle about 65 million pounds of bagged government cargoes. * * * The new SIU hall in Duluth got a good reception during its first month of operation. Great Lakes Seafarers who've visited the new hall located in Duluth's Medical Arts Building, reportedly are favorably impressed. Frankiort The SlU-contracted Medusa CW/cA2ger(Cement Transit Co.) was one of the exhibits of Maritime Week, held at Manitowoc, Wise., last month. The 73-year old cement carrier was open to the public for tours. The last hand-bomber on the Great Lakes, SlU-contracted Chief Wawatam, may soon be converted to oil. The Michigan Transportation Commission voted unanimously to study the costs of the conversion. If adopted, the conversion could be completed by this winter. • » » The carferry City of Milwaukee {}A\c\\\gSin Interstate Railway Co.) was forced into the seawall in the Frankfort harbor when a small boat crossed her bow last month. An inspection by the Coast Guard determined the carferry sustained no damage and she was allowed to resume her run. • * » The two SlU-contracted car ferries, the Viking and the City of Milwaukee, hauled a record number of box cars across Lake Michigan over the past two months. The 2,061 cars loaded by the two vessels marked a six year high. Cleveland The Great Lakes Regional office of the U.S. Maritime Administration plans a seminar Oct. 9 in Cleveland to discuss problems and issues confronting the merchant marine. Notite to Members On Job Coll Procedme When throwing in for work dur­ ing a job call at any SIU Hiring Hail, members must produce the following: • membership certificate • registration card • clinic card • seaman's papers • David Buchanan, vice president of the Lake Carriers Assn., has warned that the shortage of diesel fuel on the Lakes is going to get worse. Fuel shortages "could disrupt the movement of raw materials to major industries," Buchanan said. Chicago Chicago's East Side Chamber of Commerce sponsored its 39th Annual Waterways Cruise on the Calumet River this month. The cruise is intended to attract new business to the riverbanks and to point out that water transport of raw materials and finished products is highly efficient. SlU-contracted ore and coal carriers are frequent callers at docks along the Calumet River. * * * Chicago's new Iroquois Landing Lakefront Terminal was formally dedicated on Sept. 8. The facility is open for business even though construction on the cargo-handling dock and two new warehouses is still underway. St. Lawrence Seaway U.S. and Canadian officials held a joint ceremony to mark the 20th anniversary of the opening of the St. Lawrence Seaway and the Welland Canal's 150th birthday on Sept. 7. One ceremony was held at the Seaway's Eisenhower Lock, one of the two locks on the American side of the waterway. A second ceremony was held at the Welland Canal. Navigation Aids The first of three automated buoys planned for the Great Lakes region has been installed in Lake Superior near Manitou Island, Mich. The 20foot, 20-ton buoys are made of aluminum and will be used as weather forecast aids. The buoys have sensors attached to their 18-foot masts which measure air temperature, surface water temperature, wind speed and direction and transmits the information via satellite to weather stations in the U.S. and Canada. Clean Waters Pollution in the Great Lakes reached its worst level several years ago and is now improving, according to. a report presented to the International Joint Commission (IJC) recently. The main reason for the improvement is that industries have greatly reduced phosphate discharges into the Lakes. If » • If * Though the Lakes themselves are cleaner, another report delivered at the IJC annual meeting said that inland waters and aquatic life within the Great Lakes basin may be in trouble. The reason is that the area is subject to rain and snow with up to 40 times more acid in it than normal. The "acid rain" is the result of water vapor mixing with emissions from coalfired power plants, cars and factories. Scientists are worried the poison rain may kill off fish and harm soil and plants. Tonnage Figures Cargo moving through the Port of Cleveland during the month of August was up 219 percent over tonnage figures for Aug., 1978. Tonnage figures for this year to date are up 120 percent over last year's totals. The increase is attributed mainly to the movement of iron-ore pellets, a new commodity at the port. Steel and general bulk tonnage also showed gains. DisNtcliiirs ReDortlir MLikcs Alin 1-Tl 1979 ' Algonae (Hdqs.): Algonae (Hdqs.) Algonae (Hdqs.) Algonae (Hdqs.) '. •TOTAL REGISTERED All Groups ^'3®® A Class B Class C 61 36 12 47 27 28 5 113 TOTAL SHIPPED All Groups Class A Class B Class C 7 DECK DEPARTMENT 69 105 10 27 13 7 4 ENGINE DEPARTMENT 48 52 7 21 12 11 0 STEWARD DEPARTMENT 30 20 0 9 1 5 34 ENTRY DEPARTMENT 0 0 0 25 47 93 82 ^ US Totals All Departments 156 173 45 147 177 17 •'Total Registered" means the number of men who aetually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. 26 / LOG /. September 1979 ••REGISTERED ON BEACH All Groups Class A Class B Class C �rrr- \ Apply for SiU College TS not too early to start applying for the yearly SIU college scholarships offered to members and their dependents. Entitled the "Charlie Logan Scholarship Program," seven college scholarships, worth $60,000, are offered through the Seafarers Welfare Plan annually. Five of the scholarships are four-year $10,000 awards. One of these goes to an active member while four go to dependents of members. Two of the scholarships are two-year grants worth $5,000 each. These are exclusively for active members. For an active member to be eligible for a scholarship, he must have at least two years (730 days) employment time with SIU contracted companies. In addition, he must have one day of employment in the six month period immediately preceding date of application, as well as 125 days employment in the previous calendar year. Members' dependents applying for the scholarships must be unmarried and under 19 years of age. [However, unmarried children who are eligible for benefits under Plan #1 Major Medical can apply for a dependent's scholarship up to the age of 25.] An applicant must be the dependent of a member with three years (1,095 days) employment time with SIU contracted companies, as well as one day employment in the I six month period immediately preceding date of application and 125 days employment in the previous calendar year. Dependents of pensioners or deceased members who had met these seatime requirements before death or retirement are also eligible for the scholarships. All scholarships are awarded on the basis of high school grades and scores achieved on either the College Entrance Examination Boards (SAT only) or the American College Tests (ACT). Upcoming test dates for the SATs are: Nov. 3; Dec. L and Jan. 26. For more information on the SATs, write the College Entrance Examination Board at either Box 592, Princeton, N.J. 08540, or Box 1025, Berkeley, Calif. 94701. (Write to the office located closest to your mailing address.) Upcoming test dates for the ACTs are: Dec. 8, and Feb. 16. Information and applications for these exams may be received by writing to ACT Registration Unit, P.O. Box 414, Iowa City, Iowa 52240. SIU members can pick up Scholarship award applica­ tions for themselves or their dependents at any SIU Hall or by writing the SIU Welfare Plan, 275 20th St., Brooklyn, N.Y. 11215. Scholarship winners will be announced in May 1980. Applications should be in no later than Apr. 15, 1980. September 1979 / LOG / 27 �mmm- Steward Department Meinbers! In the event that any SIU members have legal problems in the various ports, a list of attorneys whom they can consult is being published. The mem­ ber need not choose the recommended attorneys and this list is intended only for informational purposes: The following is a list of recom­ mended attorneys throughout the United States: NEW YORK, N.Y. Schulman & Abarbanel 350 Fifth Avenue New York, N.Y. 10001 Tele. #(212) 279-9200 BALTIMORE, MD. Kaplan, Heyman, Greenberg, Engelman & Belgrad Sun Life Building Charles & Redwood Streets Baltimore, Maryland 21201 Tele. #(301) 539-6967 HOUSTON, TEX. Archer & Peterson Americana Building 811 Dallas Street Houston, Texas 77002 Tele. #(713) 659-4455 TAMPA, FLA. Hamilton & Douglas, P.A. 2620 W. Kennedy Blvd. Tampa, Florida 33609 Tele. #(813) 879-9482 SAN FRANCISCO, CALIF. John Paul Jennings, Henning and Walsh 100 Bush Street, Suite 1403 San Francisco, California 94104 Tele. #(415) 981-4400 ST. LOUIS, MO. Gruenberg & Sounders 721 Olive Street St. Louis, Missouri 63101 Tele. #(314) 231-7440 NEW ORLEANS, LA. Barker, Boudreaux, Lamy, Gardner & Foley 1400 Richards Building 837 Gravier Street New Orleans, Louisiana 70112 Tele. #(504) 586-9395 LOS ANGELES, CALIF. Fogel, Julber, Reinhardt & Rothschild 5900 Wilshire Boulevard Los Angeles, California 90036 Tele. #(213) 937-6250 MOBILE, ALA. Simon & Wood 1010 Van Antwerp Building Mobile, Alabama 36602 Tele. #(205) 433-4904 DETROIT, MICH. Victor G. Hanson 19268 Grand River Avenue Detroit, Michigan 48822 Tele. #(313) 532-1220 BOSTON, MASS. Joseph M. Orlando 95 Commercial Wharf Boston, Massachusetts 02110 Tele. #(617) 523-1000 SEATTLE, WASH. Vance, Davies, Roberts, Reid & Anderson 100 West Harrison Plaza Seattle, Washington 98119 Tele. #(206) 285-3610 CHICAGO, ILL. Katz & Friedman 7 South Dearborn Street Chicago, Illinois 60603 Tele. #(312) 263-6330 28 / LOG / September 1979 Apply Now for the Steward Recertification Program This program gives you the up-to-the-minute skills you need aboard today's vessels: Learn how to: • Manage the entire Steward Department • Control inventory • Prepare for Public Health inspections • Type • Polish your culjnary skills • Plan menues and use food efficiently it's your ticket to job security. It'll put you on top in your profession. AND—you get 110 dollars a week—you can't afford not to attend! Contact your Seafarers Appeals Board to enroll. Sign up now! Program begins November 12. Dispatchers Report for Inland Waters AUG. 1-31, 1979 •TOTAL REGISTERED TOTALSHIPPED All Groups Class A Class 8 Class C Port All Groups Class A Class 8 Class C DECK DEPARTMENT Boston New York Philadelphia Baltimore Norfolk 0 0 0 0 1 0 0 0 0 272 0 0 0 Mobile 3 Tampa 2 1 1 NewOrleans Jacksonville 0 1 4 3 11 1 Wilmington Seattle 1 0 3 0 1 0 Houston 1 8 8 9 0 0 20 36 37 16 118 17 2 47 98 San Francisco 0 Puerto Rico Port Arthur Algonac ••REGISTERED ON BEACH All Groups Class A Class 8 Class C 0 ; 2 0 0 0 0 6 102 0 0 0 St. Louis Piney Point Paducah Totals Port 0 0 0 0 1 0 0 0 0 100 0 0 0 1 0 0 0 27 0 0 0 0 3 0 9 3 0 0 "2 2 1 10 1 1 1 Q 0 0 0 5 12 5 7 0 1 15 27 41 16 100 12 1 41 73 0 0 0 0 Q 0 0 o 0 0 0 7 0 0 0 0 0 0 2 001 0 0 0 3 4 5 7 15 2 3 0 8 0 14 0 3 11 9 6 0 1 38 33 1 9 109 25 0 124 213 0 0 0 0 0 9 528 0 0 0 ENGINE DEPARTMENT Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac 0 0 0 000 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 000 0 0 1 0 0 0 0 0 0 2 2 2 000 0 0 0 0 0 0 0 0 0 OOO'OOO 0 0 0 0 0 0 0 0 0 0 -01 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 2 0 3 000 OOO 0 0 1 0 0 3 0 0 0 0 0 0 0 0 0 0 0 f) 0 2 1 2 3 ? 000 100 0 0 0 0 0 0 Piney Point Paducah 0 2 0 201 0 1 0 001 St. Louis Totals 0 1 0 5 5 4 Port Boston New York.. Philadelphia Baltimore Norfolk Tampa Mobile NewOrleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston PortArthur Algonac St. Louis Piney Point Paducah Totals Totals All Departments 0 0 0 0 3 3 1 1 0 8 7 12 0 0 0 213 STEWARD DEPARTMENT ,. 0 0 .<0 00 0 0 0 0 000 000 1 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 1 00 0 0 0 0 0 0 2 000 0 0 0 113 0 0 0 138 4 4 15 29 127 117 0 0 0 000 0 0 0 000 000 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 000 0 0 0 0 1 4 000 0 0 0 12 0 0 2 17 3 0 0 26 5 14 108 90 •'Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. 0 n n OOn 0 0 n lon 000 0 o n 0 0 0 2 0 2 Q Q % 0 n n Q o q 000 0 0 o 1 n 1 000 0 0 0 13 0 0 14 5 0 2i 6 7 34 52 123 259 �Great Lakes Norfolk The Cape Fear Towing Co. (Wilmington, N.C.) contract has been ratified and is in the drawing up stage for signing. Also in Wilmington, Boatmen at the Stone Towing Co. are on strike and the Union has filed unfair labor practice charges against the company for failure to bargain in good faith. At the newly-organized Swann Launch Co. here, the Union is awaiting a date from the company to start contract negotiations this month. The largest dredging and marine construction company in the Western Hemishpere is the SlU-contracted Great Lakes Dredge and Dock Co. of Oak Brook, 111. It builds subaqueous pipelines, docks, breakwaters and bridges in the U.S., Mideast, Caribbean and South America. OLD also began dredging of the Matagorda Ship Channel in the port of Galveston last month under a $2.44 million contract by the city's Engineer District. Almost 20 miles of the channel will be dredged to a depth of 36 feet and width of 200 feet. The job is slated to be finished by late March 1980. Galveston Production delays and the wrath of Hurricane Frederick are holding up the construction of the nine tugboats at a shipyard here under order for G & H Towing , Houston. The tugs Titan and Laura Hayden (G & H) were built and launched at the yard and are now in service. Piney Point Contract negotiations at the Steuart Petroleum Co. are in their final stage this month. Port Arthur, Tex. A new tug, the K.C. Smith (Sabine Towing) is expected to go into service here by the end of November. St. Louis The 5,600 hp Towboat Bill Corneal{AJCBX.) was christened on Sept. 22 at the Jeffboat Yard, Owensboro,Ky. She will join the SlU-manned ACBL fleet. Philadelphia The rebuilt 126-foot tug Diplomat (lOT) is with the barge Interstate 138 lightering VLCC tankers in Gulf and East Coast ports. The 4,000 hp tug now has a second high pilothouse to let the pilot see over the barges up to 50 feet high. Also a new elevator goes up to the pilothouse and the tug has increased firefighting capability, another towing capstan, special rubber fenders plus a general overhaul of all equipment. Locks and Dam 26 Jacksonville After five years of bickering, the trial of the Alton, 111. Locks and Dam 26 reconstruction issue began in the middle of this month. MARAD has okayed Title XI guarantees for construction of a triple deck trailer barge and 650 trailers for Trailer Marine Transport (Crowley). The 580 foot long, 105 foot wide barge with a draft of 11 feet 4 inches will be built at the EMC Yard, Portland, Ore. Cairo, III. Next month a flotilla of Ohio River steamers will sail the length of the river from Pittsburgh to here to mark the 50th birthday of the completion of a year-round 9-foot navigation channel along the route. Jobless Rate Climbs to 6% WASHINGTON, D.C.—The country's unemployment rate in August surged to 6 percent from July's 5.7 percent. This is the highest level reached in a year. The average rate is about 5.8 percent. Many of the 310,000 newly unemployed of the total U.S. jobless 6,149,000 were adult white males laid off due to economic cutbacks in transportation, utilities, manufac­ turing and construction. However, 96.9 million persons (88.8 million non-farm) are gainfully employed out of a 103-million workforce. There were gains in the service=producing sector (as in trade, state and local government, finance, insurance and real estate) and in mining, AFL-CIO Research Director Rudy Oswald observes that "the increase in unemployment in August may augur further jumps over the next few months as the recession worsens. The effects of the recession on employment show up for the first time this month. There is every indication that it will worsen over the next six months." The jobless rate for adult women rose from July's 5.5 percent to August's 5.9 percent. Teenagers' rate increased from 15.3 to 16.5 percent! Blacks remained at 11 percent (black teenagers 30 percent!) and whites went up from 4.9 percent to 5.3 percent. Usually the jobless were out of work for about five weeks with 15 weeks being a high. No Licensing Course For Boatmen In The Country Stacks Up To The Transportation Institute Towboat Operator Scholarship Program Special curriculum offered only at HLS Room, board and books free Tuition Free Weekly stipend of $125 Time spent in on-the-job training counts as the equiv­ alent cf wheelhouse time Day-for-day woi k time credit for HLS entry graduates To apply, contact HLS or your SiU Representative Apply Now! New Course Starting Soon! September 1979 / LOG / 29 Li'vf �Apply Now for an HLSS Upgrading Course! HARRY LUNOEBERG SCHOOL UPGRADING APPLICATION (Please Print) Date of Birth. Name. (First) (Last) Mo./Day/Year (Middle) Address. (Street) (State) (City) Deep sea Member Telephone. (Zip Code) Inland Waters Member • Q (Area Code) Lakes Member • Seniority. Book Number Date Book Was Issued. Port Presently Registered ln_ Port Issued Endorsement(8) or License Now Held, Social Security #. Piney Point Graduate: • Yes Entry Program: From. No Q (if yes, fill in below) ••'vr to i (dates attended) Upgrading Program: From Endorsement(s) or License Received . to. (dates attended) Do you hold a letter of completion for Lifeboat: • Yes No Q Firefighting: • Yes No • Dates Available for Training I Am Interested in the Following Course(s). DECK n Tankerman u AB 12 Months 1 1 AB Unlimited n AB Tugs & Tows • AB Great Lakes u Quartermaster n Towboat Operator Western Rivers Towboat Operator Inland n Operator Not u Towboat More than 200 Miles Operator (Over n Towboat 200 Miles) • Master • Pilot • Mate ENGINE • • • • • • • • FWT • Oiler OMED - Any Rating Othnrfi Marine Electrical Maintenance Pumproom Maintenance and Operation Automation Maintenanceof Shipboard Refrigeration Systems • Diesel Engines Assistant Engineer (Uninspected Motor Vessel) • Chief Engineer (Uninspected Motor Vessel) n STEWARD • Q • • • Assi stant Cook Cook & Baker Chief Cook Steward Towboat Inland Cook ALL DEPARTMENTS • • • • • LNG LNG Safety Welding Lifeboatman Fire Fighting RECORD OF EMPLOYMENT TIME — (Show only amount needed to upgrade in rating noted above or attach letter of service, whichever is applicable.) VESSEL SIGNATURE RATING HELD DATE SHIPPED DATE RETURN COMPLETED APPLICATION TO: LUNDEBERG UPGRADING CENTER, PINEY POINT. MD. 20674 30 / LOG / September 1979 DATE OF DISCHARGE �>1 Big Fireman-Watertenders Class ittm iSa^iiSRS"* v^"-*"-'^.' vT r y*, }..--• --L.. ',:. ^vi"'>»••••«»«;' :' •<••• •*< Almost two baker's dozen is the size of the FOWT graduating class of (front I. to r.) E.J. Dandy, V. Sanderson, J. Robertson, J. Lacaze, T. Stenson, 8. Giacalone, F. Landron and F. Garvey. In the middle row (I. to r.) are 8. Campbell, T. Merger, M. Collins, E. Zigich, C. Dunn, D. Whittle, 8. Hargrove, D. Jackson and D. Christian. In the rear (I. to r.) are D. Dunklin, T. Richerson, P Ferguson, 8. Migliara, C. Jefferson, L. Kearney, W. Evans and D. Goldbecker. The Harry Lundeberg Tankerman Is He Tankerman grad is David Goyette. School of Seamanship / "For a better job today, and job security tomorrow." New Diesel Engineers WANTED Si Si Si Si Si Si Si Si Si Si steward Department Upgraders Si Si Enroll now! Si Job Opportunities in the Steward Department have nevet been better. Make these opportunities your own. Si Upgrade in the Steward Department at HLS Si Si Chief Steward—November 12 Si Chief Cook—October 29 Cook and Baker—October 29 Si Si Fill out the application in this issue of the Log. or contact Si Vocational Education Department, Harry Lundeberg School, Si Piney Point, Maryland 20674. Si 8eptember 1979 / LOG / 31 �EL PASO HOWARD BOYD (El Paso), July 15—Chairman, Recertified Bosun David La France; Secretary Don Collins; Educational Director Leroy Tanner; Deck Delegate Harold Whit­ man; Engine Delegate W. O. Barrineau; Steward Delegate James Morgan. No disputed OT. Chairman reported that everything is going great. Captain requested no smoking and no radios on open decks. Secretary noted that everyone must observe the safety rules of these type ships. Educational Direc­ tor stressed the importance on these ships of safety and wants everyone to put every effort forward to obey all safety rules. Also that upgrading is very important to you and to the Union. So use the Harry Lundeberg School of Seamanship and make yourself some money. A vote of thanks was given to the steward department. Only four hours after takeover of ship, a hot meal was served. Chairman expressed how working together has helped to achieve what we have in this Union. Report to Log: "Cape Charles, Va., SS EL PASO HOWARD BOYD was taken over by her crew around 1630-1700 on the 29tii of June. Steak dinner was served by 2100, while all hands turned to on steward stores. We send our thanks to the men of the ship's crew for helping to make the impossible, possible." Chief Steward, Don Collins —Next port Cove Point. JEFF DAVIS (Waterman Steam­ ship), July 20—Chairman, Recertified Bosun George E. Annis; Secretary R. Collier; Deck Delegate L. A. Jordan; Steward E>elegate Anthony Zouca. No disputed OT. Chairman received a letter from Headquarters in regards to the steward recertification program and explained the importance of all mem­ bers of the steward department with the eligibility requirements to apply to attend one of the classes. Also discussed the importance of SPAD. It was noted that there are about 150 movies on board and that the Chairman has spent a lot of his own money for a new machine and movies. A vote of thanks was given to the ship's chairman and a vote of thanks to the steward depart­ ment. Next port Port Said. SEA-LAND LEADER (Sea-Land Service), July 8—Chairman,Recertified Bosun A. Ringuette; Secretary A. Reasko; Educational Director B. Jones. No disputed OT. $50 in ship's fund. Chairman held a discussion on upgrad­ ing and the importance of SPAD. Educational Director will try to keep up on the latest date movies for the crew. Observed one minute of silence in memory of our departed brothers. SEA-LAND CONSUMER (SeaLand Service), July 22—Chairman, Recertified Bosun A. Lasnansky; Secretary P. Stubblefield; Educational Director L. Hart. Some disputed OT. Letter received concerning the recerti­ fication of Chief Stewards read and posted. Educational Director reported on the ladders between the hatches not being wide enough for the safety of personnel using same. Also cat walks are not maintained as they should be. Reefer boxes should not be placed on sides where there are no cat walks. Existing ladders are also crooked. Members were also reminded that there is no smoking on deck while in shipyard. Next port Rotterdam. 32 / LOG / September 1979 SEA-LAND ECONOMY (Sea-Land Service), July 15—Chairman, Recerti­ fied Bosun A. McGinnis; Secretary Thomes T. Kirby; Educational Direc­ tor D. Peterson. Chairman gave a talk on the Bosun Recertification program that has started at Piney Point and all members who are qualified should attend. Also discussed the impor­ tance of donating to SPAD. $86 in movie fund. No disputed OT. Received the Log and it was distributed. SEA-LAND COMMERCE (SeaLand Service), July 8—Chairman, Recertified Bosun Lothar Reck; Secretary J. Smith; Deck Delegate Arlo Klein; Engine Delegate Joseph Graves Jr.; Steward Delegate Walter Stewart. $190 in ship's an<J movie fund. No disputed OT. Chairman discussed the pros and cons of some of our maritime activities in reference to some of the articles received. Also the importance of SPAD. Members were encouraged to upgrade as soon as they can in Piney Point. There will be another safety meeting this week and the door is open for new and good ideas. Check in with the patrolman about immigration and customs as soon as possible in order to have a quick payoff. Report to Log: "Radio Cadet—or better, apprentice— Charles Bullen, took his time out to fix all room antennas and speakers of the ship's intercom system. Thanks for the upkeep and we hope that he will have many followers on other vessels." Observed one minute of silence in memory of our departed brothers. Next port Seattle. DELTA SUD (Delta Steamship), July 1—Chairman, Recertified Bosun R. Lambert; Secretary E. Vieira; Educa­ tional Director J. C. Dial. No disputed OT. Chairman reported that Brother Angelo Ali died of a heart attack while in the port of Santos Brazil on June 26th. His body was flown to his next of kin the next day. In true traditional SIU fashion, condolences and flowers were sent on behalf of the crewmembers. We are still keeping up with our accident free safety record. Also requested those members who use the T. V. tape recorder to be sure to rewind the tapes when the picture is over. A vote of thanks to the steward department for a job well done. OGDEN WABASH (Ogden Ma­ rine), July 22—Chairman, Recertified Bosun E. Dakin; Secretary P. L. Shauger; Educational Director Anton Ratkovich; Deck Delegate J. Wilson; Engine Delegate E. Sierra; Steward Delegate P. Charley Jr. $10.55 in ship's fund. $175 in movie fund. Gave $60 to radio officer to purchase new rotor for antenna. Some disputed OT in deck department. Chairman reported that a letter had been received from Executive Vice President, Frank Drozak regard­ ing the Stewards Recertification Program. It will be posted on the bulletin board for a few days and then put in the ship's file. The Log also carries an article on same with full details. Chairman also noted that he has applications for the "A" Seniority upgrading and Steward Recertification and anyone who wants same to see him at anytime during working hours. There are also plenty of overtime sheets and some benefit applications. A vote of thanks to the steward department. Next port Philadelphia. OGDEN CHARGER (Ogden Steam­ ship), July 22—Chairman, Recertified Bosun M. Beeching; Secretary B. Guarino; Educational Director D. Guajardo; Engine Delegate Charles S. Hampson. Chairman gave a talk on the importance of everyone who has the time to take advantage of the school at Piney Point and the importance of donating to SPAD. A telegram was received from Headquarters on the new raise and was read and posted. Observed one minute of silence in memory of our departed brothers. ALEX STEPHENS (Waterman Steamship) July 8—Chairman, Recerti­ fied Bosun Alfonso Armada; Secretary Charles Corrent. Some disputed OT in deck department. Secretary reported that Brother Ferris J. Antone Jr., died of a heart attack and a radiogram was sent to Executive Vice President, Frank Drozak, to notify his mother in Florida. ITT returned message confirmed by Brother Frank Drozak to Ship's Chairman. $60.16 in ship's fund. A vote of thanks to the steward department. NEWARK (Sea-Land Service), July 15—Chairman, Recertified Bosun Denis Manning; Secretary C. M. Modelias; Educational Director H. W. Hill. Chairman gave a talk on the courses that are now open for upgrading at Piney Point. Urged all members to take advantage of it especially the steward department personnel. Also discussed the importance of SPAD. Secretary advised all crewmembers to report all hazard conditions while working on board ship. Reminded all cooks to report immediately in case of fire and accident while working in the galley. Good housekeeping and alert-' ness is the best policy to prevent fire and serious accident. No disputed OT. All communications received were posted on the bulletin board. Next port Seattle. ST. LOUIS (Sea-Land Service), July 1—Chairman, Recertified Bosun Thomas H. Holt; Secretary O. Smith; Deck Delegate Bill Lynn; Steward Delegate John Kastos. Some disputed OT in deck and engine departments. Secretary requested all entry rated men to apply for upgrading and attend the classes in their respective depart­ ment at Piney Point as soon as possible. Also discussed the importance of donating to SPAD. The Log was received and distributed. Observed one minute of silence in memory of our departed brothers. LNG GEMINI (Energy Transporta-* tion) July 29—Chairman, Recertified Bosun K. Gahagan; Secretary R. I. Fagan; Educational Director R. Goodrum; Deck Delegate G. Lopez; Steward Delegate T. R. Clark. No disputed OT. Chairman reported that there are no problems just some question about the deck crew being relieved on the right date and time. SIU Representative Frank Boyne came down to the ship in Osaka, Japan and did a fine job of explaining to the crew that the SIU is in the process of squaring away the problem. All Brothers agreed to wait and gave Frank Boyne a vote of thanks. The Chief Steward R. I. Fagan says he has a fine young steward department from Piney Point and they are doing a great job for the ship and the entire crew. Another vote of thanks was sent from the Captain, officers and crew for the good and tasty food and work being done by the young and faithful SIU Steward Department, R. 1. Fagan, chief steward, Steven Wagner, Chief Cook, Terrill R. Clark, Jeff Hess, general steward utility. Report to Log.- "A special vote of thanks to all of the people who taught these good SIU men, the true meaning of Brotherhood, the Harry Lundeberg School." Official ship's minutes were also received from the following vessels: SEA-LAND VENTURE BROOKLYN OGDEN WILLAMETTE DELTA AFRICA COVE TRADER DELTA URUGUAY MERRIMAC CONNECTICUT COVE RANGER MOUNT WASHINGTON CANTIGNY BROOKS RANGE SEATTLE HUMACAO SEA-LAND PACER FLOR ZAPATA ROVER POET WALTER RICE HOUSTON GOLDEN ENDEAVOR SEA-LAND MARKET TEX OGDEN CHAMPION OVERSEAS WASHINGTON DELTA COLOMBIA PISCES BALTIMORE CHARLESTON MAYAGUEZ POTOMAC GREAT LAND EL PASO ARZEW SAN JUAN DEL SOL EL PASO SOUTHERN SAM HOUSTON DELTA MAR HUDSON JACKSONVILLE GEORGE WALTON SEA-LAND FINANCE ZAPATA RANGER ULTRAMAR THOMAS JEFFERSON WESTWARD VENTURE OVERSEAS JOYCE MARYLAND SEA-LAND EXCHANGE DELTA MEXICO PITTSBURGH SEA-LAND RESOURCE PUERTO RICO JOHN B. WATERMAN OVERSEAS NEW YORK PORTLAND COVE LEADER SEA-LAND GALLOWAY BEAVER STATE GOLDEN MONARCH COVE COMMUNICATOR TAMPA JOHN TYLER SEA-LAND MC LEAN POINT JULIE BANNER �Burl Edward Evans, 65, joined the Union in the port of Mobile in 1958 sailing as an engineer for Radcliff Materials and Bay Towing. Brother Evans was also a welder in the Boilermakers Union. He was bom in Freeport, Fla. and is a resident there. Francis Pastrano, 63, joined the SIU in 1948 in the port of New York sailing as a chief steward. Brother Pastrano was aboard the SS Mayaguez (Sea-Land) when she was captured by the Cambodians in May 1975. He is also the father of exlight heavyweight boxing champ, Willie Pastrano. Seafarer Pastrano was born in Reserve, La. and is a resident of Poperville, Miss. Wilbert E. Hughes, 60, joined the SIU in the port of Baltimore in 1955 sailing as a third cook. Brother Hughes sailed 33 years. He is a veteran of the U.S. Army in World War 11. A native of North Carolina, he is a resident of Baltimore. Calvin Curtis Harris, 61 Joined the Union in the port of Mobile in 1956 sailing as an oiler and engineer for Radcliff Materials in 1951. Brother Harris was born in Uriah, Ala. and is a resident of Bay Minette, Ala. Joseph Johnson Kemp, joined the SIU in 1940 in the port of Tampa sailing as an AB. Brother Kemp sailed 39 years. He was born in Florida and is a resident of New Orleans. John Marvin Keech, 62, joined the Union in the port of Norfolk in 1961 sailing as a chief engineer for McAllister Brothers from 1955 to 1961. Brother Keech also worked for the Belhaven (N.C) Fish and Oyster Co. He was also a member of the SIU Fisherman and Seafood Workers of the Atlantic Coast Union and UMW Marine Workers Union Local. A native of Belhaven, he is a resident there. Bevelon Devan Locke, 52, joined the SIU in 1945 in the port"of Mobile sailing as a chief electrician. Brother Locke is a veteran of the U.S. Army during the Korean War. He was born in Alabama and is a resident of Bay Minette, Ala. Frank John Smagalla, 62, joined the Union in the port of Philadelphia in 1961 sailing as a cook for Curtis Bay Towing Co. Brother Smagalla is also a retired chef of the Bellevue Stratford Hotel, Philadelphia from 1946 to 1957. He was a member of the Hotel Employees Union, Local 568, Philadelphia. Boatman Smagalla is a veteran of the U.S. Navy in World War 11. Born in Chester, Pa., he is a resident of Claymont, Del. Louis Egbert Lowe, 65, joined the SIU in 1938 in the port of Baltimore sailing as a chief steward. From 1966 to 1979, he worked on the Sea-Land shoregang. Brother Lowe hit the bricks in the 1962 Robin Line beef. He is a veteran of the U.S. Army in World War 11. Born in Florida, he is a resident of New York City. Luis Danito Martinez, 65, joined the SIU in the port of New Orleans in 1961 sailing as a fireman-watertender and utility messman for 20 years. Brother Martinez was born in San Pedro, Sula, Honduras, Central America. He is a naturalized U.S. citizen. Seafarer Martinez is a resident of New Orleans. Thomas Pradere "Holy" Toledo, 68, joined the SIU in the port of New York in 1955 sailing as a QMED, second assistant engineer and bosun. Brother Toledo sailed 31 years. He is also a machinist and mechanic. Seafarer Toledo walked the picketline in the 1961 Greater N.Y. Harbor beef and the 1965 District Council 37 strike. He attended the SIU-MEBA School of Marine Engineering, Brooklyn, N.Y. in 1968. Born in Pinar del Rio, Cuba, he is a natural­ ized U.S. citizen and a resident of Hiquey, Dominican Republic. Henry J. Styron, 66, joined the Union in the deep sea fleet in 1947 and then sailed in the inland fleet in the port of Norfolk in 1962. Brother Styron sailed as an AB. Boatman Styron is a veteran of the U.S. Army in World War 11. He was born and is a resident of Cedar Is., N.C. •S' Paul T. Stein, 65, joined the SIU in the port of Philadelphia in 1960 sailing as a cook. Brother Stein is also a butcher. He is a veteran of the U.S. Navy in World War 11. Born in Philadelphia, he is a resident there. John Harold Sauerheber, 60, joined the Union in 1946 in the port of Boston sailing as a bosun. Brother Sauerheber sailed 36 years. He is a veteran of the pre-World War II U.S. Navy and Canadian Army in World War 11. Born in Illinois, he is a resident of Croydon, Ind. Hjalmar Richard Horsma, 65, joined the Union in the port of Duluth in 1969 sailing as an AB. Brother Horsma sailed 35 years. He was born in Minneapolis, Minn, and is a resident of Fairfield, Calif. Robert Henry Tyndall, 65, joined the SIU in the port of Norfolk in 1959 sailing as a chief steward. Brother Tyndall sailed 29 years. He also attended the U.S. Army Cook and Bakers School in the pre-World War 11 period. He was born in Kinston, l^.C. where he is a resident. Hezzie Burns Pittman, 65, joined the SIU in the port of Mobile in 1956 sailing as a chief pumpman. Brother Pittman was an LST engineroom operator in 1954 and a coppersmith machinist at the Ingalls Shipyard, Pascagoula, Miss, on C4 Mariner trial runs in 1953. He was born in Foxworth, Miss, and is a resident of Mobile. Mount Washington Committee Ogden Potomac Committee Here's part of the Ship's^Committee of the ST Mount Washington (Mount Shipping) and a crewmeml)er at a payoff on Sept. 18 at Stapieton Anchorage, S.I., N.Y. They are (I. to r.) Engine Delegate Noe Oreallana; Educational Director Tim Teague; Deck Delegate Red Chapman:Steward Delegate Alton Pollock and Messman Eduardo Gonzalez. On Aug. 30 a crewmember and part of the Ship's Committee of the ST Ogden Potomac (Ogden Marine) were paid off at Pier 19, Staten Is. in the port of New York. They were (I. to r.) FOWT Joe Robertson, AB Joe Murphy, deck delegate; Recertified Bosun Lester R. Smith, ship's chairman; Oiler Winfield Downs, educational director and Chief Cook R.D. Bright, steward delegate. September 1979 / LOG / 33 ') l-fc L*. �T here is a ritual that most Seafarers observe, or at least the older members do. The ritual consists of checking out the page in the Ijjti which lists the "Final Departures." You know that you're on your way to becoming an old-timer when you ignore the headlines and turn to the obituary page first. After the death of AI Bernstein a great many people started to turn to the Final Departures page first. Not because they were old, but because they knew the man and he was special. If he could die, well then, who couldn't? AI Bernstein! Me lias been dead for almost a year now. But his presence fills this particular mo­ ment. If he were alive he'd probably be standing in the courtyard of the Union Mall in Brooklyn, smoking his foul-smelling Dutch cigars and wearing his favorite beret. Me was a character. Me was a .seaman. Me was, in the words of his good friend I.indsey Williams, a prince. Fast things first. Me was indeed a prince, a son of Israel. Me used to tell his closest friends that he was a CoeMayne, a descendant of the holiest of the holy twelve tribes. And in the tradition of the people of Israel, he wandered the four corners of the earth as a sailor. Me was as proud of his seaman's papers as he was of his heritage. Indeed, shipping was his heritage, his life. He sailed in all three departments. And when he stopped shipping he worked for the Union, first in the great beefs of the'40's and '50's, and then as Director of the Seafarers Welfare Plan. His pres­ ence is still felt. Adjectives are the things that people use to describe Bernstein. "Compassionate." "Curious." "Sol­ id." "Well-rounded." But adjectives don't do the man justice. Only stories do, tales of the sea which were the bread and butter of his daily existence. If a cat is something that has nine lives, then A1 Bernstein was three cats. He did just about everything. Al Bernstein: a Seaman, a Al BorriJilfjiri. -iocond from loft, wa-s at the forefront of the fight to keep Sailor's Snug Harbor from heing moved out of New York.Here, in 1972 photo, he talks with a group of Snuggies af Itie* Harbor He hoboed. He.sailed. He wrote. He wrestled professionally. He trav­ elled: here, there, everywhere. He joined the SIU in 1940. Like many sailors he had his favorite seastories. None, however, was as exciting as the one about the 'Road' to Murmansk. Sailed In PQ 17 During World War H Bernstein was onboard the SS Scholharie, which was part of the famous PQ 17 convoy to Murmansk. Out of 37 convoy ships which set out to bring food and aid lo Kussiii, 24 were destroyed by the Germans. The uncemirj-iv, ox rather the certainly of uncertainl), w as the most difficult thing Bernstem was to have faced in his life, except for his last illness. Poets like to recount that the furies of hell are the things that test a man's soul. The experience on the SS Scholharie was an earthly hell, and Bernstein proved that his soul was a match for any fire. Ironically, years later when his brownstone in Brooklyn Heights went up in flames, the book Bernstein wrote about the convoy was destroyed. While Bernstein's soul could withstand flames, his book could not. Words, flesh are less than the whole. With) cigar in left hiand, fiere's a chiaracteristic pfioto of Al Bernstein, (1969) righit, presenting a first pension check to retiring Seafarer Alex Anagnostou. 34 / LOG / September 1979 • WJ-' Everyone who knew Al Bernstein simply called him Bernie. Bernie Bernstein was a character. He fancied himself an intelligent man. The books he read were mysteries: his life a stage for intrigue. In 1949 Al Bernstein went undercover. come to mind. Mention the Cana­ dian Seamans Strike of 1949 and what do you get? More memories. More adjectives. Like fearless. Or imaginative. Just ask Ralph Quinnonez or Johnny Dwyer, two oldtimers who were friends of Bernie. Ralph Quinnonez (Regional Director of SlU-affiliated United Industrial Workers): "I worked with Al on the Marine Allied Workers District campaign. The MAWD? It was the forerunner of the UIW. Oh yeah. Al was instrumental in that case. Anything he was told to do he did. He led. He co-ordinated. What do I remember about Bernie in that beef? Well, if I had to pinpoint any one thing, I'd say that he'd walk anywhere, any place, at any time." Johnny Dwyer (SIU Representa­ tive—Headquarters): "Yeah, he had a lot of guts. He was a good skate. Stories? Do I remember any stories about Bernstein? Just one about the Sanitation Department Strike. We helped the Teamsters organize in that one. But the thing was that people were afraid of joining the strike. So Bernstein had the picketers march in black hoods so that their faces wouldn't be visible. Crazy, but it worked." Ralph Quinnonez: "He loved to eat. He and I would go to this Mexican food restaurant on Mon­ tague Street and eat like there was no tomorrow. What was the name of the place..." Johnny Dwyer: "Food? Bernstein fancied himself a great chef. He had this bottomless stew. Bottomless? No, never-ending stew. He'd keep on adding new ingredients to a basic stock. A lot of people loved it. I ate it and couldn't go near food for four days. Thought I was going to die." It was in 1949 that there was a clash between the Seafarers Inter­ national Union of Canada and the Canadian Seamans Union over the manning of several ships. Ideology played a part in the conflict: the CSU was reportedly Communist infiltrated. It hardly seems to matter any more, the ideology that is: but it did matter then. All a man has are his beliefs. They may be changed or modified, but they must exist or else a man is nothing. Al Bernstein believed. In jobs. In justice. In survival. Several weeks before the Cana­ dian Seamans Strike began, Bernie He Was Colorful went up to Canada. Not as a Colorful. The adjective is over­ representative of the union, but in disguise. For those several weeks he used nowadays. People think that was a rich N.Y. businessman out to Cher is colorful. The Osmond Brothers. Dolly Parton. Well, enjoy a fishing trip. Bernstein checked into the hotel maybe Dolly Parton. But the others: where the leaders of the opposition not in the same league as Bernstein. Bernie was colorful. And never so were staying. And then he did his legwork. He followed the opposition much as when he was with his leaders and found out where they beloved friend Marguerite Boden, for many years the telephone hung out. The stools, the dark lights, the operator at the Brooklyn Union lingering smell of gin and dank Hall. The two played Well off each perfume were constants one could other. Perhaps it was the way they find in any seaman's bar from Hong looked together. Bernstein was as roly-poly as Marguerite is short. She Kong to Freeport. Bernie began to go to the bar is as proper as Bernstein was casual. every night. He slowly gained the She played mother-confessor to confidence and the ears of the thousands of seamen. He played the opposition leaders. He joked with sinner. Marguerite Boden: 'There is one them. He listened to their stories. He thing about Bernie you must even agreed with their positions. In the end Bernie found out all remember. He was salty." There is much to say about Al that he wanted to know. The opposition's strategies. Its strengths. Bernstein, and so little space to do Its weaknesses. And the SIU won so. He collected coins and ivory. He worked as a screen-writer in the beef. Hollywood. He wrote children's Story After Story books and operettas. The house he Anecdotes: one blurs into an­ lived in could only be described in other. Tell one and five immediately one word: Xanadu. �Character, a Prince There were Turkish swords on display. Baskets of fruits hung from the ceiling. Minah birds flew about. There is no doubt about it, A1 Bernstein was an original. That is not to say, however, that he couldn't drive you crazy on occasion. He could: that was part of his charm. During the troubled times of the Dock Wars, Bernstein was at peak form. He volunteered to patrol the West Side piers. It was an assign­ ment which required him to take pictures of all suspicious looking people. To Bernie that meant everyone and everything in sight. There was only one catch. When the pictures were developed, they showed arms, legs, sidewalks. Everything, in fact, except faces. Yes, Bernstein was colorful. And funny. But he was more. A1 Bernstein played a crucial role in the history of this union, first as a participant in the great organiza­ tional drives and then as the author of the "Tanker's Organizer Hand­ book," a book which some people accurately dubbed the SIU's bible. He was in the Wall Street Strike, the Cities Service campaign, the MA WD drive and other beefs too numerous to mention. He was the Director of the Welfare Depart­ ment. He provided the Seafarers with their first contacts in politics.' But he was more. A1 Bernstein's friends all have different memories of him. Some remember his quick wit, others his fearless nature. But there is one quality all of them mention when talking of him and they use practically the same words to describe it: "You must remember one thing about Bernie," they'll say. "Whatever else he did or did not do, he cared for the membership." A1 Bernstein cared about the membership. He gave homeless sailors a place to sleep for the night. He wrote personal notes to people applying for benefits. He continued fighting to keep Sailor's Snug Harbor in New York, an old age home for seaman, long after it became obvious that the City was going to close the facility and move it south. A1 Bernstein cared. Norman Tober, the night door­ man at the Union Hall in Brooklyn and a good friend of A1 Bernstein, summed up what Bernie meant to those who knew him: "He could be a pain in the ass sometimes, but he was a hell of a guy. If a person were in trouble, he couldn't ask for a better friend. You know something? It's been almost a year since Bernstein died and I still haven't taken his telephone number out of my address book. It's still there. Do you want to Above drawing was done by SlU Member Norman Maffie, an oldtimer and an old take a look?" friend of the late A1 Bernstein. KNOW YOUR RIGHTS KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. 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 con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. FINANCIAL REPORTS. The constitution of the SlU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts arc posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is; Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20fh Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SlU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU KNOW YOUR RIGHTS 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 discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify Union headquarters. iiiiiiiiiniiiniiiiiiiiiiiiHiiHiiiiiiiitiiiiiiinuiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiH^ patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY —THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, olficer or member. It has also 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 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 circum­ stances 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 oflicial receipt, but feels that he should not have been required ;o make such payment, this should immediately be reported to Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION —SPAD. SPAD is a separate .segregated fund. Its pro­ ceeds are used to f urther its objects and purposes includ­ ing, 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 arc voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a con­ dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notif y the Seaf arers Union or SPAD by certified mail within 30 days of the contribution for'investigation and appropriate action and refund, if involuntary. Sup­ port SPAD to protect and further your economic, poli­ tical and social interests, and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constltutiunai right of access to Union records or infor­ mation, he should immediately notify SIU President Paul Hall at headquarters by certified mail, return receipt requested. The address is 675 - 4th Avenue, Brookiy:i, N.Y. 11232. September 1979 / LOG / 35 �' jFiiial Pensioner Robert Allen Klemam, 56, died of a heart attack in the Roger City (Mich.) Memorial Hospital on May 23. Brother Kleman joined the Union in the port of Detroit in 1960 sailing as a fireman-watertender for the Boland Steamship Co. from 1955 to 1960. He sailed 29 years. And he was a machinist. A native of Manitowoc, Wise., he was a resident of Posen, Mich. Burial was in Oakridge Cemetery, Bay City, Mich. Surviving are four sons, Robert Jr., Louis Walter and William and four daughters, Ann, Nancy, Mary and Camille. Pensioner Robert Alvarado, 57, succumbed to arteriosclerosis in Galveston on July 3. Brother Alva­ rado joined the SIU in 1947 in the port of Galveston sailing as an AB. He sailed on the SS Tamara Guilden (Transport Com­ mercial) from 1970 to 1972. Seafarer Alvarado was also a photographer and railroad worker. He was a veteran of the U.S. Army in World War H. A native of Galveston, he was a resident there. Burial was in Lakeview Cemetery, Galveston. Surviving are his mother, Juana; a sister, Mrs. Beatrice A. Diaz, both of Galveston and a brother, William. Riley Donald Carey, 51, died of a liver ailment in the North Han­ over Memorial Hospital, Wil­ mington, N. C. on June 29. Brother Carey joined the Louis Flavel "F r e n c h y" SIU in 1944 in the port of New Orleans Greaux, 52, died sailing as a bosun. He upgraded at Piney in New Orleans on Point. Seafarer Carey was born in Lynn, July 13. Brother Mass. and was a resident there and in Greaux joined the San Francisco. Interment was in Pine SIU in the port of Grove Cemetery, Lynn. Surviving are a New York in 1954 sister, Mrs. Theresa Fuller of Lynn and sailing as fireman- two stepdaughters, Linda and Jane watertender and engine and ship's dele­ Londino. gate. He sailed 34 years. Seafarer Greaux was born in St. Thomas, V.I, Carlos C. Cid, and was a resident of Texas City, Tex. 57, died of a ruptured blood Interment was in Mt. Olivet Cemetery, vessel in St. Texas City. Surviving are his widow, Anne's Hospital, Beverly; a son, Louis and seven Chicago on July 9. daughters, Mrs. Lousie G. Benavidez of Brother Cid joinTexas City, Angela, Stella, Patricia, Anna, Carlotta and Flora. I ed the SIU in the port of New York in 1964 sailing as VaIeriano Guerra, 55, died of 3rd cook for the Delta Line. He hit the a heart attack on bricks in the 1965 District Council 37 board the SS beef. Seafarer Cid was a wounded Santa Magdalena veteran of the U.S. Army in World War (Delta Line) on 11. And he was also a waterfront worker. June 15 off La Born in San Juan, P.R., he was a Guaira, Vene­ resident of Jersey City, N.J. Burial was zuela. Brother in Wood National Cemetery, Mil­ Guerra joined the SIU in the port of waukee, Wise. Surviving are his widow, New York in 1966 sailing as an AB. He Crucita; two sons, James and Alex­ upgraded at Piney Point in 1975. ander; two daughters, Yolanda and Seafarer Guerra was born in Cuba and Letecia and a sister, Maria. was a resident of Glendale, Calif. Burial was in Hollywood (Calif.) Cemetery. William James Surviving are his widow, Maria of Los Brown Jr., 49, Angeles, Calif.; a daughter, Magda of died in Wyandotte Glendale; a stepdaughter, Vivian Liau (Mich.) General and a sister, Lopoldina of San Fer­ Hospital on May nando, P.R. 2. Brother Brown Pensioner Pat­ joined the Union rick J. Mullen, 71, in the port of passed away on Detroit in 1967 May 1. Brother sailing as a deckhand, engineer and Mullen joined the lineman for Dunbar and Sullivan from Union in the port 1967 to 1979. He also worked for the of Cleveland in Bulk Navigation and Towing Co. in 1961 sailing as a 1967. Laker Brown was also a boiler tug deckhand and operator. And he was a member of the fireman for the L.A. Wells Construction Wine and Distillery Workers Union. He Co. from 1941 to 1961 and for the v/as a veteran of the U.S. Air Forces Dredge and Fill Corp. from 1961 to during the Korean War. Born in 1970. He was a veteran of the U.S. Army Trenton, Mich., he was a resident there. in World War H. Laker Mullen was Cremation took place in the Michigan Memorial Park Crematory, Flat Rock, born in Ohio and was a resident of Fairview Park, Ohio. Surviving is a Mich. Surviving are his widow, Chris­ sister, Mrs. Agnes R. O'Brien of tine; a son, Victor; a daughter, Alecia and a brother, Victor of Trenton. Fair/iew Park. 36 / LOG / September 1979 Pensioner Ellis Boyd Gaines, 65, died of heart failure in the Providence Hos­ pital, Mobile on June 13. Brother Gaines joined the SIU in 1943 in the port of New York sailing as a chief steward. He was born in Alabama and was a resident of Mobile. Seafarer Gaines was buried in Oaklawn Cem­ etery, Mobile. Surviving are four sons, Lawrence of Mobile, Michael, Maurice and Ellis Jr.; a daughter, Renay of Mobile and two sisters, Mrs, Kathryn Blackmon and Mrs. Vivian Bell, both of Mobile. • Pensioner Juan Hernandez, 63, died on July 9. Brother Hernan­ dez joined the SIU in 1944 in the port of New York sailing in the steward depart­ ment. He was born in San Juan, P.R. and was a resident of Puerta de Tierra, P.R. Surviving are his widow. Carmen; a son Juan; four daughters, Elvira of New York City, Sandra, Antonio and Yvonne and a sister, Elvira of New York City. Pensioner Robert Bruce "Bob" Hunt, 67, died of heart-lung failure in the Woodruff Comnity Hospital, Lakewood, Calif, on May 25. Broth­ er Hunt joined the SIU in 1947 in the port of Galveston sailing as a chief steward. He sailed 30 years and received a Union Personal Safety Award in 1960 for sailing aboard an accident-free ship, the SS Young America. Seafarer Hunt was born in Oklahoma and was a resident of San Gabiel, Calif. Burial was in Forest Lawn Memorial Park Cem­ etery, Glendale, Calif. Surviving are his widow, Millie and a sister, Mrs. Lillian Mae Henry of Muskogee, Okla. Stephen "Corby" Korbelak, 54, died on the SS Robert E. Lee (Water­ man) on July 16 off Haldia, India near Calcutta. Brother Korbelak joined the SIU in the port of New York in 1962 sailing as a bosun and deck delegate. He sailed 28 years. And he sailed with the MSTS from 1951 to 1954. Seafarer Korbelak was a veteran of the U.S. Navy in World War 11 sailing as a bosun/ mate 2nd class on the U.S.S. Sangamon and landing craft coxswain. He was awarded the Asiatic-Pacific Campaign medal and the ETO Campaign medal with two battle stars. Korbelak was past post commander of American Legion Post 1386, Brooklyn from 1960 to 1961. He was an AB grad of the U.S. Merchant Service School, Sheepshead Bay, Brooklyn, N.Y., an aircraft machinist and a member of ILA Local 127. Bom in Brooklyn, he was a resident there. Burial was at sea off the port of Mobile. Surviving is his mother, Helen of Brooklyn, N. Y. Lyie D. Clevenger, 64, died from injuries sustained when a storm wave hit him on the deck 6f the SS Joseph Hewes (Water­ man) on Mar. 6 on the high seas between Japan and Korea. Brother Clevenger joined the SIU in 1947 in the port of New York sailing as a chief electrician. He was born in Iowa and was a resident of Galveston. Surviving are his widow, Nela and his father, Charles of Mobridge, S.D. Pensioner Robert Francis "Frencby" D' Ferrafiet, 52, died on July 20. Broth­ er D' Ferrafiet joined the SIU in 1949 in the port of Tampa sailing as an AB and deck delegate. He sailed 33 years. Seafarer D'Fcrrafiet walked the picketline in the 1961 Greater N.Y. Harbor strike. A native of Pennsyl­ vania, he was a resident of Chalmette, La. Surviving are his widow, Frances of Crosby, Tex.; two stepdaughters, Melanie and Dorothy and his father, Louis. Pensioner John Joseph Devine, 70, passed away on July 30. Brother Devine joined the SIU in 1943 in the port of New York sailing as a deck engineer. He was born in New York City and was a resident of Brooklyn, N.Y. Surviving is a brother, Leo of Long Beach, L.L, N.Y. Pensioner William Earl Evift, 72, died of heart disease at home in New Orleans on June 18. Brother Evitt joined the SIU in the port of New Orleans in 1951 sailing as a chief engineer and chief electrician. He sailed for 44 years. Seafarer Evitt was born in Kensington, Ga. Cremation took place in St. John Crematory, New Orleans. Pensioner James Henry Hayes, 84 died of a heart attack in the U.S. Veterans Ad ministra­ tion Medical ^ ^ ^ Center, Durham, N.C. on June 6. Brother Hayes joined the SIU in 1945 in the port of Baltimore sailing as a quartermaster. He sailed 32 years and during World War 11. Seafarer Hayes was an infantry veteran of the U.S. Army in World War 1. Born in Wilkes County, N.C., he was a resident of North Wilkesboro, N.C. Interment was in Mountainlawn Memorial Park Cemetery, Wilkes County. Surviving are his widow, Esther; three daughters, Mrs. Rex Whitington of Miller's Creek, N.C., Mrs. Carl Wood of Marydel, Md. and Mrs. Ray McNeil of Reno, Nev.; nine grandchildren and three great­ grandchildren. �390,000 DWT UST Pacific Christened:Will Crew in Nov. T HE title, "biggest ship ever built in the Western Hemi­ sphere," now has to be shared. Move over, UST Atlantic, your younger sister UST Pacific has just been launched at the New­ port News Shipyard in Virginia! The SIU will crew the vessel in November. In christening ceremonies held at the shipyard on Sept. 8, the traditional champagne bottle was aptly wielded by Mrs. Frances Mein De Bretteville, officially welcoming the UST Pacific into the small family of Ultra Large Crude Carriers (ULCC's). The SIU was represented at the christening by Executive Vice President Frank Drozak. Shell Oil will be the long-term charterer of the Pacific, as well as the Atlantic. Both ships are owned by United States Trust (whence comes the "UST" in the name), and both are operated by Interocean Management Corp. Having an overall length of 1,187 feet, a beam of 228 feet, and measuring 95 feet from keel to main deck, the UST Pacific, like her sistership, will have a hauling capacity of 390,000 deadweight tons, 20 times that of a T-2 tanker. The launching of the UST Pacific is a bright spot in an otherwise dismal merchant ma­ rine picture. Congressman Paul S. Trible, Jr. (R.-Va.), a friend of maritime, emphasized this fact in his remarks at the launching ceremony. "Not only are we today forced to rely on foreign sources for our critical and strategic raw mate­ rials," said Trible, "but we're also forced to rely on foreign ships to bring them to our shores." Speaking of the erosion of the U.S. shipping industry, of the forecasted closure of several more U.S. shipyards in the next few years, and the diminishing strength of the U.S. Navy, Trible called for a "comprehensive maritime policy that will contri­ bute to a healthy economy and a strong America." This QMED can count on great future. ' ... The 390,000 dwt UST Pacific wil be taking on her SIU crew sometime in November. The UST Pacific shares the honor of being the largest vessel ever built in the Western Hemisphere with her sistership, the UST Atlantic, also manned by SIU members. "The centerpiece of any policy Yes, the UST Pacific will to revitalize America's merchant provide more jobs for SIU marine and shipbuilding indus­ members (when she crews up in tries," suggested Trible,"must be November), but neither she nor legislation to encourage and her sister will advance the U.S. in facilitate bilateral ocean cargo the standings of the major mari­ sharing agreements." time nations. Nor will it affect, The launching of the UST much, our actual participation in Pacific, for the sheer size of the • hauling our own ocean-borne commerce. ship alone, was an impressive event. It serves also as a positive Not much will actually change, as far as the U.S. maritime commentary on the potential of the U.S. maritime industry. But, industry is concerned, until the as far as the overall picture goes, U.S. gets it together to launch a the real significance stops there new policy that does a lot more —as mere potential. than those we've seen so far. S/U Sees Big Need for Improved Medical Care At Sea He knows diesel engines . . . He's ready for the diesel-powered ships that are coming off the ways. He's got job security for today and tomorrow. You can have it. too. Just take the diesel engines course for QMED's at HLS. It starts November 26. Fill out the application in this issue of the Log and mail it to HLS. Sign up now! Contact HLS or your SIU Representative. Recent data has been gathered suggestions. He also promised to showing the cost to the U.S. supply the Committee with data on merchant marine of repatriating ill repatriation costs of ill and injured or injured seamen. This information seamen. In sending that information last adds weight to the SIU's argument that maritime workers need better month to the Committee Chairman John Murphy (D-N.Y.), Mollard at-sea medical care. In data provided to the Union by wrote, "This data points up the costs numerous U.S.-fIag shipping com­ incurred by the United States panies, transportation and medical Merchant Marine due to inadequate costs for the ill or injured seaman shipboard medical care." He added, "As we noted in our were taken into account as well as testimony, we believe the Coast costs for his replacement. The SIU asked the companies for Guard's poor record of promulgat­ this information as the result of ing occupational safety and health Congressional hearings held in regulations in the maritime industry June. The hearings concerned the contributes directly to these costs." In the letter, Mollard said that the Public' Health Service system. They were held before the House Mer­ repatriation figures showed that chant Marine and Fisheries Com­ Congress should take the following "preventative action": mittee. 1. Improve shipboard medical Speaking before the Committee, SIU Washington Representative care through better medical training Chuck Mollard praised the PHS of certain shipboard personnel. 2. Establish an improved system system. He also pointed out the Union's of communication between ships at successful fight to keep it operating. sea and the PHS. 3. Authorize a Committee request He then said, "We can now turn to the more constructive issue of health to the Coast Guard that it end its care and the health needs of U.S. delays in promulgating occupa­ tional safety and health rules for maritime workers." Mollard made a number of United States shipping. September 1979 / LOG / 37 �He% an Ambassador of Good Will on LNG Run T HE U.S. merchant fleet's two-year-plus involvement in the transportation of liquid natural gas from Indonesia to Japan has meant a lot of things to a lot of people. To Indonesia, it has meant a much needed boost to the coun­ try's economy as well as creation of jobs for some of its unem­ ployed. To thousands and thousands of people in Japan, it means the assurance of ample supplies of clean energy for industry and homes. To the American merchant A local inhabitant of Bontang. marine, it is a tremendous break­ through in a new concept in much, much more than just a job. marine transportation. Already, It is an opportunity to meet and 10 LNG carriers, built in Ameri­ mingle with new people. It is a can yards, are in service under the chance to visit and learn about U.S. nag. This makes the U.S. other cultures. To SIU member LNG fleet the largest-suph fleet in Bill Mullins, the LNG business is the world—with more to come. an adventure. Since all of these LNG's are Bill Mullins, 24, in so many crewed by SIU members, LNG ways is a typical seaman. He transportation means jobs and doesn't like to be in any one place job security for the SIU member­ for too long a time. He has the ship. wanderlust in him and is just as But to at least one seaman who happy leaving a port as he is makes his living in the LNG run coming into one. from Indonesia to Japan, it is But Bill makes the absolute most of his time ashore. He loves people and tries to get to know them, their language and their lifestyles. With this desire in him, the Indonesia to Japan run, espe­ cially the Indonesia half, is a bonanza. Bill was part of the original crew of the LNG Gemini. The regular run of the vessel is from Bontang or Sumatra, Indonesia to one of four unloading sites in Japan. The run is usually five days to Japan, one day in port, then five days back to Indonesia and one day in port there. Bill makes the most of his shore time, especially in Bontang. He says, "the people are beautiful. They're friendly and they do their best to treat you nice and make you feel wanted." The LNG Gemini is a particu­ larly fond sight to the people of Bontang, a smallish village in jungle-like surroundings. Homes and shops are for the most part built on stilts to keep above water during the rainy season. Bill says that the Gemini crew did their best to return the good feelings to the people of Bontang. Many crewmembers have been invited to dinner at the homes of townspeople as a gesture of friendship. Homes aren't the only things on stilts in Bontang, Indonesia. So are kids as shown Last Thanksgiving was cele­ by this smiling youngster. Note stilts are brated ashore with a baseball made of two sticks and coconuts. 38 / LOG / September 1979 game between our guys and an Indonesiah team. We lost. Bill offers no excuses. J To his credit. Bill has a pocket English-Indonesian dictionary. His efforts to speak the native language have helped to break down barriers of fear or mistrust of Americans. Bill is very conscious of the customs and ways of other people. He also realizes that the people of other countries, espe­ cially developing nations, have a basic fear and—in many cases— dislike of America. In this regard. Bill also realizes that the actions of an American seaman in a foreign nation reflects back on all Americans and the United States as a nation. In many ways, Bill Mullins feels that the role of an American seaman overseas is that of an ambassador of good will. And he tries his best, because of his basic love for his fellow man, to fulfill this role. So far. Bill Mullins, a young Just a short distance from Bontang is the loading site for the LNGs. Note the ice on the lines as the 287 degree below zero liguified gas is loaded into the LA/G Gemini's tanks. v, able seaman from Dallas, Texas, has done a fine job. [Photos taken by Seafarer Bill Mullins in Bontang, Indonesia.] Kids are kids no matter where they are. And this group of Bontang youngsters don't seem camera shy either. < r r' i* ,1 _ t. I' f Bill Mullins, left, with a shipmate are shown on the deck of LNG Gemini. �Help . }i • '1 PN>C . \w-'- A Friend Deal <V' With Alcoholism Alcoholics don't have friends. Because a friend wouldn't let another man blindly travel a course that has to lead to the destruction of his health, his job and his family. And that's where an alcoholic is headed. Helping a fellow Seafarer who has a drinking problem is just as easy—and just as important—as steering a blind man across a street. All you have to do is take that Seafarer by the arm and guide him to the Union's Alcoholic Rehabilitation Center in Valley Lee, Md. Once he's there, an alcoholic SIU member will receive the care and counseling he needs. And he'll get the support of brother SIU members who are fighting the same tough battle he is back to a healthy, productive alcohol-free life. The road back to sobriety is a long one for an alcoholic. But because of ARC, an alcoholic SIU member doesn't have to travel the distance alone. And by guiding a brother Seafarer in the direction of the Rehab Center, you'll be showing him that the first step back to recovery is only an arm's length away. Alcoholic Rehabilitation Center I am interested in attending a six-week program at the Alcoholic Rehabilitation Center. I understand that all my medical and counseling records will be kept strictly confidential, and that they will not be kept anywhere except at The Center. Name Book No. Address (Street or RFD) (City) (State) (Zip) Telephone No. ..., Mail to: THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 or call, 24 hours-a-day, (301) 994-0010 September 1979 / LOG / 39 �Keep US Shipshape We Need A Space In Washington OfficijI Public J tion of ihf Seafarers Inirrnilional* Union • All jntk . (»ulf. LOG jod Inland Walcrv Disirii t • Af I. CIO SEPTEMBER 1979 � 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 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 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 September 1979 Description An account of the resource HEADLINES SENATE VOTES ‘YEA’ TO BRING BACK U.S. PASSENGER SHIPS HOUSE VOTES TO BAN ALASKA OIL EXPORTATION SIU WINS LANDMARK DECISION IN YELLOWSTONE CASE LOG, SKIPJACK WIN ILPA AWARDS UNIONS OPPOSE AMENDMENTS TO MARITIME BILL SEAFARER SAVES SHIPMATE ON SS SANTA MARIANA SAFETY OF LIFE AT SEA IS AT STAKE IN NEW BILL BILATERAL TRADE PACTS WORK: U.S. NEEDS MORE OF THEM SIU HOLDS CONTRACT CONFABS FOR ACBL BOATMEN ON THE AGENDA IN CONGRESS… PASSENGER SHIPS BILL STALLED IN HOUSE; SENATE GIVES THE GO-AHEAD MARAD AND INDUSTRY SPOKESMEN GIVE LIMITED SUPPORT TO HOUSE ‘OMNIBUS’ MARITIME BILL MARAD RELEASES REPORT ON POOLING AGREEMENTS BETWEEN U.S. AND BRAZIL PROPOSED TANK BARGES DESIGN RULES CARTER EXPECTED TO NAME HILDALGO NAVY SECRETARY BOATMEN ON NATIONAL FLAG SAVE A LIFE SIU REP BOATMEN INJURED ON TOW SIU’S LEO BONSER ELECTED V.P. OF FLORIDA AFL-CIO FRAGMENTED MARITIME POLICY A CONSTANT PROBLEM TO U.S. FLEET SIU CREWS INDIANA HARBOR, 1,000-FT. ‘MIRACLE’ LOCKS & DAM 26 TRIAL BEGINS AFTER CARTER SEES RIVER JAM PAUL HALL OFFERS ENERGY CRISIS SOLUTIONS TO NATIONAL RADIO AUDIENCE ON LABOR DAY EUROPE, JAPAN BURN (LNG) AS U.S. FIDDLES WITH POLICY MEANY: HUMAN RIGHTS IS BASIS OF TRADE IN UNION STRUGLLES AMERICAN LAUNCHES 728 FOOTER; WILL BE CREWED IN ‘80 MANHATTAN ISLAND DREDGING NEAR MANHATTAN ISLAND LET’S GET THE MINING SHOW ON THE ROAD ADVENTURS OF THE R/V ANTON BRUUN, PART II WORKING IN TANK OR CONFINED SPACE CAN BE KILLER AL BERNSTEIN: A SEAMEN, A CHARACTER, A PRINCE 390,000 DWT UST PACIFIC CHRISTENED: WILL CREW IN NOV. SIU SEES BIG NEED FOR IMPROVED MEDICAL CARE AT SEA HE’S AN AMBASSADOR OF GOOD WILL ON LNG RUN Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 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 9/1/1979 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. 41, No. 9 1979 Periodicals Seafarers Log http://www.seafarerslog.org/archives/files/original/19a502c79360e951f5925bc92a85edb9.PDF 2db066156fb8c0da1cec0e4c1dde2327 PDF Text Text tiZ9C? Official Publicati nw iM 0 d A JM d OCTOBER 1979 Gulf, Lakes and Inland Waters District • AFL-CIO ^ C 1M V6h6 ' h* . AdVvufii"' :HI - as New Tug, Kewed .. George Meany to Retire SlU Page 5 Members fs.. Join in J.P. Stevens Protest Page 6 Alaska Oil Will Not Be Bxporfed Special Supplement Pages 19-22 AFL-CIO, Carter Form Pact on Economy Page 3 �Feds Give OK to Build LNG Terminal in Cal. T HE Federal government has given the go-ahead for the construction of a liquid natural gas terminal at Little Cojo Bay, near Point Conception, Calif. However, this does not mean that construction will necessarily begin soon. Groups, such as the environmentalists, may try to block construction through the courts. The approval of the site, which is located in Santa Barbara County, came late last month from the Federal Energy Regulatory Commission (FERQ. The permission was granted to the two California utilities that have been trying to build a terminal in California for the past five years. They are Pacific Gas and Electric Co. and Pacific Lighting Corp. The utilities want to bring in both Alaskan and Indonesian liquid natural gas. FERC must still rule on the rates for the Alaskan imports. A spokesman for the Commission said that the ruling on those rates should be made shortly. The SIU applauds the decision LNG can give the U.S. a much LNG vessels. In order to keep of FERC in approving construc­ tion. Red tape has contributed to more varied energy base, thereby that edge, quicker and bigger the lengthy delay of this LNG making America less dependent development of liquid natural gas project and others. And these on oil. For instance, the LNG as a source of energy here in project near Point Conception America is necessary. delays jeopardize America's chances to develop LNG as will bring in nine hundred mil­ lion cubic feet of liquid natural another energy source besides oil. Reliability Mark gas a day. Four hundred million The Federal government has Of SIU Crews the power to approve or reject will come from Alaska and five hundred million from Indonesia. any LNG project. And because of Reliability is one of the keys to the uncertain U.S. policy and This combined total represents smooth and efficient operation of regulatory delays, American 20 percent of the daily natural gas any business. It is especially important aboard companies have already lost consumption for southern contracts from foreign countries California. The state of Cali­ ship. For U.S. ship operators to he successful against foreign compe­ willing to sell the U.S. their liquid fornia is dependent on gas for tition they must have reliable crews. natural gas. nearly half of its energy supplies. The SIU has always been known Also, private groups can Secondly, and most impor­ for its competent and responsible further delay or totally stop LNG tantly, LNG development will members. They know how essential projects. For instance, actual create jobs. Workers will be it is to remain aboard ship for the construction of the terminal near needed to build terminals, duration of the articles. Point Conception is not expected regasification plants, and vessels. This is especially true for key to begin before mid 1981. The LNG development will also mean ratings, such as, chief steward, utilities feel it will take that long more jobs for American seamen bosun, chief pumpman and elec­ before anticipated court cases who will man the ships under trician. against the project are finished. Seafarers in these and other key U.S. flag. In the Point Concep­ Environmentalists have said tion LNG project alone, nine ratings are very involved in the they will try to stop construction proper running of the vessel. Their vessels will be needed. And most through the courts. of those will be U.S.-built and determination to stick with a job sets the good example for all the ratings. The SIU supports the develop­ will be under U.S.-flag. And it helps give the SIU the good ment of LNG as an energy U.S. shipbuilding right now reputation it has for well trained, source. The Union feels that such has a technological edge on other reliable, and responsible men and development has many benefits. countries in the construction of women. }r Paul Hall Progress for Our Kind of People Not too many years ago, one of our old time members- -a guy who had fought in many of the fights that built this Union- froze to death in a doorway near the hall in Brooklyn. It wasn't a freak accident. He was an alcoholic.Hehad no money. He had nowhere to go. But what was worse, he had no hope. This tragic event was no one person's fault. Alcoholism is rampant in America. Nearly 10 percent of all adult Americans are alcoholics. Alcoholics are lawyers, doctors, airplane pilots, teachers, carpenters, seamen, and workers in every profession in the nation. In other words, alcoholism shows no favoritism. Anyone who drinks, has the potential of becoming an alcoholic. Beyond all the statistics, alcoholism destroys people physically. Very few alcoholics freeze to death in doorways. But alcoholics die before their time of heart disease, liver ailments and many other problems related to alcohol abuse. Alcoholism also destroys people psychologically. It's a major cause of broken homes and broken marriages. And more people in this country lose their jobs, their livelihoods and their futures due to alcoholism than any other one contributing outside factor. The bottom line is that alcoholism is a very serious problem. It's a problem for America. It's a problem for the SIU. I'm proud to say that we in the SIU are doing our best to overcome this problem. As most of you know, we established the Seafarers Alcoholic Rehabilitation Center in Valley Lee, Md. some few years ago. The reason I mention the Program here is that our Rehabilitation Center has hit an important milestone. Earlier this month, the Center reported that the 300th SIU member had entered the Program to try and beat alcoholism. More important than the numbers, though, is that a very high percentage of those SIU members who have gone through the program have remained sober after they left. Our Program has one of the highest success rates of any such program in the country. One of the big reasons for the success of the Program is that it is specifically designed for seamen. Many of the counselors are SIU members who are themselves ex-alcoholics. They know the special problems a seaman has, relating to his job, his family and his personal life. And as seamen, the counselors know how to relate to other seamen, who in large part share similar experiences. However, the most important reason why our Rehabilitation Program is achieving results is that individual SIU members are becoming involved in it. Instead of ignoring the alcoholic, more and more members are taking the bull by the horns. They are trying to talk to a fellow miember who has a drinking problem. And they are encouraging him to get the help he needs through the Alcoholic Rehabilitation Program. What the Program needs now to continue its indispensable work is simply more of the same. Participation—taking an interest in your brother members—is the key. If you come into contact with a shipmate who is having a problem with alcohol, take a few minutes of your time to talk to him. You never know, your efforts might be a turning point. It might be just the push the alcoholic needs to seek help. Overall, the Seafarers Alcoholic Rehabilitation Program has been an unqualified success. But the work the Program has accomplished so far is really only the start of a tough job that will take a long time to complete. At the same time, though, the success of the Rehabilitation Program represents progress—important progress. And after all, that's what the SIU is all about—progress for seagoing people— our kind of people. Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave Brooklvn NY 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 41, No. 10, October 1979. (ISSN #0160-2047) y . • • 2 / LOG / October 1979 •I �AFL-CJO, Carter Reach Accord on Economy Washington—The AFL-CIO Executive Council and President Carter have announced the adoption of a "national accord" which, if carried out, would allow organized labor to play a more prominent role in the formula­ tion of this country's economic policies. At the heart of the accord is the creation of a new Pay Advisory Committee. The Committee will be composed of fifteen members, five of whom will be appointed from the ranks of organized labor. The remaining ten spots will be divided evenly among representatives of the public sector and the business com­ munity. It will be the Committee's duty to work hand-in-hand with the President's Council on Wage and Price Stability in developing "fair and equitable" wage guidelines. When asked what weight would be given to the Commit­ tee's suggestions. Lane Kirkland, secretary-treasurer of the AFLCIO, stated: "I have been assured that the recommendations of the Pay Committee will be taken very seriously indeed." The immediate objective of the accord is to combat the present high rate of inflation in such a way as to create the least amount of social dislocation. Inflation is being measured in double-digits and is threatening the very fabric of American society. There are also long range plans for the accord. It is hoped that it will help lay the foundation for a new era in American politics, one in which there will be on-going discussions between the leaders of labor and government on matters ranging from inter­ national trade to inflation to energy and environmental con­ has been favorable. cerns. Paul Hall, president of the The accord has been described SIUNA, and senior vice presi­ as having the potential of dent of the AFL-CIO, summed becoming "an American version up the feelings of many when he of the concept of social contract said: between labor and government." While such contracts have ^ "In one sense the accord is nothing more than a piece of become a familiar sight in paper. But then, so is the European politics, they have never been tried before in the constitution or any contract you might sign. A lot will depend on United States. The accord gives an open- the actions of both the Adminis­ tration and the labor movement. ended list of issues which would It could be an historic document. be discussed between labor and Well have to wait and see." government on a continuing and informal basis. That list includes The selection of John Dunlop, those developments in the area of former Secretary^^of Labor under international trade which would Gerald Ford, as Chairman of the "promote a strong merchant Committee bodes well for the marine and assure that expand­ success of the accord. He is one of ing American flag shipping the most respected business services will make a growing scholars in the country as well as contribution to the reduction of one of the few men in the country our balance of payments deficit." who is^ trusted whole-heartedly The reaction to the agreement by both management an^Jabor. SlU Supports Bill to Spur New Investment in Fishing A bill has been introduced in Congress that would help Amer­ icans take advantage of the fishing potential off America's coasts. Introduced by 16 members of the House of Representatives, the bill is entitled the Underutilized Species Development Act. It has INDEX Legislative News McClosky Spoilers Dumped in Confer Page 4 SlU in Washington ... Pages 9-10 Support Page 5 Union News S-L Finance Crew Pull off Rescue Page 13 President's Report Page 2 Headquarters Notes Page 7 Letters to Editor Page 16 Brotherhood in Action ...Page 34 At Sea-Ashore Page 18 SPAD Checkoff Back Page New Pact with National Marine Page 4 Great Lakes Picture .... .Page 32 Inland Lines Page 29 New Towboat Operators Graduate Pages 14-15 General News Ship's Digest Page 26 Dispatcher's Reports: Great Lakes . . .-r .. ; .-Page 31 Inland Waters Page 28 Deep Sea Page 23 Training-Upgrading "A" Seniority Upgrading .Page 39 Piney Point Grads Page 38 Upgrading Schedule Page 33 Membership News _ New Pensioners Page 30 Final Departures Pages 36-37 Bosun Recertification Program Page 25 New Tug Cape Romain . .Page 11 Special Features The Fight to Save Alaska Oil for America Pages 19-22 been given the number H.R. 4360. There is also a companion bill numbered H.R. 5077. But there is a large foreign market for these fish. Foreign fleets for years have The SIU strongly supports the fished these species with modern bill. The Union testified on its catcher/ processor stern trawlers. behalf at hearings held last These ships stay out for long month before the House Sub­ periods of time and catch, process, and freeze the fish on committee on Fisheries, Wildlife Conservation and the Environ­ board. It is on ships like these that ment. This is a subcommittee of Americans need training. Once the House Merchant Marine and trained crews are available, then Fisheries Committee. American businessmen have said Many other union representa­ they will invest in the modern tives, as well as industry fishing vessels which can cost personnel, testified in favor of the approximately $7 million. bill. Under H.R. 4360, incentives This bill is really a result of the will be provided temporarily for 1976 Fishery Conservation and foreign fishing ships to take on Management Act (FCMA), American trainees. The bill will commonly called the 200-mile run for no more than five years. bill. The FCMA's intention was Part of the money that is the revitalization of the American fishing industry. It meant to accomplish this by WASHINGTON, D.C. —The giving American fishermen U.S. unemployment rate in Septemexclusive right to harvest within her slipped to 5.8 percent from the 200 mile zone off the U.S. August's 6 percent as employment, coasts'. oddly enough, grew in a weakening However, FCMA also allowed economy. This makes 5,985,000 foreign fleets to fish whatever persons not working last month Americans did not harvest. The down from 6,149,000 the previous hope was that Americans would month. eventually take advantage of the Total employment last month fishing potential available to increased by 610,000 to 97,513,000 them. working. Most of the latest But with certain species offish, rise—which is the biggest for any such as squid, hake, and pollock, month since June 1978—took place American fishermen do not have among women (especially wives) the proper equipment or and teenagers. And most of the experience for successful employment gains, 100,000 jobs, harvesting. were in the service sector of the Traditionally, Americans have economy. not fished these species since they The jobless rate for adult women are not widely popular in the U.S. generated back to U.S. business­ men while the trainees are aboard these foreign ships must be used to build replacement vessels. The intention is that American replacement vessels will eventu­ ally take the place of the foreign fishing ships. The replacement vessels must be built in the U.S. As SIU Washington Repre­ sentative Chuck MoIIatd said in his testimony before the Subcommittee, "The goal of H.R. 4360 is to temporarily use foreign vessels to train Amer­ icans. Once the American vessel is built, the trained Americans will be the permanent sources of trained manpower. They will be useful to these projects and any other fishing vessel operations seeking skilled crews." Jobless Rate Slips to 5,8% fellto 5.5 percent from August's 5.9 percent. Teenagers rate dipped to 14.6 percent from 14.9 percent. But the black teenagers rate rose to 31.5 percent from 30.7 percent. Black workers jobless level went down to 10.6 percent from 11 percent, more than double the 5.1 percent for white workers. Male unemployment was unchanged from August at 4.2 percent. Sen. Lloyd Bentsen (D-Tex.) chairman of the Congressional Joint Ei!onomic Committee, called the employment figures "a pleasant surprise." He also added at hearings here on the September employment results that the unpredictability of the economy was probably causing "heartburn and a few nightmares for economic forecasters." October 1979 / LOG / 3 �Conference Dumps McCloskey Spoilers Sen. Inouye, Rep, Murphy Lead Charge To Win Strong Maritime Authori­ zation Bill, T WO DAMAGING amend­ ments to a very important maritime bill have been defeated in a Conference Committee of the U.S. House and Senate. The two amendments had been sponsored by Representative Paul McCloskey (R-Calif.). Three months ago they passed the House as amendments to the Maritime Appropriations Au­ thorization Act for fiscal year 1980. At the time McCloskey had also sponsored two other amend­ ments which were defeated on the House floor. So in the end,Rep. McCloskey, who so often plays the spoiler's role on maritime issues, accom­ plished nothing but to delay pas.sage of a crucial maritime bill. The bill, which allocates sub­ sidy monies for the American merchant marine, might have been passed in the spring if it were not for Rep. McCloskey's nega­ tive attitudes toward it. The Senate passed its version of the bill in May by a vote of 85-2. The House version of the legislation was passed in July. McCloskey's potentially de­ structive amendments had first been defeated in the House Sen. Daniel Inouye (D-Hawail) Merchant Marine and Fisheries Committee. On the House floor, also, two of four of his most damaging amendments went down to defeat. These include an amendment that would have cut $69 million from the $101 million going to the Construction Differential Subsidy (CDS) program. Attempt to Cut Meaning However, two other McClos­ key amendments which could have weakened the U.S. merch­ ant marine, did pass the House. One would have withheld CDS funds from a new vessel if the manning level was 50 percent above the minimum levels de­ termined by the Coast Guard. The other would have pro­ hibited U.S. operators who receive Operating Differential Subsidy from including in their costs contributions to contractu­ ally established maritime re­ search organizations. Because of these amendments and other variations in the House and Senate versions of the bill, a Conference Committee had to be held to resolve the differences. The Committee consisted of the following members. From the Senate: Daniel Inouye (D-Hi.); Russell Long (D-La.); Warren Magnuson (D-Wash.); John Warner (R-Va.), and Bob PackRep. John Murphy (D-N.Y.) wood (R-Ore.). From the House side were: bill. Among them were the John Murphy (D-N.Y.); Mario following: Biaggi (D-N.Y.); McCloskey; • The House Conferees agreed Gene Snyder (R-Ky.); Barbara to eliminate the ceiling that the Mikulski (D-Md.), and Brian House had placed on new ship loan guarantees. Donnelly (D-Mass.). • By adding a time limit, the Inouye, Murphy Key Roles Senate Conferees agreed to a Inouye and Murphy served as House amendment concerning chairmen of their respective com­ transfer of cargoes. A four-andmittees. Both men are knowl­ a-half year limit was put on the edgeable and vigorous support­ amendment which would "allow ers of a strong U.S. merchant U.S. operators to transfer car­ marine. Over the years they have goes between ports in the U.S. if fought hard on its behalf. the cargo has a foreign origin or Their understanding of the destination." The Conferees also maritime industry helped counter agreed that this service would be McCloskey's attempts to sabo­ limited to existing ships and tage it. Conference Committee those that are currently under members decided that the two contract. McCloskey amendments would The Conference Committee's be counterproductive to the compromise bill must now go maritime industry. back to the House and Senate. The Committee members also The vote on the legislation was voted on other variations in the scheduled to come up as the Log House and Senate versions of the went to press. Boatmen Ratify Historic Pact With National Marine SIU Boatmen at National Marine proved what "strength in unity" means. This month they ratified a contract giving them the best allaround package of wages, work­ ing conditions, and benefits in the Western rivers area. The vote was 83-30 in favor of acceptance. Negotiations for the contract began in early August. But the events that led to those negotia­ tions began a month before that. In July, two conferences for Former MCS Members Need 125 Days in '79 for Benefits in '80 Seafarers who were formerly with the .Marine Cooks & Stewards Union are reminded that an impor­ tant change regarding payment of welfare benefits will take place beginning January 1, 1980. .-Vt that time, steward department personnel formerly represented by the MCS will have to have 125 days of covered employment during the year 1979 in order to qualify for all welfare benefits. Steward department personnel, under the old MCS agreement with the Pacific Maritime .4ssociation, needed 90 days a year to qualify for welfare benefits. Under the merger terms, welfare benefits have been paid during 1979 for such seamen who had 90 days during 1978. This 4 LOG / October 1979 was to provide a transition period from MCS to SIU welfare plans. The rule has been standard for seamen working under SIU deep sea contracts and will apply to all seamen on all jobs with all com­ panies beginning with the new year. The 125-day rule is important to both active seamen and those who may plan to retire on or after January 1, 1980. It means simply that to protect themselves and their families, steward department per­ sonnel formerly represented by the MCS must be sure to get 125 days of covered employment during this year 1979. Anyone who hasn't got 125 days yet should be sure to take a job to insure his welfare benefits will continue. National Marine Boatmen were held at the Harry I.undeberg School in Piney Point, Md. Out of those conferences came more than 300 contract suggestions. And also out of those conferences came the members' vow "to stick together" to gain their just de­ mands. Though their contract didn't expire until March of 1980, the Boatmen wanted to meet with company representatives about their immediate needs. That meeting took place on Aug. 3 in St. Louis, Mo. Union and company representatives de­ cided at that time to open up contract negotiations. After the representatives came to an agree­ ment on a new contract, voting by the rank and file took place from Aug. 23 to Oct. 8. Three of the delegates elected from the two conferences to participate in the Aug. 3 meeting, also comprised the tallying com­ mittee that counted the ballots. They were: Capt. James "Red" Benoit, tallying committee chair­ man; Capt. Bill Zorn, and Lead Deckhand/Tankerman Floyd Wuellner. The tally was conducted by these Boatmen on Oct. 9 at SIU Headquarters. Historic Package The pact negotiated for Na­ tional Marine Boatmen is a historic one. In an area of the country where so few rivermen are organized, the SIU Boatmen at National Marine have made tremendous gains. Not only have they increased their wages, but they have greatly improved their welfare and pension benefits, and their work­ ing conditions. Some highlights of the pact are: • Wage increases are retro­ active to Aug. 3, 1979. • Boat crews working over­ time will be paid a new and higher overtime. • All eligible dependents will be covered by Major Medical benefits. • Higher pension benefits. �GEORGE MEANY TO RETIRE G EORGE MEANY, the grand 'Old Man' of American labor and stubborn spokesman for millions of American workers for the past quarter century is stepping down as president of the AFL-CIO. Meany, who is 85, said he will not stand for reelection of the 13.5 million member AFL-CIO at the Federa­ tion's Biennial Convention in November. AFL-CIO Secretary-Treasurer Lane Kirkland relayed Meany's decision to retire at a Washing­ ton, D.C. press conference on Sept. 28. Moved almost to tears, Kirk­ land hailed Meany as "this great man, who has meant so much to the trade union movement and to American workers for many years." He has stood, Kirkland con­ tinued, "on the firing line and taken the attacks and brickbats that come with the normal territory of someone who has the responsibility of advocating and defending the rights and interests of plain people in this society." Meany was, himself, one of those "plain people." A hardnosed Irishman from the South Bronx, he rose from the ranks of the plumbers union to become president of the New York Federation of Labor in 1934. Five years later he was tapped by American Federation of Labor President William Green to fill the post of SecretaryTreasurer. He took over as AFL president on Green's death in 1952. Brought AFL and CIO Together A chief architect, along with CIO President Walter Reuther, of the merger that made the American Federation of Labor and the Congress of Industrial Organizations one large, power­ ful federation in 1955, Meany became its first and has been its only president. As Federation President, Meany began a life-long crusade against racketeering and radi­ calism in the labor movement. His shoot-from-the-shoulder manner caused reporters to refer to him as "crusty," "grumpy," and "arrogant." But Meany worked hard for American working people, living by the credo he once barked to a Ford Administration Cabinet member that "everything that happens has to do with workers." During his 25 years at the helm of the AFL-CIO, he made labor a force to be reckoned with, causing the New York Times to write: "Labor's voice is always important and often decisive on Capitol Hill." Most recently, Meany reached agreement with the Carter Ad­ ministration on the formation of a labor/management/public sec­ tor Pay Advisory Committee to set wage guidelines. Agreement on the committee was a coup for Meany who has long contended that major eco­ nomic policies cannot be formu­ lated without the input of labor. He had intended to make public details of the wage committee himself and hastily summoned the AFL-CIO Executive Board to Washington for that purpose last month. But plagued by ill health, as he has been for the last six months, he was unable to attend the meeting. He left the announce­ ment of the economic accord— and the news of his retirement— to Kirkland. With Meany's retirement a chapter in the history of the U.S. labor movement, and an era in American history, ends. The AFL-CIO will elect a new presi­ dent in November and the Fede­ ration will continue to move forward. But the 'Old Man' will be missed. October 1979 / LOG / 5 �SlU Engages in J, P. Stevens Protest Rally In N.Y. S CORES of placard-waving Sea­ farers joined hundreds of other trade unionists and community groups' demonstrators in a New York City-wide lunchtime protest rally on Oct. 11 to aid the Amalga­ mated Clothing and Textile Workers Union (ACTWU) in its drive to break the connection between the anti-union textile giant, the J. P. Stevens Co. and the Seaman's Bank for Savings. Joining the 17-block long"human billboard for Justice" on Manhat­ tan's midtown and downtown financial district sidewalks. Seafarers handed out anti-Stevens leaflets in front of a bank urging E. Virgil Conway, president of the Seamen's Bank for Savings and a Consolidated Edison Electric Co. trustee, to quit the Stevens Board of Directors, a post he held since 1974. The ACTWU's second antiStevens public rally in two years was marked by Seafarers carrying billboard signs reading "Break the J.P. Stevens-Seamen's Bank Connection" and punctuated by their chants of "Seamen's Bank is Stevens bank. Virgil Conway must go." They also passed out hundreds of leaflets describing the union's battle to organize workers at Stevens' 77 plants in the South and rapping the bank's chairman for supporting Stevens. Later the bank president said that, "I am not intimidated by this or any other demonstration. I will not resign" from the Stevens board. He has received hundreds of postcards and letters objecting to his connection with Stevens. At the protest rally, the union's demonstration director, Ray Rogers said that a prote.st drive will be made against the Sperry Corp., which has Stevens chief James D. Finley on its board, who was pressured last year to quit the boards of the N. Y. Life Insurance Co. and the Manufacturers Hanover Trust Co. Rogers added that a drive would be made against Sidney J. Weinberg Jr., a Stevens director and partner of Wall St.'s Goldman Sachs & Co. Since the union started its "corporate campaign" drive in 1977 at the Stevens annual stockholders meeting, which the SIU attended, Avon Products head David W. Mitchell and N. Y. Life Insurance Co. chairman R. Manning Brown Jr. quit the Stevens board, one day after the union announced it had targeted him. Mitchell also quit the board of the Manufacturers Hanover Trust Co. Beside being the U.S. No. 2 textHe manufacturer, J. P. Stevens is the No. I violator of the NLRB Act. Guilty of discrimination in the hiring and promotion of minorities, it is also a heavy health and safety violator. Fourteen Southern ministers say Stevens workers "...have been the victims of a cruel system of low wages (nationally 31 percent less) slender benefits and debilitating working conditions." N. Y. Lt. Gov. Mario Cuomo declared "...It's a bully whose time for taming has come." He may be small but he's tough, and he means what he says. US., Russia Agree on New Freight Rates For Grain Run SIU members hold Union's banner during demonstration against J. P. Stevens in which thousands of unionists took part in New York this month. The United States and the Soviet Union have revised their 1975 bilteral grain shipping agreement to establish new freight rates for American flag vessels carrying wheat and corn to the Soviet Union. The old rates had become prohibitively low in relation to escalating costs, and were causing the owners of American flag vessels to reconsider their participation in the Soviet grain trade. Freight rates for American flag operators had been fixed at a speciflc per ton amount ($18.25). This aspect of the agreement has been renegotiated in order to allow American flag operators greater flexibility in responding to changed market conditions. As of Jan. 1,1980 freight rates will be determined through the applica­ tion of a newly devised formula based on tbe U.S. Gulf to HollandBelgium run. The average monthly charter rate of that representative and highly visible run will be multiplied by a mutually agreed-upon index ratio to produce a more equitable rate for the Soviet grain trade. Under no circumstances will the new rate fall below $25.00 per ton. The new rate structure will run until Dec. 31, 1980, when it will be reviewed. '75 Scholarship Winner Found Formula for Success This time next year, Barbara Gail Bernard, daughter of Great Lakes Boatman Larry Bernard, will be a pharmacist—almost. By the summer of 1980, Barbara, who won the SlU's $10,000 college scholarship in 1975, will have finished the tough, five-year phar­ macy program at Wayne State University in Detroit, Mich. She'll still have to take the Michigan Boards to become a Registered Pharmacist. But even though it's a difficult exam, Barbara shouldn't have too much trouble passing. A long-standing interest in science is what made Barbara opt for a career in pharmacy. "I've always liked biology and chemistry," she told the Log recently. "I've always been interested in medicine, but I didn't want to go into nursing." Pharmacy seemed like the best 6 / LOG / October 1979 choice for Barbara so, when she entered Wayne State in 1975, sheenrolled in the pre-pharmacy course. After two years, Barbara had to apply to the University's School of Pharmacy and begin the rigorous curriculum towards a degree. In addition to a heavy academic workload, the pharmacy program requires students to log 1,000 hours working under a Registered Phar­ macist before graduation. "I'm now interning at a com­ munity pharmacy," said Barbara, "and I pretty much have my 1,000 hours." A community pharmacy is roughly equivalent to a corner drugstore, Barbara explained. "There are also hospital pharmacies and clinics. But I prefer community pharmacy because you have more contact with people." When she's ready to start filling prescriptions on her own, Barbara plans to job-hunt in the Detroit area. One reason is that she's newly married and her husband, a painter, works in Detroit. Her father. Boatman Larry Bernard, as well as the rest of her family, live in nearby Trenton, Mich. Brother Bernard has been a deckhand for 26 years. He's now working tugs for SlU-contracted Great Lakes Towing. Boatman Bernard was "very pleased," when he heard the news his daughter had won the SlU's fouryear college scholarship back in 1975. "And I almost dropped the phone when I got the call telling me I'd won the award," Barbara said. Barbara, the first dependent of an SIU Boatman ever to be awarded the Union scholarship, said it was a \ "tremendous help." "I figured Wayne State would be pretty reasonable," Barbara said, "because it's in-state and I was living at home and commuting. But they kept raising the tution fees," she continued, "and books came to$150 a quarter, plus everything else." "I'm really glad I didn't have to worry about it, thanks to the SIU scholarship," she added. Barbara hasn't got much free time these days, but one of her leisure activities is music. An accomplished organist, Barbara began studying music in high school. She was a church organist until she started working at the pharmacy. In addition to music, Barbara likes embroidery and other handi­ crafts. "And I like to play softball on Sunday afternoon," she said, adding, "I play outfield." • �Heailcf uar lSoU*s bv SIU Execiilive Vice President Frank Drozak F OR every young seaman who comes into our Union there exist hundreds of solid opportunities to build a real career. The SIU has worked hard to open up these kinds of advancement opportunities for our members. And the Lundeberg School has done an outstanding job in developing the necessary educational programs to help the individual seaman advance rapidly up the job ladder. These career oriented programs have turned out hundreds of well trained, professional seamen who will be the backbone of the American merchant marine for years to come. But the job of providing trained competent manpower to our contracted vessels is an ongoing challenge. And at the present time, we are faced with a very important challenge in the area of training. This challenge is in the steward department. For the past few years, we have been closely studying the, progress of our educational programs and how these programs are meeting the manpower needs of this Union. As a result of these studies, one thing has become very evident. Most young seamen—although they may take their first job in the steward department—eventually switch over and wind up building their careers in either the deck or engine departments. There have, of course, been many young members who have stayed and succeeded in making a fine career of the steward department. But considering the future outlook for expanded shipping opportunities in our Union, the fact remains that not enough people are entering the steward department and staying there. In addition to expanding job opportunities in the steward department, more and more of our old line stewards are retiring each month, providing even more openings. This trend has created two things for us. First, it is presenting the SIU with a potential shortage of qualified manpower in the steward -department,-But^at^the^ame^ -time,-tt has-o pened—up^ the bestopportunities that have ever existed in our Union for rapid career advancement in the steward department. At the present time, the Lundeberg School has an excellent training and upgrading program for the steward department. However, to meet the present and future manpower needs in the steward department, we are in the process of expanding and improving this crucial program. Around the beginning of next year, we will be announcing the details of this new program for career minded people. It will be a program—complete with incentives—to help a young seaman climb rapidly up the ladder from messman and third cook to chief steward. This career program will work hand in hand with the new Steward Recertification Program to insure the continued professional quality of SIU steward departments. The effort we are putting forth to improve career opportunities for steward department people is extremely important. The Union will be working hard in the coming months to get this new program underway. And then we will be working even harder to make the program work. For those looking for a sound, secure future, a career in the steward department offers unequalled opportunity. A good steward department is indispensable to a good ship. The chief steward is a key man on every ship, and his earnings reflect this. So, for a young person undecided on a career, now is the perfect time to look at the steward department. Why look any further? NTSB Says U.S.C.G. Is Off Course on Steering Rules The SIU and the United States Coast Guard are at odds over many maritime issues, concerning safety of life at sea. However, the SIU is not alone in its criticism of Coast Guard laxity in the vital area of maritime safety, The National Transportation Safety Board, an independent agency which looks into accidents egeAT uiKts seAfMe/ts/\ Advance Your Career Now leara to be o eATmAH or COHmORfAAH Sign up today for ttie Conveyor Deporfment Course at HLS. This special course is just for Great Lakes Seafarers. It covers: Welding Belt Repair Load Procedures Electricai Troubleshooting Conveyor Drives Health and Environmental Protection Equipment ENROLL TODAY! Conveyor Depart ment jobs are available NOW. You can look forward to a good career and great job security. The Conveyor Department Course is your opportunity to get ahead. It starts February 11, and it's four weeks long. «-'f W'®* "i uD W®* Sifii "I* and makes recommendations on The Safety Board believes the Coast Guard has not acted as how they can be avoided, has been quickly as it could in implementing after the Coast Guard to act on their proposals designed to improve all the standards it (the Coast Guard) has proposed. And NTSB marine steering reliability. feels it's about time they did. In a "Safety Report on Progress "Further delays in rulemaking Toward Improvements in Marine action can only prolong the dangers Steering Reliability," the Board from steering gear failure in the noted that since 1973 it has analyzed congested and restricted ports and three accidents which resulted from waterways of the United States," the steering system failures and has Board said. issued 17 safety recommendations. The Coast Guard does not need In response to these recommenda­ tions, the Coast Guard has initiated international approval to effect several rulemaking actions to safety regulations in U.S. ports improve Federal standards for having been given the power to do so under the Ports and Waterways steering reliability. The Coast Guard also has Safety Act of 1972. Following are proposed the adoption of improved some of the safety requirements the international standards through the Board believes must be implemented Intergovernmental Maritime Con­ unilaterally by the Coast Guard: sultative Organization (IMCO), the • a wheelhouse alarm to indicate a organization which sets safety stan­ loss of steering control. dards for maritime on an interna­ • a requirement for the perfor­ tional basis. mance of additional specific steering gear tests for all Here is where the problem begins. oceangoing vessels entering U.S. The Coast Guard has been unable to ports and waterways, including muster international support of its activation of the alarm system by proposals through IMCO and has simulation of power interruption therefore been reluctant to to each of the steering motors. unilaterally adopt needed safety requirements for foreign vessels • a requirement for steering gear test devices on all vessels that calling at U.S. ports. will indicate whether the steering This reluctance generally leads to gear is operating properly. the requirements only being made applicable to U.S. vessels, or else, as • a requirement for manning of steering gear spaces in designated the most recent Safety Board report restricted waters for U.S. and states: "the proposals have been foreign vessels. withdrawn entirely." October 1979 / LOG / 7 ii ' "f- '^1 �George Duncan Gain' Fishin' With a $575 Pension George Duncan is goin'fishin'. Finally. Seafarer Duncan is 63. He's been shipping out for the better part of the last 50 years. "And that," he says, "is just about a lifetime." The work of this Seafarer's lifetime received a fitting reward, as Brother Duncan became the first SIU member ever to qualify for all seven increments under the Seafarers Early Normal Pension plan. The pension check Sea­ farer Duncan picked up from the New Orleans Union Hall this month totalled $575, the highest pension rate any Seafarer has ever earned. Brother Duncan qualified for Early Normal retirement in 1972. He had put in 20 years of seatime and he was 55 years old. But he wasn't ready to retire in 1972. He'd been working on the shoregang—first for Delta, later for Waterman—and he liked it. He also knew that if he kept on working he could increase his monthly pension through the SIU's Early Normal Pension Increments Program. That pro­ gram, begun in 1972, allows deep sea SIU members (and increasing numbers of inland members) to earn a pension increment for every full year (365 days) ^of seatime they put in after qualify­ ing for Early Normal retirement. The maximum number of incre­ ments is seven. When he applied for Early Normal Pension plus increments this year. Brother Duncan had worked a total of 10,349 days. Each increment earned means an additional $25 a month onto the eligible Seafarer's pension check. For SIU member Duncan the extra days he worked after qualifying for his Early Normal Pension added $175 to the current monthly pension of $400. That adds up to $575 a month. Brother Duncan is very proud of his Union membership and eloquent in his praise of the SIU. "I think it's wonderful what the Union's done for us," Duncan said. "Never in all my born days did I dream I'd be retiring on anything like this pension," he added. But the $575 monthly pension Pensioner George Duncan isn't the only reward of Brother Duncan's labors. His coverage under the Seafarers Welfare plan continues through his retirement. He's also eligible for a lump-sum Pension Supplement amounting to 12 times his monthly pension. For Brother Duncan, that means he'll be receiving a one-time bonus check of $6900. The Early Normal Pension Supplement Program works as follows. A Seafarer who puts in at least two full years (730 days) of seatime after qualifying for an Early Normal Pension (20 years seatime at age., 55) is eligible for the Pen^ioTi Supplement (12 times the monthly pension benefit). Seafarer Duncan was born in Russia where his father was on assignment for a British news­ paper in 1916. The family returned to England where Duncan shipped out for the first time at the age of 15 as a member of England's National Union of Seamen. Duncan's first SIU ship dropped anchor in the port of New Orleans in 1944, and so did he. Though retirement may change his activities, it doesn't look like Pensioner Duncan plans to slow down any. "I've got a house with a half acre of land outside the city limits in Slidell, La.," Duncan said. "I've got a lot of work to do there. And I'm going to catch up On my fishing." The SIU is proud to call Brother George Duncan- one of our own. We wish him good health and happiness in his welldeserved retirement. And we hope the fishin's good. NMC Opposes Subsidies for U.S. Ships Built Foreign The conference room of the House Merchant Marine Subcom­ mittee has recently been the site of a great deal of activity. The Subcom­ mittee is in the process of conducting an extensive series of hearings on legislation sponsored by Congress­ men Murphy (D-NY) and McCloskey (R-Cal). The legislation, entitled the ^Omnibus Bill' Maritime Omnibus Bill because of its comprehensive nature, would completely reorganize the structure of the American maritime industry. Attention has for the most part focu.sed on Title III of the Bill. If left unchanged and passed into law. Title III would radically alter this country's promotional policies, especially in regard to subsidies, reflagging and shipbuilding. Representatives from labor, man­ agement and government have appeared before the Subcommittee to express their displeasure over certain aspects of the legislative program put forth in Title III. Some have gone so far as to say that passage of the Omnibus Bill, as it now stands, would cripple our dpmestic shipbuilding industry. The most controversial provision of the bill is the one which would grant Operating Differential Sub­ sidies to U.S. registered vessels built in foreign yards. A1 Muskin, executive director of the American Maritime Associa­ tion, urged the Subcommittee to be "cautious and guarded" in moving towards enacting some of the new approaches outlined in the Bill. Mr. Maskin noted that since 1970, subsidies have accounted for over half the revenues generated in American shipyards for new mer­ chant ship construction. Were these subsidies to be abolished or severely weakened, Mr. Maskin doubts that American operators would choose to build their vessels in the United States. James Amoss, president of the National Maritime Council, has also appeared before the Subcommittee to present his organization's pre­ liminary views on Title III. Mr. Amoss stated that "while some provisions of Title III appear to be constructive, they are far out-weighed by the harm that most of the provisions inflict on U.S. vessel operators and shipyards." He projects that one-half to twothirds of the remaining twelve shipyards in this country will close if two things happen: this legislation is enacted without change; and reme­ dial action is not taken to help keep the shipyards open. The National Maritime Council is a non-profit organization formed by maritime labor and management to encourage the development of a strong and healthy merchant ma­ rine. The SIU has been an active participant in the NMC since its inception following the passage of the Merchant Marine Act of 1970. Like his counterparts in labor and management, Samuel B. Nemirow, the newly appointed Assistant Secretary of Commerce for Mari­ time Affairs, has expressed serious reservations concerning many of the provisions found in the Omnibus Bill. In his testimony before the Subcommittee, Mr. Nemirow pre­ dicted that many of the proposed changes in law would bring hard times for U.S. shipbuilders and "create a stultifying regulatory environment for the shipbuilding industry." If you just stand still, you re gonna have to run to catch up .. KEEP UP with the times. KEEP UP with the job opportunities KEEP UP with your industry. SIGN UP for the AB Course at HLS. & Course Starts on November 23 To enroll, contact HLS. (Application is in this issue of the Log.) 8 / LOG / October 1979 i �im in toashinfll Seafarers International Union of Nortli America. AFl.-CK) October 1979 l.egisiative. Ailministrative aiul Regulatory Happenings On the Agenda in Congress ... Time is running out for this session of the 96th Congress. There is a flurry of activity on Capitol Hill as committees push to get legislation firmed up for floor action by the full House and Senate. These committee sessions are called "mark-ups". What that means is that the various House and Senate committees are putting the final touches, and agreeing to compromise language, on their bills so that they can be reported out to the full Congress for final action. As we swing into the final month before the expected December recess, here are some of the "maritime bills" that are awaiting action: Coastal Zone Management The Oceanography Subcommittee of the House Merchant Marine and Fisheries Committee will continue oversight hearings on the Coastal Zone Management Program. The so-called "oversight" hearings mean that the committee is taking a look at how well the program which it enacted is actually working. Water Projects Authorization The Water Resources Subcommittee of the Senate Environment and Public Works Committee is scheduled to mark-up S.703 Water Projects Authorization (the Admin­ istration's cost-sharing proposal for the inland rivers), and S. 1241, the DomeniciMoynihan Water Projects financing re­ form. Both of these bills have to do with assessing taxes or levies on users of the inland waterways. Stewards in Recertification Program Get a First-Hand Look at SIU Political Action, Legislative Role Hazardous Wastes The Environmental Pollution Subcom­ mittee, and the Resources Protection Subcommittee of the Senate Environ­ ment Committee has scheduled mark-up on Oct. 25 of three bills dealing with the dumping or disposition of "hazardous wastes." The three bills are S. 1480, S. 1325 and S. 1341. FMC Jurisdiction The Merchant Marine Subcommittee of the House Merchant Marine and Fisheries Committee will hold a hearing Oct. 30 on legislation to give the Federal Maritime Commission jurisdiction over complaints against shippers, consignors and consignees. The bill is H.R. 1715. Alaska Lands Late this month, the Senate Energy and Natural Resources Committee will mark-up S. 9 and other related bills dealing with the use of Alaska lands for wilderness preserva­ tion as opposed to exploration and exploita­ tion of mineral resources. Obsolete Vessel Sales The Merchant Marine Subcommittee of the House Committee on Merchant Marine and Fisheries will hold a hearing on H.R. 4088 which deals with the sale and disposition of obsolete vessels. Railroad Deregulation The Transportation and Commerce Subcommittee of the House Interstate and Foreign Commerce Committee will con­ tinue hearings on railroad deregulation. We are watching this closely, because of the severe implications that could arise to harm the inland waterways industry if the railroads are totally deregiTlated and allowed to manipulate rates. SPAD is ilw SILI's poiilkai fund and our polHical arm in Washin(tan. D.C. The .SIC asks for and accepts votunfary conlribulions on^v. Tlie Union uses the money donated to SPAD to support the election campaiipis of legislators who imve shown a pro-maritime or pro-lahor record. SPAD enahles the SIU to work effectively on the vital maritime issues in the Congress. Ihese are issues that have a direct impact on the johs and joh security of ail SIU mem­ bers, deep-sea. inland, and I.akes. The SIU utiles its members to continue their fine record of support for SPAD. A member can contribute to the SPAD fund as he or she sees fit. or make no contribution at all without fear of reprisal. A copy of the SPAD report is filed with the Federal Elec­ tion Commission. It is available for purchase from the FEC in Washington, D.C. The first group of SIU Stewards in the Union's recertification program came to Washington earlier this month for a first-hand look at the SIU's political action and legislative programs. The Washington visit is a part of the overall eight-week program to upgrade the professional skills of the seagoing stewards, and to help them to become more effective union representatives at sea. While they were in the nation's capital, the SIU Stewards visited the Transportation Institute, and the AFL-CIO Maritime Trades Department where they were given an in-depth briefing on the SIU's legislative activities in Washington. Later in the day, they toured the Capitol and mft with Congressman Jack Edwards, a Republican from Mobile', Ala. Two members of the group, Herbert Soypes and Alfred Bodie, are from Congressman Edwards' district. Another member of the group, Darrell Chafin, also met his Congressman, Rep. Charles Whitely (D-N.C.). During their tour of Congress, the group paused to take a photo on the steps of the Capitol. Pictured are SIU Stewards Alfred Bodie, Darrell Chafin, Paul Franco, Jim Colder, James Higgins and Tom Uliese. With the Stewards are Betty Rocker, SIU Washington legislative representative, and Don Nolan, Steward Department Voca­ tional Instructor from the Harry Lundeherg School in Piney Point, MD. October 1979 / LOG / 9 �Maritime Industry News gA 5I)C 51U in ^lin5l)innton President Carter Signs Bill To Bar Export of Alaska Oil On Sept. 29, President Carter signed the Export Administration Act of 1979—which included an effective ban on the export of American crude oil from the North Slope of Alaska. The signing culminated a long struggle by the SIU and other groups to block the efforts of the multi-national oil industry to set up a complicated oil swapping arrangement which would worsen the oil industry's stranglehold on American consumers—and would have killed many hundreds of seagoing jobs for American seafarers. The House passed the measure Sept. 25. However, an effort was made to tack on an amendment to the bill which would have substantially weakened the export restric­ tions on Alaskan oil. In arguing forcefully against the amend­ ment, Congressman Stewart McKinney (RConn.)—who was the original sponsor of the section of the bill which prohibits U.S. and Soviet Union Agree on New Rates For Grain Shipments Northern Tier Pipeline OK'd By Interior The United States and the U.S.S.R. have agreed to a new freight rate formula for U.S.-flag vessels carrying grain to the Soviet Union. Announcement of the new freight formula came from Samuel Nemirow, Assistant Secretary of Commerce for Maritime Affairs, who headed the nation's negotiating team. His announcement came at the close of meetings between representa­ tives of the U.S. and Russia which took place in Moscow Sept. 25 to Oct. 1. Mr. Nemirow said: "The new formula is based upon current international charter market conditions and is designed to be flexible and responsive to changing market conditions." During the meetings in Moscow, the two countries' representatives also reviewed the carriage of liner and bulk cargoes by both U.S. and Russian fleets during the past year "to ensure that both were in compliance with the agreement entered into in 1975." Mr. Nemirow said he was "satisfied with the business-like approach taken by both sides in arriving at the new arrangement, and expressed hope that it would result in greater participation of U.S.-flag ships in the trade." US, Deep'Sea Fleet Shrinks But Overall Tonnage Rises The privately-owned, deep-draft fleet of the U.S. Merchant Marine climbed to a new record tonnage—22.9 million deadweight tons—last month, but also showed a continued decline in the number of ships in the U.S. merchant fleet. According to the monthly report of the U.S. Maritime Administration, the number of merchant ships in the U.S. fleet declined by 13 vessels over the past year, while the overall tonnage of the fleet increased by 1.6 million deadweight tons. As of Sept. 1, the active privately owned fleet totaled a combined capacity of 21.7 million deadweight tons. The report also revealed that 52 merchant ships totaling nearly 2.6 million tons were under construction or on order in private American shipyaVds on Sept. 1. These new vessels include ten tankers, nine liquefied natural gas (LNG) carriers, twelve intermodal vessels, eleven dry-bulk carriers, three cargo break-bulk ships, and seven special-type vessels. 10 / LOG / October 1979 exportation of Alaska oil—said that any of these efforts to ship American oil overseas "negates the entire purpose of building the trans-Alaska pipeline, and would run counter to our efforts to reduce reliance on foreign oil." (SEE A SPECIAL SUPPLEMENT ON THE ALASKA OIL VICTORY IN THIS ISSUE OF THE LOG.) Juanita Kreps Resigns As Commerce Secretary Department of Interior Secretary Cecil Andrus this month endorsed the Northern Tier Pipeline Co. proposal as the best of four competing plans to move excess Alaskan crude oil eastward from the West Coast. The $1.2 billion Northern Tier proposal calls for construction of a 1,491 mile pipeline from Port Angeles, Wash, to Clearbrook, Minn, where it would connect with existing pipelines. The proposed pipeline system would bring 709,000 barrels of oil per day to the northern plains and upper Midwest. Importantly for American seafarers, the proposed Port Angeles site for the beginning on the pipeline would insure that U.S.-flag ships would carry the oil from Valdez to the California port. President Carter will have to make a final decision on the various pipeline proposals before Jan. I, 1980. Patton Named to Head Maritime Subsidy Board Robert J. Patton, Jr. has been appointed to head the Maritime Board of the UJS. Maritime Administration. The appointment was made by Samuel Nemirow, Assistant Secretary of Commerce for Maritime Affairs. Patton began his Federal career in 1970 when he joined the Maritime Administra­ tion as an attorney advisor. He replaces James Dawson Jr., who recently retired. The first woman to hold the cabinet post of Secretary of Commerce has resigned. Juanita Kreps, who has held the post since January 1977, cited "personal reasons" for her departure. Her resignation is effective Oct. 31. The Department of Commerce is one of the more important agencies of the govern­ ment which directly affects the well-being of the U.S. merchant marine. Within the Commerce Department is the U.S. Mari­ time Administration which is charged with the responsibility of promoting Americanflag shipping. No replacement for Mrs. Kreps has been announced by the President, although Luther Hodges Jr., an Assistant Secretary of Commerce, is considered a likely choice. Schedule Hearings On Maritime Bill The chairman of the House Merchant Marine Committee, John Murphy (D-NY), announced another round of hearings on the "Omnibus Maritime Bill." Scheduled to testify are representatives of the Department of Commerce, Department of Navy, the Federal Maritime Commission, and the Shipbuilders' Council of America. Sea-Land representatives will also offer their opinions and recommendations on the legislation. Further hearings are expected before the bill is ready for action by the full Congress. B SPAD is the SIU's political fund and our political arm in Wa.sh'fsgton, D.C. The SIU asks for and accepts voluntarv contiibutions only. The Union uses the money donated to SPAD to support the election campaigns of legislators who have shown a pro-maritime or pro-labor record. SPAD enables the SIU to work effectively on the vital maritime issues in the Congress. These are issues that have a direct impact on the jobs and job security of all SIU mem­ bers, deep-sea, inland, and Lakes. The SIU urges its members to continue their fine record of support for SPAD. A member can contribute to the SPAD fund as he or she sees fit, or make no contribution at all without fear of reprisal. A copy of the SPAD report is filed with the Federal Elec­ tion Commission. It is available for purchase from the FEC in Washington, D.C. �mmm SlU Crews Tug Cape Romain in Baltimore T "^HE newest addition to the 26 tug fleet of SlU-contracted Curtis Bay Towing Company, the Cape Romain, was officially welcomed to Baltimore Harbor on Oct. 11 at the city's World Trade Center. The Cape Romain like all the other tugs in Curtis Bay's fleet is named for a cape somewhere on the east coast.' The Cape Romain, although capable of performing deep-sea towing jobs, is specifically designed to do harbor work, particularly ship-docking and undocking. Her low, set-back pilot house allows her much maneuverability when handling today's modern container vessels. The 105 foot long tug is powered by two 12 cylinder General Motors engines capable of putting out 1650 horsepower each. The pilot house boasts a large array of modern electronic gear including radar, gyro compass, auto pilot, fathometer, two VHP radios and a single side band radio for long distance communication. The Cape Romain's skipper is Capt. N. Pokrywka who has been with Curtis Bay since 1946 and has been a member of the SIU It was "open house" on the tug Cape Romain as the vessel tied up near Baltimore's World Trade Center in the city's inner harbor. Invited guests of the Curtis Bay Towing Company were allowed to tour the sleek new vessel and later were treated to a buffet luncheon,high above the city on the Trade Center's 21st floor. since the Union organized the company in 1957. Capt. Po­ krywka has already had the tug out on a few harbor jobs and says, "she handles beautifully... better than any other boat so far." The skipper was also pleased with the boat's "excellent new The Cape Romain's crew managed to get free for a moment to pose for this photo; they are from I. to r.: Chief Mate Don Kirk; Captain N. Pokrywka; Engineer Russell Harris and Deckhands Mike Smith and Edward Furman. crew quarters," which are "both heated and air conditioned."The tug's crew will each have their own room when the tug is on harbor assignments. The vessel has a well equipped modern galley featuring all stainless steel equipment. The dining area is finished with wood panelling to add to the attractive interior. The Cape Romain is fitted with the most advanced anti-pollution devices in its fuel and sanitary systems, and is classed with the American Bureau of Shipping as Maltese Cross A-1 Ocean Tow­ ing Service. Captain Pokrywka stands proudly at the helm of the newest tug on the Chesapeake. Farm Workers Continue Boycott of Non Union Iceberg Lettuce The boycott called by the United Farm Workers against United Brands and West Coast Farms has ended. But an international boycott on all non-union iceberg lettuce still continues. The settlement of a contract with Sun Harvest brought to an end the boycott against United Brands, which is the firm's parent company. Sun Harvest is the largest California lettuce grower. The UFW came to an agreement with West Coast Farms five days before the Sun Harvest settlement. Strikes and boycotts against 11 California lettuce growers began early this year. They started after UFW contracts expired at the end of 1978 and the growers refused to give what the union felt was a fair wage increase. In the months that followed, the strike has been marked by violence against the farm workers. One UFW .striker was murdered in a lettuce field when he tried to talk to strikebreakers. Charges against the three foremen accused of the shooting of 27-year old Rufino Contreras were later dropped on the grounds of "insuf­ ficient evidence." The UFW says that farm worker eyewitnesses to the shooting were never called to testify. One of the main focuses of the boycott now will be iceberg lettuce produced by Bruce Church, Inc. and marketed under the Red Coach label. Bruce Church is the second largest of the 11 growers originally struck by the UFW. The AFL-CIO and the SIU are in full support of the United Farm Workers boycott. The SIU urges all its members to give their brother union workers in the fields their strong backing. . October 1979 / LOG / 11 �Naive Young Seamen Rot in Foreign Jails ' I 'HE HE list of naive young X American seamen who get busted overseas on narcotics charges is growing every month. Just this month, three young seamen were arrested in Peru on DRUGS drug charges. Their minimum sentence will probably be two years in jail. Other recent cases include two American seamen sentenced to 16 months in jail in Okinawa on drug related charges, and two others sentenced to 18 months in Greece. There are a lot of other American seamen who thought they could make an easy score rotting away for much longer sentences in places like Colom­ bia, Mexico, Turkey and numer­ ous other countries in Europe and South America. Let's not leave out the seamen who get bagged by U.S. Customs and are now doing time in American prisons. Barring the fact that drugs are bad for your general health, the sale, purchase or possession of drugs—like marijuana, hashish, cocaine, etc.—is illegal. In some countries it's very illegal and the penalties are very stiff. If you are caught trying to smuggle drugs in a foreign port— and the chances are good that you will—you are going to jail. Jail in places like Colombia and Mexico and so many other foreign countries is a lot more hazardous to your health than smoking a joint or snorting cocaine. First of all, the simple fact that you are American is two strikes against you when you are ar­ rested overseas. Secondly, there are under­ cover narcotics agents all over the docks in foreign ports, (Ameri­ can ports, too). When your ship comes into port, you can be damn sure the vessel and the crew's movements are under surveillance. In addition, Interpol has a sophisticated information bank on known or suspected drug dealers. So, if you are seen with someone ashore who is under surveillance, you are as good as in jail. Another thing to consider is that if you make a score ashore from someone not being watched, the chances are good that this person is going to finger you to the authorities for a price. The sale of drugs is big busi­ ness and a nasty business. And there are a lot of young seamen— , . iViriiiiTumniiiiiniiiinmrriririfrirfirrrr' some dead and some growing old in a foul smelling cell—who thought that all the stories about the drug business were just hype, and that they were too smart or too tough to get taken. Don't forget! Even if you make a score overseas, you must deal with U.S. Customs when you get into an American port. Customs agents are pros. They .. know where to look on a ship and what to look for. They have specially trained dogs to help them sniff out drugs of any form. So, if you entertain any ideas of getting rich quick by making an easy score in a foreign port,g<?/ smart! Throw away these naive ideas before someone else throws away the key. MTD Mustering Support for Northern Tier Pipeline Acting on the advice of the AFLCIO Maritime Trades Dept. and the National Governors Assn., Interior Secretary Cecil D. Andrus has come out in favor of an all-American pipeline system to transport Alas­ kan crude from Port Angeles, Wash, to the mid-Western United States. In a letter to President Carter dated Oct. 15, Andrus recom­ mended that the President okay the 1,491 mile Northern Tier Pipeline system over three competing alter­ natives involving Canadian routes. Carter has 60 days to forward his decision to Congress. The MTD, made up of 42 national and international AFL-CIO unions led by SIU President Paul Hall, strongly endorsed the Northern Tier alternative because it would gener­ ate thousands of jobs for American workers. Construction of a superport in or near Port Angeles, Wash., to receive tankers bringing oil down from Valdez would create jobs for seamen as well as in construction and other shoreside industries. In addition, the Northern Tier system calls for close to 1500 miles of new pipeline to be laid from Port Angeles to Clearbrook, Minn., 12 / LOG / October 1979 linking up with existing pipelines along the way. Crossing through five states, the $1.23 billion network will be able to move 709,000 barrels of oil a day. With a projected start-to-finish construction schedule of 12-18 months, the MTD estimated "an average of 4,260 pipeline construc­ tion personnel will be employed." MTD Executive Secretary-Treas­ urer Jean Ingrao noted several other compelling reasons for selec­ tion of the Northern Tier Pipeline proposal in a letter to Interior Secretary Andrus. The Northern Tier Pipeline, Mrs. Ingrao wrote, "is located wholly within U.S. borders providing max­ imum control over our domestic energy supplies...and subject only to the U.S. permit process." Though Andrus endorsed the Northern Tier project his recom­ mendation was less than enthusias­ tic and the project is still far from home free. In his letter to the President, Andrus advised Carter to "revoke approval" of the Northern Tier alternative within a year if enough private financial support isn't drummed up at that time. In that event, Andrus said approval should be shifted to the part-Canadian Trans-Mountain Oil Pipeline, back­ ed by the government of Canada. Another source of delay could be the controversy over the Port Angeles, Wash., site chosen for the tanker port. There's some opposi­ tion to the site on environmental grounds and Andrus urged Carter to base his approval of the Northern Tier project on relocation of the Personals Will the following ex crewmembers of the SS Ponce, December, 1978, please contact Red Campbell at Headquarters as soon as possible—Michael C. Guerrin, Thomas R. Glenn, Otis E. Buffington, Anthony C. Aronica, Thomas E. Driggers. Jack E. Gervais Important that you contact your mother, as soon as possible. port. The MTD and other advocates of the Northern Tier route feel the project is the best possible alterna­ tive for the American people. "It is an environmentally acceptable project," MTD Secretary-Treasurer Ingrao wrote. And because it's a 100 percent U.S. system it will provide the maximum number of job oppor­ tunities for U.S. workers with the minimum amount of delay and cost. I Personals I Terry Gelfrin (AB) Please contact David Goyette, Gen­ eral Delivery, La Plate, Md. 20646, or call 301-934-8714. James Ahearn—Norman Maker Please contact, Walter H. Stovall, 4635 Oakley Court, Cleveland, Ohio, 44102, tel. no. 216-631-7476. * Will the lawyers of Ronnie Shelton, Messman on SS Robert E. Lee, Decem­ ber, 1976 please contact Alex Thibodeu at 209 Citrus Road, River Ridge, La. Charles Spence Please contact the editor of theLo^ at 499-6600 Ext. 242. Lorenzo Pettus Your sister Yvonne Wade would like you to call home. William McMorrow Brown Harold Forsyth asks that you call him at 304-765-2524 concerning coal in West Virginia. �S-L Finance Crew Rescue Koreans From Sinking Ship T HE successful rescue efforts by crewmembers of the SlU-contracted SS Sea-land Finance of the crew of a sinking ship have been lauded as being in the "finest tradition of the sea." It all began in the early morning hours of Sept. 27th, when the Sealand Finance received an SOS signal from the Panamanian-registered MV Genciano, about 125 miles northwest of Okinawa. A position check indicated the Finance was about 35 miles away. Capt. Robert Sutter ordered a change in course and the speed raised. This was in spite of a wind amounting to a 'Force 8' gale, with very rough seas and a heavy swell. The high wind and seas were the remnants of "Typhoon Owen" which had passed the area shortly before. Two hours after receiving the SOS, the Finance made visual contact with the sinking ship. The Genciano was down by the head, with a port list of more than 10 degrees. Meanwhile, as the Finance sped to the scene, crewmembers were busy preparing for the rescue. Extra lookouts were posted, while the deck crew, under the direction of Bosun The ship's committee on the Sea-Land Finance pause at payoff in Seattle for a photo. L to r—Gus Skendeias, Chief Steward: Sam Hacker, Chief Electrician; J. Kouradas, Engine delegate; Jim Pulliam, Jr., Bosun v.. id Chairman; Frank Pappone, Steward delegate and Jack Long, Deck delegate. At extreme right is Representative Steve Troy. James Pulliam, Jr., were rigging ladders, lines and nets over the side. The emergency squad was standing by, gear at the ready, if it became necessary to lower the emergency boat. Members of the Engine Depart­ ment, under the guidance of Chief Electrician Sam Hacker, prepared storm oil for possible dispersal in the heavy seas. Chief Steward Gus Skendeias led his Steward depart­ Passenger Ship Bill a Step Closer to Final Enactment Legislation which would permit ment in preparing for arrival of survivors. They made coffee, got out all the extra blankets and made provisions for quartering extra people. As the Finance approached the Genciano slowly, making a lee in the heavy seas, the Captain of the Genciano prepared his lifeboat for lowering. The lifeboat was lowered and the 23 Korean seamen began their trip to the Finance. It came alongside, and although the Finance rolled heavily in the swell, the Genciano crew members were taken aboard, with only one of them injured. Two hours after the sinking ship was first sighted, its empty lifeboat was cast off and the Finance headed for Kaohsiung, Taiwan with the survivors aboard. Aerial observa­ tion later established that the Genciano had sunk. Once in port, the ship received a congratulatory message from the Executive Vice President of Sealand, who said, "Congratulations to you and all hands for your excellent performance and successful sea rescue involving the Genciano. We are very proud of your distinguished efforts in the best traditions of our industry." In addition. Chief Mate Donald S. Moir praised the crew in his own way. In a letter to SIU Vice President Frank Drozak, Moir said in part, "The entire crew takes pride in this ship. It is the cleanest and best run ship I've had the pleasure of working on. But the SIU crew showed their true colors when it came time to help fellow seafarers in need. It is a pleasure to be associated with such a fine crew." 2nd Bosun Recert. Class Grods provisions of the Merchant Marine five passenger ships to return to Acts of 1920 and 1936, and waive active U.S. flag service has been them if they were found to block reported out of the Hou.se Com­ efforts to revive the pa.ssenger ship mittee on Merchant Marine and trade. If enacted, H.R. 5427 is expected Fisheries. to provide badly needed jobs for The hill, H.R. 5427, was intro­ duced by Rep. John Murphy (D- American workers employed in N.Y.) in order to clarify certain various segments of the maritime industry: at sea, in the shipyards, and in allied and supportive in­ SAB Off Shortage As reported at October 1979 dustries. The legislation is expected to membership meetings the Seafarers reach the floor of the House within a Appeals Board (SAB) passed a very short period. Chances for its temporary action to help alleviate passage appear to be quite good, the lack of a sufficient number of though there are one or two ob­ green ticket ABs. stacles that still need to be over­ The SAB pointed out that there is come. a critical shortage of green ticket The interpretatioif of an amend-. ABs in the SIU Atlantic and Gulf ment offered by Rep. McCIoskey District. However, on the West (R-Calif.) and adopted by the Coast there are a number of under­ Committee remains in question. The employed green ticket ABs in the amendment would give the five SIUNA-afiniiated Sailors Union of passenger ships the right to carry the Pacific. "incidental cargo." There is some Therefore, the Board ruled that, uncertainty as to the scope of the for a period of six months, this term "incidental"; whether it refers group of SUP members and others merely to luggage or to something could be used when no qualified more extensive. member is available in the Atlantic The five ships that would be and Gulf District. returned to service include the A six month limit was put on the Independence, the Santa Rosa, the ruling since a substantial number of United States, the Mariposa, and A&G blue ticket ABs are expected the Monterey. to get their green tickets by then. The Senate passed a similar hill, This ruling will therefore end on S. 1281, on September 6.The Senate Apr. 30,1980. It is, however, subject bill did not, however, make mention to extension. But that extension of either the Monterey or the must not be for longer than six Mariposa. months. SIU Representative Bob Stevens (second row, far righit), stands In front of Union Headquarters with 11 of the 12 Seafarers who graduated from the second class to be held this year of the Bosun Recertification Program. In the first row, from left, are: Jose A. Martinez; Ruel Lawrence; Gary L. Hoover; Freddie Goethe; William Davis, and Dutch Keeffer. In the second row, from left, are: Ted Densmore; Theodore K. Gailocs; Doyle Ellette, and Stevens. In the third row are Vic Ardowski (left), and Felix R. Bonefont. Not in the photo is the twelfth graduate, Richard Daly. October 1979 / LOG / 13 Hi �The Transportation Institute Scholarsh^ Program After learning navigational skills in the classroom, student Stanley Dong observes the operations in the wheelhouse before actually taking over the wheel. To be a towboat operator is the A very essential part of the program is for the stu­ dream of many boatmen. The dents to share their Transportation institute Towboat knowledge and show Operator Scholarship program can trainees how to be make this dream a reality. It is now deckhands on barges. -•••IIInmimminiii a reality for another group of pro­ Paul Myers tightens a •Iimnifmiwi nn i ratchet connecting two fessional boatmen. These boatmen barges. were able to advance their careers because of the scholarship program Terrence Bader and a and they can now work in the mari­ trainee work to form a time industry as licensed towboat tow of barges. Personal operators. contact with the HLS The license that these boatmen trainees familiarizes the have acquired is backed up with tow boat operators with boathandling knowledge and skills. heir new responsibili Because of these skills, the boatmen ies of managing have confidence in their abilities. a crew. They are qualified and capable of working efficiently on the water­ ways. The twelve-week program has been in existence for over a year. So far, more than 100 boatmen have successfully completed the course. To help boatmen take advantage of this opportunity, the scholarship winners get 125 dollars each week in addition to the free tuition, room, board and books while en­ rolled in the program. The reasons for the success of the program are simple. The students in the course are receiving the finest • Special three-month curriculum offered only at the Harry Lundeberg School instruction available from dedicated professionals. The environment and • Room, Board and Books Free training facilities at HLS provide an • Tuition free ideal location for practical instruc­ • Weekly stipend of $125 tion on the training vessels. The opportunities in the towing Time spent in on-the-job training is Coast Guard approved as the equivalent of required industry are growing. Because of wheelhouse time the Transportation Institute TowDay-for-day work time credit for HLS Entry boat Operator Scholarship program, Graduates more boatmen can advance their careers and attain goals of which they had only dreamed. The tools of your trade Leom to moke them work for you ... Apply now for the Transportation Institute Towboat Operator Scbolarship To apply, see your SIU Representative. 14 / LOG / October 1979 �1 jimmie Givens demonstrates proper line handling to two students in the basic vocational program at HLS. Continuing To Towboat KlllllAl. NT Ml I Kit Phil Ryan maneuvers the pushboat and barges. Stu­ dents in the towboat operator program practice boathandling skills with the barges used for basic vocational education at HLS. DEPARTMENT OF TRANSPORTATION ISSHK M David Coleman Edward Dwyer Jimmie Givens Gary Wilkins Terrence Bader Stanley Dong David Tusson John Richardson Philip Ryan OGtebefT979 / LOG / 15 �He Believed in Union Grieves Loss of Brother Member I read with deep sorrow of the death of my friend and brother member. Angel Rios, in the Final Departures page of the Log. He was a great chef, and he was a man proud of his Union. As a pensioner I have been out of touch with my old shipmates. So I hope this letter will convey my deepest condolences to his family. Fraternally, Jose Castro W. Covi. Calif. Thanks George Walton Crew Much thanks to each and every member of the George Walton crew for the money they collected for me. You will never know how much I appreciate it. It helped me so much in going back and forth to see my late son, Thomas, in Bostcm. God will bless each of you in a special way for your kindness. My son, Thomas Alvin McNeil, joined the SIU in I960 and sailed as a steward. He is survived by his mother, Esther; brothers, Grady and George; sister, Gladys; nieces, nephews and other relatives. Sincerely, Esther McNeil M9bile, Ala. V) Helped in Time of Need I want to thank the SIU and the Seafarers Welfare Plan for the efficient way they handled the hospital claim for my wife when she suffered a heart attack. I am thankful for a wonderful Union which helped in time of my greatest need. Fraternally, John Christopher, Retired La Mesa, Calif. A Faithful Reader 1 have been reading the Log for the past 15 years and I just can't wait until the first of each month to get it. 1 loved the sea and 1 loved the SIU. It is one helluva fine Union. I used to ship out of Baltimore. I only wish I could have stayed at sea, but I have heart trouble and had to stop shipping. I want all the world to know that the SIU is supreme and the members who make up this great union are a fine group of Union brothers. Brother forever, Harry Cochran Dawson, Pa. 16 / LOG / October 1979 r want to thank each and every one of the people at the Union who so graciously helped me out when my husband James "Pat" Conley passed away Aug. 15, 1979 of cancer. He was a strong union man and really believed in it. He was never disappointed by his Union. My deepest regards to the SIU and all my husband's Seafarer friends he accumulated over the years. He spoke of them so much. Again, regards to all from his family; wife. Rose; daughter, Nancy, and granddaughter, Rozanne. Sincerely, Rose Conley Long Beach, Calif. Crew Response Admirable At approximately 0850 Aug. 7, 1979, lightning struck a storage tank directly ahead of our vessel, the SS Cove Engineer, about 500 yards off, igniting same. 1 was returning to the ship having completed a phone call to the home office. Cargo loading operations were stopped, general alarm was sounded and ullage caps were secured. The crew's response was admirable. We got underway in good time. The crew should be commended. The SIU, MEBA, AMO can take pride in the way the crew acted. Vito Adamo, Master SS CQVC Engineer Scholarship Winner to Be M.D. I would like to express my sincere thanks at this time for the scholarship that was awarded to me last yean This scholarship is helping to finance my college tuition. Last year and for the next three 3'ears I am attending Eastern Mennonite College in Harrisonburg, Va. 1 am enrolled in the premedical program and I am majoring in biology and chemistry. A few classes I had this year were General Chemistry, Human Biology, Lifesaving, and a course in Humanities. Most of my professors in the biology and chemistry courses are at the peak of their teaching careers, with about thirteen years of teaching behind them. They are highly qualified and able to assist students. Next year at college I will have such courses as Microbiology, Calculus, and Organic Chemistry. I look forward to next year with anticipation since I enjoy college and the classes I am taking. For the summer, I worked at a Biological Supply Farm, where I handled both live and preserved animals. It was good to have a summer job such as this because it dealt with the sciences and might help with medical school. Again, I'd sincerely like to express my thanks and appreciation to the trustees and the Seafarers Welfare Plan for selecting me as one of the 1978 scholarship awardees. I would like to encourage other students to strive their hardest in high school and persevere even though it seems hopeless at times. Accomplishing a hard task, having purpose, gives one a feeling of satisfaction which in itself is a reward. Yours truly, Sigmund Seller Blenheim, N.J. !;-Y- �Archaic ^Free-Trade' Policy Choking U.S. Fleet I F the last quarter century in America was characterized by abundance, the coming decades promise to be marked by scarcity. Americans are already feeling squeezed by the soaring prices of —^ootk, fuel—andHrousing.- Amd constant warnings that we must cut back, conserve, tighten our belts means everyone must come up with new policies to deal with what lies ahead. But while the nation looks towards and prepares for the changes of the 21st century, our trade policies lag 200 years behind. America is still operating under a 19th century code of free market concepts which is chok­ ing the life out of the U.S. merchant marine. In the U.S. we believe that everybody has an equal chance to compete in an open marketplace. Our economic policy is based on the principle of laissez-faire: government should interfere as little as possible in the direction of economic affairs. There are some areas of eco­ nomic activity where competition and free trade may still exist. But international shipping is not one of them. Nor are the U.S. textile, shoe, electronics or steel indus­ tries. Hundreds of thousands of American workers have lost their jobs because everything from textiles to televisions, from sneakers to steel is now produced abroad by a non-union, under­ paid labor force and dumped on the U.S. market. Under the catch phrase "free trade" we've allowed foreign goods of every description to flood the American marketplace. And our tax laws allow, even encourage, American industry to pack up and move their produc­ tion lines overseas. Dated policies and misguided principles of free trade have also crippled the once-mighty U.S. merchant marine. Thirty years ago, the American LOG Official Publicollon of the Seaforeri International Union of North America, Atlantic, Gull, Lakei and Inland Waters District, AFICIO October, 1979 Vol. 41, No. 10 Executive Board Paul Hall President Frank Drozak Executive Vice President Joe DiGiorgio Cal Tanner Secretary- Treasurer Vice President 3i9 James Gannon Ray Bourdius Assistant Editor Don Rotan West Coast Associate Editor Editor Edra Ziesk Assistant Editor Marietta Homayonpour Assistant Editor Mike Gillen Assistant Editor Max Siege! Hall Assistant Editor Frank Cianciotti Writer / Photographer Dennis Lundy Photography Marie Kosciusko Administrative Assistant George Vana Production I Art Director Published mofithiy by Seafarers International Union, Atlantic. Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. ~ ' Tel. 499-6600. Second class postage paid at Brooklyn, N.Y. (ISSN #0160-2047) merchant fleet was 4800 strongs well able to fill the nation's needs during peacetime and to act as a capable, military auxiliary in times of national emergency. Today the ships flying our nation's flag number fewer than 600. And that fleet carries only a paltry five percent of the U.S. foreign trade. No other major shipping pow­ er has handed over 95 percent of their cargo to third flag fleets. The Soviet Union currently carries 55 percent of their foreign trade. Great Britain and France carry 34 percent each. And the Japanese make sure 44 percent of their imports and exports are moved on Japanese ships. None of these countries en­ courage free and open competi­ tion for their cargoes. If they did, none of them would have a single ship on the high seas. Instead, most shipping powers rely on arrangements such as bilateral trade agreements which allow them to guarantee their fleets enough cargo to survive. While we've tested bilateralism and found it workable, bilateral trading pacts are the exception to U.S. policy, not the rule. Our trade pact with the Soviet Union governing the wheat deal and our arrangement with Argentina on government car­ goes are examples. In both cases, the shipping agreements state that a specific percentage of the trade is guaranteed to the fleets of the two countries involved. Whatever is left over is bid upon by third flag operators. Our trading arrangements with Brazil are wholly bilateral be­ cause that's the only way Brazil trades. As a result of that agreement our share of the U.S./Brazilian trade has Jumped from 25 to 40 percent. Though the figures speak for themselves, the conclusions of a recent study by the U.S. Mari­ time Administration back them up. Bilateral shipping agree­ ments, the Marad study said, are "a viable option for U.S. policy makers." We think such agreements are more than a viable option; we think they're a necessity. Unless the U.S. begins realizing that the trading practices of the last century have no place in today's world, we may find ourselves entering the next century with no national fleet at all. October 1979 / LOG / 17 •> �Sea-Land Finance At Sea if Ashore SS Sugar Islander The bulk carrier SS Sugar Islander (Pacific Gulf Marine) from an East or Gulf Coast port on Nov. 7 will carry 26,500 long tons of grain to HaifaAshdod, Israel. Mobile Waterman Steamship Co. here early this month bought 88 LASH lighters for $3,184,016 from MAR AD. The lighters came from the bankrupt Pacific Far East Lines. Houston An LNG terminal will be built with Government approval at Port O'Connor, Tex. in Matagorda Bay by El Paso and Peoples Gas Cos. This would be the first LNG facility in the Gulf and Texas. When completed, 12 LNG ships each would deliver 2.6 million cubic feet of LNG to the terminal. The operating depot will be able to hold 3 billion cubic feet of LNG daily. Galveston The National Transportation Safety Board (NTSB) last month urged that deep-draft ships be prohibited from overtaking or passing one another at bends in the 800-foot wide Galveston Bay Entrance and Houston Ship Channels. The bid came on the heels of the NTSB's probe of the crash there between the containership SS (Sea-Land)and the loaded Danish tanker ST Nelly Maersk on Aug. 27, 1978. Though there were no deaths nor injuries, damage to both vessels was put at $1.4 million. The crash happened after the Nelly Maersk made a steadying left turn upbound into the narrow Galveston Inner Bar Channel at a bend as the overtaking Sea-Land Venture was closing to port. The bow of the Venture was crushed as it raked the port side and after deckhouse of the Nelly Maersk. The crash sent the Nelly Maersk to ground into the left bank. The Venture veered to starboard to anchor. The board said the probablecause of the mishap was"... the inaccurate evaluation of the closing rate and the late initiation of the rudder order by the pilot of the Venture Previously, the ships' pilots had agreed that when the Venture neared the Nelly Maersk. she would maneuver to pass. The Danish vessel was to slow and give ample passing room. But when she turned left she lost headway speed which increased the closing speed of the two ships greatly. Seafarers aboard the S-L 7 containership Sea-Land Finance late last month had a hand in the successful rescue at sea of 23 Korean crewmembers of a Panamanian tanker before it sank in the East China Sea. Picking up a May Day call distress or SOS (Save Our Ship) the 946foot S-L Finanee dashed 63 miles off course to pick up the crew of the foundering 373-foot ST Geneiano Hamapa, Japan-bound in heavy seas 125 miles northwest of Okinawa, Japan. The S-L Finance disembarked the rescued in Kaohsiung, Japan early this month. Santo Domingo, D.R. Sea-Land and Puerto Rico Marine (PRM) both aided Dominican Republic victims of Hurricanes^David and Fredric last month. Sea-Land gave $25,000 to recover from the wreckage of Hurricane David and PRM shipped 136 barge-loads worth $4 million worth of foodstuffs, clothing and drugs to the island republic free of charge to offset the wrath of Hurricane Frederic. A lone crane at Sea-Land's Haina container port was destroyed in the hurricanes. Port Everglades, Fla. This port early this month got its first giant container crane—a $2,6 million beauty—a 30 long-ton Paceco gantry model. Sea-Land installed the crane for its four SL-18 containerships to use twice weekly. Oakland, Calif. American President Lines annual Fleet Safety Award went to its containerships President McKinley, Polk and Van Buren last year for logging more than 1 million crew hours with no lost time accidents. A training safety film on the Heimlich Maneuver helped an officer and crewmember save the lives of two choking passengers. This QMED can count on great future. Washington, D.C. U.S. Secretary of Commerce Juanita M. Kreps, the first woman to hold the Cabinet post, resigned early this month for "personal reasons." She had held the post since Jan. 23, 1977. On Nov. 1, she will resume herjob as professor of economics at Duke University, Durham, N.C. Since the Secretary of Commerce is engaged and is influential in maritime affairs, it is hoped that President Carter will appoint someone to the post who has the best interests of the maritime industry in mind. Notice to Members On Shipping Procedure When throwing in for work din­ ing a job call at any SlU Hiring Hall, nieinbers must produce the following: • nieinbersbip certificate • registration card • clinic card • seaman's papers • valid, up-to-date passport In addition, when assigning a job the dispatcher will comply with the following Section 5. Sub­ section 7 of the SIU Shipping Rules: '^Within each class of .seniority rating in every Department, prior­ ity for entry rating jobs shall be 18 / LOG / October 1979 given to all seamen who po.ssess Lifeboatman endorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sentence when, in the sole judgment of the Board, undue hardship will result or extenuating circumstances war­ rant such waiver." Also, all entry rated members must show their last six months discharges. Further, the Seafarers Appeals Board has ruled that ''C classifica­ tion seamen may only register and sail as entry ratings in only one department." He knows diesel engines . . . He's ready for the diesel-powered ships that are coming off the ways. He's got job security for today and tomorrow. You can have it. too. Just take the diesel engines course for QMED's at HLS. It starts November 26. Fill out the application in this issue of the Log and mail it to HLS. Sign Up now! Contact HLS or your SIU Representative. �Alaskan Oil Will Not Be Exported Carter Signs Bill Reserving North Slope Crude for U.S. Use Sen. Donald RIegle (D-Mlch.) spon­ sored this Important bill In the Senate. I N a big victory for the energy needs of the American people, President Carter signed the Export Administration Act of 1979 into law Sept. 29, 1979. The bill effectively bans the export, sale or swap of Alaskan produced oil under any but the most critical emergency circumstances. A broad coalition of consumer, public interest and labor groups, including the SIU waged a two-year fight in support of the legislation. The House passed the measure in September. The Senate had okayed it in July. Carter's signature on PL 96-72 marked the ceremonial end to the battle and officially scuttled plans of the oil companies to export Alaskan oil to Japan. The Alaskan oil amendments to the Export Administration Act of 1979, sponsored by Sen. Don Riegle (D-MI) in the Senate and Rep. Howard Wolpe (D-MI) in the House, bans the export or exchange of Alaskan crude except if: • the export would not lessen either the quantity or quality of crude available to U.S. consumers; • the export would result in the reduction in cost of imported crude to American refiners and the cost of oil to American consumers; • any exports that are approved are made under terminable contracts; • the exports can be proved necessary for the protection of U.S. national security. The battle over the Export Administration Act really came down to a case of people-vs-profits. On one side were the oil companies, the U.S. Dept. of Energy and the state of Alaska. Defending the energy needs of U .S. consumers were many groups, including: the Consumer Federation of America, the Citizen/ Labor Energy Coalition, and the AFL-CIO. The oil companies based their case for exporting Alaskan crude on the argument that moving it to Japan was the only way to ease the glut of oil on the U.S. West Coast. They planned to bring in replacement supplies from Mexico, and they planned to cut their transportation costs by using foreign flag tankers for both ends of the swap. Rep. Stewart McKinney (R-CT) blasted the oil giants for trying to save'a few extra pennies' by using foreign tankers to move the oil to Japan rather than U.S. oil carriers to bring it down to the lower 48 United States. Any '"transportation savings," McKinney said,"would not go to the American consumer hut to the oil companies." The U.S. economy would have suffered had the Alaskan oil export scheme gone through. "From two to three million tons of U.S. tankers" would be forced into lay-up the AFL-CIO said, "with the loss of thousands of jobs for U.S. seamen," as well as sharp cuts in shoreside and shipyard employment. Exporting America's only secure domestic oil reserve would also have threatened U.S. national security. The Consumer Federation of America pointed out that Alaskan oil exports would increase our already "gross dependence" on imported oil and leave the U.S. "vulnerable to supply disruptions instigated by OPEC." In July, against a backdrop of nationwide oil shortages, the Senate cast an overwhelming 74-3 vote in favor of keeping Alaskan oil in the U.S. Voicing the sentiment of many of his colleagues, Sen. Riegle said an Alaskan oil swap would "do absolutely nothing to provide any * benefit to American consumers." Two months later the House agreed. But not before an 11th hour attack against the Alaska oil export restrictions in the bill was beaten back in a resounding 340 to 61 roll call vote. The last step for the Export Administration Act before it was sent to the President was a joint House/Senate conference committee. Conferees resolved the basic difference between the two versions of the bill by agreeing that a Presidential order calling for an Alaskan oil export must be approved by both Houses of Congress rather than vetoed as the Senate version stated. Passage of the Export Administration Act of 1979 says the nation's largest oil reserve belongs to the American people, not the oil companies. Rep. Howard Wolpe (D-Mich.) was Rep. Steward McKlnney (R-Conn.) floor manager of the bill In the was a key supporter of the bilMn the House. House. October 1979 / LOG / 19 �Rep. Mike Barnes (D-MD): "...the only acceptable criteria for Alaskan oil exports are a showing of consumer benefit and a showing that such exports would not ad­ versely aftect America's oil supply." Othei^vOutspoken Supporters from Senate Sen. George McGovern (D-SD): "...to ease our shortages, reduce our dependence on foreign imports and to assist in restoring our devastating balance of payments problem." Sen. William Proxmire (D-WI): Sen. Birch Bayh (D-IN): "...I am tired of being told that ever larger oil company profits is the only sure fair method of decreasing our dependence on foreign oil." "... the real beneficiaries (of swaps) are the oil companies..." Rep. Leo ZeferettI (D-NY): "It is inconceivable to me how we can allowfor the export of Alaska oil when it is the pronounced policy of this country to reduce our dependence on foreign oil." Rep. Robert Lagemarsino (R-OA): Sen. Harrison Williams (D-N.J.) Sen. John Warner (R-VA): "The bottom line is that my constituents find it incredible that we should export our nation's oil while we continue to import foreign oil at ruinous, inflationary prices." Sen. Larry Pressler (R-SD): Sen. Frank Church (D-ID): "We need an energy strategy that protects our citizens from reliance on the instability of the world oil market...that provides workers with job security not affected by Middle East hostilities." "Restricting exports...is absolutely imperative if we are to stimulate those developments that will put us on the road to energy iridependence." Sen. Jim Sasser (D-Tenn.) "...the bill does not prohibit exports...but (provides) that if benefits can be passed on to the consumer and refiner, then exports are possible." Sen. Bob Packwood (R-Ore.) Sen. Paul Sarbanes (D-Md.) Sen. Donald Steward (D-Ala.) More Key Supporters in House... Rep. Don Bonker (D-WA): "this provision requires that exporting Alaskan oil benefit the American consumer (and) insures that the Congress plays a major role in deciding whether Alaska oil should be exported." /«!* li' Rep. Robert A. Young (D-Mo.) Rep. Don Clausen (R-Callf.) Rep. Albert Gore (D-Tenn.) Rep. Tom Tauke (R-IA):"In order to maintain that agricultural heartland and provide heating oil for us in winter, it is essential we have this energy lifeline." Rep. William Gray (D-Pa.) Rep. James Oberstar (D-MN): Sen. John Durkin (D-NH): Sen. J. Bennett Johnston (D-U(): "I come down on the side of American seamen because American jobs are involved. We are not going to do anything for the American consumer by (selling oil) to Japan." 20 / LOG / October 1979 Sen. John Melcher (D-MT): "We are (by exporting) tampering... with a key part of satisfying our energy needs." "We must move Alaskan oil east to the New England market now. At a time when Ameri­ cans are suffering from long gasoline lines and reduced stocks of house heating oil, it would be totally unreasonable to export Alaskan oil." Rep. John J. Moakley (D-Mass.) Rep. Daniel Mica (D-Fla.) Rep. Stephen Solarz (D-N.Y.) Rep. Gerry Studds (D-Mass.) Rep. Silvio Conte (R-MA): "(swaps) would eliminate any incentive for the establishment of a domestic delivery system (and) would result in the loss of maritime jobs." "The Northern Tier states have a right and an obligation to seek a secure and continuous source of oil. The best place to get that is the North Slope. "(swaps) will deny the American seamen the benefits of transporting this oil." October 1979 / LOG / 21 �.... Why Are We in Washington? % Thirty years have brought many changes to the maritime industry. Thirty years ago, Seafarers weren't asked to make contributions to SPAD. Because 30 years ago, the SlU was not involved in Washington politics. In fact, very few people connected with maritime got within spitting distance of Washington, D.C. One more thing, 30 years ago had Congress been confronted with the issue, it might never have voted to ban the exportation of Alaskan oil. The recent victory on the Alaskan Oil Bill will benefit a great many people in this country, seamen included. The next job you get might he on a tanker carrying oil to and from Alaska. Without the ban, that job would probably not exist. In this age of shrinking expectations, Americans are fond of saying that we live in a small world. Well, there's nothing shorter than the distance between any ship and the halls of Congress. It has only been through the development of a strong political operation in Washington that this Union has been able to provide job security for its members. There isn't a day that goes by that some legislator doesn't attempt to pass a law that would profoundly affect the lives of merchant seamen. A few weeks ago. Rep. Dannemeyer proposed an amendment to the Export Administration Act which would have lifted the ban on the exportation of Alaskan oil. Today, the Coast Guard is trying to radically alter the existing physical requirements for merchant seamen. Tomorrow, who knows? But no matter what happens in the future, the SIU must continue its efforts in Washington. And SIU members must continue to support the Union in these efforts. The SIU has more than 30 contracted vessels operating In the Alaska oil run. If the oil companies had succeeded In their plans to export Alaska oil, we could have lost the jobs on all these vessels since the oil giants would have used foreign flag ships to carry the crude. 22 / LOG / October 1979 'M �SlU Atlantic, Gulf, Lakes & Inland Waters United Industrial Workers of North America PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGioroio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENT Cal Tanner HF.AI>QIIARTKRS 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 Dispatchers Report lor Deep Sea SEPT. 1-29,1979 •TOTAL REGISTERED All Groups Class A Class B Class C Port 9 114 9 17 16 6 21 84 . 25 38 19 29 13 55 3 0 458 2 50 5 5 3 6 4 19 16 10 9 7 1 24 0 0 161 6 4 1 1 5 4 0 8 7 3 9 4 2 0 0 0 54 Port 3 93 14 15 •12 9 17 59 24 29 7 16 5 59 4 0 366 2 43 5 5 4 4 5 20 6 9 . 3 8 1 17 1 1 134 0 9 1 0 1 0 0 1 2 2 1 5 1 1 0 0 24 Port ". i 1 40 6 9 5 3 8 25 9 15 6 12 7 38 1 185 0 16 1 2 2 0 1 1 2 2 2 4 3 10 2 0 48 0 10 0 0 1 0 1 0 0 6 3 5 0 4 0 0 30 2 4 1 1 3 5 0 3 4 5 6 11 5 9 0 0 59 . 13 154 14 35. 23 11 .33 112 42 81 42 67 18 93 1 2 741 6 37 5 7 9 9 9 23 18 11 15 12 0 34 0 0 195 6 6 1 6 13 3 1 14 6 4 14 16 0 3 0 0 95 3 106 9 20 5 4 11 49 24 17 6 31 7 52 3 2 349 5 58 6 10 2 4 2 23 12 8 1 11 10 20 11 2 185 0 5 1 0 3 0 0 0 1 0 0 3 2 3 0 0 18 2 137 14 • 28 23 10 25 93 34 62 23 44 15 82 0 0 592 4 68 4 16 8 7 9 31 10 15 10 12 3 20 0 1 218 0 10 1 0 4 2 1 1 2 4 5 7 1 7 0 1 46 4 72 7 14 2 4 4 35 21 21 4 10 9 28 1 0 236 1 . 73 6 1 5 0 2 29 8 7 2 12 11 20 31 1 2x19 0 4 1 . 0 1 5 1 0 0 6 0 1 1 8 0 0 28 1 55 4 20 13 7 25 55 18 36 16 22 12 60 1 0 345 1 25 1 3 4 1 4 1 4 7 5 3 4 9 0 0 72 1 13 0 0 1 0 1 1 0 3 13 12 0 3 0 0 48 15 196 36 33 34 10 16 54 48 33 40 38 25 75 2 0 655 3 174 8 35 30 12 1 38 14 24 110 44 11 54 0 0 558 1,140 747 ENTRY DEPARTMENT Port Totals All Departments 3 85 10 4 0 10 3 34 18 14 8 24 8 34 . 8 0 263 STEWARD DEPARTMENT Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Boston New York Philadelphia Baltfmore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 7 129 9 16 15 5 12 80 22 31 13 37 10 49 3 1 439 Medical Arts Building 324 W. Superior St. 55802 (218) RA 2-4110 FRANKFORT, Mich HOUSTON, Tex ENGINE DEPARTMENT Boston New York Philadelphia .. Baltimore Norfolk Tampa Mobile New Orleans .. Jacksonville .. San Francisco. Wilmington ... Seattle Puerto Rico ... Houston Piney Point ... Yokohama — Totals Totals ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Boston New York Philadelphia .. Baltimore Norfolk Tampa Mobile New Orleans ,. Jacksonville .. San Francisco. Wilmington ... Seattle Puerto Rico ... Houston Piney Point ... Yokohama Totals 1 ih TOTAL SHIPPED All Groups Class A Class B Class C ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-9375 ALPENA, Mich 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin St. 14202 T716) TL 3-9259 CHICAGO, ILL. .9383 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DULU TH, Minn 2014 W. 3 St. 58806 3 31 6 3 1 4 21 11 12 3 12 7 24 1 0 150 1,159 6 115 • 17 12 14 9 6 39 36 18 18 23 19 56 46 0 434 1 55 8 10 14 13 1 14 9 7 42 24 6 35 0 0 239 0 0 0 6 30 8 18 6 3 11 29 10 29 8 20 14 24 0 0 216 777 347 1,024 657 105 1,894 P.O. Box D 415 Main St. 49635 (616) 352-4441 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Monlgoinery St. 07302 (201) HE 5-9424 .MOBILE, Ala IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. . .2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT AR THUR, Tex. 534 9 Ave. 77640 (713) 983-1679 SAN FRANCTSCO, Calif 1311 Mission St. 94103 (415) 626-6793 SANTURCE, P. R. .1313 Fernandez, Junco.s, Stop 20 00909 (809) 725-6960 SEAFTLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. . .4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla. 2610 W. Kennedy Blvd. 33609 (813) 870-1601 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 WILMING TON, Calif. 408 Avalon Blvd. 90744 YOKOHAMA, Japan Yokohama Port P.O. (213) 549-4000 P.O. Box 429 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 West Coast Stewards Halls HONOI.l LF. Hawaii ... 707 Alakea SI. 96813 (808) 537-5714 •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. J During the month of September, a total of 1,786 deep-sea jobs were shipped through the SIU's network of hiring halls. Of this total, only 1,024 were taken by "A" Seniority members. The remainder, 762 jobs in all, were filled by "B" and "C" seniority people. This is the best indication of any that shipping for SlU members is excellent and will remain that way for the foreseeable future. PORTI AM). Or 421 S.W. 5th Ave. 97204 (503) 227-7993 Wll MINOTON. C a. .. 408 Avalon Blvd. 90744 (213) 549-40UU SAN FRANTISC O, ( a. 350 Fremont St. 94105 (415) 543-5855 October 1979 / LOG / 23 if �Apply Now for an HLS5 Upgrading Course! HARRY LUNDEBERG SCHOOL UPGRADING APPLICATION (Please Print) Date of Birth. Name. (Last) (First) Mo./Day/Year (Middle) Address. (Street) (City) (State) Deepsea Member • (Area Code) Lakes Member • Inland Waters Member • Seniority. Book Number Date Book Was Issued. Port Presently Registered ln_ Port Issued Endorsement(s) or License Now Held, Social Security Piney Point Graduate: • Yes No Q (if yes, fill in below) Entry Program: From to. (dates attended) Upgrading Program: From. Telephone. (Zip Code) Endorsement(s) or License Received . to. (dates attended) Do you hold a letter of completion for Lifeboat: • Yes No [] Firefighting: (• Yes No • Dates Available for Training I Am Interested in the Following Course(s). DECK 1 1 Tankerman n AB 12 Months f~~l 1 1 • |_J l_J (~~1 1 1 1_1 1 1 U AB Unlimited AB Tugs & Tows AB Great Lakes Quartermaster Towboat Operator Western Rivers Towboat Operator Inland Towtx)at Operator Not More than 200 Miles Towboat Operator (Over 200 Miles) Master • Mate Pilot RECORD OF EMPLOYMENT TIME STEWARD ENGINE • FWT n • • • • • • n u • • Oiler QMED - Any Rating Others Marine Electrical Maintenance Pumproom Maintenance and Operation Automation Maintenance of Shipboard Refrigeration Systems Diesel Engines Assistant Engineer (Uninspected Motor Vessel) Chief Engineer (Uninspected Motor Vessel) • (~1 • • • Assistant Cook Cook & Baker Chief Cook Steward Towboat Inland Cook ALL DEPARTMENTS • • |_J • • LNG LNG Safety Welding Lifeboatman Fire Fighting (Show only amount needed to upgrade in rating noted.above or attach letter of seivice, whichever is applicable.) VESSEL SIGNATURE RATING HELD DATE SHIPPED DATE RETURN COMPLETED APPLICATION TO: LUNDEBERG UPGRADING CENTER, PINEY POINT, MD. 20674 24 / LOG / October 1979 DATE OF DISCHARGE i �Hey Bos'n! Gerald Corelli Richard Gibbons William Smith 3rd Class of Bosun Recert. Program Underway Patrick Hawker "Hey bos'n, do you have a minute? I have to ask you a question." Who onboard ship has not heard that familiar cry? It's as much a part of the merchant sailor's experience as the salt In the Atlantic Ocean. Because of the bosun's unique position onboard ship, the SIU instituted the Bosun Recertification Program. Three classes were scheduled for this year. Two have already been held; the third is now in progress at the Lundeberg School. The original program had been temporarily sus­ pended in June 1976 after 402 people had been recertified. Since that time death, retirement and various other factors have reduced the number of recertified bosuns shipping out. The first two clashes this year were resounding successes. Participants in the program spent one month at the Harry Lundeberg School of Seaman­ ship in Piney Point, Md. and one month at Union Headquarters in Brooklyn. Joseph Morrison Marvin McDuffie Orlando Hernandez The two-month program is geared towards expos­ ing bosuns to all facets of the maritime industry. As ship's chairman and head of the unlicensed members of the deck department, it is essential that the man filling this spot have the tools to help his crewmates. James Camp In the fast changing world of the sailor, at least one thing is staying the same. The bosun is still the man to ask about what is going on. Aden Ezell X Frank Bona James Todd John Chermesino Bernard Kitchens s Romolol DeVirgileo October 1979 / LOG / 25 �r SANTA MERCEDES (Delta Steam­ ship), August 1 -Chairman, Recertified Bosun E. D. Christiansen; Secretary Samuel N. Smith; Educational Director Bobby E. Stearman; Deck Delegate C. A. Perreira; Engine Delegate John Kirk; Steward Delegate Ralph Aquino. No disputed OT. $212.10 in ship's fund. Chairman urged all members who have enough time to go to upgrading school as the Union is badly in need of more good men in the industry. Also for members to watch themselves when they go up on deck as there is a lot of spray painting and touching up being done throughout the deck and passenger areas. Discussed the importance of donating to SPAD. Thanks everyone for making this a good ship. Next port San Francisco. MONTICELLO VICTORY (Victory l^teamship) August 5—Chairman Frank Smith; Secretary Duke Hall; Educa­ tional Director Charles K. Druvry; Deck Delegate Claude Blanchard; Engine Delegate Pete Vasquez; Steward Delegate N. W. Mc Loughlin. No disputed OT. Secretary reported that upgrading for all jobs in the Steward Ctepartment will be starting soon at Piney Point and those who qualify should take advantage of this opportu­ nity to better yourself. The Log was discussed and posted for all to read. Observed one minute of silence in memory of our departed brothers. SEA-LAND RESOURCE (SeaLand Service) August 26—Chairman, Recertified Bosun Peter Drewes; Secre­ tary John Gibbons; Educational Direc­ tor Theodore Wiatrowski; Engine Delegate John Duda; Steward Delegate Joseph Roberts. No disputed Of. Chairman thanked the crew for their splendid cooperation duringemergency drill. Also discussed the importance of donating to SPAD. Chiel Steward J. L. Gibbons thanked the steward depart­ ment lor their cooperation. Captain F'ranklin extenderi his thanks to the crew for their splendid cooperation during the recent emergency. A vessel .sank in the North Sea and the Captain said the crew acted in the true tradition of the sea. Observed one minute of silence in memory of our departed brothers. Next port New Jersey. SEA-LAND FINANCE (Sea-Land Service), August 12 Chairman, Re­ certified Bosun James Pulliam Jr.; Secretary L. Bennett; Educational Director Hacker. Chairman noted that the Log has been out for the crew to read. Please pass them around when you have finished. Di.scussed the importance of donating to SPAD. Next port Yokohama. ALEUTIAN DEVELOPER (SeaLand Service), August 26—Chairman, Recertified Bosun Clyde Miller; Secre­ tary Larry Lightfoot; Educational Director Anton N. Zhivarin; Steward Delegate C. Gray. Secretary reported on three new articles in the Log that are noteworthy. The scholarship awards for dependents. Bosun Recertification Program, an educational opportunity for Seafarers and the new Stewards Program. Educational Director noted that safety movies were shown. Report to Log: "Robert Zurfluk and Harry Silverstein kept the many fish eaters on the ship happy and full by catching numerous fish to add to ship's menu." Next port Kodiak. 26 / LOG / October 1979 •St EL PASO HOWARD BOYD (El Paso Marine), August 26—Chairman, 2 Recertified Bosun David LaFrance; Secretary Don Collins; Educational Director L. Tanner; Deck Delegate Arthur L. Mallory; Steward Delegate James Morgan. No disputed OT. Secretary gave comments on the articles to read in the Log on the upgrading report and on the article about the LNG stall in the government. It was noted that the Log carries material for all. Communication from Executive Vice President, Frank Drozak, was discussed and posted for all to read. A vote of thanks to the steward department. SANTA MARIANA (Delta Steam­ ship Lines), August 10—Chairman, Recertified Bosun H. B. Walters; Secretary Albert J. Courtney; Educa­ tional Director H. G. Ulrich. No disputed OT. Chairman stated that we need more avenues of recreation specifically, games etc. Chairman made the following statement: "Always try to understand each other—be Brothers! Unite and appreciate verbal communi­ cation. In other words, look upon each brother alike and try to help each other in any way you are able." Have received no communications to dale after the first ones from the Caribbean. How­ ever, we appreciate what we have received and understand the problems of air and sea mail and anticipate further communication. Report to Log: "Thanks for keeping us abreast of all maritime news and hoping to receive more communications as time goes by." Next port Callao. MERRIMAC (Ogden Marine), Au­ gust 26 Chairman, H. Menicou; Secretary J. Reed. Some disputed OTin deck, engine and steward department. The Log was received and distributed to the delegates. Chairman noted that some of the repairs were taken care of since the last meeting. Also that there is a good crew on here in all departments. A vote of thanks to the steward department. Next port Houston. ACHILLES (Newport Tankers), August 26—Chairman O. Pitfield; ?recretary T= Bolloii: Educational Director J. Singletary; Steward Dele­ gate A. Jackson. No disputed OT. Chairman noted that it was a long three hot weeks in Port Said, Egypt discharg­ ing grain. We are now loading in Russia for Spain; then from there to Algeria for a load of oil to St. James, Louisiana. Educational Director called attention to the fact that the ship has been carrying grain and the crew has gotten used to smoking on deck. But now that we are loaded with oil there is no smoking any place on deck. Members should leave matches and cigarettes in room while working on deck. Communications received were read and posted on board in messroom. A vote of thanks to the steward department for good food and service. Next port St. James, La. ST. LOUIS (Sea-Land Service), August 12 — Chairman, Recertified Bosun Thomas H. Holt; Secretary Oscar Smith; Educational Director C. McKinney; Deck Delegate Billy E. Lynn. Some disputed OT in deck and engine department. Chairman held a discussion on the Stewards Recertifica­ tion Program. Secretary urged all to read the present issue of the Log. There are many interesting features such as the appointment of our President to the post on Export Council; revamping of rules on initial eligibility for welfare plan benefits etc. I would like to congratulate Brother Paul Hall who was one of the few labor leaders invited to Camp David for breakfast and consul­ tation by President Carter during his reorganization. Chairman thanked all for making his stay a pleasant one and urged continued support of the new chairman when he comes aboard. Next port Rotterdam. SEA-LAND LEADER (Sea-Land Service), August 19—Chairman F. White; Secretary A, Reasko; Educa­ tional Director H. Henley. $50 in ship's fund. No disputed OT. Educational Director advised all members to go to upgrading school and to LNG school at HLSS. Also the importance of donating to SPAD. Observed one minute of silence in memory of our departed brothers. LNG TAURUS (Energy Transporta­ tion). August 19 Chairman, Recerti­ fied Bosun Tom Brooks; Secretary F. Costango; Educational Director G. Bernous; Deck Delegate Joe Morrison; Engine Delegate Bill Hyder; Steward Delegate Pat Geary. No disputed OT. Chairman noted that there will be no smoking in passageway or elevator. There is a mail box in the crew lounge. Each man shall secure the dead light in rooms at night. Hard hats and safety shoes should be worn on deck at loading and discharging ports and at fire and boat drills. All members should read the Log, especially the President's Report. It was noted that books have been put in the lounge and basketball courts have been set up. Next port Arun. OVERSEAS ALICE (Maritime Overseas) August 19—Chairman, Re­ certified Bosun W. Jefferson; Secretary A. Salem; Educational Director D. Vagiajdides; Deck Delegate R. Salazar; Engine Delegate J. C. Cohen; Steward Delegate L. Dunkins. Secretary re­ ported that when you are quitting the ship you should strip your bunk and make ready for replacement. Also discussed the importance of donating to SPAD. $25.50 in ship's fund. No disputed OT. Only communication received was the Log. Report to Log: "Third Mate fishing from the bridge, had a big shark on the line but it got away." Observed one minute of silence in memory of our departed brothers. Next port Freeport. CONNECTICUT (Ogden Marine), August 5—Chairman, Recertified Bo­ sun E. C. Barnhill; Secretary E. Kelly; Educational Director R. 1. Guerra; Deck Delegate E. Keeter; Engine Delegate R. Elliott; Steward Delegated. Mortinger. Chairman held a discussion on the articles that appear in the Log and advised all crewmembers to use safety at all times. No disputed OT. All communications received were read and posted. A vote of thanks to the steward department for a job well done. OVERSEAS NATALIE (Maritime Overseas), August 26—Chairman Michael Ventry; Secretary C. A. Guerra; Deck Delegate O. Powell; Engine Delegate E. Kent; Steward Delegate P. Baker. $85 in ship's fund. Some disputed OT in deck and engine departments. Chairman noted in his report that the ship will be at anchor until the 30th of August waiting for a ship to dock alongside for discharging of the cargo. All communications received have been passed around to all departments and posted. Observed one minute of silence in memory of our departed brothers and sisters. Official ship's minutes were also received from the following vessels: OVERSEAS NEW YORK OGDEN CHALLENGER TAMARA GUILDEN HUMACAO DELTA COLOMBIA WESTWARD VENTURE ZAPATA RANGER OGDEN CHARGER JOHN PENN SEA-LAND TRADE PORTLAND OVERSEAS OHIO OVERSEAS ALASKA OVERSEAS ANCHORAGE DEL SOL SEA-LAND EXCHANGE SEA-LAND COMMERCE COVE COMMUNICATOR OVERSEAS JUNEAU SE.\-LAND VENTURE DELTA PARAGUAY NEWARK OGDEN LEADER ARIES COVE EXPLORER SEA-LAND GALLOWAY TAMPA OVERSEAS NEW YORK COVE LEADER DELTA PERU GOLDEN MONARCH DELTA NORTE ROBERT E. LEE LNG CAPRICORN BOSTON OGDEN LEADER FLOR ALLEGIANCE GALVESTON HOUSTON DELTA URUGUAY EL PASO SOUTHERN OAKLAND TRANSCOLUMBIA ZAPATA COURIER MARYLAND CAGUAS WALTER RICE JACKSONVILLE DELTA BOLIVIA OGDEN TRAVELER SEA-LAND CONSUMER LNG PISCES BALTIMORE POINT SUSAN ARECIBO OVERSEAS HARRIETTE \ �He Conquered Atlantic Under Sail—Alone A ¥ M FTER 33 years with the SIU, Brother Olavi Kivikoski has decided to retire from his job as able seaman and enjoy his Union pension. Hell have more time now to paint his landscapes and still lifes and to write his stories. And, like his fellow Seafarers, he can reminisce about his days on the sea. But unlike most of his Brothers, Seafarer Kivikoski will have a little more to reminisce about. For it was in the summer of 1953 that he sailed alone in a 32foot, two masted Nova Scotia schooner from New York to Holland. The trip took 67 days. The whole journey was made under sail. Kivikoski had brought along a small motor, mainly to use when in port, but the motor conked out on him soon after the journey started. He also ran out of fresh water because one of his tanks began to leak. Luckily there was enough rain for Kivikoski to replenish his water supply. Though he didn't characterize the journey as particularly har­ rowing, he did say it was "some­ times rough." He encountered high seas and powerful storm.s that lasted for days. And when Kivikoski arrived in Den Helder, Holland he landed in a big gale. On to Finland Continuing his journey through the Dutch canals and the inland waterways of Sweden, Kivikoski reached the Gulf of Bothnia. He then sailed north and in late October reached his parents' hometown of Kemi, Finland, 60 miles south of the Arctic Circle. (Kivikoski himself is a native of Finland and he served in the front line during the 1939 Fino-Russian War.) In Kemi, 300 to 400 of the townspeople came out to greet him. Kivikoski later wrote a book about his trip that was published in Finland. Brother Kivikoski apparently hadn't had his fill of adventure quite yet. In 1956 he decided to sail his wooden boat back the other way. The journey westward through more southerly waters should have been easier. But instead. Brother Kivikoski kept running into trouble. He hit very bad weather in Denmark and decided to fly back to New York and ship out for awhile before continuing the journey. When he did, Kivikoski got as far as the Bay of Biscay near Spain where he lost the rudder and other parts of the boat. He managed to get to Lisbon where he had the boat reconditioned. At the Canary Islands off Africa, Seafarer Kivikoski de­ cided to wait a couple of months for the hurricane season to pass. In October he started out again and 36 days later—on Thanks­ giving—he arrived at St. Thomas in the Virgin Islands. Pat on the Stern It would seem that the worst was over. But not quite. On the way to Miami, Kivikoski's boat ran over a coral reef off Cuba and he almost lost her. But local fishermen helped him get the boat off the reef and he even­ tually completed the journey to Miami. Monthly Membership Meetings Port New York Philadelphia Baltimore Norfolk Jacksonville Algonac Houston New Orleans Mobile San Francisco Wilmington Seattle Piney Point San Juan Columbus Chicago Port Arthur Buffalo St. Louis Cleveland Date Nov. 5 Nov. 6 Nov. 7 Nov. 8 Nov. 8 Nov. 9 Nov. 12 Nov. 13 Nov. 14 Nov. 15 Nov. 19 Nov. 23 Nov. 10 Nov. 23 Nov. 17 Nov. 13 Nov. 13 Nov. 14 Nov. 16 Nov. 15 Deep Sea Lakes, Inland Waters 2;30p.m 2:30p.m 2:30p.m 9:30a.m 2:00 p.m 2:30p.m 2:-30p.m 2:30p.m 2:30p.m 2:30p.m 2:30p.m 2:30p.m 10:30a.m 2:30p.m — 2:30p.m — 2:30p.m — In this photo, taken in 1953, Seafarer Olavi Kivikoski sits at the tiller at his 32-foot Nova Scotia schooner Turquoise. Brother Kivikoski soon sold his blue-green boat. But before he did, he gave her a pat on the side. She had gotten him through some rough times and he felt she lived up to her name Turquoise. As Kivikoski explained, the turquoise stone "is dedicated to a true, loving heart." When Brother Kivikoski got back to New York he married an old girl-friend of his, Helen, and they eventually settled in Lake Worth, Fla. where they still live. Brother Kivikoski went on his solo sea journeys because he "wanted adventure." That was over 20 years ago. But even today, at age 65, he gets a nostalgic look in his eyes when he thinks back to those times. One has the feeling that if he could find a boat like the Turquoise, the Log might be writing about another sea adventure taken by Brother Kivikoski. UiW 7:00p.m. 7:00p.m. 7:00p.m. 7:00p.m. — 7:00p.m. 7:00p.m. — — 1:00p.m. — — October 1979 / LOG / 27 �r I SIU Tug Cape May Now Working In the event that any SIU members have legal problems in the various ports, a list of attorneys whom they can consult is being published. The mem­ ber need not choose the recommended attorneys and this list is intended only for informational purposes: The following is a list of recom­ mended attorneys throughout the United States: NEW YORK, N.Y. Schulman & Abarbanel 350 Fifth Avenue New York, N.Y. 10001 • Tele. #(212) 279-9200 BALTIMORE, MD. Kaplan, Heyman, Greenberg, Engelman & Belgrad Sun Life Building Charles & Redwood Streets Baltimore, Maryland 21201 Tele. #(301) 539-6967 HOUSTON, TEX. Archer & Peterson Americana Building 811 Dallas Street Houston, Texas 77002 Tele. #(713) 659-4455 TAMPA, FLA. Hamilton & Douglas, P.A. 2620 W. Kennedy Blvd. Tampa, Florida 33609 Tele. #(813) 879-9482 SAN FRANCISCO, CALIF. John Paul Jennings, Henning and Walsh 100 Bush Street, Suite 1403 San Francisco,California 9410'< Tele. #(415) 981-4400 ST. LOUIS, MO. Gruenbcrg & Sounders 721 Olive Street St. Louis, Missouri 63101 Tele. #(314) 231-7440 NEW ORLEANS, LA. Barker, Boudreaux, Lamy, Gardner & Foley 1400 Richards Building 837 Gravier Street New Orleans, Louisiana 70112 Tele. #(504) 586-9395 LOS ANGELES, CALIF. Fogel, Julber, Reinhardt & Rothschild 5900 Wilshire Boulevard Los Angeles, California 90036 Tele. #(213) 937-6250 MOBILE, ALA. Simon & Wood 1010 Van Antwerp Building Mobile, Alabama 36602 Tele. #(205) 433-4904 DETROIT, MICH. Victor G. Hanson 19268 Grand River Avenue Detroit, Michigan 48822 Tele. #(313) 532-1220 BOSTON, MASS. Joseph M. Orlando 95 Commercial Wharf * Boston, Massachusetts 02110 Tele. #(617) 523-1000 SEATTLE, WASH. Vance, Davies, Roberts, Reid & Anderson 100 West Harrison Plaza Seattle, Washington 98119 Tele. #(206) 285-3610 CHICAGO, ILL. Katz & Friedman 7 South Dearborn Street Chicago, Illinois 60603 Tele. #(312) 263-6330 28 / LOG / October 1979 Philly Harbor An SlU-contracted boat has become the most powerful ship docking tug in the port of Philadel­ phia. She's Curtis Bay's Cape May. After being overhauled and refitted recently, the six-year old tug was transferred from Baltimore to Philadelphia. Measuring 107 feet long and 32 feet wide, the Cape May has a horsepower of 3,300. She has twin screws, twin rudders, and is air conditioned. She's the first twin-screw tug to be used for ship handling in the port of Philadelphia. Each Boatman aboard the Cape May has a private foc'sle. The boat is SIU top-to-bottom. SIU Tug Clipper on the Move Four SIU Boatmen posed for this photo in the galley of their boat C//pper(IOT) while she was at the Chevron Oil dock in Perth Amboy, N.J, recently. From the left are; Pete Desmond, captain; Jerry Sharp, cook; Charlie Pugh, mate, and John Finch, AB. The Clipper is a deep-sea tug employed in the coastwise oil trade. Dispatchers Report for Inland Waters SEPT. 1-29,1979 noTAL REGISTERED TOTALSHIPPED All Groups Class A Class B Class C Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals 0 0 0 0 0 0 0 0 0 391 0 0 0 0 1 3 2 0 0 4 07 1 3 0 000 3 4 5 0 0 0 0 0 1 2 11 3 6 4 12 0 0 0 3 20 11 2 29 0 3 13 95 29 94 138 ." 0 0 0 0 0 0 0 0 0 000 0 0 0 0 1 1 0 0 0 005 0 2 0 OOO 0 0 0 0 0 0 0 0 1 59 8 5 5 12 0 0 0 0 6 4 2 29 0 1 2 2 13 54 33 0 0 0 0 0 0 0 0 0 9 23 3 0 0 0 1 2 4 9 3 0 45 13 2 6 1 000 5 10 12 0 0 0 0 0 6 3 13 8 6 1 9 0 0 0 8 38 26 0 1 0 2 18 168 49 120 250 ENGINE DEPARTMENT Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah 0 0 0 0 0 1 0 0 0 100 0 0 0 0 0 0 0 0 0 000 0 0 0 000 0 0 2 0 0 0 0 0 0 0 r 1 000 0 0 0 0 0 0 0 0 0 000 Totals 1 1 4 Port Totals All Departments All Groups Class A Class B Class C DECK DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals ••REGISTEREDON BEACH All Groups Class A Class B Class C 0 0 0 0 0 0 0 0 0 000 0 0 0 0 0 0 0 0 0 000 0 0 0 000 0 0 0 0 0 0 0 0 0 1 3 1 000 0 0 0 0 0 0 0 0 0 000 1 3 1 0 0 0 0 0 1 0 0 0 100 0 0 0 0 0 0 0 0 0 000 1 0 0 000 0 0 4 0 0 0 0 0 0 2 2 2 000 0 0 0 0 2 0 0 0 0 212 6 5 9 STEWARD DEPARTMENT ' 0 0 0 000 0 0 0 000 0 0 0 0 0 0 0 0 0 002 0 0 1 000 0 0 "0 0 0 0 000 0 0 0 000 0 0 0 1 4 0 0 3 0 129 2 9 12 32 104 154 0 0 0 000 0 0 0 000 0 0 0 0 0 0 0 0 0 000 0 0 0 000 0 0 0 0 0 0 000 1 0 0 000 0 0 0 0 1 0 0 3 0 000 1 4 0 15 61 34 •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. 0 0 0 000 0 0 0 000 0 0 0 0 0 n 0 0 0 003 0 0 1 000 0 0 1 0 0 0 OOn 0 0 l OOo 0 0 n 1 o 0 0 n 26 9i 3 9 29 58 134 288 �Mobile The Dolphin Is. Drawbridge on the Intracoastal Canal Waterway was washed away by Hurricane Frederic on Sept. 12. It will take two years to rebuild. New Orleans Norfolk The new contract for Boatmen at Cape Fear Towing Co. of Wilming­ ton, N.C. has been "signed, sealed and delivered." At the Stone Towing Co. also in Wilmington, Boatmen there are still on strike against the company. Contract negotiations have begun for Boatmen at the Swann Launch Co. here. Plney Point A new contract was signed for Boatmen working for the Steuart Petroleum Co. here. Great Lakes On Oct. 8, the Great Lakes Dredge and Dock Co. began its annual fall dredging of the Cayahoga River in the port of Cleveland. Zenith Dredging started a dredging job up in the port of Duluth. The ST Ogden Columbia (Ogden Marine) stranded in the port of Duluth during the grain millers strike, was the first tanker to load on grain at the end of the beef. Settlement of the beef lead to the recall to return to work of Boatmen aboard Lakes' tugs and docking vessels. 'f Construction of a new $50-million bridge between the twin grain ports of Duluth and Superior, Wise, will help to provide jobs for the Boatmen of the Johnson Brothers Dredge Co. of Wisconsin and put other maritime workers to work there. A considerable amount of dredging supplies will also be required. Houston Contract negotiations at Dixie Carriers and the Higman Towing Co. here are due to start next month. f On Nov. 1, two more new tugs will be delivered to G KNOW YOUR RIGHTS H Towing here. Arbitration with Dixie Carriers on computation of the Cost of Living Adjustment (COLA) retroactive to Apr. 6 for the company's Boatmen is slated to begin late this month. Jackson and Tampa The new hopper dredge Sugar Island (Great Lakes D & D) started a dredging Job in St. Augustine, Fla. Jacksonville Port Agent Leo Bonser was elected a Clay County (Fla.) delegate to the Democratic Party Presidential Convention to be held next month in St. Petersburg, Fla. * it' The new tug Gulf Star (Sheridan Towing) was in service this month in the port of Tampa. Mississippi River System Four crewmen aboard the steamboat Mississippi Queen (Delta Steamboat) were hurt on the afternoon of Sept. 7 when the 376-foot sternwhceler collided with the 38,000-ton Panamanian tanker Spes on the river near Norco, La. Also 40 feet of the steamboat's railing on the third deck amidship was damaged. The 753-foot tanker had a small gash in her bow. The Queen with 500 passengers was sailing from St. Louis to New Locks and Dam 26 A court ruling to decide the fate of the new Locks and Dam 26 on the Mississippi at Alton, 111. is expected to be handed down soon in Washington, D.C. The trial in U.S. District Court to halt construction of the facility by railroad and environmental groups ended this month. Red River Waterway Project The U.S. Corps of Engineers last month awarded four contracts worth more than $8 million for revetment work on the Red River Waterway Project. The waterway will allow year-round navigation between Shreveport, La. and the Mississippi with six locks and dams. KNOW YOUR RIGHTS— CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. 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 con­ tents. Any time you feel any member or oliicer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. A!i 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. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: Frank Druzak, Chairman, Seafarers Appeals Board 275 - 20th Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship of boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU KNOW YOUR RIGHTS 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. Cotisequently, no member may be discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to vt/hich he is entitled, he should notify Union headquarters. patrolman or other Union olficial, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY —THE LOG. The Log has traditionally refrained from publishing any article .serving the political purpo.ses of any individual in the Union, officer or member. It has al.so 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, I960, meetings in all constitutional ports. The responsibility for 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 circum­ stances 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 should not have been required to make such payment, this should immediately be reported to Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are u.sed to further its objects and purposes includ­ ing, but not lirniieu to, furthering the political, social and economic interests of maritime workers, the pre.servation 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 con­ dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seaf arers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Sup­ port SPAD to protect and further your economic, poli­ tical and social interests, and American trade union concepts. If at any time a menibcr feels that any of the above rights have been violated, or that be has been denied his constitutional right of access to Union records or infor­ mation, he should immediately notify SIU President Paul Hall at headquarters by certified mail, return receipt requested. The address is 675 - 4th Avenue, Brooklyn, N.Y.II232. October 1979 / LOG / 29 �p .•i"" f Abner Alonzo Abrams Jr., 57, joined the SIU in 1942 in the port of Mobile sailing as a chief electrician. Brother Abrams sailed 35 years. He was on the Delta (N.O.) Shoregang from 1975 to^ 1979. Seafarer Abrams was born in Alabama and is a resident of Picayune, Miss. John Lawrence Buckley, 65, joined the SIU in the port of Seattle in 1960 sailing as a QMED, junior engineer and electrician. Brother Buckley sailed 30 years. He is a veteran of the pre-World War II U.S. Army. Seafarer Buckley was born in San Francisco and is a resident of Edmonds, Wash. Milton Gerome Broussard, 65, joined the SIU in the port of Houston in 1962 sailing as an AB and ship's delegate. Brother Broussard sailed 28 years. He is also a machinist and rigger. Seafarer Broussard is a veteran of both the pre-World War II U.S. Navy and the World War II U.S. Army. Born in Rayne, La., he is a resident of Baker, La. John David Cantrell, 55, joined the SIU in 1944 in the port of Mobile sailing as a chief electrician. Brother Cantrell was born in Mobile and is a resident of Whistler, Ala. Angelo Paul Cinquemano, 57, joined the SIU in the port of New York in 1962 sailing as a chief cook. Brother Cinquemano sailed 28 years. He also sailed as a ship's delegate on the C/S Lorif^ Lines. Seafarer Cinquemano hit the bricks in the 1961 Greater N.Y. Harbor beef. And he is a veteran of the U.S. Army in World War II. A native of Brooklyn, N.Y., he is a resident of San Diego, Calif. Clarence Conkle, 56, joined the SIU in 1943 in the port of New York sailing as an oiler. Brother Conkle was born in Moundsville, W. Va. and is a resident of Glen Easton, W. Va. Albert James Costello, 66, joined the SIU in the port of San Francisco in 1967 sailing as a bosun. Brother Costello sailed 22 years. He is a veteran of the pre-World War II U.S. Coast Guard and the World War II U.S. Army. Seafarer Costello was born in San Francisco and is a resident of Sattahip, Cholburi, Thailand. Major Theodore Costello, 65, joined the SIU in 1938 in the port of Miami, Fla. sailing as a bartender and chief steward. Brother Costello was picket captain in the 1939 Miami P & O beef. He was born in New York City and is a resident of Redondo Beach, Calif. Rafael Carbone D'Angelo, 72, ioined the SIU in 1945 in the port of New York sailing as a deck and junior engineer and assistant elec­ trician. Brother D'Angelo was born in Italy and is a naturalized U.S. citizen. He lives in Atlanta, Ga. 30 / LOG / October 1979 Asterio Delgado Muentes Sr., 64, , joined the SIU in 1947 in the port of Norfolk sailing as a cook and bartender. Brother Muentes sailed 44 years. He was born in Manta, Ecuador and is a naturalized U.S. citizen. Seafarer Muentes is a resi­ dent of New Orleans. Pensia John Lionel Flint, 62, joined the Union in the port of Chicago in 1971 sailing as a deckhand for the Hannah Marine Co. in 1968 and the Great Lakes Dredge and Dock Co. Brother Flint was a former member of the NMU from 1939 to 1946. He is a veteran of the U.S. Army in World War II. Laker Flint was born in Whiting, Ind. and is a resident of Bay Park, Mich. James Bernard "J. B." Morton, 63, joined the SIU in 1938 in the port of Mobile sailing as a chief steward. Brother Morton sailed 42 years. He was born in Alabama and is a resident of New Orleans. Arthur Fleger "Art" Garrettson, 65, joined the Union in the port of Alpena, Mich, in 1954 sailing as a fireman-watertender for the Ameri­ can Steamship Co. Brother Garrett­ son sailed 27 years. He was born in West Virginia and is a resident of Seth, W. Va. Bernard Floyd Overstreet, 62, joined the SIU in 1946 in the port of Mobile sailing as a deck engineer and ship's delegate. Brother Overstr^^ was born in Whatley, Ala. and is a resident of Mobile. Howard Norman Negard, 66, joined the Union in the port of Duluth, Minn, in 1961 sailing as an oiler and linesman for the Great Lakes TowingCo. from 1944 to 1979. He was born in Duluth and is a resident there. Joseph John Quartararo, 63, joined the SIU in the port of New York in 1956 sailing as a firemanwatertender. Brother Quartararo was also a fisherman. He took part in the organizing drive of the Robin Line in 1957 and walked the picket line in both the 1961 N.Y. Harbor beef and the 1962 Robin Line strike. Seafarer Quatararo was on the SeaLand (Oakland) Shoregang from 1972 to 1978. In 1970, he attended the Piney Point Crews Conference No. 10. Born in the Bronx, N.Y., he is a resident of San Francisco. Edelmiro Albarran, 62, joined the SIU in 1938 in the port of Baltimore sailing in the steward department for 43 years. Brother Albarran was on the picketline in the 1961 N.Y. Harbor strike and the 1965 District Council 37 beef. He was born in Ponce, P.R. and is a resident of the Bronx, N.Y. Woodrow Wilson Reid, 64, joined the SIU in 1944 in the port of Baltimore sailing as a chief steward. Brother Reid was born in South Carolina and is a resident of Balti­ more. Zygmund Wydra, 59, joined the SIU in the port of New York in 1952 sailing as a 2nd cook. Brother Wydra sailed 32 years. He is also a pattern­ maker. And he is a veteran of the U.S. Army in World War 11. Seafarer Wydra was born in Mt. Carmel, Pa. and is a resident of San Francisco. George Daniel "Red" Brady, 61, joined the SIU in the port of New York in 1950 sailing as a bosun. Brother Brady also sailed as a chief purser aboard the5'5' Robert C. Grier (Isthmian). He was also a Union organizer. And at one time he was an NBC radio announcer in Chicago, 111. Seafarer Brady was born in Nebraska and is a resident of Grand Island, Neb. Harold Amos Thomsen, 66, joined the SIU in 1946 in the port of New York sailing as a wiper. Brother Thomsen sailed 37 years. He was born in Medford, Wise, and is a resident of Seattle. Boleslaw Derol, 66, joined the SIU in the port of New York in 1955 sailing as a fireman-watertender. He sailed 32 years. Brother Derol attended the District 2 MEBA School of Marine Engineering, Brooklyn, N.Y. in 1967. He received a 1960 SIU Personal Safety Award for sailing aboard an accident-free ship, the SS Seatrain Georgia. Seafarer Derol was born in Poland and is a naturalized U.S. citizen. He resides in Kings Park, L.L, N.Y. •• K" PL Nillo Veikko Reitti, 62, joined the SIU in 1947 in the port of New York sailing as a chief electrician. Brother Reitti sailed 43 years. He was also a fisherman. Seafarer Reitti was on the picketline in the 1961 N.Y. Harbor strike and the 1965 District Council ^ native of Finland, he is a naturalized U.S. citizen and a resident of Brooklyn, N.Y. Felix Herminio Serrano, 65, joined the SIU in 1941 in the port of New York sailing as a bosun and in the steward department. Brother Serrano was on ihe Sea-Land (San Juan) Shoregang from 1964 to 1979. He hit the bricks in the 1961 N.Y. Harbor beef. A native of Ponce, P.R., he is a resident of Rio Piedras, P.R. Philip Swing, 65, joined the SIU in 1939 in the port of New Orleans sailing as a 2nd cook. Brother Swing received a 1960 Union Personal Safety Award for sailing aboard an accident-free ship, the SS Steel Surveyor. He was born in New Orleans and is a resident of Gretna, La. Willard Clinton Griffith, 64, joined the Union in the port of Mobile in 1956 sailing as a cook and baker and AB for the Mobile Towing Co. from 1939 to 1979. Brother Griffith is also a pipefitter. He was a former member of the NMU. Born in Mobile, he is a resident there. \ �fight for what we felt we deserved." Willie knows what he's talking about because he's been through it all many times over his 40 years as an SIU member. He went to work on the rivers at the age of 16, sailing as deckhand. 40 Years a Riverman, He Recalls ^Good O/e Days' A i H, the good ole days of nickel beers and penny candies! But anyone who's been through the good ole days will probably tell you that the 'good ole days' weren't so hot. Charles "Willie" Koch was through the 'good ole days' on the Mississippi River. And as he'll tell you, they were downright lousy. Willie started working on the Mississippi as a deckhand with Whiteman Towing in 1935 in the port of New Orleans. There were no unions on the rivers at that time. And as Willie will tell you, the companies took complete advantage of the situation. His first boat was a real 'sweet­ heart.' She was a harbor boat. Pay was $1.57 a day. There were abso­ lutely no sanitary facilities on the boat at all. If nature called, you answered over the side. The men worked straight through from 5:30 a.m. to 6:30 p.m. The only time the men got overtime pay was if the boat stayed out beyond 9:00 p.m. But as Willie says, "we always seemed to get back in at 8:50 p.m. and never got a cent of overtime." These were only some of the indignities suffered by the boatmen of the 'good ole days.' Brother Koch also will tell you that there was a two pot system back then—that is, the captain got one kind of food, the crew got the leftovers. Willie distinctly remembers a day when he walked into the galley and saw beef stew on the burner. He and the rest of the deckhands got rice and beans that night for dinner. He also knew of boats where the dinner dish was a tin plate nailed to the table. The food was slopped down on it. And when vou were done eating the cook came along with a rag and wiped^it "clean." SIU Brought Change Things have changed on the rivers, however. And Willie attri­ butes the changes for the better solely to the SIU and other Unions which began organizing back in the late 30's. Willie became a part of the SIU family in 1939 when he helped organize Whiteman Towing for the Union. He has been a member ever since. And for all but a few years when he sailed deep sea, Willie has been working as a river boatman. He recalls that things started changing for the better on the rivers as soon as the SIU started organiz­ ing. He says he has experienced continual improvement in wages and working conditions over the years, thanks to the efforts of the Union. /• . ,' -A ' X- -y"* f • 1 Boatman Charles "Willie" Koch has been an SIU Boatman for 40 years. He says, "we were very militant back then and we weren't afraid to Today, he has a Chief Engineer's license for 5,000 hp vessels. And he has a 1st Assistant Engineer's License, Unlimited. Willie could sail deep sea if he wanted to. But he likes the rivers. He has been working for American Commercial Barge Lines since 1962. He has been Chief Engineer on the towboat Clyde Butcher for the last 14 years. He says he's going to stay on that boat "until it breaks down or I break down." Like so many people who have been through the tough times, Willie tells it like it is. He has confidence in himself, in his fellow Boatmen and his Union to keep beneficial changes happening. Times have changed in 40 years. But the need to advance has not changed. Willie has come a long way with the SIU. And as he says, "I really believe that we're going to go a lot further. All it will take is pride in ourselves, our jobs, and pride in our Union." DISDiilcliers RCDMI for Groat lalios SEPT. 1-29,1979 'TOTAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C "REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Algonac (Hdqs.) 48 19 4 63 84 6 26 13 8 3 24 14 13 1 12 28 90 66 80 104 ENGINE DEPARTMENT Algonac (Hdqs.) 37 17 9 56 52 STEWARD DEPARTMENT Algonac (Hdqs.) 11 4 0 26 23 ENTRY DEPARTMENT Algonac (Hdqs.) Totals All Departments 45 110 26 0 0 0 141 150 39 145 159 10 94 •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. New Boat and Barge Building Setting Records Under Title XI In the last decade, the U.S. fleet of new tugs, towboats and barges has experienced tremendous growth. In 1979 alone, boat and barge building activity topped the 2,000 mark. The dramatic increases in inland vessel construction are, in large part, a result of passage of the 1970 Merchant Marine Act. That legisla­ tion extended the Federal govern­ ment's Title XI construction loan and mortgage guarantee program to the inland water transportation industry for the first time. Under Title XI the government provides an inland vessel operator with up to 87.5 percent in mortgage insurance and construction loans to build a new piece of equipment. Passage of the 1970 Merchant Marine Act was due mainly to the diligent efforts of the SIU. The eight tugs and barges. This year, close to 2,000 pieces of equipment i Union fought to gel Title XI aid have been built with the aid of $473 ^ extended to tug and towboat opera­ tors because the program could give million in Title XI funds. And an additional 200 applications are still a big boost to the inland fleet. pending. That's exactly what happened. "We expect Title XI activity to Assistant Secretary of Commerce for Maritime Affairs Samuel B. continue to increase," Nemirow Nemirow recently credited Title XI said, adding that the Maritime Administration was acting to spur as "a catalyst in the upgrading and expansion of the inland waterways the growth of the funding program. Nemirow noted some concrete fleet." Speaking this month before the steps MarAd has taken which support claims that they are working National Waterways Conference in Memphis, Tenn., Nemirow pre­ to encourage inland operators to sented statistics to document the apply for Title XI assistance. continuing success of the Title XI Cutting down on bureaucratic red tape by standardizing. Title XI program. In 1970, the Maritime Admini­ application forms is the "most stration chief stated, a total of $3 significant" action Marad has taken, million in Title XI aid helped finance Nemirow said. He also pointed out that regional Marad offices now have the authority to okay Title XI applications of less than $5 million. The remarkable success of the Title XI program for the inlpnd fleet can be seen right in the SIU's backyard. Since 1970, two SIUcontracted inland companies. Na­ tional Marine and American Com­ mercial Barge Lines, alone have received Title XI funding to build 35 new towboats and nearly 450 barges between them. That kind of vessel construction activity is the reason the SIU fought so hard for the Title XI program in the 1970 Merchant Marine Act. New boats mean newJobsforSIU boatmen. And a bigger, stronger fleet means increased job security for all SIU members. October 1979 / LOG / 31 !r �mm Tbe Lakes Picture Algonac The SlU-contracted Mj V Indiana Harbor, American Steamship Co.'s newest thousand footer, broke the record for the largest single cargo ever loaded on the Great Lakes.The Indiana Harbor topped the old record of 68,912 net tons when she carried 70,171 net tons of iron ore pellets between Two Harbors, Minn., and Indiana Harbor, Ind. The vessel took on her first SIU crew last August, a month after her christening. She's the eighth addition to American Steamship's fleet since 1973, when the company began its shipbuilding program. * * * * The SlU-contracted carferry Chief Wawatam aised the same flag she flew back in 1911 to mark the 68th anniversary this month of her first transit across the Straits of Mackinac. Frankfort Plans to repair the Arthur K. Atkinson (Michigan Interstate Railway Co.) are at a standstill right now. Repair work on the carferry's shaft is finished but she hasn't yet been sent to the shipyard for general renovation work, khe delay occurred because some of the repair costs are apparently going to be higher than originally estimated. Since the work is being jointly funded by the states of Michigan and Wisconsin, both have to approve the revised costs before work can continue. \ h.e Atkinson was originally expected to return to active service by the end of the year but that time schedule doesn't look likely now. Duluth The three month strike by grain millers at the Port of Duluth was settled late last month and both deep sea and Great Lakes ships began loading grain immediately. No grain had been shipped out of the port since July as other unions honored the strike by members of Local 118 of the American Federation of Grain Millers against eight grain companies. As soon as the new contract was ratified the grain millers returned to work and the 22 salties in the port began loading grain. First to take on her cargo was the SlU-contracted Ogden Columbia, on-loading in a '-ecord one-and-a-half days. In addition, most of the SlU-contracted Delta Panama Committee With a smile of approval, Hdqs. Rep Teddy Babkowski (seated center) gives his well done to the crewmembers and the Ship's Committee of the SS Delta Panama (Delta Lines) at a payoff at Brooklyn's 39th St. Pier in the port of New York on Aug. 23. They were (seated I. to r.) AB Fred Galvin and Deck Maintenance David Bonefont. Standing (I. to r.) were Chief Steward Roosevelt Robbins, secretaryreporter; Deck Delegate N. Sala, Steward Delegate John VIcLain, Chief Electrician Jack Marcario, educational director; Bosun William Babbitt, ship's chairman and Engine Delegate John Penrose. 32 / LOG / October 1979 • • » Because no grain moved out of Duluth during the grain miller's strike the Western Great Lakes Ports Assn. is requesting an extension of the shipping season to whittle down the backlog of grain in the port. In letters to President Carter, Great Lakes Congressmen and administrators of both the American and Canadian sides of the St. Lawrence Seaway, the Association asked to have the Seaway's closing dates moved up from Dec. 15 to Jan. 1. However, an official of the U.S. St. Lawrence Seaway Development Corp. said the extension is doubtful. Water temperature, he said, is already below what it was at this time last year and an extension of a few days might not be possible. * * * Despite the halt in grain traffic, cargo handling at the Port of Duluth is up over last year's tonnage figures. The port has handled nearly 27 million net tons of waterborne cargo in the first eight months of this year compared to 25.3 million for the same time period in 1978. While grain shipments were down, iron ore, the port's major commodity, showed a 16 percent increase over last year. Cleveland * Though the Indiana Harbor usually makes a Minnesota/Indiana run, she travelled up the St. Clair River this month, giving SIU members at the Algonac Union hall a chance to see her in action. The vessel picked up a load of taconite in Detroit and was bound for Great Lakes Steel dock. * Kinsman fleet's grain ships have begun moving grain out of Duluth to other Great Lakes ports. A recent report published in the quarterly "Mid-American Outlook" claims the Great Lakes are one of America's "economic assets," but that the water network is "underutilized." In order to take full advantage of the Great Lakes/St. Lawrence Seaway system, the report called for an extended shipping season and for construction of a lock 1500 feet long and 150 feet wide at the Soo. Macklnae Island Tourists are drawn to Michigan's Upper Peninsula during the summer when it's prime time on Mackinac Island. The Island, which can only be reached via the SlU-contracted ferries that cross the Straits of Mackinac, is a beautiful and popular resort. If all goes according to plan, Mackinac Island may soon have another tourist draw, the former Great Lakes cruise ship South American. The South American was among the most popular of the American cruise fleet in the early part of the century. At that time, scores of passenger vessels made their leisurely way across Lakes Erie, Michigan, Huron and Superior, carrying 400-500 passengers per trip. Popular destinations in the days before factories changed the face of the shoreline and pollution marred the Lakes themselves were Montreal, Duluth, Chicago. Buffalo, Cleveland and Detroit as well as Mackinac Island. In the mid-1960s, the Coast Guard adopted new regulations which had an impact on the Great Lakes cruise industry. Because of a series of tragic fires on foreign flag passenger vessels in the Atlantic, the Coast Guard banned overnight passenger vessels with wood in their superstructures. In 1967 the SIU purchased the South American from her original owner, Georgian Bay Line. Plans to use the vessel as a training ship didn't pan out so she was re-sold by the Union. Current plans for the South American are to tow her to Mackinac Island where she'll be restored to her former glory and used as a museum. Delta Peru Log reader Roscoe Rainwater, steward delegate (seated) looks nonplussed as the happy Ship's Committee of the SS Delta Peru (Delta Lines) stand up for a photo at a Aug. 24 payoff at the 39th St. Pier, Brooklyn, N.Y. They were (I. to r.) Recertified Bosun Peter Sernyk, ship's chairman; Engine Delegate Alan Nelson. Deck Delegate Tony Ferrara, Chief Steward Walter Fitch, secretary-reporter; Chief Pumpman George Muzzicca and Chief Cook Ralph Bollara. • �UPGRADING Stewardess, 71, Waiter, 31, Get Lifeboat Tickets !Q. \, SIU Representative Ed Turner congratulates Marie (Dorsiglia and Vince Coss for having successfully passed the lifeboat class at the Andrew Ruruseth School of Seamanship in San Francisco. It builds your future It builds your security LNG—December 10 •J You're never too young nor too old to get a lifeboat ticket. The truth of that was made dramatically clear in San Francisco when two SIU members were certified as Lifeboatmen together. Veteran stewardess Marie Corsiglia got hers at the vintage age of 71 years, while waiter Vince Coss got his at a more tender age of 31 years. Both members graduated together from the Andrew Furuseth School of Seamaiisliip, operated by the SUP. As members of the former Marine Cooks & Stewards, neither Vince nor Marie were required to have lifeboat tickets. But now that they're SIU members they have gone along heartily with the SIU policy of having every member of the union become a certified lifehoatman. Council Grove Committee Diesels for QMED's—November 26 FOWT—November 26 AB—November 23 Steward—December 10 Chief Cook—December 10 Cook and Baker—December 10 Towboat Cook—December 10 Lifeboat—November 22; December 6, 20 Tankerman—November 22; December 6, 20 Conveyor Department Course—February IL 1980 To enroll, see your SIU Representative or contact: Vocational Education Department Harry Lundeberg School Piney Point, Maryland 20674 Phone: (301) 994-0010 (An upgrading application is in this issue of the Log. Fill it out and mail it today!) UPGRADING It pays Do It Now! First-tripper, Wiper Bill Lundy (standing left), is withi a shipmate and the Ship's Committee of the ST Council Grove (lOM) at a payoff on Aug. 23 at Stapleton Anchorage, 8.1., N.Y. after unloading crude at St. Croix, V.I. With him are (standing ' I. to r.) Wiper Wendell Allen and the Ship's Committee of Engine Delegate Mike Berry and Bosun L.C. Rich, ship's chairman. Seated (I. to r.) are Chief Steward Emmons A. Kirshharr, secretary-reporter; Deck Delegate Robert Myers and Steward Delegate Curtis L. Brodnax. Notke to Members On Job OiHProredure When throwing in for work dur­ ing a job call at any SIU Hiring Hall, members must produce the following: • membership certificate • registration card clinic card seaman's papers INLAND October 1979 / LOG / 33 �Labor Says U.S. Savings Bonds a Sound Investment A number of labor bodies have endorsed U.S. Savings Bonds as a safe and sound way to invest. In a letter to affiliates and members, the AFL-CIO's Food and Beverage Trades Department notes, "The U.S. Savings Bond Program has been for many years^ way for workers to both put something aside for the future and support their country." Bonds issued after June 1, 1979 receive six-and-a half percent interest if held to maturity. Maturity remains at five years for E Bonds and ten years for H Bonds. The former interest rate was six percent. The letter further points out that "the new rate applies also to all outstanding bonds." In another letter, the AFL-CIO Railway Employees' Department points out some of the ways that Savings Bonds can be purchased. "Bonds are easy to buy," writes President James E. Yost. "The Payroll Savings Plan permits Savings Bonds to be purchased through regular allotments from pay. Bonds may also be purchased regularly at banks through the Bond-A-Month Plan, or over the counter for cash at banks, savings and loan associations, and other financial institutions qualified as issuing agents. In addition. Bonds may be bought over the counter as gifts at most financial institutions." The U.S. Savings Bond Program comes under the auspices of the Treasury Department. In literature put out by the Department's U.S. Savings Bond Division, it's pointed out that "The Savings Bond was designed to make it impossible for any purchaser, however lacking in financial experience, to suffer loss under any conditions." Th^Pivision notes other positive points for owning Savings Bonds. Among them: • Bonds are "indestructible." Any Bond lost, stolen, mutilated or destroyed will be replaced at no charge. Interest rates are guaranteed to maturity. A person can never get back less than he pays in. Bonds are liquid a.ssets which may be cashed in after a minimal holding period—two months for E Bonds; six months for H Bonds. Navy Bosun/Mate Now a 2nd Mate Thanks to SlU Talking about how he decided to earning more money as a 2nd mate become a Boatman a few years with the company. Talking about the Harry Lundeago, 49-year-old Ray Alcorn said, berg School where the Scholarship "it comes kind of natural." Brother Alcorn was a bosun-mate Program is conducted. Brother in the Navy and when he retired Alcorn said, "The School is just from the service hecontinued to earn absolutely great for helping guys improve themselves." his living on the water. He added, "If you're weak in a In 1977 he joined the SIU in New Orleans and worked with Dixie particular subject, there's someone Carriers for awhile. Then he went to who will help you. I can't say enough Crowley Towing and Transporta­ for the School." The T.I. Towboat Operator tion which is nearer to his home in Scholarship Program which is given Neptune Beach, Fla. Alcorn was an AB with Crowley in cooperation with the SIU, pro­ when he went throught theTranspor- vides a weekly stipend of $125. Also, tation Institute Towboat Operator tuition, room and board, and books Scholarship Program. Now he's are free during the Program. Further, time spent in on-the-job training counts as the equivalent of wheelhouse time. Also, day-for-day work time credit is given for HLS entry graduates. The Transportation Institute is a Washington, D.C.-based educa­ tional and research organization for the maritime industry. It is com­ posed of 174 companies involved in harbor, inland, and deep sea opera­ tions. Anyone wishing to apply for the Program should contact an SIU representative or write to; T.I. Towboat Scholarship Committee, Harry Lundeberg School, St. Mary's County, Piney Point, Md. 20674. Help Your Brother Down the Road to Sobriety eeing a blind man walk down a street makes the rest of us thankful for our sight. Perfect strangers, as well as friends, don't hesitate to offer a guiding arm to the blind because we all think it must be a terrible thing to be unable to see where you're going. An alcoholic can't see where he's going either, only alcoholics don't have friends. Because a friend wouldn't let another man blindly travel a course that has to lead to the destruction of his health, his job and his family. And that's where an alcoholic is headed. Helping a fellow Seafarer who has a drinking problem is just as easy—and just as important—as steering a blind man across a street. All you have to do is take that Seafarer by the arm and guide him to the Union's Alcoholic Rehabilitation Center in Valley Lee, Md. Once he's there, an alcoholic SIU member will receive the care and counseling he needs. And hell get the support of brother SIU members who are fighting jjj the same tough battle be is back to a healtby, productive alcohol-free life. The road back to sobriety is a long one for an alcoholic. But because of ARC, an alcoholic SIl^ member doesn't have to travel the distance alone. And by guiding a brother Seafarer in the direction of the Rehab Center, youll be showing him that the first step back to recovery is only an arm's length away. S I I Alcoholic Rehabilitation Center I am interested in attending a six-week program at the Alcoholic Rehabilitation Center. I understand that all my medical and counseling records will be kept strictly confidential, and that they will not be kept anywhere except at The Center. Name Book No. I Address (Street or RED) (City) (State) Telephone No. ... Mail to. THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 or call, 24 hours-a-day. (301) 994-0010 34 / LOG / October 1979 I (Zip) I I I �30 Seafarers Cited for Bravery, Courage 2 SlU Members Given Awards by AOTOS Committee M ORE than 30 Seafarers aboard five SlU-contracted ships were honored for courage, heroism and outstand­ ing seamanshfp as the U.S.-fiag merchant marine paid tribute to their own at the 10th Annual Admiral of the Ocean Sea Awards last month. All together, 13 American merchant ships and more than 100 crewmembers were saluted for their roles in rescues at sea. In addition, the title of "Admiral of the Ocean Seas," was bestowed on Joseph T. Lykes, Jr., chair­ man of Lykes Bros. Steamship Co., for his leadership in re­ opening American-flag steam­ ship trade with China earlier this year. .'rj SIU member Hernando Salazar, a QMED aboard the passen­ ger vessel SS Delta Panama, was presented with the AOTOS "Mariner's Rosette" for saving the life of an elderly passenger. In total disregard for his own safety Salazar dove in after the passen­ ger who'd fallen off a launch and was being swept away in heavy seas. Brother Salazar shrugged off his heroics with the words: "I've always been a strong swimmer. I'm just happy I was able to lend a hand." Also awarded the Mariner's Rosette was SIU member Dottie R. Regrut, a waitress aboard the Hong Kong-bound S.S. Presi­ dent McKinley (APL). Dottie's application of the "Heimlich method" on a passenger who was choking on a piece of food saved the woman's life. Seafarer Hernando Salazar (left) is congratulated by SIU Executive Vice President Frank-Drozak after being presented with the AOTOS fvlariner's Rosette for courage, devotion to duty and excellence. Making up the rest of the receiving line at the 10th Annual AOTOS Awards are (rear, l-r): NMU President Shannon Wall, MEBA District 2 President RayfVlcKay, Frank Drozak and MM&P President Robert Lowen. In a letter to the Union follow­ ing Dottie's action, the McKin­ ley'^ captain said "she deserves the highest commendation. Not only that," he added, "she is a great asset to the ship." In addition to the Mariner's Rosettes, awarded to individual crewmembers, AOTOS Mariners Plaques were given to 13 U.S.-flag vessels for "outstanding seaman­ ship in rescue operations at sea." The five SlU-contracted ships recognized for rescue operations ranging from picking up survi­ vors of downed planes to assist­ ing Indochinese boat people were: LNG Aries (Energy Trans­ portation), S.S. Ponce (Puerto Rico Marine Management), S.S. President Roosevelt (APL), S.S. Mayaguez (Sea-Land), and S.S. Manulani (Matson Navigation Co.). The AOTOS awards are just recognition for merchant mari- SIU member Dottie Regrut received the AOTOS Committ&'e'e "Mariner's Rosette" award for saving the life of a choking passenger aboard the SS President McKinley. Dottie was not able to make the AOTOS dinner in New York. However, she was honored for her heroics in ceremonies recently in San Francisco. Above photo shows Dottie (center) holding award she was presented by Tom Patterson, Western regional director of the U.S. Maritime Administration. Others in photo include, from the left: Julius Copeland, chief steward; William Mines, API port steward: Capt. Peter Treguboff, and Roger Boschetti, SIU patrolman. ners whose bravery was respon­ sible for saving the lives of others. But itJs the day-to-day actions of all Seafarers and their ability to work together as a skilled, capable crew that keeps the U.S. merchant marine afloat. Following the presentations of Mariner's Plaques and Rosettes the guests who filled the Grand Ballroom of New York City's Waldorf Astoria Hotel looked on as Joseph T. Lykes Jr., collected the silver statuette which is presented each year to the AOTOS^award winner. In his acceptance speech Lykes urged all segments of the U.S. maritime indlistry to "put aside past differences," to work for the good of the merchant marine. Specifically he asked the indus­ try to pull together for H.R. 4769 the Omnibus Maritime bill which calls for sweeping changes in U.S. maritime policy. This bill is "the biggest maritime event of the year," Lykes said, adding "it affects everyone." Listening to Lykes' speech from the dais were SIU Executive Vice President Frank Drozak, Federal Maritime Commission Chairman Richard Daschbach, 1978 AOTOS winner Rep. John Murphy (D-N.Y.) and many other leaders of U.S. maritime labor and industry. October 1979 / LOG I 35 �Pensioner James Patrick "South Boston Irishman" Conley, 81, passed away in Cerritos (Calif.) Garden General Hospital on Aug. 15. Brother Conley joined the SIU in the port of Mobile in 1957 sailing as a bosun and deck maintenance. He was also a deck and ship's delegate. And he sailed 45 years. Seafarer Conley was elected chairman of a Houston strike committee and helped in organizing drives of Standard Oil tankers in Baytown, Tex. in 1937. And he was a member of the ISU in 1934 and the AFL Riggers Union in 1952. He was a veteran of the U.S. Navy and U.S. Coast Guard before World War H. Born in Cambridge, Mass., he was a resident of Artesia, Calif. Surviving are his widow. Rose; a daughter, Nancy and a granddaughter. Luciano Miilan Herrera, 71, was dead on arrival at M et ropolitan Hospital, New York City on Aug. 29. Brother Her­ rera joined the SlU in 1946 in the port of New York sailing as a 2nd cook. He sailed 42 years. And he walked the pickctline in the 1946 N.Y. Longshore­ men's beef and the 1961 N.Y. Harbor strike. Seafarer Hen era was born in Rio Grande, P.R. and was a resident of New York City. Interment was in Municipal Cemetery, Rio Grande. Surviving are a son, .lose of New York City and a daughter, Eli/.abelh. Pensioner Jo­ seph Suarez Jr., 55. died of heart disease in Char­ ity Hospital, New Orleans on June 28. Brother Sua­ rez joined the SlU in 1949 in the port of New Orleans sailing as a bosun. He was born in Assumption Parish, La. and was a resident of New Orleans. Burial was in St. Louis No. 3 Cemetery, New Orleans. Surviving are his widow. Penny and three sisters, Mrs. Marie E. Burfield, Mrs. Ruby Miller and Mrs. Ethel Adams, all of New Orleans. Pensioner Lee Philip Paupard, 78, passed away on Aug. 6. Brother Paupard joined the Union in the port of Toledo, Ohio in 1951 sail­ ing as a dredge deckhand for the Green Bank Dredge Co. in 1961 and as a dumpman for the Price McClung Co. from 1954 to 1960. He was born in Ohio and was a resident of Toledo. Surviving is a niece, Rose­ mary Giles of Osseo, Mich. Maximo Quinde Cruz, 58, died of injuries in­ curred aboard the SS Delta Ecuador (Delta Line) in Arica, Chile on Sept. 2. Brother Cruz joined the SIU in the port of New York in 1959 sailing as an AB. He upgraded to AB at Piney Point in 1959. And he hit the bricks in the 1961 N.Y. Harbor beef and the 1965 District Council 37 strike. He sailed 28 years. Seafarer Cruz was born in Ecuador and was a resident of New York City. He was a naturalized U.S. citizen. Surviving are his widow, Margarita and his mother. Carmen of Guayaquil, Ecuador and New York City. James Charles Dunlop Sr., 55, died on Aug. 24. Brother Dunlop joined the SIU in 1945 in the port of New Orleans sail­ ing as a bosun. He was a veteran of the U.S. Navy in World War IE Seafarer Dunlop was born in Mobile and was a resident there. Surviving are his widow, Martha; two sons, James of Mobile and Jerry and a daughter, Creda of Mobile. Thomas Alvin McNeil, 45, died of heart-lung fail­ ure in the USPHS Hospital, Brigh­ ton, Mass. on Aug. 19. Brother McNeil joined the SIU in the port of Mobile in 1960 sailing as a 3rd cook. He was a graduate of the Andrew Furuseth Training School, Mobile in I960. Seafarer McNeil was a veteran of the U.S. Army following the Korean War. Born in Megargel, Ala., he was a resident of Mobile. Burial was in Mobile Memorial Gardens Cemetery. Surviv­ ing are his widow, Navis; his mother, Mary of Mobile; his father, Bryant of Monrocville, Ala. and his sister, Carolyn, also of Mobile. Pensioner James Clifford Potter, 54, died of heart failure in the North Carolina Hospital, Chapel Hill on Aug. 18. Brother Potter joined the Union in the port of Norfolk in 1957 sailing as an AB, mate and tug captain for the C.G. Willis Co. from 1953 to 1964. He was a veteran of the U.S. Navy after the Korean War. Born in Lowland, N.C., he was a resident there. Burial was in Lowland Community Cemetery. Sur­ viving are his widow, Mary; two daughters, Ada and Barbara and his parents, Mr. and Mrs. Claude J. Potter. Pensioner Alfred Edison Howse, 56, died of lung-heart failure in the Cullman (Ala.) Medical Center on July 7. Brother Howsejoined the Union in 1944 in the port of Mobile sailing as an AB for Sabine Towing. He was born in Cullman and was a resident there. Cremation took place in the University of Alabama, Department of Anatomy, Birmingham, Ala. Surviving is his widow, Viola of Mobile. Pensioner Jo­ seph Anthony Les­ lie, 83, died of cancer in Baptist Hospital, Miami, Fla. on July 12. Brother Leslie joined the SIU in 1947 in the port of Tampa sailing as a bosun and 3rd mate. He sailed 40 years. And he was a former member of the ISU from 1918 to 1930. Seafarer Leslie was born in Poland and was a naturalized U.S. citizen. He was a resident of Miami. Interment was in Woodlawn Park Cemetery, Miami. Surviving is his widow, Mary. Pensioner As Fario Mortis, 69, passed away on Aug. 8. Brother Morris joined the SIU in the port of Galveston in 1951 sailing as a fireman-watertender. He was born in Buoy County, Tex. and was a resident of Portsmouth, Va. Surviving are his widow, Louise; a sister, Mrs. Lucille Leland of Hous­ ton and a niece, Zelda Denton also of Houston. Pensioner Fritz Nilsen, 73, died of a heart attack at home in Brooklyn, N.Y. on July 25. Brother Nilsen joined the SIU in the port of New York in 1953 sail­ ing as a bosun. He sailed for 34 years and on the Robin Line. Seafarer Nilsen walked the picketline in the 1961 N.Y. Harbor strike. He was a veteran of the U.S. Army in World War 11. And he was born in Norway. Burial was in Ocean View Cemetery, Staten Island. N.Y. Surviving is a stepdaughter, Doris l.ucia of Brooklvn. Pensioner Thomas Russell Parrett, 63, died of a hemorrhage in I. ong Beach (Calif.) Memorial Hospital on Aug. 6. Brother Parrett joined the SIU in 1943 in the port of Baltimore sailing as a 2nd cook. He was born in Missouri and was a resident of Long Beach. Crema­ tion took place in the Harbor Lawn Crematory, Costa Mesa, Calif. His ashes were committed to the deep. Surviving is his widow, Ethelyn. Pensioner Ed­ ward Louis "Ed­ die" Kaznowsky, 67, passed away on Aug. 19. Broth­ er Kaznowsky joined the SIU in 1940 in the port of New York sailing as a chief steward. He sailed as a waiter in 1937. Seafarer Kaznowsky sailed 45 years and during the Vietnam War. And he hit the bricks in the 1961 N.Y. Harbor beef. A native of Carteret, N.J., he was a resident of Perth Amboy, N.J, Surviv­ ing are his mother, Mary of Perth Amboy; a brother, John of Carteret; a sister, Mrs. Josephine McCan of Perth Amboy and a nephew, Edward Clarity. Wong Hwa Fab, 56, died on Aug. 20. Brother Fah joined the SIU in the port of New York in 1959 sail­ ing as an AB, 3rd cook and chief steward. He was also a waiter on the American Banner Line. And he was on the Sea-Land Shoregang in Port Elizabeth, N.J. from 1967 to 1979. Seafarer Fah hit the bricks in the 1961 Greater N.Y. Harbor strike and the 1962 Robin Line beef. A native of Shanghai, China, he was a resident of New York City. Surviving are his widow. So Chan; a son, Samuel; two daughters, Loretta of Brooklyn, N.Y. and Jeanette; a stepson, Ming Wu Lum and two stepdaughters, Ming Me Ham and Ming Hang Lum. Recertified Bo­ sun John Joseph Hazel, 54, died on Aug. 17. Brother Hazel joined the SIU in the port of Baltimore in 1959. He sailed 31 years. And he was a graduate of the 17th class of the Bosuns Recertification Program in October 1974. In 1972, he upgraded at Piney Point. Seafarer Hazel was a veteran of the U.S. Navy and the U.S. Army during the Korean War. Born in Leonardtown-Compton, Md., he was a resident of New Orleans. Surviving are his widow, Dorothy; his mother, Mary of Leonardtown and a sister, Mrs. W.L. Tilton of Cheltenham, Md. Pensioner Wil­ liam Lester Strike Sr., 76, died of heart disease on Aug. 8. Brother Strike joined the SIU in 1947 in the port of New Or­ leans sailing as a fireman-watertender. He sailed 49 years and was a former member of the ISU. Seafarer Strike was born in Maud Nelson. Norway and was a resident of Mankato, Minn, and Wilmington, Calif. Burial was in Green Hills Memorial Park Cemetery, San Pedro, Calif. Surviving are a son. Seafarer William Strike Jr. of Wilmington; a daughter, Mrs. Carol Lee Gilman of Huntington Park, Calif.; and a sister, Mrs. Hazel V. Forshee of El Monte, Calif. Pensioner Luke Thomas Williams, 84, died of heart failure at home in Baltimore on Aug. 10. Brother Wil­ liams joined the Union in the port of Baltimore sail­ ing as a chief engineer on the tug Heil (Curtis Bay Towing) from 1957 to 1958. He worked for the company for 40 years. Boatman Williams was born in Baltimore and was a resident of Brooklyn Park, Baltimore. Burial was in St. Michael's Cemetery, Ridge, Md. Surviving are his wife of 58 years, Elizabeth; two daughters, Mrs. Theresa Wiley and Mrs. Catherine Frank; two brothers, Ernest and Kenneth Williams and two sisters, Mrs. Alverta Silk and Mrs. Rosalie McCalanham, all of Baltimore. 36 / LOG / October 1979 •A �Pensioner Benjamin Frank­ lin Lowrey, 57, was dead on ar­ rival at the Providence Hos­ pital, Mobile on June 4. Brother Lowrey joined the SIU in 1941 in the port of New Orleans sailing as a deck engineer. He was also a plumber and machinist. Seafarer Lowrey was born in Mexia, Ala. and was a resident of Megargel, Ala. Burial, was in Memorial Gardens Cemetery, Monroeville, Ala. Surviving are his widow, Doris; three sons, Samuel, John and Paul of Goodway, Ala. and a daughter, Peggy. Jesse Willard Riley "Tex" Ringo, 62, succumbed to pneumonia in the Poblacion (P.I.) Hospital on June 22. Brother Ringo joined the SIU in 1941 in the port of Baltimore sailing as a bosun. He sailed 46 years. And he was also a member of the SUP. Seafarer Ringo was born in Texas and was a resident of Olongapo City, P.I. Burial was in Naividad (P.I.) Cemetery. Survivingare his widow, Jacinta; two sons, William and Gilbert; a brother, E.T. Ringo of Lindsay, Okla.; and a sister of Wichita Falls, Tex. Angelo Ali, 53, died of a heart attack aboard the 55 Deha Sud (Delta Line) in Santos, Brazil on June 26. Brother Ali joined the SIU • IIHkl in the port of Nor­ folk in 1955 sailing as an AB and cook for 34 years. He was a veteran of the U.S. Navy in World War 11. Born in Bayonne, N.J., he was a resident of Metaire, La. Burial was in Holy Cross Cemetery, North Arlington, N.J. Sur­ viving are his widow, Blanche Lucia; his parents, Mr. and Mrs. Salvatore and Caroline Allegro; three brothers, Anthony, Samuel and Charles; two sisters, Mrs. Nancy Sparacello and Mrs. Rose Carpenter, both of Bayonne; seven nephews, nieces and six great-nephews. Pensioner George Taylor, 82, died of natural causes in the Me­ tropolitan Hospi­ tal Medical Center, New York City on June 23. Brother Taylor joined the SIU in 1939 in the port of New York sailing in the steward department for 54 years. He hit the bricks in the 1961 N.Y. Harbor beef. Born in Jamaica, B.W.L, he was a naturalized citizen and a resident of New York City. Burial was in Fair Lawn (N.J.) Cemetery. Surviving are his widow, Emmaline and a niece, Guin Michaels of New York City. Thomas Wil­ liam Berry, 40, died aboard the 55 Thomas Nel­ son (Waterman) off Jedda, Arabia on Aug. 15. Broth­ er Berry joined the SIU in the port of New Orleans in 1969 sailing as a QMED, deck engineer, 2nd electrician, pumpman, machinist and engine dele­ gate. He was a survivor of the sinking of the rammed 55 Yellowstone (Water­ man) off the Straits of Gibraltar in May 1978. Seafarer Berry attended Piney Point in 1977-78 and the SIU-MEBA District 2 School of Marine Engineer­ ing, Brooklyn, N. Y. He was a veteran of the U.S. Navy in 1956 and was in the U.S. Army Reserves from 1973 to 1975. Born in Tuscaloosa, Ala., he was a resident of Goodsprings, Ala. Surviving are his widow, Loretta of Mobile; his mother, Mrs. Ruby P. Christian of Goodsprings; a stepfather of Birming­ ham, Ala.; two stepsons, Dwaine E. and David Baker and two stepdaughters, Patricia and Cheryl. Pensioner Garvis Franklin Hud­ son, 63, suc­ cumbed to cancer in the University of Southern Ala­ bama Medical Center, Mobile on Aug. 6. Brother Hudson joined the SIU in the port of Mobile in 1951 sailing as a firemanwatertender. He was born in Mississippi and was a resident of Mobile. Burial was in Pine Crest Cemetery, Mobile. Surviving are his widow. Ruby; a stepson, William Marty and a step­ daughter, Mae Torpel. Edward Alfred Wagner, 52, died aboard the 55 Ta­ ma r a G nil den (Transport Com­ munications) at sea enroutc to the » port of Philadel­ phia on July 12. Brother Wagner joined the SIU in the port of New York in 1955 sailing as a bosun. He .sailed 29 years. Seafarer Wagner was a veteran of the U.S. Army in World War 11. Born in Philadelphia, he was a resident there. Burial was at sea. Surviving is his mother, Margaret of Philadelphia. Pensioner Wil­ liam Henry Wal­ ter, 59, died on July 28. Brother Walter joined the SIU in 1942 in the port of Baltimore sailing as a chief pumpman. He was also a machinist. And he was a veteran of the U.S. Navy in World War II. Born in Baltimore, he was a resident there. Surviving is a sister, Mrs. Bertha Anzengruber of Baltimore. J.W. Carr, 48, died aboard an lOT vessel in Puerto Rico on Aug. 9. Brother Carr joined the SIU in the port of Houston in 1970 sailing as a wiper and AB. He attended the Andrew Furuseth Training School in the port of Baltimore in 1958. Seafarer Carr was a wounded U.S. Army veteran of the Korean War. Born in Julip, Ky., he was a resident of Williamsburg, Ky. Survi­ ving are his widow, Joanna; his father. Drew of Williamsburg and a sister, Mrs. Evelyn Parker of Cincinnati, Ohio. Recertified Bosun Earl Paul McCaskey, 58, died of heart fail­ ure in the Univer­ Asity of Southern Alabama Medical Center, Mobile on May 19. Brother McCaskey joined the SIU in 1942 in the port of Mobile. He graduated from the Bosun Recertification Program in May 1974, and completed the HLS LNG Course in 1978. Seafarer McCaskey also attended a 19.70 Piney Point Crews Conference. And he was a veteran of the U.S. Navy in World War 11. Born in Alabama, he was a resident of Mobile and Pearland, Tex. Cremation took place in the Crematory of Northwest Florida, Pensacola. Surviving are a son, Herbert; a brother, S. G. McCaskey of Whistler, Ala.; two sisters, Mrs. Helen M. McNulty of Mobile and Mrs. Margie Burkeen of Pearland and a nephew, Scott Hunter, formerly foot­ ball quarterback for the Green Bay Packers and Atlanta Falcons. I Stephen J. Kokoruda Jr., 55, died of a heart attack on arrival at the Cleveland Metropolitan General Hospital on Apr. 18. Broth­ er Kokoruda join­ ed the Union in the port of Cleveland in 1958 sailing as a dredge deckhand for Dunbar and Sullivan from 1958 to 1975 and for Merritt, Chapman and Scott in 1961. He was a veteran ofthe U.S. Army in World War II. Laker Kokoruda was born in Johnstown, Pa. and was a resident of Cleveland. Burial was in Riverside Cemetery, Cleveland. Surviv­ ing arc his widow, Margaret; two sons, Donald and David and three daughters, Susan, Diane and Jean. Pensioner Christos "Chris" loannis Polichronakis, 59, died in Piraeus, Greece on June 19. Broth­ er Polichronakis joined the SIU in the port of New York in 1960 sailing as a firemanwatertender. He sailed 28 years. Born in Greece, he was a resident of Piraeus. Surviving are his widow, Nachi; a son, Christos; his parents, Mr. and Mrs. loannis and Frini Polichronakis and a brother, Alexander Polichronakis, all of Piraeus. Pensioner Erling H. Nelson, 75, passed away on Apr. 19. Brother Nelson joined the Union in the port of Chicago in 1961 sailing as a deck­ hand and dredgeman for the Great Lakes Dredge and Dock Co. from 1925 to 1969 and for the Merritt, Chapman and Scott Corp. Laker Nelson was born in Oslo, Norway, was a naturalized U.S. citizen and was a resident of Chicago. Surviv­ ing are his widow, Nellie; a son, the Rev. Henry Nelson of Kenosha, Wise, and two daughters, Mrs. Evelyn M. Linne and June of Chicago. Pensioner James Archibald Mitchell, 61, died of natural causes in Bellevue Hospi­ tal, New York City on May 25. Brother Mitchell, joined the SIU in 1947 in the port of New York sailingasa third cook. He sailed 28 years. Seafarer Mitchell was born in Port Auxbasque, Newfoundland, Canada. And he resided in New York City. Burial was in Ocean View Cemetery, Staten Island, N.Y. Surviving arc his widow, Wanda and a daughter, Marilyn. Pensioner Fred Murphy, 80, passed away at Sailors Snug Har­ bor, Sea l.evcl, 1N. C. on June 4. Brother Murphy joined the SIU in 1941 in the port of San Pedro, Calif, sailing as a deck engineer and third assistant engineer during World War 11 for the Calmar Steamship Co. He also sailed during the Korean War. He sailed 47 years. Seafarer Murphy was born in Missouri and was a resident of Norfolk. Surviving is a niece, Violet Cochrane of Jay, Okla. IT Pensioner Wil­ liam Lee Rackley, 64, died of a heart attack in Bayonne, N.J. on June 15. Brother Rackley joined the SIU in 1946 in the port of New York sailing as a chief steward. He sailed 41 years and for the American Coal Co. in 1957. Seafarer Rackley was on the picketline in the 1961 Greater N.Y. Harbor beef and the 1962 Robin Line strike. Born in Wilmington, N.C., he was a resident of Bayonne. He was buried wearing his Union button. Surviving are his widow, Charlotte; a son, William and two daughters, Mary Lee and Beverly. Lester Edwin Sutherland, 62, died of cancer in Sarasota, Fla. on Apr. 30. Brother Sutherland joined the Union in the port of Buffalo in 1965 sailing as an AB and wheelsman for the Gartland Steamship Co. from 1965 to 1966, for McKee Sons and the American Sand Co. from 1970 to 1976. He sailed 23 years. Laker Sutherland was a veteran of the pre-World War II U.S. Navy. Born in Detroit, Mich., he was a resident of Sarasota. Cremation took place in the Hawkins Crematory, Sarasota. Surviving are his widow, Katleen; two sons, Lester Jr. and Patrick and three daughters, Susan, Janet and Linda. October 1979 / LOG / 37 �• *>' •.. --r^ , .- ,f<s.- . 24 New ABs—Count 'Bml They Do Pumproom Maintenance if Here's a recent graduating class of the Pumproom Maintenance Course at the Point. They are (I. to r.) A. Black, B. Eckert, L. Johns, P. Crow and R. Mullen. Four New Welders Recently the Lundeberg School graduated these 24 ABs. Included In the photo are (front to back I. to r.) D. Drinan, W. Burton, T. Llgnos, K. Bluitt, H. Blount, J. Micklos, T. Hagen, K. Nllsen, A. Caulder, E. Gerena, E. Hawks, B. Thurber, P. Wilisch, B. Wilson, J. Limoli, S. Benjamin, B. Holloway, D. Derby, L. Strammen, 8. Kayser and 8. Gateau. Trio Ready to Cook and Bake •Last month Welding Instructor M. Lilly (left) poses witlfthe HLSS graduating class of (I. to r.) R. Mullen, B. Eckert, R. Hiler and V Carraro. Showing off their Piney Point Cook and Baker Course diplomas are graduates R. McElwee, K. Thatcher and J. Wagner. Here are some very good reasons for upgrading to >1 Slew of Celestial Navigators Also last month we had eight Seafarers graduate from the Celestial Navigation Course at the MLS. In front are (I. to r.) Juan Diaz, Tony Colon, Luis Ramos and Al Mitt. In back are (I. to r.) Jim Larkin, Robert Candelario, Charlie Teller and Bob Hoffman. 10 More SiU LNGers Course Starts November 26 To enroll, contact the Harry Lundeberg School. QMED William "Flattop" Koflowitch (front left) got his LNG endorsement recently with (front I. to r.) M. Coyle, E. Sierra, T. Navarre and R. Hines. Also hitting the books at the Point for the course were (back I. to r.) K. Linah, J. Garner, R. Bowen, P. Wolf and F. Mears. 38 / LOG / October 1979 al ?grn33y>-l! (An upgrading application is in this issue of the Log. Fill it out and mail it today!) �Evan Jones III James O'Meara William O. Johnson Seafarer Evan Jones III, 27, graduated in 1977 from the HLS. He up­ graded to AB there in 1978 and had Quarter­ master and LNG training in 1979. Brother Jones was a gunfire control technician in the U.S. Navy from 1970 to 1974. He earned his CPR, firefighting and lifeboat training. And he studied chemistry in college, plays the guitar and canoes. Born in Cleveland, Ohio, he lives and ships out of the port of Houston. Seafarer James O'Meara, 25, is a 1977 graduate of the HLS Trainee Program. There he was a "great student." In 1977 he upgrad­ ed to FOWT, and LNG and QMED this year. Brother O'Meara was a former member of the Retail Clerks Union. He has a boat operators license and has the firefighting, lifeboat and CPR endorsements. A native of Washington, D.C., he lives in Edgewater, Md. and ships from the port of Baltimore. Seafarer William O. Johnson, 53, started sailing as an AB with the SIU in 1974 from the port of Mobile. Actual­ ly he began sail­ ing in the U.S. merchant fleet in 1951 serving in the Navy in World War H. Brother Johnson was a former member of the NMU and Ironworkers and Boilermakers Unions. He earned his firefighting, lifeboat and CPR tickets. Born in Vredenburgh, Ala., he lives in Mobile and ships out of that port city. Lee M. Cook David M. Drinan Seafarer I>ee M. Cook, 24, graduated from the Harry Lundeberg School of Sea­ manship (HLSS) Entry Trainee ^Program, Piney Point, Md. in 1976. He upgraded to FOWT there in 1977 and QMED this year. Brother Cook has his firefighting, lifeboat and cardio-pulmonary resuscitation (CPR) training. Born in Hyannis, Mass., he lives in Brighton, Mass. and ships out of the ports of Boston and New York. Seafarer David M. Drin­ an, 26, began sailing in the deck department v'ith the SIU in 1978 after his graduation from the HLS. This year he upgrad­ ed to AB and LNG. From 1972 to 1974, he was in the U.S. Navy. He has studied mechanical (power) engineering. Brother Drinan was a former member of the United Rubber Workers Union. He has the firefighting, lifeboat and CPR tickets. Born in Boston, Mass., he lives in Woburn, Mass. and ships from the port of Boston. James P. Dernbach Seafarer James P. Dern­ bach, 24, is a 1973 graduate of the HLSS.There he upgraded to FOWT in 1978 and to QMED earlier this year. He holds the life­ boat, firefighting and CPR endorse­ ments. Brother Dernbach also attended college. A native of Mil­ waukee, Wise., he lives in Miller Place, N.Y. and ships from the port of New York. Harry Kinsman, Jr. Seafarer Harry Kinsman, Jr., 23, is a 1977 graduate of the Lundeberg School. Brother Kinsman upgraded to ^ FOWT in 1978 B and to QMED this year. He also has his LNG endorsement. He has his firefight­ ing, lifeboat and CPR endorse­ ments. A native of Tampa, he lives in Zephyr Hills, Fla. and ships out of the ports of Tampa and Jackson­ ville. Robert J. "Buffalo" Orloff Seafarer Robert J. "Buf­ falo" Orloff, 21, graduated from Piney Point in 1977. He was an "outstanding student" there. Last year he upgraded to FOWT. And he has the CPR, firefighting and lifeboat tickets. Brother Orloff studied college chemistry and has built boats and done commercial fishing. Born in Sheepshead Bay, Brrsoklyn, N. Y., he lives there and ships out of the port of New York. Learn the facts about LNG and the new LNG carriers. After attending HLS, you'll know everything you need to work aboard an LNG vessel. This means you'll qualify for the greut pay and good working conditions aboard these ships. Sign up for the LNG course today. Mark S. Rizzo It Starts December 10 Seafarer Mark S. Rizzo, 24, graduated from the Piney Point Entry Proigram in 1976. In 1977 he upgrad­ ed to AB at the ll:; School. Brother Rizzo has his lifeboat, firefighting and CPR' tick­ ets. Born in Brooklyn, N. Y., he lives there and ships out of the port of New York. To enroll, mail the applica tidn in tMs Issue of the Lag to HLS. or contact The Harry Lundeberg School Vocational Education Department Piney Point, MD 20674 (301) 994-0010 SECURITY IN UNITY October 1979 / LOG / 39 1 �Keep US Anchored in Washington LOG Official Piiblicalion of ihr Scafarrrt International Union • Ailantk. Oulf . Lakes and Inland Waters Disimi • AFl. CIO OCTOBER T979 30C A Day Is All It Takes Sign the SPAD check-off Today � 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 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 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 October 1979 Description An account of the resource HEADLINES FEDS GIVE OK TO BUILD LNG TERMINAL IN CAL. RELIABILITY MARK OF SIU CREWS AFL-CIO, CARTER REACH ACCORD ON ECONOMY SIU SUPPORTS BILL TO SPURE NEW INVESTMENT IN FISHING CONFERENCE DUMPS MCCLOSKEY SPOILERS SEN. ENOUYE, REP. MURPHY LEAD CHARGE TO WIN STRONG MARITIME AUTHORIZATION BILL BOATMEN RATIFY HISTORIC PACT WITH NATIONAL MARINE FORMER MCS MEMBERS NEED 125 DAYS IN ’79 FOR BENEFITS IN ‘80 GEORGE MEANY TO RETIRE SIU ENGAGES IN J.P. STEVENS PROTEST RALLY IN N.Y. U.S., RUSSIA AGREE ON NEW FREIGHT FOR GRAIN RUN ’75 SCHOLARSHIP WINNER FOUND FORMULA FOR SUCCESS NTSB SAYS U.S.C.G. IS OFF COURSE ON STEERING RULES GEORGE DUNCAN GOIN’ FISHIN’ WITH A $575 PENSION NMC OPPOSES SUBSIDIES FOR U.S. SHIPS BUILT FOREIGN ‘OMNIBUS BILL’ ON THE AGENDA IN CONGRESS.. PRESIDENT CARTER SIGNS BILL TO BAR EXPORT ALASKA OIL U.S. AND SOVIET UNION AGREE ON NEW RATES FOR GRAIN SHIPMENTS NORTHERN TIER PIPELINE OK’D BY INTERIOR JUANITA KREPS RESIGNS AS COMMERCE SECRETARY U.S. DEEP-SEA FLEET SHRINKS BUT OVERALL TONNAGE RISES PATTON NAMED TO HEAD MARITIME SUBSIDY BOARD SCHEDULE HEARINGS ON MARITIME BILL SIU CREWS TUG ROMAIN IN BALTIMORE FARM WORKERS CONTINUE BOYCOTT OF NON UNION ICEBERG LETTUCE NAÏVE YOUNG SEAMEN ROT IN FOREIGN JAILS MTD MUSTERING SUPPORT FOR NORTHERN TIER PIPELINE S-L FINANCE CREW RESCUE KOREANS FROM SINKING SHIP PASSENGER SHIP BILL A STEP CLOSER TO FINAL ENACTMENT SAB ON SHORTAGE ARCHAIC ‘FREE-TRADE’ POLICY CHOKING U.S. FLEET ALASKAN OIL WILL NOT BE EXPORTED CARTER SIGNS BILL RESERVING NORTH SLOPE CRUDE FOR U.S. USE WHY ARE WE IN WASHINGTON? HE CONQUERED THE ATLANTIC UNDER SAIL- ALONE 40 YEARS A RIVERMAN, HE RECALLS ‘GOOD OLE DAYS’ NEW BOAT AND BARGE BUILDING SETTING RECORDS UNDER TITLE XI LABOR SAYS U.S. SAVINGS BONDS A SOUND INVESTMENT NAVY BOSUN/MATE NOW A 2ND MATE THANKS TO SIU 30 SEAFARERS CITED FOR BRAVERY, COURAGE 2 SIU MEMBERS GIVEN SPECIAL AWARDS BY AOTOS COMMITTEE Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 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 10/1/1979 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. 41, No. 10 1979 Periodicals Seafarers Log http://www.seafarerslog.org/archives/files/original/efb0ff16f4094bdbc59167261ff63066.PDF 59cea6129443b5c6413549cca9650d48 PDF Text Text M Trustees Make Use of USPHS Optional Official Publication of the Seafarers international Union • Atlantic, Gulf. Lakes and Inland Waters District • AFL-CIO iV page 3 NOVEMBER 1979 Meany Passes the Gavel to Kirkiand Page 5 AFr'Z>>(.CIO! MTD Biennial Convention special supplement pages 17-24 Passenger Ship Bill Becomes Law page 7 Carter Signs Maritime Authorizations Bill page 2 Liberian Flaggers Collide, Burn off Galveston page 8 �Carter Inks Maritime Appropriations Bill A Congressional bill that is vital to the survival of the U.S. merchant marine has been signed into law by President Carter. The legislation, which Rep. Paul McCloskey (R-Calif.) had tried to sabotage is the Maritime Appropriations Authorization Act for Fiscal Year 1980. In early November the House and Senate passed the conference committee report on the bill. In the conference committee meet­ ing, held in mid October, two damaging McCloskey amend­ ments had been defeated. The first would have required that manning scales on ships built with subsidy be within 50 percent of the minimum levels demanded by the Coast Guard. However, the Coast Guard does not recog­ nize the steward department's role in the safe operation of the ship. The "lobbying" amendment would not allow subsidized operators to consider as part of [i: their costs the monies given to contractually established mari­ time research organizations. Both these damaging amend­ ments had been passed when the full bill was voted on in the House of Representatives at the end of July. They were not part of the Senate version of the bill which had been passed in late May. Because of these amendments and other differences in the House and Senate bills, a con­ ference committee met to resolve the variations. Happily, the maritime experi­ ence of two legislators prevailed in the conference committee and the amendments were defeated. The two. Rep. John Murphy, (D-N.Y.) and Senator Daniel Inouye (D-Hawaii), are long time supporters of a strong U.S. merchant marine. The maritime appropriations bill, which must be voted upon every year, authorizes money for the maritime industry as part of the Merchant Marine Act. ru [p[fSii3lE) 0X0, u Paul Hall LJ Must Take Our Best Shot ^HE worst thing you can do in this business of ours is to sit around and watch the world go by. The maritime busi­ ness is too hard, too tough, too competitive for idleness. Hesitant people and complacent organizations in our world get pushed around and finally shuffled out the door. It has always been my belief that to be successful in mari­ time you have to look aggressively at the future. And most importantly, you have to gamble. When I say gamble, I don't mean pulling to an inside straight. You take each issue as it comes, look at it intelligently and then take your best shot. We've done a lot of this kind of smart gambling in the history of our Union. And although we've probably lost as many as we've won, the victories we have pulled out have built us a strong, sound, secure organization. Most importantly, the ones we lost have not hurt us. Quite the opposite. We are a better organization for these losses because we have learned from them. And we are a prouder organization because win, lose, or draw, we tried. The most concrete example of a gamble that has paid off for us recently is our LNG fleet. SIU members are presently manning ten LNG vessels. These ten ships represent the entire American-flag LNG fleet. No one should be naive enough to think that we were lucky to get these ships. T The appropriations for 1980 include the following: • $101 million for the con­ struction differential subsidy (CDS) program; • $256 million for the opera­ tional differential subsidy (ODS) program; • $16 million for maritime research and development; • $31 million for maritime education and training. On the House floor, McClos­ key had introduced an amend­ ment that would have cut the CDS appropriation by $69 mil­ lion. His amendment was de­ feated. McCloskey was also defeated on an amendment that would have allowed foreign-built vessels to receive ODS funds and prefer­ ence cargoes now reserved ex­ clusively for U.S.-built vessels. Lakes Seafarers Get COLA Hike Great Lakes SIU members working under contracts with the Great Lakes Assn. of Marine Operators (GLAMO) and Kinsman Lines received a 23 cents per hour cost of living increase effective Nov. 1, 1979. This is the fourth and final COLA for 1979. Coupled with the previous wage adjustments of 13 cents in March, 21 cents in May and 25 cents in August, COLAs for Great Lakes Seafarers totalled 82 cents per hour for the 1979 calendar year. Under the terms of the SIU's collective bargaining agreements with GLAMO and Kinsman, as of Jan. 1, 1980, the 82 cent add-on will be rolled in and included in wage rates effective at the New Year. COLAs are based on increases in the Consumer Price Index, which is published quarterly. For each .3 point rise in the Index, Great Lakes Seafarers receive a one cent per hour add-on. The CPI for September rose to 223.7. The next adjustment date will be Jan. 1, 1980. The fact is that years before any American company had firmed up a program to build LNG ships, we were preparing ourselves for the era of LNG—if it came to pass. We invested a good deal of time, effort and money into developing an educational program in Piney Point to turn out qualified manpower for LNG ships. We had this program ready and operational several years before the keel of an LNG ship was laid in an American yard. It was a calculated risk on our part. But it paid off for us in a big way. We're already aboard 10 LNG's today. By 1990, we may be aboard 40, 50 or even 60 of these vessels. The LNG's were a tremendous breakthrough for us. But in many other areas, the fights go on. For instance, we've invested a lot of time and effort to win a fair oil cargo preference bill for the U.S. merchant marine. We've been fighting for this for 20 years. In 1974, we got the bill as far as the President's desk. But v^'e were turned back by a veto. In another round on oil cargo preference in 1977, the bill was defeated in the House of Representatives. You can be sure of one thing, we won't stop fighting until we have finally brought it home. The important thing to remember is that our setbacks on cargo preference haven't hurt us as an organization. In fact, they have helped us because they have made us more determined than ever in our efforts in the area of political action. This determination has helped us win many other legislative battles we might otherwise have lost. My point simply is that we have fought a lot of fights and taken a lot of gambles. As an organization, we have never lost a fight that we couldn't afford to lose. At the same time, our victories have made us a strong progressive Union—a Union with a real future, a Union that the SIU membership can rely on and depend on. It really all comes down to the willingness to work hard and to commit your resources to viable, achievable goals. We have always done this in the SIU. We've won some fights and we've lost some too. But the bottom line is that we wouldn't have achieved a thing unless we had tried. Change of address cards on Form 3579 should be sent to Seafarers International Union. Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO 675 Fourth Ave 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 41, No. 11, November 1979. (ISSN #0160-2047) 2 / LOG / November 1979 Brooklvn N Y orooKiyn, IN.T. �Major Breakthrough in Medical Benefits T HE Board of Trustees of the Seafarers Welfare Plan has voted a rule change that establishes one of the most important new benefits ever implemented for Sea­ farers and Boatmen repre­ sented by the SIU. The Board ruled that as of Dec. 1, 1979, Seafarers and Boatmen will have the op­ tion of using either a USPHS hospital or a private facility for medical care. The Trustees issued this ruling at a meeting in New York on Nov. 7, 1979. Top quality health care for those we represent has always been a number one priority of the SIU. The Union has consis­ tently monitored the quality of care and availability of services of USPHS hospi­ tals. As a result of these regylar surveys, the Union found that more and more Sea­ farers and Boatmen lived in areas removed from USPHS facilities. A number of months ago, the Union embarked on a complete and detailed study of the situation. INDEX Legislative News Carter Signs Marad • Authorizations Bill. ....Page 2 SIU in Washington ... Pages 9-10 Page 7 Passenger Ship Bill .. Union News^. Kirkland New AFL-CIO Page 5 Head President's Report ... Headquarters Notes.. .. ..Page 7 Letters to Editor Brotherhood in Action ...Page 36 ...Page 16 At Sea-Ashore Back Page SPAD Checkoff AFL-CIO Vows Action Page 6 on Maritime ...Page 27 Great Lakes Picture .. Inland Lines Sea/orers, Boafmen Can Now Use Either a USPHS Hospital Or a Private Hospital Rule Change Goes Into Effect Dec. 1, 1979 When Using a Private Hospital Members Will Receive Same Coverage as Their Dependents Now Get Under Seafarers Welfare Plan This study showed conclu­ sively that USPHS hospitals alone are not adequate to provide readily available health care to our people. The Union therefore rec­ ommended to the Trustees that the individual have a choice to use either a USPHS hospital or a private hospital of their own choos­ ing. At their Nov. 7 meeting, the Trustees concurred with the Union's recommenda­ tion. The complete care Sea­ farers and Boatmen now are eligible for at every USPHS hospital and clinic remains the same. If, however, you choose to use a private facility instead of USPHS, you will be entitled to exactly the same coverage your dependents now receive under the Sea­ farers Welfare Plan. Any charges the Seafarers Welfare Plan does not cover are out-of-pocket expenses which the individual who uses a private hospital is responsible for. Because of the Trustees ruling, you can now use a private hospital of your choice closer to your home, if you want to. If you do decide to use a nearby private hospital you receive exactly the same coverage your dependents now receive under the Sea­ farers Welfare Plan. Any charges above the maximum allowable benefit, that is, charges higher than the amount paid by the Plan, must he paid by you. The Seafarers Welfare Plan provides excellent, and wideranging coverage. How­ ever there will be some instances when the Plan does not cover all costs. So, when using a private hospital or clinic instead of a USPHS facility, all members are advised to check the A Memorial to Seamen at USPHS General News Ship's Digest Dispatcher's Reports; ,, Page 28 Great Lakes Page 31 Inland Waters Deep Sea Training-Upgrading "A" Seniority Upgrading .Page 26 Piney Point Grads — ...Page 38 Upgrading Schedule.. ...Page 12 Membership News Page 32 New Pensioners Page 37 Final Departures Steward Recertification..Page 13 Bulk Fleet Shrinking .....Page 15 Special Features MTD 1979 Convention Pages 17-24 SIU Rep Johnny Dwyer (front left) is in back of a memorial dedicated to departed American seamen on a visit to the Staten Island (N.Y.) USPHS Hospital with part of a recent graduating Recertified Bosuns Program class. They are (front I. to r.) Ruel Lawrence, Gary L Hoover and Freddie Goethe. Standing (I. to r.) are Vic Ardowski. Jose A. Martinez. Richard Daly. William Davis. Dutch Keeffer and Doyle Ellette. The memorial was dedicated recently as a tribute to America's merchant seamen and boatmen. - Seafarers Welfare Plan booklet under Dependent's Coverage to determine the maximum allowable benefit. In their ruling, the Board of Trustees noted that the greatly extended medical coverage will be a major cost item for the Seafarers Wel­ fare Plan. Therefore, as each new SIU contract comes up, the Union will be negotiating with the employer for an increased contribution rate to the Seafarers Welfare Plan. The increased em­ ployer contributions to the Welfare plan will fund the broadened medical benefits. By giving Seafarers and Boatmen the option of using either a USPHS facility or a private facility, the Union is making sure that those it represents can get the medi­ cal care they need no matter where they live. But the SIU encourages all Seafarers and Boatmen to continue using USPHS hospitals and clinics when­ ever possible. As they have in the psist, the USPHS network of health care facilities will continue tp provide eligible em­ ployees with good medical care, as well as complete and total health coverage. A New Dental Clinic In San Francisco Is Open for Seafarers A new USPHS Hospital dental clinic for seamen was opened last month in San Francisco at the SIU Medical Center, 40 Lansing St. close to the Embarcadero and the former MC&S hall at 350 Fremont St. The improved dental services would aid seafarers sailing on today's fast turnaround ships get quicker dental treatment than has been possible in the past. The clinic is staffed by a fulltime USPHS Hospital dentist and dental assistant from the facility's dental department at 15th Avenue and Lake Street. It came about through recom­ mendations of the year-old Seafar­ ers Health Improvement Program (SHIP) started by the USPHS' Bureau of Medical Services and participation of maritime unions, employers and others responsible for the health of Seafarers. November 1979 / LOG / 3 �AFL-CIO Vows Action to Bolster US. Maritime WASHINGTON, D.C.—At its 13th Constitutional Conven­ tion this month, the AFL-CIO acted on more than 300 resolu­ tions. Included were resolutions supporting a strong U.S. mer­ chant marine. The main maritime resolution passed by the delegates was submitted by the AFL-CIO Maritime Trades Department. Noting that "the American merchant marine is vital to our nation's economic and military security," the resolution pointed out that "the maritime industry stands today in the greatest danger." It noted that American-flag vessels carry only five percent of U.S. imports and exports. Also, U.S. ships "carry less than two percent of our critical bulk trade." Furthermore, the resolution pointed out the plight of Ameri­ can shipyards. Unless some action is taken, it is likely that America's "26 shipyards will be tional energy and minerals policy would be a case where the U.S. that would include the U.S. has a treaty obligation. decimated in the next five years and will number only eight or merchant marine as an essential The energy resolution also component. nine by 1984." called for "greater shipment of • A reaffirmation and imple­ domestic and foreign oil in U.S.The resolution stated that the MTD "believes that the Admin­ mentation of the maritime pro­ flag tankers, which have a proven istration's appointment of the gram outlined by President safety record," and "would U.S. Maritime Administration as Carter in 1976. This would minimize losses due to accidents." the chief spokesman for maritime include a national cargo policy to The Executive Council's reso­ affairs will have a significant assure the U.S.-flag merchant impact on efforts to fully enforce marine a fair share of all types of lution on transportation further called for American-flag vessels existing laws aimed at supporting cargo. • Revitalization of U.S.-flag to be the sole carriers of oil from our maritime industry." offshore transshippment vessels It noted, however, that new passenger vessel service. Other resolutions passed by to the U.S. mainland. initiatives are necessary for the revitalization of the U.S. mer­ the delegates contained sections It also pointed out that U.S. chant marine. Among them are: on the maritime industry. These shipping is not receiving the • Promotion of bilateral ship­ sections included many of the proper protection provided to ping agreements with America's points mentioned above. They other industries under the Trade also included some other pro­ Act of 1974. "The anti-dumping trading partners. • Maintenance of a strong visions. protection afforded to goodsFor instance, the AFL-CIO producers must be extended to U.S. shipbuilding industry. Executive Council's resolution the maritime industry," the • Elimination of the Virgin Island's loophole in the Jones on energy calls for opposition to resolution stated. any sale of Alaskan oil to foreign Act. Further, the resolution said • Initiation of incentives to nations. It also opposes any rebuild the U.S.-flag dry-bulk barter agreements to exchange that merchant seamen should be Alaskan oil for oil from a third covered by trade adjustment fleet. • Implementation of a na­ country. The only exception assistance. Carter to AFL-CIO: Iran Will Be Held Responsible WASHINGTON, D.C.—Pres­ ident Jimmy Carter addressed the AFL-CIO Convention on Nov. 15 and the Iran crisis was the main thing on his mind. In his first major public speech on the crisis. President Carter said "the Iranian government and its headquarters are fully respon­ sible for the safety and well-being of our representatives in Iran and Tehran and they will be held aecountable for that responsi­ bility." Carter also diseussed the energy crunch and outlined past achievements of his administra­ tion as well as future goals. Moreover, President Carter paid tribute to George Meany who, at 85, retired as president of the AFL-CIO. Talking about the man who has headed the labor federation since 1955, President Carter said, "No American has fought harder for economic justice for union members and also for millions who have never carried a union card than your leader, George Meany." During Mr. Carter's tribute to Meany and at the end, the delegates rose for standing ova­ tions. When he spoke about the crisis in Iran where Americans were being held hostage. President Carter's speech was frequently interrupted by applause. At the end of Carter's speech. President Meany said, "I want to say to you, Mr. President, every 4 / LOG / November 1979 President Carter addresses the delegates on the first day of the AFL-CIO Convention. step you have 'taken on this matter [Iran] to date deserves the full approval of the American people, and I am sure from the response you got here this after­ noon, without question your actions on this matter have the full approval of the American trade union movement as repre­ sented in this hall " Talking about energy. Presi­ dent Carter said that the crisis in Iran points out how dangerous "excessive dependence"^on for­ eign oil can be. He said "as a nation we have become depen­ dent on the undependable and addicted to the unaffordable." The President said that be­ cause of this danger he wants phased decontrol of oil prices. In this way he hop^s "to make conservation pay, and to stimu­ late domestic energy sources." Carter pointed out that some of the billions of dollars that pay for foreign oil could be used in the U.S. "to promote American energy that Americans own and control." He noted that this could involve "hundreds of thousands of jobs." When President Carter entered the Convention hall he was given a standing ovation. He addressed the delegates as "men and women . of the greatest labor movement in the world." In outlining some of the accomplishments of his admin­ istration, Carter pointed out, among other things, "a dramatic breakthrough in minimum wage law legislation." He also noted that "we now have the greatest number of our citizens employed and the greatest percentage of our labor force employed than ever before in the history of the United States." Carter further pointed out that there are things he still wants to accomplish for workers, such as labor law reform. �George Meany Passes the Gavel to Kirkiand Retiring AFL-CIO President George Meany raises his arms as the delegates give him a standing ovation at the Federation's Convention. A MID a deeply emo­ tional ovation, George Meany passed the gavel he has wielded as AFL-CIO president for the past quar­ ter century to the new president of the Federation, Lane Kirkiand. Delegates to the I3th Biennial AFL-CIO Conven­ tion rose to their feet in a boisterous tribute as Meany took the chair for the last time on the morning of Nov. 19 and placed Kirkland's name in nomination for AFL-CIO president. "Lane has a tremendous wealth of experience in the trade union movement," Meany said, noting that Kirkiand had served in the "top structure of the AFLCIO for the last 19 years. "He is thoroughly dedi­ cated to labor," Meany continued, "he is a man of great integrity. He has the motivation and he has the dedication. It is with great personal pride that I place him in nomination for The Log will carry a spec/a/ tribute to George Meany in our December issue. President of the AFL-CIO." Kirkiand, who had been the AFL-CIO's SecretaryTreasurer since 1969, was unanimously elected to the Federation presidency. He will serve a two-year term, as will the newly-elected Secretary - Treasurer Thomas R. Donahue and the 33 AFL-CIO vice presidents who make up the Federation's Executive Council. Following his election, Kirkiand paid an eloquent tribute to his predecessor. "I cannot promise to match, or even approxi­ mate the record of achieve­ ment of George Meany," Kirkiand told the delegates. "But I am reassured by the certain knowledge that neither could anyone else in our time." 'H can promise," he pledged in a strong, clear voice, "that I will give you and the cause we share all that I've got." Kirkiand, whose nomina­ tion was seconded by Teddy Gleason, president of the International Longshore­ men's Assn., and by Robert Lowen, president of Kirk­ land's union, the Masters, Mates & Pilots, said that his abilities had been "enriched by close association with... many great figures of the labor movement." iand opened the Convention floor to nominations for the AFL-CIO's number two spot, the Secretary-Trea­ Singles Out Paul Hall surer's job. In addition to George Meany, Thomas Reilly Donahue, "one person in particular George Meany's executive that I want to single out assistant since 1973, was for special thanks is Paul unanimously elected to the Hall, our senior Vice Pres­ ident," Kirkiand said. In brief remarks, Kirkiand spelled out his personal philosophy and clearly indicated the direction he planned to travel as head of the 13.6 million member Federation. "All sinners belong in the .church," he said. "All citizens owe fealty to their country; all workers belong in the unions of their trade or industry; and all true unions belong in the AFL-CIO. "It is a high privilege," he added simply, "to be one of this band of brothers and sisters and to take over the watch in your service." Kirkiand wrapped up his election acceptance speech by charting the future course of the AFL-CIO. *'Full ahead," he said, borrowing the lingo from his early seafaring days. "Steady as she goes." In his first action as Federation President Kirk­ post. Donahue, 51, was nomi­ nated by George Hardy, president of the Service Employees International Union and his nomination was seconded by Harry Van Arsdale of the New York Central Labor Council. For most of his 30 years in the labor movement Dona­ hue has worked in various capacities in the Service Employees union, first in Local 32B, later as executive secretary and first vice presi­ dent of the International union. In 1967, Donahue served a two-year term as U.S. Assistant Secretary of Labor for Labor Management Re­ lations appointed by Presi­ dent Lyndon B. Johnson. Born in George Meany's old stomping grounds of the Bronx, N.Y., Donahue lives in Washington, D.C., with his wife Rachelle. He has a son and a daughter from a previous marriage. November 1979 / LOG / 5 �p ~ T- < - # " ->• -r fli » % T W ' r, ». * •• H r» ». w» ^ M. -v - M, ^ - . . _ _ - Labor's New Top Man Started as a Seaman L ane Kirkland, who became the second AFL-CIO presi­ dent in the Federation's history this month, has spent most of his working life in organized labor. George Meany's right-hand man for the last 20 years and AFL-CIO Secretary-Treasurer for the past ten, Kirkland will follow the course of his prede­ cessor. In fact, when asked recently by a reporter what changes he would make as AFL-CIO president, Kirkland said bluntly: "I'm no stranger coming into this house. I've been here for quite awhile and I've been a part of the policy making structure." "It would come with very little grace from me," Kirkland con­ tinued, "to suggest that I'm going to have some ideas of throwing over vast areas of policy or programs that I was partly responsible for." Kirkland, who's 57, is well acquainted with the problems confronting organized labor today, noting that they are "reflections of problems of society." He pinpoints energy, full employment and national health as among the issues of key concern to American working people. He adds to the list the growing trends of imported foreign goods to the U.S. and exported American jobs. While Kirkland's battle plan to combat those problems is closely akirL-to Meany's, their styles are their own. Meany has always been the rough and tumble Bronx plumber, Kirkland the eventempered Southern gentleman. Joseph Lane Kirkland was born on March 12, 1922 in Camden, S.C., into a family of cotton growers whose roots date back to the American Revolu­ tion. Shipped During War In 1942, he graduated with the first class of the U.S. Merchant Marine Academy at Kings Point and began sailing as a member of the Masters, Mates & Pilots on ships carrying ammunition and tanks to all major battle zones. At the end of World War H, Kirkland got his Masters license but he never shipped as a captain, deciding to go to college instead. He is still a dues paying MM&P member. He attended Georgetown University, training for a diplo­ matic career. But when he graduated in 1948 he accepted a job as a researcher with the AF of L and has been working in organized labor ever since. He served a stint as Director of Research & Education for the International Union of Operat­ ing Engineers, leaving in 1960 when Meany named him as his Executive Assistant. Kirkland was elected AFL-CIO SecretaryTreasurer nine years later. Living in a Washington, D.C. suburb with his second wife, Irena, Kirkland is the father of five daughters from an earlier marriage. Kirkland, whose FDR-style cigarette holder is as much a trademark as Meany's everpresent cigar, commands respect both inside and outside organ­ ized labor. He is considered one of the best speeehwriters in the Federation, a view which was shared by Adlai Stevenson who Lane Kirkland Profile drafted Kirkland as a speechwriter for both'his Presidential campaigns. Kirkland's skills as an able negotiator are also well known. During recent talks with the Carter Administration he with­ held organized labor's support for the Administration's pay restraint policy until he received assurances that beefed up jobs programs for American workers would be forthcoming. Like Meany, Kirkland's funda­ mental commitment is to better the lives of American working people. He believes profoundly that the AFL-CIO "represents the best aspirations of the working people of America." "We are blessed," Kirkland said, "and strengthened by one piece of sure and certain knowl­ edge: that there are no lost causes for us; that the fight is never over; that as long as we stand together and the blood is in us, there can be no final defeat on any battleground." The battleground for AFLCIO President Lane Kirkland is different than the one on which George Meany fought when he became AFL-CIO President in 1954. "Things are changing," said SIU President Paul Hall, "and they're going to change even more. From the standpoint of organized labor, we're going to need all the intelligence and common .sense we can get." Senate's Windfall Profits Tax a Windfall for Big Oil WINDFALL profits tax con­ taining a number of highly controversial loopholes has been re­ ported out of the Senate Finance Committee. If enacted, the bill would further confuse this country's already muddled national energy policy. It would also enable the major oil companies to reduce their projected tax load by as much as $375 billion over the next ten years. The Senate action comes in the aftermath of a decision by the Administration to press for the decontrol of oil. The Administration had come to believe that decontrol was essential if any progress was to be made towards decreasing Ameri­ can dependence on foreign sources of energy. The Administration's position on oil decontrol has been opposed by a number of labor and consumer groups, including the AFL-CIO, on the grounds that the average Ameri­ can worker would be unfairly burdened by the all but certain price increase that would accompany such a move. The Administration had hoped to A 6 / LOG / November 1979 pacify its critics by coupling decon­ trol with the passage of an equitable windfall profits tax. The bill that was reported out of the Finance Committee puts that strategy in question. Under the provisions of the Senate bill, the oil companies would pay only $138 billion in taxes as compared to the $277 billion they would pay if a recently passed House windfall profits tax bill is adopted. That represents a 50 percent savings for the oil companies at a time when they stand to reap as much as one trillion dollars as a result of deregu­ lation. Not surprisingly, the Senate action has been widely denounced, especially by President Carter, who has described it as amounting to a "give-away" of public funds. The Senate action represents a major victory for the oil companies. That victory can be traced to just one thing: the extensive presence that the oil industry maintains in Washington. A total of 350 companies of varying sizes have created the American Petroleum Institute, a mammoth trade organization which represents the interests of big, medium and small oil on Capitol Hill. The API has an annual budget of $32 million which enables it to employ over 400 people in the Washington area alone. The organi­ zation is just the tip of the iceberg. Individual oil companies maintain their own private legislative depart­ ments which augment the political activities of API. Given the API budget, it is no wonder that oil lobbyists are a highly visible part of Washington life, like the Washington Monu­ ment. The Institute employs more than ten full-time lobbyists who constantly canvass the House and Senate. They are backed by an army of analysts and researchers who draw up highly convincing, if biased and self-serving, position papers which somehow manage to capture the fancy of Senators enamored with the political activity fund that the oil industry has at its disposal. While the windfall profits bill is not specifically a maritime issue, it does merit attention, if only because it serves as such a good example of how the legislative process works. Nothing is more important for a Union or an industry than maintain­ ing an effective political presence on Capitol Hill. There is only one reason why the windfall profits tax bill was reported out of the Senate Finance Committee. And that was because the oil companies had the wherewithall to make the Senators on the Committee take notice of their wishes. For too many years we seamen have relied on some vague belief that justice inevitably triumphs. That is true only on Sunday afternoons when local t.v. stations rerun thirty year old Westerns. Unfortunately, justice has nothing to do with how things get done on Capitol Hill. If it were otherwise, the windfall profits tax would never have been reported out of the Senate Finance Commit­ tee; if it were otherwise, this country's merchant marine would not have been allowed to deteriorate so badly over the past thirty years. �Hoadq uar1 4 by SIU Executive \ ice President Frank Drozak I ''HE ever-developing energy crisis seems to be getting uglier X as time goes on. And the game-playing by some of the world's oil suppliers has dangerous implications, both for the U.S. and the entire world as well. At the very least, rapidly escalating oil and energy costs, and the uncertainty of future availability of energy supplies, has put new demands on our nation. The U.S. maritime industry feels the crunch as much as anyone else, and is presently undergoing a major transformation as a result. Seamen, forever the unsung heroes on the front lines, cannot escape the new demands put on them—especially the demand to learn new skills. Consider, for example, the increased demand for liquified natural gas (LNG) and LNG carriers. Just three years ago there were no U.S.-flag LNG carriers in operation. Now there are ten U.S.-flag LNG carriers. And that number will continue to grow. For Seafarers, this sudden emergence of the LNG carrier has special meaning: all of these ships are crewed by members of the SIU. With additional LNG ships planned, and no end in sight to the - ultimate number of these ships that will fly the American flag, this makes the time for LNG training and upgrading now. But the demand for seamen with LNG training (that is, those who have taken the course at the Harry Lundeberg School), is only part of the great transformation taking place in our merchant marine. Of probably greater impact, as far as numbers of ships is concerned, is the switch to diesel power. This is one very real way for the shipping companies to combat the rising cost of fuel. And the comp '.nies are wasting no time doing it, either. In fact, one well-known line of fast cargo ships is already being referred to as outdated, not for their speed or hauling capacity, but for the simple fact that they are not diesel powered. Call it a transformation, a revolution, or whatever you want. The reality of the situation is that seamen with diesel training are much in demand these days. And will be for some time to come. So, too, are seamen with the skills to handle the new VLCC's and ULCC's, and other types of modern vessels, in demand. Seafarers will go abroad the new 390,000 dwt. ULCC UST Pacific next month. And only those who have training and experience in automation and pumproom maintenance and operation will get the cargo handling jobs on the ship. Such was the case, as well, on the previously launched VST Atlantic, and many other ships. As the outmoded ships disappear from the seas, more and more seamen with upgrading courses under their belts will be getting the nod to go aboard the ships that take their place. And, by the same token, those who do not upgrade and keep upgrading—will find it more and more difficult to get beyond the end of the pier. . The Harry Lundeberg School in Piney Point, Md. is already drawing up the upgrading course schedule for next year. All the courses you will need to get for jobs on the new ships will be offered. So remember, brothers: the time to get in line for those LNG, diesel, automation and other specialized upgrading courses, isA76>H'. Bill Clears Way for Passenger Ship Revival It's all over but the shouting. The Senate, by voice vote, adopted the House version of a bill that would permit five passenger ships to return to active U.S. flag service by clarify­ ing and waiving certain provi­ sions in the Merchant Marine Acts of 1920 and 1936. The legislation now goes to the desk of President Carter, who is expected to sign it into law. The vote follows several months of intense work in Washington by nearly every segment of the maritimeindustry. The Professional Touch That's what graduates of the Marine Electrical Maintenance Course have—the professional skills to maintain electrical systems aboard ship. These are the skills that mean more money and more job security. They're the skills you get when you take the Marine Electrical Maintenance Course. So sign up no\v] Fill in the Application in this issue of the Log or contact: Harry Lundeberg School Piney Point, Maryland 20674 (301) 994-0010 Course starts January 7 Few bills have enjoyed such a broad range of support as this one. Not one Senator or Congressman voted against the legislation in its final form. The five ships affected by the legislation are the Santa Rosa, the Independence, the United States, the Mariposa, and the Monterey. The original Senate version of the bill failed to make mention of either the Mariposa or the Monterey. Apparently, however, the Senate re-evaluated its position after the House of Representatives voted 405-0 on \eg\s\ation whvcVv iticVuded iHosc two ships. The legislation is expected to provide badly needed jobs for American workers employed in the various segments of the maritime industry: at sea, in the shipyards, and in allied and supportive industries. Moreover, it will hopefully lead to the revival of a grand old American tradition, the pleasure cruise industry, which had fallen on hard times. Notice to Members On Shipping Procedure When throwing in for work dur­ ing a job call at any SIU Hiring Hall, members must produce the following: • membership certificate • registration card • clinic card • seaman's papers • valid, up-to-date passport In addition, when assigning a job the dispatcher will comply with the following Section 5, Sub­ section 7 of the SIU Shipping Rules: "Within each class of seniority rating in every Department, prior­ ity for entry rating jobs shall be given to all seamen who possess Lifeboatman endorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sentence when, in the sole judgment of the Board, undue hardship will result or extenuating circumstances war­ rant such waiver." Also, all entry rated members must show their last six months discharges. Further, the Seafarers Appeals Board has ruled that "C classifica­ tion seamen may only register and sail as entry ratings in only one department." November 1979 / LOG / 7 <•3 �Liberian Freighter Rams Liberian Tanker off Texas More than 30 seamen were believed dead and 120 miles of Texas coastline was scarred by oil which drifted shoreward after a Liberian-registered freighter col­ lided with a Liberian tanker in the pre-dawn hours of Nov, 1. The Burmah Agate, laden with 16.8 million gallons of light crude was rammed in her midsection by the freighter Mimosa as the tanker lay at anchor four miles outside the entrance to the Bay of Galveston. All but four of the tanker's crew were missing and presumed dead. The 27 man crew of the Mimosa was helicoptered to safety. The Burmah Agate burst into flames on impact and a score of Coast Guard and commercial fireboats were unable to control the blaze which was visible in Houston, 50 miles away. Ten days after the accident the tanker was still burning and still spewing oil into the Gulf threatening offshore oil rigs. J When the Mimosa i'lmWy of Mexico. A series of explosions and the intensity of the fire stopped after her screws got hampered efforts to extinguish tangled up in a line, the Coast the blaze as well as the search for Guard was able to land a heli­ copter on her deck and extin­ the missing crewmen. Firefighters said they planned guish the fire on her bridge. Despite heavy seas on the to let the blaze burn itself out, a process which could take until morning of Nov. I, the National Weather Center in Galveston mid-December. The collision is being called the reported clear weather and the worst tanker accident since 83 Coast Guard was unable to pinpoint a reason for the acci­ were lost when a Liberian tanker dent. Since the collision occurred and a British cargo ship collided off Buenos Aries in 1972. But as outside the three-mile territorial bad as it was, the Burmah limit of the U.S., the agency has no authority to investigate the Agate I Mimosa accident could collision. have been worse. But the incident is another After the two vessels collided, the Mimosa's Taiwanese crew . tragic reminder of the threat to abandoned the freighter, which life and the environment posed by unsafe, unreliable "flag-ofwas outbound from Houston, and she ran out of control for 24 convenience" vessels manned by hours. The vessel careened in a circle around a Gulf of Mexico oilfield at full right rudder. improperly trained crews. In addition to the loss of life the collision made a major clean­ up operation on Texas beaches necessary and threatened off­ shore marine life in the area. The incident also fueled the fears of many Galveston-area residents over a proposal to build a deepwater oil terminal on nearby Pelican Island. A spokesman for a group called "Stop Terminal on Pelican" (STOP) which has been lobbying against construction of the multimillion dollar superport said "the explosion of a supertanker would pose an infinitely worse disaster," than the Burmah Agate had caused. Galveston residents will decide whether to green-light the project in an upcoming referendum. it Ain't the Same Old Job "I he Liberian \anke^ Burmah Agata smolders after her collision with the Liberian freighter Mimosa five miles outside of Galveston Bay. So the Same Old Skills Won't do Get the skills to get ahead in today's merchant marine. Get your AB Ticket at HLS. Contact HLS or fill out the application in this issue of the Log. Course starts January 3 8 / LOG / November 1979 SlU Opposed to Cool Slurry Pipeline Bill Legislation authorizing construc­ tion of coal slurry pipelines has been passed by the Interior Committee of the House of Representatives. Called the Coal Pipeline Act, the bill has been numbered H.R. 4370. As with the Coal Slurry Pipeline bill that was defeated in the last Congress a year ago, the SIU is opposed to this current legislation. The Union feels that existing modes of transportation, particu­ larly towboats and barges, are the best way to move the coal. There are provisions in the present bill, however, that concern competing modes of transportation. These provisions would supposedly protect other means of transporta­ tion from the adverse effects of pipeline competition. The bill was passed by the Interior Committee by a vote of 24 to 14. It must now go to the House Public Works Committee. �ttl ni Sc;ifarcrs International Union of North America. AFL-CIO November 1979 i^'gislative. Atlministrative and Regiilatorv Happenings MARAD Authorization; Passenger Ship Bills Signed by President Two important maritime bills were signed this month by President Carter after being passed by both houses of Congress. Passenger Ships (PL 96-111) The Senate by a voice vote on November 1 agreed to the House amendments to S. 1281 which provides for the operation of five U.S.-flag ships in the domestic cruise and passenger service of the United States. The five ships are: S.S. United States; S.S. Oceanic Independence; S.S. Santa Rosa; S.S. Monterey; and S.S. Mariposa. The House had passed the passenger ship legislation on October 30 by a vote of 405-0. President Carter put his signature to the bill on November 15, and thereby opened the way for what is hoped will be the revitalization of the U.S.-flag passenger .service throughout the world. Maritime Appropriations (PL 96-112) On November 16, President Carter signed the Maritime Appropriations Authorization Act for 1980. It was a long struggle to get this important enabling legislation through the House. A number of potentially crippling amendments which were sponsored by opponents of a strong U.S.-flag merchant fleet had to be beaten down before an Russia Expected To Buy A Record U.S. Grain Import The U.S. Department of Agriculture has authorized the purchase by the Soviet Union of up to 25 million tons of grain this year. The Soviets, facing an extremely poor harvest, are expected to purchase between 20 and 22 million tons. Last year, during a bumper grain harvest, the Soviets imported more than 15 million tons of grain from the United States. The Agriculture Department in announcing this new supply level has stated that the 25 million tons take into account current U.S. supplies and export availabilities. Under the terms of the bilateral trade agreement negotiated with the Soviets four years ago, one-third of the grain cargo is reserved for carriage aboard U.S.-flag ships. This year is the fourth of a five-year bilateral agreement. The Soviets must purchase a minimum of six millions tons— half wheat, half corn - of grain annually. In October, the United States and the Soviet Union agreed to a new freight rate formula for U.S.-flag vessels carrying grain to the Soviet Union. Under the new formula, the U.S.-flag charter rate will be determined by applying an agreed upon index ratio to the monthly average charter rate for the U.S. Gulf to Holland—Belgium grain trade published in the Daily Freight Register, a British publication. The United States and the Soviet Union also agreed to set minimum charter rates for U.S.-flag vessels at $25 per ton. Tbis formula will be in effect during calendar year 1980. acceptable authorization bill could be adopted. The House finally, on November 2, agreed to the compromise which had been reached in conference with the Senate Merchant Marine Committee. The Senate also approved the conference report on Novem­ ber 5. During the House/Senate conference, this is what took place in part: 1. House conference voted to strike from the bill an amendment which would have prohibited construction differen­ tial subsidy funds for vessels having a subsidized manning level 50 percent greater than that deemed necessary by the Coast Guard for the safe operation of the vessel. 2. House conference agreed to strike from the bill an amendment which would have prohibited the payment of operating differential subsidy funds to an operator for costs associated with contributions to organizations en­ gaged in legislative activities. 3. Senate conferees agreed to an amend­ ment which would allow an operator to utilize its own foreign-built U.S.-flag vessels to transport merchandise in containers between points within the coastwise laws as part of a foreign trade movement. As agreed to by the conferees, the legislation authorizes: $101 million for the construction differential subsidy program; $256.2 million for the operating differential subsidy program; $16.3 million for research and development; $25.6 million for mari­ time education and training expen.ses and $35.5 million for Maritime Administration operating expenses. Alaska Lands Bill Wins Committee Approval On October 30, the Senate Energy and Natural Resources Committee moved the Alaska lands bill closer to enactment with the approval of compromise language more favorable to land development. Earlier this year, the House of Representatives by a vote of 268 to 157 approved a bill setting aside 67 million acres of land as wilderness which would be closed to development. The Senate bill would change the boundaries of the protected area in the Misty Fiords to permit the mining of a large molybdenum deposit. The issue is important to mining interests in the State of Alaska as it would represent the first case of the lands bill forbidding a mining operation. The Senate bill also would permit a fiveyear study period to determine whether there are large oil and gas deposits in the Arctic Wildlife Range. After the study, the Congress would then make the final decision on whether to go ahead with development. The Senate bill must now be considered on the Senate floor. SIU Bosuns Come to Washington For Maritime Legislation View The SIU Bosun is a key man aboard ship in more ways than one In addition to being tho most expcrioncod sealaror, ho is also tho Union's chief roprosontativo at sea For this reason, it is imperative that he be as woll-informod on all matters affecting tho membership as is possible As a part of the vSIU's on-going educational progiaiTis. groups of SIU bosuns come to Washing­ ton for briefings on their Union'o legislative and political action programs. By coming to where the action IS, and meeting with the SIU representalives who deal with Congress and tho Federal agencies on a daily basis, our Union members get a first-hand look at their Union at work in Washington. Earlier this month. 14 more SIU bosuns came to Washington where they met with officials of the Transportation Institute, tho AFL-CIO fvlaritime Trades Department, and tho SIU Legislative and Political Action Department, They also toured the Capitol whore they fiad their photos taken. With them on their tour were Betty Rocker, SIU Washington representative, and Joe Wall. Lundeberg School Industrial Relations Department instructor. Seen here on the steps of the Capitol are James Todd. Frank Bona. Gerald Corelli. Aden Ezell Jr.. James Camp. William J Smith. Romolo DeVirgileo. Orlando Hernandez, B R. Kitchens, John P, Chermesino. Patrick tvl. Hawker. Marvin McDuffie. Richard Gibbons and Joe Morrison, along with Ms. Rocker and Joe Wall. November 1979 / LOG / 9 �Maritime Industry News (El)c 5U\ in Uinsljimiton J Ocean Mining Bill Stalled in House Legislation which would promote a new and economically valuable industry is stalled in Congress because of the narrow view of the U.S. State Department. The bill which would provide the incentives necessary for American industry to invest in ocean mining ventures- has already been endorsed by a number of committees in both the House and Senate. Earlier this month. Si UNA Vice Presi­ dent John Yarmola testified before the House Foreign Affairs Committee to urge affirmative action on the Deep Seabed Hard Mineral Resources Act. The legislation had already been given approval by the House Merchant Marine & Fisheries Committee, the House Interior and Insular Affairs Committee, and the House Ways and Means Committee. As it now stands, the bill would require that: • Ocean mining and processing vessels be documented under the laws of the United States and • At least one ore transport vessel per mining site be documented under the laws of the United Slates. On the Agenda in Congress... The countdown toward the end of this first session of the 96th Congress continues while a number of maritime-related bills are still unresolved. Here is a rundown on what is still in the legislative hopper up on Capitol hill. • Omnibus Maritime Bill. The Merchant Marine committee in the House is continu­ ing hearings on H.R. 4769, the so-called Om.nibus Maritime Bill. This legislation was introduced some months back as a joint effort by the Committee Chairman, Rep. John Murphy (D-NY), and the Committee Minority Leader, Rep. Paul McCloskey(RCA), to rewrite and update U.S. laws regulating the maritime industry. Earlier this month, hearings were held in New York. Other hearings have taken place in San Francisco. It is expected that hearings on this legislation will continue well into 1980 before consensus among the many and varied economic interests is reached, and a final language is framed to include the needs of these varied interests. • Railroad Deregulation. This legislation has slowed down. A hearing was held earlier this month before the Senate Commerce Science and Transportation Committee. The maritime industry is opposing any unrestricted deregulation of the railroads because of their history of misusing their economic leverage to the detriment of the inland waterways industry. SlUNA Vice President John Yarmola testifies at hearings on ocean mining legislation, According to Yarmola. these U.S.-flag provisions would: Permit U.S. enforcement of environ­ mental and safety standards during exploration and reco\ery operations. Reduce U.S. dependence on foreignHag vessels for the transportation of strategic materials essential to the nation's industrial growth and defense requirements. Stimulate the growth (d" U.S.-flag dry Committee is continuing hearings on two bills proposing construction of coal slurry pipelines. The two bills are H.R. 4370 and H.R. 4632. • Maritime Education. The Merchant Marine & Fisheries Committee set up an Ad Hoc Committee on Maritime Education and Training last year to take an overall look at the strengths and weaknesses of various training programs for the men and women in the U.S. merchant marine. In addition to the U.S. Maritime Academy at Kings Point, and the several state-run maritime academies, the House Committee is also examining the programs of the various maritime unions. Two more hearings by this committee are now scheduled for Dec. 6 and 11. Hazel Brown, president of the Harry Lundeberg School in Piney Point will testify at the hearing on Dec. 11. • Refinery Development. The Energy bulk fleet. In his concluding remarks, Yarmola noted that theSenateCommittees on Energy and Natural Resources, Commerce, Science and Transportation, Foreign Relations, Environment and Public Works, and Finance, which reported ocean mining legislation favorably, "all demonstrated strong support of U.S. documentation provisions, concluding that such require­ ments are clearlv in the national interest." Regulation Subcommittee of the Senate Natural Resources Committee is continuing hearings on S. 1684, the Domestic Refinery Development and Improvement Act. Sen. J. Bennett Johnston (D-LA) is chairman of the committee. •"'1 • Shipping Act Amendments. The Merchant Marine and Tourism Subcom­ mittee of the Senate Commerce, Science and Transportation Committee will continue hearings on legislation which would amend the Shipping Act. Three bills are being considered by the Senate committee: S. 1460 which would establish a cooperative shippers' council; S. 1462 which would regulate certain shippers' agreements as they relate to U.S. foreign commerce; and S. 1463 which would extend anti-trust exemption to include intermediate transport agreements. The hearings are being conducted by Sen. Daniel K. Inouye (D-Hawaii). SPAD is the SIU's political fund and our political arm in Washington, D.C. The SIU asks for and acccpta voluntary contributions only. The Union uses the money donated to SFAD to support the election campaigns of legislators who have shown a pro-maritime or pro-labor record. SPAD enables the SIU to work effectively on the vital maritime issues in the Congress. T hese are issues that have a direct impact on the jobs and job security of all SIU mem­ bers, deep-sea, inland, and Lakes. The SIU urges its members to continue their fine record of support for SPAD. A member can contribute to the SPAD fund as he or she sees fit, or make no contribution at all w ithout fear of reprisal. A copy of the SPAD report is filed with the Federal Elec­ tion Commission. It is available for purcha.se from the EEC in Washington, D.C. • Coal Slurry Pipelines. The Surface Transportation Subcommittee of the House Public Works and Transportation 10 / LOG / November 1979 • �Theodore R. Goodmen Bobbie W. Stearns, Jr. Frank S. Paylor Marvin E. Garrison Baker's Dozen (-1) in Steward Recert Class T . Howard F. Clark f1 0'' liVf-'" HE SIU realizes the utmost importance of the steward department. That's why the Union initiated the Steward Recertification Program. That's also why we are preparing and will soon be announcing a new program for the entire depart­ ment. The SIU wants to encourage more Seafarers to make their careers in the steward depart­ ment. There are more and more shipping opportunities opening up in the Union. But not enough Seafarers are filling the steward department slots. Henry Jones, Jr. Twelve Seafarers who are taking advantage of expanded opportunities are currently at the Harry Lundeberg School in Piney Point, Md. They are participating in the second class of the Steward Recertification Program. This two-month Pro­ gram was started on Sept. 3 and the first class graduated at the November membership meeting in New York. The Program consists of six weeks at HLS and two weeks at Union Head­ quarters. During 1980 there will be a minimum of six classes and there may be as many as eight. While at HLS the stewards learn to sharpen their consider­ able skills. They receive training in such things as typing and planning balanced menus. They also receive first aid training. At Headquarters they learn about the various departments, such as, contract, welfare, and pension. This knowledge will help them in today's maritime world. It will help them deal with the tech­ nology aboard our modern ships and it will give them a better understanding of their Union and their benefit plans. This type of knowledge can be passed on to other Union brothers. .Any eligible steward who has not already done so, should apply for this Program as soon as possible. X Hernelf E. Edwards Sherman L. Jarman f.v • Michael Haukland Stig Ehrnlund Don Collins t " Charlie Shirah November 1979 / LOG / 11 �N,Y. Port Council Opposes Bill Reducing Crew Standards in Offshore Work The Maritime Port Council of Greater New York and Vicinity voted unanimously to pass a resolu­ tion opposing the provisions of HR 5164 that would "reduce the compe­ tence and experience required on U.S. flag tugs and offshore supply boats." The New York Port Council, one of 29 such councils under the umbrella of the AFL-CIO Maritime Trades Department, took this action on Oct. 26, 1979. Frank Drozak, Vice President of SlU Exec. Vice President Frank Drozak serves as vice president of the Greater now York Port Council of the AFL-CIO Maritime Trades Department, the New York Port Council and executive vice president of the SIU along with SIU New York Port Agent Jack Caffey introduced the resolution on H.R. 5164. If passed, the bill would have a detrimental effect on the safe operation of tugs and other small vessels. The proposed manning require­ ments in H.R. 5164 stem from the greed of the offshore oil and gas industry based in the Gulf of Mexico. This industry is already operating under Coast Guard in­ spection and manning requirements that are substandard to the rest of the U.S. maritime industry. Poor working conditions, inade­ quate compensation and lack of advancement opportunities have created a manpower shortage in the offshore field in the Gulf. Represen­ tatives of the industry have pro­ posed reductions in service require­ ments for crew ratings and the elimination of some skilled members of the crew. The New York Port Council, in condemning these proposals, charged H.R. 5164 as "special in­ terest legislation that would wipe out effective manning requirements for the offshore oil and gas industry. It would reduce the level of profes­ sionalism on all small U.S. vessels and raise the dangers of accidents and injuries" in all U.S. ports. Jobless Rate Climbs to 6% In Weakening Economy WASHINGTON, D.C.—The na­ tion's unemployment rate last month rose to 6 percent from Sep­ tember's 5.8 percent reflecting a decline in the number of Jobs available. Job losses among indus­ trial workers, particularly black workers and adult women workers produced the increase in the job­ less rate. U.S. Commerce Department economist William Cox said en­ trants into the country's labor force have had good luck finding service sector jobs in the wholesale and retail trades in the last six months. The transportation industry also posted job gains. However, two indicators of future job market trends, factory hours and overtime, remained unchanged. Overall, as the job market sent out mixed signals in October, BrooJcings Insth'''"on economist Arthur M. Okun said that the latest employ­ ment and unemployment figures suggest that the economy was still not in the expected recession. The U.S. Labor Department's Bureau of Labor Statistics (BLS) Commissioner Janet 1.. Norwood told the Joint Economics Commit­ tee Congress that while the jobless 12 / LOG / November 1979 rate has held at between 5.6 percent to 6 percent for the past 14 months, the data on unemployment "reflect a clear slowdown in the rate of employment growth." BLS reported that total employ­ ment slipped down by 220,000 last month to 97.3 million employed out of a workforce of 103.5 million. Those unemployed rose by 197,000 to 6.2 million not working in October. AFL-CIO Research Director Rudy Oswald also suggested that the unemployment conditions would get steadily worse. He said that different BLS employment figures from two surveys indicated that many more workers were holding down a second job to cope with inflation and the zooming cost of living. Most of the jump in joblessness occurred among persons who had lost their jobs rather than those newly entering the labor market. Black joblessness rose sharply last month to 11.7 percent from Septem­ ber's 10.6 percent. Women's jobless rate went up to 5.8 percent from 5.5 percent. Adult men's unemployment went up to 4.3 percent from 4.2 percent. ADING It builds your future It builds your security LNG—January 7 QMED—January 3 FOWT-January 17 Marine Electrical Maintenance—January 7 Diesel Engines—January 7 Towboat Operator—January 21 AB—January 3 Lifeboatman—January 3, 17, 31 Tankerman—January 3, 17, 31 T! Tovvbcat Operator Scholarship—January 7 Assistant Cook—throughout January Cook and Baker—throughout January Chief Cook—throughout January Steward—throughout January To enroll, contact: Vocational Education Department Harry Lundeberg School Piney Point, Maryland 20674 Phone: (301)994-0010 (An upgrading application is in this issue of the Log. Fill it out and mail it today!) UPGRADING It pnys Do It Now! �HISS Launches Correspondence Course for Math Attention Seafarers and Boat­ The study materials and work If you are interested in im­ Academic Education men; The* staff at HLS has sheets make fractions and deci­ proving your skills in the area of Department developed a new program just for mals very simple. You can im­ fractions and decimals, write to Attention: Math Department you. The course is set up so that prove your skills and learn how the following address and tell Harry Lundeberg School you can work on the materials to put fractions and decimals to them what program you want to Piney Point, Maryland 20674 while you are aboard a vessel. your best everyday use. take. Fractions or Decimals. The clas^ is a correspondence course. You can write to the Lundeberg School and get all the ^ Cleveland Port Agent George deep sea voyages on two tankers, the items you need to begin. You can Telegadas, 47, retired from the SIU SS Titan and the SS Mount work at your own speed and do as recently due to poor health. Whitney. much as you want at any one Brother Telegadas joined the Telegadas is a veteran of the U.S. time. Union in 1960 in the port of Detroit Coast Guard from 1952 to 1956. He sailing as a deckhand for the Boland was born in Detroit, where he was as; The topics of the correspon­ and Cornelius Steamship Co. from grocery clerk and bank teller, and is dence courses that have been 1960 to 1964. He first shipped out as a resident of Medina, Ohio, with his made are Fractions and Deci­ a cook in 1960 aboard the tug Jesse wife, Anita and two children, mals. These are math functions James. He became Cleveland port Francis and Marlene. Out of three that each of us use every day. As agent in 1976. In 1964, he worked as grownup offspring out on their own, an example, the steward mea­ the port of Detroit dispatcher and Pamela, Vicki and Nicholas, two are sures fractions of a cup for handled the Welfare Plan work married. ingredients in a recipe. The there until 1972. Since retiring, George has been engine department members are Agent Telegadas last shipped on "relaxing." He said he "wants to do the Lakes as a deckhand on the bulk some traveling." He's looking using fractions and decimals to carrier Alpena, a self-unloader forward to moving to Florida when measure fuel consumption and which hauled stone. He did four his children are out of school. general engine performance. The George Telegadas deck department would use fractions and decimals to plot the Seafarer's Walking Habit Saves Sailor in Wafer Over 38 Hours course. And of course, all of us Wherever he is today, we'll bet no For it was the walking-on-deck the USS Virginia near the port of use decimals when we are work­ one can convince a U.S. Navy sailor habit of Seafarer Lester Sigler on Norfolk. rescued from the briny deep that Friday the 13th of July on the 13th ing with money. "Bdng in the right spot at the right "Friday the 13th is a bad luck day!" voyage of the MV Overseas Har- time," writes the ship's Chief Or that 13 is an unlucky number! riette (Maritime Overseas) which Steward Floyd Mitchell Jr., "Lester CS Long Lines Set To Or that walking on a ship's deck is "saved the life of an American was (walking) on deck and heard a bad exercise! Navy man" overboard 38 hours off faint cry (out in the ocean) of Lay Guam-Taiwan, someone: 'Help me, please.'" Transatlantic Cables At this time, the steward added, the "Overseas Harriette was some The Long Unes (AT&T) will hours out (from) Norfolk enroute Start laying an underwater commun­ from Rotterdam. ications cable between the Pacific "Even though Lester didn't see the islands of Guam and Taiwan in man (in the water) he came inside August 1981 with completion set for and gave the man overboard alarm the end of the latter part of 1982. to someone in the recreation room The Long Lines will also lay a who carried the message to the seventh transatlantic cable to be bridge where immediate action was finished by mid-1983. It will cost put in force by those in command. about $200 million and provide "Meanwhile, Lester returned out­ 4,200 two-way voice-grade circuits side trying to see if he was hearing between Tuckerton, N.J. and Land's things. After a while, lo and behold, End, England. About 80 percent of there was this sailor surviving in the the cable's capacity is expected to be water." in use by 1985. Giving "credit where credit is Beside AT&T, in the project are On Oct. 18, the Ship's ComnnittGe and crew of the SS Thomas Jefferson IT&T, RCA, Western Union, the (Waterman) paid off at Pier 7, Brooklyn, N.Y, They are (I. to r.) Bosun Raoul Lopez, due," Ship's Reporter Mitchell French Telegraph Cable Co. and ship's chairman; AB Ken Howland, deck delegate; OS James Redgaje, wrote, "so others can share it": "Thanks again, Lester for your Educational Director Clyde Luse and AB A. Danilok. TRT Telecommunications Corp. alertness. It saved a man's life." Cleveland Port Agent G. Telegadas Retires Thomas Jefferson Committee Personals Dispilckers Repirt for Greit Liliis Glen D. Burke Please contact, Gail, Tel. 301862-2483, as soon as possible. James Larkin Sanders Please contact, Jerri Lee (your daughter), at 2942 Constitution Rd., Camden, N.J. 08104, Tel. 609-962-8579 or Carol Reed, Tel. 609-456-6585. Max Lund Whitney Please contact, your sister, Nancy Lillian Whitney Scharman, 2061 Wil­ mington Ave., Salt Lake City, Utah, 84109. Ross A. Hardy Please contact, service counter at headquarters regarding a check. OCT. 1-31, 1979 nOTAL REGISTERED TOTALSHIPPED All Groups Class A Class B Class C All Groups Class A Class B Class C ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Algonac (Hdqs.) 46 30 5 61 116 3 19 18 9 ENGINE DEPARTMENT' Algonac (Hdqs.) Algonac (Hdqs.) — 30 27 5 42 55 2 STEWARD DEPARTMENT 27 19 12 7 4 3 28 24 2 ENTRY DEPARTMENT 11 2 1 « 0 25 64 Totals All Departments 110 170 31 131 195 7 •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. 82 103 Algonac (Hdqs.) 27 109 18 0 0 64 86 November 1979 / LOG / 13 �SlU Crew Showed True Colors SlU's Support of J.P. Stevens Boycott Helped On behalf of the J.P. Stevens workers and the officers and staff at ACTWU, we want to thank the SIU for its tremendous support of the "Mile-Long Human Billboard For Justice" on October 11th. (Story page 6 Oct. Log.) The demonstration was highly successful in alerting large segments of the New York public to the relationship between J.P. Stevens and The Seamen's Bank for Savings. Consequently, the action increased the pressure on Virgil Conway in his dual role as a chief policymaker and defender of J. P. Stevens and Chairman and President of the Seamen's Bank for Savings. We plan to keep the heat on Mr. Conway until the Stevens workers gain the protection of a union contract or Mr. Conway resigns from one board or the other. The demonstration also served as a continued warning to the corporate and financial community that anyone heavily tied in with Stevens' interests will be held accountable by growing segments of the labor movement and the public for the unlawful anti-union, anti-human rights policies and actions of that company. Again, on behalf of the Amalgamated Clothing and Textile Workers Union and thousands of J.P. Stevens workers, we thank the SIU for its continued help. Fraternally, Edward R. Allen Associate Director J.P. Stevens Boycott Committee On Sept. 27, 1979, the SS Sea-Land Finance under the command of Capt. Robert J. Sutter, effected the rescue of 23 South Korean seamen under "extremely adverse weather conditions. A story on page 13 of the Oct. Log recaps the rescue. The excellent seamanship of Korean nationals in launching and handling their lifeboat, and the professionalism of the SIU crew in preparing for and retrieving the survivors, allowed for the rescue of the entire crew of the Af/ V Genciano without a single injury or mishap. The deck gangundertheableleadershipof Bosun James Pulliam Jr. rigged for and retrieved the crew with skill and expediency. The entire steward department, organized by Chief Steward Gus Skendelas did a great job of quartering and feeding the extra men as the vessel rolled heavily. Chief Electrician Sam Hacker and the black gang helped prepare storm oil dispersal and assisted in the critical manuevering alongside the stricken log ship. The entire crew takes pride in this ship. It is the cleanest and best run ship I've had the pleasure of working on. But the SIU crew showed their true colors when it came time to help fellow seafarers in need. It is a pleasure to be associated with such a fine crew. Sincerely, Donald S. Moir Chief Officer Sea-Land Finance J. Pension Fishin' ^fir/fig Back U.S. Flag Passenger Ships' As 1 received my copy of the August Log today 1 suppose any comment of mine now on the return of the American Flag to the passenger service would be, "old hat," but don't blame me for trying. ^ As a boy of ten, 1 earned my first money smashing baggage off the passenger ships arriving in the Port of Duluth. This was before I went out as a messman when 1 was 14, in 1923. My first ship, the Laugell Boys, was a small lumber-hooker, of which there were many plying the "Lakes" then. For 15 years, through a^column 1 maintain in the local paper, 1 have warned senior citizens like myself (70), to stay off the "monkey flag" passenger vessels sailing out of Miami. In doing so, 1 have incurred the enmity of all the tour bookers in the area. As you are well aware from statistics on fire, breakdowns etc. my warnings are well justified. As an SIU member 1 sailed on this run aboard the S.S. Florida, Miami to Havana, in 1952. And as old as the Florida was then, we had no incidents similar to what we read almost weekly concerning the foreigners. As the senior citizen age group is increasing yearly, and as many are reluctant to travel by air, I can think of no time better, to revive the American passenger ship service to accommodate them. Whether by federal subsidy or private enterprise we need to put the American flag afloat again on some crack passenger vessels. Fraternally yours, Bud Knuckey Knuckey Road Brooksville, Fl. 33512 14 / LOG / November 1979 Happy on Here's a recent pix of SIU Pensioner Reino Pelaso with his catch of the day. three salmon. Hello to all my old shipmates. I want everyone to know that fishing is real good outside the Golden Gate Bridge. I just caught three beautiful salmon recently, 21 lbs., 12 lbs. and 6 lbs. Time goes by fast on pension when you're a fisherman. Again, 1 miss my old shipmates but it's good being on pension. Fraternally, Reino Pelaso 117 Sonora Pass Rd. Vallejo, Calif. 94590 Appreciates Union's Testimony As Chairman of the Subcommittee on Coast Guard and Naviga­ tion of the House Merchant Marine, 1 would like to express my sincere appreciation for the SIU's suggestions and thoughtful testimony at the hearings on the inspection and manning of small commercial vessels (H.R. 5164). To have an effective legislative process it is imperative that every segment of our society be provided a forum to express their views and to have their impact felt. Testimony such as yours has proven invaluable to the Subcommittee in understanding and addressing all the issues in this important legislation. Without comments from the federal, state and local levels of government, from private industry, private individuals, and public interest groups, the scope of our legislation would be myopic. Thanks to the Union for testifying at the hearing on Tuesday, September 18, 1979. I can assure you that the SIU's recommenda­ tions will receive the deliberate attention of this Subcommittee. Sincerely, Rep. Mario Biaggi, Chairman Subcommittee on Coast Guard and Navigation �American Dry Bulk Fleet Shrinking Almost out of Sight T HE United States is both the largest exporting and the largest importing nation in the world. Our fields and orchards keep millions of people throughout the world from going hungry. Our manufactured goods and our technology supply markets and power industry worldwide. On the other side of the coin, U.S. industry would not survive without imported raw materials. Our country yields only scant traces of more than 40 natural resources which are vital for our manufacturing and national defense needs. As a result of the over­ abundance of our farmlands and the poverty of our mineral de­ posits, U.S. foreign trade totals are hefty. In 1976, American imports and exports totalled $244.6 billion—between two and three times as much as any other major trading nation. Food, minerals and manu­ factured goods are dry bulk cargoes and they account for 40 percent of all incoming and outgoing American trade. Yet the United States has a dry bulk fleet that could fit in a bathtub. Since 1973, the U.S. bulk fleet has dipped from 32 vessels to the 19 that make up our fleet today. And 13 of those 19 ships are over 25 years old. Running parallel to the decline attention to restoring the U.S.in the size of the dry bulk fleet is flag dry bulk fleet to a position of the decline in the percentage of strength. Part of the reason for our cargo we carry: 20 percent of our own bulk trade in 1950, com­ efforts is, of course, because the pared to less than two percent Jobs and job security of Seafarers today. The rest is carried by is at stake. But the issue of a revitalized foreign flag vessels. The SIU has been fighting for U.S.-flag dry bulk fleet is by no years to turn the government's means solely a maritime issue. LOG OlHcial Publication of the Seaforori Inlefiiatjonol Union u' North Americo. Atlantic. Gulf. Lokes end Inland Waters District, AFl-CIO November, 1979 Vol 41, No. I 1 Executive Board Paul Hall President Frank Drozak Executive Vice President Cal Tanner Joe DiGiorgio Vice President Secretary- Treasurer lulM NESj 389 James Gannon Editor Assistant Editor Assistant Editor Mike Gillen Assistant Editor Don Rotan Marietta Homayonpour Max Siegel Hall Ray Bourdius West Coast Associate Editor iidra Ziesk Assistant Editor Frank Cianciotti Assistant Editor Dennis Lundy Writer! Photographer Photography Marie Kosciusko George Vana Adtninistrative Assistant Production! Art Director Published monthlv by Seafarers international Union, Atlantic, Gulf, Lakes and Inland Waters DSIS AFGCIO, hi Fourth Ave Brooklyn, N Y 11232 Tel. 4^^^ Second class postage paid at Brooklyn, N.Y. (ISSN #0160-204/; It's a critical national issue. Because if the decline of that fleet is not reversed, the consequences for the nation could be severe. It isn't only Seafarers who make their living through the nation's dry bulk fleet. Thou­ sands upon thousands of Ameri­ cans are employed in U.S. shipyards and related shoreside industries. And millions earn their paychecks, directly or indirectly, through the U.S. twoway dry bulk trade. In addition, the more de­ pendent the U.S. becomes on foreign flag ships for carriage of our dry bulk trade, the more vulnerable we are to economic disruptions and political threats. We have no choice but to rely on foreign suppliers for the resources we need. But we do have a choice of whether tc rely on foreign-flag ships—with foreign crews—to move those resources. And the SIU thinks the U.S. government had better take a good look at that choice. Legislation has been intro­ duced into both houses of Congress which opts for the national and economic security of a beefed-up \J,S. fleet over the risks of over-dependence on foreign-flag vessels. Included are a pair of bills cosponsored by Reps. Lindy Boggs (D-LA) and Paul Trible (D-VA). The Maritime Bulk Trade Act and the Merchant Marine Act Bulk Shipping Amendments would go hand-in-hand towards strengthening the dry bulk fleet by spurring dry bulk ship building and increasing the percentage of cargo carried. "This will be accomplished," Congresswoman Boggs ex­ plained, "through the negotiation of international maritime agreements with our bulk trading partners which will reserve at least 40 percent of the bilateral bulk trade to the vessels of each nation." These two House bills, as well „as dry bulk legislation which has been introduced in the Senate, are far from home free. But they are important because they represent a first step towards revitalizing the U.S. dry bulk fleet. And that's a first step towards a strong U.S. maritime policy, a strong national econ­ omy and a strong America. November 1979 / LOG / 15 �Washington, D.C. At Sea if Ashore SS Delta Mexico On the Gulf from Dec. I to 10, the ,^5" Delta Mexico (Delta Line) will carry 5.250 metric tons of bagged rice for eventual delivery to Matadi, Zaire, formerly the Belgian Congo. Mobile The keels for the first of two Waterman Steamship Co. 890 foot LASH container ships, were laid. She will be the .S'.S' Deiijanun Harrison with a delivery date of June 1980. The SS Edward RutiedgeyNxW follow in August. Ocean and river cruises on U.S. vessels are the prizes for American high school winners and cash for college winners in this year's 45th annual National Maritime Essay Contests of the Propeller Club of the U.S. High schoolers can win ocean voyages to the Med, South Africa, Europe, the Orient, Caribbean and South America and coastal and river crui.ses on the Atlantic, Gulf, Pacific, Great Lakes, Mississippi and Ohio. College students can win prizes of $500, $400, $300 and $200 The theme of the high school contest is "Our Merchant Marine, Ocean, Great Lakes and Rivers Vessels—for Energy and Trade." Collegians may pick a theme based on merchant marine or maritime topics outlined by the club. Contest deadlines are Mar. 1, 1980. Winners will be announced on National Maritime Day, May 22, 1980. For details, write you local Propeller Club or 1730 M St., N.W., Washington, D.C. 20036. Last year 19 high school students won trips, two won cash and two honorable mentions. Four collegians won cash and six won honorable mentions. SS Tex West Coast From a North Pacific port on Dec. I to 10, the bulk carrier SS Tex (Alton Steamship) will haul 20,500 metric tons of bulk wheat to a port in Indonesia. SlU stewards will be sailing on the Matson Line's new containership the SS Kauai next March. She was christened Nov. 12 in ceremonies at the Sun Shipyard, Chester, Pa. The $70 milion ship will be able to carry 1,200 24-foot containers to Hawaii. She's the sistership of the SS Maui (1978), Manukai and Manulani (both 1970). Indonesia More American ships will carry this year half of the $50.27 million worth of U.S. wheat and rice sold recently to Indonesia under U.S. Public Law 480. Our ships will carry 52,000 metric tons of wheat and 120,000 metric tons of rice worth $40.8 million to Indonesia. ST Point Judy From Dec. 15 to 25 from the port of Albany, N.Y., the ST Point Judy (Birch Steamship) will sail to the ports of Alexandria or Port Said, Egypt with a cargo of 19,500 metric tons of bulk wheat. M/V Lionheart The Coast Guard has extended the use of the SlU-manned M/V Lionheart (Coordinated Caribbean Transport) as a temporary U.S. flag vessel on voyages to Ecuador until Sept. 30, 1980 or until a replacement vessel can be built. The ex-Norwegian dagger, engaged in 50-50 bilateral trade with Ecuatloi will be replaced by a R/O R/O ship under eonstruction in West Germany with delivery on Sept. 1, 1980. American President Lines SlU stewards will have larger ships to sail on in the future as the company has placed orders for three new 860-foot containerships worth $165 million at Avondale Shipyards, New Orleans. They'll have a serviee speed of 25 knots and displacement of 49,360 tons. Lebanon Lebanon late last month assigned two of her four naval vessels to battle widespread piracy and smuggling along her coast. Pirates seized Saudi Arabian and Iraqui cargoes in the last two months and more than 50 ships have vanished or had their cargoes stolen in the eastern Med since 1977. Saudi Arabia has banned goods passing through Lebanese ports.The ban was in retaliation for the highjacking in September of a freighter carrying Saudi goods. Lebannon took the matter recently to the UN's IMCO meeting in London. m Q Newark Committee Recertified Bosun Clarence Owens (seated center) ship's chairman of the SS Newark (Sea-Land) leads the Ship's Committee and a crewmember at a payoff in the port of Seattle last month. They are (standing I. to r.) Chief Steward C. IVIodellus, secretary-reporter: Chief Cook Sammy Kinanahan, Steward Delegate Jake Arshon and Engine Delegate Andy Anderson. 16 / LOG / November 1979 ... Accept the challenge! The new American LNG tankers ... they're the best. That's why they're manned by the SIU. Were the best — the best trained seafarers in the world. Accept the challenge ol being the best. Train now to serve aboard the finest, safest ships built. An LNG Gourse is beginning at the Lundeberg School on January 7. Sign up today! Write or Gall: Harry Lundeberg School Vocational Education Department Piney Point, Maryland 20674 Phone: (301) 994-0010 You're one of the best... Accept the challenge! �m an organization on the move 1979 Convention of the AFL-CiO Maritime Trades Department T HE AFL-CIO Maritime Trades Department is an organization on the move. It is an organization that has a profound impact on the U.S. maritime industry and on the lives and , security of every individual SIU member. Under the leadership of Paul Hall for nearly a quarter of a century, the Maritime Trades Depart­ ment has grown in size and in influence on the all important political scene in Washington, D.C. Every piece of beneficial maritime legislation passed in the last 20 years has the MTD stamp of support on it. And in so many cases, the MTD's hardnosed support of an important bill has made the difference between success and failure. At the present time, the MTD is made up of 42 national and international unions with a combined membership of nearly eight million American workers. The SIU is a charter member union of the Mari­ time Trades Department. SIU President Paul Hall has been president of the MTD for nearly 25 years. To complement the MTD's active role on the national political scene in Washington, the MTD has a supporting cast of 29 Port Maritime Councils. These councils are located in major port cities throughout the United States, Canada and Puerto Rico. These Councils, made up of hundreds of local affil­ iated unions, provides the MTD with the grass roots, at home, political support it needs to win the really tough fights. A politically active organ­ ization needs this kind of grass roots support. And the MTD places a tremendous amount of importance on the activities of its 29 Port Councils. SIU members should be proud that our Unibn participates fully in each and every MTD Port Council from coast to coast. Earlier this month, the Maritime Trades Depart­ ment wrapped up its 1979 Biennial Convention in the nation's capital. As in the past, the Convention delegates from the MTD's 42 affiliates and 29 Port Maritime Councils , established an aggressive platform of political action over the next two years. (An outline of this program can be found on pages 22-23.) The Convention also elected its top officers for the next two years. SIU Presi­ dent Paul Hall was unani­ mously reelected as presi­ dent of the MTD. Steve Leslie of the Operating Engineers was elected MTD Vice President, and Mrs. Jean Ingrao of the Office and Professional Employ­ ees, was elected MTD Executive Secretary Trea­ surer. (More on the elections of MTD officers on page 24.) The two-day Convention was highlighted with ad­ dresses by five of the nation's best known personalities. Retiring AFL-CIO Presi­ dent George Meany deliv­ ered an emotional keynote address. Lane Kirkland, new president of the AFL-CIO, also spoke at the Conven­ tion. The other speakers were: Sen. Daniel Inouye (DHawaii); Rep. John Murphy (D-N.Y.), and Secretary of Labor Ray Marshall. (A rundown on the speakers' remarks can be found on pages 18-19.) Protecting the interests of America's maritim.e work­ ers, while at the same time trying to improve the overall picture of the U.S. maritime industry is a tough, never ending job. The Maritime Trades Department does more than its share toward achieving these goals. November 1979 / LOG / 17 �speakers**. at the mtd convention ...senator daniel inouye, a believer in a strong merchant marine NE of the most decorated regi­ percent; Norway and Spain, 37 ments in World War II was the percent; England, 34 percent; West famous 442 Infantry, made up solely Germany and France, 30 percent. of patriotic Japanese-Americans. The Senator said that America's Sen. Daniel Inouye (D-Hawaii) merchant fleet has plummeted from was a part of that regiment and he first to tenth in world merchant lost an arm in battle. tonnage since World War II. At the His experiences in World War II same time,he said, the Russians have imprinted in him the absolute climbed from virtually nowhere to necessity of a strong national third and still moving. defense. And because of this. Sen. He stated that "most Americans Inouye has emerged as the most don't realize that in many cases vocal supporter of a strong Ameri­ Russian ships are carrying more can-flag merchant marine in the American cargo than American United States Senate. ships." But as he told the 1979 Biennial Inouye emphasized the danger of Convention of the Maritime Trades an inadequate merchant marine by Department on Nov. 12, the U.S. bringing up a little publicized event merchant fleet falls far below even during the '73-74 Yom Kippur War the bare minimum requirements of between Egypt and Israel. what could be called an adequate He recalled that Israel was not merchant marine. prepared for the sudden onslaught Inouye noted that American and "frantically called upon the ships now carry a pitiful 4 percent of United States for a replenishment of the nation's foreign commerce. war materials." Compare this, he said, to Russia, Unfortunately, all U.S. flag ships which carries 50 percent of their were either on the high seas or being country's commerce; Japan, 40 loaded. The government called upon O the so-called "effective control" fleet. That is, ships owned by American citizens or American companies, but registered in Liberia, Panama and other developing nations and manned by foreign crews. Inouye said that to the shock and dismay of the American govern­ ment, "not one of these ships re­ sponded to our call." The Senator from Hawaii then brought it home. He said, "if that could have happened in the Yom Kippur War, imagine some day when we are number 16 among maritime powers and the Soviets are number one. Most experts feel that in three years, they are going to be number one." He predicted that if this comes to pass, the Russians could very easily cripple the American economy with a very effective shipping embargo. He warned, "if you think the '74 oil embargo, with the gas lines and resulting shortages was bad, just imagine what a total shipping embargo would be like." Sen. Daniel inouye (D-Hawaii), knows the meaning of national defense. Inouye insisted that he was "not waving the flag. I am just concerned about our economy, our jobs, our future." In closing. Sen. Inouye said that the American people must know and realize how important a strong merchant marine is to the nation's security. And he called on the AFLCIO Maritime Trades Department to continue to assist him in getting this job done. ray marshall, secretary of labor: we want input from workers... u inflation is brought under control—very soon— the United States will sink into another recession. That's the way Secretary of Labor Ray Marshall sees it. And hetold the 1979 Biennial Convention of the AFL-CIO Mari­ time Trades Department that the Carter Administration needs the support of the labor movement to ward off economic catastrophe. Marshall said* that the first big step toward beating inflation had been taken with the development of the so-called "national accord" between the AFL-CIO and the Carter Administration. This "national accord," signed in late September, is designed to give the labor movement a strong voice in the development of all the nation's economic policies. Marshall cautioned that inflation is going to be a tough nui to crack. But he said that the cooperation of labor, within the framework of the "national accord," would provide indispensable help in getting the job done. Labor Secretary Marshall also took the opportunity of the MTD forum to highlight the Carter Administration's record on jobs and labor-backed legislation. He said that this Administration has created "nine million new jobs in the American labor market." But he said "we still need more and better jobs and the Administration will be working to implement the terms of the Humphrey-Hawkins Full Em­ ployment bill." Another accomplishment of the Carter Administration, said Marsh­ all, was passage of "the best mini­ mum wage law in history." The Sec. of Labor Ray Marshall warned of a national recession. minimum wage bill, spearheaded through Congress by the labor movement, establishes regular in­ creases in the minimum wage. Marshall also said that the Carter Administration had strengthened the Occupational Safety and Health Act, while at the same time improv­ ing its administration. Marshall noted however, none of these things could have been ac­ complished without the help of the AFL-CIO and the Maritime Trades Department. The big announcement concern­ ing labor oriented legislation con­ cerned Labor Law Reform. This bill is aimed at reforming the National Labor Relations Act. It was success­ fully killed by an anti-labor fili­ buster in the Senate at the end of 1978. However, Marshall pledged that the Carter Administration is ready to renew the fight for Labor Law Reform as soon as the AFL-CIO regroups its political forces for the Congress^^onal battle. It appears at this time that the next round in the fight for Labor Law Reform will come in 1980. congressman john murphy: ^^guaranteed cargo for our ships" R Rep. John Murphy (D-N.Y.) want? a guarantee of 40 percent of U.S. foreign commerce for U.S. ships. 18 / LOG / November 1979 EP. John M. Murphy (D-N.Y.), chairman of the House Merchant Marine & Fish,eries Committee, spoke before the 1979 Biennial Convention of the Maritime Trades Department on Nov.' 13. He talked about the problems faced by the U.S. maritime industry and offered some alterna­ tives for the future. Rep. Murphy's remarks stressed the need for a "viable shipbuilding program" in the United States. He pointed to America's nearly nonexistant dry bulk fleet. He noted that; "At this time, there are only 19 bulk vessels in the U.S. flag fleet, capable of carrying only two percent of the nation's bulk cargo and these vessels average nearly 25 years of age." Murphy also spoke about .the Merchant Marine Act of 1970, calling the bill a step in the right direction. But, as he explained, the act represented "only half a bill." "Although the 1970 act "provided for the building of 30 ships a year for ten years," Murphy stated, "only about 100 ships have been constructed." The problem was that the bill provided subsidies for ship con­ struction, but made no guarantee there would be any cargo to carry on those ships. Murphy then^ called for a guaran­ teed percentage of U.S. cargo for U.S. ships. "No shipper is going to invest his money in shipbuilding without cargo to transport," he explained. Murphy's goal is "to have an American-flag merchant marine large enough and diversified enough to carry not less than 40% of the nation's foreign commerce." Right now only four to five percent of this cargo is carried in U.S. bottoms. In addition we carry only two percent of all our strategic oil and only one percent of all our strategic ores such as copper and magnesium. - �speakers... at the mtd convention GEORGE MEANY: "we have to take care of the people who work for wages" G EORGE Meany was never known to be an emotional man. The media always painted him a gruff, tough, cigar chomping battler. And they were right. But when George Meany made his first public appearance in months at the opening session of the 1979 Biennial Convention of the A'FLCIO Maritime Trades Department, he couldn't hold back. Tears began welling in his eyes as his "old friends from the maritime trades" stood and applauded and applauded labor's living legend. Then Meany showed how he earned his reputation as a dogfighter. He bit into the problems of Keynote Address America's workers, saying, "I'm not going to spend a lot of time going over past memories, because that doesn't get you anywhere. I'm looking at today, and today the trade union movement has got its work cut out for it." He said that inflation was cutting the heart out of workers' buying power. And he declared that labor was willing to do its share to control inflation, "but not more than our share." Meany charged that the Admini­ stration "is still shying away from the only fair way to control infla­ tion, and that's to control everything ...controls on dividends, controls George Meany delivered keynote address to the MDT Convention. on interest rates, controls on profits, controls on everything that is an expense in our society and controls on wages too." He further charged that workers were bearing the brunt of inflation and making all the sacrifices. But, he said, "I don't see any sign of the big corporations suffering. I don't see any sign of the oil companies suffering. I don't see any sign of the banks suffering." Meany reiterated his belief in controlling everything to control inflation, and stated that "the idea that they're going to control this inflation by controlling a little bit of it here and a little bit of it there is complete nonsense." Meany then turned to the inter­ national scene, where he blasted the actions of Iran in holding American embassy workers hostage in Tehran as ransom for the return of the Shah, who is in a hospital in New York. He said he supported President Carter's actions in dealing with the crisis. He also said that "the Shah robbed his people blind and de­ stroyed all their individual liberties." But he stated that what the Shah is or was is not relevant. "We have certain standards in this country, standards of freedom that we live up to," he said. "And under those standards the Shah has a right to stay in the U.S. for medical treat­ ment." George Meany, though, has never forgotten who he is, nor has he ever mixed up his priorities. So as he wrapped up his keynote address to the MTD Convention, he came back to the problems of workers. Meany told the Convention delegates that "we've got a jobtodo. And that job is to protect the destiny, the welfare of those who work for wages to get a fair share of the wealth we produce, for the fellow who produces it at the work bench as well as the fellow who produces up in the board room of the large corporations." George Meany's messagewas well received by his "old friends from the maritime trades." The delegates stood and ap­ plauded and applauded again. Emotion once again filled Meany's eyes. There wasn't a dry eye in the house. lane kirkland: maritime is bleeding from corporate greed, gov't neglect A N ex-seafarer, new AFL-CIO President Joseph Lane Kirk­ land, who took over the helm this month from U.S. labor's patriarch, George Meany, declared to the hundreds of 1979 Maritime Trades Convention delegates that, "...the anemic state of the maritime in­ dustry... makes the construction industry, which is collapsing before your eyes under the pressure of 15 percent plus interest rates, seem like boom times by comparison." Kirkland said, the maritime industry "has been bleeding to death for 30 years because of two things; corporate greed and Government neglect." Kirkland added "...we have been watching American shippers and shipowners running away from America, building ships in foreign yards, manning them with foreign crews, running up foreign flags... to escape American wages, prices and taxes and American working condi­ tions, safety regulations and training standards." Their goal, he said, is to cut overhead and increase profit. "Cost efficiency is their only guide, with no thought of the loss to U.S. seamen, shipbuilders, taxpayers, the econ­ omy and defense, the ocean environ­ ment and the safety of the crews," he continued. "America's maritime policy is just about that suicidal," Kirkland averred. Citing the fiery collision 5 miles off Galveston Roads on Nov. 1 of the Liberian tanker ST Burmah Agate and the Liberian freighter 5'5' Mimosa in open water and clear (daylight) weather which killed 32, he said was a product of the "costaccountant." He then pointed out that it was "poor management" to put an investment in the hands of crews who abandon ship (the Mimosa) without shutting down engines to let the vessel steam out of control, endangering others. It's "uneco­ nomical," he said, to cut corners on operating costs to "send your Lane Kirkland, new AFL-CIO President, addresses the Convention^ investment to the bottom of the sea." Kirkland didn't blame the "unseamanlike"crews. They worked "cheap." He blames the companies and the country which "prostituted" her flag. The shippers and insurance underwriters are also to blame, he added. Use of foreign flags in a crisis is "not worth considering," said he. He said the U.S. Government "is a party to this" for "dismantling" our // merchant marine and letting our sealift capacity "fall into irrespon­ sible hands." Congress has "abdicated their responsibility" for the general defense and general welfare, he charged. The so-called cost of maintaining the U.S. fleet is small, Kirkland maintained, when American seamen and shipowners spend their wages and profits and pay taxes here to help ease the balance of payments. Cargo preference would lead to national security, he said. Money spent on foreign-flags and "forced tribute to the oil shieks" is lost forever, the labor leader added. He termed the present maritime debacle "absolute madness." Kirkland said the oil lobby has been able to "lull Congress back to sleep." But that the AFL-CIO will persuade the Congress that the "national interest should outweigh the balance sheets of the oil com­ panies." They have "more than enough profits," he said. November 1979 / LOG / 19 �A ship's wheel for a job well done is presented to retiring MTD Vice President Jack McDonald (r.) by MTD Executive Secretary-Treasurer Jean Ingrao and Frank Drozak. Executive Vice President of the SlU Top officers of theMarineEngineers Beneficial Association smile forthe camera.On the left is Jesse M. Calhoon. president of National MEBA and on the right is Ray McKay, president of District 2 of the MEBA. From the Pacific Coast District of the SlUNA are. from the left: Morris Weisberger. who is . theWesternAreaExecutiveBoardmemberoftheMTDiPaulDempster. presidentofthe The new vice president of the MTD. Steve Leslie (I.) talks with J. C. Turner, president Sailors Union of the Pacific: Flenry "Whitey" Disley. president of the Marine Firemen's of the International Union of Operating Engineers. Union, and Jim Dooley. port agent in Portland Ore for the SUP Biennial Convention, AFL-CiO Maritime Trades Department, Nov. 12-13,1979,Washington,D.C. MTD General Counsel Floward Schulman The report of the Committee on Shipbuilding was given by Pago Groton. assistant to the international president of the Boilermakers Union. 20 / LCG / November 1979 MTD Executive Board member Wayne Glenn, president of the United Paperworkers Inter­ national Union. George Poulin of the International Association of Machinists and Aerospace Workers. SlU Executive Vice President Frank Drozak. The MTD's Eastern Area Executive Board member is Roman Gralewicz. head of theSIU of Canada. of the United Association of Journeymen and Apprentices of the Plumbing and Pipe Fitting Industrv. Giving the report of the Trustees Committee is Juel Drake of the International Association of Ironworkers. Frank Martino. president of the International Chemical Workers Union, gives the report of the Constitution Committee. Charles Fl. Pillard. president of the International Brotherhood of Electrical Workers^ speaks out in support of a resolution on nuclear power. Leon Schacter. MTD Executive Board member. is vice president of the United Food and Commercial Workers International Union. Reading the report of the Resolutions Committee is Dominic Carnevale of the Plumbers union. Giving the report of the Committee on Rules and Order of Business Crder Businesj is John J. McNamara. president of the International Brotherhood of Inl Firemen and Cilers. Peter Bommarito. president of the United Rubber. Cork. Linoleum and Plastic Workers, delivers the Statement of the Committee on Executive Cfficers' Report. November 1979 / LOG / 21 �MTD Charts Aggressive Plan of Action In The Maritime Trades Department is in the vanguard of the fight to strengthen and revitalize all segments of the U.S. maritime industry. Legislation to beef up the American-flag merchant fleet, to boost U. S. shipbuilding and to protect the job security of American workers in shipboard andshoreside maritime jobs is the focus of the MTD's energies. Delegates to the MTD Convention, held in Washing­ ton, D.C. on Nov. 12 and 13, mapped out the Department's plan of action for the years ahead by passing a series of resolutions. Following is a summary of the key resolutions passed by the MTD: U.S. Maritime Industry The delegates called for: • bilateral shipping agreements with America's trading partners which means more jobs for seafarers. • maintaining a strong U.S. shipbuilding industry • utilizing the U.S. merchant marine as a military auxiliary fleet • eliminating the Virgin Islands loophole in the Jones Act • initiating incentives to rebuild the U.S. dry bulk fleet • implementation of a national energy and seabed mining policy to cut dependence on foreign flags and revitalize the U.S. merchant marine and the American shipbuilding industry International Trade Policies The MTD recommended imposition of import quotas when Americans lose jobs to imports. The delegates also supported improving Trade Adjustment Assistance for workers who lose their jobs due to imports. On U.S.-China trade: treaties should defend American economic growth and a bilateral shipping agreement be negotiated. On U.S.-Great Lakes trade: encourage new U.S. flags to enter Great Lakes overseas trade and Seaway bulk cargo trade and negotiate a treaty to share all cargoes equally. Energy On energy, the delegates asked that Congress roll back energy prices by reimposing price controls on crude oil. The MTD wants the Federal Government to retain ceilings on gasoline retail prices, promote conservation, develop other energy sources (such as LNG) build more refineries and pipelines and establish an American Energy Corp. to find, produce and distribute energy sources found on U.S. lands. Social Security at 60 The delegates urged Congress to reduce the retirement age of working men and women to 60 years for Social Security benefits. Nuclear Power Plants and Nuclear Energy The majority of the delegates supported designs to streamline the licensing for construction of nuclear power plants. They also urged the further development of nuclear power by building of more nuclear power plants. However, they insisted that the Government insure the safety of nuclear power and provide for adequate nuclear waste disposal. About seven delegates dissented on the measure. George Poulin of the Machinists Union was one of them. He called for more study on radiation and nuclear waste disposal, he remarked, "3-Mile Island gave us a second look." Speaking for the measure President Charles H. Pillard of the Electrical Workers said nuclear power's safety record "was good" and that the opposition arguments were "irrational." President Martin J. Ward of the Plumbers Union backed the safety record of nuclear power also and said nuclear electricity saved frozen Chicago last year from a catastrophe. United Rubber Workers chief Peter Bommarito also supported the issue. President Jesse M. Calhoon of MEBA's District 2 supporting nuclear power, said since the 1973 oil embargo economic warfare "we have lost every battle with (Big) oil." From today's $27 for a barrel of oil, he sees a $100 price for a barrel of crude by 198.5. He added that we had no new coal or LNG plants in sight. A "do nothing" economic policy, he noted. Ports, Harbors and Navigable Waters The delegates urged the Congress to enforce Federal policy to assume full responsibility for the proper operation and maintenance of our ports, harbors and navigable waterways. They also urged Congress to reject the cost recovery and cost sharing concepts as inimical to our economic well being. The MTD requested Congress' Public Works Committees to insure that the Corps of Engineers promptly comply with the law which requires it to decrease the size of its dredge fleet, thus decreasing competition with the private sector. 22 / LOG / November 1979 •eapoi,:. �Support of Maritime, Pro-Labor Legislation Labor Law Reform The delegates went on record favoring enactment of Labor Law Reform so workers' rights to self-organize are protected. And they urged support of this by the Congress. U.S. Ship Construction The MTD urged the Government to stop the dumping of ships here built by foreign shipyards. Also the goals of the Merchant Marine Act of 1970 must be pursued by Congress. Plus the Jones Act should be strictly enforced and all Government agencies should use American vessels. They also asked the Government to develop and implement a national maritime policy including a ship construction program. Shipyard Safety The MTD urged the Secretary of Labor to reestablish a Maritime Operating Division in his department to insure marine work safety. Congress should also be asked for support on this. National Deep Sea Fleets Since foreign flags have been a problem since the early 1930's, we urge Government agencies to adopt the UNCTAD agreement of 40-40-20 bilateral trade agreements to develop national deep sea fleets. Support of the Cross-Florida Barge Canal The Cross-Florida Barge Canal should be completed as coal from the St. John's River mines is needed to fuel electric generating plants in North Florida. Virgin Islands Tax Haven Congress is urged to pass legislatiom which would end the Jones Act exemption for the Virgin Islands. Fuel Allocation A National Contingency Plan is needed for the distribution of fuel to the transportation industry in tight supply times. The U.S. Department of energy should see to it that waterborne transportation get 100 percent of their required supply. National Health Insurance Program As the U.S. is the only industrialized nation that doesn't provide comprehensive health care to its citizens, we urge the Congress to pass a National Health Care Program in its next session. Hospital Cost Containment The MTD backs President Carter's Hospital Cost Containment Bill as it protects non-supervisory hospital workers whose low wages don't contribute to hospitals' high costs and it holds down hospital costs. Congress should institute mandatory cost controls on hospitals. Extended Navigational Season on the Great Lakes iBigger icebreakers should be built and used to extend the winter navigational season on all the Great Lakes and on the St. Lawrence Seaway. Monitoring of this action should be done to measure its environmental effects. Great Lakes Shipboard Safety The Great Lakes shipping industry and the U.S. Coast Guard don't give proper non-economic consideration to shipboard safety and survival in the design and operation of its vessels. The Coast Guard should rescind the 1969, 1971 and 1973 load-line amendments for bulk carriers. Also watertight bulkheads should be installed on all new Great Lakes vessel construction and such bulkheads should be installed, if possible, on existing vessels. Seaway Toll and User Fees The MTD opposed additional Seaway toll increases and the planned imposition of user charges on Seaway vessels. Union Busting The MTD will concentrate on political activity in the 1980 national election campaign to elect an Administra­ tion and Congress committed to a revision of U.S. labor laws under the provisions of the Labor Law Reform Bill of 1977—which failed due to a Senate filibuster. Afso beef up the AFL-CIO National Organizing Coordinating Committee so it can more effectively collect, store and disseminate information about union-busting "con­ sultants", their backers and tactics. The MTD will immediately prepare materials, develop programs and exchange information among the MTD affiliates to more effectively train our staff and organizers to cope with the methods of such "consultants." "Right-to-Work (for Less)' The MTD will use its resources and energy to remove from the books "right-to-work" laws and defeat such laws in any state to be proposed now or in the future. Common Situs Picketing Legislation should be passed which gives equal treatment to craft and industrial workers and building trades unions in the right to peacefully picket at their employment site. Legislative, educational or political support will be given to candidates for office who back such legislation. Davis-Bacon Act Oppose any repeal or crippling amendments to the Davis-Bacon Act at the Federal or State level. The Act provides Federal prevailing wage rates for construction workers on projects using more than $2,000 of U.S. monies. Entry-level women and minorities' building workers on smaller jobs are covered. Reorganization Plan No. 14 should be repealed as it gives Davis-Bacon enforcement authority to various Government agencies. All enforcement should be handled by the U.S. Labor Department. Filibuster Obstructionist and delaying tactics of a minority of the U.S. Senate has resulted in minority rule there holding up legislation through the use of the filibuster. Legislation should prohibit the use of it. November 1979 / LOG / 23 �Hall,Leslie, Ingrao Elected toMTD'sTop Posts P AUL Hall, Steve Leslie and Jean Ingrao were unani­ mously elected to serve the next two years as the ALL-CIO Maritime Trades Department's highest ranking officers. They were honored by an enthusiastic crowd at the occasion of the M I D'S ITcnnial Convention in Washington, D.C., Nov. 12-13, 1979. i\iul Hall's name was placed in nomination for president of the MHO by Morris Weisberger of the M I D'S Western Area Lxecutive Board. In placing Hall's name before the convention Weisberger, who retired last vcar as president of the Sailors Union of the Pacific, said, "... this is not the first time and I don't expect it will be the last time I will have the pleasure of nominating my friend Paul Hall." SIU President Hall has been the M TD's President for nearly a quarter of a century. He is also senior vice president of the AFLCIO. Another who has served long and well for the Maritime Trades Department is retiring Vice President Jack McDonald. McDonald, a former vice president of the International Union of Operating Engineers, stepped down after 27 years of dedicated leadership with the MTD. Before leaving the position however, McDonald honored a brother Operating Engineer by nominating lUOE Vice President Steve Leslie to be his successor. Jack McDonald's last official act as MTD Vice President was a popular one as Leslie was unani­ mously accepted by the Conven­ tion delegates to succeed him. Steve Leslie, of course, is no stranger to the MTD. He, along with McDonald and MTD Presi­ dent Hall, was one of the original members of the Department's Steve Leslie of the Operating Engi­ neers was elected by the Convention to be MTD Vice President, replacing retiring vice president Jack McDonald. Mrs. Jean Ingrao was elected to serve as Executive Secretary-Treasurer of the MTD. She is the highest ranking woman in the AFL-CIO. Executive Board. Leslie is also Mrs. Ingrao admits to being a President of Local 25 of the "workaholic" and has labored Operating Engineers. And for the diligently in service to the MTD past three years, he has been for the past 18 years. She came to President of the North Eastern the MTD in 1961, working as States Conference of Operating administrative assistant to then Engineers, which represents Secretary Treasurer Peter 80,000 members from 31 affili­ McGavin until his death in 1975. ated local unions. Prior to that, Mrs. Ingrao In accepting his new role as worked on the staff of George Vice-President of the Maritime Meany when he became AF of L Trades Department, Steve Leslie president in 1952. reminded the delegates that he Before the official vote took and Paul Hail "... once sailed on place at the Convention, Jean several ships together." Both men Ingrao had been elected* Execu­ began their maritime careers tive Secretary-Treasurer by the while sailing in the blackgang on MTD's Executive Board back in U.S. ships back in the 1930's. February of this year. At that Now, Leslie was happy to time MTD President Paul Hall conclude, "Paul is the Captain said of her; "Jean is hard work­ and I'm proud to be his first ing, knowledgeable and coopera­ mate... on the good ship MTD." tive. These qualities have enabled The next order of business on her to gain the confidence of all the Convention's agenda was to the affiliates of the MTD. She is elect an Executive Secretary- going to do an outstanding job." Treasurer. Mrs. Ingrao acknowledged the Page Groton, assistant to the delegates for "the confidence International President of the you've all had in me" and showed International Brotherhood of she has a great deal of confidence Boilermakers, placed the name of in herself when she added: "I Jean Ingrao in nomination. know I'm going to do a good Groton was quite accurate in his job." description of Mrs. Ingrao when The new MTD exeeutive secre­ he described the 27 year veteran tary-treasurer closed her warm­ of the American labor movement hearted acceptance address by as "a trade unioaist through and reminding the gathered affiliates through." that they' could call on her "anytime and for any reason... even if it's just to find a hotel room," and she "would be glad to help." By the sound of the delegates ovation it was obvious they knew Jean Ingrao was not kidding. SIU Prcsidonl Paul I lall was roeloctod president of tho Maritime Trades Departrn(;nl He has held this important post for nearly 25 years. MTD Has 42 Affiliates, 8 Million Workers • American Guild of Variety Artists. • The Journeymen Barbers. Hair­ dressers. and Cosmetologists' International Union ot America • international Chemical Workers Union. • International Brotherhood ot Boiler­ makers. Iron Ship Builders. Blacksmiths. Forgers and Helpers. • International Union ot Bricklayers and Allied Craftsmen. • United Brotherhood ot Carpenters and Joiners of America • United Cement. Lime and Cypsum Workers International Union. • Communications Workers ot America. • Distillery. Wine and Allied Workers International Union. • International Union ot Allied Novelty and Production Workers. • International Brotherhood ot Electrical Workers. 24 / LOG / November 1979 • International Union ot Elevator Con­ structors • International Union ot Operating Engineers. • International Association ot Eire Eighters. • International Brotherhood ot Firemen and Oilers. • Class Bottle Blowers' Association ot the United States and Canada. • American Federation ot Grain IVIillers. • Graphic Arts International Unfon. • Hotel and Restaurant Employees and Bartenders International Union. • International Association ot Bridge. Structuraland Ornamental Iron Workers. • Laborers International Union of North America. • AEL-CIO Laundry and Dry Cleaning International Union. • International Leather Goods. Plastics and Novelty Workers Union. • International Association ot Machin­ ists and Aerospace Workers. • Industrial Union ot Marine and Ship­ building Workers ot Amenca. • National Marine Enoincers Beneficial Association. • United Eood,& Commercial Workers International Union • Office and Professional Employees International Union. • Oil. Chemical and Atomic Workers International Union. • International Brotherhood of Painters and Allied Trades. • Upited Paperworkers International Union. • Operative Plasterers' and Cement Masons' International Association ot the United States and Canada. • United Association ot Journeymen and Apprentices ot the Plumbing and Pipe , Pitting Industry ot the United States and Canada. • International Brotherhood of Pottery and Allied Workers. • Brotherhood ot Railway. Airline and Steamship Clerks. Ereight Handlers. Ex­ press and Station Employees. • Retail. Wholesale and Department Store Union. • United Rubber. Cork. Linoleum and Plastic Workers ot America. • Seafarers International Union ot North America. • Sheet Metal Workers International Association. • American Eederation ot State. County, and Municipal Employees. • United Telegraph Workers. • United Textile Workers ot America. �SIU Atlantic, Gulf, Lakes & Inland Waters United Industrial Workers of North America PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENT Cal Tanner OCT. 1-31, 1979 *TOTAL REGISTERED TOTAL SHIPPED All Groups Class A Class B Class C Port Boston 6 107 15 22 17 14 17 82 46 67 21 40 13 96 4 0 567 4 36 7 8 4 4 6 22 11 12 15 11 2 27 0 1 170 2 13 2 5 8 3 0 3 1 3 6 9 0 14 0 0 69 Port 2 120 6 21 14 5 19 53 26 44 6 31 9 54 8 0 418 0 47 4 7 3 3 8 18 12 12 6 3 2 15 0 0 140 0 8 1 1 2 0 0 4 3 1 1 3 2 6 0 0 32 Port Totals Totals Totals All Departments 11 3 48 9 3 10 6 12 38 16 33 16 36 12 37 15 0 302 5 2 2 7 3 0 6 2 13 1 23 3 11 0 0 86 8 146 17 33 21 11 25 105 55 79 27 51 14 121 0 1 714 3 41 7 11 7 4 4 22 16 11 16 10 1 34 0 1 188 5 17 18 0 10 0 0 103 3 70 4 13 5 4 10 31 15 14 10 8 2 18 0 1 208 0 17 2 1 4 1 1 5 5 4 3 7 3 10 0 0 63 1 61 6 13 10 7 23 47 20 32 15 24 11 55 0 0 325 3 32 1 6 3 1 3 2 5 9 4 5 2 5 0 . 1 82 0 9 0 0 3 0 0 3. 0 5 10 14 1 1 0 0 46 5 30 21 6 2 13 35 14 23 11 14 12 21 0 0 216 15 202 34 37 21 12 15 46 49 27 38 32 22 86 0 0 636 5 157 11 28 26 7 4 37 24 22 114 52 12 67 0 .0 566 1,823 1,114 778 3 15 1 7 9 6 0 8 1 4 85 6 10 13 5 20 47 22 47 6 26 11 51 9 0 362 4 54 5 6 9 9 7 25 5 19 5 8 6 26 8 0 196 0 2 1 0 1 1 0 0 1 6 0 2 0 0 0 0 14 2 159 11 28 20 6 22 93 34 50 17 39 10 77 0 0 568 STEWARD DEPARTMENT — 0 57 3 9 8 5 12 24 16 19 4 16 7 27 4 0 211 4 23 2 5 0 1 0 3 5 5 3 3 2 2 2 1 61 0 6 0 0 2 0 0 2 0 9 3 6 1 1 0 0 30 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama 9 103 9 20 17 9 26 76 . 31 70 23 66 14 47 5 1 526 ENGINE DEPARTMENT Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama ^^REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals .1 All Groups Class A Class B Class C 1 59 1 17 8 2 6 32 13 21 7 16 12 28 6 0 229 3 62 4 5 9 1 3 23 14 10 1 10 6 17 47 0 215 1 4 0 0 5 2 0 3 1 15 6 3 0 4 0 0 44 ENTRY DEPARTMENT 1 28 3 16 6 1 7 26 12 20 6 14 13 11 3 0 9 137 19 17 13 13 12 52 33 23 17 26 16 63 67 0 3 66 4 12 9 4 4 18 17 29 45 39 3 36 0 0 167 517 289 1,363 888 420 Q 1,117 713 144 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month. HKADQl'ARTKRS 675 4 Ave., Bklvn. 11232 (212) HY 9-6600 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-9375 ALPENA, Mich 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOS I ON, Mass 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin St. 14202 (716) TL 3-9259 CHlCAtJO. ILL. 9383 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND. Ohio 1290 Old River Rd.44113 (216) MA 1-5450 DULUTIl, Minn 2014 W. 3 St. 58806 Medical Arts Building 324 W. Superior St. 55802 (218) RA 2-4110 I RANKEORT, Mich HOUS rON, l ex .lACKSONVlLLE, I la. 3315 Liberty St. 32206 (904) 353-0987 .lERSEY CITY, N J. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. .2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARIHUR, lex. . . .534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif 1311 Mission St. 94103 (415) 626-6793 SANTURCE, P. R. . 1313 Fernandez, Jimcos, Stop 20 00909 (809) 725-6960 SEATTLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. . .4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla. 2610 W, Kennedy Blvd. 33609 (813) 870-1601 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 WILMING TON, Calif. 408 Avalon Blvd. 90744 YOKOHAMA, Japan Yokohama Port P.O. (213) 549-4000 P.O. Box 429 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 West Coast Stewards Halls HONOLl'LU. Hawaii ... 707 Alakea St. 96813 (808) 537-5714 PORTLAND, Or The month of October was an excellent one for deep sea shipping. During this month, a total of 1,974 deep sea jobs were shipped through the SIU's network of hiring halls. A demonstration of how good shipping really is can be seen by the fact that of the total 1,974 jobs shipped, only 1,117 were taken by "A" seniority members. The remaining 857 jobs were filled by either "B" or "C" seniority people. P.O. Box D 415 Main St. 49635 (616) 352-4441 1221 Pierce St. 77002 (713) 659-5152 421 S.W. 5th Ave. 97204 (503) 227-7993 WILMINGTON, Ca. .. 408 Avalon Blvd. 90744 (213) 549-40UU SAN FRANC ISCO, Ca. 350 Fremont St. 94105 (415) 543-5855 November 1979 / LOG / 25 �Andres Suarez James Powell Jerry Jones Seafarer Andres Suarez, 38, began sailing with the SIU in 1969. Last year he upgraded to assistant cook at the Point. Bro­ ther Suarez has his lifeboat, firefighting and CPR tickets. He was born in Puerto Rico and lives and ships from the port of New York. Seafarer James Powell, 22, is a 1977 graduate of the HLS Entry Trainee Pro­ gram. In 1978, he upgraded to AB there. Brother Powell received the joint 1979 Mariners Rosette Award as a crewmember of the SS LNG Aries (Energy Transport) for the rescue at sea of the crew of a Panamanian freighter. He has the LNG safety, lifeboat, firefighting and CPR tickets. Born in Pitts­ burgh, Pa., he lives there and ships out of the port of New York. Seafarer Jerry Jones, 26, grad­ uated from the Harry Lundeberg School (HLS) Entry Trainee Pro­ gram, Piney Point, Md. in 1974. He up­ graded to AB there in September. Brother Jones plans to take the LNG course at the HLS next year and attend college. He has his firefighting, lifeboat and cardio­ pulmonary resuscitation (CPR) endorsements. Born and raised in the port of Mobile, he lives and ships out of that port city. Luis Morales David Manson S e a 1" a r e r David Manson, 40, started sail­ ing with the SIU in 1968. from the port of New York. Actually, Brother Manson began sailing in 1959, steadily Irom 1962 to 1964 when he was drafted into the U.S. Army for two years. Now he has his AB ticket and the lifeboat, firefighting and CI'R endorsements. Born in Winthrop, Me., he lives and ships from the port of New York. Jose A. Torres Seafarer Jose A. Torres, 40, started sailing with the SIU in 1963 as a saloon messman from the port of New York. I.ast year he upgraded to cook and baker at the Point. This year he earned his CPR, firefighting and lifeboat tickets. Brother Torres is a native of Puerto Rico. He lives in Luquillo, P.R. with his wife, Juanita and daughter, Ines and ships from the port of New York. John "Ace" Kgan Seafarer John "Ace" Fgan, 22, graduated from the HPS in 1976 where he "was considered an outstanding stu­ dent." In 1979, he upgraded to FOWr there. Brother Egan has his firefighting, lifeboat and CPR tickets. He is studying to become a marine chem­ ist. Born in the port of Philadelphia, he lives in Upper Darby, Pa. and ships from the port of New York. Deposit in the SIU ^Blood Bank— It's Your Life 26 / LOG / November 1979 Seafarer Luis Morales, 21, graduated from Piney Point in 1975. He up­ graded to AB there in 1977. Brother Morales has his fire­ fighting, life­ boat and CPR endorsements. A native and resident of Brooklyn, N. Y., he ships from the port of New York. Michael Ingram Seafarer Michael Ingram, 24, is a 1973 graduate of the HLS Trainee Program. Bro­ ther Ingram upgraded to AB there this year. He has the fire­ fighting, lifeboat and CPR endorse­ ments. Born in the port of Seattle, he lives there and ships out from that port. Daniel M. Penrose Seafarer Dan­ iel M. "Two Dogs" Penrose, 26, graduated from the HLS in 1977. He up­ graded to AB there in 1979. Brother Penrose is returning to the Point this month to get married. He has the lifeboat, CPR and firefighting endorsements. A nativc of Caiskill, N.Y.. he lives in Plant City, Fla. and ships out from the port of famna. Roy T. Delay Seafarer Roy T. Delay, 33, graduated in 1969 from the HLS Entry Pro­ gram. In 1971, he upgraded to AB in the port of New York. He has the CPR, firefighting and lifeboat tickets. Brother Delay studied geology in college and has boatbuilding and welding training. A native of the port of Boston, he lives in Bellingham. Wash, and ships out of the port of Seattle. It's The Annual Super Big Onlg-Time-This-Year ^ Pick Your License Towboat Operator Conrse! Check the Schedule: Western Rivers, Inland Waters, Oceans Less than 200 miles. Oceans over 200 miles These courses start January 21 So Pick Your License and Enroll Now! Contact HLS or fill out the application in this issue of the Log. Anchorage Committee Making out a dues receipt on Nov. 15 for Chief Steward Joe Speller (standing right) secretary-reporter for the SS Anchorage (Sea-Land) is N.Y. Patrolman Teddy Babkowski (seated right). Standing (I. to r.) is the rest of the Ship's Committee of AB Osman Malip, deck delegate: Recertified Bosun George Burke, ship's chairman and Engine Delegate Raymond Collazo. The ship paid off at Port Elizabeth, N.J. �The Lakes Picture Cleveland President Carter signed an energy and water projects appropriations bill last month which tags over $13 million in federal funds for Cleveland for harbor improvements. The appropriation will be used to finance modernization and maintenance of harbor facilities in 1980 and to fund studies fof future work such as deepening the harbor's east basin to accommodate 1,000 foot vessels. Tonnage Figures The Lakes Carriers Assn. released the most recent figures on Great Lakes bulk commodity shipments. Shipment totals for iron ore for this year to Sept. 1 were the best since 1973 and the volume of coal moved was the highest since 1971. Grain carriage was off somewhat over last year's record cargoes. Total volume of bulk commodity shipments for the year up to Sept. 1, 1979 were the best reported since 1973. Seamen^s Library Great Lakes seamen may not know about it but there's a branch of the American Merchant Marine Library Assn. right in their backyard. The library, located in Sault Ste. Marie, Mich., is one of six in the U.S. and the only one on the Great Lakes. It was first established in 1915 and it's been providing services to seamen ever since. The Sault Ste. Marie building, which has a TV lounge as well as plenty of reading material, is open 24 hours a day, seven days a week. Cartons of books are provided to many Great Lakes vessels and they're periodically swapped for different volumes. On thousand footers, the two cartons of books brought aboard are divided between the forward and after ends of the ship. The library is run by Nancyann Sillers and three assistants. And providing books is only part of the program. "We have helped boys finish high school and we have a program for alcoholics," Mrs. Sillers said. Algonac A winter shipping season on the Great Lakes is still up in the air this year for several reasons. First, Congress hasn't acted yet on whether or not to approve money to fund the season extension. If the necessary funding dosen't come through. Great Lakes vessels will probably be laying up earlier than usual. A second factor is that several Great Lakes operators usually run their vessels in the winter months to complete ore deliveries. In years past, strikes and early frosts have slowed ore shipments. But this year most of the ore is already in. The general economic downturn may also have an impact on the number of Great Lakes ships running this winter. SlU-contracted Huron Cement Co., which runs a fleet of cement carriers, has informed the Union it plans to run only one ship this winter, instead of three it used last year. Observers speculate that the ailing construction industry may need less cement this year than previously and Huron expects one cement carrier to be able to accommodate the demand. In addition to the cement vessel. Union reps have received notification that only one other SlU-manned Laker will be making a winter run. She's the thousand-foot ore carrier Presque Isle (Litton Great Lakes Corp.) St. Lawrence Seaway The St. Lawrence Seaway shipping season has been extended for three days, from Dec. 15 to Dec. 18. Announcement of the extension was made jointly by the U.S. and Canadian agencies that administer the Seaway. U.S. operators had been pressing for a 10-day extension to allow time to clear the backlog of grain awaiting shipment from Duluth. But they will now have to clear their vessels from the Montreal/Lake Ontario section of the waterway by midnight Dec. 18 or face stiff penalties. Duluth Though the grain millers strike is over, the port of Duluth is still backed up. Grain is being trucked into Duluth daily but the grain elevators are already so full, there's no place to store the new shipments. There is reportedly four days worth of grain waiting to be unloaded. Bad weather and the fact that this year's crop of sunflower seeds is also being trucked into the port has added to the backlog. Frankfort The carferry C/7y of Milwaukee (Michigan Interstate Railway Co.) is scheduled to enter the shipyard for her annual inspection in midNovember. The Arthur K. Atkinson may enter the shipyard for her renovation work next month, pending okay of a funding revision. The restoration of the Atkinson is being jointly funded by the states of Michigan and Wisconsin and both states have to approve cost items. Michigan has approved the revised funding request and while Wisconsin hasn't yet taken action, their approval is also expected. This delay has pushed back the date when the Atkinson is expected to return to service in February or March of 1980. While the Atkinson is undergoing repairs the company may lease the carferry Spartan as a temporary replacement. The Spartan, owned by the C&O Railroad, will be crewed by SIU members. Toledo The U.S. Maritime Administration and the Toledo-Lucas County Port Authority have reached agreement on the provisions of a lease for a Toledo site which will be used as a marine firefighting facility. The school will be located next to the Toledo Express Airport and is expected to be fully operational by the summer of 1980. Renovation of existing structures and installation of firefighting simulation modules necessary to make the facility operational will cost about $400,000. The marine firefighting school is a cooperative effort by Marad and the joint Great Lakes labor-industry firefighting committee. A MESSAGE FROM YOUR UNION NASCOT ICS WILL EAT YOU UP AND YOU'LL LOIE YOUR PAPERS FOR LIFE.' November 1979 / LOG / 27 �«t Summary Report for Stewards Training and Recreation Inc This is a summary of the annual report of Stewards Training and Recreation, Incorporated, 94-1344426, for July 1, 1978 to March 31, 1979. The annual report has been filed with the Internal Revenue Service, as required under the Employee Retirement Income Security Act of 1974 (ERISA). Basic Financial Statement The value of plan assets, after subtracting liabilities of the plan, was $1,558,569 as of March 31, 1979, compared to $1,804,97! as of July I, 1979. During the plan Sea-Land Galloway Committee Recertified Bosun Clayton L. Engelund (standing center) ship's chairman of the SS Sea-LandGalloway is with the Ship's Committee on Oct. 17 at a payoff at Port Elizabeth, N.J. At (left) is Chief Steward James Keno, secretary-reporter and (right) AB C. Nealis, deck delegate. In front, (I. to r.) are Steward Delegate Richard Williams and Educational Director Bob Harris. Personals Eugene Vargas Your brother, Rafael Vargas, would like you to get in touch with him as soon as possible, Te. (212)-335-6323. John F. Bradley Contact Mr. Larive of Zapata Tankships, Inc., Zapata Tower, P.O. Box 4240, Houston, Texas 77001, relative to unclaimed wages. year the plan experienced a decrease in its net assets of $246,402. This included 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 total inconie of 5333,743 including employer contributions of $1,388 and earnings from investments of $43,499. Plan expenses were $504,379. These expenses included $129,897 in administrative expenses and $374,482 in other expenses. Your Rights to Additional Information You have the right to receive a copy of the full annual report, or any part thereof, on request. The items listed below are included in that report: 1. An accountant's report 2. Assets held for investment To obtain a copy of the full annual report, or any part thereof, write or call the office of Mr. A1 Jensen, 675 Fojurth Avenue, Brooklyn, New York 11232. The charge to cover copying costs w^ll be $1.00 for the full annual report, or $.10 per page for any part thereof. You also have the right to receive from the plan administrator, on request and at no charge, a statement of the assets and liabilities of the plan and accompanying notes, or a statement of income and expenses of the plan and accompanying notes, or both. If you request a copy of the full annual report from the plan administrator, these two statements and accompanying notes will be included as part of that report. The charge to cover copying costs given above does not include a charge for the copying of these portions of the report because these portions are furnished without charge. You also "have the right to examine the annual report at the main office of the plan, 675 Fourth Avenue, Brooklyn, New York 11232, and at the U.S. department of Labor in Washington, D.C., or to obtain'a copy from the U.S. Department of l.abor upon payment of copying costs. Requests to the Department should be addressed to Public Disclosure Room, N4677, Pension and Welfare Benefit Programs, U.S. Department of Labor, 200 Constitution Avenue, N.W., Washington, D.C. 20216. No Licensing Course For Boatmen In The Country Stacks Up To The Transportation Institute Towboat Operator Scholarship Program "Little Joe" Destacomento Please call Sonny and Tony at (212)245-4685. Re: S/S DIXIE Any survivors of the Labor Day hurricane in 1935 are requested to contact: Mr. Michael Boland, 283 Caryl Drive, Lawrence, N.Y. 11559. Candelano Ramos Please contact your son at: 403 fc^ast 5th Street, Apartment 205, Los Angeles, Calif. 90013. Special curriculum offered only at HLS Room, board and books free Tuition Free Weekly stipend of $125 Time spent in on-the-job training counts as the equiv­ alent of wheelhouse time Day-for-day work time credit for HLS entry graduates Stewart Lofton Please contact your father, Archie Lofton. Tel. (713^734-4308. George P. Sires Please contact, Don Roman, Roman Packing Co., P.O. Box 702, Norfolk, Nebraska 68701. To apply, contact the Harry Lundeberg School. Hubert H. Johnson Ex Chief Electrician SS Thomas Nelson Please contact, Mrs. R.P. Christian, Thomas Berry's mother, 2021-lOth Avenue, South, Apt. 116, Birmingham, Ala. 28 / LOG / November 1979 Program starts January 7 �QMED to J.D. Thanks to $10,000 Scholarship T HE call of the sea reached Danny Lee McDonald in land­ locked Cedar Rapids, Iowa. And since 1966, the year he first started shipping with the SIU, Seafarer McDonald has set foot in just about every port in the world. He's a qualified pumpman, an electrician and a reefer engineer. Right now, he's shipping as a fireman aboard the SlU-contracted Alex Stephens (Waterman), bound for Sri Lanka. When he's in port McDonald practices his "number one hobby," photographing interesting out-ofthe-way sights. But when he's got free time aboard ship, he buckles down with his books. Because Seafarer McDonald has one more year of Law School to complete before he earns his Juris Doctor degree from the University of Iowa. The trip from the engine room to a court of law may seem like an unusual one. But McDonald, who won the SIU's four year, $10,000 college scholarship in 1975, says it's not all that uncommon. "A lot of people like me come out of the foc'sle and they want to be lawyers," he said adding, "their experiences as seamen make them choose law." McDonald decided to go to law school in 1974. But first, he had to go to college. "I did finally get accepted to college," MeDonald said. "But it took a lot of doing sinee I hadn't graduated from high school." Brother McDonald took a battery of tests which qualified him for college entry. "I also did an enor­ mous amount of reading aboard ship," he said, adding "that prepared me pretty well for college." Best Thing Ever After being accepted to the University of Iowa, SIU member McDonald applied for and received the Union's $10,000 college scholar­ ship. "That was the best thing that ever happened to me," he said with enthusiasm. "And 1 think there area lot of Union members who should apply if they have the inclination to go to college. There are many personal rewards," he said, "it can make your life richer in many ways." Once he'd been accepted, Dan worked hard, finishing the Uni­ versity's pre-Law program in three years, instead of four, and earning University honors along the way. His top-notch grades got him into Seafarer Danny McDonald the University's Law School and he used the last of his SIU college scholarship money to begin the law program. Brother McDonald's shipping out this year to finance his last year in Law School. Next year he plans to start job hunting in "port cities like Notke to Members On Job Call l^ocedure When throwing in for work dur­ ing a job call at any SIU Hiring Hail, members must produce the following: • membership certificate • registration card KNOW YOUR RIGHTS clinic card seaman's papers INLAND KNOW YOUR RIGHTS FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and senior­ ity arc protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is; Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20th Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU Duluth, Mobile or San Francisco for an opening at a maritime law firm." Brother McDonald chose mari­ time or Admiralty law becau.se he's interested in helping "seamen who get hurt aboard ship or who need legal advice." But Admiralty law isn't a wideopen field these days and McDonald says "there aren't that many jobs available." So he's thinking about hospital administration and two more years of school -as an al­ ternative. "More and more people are going into Public Health after law school." McDonald explained. "Many hos­ pitals prefer someone trained in law and able to deal with federal, state and local agency regulation." Whatever he chooses, Danny McDonald's sure to succeed. Be­ cause he knows the formula for success is hard work plus taking advantage of the opportunities available to you. Dan took advantage of the SIU's upgrading programs so he could move ahead in the Engine Dept. And he took advantage of the Union's college scholarship pro­ gram when he was ready to change his career focus. Winning the Union's scholarship "was like a miracle," McDonald said. But making the "miracle" pay off was up to McDonald himself. KNOW YOUR RIGHTS CONSTITUTIONAL RHJHTS AND OBITGATIONS. Copies of the SIU eonstilulion are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its con­ tents. Any time you feel any member or oflicer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RKilUS. All members are guaranteed equal rights in employment and as members of the SIU. These rights arc clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Con.sequently, no member may be discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify Union headquarters. patrolman or other Union ofiicial, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY —THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also 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 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 circum­ stances 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 should not have been required to make such payment, this should immediately be reported to Union headquarters. SEAFARERS POLITICAL AC TIVITY DONATION —SPAD. SPAD is a .separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing, 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 con­ dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notif y the Seaf arers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Sup­ port SPAD to protect and further your economic, poli­ tical and social interests, and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of acce.ss to Union records or infor­ mation, he should immediately notify SIU President Paul Hall at headquarters by certified mail, return receipt requested. The address is 675 • 4th Avenue, Brooklyn, N.Y. 11232. November 1979 / LOG / 29 �Mobile Crescent Towing Co. started harbor shipdocking operations here on Nov. 15 with the 2,400 diesel hp tug Marion Smith and the 2,050 diesel hp tug Elizabeth Smith, the former tug Harrisburg. The company's new operation in this port is expected to expand her inland fleet in this port soon. Norfolk The strike at the Stone Towing Co. of Wilmington, N.C. has been settled. And contract negotiations at the Allied Inland and Coastal Co. have begun. Houston The Cost of Living Adjustment (COLA) clause in the contract with the Higman Towing Co. here has been okayed. built about two miles below the old facility on the Mississippi at Alton, 111. It's scheduled for completion in 1987 at a cost of $500 million. The judge said that the U.S. Army Corps of Engineers had adequately complied with Federal law in judging the environmental consequences of building the project. Although he did say that the Corps should have held a public hearing on the project after it was approved by the U.S. Congress last year. Twenty-one Midwest railroads and three environmental groups had blocked construction of the lock and dam for five years through court suits and appeals to their elected representatives in the Congress. On Nov. 8, the Corps let bids worth $ 10 million for the construction of the first of three cofferdams to provide a dry riverbed for the work. On Oct. 25, a $7.3 million contract was let for bank protection work on the Illinois side of the river below Alton. St. Louis Boatmen aboard the towboat National Hero (National Marine) early last month rescued the crew of the blazing towboat Alana M. Burns off her disconnected loaded barge which was towed to safety three miles east of Freeport, Tex. in the Gulf Intercoastal Waterway. Jeffersonville, Ind. New Orleans Whiteman Towing has sold their diesel tug A. W. Whiteman to Crescent Towing. Curtis Bay Towing owned her first as the 285-ton steam tug Lucidington Patton. Later she was the tug Bouker No. 6 hauling rock on New York's Hudson River. Before working in this port, she saw service in the Panama Canal with the U.S. Army Corps of Engineers. Crescent Towing has recently improved their inland fleet through the conversion of several N.Y. Harbor tugs, one purchased from the ErieLackawanna Railroad. Their tug Horned was renamed the tug Sandra Smith. The U.S.E.D. tug San Luis is now the tug Terence Smith and the former Meckling Barge Line tug Margaret C. has the new name of the tug Ja.son Smith replacing one of the same name sold to the Sun Oil Co. A temporary Union Hall was set up here earlier this month to further .service Boatmen working on the Ohio River. Louisville, Ky. On Aug. 22, Kentucky Gov. Julian Carroll broke ground here for a $12 million, 1,623 acre, 7-mile long Ohio River bargeport, duty-free storage warehouse complex and industrial park. This is the first such complex to be built in the Ohio River Valley. Completion is set for next April. It will engender 8,400 new jobs with a payroll of$90 million and gener­ ate $255 million in new taxes. New Orleans Port Agent .Jerry Brown received a Certificate of Merit from Ala­ bama's State Labor Federation for his achievements while agent for the port of Mobile. Lock and Dam 26 U.S. District Court Judge Charles R. Richey ruled in Washington, D.C. late last month that the new 1,200 foot Lock and Dam 26 could be Dixie Carriers has the new 150-foot ocean-going tug Vigilant, with Chief Cook Duncan "Pat" Patterson aboard, and the new tug Reliance on the rejuvenated run from Davant, La. across the Gulf to the Florida Electric Power Co. plant in Crystal River. Then they head down to the port of Tampa for a load of phosphate for the return voyage to Davant. lOT's Mariner fleet is awaiting two big coastwise tugs abuilding at the Main Iron Works, Houma, La. You Have to Be Sharp to Handle River Tows; Jesse Green Is Boatman Jesse Green handles tows of up to 15 barges. Each barge weighs 1400 tons. It takes a mile to a mile-and-a-half to stop that kind of tow. In his job as steersman. Green has to be competent. And part of his expertise was gained through the Transportation Institute (T. 1.) Towboat Operator Scholarship Program. Green was a deckhand for Amer­ ican Commercial Barge Lines (ACBL) when he entered the third Monthly Membership Meetings Port New York Philadelphia Baltimore Norfolk Jacksonville Algonac Houston New Orleans Mobile San Francisco Wilmington Seattle Piney Point San Juan Columbus Chicago Port Arthur Buffalo St. Louis Cleveland Date Dec. 3 Dec. 4 Dec. 5 Dec. 6 Dec. 6 Dec. 7 Dec. 10 Dec. 11 Dec. 12 Dec. 13 Dec. 13 Dec. 21 Dec. 8 Dec. 6 ...; Dec. 15 Dec. II Dec. 11 Dec. 12 Dec. 14 Dec. 13 Deep Sea Lakes, Inland Waters UIW 2:30 p.m 2:30 p.m 2:30 p.m 7:00 p.m. 7:00 p.m. 7:00 p.m. 9:.30a.m 2:00 p.m 7:00p.m. — 2:.30p.m 2:30 p.m 2:30 p.m 2:30p.m 2:30p.m 2:30p.m 2:30 p.m I0:30a.m 2:30 p.m — — 2:30 p.m 2:30 p.m — class of the Scholarship Program. Now he's a steersman aboard the company's boat D. Ray Miller which works on the Ohio River, the Upper Mississippi, and the Illinois River. "Each river is different and you have to know your stuff," says Green. And helping him to know these rivers a little better is Captain Robert L. Shelton. Says Brother Green, "he's tops in my book." 7:00p.m. 7:00 p.m. — — — — — 1:00p.m. — — — Boatman Jesse Green 30 / LOG / November 1979 Brother Green went on to talk about the Harry Lundeberg School in Piney Point, Md. where the Scholarship Program is held. "The instructors are the best and the courses are excellent. 1 don't think they could be better." He added that, without the School, "1 probably wouldn't have gotten my license." T.l. began the Scholarship Pro­ gram a year-and-a-half ago to provide sufficient qualified mates and pilots for the equipment of member companies. It offers the scholarship in cooperation with the SlU and the Lundeberg School. T.L is a WashingLOii, D.C.-based educational and research organiza­ tion for the maritime industry. It consists of 174 companies involved in harbor, inland, and deep sea operations. The Scholarship Program that the Institute offers provides a $125 weekly stipend to each winner, as well as free tuition, room and board, and books. If you are interested, contact your nearest SlU rep or write to; Towboat Operator Scholarship Committee Harry Lundeberg School Piney Point, Md. 20674 �Legal Aid In the event that any SIU members have legal problems in the various ports, a list of attorneys whom they can consult is being published. The mem­ ber need not choose the recommended attorneys and this list is intended only for informational purposes: NEW YORK, N.Y. Schulman & Abarbanel 350 Fifth Avenue New York, N.Y. 10001 Tele. #(212) 279-9200 BALTIMORE, MD. Kaplan, Heyman, Greenberg, Engelman & Belgrad Sun Life Building Charles & Redwood Streets Baltimore, Maryland 21201 Tele. #(301) 539-6967 HOUSTON, TEX. Archer & Peterson Americana Building 811 Dallas Street Houston, Texas 77002 Tele. #(713) 659-4455 TAMPA, FLA. Hamilton & Douglas, P.A. 2620 W. Kennedy Blvd. Tampa, Florida 33609 Tele. #(813) 879-9482 SAN FRANCISCO, CALIF. John Paul Jennings, Henning and Wash 100 Bush Street, Suite 1403 San Francisco, California 94104 Tele. #(415) 981-4400 Court OIC's Construction of New Lock & Dam 26 Boatmen who have waited for hours, often days, at Lock and Dam 26 at Alton, 111. on the Mississippi, will be happy about a court decision handed down late last month. After five years of litigation, a U.S. District Court Judge has okayed construction of a replace­ ment for Lock and Dam 26. The suit against construction had been brought by three environmental groups and 18 western railroads. The ruling by Judge Charles Richey came exactly one year after President Carter signed H.R. 5833 which became Public Law 95-502. This law authorized $430 million for the construction of a new lock and dam. It also imposed a user charge on the inland waterways for the first time in the nation's history. The court battle over Lock and Dam 26 has been going on since 1974 when environmentalists and western railroads filed suit against construction. Over the years, they have claimed that an environmental impact study done by the U.S. Army Corps of Engineers is insufficient. The Army Corps of Engineers will be handling the construction. However, Judge Richey ruled that the Corps "gave sufficient weight" to environmental values. This ruling, though, does not mean that a new Lock and Dam 26 will be in operation soon. First of all, the groups who oppose construction may appeal in the courts. Second, the Corps may still hold a public hearing. In his decision. Judge Richey said the Corps did violate its own regulations in not holding a public meeting on the construction. The Corps had held public hearings when it was plan­ ing to build double locks. But that type of construction was barred by the courts in 1974. The law signed by the President last year allows the construction of one 1,200-foot lock at a new facility two miles below the ST. LOUIS, MO. Gruenberg & Sounders 721 Olive Street St. Louis, Missouri 63101 Tele. #(314) 231-7440 NEW ORLEANS, LA. Barker, Boudreaux, Lamy, Gardner & Foley 1400 Richards Building 837 Gravier Street New Orleans, Louisiana 70112 Tele. #(504) 586-9395 LOS ANGELES, CALIF. Fogel, Julber, Reinhardt & Rothschild 5900 Wilshire Boulevard Los Angeles, California 90036 Tele. #(213) 937-6250 MOBILE, ALA. Simon & Wood 1010 Van Antwerp Building Mobile, Alabama 36602 Tele. #(205) 433-4904 DETROIT, MICH. Victor G. Hanson 19268 Grand River Avenue Detroit, Michigan 48822 Tele. #(313) 532-1220 BOSTON, MASS. Joseph M. Orlando 95 Commercial Wharf Boston, Massachusetts 02110 Tele. #(617) 523-1000 SEATTLE, WASH. Vance, Davies, Roberts, Reid & Anderson 100 West Harrison Plaza Seattle, Washington 98119 Tele. #(206) 285-3610 CHICAGO, ILL. Katz & Friedman 7 South Dearborn Street Chicago, Illinois 60603 Tele. #(312) 263-6330 Send Pix to Log Do you have a photo of your new­ born child, or any other human interest shots? Then send them to the Log. The Log welcomes photos of Seafarers and Boatmen and their families. Black and white photos reproduce better than color photos in the Log. And, of course, the pictures should be as sharp and clear as possible. Dispatchers Report for Inland Waters OCT. 1-31,1979 •TOTAL REGISTERED All Groups Class A Class B Class C Port Philip Weltin, Esq. Weltin & Van Dam No. 1 Ecker Bid. San Francisco, Calif. 94105 Tele.#(415) 777-4500 current one at Alton. Third, the approaching winter could significantly delay construc­ tion. Moreover, once construction begins, it's estimated that eight years will be needed for completion. 0 0 0 5 0 2 11 1 2 0 3 0 0 6 9 0 24 1 7 71 0 0 0 3 0 1 0 1 1 0 2 0 0 6 4 0 9 42 6 75 0 0 0 0 0 2 0 5 1 0 5 0 4 9 20 0 7 5 45 103 Port Totals All Departments 0 0 0 0 0 1 0 0 0 0 1 0 0 3 9 0 7 1 4 26 0 0 0 0 0 1 0 0 1 0 1 0 0 2 3 0 5 47 4 64 0 0 0 0 0 4 1 4 0 0 5 0 2 5 21 0 1 0 1 44 0 0 0 9 0 3 16 4 4 0 7 0 0 4 5 0 26 0 7 85 0 0 0 17 0 3 1 2 3 0 7 0 0 12 1 0 24 0 18 88 0 0 0 0 4 0 12 2 0 8 0 4 13 14 0 21 0 141 222 0 0 0 1 0 0 0 0 0 0 0 0 0 2 0 0 0 0 2 6 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 2 0 0 4 0 1 0 0 0 0 0 1 0 0 3 0 0 1 0 0 0 0 1 7 3 ENGINE DEPARTMENT J" 0 0 0 1 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 4 0 6 0 1 0 0 0 0 0 1 2 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 1 4 0 8 0 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 0 0 0 3 STEWARD DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals TOTAL SHIPPED All Groups Class A Class 8 Class C 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 1 0 3 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 2 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 1 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 4 7 0 0 0 0 0 0 0 2 1 0 1 0 0 1 0 0 1 0 13 19 75 83 112 30 75 47 94 99 248 •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. November 1979 / LOG / 31 �iiiiiii A / Stephen N. Carey Jr., 65, joined the SIU in the port of San Francisco in 1967 sailing as a chief cook. Brother Carey sailed 22 years and on the CIS Long Lines (AT&T). He is a veteran of the U.S. Navy in World War II. Seafarer Carey was born in Olympia, Wash, and is a resident of San Francisco. Roger S. Cowperthwaite, 56, joined the SIU in 1943 in the port of Baltimore sailing as a FOWT. Brother Cowperthwaite was born in Dry Branch, W. Va. and is a resident of Seattle. Frederick John Dunn, 66, joined the SIU in 1943 in the port of Boston sailing as a chief electrician. Brother Dunn sailed 43 years. He was on the Sea-Land Shoregang from 1967 to 1979. Seafarer Dunn hit the bricks in the 1965 District Council 37 beef and the 1962 Robin Line strike. Born in St. John's, Newfoundland, Canada, he is a naturalized U.S. citizen and a resident of Lakewood, N.J. Stanley Gelak, 65, joined the SIU in 1941 in the port of Philadelphia sailing in the steward department for 38 years. Brother Gelak was born in New York and is a resident of San Francisco. Roy Ferdinand f.umberg, 65, joined the Union in the port of Dulutli in 1960 sailing as a firemanwatertender. He is a veteran of the U.S. Marine Corps in World War 11. Brother Lumberg was born in Barksdale, Wise, and is a resident of Ashland, Wise. Arvo Oliver Lintula, 65, Joined the Union in the port of Frankfort, Mich, in 1956 .sailing as an oiler. Brother Lintula is a wounded veteran of the U.S. Navy serving in the Pacific Theater during World War 11. He was born in Wi.sconsin and is a resident of Kaleva, Mich. Edward Holt, 62, joined the Union in the port of St. Louis in 1968 sailing as a deckhand for Inland Tugs from 1965 to 1969; the Alton Transporta­ tion Co. from 1969 to 1979; on the Mj V Robert N. Stout (OrgulO from 1976 to 1977 and for the Eagle Marine Co., St. Louis. Brother Holt was born in Tennessee and is a resident of Granite City, 111. William Howard "Scotty Bill" IVIiller, 67. joined the Union in the port of Toledo. Ohio in 1960 sailing as an assistant conveyorman. tunnelman and 3rd mate for the American and Reiss Steamship Cos. Brother Miller sailed 22 years. He helped in organizing in the port of Duluth. Minn, in 1959. Laker Millerwas born in North Carolina and is a resident of Marshall. N.C. TTrain Rosario, 54, joined the SIU in the port of New Orleans in 1962 sailing as a chief cook. Brother Rosario sailed 24 years. He helped to organize the General Marine Corp. in the Tideland organizing drive in 1955-6 for New Orleans offshore drilling rigs. Born in Puerto Rico, he is a resident of New Orleans. 32 / LOG / November 1979 George Camille Hoffman, 62, joined the SIU in 1941 in the port of New Orleans sailing as a deck maintenance. Brother Hoffman is a veteran of the U.S. Marine Corps before World War 11. He was born in New Orleans and is a resident there. Guadalupe Molina joined the SIU in the port of Houston in 1962sailing as a steward utility. Brother Molina sailed 27 years. He is also a musician. Seafarer Molina was born in Sinton, Tex. and is a resident of^Galveston. James Reuben Prestwood, 62, joined the SIU in 1945 in the port of Mobile .sailing as a chief steward (33 years) and ship's chairman. Brother Prestwood .sailed 38 years. He was the port of New Orleans delegate to the Workshop No. 4 Conference in 1971 at the Harry Lundeberg School (TILS) Piney Point. Md. Seafarer Prestwood was born in Alabama and is a resident of Mobile. Jack Earl Wheelcs, 57. joined the SIU in the port of Savannah in 1952 sailing as a chief cook. Brother Wheeles upgraded to cook and baker in 1976 at the HLS. He is also a carpenter. Seafarer Wheeles was born in Osierfield, Ga. and is a resident of Savannah. Joseph Andrew Yanik, 66, joined the SIU in 1947 in the port of New York sailing as a FOWT. Brother Yanik walked the picketline in the 1961 Greater N.Y. Harbor beef. He is a veteran of the U.S. Army in World War 11. Seafarer Yanik was born in Coplay, Pa. and is a resident of Northampton, Pa. Vernon Lee Hopkins, 65. joined the SIU in the port of San Francisco in 1956 sailing as a bosun. Brother Hopkins sailed 46 years. Seafarer Hopkins is a veteran of the U.S. Coast Guard in World War 11. He was born in South Creek. N.C. and is a resident of Chesapeake. Va. Henry Martin Murranka, 62. joined the SIU in 1944 in the port of Galveston sailing as a bosun. Brother Murranka sailed 39 years. He was a bosun on the famed research ship RjV Anton Bniun. .A native of Trenton. N.J.. he is a resident of Eugene. Ore. Juan Sanchez, 63. joined the SIU in 1944 in the port of New York sailing as a chief cook. Brother Sanchez won a Union Personal Safety Award in 1960 for sailing aboard an accident-free ship, the SS Frances. He was born in Puerto Rico and is a resident of Carolina. P.R. Fred Frixo Vrocher, 62, joined the Union in the port of Mobile in 1956 sailing as a chief engineer for the Mobile Towing Co. from 1946 to 1979. Brother Vrocher is a former member of MEBA. He was born in New Orleans and is a resident of Theodore, Ala. Walter Hammond Sibley, 65, joined the SIU in 1946 in the port of New York sailing as a quartermaster and bosun. Brother Sibley is a veteran of the U.S. Navy before World War H. He was born in Alabama and is a resident of San Francisco. Jack William Arellanes, 52, joined the SIU in 1947 in the port of Baltimore sailing as a bosun. Brother Arellanes sailed 35 years. He is a wounded veteran of the U.S. Navy during World War 11. And he is also a radio technician. Seafarer Arellanes was born in San Francisco and is a resident of Sonoma, Calif. Joseph Badyk, 67, joined the SIU in the port of New York in 1959 sailing as an AB. Brother Badyk sailed 28 years. He hit the bricks in the 1961 N.Y. Harbor beef. Seafarer Badyk was born in Poland and is a naturalized U.S. citizen. He resides in Union City, N.J. Frank John Hall, 62, joined the SIU in 1944 in the port of Norfolk sailing as a chief steward. Brother Hall sailed 41 years and during World War II and the Vietnam War. He has also studied accounting. Seafarer Hall was born in Ohio and is a resident of San Francisco. Recertified Bosun Irwin Sydney Moen, 56, joined the SIU in 1945 in the port of Baltimore. Brother Moen graduated form the 18th class of the Recertified Bosuns Program in November 1974. He is also a wood patternmaker. Seafarer Moen was born in St. Paul, Minn, and is a I resident of Delta, Pa. William Lee "Bill" Warenton, 53, joined the Union in the port of Ashtabula, Ohio in 1954. Brother Warenton sailed as an AB. He is a veteran of the U.S. Marine Corps in World War 11. Born in Alabama, he is a resident of Ethelsville. Ala. Marvin Frank Kramer, 56, joined the SIU in the port of New York in 1955 sailing as a bosun and deck delegate. Brother Kramer sailed 29 years and during the Vietnam War. He also organized the Atlantic Coast for the Union. Seafarer Kramer is a veteran of the U.S. Navy in World War 11. Born in Watkins. Minn., heis a resident there. Woodrow Wilson Parrish, 62, joined the Union in the port of St. Louis in 1962 sailing as a deckhand , for Inland Tugs. Brother Parrish is a I ?' former member of the NMU. He is a veteran of the U.S. Navy in World War H. Boatman Parrish was born in Farrenburg. Mo. and is a resident of New Madrid, Mo. Alcohol! m IS a dise It can he treated. �^Ugly Duckling' Jeremiah O'Brien to Be a Museum The Jeremiah O'Brien was moved to her new berth with the able seamanship ot numerous people Including some of the SlU's own. Three of them were (I. to r.): Brian Trujillo, able seaman; Ed Turner, (who is SlU senior West Coast representative) sailing bosun, and SlU representative George IVlcCartney, who did the honors as oiler. t At 11:15 AM, on Saturday, Oct. 6,1979, more than 500 friends of the maritime industry were thrilled at the announcement over a public address system, "The SS Jeremiah O'Bften is underway, under her own power, for the first time in 33 years." The crowd had gathered aboard the rusted old Liberty ship for a festive ride from the government layup anchorage in Suisun Bay, Calif., to the Bethlehem shipyard in San Francisco, 40 miles away. The O'Brien is the last of 2,750 such ships, the "Ugly Ducklings" of World War II, that was never converted to any special use. The ship the happy crowd boarded that day was exactly as it looked when it went on its maiden voyage in late June, 1943. It was, however, con­ siderably worse for the wear and ravages of time. Now, it is in the shipyard, where it is undergoing a thorough beauty treatment, restoring her to first class condition. Next May, some 37 years after her keel was laid in Portland, Me., the O'Brien will steam to Ft. Mason, in San Francisco, in time for National Maritime Day. There she will become a floating maritime Jim Shorten takes a turn at the wheel of the Jeremiah O'Brien. museum, a tribute tothe nation's seafarers. The people who made the sixhour voyage included representa­ tives of all the maritime unions, government agencies and various steamship companies. Also among the throng, were about 100 present and former seamen who sailed on Liberty ships during the war. Included among them were sev­ eral men who had actually sailed on the O'Brien between 1943 and 1946, Delta Brasii Committee Here's the Ship's Committee of theS.S De//aeras/7(Delta Line) at a payoff recently at the 39th St. Pier. Brooklyn, N.Y. they were (I. to r.) OMU Joe Logan, engine delegate; Cook and .Baker Pedro Laboy, steward delegate; Recertified Bosun Robert F. r\/lackert, ship's chairman; Chief Steward Juan Oquendo, secretaryreporter and AB Victor De Jesus, deck delegate. The SS Jeremiah O'Brien lies at anchor in the government reserve fleet at Suisun Bay, California, where she has been for 33 years. when she joined the mothball fleet. And most of them brought along members of their families to become part of the historic occasion. The coming restoration of the O'Brien is a particular tribute to Thomas Patterson, Western Region Director of the U.S. Maritime Administration. Patterson spear­ headed the drive to have the ship placed on the National Register as a historical object and declared a national monument. He has been aided by Thomas B. Crowley, chairman of the National Liberty Ship Memorial Committee. $436,000 grant from U.S. Depart­ ment of the Interior's Heritage Conservation and Recreation Serv­ ice Historic Preservation Fund, and the National Trust for Historic Preservation. Last summer, the first of scores of volunteers from the various mari­ time unions and ship repair services began working on the ship, prepar­ ing her for the trip. Every one of the maritime unions contributed to the effort, with SlU members in the deck, engine and steward depart­ ments all giving a helping hand as needed. Contributions came from all segments of the maritime industry, including the labor unions, as well as thousands of individuals. Over half a million dollars were raised for the project, and then matched by a Among SlU officials who rode the ship on her memorable trip were George McCartney (Honorary Oiler), EdTurner(Honorary Bosun) and Don Rotan, (Honorary Chief Steward). Getting to the top doesn't have to be a long haul. We'll help you get there fast— Move up in the Engine Department. Take the FOWT Course at HLS. it's your first step up the career ladder. It starts January 17. To enroll, contact the Harry Lundeberg School or mail the application in this issue of the Log. November 1979 / LOG / 33 �OGDEN CHALLENGER (Ogden ^ Marine), September 16—Chairman, Recertified Bosun P. Burnette; Secre­ tary R. De Boissiere; Educational Director R. Bizeeden; Engine Delegate A. Amat; Steward Delegate Emanuel Lowe. No disputed OT. Chairman reports that this has been a smooth trip and we are heading to Houston, Texas for payoff. Also noted that it is important for all shot cards to be brought up to date and those who don't have passports to get them. Told the crew that it was the best he had ever sailed with. A special vote of thanks to all department delegates for a job well done in helping to make this a good trip. Report to the L(\^: "Ogden Challenger was the first ship through the Panama Canal with a Panama pilot aboard on . September 16, 1979, Sunday. Japanese television recorded the voyage through­ out the entire passage. This SHJ crew is the finest in the world." Observed one minute of silence in memory of our departed brothers. Next port Houston, Texas. LNG LEO (Energy Transportation), September 9 -Chairman, Recertified Bosun C. F. Boyies; Secretary A. Dechamp; Educational Director R. W. Nurmi; Engine Delegate Patrick Dono­ van; Steward Delegate Lawrence ConIon. Chairman reported that GSU John Dziuban was .seriously injured in an accident while ashore in Bontang, Indonesia. Blood was needed and six of his shipmates from the SS LNG Leo quickly volunteered and donated blood at 2:00 A.M. that morning. Special thanks to Chief Mate, G. Tarver, 3rd A/E, M. Kellner, Radio Officer, J. . Warren and Pat Donovan, QM ED. The two other men who went forward but their blood was not the right type were 3rd Mate, M. Falitz and Steward, Baker, A. Dechamp. SHJ representative Frank Boyne has been aboard ship. OVERSEAS VIVIAN (Maritime Overseas), September 23 —Chairman, Jorge Castillo; Secretary Henry W. Roberts; Educational Director Carlos 1. Coello; Deck Delegate Robert E. Allen; Steward Delegate A. Z. Deheza. No disputed OT. Educational Director advised all crewmembers to attend some upgrading classes at Piney Point if they have not already done so. It is there for everyone to better themselves and to ' make the Union stronger. A vote of thanks to the steward department for a job well done. Next port Panama Canal Zone. AMERICAN HERITAGE (Apex Marine), September 24—Chairman, Recertified Bosun Leo Paradise; Secre­ tary M. Detoatch; Educational Director E. Sholar; Steward Delegate Teddy E. Aldridge. $35 in ship's fund. No disputed OT. Chairman held a discus­ sion on the importance of young men upgrading themselves at Piney Point that everyone who is eligible should take advantage of it. Also more members should apply for the LNG course as it offers a better opportunity for more jobs and better pay. The crew agreed that this is the best feeding ship that they have ever sailed. The Steward Marvin Deloatch puts out the best menus, and when the plates are served by the Chief Cook Teddy Aldridge they are always garnished nice and very appetizing. The crew extended special thanks to Captain Nooman and Chief Engineer Arnoldo for buying lobsters for the crew. Next port Riverhead. 34 / LOG / November 1979 EL PASO ARZEW (El Paso Ma­ rine), September 23—Chairman. Re­ certified Bosun E. Anderson. No disputed OT. Chairman spoke to captain about transportation and lodging and was informed that it would be taken care of at payoff. Everything is running smooth in each department. Report to the Log: "My first trip on the Anew in the steward department was a good learning experience and a very worthwhile trip. I hope that -more women can share this opportunity in the future.—Debbie Phillips." Next port Savannah. COUNCIL GROVE (Interocean Mgt.), September 12—Chairman L. Rich; E. A. Kirchharr; Deck Delegate Robert Myer. $100 in ship's furfd. No disputed OT. Chairman reports that burial services were held on fantail for 3rd Mate William Vance at 1830 hours on September 10, 1979 by Captain and Chief Mate and crew. A wreath was thrown overboard at the spot of the accident. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. Next port Charleston. ©DP ©l}iiB[p)©° [M©©SBinii© J i -a, -f* JL MARYLAND (Interocean Trans­ port), September 30—Chairman, Re­ certified Bosun Ben Mignano; Secretary R. F. Frazier; Educational Director G. Dickens; Engine Delegate Barry Harris; Deck Delegate Larry Thompson. Chair­ man held a discussion on the import­ ance of donating to SPAD and gave a vote of thanks to Executive Vice President, Frank Drozak, for his quick reply to a recent beef. Secretary reported that everyone with enough time accumulated in their respective departments should upgrade at Piney Point for more money and job security. $28.84 in ship's fund. No disputed OT. Observed one minute of silence in memory of our departed brothers. Next port Panama. I DELTA AFRICA (Delta Steam­ ship), September 27—Chairman, Re­ certified Bosun Peter Loik; Secretary W. Wroten; Educational Director D. Papegeorgiou; Deck Delegate Jack Taylor; Engine Delegate Hector Duarte; Steward Delegate James Miller. No disputed OT. Message received from the Welfare Department concerning changes in Welfare Plan were read and discussed. Educational Director urged all members who qualify to upgrade at Piney Point at the first opportunity. A. vote of thanks to the steward depart­ ment and a special vote of praise for 3rd Cook, Carolyn Pendergrass, for excel­ lent sandwiches, cold plate and vege­ table preparation. Next port Baltimore. DELTA MEXICO (Delta Line) September 2—Chairman, Recerified Bosun George A. Burch; Secretary Paul U. Hunt; Educational Director B. E. Cooley; Deck Delegate Joseph D. Blanchard; Engine Delegate Paul Thomas. $55 in ship's fund. Nodisputed OT. Chairman thanked the crew for everyone getting along so well and cooperating to make this a Smooth trip. A special vote of thanks to the steward department for a job well done. Next port Houston. MERRIMAC (Ogden Marine), Sep­ tember 2—Chairman H. MenicdU; Secretary John C. Reed; Deck Delejate R. Rodriguez. Some disputed OT in deck and steward departments. Chair­ man thanked the crew and the delegates of each department for their coopera­ tion. The Logs were received and passed out for all to read. Next port Corpus Christi, Tex. OVERSEAS ALASKA (Maritime Overseas), September 21—Chairman, Recertified Bosun W. L. Osborne; Secretary George L. Vourloumis; Educational Director Emerson Ness; Deck Delegate Edward Lindberg; Engine Delegate Robert Kwiatkowski; Steward Delegate Sam Morris. $3 in ship's fund. Some disputed OT in steward department. Educational di­ rector advised all members to take advantage of upgrading facilities at Piney Point. A vote of thanks to the steward department for a job well done. EL PASO HOWARD BOYD (El Paso Tanker), September 16—Chair­ man, Recertified Bosun David LaFrance; Secretary R. M. Boyd; Deck Delegate Arthur Mallory; Engine Delegate Charles Clausen; Steward Delegate Games Morgan. No disputed OT. Communications that were re­ ceived were posted. Received a reply from Executive Vice President Frank Drozak on the pay raise and wish to thank him for keeping the members well informed. Crewmembers are requested to keep the fire screens closed at all times and to wear shirts at all times while working on deck. The steward thanked the crew for helping to keep the messhall clean at all times. The swimming pool will be filled and music tapes will be available when we arrive back at Cove Point. COVE RANGER (Cove Shipping), September 9—Chairman F.R. Schwarz; Secretary F. Paylor; Educational Director H. Smith, Jr. No disputed OT. Chairman discussed the idea of upgrad­ ing and the advantages of same. Educational director advised all those who haven't had a high school educa­ tion can take the. GED Course at Piney Point and get their diplomas. A vote of thanks to the steward depart­ ment for a job well done. GUAYAMA (Puerto Rico Marine), September 9—Chairman, Recertified Bosun S. Kadziola; Secretary R. A. Cobb; Educational Director R. F. Dearie. No disputed OT. Chairman gave a brief lecture on the importance of donating to SPAD and pointed out safety habits aboard ship. Also talked about helping those who want to go to Pine^ Point and the importance of upgrading. Encouraged all crewmem­ bers to be back on board one hour before sailing time. A vote of thanks to the steward department. Observed one minute of silence in memory of our departed brothers. Next port Elizabeth. Official ship's minutes were also received from the following vessels: WESTWARD VENTURE BROOKLYN STONEWALL JACKSON OVERSEAS NATALIE EL PASO SOUTHERN MAYAGUEZ DELTA BRASIL OVERSEAS ALEUTIAN JEFF DAVIS INTREPID LONG BEACH SEA-LAND PRODUCER SEA-LAND FINANCE SEA-LAND MC LEAN TAURUS OAKLAND SAMUEL CHASE DELTA PARAGUAY CAPRICORN ZAPATA ROVER DELTA NORTE BRADFORD ISLAND DELTA MAR HUMACAO COVE EXPLORER TRANSCOLUMBIA HOUSTON SEA-LAND GALLOWAY DELTA ARGENTINA SEATTLE GREAT LAND ALEUTIAN DEVELOPER JOHN PENN JACKSONVILLE OVERSEAS ARCTIC LNG ARIES SEA-LAND CONSUMER DELTA URUGUAY BALTIMORE OVERSEAS NATALIE GALVESTON CAROLINA WORTH GOLDEN DOLPHIN GEORGE WALTON TAMPA DEL RIO OVERSEAS HARRIETTE ARECIBO GOLDEN MONARCH DELTA ECUADOR SEA-LAND COMMERCE DELTA COLUMBIA DELTA SUD (Delta Steaniship), September 23—Chairman, Recertified Bosun R. Lambert; Secretary E. Vieira; Educational Director J. C. Dial; Engine Delegate E. M. Welch. Nodisputed OT. Chairman reported that we are sched­ uled to pull into Maracaibo. However, if we bypass that port we could be in New Orleans at about 6:00 A.M. Monday morning or Monday night and payoff sometime Tuesday. This has been a very good trip with all things considered going along pretty well. We also have had another accident free trip. Be sure to keep in touch with the office as to the sailing time of the vessel. As you know from experience the sailing time is subject to change from one hour to another. Observed one minute of silence in memory of our departed brothers. VIRGO (Apex Marine), September 10—Chairman, Recertified Bosun W. Robinson; Secretary Fred R. Hicks; Educational Director Jerry L. Boyee; Deck Delegate Charles Connell; Engine Delegate Frank Overstreet; Steward Delegate Sovandus Sessoms. Some disputed OT in deek and engine departments. Report to Log: "The erew was sorry to see the Baker, Jerry E. Wood, have to leave the ship due to a freak hand injury and we wish him a speedy reeovery. The vessel is running the U.S. East Coast ports and thence to St. Croix, V.l. Most of our brothers have been spending many memorable hours there in some of the fabulous plaees to relax in. Several brothers passed birthdays on board and spent their happy hours in St. Croix celebrat­ ing them." Next port New York. �Apply for SiU College I PS not too early to start applying for the yearly SIU six month period immediately preceding date of application college scholarships offered to members and their and 125 days employment in the previous calendar year. dependents. Dependents of pensioners or deceased members who had Entitled the "Charlie Logan Scholarship Program, met these seatime requirements before death or retirement seven college scholarships, worth $60,000, are offered are also eligible for the scholarships. through the Seafarers Welfare Plan annually. All scholarships are awarded on the basis of high school Five of the scholarships are four-year $10,000 awards. grades and scores achieved on either the College Entrance One of these goes to an active member while four go to Examination Boards (SAT only) or the American College dependents of members. Tests (ACT). Two of the scholarships are two-year grants worth $5,000 Upcoming test dates for the SATs are: Nov. 3; Dec. 1, and each. These are exclusively for active members. For an active member to be eligible for a scholarship, he Jan. 26. For more information on the SATs, write the must have at least two years (730 days) employment time College Entrance Examination Board at either Box 592, with SIU contracted companies. In addition, he must have Princeton, N.J. 08540, or Box 1025, Berkeley, Calif. 94701. one day of employment in the six month period (Write to the office located closest to your mailing address.) Upcoming test dates for the ACTs are: Dec. 8, and Feb. immediately preceding date of application, as well as 125 16. Information and applications for these exams may be days employment in the previous calendar year. Members' dependents applying for the scholarships must received by writing to ACT Registration Unit, P.O. Box be unmarried and under 19 years of age. [However, 414, Iowa City, Iowa 52240. SIU members can pick up Scholarship award applica­ unmarried children who are eligible for benefits under Plan #I Major Medical can apply for a dependent's scholarship tions for themselves or their dependents at any SIU Hall or by writing the SIU Welfare Plan, 275 20th St., Brooklyn, up to the age of 25.] An applicant must be the dependent of a member with N.Y. 11215. Scholarship winners will be announced in May 1980. three years (1,095 days) employment time with SIU contracted companies, as well as one day employment in the Applications should be in no later than Apr. 15, 1980. 99 November 1979 / LOG / 35 �Help A Friend Deal With Alcoholism Alcoholics don't have friends. Because a friend wouldn't let another man blindly travel a course that has to lead to the destruction of his health, his job and his family. And that's where an alcoholic is headed. Helping a fellow Seafarer who has a drinking problem is Just as easy—and just as important—as steering a blind man across a street. All you have to do is take that Seafarer by the arm and guide him to the Union's Alcoholic Rehabilitation Center in Valley Lee, Md. Once he's there, an alcoholic SIU member will receive the care and counseling he needs. And he'll get the support of brother SIU members who are fighting the same tough battle he is back to a healthy, productive alcohol-free life. The road back to sobriety is a long one for an alcoholic. But because of ARC, an alcoholic SIU member doesn't have to travel the distance alone. And by guiding a brother Seafarer in the direction of the Rehab Center, you'll be showing him that the first step back to recovery is only an arm's length away. 36 / LOG / November 1979 Alcoholic Rehabilitation Center I am interested in attending a six-week program at the Alcoholic Rehabilitation Center. I understand that all my medical and counseling records will be kept strictly confidential, and that they will not be kept anywhere except at The Center. Name Book No. Address (Street or RFD) (City) (State) Telephone No. . . . , Mail to: THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 or call, 24 hours-a-day, (301) 994-0010 (Zip) �Pensioner Ah Sang Ling, 75, died of a heart attack in the St. Francis Hospital, San Francisco on June 25. Brother Ling joined the Union on the West Coast sailing as a cook. He sailed 25 years. Seafarer Ling was bom in China and was a resident of San Francisco. Interment was in the Olivet Cemetery, Colma, Calif. Surviving is a cousin, James Ling of San Francisco. Pensioner Edward "Eddie" Reyna Maul Jr., 66, died of injuries sustained in a fall on Aug. 4 at the Harborview Medical Center, Seattle. Brother Maul joined the Union on the West Coast sailing as a chief cook and chief butcher from 1946 to 1975. He sailed 19 years on the President Cleveland (APL). Sea­ farer Maul graduated from the Marine Cooks & Stewards Union Training and Recreation School, San Francisco in 1961 and the Training School, Santa Rosa, Calif, in 1970. Hewasa woundedin-action master-sergeant veteran of 2nd U.S. Marine Corps Division, Wellington, New Zealand in World War II. And he was born in Santa Clara-San Jose, Calif, and was a resident of Valley Springs, Calif. Interment was in the Peoples Cemetery, San Andreas, Calif. Surviving are his widow, Amanda; a son, Richard of Oroville, Ga. and a daughter, Mrs. Pamela Ann Rutherford of Valley Springs. Samuel James Davis, 55, died of cancer in the U.S. Navy Medical Center, Portsmouth, Va. on July 14. Brother Davis joined the Union in the port of Norfolk in 1975 sailing as a cook on the Tug Falcon (Allied Towing) from 1973 to 1977. He was a veteran of the U.S. Navy in World War II. Boatman Davis was born in Rolland, N.C. and was a resident of Moyock, N.C. Burial was in Westlawn Memorial Park Cemetery, Elizabeth City, N.C. Surviving are his widow, Jonnie; his parents, Mr. and Mrs. James and Rose Davis and a sister Mrs. Lilly Taylor. Pensioner Joseph Lawrence Molica, 72, passed away from lung failure in the San Francisco USPHS Hospital on June 24. Brother Molica joined the Union on the West Coast sailing as a waiter and room steward. He sailed 43 years. From 1958 to 1968, he sailed on the SS President Cleveland (A PL). From 1939 to 1946, he sailed on the SS Lurline (Matson). Seafarer Moliea was born in California and was a resident of San Francisco. Cremation took place in the Woodlav-n Memorial Cemetery, Colma, Calif. His ashes were buried at sea. Surviving are a brother, Anthony of Freernont, Calif.; a sister. Rose of San Jose, Calif.; a nephew , Samuel Molica of Freemont; a greatnephew, Anthony Molica and a greatniece, Christine L. Molica, both of San Jose. Pensioner Stanley August Bauers, 78, died of a heart attack on arrival at the Community Memorial Hospital, Cheboygen, Mich, on Aug. 23. Brother Bauers joined the Union in the port of Detroit in 1961 sailing as an AB and wheelsman on the hakcs'CarFerry Chief Wawatam (Straits Co.). He was born in Missouri and was a resident of Mack­ inaw City, Mich. Burial was in Lakevicw Cemetery, Mackinaw City. Surviving are his widow. Rose; a son, Raymond of Stanford, Mich.; a daughter, Jerilu and a sister. Aria of Emmet, Mich. John Ryland Shannon, 62, died of heart-lung fail­ ure in the Pennsyl|i vania Hospital, Philadelphia on June 22. Brother Shannon joined the Union in the port of Philadelphia in 1969 sailing as an AB, oiler and coal barge captain for Taylor and Anderson. He sailed deep sea with the SIU in 1947 and 1951 out of the port of New York.-Bom in Brownwood, Tex., he was a resident of Philadelphia. Surviving are his widow, Lillian; two sons, Bruce and Michael and a daughter, Bonnie. Pensioner Charles "Chick" Malley, 73, died of lung disease in Holy Name Hos­ pital, Teaneck, ^ N.J. on July 7. Brother Malley Joined the Union in the port of New York in 1960 sailing as a bridge operator for the N. Y. Central Railroad, West Shore Division, Weehawken, N.J. from 1927 to 1967. He was a union member since 1949. Boatman Malley was a veteran of the U.S. Army in World War II. Born in Union City, N.J., he was a resident of Ridgefield Park, N.J. Burial was in St. Joseph's Cemetery, Hackensack, N.J. Surviving is his widow, Johanna. William John Otis, 63, died of heart failure in the John Sealy Hospi­ tal, Galveston on Feb. 27. Brother Otis joined the Union in the port of Houston sailing as a chief engineer for Brown and Root from 1952 to 1964 and for the G & H Towing Co. from 1964 to 1979. He was a former member of MEBA. And he was born in Antigua, B.W.I, and he was a resident of Blessing and Galveston, Tex. Interment was in Calvary Cemetery, Galveston. Surviving is his widow. Beryl. Pensioner James Lewis, 72, passed away from emphysema in the San Francisco USPHS Hospital on Aug. 2. Brother Lewis joined the Union on the West Coast sailing as a room steward. He sailed for 46 years. Seafarer Lewis sailed during World War 11 and on the SS President Pierce (APL). He was born in Hawaii and was a resident of San Francisco. Burial was in the Holy Cross Cemetery, Colma, Calif. Surviv­ ing are his widow, Madonna; a nephew, Alexander Barboza of Long Beach, Calif, and a niece, Jacqueline Desormeaux of San Francisco. Pensioner Herman Carl Helm, 72, succumbed to a heart attack in the San Francisco USPHS Hospital on Sept. 4. Brother Helm joined the Union on the West Coast sailing as a chief steward. He sailed for 40 years. Seafarer Helm was born in North Carolina and was a resident of San Francisco. Burial was in the Woodlawn Memorial Park Cem­ etery, Colma, Calif. Surviving are a stepson, James L. Kelper of San Francisco; a sister, Beatrice and a niece, Mrs. Peggy Hawley, both of Salem, N.C. Pensioner Kenyon Floyd "Ken" Parks, 73, died of heart disease in San Joaquin Hospital, French Camp, Calif, on Aug. 30. Brother Parks joined the SIU in the port of New Orleans sailing as a waiter-steward and passenger BR on the SS Delta Mar, Del Mundo, Del Norte and Del Sud (Delta Line) for 14 years. He was born in Wadina, Minn, and was a resident of Stockton, Calif. Burial was in Farmington (Calif.) Memorial Cemetery. Surviving are his widow, Maria of Stockton; two daugh­ ters, Renee of Stockton and Mrs. (Katherine) R. Ellis Gardiner of Lathrop, Calif.; his mother, Mrs. Gertrude H.T. Donaldson of Stockton and two sisters, Mrs. Grace Jones of Stockton, and Mrs. Margaret Shugart. Pensioner Gaudenicio Torrefiel Tiflis, 77, passed away at home in Manila, P.l. on Aug. 16. Brother Tiflis joined the SIU in the port of Baltimore in 1951 sailing as a fireman-watertender. He sailed 36 years. Seafarer Tiflis was born in the Philippines. Surviving are his widow, Tiburcia of Manila and a son, Benjamin of Baltimore. Pensioner Lennot Wilfert Sr., 68, died of lung fail­ ure in the Savoy Memorial Hospi­ tal, Mamou, La. on June 30. Broth­ er Wilfert joined the SIU in the port of Lake Charles, La. in 1957. He sailed as a pumpman for 25 years. Seafarer Wilfert was a veteran of the U.S. Army in World Warll. Born in Eunice, La., he was a resident there. Burial was in St. Paul's Cemetery, Eunice. Surviving is his widow, Zora. Carl Johnsson, 65, passed away in 1972. Brother Johnsson sailed in the engine depart­ ment with the Union from 1951 to 1967. He was a graduate of the SlU-MEBA District 2 School of Marine Engineering, Brooklyn, N.Y. in 1967. From f967 ta 1972, he sailed with MEBA. Seafarer Johnsson was a resident of Brooklyn. Surviving are his widow, Elizabeth and a brother-in-law. Eugene Edward Hill, 54, died of a heart attack on a I * ship in Lake Mich­ igan off Gary, Ind. on Aug. 28. Broth­ er Hill joined the Union in the port of Duluth, Minn, in 1973 sailing as a fireman-watcrtender for Kinsman Marine. He was born in Minnesota and was a resident of Duluth. Burial was in Bassett Cemetery, Duluth. Surviving are his daughter, Mrs. Barbara Anderson of Duluth and his father, Eno. Pensioner Er­ nest C. Baker, 82, passed away from heart disease in the Lower Bucks County Hospital, Falsington Twsp., Pa. on Aug. 2. Brother Baker joined the Union in the port of Phil­ adelphia in 1960 sailing as a pilot and mate for Independent Towing and lOT. A native of Maryland, he was a resident of Philadelphia. Burial was in the Holy Sepulchre Cemetery, Cheltenham Twsp., Montgomery County, Pa. Surviving are his widow, Margaret and a daughter, Eileen. Pensioner James Brown, 80, succumbed to can­ cer in the West Jersey Hospital, Burlington Coun­ ty, N.J. on Aug. 18. Brother Brown joined the Union in the port of New York in 1960 sailing as a 1st deckhand for the N.Y. Central Railroad Marine Division from 1928 to 1963. He was a former member of the Associated Maritime Workers Union (AFL) and Local 1 of the International Organization of Masters, Mates and Pilots. Boatman Brown was born in New York and was a resident of Marlton, N..L Interment was in Flush­ ing Cemetery, Queens, N.Y.C. Surviv­ ing is his widow Emma. Pensioner James Mayo Tay­ lor, 68, died of a heart attack in Beaufort County (N.C.) Hospital on July 3. Brother Taylor joined the Union in the port of Norfolk in 1960 sailing as a deckhand for Southern Materials Co. from, 1952 to 1956 and for GATCO from 1958 to 1972. He was a member of UMA from 1956 to 1960. Brother Taylor was born in Bath, B.C. and was a resident there. Burial was in Pamlico Mcniorial Gardens Cemetery, Washington, D.C. Surviving are his widow, Retha; two sons, Carl and James and a daughter, Dianna. Pensioner Vernon Robert "Buzz" Lee, 76, passed away from pneumonia in the Kaiser Foundation Hospital, San Rafael, Calif, on Aug. 12. Brother Lee joined the Union on the West Coast sailing as a bartender and smoking room steward. He sailed for 26 years. From 1957 to 1963, he sailed on the President Johnson and Wilson (APL). Seaferer Lee was born in South Dakota and was a resident of Sonona and Santa Clara, Calif. Interment was in the Mission City Memorial Park Cemetery, Santa Clara. Surviving are his widow, Mabel of Cloverdale, Calif, and two daughters, Mrs. Eugene (Sally) Pelle­ grini of Santa Clara and Mrs. Charmaine O'Leyar of Moundview, Minn. November 1979 / LOG / 37 �AB Course Instructor H. Coylo (standing left) is with graduates in (silling) first rowof (I. to r.) G. Savard. J. Gallant. P. Alma, G. Cino. W. C, trfall, R. D. Wiley. R. Neveau. C. Hunt. J. Schamanski. T. Ross. J. Watson! D. Miller and D. Barnay. In the second row sitting are (I. to r.) H. Dennis. S. Ramsey. J. Gardner. J. Smilari. D. McKee. A. Laird. S. Barron. J. Kirsch. F. Goodin and A. Chekov. Standing in the first rowil. to r.) are J. Gomez. 8 Hudson. S.^eiler. R. Pence. P. Tracy. E. J. Parker, L. Hensley.F. Coyle. J. Ellias. M. Vanderhorst. R. Casloire. A. Johnson. J. "Eyeball" Landry and R. Smith. Way in the back row standing (I. to r.) are M. Bailey. J, Byrne. M. Ingram, T. Keenan. T. Sacco, T. Schultz, J. Jones. J. Brown. W. HausenbauerandD L. Hutch. LNGers AH Ready to Sail Man Those Oars Men 1 Here's a recent graduating class of the LNG Course at the Point. In front (I. to r.) are K. Quinn. A. Caulder. K. Park and J. Dernbach. The middle row (I. to r.) has F. Pehler. K. Maclnnes. M. Pereira and A. Derosier. Bringing up the rear (I. to r.) are R. Schwonder. Mike Delaney. L. Garcia. J. Haight and L. Cook. In front of Pier 45 at Piney Point are graduates of a Lifeboat Course, They include (front I. to r.) J. Gallant. P. Alma. J. Watson. W, C. Hall. C. Hunt and A. F. Johnson. In the back are (I. to r.) Instructor H. Coyle. J. Hughes. D. Barney. J. "Eyeball" Landry, E. J. Parker. T. Simmons. W. Hausenbauer. H. Dennis. J. Gardner and S. Parrish. All Kinds of Cooks Cook Congrats Cook Displaying their diplomas are new additions to the SlU Steward Department (I. to r.) Chief Cook Tom McQuay. Cooks and Bakers Robert Fitzgibbon and Earl Feltus and Towboat Cook Charles Di Meglio. Newly graduated HLS Cook and Baker Eric Parker (ri^ht) gets handshake and diploma from Instructor L. Tucker. 38 / LOG / November 1979 �Why Not Apply for an HLS Upgrading Course Nowlj HARRY LUNDEBERG SCHOOL UPGRADING APPLICATION (Please Print) Name. Date of Birth _ (Last) (First) Mo./Day'Yeer (Middle) Address. (Street) Telephone. (City) (State) (Zip Code) Deepsea Member • inland Waters Member • Book Number Port Presently Registered ln_ Port Issued Endorsement(s) or License Now Held Social Security #. Entry Program: From, Lakes Member • , Seniority. Date Book Was Issued. Piney Point Graduate: • Yes (Area Code'i No • (if yes, fill in below) to (dates attended) Upgrading Program: From Endorsement(s) or License Received . to. (dates attended) Do you hold a letter of completion for Lifeboat: Yes No Q Firefighting: Yes No Dates Available for Training Am Interested in the Following Course(s). DECK • Tankerman 1 1 AB 12 Months AB Unlimited 1 1 AB Tugs & Tows • AB Great Lakes Quartermaster Towboat Operator Western Rivers Towboat Operator Inland Towboat Operator Not More than 200 Miles Towboat Operator (Over 200 Miles) • Mate • Master Pilot • u u n n u n ENGINE U FWT • Oiler QMED - Any Rating • Others • Marine Electrical Maintenance n Pumproom Maintenance and Q Operation • Automation Maintenance of Shipboard Refrigeration Systems • Diesel Engines • Assistant Engineer (Uninspected Motor Vessel) • Chief Engineer (Uninspected Motor Vessel) STLWARD • 1 1 • • • Assistant Cook Cook & Baker Chief Cook Steward Towboat Inland Cook ALL DEPARTMENTS • 1 1 1_J • • LNG LNG Safety Welding Lifeboatman Fire Fighting RECORD OF EMPLOYMENT TIME — (Show only amount needed to upgrade in rating noted above or attach letter of service, whichever is applicable.) VESSEL SIGNATURE RATING HELD DATE SHIPPED DATE OF DISCHARGE DATE RETURN COMPLETED APPLICATION TO: LUNDEBERG UPGRADING CENTER, PINEY POINT, MD. 20674 November 1979 / LOG / 39 �r WASHINGTON 30<D A DAY IS ALL IT TAKES Sign the SPAD check-off today � 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 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 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 1979 Description An account of the resource HEADLINES CARTER INKS MARITIME APPROPRIATIONS BILL LAKES SEAFARERS GET COLA HIKE MAJOR BREAKTHROUGH IN MEDICAL BENEFITS SEAFARERS, BOATMEN CAN NOW USE EITHER A USPHS HOSPITAL OR A PRIVATE HOSPITAL AFL-CIO VOWS ACTION TO BOLSTER U.S. MARITIME CARTER TO AFL-CIO: IRAN WILL BE HELD RESPONSIBLE GEORGE MEANY PASSES THE GAVEL TO KIRKLAND LABOR’S NEW TOP MAN STARTED AS A SEAMAN SENATE’S WINDFALL PROFITS TAX A WINDFALL FOR BIG OIL BILL CLEAR WAY FOR PASSENGER SHIP REVIVAL LIBERIAN FREIGHTER RAMS LIBERIAN TANKER OFF TEXAS MARAD AUTHORIZATION; PASSENGER SHIP BILLS SIGNED BY PRESIDENT RUSSIA EXPECTED TO BUY A RECORD U.S. GRAIN IMPORT ALASKA LANDS BILL WINS COMMITTEE APPROVAL SIU BOSUNS COME TO WASHINGTON FOR MARITIME LEGISLATION VIEW OCEAN MINING BILL STALLED IN HOUSE N.Y. PORT COUNCIL OPPOSES BILL REDUCING CREW STANDARDS IN OFFSHORE WORK HLSS LAUNCHES CORRESPONDENCE COURSE FOR MATH CLEVELAND PORT AGENT G. TELEGADOS RETIRES SEAFARER’S WALKING HAVIT SAVES SAILOR IN WATER OVER 38 HOURS CS LONG LINES SET TO LAY GUAM-TAIWAN, TRANSATLANTIC CABLES AMERICAN DRY BULK FLEET SHRINKING ALMOST OUT OF SIGHT MTD AN ORGANIZATION ON THE MOVE 1979 CONVENTIONOF THE AFL-CIO MARITIME TRADES DEPARTMENT SPEAKERS… AT THE MTD CONVENTION … SENATOR DANIEL INOUYE, A BELIEVER IN A STRONG MERCHANT MARINE RAY MARSHALL, SECRETARY OF LABOR: WE WANT INPUT FROM WORKERS CONGRESSMAN JOHN MURPHY: “GUARENTEED CARGO FOR OUR SHIPS” GEORGE MEANY: “WE HAVE TO TAKE CARE OF THE PEOPLE WHO WORK FOR WAGES” LANE KIRKLAND: “MARITIME IS BLEEDING FROM CORPORATE GREED, GOV’T NEGLECT” MTD CHARTS AGGRESSIVE PLAN OF ACTION IN SUPPORT OF MARITIME, PRO-LABOR LEGISLATION HALL, LESLIE, INGRAO ELECTED TO MTD’S TOP POSTS COURT OK’S CONSTRUCTION OF NEW LOCK & DAM 26 ‘UGLY DUCKLING’ JEREMIAH O’BRIEND TO BE A MUSEUM Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 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 11/1/1979 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. 41, No. 11 1979 Periodicals Seafarers Log http://www.seafarerslog.org/archives/files/original/40a4be400ac61e4db1dbf55a22dd41f8.PDF 348397d62cb989a33270abdf0a341572 PDF Text Text A Special Wish for All the Best This Holiday Season I a Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO DECEMBER 1979 SIU Mans 3 More LNGs for El Paso As Company Replaces Norwegian Crews Page 3 A Tribute to George Meany Pages 11-13 4 Percent COLA Increase tor Deep Sea -7 ;V I wV ' i .r'Ar._ • i",', • . " •' .v''""- ' ^ - v.• 4-;^:;^:-:" A'. '• Membership Pages 15-16 HLS Upgrading Schedule for 1980 Pages 20-21 HLS Opens New Education Center in Memory of Paul Drozak Pages 6-7 �SfU Supports Carter on Handling of Iran Crisis With a sense of outrage and frustration, the American people continue to wait out the forced detention of their countrymen by the Iranian "students" and the man who spurs them on, the Ayatollah Khomeini. As the Log goes to press, the holding of the American hostages at the American Embassy in Teheran had entered its sixth week. They are pawns in a primitive game that totally ig­ nores the modern-day precepts of international law. And no one is particularly optimistic that they will be home for Christmas, either. The question on eve^rybody's mind is: what can we do about it? Are we doing enough to affect the release of the hostages while, at the Same time guaranteeing their safety? The SIU joins with other labor organizations across the country —and with the vast majorit3)f>df the American people—in sup­ porting President Carter's han­ dling of the Iranian situation. As much as we would like to have seen the hostages released long ago, like everyone else, we realize things just don't happen that way. We agree that restraint is the order of the day. This is not to say that steps aren't being taken to affect the release of the hostages—on the contrary. So far. President Car­ ter has attempted to resolve the crisis through recognized world diplomatic and judicial channels, while at the same time putting very real pressure on Iran through other means. In the process. Carter has won the P5. D J1 0X0. Paul Hall A Union of Believers T HE holidays have traditionally been a tough time for sea­ men. It's not much fun spending this time of year in the middle of the ocean or in some port thousands of miles away from home and family. No matter what anyone says, you never get used to separation. It's one of the drawbacks of this business. But brothers, no matter where you are this holiday season— whether it be on a ship or a tug or if you are lucky enough to be home—SIU members have something to celebrate. I say this because as we enter the new decade of the '80s, we as an organization and as a class of workers have a solid, secure future to look forward to. The same thing could not have been said when this decade began ten years ago. At that time, shipping was tough and getting tougher all the time. Our domestic shipbuilding base was at one of its all time lows. There were a lot of people in maritime back then who really believed there was no future for the American merchant marine. And you know something, for those people, there really was no future. Because in this business, when you stop believing—when you stop fighting the good fight—and when you start savoring the 'good old days' instead of planning for the future, it's time to close up shop. I am extremely proud to say that the SIU is an organization of believers, an organization of fighters. When times were tough, we never hid our faces hoping our problems would all go away. Instead, we took the offensive. We launched new programs. And we did our damndest to create something good and turn things around. We were faced with an extremely tough situation in 1970. respect and support of the world community. The SIU supports the eco­ nomic sanctions already being brought to bear against Iran, and those the President proposes for the future. And we join him in voicing our strong displeasure with some of our "allies" who continue to do business, as usual, with Iran. At home, longshoremen and others are doing what they can to impede the flow of goods to Iran. We support them 100 percent in their efforts. We are convinced the use of physical force is the wrong tactic under the present circumstances, and that our purposes can best be achieved by more subtle means. Certainly, the use of physical force to affect the release of the hostages would have to be a tactic of last resort since, in all proba­ bility, it would doom at least some of the hostages we seek to free. The screw is tightening on Khomeini. Their assets have been frozen, their diplomats have been booted out of the U.S., and world opinion is solidly against their illegal actions. There are definite signs that their determination- to hold the hostages is weakening. We are convinced our govern­ ment is handling the situation in.a clear-headed and effective man­ ner, and that we will ultimately win the freedom of all the hostages. jf any good could be said to have come from the Iranian crisis, it is the manner in which it has drawn the American people together. .i -HAV But in the ten years that have passed since then, we have truly turned things around. We started out the decade by devoting a total effort in Washington. Less than 11 months later, the Merchant Marine Act of 1970 was signed into law. The 1970 Act gave the industry hope. But it did more than that. It provided our industry with the tools to make a fresh start. At the same time,, we put our training and upgrading programs in Piney Point into high gear. This enabled us to keep on top of the technological cfi^ges that were and continue to sweep our industry. As importantly,' our educational programs gave us the inside track on nailing down contracts with new companies with dynamic new ideas—like the LNGs. In addition, we made two extremely important organiza­ tional moves involving mergers. In 1976, we in the SIU-AGLIWD and the former Inland Boatmen's Union completed a merger. Just about two years later, we and the former Marine Codks and Stewards Union merged. Both mergers have been extremely successful and beneficial for everyone ddncerned. But our Union is an organization of individuals—people with needs and goals. And as the decade of the '70s progressed, it is important to-^ememher that we as seamen made tremendous improvertients in our standard of living. Through hard work and careful planning, we have made monumental gains in our wages and vacation benefits as well as in our Welfare and Pension Plans. It's not enough to simply have employment. The jobs we fill must also provide all the things necessary to make our lives secure. I sincerely believe we have achieved this level of security in our Union. So as we close out what in many ways has been a trying decade in our history, we can all feel a great deal of satisfaction. Because the gains we have made and the truly important things we have accomplished were achieved through a collective effort. Our Union was built on the qualities of brotherhood, unity and cooperation. We have progressed through hard work and determination. We will survive by continuing to do the things that have made us what we are today—the best damn seamen's union in the world. Change of address cards on Form 3579 should be sent to Seafarers International Union. Atlantic. Gulf. Lakes and Inland Waters District 11232. Published monthly. Second Class postage paid at Brooklyn. N.Y. Vol. 41, No. 12, December 1979. (ISSN #0160-2047) Mrcuiu, b/b hourth Ave., brooKiyn, IN.T. 2 / LOG / December 1979 �SlU Crews 3 More LNG's for El Paso Company Replaces Norwegian Crews With SIU O Members on Sonatrach,Consoiidated,Paul Kayser N 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 LNG carrier Sonatrach was op­ erated 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 Consolidated Sind Paul Kay­ ser are undergoing repairs, to fill the unlicensed jobs on those two ships early next year. By opting for a top-tobottom crew of American seamen (MEBA-District 1 will fill the licensed jobs on the three vessels) El Paso has shot holes in the myth that Western European seamen are more capable than their American counterparts. That myth goes that Nor­ wegian mariners are the best INDEX Legislative News SIU Supports Carter Page 2 on Iran SIU in Wasfiington . . Pages 9-10 Page 3 3 More LNGs Union News Memorial to , Pages 6-7 Paul Drozak President's Report ... ....Page 2 Headquarters Notes . ... Page 5 Letters to Editor .... ...Page 18 Brottiertiood in Action ..Page 37 Page 17 At Sea-Astiore Back Page SPAD Ctieckoff State of LNG Industry ....Page 5 Great Lakes Picture . ...Page 24 Page 25 Inland Lines General News Stiip's Digest Dispatctier's Reports; ...Page 32 Great Lakes ...Page 26 Inland Waters ...Page 22 Deep Sea Training-Upgrading "A" Seniority Upgrading Page 38 Upgrading Sctiedule Pages 20-21 Membership News Page 32 New Pensioners Final Departures .... Page 36 Deep Sea COLA .... Pages 15-16 Special Features Tribute to George Meany — Pages 11-13 Some of the SIU crew and the ship's committee pose in the galley of the LNG carrier El Paso Sonatrach shortly after she was crewed last month. They are, l-r; Harry Huston, chief steward/secretary-reporter; Ed Kilford, chief cook; Tom Spangler, quartermaster; Ballard Browning, bosun/ship's chairman; Sam Beattie, electrician/educational director; Nick Marrone, Piney Point PorfAgent; Albert Campbell, cook & baker/Steward delegate; John Wells, AB; Robert Mahone, AB/deck delegate. in the world. But El Paso company, "the safety of (a Because an SIU member wanted the world's best to ship's) operation ultimately doesn't ship on an LNG carrier unless he's gone man their LNG ships and depends on the crew." they chose the crews of the Operation of the three through the Union's own SlU-manned El Paso LNG LNG training program at SIU. El Paso had a sound basis vessels, the El Paso South­ HLS. Seafarers have done their for the decision to go with ern, Arzew and Howard Continued on Page 23 SIU crews over Norwegian Boyd, has been top-notch. crews. They've employed both; they know the differ­ ence. , The company began their "Algeria I" LNG transporta­ tion project in 1978 with three Norwegian and three American-crewed vessels. All six ships were 948 feet in length and had a beam of 135 feet. And they all made essentially the same run between a liquiflcation facil­ ity in Arzew, Algeria and the U.S. East Coast. The El Paso Sonatrach, built in 1976, is the first of three El Paso LNG carriers to The difference was that turn-over from Norwegian to SIU crews. She'll be making a regular run between the three Norwegian-crewed Algeria and the U.S. East Coast. vessels spent a lot of time in the shipyard, undergoing More photos of El Paso Sonatrach page 13 repairs. The delays were frequent and costly. But the three ships crewed by Amer­ ican seamen ran sure and steady; they were on sched­ ule and accident free. El Paso felt the Norwe­ gian crews just couldn't handle the super technologi­ cal LNG vessels safely and ably. The vessels were designed and built with a maximum number of safety features such as double hulls and carriers have a maximum number of safety features. Mere, a^ collision avoidance systems. from the bridge of the Sonatrach shows the two tanks, (right) which contain the But, in the words of the liquid nitrogen used in void spaces on the vessel to prevent combustion. �Life Is Just Beginning for Pensioner Tony Gentile A T 58, life is just beginning for L Howard "Tony" Gentile. Within the next year or so, he plans to run in a marathon, go to school, paint some pictures, play the ponies at his favorite Balti­ more tracks and do as much traveling as possible with his wife, Anita. Tony is going to be able to do all these things and more because he recently earned something he "never dreamed of when he started working tugs in Baltimore harbor in 1942. What Tony earned is an SIU Early Normal Pension, one of the most important benefits avail­ able under the Seafarers Pension Plan. An eligible member can retire under the Early Normal Pension Program at the age of 55 with 20 years (7,300 days) employment time. Tony is one of the first few SIU Boatmen to achieve the Early Normal Pension. The SIU suc­ ceeded in establishing this benefit for East Coast Boatmen in the last contract negotiations with our East Coast towing and shipdocking companies. The Union is now in the process of trying to establish this important benefit for the entire inland membership. Deep sea members have been / covered under the Early Normal I Pension program since 1971. SIU Boatman Howard "Tony" Gentile, left, accepts his first Early Normal Pension To Tony Gentile, his Early check from SIU Baltimore Agent George Costango. Brother Gentile has been Normal Pension is a godsend. working in the port of Baltimore since 1942, and has been a captain and docking "I've been docking ships pretty master in the port since 1952. In addition to his pension, much all my life," says Tony, "and I want to enjoy life and do the things I want to do before it's Tony says he feels very secure in regard to medical coverage. He too late." Tony worked for Baker- points out that the Seafarers Whitely towing from 1945 to Welfare Plan continues to cover 1977 and for Curtis Bay until he pensioners and their dependents retired this month. He has been just as if they were still working. working as a tug captain and He says, "you can't buy insurance docking master since 1952. His like that." father, Anthony, was also a The port of Baltimore will miss docking master in Baltimore. a man of Tony Gentile's experi­ Cove Leader Committee On Nov. 23, the Ship's Committee of the ST Cove Leader (Cove Shipping) gathered for a payoff at the foot of Steinway St., Astoria, Oueens, N.Y. They were (I. to r.) Chief Steward/Baker Terry J. Smith, secretary-reporter; Asst. Cook Alfred W. Williams, steward delegate; Chief Pumpman Ted Jones, educational director and Bosun Bob Williams, ship's chairman. He'll be the first to tell you that working tugs is a good job, but a job "that dominates your life especially in the port of Balti­ more." Tony says, "it is really a shame when someone works all his life and is not able to enjoy retire­ ment. The SIU has given me the chance to enjoy mine and I'm going to take advantage of it." ence and abilities. And no doubt, Tony will miss his friends on the boats and the electricity of working in one of the busiest ports in the nation. But Tony Gentile is not the kind of person to look back. He's looking forward to an active, happy, secure retirement—with no strings attached. We wish him well. Sea-Land Christens 2nd of 12 Diesel Containerships Sea-Land has announced the christening of a new dieselpowered, D-9 class containership, the Sea-Land Defender. The new vessel is under construc­ tion at the Mitsui Engineering and Shipbuilding Co. in Tamano, Japan. The christening of the SeaLand Defender is the second of 12 such ceremonies that will take place in various Japanese and Korean shipyards by the middle of next year. The first D-9 in the series, iht Sea-Land Patriot, was launched at the Mitsubishi Ship­ yard in Kobe, Japan last July. The D-9's measure 745 feet in length, and can haul as many as 839 35- and 40-foot containers. Their service speed is rated at 22 knots. Perhaps their most note­ worthy characteristic, however, is the fact that they are dieselpowered. Sea-Land Industries Chief 4 / LOG / December 1979 Executive Officer Charles I. Hiltzheimer, at christening cere­ monies last month, said the new D-9's "will provide an improved service capability for Asia and United States shippers that will be unmatched in the Pacific trade." The construction of the SeaLand D-9's is just one example of the major transition to diesel power, brought on by continually rising oil prices, that is now sweeping the maritime industry worldwide. «i 'Fuel economy will necessarily remain a high priority for ocean carriers in future years," said Hiltzheimer. All of the new Sea-Land D-9's will be in operation by the latter h^lf of 1980—meaning hundreds of additional jobs, and added job security, for Seafarers. Don't Get Trapped in the Electronics Jungle EVERY SIU ship has electronic gear that QMED's need to know how to handle Now you can learn howl Take the new 'Electronics for QMED's' course at HLS. In this 6-week course you'll get the skills you need to work on: • electronic systems in the Engine Room • winch controls • anchor windlass controls • cargo control boards Sign Up Now! Course Starts February 18. Contact the Harry Lundeberg School or use the application in this issue of the Log. �State of LNG Industry is Healthy, Growing, Safe Headq uar L ONG before any LNG ships this 6 TCP the U.S. imported /were under U.S. flag, the only .4 TCP, or seven percent. SIU began preparing for their Japan imported 3 TCP, or 50 arrival. The Union set up a course percent, and Europe imported at the Lundeberg School to train 2.6 TCP, or 43 percent. Seafarers to crew these high Looking to the future, the technology carriers. remaining proven world reserves The Union's foresight has paid of natural gas are estimated at off. Today SIU members man 2,250 TCP. This is equal to 450 over a quarter of the 40 LNG billion barrels of oil. It also vessels running on a regular basis represents one-and-a-half times worldwide. the tar and sand oil reserves and Seafarers have crewed ten three times the shale oil reserves. LNG ships since their launching. The remaining reserves break And recently, three LNG carriers down as follows: owned by El Paso Company, and OPEC Countries formerly crewed by Norwegians, (Algeria/Iran) 39% came under the SIU banner. (See Eastern Europe/Asia 38% story on page 3). U.S.A. 8% There are many little publi­ Western Europe 6% cized facts about liquid natural Others 9% The U.S. is the biggest user of gas. Some of this information was made available at a recent marketed natural gas. America international LNG conference uses 39 percent of the world market gas right now, or 20 TCP. held in Houston, Tex. For instance, the development This gas, unliquified, travels of the first large-scale LNG through pipelines. But, as shown export project occurred in 1964. above, the U.S. has only eight Since then, 6 TCP (trillion cubic percent of world proven reserves. This is one reason why the U.S. feet) of LNG has been moved in must look ahead and prepare to international trade. Significant for Seafarers is that import natural gas in liquified since 1964 over 4,000 cargoes of form. Right now most LNG LNG have been shipped interna­ import projects have been greatly tionally without a single serious delayed or totally destroyed by U.S. government agencies or incident recorded. Of the 6 TCP that has been unstable international circum­ exported, the percentage from stances. The SIU believes that America the producing countries breaks must strive to become more down as follows: energy independent. But, realis­ Algeria 62% tically, we should face the fact Brunei 30% that the U.S. will have to rely on Libya 18% foreign energy imports for years Alaska 10% to come. In that case, the U.S. Indonesia 8% should diversify its imports and Abu Dhabi 2% not rely totally on crude oil. LNG It's interesting to note that of is one of the best alternatives. Cove SpiriPs Crewmen On Dec. 5, after offloading crude at the Bayonne (N.J.) Industries Dock are crewmen of the ST Cove Spirit (Cove Tankers) waiting to see the Big Apple. They are (I. to r.) Chief Pumpman Robert Kirton, educational director; AB Jose Gomez, CS A. Mat. AB Pete Wilisch, deck delegate and AB Daniel von Derhaff. by SIU Execiilive Vice President Frank Drozak ^HE month of November saw Seafarers going aboard yet another liquified natural gas (LNG) ship—our 11th since 1976. But that particular event came about with a new and highly significant twist to it. The ship in question—the Sonatrach— though American-owned, is under foreign registry and, until recently, has been crewed by Norwegian seamen. This may sound like a strange turn of events, but I see it as a positive and important development that bodes well—and speaks well—for the American merchant marine, and especially for the SIU. If I had to tell you, in a word, how it all came about, I could do it without too much trouble: training. That's the truth of the matter, brothers. In the final analysis, training is what did it, along with the reputation that comes from being the best trained seamen in the world. This development with the Sonatrach is significant because, among other things, it tells the whole world what we've been saying for years: American seamen are the best, because they're the best trained. El Paso Marine operates three American-flag LNG carriers—all manned by members of the SIU. They also operate three LNG ships that fly a foreign flag. The Sonatrach is one of them. This splitregistry situation has, at least, given El Paso a solid framework for comparison—foreign flag versus American. And believe me, brothers. El Paso has been doing some comparing lately. The proof is in the pudding. They've decided that their foreign-flag operation doesn't measure up; that their foreignmanned LNG ships are not being maintained and operated on a par with the three manned by SIU crews. After concluding that all three of their foreign-flag gas ships— the Sonatrach, the Consolidated, and the Paul Kayser 'were accumulating too much "down time," El Paso made the decision to re-crew these ships, giving the nod to the group with the proven better record: the American seamen of the SIU. El Paso is convinced the cause of its foreign-flag problems lies in the lack of proper training among the Norwegian crews. This situation tends to dampen the myth that European seamen are as good as their American counterparts. I would have to agree with El Paso's conclusion that the fault lies in the training. Lack of proper training, something that shows up as a cause of major maritime accidents each year, is a common affliction among the "cutrate" foreign crews of the world. The SIU has led the U.S. maritime industry for years with its training facilities and programs. And we saw, years ago, that LNG was an up-and-coming thing that would require its own specialized training courses. When LNG carriers came along, we were ready. Our seamen were ready to go on the first LNG ships— to operate them safely and efficiently Being trained, being qualified—being ready—has put Seafarers on top of the LNG transportation surge. Most importantly, there are more LNG ships coming. Besides these three newly acquired El Paso ships I mentioned, (bringing the total number of SlU-crewed LNG to 13), Seafarers will also go aboard the new LNG Libra (Energy Transportation). El Paso also plans to launch three more U.S.-flag LNG ships in the coming year, which will make a total of 17 LNG ships crewed by Seafarers by year's end. El Paso Marine's decision to go all the way with the SIU is an affirmation of something we've always believed in, and invested in heavily: the principle that good training, especially given the technology of today, is essential. As long as the individual members of the SIU continue to take advantage of the Union's training facilities and programs, it looks good for the future, brothers; real good. T December 1979 / LOG / 5 �»*» n« (Left). The inscription on the front of the Paul Drozak Building. (Below). Students receive in­ dividual help from the reading teachers in the Learning Center. 111 n 11Uij''— J DED CAT£D N^HONOR OF A lN&Trsmi>N'D'.Vfl±Oi^^^ WranMfOTSIEKIl D _ LMOL !"ovsmrQr'EDLr(:/¥ioN iOOT New Vocational Education Building Opens (Above). The lobby of the Drozak Building provides a pleasant place for students to chat between classes. (Right). Conference style tables provide ample room for chartwork in the towboat operator classroom. (Below). The First Aid/CPR class is for trainees and upgraders. Closed circuit televisions are install­ ed in each classroom. The Paul Drozak Bullcling houses the Deck Department of­ fices and classrooms, the In­ dustrial Relations classrooms, the First Aid/CPR classroom, the Counseling Services Office, the Learning Center and the Public Relations Office. The Deck Department instruc­ tors have office areas where they can meet with students in between classes or plan lessons. All of the classrooms reflect their specific use and are furnished to meet the students' needs. The pilot and towboat operator classrooms have tables so that students can easily plot courses on large charts. Cloud charts and aids to navigation are on display around the rooms for easy reference. Publications con­ taining Coast Guard regulations for motor vessels are also available to the students. In the pilot class, a geochrome is used for determining time zones and for teaching celestial navigation. From this lighted board of the world, students can figure the times for sunrise and sunset. The Able Seaman and Quarter­ master classes are also specially equipped to meet the needs of SID members. Boom ship models, knot boards, wire splicing boards and aids to navigation are on display. All of the classrooms have closed circuit television and receive programs from the Audio Visual area on the Zimmerman. All of the students in the basic vocational program and several in upgrading courses take the First Aid/CPR course.The classroom is located in the Drozak Building. The course is 20 hours in length and is incorporated into the students' regular curriculum. The Industrial Relations Depart­ ment also has a classroom area in the newest vocational building. Trainees and upgraders attend class sessions to learn about their union benefits, contract and responsibilities. An annex to the Reading Lab, the Learning Center, is available to students who need help with their reading skills. Counseling services are available to all students and staff at HLS. Counselors Rick Reisman and Doug Elliott are in their offices daily. A large meeting room is available for group sessions. The Public Relations office is also located in the Paul Drozak Building. The staff prepares the Skipjack, publications for the school, and materials for the departments at HLS. The Paul Drozak Building houses a variety of activities, all of which are essential to the training of Boatmen and Seafarers. These activities reflect the efforts of Paul and of the Harry Lundeberg School to help all SIU members. Terry Bader tells HLS trainees about their union responsibiiities in the industriai Reiations oiassroom. 6 / LOG / December 1979 �A Tribute to a Life of Helping Others The Harry Lgndeberg School recently expanded Its facilities and opened a second vocational educa­ tion building. The facility is named after Paul Drozak, the late VicePresident of the SlU. It is dedicated to Paul in honor of his efforts to help the Boatmen of this nation. The necessity for a new building at MLS developed, in large part, from the growth of upgrading courses for the Boatmen Paul so ably represented. Most of the area in the building houses Deck De­ partment offices and classrooms. Paul was born in Coy, Alabama in 1927 and his family resides in Magnolia, Texas. Paul had been involved with the SlU since 1945. From 1945 to 1951, Paul worked aboard ships as an SlU member. At this time, Paul went to Seattle as an organizer for the SlU. Even though he shipped a few more times, Paul had found the work he loved—working to bet­ ter the lives of his fellow SlU brothers. In 1954, Paul served two years in the U. S. Army and then returned to work as an SlU patrolman in the port of New York. In 1961, he became the agent in the port of Houston. He held this position for 11 years. In 1972, Paul was elected SlU Vice President in charge of the Lakes and Inland Waters. He held this post until his death. Paul held many posts and responsibilities in addition to Vice President of the SlU. He was Gulf Coast Area Direc­ tor of the SlU-affiliated United In­ dustrial Workers Union, he served as Port Commissioner in Houston, The memory of the late Paul Drozak, Vice President of Lakes and iniand Waters, has been honored at the Harry Lundeberg School by the dedication of a new buiiding. The Paul Drozak Building Is the newest vocational education area at HLS. the second largest port in the na­ tion. Paul was Executive Vice President of the Harris County Central Labor Council and Secretary-Treasurer of the West Gulf Port Council of the AFL-CIO Maritime Trades Department. He was also the Vice President of the AFL-CIO Texas State Labor Federa­ tion. Paul Drozak was a most capable leader of the SlU and a friend of every SlU member. He nurtured the old SlU-affiliated IBU from its birth in 1961 to a position years later when it became the largest trade union representing American Boatmen. He was also a firm believer in the goals and values of the Harry Lundeberg School and was in­ strumental in securing advice and input from industry as the school's programs developed. The inscription on the front of the Paul Drozak Building sum­ marizes the feelings of staff and students at HLS about Paul: "Dedicated in honor of a man who devoted his life to the welfare and progress of boatmen and their in­ dustry and whose efforts in foster­ ing cooperation between manage­ ment and labor contributed, greatly to the growth of education at HLS." -rC; • if. (Above). Each Deck Department Instructor has his own area In the Drozak Building for meeting with students and co-workers. (Right). Student Council members visit the Public Relations office to discuss Items for the weekly newspaper, the Lundeberg Log. (Far Right). Doug Elliott talks with a student In the Counseling Services office. December 1979 / LOG / 7 �> < » ^ ^ ^ 5-. V B National Defense Deftionds Beefed Up Merchant Fleet The ability of the U.S. mer­ chant marine to serve as a logistical defense backup in times of national emergency has been called into question by several prominent witnesses appearing before the Senate Subcommittee on Merchant Marine and Tour­ ism. Herb Brand, president of the Transportation Institute, a non­ profit organization devoted to maritime research and education, expressed grave reservation about the state of military pre­ paredness of the American Mer­ chant Marine, as did Samuel B. Nemirow, Assistant Secretary of Commerce for Maritime Affairs, and retired Rear .Admiral George Miller. According to Mr. Brand, part of the problem can be traced to the refusal of the Navy to consult with representatives of the mari­ time industry on matters of policy. "Until there are regular, substantive policy discussions," he asserted, "you will continue to see the disarray that presently prevails in the area of logistical support." Mr. Brand expressed his views during a hearing held to deter­ mine the strengths and weak­ nesses of three bills (S. 1460, S. 1462, S. 1463) pending before the Subcommittee on Merchant Marine and Tourism. Tlie Transportation Institute believes that all three bills would help alleviate the logistical back­ up problems besetting our na­ tional defense system. None of the bills specifically addresses itself to the problems of military preparedness. But each one does attempt to create a climate in this country more favorable to the building and operating of new ships. The inability of the private sector to replace aging U.S. flag vessels with newer ones has been an important factor behind the Marad Looking at Development of A//-Purpose Cargo Vessels While the rest of us are gearing ourselves for a new decade, the maritime industry is already prepar­ ing for the upcoming century. A report released by the Maritime Administration carefully projected the development of a standardized general cargo ship to help meet the needs of the U.S. merchant marine through the year 2000. It did so by forecasting general cargo move­ ments and service requirements on selected worldwide trade routes served by seven American flag operators. The seven American flag opera­ tors included the following: Parrel Lines, American Export Lines, Lykes Bros. Steamship Co., Matson Navigation Co., Moore McCormack Lines, Puerto Rico Maritime Shipping Authority, and United States Lines. According to the study it is "technically feasible to develop a standard liner design" adaptable enough to suit the needs of numer­ ous operators. Such a development could make the American shipbuild­ ing industry more competitive by lowering ship costs, providing for more rapid ship delivery, plus enhancing vessel safety and per­ formance. deterioration of the American merchant marine. S. 1462 would authorize car­ riers to enter into bilateral shipping agreements, and in the process increase the amount of cargo carried on U.S. flag vessels. S. 1463 would broaden and strengthen the authority of the Federal Maritime Commission to administer and enforce the 1916 Shipping Act. It would also enable ocean carriers to conduct their operations in a more effi­ cient manner. S. 1460 would provide more flexibility in the contract system and facilitate the implementation of agreements in international line shipping by clarifying the anti-trust immunity of such agreements. US. Jobless Rate Dips to 5.8% WASHINGTON, D. C.—The country's unemployment rate dip­ ped to 5.8 percent in November from October's 6 percent as employment rose slightly and despite layoffs in the auto and steel industries, the U.S. Labor Department reported. The employment rise was among service and construction industries workers, blacks, teenagers and adult females. Total employment rose by 353,000 workers to 97.6 million persons working, according to the Labor Department's Bureau of Labor Statistics (BLS). The number of persons losingjobs last month was 143,000 for a total of 6-million jobless nationwide. Although, BLS Commissioner Dr. Janet L. Norwood declared "We are not in a recession," she added that the labor market data indicated that the economy had slowed but not yet entered the recession that many economists predicted. The unemployment rate for adult women fell to 5.5 percent from 5.8 percent in October. For black workers, it dropped to 10.8 percent from 11.7 percent. Teenagers had their rate decline to 15.9 percent from 16.6 percent. Black teenager workers had their rate go down to 33.1 percent from 35.7 percent! Adult males jobless rate held steady at 4.3 percent and the rate for all whites was unchanged at 5.2 per­ cent. Overall, the unemployment rate has hovered in the range of 5.5 percent to 6 percent since August 1978. But the rate of growth in employment has slowed substantial­ ly since last winter. More importantly, it would lead to the availability of vessels "wellsuited" to national defense pur­ poses. The Marad study is just one small example of the rapid technological advances which are changing the whole structure of the maritime industry. It is up to us seamen to keep up with those changes the best way we can. Golden ilAonarch Committee Recertified Bosun Theodores Gailas (left) ship's chairman of the ST Golden Mon­ arch (Westchester Marine) leads the Ship's Committee on Nov. 19 of (I. to r.) AB Rich Shellenbach, deck delegate; Chief Steward Edward Dale, secretary-re­ porter; QMED Charles A. Martinez, engine delegate and Steward Delegate Angel M. Velez. The tanker paid off in the port of New York. 8 / LOG / December 1979 If you know how to keep things cold, you'll always be need­ ed aboard ships that carry refrigerated containers. So take the Maintenance of Shipboard Refrigerated Systems course at HLS. It starts February 18. When you finish you get a certificate of completion from HLS •• your ticket into the booming job market aboard U. S.-flag ships for seafarers with reefer maintenance skills. To enroll, fill out the application in this issue of the Log or contact HLS. �Seafarers Intcrnacioiial Union of Nortli America. AFL-CIC) On the Agenda in Congress... Congress is expected to stay in session right up to Christmas week, with adjourn­ ment not expected until Dec. 23. A number of issues of national and international importance are keeping both the House and Senate in late sessions. Meanwhile, several legislative items of concern to the maritime industry are still in the legislative hopper awaiting action by Congress. Here is an up-date on what's happening to various maritime bills, which are in committee: •OMNIBUS MARITIME BILL On November 26, in testimony before the Subcommittee on Merchant Marine of the House Merchant Marine and Fisheries Committee, W. J. Amoss Jr., chairman of the National Maritime Council, recom­ mended various legislative alternatives to Title III of the Omnibus Maritime bill. The Council's testimony dealt in detail with the issues of cost parity, operating flexibility and market initiatives for U.S.flag operators. According to Mr. Amoss, the cost parity concept "is the only viable way to sustain healthy vessel operating and shipbuilding industries at a level capable of meeting the needs of national defense and economic security." The NMC also proposed greater flexibil­ ity in fleet operations by allowing the operators, rather than the government, to make judgments as to the level of sailings on given routes as well as the types of vessels best suited to these routes. On the issue of market initiatives, the Council's testimony included proposals for bilateral agreements, government impelled cargoes and tax incentives to foster the bjjilding of stronger, more versatile liner and bulk U.S.-flag fleets. December 1979 Legislative. Administrative and Regulatory Happenings (1) S. 1460 would facilitate the implemen­ tation of agreements in international liner shipping; (2) S. 1462 would authorize carriers to enter into bilateral shipping agree­ ments; and (3) S. 1463 would broaden and strengthen the authority of the Federal Maritime Commission to administer and en­ force the 1916 Shipping Act and would enable ocean carriers to con­ duct their operations in a more efficient manner. •DRY BULK SHIPPING On November 28, the Merchant Marine Subcommittee of the House Merchant Marine and Fisheries Committee held a hearing on various proposals designed to develop the U.S.-flag bulk fleet. Congresswoman Lindy Boggs (D-LA), sponsor of H.R. 5113, the Maritime Bulk Trade Act of 1979, said the bill would "encourage the carriage of U.S. bulk commodities in ships registered under the United States flag and flags of United States trading partners." Congresswoman Boggs explained, "Through the negotiation of cargo sharing agreements with U.S. bulk trading partners, at least 40 percent of the bilateral bulk trade would be reserved for the vessels of each nation." Congressman Paul Trible (R-VA), spon­ sor of H.R. 5145, the companion measure to the Boggs bill, said that his bill would "eliminate the either/or dilemma facing vessel operators forced to choose between unsubsidized construction and operation of a vessel for domestic trade, or the sub­ sidized construction and operation in foreign commerce." Samuel B. Nemirow, head of the Mari­ time Administration, testified in support of H.R. 4945, noting that the Administration's proposal would make the Merchant Marine Act of 1936 more responsive to the requirements of bulk operators. Mr. Nemirow addressed H.R. 5113, stating that "it has been United States policy to refrain from cargo sharing agreements as a general matter, but would be prepared...to protect where necessary the competitive rights of U.S. carriers." Meanwhile, hearings are continuing on a number of bills of interest to the maritime industry: •WATER PROJECT AUTHORIZATION —MARKUP The Water Resources Subcommittee of the Senate Environment and Public Works Committee will continue to markup S. 703, water policy and project proposals authori­ zation. Senator Mike Gravel (D-AK) will chair the markup. •WAR RISK INSURANCE The Merchant Marine Subcommittee of the Senate Commerce, Science and Trans­ portation Committee will hold a hearing this month on S. 1452, legislation to extend on a permanent basis, the war risk insurance program of Title XII of the 1936 Merchant Marine Act. Senator Daniel Inouye (D' HI) will chair the hearing. •U.S. DEFENSE SEALIFT CAPABILITY The Merchant Marine and Fisheries Committee will hold hearings this month on the national defense implications of the Omnibus Maritime bill and issues associated with the "Nifty Nugget" military exercise. Congressman John Murphy (D-NY) will chair the hearings. Stewards Come To Washington To See Political Action •SHIPPING ACT AMENDMENTS On November 21, the Merchant Marine and Tourism Subcommittee of the Senate Committee on Commerce, Science and Transportation held a hearing on S. 1460, S. 1462 and S. 1463. This is the legislation sponsored by Senator Daniel Inouye (D-H I) to amend the Shipping Act of 1916. Herbert Brand, president of the Trans­ portation Institute, noted thatthedebilitated state of the merchant marine and the lack of coordination between military and civilian sectors was illustrated by the devastating reports of last year's "N ifty Nugget" military exercise. Brand endorsed the three bills and emphasized that their passage "would begin to create a climate in which the private sector would begin to build new ships, and to have those ships ready for a national emergency and as a peacetime deterrant." According to Mr. Brand, Twelve SiU Stewards came to Washington last month for a first-hand look at their union's political and legislation programs—and they were impressed by what they saw. During their day-long visit, the Stewards—who are attending a recertification program at the SIU Harry Lundeberg School in Piney Point. MD—visited the Transportation Institute and the AFL-CIO Maritime Trades Department. At both places, the Seafarers heard from staff members about the many legislative fights that the SIU is presently involved in. Among the Senior representatives they met were T.I. President Herb Brand ana MTD Executive Secretary Jean Ingrao. The SIU Stewards also had an opportunity to meet and talk with two members of Congress: Rep. Glenn Anderson (D-CA) and Rep. Mike Lowry (D-WA). During the afternoon, they visited the Capitol where these photos were taken. Pictured in the photo at left are Charlie Shirah, Michael Haukland, Don Collins, Henry Jones, Sherman Jarman, and Theodore Goodman. With them is Harry Lundeberg School Instructor Mike Mannion, In the photo at right are Stewards Stig Ehrlund, Bobbie W. Stearns Jr., Howard F. Clark, Hernell E. Edwards. Marvin E. Garrison, ahd'F^pk S. Paylor. December 1979 / LOG / 9 �Industfy News (£1)0 91U in HLS PresidentPresents Views to Congress on Maritime Education, These committees should consist of mari­ A proposed bill which would expand Training Programs time educators, as well as union, manage­ maritime education and training programs to state academies throughout the nation was variously applauded and attacked in two days of hearings before a select subcom­ mittee of the House Merchant Marine and Fisheries Committee. The subcommittee is headed by Rep. Les AuCoin (D-Oregon). The proposed bill—the Maritime Educa­ tion and Training Act of 1979—is a complete remake of laws affecting maritime training and education, and brings together various laws which have been enacted over the years into one single act. The proposal was enthusiastically en­ dorsed by the U.S. Maritime Administra­ tion and the Coast Guard. However, several industry spokesmen, as well as representa­ tives from the U.S. Maritime Academy at Kings Pojnt voiced reservations about the bill. The main objections centered on a lack of coordination among existing training programs, and the fear the proliferation of training facilities would only exacerbate the problem. One area of special concern to the Congressional committee was the high cost of education for maritime officers at the federal academy, and the "relatively low rate of retention" of seagoing officers from the academy. Hazel Brown, president of the Harry Lundeberg School at Piney Point was a witness during the Congressional hearings. She stressed that "maritime education institutions must be a part of the industry" if their training programs are to be relevant. Graduates of maritime schools should be prepared for "real Jobs with adequate skills to handle their assignments." She said: "Active advisory committees are essential. ment and government representatives." Ms. Brown said that the advisor ly committees should not only regularl1 examine curricula to determine its rele­ vancy, but should also "help to establish goals and objectives so that the manpower needs of the maritime industry are met." Court Lifts Restrictions on Rebuilding Lock #26 The United States District Court in Washington has given the green light for reconstruction of Lock and Dam #26 at Alton, 111. Rebuilding of this crucial waterways project had been delayed by several suits filed by environmentalists and railroad interests. As a result of the court decision, the U.S. TT Brooklyn Gets OK for Alaska Oil Trade The U.S. Maritime Administration this month approved an application to permit the TT Brooklyn to make at least two voyages in the Alaska oil trade. The applications were filed by American Petrofina Inc. The 225,280 deadweight ton tanker is expected to make two consecutive trips from Valdez to the U.S. Gulf by way of Cape Horn. In its application to the Maritime Administration, Petrofina said an excessive inventory problem at its Port Arthur, Texas terminal made it necessary to ship about 1.4 million barrels of crude oil from its storage facilities at Valdez before the end of 1979. The SlU-contracted Brooklyn was built in 1973 by Seatrain Shipyard in Brooklyn, N.Y. as the first in a series of 225,000 dwt tankers. The vessels were all built with construction differential subsidies. SPAD is (he Sill's political fund and our political arm in Washinfton, !>.('. The SUI asks (or and accepts roluntars contributions only. The I'nion uses the money donated to SPAD to support the election campaigns of legislators who have shown a pro-maritime or pro-labor record. SPAD enables the Sill to work effectively on the vital maritime issues in the Congress. These are issues that have a direct impact on the jobs and job security of all SIC mem­ bers. deep-sea, inland, and l.akes. The Sill urges its members to continue their fine record of support for SPAD. \ memher can contribute to the SPAD fund as he or she sees fit. or make no contribution at all without fear of reprisal. A copy of the SPAD report is filed with the Federal Elec­ tion Commission. It is available for purchase from the FEC in Washington, D.C. 10 / LOG / December 1979 Corps of Engineers has already begun bank stabilization work at the site in preparation for building a totally new lock and dam facility. It is now expected that a contract will be awarded early in 1980 for construction of the lock and dam. Construction will take several years. • tr sr* SIU Seniority Upgraders View Union's Political Activities Six more Seafarers in the SlU's "A" Seniority Upgrading Program visited Washington last month to meet and tal(< with their union's legislative and political action representatives. The six—who were undergoing an intensive upgrading schedule at the Harry Lundeberg School at the time ot their visithad an opportunity to meet and talk with otticials ot the AFL-CIO IVIaritime Trades Department and the Transportation Institute. While they were in Washington, the Seafarers also visited Congress where they met with Congressional staff aides. They also toured the Capitol where they had their picture snapped. Seen here on the steps ot the Senate side ot the Capitol are Upgraders Charles Gallagher, Stanley Sporna, Joseph Gomez, Wenscslaw Calderon, John Rizzo and Charles Clausen. With them are Betty Rocker. SIU Legislative Representative: Darrell Sanders. SIU Representative and Joe Wall. Harry Lundeberg School Director ot Industrial Relations. Hazel Brown, President of the Harry Lunde­ berg School in Piney Point, MD, testified at a hearing of the Select House Subcommittee on Maritime Education and Training earlier this month, and urged that all maritime schools and academies upgrade their educational pro­ grams and teaching techniques to meet the demanding changes in the maritime industry. US Merchant Fleet Hits 23 Million Tons The privately owned ocean-going fleet of the U.S. Merchant Marine climbed to a new record tonnage last month, according to a report from the U.S. Maritime Administra­ tion. The U.S. fleet has set or equalled new tonnage records in 16 of the past 17 months, according to MARAD. On Nov. 30, the deep-draft fleet totaled 737 merchant vessels of all types with a eombined tonnage of 22.9 million dead­ weight tons. Compared to one year ago, the number of ships in the U.S. merchant fleet dropped by nine vessels, but its overall capacity increased by 1.4 million tons. The large gain in capacity reflects the larger sizes of the new fleet additions during the past 12 months, and the comparatively smaller sizes of the older ships scrapped or sold foreign during that period. According to the MARAD report, the active U.S. merchant fleet stood at 686 vessels on Nov. 30, with an overall tonnage of 21.6 minion deadweight tons. Under Construction As of Nov. 30, 51 merchant ships totaling nearly 2.5 million deadweight tons were under construction or on order in privatelyowned U.S. shipyards. The ships under construction or on order consisted of ten tankers, eight liquefied natural gas (LNG) carriers, 12 intermodal vessels, 11 dry-bulk ships, three eargo breakbulk ships, and seven special-type vessels. �I N 1973, AFL-CIO President George Meany was the guest of honor at an awards dinner hosted by the Congressional Medal of Honor Society. They presented him with their annual "Patriots Award." In his acceptance speech, Meany's sentiments were clear. "... labor organizations," he said, "are the indispensable instrument for free workers to improve their standard of living." "Democracy," he continued, "is not the icing on our cake. It is our bread-and-butter. And a man can work up some pretty strong feelings over his bread and butter." George Meany's passionate commitment to freedom has been the driving pulse of his life and of the American labor movement he led for so many years. Meany fought against the abridgement of freedom in every form. He battled racketeering and corruption in labor's house, and facism, nazism, communism in the world beyond. He fought for the right of every man and woman to work at any job regardless of their race, religion or sex; the right of every worker to pm a decent living wage and the right of every American to join a union. High School Dropout George Meany's roots in the labor movement go deep. Born in the Bronx, in 1895, his father Michael was a union plumber and president of Local 2 of the United Association of Journey­ men & Apprentices of the Plumb­ ing & Pipefitting Industry of the U.S. and Canada. George Meany dropped out of high school to help support his family and at the age of 22 he'd completed the five years of training necessary to become a journeyman plumber, earning $7.50 per week. On Sundays he earned extra cash as a catcher for a semi-pro ball team. Due largely to his father's good name, George Meany started his climb in the "organ-eye-zation." At the age of 25, Meany was elected business representative for his plumber's local. And that was the last time he worked as a plumber. That same year, 1919, Meany married Eugenia McMahon who was a New York City garment worker and a member of the ILGWU. The Meany's had three daughters, 14 grandchildren and a marriage that lasted almost 60 years. Meany rose quickly through the ranks of organized labor. In 1923 he was elected secretary of the Building & Construction Trades Council. During that year he traveled to the capital of N.Y. in Albany. "The idea of just going to Albany was a big deal," he reminisced. "The world was a little place for me in those days; the West was Hoboken." By 1934, when he was elected president of the N.Y. State Federation of Labor the world (or at least Albany) was a little more familiar. As the Federation's chief lobbyist, Meany earned a repu­ tation as labor's most pble advocate. In 1935 alone, 62 pieces of labor-backed legislation were passed and became law, thanks largely to Meany. 1935 was a red-letter year for labor. Mine Workers President John L. Lewis, along with some other union presidents, expressed their feelings that the American Federation of Labor should shift focus and reorganize along in­ dustrial rather than craft lines. Eight industrial unions formed the Committee on Industrial Organizations within the AF of L. In 1938, the 3.7 million AF of L members who had joined the Committee were expelled from the AF of L and the Congress of Industrial Organizations was born. The two powerful federa­ tions warred for the next 17 years. But a lot of world history—and labor history—took place in the interim. In 1940, Meany became Secretary-Treasurer of the AF of L. Among his responsibilities was to sit as the AF of L's representa­ tive on the War Labor Board. Meany's now-familiar reputa­ tion as strong willed, sharptongued and sarcastic seems to have solidified during those Continued on Page 12 / December 1979 / LOG / 11 �• - > eorge Meany was a frequent speaker at SlU conventions over the years. At left IS SlU President Paul Hall. This photo was taken at the SlU's 1971 convention. Continued from Page 11 years. At least, there are plenty of stories about Meany and the War Labor Board. During one War Board meet­ ing, Meany reportedly had an argument with Robert Black, a management member of the Board. "Bob," Meany said, cigar clenched between his teeth, "you are talking through your hat." "Even if I am talking through my hat," Black replied, "I think I have a right to talk." "All right," Meany shot back, "continue to talk through your hat." Unions Need Freedom The 1940s was a time of national and international turm­ oil. But out of that turmoil, Meany's course crystalized. He had come to realize that the fight for labor and the fight for freedom were one and the same. Looking at Hitler's Germany and Mussolini's Italy, Meany said: "The first thing a dictator does is destroy the unions. He can't have his dictatorship if labor is free. And the first thing a union needs is freedom; other­ wise it can't do its work as a union." Nazism and fascism weren't the only threats to world free­ dom. Meany fought equally hard against communism. In 1945 he spoke out against the newlyformed World Federation of Trade Unions, protesting Soviet domination within the interna­ tional labor organization. Meany proved to the unions of the free world, including the CIO, that the FTU was communistrun. And in 1949, he was a "<, founder of the International Confederation of Free Trade Unions. Knowing that freedom de­ pended on the ability of educated individuals to exercise it, Meany was one of the prime movers behind the creation in 1947 of Labor's League for Political Education. Meany "put real life and sinew," said his protege and successor as Federation Presi­ dent Lane Kirkland, "into Sam­ uel Gompers formula for partici­ pation in politics: to reward our friends and elect them, and to punish our enemies and defeat them." ^:C.;, S?v . >- _ --- This photo, nearly 30 years old, shows George Meany, left, then secretarytreasurer of the AF of L with William Green, Meany's predecessor as AF of L president and Senator Robert LaFollette, right. Meany was well-versed in Gompers' philosophy. He'd read every one of the thousands of speeches Gompers, founder of the AF of L ever made. And in 1952, when William Green died, Meany became AF of L, presi­ dent himself. One of the hallmarks of the AF of L under Meany (and later of the AFL-CIO) was, as Meany once said, "that the AF of L had Meany George Meany helped raise millions of dollars for the Jerry Lewis Muscular Distrophy Telethons. In this photo Lewis presents Meany with an award for his efforts. 12 / LOG / December 1979 .. .;- its own foreign policy. That policy, Meany freely admitted, "may or may not agree with the policy of the U.S. government." The AF of L for example, strongly opposed aid to Franco's Spain and was far more severe towards France's policies in North Africa than the U.S. government was. Meany conducted "foreign policy" the same way he ran everything else: bluntly and without mincing words. One story has it that during the height of French repression in North Africa, Meany attended a dinner at the French embassy. Meany is a great supporter of all humanitarian efforts and causes including the March of Dimes. Photo was taken in 1966. They served up a beautiful meal, poured vintage wines and at­ tempted to convince Meany that France's colonial policy was sound. After the meal, the diplomats asked Meany if he had any questions. "Only one," he ans­ wered. "When are you going to stop kicking the Algerians around?" When Meany became AF of L President one of the first things he did was reactivate a 9-man committee made up of AF of L and CIO representatives to talk about bringing the two organiza­ tions back under one roof. Merger talks were long and difficult. During one round, Meany bluntly spelled out the two options facing the merger committee "We can go after unity the long way or the short way," he said. "The short way is to merge into one trade union center which will protect the integrity of all affil­ iates.' The long way," Meany went on, "is to solve all of our problems before merging. Which will it be?" It was the short way. In 1955, AF of L President George Meany and CIO President Walter Reuther sealed the tough nego- Here's a classic photo of a younger George Meany taken-by the famous portrait photographer Fabian Bachrach. �. Meany was a confidant and critic of many a U.S. President including tfie incumbent, Jimmy Carter. tiations with a handshake and the AFL-CIO was bom. Meany was elected the Federation's first president by unanimous accla­ mation. But merger wasn't an end in itself. It was an important tool through which Meany, and the rest of organized labor, could more strongly pursue the goal of bettering the lives of American workers. In his keynote address at the first Constitutional Convention of the AFL-CIO held in New York on Dec. 5, 1955, Meany vowed to make the AFL-CIO a powerful voice for American , workers. "This is not going to be any milktoast movement," he said. Labor will make "our full contri­ bution to the welfare of our neighbors, to the communities in which we live and to the nation as a whole." During the 1960s the AFLCIO played an active role in working for key pieces of social legislation. Social Reforms The first hourly minimum wage law went into effect in 1961, Social Security benefits were extended, Medicare adopted and aid to cities, public education and jobs were pushed through with the backing of the Federation. In 1964, the long-awaited Civil Rights Act became law. Meany had worked tirelessly for it, believing that "the fight against discrimination goes to the very heart of the trade union philos- Former President Jotinson gives George fvleany ttie rundown on some piece of labor-backed legislation in this 1960's photo. struggle to translate the rights confirmed by Congress into living reality." Throughout the '70's the Fed­ eration's political impact broad­ ened. Through the Committee on Political Education, (COPE), the AFL-ClO's political arm which coordinates labor's manpower on local levels, the Federation's ability to reward political friends and punish enemies grew. And the Federation continued speak­ ing out against repression abroad. Meany ophy. You can't have a good trade union movement," Meany said, "unless you create the environment of freedom." But Meany knew that passage of the Civil Rights Act did not mean the job was done. A statement issued by the AFLCIO said the Act's passage "marked the beginning of a new But as far afield from Meany's Washington, D.C. office as the Federation's voice and influence reached there was never any question about who ran the show. Three years ago. Lane Kirkland and three Federation de­ partment heads had reportedly worked long and hard forging the AFL-CIO's position on a Con­ gressional bill. When the work was done, Kirkland and the others went to Meany for his okay. Meany decided to reverse the position they had arrived at. "Well fellows," Kirkland said to the department heads, "now we're unanimous." Leaves Healthy Movement One of George Meany's most important achievements for the labor movement is . the merger of the AF of L and the CIO in 1955. After the merger was endorsed by the 1955 Convention, George Meany, left, and the late Walter Reuther join hands and raise the gavel for the first time as the AFL-CIO's top officers. * After more than half a century dedicated to the trade union movement and the pursuit of freedom, George Meany has called it a day. At the 13th Biennial Conven­ tion of the AFL-CIO held last month in Washington, Meany assured the delegates that the labor movement would continue to move ahead without his hand on the wheel. "This federation is the house of labor," Meany said. "It is well-built—ready to stand and to shelter workers long beyond the lifetime of everyone in this hall." Though no one doubted the wisdom of his words, everyone found it hard to say goodbye. Speaker after speaker praised Meany's many accomplishments and his lifelong dedication to human rights. Time after time delegates rose in cheering ova­ tions. George Meany changed the lives of millions upon millions of working people. He helped to build a labor movement "whose only objective," said Sol Chaikin of the ILG WU, "is to bespeak the best aspiratipns of working men and women; whose only aspira­ tions are to maintain a polfticai democracy where we can worship as we please, speak as we please, without censorship or prior restraint; where we can change our form of government from time to time without force or violence, where we can hope not only for ourselves but for our children and grandchildren as well that better life, that freer life to which all human beings aspire." The stunning record of George Meany's life speaks for itself. "Words," Lane Kirkland said, "cannot match in eloquence the record of George Meany's achievements and contributions to the enhancement of human values. "The life work of this one valiant man," Kirkland con­ tinued, "would do honor to a dozen men, if divided among their histories. He is living proof of how much difference one person, armed with his qualities, can really make in the course of human events." When George Meany left the dais for the last time as AFL-CIO president the delegates stood and cheered for a long time. It was hard to say goodbye. December 1979 / LOG / 13 �Carter to MuN Northern Tier Pipeline for 60 Days WASHINGTON, D.C.—Presi­ dent Carter late last month an­ nounced that he is delaying his decision on construction of the Northern Tier Pipeline route. The President told Congress that he is postponing for 60 days his choice of a pipeline route to bring Alaska crude oil to inland states. The SIU, the Maritime Trades Departmen^^d - the AFX-CIO strongly support the Northern Tier route. This pipeline, which would begin at Port Angeles, Wash., would stretch across the states of Washing­ ton, Idaho, Montana, and North Dakota to end at Clearwater, Minn. It would cover 1, 557 miles and would have a design capacity of up to 993,000 barrels per day. The line would connect with existing lines along the way to serve refineries in the Rocky Mountain and mid-central states. American-flag ships would carry the oil down from Alaska to Port Angeles. Former Secretary of Energy James Schlesinger had recom­ mended approval of the line. Also, the Secretary of the Interior Cecil D. Andrus has given his support to the project. However, he qualified that support. In a letter to the President, he advised Carter to "revoke ap­ proval" of the line within a year if enough private financial support isn't forthcoming by then. In that case, Andrus said, appro­ val should be shifted to the Cana­ dian Trans-Mountain Oil Pipeline. In its support of the Northern Tier Pipeline route, the MTD pointed out that this line would be located wholly within the U.S. This, the MTD noted, would provide Amer­ ica with complete control over the oil going through it. This line would also give maximum employment opportunities to American workers, the Department said. During the building of this pipeline, an average of 4,260 con­ struction personnel will be em­ ployed over an eight to twelve month period. Approximately $130million will be paid out in construcr tion wages, the MTD stated. The manufacture of the material and equipment for the system will generate additional employment opportunities. For the manufacture of the pipe and the steel for the tanks, it's estimated that about 4,250 jobs will be created for one year. During the actual operation of the pipeline, approximately 130 person­ nel will be employed with annual wages in excess of $2 million. Seatrain Head; Friend of Maritime Joseph Kahn Dies Seatrain. Line^ a^d Shipbuilding Corp. chairman of the board Joseph "Joe'' Kahn, 63, died after a brief illness at University Hospital, New York City on Dec. 3. Kahn—a leading advocate of a strongi and competitive U.S. mer­ chant marine -with his longtime partner Seatrain president Howard M. Pack, was a pioneer in introduc­ ing new ideas into the break bulk cargo shipping and supertanker shipbuilding industries. In 1930, he left his native Russia at 16 to join the family fur firm, Kahn Brothers & Pinto here. Twenty years later, with Pack, he went into shipping founding Transeastern Associates with a single World War II Liberty ship. By 1960, they had a fleet of 36 ocean bulk cargo carriers! Five years later they bought the SlU-manned six containership Seatrain Lines, a struggling coast­ wise run carrying cargo and railroad cars. In 1976, innovative Seatrain reactivated the old Brooklyn (N.Y.) Navy Yard building three 225,000 dwt supertankers and employing 2,000 SlU-affiliated UIW shipbuild­ ers until the Yard had to shut down in 1978. "No matter what the problem," said UIW East Coast Area Director Ralph Quinnonez, "Kahn sat down and listened. And we were always able lo work it out. Even at the end," he added, "when the Yard was closing." Kahn pioneered the construction of the 115,000 dwt supertanker icebreaker TT Manhattan for the U.S., "landbridge" shipping opera­ tions in 1972 and use of the high­ speed, gas turbine containership. Seatrain also developed new logistic support "unitization" techniques Joseph Kahn during the Vietnam War and op­ erated tankers for the MSC. As chairman of the board of trustees of the Transportation Institute; president of the American Maritime Assn. and a member of the Board of M&nagers of the American Bureau of Shipping, "Joe" Kahn was a sharp critic of the U.S. Government's neglect of maritime. "1 honestly believe," he said last year.. ."that the U.S. is too big, too strong, too powerful not to have her own capability both in the construc­ tion and manning of ships." "The public believes and perhaps the Navy mistakenly believes, that it has the world fleets to call on in case of emergency. I personally don't believe it, because I don't know, in the event of an emergency where the loyalty of an Americanowned Greek or French ship or so on is going to be..." Kahn in 1941 volunteered as a World War II U.S. Army private being mustered out in 1946 as a first lieutenant. Surviving are his widow, Susan of New York City; two brothers, Leonard also of New York City and Samuel of Lawrence, L.L, N.Y. and a sister, Tanya of Roslyn, L.L, N.Y. Bragg! Bill Would Overhaul ^Seamen's Documentation' Laws Rep. Mario Biaggi (D-N.Y.) has introduced legislation which would totally revamp the process of "seamen's documentation," which at one time was the only thing seamen had for protection from abuses by the shipowner. Essentially, Biaggi's bill would abolish ail the U.S. statutes govern­ ing the form of the shipping agree­ ment. Some of these statutes are over 100 years old. These statutes outline the formula for sign-ons, sign-offs, working conditions, length of voyage, etc. Biaggi introduced the bill, he said, because the present laws are out-ofdate in light of the collective bargaining gains made by the maritime unions in providing for the protection of their members. If Biaggi's bill is passed into law; the job of issuing regulations and setting forth the form of the shipping agreement would fall to the Coast Guard. Biaggi's bill would also perma­ nently do away with the shipping commissioner. The Coast Guard has already halted the use of shipping 14 / LOG / December 1979 commissioners because Congress struck appropriations from the Coast Guard's budget this year for this expenditure. The SIU believes that some of the statutes are archaic and need revising. But at the present time, we are studying Biaggi's legislation very thoroughly to make sure that the bill, if passed, will not hurt the individual seaman in any way. The Log will keep the member­ ship informed on the latest concern­ ing this important bill in upcoming issues. Coast Guard Abolishes Shipping Commissioners The United States Coast Guard, in response to legislation passed by Congress earlier this year, has officially abolished the position of Shipping Commissioner. According to a rule announced in the Federal Register, all duties performed by persons holding that title will be transferred to individual ship masters. The action taken by the Coast Guard was made inevitable after Congress passed the Transportation Appropriations Act for Fiscal Year 1980. The act prohibited the Coast Guard, or any federal agency, from using public funds to pay wages or administrative costs for duties nor­ mally performed by the Shipping Commissioner. The position of the Shipping Commissioner was established in the late nineteenth century to pro­ tect seamen from a host of abusive shipping practices, the most glaring being the tendency of certain shipmasters to involuntarily detain onboard ship the. seamen who worked for them. Under the terms of the Shipping Commissioner Act of 1872, shipping commissioners were required to check all vessels destined for foreign ports and were deemed responsible for the protection of seamen's rights. The change in the relationship be­ tween the shipmaster and crew, as well as the growth of strong and effective maritime unions, rendered the position of Shipping Commis­ sioner obsolete. It had become nothing more than an unnecessary federal expense. Crescent Expands to Mobile Crescent Towing and Salvaging Company, an SIU contracted busi­ ness based in New Orleans, has announced plans to expand its operations by establishing an Ala­ bama Division which would even­ tually provide complete harbor towing service for the Port of Mobile. Crescent will commence its Mo­ bile operations by assigning two of its newest tugs there. Officials at the company express confidence that the two tugs, the 2,400 h.p. Marion Smith and the 1,800 h.p. Elizabeth Smith, will be followed by many more. Crescent presently operates New Orleans' largest tugboat fleet—20 tugs which range in power and size from 1,500 h.p. to 4,000 h.p. and from 300 to 400 tons displacement. �'I Deep Sea Members Get 4% Cost-of-Living Hike The SlU is pleased to announce that under the terms of our Standard Frelghtship and Standard Tanker Agreements, SlU members will be receiving a 4% cost-of-living increase in all wage related areas. In other words, the 4% cost-of-living increase is applied to base wages, overtime, the premium rate and the penalty rate. SPECIAL NOTE: The 4% cost-of-living incroose olso applies to the Deep Sea Vacation benefit. The new wage rates become effective Dec. 16, 1979. STANDARD TANKER AGREEMENT WAGES, PREMIUM & OVERTIME RATES AS OF DECEMBER 16, 1979 DECK DEPARTMENT Boatswain (on vessels constructed since 1970) Boatswain (25,500 DWT or over) Boatswain (under 25,500 DWT) A.B. Deck Maintenance Able Seaman O.S. Deck Maintenance Ordinary Seaman Base Wages Monthly Rate $1,496.63 1,356.67 1,305.80 1,113.52 979.95 899.76 777.07 Premium Rate Sat., Sun, & Holidays $12.99 12.49 11.39 9.71 8.56 7.87 6.80 Overtime Rate Excess of 8 Hrs. Mon.-Fri. $7.09 7.09 7.09 5.43 5.43 4.31 4.31 ENGINE DEPARTMENT Q.M.E.D Chief Pumpman Second Pumpman/Engine Mtce. Ship's Welder Mtce Engine Utility Oiler Mtce. Utility Oiler Fireman/Watertender General Utility/Deck Engine Wiper 1,496.63 1,369.09 1,369.09 1,212.04 1,102.34 1,129.40 979.95 979.95 899.76 899.76 12.99 11.92 11.92 10.44 9.80 9.81 8.56 8.56 7.87 7.87 7.09 7.09 7.09 7.09 7.09 5.43 5.43 5.43 4.31 4.31 STEWARD DEPARTMENT Chief Steward (on vessels constructed since 1970) Steward/Cook Steward/Baker Chief Steward (25,000 DWT or over) Chief SteW'-id (under 25,500 DWT) Chief Cook Ccok and Baker Tiiird Cook Assistant Cook Messman ; Utilityman 1,496.63 1,496.63 1,493.63 1,362.08 1,311.22 1,176.98 1,149.22 1,019.36 1,019.36 751.19 751.19 12.99 12.99 12.99 11.87 11.42 10.26 9.71 8.37 8.37 6.59 6.59 7.09 7.09 7.09 7.09 7.09 7.09 7.09 5.43 5.43 4.31 4.31 PENALTY RATES Off Watch, Monday through Friday Group 1 $7.90 Group 11 6.34 Group 111 5.64 FREIGHTSHIP/PASSENGER AGREEMENT WAGES, PREMIUM AND OVERTIME RATES AS OF DECEMBER 16, 1979 Overtime Rate DECK DEPARTIV^ENT Boatswain (SL7s, SLlS's Lash, Mariner & Passenger) ... Boatswain Carpenter Carpenter Maintenance A.B. Maintenance Quartermaster Able Seaman Fire Patrolman O.S. Maintenance Ordinary Seaman Base Wages Monthly Rate $1,438.38 1,272.19 1,170.47 1,170.47 1,081.65 1,020.19 968.57 968.57 809.37 757.10 Premium Rate Sat., Sun. & Holidays $12.38 11.08 10.20 10.20 9.42 8.90 8.46 8.46 6.61 6.61 Excess of 8 Hrs. Mon.-Fri. $7.09 7.09 7.09 7.09 5.43 5.43 5.43 5.43 4.31 4.31 continued on following page December 1979 / LOG / 15 �continued from previous page FREIGHTSHIP/PASSENGER AGREEMENT WAGES, PREMIUM AND OVERTIME RATES AS OF DECEMBER 16, 1979 ENGINE DEPARTMENT Chief Electrician (SL7's, SLiS's, Lash, Mariner & Passenger) Chief Electrician (Delta) Chief Electrician Crane Mtce./Electrician Electrician Reefer Mtce Second Electrician Engine Utility Reefer Mtce Refrigeration Engineer (when one is carried) Refrigeration Engineer (when three are carried) Chief First Assistant Second Assistant Q.M.E.D Plumber Machinist Unlicensed Junior Engineer (Day) Unlicensed Junior Engineer (Watch) Deck Engineer Engine Utility/FOWT (Delta) Engine Utility Evaporator/ Mtce Oiler Oiler (Diesel) Watertender Fireman/Watertender Fireman Wiper Ship's Welder Mtce Oiler/Maintenance Utility General Utility/Deck Engine STEWARD DEPARTMENT Chief Steward (SL7s, SL18's, Lash & Mariner) .., Steward Cook Steward/Baker Chief Steward Chief Cook Cook & Baker Second Cook Third Cook Assistant Cook Messman Utilityman Passenger Vessels Chief Steward Chef Chief Cook Head Waiter/Wine Steward Chief Baker 2nd Steward/Head Waiter 3rd Steward/Storekeeper Chief Pantryman Butcher 2nd Cook 2nd Cook/Larder Cook and Baker Asst. Head Waiter 2nd Baker 3rd Night Cook Bartender Bartender/Club Steward Messman Utility Utilityman Galley Utility Pantryman Passenger Waiter Officer Bedroom Steward Passenger Bedroom Steward Night Steward Stewardess Deck Steward Deck/Smoking Room Steward Janitor/Utilityman Day Porter/Utilityman Chief Utility Crew Messman Crew Pantryman Crew Bedroom Steward Beautician-Barber Base Wages Monthly Rate $7.90 16 / LOG / December 1979 Group 11 6.34 Group 111 Overtime Rate Excess of 8 Hrs. Mon.-Fri. 1,538.87 1,536.29 1,496.63 1,496.63 1,496.63 1,399.07 1,399.07 1,399.07 13.50 12.99 12.99 12.99 12.99 12.19 12.19 12.19 7.09 7.09 7.09 7.09 7.09 7.09 7.09 7.09 1,435.06 1,275.22 1,189.60 1,438.38 1,282.86 1,224.08 1,102.18 1,187.04 1,198.34 1,118.01 1,025.45 968.57 1,042.31 968.57 968.57 968.57 899.71 1,201.56 1,118.01 899.71 11.18 10.67 10.35 12.38 11.18 10.67 9.62 10.35 10.35 9.76 8.96 8.46 9.10 8.46 8.46 8.46 7.87 10.35 9.10 7.87 7.09 7.09 7.09 7.09 7.09 7.09 7.09 7.09 7.09 7.09 7.09 5.43 5.43 5.43 5.43 5.43 4.31 7.09 5.43 4.31 $1,438.38 1,438.38 1,438.38 1,272.19 1,130.76 1,102.17 968.57 955.49 955.49 751.20 751.20 $12.38 12.38 12.38 11.08 9.87 9.62 8.37 8.37 8.37 6.59 6.59 $7.09 7.09 7.09 7.09 7.09 7.09 5.43 5.43 5.43 4.31 4.31 1,678.76 1,272.19 1,130.76 1,130.76 1,130.76 1,129.56 1,128.55 1,127.34 1,121.33 1,112.79 1,112.79 1,102.17 1,102.17 1,099.77 1,094.77 955.49 955.49 751.20 751.20 751.20 751.20 751.20 751.20 751.20 751.20 751.20 751.20 751.20 751.20 751.20 751.20 751.20 751.20 751.20 1,072.93 14.54 11.08 9.87 9.87 9.87 9.78 9.78 9.76 9.70 9.63 9.63 9.62 9.62 9.52 9.48 8.37 8.37 6.59 6.59 6.59 6.59 6.59 6.59 6.59 6.59 6.59 6.59 6.59 6.59 6.59 6.59 6.59 6.59 6.59 None 7.09 7.09 7.09 7.09 7.09 7.09 5.43 5.43 5.43 5.43 5.43 7.09 7.09 5.43 5.43 5.43 5.43 4.31 4.31 4.31 4.31 4.31 4.31 4.31 4.31 4.31 4.31 4.31 4.31 4.31 4.31 4.31 •4.31 4.31 None PENALTY RATES Off Watch, Monday through Friday Group 1 Premium Rate Sat., Sun. & Holidays 5.64 �At Sea 'if Ashore SS Alex Stephens From Dec. 26 to Jan. 31 from the port of Tampa, the SSAlex Stephens (Waterman) will carry a cargo of 10,000 metric tons of bulk phosphate to the port of Chittagong, Pakistan. Mafson Navigation Co. STU steward department members aboard the SS Maunalei, SS Californian. SS Lurline, SS Maunawili and the SS Hawaiian Citizen (all Matson Line) had sweet-smellin' fragrant, voyages early this month. Their ships carried a record number of 234,000 Pacific Northwest Douglas fir and spruce Christmas trees in 275 refrigerated containers to Honolulu, Hawaii from the port of Seattle. The largest shipment on a single vessel was 91 containers. SS Columbia From Jan. 10-20 from a Gulf port, the SS Columbia (Ogden Marine) will haul a cargo of 22, 500 metric tons of bulk wheat to the ports of Port Said or Alexandria, Egypt. 77 Brooklyn Asst. Sec. of Commerce for Maritime Affairs Samuel B. Nemirow has given the green light to the 225,000 dwt supertanker TT Brooklyn (General Electric) to make two consecutive voyages to load on oil at Valdez, Alaska first on Dec. 25. The tanker will then sail around Cape Horn, South America to offload her 1.4 million barrels at the Gulf. Waterman Steamship Corp. Bombay-Calcutta, India U.S. Hag ships will carry 50 percent of the $179-million cargo of three Boeing 747 Jumbo jets plus spare parts sold to Air India. A MAR AD waiver allows India vessels to carry the other half of the cargo. Montreal, Quebec SIU Canadian Seafarers will man two Norwegian 14,000 dwt petro­ chemical tankers with 24-member crews, bought by the Hall Corp., here around July 1980. The first tanker will be delivered in Rotterdam, the Netherlands. She will be rechristened theSTCoastal Transport 'm an eastern Canadian port. In season, they will sail on the Great Lakes and on the St. Lawrence Seaway. In winter, they will sail around the world to Europe and South America. Sam Baugh "Six Pack" Sam Baugh—Need Infor­ mation for Chapter 2. Call Jake T. Karaczynski at home. Bruce Williamson Please contact your father, it is important. Call collect—Tel. Day — (716) 722-2020 — Night - (716) 5894868. You can write to P.O. Box 2797, Rochester, New York 14626. Anthony Denddo Please contact Walter H. Stovall, 4635 Oakley Avenue, Cleveland, Ohio 44102. Charles R. Murphy Please contact your mother, 3864 Taliluna Avenue, Knoxville, Tenn. 37919. SIU steward department personnel sailing on the 22,208 dwt SS President Wilson (American President Lines) recently were on the first breakbulk ship to dock in Mainland China in 30 years. They also brought to the port of Seattle the first fully containerized cargo (93 boxes) shipped from Red China directly to the U.S.A. APL started the China run in 1965. The boxes held flannel shirts, textiles, baskets, craftwork and drums of honey. Offloaded in China were 10,000 bales of cotton. Washington, D.C. Six SIU companies' 86 ships have been "adopted" by U.S. elementary school classrooms in the Propeller Club of the U.S. 40-year-old Adopt-aShip Plan. APL and Delta Line had 23 ships each adopted. Maritime Overseas 16, American Steamship 14, Waterman six and Sea-Land four. Schoolkids write the vessels' masters over the year after they've asked their teachers questions about the ship, crew, cargoes and ports of call. Captains and officers supply data on ships, trade routes, climate, weather, geography, history and origins and use of cargoes carried to and fro. Captains visit the classes and the kids visit the ships. San Juan, P.R. Puerto Rico Marine has bought 400 new refrigerated trailers worth $8.5 million. It also rented 700 trailers for its R/O R/O ships on the East Coast-Florida runs. And has ordered 50 lift-on reefers for its New Orleans to San Juan run. Bangkok, Thailand Now Sea-Land is the only U.S. dry and refrigerated container carrier on regularly scheduled weekly runs from the West Coast to Bangkok via Hong Kong. Portsmouth, Va. MAR AD has also okayed Waterman's bid to buy 140 LASH reconditioned lighters worth $7,679,523. The five-year-old lighters measure 61'A feet by 31 feet by 13 feet and weigh 360 tons each. Personals Hsinkang Harbor, China In the "final planning stage" is a mammoth offshore from here floating oil tanker superport and pipeline (linked to a future refinery on shore) capable of supplying all East Coast refineries. The $1 billion project, 50 to75 miles east of the Virginia Capes could handle a third of the nation's crude imports—2-million tons daily. And would be the biggest in the country and first on the East Coast able to dock 150,000-ton tankers. Oil imports are now at 6.4 miUion barrels a day. On Dec. 10, the Secretary of the Army okayed construction of a $600 million 175,000 barrels daily refinery here. State planners are considering a new agency to issue tax-exempt revenue bonds to fund the plan. M/y Indiana Harbor The new 1,000-foot MjV Indiana Harbor (American Steamship) broke the Great Lakes cargo tonnage record last month carrying 70,171 net tons of iron ore pellets in two consecutive runs from Two Harbors, Minn, to Indiana Harbor, Ind. The old record was 68,912 tons. Don't Forget... ... That new LNG ships are under construction now and that you can he aboard one soon—IF you've got the skills and know-how. DON'T FORGET the LNG course begins at HLS on February 4. DON'T FORGET to enroll... To enroll contact HLS or fill out the application in this issue of the Log 17 �t^LETTEBS TO THE EDITOB A Faithful Log Reader I have been reading the Log since 1950 and always found it to be good reading and very interesting expecially following everything the membership did to make the SIU what it is today, the best in the world bar none. As I am in my senior years, most of the SI U members who I knew and passed the Log on to me after my husband died are no longer around. So I would like to thank the Union for putting me on the mailing list for the Log. My husband is a departed seaman. Most of our friends were also seamen. I hdve followed the stories of the sea and will never get tired of them and the good work the members and officials have done down through the years to make the SIU the great Union it is today. Sincerely, Florence Ryan West New York, N.J. Red Cross Appreciated Helping Hand It is with great pleasure that I write this note of thanks to such a fine Union, the SIU,for all the help and assistance given during the two floods that hit the Texas Gulf area in July and September. A special thanks to those who put together the crews to do the much needed survey of the damaged area. I had the pleasure of working with four fine SIU membt -^s during the survey in the Alvin area oh Sept. 22.'lrhey worked hard, long hours to get the survey completed so the flood victims could receive assistance. Again, thanks to the SIU for a job well done. Sincerely and Fraternally, Dwight E. Patrick National Field Office American National Red Cross SIU Member Romancing Thru Law School I've started my second year at Northwestern School of Law here in Portland. The first year was a bitch! So much work was assigned that some people in my class literally had nervous breakdowns. College studies seem like a vacation in retrospect. I think law schools have an unwritten policy of assigning more work than can be completed. But I haven't figured out why. Spent most of this summer aboard the SS Del Oro, running down the West Coast to South America and back. What a romance run! Unfortunately there was no overtime to earn back all the money spent romancing. I wish I could say it felt good to be back in school. But sitting down and reading all the time doesn't feel as good as manual labor. There is actually more work the second and third years than in the first. But its not as bad because the psychological impact is over. My studies include Constitutional Law, an advanced course in Criminal Law, Evidence, and Ethics (a required course since Watergate). My most interesting course is Admiralty (maritime) Law. Admiralty is the oldest branch of law in our legal system. Some of the court decisions cite as far back as the Phoenicians and to the Middle Ages for precedent. I've finally figured out why injured sailors always have lawyers hovering around them. Seamen have so much protection in law 18 / LOG / December 1979 that we are almost wards of the court! In addition, two days a week I teach a course called Street Law in one of Portland's rougher hi^ schools, for credit, not pay. Many of my classmates are forced to hold down jobs part-time to make ends meet. I feel sorry for them. Their studies suffer and they always look tired. Thanks to the SIU $10,000 Scholarship, which is enough to almost completely cover the exorbitant cost of tuition, I am able to use my summer savings to eat on. So far I have been able to avoid the time-pinch that a job would represent. I may yet have to jump on one of Sea-Land's Alaiska ships of the line over Christmas vacation, but I'll face that prospect when it comes. Given the high cost of college tuition these days, especially in private schools, I for one would not have been able to go to law school without the benefit of the Union scholarship. Yet, when I applied for the $10,000 scholarship for 1978, only five other sailors had sent in applications! In 1975 (1976?) not a single sailor applied for the scholarship! The scholarship benefit is there, the terms are liberal, and it doesn't cost a dime to apply. I urge every SIU sailor that can spare time off from making a living to apply for the scholarships offered by our union. To all my shipmates I extend a greeting. And to all my union brothers, whether past or future shipmates, I say thank you. The welfare benefits paid by the companies based day-for-day and jobfor-job on your work have made this scholarship possible. Fraternally, John Merriman M-2273 Portland, Ore. First Class Service May I take this opportunity to express my sincere appreciation for the manner in which the Seafarers Welfare Plan handled the hospital and medical expenses of my wife's recent operation. The Welfare Plan's prompt attention to this matter indeed saved me much worry and anxiety. i We of the SIU membership can be justly proud of our Union and the people who help tnake it function so smoothly. Fraternally, George Rosholt, R-1130 Holly Hill, Fla. Came Thru in the Clutch I wish to express my thanks and appreciation for a fine union like the Seafarers International Union. Last Nov. 15 thru Dec. 15, 1978, I was confined to Gulf Coast Community Hospital due to a freak accident that occurred when I had my own car run over my left arm. My hospital bill was $8,000 and the Seafarers Welfare Plan paid the entire bill as well as 80 percent of my doctor bills. Without such wonderful coverage, I don't know what we would have done. My husband, Harvey Hood (Bk. H-406) and I would like to express our thanks and appreciation once again for everything the Union has done for us. Sincerely, Elizabeth Hood Waveland, Miss. Pensioner Offers Holiday Wishes I wish to send my best wishes for a Happy Holiday Season to our president, Paul Hall, and all the officials of the SIU, and of course, to all my fellow brother Seafarers on land or sea and in foreign ports around the world. My thoughts are all the time with them. Hoping that all my brothers enjoy themselves this Holiday Season, here's for a prosperous and happy 1980 as well. Fraternally, Paul Capo, Retired Metaire, La. �Name of the Game for the '80s Is—Energy T HERE is no one who is not affected by the energy crisis. Whether it's for heating and cooling our homes, cooking our food, driving our cars, or taking public transportation, energy plays an integral part in our daily lives. But for the Seafarer, the energy crunch has an even greater impact. Like everyone else, the Seafarer counts on different forms of energy to help him get through each day. But unlike many people, the Seafarer is also involved in the vital business of transporting energy. A large part of the SIUcontracted fleet consists of tank­ ers involved in the carriage of domestic and foreign oil. The Union also has under contract 13 ships that are carrying liquid natural gas (LNG). The results, then, of U.S. energy policy, affect the Seafarer both at home and at work. That's why the SIU has been pushing for a strong, sound energy policy that will make America more independent. For years the Union has fought to get a greater percentage of imported oil on U.S.-flag ships. Right now, American-flag vessels carry less than five percent of U.S. oil imports. It's true that America must strive to cut down on her oil imports. But, realistically, we must face the fact that for years to come, America will be importing oil. Therefore, if we have to rely on the instability of foreign imports, we at least do not have to compound the shaky situation by putting that oil on foreign-flag ships. There are a number of other measures that the U.S. govern- ment and the American people can start to implement right now to make us energy strong. At their recent conventions, the AFL-CIO and the Maritime Trades Department outlined some of these measures. The SIU supports these measures. First of all; Americans must learn to conserve energy and use it rationally. The MTD suggested LOG Official Publication of tfie Seoforers International Union of North Americo, Atlontic, Gulf, Lakes and Inland Woters District, AFL-CIO December, 1979 Vol. 41, No. 12 Executive Board Paul Hall President Frank Drozak Joe DiGiorgio Executive Vice President Secretary- Treasurer 389 James Gannon Cal Tanner Vice President Editor Edra Ziesk Ray Bourdiu.s , Assistant Editor Assistant Editor Marietta Homayonpour Don Rotan West Coast Associate Editor Assistant Editor Mike Gillen Assistant Editor Max Siegel Hail Assistant Editor Frank Cianciotti Writer! Photographer Dennis Lundy Marie Kosciusko Adniinistrative Assistant George Vana Production! Art Director Photography Published monthly by Seafarers International Union, Atlantic, Gulf. Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage paid at Brooklyn, N.Y. HSSN #0160-2047) such moves as gasoline rationing; controls on heating, lighting, and cooling; initiation of utility rates which promote savings, and the establishment of stricter fuel efficiency standards. Secondly, the U.S. must devel­ op alternate energy sources to oil. The MTD suggests that the government "make a strong commitment to advancing solar, gasohol and geothermal technol­ ogy." The Department also stated that greater use must be made of available energy sources, such as, coal, nuclear power, and LNG. Though much of the LNG would be imported, it would at least give us another alternative to the large imports of crude oil. Thirdly, in order to best utilize our domestic sources of energy, we must fully use and update the means of transporting that en­ ergy. As the MTD stated, "Both pipelines and ships play a vital role in the distribution of petro­ leum to all regions of the country and both the national oil pipeline network and domestic tanker fleet must be strengthened." Also, other sources of domes­ tic energy, such as coal, can be efficiently and inexpensively transported by ship and boat. Besides the measures outlined above, both the MTD and AFLCIO supported President Car­ ter's plans for an Energy Mobi­ lization Board, an Energy Secu­ rity Fund, and a windfall profits tax on oil companies. They also support the creation of a gov­ ernment agency to determine (1) how much oil should be im­ ported, (2) its price, and (3) its equitable allocation to all regions of the country. Most of these measures would have been unheard of ten years ago. Unfortunately, perhaps, we came to rely heavily on—what was then—cheap sources of foreign energy. Today the energy crisis presents a large challenge to all of us. How we meet it as Americans and as Seafarers will help determine the shape of our lives and our jobs for years to come. 979 / LOG / 19 �1980 Upgrading Course Schedule, Harry Lundeberg School of Seamanship, Piney Point, Md. Course Name Starting Dates January 7 February 4 March 31 April 28 May 26 June 23 July 21 August 18 September 15 November 10 QMED January 3 May 22 September 25 FOWT January 17 March 13 April 10 May 8 July 3 July 31 September 25 October 23 November 20 Marine Electrical Maintenance January 7 May 12 August 18 Marine Electronics February 18 June 23 September 29 Refrigeration Systems maintenance & Operations Pumproom Maintenance & Operation Diesel Engineer (Regular) Diesel Engineer (License) Course Name Here Is the tentative schedule of upgrad­ ing courses to be held at the Lundeberg School in 1980. As you can see, the School is offering a wide range of programs for all ratings, both for deep sea and inland members. SlU members are reminded that this schedule is tentative. In other words, courses may be changed or cancelled de­ pending on response from the member­ ship. So think about upgrading this year. And get your applications in early to assure yourself a seat in the class of your choice. Course Name February 18 June 23 September 29 March 31 August 4 November 10 January 7 March 31 May 12 July 7 September 15 October 27 Starting Dates Towboat Operator Scholarship Program January 7 April 7 July 7 September 29 Celestial Navigation March 17 August 4 1st Class Pilot October 6 Quartermaster March 3 .May 26 October 13 Able Seaman January 3 January 31 March 27 April 24 May 22 June 19 July 17 August 14 September 11 November 6 Steward Recertification Program January 7 March 10 May 12 July 14 September 8 October 13 March 3 July 7 October 27 Welding Conveyor Engine Room Automation Towboat Operator starting Dates Bosun Recertification Program February 11 April 7 August 11 A Seniority Upgrading Program January 7 February 4 March 10 April 7 May 5 June 9 July 7 August 11 September 8 October 6 November 10 December 8 January 3 January 17 January 31 February 14 February 28 March 13 March 27 April 10 April 24 May 8 May 22 June 5 June 19 July 3 July 17 July 31 August 14 August 28 September 11 September 25 October 9 October 23 November 6 November 20 December 4 December 18 These courses will be scheduled as needed to accomodate applicants. \<S' 'IK- December 1979 / LOG / 21 �SIU Atlantic, Gulf, Lakes & Inland Waters United Industrial Workers of North America PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENT Cal Tanner HEADQUARTFRS 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-9375 Dispatchers Report lor Deep Sea ALPENA, Mich ^ NOV. 1-29,1979 •TOTAL REGISTERED All Groups Class A Class B Class C 6 Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 9 31 7 9 22 97 41 46 21 36 21 74 6 2 556 3 30 8 5 7 6 6 18 10 7 8 11 0 17 1 1 138 2 16 0 0 10 4 0 12 5 5 7 13 2 11 0 0 87 2 98 13 , . ,, , 7 12 16 66 23 28 17 26 3 35 4 0 367 3 44 5 10 2 4 10 22 10 14 5 11 5 19 3 0 167 0 7 1 1 2 2 0 0 5 2 3 5 0 4 0 0 32 Port Totals All Departments 8 76 14 7 8 7 8 41 9 18 10 31 7 26 16 2 288 3 17 1 4 6 4 1 10 2 3 9 33 4 10 0 0 107 8 170 17 37 18 10 25 139 62 87 61 61 22 117 0 2 811 4 40 8 10 8 4 5 23 17 9 12 12 0 28 0 0 182 1 13 1 1 10 5 0 11 6 6 15 15 0 12 0 0 96 DULUTH, Minn. •. • _ 705 Medical Arts Building 55802 (218) RA 2-4110 FRANKFORT, Mich. HOUS l ON, Tex 2 85 11 18 9 1 18 47 17 20 7 28 12 49 4 0 328 3 52 7 6 6 3 8 33 8 9 6 9 16 27 12 0 205 0 4 1 1 0 2 0 1 1 1 5 2 4 5 0 0 27 3 157 13 28 18 16 23 105 37 52 16 31 6 65 0 0 570 3 71 4 14 2 4 12 34 17 17 9 8 0 21 0 1 217 0 13 2 1 3 1 0 5 9 5 3 9 2 8 0 0 61 1 55 1 8 7 5 38 17 19 11 14 5 34 0 0 235 0 19 3 2 3 0 3 6 3 5 0 4 6 4 3 0 61 0 5 0 0 1 0 0 3 0 2 8 10 1 3 0 0 33 , 3 32 0 7 4 9 20 0 0 151 7 149 17 22 24 9 8 65 39 30 13 23 23 45 62 0 536 0 73 4 9 16 5 2 16 9 6 45 21 7 26 0 0 239 1,309 902 391 3 30 8 22 2 2 56 5 8 8 5 14 36 23 25 3 15 12 39 0 0 251 5 72 9 6 10 2 6 25 16 11 2 6 11 32 41 0 254 0 0 4 2 4 1 2 5 0 4 19 3 3 2 0 0 55 1 65 5 10 11 7 27 54 21 34 15 22 8 50 0 1 331 0 23 1 6 4 0 3 5 5 6 3 3 3 6 0 1 69 0 10 0 0 4 0 0 3 0 4 9 12 1 0 0 46 11 211 31 41 29 17 11 62 55 32 33 39 21 81 0 0 674 4 173 11 22 29 6 3 33 27 22 110 58 13 70 0 0 581 1,142 784 3 ENTRY DEPARTMENT 0 1,057^ 0 0 3 36 7 20 7 4 10 39 11 25 5 11 8 21 0 0 207 747 189 1,919 P.O. Box D 415 Main St. 49635 (616) 352-4441 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. . .2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, Tex. . . .534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif 1311 Mission St. 94103 (415) 626-6793 SANTURCE, P. R. . 1313 Fernandez, Juncos, Stop 20 00909 (809) 725-6960 SEATTLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. . .4581 Gravols Ave. 63116 (314) 752-6500 TAMPA, Fla. 2610 W. Kennedy Blvd. 33609 (813) 870-1601 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. STEWARD DEPARTMENT Port Boston New York Philadelphia Baltimore. Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 7 105 5 23 14 12 21 60 29 36 9 43 18 90 6 0 478 ENGINE DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin St. 14202 (716) TL 3-9259 CHICAGO, ILL. .9383 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Port Boston New York Philadelphia Baltimore. Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals TOTAL SHIPPED All Groups Class A Class B Class C 800 N. 2 Ave. 49707 (517) EL 4-3616 408 Avalon Blvd. 90744 YOKOHAMA, Japan . Yokohama Port P.O. (213) 549-4000 P.O. Box 429 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 West Coast Stewards Halls •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. (808) 537-5714 1 Shipping in the month of iNovemher was good to excellent in all A&G deep sea ports, as it has been for the last several years. Over 2,000 jobs were shipped last month to SlU-contracted deep sea vessels. Of these, only 1,057, or slightly more than half, were taken by '^A" seniority members. The rest were filled by "B*" and **€** seniority people. Shipping is expected to remain good to excellent for the foreseeable future. 22 / LOG / December 1979 (503) 227-7993 VMI.MINGTON, Ca. .. 408 Avalon Blvd. 90744 ' (213) 549-4000 SAN FRANCISCO, Ca. 350 Fremont Si. 94105 ::(415) 543-5855 iJ.I �AB George Breuer is a member of the first SlU crew to tpoard the El Paso Sonatrach in Savannah, Ga., last month. Like her five El Paso sister ships, the Sonatrach measures 948 feet long, has a beam of 135 feet, a draft of 36 feet and weighs in at 58,800 gross tons when fully loaded. Jim Dernbach,sailingQMED,is an LNG veteran, like most of the Seafarers crewing the Sonatrach. SlU Crews Prove Best: 3 More LNGs the Reward El Paso's Move Proves Top Notch Quality of Seafarers on High Technology Ships of Today and Tomorrow Continued from Page 3 homework. They've taken the LNG courses at Piney Point. And they've come out the most highly trained, capable crewmen in the world. The payoff is obvious. With the crewing of the Sonatrach, the Consoli­ dated and the Paul Kayser, SIU members will be aboard six out of six El Paso LNG ships. Seafarers will also man three more LNG car­ riers currently under con­ struction for the company. And we're crewing all eight vessels in Energy Transport Co.'s LNG fleet. By 1981, SIU members will be crewing 17 ships, the largest LNG fleet in the world. But that's just the begin­ ning. LNG is still a largely untapped energy alternative for the U.S. In the years ahead, LNG will be playing an increasingly important role in filling the nation's fuel needs. And the SIU will continue playing a key role in LNG transportation. Ready for his first trip on an LNG vessel is Jim Fletcher, shipping ordinary on the El Paso Sonatrach. Cook & Baker Albert Campbell Is ready for 'em in the galley of the El Paso Sonatrach. The Sonatrach's complicated engine room control board is a familiar sight to wiper Nick Farinaccio. Brother Farinaccio has also sailed on the El Paso Southern and the LNG Aquarius. LNG veterans all are (l-r) Harry Huston, chief steward: R. Wood, quartermaster, and Dominick Orsini, Qf\/IFD. Nick Marrone, Piney Point port agent, looks on. Like all SIU members who ship on LNG vessels, AB Dave Drinan came through the LNG course at HLS. Drinan, relaxing in the Sonatrach crew's lounge, got first-hand LNG experience by shipping on the LNG carrier Aries. December 1979 / LOG / 23 �The Lakes Picture Aigoiiae Winter is well on her way in all Great Lakes ports with Erie, Pa., and Buffalo, N.Y. reporting record, 30-inch-plus, snowfalls by the first week in Dec. With the frost comes the end of the shipping season on the Great Lakes and the 73-year-old J.B. Ford (Huron Cement) was tlie first SIUcontracted laker to lay up. The cement carrier arrived at her winter berth in Sturgeon Bay, Wise., on Dec. 1. Following on the 7.5. Forr/5 heels will be the entire Erie Sand Steamship Co. fleet. About three-quarters of the SI U-contracted American Steamship Co. fleet is also scheduled for layup by mid-month. Eight of the company's ore carriers are tentatively set for winter runs, hauling coal from Duluth to power plants on the lower Lakes. The SlU-contracted fleet of Kinsman Line grain carriers are all on their final runs of the 1979 season. They will all lay up by mid-December, when the winter weather on Lake Superior will force these old-timers to call it a day. The Kinsman fleet usually lays-up by Thanksgiving but they're running later this year to help move a backlog of grain out of the port of Duluth. Negotiations for improved fringe benefits and a vacation plan on behalf of SIU members who crew Bob Lo Co's two passenger ferries have been wrapped up. The SlU-contracted John J. American Steamship) went into a shipyard at Ashtabula, Ohio for repair work on her port bow. The Boland hit the breakwater at Ashtabula in Oct., when she was bound for Green Bay, Wise, with a load of coal. There were no injuries reported but the bulk carrier was too badly damaged to continue the run and her cargo had to be off-loaded. When repairs were completed the Boland vQ-\osided and resumed her run. Frankfort Long-awaited renovation and repair work on the carferry Arthur K. Atkinson has finally gotten underway. The car ferry, operated by Michigan Interstate Railway Co., shou'cl be ship-shape in another 16 weeks. Right now, her eiigine is bein^ removed. It will be sent to a shipyard in Pennsylvania for rebuilding. After the engine is re-installed, the AKA will be sent to the shipyard for further repair work. The City of Milwaukee is now in the shipyard for her annual inspection. She's expected to be back in service by mid-month. When the City of Milwaukee is running again the carferry Viking will go into the shipyard for repairs on her bow-thruster. The newly redecorated Frankfort Union hall is meeting with enthusiastic approval from SIU members. Great Lakes Seafarers say the Frankfort hall is now a lot more comfortable and homey. Fhifago Chicago port officials finally reached agreement with two companies which will jointly operate the new Iroquois Landing Lakefront Terminus, a container-handling facility. The terminal is partially completed. Construction of a new warehouse facility is expected by June, 1980. for key pieces of Congressional legislation. At the MTD's convention, held in Washington, D.C., Nov. 12 and 13, delegates passed a series of resolutions which chart the MTD's course for the future. Among the many maritime and labor-related resolutions were three which impact directly on Great Lakes seamen. Following is a brief summary of those three resolutions: • The MTD called for construction of bigger icebreakers so that the navigation season on the Great Lakes and the St. Lawrence Seaway could be extended. • The Department urged the Coast Guard to beef up shipboard safety on Great Lakes vessels by rescinding their 1969, 1971 and 1973 load-line amendments for bulkers and requiring watertight bulkheads on all new vessels. • The MTD opposed any additional toll increases on the St. Lawrence Seaway. Duiuth-Superior The U.S. Corps of Engineers will be taking a new look at a harbordeepening project for the upper harbor in Duluth-Superior. The project was originally planned two years ago but the Corps shelved it when state and local agencies in M innesota and Wisconsin began battling over where the dredged material would be dumped. That issue has now been resolved and the project is expected to get underway shortly. Winter Navigation There will be no official winter navigation on the Great Lakes this year. Congress never acted on re-funding the experimental winter navigation program on the Lakes and the St. Lawrence Seaway and the project died by default. Observers say it's too costly and risky to undertake winter shipping without federal money and protection. Some Great Lakes vessel operators had planned to run their ships late in any case but they've found they have to contend with problems other than the weather this year. There's less of a demand for ore shipments from Lakes vessel operators' regular customers than in years past. Ore users have stockpiled against the winter and don't need much more ore. In addition, automobile production in the area is way off, down by as much as 25 percent, according to some estimates. Several auto manufacturing plants have closed and more shut downs could follow. That means Lakes ore carriers can't get the cargoes necessary to justify late winter runs. GRm LAKBS SeRfARBRS! Advance Your Career Now Learn to be a CmMAN or CONVCyORMAN Sign up today for the Conveyor Deportment Course at HLS. This special course is just for Great Lakes Seafarers. It covers.- Welding ^ Belt Repair ^ Load Procedures ^ Electrical Troubleshooting ^ Conveyor Drives ^ Health and Environmental Protection Equipment Contact the Harry Lundeberg School or use the Conveyor Depart­ application in ment jobs are the Log. available NOW. You can look forward to a good career and great job security. Resolutions The Maritime Trades Dept. of the AFL-CIO is made up of 42 national and international unions with a combined membership of close to eight million workers. Led by SIU President Paul Hall, the MTD works towards improving the picture for the U.S. maritime industry by pushing 24 / LOG / December 1979 The Conveyor Department Course is your opportunity to get ahead. It starts February 11, and it's four weeks long. �Great Lakes New Orleans The sternwheelers Delta Queen and the Mississippi Queen are going into winter layup for repairs and facelifting here in this port. The Delta Queen will be laid up on Jan. 25 for eight weeks and the Mississippi Queen will be laid up on Feb. 1 for four weeks. The Mississippi Queen's calliope's big sound was featured recently in an article headlined "Big Noise on the Mississippi" in Ford Times Magazine. Calliopes were first used on the Hudson River and came to the Upper Mississippi on the stemwheeler Excelsior. A 180 foot by 40 foot supply boat, the San Mateo, is being built for GATX. Next spring work on the new span, the Arrowhead Bridge, will be started to link the ports of Duluth, Minn, and Superior, Wise. This port's Great Lakes Dredge and Dock Co. got a $2-million contract from the U.S. Corps of Engineers for maintenance dredging of the 15foot, 125-foot wide Freshwater Bayou in Vermilion Parish, La. The 20-mile dredging will be from the bayou lock to the Gulf Intracoastal Waterway near the Vermilion River. Port Agent John Fay spent the middle part of this month in London, England attending meetings of the International Maritime Consultative Organization (IMCO). Canal Barge is having built new Towboat Hull No. 138, 140 feet by 34 feet and II feet with delivery expected in April 1980. lOT Mariner's fleet will have the coastwise 135 foot by 38 foot tug Freedom delivered shortly and the tug, Hull No. 346, delivered next year from the Main Iron Works, Houma, La. Houston St. Louis G & H Towing crewed its new tug Deniaon Dec. 8 and she is now doing shipdocking operations in this port and in the port of Galveston. Contract negotiations at Ozark Marine and Orgulf are expected to begin soon. Moran Towing of Texas is having two 'tankbarges built in the Todd Shipyards here. The first, a 130,000 barrel 400 foot by 78 feet by 32 feet (Hull 626) will be delivered in April 1980. The second, of like dimensions and carrying capacity (Hull 627) will be delivered in September 1980. Port Sutton, Tampa V A $4-million dredging contract has been let to the Great Lakes Dredge arid Dock Co. here by the Army Corps of Erigineers to dredge the Cuyahoga arid Old Rivers in Cleveland Harbor. Restoration of channel depths began in the Cuyahoga River and will continue through the fall. The job will be completed in the spring. In August 1980, the abuilding split hull dredge, the Dodge Island (Great Lakes Dredge and Dock) will be delivered from the Southern Shipbuilding Corp., Slidell, La. The dredge will be 281 feet by 52 feet by 21 feet. The tug Vigilant (Dixie Carriers), according to cook Duncan "Pat" V. Patterson, had a great Thanksgiving dinner on their run. Beside Tom Turkey, they devoured stuffing, sweet and mashed potatoes, beans, blackeyed peas, cranberry sauce, mincemeat and pumpkin pies, Waldorf salad, cranapple juice, cider and "just about everything else." The cook says "one of our able-bodied deckhands" traveled up to "the cold country" British Columbia, Canada to visit his dad for Christmas. Another went with his girlfriend to Montana to hunt and fish. Another brought back several antelope and deer from Colorado. Carter Sends Xmas Greetings To America's Merchant Seamen TO THE MEN AND WOMEN OF THE UNITED STATES MERCHANT MARINE A S the Christmas spirit of fellowship and goodwill embraces our land, it is fitting that we who are at home remember those American seafarers who will be at sea during this festive holiday. Seafaring demands long separations from loved ones and friends—separations which are especially painful during Yuletide celebrations. Yet, the continuous flow of our Nation's waterborne commerce must be maintained at all times. Your dedicated service, which contributes so much to our economic vitality, is appreciated by all Americans. Rosalynn and I extend to each of you and your families our warmest greetings and best wishes for good health and happiness in the New Year. President Jimmy Carter Philadelphia * Renovation of the Union Hall here will be finished in the next few weeks, according to Port Agent Don Anderson. Early last month, the new 5,600hp towboat National Energy Marine) was launched at the Dravo Shipyard, Neville Is., Pa. She's 142 feet by 42 feet and she'll be manned by a crew of 11 for diesel sailing on the Lower Mississippi after trials and outfitting. Also last month. National Marine got the new towboat National Know-How from the Albert Ortis Boat Builders, Krotz Springs, La. She measures 65 by 26 feet and has l,200hp diesels. National Marine also has on order 22 tank barges from Nashville Bridge Co., Hillman Barge & Construction Co. and Jeffboat. Four will be 191Vi feet by 54 feet and the rest 195 by 35 feet. For the company, a new 3,200-ton capacity drydock, its fifth and biggest, was towed up the Mississippi by the towboat National Gateway to its vessel and engine repair facility at Hartford, 111. The drydock is 200 by 70 feet with 58 feet between the wingwalls. Delta Shipyard, Houma, La. built it. Monthly Membership Meetings Port ' Date Deep Sea Lakes, Inland Waters I'lW New York Jan. 7 2:30p.m 7:00 p.m. Philadeiphia Baltimore Norfolk Jacksonville Algonac Houston NewOrleans Mobile San Francisco Wilmington Seattle Piney Point SanJuan Columbus Chicago Port Arthur Buffalo St. Louis Cleveland Jan. 8 Jan. 9 Jan. 10 Jan. 10 Jan. II Jan. 14 Jan. 15 Jan. 16 Jan. 17 Jan. 21 Jan. 18 Jan. 12 Jan. 10 Jan. 19 Jan. 15 Jan. 15 Jan. 16 Jan. 18 Jan. 17 2:30p.m 2:30p.m 9:30a.m 2:00p.m 2:30p.m 2:30p.m 2:30p.m 2:30p.m 2:30p.m 2:30p.m 2:30p.m 10:30a.m 2:30p.m 7:00p.m. 7:00p.m. 7:00 p.m. 7:(X)p.m. 7:00p.m. , 1:00p.m. 2:30p.m 2:30p.m December 1979 / LOG / 25 �Tug Ocean Service Visits Big Apple Legal Aid In the event that any SIU members have leyal problems in the various ports, a list of attorneys whom they can consult is beitift published. The mem­ ber need not choose the recommended attorneys and this list is intended only for informational purposes: NEW YORK, N.Y. Schulman & Abarbanel 350 Fifth Avenue New York, N.Y. 10001 Tele. #(212) 279-9200 BALTIMORE, MD. Kaplan, Heyman, Greenberg, Engelman & Belgrad Sun Life Building Charles & Redwood Streets Baltimore, Maryland 21201 Tele. #(301) 539-6967 HOUSTON, TEX. Archer & Peterson Americana Building 811 Dallas Street Houston, Texas 77002 Tele. #(713) 659-4455 TAMPA, FLA. Hamilton & Douglas, P.A. 2620 W. Kennedy Blvd. Tampa, Florida 33609 Tele. #(813) 879-9482 SAN FRANCISCO, CALIF. John Paul Jennings, Henning and Wash 100 Bush Street, Suite 1403 San Francisco, California 94104 Tele. #(415) 981-4400 Here's the crew of the Tug Ocean Service (lOT) recently on a work visit to the port of New York at Pt.Tremley, Linden, N.J. They are (I. to r.) Mate Charley Pugh, OS Bob fvlazzella, AB Robert Burns, Cook Ralph Wilson, Capt. Jeff Eldredge and AB Darcy Etheridge. Dispatchers Report for Inland Waters NOV. 1-29,1979 •TOTAL REGISTERED All Groups Class A Class 8 Class C ST. LOUIS, MO. Gruenberg & Sounders 721 Olive Street St. Louis, Missouri 63101 Tele. #(314) 231-7440 NEW ORLEANS, LA. Barker, Boudreaux, Lamy, Gardner & Foley 1400 Richards Building 837 Gravier Street New Orleans, Louisiana 70112 Tele. #(504) 586-9395 LOS ANGELES, CALIF. Fogel, Julber, Reinhardt & Rothschild 5900 Wilshire Boulevard Los Angeles, California 90036 Tele. #(213) 937-6250 MOBILE, ALA. Simon & Wood 1010 Van Antwerp Building Mobile, Alabama 36602 Tele. #(205) 433-4904 DETROIT, MICH. Victor G. Hanson 19268 Grand River Avenue Detroit, Michigan 48822 Tele. #(313) 532-1220 BOSTON, MASS. Joseph M. Orlando 95 Commercial Wharf Boston, Massachusetts 02110 Tele. #(617) 523-1000 SEATTLE, WASH. Vance, Davies, Roberts, Reid & Anderson 100 West Harrison Plaza Seattle, Washington 98119 Tele. #(206) 285-3610 CHICAGO, ILL. Katz & Friedman 7 South Dearborn Street Chicago, Illinois 60603 Tele. #(312) 263-6330 26 / LOG / December 1979 Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals 0 0 0 7 0 1 8 10 0 0 0 0 0 1 11 0 7 0 22 67 0 0 0 7 0 2 1 7 0 0 3 0 0 3 4 0 0 23 7 57 0 0 0 2 0 1 1 12 0 0 9 0 0 2 18 0 25 0 38 108 0 0 0 0 0 1 0 1 0 0 0 0 0 2 0 0 0 0 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals Totals All Departments 0 0 0 0 0 0 12 0 0 0 0 0 0 0 12 0 2 0 1 27 0 0 0 0 0 1 0 0 0 0 0 0 0 1 4 0 0 23 6 35 0 0 0 0 0 1 1 1 0 0 0 0 ^0 1 10 0 1 0 0 15 0 0 0 10 0 3 7 12 2 0 6 0 0 5 10 0 21 0 25 101 0 0 0 17 0 4 1 8 2 0 8 0 0 13 4 0 13 1 27 98 0 0 0 3 0 4 0 17 1 0 16 0 2 11 24 0 38 0 167 283 0 0 0 0 0 1 0 1 0 0 0 0 0 4 0 0 0 0 0 6 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 0 1 0 0 0 0 0 1 0 0 2 0 0 1 0 0 0 0 1 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 0 0 0 1 0 1 0 0 1 0 0 0 0 0 2 0 2 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 2 5 0 0 0 0 0 1 0 2 1 0 1 0 0 0 0 0 1 0 16 22 16 114 104 311 ENGINE DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals ••REGISTERED ON 8EACH All Groups aassA Class 8 Class C DECK DEPARTMENT Port Philip Weltin, Esq. Weltin & Van Dam No. 1 Ecker Bld^ San Francisco, Calif. 94105 Tele.#(415) 777-4500 TOTAL SHIPPED All Groups Class A Class 8 Class C 0 0 0 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 0 0 . 0 0 / 0 0 1 0 0 0 1 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 STEWARD DEPARTMENT 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 1 3 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 0 2 0 0 0 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 7 9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 0 0 4 74 60 118 34 0 0 0 ' 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 38 •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. �VERYTHING E is pretty IVs Quiet Now, But What an August for Delta Queen much back to normal on the [SlU-contracted paddlewheel [steamboat Delta Queen. But those who worked the boat last summer will always remember one week in August that was far from normal. It was the week President Carter came on board, along with his wife Rosalynn, his daughter Amy, plus dozens of aides. Secret Service men, and 50 members of the press. The LOG caught up with the Delta Queen in Louisville, Ky. last month. We caught the first heaving line when she came in, and cast off the last hauser when she departed southbound down the Ohio River. In between, we talked with one member of the crew who was on board "the week the President came to call." Purser Greg Abbott, 21, of Falmouth, Mass. has worked on English Channel car ferries, on The 53-year-old Delta Queen, as she looked coming into Louisville last month. the New York "Dayliner," and on the Block Island Ferry. But he visit. Abbott, explainingjust how pro and con. In the little towns it where the engines were built), readily admits they can't com­ tight the room situation was that was different; you didn't see any was quick to point out, however, pare to his experience on the week, said that "we even had signs. The people, no matter how that the President wasn't the only Delta Queen last summer. As a three Coast Guard commanders they might've felt politically, one the crowds turned out to see. "The people love this old purser, he had to work doubly sleeping on cots in the gift shop." were just glad to see the President boat," he said, "and I think it was The President's daughter. for the novelty of it." hard during that week in August. Greg Abbott, a devoted fan of important that the President rode "It was crazy," confided Ab­ Amy, being no more—or less— bott. "For one thing, we had to mischievous than most other the vintage paddlewheeler (he's on the Delta Queen. The boat has make arrangements for 50 new youngsters, also contributed to even been to the town in Scotland a real following too." press people each day." Finding altering the "normal" atmo­ room for everybody—the sphere on the Delta Queen: "She ^purser's job—was just one of liked to hang around the purser's many new challenges put on the office," said Abbott with a grin. entire crew by the President's "We have a bell in there that she rang all the time." Well, what can you do when it's the President's daughter! "And she ran that poor Secret Service guy ragged," chuckled Abbott. "She hid from him once in the ladies room, and another time in the life preserver box on the bow. All in all, she was just having some fun, like little girls will—it was fun for all of us." The atmosphere changed in other ways too. Explained Ab­ bott: "In the lounges you'd hear Delta Queen deckhand Jim Lewis throws the first heaving line (it was caught by nothing but the patter of type­ the Log photographer). writers going. That lasted all week long, until the press cleared out." With the President on board the Delta Queen, there was another drastic change from the norm. The crowds assembled along the shore were bigger than any the crewmembers had seen before. And they were gathered at all hours of the day and night at towns all the way from St. Paul to St. Louis. Abbott noted, however, a difference between the crowds assembled in the big cities and the small towns. "The only place you Purser Gregg Abbott was on the Delta saw any political signs were in the Queen the week the President was Deckhand Karl Preston hauls a Delta Queen hawser to the pin. bigger cities... and you saw both aboard. December 1979 / LOG / 27 �HOWARD BOYD (El Paso Marine), October 28—Chairman, Recertified Bosun D. La France; Secretary R. Boyd; Educational Director O. Ses­ sions; Deck Delegate D. Bradley; Engine Delegate Emmet Neathery; Steward Delegate Vincent Chervez. No disputed OT. Chairman noted that all crewmembers must be properly relieved of duty before leaving the ship. The master thanks the crew for doing a good job and making this a good voyage. The crew would like to thank Head­ quarters for the fast replies we have been receiving on problems on the LNG ships. It is a great help. A vote of thanks to the steward department for a job well • done. SEATTLE (Sea-Land Services), October 18—Chairman P. M. Clarke; Secretary R. Clarke; Educational Director J. Owens; Deck Delegate T. Faulkner; Engine Delegate S. Orr; Steward Delegate L. Rinaldi. No disputed OT. Chairman reported that this has been a good trip. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. Next port Elizabeth, N.J. LNG TAURUS (Energy Transport), October 21—Chairman, Rt?certified Bosun T. Brooks; Secretaiy F. Costango; Educational Director G. Bernous; Deck Delegate Clarence Burgo; Engine Delegate Mark Freeman; Stew­ ard Delegate Pat Geary. No disputed OT. Secretary reported that Frank Boyne, Yokohama Port Agent, was pleased with the crew and enjoyed the meeting with all members when he visited the vessel in Nagoya last trip. Softball team is going to practice before next scheduled game with the Bontang All Stars. The recreational tournaments are progressing well. A vote of thanks to the steward department for a job well done. Next port Bontang, Indo­ nesia. NEWARK (Sea-Land Service), Oc­ tober 7—Chairman, Recertifled Bosun C. E. Owens; Secretary C. M. Modellas; Educational Director R. G. Nickalaskey; Engine Delegate Arthur G. Ander­ sen; Steward Delegate James A. Wiight. No disputed OT. Chairman urgec' all members to act now in participating in the upgrading course that is held in Piney Point in order to have their job security. Discussed the advantage for those members who upgrade themselves and the disadvantages for those who do not. Also reminded the crew to always read the Log so they will know all the changes and news that is going on in our Union. Discussed the importance of donating to SPAD. Advised members to report immediately all hazardous conditions while working aboard the ship. Observed one minute of silence in memory of our departed brothers. Next port Seattle, Wash. 28 / LOG / December 1979 SEA-LAND MARKET (Sea-Land Service), October 21—Chairman, Re­ certified Bosun William R. Kleimola; Secretary T. R. Goodman; Educational Director T. Wiatrowski; Deck Delegate Bernard Saberon; Engine Delegate E. Liwag; Steward Delegate Thomas Maley. No disputed OT. Chairman complimented Saloon Mess, Diana Morges and noted that she was a nice addition to the Sea-Land Market crew and the SlU. Also discussed the importance of donating to SPAD. The steward thanked his department for their fine cooperation. DELTA SUD (Delta Steamship), October 9—Chairman, Recertified Bosun Ramon Ferrera; Secretary E. Vieira; Educational Director J. C. Dial; Engine Delegate E, Welch. No disputed OT. Chairman noted that there were Logs brought on board by the patrolman while in New Orleans. Requested members to bring them back to the lounge after reading so that others can get a chance to look at them. Up until now everything has been going well with no real beefs or accidents. Let's hope it continues throughout the trip. Suggested that those members who plan on going to upgrading school should get their applications in as soon as possible. A vote of thanks to the steward department. MARYLAND (Interocean Mgt.), October 7—Chairman, Recertified Bosun B. Mijgnano; Secretary R. F. Frazier; Educational Director G. Dickens; Engine Delegate B. L. Harris; Deck Delegate Larry Thompson. $28.84 in ship's fund. No disputed OT. Chairman discussed the importance of donating to SPAD. Secretary suggested that all who are eligible should register for upgrading at Piney Point for better jobs and security. Engine Delegate B. L. Harris asked if it would not be possible for all departments, especially the engine and steward departments, to know how to operate the monitors and other firefighting equipment on board. Observed one minute of silence in memory of our departed brothers. Next port in Panama. SEA-LAND GALLOWAY (SeaLand Service), October 14—Chairman, Recertified Bosun C. Engelund; Secre­ tary J. Keno; Educational Director B. Harris; Deck Delegate C. Nealis; Steward Delegate Richard Williams. Some disputed OT in deck and engine departments. Chairman reported that at the last safety meeting the Captain mentioned that you must wear your shoes at all times. No one is to wear clogs or sneakers and anyone caught without their shoes on except in their own room will be logged. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. TAMARA GUILDEN (Transport Commercial), October 28—Chairman William Eckles; Secretary N. Hatgimisios; Educational Director Frank Rizzo; Deck Delegate James McLinden; Engine Delegate Victoria D'lndia; Steward Delegate Patrick Devine. No disputed OT. Chairman advised that all men who qualified should go to Piney Point to upgrade themselves. There was a minute of silence in memory of John Hoggie who passed away at home and for Edward Wagner. Both men will be missed in the SlU. Discussed the importance of donating to SPAD. A vote of thanks to the steward depart­ ment for a job well done. SEA-LAND RESOURCE (SeaLand Service), October 7—Chairman, Recertified Bosun Peter Drewes; Secre­ tary J. Gibbons; Educational Director William Thomas; Engine Delegate John Duda; Steward Delegate Joseph Rob­ erts; Deck Delegate Peter Lypen. Chairman discussed the importance of donating to SPAD. Also requested that more members should attend the safety meeting as they are most important. Thanked the crew for their cooperation in running a good ship. A vote of thanks to the steward department for a job well done. Next port New York. OVERSEAS NATALIE (Maritime Overseas), October 21—Chairman, Recertified Bosun F. H. Johnson; Secretary C. A. Guerra; Educational Director Talmadge L. Moss; Deck Delegate Lawrence Duette; Engine Delegate Elkin Kent; Steward Delegate Prince Baker. $232 in ship's fund. No disputed OT. Educational Director urged all those who qualify to go to Piney Point to upgrade themselves. A vote of thanks to the steward depart­ ment for a job well done. Observed one minute of silence in memory of our departed brothers and sisters. Next stop in Panama. . PANAMA (Sea-Land Service), Oc­ tober 7—Chairman, Recertified Bosun M. Kerngood; Secretary N. Evans; Deck Delegate David J. Kiernan; Engine Delegate E. Cuenca; Steward Delegate M. F. Bluitt. No disputed OT. Chairman held a safety meeting and the crew was told not to dog down the watertight doors leading to the main deck as this is a fire hazard. It was noted that the problem with the air condition­ ing would be taken care of in Rotter­ dam. Requested all men getting off the ship to clean their room for new men coming on. A vote of thanks to the steward department for a job well done. Next port Naples, Italy. OVERSEAS VIVIAN (Maritime Overseas), October 21—Chairman J. L. Bass; Secretary H. W. Roberts; Educa­ tional Director C. Coelio; Deck Dele­ gate J. Westphal; Engine Delegate Dean Dobbins; Steward Delegate Walter Cutter. No disputed OT. Educa­ tional Director reported that Piney Point is still the best thing for anyone who wants to better themselves. You can upgrade yourselves and become better educated about the new systems of today. Everyone who qualifies should take advantage of this opportunity. A note of thanks to the steward depart­ ment for a job well done. POINT MARGO (Point Shippirtg), October 7—Chairman, Recertified Bosun H. Rains; Secretary B. Fletcher; Educational Director C. Allen; Steward Delegate E. J. Mathews. $11.50 in ship's fund. No disputed OT. Chairman urged all entry rating such as wiper, messman, O.S. to go to Piney Point after six months to upgrade to A.B., FOWT and Cooks. More seamen are needed aboard these ships with key rating. Also discussed the importance of safety and to try to practice harmony and coopera­ tion with our fellow shipmates. Official ship's minutes were also received from the following vessels SANTA MARIANA COUNCIL GROVE WESTWARD VENTURE MONTICELLO VICTORY OVERSEAS ANCHORAGE PISCES THOMPSON PASS MERRIMAC COVE RANGER GREAT LAND SEA-LAND COMMERCE DELTA PANAMA ULTRAMAR DELTA MAR OVERSEAS HARRIETTE DEL RIO SAN PEDRO OVERSEAS ARCTIC DELTA NORTE THOMAS LYNCH JOHN B. WATERMAN JOHN TYLER MARYLAND OVERSEAS ALEUTIAN POTOMAC COVE NAVIGATOR ZAPATA COURIER OGDEN CHALLENGER OVERSEAS ALASKA GOLDEN MONARCH JEFF DAVIS MAYAGUEZ BRADFORD ISLAND SEA-LAND VENTURE OGDEN CHARGER DELTA NORTE SEA-LAND MC LEAN OVERSEAS VALDEZ BROOKLYN DELTA CARIBE COVE LEADER ARIES DELTA MEXICO TAMPA AGUADILLA SANTA MERCEDES SEA-LAND CONSUMER SAM HOUSTON GOLDEN ENDEAVOR TRANSCOLORADO PORTLAND SEA-LAND EXCHANGE BANNER OVERSEAS WASHINGTON OGDEN CHAMPION SEA-LAND TRADE OVERSEAS JOYCE PHILADELPHIA MANHATTAN HOUSTON DELTA BRAZIL OGDEN LEADER DELTA COLUMBIA BAYAMON DELTA BOLIVIA SEA-LAND ECONOMY SEA-LAND FINANCE CAGUAS OGDEN TRAVELER �^-4 Michael Rosenthal steers the towboat Susan Collins in the waterways around HLS. All of the students handle the workboats for practical training. Rene Mayer plots a course during his classroom sessions of the scholarship program. More Qualified Boatmen Compiete Scholarship Program The Transportation Institute Towboat Operator Scholarship Program is con­ tinuing to be a success for SlU Boatmen. In December, fourteen more Boatmen completed the 12-week course and will be testing for their Towboat Operator Licenses soon. To date, over 120 peo­ ple have participated in this program. The Boatmen who have taken the scholarship program have been en­ thusiastic. They receive the instruction they need to take the licensing exam and the practical know-how to back up that license. The Transportation Institute Towboat Operator Scholarship program is on­ ly offered at the Harry Lundeberg School. There is no other program iike it to be found. While enrolled in the program, students get their room, board, books, and tuition free. All of the students in the scholarship program also get a weekly stipend of 125 dollars. The course Is divided into classroom instruction and on-the-job training. The classsroom work prepares the students for the licensing examination. They learn aids to navigation, chart plotting, and navigation problems. The time the students spend in on-the-job training is Coast Guard approved as wheelhouse time. In these sessions, the students actually handle the towboat Susan Collins and the tugboat CL-2 in the waterways around the Piney Point area. They make up tows with the school's barges and In the process help HLS trainees learn basic skills. Thus, they gain practice in managing a crew while at the wheel of the HLS vessels. The Transportation Institute, the SlU, and the Harry Lundeberg School ex­ tend congratulations to the following Boatmen who completed the 12-week Towboat Operator Scholarship Program: Arthur Butterworth, Joe Bausch, Under the direction of Captain irvin Gros, Charles Marett, Larry Levinson, Carl Moor, Craig Doty, Rene Mayer, Norman Mark Naumann approaches the HLS dock Finger, Glenn Zientak, Curtis Hintze, Michael Rosenthal, Henry Fromal, Thomas with one of the school's workboats during on-the-job training. Casey, and Mark Naumann. It's your Industry And it needs you Move to the top. Apply now for a Transporta­ tion Institute Towboat Operator Scholarship. It's the best deal in the country for Boatmen who want to get ahead: special curriculum offered only at the Harry Lundeberg School -k room, board, and books free • tuition free k weekly stipend of $125 time spent in on-the-job training is Coast Guard approved as the equivalent of wheelhouse time Classroom instruction gives the students the theoretical knowledge they need. Here, Chuck Dwyer helps Carl Moor with aids to navigation. day-for-day work time credit for HLS entry graduates See your SIU Representative to apply December 1979 / LOG / 29 m m �4 SIU Bosun George Birch gets the heavy lift ready to unload giant piping into the waiting supply boat. On board the Delta Mexico (Delta Line) in Soyo, Angola, Seafarers in the deck department prepare jumbo boom for heavy lift operation. Off Delta Mexico Ifs Seafarin' and Longshore Work O N the ocean, the Seafarers of the SS Delta Mexico (Delta Line) are expected to be good at their jobs. And they are. But they've also proven their worth in a long and tough job while the ship was docked. Chief Steward Paul L. Hunt wrote to the Log about a recent voyage to .Soyo, Angola to deliver drilling machinery and pipe for an oil company. "The thing that made this an unusual voyage," wrote Hunt, "is that the crew had to do all of the long­ shore work under the most difficult conditions." Hunt described how the Delta Mexico anchored offshore in the mouth of the Congo River. The current, he said, runs at seven knots and the ship was rolling with the swells. A work boat was secured to the side of the ship. Local workers hooked up in the holds while the deck department handled the topside unloading. This work was carried on around the clock for five days. As The piping, which was approximately 85 feet long. Is loaded onto the supply boat. Hunt said, it "left some pretty tired men." He noted that this was the first time any of the ABs had ever unloaded heavy equipment and other types of cargo. "But under the able direction of our bosun George Birch," Hunt wrote, "it did not take the men long to get the hang of it. They operated like veteran long­ shoremen before they finished the first shift." He noted that some of the young ABs had just completed the able seaman course at the Lundeberg School. Hunt also praised the work done by the Seafarers in his steward department. Besides feeding the regular meals to the crew, they had to prepare three meals a day for the oil company, personnel as well as night meals for the crew and the oil workers. All around, it was a job well done. And as Brother Hunt put it, "This is positive proof that the SIU still turns out the best seamen in the world." Some of the members of the steward department stop working tor a minute to have their photo taken. From left are: Floyd Peavy, chief cook; Hubert O'Brien baker, and Ambroslo Fachlnl, third cook. A MESSAGE FROM YOUR UNION / CM mvoic /ri ~\ NARCOTia ARE FOR LOWERS a IF CAU6Hr you I.OSE yOUHMPEFS FOP upe/ o THINK ABOUT/T/ 30 / LOG / December 1979 �A Seafaring Santa BYJOESCUTERI Twas The Night Before Christmas On The Converted T-2 The Crew Was All Sleeping There Was Nothing To Do * St. Nick Was A Strange One Not Like Pictures I'd Seen With Tattoos And An Earring Now What Could This Mean * Our Stockings Were Hung Round The Boiler With Care Not For No Special Reason Cept They Dry Better There * I'm The Seafaring Santa! He Said With A Grin Then Tossed Me A Gallon - Of Beefeaters Gin * I Was Lying Half Dozing All Snug In My Rack The Porthole Was Open A Breeze On My Back He Yelled "Call All Hands" We've Got Partying To Do I've Still Got One Ship Off The Coast Of Peru • When All Of A Sudden Much To My Surprise I Heard Sleigh Bells Ringing Somewhere In The Skys « • * •* * * * * And Up In The Heavens Just A Speck To My Eye The SailboatWas Sailing Off Into The Sky Christmas Morning Was Quiet . Aboard Our Lost Ship the Crew Wasn't Talking They Were All Very Sick * * I Jumped To The Porthole Not Believing My Eyes A 40 Foot Sailboat Was Filling The Sky * Well When I Came Too The Ship Was A Wreck, With Quart Jugs,And Seamen Sprawled Ail Over The Deck * On Cindy, On Lois On Gertrude, On Mae That Don't Sound Like No Reindeer I Thought With Dismay * * • "On Bonnie, On Rubbie On Suzy, On Jean On Roxie, On Trixie On Sweet Genevieve * So I Ran Down Below Calling All Who Could Hear, Someone Threw A Boot, Caught Me Right On The Ear * I'm Cracking, I Thought Or Dreaming, Or Both But As I Lay Thinking A Hearty Voice Spoke, -k * And No One But Me Could Remember That Night Except That They Partyed And Had A Big Fight * * * There Might Have Been Girls It Was Decked Real Fancy But Their Memory Was Hazy With Pine Trees And Bright ^ight And They Finally Decided And 11 Cute Ladies I Was Most Likely Crazy... Dressed In Red And In White W * And Out On The Bow Just As Fat As Could Be Stood St. Nick And An Elf They Were Checking Our Lee * * And Once They Decided With The Wink Of An Eye They Dropped To The Ocean Right Out Of The Sky * * I Ran Up The Stairwell And Right Out On Deck They Were Having Some Trouble Making Fast To Our Wreck * * * And Now I Will Leave You My Story Is Through But Before I Get Going Let Me Say This To You 4r * If You're Out On The Ocean On That Night Of The Year And Your Being Forgotten Is Your One Biggest Fear * * Just Remember Who's Coming And You Will See I Was Right Now Merry Christmas My Brother And To All A Good Night. * So I Dropped Them A Laddder And I Lowered A Line And Pulled Up 4 Seabags And 9 Cases Of Wine December 1979 / LOG / 31 �•n John Joseph Ciesielski, 63, joined the Union in the port of Baltimore in 1956 sailing as an engineer and -deckhand for the Charles H. Harper Associates from 1968 to 1977. Brother Ciesielski was a former member of Engineer Local 25. He was born in Baltimore and is a resident of Talcott, W. Va. Clifton Earl Phillips, 52, joined the Union in the port of Norfolk in 1959 sailing as a barge captain for the Chesapeake & Ohio Railroad from 1947 to 1979. Brother Phillips was a former member of the Masters, Mates and Pilots Union. He is a veteran of the U.S. Navy in World War 11. Boatman Phillips was born in Newport News, Va. and is a resident there. Frank Hansen, 63, joined the Union in the port of Philadelphia in 1961 sailing as a captain and pilotfor McAllister Brothers in 1955 and for the P.P. Martin Co. from 1956 to 1979. Brother Hansen was a former member of the Masters, Mates and Pilots Union and the NMU. He was born in Philadelphia and is a resident of Manahawkin, N.J. Jeffrey J. Dekerlegand, 62, joined the Union in the port of New Orleans in 1977 sailing as a deckhand for Radcliff Materials from 1969 to 1979. Brother Dekerlegand was born in Arnaudville, La. and is a resident there. Carlos Maunel Luna, 62, joined the SIU in 1947 in the port of Baltimore sailing as a chief cook. Brother Luna sailed 39 years. He was born in Puerto Rico and is a resident of Kenner, La. Wilson Earl Dirlam, 66, joined the Union in the port of Detroit in 1960 sailing as a fireman-watertender. Brother Dirlam sailed 33 years. He was born in Newark, N.J. and is a resident of Jacksonville, Tex. Ange-Michel Theodore Panagopoulos, 48, joined the SIU in the port of New York in 1960 sailing as a chief steward. Brother Panagopoulos at one time "sailed under seven flags in 26 years." He sailed 29 years. Seafarer Panagopoulos attended the Cooks and Stewards School, The Netherlands and the Ecole des Cuisinier and Hotelier, Lausanne, Switzerland. He also graduated from the Union's Chief Steward Recertification Program in 1963. In 1972, he attended a Piney Point Educational Conference and in 1971 he attended HLS Workshop No. 2. A native of Alexandria, Egypt, he is a natura­ lized U.S. citizen and a resident of East Marion, L.I., N.Y. Peter Sibayan Mencias, 67, joined the SIU in the port of San Francisco in 1968 sailing as a chief cook. Brother Mencias is a veteran of the U.S. Military Sealift Transport Service during World War II. He was born in Pangasina, P.I. and is a naturalized U.S. citizen. Seafarer Mencias is a resident of San Francisco. Toivo Elmer Hoffren, 65, joined the Union in the port of Buffalo, N.Y. in 1959 sailing as a fireman-watertender. Brother Hoffren was born in Wisconsin and is a resident of Maple, Wise. Dispitdm Renrl for Greit lakes NOV. 1-29,1979 Algonac (Hdqs.) 32 / LOG / December 1979 Thomas Albert Jackson, 64, joined the SIU in 1939 in the port of Baltimore sailing as a chief steward. Brother Jackson was born in Green­ ville, S.C. and is a resident of Baltimore. Hugh Avery Williamson, 63, joined the Union in the port of Norfolk in 1961 sailing as an AB for the M. Lee Hudgins Oil Co. from 1961 to 1972 and for the Curtis Bay Towing Co. from 1972 to 1979. Brother Williamson was born in Hobucken, N.C. and is a resident of Portsmouth, Va. Anthony Howard Gentile, 58, joined the Union in the port of Baltimore in 1957 sailing as a captain for Baker and Whiteley Co. from 1945 to 1977 and as a mate for the Curtis Bay Towing Co. from 1977 to 1979. Brother Gentile is a former member of the ILA. He attended the 1978 SIU Atlantic Coast Educational Conference at the HLS in Piney Point, Md. Born in Baltimore, he is a resident there. Irving Beecher Brown, 65, joined the SIU in the port of San Francisco in 1953 sailing as a fireman-watertender, AB and quartermaster. Brother Brown is also a cable splicer. He is a Piney Point upgrader and attended the 1970 HLS Educational Conference. Seafarer Brown is a veteran of the U.S. Army during the Korean War. Born in Paia Maui, Hawaii, he is a resident of Seattle. Rene Hidalgo, 66, joined the SIU in the port of New Orleans in 1962 sailing as a chief cook. Brother Hidalgo sailed 25 years. He was bom in Youngsville, La. and is a resident of Oberlin, La. Henry Rosco Rice, 63, joined the Union in the port of Philadelphia in 1957 sailing as an AB, mate, 200-mile tugboat operator and 1st Class Pilot for the C. G. Willis Towing Co. from 1956 to 1961 and for lOT from 1961 to 1979. Brother Rice sailed 42 years. He was a former member of the ISU. Boatman Rice was born in Lowland, N.C. and is a resident there. Laurie G. "Red" Lewis, 64, joined the Union in the port of Norfolk sailing as an engineer for the Carteret Towing Co. from 1956 to 1979. Brother Lewis is a veteran of the U.S. Coast Guard in World War II. He was born in North Carolina and is a resident of Newport, N.C. William Joseph Benish, 65, joined the SIU in 1948 in the port of New York sailing as a chief steward and bartender. Brother Benish was born in Spokane, Wash, and is a resident of Seattle. Jose Juan Antonio "Joe" Vigo, 65, joined the SIU in the port of Tampa in 1954 sailing as an OS and steward utility. Brother Vigo was born in Tampa and is a resident of Gretna, La. > Anthony John Raymond, 56, joined the Union in the port of Baltimore in 1951 sailing as a deckhand for the Baker-Whiteley Towing Co. from 1954 to 1979. Brother Raymond was a former member of the NMU. He was born in Baltimore and is a resident there. Charlie Freeman Haywood, Sr., 63, joined the Union in the port of Norfolk in 1961 sailing as an engineer for the McAllister Brothers from 1952 to 1979. Brother Haywood was a former member of the United Mine Workers Union from 1953 to 1961. He was born in North Carolina and is a resident of Virginia Beach, Va. •'5^. Alex R. Vasquez, 55, joined the SIU in the port of Houston in 1955 sailing as a 3rd cook. Brother Vasquez sailed 32 years. He is a veteran of the U.S. Army in World War H. A Texas native, he is a resident of Houston. *TOTAL REGISTERED All Groups Class A Class B Class C 34 9 3 TOTAL SHIPPED All Groups Class A Class B Class C DECK DEPARTMENT 49 80 **REGISTERED ONBEACH All Groups Class A Class B Class C 2 22 12 7 0 24 20 12 0 10 2 4 0 2 18 74 69 103 46 69 ENGINE DEPARTMENT Algonac (Hdqs.) 10 14 0 23 37 STEWARD DEPARTMENT Algonac (Hdqs.) 1 5 3 12 29 ENTRY DEPARTMENT Algonac (Hdqs.) Totals All Departmente 16 61 90 US 9 15 0 84 0 146 •"Total Registered" means the number of men who actually registered for shipping at the port last month, ••"Registered on the Beach" means the total number of men registered at the port at the end of last mor^, * �He's No James Bond, But This AB is Still A Hero What seaman hasn't dreamed of , being a hero? To do brave deeds without getting your hair messed up, to save a beautiful woman from the clutches of the villain, to fly faster than a speeding bullet. It all seems so much larger than life. James Bond to the contrary, heroic deeds are often the result of ordinary, every-day behavior. Sometimes doing one's job prop­ erly can accomplish more than a thousand grand gestures. Just ask Anthony Aronica, value of doing one's job. So on able seaman. On Christmas Day that lonely Christmas Day he of 1978 he found himself standing forced himself to stand watch. watch on the SIU manned Ponce, And while on duty he spotted somewhere at sea off the Ba­ what appeared to be seaweed and hamas. Christmas: not exactly a floating timber a half mile from day that one relishes working. the ship. Some people would just as soon Closer inspection of the area skip watch and quietly toast revealed that the floating timber Santa Claus and his merry band was all that remained of a shrimp of elves. trawler which had been over­ Aronica, however, is what turned. The crew was adrift most oldtimers would call "good nearby in a small aluminum people." He understands the skiff which was filled with water and devoid of provisions. It is unlikely that the three men in the skiff could have lasted another day. A rescue operation was launched and it was successful. The entire crew was involved, from the deckhands who launched the lifeboat which picked the men up, to the steward department who fed the survivors once they came onboard. • AB Tony Aronica (center) now on the dredge Sugar Island shows his Admiral of the Ocean Sea Award (AGIOS) Mariner's Plaque for "outstanding seamanship in rescue operations at sea." Tony was lookout on the SS Ponce (PRM) on Christmas Day 1978 when he spotted marooned fishermen in a skiff from a sunken fishing boat off the coast of Florida. KNOW YOUR RIGHTS 'V FINANCIAL REPORTS. The constitution of the SIU AtVahtic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the menlbership by tlie Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. idir TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively 'uy the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20th Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU But as Frank Drozak, Execu­ tive Vice-President of the SIU, noted in a letter of commenda­ tion, the "initial cause of the rescue" had been Aronica's keen eye. Had the A.B. not done his job properly, the three men would never have been rescued. Nearly a year has elapsed since KNOW YOUR RIGHTS iiiiiHiinuiniiiiiiiHiiiiiiiiiiiiiiiiiiiiiuiiiiiiuiiiiiiiiiiiiHiiiiiiiiiuiiiiiiiiiiiiii^ patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY —THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, oflicer or member, it has also 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, I960, meetings in all constitutional ports. The responsibility for 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 oflicial capacity in the SIU unless an official Union receipt is given for same. Under no circum­ stances 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 should not have been required to make such payment, this should immediately be reported to Union headquarters. the incident. Recently, however, Aronica was given an award by the Admiral of the Ocean Seas Committee. The award fs given to those people whose heroism and outstanding seamanship exem­ plify the best the maritime industry has to offer. James Bond he's not. A hero, he is. Monies Due The following Seafarers have money due them from Sea Land for subsistence. The checks can be picked up at the Union hall in Brooklyn. Ask for John Dwyer at the counter. D. SANTANA—SS# 068-48-7992 R. STOKES—SS# 227-20-4523 W. RAMIREZ—SS# 581-56-9799 A. ORITZ—SS# 095-18-6193 R. SUY—SS# 120-54-1098 P. T. HANSEN—SS# 116-48-5715 R. KAPLAN—SS# 131-38-4181 A. DRAGAZIS—SS# 099-44-3145 J. S. OCOT—SS# 153-62-2137 H. DAHBALI—SS# 126-46-2467 R. BRIGHT—SS# 225-36-1606 R. BRiADFORD— SS# 212-40-7640 J. P. LASKY—SS# 094-20-3296 R. LYNCH—SS# 122-48-2213 L. PETRIK—SS# 556-84-4227 H. ALEIDAROOS SS# 119-40-7818 KNOW YOUR RIGHTS CONSTITUnONAL RIGHTS AND OBLIGA­ TIONS. 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 con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then 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 arc clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no member may be discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing, 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 con­ dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seaf arers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Sup­ port SPAD to protect and further your economic, poli­ tical and social interests, and American trade union concepts. If at any time a ^er feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or infor­ mation, he should immediately notify SIU President Paul Hall at headquarters by certified mail, return receipt requested. The address is 675 - 4th Avenue, Brooklyn, N.Y. 11232. December 1979 / LOG / 33 �'JV,:'/' 5 Pr^v/ The tug Howard H sits dockside In Long Beach awaiting a shipdocking call. SlU Wilmington Port Agent Luigi lovino (seated right) discusses events aboard the San Joaquin with the tug's Captain David Farris (left) and Engineer Tim Horger. Shipdocking, Bunkering, The Los Angeles Harbor area, long a mainstay for deep-sea SIU members, has recently become a A couple of happy barge hands are tankerman Marshall Oatman (left) and lead tankerman Jim Wilson.... This is Crowley's tug Catano which formerly saw service in San Juan Harbor. 34 / LOG / December 1979 land of opportunity for SIU Boatmen as well. The major reason for this is the activities of SlU-contracted Crowley Mari­ time in this sunny Southern Cali­ fornia port. Crowley also has a booming ....and here is where they work, Crowley Towing's Barge #203. The barge is loaded with 13,000 plus gallons of bunkers which will be used to fuel some thirsty L.A. bound ship. On board the Howard H w\lh SIU Port Agent Luigi lovino (left) are crewmembers (I. to r.) P.D. Bridgeforth cookBill Privette, A.B.; Henry P. Dobbs, engineer and Kenny Hunt, captain. �An uncommon sight to most SiU tugboatmen is a vessel such as the San Joaquin, which is not a tug at all but a pushboat. These vessels are everyday fare for SIU members who ply their trade on the inland waterways and western rivers. Joyd LaBeach, utilityman on the San Joaquin, has 3een with Crowley ever since graduating from the tLSS in October of 1978. Here he's seen brushing up )n politics. Lig/ifering in Sunny LA. I towing business between Flor­ ida's eastern coast and Puerto Rico. The company, has one of the fastest growing inland fleets I under the SIU banner. Overall, Crowley's activities have opened up 200 jobs for SIU Boatmen in the company's tug and barge fleet in Los Angeles. Crowley's boats do shindocking work, as well as bunkering ships and lightering tankers offshore. r f^ate Nick Domangue (left) and Captain Beau Kelly guide the Sea Wolf as she leaves port. In the galley of the tug Catano are (I. to r.) Cook Chester Sodowski, Captain Joe Tucker and Engineer Carl Voremkamp. 11 ' V • n Iu ;s I ] Piney Point grads Dan Schultz (left) and Ronnie Elmas, both tankermen, set the wheels in motion on Barge ff 76. .. Capt. Beau Kelly checks his clearance as the Sea Wolf gets ready to move away from Barge #76. December 1979 / LOG / 35 �Pensioner Carl­ os Casanova Mor­ ales, 74, suc­ cumbed in the Hospital Ravia, San Juan, P. R. on Aug. 1. Brother Morales joined the SlU in 1939 in the port of New York sailing as a bosun. He sailed 55 years. Seafarer Morales walked the picketlines in the 1961 Greater N. Y. Harbor strike and the 1962 Robin Line beef. A native of Humacao. P.R., he was a resident of the Bronx, N.Y. and Bayamon, P.R. Surviving are a daughter, Mrs. Miriam Velarde of Walkersville, Md. and a stepdaughter, Mrs. Marta Bonefont of Bayamon, Pensioner Har­ ris Edwards Phil­ lips, Sr., 63, died of heart disease in the University of Southern Ala­ bama Medical Center, Mobile on Oct, 17. Brother Phillips joined the SlU in 1939 in the port of Mobile sailing in the deck department. He was born in Greens­ boro, Ala. and was a resident of Satsuma, Ala. Interment was in Mobile Memorial Gardens Cemetery. Surviv­ ing are his widow, Sarah; a son, Harris Jr. and a daughter. Donna Jean. Pensioner Thomas Snow, 61, died in Chula Vis­ ta, Calif. On Sept. 13. Brother Snow joined the SlU in 1947 in the port of Boston sailing as an AB and deck delegate. He sailed 32 years. Seafarer Snow was a veteran of the U.S. Marine Corps in World War 11. Born in Boston, he was a resident of Chula Vista and Neponset, Mass. Cremation took place in the La Vista Crematory, National City, Calif, Surviving are his mother, Kalherine of Neponset; a sister, Eleanor of Dorchester, Mass, and a stepbrother, John F, Ryan of Chula Vista. Pensioner James Mayo Tay­ lor, 68, died of cancer in the Beaufort County (N.C.) Hospital on July 3. Brother Taylor joined the Union in the port of Norfolk in 1960 sailing as a deckhand for Southern Materials Co. from 1952 to 1956 and for GATCO from 1958 to 1971, He was a member of UMA from 1956 to 1960. Brother Taylor was born in Bath, B.C. and was a resident there. Burial was in Pamlico Memorial Gardens Cemetery, Washington, D.C. Surviving are his widow, Retha; two sons, Carl and James; a daughter, Dianna and three grandchildren. 36 / LOG / December 1979 Manuel Taitano Taguacta, 50, suc­ cumbed to bron­ chopneumonia in the San Francisco USPHS Hospital on Nov. 7, 1978. Brother Taguacta joined the SlU in the port of Yokohama, Japan in 1969 sailing as a fireman-watertender. He sailed 12 years. Seafarer Taguacta also worked on the Sea-Land Shoregang in Oakland, Calif. He was a veteran of the U.S. Navy during the Korean War. A native of Agana, Guam, he was a resident there. Cremation took place in the Rahia Crematory, Novato, Calif. Surviving are three daughters. Sun Lee, Jane Lee and June L.ee; his parents, Mr, and Mrs, Jesus Taguacta of Guam and two brothers, Jose of Agana and Vincente of San Diego, Calif, Edward Alfred Wagner, 52, died of natural causes at sea aboard the SS Tamara Guilden (Transport Commercial) on July 12 enroute to the port of Phila­ delphia. Brother Wagner joined the SIU in that port in 1955 sailing as a bosun. He was a graduate of the Union's Maritime Advancement Program in 1965. Seafarer Wagner was a PFC veteran of the U.S. Army during World War H. A native of Philadelphia, he was a resident there. Burial was at sea. Surviving are his mother, Margaret; a brother, William and a sister, Mrs. Margaret Lattanzio, all of Phildelphia. Emil C. Sivrldis, 43, died of heartlung failure in the San Francisco VA Medical Center on Sept. 10. Brother Sivridis joined the Union in the port of San Francisco in 1968 sailing as a waiter for the Delta Steamship Co. He graduated from the Marine Cooks & Stewards Union Training School, Pacific District, San Francisco in 1968. Sivridis was born in Varna, Bulgaria, was a naturalized U.S. citizen and a resident of San Francisco. Burial was in the Olivet Memorial Park Cemetery, Colma, Calif. Surviving are a stepson, Terrance K, West of Ft. Clayton, Panama Canal Zone; a sister, Mrs. Zafi Marinova and a niece, Violita Marinova, both of Varna, Leo Watts, 59, died on Apr. 10. Brother Watts joined the SIU in the port of New Orleans in 1951, sailing on the Delta Line in 1965. He was a resident of Livingston, La. Surviving are his widow. Bertha; a daughter, Susan and his parents, Mr. and Mrs. Fred M. and Gertrude Watts of Livingston. John Tulp Sr., 79, passed away on July 12. Brother Tulp worked as a miller for Galveston (Tex.) Wharves from 1950 to 1962. He was born in Chicago, 111. and was a resident of Texas City, Tex. Surviving are a son, Michael and a daughter, Mrs. Hazel Thomas, both of Texas City. Pensioner Wil­ liam Vasillios Kouzounas, 73, passed away from lung failure in Biddeford. Me. on Aug. 21. Brother ' Kouzounas joined the SIU in the port of New York in 1962 sailing as a chief steward. He sailed since 1952 and during the Vietnam War. Seafarer Kouzounas was born in Greece, was a naturalized U.S. citizen and was a resident of Saco, Me. Burial was in St. Demetrios Cemetery, Saco. Surviving are his widow, Venetia and a daughter, Venus. Pensioner John P. Stewart, 83, succumbed to a stroke in the Kenmore Mercy Hos­ pital, Tonawanda, N.Y. on Aug. 19. Brother Stewart joined the Union in 1939 in the port of Buffalo, N.Y. sail­ ing as a wheelsman for the Erie Sand and Navigation Steamship Co. in 1959. He sailed 37 years. Born in Scotland, he was a resident of Kenmore, N.Y. Interment was in the Mt. Olivet Cemetery, Tonawanda. Surviving is a daughter, Mary Ann. Pensioner Hohert Brooks, 73, died of a liver ailment in San Francisco on June 24. Brother Brooks joined the Union in 1946 in the port of San Francisco sailing as a steward utility for the Pacific Far East Line. He was born in Kentucky and was a resident of San Francisco. Burial was in the Woodlawn Memorial Park Cemetery, Colma, Calif. Surviving are two sisters, Mrs. Mary Bell of Dayton, Ohio and Mrs. Wridder (Rita) Lewis of Cincinnati, Ohio. Pensioner Charles Chinn Jeong, 64, died of heart failure in the San Francisco USPHS Hospital on Sept. 27. Brother Jeong joined the Union in 1935 in the port of San Francisco sailing as a storeroom porter for the Matson Line. He was born in Montana and was a resident of Berkeley, Calif. Cremation took place in the Mt. View Crematory, Oakland, Calif, and his ashes were scattered on the sea. Surviving are his widow, Jane and a sister, Mrs. May Lee of San Francisco. Pensioner Joseph Kreis Meyers, 67, succumbed to cancer in the Central Gardens Convalescent Hospital, San Francisco on June 30. Brother Meyers joined the Union in 1934 in the port of San Francisco sailing as a steward for the American President Line in 1937. He was a resident of San Francisco. Cremation took place in the Reilly Mortuary, San Francisco and burial was in the Olivet Memorial Park Cemetery, Colma, Calif. Pensioner Michael Karl Burhart, 67, died on Oct. 2. Brother Burhart joined tlie Union in the port of New York in 1960 sailing as a deckhand for the Baltimore & Ohio Railroad from 1929 to 1974. He was a union member since 1941. Boatman Burhart was a veteran of the U.S. Army in World War 11. Born in Adams, Mass., he was a resident of Staten Island, N. Y. Surviving are his widow, Gertrude and two sons, Michael Jr. of Staten Island and John. Pensioner Daw-, son Calvin Lyj nam, 65, died of a hemorrhage in Doctors Hospital, Mobile on Oct. I0.| Brother Lynan^ [ joined the SIU inj 1947 in the port o^ New York sailing as a chief cook. H^ sailed 40 years and attended the HLS in Piney Point, Md. Seafarer Lynam was a' veteran of the U.S. Coast Guard in World War 11. Born in Monroe County, Ala., he was a resident of Frisco City. Ala. Interment was in the Union Cemetery, Frisco City. Surviving is a sister, Mrs. Maureen L. Baggett of Monroeville, Ala. Pensioner Charles Everett Richley, 73, died in the Paul Oliver Memorial Hospi­ tal, Frankfurt, Mich, on Aug. 7. Brother Richley joined the Union in the port of Frankfort in 1960 sailing as an oiler. He sailed 44 years. Laker Richley was a veteran of the U.S. Army in World War 11. A native of Arcadia, Mich., he was a resident of Lynn Haven, Fla. and Elberta, Mich. Interment was in the Gilmore Township Cemetery, Benzie County, Mich. Surviving are his widow, Delia of Pensacola, Fla. and a brother, Frank of Elberta. Pensioner Robert Bruce "Bob" Hunt, 67, died of heart-lung failure in the Woodruff Community Hospital, Lakewood, Calif, on May 25. Brother Hunt joined the SIU in 1947 in the port of Galveston sailing as a chief steward. He sailed 39 years. Seafarer Hunt received a Union Personal Safety Award in I960 for sailing aboard an accident-free ship, the SS Young America. Born in Oklahoma, he was a resident of Long Beach, Calif. Burial was in Forest Lawn Memorial Park Cemetery, Cypress, Calif. Surviving are two sisters, Mrs. Lillian Mae Henry of Muskogee, Okla. and Mrs. Alta Newman of Cypress. Pensioner Michael Roche,69, suc­ cumbed to cancer on Aug. 1. Brother Roche joined the Union in the port of New York in 1963 sailing as a mate on the Tug Utica (Erie-Lackawanna Rail­ road) from 1928 to 1975. He was a former member of the Teamsters Union, Local 518. Boatman Roche was born in Ireland and was a naturalized U.S. citizen. He was a resident of Union City, N.J. Surviving are his widow, Anna; a son, John and two daughters, Mary and Anna. William Harold Faison, 54, died at the Sacred Heart Hospital, Pensacola, Fla. on Apr. 20. Brother Faison Joined the Union in the port of Mobile in 1972 sailing as an engineer for Radcliff Materials from 1971 to 1979. In 1971, he sailed on the company's Mj V Gobbler. Boatman Faison was born in Andalusia, Ala. and was a resident of Saraland, Ala. Interment was in Mobile. Surviving are two sons, Thomas of University, Miss, and Richard of Mobile; his parents, Mr. and Mrs. Chester and Lula Faison of Mobile and a sister, Mildred of Pensacoloa. �Help A Friend Deal With Alcoholism Alcoholics don't have friends. Because a friend wouldn't let another man blindly travel a course that has to lead to the destruction of his health, his job and his family. And that's where an alcoholic is headed. Helping a fellow Seafarer who has a drinking problem is just as easy-^and just as important—as steering a blind man across a street. All you have to do is take that Seafarer by the arm and guide him to the Union's Alcoholic Rehabilitation Center in Valley Lee, Md. Once he's there, an alcoholic SIU member will receive the care and counseling he needs. And he'll get the support of brother SIU members who are fighting the same tough battle he is back to a healthy, productive alcohol-free life. The road back to sobriety is a long one for an alcoholic. But because of ARC, an alcoholic SIU member doesn't have to travel the distance alone. And by guiding a brother Seafarer in the direction of the Rehab Center, you'll be showing him that the first step back to recovery is only an arm's length away. Alcoholic Rehabilitation Center I am interested in attending a six-week program at the Alcoholic Rehabilitation Center. I understand that all my medical and counseling records will be kept .strictly confidential, and that they will not be kept anywhere except at The Center. Name Book No. Address (Street or RFD) (City) (State) (Zip) Telephone No. . . . , Mail to: THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 or call, 24 hours-a-day, (301) 994-00JO December 1979 / LOG / 37 �Charles Clausen Stanley Sporna Seafarer Stanley Sporna, 25, graduated from the HLS Entry Trainee Program in 1976. Brother Sporna upgrad­ ed to FOWT there in 1978. He has the CPR, firefighting and life­ boat tickets. He lives in Mobile and ships out of the port of New Orleans. Jose A. Gomez Seafarer Jose A. Gomez, 46, sails as an AB which he got in the port of New York. He has the firefighting, lifebqat (1974) and C^fPR tick­ ets. Brother Gomez was born in Puerto Rico, lives in Brooklyn, N.Y. and ships out of the port of New York. Wenscslaw Calderon Seafarer Wenscslaw Calderon, 26, is a graduate of the Piney Point 3rd Cook Program. He upgraded to FOWT there last year. Brother Calderon has the firefighting, lifeboat and CPR en­ dorsements. Born in New York City, he ships out of the port of New York. Seafarer Charles Claus­ en, 33, started sailing with the SIU in 1974. He now sails on LNG tankers. Brother Clausen earned his QMED, LNG and welding endorsements at the Harry Lundeberg School, Piney Point, Md. He also has his cardio pulmonary resuscitation (CPR) training and his lifeboat and firefighting tickets. Born in Rockville Center, L.I., N.Y., he lives in Suffolk, Va. and ships out of theport of New York. Charles J. Gallagher Seafarer Charles J. Gal­ lagher, 52, began sailing with the SIU in March 1967 as an elec­ trician from the port of New lYork. Brother I Gallagher served in the U.S. Navy from 1945 to 1965. He upgraded to FOWT and reefer engineer in the port of New York. And got his LNG and Marine Elec­ trical Maintenance training at the HLS. He has his firefighting, life­ boat, first aid and CPR training. He lives in Dumont, N.J. and ships out of the port of New York. John T. Rizzo Seafarer John Rizzo, 22, grad­ uated from the HLS in January 1978. He upgraded to FOWT there in April 1 978. Brother Rizzo I has the lifeboat, firefighting and CPR endor<!cments. A native of Bay Ridge, Brooklyn, N. Y., he lives in and ships out of the port of New York. Bill Livanos Didn't Fiddle, With His $10,000 Grant Like lots of people, Vassilios "Biir Livanos, son of Seafarer John V. Livanos, has always liked "fiddling around with machinery." "Since high school, I've always liked taking things apart," Bill says. "I liked tinkering around with record players and I was always fixing cars." Bill Livanos is still fiddling around with machinery. Only today, he's a well-paid mechan­ ical engineer. A winner of the SIU's fouryear, $10,000 college scholarship in 1973, Livanos attended Stev­ ens Institute of Technology in Hoboken, NJ. If it hadn't been for the Union's scholarship, Bill says his life might now be very different. "The scholarship came at a very good time for me. It kind of helped me make the decision to go to school out-of-state," said Livanos, who's from Brooklyn, New York. In addition, because of the $10,000 college grant, Bill was able to pick one of the country's top schools in his field. Bill graduated from Stevens in 1977 and began a well-engineered climb up the career ladder. His first job was as a plant engineer for Dupont Corp., in Newark, N.J. "Basically," Liv­ anos explains, "the job dealt with troubleshooting—checking out the design and insulation of equipment used in manufactur­ ing." A year and a half later. Bill took a plant engineer's job at Union Carbide. And job number three began just a few months ago when Bill became a divisional engineer with Matheson Gas Products. "I'm still doing basically the same work," he said, "but I'm Bill Livanos doing it on a company-wide instead of a plant-wide basis." In his free time Livanos plays tennis and racquet ball and he's an amateur photographer as well. "My photo interests are rather broad," he says. "I do a lot of scenery as well as portraits and other things." Livanos also does his own developing and printing in the darkroom he shares with a fellow shutterbug. Along with everything else, Bill is going to graduate school now, studying for a Masters degree in mechanical engineering at Stevens. Bill's father. Seafarer Johfi Livanos, joined the SIU in the; port of New York in 1947, shipping in the deck department Brother Livanos was born i^ Greece and he's been a seamati since 1930. Seafarer Livanos was "very pleased" when Bill won the Union's scholarship, according to his son. And Brother Livanos is surely proud of his son today; Bill took advantage of the oppor­ tunities that the SIU scholarship program offers. And he parlayed that opportunity into a top-notch career. (tot ^tautt Notice to Members On Shippii^ Proceihire ^'heii throwing in for work dur­ ing a job call at any SIU Hiring Hall, nienibers must produce the following: • ineinbersbip certificate • registration card • clinic card • seaman^s papers • valid, up-to-date passport In addition, when assigning a job tbe dispatcher will comply with tbe following Section 5, Sub­ section 7 of tbe SIU Shipping Rules: "Within each class of seniority rating in every Department, prior­ ity for entry rating jobs shall be 38 / LOG / December 1979 given to all seamen who possess Lifeboatman endorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sentence when, in the sole judgment of the Board, undue hardship will result or extenuating circumstances war­ rant such waiver." Also, all entry rated members must show their last six months discharges. Further, the Seafarers Appeals Board has ruled that "C classifica­ tion seamen may only register and sail as entry ratings in only one department." Come to HLS. Upgrade to AB. Course starts January 31 To enroll contact HLS or fill out the application in this issue of the Log. �Why Not Apply for an HLS Upgrading Course Now HARRY LUNDEBERG SCHOOL UPGRADING APPLICATION (Piease Print) Name. Date of Birth, (Last) (First) Mo./Day/Year (Middle) Address (Street) Telephone. (City) (State) Deepsea Member • Inland Waters Member • '' Book Number Upgrading Program: From Port Presently Registered ln_ Port Issued Endorsement(s) or License Now Held Social Security #. Entry Program: From. Lakes Member • Seniority. Date Book Was Issued. Piney Point Graduate: • Yes (Area Code) (Zip Code) No • (if yes. fill in below) to (dates attended) Endorsement(s) or License Received . to. (dates attended) Do you hold a letter of completion for Lifeboat: • Yes No Q Firefighting: • Yes No • Dates Available for Training 1 /nill MII.C;iC701.C7U III UIO rUIIK^WIII^ V^UUI9C7\a/_ l_J Tankerman • AB 12 Months 1_J AB Unlimited n A3 Tugs & Tows n AB Great Lakes i I Quartermaster • Towboat Operator Western Rivers • Towboat Operator Inland • Towboat Operator Not More than 200 Miles • Towboat Operator (Over 200 Miles) • Master • Mate U. Pilot * ENGINE DECK • • • • • • • • • • • STEWARD - Q Assistant Cook FWT • Oiler QMED - Any Rating Others Marine Electrical Maintenance Pumproom Maintenance and Operation Automation Maintenance of Shipboard Refrigeration Systems Diesel Engines Assistant Engineer (Uninspected Motor Vessel) Chief Engineer (Uninspected Motor Vessel) n Cook & Baker • Chief Cook • Steward • Towboat Inland Cook ALL DEPARTMENTS U LNG n • Q • LNG Safety Welding Lifeboatman Fire Fighting ... RECORD OF EMPLOYMENT TIME —(Show only amount needed to upgrade in rating noted above or attach letter of service, whichever is applicable.) VESSEL SIGNATURE RATING HELD DATE SHIPPED DATE OF DISCHARGE DATE RETURN COMPLETED APPLICATION TO: LUNDEBERG UPGRADING CENTER. PINEY POINT. MD. 20674 December 1979 / LOG / 39 �LOG 9 NEW YEAR RESOLUTION Ilii<5 C!^ OffjcijI Publicition of Ihe Sejfarers Intcrrutional Union • Atlantic. Gulf, Lakes and Inland Waters District • AFL-CIO DECEMBER 1979 WE NEED A SPACE IN WASHINGTON 300 A DAY IS ALL IT TAKES Sign the SPAD check-off today. 'Il I II lull I I � 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 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 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 December 1979 Description An account of the resource HEADLINES SIU CREWS 3 MORE LNG’S FOR EL PASO COMPANY REPLACES NORWEGIAN CREWS WITH SIU MEMBERS ON SONATRACH, CONSOLIDATED, PAUL KAYSER SIU CREWS 3 MORE LNG’S FOR EL PASO COMPANY REPLACES NORWEGIAN CREWS WITH SIU MEMBERS ON SONATRACH, CONSOLIDATED, PAUL KAYSER LIFE IS JUST BEGINNING FOR PENSIONER TONY GENTILE SEA-LAND CHRISTENS 2ND OF 12 DIESEL CONTAINERSHIPS STATE OF LNG INDUSTRY IS HEALTHY, GROWING, SAFE NEW VOCATIONAL EDUCATIONAL BUILDING OPENS A TRIBUTE TO A LIFE OF HELPING OTHERS NATIONAL DEFENSE DEMANDS BEEFED UP MERCHANT FLEET MARAD LOOKING AT DEVELOPMENT OF ALL-PURPOSE CARGO VESSELS HLS PRESIDENT PRESENTS VIEWS TO CONGRESS ON MARITIME EDUCATION TRAINING PROGRAMS COURT LIFTS RESTRICTIONS ON REBUILDING LOCK #26 TT BROOKLYN GETS OK FOR ALASKA OIL TRADE US MERCHANT FLEET HITS 23 MILLION TONS MEANY CARTER TO MULL NORTHERN TIER PIPELINE FOR 60 DAYS SEATRAIN HEAD; FRIEND OF MARITIME JOSEPH KAHN DIES BIAGGI BILL WOULD OVERHAUL ‘SEAMEN’S DOCUMENTATION’ LAWS COAST GUARD ABOLISHES SHIPPING COMMISSIONERS CRESCENT EXPANDS TO MOBILE NAME OF THE GAME FOR 80’S IS -ENERGY SIU CREWS PROVE BEST: 3 MORE LNGS THE REWARD IT’S QUIET NOW, BUT WHAT AN AUGUST FOR DELTA QUEEN ON DELTA MEXICO IT’S SEAFARIN’ AND LONGSHORE WORK HE’S NO JAMES BOND, BUT THIS AB IS STILL A HERO Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 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 12/1/1979 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. 41, No. 12 1979 Periodicals Seafarers Log http://www.seafarerslog.org/archives/files/original/97ac15cad9dee1067e9578fc3a9754dc.PDF 608368233d9615f0db172af6bfdc5606 PDF Text Text ^f'.'Si--.-;-* :r Paul Hall Hospitalized: Exec. Board Acts page 3 • ;M i ^ ^ :M§nl .•'•-mil ,• Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District « AFL-CIO VOL 42 NO. 1 .•?. • • .-r' JANUARY 1980 pag«6 r.,r. V •# S f •; :(f , ."'/' C'#; mf'; '••:. • y^m-'-.-..p .'Sf"' ^,fct ,.it, 7Si| •&'k '-.m; : George Meany Dies at 85 ptvs page 11 •'2' LIBRARY FED 5198Q erATE H!STOB!CAL -SOC:£T\' CF V:;:SGON£:M ;• ;i fv;,? Another New Tug, Denia, Joins JSIU inland Fleet page 26 Mm •• m-i• ,-•. .' ---- • ^ 'N •' i". • «i*r. -••fj-.'. •- ^ '•• ' •• "•-» ' .'.'v -•• V•F^ ' • - ,'• -t> [ - • �"I -r: • Ocean Mining Bill Surges Thru Senate Measure Contains Crucial Build American, Man American Requirements A '•<1 iJt •• Law of the Sea conferees have shipyards over the next several • make U.S.-registered ore VICTORY for the job ' tried unsuccessfully for years to years. rights of Ameriean sea­ carriers used for ocean mining reach agreement on an interna­ The House bill would not men and shoreside workers came eligible for both construction and tional accord governing the require the vessels to be built in last month when ah Ocean operating-differential subsidies^ mining, processing a\id distribu­ U.k yards at a cost of thousands Mining bill containing key SIUtion of deep seabed minerals. The of Jobs^ for U.S. shipyard House Must Vote backed "man American, build U.^ has held off passing national workers. American" amendments breezed X similar bill is now pending Assuming the House acts legislation pending action by the through the Senate. before the House Foreign Affairs favorably on the ocean mining Conference. In an overwhelming voice vote committee, chaired by Rep. bill, the two versions would have on Dec. 14, the Senate voted to Clement Zablocki (D-Wisc.). Supporters of U.S. ocean give U.S. mining companies a to go before a Joint House/ mining legislation, including the Support for the legislation, which green light to begin retrieving the was passed overwhelmingly by Senate conference committee SIU, feel the United States has trillions of dollars worth of waited long enough for an the House in 1978, is again where the differences between mineral-packed nodules that them would be resolved. international accord to bfe reported to be very strong. But blanket the ocean's floor. reached. there are several hurdles to The bill is similar to heavily Law of Sea Involved overcome before an ocean American industry is heavily supported legislation that never mining bill could make its way to Another snag to speedy House dependent on nickel, copper, made it to the Senate floor for a the President's desk. action on the legislation came in cobalt and manganese, the four vote last year. While the House and Senate the form of a request from Elliot basic components of the deep The bill%ontains three "build bills are closely akin, there are Richardson, the U.S. Ambassa­ seabed's mineral nodules. If American, man American" some differences between them. dor to the U.N. Law of the Sea w Congress okays ocean mining amendments which are of crucial Primarily, the amend mem~-on Conference. legislation the U.S. could be concern, to labor. mining and processing vessels in Richardson asked House entirely self-sufficient in those The three amendments would: the Senate bill says those vessels Foreign Affairs Committee four elements by the year 2000. • require all mining and must be U.S.-built as well as Chairman Clement Zablocki to In addition, through the "hire processing vessels used for ocean U.S.-registered and manned. The hold up on the bill until after the American" clauses in the mining to be U.S.-built, U.S.- House bill does not stipulate that next Law of the Sea Conference legislation, jobs for U.S. workers the mining and processing vessels in February. registered and U.S.-manned; in the infant ocean mining must be built in American He's afraid that adoption of industry would be created and • require at least one ore shipyards. U.S. laws on deep seabed mining protected. Nqarrier used to transport the That difference is an important might jeopardize chances for the mineral-rich nodules to process­ one for U.S. wqrkers. Under the Law of the Sea Conference's The SIU will continue to work ing facilities from each mining SlU-backed Senate bill, as many member nations to agree on an for prompt Congressional action site to be U.S.-built, U.S.-owned as 20 mining vessels and 60 ore international ocean mining on the deep seabed mining and U.S.-crewed; carriers could be built in U.S. treaty. legislation. SIU Supports Extension of War Risk Insurance for 5 Years :Ar/ After urging by a cross section of U.S. maritime organizations led. by the SIU, the House Merchant Marine & Fisheries Committee has recommended an extension of the provisions of Title Xll of the Merchant Marine Act of 1936, relating to war risk insurance until September 30, 1984. The House committee was pre­ viously considering a permanent extension of the bill. It is our contention that extending the bill for only the five year period will lead to necessary "Congressional over­ sight" of the bill. The war risk insurance provisions of Title XII gives the Secretary of Commerce, with the approval of the President, the authority to provide insurance and reinsurance against loss or damage by war risks to American vessels and their crews and cargoes when commercial coverage is not available on reason­ able terms. Commercial insurance policies usually have "acts of war" clauses which ^rminate the policy just when it is most needed. In letters to Sen. Daniel Inouye (D-HA), chairman of the Senate Subcommitte on Merchant Marine, and to Rep. John M. Murphy (DNY), Chairman of the House Committee on Merchant Marine and Fisheries, the SIU stated its support for the war risk insurance program. It is our position that war risk insurance is "consistent with the policies of most other major mari­ time nations and absolutely neces­ sary to maintain the steady flow of United States' waterborne com­ merce, including the maintenance of essential transportation services for the Department of Defense during a national emergency." The statement further noted past SIU support of efforts "to limit war risk insurance to American-flag vessels." It is the opinion of the SIU that foreign-flag vessels would be of no use to the United States in event of war. However the SIU would support the continuation of "regula­ tions promulgated by the Maritime Administration, which provide for a case-by-case review of requests for coverage by American-owned foreign-flag ships," noting that "these regulations should be ex­ tended and vigorously enforced." To insure that such a case-by-case review of foreign-flag applications continues the SIU feels that the Title Xll provision should only be extended for a five year period, thereby guaranteeing periodic over­ sight by the committees. House Chairman Murphy, in proposing the amended bill, echoes this feeling, saying that "rather than granting an indefinite extension (to H.R. 5784), we can look at it again in five years." Delta Re-Naming Ships SlU-contracted Delta Steamships has informed the Union that the company has decided to change the nahies of a significant number of vessels now comprising the Delta fleet. Listed below are the current and new names of those vessels affected by this new policy: Ships on the U.S. East Coast to West Coast of South America: Delta Colombia to Santa Clara: Delta Bolivia to S^a Barbara: Delta Ecuadory6^n7iJ<:c.uz: Delta Panama to Santa Elena: Delta Peru to Santa Isabel: Delta Venezuela\o Santa Lucia. -The names on the above vessels will be changed in sequence of their arrival in New York commpn.in Change of address cards on Forhi 3579 should be sent to Seafarers International Union Atiantf/- rsaTiT 11^1 Published monthly. Second Class postage paid at Brooklyn. Vol. 42, No T'dJ^ua.^ i980 (ISIN WTM 2 / LOG / January 1980 - •• , X :'- X";- V The amendment was passed by a unanimous vote of the House committee. The Comm^ittee's second ranking minority member. Rep; Gene Snyder (R-Ky.) moved that the bill, as amended, be reported. The vote to approve the bill was unanimous. It will now be up to the full Houiie to approve the amend­ ment. with the S.S. DELTA COLOMBIA on or about Ijb^January 1980. U.S. Easf^Coast to Csnbbcan, Venezuela, North Coast Colombia Trade Route: Delta Argentina to Del Mundo; Delta Paraguay to Del Campo: Delta Mexico to Dil Viento. The name changes of the above vessels will be implemented in the near future pending fir^dlization of required documentatim U.S. West Coast to (West Coast of South America Trade: Delta Africa to Santa Aidela: mericd to Santa )lumia. U.S. 6ti]f Coast to West Coast of Africa Trat Delta Rmv/Ato DePMotttt^ Delta Urugueiy to / ^^ ' ' Ave.. Brooklyn. N �.• m Paul Hall Hospitalized: Membership Authorizes Frank Drozak to Carry Out Duties of President The membership of the Seafarers International Union, Atlantic, Gkilf, Lakes and Inland Waters District, has instructed Executive Vice President Frank Drozak to carry out the responsibilities of the Presidency, until Paul Hall is able to return to his duties. The action was taken at the January regular membership meetings in all ports as a result of the illness of President Hall, who jias been hospitalized since November. /I 'V rv^.*w«r*7«i Paul suffered a fall on November 8. Examinations in the hospital revealed complica­ tions requiring intensive care and treatment, which the Union President has been undergoing since that time. The Union's Executive Board met on December 27 to consider the circumstances of President Hall's illness, along with the constitutional provisions and Hall's own wishes, for dealing with such a situation. In view of all of these factors, the Board voted unanimously to recom­ mend membership authorization of the temporary assumption of Hall's duties by Executive Vice President Drozak. Therefore, in addition to his duti^ as Executive Vice Presi­ dent, Drozak will also carry out the duties of President. The Board members who unanimously voted to make the recommendation were: Joe DiGiorgio, secretary treasurer; Angus "Red" CampBell, vice president in charge of contracts and contract enforcement; Leon Hain vice president in charge of the Atlantic Coast; Joe Sacco, vice president in charge of the Gulf Coast; Mike Sacco, vice president in charge of the Great Lakes and Inland Waters, and Frank Drozak, executive vice president and chairman. The^embership meetings also unanimously approved motions giving Drozak a vote of support and confidence in his ability to discharge the duties of the office of President until Hall's return. garter Orders Halt Of Grain Shipments to Soviet A MOVE of strong protest against the Soviet Union's military incursion into Afghanistain; President Carter suspended the sale of 14.5 million tons of American grain to the U.S.S.R. early this month. The cutoff involves the shipment of all grain products . over and above those which the U.S. is committed to move to the U.S.S.R. under the WashingtonMoscow grain pact, begun four years ago. The President said the U.S. would honor its commitment under the basic grain pact and deliver the remainder of eight million tons of grain contracted for but not yet received by the Soviet Union. The cutoff will apply to the 14.5 million tons of INDEX wheat, corn and other feed grains t;he U.S.S.R. has sought to purchase above the base figure in the aroord. Freezing grain sales to the Soviet Union will have an impact on the U.S. merchant fleet. About one-third of the Soviet grain trade is reserved for U.S.flag vessels under a bilateral trade agreement with the Russians. A total of 28 SlU-contraeted tankers were ruled eligible by the Maritime Administration to receive subsidies for carrying Russian bound grain early this month. An additional 14 American-flag vessels also received MarAd's okay to operate under the subsidy program. ^ In addition to the grain embargo, which the Administra­ tion is terming a "suspension," Carter froze high technology Legislative News Ocean Mining Passes S,enate Page 2 SiU in Washington . Pages 9-10 NMC Wants S11B for Maritime.: Page 15 Union News George Meany Dies —Page 5 Headquarters Notes —Page 7 Letters to Editor Page 18 Brotherhood in Action .Page 35 At Sea-Ashore Page 17 SPAD Checkoff .... Back Page 79 Was a Good Year.. Page 13 Great Lakes Picture ...Page 25 Inland Lines Page 27 General News Ship's Digest Page 36 Dispatcher^ Reports; Great Lakes ..Page 33 Inland Waters ...... Page 26 Deep Sea ..Page 28 Training-Upgrading A" Seniority Upgrading Page29 Upgrading Schedule... Page 38 ^ Membership News , New Pensioners ......Page 31 Final Departures ..... - Page 34 Tax Info Pages 22-24 Special Features Voyage of a Bill in Congress. Pages 20-21 equipment sales to Russia and curtailed Soviet fishing privileges in American waters. The President's action against the U.S.S.R. stopped short of closing U.S. ports entirely to the Soviet merchant fleet. But the International Long­ shoremen's Assn. launched a boycott of aU ship-loading to the Soviet Union as well as all cargohandling on Soviet ships in U^S. east coast ports. Jhe action by the ILA will effectively close East and Gulf Coast American ports to the Russian fleet for the first time since Oct., 1972. In action related to the grain cutoff, the government an­ nounced it would buy, at the going market rate, the 14.5 million tons of grain frozen by the cutoff. Agriculture Secretary Bob Bergland told a press conference the government had decided to purchase the grain to prevent it "from having to be dumped on the market at disastrous prices." Reaction to the economic sanctions against the Soviet Union was mixed. The European Common" Market pledged to back up the U.Srby refusing to sell the Russians grain to make up for embargoed American shipments. Australia and Canada indicated similar support. But opposition to the use of trade to accomplish political ends has surfaced in Congress. Senator Adlai Stevenson (D-Ml) called the grain freeze "counter­ productive." He plans to hold hearings on the matter under theauspices of his Subcommittee on International Finance as soon as Congress reconvenes at the end of January. •h W Safefy Record of Foreign Crewed Convenience Flaggers Pitiful HE safety record of flag-of-convenience vessels manned by substandard foreign crews would be the laughing stock of the world maritime community—if it was funny. The problem is it's not funny. In fact, the miserable safety record of these ships is a deadly serious issue that becomes messier every day. Last month was no exception. No less than four major accidents involvirig foreign crewed "flag-of„ convenience ships occurred around the world in December. Two of the incidents involved the 741-ft. ore carrier Lee Wang Zin. which capsized the day after Christ­ mas ill the freezing waters off''the coast of British Columbia, Canada. A Canadian Coast Guar^ cutter reached the vessel within five hours of receiving a distress signal. But there w^ no sign of the 30-man crew. T The Lee Wang Zin is Japanese owned, registered in Panama and manned by Taiwanese seamen. The ship was enroute from Prince Rupert to Japan with a load of iron pellets. Canadian divers were doing their best to locate crewmembers that may have been trapped alive in the capsized vessel. * /The second incident occurred off the coast of Oman in the Persian Gulf. Here, the Liberian flag super­ tanker Energy Deierminaiion ex­ ploded and broke in two. The aft section of the ship, which housed the crew quartersV sunk while the forward section of the 321,000 ton tanker towed to Dubai. The vessel had a hull insurance of S58 million. The vessel wa.s not loaded when it exploded or the loss would have been much higher. The worst of the two incidents that occured in American Waters took place Dec. 19 when the 35.000 ton Liberian flag tanker Pina rammed a tug with a tow of two barges. The tanker was enroute to an 011 terminal at Good Hope, La. when the crash occurred 25 miles upriver from New Orleans. There were no major injuries, but five people sustained minor injuries in the resulting spectacular fire on the Pina. Also, 30,000 gallons of crude oil spilled into the River. The River was closed to traffic for nearly 12 hours. The fourth incident occurred Christmas Day when a' Pana­ manian flag freighter limped into Galveston after taking on water in the Gulf of Mexico. As the saying goes, "let the record speak for itself." Let's hope t'ongress takes note of the record too and finally begins taking action to keep these unsafe, poorly manned vessels out of American waters. January 1980 / LOG / 3 V r mm 'i'- J' •'T I i-r I• ,t �Congress Sets $227B Windfall Tax on Big Oil, But..! joint House/Senate confer­ ence committee has reach­ ed agreement on a $227.3 billion windfall profits tax on big oil. The bill is designed to recoup some of the exorbitant profits raked in by the nation's oil companies since the price of U.S. domestic oil was decontrolled. The conference committee compromise came only days before the first session of the 96th Congress adjourned last month. The agreement was an even split between the windfall profits tax voted by the House and the Senate; The House version, passed last June, would have returned about A Ik $277 billion to the U.S. Treasury over the life of the bill. After weeks of wrangling, the Senate finally passed their version of the bill in late December. It would recoup only $178 billion, or 38 percent of the $1,000 billion the oil companies are expected to realize in excess profits over the next 10 years. While the conference commit­ tee was able to resolve the dollar differences between the House and Senate versions of the tax, they .have yet to determine the thornier issue of how to raise that revenue. When they reconvene at the end of the month, the conference SiU's Saltiest Dispatcher, Barbara Bugghri, Retires V.T" SIU Headquarters' Dispatcher year in Staten Island to be with their Barbara Ruggieri retired Dec. 31, " daughter Pat and grandchildren 1979, closing out 22 years of service Lisa and John. The other six months to the Union and its membership. (needless to say the winter ones) will In a recent conversation, Mrs. be spent in Margate, Florida with Ruggieri recounted the story of how daughter Barbara and grandchil­ she was "only supposed to work here dren Jimmy (presently serving in the for two weeks," as a fill-in for Armed Forces in Korea)L Donna, someone on vacation. Obviously, she Robert (a.k.a. "Rocky") a^Joey. made a favorable impression on her The Ruggieri's expect to lead an employers who asked her to make active retired life and anyone who her stay permanent, a decision knows them also knows they have a neither she nor the SIU have ever bit of the gamble in them. They regretted. should have a fine time at the dog Barbara made many friends dur- _races and jai alai frontons in ing her years at the counter includ­ Florida, as well as the racetracks ing contacts from SIU contracted both there and in New York. Mr. shipping companies as well as many Ruggieri, by the way, recently Seaforers. The membership was retired from the I.L.A. after nearly especially fond of Barbara, many 40 years with the longshoremen. having brought artifacts from all BarlWra's sense of humor will over the world in appreciation for certaufly be missed around the the many favors she did for them. sec^d deck at 675 Fourth Ave. She Barbara lamented that she "would had a great knack for telling a joke— miss them very much," but quickly even if it was a little on the salty side. added that she "hoped to hear from But, perhaps New York Port Agent Jack Caffey summed up what them from time to time." Barbara and her husband Barbara Ruggieri has meant to the Andrew, who have been married for SIU when he said: "Barbara was our 47 years, plan to divide their time Bosun...and she ran a tight ship." equally between New York and Smooth sailing Barbara, we'll all Florida spending six months of the miss you. Coast Guard Sets New Regulatiions on Lifeboats The Coast Guard, in respons^ to a near tragedy at sea, has reviewed and updated Federal regulations governing the stowage of Uf^ats and ilferafts onboard all vessels engaged In ocean or coastwise service. It has made those regi^ tlons much more stringent In the ||op(»nf Increasing what It calls"the prdb^illty of survival In cases where a ship has to be abandoned." The Coast Guard's action was prompted by the sinking of tbeM/V Chester A. Poling. The vessel contained a lifeboat and a liferaft at t^e stern. When the vessel broke In balf and sank, those crewmembers on the bridge were stranded without 4 / LOG / January 1980 k- -• • • -;S is \ any llfesaving equipment other than their llfejackets. While the crewmembers were saved, It was clear to most people that the safety standards governing the carriage of lifeboats and Ilferafts were InacMquate. The new standards require that ach vessel, or tankship, engaged ocean or coastwise trade carry iWflatable Ilferafts of a sufficient n^ber to accommodate at least 50 percent of the persons onboard. Those vessels and tankshlps that have widely separated accommoda­ tions or work areas must have at least one liferaft In each such location. committee will have to find a common ground between key differences in the House and Seriate bills, including: • Taxing newly discovered oil. The House voted to tax such oil at a rat? of 50 percent. The Senate amendment on new oil called for only a 10 percent tax. (The original Senate bill, reported out of the Finance Committee, had exempted new oil from the tax entirely). • Independent oil producers. The Senate bill granted indepen­ dent oil producers who don't refine or market their oil an exemption from the tax. The House gives no such special treatment to independents. • Life of the bill. Under the House version of the bill the windfall profits tax on new oil wdls would be discontinued in 1990. But the House bill would have kept the tax on oil discoV- ered before 1979 until those wells run dry. The Senate's method of deter­ mining the life of the windfa:ll profits tax is entirely different. Under the Senate bill, once $214 billion in excess profits has been recovered, the tax ceases. That total is supposed to be reached around 1990 if, as the Senate assumed, the price of a barrel of oil goes no higher than $30 at the end of 1980. If the price of oil runs above the Senate estimate, the oil companies would be able to pocket even more money. But the Government would never be able to take more than $214 billion of it. « Among the other differences to be ironed out by the conference committee are creation of trust funds for mass transit grants, fuel assistance and an assortment of corporate tax credits. ^ WANTED ' m steward Department TJpgraders Enroll now! Job Opportunities in the Steward Department have never been better. Make these opportunities your own. .y'' Upgrade in the Steward Department at HLS Assistant Cook—throughout March Cook and Baker—throughout March Chief Cook—throughout March Steward—throughout March Fill out the application in this issue of the Log. or contact Vocational Education Department, Harry Lundeberg School, Piney Point, Maryland 20674. �Meany, Labor's Great Man, Is Dead at 85 G Out EORGE MEANY, who ded­ icated his life to bettering the lives of American workers, died on January 10th at George Washington Hospital in Wash­ ington, D.C. He was 85. It was just two months ago that Meany retired as president of the 13.6 million member AFL-CIO, a post he held since the birth of the Federation in 1955. When he retired, he had just recovered from one of the many bouts of ill health that had plagued him during the past year. He was confined to a wheelchair during the Convention. But if his health apd strength were flagging, his spirit, his wit and his ability to captivate his audience remained strong. "Today," Meany said in his final speech to an AFL-CIO gathering, "the American tradeunion movement is vital, dynamic and growing. It is strong and unified. "Labor's agenda and labor's platform are the issue of human concern," he continued. "Labor's goals are economic and social justice and, because human beings are fallible, achieving those goals requires ever new horizons and commands all of our energy." For more than half a century, the American labor movement was blessed with all of the energy at the command of the street-wise plumber from the Bronj^. Meany began his climb in the labor movement in 1919 when he was elected business representa­ tive of the Bronx Plumber's Union local out of which he came. In 1923 he became secretary of the Building & Construction Trades Council. Eleven years later he was voted president of the N.Y. State Federation of Labor. As the Federation's chief lobbyist Meany pushed more than 60 labor-backed bills through the N.Y. state legis­ lature. Meany became secretarytreasurer of the AF of L and succeeded to AF of L jPresiderit on William Green's death in 1952. [; For the next three years Meany headed up merger t^ks between the AF of L and the CIO, the two powerful labor organizations which had been warring for 17 years. On Dec. 5, 1952, Meany and CIO President Walter Reuther cemented the merger. Newspaper George Meany labor's great man Is dead at headlines announced the creation sit by as long as those rights are of "the most powerful labor force denied to any portion of the in the United States history...." population of this great country." Through the Federation's But back in 1955, when his long-cherished goal of an AFL- Committee on Political Educa­ CIO merger was realized, Meany tion and through his own considerable influence, George was just getting started. Meany kept up the fight for Elected the first and, until his economic and social equality for retirement serving as the only all, throughout his life. AFL-CIO President in the He bucked heads with no fewer Federation's history, Meany than seven U.S. Presidents. He went on to fight the battles that was once asked what he thought needed to be fought. of President Ford. "I have a very He was the champion of all fine relationship with President American workers, struggling for Ford," he quipped. "The trouble legislation that would allow any is, he won't do anything I ask him American, regardless of race, sex, to do." He didn't always get what he or religion to work at any job; to earn a decent living wage; to join wanted from Presidents and a labor union. But once those politicians but nobody under­ rights were guaranteed through estimated the importance of law, Meany directed the muscle organized labor. Or of George of the mighty AFL-CIO towards Meany. "The life wor^ of this valiant making them living reality. In his keynote speech to the man," said his successor as first AFL-CIO convention, Federation President Lane Meany said that the job of Kirkland, "would do honor to a breathing life into the nation's dozen men, if divided among was the traditiop^ of their histories. He is living proof of how much difference one America. "We speak of our freedom," he person, armed with his qualities, said. "We speak of the Constitu^ can really make in the course of tion and the Bill of Rights. I think human events." When George Meany opened we have some right to be proud of those things, to be proud of our the 13th Biennial AFL-CIO Convention in November^ l;be tradition and our heritage." . "But I think we have no right," hundreds of people packed into he continued, "to complacently the Convention hall were fully aware of the difference he had made to their lives. Convention delegates, states­ men, Federation staffers and long-time friends of Meany rose to pay tribute to the man who had dedicated his life to them. But the most eloquent tribute of all came from George Meany himself. "And to my God go my prayers," he said, "prayers of thanks for granting me more than one man's share of happiness and rewards, and prayers for His continued blessing on this nation and on this movement and on each of you." George Meany was married for 59 years to the former Eugenia McMahon who died last March. Surviving their parents are three daughters. Close friends say that Meany's own physical decline paralleled his wife's death. A wake was held for Labor's Great Man George Meany on Jan. 13 and 14 at AFL-CIO headquarters in Washington and a requiem Mass celebrated at St. Matthews Cathedral in Washing­ ton on Jan. 15. Mr. Meany's family requested no flowers. Contributions may be made to the Leukemia Society of America, 1625 I Street, N.W., Rm. 928, Washington, D.C. 20006. P) •St January 1980 / LOG / 5 r ' 1 �f 39d,000 Ton UST Pacific Crewed 390,000 dwt Ultra Gulf for her |irst load of Large Crude Carrier crude oil. ' The SIU has provided the (ULCC) tfSTPacific, crewed up last month, is now unlicensed crew for both the on her way to the Persian UST Pacific and her older T .•> -I,.. The new SlU-manned ULCG L/ST Pac/7/c is now on her way to the Persian Gulf for her first load of crude oil. (by nine months) sistership, the UST Atlantic. The mammoth ULGCs were built at the Newport News Shipyard in Virginia and are the largest ships ever built in the Western Hemis­ phere. The ships are owned by United States Trust and are operated by Interocean Management Corp. Shell Oil holds a long-term lease on both of the ULCC's. Delivery of the UST Pacific last month set a new record for large tanker construction, reported New­ port News Shipbuilding. The time from keel laying to delivery was just 11 months —three and a half months better than the previous record. The UST Pacific, as her sistership, is one of the most sophisticated ships ever built. Measuring 1,187 feet in length, and having a beam of 228 feet, they each have a capacity for carrying nearly 3 million gallons of crude oil. The crewmembers of the UST Atlantic have already won high praise from com­ pany officials for the highly professional and ^ficient manner in which^lj^ship has been operated. Seafarers have long had a reputation for being highly skilled professionals, a fact attributable to the emphasis the SIU has put on educa­ tion, training, and training facilities throughout the years. We are confident the UST Pacific will soon establish its own reputation as a well run ship. Because it's an SIUmanned ship. TOP MAN... HE EARNS TOP Murphy Wants Bill to Extend USPHS Use to Retired Seamen ^'v yy USPHS facilities have histori­ cally been the places for seamen to receive medical care. The hospitals and clinics were established over 200 years ago to serve specialized groups—most importantly, maritime personnel. What is illogical about the USPHS system is that medical care is cut off when a seaman retires because of age or disability. Now a bill has been introduced into the U,S, House of Repre­ sentatives that would reverse that policy. The legislation, which is supported by the SIU, would allo#^tired seamen to use the Public Health Service hospitals if ^hey wish to, ^Numbered H,R, 6176, the bill was offered last month by Rep, John M, Murphy (D-N,Y,), Also sponsoring the bill were: Barbara Mikulski (D-Md,); Joel Pritchard (R-Wash,), and Michael Lowry (D-Wash,), In his argument for the bill. Murphy stated, "The PHS 6 / TOG kOG / January 1980 , '. hospital system was established to provide health care to a segment of the population which serves our country as its fourth arm of defense," As Rep. Murphy put it, "It is a peculiar quirk in the law that these institutions ,,, cannot continue to care for merchant seamen once they retire," He pointed out that these hospitals "are unique repositories of that expertise necessary to treat seamen's injuries and diseases," Murphy further noted that some of the disabilities causing a seaman to retire are directly related to the sea. To then cut off care for those people at hospitals that are capable "of serving a unique population group," seems odd. Murphy pointed out. The legislation provides that anyone who is part of a medical insurance plan must reimburse PHS for treatment. Murphy said that in this way, added costs will not be imposed on the operation of "these vital hospitals;" - Pumpman You can be top man, too, Take the Pumproom Maintenance and Operations Course at HLS. It's your ticket to the top. ' It starts March 31. ^ To sign up, contactHarry Lundeberg School Vocational Education Department ' Piney Point, Maryland 20674 v Phone: (301) 994-0010 . ^•• .5, :• �-u--- _ I Crew Saves Fishermen From Sturgeon Boy Storm The SlU-contracted Mj V Buffalo (American Steamship) was on her way to Sturgeon Bay on Dec. 3 when she received a call from a tug that a Deep Sea COLA Clarification The December issue of the Log cfurried a complete rundown on the new wage rates for deep sea mem­ bers as a result of a 4 percent cost of living adjustment, wUch went into effect Dec. 16, 1979 under terms of the Standard Freightship-and Tanker Agreements. However, several inquiries have been directed to Headquarters to clarify exactly what is effected by the 4 percent COLA. The 4 percent COLA increase in the deep sea contract is applied to: • the Base Monthly Wag^^ate; • the Overtime Rate, excess of 8 hours Monday through Friday; • the Premium Rate, Sat., Sun. id Holidays; • the Penalty Rate, off watch Monday through Friday; • the Vacation Rate. . f. fishing boat in the area was m trouble. The^ 40-foot fish-tug Seabird II encountered rough weather north of Green Bay. "The big seas broke a bunch of ribs in the Seabird," said Jeff Weborg who coowns the boat with his brother. "She had an eight-foot hole in her side." The Seabird was nearly swamped when the Buffalo got the call. Even though the 638-foot self-unloader had already passed the Seabird on her way to Sturgeon Bay, the laker returned to help the fish-tug. The Buffalo swung alongside the boat shielding the small vessel from the high seas and escorted the fishtug to the calmer waW^ of the mainland bluffs. A grateful Jeff Weborg said "it wouldn't have taken much more before the entire side would have gone and she'd have been swamped " Weborg added that anytime the BMJ5QJ/O'S captain (a MEBA-District 2 member) and her SIU crew was in his vicinity he'd "have a mess of whitefish waiting," to say thanks. Look to Future If you can handle navigation and fyierate radar, you can look to a better future. You can move up in the deck department. You can work aboard the most advanced ships in the U.S. fleet, yfu can be a Quartermaster. Sign up today to tal^ the Quartermaster Coursi at HLS Fill out the application in this issuVof tl^og or contact, Lundeberg SMOOI Vocational Education Department Pifiey Point, Maryland 20674 ^ iteadquarierN /iT" by SlU Executive Vice President Frank Drozak E have come through a decade in which the entire face of the American maritime industry was drastically altered. The decade of the 70s was marked by an incredible high powered shift to automation and innovation in our industry. The ships were built larger and larger to carry ever increasing volumes of cargo. Dynamic new ideas in shipping also became a reality as the LNGs, LASH vessels, RO/ ROs and other new concepts made their marks on the industry. As the decade was coming to a close, we just began to experience the ever growing shift from steam to diesel powered engines. It would almost be an understatement to say that the changes of the 70's had a tremendous impact on our Union and the jobs of SIU members. In fact, the decade of the 70s presented us with one of the toughest and most important challenges in our history. It is with a great deal of pride, thati can say that the SIU and this membership met that challenge head on. And we did it through education. That is, training and upgrading. The Union did its utmost to provide the necessary educational programs with the help of the Lundeberg School. We developed programs of upgrading for LNG, automation, diesel, refrigeration, pumproom maintenance, and a wide range of other programs dealing in all aspects of new technology in all departments. However, these programs would have been worthless if (he SIU membership had not taken advantage of them and participated in them fully. Thanks to these programs and the membership's particlpatibh m them, we have been successful in building the best trained, most reliable pool of seagoing manpower in the world. SIU crews are recognized throughout our industry as highly competent professional teams, as well as being the best suited crews for the new high technolo^ vessels of today's merchant marine. Believe me, brothers, this solid reputation has paid off for us. Top quality reliable manpower is the SIU's best selling point when dealing with prospective new shipowners. The record in this regard speaks for itself. The SIU has succeeded in bringing under contract virtually eveiy new major ocean shipping concern to come down the ways since 1970. Probably our most important breakthrough was with the LNGs, the highest technology ships afloat. SIU members have manned 14 LNGs in less than three years. Three of these LNGs were formerly manned by Norwegian crews. However, the company. El Paso, removed the Norwegians for SIU crews simply because our crews have proved themselves the best in the world on LNGs, or any other ship. W JA, My point simply is this. The momentum we achieved in regard to training in the 70s must carry over into the '80s. I the trends toward automation that took root in the continue to grow and grow in the 80s. The SIU succeeded in building a sound, secure job base oyer the past decade because SIU members were willing to invest their time and effort to upgrade their skills. As a result, we have a product that is in big demand—skilled manpower. We simply cannot afford to let up in our efforts in the area of training and upgrading. Education must continue to be a major thrust ofthis Union. And each and every one of you must continue to participate fully and actively in these programs, both for the good ofShe Union and for your own job security. A half hearted effort will not do, because half speed just doesn t cut it in today's maritime industry. So make a resolution to take an upgrading course this year or as soon as you can. You'll be doing yourself a big favor. .V W 1' I .••31 • , V - 'i!- I '•. j. •r • ^ .• I •-I f- -ii January 1980 / LOG / 7 �^. • •. Sm«>oth Sailing on Newly Crewed LNG Sonatrach n ._ " American. The brothers onhn; onboard T HAS BEEN a hectic, yet rewarding, two months for the SIU crew of the El Paso LNG carrier Sonatrach. I \9n November 28, 1979, the Sonatrach became the first of three El Paso LNG ships— formerly crewed by Norwegians bv Nc —to take on her SIU crew. The owners of the vessel made the switch from Norwegian crews to SIU crews for one reason, and one reason alone. They wanted to protiect their multi-million dollar investment by employing the most efficient sailors they could find. Events have borne out that assessment. The SIU crew has had little difficulty in adjusting to life onboard the former Norwe­ gian vessel. If anything, the Sonatrach is running more smoothly than ever before, thanks to the special LNG training that is available to members of the SIU at the Harry Lundeberg School of Seaman­ ship, As if playing an active role in the history of the maritime industry wasp't enough, the new American crew of the Sonatrach was treated to a particularly impressive Christmas dinner by members of their Steward Department. It was, by all accounts, a veritable feast. If a crewmember didn't feel like eating roast young Christmas turkey, he could choose from the following entrees: roast sirloin of beef, baked Virginia smoked ham, broiled halibut steak. If that crewmember didn't like "whipped snow flake potatoes' he could order "baked jacket Louisiana yams." For dessert, there was a mine-field of scrumptious goodies; mince­ meat pie with rum sauce, special Christmas fruit cake, pumpkin pie with whipped cream, apple pie with chejddar cheese. And there was more, nmch more, like smoked kippers, shrimp cocktails, and table wine, to mention just a few of the items that appeared on the Christmasday menu. The crewmembers onboard the Sonatrach are very much aware of the role they are being asked to assume. If they remain as productive as they have been, other owners of foreign flag vessels may decide to ship the Sonatrach seem willing to meet this challenge. Shortly after their Christmas dinner, they sent the following note to the Log: "... With hard work and enough experienced men we took a strange foreigri built ship to sea six hours after boarding. All hands were where they were needed and all pitched in to get the quarters ready, meals served, and vessel secured. It was real harmony. The bos'n, Chief Cook, QMED's and Quartermasters handled their departments well. Compliments to Master Captaiq H.B. Sumrriey. French and Norwegian have not been spoken since we left Savannah, but the ship understood she was in good hands and performed accord­ ingly." 3 SIU fugs Free LibeHan Ship Hard Aground m BalHmore Three SlU-contracted harbor tugs, the Cape^ Henry, Cape Romaine and the Henelopen, (Curtis Bay Towing) worked around the clock last naonth to free a Liberian-flag freighter which had run aground off Chesapeake Bay. The normally routine rescue was complicated by high winds which ripped across the eastern seaboard on Dec. 17, disrupting activity in several ports. Trouble for the Liberian-flag Serajin Topic began at 5:00 A.M. when her master first radioed the Coast Guard that she was"bumping bottom." A short time later high winds, gusting at a 34-knot clip, had forced the vessel hard aground. The three SIU captains, Capt. Bryant of the Cape Henry, Capt. Fred Deiss of the Henelopen and Capt. Thompson of the Cape Romaine, told the Coast Guard they would "work through the night to free the freighter which had been forced up onto a sandbar. The three SlU-manned tugs, among the largest iil Curtis Bay's 10-boat harbor fleet, accom­ plished their mission the morning of Dec. 18. There were no injuries to the Serafin Topic's crew and the frei^ter herself was undamaged. The day after the grounding she was able to load a cargo of com at the Canton Marine Terminal grain pier arid continue on her way. Captain B.i. Beck, manager of Curtis Bay's Baltimore opera­ tion, said the company's fleet of harbor tugs is used to rescues of this sort. "We do hundreds of these jobs everyday," said Capt. Beck. But he added that the unusualy high winds "made the job very difficult. The winds kept forcing the ship onto a sandbar off Kent Island." The stiff winds forced the suspension of other activities at east coast ports. The Maryland Port Administration suspended crane operations for part of the day and several vessels were unable to dock at the Sparrows Ft., Md., ore piers. SmeHmes you're fueetl . .--•Vv • 6f swim situuHou Waterman Looking to Up LASH Fleet to 8 SIU contracted Waterman Steamship Corporation has taken steps to expand its fleet of LASH vessels, from the three it presently has in operation to eight hy the end of 1982. Two LASH vessels are already under construction in the Avondale Shipyards in New Orleans. They should be completed and delivered to Waterman by the end of next year. In addition. Waterman has reached a tentative agreement to charter three LASH vessels from Gulf Lines, the company which a decade ago had the first LASH vessel built. Waterman has asked the Maritime Administration to approve the agreement, as well as to rule that the proposed charter would fulfill certain vessel replacement obligations that Waterman incurred as a result of receiving operating differential subsidies on Trade Route 18 (U.S. Atlantic/Persian Gulf/Red Sea). The Maritime Administration has not yet ruled on Waterman's request. Netke toMwAersikJat OHIPnuedive When throwing in for work dur­ ing a job call at any SIU Hiring Hail, members must produce the following: • membership certificate • • registration card 8 / LOG / January 1980 • clinic card • seaman's papers INLAND wetf iMy m mer At MLS, we'll help you get the job seci^^pnd the higher pay you need to keep your head above watelr^pbw? We'll help yo" get the skills you need for your FOWT endorsement. Better skills mean a better job and more security. Enroll in the FOWT,Course now! Courses start on March 13 and April 10. To enndl, contact HLS or fhl out the application in this issue of the Log. X 'rim.-. v-r-rrni:. V • f 1x2 �. • L tttln to I I P Seafarers International Union of Nortli America. AFi.-C'K) On the Agenda in Congress... Congress is presently in adjournment. Both the House and the Senate are scheduled to reconvene on Jan. 21 to open the second session of the 96th Congress. ' A number of maritime matters will be awaiting Congress when it reconvenes. OCEAN MINING wm P I I I r »• The Deep Seabed Hard Mineral Re­ sources Act of 1979, also known as the Ocean Mining Bill, has been winding its way through Congress for more than two yearsi^ Jt has been strongly supported by the American labor movement, and by U.S. industry. During the past year and one-half, the bill has been studied in depth by no less than 10 Congressional committees in both the House and Senate. Before Congress adjourned, the Senate passed the bill by voice vote. But, opposition from the State Depart­ ment has prevented the full Congress from voting on this bill. The bill will come before the House Foreign Affairs Committee when Congress comes back into session later this month. The purpose of the bill is to provide certain legal protections for the American companies which will be investing many millions of dollars into the mining opera­ tions, and to insure jobs for American workers. Among other things, the bill will also require the use of U.S.-flag ships in the recovery and transportation of ores mined from the deep seabeds. WAR RISK INSURANCE The House Merchant Marine and Fish­ eries Committee completed markup Dec. 19 on legislation to extend the war risk insurance program of the 1936 Merchant Marine Act. The bill was reported out with an amendment submitted by Committee Chairman John Murphy (D-NY) which would extend the program for only five years. . We will continue our efforts to exempt U.S.-owned foreign-flag ships from being eligible for the insurance guarantees, except in a case by case basis. SPAD is the SlU's political fund and our pdHicai arm m Washiaiefon. D.C. The SIU asks for and accepts voluafary roatribotioss onh. The Uaion uses the momty doaated Co SPAD to support the elecfioa caaipa^ of kfislafors who have shown a pro«marfHme or pro-labor record. SPAD enables the SIU to work effectively oa the vital maritime issues in the Coiqeress. These are hsues timf have a direct Imjwct on the iobs and job security of all SIU mem­ bers. deep-sea.inland, and l^akes. The SlU^wfcs its members to conlinne their fine record of support for .SPAD. A member can contiibnte Co the SPAD fund as he or she .sees fit. or make no contribution at all without fear of reprisaL A copy of the SPAD report is filed with the Federal Flec­ tion Commission. It b available for purchase from the FFC in Washincton. D.C. January 1979 Legislative. Aclministrative anJ Regnlatorv Happenings INLAND WATERWAYS Legislation which would extend the deadline for preparing a master plan for improvement of the Upper Miss. River system was introduced last month by Senator Gaylord Nelson (D-Wisconsin). Existing law requires publication of a preliminary plan by Jan. 1, 1981 and submission of a final plan to Congress by Jan. 1, 1982. The program for development of a comprehensive plan for the Upper Missis­ sippi River system Was originally inserted in legislation authorizing rebuilding of Lock and Dam #26 at Alton, 111. That legislation was not signed into law until October 1978— two years after it was proposed. This new legislation would extend the deadline for filing a master plan by 19 months to make up for the earlier time lag. SIU Seniority Upgraders Visit Washington For Briefing on Seafarers Political Program As a part of the SlU's cont|nuing education program for upgrading the professional skills of Seafarers as well as broadening! their inteiiectual horizons, tl>e Union brought 10 m ire "A" Seniority Upgraders to Washington last mon h for a first-hand look at the Seafarers Union's legisk tive and political action programs. While they were ip Washington, the Upg'rading Seafarers visited the Transportation institute, the AFL-CIO Maritime Trades Department, and they had an opportunity to meet with Congressman William Clay, a Democrat from Missouri and a long-time friend of the SIU. During their visits to T.I. and the MTD, the group was briefed on the status of maritime-related legislation pending in the House and Senate, and they heard a detailed explanation of how their Union works in Washington to promote^and^rotect their jobs and job security. During their visit to Congress, the Seafarers posed on the.steps of the Capitol for this photo. Participating in the Washington visit were James Flynn, David Campbell, Larry Ivanauskai, Roger Elder, Scott R. Phillips, David Papas, Richie Wilson, Randall Story, Scott Wenneson and Ismael Wala. With the Seafarers on their tour of the Congress were SIU Washington Legislative Representative- Betty Rocker, and Lundeberg School Director of Industrial Relations Joe Wall. Victory Carriers Joins New NMC Bulk Council SlU-contracted Victory-Carriers of New York has become the sixth shipping company to join the National Maritime Council's new Bulk Carriers Council. David D.C. McKenzie, vice president of Victory Carriers, has been named to the NMC board of governors. He is also a trustee of the Transportation Institute. C. William Neuhauser, executive secre­ tary of the NMC, noted that bulk carriers are the last remaining segijient of the American maritime industry to join the Council, which also includes American-flag liner companies, shipyards, and waterfront and maritime labor unions. In addition to Victory Carriers, NMCs Bulk Carriers Council includes Apex Marine Corp., Lake Success, N.Y.; Moore McCormack Bulk Transport, Stamford, Conn.; Ogden Marine Inc., New York; OSG Bulk Ships Inc., New York, and Seatrain Lines, New York. At the present time, American-flag ships carry less than 2 percent of this country's dry bulk trade. Only 15 dry bulk ships are still registered under the American flag, most of them being more than 30 years old. January 1980 / LOG / 9 ' / • �pj (ri|( SIU ill tonsliiiitilii^^^ yitlCTlC Industry News U,S. Tankers Now Carry Only 2.8% of Our Imported Oil Two yiears have passed since the defeat of SlU-backed legislation calling for 9.5 percent of U.S. imported oil to be carried by American-flag vessels. At that time, U.S.-flag tankers carried approximately 3.5 percent of this nation's imported oil. Approximately 57 percent was carried by so-called "flag-of-convenience" vessels, which are American-owned but registered in tax-haven nations such as Liberia, Panama and Hondur^. The opponents of the proposed legislation were the big oil companies. These are the same companies who own and operate the foreign-built, foreign-manned and foreignregistered vessels. Spokesmen for the oil industry claimed at the time that enactment of this legislation wOuld not only impose unnecessary and significant cost burdens on the American consumer, but would also have a serious and adverse inflationary impact on the U.S. economy. Who ultimately benefited from the defeat of the oil cargo preference?Certainly not the consumer and certainly not the U.S.-flag merchant fleet. The consumer is burdened with trying to keep up with ever-rising fuel prices. The price of leaded regular^gas has risen from $0.56 per gallon in March 1977 tq $1.01 per gallon in November 1979. The U.S.-flag merchant fleet is carrying" even less— approximately 2.8 percent—of our im­ ported oil requirements, down from 3.5 percent two years, ago. Yet, at the same time, oil companies continue to prosper and reap recordbreaking profits. Third quarter profit reports for the major oil companies raised many eyebrows. Six of the top 13 oil companies reported profit Pack New Seatrain Head Howard M. Pack has been elected board chairman of Seatrain Lines, succeeding Joseph Kahn who died last December. Pack has been vice chairman of the line and chairman of the executive committee. He will continue as executive committee chairman. Mr. Pack has been with Seatrain since 1965 when Transeastem Associates Inc., a company owned principally by he and Mr. Kahn, acquired 93 percent of Seatrain's stock. He started his career in the shipping industry in 1950 with Transeastem, a company engaged chiefly in non-subsidized, American-flag ocean trjmsportation. •1: gains of more than 100 percent over 1978. The Energy Department has prepared $1.1 billion in fines for alleged petroleum pricing violations against two of the major oil companies. This raises the total amount of such fines against the 15 major oil companies to $8.9 billion. While the oil companies have continued to prosper, the past two years clearly illustrates that neither the consumer American-flag vessels have benefited from the defeat of the cargo preference legislation. The U.S.-flag tanker fleet now carries only 2.8 percent of the nation's imported oil. That's down from 3.5 percent in 1977. . . .. U.S. Maritime Serving Key Role in Iran Boycott Ogden Marine Buying 2 More Tankers Since the seizure of the American Embassy in Teheran by Iranian, militants, U.S.-Iranian trade has been reduced to nothing. Shortly after the embassy takeover. President Carter announced: • The U.S. would no longer purchase oil from Iran. • Iranian assets in the United States would be frozen. • The U.S. would halt the export of military parts and machinery to Iran. U.S. longshoremen's unions on all U.S. coasts have imposed their own boycott of Iran by refusing to service vessels with cargo from or destined for Iran. Currently, thousands of tons of agricultural products intended for Iran are piled up in U.S. Gulf and Eastern ports. Ogden Marine Inc. is purchasing two new medium-sized oil tankers from Sumitomo Heavy Industries Ltd. The vessels will range from 60,000 to 80,000 deadweight tons and total cost of the ships will be from $45 million to $55 million. Delivery is scheduled for the third quarter ofI981. The new vessels will be fitted with low-fuel consumption diesels and are to be of a shallow draft, wide-beam design. The announcement points out that with the delivery of the ships, along with the two U.S.-flag product tankers now under construction at Avondale Shipyards, the Ogden fleet will consist of 33 vessels having an aggregate dead-weight of 1,887,000 tons. NMC Hosting Forum To Discuss Maritime Reform A one-day review program in which industry leaders will discuss the status of maritime reform bills being readied in Congress will be sponsored Feb. 4 in New York by the National Maritime Council. Scheduled to participate in the session are Reps. John M. Murphy and Paul N. McCloskey Jr., chairman and ranking minority leader, respectively, of the House Merchant Marine and Fisheries Committee. Also invited to take part are Sen. Daniel K. Inouye, chairman of the Senate Subcom­ mittee on Merchant Marine, and Sen. John Warner, ranking minority leader. Thomas W. Gleason, president of thb ILA will be luncheon speaker. US Fleet Declines; But Overall Capacity Hits Record Tonnage The privately-owned deep-sea fleet of the U.S. merchant marine climbed to a new record of 22.9 million deadweight tons (DWT), according to the latest statistics released by the U.S. Maritime Adminis­ tration. Compared to a year ago, the total number of ships in the U.S.-flag fleet decreased by 11 vessels, but the overall capacity increased by 1.2 million tons. Once again, the large increase in capacity despite the loss of 11 ships reflects the larger sizes of the new ships added during the last 12 months, and the comparatively small sizes of the older vessels scrapped or sold during that period. A number of U.S.-flag vessels are in layup or in yards for repair work, according to the MARAD report, so that the active ocean-going fleet stands at 689 ships with a combined capacity of 21.6 million DWT. The MARAD report also revealed tl^ another 56 merchant ships—tota^g nearly 2.6 million DWT—are presently under construction or on order in privatelyowned American shipyards. These new additions to the U.S.-flag fleet include ten tankers, six liquefied natural gas (LNG) carriers, 12 intermodal vessels, II dry-bulk carriers, three cargo break-bulk ships, and eleven special-type vessels. 10 / LOG / January 1980 C \ ^ 3 .n �51.U 's . 1 .4 th LNG, 'lirgo, Is T ' I . HE SIU is now manning 1 4 LNG carriers w�th highly trained and qualified crews. The newest is Energy Trans­ portation Corp.'s LNG. Virgo. She was named for the zodiac sign of the virgin; but the Virgo, Energy Transportation's $ 1 00 million baby, is ready for action. The 936-foot Virgo is the eighth a,nd final addition to Ener:gy Transportation's LNG fleet. Like her seven sisters, she has the most s o p histicated , technological equipment built into every part of her, from her engine room console to her cargo control room. By the end of 1 980, Seafarers could be aboard 1 7 LNG's pending shipyard completion of three more gas carriers fo r El Paso. · ' The firgo has a dual fuel system, making itpossible for her to run on the boiloff from ' her cargo of LNG when loaded, or on bunkers. Along with the rest of Energy Transportation's astrologically­ dubbed .J;.N G fleet, the Virgo will be making a regular Indonesia­ tcrJ apan run. SheJll haul 1 25,000 cubic meters of liquid natural gas at minus 265 de�rees Farenheit in her five mammoth storage tanks. She'll be able to on- or off-load in only 12 hours. And she'll be l o�ded with safety features. Those safety features include a double bottom. hull; a collision avoidance system and extensive on-deck firefighting capability, all standard equipment for an L N G vessel. Because when you're moving a cargo 4s volatile · eady_ for Acti n farers who ship in any . depart­ ment on an LNG vessel have a solid worl9ng knowledge of both the cargo and the equipment aboard shfp. That know-how comes fro� the special training courses every member of an SIU LNG crew is required to take at HLS. That . . spebial training is the ticket an individual · Seafarer �eeds to sail as part of an LNG crew. And it's the. ticket that will enable the Union to keep doing . what we said we'd do: , provide skilled, capable crews for the most modem equipment :the U.S. maritime industry can come up with. as LNG, you take maximum safety precautions to minimize the possibility of an accident. Clean Safety Record Maximum safety is the reason Energy Transportation crews their eight LNG, vessels with SIU crews. The SH.J's safety record aboard LNG carriers has been top-notch. In the two and one half years since Seafarets boarded the first LNG vessel ever built in the Western hemisphere, there hasn't been a single mishap of note due to human error. There's one reason the SIU's , safety record is so good. Sea- Ogden Champi on C�mm ittee ' • .... •• • '* * * * '* * - · · · • When . Stars Come Out at Ni ht, • g • * * * Your Pay Goes Up! * * * • , : Sl U A Rec r Te d Babkowski (2nd le I) m 1 out · n T Ogden d Bosun Elmer. Baker (2nd r h ) ship 's cha rman o Cnamp1qn \Ogden Marin� ) at a payoft 'The rest of the Ship Corr'l'mitt e are 1!1 (I. to r.) C h i ef Stewa rd N ick A rd rews. secretary-reporter; E ngine Delegate Ray Sc hwartz and Deck Delegate F rank Rediker. The tankship paid off at Stapleton Anchorag e , S I, N Y · Deep Se� Pact Sets 9 Holidays The deep sea membership should · be awa re tbat a t<ltal of nine days in 1980 are d esignated as holidays, as per the Standard Freightship and Tanker Agreements. Following is a run down of the designated holidays: January 1 New Year's Day February 1 2 Lincoln's Birthday Febru ary 1 8 W ashingt on 's Birthday · Notice to Members .\' You're 1kilkd in Celestial Navigation. • ¥ So en roll in the Celestial Navigation co urse a t H LS I t 'll help ¥ ..\' you learn what yo u need to .know to earn the Ocean Opera- ..\' .. tor Over 200 Miles L icense. And that m ea ns a better job arid k T" m ore m o n ey! ..\' Con tact the L u n deberg School or fill o u t the applka tion . th is· iss ue of the Log. Co u rse sta rts March 1 7. ! in -¥ ..\' ! The teachers at H LS give every student all t h e individual h e lp _ So H LS is the place to team celes tial T" na viga t ion. The staff is there to help you get ahead. T" h e n eeds to s ucceed. ..\' • .il · · · · · · · · · • • -tr · ··· · . .. rif-i'i"'pij:: ·ijfif.lii"iQJif•:5z:-: $ - .. �,-- ·""r- · & ii-X i � t'iii4i4r4iii,' ai #i-ii "" ;z t.o"1.1ii--------: '"�'·: · , ; ·;j"�·�-'i;.""'��--- "'"'-·; -:;--,·;::;=•.;"'··�:;.:::�:.'.;..::.oo��;:·�\·.:.:.�.:. :·•.-, ,' :.:...-:����::'.'.:: .:..:. ·- -'=· �� -::--- . _ given to all seamen who possess Lifeboatman · endorsement by the United States Coast Guard. The S eafarers Appeals Board may waive the preceding sentenc e when, in the �ole judgment .of the Board, undue hardship will result or extenuating circumstances .war­ rant. such waiver." Also, all entry rated members must show their last six months discharges. Eurther, the Seafarers Appeals Board has ruled that "C classifica­ tion seamen may only register and ' sail as ·entry . ratings in only one . membership certificate • ,registration card • clinic card -•. seaman's papers • valid, up�to-date passport In addition, when assigning .a job the dispatcher will comply with the following Section 5, Sub­ section 7 of the SIU Shipping • · · Rules: "Within each class of seniority rating in every Department, prior· ity for entry rating. jobs shall be ;;.:.:c:�: :_-_... ;:� �!;... -�.;;;;-; ""' On Skipping Procedure When throwing in f�r "·ork ciur­ ing a job call at any SIU Hiririg Hall, members must produce the following: May 26 Memorial Day July 4 Independence Day September 1 Labor Day N ovember 1 1 A rmisti ce Day November 27 Thanksgiving D ay December 2 5 . C hristmas Day . depa rtment " January 1 980 I LOG I 1 1 . :.. :·::,-_-...:. ..:..='"..:....: ::;;:.;:::.:,.::.':.:... 'r.:"::-'<=-'�''"'"-'""'"""';;:.::!:�:=-'::�-��"".;c;�:.::;;,•;;:;.;:.:::=::=:;.: -�---�-���� - �-- -= '-""'-"-"'.':!'�"''""-�- . ._.._'"' '''-'''�--"�7.:.r·.:-.· =�·� : -:-.:�.:::'. . "'�, ·.�·:·:--_ �1-"- • •/ . • ^ -. .r' y' y -. SlU Plans Paid Out Record $39 Million in 1979 ,j-,- ,i In 1979, the Seafarers'Welfare, Pension and Vacation Plans paid out over $39 million in benefits to SlU members—ileep sea. Great Lakes and inland waters—and their dependents. The total figure is $39,055,121.27. These figures printed below demonstrate once again that lob security is only one aspect of the overall security provided the SlU membership. - ^ ^ 'f' •- Seafarers Welfare, Pension, and Vacation Plans Cash Benefits Paid Number of Benefits SEAFARERS WELFARE PLAN ' l;.' !•, ii -f.! «• t • t i-,. ELIGIBLES Death In Hospital Daily @ $1.00 In Hospital Daily @ ^.00 Hospital & Hospital Extras Surpicol.«•••'«••* Sickness & Accident @ $8.00 Special Equipment Optical...... Supplemental Medicare Premiums DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors'Visits in Hospital Surgical Maternity..... Blood Transfusions Optical Special -Equipment Amount Paid 137 1,970 2,566 265 -48 61,771 22 1/373 487 ^ .... PENSIONERS & DEPENDENTS Death.... Hospital & Hospital Extras Doctors'Visits & Other Medical Expenses Surgical Optical Blood Transfusions Special Equipment Dental Supplemental Medicare Premiums 5,936 2,310 2,339 441 12 1,119 " MEDICAL EXAMINATION PROGRAM SCHOLARSHIP PROGRAM..... BLOOD BANK PROGRAM SPECIAL SERVICES DEPARTMENT TOTAL SEAFARERS WELFARE PLAN 2,365,593.18 150,204.01 449,252.03 1^ ^ 2,059.40 44,158.41 ~ ^ 211 3,496 3,069 283 811 10 38 65 27,736 866,981.61 1,970.00. 7,698.00 65,204.65 ,17,958.05 494,168.00 6,020.75 55,401.90 28,903.07 \ 727,460.46 621,693.68 260,039.20 59,057.19 32,513.29 1,216.20 11,317.15 13,796.41 260,980.70 _ 94 _ _ 116,690 974,715.96 4^22.88 TlC727.24 ^3,661.88 9,000,389.81 SEAFARERS PENSION PLAN Pension TOTAL SEAFARERS PENSION PLAN 35,682 35,682 9,597,585.52 9,597,585.52 SEAF^ERS VACATION PLAN l^®®P 3ea i. Great Lakes District Inland Boatmen's Division TOTAL SEAFARERS VACATION PLAN 9,246 1,517 3 663 14,426 TOTAL WELFARE, PENSION & VACATKM . 12 / LOG / January 1980 , .. . v~7 166,717 ^ 16,336,178.53 1,684,883.48 2.436.083.93 20,45^145.94 -$39,055,121.27 �1 ^ The year 1979 was a d^ficult one for many peopie, both in the U.S. and around the world. The eco­ nomic and political turmoil of the last few years con­ tinued, and the prospects for 1980 aren't much brighter. But for SIU Seafarers and Boatmen, it was a good year. New ships and boats brought more jobs and better Union, ben^ts brought more securityS Following are some of the significant events that benefitted SIU members over the past year. I- , tSPHS Made Optional jobsg increased benefits for SlU members Great Lakes Association of. Marine Operators and Kinsman Lines received four Cost of Living Adjustments. This raised their hourly rate for 1979 by 82 cents. And in the inland field many SIU members received Cost of Living Adjustments under their contracts.. For instance, SIU Boatmen employed by Sabine Towing and Transportation received a COLA of 5.7 percent in July. It was retroactive to May 1. Currently, about one third of the SIU's inland contracts" have COLA clauses. Pension Increases Board of Trustees of the Vacation Plan reduced the employment eligibility for Boatmen from 125 days to 75 days. The Trustees felt that the 125-day rule was restrictive on Boatmen because of their work schedule. Welfare Plan Eligibility, Benefits Initial eligibility requirements for both Seafarer^ and Boatmen were also reduced last year by the Board of Trustees of the Seafarers Welfare Plan. In order to better meet the needs of the members, especially new Boatmen and Seafarers, the Board reduced initial eligibility for the Welfare Plan from 125 Another item that reflects the Union's constant attempt to days to 75 days. Last year, also, more and more improve contracts, occurred early last year. The first of two beneficiaries began to feel the deep sea pension increases went results of the graduated death into effect on Jan. 1,1979 raising benefit negotiated in 1978 as part the pension from $350 to $400. of the Seafarers Welfare Plan. By the end of 1979, 28 As negotiated in June 1978, the normal deep sea pension will be beneficiaries of SIU members raised, in two stages, from $350 had been awarded the maximum death benefit of $20,000. to $450. Another occurrence that Also in 1979, the first Early reflected the Union's concern for Normal Pension checks were issued to inland members. members' dependents took place Boatmen had not been eligible in February of last year. That's for the Early Normal Pension in when the decision was made to the past. But in 1978 the Union expand Family Day at the negotiated such a provision into Headquarters' Medical Clinic from one day a week to two days. 11 inland contracts. Probably the most impor­ tant and historic benefit for Sea­ farers and Boatmen occurred near the end of the year. In November the Board of Trustees of the Seafarers Welfare Plan voted to allow SIU seamen dnd boatmen the choice of using a USPHS hospital or a private facility. Historically, American seamen and boatmen have used the USPHS facilities. And that has been the rule eyy since the inception of fh^HSeafarers Wel­ fare Plan in 1951. But the SIU, ever mindful of its members wellInland Vacation Benefits being, realized that the USPHS Another benefit for inland alone isn't adequate today to members took the form of a rule meet the needs of all of the change concerning vacation menlbers. eligibility. Effective May 1, 1979 the Deep Sea Wages Up ll*/2% Bettering USPHS Services In ah effort to improve health care for maritime workers at USPHS facilities, the Union began its participation l^t year in a newly formed group called the Seamen's Health Initiative Plan (SHIP). Started by the USPHS itself, the program involves a number of studies that are very important to seamen, such as, "Safety Aboard Ship." One of the results of SHIP has already come about.- In October, a new USPHS Hospital dental clinic for seamen was opened inSan Francisco at the SIU Medical Center. Seamen on today's fast turnaround Ships will now be able to get quicker dental treatment. New Ships & Boats More job opportunities opened up for Seafarers and Boatmen as new ships and boats came under SIU contract. One of the biggest develop­ ments was the crewing by the SIU of seven more LNG ships. This included three ships that El Paso Company switched over from Norwegian crews^ to American crews. Seafarers also crewed the largest ships ever built in the Western hemisphere. They're the 39,000 dwt tankers, USTAtlantic and UST Pacific. A number of inland companies added new boats to their fleets. Among others, they include Higman Towing Company's boat the Joe M. Powell; three of G&H's 11 new tugs; Interna­ tional Oil Transport's boat. Diplomat, and Curtis Bay's shipdocking tug, Ccpe Romain. On the Great Lakes, the 1,000foot SlU-contracted ore carrier Indiana Harbor was christened. Over the past year the wages of deep sea members have gone up IV/2 percent. On June 16, Sea­ farers received a percent wage increase as per the Standard Freightship and Tanker Agree­ ments negotiated the year before. Six months later^y on Dec. 16, deep sea members received an­ other increase as per the con­ tracts. This time it was a 4 percent Cost of Living ^Adjustment (COLA). Besides base wages, both increases also applied to the overtime, preidNhaJ and penalty rates off watosK^^Mbn. thru Fri. The increases applied to the deep sea vacation benefits as well. - •> f .. V •.. 1: Lakes, Inland COLAs Also on the Great Lakes, Seafarers under contract with the \. . '4^. The LNG Libra, was just one of many new ships and new tugs hnd tow boats crewed by SIU menibers in 1979. ^ January 1980 / LOG / 13 o sttae Ififtiit'ii m-' �imKRonsRwanranoBRK^ "?f 'i- ; •;iik - . ';• ir fl- ^1;. •kil '• •', ^•f|. 1 .•! '. SlU Representative John Dwyer (right) visits with three'SlU pensioners at Staten Island's USPHS Hospital; they are (I. to r.): Ralph Spiteri. Harry McDonald and Jack "Saki Jack" Dolan, .1-K 1 ':•. James R. McPhaul (i.)Jprmer Chief Steward on the ST Worth, exchanges Season's Greetings with rep Dwyer. Some Good Cheer for the New Year for Drydocked Seafarers; In keeping with the SIU's Christ­ Passing out Christmas Cards, hospitalized during the yuLetide. ffs Tradition John regularly makes visits to the mas tradition, SIU representative cartons of cigarettes or cigars and John Dwyer visited with members who were conflned to sickbeds over the Christmas and New Year's Holidays at the USPHS hospital in Staten Island, New York. the customary extra $25.00 which SIU members are entitled to only during the holiday season, Dwyer helped to spread a little Christmas cheer among the brothers who were USPHS facility to issue the daily benefits eligible members are en­ titled to under the normal sickness and accident provision of the Welfare Plan. i 'vo '- 'i ' j;'' 'i!^.i '• • ^' ! . :i^ • •!.. r :-,,- i\ r' •; !":• r ,. 1 . •'( '• f -I AB Harvey Richards, who last sailed on the Oversea Alaska, gives John Dwyer the necessary information for in-hospital benefits. .1'• i"-'"i A MESSAGE FROM YOUR UNION y 'i i •I Leo Gallagher (left) holds up his $25.00 Christmas Bonus check; while Steve .Homka displays a Christmas card he received from the SIU. Both Leo and Steve are recertified bosuns. DONT ^HACKLED TO , DRUG^/ THEVleE • DUMB DANGEROUf DESTRUCTIVE DEADLY \:t ... AND YOU za/s voua AAP£iff ,, £OR l/P£.'-' fe: - -• -..A ,f„.. 14 / LOG / January 1980 . 4 • �NMC Proposes $1UTB for Maritime in '80s L ABOR unions, shipping com/ panics, and shipbuilders have all contributed to an innovative package of Ideas to strengthen and modernize the U.S. merchant marine. The views of these groups. Including the SIU, were pre­ sented last month to Congress as part of a 50-page report by the National Maritime Council (NMC). Founded in the early 1970's, the NMC Is a non-profit organization composed of maritime labor and management. Its purpose Is the encouragement and development of a strong and healthy U.S. merchant fleet. The package of suggestions by the NMC comes as a response to the proposed legislation entitled the "Omnibus Maritime Regula­ tory Reform, Revltallzatlon, and Reorganization Act of 1979". Numbered H.R. 4769, the legislation was Introduced Into the U.S. House of Representa­ tives by Congressmen John Murphy (D-N.Y.) and Paul McCloskey (R-Callf.). Since Its Intfpductlon several months ago, there have been many hearings on the measure IL- before the House Subcommittee Inc., these 300 ships would be on. Merchant Marine. Interested divided between 135 liner vessels parties, such as the NMC, have and 165 bulk carriers. been making their opinions Of the $11.7 billion, $7.9 known on this extensive and billion, or an average of about important piece of maritime $720 million per year, would go legislation. to the CDS program. An average To expand this country's of about $203 million per year, or commercial fleet, the NMC $2.2 billion over the decade, proposed that $11.7 billion be would go toward the ODS pro­ made available by the U.S. gram. government. Most of this money The rest of the money would go would go for the Construction to other NMC proposals de­ Differential Subsidy (CDS) signed to keep the U.S. merchant program for new ship construc­ marine competitive with cheaper tion and the Operating Differen­ foreign fleets. tial Subsidy (CDS) program. One would be a five percent tax These subsidy programs help credit for the use of U.S.-flag dry keep the American fleet competi­ bulk vessels. Another would be the fuel tive with cheaper foreign fleets. The money proposed by the conservation program. Under NMC would cover the period of this plan, ships would be repow1980 to 1990. ered to use more efficient fuel. Coupled with other NMC Amoss said that the prime proposals, the Council feels that candidates for repowering are this subsidy money will help ships under 15 years old with build 300 new ships over the engines over 20,000 shaft horse­ decade^ power. He cited a study that As^xplained to the Subcom­ identified about 70 ships for mittee by W. James Amoss, repowering. chairman of the NMC's Board of Amoss noted that"... repower­ Governors and president of ing is crafts intensive low volume Lykes Brothers Steamship Co., work. Under these conditions, U.S. yards can be much more competitive^ith foreign yards. The other advantage of this program is that contracts for repowering can be placed fairly quickly and provide near term work for the yards until the new building program can provide long term stability." Other NMC proposals in­ Take the Diesel Engines Course cluded: at HLS • Elimination of the 50 per­ cent ceiling on CDS. It's Four Weeks Long • Permission for a ship to be It Starts March 31 built foreign and still be eligible for ODS. However, the ship could only be built foreign if To enroll, contact HLS or fill out the application in this there are no CDS funds available. issue of the,Iog. ^ Provision of a per diem (daily) subsidy for any new bulk vessel. Ships Are Powered Differently Today Cash In On The Changes except a tanker over 60,000 dwt. • Allowance of bilateral bulk shipping agreements with statecontrolled economies. Also, the acceptance of such agreements in trades where the U.S. trading partner initiates or reserves bulk cargoes for its bulk fleet. • An easing of restriction on the entry of subsidized carriers into domestic trades. • Permission for CDS-built vessels to be sold foreign after ten years. Proceeds from the sale would be put into a fund for the construction of an equivalent vessel in the U.S. within two years. • Strengthening of the Secre­ tary of Commerce's authority to administer cargo preference laws. • Preclusion of the Military Sealift Command from provid­ ing service where a privately owned U.S.-flag operator is giving point-to-point ocean transportation service. • Elimination of the 50 per­ cent duty on overseas repairs for foreign-to-foreign bulk vesseUj--emergency repairs abroad, or in cases where repairs in the U.S. would involve extreme economic loss. • Provision of a five-year tax depreciation schedule for a U.S.flag ship built in America, and a ten year tax depreciation sche­ dule for a U.S.-flag vessel built foreign. Meanwhile, in the Senate Commerce Committee, Senator Daniel Inouye (D-Hawali) has introduced and held hearings on various maritime bills. It's expected that there's a long way to go before the full House and the Senate agree on a maritime bill for the 1980's. But the SIU will monitor all develop­ ments to make sure the interests of its members are protected. Point Judy Committee • 1V: ; \ The Ship's Committee of the ST Point Judy (Point Shipping) are shown here at a payoff recently at Pier 12, Brooklyn, N.Y. They are (I. to r.) Deck Delegate George Oberle, Bosun E. Odom, ship's chairman; Engine Delegate Barry Kiger and Steward Delegate Roy Miller. January 1980 / LOG / 15 w - -J �The practical instruction is given on desk top pieces of equipment, osciiioscopes and osciiiators. Seafarers pan make a circuit and test it during their training. The Electronics course attracts seafarers who work as elec­ tricians. The students iearn the basic operations of circuits and transistors. Marine Electronics Jack Funk, one of the graduates of the Electronics course, directs a signal into the circuit of modules he Just made. With the oscillator, he can see what is happeiiing to the signal as it goes through the circuit. Seafarers the Challenge The vessels of today are much more advanced than those of thirty years ago. New pieces of equip­ ment are showing up. The job of every seafarer is to be able to work on this equipment. Some of the equipment, however, is controlled by electronic circuits which are very new and unknown to most of us. We can tackle this problem just like we learned automation. The Lundeberg School is now offering an Electronics course for seafarers who have worked as electricians. The course is six weeks long and prepares seafarers to work on equipment controlled by elec­ tronics. The instructor for the course is Terry Connor. He has had many years of experience working with teletype machines and air­ borne communications platforms. He said, "Electronics is not an area to fear. Anyone who has been working with electricity has been exposed to electronics without knowing it. Electronics is just refined electricity." The firstX Electronics course began on November 5. During the course, the students reviewed the theory of electricity and learned how to apply the knowledge they have to electronics. The practical instruction is done with'oscilloscopes. They are desk top pieces of equipment that can be used to make and analyze a circuit. The students also use the Sine Square Oscillator to direct a signal into the circuit. Through the use of the oscilloscope, the students can actually see what is happening to the signal as it passes through the circuit. John Chivars, one of the graduates of this new course, has worked about four years as an elec­ trician. He said, "The Electronics course is a real eye-opener. I have really learned a lot. It is amazing what one of those transistors can do. All you do is turn a button and the little modules do all the work. I have enjoyed the challenge of the course." Jack Funk, also a graduate of the course, feels that all seafarers who are experienced electriciani; should come to the Electronicji course. He commented tha " through the class field trips, the students learned that there is a lack of qualified help to work on electronics systerns. 'The only way to be qualified to do the job is to come to the Lundeberg School." Instructor Terry Connor and the Lundeberg School want you to take advantage of the Electronics course. The next course begins February 11. To enroll, fill out the application in this issue of the Log or contact the Vocational Educa­ tion Department of HLS. The Electronics course helps seafarers like John Chivars to add to their knowledge of electrical and electronic equipment aboard a vessel. With this new knowledge, they are becoming skilled in a new and important area of shipboard operations. 16 / LOG / January 1980 ; •• , ^ •. : •• �4^,.. At Sea ^ Ashore SS Santa Paula The SS Santa Paula (Delta Line) this month carried 34,000 of cargo for the U.S. Military Sealift Command (MSC) to ports in California, Oregon, Washington, Hawaii and Alaska. VLCC Massachusetts V The VLCC Massachusetts (lOM) got the green light last month from MARAD to enter the Alaska-Panama oil trade for six months; Exxon was to get the first charter. The 264,073 dwt supertanker was built in 1975. Nev/port News Shipyard MARAD also last month okayed the financing worth almost $25.5 million for the Ariadne Co. (Berger Group) to build here a 39,700 dwt tanker by June 1981. The 16 knot, 644-foot vessel will use the stern of the 1956-built ST Cities Service Norfolk. SS United States Set to make a comeback early next year in the nation's passenger trades is the SS United States (U.S. Cruises) laid up for the last 10 years. The liner is now in a berth at the Newport News (Va.) Shipyard. She will sail on Feb. 15-18 to the Norfolk (Va.) Shipyard drydock for modernizing (four swimming pools and tennis court) and refitting costing $35 million. When she resumes service she'll have a crew of 450 and 1,300 passengers in 650 luxury staterooms and six restaurants. The United States will cruise six months between Los Angeles and her home base, Honolulu, Hawaii. Cruises to other isles are also anticipated. U.S. Cruises is based in the port of Seattle. On Nov. 15-6, President Carter signed a law allowing operation of the United States, SS Santa Rosa, SS Independence, SS Monterey and the SS Mariposa in the domestic trades. It's Your Move Port Everglades, Fla. Sea-Land began last month to operate this port's first permanent, speedy, shoreside crane—a $2.6 million, 30-ton gantry. Before, a rented mobile crane moved the containers here off the weekly calling SL-18 containerships. The North Europe-bound S-L Consumer was the first ship loaded by the new crane last month. Washington, D.C. More than 200 U.S. shipping company bigwigs and safety directors have until Feb. 22 and Apr. 18 to send in thein 1979 hero rescue and safety entrants picks to the American Institute of Merchant Shipping (AIMS) Jones F. Devlin and Ship Safety Achievement Awards Contests. Also sponsored by the National Safety Council, the ship safety awards go to those vessels (and crews) who during last year did outstanding feats of rescue and seamanship. Entries close Feb. 22. The Devlin Awards go to the ships which for two and four consecutive years are accident-free. A crewmember must not have lost a full turn at watch because of an occupational injury. Entries close Apr. 18. Seattle The Boeing Airplane Co., maker of the B-17 Flying Fortress, B-29 Superfortress and 747 Jumbo Jet, is going into the shipping business. In a joint venture, Boeing plans at a cost of $I billion to build four new U.S. 350,000 dwt tankers burning three fuels to carry coal to the Far East from a new terminal and new 650-mile slurry pipeline. The 10-milliori tons of coal a year of Emery, Utah coal would go to Japan, Taiwan and Korea for 25 years from the Oxn^^, Calif. Terminal, 50 miles north of Los Angeles. X The tankers, if built in U.S. yards, would cost $600 million—half paid by MARAD. They would burn, in port, natural gas to avoid air pollution, low sulphur fuel five hours after leaving port and coal afterwards. The double-hulled tankers could also carry oil. Boeing hopes the project could get off the ground by 1987. ai: . ..J Buffalo, N.Y. The American Steamship Co. is having b^vo diesel bulk carriers built. One is a 32,100 dwt ship worth $28.8 million set for delivery in March from the Bay Shipyard, Sturgeon Bay, Wise. The other due in October is a 23,825 dwt vessel worth $31.5 million, also from Bay Shipyard. New York MARAD has let Farrell Lines, under NMU contract, trade in to the Gq^empent eight of its 17-20-year-old breakbulk C-3s and CT4S for a $20.3 million credit toward the cost of a newly-delivered 27,340 dwt containers hip, the SS Austral Pioneer worth $73.3 million. Turned in to the U.S. Reserve Fleet (now 21 ships) at James River, Va., were the SS African Comet, Mercury, Meteor, Neptune and Sun and SS Export Adventurer, Agent and Ambassador. Farrell turned in four vessels to the fleet in mid-1979 and may turn in eight more ships in mid1980. ' ^-• Stonewall Jackson Committee • ••I MAKE IT IN THE RIGHT DIRECTION— Make your move toward good pay, excellent working con­ ditions, a secure future. Enroll now in the LNG Course at HLS. Next class starts March 31. Contact the Harry Lundeberg School, Vocational Education Department, IPiney Point, Maryland 20674, or fill out the application in this issue of the ( Making out a dues receipt for Chief Cook Wheeler Washington (seated Left) last month is SlU Rep Teddy Babkowski (seated right) at a payoff aboard the LASH Stonewall Jackson (Waterman). The remainder of the Ship's Committee^and a crewmember are (standing I. to r.) Recertified BoSun Carl Lineberry, ship's chairman: Engine Delegate Tony Cruz. AB Stanly La Grange, Deck Delegate; OS Gerard Lyons, Steward Delegate Felix Caban and Chief Electrician David Alleyne, educational director. The LASH paid off at Pier 7, Brooklyn, N.Y. January 1980 / LOG / 17 "i•' - -1liiiiiiifjilKS' ,»• - "J. - k- �;'•! LETTERS TO THE EDITOR He Did Right By Schotarship As we all know a college education is a necessity in today's world. Whether it be in business, medicine or engineering there is a great demand for educated men and women. Unfortunately in this time of financial stress, the expense of such an education is immense. Most Americans do not have the financial capacity to send their children to college without a great deal of sacrifice. I am forever in the SIU's debt for giving me the opportunity to be one of those educated people. The Union allowed me to get a well rounded education in the process of becoming a mechanical engineer thanks to my $10,000 Scholarship. This engineering field encompasses an unlimited range of work. Its scope ranges from nuclear and conventional powWplants tdlhe design and construction of submarine support systems. As you can see the opportunities for learning and for advancement facing me are countless. The scholarship program has assisted me and others to achieve goals which otherwise would have been beyond our grasp. I sincerely hope the SIU can continue and enlarge this program to aid its members and their families. As a recipient of this scholarship I consider it a great honor and will strive to reflect this honor in my future work. Again I wish to thank the Trustees of the "Charlie Logan Scholarship Program" for the opportunity to gain the education needed to achieve my personal goals. Without the assistance of the Seafarers Union my future would not look as bright as it does right now. Very truly yours, Edward V. Gilabert Brooklyn, N.Y. / Loved Delta Bolivia Crew •iu- I have just read the completed passenger questionnaires from the most recent voyage of the SS Delta Bolivia whereby the passengers unanimously praised our service. Over the years the SS Delta Bolivia has developed a reputation for outstanding passenger service and it is a pleasure to see these high standards being maintained. It is also significant to note that half the passengers are sensitive to the fact that we are a U.S. flag operator and this point is an important factor for them. The good will generated by the actions of the ship's crew contributes immeasurably to Delta Line and the U.S. flag merchant fleet. The passengers have identified three of the ship's force for individual recognition, the Master, Capt. E. J. Howie; the Purser, Mr. b. Coleman; and the passenger B.R., Mr. P. Siems. The efforts of the crew were well received by the passengers and by those of us in New York. We commend the officers and crew for maintaining the best traditions of the U.S. merchant marine. Very truly yours, Thomas V. Mac Ewen CfoMnd Manager of t^ieratioiis Delta Line New York, N.Y. Here's a pix of Memory Lane Troubadours Joe and Genevieve McAndrews. Joe is an SIU Pensioner. Memory Lane TroubtidfHtrs Hi there from Texas! So far my wife and I are really enjoying retirement. For our hobby we are dancings We enjoy going to dances anyway and we are with the Senior Citizens Recreation Group; We call ourselves the Memory Lane Troubadours (about 30 of us). We dress sort of Gay '90s. My wife dances in a chorus line that does a dance to "Carolina in the Morning," and I'm in with the Dancing Grandfathers. We dance to "When My Baby Smiles at Me." We put on our dancing programs at nursing and retirement homes five or six times a month. Our show is about I '/^hours. Then we ask the audience to dance. If they are in wheelchairs, we wheel them to the music. They do enjoy it a lot. And we come away with a great feeling that we've brought some sunshine into some unfortunate peoples' lives. Fraternally, Joseph & Genevieve McAndrews Houston, Texas Top Notch Services I sincerely wish to thank everyone associated with the Union and the Seafarers Welfare Plan for the help given to my husband and I during his illness. I will long admire the ability of the Union to handle the medical claims of my husband, quickly and efficiently during his illness in June 1978 and again in October 1979. ^ I am proud to say that my husband has been a member of the SIU since 1942. My husband still wishes he could be sailing. My husband and I would just like to let the.SIU know that it has been a privilege and pleasure to have sailed with this great union. We wish all our Union brothers and sisters smooth sailing with the best union around. , With Sincere Thanks Mrs. Victor Menor VIsaUa, Calif. Early Pension Checks Helped I believe I speak for quite a lot of SIU pensioners in thanking the Seafarers Pension Plan for its thoughtfulness and compassion in getting us our pension checks early for Christmas and the holidays. It certainly came in handy. It makes me feel veiy good to know that my. son and two grandsons are also members of this great union. Fiatcmaily, John R. Shaw, Sr. Dehona, Fla. / LOG / January 1980 �•J Mid-East Crises Focus Need for Beefed up U.S. Fleet T HE New Year is barely off the ground but it already looks like 1980 won't go down in the history books as a time of international harmony. The crisis in Iran is already into its third month and the Admini­ stration doesn't expect any reso­ lution in the near f^uture. President Carter is seeking a United Nations-backed blockade of all exports to Iran except food and medical supplies. If the U.N. doesn't sanction such a trade cutoff, the U.S. is expected to act unilaterally. International relations have been further strained by the Soviet Union's recent military intervention in Afghanistan. Calling Russia's action "the greatest threat to peace since the Second World War," the Presi­ dent ordered a freeze on grain anjd high technology equipmentsales to the U.S.S.R. It's important to note that the common denominator linking the recent grim events in the Moslem world is maritime. In commerce as well as in times of national emergency, a strong, capable merchant fleet is indispensible. The SIU has repeated over and over again the vital importance of building up our domestic mer­ chant fleet so it is capable of serving the needs of the nation in peacetime as well as in time of crisis. to carry only one quarter of A build-up of the U.S. flag fleet U.S. military and domestic would, of course, mean more jobs requirements. and improved job security for the If the United States had to rely members of this Union. But our exclusively on our national fleet efforts on behalf of a revitalized for the bulk of our foreign trade U.S. merchant marine go way we'd be in big trouble. The U.S. beyond our own interests. Recent flag fleet today is able to carry a world events make it crystal clear scant five percent of our overall that a strong American-owned, imports and exports. American-manned, AmericanThe United States has al­ flag merchant marine is in the best—and most pressing—inter­ lowed our national merchant fleet to deteriorate to a level ests of this nation. Right now, the fortunes of the where that fleet can no longer U.S. merchant fleet are at their answer our own trade needs. In lowest ebb in history. Our diy time of peace such neglect is a bulk fleet carries only two per­ disgrace. In time of war or cent of U.S. dry bulk trade today, national emergency it would be a even though 40 percent of all U.S. disaster. The House Merchant Marine oceanbome foreign trade is dry & Fisheries Committee recently bulk. Last year, Americaiv5lag tank­ held hearings to determine ers carried only 2.8 percent of our whether the U.S. fleet would be liquid petroleum imports. And able to operate a military sealift those are peacetime oil require­ when 95 percent of U.S. ammunition, fuel, equipment ments. and supplies would have to move If the United States were involved in a military conflict by sea. The answer, from witness today the nation's petroleum after witness, was a resounding needs would increase. The U.S. "no/ Military and maritime indus­ flag tanker fleet, currently the strongest segment of the U.S. try experts told the Committee merchant marine, would be able that the nation's ability to ; •: conduct a sealift depends heavily on two variables: commitments for assistance from our allies and the participation of the merchant vessels which are U.S.-owned but sail under flags of convenience. Our NATO allies have already indicated an unwillingness to make firm naval commitments. And several witnesses before the House Committee questioned the wisdom of relying on vessels which, though U.S.-owned, are registered under foreign flags and crewed by foreign seamen. What witnesses, armed with facts and figures, <old the Com­ mittee comes down to the simple rule of survival: the only one to count on when It counts Is yourself. Right now, the U.S. can't count on herself for seapower. And we won't be able to count on ourselves unless Congress and the Administration give the highest priority to increasing the size, performance capability and military relevance of the U.S. flag merchant marine. The stakes are too high to do j": less. Offfidol PubUcoHon of tho Sooforori Intornotionol Union of North Amorico. AHonlk, Gulf, Lokot ond Inlond Walmt Dhtrid, AFl-OO Jonuory/ INO =: Hi Vol. 42, No. 1 Executiv* Board Paul HaU President Frank Drozak Executive Vice President Joe DiGiorgic Cal Tanner Secretary-Treasurer Vice President James Gannon Editor Ray Bourdius Edra Ziesk . Assistant Editor Assistant Editor Don Rotan Marietta letta Homa Homayonpour Mai^Siegel Hall West Coast Associate Editor Assistant Editor Assishmt Editor Frank Cianciotti Dennis Lundy Writer / Photographer Photography .oseitub ive Assfsitant Administrative George Vana Production!Art Director Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage paid at Brooklyn, N.Y. (ISSN mi60-2047) January 1980 / LOG / 19 A •U- �,)" : • f / 61 A: I ' :\ i'j •ii'r.aLiEJy«^4-fcri-;tt- 1*; - J I'?. - V V. •-jiSU-, WASHINGTON, D.C vr \ tW-i J f M :l y The Long & Often Turbulent Voyage of a Bill Thru Congress ,,v ?• 1/ ^r «• :v f. .iJkL . 1 ' ' •: • . • . V- " , >1. • V '• li"':; V'"v . liK'-- . \ •fe IK '!• ' -> ... /K -'"•;| I.' • "I" i' ' f• ;i;' . If- •r :v:K ^ iT ORE than at any other time iVl in our history, we seamen are affected by forces outside our immediate control. The most important of these forces can be summed up in one word: Congress. During the past half century. Congress has greatly expanded its influence over the day to day activities of private citizens. It has, for example, become in­ volved in almost every aspect of the maritime industry. That involvement has important rami­ fications for individual sailors. To give just one example: many seafaring Jobs are funded in part by Congressional subsidies. Without these subsidies, the number of jobs available to members of this Union could be drastically reduced. Since Congress plays such a prominent role in the lives of seamen, the question arises: how does Congress operate? How does a bill become law? To understand how a bill becomes law, one must be aware of the nature of Congress. Congress responds, it seldom leads. People who want some­ thing from Congress must speak up, loudly. More often than not, ideas for legislation come from groups outside of Congress. Most Congressmen are generalists who are forced to rely on the knowhow of others. Their staffs are not large enough to keep abreast of every development affecting this nation. In presenting an idea to a Congressman for consideration, an organization or individual should be as specific as possible. The one thing that Congressmen and their staffs lack is time. They can't be bothered with vaguely worded proposals. Relating this to the maritime industry, the key issue confront­ ing our Union is job security. It is not enough, however, for repre­ sentatives of the SIU to go to a Congressman and say, "Give my people job security!" They would get nowhere. Rather, to be effective, which they are, representatives of this Union approach Congressmen with caref^ully worded proposals dealing-with particular issue^ (e.g. the revitalization of the passenger ship industry). Approaching a Congressman with an idea for a bill is not easy, for the nature of his job makes him highly inaccessible. It is one of the greatest ironies of our political system that legislators who are dubbed representatives of the people have little or no time for the people that they represent. To remain politically visible to the voters, a Congressman must make frequent trips to his Congressional district, at least until he becomes an established figure on the scale, say of Mount Rushmore. His weekdays are filled with Congressional debates ' and Committee hearings. Nights are spent studying issues or attending political functions. Job of a Lobbyist The inaccessibility of Con­ gressmen is one of the major reasons why organizations retain lobbyists to represent their interests on Capitol Hill. Lobbyists: some people con­ sider them slightly less respect­ able than child molesters. In standing Committees, such as the actuality, however, they serve a Senate Finance Committee or the valuable political function. House Committee on Merchant In order to be effective, a Marine and Fisheries. The lobbyist must spend his time standing committees are in turn building contacts which will help broken up into smaller subcom­ him gain the ears, if not the mittees (i.e. House Subcommit­ hearts, of those Congressmen tee on Merchant Marine). who will get his bill passed. There Subcommittees are roughlyl are all sorts of variables involved comparable to an unlicensed l in this process, such as the crew onboard a ship. They do the reputation of the organization back-work which keeps Congress that the lobbyist represents, But running smoothly. two variables stand out: a Subcommittees are respon­ lobbyist must maintain a steady sible for rewordinjg bills so that presence on Capitol Hill and he their language conforms to must be well-briefed. political realities and legislative By maintaining a steady niceties. They gather informapresence on Capitol Hill, a -tion, pro and con, on matters lobbyist can establish a working pending before the committee as relationship with members of a whole. They hold hearings and Congressional staffs. This is an listen to witnesses testify on the important part of a lobbyist's merits of proposed legislation. duties, for staff members often Once a Subcommittee has have a great deal of influence on finished all of its fact-finding how a Congressman ultimately duties, it presents its findings to decides to vote on an issue. . the committee as a whole. The Being for the most part committee then decides whether overworked and underpaid, or not to recommend passage. Congressional staff members If a committee recommends appreciate lobbyists who present passage, the bill is reported outo them with thorough and wellcommittee. If a bill is not reasoned briefs, for that frees reported out of committee, it has them to dp other work. virtually no chance of being A dependable lobbyist backed enacted into law. by a hard-working and profes­ Once a bill is reported out o sional research department is committee, it must be placed on worth his weight in gold. the agenda for floor action. If a bill is not controversial, it is The Journey Begins placed on the consent calendar If a lobbyist can persuade a and hastily passed. If not, then it Representative or Senator to must be placed on the regular sponsor a bill, that Representa­ calendar. tive or Senator will sign his name Where a bill is placed on the to it. Once that happens, the bill regular calendar is extremely is introduced and referred to an important. Congress has only a appropriate standing committee. limited amount of time to consider the merits of an over­ The Senate and the House of Representatives are both broken whelming number of bills. Oncea up into a differing number of Congressional session ends, if a iy/^4 ^ ijI, bill has not been passed, the bill is dead. Many Called, Few Chosen Only a small number of bills that are introduced each session are referred to committee, reported out of committee, placed on the calendar, and passed. An even smaller number are enacted into law. If a bill has been passed by the Senate, it must also be passed by the House. Remember: there are two houses of Congress. In order to be enacted into law, a bill must be passed by both of them. The House and the Senate are different legislative bodies with different procedures. The House has 435 members, while the Senate has only 100. The Committee structures of the two houses are not exactly the same. Senators serve six year terms. Representatives only two years. These differences and others add up to one fact: that in many instances, the House and the Senate will pass different ver­ sions of the same bill. When that happens, the Senate and the House each select three or more members to sit in on a conference committee aimed at coming up with a compromise bill. The members are chosen from committees in which the bill was introduced. Sometimes, the Senate and the House conferees cannot agree on a common bill. When that happens, the bill dies. If common language is found, then the bill is reported back to both the House and the Senate. If both bodies pass the final version of the bill, the bill is sent to the President who either signs it into law, or vetoes it. L/ w -•-'.I' 3iLL C. , 1 iU w y Mm diiiMiitu St .r-.- // 0 0 0^ ml ji", 'i. .:ii •'v"^'" '• •f-1 •• . ; '-'" vj • •' •>• ,• ;v,. ^ rillt-llllV l" r -I- V_ > i Vr �TaxTime Again, UGH! \ it's that time of the year again brothers. Tax time! Deadline day for filing is April 15, 1980. X/nless you have a good excuse for not filing within the specified time period, the Internal Revenue Service will slap you with penalties. The earl^r you file your tax return, the better. Because if you are entitled to a return (hope^lly most of us are), the earlier you file the quicker you get your return. As is the custom this time of year, the Log prints some general information regarding your tax returns. Following is that report. Change, Highlights in the Tax Law for 1979 Tax Rates Have Been Decreased and Personal Exemptions Have Been Increased For most taxpayers, the tax rates have been decreased. The deduction for personal exemptions has been increased from $750 to $1,000, This increase also applies to the extra exemptions for age and blindness. These changes have already been figured into the Tax Tables. Zero Bracket Amount and Incodie Levels for Filing Have Been In­ creased The Zero Bracket Amounts have been increased for all taxpayers. For those who file as Single or Head of household, the amount has been increased from $2,200 to $2,300. For Married taxpayers filing jointly and Qualifying widow(er)s with a'deppendent child, it has been increased from $3,200 to $3,400. For Married taxpayers who file separately, it has been increased from $1,600 to $1,700. The levels of income for which you must file a return are also higher. bility will increase or decrease accordingly. General Tax Credit Has Expired The general^x credit expired on December 3U 1978. You cannot claim it this year. Unemployment Compensation May Be Taxable If you received unemployment compensation payments after De­ cember 31, 1978, they may be taxable. Political Contributions The limit for the credit allowed for political contributions has been doubled. For 1979, you can claim one-half of what you gave, but not more than $50 ($100 if you are married filing a joint return). However, you may no longer claim an itemized deduction for these contributions. No Deductions for State and Local Gasoline Taxes You may no longer claim State or local gasoline taxes as an itemized deduction. Earned Income Credit Has Been Increased Both the maximum amount you can earn and the maximum credit you can get have been increased. The income ceiling for eligibility has been increased from $8,000 to $10,000. The credit can now go as high as $500. New Advance Earned Income Credit Payments If you received advance payments of the earned income credit from your employer, you must file a tax return even if your income was below the minimum level for your filing status. If your allowable credit is different from the advance pay­ ments you received, your tax lia- No Alternative Tax Computation The alternative tax computation for capital gains expired on Decem­ ber 31, 1978. You can no longer use this method to figure your tax. Minimum Tax Has Been Revised The minimum tax was revised by the Revenue Act of J 978. There is also a new alternative minimum tax for which you may be liable. Standard Mileage Rates Increased The standard mileage rate for business use of a car or truck has been increased to 18'/i cents per mile for the first 15,000 miles. For each mile over 15,000, the rate will continue to be 10 cents. The stan­ dard mileage rate for charitable, medical, or moving purposes has been increased to 8 cents per mile. Child and Dependent Care Credit The credit for child care payments is available for payments made to a relative regardless of whether the qualifying relative's services consti­ tute employment for social security purposes. Some General Information in Filing Tax Returns Who Must Ffle Your income and your filing status generally determine whether or not you must file a tax return. You must file a return for 1979, even if you owe no ta»: ' And your income was at least: If you were single (this also means legally separated, divorced, or married with a dependent child and living apart from your spouse for all of 1979) and: Under 65 $3,300 65 or over 4,300 If you were married filing a joint return and living with your spouse at the end of 1979 (or on the date your spouse died), and: Both were under 65 One was 65 or over Both were 65 or over 5,400 6,400 7,400 taxable dividends, interest, or other unearned income of $1,000 or more 1,000 If you were married filing a separate return or married but not living with your spouse at the end of 1979 1,000 If you could be claimed as a depen­ dent on your parents' return, and had If you were a qualifying widow(er) with a dependent child and: Under 65.. ... 4,400 65 or over 5,400 Long-Trip Tax Problems A major tax beef by seamen is that normally taxes are not withheld on earnings in the year they earned the money, but in the year the payoff took place. For example, a seaman who signed on for a five month trip in September, 1978, paying off in January, 1979, would have all the five months' earnings appear on his 1979 W-2 even though his actual 1979 earnings might be less than those in 1978. There are ways to minimize the impacts of this situation. For example, while on the ship in 1978, the Seafarer undoubtedly took draws and may have sent allotments home. These can be reported as.l978 income. Unfortunately, this raises another complication. The seaman who reports these earnings in 1978 will not have a W-2 (witholding state­ ment) covering them. He will have to list all allotments, draws and slops on the tax return and explain why he doesn't have a W-2 for them. Furthermore, since no tax will have been withheld on these earnings in 1978, he will have to pay the full tax on them with his return, at 14 percent or upwards, depending on his tax bracket. The earnings will show up on his 1979 W-2. The seaman then, on his 1979 return would have to explain that he had reported some of his earnings in 1978 and paid taxes on them. He would get a tax refund accordingly. ^ In essence, the seaman would pay taxes twice on the same income and get a refund a year later. While this will save the seaman some tax money in the long run, it means he is out-of-pocket on some of his earn­ ings for a full year until he gets the refund. This procedure would also un­ doubtedly cause Internal Revenue to examine his return^, since the income reported would pot coincide with the totals on his W-2 forms.. That raises the question, is this procedure justified? It is justified only if a seaman had very little income in one year and very consid­ erable income the next. Otherwise the tax saving is minor and probably not wortb the headache. If you could exclude income from sources within U.S. possessions 1,000 If you were self-employed and your net earnings from this work were at least $400 If you received any advance earned income credit payments from your employer(s) during 1979 Even if your income was less than the amounts shown above, you must file a return if you owe any taxes, such as: • FICA (Social Security) on tips you did not report to your employer. • Minimum Tax. • Tax on an IRA (Individual Retire- , ment Arrangement). • Tax from recomputing a prior year investment credit. These rules apply to all U.S. citizens and resident aliens, including those under 21 years of age. They also apply to those nonresident aliens and resident Continued on Page 23 22 / LOG / January 1980 •if: �Continued from Page 22 alien^jwho are married to citizens or residents of the United States at the end of 1979 and who file a joint return. Who Should File Even if you do not have to file, you should file to get a refund if income tax was withheld from your pay. Also file if you can take the earned income credit. If you file for either of these reasons only, you may be able to use Form 1040A. Form 2555, Deduction from, or Exclusion of, Income Earned Abroad. Form 4563, Exclusion of Income from Sources in United States Posses­ sions. • You owe any of the taxes on Form 1040, line 36 or lines 48 through 52. • You claim any of the credits on Form 1040, lines 39 through 45. • You claim any of the payments on Form 1040, lines 58, 60, or 61. • You are required to fill in Part III of Schedule B for Foreign Accounts and Foreign Trusts. separated on December 31, consider yourself single for the whole year. State law governs whether you are married, divorced, or legally separated. If you were married on December 31, consider yourself married for the whole year. Ifjyou meet the tests for Married Persons Who Live Apart (and Aban­ doned Spouses), you may consider yourself single for the whole year. If your spouse died during 1979, consider yourself married to that spouse for the whole year, unless you remarried before the end of 1979. *.( you for Head of household, no entry When to File is needed. You should file as soon as you can Where to File 2. Your married child, grandchild, Married Persons after January 1, but not later than April. Please use the addressed envelope foster child, or stepchild. (You must Joint or Separate Returns? 15,1980. If you file late, you may have to that came with your return, or use the be entitled to claim this person as Joint Return. In most cases, married pay penalties and interest. address for your State. If you do not your dependent without Multiple couples will pay less tax if they file a If you know that you cannot meet the have an addressed envelope, or if you Support Agreement.) joint return. You must report all April 15 deadline, you should ask for an moved during the year, mail your return 3. Any other person listed below income, exemptions, deductions, and extension on Form 4868, Application to the Internal Revenue Center for the tyhom you can claim as a dependent. credits for you and your spouse. Both of for Automatic Extension of Time to File place where you live. However, this person does not you must sign the return, evpn if only U.S. Individual Income Tax Return. one of you had income. qualify you if he or she is your 4 Rounding Off to Whole Dollars Which Form to File dependent under the rules for De­ You and your spouse can file a joint You may round off cents, to the You MAY Be Able to Use Form pendent Supported by Two or More nearest whole dollar on your return and return even if you did not live together 1040A if: Taxpayers. for the whole year. Both of you are • You had only wages, salaries, tips, schedules. But, if you do round off, do responsible for any tax due on a joint Brother Grandparent so for all amounts. You can drop unemployment compensation, and not Sister Sister-in-law • amounts under 50 cents. Increase return, so if one of you does not pay, the more than $400 in interest or $400 in other may have to. Stepbrother Son-in-law dividends. (You may file Form 1040A amounts from 50 to 99 cents to the next Stepsister Daughter-in-law, Ifyour spouse died in 1979, or in 1980 even if your interest or dividend income dollar. For example: $1.39 becomes $1 before filing a return for 1979, write in Stepmother or if related by and $2.69 becomes $3. was more than $400 if you are filing only Stepfather ; blood: Uncle^ - -^ the signature area "Filing as surviving to get a refund of the earned income Amended Return Mother-in-law Aunt spouse." Show the date of death in the credit), Use Form 1040X to change an income name and address space. Father-in-law Nephew AND tax return you have already filed (Form Brother-in-law Niece Separate Returns. You can file 1040 or Form 1040A). • Your total income is $20,000 or less separate returns if both you and your ($40,000 or less if you are married and spouse had income, or if only one of you Were You a Qualifying Widow or E^esidential Election Campaign Fund filing a joint return). " had income. If you both file, you and Widower With a Dependent Child? You may have $1 go to this fund by Since Form 1040A is easier to If so, you may be able to use joint your spouse must figure your tax the checking the Yes box^ On a joint return, complete than Form 1040, you should return rates for 1979 and use Tax Table both of you may choose to have $1 go to same way. This means if one itemizes use it if you can unless Form 1040A lets this fund, or, both may choose not to. deductions, the other must itemize. You B or Tax Rate Schedule Y. you pay less tax. However, even if you If your spouse died during 1978 or each report only your own income, meet the above tests, yoii may still have One may choose to have $1 go to this exemptions, deductions, and credits, 1977 and you did not remarry before the fund and the other may choose not to. to file Form 1040. If you check Yes, it will not change the and you are responsible only for the tax end of 1979, file a return for 1979 showing only your own income, exemp­ due on your own return. You MUST Use Form 1040 if: tax or refund shown on yoiir return. tions, deductions, and credits. However, If you file a separate return, write • You itemize deductions. Do not claim this amount as a credif you can figure your tax at joint return • You claim more exemptions than are for contributions to candidates for your spouse's full name in the spaqe rates if you meet all 3 of the following after Box 3 and your spouse's social shown in the tax table for your' filing public office on Form 1040, line 38. security number in the block provided tests: status. , Other Information a. You could have filed a joint return for that number. • Your spouse files a separate return Death of Taxpayer If your spouse does not file, check the with your spouse for the year your and itemizes deductions. Exception: Did the taxpayer die before filing a boxes on line 6b that apply if you can spouse died. (It does not matter whether You can still use Form 1040A if you return for 1979?—If so, the taxpayer's . you actually filed a joint return.) have a dependent child and can meet the spouse or personal representative must claim the exemptions for your spouse. b. Your dependent child, stepchild, or tests on page 6 under Married Persons file a return for the person wh(fdied. A Were You a Head of Household? foster Child lived with you (except for Who Live Apart (and Abandoned personal representative can be an There are special tax rates for a temporary absences for vacation or Spouses). person who can meet the tests for Head school). executor, administrator, or anyone who • You can be claimed asa dependent on is in charge of the taxpayer's property. of household. These rates are lower than c.'You paid over half the cost of keeping your parents' return AND had interest, up the home for this child for the whole If the taxpayer did not have to file a the rates for Single or Married filing a dividends, or other unearned income of return but had tax withheld, a return separate return. year. You may use this filing status ONLY $1,000 or more, AND had earned must be filed to get a refund. • Check Box 5, Qualifying widow(er) income of less than $2,300 if single (less If your spouse died in 1979 and you IF on December 31, 1979, you were with dependent child, and sKow the year than $1,700 if married filing a separate did not remarry in J979, you can file a unmarried (including certain married your spouse died in the space provided. return). persons who live apart (and abandoned Do not claim an exemption for your joint return, you can also file a joint • You are a qualifying widow(er) with a return if your spouse died in 1980 before spouses)) or legally separated and meet spouse. (You can claim the exemption dependent child. test a. or b. below: only for the. year your spouse died.) filing a return. a. You paid more than half the cost of • You were a nonresident alien during If your spouse died in 1979 and you A joint return should show your any part of 1979 and do not file a joint spouse's 1979 income before death and keeping up a home which was the did not remarry, consider yourself return (or Form 1040NR). married for the whole year. If your your income for all of 1979. Please write principal residence of your father or mother whom you can claim as a spouse died before 1977 and you did not • You were married to a nonresident "Filing as surviving spouse" in the area alien at the end of 1979 who had U.S. where you sign the return. If someone dependent. (You did not have to live remarry, you may check Box 4 if you source income and you do fiot file a joint else is the personal representative, he or with that parent.) OR met the tests under Were You a Head of b. You paid more than half the cost of return. Exception: You can still use she must also sign. Show the date of Household? Form 1040A if you meet the tests on death in the name and address space of keeping up the home in which you lived Otherwise you must file as Single. and. in which one of the following also page 6 under Married Persons Who Form 1040. Exemptions lived all year (except for temporary Live Apart (and Abandoned Spouses). If you want more details, please get For Yourself absences for vacation or school): • You take any of the Adjustments to PubUcation 559, Tax Information for You can always take one exemption Income shown on Form 1040, lines 23 Survivors, Executors, and Administra­ I. Your unmarried child, grandchild, for yourself. Take two exemptions if through 29. tors. foster child, or stepchild. (This you were blind, or65 or over. Take three • You file any of these forms: person did not have to be your exemptions if you were blind and 65 or U.S. Citizens Living Abroad dependent.) Form 1040—ES, Declaration of over. Be sure to check all the boxes on Generally, ^foreign source income Estimated Tax for Individuals, for 1979 must be reported on your return. Please Note: If you are filing as ~Head of line 6a for the exemptions you can take (or if you want to apply any part of your get Publication 54, Tax Guide for U.S. household because of an unmarried for yourself. 1979 overpayment to estimated tax for Citizens Abroad, for more information. child, grandchild, foster child, or You can take the extra exemptions 1980). stepchild, who is noi your dependent, for age 65 or over and blindness only for enter that person's name in the space Schedule G, Income Averaging. Filing Status yourself and your spouse. You cannot provided on line 4. Enter only one - • "S • Form 2210, Underpayment of Esti­ Were You Single or Mattiid? If you were single, divorced, or legally name. If any other person qualifies mated Tax by Individuals. Continued on Page 24 • HI : 0 ^.1 • •1 • H. i • v;:,! .^1 M• January 1980 / LOG / 23 •IL' �Do not include in support items such as income arid social security taxes, premiums for life insurance, or funeral expenses. Capital items—You must include capital items such as a car or furniture in figuring support, but only if they are actually given tor, or bought by, the dependent for his or her use or benefit. Do not include the cost of a capital item such as furniture for the household or for use by persons other than the dependent. In figuring total support, you must include money the dependent used for his or her own support, even if this money was not taxable (for example, social security benefits, gifts, savings, welfare benefits, etc.). If your child was a student, do not include amounts he or she received as scholarships. Continued from Page 23 take them for dependents. Age and blindness are determined as of December 31. However, if your 65th birthday was on January 1, 1980, you can take the extra exemption for age for 1979. •d •• .• For Your Spouse You can take exemptions for your spouse if you file a joint return. If you file a separate return you can take your spouse's exemptions only if your spouse is not filing a return, had no income, and was not the dependent of someone else. Your spouse's exemptions are like your own. Take one exemption if your spouse was neither blind nor 65 or over. Take two exemptions if he or she was blind or 65 or over. Take three exemptions if blind and 65 or over. Be sure to check all the boxes on line 6b for the exemptions you can take for your spouse. If at the end of 1979, you were "divorced or legally separated, you cannot take an exemption for your former spouse. If you were separated by a divorce that is not final (interlocutory decree), you may take an exemption for your spouse if you file a joint return. If your spouse died during 1979 and "you did not remarry before the end of 1979, check the boxes for the exemp­ tions you could have, taken for your spouse on the date of death. f •• is • 'i: ;<• " •:{ •• i." c. Married Dependent The dependent did not file a joint return with his or her spouse. d. Citizenship or Residence The dependent was a citizen or resident of the United States or Canada or Mexico, or an alien child adopted by and living with a U.S. citizen in a foreign country. e. Relationship The dependent met test l.or 2; below. 1. Was related to you (or your spouse if you are filing a joint return) in one of the following ways: Child Stepbrother Stepchild Stepsister Mother Stepmother Father Stepfather Grandparent Mother-in-law Brother Father-in-law Sister Brother-in-law Grandchild Sister-in-law Children and Other Dependents Please enter on line 6c the first names of your dependent children who lived with you. Fill in the total number in the box to the right of the arrow. Please enter on line 6d the full names and other information for your other dependents. Fill in the total number in the box to the right of the arrow. Each person you claim as a dependent has to meet ALL 5 of these tests; a. income; h. support; c. married dependent; d. citizenship or residence; and e. relationship. These tests are explained below. / -T- b. Support The dependent received over half of his or her support from you, or is treated as receiving over.half of his or her support from you, under the rules for Children of Divorced or Separated Parents, or Dependents Supported by Two or More Taxpayers.- If you file a joint return, the support can be from you or your spouse. Support includes items such as food, a place to live, clothes, medical and dental care, and education. In figuring support, use the actual cost of these "items. However, the cost of a place to live is figured at its fair rental value. <( Son-in-law Daughter-in-law or, if related by blood: Uncle Aunt Nephew Niece 2. Was any other person who lived in your home as a member of your household for the whole year. The term child includes: • Your son, daughter, stepson, or stepdaughter. • A child who lived in your home as a member of your family if placed with you by an authorized placement agency for legal adoption. • A foster child who lived in your home as a member of your family for the whole year. Student Dependent. Even if your child had income of $1,000 or more, you can claim the child as a dependent if he or she can meet tests b., c., and d.above: AND • was enrolled as a full-time student at a school during any 5 months of 1979, or • took a full-time, on-farm training course, during any 5 months of 1979. (The course had to be given by a school or a State, county, or local government agency.) Children of Divorced or Separated Parents. If a child's parents together paid more than half of the child's support, the parent who has custody for most of the year can generally take the exemption for that child. However, the parent who does NOT have custody (or who has the child for the shorter time), may take the exemption if a or b below, applies. That parent gave at least $600 toward the child's support in 1979, and the decree of divorce or separate maintenance (or a written agreement between the parents) states he or she can take the exemption, OR b. That parent gave $1,200 or more for each child's support in 1979, and the parent who had custody cannot prove a. Income The dependent received less than $1,000 gross income. (This test does not have to be met for your child who was under 19 or a full-time student at least 5 months of the year.) that he or she gave more than the other parent. NOTE: To figure the amount of support, a parent who has remarried and has custody may count the support provided by the new spouse. Dependent Supported by Two or More Taxpayers. Sometimes two or more taxpayers together pay more than half of another person's support, but no one alone pays over half of the support. One of the taxpayers' may claim the person as a deperident only if the tests for income, married dependent, citizen­ ship or residence, and relationship discussed earlier (tests a, c, d, and e) are met. In addition, the taxpayer who claims the dependent must: a. have paid more than 10% of th; dependent's support; and b. attach to his or her tax return a signed Form 2120, .Multiple Support Declaration, from every other person who paid more than 10% of the support. This form states that the person who signs it will not claim an exemption in 1979 for the person he or she helped to support. Birth or Death of Dependent. You can take an exemption for a dependent who was born or who died during 1979 if he or she met the tests for a dependent while alive. This means that a baby who lived only a few minutes can be claimed as a dependent. Income Examples of Income You Do Not Report Federal social security benefits. Welfare benefits. Disability retirement payments and other benefits paid by the Veterans Administration. Workmen's compensation benefits, insurance damages, etc. for injury or sickness. Child support. Gifts, or money or otli^er property you inherited or that was willed to you. Dividends on veterans' life insurance. Life insurance proceeds received be­ cause of a person's death. Interest on certain State and municipal bonds. Amounts you received from an insur­ ance company because you lost the . use of your home due to fire or other I casualty to the extent the amounts were more than the cost of your normal expenses while living in your home. (You must report reimburse­ ments for normal living expenses as income.) Amounts an employer contributed on your behalf and benefits provided as an employee or the spouse or depen­ dent of an employee, under a quali­ fied group legal services plan. Interest (Schedule B) on: tax refunds; bank deposits, bonds, notes; U.S. Savings Bonds; certain arbitrage bonds issued by State and local governments; and fcoimts with savings and loan assotiatibns, mutual savings banks, redit unions, etc. n^mploymen^ compensation. Amounts] receiwd from accidejiTand ieallh-plans in place^^aggs, if your mployer paid for the policy. Fair market value of goods or services yop received in return ifor your services. / Business expense reimbursements you deceived that are more than you spent ^or these expenses. Aljmony, separate maintenance or ^upport payments received from and deductible by your spouse or former kpouse. Refunds of State and local taxes if you deducted the taxes in an earlier year and got a tax benefit. Life insurance proceeds from a policy you cashed in if the proceeds are more than the premiums you paid. Profits from businesses and professions (Scfiedule C). Your share of profits from partnerships and small business corporations (Schedule E). Profits from farming (Schedule F). Pension^, annuities, endowments (Schejdule E), including lump-sum distributions (Form 4972 or Form 5544).; Gains frdm the sale or exchange of real estate, securities, or other property (Schedille D or Form 4797). Gains froin the sale of your personal residency (Schedule D and Form 2119). i Rents and royalties (Schedule E). Your share of estate or trust income, (Schedule E) including accumulation distributions from trusts (Form 4970). Supplemental annuities under the Rail­ road Retireirient Act (but not regular X Railroad Retirement Act benefits). Prizes and awards (contests, raffles, lottery and gambling winnings). Earned income from sources outside the United Statesl(Fprm 2555). Directors fees, i Fees received for jury duty and precinct election board duty. Fees received as an executor or adminis­ trator of an estate. Embezzled or other illega,l income. , Examples of Income You Must Report The following kinds of income should be reported on Form 1040, or related forms and schedules. You may^need some of the forms and schedules listed below. fiM Wages, including salaries, bonuses, commissions, fees, and tips. Dividends (Schedule B). 24 / LOG / January 1980 ii:v v - _ ----I , „ - . ' • . r.'Tri —'i-rr--.-, r. • •, 'TTj'Kr-»>'•'•,••"j f-T - F'W r-' sme-oBiia - •. �office. The post was created by Chicago's Mayor Jane Byrne in July to boost the port's sagging business. During his tenure as port director McLaughlin kicked off several programs to promote the port and negotiated leasing and licensing agreements with the Iroquois Landing terminal operators. The port's general manager, Frank Martin, Jr., will assume the executive director's duties until a permanent successor is found. The takes Picture » • • American Steamship has sold the ore carrier Consumers Power to another SIU-contracted company, Erie Sand Steamship Co. Erie will run the Consumers Power in place of the 1907-built J. F. Schoelkopf which is destined for the scrapper. * By mid-month just about all of the SllJ-contracted Great Lakes fleet will have arrived at their winter berths in Green Bay, Toledo, Duluth, Chicago, Cleveland and Buffalo. Some Great Lakes vessels were still running as late as the first week in January, including the SlU-contracted H. Lee (American Steamship) and the S. T. Crapo (Huron Cement). But with the Jan. 8 closing of the Soo Locks, Great Lakes shipping is expected to settle into a very quiet winter. CHICAGO The recently-appointed executive director of the Chicago Regional Port District, Martin McLaughlin, resigned after only three months in ' \ A Greek freighter that ran aground in the St. Lawrence Seaway on Dec. 16 will have to winter in the Seaway. Seaway officials said the vessel exceeded the waterway's 26-foot draft and she would run aground again if she tried to exit. The freighter, which grounded because of a mechanical failure, is expected to berth at Port Weller for the winter. A total of eight vessels failed to reach the designated call-in points in the Seaway by the deadline of midnight, Dec. 18. That deadline was extended from the original closing date of Dec. 15. Seven Canadian lakers and one Liberian-flag oceangoing vessel had to pay an $80,000 operational surcharge for missing the'cutoff date. Vessels on their way out of the Seaway came to a dead halt at the end of November for a little over 24-hours after a Canadian and a Yugoslav freighter collided in the American Narrow's section. . --"' ^ » * * • * i ST. LAWRENCE SEAWAY American Steamship Co.'s ore carrier Nicolet sustained $4 million worth of damage over the Christmas weekend when a fire tore through the vessel dockside in Toledo. The company plans to repair the ore carrier but the restoration will take some time. * » The Women's Calumet traffic Assn. is exactly what its title says. Membership is open to any woman employed in the traffic field and their numbers have been growing. Chicago's Daily Calumet recently devoted a full-page to a feature story plus photos on the Women's Calumet Traffic Assn. Most of the members work in the trucking industry. A few represent rail transport. But one long-time Assn. member is Gerry Borozan, a friendly and helpful part of the Chicago Union hall for the last 18 years. ALGOHTAC A violent storm on Dec. 24 claimed the veteran of the SlU-contracted Huron Cement Co. fleet, the 80-year-old KM. Ford The Fort/was torn from her moorings and battered against the dock at Milv^ukee^xWisc. A hole was torn in her bow and the 428-foot vessel sank ^yUv^^her carglOv^TOO tons of dry cement. The five SIU crewmen aboard the Ford ait the time of the storm were rescued unharmed bulxthe vessel was not salvageable. » • » » • Total cargo figures for the Seaway through Nov. 30, 1979 were down 4.4 percent for the same period of 1978. The ke^ reason for the decline was the 3.5 million ton drop in grain carriage due to the 82-day grain handlers strike in Duluth. * * * 'At • W'' The St. Lawrence Seaway Development Corp., the U.S. agency which administers the waterway, dewatered the U.S. Eisenhower and Snell Locks in mid-December. The Locks were being readied for the most extensive maintenance project in the Seaway's 20-year histoiy. The project will cost about $1.8 million. The tools of your trade Leam to moke them work for you • Special curriculum offered only at the Harry Lundeberg School ft • Room, Board and Books Free • Tuition free ^ Asa £. Moore Please contact Gayle, P.O. Box 213, Monticello, Ga. 31064. Tel. (404) 468-8992. Harris Mills Please contact, Loretta Reed, 54 Wayne Avenue, East Orange, N.J. Tel. (201) 674-8721. 1 ... Apply now lor the Transportation Institute Towiioat Operator Sdiolarsliip • Weekly stipend of $125 Personals ^^ • Time spent in on-the-job training is Coast Guard ap­ proved as the equivalent of required wh^elhouse timq • Day-for-day work time credit for HLS Entry Graduates To apply, see your SIU Representative. Jonathan R. Fink From J. Sean Nicholson, got your call, be home for the summer. Stephen Loston Please contact Andrew Elash, Suite 1621, Two Penn Center Plaza, 15th and John F. Kennedy Boulevard, Philadel­ phia, Penna. 19102 or Tel. (215) 568-4500. Charles V. Tucker Please write to Duke Duet at 12019 Hazy Hill Dr., Houston, Texas, 77044. ^Tel- 458-0632. > , ' j Seafarer Chilinski Please contact your wife at Diana Court, Mill Street, Capetown, Tel. 451707. . January 1980 / LOG / 25 :Uf: 1^- I.. �•. « " '• Legal Aid I /n the event that any SlU members have legal problems in the various ports, a list of attorneys whom they can consult is being published. The mem­ ber need not choose the recommended attorneys and this list is intended only for informational purposes: NEW YORK, N.Y. Schulman & Abarbanel 350 Fifth Avenue New York, N.Y. 10001 Tele. #(212) 279-9200 BALTIMORE, MD. Kaplan, Heyman, Greenberg, Engelman & Belgrad Sun Life Building Charles & Redwood Streets Baltimore, Maryland 21201 Tele. #(301) 539-6967 HOUSTON, TEX. Archer & Peterson Americana Building 811 Dallas Street Houston, Texas 77002 Tele; #(713) 659-4455 TAMPA, FLA. Hamilton & Douglas, P.A. 2620 W. Kennedy Blvdi Tampa, Florida 33609 Tele. #(813) 879-9482 SAN FRANCISCO, CALIF. John Paul Jennings, Henning and Wash 100 Bush Street, Suite 1403 San Francisco, California 94104 Tele. #(415) 981-4400 3rd of 11 New G&H Towing Tugs Goes Into Service Another new boat has been added to the SlU-contracted fleet. She's the 3,000 horsepower tug, Denia. Owned by G&H Towing of Galveston, Tex., the Denia is the third of eleven new tugs being built by the company. The first and second, the SlU-contracted Titan and the Laura Haden, are already working in the Galves­ ton-Texas City area. The Denia will join them in doing shipdocking and other harbor work. Like her sister boats, the Denia is 88 feet long, has a beam of 32 feet, and a draft of 16 feet. The Titan, Laura Haden and the Denia were all built, at the Diamond Shipyard in Savannah, Ga. as will the fourth boat, the Barbara H. Neuhaus. Here's the Denia, 3rd of 11 new tugs to be crewed by SlU Boatmen for G&H Towing. Dispatchers Report for Inland Waters 1 DEC. 1-31,1979 ' •TOTAL REGISTERED All Groups ClassA Class B ClassC TOTAL SHIPPED All Groups ClassA Class B Class C DECK DEPARTMENT Port Philip Weltin, Esq. Weltin & Van Dam No. 1 Ecker Bid. San Francisco, Calif. 94105 Tele.#(415) 777-4500 ST. LOUIS, MO. Gruenberg & Sounders • 721 Olive Street St. Louis, Missouri 63101 Tele. #(314) 231-7440 NEW ORLEANS, LA. Barker, Boudreaux, Lamy, Gardner & Foley 1400 Richards Building 837 Gravier Street New Orleans, Louisiana 70112 Tele. #(504) 586-9395 LOS ANGELES, CALIF. Fogel, Julber, Reinhardt & Rothschild 5900 Wilshire Boulevard Los Angeles, California 90036 Tele. #(213) 937-6250 MOBILE, ALA. Simon & Wood 1010 Van Antwerp Building Mobile, Alabama 36602 Tele. #(205) 433-4904 y DETROIT, MICH. Victor G. Hanson 19268 Grand River Avenue Detroit, Michigan 48822 Tele. #(313) 532-1220 ) A BOSTON, MASS. Joseph M. Orlando 95 Commercial Wharf Boston, Massachusetts 02110 Tele. #(617) 523-1000 SEATTLE, WASH. Vance, Davies, Roberts, Reid & Anderson 100 West Harrison Plaza Seattle, Washington 98119 Tele. #(206) 285-3610 CHICAGO, ILL. V Katz & Friedman 7 South Dearborn Street Chicago, Illinois 60603 Tele. #(312) 263-6330 ./ .1 26 / LOG / January 1980 Boston New York Philadelphia ... Baltimore Norfolk Tampa Moble New Orleans ... Jacksonville ... San Francisco.. Wilmington .... Seattle Puerto Rico Houston Port Arthur Algonac St. Louis ... PineyPoint .... Paducah Totals 0 0 0 1 0 5 1 1 2 0 2 0 .T... 0 ... 3 6 0 5 6 40 0 2 0 5 0 1 0 2 0 0 3 0 0 9 4 0 4 0 3 33 0 0 0 1 0 1 0 1 2 0 3 0 0 5 8 0 8 0 54 83 0 0 0 0 0 1 1 0 1 0 0 0 0 1 5 0 6 5 6 26 0 0 0 ........... ;. 0 1 0 0 0 0 0 0 0 0 0 0 0 1 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 Q 0 0 0 0 1 0 0 0 1 0 0 0 0 1 0 1 0 0 0 0 0 0 0 1 4 Port Boston New York Philadelphia ... Baltimore Norfolk Tampa Mobile New Orleans ... Jacksonville ... San Francisco.. Wilmington .... Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals Totals AllDepartments 0 0 0 0 0 0 0 0 0 0 0 0 0 5 2 0 1 2 3 13 0 0 0 0 0 0 0 1 0 0 0 0 0 4 7 0 2 0 0 14 0 0 0 8 0 7 5 11 2 0 5 0 0 4 13 0 .18 0 25 98 0 2 0 14 0 4 1 10 1 0 10 0 0 11 5 0 7 1 17 83 35 0 136 243 0 0 0 0 0 1 0 1 0 0 0 0 0 4 0 0 0 0 1 7 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 1 0 0 0 0 0 0 0 2 4 0 0 0 0 0 1 0 1 1 0 1 0 0 0 0 0 1 0 1 6 0 0 0 1 0 0 0 2 0 0 0 0 0 0 0 0 1 0 1 5 0 0 0 0 0 1 0 1 0 0 1 0 0 0 0 0 1 0 13 17 111 89 0 0 0 3 0 3 0 14 3 0 18 0 2 9 20 0 ENGINE DEPARTMENT Port Boston New York Philadelphia ... Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco.. Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals ••REGISTERED ON BEACH All Groups ClassA Class B Class C 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1 • - STEWARD DEPARTMENT 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 2 0 0 0 1 0 1 0 1 0 0 0 0 0 0 0 0 1 2 1 7 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 3 5 44 41 92 ; !, 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1 0 2 28 16 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 2 . 17 •'Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. " 264 �'T"-> >•; -:•' , ; •'i./^| .-•, .yl^y " Paducah - Baltimore The SlU-contracted Baker-Whiteley Towing Co. has been acquired by another SIU company, McAllister Brothers. None of Baker-Whiteley's 55 employees will be affected by the acquisition. It is hoped that the added resources of McAllister Brothers will be of great help to the Boatmen. * » • Featured on the front cover photo and lead article in last month's Coast Guard "Marine Safety Council Magazine" are the tug Drum Poinr (Curtis Bay) and her master, Capt. Henry W. Gamp, author of "Icebreaking on the Upper Chesapeake Bay." Capt. Gamp recounted on how ice fields jam both &hips and barge tows and how they are freed by his icebreaker tug. Norfolk Contract negotiations with the Allied Towing Co. here were in the middle of this month "going as well as can be expected," according to port officials. Negotiations with the C.G; Willis Towing Co. started on Jan. 17. Jacksonville The triple de,ck RO/ RO Barge Arab Hawk (Crowley Maritime) was pulled off the Mideast run to begin tramp service to the Carib. Late last year she carried from here to the Dominican Republic, 166 pieces of carnival gear for the Toronto, Canada Conklin Carnival. Crowley's new 4th 580-foot triple deck RO/RO Barge El Rey (Trailer Marine Transport) launched last month will carry 376 40-foot trailers from here to San Juan, P.R. The steel barge displaces 16,700 tons. Coordinated Caribbean Transport got the new 150-foot cat tug JJ. Oberdorf recently. Her 6i/4 foot hydraulic coupling was attached to a huge barge built by the Seatrain Shipyard, Brooklyn, N.Y. Boatmen on the laid up dredge Hydro Atlantic (Hydro Mar) are expected to be called back to work early next month. ^ Tampa Cook Duncan "Pat" V. Patterson, usually on the Tampa-New Orleans run, was spotted in the galley of the tug Alice Moran out of Houston in Texas City, Tex. Pat had just returned from spending Christmas and New Year's with his mother in St. Petersburg down from Boston, Mass. - - ^ Old Man Winter's icy fingers slacked off shipping here laying up the river boats, one the Pat Sholtin (Orgulf). But it has got more Boatmen comin' in to get a looksee at the renovated Hall. Port Agent Pat Pillsworth says he and his cohorts serviced the new towboat NationaiEnergy (National Marine) noting that the crew of 11 were happy. >•< . •/ Mobile The tug GA TCO (Gulf Atlantic) is now on the run to Puerto Rico from here. Tenn-Tom Waterway On Dec. 5, a U.S. Court of Appeals was asked to halt construction of the $1.8 billion Tennessee-Tombigbee Waterway. Meanwhile, the project s backers said the three-judge panel should uphojd a lower court ruling supporting the waterway. Asking for the construction halt were the Louisville & Nashville Railroad and environmental groups who said the U.S. Corps of Engineers moved without Congressional approval in widening the waterway to 300 feet. Locks & Dam 26 Eighteen Midwest railroads and environmentalists have asked the U.S. Court of Appeals, Washington, D C., for an injunction blocking the building start of the new Locks & Dam 26 at Alton, 111. They are asking the court to reverse last October's U.S. District Court ruling that the Army Corps of Engineers filed adequate environmental statements and complied with certain economic regulations and could go ahead with construction of the facility. Shreveport, La. The Army Corps of Engineers has awarded a $146.8 million contract of the first lock at Marksville, La. on the$1.2 billion Red River Waterway, a 236-mile 9-foot deep barge canal linking Shreveport, La. and the Mississippi River, 20 miles below Baton .Rouge. Completion is expected in 1988. N.Y. State Erie Barge Canal New York, New Jersey, a big New York State bank, a New York industrial consultant and a British engineer are studying a plan which would increase President De Witt Clinton's ditch (1825) the (350-mile) Erie, Barge Canal's depth to 27 feet enabling the waterway to carry coal down to electric power-generating stations on a man-made island 12 miles south of New York City. The Wyoming coal would be moved cheaply by rail, barge and ship over the Great Lakes to Buffalo and Oswego, N.Y. Backers say the project would save New York City within five years $10 million daily in electric bills, cut U.S. reliance on Mideast oil and end dumping of garbage off the coast. Unemployment Up O.f % to 5.9 WASHINGTON, D.C.—Unem­ ployment figures remained rela­ tively stable during the last month of 1979. Figures released by the U.S. Bureau of Labor Statistics (BLS) early this month show an unemploy­ ment rise for December of 0.1 percent. The figure for November 1979 was 5.8 percent and for December it was 5.9 percent. The statistics baffled many econo­ mists who expected to see a sharper unemployment rise in December. The Bureau also reported that the number of jobholders rose last month by 304,000. This brings to 97,912,000 the number of American I jobholders. For 1979 as a whole, employment I expanded by two million workers. Compared with the previous three I years, this represented a slowdown in the growth of new jobs. However, according to the U.S. Department of Labor, it was "still high by historical standards." Those people last month who actively sought work but were without jobs numbered 6,087,000, the BLS reported. During December the unemploy­ ment rate for adult men dipped from 4.3 percent to 4.2 percent. The rate for women went up from 5.6 to 5.7 percent. Unemployment for blacks and other minorities went up to 11.3 percent from 10.9 percent. But the rate for all white workers was unchanged at 5.1 percent. At 13.9 percent, the rate for teen­ agers stayed the same. But the rate for black teenagers went to 34.3 percent from 32.8 percent. A $2 billion increase in jobs programs for disadvantaged teenage workers was announced early this month by President Carter. - j;" John Penn Committee Famous for his German potato salad, Cook Kvetoslav Svobod (left) steward delegate of the SS John Penn (Waterman) on Dec. 4 waits for his dues receipt from SIU Rep. Teddy Babkowski (seated left). Also at the payoff a't Pier B, Hoboken, N.J. were the Ship's Committee of (seated I. to r.) Engine Delegate John P. Stanford and 2nd Electrician R. Davis, educational director. Standing is Bosun Fred Sellman, ship's chairman. January 1980 / LOG / 27 •'S r'-rtvT �--MM SlU Atlantic, Gulf, Lakes & Inland Waters United Industrial Workers of North America •- PRESIDENT Paul Hall SECRETARY-TREASURER ' Joe DiGiorgio ' EXECUTIVE VICE PRESIDENT Frank Drozak - 'i I ' . •I .• J « HEADQUARTERS ' 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-9375 ALPENA, Mich. ..:. 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 POI) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617)482-4716 BUFFALO, N.Y.. .290 Franklin St. 14202 (716) TL 3-9259 CHICAGO, ILL9383, S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290Old River Rd. 44113 (216) MA 1-5450 COLUMBUS, Ohio 4937 West Broad St. 43228 (614) 870-6161 DULUTH, Minn. 705 Medical Arts Building 55802 (218) RA 2-4110 FRANKFORT, Mich. P.O. Box D 415 Main St. 49635 (616) 352-4441 GLOUCESTER, Mass. 120 Main St. 01903 (617) 283-2645 HOUSTON, Tex.... 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala! ..IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va. 115 3 St. 23510 (804)622-1892 PAOilCAH, Ky. .225 S. 7 St. 42001 (502)443-2493 PHILADELPHIA, Pa 2604 S. 4 St. I9I48 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, tex. .534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. 1311 Mission St. 94103 (415) 626-6793 SANTURCE, P.R. 1313 Fernandez, Juncos, Stop 20 00909 (809) 725-6960 SEATTLE, Wash. .....2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Ha 2610 W. Kennedy Blvd. 33609 (813) 870-1601 TOLEDO, Ohio... 635 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. .408 Avalon Blvd. 90744 (213) 549-4000 YOKOHAMA, Japan...... P.O. Box 429 Yokohama Port P.O.. 5-6NihonOhdori Naka-Ku 231-91 201-7935 1^, V- i1 ' Dispatchers Report lor Deep Sea .1 .J i f ••,' . DEC. 1-31, 1979 •TOTAL REGISTERED All Groups Class A Class B ClassC TOTALSHIPPED All Groups ClassA ClassB ClassC Port Boston NewYork 9 106 rT-di ' - i^ - ^: i: .I,; •., £m i 6 44 Norfolk......... Tampa Mobile NewOrleans Jacksonville..... San Francisco. Wilmington Seattle FuertoRico Houston PineyPoint Yokohama Totals 19 14 16 5 27 4 85 21 26 10 45 6 22 11 38 8 24 2 82 16 2 10 10 532 167 12 18 Port Qvd h 2 8 3 12 .4 '4 10 5 2 8 4 6 13 13 2 12 1 0 99 10 84 - 13 , 17 22 107 23 36 19 36 15 63 2 1 496 14 19 14 38 27 13 17 50 11 35 24 0 377 . 6 13 7 14 4 6 10 9 2 8 6 4 626 1 21 2 0 124 4 147 22 32 23 10 36 124 47 93 28 65 30 125 0 3 789 3 36 5 9 14 2 5 24 15 9 15 14 2 22 0 0 175 1 10 1 2 9 6 1 12 3 2 17 15 1 10 0 0 90 1 143 19 23 13 8 33 104 33 56 24 37 11 87 0 0 592 3 77 4 14 6 7 15 27 18 20 10 10 3 23 0 1 288 2 13 1 2 3 0 0 6 3 3 3 12 1 10 0 0 59 0 67 5 11 10 3 31 56 15 29 13 21 10 67 0 1 339 0 23 2 5 4 0 3 3 6 4 3 2 5 7 0 1 68 0 9 0 0 3 1 0 4 1 3 8 13 2 2 0 0 46 2 199 31 32 34 16 15 78 38 35 31 38 23 79 1 1 653 6 177 4 16 26 10 3 37 25 26 117 47 14 70 0 0 578 1,184 773 ENGINE DEPARTMENT Boston NewYork Philadelphia Baltimore Norfolk Tampa ; Mobile NewOrleans....... Jacksonville San Francisco Wilmington Seattle PuertoRico .........i Houston.... PineyPoint Yokohama Totals 3 80 14 14 11 8 33 57 15 47 14 27. 13 71 2 0. 409 —. 4 52 4 6 10 9 11 18 H 16 11 10 7 20 2 1 192 2 13 1 1. 3 3 0 5 1 2 2 8 0 8 1 0 50 . 5 6 97 64 13 21 7 13 10 14 10 28 11 49 32 16 24 30 11 6 10 30 17 10 10 36 • 27 2 16 0 0 358 258 1 10 2 1 2 4 0 6 5 1 4 3 2 5 1 0 47 STEWARD DEPARTMENT Boston NewYork 3 47 2 21 Baltimore 11 4 Tampa Mobile NewOrleans Jacksonville San Francisco Wilmington Seattle PuertoRico. Houston PineyPoint 5 24 36 9 15 6 10 13 43 1 Philadelphia 4 Norfolk 7 .' ......'. — - Yokohama 0 Totals 234 Port Boston J 10 105 5 22 • Port S'.l- ••REGISTERED ON BEACH All Groups ClassA ClassB ClassC DECK DEPARTMENT Philadelphia Baltimore T—7^ NewYork........ Philadelphia... Baltimore Norfolk Tampa... /.. Mobile .......: ;..... NewOrleans '. Houston Totals All Departniants^^. 0 5 9 59 2 84 2 14 13 0 1 4 4 4 1 2 1 6 4 2 1 2 3 7 3 8 1 2 0 9 28 36 16 18 8 16 7 30 1 2 8 43 20 3 2 10 5 28 36 4 4 19 2 3 16 11 0 10 1 58 38 260 266 92 1 0 3 2 0 0 2 7 0 2 8 2 0 7 8 5 0 0 ENTRY DEPARTMENT 2 7 •> 137 16 20 23 14 16 62 1 10 12 11 3 22 26 17 33 20 • 10 10 53 20 8 0 1 187 61 1 546 1 0 272 0 0 0 1 45 8 24 4 5 12 49 13 27 5 13 20 33 0 1 260 1»362 963 459 l,ll4 901 263 1,980 33 .7 12 0 6 13 9 17 3 10' 14 30 PineyPoint Yokohama Totals , 0 - 32 Jacksonville San Francisco Wilmington ; Seattle PuertoRico.... 76 62 • 26 38 •"Total Registered" means the number of men wto actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. .. • *• -;• i , i-/,- - Shipping in the month of December was good to excellent in all A&G deep sea ports, as it has been for the last several years. A4otal of 2,278 jobs wereshipped last month to SI U-contracted deep sea vessels. Of these, only 1,114, or slightly more than hatf, were taken by "A" seniority members. The rest were filled by "B" and "C** seniority people. Shipping is expected to remain good tD excellent for the foreseeable futuri^. 28 / LOG / January 1980 I I^TfiZr •: West Coast Stewards Halls HONOLULU, Hawaii 707 Alakea St. 96813 ^ (808) 537-5714 PORTLAND, Or.42l i$:W. 5th Ave. 97204 (503) 227-7993 WILMINGTON, Ca. 408 Avalon Blvd. 90744 (213) 549-4000 SAN FRANCISCO, Ca. 350 Fremont St. 94105 (415) 543-5855 'B 3 �Randall P. Story Scott PhiUips '> Seafarer RanSeafarer Scott ^ ^ dallP.Story,27, Phillips, 26, first graduated from sailed., .out of the HLS Entry the port of New Trainee Pro­ York in 1978. gram in \91¥: He later took the Brother Story three-month upgraded to Trainee ProFOWT there in I gram at Piney March of 1979. Point in November 1978. Brother He»has his CPR, pumpman, Phillips upgraded at HLS to AB in firefightingand lifeboat tickets. He's November '79. He now sails as AB from Oak Harbor, Wash. Story out of his homeport, Seattle. He's ships out as an oiler from the ports originally from Sand Point, Idaho. of Seattle and Houston. uiaai Lawrence S. Ivanauskas Seafarer Law­ rence S. Ivan­ auskas, 23, grad­ uated from Piney Point in 1973. He sails as FOWT. And he has his CPR, lifeboat and firefighting endorsements. Lawrence lives in Bel Air, Md. and ships from the port of N.Y. Roger Elder David Campbell Seafarer Roger Elder, 24, graduated from the HLS Entry Program pn Oct. 31, 1975. He sailed inland un­ til Apr. 4, 1977. In July of 1978, he upgraded to FOWT. Brother Elder is proud to say he has his flreflghting and life­ boat tickets and his CPR certificate. Elder was born and raised in St. Louis, Mo. And he ships out of the port of New York. Seafarer Da­ vid Campbell, 24, started sail­ ing with the SIU in 1974 upon graduation from the HLS. Bro­ ther Campbell upgraded at Piney Point in 1978 earning his AB endorsement. He ships out of the port of Jacksonville. He has the CPR card and lifeboat and flreflghting tickets. Campbell lives anywhere it's warm and tropical whenever possible. New Wage Rotes for Steward Dept. on Pacific Maritime Association Vessels Following is a rundown of the new wage rates for steward department personnel (former Marine Cooks & Stewards Union members) on dry cargo vessels operated by the Pacific Maritime Association. The new rates reflect the Cost Of Living Adjustment (COLA), which went into effect on Pacific Maritime Association vessels as of Dec. 16, 1979: EFFECTIVE 12/16/79 POSITION VESSEL TYPE BASE WAGE RATE MONTHLY DAILY Chief Steward Chief Steward Chief Steward/Baker Chief Steward/Chief Cook Chief Cook, Night Cook, and Baker 2nd Cook and Baker, 2nd Cook Assistant Cook/Messman Assistant Cook/Combination 3rd Pantryman Messman Passenger BR, Passenger Waiter Utilityman Freighter Modified Mariner SS Maine Hawaiian Princess Freighter Freighter Freighter Hawaiian Princess Freighter Freighter Modified Mariner Hawaiian Princess $1,521.44 1,604.87 1,688.31 1,485.69 1,434.59 1,345.18 1,201.31 1,238.79 1,078.73 1,034.45 1,034.45 1,034.45 $50.71 53.50 56.28 49.52 47.82 44.84 40.04 41.29 35.96 34.48 34.48 34.48 HOURLY OVERTIME $5.53 5.53 5.53 5.53 5.53 5.53 5.53 5.53 4.19 4.19 4.19 4.19 The following will apply except when a Night Cook and Baker is employed: On Freighters, when carrying more than two passengers, there shall be added to the hourly wage the following sum: DaUy Monthly Rating $ .50 $15.00 Chief Steward .33 10.00 Chief Cook .33 10.00 2nd Cook & Baker .25 7.50 Pantry Messman Standby Work and Rate of Pay Rates Straight Time Overtime $6.01 8.94 • • t ''nr--1/,: Cargo Working Rate: , ^ , rr When members of the Stewards Department work cargo, they shall receive the same cargo rate of pay and thesame coffee time and hot lunch consideration as is received by the Unlicensed Deck Department. The hourly cargo rate shall be: Straight Time Hours Overtime $ 6.80 11.23 Richie Wilson Seafarer Rich­ ie Wilson, 24, is a Lundeberg School grad of Dec. 23, 1977. He upgraded to FOWT there as well. He has CPR, flreflghting, tankerman and lifeboat tickets. He lives on L.I., N.Y. and ships from the port of N.Y. Ismael Wala Seafarer Is­ mael Wala,21, started sailing in '74 when he graduated from the HLS. Bro­ ther Wala sails as an FOWT. He also has his life- boat and firefighting tickets and CPR training. Wala was born and raised in the port of New York and sails out of the port. James Flynn Seafarer James Flynn, 24, grad­ uated from HLS in 1977 from the trainee program. And upgraded there to FOWT in 1978. Brother Flynn has CPR, lifeboat and flre^fighting endorsements. He at­ tended Bbston State College before shipping and played college hockey. He was born in Boston, Mass. and ships from Boston and New York. David A. Pappas Seafarer David A. Pap­ pas, 21, started sailing in 1977 after going to HLS. He has his 3rd cook's, 2nd cook's, chief I cook's, LNG, If irefighting, CPR, and lifeboat endorsements. Brother Pappas was born in Lanham, Md. He sails out of the port of New York. •-H Scott Wenneson Seafarer Scott Wenne­ son, 26, was a Piney Point trainee graduate in February '76. He sails AB. He upgraded in the AB class in February '78. He has firefighting and CPR endorsements. He upgraded in the AB class in February '78. Brother Wenneson lives in Virginia. January 1980 / LOG / 29 •• �^Srfc'StT; =^ v>v' • - - • 'IrTi .V^Tir:.' '.".T ••^,1 ^li W^^ :'"- . Secnnefi's Movement Hos Had Mtmy Heroes But Not All of Them Have Been Setmten W i -t-' 1 i -€ •H 'I- 4-:: - . ' :< ' if X • :'• \.:U••:. • 1 ":" E seamen have always had two things to sustain us, even in the worst of times: our history and our friends. Our history has been more than a mere recording of events. It has been an inspiration. And as for our friends: what can one say but that they've always been by our side when times were tough. Forty years ago was one of those times when we had our frijends and our history and very little else. We didn't even have milk onboard the vessels that we manned. The owners considered it too much of an extravagance. It seemed that we were fighting everyone, everywhere: in the streets, on the docks, in the bars. Some things never change. Today we still are fighting. We are locked in deadly combat with those people in Washington who would deprive us of all the gains we have made during the past 40 years. We are fighting the oil companies; the faceless bureau­ crats; the unthinking members of Congress who are indifferent to the problems of our industry. We in the SIU started getting involved in Washington D.C. on a serious basis in the early '60s. This was about the same time that the late Pete McGavin took over as Execu­ tive Secretary Treasurer of the Maritime Trades Department. Pete McGavin. There was some­ thing special about him from the very be^iining. Nothing you could put your finger on exactly. A kind word here, a thoughtful gesture there. But it all added up to a recognizable style, a way of doing things that was as effective as it was pleasant to be around. Though Pete McGavin never sailed aboard a ship, he spent his life working to help seamen. It just goes to show you: there have been many heroes of the sea, but not all of them have been sailors. McGavin joined the old AFL in 1939 and worked his way up the ladder of organized labor. All his life he remained a devoted trade union­ ist. It was like a religion to him. He believed in the working man, the under-dog, the same way that some people believe in God. The MTD experienced a tremen­ dous growth during the time that McGavin was Secretary Treasurer. At his death in 1975 at the age of 66, the Department had grown to encompass 43 international unions representing nearly 8.5 million members. Many of the unions that affiliated during this time had no great interest in the merchant marine. McGavin was so well respected in the AFL-CIO that several unions joined the Depart­ ment just because he was associated with it. 30 / LOG / January 1980 The growth of the MTD may not sound like a .subject fit for a sailor, but it is. It is one thing for a Senator or Congressman to ignore 80,000 Seafarers. It is quite another matter for that same Senator or Congress­ man to ignore an organization which represents 8.5 million people. Size may not be everything. But one thing is certain: it doesn't hurt. In a sense, the MTD has had to act as both football coach and cheer­ leader to the maritime industry. Since the end of World War II the U.S. government has abdicated much of its responsibility towards the American merchant marine. The MTD has had to fill that vacuum. The MTD has two Separate functions. It develops legislative and regulatory programs for the mari­ time and allied industries. Then it tries to drum up as much support for those programs as is humanly possible. Many of the legislative programs that we now take for granted, such as the Merchant Marine Act of 1970, were first proposed at one of the biennial MTD Conventions. There are many ways that the MTD tries to drum up support for its legislative and regulatory pro­ posals. The most visible method is to have professional lobbyists person­ ally contact members of Congress. However, the Department has tried to augment the activities of its lobbyists with other approaches, such as grass-roots political activity. Pete McGavin was instrumental in developing for the MTD an administrative structure which made extensive use of grass-roots political activity. He did this by setting up a network of Maritime Port Councils. The Councils operate strictly on a local level and have proven to be quite effective. A Congressman is much more likely to listen to an organization if that organization maintains a visible physical presence in that Congress­ man's district. Jean Ingrao, the present Secretary Treasurer of the MTD and the highest ranking woman in the labor movement, worked closely with Pete McGavin to set up the Port Coun­ cils. They are, she feels, the backbone of the MTD. Mrs. Ingrao, a big hearty Irishwoman with a hearty laugh and easy manner, started out as Pete McGavin's secretary. Norm­ ally she is hyperactive working like crazy all day. When she talks about McGavin, however, her whole manner changes. She becomes serious, quiet. "Peter McGavin," she says em­ phatically, echoing thesentiments of a great many people, "was the most deceqt human being I ever met." Peter McGavin was fortunate. He The late Peter McGavin, not a seaman but certainly a hero of the seamen's movement. spent his life doing what he wanted to do, and he worked with people he liked and respected. There was Jean Ingrao, Paul Hall, Frank Drozak, Johnny Yarmola. And of course, there was the odd couple of Capitol Hill, Bill Moody and Phil Carlip. Bill Moody and Phil Carlip were the most unlikely co-workers since Tony Curtis and Sidney Poitier ran across the country chained together in "The Defiant Ones." They were the lobbyists for the MTD, and they were considered to be the best in the business. The two men had vastly different styles. Bill Moody was an exnewspaperman from Tampa who mastered every minute detail of an issue before discussing it with a Congressman. Carlip, on the other hand, could barely tell the difference between an LNG and a tractor. Senators respected Moody's ex­ pertise. And members of the House just plain liked Phil. He looked like somebody's Jewish grandfather and he played the part up to the hilt. Nothing was quite as funny, or touching, as seeing Carlip play earth-father to some middle-aged Congressman. He was, if you'll , pardon the expression, the cigar stomping curmudgeon to end all cigar stomping curmudgeons. It was quite a crew that worked at the MTD, one worthy of manning any old-time Liberty ship as far as color and excitement goes. At the heart of the Department, though, was Pete McGavin. There was nothing flashy about Pete McGavin, nothing that would lead one to suspect at first glance fhat he would become one of the driving forces behind this century's last ditch effort to preserve the American merchant marine. He had two abiding passions in this world: his son Stephen and his charity work for the D.C. Friends of Ireland. He liked to play cards. He commuted to work every day from his honne in the suburbs. But there was an inner strength to Peter McGavin, an inner strength that is best shown in his struggle against cancer. Right after Peter McGavin took over as head of the MTD, he developed a serious illness. His doctors gave him six months to live. He lasted fourteen years. During those fourteen years Pete McGavin went on to make the MTD the strong and united organization that it is today. He never gave up. And he never felt sorry for himself. He used to tell his co-workers that every day was a pleasure to behold: that a person just had to thank the lord for letting him live. In a sense his struggle to survive parallels the struggle of the merely ant marine. He refused to stop fighting and he accomplished mir-' acles. We seamen could takea lesson from him. Monthly Membership Meetings Port New York Philadelphia Baltimore Norfolk Jacksonville Algonac Houston New Orleans Mobile San Francisco Wilmington Seattle PineyPoint San Juan Columbus Chicago ..Port Arthur Buffalo St. Louis Cleveland Date DeepSc* Lakes, Inland Watos Feb. 4 2:30 p.m. Feb. 5 2:30p.m. 2:30p.m. Feb. 6 Feb. 7 a............. 9.30a.m. .......... 2:00p.m Feb. 7 2:30p.m Feb. 8 2:30p.m. Feb. 11 2:36 p.m ^... Feb. 12 Feb. 13 2:30p.m. ......... Feb. 14 2:30p.m -.. Feb. 18 2:30p.m. Feb. 14 2:30p.m. ..,....... Feb. 9 10:30a.m. Feb. 7 Feb. 16 — Feb. 12 — -. Feb. 12 2:30p.m Feb. 13 — Feb. 15 2:30p.m. ......... FeJ^ 14 — UIW 7:00 p.m. 7:00p.m. 7:00p.m. 7:00 p.m. 7:00 p.m. 7:00p.m. 1:00p.m. �u'\\: Recertified Bosun William Dacre Bushong, 65, joined the SIU in the port of Mobile in 1958. Brother Bushong sailed 28 years and during the Vietnam War. He also sailed as a ship's delegate. Seafarer Bushong graduated from the Union's Recerti­ fied Bosuns Program in July 1974. He was born in Indianapolis, Ind. and is a resident of Seattle. Manuel DeBarros, 56, Joined the SIU in 1942 in the port of Provi­ dence, R.l. sailing as a bosun. Brother DeBarros recently helped in the drive to organize oil rigs off the coast of, Rhode Island. He was born in Massachussetts and is a resident of New Bedford, Mass. Richard Frank "Dick" Feddern, 47,.joined the SIU in the port of New York in 1962 sailing as a bosun and in the engine department on the Bull Line. He was a scow captain for lOT. Brother Feddern also sailed as a steward and cook for the Wilson Line in the port of New York. He sailed during the Vietnam War and hit the bricks in the 1962 Robin Line beef. Seafarer Feddern was oii the SeaLand Shoregang in Long Beach, Calif, from 1971 to 1973. He grad­ uated from the Andrew Furuseth Training School (AFTS), Brooklyn, N.Y. in 1961. And he attended upgrading classes at the Harry Lundeberg School (HLS) Piney Point, Md. He was also a teamster and bartender. Feddern is a veteran of the U.S. Army in the Korean War. He was born in East Liberty, Ohio and is a resident of Azusa, Calif. Joseph Decinque, 55, joined the SIU in 1945 in the port of Baltimore sailing as a fireman-watertender. Brother Decinque sailed 38 years and as a ship's delegate. He was born in Millville, N.J. and is a resident there. Kennith Elsworth i.ee, 55, joined the SIU in 1949 in the port of New York sailing as an AB. Brother Lee sailed 34 years and as a ship's delegate aboard the C/S Lon)i Lines (AT&T). He was born in Henry County, la. and is a resident of San Francisco. Harvis Clifford Dyas, 64, joined the SIU in the port of Mobile in 1957 sailing as an AB. Brother Dyas sailed 30 years. Seafarer Dyas is a veteran of the U.S. Army in World War 11 and,was wounded by shrapnel in the invasion of Sicily, Italy. Born in Bay Minette, Ala., he is a resident of Mobile. John Hartman, Jr., 57, joined the SIU in 1946 in the port of New York sailing as a fireman-watertender and 3rd assistant engineer. Brother Hartman graduated from the SlU^ MEBA District 2 School of Marine Engineering, Brooklyn, N.Y. in 1967. He walked the picketline in the 1961 Greater N.Y. Harbor strike. Seafarer Hartman is also a punch press operator. Born in Scranton, Pa:, he is a resident of Mountain Home. Ark. Guillermo Garcia, 57, joined the SIU in 1946 in the port of Phila­ delphia sailing as a fireman-water­ tender. Brother Garcia was born in Puerto Rico and is a resident of New Bedford, Mass. Chang Ping "Charles" King, 65, joined the SIU in the port of New York in 1956 sailing as a chief cook. Brother King sailed 33 years. He also worked-on the Mobile Waterman Shoregang from 1966 to 1971 and San Francisco Sea-Land Shoregang in 1975. Seafarer King is a veteran of the U.S. Army in World War 11. A native of China, he is a resident of San Francisco. Tommy Eugene Lanphear, 50, joined the SIU in the port of New York in 1959 sailing as a bosun. Brother Lanphear was on the SeaLand (San Francisco) Shoregang in 1968. He is a veteran of the U.S. Army in World War 11. Seafarer Lanphear was born in Wheatland, Okla. and is a resident of San Leandro, Calif. Robert Lee Maryes, 49, joined the SIU ill the port of Jacksonville in 1960 sailing as a FOWT, junior engineer and QMED. Brother Maryes .sailed 21 years. He upgraded to QMED at Piney Point in 1976. Seafarer Maryes is a veteran of the U.S. Army during the Korean War. He was born in Okeechobee City, Fla. and is a resident of Seville, Fla. Emil Helge Nordstrom, 62, joined the SIU in 1941 in the port of New York sailing deck engineer and deck maintenance. Brother Nordstrom sailed 41 years. He was on the picketline in the 1961 N. Y. Harbor and 1962 Robin Line beefs. Seafarer Nordstrom was born in Finland and is a naturalized U.S. citizen. He r^ides in Ocean Spring, Miss. Rafael E.stehan Cuevas, 56, joined the SIU in 1945 in the port of New York sailing as a .3rd cook, baker and .saloon messman. Brother Cuevas is a veteran of the U.S. Armed Forces in World War 11. He was born in San Juan, P.R. and is a resident of Miami, Fla. William Henry Little, 65, joined the SIU in the port of Norfolk in 1961 sailing as a 2nd cook. Brother Little sailed 32 years. He also sailed for the Moran Towing Co. Seafarer Little is a veteran of the pre-World War II U.S. Army. A native of Wilmington, N.C.. he is a resident there. Joseph John McAndrew, 65, joined the SIU in the port of New Orleans in I960 sailing as a bosun and in the steward department. Brother McAndrew sailed 40 years. He was also a shipyard chipper and caulker. Seafarer McAndrew is a veteran of the U.S. Coast Guard in World War 11. Born in Scranton. Pa., he is a resident of Houston. ^9- V r \ J ' Ralph Merrick McDaries, 65. joined the SIU in the port of Norfolk in 1958 .sailing as a chief steward. Brother McDaries sailed 28 years. He is a veteran of the U.S. Army in World War II. Seafarer McDaries was born in Beeche. N.C. and is a resident of Yulee. Fla. Felipe Vazquez Martinez, 65, joined the^jSIU in the port of New York in 1^59 sailing as a 2nd cook and baker. Brother Martinez hit the bricks in the Robin Line beef in 1962. He was born in Puerto Rico and is a resident of Baltimore. .i:», _• Recertified Bosun Tony Joseph Radich, 53, joined the SI U in the port of New Orleans in 1954, sailing in the deck department. Brother Radich graduated from the Recertified Bosuns Program in 1974. He was a delegate to the Piney Point Educa­ tional Conference in 1971. Seafarer Radich is a veteran of the U.S. Navy and U.S. Army in World War 11. A native of Biloxi, Miss., he is a resident there. ' *• Arnold Reibus, 65, joined the SIU in 1944 in the port of Boston sailing as an AB. Brother Reibus sailed 42 years. He was born in Estonia, USSR and is a resident of the Bronx, N.Y. Recertified Bosun Sven Aage Stockmarr, 57, joined the SIU in 1943 in the port of New York. Brother Stockmarr sailed 38 years. He graduated from the Recertified Bosuns Program in 1973. Seafarer Stockmarr also was a bartender and rigger. He walked the picketline in the 1961 N.Y. Harbor beef. Born in Denmark, he is a naturalized U.S. citizen and a resident of Brooklyn, N.Y - Juan Antonio Martinez Vazquez, 62, joined the SIU in 1945 in the port of New York sailing as a chief cook. Brother Vazquez sailed 44 years. He was born in Puerto Rico and is a resident of Baltimore. Recertified Bosun Alexander Owen, 69, joined the SIU in 1948 in the port of New York. Brother Owen sailed 34 years. He also sailed during the Vietnam War for the Alaska Tug and Barge Co. Seafarer Owen graduated from the Union's Recerti­ fied Bosuns Program in August 1975. Born in the l.sla de Gunaja, Spanish Honduras, he is a U.S. naturalized citizen and is a resident of the port of Houston. Howard Conley Ros.s, 54, joined the SIU in the port of Houston in 1960 sailing as an AB. Brother Ross sailed 33 years. He is a veteran of the U.S. Navy during World War II. Seafarer Ross was born in Arkansas and is a resident of Houston. Raymond Proulx, 65, joined the SIU in the port of .Seattle in 1956 sailing as a chief cook on the .V.V Eiuador Counsel. Brother Pioulx was also a member of the West Coast • Marine Cooks and Stewards Union, now merged into the SIU. Seafarer Proulx was on the picketline in the 1962 Robin Line bed. He is a wounded vctcVan ol the U.S. Army in World War II. And he was born in Fall River, Mass. and is a resident of Portland, Ore. January 1980 / LOG / 31 Si y -••'-••• ::-»rr:r'T �^-s53cr.v«f:-7:^-r U —'--^MU''- ,i--- • - P^: || R/V Hi • -H Tourist-wise, Karachi is OK. There are many sights to see: horse races at the local track (with many of the Queen's own horses running), camel races at the beach every weekend, and they are very exciting. I let one of the crew, talk me into going for a camel ride (the first time I was seasick in my life). The camel is very ugly, and nasty, and has. a By 'Saki Jack' Dolan personality to match. Gurus, equipped with mongoose Karachi, Pakistan: Even the name Karachi conjurs up the "Arabian and cobra, are. ready to put on a Nights," "Ali Baba and the Forty show for you at the flip of a coin (any Thieves," "Gunga Din," giant geniis kind of coin). The local museum is in a bottle, turbans, fezs, "Omar • excellent. Belly dancers all over the Kahyam," flying carpets, "A Thou­ place (all shapes and sizes). Camels sand and One Nights," baggy pants, and water buffalo are used as dray elephants, cobras and mongooses, animals all over town. It is a common sight to see camel trains veiled faces and oriental rugs. It is only mysterious and won­ leaving and entering the city at all drous if you have not spent time hours. All in all, Karachi is not a bad there, and witnessed the poverty and tourist trap. The sex scene is a little starvation that prevails everywhere. slow, but then, there are a few other Then, the mystery fades, and pity things in life. Our ship was given carte blanche and guilt slowly starts to settle in. It' makes you wonder if God is really in every port we stopped. This Here's 'Saki Jack' with his longtime sidekick. Fluffy, or as fie. calls film, Saki kin to all peoples on this little globe means we had free access in and out of ours. And why are some more of the port area without being Jack. Jr. Outside the hotel on the front lawn the famous Ali Khan, the religious stopped or searched by police or fortunate than others? ruler of all the Moslems arrived, and as it were, there was always a slew of Our congenial Chief Engineer customs' The other seamen in port magicians, and gurus putting on (Nasty) Mr. Grasty out of Chester, would not believe us, as Karachi has ,he too checked into the Beach their cobra-mongoose show for the Luxury Hotel. It was ^e time of Pa , decided we should spend six a bad name for confiscating everyyear he was to receive his weight in tourists. It seems every house over| weeks in the shipyard in Karachi, , thing and anything they could get here has its own holy man, who lives Pakistan, instead of Sydney, Aus­ their dirty little hands on. This made precious stones. This was to occur in front of the house in a hole in the tralia. This sure endeared him it convenient for all hands going to shortly in the back patio of the hotel, ground, and also has a few cobras, deeply in the bosoms of all the crew. town. Cigarettes, or - any - tobacco and the people presently staying at with him for pets. the hotel were all invited to watch Shortly after this monumental were like money, and ^brought a The Beach Luxury was a good (this included all the crew). You can decision, he conveniently became good price on the black market hotel (one of The best). Everyone bet all hands were present and sick, and had to go home. Everyone (which was all over town). In fact, I enjoyed their stay (there are always a agrees the payoff must have been did most of my dealing with the local accounted for, and Saki Jack was in couple die-hard-complainers). But, constabulary, who are not against the front row. You don't see a world- all in all it was a damn good sojurn^ enormous. famous king get weighed in precious The Karachi Shipyard is a combi­ hustling a dishonest dollar now and as far as I was concerned. stones every day. nation of "Dante's Inferno" and then. They sat him on a large scale. On Our Purpose in the Indian Ocean "Fantasy Island." Thank Allah, we Metropole Hotel the other side was a bucket-like It seems someone in Washington were not required to remain aboard, attachment. It was filled by shovel The Metropole Hotel is located in decided that the Indian Ocean was but were sequestered in a very with all kinds of precious stonesthe heart of Karachi, and it is a good overdue to be surveyed. After excellent hotel called the Beach diamonds, rubie^ emeralds, sap­ hotel. Jackie Kennedy arrived while numerous international scientific Luxury Hotel, just a few blocks phires, opals, eta>uq^ the scales we were here, and she stayed at the top-secret-meetings (that everyone from the Seaman's Club. The food, came up even—picking the king knew about), it was voted by many quarters, and service were excellent Metropole. She was presented with right off the floor. This is really a a pure, white stallion, which she countries to survey. So off we went, here at the hotel, and everyone was sight to behold. I will never forget it. sponsored by the National Science as happy as could be expected promptly rode all the way from the They shoveled all this wealth like-it airport to the lobby of the MetroFoundation of Washington, D.C., 10,000 miles from home. Our was so much junk, and I can tell you one of the richest organizations this scientists were all flown back to the pole. I was there at the time, and barely got a small glimpse of her. it made me a little dizzy. nation has. States. After the weigh-in, there was a big The RjV Anton Bruun was Our very congenial Radio Officer- She was hustled right into the celebration in the patio, and all the elevator and whisked away from all formerly the SS Williamsburg (the Purser-Doctor-Jack-of-All-Trades local big-wigs participated including the peasants. Presidential yacht). The last Presi­ Mr. Jimmy Connors (out of Bos­ Khan and his blonde girlfriend. Ali There was an excellent restaurant dent to use it as a yacht was Mr. ton), saw to it our daily subsistence In fact, she never left his side for the and nightclub here, and all of the Harry Truman. It was laid up in with our pay was doled out each whole week he was with us. We saw crew came to see the floor show. One Philadelphia for many years. Presi­ Friday in the hotel lobby and on him every night in the night club. show was from Australia, and dent Ike gave it to the National time. This had all hands in a happy Several crewmembers tried to get his featured a squad of Australian pony Science Foundation which mood. autograph, but were stopped by his girls, all beautifuL and very friendly, promptly spent over $800,000 to The crew reported daily to the convert it to a scientific vessel. It was shipyard, and helped with the and homesick for Australia. They army of bodyguards. He and his repairs as best we could. What was consented to let us pay for their entourage occupied one corner of renamed the R/V Anton Bruun accomplished here in six weeks dinners, also "their cocktails, which the »night club each and every night after some Nordic marine scientist. until he left. could have been handled in two we did. They freely danced with us, Our job was to survey the Indian The floorshow was French, and , weeks with ease anywhere else. Most which made all hands happy as we Ocean from the Persian Gulf, all the of us rested on weekends, although did not know what to do with our fairly good. We had all the enter­ way down to the Antarctic Circle. tainers and orchestra aboard for there were crewmembers aboard pay anyway. The Metropole had They figured it would take approxi­ every day to check and make sure wonderful curry, and I being a curry cocktails. The band was Spanish, mately two to three years. We did it our ship was still there. There is very lover was in my glory. It was on the and very friendly with all the crew. in 28 months. We were the only ship little excitement or even action to menu daily, and several kinds. This There were a half dozen jockeys (all that stayed out there to finish the Aussies) staying at the hotel. And we report about in a Karachi shipyard. was a well-run hotel with a very job. That part of the world (espehad all them aboard the ship, too The days drag along, and you are continental flair. Continued on Page 33 (trying to get a hot tip, no luck). About one week after we arrived. glad to head away in the evening. Following is Chapter III in the saga of the R/ y Anton Bruun, one of the more unusual vessels ever crewed by SlU members. She was a research vessel, which participated in a 28-month research cruise in the Indian Ocean in the early '60s. It was quite a trip. Chapter I appeared in the August 1979 issue of the Log and Chapter II appeared in the Sept. issue. ^'• fA 'a ^ "ifi •"'• i• , -'- T-S. f -f- :l; V- f• n: 1':^ f''"' 32 / LOG / January 1980 R*'^- • rK i ^ H ..7 . �"K-. •ly Continued from Page 32 cruise. But I am not a National Geographic member so I did not get one. ^ . Cocktails from Moscow We operated out of Port Louis, Mauritius for six months or so. During one of our visits we tied up next to the Russian scientific ship out'here (she stayed about a year— no more). Our captain decided to invite the Russians over for cocktails,- hors d'oeuvres and dancing. There were several , lady scientists among the Russians, and one cute, little blonde spoke English, as did the captain. A grand time was had by all until the Russki captain called curfew at 10. Then all the Russkis, like the little cially India and Pakistan) reaped many millions of dollars of benefits due to our efforts. All we got was a hunk of paper run off a mimeo­ graph. -I, for one, think the National Science Foundation (with all their hundreds of millions of dollars) stinks, in capital letters, for not giving us a decent cash bonus. Maybe I'm wrong, but anyhow that's how I feel. We did a job no other country even cared to try and do. The "National Geographic Magazine" sent a photographer aboard and he took thousands of pictures. It was in an issue after the off to bed. We were all invited to a similar party aboard their ship the follow­ ing evening. Like all foreign ships the chief steward is considered an officer. So naturally, I was invited to the party for all officers and scientists. Our radio officer was persuaded to tote along his accord­ ion, which he entertained the Russians with a few lively numbers. Somehow or other I got very friendly with the Russian captain (maybe it was the' 160-proof vodka they served). Anyhow, we were having a fine time, when all, of a sudden I lost complete control, and threw up vodka (and whatever else I had in me) all over the Russian imtdiiR Rewt tar Grot likR 1-1 ...t. DEC. 1-31, 1979 ' 'TOTAL REGISTERED All Groups ClassA ClassB ClassC I - trained soldiers they are, marched r TOTALSHIPPED All Groups OassA ClassB ClassC "REGISTEREDON BEACH AIIGrou^ ClassA ClassB OlassC DECK DEPARTMENT Algonac(Hdqs.) 29 9 5 34 8 1 44 62 1 30 35 0 16 22 1 0 0 ENGINE DEPARTMENT AlgonacCHdqs.).. Algonac(Hdqs.)... Algonac(Hdqs.) 19 12 « ......^. 6 2 4 -l 18 54 27 20 7 0, . STEWARD DEPARTMENT 6 1 0 ENTRY DEPARTMENT 21 47 4 \ 0__ Totals All Departments ...............i. 72 ^ rti ^t'mnnth^ '"Total Registered" means the number of men who actually registered.for shipping at the port last montlx ""Registered on the Beach" means the total number of men registered at the port at the end of last month. ^ captain's chest. He and all the Russkis burst out laughing and he didn't even get mad (thank God). They thought it was the best thing at the party (to see a Yank get sick). Well, we all had a grand time and the service was great, what with several cute, little Russian gals running around trying to be nice, even though only one could speak any English.. The party went on right up until Russian curfew at 10 pm, when ,we were politely escorted down the gangway. This was a party I would never forget, and neither would the' officers and scientists. The Russians really are human, and dci know how to have fun, when permitted. The Russian ship did not stay in ' port too long, and sailed for home, I imagine, as we never did see them again in the Indian Ocean. We ran into many other foreign ships out here, and one three-masted schoon­ er from Stanford University. They were in fair shape and welcomed us all aboard to inspect their vessel.. We all did, never having been aboard a three-masted schooner (in fact, I had never been aboard any kind of schooner before). We all had a grand time, and it reminded me of an Errbl Flynn movie COMING: In my next chapter. III tell about our cruise to the Antarctic Circle, Amsterdam Island (a French weather station near the Antarctic « Circle). This was our longest cruise (four months), king penguins, etc. Fraternally, "Saki Jack" Dolan SIU Book D-124 Retired •"K - KNOW YOUR RIGHTS KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. 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 con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. FINANCIAL7REPORTS. The constitution of the SlU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership s money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the'membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf. Lakes and Inland. Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements speeify 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 arc available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20th Street, Brooklyn, N.Y. 11215 r Full copies of contracts,as relcfred to arc qVailable to you at all times, cither by'writing directly to the Union or to the Seafarers Appeals BdarU. CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under Which you work and live aboar your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the sheets and in the proper manner. If, at any time, any KNOW YOUR RIGHTS patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY —THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also 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. I960, meetings in all constitutional ports. The responsibility for 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 ollicfal Union receipt is given for saiiic. Under no circum­ stances 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 should not have been required to make such payment, this should immediately be reported to Union 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 discriniinated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, b'e should notify Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purpo.ses includ­ ing. but not limited to, furthering the political, social apd 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 discrirnination, financial reprisal, or threat of such conduct, or as a con­ dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Sup­ port SPAD to protect and further your economic, poli­ tical and social interests, and American trade union concepts. If at any time a member fc6ls that any of the above rights have been violated, or that he has ^en denied his CORStitutional right of access to Union records or InforilMtion, he should Immediately notify SIU President Paul Hall at headquarters bv certified mall, return receipt requested. The address is 675 - 4th Avenue, Brooklyn, N.Y. 11232. January 1980 / LOG / 33 V;-: J �• '• J '-,'"r/' •' ••' i"- •• '• ., • • • • L J' ' /• ...i. -r-l . ^l^ . W'" .•II: • -1^ .: • £•. M, ' -o.: ••'.V -"•' • ''V'" • '•"^; li'"' ." • '^" , Vi-''"' iV': , -r - fi.- L-Lfe[•t' - E" i I.Sf'®;: C:4- Pensioner James Joseph Ament, 89, passed away on Nov. 16. Brother Ament joined the Union in the port of Baltimore in 1960 sailing as a bridgeman and tugboat fireman for the Baltimore and Ohio Railroad from 1924 to 1961. He was a former member of the Masters, Mates and Pilots Union and A.M.W. Local 1. Boatman Ament was born in Baltimore and was a resident there. Surviving are a son, James Jr. of Baltimore and a daughter, Mrs. Gertrude B. Kromm, also of Baltimore. Pensioner if Henry l^dwards Williamson, 56, died of a heart at­ tack in the Univer;sity of Southern Alabama Medical Center, Mobile on Sept. 26. Brother, Williamson joined the SIU in the port of Houston in 1967 sailing as a firemanwatertender. He sailed 24 years including from 1970-3 on the SS Cqntigny (lOT) and the SS JHobert T. Waterman from 1975-7. Seafarer Williamson was a veteran of the U.S. Navy in World War II. Bora in Mobile, he was a resident there. Interment was in the Miller Cemetery, Mobile County. Surviving are his widow, Helen; his mother, Nellie of Mobile and a stepson, James Rice. Pensioner "P.G." Wingfield Jr., 58, died of a heart attack at home in Jackson­ ville on Nov. 3. - Charles Wesley Brother Wingfield "Charlie" Boyd, i joined the SIU in 55, died of heart the port of Hous­ failure in Balti­ more on Oct. 12. ton in 1963 sailing as a recertified bosun for lOT from 1974-7. Seafarer Brother Boyd joined the Union Wingfield graduated from the Union's in the port of Recertified Bosuns Program in Baltimore in 1956 September 1974. He was also a 'sailing as a deck­ department and ship's delegate. And he hand on the tug Interstate (lOT) from was a wounded veteran of the U.S. Navy 1967 to 1979. He was a former member in World War 11, From 1956 to 1960, he was a 1st class shipfitter at the Bethle­ of the Iron Workers Union District 50. Boatman Boyd was a veteran of the hem Shipyard, Marcus Hook, Pa. Wing­ Army in World War II. He was born in field was a native of Roanoke, Va. Burial was in Fairview Cemetery, Roanoke. Riehlands-Ravens, Va. and was a resident of Saltville, Va. Burial was in Surviving are his widow, Eloise; a^on, the Elizabeth Cemetery, Saltville. "P.G." Ill of Roanoke; his father, Surviving are his widow, Helen; two. "P.G." Sr., of Jacksonville and a sons, Gerald and Samuel; a daughter, granddaughter, Wendy Page Wingfield of Marion, Va. Hilda; a grandson. Nelson and a granddaughter, Sonia. Pensioner George P. Anitip Robert Leje Zopfi, 80, was Buxton, 52, dead of cancer on succumbed to arrival at the West cancer in the Jefferson General Nassau Bay, Tex. Hospital, MarUSPHS Hospital rero. La. on Sept, on Aug. 6. Brother 23. Brother Zopfi 5 Buxton joined the joined the Union in the port of New Union in the port Orleans in 1956 sailing as a 2nd engineer of Port Arthur, Tex. in 1964 sailing as a for Dixie Carriers from 1943 to 1964. captain, pilot, tankerman, engineer and Boatman Zopfi was a former member of cook for the Slade Towing Co. from the MAW Local 59. He was born in New 1956 to 1979. Boatman Buxton was a veteran of the U.S. Army during the Orleans and was a resident of Marrero. Korean War. Bom in Starks, La., he Burial was in the Valence Street Cemetery, New Orleans. Surviving is a was a resident of Orange, Tex. niece, Mrs. Louise Dannelley of Gretna, Interment was in the Doyle Cemetery, La. Starks. Surviving are his widow, Orlean Pensioner and his mother, Nancy of Orange. Thomas Shirley Raymond ^eroy Kirkpatrick Jr., 25, Lambeth, 52, died was dead of injuries on arrival at the of heart failure in John Gaston Hospital, Memphis, Tenn. the New Orleans after being hit by a car on Interstate 240 USPHS Hospital on Nov. 25. Brother Kirkpatrick joined on Oct. 19. the Union in 1974 following his Brother Lambeth graduation from the HLS. He sailed as a ^ joined the SIU in tankerman and deckhand for ACBL from 1974 to 1977 and from the port of 1944 in the port of New Orleans sailing St. Louis in 1975 on the tug La Salle as a firemap-watertender and engineer (ACBL). Boatman Kirkpatrick also for MEBA's District 2. He graduated sailed for Inland Tugs and for National from the SIU-ME3A School of Marine Marine. In 1977, he sailed deep sea. A Engineering, Brooklyn, N.Y. in 1966. native of Linton, Ind., he was a resident Seafarer Lambeth was born in Mobile of Jacksonville, Ind. Burial was in and was a resident of Leakesville, Miss. Peavy Cemetery, Jacksonville. Burial was in the Mt. Pasigch Cemetery, Surviving are his parents, Mr. and Mrs. Greene County, Miss. Surviving are his Raymond and Patricia Kirkpatrick of widow, Agnes; two sons, Thomas and Gerald and a daughter, Shirley. Jacksonville. 34 / LOG / January 1980 Pensi oner Michael A. Reges, 65, died of natural causes in the Queens (N.Y.) Hospital Center on Nov. 23. He was born..in Pennsylvania and was a resident of Brooklyn, N.Y. Interment was in the Cypress Hills Cemetery, Brooklyn. Surviving is his sister, Mrs. Cecilia Di Fulvio of Queens Village. Pensioner Prescott Younger Spinney, 84, suc­ cumbed to arter­ iosclerosis in Gloucester, Mass. on Oct. 17. Brother Spinney joined the SIU in 1939 in the port of Norfolk sailing as a deck and junior engineer. He sailed 42 years and was also a machinist. Seafarer Spinney was a veteran of the U.S. Navy in World War I. Born in Gloucester, he was a resident there and in Norfolk. Cremation took place in the Linwood Crematory, Haverhill, Mass. Surviving are a son, William of Gloucester and a sister, Mrs. Lillian Mitchell of Norfolk. Pensioner John William Tingle, 75, passed away on Aug. 5. Brother Tingle-joined the SIU in 1939 in the port of Philadel­ phia sailing as a chief steward. He sailed 34 years. Seafarer Tingle was born in Cromlyn, Pa. and was a resident of West Cape May, N.J. Interment was in the Mt. Moriah Cemetery, Cape May. Surviving is a granddaughter, Mrs. Nancy M. Vinson of Philadelphia. Michael "Mike" Noel Walsh, 31, died in New York City on Oct. 4. Brother Walsh joined the SIU in •the port of New York in 1967. He sailed AB and also achieved his GED. Seafarer Walsh sailed with Puerto Rico Marine and was an ex-construction worker. He was awarded the Republic of Vietnam Campaign, Vietnam Service .and National Defense Campaign Medals as a veteran of the Vietnam War. Walsh was a Pfc. in the 4th Army, Co. A, 16th Combat Engineers Bn., 1st Armored -Div. He was born in Brooklyn, N.Y. and was a resident there. Burial was in Holy Cross Cemetery, Brooklyn. Surviving are his parents, Mr. and Mrs. William and Hazel Walsh of Brooklyn. Pensioner Leo Gillis, 84, died of a heart attack in I San Diego, Calif, on Octv, 29. Brother Gillis I joined the SIU in 1938 in the port of Philadelphia sail­ ing as a bosun. He sailed 35 yearsTfom 1927. Seafarer Gillis was bora / in Massachusetts and was a resident of Queens Haven, San Diego. Burial was in Mt. Hope Cemetery, San Diego. John "Johnie" Hoggie, 60, was dead of heart disease op arrival at the Burdette Tomlin Hospital, Wildwood, N.J. on Oct. 13. Brother Hoggie joined the SIU in 1942 in the port of New York sailing as a chief steward aboard the Af/F Tamara Guilden (Transport Commercial) from 1975 to 1979. He sailed for 44 years and as a ship's delegate. Seafarer Hoggie "... was well liked by all SIU men and he thought a lot of the SIU when he was a patrolman in the port of Baltimore for many years." Seafarer Hoggie was born in Norwich, Conn, and was a resident of Somerdale, N.J. and Lighthouse Pt., Fla. Cremation took place in the North Cape May (N.J.) Crematory. Surviving are his widow, Betty Jane of Philadelphia and the Hatgimisios family, all SIU members, who wrote: "Memories are treasures no one can steal. But losing you was a heartache no one can heal." Brother Hoggie will be missed by his nephew and brothers, Kosta, George of Lighthouse Pt. and Chief Steward Nicholas Hatgimisios of Philadelphia. Pensioner Her­ bert Eric Adams, 58, died on Oct. 2. Brother Adams I joined the SIU in I the port of Tampa I in 1958 sailing as a fireman - waterI tender and ma­ chinist. He was a veteran of the U.S. Army in World War II. Seafarer Adams was born if Faison, N.C. and was a resident of Hendersonville and Burlington, N.C. Surviving are his widow, Lucille of Burlington and two daughters, Mrs. Donna Johnson also of Burlington and Ms. Erick A. Johnson of Hendersonville. Pensioner Alex­ ander Donald j "Alex" Brodie, 66, succumbed to 1.cancer at home in Singapore on Oct. 6. Brother Brodie I joined the SIU in 1 the port of New York in 1951 sailing as a chief steward. He sailed 38 years. Seafarer Brodie was a veteran of the U.S. Navy in World War 11. Born in Belfast, Northern Ireland, he was a British subject. Surviving are his widow, Eileen and two daughters. Kim and Sandra. Jesse Thomas Green, 64, died of heart failure in Charity Hospital, New Orleans on Oct. 4. Brother Green joined the SIU in the port of New Orleans in 1954 sailing as an OS. He also sailed on the Delta One. And he was a machinist. Seafarer Green was a veteran of the U.S. Army in World War 11. A native of Piheville, La., he was a resident of New Orleans. Interment was in the Greenwood Cemetery, New Orleans. Surviving is a sister, Mrs. Forest H. M. \Howard of Kenner, La. �7:v. I'a..; % i".-- .c MHAStfl. Help J"/ Friend ri' Deal With \ Alcoholism •?i' '-^r. : ,,•,r v,-^- ^ ^ Sv '. .. . ' ^--r.:. . - ' ^ •,- v\>'.-vv;'" • •• .>' , '? • Alcoholics don't have friends. Because a friend wouldn't let another man blindly travel a course that has to lead to the destruction of his health, his job and his family. And that's where an alcoholic is headed. Helping a fellow Seafarer who has a drinking problem is just as easy—and just as important—as steering a blind man across a street. All you have to do is take that Seafarer by the arm and guide him to the Union's Alcoholic Rehabilitation Center in Valley Lee, Md. Once he's there, an alcoholic SIU member will receive the care and counseling he needs. And he'll get the support of brother SIU members who are fighting the same tough battle he is back to a healthy, productive alcohol-free life. The road back to sobriety is a long one for an alcoholic. But because of ARC, an alcoholic SIU member doesn t have to travel the distance alone. And by guiding a brother Seafarer in the direction of the Rehab Center, you'll be showing him that the first step back to recovery I, is only an arm's length away. Alcoholic Rehabilitation Center | I am interested in attending a six-week program at the Alcoholic Rehabilitation Center. I understand that all my medical and counseling records will be kept strictly confidential, and that they will not be kept anywhere except at The Center. | i j | I ! Name Book No Address I • (Street or RFD) (City) , ru (State) . I / "I Telephone No. Mail to: THE CENTER Star Route Box I53-A Valley Lee, Md. 20692 or call, 24 hours-a-day, (301) 994-0010 I ( (Zip) | I I } — i | j January 1980 / LOG / 35 A./ �•.:! •T V ''•i k: •i^:. t «, • •5 V "1 If- ... i''. j• • %-^'y 'V V-- r» - ' i'. • .! 13 7^? SEA-LAND ECONOMY (Sea-Land Service), November 4—Chairman, Recertified Bosun A. McGinnis; Secre­ tary Roy R. Thomas; Educational Director W. J. Mitchell; Engine Dele­ gate Earl Shaw Rodgers. No disputed ' OT. Chairman reported that everything is running smoothly with no major beefs reported by department delegates. Reminded everyone of the various classes now in session for upgrading at Piney Point. Advised all members to stand by for customs immigration upon arrival to speed up clearance. Also discussed the importance of donating to SPAD. Observed one minute of silence in memory of our departed brothers. Next port New Orleans. SANTA MERCEDES (Delta Steam­ ship), November 4—Chairman, Re­ certified Bosun J. Stout; Secretary T. Tinitali; Educational Director P. Bradshaw; Steward Delegate Jim Hatfield. $312.10 in ship's fund. No disputed OT. Chairman reported that there is a new dental clinic in San Francisco for SIU brothers and sisters. Report to Log: "The Santa Mercedes followed lead of sister ship Santa Maria with a cookout for the entire crew which proved to be very successful. The entire crew and staff pitched in to help. Chief Steward Tini made sure all were fed well doing some of the cooking himself. A very good variety of foods." Next port Bahia. BALTIMORE (Sea-Land Service), November 3—Chairman, Recertified Bosun Robert C. Gorbea; Secretary George W. Gibbons; Educational Director W. J. Dunningan; Engine Delegate Alton Green; Steward Dele­ gate Stonewall Jackson. $15.25 in the ship's fund. No disputed OT. Chairman noted that the repair list was posted and a safety meeting was held. Discussed the importance of donating to SPAD. The crew would like to know if a bus could be on the dock to take the men to the main gate in Boston. A vote of thanks to the bosun for doing a good job on the garbage detail. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. Next port Philadelphia. •. - i CAGUAS (Puerto Rico Marine Mgt.), November 18—Chairman, Re­ certified Bosun C. Gonzalez; Secretary C. Rice; Educational Director H. Calloe. Chairman discussed the importance of donating to SPAD and also for all crewmembers to read the Log to keep up with what is going on in the Union. Secretary just returned on board afterthe Stewards Recertification Program and reported about the new fields that the Union is working in such as Ocean Mining, Deep Sea Fishing and the crewing of three more LNG tankers from foreign crews. $70 in ship's fund. A vote of thanks to the steward department for a job well done. WESTWARD VENTURE (Interocean Mgt.), November 23—Chairman, Jack W. Edward; Secretary Alva W. McCullum; Educational Director Joseph Quintello. No disputed OT. Chairman noted the supplement in the October Log on the Export Administration Act of 1979, the importance of the Alaskan Oil and jobs for West Coast sailors. A discussion was held and questions were answered. Also discussed was the ' importance of donating to SPAD. A vote of thanks to the steward depart­ OVERSEAS VIVIAN (Maritime ment for a fine Thanksgiving dinner. Overseas), November 4—Chairman J. L. Bass; Secretary H. W. Roberts; GREAT LAND (Interocean Mgt.), Educational Director C. 1. Coello; Deck November 25—Chairman, Recertified Delegate Cal Smith; Engine Delegate Bosun J. A. Lewis; Secretary G. Pretare; Dean Dobbins; Steward Delegate Educational Director M. Stover; Engine Walter Cutter. No disputed OT. Chair­ Delegate John" A. Sullivan. Chairman man reported that the ship was due to explained the official SIU Ship's arrive at the Panama Canal Zone on minutes to the crew. The ship has just Friday and then proceed to Corpus sailed through a very rough storm and Christi, Texas to unload. Educational the entire crew is to be commended for Director urged all those who qualify to good seamanship. Educational Director go to Piney Point to upgrade and to has informed crew that he has all the better yourself because it is in your best applications for upgrading and urged all interest as well as the Unions. A letter members who qualify to sign up. No was received from headquarters and was disputed OT. Next port Anchorage. posted on the bulletin board for aU to read. A vote of thanks to the steward JACKSONVILLE (Sea-Land Ser­ department for a job well done. Next vice), November 25—Chairman, Re­ port Corpus Christi. certified Bosun Antoine Kerageorgiou; OVERSEAS NATALIE (Maritime Secretary S. Pistak; Educational Direc­ Overseas), November 4—Chairman, tor J. Burkette; Deck Delegate Antonio Recertified Bosun F. H. Johnson; Romero. Some disputed OT in deck and Secretary C. A. Guerra; Educational steward departments. Chairman held a Director L. T. Moss; Engine Delegate discussion on the importance of donat­ E. Kent; Steward Delegate P. Baker. ing to SPAD. Educational Director $232 in ship's fund. No disputed OT. discussed the need for safety at sea. Chairman held a discussion on upgrad­ Asked everyone to report if they have ing and the importance of donating to any special health problems so that the SPAD. Crewmembers were also re­ proper medications can be kept on minded that there is no smoking on deck board in case of emergency. A vote of while the ship is loading or unloading. A thanks to the steward department for vote of thanks was sent from the good feeding and balanced menus. Next Captain and officers for the good and port Elizabeth. tasty food and work being done by the PUERTO RICO (Puerto Rico Ma­ steward department. Observed one rine Mgt.), November 24—Chairman, minute of silence in memory of our Recertified Bosun J. Corder; Secretary departed brothers and sisters. Next port H. Ridgeway; Educational Director C. Panama. Mainers. No disputed OT. Chairman SEA-LAND TRADE (Sea-Land discussed the importance of donating to Service), November 25—Chairman, SPAD and suggested that all members Recertified Bosun L. Suchocki; Secre­ should take advantage of Piney Point. A tary C. Gray; Educational Director J. request was made for the pantry, lounge Greenfield; Engine Delegate Michael and messhall to be kept clean at night. A Mifferd; Steward Delegate Lawrence R. vote of thanks to the steward depart­ Haney. No disputed OT. Secretary ment for a job well done and a vote of reported that everyone had enjoyed a thanks for a wonderful Thanksgiving nice Thanksgiving day. Compliments day dinner. were extended from the officers and DELTA BOLIVIA (Delta Steam­ crew for the fine Thanksgiving dinner ship), November 25—Chairman, Re­ that was served. Next port Seattle. certified Bosun S. Jandora; Secretary EL PASO SOUTHERN pi Paso M. Sospina. No disputed OT. Chairman Marine), November 25—Chairman C. noted that a repair list has been made up Leahy; Secretary T. Navorre; Educa­ and if any additional repairs are tional Director R. Dizon; Deck Dele­ necessary to let him know. Also if there gate Paul Butterworth. Secretary held a are any unsafe conditions existing discussion on how important it is to aboard ship please bring them to the keep the jobs in the steward department. attention of the department heads. Some disputed OT in deck department. Secretary gave a vote of thanks to all A vote of thanks to the steward crewmembers for their cooperation during the voyage. The Chief Cook was department for a job well done. thanked for the best Thanksgiving JEFF DAVIS (Waterman Steam­ dinner menu ever put out. ship), November 11 —Chairman, Recer­ tified Bosun George E. Annis; Secretary HOUSTON (Sea-Land Service),"^ R. Collier. $680 in ship's fund. No November 7—Chairman, Recertified disputed OT. Captain and port officials Bosun Julio Delgado; Secretary H. were very pleased with port payoff and Ortiz. No disputed OT. Chairman urged voyage sign on. It was noted that the everyone to upgrade so we can live with catwalk has to be repaired,it is unsafe for the new technology of new ships. Piney walking. A vote of thanks to the Point has the classes available so take chairman for trying to rent new movies advantage now. Secretary discussed the for the crew. Also a vote of thanks to the importance of donating to SPAD. A steward department for a job well done. vote of thanks to the steward depart­ Next port Suez. ment for a job well done. LNG TAURUS (Energy Transport), November 3—Chairman, Recertified Bosun T. Brooks; Secretary F. Costango; Educational Director G. B^nous; Deck Delegate Clarence Burgo; Engine Delegate Mark Freeman; Stew­ ard Delegate Pat Geary. No disputed OT. Chairman reported that everything is running smooth and that the recrea­ tional tournaments are all underway and the SIU members are making a good showing. Although we have lost two games to the Bontang All StarsSoftball—the crewmembers have enr joyed the fun and after game refresh­ ments. A vote of thanks to the steward department for a job well done. Next port Nagoya. Official ship's minutes were also received from the following vessels: DELTA MEXICO DELTA AFRICA LONG BEACH ST. LOUIS POET DELTA COLUMBIA OGDEN WILLAMETTE BROOKS RANGE SEA-LAND PRODUCER WALTER RICE EL PASO ARZEW POINT JUDY SEA-LAND TRADE STUYVESANT TRANSCOLUMBIA ^ OGDEN LEADER SEA-LAND COMMERCE ia SEA-LAND EXCHANGE 7 JOHNPENN DELTA MAR ULTRASEA OVERSEAS VALDEZ PENNY ODQEN CHAMPION OVERSEAS JOYCE OVERSEAS OHIO MOBILE AGUADILLA MT. VERNON VICTORY OGDEN MERRIMAC POINT SUSAN DELTA SUD PHILADELPHIA SEA-LAND FINANCE NEWARK OGDEN CHALLENGER TAMPA SEA-LAND CONSUMER SUGAR ISLANDER DELTA PARAGUAY BAYAMON OGDEN COLUMBIA SEA-LAND GALLOWAY COVE RANGER ARECIBO CAPRICORN THOMAS NELSON SAMUEL CHASE ROBERT E. LEE PANAMA OVERSEAS ANCHORAGE OGDEN LEADER MONTICELLO VICTORY MARYLAND GOLDEN MONARCH DELTA PERU OVERSEAS HARRIETTE ALLEGIANCE ROBERT TOOMBS COVE ENGINEER CAROLINA SEA-LAND PRODUCER ANCHORAGE WORTH 36 / LOG / January 1980 •. ; ;• • • i; • �i, -S- : . '>:r.:-?: /. A Beautiful Cruise on SiU's 4 W.C. Passenger Ships r|nHE port of San Francisco just one of many of the great ports called on by the 55" Santa Marianna (Delta Steam­ ship Co.). The beautifully appointed passenger vessel, along with her sister ships Santa Maria, Santa Magdalena and Santa Mercedes, came under contract to the SIU when Delta bought them from Prudential-Grace Lines. The Log visited the Santa Marianna Sind her passengers and crew as the ship prepared to depart for Los Angeles and then on to Carribean and South American ports of call. Passen­ gers can expect to have a wonder­ ful time on the journey with all their needs being handled by the many experienced hands in the steward department. Also, the SIU deck and engine gangs can be counted on to keep things running in an orderly fashion all during the cruise. All in all, a good time is had by all on one of these cruises for passengers and crew. lit, •, -jr Delta Line's Santa Marianna is docked at the pier in San Francisco awaiting cargo and passengers before sailing to Los Angeles and South American ports. _ Crewmemb^rs gather in the ship's mess hall to discuss the latest issues of interest with their Union representatives. Clockwise from the left are: Jack Sutton, wiper; Jay Siegal, plumber; Jon Anderson, wiper; G. E. Miller (hidden behind Anderson) and Bob Lee, FOWTs; George McCartney and Gentry Moore, SIU Representatives, and Herwood Walters, bos'n. Carmen Edgley (I.) and William Solomon took time out from lunch to pose for this photo, Carmen is a waitress; while William, a.k.a. "King Solomon (shown here in his fighting stance), is the ship's third baker and a potential heavyweight champ. Enjoying a chat between cruises are (I. to r.) Larry Bunnell, crew messman; C. Tufaro, carpenter, and George Har­ rison, oiler. . Passengers and crew alike enjoy fine meals while on board theSanta Marianna, a large part of the credit for this goes to Chef Henry Planel (left) and Chief Cook Alfonso Campanella. January 1980 / LOG / 37 / �Here is the tentative schedule of upgrad­ ing courses to be held at the Lundeberg School in 1980. As you can see, the School is offering a wide range of programs for all ratings, both for deep sea and inland members. SlU members are reminded that thfs L FOWT • V- •v Marine Electronics Refrigeration Systems maintenance & Operations March 31 August 4_ •r November 10 Pumproom Maintenance & Operation January 7 March 31 May 12 July 7 September 15 October 27 Diesel Engineer (Regular) • A Seniority Upgrading Program January 7 February 4 March 10 April 7 May 5 June 9 July 7 August 11 September 8 Octobers November 10 December 8 •lifeboat'-y'v '•: M • / nil. „i A,. ' Towboat Operator January 21 Towboat Operator Scholarship Program January 7 April 7 July 7 September 2¥'' . Celestial Navigation March 17 August 4 ' -y :r January 3 January 17 January 31 February 14 February 28 March 13 March 27 April 10 April 24 May 8 May 22 June 5 June 19 July 3 July 17 July 31 August 14 August 28 September 11 September 25 October 9 October 23 November 6 November 20 [^cember 4 December 18 ,=FUT/..' These courses will be scheduled as needed to accomodate applicants. Assistant Cook y: -1 I .y ' Cook & Baker Octobers ', / - "• Tankerman May 12 ^ September 15 I i 'V .••WfPrSi' "" Engine Room Automation : jy ' '.r-- f April 14 June 9 October 27 i.:, , '•v.-y•y --f y-.-vw'. -vr' February 11 • February 11 April 7 August 11 — • •^ Conveyor Quartermaster Bosun Recertifiaation Program •' March 3 July 7 October 27 Diesel Engineer (License) A St Class Pilot January 7 Maroh 10 May 12 July 14 September 8 October 13 February 18 June 23 September 29 February 18 June 23 September 29 January 3 January 31 March 27 April 24 May 22 June 19 July 17 August 14 September 11 November 6 Steward Recertification Program January 7 May 12 August 18 Marine Electrical. Maintenance Welding ••. -•?&•; ..-T- ; V..- January 17 March 13 April 10 May 8 July 3 July 31 September 25 October 23 November 20 » ••yC" 1 January 3 May 22 September 25 QMED tr-'-j i5^- r r-'. Able'Seaman January 7 February 4 March 31 April 28 May 26 June 23 July 21 August 18 September 15 November 10 LNG -r- Starting Dates Course Name Starting Dates Course Name •J 'm schedule is tentative. In other words, courses may be changed or cancelled de­ pending on response from the member­ ship. So think about upgrading this year. And get your applications in early to assure yourself a seat in the class of your choice. -4^ March 3 May 26 October 13 .Chief Cook Chief Steward " ' ' y" i . 38 / LOG / January 1980 - .. y : "V; i;-- ' i'. •. .ill: •. \ �Why Not Apply for an HLS Upgrading Course Now! HARRY LUNDEBERG SCHOOL UPGRADING APPLICATION (Please Print) "16". if. (/I i Name. Date 6f Birth. (Last) (First) Mo./Day/Year (Middle) Address (Street) i \ ' J- (City) (State) Deepsea Member Q (Area Code) Lakes Member • InIand Waters Member • . Seniority. Book Number Date Book Was Issued. Port Presently Registered In. Port Issued Endorsement! s) or License Now Held. Social Security #, Piney Point Graduate: • Yes No • (if yes, fill in below) Entry Program: From. to. (dates attended) Upgrading Program: From, Telephone. (Zip Code) Endorsement(s) or License Received . to. (dates attended) bo you hold a letter of completion for Lifeboat: • Yes Nod Firefighting: • Yes No • Dates Available for Training. I Am Interested in the Following Course(s). • Tankerman • AB 12 Months • AB Unlimited • AB Tugs & Tows • AB Great Lakes • Quartermaster • Towboat Operator Western Rivers 0 Towboat Operator Inland • Towboat Operator Not More than 200 Miles Q Towboat Operator (Over 200 Miles) O Master • Mate Q Pilot STEWARD ENGINE DECK • FWT • Oiler • • • 0 0 0 0 QMED - Any Rating Others Marine Electrical Maintenance Pumproom Maintenance and Operation Automation Maintenance of Shipboard Refrigeiration Systems 0 Diesel Engines 0 Assistant Bigineer (Uninspected Motor Vessel) 0 Chief Engineer (Uninspected Motor Vessel) 0 0 • 0 • Assi stant Cook Cook & Baker Chief Cook Steward Towboat Inland Cook ALL DEPARHMENTS 0 0 0 0 0 LNG LNG Safety Welding Lifeboatman Fire Fighting ^ RECORD OF EMPLOYMENT TIME —(Show only amount needed to upgrade in rating noted above or attach letter of service, whichever is applicable.) VESSa RATING HaD DATE SHIPPED DATE OF DISCHARGE DATE SIGNATURE RETURN COMPLETED APaiCATION TO: LUNDEBERG UPGRADING CENTER. PINEY POINT, MD. 20674 January 1980 / LOG / 39 .i'l* I , �. "" V ^ ' .V r.= ;--. !*b; ^>-^'.-->-a.-'->,4.Vr;ft feipaaa^£^^;^^ag5r!^a!a«!a3;!^a3CaiK!>gM •; B ;" •M '-m'm'^ .,:.'.^t--. WE NEED A SPACE IN WASHINGTON ,{^' . » f;-' i!' :". •If f/-'. , ,:'S^ •••>t ;'f' MS' � 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 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource January 1980 Description An account of the resource Headlines: OCEAN MINING BILL SURGES THRU SENATE SIU SUPPORTS EXTENSION OF WAR RISK INSURANCE FO 5 YEARS PAUL HALL HOSPITALIZED: MEMBERSHIP AUTHORIZES FRANK DROZAK TO CARRY OUT DUTIES OF PRESIDENT CARTER ORDERS HALT OF GRAIN SHIPMENTS TO SOVIET SAFETY RECORD OF FOREIGN CREWED CONVENIENCE FLAGGERS PITIFUL CONGRESS SETS $227B WINDFALL TAX ON BIG OIL, BUT...! SIU'S SALTIEST DISPATCHER, BARBARA RUGGIERI, RETIRES COAST GUARD SETS NEW REGULATIONS ON LIFEBOATS MEANY, LABOR'S GREAT MAN, IS DEAD AT 85 390,000 TON UST PACIFIC CREWED MURPHY WANTS BILL TO EXTEND USPHS USE TO RETIRED SEAMEN SIU CREW SAVES FISHERMEN FROM STURGEON BAY STORM SMOOTH SAILING ON NEWLY CRWED LNG SONATRACH 3 SIU TUGS FREE LIBERIAN SHIP HARD AGROUND IN BALTIMORE THE SIU IN WASHINGTON U.S. TANKERS NOW CARRY ONLY 2.8% OF OUR IMPORTED OIL U.S. FLEET DECLINES; BUT OVERALL CAPACITY HITS RECORD TONNAGE SIU'S 14TH LNG, VIRGO, IS READY FOR ACTION 1979 - MORE JOBS, INCREASED BENEFITS FOR SIU MEMBERS SOME GOOD CHEER FOR THE NEW YEAR FOR DRYDOCKED SEAFARERS: NMC PROPOSES $11.7B FOR MARITIME IN '80S MARINE ELECTRONICS SEAFARERS ARE ACCEPTING THE CHALLENGE MID-EAST CRISES FOCUS NEED FOR BEEFED UP U.S. FLEET WASHINGTON, D.C.: THE LONG & OFTEN TURBULENT VOYAGE OF A BILL THRU CONGRESS TAX TIME AGAIN, UGH! LONG-TRIP TAX PROBLEMS 3RD OF 11 NEW G&H TOWING TUGS GOES INTO SERVICE SEAMEN'S MOVEMENT HAS HAD MANY HEROES... BUT NOT ALL OF THEM HAVE BEEN SEAMEN SAGA OF THE R/V ANTON BRUUN, PART III A BEAUTIFUL CRUISE ON SIU'S 4 W.C. PASSENGER SHIPS 1980 RESOLUTION Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 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 1/1/1980 Format The file format, physical medium, or dimensions of the resource Newsprint Identifier An unambiguous reference to the resource within a given context Vol. 42, No. 1 Type The nature or genre of the resource Text 1980 Periodicals Seafarers Log http://www.seafarerslog.org/archives/files/original/6a0773ba95c1df656b41e69684079863.PDF aab0aefe2275830883c315fd3ff204a7 PDF Text Text •r..-—v-r^f^^f^'<^ if, 1 t -S;':' . . ' -H.: . -^r .•. ,: :j'- x-y X Frank Drozak Elected President of MTD page 3 i .'• x,-i ; •Xr t i 'i ! • •' •, . '-f.'f'', t i' "'#^V Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO ^ r-~" I FEBRUARY 1980 SlU Crews 1st of 12 Seo'Land Diesels r ..f. • X-"R^ r, •,•.• w• API CIO Mro Execufive m- Board l: -r- Meeting pages 11-14 . I. mM •mr^.-•' V- - 1. Summary Annual Aaip^- Report for Seafarers Pension Plan page 30 Boatmen Crew New Flagship of Notional Marine page 7 jjSry,- ••ilias Wl f- ' •vd/ n m. -m^t �AFL-CIO Sends Prayers, Best Wishes to Paul Ha ...V' When the 35 man Executive Council of the AFL-CiO met for their annual mid-winter meeting this month, there was one of their number not in attendance, SiU President Paul Hail. President Hail, who is senior Vice President of the AFL-CiO, has been hospitalized since last November. Hail's peers on the Executive Council sent him the following letter, which vividly shows the amount of respect and admiration Paul Mali commands throughout the labor movement. Following is the text of that letter:- February 18,1980 I hail the API Dei elecl Dn Tl Boai thei meet beini stati Presi Hf Dear Paul: Your friends and colleagues on the Executive Council want you to know how much we miss you at this session. The clarity of your thoughts, the precision of your language and the strength of your trade union principles have served this Council and the entire labor movement well. The difficulties besetting our nation and the challenges facing our movement summon from each of us the same qualities of leadership and vision that have been the hallmark of your career. The guidance you have long provided this Council will enable us to continue to chart the best course fjor this movements But, most of all, the fact that you and Rose cannot be with us deprives us of your fellowship and gracious friendship. Our prayers and best wishes are with you. Sincerely and fraternally, Signed by: •* LANE KIRKLAND, President THOMAS R. DONAHUE, Secretary-Treasurer Executive Council ^-CIO AFL '-VoOSTWW- • s:; ^ • v v-}^ i.,.: V 41'; Thomas W. Gkasoii S. Frank Raftlry Martin J. Ward Albert Shanker Edward T. Hanley William H. McClennan David J. Fitzmaurice Alvin E. Heaps Fred J. Kroll Wayne E. Glenn Robert F. Goss Peter Bommarito Jerry Wurf A1 H. Chesser Murray H. Finley Sol C. Chaikin Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic Gulf I akpc anH i.,. 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 42, No. 2, February'l980.'(llsN wiM-204^^ 2 / LOG / February 1980 •' .^4 John H. Lyons • Frederick O'Neal George Hardy William Sidell Glenn E. Watts Angelo Fosco J.C. Turner Kenneth T. Blaylock Wm. W. Winpisinger John J. ODonnell Daniel V. Maroney Charles H. Pillard Lloyd McBride Emmet Andrews William H. Wynn John DeConcini District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. and last �Frank Drozak Elected President Maritime Department I N a move that AFL-CIO captain of our good ship done over the years in President Lane Kirkland MTD than Frank Drozak." building the strength and hailed as "the best choice," The MTD Executive political clout of the MTD. the Executive Board of the Board then gave Drozak a Drozak said he is "deter­ AFL-CIO Maritime Trades tremendous vote of confi­ mined to carry out Paul Department unanimously dence by electing him Hall's dream of a U.S. elected the SlU's Frank unanimously as new MTD maritime industry second to Drozak as its new president. president. none throughout the world.w Drozak will now serve as After his acceptance The MTD Executive Board took this action at president of the Maritime speech, Drozak was pre­ their annual mid-winter Trades Department for the sented with the gavel—a meeting on Feb. 14 after remainder of this term of tradition—by MTD Vice being appraised of the health office. MTD officers are President Steve Leslie. Immediately thereafter, status of SIU and MTD elected every two years. The next election will be held at new AFL-CIO President President Paul Hall. the MTD Convention in Lane Kirkland entered the Hall has been hospitalized 1981. MTD meeting to pledge the and very seriously ill since (As reported by the Log Federation's support for last November. last month, the SIU Drozak and the MTD. To insure that the MTD's membership authorized Kirkland, who calls the functions continue to be Frank Drozak to discharge MTD his "old home town," carried out effectively, the the duties of SIU President said that the MTD Execu­ MTD Board made the pending Paul Hall's return tive Board showed "good difficult decision to declare to office. Therefore, in judgement" in electing the president's post vacant. addition to serving as acting Fr^nk Drozak President of After the post was SIU President, Drozak is the MTD. declared open, MTD Vice now President of the Kirkland said that both he President Steve Leslie Maritime Trades Depart­ and Drozak have "big shoes placed the name of Frank ment.) to fill." He affirmed that the Drozak in nomination. In accepting the steward­ best possible tribute that can Leslie, who is also an ship of the MTD, Drozak be paid to Paul Hall is that international vice president vowed to lead the Depart­ the MTD "continue to build of the Operating Engineers, ment in the same direction upon his achievements." said that there could be "no and with the same strength Paul Hall has been better replacement as and fervor as did Paul Hall president of the AFL-CIO for the past 25 years. Maritime Trades Depart­ Drozak paid tribute to the ment for nearly 25 years. INDEX unsurpassed job Hall has Hall built the MTD from a Legislative News Frank Drozak Elected MTD President Page 3 SIU in Washington Pages 9-10 Carter Budget . .Page 16 AFL-UIU"^ President Lane Kirkland called the election of Frank Drozak as President of the MTD "the best choice possible." small, fledgling organization to the largest and politically most potent organizational department of the AFLCIO. As Steve Leslie said, "when Paul Hall took over the MTD it was a leaking ship. But Paul gave it a new hull, overhauled the engines and put together a good crew." Frank Drozak now has the reins of the MTD, an organization representing 43 International Unions with a combined membership of 8 million American workers. As Lane Kirkland said, "I vouch for Frank Drozak's ability to do the job.' Union News Gal Tanner Retires Page 4 Headquarters Notes.. .Page 5 Letters to Editor Page 18 Brotherhood in Action Page 33 At Sea-Ashore Page 17 SPAD Checkoff ... Back Page Tug Triumphs in Fire..Page 8 Great Lakes Picture ..Page 24 Inland Lines Page 34 General News Ship's Digest Dispatcher's Reports; Great Lakes Inland Waters Deep Sea 1 Page 25 Page 28 Page 35 Page 32 Training-Upgrading "A" Seniority UpgradingPage25 Upgrading Schedule ..Page38 Membership News New Pensioners Page 30 Final Departures. Pages 36-37 .HLS Grads Page 22 MTD Vice President Steve Leslie, left, presents new MTD President Frank Drozak with the gavel formally marking the beginning of the stewardship of Drozak as President of the AFL-CIO Maritime Trades Department. Special Features MTD Executive Board Meeting Pages 11-14 More on MTD Mid-Winter Meeting on Pages February 1980 / LOG / 3 . -i i' �r. V- SlU VP. Tanner Retires; A Charter Member I •",1 •- M7" i'-Tk.:, M T was 1935 and a teenage boy wanted to leave the depression behind for awhile by seeing the world. So he took an OS job on a ship out of Tampa, Fla. Well he's back in Tampa now, but Cal Tanner has come a long way from his job as an ordinary seaman. Late last year he retired as vice president of the SIU. From ordinary seaman to organizer to port agent to vice president, Cal Tanner has helped build and strengthen the SIU, making it a powerful and secure labor union for seamen and boatmen. Bom Dec. 27, 1916 in Tampa, his full name is William Calton Tanner. During his first few years of shipping out. Tanner was a member of the old International Seamen's Union. But as soon as the SIU was formed in 1938, he became a charter member. During World War II he sailed in all the war zones as AB and bosun. In 1943 he wason the same ship with Claude "Sonny" Simmons when a torpedo blew • the ship out from under them. Sonny Simmons, like Tanner, later became a high ranking SIU official. Their ship, the 23-year-old Norwalk, was off Cuba when she was struck at about three in the morning. Tanner helped lower the lifeboat and then made it to a raft. When daylight broke the crew was picked up by a Norwegian ore carrier and then transferred to a Cuban gunboat that took them to Cuba. From there they were repatriated to the States. Just before the end of the War in the Pacific, Tanner was asked to come ashore by Paul Hall, who was then SIU New York port agent. Hall wanted Tanner to take part in an organizing drive. What followed in the next two years was the biggest deep sea organizing drive in the history of the maritime labor movement. Spearheaded by Hall, Tanner, Simmons, Lindsey Williams and Bull Shepherd, more than 120 Isthmian ships came under the SIU banner. Tanner was also involved in the Cities Service organizing drive which started during the Isthmian campaign. He took part in numerous other smaller organizing drives over the years. In 1946 Tanner was elected to the office of SIU Atlantic and Gulf District port agent in Mobile, Ala. He assumed that post in 1947 and held it until 1960. In 1947 he was also elected vice president of the Interna­ tional and remained in that post until 1972. While in Mobile, Tanner also became a member of the State Dock Board. In 1960 he was elected as the first executive vice president of the SIU A&G District. Stationed at Union Headquarters until 1970, Tanner returned to Tampa when he developed heart trouble. In the mid 1970's Tanner was elected to the post of vice president in charge of contracts and contract enforcement, the position he held until his retirement. Tanner has also played an active role in the Maritime Trades Department (MID) of the AFL-CIO. In 1946 he was a member of the original group that went before William Green, then president of the AFL, to receive the charter for the MTD. While in Alabama and Florida, Tanner served on the MTD's Port Councils. He also helped organize Port Coun­ cils on the Great Lakes. Tanner and his wife, Mary, have two children, Robert (Robbie), and Mrs. Sandra Hurley. Robbie is an AB who is studying for his third mate's license and Sandra's husband is a green ticket AB. From that first ship in 1935 until his retirement in late 1979, Cal Tanner's career spans 44 years as a seaman and top Union official. And coincidentally, when he joined the SIU back in 1938, the book number he received was C-44. Sea-Land Christens 3rd of 12 Diesel Containerships All 12 of the energy-efficient containers. Their carrying Japan, where she was built. containerships are expected to be capacity is 839 containers and Wielding thp traditional bottle of engaged in Sea-Land's trans­ space has also been allocated for champagne was Mrs. Charles F. atlantic and transpacific service refrigerated and bulk liquid Myers, Jr., wife of a member of cargoes. by the end of 1980. the board of directors of R. J. Like her 11 sisterships, the SeaThe Developer, like the rest of Reynolds, Inc., Sea-Land's Land Developer will be powered Sea-Land's diesel fleet, has a parent company. by a 27,135 BHP diesel en^e. draft of 31 feet, enabling her to A total of 10 of the D-9s will be She'll operate at the relatively call at just about all of the 121 built in Japan with the remaining slow speed of 22 knots. But she ports around the world serviced two under construction in Korea. was built for fuel-efficiency, not by Sea-Land. No crewing date has yet been for breaking transoceanic Christening and launching set for the Developer but she will records. ceremonies for the Developer be manned, like all 12 of the All 12 of the 745-foot D-9s can were held at the Mitsubishi brand-new diesel containerships, carry either 35-foot or 40-foot Heavy Industries shipyard in by SIU members. ^TH the christening of the W SlU-contracted Sea-Land Developer this month, SeaLand's brand-new D-9 class diesel-powered fleet rose to one quarter of its planned strength. The Developer is the third of 12 D-9 containerships which will make up Sea-Land's $580million diesel construction pro^am. Seafarers crewed the first, the Sea-Land Pioneer, this month. The Sea-Land Defender, christ­ ened last November, will be aewing soon. 217 Boat People Owe Lives to Sharp Eyes of Ch, Steward HE SIU is full of unsung heroes. Whole crews or individual sea­ men's actions have uncountable times made the difference between life and death to those they helped. The Seafarers themselves, though, often shrug it off with, "I was just doing my job." One S<^arer who acted in the best tradition of the sea is Brother Hemell E. Edwards, a chief steward from the West Coast. Brother Edwards was awarded an Admiral of the Ocean Seas (AOTOS) Mariners Rosette award, presented to individual seamen "in recognition of outstanding courage and devotion to duty," for his role m a rescue of Vietnamese boat people. On Oct. 22, 1978, Edwards was serving as chief steward aboard the T President Roosevelt (APL). The ship was about one and a half days steaming time from Singapore carrying a full load of containers. **1 was standing on deck," Brother Edwards recounted, '*and happened to see a small boat in the water. I was able to detect a blur, which looked like someone waving a flag." Closer inspection through a pair of binoculars confirmed Edwards' guess. "We found 217 Vietnam^ refu­ gees packed into a fishing boat which was lying low in the water, Edwards said. "They had been adrift for 14 days. They were out of water and their food was very low." While part of the crew set up quarters aboard the President Roosevelt for the refugees, Edwards 4 /-tOG / February 1980 Sit 1 and the rest of the steward department prepared a hot meal. The crew set fire to the Vietna­ mese fishing boat where it wasn't a hazard to navigation and sunk it. Though none of ibt Roosevelt's crew spoke Vietnamese, some of the refugees spoke English and were able to talk about their ordeal. "They had shipped out under darkness," Edwards related. "Their engines had broken down several times and were pretty well shot. When they ran out of food and water, the Indochinese tried to wave at three different ships," Edwards continued. "A German container ship gave them water but wouldn't give them any food." Brother Edwards said the whole crew pitched in to help the boatpeople, who were detained aboard the Roosevelt for one day by local authorities in Singapore, given shots and then let ashore. Hcrnell Edwards �•-. ::--K--;'Ait.;: r-vv:'^?t •.: k "• •• - i- , .•":;::.iL'J^V^--.v f ' This is—and has always been—the basis of our political strategy. We help our friends and punish our enemies. The only problem is that labor's political friends have been declining in number, while our enemies grow stronger. •"J^HATS why the 1980 elections are so important to us. We have a chance to inflict real damage on our enemies this year, while at the same time, key some important victories for our friends. You should be glad to know that the SIU is already deeply involved in the 1980 elections. We are constantly meeting with other unions to develop an effective, coordinated campaign policy. Our people have been, and will continue to be active in state caucuses and primaries. We will be in there all the way. Our chances of ^ing a big winner in 1980 are reasonably good. But dont kid yourself. Building a successful political campaign takes time. And time is not on our side. It takes manpower to hit the streets with the proper literature, to organize rallies and to man the phone banks. But most importantly, it takes money. You cant do a thing in politics today without money. It takes money—and lots of it^for T.V. and radio time, and all the other things necessary to a successful campaign. For us, that's where SPAD comes in. For those who have signed the SPAD checkoff, be proud of it. For those who havent signed up, give it some serious thought. ET'S face it. The American maritime industry lives and dies by politics. We have no lock on our future. We have to work hard and fight hard every day to make a little headway. We have accomplished a lot as an organization through political action. It is our number one responsibility to protect it and make it better. And thB most effective way of doing just that is through continued political action. You see, brothers, people make politics and politicians make laws. If the wrong people are making the laws, our whole way of life—the seafaring life—can be jeopardized. Again, 1980 is an important year for us. We can win some big fights if everyone participates through SPAD and by volunteering some time when you are on the beach. The SIU is in there pitching right now. Well be in to the end. Plan on doing your part. Headqiiart4%r»« by SIU Executive Vice President Frank Drozak HINGS happen fast in politics. A few months ago, Jimmy Carter's re-election campaign was barely treading water, while Ted Kennedy was coming on like gangbusters. Now, Jimmy Carter is riding the crest of the wave of the Iranand Afghanistan crises, and Ted Kennedy is wondering what hit him. Who knows! In another few months, the tide may very well turn back to Kennedy. Either way, you can be sure of one thing. The 1980 presidential race is going down to the wire. Politics is a hard, tough, heartless business. Voters forget what happened last year or last month. In politics, the voter asks one question of a candidate. What have you done for me lately? This year, the voters are going to be asking a lot of politicians that question. Because this year, the presidential election, as crucial as it may be, is just one of hundreds of important offices up for grabs. HE entire House of Representatives—all 435 seats—will be contested. So will nearly one third of the Senate, as well as numerous important gubernatorial races. The SIU and the labor movement in general have a lot of friends in that number. Most of them will be in political dogfights to keep their jobs. It is our unshakeable responsibility to see that our friends do keep their jobs. At the same time, there's a whole flock of politicians in office who we would love to get rid of. These are people who have fought against our own political initiatives in regard to the maritime industry, as well as doing their damndest to block the goals of the labor movement. To us, these politicians are dangerous adversaries. You can be absolutely sure that well be doing our best to get these politicians un-elected. T T L U.S.C.G. Stall on Asbestos Blasted By Unions S POKESMEN from mari­ time labor and industry told a House Subcommittee last month that the Coast Guard and the Maritime Administration are playing "Russian Roulette" with the health of U.S. merchant seamen. The Subcommittee on Coast Guard and Navigation of the House Merchant Marine and Fisheries Committee, chaired by Rep. Mario Biaggi (D-NY) held the first of two planned hearings on Jan. 24 to determine the risks of asbestos exposure to maritime warken. SIU Executive Vice-President Frank Drozak submitted a statement oulining the SIU's vieviv for the hearings. Testimony from. witnesses before the Subcommittee also included National Marine Engineers Beneficial Assn. President Jesse Calhoon and medical expert who sounded the same note; merchant seamen especially engine department personnel, are exposed to the i: known cancer-causing effects of asbestos daily and little action has been taken to offset that exposure. "The Government addressed the asbestos problem for ship­ building and other occupations in 1972," MEBA President Calhoon told the Subcommittee, "when OSHA promulgated regulations limiting asbestos exposure." (OSHA, the Occupa­ tional Safety and Health Admin­ istration, is one of the federal agencies charged with overseeing on-the-job health and safety). "However, OSHA does not have jurisdiction over vessel personnel," Calhoon added,"and we have j^ef to see any reflations come out of the agency that does exercise ^thority in tl^ area: the U.S. Coast Guard." In spite of their laxity in guarding engine room amen from exposure to asbestos, which is found in insulation on boilers, steam pipes and other engine room equip­ ment, the Coast Guard is aware of the problem. In 1978, the Coast Guard received the results of x-ray testing conducted by Dr. Robert W. Jones of Tulane University's Pulmonary Diseases Section. The testing revealed asbestosrelated lung abnormalities in 12 percent of 6,671 seamen ex­ amined. That 12 percent takes on even graver implications when com­ pared with asbestos-related illness rates of 4.8 percent for factory workers and 3 percent for shipyard employees. The Coast Guard's response to the Tulane University study was that they were engaged in the "active development of marine occupational safety and health regulations which will address chronic exposure problems directly." Two years later, the Coast Guard has still not come up with protective regulations for merchant seamen. Letters introduced by wit­ nesses before the Subcommittee also indicated that the Maritime Administration is dragging their feet on asbestos regulation. MarAd is conducting a surv^r to determine the extent to which engine room seafarers are exposed to asbestbs contamina­ tion. But the study will not be concluded for two years. The only other step taken, or planned, by MarAd in asbestos exposure regulation was a 1975 ruling. Since that time, asbestos materials have been banned for use in new commercial ships built under Mar Ad-administered government aid programs. MarAd has said that asbestos regulations are the province of OSHA, the Environmental Protection Agency and the Coast Guard, not of the Maritime Administration. All the witnesses before the Subcommittee warned that while the Coast Guard and MarAd continued to argue over whose jurisdiction asbestos regulations falls under, maritime workers are continuing to work around the carcinogenic material ' I. I i -f- t !,' * I -••4 •••,!_ 7 i r'» i • 'Tt' •1 { I 4 fv •h, • 'A •J •-^1 'A '-K February 1980 / LOG / 5 - -i �Carter's Budget Asks $567M for Maritime WASHINGTON, D.C.—The $616 billion budget proposed late last month by President Carter for Fiscal Year 1981 contains . many important maritime items. Of special concern to seamen are" the merchant marine subsidy re­ quests made by the Maritime Administration (MARAD). For 1981, MARAD has asked for $135 million in Construction Differential Subsidy (CDS) funds and $348.5 million in Operating Differential Subsidy (ODS) funds. CDS and ODS monies help American shipbuilders and ship operators function in the face of cut-rate foreign competition. In the budget it is noted, however, that despite Federal subsidies the U.S. merchant marine "faces an increasingly uncertain future." In order to "reverse the existing unfavorable trend and to promote the industry more effectively," the Administration referred to its proposed legislation "to reorient the subsidy programs toward the growing market in the transpor­ tation of bulk commodities." That's why the CDS of $135 million is basically slated to be used for the construction of five new dry bulk cargo ships in the 35,000-45,000 d wt range. This is a planning figure, though. There are no specific applicants as yet. Concerning the $348 million for ODS, the budget noted that • "emphasis will continue to be placed on assuring that U.S.-flag bulk ship operators will be able to provide essential bulk services." Some of the other items in MARAD's budget request in­ clude $18.7 million for Research and Development and $65.6 million for Operations and Training. Under Research and Develop­ ment are projects, such as, a study on Great Lakes Inland Feeder services, and the comple­ tion of research in the areas of ship operations, design and ship maneuvering. Operations and Training in­ clude such items as development of waterborne transportation systems, and the operation of the U.S. Merchant Marine Academy. Also, as part of Carter's overall budget, an estimated $1.5 billion in ship construction loan commitments will be guaranteed by the government for 1981. Further, outlays for water resources programs will be $4.1 billion, and monies for water transportation programs amount to $2.3 billion. The Federal Maritime Com­ mission has requested $12.2 million for its expenses. According to the budget, the FMC's "major program objectives for 1981 will continue to deal with the issue of illegal rebating and other forms of malpractice by carriers operating in the ocean trades of the United States; and achieving compliance with the statutes through an effective regulatory program." Other budgetary items relating to maritime include the monies for the Coast Guard and the U.S. Navy. For the Coast Guard, the fiscal Year 1981 budget includes $1.8 billion in budget authority, an increase of $123 million over last year. Among some of the highlights of the Coast Guard budget are: $17 million for a new icebreaking tug and one new river buoy tender; $104 million for continuation of a replacement program for overage and obsolete cutters, and $22 million for continuation of modemization programs for buoy tenders and patrol boats. Also in 1981, the Coast Guard will take over from the Navy full responsibility for the operation of OMEGA, a world-wide navi­ gation system. The Navy budget is part of the national defense budget which is estimated at $146.2 billion. For 1981, the Navy request for shipbuilding and conversion amounts to $6.1 billion. This would include such vessels as a fleet ballistic missile ship, mine warfare and patrol ships, and auxiliary craft. The President's budget also calls for a resumption of the Strategic Petroleum Reserve Program (SPR). The Adminis­ tration believes that the protec­ tion afforded by a billion barrel reserve is still needed. The budget notes that "no oil purchases for the strategic petroleum reserve have been made since March 1979, but purchases could be resumed in 1980 depending on international market conditions." According to the budget, the Program had $4 billion available for oil acquisitions, "$2.3 billion of which is proposed for reappropriation in 1981." The budget assumes that delivery may be resumed in June, 1980, at a level of 100,000 barrels per day. U.S. ships are guaran­ teed half of these cargoes. It's planned that by the late 1980s, 750 million barrels of SPR oil will be in government storage. Also, the Administration proposed a 1981 P.L. 480 food and aid program budget author­ ity of $1.1 billion. This would "permit shipments of 6 million metric tons of food, the same volume as in 1980." U.S. ships get half of these cargoes, as well. The Administration has also proposed a "food security re­ serve" of up to 4 milliqn metric tons for use in the food aid program. Maritime Authorization: Another Battie Brewing? A LTHOUGH the maritime . industry is complex and often filled with uncertainties, one thing is readily understand­ able: no single development affects seamen more directly than passage each year of the Maritime Authorization Bill. Congress is required to pass a Maritime Authorizations Bill annually. The legislation is exactly what the title suggests: a budget.Federal money is allotted to those programs considered to be in the public's best interest. Last year, over $400 million was authorized for the following items: operational and construc­ tion differential subsidy pro­ grams, maritime research and development, and maritime education and training. The operational subsidy (ODS) and construction subsidy (CDS) programs alone ac­ counted for over $350 million of the monies approved by Congress for development and maintenance of the maritime industry. These subsidy pro- grams were established under the terms of the Merchant Marine Acts of 1936 and 1970. The Merchant Marine Act was enacted because Congress recog;nized the need for this country to maintain a merchant marine manned and huilt hy American citizens. Congress has had an unfortu­ nate tendency to disregard the spirit of the Merchant Marine Act. They have in fact, allowed the merchant marine to deteri­ orate badly. Were it, not for careful monitoring by the SIU and other maritime interests. Congress might conceivably cut back on the Federal funding of opera­ tional and construction differen­ tial subsidies, even though these subsidies are among the few constructive actions taken by Congress to keep the American fleet aloat. Last year. Congressional opponents of the subsidies waged an all out war to have the subsidies reduced, or changed in such a way as to totally negate their effectiveness. Briefly, the ODS and CDS programs help close the gap between the cost of buildingships in the U.S. and crewing them with Americans as opposed to foreign vessels. Soon, no doubt, you'll be reading stories in the Log detailing the progress of the Maritime Authorizations Bill for fiscal year 1981, even though the Maritime Authorizations Bill for 1980 was just signed into law. Don't skip over these stories, even though you may be sick of reading about facts and figures and maritime authorizations. For behind these stories will lie an important consideration: Your job. Allegiance Committee / payoff laJt month KefBS^ secremry-reforter Delegate Ed Sf ® crewmember of the ST Allegiance (lOM) at a Linden. N.J. They aFe (I. to r!) AB Mike Chief Steward George Rusholt, Maintenance Jim. Elwell. deck delegate and Engine 6 / LOG / February 1980 ir" .C'. VLfl ' v:,- �• •.. 1 .;r= SfU Boatmen Crew New Flagship of National Marine In the wheelhouse of the National Energy on the day of christening in New Orleans, La. are, from the left: Gerry Brown, SlU port agent in New Orleans; Capt. Red Benoit; Joe Sacco,- SlU vice president, and Relief Capt. Lindley McDonald. Shown underway is the National Energy, the impressive new flagship of SIUcontracted National Marine Service. To emphasize the energy efificiency of the inland waterway industry, a new SlU-contracted boat was christened last month in New Orleans, La. as theTVdtiono/ Energy. Owned by St. Louis, Mo.based National IVbrine Service, Gulf Intracoastal waterway and the lower Mississippi River system. Measuring 140 feet in length, she has a beam of 42 feet and is powered by two turbo charged diesel engines. She was built by Dravo Corpo­ the 5,600 horsepower hoat has become the flagship of the company. Her name also symbolizes her role in the carriage of America's energy resources. She will be moving bulk petroleum and chemical products, mainly on the ration's Engineering Works Divi­ sion and launched from its Neville Island shipyard near Pittsburgh, Pa. National Marine, where SIU Boatmen recently won an historic contract, operates 22 other tOwboats and 163 barges. Buffa/o Union Hall Closed: Cleveland Facility To Be Reopened As of Feb. 1,1980, the SIU hall in Buffalo, N.Y. was officially closed. The Union hall in the port of Cleveland, Ohio, which has been closed for the past two shipping seasons, will be reopened after renovation work is completed. The SIU made the decision to close the Buffalo hall and reopen Cleveland based on two factors: the needs of the Great Lakes Union membership and a shift in Lakes shipping traffic. Though Buffalo was once one of the busiest of Great Lakes ports for SIU members, tbat is no longer true today. In spite of the fact that the 611,000 tons of ore, coal, grain and general cargo which moved through Buffalo during 1979 was the second highest total reported in the port's history, most of those cargoes were foreign-bound and moved on for­ eign ships. In addition, Buffalo's former status as the biggest winter lay-up port on the Lakes has declined sharply in recent years. In the past. Buffalo had wintered as many as 20 to 30 ships loaded with storage grain. This year, there are only two or three such ships laid up in that port. But shipping activity at the port of Cleveland is booming. Located two steps away from the Cuyahoga River (which locals call the Cleveland Creek) many SIUcontracted Great Lakes vessels pass by the hall. And several Great Lakes ship operators are headquartered in the city. The winding, Cuyahoga River is an important artery for Great Lakes shipping. In fact, American Steamship Co. is building a vessel, to be delivered in the fall of 1980, especially for transit on the Cuyahoga. Hull #724 will be making a regular run from Lorain, Ohio with ore for steel mills on the upper river. The specially designed ship will be crewed by Great Lakes Seafarers as are all American Steamship Co. vessels. Another factor involved in the decision to re-open the Cleveland Union hall is the presence of an SIU clinic in the area. Buffalo has no clinic and those Seafarers shipping out of Buffalo had to travel to Cleveland for their physicals and then make the return trip back up to Buffalo. Finally, when the Cleveland hall is Ogden Leader Committee Vietnam Seaiift Vets Any merchant seamen who might have visited Vietnam between 1946 and 1975, and would like to contri­ bute either stories or photographs for a book project now nearing completion, is urged to contact the author, Michael Gillen, at the following address: Seafarers Intei> national Union, LOG Office, 675 4th Ave., Brooklyn, N.Y. 11232. Or call: (212)499-6600 ext. 243. All letters will be answered promptly, and all photos will be returned upon request. Shipmates shaking hands are (I. to r.) Steward Delegate Earl N. Gray and En^ne Delegate Ernest Ramirez, members of the Ship s Committee of fhe ST" Ogden Leader (Ogden"Marine). Also on the committee are (I. to r.) Recertified Bosun Macon Welch, ship's chairman and Deck Delegate Mike Cramer. The tanker paid off late last month at the Exxon Bayway (N.J.) Dock. active again, SIU reps will grease the wheels to get the Cleveland Maritime Port Council, inactive for the past several years, going again. The painting and other repair work on the Cleveland hall will be. completed in time for the start of the 1980 shipping season. A port agent will be assigned to the hall but has not yet been named. The Cleveland SIU hall is located at 1290 Old River Rd., Cleveland, Ohio, 44113. The phone number is (216) MA-1-5450. Lakes Seafarers Get COLA Increase Under the terms of the SIU's contract with the Great Lakes Association of Marine Operators (GLAMO) and JKinsman Linl^, Great Lakes Seafarers received the first cost of living adjustment for 1980. Effective Feb. 1, Great Lakes SIU members received a 21 cents per hour COLA, added on to their regular hourly wage rates. During 1979, Great Lakes Seafarers received cost of living adjustments totalling 82 cents which were rolled in and included in wage rates effective at the New Year. COLA'S are based on increases in the Consumer Price Index which is published quarterly. For every .3 point rise in the CPI, Great Lakes Seafarers receive a one-cent-anhour add-on. The Index for December rose to 230, a 6.3 point increase over September's Index. The next adjustment date for 1980 will he May 1. February 1980 / LOG / 7 vC .t » • - ;• ' J:L "I J n �Tug Crew Triumphs in Firefighting Ordeal Spearhead Week'Long Effort to Squelch Tanker Fire ttyVE been scared before, but A I've never been scared like M. that." Larry "Sea Dog" Evans, a young Deckhand on the SIUcontracted harbor tug The Judge (G & H Towing Co.), probably wasn't the only one scared, amongst those who fought the fire on the stricken Liberian tanker Burmah Agate last November. The 772-foot tanker was loaded with 16.3 million gallons of light crude oil when she collided with the Liberianregistered freighter Mimosa, 4.5 miles off Galveston Bay, during the early morning hours of Nov. 1. Both ships immediately burst The Judge, up close, pours it on in the week-long firefighting ordeal, into flames, and all but four of aided significantly in putting out ski (who manned the Monitor), the Burmah Agate's 36 crew- the fire on the SS Mimosa, then "was when the Coast Guard told members were lost. turned their attention to the SS us it was 'perfectly alright to go The entire 26-man crew of the Burmah Agate. On the evening of back in.' So we went back in Mimosa was saved, but not until November 1 they were joined by close, put a line on the ship, and after they had left their ship, with the tug Laura Haden. started to pour it on again. But engines still running and the The Log caught up with The the line broke and we drifted wheel hard over, to run amok Judge in Galveston recently, and back about 50 feet. Then the ship through a section of the Gulf spoke with the second watch to blew again. It's good thing the that's dotted with gas and oil man the boat after the collision line broke." wells. Fortunately, the ship was took place. (Those on the first The explosion ripped the brought under control before any watch, who we did not have a pumphouse off the deck of the further damage could be done. chance to speak with were: Capt. ship, and "that's when the The flames, smoke, intense J. B. Niday, Engineer Harold heat and periodic explosions of a McDaniel, and Deckhands Ray kingposts started crisscrossing," burning oil tanker is enough to McGuire and Otto Bruggeman. said Jankowski. The heat was so scare anybody—especially if you Both McGuire and Bruggeman intense that the ship's bell melted are up close. The men who work are graduates of the SIU's Harry before the firelighters' eyes. While Sarvis, Evans, and The Judge were up close. Lundeberg School.) Jankowski worked feverishly In a recent letter to the Log, Bobby Sarvis, Mate on The Capt. R. D. Fasano of G & H Judge, comes from a family of topside. Engineer J. C. Tilsdale Towing explained the initial Texas boatmen, and we were told kept the pumping equipment sequence of events that followed that he can "drive a boat better'n going down below, lending an the collision of the two ships. anybody." At 27 Sarvis already able hand elsewhere when he "Immediately after the accident," has 10 year's experience -with could. Those who manned the hoses wrote Fasano, "it became G & H Towing. When asked to apparent that proper firefighting give us his impressions of the could clearly see the Burmah equipment was not available. As Burmah Agate disaster, Sarvis Agate's tank tops "huffing and a result, three of our tugs were said: "The first watch was out puffing, and fixin' to blow." eventually dispatched to aid the there for about a day, and then Green smoke (the sign of boiling U.S. Coast Guard in their we were brought out to take over oil) seeped out from under the efforts." for them. During the crew change First on the scene was the tug the ship blew up again and we all C. R. Haden, followed shortly by had to leave. After a while we The Judge. These two boats went back alongside and did what was possible. Our orders were kind of vague: 'Do what you can do'." Ship Blew Again ' •• The Judae's monitor poured 1,000 gallons a minute on thie burning tanker. VA •. I . : rr-,. The idea was to contain the fire as much as possible to the aftersection of the stricken tanker, to keep the forward tanks from blowing. Using two standard firehoses, plus a swivel "monitor" with a six-inch hose, the crew of The Judge poured seawater onto the flames and tank tops of the Agate. "What freaked us out the most," said Henry C. J. Jankow- warped covers. "It was very, very hazardous," said Jankowski, a veteran of several trios to Vietnam in ammo-laden ships. "And there wasn't a piece of paint left on that ship anywhere," he added. ' •> Fought Fire a Week The three G & H Tugs stayed on the scene of the burning tanker for about a week, providing the primary firefight­ ing effort during that period. It was finally decided that the fire could not be put out altogether, so it was allowed to smolder and burn until early January when, on Jan. 8, it was declared officially out (after 69 days). Though it is expected that as many as 6.3 million of the original cargo of 16.3 million gallons may still be salvaged from the Burmah Agate's forward tanks, the vessel itself will eventually either be towed to sea and sunk, or scrapped. As for the crew of The Judge, and the other boats that participated in the effort to contain the flames on the Burmah Agate, not enough can be said about them. The Coast Guard had high praise for the performance of the G & H crews. Mate Bobby Sarvis summed things up by saying that it was "a well run operation, and there were no injuries amongst the G& H crews." But perhaps the most fitting comment came from Capt. Fasano in his letter to the Log. when he concluded by saying: "1 would like to take this opportun­ ity to congratulate all these men for their fine efforts which gave evidence of the skill, seamanship, dedication and courage of your membership and the American seaman. They fought the fire on the Burmah Agate: I. to r.. Mate Bobby Sarvis. Engineer J. C. I iisdale, Deckhand Larry Evans, and Deckhand Henry C. Jankowski. 8 / LOG / February 1980 --•ssi.wiie'rtwfc. - C • • V- �si' •^•"1• El V -• « u 'siV-^rss TO in to I I I I I I I 1 I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I II I I I I I Seafarers International Union of North America. AFL-CIO February 1980 Legislative. Administrative and Regulatory Happenings Fra/z^ Pecquex Assigned to Washington: Adds New Dimension to SIU Team In the vital area of legislation, the SIU has taken another step to insure that its members' interests are protected. Frank Pecquex, who worked at Union Headquarters as assistant to Executive Vice President Frank Drozak, has been assigned by Drozak to the SIU's legislative staff in Washington, D.C. Because of his many years with the SIU in New York, Pecquex brings an in-depth knowledge of Headquarters' operations and the needs of the membership to his new assignment. Pecquex began working for the SIU in October of 1967. He received a B.A. from St. John's University in New York and his first job with the SIU was in its Research Department. During his years with the SIU, Pecquex continued to study at night at St. John's and earned his Masters degree in history. 14 Towboat Scholarship Winners Attend TI Seminar in Washington In 1974, Pecquex began working closely with Dro^k as his assistant. In that year and in 1975, he spent a.lot of working time on the Union's Sabine Organizing Drive. More recently, Pecquex worked in manpower operations at Headquarters, both in the deep sea and inland fields. Because of this wide ranging knowledge of Headquarters and of the membership's needs,. Pecquex will add a new dimension to the important work that must be done in Washington, D.C. Talking about his new assignment, Pecquex said that the "job \^ill require constant contact with Congressmen in an effort to explain how proposed legislation will affect the livelihood of all SIU members—deep sea. Lakes, and inland." He pointed out that the SIU has "long recognized the direct impact that legislation has on maritime affairs." He added that in light of recent increased "opposition to the On the Agenda in Congress... CONGRESSIONAL HEARINGS Two hearings—one in the House and one in the Senate—are scheduled later this month to address some important maritime matters. MARITIME AUTHORIZATION The Merchant Marine Subcommittee of the House Merchant Marine and Fisheries Committee will begin hearings on Feb. 22 on the budget authorization for the Maritime Administration for fiscal year 1981. In­ cluded in the MARAD budget requests are substantial appropriations for the various ship construction and ship operating subsidy programs. Committee Chairman John Murphy (D-NY) will chair the hearings. A second hearing is planned for Feb. 25. SHIP CONSTRUCTION Another group of inlarid waterways boatmen— participants in the Transportation Institute's Scholarship Upgrading Program—went to Washing­ ton earlier this month to attend a legislative and political action seminar. During their visit to the nation's capital, the SIU boatmen attended meetings at the Transportation Institute'and the AFL-CIO. Maritime Trades Department. Later, they visited a Congressional office and toured the Capitol. The boatmen were accompanied on their tour by SIU Legislative Representative Betty Rocker, and Lundeberg School Instructor Capt. Irwin Gros, and SIU Representative Nick Marrone. They all got together on the Capitol steps for this photo. Seen here with Ms. Rocker, Capt. Gros and Mr. Marrone are: James Parese, Edward Waldon, Clifford Goss, John West, Dana Ard, Michael Harat, David Lucas. Stepften Plach, Richard Stropich, Alan Watts, David Jones, Jeff Gainey; Max Sowell and Kenneth Killian. The Merchant Marine and Tourism Subcommittee of the Senate Commerce, Science and Transportation Committee will hold a hearing on' an application filed by Sea-Land to trade in eight SL-7 class containerships. (See story in this section of the LOG). The hearing will take place Feb. 22. Subcommittee Chairman Senator Daniel K. Inouye (D-HI) will preside. CONGRESSIONAL ACTION Congress this month took floor action on three items of particular concern to the maritime industry. maintenance of a viable American maritime industry, the Union realized that it must step up its activities on the legislative front." Frank Pecquex and his wife, Linda, have two children, Genevieve and Andrew. WAR RISK INSURANCE (S. 1452) On Jan. 25, the Senate passed legislation to extend the provisions of Title XII, War Risk Insurance program. As amended, S. 1452 extends the program for a period of five years until Sept. 30, 1984 instead of permanently, as originally provided for in the legislation. In the House, the bill was passed under a special procedure on Feb. 11. NEGOTIATED PROCUREMENT (H.R. 5913) ^ On Feb. 12, by a vote of 324-36, the House, under a suspension of the rules, passed legislation granting the Secretary of Commerce permanent authority to accept negotiated bids for ships to be constructed with the aid of construction differential subsidy. ' TERMINATION OF U.S./RUSSIAN MARITIME AGREEMENT (Res. 269) On Jan. 30, Congressman John Murphy (D-NY) and Congressman Paul McCloskey (R-CA) introduced a resolution calling for the termination of maritime agreements betvyeen the United States and the Soviet Union. In a statement released on Jan. 29, Congressman Murphy stated that the termination of the Agreement on Maritime Matters which the U.S. entered into with the Soviet Union on Jan. 1, 1976, would "effectively deny Soviet merchant vessels access to at least 60 U.S. ports." Congressman McCloskey further stated "the resolution will make it clear to President Carter that it is the will of the Congress and of the American people that the Soviet Union be punished... until it withdraws all of its troops from Af­ ghanistan." This measure has been referred to the House Committee on Merchant Marine and Fisheries and Foreign Affairs. # I i i L "J February 1980 / LOG / 9 2V immy mm �Industfy Neivs (Die B\X\ in l\lQSl)inato^^^fit /• Sen. Warner Tells NMC He's 100% for Strong U.S. Maritime Sen. John Warner (R-Va.) told the NMC gathering that he Is 100 percent for a strong U.S. maritime industry. EN. John Warner (R-Va.) told a gather­ ing of 300 shippers, shipowners and representatives of maritime labor that the U.S. maritime industry can count on him for support in the Senate. Warner made his remarks at a forum sponsored by the National Maritime Council, a labor-management promotional group for U.S. maritime. The former Secretary, of the Navy said that the U.S. must recognize the importance of seapower to the national security of America and our allies. He said that Russia's program to build up her merchant and naval fleets is a serious threat to U.S. security, especially in light-of America's declining maritime position in relation to other world fleets. Sen Warner also stated that the American shipbuilding industry is in deep trouble. He said that a total of 66,000 shipyard workers face unonployment lines in the next decade unless proper steps are taken to insure work S for U.S. yards. Warner's home state of Virginia employs 25,000 shipyard workers. Warner made it very clear that the industry should not expect Congress to do a thing unless pressured by the industry. He suggested the formation of a maritime caucus in both houses of Congress. He said that the caucus system has worked well for the coal industry, in particular, Warner said that the industry must make an all out effort in Washington to educate Congress on the importance of seapower to national security. He also said that the industry must make serious efforts to stimulate the Administration into action to support maritime. Blackwell, Gibson Attend T WO former Secretaries of Commerce for Maritime Affairs were in attendance at the NMC gathering. Andrew Gibson, now president of Delta Lines, and Robert Blackwell, now a private consultant for maritime, gave their views on the situation. The two agreed that maritime's big problem is that neither Congress nor successive Administrations believed that a strong U.S. merchant marine is necessary to national security. Gibson said that he felt there was little or no comprehension in Congress of the important international tool seapower can be to a nation. Blackwell stated that the only time America looks to her merchant marine is in time of national emergency. He said, "we need a long range program with long term goals so that 10 or 20 years down the line, America will be ready for any eventuality, at least in regard to seapower." ILA President Teddy Gleason wants a firm decision by the Supreme Court concerning contested work rules in the ILA contract. ILA's Gleason Gives Address . S PECIAL guest speaker at the NMC forum was ILA President Teddy Gleason. He told the shippers and ship­ owners in no uncertain terms how upset the ILA is over court rulings which attempt to destroy certain job preservation work rules in the ILA contract. Gleason noted that the ILA contract expires in September 1980. He said that the ILA desperately needs a "firm decision by the Supreme Court on the validity of'Rules on Containers' under its historic work preservation doctrine. We need this in order to know whether we are properly charting our collective bargaining courses." v Gleason said that the ILA wanted a new contract without a strike. But he said, "we demand decent wages and job security for our membership." Capt. Stone Is Named US Maritime Attache; Was11 Representative Captain Richard W. Stone was appointed this month to be the U.S. Maritime Administration's foreign representative in Athens, Greece. The announcement was made by Samuel B. Nemirow, Assistant Secretary of Commerce for Maritime 'Affairs. Prior to his appointment. Captain Stone was Director of Maritime Affairs of the Transportation Institute, an organization which represents 130 maritime companies engaged in the nation's foreign and domestic commerce. In this position, he acted as liaison with Federal agencies whose policies and programs affect the maritime industry. In his new position. Stone will be responsible for maintaining contact with foreign governments in his area of responsibility, and shipping industry executives. He will monitor foreign shipping laws, regulations, and policies which could affect the competitive operation and construction of U.S.-flag merchant ships. Although stationed in Athens, Stone U.S. Announces It Will Rejoin ILO President Carter has announced that the President Carter said his decision to again United States will again be a participating participate in the organization is based on member of the United Nation's Interna­ his belief that the ILO "has successfully tional Labor Organization. The U.S. returned to its original purposes." severed its ties with the international labor The ILO was founded in 1919 under the body two years ago when it became clear Treaty of Versailles which ended World War that the organization was injecting politics 1. It is the only international organization into its deliberations and "began straying with labor, industry and government too far from its fundamental principles." representatives from each member country, The U.S. is scheduled to officially rejoin and it is the only international organization the ILO as of Feb. 18 when Secretary of surviving from the Treaty of Versailles. State Cyrus Vance presents a letter from the The mission of the ILO is to improve President to the labor organizations director world-wide labor standards and working in Geneva. conditions, and to promote human rights. will also be the Agency's liaison with the maritime interests and governments of Italy, Turkey, Israel, Yugoslavia, Egypt,and other countries of the Middle East and Africa. During his career with the Transportation Institute, Stone was instrumental in formulating private industry positions in support of negotiations which led to the landmark U.S.-U.S.S.R. Maritime Agreement. He also participated in the development of concepts and provisions of the Merchant Marine Act of 1970. Capt. Richard Stone 10 / LOG / February 1980 -JtSTT-. . i ly -' • — �.-^ri i T'.;^ AFL-GIO Maritime Tj;ades Department ESOLUTIONS and reports R ranging from energy to wage standards laws to the ments strengthened and extended the restrictions against the export or exchange of Alaska North dredging industry were handled Slope crude oil. by the Maritime Trades Depart­ • Defeat of bills to repeal the ment's Executive Board at its 1931 Davis-Bacon Act which annual midwinter meeting in Bal requires that contractors on Harbour, Fla. Federally-funded projects of Representatives from the 43 $2,000 or more pay locally national and international "prevailing wages." • Enactment of legislation unions, including the SIUNA, also voted unanimously to make providing for the operation of acting SIU President Frank five U.S.-flag passenger vessels in Drozak president of the MTD. the domestic passenger trade. This action was taken because of • Defeat of efforts to tax the President Paul HalTs serious fringe benefits of American illness. (For a full story, see page workers. 3 of this Log.) Following are some of the A number of important repre­ issues still before the U.S. Con­ New MTD President Frank Drozak, left, chaired the MTD Executive Board meeting this sentatives from labor and the gress: Congress spoke to the Board at Ocean Mining: The MTD is month with the able assistance of MTD Vice President Steve Leslie, right. the two-day meeting. They were, working hard to insure that new Farms in Laurel, Miss. Members FOREIGN VESSEL TRADE-IN from the AFL-CIO: President jobs and other benefits created by of one of MTD's affiliates, the Sea-Land Service, Inc. wants Lane Kirklahd; Secretary- ocean mining legislation will flow International Chemical Workers to trade-in to the governntent Treasurer Tom Donohue; Legis­ back to the U.S. and to American Union, have been on strike against their repressive employer eight SL-7 containerships. The lative Director Ray Denison, and workers. MTD urged that the government Omnibus Maritime Legisla­ since Feb. 27, 1979. Research Director Rudy Oswald. take no action on this trade-in There is a national boycott of Speakers from the Congress tion: The purpose of the Omni­ until all the facts are made were: Representative John Mur- bus Regulatory Reform, Revital- the company's product, labeled available and until there is some phy(D-N.Y.), who is chairman of ization and Reorganization Act as Miss Goldy's. contractual agreement to build the House Merchant Marine and of 1979 is to significantly increase new vessels in the U.S. Fisheries Committee, and Repre- the amount of cargo carried on COAST GUARD sentative Leo Zeferetti (D-N.Y.), U.S. vessels. The MTD, which is MARITIME POLICY Because of the Coast Guard's who is on the important Rules fully in support of this idea, is STATEMENT Committee. Stories on some of watching this bill carefully poor performance, the MTD The MTD contends that a the speeches appear on page 14 of however because of provisions Executive Board voted to return comprehensive and aggressive which might badly affect certain to the Department of Commerce this Log. national maritime program must the Guard's functions and re­ be enacted if the U.S. maritime Following is a brief rundown segments of the industry. of some of the resolutions and re­ Alaska Lands: The MTD is sponsibilities relating to the industry is to be rejuvenated. ports handled by the board: working for enactment of legisla­ civilian merchant marine. Among the things it recom­ The Coast Guard is the Federal tion which strikes the proper mends are: balance between conservation agency with jurisdiction over the ENERGY • promotion of bilateral ship­ and commercial development in inspection and operation of U.S. ping agreements with America's The U.S. must develop a Alaska. merchant vessels and the licens- trading partners. national energy plan that will Refinery Incentive Plan: The ing and certification of shipboard • utilization of the U.S. lead to greater energy self-suffi­ development of a refinery incen- personnel. merchant marine as a military ciency for the country. Yet, since the Coast Guard auxiliary fleet. tive program in the U.S. has long Among the MTD's recommen­ been a goal of the Department. obtained this jurisdiction from • implementation of a na­ dations are: That's why it's closely watching the Department of Commerce, its tional energy and minerals policy • utilizing domestic resources the Domestic Refinery Develop­ efforts in both these areas have which recognizes the essential at home rather than exporting ment and Improvement Act of been lacking. So has its efforts to role of the U.S.-flag fleet. them. implement the goals of the 1979 which is in Congress. • elimination of the Virgin • establishing goals for alter­ Occupational Safety and Health Small Vessel Manning: The Islands' loophole in the Jones nate forms of energy to replace MTD opposes legislation, H.R. Act of 1970 and the Outer Act. specific amounts of imported oil. 5164, which would erode existing Continental Shelf Lands Act of • initiation of incentives to re­ • building up the strategic safety regulations as well as 1954 as amended. build the U.S.-flag dry bulk fleet. petroleum reserve. manning and working conditions • diversifying our energy on small vessels. imports. SHIPBUILDING Maritime A uthorizations: • constructing the Northern MTD remains committed to the The U.S. shipbuilding indusTier Pipeline System. proper and adequate funding of try, the MTD feels, must work U.S. maritime programs. harder than ever to support LEGISLATIVE REPORT Corporate Democracy Act of activities and legislation that The MTD has participated in 1980: The Executive Board promote and expand the ship­ numerous efforts and worked supports this Act which would building market. vigorously for the enactment of reform the internal governing Also, the MTD supports legislation which would improve structure orTJbrporations. certain legislative moves in the job and economic well-being Congress that would benefit U.S. STRIKE AT of American workers. Among shipyards. These include a SANDERSON FARMS them were: proposal to expand the U.S. • Enactment of the Export The MTD pledged to play a fishing industry as well as the Administration Act Amend­ strong and continuing role in the Deep Seabed Hard Minerals ments of 1979. These Amend- struggle of workers at Sanderson Resources Act. •'''u-X -1 X ] • • 5 Special 4 Page Report February 1980 / LOG / 11 . (- n,'' : I �••H. .r'r Vv-:; -? Frank Martino, president of the Chemical Workers, hits the deck on the Sanderson Farms strike. Roman Gralewicz, president of the SID of Canada, is Eastern Area Executive Board member of MTD. Bill Lucy, secretary-treasurer of AFSCME, gave fylTD Board report on threat to public employee jobs due to proposition 13 tax cuts. Leon Schacter, vice president, United Food and Commercial Workers. Executive Board Meeting, Feb* 14-15, 1980, Jesse Calhoon, president of National MEBA, delivered report on legislation to MTD Board. Ed Panerello, officer of the MTD Port Council for Greater New York and Vicinity. Here are, from the left Whitey Disley, president. Marine Firemen's Union; George McCartney, of the SlU, and Roy "Buck" Mercer, head of the Military Sea Transport Union. 12 / LOG / February 1980 mmm Julius Isaacson, president of the Novelty Workers, asked MTD for help to pressure professional sports franchises to buy American. Frank Raftery, president of the Painters Union. Mrs. Jean Ingrao. Executive Secretary-Treasurer of the MTD. �':V •:» ,4 '' .. iJ.JI,..: . -I'i".?' Xy, Sf^LPfS^ P-'"-' Workers Union. BobSm,,h,pres,d.m;;^,heRaS;o«ice;s Union. Midwest, and an international vice presi­ dent of the SiUNA. 1 Maritime Trades Department, AFL-CIO • I •••V'r I f -r;? r -- ; :;, fr .l?/': -i i- ^ •":;- i' X- : . n r,•4,: "1 •HSII rd workers, George Poulin, vice president of the '™"- Aerospace su-ar-u-ni^rorMis,^ and Workers. Dominick Carnevale, of the Plurribers and Pipefitters Union. I f?iil 4'..; # • •• -s'' The MTD Executive Board meeting listens in as AFL-CIO President Lane Kirklanddelivers keynote address. February 1980 / LOG / 13 i'ES"".; • ;. <r : i ,-i • .- .:,. -'i .-P < �J oeakers at MTD Exec. Board ., Kirkland Wants Teamsters, UAW, UMW Back inAFL-CIO I '••'' i . -f 'C , i :i • V #-• :i • r-. • t: . -Ir- •t !ia "'HE AFL-CIO's new president Lane Kirkland is far from being old fashioned. But Kirkland is a firm believer in the oldest and most basic concept of trade unionism—unity. Kirkland is also a believer in telling it like it is. And he told the mid-winter meeting of the AFL-CIO Maritime Trades Department ex­ actly how he feels about unity. Kirkland bluntly said that he wants the labor movement reunited under one banner—the AFL-CIO banner. He affirmed that it was time that the Teamsters, the United Auto Workers and the United Mine Workers come back into the AFLCIO after years of separation. Kirkland told the MTD that he had already "begun discussions" with the three prodigal unions on rejoining the Federation. He said simply, "I see no great obstacle standing in the way. There is no good trade union reason today why there should be this separation. In another area concerning unity, Kirkland told the MTD Board that he supported President Carter s move to rejoin the International Labor Organization. The U.S. pulled out of the ILO two years ago. Concerning the 1980 elections, Kirkland stated that individual Unions could support whomever they pleased for president. But he warned, "don't do it for free. Make sure you have a commitment of mutual support from the candidate you support." On the economy, Kirkland said that Carter's Fiscal 1981 Budget "was not a real good one. But it could have been worse." He said that the AFL-CIO was able to punch up Carter's Budget in at least four important areas dealing with job creation programs. Kirkland also reaffirmed the AFL-CIO's position that the burden of wage and price controls must not be thrown totally on the worker. Industry must share eqiially in keeping down inflation. AFL-CIO President Lane Kirkland Murphy: 'Omnibus BiU Will Secure 50% Share for U.S. Ships' ^ ^ EP. John Murphy (D-N.Y.) would like to see American ships carrying 50 percent of all American foreign commerce as opposed to the paltry 5 percent our fleet carries now. Murphy, who is chairman of the House Merchant Marine Commit­ tee, told the MTD Executive Board that this 50 percent goal can be achieved if his "Omnibus Maritime Bill" is passed into law. The Omnibus bill is very compli­ cated. And as Murphy found out in 25 days of hearings, the original draft of the bill did not have the complete support of all segments of U.S. maritime. • So, as Murphy told the MTD, he R • redrafted the bill to encompass the idea and suggestions of labor and industry. Now Murphy feels that "this could be the year of the U.S. flag if we can hold the divirgent interests of maritime together." More hearings, however, must be held on the new "Omnibus" bill before any action can be taken on it. Rep. Murphy also outlined other legislative issues he's been involved in lately. He told the MTD Board that he supports the ILA boycott of Russian ships. Murphy has introduced a resolution to terminate the U.S.USSR shipping agreement which allows Russian vessels to enter 42 American ports. Murphy has also introduced a bill to extend the use of USPHS hospitals to retired and disabled seamen. USPHS service has always been denied to retired and disabled seamen in the past. Oswald: 'US. Taking a Beating on Trade' One of the toughest jobs in the AFL-CIO is director of research. Rudy Oswald has this unenviable position. But he knows his business and is doing an outstanding job in providing the Federation with all the facts and figures on a wide variety of important issues, legislative and otherwise. Oswald told the MTD Executive Board his office is deeply involved at this time in disecting the proposed Federal budget for 1981. He also talked about the Multilateral Trade Negotiations and how once again the U.S. was allowing itself to get the dirty end of the stick in international trade. He said in the long run. it is the American worker who gets hurt when the U.S. allows nations like Korea, Taiwan and Hong Kong to flood the U.S. market with imported goods. Rep. Leo Z^erettv U.S. Needs National Maritime Policy I T'S important to know who your friends are and who your ene­ mies are in Congress. Rep. Leo Zeferetti (D-N.Y.) is a friend. He's a friend of maritime and a friend of labor. He has distin­ guished himself in only his second term of office as an intelligent and able Congressman. His first assignment after being elected in 1976 was to the House Merchant Marine and Fisheries DenisotK' Must Fight to Keep What We Have' The new Legislative Director of the AFL-CIO is Ray Denison. That's good for maritime, because he is a former editor of the Log, which he says has given him"a good understanding of the problems of maritime." f i But in his new job, Ray will have a lot more to worry about than maritime. He told the MTD Executive Board that "we have our work cut out just to hold onto what we have." However, Denison said that"even in this atmosphere we can move forward." Denison also pointed out the "potential horrors" facing labor should "we fail to be effective in the 1980 elections." In closing, Denison said that his immediate concern is "Senate con­ firmation of William Lubbers as 14 / LOG / February 1980 T t- HaeteS head of the NLRB." He said Lubbers is being opposed by busi­ ness interests. Committee. However, since his re-election in 1978, he has been serving on the Rules Committee, one of the most important and influential Commit­ tees in the House. Virtually, every major legislative initiative must travel through the Rules Comnittee. Any maritime bills that go through Rules will have the support of Leo Zeferetti. in fact, as Zeferetti told the MTD Executive Board this month, he believes "the U.S. needs a real national maritime policy." He told the MTD that part of a maritime policy "must include bilateral shipping agreements." The Brooklyn Congressman also stated that the U.S. "simply doesn't have the merchant fleet or Navy to get the job done" in the event of a national emergency. Donahue: 'Well Help Affiliates Organize' Tom Donahue has been Secre­ Donahue said other major con­ tary-Treasurer of the AFL-CIO for cerns of the AFL-CIO at this time only a few months. But already he is includes: wage and price controls; completely emersed in his job and the Federal Budget; attacks on has a lot of ideas on how the Occupational Safety and Health, Federation can help affiliated and the Iran and Afghanistan crises. unions. Donahue said (hat one of the prime concerns of unions should be "to organize new workers." He said that the Federation will be supplying increasing aid to affiliates to help them organize. In the past, organiz­ ing has largely been left as the responsibility of individual Interna­ tional Unions. He said the Federation would also be conducting programs on Pension Rep. • Rep. Investment Management. Jtrfin Murj^y Leo Zeforefti Rudy Omid �i'"-">a'ir-t.r - I • •(-. Review fioord to Decide y.A. Benefits for Seamen Issue Unions Submitting Appiieation On Behaif of Wartime Seamen O N the day President Frank­ lin Delano Roosevelt signed the first GI Bill into law, in 1944, he recommended that merchant seamni should abo be awarded veteran's benefits. "I trust," said Roosevelt, "that Congress will abo soon provide similar opportunities...to mem­ bers of the merchant marine who have risked their lives time and again during this war for the welfare of their countiy." Merchant seamen rbked their lives to the extent that 3.8 percent of their number perbhed, as a result of enemy action, in the first year of the war, compared to a 1.0 percent loss rate for members of the armed forces in the same time period. The overall loss rate of the merchant marine during the war was 2.8 percent, second only to the Marine Corps' 2.9 percent. In spite of their losses, and the tremendously vital role merchant seamen played in winning the war. President Roosevelt's rec­ ommendation was brushed aside as soon as the war was over. Many seamen who had high hopes of receiving "GI" benefits after the war—^who had been lead to believe so, by draft boards and other government.agencies— were sadly disappointed when it was all over. They became, as one writer called them at the time, "Heroes Without Priv­ ileges." Sure, they had their service ribbons and medals but, as the saying goes, "that and 50 cents '11 buy you a ride on the bus." All the prombes of future Ibenefits, and all the pats on the back for a job well done, didn't amount to a hill of beans. After 35 years, this long­ standing injustice might soon be rectified, thanks to Title IV of the GI Bill Improvement Act of 1977. Title IV paved the way for civilian groups, with wartime service, to receive veterans' benefits, and establbhed specific criteria by which their applica­ tions for benefits would be evaluated. Review Board to Decide But whether or not any group will eventually receive these benefits depends on the verdict of the three-member Civilian/Mili­ tary Review Board, the Depart­ ment of Defense body charged with evaluating all such ap­ plications. The SIU, along with other maritime unions, will soon pre­ sent its own application to the Review Board, on behalf of the thousands of merchant marine vets of World Warn. The basis for the joint mari­ time union application to the Civilian/Military Review Board is a 700-page study recently completed by Proskauer, Rose, Goetz, and Mendelsohn, a pri­ vate research firm. The applica­ tion formally proposes what Presideiit Roosevelt suggested 36 years ago: that merchant seamen be given the benefits they earned, the hard way, during World War II. The criteria specified in Title IV, by which determinations for benefits to civilian groups will be made, was also the basis for the conclusions made in the applica­ tion. This criteria specified consideration of the extent to which: (A) such group received mili­ tary training and acquired a military capability or the service performed by such group was critical to the success of a military mission, (B) the members of such group were subject to military justice, discipline, and control, (Q the members of such group were permitted to resign, (D) the members of such group were susceptible to assignment for duty in a combat zone, and (E) the members of such group had reasonable expectations that their service would be considered to be active military service. Using various published arti­ cles, sworn affidavits, wartime training manuals and memoran­ dums, and a multitude of other documents, the application con­ cludes that "Although Title IV does not require that all statutory criteria be met, this application demonstrates tl^at the members of the American Merchant, Ma­ rine who were in active ocean­ going service during World War IIsatisfy all statutory tests." As it to emphasize its point, the application f^urther states that, "A review of the history of World War II reveals no other group that satisfies the statutory criteria to the same extent" and, because of it, merchant seamen who served during the war "should be treated as veterans for purposes of all laws administered by the Veterans Administration." The application will be sub­ mitted to the Civilian/Military Review Board by the maritime unions this month. It's anybody's guess as to how long it will take the Board to reach a conclusion. But it's sure to come later on this year. For those who've already waited 35 years, for something they feel is that many years late in coming, an extra few months won't make too much difference. But for many merchant sea­ men—those who could've used the benefits years ago and have now passed on, feeling betrayed by the country they served—the benefits (if, indeed, they are to come) will arrive too late. Convenience Flags:3 Mishaps in 5 Days, Including Sinking a Bridge HE Liberian flag of-convenience fleet crewed by foreign seamen has started off the new year, and the new decade, true to form with disastrous and tragic accidents recorded all over the globe. In what may well be the most costly ship disaster in history, the Liberian-flag tanker Salem ex­ ploded and burned off the West African Coast, on Jan. 17, and subsequently sank. All crewmembers were rescued, but ship and cargo loss could result in an insurance payment of $84 million —making it the costliest marine disaster ever. The day after the loss of the T Aflmtfion Seamen WritarsI The Seamen's Cboreh Institate is putting together an anthology of stories, poems, etc. written by seamen. PnbiiBlied or nopnbiisiied seamen writers interested in contri­ buting to the anthology should contact: R. Wrfk or B. Goii^ly at the Smen's Chnrcfa Institote, 15 State Street, New York,N.Y. 1M04. Pbonr. (212) 269-2710, ext. 216. Salem, the Liberian-registered bulk carrier Star Clipper rammed into the 500-yard-long Alno Bridge in Guttenburg, Sweden, causing most of the span to topple into the drink. Though there were no reports of injuries to any of the ship's crew, at least six cars and one truck plunged into ice-strewn waters as a result of the accident. Eight people only a few miles from where the remain missing. , earlier collision took place. Then, almost ,in a repeat per­ Fortunately, the out-bound, formance of last November's 701-ft. tanker Cephalonia had collision of two Liberian-regis­ already discharged its cargo of tered vessels off Galveston Bay crude oil when it rammed into the (resulting in the loss of 32 377-ft. Lord Frontenac. The crewmen), another Liberian latter vessel, a Panamanian tanker collided with a Pana­ banana boat, almost sank before manian freighter on Jan. 22— it was finally towed into Gal­ veston. There were no deaths reported in this latest mishap involving "convenience" flaggers. We can't help but wonder: how many more marine disasters will occur throughout 1980, and the rest of the decade, as a result of the bumblings of Liberian and other flag-of-convenience car­ riers, manned by improperly trained foreign seamen? Notice on Weifare Pian Draped in a section of the Swedish bridge it brought down is the Liberian-fiag bulk carrier Star Clipper. __ In answer to several recent requests for information, the Sea­ farers Welfare Plan wishes to notify the membership that no Welfare benefits are payable to pensioners, members and/or dependents resid­ ing in the Philippine Islands. February 1980 / LOG / 15 •f %/ I i f tI iI 3 �'t. -I 1 '.t 1 \ :\ .'1 -# •. •) fl' . - A • '^y •y\- I' MSC 'TWE U.S. Navy's Sealift ComX mand (MSC) is trying to com­ pound its error. In the Spring of 1979 it awarded the contract for the operation of nine tankers to a company the SIU feels is operating with a substandard labor agreement. Now the MSC has applied to Secretary of Labor Ray Marshall for an exemption for these tankers from the Service Contract Act. The SiU, the AFL-CIO Maritime Trades Dept. and the Building and Construction Trades Dept. have , sent letters to the Labor Secretary strongly urging him to refuse any such request. The Service Contract Act is a part of a group of protective labor laws. They were passed to make sure that government contracting does not adversely affect prevailing labor standards. In the letter from the SIU, E::|ecutive Vice President Frank Drozak said, "Non-compliance by the Military Sealift Command would seriously compromise the integrity of these protective provisions." He added, "We also believe that such an exemption would establish a dangerous precedent for those attempting to avoid compliance with the Service Contract Act." Writing to Marshall on behalf of the MTD, Executive SecretaryTreasurer Jean Ingrao noted,"... we believe the language of the Service Contract Act itself clearly precludes the granting of exemptions unless the exemption would enhance the remedial labor standards provisions of the Act." She added, "... such is not the case with respect to pending requests for exemptions made by the Military Sealift Command." The MSC seems to be trying to justify the move it made in the Spring of 1979. At that time it awarded the contract for nine tankers on the basis of what the SIU feels is a substandard agreement. The Union presently has a case pending in the U.S. District Court in Washington, D.C. concerning the issue. A judgment is expected soon. In addition to the SllTs argument that a substandard contract was used, the Union maintains that the winning bid for operating the equivalent of 14 days pay for every 30 worked, representing the vaca­ tion benefit. However, Trinidad's bid reflected a vacation benefit of only five days for 30 worked. In addition, Trinidad's bid included a $7 per man, per day reduction in standard contributions to the NMU Pension and Welfare Plans. When the SIU first took itscase to court, a stay on the turnover of the crews was obtained. However, the court eventually ordered that the transfers be made. This was done in early summer. The SIU then took its case back to U.S. District Court where a judgment is awaited. In Drozak's letter to Marshall, he also suggested that interested parties have voice in exemption requests made by the MSC. "Parties affected by any exemption determination should be able to comment on the request to determine whether it will in fact serve to protect existing labor standards and not, as in the case of , the Military Sealift Command's requests, allow a government agency to ignore the mandates of the law." 23 Coast Guardsmen Dead in Collision With Tanker Capricorn A Coast Guard buoy tender and the tanker Capricorn{A^tx Marine) collided in the channel at the mouth of Tampa Bay last month, leaving23 of the cutter's 50-man crew dead. No injuries were reported to the Capricorn's crew. The 605-foot tanker ran aground following the accident. But the 150,000 barrels of bunker fuel she was delivering to a Florida power plant fi-om the Virgin Islands was in no danger of spilling. The Jan. 28 collision sent the 180 foot Blackthorn to the bottom within minutes. The Coast Guard vessel's crew had no time to get to their life rafts because the Black­ thorn's collision alarm sounded only five seconds before impact. Almost immediately after the collision, which occurred at 8:30 on a calm, moonlit night, fishing trawlers and other Coast Guard vessels began picking up the Black­ thorn's 27 survivors. But the search for missing crewmen was aban­ doned two days after the collision. The Coast Guard convened a Marine Board of Inquiry made up of five Coast Guard officers and one National Transportation Safety Board representative to'determine the collision's cause. Lawyers representihg the owners, operator and crewmen aboard the Capricorn immediately petitioned the Board to disqualify itself and be replaced by a civilian panel. Watemum Christens New LASH Ben/. Harrison in New Orleans The Avondale shipyard in New Orleans was the site of a christeiung earlier this month. Waterman Steamship Corporation, an SIU contracted company, gave birth to a brand new LASH container ship, the Ba^amin Harrison. Samud B. Nemirow, the head of the Maritime Administration, told an assembled audience that the Benjamin Harrison was the twentyfirst LASH container ship to be buih at Avondale. As such it is represen­ tative of two trends: the excellent quality of the LASH design and the highly competitive position of the Avondale sUpyard. The Benjandn Harrison, which will be able to carry up to 80 lighters and 119 containers, is one of two LASH ships being built for Waterman at Avondale. 16 / LOG / February 198Q yM'' tankers does not meet the require­ ments of the Service Contract Act. Until the Spring of last year, the nine tankers—five T-5's and four Columbia-class ships—had been operated by two SlU-contracted companies. They were Hudson Waterways and Cove Tankers. As per government policy, every few years the contracts are opened up for new bidding. Three SlUcontracted companies submitted bids—the two mentioned above plus Zapata Corp. Also among the bidders was NMU-contracted Trinidad Oil. According to the request for bids, "The contractor shall pay the officers and crews serving aboard these tankers equal to the applicable standard union agreements for the industry...." Hudson, Cove and Zapata used the SllTs Standard Tanker Agree­ ment in figuring their bids. But Trinidad, with the permission of the NMU, submitted a contract with lower benefits than the standard NMU contract. According to the NMU agree­ ment, their seamen receive the The other LASH container ship, the EdwardRutkdge, is expected to be launched sometime in April. The two ships, whose combined cost will total just under S140 million, are part of an overall effort by Waterman to expand its fleet of LASH ships. Waterman has also asked the Maritime Administration for permission to charter three LASH container ships from Central Gulf Lines for a period of 12 years. If its request is approved, it will have 8 LASH vessete in operation by the end of 1982, including the three it presmtly operates, and the two that are being built in the Avondale yards. The Benjamin Harrison is scheAded for delivery and crewing in June. "We object," said Arthur Abarbanel, the attorney for the SIU and MEBA crewmen, "to the Coast Guard investigating facts and cir­ cumstances in an accident in which a Coast Guard vessel was involved." The Coast Guard denied the protest motion and began hearing testimony on Jan. 31. A harbor pilot aboard the Capricorn at the time of the accident testified that the Blackthorn appeared to have missed a critical turn in the channel and wound up in the tanker's path. Backing up the pilot's opinion were two fishermen who had as­ sisted in the rescue effort following the crash. The fishermen told the Board that one of the Blackthorn crewmen they'd picked up said "the order to turn the Coast Guard vessel npver came." A final determination from the Board is not expected in the near future, if past history is any guide. The results of a Marine Board of Inquiry investigation into what had been called the worst peacetime disaster in Coast Guard history until the Blackthorn claimed that grisly title, took ten months to release their findings. That tragedy occurred in 1978 when the Coast Guard cutter Cuya­ hoga collided with an Argentine freighter in Cheasapeake Bay. Eleven of the 29 crewmen on the cutter died. Mount Washington Committee Recertified Bosun Sven Jansson (2nd left) ship's chairman of the ST Mount Washington (Victory Carriers) leads the Ship's Committee of (I. to r.) 3rd Cook Abdul Aziz, steward delegate: AS Frank Reynolds, deck delegate; Chief Pumpman W.C. Weekley, educational director and Chief Steward Judd Lamb, secretaryreporter. The tanker paid off at Stapleton Anchorage, Staten is.. N.Y. in Gravesend Bay late last month. �• - <» ,•'>••, ; • ' .r- '• • At Sea Ashore Delta Line Delta Line moved its six-cargo ship operations late last month from Brooklyn's (N. Y.) 39th St. Dock to Port Newark, N.J. The company laid the pullout to the increased use of containers and the better road and rail facilities. Delta had a ship a week coming in to the 39th St. Dock from the west coast of South America. ST Potomac, Merrimac By Feb. 24 from a Gulf port, the ST Potomac and the ST Merrimac Marine) will sail to port Said, Egypt carrying 22,800 metric tons and 24,900 metric tons, respectively, of wheat. d.-.', ., .^-.• --£17" j»=at. ,4ry- _•.;«• •- ST Cove Sailor The 34,904 dwt ST Cove Sailor (Cove Shipping) will be able to haul gram to the Soviet Union—when and if the program resumes. Thirty-one U.S. companies had 42 vessels engaged in the trade. Portsmouth, Vq. ST Aries Twenty-two of the crew of the 14,156 dwt ST Aries (Westchester Marine) had to take to the liferafts and boats early this month when an afternoon blaze raced through the engine room. Nine of the crew stayed aboard the 600-foot tanker to douse the fire 80 miles west of Drv Tortucas Is., Key West, Fla. As the Seafarers left the stricken vessel heading for the port of Houston, winds blew at 10 to 15 knots with 70 degree seas running 2 to 4 feet. The fire began with a series of explosions that spread to the pilothouse threatening to ignite her cargo of 6 million gallons of bunker ^ crude. < Steaming to the rescue were the 95-foot Coast Guard cutter Cape York, the Ml V Guadelope and ST Texaco North Dakota, three other cutters, a Coast Guard plane and six helicopters—two U.S. Navy choppers with flight surgeons aboard. Later five crewmembers waited for a tow by the tug Explorer to the ports of Jacksonville or Norfolk. The cutter Diligence took the rest of the crew to Key West. JL Construction of a new crude oil refinery here backed by the U.S. Army Corps of Engineers got the green Ught from the U.S. Environmental Protection Agency late last month as the project was granted airpollution permits. The refinery had been seen as an environmental threat to Chesapeake Bay. The granted permits were the last Federal administrative hurdles to be clewed. Previously, the U.S. Interior Department had opposed the project. However, environmentalists' court challenges may take years to settle. ^ But the permits will allow the start of construction of the $650 million refinery on the polluted Elizabeth River at Chesapeake Bay. It will be the first refinery built on the East Coast in 22 years where only a quarter of the petroleum products it consumes are produced. Freeport, Tex. A planned Texas deepwater crude oil superport terminal—despite insurmountable roadblocks—is still alive today. The Texas Deepwater Port Authority last month filed a new request with the U.S. Department of Transportation to slim down the plans for the $1.1 billion Gulf facility 27 miles off here to spark new interest among seven oil companies involved. The new scaled-down plans see a stage-by-stage construction of a monobuoy system built bit-by-bit meaning lower costs to potential users. Financial backing of the oil companies would cover 50 percent of the required 1.4 million barrels of crude daily required to make the monobuoy facility capable of meeting its bonded debts. A second deepwater supertanker terminal, the Louisiana Offshore Oil Port (LOOP) is now under construction 18 miles off the state's Gulf coast. Civil War's Monitor Ogden Marine has asked MARAD for a loan of $118 million to build two chemical tankers. They wiU be built at Avondale Shipyard, New Orleans with deliveries set for March and June 1981. ^gypt Egypt bought 210,000 metric tons of U.S. wheat and wheat flour worth $44 million under U.S. Public Law 480. Under the law, American ships must carry half of the cargo. The sunken Civil War "cheese box on a raft" ironclad Monitor will be left in 210 feet of the Atlantic 16 miles southeast of Cape Hatteras, N.C. A Government underwater probe of the 172-foot shipwreck last year revealed that 117 years of salt water had weakened her thick oak timbers supporting the armor. Only the round gun turret and her steam engines could be salvaged. Much of the upside-down hull had collapsed inward, probably from the force of depth charges mistakenly dropped by U.S. Navy antisubmarine ships during World War II. J Another Seafarer Gets High School Equivalency Diploma at HLS The high school equivalency program offered at the Lundeberg School has helped many SIU member get their high school diplomas. Another name has been added to the growing list of Seafarers and Boatmen who have gotten their diplomas at HLS. Seafarer Mike Harrell of Balti­ more, has been in the SIU since 1978. In December, he successfully finished the GED program and got his diploma. Even though this was Brother Harrell's first trip to HLS, he feels that the school has helped him out a lot. He said, "the program can help any person who doesn't have their high school diploma." The high school program at Hf^S is not like other programs. "In public school systems, the classes are so large. It is much different at HLS. The teachers can devote time to each person since the classes are small," commented Seafarer Harrell. He dropped out of school in the ninth grade. But because of the special kind of program at HLS, he was able to pick lip where he left off. He learned a lot and passed the GED exam. Seafarer Harrell works in the deep sea industry and he hopes to upgrade in the engine department soon. The high school equivalency program is open to all seafarers and boatmen. If you would like to get your high school diploma, contact the Academic Education Department, Harry Lundeberg School, Piney Point, Maryland 20674, Phone: (301) 994-0010. Do it today so your name can be added to the list of Seafarer graduates of the High School Equivalency Program. u '!s Monthly Membership Meetings Port Date Deep Sea Lakes, Inland Watm New York Mar. 3 ..... Philadelphia .... • ••«>••«• 2i30p.ni. Baltimore ...... ..... Mar. S ..... Norfolk ••••••••a* 9^303.ni. ••••••••»•• Jacksonville ..... Algonac Mar. 7 laaaaaaaa 2.30p«lXl* Houston New Orleans Mobile .... Mar. 12 San Francisco ... Mar. 13 • ••*•••• 230p.in. aaaaaaaaaaa. Wilmington ......... Mar. 17 • ••••••a 2l30p.tn. aaaaaaaaaaat Seattle .... Mar. 21 Piney Point ......... Mar. 8 ...... 10:30 An San Juan uiw 7:00 p.m. 7:00 p.m. 7:00p.m. 7:00p.m. • I:00p.m. Seafarer Mike Harrell I Chicago Port Arthur Buffalo St. Louis Cleveland • ••••••a i 2*30p«nia aaaaaaaaaaaa Mar. 12 .... Mar. 14 February 1980 / LOG / 17 A -y'f '••irnmrm a �Telegadas #1 in Cleveland 'ff>~ ;v '••• l-fc;- -#• V- ^•Nl; y? :• Thanks Prom Towboat Grad I graduated from the Towboat Operator Scholarship Class of June, 1979 and would like to express my thanks and appreciation to the Lundeberg School and its fine staff. It has to be the finest in the land. Also, I would like to thank the Transportation Institute for sponsoring such a fine upgrading program. I highly recommend this program to my SIU brothers who are considering moving up the ladder of success and into the pilot house. "Take advantage." Sincerely and Fraternally, Brother Don Thayer, T5388 Chicago, 111. ••.^^:' . f ; .-M •- . •• i\ r L •! • . f • Masterful Steward Department '•T:\ gsSfeM:- I would like to take this time to commend the total Steward Department of the SS President Adams for the exceptional job they did during the two days of 30 to 40 degree rolling. The meals were on time and very good. The service, in all areas, was excellent under the circumstances. Any group of people that can still give their best under those conditions, deserves all the credit they can get, and my personal thanks for a job well done. Respectfully, Wayne E. Lien, Master SS President Adams, Voy. 48 ^ Oldtimer Says Thanks As a pensioner and long time member of the SIU, I would just like to pass along a word of sincere thanks to the Union for all it has done for me over the years. Fraternally, William Bickford Marana, Arizona ' -•> ;. ,i- .• • I- Pensioner's SIU Thru and Thru I first want to thank you for sending me the LOG each month so that I can keep up with my old shipmates and to follow the tremendous headway the SIU has made since I first joined the Union in 1942. It really makes me proud and happy to show different rank-and-file members of other unions the advantages that the SIU membership enjoys. We have the best in wages, sickness and hospital benefits and a vacation plan that is unequalled anywhere in the world. Plus death bejiefits that would cost a fortune if the oldtimers had to pay the premiums. I am really proud of our Union hall here in New Orleans. It is the showplace of all union halls. Even the tour buses here in New Orleans show it off to visitors when they pass Jackson Ave. Our members know that their dues are being spent for a good cause. All I regret is that I did not have the foresight to enjoy it like these youngsters coming in today. Our leaders, like Paul Hall, Lindsey Williams, Buck Stephens and the late "Bull" Shepard formed the backbone of the SIU. I worked under these men and it was a tribute and an honor to be associated with men like them. I had my share of the picket lines during the General Strike in 1946, the tugboat strikes and the Chicago Cab Beef. We not only helped ourselves but we were called out to help others because other trade unions knew that the SIU could be counted on td deliver the manpower. I am 75 years of age and still active. I go to the Fairgrounds often because, at my age, I can't chase the women so I chase the horses home. I wish all my Brothers and shipmates the best, and smooth sailing as always. -fraternally, Vic J. Miorana, M-32, retired New Orleans, La. Dear Brother Bickford: The Union would like to pass along a word of thanks to you for all you have done to make the SIU a better organization. Fraternally, The Editor Offkiof PubBcotion cH tha Saofarara intarfwtional Union of North AmaricD, Atlomk, Gulf, loka* ond Inlond Wbtan DtHrict,. AH-QO Fabruory, 1980 Vol. 42, No 2 Executive Board .r r'h .•¥ In November, the LOG announced that George Telegadas had retired from the SIU. Your article enumerated many of the activities in George's background including his work as the Cleveland Port Agent. However, for those of us who shipped from Cleveland while he was the Port Agent, more needs to be said. George was a notably conscientious advocate for the SIU members he served. His approach to the routines of settling overtime disputes, interpreting contract rules, etc. was patient and realistic. He provided a personal kind of assistance to members (and to their families) that included encourapment, advice, even reassurance at times. Locally, we viewed him as the man who calmly got things done. Fraternally, Eric Sager Reston, Va. Don't Forget... . - That new LNG ships are under construction now and that you can be aboard one soon —IFyou've got the skills and know-how. DON'T FORGET the LNG Course begins at HLS on April 28. DONT FORGET to enroll... To enroll contact HLS or fill out the application in this issue oi the Log Paul Hall President Frank Drozak Leon Hall Joe DiGiorgio Executive Vice President Secretary- Treasurer Angus "Red" Campbell Mike Sacco Vice President Ray Bourdius Assistant Editor Don Rotan fVest Coast Associate Editor Vice President Joe Sacco Vice President Vice President James Gannon 389 Editor Edra Ziesk Assistant Editor Marietta Honuyonpour Assistant Editor Mike Gillcn Assistant Editor Max Siegel Hall Assistant Editor Frank Cianciotti Writer! Photographer Dennis Lundy Photography Marie Kosciusko Administrative Assistant George Vana Production!Art Director Published monthly by Seafarers International Union, Atlantic. Gulf, Lakes and Inland (Jstage District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class i paid at Brooklyn, N.Y. (ISSN #0160-2047) 18 / LOG / February 1980 •A �HR 5164 a Dangerous Bill: SlU Will Fight It A SIX foot man, checking into a roadside hotel, found the bed in his room was only four feet long. The man went to the Registra­ tion Desk and complained to the hotel manager. "Oh, I'm sorry sir," the manager answered. "Wait right here." And he disappeared into a back room where, the guest assumed, he was making arrangements to change the bed. A few minutes later, the hotel manager reappeared, a hack-saw in his hands. "Here you are, sir " he said, holding out the saw. "I think just below the knees should doit." There's a bill in Congress right now that seeks to solve a maritime manning problem in exactly the same manner: by chopping off a section of the law to make it fit the immediate needs of one, localized industry, instead of forcing the industry to comply with the law. The mineral and oil industry operating offshore in the Gulf of Mexico claims it's faced with a shortage of qualified licensed officers and able bodied seamen to operate the increasing number of crewboats needed for offshore oil drilling and mineral ex­ ploration. Spokesmen for the industry cite a host of improbable reasons for their manpower problems. They say unemployment in the First, and most important, HR Gulf area is very low generally. They claim that young people 5164 would allow vessels of 300 entering the workforce today just gross tons or less carrying freight aren't attracted to the seagoing or passengers for hire to operate without a licensed pilot or life. It seems odd that the offshore engineer. The bill would also skip oil industry on the East Coast has no comparable manpower around the current training and shortage. It seems odd, that is, seatime requirements for ABs until you take a look at the and allow untrained and inexperienced deckhands to difference in wages. Pay scales in the Gulf offshore become ABs overnight. Every shoreside and maritime industry are not competitive with the salaries on the East Coast and union in the U.S. is dead set they don't reflect the high risk against HR 5164 because it's a level of the work involved. If the dangerous piece of legislation. It industry paid wages commen­ would lower existing manning surate with the hazardous work and safety standards and put performed, it wouldn't have a crews, passengers, cargo and the marine environment in serious manning problem. But rather than changing jeopardy. Yet the bill is being supported inadequate wages and limited training programs to accommo­ by the Coast Guard, the very date the needs of offshore work­ agency charged with policing ers in the Gulf, the induWy ^^lealth and safety in the maritime industry. wants to change the law. The Coast Guard wants this As introduced by its sponsor. Rep. Mario Biaggi (D-N.Y.), HR bill passed because it would 5164 includes several provisions relieve them from enforcing which rock the very foundation manning requirements they dont of safety on which the U.S. comply with anyway. Current law mandates that a maritime industry was built. • • '" 'r t r p|- ''"r •• 'T licensed pilot and engineer must be carried on all vessels over 15 gross tons carrying freight for hire and above 15 gross tons and in excess of 65 feet long carrying passengers for hire. But for the past 20 years, the Coast Guard has applied personnel require­ ments only to vessels over 100 gross tons. HR 5164 would just make it legal. The Coast Guard's support of HR 5164 is blatantly self-serving because that support followed on the heels of a report by the General Accounting Office that commercial vessel accidents have risen 100 percent in the last four years. And it followed a report by the National Transportation Safety Board which urged the Coast Guard to upgrade navigation requirements for equipment and licensing of crewboats. In spite of the clear indications from the GAG and the NTSB that more vigorous enforcement of U.S. manning and vessel safety laws was required, the Coast Guard and Navigation Subcom­ mittee bowed to pressure arid passed HR 5164 hands down. The bill is slated to be considered by the full House Merchant Marine & Fisheries Committee in the near future. U.S. maritime labor, through the AFL-CIO Ad Hoc Maritime Committee, will pool our united resources to keep this damaging and misguided measure from going any further. The answer to a manning shortage lies in training programs to develop a competent, qualified workforce. It lies in wages which must be brought up to reflect the difficulty 'and the danger involved in offshore work. We are willing to work with the offshore mineral and oil industry to solve their manpower in a fair and practical way. But we arent willing to allow sweeping changes in laws which were designed to protect the health and well-being of seamen and the marine environment. Changes which serve only to line the pockets of the industry. And we're going to fight like hell to keep them fron^appening. February 1980 / LOG / 19 1 - �• % ['^:j^_ J" i'^'v r-ji'M.".^ >• ^ •• . - ^ i:>.. • • •. _* • ^'Ti%i- -'r MSiMSt . * r • -'A -i?, • ••. • -'j. ' • . ' --.l. ' ; ./V "I- -J N-- 1--^ ' K. •p,z:^tm-^- C:' ; -^7 'i^r; •^'•rv HE American merchant marine headed into a new era this month when the SIU crewed the X first of 12 new diesel-powered Sea-Land containerships. The Sea-Land Patriot, a 745-foot, D-9 class containership, and her 11 sisterships belong to a new generation of shipping; a generation governed by rapidly rising fuel costs. . The 12 D-9s will all enter service in Sea-Land's worldwide network of 121 ports in 45 countries in the coming year. They all have a carrying capacity of 839 40-foot containers and can also handle the 35-footers most other Sea-Land cOntainerships haul. They'll all be crewed by SIU members. Powered by MHI/Sulzer diesel engines, the dozen D-9s will operate at cruising speeds of 22 knots. Slower cruising speeds, coupled with the D-9 engine's lower power range, make for an energy-efficient sWp. And the D-9s were designed to^make the most of every drop of precious fuel. _ Equipped with automatic waste-heat boilers, the D-9s will use just about all the heat expelled by their engines to create steam. That steam is then converted into enough electricity to power the whole ship when she's running at or above 80 percent power. In addition, the waste-heat boiler system will provide heat for crew quarters and convert sea water to drinking water. Construction of the 12 D-9s, which are scheduled to come out of Japanese and Korean shipyards at a rate of about one per month during 1980, were part of an ambitious upgrading project by Sea-Land. The vessel construction, along with the company's port facility improvement program, came with a price tag of $580 million. But Sea-Land believes the D-9s will pay for themselves many times over. Following christening ceremonies for the Sea-Land Patriot in Kobe, Japan, last July, Sea-Land Service Chairman Henry Gilbertson commented: "...the D-9s give us the flexibility to follow the freight and take advantage of changing conditions in world trade. They can burn a wide variety of fuels, including most of the least expensive ones in the world today. They can carry 40-ft. and 35-ft. containers. At 31 feet, their draft would permit...them (to) call at nearly any port in the world." The efficiency of diesel-propulsion over steam power has long been a factor in , new vessel construction internationally. Of some 23,000 vessels which make up the world's merchant fleeft, about 70 percent are diesel-powered. But less than five percent of the merchant vessels which sail under the U.S. flag are cuirently diesel-propelled. Sea-Land, traditionally a pace-setting U.S. carrier, first took a look-see at diesel back in 1978 when they introduced four D-6 containerships. The company found the D-6s burned 17 percent less fuel than their steam-powered counterparts, for a daily savings of $1800 per ship. The D-9s do even better. Even though diesel fuel is more costly than the Bunker C type fuel used for steam-driven vessels, the diesels are better tban 35 percent more efficient. As the construction of 12 new diesel ships for Sea-Land indicates, diesel conversion and construction is the future of the U.S. maritime industry. SIU members will be playing a key role in that future. Seafarers will crew the 12 new Sea-Land D-9s. And as the 1980s progress, more and more SlU-contracted companies will be making the change to diesel. That means Seafarers, especially members of tbe engbie department, will have to be prepared for the new demands of the diesel era. The Harry Lundeberg School offers several diesel courses, which enable Seafarers to leam the demands of a diesel engine room. With the cost of fuel topping aU other costs for ship operators for the first time ever, the more economical diesel-powered vessel is clearly here to stay. It's up to Union members to meet the diesel challenge head-on. • 3I L 'or Sea-Land 1^" m i, • • -Tf.jvisias " "..i'J •M Tff ,, .'-nt ' . } .v.y'•".r'X^ "" I.-; PRINCIPAL DIMENSIONS LENGTH OVERALL .....221 METERS (APPROX. 7449") BREADTH, MOLDED 30.60 4ETERS (APPROX. 10043^") DEPTH MOLDED ...16.50 HETERS (APPROX. 45'-!%") DRAFT MOLDED (DESIGNED JJO METERS (APPROX. SV-T) GROSS REGISTERED TONNAi IE 26^ LONG TONS SERVICE SPEED AT DESIGN >RAFT 22 KNOTS TOTAL CONTAINER CAFACT 1B9 40FT SPACES • •' '* •- '.'iV fiP' '•[y ii ',i .".7 • ,^v , ' , r- ^ - V.._ , I "T v • . .ivvrr:;;-. «- ••• - -I - •?' if Jf -, it \ ",v .: 7,:'T. 15^ t;'' ''.t/ '{r •» . 11'.if ill I -'ism <* • 1' ;si'? 7 77:-. : ' 7f( ' 'W* 20 / LOG / February 1980 February 1980 / LOG / 21 '' 7fI I - iff 7^7 '£• fI _ fj= �V-- /.p....;. g's»s;iia»j«sa^ -..v..,-.,^- Qualified Men in the Engine Department v//-" , inoH wiison G. Fain and S. Roznowski. Bringing up the rear are (I. to r.) M. Murphy. A. Thaxton, H. J. Kling, M. S. Kraljevic, A. R. Bryant, D. Brien, J. Michael, R. Utterback and S. Bigelow. The Harry Lundeberg Tankermen R. Elmobdy (left) and R. Brown are HLS Tankerman Course grads. School of Seamanship "For a better job today^ and job security tomorrow. 99 Weiders Ready to Weid Here are some very good reasons for upgrading to f .fe-i-; I? J. '• To enroU, conlocl the Horry Lunddierg SchooL In the front row (I. to r.) are first class tugboat pilots K. Rickley, A. Borawick and J. Kruger. Standing (I. to r.) are M. Adams, T. Guggenheimar, G. Lukowski, J. Brown, L. Mach and A. Schmitt. 22 / LOG / February 1980 • •. (An upgrading application is in this issue of the Log. Fill it out and mail it today!) . •, ' - -T . �SAGA of the R/V ANTON BRUUN, Part IV FoUowingisChapterIVinthesapanf • Ml • M W This may sound funny to some, ever craved by SIU but I'll bet it was never funny to the manbers. She was a research vessel, Sv rrMhefaf u hucks-in advance. Well, I was ones (and there were plenty of them) which participated in a 28-month O.W "> haggle about this that were eaten by lions. research cruise in the Indian Ocean in o r lUdio Officer sent pages and delicate commodity. Dui But 1I did not f ° um noi Mombasa is still in the last the early '60s. It was quite a trip. I Chapter I appeared in the August 1979 pages of reports each night to the have this much with me. And her Century except for night-clubs and National Science Foundation (at motto was; "In God We Trust—and issue of theLog, Chapter II tqtpeared in entertainment, of which there were night was the only time he could only if he has CASH." So she gives plenty (modern Night-Clubs too). the Sept. issue and Chapter III was in I the January 1980 eddion. contact the USA). At sixty-cents a ole Saki Jack the heave-ho right out My favorite was the Florida Club, word, this must have cost plenty, in the dark. By *Saki Jack' Dolan and I was there every night we spent But what the hell, the tax-payers Well, here am I, miles from no in port. My girlfriend was the star of DMIRAL Richard E. Byrd were footing the bill as usual. where and out in the dark at three in the show, and I had to wait each made five long voyages to the On our day of departure, all the the morning. So naturally, I start Antarctic. We made one to the soldiers were lined up on the beach yelling for help. The guy upstairs night until the last show was over to Arctic Circle, and that was plenty to wave farewell. We weighed . opens his window, and wants to take her home. This was at 2:00 a.m. Mombasa is a hangout for the last of for yours truly. anchor for Durban, South Africa. know what the hell all the noise is the big-game hunters that take On the perimeter of the Arctic The Arctic Circle is beautiful. But about. I tell him, I want a taxi to get Safaris out into the jungle on Circle is Amsterdam Island, a it's full of icebergs, snow, below back to Durban, as my Frauline has hunting parties. And their prices are French weather station inhabited by freezing weather, and cold Arctic just given me the old heave-ho. not cheap. Our Second Mate went a company of French regular winds—things we humans can do He says fine, "I'll call you a taxi. ^ and it cost him ten for ten days soldiers. They get two-years credit without nicely. It may be Paradise to Well, the rat calls the local Fuzz, and thousand dollars, I guess its worth it for one year service here. I think they some folks, but I'll take Miami. in a few minutes the Black Mari if you like hunting. I never could kill should get at least five for one. The pulls up. Two very large British animals. whole island is nothing but solid DURBAN) THE MIAMI Policemenstepout, and Saki Jack is There was a bar-hangout, and I rock, no vegetation of any kind. OF AFRICA off to the hoosegow. In the process spent many nights there killing time The day we arrived, the Com­ Durban is a very modem city on of throwing me in the wagon, they ""til 2:00 a.m. I even got my mander declared a Holiday. He slam the wagon-door on my thumb, drinking license there (no easy invited all hands ashore for food and the southern coast of Africa. It has a My thumb starts to inflate like a gas- matter). You must down a full liter drink. Everything is kept in caves real international flavor. There is a baloon. • not as of beer in one-i—^ breath, and it is mixture of many nations here, a real carved into solid rock. The desk-sergeant at the local easy as one might think. Enough The soldiers were glad tb see us 'Cornerstone of the World.' lockup was a very friendly person. Mombasa! But, there are few, if any, coun­ arrive, especially with four lady We shoved off for Madagascar, He asked me if I wanted to make any scientists aboard. They only have a tries that discriminate as much as calls. Naturally says I, I want to call and all hands hated to leave, as South Africa. Here in Durban there supply ship that comes every six are separate places for whites, non- the American Counsel. At 4:00 Mombasa was an excellent port. We months with mail and supplies and A.M. says he? I do insist, and he anchored offshore, as there were no replacements. So you can see we whites, natives, non-natives, Euro­ hands me the phone. docks at the small f^ishing villages we peans, non-Europeans, Indians and were very welcome indeed. stopped at off Madagascar. I awake the American Counsel We were to stay but two days, but Africans. You cannot believe it out of bed, and he is very cross (I The Captain flipped his lid here, until you see it. the Frenchmen talked the Chief and had to be sent home. Our very Seamen consider Durban, South wonder why). He says, "if I tell them Scientist into staying a week. The Africa an excellent port. There are to take you back to your ship, will well-liked Chief Mate took over the soldiers were in our hair everyday, h®re until we returned to plenty of women and mucho booze you go?" Most assuredly, says Saki and came out to the ship in force just Durban. Jack, and they did, escorting me on of all descriptions, at a very reason­ to oogle our lady scientists, espe­ Captain John Rothrock, out of board to my foc'sl. able fee. Personally, I prefer other cially the young one. Did she ever My luck, the following Saturday, Eastern Shore, was sent out as a ports, though I do like Durban. love it. We berthed right in front of one of the chief scientist has a cocktail replacement. He was an old IsthWe anchored about 500 yards the few whaling stations left in the party on board, and invites everyone main Skipper and most of us had offshore. And do you know, those World. It was really a sight to see the from the American Embassy. I was sailed with him in previous days on crazy Frenchmen swam in and out ships. He was well known. the bartender this Isthmian voxxvwxxvtwi at CAir the |>UW party, l.^ y and Aim llllo 11 1* 'mother' ship come in. to our ship everyday, in frigid beautiful blonde comes meandering well liked by SIU members It was only a few hundred yards to waters. He was perfect for this Cruise. the whaling factory. We used to over, and asks me if I was the Chief The French Commander was very walk down and watch the operation. Steward. Naturally, I admit to same. And aU hands agreed. Our new kind giving us permission to wander There were thousands of sharks in She then says "you must have been Captain liked the Scientists, and the Island. The Sdentists loved this, the water, attracted by all the blood, the one that awoke my husband they in turn thought he was just as there were all sizes of penguins, and if one was foolish enough to fall from a sound sleep the other night at great. This made for a much happier birds and fish to be had. They overboard, 'Good Night Sweet four A.M." I asked her what took crew all around. The Captain that brought many species aboard for hina so long to answer the telephone? went home had a great hatred for all Prince.' return to the National Science There was also an excellent Zoo, This Went over like an Arab at a the Scientists, for no other reasor. Foundation and the Smithsonian in Durban, opened on weekends. I Synagog. Her husband came over than they were in charge of the ship's Institute. visited it several times with my and introduced himself, and he location, There were caves carved into the girlfriend, Frankie. turned out to be a prince. We got Captain Rothrock fit right in at all rock for everything including living along swell (especially after a few the cocktail parties, and was ever so Frankie lived in a new apartment quarters, storerooms, ammo-lock­ house overlooking the Bay. She cocktails). grand at telling good sea-stories, and ers, and animal quarters. They had a worked as a laundrygirl in a local The scientists had mucho scienti- excellent horse-race-stories (he, few Nanny-goats for milk. fic meetings here, and considered being a race-horse owner). This hospital. She had just taken the One cave was full of casks of wine apartment and only had a bed and Durban one of our best stops on our made him popular with all the crew (my favorite cave). Cruise. From here we sailed further as well. Plus he was always good for several orange-crates to sit on. But it There was a whole herd of walrus, was a lovely place on the 22 floor up the African Coast to Mombasa, a 'Draw', even ashore. very vicious. Only the lone soldier overlooking the whole Bay and and Madagascar. We made several cruises between that fed them the garbage every day harbor. Durban and Madagascar, and sailed Mombasa & Madagascar could go anywhere near them. They from Durban for home. There were many all-nite-clubs in Were monstrous sea-cows. Durban, and believe me, the crew Remember Lon Chaney in 'East The Frenchmen were in our hair was familiar with all of them. of Eden*? Well if you do you are too on board everyday, trying to score One of them was the favorite (I old like me, and you can tell what Next is Chapter #5, our final With our young lady scientist, to no forget the name, as usual). I was Mombasa is like. It is really on the ®vail. She played them just like there one night, and along in the edge of the jungle, and it is not Chapter: I'll try to teU what I can Arthur Fiedler playing the 'Boston wee-hours I latch onto this lovely uncommon for lions to visit the remanber about Port Suez, Suez Pops.' blonde. We grab a cab for her pad, place, especially at night and eat a Canal, Port Said, Las Palmas, etc... The scientists were a hard work­ which is way out in the 'boondocks.' few natives, or anyone else that may ing lot. They spent all day collecting We had a slug or two at her pad, and be available. ^"Thevco"!!?' ®'''-"J"'"'"'"" ??? "'^5'™'''''f hands on. ""ything went alonggreat until she quotes her little fee-one hundred A T— _ 1_ '• 'i •"V V.-:". J: y a' if •" 'f l'. ; '"f - - 'i' ''Wl'i 1 .« Hi •>1 • >• % "i ;' J ? -r , 'M February 1980 / LOG / 23 - » TiM.ji m'i-. ,1^ �A- ME ;) I:";-- Winter Navigation The Lakes Picture The Soo Locks at Sault Ste. Marie, Mich., closed to inter-lake ship traffic at midnight, Jan. 15, bringing the 1979 shipping season to an official end. This was the first time the locks had been shut down, except for forced closing due to ice conditions, since 1970 when the experimental winter navigation program began. The program was discontinued this year because Congress didn't refund it. Its future is still in question. Meanwhile, the Board of Engineers for Rivers and Harbors has extended the deadline for comments on the Army Corps of Engineers' feasibility study on winter navigation to March 15 from Jan. 31. The Corps recommended a 12 month shipping season on the upper four Great Lakes and a 10 month season for the Welland Canal, Lake Ontario and the St. Lawrence River. GrainTrade ALGONAC Winter lay-up for the SIU Great Lakes fleet was completed at the end of January when the last Union-contracted laker, the S. T Crapo (Huron Cement) headed for her winter berth. Another cement vessel, Huron Cement's ^lAf. Fort/, which sank at Milwaukee, Wise, on Christmas Eve was raised last month and it looks like she's salvagable after all. The Ford had a hole torn in her bow after being ripped from her moorings by heavy winds. Though repairs on thg^ 80-year-old cement carrier are expected to run several million dollars, renovation work is still a lot cheaper than replacing the vessel for about $30 million. SIU reps held a meeting with the Great Lakes Association of Marine Operators (GLAMO) last month, the employers group which operates many of the Great Lakes vessels under SIU contract. GLAMO indicated they planned to run "everything that floats," at the start of the 1980 season, according to a Union rep. The announcement was good news for Great Lakes Seafarers because it followed on the heels of predictions that Great Lakes shipping would be tight in 1980 owing to production slow­ downs by auto manufacturers in the region. Hull #723, under construction for SlU-contracted American Steamship Co. at Bay Shipbuilding yard is reportedly going to be christened the American Mariner in honor of American^ merchant seamen. The vessel was originally slated for christening as the Chicago. In the wake of President Carter's decision to cut off U.S. grain sales to the Soviet Union, Great Lakes port officials raised questions about the effects of such an embargo on Great Lakes shipping. "Assuming that 1980 would otherwise be a good year, it could have a very negative effect on the port unless other markets are found," said Duluth's port director Davis Helberg. He added that about one million tons of the 6.5 million total of grain loaded in Duluth in 1979 was bound for Russia. Other Great Lakes port officials indicated that it was too early to judge the effects of the grainr cutoff on the region. • ; -'L. More on grain: Last month the U.S. Dept. of Transportation reported that the three-day extension of the St. Lawrence Seaway's closing allowed more than 15 million additional bushels of grain exports to move through the waterway. Clean Waters A study by the Michigan Dept. of Natural Resources said underground water supplies in the Great Lakes ar^ are threatened by 50,000 sources of potential pollution. The report pinpointed 268 sites where underground water is already contaminated and 381 places where underground pollution is suspected.-The sites run from the Detroit metropolitan area across the state to the shores of Lake Michigan. Hazardous wastes, like poisonous chemicals and metals, make up almost half of the pollution. Oil and natural gas accounts for another 34 percent. Howard Tanner, director of the Dept. said, "there are some areas we may not be able to clean at reasonable cost." American Steamship's Detroit Edison is being overhauled during winter lay-up in Buffalo. For a price tag of $500,000, the coal carrier will have her turbine engines inspected and have a sewage treatment system and a Loran-C installed. She'll be ready by the opening of the 1980 shipping season. Prankfort Work is progressing on the carferry Arthur K. Atkinson (Michigan Interstate Railway Co.). Several SIU FOWTs are now aboard the AKA working in the engine room. •• j • Fire Safely The National Transportation Safety Board issued a recommendation last month urging the U.S. and Canada "to establish common structural fire protection and fire detection standards for Great Lakes vessels" to replace the separate regulations which now apply. The NTSB's opinion came after an investigation of a fire last June aboard the Canadian bulk carrier Cartiercliffe Hall in which seven of the 25 crewmen died. Crewmen were members of the SIU of Canada. The U.S. Coast Guard and NTSB held hearings following the tragic blaze because the Cartiercliffe Hall burned in U.S. waters and, though operated by a Canadian company, the vessel is owned by an American. Because that investigation was inconclusive, SIU Great Lakes attorney Victor Hanson filed a $37.5 million law suit on behalf of the families of the deceased seamen, in Wayne County Circuit Court, Detroit. The suit was filed against the former owners of the ship, U.S. Steel Corp., and ttfe present owners. Hall Corp. Shipping Ltd. of Montreal. The suit charges that the vessel was constructed with flammable materials such as wood-panelled crew quarters that contributed to the rapid spread of the fire. In addition to wood construction, none of the living areas on the vessel were insulated with fire resistant material nor were they equipped with smoke or fire detectors or sprinkler systems. 24 / LOG ^February 1980 is*'-. •Yi "•.? if, Upgrade in the Steward Department at HLS Chief Stewcird—throughout April Chief Cook—throughout April Cook and Baker—throughout April Anistant Cook—throughout April To onroll, oontact the Lundeberg School or fill out tho opplico lion in this issuo of the log. �• ^Seniorit/ David Bonefont ^ Seafarer David Bonefont, 28, started sail­ ing with the SlU in 1969. Brother Bonefont is a graduate of the HLS, He now sails as an AB. Bonefont has his firefighting, lifeboat and CPR endorsements. He lives in and ships out of the port of New York. Patrick J. Geary Seafarer Pat­ rick J. Geary, 25, first sailed in January 1978 following his graduation from the HLS. He then sailed on the LNG Aquar­ ius (Energy Transport) and later on the maiden voyages of the LNG Leo and LNG Taurus (both Energy Transport). Brother Geary now sails as a chief cook after upgrading to 3rd cook, cook and baker and chief cook in 1978 at Piney Point. He earned his LNG, CPR, lifeboat, safety and firefighting tickets. Geary was bom in New York, lives in Brooklyn, N.Y and ships out of the port of New York. Gary R. Hetherington Peter Glennon Lawrence A. Cline Seafarer Gary R. Hetherington, 25, graduated from the Harry Lundeberg School (HLS) Piney Point, Md. in August 1975. [Brother HetherI ington upgraded to AB there in January 1979. He sailed almost a year in the steward department first on the STCantigny (lOM) and three years as an OS and AB. Hetherington completed the Firefighting, Lifeboat and Cardio­ pulmonary Resuscitation (CPR) Courses. He was born in Ovid, Colo, resides in Williamstown, Kans. and ships out of all ports. Seafarer Peter Glennon, 23, is an Entry. graduate of the Lu n deb erg School. He sails as an AB. He is I from the Bronx, N.Y. Brother I Glennon ships out from the West Coast. Glennon has his lifeboat, firefighting and cardio pulmonary resuscitation training. Edward Marks Seafarer Law­ rence A. Cline, 26, graduated from the HLS in 1975. He now sails with the firemanIwate rterider l(FOWT) rating and upgraded to QMED in Piney Point. Brother Cline has the lifeboat, CPR and firefighting tickets. Born in Detroit, Mich., he sails out of all ports. Kevin Hetherington Seafarer Kevin Hether­ ington, 22, is a December 1977 HLS Entry Trainee Pro­ gram graduate. He upgraded to AB there in December 1979. Brother Hetherington has his life­ boat, firefighting and CPR tickets. He's now from Topeka, Kans. and ships out of assorted ports. Steven Kayser Seafarer Steven Kayser, 25, graduated from the HLS Trainee Pro­ gram in 1978. Brother Kayser ^upgraded to AB there in July 1979. He holds the LNG, first aid, firefighting, lifeboat and CPR endorsements. Kayser is originally from Colorado and ships out of the ports of Houston and New York. Ogden Connecticut Committee Seafarer Ed­ ward Marks, 24, began sailing in' 1977. He was a Piney Point trainee graduate in September 1978. Brother Marks upgraded to FOWT there in November 1978. He has lifeboat, firefighting and CPR tickets. He was bom in Seattle, lives there and ships out of that port. Jeffrey K. Minner Edward T. Sullivan Jr. Seafarer Jef­ frey K. Minner, 21, is a March 1978 graduate of the HLS Entry Program. Bro­ ther Minner upgraded to FOWT in Sepitember 1978. He has his CPR, firefighting and life­ boat training. Minner lives in Sikeston, Mo. and ships out of the port of New Orleans. Bradford L. Wheeler Seafarer Ed­ ward T. Sullivan Jr., 24, is an Ap­ ril 1977 graduate of the HLS. He upgraded to AB there in April 1978. Brother ISiillivan first I sailed on the maiden voyage of the LNG Aquarius (Energy Transport). He has the LNG, firefighting, lifeboat and CPR tickets. A native of Boston, Mass. he ships out of that port and the port of New York. Seafarer Bradford L. Wheeler, 24, graduated from the HLS Entry Trainee Pro­ gram in 1977. Brother Wheeler upgraded to. AB I there in March 1979 and completed the LNG Course in Piney Point in May of last year. He has the CPR, first aid, firefighting and lifeboat endorse­ ments. Wheeler is from McLean, Va. and ships out from all ports. •t5 A V Is 'Monty • • '( / 'Make your time as an OS pay, Upprade ta 48 at HIS, Deck Maintenance Roy Meffert (seated) deck delegate of the ST Ogaen Connecticut (Ogden Marine) waits for the payoff early last month at the Lxxon Dock, Bayview, N.J. With him are a couple of crewmembers and the Ship s Committee. They are (I. to r.) Messman Jerome Williams. Chief Steward Sam W. McDonald, secretary-reporter; Chief Cook Willy S. Harris, steward delegate. °osun Joe Broadus ship's chairman; Wiper Bob Land, engine delegate and Engine Utility Ray Joslin. etsfu riartt OyrH 24. To enroll, contact HIS or fill oat the application in the 106. February 1980 / LOG / 25 ' rL-. • ' .f 1 �OGDEN WILLAMETTE (Ogden Marine), December 23—Chairman, Recertified Bosun F. C. Cooper; Secretary R. De Boissiere; Educational Director J. Singletary; Steward Dele­ gate W. Smith. No disputed OT. Chairman reported for everyone to make sure thay had their shot cards for the trip to Panama. Wished all of the crew a very Merry Christmas and a Happy New Year. A special vote of thanks to Chief Steward, R. De Boissiere for a very special Christmas dinner with wine, egg nog, turkey and all the goodies. Also to Willie Smith, chief cook and R. B. Woodward, baker whose talents are the very best in the SIU. Observed one minute of silence in memory of our departed brothers. AMERICAN HERITAGE (Apex Marine), December 23—Chairman, Recertified Bosun Leo Paradise; Secre­ tary M. Deloatch; Educational Director C. Merrit. $30 in ship's fund. No disputed OT. All communications received were read and posted. Chair­ man held a discussion on the import­ ance of young men upgrading them­ selves at Piney Point. Everyone who is eligible should take advantage of it. Also that more members should apply for the LNG course as it offers a better opportunity for more jobs and better pay in the merchMt marine. The crew agreed that this is the best feeding ship in the fleet and the best prepared menus. They are always good. Next port St. Croix. • PISCES (Apex Marine), December 2—Chairman F. Goethe; Secretary J. Reed; Deck Delegate M. C. Cooper. No disputed OT. Chairman reported that he could not get a repair man in the last port to fix the dryer. Would try again in port in New Jersey. Report to Log; "There is a serious shortage of men in the steward departments Stewards, cooks, bakers and GSU menare needed. The President's report was read to the membership about this shortage and what the Union was doing about this matter." SEA-LAND MARKET (Sea-Land Service), December 21—Chairman Recertified Bosun W. R. Kleimola; Secretary H. H. Alexander, Educa­ tional Director Donald Keller. No disputed OT. All communications received were read and posted. Chair­ man reported that a safety meeting was held. How to protect the seaman during bad weather was discussed and also the precautions to be taken by men who have special medical needs. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. 4 ; ./ LNG TAURUS (Energy Transport Corp.), December 16—Chairman Joe Morrison; Secretary V. Pizzitale; Deck Delegate E. A. Gousson. No disputed OT. Chairman reported how necessary it is that all men who qualify should go for upgrading. New ships are being built and some of them will be coming out soon to be crewed. He also talked of the new medical plan explaining that the SIU now has a choice to go to a private doctor or stay in the Marine hospital. Noted the importance of donating to SPAD. Observed one minute of silence in memory of oiir departed brothers. COUNCIL GROVE (Interocean Mgt.), December 23—Chairman R. Burton; Secretary G. Richardson; Educational Director J. Green; Steward Delegate R. G. Connolly. $70.50 in ship's fund. No disputed OT. A vote of thanks for the the cassette movies that were received on board. Report to Log: "We are very grateful to the negotiating committee and Brother Paul Hall for the cost of living adjustment increase. To you and yours a prosperous New Year." Next port in the Azores. VIRGO (Apex Marine), December 30—Chairman, Recertified Bosun L. R. Smith; Secretary Fred R. Smith; STONEWALL JACKSON (Water­ Secretary Fred R. Hicks, Jr. No man Steamship), December 2—Chair­ disputed OT. Educational Director gave man, Recertified Bosun C. Linebeiry; a lengthy discussion on the subject of Secretary W. Braggs. Some disputed new members taking advantage of OT in engine department. Chairman upgrading at Piney Point. This could reported that the trip was a very good mean monetary gains for all members one and thanked everyone for their who participate. Also discussed the cooperation. A vote of thanks from the importance of donating to SPAD. chairman to the steward department for Chairman thanked steward department a fine Holiday dinner and also to the for a very nice Christmas dinner. radio officer for putting out the news Observed'one minute of silence in memory of our departed brothers.: bulletin./ Report to Log: "Crew spent an enjoy­ able time ashore in Ft. Lauderdale, MOUNT WASHINGTON (Victory Florida and St. Croix, V.L Many of the Carriers), December 15—Chairman, crewmembers marvelled at the ancient Recertified Bosun S. E. Jansson; buildings and other sights in St. Croix. Secretary J. Lamb. $25 in ship's fund. One of our crew, David Bouthillier, who Some disputed OT in deck department. was crew messman on this ship recently AH communications received were read attended Piney Point and came back and posted. Chairman held a discussion aboard as A.B. He has really noted the .on upgrading at Piney Point and the difference in the money he is earning importance of SPAD. A vote of thanks now, thanks to the SIU." Next port to the steward department for a job well Bayonne. done. 26 / LOG / February 1980, SEA-LAND ECONOMY (Sea-Land Service), December 4—Chairman M. P. Zimbro; Secretary Roy R. Thomas; Educational Director L. A. Acosta. No disputed OT. Chairman noted that the crew must check with the patrolman before leaving the ship. Everything is running smoothly with no major beefs reported by department delegates. Also discussed the importance of donating to SPAD. Thanked the crew for a good trip. Advised all members of the various classes now in session for upgrading at Piney Point. Asked all members to stand by for customs and immigration upon arrival to speed up clearance. A vote of thanks to the steward depart­ ment for a job well done. Observed one minute of silence in memory of our departed brothers. Next port New Orleans. BALTIMORE (Sea-Land Service), December 16—Chairman, Recertified Bosun Robert C. Gorbea; Secretary George W. Gibbons; Educational Director W. J. Dunnigan; Deck Dele­ gate Vincent Ratcliff; Engine Delegate Alton Green; Steward Delegate Stone­ wall Jackson. No disputed OT. $15.25 in ship's fund. The chairman read the communications about the raise. Noted that all repairs have been taken care of. If there should be anymore needed please let the delegate know. Everyone should report to ship one hour before sailing. Discussed the importance of SPAD. Secretary thanked the bosun and the day man for the repairs in the steward department. Also a vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. Next port Boston. TEX (Alton Steamship), December 23—Chairman, Recertified Bosun Robert K. Lambert; Secretary E. Hagger; Educational Director R. Carter. Some disputed OT in engine department. Gave a double vote of thanks to E. M. Hagger and the steward department for the good food on the voyage and the special Thanksgiving dinner. The officers also extended a vote of thanks. SEA-LAND MC LEAN (Sea-Land Service), December 2—Chairman, Recertified Bosun E. D. Christensen; Secretary B. L. Scarborough; Educa­ tional Director R. J. Blyth; Deck Delegate Robert Hyer; Engine Dele­ gate Erik Persson; Steward Delegate E. H. Jackson. Some disputed OT in deck department. Chairman held a discussion on the importance of donat­ ing to SPAD. Report to Log: "The Captain, Chief Engineer, officers and crew gave compliments on a fine Thanksgiving dinner. It was served between Yokohama, Kobe and Koahsiung." Next port Seattle. ALEX STEPHENS (WatermOT Steamship), December 2—Chairmai Henry Jones; Secretary C. CorrenU Educational Director Anthofiy Pr^ inop; Deck Delegate D. Meado\ in ship's fund. Some disputed OT deck department. Chairman thanked' the crew and said they were the best he had sailed with in many years. The Log was received and read and eirjoyed by everyone. Report to Log: "Colombo, Sri Lanka was enjoyed by many of the crew. Houses that rest on stilts were rented on the beach." Next port Tampa. MONTICELLO VICTORY (Victory Carriers), December 9—Chairman, Frank Smith; Secretary Duke Hall; Educational Director O. A. Hess; Steward Rayfield Crawford. No dis­ puted OT. Secretary reported that everything is running smooth and all members are urged to apply for upgrading at Piney Point. This can be to your advantage for a better job and better pay. Also watch for the new classes in the steward department. To find out what is going on in the Union, read the Log. Observed one minute of silence in memory of our departed brothers. Next port Baton Rouge. Official ship's minutes were also re­ ceived from the following vessels: BORINQUEN OGDEN WABASH SEA-LAND RESOURCE SEA-LAND EXCHANGE OVERSEAS ANCHORAGE EL PASO SOUTHERN SEA-LAND PITTSBURGH DELTA PERU PANAMA DELTA PARAGUAY OGDEN CHALLENGER JACKSONVILLE COVE LEADER ARECIBO SEATTLE HOWARD BOYD POET BANNER OVERSEAS ALASKA INGER COVE NAVIGATOR COVE RANGER OVERSEAS VALDEZ LNG GEMINI TAMPA EL PASO ARZEW ALLEGIANCE DELTA NORTE DELTA PANAMA OVERSEAS WASHINGTON DELTA ARGENTINA OVERSEAS NATALIE BEAVER STATE WESTWARD VENTURE ANCHORAGE DELTA VENEZUELA OVERSEAS HARRIETTE TAMARA GUILDEN HOUSTON SAN JUAN PUERTO RICO CANTIGNY SEA-LAND ADVENTURER CAPRICORN DELTA ECUADOR MERRIMAC OGDEN CHAMPION PENNY OVERSEAS VIVIAN POINT SUSAN JOHN TYLER MONTICELLO VICT^V GOLDEN ENDEAVOR OGDEN LEADER MANHATTAN SEA-LAND PRODUCER * GREAT LAND COVE COMMUNICATOR OVERSEAS NATALIE LNG LEO DEL SOL LNG VIRGO SEA-LAND LEADER . COVE SPIRIT SEA-LAND FINANCE COVE ENGINEER SUGAR ISLANDER id a/s ;d w Jg :k He rt ke to ?d D tie al Id ne al so n't to a �./• Dr. Ricky Abrams Still Loves the Sea, the SlU Brotherhood T HE sea has cast her spell over many an unsuspecting sailor. Very few, however, have been smitten by her charms as much as Ricky Abrams. Ricky Abrams, or rather Dn Abrams, as his patients prefer to call him, no longer sails with the SIU. He has been a practicing dentist for over eight years now. But he refuses to sever his connection to the sea. Every year around this time, he sends a $100 donation to SPAD, along with a short, yet warm, letter. The $100 donation is, he says, just his way of saying thank you to the SIU. "I could never repay the union for what it's done for me. One hundred dollars is really nothing when you consider how much shipping has changed my life. You know, I always enjoyed it out there. Sometimes I think about going back." At 33, Ricky Abrams is the epitome of what a dentist should look like: distinguished, only slightly overweight now that he has stopped jogging, soft-spoken. The image fits his position in the community. At the present time he is the head of the Department of Community Dentistry at Marquette University in Milwaukee. Behind him lies a lifetime of upgrading. He joined the SIU and the merchant marine in 1963. Though his first job was as a crew pantryman on the Steel Chemist, he soon switched over to the engine department. When he wasn't shipping, he was either upgrading or collecting college credits. By 1972, Ricky Abrams had graduated from Temple University School of Dentistry. He had also accumulated the following endorse­ ments: wiper, oiler, fireman, second electrician, deck engineer, junior engineer. Like many other people, he had been leary of upgrading, wondering if he was capable of handling the reponsibility. That all changed one summer when he was onboard a run­ down vessel headed for Northern Europe. The whole crew was talking about the Chief Electrician. It seems that the fans were always breaking down. The Chief fixed every one, even those that seemed beyond repair. And the fans were always as good as new. No one knew how he did it, least of all Ricky Abrams who felt highly intimidated by the Chiefs mechanical prowess. As it turned out, the Chief Electrician had a sure-fire method: he would throw all the broken fans overboard and steal new ones from the supply locker. Ricky Abrams learned something from that experience: it doesn't pay to count yourself short. Chances are, the guy who is filling the job that you don't consider yourself qualified for, isn't any more talented than you are. That lesson wasn't the only thing that Ricky Abrams remembers from shipping out. He remembers a lot of other things: yi'consider myself extremely fdrtunate. You know, by the time I was 20 I had done more travelling than most people do in a lifetime. At work I listen to other dentists talk about their 'Big European Trip.' I have to smile to myself, because I've made at least twenty trips there, not to mention Africa, Asia, South America. I've been exposed to so much." "One of the things I've carried from my maritime days is the urge not to stay in one place. I've had so many jobs since I graduated from dental school. I was in the Navy for a few years, then I worked for Johns Hopkins in Maryland. I guess I'll always be reaching out for some new experience." "Perhaps the one thing I miss about shipping out is going to the union hall. There was such a warm atmosphere there. It was like one big family. Guys were always helping each other out. If someone was short $10 bucks, he'd always be able to go to the union hall and someone would give it to him. There was such a feeling of camaraderie there. I guess I'll never experience that again." VH Plucks 3It allCubans From Drifting^ Boat Off Key Larao, Fla. Another SIU crew showed their began about 9:30 p.m. on .. ^ ^ professional touch one night last month when they plucked three Cubans from their drifting boat off Key Largo, Fla. - • Carter Okays Northern Tier Oil Pipeline President Jimmy Carter okayed a private company's bid last month to build a $I.23-billion, 1,500-mile Northern Tier Oil Pipeline to carry Alaskan crude from Port Angeles, Puget Sound, Wash, to the oil-short Upper Midwest at Clearbrook, Minn. The pipeline, which could carry 933,000 barrels daily, will get quick service from Federal regulatory agencies if the firm can come up with the project financing within a year and meet Washington State envir­ onmental regulations. If not, the Transmountain Oil Pipeline Co. Canada plan is waiting in the wings. Northern Tier Pipeline Co. (U.S. Steel, Burlington Northern, West'nghouse, MAPCO, etc.) says the pipeline could be built in three years, "would create 5,500 new jobs. crud?'.n l*"' whfch wiiicn I'M would f go 30 miles"""T under P"get Sound through Idaho, Mentana and North Dakota feeding refineries enroute. Today 400,000 of the daily 1.2 million barrels of crude coming out of Alaska's North Slope can't be refined on the West Coast because of a lack of refining capacity. Jan. l9!LstheSTOgden Willamette (Ogden Marine) passed by Key Largo, Fla.'s Alligator Reef. The lookout spotted a distress signal from a small craft drifting in the water. In a flash, the tanker's master, Capt. Ferguson was on the bridge ordering the ship to slow down to intercept the boat. Later Recertified Bosun Arthur C. Campbell and his deckgang made the small craft water. The mates gave them medical secure to the Ogden Willamette. attention. The rest of the SIU crew Upon inspection, they found three saw to their needs in the way of persons in the Suzy. One, Edward blankets, etc. as the Coast Guard Verde of Miami, Fla. revealed they arrived. had left Cuba five days before, ran Rescued Verde thanked God for out of fuel, had one engine out and the food and help given them and no food or water. exclaimed he would never forget this Immediately, Chief Steward Tony for all his life. He also expressed a De, Boissiere provisioned them with tremendous appreciation to the a week's supply of rations. The captain, chief steward, bosun and cooks fed them and gave them the whole crew and officers. Paul Dempster Reelected SUP President Paul Dempster, president-secretary-treasurer of the SUP, was reelected to those posts for the 198081 term by the union's rank-and-file In the biennial election on Feb. 19. Dempster beat SUP San Fran~~ ^ San Francisco Hall Moved to 350 Fremont disco Business Agent Charlie Russo by 564 votes and former SUP Vice President Jack Dwyer by 1,182 votes. SUP Vice President Jack Ryan, who ran unopposed for reelection, got 2,046 votes from members at the San Francisco headquarters and the outlying ports. A total of 2,170 voting ballots were cast in the election. This Includes 313 absentee ballots and 151 contested ballots cast by permitmen. In the port of New York, incum­ bent Bill Armstrong ran unopposed and was reelected as business agent. Elected as five trustees of the S UP Effective March 1, the San Francisco Union hall located on 9th and Mission Streets will be closed. All Union business In the port of San Francisco will now be conducted out of the hall at 350 Fremont St., formerly the headquarters of the Marine Cooks „ & Stew»ds ... .. Union, ... WASHINGTON, D.C.-Janu^ By consol.dal.ng op^hons .n ary's U.S. unemployment rate San Frttncsco under the roof of climbed to 6.2 percent of the Union hall, SIU reps will be country's work force from Decem­ better able to serve the needs of ber's 5.9 percent, the Labor Depart­ the West Coast membership ment reported. which expanded with the merger This is the highest joblessness of the MC&S Into the SIU A&G level since July 1978. And it is the District last year. first time in 17 months that the :•' '::r «;-! i'g. - •4 •|l J-' • Paul Dempster was reelected Presi­ dent of the SUP this month. Building Corp. were Dempster, Ryan, Russo, Seattle Agent John Battles and Business Agent No. 1 Bill Berger. Unemployment Rises to 6.2% unemployment rate has broken out of the narrow range of between 5.7 percent and 5.9 percent. The jobless rise was largely due to layoffs and plant closings in the nation's automobile manufacturing industry. Hit hard were married men, fulltime workers and blue collar workers, February 1980 / LOG / 27 • ••11 • •"'tS !• �Drugs: Pay Now, Pay Lata*! ESSING around with taking is safe. And that lack of drugs could cost you your knowledge applies to every drug career. Or your health. Or your right across the board. There are no exceptions. A life. That might sound like over­ '^cientist can test the properties stating the case. Plenty of people and the physical and psycholog—especially young people—say ical effects of a drug for years. He drugs make them feel good, so can report on what its effects what's wrong with them? They should be. Or what happens to say "I have a handle on it. I never most people when they take it. But he can never make an take too much." But the fact is, not enough is absolute judgement on its safety, known about the effects of Because the properties of a drug drugs—particularly the long- have so many variables. Even marquana! Its short-term term effects—for anyone to be sure their "moderate" drug- effects depend on how much you M smoke. And on where it came from. Ifits grown in the U.S. chances are it's pretty mild. Most domestic marijuana has a chemical concentration of less than 0.5 percent. The marijuana that comes out of Colombia and Mexico is a lot more potent, with a chemical content as high as 4 percent. And the dope coming out of Spain has a dangerously high 6 percent, What happens to you when you smoke a joint depends oh where the stuff came from. As iaihlKR hMlfv trot likB JAN. 1-31, 1980 •TOTAL REGISTERED AIIGnMipc CtattA CteMB ClanC TOTAL SHIPPED AIIGiotifM CISMA ClaSiB ClawC ••REGISTERED ON BEACH AIIGroups ClaMA ClaaaB CtafaC DECKDEPARTMENT Algonac (Hdqs.) — 17 5 1 7 8 0 ENGINE DEPARTMENT Algonac (Hdqs.)— 18 10 2 5 4 0 STEWARD DEPARTMENT Algonac (Hdqs.).. , 1 2 1 1 7 0 ENTRY DEPARTMENT Algonac (Hdqs.) 17 29 6 0 0 0 TotabAllDapartmante. 53 46 10 13 19 0 •'Total Registered" m^ns the numt>er of menwho actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the pixt at the end of last month. KNOW YOUR RIGHTS 30 3 2 23 12 2 4 2 4 28 85 56 73 16 24 KNOW YOUR RIGHTS SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20lh Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to arc available to you at all times, cither by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SlU contracts are avail,-ablc in all SlU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such ;is filing for OT on the proper sheets and in the proper manner. If, at any time, any SlU 28 / LOG / February 1980 patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SlU port agent. EDITORIAL POLICY—THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful, to the Union or its collective membership. This established policy has been reaffirmed by membership action at the &ptember, 1960, meetings in all constitutional ports. The responsibility for 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 earry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone m any official capacity in the SlU unless an official Union receiptiis given for same. Under no circum­ stances 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 should not have been required to make such payment, this should imrnediately be reported to Union headquarters. i lod KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA* TIONS. Copies of the SlU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. FINANCIAL REPORTS. The constitution of the SlU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and repyorts fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SlU Atlantic, Gull. Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. well as what it's cut with. And if you buy a couple of joints off a guy on the street, you don't know a single thing about it. Which means you don't know what it's going to do to you. Even in its pure state, the effects of cannabis, the plailt both mari­ juana and hashish are derived from, vary widely. In high doses, the Drug Enforcement AgenQr says, it may cause "image distortion, a loss of potential identity, fantasies and hallucina­ tions or a toxic psychosis." The "side effects" of drugs aren't limited to physical and emotional issues. There are legal issues as well. And those issues are gravely important to Sea­ farers. If you get caught with drugs in a foreign country they'll slap you in jail so fast you won't know what hit you. And they'll keep you there. For a very long time. In addition, for a seaman, a drug-related conviction meaps the Coast Guard will take away your seamen's papers. That means you'll never work in the merchant marine again. Messing around with drugs is dangerous. It's stupid. And it'll get you in trouble. And that's the only sure thing about it. EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SlU. These rights are clearly set forth in the SlU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no member may be discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing, 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 con­ dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Sup­ port SPAD to protect and further your economic, poli­ tical and social interests, and American trade union concepts. If at any tinie a member feels that any of the ahove rights have been violated, or tbat he has been denied .his constitutional right of access to Union records or infor­ mation, he should immediately notify SIU President Paul Hall at headquarters by certified mail, return receipt requested, the address is 675 - 4th Avenue, Brooklyn, N.Y.11232. :ers �•i.#: Eight more SlU Chief Stewards are now attending titlcation Program stresses work scheduiino reoui^fton Progfarifthe'St^^^^ '"«• -ven1o;"®c"nrr'Td Program at the Harry Lun- menu pianning. Advanced deberg School. The program culinary skills firet add^plf iefon ar struction at HLS and two weeks at Unron Headquarters. Because the Chief Steward is the Department Manager aboard his ship, the Recer___ ... The CPR ana First Aid in"w. Tw Struction was the roughest part of the program but it was one of the *!"?.'yP-9andcom: munication' techniques" are among the many practical skills that are taught The Stewards also receive special training for their job as secretary-reporter of the ship's committee. The Kiv^ioiii program is designed to to IS uesigneo *esch SlU Stewards the skills and want on the decertification ProI M f • .. . . ' gram is s Kin best. Ihave not been fn ® ''i® success beschoo/ /or 40 years. Vnd®1h°i Janet Cook really taught maritime industry. , For the seafarers attending Bob Liegel the program now—and for all Since the Chief Steward is the head of the Steward Depart­ SlU Steward Department ment, the program stresses work scheduling, requisitionino and invenioiy ana inventory control. Recertification Program Gives Stewards The Skills They Need Jose Colls Jee Dong Charies Scott Carl Jones Frank Adkins Francis Smith Members—the Steward Recertification Program is a golden educational oppor­ tunity. Recertified SlU Stewards are the best-trainpd in the whole maritime in­ dustry. And graauates of the program can count on topnotch job security. -9. -j 61. ..V, Robert Llegel Carl Tebell Reuben Blackburn Willie Smith Chester Moss Jack Utz The Chief Stewards learn ad­ vanced culinary skills In the HLS Cooking labs. ? i '- " "" i - Ail of the teachers should get a vote of thanks. They go out of their way to help each of us. There has been a teacher available to help me whenever I needed It. Frank Adkins Every Steward Department Member who is eligible is en­ couraged to apply for the Recertification Program. It's easy to apply. Just contact the SlU Representative in your port for an application. The Recertification Program is a great opportunity for all SlU members In the Steward Department. Take advantage of it today! Mike Mannlon has been a very good Instructor. The knowledge I have gained about nutrition and bacteria will be helpful to me when I go back to work. Francis Smitfi Jr " Fimt Aid classes are among the practical skills that ® ""©certified Stewards learn. , 4 February 1980 / LOG / 29 V • •I �a!:!.*;!'*""" - Summary Annual Report for Seafarers ? * This is a summary of the annual report of Seafarers Pension Plan (I.D. #13-6100329) for January I, 1978 to December 31, 1978. The annual report has been filed with the Internal Revenue Service, as re­ quired under the Employee Retire­ ment Income Security Act of 1974 (ERISA). Basic Financial Statement The value of plan assets, after subtracting liabilities of the plan, was $141,660,432 as of January I, 1978, compared to $151,436,402 as of December 31, 1978. During the plan year, the plan experienced an increase in its net assets of $9,775,970. This included unrealized appreciation and depreci­ ation 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 total income of $26,725,613 includ­ ing employer contributions of $15,460,278 and $11,265,335 from earnings from investments and net realized gain (loss) from sale or exchange of assets. Plan expenses were $10,156,683. These expenses included $1,242,079 in administrative expenses and $8,914,604 paid in benefits. Your Rights to Additional Information You have the right to receive a copy of the full annual report, or any part thereof, on request. The items listed below are included in that report: 1. An accountant's report. 2. Assets held for investment. To obtain a copy of the full annual report, or any part thereof, write or call the office of Mr. A. Jensen, 675 Fourth Avenue, Brooklyn, New York 11232. The charge to cover M2W ^ Now you can improve your math skills In fractions and decimals in your spare timel HOW? HLS has courses for you In fractions and decimals. They are self-study courses. HLS will send them to you. You can study them while you're aboard your ship or boat! Here's how you can use the skills you'll get in these courses: f: • • in your everyday life (for measuring, counting, etc.) • in your job • to improve your math skills for upgrading • to get started on your high school equivalency program (REMEBER: GED is offered at HLS) • to review old math skills or learn new ones I Send for the course you want today! Just fill In and mail the coupon below. Check the course you want. (Why not take both of them?) ( ) FRACTIOnS ( ) DECIMALS (<'• i ( ) Information on GED at HLS Send my course(s) here: Name^ street. Clty_ state -Zip. / Cut out the coupon and mall It to this address: i. ;. Academic Education Department Harry Lundeberg School Send It today! PIney Point, MD 20674 ATTN; Lois Knowles, Mathematics Department copying costs will be $1.00 for the copying of these portions of the full annual report, or $. 10 per page report because these portions are for any part thereof. furnished without charge. You also have the right to receive You also have the right to from the plan administrator, on examine the annual report at the request and at no charge, a state­ main office of the plan, 675 Fourth ment of the assets and liabilities of Avenue, Brooklyn, New York 11232^ the plan and accompanying notes, and at the U.S. Department of or a statement of income and Labor in Washington, D.C., or to expenses of the plan and accom­ obtain a copy from the U.S. Depart­ panying notes, or both. If you ment of Labor upon payment of request a copy of the full annual copying costs. Requests to the report from the plan administrator, Department should be addressed to these two statements and accom­ Public Disclosure Room, N4677, panying notes will be included as Pension and Welfare Benefit Pro­ part of that report. The charge to grams, U.S. Department of Labor, cover copying costs given above 200 Constitution Avenue, N.W., does not include a charge for the Washington, D.C. 20216. Vega Is Alive and Well and LMng in Tampa F OR a guy who specialized in keeping his ships cool, the sunny hot clime of Tampa, Fla. might seem an unlikely place to drop anchor. Pensioner Alvaro Vega doesn't think so. But just to make sure things don't get too hot, the 64-year old retired Seafarer now specializes in keeping cars cool. That is, he repairs air-conditioners and just about anything electrical under the hood. He learned the trade of an electrician from years of working on Pensioner Alvaro Vega the ships. Brother Vega points out one more When he retired about six years thing. He says everytime he sees an ago at the age of 58, he was already old shipmate he hasn't seen for one of the real "oldtimers" in the years, the shipmate usually says, Union. Vega joined the SIU in 1939just a "hey, where the hell you been. I thought you were dead." Pretty few months after the Union received typical! its charter. He proudly points out Well, this retired Seafarer has that his Book Number is V-4. some news for everyone. Alvaro His first job on a ship was as a Vega is alive and well and living messman. But when WWII broke happily with his wife in Tampa, Fla. out he switched to the engine room because "they needed people down below." John W. Wiciunan As it turned out, the move to the It Is Important that you contact Mr. engine room was a good one for James Orlando. Tel. (219) 228-6260. Vega. He applied himself and learned the trade. When he finally Kashnlr Puchabkl retired after 35 yeare of shipping, he Please contact, your son, Caslmir at was sailing as a chief electrician and 4207 221 SW Mountlake—Terrace, reefer engineer. Wa. 98043. Tel. (206) 778-6144. Important! His specialty on the ships was— what else—air conditioning systems Michael Robert LaGasse and refrigeration maintenance and Please contact, Sonia Prleto. Tel. repair. His last job before retiring (212) 639-3887. Emergency! was on the Sea-Land containership Newark. Mark JablonskI After he called it a day on the Please contact, your brother, ships. Brother Vega had no definite James—Urgent. plans of getting into a new business. Jim Downey He used to fix a/c systems in friends' Please contact, Ben Henderson— cars. But the word got around that 2016 SE 122-Apt. 57-P0rtl8nd, Or. he was an A-1 mechanic, and the rest 97233. is history. A devoted father (he has two John Robert Splcer daughters and a son), Vega is Please contact, Benny Splcer, as soon helping his son to start his own airas possible. Tel. (615) 289-3527. conditioning repair business. He says, "I finally have the time to Ron PolIIno help. I have a little saved. So I want Please contact, your mother, at 34420 to put it to good use. After all, you SW 188th Avenue—Homestead, Fla. can't take it with you." 33034. Persimals 30 / LOG / February 1980 WiWIBiil! �-Si Helge Hobnstrom, 60, joined the SIU in the port of New York in 1963 sailing as a chief electrician. Brother Holmstrom upgraded in 1964. He I also worked at the Bethlehem and Todd Shipyards, Hoboken, N.J. Seafarer Holmstrom was a former member of the Swedish Seaman's and Labor Unions. He is a veteran of the Swedish Army during World War II. A native of Shellettea, Sweden, he is a resident of New York City. WiHlam Denny Johns, 62, joined the SIU in 1948 in the port of Mobile sailing as a deck and junior engineer. Brother Johns was born in Ever­ green, Ala. and is a resident of Clanton, Ala. Hugh Lloyd Meacham, 65, joined the SIU in 1941 in the port of Norfolk sailing as a bosun and ship's delegate. Brother Meacham sailed 47 years. He was bom in North Carolina and is a resident of Chesapeake, Md. Robert Calvin Meloy, 58, joined the SIU in 1946 in the port of Jacksonville sailing as a recertified bosun. Brother Meloy sailed 34 years. He graduated from the Union's Recertified Bosun's Pro­ gram in February 1976. Seafarer Meloy was on the picketline in the 1946 General Maritime beef in Jacksonville, organized in the 1947 Isthmian drive and in 1948 hit the bricks in both the Baltimore and New York's Wall St. strikes. In 1960, he was in contention for the N.Y. joint patrolman post. Meloy is a veteran of the U.S. Army in both World War II and the Korean War as a sergeant in the Transportation Corps. He also attended the Infantry Officers Train­ ing School and the Army's Plans, Training and International School. Born in Cleveland, he is a resident'of Seattle. Anthony Mravec, 66, joined the SIU in the port of New York in 1967 sailing as a wiper. Brother Mravec sailed 19 years and during the Vietnam War. He was born in Cleveland and is a resident of Seattle. Sebastino Alleluia Pires, 70, joined the SIU in 1947 in the port of New York sailing as a chief cook. Brother Pires sailed 43 years and walked the Picketline in the 1962 Robin Line beef. He is a veteran of the U.S. Army's Hdqs. 241st Service Co. Engineers in World War II. Seafarer Pires holds the Asia-Pacific Service, Philippines Liberation Service and World War II Victory Medals. A native of Portugal, he is a resident of Brooklyn, N.Y. Daniel Covington Gatewood, 65, joined the SIU in the port of New York in 1965 sailing as an AB. Brother Gatewood sailed 28 years. He is a veteran of the U.S. Coast Guard in World War II sailing aboard the 55 Cactus. Seafarer Gatewood also attended the U.s>. Merchant Marine Service School, Sheepshead, Bay, Brooklyn, N.Y. during World War IL Born m Carthage, N;C., he is a resident there. Charles Wflson Bartlett, 58, joined the SlU in the port of Baltimore in 1955 sailing as an AB. Brother Bartlett sailed 29 years and during the Vietnam War. He hit the bricks in the 1961 Greater N.Y. Harbor beef. Seafarer Bartlett is a veteran of the U.S. Army in World War II. Born in Hingham, Mass., he is a resident of Dorchester, Mass. James Robert Bergbower, 52, joined the SIU in the port of Wilmington, Calif, in 1956 sailing as a bosun. Brother Bergbower sailed 27 years. He is a veteran of the postKorean War U.S. Army. Seafarer Bergbower was bom in Newton, 111. and is a resident of Preston, Md. Eiadio Grajales, 65, joined the SIU in 1944 in the port of Boston sailing as a chief steward. Brother Grajales---^ also sailed during the Vietnam War and as a ship's delegate. He walked the picketline in the 1961 N.Y. Harbor beef and the 1962 Robin Line strike. Seafarer Grajales was bom in Ponce, P.R. and is a resident of Gretna, La. George William Duncan, 63, joined the SIU in 1943 in the port of New York sailing as a bosun and 3rd mate. Brother Duncan sailed 48 years, first on British vessels. He also worked on the Delta and Waterman Shoregangs in New Orleans from 1973 to 1979. Seafarer Duncan was born in Russia where his father was on assignment as a journalist. He is a naturalized U.S. citizen and is a resident of Slidell, La. Angel Garcia, 65,joined the SIU in 1949 in the port of Tampa sailing in the steward department. Brother Garcia is a veteran of-the U.S. Army. He was born in Tampa and is a resident there. Kenneth J. Nelson, 60, joined the Union in the port of Corpus Christi, Tex. in 1957 sailing as an engineer for G & H Towing from 1951 to 1979. Brother Nelson sailed 28 years. He was a member of the Marine Allied Workers in 1951. Boatman Nelson was bom in Humboldt, Tenn. and is a resident of George West, Tex. Burvil Wilbert Owens, 62, joined the Union in the port of Philadelphia in 1960 sailing as a captain, pilot and mate for McAllister Brothers from 1972 to 1977, Taylor and Anderson from 1958 to 1972 and the Warner Sand and Gravel Co. from 1941 to 1958. Brother Owens is a veteran of the U.S. Army in World War II. He is a former member of the NMU, MM&P and District 50. Boatman Owens was born in Columbia, N.C. and is a resident of Philadelphia. Leroy Gibkenis Sawyer, 63,joined i the Union in the port of Norfolk in 1961 sailing as an AB for Norfolk Towing and for C. G. Willis from 1969 to 1971. Brother Sawyer also sailed for McAllister Brothers from 1953 to 1961. He was a former member of the UMW. Boatman Sawyer was born in North Carolina and is a resident of Chesapeake, Md. Verner Rudolf Ylitalo, 62, joined the Union in the port of Saulte Ste. : Marie, Mich, sailing as an AB and tankerman for the Atlantic Richfield Co. from 1964 to 1976, the Great Lakes Dredge and Dock Co. from 1955 to 1959 and for the Price Brothers-McClung Co. Brother Ylitalo sailed deep sea for the SIU from 1947 to 1956. He is a veteran of the U.S. Coast Guard during World War 11. Boatman Ylitalo was born in Marengo, Wise, and is a resident of Ironwood, Mich. , •..-•J ./• ^7 Lamar Matthews Lett Sr., 66, joined the Union in the port of Mobile in 1957 sailing as a cook for the Mobile Towing Co. from 1949 to 1979. Brother Lott was born in Mobile and is a resident there. • v -.V J Recertified Bosun Raymond War­ ren Hodges, 59, joined the SIU in 1944 in the port of Baltimore. Brother Hodges graduated from the Recertified Bosuns Program in 1974 and attended a Piney Point Crews Educational Conference in 1970. He is also a graduate of the GED Program where he was close to being a "perfect student." Seafarer Hodges also attended the U.S. Government's maritime training classes at Sheepshead Bay, Brooklyn, N.Y. in 1943. And he received a Union 1960 Personal Safety Award for sailing aboard an accident-free ship, the 55 Alcoa Patriot. He was bom in North Carolina and is a resident of Balti­ more. Orlan Auoid Midkiff, 65, joined the SIU in the port of Houston in 1970 sailing as an oiler. Brother Midkiff sailed 22 years. He is a veteran of the U.S. Army's Medical Corps in World War 11. Seafarer Midkiff was born in Remlin, Tex. and is a resident of Himphill, Tex. Frank Paul Russo, 67, joined the SIU in 1944 in the port of Norfolk sailing as an AB. Brother Russo sailed 39 years. He also attended a Piney Point Educational Confer­ ence. Seafarer Russo was bom m Norfolk and is a resident of Harvey, La. Edward James Ponis, 65, joined the SIU in the port of Baltimore in 1952 sailing as a recertified bosun. Brother Ponis sailed 42 years. He was born in Boston and is a resident of Baltimore. "••• V-j ^ ' fi i -p \ 'J Michel Joseph Dunn, 60, joined the SIU in 1947 in the port of New Orleans sailing as a chief steward. Brother Dunn sailed 32 years. He attended a HLS, Piney Point, Md. Crews Conference in 1975. Seafarer Dunn is a veteran of the U.S. Navy's Seabees in World War II. He was a former member of the Bakers and Confectionery Workers Union, Local 35 in New Orleans. A native of Louisiana, he is a resident of New Orleans. • February 1980 / LOG / 31 I �SIU Atlantic, Gulf, Lakes & Inland Waters United Industrial Workers of North America PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak i:^4 i PJ 1' ^ i. k' • vi > -h' JAN. 1-31,1980 •TOTAL REGISTERED All Groups Class A Class B Class C Port .1'^ ••-•-;;;f— .;. '• #":• Boston New York Philadelphia .Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT '.,, 6 91 6 23 22 13 20 79 46 28 18 25 13 68 1 0 459 6 39 7 9 10 2 3 16 8 5 9 5 2 17 0 0 138 1 16 4 4 7 5 2 7 2 4 8 12 2 5 0 0 79 Port Boston New York Philadelphia .. Baltimore Norfolk Tampa Mobile New Orleans .. Jacksonville .. San Francisco. Wilmington ... Seattle Puerto Rico ... Houston Piney Point .... Yokohama I'A TOTAL SHIPPED All Groups Class A Class B Class C Totals Totals 4 98 ,9 12 11 7 10 40 20 24 7 24 2 49 0 0 317 1 43 1 12 9 2 5 16 5 6 4 6 3 13 1 0 127 1 8 1 0 2 3 0 0 5 2 7 5 0 3 0 0 37 Totals Totals All Departments r\ 0 17 1 1 6 7 . 0 11 0 3 7 13 0 4 0 1 71 7 130 8 39 26 9 36 154 54 50 26 66 25 118 0 2 750 4 ! 2 48 - ' 12 8 - 3 5 12 14 5 5 2 7 2 13 22 13 4 8 6 17 15 11 19 3 3 22 11 0 0 0 0 191 105 1 68 7 10 7 7 12 37 17 16 4 16 9 33 0 0 244 1 4 136 20 21 15 6 30 95 33 35 24 49 4 102 0 0 574 4 85 3 14 9 6 9 32 13 11 10 13 4 17 0 1 231 2 16 2 2 4 1 0 2 4 2 7 13 0 5 0 0 60 1 10 0 0 4 1 0 4 3 1 5 6 0 1 0 0 36 1 52 6 14 15 4 35 67 15 20 15 29 10 62 0 0 345 2 30 6 5 3 0 4 6 2 3 2 2 5 8 0 0 78 0 10 1 1 1 3 0 6 2 2 13 14 3 4 0 0 60 2 33 7 20 7 3 11 49 9 15 2 17 17 27 0 1 220 7 205 34 36 24 15 23 93 39 21 31 36 27 88 7 3 689 6 147 8 13 26 6 3 39 19 17 99 41 15 67 0 0 506 1,889 1,189 731 5 48 2 6 13 3 10 14 9 10 5 8 9 14 8 0 164 2 2 1 2 3 0 1 0 2 0 2 3 1 0 0 20 STEWARD DEPARTMENT 1 32 3 11 15 4 14 35 17 10 9 17 6 27 0 0 201 4 27 5 5 3 1 1 7 1 1 1 1 3 3 3 0 66 0 5 1 1 1 2 0 3 2 1 7 6 1 3 0 0 33 Port Boston New York Philadelphia .. Baltimore Norfolk Tampa Mobile New Orleans.. Jacksonville .. San Francisco. Wilmington ... Seattle Puerto Rico ... Houston Piney Point ... Yokohama 5 48 14 4 16 6 3 28 13 7 6 16 12 24 19 0 221 ENGINE DEPARTMENT Port Boston ....... New York Philadelphia .. Baltimore Norfolk Tampa Mobile New Orleans.. Jacksonville .. San Francisco. Wilmington ... Seattle Puerto Rico ... Houston Piney Point ... Yokohama - 5 87 17 9 17 14 14 46 32 28 14 22 25 65 1 0 396 0 5 51 53 1 4 8 . 4 8 11 3 1 6 2 25 27 18 10 13 5 1 3 6 6 4 4 26 13 0 41 0 0 170 189 ENTRY DEPARTMENT 3 22 1 11 6 2 2 21 11 8 1 6 10 17 0 0 121 14 130 21 19 21 12 18 56 24 10 11 13 17 43 68 2 479 4 51 10 6 12 4 1 19 4 17 27 16 4 29 0 0 204 1,098 1.098 810 353 810 574 127 •'Total Registered" means the number of men who actually registered for shipping at theport last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. • Shipping m the month of December was good to excellent in all A&G deep sea ports, as it has been for the last several years. A total of 1,511 jobs were shipped last month to SlU-contracted deep sea vessels. Of these onlv 810 or slightly more than half, were taken by "A" seniority members. The rest were filled by "B" and "C" senioritv people. Shipping is expected to remain good to excellent for the foreseeable future HEADQUARTERS 675 4 Ave., Bklyn. 11232 ALGONAC, Mich. ^212) HY 9-6600 520 St. Clair River Dr. 48001 (313) 794^9375 ALPENA, Mjch 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass. .... 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.Y.. .290 Franklin St. 14202 (716) TL 3-9259 CHICAGO, ILL.9383 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 COLUMBUS, Ohio 4937 West Broad St. 43228 (614) 870-6161 DULUTH, Minn. 705 Medical Arts Building 55802 (218) RA 2-4110 FRANKFORT, Mich P.O. Box D 415 Main St. 49635 (616) 352-4441 GLOUCESTER, Mass. 120 Main St. 01903 (617) 283-2645 HOUSTON, Tex..., 1221 Pierce St. 77002 JACKSONVILLE, Fla. 659-5152 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala. ..IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va. ; 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. 2604 S. 4 ^t. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, Tex. .534 9 Ave. 77640 (713)983-1679 SAN FRANCISCO, Calif. 1311 Mission St. 94103 (415) 626-6793 SANTURCE, P.R. 1313 Fernandez, Juncos, Stop 20 00909 (809) 725-6960 SEATTLE, Wash 2505 I Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla. 2610 W. Kennedy Blvd. 33609 (813)870-1601 TOLEDO, Ohio... 635 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 408 Avalon Blvd. 90744 (213) 549-4000 YOKOHAMA, Japan P.O. Box 429 Yokohama Port P.O. 5-6NihonOhdori Naka-Ku 231-91 201-7935 West Coast Stewards Halls HONOLULU, Hawaii 707 Alakea St. 96813 (808) 537-5714 PORTLAND, Or.421 S.W. 5th Ave. 97204 (503) 227-7993 WILMINGTON, Ca. 408 Avalon Blvd. 90744 (213) 549-4000 SAN FRANCISCO, Ca. 350 Fremont St. 94105 (415) 543-5855 32 / LOG / February 1980 m:.. �IRS Adopts New Procedur-es in Regard to Allotme.�ts The Internal Revenue Service seaman's gross income in the taxable seamen, as well as modifying the recently set forth new procedures special "end of voyage" reporting relating to the reporting of wages, payment of taxes and collection of income t_axes, with respec:.t to year the allotments are paid. procedures. A seaman does not have to report Now, the allotments paid to a seaman must he: in gross income other wages, such as induded in the advances or slops, until the taxable year in which the voyage ends. As a Norwe1y offers pension to result of this Revenue Procedure, the seaman will be receiving an IRS WW II seamen W-2· form (sta tement of wages received in a calendar year) for the Seamen who were Norwegian citizens and served on Norwegian ships allotments paid during a calendar during World War II may be eligible for pension benefits from Norway. year, . To be eligible generally the seaman must be 60 years old and must have had a minimum of 150 months of sailing on Norwegian ships. Merchant Federal income taxes. He will then Service on Norwegian or Allied ships as a Norwegian Citizen; $2.88 Seamen who served in the Norwegian Army, Navy or Air Force as a year, and the amount of FICA and income taxes withheld. In the instance when a voyage '-·begins in one year and terminates in a subsequent year, it will be a tax advantage to the seaman, who has authorized allotments, by avoiding all of the taxable income being bunched into the year the voyage terminates. For Waterway Proiects There are over 55 separate naviga­ tion projects listed in the legislation, Seamen who served ashore either in an administrative capacity or in the Army Corps of Engineers. The the most prominent of which are legislation allocates $2.8 billion to Locks and Dam 26 at Alton, Ill. and Considered seamen are also those who served actively in the the Corps so that it can carry out a the Terine�ee-TombigbeeWaterway variety of duties· essential to the in Alabama and Mississippi. . Norwegian or Allied Navy withoUt any service in the merchant marine. In addition, a special bonus pension is allowed for wartime service.A ·· seaman who was a Norwegian citizen when he sailed and has since become a citizen of another country remains qualified. A widow or ' reflecting the balance of his wages, after allotments paid in the prior Jaw the 1980 Appropriations Act for Seamen who served in the Allied forces, Army, Navy, Air Force as a defense-related work as a Norwegian citizen; • When the voyage ends, the sea­ m a n will r e c e i v e a W-2 f o r m· President Carter has signed into Norwegian citizen; • · ducted as well as withholding for Norwegian citizen; • voyage ends in a FICA (social security) taxes de­ to Dec. 31, 194) (outside occupied Norway) would be"-eligib/e. Following are kinds of service which may be considered for a pension: • the The form will also reflect the seamen who served at least 18 months during the period of Sept. 1, 1939 • if subseqpent year. use this information for inclusion on his personal tax return. children of a deceased Norwegian seaman may also claim the bonus. Those who qualify may write to the following address for further information: Norwegian Seaman's War Veterans Club, c/ o Birger Lunde, 84 Hillcrest St., Staten Island, N.Y. 10308. economic well-being of this nation. The legislation highlights one ·Included in the legislation are important fact: commerce on the provisions which call for the con­ inland waterways is heavily depen­ struction of nearly $490 million dent upon the Federal government dollars worth of navigation projects for its survival. The good Lord may on the inland waterways and in the have given us the Mississippi River, coar;tal harbors. but it was the U.S. government who d "17: "'LJ" l . a R e .i w t t o D o o o B h. h ' r r _ er e u n. rp _,_ _ constructed the· locks and dams which make inland shipping economicall y feasibl e. _ _ _ S ee�ng a blind man walk down a street makes the rest of us thankful _ for our. sight. Perfect strangers, as well as friends, don't hesitate to offer a g uiding arm to the blind because we all think it must be a terrible thing to be unable to see where you're going. An alcoholic can't see where he's going either, only alcoholics d.9n't have friends. Because a friend wouldn't let another man blindly travel a c��rse that has to lead to the destruction of his health, his job and his family. And that's where an alcoholic is headed. Helping a fellow Seafarer who has a drinking problem is just as easy-and just as important-as steering a blind man across a street. All .:::::! "\ you have to do is take that Seafarer by the arm and· guide him to the Union's Alcoholi� Rehabilitation Center in Valley Lee, Md. Once h�'s there. a n alcoholic SiU member will receive the care arid counseling he needs. And he 11 get the support of brother SIU members who are fighting the same tough battle he i� bac� to a healthy, productive alcohol-free life. The road back to sobriety is a long one for an alcoholic. But because of ARC, an alcoholic SIU member doesn't have to travel the dista�ce alone. � LU � � _...... ..._.._ . And by guiding a brother Seafarer in the direction of the Rehab Center, youll be showing him that the first step back to recovery is only an arm's length away. �-------------------------------� Alcoholic Rehabilitation Center I am interested in attending a six-week program at the Alcoholic ·Rehabilitation Center.I understand that all my medical and counseling records will be kept strictly co nfidential, and that they will not be kept anywhere except at The Center. Name ............................. Book No, ............ Address .. . .. ............ (Street or RFD) Mail to: . ... ....... ..... ... .. .. ... .... (City) (State) (Zip) Telephone No................ . THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 or call, 24 hours-a-da)', (301) 994-0010 L-------------------------------� February 1980 I LOG I 33 �• I'-? . -1 1 ? S •' 1. ~ JV. S.-J?"." "i .'r.' ••'-•-•Np.it 'JV- -i' " Mobile More than 100 miles of the 232-mile Tennessee-Tombigbee Waterway were open to river navigation last month from its southern end at Demopolis, Ala. north to Columbus, Miss, pending the raising of the water level at the Aliceville Lock and Dam. Almost $1 billion of the estimated $1.67 billion Federal cost of the entire project is now under contract. PMlade^hia lOT has placed into Gulf service the new 480-foot barge Ocean 192 to carry 180,000 barrels of crude or petrochemical products in 12 coated compartments. The twin-screw 5,600 hp new tug Freedom (lOT) will push the barge which has a redesigned streamlined hull. She was built by the Galves­ ton Shipbuilding Co., Houston. GreatLakes uf '• i Barge G.L. 33—a new 4,000 cubic yard Manitowoc hydrodump barge—was launched last month by the Great Lakes Dredge & Dock Co., Chicago at the Maxon Marine Industries Shipyard, Tell City, Ind. The steel, deep sea barge measures 234 by 53 by 23 feet. She has a longitudinal divided hull hinged at each end above deck. Hydraulic cylinders open the hull hopper to dump and close. MARAD has okayed the $11.2 million bid of the Great Lakes Dredge & Dock Co.'s Tidewater Dredging of Oakbrook, 111. in building a 4,300 hp trailing suction hopper dredge. WasMnglon,D.C. V;lv President Jimmy Carter in his 1981 budget request to Congress has asked for $30 million for construction and rehabilitation of 34 inland waterways, locks and dams projects. M Port Arthur, Tex. Sabine Towing has on order a 103 foot, 3,200 hp twin screw harbor tug from Delta Shipyard, Houma, La. You Can't Afford Not To St Louis Contract negotiations with Orgulf and Ozark Marine have been completed and a ratification vote by the membership was under way early this month. The U.S. Corps of Engineers here has issued a "notice to proceed" to contractors for the first stage of construction at Locks and Dam 26 near Alton, 111. The first stage is the building of a cofferdam on the Missouri shore extending 1,000 feet into the Mississippi. The resulting 25-acre area enclosed by the cofferdam will be dewatered for the construction of the first six gates of the new dam. Comple­ tion in 1981 of the $41.7 million contract will restrict the river to a 700-foot width along the Illinois shore. National Marine Service has asked MARAD for $30.7 million in subsidy to build 46 double-skinned oil-chemical tank barges and five diesel-powered towboats with delivery before 1982. The barges will be built by Hillman Barge, Brovmsville, Pa., Nashville (Tenn.) Bridge and Jeffboat, Jeffersonville, Ind. Dravo of Pittsburgh and Ortis Boat, Krotz Springs, La. will build the towboats. On her maiden voyage downriver from Dravo, the towboat National Energy (National Marine) had as her crew: Capt. J.A. Benoit, Pilot Norman East, Trip Pilot V. Ward, Port Engineer C. Webb, Engineer F. Stanley, Mate S. Lamb, Tankermen J. Bowman and T. Stewart, Deckhands G. Coleman and E. Renshaw and Cook P.W. Chambers. New Orleans Opening contract negotiations began early this month with both Dixie Carriers and Gulf Canal. h Radcliff Materials has three 1,650 hp towboats on order for future delivery from the Dravo Shipyard, Neville Is., Pa. 'h Cook Duncan V. "Pat" Patterson reported late last month that he's "back on the river again." That is on the Mississippi aboard the towboat Dixie Power (Dixie Carriers). Pat says the run from here to Meyers, Miss., a few miles north of Vicksburg, takes 48 hours going upstream and 24 down, past Baton Rouge, La. Previously, Pat had got off the deep sea tug Alice Moron (Moran Towing) in Ft. Lauderdale, Fla. Seems before he got off the tug was having problems coming across the Gulf towing a 510-foot barge. Assisted by two other tugs, the Alice Moran was "comin' through the notch" of Port Everglades, Fla. Harbor when she lost the towliqe. •<. • I Cove Navigator Committee . i I J - '} 'i h J ^ . u 4 I) The Transportation Institute Towboat Operator Scholarship Program pays you while you go to school at HLS. It gives you hee room, board and books. It helps you earn wheelhouse time while you leam boathandling skills. And HLS graduates get day-for-day worktime credit. You can't afford not to apply for a Towboat Operator Scholarship The next class begins April 7. • •, Contact your SIU Port Agent or your Company to apply. 34 / LOG / February 1980 SIU Patrolman Teddy Babkowski (seated center) fills out dues receipt for (seated left) Steward Delegate C. Harmanson of the ST Cove Navigator (Cove Shipping) Ship's Committee recently. The rest of the committee (I. to r.) are Chief Steward Ray Casanova, secretary-reporter; Deck Delegate Patrick i_escot, Bosun Tom Ratcliffe, ship's chairman and Chief Pumpman Jim Emidy, educational director. The tanker paid off at the Con Edison Plant. Brooklyn, N.Y. �Legal Aid In the event that any SIU members have legal problems in the various ports, a list of attorneys whom they can consult is being published. The mem­ ber need not choose the recommended attorneys and this list is intended only for informational purposes: NEW YORK, N.Y. Schulman & Abarbanel 350 Fifth Avenue New York, N.Y. 10001 Tele. #(212) 279-9200 BALTIMORE, MD. Kaplan, Heyman, Greenberg, Engelman & Belgrad Sun Life Building Charles & Redwood Streets Baltimore, Maryland 21201 Tele. #(301) 539-6967 HOUSTON, TEX. Archer & Peterson Americana Building Sll Dallas Street Houston, Texas 77002 Tele. #(713) 659-4455 TAMPA, FLA. Hamilton & Douglas, P.A. 2620 W. Kennedy Blvd. Tampa, Florida 33609 Tele. #(813) 879^9482 SAN FRANCISCO, CALIF. John Paul Jennings, Henning and Wash 100 Bush Street, Suite 1403 San Francisco, California 94104 Tele. #(415) 981-4400 Philip Weltin, Esq. Weltin & Van Dam No. 1 Ecker Bid. San Francisco, Calif. 94105 Tele.#(415) 777-4500 ST. LOUIS, MO. Gruenberg & Sounders 721 Olive Street St. Louis, Missouri 63101 Tele. #(314) 231-7440 NEW ORLEANS, LA. Barker, Boudreaux, Lamy, Gardner & Foley 1400 Richards Building 837 Gravier Street New Orleans, Louisiana 70112, Tele. #(504) 586-9395 LOS ANGELES, CALIF. Fogel, Julber, Reinhardt & Rothschild 5900 Wilshire Boulevard Los Angeles, California 90036 Tele. #(213) 937-6250 MOBILE, ALA. Simon & Wood 1010 Van Antwerp Building Mobile, Alabama 36602 Tele. #(205) 433-4904 DETROIT, MICH. Victor G. Hanson 19268 Grand River Avenue Detroit, Michigan 48822 Tele. #(313) 532-1220 GLOUCESTER, MASS. Orlando & White Two Main Street Gloucester, Massachusetts 01930 Tele. #(617) 283-8100 SEATTLE, WASH. Vance, Davies, Roberts, Reid & Anderson 100 West Harrison Plaza Seattle, Washington 98119 Tele. #(206) 285-3610 CHICAGO, ILL. Ratz & Friedman 1 South Dearborn Street Chicago, Illinois 60603 ^Tele. #(312) 263-6330 Arbitrator Rules for Company in Dixie COLA Beef An arbitration involving the application of cost of living add-ons in determining the daily wage due to SIU Boatmen employed by Dixie Carriers Co. in New Orleans was settled last month. In a decision dated Jan. 7, 1980, the impartial arbitrator ruled that the cost of living adjustment which Dixie had rolled in to the wages of Union Boatmen as of Apr. 6, 1979 was correctly computed by the company. The arbitrator's ruling on the Dixie COLA arose from a grievance filed by the SIU against the company, based on differing interpretations of the cost of living clause in Dixie's collective bargain­ ing agreement. Because of the differing interpre­ tations of the contract, the Union and the company arrived at a different 1979 COLA amount and, therefore, a different wage rate. The Union's 1979 COLA figure was slightly higher than the COLA worked out by Dixie. As an example, under the SIU's computations the new daily wage rate with 1979 COLA figured in due to a Canal Captain as of Apr. 6,1979 should have been $102.74. By the company's figuring, the new wage rate for Canal Captains came to $101.20, a difference of $1.54. COLA'S apply to all ratings. The amount differs with the pay scale but the method of computation is the same across the board. An impartial arbitrator was named to settle the matter. Both the Union and the company agreed to abide by the arbitrator's decision. In his seven page ruling the arbitrator said that "the contract calls for a 5 percent increase in the daily wage each year. It does not," he continued, "provide for a 5 percent increase in 1979 plus the 1978 cost of living adjustment. "The cost of living adjustment for 1979," the arbitrator concluded,, "is based, in Dixie's contract, not upon 'wages being paid' but upon the Base Daily Rate and the adjustment of CPI thereon over the 5 percent wage increase." Based on the arbitrator's interpre­ tation of the Union's collective bargaining agreement with Dixie, the cost of living add-ons Dixie Boatmen have been receiving, rolled into their wages since Apr. 6, 1979 are correct. This is the final COLA Union members at Dixie will receive under the terms of the current contract which expires this year. When Siy reps sit down at the bargaining table later in 1980 to negotiate a new, three-year agreement with Dixie, one of their priorities will be to clarify the contract language so that there can he no question about cost of living adjustments due to Union Boat­ men at Dixie in the future. Dispatchers Report for Inland Waters JAN. 1-31,1980 •TOTAL REGISTERED All Groups CiassA CiassB CiassC TOTAL SHIPPED AHGrauns ClatsA aassB ClassC Port Boston New York Philadelphia Baltimore....... Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico ,.... Houston Port Arthur Algonac St. Louis Piney Point Paducah. Totals DECK DEPARTMENT ' 0 0 6 0 3 2 3 0 0 6 5 10 12 0 0 0 8 0 3 1 2 0 0 4 0 0 4 5 0 2 2 3 34 0 0 0 2 0 3 0 0 1 0 4 0 1 8 12 0 7 0 46 84 0 0 0 0 0 0 0 0 2 0 0 0 0 0 1 0 0 2 0 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 , 0 0 0 0 0 1 0 0 1 0 0 0 0 1 0 0 0 0 1 4 Totals AllDepartments 0 0 0 0 0 1 0 0 0 0 0 0 0 1 6 0 2 0 0 10 0 0 0 0 0 1 0 0 0 0 0 0 0 2 3 -0 0 2 0 a 0 0 0 12 0 7 3 10 3 0 7 0 0 6 14 0 9 0 32 103 0 2 0 16 0 5 2 11 0 0 12 0 0 9 5 0 5 1 9 77 0 0 0 5 0 5 0 12 . 3 0 13 0 1 7 19 0 34 0 131 230 ' 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 0 ^ 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 2 0 0 0 0 2 1 0 0 0 1 8 0 0 0 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 1 0 1 0 0 1 0 0 0 0 3 7 0 0 0 0 0 0 0 1 1 0 1 0 0 . 0 '0 0 2 0 4 9 0 0 0 1 0 0 0 2 0' 0 0 0 0 0 0 0 1 0 2 6 0 0 0 1 0 2 0 2 0 0 1 0 0 0 0 0 0 0 16 22 120 STEWARD DEPARTMENT Port Boston New York Philadelphia .. Baltimore Norfolk Tampa Mobile New Orleans .. Jacksonville .. San Francisco. Wilmington ... Seattle Puerto Rico ... Houston Port Arthur Algonac St. Louis Piney Point ... Paducah Totals 0 0 0 0 0 0 2 1 1 0 0 0 0 2 11 0 2 10 1 30 ENGINE DEPARTMENT Port Boston New York Philadelphia .. Baltimore Norfolk Tampa Mobile New Orleans.. Jacksonville .. San Francisco. Wilmington ... Seattle Puerto Rico ... Houston Port Arthur— Algonac St. Louis PineyPoint ... Paducah Totals ••REGISTERED ON BEACH All Groups Class A Class B ClassC 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 1 3 6 76 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 - 0 0 1 2 0 0 0 1 0 1 0 2 0 0 0 0 0 0 1 0 0 0 7 12 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 2 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 1 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 5 36 100 34 11 15 0 • •' • V- i .'tj 83 259 •'Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. February 1980 / LOG / 35 • -f �.- !»• isS'- •'ii-'-• M. • N' ^ -! •«) .r ^ Pensioner Nicholas Mallette, 67, died of heartlung failure in Mobile on Sept. 24. Brother Mallette joined the SlUin 1946 in the port of Mobile sailing as a AB. He sailed for 32 years. Seafarer Mallette was bom in Broussard. La. and was a resident of Bayou La Betre, La. Interment was in the Odd Fellows Cemetery, Mobile. Surviving are his widow, Mae; three sons, Donald, Ronald and Bernard and a daughter, Wanda. Pensioner David Alfred I Lewis Sr., 72, was dead on arrival of I a probable heart attack at the Lake I County Memorial Hospital, East Painesville, Ohio after being taken ill at home in Madison, Ohio on Oct. 23. Brother Lewis joined the Union in the port of Ashtabula, Ohio in 1961 sailing as an oiler and dredgeman from 1947 to 1966. He sailed for the Dredge Engineers and Cranesmen Union from 1935 to 1949 and from 1957 to 1959. Laker Lewis also sailed for the American Dredge Co. from 1960, 1961 and the Great Lakes Dredge Co. A native of Concord, Ohio, he was a resident of Cleveland. Burial was in Evergreen Cemetery, Painesville. Surviving are his widow, Diantha Eloise and four daughters, Mrs. Donald (Beverley) G. H. Gordon of Cleveland, Donna Lee, Juanita Louise and Bonnie Lou. >' . a Robert Wayne Guthrie, 56, succumbed to lung failure in the John Sealy HospitaL Galveston on Sept. 30. Brother Guthrie joined the SIU in 1943 in the port of Boston sailing as a chief pumpman with the Union for 19 years. He also sailed as a 3rd assistant engineer with MEBA for 14 years. Born in Des Moines, la., he was a resident of Coldspring, Tex. Burial was in Woodlawn Cemetery, Crowley, La. Surviving are his widow, Maudrey Margaret; his mother, Zola of Houston and sister, Mrs. Thelma Cornwell of Des Moines. Lawrence Cur­ ry "Larry" Boyd Jr., 33, died in Gainesville, Fla. on Nov. 10. Brother Boyd joined the SIU in the port of Jacksonville in 1971 sailing as a fireman-watertender and en^neer. He sailed on the 7T Manhattan (Hudson Waterways) in 1977. Seafarer Boyd was a veteran of the U.S. Coast Guard during the Vietnam War. Bom in Philadelphia, he was a resident of St. Petersburg, Fla. Burial was in the Maypop Cemetery, Branford, Fla. Surviving are his mother, Muriel of Branford and his father, Lawrence of St. Petersburg. Thomas Edwin "Tom" Shoe­ maker, 32, died on June 7. Brother Shoemaker joined the SIU following his graduation from the HLSS in 1967 sailing as an AB. He also sailed during the Vietnam War. Seafarer Shoemaker also attended a Piney Point Educational Conference in 1971. And he was an aviation machinist. Born in Linneus, Mo., he was a resident of Tujunga, Calif. Surviving are his widow, Yvonne; his parents, Mr. and Mrs. Andrew Shoemaker of Brookfleld, Mo. and a sister, Mrs. L. J. Bachtel. Arthur Robert Peter Ralo, 62, died on Aug. 23. Brother Raio joined the SIU in the port of Phila­ delphia in 1969 sailing as a chief cook. He sailed 20 years and attended a Piney Point Crews Conference in 1975. Seafarer Raio was a veteran of the U.S. Air Forces in World War 11. A native of Philadelphia, he was a resident there. Interment was in the Gate of Heaven Cemetery, Berlin, N.J. Surviving are his parents, Mr. and Mrs. Alfonso and Virginia Raio and two brothers, Thomas of Williamstown, N.J. and Alfonso Jr. of Philadelphia. Bernard Mac­ Kinnon, 49, died on July 29. Broth­ er MacKinnon joined the Union in the port of Detroit in 1961 sailing as a deck­ hand for Dunbar and Sullivan from 1954 to 1968 and Western Contracting from 1961 to 1968. He also sailed as a mate for the Great Lakes Dredge and Dock Co. in 1978. Laker MacKinnon was bom in Nova Scotia, Canada and was a resident of Detroit. Surviving are a daughter, Janine of Detroit and a brother, John. wnue Sims, 58, died of lung fail­ ure in the Port­ land (Ore.) U. S. Veterans AdminI'istration Hospital I on Oct. 3. Brother Sims joined the Union in the port of San Francisco in 1967. He sailed in the steward department on the SSSanta J/ar/fl (Delta Line) from 1977 to 1978. He sailed 23 years. And he was a veteran of the U.S. Navy in World War 11. Sims was bom in Smithville, Tex. and was a resident of Portland. Burial was in Smithville. Surviving are his widow, Mary; a daughter, Mrs. Adrilla Fondal of Smithville; a sister, Mrs. Sewilla A. Watkins of Los Angeles; seven nephews, 12 nieces and 31 cousins. Allan A. De Hart Ames, 24, died in the Seamen's Church Institute, New York City on Nov. 27. Brother Ames joined the jSIU in 1972 Ifollowing his graduation from the HLS,sailing out of the port of New York in 1975. He also eamed his GED in Piney Point. Seafarer Ames was born in Washington, D.C. and was a resident of New York City and Upper Marlboro, Md. Cremation took place in the Evergreen Crematory, Hillside, N.J. Surviving are his parents, Mr. and Mrs. Allan and Mildred Ames of Upper Marlboro. Pensioner Joseph Ferenc, 86, passed away from natural causes in the Lenox Hill Hospital, New I York City on Aug. 7. Brother Ferenc [joined the SIU in 1942 m the port of New York sailing as an AB. He hit the bricks in the 1965 maritime beef. Seafarer Ferenc was born in Hungary and was a resident of New York City. Cremation took place in the Garden State Crematory, North Bergen, N.J. Surviving are his widow, Josie and a son, Steven. Pensioner Bennie Johnson, 78, died of cancer in the port of Cleveland on Oct. 15. Brother Johnson joined the MC&S in 1947 sailing as a waiter and officers'BR for the State Lines. He was born in Mississippi and was a resident of Cleveland and Mississippi. Burial was in the Highland Park Cemetery, Cleve­ land. Surviving are his widow, Bassie; a son, Walter of Praire Pt., Miss, and a stepsister, Mrs. Lavenia Brown of Detroit, Mich. Pensioner Joseph Elrln Gardner, 62, died of a liver ailment at home in Sebastopol, Calif, on Sept. 12. Brother Gardner joined the Union On the West Coast sailing as a chief cook. He sailed for 26 years. In 1959, he sailed on the 55 Flavia (Grace Line) and on the 55 President Cleveland (APL). Seafarer Gardner was born in Texas. Surviving is his widow, Edith. Cremation took place in the Pleasant Hill Cremetery, Sabastopol. Sorella Kaiser, 72, passed away on Oct. 16. Sister Kaiser was a member of the Union for seven years sailing as a chief steward and chief cook for the Kelly Island Sand Co. She was also a member of the International Cleaning and Dye House Workers Union for the Mullaire Dry Cleaning Go. She was a resident of Cleveland, Ohio. Burial was in Edgewood Cemetery. Surviving are her widowef. Pensioner Chester Kaiser and a sister, Mrs. Inez Lahti of Ashtabula, Ohio. Pensioner Remlglo Mangayam, 84, died of heart failure in the Broadway Hospital, Vallejo, Calif, on Oct. 25. Brother Mangayam joined the MC&S in 1943 sailing as a cook for APL and Pacific Transport. He was bom in the Philippine Islands and was a resident of Vallejo. Seafarer Mangayam was a naturalized U.S. citizen. Interment was in the Sunrise Memorial Cemetery, Vallejo. Surviving are a daughter, Mrs. Rosita Callenta and a sister, Mrs. Jean Antolin of Vallejo. 36 / LOG / February 1980 Robert William Mateo, 48, died of a heart attack on arrival at the Chesapeake (Va.) 'General Hospital on May 19. Broth­ er Mateo joined ! the SIU in the port of Norfolk in 1968 sailing as a 3rd cook. He sailed 20 years. Seafarer Mateo was a wounded veteran of the U.S. Army during the Korean War. Born in Portsmouth, Va., he was a resident there. Burial was in the Olive Branch" Cemetery, Portsmouth. Surviving are his widow, Marie; two stepsons, Arthur and William Edwards; his mother, Mrs. Elsie Barber and an aunt, Mrs. C.L. Pickett of Portsmouth. Pensioner Manuel Rosende Perez, 84, passed away from natural causes in Muros, La Coruna, Spain on Sept. 9. Bro­ ther Perez joined ithe SIU in 1939 in the port of Baltimore sailing as an AB. He sailed 50 years. Seafarer Perez was bom in Muros and was a resident there. Interment was in La Coruna. Surviving are a daughter, Mrs. Dolores Vasquez, of Union, N.J.; a grandson, Manuel Vasquez of East Stroudsburg, Pa.; another grandson, John Vasquez and a granddaughter, Marie Vasquez, both of Union. Pensioner Paul Andrew Switch, 65, died of heart failure in the Harrisburg (Pa.) Hospital on Nov. , 9. Brother Switch I joined the SIU in the port of New York in 1958 sailing as a firemanwatertender. He sailed 35 years and during the Vietnam War. And was on the picketlines in the 1955 and 1963 maritime beefs and the 1965 District Council 37 strike. In 1960, he was awarded a Union Personal Safety Award for sailing aboard an accidentfree ship, the SS Steel Architect. A native of Martin, Pa., he was a resident of Harrisburg. Cremation took place and his ashes were scattered on the seas. Surviving are his widow, Barbara and a brother, Joseph of Martin. Pensio ner I William Mathews Turpln, 69, died of heart-liing failure in the Houston USPHS Hospital on Oct. 12. Broi ther Turpin joined the SIU in the port of Houston in 1964 sailing as a firemanwatertender. He sailed 32 years. Seafarer Turpin was also a machinist and a former member of the Iron and Steel Workers Union. Born in HordenWharton, England, he was a resident of Dime Box, Tex. He was also a naturalized U.S. citizen. His remains were donated according to his wishes to medical research at the Baylor (Tex.) College of Medicine, Houston. Surviving are his widow, Nathalee; two sons, John and Thomas; a daughter, Christy Ann and a brother, John of Chicago, 111. �Pensioner A l P e n s i o n e r ­ Th o m a s berto Atilio Aran­ natural causes in cumbed to cancer failure in the Bin­ Calvary Hospital, m Dec. · Greater N.Y. Harbor beef and the 1962 Robin Line strike. Seafarer Arancibia . was born in Valparaiso, Chile and was a the Bronx. He w as a naturalized U.S. citizen. Cremation t o o k p l a c e in t h e G ar d en S t ate C r e m a t o r y , N o r t h B e r g e n , N .J . are t w o daughters, Mrs. Rizal, P.1. on Oct. 4. Brother Este­ in man-watertender. He was a veteran of sailing as a chief cook. He sailed 21 years the U.S. Army's Field Artillery in World and walked the picketline in the War IL Seafarer Gower was born in N.Y. Harbor beef. Seafarer Esteban North Carolina and was a resident of also sailed during the Vietnam War. He Chesapeake, Md. Interment was in was born in Paete, Laguna, P.1. and was Rosewood Memorial Park Cemetery, a resident of San Francisco. And he was Virginia Beach, Va. Surviving are two a naturalized U.S. citizen. Interment sisters, Joy ce and Mrs. Shirley attack at home in Brooklyn, 77, died of on Dec. heart failure in the SIU in Hospital, Seafarer Curry was born in Ohio and w as a resident of Mobile. Interment was in the Elam Cemetery, Mobile County. Surviving are two sons, Horace Jr. of Mobile and Maurice; a daughter, Mrs. 1961 N.Y. Harbor beef. A native of Finland, he was a naturalized U.S. citizen. Cremation took place in the Greenwood Crematory, Brooklyn. Surviving are his widow, Martha of Huntington, L.1., N.Y. and a sister, Ruth of Borga, Finland. f a i l u re 62, died of cancer .·i�r-li.a&,t,, . StH)µ-4�-. burg, Pa. on Dec. York sailing as a bosun. He sailed 36 years and was on the picketline in the 1961 N.Y. Harbor beef. Seafarer McDaniel ugraded at Piney Point in 1974. He was a veteran of the U.S. Navy in World War II. A native of Uvalda, Ga., he was a resident of Stroudsburg, Pa. S u rviving Bernadette; a ar e son, his Michael w i dow, and a ther joined the SIU in Ehlers of Bellview, Wash. : 58, died of heart-lung failure in the Nassau Bay 11. Brother Matthews joined the Union in the port of Houston in 1977 sailing as a deckhand on the towboat Robert B. (Western Towing) from 1975 to 1977. during World War II. Boatman Mat­ thews was born in Livingston, Tex. and was a resident of Liberty, Tex. Burial was in the Menard Chapel Cemetery, Polk County, Tex. Surviving are his widow, Louise; a brother and sister-in­ Iaw, Mr. and Mrs. Earnest L and Josephine C. Matthews Sr. of Houston and a sister, Mrs. Esther Scott of Liberty. Pensioner Clarence Harold Mc­ Hei nri c h Lohse, 80, passed away from natural (Tex.) USPHS Hospital on Dec. He was a veteran of the U.S. Army P eter in Booth , Memorial causes Medi­ cal Center, Flush­ ing, Queens, N. Y. on Dec. ther Lohse joined the SIU in 14. Bro­ 1946 in the port of New York sailing as a bosun. He sailed in 45 years. Seafarer Lohse was born Bremen, naturalized Germany U.S. and citizen. He was a was a resident of Flushing. Interment was in Flushing Cemetery. Surviving are his widow, Irma; two sons, Peter Jr. and Reinhard and a daughter, logo. Pensioner Charles Clarke, 75, passed Cemetery, Portland. Surviving are his widow, Betty; a stepson, Richard M. Stuck of Portland; his parents, Mr. and Mrs. Issac a sister, Mrs. Lona Smith of Portland. 0. Boggs of Clay, W. Va. and 14. Bro­ Samuel Mixon , Jr., 22, died in City Hospital, St. Louis, Mo. on 30. Brother Mixon joined the Union in the port of San Francisco in 1976 sailing as a chef utility. He sailed for the Delta Line from 1978 to 1979. Seafarer Mixon Mary of Dorado, P.R. and a daughter Julie of Brooklyn. Training School, Santa Rosa, Calif. in 1976. A native of St. Louis, he was a Pensioner Eg­ bert Williatmson "QI' War llorse" Goulding, 76, suc­ resident there. Interment w'as in Greenwood Cemetery, Hillsdale, Mo. Surviving is his mother, Mrs. Annette Mixon of St. Louis. cumbed to emphy­ semia at home in the Bronx, Pensioner Leon N.Y. Mars Sr., on Oct. 3. Brother the 1939 in the port of New York sailing as a chief steward. He sailed for tal, a naturalized U.S. citiz.en. P i c ay u n e , Miss. on Nov. Brother No. 9. He was born in Jamaica, B.W.I. was L.O. Crosby Memorial Hospi­ 41 years. Seafarer Goulding attended the 1970 Piney Point Crew Conference and 74, died of lung failure in Goulding joined the SIU in Interment was in Woodlawn Cemetery, P e n s i o n er Portland. was a graduate of the MC&S Steward machinist. Seafarer Kusmierski was a Lillian and a daughter, Mrs. Sandra of Brooklyn, N . Y . Brooklyn. Surviving a r e his widow, former member of the NMU and a Pearland, Tex, Surviving are his widow, resident attack at home in Hills Cemetery, New York sailing as a bosun. He was a place in the South Park Crematory, a Gatmaiton was born i n Manila, P.I. and Kusmierski a resident of Houston. Cremation took was � Cypress t he Seafarer Boggs' burial was in Rose City 1961 N.Y. Harbor strike and the 1962 R o b i n Line b e e f . S e a f a r e r in in 1953 sailing as a steward for the Matson Line from 1946 to 1978. He was born in West Virginia the 7. Bro­ II. Born in Grand Rapids, Mich., he was U n i on , Oct. wa s 28. Brother port of Portland in years. And he was on the picketlines in the veteran of the U.S. Navy in World War Nov. Boggs joined the 1946 in the port of New York sailing in the steward department. He sailed 42 1945 in the port of daughter, Elizabeth. Jarnes Edman Matthews, in on Sept. 21. Brother a heart H o s pit al , Portland, Ore. on joined the SIU in . N�!iaU aay(Tex.) : USPHS . Hospital . i n the port of New 65, died of heart-lung B�ddy McDaniel, · W a l ter K u smierski, Pensioner Paul 7 6, was a naturalized U.S. citiz.en. Burial P e n s i o n er Bess t h e r G a t m a i ton Seafarer Grahne was on the picketline in the of on Dec. 46 years. J oseph 1947 died port of New York • R e ye s Ga tmai t o n , 1942 in the sailing as a bosun. He sailed a mother-in-law, Mattie. the SIU in E ugenio 8. Brother Elizabeth Wiggins of Satsuma, Ala. and McDaniel joined .• N . Y. 57, died of pneu:nonia in the and P e n s i o ner Grahne joined the Springhill Mem­ 1945 in the port of Mobile sailing as a chief steward. He sailed 46 years. of Binangonan. 75, died of a heart ace Stanley Curry o n Nov. Grahne, also of San Francisco; Bayani and Diva Anderson B oggs, was in the Municipal Cemetery, Paete. San Francisco and three sons, Nathan P e n s i oner P e n s i oner James 1961 Surviving are his widow, Simplicia of Ambrose, both of Chesapeake. Gu nnar 11. Brother Curry ' joined the SIU in the SIU in the port of San Francisco in 1955 Pensioner Hor­ Mobile b a n joined 1947 in the port of New York sailing as a fire­ Angelina Cortez and Mrs. Maria Smith, orial General Hospital, Morong, 2. Brother both of the Bronx. Sr., angonan Norfolk ; Gower joined the ' SIU 1942 in the port of New York sailing as a saloon the on Dec. Arancibia joined pantryman. He hit the bricks in the 1961 62, USPHS Hospital N. Y. on 9. Brother the SIU in Surviving Esteban, 72, died of heart 71, died of Bronx, of Crespo suc­ cibia, resident Gower, Pensioner Pedro Met r a 9. Mars joined the Union m the port of New Orleans in 1954 sailing as a chief engineer for Coyle the Bronx. Surviving are a son, Rodney Lines. He was a former member of the and a daughter, Mrs. Lorraine R. Rivers MAW of the Bronx. Pensioner Bergljoth Irene Skram­ stad, Union Local 58, died of arteriosclerosis in the San Francisco USPHS Hospital on Nov. 29. Sister Skramstad joined the Mc&S in 1962 sailing until 1976. She was also a beautician for 15 years. A was a resident of Picayune. Burial was in New Palestine Cemetery, Picyum:. Surviving are his widow; Mineola; a son, Lawrence and two daughters, Lynita and Betty Ann. P e n s i o n er native of Norway, Seafarer Skramstad J a me was a resident of San Francisco. He yward Maxey, Cremation took place in the Olivet sclerosis at home Calif. Her ashes were sent to Norway. in Parkers Ferry, S urviving is her brother, Arne of Charleston, Gyesasen-Flisa, Norway. on Oct. Penioner Juan Fuentes Ramos, 68, died of Hodgkin's Disease in the San 5. 53, suc-: cumbed to arterio­ Memorial Park Ce metery, Colma, Francisco USPHS Hospital on Nov. 1356. Boatman Mars was born in Gainsville, Miss. and S.C. 8. Brother . Maxey joined the SIU in the port of New York in sailing as an AB. He sailed 1953 26 years and away from natural causes in the Port Brother Ramos joined the Mc&S in was a ship's delegate. Seafarer Maxey Antonio (JaP.lai ca) Public General 1946 sailing as an officers BR for States was born in Smoaks, S.C. Burial was in San Francisco USPHS Hospital on Hospital on Apr. 30. Brother Clarke Lines. He was born in Gregario Ramos, Live Oak Cemetery, Walterboro, S.C. Nov. 26. Brother McKnight joined the Union in 1934 on the West Coast. He sailed 33 years. Seafarer McKnight was joined the Union (the merged MC&S) in P.I. and was a resident of San Fran­ Surviving are his mother, Mrs. Lillian Knight, 75, died of lung failure in the 1942 in World War II on the West Coast cisco. Interment was in the Woodlawn Adicks of James sailing as a chief steward later on the SS Memorial Park Ce metery, Colma, brother, Paul T. ls., Charleston; Capo, also a of born in Colorado and was a resident of Angelo Petri (United Vintners). He was Calif. Surviving are his widow, Fely and Charleston and two sisters, Mrs. Gwen Sonoma, Calif. Burial was in Evergreen a resident of Port Antonio. Surviving a daughter, Joan of Macaladat, Ca­ Herron Wren and Pamela Adicks, both Cemetery, Oakland Calif. are his widow, Ruby and a son, Ian. bauan, Isabela, P.1. of James Is. February 1980 I LOG I 37 �•KM) I ;-«6lWeWi*eiW '/• 1980 Upgrading Course Schedule Here is the tentative schedule of upgrad­ ing courses to be held at the Lundeberg School in 1980. As you can see, the School is offering a wide range of programs for all ratings, both for deep sea and inland members. SlU members are reminded that this Starting Dates Course Name LNG QMED FOWT (I';. ¥ Marine Electrical Maintenance -""V £f • • • --'yf- -.. February 4 March 31 April 28 May 26 June 23 July 21 August 18 September 15 November 10 Able Seaman May 22 September 25 Steward Recertification Program March 10 May 12 July 14 September 8 October 13 Bosun Recertification Program February 11 April? August 11 A Seniority Upgrading Program February 4 .March 10 April 7 May 5 June 9 July 7 August 11 September 8 October 6 November 10 December 8 May 12 August 18 Refrigeration Systems maintenance & Operations February 18 June 23 September 29 Pumproom Maintenance & Operation March 31 August 4 November 10 Diesel Engineer (Regular) March 31 May 12 July 7 September 15 October 27 Diesel Engineer (License) March 3 July 7 October 27 Welding April 14 June 9 October 27 Conveyor March 27 April 24 May 22 June 19 July 17 August 14 September 11 November 6 .,V: ' 'V'. • • -A'.':'- : February 18 June 23 September 29 m • s-l starting Dates Course Name March 13 April 10 May 8 July 3 July 31 September 25 October 23 November 20 Marine Electronics ,J schedule is tentative. In other words, courses may be changed or cancelled de­ pending on response from the member­ ship. So think about upgrading this year. And get your applications in early to assure yourself a seat in the class of your choice. ' • f' ! • Lifeboat February 14 February 28 March 13 March 27 April 10 April 24 '^1 ' ji-S-' . • ,''i.11^,7 .6#" Tankerman May 8 May 22 June 5 June 19 July 3 July 17 July 31 August 14 August 28 September 11 September 25 October 9 October 23 November 6 November 20 December 4 December 18 Assistant Cook These courses will be scheduled as needed to accomodate applicants. February 11 Engine Room Automation May 12 September 15 Tovyboat Operator January 21 Towboat Operator Scholarship Program April 7 July 7 September 29 V • Celestial Navigation March 17 August 4 1st Class Pilot October 6 Quartermaster March 3 May 26 October 13 Cook & Baker Chief Cook Chief Steward 38 / LOG / February 1980 .I . V *•, • - ». ^ ' -rr- - " �Why Not Apply for on HLS Upgrading Course Now HARRY LUNDEBERG SCHOOL UPGRADING APPLICATION (Please Print) Name. Date of Birth. (Last) (First) (Middle) Mo./DayAear Address (Street) (City) (State) Telephone. (Zip Code) Deepsea Member • Inland Waters Member Q Book Number (Area Code) Lakes Member • . Seniority. Date Book Was Issued. Port Presently Registered In^ Port issued. Endors6ment(s) or License Now Held. Social Security #. Piney Point Graduate: • Yes No • (If yes. fill In below) Entry Program: From. to (dates attended) Upgrading Program: From. Endorsementis) or License Received . to. (dates attended) Do you hold a letter of completion for Lifeboat: •Yes I Dates Available for Training Nop Fireflghting: • Yes ^ — No • —— I Am Interested In the Following Course(s). • • [• • • Q (• • • • • Q STEWARD ENGINE DECK Tankerman AB 12 Months AB Unlimited AB Tugs & Tows AB Great Lakes Quartennaster Towboat Operator Western Rivers Towboat Operator Inland Towboat Operator Not More dian 200 Miles Towboat Operator (Over 200 Miles) Master • Mate Pilot ^ D FWT • Oiler • QMED - Any Rating • Others • Marine Electrical Maintenance P Pumproom Maintenance md Q Operation Q Automation • Maintenance of Shipboard Itofrigeratlon Systems 0 Diesel Engines • Assistant Engineer (Uninspected Motor Vessel) • Chief Engineer (Uninspected Motor Vessel) • • • • G Assistant Cook Cook & Baker Chief Cook Steward Towboat Inland Cook ALL DEPARTMENTS • • • G G LNG LNG Safety Welding Lifeboatman Flro Fighting RECORD OF EMPLOYMENT TIME —(Show only amount neaded to upgrade In rating noted above or attach letter of service, whichever is applicable.) VESSB RATING HELD DATE SHIPPED DATE OF DISCHARGE DATE SIGNATURE RETURN COMPLETED APPLICATION TO: LUNDEBERG UPGRADING CENTBL PINEV POINT. MD. 20674 February 1980 / LOG / 39 I;.,:-., ^ '•v;. �'• >•' -;• v.""- . •' Official Pubftcalion of the Seafarvrs liilrrnaliunal Union • AtfanliL, Oulf. LjkoN and Inljiul Wjii-rs OHtrict • AFL-CIO PSbfUSry 1 97-9 •.5? M'-:I • "• in !"• .. Washington ' "'W-' -ifi: hi/ I/•.& • V J! I 30C A Day Is All It Takes . V. w- • -yy^'- - as: L :• -" :• , vrf- <'„'\<''i, • -::'i � 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 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource February 1980 Description An account of the resource Headlines: AFL-CIO SENDS PRAYERS, BESH WISHES TO PAUL HALL SIU'S FRANK DROZAK ELECTED PRESIDENT OF AFL-CIO MARITIME TRADES DEPARTMENT SIU V.P TANNER RETIRES; A CHARTER MEMBER SEA-LAND CHRISTENS 3RD OF 12 DIESEL CONTAINERSHIPS 217 BOAT PEOPLE OWE LIVES TO SHARP EYES OF CH. STEWARD U.S.C.G STALL ON ASBESTOS BLASTED BY UNIONS CARTER BUDGET ASKS $567m FOR MARITIME MARITIME AUTHORIZATION: ANOTHER BATTLE BREWING? SIU BOATMEN CREW NEW FLASHIP OF NATIONAL MARINE BUFFALO UNION HALL CLOSED: CLEVELAND FACILITY TO BE REOPENED TUG CREW TRIUMPHS IN FIREFIGHTING ORDEAL FRANK PECQUEX ASSIGNED TO WASHINGTON: ADDS NEW DIMENSION TO SIU TEAM SEN. WARNER TELLS NMC HE'S 100% FOR STRONG U.S. MARITIME CAPT. STONE IS NAMED US MARITIME ATTACHE; WAS TI REPRESENTATIVE U.S. ANNOUNCES IT WILL REJOIN ILO AFL-CIO MARITIME TRADES DEPARTMENT EXECUTIVE BOARD MEETING, FEB. 14-15, 1980, MARITIME TRADES DEPARTMENT, AFL-CIO SPEAKERS AT MTD EXEC. BOARD... REVIEW BOARD TO DECIDE V.A. BENEFITS FOR SEAMEN ISSUE CONVENIENCE FLAGS: 3 MISHAPS IN 5 DAYS, INCLUDING SINKING A BRIDGE MSC TRYING TO UNDERMINE SERVICE CONTRACT ACT 23 COAST GUARDSMEN DEAD IN COLLISION WITH TANKER CAPRICORN WATERMAN CHRISTEN NEW LASH BEN. HARRISON IN NEW ORLEANS ANOTHER SEAFARER GETS HIGH SCHOOL EQUIVALENCY DIPLOMA AT HLS HR 5164 A DANGEROUS BILL: SIU WILL FIGHT IT SEAFARERS CREW 1ST OF 12 NEW DIESEL CONTAINERSHIPS FOR SEA-LAND SAGA OF THE R/V ANTON BRUUN, PART IV DR. RICKY ABRAMS STILL LOVES THE SEA, THE SIU BROTHERHOOD SIU CREW PLUCKS 3 CUBANS FROM DRIFTING BOAT OFF KEY LARGO, FLA PAUL DEMPSTER REELECTED SUP PRESIDENT CARTER OKAYS NORTHER TIER OIL PIPELINE SAN FRANCISCO HALL MOVED TO 350 FREMONT UNEMPLOYMENT RISES TO 6.2% DRUGS: PAY NOW, PAY LATER! RECERTIFICATION PROGRAM GIVES STEWARDS THE SKILLS THEY NEED SUMMARY ANNUAL REPORT FOR SEAFARERS PENSION PLAN ALVARO VEGA IS ALIVE AND WELL AND LIVING IN TAMPA IRS ADOPTS NEW PROCEDURES IN REGARD TO ALLOTMENTS NORWAY OFFERS PENSION TO WWII SEAMEN $2.8B FOR WATERWAY PROJECTS ARBITRATOR RULES FOR COMPANY IN DIXIE COLA BEEF Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 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 2/1/1980 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. 42, No. 2 1980 Periodicals Seafarers Log http://www.seafarerslog.org/archives/files/original/3318add2b210a8263ed8c3cee6a9bd89.PDF d2eea5b2363853635e1bcb4144772de7 PDF Text Text • - • . .^ • .. - ••••7'kv ^• i", . •'. -•' ^:A ;* *' -' Official Publication of the Seafarers International Union • Atlantic, Gulf,. Drozalc, Carter Meet at White ••'- • v^^'Kj. VOL. 42 NO. 3 MARCH 1980 SlU Ci^iWs New Supertanker TT Bay Ridge -••V7r i-i, .Rages 20-21 'JciiM •VfcfcT'J,' Si!. v-yr-r •I ; , • .^'753«V'7 • V; '• 0 rmCt i I .'i 'i •'i ,•'! -4 7'' 7 V-' ',aS''..' # r-r,^ : !i .7 •'^'Sl:.I •••-•• 7,^:^''V,-7 • .-• - •'ivm /f. ", �' -:i^, , ; h/ "Sri'/: Tough Trip Begins; SlU Pushes '81 Budget T ^HE crucial Maritime Admin­ istration Appropriations Authorization Bill for Fiscal Year 1981 has begun to wind its way through Congress. Tagged H.R. 6554, the bill was the subject of two days of hearings before the House Merchant Marine Subcommit­ tee, chaired by Rep. John Murphy (D-N.Y.) Carrying the SIU's strong enctorsement of the MarAd funding measure to the Subcom­ mittee was the SIU's Legislative Representative Frank Pecquex. "The authorizations included in this legislation," Pecquex told the Subcommittee on Feb. 28, "are required to maintain the programs designed to implement our national maritime policy as set forth in the Merchant Marine Act of 1936 and reaffirmed in the 1970 Act. "It is essential," Pecquex continued, "that the goals of the 1970 Act, which provide for the maintenance and expansion of a merchant fleet capable of serving the economic, military and political requirements of the U,S. be continued by these funding requests." $567 M Requested The Maritime Administration has requested more than, half a billion dollars for fiscal year 1981 to fund the on-going maritime support programs which rare the life blood of the U.S.-flag merchant fleet. That $500 mil­ lion-plus total breaks down into specific requests of: • $135 million for the con­ struction differential subsidy (CDS) program which provides funds for the cost difference in constructing a new vessel in a U.S. shipyard and building it foreign; • $347.69 million for operat­ ing differential subsidies (ODS) which allow the American merchant fleet to compete in the U.S. foreign trades with other major world fleets, most of which are largely subsidized by their governments; • $18.75 million for research and development; • $26.76 million for maritime education and training and; • $38.86 million for MarAd's annual operating expenses. CDS Crucial The CDS program is key to the survival of bpth the U.S. ship­ building industry and the U.S.flag dry bulk fleet. "The authorization requests in this legislation," said the SIU's Pecquex, "present the U.S. with an . excellent opportunity to stimulate the cjevelopment of the U.S.-flag dry bulk fleet as a secure method of transportation for vital materials." Pecquex noted that the $135 million CDS funding request is earmarked for the construction offive new dry bulk vessels in the 35,000 to 45,000 dwt range, a badly-needed addition to the nation's aging, inadequate dry bulk fleet. "Of the 5,000 dry bulk vessels worldwide," Pecquex reminded the Subcommittee, "only 19 with average age of 25 years comprise the U.S. dry bulk fleet." He added that while "dry bulk cargoes comprise nearly 40 percent of the U.S. foreign trade ...only two percent of it is moved 'on American-flag vessels." SlU Supporting OCAW Strike The SIU A&G District is provid­ Workers union announced a tenta­ ing important support on the West tive agreement with Gulf Oil. Coast to the long, tough Oil, Meanwhile, the union was consider­ Chemical and Atomic Workers ing offers similar to the Gulf strike against the major oil com­ proposals frpm 11 other firms, panies. including Shell, British Petroleum, The support of the SIU and other Union Oil of California, Texaco, unions is crucial to the success of Mobil, Atlantic-Richfield, Ashland, OCAW's strike, which has dragged Phillips and Sohio. on for more than 11 weeks. Approximately 55,000 workers The SIU has provided all out are involved in the strike at major oil support to OCAW strikes many refineries. times over the years. The union called the strike on Jan. As the Log goes to press, the Oil 8, 1980. Agents Confab: New Programs to Speed Services to Membership IU Port Agents and other top officials from New York to Seattle met at Union Head­ quarters this month to discuss new plans and programs to deliver the Union's services and benefits to the membership foster and more efficientfy. The two-day session, held March 22-23, was chaired by SIU Executive Vice President Frank Drozak. S \ Tops on the agenda of the Pension benefits. Agents Conference was a discus­ This program is aimed at sion on the day-to-day responsi­ training and placing persons bilities of port offices and how thoroughly schooled in all the these responsibilities can best be Union's Benefit Plans in key carried out to the benefit of the ports. membership. This person would be charged Out of these discussions, the Union's officials devised a new with the important responsibility providing help and informa­ program centering on helping the of membership in filing for and tion to members and dependents receiving Welfare, Vacation and in getting the utmost of what they are entitled to—and getting it fast. ^^eaks at MEBA This program would also make a person avmlable to travel to members' homes or to hospitals to insure the membership is properly taken care of. In addition to this program, the Agents' Conference devised new programs for becoming more involved than ever in local politics, and local labor organiza­ tions, such as State Feds, Local Central bodies and Maritime Port Councils. SIU Executive Vice President Frank Drozak (right) gets ready to speak after being introduced at the 96th convention of the National Marine Engineers Beneficial Association. Clapping at left is Jesse Calhoon, president of National MEBA: The convention, which takes place every two years, was held in Fort Lauderdale Fla from Mar. 17 to 19. ' ' Other issues discussed were how to better keep the costs of operating a union hall down, as well as how to get the most out of the services the Union is paying for such as heat, electricity and telephone. The Agents Conference also cards on Form 3579 should be sent to Seafarers International iininn A.I . ^ 11231. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 42. No. 3, March 198a(ISsftlTo^2M came up with new ideas and schedules for the regular monthly servicing of the Union's con­ tracted shops and equipment. Overall, the Agents Confer­ ence was tremendously success­ ful. In a widespread organization like the SIU, it is crucially important for the Union's offi­ cials to be thoroughly knowl­ edgeable about the Union's activities in every port, not only in their own. Such knowledge makes for a better port office and smoother operations. And in the long run, it is the huembership who bene­ fits. I Coast Guard Fears Ship's 22 Lost Though Coast Guard cutters and planes found two drifting, orange lifeboats, a raft, debris and life jackets of the Panama-registered cargo ship SSMount Horizon and a "bubbling oil slick" 70 miles south­ east of Cape Lookoqt, N.C. early this month, it fears that 22 of her crew were Ipst when she sunk. The 340-foot overdue vessel left Cristobal, Panama on Feb. 25 carrying 4,600 tons of sugar bound for the port of Philadelphia. The ship ran into a storm on Mar. 4 with SOm.p.h. winds and high seas. " '^''L-CIO, 675 Fourth Ave., Brooklyn, N.^ 2 / LOG / March 1980 \ »--'y '• - .:4 f': �Tv;;-^ :i-,»>Vs--5V-'•: ••• •,.- ' !-:< : President Carter Meets With Drozak. White WO weeks to the day before the crucial New York presidential primary, President Carter met with SIU Executive Vice President Frank Drozak and a group of top-level labor, community and public interest leaders from the Empire State in an allday meeting at the White House. The invitation to the March 11 briefing session telegrammed to Drozak at SIU headquarters in Brooklyn, asked him to attend a meeting "with the President and some of his senior advisors, covering both foreign and domestic areas." Carter's address to the group from the Big Apple touched on a broad range of issues including the con­ tinuing crises in Iran and Afghanistan; U.S. commit­ ment to the on-goiiig peace talks between Israel and Egypt; Federal budget requests for F.Y. 1981 and other key topics in the areas of domestic and foreign affairs. T INDEX Legiitattve News SIU In Wahlngton Pages 9-10 Maritime Authorizations Page 2 Union News Drozak at White House Page 3 Headquarters Notes ..Page 5 Letters to Editor —Page 18 Brotherhood in Action Page 22 At Sea-Ashore Page 17 SPAD Checkoff... Back Page Service Contract Act Page 19 Great Lakes Picture .Page 32 Inland Lines .Page 27 General News Ship's Digest ..Page27 Dispatcher's Reports: Great Lakes ......Page 33. Inland Waters —Page 26 I Sea Page 23 Training-Upgrading "A" Seniority Upgrading Page 39 Upgrading Sch^ule .Page 37 Membership News New Pensioners Page 30 Final Departures Pages 34-35 HLSGrads Page 24 Special Features Rrefighting for Safety Pages 14-15 The President's remarks echoed the theme of his State of the Union message to Congress in January. Though the U.S. wants to be "a nation at peace in a stable world," he said that recent world events called for a "strong defense budget for 1981." The $142.7 billion requested for the defense budget is necessary. Carter said, to maintain a strong military capability and to keep up .our defense commitments to our allies. Both actual and potential conflicts in the Middle East, Africa, the Caribbean and South East Asia have "placed unprecedented demands on our defense capabilities," Carter said, "in particular the need to be able to respond to several crises at once." The military budget requests for the coming fiscal year and the Administration's overall "five year defense program are aimed at meeting those demands," Carter said. Israel Commitment Carter took pains to reaffirm U.S. commitments to the security of Israel. Ambassador Sol Linowitz. Carter's personal representative to the Middle East peace negotiations, had filled the group in earlier on the current status of the peace settlement between Egypt and Israel which was cited as "a notable achievement which represents a strategic asset for America and which also enhances prospects for regional and world peace." Moving to other foreign concerns. Carter acknowl­ edged that the continuing crises in Iran and Afghanis­ tan weigh heavily in his concerns and in the concerns of all the Ameri­ can people. The twin crises, he said, "have dramatized a i <. , J, v.,' < '' i" r * -iV'-x ' Vi.'" .i . .1,!^ { !I , /r SIU Exec. V.P. Frank Drozak met with President Carter earlier this month. very important lesson," for the United States. "Our excessive dependence on foreign oil is a clear and present danger to our nation's security." "There is not only a danger of further turmoil in the Middle East and a major interruption in the supply of oil from the region, but it is conceivable that control of the oil itself might become an issue in the future," Carter warned. Carter reminded meeting participants that fuel conservation is just a part of the Administration's overall belt-tightening program, aimed at achieving a balanced federal budget. Though he stuck to his often-repeated statement that mandatory wage and price controls are "out of the question," the President said he plans to continue "to work with business to hold down prices. Helped New York Looking to score last minute points with the labor and community leaders from New York before that state's March 25 primary, the President detailed the Administra­ tion's "key achievements for the people of New York," including: • economic assistance for business and public works programs; • jobs programs; • funding to assist lowincome families hard hit by energy price increases and; • $6.5 billion in federal monies for low income and public housing construction over the past two years. Prior to Carter's general remarks, the New York leaders were briefed in detail by senior presidential advisers and members of the Cabinet, including: Zbigniew Brezezinski, Carter's assistant for national security affairs; Ambassa­ dor Sol Linowitz; Treasury Secretary G. William Miller and Transportation Secre­ tary Neil Goldschmidt. Sarah Weddington, an assistant to the President, acted as host of the days' events. A White House reception followed the briefing session. X • i W: f. -•(/:/ f/f) March 1980 / LOG / 3 --r-O �• •:- • •: r-:':''M^-'-' f." •:J;I,^' '" '-M • • ' • . AFLXIO Blasts Coast Guard Record on Safety T HE AFL-CIO Executive Council has blasted the U.S. Coast Guard's inept handling of safety issues concerning the U.S. merchant marine. The Council passed a resolu­ tion at its mid-winter meeting which stated that; "The Coast Guard, as a military organization is inherently ineffable of carrying out the tasks of administering programs vital to the commercial merchant marine." This resolution came a week after a similar one had been passed by the AFL-CIO Mari­ time Trades Department (MTD) Executive Board at its midwinter meeting. The SIUNA is an affiliate of the MTD and has, for many years, been criticizing the Coast Guard's performance con­ •;L-' 'i- i. •V. ,i. cerning the merchant marine. In its statement, the AFL-CIO Executive Council noted that the Coast Guard's efforts have been "ineffectual" since it obtained jurisdiction from the Department of Commerce over the inspection and operation of U.S. merchant vessels and the licensing and certification of shipboard per­ sonnel. the Council also cited the Coast Guard's "equally unac­ ceptable" record concerning its responsibilities under the Occu­ pational Safety and Health Act (OSHA) and the Outer Conti­ nental Shelf Lands Act. Pointing to a General Ac­ counting Office (GAO) report, the Council said the GAO found that commercial vessel accidents e . * r\r\ iw% r^il nnfpH C^onPress speci­ cnpoi' cil noted tha.t that Congress have risen about 100 percent• in four years. According to the fically declared that equipment Council, the GAO blamed this on the Shelf be manned and dramatic rise in maritime acci­ crewed by American labor. The dents on the Coast Guard and the Coast Guard was supposed to complete absence of standards make regulations to put this and procedures for qualifying policy into effect. Sixteen months iater, though, the Coast Guard Coast Guard inspections. Concerning the Coast Guard's has failed to issue any regulations responsibilities under OSHA, the to comply with the law. Because of the Coast Guard's Council noted that the Coast negligence, the Council state­ Guard has the authority to set down and enforce safety and ment noted that "the AFL-CIO health standards. However, be­ strongly urges that steps be taken cause it has failed in this, "mer­ which would lead to the transfer chant seamen are one of the of these Coast Guard functions largest classes of workers still to other agencies of government inadequately protected by safety better equipped to perform these duties, and that no similar and health regulations." functions be transferred to the With respect to the Outer Continental Shelf Lands Act Coast Guard in the future." The SIU fully agrees. Amendments of 1978, the Coun­ High Court Rules Stuyvesanf Can Ply Alaska Trade A ITT" 1 t ••••'•», •• '- V "V',;:- , -,K- \-• "V. ,.3i.^i •• IS V":s. TSe fetwe Is Hm Are you Ready for It? I, 1: 1 •. vesant to Standard Oil of Ohio (Sohio) for use in the Alaskan oil trade. Because the intended Valdezto-East Coast run is entirely do­ mestic, all vessels operating in it are required, under the Jones Act, to be U.S. built without subsidy. The charter Agreement between Seatrain and Sbhio was tentative. It depended upon an okay by the Secretary of Commerce of Seatrain's plan to repay the $27 million in CDS money they'd received for the Stuyvesant. With the CDS repayment Seatrain sought a per­ ; ' manent waiver from the "foreigntrade-only" requirement which binds all vessels built with CDS A Supreme Court ruling concerning the repayment of CDS funds has enabled the funds. In Sept., 1977, the Commerce SlU-manned TTStuyvesant Jo participate permanently in the Alaska oil run. To guard against subsidized Secretary approved the transaction, oil trade filed a protest in federal vessels moving from one trade to basing his decision on several points District Court. including the fact that "there were Shell Oil Co., Alaska Bulk Car­ another and doing what the Court no other opportunities for employ­ riers Inc., and Trinidad Corp.'s suit called "skimming the cream" from ment of the Stuyvesant.'" was based on their contention that each, safeguards were written into But the day before the Stuyvesant the Merchant Marine Act of 1936, the 1936 Act. was to pass to Sohio, several other which created the CDS program, Paraphrasing those strictures the companies operating in the Alaskan did not give the Commerce Secre­ high Court said the Act "mandates tary the authority to waive the that vessels enjoying the benefits of a foreign trade requirement in ex­ subsidy may move in and out of domestic commerce only under change for repayment of subsidy. The case was argued before narrowly circumscribed condi­ federal District Court and the Court tions," allowing only temporary of Appeals before making its way to releases from the foreign trade-only requirements. the nation's highest tribunal. But the Court judged "a perma­ In their unanimous opinion, written by Justice William J. nent release upon full repayment Brennan, the Supreme Court found of CDS monies "is quite different. It that the 1936 Merchant Marine Act irrevocably locates the vessel in the "empowers the Secretary (of Com­ unsubsidized fleet and thus poses no merce) to approve full-repayment danger of a supercompetitor skim­ permanent-release transactions of ming the cream from each market. the type at issue here." Notice on Welfare Plan The Court noted that the 1936 Act In answer to several recent placed "substantial limits upon the entry of subsidized vessels into the requests for information, the Sea­ domestic trade. Any other result," farers Welfare Plan wishes to notify Courses start May 26 and June 23. they emphasized, "would have been the membership that no Welfare To enroll, fill out the application in this issue of the Log, disastrous for the unsubsidized benefits are payable to pensioned, or contact the Harry Lundeberg School. Jones Act fleet for.which that trade members and/ or dependents rest • ing in the Philippine Islands. was reserved." unanimous decision handed down by the U.S. Supreme Court last month has cleared the way for the SlU-contracted super­ tanker Stuyvesant to operate in the domestic Alaskan oil trade perma­ nently. Reversing an Appeals Court opin­ ion, the nigh court siated that a vessel built under the construction differential subsidy (CDS) program and bound, by law, to operate in the foreign trade could-make a per­ manent switch to the domestic trade if the subsidies are repaid. The Stuyvesant was built by Seatrain in the mid-1970's with CDS and other federal subsidy money. The mammoth oil carrier was intended for use in the foreign trade. But by 1977, when the 225,000 dwt Stuyvesant was completed, world events had drastically altered the international oil scene and there was no longer an opportunity to use the Stuyvesant on a regular foreign run. Seatrain then chartered the Stuy­ r 1 'I "Vii-; If- • Ybu Ctm Be! Take the LNG Course at HLS. 4 / LOG / March 1980 i' . '"J** �J.:. J- -i by Frank Drozak, Executive Vice President I N this business, you no sqoner put one fire out than another one starts. Right now, we have fires burning all over Washington, D.C. And to control these political flames, the SIU puts forth an all out effort, day in and day out in the Nation's Capital. The SIU is deeply involved in many crucially important issues on the leg­ islative scene. We are presently embroiled in our annual battle over the Maritime Author­ izations bill, which provides the subsidy budget for maritime. It's going to be a tougher fight than ever this year, especially in light of the Administration's newly proposed fiscal austerity program. We are fighting for legislation to get a viable U.S. ocean mining industry'off the ground that will contain the all important "build and man-American" clauses in it. So far, we have been successful in getting it through^ the Senate. The battleground on this one is now in the House. The SIU is also deeply involved in legislative thrusts to bolster the virtually non-existent U.S. flag dry bulk fleet and to secure a program for negotiation of bilateral trade agreements with America's major trading partners. We are also continuing our fight for a national commitment to develop a merchant fleet capable of serving as a viable military auxiliary to the Navy. A LL of these things are very heavy issues, especially when you consider who is fighting against us. Our opponents are the real big boys—the multinational oil companies; the mineral and offshore supply industry and the Departments of State, Justice and Defense to name a few. There are mai^more. ' We are not intimidated by our opponents. The SIU has a good, solid, hardworking team in Washington. Our record of success in Washington over the years proves this. But in this day and age of high pressure lobbying by the "big boys," no one Union can go it alone. That's where the SIU's close ties with the national labor movement comes in, especially our position and participation in the AFL-CIO Maritime Trades Department. If we had to work by ourselves in Washington, we would be at best mildly successful. But with the strength and political clout of virtually the entire labor movement in our corner, we can be a powerhouse. At the present time, the AFL-CIO Maritime Trades Department is comprised of 43 international unions representing more than 8 million workers. That's 8 million voters and their families. That is political clout. S the president of the Maritime Trades Department, you can be sure that the best interests of the SIU and the maritime industry are a top priority. That's not to say that maritime issues are the only things the MTD fights for. The MTD is deeply involved in political issues concerning the best interests of a vtide cross-section of the labor movement. That's the way it should be. Because in labor, we are all oneunited in a single purpose. We have to be, because if we're not, we might as well close up shop. It all comes down to the principle that "no man is an island." In the labor movement, we work together, we stand together and we fight together. This is the heritage of our union movement. It also must be the future of our movement. Because without unity, there is ho future for us. Again, the SIU is tremendously active in Washington!. We have a great deal of support frpm our brother unions. At the same time, we support these unions in their special fights. The job is not e^y in Washington. It's getting tougher all the time. But as we look to the future, I can assure you that the legislative interests of the SIU are in good hands. A ;\n ir i • r'' { •«'- -() - sels of comparable size and speed. All 12 of these D-9 class containerships are 745 feet long and have a service speed of 22 knots. And all 12 will he manned by the SIU. Incorporating an advanced cellu­ lar design, the ships can carry 35 and 40 foot containers. Of the 839 container slots aboard ship, 165 are allocated for refrigerated cargoes and 84 for hulk liquid tanks. The first of this class of ship, the Sea-Land Patriot, has already gotten her SIU crew. (See story in February 1980 Log.) The next two christened after the Patriot were the Sea-Land Defender and the Sea-Land Developer. AH of the ships should he in operation by the end of the year. Ten will he used in Sea-Land's transPacific service. The Liberator was built by Mitsubishi Heavy Industries, Inc. in Nagasaki, Japan as was the Patriot. Sea-Land has also contracted with Mitsui Engineering and Ship­ building Co., Ltd., Japan, for construction of three D-9's, and Hyundai Industries Company for two D-9 class vessels to he built in Korea. i. • -• {i •&» "•i-t Another Sea-Land Diesel (4th of 12) Is Christened Her name is the SeorLandLibera­ tor and It's an appropriate one. She will help free her SlU-contracted company, Sea-Land Service, from the full force of the energy crunch. Christened this month in Naga­ saki, Japan, the Sea-LandLiberator will he powered by diesel fuel. Like the three sister-ships that preceded her and the eight that are to follow, the Liberator represents a 35 percent improvement in fuel efficiency compared with steam-turhine ves­ •A •: J ii-i ri-i M If ir- PensfOfier Gives $300 to SPAD •f-i' M' .. I fC Pensioner Francisco S. Costa (left) gets a handstiake and the sincere thanks of the Union from SIU rep John Dwyer for the generous $300 contribution he made to SPAD recently. Seafarer Costa has made a large contribution to SPAD every year since his 1978 retirement. And every year he's upped the ante—$100 in 1978, $200 in 1979 and $300 in 1980. The SIU is proud to cafi Pensioner Costa "Brother" and we wish him a long and healthy retirement. I To crew CJ.S.-flag ships today, you've got to keep up with technology. So build your job security now. Learn ship­ board automation. Take the Automation course at HLS. It starts May 12. To enroll, contact HLS orftUout the application in this issue of the Log. , y, li t. •. Inarch 1980 / LOG / 5 M �Bill HalL One of the Best, Dies at 67 B ILL Hall, who for many years enriched the lives of seamen with his craggy charm and his unquestioned sense of loyalty, passed away on March 1st at his home in Largo, Florida. He was 67 years old. From the moment he first set foot onboard a ship in the early '40s, to his retirement in 1978, Bill Hall remained one of the bestliked figures in the Seafarers International Union. No official ever served his membership more faithfully, or with a greater . degree of undisguised warmth, than did Bill Hall. He held a variety of positions in the Union throughout his SByear career; N.Y. patrolman, acting port agent, headquarters representative. To each position he brought the special qualities which were his trademark: patience, consistency, a wellingrained respect for the rights of other individuals. In his later years at the union, he became something of a landmark. His striking head of white hair and erect posture made him readily recognizable. He looked like a professor of sorts, which was somehow fitting, for he ha^spent his whole life educating the membership, in one capacity or another. People who worked with Bill claimed that he was the best patrolman this union ever had. At each pay-off he would sit and explain the details, of newly devised programs with great patience and considerable charm. He did this beoalise he recognized that a patrolman was the link between the officials of the union and the membership. It was not enough to make a ship. Bill HaU felt that he had a duty to make sure that the members understood what was happening in their union and in the maritime industry. He also felt that he "had to know how the members re­ sponded to a program, so he could represent their views in the policy-making process. One of Bill Hall's major accomplishments came as Director of Union Curriculum at the Harry Lundeberg School of Seamanship. His efforts in that position contributed greatly to the success of the school, which has since become the major center of maritime education in the country. He set up the system of union education that exists to this day, and even taught several courses himself. The trainees viewed him with a great deal of affection, not unlike a stern, yet congenial, father-figure. His co-workers Bill Hall, one of the best, Is dead at 67. appreciated hiis style. The early days of Piney Point were rough-ones, especially for the people who were sent there to establish th.e school. The local population was extremely hostile to outsiders, especially seamen. At times it seemed like the Old Frontier, with all the attending dangers. But Bill Hall took it all in stride, as he did everything. His easy manner and sharp humor eased tensions considerably. Throughout his life. Bill Hall demonstrated a highly developed sense of community. One could see it in the way that he viewed his family, his union, his church. He had an innate sense about who he was, and where he belonged. There was no finer family man than Bill Hall. He loved his wife and children. In his later years he doted on his grandchildren, especially the oldest one, Meredith, who thrilled him with her athletic prowess. He would talk about his "Little Tomboy" to anyone who would listen, just like he would talk about the SIU and how it had helped to give so many seamen a second chance in life. Bill Hall came from a labor and seafaring family. His father was involved in union politics down South at a time when it was extremely-unpopular to do so. His brothers were all involved in the labor movement. He lived his life with the knowledge that helping the working man was part of his family's heritage. He revelled in that heritage. Perhaps the greatest tribute that one can give to Bill Hall is to note that he was loved by everyone who knew him. Long after he had retired, old-timers would still come to headquarters and ask for him. They remem­ bered how he used to help them out; they remembered the good times they had with him, they remembered his biting humor. At his funeral they were on hand to pay homage. Bill Hall is survived by his beloved wife Eva; three children, three brothers and five grand­ children. AFL-CIO Opposes Adminisfratkm's Budget Cuts on Social Programs AFL-CIO President Lane Kirkland has criticized the budget curbs announced by President Carter this month. He said that the proposed new "balanced budget does little, if anything, to curb inflation." Rather, said Kirkland, it would severly hurt vital programs designed to: • curb recession and rising un­ employment • protect the weak and the poor • provide opportunities for those who seek work New Deep Sea Ibg Freedom Cretved Another new boat has been crewed by the SIU. She's the deep SM tug Freedom, owned by Interstate Oil Transport. Operating, out of the Gulf of Mexico, she'll run between Texas and Florida for now. Eventually shell run between Puerto Rico and Texas. The Freedom, which pushes oil barges, has 5,600 horsepower. She's approximately 135 feet long and 36 feet wide. Her draft is about 20 feet. The Freedom carries a crew of ten. 6 / LOG / March 1980 maintain the services essential to urban life • support the underpinnings of our society Kirkland said, "instead of provid­ ing for equality of sacrifice and a sharing of necessary austerity, it places most of the burden on those suffering the worst under present economic conditions.' He feels that the President's program does not attack the direct causes of inflation. These, he says, are the escalating costs of energy, housing, food and medical care and the incredibly high interest rates that have a critical impact on all sectors of the economy. the AFL-CIO has offered specific proposals to roll back and contain costs in these areas. Also, if the Federal deficit is to be reduced, the AFL-CIO suggested that such a reduction come from the raising of additional revenues through the reform of present tax loopholes. The reduction should not come from slashes in needed domestic pro­ grams. Don't Get Trapped in the Electronics JungU EVERY SIU ship has electronic gear that QMED's need to know how to handle •• Now you can learn howl Take the new 'Electronics for QMED's' course at HLS. In this 6-week course you'll get the skills you need to work on: • electronic systeme In the Engine Rppm • winch controls • anchor windlass controls • cargo control boards Sign Up Now! Course starts June 23. Contact the Harry Lundeberg Sc/ioo/ or use the application in this issue of the Log. �Seaforers, Boatmen, Lakers All tike" Option of Using USPH5 or Private Hospital S "^TNPF INCE 1 1070 OfTT 1, 1979, SIU members have been eli^ble for the most complete medical coverage ever offered to maritime workers anywhere. And they have been taking advantage of it. As of that date all Seafarers and Boatmen have been able to seek medical treatment wherever they want it—either at a USPHS hospital or at a private JacUity. If the Seafarer or Boatman chooses to .use a private facility, he receives exactly the same coverage his dependents are entitled to under the Seafarers We^are Plan. For a lot of SIU members, the option of using either USPHS or a private hospital makes a big difference. Many seamen and boatmen live in remote areas where a visit to a USPHS facility would create a hardship. For those people, USPHS I. De/' Dec. " 1 hospitals aren't, sufficiently accessible. The best possible health care for seamen and boatmen has always been a top priority of the SIU. To make sure all eligible employees have readily available, top-shelf medical care, the Board of Trustees of the Seafarers Welfare Plan took the revolutionary step of making USPHS bptional late last year. That breakthrough in SIU Welfare benefits marked one of the most important steps ever taken by the Union on behalf of the health and well-being of the entire membership. Many Union members have continued to use USPHS hos­ pitals. But so far, numerous SIU brothers have opted for medical care at a private hospital or clinic. Again, when using a private facDity, you are entitled to the same coverage your dependents receive from the Seafarers Welfare Plan. _ It must be remembered, how­ ever, that if you choose to use a private facility instead of USPHS, there may be some instances when the individual will have to pay a small percent of the bill. So, if you are planning to use a private hospital instead of USPHS it is advisable to check out exactly what your coverage is. To find out, look at the Seafarers Welfare Plan booklet under Dependent's coverage, Also, you may want to ask your local SIU representative for help or advice. Here are some of the names of those Seafarers and Boatmen who have chosen to use private hospitals instead of USPHS. Boatman Ronald G. Carl, a welder at Radcliffe M^aterials of Mobile, had a $3,127.20 hospital tab paid in full by the Welfare Plan. Seafarer Keith M. Davis, who's been shipping aboard LNG vessels was " covered for the $796.50 bill for room, board and extras during a three-day hospital stay. Other Seafarers and Boatmen who've opted for private hospital care over USPHS are: Boatman John R. Turner; AB William Hunter; inland water­ ways Captain Robert Lee; Boatman John J. Baucom; Relief Captain Daniel R. Hansen; Boatman Elbert Clay; Boatman John Maxey; Great Lakes Boatman Walter L. Mero; Seaman Walter S. Richmond; QMED Herman T. Wilkerson and Bosun Donald Hicks. How's the new, extended welfare coverage working out? One Seafarer summed it all up when he said "I think it's great! We always had good medical coverage in the SIU. But having the choice of going to USPHS or a private hospital is really tremendous." House Extends War Risk Insurance for 5 Years ' I HE House of Representatives -I. has finally remedied an uncom­ fortable situation by passing H.R. 5784. The legislation, which was passed by voice vote, extends the war risk insurance provisions of the Merchant Marine Act of 1936 for another five years, up through September of 1984. The provisions had been allowed to elapse last September, leaving owners of American flag vessels in something of a precarious situation, especially in light of recent interna­ tional developments. Under the terms of the Act, the government is empowered to grant special insurance coverage to ships Do You Know How to Make This Work? NO? • Well leam how—it only tcdces YES? Terrific! Then enroll in the eightfour weeks. That's right. In just four weeks, week diesel engineering course at HLS. Get you can learn basic diesel theory and op>erations. This means new job opportunities for you. Where? Aboard the diesel-powered U.S.flag ships under contract with the SIU. New Ships • New Jobs »Gef Your Diesel Engineering License at HLS • your license and get ahead. Every student who took this course has gotten his license. ^ join the crowd of seafarers who've improved their pay and job security. Course starts on May 12. which operate in high-risk areas. Often conventional insurance poli­ cies contain "acts of war" clauses which terminate coverage when it is most needed. According to John Murphy (DNY), chairman of the House Merch­ ant Marine and Fisheries Commit­ tee, the recently enacted measure "will protect the flow of U.S. waterborne commerce and essential trans­ portation services of the Depart­ ment of Defense by providing insurance through a mutual pool, administered by the government, when commercial insurance is term­ inated or rates sharply increased because underwriters consider the situation too hazardous to the safety of vessels." There had been some talk about permanently extending the bill's provisions, but the idea remained just that: talk. In the final analysis, it was felt that consecutive five-yepr renewals would give Congress more informal control over the actual administration of the bill's terms. While the legislation pertains mainly to American flag vessels, it does afford limited protection to certain categories of U.S.-owned foreign flag vessels. Most maritime unions believe that the best way to restrict the protection given to foreign flag vessels is to preserve Congressional oversight over the process. The Senate has already passed a five year extension of the war risk insurance provision of the Merchant Marine Act of 1936. March 1980 / LOG / 7 i u , i,!' ) t /.'V. • . --fc • • '• / J .- t-* • �Hoiise Unit Posses Anti-Marine Safety Bill A LEGISLATIVE amendment that would have made the dif­ ference between safe and unsafe working conditions aboard small vessels has been defeated in the House Merchant Marine and Fish­ eries Committee. Supported by the SIU and other labor unions, the amendment was offered to H.R. 5164 by Rep. John Murphy (D-N.Y.). H.R. 5164, which the SIU and other maritime labor unions strong­ ly oppose, would jeopardize the lives of seamen aboard small vessels. Basically, the' bill would allow vessels of 300 gross tons or less carrying freight or passengers for hire to operate without a licensed pilot ,or engineer. Further, the bill would get around the current training and seatime requirements for ABs and allow untrained and inexperienced deck­ hands to become ABs overnight Murphy's amendment would have kept a tighter hold on current • ay;[' • ..f -.5, ' •- restrictions than the bill allows. It would also have initiated a one year study on the loosening of restric-tions. But big business interests seem to have won out and the amendment was defeated 27 to 9. The mineral and offshore oil and supply industries operating offshore in the Gulf of Mexico have been pushing for this piece of legislation. They claim they're faced with a shortage of qualified licensed offi­ : 4- against the men they're supposed to protect. H.R. 5164 has been voted out of the full House Merchant Marine and Fisheries Committee. It now goes to the Rules Committee. If it passes there, the bill' will go to the full House. The SIU wfll fight this bill in the Rules Committee. H it gets as far as the House, the Union will be there to help defeat this dangerous piece of legislation. Stew€urd Slearhs Saves Life of Mate with First Aid "...your first aid training has helped me to save a life about 30 minutes ago,'^ wrote Chief Steward Bobbie W. Steams Jr. of the ST Overseas Washington (Maritime Overseas) to HLS Emergency Medi­ cal Training teacher Mrs. Jannet Cook on Mar. 10. The Wilmington, Calif, steward explained: It was about 9 a.m. when "our chief mate was using an 'automatic ladder' down to the Gov. Brown Nomos Disley to SfafoBoanf California Gov. Edmund G. Brown Jr. early this month named SIU^A Vice President Henry "Whitey" Disley, president of the West Coast Firemen's Union (MFOW) to the state's Board of Governors of the Maritime Academy at Vallejo for a four-year term. This is the second time Brown has named Disley as a maritime representative. He is now a member of the Board of Pilot Commissioners for San Francisco, San Pablo and Suisun Bays. Disley, on the San Francisco Labor Council Executive Board, was elected MFOW president in 1974 from his vice president post. In 1963, he was first elected the union's business representative. The four-year academy is the only maritime college on the West Coast. New York, Maine, Massachusetts and Texas also have maritime schools. Great Lakes Maritime Academy is a three-year institution and the U.S. Merchant Marine Academy, Kings Point, L.L, N.Y. is cers and able bodied seamen to operate their crewboats. These boats are used in offshore oil drilhng and mineral exploration. Industry's problem is simple— relatively low wages. If the industry paid wages commensurate with the hazardous work performed, it wouldn't have a manning problem. Another interesting note to this issue is that the Coast Guard is supporting this bill. In line with their past record, the Guard has come out Henry "Whitey" Dislev . run by the Federal Government. The California academy is co-ed (19 women) and produces 3rd mates or 3rd assistant engineers. Grad­ uates get B.S. degrees in Marine Engineering and Nautical Industrial Technologies. Upon graduation, the 485 grads enter the U.S. Naval Reserve. safety launch 60 feet below. It gave way. The mate fell to the steel deck of the launch landing on the back of his head. "The word was passed up to the main deck. I ran out and went down the regular Jacob's Ladder. The man was out in shock. I made a qtiick exam of him finding no apparent broken bones. However, there was an open head wound about 3-indies long, gaping clear to the bone. "There was no first aid kit on the launch. I yelled up to the main deck for compresses, triangular bandages and blmikets. No one else knew except the captain what to do, so I did it, time being important. I used what was on hand. A terry cloth towel as a pressure compress and cut the other into strips as a bandage, not sterile, but enough to stop the bleeding. Then I used the launch's Bobbie Stearns radio telephone to call the Coast Steward Steams told the teacher, Guard ambulance and paramedics. "It was a good thing that I was "Someone helped me to make a trained there (HLS). If it had not lift for the injuretf^man into a Stokes been for your efficient training and Basket for transportation ashore. my attention to your instruction, I He may have a possible head feel that the man could have went fracture and concussion and internal into deep shock and expired. Thank injuries." you for a job well done." Seo-Lancf Slartsist CMna-US.Conttaner Run Sea-Land last month started the first twice-a-month containerships run between Shanghai, Hong Kong, and the ports of Oakland and Long Beach, Calif, and Seattle. The single hill-of-lading run began under an agreement signed with the Peoples Republic of China Ministries of Trade and Communi­ cations. 1 The first cargo of 47 40-foot containers aboard the 55 ShunJtung (China Navigation) made a port of call in Hong Kong on Mar. 10. There the cargo was transferred to a Sea-Land containership sailing to the West Coast. Carter's Chip Visits Jax SIU Hall on Campaign Trail Hitting the campaign trail on behalf of his dad. Chip Carter made a whistle-stoD at the SIU hall in larkcnnwiii.:. cio . . ' ^ In the Photo (above, left) Chip(center) has a confab with local press. Photo at center shows SIU Jacksonville And at right, it looks like Chip's a natural at politics as he cuddles a little girl while Jax Patrolman Jim Davis stands by I 8 / LOG / March 1980 Presidential extending a welcome to C p. �ffil I*- •!?.' " f ,,, I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I i I I I I I I I I I I I I ISfc N, E I I I I I I w Seafarers International Union of Nortii America, AFL-CIO March 1980 Legislative. Administrative and Regiilatorv Happenings On the Agenda in Congress AS we are going to press this month, a second committee re-draft and will be number of important maritime legis­ circulated shortly for further comments. lative matters were being scheduled for • Outer Continental Shelf. The Senate hearings in Congress. Included among the Energy and Natural Resources Committee hearings are final action in committee on will hold hearings March 18 and 19 to review proposed authorizations for Maritime developments since Congress passed the Administration programs to promote the Outer Continental Shelf Act. This legisla­ U.S. merchant marine. Because it is an tion was enacted^ to encourage the develop­ election year. Congress has been moving ment of oil and gas drilling off the U.S. quickly to clear its calendar so that members coastline. This legislation has already can get back to their home districts for the produced many hundreds of Jobs for April recess. American workers, including seagoing jobs Here's what is happening on Capitol Hill. aboard vessels carrying supplies and • Maritime Authorization (In the personnel to the offshore drilling platforms. House). The House Merchant Marine and Two new legislative matters were intro­ Fisheries Committee is expected to complete duced in Congress earlier this month which mark-up of legislation which would author­ are of special significance to both the deepize appropriations to finance a number of sea and inland waters segments of the maritime programs which are monitored by maritime industry. the Maritime Administration. • Collective Bargaining Agreements. Among these programs are construction Under existing regulations, the Federal and operating subsidies which make it Maritime Commission has power to require possible for American shipyards and that collective bargaining agreements in the American shipping companies to compete maritime industry be filed with the FMC, with heavily subsidized foreign fleets and and be approved by them. Earlier this shipyards. It is expected that the proposed month, the FMC announced that it is authorizations will ije reported out of the proposing to exempt certain of the collective Merchant Marine Committee with little bargaining agreements from its regulatory or no changes. rules. These authorization hearings must be put Also this month. Congressman John into perspective to understand why the Murphy, chairman of the House Merchant House bill is expected to get smooth sailing Marine and Fisheries Committee, intro­ for the first time in four years of very stormy duced legislation which would prohibit the weather. FMC from regulating agreements between In the fu-st place, the House Committee— shipping companies and maritime unions. under the joint sponsorship of Committee Explaining the need for this legislation. Chairman John Murphy (D-NY) and Rep. Congressman Murphy said, "It is impossible Paul McCloskey (R-CA)—is pushing a so- for any employer bargaining association in called Omnibus Maritime Bill. This bill puts the maritime industry to finalize its forth all manner of structures on construc­ collective bargaining agreements except tion and operating assistance, as well as after lengthy hearings before the FMC, and placing serious constraints on such needed protracted litigation in the courts." He industry programs as recruiting and termed the FMC's intrusion into the training, upgrading, and political activities. collective bargaining process as "disruptive At the same time, the Carter Administra­ and unnecessary." tion is including the nation's maritime • Towing Safety Advisory Committee. programs among those which will be Legislation to establish a Towing Safety curtailed within the President's planned Advisory Committee in the Department of budget cuts. Transportation was introduced earlier this So, the winds off Capitol Hill, and down month by Congressman Mario Biaggi the road at the White House, are building (D-NY), chairman of the Coast Guard up—and our maritime industry is almost Subcommittee of House Merchant Marine certainly heading into some heavy seas. and Fisheries Conunittee. • Maritime Authorization (in the Sen­ There would be a safety committee ate). Meanwhile, the Senate Subcommittee comprised of 15 members. Seven members on Merchant Marine and Tourism is also would come from towing industry manage­ holding hearings on its version of the ment, and two members each representing MARAD Authorization Bill. Senator the following—maritime labor, inland port Daniel K. Inouye (D-Hl)is chairing these districts, authorities or terminals, shippers, hearings. and the general public. • Omnibus Maritime Bill. This contro­ The safety advisory group would review versial piece of legislation is intended by its safety, navigational and other issues relating sponsors to overhaul, update and pull to the towing industry. They would work in together various laws and regulations conjunction with the Coast Guard. • Coal Slurry Pipeline. This biU, which dealing with the U.S. maritime industry. has been kicking around in various House Both of the bill's sponsors—Congressman committees for several years, is now John Murphy (D-NY) and Congressman tentatively scheduled for final approval in Paul McCloskey (R-CA)—want this bill the House Public Works and Transporta­ passed. As of this writing, the bill is in its • • tion Committee. The mark-up will take place March 19, according to Committee Chairman Harold Johnson (D-CA). This bill would authorize the building of a pipeline to transport pulverized coal from Western coal fields to Texas, Missouri and Other points in the South and Midwest. • Small Vessel Manning. The House Merchant Marine and Fisheries Committee is scheduled to take final action on H.R. 5164 on March 19. This bill sets certain qualification standards for crewmen who man small uninspected vessels. We are watching this one very closely because of its serious implications regarding safety at sea, and because of this bills possible application to larger towboats and deep-sea vessels. • Strategic Petroleum Reserve. The Interior Subcommittee of the Senate Appropriations Committee will conduct hearings, beginning March 25, on the production and distribution systems of the Strategic Petroleum Reserves program. Bosuns Take a Close hook At Their Union's Political And Legislative Programs • i I 5 Ten veteran SlU members—Bosuns in their union's Recertification and Upgrading Programwent to Washington late last month to take a first­ hand look at the Seafarers political and legislative programs. And they liked what they saw. It was an allday affair, with meetings at the Transportation Institute and the AFL-CIO Maritime Trades Depart­ ment. There was also lunch at the National Democratic Club with Congressman Daniel K. Akaka (D-HI) who is a member of the House Merchant Marine Committee. There were also meetings with SlU Legislative Representatives Frank Pecquex, Fred Somers and Betty Rocker. And there was a tour of the U.S. Capitol. During all of the day there were many questions asked and all of them answered. And—finally—the Washington visit gave the Bosuns a better understanding of the many problems we face, and a deeper appreciation of the importance for political action. At the end of the afternoon, the Bosuns posed on the steps of the Capitol for a photo. With them were SlU Washington Representative Betty Rocker and Piney Point Port Agent Nick Marrone. The Bosuns are Thomas Reading. Howard Webber. Robert Hagood, Thomas Spangler, William Aycock, Franz Schwarz, Clyde Smith, Clarence Burgo, Teddy McDuffie, and Frank Cottongin. './m' J jzL . •(. / / "I'ft J! h March 1980 / LOG / 9 ¥4 -^-"1.. I• �. -'5 Sl#i; ilt)c BXW in AXVgshinqfi^^ ITlt HmC» Indttstiy ^ News Group Supports Ocean Tberrnal The Transportation Institute—a major Use of U S. Ships maritime industry group based in Washing­ ton—came out strongly in support of a bill which would encourage the building of plants and ships for development of Ocean Thermal Energy Conversion (OTEC) facilities. », u * In testimony before the House Merchant Mafihe and Fisheries Committee late last month, TI spokesman Peter Luciano stressed the importance of moving ahead W ii :;te 11- Sea-Land Launches Container Service From China to US An agreement between the Peoples Republic of China and Sea-Land Services has launched the first regularly-scheduled containership service between Shanghai and the United States. Harry Gilbertson, vice chairman of SeaLand, said that at the outset the new service would operate twice monthly. The initial ports of call here will be Oakland and Long Beach, CA, and Seattle, WA. G. M. Gople, Sea-Land vice president and general manager in Asia, predicted that the direct cargo route between Shanghai and North America "will increase significantly," and will help to open up this important seabridge between the People's Republic of China and the U.S." A Year-End Report: US'Flag Merchant Fleet Loses 18 More Ships, But Hits Record Tonnage \• '•'MA' Y * : ^a- The U.S.-flag deep-sea merchant fleet show^ a year-end loss of 18 ships on Jan. 1, 1980 according to the latest figures compiled and released by the U.S. Department of Commerce. But that gloomy announcement was offset somewliat by a further report that 54 merchant ships are presently under construction or on order in American shipyards. Here is what the "U.S. Merchant Marme Data Sheet"—a publication of the Maritime Administration—reveals about the present state of the industry. As of Jan. 1, 1980, the privately-owned deep-sea fleet totaled 727 vessels—compris­ ing a record 23.5 million deadweight tons. During the period from Jan. 1,1979 to Dec. 31, the nation's merchant fleet lost 18 ships although the overall fleet capacity increased by 1.8 million tons. (The gain in capacity reflects the larger sizes of new ships added to the fleet compared to the smaller sizes of those ships that were sold or scrapped.) Also as of Jan. 1, 1980, 54 merchant ships totaling nearly 2.2 million deadweight tons were under construction or on order in U.S. yards. These include 13 tankers, five liquefM^ natural gas (LNG) carriers, 11 intermldal vessels, 11 dry-bulk carriers, two breakihulk ships, and 12 special-type vessels. with the OTEC program. He said: Ocean Thermal Energy Conversion facilities and plantships can become a major source of electrical energy for the United States coastal and inland areas. The bill provides that all OTEC plantships, and ships used in transportation of materials to and from the OTEC facilities be MARAD OK's Bay Ridge For Alaska Oil Trade The U.S. Maritime Administration (MARAD) this month approved a petition from Richmond Tankers Inc. to put the TT Bay Ridge into the Alaska oil trade for six months. Approval for the subsidy-built, 224,000 deadweight-ton tanker came despite objwtions from Chevron USA and from Trinidad Corp. which expects to place a 123,999 ton vessel in the trade later this year. The Bay Ridge is the last of a series of supertankers built at the Seatrain shipyard in Brooklyn. There are already five subsidybuilt tankers in the Alaska to Panama trade. MARAD said that the Bay Ridge was needed to move the increase in oil bound for U.S. refmeries, and said that it did not expect "any significant increase in availabil­ ity" of non-subsidized tankships in the months ahead. SIU Stewards in Recertification Program Attend Washington Political Briefings documented in the U.S. and that they Hy the U.S. flag. Jn supporting "American flag" provisions, Mr. Luciano said: Vessels documented under the laws of the U.S.—subject to U.S. safety and environ' mental laws—are essential to guarantee the uninterrupted flow of critical energy products, and would enhance our na­ tional security by minimizing America's dependence on the "good-will" of foreignflag vessel operators. Memo to Carter: As You Slash Your Budget, Remember These Words... During his testimony before the Hotwe Merchant Marine Comnuttee recently, SIU Washington Representative Frank Pe<^uex reminded the Congress that President Carter had some forceful words to say about the need for a strong U.S.-flag fleet, and the dangers of scuttling that fleet through a lack of Congressional (and executive) support. Pecquex had special reference to this almost total lack of a U.S.-flag bulk fleet. This is how President CartCT viewed me problem in a letter to the Merchant Marine and Fisheries Committee last July 20: "Our heavy dependence on the foreign carriage of U.S. bulk cargoes deprives the U.S. economy of seafaring and shipbuilding jobs, adds to the balance of payments deficit, deprives the Government of substantial tax revenues, and leaves the United States dependent on foreign-flag shipping for a ^ continued supply of raw materials to support the economy." It would be helpful for th6 President to recall these sentiments as he prepares to make major cuts in his 1981 budget. On the Agenda in Congress Another group of 12 Stewards participating in the SlU's Recertification Program went to Washington this month for briefings on their union's legislative and political action programs. During their visit to the nation's capital, these veteran Seafarers met and talked with officials of the Transportation Institute, and the AFL-CIO Maritime Trades Department, as well as their SIU Washington representatives. They also met and talked with Congressman John Burton (D-CA) after lunching at the National Democratic Club. During their tour, the Stewards were accom­ panied by SIU Legislative Representative Betty Rocker, and Lundeberg School Instructor Terry Bader. The entire group posed on the steps of the Capitol for this photo. Attending the Washington visit were; Jose Colls, Robert Liegel, Ruben Blackburn, Carl Tebell, Chester Moss, Jack Utz, Carl Jones Jr., Charles Scott, Willie L Smith, Jee On Dong and F.E. Smith. • FX. 480 ProfnuM. The Agriculture Subcommittee of the Senate Appropriations Committee will begin a series of hearings March 25 on various P.L. 480 programs^ These are the so-called "Food for Peace" programs which send foodstuffs—^mostly grains—^to needy countries. Under existing laws, at least 50 percent of all P.L. 480 cargoes are required to be shipped on U.S.flag vessels. I i Irrw;^^ 10 / LOG / March 1980 h i-;. '.P: Cji r �tiVf Boatman to Get WO years ago doctors sug­ gested he quit working. But SIU Boatman Stan Manowski liked his job. So even after an operation thatput three bypasses in his heart, he continued to be a tugboat deckhand in the port of Baltimore. Now that he's decided to retire, he's become the first Boatman to receive an Increment under the Early Normal Pension Plan. The Plan was first negotiated for SIU Boatmen in eight companies in October of 1978. Today, 21 SlU-contracted inland companies have the Early Normal Pension. Under the Early Normal Pension program, a Boatman is eligible for retirement at age 55 if he has worked 7,300 days. As of now that pension amounts to $390 for Boatmen. According to the contracts signed in October 1978, it will be raised to $440 in June of this year. Boatmen who work 125 days past June 16, 1980 will be eligible for that pension. Brother Manowski, who is 62 years old, was eligible for the $390 pension after he worked 125 days past Oct. 1, 1978. But sinM he decided to keep working. Brother Manowski earned a $25 increment. That means his monthly pension will be $415. A Boatman who is eligible for an Early Normal Pension but who elects to continue working can earn $25 for each additional T 365 days worked, up to a maximum of seven increments. By continuing to work, then, a Boatman can put an additional $175 onto his monthly pension. The Early Normal Pension and the increrhent benefit that goes with it, were not available to Boatmen in the past. But in order to constantly improve Boatmen's benefits, the Union negotiated this pension as part of the contracts in eight inland companies on the East Coast in late 1978. Since then, 13 more inland contracts have included the benefit. Talking about the increment. Boatman Manowski said he was particularly glad to have it because of the rising cost of living. Sailed Deep Sea in War Since he was a young man. Brother Manowski's work has been connected with the water. In the early days of World War II, Manowski worked in a Balti­ more shipyard. Then, since some of his friends were going to sea, he thought he'd give it a try. So for a couple of years he was a member of the National Mari­ time Union and sailed as an OS in the Mediterranean, Atlantic, and Indian Oceans during the War. When the War was over, Manowski decided to stay closer to home. He went down to the Baltimore Piers where he landed temporary work oh the boats. Soon that became perma- In the Baltimore Union Hall, Port Agent George Costango, right, hands pension check to SIU Brother Stanley Manowski, the first Boatman to receive an increment under the Early Normal Pension Plan. On the left is Boatman Bill Bobac who was part of the Union team that helped negotiate some of the 1978 inland contracts that included .the Early Normal Pension benefit for the first time. nent work with Atlantic Transport, a subsidiary of U.S. Lines. He was with that company in 1956 when it came under the banner of the former Inland Boatmen's Union, an affiliate of the SIU. A number of companies on the East Coast were organized by the IBU at that time. Brother Manowski said that he and his fellow workers at Atlantic were the first to sign pledge cards. In fact, Manowski's book numbw: was M-3 before the series was changed when the SIU and IBU merged in 1976. When Atlantic Transport folded, Manowski went to work for Arundel Dredging Company for a few years. Then, in 1963, he got a job with Baker-^^teley in Baltimore and stayed with that company until his retirement. He enjoyed work­ ing with Baker-Whiteley, called it a "good company," and ex­ plained some of its history. Manowski said the company was 100 years old, "the oldest in the harbor," and that it was once a coal company. Bom and raised in Baltimore, Manowski still lives there with his wife, Constance. But he is planning to go to Ocean City, along Maryland's Atlantic Coast. There he will supervise the real estate owned by his son. (Brother Manowski and his wife have three children and four grandchildren.) So even though he's ending his career on the water. Brother Manowski won't be far from it. Seafarers have Unelauned Wages Due A total of 71 Seafarers have un­ claimed wages due than from Mari­ time Overseas Corp. If your name appears below, to get yonr money you should apply by mail to: Paymaster, Maritime Overseas Corp., 511 Fifth Ave., New York, N.Y. 10017. You should supply the company with die foDowing infor­ mation: the Maritime Overseas vessel or vessels you have worked aboard recently; the rating you sailed and the dates you worked. Following are the names and Social Security numbers of the 71 i f ITS^MARP 221-10-1574 W. T- SHANKS 230-74-4622 P. C.ADKINS 224-20-1513 L. C. BUCHANAN .... 217-24-4315 R. L. BEALE 231-16-0399 L. J. MARTIN 377-22-9002 E. R. LIMON ......... 466-72-6289 O. PURDY ........... 225-14-0129 M, CANN . 068-14-7853 M. KOUSTOUROS .... 172-44-4071 F. E. PERKINS 265-40-8579 G. L. WILLIAMS ...... 224-44-6587 J. SUMLIN 421-70-4228 J. HEARN, JR. ....... 416-18-0199 W. McCALLUM 132-10-1617 A. T.SMITH 223-76-5159 J. P. DESTACAMENTO 097-18-8325 438-56-0973 R. H. MANN 225-42-0465 C. C. WILLEY 420-20-8197 E.E. GIBBS M. BAFFI ............ 073-54-9225 230-78-8991 E. JOHNSON 419-20^104 R.JL. DIXON .. 255-64-3422 D. B. FARMER 405-56-0354 R. M. LEE 142-12-5358 C MILLER .... E. RITCHIE ... ••••••• 423-18-5661 155-01-0430 G. RUF 434-84-2303 L. THOMAS ... 456-08-7602 B. W. WARREN 263-44-1039 J. P. REAMS .. 262-19-9519 T. A. BIRCHER 059-20-9614 H, L. BRASS .. A. CRUZADO 581-20-0892 J. HOCKMAN ........ 227-50-7773 L. D. NELSON 557-78-9958 G. C. NICKUM, JR 532-44-5202 W. A. ROCH 091-12-9679 J. SMITH 436-64-1849 W.E.HART 091-12-2568 N. OMURA 560-15-7291 O. R. VASQUEZ 054-24-3154 J. P. WIMMER 420-62-4827 A. W. GORE 083-40-9532 V. O. DAVIS •••••••••• 424-76-1283 029-46-3549 W. M. FLAHERTY 461-12-5049 R. F. FLOURNOY 218-28-1034 F. O. HARRIS ... 059-44-4102 B. C.OTOOLE .. 220-42-9372 R.N. PERRON .. Shipping Procedures (Deep Sea) 587-10-2683 J. A. TIMS 055-40-7204 Wiwn throwing in for work mon who posooss LlfohoatW. D. WATSON 467-94-2115 durlng a Job call at any SIU man ondorsomont by tho G. PATINO .... 466-07-0037 Hiring Hall, ooamon must pro- United States Coast Guar^ F. W. POPE The Seafarers Appeals Board R. L. CREWSHAW .... 540-12-5286 dues tho following: 036-34-2132 e momborshlp certificate may waive tho preceding sonF. L. HENRY tonco when, in the soio Judg­ J. A. HOENEWLED.... 157-52-5909 (where possessed) ment of the Board, undue 183-20-8245 R. VAUGHN • reglstaatlon card hardship wiil resuit or extenu­ 566-80-0146 S. G. CONNER • clinic card ating circumstances warrant 251-24-4498 G. W. DOBBS • seaman's papers 086-12-5633 U. ENRIQUEZ • valid, up-to-date passport such waiver." Also, all entry rated mem­ 451-92-2215 E. L. JOHNSON In addltton, when assigning bers must show their last six 427-84-3644 C R. LYONS I |«>b the dispatcher will com422-54-6251 ply with the following Section months discharges. T. R. McDUFFIE Further, the Seafarers A^ F. C. McNARY ........ 571-01-8261 5. Subsection 7 of the SIU 256-42-0369 Shipping Rules: peals Board has ruled that 0 H. A. PAYNE 072-14-6481 "Within each class of senior- classification seamen may J. D. PSATHAS 419-28-7222 ity rating in every Depart- only register and sail as entry H. W. ROBERTS 236-80-5147 mont, priority for entry rating ratings in oniy one departT. L. STANLEY 322-16-4358 Jobs slMll be given to all sea- ment." R. C BUSHER . 388-16-5090 W. DAVEY..... March 1980 / LOG I 11 �• =,-]V r.fe'i,.?- • r'.'•'•:! . :.. •^U' • Get Ready for the D-9's %mi '^K&' i5^» '• Diesels Course Offered at HLS *r:". • '*•",-• • •5-.>.|- •-• Students in the diesel course apply their classroom Instruc­ tion to actual diesel engines. They learn engine operation and repair. it" • "••i; ' .',Y, ••lisa;- .;The Harry Lundeberg School has developed a program just to help QMED's meet the current needs In the shipping Industry. The course teaches seafarers about diesel engines so that they can work on diesel-powered ships. Diesel power Is the current trend In the maritime Industry, Sea-Land Corporation alone has plans to put twelve new diesel-powered contalnershlps Into service In 1980. Sea-Land's D-9's will be able to carry 839 containers >ahd will operate at a cruising speed of 22 knots. The first of these ships, the Sea-Land Patriot, has already been launched. The ships will be powered by MHI/Sulzer 9 cylinder diesel engines. These engines are more fuel efficient than steampowered vessels and require a specially-trained crew to work on them. The diesel course at MLS prepares - •, • 'V^s-' Above. Each member of the diesel class receives practical training to prepare him to work on a dieseipowered vessel. Below. Instructor Bill Eglinton (right) helps a student make an adjustment to the engine during shop training. Right. The seafarer in the diesei course ieams preventive maintenance of diesei engines. seafarers to work on these engines. The program begins on May 12 and is four weeks long. Among the areas seafarers will Study are the construction and operation of diesel engines and their supporting systems. Each student will apply his classroom knowledge In thq Vocational Machine Shop on actual engines. By tearing down, checking and repairing these engines, the stu­ dent can become familiar with the engine and learn troubleshooting and maintenance. Durfng the last week of the pro­ gram, Mark Johnson, Vice Presi­ dent of Sea-Land's Field Engineer­ ing Division will visit the class. He hopes to bring with him represen­ tatives from companies that have manufactured the equipment on the new vessels. The represen­ tatives will talk with the students In the class about specific equip­ ment on the vessels. They will pro­ vide the seafarers with practical knowledge about the machinery they will work with. Other topics which will also be covered Include vessel construction, equipment, and the engineer's maintenance manual. By talking with these represen­ tatives, the students will have a first-hand Idea of the equipment they will find on the new vessels. If you are Interested In the fastgrowing field of diesels In the maritime Industry, then take advan­ tage of the diesel course at HLS. Improve your skills or learn new skills so that you can work on these vessels. The diesel course starts on May 12. Fill out the application In this Issue of the Log or contact the Harry Lundeberg School, Voca­ tional Education Department, PIney Point, Maryland 20674 to enroll. p\ J J Li a iU i^,- >i .'V 12 / LOG / March 1980 ..p. -• - '• /..T - lis1 Tfie MHI/Sulzer D-9 Engine �AFL-CIOtoRuleon SIU-Lbcal333 Tug Beef '^HE jurisdictional beef beA tween the SIU and the New York tug union, Local 333 of the International Longshoremen's Assn., has moved into "round two." A three-man Subcommittee of the AFL-CIO Executive Council heard the SIU's charges that a clause in Local 333's contract, negotiated last summer, violates the SIU's jurisdictional rights under Article XX of the AFLCIO Constitution. The SIU won "round one" of the battle fest June when an impartial umpire appointed by the AFL-CIO handed down a ruling backing the job rights and job security of SIU Boatmen. The umpire upheld the Union's claim that Local 333, in attempting to broaden the scope of their representation, was cutting into the SIU's jurisdic­ tion over Maine-to-Virginia coastwise towing. This practice is known as "raiding" and it is forbidden under Article XX of the AFL-CIO Constitution. Local 333 appealed the impartial umpire's decision and ~th^three-man AFL-CIO Execu­ tive Council Subcommittee was convened to issue a final ruling. The Subcommittee reviewed the case last month during the AFL-CIO Executive Council's mid-winter meeting in Florida. Representatives from the SIU and MEBA District 2 presented arguments on Feb. 25. The Subcommittee is expected to announce a final and binding decision on the raiding charge at the next Executive Council meeting in May. Raiding charges against Local 333 originally arose last June, when the 2,800 Local 333 boatmen who wOrk tugs and lighters in and around the port of New York ratified a new contract. Key to the contract settlement reached by Local 333 and the Marine Towing & Transporta­ tion Employers Assn. was job jurisdiction. The issue was also the crux of an 88-day work stoppage by the tugmen . during April, May and June of last year. Under their previous contract which expired April 1, 1979, Local 333's jurisdiction included "only all licensed and unlicensed employees...on tugboats and self-propelled lighters... in th^ Port of New York and vicinity." The new agreement, which the SIU maintains is illegal, extended Local 333's jurisdiction to include "any regular coastwise run having as one of its terminal points a point in or north oL Norfolk and not customarily and traditionally done by other unions." But three of the principal companies signatory to Local 333's agreement have subsidi­ aries or affiliates outside New York which do extensive coastwise work from Norfolk and points north. The unlicensed jobs on the boats belonging to the outport subsidiaries of McAllister Bros., Ira S. Bushey & Sons and Moran Towing & Transportation have tradition­ ally been filled by SIU Boatmen. Members of MEBA-District 2 fill many of the licensed jobs on these boats. Even before Local 333 and the employer's association had wrapped up their contract, the SIU and MEBA protested that Ki the new agreement's jurisdic- ^ tional clause was illegal under J Article XX of the AFL-CIO ' Constitution. The impartial umpire ap­ pointed by the Federation agreed that Local 333 was guilty , of attempting to represent employees already working itnder a contract with the SIU, which is clearly prohibited by Article XX. Article XX requires every AFL-CIO affiliated union "to respect any work of the kind which the members of an organization have customarily performed at a particular plant or work site." Local 333 immediately ap­ pealed the impartial umpire's ruling and the three-member Subcommittee from the AFLCIO Executive Council was convened to hear the appeal. If the Subcommittee upholds the impartial umpire's decision, as'they are expected to do, the clause in Local 333's contract mandating jurisdictional changes must be stricken from the agreement. No One's Gonna Rain on'Bubba' Showers N THE books he's William Edward Showers III, though his friends just call him "Bubba". But pretty soon they'll be calling him "Mister Mate"! Showers, an SIU bosun for some eight years, is presently en­ rolled at the MEBA (Dist. 2) Upgrading Center in Brooklyn, N.Y., where he's preparing to sit for his Original Second Mate's license. Born (38 years ago) and raised in the port city of Mobile, Alabama, Bubba Showers saw his first ship at an early age. "I was born about six blocks from the waterfront," he told the Log recently, "so hanging around down there, and watching the ships, was part of coming up in my neighborhood." Perhaps watching those ships come and go subconsciously preordained that Bubba Show­ ers would eventually go to sea himself. In any case, it wasn't until after finishing up a threeyear hitch in the U.S. Army that Showers made the decision to go to sea. He went to New Orleans and enrolled in the SIU's old Andrew Furuseth School. He finished up there in early 1964 and soon after had his first ship, the Sea- O train Georgia- He worked as a BR on that ship, but switched over to the deck department when he joined his second ship, the Margaret Brown. He's been working his way up in the deck department ever since. Showers upgraded to AB in 1966, just in time for the Vietnam Sealift. He worked steadily on that run, mostly on reactivated Victory ships such as the Hattiesburg, Albion, and Kenyon Victory. But, while he was on the C-3 Sagamore Hill in Qui Nhon, the war got a little too close for comfort. The harbor came under rocket attack one day, and shrapnel landed on the deck of the ship. And he was in Da Nang on the Ocean Dinny when an underwater explosive charge blew a blade off the propeller. Showers got his first bosun job in 1971, working as such on the Champlain Container. He went through the Bosun Recertification program in 1975. His last bosun job was on the modern tanker Zapata Patriot. which he left in late 1979 to begin studying for his original second mate's license. One of the reasons why Bubba Showers is cont^n^ with the "Bubba" Showers profession he's chosen, is the opportunity for advancement in it. "I had no idea, back in 1964," he said, "that one day I'd be going for a license. There's real chance for advancement in this business, if ytfu go for it." But that's not the only reason why Showers likes being a seaman. "I like the travelling, and seeing new faces and sights. I never would have seen all the things I've seen, if I hadn't gone to sea." Would he ever consider working ashor?? "No," he said emphatically, "but if I did, it would have to be in the shipping industry." So strong is his belief in the seafaring life, that Showers has helped a number of young men get their starts in the business. But he takes special pride in talking about one young man. who he has helped guide in that direction: his younger brother, Darrell. Darrell Showers is a graduate of the Harry Lundeberg School, and plans to upgrade to AB in the near future.. We wish both Bubba and Darrell Showers the best of luck, and much success, in their merchant marine careers. Notice On Job Call Procedure (inland) When throwing In for work during a job caii at any SIU Hiring Hail, boatmen must produce the ffoiiowing: • membership certificate (where possessed) • registration card • clinic card • seaman's papers March 1980 / LOG / 13 r' f: '' . .... •• •ri'iV - ' • • • W 4 Ii'l �;i;SlftsSi=;KV: LT D) J J JLI shipboard firefighting at the conditions that mirror those one school each year (4,000 in might encounter on a vessel at sea. 1979). The main difference is that, at And every one of them gets a chance to "lead the charge" into the school, the conditions are the engineroom mock-up, the controlled, and monitored by a staff of serious, eagle-eyed men. SCENE from a movie, de­ scene of that dramatic episode The MSC/MARAD firefight­ picting a great moment in described above. ing school was established in "The whole idea of the fire­ Earle, N.J. in 1975, replacing an the annals of maritime history? No! It is, in fact, just a daily fighting school," said one older facility in Bayonne. occurance at the Military Sealift instructor recently, 'is to learn Besides the engineroom mockCommand / Maritime Adminis­ se^-confidence, not just tech­ up, the new firefighting school tration firefighting school in nique." And what better way is has a variety of fire-making Earle, N.J. Thousands of there to acquire that self- setups, ranging from huge American seamen, and seamen confidence than by practicing steel tanks, to galley stoves. trainees, leam the rudiments of with the real thing, under In short, what is needed to create different types of fires in different situations. The school also has a small building, called the "Smoke locker", where students acquire first-hand experience in the use of different types of selfcontained and forced-air breathing apparatus. Part of a reconstructed Coast Guard cutter will be added to the -facility in the future, further adding to the realism of firefighting practice there. Under the watchful eyes of MSG, MARAD, and Coast Guard instructors, students are ^tudenH teamliovriomn toam'tor fighting Una at sea. Flames leaped from the ship's portholes, as a dark cloud of smoke billowed into the cold winter sky. The ship was on fire! A line of young merchant seamen, clad in black, hooded ralngear, advanced towards the inferno. Slowly, but stead­ ily, they approached the flames, casting a bright stream of water before them from their firehose. Undaunted, the nozzleman spread the entrance to the englneroom, then entered. Flames licked at the grating ahead of him. They worked methodically and efficiently. and in seconds (It seemed longer) the fire was extin­ guished. The fire was out! The ship was saved! And the seamen/ firefighters had all come through unscathed. A All ears are on the Instructor prior to fighting the fire In the engineroom mock-up. I lea wet, but It gets the Job donel 14 / LOG / March 1980 The engineroom mock-up...gets douaed. �-y- l,% Hp;? • '/r;. -' ; •. •;1 • ..;i '>• given practical training in the use ments are not yet mandatory for of water, foam, and 1 dry seamen, aU trainees at the SIU's chemicals for fighting shipboard Harry Lundeberg School in fires. The instructors can be as Piney Point, MD. receive 16 subtle as Marine Corps drill hours of classroom instruction in instructors, at times, but they are fire prevention, fighting, and all experts in the field of marine safety. They must also complete firefighting. The experience, the day-long course in ^rle, skill, and effort each one N.J. beforfe they can graduate contributes to the course makes from the Union's trainee it a truly worthwhile learning experience. Though firefighting endorse­ best trained seamen in the world. Such training faciUties as the MSC/MARAD firefighting school is one reason why. After completing the firefight­ ing course recently one young trainee Seafarer was heard to, remark, "I never fought a fire '%• before in my life. But now that I have...I feel a lot more confi­ dent about it." Hopefully, he'll never have to use the training he received at the firefighting school. But, if he does, it just might save his life and those of his shipmates. '1 I • (• •S- V : • t Using a dry-ehamlcal Hra extlngulahar. The Smoke Locker, where atudenta gain practical axperlence. In the use of oxygen breathing aiataratua. :P: •I I A f "r •• } • 'a jk *., 'i i>- - ^ / • '[A-i I Warnrom Up tha ladder.. Reedy.. Go/ March 1980 / LOG / 15 . .. �-im ..il- Unions Must Seek international Solutions To Shrinking Job Opportunities At Home There is no longer any such thing as a nation completely detached from the rest of the world. All countries depend for their survival on Imports from and exports to other coun­ tries. And crucial Issues like energy, unemployment, Infla­ tion and labor standards are all global concerns. One of the reasons the world today Is more Inter­ dependent than ever before Is trade. Established Indus­ trial countries and those nations which are newly developing must seek Inter­ national markets for their goods. American workers have been hard hit by the negative aspects of International trade. The flood of Imported goods and the displacement of thousands of American jobs overseas have caused massive layoffs and unem­ ployment in industry after industry here at home. The maritime Industry is no exception. U.S. maritime workers have to contend with fleets of vessels owned by American companies but 5; 1 11: 'V.; 1/1 ti$ 1\ •-.. sailed under foreign flags with foreign crews. And the U.S. merchant fleet operates at a disadvantage when forced to compete with foreign fleets which are owned or heavily subsidized by their governments. Just as many problems 'confronting U.S. industry across-the-board have Inter­ national roots, the solutions must also be International. That was the message of a speech delivered by Jack Otero, International vice president of the Brotherhood of Railway and Airline Clerks and a memt>er of the execu­ tive board of the International Transport Workers' Federa­ tion (ITF). ITF Is an Interna­ tional labor organization representing transport work­ ers, with 15 affiliated Ameri­ can unions, Including the SlU. Speaking before the Exec­ utive Council of the Maritime Trades Dept., which met In Florida last month, Otero addressed the topic "U.S. Labor Interests In Development Abroad." Excerpts from that speech are reprinted, below, II1 It's A Good Ideal ilv- I'!/ V ir I ' •• 'V"^si'r - " • ^m• A11^' ^11; ' It's a good idea to specialize in skills that are needed today and mean Job security tomorrow. It's a good idea to learn marine electrical maintenance. So take the course. The Marine Electrical Maintenance class starts May 1Z Enroll now. Contact HLS or fill out the application in this issue of the Log. it's o good ideal ." :r • •" • 16 / LOG / March 1980 f / t, k r Jack Otero, vice president of the Brother­ hood of Railway and Airline Clerks. "A threat to peace and prosperity anywhere in the world is a threat to peace and prosperity everywhere in the world. "This is the basic philosophy guiding the- American labor movement in foreign affairs, "What affects working people in Iran, Nigeria, Mexico, Hong Kong, Italy or Afghanistan, inevitably affects workers in this country. "While our main concern must remain domestic issues, we cannot afford to ignore the international connotations of the energy problem, of inflation —unemployment, trade, labor standards. We must also recognize that the gap between the rich and the poor continues to grow. "Selfishly speaking, American labor seeks to preserve the jobs of our thousands of members by maintaining and improving labor and economic standards, while fighting and opposing unfair competition. "In doing so, we also strengthen our own unions and achieve greater bargaining power when facing domestic and international employers. "I am happy to say that these views are shared by a large number of American unions, particularly by those represent­ ing workers in the transport industiy. A total of 15 U.S. transport unions are affiliated with the ITF. Over the years American unions have worked hand in hand with the ITF in fighting flag-of-convenience practices; pooling arrangements by international airlines; crew-ofconvenience practices and in other areas where vital interests of American transport workers have been at stake....! am proud to report the ITF will hold its 33rd World Congress this summer (July 17-25) in Hollywood, Florida. "It is obvious then that there is a definite and growing inter­ dependence among transporta­ tion unions. As the problems of this industry become more complex, the interest of the various transport unions converge, and what affects workers in a single segment of this total industry will affect all segments both at home and abroad. "Moreover, this interdependency is highlighted by corpo­ rate mergers. I am referring to mergers which have taken place in recent years among numerous railroads and airlines,, as well as in the shipping, oil, banking and communications industries. "It is estimated that in the past 25 years U.S. firms established about 15,000 foreign subsidiaries, mostly in manufac­ turing. "This development has displaced U.S. production. It has meant the export of American jobs. It has resulted in the loss of exports to thirdcountry markets. It has meant a growing tide of imports from foreign subsidiaries into the U.S. American workers have been the losers. "But where have these jobs gone? A great number of them have been moved to the Mexican border area where cheep labor is abundant and unions do not exist. The jobs have gone to Taiwan-vto Haiti—to Singepore—to Korea. Let's look at some examples. "Chrysler produces the Colt in Japan...the Valiant in Australia. But Chrysler laid off over 2,000 workers in 1971 in Los Angeles and in recent months it laid off another 2,500. "Lockheed has a plant in Hong Kong employing 1,000 work*ers at *$3 per day. Lockheed also has a Mexican border plant for 300 workers. 1,200 to 2,000 workers in California have lost their jobs. "Who benefits from all this? Draw your own conclusions. But get involved!!" �.t Ogden Champion Committee At Sea 1? Ashore ST Columbia From Apr. 7 to Apr. 17, the ST Columbia (Ogden Marine) from a Gulf port will carry 22,500 metric tons of wheat to either Alexandria or Port Said, Egypt. Sea-Land Sea-Land christened on Mar. 11 the fourth of 12 new Sulzer diesel D-9 containerships to be built. In ceremonies at the Nagasaki Shipyard, Japan, the vessel was named the Sea-Land Liberdtor. The first 745-foot D-9 to be built, the Sear Land Patriot completed sea trials and joined the company's trans-Pacific fleet last month. Ten of the 12 new ships will be assigned to the Far East trades by the end of next summer. Five of the D-9's will sail from the port of Seattle and five will sail from the port of Long Beach, Calif. Recertified Bosun John Little (2nd right) ship's chairman of the ST Ogden Champion (Ogden Marine) leads the Ship's Committee (I. to r.) of Chief Pumpman Gene Berger, educational director; AB George B. McCurley, deck delegate and Cook and Baker H. McBride, steward delegate. The tanker paid off at Stapleton Anchorage, S.I., N.Y. late last month. HEY! Assisted by the Tug Patrick R. McAllister (McAllister Brothers) the 24,773-ton containership SS Sea-Land Venture was out of danger on Mar. 5 after losing her rudder and taking on water. SS President Adams The combo container-break bulk carrier, the '^SS President Adams (American President Lines) last month won the line's Fleet Safety Award for 1979. Last year, the liner sailed 77,000 miles calling lat 43 ports working 385,000 man-hours with no-lost time accidents. 1 SS John Penn The SS John Penn (Waterman) was scrapped in Hong Kong on Feb. 19. Galveston On Apr. 5, voters here will vote on a referendum which could give Texas a second active deepwater oil superport plan on Pelican Is. The facility would provide 500 permanent jobs. The first superport proposed by the Texas Deepwater Port Authority is located at Freeport, Tex. Bayonne, N.J. Demolition of the deteriorated Bayonne-Elizabeth N.J. railroad bridge crossing Staten Is.'s Kill Van Kull Channel is expected to start soon. It had been considered since 1972 a hazard to navigation—especially to Sea-Land vessels entering Port Elizabeth, N.J. and other ships going to Port Newark, N.J. Last month the U.S. Coast Guard let a $3,377,260 demolition contract to the EXPLO C^rp. of Gretna, La. to tear down the 700-foot center span of the Newark Bay Bridge formerly run in 1978 by the defunct Central Railroad of New Jersey. It would take about five months to do the job. El Paso Arzew Last month it was reported that the Coast Guard had won one over the U.S. Navy. It turns out that the Coast Guard's method of making a Williamson Turn is more precise than the Navy's way. According to tests conducted by Capt. James Stilwell of the LNG El Paso Arzew last July on a voyage from the port of Savannah to Arzew, Algeria, the Navy Method doesn't result in a vessel returning down the original track line. Using an empty 55-gallon oil drum both times as a substitute for a man overboard, it was thrown over the starboard bow side. As it passed the bridge wing, an order for hard right rudder to 35 degrees was given. It was held until the ship was exactly 60 degrees off the original course. Then, in the Navy test, when the rudder was turned hard left, the vessel swung to the right 88 degrees off the original course. Hard right rudder to 25 degrees off the original course put the LNG on her original course passing the drum 100 feet to starboard—285 feet to the right off course. In the Coast Guard test, the drum passed about 200 feet down the port side of the ship, only 100 feet to the left of the original track line. Are you going to stay down there on your hands and knees all your life? Get up out of the grease spills. Come to HLS. Toke the FOWT course. Earn your rating. Make more money. Course starts May 8. To enroll, fill out the application in this issue of the Log. Membership Meetings Date Port New York Philadelphia Baltimore Norfolk Jacksonville Algonac Houston New Orleans Mobile San Francisco Wilmington Seattle Piney Point ......... San Juan Columbus Chicago ............ Port Arthur — Buffalo St. Louis Cleveland • J. .uV* •' •' • -1'-1 Deep Sea Lakes, Inland Waters Apr. 7 Apr. 8 Apr. 9 Apr. 10 Apr. 10 Apr. 11 Apr. 14 Apr. 15 Apr. 16 Apr. 17 Apr. 21 Apr. 25 Apr. 12 Apr. 10 Apr. 19 Apr. 15 Apr. 15 Apr. 16 Apr. 18 ........... Apr. 17 2:30 p.m. 2:30 p.m. 2:30 p.m. 9:30a.m. 2:00 p.m. 2:30p.m. 2:30p.m. 2:30 p.m. 2:30 p.m. 2:30 p.m. 2:30p.m. 2:30 p.m. 10:30a.m. 2:30 p.m. UIW 7:00 p.m. 7:00 p.m. 7:00p.m. 7:00p.m. 7:00p.m. 7:00p.m. 'l:00p.m. I 2:30 p.m. 2:30p.m. March 1980 / LCG / 17 m .f �A True SIU Success Story Best Wishes to Paul Hall « My husband is a member of the SIU and I'm proud to say it has been beneficial to both of us. Paul Hall is a credit to his Union, his men and his country. All should be very grateful to him and all his efforts. Hoping that he will be well, and be able to continue as head of his men and his Union. My prayers are with him. Sincerely, Genildlne Madonado Fort Lauderdale, Fla, ! f Pensioners Not Forgotten My wife and I would just like to let the SIU know that it has been a privilege and pleasure to have sailed with this great Union, and that we are not forgotten when we have to retire from shipping. I sailed with the SIU from 1946 to 1974. Fraternally, Harvey & Betty Falrbum Grand Saline, Texas ¥ I Union There When Needed My husband and I want to thank the SIU and the Seafarers Welfare Plan for all the hospital and doctor bills that were paid when we needed help to pay. We wish to thank you again for everything the Union has done for us. Sincerely, Mr. and Mrs. Nick Goresh Newark, N.J. •j!" r I•t.=. f' Repairs Needed, Repairs Made t. .l-y , h-y '.tv i-n^',:- V ' ' • '.•• . :. <•'> .$.••: • v" -; • ^5 • -• This is to confirm the fact that last month an SIU Patrolman came aboard our boat, and did inspect her for unsafe conditions. Thanks to his efforts repairs have been made to the capstan, hull, etc. Other repairs are also scheduled. We the crews at Norfolk, Baltimore and Carolina Line give a hearty thanks to the SIU for getting the job done. Fraternally, Fred Tenkle, Norfolk, Va. (Tug O/ive H) • fv- 1;':AV ••' ' When Needed, SIU Was There My husband, Sammy S. Dulaca died Sept. 22,1^79. At this time I would like to express my thanks for having such a great Union behind me during my husband's long illness. Mrs. Agnes Kiefer from the Philadelphia Union hall was such a wonderful help to me during my long trying times. My Sammy died from cancer. The SIU was wonderful in taking care of all bills including hospital, medicine, doctors apd also home care. I will never forget the SIU. When I really needed help, the SIU was there to give me that help. Sincerely, Mrs. Cadierine Dulaca Philadelphia, Pa. rv • Every journey begins with a single step—and this is no lie. When my father fled the fascist regime of Franco's Spain, he began a new life in a New World. His dream was that one day his children would be educated Americans. Unfortunately, his untimely death caused some financial difficulties in our family and, at 16,1 left my home and my education behind and Joined the SIU. The money was good, the travel fantastic, the work was hard, and the people were always different. Eight years later I found myself at H.L.S.S. With much personal help and loads of encouragement I was tutored for the G.E.D. high school equivalency. After a couple of weeks of intensive study and review, I took the exam and, lo and behold, I passed with flying colors. I was elated! With this achievement under my belt, I enrolled in the lifeboat and A,JL- upgrading programs. During the short time I was learning to be a competent seafarer, the staff at H.L.S.S. encouraged me to take the college entrance exams and apply for an SIU college scholarship. For me, such talk at first seemed as unbelievable as pyramiding overtime. As most of my former shipmates will recall, I was far from your ideal student type. And yet, what did I have to lose? So, with the help of the entire staff of the school—as well as my classmates at H.L.S.S., I did it. I did well on the exams and was awarded a four-year $10,000 SIU scholarship to attend the school of my choice! Today I am finishing the fourth year at Reed College, Portland, Oregon. I expect to graduate with a B.A. from the Department of ^ History and Social Science with a major in Political Science. As part of my requirements for graduation, I am writing a thesis on Industrial Democracy. That is, worker participation in the decision-making process at work. I am interested in the effects of workshop level participation on the participation in the political arena. For example, do people participate more in politics if they help shape decisions at work? As I look to the future, at what I might do with my education, 1 often look to the past first. I am always conscious of the fact that if it had not been for some very progressive sailors joining together, forming a union, and seeking to better the lives of themselves, their families, and the next occupant of the focsle, there would be no realization of dreams such as mine. It is possible for me to attend school on a sound financial foundation solely because of the collective efforts of all SIU members—some of whom paid for my tuition with their blood on the picket line. Although, come graduation day. T will be very proud of my own personal accomplishment, it is to those of you who have built this union, and to those who are now seeking to enhance the accomplishments of our Union, to those of you who paid assessment after assessment, dues, S.P.A.D., and especially those who have stood on the picket lines that the true accomplishment and pride in what you have accomplished is due. My gratitude will not be short lived. I can only hope that someday, somehow, I may find a proper way to thank-you, for words cannot express my feelings. Fraternally, William A. Lopez ID L-1040 SIU Takes Care of Its Retirees As a retired member of the SIU since 1964 due to disability, I again wish to express my appreciation for all the Union has done for me in the past, the present and in the future. Were it not for my pension to supplement my Social Security, plus the SIU Welfare Plan for all my medications, my wife and 1 would be force^to live with one of our three married children. We are both m our late 70's and independent of our family due only to one of the best Unions in the country. Thankfully and fraternally, Alexander McCuUough Wenonah, N.J. 187 LOG / March 1980 . �T HE principles of freedom Fight Over MSC Tanker Jobs Still Sizzling penned by America's Found­ ing Fathers 200 years ago are.the granite on whkh this nation rests. • Those principles, and the laws which Congress has passed in the years since to back them up, are universal. They were meant to apply to all of the people, all of the time. As the U.S. government and national industry got bigger and more powerful, new laws and regulations had to be enacted to protect the less powerful. The Service Contract Act is such a law. Enacted in the early l 970's the Service Contract Act was passed to keep workers laboring under gov e r n m en t c on t r a c ts fr om being short-changed by making sure government d oes contracting n o t negatively a f fect prevailing labor standards. But the U.S. Navy's Military Sealift Command doesn't think they should have to comply with the Service Contract Act. The MSC has applied Jo Secretary of Labor Ray Marshall for a Service Contract Act exemption for the operation of nine tankers. Until last summer, those nine tankers-five T-5s and four Columbia-cl ass vessels-were operated for the MSC by SIU­ contracted Hudson Waterways Co. and Cove Tankers. "W h.e n the c.ontract with a rid Co�e fri Nov., 1978, the MSC issued a request for proposals on a new it ud' � on .. \ e�pired . . cial operators. The language of that request is that entered bids on the opera­ clear. "The contractor," it states, "shall pay the officers and crews tion of the nine tankers used the SIU Standard Tanker Agree­ serving aboard these tankers equal to the applicable standard a g ree m e n t s industry." .. The t h r e e SIU-c o n t r a c t e d c ompc:inies , (i ncluding both Cove and Hudson Waterways), contract from U.S. flag commer­ union . .. x: ment as guidelines. But Trinidad, with the concurrence o f the NMU, sent in a bid which did not for the come up to par with the NMU's In April, 1979, the MSC awarded the new contract for standard contract. the bidder whose contract the MSC, seamen receive for t h e i r v a ca t i o n b e n e f i t t h e Under Trinidad's contract with operation of the nine tankers to proposal way undercut all others. equivalent of only five days' pay That bidder was NMU-con­ for every 30 worked, as opposed tracted Trinidad Oil. Official PvbHcation of the Seafarers lnternaTionol Union of North America, Atton1ic, GuH, lakes and Inland Wo19" Dittrkt, AFl-CIO March, 1980 Vol. 42, No. 3 President Joe DiGiorgio Executive Vice President Secretary-Treasurer Angus "Red" Campbell Mike Sacco Vice President Leon Hall Vice President Joe Sacco Vice President Vice President Editor Ray Bourdius Edra Ziesk Mike Gillen Assistant Editor Assistant Editor Assi.rtant Editor West Coast Associate Editor �onpour Marietta Hom Assistant E itor Frank Cianciotti ·writer/ Photographer '- 389 Marie Kosciusko Administrative Assistant ' . ...� ... to the 14 vacation days specified in standard NMU contracts. In addition, the NMU agreed to cuts Max Siegel Hall Assistant Editor Dennis Lundy Photography George J. Vana Production/ Art Director Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL·CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage paid at Brooklyn, N.Y. (ISSN #0160-2047) But those 167 jobs are not the only issue at stake. In accepting a substandard contract bid, the in pension and welfare contribu­ tions totalling $7 per man per MSC acted in flagrant violation From where we sit, that's a substandard contract and a clear violation of the Service Contract asked the Secretary of Labor to s a nc t i o n t h a t v i o l at i o n and exempt them from compliance day. Act. We took the matter to court of the Service Contract Act. And, adding insult to injury, they've with the Act in this case. The exemption request un­ last summer seeking first, a bar to leashed a storm of.protest from and second, a ruling which will A FL-CIO's Maritime Trades and Building & Construction Trades crew turnovers on the nine vessels authorize a new, fair bidding process where the guidelines are clearly spelled out; where nothing p l o y ees r ec e iv e d u n d e r the previous a g r e e m e n t will be individual unions as well as the Departments. M o s t r e c e n tly, AFL-CIO President Lane Kirkland sent a l e t t e r t o L a b o r Se c r e t a r y Marshall urging him to vigor­ o u s l y e n f o r c e th e S erv i c e We lost round one when the Contract Act. Secretary Marshall has not yet turnovers and the tankers have But we are confident he will accepted. court refused to halt the crew James Gannon Don Rotan � ',: ·. ·-·� less than wages a n d fr inge benefits equal t o what em­ Executive Boord Paul Hall Frank Drozak . issued his decision on the MSC. been operating with NMU crews uphold the intent of the law as however, is now in appeal with a final ruling expected in July, workers to maintain a decent standard of living. our legal forces because 167 say that some U.S. laws apply si n ce l as t J u l y. T h e c ase, 1980. And we've marshalled all unlicensed jobs a board those nine tankers weigh in the balance. well as the rights of American To do otherwise would be to only to some of the people, some of the time. March 1980 I LOG I 19 ------ ----·-----·· -····--·--·�-�·�· -,-� ·-- �J _ 1. I •- , V ' •A • / ^ -'..-.J ' -v". • • ••• ; - • • - •. -.;;,r. ;»: • • • •>!i • -' ""-K .• iUirf # :- !• ; ^ •• i|; I r" ^ - -f:''--••• • ^ Looking things over in the Bay Ridge's engine room is Eddie Jordan one of supertanker's QMEDs. ^rnimmmi^mL ••mBmmi^ Chief Cook A. Minors,(l.) and Chief Steward Roberto Hanniban make sure the crew is well fed before weighing anchor for the maiden voyage. Everyone likes to eat, but not everyone likes to Clean-up. Like it or not crew messmen teeSpan'hSfdsfSfah^'' °'"ashing dishes. Watch - • ^'2°y^"9^^^''|.®J'ji«^from^heteiddaychoresare(l.tor.)GSU'sQuentinRobert^ •"'4 • ^V/ ••;••". V 5 . - jV •i" r -.:• I-; ' -.^tt t 'K '^•* , ?"«' ..^?- -f-'. ••M ;r Rush .'^ •', " 5'' ^" *" - ' '"T-iv;.' - ' '-V: '^ u. f'. '.f .'.• j-" j'.t;. '•-.•.ii-'Crv ' •- •• i • • . V i:!':• • h: . '• •-••• • I-" fer.: - : pp'';: • . ynr ,a J ^ -W :M' ^; ^§^:^^VAw,v - • " '• • - • -is T HE latest ship to take on an SIU crew, the TTBay :•• •. •• :4 " - .. • The 7T Bay Ridge lies in the Waters off the-Brooklyn community from which she got her name the vessel w^on7v themT!!^ enough to have her stack set in place by shipyard workers before embarking on her maiden voyage Bay Ridqe Hke her thmp sister-ships. would not fit under the spans of New York Harbor's bridges with the smokestack in place. e her three Brooklyn and made way to Alaska for a load of North Slope crude. Although the supership passed sea-trials over a year ago she was left stranded at the yard unable to find an oil cargo to fill her capacious hull. The Bay Ridge, like her three sister-ships, Brooklyn, Williamsburgh and Stuyvesant was built at the former site of the Brooklyn Navy Yard with a construction subsidy granted under the Merchant Marine Act of 1970. SIU members boarded the supertanker on February 19th and the mammoth was •• • } '''.i)k^': ,1ft •, • ,; • ••- My'^r.- '-i-' •'•-V-^ • ''iV-.-'."'k-- ' • r " 5; , / - ••r.-. •••', , / Tankers) fmal ^ Shipbuilding Yard in • .Jt- • • -1; rj^f. n'::"' • '''I •; T« 'i': ' Some of the crew gathered on the deck just before receiving'instructions on thP 9hin'^!'fL^ Mike Michaelson. 3rd Mate; William Thom and P. J. Burke. AB's; Steve Homka equipment. They are (I. to r.); kneeling in the foreground K. Karamidas. wiper. ' ancl Rick Worzel, AB's and a skht tO behold as they li^r from the maneuvered her Ironi ' I Brooklyn yard tnroug" ^ | Narrows Straits and past the Brooklyn community whose name she bears. From there, she ducked under the Verrazano Bridge and sailed out of New York Harbor. She probably will never return to the area because of her deep draft (over 70 feet when fully loaded). Cruising at a speed of up to 14 knots the Bay Ridge and her crew are expected to reach Long Beach, Cali­ fornia in about 48 days. They won't be able to pass through the Panama Canal and must instead take the long way around Cape Horn and up the west coast of South America before reaching the California port to take on bunkers. Then it's north to Alaska l^or a belly full of that black gold from ABWilliamM. Thom only stopped long enough to have his picture i>ortn Slope. taken as he alerted crewmembers to an upcoming fire andboat drlll. i • •• -SJ 1 • , 1;- - .;=55' AB Fred Galvin stands gangway watch some 70 feet or so from the waterline. '• V!?f ' 'Y M ''• i - Ml '•"i -yr'ri'j; \ " »•- / :w • • V^ • Bos'n Steve Homka is on the hom with the mate trying to find out when the Bay R/dge will sail. 21 • ll' ll- • P- 'M • • im: ;KH&-, } • J : • ' • I? I. , •1^ •— » :V 'I '* ' -jM .L. giiA: i-.d" -...'ilf^ > 1. j _! �m 1^0: " ••fi:? •• '• Drugs: A Minute or PecadeS/ They^ll Get You! "W n W HO uses drugs? If you ask several people that question, they'd probably answer; poor people use them as an escape. And teenagers experiment with them. You want to know who uses drugs? The answer is every­ body does. Drug abuse in this country is not isolated to any one regional or ethnic group. There are drug abusers in every area of this nation, from Main Street to Broadway, from the smallest village to the biggest city. Drug abuse crosses racial, cultural, social and economic lines. The Federal Govern­ ment said recently "drug abuse In the United States has evolved from an acute to a chronic problem...Involving millions of people using hundreds of substences." What does that mean, exactly? What are the conse­ quences of drug use? Just about everything you read on drug abuse and any expert you talk to will tell you the same thing: the conse­ quences of drug abuse differ. But everybody you talk to, without exception, says there are consequences. And they range from death, to injury; from crime to broken families :o deteriorating neighbor­ hoods. ^ We are only beginning to understand the consequen­ ces," of drug abuse, the government says. "We will undoubtedly learn more in the next few years." If you're a drug user, are you willing to wait? What do you do if doctors and scientists find out five years from now that the one joint a day you're smoking or the cocaine you're using once a week causes permanent mental or physical impairment? And what do you do about a kid brother or a teenage daughter who's "just messing around" with drugs? Do you look the other way? Even if you're told by the Council on Drug Abuse that "psychologi­ cal or social development may be impaired or delayed by chronic intoxication"? The consequences of drug abuse vary. It depends on how many different drugs you use and for how long you use them. The consequences of drug abuse may also take a while to show up. According to the Council on Drug Abuse "the time-lag between drug use and any evidence of damage can vary from minutes to decades." Taking drugs Is like playing Russian Roulette. It's Just a matter of time until your num­ ber comes up. I Help Your Brother Down the Road eeing a blind man walk down a street makes the rest of us thankful for our sight. Perfect strangers, as well as friends, don't hesitate to offer a guiding arm to the blind because we all think it must he a terrible thing to he unable to see where you Ye going. An alcoholic cant see where he's going either, only alcoholics don't have friends. Because a friend wouldn't let another man blindly travel a course that has to lead to the destruction of his health, his job and his family. And that's where an alcoholic is headed. Helping a fellow Seafarer who has a drinking problem is just as easy—and just as important—as steering a blind man across a street. All you have to do is take that Seafarer by the arm and guide him to the Union's Alcoholic Rehabilitation Center in Valley Lee, Md. . Once he's there, an alcoholic SIU member will receive the care and counseling he needs. And hell get the support of brother SIU members who are fighting the same tough battle he is back to a healthy, productive alcohol-free life. The road back to sobriety is a long one for an alcoholic. But because of ARC, an alcoholic SIU member doesn't have to travel the distance alone. And by guiding a brother Seafarer in the direction of the Rehab Center, youll be showing him that the first step back to recovery is only an arm's length away. S Alcoholic Rehabilitation Center I am interested in attending a six-week program at the Alcoholic Rehabilitation Center. I understand that all my medical and counseling records will be kept strictly confidential, and that they will not be kept anywhere except at The Center. Name Address Book No. (Street or RFD) (City) (State) Telephone No. MaUto: THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 or call, 24 hours-a-day, (301) 994-0010 22 / LOG / March 1980 (Zip) ' .'-i Bl - ' J- " ' 4 �i- SIU Atlantic, Gulf, Laka & Inland Waters United industrial Workers of North America PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak FEB. 1-29,1980 •TOTAL REGISTERED AH Groups ClassA CiaisB ClassC TOTAL SHIPPED All Groups ClassA ClassB ClassC ••REGISTERED ON BEACH All Groups ClassA ClassB ClassC DECK DEPARTMENT Port Boston New York Philadelphia Baltinrtore Norfolk Tampa •••%••••••••••••«••••••••••••••••«• Mobile New Orleans Jacksonville San Francisco. WilmlnHton ... Seattle Puerto Rico ... Houston PIneyPoint ... Yokohama — Totals 9 82 6 14 21 6 14 32 21 28 16 11 4 60 1 0 325 1 25 3 6 5 5 7 13 9 8 6 2 0 15 2 0 107 1 6 0 4 4 0 0 1 4 1 4 4 1 8 0 0 38 7 74 4 9 14 8 8 73 21 22 24 17 13 72 1 1 368 0 3 1 2 4 0 0 0 1 5 5 4 1 8 0 0 34 3 41 3 5 11 28 8 14 13 11 3 38 11 3 198 9 138 9 33 37 8 37 107 53 74 23 63 19 116 0 0 726 4 46 8 18 15 5 10 22 ,13 "15 15 6 3 19 0 0 199 3 16 2 E 7 4 2 7 7 7 10 27 3 9 0 0 110 4 142 19 26 24 6 27 77 32 75 21 51 7 78 0 1 590 2 88 5 17 11 6 11 22 17 24 8 12 5 21 0 0 249 3 19 2 5 5 2 0 2 4 6 13 9 0 8 0 0 78 1 46 2 14 21 3 28 58 18 25 14 31 8 65 0 0 334 1 36 3 5 6 0 0 5 4 4 2 2 4 10 0 1 83 0 9 1 1 1 3 0 6 3 7 12 15 2 4 0 0 64 4 34 8 22 7 3 12 32 9 26 1 19 16 19 0 1 213 10 220 36 47 38 17 28 72 52 34 32 35 29 83 8 1 742 7 119 8 12 26 8 4 45 15 34 106 36 14 65 0 0 499 1.863 1.273 751 ENGINE DEPARTMENT Port 1 60 5 19 16 6 9 27 14 32 9 8 6 30 1 1 244 Boston New York Philadelphia .. Baltimore Norfolk Tampa Mobile New Orleans.. Jacksonville .. San Francisco. Wilmington ... Seattle Puerto Rico ... Houston PineyPoint ... Yokohama.... Totals 1 5 1 4 2 2 0 0 0 2 7 0 0 6 0 1 31 2 36 6 8 7 2 4 5 11 15 3 2 1 14 1 0 117 I 49 4 8 9 3 9 41 18 25 II 8 12 45 1 0 244 0 3 1 1 1 2 0 0 0 1 3 3 3 3 0 1 22 4 28 3 5 7 4 2 21 2 11 5 8 4 20 8 2 134 STEWARD DEPARTMENT Port Boston New York Philadelphia Baltimore — Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals ; 0 30 1 4 11 1 6 16 17 10 7 4 0 24 0 0 131 0 3 0 0 0 0 0 1 0 2 2 1 0 2 2 0 13 2 13 0 3 4 0 0 2 2 0 2 0 1 3 6 1 39 1 39 5 12 5 3 5 31 12 5 8 4 17 17 1 0 156 4 35 3 4 4 1 5 23 6 5 6 4 21 .21 44 0 168 0 2 0 0 4 0 0 0 0 1 7 0 1 1 2 0 17 ENTRY DEPARTMENT Port Boston New York Philadelphia .. Baltimore Norfolk Tampa Mobile New Orleans.. Jacksonville .. San Francisco. Wilmington ... Seattle Puerto Rico ... Houston Piney Point ... Yokohama Totals Totals All Departments 2 24 , 1 6 5 1 3 9 5 11 2 3 3 7 0 0 82 4 77 14 24 27 8 9 20 26 22 16 5 11 42 55 1 361 624 3 36 2 2 13 3 1 16 4 10 40 7 3 13 0 0 153 235 768 500 73. •"Total Registered" roeaiK the odmlier of men who actually registered ••"Registered on the Beach" means thetotilnum^^^^ SlUppta. in .he „»n.b of Febn^ ™ people. SUppint b expectetl to remain go^ *o excellent for the foreseeetie tuture. . HEADQUARTERS 675 4.Ave., Bklyn. 11232 ALGONAC, Mich <212) HY 9-6600 520 St. Clair River Dr. 48001 (313)794-9375 ALPENA, Mich. ..800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617)482-4716 BUFFALO, N.Y.. .290 Franklin St. 14202 (716) TL 3-9259 CHICAGO, 1LL.9383 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 COLUMBUS, Ohio 4937 West Broad St. 43228 (614) 870-6161 DULUTH,Minn. 70S Medical Arts Building 55802 (218) R A 2-4110 FRANKF(»T, Mich P.O. Box D 415 Main St. 49635 (616) 352-4441 GLOUCESTER, Mass. 120 Main St. 01903 (617) 283-2645 HOUSTON, Tex.... 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala. .. 1 S. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. ' •It •t^l 630 Jackson Ave. 70130 (504)529-7546 NORFOLK, Va 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky. ..... .225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa 2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, Tex. .534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. 1311 Mission St. 94103 (415) 626-6793 SANTURCE, P.R. 1313 Fernandez, Juncos, Stop 20 00909 (809) 725-6960 SEATTLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Ha 2610 W. Kennedy Blvd. 33609 (813) 870-1601 TOLEDO, Ohio ... 635 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 408 Avalon Blvd. 90744 (213) 549-4000 YOKOHAMA, Japan ...... P.O. Box 429 Yokohama Port P.O. 5-6Nihon Ohdori Naka-Ku 231-91 201-7935 West Coast Stewards Halls HONOLULU, Hawaii 707 Alakea St. 96813 (808) 537-5714 PORTLAND, Or.421 S.W. 5th Ave. 97204 (503) 227-7993 WILMINGTON, Ca 408 Avaloh Blvd. 90744 (213) 549-tOOO SAN FRANCISCO, Ca. 350 Fremont St. 94105 (415) 543-5855 March 1980 / LOG / 23 •- .1 I �-V .. .'J; . :-/• (r) 1 <•' |f;r I.V- K N. l,.|. ;»-• High School Equivalency Program Success The Key Below. The GED program at HLS gives seafarers the chance to get a high school . diploma. This program Is designed just for seafarers and Is very different from an ordinary high school. Top Right. Every student In the high school program gets lots of Individual help. Bottom Right. A pre-test helps the Academic staff make up a program for each student that will teach him Just what he needs to know. tS( •v I'- •h i'^' JOHN ROZMUS. "It is amaz­ ing the amount of learning the teachers can help you with in so short a time." ^r J 'i i MIKE MEFFERD. "i don' think people realize the good opportunities at HLS. The Lundeberg School is the best thing that could have happen­ ed to me." 1• V. i •s / I want to be a high school graduate. Send a GED applica­ tion kit to this address: Address ~ "SfafT City l\p Code Book Number. Social Security Number. Do you have one year of seatime with the SiU? • Yes • No .i I You can be a high schooi graduate, too! Write to HLS and ask for your ap­ plication kit today! Name (Please print) •\i fJ ? 4 1 BILL ECKLES. "The program is terrific, i received a lot of personalized help whenever I needed it." •/!• The Harry Lundeberg School Is helping seafarers and boatmen become skilled In vocational and academic areas. So far, 75 SlU members have achieved their high school diplomas through the GED program at MLS. The Instruction In the high school equivalency program Is unique. An Individual course of study Is set up for each seafarer. Pre-tests help the Academic staff determlne the sklite the seafarer needs to pass the high school equivalency exam. Each seafarer In the high school program studies grammar, social studies, science, math and reading skills. The teachers work with each person so he can learn about all of these areas. And most seafarers continue their education after getting a diploma. Boatman Alexander Borawick of Baltimore got his diploma through HLS. Because of the skills he gain­ ed, he decided to get his towboat operator's and pilot's license and Is now successfully working In Baltimore harbor. Seafarer Bill Lopez achieved his high school diploma In 1975. He was awarded a Seafarers Welfare Plan Scholar­ ship and has been attending col­ lege to get an undergraduate degree. He also plans to attend law school. There are many, many more examples of seafarers and boatmen who took advantage of the GED program as their first step up In Improving their education. You can be one of the success stories, too. The high school equivalency program Is open to all seafarers and boatmen- in good standing. No matter when you left school or how old you are, the Academic staff at HLS can help you become a high school graduate. You can attend the pro­ gram for about four to six weeks and leave HLS with a high school diploma. Take the first step In getting a diploma. Fill but the coupon oh this page and send It to the Academic Education Department at HLS. / Join the Gallery of Graduates! 24 / LOG / March 1980 Mail this coupon to: Harry Lundeberg School Academic Education Department Pihey Point, Maryland 20674 J ••.J, ->' .igfafe �After 2 Adventurous Years, Home Is the Sailor Saga of the R/V Anton Brum Following is Chapter V, the final chapter, in the saga of the R/V Anton Bruun, one of the more unusual vessels ever crewed by SlU members. She was a research vessel, which partic^ated in a 28-moHth research cruise in the Indian Ocean in the early '60s. It was quite a trip. Chtpter I appeared in the A ugust 1979 issue of the Log, Chapter II appeared in the Sept. issue, Chiqjterlll was in the January 1980 edition, Chtpto" IV in the Feb. 1980 Log. by 'Saki Jack*" Dolan were bombed most of th; time. You can bet that many a transaction of all sorts was made daily in good old Port Suez. We were supposed to stay just long enough for bunkers and sup­ plies. Well, it did not pan out this way. Most of the crew and scientists went uptown and disappeared. The police, immigration, and customs guards could not locate them in time to sail with the tide, so we had to remain overnight. The next day the Captain went uptown, and was gone all day long. The Chief Mate had the crew prepare to sail, and stood by waiting for the Captain to return. Everyone enjoyed Las Palmas, what with all the beautiful girls to be had. It's a wonder any of the crew came back at all, after two years in the Indian Ocean. Finally the Captain returned, and gave orders to sail with the tide, regardless of who was ashore. We did, and four crew members were left behind: the 3rd Engineer Smitty, Pete the oiler, one wiper, and the 3rd cook Ray­ mond. Smitty was a big winner in the shipboard dice game (several thous­ and dollars), and was due to be drafted upon his return. So he decided to have one more. fling before reporting to Uncle Sam (everyone agreed this was a grand idea). I heard later, they were holedup in one of the nicer places out in the country, and a great time was had by all. ^ heard nothing but accolades about Las Palmas all the way home, from scientists and crew-members alike. I had been there many years before when I was just starting to. sea, and remembered Las Palmas as a good port for Seamen. We had a great crossing of the Atlantic for a change, as you get damn few of them (even in the summertime). SUEZ CANAL Just a few miles into our journey through the Suez Canal, we were hit by a severe Sand-Storm. These storms come up all of a sudden with no warning, and can cripple a ship trying^to make it through the Canal. The usual procedure is to anchor close to the bank, and ride them out, as you cannot see a thing until they blow over. Fortunately, we had only this one, and it did not last very long. Guns were mounted on both sides of the Canal, and we were entertained with a shell or two every once in a while. Orders were to stay inside and off the deck at all times. All hands ignored this, and we were quite lucky no one was shot at. I was aboard two ships in Vietnam where seamen were shot at, and hit. • There is little to say about the Suez Canal. It is cut right through the desert. And believe me, that is all you can see on either side. No tropical growth like the Panama Canal—just sand, sand, sand. our final visit to Durban, South Africa, we received orders to sail for home via Port Suez, the Suez Canal, Port Said, (all in Egypt), and Las Palmas in the Canary Islands off the. coast of Africa. The weather stayed in our favor for a change, and we hugged the coast all the way to Port Suez. Upon arrival, word came down from the Bridge that we would be here in Port Suez for several days, and you could go ashore "At your own risk." It seems the Arabs, the Israelis, and the British Army were having PORT SAID their own little war. Hand-grenades I was glad to get to Port Said, as I were frequently thrown into bars, had been there many times with night-clubs, and restaurants, or any other place they felt like tossing cotton, grain, etc., and had stayed there for 30 or more days at a time, them. It was sort of a "Greeting of the day," hence the "Go ashore at and I knew many local people. I love the market place in Port your own risk" sign. Said. I spent rhany hours there This grizzly warning did not seem wandering around window shop­ to keep anyone aboard that I could ping. see, except the "Watch," and they Our scientists went to several were all anxious to get relieved, so scientific meetings, and one day they could venture ashore. invited 450 school children aboard Port Suez, being a Ca.nal City was very busy, with ships of all Nations for a toiir of the ship. I was requested coming through at all hours, and to prepare food and drink (cake or crews coming ashore for just a few cookies, Koolaid, and fresh-fruit), hours entertainment, of which there which we did, and served same. All hands were requested to w|s plenty. remain on board and act as shipThere was all types of entertain­ guides. The children all showed up ment to be had here, if you didn't on time, and a grand time was had mind a few hand-grenades for by all. dessert. Apparently this did not I always received a liberal educa­ bother anyone from the mobs of tion ashore at "foreign-food-mar­ sailors ashore having a good time. kets" wherever we happened to be in I went ashore and had dinner in a the World. By checking the local nice restaurant on the second-floor. prices, I could always see how much 1 figured this would be much safer we were robbed of when the local being upstairs. Well, just a few ship's chandler sent the bill on moments after we finished a very board. It was really something (even excellent dinner and had walked less in the USA). And there is nothing than a half block away, some restless you can doabout itbut pay(through native threw a few hand-grenades the nose). The cheapest place to take into the place. Mucho damage, but on stores is New York City (or it was no injuries thank God. back when I was still going to sea). Well this wonderful greeting to All hands had a ball in Port Said, Port Suez did not set well with me, much more so than Suez. and I decided to return to the ship LAS PALMAS, and stay, which I did. CANARY ISLANDS Oscar Wilde's thoughts that "sin is The Canary Islands belong to the note of vivid color that persists in the modern world," would sure be in Spain; and is sort of the Bahamas to Europe. It is tropical, off the coast style here in Port Suez. of Africa, and many "cruise-passenNarcotics were easily come by (as in all cities in this part of the world), ger-ships" run there from all over and a good percentage of the locals Europe. we never had any beefs (we took care of all beefs before any pay-off). oEveryone headed for home, and after a few days I headed for the West Coast. All in all, it was a wonderful Cruise, and everyone had a good trip. The R/ V Anton Bruun was a credit to the SIU at all times. I still wish I had the Crew-List that I lost. I cannot remember names (and never could), so I cannot mention any of my shipmates by their given names. We had many good times during this cruise, and I cannot say enough about the SIU members that sailed on the /?/ V Anton Bruun on her "Indian Cruise." Little Ray Evans (our 3rd cook) was one of the best I ever sailed with, and he has sailed as Chief Cook and Chief Steward ever since (his father has been sailing as Bosun in the SIU for many years). Pete Fault (our 12 x 4 oiler), upgraded to Engineer shortly after his return home. Chico Toro (our excellent Chief Cook) was drafted upon his return, arid served in the infantry in Korea. Hank the Bosun and I spent a few happy days at the "Big A" Racetrack before I departed for the West Coast. The R/ V Anton Bruun was overhauled, and readied for andther two-year-cruise to South America. I did not care to make this Cruise as I did not want to spend two years in South America. Goodbye for now, and Smooth Sailing Ahead to All-Hands ^.. HOME IS THE SAILOR . . . About seven days out of Las Palmas, we steamed into New York harbor and tied up at Staten Island in Brewer's Shipyard. All hands were worried about the gifts they had purchased and what the U.S. Customs would charge. Customs is known among seamen for their passion to collect all the "Duty" they can collect, especially after a long voyage like the 28month-trip we had just finished. Well, lo and behold! Word came down from the bridge that Customs would not be coming on board, and we would be given "Carte Blanche," just like it was all over the ^orld. You can be sure this made all hands jump with joy. There were quite a few family members of the crew waiting for us, and they all came aboard as soon as we were cleared by Immigration. My good buddies Joe DiGiorgio and Luigi lovino were still common ordinary SIU Patrolmen back then and they came aboard to pay us off. The pay-off was smooth as usual, as 'Saki Jack*^ March 1980 / LOG / 25 . r.'. I-C �'•Jgc/flKrHCtmt-irtr. 'yjfiST^- '.r»-n.i^t=;-~''-r<r'-=^« . \ ••..-•"'..WT'I ' %:;v' Legal Aid /n the event that any SIU members have legal problems in the various ports, a list of attorneys whom they can consult is being published. The mem­ ber need not choose the recommended attorneys and this list is intended only for informational purpo.ses: NEW YORK, N.Y. Schulman & Abarbanel 350 Fifth Avenue New York, N.Y. 10001 Tele. #(212) 279r^9200 •? 5.-" BALTIMORE, MD. Kaplan, Heyman, Greenberg, Engelman & Belgrad Sun Life Building Charles & Redwood Streets Baltimore, Maryland 21201 Tele. #(301) 539-6967 HOUSTON, TEX. Archer & Peterson Americana Building 811 Dallas Street Houston, Texas 77002 Tele. #(713) 659-4455 TAMPA, FLA. Hamilton & Douglas, P.A. 2620 W. Kennedy Blvd. Tampa, Florida 33609 Tele. #(813) 879-9482 SAN FRANCISCO, CALIF. John Paul Jennings, Henning and Wash 100 Bush Street, Suite 1403 San Francisco, California 94104 Tele. #(415) 981-4400 \ t: •i - )• i•.§: •:l •:;. Overseas Arctic Crew Saves 4 in Soiilsoat In the highest tradition of the sea. Seafarers and officers of the ST Overseas Arctic (Maritime Over­ seas) responded to a nighttime SOS to pluck a U.S. colonel and his family off their stranded sailboat on a Panama island on Feb. 20 in 47 minutes! Enroute at 3:25 a.m. from Puerto Armuelles, Panama to Balboa, Panama, the tanker picked up the Mayday call from the sailboat aground off of Bona Is. Immediately, the master, Capt. John Hunt diverted his ship to get her in as close as possible to the stricken craft and her occupants signaling with flashlights. Recerti­ fied Bosun Floron Foster and his deck gang manned a lifeboat to rescue Col. Paul D. Anderson, his wife, Murill; a son, Ross and a daughter, Karry from the sailboat. Aboard ship,- Chief Steward Ernest R. Hoitt supplied them with hot coffee, breakfast, towels and blankets. Long Lines Seamen Due Unclaimed Wages The following seamen should con­ tact Mrs. P. Stutzman at Trans­ oceanic Cable Ship Company relative to discharges and/or un­ claimed wages at this address: Mrs. P. Stutzman, Transoceanic Cable Ship Co., 201 Littleton Road, Morris Plains, N.J. 07950. NAME 'rf V; - '1"•'1' . Vin .":^' •' >• NEW ORLEANS, LA. Barker, Boudreaux, Lamy, Gardner &. Foley 1400 Richards Building 837 Gravier Street New Orleans, Louisiana 70112 Tele. #(504) 586-9395 -S'- •'I 'i I 3-5' 1? ' I • 220-86-0828 080-05-9220 025-14-5158 098-28-4844 217-74-2857 220-66-9906 544-34-1040 577-68-4864 Colin T. Cagle William H. Carney Ronald R. Carraway Martin Fay Edward J. Gerena 155-52-9249 219-68-8783 371-26-2421 117-30-5351 097-46-4131 Dispatchers Report for Inland Waters FEB. 1-29,1980 •TOTAL REGISTERED TOTAL SHIPPED ANGroups ClassA ClaMB ClassC ; Mobile NewOrleans Jacksonville San Francisco 0 1 0 0 00 000 5 3 1 0 0 ,0 103 21 1 4 4 4 0 0 Wilmington Seattle PuertoRico Houston.. PortArthur Algonac SLLouis... PineyPoint 14 0 0 0 0 5 000 0 0 1 4 6 1 7 7 8 0 0 0 303 12 0 0 Paducah Totals 3 45 5 29 30 56 Port LOS ANGELES, CALIF. Fogel, Julber, Reinhardt & Rothschild 5900 Wilshire Boulevard Los Angeles, California 90036 Tele. #(213) 937-6250 MOBILE, AHA. Simon & Wood 1010 Van Antwerp Building Mobile, Alabama 36602 Tele. #(205) 433-4904 Seattle PuertoRico Houston PortArthur Algonac St. Louis PineyPoint AIIGroups ClasaA ClassB ClassC 0 0 0 0 00 000 0 0 0 0 0 1 000 0 1 0 0 20 000 11 15 4 0 0 0 837 0 0 0 0 0 0 000 6 5 5 3 0 3 000 000 1 0 1 000 O O 'l 232 13 1 2 0 0 0 002 12 0 0 1 29 1 5 3 12 . 4 2 1 10 12 10 19 84 7 71 128 196 000 0 0 1 8 95 9 10 19 0 0 0 6 5 13 0 0 0 ENGINE DEPARTMENT ;... Wilmington Paducah Totals **REGISTERED ON BEACH AIIGroups ClassA ClanB ClassC DECK DEPARTMENT Boston NewYork Philadelphia.. Baltimore Norfolk Tampa Boston NewYork.. Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco DETROIT, MICH. Victor G. Hanson 19268 Grand River Avenue Detroit, Michigan 48822 Tele. #(313) 532-1220 GLOUCESTER, MASS. ' Orlando & White Two Main Street Gloucester, Massachusetts 01930 Tele. #(617) 283-8100 SEATTLE, WASH. Vance, Davies, Roberts, Reid & Anderson 100 West Harrison Plaza Seattle, Washington 98119 Tele. #(206) 285-3610 CHICAGO, ILL. Katz & Friedman 7 South Dearborn Street Chicago, Illinois 60603 Tele. #(312) 263-6330 Kevin Grzech John H. Hoffman Manuel S. Netto Telesforo Soto Jerome Waters Roger Williamson Richard Yakel John A. Yoklavich SS# Port Philip Weltin, Esq.. Weltin & Van Dam No. 1 Ecker Bid. San Francisco, Calif. 94105 Tele.#(415) 777^500 ST. LOUIS, MO. Gruenberg & Sounders 721 Olive Street St. Louis, Missouri 63101 Tele. #(314) 231-7440 Col. Anderson added they had been but two miles off Lancna Marlin Is. off Balboa as the wind waned and the current sent them aground. Later the Andersons were put ashore in Balboa as the Overseas Arctic transited the Panama Canal bound for Yabucoa, P.R. In talking to the colonel, the steward said that he told him "they had set sail five days before for a three-day voyage. But was unable to reach their destination because of no winds and loss of auxiliary engine." Just after he sent out his last SOS, his battery-operated radio konked out. 0 0 0 0 00 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 . 0 0 0 1 0 0 000 0 0 0 00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 3 000 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 1 0 0 0 0 0 2 0 1 000 0 0 0 0 0 0 10 0 0 0 0 0 0 0 0 0 000 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 000 0 0 1 2 0 0 0 0 0 0 0 0 0 0 0 1 '. 1 0 0 0 0 0 0 0 0 001 4 1 1 Port 0 0 0 000 000 0 02 0 0 0 NewOrleans Jacteonville San Francisco Wilmington Seattle PuertoRico............... Houston • ort Arwiiir••••••••••••••••••«••••••«••••», Almnac SL Louis PineyPoint 100 0 0 0 000 000 9 0 0 000 0 0 0 0 0 .1 0 0 0 0 0 0 000 9 1,2 002 000 ^ Totals An Dapartmants 0 0 000 1 0 0 1 1 1 103 7 1 8 STEWARD DEPARTMENT Boston NewYork Philadelphia Baltirnore Norfolk Jampa Mobile 0 1 14 n "TI 0 0 0 000 000 000 000 0 0 0 000 00 0 003 000 001002 000 000 000 2 12 0 0 0 1 0 1 000 000 000 1 00 0 0 0 0 0 0 000 00 0 0 0 0 0 0 0 o 0 o 'rt i 0 0 0 0 0 0 0 1 0 n 1 n 000 0 00 J 0 14 3 18 = 1 ii 1 2 1 u 8 5 27 77 231 •Total Registered" means the number of men who actually registered for shipping atthe port last month ••"Registered on the Beach" meansthe total number of men registered at the port at the end of last month. 28 / LOG / March 1980 mmm pr,- �-a? Great Lakes In the middle of the month, the Great Lakes Dredge and Dock Co. called for a fitout of crews for a dredging job on the Cuyahoga River in the port of Cleveland, Ohio, For an Apr, 1 fitout, the Dunbar and Sullivan Dredge Co, was awarded a U.S. Government dredge job contract in the northwest part of Lake Erie near the ports of Toledo, Ohio and Detroit, Two of the company's hydraulic dredges, the Dredge Niagara and the Dredge FOB plus tugs and service plants will be used on the job. Mobile 'T The SIU has been certified as the union bargaining representative for employes of the Tenn-Tex Towing Co, in this port. More info next month. Port Arthur, Tex. Union officials and Sabine Towing Co. leaders sat down to begin new contract negotiations at the Driftwood Motel here in the middle of the month, expansion of the Missouri River traffic and its use as a major water transportation route, ^ The governor said 'The Missouri (now) can carry 6-mulion tons of commodities during its nine-month season. At present, we are only carrying 1-million tons per year of Nebraska commodities. We must wake up to the Missouri's potential in these days of tremendous increases in transportation costs," Bargeline executives said a rocky 7'/4-foot deep shelf projecting into the stream's channel near Jefferson City, Mo. would have to be removed so barges now carrying 1,100 to 1,200 tons of cargo can carry 1,400 tons, Jacksonville A new.Gontract for the 34 SIU members of the Marine Contracting and Towing Co, here was ratified this month. It awaits signing by the Union and the company. The Dredge Hydro Atlantic (Hydro Marine Corp.) has come out of the shipyard following repairs. Proposals on the new contract negotiations for Crowley Marine here have been collected from members. MARAD has okayed up to $5-million to complete work on a barge for Coordinated Caribbean Transport (CCT) now at the Seatrain Shipyard, Brooklyn, N,Y, When ready, the barge will be towed to the Norfolk Shipyard for finishing touches, Norfolk St. Louis Membership ratification vote ballots on the new Orgulf and Ozark Marine contracts were^counted here on St, Patrick's Day, Mar, 17, Vote results will be forthcoming. On Apr. 25, official groundbreaking ceremonies for a new Locks and Dam 26 near Alton, 111, will be held. At a Omaha Governors Conference this month on "The Increased Use of the Missouri River," Gov, Nebraska Charles Thone called for the The new contract for Allied Towing Boatmen has been signed, sealed and deUvered by both the company and the Union, Ballots were on Mar, 14 on the contract ratification vote at C,G, Willis, See next month's LOG for the outcome. New Orleans Contract vote ballots were set to be sent out to Boatmen of Dixie Carriers this month. Contract negotiations with Gulf Canal were continuing. Steward Department JIfembers! Earn While Yau Ijearn Apply Now for the Steward Recertification Program This program gives you the up-to-the-minute skills you need aboard today's vessels: Personals Percy Williams Please contact, Walter Pritchard, 321 Oak Drive, Mobile, Alabama 36617, as soon as possible. Frank Sandy Please contact, your wife, at 1670 Trainer Way, Reno, Nevada 89512. Carl James Spurck Learn how to: • Manage the entire Steward Department • Control inventory • Prepare forl'ubiic Health inspections • Type • Polish your culinary skills • Plan menues and use food efficiently Please contact, your daughter, Betsy at Tel. (301) 255-6968or (30!) 255-5340. Bleeky Please contact, your friend Brown, in California. Tel. (415) 332-7417. Donald Gore Please Contact, Bob Appenzeller immediately at Tel. (303) 341-9425, It's your ticket to job securityIt'll put you on top in your profession. AND—you get 110 dollars a week—you can't afford not to attend! Charles Baker Contact your Seafarers Appeals Board to enroll. Sign up now! Program begins May 12. * 'rr'' Richard D. Tapman Please contact your wife at 2000 Ramblewood Road, Baltimore, Md. 21239. Please contact Ms. Barbara J. Riley, 3403 Campbell it7, Kansas City, Mo., 64109. Tel. (816) 753-0300. . -y-l 'A March 1980 / LOG / 27 - i''~ . a' bm • �•A: ..J :iiJ- • 1st Bosun Class of '80 Underway A N SIU bosun is a lot more than the highest rated unlicensed man in the deck department. He's also the chairman of his ship's committee and the key link between his Union brothers at sea and the SIU back home. Keeping on top of the latest developments in both the maritime industry and the Union is part of an SIU bospn's responsibility. And it's what the Union's Bosuns Recertification Program is all abQut. Since it was reinstituted in Washington, D.C. where 1979, the Bosuns Recertifica­ participants get a briefing on tion Program has proven to how the Union is tackling the be a big plus for the SIU. tough legislative and eco­ This year's first class of Re­ nomic issues/ of today. certified Bosuns will be During the second month, graduating next month. bosuns get an up-close look There are two more classes at Union headquarters, scheduled for 1980, begin­ learning about the SIU con­ ning Apr. 7 and Aug. 11. tract and constitution as well Each class is limited to 12 as how the various welfare bosuns. programs operate. Part one of the ^o-month Currently touring through program is spent at the Harry the different departments at Lundeberg School in Piney Union headquarters in Brook­ Point. Included is a trip to lyn, NY are the 11 Union members who'll be the first recertified bosuns of 1980. They hail from ports as different as Mobile, SanJRrancisco, Houston, Seattle, B^lmore and New York. Betw&n them, their collective seatime totals 268 years. Many of the 11 bosuns now in the Recertification Pro­ gram have been to Piney Point before for upgrading classes. And they all view the Recertification Program as two months' tirne well spent. Soon to be Recertified Bosuns are: -,• Howard Webber, who joined the SIU in 1946. Brother Webber now lives in Ohio and ships out of New York aboard "all types of ships the Union has under contract." Robert E. Hagood, at 32, the youngest participant in the current Bosuns class, Hagood's an Alabama boy who lives and ships from Mobile. He joined the SIU in 1966. William A. Aycock joined the SIU in 1946, after a stint in the U.S. Navy. "I've been active in the Union ever since," says Brother Aycock whose home port is Seattle Wash. T. R. McDuffle. "I've been going to sea for 16 years," Brother McDuffie said, "and I enjoy it and the HLS too." Right now. Brother McDuffie ships out of Houston. Thomas J. Ratcllffe, a Union member since 1962, Brother Ratcliffe's sailed all ratings in the deck depart­ ment. A native New Yorker he ships out of that port. Frank R. Cottongin ships from the port of Houston. Brother Gottongin's been sailing in the deck depart­ ment for 28 years. Clarence Surge, an SIU member since 1960, Burgo has recently been shipping from New York aboard LNG carriers. C. 0. Smith, first started sailing in 1943, shipping AB, Dayman and Bosun "out of most every port." He joined the Union in 1951. Franz R. Schwarz joined the SIU in the port of New York back in 1956. Today he lives and ships out of Houston. • If • ' t • " •' t ., •'"••i ..V • •''i: 28 / LOG / March 1980 t)• .-•>•' Thomas "The Animal" Spangler last shipped as a Quartermaster on El Paso Go's LNG ships. Brother Spangler said his "special interests are women and sex." But he didn't say if he pursued those interests in his home town of Baltimore, Md. Thomas R. "Ox" Reading, the veterarr of the group, Reading's been shipping onand-off since 1940. An SIU member since 1966, Brother Reading upgraded at Piney Point several times. "I've shipped out of Frisco, Seat­ tle, Wilmington, Houston and N.Y. and I've sailed most all kinds of ships," he said. �OVERSEAS ANCHORAGE (Mari­ time Overseas), January 13—Chairman W. J. Burkeen; Secretary Ken Hayes; Educational Director L. Cole. No disputed OT. Captain requests that all members of the crew not smoke forward on the after house and at no time smoking on deck. The ship had just been rekeyed and all focsles have new locks. If these locks don't work see the Chief Mate. Several points were read from the U)g and members were asked to read and consider thq actions by the repre­ sentatives of the SIU. Communications received were read and posted. One was regarding the four percent raise the other regarding mail from head­ quarters. Received two sets of Logs in January. Educational Director reported that his door is always open to anyone who wishes to discuss the Union or any action taken. thereof. Thanks to the steward department for a job well done. Next port Yabucoa, P.R. UST PACIFIC (Interocean Mgt.), January 12—Chairman John F. Higgins; Secretary, Kolasa; Educational Director H. Butler. No disputed OT. Chairman noted that everything is running very well and he would like to thank the crew for their cooperation in taking excellent care of the movies, TV, library books, swimming pool and gym equipment. A vote of thanks to the steward department for a good job. SEA-LAND SEATTLE (Sea-Land Service), January 27—Chairman Phil­ lip M. Clarke; Secretary R. Clarke; Educational Director V. Keene; Deck Delegate P. J. Mistretta; Engine Delegate U. Rivera; Steward Delegate F. Ridrigs. No disputed OT. Chairman "noted that we lost a great labor leader, Mr. George Meany. He will be missed by the labor movement. In the last issue of the Log the SIU has taken over three more LNG ships. Brothers, it looks like the LNGs are also our future out here and we should take advantage of the LNG course in Piney Point. Secretary reported that everything is running very smoothly on this ship. The crew is cooperative. Also that there has been a new building opened up in Piney Point in memory of the late Paul Drozak. If any of you Brothers have not been to Piney Point you should go at the earliest possible time. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. Next port Baltimore. SEA-LAND PACER (Sea-Land Service), January —Chairman, Recer­ tified Bosun A1 Whitmer; Secretary E. Hernandez; Educational Director Har­ ry Messiak. $21 in ship's fund. No disputed OT. Chairman reported that there were no major beefs. Crew was complimented on their ability to work as a unit and a talk was given on being a good shipmate and doing your job. All members were urged to support the Union and what it stands for and its programs. "Strength in Unity" is the name of the game that is being played here to the benefit of each and every man. Chairman further stated that this crew was one of the finest he ever had the pleasure to sail with. The young lions and the old tigers have a lot in common. We are good SIU shipmates. A vote of thanks to the steward department for a job well done. Next port Elizabeth. LNG LIBRA (Energy Transport | EL PASO SONATRACH (El Paso Corp.), January 20—Chairman, Recer- ' Marine), January I—Chairman, Re­ tified Bosun Charles Boyle; Secretary ' certified Bosun B. Browning. No W. Datzko; Educational Director R. disputed OT. Chainnan reported that Warren; Engine Delegate Michael C. he was proud of the crew's performance McNally; Steward Delegate James E. this trip, with the obstacles we had to Harris. Some disputed OT in deck overcome. A vote of thanks to the department. Secretary reported that we steward department for an exception­ have a fine steward department on ally good Christmas dinner. Wishing the board. The Chief Cook is M. McDek- steward a prosperous New Year and a mott and General Steward Utilities R. good vacation. Educational Director Smyth, M. Kalmus and J. E. Harris. advised members who qualify to take They are all Harry Lundeberg School advantage of the upgrading program. grads and they are doing a fine job. The steward department wished all a Brother J. E. Harris, general steward happy and prosperous New Year and utility is hoping that he can go to take up thanked everyone for bearing with them baking at the Harry Lundeberg School. through their break in period. Next port Savannah. DELTA SUD (Delta Steamship), January 27—Chairman, Recertified LNG TAURUS (Energy Transport), Bosun Robert Broadus; Secretary E. January 13—Chairman Joseph Mor­ Vieira; Educational Director J. C. rison; Secretary C. Shirah; Deck Dial. No disputed OT. $71 in ship's Delegate Eugene Bousson; Steward fund. Chairman reports that this has Delegate Ike Boyken. Some disputed been a real good trip with no lost time OT in steward department. Chairman accidents, no logs or serious gripes reported that everything was running brought to his attention. Reminded all . smoothly. Secretary reported that all members that we have started a new members read the Log. Discussed the year since we left the states and many of importance of donating to SPAD. A you will probably have union dues to vote of thanks to the steward depart­ pay up so it would be a good idea to give ment for a job well done. Report to Log: yourself plenty of time to get squared "There will be a pool party held on this away before the payoff. Anyone who ship, weather permitting, on each trip." knows of or has a safety problem this is a COVE ENGINEER (Cove Shipping), good time and place to bring it up so it can be gone over and perhaps elimi­ January 10—Chairman Jack C. Ken­ nedy; Secretary Peter Gebbia, Jr.; nated. A vote of thanks to the steward Engine Delegate David Millard. No department for a job well done. disputed OT. Secretaiy reported that OVERSEAS ALEUTIAN (Maritime there were no beefs and everything was Overseas), January 15—Chairman running smoothly. Report to Log:"The Edward D. Adams; Secretary D. crew was very sorry to hear of Mr. Bronstein; Educational Director John Meany's <leath. We would like to wish Quinter. Some disputed Of in deck Mr. Lane Kirkland, who was very department. Chairman noted that there carefully chosen, good luck and the was a four percent increase in wages very best wishes in his new position. As across the board for deep sea members. we know, he is a man very well chosen A thank you was extended to President and qualified." From the crew of the Paul Hall for the Public Health Service Cove Engineer. ruling that you can choose the hospital of your choice. A discussion was held on SEA-LAND PIONEER (Sea-Land the importance of donating to SPAD. A Service), January 13—Chainnan, Re­ vote of thanks to the steward depart­ certified Bosun M. B. Woods; Secretary ment and also the deck department. All Juan Gonzales. Some disputed OT in members wished to express their steward department. Chairman noted sympathy at the passing of Mr. George that all repairs were taken care of. Meany. Observed one minute of silence Reminded all members to read the Log. in memory of our departed brothers. Discussed the importance of donating to SPAD. Suggested that all members SEA-LAND HOUSTON (Sea-Land who qualify should take advantage of Service), January 6—Chairman, Re­ upgrading. The crew was reminded to certified Bosun Julio Delgado; Secre­ leave rooms clean for new members. tary H. Ortiz. No disputed OT. Chair­ Report to Log: "This meeting and one man explained to the membership the minute of silence dedicated in" the new wage scale and the members memory of the late George Meany." thanked the Union for taking action and achieving this goal for the membership. COVE SAILOR (Cove Shipping), Secretary noted that helping a fellow January 27—Chairman, Recertified seafarer who has a drinking problem Bosun E. K. Bryan; Secretary Raymond by taking him to the Rehabilitation P. Taylor; Educational Director O. T. Center in Valley Lee, Md. is the best Gaskins. No disputed OT. All com­ help we can give to one of our brothers munications as received were read and who has this problem. A vote of thanks posted. Chainnan and all members wish to the steward department for the a very speedy recovery for Paul Hall. Christmas and New Year's dinner that Sent a get well card to Paul Hall. we shared. It was a job well done. SEA-LAND FINANCE (Sea-Land Service), January 20—Chairman, Re^' certified Bosun J. Spuron; Secretary A. Reasko; Educational Director H. Hacker. No disputed OT. Chairman discussed the importance of donating to SPAD. He also talked to all members about the new electronics course and all of the upgrading courses that are available. The secretary will post the openings for all ratings and the school schedules on the bulletin board. Take advantage and go to Piney Point to upgrade. All members are to make sure the chairs are chained down after the movies due to the rough seas at this time of year. Observed one minute of silence in memory of our departed brothers. Official ship's minutes were also re­ ceived from the following vessels; ZAPATA PATRIOT OGDEN WABASH COVE EXPLORER SEA-LAND EXCHANGE DELTA MAR SANTA MARIANA SEA-LAND McLEAN TAMARA GUILDEN ULTRAMAR OVERSEAS NATALIE TRANSCOLUMBIA DELTA VENEZUELA LNG GEMINI MONTICELLO VICTORY PENNY AMERICAN HERITAGE COVE NAVIGATOR OGDEN TRAVELER MONTPELIER VICTORY DELTA NORTE SEA-LAND VENTURE COLUMBIA CAGUAS SEA-LAND MARKET DELTA PANAMA OVERSEAS ALICE ROSE CITY EL PASO SOUTHERN ATLANTIC HOUSTON DEL VALLE DELTA ARGENTINA SEA-LAND COMMERCE SAMUEL CHASE NEWARK NEW YORK OGDEN CHARGER COUNCIL GROVE JACKSONVILLE BALTIMORE CANTIGNY GALVESTON TAMPA LNG CONSOLIDATED EL PASO HOWARD BOYD OVERSEAS ULLA OVERSEAS OHIO OVERSEAS CHICAGO EL PASO ARZEW SAM HOUSTON SUGAR ISLANDER SEA-LAND RESOURCE SEA-LAND CONSUMER OVERSEAS HARRIETTE GOLDEN ENDEAVOR JOHN TYLER DELTA COLUMBIA OVERSEAS WASHINGTON DELTA AFRICA WALTER RICE ALEX STEPHENS POTOMAC WORTH March 1980 / LOG / 29 �- . i,/' Uonides lopej ^n J>'l'jn J94j/. ,r ' Franti '^"niil,„,„„ Jo/a ®adingasac)„"/o ''""ofNe, "•as bora in p„ '""'-Broilier and "^asbo™ o is B aa reaiden, of -•"-n^Pacfcrd^- «-dCd%:''"''^-«- ssSfeian"-.' ""adB^oot^;"- '"^ ''"'•nnMS:?' ?™i£:nr?~£ sading as a bosun n''"" "'' ^»aailedd,^4",^-^°'derAd "amy Lundeberg P'ne> Pofn, ^ fj"""" (b S'il^"S^t,^»^aj.67,d„i„od,jo as a h of New V^, , ®nrn in Pi,, g 'ng IVorJd IVa, Pne-Wor,d Wa;,?y'/^'^'aran of,J ''^^«"an.s:!:::;;'J;^''aBar;i; Caguas, PIR • ' and « a reaiceo"^; Charles K p„„ ''«aad,ngaa/Zp -f«ingaaartS"°"'=''f^ Yorg ;„ Wco.,fr"'"'««nes4nt; ?-;n ^«»ddic|c /ss . ft i945 in the n ''^'"^d the Slli I i in/!j^ as a bosun ''apono1^°;!^™'yAf'°adlbeS/U «iS%'t"'"- He jo/aed ,io York rnemK FSapS- ,c Un.A ^"'a'' and "n.ons and ,be AIU "''ersen ®aame„i Bakers ^^'•«ricrco' ' wt^°"noi, C,V"a''?'»d5 "»-«dea.ofBr™;;'>«d^d downed ^^"'ber of the c,?^®'' ^'^er was . veteran '« 1947' "e u « o® «n of Of M the V ^ \T Rin'^ • Seafarer MiUe^^^ '" ^o^id ^^Pon, CahY. and in Somerset, Cahf ® of fea"" ''""'n^nw^Vo V "^'SJU fsrS' G^r®'"»«a»a f<j.' ^"nlaa, v.I and • as born in Samnreo.p g ' andiaareaidonr;; ^-iaC.IS"'"'- rsX:£=S'?f~ r '^•*»'ofQu™e,;"®»'<'na„r ^ddie A WorJd ^Var //' Sef/""^ ^orps ^•"?S5'S:K I ftenvenfdo Vo ®''ing as a ebie?^!,'"'" "f Mol , B»«ans received ^'^and. Bro,] Jatrtd l^r '•" 'JS"?L accident-frf. ®®t'i' •'X- '•^^'dent ^"^sa Jj^do l^^^"'"«aaa boauX""" '£^%J?;r7A^J<''ned ,. 'l^"s!i7i„'^°Bson Lon 44 . . I? "« sa;,4'^^ Bo„ of ^,f; «• Jo,„ed •^v'. . ^eiano Sarc gfHa=l /r-SL?b^ jwarYHo~''''^'»S:rrrr '^'"''"•~C.a„dn^-« bom io^ " '^^s'dent there. I. ^«iam jia„„ :^a^.bes,Jt^;^-d..,b5. I 'Or* in /96B ..^ port of Nf... ^r-"oft"i;'j f"aT;s:^- . ^ pmj"' Anarch 7930 /97a Upgrade/ 'etnam '974 and 197? a theHLS.^ "",Y"..; "•aporl of Vort •"^'''''aS/l/jn «a>aaM ?„d" Brother Du„„"and cbief cooit «aisfv«e?a"™™'«'ni 6 Mo^e'l'^'"*' ^or Tf^^ S. "•""aares/den, '" �a ir'" •"-f-.«•.'' These Chicken Muckers Ain't No Suckers .. .. VaUaM Workers Carry ^ on Strike Agoing Union ,«istan, assistant director of the AFL-CIO^ AFL-CIO s •' v Department of Organizing and Field Services. "It's said that for a package of $100,000 they'll guaran­ Hating Southern tee you won't have a union for three ChkkenFarm TN this day and age it's hard to years." 1imagine that there are still Rally May 10 To fight Sanderson more effec­ employers who treat their workers tively the ICWU is seeking broad participation by the labor move­ ^^'^Bufttot's exactly how Joe Frank ment in a rally to take place m "Little Joe" Sanderson, Jr. viewed the employees at his chicken proc­ Laurel on May 10. The SlU will be taking part in that essing plant in Laurel, Miss. Their pay was barely above rally Any member who is interested minimum wage ($2.95 to $3.15 an in participating should contact New hour) and their working conditio^ Orleans SlU Port Agent Oerry were degrading. For instance, they Brown. Also, the ICWU is setting up a were only allowed to use the committee which will, among other things, help to develop a muqh greater public awareness of the situation in Laurel. Almost all of the workers at hundred employees walked off the iob and onto a picket line. They arc Sanderson Farms are black women. members of Local 882 of tteAhOT, As the MTD resolution pointed out Ohio-based International Chcmual "the labor movement has a tremen­ Workers Union (JCWU). The dous opportunity to show poor UnionisanaffaiateoftheAFL-CIO black and other minority workers m Maritime Trades D'P"'""' the South that unions are genuinely (MTD). SlU Executive Vice Prcsi concerned about them. A young supporter Though the strikers want better dent Frank Droxak is president of ea — wages, money is not the mam reason n aTiiiicDc va. • determination of these workers to ''"ourTng the recent midwinter for their walkout. Rather its he The strikers, understandably, tad achieve some small measure meeting of the MTD Ex«ut^ degrading conditions under which Juted 15 minute rcstbreakswicea personal dignity." they had to work that made them Board, a resolution was passed day, as well as toilet breaks Laurel was the home of Sara pledging full support to «>« stnkerx strike when their contract ran out. Bowers, the leader of the 9M For instance, in an article written As the resolution noted, the MT "According to the ICWU, one killing of three youtig civil rights "pledges to play a strong and aboit the strike by David Mo^^' pr^rant worker testified in a re«nt workers who were slam in Phila In These Times, he noted that continuing role in this important tearing that her immediate superdelphia. Miss. According to the smt^Sle and «e »rge the Executive employees who are only six mimtffi M^ir/enied her the right .0^-15= union. Bowers "stiU retains the quiet Council of the AFL-CIO to rffera late for work had heen counted M bathroom, forcing her respect of many of the esublished strong show of support until this ahsent. And three absences within minutes until her break. She mis leaders of the community. 60 days were grounds for firing. Strike is won." Most of the foremen and super­ Further, employees who would There is already a nationwide "te" company has also violat^ visors at the plant are white men not work overtime were counted as AFL-CIO-supported boycott in The company's plant ttanager was the Occupational Safety an e effect against the company s prod­ absent for the whole day. Act and the Equal Employment one of the men accused-but later uct, labeled Miss Goldy's. Tough, Dirty Work and'Child Ubor Laws, according to acquitted—in the J' ° But a lot more pressure is needed The work on the line, where ^teui sexualharassmentisalso black businessman in Hattiesburg, if the strikers are to be sureess- chickens are killed and cut up, is Miss The black man, who was a chicKcns .wAvvKtsro describes ful. Sanderson has managed to g "rLtiona. Labor Relations Ser of the NAACP, had been the iNaiiu""' — f enough scabs to keep the p a Board has cited the company for helping voters to register. WO minute;cut going. And he has hired a notori­ 'L chickens on thelineeachminute;cu. As the ICWU has said. There refusing to bargain in good faith, ously anti-union law firm as his con­ a^ajor incision in 60 chickens a are, of course, many way® J®'" perhaps the way petuating the degradation of South­ sultant. . r- rtf minute; cut and pull f The,New Orleans law o 20 to 24 chickens a minute, a ern workers. When the msible Kullmann, Lang, Inman & Bee fompletely cut up five whole chick- Jordan. In an article about symbols are legislated out of exist­ experts at stringing ence the fallback tactic is to deprive ens a minute. .„ .He Vew according to Charles McDonald, workers of their economic ri^ts quoted as saymg, . and to remind them continually by Inv dignity when we worked for Little Joe. Now we are not making the way they are treated on the job '::^%Ues,tutTsay.e Have our that they are somehow less than dignity" "'•nie union feels that the deter­ Klan Involved mined workers at Sanderson present The strikers at Sanderson are a the entire labor movement with a special opportunity. "For unions Z:l a'golden chance to join forces and loudly proclaim to Southern workers especially, and «o the nation at large that unmns are indeed about morality first and that violent Ku Rlux Rlan organizations wherever and whenever workers are mistreated, the movement will rire in the country. As the union notes. The as one to win justice for those threat sets a background against workers." wJSi to measure the grit and ntrofrroreT:j..ot Union pose for a photo. These their repressive employer. Sanderson r March 1980 / LOG / 31 Laurel, Miss.. L !;-•> .-•y; •'i , • ' .f''. �.. V> i ' S3^'- -. V , . :#i Is The Lakes Picture ,,.i|| ' - '^-1"': - I -^ - • ' m: :'v- •" -•^: ' -3 ••• . I 'V- • jf -I' -«j I .v ..A;:?;V- ' VVT •• rt- " -^k:% •i' i:r; f- .7 •-t<V.' Winter IVavigation Fate, nature and the U.S. Congress all work in mysterious ways. Congress never got around to re-funding the winter navigation experiment on the Great Lakes this year so there was little winter shipping activity in the region. Ironically, this would have been an ideal winter to keep vessels running because the winter of 1979-80 was the mildest on the Great Lakes in most peoples' memories. There was little or no ice on Lakes Huron and Erie and snowfall in southeast Michigan has totalled only 10 inches so far. that's in contrast to a usual 18 inches of snow during December alone! But if there hasn't been much shipping on the Lakes this winter, studies and the controversy on the feasibility of winter navigation continued as stong as ever. The U.S: Corps of Engineers recommended year-round navigation on the upper Lakes and a 10-month season on the Welland Canal, Lake Ontario and the St. Lawrence River. The Corps figured average annual benefits resulting from a season extension of $205 million. But the Corps said the cooperation of Canada is essential to the success of winter navigation and Canada is reportedly not too thrilled with the prospect. Canada thinks a one-month extension of the current SY2 month season would be an economically sound move but sees little value in extending the season any further. Meanwhile, Drs. iBemard Michel and John F. Kennedy (that's his name!) have reviewed past tests on the environmental Impact of a longer Lakes shipping season and concluded that year-round navigation wouldn't do any harm. The two experts studied the N.Y. State Dept. of Ehvironmental Conservation's report which warned of "major negative impacts" if the ice cover on the Lakes were disturbed to allow ship transit. They also evaluated the Corps' environmental study which drew opposite conclusions. Said Drs. Michel and Kennedy, "no measurable effects on the flow of water in the river or on water levels in Lake Ontario" would arisefrom an extended season. The next move is still up to Congress. ••"i . -vv V:!'-v,-'o'ji -i••- • . '^ . cement carrier on Feb. 29. The Crapo was expected to make her first run of the season around March 7. Though most of the SlU-contracted Great Lakes fleet is expected to be running this year. Union reps predict at least the first half of the 1980 shipping season will be slower than usual. American Steamship's fleet will be three short this year. The company laid up the McKee Sons for the entire 1980 season and the Consumers Power was leased to another SIU company, Erie Sand Steamship, on a long-term charter. Another American Steamship vessel, the Nicolet, which was fire damaged in late 1979, is undergoing repairs and won't fit out until the fall of 1980. . Another missing vessel on the Great Lakes will be Huron Cement's E.M. Ford which is currently undergoing top-to-bottom repairs following her sinking at a dock several months ago. Kinsman Lines' fleet will also be light by one vessel this year. The company's George D. Goble was sold to Canada recently. Observers cite the slow economy in general—and tough times in the auto industry in particular—as the primary reason for the projected slack in Great Lakes shipping. Though the first half of the '80 shipping season will be slow for Seafarers, shipping should pick up during the second part of the season. The Ford and the Nicolet will be returning to service and a new I,0(X) footer will be delivered to American Steamship. Later in the 1980's, shipping is expected to be very good overall. As the oil crunch continues, coal is likely to play a greater and greater role in answering the nation's energy needs. And many SlU-contracted Great Lakes ships are coal carriers. All That Glitters i'i ;•• :f^ ii' •;>, * 4 ••f!. With gold prices skyrocketing, some Great Lakes seamen may be interested to know that hundreds of ships reportedly carrying valuable cargoes have sunk in the Great Lakes area over the years. The region also lays claim to it's own Treasure Island. According to one expert, a lot of fighting between American and British troops took place in the early days of U.S. history. In one case, British soldiers were guarding a payroll of gold and silver on Hermit Island, one of the small islands near the western tip of Lake Superior. Apparently, the British were under siege at the time and buried the payroll for safekeeping. Only two soldiers survived the battle and, try as they did, they couldn't come up with the loot. Who knows? Maybeit's still there. Algosae The beginning of the 1980 shipping season is in sight and the SIUcontracted Richard J. Reiss (American Steamship) is proof. The Reiss made her first run on March 3, eight days after the engine dept. was called aboard and three days after the deck dept. reported. The Reiss will be making a regular run between Detroit, Mich., and Toledo, Ohio. •• VThe engine crew of the ST Crapo (Huron Cement) reported aboard the I %;:. 32 / LOG / March 1980 Picking up hia first pension check from SIU Afgonac port agent Jack Bluitt (left) Is Brother Charles Gallagher, a die-hard Union man. Brother Gallagher first started sailing as chie f pumpman back In 1943 and Joined the SIU In 1962. The years In between were actlwe ones for Gallagher who worked hard for many years trying to organhe the Standard Oil Co. Standard Oil was a notorious antl-unlon company and Gallagher remembers the campaign vividly. He recalls that after the company won the union representation election they fired all union organizers and supporters and put most of dieir fleet under foreign flag. But, Gallagher said, many of ttie guys who were fired then got Jobs with Union-contracted companies and quickly saw the difference being represented by a Union made. Pensioner Gallagher last worked QMED on the M/V St. Clair (American Steamship). He now lives on a small farm in Saline, Mich, with his wife Lucille. The SIU wishes Brother Gallagher good health and smooth sailing In the years ahead. Scrappipg of the 73-year-oId Henry Steinbrenner (Kinsman) was completed in Ashtabula last month. �Summary Report :forj Great Lakes Tug & Dredge Pension Plan • ^ rhifi is nf thA or.n..»i This is a a summarv summary of the annual report of the Great Lakes Tug & Dredge Pension Plan, (13-1953878). for January 1, 1978 to December 31, 1978. The annual report has been filed with the Internal Revenue Service, as required under the Employee Retirement Income Security Act of 1974 (ERISA). experienced an increase in its net assets of $397,755. This included unrealized appreciation and depreelation 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 Basic Financial Statement . . During the plan year, the plan had The value of plan assets, after total income of $812,462. including subtracting liabilities of the plan, employer contributions of $549 was $3,582,243 as of January 1, 231. and $263,231 from earning 1978, compared to $3,979,998 as of from investments and net realized December 31, 1978. gain (loss) on sale or exchange of . During the plan year the plan assets. Plan expenses were $226,271. These expenses included $84,539 in administrative expenses and $141,732 paid in benefits. 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: • An accountant's report • Assets held for investment To obtain a copy of thefull annual report, or any part thereof, write or imttlffs Rmri tar Emt Lin F^B. 1-29,1986 *TOTALREGISTERED AIIGnMipt CiMtA CiaMB dmC lOTALSHipreD AIIGroupt ClanA ChnB CIIMC ••REGISTERED ON BEACH AIIGraiaM dascA ClaisB ClaMC DECK DEPARTMENT Al0onac(H(fc|S.) 33 7 2 34 17 4 5 3 1 0 38 59 18 TotabAIIDapartnianla 37 ^ 35 12 13 5 0 •'Total RegisteracT means the number of men who actually registered for shippir^ at the port last month. ••"Registered on the Beach" means the totaLnumber of menregistered at the port at the end of last month. 110 86 25 AloonacCHdqa.) •••••' j ^ 7 6 1 16 8 2 2 2 0 12 19 9 Algonac(ffclqs.)...... Algonac(Hdqt.)........ KNOW YOUR RIGHTS 4 2 0 ENGINE DEPARTMENT 6 2 0 STEWARD DEPARTMBIT 3 1 0 ENTRY DEPARTMENT 0 0 KNOW YOUR RIGHTS SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: Frank Drozak, Chairman, Seafarers Appeals Board 275. 20lh Street, Brooklyn, N.Y. I12I5 Full copies of contracts as referred to are available to you at al! times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACIS. Copies of all SlU contracts are avail­ able in all SlU halls. These contracts .specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SlU patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SlU port agent. EDITORIAL POLICY^ THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also 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, I960, meetings in all constitutional ports. The responsibility for 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 SlU unless an official Union receipt is given lor same. Under no circum­ stances should anv member pay any money for any reason unless he is given such receipt. In the event anyone attempts toTequire any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an oflicial. receipt, but feels that he should not have been required to make such payment, this should immediately be reported to Union headquarters. •i': .• *• . I • ft'' ••i KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. Copies of the SlU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. FINANCIAL REPORTS. The constitution of the SlU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SlU Atlantic, Gulf. Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds arc 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. cad the office of Mr. A1 Jensen, 675 Fourth Avenue, Brooklyn, New York 11232. The charge to cover copying costs will be $1.00 for the full annual report, or $.10 per page for any part thereof. You also have the right to receive from the plan administrator, on request and at no charge, a state­ ment of the assets and liabilities of the plan and accompanying notes, or a statement of income and expenses of the plan and accom­ panying notes, or both. If you request a copy of the full annual report from the plan administrator, these two statements and accom­ panying 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 right to examine the annual report at the main office of the plan, 675 Fourth Avenue, Brooklyn, New Yorkl 1232, and at the U.S. Department of Labor in Washington, D.C., or to obtain a copy from the U.S. Depart­ ment of Labor upon payment of copying costs. Requests to the . Department should be addressed to Public Disclosure Room, N4677,. Pension and Welfare Benefit Pro­ grams, U.S. Department of Labor, 200 Constitution Avenue, N.W., Washington, D.C. 20216. EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SlU. These rights are clearly set forth in the SlU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no member may be disci^minated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels thit he is denied the equal rights to which he is entitled, he should notify Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing, 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 con­ dition of membership in the Union or of employment. If a contribution is made by reason of tbe above improper conduct, notif y the Seafarers Union or SPAD by certified .mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Sup­ port SPAD to protect, and further your economic, poli^ tical and social interests, and American trade union concepts. If at any time a member feeLs that any of the above rights have been violated, or that he has been denied hte constitutional right of access to Union records or infor­ mation, he should immediately notify SIU President Paul HalK at headquarters by certified mail, return receipt requested. Tbe address B 675 - 4th Avenue, Brooklyn, N.Y. 11232. March. 1980 / LOG / 33 i �::jr #' r- LAST ANCHORAGE 23'!?: it r For the benefit of our S/U brothers and sisters of the former Marine Cooks and Stewards Union, the Log is publishing a list of those retired MC&S members who have passed away in the last year. Brother Don Rotan out of the SIU office in San Francisco has supplied the Log with this informatiorL MARCH, 1979 HERBERT A. DOUGHTY died in Sussex, England on March 9, 1979. He had retired in May, 1963, and was 86 • years old when he died. • i j "i i' 'f APRIL, 1979 CHARLES S. MARLEY died in San Francisco on April 29, 1979. He retired in January, 1963 and was 72 years old. CHARLES CLARKE died in Jamaica, West Indies on April 30, 1979. He retired in August, 1966, and was 75 years old. MAY, 1979 ANTONIO GARCIA died in Sacra­ mento, California on May 20, 1979. He retired in February, 1970, and was 70 years old. JOHN G. JARDIN died in San Francisco on May 19, 1979. He retired in February, 1969, and was 73 years old. JOHN PANAS died in Jersey City, New Jersey on May 25, 1979. He retired in May, 1962, and was 82 years old. ••'I .'f ,T JUNE, 1979 ANTONIO GARCIA died in Staten Island, New York on June 6, 1979. He retired in April, 1975, and was 67 years old. MARTIN M. ROLLINS died in Long Beach, California on June 8,1979. He retired in August, 1969, and was 69 years old. ERNESTO ALONSO died in Puerto Rico on June 18, 1979. He retired in Februaiy, 1968, and was 65 years old. JOHN M. PAPS died in Kingman, Arizona on June 22, 1979. He retired in March, 1968, and was 65 years old. BENJAMIN VIRAY died in San Bruno, California on June 24, 1979. He retired in July, 1969, and was 71 years old. HOBERT BROOKS died in San Francisco on June 24,1979. He retired in August, 1973 and was 73 years old. JOSEPH MOLICA died in San Francisco on June 24,1979. Heretiredin December, 1968, and was 72 years old. AH SANG LING died in San Francisco on June 25, 1979. He retired in July, 1979, and was 75 years old. SAM TUNG FAT died in San Francisco on June 28, 1979. He retired in August, 1976, and was 55 years old. JOSEPH K. MEYERS died in San Francisco on June 30, 1979. He retired in January, 1968, and was 66 years old. JULY, 1979 LUDOVICO VALIENTE died in Wilmington, California on July 3, 1979. He retired in January, 1969, and was 76 years old. CARLOS CASTILLO died in Wil­ mington, California on.^ly 18, 1979. He retired in October, 1965 and was 82 years old. PETE LEON died in Zuilpue, Chile on July 20, 1979. He retired in August, 1970, and was 78 years old. GILBERT CASTRO died in San Francisco onJuly20,1979. Heretiredin June, 1975, and was 70 years old. PHILIP F. MILLER died in San Francisco on July 27,1979. He retired in May, 1962, and was 79 years old. 34 / LOG / March 1980 • AUGUST, 1979 JAMES LEWIS died in the San Francisco Marine Hospital cn August 2, 1979. He retired in March, 1971, and was 72 years old. EDWARD MAULE, JR. died in Pacifica, California on August 3, 1979. He retired in September, 1975, and was 67 years old. VERNON R. LEE died in San Rafael, California on August 12, 1979. He retired in September, 1968, and was 76 years old. NOVEMBER, 1979 PEDRO B. RAMIREZ died in New York City on November 2, 1979. He retired in December, 1969, and was 61 years old. JAMES F. JACKSON died in Taylor, Texas on November 4,1979. He retired in April, 1973, and was 69 years old. JUAN F. RAMOS died in San Francisco on November 5, 1979. He retired in June, 1976, and was 62 years old. GEORGE V. WHITE died in Seattle on November 10, 1979. He retired in November, 1970, and was. 76 years old. SALVADOR H. ISBERTO died in Seattle on November 25, 1979. He retired in July, 1969, and was 72 years old. ANTONIO FLORES died in Palms, California (Los Angeles County) on November 26, 1979. He retired in February, 1972, and was 61 years old. CLARENCE McKNIGHT died in San Francisco on November 26, 1979. He retired in November, 1967, and was 75 years old. JAMES A. BOGGS died in Portland on November 28, 1979. He retired in November, 1978, and was 56 years old. SEPTEMBER, 1979 HERMAN C. HELM died in theSan Francisco Marine Hospital on Septem­ ber 4, 1979. He retired in February, 1969, and was 72 years old. ARTHUR M. AHUNA died in Laramie, Wyoming on September 5, 1979. He retired in October, 1973, and was 68 years old. EMIL SIVRIDIS died in San Fran­ cisco on September 10,1979. He was an active member and 43 years old when he suffered a heart attack. JOSEPH E. GARDNER died in Sebastopol, California on September 12, 1979. He retired in June, 1971, and was 62 years old. DAVID D. DAVIS died in Portland DECEMBER, 1979 on September 14, 1979. He retired in SAMUEL H. JONES died in San August, 1972, and was 68 years old. Francisco on December 2, 1979. He JOHN A. SEMLER died in Seal retired in December, 1972, and was 61 Beach, California on September 14, years old. 1979. He retired in March, 1965, and was BENJAMIN MITCHELL died in 83 years old. Wilmington, California on December WALLACE DEYAMPERT died in 12, 1979. He retired in January, 1971, Portland on September 15, 1979, of and was 75 years old. injuries from a mugging attack. He BILL JACKSON died in San Mateo, retired in July, 1977, and was 64 years California on December 16, 1979. He old. retired in July, 1974, and was 57 years CHARLES C. JEONG died in old. Berkeley, California on September 27, LEON H. NUNEZ died in Seattle on 1979. He retired in May, 1971 and was December 16, 1979. He retired in 64 years old. February, 1969, and was 73 years old. ARTHUR H. HUBBARD died in New Orleans on December 23, 1979. He OCTOBER, 1979 retired in July, 1975, and was 51 years JAMES BODE died in Honolulu on old. October 14, 1979. He retired in March, MANUEL ALEXANDER 1972, and was 53 years old. MARQUES died in Canoga Park, BENNIE JOHNSON died in Cleve­ California on December 25, 1979. He land, Ohio on October 15, 1979. He retired in August, 1969, and was 90 retired in June, 1968, -and was 78 years years old. old. JOHN A. DEVINE died in San IGNACIO GUZMAN died in San Francisco on December 30, 1979. He Francisco on October 18, 1979. He retired in March, 1959, and was 81 years retired in October, 1963, and was 77 old. years old. HARRY RUBIN died in Oceano, JANUARY, 1980 California on October 26, 1979. He ROBERT CLEMO died in San retired in February, 1964, and was 85 Francisco on January 1, 1980. He years old. retired in October, 1979, and was 61 REMIGIO MANGAYAN died in years old. Vallejo, California on October 26,1979. MARTIN LITTLE died in San He retired in March, 1965, and was 84 Francisco on January 3, 1980. He years old. retired in January, 1968, and was 74 SAMUEL MIXON, JR. died in St. years old. Louis, Missouri on October 29, 1979, EARL E. ARTHUR died in San from stab wounds suffered in an assault Francisco on January 4, 1980. He upon him. An active member, he was 21 retired in July, 1973, and was 70 years years old. old. RICHARD E. DARLING died in JACK E. SLAGER died in San Daly City, California on October 30, Francisco on January 7, 1980. He 1979. He retired in May, 1973 and was retired in October, 1969, and was 71 64 years old. years old. JOSEPH PFAHNL died in San Francisco on January 12, 1980. He retired in September, 1962, and was 91 years old. RAMON J. CASILLA died in the Bronx, New York on January 13, 1980. He retired in December, 1969, and was 67 years old. CATALINO PATRON died in Seattle on January 15, 1980. He retired in December, 1973, and was 72 years old. VALOIS H. HUGHES died in Hillsboro, Oregon on January 17, 1980. He retired in April, 1969, and was 77 years old. JAY SHANNON died in Long Beach, California on January 18, 1980. He retired in July, 1961, and was 86 years old. JOHN COSTA died in San Fran­ cisco on January 20, 1980. He retired in April, 1962, and was 92 years old. FEBRUARY, 1980 SIMON G. LOTT died in San Francisco on February 1, 1980. He retired in September, 1963, and was 82 years old. RICHARD H. DEDITIUS died in Montlake Terrace, Washington on February 10, 1980. He retired in April, 1958, and was 85 years old. INOCENCIO BALDONADO died in San Francisco in February, 1980. He retired in August, 1961, and was 84 years old. HING GAY LEW died in Pacifica, California on February 14, 1980. He retired in November, 1969, and was 68 years old. JONE F. CHUN died in San Fran­ cisco on February 15,1980. He retired in February, 1973, and was 63 years old. TOMAS DESAMITO died in Daly City, California on Februaiy 18, 1980. He retired in June, 1975, and was 69 years old. Pensioner Theodore Henry Nolker, 78, died of arteriosclerosis in the Baltimore County General Hospital on Jan. 13. Brother Nol­ ker joined the Union in the port of Baltimore in 1957 sailing as a captain. He was born in Baltimore and was a resident there. Interment was in Lorraine Park Ceme­ tery, Woodlawn, Md. Surviving is his widow, Eva. Pensioner Damasco Cruz, 74, died of heart failure in Trujillo Alto, P.R. on Dec. 30. Brother Cruz joined the, SIU in 1941 in the port of New Yo^k sailing as a 2nd cook. He wias born in Loiza Aldea, P.R. and was a resident of Trujillo Alto. Surviving are his widow. Ana and a son, Damasco Jr. �-. Pensioner George W. Parkin Sr., 64, died of kidney failure in the Pennsylvania Hospital, Phila­ delphia on Dec. 15. Brother Par­ kin joined the Union in the port of Philadelphia in 1961 sailing as a tug captain, mate and pilot on the tug James McAllister (McAllister Brothers) from 1962 to 1973, on the S/T Dover (Taylor and Anderson) from 1951 to 1962 and lOT from 1950 to 1951. He was a former member of the MM&P Union and the ILA. Boatman Parkin was born in Beaufort, N.C. and was a resident of Gloucester City, N.J. Burial was in New St. Mary's Cemetery, Bellmar, N.J. Surviving are his widow, Catherine; two sons, George Jr. and Jeffrey; a daughter, Colette Marie and a brother, John. Pensioner William Robert Walker, 77, passed away from pneu­ monia in the Jack­ son Parish Hospi­ tal, Jonesboro, La. on Dec. 18. Brother Walker joined the SIU in 1943 in the port of Galveston sailing as a chief steward. He sailed 41 years. Seafarer Walker also sailed as a ship's delegate. And he was a veteran of the U.S. Navy during World War I. A native of Newton County, Tex., he was a resident of Orange, Tex. Burial was in Forest Lawn Cemetery, Beaumont, Tex. Surviving area daugh­ ter, Mrs. Julia McGuire of Woodsworth, La. and a grand-daughter, Phyllis Emerson of Jonesboro.. . SfefP:-- Cline Shannon ^ Galbraith, 61, died of lung dis­ ease in the New Orleans USPHS Hospital on Nov. 16. Brother Gal­ braith joined the SIU in 1943 in the port of New York sailing as a chief pumpman. He was bom in Kentucky and was a resident of Gretna, La. Cremation took place in St. John's Crematory, New Orleans. Surviving are his widow, Betty of New Orleans; a stepson, Daniel Pike and a brother, Paul of Azusa, Calif. Pensioner Benjamin Frank­ lin Gordy,'64, suc­ cumbed to lung failure in the Baltimore County USPHS Hospital Dec. 22. Brother Gordy joined the SIU in 1940 in the port of Norfolk sailing as a bosun. He was born in North Carolina and was a resident of Balti­ more. Burial was in Westview Cemetery, Baltimore. Surviving are his widow, Wanda; a brother, Harry of Mocksville, N.C. and a sister-in-law, Mrs. Dolores Gunn of St. Louis. Pensioner Arthur Raymond Gillman, 53, died I Alfred D. of cancer in the I Smith, 51, died of Seattle USPHS I heart failure in St. Hospital on Jan. I Vincent's Hospi­ 6, 1979. Brother tal, Toledo, Ohio |,Gillman joined the on Oct. 30. Bro­ U nion (the merged ther Smith joined MC&S) in 1952 in the port of Seattle the Unipn in the sailing as a waiter aboard the SS Indian port of Detroit Mail in 1971 and for the States sailing as a wheelsman, AB and gateman Steamship Co. He sailed since 1943 and for Kinsman Marine and the American Pensioner deep sea on the SS Thomas Jefferson Steamship Co. He was a veteran of the Anthony H. Lalli, (Waterman) during World War 11. Born U.S. Army in World War 11. Laker 73, died of a heart in Seattle, he was a resident of North Smith was born in Benham, Ky. and was attack on Dec. Bend, Wash. Cremation took place in a resident of Toledo. Burial was in the the Bleitz Crematory, Seattle. His ashes 12. Brother Lalli Edend Cemetery, Keokie, Va.Surviving were strewn on the Pacific. Surviving joined the SIU in are two sons, Alfred Jr. and James; are his mother, Inez of North Bend and the port of Phila­ delphia in 1951 three daughters, Sarah, Alyce and Lisa his brother. Earl of Mountainlake sailing as a chief and a sister, Mrs. Agnes S. Duff of Terrace, Wash. cook. He hit the bricks in the 1950 Cumberland, Ky. Isthmian beef. And he sailed 25 years. Pensioner Seafarer Lalli was a veteran of the U.S. Pensioner Marine Corps before World War II. He F r e d E rn est Alhertis William was bom in Philadelphia and was a Wuolu Sr., 60, Perkins, 71, suc­ resident of San Francisco. Interment was dead on arri­ cumbed to pneu­ was in Holy Cross Cemetery, Colma, val at the Superior monia in Marshall Calif. Surviving are his widow. Liberty (Minn.) Memorial Hospital, Place- and a sister, Ida Rua of San Francisco. Hospital on Dec. ville, Calif, on 25. Brother Wuolu Jan. 10. Brother joined the Union Re certified SMS Perkins joined the in the port of Detroit in 1960 sailing as Bosun Reidus a mate and QMED for the American SIU in 1949 in the port of New York Lambert, 54, died Steamship Co. He was also a stationary sailing as a chief steward. He sailed for of cancer in the engineer for the State of Minnesota 44 years. And was a former member of East Jefferson from 1943 to 1947. Laker Wuolu was the SUP. Seafarer Perkins was a veteran Hospital, Metaiborn in Hecla, S.D. and was a resident of the U.S. Navy before World War 11. rie, La. on Nov. of Silver Bay and Duluth, Minn. Born in Hickory, N.C., he was a resident 30. Brother Lam­ Interment was in the Forest Hill of Somerset, Calif. Cremation took bert joined the SIU in the port of New Orleans in 1955. Cemetery, Duluth. Surviving are his place in the East Lawn Memorial Park He sailed 34 years. And he graduated widow, Roxanne of Toledo, and two Cemetery, Sacramento, Calif. His" ashes were scattered at sea. Surviving are his from the Union's Recertified Bosuns sons, Fred Jr. of Silver Bay and Charles widow. Hazel and a stepson, Michael T. Program in May 1974. Bom in Natchez, of Superior. Miss., he was a resident of Kenner, La. Bean. Burial was in Arola-Roseland (La.) Pensioner Cemetery. Surviving are his widow, John Lloyd Wil­ Pensioner Jean; a daughter, Pamela; his mother, liams, 61, died of Calixto Montoya, Mrs. Bertha Forester of New Orleans cancer in Com­ 80, passed away and his father, Wilton. munity Hospital, from heart failure Roanoke, Va. on in New Orleans K e n n e th Nov. 28. Brother USPHS Hospital Dwayne Marshall, Williams joined on Dec. 5. Brother 25, died in Mobile ^ the SIU in 1938 Montoya joined on Dec. 26. Bro­ in the port of New York sailing as a the SIU in 1947 ther Marshall bosun. He sailed 35 years and during the in the port ofNew York sailing as a chief joined the SIU in Vietnam War. Seafarer Williams was steward. He sailed 47 years. And he 1978 after hiS; born in Chicago, 111. and was a resident attended the 1970 HLS Crews Confer­ graduation from of Roanoke. Interment was in Mt. View ence No. 4. Seafarer Montoya was a v Piney Point. He Cemetery, Vinton, Va. Surviving are his veteran of both the U.S. Navy and the sailed in the steward department. U.S. Coast Guard in World Wars I and Seafarer Marshall was a veteran of the widow, Estelle, a son, Thomas; a U.S. Army in the Vietnam War. A II. He was bom in Camite, P.I. and was daughter, Mrs. Eunice Cadman of native of Mobile, he was a resident of Shrewsbury, England; a brother,, the a resident of Chalmette, La. Interment Saraland, Ala. Surviving are his Rev. W.L. of San Jose, Calif, and two was in St. Bernard Memorial Gardens parents, Mr. and Mrs. John and Rosia sisters, Mrs. Betty Hitchler of Chicago Cfemetery, Chalmette. Surviving are his Marshall of Saraland. widow, Iris and a daughter, Loma.and Mrs. Ruth Wise. Pensioner Pedro Blanco "Pete" Ramirez, 61, died of natural causes in Metro­ politan Hospital, New York City on Nov. 2. Brother Ramirez joined the Union (MC&S) in 1949 sailing as a steward saloon utility for APL. He was bom in Puerto Rico and was a resident of New York City. Burial was in St. Raymond's Cemetery, the Bronx, N.Y. Surviving are his widow, Clara and two daughters, Mrs. Oquenia Testa of Hempstead, L.L, N.Y. and Meyda of New York City. Randy Ray McDonald, 26, died in the Co­ lombo (Ceylon) General Hospital on Jan. 11 while I serving aboard the SS Robert E. Lee I (Waterman). Bro­ ther McDonald joined the SIU in 1971 following his graduation from the HLS sailing as a QMED. He upgraded at Piney Point in 1974, 1977 and 1978. Seafarer McDonald was born in San Diego and was a resident of Richmond, Va. Burial was in Atoka, Okla. Surviv­ ing are his widow, Kimberly; a son, William and his grandmother, Mrs. Letha Washbum of Atoka. Christopher Pepe, 26, was dead on arrival at the Methodist Hospi­ tal, Brooklyn, N.Y. of head injuries sustained on Dec. 19. Brother Pepe I joined the SIU fol­ lowing his graduation from the HLS, Piney Point, Md. in 1974. In 1976, he upgraded at the Point. He sailed as an AB and 3rd cook for Sea-Land. Seafarer Pepe was born in Brooklyn and was a resident of Copiuage, L.L, N.Y. Burial was in St. Charles Cemetery, Farmingdale, L.L, N.Y. Surviving are his parents, Mr. and Mrs. Mead and Joan Pepe of Copiague. Pensioner George Lee Baugh Sr., 82, died of a heart attack in Memorial Hospi­ tal, Center, Tex. on Nov. 26. Bro­ ther Baugh joined the SIU in the port of Houston in 1956 sailing as a chief electrician. He sailed for 24 years and was an electrician 38 years. He also served as a ship's delegate. Seafarer Baugh was a veteran of the U.S. Navy in both World War I and World War 11. Born in Blue Mound, 111., he was a resident of Center, Tex. Burial was in Forest Park Lawndale Cemetery, Houston. Surviving are two sons, George Jr. and Edgar. March 1980 / LOG 7 35 • v-VJAL':'' • K- . �v..-:-- jr-m- . . •;' . . . ./.. •- .. .'_. •r? . • -i-.; -.'''•<"-V V-. - Into Diesel Engines Lifebotriers on the Go Ready to man their oars are graduates of the Piney Point Lifeboat'Course (1. to r.) Seafarers J. Niotis, G. Fyrberg, R. Vance, J. Thomas and T. Booth. _ Taking time for a photo are HLS Diesel Course grads (I. to r.) P. Wadkins, J. W. Badgett, K. Marinoff and O. Myers. Another grad, not in photo, was L. K. Harada. School of Seamanship The Harry Liindeberg Able-Bodied Seamen All Now you can improve your math skills in fractions and decimals in your spare timeJ HOW? ^ Here's a group of HLS Able-Bodied Seamen Course graduates of (front I. to r.) R. Vance, S. Phillips, J. Niotis, J. C. Dillon, E. J. Iffland, R. R. Race, B. Cauthorn and J. Benson. In the rear (I. to r.) are M. Clark, L. Randazza, R. Dowzicky, D. Bouthillier, K. Mangram, J. Thomas, T. Luteman, G. Fyrberg, t. Booth, R. O'Connell and G. Walker. firemen-Wdferfencfers HLS has courses for you in fractions and decimals. They are self-study courses. HLS will send them to you. You can study them while you're aboard your ship or boat! Here's how you can use the skills you'll get in these courses: •in your everyday, life (for measuring, counting, etc.) •in your job • to improve your math skills for upgrading • to get started on your high school equivalency program (REMEMBER: GEO is offered at HLS.) • to review old math skills or learn new ones Send for the course you want today I Just fill in and mail the coupon below. Another Firemen-Watertenders Course class rolled off the Piney Point assembly line. They are (I. to r.) J. Corr, B. Niemiller, W. Padilla, C. Mosley, B, Hyams, D. Cavallo, L. Kotrps, R. Lukacs, R. Vorel, W. Decelles, F. Moscbach, R. Sayto, G. Ortego, A. Omdahl, P. Tolbert, S! Wright, J. Wozunk and M. Harland. Another Swarm of ABs V s'.- Check the course you want. (Why not take both of them?) ( ) FRACTIOUS ( ) DECIMALS ( ) Information on GEO at HLS Jf, -i- •_ Send my course(s) here: ^ 3- Name J V**" -eV * P Street city l w ^ ^ State -Zip. Cut out the coupon and mail It to this address: Academic Education Department Able Seamen grads are (front I. to r.) W. Henderson, M. Duran, D. Jones, S. Milan, K. McGregor, R. Sweeting, M. Snyder and A. Mates. Course Instructor A. Easter (left) leads off the the middle row with (I. to r.) A. Watts, G. Orsefski, E. Griffith, L. Monealez, d. Bryan, V. Baez, A. Voss, M. Ryan, C. Campbell, G. Spaulding, R. Flowers and S. T. Hill. In the back row (I. to r.) are D. Sawyer, J. Terranova, J. Ferency, W. Dodson, K. Hetherington, G. M. Smith, P. M. Glennon and M. Muhammad. 36 / LOG / March 1980 Harry Lundeberg School Piney Point, MD 20674 Send it today! ATTN: Lois Knowles, Mathematics Department . -M- v.- "IPP esrr �1980 Upgrading Course Schedule Here is the tentative schedule of upgrad­ ing courses to be held at the Lundeberg School in 1980. As you can see, the School is offering a wide range of programs for all ratings, both for deep sea and inland members. SlU members are reminded that this Course Name LNG Starting Dates March 31 April 28 May 26 June 23 July 21 August 18 September 15 November 10 QMED May 22 September 25 FOWT March 13 April 10 May 8 July 3 July 31 September 25 October 23 November 20 Marine Electrical Maintenance May 12 August 18 Marine Electronics June 23 September 29 Refrigeration Systems maintenance & Operations June 23 September 29 Pumproom Maintenance & Operation March 31 August 4 November 10 Diesel Engineer (Regular) March 31 May 12 July 7 September 15 October 27 schedule is tentative. In other words, courses may be changed or cancelled de­ pending on response from the member­ ship. So think about upgrading this year. And get your applications in early to assure yourself a seat in the class of your choice. Course Name Able Seaman March 27 April 24 May 22 June 19 July 17 August 14 September 11 November 6 Steward Recertification Program March 10 May 12 July 14 September 8 October 13 Bosun Recertification Program April 7 August 11 A Seniority Upgrading Program March 10 April 7 May 5 June 9 July 7 August 11 September 8 October 6 November 10 December 8 ... •%- 'I:., Lifeboat Diesel Engineer (License) March 3 July 7 October 27 Welding April 14 June 9 October 27 Engine Room Automation May 12 September 15 Towboat Operator Scholarship Program April 7 July 7 September 29 Celestial Navigation March 17 August 4 1st Class Pilot October 6 Quartermaster March 3. May 26 October 13 •: Starting Dates February 28 March 13 March 27 April 10 April 24 Tankerman May 8 May 22 June 5 June 19 July 3 July 17 July 31 August 14 August 28 September 11 September 25 October 9 October 23 November 6 November 20 December 4 December 18 Assistant Cook These courses will be scheduled as needed to accomodate applicants. Cook & Baker Chief Cook Chief Steward March 1980 / LOG / 37 - -- �.^'-' 1 • U. " • ' ." " r •' •.-• - •• V^-ar-- - .•*- - - ' ' , • Why Not Apply for an HLS Upgrading Course Now >-i'f^v HARRY LUNDEBERG SCHOOL UPGRADING APPLICATION i • 1' .'^1' (Please Print) •L Date 6f Birth. Name. (First) (Last) Address (Street) r:- 1. (State) (City) Book Number Telephone. (Zip Code) Deepsea Member Q li^and Waters Member Q (Area Code) Lakes Member Q . Seniority. ^ Date Book Was Issued. Port Presently Registered In. Port Issued Endorsement s) or License Now Held. Social Security #. Piney Point Graduate: Q Yes Entry Program: From. No Q (if yes, fill in below) to. (dates attended) Upgrading Program: From. • Mo./DayAear (Middle) Endorsements) or License Received . tn (dates attended) -J ' -:sf Do you hold a letter of completion for Lifeboat: • Yes & No Q • ' '^>1 Dates Available for Training , . } Firefighting: Q Yes • . No O ^ ' I I Am Interested in the Following (^urse(8). M DECK • • Q Q • Q • • • S' •1 I :'t. V • 1f " •• • In: i?- 'il'' • S' . •> • f • ,i- 'i ' • 1 1 • • Q ENGINE Tankerman AB 12 Months AB Unlimited AB Tugs & Tows AB Great Lakes Quartermaster Towboat Operator Western Rivers Towboat Operator Inland Towboat Operator Not Morethan 200 Miles Towboat Operator (Over 200 Miles) Master • Mate Pilot STEWARD G G G G G D FWT • Oiler O OMED - Any Rating • Others. Q Marine Electrical Maintenance O Pumproom Maintenance and • Operation. • Automation G Maintenance of Shipboard Refrigeration Systems G Diesel Engines G Assistant Engineer (Uninspected Motor Vessel) G Chief Bigineer (Uninspected Motor Vessel) Assistant Cook Cook & Baker Chief Cook Steward Towboat Inland Cook ALL DEPARTMENTS G G G G G LNG LNG Safety Welding Lifeboatman Fire Fighting RECORD OF EMPLOYMENT TIME —(Show only amount needed to upgrade in rating noted above or attach letter of service, whichever is applicable.) a * VESSEL ;;v> nfe- ^ SIGNATURE H 38 / LOG / March 1980 . •• RATINQHELO DATE SHIPPED DATE OF DISCHARGE : DATE - . RETURN COMPLETED APPLICi^ldN TO: LUNDEBERG UPGRADING CENTER, PINEY POINT, MD. 20674 ' ; ^^ / �7 'i''' Christopher Sutton Seafarer Christopho- Sut­ ton, 25, is a 1976 Piney Point trainee graduate. In 1978, he up­ graded to AB there. Brother Sutton com­ pleted. the firefighting, lifeboat and CPR courses. He lives in Bethesda, Md. and ships out from the port of New York. Vincent L. Kirksey Seafarer Vin­ cent L. Kirksey, 24, graduated from the HLS Entry Program in 1976. He upgraded to FOWT there in Brother ^ Kirksey has the lifeboat, CPR and firefighting en­ dorsements. He resides in and ships out of the port of Mobile. Shawn T. Evans Seafarer is h a w n T . [Evans, 27, gradiuated from the HLS in March 1978. Brother Evans upgraded Ito AB there in jAprU 1978. He I sailed on the maiden voyages of the LNG Cap­ ricorn and the LNG Gemini (both Energy Transport). Evans has the firefighting, lifeboat and CPR training. He ships out of the port of Wilmington, Calif. Louis G. Vasquez Seafarer Louis G. Vas­ quez, 26, is a November 1976 HLS grad. He upgraded there to i^B in Janu­ ary 1980.^ Broth­ er Vasquez en­ dorsements are firefighting, lifeboat and CPR. He lives in Tucson, Ariz, and sails out of West Coast ports. George N. Sibley J!; # Seafarer George N. Sibley, 22, in March 1978 graduated from the HLS Entry Trainee Pro­ gram. He now sails as an AB. 'Brother Sibley earned the firefighting, lifeboat and CPR endorsements. He ships out of all ports. Alvin Robinson Seafarer Alvin Robinson, 25, graduated from Piney Point in 1976 as a 3rd cook. Brother Robin­ son started sail­ ing as a 3rd cook in 1977. He holds the CPR, lifeboat and firefighting tickets. Robinson lives in Brooklyn, N.Y. and ships out of the port of New York. Edwin Tirado g Seafarer EdI win Tirado, 22, I is a 1977 HLS * entry graduate. ' He sails as an AB which he got at the Piney Point School in 1978. Brother Tirado earned the CPR, firefighting and lifeboat training. He lives in Florida and ships out of the port of New York. Wilfredo B. Reyes Seafarer WilI firedo B. Reyes, 30, began sail^ s ing as an electri­ cian with the SIU in 1973. He holds all of the unlicensed rat­ ings including QMED in the engine department. Brother Reyes in May 1975 was sailing as crane maintenance electrician aboard the SS Mayaguez (SeaLand) when she was captured by the Cambodians. His dad, retired Chief Cook Guillermo Reyes was also "captured" aboard the Maya­ guez. Three other brothers sail with the SIU. Wilfredo earned the CPR, lifeboat and firefighting tickets. He lives and ships out of the port of San Francisco. Tbomas P. Arthur Se a f a rer Tbomas P. Ar­ thur, 26, is a May 1978 grad­ uate of the HLS. He up­ graded to FOWT there in [June 1978. Brother Arthur has his lifeboat, firefighting and CPR tickets. Born in New Jersey, he resides there and ships out of the port of New York. ''^•n Gary C. McLain .^ Seafarer Gary C. McLain, 26, started sailing with the SIU in 1972 when he graduated from the HLS. Broth­ er McLain now sails as an AB which he ac­ quired at Piney Point in 1977. He holds the lifeboat, CPR and fire­ fighting tickets. McLain resides in Panama City, Fla. and ships out of the ports of New Orleans or Jack­ sonville. David G. Frazier Seafarer David G. Fra­ zier, 27, joined the SIU in 1975 following his graduation from the Harry L u n de berg School (HLS) Entry Trainee Program, Piney Point, Md. Brother Frazier's rating now is QMED. He is currently an engi­ neer instructor at the School teach­ ing entry level Engine, Tankerman, FOWT and LNG courses. Frazier has his firefighting, lifeboat and cardio-pulmonary resuscitation (CPR) endorsements. Born in Orange Park, Fla., he is a resident there and ships out of all ports. liWWiililiiWiWWWWW^ Manuel Rodriguez Seafarer Manuel . Rodri­ guez, 26, gradu­ ated from the HLS in 1978. The next year he upgraded to FOWT there. : Brother Rodrii guez has the firefighting, lifeboat and CPR en­ dorsements. He resides in and ships out of the port of New York. Kenneth Bluitt Seafarer Ken­ neth Bluitt, 26, started sailing with the SlU in 1971 from the port of -New York. He sails as an AB. Brother Bluitt upgraded at Piney Point last year. He has his firefighting, lifeboat and CPR cer­ tificates. Bluitt was born in Man­ hattan, N.Y.C., lives in Montauk, L.L, N.Y. and ships out of the port of New York. To Help You Get Ahead If you can do rapid plotting, operate radar and handle navigation, you can move up I in the deck department. You can vrork i aboard the most advanced ships in the j American Merchant Marine. You can be a j Quartermaster. Sign up today to take the Quartermaster Course at HLS | Classes begin on May 26 March 1980 / LOG / 39 mi �,^ '., •-.•^r;^;" iS ;". i "J;-^ff'C: . • • • \. .•• ^ •• n-a:v.!iS r.-'Tis'f'r **' ••.;' •• '• • '• '• •• '- •' .• ' r•••••• LOG Official Pi^hiicjtron uf (hr Sc.tfjrcrs ln<rrn4lionii Uniun • AlUntii, i>uU, Liko jmi lnl4itJ W^ivr*. OiMrivi • AFL CIO March 1980 t' i'-' :p-. ,. • • 1 ^ '.-V-''"-- if , .ft • t isC ^'''. H- }. ^'i9^'' I . ,.-,^ ,-t- ' / . -i':' &-'• '• ."V!*'-' 'r- \• fi'f- II;:.1:^: i;:-: WASHINCTON 30<D A DAY IS ALL IT TAKES \ .r'--*T -'i •" •• 7 ••T"'i^ *••' •'. V J.,.Ml J.' -' � 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 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource March 1980 Description An account of the resource Headlines: TOUGH TRIP BEGINS; SIU PUSHES '81 BUDGET SIU SUPPORTING OCAW STRIKE AGENTS CONFAB: NEW PROGRAMS TO SPEED SERVICES TO MEMBERSHIP PRESIDENT CARTER MEETS WITH DROZAK, BIG APPLE REPS IN WHITE HOUSE SESSION AFL-CIO BLASTS COAST GUARD RECORD ON SAFETY HIGH COURT RULES STUYVESANT CAN PLY ALASKA TRADE ANOTHER SEA-LAND DIESEL (4TH OF 12) IS CHRISTENED BILL HALL, ONE OF THE BEST, DIES AT 67 AFL-CIO OPPOSES ADMINISTRATION'S BUDGET CUTS ON SOCIAL PROGRAMS SEAFARERS, BOATMEN LAKERS ALL LIKE OPTION OF USING USPHS OR PRIVATE HOSPITALS HOUSE EXTENDS WAR RISK INSURANCE FOR 5 YEARS HOUSE UNIT PASSES ANTI-MARINE SAFETY BILL STEWARD STEARNS SAVES LIFE OF MATE WITH FIRST AID GOV. BROWN NAMES DISLEY TO STATE BOARD ON THE AGENDA IN CONGRESS BALTIMORE'S MANOWSKI 1ST BOATMAN TO GET INCREMENT 71 SEAFARERS HAVE UNCLAIMED WAGES DUE FROM MARITIME OVERSEAS DIESELS COURSE OFFERED AT HLS AFL-CIO TO RULE ON SIU-LOCAL 333 TUG BEEF NO ONE'S GONNA RAIN ON 'BUBBA' SHOWERS FIREFIGHTING FOR SAFETY UNIONS MUST SEEK INTERNATIONAL SOLUTIONS TO SHRIKING JOB OPPORTUNITIES AT HOME FIGHT OVER MSC TANKER JOBS STILL SIZZLING SIU'S NEW TT BAY RIDGE OFF TO ALASKA'S BLACK GOLD RUSH DRUGS: A MINUTE OR A DECADE, THEY'LL GET YOU HIGH SCHOOL EQUIVALENCY PROGRAM: THE KEY TO SUCCESS AFTER 2 ADVENTUROUS YEARS, HOME IS THE SAILOR OVERSEAS ARCTIC CREW SAVES 4 IN SAILBOAT 1ST BOSUN CLASS OF '80 UNDERWAY THESE CHICKEN PLUCKERS AIN'T NO SUCKERS SUMMARY REPORT FOR GREAT LAKES TUG & DREDGE PENSION PLAN Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 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 3/1/1980 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. 42, No. 3 1980 Periodicals Seafarers Log http://www.seafarerslog.org/archives/files/original/fdc092ce1a6a717b452915d6a1aa5dcd.PDF 0a63decea20d1f8970373bcdac58e287 PDF Text Text Hturbtur FesHval Honers Paul Hall as Port of New York ;1J pages 6-7 .. r •|.i: r tH ¥. Officia! Publication of Ihe Seafarers In.ernational Unjon.Atlantic, Gulf, Lake? and Inland Waters District. APRIL 1980 SlU Signs Contract to Operate Union Seeks MPriHmePlanki In Democraflc PlaHorm page 2 U-.sa.j.##-'-.'- r, X * -J. - . ^ !f."\ r-^'--.-i . r ,I _ .i /.1! M .>m •'-n m r- •• .• • ••'' . Maritime Budget Passes House V'J.:: •' ••: page 2 ? ,' • JjF " -s rm J...-, ,i .-I • '1 • X. vrt.SS I t".-® 1' 'V ' ' r ''' • : A-: -- 'I '• ' *v. - •- "^V '" fer ; • 'A. ' " ''• •.- "tf 'tx: • •.;. ' 1 .'• j'" T-r-Zr _•• • ^r, • A/gV'/^SA •'9m' ' ".ja ij 4 •" 'ri-..'i Seafarers Crew Two More Diesel Containerships page 3 g ?"-"gv%'^gggvA-^' -<<•;, 'A.g ''\Ji �$580M Maritime Budget Breezes Thru House WASHINGTON, D.C.—In sharp contrast to last year, this year's Maritime budget was swiftly approved in the U.S. House of Representatives. The Maritime Appropriations Authorization Bill for Fiscal year 1981 was passed overwhelmingly by a vote of 320 to 50 on Apr. 15. Last year, the Appropriations Bill for Fiscal year 1980 was not passed in the House until July. It was November before a Con­ ference Committee worked out the differences between the House and Senate versions an(i the Pres. signed the Bill into law. This year's Bill, which is numbered H.R. 6554, must of course still be approved by the Senate. But it is hoped that the swift House approval is an indication that Congress is more aware this year of the vital importance of the U.S. merchant marine. As it has dll along, the SIU will be there to make sure that the $580 million budget stays intact. The SIU's Legislative Represen­ tative Frank Pecquex testified on behalf of the Bill before the House Merchant Marine Sub­ committee in late February. And later in '^the Budget Committee the SIU helped beat back an -attempt to slash $100 million from the Bill's subsidy monies. The Bill, as passed by the House, authorizes the following: • $135 million for the construction differential subsidy program • $347.7 million for the operating differential subsidy program • $18.7 million for research and development • $31.9 million for maritime education and training • $48.9 million for the Maritime Administration's operating expenses The budget includes $10 million for a sealift readiness exercise program. Rep. John Murphy (D-N.Y.) who is chairman of the House Merchant Marine and Fisheries Committee, explained on the House floor the need for this money. Murphy noted that "hearings which were held before the House Merchant Marine and Fisheries Committee...emphasized the questionable readiness of our merchant fleet and indi­ cated the need to ascertain the ability of the fleet to respond to an emergency." The appropriations in the Bill for the construction and operation subsidy programs of the Maritime Administration are vital to the U.S. merchant marine. These subsidies help American-flag ships compete with cheaper foreign-flag vessels. But a Missouri Congressman on the Budget Committee of the House had tried to cut these subsidies by $100 million. An amendment for such a fcut had been introduced in the Budget Committee by Rep. Richard Gephardt (D-Mo.) last month. It was defeated by a vote of 17 to 6. The sentiment that a strong merchant marine is neces­ sary for national defense was the prevailing argument offered by those who were against the cutback. The SIU has for years con­ tended that U.S. defense needs must include a strong, viable merchant marine. Congresslofiaf Comments on Maritime Budget Bill,,, Besides Rep. John Murphy (DN.Y.), who initiated the discussion of the Maritime Appropriations Bill on the House floor, a number of other Congressmen spoke out for the Bill. Sme of their comments follow: Rep. Paul Trible (D-Va.) urged his collegues to support the legisla­ tion and pointed out that "our merchant marine must be able to support military operations...in the event of war or national emergency." He noted that "our inability to mount the necessary sealift to... supply our armed services dimin­ ishes our ability to...protect our vital interests." Similarly, Rep. Glenn Anderson (D-Calif.) noted, "it is tragic that the plight of our ocean transport system is forced to our attention by the crises we face in the world, especially in the Middle East." With respect to the decline of the U.S. dry bulk fleet. Rep. Daniel K. Akaka (D-Hawaii) stated that America is "dependent on the goodwiU of foreign owners of raw materials and on foreign owned transportation systems for the delivery of raw materials critical to our economy and security." According to Rep. Olympia Snowe (R-Maine), "continued fund­ ing for construction and operating differential subsidies, research and development, and maritime educa­ tion and training will sustain efficient and competitive facilities for shipbuilding and ship repair...." SIU Seeks Moriffme Plank in Dem Platform T HE SIU has launched an effort to secure adoption of a strong maritime plank in the 1980 Platform of the National Demo­ cratic Party. SIU Washington Representa­ tive Frank Pecquex submitted the Union's proposal for a maritime plank at hearings con­ ducted by the National Demo­ cratic Party Platform Committee this month in Baltimore. Pecquex told the Committee that in the best interests of the U.S., the Democratic Party must adopt a maritime plank commit­ ted to "a strong and competitive merchant fleet, built in the United States and manned by American seamen as an instru­ ment of international relations and national security." Pecquex reaffirmed the Union's position that "recent international events have pointed out that without sufficient ship­ ping capability under the U.S.flag and without participation to a significant extent in our foreign commerce, we remain extremely vulnerable to international politi­ cal pressures." He pointed out the pitiful position of America in the world maritime community. He out­ lined the sharp contrast of America's fleet of 550 merchant ships compared to Russia's 1,700. He also pointed out the dis­ graceful fact that American ships carry less than five percent of this nation's foreign commerce. Pecquex said that to allow the U.S. fleet to remain in this sorry state "opens this country to political and economic blackmail via the sealanes." The Union's position is-clear said Pecquex. The SIU wants the Democratic Party to express support for maritime by pledging in the Party Platform, to: • Assure continuing presiden­ tial attention to the objective of having our nation achieve and maintain the desired U.S. flag merchant marine. • Dedicate ourselves to a program which would result in a U.S.-flag merchant marine with ships that are competitive with foreign flag ships on original cost, operating cost and pro­ ductivity. • Enact and develop a na­ tional cargo policy which would assure our U.S. flag merchant marine a fair share of all types of cargo. • Continue to enforce our American cabotage laws, such as the Jones Act, which .requires that U.S. flag ships trade between our U.S. domestic ports. The Platform Committee will now review the SIU's proposals. The official Democratic Plat­ form will be hammered out at the National Democratic Conven­ tion in New York City in August. Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave.. Brooklyn N.Y. 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 42, No. 4, April 1980. (I^N #0160-2047) 2/ LOG / April 1980 — -A �A Rebirth of the U.S.-Flag Passenger Liners SlU, Cove Sign Pact to Operate Oceanic Independence of jobs for seamen, had become virtually extinct. Something needed to be done to revitalize it. '^HE SIU has signed an his- The SIU did it. The SIU worked patiently for X tone agreement with its' long contracted employer Cove many months in Washington to Ship Management to operate the secure passage of special passen­ passenger liner Oceanic Inde­ ger ship legislation. Position papers were drawn up pendence, formerly the Inde­ and submitted to the House pendence. The ship will operate without Merchant Marine Committee. any Federal subsidy. Our Washington representatives The signing of this contract spoke eloquently on the need to marks the rebirth of the enact legislation which would AmeriCan-flag passenger liner revitalize the passenger ship industry. Which has been trade. dormant for more than a decade. Thanks in part to the efforts of Seafarers will operate the this Union, and to such dedicated Oceanic Independence on weekly organizations as the Maritime cruises from Honolulu around Trades Department and the the Hawaiian Islands. The vessel Transportation Institute, the bill will begin operation on or about was enacted several months ago. June 15. Finally, last week, the SIU and This is the first contract signed Cove Management Ship Inc. for new operation of a U.S. flag, signed a contract. Under the U.S. crewed passenger liner in terms of that contract, members nearly a decade. But it didn't of this union will man the come easy. It took a lot of work Oceanic Independence, one of on the legislative front in the five passenger vessels that Washington and then at the were redocumented under the bargaining table to get the job laws of the United States as a done. result of the SlU-backed The U.S. flag passenger ship Passenger Vessel Bill. trade, once an important source With the crewing of this vessel, At the contract signing early this month paving the way for crewing tjy the SIU of the Oceanic Independence are (l-r): Cove Shipping President Sam Kahn; SIU Executive Vice President Frank Drozak; Cove Shipping's Warren Pack; Cove Vice President Andrew Garbis and SIU V P. Red Campbell. the Oceanic Independence will be the only "true" passenger ship operating under the U.S. flag. At full capacity, it will be able to carry 750 passengers. A few U.S. flag ships, like Delta's four combo liners, carry some passengers. But their main business is cargo. The Oceanic Independence carries only passengers. SIU Executive Vice President Frank Drozak signed the contract for the SIU. Drozak predicted that the signing of the contract would be "just the first step, in what we hope will be a true revival of American passenger ships manned by American seamen." The membership at the Headquarters April meeting was given a report on this rebirth of the American passenger ships and heartily endorsed it. Those who will constitute the new passenger liner's crew will go through a special course at the Lundeberg School at Piney Point. With the signing of the contract between SIU and Cove, efforts to revitalize the passenger ship industry came full circle. Seafarers Man 2 More Sea-Land Diesels Since the first one took on her SIU crew earlier this year, SeaLand's new diesel ships have been rapidly following one another. Just a month after the SeaLand Patriot crewed up on Jan. 29, the Sea-Land Liberator got her SIU crew in early March. She was soon followed by the SeaLegisiative News SIU in Washington .. Pagesi9-10 Maritime Authorizations Page 2 Union News . SIU to Operate Oceanic Independence .Page 3 Headquarters Notes — .Page 5 Letters to Editor Page 16 Brotherhood in Action . .Page 33 At Sea-Ashore Page 25 SPAD Checkoff Back Page Service Contract Act Pages Great Lakes Picture ....Page 31 Inland Lines Page 29 General News Ship's Digest Dispatcher's Reports: Great Lakes Inland Waters Deep Sea Page 26 Page 14 Page 28 Page 24 Training-Upgrading "A" Seniority Upgrading Page 38 Upgrading Schedule ....Page 37 Membership News Nevr Pensioners ........Page 30 Final Departures ..'. Pages 34-35 HLSGrads Page 24 Special Feature Great Lakes Fitout ....Pages 19-23 Land Defender which was crewed at the end of March. And this month . the Sea-Land Explorer is due to crew vp. In this series of D9 vessels, 12 ships are scheduled to be ready by the end of this year. The SIU will be crewing all of them. Because of these ships and other diesel vessels coming in the future, the Union has been stressing the importance of the diesel course offered at the Lundeberg School. (An applica­ tion for the School can be found in this issue of the Log.) Diesel fuel is efficient fuel. Because of that, more and more companies will be turning to it for their enegy needs. The better informed SIU members are about diesel ships, the more likely the Union is to get these vessels under contract. The tentative crewing dates for the rest of Sea-Land's D9's is as follows; Sea-Land Developer—May 30 Sea-Land Express—June 30 Sea-Land Independence—July 15 Sea-Land Endurance—Aug. 20 Sea-Land Innovator—Sept. 20 Sea-Land Voyager—Sept. 29 Sea-Land Freedom—Oct. 15 Sea-Land Mariner—Nov. 15 Ten of the ships will be used in the trans Pacific trade and two in the trans Atlantic trade. Built in either Japan or Korea, the ships are 745 feet long and have a service speed of 22 knots. They can carry either 40-ft. or 35ft. containers. StU Asks Carter Action on Bureaucratic Snafu The SIU has called on President Carter to straighten out a bureau^ cratic scheme to avoid use of U.S. flag ships for the carriage of government generated cargoes. The government agency at the bottom of the scheme is the Agency for International Development (AID). For a number of years, AID has been overseeing operation of U.S. help program known as the Com­ modity Import Program. Under this program, the U.S. provides money (in the millions) to certain U.S. allies, such as Israel, Egypt and more. These nations are bound under the program to use the money to buy U.S. goods. But they show proof of purchase of American gpods before the money is for­ warded. Under this program, U.S. ships are guaranteed carriage of at least 50 percent of the cargoes under the terms of the Cargo Preference Act. However, Israel was having problems with the bookeeping of the Commodity Program. So in 1978, Congress passed a law which changed the program around. The new program is called the Cash Transfer Program. Under this program the U.S. provides Israel with the money up front. And then Israel can use the money to purchase goods, without any red tape. But here's the twist. AID says that under the Cash Transfer Program, the U.S. Cargo Preference Law no longer applies, because technically Israel can use the funds to purchase goods anywhere in the world. The SIU doesn't see it that way. Neither does the Maritime Admini­ stration, which says that Cargo Preference should still apply. SIU Executive Vice President Frank Drozak wrote Carter about this controversy on April 14, 1980. Drozak said that AID's scheme "is a dangerous precedent especially because AID is considering conver­ sion of other Commodity Import Programs to Cash Transfer." Drozak called on Carter to live up to his Administration's policy of fostering the growth of the U.S. merchant marine, and the policy of allowing the Maritime Administra­ tion to be the ultimate authority in resolving matters involving the U.S. merchant marine. April 1980 / LOG / 3 1-.: �America Extends Friendship to New Nation SlU's Frank Drozak Part of U.S. Delegation To inde­ pendence Ceremonies For Zimbabwe A FTER many years of strug­ gle, a new nation emerged this month on the African continent. Formerly known as Rhodesia, the new black-majority ruled country is now called Zimbabwe. And she's an important country to America, not only politically but also in terms of potential trade. That makes the inclusion of SIU Executive Vice President Frank Drozak as part of the U.S. delegation Ho the independence ceremonies particularly signifi­ cant. Drozak was the only labor representative in the U.S. delegation and he went on the special request of President Carter. -.i • ' •t "•k The delegation was headed by W. Averill Harriman, a diplomatic trouble-shooter for many Administrations and V former Governor of New York. Andrew Young, former chief United States representative to the United Nations was also part of the group. Other delegation members included Representatives Ste­ phen Solarz (D-N.Y.) and William H. Gray 3rd (D-Pa.); Mayor Maynard Jackson of Atlanta, Ga.; Richard M. Moose, Jr., assistant secretary of State for American Affairs, and A1 Price, state representative of Beaumont, Tex. As part of the delegation, Drozak was representing both the SIU and the U.S. labor movement. Besides his position with the SIU, Drozak is also President of the eight-million member AFL-CIO Maritime Trades Department. After he participated in the country's independence day ceremonies on April 18 and 19, Drozak went to the official opening of the U.S. embassy in Salisbury, the capital of the country. The U.S. was the first to open an embassy in this southern African country of nearly seven million people. Of that number, 6.8 million are of native African stock and 250,000 are of European descent. Since the country was founded in 1890, whites ruled over their black countrymen in this landlocked British colony. For decades there has been civil strife and guerrilla warfare coupled, in 1965, with rebellion against Britain by the white ruled government of Ian Smith. In the years of struggle for black majority rule, 25,000 blacks and whites died. Finally, last year a compromise was worked out in London whereby free and open elections would be held. In those elections, which took place earlier this year, Robert Mugabe was elected Prime Minister. A former guerrilla leader of the Patriotic Front, Mr. Mugabe in his independence day speech said, "If ever we look to the past, let us do so for the lesson the past has taught us, namely that oppression and racism are inequities that must never again find scope in our political and social system. It could never be a correct justification that because the whites oppressed us yesterday when they had power that blacks must oppress them today because they have power." Zimbabwe has good agricul­ tural land. Its main crops are tobacco, com, sorghum, wheat, sugar, cotton, and cattle. Also, the country has a wide range of workable mineral deposits such as gold, chrome coal, asbestos, copper, nickel and iron ore. According to the New York Times, Mugabe "has left no doubt that he prefers Western aid to entangling arrangements with Communist countries...." Drozak was very impressed with the trip. He encountered no hostility and, in fact, felt that the American delegation was greeted with particular friendliness. Representatives of 104 nations, including at least a dozen prime ministers and heads of state, were present at the ceremonies. Gov. Brown Names SlU's Joe Goren to Commission The SIU now has a voice on the California State Coastal Commis­ sion, the agency with the final word on all state port improvement, modification and development projects. Last month California Governor Jerry Brown okayed the appoint­ ment of SIU Wilmington Port Agent Joe Goren to serve on the. Commission. Goren was selected as an alter­ nate for Anthony L. Ramos, Com­ missioner of the State Coastal Commission. In a letter to Gov. Brown Ramos explained that, "Mr. Goren is particularly versed in problems involving port facilities and his input will be of value. I am convinced he has a well balanced approach and will do an excellent job in serving on Joe Goren the Comrnission." Outlining the important functions of the State Coastal Commission Port Agent Goren said "we approve development projects and master plans for harbors. The master plans for both Long Beach and Los Angeles harbors are now pending before the Commission." "Right now," Goren added, "a big priority is getting L.A. harbor dredged. All maritime unions, including the SIU, are in support of this project and it's up to the Commission to approve it." The Commission, which meets two or three times monthly, travels to ports and harbors on the Cali­ fornia coast. The last time the agency was in Santa Barbara, they toured offshore oil drilling facilities which are another area of the Commission's jurisdiction. Joe Goren has been a port agent in Wilmington—first with the Marine Cooks & Stewards union and, after the merger, with the SIU—for 25 years. He started shipping out in 1937. Notice on DisaHiiiation Of Staff Officers Association We note that the Staff Officers' Association (SOA), in a recent issue of tbeir publication J?eporter, failed to disclose significant infor mation conerning their union's purported disaffiliation from the SIUNA. SOA says last year it held a secret ballot referendum in which its members voted to disaffiliate from the International. A letter concerning their action was then sent to Don't Get Trapped in the Electronics Jungle EVERY SIU ship has electronic gear that QMED's need to know how to handle Now you can learn how! Take the new 'Electronics for QMED's' course at HLS. In this 6-week course you'll get the skills you need to work on: • electronic systems In the Engine Room • winch controls • anchor windlass controls • cargo control boards Sign Up Now! Course starts June 23 Contaci the Harry Lundeberg School or use the application in this issue of the Log. SOA by SIUNA. In an article in the February 1980 issue of the 5/ajy/?^or/er, the SOA quoted part of this letter but for reasons best known to them, left out some highly important items. In response to that article, SIUNA Vice President Frank Drozak wrote to SOA suggesting that they inform their members of these most significant points. For instance, Hall had noted "that ndtwithstanding an affiliate's right to terminate its SIUNA affiliation, our International nevertheless con­ tinues to possess all Constitutional and other rights as an AFL-CIO affiliate, including the rights pro­ vided for by AFL-CIO Article XX, Internal Disputes Plan." Article XX covws the jurisdic­ tional rights of member unions. As part of its provisions, a union that disaffiliates from one AFL-CIO member union, canriot then affiliate • with another AFL-CIO union, nor may any such AFL-CIO union seek to affiliate them. 4 / LOG / April 1980 •A- �^-^-•-^1 • j>'„ Report From Headquarters By Frank Drozak Executive. Vice President •=^vt-s I mpossible! Never happen! Nptin a million years! These are the words people in mari­ time would have used a few years ago to describe the things the SlU has ac­ complished in the past few months. I'm referring to two major break­ throughs in our industry for American seamen. They are possibly the most important chain of events to occur in maritime in 20 years. The first event occurred early last December. El Paso Gas, a company that at that time operated three U.S.-flag LNG ships with SlU crews, and three LNGs with Norwegian crews, asked the SlU to supply crews for their three foreign LNGs. El Paso told us that the company no longer wanted to run these three ships with Norwegian crews because they simply couldn't handle the job. On the other hand. El Paso said that the SlU crews onTheir three American flag LNGs were doing an outstanding job in running and maintaining their ships. The bottom line is that El Paso wanted SlU crews on all their LNGs. We were happy to accommodate them. This happening was crucially important to us for many reasons. First, it meant new jobs for Seafarers on three nearly brand new ships with a long sailing life ahead of them. It was a tremendous plus for the reputation of our Union as an organization that not only delivers, but delivers the best. But most importantly, it showed the rest of the industry and the rest of the world maritime community that on the rriost sophisticated^ complicated merchant vessels in the world, SlU members do a better job than anyone else. This is not to put down the Norwegians. Prior to this, Norwegian seamen were generally thought of as the best seamen in the world. I • im: guarantee you, brothers, people are thinking a lot differently lately. The second big breakthrough for us occurred just this month. The SlU signed a contract with Cove Ship Management Inc. to operate an American-flag passenger liner, the Oceanic Independence. The important thing here is that this vessel is strictly a passenger ship. When she begins operation in Hawaii sometime in june, she will be the only true American-flag passenger ship, manned by American seamen, operating in the world; just as important, she will operate without one cent of Federal subsidy. Our oldtimefs will remember that at one time, the American flag passenger ship industry was the envy of the world. The passenger ships provided thousands of jobs to American seamen. But one by one, the passenger liners went out of business for economic reasons. The U.S. passenger ship industry was so dead a few years ago, that it didn't appear that there would ever again be an American passenger liner, crewed by American seamen pro­ viding affordable cruises to American people. So much for what people think! We worked for many months with Cove to get the Oceanic Independence project going. The culmination of these efforts came this month with the signing of the agreement. Whether or not the Oceanic Independence project is successful in the long run remains to be seen. I am confident that it will succeed. And I am truly hopeful that the success of this venture signals the rebirth and revival of the American flag passenger liner industry. No one can predict what will happen. But believe me, the Oceanic Independence project is a tremendous first step in the right direction. And once again, brothers, the SlU is Standing front and center in the efforts to make it all work out right. It has always been the philosophy of this Union that nothing is impossible if you work hard enough at it. That no foe is too big to knock-on his rear end if you keep in there slugging away day after day. Don't get me wrong. We've taken our lumps as well as given. But the point is, where the hell would we be if we didn'ttry—if we didn't work—If we didn't dream? •1. i :'S >9* % i'.- m- If '•c : Y. • J. : 1 /i- 'i Labor Dept. toMSC: Service Contract Act Stays I hf a dedsion that casts new light over the fate of nine MSG tankers, the Department of Labor refused to exempt the Military Sealift Command from compliance with the Service Contract Act. It is a little known fact, but the Federal government is one of the largest private contractors in the country. By virtue of its size, it has the power to completely distort the wage scale of an entire industry. Congress acknowl­ edged this situation by passing the Service Contract Act in the early 1970's. The Service Contract Act recognizes that the Federal government has a moral obliga­ tion not to use its awesome economic power to adversely affect the living standards of workers.^ It stipulates that wheii the Federal government contracts for private services, it must pay workers wages equal to the applicable standard union agree­ ments that prevail in an industry. SlU a Step Closer To Gelling Back 9 Tankers In April of 1979, several months after its agreement with Hudson Waterways and Cove Tankers ran out, the Military Sealift Command signed an agreement with Trinidad Oil to man and move nine tankers supposedly after competitive bids. Trinidad Oil is an NMU company. Hudson Waterways and Cove Tankers employ SIU members. The bid submitted by Trinidad Oil and okayed by MSG did not meet the standards demanded by the Service Contract Act. The NMU accepted cuts in its pension and welfare benefits totalling $7 per man per day. It also allowed the MSG to drasti­ cally reduce contributions to the union's vacation plan. In effect, the MSG used the power of the Federal government to help depress the wage base for the entire maritime industry. It also did something else: if ig­ nored an important social policy. The agreement between the MSG and Trinidad Oil wais upheld in a Federal district court. The ruling is under appeal. To bolster its position, the MSG asked the Labor Department to exempt it from the Service Contract Act. The refusal by the Labor Department to exempt the MSG from the Service Contract Act reflects favorably on the SIU's position. It is the Department of Labor that monitors "applicable standard union agreements." By denying the MSC's request for exemption, and by including benefits as well as salary In Its definition of wages, it has set an important precedent, one which can not help but have an effect on the outcome of the appeal. The controversy over the nine MSG tankers is an important one. For one thing, there are 167 unlicensed jobs onboard those tankers. But there are other considerations as well. It is galling to think that a government agency entrusted with the public care considers itself above the law. To some officials, the law may seem like an unnecessary encumbrance. But the law is the only thing that workers have to protect their economic freedom. The cut in wages in the MSG tanker case is hidden but real. The unique structure of the maritime in­ dustry makes it hard to differenti­ ate between vacation benefits and salaries. If the agreement between Trinidad Oil and the MSC is allowed to stand, there will be terrible repercussions for work­ ers in all fields. It is no secret that most bf organized labor has gone on record as opposing the agree­ ment. Lane Kirkland, the Execu­ tive Board of the Maritime Trades Department, and others have all expressed their dismay over the turn of events. April 1980 / LOG / 5 If T. i. t v fe -II I \,YSsi' �Taking the podium, Theodore Maritas, president, New York City-District Council of Carpenters and the even­ ing's master of ceremonies said it was a privilege to "honor a great American, Paul Hall." New York State AFL-CIO President Raymond Corbett said that a great debt was owed to Paul Hall for his commit­ ment to the port of New York, the state of New York and the U.S. labor movement. Charles lyiarciante, president of the New Jersey state AFL-CIO, speaking at the Mr. Port of New York dinner saluting SlU President Paul Hall at the N.Y. passenger ship, terminal on April 11. U.S. Secretary of Labor Ray Marshall has worked closely with SlU President Paul Hall on President Carter's labor/ management/government Export Council. Paul was named co-chairman of the advisory group by the President Friends, Colleagues, Admirers Honor t . %- • .t •; V V-. "" ' 4- "'i'.' iv ••:l• • 1.x \v •Vv^ •-A"' , tr T _ .... HE docks were quiet. The teeming daytime activity of the majestic harbor subdued. But the lights of New York's skyline twinkled bright, re­ flected in the Hudson River, as leaders of labor, industry and government gathered to pay tribute to SlU President Paul Hall, "Mr. Port of New York." More than 1,000 people who have worked side by side with Paul Hall in pursuit of a better life for American workers; who have met him at bargaining tables, on picketlines, at ship launchings and in the halls of Congress came to New York's passenger ship terminal on the night of April 11 to honor him. Sponsored by the Harbor Festival Foundation and the Harbor Festival Labor Commit­ tee, the "Tribute to Mr. Port of New York 1980—Paul Ha//" was planned before Paul had to be hospitalized last November. Hall's absence, and the ab­ sence of his wife Rose, was deeply felt by all who attended the dinner. "I have only one regret tonight," said SlU Executive Vice President Frank Drozak in accepting the "Mr.Port of New York" award on Paul's behalf. "My regret is that Paul is unable to be here to accept this himself. "But we are not only paying tribute to Paul as 'Mr. Port of New York' tonight," Drozak continued. "We are paying tribute to a man who has done so much for so many. "Paul has worked tirelessly," Drozak said, "to help build and where needed, re-build the ports which are vital not only to our ships—but to the welfare 6 / LOG / April 1980 . J _ .J A 1A •• • •• • • • and good of£ the communities surrounding these ports." The long list of Paul Hall's achievements, Drozak said, includes pushing many mari­ time and labor bills through Congress"to make the American merchant marine a better, more prosperous enterprise and a more rewarding industry to earn a living in." Among Paul's many achieve­ ments Drozak stressed that his proudest was establishment of the Harry Lundeberg School in 1967. He established the School to open a new avenue of advancement for seamen^ to provide seamen with new and expanded horizons." Through the entry, upgrading and educational prograrns of HLS, Drozak pointed out A ^ ^ •>« II tit thousands of tyoung people have gotten the opportunity to start a rewarding career in maritime." Drozak picked up the Har­ bor Foundation's "Mr. Port of New York" trophy, a silver sailing ship, for Paul. The trophy was presented by Harbor Festival Executive Director Frank Braynard who saluted the "energy and the farsighted approach to cooperation with others in the maritime industry" which have marked Paul Hall "as larger than life ...over so many years." Other presentations and tributes were offered by: AFLCIO President Lane Kirkland; Sen. Jacob K.Javits(R-NY); U.S. Secretary of Labor Ray Marshall; N.Y. State AFL-CIO Presi^ ^^ Gu«d .0. .ne U,S, Me.Aan, Man„e Academy s.a« ,ho -M. P;! o, 1^ ^ tm li>^ .A n dent Raymond Corbett; Port Authority of N.Y./N.j. Chair­ man Alan Sagner and jay Mazur, Manager-Secretary of the ILGWU, Local 23-25, among others. joining the presenters on the dais were Congressmen joseph Addabbo, Mario Biaggi, John Murphy, Frank Guarini and Leo Zeferretti; National COPE Director Al Barkan; N.j. AFLCIO President Charles Marciante and many other dignitaries from metropolitan area politics, labor and industry. Kirkland Address Lane Kirkland gave an eloquent tribute to Paul Hall, speaking of "how much we prize his friendship and his leadership "The SlU is not the largest of on �-'-A --1 l'-'- .U*.' -'• ;•.; ,T ,'•" r.- In accepting the many awards and tributes honoring Paul, SlU Executive Vice President Frank Drozak said "there is no one in this great city more deserving of this honor than Paul Hall." "I know of no other man of our time in labor, in management or in government who has worked as hard or given as much to the maritime industry as Paul Hall," said AFL-CIO President Lane Kirkland. ,. -t'- ••"-•'• •.... Veteran Senator Jacob K. Javits (R-N.Y.) was among the speakers at the Harbor Festival Foundation's tribute to "Mr. Port of New York, Paul Hall." Paul Hall as 'Mr. Port of New York^ international unions/' Kirkland Seamen's Church Institute, of Paul Hall with the torch of and the nations of the world, said. "But despite its modest said: liberty held high and with a May the Lord's hand rest upon size the SI U exerts influence far "May we move together Vision of this city and port—a him this night and upon all of out of proportion to its steadily forward dw the course light and beacon to this nation us." numbers; the product of the rare and splendid generalship of Paul Hall." "There is no other man in labor/' Kirkland said, "who has worked as hard, who has given as much to his industry as has Paul Hall. The HLS has pro­ duced some of the best seamen in the world; the Merchant Marine Act of 1970 came about largely because of Paul Hall's patient lobbying. "Few men can communicate so clearly," Kirkland added. He is "just as fluent among professors and economists as he is at the bargaining table. Paul Hall," Kirkland concluded "has summoned from each of us the vision that has been the A hand sewn banner depicting the port of New York was presented by Jay Mazur, manager-secretary of the ILGWU, Local 2325. The banner was made by an ILG member. hallmark of his career." "Words commending Paul's visionary leadership ran as a theme through tribute after tribute. "The men and women who go down to the sea in ships have broad horizons and endless vistas," read a written message from the Amalga­ mated Clothing & Textile Workers Union. "Paul Hall has helped bring this vision to all of us who have been fortunate enough to work with him." The evening began with prayers of thanks for Paul Hall's work on behalf of "the seafarers of this land, young people, the great union movement and this port city of N.Y. which he so dearly loves,'" In his simple and moving invo­ cation the Rev. jarries R. More than a score of distinguished labor and government figures occupied the long dais under the banner announcing the Whittemore, director of the "Tribute to Paul Hall, Mr. Port of New York." t April 1980 / LOG / 7 ^ r4" i •t F' » A . *• ,* •» "-'A �'..If. uy; ;yfi Omnibus Bill Facing Rougli Seas in House merce to "monitor the operation to strike the damaging language of the contractor and...notify from the bill. Mikulski's amendment was de­ Congress of any uneconomical or inefficient practices (which in­ feated by a narrow 18-16 vote cludes management, organiza­ in Committee. Rep. Mikulski has pledged her tion or practices and elements of collective bargaining agreements efforts to continue the fight which result in unreasonable high against the anti-labor section of costs)... make recommendations the bill on the House floor when to Congress and to the contractor it comes up for debate later this for ways to correct such practices month. But, while the provision and take such action as may be appropriate...to encourage the empowering the Secretary of Commerce to police collective elimination of such practices." bargaining agreements, is the thrust of organized labor's wrath, Violates NLRB the bill is also expected to Allowing the government to encounter heavy opposition from police private contracts is "an seagoing and on-shore maritime unwarranted intrusion into the unions over several other points, cPllective bargaining process," including: • changing current law to Drozak told the labor chiefs. He allow Federal subsidies for for­ added, it "clearly violates long­ standing labor policy as set out in eign built ships. Maritime Ad­ the National Labor Relations ministration head Samuel In a letter sent to all AFL- Act which states; 'it is...the Nemirow said such a change CIO international presidents as policy of the United States (to would "cause the diversion to well as presidents of the MTD's encourage) the practice and foreign yards of some orders that 42 affiliated unions, Drozak procedure of collective bargain­ would otherwise be placed with blasted the provision as "anti­ ing. U.S. shipbuilders." union and anti-worker." This • a bar on subsidies if man­ Maritime labor has strong provision, Drozak stated, "must allies in Congress fighting against ning levels on a vessel exceed the not be allowed to become the law this section of H.R. 6899. During levels determined adequate for of the land." House Merchant Marine & safe and efficient operation by At issue is a section of the'' Fisheries Committee mark-up on the Coast Guard. Maritime Omnibus bill which the bill. Rep. Barbara Mikulski • retention of the 50 percent directs the Secretary of Com- (D-Md) offered an amendment ceiling on construction differen­ L ABOR is massing for an alif out battle in the House of Representatives next month over a provision in the Maritime Omnibus bill which seeks to blast fr^ee_ collective bargaining right out of the water. The provision of the Omnibus Maritime Bill (H.R. 6899) repre­ sents a scant 10 lines of the sweeping 115 page package of maritime legislation. But con­ tained within those 10 lines is language which would set a dangerous precedent by giving the Federal government veto power over private maritime industry contracts. Spearheading the drive against the dangerous section of H.R. 6899 is SIU Executive Vice President Frank Drozak, whp is also president of the Maritime Trades Dept. i: i 1 I:. tial subsidy payments. Several groups wanted the CDS payment ceiling raised to enable American ships to compete on a parity with foreign vessels. The SltJ joins with the rest of maritime labor in opposing those sections of the Omnibus bill which will change existing law and result in encouraging foreign over American construction and operation of vessels. However the Union is pre­ pared to support the Omnibus Maritime Bill once the bill's damaging sections are elimi­ nated. While far from perfect, H.R. 6899 is still the most significant attempt to upgrade the U.S. merchant fleet since passage of the Merchant Marine Act of 1936. The measure's stated aim is to "revitalize maritime policy, reorganize certain govern­ ment agencies and reform regula­ tion of maritime affairs in the United States." Since the fundamental goals of the bill reflect the Union's goals, SIU Executive VP Drozak ex­ tended to the 34 House Merchant Marine & FisHeries Committee members the SIU's "continued cooperation to achieve our mutual goal of having a strong U.S. maritime industry." Union Goes All Out to Prevent Ships Sailing Short I ITH hundreds of millions of dollars invested in every ship, W owners demand that their vessels ^ • J: •\ \ % •'<: constantly sail one or two men short, pretty soon companies will try to have the manning levels reduced. If properly maintained. And so they the manning level of every vessel was should. But that can only happen if reduced by just two men, then the the vessels are fully manned and the union would lose a large percentage crews well-trained. of its existing jobs. It would be hard The SIU is well aware of our to compensate for that loss, given responsibility in this regard. And the hard times that have befallen the ' this was the main reason for creation American flag merchant marine. two years ago of the SIU Manpower Manpower involves more than Department in Headquarters. just bodies. It also involves educa­ Manpower has several functions. tion and skills. Most shortages Above all else, it must help the union occur in skilled ratings—ratings that man and move ships. can only be filled with men who If a job is left hanging on the possess the required training. board, the Manpower department "Manpower," says Bob Selzer, will try to fill that job. who heads up the Department at There are many consequences to Headquarters, "is more than just vessels sailing under-manned, aside one department. It is a Department from the inconvenience it causes of the whole union." , those crew members who do sail on Manpower works closely with that vessel. For one thing, a com­ union representatives in Wash­ pany is not required to pay any ington and staff members at the money into welfare and pension Harry Lundeberg School of Sea­ funds for slots that have not been manship. All three have a common filled. goal, which is to maximize the job It is estimated that the union' opportunities for members of this welfare and pension funds lose union. between $1 and $2 million annually It is up to Manpower to analyze as a result of ships sailing short- trends in the manning levels. It is up handed. to the Harry Lundeberg School to Manning levels play a crucial, train men in areas where shortages though invisible, part in determing arise. And it is up to our Washington the number of jobs available to representatives to devise legislative nwmhrrr of this union. If vessels and administrative programs which will help alleviate these shortages. not something that will go unused. The success of the Manpower Rather, it will broaden a member's Department can be seen in the recent employment opportunities. More decision by El Paso to use SIU crews education means more options. For on three of its foreign flag vessels. example, a degree from the HLSSin The company recognized that the diesel training means that you can superior skills of SIU members, and get a job onboard a diesel ship. Who our own ability to avoid costly knows, with today's energy crisis, repairs with skilled maintenance was maybe all ships will be converted to more economic than employing diesel fuel. Moreover, without properly trained men, a union won't foreign crews. be able to move ships. I don't need to Selzer emphasizes that there is a add that there are other. people, great deal that individual Seafarers other unions, who would be de­ can do to help the union in the area lighted to take over our jobs. It is the of Manpower. He said, "I would urge duty of this union, and the duty of each member to get as much the membership, to keep that from •duca^n as he can. Education is haggening^ 9tot focUnt Come to HLS. Upgrade to AB. Courses start on June 19 and July 17. 8 / LOG / April 1980 •3:- •A •: ts! i?.-.. •1'-.. •. �m in to Scatarers International Union of Nortlf America. AFL-CiC) April 1980 Legi.s1ativc. Admini-strativc and Regulatory. Happenings On the Agenda in Congress... A number of maritime-centered legisla­ tive matters are on the Congressional agenda in Washington as we go to press this month—and every one of them affects the jobs and job security of SIU members. Here's a rundown on what is on the Congressional calendar... • US-CANADA FISHERY AGREE­ MENTS. The Senate Foreign Relations Committee is scheduling hearings this month to review the Maritime Boundary Settlements Treaty with Canada, and the East Coast Fisheries Resources Agreement. • OUTER CONTINENTAL SHELF. The House Select Committee on Outer Continental Shelf is contipuing hearings on the progress and implementation of the Outer Continental Shelf Lands Develop­ ment Act. This act, which passed several years ago with strong support from the SIU, is providing many hundreds of jobs for maritime and maritime-related workers in the U.S. • OCEAN THERMAL ENERGY CON­ VERSION. The Oceanography Subcom­ mittee, and the Subcommittee on Merchant Marine will hold a joint hearing this month to make final amendments to H.R. 6154— Ocean Thermal Energy Conversion (OTEC) Act. • OIL IMPORT FEE. The Environment and Energy Subcommittee of the House Government Operations Committee has scheduled hearings on President Carter's proposed petroleum import fee. • WATER PROJECTS AUTHORIZA­ TION. The Water Resources Subcommittee of the Senate Environment and Public Works Committee will continue hearings this month on waterways policy and various waterways projects. • RULES OF THE ROAD UNIFICA­ TION. The Subcommittee on Coast Guard and Navigation of the House Merchant Marine and Fisheries Committee has scheduled hearings this month on legislation which would attempt to unify rules of the road for deep sea and inland waterways mariners. • STRATEGIC PETROLEUM RE­ SERVE. The Senate Energy and Natural Resources Committee is going to hold hearings to review the present status and proposed refilling of the strategic petroleum reserves which are located in the U.S. As it stands. President Carter's proposed budget cuts have completely eliminated any funding for this program. Under the SPR program, at least 50 percent of the oil brought in for storage in the U.S. has to be carried aboard American-flag tankers. • COAL SLURRY PIPELINE. The House Public Works Committee is tenta­ tively scheduled to take final action on legislation which would authorize construc­ tion of a coal slurry pipeline. This legislation has been kicked around on Capitol Hill for a number of years with strong opposition from environmentalists and waterways barge operators. • SHIPPING COMMISSIONER. The Coast Guard Subcommittee of the House Merchant Marine and Fisheries Committee is continuing hearings on a proposal to eliminate the jobs of Shipping' Commis­ sioners, and to provide alternate safeguards to protect the rights of seamen with regard to signing on and discharging. • SMALL VESSEL MANNING. After a number of delays, hearings are scheduled to resume this month on legislation to regulate the operation of "small vessels." This bill is H.R. 5164. The proposed legislation sets certain qualification standards for crewmembers of small uninspected vessels—and it's particularly aimed at the crew and supply boats operating offshore around oil and gas rigs. We're watching this bill carefully because of its serious implications regarding safety at sea. Carter Calls on Nation To Observe Maritime Day President Carter has issued the annual National Maritime Day proclamation, and called on all Americans to honor the U.S. merchant marine on May 22. In the proclamation, the President cited the "vital contributions" of American shipping to the growth and economic vitality of the U.S. In the proclamation. President Carter said: "Our merchant marine has shown valor and dedication in providing logistic support to the United States military forces in time of national emergency." SIU Stewards Meet An Old Friend During Washington Visit Another group of SIU Stewards partlci•^^pating in their union's upgrading program came to Washington last month for briefings on the legislative programs of the SIU, AFLCIO the Maritime Trades Department and the maritime industry. During the visit, the Seafarers had an opportunity to meet and talk with an old friend of the SIU and the industry—Congressman Leo Zeferetti (DNY). The Congressman, who is a memberof the powerful House Rules Committee, has been a member of the Merchant Marine & Fisheries Committee for many years. He has always been a staunch supporter of the U.S. Merchant Marine and a loyal ally of maritime labor. In the photo at left. Congressman Zeferetti (center) meets with the SIU group which included Washington Representatives Frank Pecquex and Betty Rocker. In the photo at right, the SIU Stewards posed for a group picture on the steps of the Capitol. Participating in the visit were Herman Green, William Datzko, Thomas Kirby, Samuel Nazario, John Darrow, Edward Haber, John Gibbons, Clyde Kreiss, Joseph Kundrat, Luis Iturrino, Humberto Ortiz and Thomas Liles. Also in the picture are SIU representatives Nick Marrone, Frank Pecquex and Betty Rocker. April 1980 / LOG / 9 • ;:v I .i' •f �S;j)c 91U in Al^asliingto^^ fit llUB Industry News Congress Approves 1981 Maritime Subsidy Programs The House of Representatives this month passed the fiscal 1981 Maritime Authoriza­ tion Bill, providing another year of life to the subsidy programs which have given tenuous existence to the U.S. maritime industry during the past ten years. The bill passed the House April 15 by a vote of 320-50. Not surprisingly, there were no sabotaging amendments zinging in from Congressman Peter McCloskey camp. Those will come later when the so-called "Omnibus Maritime Bill" comes up for consideration. As passed, the appropriations bill provides a total of $582,174 million for various maritime programs during fiscal year 1981. The breakdown goes like this: • $135 million for construction differen­ tial subsidies to encourage and assist in the building of new ships; • $347,697 million for operating differen­ tial subsidies to permit U.S.-flag operators to compete fairly with the heavily-subsidised foreign flag fleets; • $18,750 million for research and development programs sponsored by the U.S. Maritime Administration; • $31,863 million for maritime education Safety At Sea Group Plans Open Meeting The working group on ship design and equipment of the Subcommittee on Safety of Life at Sea will hold an open hearing in Washington-May 6 to gather information and opinion to present to the IMCO meeting scheduled in July in London. IMCO is the United Nations-sponsored Intergovern­ mental Maritime Consultive Organization. The agenda for the Washington meeting includes safety aboard nuclear vessels; noise levels on board ships; safety standards for offshore supply boats and other special purpose vessels; and maneuverability standards for ships. and training. This is primarily for the U.S. Merchant Marine Academy at Kings Point, and the various state maritime schools. During debate on the bill, a number of our friends—as well as some newer members of Congress—hit the deck to urge support for the U.S. merchant marine Congressman Paul Trible (R-VA) urged support for the legislation and pointed out that "our merchant marine must be able to support military operations in the event of war or national emergency." He said "our inability to mount the necessary sealift to supply our armed services diminishes our ability to protect our vital interests." Similarily, Congressman Glenn Anderson (D-CA) supported the legislation and noted "it is tragic that the plight of our ocean transportation system is forced to our attention by the crises we face in the world, especially in the Middle East." With respect to the decline of the U.S. dry bulk fleet. Congressman Daniel K. Akaka (D-HI) stated that the United States is "dependent on the goodwill of foreign owners of raw materials and on foreignowned transportation systems for the delivery of raw materials critical to our economy and security.'* Congresswoman Olympia Snowe (RME), said that "continued funding for construction and operating differential subsidies, research and development, and maritime education and training will sustain efficient and competitive facilities for shipbuilding and ship repair." Ships in US Fleet Continue Decline As Tonnage Rises The number of ships in the U.S.-flag merchant fleet continued to decline as overall tonnage went up to a record high, according to the latest report from the U.S. Department of Commerce. As of March 1, the privately-owned deepdraft fleet totaled 724 vessels with a combined capacity of 23.5 million dead­ weight tons. This total includes 568 oceangoing vessels and 156 Great Lakes carriers. Compared with March 1, 1979, the number of ships in the U.S. merchant fleet dropped by 25 vessels, but overall fleet capacity increased 1.4 million tons in that same period. The large gain in capacity reflects the larger sizes of the new ships added to the fleet in the last 12 months, and the comparatively smaller sizes of the older ships which were scrapped, sold or retired from active service. On the brighter side, the monthly Maritime Administration report showed that 53 merchant ships were under construc­ tion or on order in U.S. shipyards as of March 1. The shipbuilding orderbook breaks down like this: 13 new tankers; five liquefied natural gas (LNG) carriers; ten intermodal vessels; 11 dry-bulk carriers; two cargo break-bulk ships, and 12 specialized vessels. SPAD n IIM SIU'9 polMical land aad <w polUinil ann ia Waihlanton. D.C. TV Sit asb for and accrpir voiaafaiy coRlribalkm only. TV taioa user IV monry doaaicd lo SPAD to sappon IV cIcclioB canpaipBi of fefiilalon wtM Vve ilMwa a pro-mariliiiM or pro-iallor record. SPAD ciiabiM IV Sit lo w<irk cffeclirely oa IV rifal mariliBK macs hi IV Coanrcss. These are issues Ihaf hare a direct iaipacl on IV JoV and job secnrilv of all Sit awasbers. deep-sea. iaiaad, and Lakes. TV Sit antes Ms mefflbers lo conlinae Ibeir line leconl of sopporf for SPAD. A aieaiber caa coalrlbafe fo IV SPAD load as V or sV sees Hi, or make no conlrSmfioB al all wilhoat fear of reprisal A copy of IV SPAD report is Hied irilhIV Federal ElecHon Commission. II u arailaMe for parchase from IV FEC iBWashia(loa,D.C. 10 / LOG / April 1980 meetings with Congressmen Don Bonker (DWash.) and Jack Edwards (R-Ala.L Both Congressmen are fully aware of the many problems besetting the nation's merchant marine, and talked hopefully of taking actions to revitalize the maritime industry I Hilary Thein (2nd ^ft) shakes hands with his Congressman Representative Don Bonker from Seattle, Wash Looking on are SIU Washington Legislative Representative Betty Rocker and SIU Mobile Representative James Battle. • "N >• s'X A n s tl tl Opgraders . Come to Washington For a Look at SIU Political Action Program The SlU's continuing educational programs for its membership brought yet another group of "A" Seniority Upgraders to Washington earlier this month for a first-hand look at the SlU's political action program. Eight upgrading Seafarers took part in the day­ long visit which included meetings with repre­ sentatives of the Transportation Institute, and the SlU's Washington legislative team. Also on the day's agenda were visits to the AFL-CIO Maritime Trades Department and a tour of the Capitol. A highlight of the tour was face-to-face :#.-i In the photo at right, the entire group of Seniority Upgraders meets with Congressman Jack Edwards. The Alabama Congressman is a former long-time member of the House Merchant Marine Committee, and has been a good friend of the SIU for many years. The group of SIU Seniority Upgraders who took part in the Washington educational visit included: Jose Quinones, John R. Silvetti, John W. Boughman, Michael P. Marth, Wendell G. Burton Jr.. Raphael S. Vargas, Hilary A. Thein, and Mike Martin. �iSTrss ..X"' Private Hopfier Dredge Fleet Proves A-OK T dredge fleet will have the capabil­ HE SIU has for a long time ity of doing all of the work bontended- that private in­ previously performed by the dustry should handle more and Corps' 13 active hopper dredges. more of the dredging work done Therefore, the SIU as well as by the Federal government. industry is alarmed over the In the last few years the private Corps' recommendation to have sector has been given a chance to eight hopper dredges in its prove itself in this field. The SIU "minimum fleet." feels this has workejd out so well If this minimum fleet is ap­ that the government should proved there would be a dis­ drastically reduce its fleet of astrous effect on the private hopper dredges. dredging industry which would [Hopper dredges are the big­ not have enough work. (U.S. gest type of dredge. They are Public Law 93-269 allows the primarily used on the channel Corps to set aside enough work bottom of coastal harbors or on to keep its minimum fleet "fully the ocean floor. Self-propelled, operational.") they have molded hulls and the The SIU feels that the'Federal general lines of an ocean going government should be the con­ vessel.} tracting and management agency The Army Corps of Engineers, for dredging and that private which handles the government's dredging, has submitted its The Sugar Island is one of three SlU-manned hopper dredges. The SIU feels that industry should do the actual recommendations for the mini­ . private industry should handle the bulk of government contracted dredge work. dredging work. For one thing, private industry mum size of its dredging fleet to too high. Right now the private private hopper dredges. These the Office of Management and sector has four operational are the Long Island, Manhattan . can build hopper dredges for Budget (OMB). However, OMB hopper dredges. (Three of these Island, and Sugar Island. The about one-half of what it costs company also has a medium class the government. has rejected the Corps' estimates are under contract to the SIU.) Also, a recent Industry Capa­ Five hopper dredges are under dredge scheduled for completion and told it to submit new recom­ bility Program showed that "^construction by the private in the fall of this year. mendations. When the private hopper private industry, in most cases,, The Corps currently has 13 sector. In addition, at least two active hopper dredges. In its more hopper dredges are in the dredges that are under construc­ can do the work formerly done by tion are finished there will be nine the Corps more economically original recommendations to planning stages. One of the leaders in the modern and efficient hopper than the government. OMB, the Corps had determined That is why the Union believes that to meet national defense and hopper dredging field is SIU- dredges available with an annual emergency needs it would still contracted North American capability greater than the Corps' that the sooner private industry Trailing Company which owns current hopper dredge workload. takes over all hopper dredging, require eight hopper dredges. The SIU believes this is way three of the four currently active In other words, industry's hopper the better it will be. ; Inouye Ship Bill Off the Senate Back Burner ^ Sen. Daniel Inouye's Ocean Shipping Act was reported out of the Senate Commerce Committee this month. It's a good bill and the SIU • . supports ;t. If passed, the legislation would do a great deal to restore order to a greatly confused maritime industry. For starters, it would untangle the Membership Meetings Deep Sea Lakes, Inland Waters 2:30p.m New York ...May 5 2:30p.m Philadelphia ........ May 6 7 2:30p.m Baltimore May 9:30a.m Norfolk May 8 2:00p.m Jacksonville May 8 9 ... 2:30p.m. Algonac May Houston May 12 2:30p.m. . New Orleans May 13 - v- 2:30p.m. Mobile May 14 2:30p.m. San Francisco May 15 .....a.. 2:30p.m. ............ Wilmington ......... May 19 2:30p.m Seattle .........v... May23 .... 2:30p.m Piney Point ......... May 10 . i I0:30a.m. San Juan, ........... May 8 2:30p.m. Columbus ....May 7 — Chicago May 13 — Port Arthur May 13 ' 2:30p.m Buffalo Mayl4-i — St. Louis May 16 2:30p.m. Cleveland May 15 — UIW 7:00p.m. 7:00p.m. 7:00p.m. 7:00p.m. — — 7:00p.m. 7:00p.m. — _ — 1:00p.m. — — — — conflicting array of bureaucratic and judicial mandates that presently govern the regulation of ocean transportation in the foreign com­ merce of the United States. It would replace those mandates with a single, easily comprehended legisla­ tive standard. The Ocean Shipping Act, which was introduced by Sen. Daniel Inouye (D-Hawaii), seeks to develop a coherent national policy on merchant shipping. The bill, enjoys widespread support among mem­ bers of the maritime industry. For many years, the American maritime industry has been plagued with vaguely defined regulatory codes. One of the more confused sectors of the maritime industry has in­ volved antitrust activity. Prior to 1966, agreements for economic co­ operation among carriers were allowed. » Such agreements were felt to be governed by the Shipping Act of 1916 rather than the body of antitrust laws. However, a 1966 ruling held that the Shipping Act was subordinate to the body of antitrust law. The 1966 ruling has had serious consequences for the maritime flao rnmnan industry. American flag companies found themselves unable to compete with foreign competitors. The Ocean Shipping Act would in effect overrule the 1966 decision. Co-operation among carriers would once again be allowed. The position of the Federal Maritime Commission would be reinforced by this legislation. The Commission, which has over the years gained the trust of industry members, would have primary responsibility for formulating a national policy on ocean transporta­ tion in the foreign commerce of the United States. Important goals would finally be given official recognition under the terms of this act. Bilateral trade agreements would be encouraged, as would open conferences, or rather, less closed conferences. The need for American flag vessels to "substantially participate" in the foreign commerce of the United States would be acknow­ ledged. Some details still need to be worked out. However, the legisla­ tion .marks a giant step for the maritime industry. Even if the bill i& not passed, important goals have been pinpointed, and a responsible course of action has been chartered. April 1980 / LOG / 11 m-' • �7^ ffi- Busy as AB's Buzzing with success after completing the AB course at HLS are: Kneeling, front, A. Walker. First row (l-r) W. Ludlow, S. Boettcher, D. Severinson, J. Romeo, E. Young, M. Latta, P. Ryan, E. Henry, R. Lynn. Back row (l-r) R. Urban, M. Mar­ quette, K. Tremblay, R. Tremblay, M. Birt, J. Vandenheede, M. Schmitt, L. Kuhn. 14 + 3 Learn ABC's of LNG Ready for Sea As QMfD All smiles when they finished the QMED course at the Harry Lundeberg School are: Front (l-r) A. Mercado, A. Nelson, J. Barry. Second row (l-r) D. Shaw, K. Patterson, V. Carrao, G. Cooper, E. Abidin, R. White, N. Celona, J. Oberson, A. Santiago. Back row (l-r) M. Castagna, S. Dinnes, F. Wagner, G. Watson, R. R. Rosario, J. Ponti. The Harry Lundeberg School of Seamanship Ready to man LNG vessels under SlU contract are the following 17 Seafarers? recent graduates of the HLS LNG course: Front row (l-r) T. Burke, T. R. Goodman, M. Pedersen, J. Curlew, R. Suy. Back row (l-r) S. Ehrnlunn, J. Robinson, J. Thrasher, H. Jones, Jr., J. Cavagnaro, B. Stearns, A. Clark, F. Paylor, M. Haukland, R. Greggs, D. Hicks, E. M. Welch. Two Cross Wire Why is this FOWT smiling? Graduates of the latest Marine Electronics course at HLS are (l-r) E. Sorensen and G. Blanco, snapped in the classroom with instructor T. Connor. Two Quartermaster Quartets The best bet for wipers who want to improve their job security is getting an FOWT ticket at HLS. Job opportunities for FOWT's have never been better. Enroll now in the FOWT course at HLS. Courses start on July 3 and July 31. To sign up, contact Harry Lundeberg School, Vocational Education Department, Piney Point, Maryland 20674, (301) 994-0010. Or fill out the ap­ plication in this issue of the Log. brothers tell it all. The newest SlU SS frwf W. Paulsen, R. Munroe. J. Borucki, A. Easter irp ('-•') W. Burke, R. Brock, R. Brown, A. Holland. Not in the pic are two other graduates of the Quartermaster course, C. Pineda and M. Pereira. 12 / LOG / April 1980 j7 �-4v ^ , J' '• AN Pulling far Ben Mignano to Get Mate's License I N early 1944,16 year old Benny Mignano said good-bye to family and friends and went off to joib the merchant marine. If he was looking for something more exciting than the streets of Brooklyn, his old stomping grounds, he would certainly find it later between the Murmansk Run and the Saigon River. Today, at 52, Ben Mignano is one of the most respected bosuns in the SIU. He has seen a lot, and accomplished a lot since 1944. But one of his greatest accom­ plishments is yet to come. Mignano has gone from hitting the deck and swinging the booms, to hitting the books and wielding a pen at the M.E.B.A, (Dist. 2) Maritime Upgrading Center in Brooklyn, N.Y., where he's preparing to make his final move through the hawespipe. If all goes well, and in spite of the goodnatured razzing h^s been getting from faculty and fellow students at the Center, he'll have an Origina] Second Mate's license in a few months. Mignano actually started out in the steward department, sail- ily and got his first bosun job, on the Bull Line's Arlyn in-1957. He's been "Hey, Bos'!" ever since. The late 1960's and early 1970's saw Mignano, like so many others, in the Vietnam War Zone. He spent four and a half years on the Rafael Semmes, including one voyage when the ship came under rocket attack in the Saigon River. But luck was. with the Semmes—and Mignano—dur­ ing that trip. The rockets, includ­ ing one that hit just below his porthole, were duds. Mignano made his first visit to Recertified bosun Ben Mignano is now a model student at the M.E.B.A. (Dist. 2) Maritime Upgrading Center in Brooklyn, N.Y. the Harry Lundeberg School in ing as messman on his first ship, arrival in Scotland," recalled 1976, when he participated in the the Benjamin Brown, and on his Mignano. "It was May 13, 1945. Bosun Recertification Program. second, the Grace Abbot. It was We receiyed word that President He was impressed by what he while coming back from Mur­ Roosevelt had died the day saw. "It's a wonderful school to go through," he confided, "and it mansk in the Abbott, in May of before." Mignano shipped with the has given a lot of people oppor­ '45, that he got a close look at a deck department pn his third ship, tunity." German U-Boat. Fortunately, it Back at school—^this time in came after the Nazi surrender in the Frank C. Emmerson. He upgraded to AB (blueticket), and Brooklyn—Ben Mignano's hop­ Europe. Spmebody yelled, "There's a got his Green ticket AB in 1947. ing his luck will not desert him in The draft caught up with him the coming months. But he's got a sub!" And sure enough, there was a surfaced German sub flying the in 1951, and he spent the next two lot more going for him than luck, white flag. It followed i\\Q Abbott years wifh the army in Panama. including a bunch of people who into Scotland, surrendering to Then it was "back to the SIU in are pulling for him to succeed. 1953 and I started sailing again," Because Ben Mignano won't be a British authorities there. said Mignano. He worked stead- bucko mate—he'll be a good one. "I'll never forget the date of our Carter OKs $227Billion Oil Windfall ProBfs Tax Act President Carter early this month before 1978, it exempts from 1981-2 producers, are expected when okayed his controversial Crude Oil individuals taxes with as much as decontrol is lifted to make $1 trillion Windfall Profits Tax Act at the ^200 yearly on interest and over the next decade. Oil Biggies would pay $205 billion White House after a of year of bitter dividends. It also gives a tax break to homeowners and businesses that of the tax; independent $22 billion. Congressional horse trading. Later, when the budget is A "windfall" is "an unexpected save or produce energy and to those balanced and the national debt who sell inherited assets. or sudden gain or advantage." U.S. domestic Oil Biggies—^who reduced. Congress can use 60 Carter declared "the keystone of our national energy policy, in now in made record-breaking billion dollar percent of the $227.3 billion for a place." And exclaimed it "a victory "unearned profits"—from OPEC's general tax cut, 25 percent to pay the high prices for crude and long, fuel bdl of the low-income poor and for every American citizen." He envisioned that the $227.3 expensive gas station lines last year, 15 percent for energy development billion tax—^the largest tax on a U.S. with independent American oil and mass transportation. industry ever—with the decontrol of the domestic crude price in late 1981, would give "both the incentive and the means to produce more oil here, conserve more oil here and replace more oil with alternative sources of energy." Beside excluding from the new law which took effect on Mar. 1 some North Slope Alaskan oil found Ogden Challenger Committee Notice On Job Coil Procedure (Inland) Wh«n throwing in for work during o Job caii at any SIU Hiring Haii, boatman muat produco tho foiiowing: • momborahtp cortificato (whoro posaooaod) « • rogiatration oard • ciinic card •man'a iiapara Hdqs. Rep Teddy BabkowskI (seated left) writes a dues receipt for Recertified Bosun John O. Frazier (seated right) ship's chairman of the ST Ogden Challenger (Ogden Marine). With them is the Ship's Committee of (I. tor.) Deck Delegate Jack Klohn, Oiler Rudy Lopez,Steward Delegate George Malone and Engine Delegate D. Saxon. The tanker paid off at Bayonne, N.J. Notice to Participants in PMA Pension Plan The new Summary Plan Descrip­ tion of the SIU Pacific DistrictPMA Pension Plan has been com­ pleted and was mailed to all mem­ bers beginning Wednesday, March 19, 1980. (This new booklet applies to former MC&S members employed on Pacific Maritime Association vessels.) This booklet highlights the main provisions of the Pension Plan. The Summary Plan Description explains both the benefits the Plan provides and the requirements which must be fulfilled in order to qualify for pension benefits, including the changes made to comply with the new pension laws (frequently re­ ferred to as ERISA). We urge you to study this booklet carefully. You should be aware of the possibility that you may not receive the amount of pension benefits referred to in this booklet. This may occur if you have a break in service or if you fail to qualify for other reasons that are discussed in the booklet. In the event you do not receive a copy of the Summary Plan Descrip­ tion or have any questions regarding its' contents, booklets will be available at the Plan Office located at 522 Harrison Street, San Fran­ cisco, California 94105, Telephone (415) 362-8363, and all Union Offices. April 1980 / LOG / 13 1 V . ' i n iA 5 i 4, f I 1 -I : 1 yI • ' 'T • -.V �W'^' WAACs Get VJX. Benefits: Seamen Next on list »-J(, T HE long-awaited decision on G.I. benefits for merchant marine veterans of World War II is expected to be handed down soon, possibly as early as next month. A lengthy application, filed on behalf of 250,000 merchant seamen, the largest non-combat group to serve during the Second World War, was submitted to a joint Civilian/Military Review Board at the end of January. The three member panel, named by the Dept. of Defense has already held at least one review on the merchant marine application. So far, the Board has consid­ ered applications for veterans status of about nine groups who rnade a non-military contribu­ tion to the war effort. Most recently, about 5,000 members of the Women's Army Auxiliary Corps were declared full-fledged military vets eligible for G.I. benefits such as home loan guarantees, hospital cov­ erage and, in some cases, pen­ sions. In issuing their ruling on the WAACS, the Civilian/Militaiy Review Board recognized their " noncombatant service with the Army of the United States for the purpose of making available the knowledge, skills and special training of the women of this nation." A spokesman for the Joint Maritime Congress, which pre­ pared the application on behalf of all maritime union veterans, including SIU members, said "we expect to be next on the Board's list." The SIU is optimistic that, based on the scope of the applica­ tion, the Board will award World War II merchant mariners the veterans status and accompany­ ing benefits they so justly deserve. That application, representing .;i' 'V m m i:'S' - •& "- . 5 J i-' . ^'. months of in-depth research, was tailored to answer each of the five criteria used as the basis of eligibility for awarding veterans status. Those five criteria, spelled out in Title IV of the G.I. Bill Improvement Act of 1977, in­ clude determing whether: the group applying received military training and acquired a military capability or the services performed by such groups was. critical to the success of a military mission; • the members of the group were subject to military justice, discipline and control; • the members of the group were permitted to resign; • the members of the group were susceptible to assignment for duty in a combat zone, and; • the members of the group Carter Declares May 22 As National Maritime Day By the President of the United States of America A Proclamation Throughout the history of the United States, trade and shipping have made a vital contribution to the Nation's growth and economicvitality. Today, the American Merchant Marine continues to aid the development of American enterprise and to foster the well-being of all American citizens by linking U.S. industries, farms and markets with our overseas trading partners. In addition, our Merchant Marine has shown valor and dedication in prowling logistic support to United States military forces in times of national emergency. In recognition of the importance of the American Merchant Marine, and in commemoration of the departure from Savannah, Georgia, on May 22,1819, of the S.S. Savannah on the first transatlantic voyage by any steamship, the Congress of the United States, by joint resolution of May 20,1933 (48 Stat. 73, 36 U.S.C. 145), designated May 22 of each year as National Maritime Day and requested the President to issue annually a proclamation calling for appropriate observances. NOW, THEREFORE, i, JIMMY CARTER, Presid^ent of the United States of America, do urge the people of the United States to honor our American Merchant Marine on May 22, 1980, by displaying the flag of the United States at their homes and other suitable places, and I call upon all ships under the American flag to dress ship on that day. IN WITNESS WHEREOF,I have hereunto se^t my hand this thirteenth day of March, in the year of our Lord nineteen hundred and eighty, and of the Independence of the United States of America the two hundred and fourth. Jimmy Carter HsiMihK laMIv GKM likB MARCH 1-31,1980 •TOTAL REGISTERED All Groups ClassA aassB Class C TOTAL SHIPPED All Groups ClassA ClassB ClassC ••REGISTERED ON BEACH All Groups ClassA ClassB ClassC DECK DEPARTMENT y - : L- "W -' Algonac (Hdqs.). 77 19 76 46 2 51 19 0 49 27 12 1 11; 0 0 0 Totals All DapartiTUHits 223 153 53 170 89 •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of menregistered at the port at the end of last month 161 150 71 ENGINE DEPARTMENT Algonac (Hdqs.) — 57 20 61 29 STEWARD DEPARTMENT Algonac (Hdqs.) If 33 14 ENTRY DEPARTMENT Algonac (Hdqs.), 70 110 36 14 / LOG / April 1980 . I,. had reasonable expectations that their service would be considered active military service. The joint maritime union application took up three vol­ umes of material. The first contained arguments in favor of awarding merchant seamen vet­ erans benefits. It noted that, while "Title IV does not require that all statutory tests be met, this application demonstrates that the members of the American merchant marine who were in active ocean-going service during World War II satisfy all statutory tests." Volume II included published articles, sworn statements, war­ time training manuals and other materials which formed the solid background of the application. And Volume III contained page after page of the names of the 2.8 percent of all merchant seamen who lost their lives in the service of their country; a loss rate that was second only to the Marine Corps'2.9 percent. We believe this application contains solid proof that mer­ chant seamen played a crucial role in this nation's World War II effort and deserve more than medals and certificates as re­ wards for that service. We are confident that the Civilian/ Military Review Board will agree with that judgement. New Series of Tax Free U.S. Savings Bonds Introduced As of Jan. 2, 1980, the U.S. Treasury Department began offer­ ing U.S. Energy Savings Bonds, Series EE, for sale to the public. The Series EE Savings Bond, like the Series E Bond it replaces, is an accrual-type Bond. It pays (tVi per­ cent interest which is compounded semi-annually when the Bonds are held for five years or longer; If the Bonds are held through their 11-year maturity date, the interest rate goes up to seven percent. Savings Bonds are a safe invest­ ment. TTiey are fully guaranteed until maturity and if they are lost, stolen or destroyed, the government will replace them. The big plus in purchasing Savings Bonds is that the interest the Bonds earn is tax deferred. Federal tax on the interest in not charged until the Bond either matures or is redeemed. And Savings Bond interest is totally exempt from state and local income taxes. U.S. Energy Savings Bonds, Series EE, can be purchased at any commercial bank. The Bonds can be redeemed at those banks or at Federal Reserve banks. �i.r:-.VS«,i».*o, r Retiring on SlUPension iUieans Security T HE SIU has always be­ lieved that retirement should be a time of joy and security. That philosophy shows in many of the Union's actions. It especially comes through in the Seafarers Pension Plan. Ever since the Plan was started, SIU seamen and boatmen have been able to retire with the secure knowl­ edge that they would find their pension check jn the mail each month. Sound financial funding was always a fundamental principle of the Plan. Even before a U.S. law was passed in 1974 to guarantee promised pension benefits, the trustees of the Seafarers Pension Plan made sure that no one would ever be cut off from the monthly pension he was ex­ pecting. Unlike many other pension plans, the SIU plan has never had to take back or decrease any benefit it has given. Even though, at times, it would have been easier and politically more expedient to put certain popular demands into the Plan, the Union took the more difficult path. If the SIU realized that particular provisions would have proved harmful in the long run, it didn't hesitate to point them out to the membership. Medical Coverage But besides the security of the monthly pension check, the Seafarers Pension Plan provides something else that greatjy adds to the security of its pensioners. That is medical Coverage. Sll^ pensioners and their dependents continue to be fully covered by the Seafarers Welfare Plan. Further, the Welfare Plan will pay for Medicare premiums for both the pensioner and the pen­ sioner's spouse. In many other pension plans, medical cover­ age is cut off or severly cut back when the worker retires —and that's just when such coverage is most needed. Spme of the medical bene­ fits to which SIU pensioners are entitled include: • medical and hospital ex­ penses, including reasonable costs of all medical, surgical, and hospital care, plus physi­ cian's fees charged for office and house calls. • a dental benefit which covers the cost of the labor in the acquisition and mainte­ nance of dentures. However, no payment is made for the cost of the materials used in dentures. • payment for prescription drugs. The Plan pays the cost of drugs prescribed by a physician except when the pensioner is receiving treat­ ment in a hospital as an in­ patient. Pensioners who are eligible for Medicare are required to maintain such coverage and the Seafarers Welfare Plan will reimburse the full cost of the Supplemental Medicare Pro­ gram. Forthoseenrolledinthe Medicare Program, the Sea­ farers Welfare Plan will pay any charges not covered by Medicare up to the maximum allowed under Dependent Benefits and the Surgical Schedule. The Plan will also pay the "hospital deductible'-' not covered by Medicare as well as all excess charges not allowed by Medicare. Further, the dependents of SIU pensioners can still apply for the College Scholarship Program offered by the Seafarers Welfare Plan every year. Besides these benefits for SIU pensioners, the Union is also a strong supporter of a sound Social Security pro­ gram. The SIU fully backs any increases in Social Security and fights against cutbacks. Finally, retirement can mean difficult adjustments. A man or woman who has be­ come accustomed to a life on the water can sometimes find life on land a little strange. But because the SIU pensioner has full access to the Union Hall, he can go there to play cards or talk over old times with other Seafarers and Boatmen. He still feels he is a part of the SIU community. : -if 'r. .-1 • 1 .• -S'v •: You Can't Afford Not To •V-,-'" . •. The Transportation Institute Towboat Operator Scholarship Program pays you while you go to school at HLS. It gives you free room, board and books. It helps you earn wheelhouse time while you leam bocrthandling skills. And HLS graduates get day-for-day worktime credit. You can't afford not to apply for a Towboat Operator Scholarship The next class beginx on luly 7. Contact your SIU Port Agent or your Compemy to apply. A MESSAGE FROM YOUR UNION NARCOTICS J '. WfLL YOU UP AND YOU'LL LO/E YOUR PAPERS FOR LIFE.' -.v-';- • -v". April 1980 / LOG / 15 "V- �• y• LETTERS TO THE EDITOR Good People Make 5IU the Best I and four brothers have been in the SlU for a long time. One of my brothers, who is deceased, was a charter member. I would like to say a word of praise for someone that has been a true blue friend in time of need, and that man is Tom Cranford, supervisor of the Seafarers Welfare Plan. Most of us being at sea have to leave our business to our wives. Tom not only does a number one job with the claims but he reassures people and raises their spirits. It makes me proud to know that there are still people like him around to take care of things while we are at sea. My hat is off to Tom and all the other people at the Seafarers Welfare Plan. People like them make me know that I am still in the best Union afloat. Fraternally, Morris J Danzey, Jr. Satsuma, Ala. Honeymoon Home Scrapped The only gloomy note cast on our 50th wedding anni­ versary, Feb. 1st, was the sad news that our honeymoon home was headed for the ship-breakers yard. I was Quartermaster on theS.S. Hugh Kennedy, American Steamship Co., in 1929. I was chosen to keep ship over the winter, frozen in the ice. Sometime during that winter as Louise and I spent our honeymoon in residence aboard her, I was ordered to change her name to the S.S. Jacob F. Schoelkopf, Jr. The January issue of the Log reports the Schoelkopf, late the property of the Erie Sand and Gravel Co. is headed for the scrap yard. Louise's favorite joke, (at hen parties) goes something like this: "Louise where did you spend your honeymoon?" Louise, "I spent it aboard ship for SVa months." "Oh did you go around the world on a cruise?" Louise, "no, we never left the dock, we were froze in the ice the whole time." Fraternally, Bud Knuckey Brooksville, Fla. V' V. V- Cooking With Gas In all the years we have sailed—and they have been many— we have never come across a steward department such as we have on this ship, the LNG Capricorn. They are the best. Both the steward, Larry Dockwiller, and chief cook, Pat Geary, must certainly have taken a course in creative and imaginative cookery at the Lundeberg School. The food, the service, the attention is excellent. All the officers, and the crew as well, give them our hearty thanks. Fraternally, The Officers, Voyage #37 LNG Capricorn Pensioner's Problem Handled I want to say thank you very much for the recent checks the Seafarers Welfare Plan paid for my operation here in Kenosha, Wise. Memorial Hospital. Believe me the checks came in mighty handy. I want all Union brothers to know what a wonderful Union we have. Thanks again for everything. Fraternally, Verner M. Frederiksen, Retired Kinosha, Wise. 16 / LOG / April 1980 Great Organization' I want to express my appreciation and thanks at this'time on receiving the death benefit check for my late husband, Steven J. Knapp. . I also wish to thank the Union for all the medical care given to him since he was retired. The SlU is a great organization, and the Union has done a wonderful job in training young boys for good jobs for the future. The Union also provides wonderful cafe to seamen and their dependants. Thanks again for the promptness in.this time of sadness. May the strength of this great organization be everlasting. Sincerely, Mrs. Evelyn Knapp New Port Richey, Fla. Takes Care of Retirees As a pensioner and a long time member, I would like to thank the SlU for all they have done for me. especially in the last 11 years regarding medical coverage. I hope to see the Union progress in every field in the future. Fraternally, Ira Turner, Mognaba, N.J. Be a High School Gred It's Easy at MLS The Academic Education Department at MLS offers a high school education program for you. No matter when you| left school or how old you are, this program can help you. You will learn the skills you need to gel a diploma. Thai classes are small and a course of study is set up for each| person. Take the first step in getting a high school education. It's easy. Fill out the coupon below and send it to the\ Academic Department at MLS today. •' • I I want to be a high school graduate. Send a GED applica; tion kit to this address: Name (Please print) Address City . state Zip Cooe" Book Number. Social Security Number. : Do yOu have one year of seatime with the SlU? • Yes • No i Mail this coupon to: ^ : Harry Lundeberg School i Academic Education Department i Piney Point, Maryland 20674 �«-.<>»• I----"• Jr:-J.-.-Ji.-.-l iV«te»=p-C»I^^ -6'>4V sA>«SiSE^&;*.' . .... '"..r--^!? Enough Is Enough! Pass Ocean Mining Now A BURIED treasure so vast that its worth is estimated in the trillions of dollars lies in a thick blanket on the oceans' floor. By mining that treasure—the nickel, copper, cobalt and manga­ nese packed into potato-sized nodules—U.S. industry could be freed from its current heavy dependence on imports of those four key minerals in just two decades. Our ocean mining companies are ready and able to start retrievingand processing the minerals. But for the past seven years there's been a hands-off cordon around the deep seabed. The "no trespassing" sign was posted by the United Nations Law of the Sea Conference. The 140 nations participating in the Conference have been trying to h^k out a treaty which, among other things, will decide who gets how much of the deep seabed's mineral wealth. When the most recent conference session adjourned in early April, the newspapers trumpeted their convic­ tion that the conferees were very close to settling the thorny ocean mining issue." "With a little sailors luck," said a New York Times editorial, "and some agile naviga­ tion, this could at long last be the year of the sea." •f V A i-y • - t : ... • 'J! , ! • r. "A-.4 • tv W lE think the noise is prema­ ture. Though Law of the Sea participants didn't have much trouble reaching accords governing access to sea lanes or ecology of the oceans, several points concerning deep seabed mining which have stood in the way of a treaty in the past still stand. The conflict between the third world countries, which make up a voting majority of Law of the Sea participants and are claiming a lion's share of the booty, and the developed industrial nations which possess the technology and the money to do the actual mining, remains a standoff. Despite the optimism of the national press, nothing much is new with the Law of the Sea treaty. The real story, as far as we're concerned, is the promise and progress of ocean mining legislation through Congress. The Senate has already passed their version of a deep seabed mining bill which would give U.S. mining companies the go-ahead to begin harvesting deep seabed minerals. And the last of three House Committees is scheduled to report out their version of the measure late this month with full House debate to follow in early M^. While we respect the work of the Law of the Sea Conference in many areas, we don't see a treaty on ocean mining coming out of the interna­ tional body anytime soon. But Congressional passage of ocean ! . u mining legislation is very close. And, as we have in the past,,we're putting our money on that legislation for big reasons. IRST, passage of a U.S. ocean mining law this year would allow American mining companies to begin retrieving the deep seabed minerals by 1982. On that schedule, the U.S. could be entirely selfsufficient in the nodules' component copper, nickel, cobalt and manga­ nese by the turn of the century. But even using the most optimistic time frame, mining under a Law of the Sea treaty could not even begin before 1988. Another, and more important reason we're backing the U.S. ocean mining legislation is jobs. Both the House and Senate versions of the ocean mining bills contain "build American, man American" amend­ ments which are of crucial concern to organized labor. In the Senate bill those amend­ ments would require: • that all mining and processing vessels used for ocean mining be U.S. built, U.S. registereddind U.S. manned; • at least one ore carrier used to transport nodules from each mining site be U.S. built, U.S. owned and U.S. crewed; I F U.S. registered ore carriers used for ocean mining be eligible for both construction and operatingdifferen­ tial subsidies. Finally, by getting an ocean mining industry off the ground, the mineral-hungry U.S. will have some leverage against yet another cartel of producing nations. Rich in so many things, the United States is mineral poor. Major producers like the third world countries Chile, Peru, Zambia and Zaire want to keep it that way. With passage of ocean mining legislation the U.S. has an opportu­ nity to ensure our industries supplies of crucial minerals with no economic or political strings attached. And we have an opportu­ nity to put thousands of Americans in our foundering shipbuilding industry back to work. Swift passage of ocean mining legislation is, simply, in the best interests of this nation's workers, her industry and her securitj^. From where we sit, those are compelling reasons indeed for Congress to vote "yes" on ocean mining. Offkiol Publication of the Seafarers International Union of North America, Ationtk, Gulf, Lokes and fdond Wafers District, AFL-CIO April, 1980 • "f. n Vol. 42, No. 4 Executive Board Paul Hall 389 President Frank Drozak Leon Hall Joe DiGiorgio Executiue Vice President Secretary- Treasurer Angus "Red" Campbell Mike Sacco Vice President Vice President Joe Sacco Vice President Vice President A James Gannon Ray Bourdius Assistant Editor Don Rotan fVest Coast Associate Editor Editor Edra Ziesk Assistant Editor Marietta Homa Assistant Editor Mike Gillen Assistant Editor Max Siegel Hall Assistant Editor Frank Cianciotti Director of Photography Dennis Lundy Photography Marie Kosciusko Administrative Assistant George J. Vana 'Production!Art Director Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn, fJ.Y. 11232^ TeL_ 499-6600. Second class postage paid at Brooklyn, N.Y. (ISSN ff0160-2047) April 1980 / LOG / 17 •r • . Al Aj,.,-. _ �• -.'aLriroti:,^a^^s^fc3S£^' . r t:/' Liberia's Toibert Killed in Military Coup Upheaval Threatens World's Biggest Convenience Flag Fleet The stability of Liberia's ship of state is now as big a question mark as the safety of her merchant fleet at sea. On April 12, the Liberian army toppled the regime of the nation's President William R. Toibert Jr., and replaced him as chief of state with a 28-year-old army sergeant. Toibert was shot to death in the process. Though 4500 miles and the Tropics of Cancer and Capricorn separate the U.S. and this west coast African nation, the tremors from the Liberian coup may well rock the U.S. -America is heavily dependent on flag of convenience ships of many nations for carriage of our goods, especially crude oil. But we depend on none so heavily as the fleet that flies the Liberian flag. \ More than 43 percent of our crude oil imports are brought into the United States on Liberian-registered bottoms every year. Overall, annual U.S. import and export totals have climbed steadily during the past 15 years. Beginning in 1964, U.S. exports increased by over 100 million tons a year while American import totals rose a whopping 600 million tons annually. It's no secret that the American flag merchant fleet has been on a decline for years. Our slightly more than 500 merchant ships today carry less than 'five percent of all our imports and exports combined, and a scant 2.9 percent of our imported oil. But the number of merchant vessels owned by American oil companies and registered under the Liberian flag has been growing by leaps and bounds. Today that fleet numbers over 2600 vessels, by far the largest merchant fleet in the world. The SIU and some high ranking military experts have tried repeat­ edly over the years to convince Congress and the Administration that our near total reliance on foreign flag cairiage of oil and other raw materials was both economi­ cally unsound and reckless from a national security point of view. But the size and capability of the U.S. merchant fleet has continued to slip. And the government has con­ tinued to believe, despite indications to the contrary, that in the event of a crisis, American-owned flag of convenience vessels would give their all for the good ole' U.S. of A. However, history has proven that the U.S. government's trust in the loyalty of flag of convenience vessels is misplaced. When Liberia was governed by Toibert, who was considered a stable leader and strongly influenced by the U.S., American-owned Liberian-regis­ tered vessels were not permitted to abide by U.S. policy during the Arab/Israel conflict of 1973. At that time Toibert issued an Executive Order forbidding any Liberian-registered ship to partici­ pate in the niilitary re-supply of Israel. The penalty for violating the Executive Order was a $50,000 fine and cancellation of the certificate of registry. Seven years later, the U.S. is even more dependent on Liberian-flag ships, especially for carriage of oil, than in 1973. Should he choose to use it, the new military leader of Liberia holds a powerful economic weapon against the United States. But there's another point against assuming that U.S.-owned flag-ofconvenience vessels would be of any use to America in time of emergency. Even if Liberia and the other governments of registry of those vessels could be persuaded—or forced—to assign thoseships to U.S. use, there would be no guarantee that those ships would be manned. Foreign crews owe no loyalty to either the U.S. or to the country of registry of their ship. The overdependence of the United States on unstable foreign nations for both our crucial raw materials and the carriage of those imports puts us in triple jeopardy. First, we are heavily dependent on unstable Middle Eastern countries for our supplies of crude oil. Second, as the coup in Liberia points out, we are at the mercy of unstable third world nations to transport those commodities. And finally, we are reliant on the nationals of at least one and sometimes several other na­ tions to crew those vessels. While there is little the U.S. can do, at the moment, to get out from under the sway of oil supplying nations, there is no reason why we have to continue depending on outside sources for our shipping needs. Unless we act soon to increase the size and carriage capability of our own fleet, the U.S. may well find herself boxed into a corner with no way out. Waterman Steadily Modernizing Its Fleet With LASH Ships SIU's contracted Waterman Steamship continues to modernize its fleet. The Maritime Subsidy Board (MSB) has approved Waterman's application to bareboat charter three LASH carriers from Central Gulf Lines. These ships will be replacement vessels on Trade Route 18. This route covers trade from the Atlantic Coast and Gulf of Mexico to India, the Persian Gulf and Red Sea, Pakistan, and Burma. The LASH vessels, which will he chartered for 12 years, replace three C4 ships. They are: the George Walton, the Jeff Davis, and the Thomas Nelson. In approving Waterman's appli­ cation, the MSB said that the longterm charter of the relatively new Central Gulf LASH vessek will add three modern ships to Trade Route 18 service. The Board added that this charter "will significantly modernize Waterman's fleet and provide more efficient service." Besides the ships. Waterman is also chartering 450. lighters from Central Gulf. The former names of the Central Gulf ships were; Green Harbour, if Hurt on a Vessel, USPHS Must Still Be Utilized The word from Seafarers and Boatmen is that the recent ruling by the Board of Trustees of the Seafarers Welfare Plan making USPHS optional is the best thing to come along since bottled beer! That new benefit—giving SIU members the choice of the complete health care offered at USPHS or the identical coverage tiieir dependents are eligible for at a private hospital—has generated a lot of enthusiasm. There have also been some questions raised about what to do in special circumstances. All seamen and boatmen who are eligible for coverage under the Seafarers Welfare Plan are entitled to use either a USPHS hospital or a private facility. If you opt for care at a private facility, the section on dependents coverage in your Wel­ fare Plan booklet will explain exactly which costs are covered and which aK not. Themii <}iie sftuation in which all Seafarers and Boatmen must use USPHS whenever possible. In the case of sickness or accident which requires emergency hospitali­ zation occurring while you are aboard a vessel, all SIU members must still use the nearest USPHS facility. If there is no USPHS hospital in the port, you can be taken to a private hospital for emergency treatment. If you receive emergency treat­ ment in a private hospital in such an instance you must notify the nearest USPHS hospital within 48 hours. The best way to notify USPHS that you are receiving emergency treatment in a private hospital is to phone USPHS and follow-up your phone call with a telegram within 48 hours. A telegram provides concrete proof that you notified USPHS within the 48 hour period. With that proof you eliminate the chance of USPHS losing the record of your phone call. Sometimes in the past. USPHS has refused to pick up the tab for a Seafarer or Boatman receiving emergency care in a private hospital because they have no record of notification. Green Islands, and Green Valley. Their new names are: George Wythe, Button Gwynett, and Wil­ liam Hooper. The George Wythe should be In operation by mid May and the Button Gwynett and Wil­ liam Hooper by the beginning and end of June, respectively. Also In June, Waterman will he further modernizing Its fleet with a new Roll-On/Roll-Off ship called the Benjamin Harrison. She is scheduled to be followed In Septem­ ber by another new Ro/Ro, the Edward Ruthledge. Waterman Is also building three more new Ro/Rp's, all of which should be ready In 1981. Delta Uruguay Committee N Y. Patrolman Teddy BabkowskI (seated 2nd I.) is at a payoff last montfi aboard the SS Delta Uruguay (Delta Line) at Port Newark, N.J. He's with the Ship's Committee of (seated I. to r.) Recertified Bosun William "Bill" Fell, ship's chairman: Chief Steward John Hunt, secretary-reporter 3rd Cook Fred Biegel, steward delegate and an unidentified crewmember. In the background are BR "Sambo botomayor and Deck Maintenance Ovidio R. Rodriguez, deck delegate. 18/ LOG / April 1980 . .. •• . �• • '5-L !^. • - Great Lakes Fitout' When the whistle blows, everyone goes—to the' spring fitout on the Great Lakes that is. HE inevitable has occured, just as it does every year— Spring! With, the possible exception of a few players in the National Hockey League, no one is thinking about ice. There might still be a little floating around in the Up^er Lakes Regions. But for the mbst part, the cold of winter past isjust a memory—a memory to be replaced as always by the dutiful call of the steam whistle T Roland Lindemuth wheelsman on the Lewis G. Harriman (Huron Cement) does sorhe repairs on the deck of the old cement carrier built in 1923. as another shipping season on the Great Lakes commences. Seafarers will be coming from points far and near to return to the jobs they left at season's end last year. Some will come from homes in Florida or California or other sunny climes where they fled to escape the chill winter winds, Most, however, will be.travelling only a short distance from their homes, in any of the many cities and towns that dot the On board the St. Clair (American Steamship) in Sturgeon Bay, Wise. QMED Robert Brunk pumps out some lubricating grease for the engine room." coasts of the Great Lakes, to the steamers they and probably many of their own people have called home for years. In a matter of a few weeks the men will have their ships ready to sail. Cooks will busy themselves in the galley preparing the meals that will provide nourishment to the deck and engine personnel who keep the vessels running smoothly, Soon, the ships will be ready to take on cargo and carry it to familiar ports-of-call. They'll carry coal from the banks of Lake Erie and taconite from the western shores of Lake Mich­ igan to supply the auto industry in Detroit. Also, sand, stone and gravel to supply materials for the building trades. All easily unloaded with the aid of the massive cranes of selfunloading vessels. Gordon Aikens, night porter on the Lewis G. Harriman does a little daytime water glass washing In the ship's galley. A man who should be no stranger to Great Lake's Seafarers Is John "Mac" McCllnton, formerly the SlU's port agent In Alpena, Mich. Mac's gone back to wheeling for Huron Cement and Is seen here aboard the Harriman In Green Bay. , -'i . yr."r' 'X^'' • V; L-; Hi AB/Wheelsman Robert Allen Is glad to be aboard the William R. Roesch (Pringle Transit) for another season. Great Ralph WIthrow, AB on the Paul Thayer (Pringle Transit), has no quarrels with the ore, coal and stone carriers' cook. Lakes Fitout 80 April 1980 / LOG / 19 �m • ,\ • . / --T|- f --^1 - >.ji /f aVrSfeJ.'x- : i :«i- r.: - IPlK'•FFF '-- F .- .^ -."— /F( FS'F? F - . - X •'.'iJl' -V F -vF. -I It'. S: .'t ' f"'" ' ' " ' ' 1 * ^ • 'F-F-F':.' lill :"»• 3 ••' "• • • ' .",1 . . .>-r:: • is\ ' • i li'l . -:A'i \-,F#fiFFi ...., '•v.f F.n' _ ft Also on the Lewis G. Harriman is porter James P. Simpson who deftly applies a little chocolate syrup to a scoop of walnut ice cream. The Log's photographer reportedly gained five II pounds on his tour of the Great Lakes' fleet. :-i}. > "'.S- George Nelson QMED on the Villiam R. Roesch ponders tfie QMED Brent McConnell makes sure theSt.C/a/r'stoolshed is upcoming shipping season. . in shipshape. Great l.akes Fitout * ' ^ Bos'n Roger Lorenz (I.) and watchgian Allen Beck get in to the swing ot things as they repair a hatch cover on the Paul Thayer. c :F i jj • 'W t 'v' ; F i- • F. Watchman John Schmanski climbs atop the Harriman's water tank to unstop a clog in the vessel's fresh water supply. • E'S .. ... ^•' HI TMim • rlFi^VV' \\FFFF riEBUS (NC' ^lONGViEW TEXAS • • F'lA HOUSTON ' 3- •FF / J F'F .V, F'TF IS; >i-3« ^1 > 5650 Rp ; ^5 "•3;, teisf FF>?: -.J, SlS LS>/^i^P AB Frank White has a p^ll on a cigarette and a sip of cpffee before turning to on the deck of the Presque Isle in Milwaukee. The oldest and the newest can be seen at the Ai i*i;— /-»——loHv/fhpP Wise. -ri—Li That's Huron Cement's elder lady the £ the Ford a II I \JliJ is lO undergoing ui ICI^I y Wll ly extensive twi »s,' repairs --I background is American Steamship's 1000 too erican Shipbuilding Co.'s yard irrSturgeon Bay, Forcf io tho foroground. Originally built in 1898, ir sinking In the 23 at dockside %.«wv,^*\wiv«\./ in Ill Milwaukee. I* r Indiana Harbor built in 1979 msm: Mike Norman is_a wheelsmari on the A///VSuffe/o (American Steamship). Paul Murray (I.) wiper and SlU Rep. Joe Sigler take care of business on the St. Clair. ' \ F-.' i.« % t"#: "• -i'.' m a. ri;' ' .a:-'- ' ' 'V • ;F.'F;F .ij :1 • ... rr. Ir / • <1 'T ' messhall of the Roger M.Kyes are (standing I. to r.) Clarence Doari, in the engine room of the Paul H. Townser)d (Huron Cement) oiler Gerald Nokland keeps things running smoothly. - (V t Shipmates aboard the William R. Roesch are (I to r) David Moraan deckhand: Jim Mitchell, AB, and Kerry Bluitt, deckhand. v• •/ a - Si mm • '.•-4.*. April 1980 / LOG / 21 . •'! 20 / LOG / April 1980 • FI m!'•F-'"P.-"••,Fi:-FFva '«'-/ .-..iFFlFFlFZllFlF t -:. I'l • •.F- iv, •" ju . •; :- J I ;; I 'F i,.:,i .r •t ..•- a iii LL �J I fv tlW#:* . '.i Already fit for duty and pusfiing a barge downbound on the St.Ciair Rlver is Hannah Towing Co.'s tug the James A. Hannah. Tug and crew were candidly photographed as they passed by the St. Clair Inn." The galley gang of theLewis G. are altogether and smiling. They are (I. to r.) Porter James P. Simpson- 2nd Cook Lee Sleeper and Night Porter Gordon Aikens. ' /" • Caught in the act of wiping is Brian Krus, wiper on Paul Thayer. • /I'-k • Boatswain Mike Tanner taps a new hole in a ballast tank valve on the deck of the Lewis G. Harriman. •t :- tug/barge unils. vessels like IhePresque Isle have nol �• ;• n; ... •*• Great ' "^5. - ., V- / .', . • • ":| v% Lakes Fitout '80 I' iS -if • The 560 ft. self-unloading vessel M/V Buffalo prepares for her third shipping season after wintering in Toledo, Ohio. On her portside is what is known on the Lakes as a "bumboat", which supplies crewmembers with gum candy and cigarettes, as well as other amenities. Second cook David Grann (I.) slices some freshly baked bread while porter Mohammed Ahmed waits to serve it to the crew of the Sf. C/a//-. -• •-. . -'iV • '.M '.. • '•>.• . ' -J., • .'; , a I : .f xv'rk;'^• ,\ : Bos'n Musid 8. Dubashi gives the orders on the Presque Isle. Built in 1973 the Paul Thayer (Pringle Transit) has become a mainstay on the coal run from Toledo. •t ...T: •:K'' • 'T," -i i'T , i-. • - OMEQ. fii Smith turns on the juice for the William R. Roesch's power plant. ' Dan Gallagher (I.) deckhand and Jere Timm wiper pool their resources while cutting a piece of pipe for the Lewis G. Harhman's engine room. April 1980 / LOG / 23 t&.^ I J • -L 1 '4 �SIU Atlantic, Gulf, Lakes & Inland Waters United Industrial Workers of North America PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak TOTAL SHIPPED All Groups Class A Class B Class C •*REGISTEREDON BEACH All Groups Class A Class B Class C DECK DEPARTMENT •'h./r- • • ti*, ".fer Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington .' 99 10 9 23 52 25 36 .20 —;... — ............ , — 14 Puerto Rico Houston Piney Point Yokohama Totals 0 4 425 2 36 5 6 10 5 6 9 4 8 3 6 2 13 0 0 115 2 14 1 5 11 2 1 3 2 4 8 13 2 5 0 0 73 Port Boston New York Philadelphia Baltimore 2 101 11 25 ;. 4 16 17 11 23 8 ......... 1 346 1 48 4 14 6 2 • 12 12 1, 7 4 10 3 13 1 1 139 0 5 0 2 2 . 2 0 0. 2 3 6 4 0 2 1 1 30 Port 0 40 3 12 9 4 18 24 9 19 6 12 14 19 0 0 189 Mobile New Orleans .. Jacksonville .. San Francisco. Wilmington ... Seattle Puerto Rico ... Houston PineyPoint ... Yokohama Totals 3 23 3 1 4 2 1 2 5 1 1 3 1 2 0 0 52 0 3 0 0 1 0 0 3 1 2 5 7 0 2 0 0 24 Port Boston ... New York Philadelphia .. Baltimore Norfolk Tampa Mob le New Orleans .. Jacksonville .. San Francisco. Wilmington ... Seattle Puerto Rico ... Houston Piney Point ... Yokohama .... Totals I tI Totals All Departments i i •i. 1 19 1 1 2 0 0 1 2 3 3 9 3 1 0 0 46 5 148 13 34 51 9 37 106 57 65 33 55 15 103 0 4 735 5 47 10 10 20 4 13 22 11 11 8 7 1 • 24 0 0 193 4 14 2 9 16 4 3 7 5 6 12 30 3 12 0 0 127 2 69 6 27 9 4 10 46 19 18 5 23 9 36 3 0 286 2 41 5 17 6 7 3 20 11 10 5 16 7 16 3 0 169 0 4 0 2 2 3 0 1 1 3 6 2 4 0 1 0 29 3 158 17 34 29 5 27 76 31 53 21 42 7 78 0 2 583 0 100 4 18 12 0 15 21 11 15 7 15 3 21 0 0 242 2 14 1 4 4 2 0 0 4 5 13 8 0 8 0 1 66 1 55 3 12 23 3 28 57 18 23 12 27 8 52 0 0 322 3 40 4 4 8 2 1 5 8 2 2 4 2 7 0 1 93 0 6 1 1 2 0 0 6 2 3 12 14 1 6 0 0 54 4 43 2 16 11 1 12 41 11 26 1 16 17 18 0 1 220 8 227 41 40 41 16 21 71 44 30 28 45 26 85 0 5 728 7 140 10 17 28 4 7 37 - 9 21 89 55 7 52 0 0 483 1,860 1,256 730 STEWARD DEPARTMENT Boston New York Philadelphia .. Baltimore Norfolk Tampa •W 14 61 6 21 6 7 2 19 12 10 11 10 12 17 3 1 212 ENGINE DEPARTMENT Tampa Mobile New Orleans Jacksonville Wilmington Seattle Puerto Rico Houston Piney Point .... Yokohama Totals 11 84 7 35 10 6 18 57 32 22 11 45 35 47 0 0 420 0 40 2 22 7 6 12 25 15 12 5 13 11 24 0 0 194 2 72 4 14 5 0 4 25 21 6 1 9 4 14 11 0 192 0 6 0 0 3 2 0 0 1 1 7 4 1 1 0 0 26 ENTRY DEPARTMENT . - 1 30 4 11 5 1 12 30 7 18 2 12 13 24 0 1 171 6 125 21 18 14 10 5 33 19 21 7 34 16 49 16 4 398 3 65 2 8 10 2 5 9 3 7 26 36 3 15 0 0 194 1,131 704 321 900 573 101 •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. Shipping in the month of March was good to excellent in all A&G deep sea ports, as it has been for the last several years. A total of 1,574 jobs were shipped last month to SlU-contracted deep sea vessels. Of these, only 900 or slightly more than half, were taken by "A" seniority members. The rest were filled by "B" and "C seniority people. Shipping is expected to remain good to tixcellent for the foreseeable future. 24 / LOG / April1980 k --T-: HEADQUARTERS 675 4 Ave., Bklyn. 11232 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (343) 794-9375 ALPENA, Mich 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617) 482-4716 CHICAGO, ILL.9383 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 COLUMBUS, Ohio 4937 West Broad St. 43228 (614) 870-6161 DULUTH, Minn. 705 Medical Arts Building 55802 (218) RA 2-4110 FRANKFORT, Mich. ...... P.O. Box D 415 Main St. 49635 (616) 352-4441 GLOUCESTER, Mass. 120 Main St. 01903 (617) 283-2645 HOUSTON, Tex.... 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala.... I S. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va. .115 3 St. 23510 (804) 622-1892 PADUCAH, Ky. ..... .225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa 2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, Tex. .534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 626-6793 SANTURCE, P.R. 1313 Fernandez, Juncos, Stop 20 00909 (809) 725-6960 SEATTLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla 2610 W. Kennedy Blvd. 33609 (813) 870-1601 TOLEDO, Ohio... 635 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 408 Avalon Blvd. 90744 (213) 549-4000 YOKOHAMA, Japan P.O. Box 429 Yokohama Port P.O. 5-6Nihon Ohdori Naka-Ku 231-91 201-7935 West Coast Stewards Halls HONOLULU, Hawaii 707 Alakea St. 96813 (808) 537-5714 PORTLAND, Or. 421 S. W. 5th Ave. 97204 (503) 221-7993 WILMINGTON, Ca. 408 Avalon Blvd. 90744 (213) 549-4000 �At Sea i Ashore Underwater pipelines have been laid, the offshore buoy unloading/ control platform will be floated into place this summer and work began in February by three special drilling rigs to punch holes into a series of onshore, underground storage salt caverns. ST Zapata Ranger Tampa Retired Laker Quartermaster Bud Knuckey, 71, of Knuckey Rd., Brooksville, Fla. proves "it is productive to write your (U.S.) representative (and/or) the President." In Bud's own inimitable words he tells it like it is: "Several years back when California was making noises like they didp't want (Alaska's) North Slope oil landed on their shores, I wrote Jimmy Carter suggesting an alternate method to bring the oil East. "I then proposed a pipeline with its origin on Puget Sound (Wash.) its terminus (end) at Great Falls, Mont, at (or near) the headwaters (source) of the Missouri (River). The oil then to be barged all over the rivers' system. "Jimmy turned my information over to the (U.S.) Department of Transportation which acknowledged my suggestion. When it seemed to stagnate therp I then wrote to Sens. Frank Church (D-Ida.) and (then solon) Mike Mansfield (D-Mont.) through whose states the line must cross. "Now lo and behold, the pipeline is slated for Minnesota (Clearbrook) and the mighty Mississippi (River)... with refineries established along the route to take care of local gasoline consumption. "How about that, coming from a dumb seaman?" Incidentally, Bud and his missus celebrated their Golden Wedding Anniversary on Feb. 1. SS Sea-Land Express Sea-Land's fifth of 12 new D-9 class diesel containerships, the S-L Express, was launched last month at Tamano, Japan. New Orleans Early this month, MARAD began building a $820,000 marine firefighting school here to train seafarers. It will be completed by August on three acres rented from Delgado Junior College near NASA's Michoud Assembly Plant in the eastern part of the Crescent City. The school will have a three-deck Ship's Training Simulator with 12 training compartments as well as facilities for training in fighting blazes in the bilges, fuel trunks, pressure flanges and oil-drum stowage. * * * In the middle of this month, a $125-million tax-exempt revenue bond issue for the construction of the $600-miUion Louisiana Offshore Oil Superport (LOOP) was quickly snapped up by investors. The 8-9.298 percent serial bonds would pay off in 1983 and 2009. The superport 19 miles out is not 3/5ths done. It started in late 1978 after the first sale of $450-million of bonds at 6.3668 percent interest. It will be the first U.S. deepwater (110 feet) unloading oil terminal 20 miles south of Grand Isle, La. and is set to open in February 1981. It will be able to handle L4-million barrels daily of North Sea and West African crude from tankers 175,000-750,000 dwt. drawing up to 95 feet. Zapata Tanker's ST Zapata Ranger got the MARAD .green light to make one unsubsidized trip early this month for the MSG carrying only petroleum products from the Med to the Azores, United Kingdom or the Continent. Zapata was the sole U.S. flagger to make a bid. The cargo could have been carried by a foreign-flag ship. Galveston Galveston's 8,000 voters early this month okayed by 700 votes a, referendum to build a $350-million deepwater crude oil port terminal on Pelican Is. Construction could start next spring after the project gets a 50-foot dredging permit and Coast Guard clearance from claims that the terminal posed a fire and explosion threat to the Gulf Coast city. It could go into service in early 1983 receiving tankers up to and more than 250,000 dwt. A bond issue would finance the project. V V 7T Williamsburgh Bay Tankers is seeking a MARAD OK to put the subsidized-built 225,000 dwt. supertanker TT Williamsburgh into the Alaska to the Lower 48 six-month run. - 'i Mobile Waterman Steamship Co. early last month had the keel laid for the new R/0 R/O 692 foot John B. Waterman at Sun Shipyard, Chester, Pa. the first of three combo containerships (the SS Thomas Heywood and the SS Charles Carroll) to be built there.The others will be ready in July, October, 1981. The first will be a 22 knot ship, able to carry 762 40 foot containers, will be delivered in April 1981. Waterman will also have built four 43,000 LASH vessels at Sun and Avondale Shipyard, New Orleans. » • •• v • Waterman also chartered for 12 years three LASH ships the Green Harbour, the Green Islands and the Green Valley irova. Central Gulf. Also Waterman bought 36 LASH barges and chartered 450 lighters from Central Gulf. * *-* • • - Waterman last month also set up Southhampton, England as its European headquarters with other offices in Rotterdanj, the Netherlands and Bremerhaven, West Germany. • • • ' .. r -.; •. Overseas Aleutian Committee J ... Accept the challenge! The new American LNG tankers . . . they're the best. That's why they're manned by the SIU. We're the best — the best trained seafarers in the world Accept the challenge of being the best. Train now to serve aboard the finest, safest ships built. LNG Courses are beginning at the Lundeberg School on June 23 and July 21. Sign up today! Write or call: Slu Patrolman Teddy BabkowskI (seated left) is at a payoff aboard the ST Overseas Aleutian (Maritime Overseas) late last month at .Stapleton Anchorage S.I., N.Y. Seated (right) is 3rd Gook Raul Garon, steward delegate. Standing (I. to r.) is the rest of the Ship's Committee of Chief Steward Cleo Jones, secretaryreporter; Engine Delegate Joe Burns. Chief Pumpman Joh" director; Bosun Ed "Rocky" Adams, ship's chairman and AB Harry Fisher, deck delegate. Horry Lundeberg School Vocational Education Department Piney Point, Maryland 20674 Phone: (301) 994-0010 You're one of the best... Accept the challenge! April 1980 / LOG / 25 J '< > 'i - . K-S-. » w-r' 4 �i- • ' V r • P i -I > iji •f jfi •• 'A I r^. AMERICAN HERITAGE (Apex Marine), February 3—Chairman, Re­ certified Bosun Leo Paradise; Secretary M. Deloatch; Educational Director C. Merritt. $30 in ship's fund. No disputed OT. The steward congratulated General Steward Utility, Miss Elizabeth Papciak for the fine job she is doing aboard. She is the best worker and the cleanest worker that I have sailed with from Piney Point. She will go a long way in this profession. She works rings around men. A vote of thanks to the steward department for the best feeding ship. Next port Stapleton. OVERSEAS VALDEZ (Maritime Overseas), February 3—Chairman A. B. Caldeira; Secretary J. Craft; Educa­ tional Director G. Angler; Deck Dele­ gate D. Dinnes; Engine Delegate J. Alvarado; Steward Delegate J. Gon­ zalez. $38 in ship's fund. Some disputed OT in deck department. Secretary reported that the movie fund donations were good and the movies being obtained from other Maritime Overseas ships were helping to build up a movie library. It was requested that the chairman contact the Union in regards to the unsafe working conditions on board, due to improper equipment. There are also oil leaks and heavy oil deposits in the pump room. A special vote of thanks to the steward depart­ ment and the baker. $ 'A •ff, '•p t^W m: '1 . • :( r |. —- GOVE EXPLORER (Cove Ship­ ping), February 17—Chairman J. Bermudez; Secretary C. Kreiss; Educa­ tional Director C. Crowder; Engine Delegate* B. Burns. No disputed OT. Chairman emphasized the importance of upgrading and the need to support SPAD. Advised members of President Paul Hall's hospitalization and of Executive Vice President Frank Drozak carrying out the duties of President. Brother Drozak will have the full support of the crew of the Cove Explorer. A note of congratulations to Brother Kreiss on his acceptance to the Steward R^ecertification at Piney Point. He will truly be missed. A vote of thanks to the steward department for a job well done. OVERSEAS ANCHORAGE (Mari­ time Overseas), February 17—Chair­ man J. Burkeen; Secretary Ken Hayes; Educational Director L. Cole. No disputed OT. All communications received were read and posted. Chair­ man reports that the crew was sad to •hear that our President Paul Hall is in the hospital. Brother Frank Drozak was given a 100% endorsement for filling in as President and directing the Union through these rough times. A hearty get well to Paul Hall. The LNG school list has been posted and the crew was asked to upgrade if they qualify. A thank you to Mrs. Kosciusko of the Log office for her attention in getting the Log to the ship. 26 / LOG / April 1980 EL PASO ARZEW (Arzew Tanker Co.), February 3—Chairman, Recerti­ fied Bosun S. Krawczynski; Secretary J. Higgins. No disputed OT. Chairman thanked the crew for a good trip. Report to Log:"A very nice letter was written to El Paso Vice President complimenting the steward department on the meals that have been served. The menu, variation and service of same. A copy of such was posted by the crew. Also cited was the development of the Harry Lundeberg School of Seamanship for the work they have done from entry rating thru recertification ratings that have shown the work, training and job preparation and pride in work of the men and wopien involved." VIRGO (Apex Marine), February 10—Chairman Dolph Holm; Secretary Fred R. Hicks, Jr.; Educational Direc­ tor William Turner; Deck Delegate G. Durham; Engine Delegate Q. Zambrano; Steward Delegate Benjamin Corpus. No disputed OT. Chairman requested that all members cooperate and do their respective jobs in true SIU fashion. Always do it in a ship shape manner. Educational director noted that movies were being shown on board for crew by licensed officers and that there was a need for the crew to have its own cassette and film library. Also that many new brothers were being taught fundamentals of Union membership. Report to Log: "One of our brothers, who is from England originally, has been really keeping the brothers smiling by telling them stories of his many experiences aiid exploits ashore. He has brought back many polaroid pictures for the crew to enjoy." Next port Yorktown. OVERSEAS VIVIAN (Maritime Overseas), February 25—Chairman J. L. Bass; Secretary H. Roberts; Educa­ tional Director D. Compeau; Deck Delegate F. Rivera; Engine Delegate Bryan Dunlap; Steward Delegate Norman Evans. $21.40 in ship's fund. OGDEN WILLAMETTE (Ogden No disputed OT. Not too many com­ Marine), February 10— Chairman, munications received from Headquar­ Recertified Bosun A. C. Campbell; ters. Report to Log: "The crew as a SeCTetary R. De Boissiere; Educational whole said a prayer for our President Director R. D. Holmes; Deck Delegate Paul Hall and hope for a speedy W. C. McKinnon; Engine Delegate R. recovery.' Next port Pamama Canal B. Holmes; Steward Delegate Willie Zone. Smith. No disputed OT. Chairman SEA-LAND HOUSTON (Sea-Land thanked crew for their help and Service), ' February 26—Chairman, discussed the importance of donating to Recertified Bosun* Julio Delgado; SPAD. Educational Director reminded Secretary H. Ortiz. No disputed OT. everyone that safety is your job and Chairman congratulated the officials at mine. Everything that is not safe should Piney Point for offering such important be reported. The life you save may be your own. A special vote of thanks to all . courses for this new technology on the coming new Merchant Marine. Secre­ departments. Report to Log: "Special tary noted that in the last Logyow could praise to Captain Fergeruson, Chief read about the new LNG ships we have Steward Tony De Boissiere, Bosun A. obtained. This means new, jobs, for C. Campbell; R. W. Rodgers and R. D. those who qualify. A vote of thanks to Holmes for all their help in the sea^ the steward department for a job well rescue of the boat Suzy off Key Largo. done. Three survivors were fed, clothed and given medical attention on Jan. 19,2300 EL PASO HOWARD BOYD (El hours." Next port Baltimore. Paso Marine), February 17—Chair­ ALLEGIANCE (Interocean Mgt.), man, Recertified Bosun F. Walker; February 6—Chairman K. MaVston; Secretary D. Collins; Educational Secretary G. Rosholt; Educational Director L. Tanner; Engine Delegate Director James H. Babson; Deck Harry Gearhart. No disputed OT. Delegate Arthur Vogel; Engine Dele­ Chairman noted that President Hall was gate E. Smith; Steward Delegate J. very sick and all crewmembers wished Buggs. $45.30 in ship's fund. No him a speedy recovery. Steward dis­ disputed OT. Educational Director cussed the updated welfare plan and noted that rough seas are with us and told the crew that his copy was at the everyone should be especially aware of crews use but must be returned. A his and his shipmates safety. Do-not suggestion was made that tapes be take unnecessary chances. A letter was played all day. A vote of thanks to the^ received frbm headquarters in answer to steward department for fine food. Next question of why the minimum working port Cove Point. days were changed from 90 to 125 days which came up in the last meeting. SEA-LAND CONSUMER (SeaEverything was clearly explained in the Land Service), February 10—Chair­ letter. Next port Norfolk. man, Recertified Bosun A. Lasnansky; Secretary L. Webb; Educational Direc­ GOLDEN MONARCH (Apex tor S. Oterle; Engine Delegate K. Cook; Marine), February 22—Chairman, Deck Delegate Harvey Hood. No Recertified Bosun J. L. Bourgeois; disputed OT. Chairman gave a very Secretary A. Romero; Deck Delegate good talk on the advantages of upgrad­ Charles Romano; Engine Delegate ing and the chance to go to the LNG Donald V. Cox. No disputed OT. school. All hands were reminded to keep Educational Director requested all water tight doors closed in bad weather. members to take advantage of upgrad­ Secretary gave a vote of thanks to all for ing at Piney Point. Report to Log: "All their cooperation in making this a good our best wishes to our President Paul trip. A vote of thanks to the steward Hall for a speedy recovery and a lasting department for a job well done. Next one. port Houston. SEA-LAND PATRIOT (Sea-Land Service), February 12—Chairman, Recertified Bosun Arthur Beck; Secre­ tary C. E. Bell; Educational Director S. Green; Deck Delegate R. A. Lawrence; Engine Delegate Julian Lopez; Steward Delegate Eli Kralich. The ship's chair­ man urged all crewmembers to take care of the new vessel and its equipment. No disputed OT. A vote of thanks to the steward department for a job well done. Report to Log: "This is the first voyage of the D-9 type vessel. It is equipped with a suana bath, gym, library, a spacious well equipped galley, 42 inch beds for all the crew and 12.2 meters of space for each mans room. The vessels average speed is 22 knots." Next port Yokohama. COVE SAILOR (Cove Shipping), February 24—Chairman, Recertified Bosun E. K. Bryan; Secretary Raymond P. Taylor; Educational Director O. T. Gaskins. Some disputed OT in deck department. All communications as received were read and posted. Chair­ man held a discussion on Union benefitSi Bosun Recertification program and upgrading classes. Advised all members to read the Log as it will answer many questions concerning your Union. A vote of thanks to the steward depart­ ment for a job well done. Official ship's minutes were also received from the following vessels: POTOMAC OGDEN CHALLENGER COLUMBIA SEA-LAND COMMERCE PANAMA OVRSEAS JUNEAU GREAT LAND SANTA MERCEDES OVERSEAS ARCTIC DEL SOL SEA-LAND MC LEAN JACKSONVILLE ALEUTIAN DEVELOPER OVERSEAS HARRIETTE MONTICELLO VICTORY SEA-LAND GALLOWAY BORINQUEN EL PASO CONSOLIDATED DELTA PERU AGUADILLA PISCES ANCHORAGE OGDEN CHAMPION MAYAGUEZ ARECIBO COVE SPIRIT PHILADELPHIA MERRIMAC TAMARA GUILDEN SEA-LAND VENTURE OVERSEAS ALASKA CAROLINA CONNECTICUT BEAVER STATE DELTA AMERICA CANTIGNY THOMAS NELSON COUNCIL GROVE INGER DELTA NORTE DELTA PARAGUAY ^ TRANSCOLUMBIA 1 OVERSEAS WASHINGTON, I ULTRAMAR % PUERTO RICO LNG ARIES OGDEN YUKON MOBILE WESTWARD VENTURE SEA-LAND FINANCE SEA-LAND ECONOMY �U.S. Ships Visit· Red China: Still No Bilateral Pact RADE between the U.S. A C-5, Tand China could eventually combination break/ bulk/passenger ship, the Presi­ provide a good deal of cargo for dent merchant ships. The question is, the northern Chinese port of whose ships will benefit? Wilson spent six days in and early October. In fact, even bilateral agreements between the though she was beat into China U.S. and her trading partners. by the ship of another U.S.-flag Such agreements would guaran­ line, the Wilson was the first to tee that a certain amount of Located 120 miles Peking, Hsing Kiang is not a and one third on Soviet vessels. The Union believes that many more of this type of agreement U.S. merchant fle e t is to why such China an agreement could with not ''come soon. Trade between the two countries something that has · not been done for 30 years. One of the first American since U.S.-China trade reopened was the SS President . {American President Line). The SIU A&G District who represents and early The ships have been bringing Rosander Sea farer with gene�al cargo, including pressed with what he saw. The an ''excellent seamen's club" in running on a regular schedule people the city, Rosander said, and a yet since the trade is in the early friendly. At a party that was good phase of development. given on the ship one night, he Mandarin food and fine service. he met were quite restaurant with honey, said APL officials. great However, Sea-Land Service, He had high praise for the beer another SIU-contracted com­ called Tsing-Tao. pany, this month began the first and other members of the crew There· is also a Fijendship store in port that gives seamen a ship service between Shanghai thought of their country. They 14 percent discount. and North America. were Brother Rosander, a 19-year Union veteran, had been hoping will operate twice monthly. of whom spoke English) also glad that relations ·• the President Wilson would go back to China before returning party were port and immigra- to tion But there's a good chance he'll and 1978. December of 1979. November APL ships to China are not officials served. Union and the A&G District in who could get time off also took late get around Hsing Kiang. There's and others hand that oriental food not be the Marine Cooks. and Stewards in very favorably im- was It had been requested befo re­ ships ever since the merger of Jackson visited northern China did not get up to Peking, he did connected with shipping. the steward department on APL all of whom spent four days in Peking. Members of the crew is 48 years Most of the 45 guests at the Wilson China in-mid January while the tallow and have· been returning were better between the U.S. and China. ships to enter a Chinese port 12 passengers, , ··pointed out. Though he himself were very interested in what he making calls on Chinese ports, Taylor. The Taylor visited the port of Shanghai in southern over such cargoes as cotton and cent year American-flag ships began President travel" found that the guests (99 per- is already going on and just last and ·the she's the third largest seaport in old, And the SIU sees no reason officials, they were the President Jackson large city, Rosander noted, but Rosander, survive. vessels. According to company 'The ship was carrying her full complement of y e a r s . Bu t s h e w a s s o o n fo llowed by two other APL trips to China's capital. There were "no restrictions on China. must be put into effect if the APL ship to go to China in 30 Peeked at Peking from grain trade on American ships movie called Rosander said the "party said, was Takubar. agreed to send one third of their is ten years old, was the first went over great." Peking. The port's old name, he Russia John Wayn� The President Wilson,. which also served "War Wagon" was shown. Hsing Kiang is the seaport for This is what happened in 1972 and and a Chief Steward Carl Rosander, trading. U.S. Cocktails were As explained by the Wilson's of the two nations doing the the not too distant future. enter this particJ i lar port. cargo be reserved for the fleets when get back to China again in the chicken. He said that everyone took some of each. Hsing Kiang jn late September The SIU has been fighting for cued beef sandwiches, and_ fried his So Brother Rosander department hamburgers, prepared hot dogs, barbe- Seattle, Wash. regularly scheduled container­ Right now, _!he new service Initial ports of call in North America will be Oakland and Long Beach, Calif. and Seattle, She didn't. Wash. Report Progress in U.S.-China Bilateral Shipping Agreement Though finalization is not around tage of the cargo that goes between the corp.er, the U.S. and the People's the U.S. Republic of China are coming closer reserved for the flag ships of each to a shipping agreement. nation. and Chin a would b e Earlier this month a meeting was Personals held in Washingt on, D.C. between Chinese maritime officials and a Nick "Smokey" Yrdoljak U.S. delegation led by Samuel B. Nemirow, assistant Please contact the Log at 499-6600 secretary of Ext. 242. commerce for maritime affairs. This was the second meeting If you know reefer maintenance, between the two countries concern­ you can make good money. Please contact, Maria Pratts, 272 ing a shipping pact. Mr. Nemirow Wyckoff Stree t, Apt. 6-H, Brooklyn, said that a "developing.. working So be a refrigerated container mechanic. Jose Pratts N. Y., 1 1217. relationship" has evolved between Take the course. the m a ritime officials of both Get the skills. 0 Please contact your daughter, Kath· ab le to "resolve a number of details," Nemirow stated. Enroll now! John H. Boyle Jr. countries. The two sides have been leen Kroen, 34 Van Ness Road, Bel· · mont, Mass. 02178. Tel. (617) 484-3530. However, the countries have not To sign up, contact: Harry Lundeberg School Piney Point, Maryland 2067 4 Phone: (301)994-0010 Refrlgeration Systems Maintenance and Operations Course starts June Money Due For Potomac Trip come to any conclusive agreement. This may happen at their next meeting but no date has been set for The foll owing Seafarers sh ould that. Nemirow stressed that because of the relationship between contact Red Campbell at SIU Head­ the qu arters (212)-499-6600, regarding parties, the scheduling of another money due them from a voyage on the meeting is easier than in the past. SS Potomac. Among the main issues in any Leonard Quindley-S.S.# 030-24-2848 kind of maritim� agreement are Carlos Miranda-S.S.# 580-36-1'194 cargo sharing and port access. Robert Shaw-S.S# 156-46-5669 The SIU strongly believes that a Gerald Orsefski-S.S.# 163-34-5171 bilateral shipping pact should exist Vincent Grima-S.S.# 140-27-6474 between the two countries. This James Dodd-S.S.# 224-40-4159 would mean that a certain percen- David Stritmatter-S.S.# 214-72-7540 April 1980 I LOG I 21 ----- --- .,,.. . � -� .., , ,,. .�.�--., , . ._ ,... ..... -· ... ,� � . . ....... ........ -�....,-..,,� ..,,,,,... •' . , _ _.,,,...---··---------------�---. -- .·-,�-· ····-··---- ....... .. ,,..,.........�,..,,........,�·· ., .. . . .... .,, . .. . . ....,........ .. ,,. . .. �·---· ·�·· .; , .. - - . . . ......_ -·- ·· _ ::...__ _ _ ______ . .,......,.... ,_.,............. . . _ _ _ __ _ _ __ _-____-_-_-_.:... -____... -- .. .......� ..�..... . """" ,.. ... . �n Legal Aid QMED'S In the event that any SIU members have legal problems in the various ports, a list of attorneys whom they can consult is being published. The mem­ ber need not choose the recommended attorneys and this list is intended only for informational purposes: NEW YORK, N.Y. Schuiman & Abarbanel 350 Fifth Avenue New York, N.Y. 10001 Tele. #(212) 279-9200 You Are Looking At The Future Get Ready ioi It! Take the Diesel Engines Course at HLS BALTIMORE, MD. Kaplan, Heyman, Greenberg, Engelman & Belgrad Sun Life Building Charles & Redwood Streets Baltimore, Maryland 21201 Tele. #(301) 539-6967 It starts July 7 HOUSTON, TEX. Archer & Peterson Americana Building 811 Dallas Street Houston, Texas 77002 Tele. #(713) 659-4455 TAMPA, FLA. Hamilton & Douglas, P.A. 2620 W. Kennedy Blvd. Tampa, Florida 33609 Tele. #(813) 879-9482 f SAN FRANCISCO, CALIF. John Paul Jennings, Henning ^ and Wash 100 Bush Street, Suite 1403 San Francisco, California 94104 Tele. #(415) 981-4400 Contact HLS to enroll. Dispatchers Report-for Inland Waters MARCH 1-31,1980 *10741REGISTERED TOTAL SHIPPED AIGroupt aamA ClassB ClassC Port Philip Weltin, Esq. Weltin & Van Dam No. 1 Ecker Bid. San Francisco, Calif. 94105 Tele.#(415) 777-4500 •> .T ' 'X'' "' ;...... Tampa Mobile NewOrleans Jacksonville San Francisco... Wilmington Seattle Puerto Rico ; Houston Port Arthur......... .*...................... NEW ORLEANS, LA. Barker, Boudreaux, Lamy, Gardner & Foley 1400 Richards Building 837 Gravier Street New Orleans, Louisiana 70112 Tele. #(504) 586-9395 Algonac StLouis PineyPoint Paducah Totals G O 0 0 0 0 OOO 2 2 1 0 0 0 0 Q Q 0 0 0 000 0 0 0 0 0 0 o 1 0 0 0 0 000 12 14 4 0 0 0 414 2 0 0 000 30. 0 0 0 0 0 0 4 000 0 0 0 000 1 00 0 0 0 0 0 3 948 4 0 1 000 11 98 0 0 0 0 0 3 000 4 2 4 12 0 0 7 7 36 000 6 1 2 11 0 0 3 2 3 4 1 1 2 1 0 6 10 4 6 5 7 55 24 62 , , Phrt 0 0 0 0 0 0 Mobile NewOrleans Jacksonville San Francisco Wilmington Seattle ftjertoRico MOBILE, ALA. Simon & Wood 1010 Van Antwerp Building Mobile, Alabama 36602 Tele. #(205) 433-4904 . 1 0 1 1 i 0 1 6 6 2 1 4 29 13 14 6 4 3 3 10 16 5 12 0 5 1 20 0 3 0 11 7 1 4 22 0 10 0 108 98 65 176 -^0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 ENGINE DEPARTMENT Boston—...T. NewYork Philadelphia... Baltimore Norfolk Tarnpa.... Lbs ANGELES, CAUF. Fogel, Julber, Reinhardt & Rothschild 5900 Wilshire Boulevard Los Angeles, California 90036 Tele. #(213) 937-6250 AIIGroups ClanA ClaasB CtassC DECK DEPARTMENT Boston New York Philadelphia Baltimore Norfolk ST. LOUIS, MO. Gruenberg & Sounders 721 Olive Street St. Louis, Missouri 63101 Tele. #(314) 231-7440 ••REGISTERED ON BEACH AN Groups ClanA ClatsB dassC 0 .' Hou^n PortArthur. Algonac St LOUIS." RrieyPant DETROIT, MICH. Victor G. Hanson 19268 Grand River Avenue Detroit, Michigan 48822 Tele. #(313) 532-1220 Paducah..., Tettle GLOUCESTER, MASS. Orlando & White Two Main Street Gloucester, Massachusetts 01930 Tele. #(617) 283-8100 SEATTLE, WASH. Vance, Davies, Roberts, Reid & Anderson 100 West Harrison Plaza Seattle, Washington 98119 Tele. #(206) 285-3610 CHICAGO, ILL. Katz & Friedman 7 South Dearborn Street Chicago, Illinois 60603 Tele. #(312) 263^6330 a"'::::::::::::;::;;::;:;::::::::;:; 0 1 0 ' 0 0 0 0 0 0 0 0 0 0 0 0 01 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 1 0 0 0 1 0,00 0 0 0 0 00 1 0 0 0 00 000 000 0 0 0 000 0 0 0 000 000 000 2 0 1 000 2 1 0 0 00 000 0 0 0 000 0 0 0 0 0.0 0 0 0 000 0 0 0 0 0 0 2 0 0 000 0 0 0 0 0 0 5 ;,!• 0 0 0 n n n 000 ' fit, Ill 2 2 1 0 1 0 g 1 J 0 103 J 16 STEWARD DEPARTMENT 28 / LOG / April 1980 - -•-•Si,' ^ .-V •• — NewYork ^iladelphia 0 0 -0 o 0 0 000 NewOrleans Jacksonville SanFrancisco 110 100 000 Ooo 000 OOn nR O 0 R0 0 1 l 0 0 0 0 o 0 0 0 0 Q 0 0 0 0 o O 0 0 0 O 10 0 0 0 0 0 0 0 ^ IT 65 70 Seattle Pue^Rico Houston PortArthur Wgpnac StLouis '. 8 J 294 TalabAROaiMrtnianta 0 0 0 8 0 0 0 0 o 00 g 8 0 n 0 n 0 0 0 0 0 iO O 301 33 13 17 •Total Registered" means the number of men who achially registeredfor shipping at the port last month ••"Registered on the Beach" means the total number of m«i registered at the port at the end of last monthi 8 8 101 An n 1 n 0 i i 0 n 0 n 0 n •R 0 n 8 0 52 12 US 0 n 0 n ? 0 n 0 18 329 69 211 �.. .^ . .' • •: ''vk'-"1 a-:' •te On Mar. 26, in a 147-page brief, the lawyers called for a hearing before all judges of the U.S. Court of Appeals in Washington, D.C. instead of the three-judge panel which normally listens to appeals. Norfolk J The new contract for SIU Boatmen at C. G. Willis Co. was wrapped up late this month and was waiting for the company's signature then. The contract for Marine Contracting and Towing Co. of Charleston, S.C. was signed by the Union and the company in April. Johnny Waters is the delegate there. Mobile, Contract negotiations at a new SIU company here, the Tan-Tex Towing Co. has ended up in the courts. The company has refused to bargain with the Union as of now. More later. Tenn-Tombigbee Waterway Backers of the half-completed $2-billion 232-mile Tenn-Tom Waterway, who were arguing their case in Washington, D.C. on Mar. 24, won another victory as the 5th Circuit Court of Appeals in New Orleans ruled that the Louisville & Nashville Railroad and environmentalists had waited too long to file suit stating that the U.S. Corps of Engineers, contrary to law, had widened the canal from 170 to 300 feet. The decision confirmed an earlier favorable ruling. Eight of thejvaterway's 10locks have been or are being built now. A 26mile stretch of the canal is being dug 175 feet down into hilly northeast Mississippi countryside. The project will require more excavation than was needed for the Panama Canal. Coca-Cola early this month told the SEC that it will in May put the riverboats Delta Queen and Mississippi Queen (Delta Steamship) on independent status. COKE bought the firm in 1976. Bookings for trips on the paddlewheelers are reported up. Jacksonville The new tug Admirals (Admiral Towing) captain and chief engineer have taken her out for sea trials. Delivery is expected by the end of the month. lOTs new tug Independence, sistertug of the tug Freedom, was down here from the port of Philadelphia so her Capt. W. Hudgins could take command. The dredge Sugar Island (North American Trailing) entered the Tampa Shipyard for repairs last month. Port Agent Leo Bonser, vice-president of Florida's AFL-CIO and a state Carter convention delegate, went up to the capital, Tallahassee last month with Crowley Engineer Richard McAvoy for an AFL-CIO meeting. New Orleans Louisiana motorists' green, white and orange license plates will have a brand new look next January featuring a Mississippi River steamboat, oil drilling rig and leaping fish with the nickname, "Sportsman's Paradise." Tampa Port Arthur . Voting by members was going on here almost a week before LOG presstime on the Sabine Towing Co. contract. Sabine is also building two new tugs. Construction though is not yet in the advanced stages. They will be SIU top to bottom. Western Towing contract negotiations will start at the end of the year. St. Louis Contract talks at Orgulf and Ozark Marine are over with the pact ratified by the membership, signed and sealed and delivered. Lock and Dam 26 Legal beagles for railroads and environmentalists have appealed the October 1979 decision by U.S. Federal Judge Charles E. Richey granting the Army Corps of Engineers the right to begin work on a new Lock and Dam 26 on the Mississippi River at Alton, 111. Late last month our Gulf Relief Cook Duncan V. "Pat" Patterson advised us .that he was working again on the tug Alice Moran from Ft. Lauderdale to Texas City, Tex. via Goodhope, La. and Beaumont, Tex. and back in two weeks. He says his captain paints seascapes and hears he's "pretty good." Most of them go for "several hundred dollars apiece!", hears Pat. Old Morris Canal, NJ. A unique civil engineering feat, that let boats in northern New Jersey's century old Morris Canal (1831-66) surmount 900-foot high mountainous terrain along the waterway's route, has been named a National Historic Civil Engineering Landmark by the American Society of Civil Engineers. The canal after the Civil War handled more than 889,000 tons of cargo. It used 23 hydraulic powered inclined planes in combo with the locks to "climb" the boats 914 feet from Newark Bay to the top at the tip of Lake Hopatcong. There they were lowered gradually 760 feet to the Delaware River at Phillipsburg, Pa. The total rise and fall was just over 1,672 feet in a little more than 90 miles—a milestone in those days. f Mount Vernon Victory Committee Notice On shipping Procedures (Deep Sea) When throwing in for work during a Job caii at any SiU Hiring Haii, soamon must pro­ duce the foiiowing: • membership certificate (where possessed) • registration card • ciinic card • seaman's papers • vaiid, up-to-date passport in addition, when assigning a job the dispatcher wiii compiy with the foiiowing Section 5, Subsection 7 of the SiU Shipping Rules: "Within each class of senior­ ity rating in every Depart­ ment, priority for entry rating jobs shall be given to ail sea­ Early this month the Ship's Committee and these four other crewmembers of the ST Mount Vernon Victory (Victory Carriers) were at the payoff at the Exxon Dock, Bayway, N.J. They were (rear I, to r.) AB Frank Zapata, deck delegate, Chief Pumpman Bernard Burge, educational director; Bosun Gene Paschall, ship s chairman and OS John Williams. In front (I. to r.) were AB John Landry, OS Jim Lewis, BR Anthony L. Hammond, steward delegate and AB Juan Castillo. men who possess Lifeboatman endorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sen­ tence when, in the sole judg­ ment of the Board, undue hardship will result or extenu­ ating circumstances warrant such waiver." Also, ail entry rated mem­ bers must show their last six months discharges. Further, the Seafarers Ap­ peals Board has ruled that "0 classification seamen may only register and ssTii as entry ratings in only one depart­ ment." DEEP SEA •f April 1980 / LOG J 29 ^ -j r J. . �Clarence F. Burrowes, 63, joined - · : the SIU. in 1943 in the port of New ' York sailing as a chief cook. Brother Personal Safety Award in 1960 for Seth Thomas Bennett, 72, joined Ala. sailing aboard an accident-free ship, the Union in the port of Norfolk in the SS Seatrain Georgia. Seafarer 1967 sailing as a cook on the Tug Sung Yuen Chen, 65, joined the Southern Carriers. He is a veteran of Oscar Ozer, 51, joined the SIU in the U.S. Coast Guard during World is a naturalized U.S. citizen. He is a the port of New York in 1966 sailing War II and the U.S. Navy before the resident of San Francisco. as a fireman-watertender and cook. war. Boatman Bennett was born in born in Philadelphia and is a resident Raleigh, N.C. in 1945 in the port of New Orleans sailing as a chief cook. Brother of Flourtown, Pa. Bernard Joseph Iwanowski, 62, Coleman upgraded at the Harry joined the Union in the port of Lundeberg School, Piney Point, Md. Philadelphia in 1960 sailing as a cook in 1970. He was born in New Orleans Luis Santiago Medina, 69, joined for Taylor and Anders . on from 1958 and is a resident there. to 1979, the Warner Co. and the ' the SIU. in 1948 in the_ port of New Iwanowski is a veteran of the U.S. Medina was on the picketline in the Narvi Co. from 1947 to 1958. Brother Felix Elizga Dayrit, 65, joined the SIU in 1948 in the port of New York sailing as a fireman-watertender. York sailing.as a QMED. Brother Army's 5th Armored Division in 1961 N.Y. Harbor beef. A native of Phjladelphia and is a resident there. Miami, Fla. World War II. He was born in Brother Dayrit is a veteran of the U.S. Army during World War IL He was born in the Philippine Islands Hato Rey, P.R., he is a resident of Henry Suire, 59, joined the Union an�f is a resident of San Francisco. in Port Arthur, Tex. in 1962 sailing as Dayrit has patents on severl1_1 things Angel Seda, 57, joined the SIU in a dec khand and t a nkerman for · 1939 in the port of Baltimore sailing Sabine Towing from 1952 to 1980. as a chief steward. Brother Seda was the NMU. He is a veteran of the U.S. of Brooklyn, N. Y. Brother Suire is a former member of Esposito, 6 3 , joined the SIU i n the port o f New born in Puerto Rico and is a resident Navy in World War IL Boatman York in 1960 sailing as a chief cook Suire was born in Menteau, La. and and chief steward. Brother Esposito is a resident of Port Arthur. sailed for the American Banner Lines Co. and worked on the Sea-Land Randolph Auburn Ruckus, 72, (N.J.) Shoregang from 1974 to 1979. He attended the Andrew Furuseth joined the SIU in 1943 in the port of Boston sailing as an AB. Brother : Norfolk i n 1963 sailing a s a mate, Faulkner is a veteran of the U.S. captain and pilot for the Curtis Bay 1959. Seafarer Esposito is a veteran Army and a former Towing Co. and formerly for the Army in World War 11. He was born 1960. Brother Buckus is a veteran of Roxbury, Mass. in B oston and is a resident of Bruan Shipping Corp. from 1953 to · Born in New York City, he is a resident of Woodside, Queens, N.Y. Charles Frank, 62, joined the SIU the U.S. Army in World War II. He was born in Norfolk and is a resident Pennsylvania and is a resident of Wilmington, Calif. Rufus Holladay, 59 , joined the SIU in the port of Mobile sailing as a chief cook. Brother Holladay sailed 34 years. He is a veteran of the U.S. Coast Guard in World W a r II. A native of Greenville, Ala., he is a resident of Mobile. · of Virginia Beach, Va. in 194 7 in the port of New York sailing as an AB. Brother Frank was in 1958 sailing as a chief cook. Brother Garland sailed 25 years. He Charles Edgar Morris, 65, joined is a veteran of the U.S. Army in the Union in the port of Philadelphia in 1961 sailing as a mate, captain and World War II. Seafarer Garland was from 1945 to 1979. Brother Morris was a chief petty officer in the U.S. resident of Johnson City, Tenn. born in Millville, N .J. SIU in the port of New York in 1950 born in Bakersville, N.C. and is a pilot for the Curtis Bay Towing Co. .Anthony Scaturro, 62, joined the Navy during World War II. He was resident of Oaklyn, N .J. and is a sailing as a chief steward. Brother · Ernest J. Ross, 59, joined the bricks in the 1965 District Council 37 ' beef. Seafarer Scaturro is a veteran of gateman for the Boland Steamship native of Brooklyn, N. Y., he is a in 1960 sailing as a deckhand and the U.S. Navy in World War II. A Co. Brother Ross was born i n ' resident of For� Lauderdale, Fla. Alpena. William Leslie Sumner, 65, joined the Union in the port of Norfolk in New York sailing in the steward sailed as a steward departm' e nt ., delegate. He hit the b!-icks in the 1961 Greater N .Y. Harbor beef. Seafarer Kumiega is a veteran of the U.S. , Army in World War II. Born in Scaturro sailed 36 years. He hit the Union in the port of Alpena, Mich. joined the SIU i n 1949 in the port of department. Brother Kumiega also Paul Eugene Garland, 58, joined the SIU in the port of San Francisco Detroit, Mich. and i s a resident o f Frank C h a rl e s Ku m i e g a, 5 8 , Thomas Francis Faulkner, 57, . joined the Union in the port o f Training School, Brooklyn, N.Y. in of the Teamsters Union. Brother Ozer sailed 28 years. He was Dunn1 N .C. and is a resident of Adie Coleman, 65, joined the SIU 1959 La. Brother Bennett helped to organize Brother Chen was born in China and in U.S. citizen. He is a resident of Arabi, for North Euroboat Towing in 1977. steward department for 22 ·years. Johnnie Central America and is a naturalized Allied Towing from 1962 to 1972 and 1966 sailing as an AB and in the born in Van Severen was born in Honduras, Sharon B. (Norfolk Towing) in 1973, SIU in the port of San Francisco in of the U.S. Severen, 69, sailed 38 years. He received a. Union ' citizen and is a resident of Prichard, member Van watertender. Brother Van Severen West Indies, is a naturalized U.S. Thomas James A. Orleans in 1956 sailing as a fireman­ Burrowe·s was born· in the British. he has invented. Augustin joined the SIU in the port of New 1960 sailing as a cook for Curtis Bay Ernest Harold Wiley, 71, joined Towing Co. from 1956 to 1959, the SIU in the port of San Francisco in 1963 sailing in in Kansas and is the GATCO from 1959 to 1980 and for steward the IBC Co., Philadelphia. Brother department. Brother Wiley was born Newark, Calif. a resident Sumner was a fprmer member of the of NMU and UMW from 1956 to 1960. He.was born in Hertford, N.C. and is , a resident there. Wilkes-Barre, Pa., he is a resident of Baltimore. Anastasios Athanasios Avzangelis, Lorenzo Rinaldi, 62 , joined the SIU in the port of Baltimore in 1955 sailing as a chief steward and chief cook. Brother Rinaldi sailed on the B ul l Line. He sailed 33 years. Conrad Olaf Schmidt, 66, joined in 1960 sailing as a fireman-water­ tender for the Reiss Steamship Co. Brother Schmidt sailed 39 years. He Seafarer Rinaldi was born in La was born in Washington Is., Wisc. citizen. He is a resident of Baltimore. Wisc. Spezia, Italy and is a naturalized U.S. 30 I LOG I April 1980 and is a resident of Sturgeon Bay, ·· ·"' . the Union in the port of Toledo, Ohio '... , . � . • . . '4 .. ·� ..,. I 65, joined the SIU in the port of New York in 1965 sailing as a QMED. Brother Avzangelis graduated as an electrician from the Union-MEBA District 2 School of Marine Engi­ neering, Brooklyn, N. Y. in 1970. He was born in Paloukia, Salamis, Greece and is a resident of Brooklyn. �The Lakes Picture Dnlnth Fit out on the Lakes is running full speed ahead and most SIUcontracted Great Lakes vessels are expected to be operating by April 15. The Belle River (American Steamship) which laid up for the winter in Duluth, will be making a delayed start this year. While she was laid up the thousand footer had a hole punctured in her rudder which filled up with water, causing the rudder to crack. The rudder will either have to be replaced or repaired before the Belle River can start running. * * * Also fitting out in Duluth are two Kinsman grain ships, the William A. McGonnagle and the C. L. Austin. Both vessels are loaded and will be leaving Duluth by the first week in April. Figures for the 1979 shipping season show total waterborne commerce for the port of Duluth-Superior was u^by 2.3 million short tons or five percent in 1979. The biggest increases came in domestic coal shipments which rose 24. percent over 1978 tonnage totals and in iron ore and concentrates which outstripped the 1978 figures by 32,429,797 tons. Cleveland The SIU hall in Cleveland re-opened on March 1 and Tom Bluitt has been named the port agent there. Bluitt joined the SIU in 1970 and has shipped deep sea; and on tugs and freighters on the Lakes. He started working on-shore for the Union in 1974. Bluitt says "things are moving" in Cleveland. The J. A. W. Iglehart (Huron Cement) was the first SlU-contracted vessel to crew up and sail from Cleveland. Chicago Fitting out from this port were the John A. Kling, the John J. Boland, the Sharon, the St. Clair and the Indiana Harbor (all American Steamship). In addition, the SIU crew working the fueler Joseph E. Bigane was recalled at the end of March. Also fitting out were: the Charles E. Wilson and the H. Lee White (American Steamship) in Muskegon; Presque Isle (Litton Great Lakes Corp.) in Milwaukee; and the L. G. Harriman and Paul H. Townsend (Huron Cement) in Green Bay. Lawrence Seaway Development Corp. held a brief ceremony in Massena, N.Y., near the Eisenhower and Snell Locks. Participating were Development Corp. Administrator David W. Oberlin and Marc Bienvenue, acting president of the St. Lawrence Seaway Authority, which administers the waterway for Canada. Winter Shipping It may be spring to everybody else but opponents and supporters of winter shipping on the Great Lakes are still fighting it out. On the heels of a report by the Army Corps of Engineers urging an extended shipping season, comments from the public ran strongly against the proposal, according to the Corps. Most of the comments came from residents of N.Y.'s St. Lawrence River Valley including several environmental groups which argued that the Corps' report underestimated the negative impact of a season extension. (The Corps has recommended a 12-mpnth navigation season on the upper four Great Lakes and a 10-month season on the Welland Canal, Lake Ontario and the St. Lawrence River). Opponents of the plan argued that a season extension would damage the ecology through vessel groundings, the affect of broken ice on shore structures and winter shipping might harm fish, wildlife and disrupt winter recreation. . 1 On the other side of the coin, winter shipping gained strong advocates last month. The Great Lakes Task Force, a coalition of maritime labor and industry groups from the Great Lakes states, cited a permanent extension of the St. Lawrence Seaway shipping season as apriority goal. • In a recent report the Task Force described the current 8 month season as a "crippling, artificial apd unnecessary curtailment of one of the nation's most energy efficient and low-cost water transportation systems." The Task Force argued that 11 million gallons of fuel would be saved by moving 15 million gross tons of iron ore via the Great Lakes during the winter instead of by railroad. That savings increases to 100 million gallons of fuel when water shipping is compared to highway transport. The Task Force pinpointed several other legislative goals which they will be devoting their energies to, including: reduction of Seaway tolls; a new lock at Sault Ste. Marie to ease the load of traffic passing through the Poe, the only lock large enough to handle 1,000 footers and; subsidies to give U.S. carriers a larger percent of U.S./Canada trade than the paltry five percent they now handle. s'.i Make Fitting out for the first time ever is American Steamship's brand-new American Mariner. Details of her christening, which will be held on April 15, will be carried in the Log. The first SlU-contracted vessel to call at the port of Chicago was the cement carrier Medusa Challenger (Cement Transit Co.). Frankfort Four SIU FO.WTs and six ABs weVe called aboard the carferry Arthur K. Atkinson the last week in March. But the AKA isn t going anywhere just yet other than to the shipyard—she's still minus her engine. Meanwhile, the City of Milwaukee was tied up "indefinitely" due to lack of freight. That leaves the Viking ihe only SlU-contracted car ferry running out of the port of Frankfort for the time being. St. Lawrence Seaway The St. Lawrence Seaway opened for the 1980 shipping season on March 24, the earliest start date ever in the Seaway's 21-year history. For the first 10 days to two weeks of the season, the Seaway was open only during daylight hours because of ice conditions. Two ice-breaking tugs one American and one Canadian—have been busy for the past few weeks clearing the systefh for navigation. To mark the official onening of the 1980 season on the waterway the St. upgrade in the Steward Department at HLS Chief Stewoffd - throughout June Chief Cook - throughout June Cook and Baker - throughout June Assistant Cook - throughout June To enroll, contact the Lundeberg School or fill out the applicaj tion in this issue of the Log. April 1980 / LOG I 31 • )T* > • , �America's Norionai Defense is Dehincf Without Adequate Merchant Fleet lECENT events in the Middle East have raised serious ques­ tions about this country's state of military preparedness. It has finally begun to dawn on many Americans that we may be jeopardizing our national interests by allowing our defense capability to languish. Any discussion of America's defense capability must begin with the sea. America is first and fore­ most a seapower. The United States has historically relied upon its naval and maritime prowess to, protect and advance its position in the world. Americans are isolated from many of the world's troubled spots by virtue of our geographical location. So we have been forced to use the sea as both a shield and a highway. is oil. But that is only a small part of the total picture. America must import substantial amounts of cobalt, titanium, manganese, chro­ mium, berrylium, tin, nickel, indus­ trial diamonds, rubber, bauxite, antimony, and asbestos, all of which are vital to a war-time economy. To give just one example: chro­ mium is used in stainless steel and in ball bearings. We import virtually every ounce of chromium that is used in this country. Were the flow of chromium interrrupted, our warmachiile would be seriously dam­ aged. The U.S. government has allowed our merchant marine to deteriorate to the point where 95% of our oceanhorne foreign commerce must be to carry any cargo of arms, arma­ ment, or Implements of war to countries in the Middle East in­ volved in the conflict." Translated that means: America, you're on your own. So much for EUSC, or effective U.S. Control. One more question remains to be asked: will Liberia be the Iran of Africa? Unrest in Liberia Like Iran before the overthrow of the Shah, Liberia has been por­ trayed as a model of stability. Unfortunately, there are serious •undercurrents in that country. There exists a great deal of social unrest. In the past few months students have taken to staging protests, much To anyone outside the maritime industry, it may come as a shock to realize that the merchant marine, plays an important part in this of any nation's overall ability to defend itself. The merchant marine helps augment a country's "Sealift" capability, and it carries the com­ mercial goods needed to maintMn a war-time economy. The term Sealift refers to the whole range of logistic issues that are involved in the overseas trans­ port of troops and supplies. While the issues are crucial to our national security, they lack "sex appeal", as Admiral Isaac Kidd, former naval commander of the Atlantic forces, has stated in committee hearings on Capitol Hill. No Coordbiation of U.S. Policy Air Transport Not Enough The necessity of maintaining a strong merchant marine has often been overlooked. Many people believe that air transportation can assume many of the duties of the merchant marine. This is a popular misconception. It has been esti­ mated that air transportation could move, at most, ten percent of the troops and supplies needed in any major overseas conflict. Moreover, air transportation accounts for an insignificant percent of this country's foreign commerce, The overwhelming majority of foreign commerce is carried by merchant vessels, most 'of which, unfortunately, are foreigp flag. One of the most startling develop­ ments of the past 20 years has been the growing American dependence on imported strategic materials. Military industry would come to a standstill unless merchant vessels were available to bring these ma­ terials to the United States in protected convoys. Iran a Lesson Given recent developments in Iran, the most obvious strategic material that America must import 32 / LOG / April 1980 Much of the growth has been as a result of responsible Soviet policies. Government officials have pin­ pointed areas of strategic concern, and have followed policies which would shore up Soviet strength. In the last decade, Soviet planners were able to drastically increase the overall tonnage of the Soviet fleet, to the point where the Soviet Merchant Marine has become one of the largest in the world. T?ie Soviet fleet has 2.500 vessels, as compared to the Jive hundred or so that are under U.S. registry. Experts believe that the Soviets will consolidate their position in the upcoming decade by modernizing their entire fleet. Special attention is expected to be paid to pipeline development, which plays an important part in the tanker sector, and to new container ships, roll-ons, lighters and ferryboat technology. All of these commercial advances have been carefully co-ordinated with the Russian military to maximize the Soviet's combined military and commercial strength. carried by foreign flag vessels. Many of these vessels are of Liberian, Panamanian and Honduran regis­ try. These foreign "flag-of-convenience" vessels have been labeled EUSC by the Pentagon. This means they are under "Effective U.S. Control." EUSC: the acronym has a certain ring to it. Unfortunately, there is very little truth behind the concept, only a great deal of wishful thinking. Effective Control a Joke As events in Iran have proven, no American ally is under U.S. "con­ trol". Take Liberia, for example. It has, on the surface, been a staunch U.S. ally. But in 1973, during the height of the Yom Kippur War, William Tolbert, the President of Liberia, issued an executive order which stipulated that among other things that, "No vessel with a Liberian Registry shall be permitted like the protests that appeared in Iran at the onset of the Iranian Revolution. Coupled with that development is an underlying dis­ satisfaction on the part of an over­ whelming majority of Liberian people. There is a highly structured social system in Liberia. If a person doesn't belong to the five percent of people who are descended from American slaves, then that person is excluded from power and social prestige. It is a highly volatile situation. Soviet Fleet Dominant In addition to the decline of the •American Merchant Marine and this nation's dependence on unreliable foreign flag vessels, one more factor exists: the growth of the Soviet fleet. Western experts have been at a loss to explain the spectacular growth that has occurred in the past two decades. Soviet planning contrasts sharply to American policies. Budget cuts are threatening the health of the entire merchant marine. More importantly, there has been little or no attempt to co-ordinate maritime and naval policies. The Navy is pushing for passage of the Marine Prepositioning Ship concept, an idea which has evolved from a program rejected by Con­ gress in the mid '60s. The program is geared towards increasing American Sealift capability. The program would be fine if it were not for one thing: it entirely ignores the private merchant ma­ rine, which should be the focus of any attempt to increase American Sealift power. When pressed on the subject. Pentagon experts talk lamely of "EUSC" foreign flag ships. It is depressing to think that the only major attempt in recent years to ' fashion a coherent American policy on Merchant Shipping has been the Omnibus Bill, an imperfect piece of legislation which seems destined never to see the light of day. While recent events in the Middle East have painted a dreary picture, especially in relation to the Ameri­ can Merchant Marine, one thing can not be overlooked. Dreary pictures don't have to remain bleak. Fore­ sight and timely action can accom­ plish miracles. If the Iranian crisis forces Americans to face up to the policies that they've followed in the maritime sector, then at least some good will have come from a terrible situation. �-I -,l • - —5;,J. „ - 1 i.-; "... - Hi: - 1 • '".. J"'.-.'-:,-- .=7:-' rico^s Notional Defense is D Without Adequate Merchant Fleet lECENT events in the Middle East have raised serious ques­ tions about this country's state of military preparedness. It has finally begun to dawn on many Americans that we may be jeopardizing our national interests by allowing our defense capability to languish. Any discussion of America's defense capability must begin with the sea. America is first and fore­ most a seapower. The United States has historically relied upon its naval and maritime prowess to. protect and advance its position in the world. Americans are isolated from many of the world's troubled spots by virtue of our geographical location. So we have been forced to use the sea as both a shield and a highway. ,* • vt A • .¥. •-. i,'-; -•ifi <A-« •I- .; •V- :f if '(f I i' fii. • I #f ?vr-„ - r.ir"'. , ' ( i-' rir»; hci1 i" • V,.'' • f , 7 The necessity of maintaining a strong merchant marine has often been overlooked. Many people believe that air transportation can assume many of the duties of the merchant marine. This is a popular misconception. It has been esti­ mated that air transportation could move, at most, ten percent of the troops and supplies needed in any major overseas conflict. Moreover, air transportation accounts for an insignificant percent of this country's foreign commerce, The overwhelming majority of foreign commerce is carried by merchant vessels, most 'of which, unfortunately, are foreign flag. One of the most startling developihents of the past 20 years has been the growing American dependence on imported strategic materials. Military industry would come to a standstill unless merchant vessels were available to bring these ma­ terials to the United States in protected convoys. Iran a Lesson Given recent developments in Iran, the most obvious strategic material that America must import Much of the growth has been as a result of responsible Soviet policiesr Government officials have pin­ pointed areas of strategic concern, and have followed policies which would shore up Soviet strength. In the last decade, Soviet planners were able to drastically increase the overall tonnage of the Soviet fleet, to the point where the Soviet Merchant Marine has become one of the largest in the world. The Soviet fleet has 2,500 vessels, as compared to the five hundred or so that are under, U.S. registry. Experts believe that the Soviets will consolidate their position in the upcoming decade by modernizing their entire fleet. Special attention is expected to be paid to pipeline development, which plays an important part in the tanker sector, and to new container ships, roll-ons, lighters and ferryboat technology. All of these commercial advances have been carefully co-ordinated with the Russian military to maximize the Soviet's combined military and commercial strength. No Coordination of U.S. Policy Air Transport Not Enough ]¥ • ii I" ' To anyone outside the inaritime industry, it may come as a shock to realize that the merchant marine, plays an important part in this of any nation's overall ability to defend itself. The merchant marine helps augment a country's "Sealift" capability, and it carries the com­ mercial goods needed to maintain a war-time economy. The term Sealift refers to the whole range of logistic issues that are involved in the overseas trans­ port of troops and supplies. While the issues are crucial to our national security, they lack "sex appeal", as Admiral Isaac Kidd, former naval commander of the Atlantic forces, has stated in committee hearings on Capitol Hill. -V' • is oil. But that is only a small part of to carry any cargo of arms, armathe total picture. America must ment, or implements of war to import substantial amounts of countries in the Middle East in­ cobalt, titanium, manganese, chro­ volved in the conflict." mium, berrylium, tin, nickel, indus­ Translated that means: America, trial diamonds, rubber, bauxite. you're on your own. So much for antimony, and asbestos, a:il of which EUSC, or effective U.S. Control. are vital to a war-time economy. One more question remains to be To give just one example: chro­ asked: will Liberia be the Iran of mium is used in stainless steel and in Africa? ball bearings. We import virtually Unrest in Liberia every ounce of chromium that is used in this country. Were the flow Like Iran before the overthrow of of chromium interrrupted, our war- the Shah, Liberia has been por­ machihe would be seriously dam- trayed as a model of stability. aged. Unfortunately, there are serious The U.S. government has allowed •undercurrents in that country. There our merchant marine to deteriorate exists a great deal of social unrest. to the point where 95% of our oceanIn the past few months students borne foreign commerce must be have taken to staging protests, much carried by foreign flag vessels. Many of these vessels are of Liberian, Panamanian and Honduran regis­ try. These foreign "flag-of-convenience" vessels have been labeled EUSC by the Pentagon. This means they are under "Effective U.S. Control." EUSC: the acronym has a certain ring to it. Unfortunately, there is very little truth behind the concept. only a great deal of wishful thinking Effective Control a Joke As events in Iran have proven, no American ally is under U.S. "con­ trol". Take Liberia, for example. It has, on the surface, been a staunch U.S. ally. But in 1973, during the height of the Yom Kippur War, William Tolbert, the President of Liberia, issued an executive order which stipulated that among other things that, "No vessel with a Liberian Registry sball be permitted like the protests that appeared in Iran at the onset of the Iranian Revolution. Coupled with that development is an underlying dis­ satisfaction on the part of an over­ whelming majority of Liberian people. There is a highly structured social system in Liberia. If a person doesn't belong to the five percent of people who are descended from American slaves, then that person is excluded from power and social prestige. It is a highly volatile situation. Soviet Fleet Dominant In addition to the decline of the •American Merchant Marine and this nation's dependence on unreliable foreign flag vessels, one more factor exists: the growth of the Soviet fleet. Western experts have been at a loss to explain the spectacular growth that has occurred in the past two decades. Soviet planning contrasts sharply to American policies. Budget cuts are threatening tbie health of the entire merchant marine. More Importantly, there has been little or no attempt to co-ordinate maritime and naval policies. The Navy is pushing for passage of the Marine Prepositioning Ship concept, an idea which has evolved from a program rejected by Con­ gress in the mid '60s. The program is geared towards increasing American Sealift capability. The program would be fine if it were not for one thing: it entirely Ignores the private merchant ma­ rine, which should be the focus of any attempt to increase American Sealift power. When pressed on the subject. Pentagon experts talk lamely of "EUSC" foreign flag ships. It is depressing to think that the only major attempt in recent years to fashion a coherent American policy on Merchant Shipping has been the Omnibus Bill, an imperfect piece of legislation which seems destined never to see the light of day. While recent events in the Middle East have painted a dreary picture, especially in relation to the Ameri­ can Merchant Marine, one thing can not be overlooked. Dreary pictures don't have to remain bleak. Fore­ sight and timely action can accom­ plish miracles. If the Iranian crisis forces Americans to face up to the policies that they've followed in the maritime sector, then at least some good will have come from a terrible situation. X- . No^ce to Members of Former Marine Cooks & Stewards Union iff-. u ' 'iV-T Rules Governing Suspensions of BeneSts for Pensioners Who Return to Active Duty The SIU Pacific District-Pacific 4-" CUT ment is secured or commences in the same geographic area covered by the Plan. Maritime Association Pension Plan Agreement provides that pension benefits will be suspended if a pensioner obtains certain types of employment subsequent to his re­ tirement. The following are the types of prohibited employment: • All retirees must not work in any employment covered by the Plan aboard any vessel operated by a Contributing Employer, for the Union, or under any collective bargaining agreement to which the Union is a party. . • Those persons who retire on or after January 1, 1976, in addition to the foregoing basic requirements, must not work in shoreside employment for a Contributing Employer which results in pension credits under a pension plan maintained by any seagoing union or in any seagoing employment in the maritime industry in any capacity in the Deck, Engine, Steward or Staff Officer Department, which employ­ • Those persons retiring on or ^er January 1, 1979, in addi­ tion to all of the above basic requirements, must not work in any capacity in the maritime industry which includes American and Foreign Flag vessels and includes employ­ ment on board commercial, exploratory, service or other vessels moving on the high seas, inland waterways. Great Lakes, coastal zones, harbors and noncontiguous areas, on or offshore ports, platforms or similar sites; but does not include the longshore industry or the ship construction or re­ pair industry. The Plan Agreement provides that the Trustees may determine the length of pension suspension for pensioners engaging in prohibited employment. The Trustees unani­ mously adopted the following rules for determining how long benefits will be suspended in case a pensioner engages in prohibited employment after retirement: RULE NO. 1: • "When a pensioner notifies the plan office in writing before engaging in prohibited employ­ ment, his pension shall be suspended H any calendar month during which -he is employed in prohibited em­ ployment at least one day." RULE NO. 2: • "When a pensioner engages in prohibited employment, without previously notifying the plan office in writing of his intention to engage in pro­ hibited employment, his pension benefits will be suspended two months for every one calendar month during which he worked at least one day in prohibit^ em­ ployment." Sea-Land Galloway Committee Chief Steward Jimmy Lomax (left) secretary-reporter of the SS Sea-Land Galloway sits last month with the Ship's Committee of (I. to r.) Pantryman Gary Collier, steward delegate; Engine Delegate Bobby "Red" Harris and Deck Delegate Bob Tuttle. The S-L 7 paid oft at Port Elizabeth, N.J. Help Your Brother Down the Road to Sobriety S eeing a blind man walk down a street makes the rest of us thankful for our sight. Perfect strangers, as well as friends, don't hesitate to offer a guiding arm to the blind because we all think it must he a terrible thing to he unable to see where you're going. An alcoholic can't see where he's going either, only alcoholics don't have friends. Because a friend wouldn't let another man blindly travel a course that has to lead to the destruction of his health, his job and his family. And that's where an alcoholic is headed. • Helping a fellow Seafarer who has a drinking problem is just as easy—and just as important—as steering a blind man across a street. All you have to do is take that Seafarer by the arm and guide him to the Union's Alcoholic Rehabilitation Center in Valley Lee, Md. Once he's there, an alcoholic SIU member will receive the care and counseling^ he needs. And hell get the support of brother SIU members who are fighting the same tough battle he is hack to a healthy, productive alcohol-free life. The road hack to sobriety is a long one for an alcoholic. But because of ARC, an alcoholic SIU member doesn't have to travel the distance alone. And by guiding a brother Seafarer in the direction of the Rehab Center, youll he showing him that the first step hack to recovery is only an arm's length away. I I Alcoholic Rehabilitation Center I I I am interested in attending a six-week program at the Alcoholic I Rehabilitation Center. I understand that all my medical and counseling I I records will be kept strictly confidential, and that they will not be kept I anywhere except at The Center. I I Book No. I Name I I I Address I (St^ate) (Zip) (Street or RED) (City) I I Telephone No I Mail to: THE CENTER I I Star Route Box 153-A I Valley Lee, Md. 20692 I or call, 24 hours-a-day, (301) 994-0010 I 4^ ; -I ,v r'i'w: -A I I I I I I I I I I I . I- . I 32 / LOG / April 1980 April 1980 / LOG / 33 I A' . 3 / i - II- u; :• , �A • f :2 :? • ' •• i;Jf- V ... I ' .. i •' •f • 'a '' • ' • - t ,• 4• ! •I V ' i'- :• • T:.^ i• •;-• ! •. , •> - f i •s I" ,• ,. • 1, -. •# -#• • rmmi Pensioner James . Bryant O'Keefe, 67, died of kidney disease in the San Fran­ cisco USPHS Hospital on Oct. 7. Brother O'Keefe joined the SlU in 1941 in the port of Philadelphia sailing as a QMEP. He sailed 44 years and hit the bricks in the 1962 Robin Line beef. Seafarer O'Keefe was born in Missis­ sippi and was a resident of San Francisco. Interment was in Pleasant Hill Cemetery, Sebastopol, Calif. Surviving are his widow, Theresa and a nieice, Theresa Morelli of Brooklyn, N.Y. Clarence Olson, 58, died of heart failure in tlie Southern Chester County Medical Center, West Grove, Pa. on Nov. 27. Brother Olson joined the Union in the port of Philadelphia in 1965 sailing as a mate, pilot and captain for the Independent Towing Co. from 1965 to 1978, Meyle Towing Co. from 1978 to 1979 and on the tug fVor/ey Forall and Barge No. 46 (Curtis Bay). He was a veteran of the U.S. Army in World War II. Boatman Olson was born in Philadelphia and was a resident of Berlin and Camden, N.J. Surviving are his widow, Sophie; a son, Frederick; three daughters, Mrs. Betty Dilks, Mrs. Judith A. Billman and Mrs. Christina Sylvas and a stepson, John R. David. Clarence Ward Hollowell Sr., 50, died of a hemmorrhage in the Pungo District Hospital, Belhaven, N.C. on Nov. 16. Brother Hollowell joined the Union in the port of Norfolk in 1976 sailing as a mate for C. G. Willis from 1975 to 1977, Allied Towing from 1975 to 1979 and for Ocean Towing from 1978 to 1979. He was a retired veteran of the U.S. Coast Guard. Boatman Hollo­ well was born in Aurora, N.C. and was a resident of Belhaven. Interment was in Community Cemetery, Belhaven. Sur­ viving are his widow, Mildred; two sons, Leslie and Bryan and his parents, Mr. and Mrs. David Hollowell. Robert Harley Knight, 50, died of heart failure in St. Luke's Hospital, Davenport, la. on Oct. 20 after becom­ ing ill on a Mississippi towboat at Le Claire, la. Brother Knight joined the Union in the port of St. Louis in 1975 sailing as a chief engineer on the tugboats Del Butcher and Jeffboat (ACBL) and for National Marine and Inland Tugs from 1973 to 1979. He was a veteran of the U.S. Navy during the Vietnam War. Boatman Knight was born in Decatur County, Ind. and was a resident of Pensacola, Fla. Interment was in Barrances National Cemetery, Pensacola. Surviving is his widow, Peggie Marie. 34 / LOG / April 1980 Mitchell Tunstall "Mike "Reed, 54, died of lung disease in the New Orleans USPHS Hospital on Dec. 26. Brother Reed joined the SIU in 1942 in the port of Mobile sailing as a boSun. He was born in Mobile and was a resident of Chalmette, La. Burial was in Pine Crest Cemetery, Mobile. Surviving are his widow, Francine; a son, Mitchell Jr. and a daughter, Patti. Pensioner Cornelio Acosta Rodriguez, 72, passed away from lung disease at home in Ponce, P R. on Jan. 4. Brother Rodri­ guez joined the SIU in 1939 in the port of New York sailing as an AB for 35 years. He also sailed during World War 11. Seaf^er Rodriguez was born in Guayanilla, P.R. Burial was in Guayanilla Ceme­ tery. Surviving is a son, Pedro of Ponce. . Pensioner Samuel Henry Jones, Jr., 60, died of heart-lung failure in the San Francisco USPHS hospital on Dec. 2. Brother Jones joined the Union in the port of San Francisco in 1958 sailing as a BR steward. He sailed 29 years. Seafarer Jones was born in New York City and was a resident of San Fran­ cisco. Interment was in the Bahia Cemetery, Novato, Calif. Surviving are his mother, Mrs. Oresta W. Riddick of Larchmont, N.Y. and a stepsister, Susan of San Francisco. Pensioner George Vernon White, 79, died of lung failure in the Seattle USPHS Hospital on Nov. 10. Brother White joined the Union in 1943 on the West Coast sailing as a steward. He sailed 27 years and during the Vietnam War. Seafarer White was born in Oklahoma and was a resident of Eyerett, Wash. Cremation took place in the Seattle Crematory. Surviving is his widow, Aileen. Michael Henry Culpepper, 22, died of injuries sustained in an auto accident while a passenger in Virginia Beach, Va. on Oct. 20. Brother Culpepper joined the Union in the port of Norfolk in 1975 following his graduation from the HLS, Piney Point, Md. sailing as an AB and tankerman for lOT from 1978 to 1979. He also sailed for the Arthur Levy Boat Service in 1974. Boatman Culpepper upgraded and earned his GED at the HLS. Born in Norfolk, he was a resident of Virginia Beach and Merritt Island, Fla. Burial w^s in Rosewood Memorial Park Cemetery, Virginia Beach. Surviv­ ing is his father, William of Merfitt Island. Pensioner Arthur Mahualqha Ahuna, 59, succumbed to pneumonia in the Ivinson Memorial Hospital, Laramie, Wyo. on Sept. 15. Brother Ahunajoined the Union (the former MCS) in 1937 on the West Coast sailing as a BR steward. He sailed 40 years. Seafarer Ahuna was born in Hawaii and was a resident of Laramie. Cremation took place in the Ah Hoo Na Cemetery, "Albany County, Wyo. Surviving are his widow, Lois; a brother, George of Kamula, Hawaii and a niece, Mrs. Elva Forster of Honolulu, Hawaii. Cheyenne Christopher Mor­ ris, 22, died aboard the SS Pittsburgh (SeaLand) in Naples, Italy on Nov. 20. Brother Morris joined the SIU fol­ lowing his graduation from Piney Point in 1973 sailing as an AB. He also upgraded at the HLS. Seafarer Morris was born in Norfolk and was a resident there. Surviving are his father, Capt. Charles Morris; his mother, Mrs. Shelby J. Mills of Norfolk; a brother and two sisters. Pensioner Robert Ellsworth Clemo,61,died on Jan. 1. Brother Clemo joined the Union (MC&S) in the port of San sailing in the stew­ ard department for the Matson Line. He was a veteran of the U.S. Army in World War II. A native of Oakland, Calif., he was a resident of San Francisco. Surviving is his widow, Catherine. Pensioner Philip Frederick Miller, 78, died of pneumonia in the San Francisco USPHS Hospital on July 27. Brother Miller joined the Union in 1936 on the West Coast sailing as a room steward for the Matson Line from 1958 to 1961. He sailed 47 years. Seafarer Miller also sailed in World War 11. Born in Oregon, he was a resident of San Francisco. Cremation took place in the Baha Crematory, Novato, Calif. Sur­ viving are his widow, Masie of Gresham-Portland, Ore.; a daughter, Mrs. Terry Arnold of Portland; a brother, Robert and a sister, Mrs. Frederick (Agnes) Andrus, both of Roseburg, Ore. Pensioner David D. Davis, 68, died of a probable heart attack in the Portland (Ore.) Porthaven Retirement Villa on Sept. 14. Brother Davis joined the MG&S in 1945 sailing as a chief cook. He was a resident of Portland. Inter­ ment was in the Sunset Hills Memorial Park Cemetery, Portland. Survivingare three brothers, Richard and Walter of Portland and James of Haches, Wash, and a sister, Mrs. Martha L. Thomas, also of Portland. Pensioner Herbert Alfred Doughty, 86, passed away from lung failure in the Royal Sussex County Hospital, Hove, England on Mar. 8, 1979. Brother Doughty joined the MC«feS in 1932 in the port of San Francisco sailing as a room waiter and steward. He began sailing in 1916. Seafarer Doughty also sailed during World War II. Born in England, he was a resident of Hove. Burial was in Hove Cemetery. Surviv­ ing are two sons, Francis of Randwick, Sydney, New South Wales, Australia and Herbert of Clovis, Calif.; a sister, Eva of Brighton, England and a niece, Sylvia Doughty of Kingston-Up-onThames, England. Pensioner John Panas, 82 succumbed to hepatitus on May 25, 1979. Brother Panas joined the MC«feS in 1940 sailing as a chief Cook for APL and the Matson Line until his retirement in 1962. He began sailing in 1932. Seafarer Panas was born in Poland and was a resident of Jersey City, N.J. Burial was in Holy Cross Cemetery, Lyndhurst^ N.J. Michael Fran. cis "Mike" Curry, 64, died in Sari Francisco on Dec. 5. Brother Curry joined the SIU in the port of New York in 1957 sailing as a bosun and ship's delegate. He sailed 38 years; Seafarer Curry was torpedoed during World War II aboard the SS William Llery (NMU) off Durban, South Africa in 1943. He was also a veteran of the U.S. Army in that war. A native of Pottsville, Pa., he was a resident of Middlesex, N.J. Surviving are his widow, Mary of Philadelphia; a , brother, John of Pottsville and three sisters, Clarris of Providence, Ky.; Mrs. Marie Wallaa of Middlesex and Mrs. Lea Weinert. Ephraim Rollson Muse, 57, died of heart disease aboard the SeaLand Philadelphia in Anchorage, Alaska on Jan. 20. Brother Muse joined the SIU in the port of New York in 1958 sailing as a fireman-watertender. He was a veteran of the U.S. Navy in World War II. Seafarer Muse was born in BayboroCash Corner, N.C. and was a resident of Grantsboro, N.C. Burial was in Sand Hill Cemetery, North Carolina. Survi­ ving is his mother, Olive. Pensioner Ignacio Guzman, 77, died of heart-lung failure in the San Fran­ cisco General Hospital on Oct. 17. Brother Guzman joined the MC&S in 1938 in the port of San Francisco. He started sailing in 1923 and sailed during World War 11. Seafarer Guzman was born in Mexico and was a resident of San Francisco and Bayamon, P.R. Interment was in the Holy Cross Cemetery, Colma, Calif. Survivingarea nephew, David Gaytan and a. cousin, Jose Gaytan of San Francisco. Pensioner Henry Ernest Murray, 71, passed away from pneumonia in the Merritt Is. (Fla.) Nursing Home on Oct. 25. Brother Murray joined the Union in the port of Philadelphia in 1961 sailing as a mate for the Independent Pier Co. from 1934 to 1972. He was born in Philadelphia and was a resident of Merritt Is. Interment was in the St. G^rge Cemetery, Clarksville, Del. SuWiving are his widow, Dorothy and a son, Rexel. Pensioner John Alfred Denais, 67, died of a heart attack at home in Fort Lauderdale, Fla. on Oct. 13. Brother Denais joined the SIU in the port of New Orleans in i956 sailing as a chief steward. He sailed 30 years and during the Vietnam War. Seafarer Denais was a veteran of the U.S. Army Infantry veteran of the U.S. Army Infantry in World War II earning the AsiaticPacific Campaign Medal. He was born in St. Pierre on Miquelon Is., off the coast of Canada. Burial was in the Queen of Heaven Cemetery, North Lauderdale, Fla. Surviving are a son, John of Fort Lauderdale and a brother, Paul of Los Alamitos, Calif. �Pensioner Peter Anthony Serano, 70, died of heart failure in San Jacinto Methodist Hospi­ tal, Baytown, Tex. on Dec. 6. Brother ; Serano joined the SIU in 1948 in the port of New York sailing as a bosun. He was a veteran of the U.S. Navy in World War II. Seafarer Serano was born in San Juan, P.R. and was a resident of Channelview, Tex. Interment was in Sah Jacinto Memorial Park Cemetery, Harris County, Tex. Surviving are his widow, Jennie and a daughter, Eileen. • I James Robert Jordan, 20, died of injuries in Monroe County (Ala.) Hospital sustained in an auto accident in Reton, Ala, on Aiig. 28. Brother Jordan joined the Union in the port of Mobile in 1979 sailing as a deckhand on the dredge Albatros (Radcliff Mate rials). He was bom in Pensacola, Fla. and was a resident of Evw-green, Ala. Burial was in Oakdale Cemetery, Conecuh County, Ala. Surviving are his parents, Mr. and Mrs. James D. mid Aletha Jordan of Evergreen. Edward Eugene Cooper, 56, suc­ cumbed to lung failure in the Veterans Administration Medical Center, Hunt­ ington, W. Va. on Jan. 29. Brother Cooper joined the Union in the port of St. Louis in 1967 sailing as lead deckhand and mate for Inland Tugs in 1966 and for the American Barge Line for 13 years. He was a veteran of the U.S. Army in World War II. Boatman Cooper was bom in Kentucky and was a resident of Portsmouth, OUo. Inter­ ment was in Mt. Zion Cemetery, South Shore, Ky. Surviving are his widow, Frances and his mother, Madelee of South Port, Ky. Pensioner Nickolas Grego,78, died of natural causes in the Staten Island (N.Y.) USPHS Hospital on Dec. 28. Brother Grego joined the Union in the port of New York in 1963 sailing as a deckhand for the Erie-Lackawanna Railroad from 1925 to 1967. He was born in Yugoslavia and was a resident of Ridgewood, Queens, N.Y. Interment was in St. Charles Cemetery, Farmingdale, L.I., N.Y. Surviving are his widow, Mary and two sons, Nickolas Jr. and Tomasa. Pensioner Wilfred Joseph Moore, 51, died of cancer in West Palm Beach, Fla. on Jan. 6. Brother Moore joined the SIU in 1945 in the port of New York sailing as a chief steward. He upgraded at Piney Point in 1973. Seafarer Moore was bom in Rochester, N.H. and was a resident of West Palm Beach. Burial was in Mt. Calvary Cemetery, Somersworth, N.H. Surviving are his parents^ Mr. and Mrs. Eugene and Merilda Moore of Somersworth. Pensioner Leonard Joseph DeRosia, 71, died of heart failure in the U.S. Veterans Administration Medical Cen­ ter, Saginaw, Mich, oh Jan. 13. Brother DeRosia joined the Union in the port of Alpena, Mich, in 1952 sailing as a deckhand and in the steward depart­ ment for .Huron Cement. He was a veteran of the U.S. Army in World War 11. Bom in Alpena, he was a resident there. Burial was in Evergreen Ceme­ tery, Alwna. Surviving are his widow, Meta arid a son, Leonard Jr. Pensioner Jurel Powell, 68, died of heart-lung failure in the Ouachita Hospital, Hot Springs, Ark. on Nov. 11. Brother Powell joined the Union in 1947 in the port of Detroit sailing as an AB and wheelsman on the SS Ste. Claire from 1971 to 1975 and the SS G. A. Tomlinson in 1970. He also sailed for the Bob-Lo Steamship Co. from 1967 to 1970 and the Wyandotte Chemical Steamship Co. from 1952 to 1963. Laker Powell was born in Meyers, Ark. and was a resident of Miami, Fla. and Pearcy, Ark. Burial was in the Peak Cemetery, Royal, Ark. Surviving are a brother and sister-in-law, Mr. and Mrs. Martin W. Powell of Hot Springs and Royal and a niece, Judy Kilby of Royal. Robert Wayne Guthrie, 56, died of respiratory failure in the John Sealy Hospital, Galveston, Tex. on Sept. 30. Brother Guthrie joined the SIU in 1943 in the port of Boston sailing as a chief pumpman for 19 years. He sailed as a 3rd assistant engineer for MEBA District 2 for 11 years. Seafarer Guthrie retired in 1976 in the port of Houston. Born in Des Moines, la., he was a resident of Coldspring, Tex. Burial was in Woodlawn Cemetery, Crowley, La. Surviving are his widow, Maudrey Margaret; his mother, Zola of Houston and a sister, Mrs. Thelma Comwell of Des Moines. Pensioner Richard Edward Darling, 64, succumbed to hepatitus in the San Francisco St. Mary's Hospital on Oct. 28. Brother Darling joined the merged MC&S in 1936 in the port of San Francisco sailing as a chief storekeeper for APL. He was born in Nebraska and was a resident of Daly City, Calif. Burial was in Woodlawn Memorial Park Cemetery, Colma, Calif. Surviving are his widow, Evelyn—also a MC&S retiree—a brother, Robert of Alta Loma, Calif, and a sister, Mrs. Frede­ rick Widoe of Omaha, Neb. Pensioner Russell Dewitt Koons, 55, died of a heart attack in the Urbandale Hospital, Alexander County, 111. on Dec. 19. Brother Koons joined the Union in the port of St. Louis in 1974 sailing as a mate and engineer on the towboat John Matthews (ACBL) from 1974 to 1979 and for the Southland Towing and Inland Tug. He was a former member of the NMU and Steelworkers Union. Boatman Koons was a veteran of the U.S. Army in World War 11. Bom in Rising Sun, Ind., he was a resident of Georgetown, Ind. Burial "was in the Patriot Cemetery in Indiana. Surviving is his widow, Violet. Pensioner Thomas Arthur Render, 61, died of pneumonia in the Merle W. Medical Center, Klamath Falls, Ore. on Dec. 1 Brother Render joined the MC&S in 1936 sailing as a chief steward. He was a resident of Dorris, Calif. Burial was in the Picard Ceme­ tery, Dorris. Surviving is his widow, Virginia. Pensioner Earl E. Arthur, 70, died of a hemorrhage on Jan. 4. Brother Arthur joined the Union (MC&S) in 1943 sailing for the American President Line. He was born in Tennessee and was a resident of Richmond, Calif. Burial was in Woodlawn Memorial Park Ceme­ tery, Colma, Calif. Glen George Miller, 53, suc­ cumbed to lung failure in the Baltimore USPHS Hospital on Nov. 5. Brother Miller joined the Union in the port of Frankfort, Mich, in 1971 sailing as an AB. He sailed aboard the Mj V Viking (Ann Arbor, Mich. RRCar Ferries)and the Str. City of Milwaukee from 1978 to 1979. And he was a veteran of the U.S. Navy in World War 11. Laker Miller was born in Bemidji, Minn, and was a resident of Frankfort. Interment was in the' Benzonia Township (Mich.) Cemetery. Surviving are his widow, Viola; two sons, Robert and Edward and his parents, Mr. and Mrs. Edward Miller. Pensioner Antonio Ortiz Flores, 62, died of cancer in the San Francisco USPHS Hospital on Nov. 26. Brother Flores, a chief steward, first sailed oh the West Coast in 1935. He also sailed during World War 11. Born in San Lorenzo, P.R., he was a resident of Palmas, Calif. Interment was in Live Oak Memorial Park Cemetery, Mon­ rovia, Calif. Surviving are a brother, Carmelo of Inglewood, Calif.; two sisters, Rosa of Los Angeles and Mrs. Mary de Ferrer of Culver City, Calif.; a nephew, Nibeth Ferrer and three nieces, Nigia Ferrer of Culver City, Nadia Ferrer and Nora Ferrer. Pensioner Jay Shannon, 85, suc­ cumbed to heart-lung failure in the Los Angeles Veterans Administration Hos­ pital on Jan. 18. Brother Shannon joined the Union (MC&S) in 1934 sailing as a chief steward. He first sailed on the West Coast in 1915. And he also sailed in World War 11. Bom in Kansas, he was a resident of Long, Beach, Calif. Cremation took place in the Angeles Abby Crematory, Compton, Calif. Surviving are a sister, Mrs. Julia Stewart of Patterson, Calif.; four nephews and two nieces. Pensioner James Patrick Dalton, 68, died of natural causes in the Staten Island (N.Y.) USPHS Hospital on Dec. 28. Brother Dahon joined the Union in the port of New York in 1960 sailing as deckhand and assistant tug dispatcher for Penn Central Railroad from 1939 to 1976. He worked on the Greenville Piers and was a member of the M M&P U nion from 1947 to 1960. Boatman Dalton was born in Jersey City, N.J. and was a resident of Bay Head, N.J. Burial was in Holy Name Cemetery, Jersey City. Surviving are his widow, Margaret; two sons, James Jr. and John; nine daughters, Jacqueline, Bernadette, Mary Ellen, Margaret Mary, Eileen, Kathy, Judith, Anne and Therese and a sister, Mary of Jersey City. Walter Donald Harris, 42, died of natural causes in the F.G. Riley Memorial Hospital, Meridian, Miss, on Dec. 24. Brother Harris joined the Union in the port of Mobile in 1974 sailing as a chief engineer for ACBL from 1972 to 1979. Boatman Harris was a former member of MEBA and the Steelworkers Union. He was a veteran of the U.S. Navy. Born in Cuba, Ala., he was a resident of Meridian. Interment was in Clay Memorial Cemetery, Cuba. Surviving are his widow, Mary and his parents, Mr. and Mrs. Eugene Harris. Pensioner Charles Alton Lodrlguss, 68, died of heart failure in the New Orleans USPHS Hospital on Aug. 22. Brother Lodriguss joined the Union in the port of New Orleans in 1956 sailing as a chief engineer and 1st assistant engineer for Dixie Carriers from (956 to 1977. He sailed 39 years. Boatman Lodriguss was bom in La Rose-Prerre Port, La. and was a resident of Harvey, La. Interment was in the McDonono^ Cemetery, Gretna, La. Surviving are his widow, ^ila; a son, Sidney and a dau^ittir, Anna Maria. William Earl Cheshire, 47, died of natural causes at home in the port of Paducah, Ky. on Nov. 29,1979. Brother Cheshire joiiied the Union in 1976. He sailed for Inland Tug Co. from 1975 to 1979, ACBL and Northern Towing. Boatman Cheshire was a veteran of the U.S. Army in Ft. Leonard Wood, Mo. Burial was in Dry Bayou Cemetery, Hayti, Mo. Surviving are his widow, Mary; three sons, Charles, James and George and his parents, Mr. and Mrs. George and Mary Cheshire. Pensioner Benjamin F. Viray, 71, died of a heart attack in the Kaiser Hos­ pital, San Mateo, Calif. . on; June 24. Brother Viray joined the MC&S in 1923. He was born in the Philippines and was a resident of San Mateo. Burial was in the Woodlawn Memorial Park Cemetery, Colma, Calif. Surviving are a daughter, Mrs. Gloria Paez of South San Franci^o; a grandson, Steven Di Choso and a granddaughter, Joann DiChoso, both of San Bruno, Calif. Pensioner Ernesto Gonzalez Alonso, 67, died of lung failure in Arecibo, P.R. on June 18. Brother Alonso joined the Union on the West Coast sailing as a waiter and room steward for 17 years. He sailed on the SS China Bear (Pacific Far East) SS President Hayes (Amer­ ican President Line) and the SS California (Matson). In 1959, he was on the Matson Shoregang. Seafarer Alon­ so was bom in Hatillo, P.R. and was a resident of Arecibo. Surviving are a son, Ernesto Jr.; two daughters. Carmen Ana and Mrs. Peter Revon of New Brunswick, N.J. and Libia, P.R.; a sister, Ines of Arecibo and a brother-inlaw, Ernesto A. Rojas of Guaynabo, P.R. Pensioner Harry Herman Rubin, 86, passed away from heart failure at home in Oceano, Calif, on Oct. 26. Brother Rubin joined the MC&S in 1933 in the port of San Francisco sailing as a room steward on passenger ships for 40 years. He also sailed during World War 11. Seafarer Rubin was born in Russia and .was a naturalized U.S. citizen. Inter­ ment was in the Arroyo (Calif.) Grande Cemetery. Surviving are his widow, Betty Lou; a stepson, Arthur and a stepdaughter, Mrs. Darlene Kidd of Atascadero, Calif. . • 'I • iff I •t' ••-I, 1: April 1980 / LOG / 35 • ri-,5»r-'rsS<LiI^ �F Abdul Mawarl uses a grease gun on a fitting on the Idler. I '•a' t &• * A,.' t- During their practical training students Fred Minor and Chester Patten dis­ assemble a troughing idler to make repairs. Above. Another repair that may be made Is fixing a tear In the conveyor belt. Art Elmodhjl tightens a fastener that was used to secure a tear. Left. In­ structor Bin Foley, Mark MIsso and Saif Shajira examine the various tools that can be used for fasteners. Below. Scott Corlstelne and George Harrison roll out a conveyor t)elt during their shop Instruction. I 1^• •»; Great Lakes Seafarers < sV T; H,. . Jl!' ,fr /f -<j' The first group of Great Lakes Seafarers to complete the Con­ veyor Department course grad­ uated from HLS in March. This course was developed by HLS Staff in cooperation with industry Representatives to prepare SlU members to work as conveyormen and gatemen aboard selfunloading ships on the Lakes. During the four-week course, the classroom instruction followed a seminar format. The students and instructor shared their knowledge of the equipment and operations aboard self-unloaders. While enrolled in the Conveyor Department course, students learned about conveyor belts, their construction, maintenance and storage, motors, drives, ball bear­ ings, hydraulic systems, and troubleshooting. The class also spent one week in the HLS welding shop and received instruction in basic welding techniques for mak­ ing repairs and adjustments to equipment. The class was visited by company and manufacturer representatives. Lou Ervin and Floyd Brown, Vice Presidents of the American Steamship Company, showed the students some of the equipment that Is used on their company's vessels. f Field Engineer Bill Bilges of Flex Company demonstrated his com­ pany's fasteners that are used on the conveyor belts. During Mr. Bilges' presentation, each student in the class was able to practice with the fasteners. The Conveyor Department course is designed to help Great Lakes Seafarers improve their job skills, advance their careers and build their earning-power. The course will be offered again in June. To enroll, fill out the upgrading ap­ plication in this issue of the Log, and mail it to HLS. Do it soon — it's a great opportunity for Great Lakes Seafarers. Advance at HLS 36 / LOG / April 1980 �^t r? ri ...I •• jrr •; : : -">!^rr: -F: •• Abdul Mawari uses a grease gun on a fitting on the idler. 'I Hsre is the tentative schedule of upgrad­ ing courses to be held at the Lundeberg School in 1980. As you can see, the School is offering a wide range of programs for all ratings, both for deep sea and inland members. SlU members are reminded that this Course Name schedule is tentative. In other words, courses may be changed or cancelled de­ pending on response from the member­ ship. So think about upgrading this year. And get your applications in early to assure yourself a seat in the class of your choice. Starting Dates LNG Course Name April 28 May 26 June 23 July 21 August 18 September 15 November 10 Starting Dates Able Seaman v.: April 24 May 22 June 19 July 17 August 14 September 11 November 6 Siy v;. QMED May 22 September 25 FOWT ' ? 'J Steward Recertification Program April 10 May 8 Julys July 31 September 25 y Ociober 23 November 20 V ^ ;•, . i. 'f Bosun Recertification Program May 12 August 18 Great Lakes Seafarers •• i ;-: •^•'^ -J,-, y.r * .'>r A;' The first group of Great Lakes Seafarers to coinplete the Con­ veyor Department course grad­ uated from HLS In March. This course was developed by HLS Staff in cooperation with industry Representatives to prepare SID members to work as conveyormen and gatemen aboard selfunloading ships on the Lakes. During the four-week course, the classroom instruction followed a seminar format. The students and instructor shared their knowledge of the equipment and operations aboard self-unloaders. While enrolled in the Conveyor Department course, students 36 / LOG / April 1980 learned about conveyor belts, their construction, maintenance and storage, motors, drives, ball bear­ ings, hydraulic systems, and troubleshooting. The class also spent one week in the HLS welding shop and received instruction in laasic welding techniques for mak­ ing repairs and adjustments to equipment. The class was visited by company and manufacturer representatives. Lou Ervin and Floyd Brown, Vice Presidents of the American Steamship Company, showed the students some of the equipment that Is used on their cornparty's vessels. Field Engineer Bill Bilges of Flex Company demonstrated his cort)pany's fasteners that are used on the conveyor belts. During Mr. Bilges' presentation, each student In the class was able to practice with the fasteners. The Conveyor Department course is designed to help Great Lakes Seafarers improve their job skills, advance their careers and build their earning-power. The course will be offered again in June. To enroll, fill out the upgrading ap­ plication in this issue of the Log, and mail it to HLS. Dp it soon — it's a great opportunity for Great Lakes Seafarers. Advance at HLS April 7 May 5 June 9 July 7 August 11 September 8 October 6 November 10 December 8 i-y'v*'- • V '"'mt June 23 September 29 v'v' J*"''H-- • • . •-r-.-.' Refrigeration Systems maintenance & Operations 1 y> J'"''" Marine Electrical Maintenance June 23 September 29 - -V' -. V _ \ ^ Pumproom Maintenance & Operation Lifeboat .August 4 November 10 • .=^,4 ; .. ,, • Diesel Engineer (Regular) ' April 7 August 11 A Seniority Upgrading Program Marine Electronics May 12 July 14 September 8 October 13 -i;, » , -••-.'••v. 'i'-' '%• i, •- • „ . -.-i , . April 10 April 24 : ^ ,..11?^^.-=: ". i May 12 July 7 September 15 October 27 •• I •• „ i.J!- Ac.y;-'. •' Tankerman Diesel Engineer (License) July 7 October 27 Welding April 14 June 9 October 27 Engine Room Automation f . ^ May 12 September 15 , r'' /' Towboat Operator Scholarship Program Celestial Navigation f May 8 May 22 June 5 June 19 July 3 July 17 July 31 August 14 August 28 September 11 September 25 October 9 October 23 November 6 November 20 December 4 December 18 April 7 July 7 : September 29 August 4 f iiP£. n:i 'n ; 1st Class Pilot October 6 Quartermaster May 26 October 13 . • • I' ,, V I-.i. • ' X i •. > Assistant Cook ~ / Cook & Baker Chief Cook r 5^.: fli ; '.i These courses will be scheduled as needed to accomodate applicants. ' -• 'Sr .'= Chief Steward April 1980 / LOG / 37 t'lL..". ' ;7-; , i-j** • ' / IJL.- -V' • Ti ' .t - • ' • -•M. * 1 I '1 M I- �r-.'= -- ,=1= —V'l - / •• ,< .•;' rI^ T ' /li: VI ..;r , ="=;: • -. • ' ' •••^ ,"•' • , ". i '••' ' .'"^ • - ji^i m = /'^..l.lJil •IteiLa: ^ 'jJll Hilary Anthony Theln John WilUam Boughman Michael Peter Marth Seafarer Hilary Anthony Thein, 25, grad­ uated from the HLS in 1976. Brother Thein got his AB ticket I there in 1978. He has the fire1 fighting, lifeboat and CPR endorsements. Thein was bom in Princeton, N.J., lives in Federal Way, Wash, and ships out of the port of Seattle. Seafarer John William Boughman Jr., 23, whose grand­ father was port Capt. Edwin Boughman, is a 1974 Piney Point graduate. Bro­ ther Boughman upgraded to QMED there last September. He has his LNG, firefighting, lifeboat and CPR tickets. Born in Ridgewood, N.J., he is a resident of Mawah, N.J. Boughman has worked on a newspaper arid sailed on the lakes during summers away from Long Island University, Southhampton, L.L, where he studied creative writing for two years. He sails out of the port of New York. Seafarer Michael Peter Marth, 23, grad­ uated from Pin­ ey Point in 1975. Brother Marth upgraded to FOWT there in 1976. He has the firefighting, life­ boat and CPR tickets. A native of Palmerton, Pa., he lives in Northampton, Pa. and ships out of the port of Philadelphia. Wendell G* Burton Seafarer Wen­ dell Gray Bur­ ton Jr., 23, Jose Antonio Quinones graduated from Seafarer JOse the HLS Entry Antonio Quino­ Trainee Pro­ nes, 28, joined gram in 1977. the SIU in the He upgraded to port i of New AB there in York in 1973. 1979. Brother He upgraded to Burton has the,firefighting, lifeboat FOWT at the and cardio-pulmonary resuscitation HLS in 1975. In (CPR) endorsements. Though not a 1978, he com-, ^'Rhodes scholar", he was a pleted the Basic Welding Course freshman at the Western Carolina there. Brother Quinones earned his College, was a treecutter and likes firefighting, lifeboat and CPR camping and photography. He was tickets. He was bora in Ponce, P.R., bora in Winston-Salem, N.C. where resides in Brooklyn, N.Y. and ships he resides and ships out of the port out of the port of New York. of Norfolk. KNOW YOUR RIGHTS ,f-:. • i'. • X' .y . . • ' .pfe - f*' Wr • • ; - fL ' • 'f-» r, #/. • sb'. . X' U:.: 21^ S'eafarer Martin Joseph Martin, 24, iri 1973 graduated from the HLS. He earned his AB endorse­ ment there in .1977. Brother 1 Martin earned his fu-efighting, lifeboat and CPR tickets. He was bora in Philadelphia and lives and ships out of that port. KNOW YOUR RIGHTS '• ¥ .• •K -3,' FINANCIAL R]E|PORTS. The constitution of the SlU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguiirding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three jnonths, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf. Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. Seafarer Raphael Sem­ mes Vargas, 27, is a 1977 gradu­ ate of Piney Point. He up­ graded to AB there in 1979. Brother Vargas, whose steelworker father, Ted, was a merchant mariner in 1958, holds the firefight­ ing, lifeboat and CPR tickets. He is a veteran of the U.S. Navy during the Vietnaim War serving as an instrumentman aboard the USS Paget Sound. He collects stamps and coins. Vargas was born in Princeton, W. Va., lives in Baltimore and ships out of that port city. KNOW YOUR RIGHTS SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20th Street, Brooklyn, N.Y. 11215 i Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU 38 / LOG / April1980 CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. Copies of the SIU constitution iare available in all Union halls. All members should obtain copies of this constitution so as. to familiarize themselves with its con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member So affected should immediately notify headquarters. patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. -EDITORIAL POLICY^THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also 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, I960, meetings in all constitutional ports. The responsibility for 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 circum­ stances 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 should not have been required to make such payment, this should immediately be reported to Union headquarters. -I |- jwhy Not Apply for an HLS Upgrading Course Nowlj I I I HARRY LONDEBERG SCHOOL UPGRADING APPLICATION r (Please Print) I Name. I X. Date 6f Birth. (Last) (First) (Middle) I Mo./DayAoar I Address. I (Street) I I .Telephone. Rv (City) 'State) (Zip Code) I (Area Code) I Deepsea Member • .y Inland Waters Member Q I Lakes Member Q I Book Number.:! . Seniority. I •S-J •• I Date Book Port Presently Was Issued. I Port Issued Registered ln_ I Endorsement s) or Social Security #. I . License Now Held. I I I Piney Point Graduate: • Yes No • (if yes. fill in below) I I Entry Program: From to (dates attended) I I ; ^[ •' I Endorsements) or Upgrading Program: From to. I License Received . (dates attended) I I I •Do you hold a iMter of completion for Lifeboat •Yea Nop Hieflahting: • Yes Nop I X.P. Dates Available for Training I I I Am Interested in the Following Course(s). I I -• , if'.'--'' DECK ENGINE I STEWARD I • Tankerman • FWT • Oiler Q Assistant Cook I • AB 12 Months d] OMED - Any Rating O Cook & Baker I O AB Unlimited P • (Others. • Chief Cook + Q AB Tugs & Tows I Q Marine Electrical Maintenance Q Steward • AB Great Lakes I • Pumproom Maintenance and • Towboat Inland Cook • Quartermaster Q Operation I O Towboat Operator • Automation I ALL DEPARTMENTS Western Rivers • Maintenanceof Shipboard I • Towboat Operator Inland <r Refrigeration Systems • LNG I • Towboat Operator Not Q Diesel Engines • LNG Safety I More than 2(X) Miles Q Assistant Engineer (Uninspected Welding I Q Towboat Operator (Over Motor Vessel) Lifeboatman 200 Miles) I • Chief Bigineer (Uninspected Fire Fighting • Master Q Mate I Motor Vessel) Q Pilot I I I A I I RECORD OF aiPLOYMBNT TIME -—(Show only amount needed to upgrade in rating noted above or attach letter of service, I I whichever is applicable.) I VESSa RAnNdHELO DATE SHIPPED DATE OF DISCHARGE I I I I I I I • • ;;r 1/ , I •:'vf''-;Sl<aviATURE^ t r".l !,; f. i iv : : i ; W'i ' - • i " - ; )• f t. .r I I I RETURN COMPLErS) APPLICATION TO: " •' 'A' LUNDEBERG UPGRADING CENTER. I PINEY POINT, MD. 20674 I I "V • T , •.R' Ii -1" • r'HJl -'ti if:;:. Michael Jos|^h Martin Raphael Semmes Vargas =3 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 discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing, 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 con­ dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Sup­ port SPAD to protect and further your economic, poli­ tical and social interests, and American trade union concepts. If at any time a memiwr feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or Infor­ mation, he should Immediately notify SIU President Paul Hall at headquarters by certified mail, return receipt requested. The address b 675 - 4th Avenue, Brooklyn, N.Y. 11232. ; 'i.. ' . u . f '*> 'r • , i; , - it ! .1.; I ,i i. ;( 1 J |. lift-:) "(J i hi;)!,,. -2-siVl mmmm ' -Kx - I I I I ^ I J 1 I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I : . .i"- ^-5' >. • f U r-^ ^ Ar j April 1980 / LOG / 39 t-,";' h-^y'. •- i\\ • • •' '. •' fc ; I •' ' 733,H''Jn-~. = •'* �mm -tT'—r* it: >, r1 '• -ff ' *,i' -^Z M: -?•' -4' >a -I Keep US Shipshape We Need A Space In Washington .• ;• • V .. .-. •: OfficUl Puhlkjlion of Ihi; Sctlitcn, Inlcrnjnvnjf Union • Alljniii. liulf, Ljkos jnd Inljnd WJUT^ DiMncI • AFL CIO im-'i ••, . 4y-.1. 30« A Day is Ail it Takes Sign the SPAD check-off today if-: Apfjl 1 980 ' � 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 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource April 1980 Description An account of the resource Headlines: $580 M mARITIME BUDGET BREEZES THRU HOUSE CONGRESSIONAL COMMENTS ON MARITIME BUDGET BILL SIU SEEKS MARITIME PLANT IN DEMO PLATFORM A REBIRTH OF THE U.S.-FLAG PASSENGER LINES SEAFARERS MAN 2 MORE SEA-LAND IDESELS SIU ASKS CARTER ACTION ON BUREAUCRATIC SNAFU AMERICA EXTENDS FRIENDSHIP TO NEW NATION GOV. BROWN NAMES SIU'S JOE GOREN TO COMMISSION LABOR DEPT. TO MSC: SERVICE CONTRACT ACT STAYS FRIENDS, COLLEAGUES, ADMIRERS HONOR PAUL HALL AS 'MR. PORT OF NEW YORK' OMNIBUS BILL FACING ROUGH SEAS IN HOUSE UNION GOES ALL OUT TO PREVENT SHIPS SAILING SHORT CONGRESS APPROVES 1981 MARITIME SUBSIDY PROGRAMS SHIPS IN US FLEET CONTINUE DECLINE AS TONNAGE RISES PRIVATE HOPPER DREDGE FLEET PROVES A-OK INOUYE SHIP BILL OFF THE SENATE BACK BURNER ALL PULLING FOR BEN MIGNANO TO GET MATE'S LICENSE CARTER OKS $227 BILLION OIL WINDFALL PROFITS TAX ACT NOTICE TO PARTICPANTS IN PMA PENSION PLAN WAACS GET V.A. BENEFITS: SEAMEN NEXT ON LIST RETIRING ON SIU PENSION MEANS SECURITY ENOUGH IS ENOUGH! PASS OCEAN MINING NOW LIBERIA'S TOLBERT KILLED IN MILITARY COUP WATERMAN STEADILY MODERNIZING ITS FLEET WITH LASH SHIPS IF HURT ON A VESSEL, USPHS MUST STILL BE UTILIZED GREAT LAKES FITOUT '80 U.S. SHIPS VISIT RED CHINA: STILL NO BILATERAL PACT REPORT PROGRESS IN U.S. CHINA BILATERAL SHIPPING AGREEMENT AMERICA'S NATIONAL DEFENSE IS DEFUNCT WITHOUT ADEQUATE MERCHANT FLEET GREAT LAKES SEAFARERS ADVANCE AT HLS Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 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 4/1/1980 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. 42, No. 4 1980 Periodicals Seafarers Log http://www.seafarerslog.org/archives/files/original/f849cd94563e1c1a968e6c1bcb117ce0.PDF e3841057af70e368cb7ec25978eb2283 PDF Text Text .... ,, ..... -,,,,,,,. .- Officiil Puhlic;11ion of the Seafarer) lnternation~I Union • Atlanlit, Gulf, L•ke<> •nd Inland Wa1e1~ Oi)lriCI • i\FL·CIO VOL ~2 NO~ MAY 1980 Oceanic Independence Crew Train in Piney Poim • • SIU ·Supports Jimmy~ carler for President lC1ker "Amet ica1'1.JMariner Navy Should Look to Marchant Matine for Help ~ •• 17 . ·; �• . Ocean Mining Bill Making Headway in N Ocean Mining bill which would clear the way for the stan of deep seabed mining by U.S. companies and protect the job rights of American workers moved another step closer 10 reality this month. In a May 8 voice vote, the House Foreign Afftiirs Commit· tee, chaired by Rep. Clement Zablocki (D-Wisc.), cleared H.R. 2759 for consideration by the full House. The SJ U and other ~going and sboreside maritime unions have been pressing for passage of the legislation because it includes key "build American, man Amencan" amendments. A date for House floor debate of ~he measure has 11ot yet been set. Though support for the bill in the House is reponedly very strong, a floor fight is expected from Rep. Paul McCloskcy (RCA) and Rep. Jonathan Bingham (D·NY). Both Congressmen opposed the legislation when il was last voted by Congress ill 1978. But m spite of some Bflticipated "nay-saying," H.R. 2759 stands on excellent chance of A he best way to understand 1he issues that affect the mari1ime industry Is by reading the log. There are always stories about Important bills or Issues affecting your job security. If you feel strongly enough about the issue, write a letter to your Congressman or Senators. T Whether or not there will be enough jobs for the members of· this union in the upcoming yea~ will depend upon what those high-fallutin', self-glorified sal~­ men do. And one thing ls certain: they will do whatever it i~ they think will get them re-elected. ' Congressmen from Iowa introduce bill> about wheat because they know that wheat Is the primary source oJ income for Iowa. Congressmen from Mass<1chusetts oppose de-regul;i.tion of oil because If they didn't, their constituents would freeze during the winter months, and would vote them out of office. . eamen are in many ways unique. They are scattered <'!round the country, unlike farm· , ers who live In the Midwest or auto workers who are concen· trated around Detroit. Seamen form a minority in every city and state where they reside. II is therefore up lo us, to make our presence known. One reason why Congresmen have ignored • the maritime Industry for so long is that they don '1 know we seamen exist not just in the abstracr, but as voters irl Congressional Districts. We have to mue our presence known. And the t>asiest and most effective way 10 do that is by writing a letter. S N the body of your letter, make sure that you mentiqn your connection to your Congressman's District. If you are a voting member of your Congressman's District, make that fact known. If you have friends and family who are interested in a particular issue, and they live in that Congress· man's District, make sure you rrien1ion that facr in your lette~. If you do not know the name of your Congressman (a surprising. number of Americans do nol) you can call your borough hall. Ask the clerk who answers the phone for the name of your Congress· man. The clerk may need 10 know your address bec au se certarn larger dtil!'>, such as New Yolk, have more than one Congres· sional representative. II, for some reason, you experience any dlffi· culty, you can go to your neigh· borhood library and ask for aSSistance. If you do decide to write your Congressman, you can reach him at the followlng address: I lhellot_... (Conpelllinan•s name) House ol lepMHnlatives W~ D.C. 20515 If you also decide 10 write your Senator. you should address the envelope like mis: the Honorable (Senator's .,ame) U.S. Senate WaahllllJtO", D.C. 20510 Chan1111 of addle\ -dS on Form 3579 Should be Mn!. IO Seafarer• l n - r Union, Alla•~oc Gulf Lake "'1d I•••-' W 1805 ...._ . .., CIO Fau<1h M 8rm"l)'IL Ny 11232. PubHshed IT1ClnWy Second Class ~ paid II( lltmldyn, N.Y. Vol 42. No 4. No.5. Mey (lsSN llOtoo.2047)"' • '"Slrid. ...... • 675 .. 2 j L()G I May 1980 ' House passage this year. Congress appears to be ready to buck both in-House opposition and pressure from the U.N. law of the Sea· Conference wh ieh wanted the U.S. to hold off on a national Ocean Mining law until an international accord was. reached. The 140 law of the Sea conferees have been haggling over deep seabed minin$ rights for the past seven years and arc no closer to agreement today than they were in 1973. P~ssure has t>een steadily mounting- for Congress to go ahead with the legislation. Congressional watchdogs are predicting that the President will have an Ocean Mining bill on his desk by labor Day. An Ocean Mining bill has alread'Y been okayed by the Senate in an overwhelming voice vote last December. The Senate version of the measure is essentially the same as the House bill. Both would allow U.S. mining cQnsortia LO begin retrieving the nickel, copper, cobalt and manganese. contained in potatosized nodules, which blanket the deep seabed. The abundance of the seabed's mineral wealth woula enable U.S. industry LO be entirely self-sufficient in those four crucial elements ~y the year 200Q. But the key reason the SIU and other unions have thrown strong support behind the legislation is that it contain s the three "man American" amendments which mean jobs for U.S. seamen and shorcside workers. Jn the House bill the three amendments would: • require at least one ore carrier used to transport the nodules 10 processing facilities from each mining site to be U.S.built, U.S.-owned and U.S.crewed; • make U.S.-regist.ered ore carriers used for ocean mining eligible for both construction and ope.r ating differential ~ubsidics and; • require all mining and processing vessels used for OC(:Bn mining to be U .S.-registere<I and U.S.-manncd. House· In the Senate bill. the amendment on mining aod processing vessels would require all such vessels to. be U.S.-buih, in addition to U.S.-regisJen:d and U.S. -manned. That difference, the primary one between the House and Senate version$ of the legislation, is important for U.S. workers. Under the Senate bill, as many as 20 rnining vessels and 60 ore carriers could be built in U.S. ·Shipyards over the next several years. The tfouse bill docs not require those vessels 10 be U.S.· built and that difference could cost U.S. shipyard workers thousands of jobs. Because of the differences between the !louse and Senate Ocean Mining bills, the rwo versions will have to go before a joint I-louse/ Senate conference commiuee where a compromise will be forged. The SIU will continue to work, as we have over the past several years. for pa~sage of Ocean Mining legislation which ensures the broadest possible job base for American workers. Senate Unit OK's $567M for 1981 Maritime Studies • $38.6 million for the Maritime. Iran and the coup d'etat HE Maritime Authoriutions ments which would appropriate addirionaJ $8 million for educa- Adminisi.ation's operating ex- have this nation's law makers for Fiscal Year 1981, which T tional training expenses in state peim:s would establiSh a federal spending to l'C@nsidcr their maritime policies. an in Liberia, caused Bill level of $56.7 million for the maritime industry; has been reported out of the Senate Committee on Commerce, Science and Transportation. The Jegisla!ion, S. 2322, was approved along with thm: amend- DIDU Lc11tl ... . . _ SIU In Wasllington •• f'IOes 9-10 Mlrotlllle MalllOrlZl_UOnl •••••••• Plge 3 tltiean Mining • • . . . ..... Plge 3 UnlonNewe Navy MUSI loolc fo Merl:h&Jlt Manne ,. Page 17 Helldquane11 Nolt6 ••.•• Page 7 lettara h> Edllor ..••••• Plat 1& lllolllel1IOCl4 ln Aellon •• Pagt 33 Al Sea-Asllora . •• ' •••. Plat 18 SPAD Qleckon •••••• Bide ?aot Ple-llalloll,,g llepon ••••• Page 4 Gl'eat Lakes Piclilre •••• Page 31> ktland Unes . .. . •....."-!!• 29 Gcn1111"- SIUp's Digest • • • • .. . ..Page 26 1Msp11cn1ra A1po11s: Gleal lattes ........ Page 33 lnlllld Wa!Srs •••..••Page 29 • Deep Sea ·- . . . • " •• Page 23 Tniln~ "'A'" Setliority Opgradlno PaG• 37 Upgrading Sc:hldule .•.• Page 36 M1mU11Np Newe New l'lnsiOners-. .••••• Page 32 ANll Dlplrtures . • • Pilll• 3' Sp1CI.. ,....... l ••111 ndela C..W • HLSS ••••••• , 1'11181 lf.Z' marjtimc schools, fuel expenses. and buildiog repairs. The amendments were introduced by Senator Daniel Inouye (DHawaii), a. Jong ti~ advocate of a strong American flag Merchant Marine. The bill. u reported out of committee, would authorize the foUowing.monies: •S~?mill~nfortheoperating ditferential subsidy program • $135 million for the cons1ruo1ion differential subsidy program • $30.1 million for maritime education and training • $18.8 million for man11mc research and development" ~ House of Represcnrativu has already approved its version of the Maritime Authorizations Bill in a lop-sided vote of 32~50. The Maritill)C Aul horizations Bill comes at a time when attention has focused on the deteriorating condition Qf the American Merchant Marine. Recent international c:vcnu, such as the w11tinuing situation in Indicative of this feeling arc two amendments which were offered by Senator Jnouye and adopted by the Senate Committee on Commerce. The 1wo amendments would require that all vesseli recei\dng ODS and CDS credits miut enroll in the Sealifl Readiness Program. A concensus seems to be growing in Congress that tbe construction and openttinJ subsidy programs of tbe Maritime Adminis~ration arc vital 10 the health of the American flag Merchant Marine. Fllibusler Broken: Lubbers Gets Top NLRB Post Labor helped break a Senate fill. This time, however, Hatch l:ould buster in late April. allowing the not attra(\t and hold sufficient confunwion of the appointment of suppon beyond five days. An end to William A: Lubben to a four-year the udebate" WU WOn the second term IS aeneral counsel of the time it was sought, by a vote of 62tQ National Labor Relations Board. 34. Thr~riflhs or the Senate. or 60 Lubbers had the backing of votes, were required. organized labor for the immensely Lubbers then was conimned, 57 important post. The SIU earliersent 10 39. letters 10 each Senate member Confinnation was welcomed by ealliq for Lubbers confirmation. labor Secretary Ray Marshall. who The N LR B's general count.el desaid he was "pleased" with the termine$ which unfair labor practice appointment and declanld: "It is cases should be heard by the Board. clear that • majority or th.e Senate The fih"buster was Jed by Utah recognized (Lubben") integrity and Republican Orrin G. Hatch, who ability." also had led the su~sful 1978 month-long 11lka1hon whi.:b deLubben had been serving in th<; post tince December 24, when feated tbe Labor Law Reform Act by preventing ii from coming to a President Caner p\'C him a fCC)CSS The SIU supporled the conlumahon of Wiiham Lubbefs a~ head or Nl..AB appointment. vote. May 1980 I LOG I 3 I 'l �, • PRESIDENT'S PRE-BALLOTING REPOR~ BALTIMORE I Age 2 J oiil\ Pa rolmen The. following report was presented by SIU Executive JIice President Fronk Drozalc al the Headquarters General Membership Meeting on ~1oy 5, 1980. The report was also presented at all SIU Constitutional Port Memben·hipMeetings ill May, a.~ well as at an SW Halls holding Informational membership meetings in May. MOBILE I Agent 2 J oin1 Pa Irolmen NEW ORl.EA:NS I Agent 3 Joint Pntrolmen HOUSTON I Agent 3 Joint Patrolmen May S, 1980 Pursuant to El'ecutive Board action authorizing me to discharge the duties of our President Paul Hall during the period of his incapacity, I am submitting the Pre-Balloting Report in accordance with Article X, Section I of our Constitution, which provides for the submission such Report by the President at the regular May membership meeting of_this elcc.tion year. BaJloting for our General Election of Officers for the term 1981-1984 will commence on November I , and continue through December JI, 1980. The election will be conducted under the provisions of our Constitution, as amended and effective September, 1976, and such other voting procedures as our Secretary-Treasurer may direct. I have, in consultation with our Executive Board and Port representatives, made a careful appraisal of the needs of our Constitutional Ports: Headquarters-Port of New York. Pluladelphia, Baltimore, Detroit, Houston, New Orleans. Mobile, San Francisco and St. Louis. We have carefully considered the changes that have taken place in the deep-sea and mland field. with a view toward meeting the opportunities for expan!>ion through_means of organizing. or Since our last General Election of Officers, the memberships of the Seafarers International Union of North-America. Gulf, L.akes and Inland Waters District and the Inland Boatmen's Union of the SIUNA-AGLIWD. voted affirmatively to approve the merger of our former affiliate IBU Into the AGLIWD, together with Constitutional amendments. One such amendment provided that'St. Louis would be a Constitutional Port of the SAN FRANCISCO I Agent 2 J oint Patrolmen SIU Exeoulive Vice President Frank Oroza~ presems "President's Pre Ballollng Report" al Headquarters membersbip mooting on May 6, l980. Union. Accordingly, in this HEADQUARTERS General Election, provision • 1 Pre~ident would be made on the ballot for • 1 Executive Vice President the election of officers and • I Secretary-Treasurer • 1 Vice President in Charge jobho.lders for the Port of St. Louis. Also participating in our of Contracts and Contract Enupcoming election of officers will forcement be those members formerly with • 1 Vice President in Charge our International West Coast of the Atlantic Coast affiliate Marine Cooks & Stew• 1 Vice President in Charge ards, as well as the members of of the Gulf Coast our International affiliate Atlan• I Vice President in Charge tic Fishermen's Union. both of of the Lakes and Inland Waters Whom ha.ve merged into and • 4 l{eaclquarters Representabecorne an integral part of our lives AGLIW District since our last General Election of Officers. II is my recommendation. in accordance with our Constitution. that the followins offices be placed on the ballot in the 1980 General Ele0ti on of Officers for the term 1981 through 1984. . NE\V YORK I Agent 8 Joint Patrolmen PHll.ADEl,l'HIA I Agent 2 Joint Patrolmen I ... ... DETROIT I Agent I Joint Patrolman ST. LOUIS I Agent I Joint Patrolman Pursuant to the provisions o( Article X, Section l(e) of our Constitution, I recommend 1ht designation of Mr. John J. Scotto, Vice President, Sterling National Bank & Trust Company of New York. 1410 Broad\\!!). J':iew York. New York 10018, a1 Depository for ba llots ..lL will be the function of the Depository lo receive the mailed ballots and otper election material 11s provided by the Constitution. to safeguard them properly in tilt bank and to surrender them only . to the duly authorized Union ".# Tallying Committee in accord· ance with Article X111. Section~ (c). Proof of authorization shall be a certifi<;ation by 1l11rSccremy· Treasurer. The Depositor) ;hall be requested to certify that all of the envelope• rcceiv~d hY the Depository have been properly safeguarded. have been sum:n· dercd only to the >aid Tallyuig Committee. and that no one other than appropriate bank personnel has had access 10 thtm. As provided for 1n A~idc X III , Seclion I. nomina11ons open on July IS, 1980 and clll!C August IS. 1980. The foregoing consLitut~ your . RcPrc~ident's Pre-Balleung . port, and J recommend its adoption. . Fraternally submiucd. Frank Drozal' 1 Execuuve Vice Prestdtn PRESIDENT'S PRE-BALLOTING REPORT Drozak: 'Free Tracie' Is U.S. Fleet's Albatross N a hard-hitting statement delivered to representatives of maritime industry, labor and government, SIU Executive Vice President Frank Droiak warned that jf the U.S . .continu.es a "free trade" approach to international commerce, the future cont>e· quences for the country w.o uld be grave. The concept of free trade "has disappeared from world markets," Drozak told the Jlst Annual Tulane University Institute on Foreign Transportation & Port Operations on Apr. 25. Yet, he l cont•inued "various Federal agencies behave as if free trade existed throughout the world ." Dr-0zak blasted those agencies for their willingness "to sacrifice any industry, to export almost any technology and to compromise key elements of the security of this nation, all in the aame of free trade." While tbe U.S. continues to act on tlte principles of "free trade," Drozak pointed out, the Ameri- I can flag fleet's share of foreign trade has dwindled to fess than .five percent. But England, . France, Germany, Norway, Japan and the Soviet Uni0;0 all carry between 20 and 50 percent of their foreign trade in their own vessel:i., Orozak said. Clearly, these nations "have refused to allQw the free trade supporters to distract them from their national needs and their national defense." Coupled with the U.S. misguided approach to international trade is lack of government support for our merchant marine.. "While we concentrate on nuclear-tipped missiles and even more advanced military aircraft for our defenses ," Drozak said, "we have aUowed our naval and merchant fleet to decline almost to the point of no return." The consequences of such neglect have been pointed out to Congress l>y one Navy official after another, Drozak noted. "We have ru:ither the naval nor the merchant ships that would be .a needed to support any kind of serious military action on the part of this country anywhere in tbe world." Dro:zak urged Congress and the Administration to institute immediate policy changes based on the realities of world trade and U.S. security. " I suggest that the first step in ·solving the.st problems is to establishajointeffortcombining labor, management and Federal policymal/,ers to treatthe broader nature of this problem in a coordinated and practical way," Droza.k said. Drouk made his remarks at a morning panel discussion on "Our Maritime Status-Today and Tomorrow." Chairing the group was Capt. J . W. Clark, retired president of Delta Steamship and a member of the New ·r } SlU Executive Vice President Frank Omzak, lhird from right. is shown at the lunche<>n given at the Stu Hatt in New Orleans, La. late last month dunng the 31 sl annual Institute on Foreign Transportation and Port Operations offered by Tulane Uniyerstw. With him from left are: Gerry !3rown, SIU por1 agent In New Orleans; Lindsey Williams, retired StU vice president. Fred Heebe. Judge ol the District court. and Capl John Leach and Buddy Jordan of G&H Towing. an SIUcootracted company. Orleans Dock Board. Also on the Helping to foster the negative panel were Gerald Seifert, chief image of maritime is Rep. Paul economist of the House MerMcCloskey (R-CA), who adchant Marine & Fisheries Comdressed a different session at the mittee and M. Lee Rice president weelc-lqng Tulane Institute. "We of Ogden Transportation Corp., have to face head-on !be question and vice president of the National of what we can afford," said Maritime Council. McCloskC¥, one of maritime's During the panel discussion, biggest detractors. Drozak's views were echoed by "Clearly if we subsidi:r.e U.S. Ogden Transportation Corp. shipyard& to the extent the President Rice. shipyards would want, we could bankrupt this country." The U.S. merchant marine Arguing from the illogical doe$ not receive adequate supposition that .any future conflict port, Rice stated. He said thatthe is "likely to escalate quickly into a maritime industry had "been nuclear war," McCloskey tarnished by an image created in reached the equally illogical the media that we are an inefficonclusion that the U.S. docs not cicnt industry living on the dole." require a large shipbuilding base. Carter Re-Dedicates Labor·Bldg. In Honor of Frances Perlcins WASHINGTON - The Labor Department's headquarters in Washrngton, D.C., officiallv be- came the "Francis Perkins Department of Labor Building" on April 10-tbe Jootb anniversary of the Al ceremonies renammQ the U.S. Lal>or Deparinient headquarters In Washington. D.C. the Frances Perkins Department of Labor Building in honor ol lhe nallon's loortti Secretary ot Labor and hrst woman cabinet olhcer. Prc.s1dent Carter unveils replica and dedication plaque Wllh. lrom lell SuS<lnna Coggeshall Perkins daughter Senator (;art Levin (0-Mich ) co-author ol bin to rename the buil<11n9. anc1 5eetelary ul Labor Ray MarShall birth of the fourth sea"etary of labor passage of the Social Security Act and the Fair Labor Standards Act: and first woman. Cabinet member. President Carter, in a dedicatory creation of lhe federal-state unemaddress, said: "'We can be proud to ployment insurance system. lhe name the Depanment of Labor Works Progress Administration building after one of America's most (W PA). Civilian Conservation remarkable public servants who was Corps (CCC), and "the first federal also a strong advocate of social and requirements for workplace safety and an end to job discrimination ... · economic justice." Perkins, President Carter pointed The President told an estimated out, was -the chief architect and the .S,000 department employees and 01bers- including leaders of labor, chief advocate" of Social Security. govemmcnl and iudustry--at an -Few peoplet he said, "who have outdoor ccrc111on)' that Perkins was . served in rills nation have tquchcd one of those rare individuals who our lives more dircaly." Many of Perkins' ideas. the "literally transformed for the better President saffl. "have become part of the lives of all Americans." Referring to President Franklin our basic S'ocial fabric. They have D. Roosevelt's Depression-era New become now our ideas}' President Carter called this "a rieh Deal in which Perkins served a~ Labor Secretary from 1933 to 1945, legacy of accomplishment. and art President Cart~r S81d Perkins obligation to con1inue tile work that ··helped to carry out a remarkable was begun live decades ago. ··t am pToud to be amt>ng the revolution a revolu1ion that did not abolish our insututiom or our Prc5idents who have taken I bis way of government" but which obligation seriously," he added, signifielltltly changed "our habits t)f "and I rcconflr m my own commitment to the social and economic thought and \lur habits of acting." The Pre~ideot cited Perkins' ju~ticc and the idealism to which leading role in bringing about Frances Perkins devoted her life." May 1980 I LOG I 5 4 I LOG I M~Y 1980 I ,/ �- 5Die AsLiberian Flagger Rams Tampa Span SIU Tug Dixie the accideni narrowly escaped death when he slammed on his Progress On Scene brakes and his car screamed to a stop 10 feet from the sheared olT for Rescue Aid T least 32 people plunged section of the bridge. Richard Hornbuckle of St. 140 feet to their deaths Into Petersburg. who had three Tampa Bay in the early moming passengers in the car with him hours of May 8 when a 606-foot said "l was driving on the bridge Liberia a-registered freighter at about 20-25 mile$ per hour. rammed the Sunshine Skyway bridge, shearing off a 1200 foot when a bus passed me. also going along pretty slow... section of the span. He said the Greyhound bus A Greyhound bus bound fnr reached the top just as the Miami with 23 people aboard, a freighter hit. "There was an pick-up truck and al least three impact.," Hornbuckle said. "then cars disappeared into the squally the girders vibrated and the Bay amid a hail of concrete and bridge collapsed. I saw the bus steel beams torn from the and several cars fall into the southbound section of the JSwater," the shaken man added. mile-Jong bridge. Answered May Day The Liberian freighter Suminit Immediately after the accident. Venture was headed into Tampa to pick up a load of phosphate, dozens of small boats rushed to m.mpercd by a driving rainstorm the scene to search for survivors. and high wi.nds, · when she The sru~ontracted tug Dixie rammed into the bridg~. The Progress (Dixie Carriers) reve~sel's captain was a native of sponded to a May Day call sent Ho.ng Kong, her 35 crewmen by John Lcrro, the harbor pilot who was guiding the Summit were all Chinese nationals. One man who was driving Ven1ure through the 600 fool across the bridge at the time of ship channel. By Ftank Drozak fJtecutive Vice President W A I The Quarterly Financial Committee elected at 1he May membership meeuny d• SllJ HeadquarterS"1s shown here consuliing w11h Assoslant Secretary-Treasurer John Fay, fifth from left The Committee members. elockwtso from far left. are floberi C8mpbetl, steward department. Oscar Smhh, steward department Tom Maley. cook and t>aker; Chairman W111'am ·•Flattop" Koflowitch. engine departmem. Don PresJey. t>osun. Nick O'Amante. deck department. and Kenneth Bpwman, engine department. I I LOG I May 1980 as advCf"Saries, rather than separate entities with a common goal, namely to maxlmi:ie the effectiveness of the marine transportation industry. The legislation would establish a Towing Safely Committee. It would be composed of a CfOS5 section of industry, environmental and labor representatives. The Committee would meet on a regular basis, and would make non-binding recommendations to the Coast Guard on mauers whlch woulcl affect the towing indU$try. A similar committee., the Towing lndusuy Advisory Committee. had been abolished in 1977 in an effon HEN it comes to political races, the SIU has a simple philosophy. Put up or shut up! This Union doesn't believe in playing waiting games. Jumping on -a bandwagon a month before ap election doesn't cut lt. We supporteC: Jimmy Carter for Presiden1 in 1976. We continue to support him today. Eight rnantlis ago, when Carter was so far down in the polls you coul'.CI hardly see him, the SIU announced support for his re-election. We were one or the first Unions to do so. In fact, t-he SIU was the main ingredient in fo~ming the initial Labor for Carter Committee. Since then , Ted Kennedy has jumped Into the rnce and has mounted a formidable challenge. · On the Republican side, Ronald Reagan chewed up and spit out his rivals in the GOP. And one of his victims, John Anderson, decided to go it alone as an independentcandidate. The SIU has stuck with Carter throughout . We have never changed horses in mid-stream. And we don't intend 10 now. In '76, Carter told us he believed in a strong U.S. merchant marine. A n\imber of very important maritime bills have been enacted into law by President Carter, · He signed the Alaska Oil Export bill last year, which bars the expo'rt of Alaskan crude. The bill also insures that American tankers will continue to carry the oil. Carter also supported and siRned the Passenger Ship bill t A motoost stopped his car within ten feel of disaster. After anchoring rhcir barge, the Progress· Capt. Walter H. Williams and the rest of the 1ug's 10-man SIU crew, rushed to the Summit Venrure assistance. also been involved in at least one other accident during the past five months. Investigations into both incidents are pending. While the May 8 accident was the worst to date, the Sunshine The Boatmen spent two and a Skyway Bridge has been rammed half hours tow.ing the steel and at least eight times since the concrete-draped freighter four Southbound causeway and miles away from the bridge. bridge OP.Coed in 1971. Over the The Dixie Progress was last three IJlOnths, three accidents moving a barge loaded with_~ have occurred, all of them involvand jct fuel from the Shell N;lrco ing flag-of-conveniencc'Vessels. Terminal on the Mississippi The port of Tampa is the River to Shell's Dock in Tampa biggest in Aorida and the seventh when she received the May Day busiest in the nation. Following signal. the Summil Ventµre accident the Following the accident, the bridge wreckage, which extended Coast Guard- iii St. Petersburg across the s.hip channel· into named a three-member Board of Tampa and nearby Port inquiry to investigate the causeof Manatee, brought seagoing the crash. traffic to a standstill. · In a parallel move, Florida's Though a narrow 23-foot ship Gov. Bob Graham ordered the channel had been cleared by May secretary of the State Dept. of 13 to allow passage of smal.I Professional Regulation to vessels, 30 deep draft ships were broaden an on-going investiga- unable to use it and remained tion of Tampa Bay pilots. stranded in port. A Tampa Port Authority Harbor Pilot Lerro, who was piloting the Summit Venture, spokesman said that those ships, was also at the helm when which included the SI U-<:c>n· another Liberian-registered tracted LASH vessel Delta Sud, vessel, the Joarrna Dan. crashed would not be able to leave the into the bridge May 8. He has port until May I 8, at the earliest. s SIU Supports Creation of Towing Safety Committee The Subcommittee on Coast Guard. after weeks of public bearings, hQ decided·10 recommend that the: House Committee on Merchant Marine report favorably on Rep. Mario Biaggi's bill to establi$h .a Towing Safety Advisory Commiltee. The Commit-iee would meet w~h representatives of the Coast Guard to discuss matters of policy and legislation. Biagga's bill, H. R. 6242, seeks to ea.tablish an important channel of communication be,tween the gov~ ment and the towing indllltty. It recopiza that for too Jona the towinJ indusuy and the fcdcnl government bave viewed each other Report From Headquarters SIU Supports Jimmy Carter by the Federal government to hold down expenses. rn addition. it was felt that the old committee was co unwieldy. The pcoposcd committee would be composed of IS members, half the number of the old commit· tc:e. The fifteen advisors would be chosen ffom all segments of the towing industry. ln general, representatives from the maritime induatry spoke in favor of Biaggi's bill during the course of the public hearings. Rick Saul, director of Inland Waters and Great lakes Activities for tbc Transpoct&tion Institute, exprcsled support for H. R. 6242 when •pealtin1 before the Subc;om- mittec. The following su&11t:!>lioru. that he made form the basis of amendments which have been attached to the legislation: • An advi$or from the Maritime Administration will be present al the advisory meetings. . • No l:J:avel expenses or per diem allowances 'will be given 10 members who serve on the committee. • The scope of the advisory committee will be expanded to Include coastal u well as inland towing. • A reprcsmwivc of the offs~otc oil indusuy will be chosen to ~11 on the advilory committee. earlier this year. This bill has paved the way fof brmgfng b•~¥ ,'t , the American-flag passenger liner industry. The first such ship to come back is the Oceanic lndepenoence, which will run in Hawaii. The ~IU will crew this ship next month. President Carter is also supporting Ocean Minirrg legislation which contains the crucial "man-America n, register-American" amendments the SIU is fighting for. While we have done reasonably well in the past four years, we expect more from the Carter administration in the next four years. ' We want Carter's support for meaningful bilateral trade agreements. We want his s upport for a program giving an increased roll to the private merchant fleet in carrying military cargo. And we want his support for a strong, long-term ship building program for this country. I believe we will get this support. ~ On general labor-backed legislation, Carter's record has been good. He signed a new minimum wage law a couple of years ago. He supports Labor law Reform. He favors the continuation of an effective Occupational Safety and Health act. And, he said he would sign a bill repealing "riglit-to-work" laws if it got to his desk. On the other hand, bath Reagan and Anderson are opposed to just about everything the labor movement is fighting for these days. In (act, Reagan favors bringing unions under anti-trust laws. In all fairness to Anderson, he is less vindictive toward Jabor than Reagan. But it should be remembered that John Anderson was one of-the most vocal opponents of the 9.S Percent Oil Cargo Preference bill back in 1977. The SIU has worked hard for the Carter campaign in all the crucial primaries and caucuses. We will continue to work hard. Of couTse, when you walk into the voting booth in November, who you vote for is entirely up to you. The experts say your ch~ices will be Carter Reagap or Anderson. But, it is the SIU's position that Jimmy Carter deserves our support because he has ea~ned It. lnouye's Ship Act Breezes in Senate By Voice Vote . WASHINGTON, D.C.-The SIU-supported Ocean Shipping Ad of 1980 was passed by the U.S. -Senate late last month by a voice vote. Numbered S. 2585, this significani bill was introduced by Senator; Daniel Inouye (D-Hawaii). The legislation, if it finally becomes law, will help clcar·up a lot of copfusion in the maritime industry. According to a report issued by the Senate Commerce. Scieiice an!J Transportation Committee, '"the Ocean Shipping Act of 1980 is intended to create effective, current and consistent policies and laws to regulate ou.r international ocean liner trades. Included in t)le legislation und« Title UI of the Act is a provision which clarifies antitrutt laws concerning ocean transportation of for;eign commerce. ln addition, the very ·important Title IX of the Act "directs the Unit-cd Slates government to negotiate intergovernmental maritime Mfeementa betweea the U.S. and ils trading pannen.• Accordina to the Committee report, "maritllne asreements botween "the United States and foreign governments mull include provi· sions for free and open access to u.s.-nag ships. Cargo sharing provisions must prqvide for an·equal diviaion between the fleets· of the United Stf.tes and reciprocal qading nations.• This type of bilatcnl agreement is something theSIU has been fightir.g to obtain for )'l:BJ'S. Some of th.c other provisions of the Ocean Shipping Act are: • Permission for the establishment and operation of shippers' councill within the United swes. • Establishment of clear procoduteS for Peden.I Maritime Commission appro1llll of agreemmu and the placement of time limits on Commission aclions. • Authorizati•;>n of the approval and implementation of interrnodal agreements. • Clarilication and ~mnation of 1be independence of the Federal Maritime Commission from 1be Office of Mana,gement and Budget. Before the Ocean Shipping Act could be<:ome law, a comparable bill would have to be passed in the U.S, House of Representatives. Then a compcomise bill would have 10 be passed by the House and Senate before the Ptesident could aign it into la"w. Northern Tier Oil Pipeline Gets OK on Right-of-Way deepwater terminal at Port in two or three years. ApproxiH£ U.S- government has proceed. Wash. Thefacilitycould mately 5,500 new jobs would be T granted Federal right-of-way The company wishing to build Angeles, handle two tankers at a created. for construction of the 1,491-mile Nonhern Tier Pipeline. In January President Carter approved construction of 1he S l.23·billlon project. But it was necessary to pin Federal right-of-way for the pipeline which will run from Port Angeles. Wash. to Clearbrook, Minn. However. the project must still obtaifl private-financing and state 1tuthoru.a1ions before i t cau the pipeline, Northern Tier Pipeline Co.. is composed of eight firms. Among them are U.S. Steel. Burlington Northern. Westinghouse, and MAPCO. The SIU fully suppons this pipeline project and has vigorously fought for it over competrng ones that would bring Alaskan oil through Canada. Under the Northern Tier Pipeline project, Alaskan oil would be llrought dl•Wn by lilnktr to the .la~ time. The oil would then travel across Washington, Jdaho, Montana·, North Dakota, and western Minnesota to a distribution center at Oearbroolt. The pipeline will be capable of carrying 033,000 barreb of oil a day. At the sta1"4 however. rhc pipeline will only carry 709.000 barrels a day. The company sa~ that !he4042-inch lim: could be complcled The grant for right-of-way was. given by Interior Secretary C.ecil D. Andrus. He used a speeded up process in awarding the grant in orderto fulfill a pr9mise ofaction within 90 days instead of the usual six months or more. That promise was made when • President Caner selected the Northern Tier proposal over tbt compeung projects. May 1980 I 1-0G I 1 " I j • �Ground Broken on New Lock & Dam 26 SIU Carried Six-Year Fight to Get Crucial Proiect Underway A FTER six years of delay, the driving of a btccl pile marked the start of construction of one of the most important waterway projects in American history. Long supponed by the S I U, the project is a new Lock and Dam 26 to be built near Alton, 111. A crowd of 1,500 persons gathered foe the groundbreaking ceremony which too~ place on Apr. 2S. Many lJnited States Congressmen and local government i;>fficials spoke at the historic event. Senator Thomas Eagleton (D-Mo.) dcsc.ribed the new Lock and Dam as ,.the most critical navigation facility in the United States. A consistent fighter to replace the existing Lock and Dam 26, the SIU bas worked throughout the years to secore Coniressional authorization for the new facility. The Union has been working tt for reconstruction of this important facility since before a 1974 lawsuit successfully delayed the start of this project. That suit was filed by 21 western railroads and two environmental groups. In conjurn:tion with Transportation Institute, a maritime research and educational organiJ:~tion in Washington. D.C .. the S IU joined the National Committee on Lock and Dam 26. •The Committee fought the attempts of the railroads and cnvironmentaJists to block this crucial navigation facility. Hard Work Pays Off After six long years, through the SI U's efforts and those of other st~o~g supporters of the Lock and Dam 26 project. the Court ruled in favor of the reconstruction program and· the Congress authorized the building of the new facility. As many SIU Boatmen know, the area aroUDd Alton, Ill. is one of the most hea\lily traveled parts of the Mississippi River. It is located right at the juncture of the Upper Mississippi, the JUinois River, and the Lower Mississippi. Huge bottlenecks have occurred at the outdated Lock and Dam and many Boatmen know what it is to wait for hours and even days to lock through. However, though the futUre looks bright, there will be no immediate relief. The SS40million facility has three phases. The Lock: will not open until the second phase is completed in September of 1987. The third phase is expected to be finished sometime in 1989. A strong ray of hope for the start of the project came in October of 1979 when U.S. District Court Judge Charles Richey refused to bar construction of the replacement for Lock and Dam 26. The lawsuit by the railroads and environmentalists had been going on for five years. During that time, opponents to the project claimed that an environm.ental impact study done by the U.S. Army Corps of Engineers was insufficient. (fhe Corps will be handling construction.) SIU Walles the Line for Striking TV Workers Member-s of the SIU joined picket lines in San Francisco recently, to show solidarity with unions striking local TV station KRON. Local unions belonging to the American Federation of Television and Radio Artists (AFTRA)and the International Brolhc:rhood of Electrical Worlcers (IBBW) have been on strike for nearly three months, - seeking improYed wages and working conditions. The management of the TV station bad publicly claimed that the striking unions did not have the suppon of organized labor in San suppon by joining the picket line. More than two dozen officials and rank and fdemembersjoined the call for the demonstration. Among the officials at the pie~ line were SJU Port Agent Ed Morris, Patrolman Roger Boscbetti and repretentative Don Rotan. Marin, Puerto Rico's First Gova 11W, Dies Luis Manoz Marin, a former Governor or Puerto Rico and a good f~ of the SIU and all organlud iabor, plmed a-y Apr. 30. Mr. Munoz Maril) was 82 when h11 dlt!d In a Siln Jmn hospital after illlfrerlnc sneral heart attacks. The fint covemor of Puerto Rico, Mr. MllDOI Mann served out four Cenat lo that poll, from 1948 to Francisco. The SIU'5 response was to publidy demonstrate lbat the IBEW and A I-IRA certainly did have labor's 1964. SIU members walk the fine tn SOppotl of IBEWan<I AFTRAstrike tn San Francisco SIU's Brown NwH•d To La. AR<IO Exec. 8ocnd SIU Port Agmt ~rry lro- bu been appointed to the Eucvtlve Board ol tM Loalslana Stllte AFI.· ClO. The appointment IC) th11 lmpor: tant body came aftrr the deleptn at the State Federation's In& convention authC)riud thflr prealdenl to •ppj>lnt to dte Etrecutl\'c Board a person representln& the maritime unions of Lotdslam, Accordlnc to a letter "Written by the State Federation's Prettdent Vidor "uMle, Brochet Brown "wtU flaye full wotfn1ri&htsalld participation jlld IH U)'otbtr rnemba oftllc Board d~ ... Here·s pnc of Gerry Brown. left w~h Sec. of Labor Ray Marshall at La State Fed. Convention I I LOG I May 1980 J • However, Judge Richey ruted that the Corps "gave sufficient weight" to environmental values. Following "that ruling, the railroads a'nd environmentalists filed briefs appealing that decision. But- just this month a ju~ge ruled against them. In his ruling the judge said, "Finally it is settled that the public interest favors the continuing construction of Lock and Dam 26." Opponents to reconstruction still plan to pursue their case in the courts but their chance for success seems slim. The history of a new Lock and Dam 26 includes some important legis ative actio_n. In October of l 978 President Carter signed H.R. &33 which beeame Public Law 502. J'his law guthoritcd mone for the construction of a new Lock and Dam. It also imposed a user charge on the inland waterways for the first time in the nation's history. The SIU ovet the years had steadfastly opposed the imposition of user charges on the inland waterways. But in the ~nd the Union reluctantly went along with a small tax when it became obvious that a much.larger tax miaht be imposed and that reconstruction of Lock and Dam 26 might never get underway. The 1-0idsiana AFL-CIO Is quite laflueatial la the state. lrowa'I appofntmeat to Ille loant wlll lllftll that Ille aeedt w111 pJa a 1reatet voke b1 WuWWna. or-- Under bis leadenhlp Puerto RJco became a commoawealth of the U.S. In 1952. Also, MllllOz Marin started "Opendon Bootstrap... • proiram to Uft Paerto ~o from extrentf poverty. ln 1!136, Munoz Marin had founded the P'(lplllar Demcxratlc Partj. Tbelr .ioaan h.u been "Pan, Tlern y l •es bill." In 1962, Mimo11 Marin was the rt· dplent al tbe AFL-CJO's Murray· Green award In ruosnilion or his dfons 10 menptiea Cite ri1hl' and lmproYe die welfaft of lbe people Puerto llleo. Mr. MllllDll Marin Is mrvivcd b Ms wife., b1ea; a SOD, Luis, 1nd Ill' daqhten 1 Victoria and Viviana. H burled ill Ille cenmJ Puert IUcal! •-lala town of aamnq tu, tbe place ol llfs birth. �I I I I I ired ICiit 1es. • • m. I the I • lists hat I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I It a his ii is rest [UC- ion : in for ind ant of 1ed Ilic :ed 'fa . iso f• me :ad I Mey 19(,!0 • On the Agenda tn Congress ... • I I I I I I I I I I I hearings on various proposals to transport the Alaska gas to the United States. We'll keep you up to date oo this situation after the hearings begin. • Towln1 Saftty Achisory Committee. The Subcommittee on Coast Guard and Navigation of the House Merchant Marine and Fisheries Committee will be drafting its final version of a bill to establisban inland waterways ToWing Safety Advisory Commiuee. (For a fuU story on this illlportant legislation, with an analysis of its impact on the towing industry, see page 6 of this issue of the Log.) • Outtr Continental Shelf. The House Select Outer Continental Shelf Committee will be holding a series of hearings this month to take a look at the status and pro~ of exploration and development under the Outer Continental Lands Act. · • Fisheries Promotion. The Fisheries Subcommittee of the Rou~e Merchant Marine and Fisheries Committee will bold hearings on H.R. 7039- tbe American Fisheries Promoiion Act. This legislation is designed to provide incentives to encourage the growth the U.S. fisheries industry which bas been declining as European and Asian nations have stepped up their own industries. Congressman John BJ'.Cll1,111 (0LA) will be chairing the bearings. of SIU Upg.raders View Legislative Programs l ••• I I I I Two weeks earlier, on April 15, the Honse passed its version of the Maritime Appropriations measure, which is substantially the same as the Senate version. Meanwhile, a number of hearin~ are going on or arc scheduled in Congress this month. These hearings directly affect the maritime industry, and the job security of American seafarc111. • R.all Dnqullltlon. The House Commerce Commhtee iJ mar~lng up it~ final draft of legislation which will take off many of the Federal regulations which have controlled the economy of the railroad industry. This legislation will have amadced dfect on the inland towing industry. • Rdlnery loC'ft'ldvt. The Senate Energy Committee is meeting to put its final approval on the Domestic Refinery Development and Improvement Act. Senator Herny (Scoop) Jackson is chainn~ of the Senate Energy Committee and is chairing the mark-up of this bill. • A·lask1 Gas. The Merchant Marine Subcommittee in tbe lloU3e ·of Re1>resenratjves will be holding "oversight~ hearings- on th$ proposal to tninspon Alaska natural gas via the Trans-Canada pipeline. This pipeline was given Congressional approval twa years ago, but is now running into cost probfems wbfoh we warned about during the MARITIME A UTHORIZA TJONS On April 29. the Senate Committee on Commerce, Science and Transportation gave its final approval to 1he Maritime Administration's appropriutions budget for fiscal 198 ~-giving another year of life to the vital subsidies programs wllich are helping America's mercha'nt fleet to com1>0te with the heavily subsidized fleets of the world's ~ maritime natioos. As amended, S. 23:22 authori7.es: SJ3S million for the construction differential · subsidy program; $347.69? million for the operating differential subsidy program; SIS. 750 million foe research and development; SJ0.863 million for maritime eduction and training expenses; and $38.864 million for maritime administration operating expenses. During the markup, the Committee allceptcd 1iJJ aniendmcnt offered by Senlltor Robert l'ackwood (R-OR) which provided· for an addition of $4. I million in maritime education and training expe-. Specifically, this amendment provides: • Sl. l million for fuel oil for the•rainina vessell of the atatc marine schools; and • S2 milliou for maintenance and repair of the five trainilla vaseb of state marine I I I I I I I I I I I I I I I I I I OCEAN MINING A major Maritime Legislation breakthrough came this month when the Ro~ Committee on Foreign Relations finally reponed out the Deep Seabc4 Mining B.ill. An equally sij'.llificant happenfog was the introduction of an Administration bill on Ocean Mining which includes the U.S.-flag provitiol!S we have been fighting for all these years. This is a major victory. The Ocean Mining bill .h ad been stalled in the House Foreip Afi'airs Committee for months, after getting enthusiastic endo~ ment from other Rouse Committees. Because we-and our supporters would not give up or back down-the bard-liners in the State Department finally gave in. The Administration, which had been taking their cues from the State Department and Special Ambassador Elliot Richardson, came up with their version of the bill with all of our u.s.-nag provisions intact. What these provisions of the Ocean Mining bill do is to guarantee that all mining and proc~jng ships, and at least one o.re carrier at every mining site, be American flag vessels with American crews on board. This bill means jobs and job security for Seafarers. The. bin oow goes to the House Rul~ Committee. and then· to the floor of the House for final approval. schools. Also ado~ by the Committees was an amendment offered by Senator Daniel Inouye (D-Hl) which prohibil8 a vessel from receivina co1111ructio11. and operating • diffe~tilJ sublidy unlcu it la offered for enrollment in the aovenunent'1 1ca lift rudi• .PJ'OITUL 9 ·=· Eleven mo1e Sealatefl '"the Stu·s "A" 5e!lior1ty Upg1apmg Program were on Washuig1on last mentll lilt an on·lllll·Sl)OI IOOk al their U®n's pc>htlCal ei11on end legisl!lllvo progrllm8 Oum111 then YJSll. U>ey met with on1cia1a 01Trans~hon1ns~tute. and 81$0 Wllh SIU leglsl!lltve 1eprOSMl8llY8$ al lhe AFlClO MantlJTle Trades o.tpartment Ougng 1he" toot ol the Cor19rcss. they IOOIC ume 001 lor IM; pl\Olo on the steps 01 tne Cap<101. Part1C1Pal•>Q 1n 1~11 program were. Dennoi Oenpate. N•Ck Ct.-tona. Ali Has,an, Tt>Omas Bric!dey. AltKlrt Ja$1er, Johf'I Mackey. Tom Ouattrochi. Kelly Cook, Kevin McC1tlney. Fred Gome: and MiClleel BaQley. Wrth lhe gioop wore SIU Represel)lallves Jake Du11ick and Marattall Novack. 111"0 Washingron Representollve Seuy Rocke• \ May 1980 I .LOG I t • _J �• Congress Gets Bill To Protect Seafarers Social Security Rights I , When American Seafarers 'vent a board the foreign-flag LNG tankers of El Paso, there was a serious problem affecting their Social Security rights. Under existing laws, only allotments could be deducted from the wages of U.S. seamen serving aboard foreign-flag ships. This meant that Social Security deductions co11ld not be made. and U.S. Seafarers stood to lo~ a very valuable right But, we wcol to work in Washington, and this month Congre.~sman William Cotter (D·Conn.) Introduced a bill which would nllow for the Social Security· deductions. · Whon lie introduced his bill. Congrcssm on explained ~hat "Tl\e logislauon introduced today will allow eligible foreign subsidiaries (of U.S. domestic Corporations) to deduct and withhold from the wages of U.S. seamen the amounts equivalent to the taxes onde·r Social Security." 1 • Scholarship Winning Towboat <Jperators Come To Wash.. Ano1per class or inland wa1erv1avs boalmon.who are parnclpattng 111 all upgredlhg sehotership' program sponsored pyTr.anSporla1ion tns111u1ecame lo Washington Apnl SO. The purpose ollhe tr1~was 10 take a cto~r took al their l,lnion·s pot111oa1 acllvilios piog1am During ttieir day-Jang visit the Soalaror$ union members anended briefm!JS a1 TronsPQrta11on 1ns111uto. and at the AFL· CIO Mar•hme Trades Oepartment. Aner ttinch, 1he SlU t>oairnon loU1odthe C.ap11Q1 wh~re this ptioto was ta~on and lnon v1511od , w,1h .Cong.res.sman N1cl)ot~s Mavroutes (C>·MBSS,) The group in·ctudod R1ohard Herlach. Pe/Jro Afl1v~r9, f'edro Borrego. John Na1tohs. Doutes Car11e1. Donald Smart. Paul Geist and lany Evans With lh9m we<a Stu washmg100 Represon1a11ve Bony Rook11r. lun<reber9 School rnsrrocto<s Capt lrw.n Gros and Ben CUs.c• .aJ\d Piney Po.nt Port Agcrn Marshall • Liner operato!J arc opposed to the concept of elim11u1tingeuential traderoutcl; • Shipbuilders arc opposed to the ab~encc of 1ax breaks on deprcciallon which would encouraae tbe buildi.qg of new vessels; • .Maritime labor is opposed to the provision which would give the Secretary of Commerce a mandate IO involve himself in 10 I LOG I Mav 1'980 pennit the American merchant marine to _compete efficiently with the nations which show far more interest in acluevmg marillme gains. l do.n't know anyone who believes we have.a national mari1ime policy." I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I Novack National Maritime Cnuncil Opposes Maritime Bill; Cites Many Deficiencies the collective bargaining process. Summing up the National Maritime Council's feelings about the overall st.ate of the industry. Mr. Neuhauser said: ~we arc trying to get national maritime poliey to I I I I ' The Executive Director ofi.be influential National Maritime Council this month expressed that Qrganization's opposition to the Omnibus Maritime Bill which ts being promoted by Congressman John Murphy (D-NY) and Paul McClosfcey (.R·CA). Explaining the Council's frustration and disappointment, NMC Director William Neuhauser said the bill "has too many negative factors to accept as unelligent maritime legislauon whiclt would indeed rev1talile the American Merchant Marine " Neuhauser conceded that the bill does have many worthwhile sections. be slated flail~ that: '"the National Maritime Council'~ official position i& that wt cannot ftupport this biU as it is currcntJy drafted." The head of the 3~mcmber organintion -comprised of maritime labor and industry -made his oomments in a ialk at the Nation11I Preas Club in Wa5hington. Asked to name spec:ific provision& that the NMC .find& objectionable, Mr. l'leuhJuser ticked them off: I • SIU Bosuns of Ships' Committees I I I I I •II I View Unjoo's I I I I Political Action I I I I Twlsve more Ol lho SIU s rank1nq Seaum:rs came' ID WR:Jh1ng1on 1asl moncn rorsom,; 1n•dupth bncl1ngi on 1110 SIU s pQlrtw.atacl•ooand 1.,11,,.ra1ron p1ograms Th«V woro anoitier group ol ao~1ins whP aw par11c1pOl••O "' a special 1elta1111119 and upl)raarrio 1>1<>gram Our1011 therr· d!ly-lor'll v1ijl! 111 lhe nflf!on·s cu111lal. Tho Bo~uns migt wilh three CQngreS$mun Rep M1Ck{•y L&larll;I (D·TlllCaS}' ROp Oan1elK Aknka 10·t1awa11\. and Rep AOben Bauman (A·Maryf~ndl ThC'/ also m111811<1 talkt!d w.1n oll1e1al!>"t TransPQ<ta• '""' rnst1hrta Later thev 1il)enl 11mti ar !~u AF~ ·CIO M.11.t.me lraoes ll;lpanmenc Uisr.uScl•ng !f!9<Slllboo w.lh mffllitN•ts ol inc SIU s thisllongror Pol•t;cnt I I O..r•ig ll>e·• IOUI 1ne BoSIP>S $1Cpptld f0t th;s pl1010 011 lhC r.tep; O! 1he Cap.to! Will\ tncm"' lh.s ph()io IS CorQressrt>.in Roben 8alllll3n :tnd SIU lilg<,lal•VC Aept,;sen1at••c B<:lly Rock"' ,11~ko1 Dolf!~ fiOlrn anl.l Frede ,Jer!S<'s. HE day of the coal burning fireman is long gone at sea. The clang of the shovel against the firedoor and the hiss of water on live coals are sounds that won't be heard agpin by the men who go to sea. But coal m~y become very much a part of the seaman's life once again ... in a different form, of course, than it was handled in the days when coal burning ships comprised a major part of the world's merchant marines. The maritime industry is once again seriously considering coal as a fuel for deep sea ships as well as those on the Great Lakes. the harbors and inland waters. Several recent conferences on the subject of coal fuel ha:ve been held for naval architects, marine engineers, and ship opetators and have attracted large audiences. · Economists and engineers speaking at lh.esc conferences have stressed these unpleasant possibilities: • The price of oil is going up continually ud may reach the point where the shipping companies can no longer afford to use it. • The time ~y come within a f•w ~FS whcA ships may be tmable to obtain oil at all if the oil-produci.ng nations put on the__. sc1ueeze or if increasing world T demand for oil exceeds supply. • Even al tht~ time diesel ships have been having difficulty in some areas in obtaining good fuel and some ships have ruined their engines with oil containing contaminants. Coal i$ being boosted as the alternative to higher oil prices and possible oil scarcity. Coal is in am pie sup ply, is st i II reasonably priced, and is useable with existing.equipment. No new technology must be developed to make it practical for shipboard use under present day conditions. It was pointed out tbat a large part of the Great Lakes fleet was coal fired, using mechanical stokers. until recent years. These copferences bave di.~cusscd various ways of using coal for fuel in the merchant marine. Obviously, no one has suggested going back to band fired ships, when the fireman and the coal passers did what was probably the world's hardest and dirtiest work in hot. dusty bunkers and firerooms. Such laborious work would be prohibitively costly today even if men werJ! available to do it. fulverized Coal 0Re mettuul ef CQRl Mri119 which is under consideration Is the use of pulverized coal, a technique tried out by the old U.S. • I I I I I I I I I I I Shipping Board in the 1920s and hailed then as very useful With this method, coal is fed from the bunkers or storage bins into big crushing macl;lioes called pulverizers, which reduce the co11I \o a powdered form, after Which it is blown Into the boilers through burners with noz1les similar to those used on oil fired ships. One advantage in this is that noulcs can be quickly changed to bum oil when desired. A major disadvantage with pulverized coaJ, say some experts. is the possibility of explosion and fire from coal dust but others insist that this danger can be overcome if proper care is taken of the coal in storage. / Another (lisadv1111tage is that the pulverizers weigh 20 tons or more, create considerable vibration, and emit a lot of noise. Automatic stokers are being recommended as the most practical means of coal firing on conversions or in new construction because they have been usid extensively on the Great· Lakes and on some deep sea ships and do not require any lengthy or extensive d~elopment in technology. Ao oil burning ship, in has been pointed out, will rcqu ire a world-wide system for coal supply or bllllkering. Tb.is would probably be solved by having very large l:>arges or fleets of barges tied up in various strategic ports around the world, being replenished by colliers operating from the major sources of coal supply in the United States, South Africa and Australia. Engineers from various firms report that they arc now working on plans for coal fired ships for companies desiring to build them or conven vessels now using oilsteam or diesel. A num1>er of new methods of using coal have been discussed at these conferences, including what is called the "fluidized bed." This system has been developed to reduce envjconmental pollution by reducing emissions of sulphur dioxide from the furnaces. rn this system the fuel is bu.med on a bed of sand or limestone aod a large supply of these materials must be carried aboard ship along -with the coal. "Coal is here and has a bdght future at sea." said one of the conference speak.e rs. "Witbin a few years· we should see a large et.tier-words, can·be CGR'ICFlCd Ce Qcet-e~I coal with CQ!Jlpment available today. Use of coal burning ships, it the seas. It's the only answer we have to the prohibitive cost of fuel oil." f:ired smps,.b<u;k en,.___ - U.S-. Coast Guard Has Seized 28 foreign Ships, Fined 250 in Fishermen's Union of Over lite pasl three yelln. the 200-Mile Zone Violations p4ssagc with SIU baoking nr the .. will increase their domestic Olouc~ter. sin~ U.S. Fishery ConserVation and Mapagement Act which established a 21lG'mile offshore zone, the Coast Guard with the National Marine Fisheries. Service has sei1ed 28 foreign shiP.S and tined 2.SO S2.S million f(>r illePl fishing violations within the tone. Eight hundred foreign llJld domestic vessels were warned for ovcroatchin8' After the Soviet invasion of Afghanistan io January, Pre$ident Caner ordered the Coast Guard 10 "severely curtail~ the Reds' fishing in the zone. Two cutters were added 10 the patrol to see that the Soviets caughl only the 15.000 tons they patd a fee for and got permits for. They had oiitpeaed to c:atch 43.S,000 !On$. Half of lhc-6,300 boanlirlp were on foreign ships. One third were aboard Japanese, Ru$sian and Spanish ships which make up the bulk of the Gulf of Alaska fishing flecL Moscow had one ship seized, paid 75 lines arul had 840 warnings. Ten Tokyo ships were bagged, 42 fined and 134 Wl!med. Madrid had two grabbed. 52 fined and 363 warned. Meitico. Canada. Taiwan, Italy and South Kotca also had ships seized for illegal fi-hing. Foreign fishing in U.S. waters declined sharply in I9n and 1978. But leveled off in 1979. U.S. fi&hennen. including the recently merged SIU-affiliated Atlantic Ma.~s catches as fo;cign (ishiog quotas are reduced further. However, foreign fleets will confo1uc 10 fish i>ff Alaska where stocks arc abu11dan1. The U.S. hasahout 10 percent of the world's f1Sh. Under the: new law, all fishermen must specify the amount and type of f15h they will catch. Fines can be up to $25,000 for violations. Coast Guard planes report the fishing fleets movements to the cutters. SIU High Standards Make Smooth Sailin' for Cove Leader Capt. · C.pt. R. A. McClean, who has been Mattr of tbe SS Cow~ for lta pat dlbt Yoyqcs. lwt HAiied wldl a lot of atws oa a lot of lblpe. But acconlio& IO Cmpt. McClnn, none bare been better tllan die a- I I I n·tv~'~1lCJl1Yes P11rt1c.pu1 1ng lfl Wasn111gton v1&•1 wet(' Jamu £lW~Q. Richard Btadlor.d .lac:k A OJ&en Rarnon Qu,tci. rrr,0 ~lmf"1. Garv 'Sh(lnt"yte11 W•ll1am Moow Alnan Wambaen B!'l'lla<d Sllh«• "'· t.uon Ships May Soon Be Running on Coal Again bt bM Wied witb on lht Co.-. L-'6. Ht flnt •ttributa tbia to lht SI V tndltlon of npplyln& , • • .ml! b-. made tlsNr co- dlt follow1D1 requat: "Condeue with the ixcellellt llllllldards." COl,llpttmt mcl effidenl manpower. But chcmws ~tfadorontllt Cov• Lnukr bu bem cooperation• Capt. MeClcu aald la a letter IO Ille Lo1: "Salllal lanbn II nol IJM • eulat job •bell loedlas. ~and die mdln1 tali of buttenrordda& and dt• da& tanb. lul lo ft&lit Yoyac-, (two lo R.... lh diroup llltP Fl-• c.nal) wt oner W INefa of c4lart pea nor w ...,_ •1 •ed Standing walC/1 Qt'I 11\c bndge rs Able OYertfme." Seaman Mike BeylOne From one Cape.in whole Ufe bu .....-n, Hares par! or me aeck gang that ha11 made Cep1 McCleen's Ille eas1e< on 1hc Cove Loader Tliey are, from the left Rip Jane. chtef mate Jim McNamara. abll· seaman.· H. E. Jooes. bosun. and J Manos. orcJ1npry ~eman ••1 May 1980 I LOG/ 11 • ' ' �Cooks and Bakers 11ir:ee ... Showing off their HLS Cook and Baker Course diplomas last monlh lire (L tor) T Lemlly. W. Knorr J1 and J Hancock. A Slew of Able-Bodied Seamen Piney Pom1 01ese1 Cou1se 1nsiructor 0 . Greig (center) 1s Hanked by graduales (lelll W Burrows and (nghll E. Memtt Bo1h are leaning on diesel engines Here·s t8 graduates ot the Luncleberg School's AB Course. They a1e (I tor tion1) J Grentell, J. Montz.A. Steams. J Artis and G Khan In lhe middle row(Uor.)are M Cramei. B Morron. N Bull T Bechler.G MsnolaandR Wyatl.Bringingupthe rear rcrw (I to r ) are L Vasquez. D Giibert. r Davis. K R: .Hulton. K. Schulz. H. Buller and A Barry Firemen-Watertenders Shippin' Out The Harry Lundeberg I . & .. • School of Seamanship • ~ Four Welding Away last month these hearty llremen·watertenders graduated from tl)e.course at 1he School tn the tront row (I to r.) are O Ornan. W Mo!ter, F KarlSson. R carpen1er A Hussain.A Mann,J Page.A Wilson.P Wadk•nsandS.Sanmen lnlhebad<are ti 10 r) S Hamnqton. T Smith, T. GulldersfQelie. T CatanlB. F. Pasik S Feguett O. Bland. T Barry G Frazier and A Bradley SIU Wants Solution to Ship Commissioner Beef ·~ . Representatives from various maritime oraanizations have ap· pmred before the Subcommittee on Coast Ouard and Navigation 10 express opposition to key provisions of H. R. 5808. a bill which would assign most of the duties that have been performed by the Shipping Commissioner to individual cap· tains on American flslg vessels. The post of Shipping Comnlissioncr had been created in the late nineteenth century in response 10 wifupread a buses that were plagu· Ing the merchont marine. The m11ritime industry was almos1 totally unregula1ed, and because it was. officers were frne to mis1reat the men that worked under them. It was felt that u neutral observer shotlld be present when a foreign bound ship cnrered port. to ensure that the unlicensed seamen had not been shanghaied or physically abused. The role or 1hc Shipping Commissioner changed over the years. Oiven the rise of sf rong and unified maritime unions. the Shipping • Commissioner did not have to worry about beatings or shangha1a11emp1s. He became some1hing of an unofficial umpire between the captain and the crew. as well as an advisor to the captain on mauers concerninii allotments. seamen's wages and sca~n·s clothing. SIU COUllHI Abarbanel Is a Maralbon Man When the tCArtinii gun tounds at the beainoing of a grueling 26-mile marathon run, the field of entrants is .loaded with people from all walks of life. • Oiancet are 11ood that a knowledpble marathon apcctator could apot ~e SIU'• best ltnowp- longdbtanc:e runner-who fl! none other tbao the lepl whiz Arthur Abar- baneL At the.end of April, Abarbancl, half of the Unlon'a lcpJ counsel team of Scbulma'I ol Abarbanel, pitted hil fleet feet qainst thou· aandt of other runncn to pound out the 26-milc coune of the Lona bland Marathon. A veteran of several o ther .................... ................. ,_won Hirt. . . . . . . . . . . . . . . ...... • •••Mnlll• eertlfloat• • , . . . . . 111111111 J) ~ ! Wr.ldlfl(J course llllllructor M Lilley (119hll lakes lime 0111 w11l1 four o1 hrs Sllldetlt graduates or 11 10 r ) G Blanco. C Joflcrson. M Oswarr1 and W Bto'Nn . . . . .... .. .................................. ................... • . . Llfel1J•ttl9• ••1t ••9i•n•••.. •r U.HN ...... C 111 G_,.,_ ..,.........,.,......- Tiie 81araws A1111111•I• B1anl hanl11t1p wan r1 •llftor•ate .~.. olrcum r Aleo, oll n 1111 Leo English, Delta Line Official, Dies Leo En•llsb. J r., a Della Line offici•I wbo w11~ liked and rHpccted by SI U members 11nd officHs, pao;sed •w•.t on Mu. Ji In Hole! Oieu f{Dspltal, New Orlnns, La. Mr. English, wbo was 53 when he died :after • brier Illness, began worlLlng for Delta In 1951 ••a purse!' aboard the rormff' Bd A lrn and De/ Sud. In 1954 he came 11Sb0l'e and was •nisned to the Operations Drp1111men1 a •istanr port purser. Since 1968 he ~d beaded the port wife, Dorothy, •nd fi ve sons: purser's omce In New Orleans. Kenneth; Gary; Don•ld; Wayne, Leo En1lbh Is survived b1 bk · 11nd DUY •. Bill Jenkins, 70, Dies· \Pensioner William M. MBill" Jenkins, 70, former Headquarters cafeteria manager ·and chn, passed away on Mar. 28. He had retired in 1976. Brother Jenkins was Headquarten cafeteria chef for 14 years under loqtlmc P1Anager, Cliff W. Wilson. also m:entJy retired. Seafarer Jenlcinsjoined the SIU in 1939 in the port of New Yor. when the pay was $4S a rnontb sailiq as a chief cook a nd chief' steward during World War II. He bepn sailing in 1927 with the JSU. Previously, be had worked as a rallroad waiter. After the war. he wu chief' sieward for the Eatcem Une uiling from S.vanaah, Oa. 10 Bolton. M~. • .,..... Htrw ra11 d 1111- llen m•t show tllelr IJl.a lia ......... dlschllf9H. . ................. .,.,...........c ola. .lfloetlon a . .man m•r IMnt. prl11 Hr tor e11trr Ntl"9 nttlN• In -OllJlr ON ds11srt• sioners. American llag operators feel 1ha1 these added duli~ will in1erfen:wi1h 1he captain's productivity. All segments of lhc mantime indu~try arc united in their desire to find an equi1able solution lo lhil. problem. A1 best. they would like to see I he fond~ for the Shipping Commissioner re-ins1ated. Barring fhe unliqe!l$(:d muri1imc unions tha1. they would rircfer 10 see some_ are n91 the only ones to oppose this 01bcr compr"m;se worked out. such proposed s~t-up. Licensed unions as assigning represemalive:1 or 1hc thar represcm 1hc<mptains oppose it. C::oast Guard to act as Shipping as do the owners or American 011g Commissioner. vc.~scls. Hearings on H . R. 5808 will The licensed union~ arc par.lieu· continue Untii such. time LhaJ lhe larly upsel at provisions in l·l.R. Subcommiitee on «_oasL Guard and 5808 that would impo~e stringent Navigation repons its lindtngs to the civil llabili1ic~ if the c11p1uin failed to House Commjttcc on Merchant perform hi;, new duties fairly. Marine. .. "Wltllln..-o1111.tsenle,.. especially since the eap1am~ of American flag vessels will not be able to rely upon the counsel and advice of I he Shipping Comrnb· Pecquex pointed oui 10 the member.. of the Subcommi11ce that if H. R. 5808 i> enacted without uny changes, then 1he captain would be placed in un extremely difficult position. He would be required to represent the unlicensed membcn; of the crew against Hit Own Ac·1/011s• ••nl of tile har.i, undue ............ ,.,.,. ..... _,, ..................,, ............................ .......... .., ................... Section a, Sulls1otl" 7 et Hte SIU he said. ")hould be commended for its cffortS to update 1hc stat ute. (However) !he SIU is not pleased with the eliminallon of the Shipping Commissioner." ............ 111 .......... . ......•.. , ...... ....................... .............................,,. suo11-•-·" ............. card • ollnlecard Come to HLS. Upgrade to AB. Course• start on June 19 and July 11. marathons, Abar~! crossed the wire in Long .Island io under four hours, shaving minute$ off bis own previous marathon iuord. AbarbaneL 56, says he's a relative newcomer to the man\thon circuit. But a rigorous lrllinfugscheduJe-"I ~up at 4A.M. every day torun"keeps him in peak condition and enabla him to keep adding to his 1trin1 of marathon fiDis.hes. When uked what he Jilced bat about marathooina. Abarbancl revealed that lbere isn't nally anything be likes about ahe •port. "SOll!Himca in the middle of the winier I say to myself. 'what are you doing out here freezing. Go home 10 bed!'" Notice O.n Shipping Procedures (Deep Sea) .._. .......... 111 l The position of the Shipping Commissioner was effectively eliminated last Octo'ber when Congres~ failed to include it in the 1980 Fiscal Budget. The action was typical of the attitude Coogrcss holds 1owards the Merchant Marine. No efTon was made to ensure 1ha1 the duties performed by the Shipping Commis.sioner would be as~gned els~ where. . Congressional sources defended their action on the basis that the maritime industry was free of shanghai-attempts and beating$. Overlooked were; the imporuint duties tha1 the Shipping Commissioner had come to assume. H. R. 5808 is a makeshift attempt to deal with the confusion caused by lhc 1980 F~cal Budget. The: bill's sponsor, Ma do Biaggi, Chairman of the Subcommitt!!e. sl1ares the mari· time industry's concern over 1he elimination of the Shippjng Com· missioner. The bill. !Jiaggi says. is his way of seeking posirive alternatives 10-a no-win s·itua1ion. Criticism oft lie legisla1io11 centers around the role that Lhe capt~ns of American flag vessels would play. Frank P~quex, SIU Washington representative. su.mmed up the prevailing mood in the marilime industry when he testified before the Suboonmilitce on Coast Guard and Navigation. "The Subcommince." ttr nitl11• 111 evarr 0.••li· IUll .Jenld• Cliff Wilson says BiU worked for him-and the Union 16 years. He. was a "gentle man who always gave more lhlin he go1," Wilson said. MDedicaled, patient. with integriiy and understanding,.. )le added. From 19~9 to 1962. he worked with ·Wilson and Peosioner Pete Loleas in the Union's Focd Plan, in1pect.lng SIU ships' galleys and messhalls for cleanline.u and .s.liowing the stewards and cooks how to better prepare the food. Pele commented that Bill was ..an excellcnt cookand baker"iDhisown right. Pemioner Wliltcr Gro\.-ener, exhead waiter on the SS Atlami<' (American Banner l.ine) from 1958 on, reca.llcd those inspections of che messhalls. Ot~r steward departmem shipmate$ of Jenlcin.s were the late Slim WallOD, Pensioner and Chief Steward Alfred Cicero Dout?18$, g1. and Chief Cook John Clark. Jenkins lool: part in all the marithnc. beefs. In 1967, he was a delegate 101he Union's 131h Biennial Conference in Washington, p.c. Born in Murfreesboro. N.C. he was a resident of Gr~-point. Brook.lyn, N. Y. Surviving is.nis widow. Pearl. for May 1000 I LOG J 13 , , �' Looks as !hough Missed Ah, porter on the American Mariner has drawn a 1i111e KP- l'lul, he doesn·r seem 10 mind ar all. IW Second COok Waype Conley prepares some chicken 101 Ille oven, Out on the stem deck Bos·n Charles Ne1gebauer shouts oul a few olders to fhe crew. Wheelsman Ross Gowansgetsrhefeel ol rhe ship's sreerfng mecf1anlsm, SIU Crew Takes New Lakes·Bulker, HEREVER she goes on the Great Lakes, American Steamshil>'s brand-new bulk carrier will serve as a floating ambassador, paying tribute to all hardw,orking U.S. seamen. Because the name painted on her 7~foot bull is "M/V American Mariner." · Steamship bas in the future of Great Lakes shipping," Nemirow said. Pinpointing the Maritime Administration's Title XI and oiher fonding p~ograms as "major ca taJysM to fl eetupgrading projects on the Great Lakes," Ncmirow said that "during the past decade, Great Lakes yards delivered 25 major commercial vessels aggregating 850,000 tons lo U .S.-flag operators." The American Mariner and her unlieensed SIU crew will not be assigned to a regular .run. t nstead, the diesel- powered vessel will be carrying ore and other cargoes to destinations on Lakes Superior, Michigan, Huron and Erie. She'll be able to travel at IS mph and unloa(I 6,000 long tons of ore per hour. Her midsummer draft is 30'10". In addition to Mr. and Mrs., Nemirow, participants in the christening ceremonies included many representatives of Great Lakes maritime labor and industry. SIU Executive Vice President Frank Drozak was to have At christening ceremonies, held April 15 at Bay Shipbuilding's Sturgeon Bay, Wisc., Yiitd, the SI U-contractcd vessel was dedicated "to the generation of seamen-pa.~t and present-who have kept the Lakes as the primary transportation li.nk in North America's heartland." Ably wielding the inaugural bo11le of champagne over American Steamship's tenth new vessel in- seven years was Valerie Nemirow! wife of Maritime Adminis1raiion head Samuel B. Nemiraw, who gave the keynote speech of the day. "American Steamship Company," the MarAd chief said, "in ~lecting the name of this vessel chose to pay tribute to ... the officer&.and crews who, day and night. in weather fair and foul, maintafu the now of commodities which are vital to American industry and our economy." Nemirow pointed out that American Steamship's ambitious shipbuilding program, begun in 1973, will total 5250 million in new self-unloaders by the end of 1980 when another bulker wlll be. delivered to the company from Bay Shipbuildtbg. All American Steamship's vessels are SlUcrewed. That shipbuilding project., by far the largest such project undertaken by any Great Lakes ship o~rator "atteats to the Wiper Tim Jay (I.) and QMEO Richard waem pur some Don Borders (f ) looks on aa Mike Mc(;Q(mick applies soni pteuure lo lhe drill bit. Both Don and Mike afe QMEOs on lh confidence that American 14 I LOG I May 1980 .. threads on a piece ot 11•" pipe Amet1c11n Ma1iner. �I '.. Gatemen George Harrison opens the gate at No. 1 hold. As tar as we .know, George doesn't play U1e guitar, The American Martner cena1nty rias a riappy deck gang. These smiling guys are from felt to right: Terry Panacz, deckhand: Gllborto Garcia, AB/whee1$m~n; Dan Tauscher. deckhand: Jim Flsher. AB /wheetsman and Charles Nelgebauer, Bos'n. American Mariner1oc on Maiden Voyage attended the American Mariner christening was asked by President Carter to serve as the labor representative on the U.S. delegation to independence ceremonies in Zimbabwe: Sigler, SIU port agent jn Crucago, attended on benaif of the Union. Speaking of the Union's long and successful relationship with American Steaoisrup Dr-0zak said that the association has been "a long and fruitful one for both the Union and the company. I Drozalc added that "the good situation that exists between our two organizations is a key factor in the success of American Steamship's aggressive expansion and new building programs progr4m that has enabled American to develop the J~t self-unloading dry bulk fleet on the Great Lakes." The American Mariner made her maiden run on Saturday, April 26 at 12:01 a.m., keeping to the seagoing tradition tliat it's bad luck to begin a voyage on a Friday! Standing wetcn In the elongated tunnel of the mammoth ore cam er 1s Conveyorman Chester Patton Chester l'las the longest walk to work of any of.ship's hands. •I . ~- • • ,, SIU Rt·pr(;Jsentali\ia Joe s1are1 ca1a11dlng, t ) (lives lht· c"'w some Jllllt rrnnute dota•ts beroro w1s111np a11 a Bon Y<Jyage!' 1 Deckhand Mike Bensman ll(l1es up the on the 211d deck. pe$S~noway M1;1y t980 I LOG/ 15 �f99 LBTTEBS TO 'IRE EDITOR A Vote of Support For Frank Drozak I have been a union member for 24 years. and I am nearing my 20th year with the SIU and have no i:cgrets. I have watched our progress - progress that cannot be measured with a yard stick, because we have not finished. • Our Executive Vice President, Frank.Drozak, has recently been elected President of the AFL-CIO Maritime Trades Department. And he is presentl;y standing at the helm of the Sl U. The highest regard was shown when the President of the AFL-CIO, Lane Kirkland said that, " I vouch for Frank Drozak, he will do the job. " . Therefore, we should all give Frank Drozak our full support. because be deserves it. Fraternally. Tom Brook.s,.B-11% Ship's Chainnan LNG Gemini Started Sailing in 1911 I want to thank the Union for sending me the L<>$ regularly. I enjoy it very much as I retired in 1960.. My first ship was the Prometheus. I joined it ,in Vallejo on its maiden voyage. That was in 1911, the year in which l started my sailing career. I have sailed on many of the old sailing vessels. the four-mast bark Po•t Stanley: the English full rigger ,Milverton:the Dutch bark, Nest: the American bark, Snowden; the Norwegian bark, F.ar/seourr, and the four-mast schooner, Rachael Stevens. I was on the picket line during the disastrous 1921 LSU strike, and other beefs. I was on the Coar Beef on the Martha &rry Crom April to July in 1957. Tough going then also. Some of my old shipmates names appear in the Log now and then. So please keep sending the log, and my best wishes to all. Colonel Extends Thanks to Overseas Arctic Heroes I am writing this letter in a spirit of profound respect and appreciation for the seamanship and professional manners of a Master and Crew of the U.S. Ship "'O\iersea~ Arctic, " a vessel belonging t9 the Maritime Corporation of New York City. In the early morning hours of February 20, 1960, my small vessel "Seas Skate." from Balboa in what was formally the Canal Zone. was caught in a tremendous rip tide near the island of Bona in Panama Bay. Despite strong winds. the vessel was relentlessly dragged to the rocks and thrown against the vertical cliff of this island. We were totally unable to control the vessel. Shew~ partially protected bya small anchor. We prepared to abandon ship in these rocks with tremendous current and strong winds, and were in .:Xceedingly dangerous waters indeed. After the initial preparations were completed, a May Day message was sent out over a radio which had previously been in weakened condition. The Overseas Arctir tra veiling nearby heard ou r call for help and responded instiintly answering o·u r call. Within a minute or two after answering the call, a wave rendered the radio tQtally inoperative. Captain John Hunt brought his vessel to the island of Bona showing great seamanship and skill in bringing thlsgreat oil tanker to lie nearby offsnore. Answering our emergency flashing light, he launched a lifeboat under the command of Boatswain Foster who brought that vesseland its eight men to us througb the white water. the rocks, the night. the strong winds and current, to pull my family and myself off of the vessel and back through the rocks to the safety of the ship. When we left we did not know whether the ship would be destroyed or not, bu~ this crew's profeS$ionaJ seamanship rescued us from having to abandon ship in those.rocks and rough waters in a rubber life raft. l have no doubt that the skill ~f this Boatswain and his crew prevented possible tragedy with injury and possible loss of life. Following the rescue, the pr..:>fessional work of the crew in retrievi"B the life boat and us from those conditions, and 1hc kindness of everyone in providing us with hot showers and food will always be appreciated hy my family and myself. These actions reOectthe highest skills of seamanship in the finest tradition of the sea, and it is reassuring to know that in a time of great change in the world, that America still produces the finest sea men in the world. Sincerely, PAUL D. ANDERSON, M.D. Colonel. M.C., U.S. Army Fraternally, Nicho!Q Sargent Loot Beach, Calif. Proud of His Union I wish to express our sincere thanks to the SJCJ for all the thoughtfullness in sending the Death Benefit of Adol,Ph DeMarco so promptly. 'Adolph was a proud member of the Union for over 20 years. We will always remember the many interesting stories he told.about his travels, the ships he sailed on and all the many friends he made in the Union. Because of his health, he was looking forward to retiring soon. But God called him away, leaving his son, Alan, and me broken beaned, and worried how we would manage without him. The benefits provided by the Union helped us to see the way 10 get started. God bless the SIU, and many lhanks, Slncettly, Mn. Adolph DeMarco, and son, Alan Kew Gardtm, N.Y. 11 I LOG I May 1980 • .. Scholarship Vfinner Gets 8.A. I have received the final installment of the SI0.000 SlU college scholarship. I would like to take this opportunity to express my deep appreciation for 11JJ the assistance which the S I U and its staff, has provided me over the past four years. It has been a great help to me in achieving the first phase of my educa1ionaJ goal. I now hold a Bachelor of Science Degree in Psychology and will begin graduate studies at Texas A&M University next fall, with a Doctorate in Psychology my ultimate goal. I would also like to emphatically encourage those individuals who are considering entering the competition for the Schol11rsh1p 10 do so- especially those who have previously thought that a college degree is financially unobtainable. Hoping that the SIU Scholarship Program will continue for a very long time to come in its commendable effons to eome to the. aid of those needy and deserving individuaJs whoaspiretoobiains college degree. I remain, VHy sincerely yours, Sheila R. Sltinntr Collea~ Station. Teu1 �. Navy Keeps Snubbing U.S. MerchanirTeetT T H6 pointing finger of a red, white and blue clad Uncle Sam bearing down from a recruiting poster may have caused a flood of able-bodied men to enlist during wartime. But it's no longer wartime. And 1he Armed Forces. the Navy in particular, are having a tough lime recrui1 ing. In facl, the Navy's pcrsonrtel shortages have become critical enough to force the recenl docking of one ship. a ntet oUer, with the probability of more to come. Manpower "Shonages are beginning lo cause big problems for the Navy. The problems are d ramatically underscored by the fact that over the last four months, tlirec times as many Atlantic fleet warships have been rated unsafe foJ extended sea use than ever before. The rell!lon: critical shorta&ell of trained men. "We are approaching 1he point," Adm. Thomas Hayward. chief of naval operations told Con11ress recently. - "wh·cre we may have no realistic alternative b.ut 10 consider s1anding down some ships'..:• The way we sec it. the Navy can either stand down vessel after vessel. forcing lhe nation to pay the price of a r,cdu~d defense capability, Or they cah,..~raw from the pool of ~killed • .Professional seamen of the U.S. nte'rchant marine who are ready and able to take over many mllltary support tasks. The obvious ahcrnative of u.~ing merchant ships and merchant mariners in an active auxiliary role seems to have occurred to everyone but the Navy. In 1912, a study undertaken by the Maritime Administration proved that lhe use of modified merchant ships in Atlantic fleet support capacitics WCM.lld reclllee to the eovemment. But the issue of cost savinss didn't sway the Navy much. In fact, the Navy has continued to include fundin1 requests for such noncombat vessels as fleet o8as, ClllJ and rqi.ir ...... in their annual budgets. For Fiscal Year 1981, they asked for S27J million to build noncombat ships in spite of the fact that the merchant fleet already has vessels which could easily perform the functions 'Of supplying and fueling. as well as at-ca repain and rescues. In 1974, the Maritimt Administration reported that: • the merchant fleet included at least 12 commercial tanli:cn that could perform the tasb of Navy oilen; • 17 C4 cargo shipll which were suitable for use as stores ships or destroyer tenders and repair vessels: • 12 commercial salvage ships which could easily service the Navy and; • 2S commercial oa:an1oins 111ss which could ht> u9ed in lieu 01· the nect Navy's IUI fleet. But the presence of those 67 merchant ships available for mili· iary $11pport work-ships which would be manned by trainl!Cf, professional seamen-didn't convinoe the Navy to alter their c:oune, Neither did the . urging of the Federal General Accounting Office which, in 1978 said 1h11 "the Navy did not sutric:ien1 consideration 10 the substantial U.S. merchant marine," when mapping out their support needs. The Navy jun continued building more and more ·lup, oilen and repair vessels, spreading their dwindlina number of rrainccl sailors thinner and thinner. Today, the Navy's in an uproar over how 10 get out from under their manpower crisis. We 1 t 11111 dlat they uve only one upllon. The Navy"s option is to stick to their warships and let the vessels and 1he men of tlie U.S. merchant Oeet do what thefre eq•ippcd to doperform military support functions. What would be 1hc outcome of such a.move? First. the Navy would be relieved of the massive financial burden involl!W in their support vessel building prosram. More Federal money would thus be a"ailablc r for combat shipbuilding. Second, if the merchant marine trained and operated the crews for military support vessels, II woUJd ease the Nav1'• 0Terwflelmh11 manpower n:qulremeotl. Finally. civilian manning will reduce the prc$surc on 1he Navy to recruit and retain personnel and will fulfill the intent of the Merchant Marine Ad of 1936 which calls for a strong merchant marine, capable of serving as a military auxiliary in ime and in time of na&ional -- emcrgenoy. In World War II mcfchant tankers fueled Navy destroyers and corvettes at sea. We towed barges, carried and i5sucd provisions to naval personnel aboard warships and carried men. ammunition and supplies 10 !he battle zone. We performed the same tasks during the Korean and Vietnam conflicts. Tbe merdwd ..rtac helped.ke1p the N191 afloat durln1 duw. We're prepared to do tbt same "* today. -- """'-',._.., ,,_.,., ..._..... °""',..._ ·,..._ _, ..............u...."' ~ 0-. .,. CID ... Paul Hall ,,,,..wm. Frank Ol"oult ~,,.., Angus "Rl!d" Oanpbdl Leon Hall Joe DiGiorgio ...... "'""""' .,S,.rn•..... rlNIWn ...... httsJ4ml .. ,.,.,_ Mike sacco J'kr ,.,, :d ••, Joe Sacco .-.;,. VW?J1•'f11 5 James <lannon N.J/Jtlll Edbt>r &Altw Edra Ziak Mike Gillen A1161lfflt hditf,, A,u/11""1 &11101 Don Rot0 Mvoctra HOGU1yonpour -4.1.titl.U Lltttw Mu Soqct H&IJ A UIJUlfl /;J#Qr R•y Bounliua W,,µ <t.Htit A~ l:Juvr Fnnk Ciancioni Ohrt,.,."',.,,,.,,,,.,,,,,. Mane Kooau•ko 4'""""'-1,.,,~, A.a&t*'I ,,,.,,,.,,...,,,,,,. Otnnls lundy Gcor.. J. Vanu fr,Ju,..tlon 1An ()lrrtfl)( May 1980 / LOG / 17 �TT Wi/liamsb.ur9h R11ssio and Indonesia Start.Ing OCt, L, the Jimmy Cirrler Ad ministrati-011 1~ill let the Soviets buy 8 million me1rk ·ons of U.S. gr.lin il'rhey stillwanli1. Underthc fouryear-old trade treat 1H1ssia has to buy 6 million tons of grain a year. A metric ton is 2,204.<> p6unds. Under Public Luw 480, Tirlc 2 rood for Peaee Program, a lhiid of the cargo must bt cartied on American ships. New to the. USSR-U S grain trade will be •the 37.800 dw1 ST Ogden l.z1Tder (Ogden Marine) for a year.' She will join 44 or her vessels in-the trade. In July 1981, under PL-48Q, 100,000 metric tons of rice worth $40 miUion and 60,(IOO metfic tons of whe;lt WOrlh $10 lflillion will besold•tO Iltdonesia. SS Presidents Clevelqnd and Wilson Ir: During tli,e fii;st three weeks in June, fbe SS President Cleveland and SS President Wilion (American President Lines) f-rom the West '1 Coast haul 9,000 mettic tons of bagged wheal flour IO one of the Indonesian port.s of Jakarta. Surabaya, Medan 01 Palembang. will • • • APL.has begun a new; regular c:Ontainer run !Jetween·Oa*land, Calif. cand Bangkok, Thailancj and the company's portS of call of Singl!pore in the Indian Ocean, Arabian Gulf and Nnrth Asia. MARA!) early this month gave rhe gre~ liaht to lhe 225,000 dwt superlal1ker TT Williarnsburfh (Bay Tanker~) charte~ by American Pe1rofina ro.sa.il twq v9yages m th~ Alaskan oll lradcfor six months.,The tanker r-ias scheduled to sel sail this. month and in. either Augusr or September from Valdez to the Gulf v,1a S9uth An)er1ca's Cape Horn. <;>wnel'$ of her sistership, the 'IT .Bay Ridge (Richmond Tankers) also now on the Nortn Slope 1tade run. want to repay the Governmimi eonstruction subsidy of f24 ..6 million so she can sail in the domestic trades. Another si.stership, the· Tr Stuyvesanl-like her lookalike the 1T Brook{vn-is ;;ailing to Alaska. ·Sbe ha.d to win her case in the U.S. Supreme1 Court 10 sail I.here. Northern Tier Gil Pipeline 1'hc U.S. Departalent of Interior speedily granted Govemmch1 rigbl· of-way t() the Northern Tier Pip~ne Co. to build a Sl.23 billion, 1.491 mile Alaska oil line from Port Angeles, Wash. to Clearbrook, Minn. ST Poet Nso in Jui'u:, the S1' Poet (Hawaiian Eugenia Corp.) will sailfrom the' GWf to Santo Domingo or Rio Haina, Dominican Republic with a cargo of L2.000 metric tons of bid~ corn. , · .W aterm"n Ste,a mship Chtistened was Waterman's new LASH, the $70 atillion SS Edward Rut/elf$e ai Avondal~. Shipyards, New· OrlcaJis. ' She carries· so LASH ligbters and 119 ~11tainers. His namesake was a South Oirolina (governor) signer of the Qeclaration of Independence. SJ Anchorage From July lO 10 Aug. S, the ST Anchorage (Sea·Land) will from the. Gulf voyage to .Kingston, JamaiC!l wifh S,366 metric ·tons· of bagged, blended corn meal. &1'111111 1¥ ,,., #II H #II •Iii l/!!llfl u 111111., • '"""" ••• Bergen, Norway The Norwegians here say they have a better lifeboat. They've developed a ncw,freo-fallrigid life-boat launching system dciiigned" \hey claim, to safely and quickly aia erews·abandoning ship. Brin~og·lhem through ·any burning oil on the sµ. Designed for bigships, 1helifcboat can be launched from a heightof6S feet. Tests show.cdthat the lifeboat could·n ot be thrown agaiiist the side of the ship during and after launching. North Atlantic The U.,S, Coasi G(Jard completed .testiqg the Nati\lnal Oceanic and Atmospheric.Polar Orbiting Satellite Tracking System late last month so it .can enfo.rec and monitor by surveillance forei8fl fishing operations within the 200.mile ·offshore Fisheries Conservation Zone. Tf the tes1S 'are successful, low cost transmitter& could be re,quiri:d aboard evezyforeign f11hing ship with penni.$$~on to.fish in the U.S. zone. The Coast Guard installed eight special transmitters on foreign vessels fishing in the lllortb At11intic. The signal to the satellite and a land base pinpoints the'ship's loClltion. rt also carries f!Sh catch data and the sos .. . . $ Membership Meetings ,., ,..,,, ,., ,. '"'" ,,,,., • .,,.,, ,. , ..t. Port Date 0~5'" Ltbs, Inland ~..... 'Now York .......... June 2 ......... .. ... 2~ilOp.m• • , ........ .. Crew tralnin9 and advanced technology are the reaS:011$ U.S.·fla9 LNG shiin are so safe. These new vessels Ol'e so automaled they're prac:tically push·but!Ofl C'Ontrolled. But you'Ye 9ot fo un~er1tand LNG and automation before you con wotlc aboard one. The LNG course at HLS qualifies you to work aboard these vesseb-so you qualify for the top f'QY LNG crews earn, too. t••~•U Td•llMl#t...,. f t l du#• dl.t ti NM llllitn-,_1 Couraea begin on JuJy 21 •nd August 18. To enroll, flll out the appllcatlon In this lseue of t,..e Log, or contact: Hany Lundeberg School Vocattonal Educ:JtlOft Department Piney Point, Maryland 20874 Phont; (301) 194 0010 11 I LOG I May f980 - -- Philaddpb~ .... . ... June 3 .... l • • • • • • • • • Baltimore ........... June 4 , • • • • , :iy., •t, ,- ... Norfolk •• , ......... )Wit !i ..... .. ... , •... , Ja~ksonYille ............. June S ~- •• ~., ..... .. 2:30p.m. ........... . 2:30p,m I•' •• - • ' ' ' ' ' . 9:3De...m. . ............. . 2!00p.m . ... ,., ... . ~ . ¥ Algonac ~· ... , ..... June 6 , ......... , .. . 2:~e.m. ........... . urw 7:fl,l p.m. 1:(l0p.lli• 7:00,p.m. 7:00p.1"· HOUil.on .. ... ... •..• Jun_c 9 , , ....... ..... ?:30p.11L •. , •• , , ••• , ~ 7100p.m. New Or.lea11• ........ Juuc lO ........ , ..... 2:30p.m........... ., 7:00p.m. Mabilc ........... . . )Un<: II .... .......... 2:30p.m. .......... · • San Fran~l"i'> ....... June L2 ... . .. .. ...... 2:30p.m... "....... .. Wilinin11on .... ,. ... Juru: 16 .............. 2:30p.m............ .. S<oalrlc • .. , • •• .. • • • • Junc 20 ,. • • . .. • • • .. .. 2130 p, m. •......... •• Piney Pc>int ....... .. . Jur1c 14 .......•.....• J0:30a..m . •. .. . . •.. •t • ~n Juan ....... .... June S .••...••• , ...• 2:30p.m. ........•... ColumbUil , ...... ~.Juru:ll ........... ... C'-'•• "~go •........... June 10 . . • • . . ... . .. • . . . _ .... ........ . . .., .......... . Pon Anhur : ........ June 10 ....... ,. ..... -2;3(Jp.m.••. , ....... . St l..ouls •..•..•.... 'June 1.3 ......• , ......... -2:-3:0p.m. .•• , •••. ~·· · Clc.vctand ............ June (2 .,............ .•.......• , ... Honolulu .......... , June ti .............. 2:30p.m. ........... • 1:00p:n1. �••••••••••••••••••••••••••••••••••••••••, •••••••••••••••••••••••••••••••••• iiii.,,,.... r1 ~b be or SS Oceanic Independence Crew Gets Ready at HL~S HE crew of the SS T Oceanic Independence .,, I· IC 0 e ' 5 t. began training this month at the Harry Lundeberg School of Seamanship at Piney Point. .All crewmembers are taking courses designed for the special jobs they will perform on the passenger ship. Upon arrival at HLSS the new ship's crew was greeted by SIU Executive VicePresident F rank Drozak who welcomed them aboard. Diozak reminded them of the significant role they will play in the future of the 1 U.S.-flag passenger ship trade. The Oceanic Independence is the first "t rue" passenger ship to fly the U.S. Flag in nearly a decade. However, if all goes according to plan she will not be the last. Jn addition to the Independence, four other passenger ships were redocumented under the U.S. Flag. Mostly due to the efforts of the SIU, along with the Maritime Trades Dept. and the Transportation Institute; which pushed for the enactment of the Passenger Vessel Bill. - This bill was managed in the House by Rep. Daniel Akaka (D-Hawaii). Rep. Akaka was on hand at · HLSS on May 12 to personally congratulate th~ crew of the newest member of the SIU/U.S. Flag fleet. The biU was sponsored by Sen. Daniel Inouye (DHawaii) who worked it . in the Senate. · Also visiting the crew mem bees during tht:ir ·training period were repn> sentatives of the Transportation Institute and the Maritime Trades Department. T.I. President Herb Brand explained the role his or~~-nization plays in mar1tune. $1 ll legislative representatives Frank Pecquex and Fred Sommers explained to the Independence crew the importance of keeping up with all legislarion introduced in Congress wni":. may have an effect on maritime poli c,y. They particularly reviewed theimportance of the Jones Act which comes under seemingly constant attack and yet, stands as the single most important piece of legislation governing U.S. Coastwise shipp ing. In fact, without the Jones Act there would be no need for a passenger ship like the S.S. Oceanic Independence. The Hawaiian Islands route would already belong to some foreign operator. But, thanks to the Jones Act and the continuous efforts of the SIU, MTD and T.l no foreign interest will be able to infringe on the inter-island route followed by the Oceanic Independ- ence. The vessel and her crew will begin full-scale operations on or about June 15. The ship will be run under the guidance of long contracted SIU employer Cove Ship Management. ~ Congressman Daniel Akaka (D-Hawah), who sponsored the Passenger Vessel BUI in the House, addresses lhecrewol lhe S.S. Oceanic Independence et a spectal eflemoon assemblage. SIU Executive Vic.e President Frank Drozak (r) and senior West Coast Representellv&Ed Tumer were on hand at the HLSS to welcome the crf!W ot the lirSI U.S Flag passenger vessel lo operate 1n almost e. decade. Some of the Slewatd Dept personnel from the Independence helped out at the HLSS's lramees 91aduetionrllnne1. walll11g on tabtes as 'yllell preparing and serving the evening's faro. . A ream! phOlgrapfl OI Ille refurbtshed S.S. Oceanic lndendence The shop will carry 750 passengers belween seven or Hawen's Islands dul1ng regularly selleduled one-~ voyages. P011s-of.cell ere Hilo, Kona. Kahult and Naw1l1w1h, home pOl1 JS Honolulu May 1980 I LOO I 11 �l Banendr.r Fvereu Moss rs hard a1 work et HLSS preparing concf1mems for an aFtay ol exotic-d1mks Executive Chef Henri Planel doesn't mind chopping onions .. 1ust a basic ingredient IOI' a fine wme sauce he i~ prepari119. • •.. . wa11ress Janice Matsushima does some early morning sludymg for J1cr kletioal lest me Independence crews' duties included 1ta1ning '" the HLSS' motel lobby nere manning lhc bellstand are bellman Robert Allburc10 (r) and Lerry Cue. , SS Oceanic Independence Crew 1f: I The coektall crew of lhe S.S Oceanic lfldependence had a momen1 to Posa for a group photograph prior lo rnann1ng Ille Anchor Room Bar ror the even1ng~Crewmembers look over ·aa bartenders and waitresses as preparation tor their seagoing jobs at JJLSS for the Big Day • Tne flfst ship's committee ol rhe S.S. OceanlC 1ndepende11cef!ls ngtif lhey a1e: SIU Vice President Mike sacco. we~e!'s ae>egl!~ Ernest Kam~Stewaro Dept delegate Ruben Aguillar. cnginedde(I!'! Baker SIU West C<:>asl Representallve ·sm1lin'Georgc McC!llftier. Duo lo the large Steward Oepl s;rew thO /ndependmJCe car11es 11 r with a tew of !he SIU's !'(lore pho1ogen1c oNioats, from left to Clark . B R's delegate Doyle Cornelius. galley .delegate M•ller,banendets' delega1e Everen Moss, Deck delegate Stave 11mlJn ~nd Bos'n Tom Pricl! and SIU Vice President Leon Hall Jell ~II would have belier representat10fl 11 eaoh group had lls own delegate Tne crew of the Independence was especially~pJ>recratrveof the $UfPQrl they reCl61)8d from long Ume HLSS instructor Frank Mongelli Frank's shown hece wllh the ships boll they pres!!nlAd him and rs flanked by two cl the ship's belles • • \ ·' ' Frank Pecquex SJU Washington Repi.esen1a11ve. came over from ttlfl nahon's cep1te1 lo explain the 1ml)(lr1ance ol poltl1cs in lhe ma111tme industry Steward Oep1 member Dwayne Wong makes thin"" "'•Sien '" , ..~ hotel IObby , .,.. "' "" Cocktail wa11ress t.vmStalld' gartush a few pina coradaS Yim ot P'"eapptes ready 10 rr11nspor1a11011 Institute President Herb Brand makes hts po1111 on 1ne 1mportanca of pol!11cs 10 seamen w.tn the tndeperrdence crew t11lt Kruse (I.) ass't meat cutter on the passel'!ger vei;sol gels some p01ntets from Chief COOk upgrader Alel<tlnrler Reyer as 11iey Sharpen UJl tnerr skins '" the HLSS's butcher shop �------------..._ ' c_"llJtc l v ..,.,~w "Jt' 1.1 • I - J I~ II n ,, IC • 0 If .c .T ), Lifeboat Instructor Date Rausch snouts directions to lhe boat crews. In a special eo<emony Iha! look pt ace ou1s1de 1ne AnchOr O.n1ng Room oo May 9. 74 members ol tne lndepence who passed tneir fifeboaf tests were presented wrth their cen1f1cates. The vessel is expecled 10 have all of 11s crowmembers pass the lifeboat tesl Independence Crew Gets Ready_at HLSS t 0 , a IC d, ·e y n 6 )f • . ShOulS lhe Cox·n d 0 IS .,.d Is .c . ), Oersf... we·ve gol plenty of ·em ..•bUl, dpes anybocfY ~now wl1twe we can find a star to sreer by? ZI / LOG I May 1980 NObOCIV said rt would oe eesy up the OCJod work meties. �,_ SJ U .AtlaDlle, C..it, Laba .t JntandWatm Unllrd SndullYlll Worllen of Nor6 Al!Mfka I PRESIDENT Paul Hall SECRETARY·TREASURl!R J~ Di6ioraio EXECUTIVE VICE PRESIDENT fmnk Oroak Dispatchers Be port for Deep APRIL 1-30, 1980 Sea .~ TOTAL SHll't'EO •TOTAi. REQIST£R£1> AHQci.n A c1- s a - c AllGroupt a..A C'-•• a ... c DICK DEl'MTlllENT Bo5tQ('I •••••••••••••••••• , •••••••••••••••• New Yc>fk ...... ..... ... .. ..... ............ . Philadelphia ............................. . Baltimore........................ ........ . Norfo................ · .. • ..... · .. · · .. · · .. . 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Ratlalwed"-lhe number ol ,,..n who..:tuillyrte•-ecl fllf sl>lppi111 at thepor1 lastmonth. 0 '''lllcilleNdon 11111 Bach"' means lhttoeal ..Ulnbetol nien teilt.IBllld at the portal theend~lnt month. • ··. ................. LUii 2 9 1 JO 3IO 2 3 Hl!ADQUARTl:RS 615 4 Ave., Bklyn. I IZJ2 <212) HY 9-6600 ALGONAC, Mich. 520 St. Clair RiYCT Dr. 48001 (313) 794-9375 l\LPENA, Mich ••.. 800 N, 2 Ave. 49107 (517) EL 4-3616 BAl,TIMORB, Md. 1216 E. Baltimore St 21202 (30 ll EA 7-4900 BOSTON, M ........ 21$ &..ti' Si. 02111 (617) 482-4716 CHICAGO. ILL9383 S. Ewi.. A...e. 60617 ' • (312) SA 1--0733 CLEVELAND. Ohio . 1290 Old River Rd. 44113 (216) MA l· S4SO COLUMBUS, Ohio 4937 WClit Broad St. 43228 (614) 870-6161 -ouLUTll. Minn. ?OS Medical Aris Buildini SS802 (218) RA ~110 FRANKFORT. Mich. ...... P.O. l9a D 41$ Mai11 St. ~s (616) 35l-4441 GLOUCESTER, Mass. 120 Maio SI. 01903 (617) 28.J,.264S lfOUSTON. Tex .••. 1221 Plcr<>e St. 7'l002 JACKSONVILLE. ~ 1 AL (7 [3) 6S~Sl52 331 S Libcrly SI. 32206 (9!14) 3$3-0987 JERSEY CITY. NJ. 99 Molllpmer)I SI. 07)()1 (201) Jf6 5-9424 MOBILI!, Ala. •. I S. Lawrence St• .36602 14 STa,ARP DEPARTMENT ______ •••••••••••• ........................... ... . okOhlrna • • • • • • • • • • • • • • • • • • .. • . • •••••••. T--.Mc 5 t 2~ l!HTllY WAITMENT . ~ F'olnl 616 7 PVrt Boston ••••••••••.•••••••••.•••••••••••••• New Yorlt ................................ . PtiHadeephia •• , ..... * •• •••• , -· ............. • • •• 8attimore-••••• Norfolc , ••••••••..•••••.••• ••.• , .•••••• • · • Tampa •• _...•.•••••.• •.••.•••• ••.••• .•.. . ~ 4 27 ' NEW ORLEANS, (205} Rf: ~17$4 La. 630 Jactson Ave. 70130 ($04) S2~7Sl6 NORFOLK. Va. •.•••••• I IS 3 St. 23SIO (804) 622'1892 PADUCAH, Ky•••••• • 225 S. 7 SI. 42001 (S02) 44.J,.2493 PHILADELPHIA, Pa. 2604 S. 4 St. 191'8 (21 SJ OE 6-38)8 PINEY POINT. Md. SL Mary's Cou!llY 20674 (301) 994;0010 PORT ARTHUR. Tex. 9 Ave. 77640 (713) 98.J,.1679 SAN .FRANCISCO. Catif. JSO FmnOPt St, 9410S (41') 626-6793 SANTURCE, P.R 131.3 FCfllmdcz. Juncos. SIOP 2Q 00909 (809) 72U960 SEATTLE. w..h. ••••• 2'05 1 Ave. 98121 .s.w (206) MA J.4334 38 l 233 41 137 6 ST. LOUIS, Mo. 4Sll OravoiJ Ave. 63116 8 5 48 20 16 10 7 TAMPA,fla.2610W. Kcancdy!3J609 (SI 0-l(IOI TOLEDO. Ohio ••• 63S Summit S 4360.tl 17 12 39 16 30 4 12 15 26 0 l 2211 37 15 22 73 28 n 26 48 36 22 ~ 3 736 14 110 69 10 35 0 0 490 7'2 (314) 752-6SOO (419) 243691 Wil.MINOTON. C"ali( 4Cll Auion Blvd. 90744 (213) S4MOOO YOXOHAMA. J•pan .•••.• P.O. Boa 429 Yokohama Port P.O. 5-6Niho.o,.Ohdorl Nllka·IC'll 231 ·91 201·793S Wet Coeat Sff'nl'4i Hallo HONOLULU. Hawaii 707 Alakca St. 96813 (8(18) $37-5714 Shlpplna la Ille lllOlltb of April wM 1ood 10 excellmt In au A&G deep 1t11 pons. a ff laal been ror tllt lat tntnl JW9. A toW of I 727 jo111 were1Hpped lalt molldl lo SllJ..colllnlcttd - -••Ill Oftlllee,oalJ "9 Of ........,. .... bJ • t..• smiorllJ _.._. Tiie ft9l flW bJ T 914 "C" P'ilill) W, __ ..... peopil. &1ljpl411 uplded. co rttml• aood to excelleal for.die for11nnllle ,....._ . PORTLAND. Or.'421 S.W. Sth Avt. 97204 (SQJ} 227-7993 WILMINGTON. CL 408.A••!~~ May 1980 I LOG/ 23 . L �• SIU Celebrates 28th Ye~ of Giving Scholarships ~ OUR active seamen and four dependents of members are the reciprents of the 28th annual Seafarers Scholarship awards. Named the Charlie Logan Scholarship Program, the awards are given by the Seafarers Welfare Plan. This year's awards, which were announced by the six-member Scholarship Selection Committee on May 2, amounted to $65,000. The four dependents each received a $10,000 (our-year grant. The breakdown among seamen was: a $10,000.award went to Mich;iel Bacha; a $5,000 two-year award went to Jerome Jones, and a $10,000 four-year award was divided equally between Cary Hetherington and Richard Conley. The four dependen1s who won were: ELline C. Czachor, daughter of Great lakes Seafarer Louis Czachor; Linda A. Fay, daughter of Seafarer Martin V. Fay; Sonny Perilla, son of Seafarer Ruperto Peralta, and Henry B. Reynolds, Jr., son of SIU Boatman Henry B. Reynolds. The alternate chosen in case one of these dependents does not accept the Scholarship, was Linda 0. Cocek, daughter of SIU Boatman A. B. Cocek. This year's awards bring to 43 the number of active seamen and boatmen who have been given Scholarships since the Program b~an. The pumber of dependents who have received such awards is now 104. The Scholarship Program is named for Charlie Logan, a man who was a good friend of the SIU for many years and who had been a consultant to the Union Plans' Board of Trustees. He passed away in 1975. Applicants for the Scholarships are judged on the basis of scholastic ability and character. High school grades, F Seafarer Michael Bacha Seafantr Richard Conley Scholastic Aptitude Tests or American College Test scores, letters of recommendation, and paqicipation in extracurricular activities are all evaluated by the Selection Committee. The Committee is made up of an impartial panel of scholars who are well qualified to judge the academic merit of the applicants. This year's Scholarship Committee consisted of: Dr. Bernard Ireland, a retired official of the College Boards; Dr. Elwood Kastner, retired dean of registration at New York University, New York; Dr. Richard M. Keefe of lewis and Clark Community College, Godfarey, Ill.; Dr. Charles Lyons, chancellor, Fayetteville State University, Fayetteville, N.C.; Dr. Gayle A. Olson, professor at the University of New Orleans, New Orleans, la., and' Dr. Charles D. O'Connell, vice president and dean of students at the University of Chicago, Chiqigo, Ill. in 1966 from Case Western Reserve University in Cleveland, Ohio. He then went to work as a high school English teacher and as a copy editor in Ohio for the Wall Street Journal. Bacha could have gone to law school 10 years ago but, in his own words, "in 1970, I resigned my teaching post, cleaned out my desk at the Wall Street Journal and packed my sea bag ... This decision began an odyssey that has spanned ten years:' During his time with the SIU, Brother Bacha has,gone through the QMED course at the Harry lundeberg School in Piney Point, Md. and has graduated from the Union's "A" Seniority Upgrading Program. QMB> Wants lo be Lawyer Brother Michael Pacha, a ~ year-old QMED, has already completed college. His$10,000 award will be used for law school. Bacha, who resides in Youngstown, Ohio; graduated F.ther of Def 'wl Wiiiner tt.nry B. Reynolds 24 I LOG I May 1980 Seafarer Gary Hetherlng1on I . I , Seafarer Jerome Jone1 In a letter of recommendation, the charlrnan of the Department of Modern Languages at Northern Arizona University writes that "Mr. Conley Is an extremely dedicated student who hjls· shown Jones an unusual talent for lanA two-year $5,000 award guages." went to 26-year-old Seafarer Seafarer Conley is a 1975 Jerome "Jer-ry" Jones who graduate of the HLS entry resides in Mobile, Ala. program and he completed the Brother Jones graduated AB upgrading course there in from the HLS entry program In 1978. The other recipient of the 1974. He also atterrded the AB course at the School and split $10,000 award Is 26-yeargraduated from the Union's old Seafarer Cary A. Hetl1er"A" Seniority Upgrading Pro- ington of Williamstown, Kan. gram. Seafarer Jones wrote in Brother Hetheringt<>n, who his ScHolarship application, is interested in pursulns a "my career Interests lie In career in political science and architecture and business and business economics, has at· the merging of the two into tended colleges in Kansai and engineering.,." Maryland. He would llke to continue his college career In 2 Al's Also Winnen Kansas. The $10,000 four year ScholA 1915 entry graduate of the arship was divided equally HLS, Brother Hetherington between two seamen who have took his AB course at th~ already completed half of their School In 1979. He graduated college careers. frorn the Union's" A" Seniority Richard Earl Conley, who Upgrading Program In 1980. resides in NewYork,sallsasAB. Oulltandlns Achlewen Brother Conley, 27 years old, has attended Universities in Followlng are short blo· Arizona and Spain. He would graphies of the four depenlike to complete his college dents who won $10,000 four studies in foreign languages at year awards: college.. in either Arizona or • Elalne-C. c:zact.or, 17, lives California. 1n Wilkes Barre, Pa. After n e II e II IL 1f Jerome ;t • ·e- as ne Ia He m als 1ip t a ra the. na - �' By Awarding $65,000 in Grants for graduation from Bishop Hoban High School in Wilkes-Barre this June, Ms. Czachor hopes to pursue pre-medical studies at Wilkes College. In the brief autobiography that accompanies the Scholarship application, Ms. Czachor writes, "It has long been my ambition to become a physician ... I would want to set up my practice here in the Wyoming Valley where I grew up." Ms. Czachor's father, Seafarer Louis J. Czachor, sails on the Great Lakes in the Steward Department. He joined the SIU in 1960 in the poft of Detroit. Brother Czachor is an Army veteran of World War II. • Unda A. fay, 18, lives in Claremont, N.H. Upon graduation In June from Stevens High School in Claremont she hopes to get an education in aerospace engineering, preferably at Brown University in Providence, R.I. Last summer Ms. Fay attended St. Paul's School Advanced Studies Program. She writes that "St. Paul's If a private school in Concord, N.H. which provides summer courses for 'talented' .public school students. Attending this program is one of the h\ghest honors a New Hampshire student can receive." Ms. Fay's father, Martin V. Fay, sails deep sea as an AB. Brother Fay joined the SIU in the port of New York in 1957. He is.a native of Brooklyn, N.Y. • Sunny Peralla, 17, lives in San Diego, Calif. After graduating in June from Samuel F.B. Morse High School in San Diego, Peralta hopes to attend the University of California at Berkeley. He hopes to major in either psychology or political science. In a letter of recommendation for Peralta, his high school English Department chairman wrote, " \Vhat set him apart from other high-achieving students in the class was his ability to see and think through the less obvious aspects of a question, or, at the very least, ask perceptive questions about It. Other students were oft~n Colleg~ r1 ,. Se•l•rer Louie Cuc:hor Father of Dependent WIDll« M•rtln F.y F•t!Mr of Depenct.nt Winner In his autobiography, Reysatisfied with the more obnolds writes thar he hopes to vious." .Peralta's father, Seafarer eventually go to A&M Medical Ruperto L. Peralta, joined the School after compieting his SIU In 1975 in the port of c;ollege studies. He adds, "after Yokohama. He sails as a chief receiving my degree I intend to cook. Brother Peralta is retired set up a local practice and from the U.S. Navy In which he thereby serve my community and set an example for others." served from 1945 to 1967. Reynolds' father is SIU Boat• Henry B. Reynoldst Jr,. 17, lives in Port Arthur, Tex. After man Henry B. Reynolds who graduation in June from Port joined the Union in 1963 in Port Neches-Groves High School in Arthur. He works for Sabine Port Neches, Tex,, he hopes to Towing. Brother R~ynolds, pursue pre-medical studies at who was born in Niceville, Fla.; Lamar University in Beaumont, served in the U.S. Air Force TPY . from 1952 to 1956. I ... .... \ El•IM Cuchw Shown at their May 2nd meeting 1n New YO<k are the members of the 1980 Scholarship Selection Commrttee. W()(k1ng with the Comm•!lee 1s Margaret Nalen. third from rlgtlt. who ls 01rectbl ot Academic Educalloo at the. Harry Luncleberg Scnoot Ttia Commitfeemembers. clockl'(lse from left. are. Dr~ Richard M. Keele ot Lewis and Clark Cornmunlly College, Godl&re)'., Ill ._Dr Cha~les 0 O'Connell, vice president an<:f dean ol students al the Urwe<srty ot <::111ca90, Chicago. 111.: Or. Etwood Kastner. retired dean ot 1eg1stralion -at New York University. New VOii<. N.Y.: Dr Charles. Lyons, chancellor Fayetteville State Un1vers1ty. Fayetteville. NC.: ()r Gayle A Olson. professor at tile University ol New Orleans. New Orleans. La • and Dr Bernard Ireland. a reured omctal ol the Collego Boards May 1980 I LOG I 25 • I �EL COVE EXPLORER (Cove Shipping), March 9 Chairman J . Bcrmudei; Educational Director C. Crowder. No dtsputcd OT. Chairman extended congratulations 10 Brother Frank Oro1.ak on being elected Presi· dent or the MTD. Al~o cmpha.•i1.ed the importance or donating 10 SPAO and upgrading al Piney Point. A vote of thanks to the steward department for a JOb well done. Observed one minute of silence in memory of our departed brothers. Next port Jacksonville. GREAT LANO ( lotoroccan Mg!.), March 3- Chairmnn, Recertified Bosun Jesse Lewis; Secretary John Darrow; Edu~tional Oirccror Stephen Sentcncy. No disputed OT. Chairman held a discussion which was centered around what to wear for safety. AU should wear safety $hoes, gloves. helmets in the deck department when working under and between vans while sccorlug them. The galley noorssllould be made safe by puuing non skid p11ds on them. Educational Director urged aU . seamen 10 improve themselves by upgrading as soon as possible. 'The ship's fund will be spent on a new library. A vote of thanks to thesreward depanment for the good effon put in their work under the direction of John Darrow. steward. Ne~t port TM:Oma. S£A-LANO EXCHANGE (Seal.and Service). March 2-Chairman, Recertified Bosun Verner Poufsen; Secretary J. Thrasher; Deck Delegate John McLaughlin; Engine Delegate George Ev0$evich; Steward Dclegute Joseph Smith. $260 in ship'h fund.No disput•-d OT. Chnirmnn noted 1hu1 the applications for• A"Senority upsrading a11d vaca1ian pay will be pjlsted in lhc crew menhall. Secretary ,r eponed that rhe stewnrd dcporrmont hod two graduates from the Harry L.undcberg School who were doing an <lutstanding job because of the rruining they had received, Complime111s to Ms. Deborah A Mahler and Howard Daniel. /\ vote of thanks to the steward department for a Job well done. Ncxl port Seattle. OVERSEAS Al.ASkA (Maritime Ovcneas), March 16- Chairman. Rca:rtifted Bosun W. 0. Jcffcnon: Seatetary C. A Gue1Ta; Educational Director E. D. Colby, Deck lklegate Edward E. Lindbergh. No d1\puted OT Chairman held a discussion adv.-1na all crewrncmbers to go to upgrading ""hool and to LNG school at Piney Point. Advistd everyone to ~ad the LnJC to know what is going on in IM Union All communications received have been passed arolllld to all departments. A vole of thanks to all delegates for fine coopera· lion and keeping ull urew areas and quaners cJeao 11 all times. An SIU ship is a clean ship. A vote of lhankJ to the steward dcpanmcn1 for 11 job well done. Observed one mi1101c of ~ilcnce in memQry of our departed br111hcrs Ne ..t port in Panama. 26 /LOG I May 1980 SEA·LAND CONSUMER (SeaLand Service), Marcil 2.-0iairman J. l!lwell; Scctetal)' L Webb; Educational Director S. Oberle; Engine Delegate Carl McKinley; Steward Delegate Frank Conforto; OecJc Delegate H. Hood. Some dispated OT in engine department. Chairman gave a \'ery good talk about the Uni()n and the benefits and srcat advancemenlS offered to all seamen. Thanked the CTCW for making this a good trip. It was noted that the projector has to be repaired. Next pon Pon Everglades, fllt. EL PASO HOW.UD 80)"0 (El Paso Marine), March J6-Chairman, Recertified Bosun F. Walker.; Secretary Don Collins; Educational Di.rector H. Bennett; Engine Dele_gate Harry L. Gearhart.; Steward Delegate Ja.mcs Morgan. No disputed OT. Chairman gave a list oftbc exC!ciseequipmcnt that was needed on board to the Captain. lt was also suFted that everyone useall the.knowledge of safety they possess at all times. Avoteoftlianntolhesteward department for 11 job well done. Observed one minute of s.i lence in memory of our dcpatcd brothers. Next port Cove P<liot, Md. BANNER (Intcrocean Mgl.). Ma!Ch 23--Chairman Joha E. Floyd; Scaetary F. Nigro; EdUQtional Director W. J. Beatty Jr.; Ded< [)clepte Sylvester Surtado; StewarclDelegate Joseph Simpson. No disputed OT. $71 in ship's fuod. Chairman .reported that aU is going along fine and the Captain said this is tho best crew he bas had in 20 years. A repair list is out for each department to be filled in with the needed repairs and tbe}' will be taken care of as soon as possible. A111o dillcu$.~ the importapceof donating to SPAD. Next port Norfolk, Va. AMERICAN tiERITAGE (Apex Marine), March 2-Chairman, Recertified Bmun Leo ParadiJe; Secretar/ M Deloatch; Educational Di~or C. Merrill: Declc Delegate E. Sims. No dispuced OT S30 in ship'• fund. Chairman held a discussion on the young pe<)plc upgrading themselves at Piney Pomt and thu e\'et')'OOC who is eligible 10 upgrade s>iould do so. It is an advantage 10 malting a better living The steward complimented Miss Efiiabcth Papciak who u a •'Cl)' good and a very clc1tn worker. He said that she was the ba1 Ile e•cr .ailed wilh. fcom Pinc~ Point. A vou: of lhanh aJso 10 the steward. MatYin Deloatch. and the {..111cf Cook Hai.el Johnson for the big •prcads thC) pu1 .our. Next port Stapleton. ZAPATA RANGER (Zapata Steamship), March 1-0lainnan J . "'4'onn. Secretary A Bodin. Some dispU!cd 0 r on deck department. SSI iii ship's tund. 538.95 wa~ taken ttUt lo "nd no-t-c~ 10 the £.n@lnc U1illty1r.an wh"'IC wife had pa.std away. A \>6!c ()( thank• to 1hc steward department fo1 a job well done. PASO ARZEW (l!I PllSO Marine) , March 23 - Chairman Clifford l.eahy: Secretary R. Boyd; Deck Delegate Paul BuHerworth; E!lgine Delegate Everette A. Oclandc; Steward Dclcgaic Kim Dom1ody. No disputed OT Chairman thanked the crew for keeping the ship clean. 01scus.\td the imponance of donating 10 SPAO. A vole or thank> to the steward dcpanment fora job well done. Repon to Log: •A good time wa; had by au at the ship·s pool side cookout. There wa• Bar-8-Q steak. Bar·B-Q chicken. broiled chili dog on bun, pouito !Milad, baked b<ans. a•puagu• and assoncd dessens. The Third Mn1c Della gave the cookout a special treat with her ice cream bar...The GSU were also helpful with the service and preparation. Chier Steward Robert M. Boyd.• USt PACIFIC (lntcrocean Mgl.), March 23-Chainnan John Higgins; Secretary S. Kolasa; Educational DireC1or Haywood S. Buller. $11 in ship's fund, PaiiJ S2.5 for a 1clegran1 to 1he Unioli hall to scnd o gel well wi.'lb lo Brother Paul Hall. No disputed OT. Chairman advised anyone who wished to upgrade to apply 10 Piney Point and thanked the whole crew for the goo~ job they were doing. All crcwmembcrs .stood and wished President Paul Hall a speedy recovery. A vote of thanks to the steward depanment for a job weU done. Next pon Capetown. GOLDEN DOLPHIN (Apex Marine), March 16-Chairman, Recertlried Bosun Orla lplCll; Sec:rctary w. Wroten; Educational Director E. Nacom;Deck Delegate Wilbert L. Adams; Enaine Delegate Jay W. Bartlelt; Steward Del-pie Juan Ramos. No disputed OT. Chairman noted that everyone gcctin& off will receive transponation and that any problems should be brouaht to his attention before pay off. Educational Director streued the importance of SPAD. A vote of thanks to thestcward depanment for a job well done. Next pon Quebec. DEL TA SUD (Delta Stcoiruhip), 16-Chairman. Recertified Bosun Robcri Broadus; Scc1-etory E. Vieira; Educational Director J . C. Dial; Steward Oelcga1c S. PrclsinoJce.$71 in ship's fund. Chairman reponed that it ha$ been a very good trip with every· thing going along and lhat there were no lost lime accidents. Requested 1hoac 1ha1 play the: TV Cassette at night lo be sure lo•IAY with it as long., it is on and be sure 10 pul 11 away m the cabinc:t and lhe tapes 10 be brought lo the ship's of'f'ice. A vote or thanks to !he steward department for a job well done. M~rch wen SEA-LAND CHARLESTON (SeaJand Service), March 3-Cluurmao, Recertified Bosun Hans S. Lee. Sec· rc:tary E. Tinsley. No disputed OT. Chairman suucstcd that new members coming into the Ul\ion should take the time.and 80 to Piney Point. Educational DUector tallccd about the info tha1 Seattle Agent Steve Troy gave the new young mcmber1hip about Union bcncfits and upgrading. Hans Lee, the boiiuo made a contnbution which was to stan a collection for a new telct1copic lens for the movie- projector. The: erew would also like to try and ae1 4 new library lor their lounge. A vote nf thanks to the cn1 ire s1ewu:rd department for a job well done, Next pnn Now Jcocy. LNG AQUARIUS (Energy Trans· pon), March 30-Chairman WiUiam Babbitt; Secretary F. Paylor, Jr. No disputed 01'. Chairman discussed the points of going 10 school in Pim:y Point 10 upgrade and 10 build a future instead or just domg a job.Secretary noted thal funher education of all members would help future members of the Union to carry on the tradition oftheSIU. A vote of thanks to the steward department for a job wcU done. SEA·LAND LEADER (Sea-Land Service). March 2-Chairman Frank White: Secretary Donald GaNung; Deck Delegate Emmett Thompson. $SS in ship's fund. $225 in movie fund No disputed OT. Chairman gave a volt or 1ha11ks to the steward department who sailed shon-ltanded and performed so "'-ell. Also to the rest of the crew. for being so cooperative. Observed one. minute of sifmce in memory of our depaned br<lthers._ Official ship'$ ininutes were also received frQm the 'fQllowing VC$,!Cls: LNG TAURUS PANAMA OVER.SEAS VALDEZ SEATI'LE SANTA MAGDALENA LNG GEMINI HOUSTON NEWARK OVERSEAS NArALIE MONTICELLO VICTORY ALEX STEPHENS CAROLINA COVE l.£ADER COVE RANGER MANHATTAN BROOKLYN OVERSEAS ARCTIC OVERSEAS ULLA WESTWARD VENTURE SEA-LAND TRADE SEA·LAND PATRJOT SEA·LANO FINANCC THOMPSON PASS SAl!I PEDRO OGDEN WABASH GOLDEN ENDEAVOR ALLEGIANCE J\CHILLES OGDEN LEADER AGUADILLA OVERSEAS HAUIE1"J'E SEA•LAND MC LEAN MAYAGUEZ SANTA CRUZ DELCAMPO PHILADELPHIA ZAPATA ROVER CAGUAS SEA·LAND VENTllJl£ DELMUNDO JACKSONVILLE COVE ENGINEER SEA·LAND GAllOWAY EL PASO SOUTHERN MOUNT WASHINGTON OGDEN CHALLl:NG.E:R MARYLAND SANTA LUOA OGDEN 1.EADlll OVERSEAS WASHINGTON DEL ORO PISCES ANCHORAGE SEA·LAND MARKET SANJUAN 0.El.TA BRASIL SEA-LANO COMMERCE ARECIBO 8Al.1'1MORE . OVERS.l::AS Al.1-:UTIAN SEA-I.AND ECONOMY ll - ' I �Cove Navigator 8 John Gardner Spots Man in Lifeboat 23 Days Wllile on watch on the ST Cow Novlgolor (Cove Tantera) late last mouth. AB John Gardner Spotted an ope11 lifeboa1-like object 6 miles 10 starboatd elf Louisiana wbic:h later turned out to contaip a man pving the distress signal with a mirror. of seamanship was to sa'IC his life. Tbc rescued survivor, K.Clllldb Enoe of the sunken inter-island scbooaer SS MOTVma of Grand Cayman Is. registry, "coherently" claimed to have been adrift at sea for 23 days! It all erupted in early afternoon on Mar. 24 as 1S tanker plyed the Gulf of Mexico from Yabuooa, Puerto Rico to Baytown, Tex. After tbe inllial apouiog. 2nd Male Chriltopba Mantooth notified C&pt. P«er Vieira who maneuvered his ship in 4 to 6 foot into a calm Ice for 1S racuiDJ"lifeboat. He cast lioea to Eooc wboc:augbl t hem mating tbcm fast so the tanker boat couJd be pulled A)onpide to starboard. Tbc mas&er said the rescuei"s "clilplayed expert ttamansbip" in brinpng the beJeaauered man safely aboard. nuiact Olid Stewud Ray Cuanova with his crew Mpod tbe _,,but happy Enoe aft where be 1ot doctorin& food, drink, new clothes and a hot shower he relished. Fifty min111eii after the dramatic rescue, lhe ship's entire deck depanment, with AB Alfred Lewa· kowski and Ciicf Mate Harlambos Dralcojp.lllnis in the lead, secured tbe tanker's lifeboat via sheckla llld wire co hoist it aboard. Twenty minutes later the STCove Navigator was back on course followin1 lransmittal to the New Orleans Coast Guard. Auhe pon of Galvesion the plucky Enoe was copteRd to the USPHS Hospital. Capt.. Vieira wrote 1bat w •... rescue operation was a joint effon oa tbe 1181t of alf . . . . aboard 1S Covl!' NtNlflllor. Apin ... as in tbe past, the American merchant seaman has d itplayed 1he hipest degree of (seamanship) professionalism. Wit h pleasure, my personal congratulatiOD$ for a job well done ..." L9n1 live the brolberbood of the Sea. APRIL 1-30, 1988 i\leMilC (Hdqs.) ••••••••.••••.•••••••••• .• • 116 38 10 AllaNc (HdqL) . ..... ............ . .... . ... 67 25 8 Alfons: (Hdql.) ...• . .••• • •• ••• • . ......... 14 10 ' Alp\ac: (ttdqs.) ••• ..•.. - •••. : •••• . .••..•.• 74 124 38 T. . . AID t ""Tot81R 11 I DECIC DIPARnlDIT 143 94 4 EllClllll DEl'AIITTIENT 69 38 1 STIWAllDJ>EPdJllElllT 2§ 37 0 30 16 ~ . 30 18 16 9 e 58 130 n 113 lft U7 BmlY DENlrTMBfT 0 0 0 271 197 IO Mt 151 5 ~-lhenumberolaenl#tlOecte r'l)r•S t ... for llli11Pk111 ltthe port a.st month. '"' 57 il ....•. .•............ . ...~edonlhellwll",,_,.lllelGlalnumberclmen~lllhel)Oltlltheendolldri'lonlh. Help Your Brother Down the Road to Sobriety eefq a blind man - • down a street makes tbe ml of as duinkful for our ll&ht. Perfect strancers, as well u friends. don't beatate to olfer a guiding arm to the blind became we an think it mmt be a terrible tbina 10 be unable 10 see where yoa''ft 1oi111. An alcollollc canl - whett be\ aoilll eilhet. only alcoholics don't haYe friends. Because a friend wouldn't let another man blindly travel • coarse amt has to lead to t11e destruction -or his lin11t11, ltil job and hil fannly. And duit's where aa alcoholic is bea+d. ~ Helpina • fellow Seafarer who has • drinkina problem Is just as easy-and jmt • impoctant-as steertns a bind -n Kl'OIS a street. AR yoa llatt lo do Is lllb dlal Seafarer by die arm and pide him 10 the Union's ~ Alcoltolle Rellabi1ffatioa Center In Valley Lee. ML . Ollce hell tllere. M 81collolic SIU •mber will nuhe.dle care and CO' ringtl he. needs. And lle'I eet die sapporl of brother SIU • n11t1'1 wlto •~ n1· 1i11r; &U Ille • • M .......lie. Ille 11 llsk lo • blaltllJ, _prodwliwe alcoflol.he Ille. ~ 11ie nJ9I i.d to sulNkt) is• laac _, dtc-Wc. llat llMlll of ~ ARC. JUI A dkllr SW • I as clau:a'l ..ff lo ua..a • Ii Ian cm alDat. S ' C REHA8f/ ,.._ 0 '-J ..,I~ ~ 1 ~Q cO t..-. Allll.,. a nr a• ..... s , .., ••a ,.... "'1111 Rell ' <:eater. ,_,. .e Ir.aw· s llill dllt tM tint_, INICk lo nu•a1 fl cmlJ an ~ ..,...,.loo! J .,.\lnc;••W81· .----"-"----·-----------·------.... I 1 Alc1halic l1h:ttl: 5'1alion C1nt1r I- .. 1HI d' ID ., I ........ prosra. ll die AlcaboBc R ' tDil \W. Ce , r I' 1 'q 1 d' dial all my medical and eo 'irg l9llllldJ'" .....,._._ •• -1 7 • _.. ... dlcy wtll 1111t bo kcft ...... 4 "'I• 9lJl'.N 114 I : •z4t;s I &!Ill at'iia Qr'"1. ~~ H ........... . ...... ....... .. .. . a:.ot.No. • ••• •• •• •••• I f • I I II I - I I I I • .... .. . .. . ......... ... .. ... .. . ... .. ... . .. ... .. .. . • I <sa.t«llPD) <C!I)'> (519) <ZJi> I Td '*°""No. .. ·············• 111 Malto: 'IBB<:DnD llmrR I ._ID-A 't'R4 ..... 1&Mfn a II JI fl t 1 ·a.l»J.J-"'':91..» 1:-~.....ii.;.;...-...,..,._..-_..,......,._,... ____._u I I ,. ~ ......,_-.1, .1_ _..,.. I -Mat ftllO / LOG I . , �• • • .. -------- - ·... Legal Aid ' IS Tn the ei·tnl 1/r(ll 1111_1• SIU membtr.1 (e11ol prob/rm< i11 1/Je l'nri011.1 /}<mt, a list"' a/IQFllt'_l'S •r/wm /Irey c1111 1't11W1// " hl'ing puh/i.<lrrd. The m~m­ bl'f need nm clroosr //re ree11mmnulcd /1ai·e (lltt>rne.\ ',\' 111111 f/1/.t lifl ;..,. i11tr1r11'11 only /11r in/11m1ntiunal purpo.fe$-: NEW YORK, N.Y. Schulman & Abarbanel 350 Fifth Avenue New York., N. Y. 10001 Tele. 11(212) 279-9200 8AL'IJMORE, MD. Kaplan, Heyman. 6reenberg, Engelman &: Belgrttd Sun Life Building Charles &: Redwood Streets Baltimore, Maryland 21201 Te!•· 11(301) 539-6967 HOUSTON, TEX. Arcihcr &. Peterwn Americana Building 811 Dalla~ St rcct Houston, Texos 77002 Tele. #(713) 6S9-44SS TAMPA, FLA. Hamilton &: Douglas, P.A. 2620 W. Kennedy Blvd. Tampa, Florida 33609 Tele. 11(813) 871).9482 Proud of Her Sons on Mother's Day o much u happening in the mar- itime industry, and $0 quickly, that often the officials of this union. begin to wonder. what does it all mean? Are our cf{orts to preserve the American Merchant Marine having a.n effect on the pel'$0nAI liv" of seamen? Occasionally we receive au aiuwer to that question. Shortly before Mother'$ Day, the Log received a Jetter from Nancy Griffin, the mother of Jess Radle and Michael Phillips, two SlU members. Her leuer helped 10 put two rc:a:nt SIU accomplishments, the revitalization of t.h e passenger ship industry, and the crewing of three former Norwegian-crewed LNG's, into perspective. The El Paso Sonatrach, to which Mrs. Griffin refers in the body of her letter, is one of the former Norwegian crewed vessels that have been manned by SIU members. The Ocear1ic Independence, an· John Paul Jenninp, Henning and Wash 100 BuJlh Street. Suite 1403 San Francisco, California 94104 Tele. #(415) 981-4400 Philip Wcltin. Esq. WcUm &. V•n Dam No. I Ecker Bid. San Franci$eo, Calif. 94IOS . Tclc.#(41S) 777-4500 ST. LOUJS. MO. Gruenberg &: Sounders 721 Olive Sitt.el St. Louis, MiQquri 63101 Tele. #(314) 231·7440 NEW ORLE'ANS, LA. Barker, Boudt..ux, Lamy, Gardner & Foley 1400 Richards Building 837 Gravicr Street New Orleans, Louisiana 70112 Tele. #(S04) S~939S LOS ANGELES, CALIF. Fogel. Julber, Rtinlwdl & Rotbsdtlld S9(lO Wilshire Boulev•rd l1>s Angelca, Callfomia 90036 Tele. #(213) 937-62.SO MOBILE, ALA. Simon & Wood l I I I 1010 Van Antwerp Building Mobile, AlabarntL 36602 Tele. 11(20S) 433-4904 I APRIL 1-30, 1980 All Groupe Boston . ....••..••... , .•••• , .•••••••.••• .. New York •••• •• •••••• , ..................... . Phtle<letpbia ...... ....... .. ........ , .... .. Baltimore •••.• ,~ - ••.• ••• ••• •• , • .•••••• 1 • •• , NorfOlk •.•••.•.••••••.••• ••••• •• • .1.1 . . . . . . . TJmpa •• ,, ............................... ~ J.4obUe ••• •• ••••••• - ••• ••••••••••• •••••••• Ne'# Orfaans ........... . . .............. .... . J11Cksonv1t1e ..... ... " ................... . San Francisco ......... .. , •. •. ; •.•••...••••• Wllmlfllllon ........ . '" .. .......... . ..... .. Se.attl• ••••.•••••••••••••••.•• •.••.••..• •• Pue<toRico ...... .... - .................. .. Houston •...... •••.•.. ••.•• .•.• •••••••• ... Port Arthur . .•••••.•••••• 1 • • • • • • , • • • • , ••• • , AJaonae ................... ... ............ . st. Louis ••••••. ••••••••••••.••••••••.. . ••• Piney POint o o o o o o o o • o • • o ' o • o o • • • o o o o PadUcah ••. . .•••• , •.•.•.• ,,, ••••• .•••••••• Totm ..••••.•.• • .. , • ••..•••. ..•• .••. •..•.. 0 0 I • I I , Bolton ... .... . ................. . ...... .... . NewYork ··· · ······· -·· · ••••••••.o•• ••· ···· Phil1detpltl• .... ... ..... .. . .......... ·- .. . 8attin"li0te c• • • • • • • • • • • • • • • • • • •••• • • • • • • • •• Norfolk • • • .. • • •••.••. •••.•• •••• ••• .•.••• Tarn~ ••..••.•..•••••••••.•.•••••••••.. •• ...,bito ••t····· .............. ........... . . NeW 011eaQs .• ••.• ••••• ••• ••••.••••••••••• JacktonviP• ..•..••...••••••••.•. ••••. . _ ••• San ,.fenciseo • · • I • • Wilrnincton •.••.•.••••• •• •. • -· •• ••• .•••••• o • , o o o o o o• • o • o • • o .. • • o Seattle ••••••••• . • .•••.• •••• , • • ••••••••••• Puerto Rltio ............. ..... , ........... . Houston •.•••.•• •••..•.••, ••••••• •• .•• , .•. Port Arttu,• ••••.•••••• , , • , ..... ....... ..... . Alpac . . . . .............. .... ........ . $t.L«ds .. •••..• .•...... •. ,., ..•••• ••. .... PineyPoint .. . ... . , •• .•.•.••••..• : .•. •••..•• Paducah •••.. .• .•• •. •. .. , ................ .. Baltimore..••• •.•• ..• ••• , ... .............. . Norfork .......... . ........ 2S I LOG / I May 1980 Houston Philadelphia McAllister Brothers and the Independent Towing Co. here merged early this month. But the merger will have no ill cffecu on the jobs of sru Boatmen 1n this pon. "My bu11ons art really pop- ClutB ante 0 0 0 5 0 4 3 4 l 0 l 0 0 I 13 0 0 0 0 2 15 11 0 I) 0 0 2 1 0 Notice On Job A new tbree-ycarcontract retroactive to Apr. l, 1980 for Dix.le Carriers here was "all wrapped up" late last month as SIU Boatmen voted 136 to 26 in favor of ratification, more than a S 10 I margin. The package hikes wages yearly end includes a Cost of Living Adjustment (COLA) in the second and third years ot::thc agreement. Also v-c1cation pay goes up in the third year of the pact. Dixie Carriers~ Boatmen got a new bendit. Major Medical coverage. Plus I) higher death benefit. And increased pension benefits, optical benefit, childrens' benefits. travel expenses and subsistence. • Call Procedure (Inland) W"- tltrowlntt tn ,... w..tl clurt119 • Jotf an at ..., SIU Htrl ... Hall, llo8tmen n1uat precluce tM followlftet • IMftlllerahlp 01 tlrloate No'rjolk (w-.pa1~1111d) A Boatman was reported missing and two other crewmcmbers drown~d in !he carlydawnla.st month when the 109-footsengoing tug Sea &g/11 (Allied Towing) !Utnk suddenly in the Missi&sippi River off U:tton Rouge, la. Boatmen Robinson and Powell drowned. Four crewmembers were saved. An Exxon Oil Co. eyewitness said the tug "started taking on water, listed und sank in a ptellY good hurry. The tug ~nk about 2 a .m . alongside a barge next to one of the oil company's docks. • N9hLetl1awd • ollnlowd • ••-n'•PIPll"8 6 0 g 9 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 0 4 0 l 8 11 0 12 0 4 0 0 62 1 24 52 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 l 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 8I tz I 0 1 0 0 Port Arthur, Tex. 0 0 0 0 0 0 0 0 t 0 0 0 I 0 0 I 0 7 0 l~ 15 0 0 l 0 3 44 8 It EHGUIE DIPAllTlll!NT 1 4 I 4 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01, 0 0 0 D 0 0 0 0 0 80 D 0 0 0 0 0 l 0 0 0 0 I 0 0 0 80 g0 l 2 lll'l'ARD DEPAlrTMlHT Boston •... •.•• .. •• • , , • , •.• • •••• , ••••••• •.• NewYorll ..•. • ,.., ...... . •• ...• •••• , , .• ,. Philldelohi.a o oo• o • • • oo o • • • • I • • o• o o• • · • • • • ····4··· ······-·· Tampa .•••••••• ••••••••.••••••.•••.••••• • t.tobUe •• ••• ··-· .• • · • .. ................. N.- Otte&flS • • • • • • • • I o • • o • • • • "o • o • O • • • • • Jacks.anviUe • .. • , • •••••••••••••••••• ~ • San Francisco ••• , , ••••.••.••.•• ••••••• ...• WIJ!llll\il(!!l .... • .. ....... .. •.. " ... •• .. .. • seatte . .. ............... ................ .. P\.itftoRk:o ••• -~ •• ~, •••• .•.•. •••••• •••• Houston PortMhur... . .... . •r·• •.... . , . .. '· • ••• • .• Af19"ac ... .......... .,., ... .. ... .... ...... . .. . St.1louts ... . " .....•• , .......... ... , . , .••.•. o o o o o · O f o ;,. o o o o o o o I o o o o o \ 1 o o o o o I Piney Point .. .. .. •• • •.. . .. .. ............ . Paducah .. .................. . .... .. Toa.Ill • • . • • . • • • . . ... . • • . ............... . Tot*All~ .. .. ...... .i .... 0 0 0 0 0 I 0 0 0 0 0 0 0 0 l 0 ·1 0 0 3 0 0 0 0 0 0 0 1 g ~ 0 0 g 0 0 0 0 0 0 l 0 0 0 0 0 g 0 0 0 1 80 g 0 0 0 I 0 5 0 0 0 10 0 0 0 0 0 0 0 0 80 .~ 0 0 0 0 0 80 80 0 0 0 0 g g 0 0 I 0 0 0 2 ----26 102 ... I 6 0 0 8 6 0 0 0 0 g 0 0 80 \ 0 0 0 12 0 8 6 10 0 20 0 mont.h. Galvtfton G&H got another new boat this month, the>J,000 hp tug Barbara Ntuhaus, the fourth built in a series of 11 new tugs. n. 2 u 0 g 0 0 D 21 -Total ~1...r..-111e numbe-af men who acwlly ,...,_., 1Dr51ul'l"IW It the po<1 taamonth ••'1!8g1Sle<ed on lhe Buch" m.a11t lhl \clal number Of"*' iw~ 11 lhe po1Ut Ille end Of IHI month 0 6 ~ 0 0 0 0 0 0 0 0 0 0 2 0 0 1 I 0 0 0 2 0 0 8 0 0 0 0 3 0 2 2 l I 4 0 0 11 0 0 8 10 0 0 0 9 9 0 0 8 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 g • 0 2 2 0 0 0 0 0 0 0 0 0 I 0 l 0 0 0 0 0 1 I 0 I 0 2 7 'O l 0 0 0 I 0 80 g 0 4. 0 3I 0 80 0 g 0 0 0 0 D 0 2 3 0 IT 27 51 214 0 I • • The two new rugs being built for Sabine will be for shipdocking and canal work. They're getting ready for fitout. In the port, job hiring was up«nd employment opportunitie~ncreased greatly recently. A good number of Boatmen were shipped in the past month. - 0 16 0 113 0 0 0 0 80. • 1: 185 0 Votinga-95 percent new-contract ratification, Boatmen of Sahm" Towing last month vote0"95 to 6 to accept the agreement for three years. llreakchroughs in the new pact include no lid on'thc COLAand ~ick leave pay. Major Medical, pension benefits and vacation pay were improved. 4 54 g Locks and Dam 26 With Illinois Gov. James "R. Thompson. two senators and five area congressmen looking on late l;ist month. a pUc~river pounded into place the first pile of Locks and Dam 26 into the Mississippi River 10 start ieconstruction of the facility at Alton. Ill . Miami Beach Great Lakes Dredge and Dock Co. submitted last month the low bid for SI0.9 million worth of offshore dredging to put 2.2 million yards ot $3ml onto Miami Be;ich for erosi1>n ~ontrol and hurrri;ane protection. The overall project will need l4 million yards of sand. Tampa Beside being elected recently lo the port MTDcouncil.SI U /\gent Ray McDonald , a formerinla11d boatrnan,joumeycd to his old homestead in Revere Beach. Ma.s. on May 22 10 join his distinguished classmate, rhe stat~·s ussistant ilttorney general rrcd Riley at clllss reunion. Riley is in charge of corruption investigation. a • M TOTAL SHIPPED AllG........ Cl.a A Ct.u B Clea C 0 0 0 I 0 I l l O&H Towing i$ getting set to accept delivery of two new tugs next New Orleans DEC« DEPARTMENT GLOUCF.STER, MASS. Vanc:c, Davies. Roberts. Reid & Andcrwt1 100 WOSI Harrison Plau Seallll:, W9Shington 98119 Tele. #(~ 28S-3610 CHJCAGO, 1LL Katz & Friedman 7 South Dearborn Stree1 Chicqo. Jllipois 60603 Tele. #(312) 263-6330 Hen: is Mrs. Griffin's letter,: "Just a no1e of tluinks 10 the Harry Lundeberg School and the Sf() ••. my explana1ion will be brief. Here ii is so close 10 Mother's Day and natllrally I am missing my two sons, both graduates of the HLS. Then 1 picked up the latest Issue of the Log and read Frank Drozak's Report From lltadquarters .•. I realized that not only do both men have exciting careers, but they are actually helping with this major breakthrough! "My young1!3J son. Jess Radle, wa.t a crewmem/Jer aboard 1he El Paso Sona1rareh in Decem~r (now 011 the LNG Arl1!3) and his older ~A Totlll ............................... ......... . SEA TTl1E, WASH. brother. Michael. Phllllps wlll be a member of the crew 011 the Oceanic Jndependence In June. What a thrill to read about these SIU accompllshme111.r 01td ll(httt a perfect .~other's Day gff/. ping with prldt ..• thanks again." •TOTAL REGISTEREO DE1ROIT, MICH. Vicaor G. H-n 19268 Grand River Avenue Detroit, Michigan 48822 Tele. 11(313) S32-l220 Orlando & White Two Main Street Gloucester, Mauachul1Ctt5 01930 Tele. 11(617) 283-8100 other ship tbat Mrs. Griffin mentions, will be tho first American Oag passenger vessel in ten yean 10 resume opei:ations. Its n:birth is a direct result of legislation that the SIU helped pass during the latter pan of 1979. Ac1iv1ty has picked up in this port due 10 Crowley Maritime coming m with her 13 boats and terminal for her triple deck barges. Sabine has done more sh1pdocking ncrc and Mornn bas chipped in, too. Dispatchers lePort for Inland Waters - SAN FRANCISCO, CALIF. ' ~, La/CJ! Charles, La. • I Our intrepid, seagomg Cook Duncan V ''Pat" Patterson of St. Pete was on the disaster sc.:ne in T11mpa Bay on May 9 aboard the tug Dixie P~cgress (Dixie Carriers) w)l~n nn empty, mbound Chinese-<:rcwcd 606foot Liberian phosphate freighter rammed into a supporting pillar of the Sunshine Skywuy Bridge toppling 1.000 feel oftheccnterspan with a bus, three cars and .i pickup truck's 35 occupants 14 stories lo their deaths into 50 feet of water below. With dozens of boats and another ocean tug. the crew of the Di..(ie Progress searched for survivors in the: swift,currcnts of the 600-foot cliarmel and kept the SS Sllm!llil Venture from being swept onto the bridge agitin while 40 feet of the bridge wreckage dangled above. Later under her own power, the !.hip sailed to anchorfour miles away from the IS.mile long twin span which c;1rries 17,000 _cars daily. The Oag-of-<:onveniencc freighter slammed Into the span at 7:30a.m in blinding 40 mph rain squaU winds. Tampa Harbor. sheltering 13 ~hips. was. blocked by 1hc bridge debris for llve days. ,. High BIO~~ P~~!o~~~'!e~~~nd ~!:~op!~1!n!~}~!'!~~Jt ~!y'!nen- " r. e 1. 771e San Francisco Pub/Ir Health lfo.1p1tal hat a £1ogan people 1ho11fcl 110.1 01111111/on 10. The slogan Is, "Dol<'n With Hitch BIO<ld /'re.fsure." USPHS has reminded thl' l.og '""' Ma1•l.t l(l•perten,tlon Munfh. Here ~ wme lnfu about hypertensio11, /Jetter fwown as l11gh hlmxlpressurt', t•ourtu,t• of the Sa11 Francisco PHS lfospiia/. T HE disease is called the '\ilent killer" because it has no symptoms and i~ painless You may have hypencnsion and Ice! line. fhe only way to know if your blood pressUTe i~ high i~ 10 have it measured. The only w11y It> trea1 high blood pressure is to follow treatment ever) day. M1111y peyple think hyll,ertcn· s1on the medical term for high blood pr<!ssurc --is rel ated lo nervous tension. Staying calm and rela~cd i& no iiuarantee against having high blood pre~- medicauon every day. whether they feel nervous or relaxed . Patients who take their medication and follow their doctor's advice bring their blood pressure back to the: normal range.They may thi1_1k they have been cured. The trut'1 i~ tbat the medication acts as 3 blood pressure control. The medication controls your blood pres~ure only as long as you continue taking it. If you stop taking your pills. your blood pressure wilt go up again. As long as 11 patient remains faithfld to the treatment. high blood pre&surc: can be c.:asily controlled. If your ctoctor has prescribed. medicine 1or you. he or she may advi~t: other things such as losing weight a1td /1>r reducing the amount of ~a!t 111 you1 diet to hclfl the medication work hctter. Sometime) this may reduce the amount ol mcdicauon you need stop taking medicine. The plan your doctor recommend$ i~ d~signed especially for you. Make sure you understand the 1>lan and follow your d-0etor's advice. On.e of the reasons for the large med1ca I d J'O p-~11 t pr~ b ler_n among hypertensive patients 1s the fear of the bad side effects of 1he medication. Many hypertel)- sive medication will produce a lack of energy and impotence. This is no longer the case. Medication can be changed 1f you experience such $id-e effects. Jnform your doctor and he/she will change your medica1ton. If you have not had your blood pressure taken in the past year, you should make it a point to do so. lakes Seanaen Get COIA lnerease Effective May l, 1980, Grnt J..U. Seafaren wortdna on Great J,alces Ami. of Muiae Opcnton (OLA.MO) and KinlllWI vet1ela will be r«dvln' a 33 cenb per hour Cott of Jlvlas add-on. Coupled with rhe 21 ceatJ per hour COLA of Feb.,, 19118. Great l..akei Seafarers st,.q,bt I lme bourlJ waae ratai lncreUed b)' 54 cent1 10 far tllls ynr. Under the Uaion'b collective barpinfu& •creement with <.L AMO md Kinsmm, Great Lakes Seafarers receive a one cent hourly C05t or Uvlni :tdd-on for each .3 point 1 ise in the quarterly Con1umer P rice Index. The March Index rose 9.9 pol.DU, makinl tht COLA adjustment 33 caill per hour. The next con of llvln& adj11111menf due wW be Aus. I. 1918. May 1980 I LOG I 29 , e. • �I , Exp4N1are Sulflf The Lakes Picture A Igo.a.me The layoffs and production slowdowns in the automobile indus1ry arc having a negative impact on many related industries. The suppliers of ra~ materials and pans have had to cut back because the demand for their products from the auto industry is way down. And, of course, if demand for supplic:S is dowh, so is !.lie demand for ships to move those cargoes. Several SiU-eontractcd Great Lakes vessels have been forced into layup due to lack of cargoes. American Steamship bas laid up the Sharon indefmitely for that reason and Kinsman's Merle M. Mccurdy has been sent to Duluth for an indefinite period. Eric Sand Steamship's N/agara. which bas always been crcwed up and running l>y ihe first week in April didn't even start ci:ewing. until May 8 this year. General Motors just doesn't need much sand th11 year-and that's what the Niagara carries. ' • • • The Richard J. Reiss (American Steamship) will be out ofcommiuioo for at least four to eight weeks. maybe lon~r. Her unloading boom 9napped in half a.n d .she's been sent to the shipyard for repairs. Claleqo The Medusa Challenger (Ceme111 Transit) will be having a harder time than ever shaking her reputation as a Mjinx ship." While she made it imo Chicago 1¥itbout mishap last month and was the ficst SIU-contracted vessel to call tho.re, . er e111t was a not er stoty. rec out o six n ges on the Chicago River malfunctioned and a special work crew bad to be called in to make repairs. Lt took the t.fodusa Challenger six hours fora run Iha! no~mally takes no more than an hour and a )!alf. Better luck next time? • • • More problems in Chicagostopped1raf]jclast month. Gale force winds · tore un empty barge trom i1s moorings and sent ii crashing into Chicago's 92nd St. bridge. The bridge had to be closed to all river traffic on Tues., April 15 and di!ln't re-open un1il IQ AM the following.day. after rcjlairs were made. The SI U-contractcd Delroit Ediso11 and Juhn A. Kling (both American Steamship) were held back from departing Chicago on schedule because of the closing. ........ Watch Out Trouble! Here Comes the :Judge • Thanks in large part, to pressure from the SlU end other maritime unions. the Coast G"ard has added exposure suits to the specifications for Oreat Lako:s vessel lifesaving equipment, The regulation issued by the Coast Guard last month, also includes requirements on the carriage, use and inspection of exposure suits on the various types of vc$sels that operate on ihC( Lakes. "Use of the eKpostJrc suit," the Coast Guard said, Mwould provide protection to the wearer while in cold water for an extended period and would serve as a protective garment if worn in a lifeboat ..." It bas been estim~ted that of the 100 or more deaths resulting from Great Lakes vessel accidents over the past 25 years, between 50 and 30 percent of them were due directly to cold water exposure or to the secondary effects of c/lposurc. H11d exposure suits. been r,equired lifesaving gear aboard these vessels, many of these lives could have been saved. Issuance of the regulation, while important, will have little direct impact on Great Lakes Seafarers because m91t collective bargaining agreements with SIU-contracted Great Lakes companies already include a provision that the vessel be equippeil with exposure suits. SIU Tug, Judge, Squelches Second Big Tanker Fire In Last Six Months in Galveston._ hel For The haare The word from all over the Great Lakes is the same as the word across the U.S. -the economy is taKing i1s toll on every industry. A major source of inflation is, of course, slcyrocketing oil prices. The costlier fuel becomes, 1he more everybody looks forvia~l.ealternativc fuel sourc:es. One abundant alternative is western coal. Several U.S. power plants are in the process of converting facilities to run on coal-and if lbe trend continues, the payoff for Oreat Lakes shipping could be big. There arc vasl coal fields in Montana and Wyoming which eastern utilities arc beginning to eye seriously. But moving coal solely by rail from Montana to, say Oettoil Edison's power plant in St. Oair, Mich. is too costly and time-consuming to be wonbwbile. It ta.kes 10 days and costs S22 a ton for the 1700 mile t:rip. 'I llowever, moving the coal via rail to Superior, Wisc., and then via the Great Lakes 10 St. Clair would take five days at a cost of SI 8,50 per ton. SIU-contracted American Steamship Co. alread has a long-term contract with Detroit 1son and will besupp ymg the llll tty with about 3.S million tons of coal in 1980. American Steamship and other Great Lakes shipping companies may soon be moving 11 lot more wcstetn coal. Ao upstaleNew York utility is planning to build an offshore unloading plalfom near its Lake Eric plant and l.o put in two coal burning unit.s nearby by the late I 980's. lo addition, there's an cffon underway in Butfalo to line up financil)g · for a new coal port in the ciry. It's still too early to tell. but if the move 10 western coal moterialius 3 shipping renaissance on the Great Lakes could mu(crialize as ·well. What's •• "The firefighting cour~'t was a real asset in pulling out the blaze."saida 29-year-old SIU Boatman, Capt. John Niday. He was talking about a recent lin: thul he and his crew aboard The Judge (G& H Towing) hcljled to extinguish. And the firefighting course he was ralking about is the one offered jointly by the Union-'s Harry Lundeberg School in Piney Point. Md . and the Firefighting School in E!arle, N.J. The latter school is run l)y the Military Sealift Command and the U. S. Maritime Ad ministration. . Cept: Niday went through the firelighting course in 1975 when he took the Master's course at HLS. Two other members of 11rc .fudge's eiew who fought the fite also complelcd the course. They arc SIU Boatmen Harold L. McDaniel, engineer, and Ray ~Mugsy" McGuirc,deckband. Bro1her McDaniel received his engineering license lhrough the H LS in 1977 and McGuire was a 1977 entry graduate or the School. Also fighting the fire were Mate L R. Sarvis and Deckhands Ltroy Smi1h and Henry C. Jankowski. On the day the fire occurred, Apr. 2. The Judge sailed the Liberian-flag tanker Amoco Crrmonafrom Texas City, Tex. at 3ppro11imately 4 a.m. One hour und 45 mmutes later, 771e Judge go1 word that the ship was on fitc. The 789-foot tanker and an Amer- ican-ilag breakbulk carrier. Mason Lykes (Lykes On.is. Steumship Co.). had collided just past the Galveston. Tex.. sea buoy. The tanker baa un· loa!led crude oil and was headed ou1 while the Mason l-yl<eswas inllound to Galveston wi1h cargo. The collisioa resulted in extensive damage 10 both vessels bu1 no one was killed or badly injured. 8esides being on lire. the ; fmo1•0 Cremona had a 40·foot hole between lheNo. I and No, 2 1anks on the port side. according to Brother Niday. At about 8 a . 111. 1'l1i' Judge reached the abandoned uinker-the lirst boat 10 get to her, said Capt. Niday: The Coasl G'uard arrived around 8:25 a.m. and gave The Judgf'~ crew the order to put out the fire. Shortly aftctward three e1her G&H lugs arrived the Ti1an. Srurg<'cm. and /~m"' Haden. The Sturgeon had Coast Guard personnel aboard her and was no1 actually involved·in the firelighting. &cause of lh~ir firefighting equi11meo1. the 7iran and Laura Haden could oqly help in cooling down the fire. Bui taler in the day. another G&H boat, the C. R. Haden, eame and "got in there with us" to help fiiht tile bla7.c. Boal1lllln Niday said. The: crew of:. the C. R. Haden included: Capt: G.M. Bartholmey: Chief Engineer Johnny jlecd: Oiler Roy McElroy al\<I Deckhands Steve Wilder and Bill Hood . McElroy. Wilder and Hood arc Piney Point gnids. During the whole opera1ioo there· was heavy' (og and the ~water was a little rough." according to l':liday, Because of tile conditions. the boat G&H Gets Another New Boat, had to conMantly be maneuvered. The ship drifted about five miles before the fire was finally put out at shortly after 2 p.m, Firefighting apparatu~ on.the ship also helped con1ain the bla1.c. Niday said thal before the crew abandoned the Amoco Cremona they 1urnecl on her tire mo11i1ors. lhe ship was "Cqu1pped with an incn gas sy)tcm which enabled tbe crew lo flood the tank~ with a non-combustible vapor. The fine work of G&H crews in puttingo_ut the A,;W('CJ Cremu11afire comes five months nfler crews on these tugs helped to fight a bigger and more dangerous blar.e. TI1at incident occurred on Nov. I, 1979 -. when two Liberian-flag ships collided 4.S miles off Galveston Bay. Set ablaze in that collision was the 772-foot ta-nker Burmah Agatt' loaded with 1 6.~ million gallons of light crude oil. or her 36-mun·crcw. only four survived The 01hcr ~hip, the freighter Mimc>.<a. also caughl fire b11t none of her crew was killed . Along With the c. R. Hutf('ll, fill' Jucl,1(1! helped p111 out the fire 0111 he /'.'limo.la. Then. with the help of the /Aura lfndett. thc.se three boots ,tayed· with ~ the burning 1ank~r for one week. They pnwlded the ptimary firefighting effort during tha1 time. 11-·or lull detail' 1in this 1naident, sec page 8 of the mruary 1980 f..ai:), ! A happy group of tirefighler.s from 1he G&H Tl.lQ Judge gather fora phOIO w•lh SIU rep Dean Corgey. lefl Tile firefighters from U'le tell are. Leroy Sm11h, deckhand Johnny Niday. eapta1n Ray "Mugsy· McGuire, deckhand, and Harold McDaniel. eng1nee_r, ' ..................... Oot f When St.ars Come at Night, f • • • • Your Pay Goes Up! • • • • • the Barbara Neuhaus Wro~g? Tlje Belle River. Amcricai;i S1c11msbiP's thousand-foot coal carrier, fit oul in Ouluth on Apr. 29. D Oevetaa• American Sttamsbip"s brand-new self-unloader, the MI V A1114!tiCJJD .~farinl'r, made her maiden run at the end of April. The 130 foot bulker loaded iron ore in Escanaba, Mich. Then, with the 18 SIU members who make up her unlicensed crew, the American Mariner beaded for Ash1abula. Ohio. Shown underway 15 !he newest adchhOO 101"'!1SIU·contracted fleel of O&H Tow· 1ng ol GalveS1on. Te11 She·s the 3.000 11ofsepower boa1 Barbara H Neuhaus. Fraaldort Repwrs and rcnovalions arc still underway on the carfcrry Anhur K. Atkinson (Miuh1pn lntentalc Railway Co.) The City ef Milwauke,. has been 1ied up indcfini1cly. lcavin& the Viking the only SIU-contracted carferry still operabnJ hen:. At one time Ille: Viking and the Cit)' of Milwaukee were both on a 5-and-2 schedule, But frcigbl volume is now way down and 1he Viking's SIU crew is currently on a 2Q.and-8schedule. If you can find out and fix it, you've got great job security and good pay. f'orpsofElllClaeen So take the Marine El~l Maintenance Coune The N, Y. district Corps of Engineers conducted public information workshops in N, Y.C. and Buffalo last month to inform the public on lhe status of a stpdy 1hcy are !loing. That ~111dy concerns the feasibility of building a bar&e or ship canal linking the Great Lakeswilh the Atlautic Ocean. at HLS. It etarta August 18. Fill out the application bl this iuue of the Log or contact the Harry Lnndeberv School to emoll. With her red coat of paint she"s a bright new addition to the SIUcontracted fleet of boats. Her name· is the Barbara H. Neuhaus and she's the fourth in a ~rics of 11 new tugs being built by 0&.H Towing' of Galveston. Tex. Like the three boats that preced'ed her and the one to follow, the Barbara H. Niuhaw waiconstrucled at the Diamond Ship- yatd in Savannah, Ga. She's 88 feet long, bas a beam of32 fect.adrafl of 16 fec1,anda horsepower of 3_.000. . .. Sheil be doing sh1pd~king and other harbor. work in the Galve11ton-Texas C11y area as are her sister boats Titan. Loura Haden, and f>enia. There is no _due daie .yet on the fifth boat an the sc:nes. the Mark K. f You~ skil/eJ in Olestial Navi.gation. •So f f enroll in tile Celestial Naviga11on course ac HLS. IC'll help f f f more monpy/ ¥ ¥ Contact the- Lundeberg School or fill out the application in f this issue of the Log. The course starts August 4. f you learn what you need ro know to e;un the Ocean Operator Over 200 Miles license. And that means fl betler 1ob and • f The teachers al HLS give every student all the iml1v1dual he!p : f /IP needs 10 succeed. So HLS 1s the place 10 learn celesual f naVi&dtion. The sljlff is tllere to help you gel .iflead; f ~ •••••••••••••••••• May 1980 I LOG I 31 ao I LOG I May 1980 • 1. �) ";, . • t·I I . ~,amlS ROl>M Douclas. 61. joined the SIU in the pon of Mobile in 1955 sailing as a 2nd cook. Brother Dougla. lMltlcd 28 yean.. He IS ii wounded veteran of the U.S Army in World Wtir II. Seiofarcr IJouglJb wa< born in Alabamo and "a re<ident of Andlllusia. Ala. • Prlmltl•o Mu.•c, 65.joincd the S(U In th~ pon of New York in 1958 sailing m the s1eward depanment. Bro1her Muse.was on the pickctlin~R inlhc 1961 N.Y. Harbo<bcefandlbe 1963 Rotobroil strike. He is a: veteran of the U.S. Army in World War !I. Seafarer Muse was born in Marlcho. P.R. and is o ttS~dm1 of New York City. Sigmund Rothschild, 65. joined . Lhe SIU in 1944 in the pQn of New York sailing as a chief steward. Brnthcr RoLl1!JCh1ld s111lcd 36 years He was born in New Yori. City and is a resident of Hou.n on. • I.Boy Maurice "Nlrk" Nkbollu. 62.joinc:d the SIU in 1939 in the pon of Mobile sailing as a chief ~toward. Brolhcr Nicholas sailc:d 43 yean. He is a wounded vc1eran of the U.S. Marine Corps in World War II. Scafutcr Nocholas was born in Mobile •and is n resident Qf New Orleans. Recerlificd Bosun R..augn Johnson, 59.joincd the SIU in 1946 in the port of Mobile. Brother Johnson graduated from tbc Union's Re· certified Bosuns Program in April 1974, He is a veteran of the U.S. Navy in World War II. Seafarer Johnson was born in McKcn7.ic. Ala. and is a resident of Houston. Leon.rd O'Hara Kennedy. 63, joined lhe Union in the port of 'Houston in 1960 sailing as a deck· hand for the Gulf Canal Lille in 1%() and for the Mobile Towing Co. from • 1965 to 1975, Brother Kennedy nlso sailed for the Brooklcy Field Co. in Mobile from 1949 to 1958. He sailed deep sea as an AB from 1936 to 1949 from the pon or Mobile. He was a member .or the old IS U. Boatman Kennedy was 111Jo a rigger and aircralt engine~ inspector. He al· tended a Piney Point educational conference. And he is a veteran or !11'; U.S. Anny in World War II. !Jorn in Beatrice. Ala.. he is a rcsiden1 of.Stapleton, Ala. ;( I kobert Edward Ernest Thoma.. , 15. joiQC<I the Union in tile port,,of N!>rfolk ih 1965 saili119 a.-1 chief <he•.,I engineer for Cunis Bay' Towing fro~ 1965 to 1972 and for McAllister Brothers. Brother Thomas wa;aformermembcrol MEBAfrom 1959to 1965. He os a veteran of the U.S. Nary m World War II. Boatman Thomas was born in Glouces1er Coun1y. Va. and IS a TCSldent of Chesapeake. Va. Hubert £u&'tll• MM!lcs; 60. JOincd the SlU in the port of New York in 19S4 sailing ns a 2nd cook. Brother Mathes uilcd 34 yc.ars. fie was born in Konapolis. N.C. and is a resident of New Orleans. ,, Lewlll Cllflon GlanvDle. S9. joined the SIU in 1940 fn tbe· pQrt of Baltimore sailing as a wiper. Brother Glanville was born in Virginia and is a resident or Baltimore. Kllrt CU5m Haestrom, 6S, joined the SIU in 1943 in 1hc pon of New York sailin9 as an AB. lltothcr Ha&strom walk~d • lhe pi.ckellines in th"c 1961 Grenier N. Y. Harbor stri.ke ~nd th< 1962 Robin bine beef. He was born iri Swede~. is a_nau>ralizcd U.S. cit~en and i.' u resident of San Francisco. J ohnnie u cHodceo, 60,joined the SIU in 1948 in the port of New York saolin& as n chief steward. BroLher Hodecs sailed 39 years. He .is a veteran of the U.S. Army in World War II . Seafarer Hodges was &o1nfo Greenville, N.C. 8Jld .is a rcsidtnl uf Vir@inia Beach, Va. Juan Hopkin!I, 6S. join,;o the SIU in 1942 in the port o( New York sailiug a~ a fireman-w8tertt!11ilcr. Br1.11hcr ll opkin5 sailed 3!> Y,Clt~. He wt,)rkcd un the San l'riinctsco SC3= ~ lllnd Shoregnng 10 1975. Seafarer Hopluns wils on the pickcdine in the 196$ Oi:uriel Council 37 beef. Dom in Pucno Rico. hessan:sidentoTSan .FrancisCo. · Ham Edaar fflll'tHn, 66.joincd the SIU in 1940 in the port of Miami sailing as a bosun and ship's dclcga1e. Brother Hansen sailed 39 year< and for Ctowley Marine He wu born in Dania. Fla. and is u rtsodcnt of Andersonville. Ga. Augustus Rog!!r Hick11Y, 68, jomccJ lhc SI lJ iii tl\e poi t ,o f ~w York in 1951) $3iHng as nn Ali. lirother HicLey sailed 37 years. lie is 11 veteran ol the U.S. Navy 111 World War 11. Seafarer Hickey was born in MassachUSCll.$ and IS n resodcm or Wilmington. M:us. Patrick Gerald Fo~. 70,joincd 1he SIU in 1943 in 1he port of Baltimore sailing as a fireman-watertcnder. Brother Foxsailed40ycars. Hewasa former member of tbc ISU. Seafarer Fox received a Union Per>onal Safety Award in 1960 for sailins ahoard an accident-free ship, 1he SS °Clt)•oflitlma. Hcalsoatlondcd Piney Point Workshop No. 2. Fol!. is n veteran oft he pre-World Warll U.S. Navy. Born in New York City, he iu resident of Long Beach, Calif. WllUam Harold Chadburn, S7, joined LIM! SrtJ in 1943 in the pun of Norfolk sailing M a steward uti.lity. Brother Chadbum was born in Canada and 3 a resident of Long Beach, Calif. UMW Grateful for SIU Support in St. Louis Stri~'- T " Eit S I U has always been ou1 ended in complete success for the In fact, the UMWappreciated President Mike Sacco with a front al the head of 1he pack UMW and the worker> nt the the SI U's help so much. that at plaque. In brief, the plaque said: when comes to helping a terminal. their Constitutional Convention "Thanks SIU. you did a great brother union in a tough beef. One more thing. Let II never be in Springfield, Ill. on May 6, •JO . b . .. The United Mine Workers said that the Mine Worlcers do UMW International P resident In accepting the plaque, Vice Union found this ou1 re<;ently in not appreciate help. Sam Church, presented S I U Vice President Sacco reminded the St. Lo ui s where they were lJ MW Convention lhot the trade involved in a tough strike a.l union rnovcmcnl lives by unity. American Commercial Terminal. He said that in these changing a coal transfer facility. times. where unions are facing The strike las1ed for three new challenges 'every day. umty weeks. But it might have gone on must remain the labor movelonger had not the S IU stood ment's number one priority. shoulder Lo shoulder with the Sacco's s tirring remarks Mine \Vorkers. earned ·him several standing ovaSlU members and officials tions ~rom the gathering Mine stood picket duty with the Workers . Mineworkers at the plant's But mosl importantly, the shorcside e nt rances. The S IU SIU's actiot)S in supporting the also helped man a picket boat on U·MW has earned the S IU ·a the Mississippi Rive~ to halt or pledge of support from the Mi ne disrupt barge traffic goi ng into Workers in any beef we migh1 the plant. SIU Vice President Mike Sacco, lef1. receives award of !hanks from l~MW have. The SIU and the M ineworkers Pres1denl Sam Chutch al UMW Convenlion in Illinois on May 6. At nghl Is UMW T hat's the way unity works in Distroct I 2 Rresidenl Kennerh Dawes The awardwas In appreciation for lh!l SIU's made a good team. The strike support of the Mine Workers' slfoke al AmeflcaqComme1c1al Terminal in S1 Louis. labor. Brother helping brother. Oldti111er Donates $10,000 to HLSS To Help Young People A retired member of lhe former Marine Cooks and Stewards Union has donated SI0,000 to the Harry D•rreU Leslie Coleman, b9. joined the SIU in 1he porr of M ol:liJc in 1951 sailing a.s a 2nd cook , Brother Coleman also $ailed os n 'ship'• ) delega1e. He was born in Mississippi and is a rA<Sideni of Pascagoul-. Miss. M1ke Diltian. 60, JOlncd lit<: SIU on 1943 in 1he pon of Norfolk 'ailing as an oder. Brolbu Oikun wa\ horn on Piusburgh, Pa. and is a rcsidcnl of Los Gatos, Calif. Robert Donnelly, 58. joined 1hc SIU in th,cl)Q.rt <;if New York in 1950 sailing as a cliicf 'Slewurd. Brother ' Donnelly sailed 35 years He hit the bricks in thc 196S District Counctl 37 beef. And he is a vcteraA of 1hc U.S. Army in World War JI. Seafarer Donnelly was bom ill Newark, N.J. . and is a resident or ln-in111on. S.J. S. J. "Barney" Maaters (let!) is snown wilh hos good friend George Foote.also a retired seaman. U.S. Jobless Rate Jumps to 7% = T1ie U>WilrJ'• joblca rate lul mllllon. Auto worllen j<i.bk l1lOlldi J-ped lluirply lo 1percent bit 21.S percent. Conslruction of tbe wortfon:e from March's worbn rate biked to IS. I percent. percent, lite aharpetl •lllce Factory worbn had tbelrrate biked January ms. 111e untlllployme.at -to 7.9 percent. Wholesale and retail rate bad. rem•hiecl ltable at about 6 ttade worten ban been bit, too. peremt lor dte i.t two yean. Hardllt hH "ere adult men whOJe Aprtra 7 percent Joblea rate ill the jobless rate cllmbed to 5.9 percenl highest nte recorded since June from 4.9 percent, the bl11e11 Jump 1977, (7.2 l*-1). Last month since 1'49. 7,.256,808 worken were 1utemT1ie adult womens' 1'8te rOle to 6.3 ployed, wfdi 97,ISf,HOwortiJncout percent from S.7 prrcent in Mardi. of a workforce of IM.4 ndWon. The tttnaac rate swelled to 16.l RoqhlJ 115,... U.S. worten percent from LS.9 percent. got piDt .up. ID Aprtt prlndpally In Blacta' jo. . . . . . lncreued to the uto, . . _ cOMtrucdoe, die, 12.6 percml WI mondl from II.I .CHI aad .._,,_ lndllllbleii. per-.t. Auorc11a1 to lilt Labor 1>eparcht a baPl!J note W• ltrUdt Wiim the rate for mWoritJ teenapn weal nie111•1 101111' of Stadltlct, to 29.1 percmt from 33 dowa Dr. Jaa,et Nor"ood, die put four IDOJ1l•1, Ille number of perceat. In Febnairy, their rate wat unemploJed r0tt bJ some 1.2 37.9 percat. nae • • Lundcberg School. in appreciation for the good work the school docs fo.r young people entering the industry. S. J . "Barney" Masters, 79, re<:enlly told a Lug rep~ntative ~hat he wanted to do something good for the younger men and women entering the indUlltry and decided tha1 the best inst rument for his pufPO$e was the Harry Lundeberg School. ..Even though 1 retired before the MCS-STU merger." Masters said, " I have been reading the log regularly, and lhave been impressed wi~h what the SIU hll8 been doing at Piney Point." Masters, a widower since 1970, is termil)ally ill with cancer. Hcsnid he wanted to make his donation to H LS wbilc he was still alive. because he wanted lhe school to get 1he full amount and nol bave the money c-m· '·2 eaten up by legal costs which might cook: in various loggmg camps in happen if he waited and made ii a Oregon for a number of years. bequest in bis will. Portland was his home port for most of his &cagQing years. H c has He fi~t went to sea irl 1940 as a CO_ok and Balcer on the SS Corne- lived, since his rcti~ement, in lius Gil/imn. He rel ired in 1964. _Jun-cfron Clty. Oregon, south of lkfore going to sea, he had been a · Portland. That Cargo Has Gotta M?ve! ...And ;ou're the one who tnakes it happen ~nalbWty. Bespeot. And more money. too. These are t h e things you can earn when you are so~ at what you do that you're really the best. THEY' RE THE THINGS YOU EAR~ WHEN YOU'RE THE CHIEF PUMPMAN. Why settle tor l ess? You're an SIU Seafar e r-the rnost profesetonaJ maritime worker in the world. You're the best-rnake Jt. pay. Sign up for th e Pumproom Maintenance aod'Opcralion Cours<' l\t ll LS. To emoll. contact HLS or ft11 out the application ln thla issue of the Log. en-• May 1980 I LOG I 33 II I LOG I May 1980 J ( • �.. Roy Junior Llchtilti'. S4, djed of heart-lung fail· urr in 1hc Nassau Bay (Tex.) USPHS Hospital on Oct. •9, 19'19. ........ :Brother Lightner joined the SIU in the pon of Wilmington. Calif. in 1956 sailing as an OS. And he was aboard the sunken S,S Yel/Q>\'.f/Ofll! (Ogden Marine) on June 13. 1978. He wu a veteran of the U.S. Marine Corpsin World Warll. Scafarrr ligh1ner was born in York. Pa. and wa.. a ~ident of Pasadena, Tex. His repta.ins wcregil'l:n 10·1hc University of Texas Medical Bureau Medical School Galveston. Surviving a:n: his widow. Georgia nnd hi~ fa1her. Roy Lightnct Sr. of York. ...... ..-, Pcmioner Clin· ton Jack Mmra)' Jr., 71, died of heart lailure at home 1n ~ule on Dec. 2. Brother Murruy Joined the SIU in the por1 of Seatlle in 1956 ..ailing as a bo~un. He sailed 34 )UIS. Seafarer Mui ray was bom in San Froncisco. Crcmaiion u>t>k pince in Scaule. - Pensioner l:s· sen Alron<o John· son, 78. died in New Orlenns M Dec. 12. BrolJler Johnson joined the SIU in 1938 in 1he port QI Phila- delphin sailing as a bosun. He 1alled 46 yc:ars . Seafarer JohMon was bom in Skam. Sweden and w.t.< a naturalized U.S, ci1iicn. He ws.\ a rc.1idcn1 of New OrJean§. Crcma1i9n 1<1nk place in St. John'; Crcmacoi)>. Ne\\' Orl1tns. Survl.ving is a brolher. C. Johnson of Cambria Heights. L.1 .. N. Y. Pensioner Jolin Thomas "Jack" Morton, 78. succumbed to a heart anack on Dec, 22. 8rocher Morion joined tlic SIU in 1945 in the port of Norfolk sailing as an AB. He was a veteran of the U.S. Navy in World War I. Seafarer Morton was bom in North Carolina and wns a resideni of Roi1boro. N .C. Interment was in Shiloh Primary Baptist Church Cemetery, Roxboro. Surviving is a.sister. Lorene of Roxboro. ' Pensioner John Russell Michaelis Jr., 72, died of lung failure 10 Union Hospital. New Bed ford, Mass, on Feb. 10. Brother Miobaelis join•d che SIU in 1938 in lhc pon of New York oa1lingas a fireman-walcncnder. lie hh the bricks in bo1h the 1961 Greater N.Y. Harb(!r t>ccf and 1he 1962 Robin Line Strike: Scara:n:r Michaelis was born in New York and wa> a resident of New Bedford. Crema1ion took pince in the Swan Pt. Crcmatoryi Providence, R.'I. Surviving is his widow, Anne. Pcn ~ioncr William Henry Millison, 76. passed away from ' a bean nnack on Feb. 27. Brothet Millison joined the SIU in 1947in the port of Phila· delphia ~iling as a bosun. He sailed 29 years. Seafarer Millison attended lhc 1970 Piney Poinl Crews Confcn:nceNo. 4. Born in Philadelphia, he was a r1:1idcnt of Gloucester, N.J. Cremation took place in the Harleigh Crematory. Camden, N.J. Sµrviving arc his widow, Gladys; t'Wo daughters, Mrs. Madeline C. Choate of Cape May Court Hou5e, N.J. and Mrs. Barbara Hasson of Camden and a sister. Mrs. Mildred Bradway of Camey Pt .• N.J. Pcngioner Ste., en JOMPh ICnapp, 76. passed away from a hellrt Pem.ioncr Julian Davis Brot!Mn Jr., attack m Commu63, succumbed 10 hearc failure at home nity lll>spical. in Wanc:hesc. N.C. on Mar. I. Brolher New Pon Ricllcy. Bro1hers joined the Union in the port of Fla. on <Xi 3. Norfolk in 1961 sailing as captain for Bro1her Knapp GATCO frorn 1950 10 1972. He was a jo111ed the SIU in 194-0 111 1he port of former member nfthe UMW from 1951 New York ~•ilins &fa 2nd cook. He was to 1961. Boalman Brothers wu born in a vc1cran of lhc U.& Army in World Wanchcse. Bori41 wu in 'fillell Ceme· War U. Seafarer Knapp was born in 1cry. Wanche~e Survivin& are his Czechoslovakia and Wll$ a resident of wido'W. Shawnct and three daughters, New Port Richey. Interment 'WU in Gail. Linda and Mo~. 1he Meadowlawn Memorial Uardt:ns Pensioner t.ra Malvin Gower Sr., Cemetery, 61fen, Fla. Survivln1 arc his 112. passed away from a hcan at lack in widow. Evelyn: a brother. Andrew of Maryvicw Ho1pital. Portsmouth. Va. Pa5saic. N.J. and an uncle. John Knapp , on Apr. 2. Bro1hcr Gower joined the or East Rutherford. NJ. Union in the pon of Norfolk in 19!'>(1 L~or Davill 111, 3$: dic,d ofhean rail· sailing as a cook forGl1TCOfmm 1946 urc on Mar. 28. Brother Davis joined to 1963. He wa' a former memberilflbc the SIU in Ille pon of Jackson"illc m UMW from 1953 tu 1960. Boatman 1970 'llilinJ! a.\ an OS and as"\tant 3rd C1ov.u was born in Florence. ~.C. and cook He ..ailed In tl>c Vietnam War. "u' a rcsidcnc of Portsmouth. lrucrheafarc.r l)a\'1~ WI!> born m Jachonville mcnt was 1n Orcenlawu Memorial 11nd wa'>>H re~iden1 1hun:. Surviving are Gutden~ C'emc1ory. Chesapeake. ""'· hi• w1do\\>. Caroltn. twu .on•. l.<roy Jr Survivin!! hi. widow. Rulh untl 11 IV and Ronald ftnd '"'0 tln11gh1tn. daullhler Mrs t:mui G M a1u11 ul Pamela and Ma•hauna. Pon~mou1h ""° 34 t LOG I May 19110 Jul111 ReMI Monn, 62, died of hcart-lun1 failun: in the New Orleans USPFIS l:lospital on Jan 8. B.rotber Mones joined the sru in ;--... the pon of New Orleans in 1955 sailing in the slewaid department. He sailed 38 years. Scafar~r Mon~ was born in New Orleans and was a resident there. Burilll W8$ in Cypre$S Grove Cemetery. Ne'W Orleans. Surviving arc a sis1er. Mr6. Juanita Howard of New Orleans and a niece. Dolor~ Dec Bates of Chalmctte, La. Arthur ..Artie" Moore Jr., SJ, died in the USAF Wilford Hall ~edicol Cc.nter, Lackland (Tex.) AFB of heart-lung !Ai. failure on Feb. 12. "' Brother Moore joined _the SJU in 1hc port ofNcw.York in 1966. He sailed last.as ohicf electrician and QMCD. He was a retired scaff sergeant of the U.S. Air Forces (USAF) in World Wur II. Seafarer Moore was born in Booneville. Ark. and was. a resident of Universal Cicy, Tex. Interment was in Beaton Cemetery, Hot Springs County. Ark. Surviving arr two sons. Patrick and Michael and his mo1her, Mrs. George (Eula) Ji. Follensbcc or Hot Springs. Pensioner James Lionel Morrison., 8~. passed away from Hodgkins dlseate in the New Or· leans U.S. Vet· erans AdminisLl')i· lion Medical Center on Feb. 26. Brotlicr Morrison joined the SIU in 1938 In the port of Boston sailing as chief steward. Re sailed 45 years and for Seatrain, Seafarer Morrison was also a 111cmber of the ISU. He was a veteran of the U.S. Anny in World Wn I. Born in Kingston, Jamaica, B. w.r., he was a resident of Westwego, La. He was a naturalized U.S. citizen. Burial was in Provide11ce Memorial Park Cemetery, Kenner, La. Surviving ill'C a son, James Jr. o( New OrleAlll; th('CC daughters, Mrs. Lucy M. Bagnerise. also of New Orleans, Joyce and Debra and a grandaon, Carl Davis or New York City. PerlS!oner J - F. Ab Cbaa Chan, 63. dicd'ofheart disease at home inSan Frani:isco on F'eb. l.S. Brorher Chun joined the murj!Cd MC&S Union ho 1947 in the pon of$an FranciJc()sailina for American President Line (A PL). He fitsl began sa1hng on the West Coast in 1938. Arul he was born in California. lntermenl wa& In Grecnlawn Mernorial Park Cemetery. Colma. C.lif. Survi11m1 i• a brother. Sill Chan of San Francisco. Pensioner CM.ilno M. Patron, 72, pas'ed away from peritonitis in' the Scaule General Hospital <!D Jan. IS. Broiher Patron !tarted sailin1 on the" Matson Line in 1956. He 'Was abo a eanncry work tr. Patron was a veteran of the U.S, Armed Forces. Born in the Philippine Islands. he waa a taidenl of Scaule, Burial was in Washelh Cemctu}. Scuttle '\urviving are bis wtdow. Ella and a daughter, Catalina of Scenic. ltex Jorie O'Connor, 56. died of natural causes in tbc Kings Coun1y Kospital Center, Brooklyn, N. Y. on Feb. 11. 8(other O'Connor joined the SIU in 1941 in lhcport of New York sailing .as a chief stC\l!ard. He sailed 39 years and auended the Piney Point Crews Conference in 1970. Seafarer O'Connor was born in Spanish Hon· duras and was a resident of Hoboken. N.J. He was a naturalized U.S. ci1izen. lntennent was in lhe·.Silvcr l',foun1ain Cemetery. Stntcn Island, N. Y. Sur· vlving are his widow, Edith; a son, Dorian; a daushter, Usha of Hoboken; hi• mother. Adeline of the Bronx. N.Y. and a sister, Gunda of Brooklyn, N. Y. Robert John Pmry Jr., 29. died in Bangkok. Thai· land on Jan. 31. Brother Peqry joined the SIU In the pon of New , Ynrk ln 1975 sail. ing as a firrmanwater1endor and in the $1CWard dep;lit· mcn1. He was born in Jrvjngton. N.J. and was a resident of Berwyn. Pa. Cremation took place in Bangkok. Surviving arc his parentS, Mr. nnd Mrs. John and Olgn Penry of Berwyn, J•mes Clcrn~nl Wilkins, 67. died of heart failure m 1he Childreo·s Hospital. St. Petersbura, Fla. on Aus. 12. 1979. Brolher Wilkins joined the Union int~ port of Norfolll in 1961 saillng ~ a deckhand. mate. pilot and captain. on the ThgGA.TCOfrom 1943to 194s·anc1 GAtco 10 1972. Allied Towing from 1961 10 1972. on the 1ug Venturrr (IQT) ftom 1972 t'o 1979. Mariner Towing.from 1945 to 1961 and for UIC. HewasaformcrmemberofthclLAand UMW District SO. Boalman Wilkins was born in Belhaven; N.C. and was a reslden1 of Chesapeake, Va. Burillll was In Riverside Memorial Parle Ceme1cry. Norfolk. Surviving are hi~ widow. Martha; two sons, Frederick and Do11akl Finley 11nd three daugbter.s, Manha. Cynthia •ana Mrs. Margaret Finley. Pensioner S-1'11D& Fiil, ~ died of a heart ~taelt in St. Francis Hospital, San Francisco on June l8. 1979. Brother Fal joined the Union in the port or San Francisco in 19SSHilin1 • 1 cook and bUer. He wu born in Toisban, lwangtung Province, China and wu.a.re1ident ofSan Ftancisco. Fat wu president of tho K.ay Wah Baken'. San Francisco. 81¢81 waa in !ht Nini Yu111 Cemetery, Colma, Calif. SurvivinB arc bis widow, Lee Yun Laj; a son, Mao Sat Sam of San f.rancjsco and three daUabtcn, Sam Puna Ym1, Sam Uan1 and Sam Obi Ying. PC1111ioner Valoll Uo!ftll Hobart Hta...... 17, peucd away in Tuality Ho,pilal, Hillsboro. Ore, on Jan. 11. Bro1ber liuahcs started sailing on the Wesi Coast in 19'3 as a steward utility. He was born in Saa Die£!), Calif. and wu a resident of Killsboro. ln1enmnt waa in Pioneer CcmctC1)1, Hillsboro. Surviving.are n bro1lrer, Adrian of Hillsboro; as.iater, Mrs. Shitlcy Schendel of Forest Grove. Ore. and twn nlcCC$. Mn. Vima Jticbards nf Hillsboro and Vcrt111 Modrell of Cornelius. Ore. S~'!'mary Annual Report for Seafarers Vacatio11 Pl-qn Tius is a summary of the annual report of Seafarers Vacation Plan, 13-5602047, for January I, 1978 to December 31, I 978. The .a nnual report bas been filed with tlie InterneJ Revenue Service, as required under the Employee Retirement fo. come Security Act of 1974{ERISA). BISlc Flnan.clal Statement Tile value oC plan assetS, after subtracting liabilities of the plan, was $5.I I 0, 173 as of December 31, 1978, compared to $3,118,190 as of December 31, 1977. During the plan '* ·-·-··· I Gec>11e Frcderidl Llanos Pl-e contad, Mn: William A. 1Ja11os. 8-le ID Tulsa, Oklahoma. year the plan experienced an in· crease in itsncwassetsofSl,991.983. This included u.nrealiied appreciation fo 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'oftheassets al the beginning of the year or the cosl of assets acquired ~during the year. Duriog 1he plan year, the plan had total income of $21,656,691 includ· ing employer contributions of $21..137,809, earnings from investments of SS 17.219. and other income of Sl,603. Plan expenses were $19,690,313. These expen.ses included $16,91S,· 037 ·in benefit payments to panici· pants and their beneficiar'ies, SJ.580,070 in administrative ei1penses and Sl,19S,204 for payroll taXes on vacation benefits. full annual report. or $.10 per page for any pan thereof. You also have the right to receive from the plan adminislrator, ·on request and at no charge, a statement of the assels and liabilities of the plan and accompanying notes, or a statement ofincomea11d cxpel)Ses of the plan and acbompanying notes, or both. If you request a copy of the full annual reportJrom the plan admini.~craior, these two statemcnls and accompanying nolcs will be in· eluded 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 ponioosare furnished without charge. ,You also have the right 10 examine the annual report ·at the main office of the plan, 675 Fourth Avenue, Brooklyn, New Y.ork IJ232. and at the U.S. Department of Laborin Wasliinglon, D.C., orto obtain a copy from the U.S. Depatlment of Labor upon payment of copying costs. Requests to the Ot;parlmenr should be addressed to Public Disclosure Room, N4677, Pe.Uion and Welfare Benefit Pro· grams, U.S. Department of Labor, 200 Conslitutioo Avenue, N.W.• Washington, D.C. 2021·6. Very Ufltlllll Tel (918) 5874908. Your Rlghh to' Additional Information c..., J;. Smid! P l - coatad, David M • .Fole7, 5"" ZllNI St. W., Bradenton, Fla. 33!ie7. Frank Donovu Pl- COClhd, W.itcr H. Stovall, 4635 Oakl91 Clenlmld, Ohio, 44102. Call coiled Tel. (216) '31· 7476. Very Ursmt II c-, DMld R. Sa .... P l - coatact, FarnJ!forth. Call HonoJtllu eollffl, l'cL (IOI) SJ&.77tl. You have the right to receive a copy of the full annual report, or any part thereof, on request. The i1ems listed below are included in that report: I. An accountant's report 2. Assets held for investment To obtain a copy of the full annual repon, or any part thereof, write or call the office of Mr. A. Jen.sen. 675 Fourth Avenue, Brooklyn,, New York 11232. The charge to cover copying costs will be S 1.00 for the ' KNOW YOUR RIGHTS FINANCIAL REPORTS. '111e.consiilu1ion of iiie SIU Atlanric, Gulf, U.k...- and lnlund Waters District makes specific provision for ••fttiuardiog the membership's money and Union finances. The- cOMtitution requires a detailed audit by Certified Public Accountants every !1'1'ct mqnlbs, which arc to be sul!mitled to the membership by lhe Se.c;rc1nry-Treuurer. A quartcr(y llnancc con1mh1.ec or ronk and Hie members, elected by the membership. makes cuminotion e:icb quarter .of the flnon«s of the Unioo and reports full y their findrngs and tteom~a· lions. Members of this commi11ce may make disscnuna rcpori., spcc1flc rccommcndu1lons ancl kpur;ue findinp. I TRUST FUNDS. All trust funds or lhC SIU l\Uantic, Gulf. Uikcs and Inland W11crs Oiwict uc adminis:tcrcd in acconfance with the provi<iions of vario<n 1rus1 !uod Ogtttmcnts. All ll>eK •grccmcnts $j>C<:ify th•l lhe 1rus1_ces in charge or these funds Jh•ll equally consist or Union aod munugcmcn1 reprc>en1111i"cs and their allcrnaies. All ~•pcnditurcs unit. di&hurs..·mcn1s ol rrust fund• are mode only l/fX>ll approval by a mo1ority of the 1r1111ccs. All trust fund lirumclal n:eords arc ovoilablc 11 the headquor1crs of the various ltU$l runds. SffiPPINC RIGHTS. Your·llhipping nglll• and senior· Icy ari! pro1ce1cd c:«:lusively hy lhc cc,>n1uc1~ hc1we~n !1'• Union ond IM employer.. Oct to know your sh1ppina riahts. Copico of U>C>C conlr•cl> ore p0s1.U ond availal>lc on ;all Union hall•. If you feel 1herc ha• been •nY viola1ion of YOtlr lhipp1ng or seniorily rig6ts as c:oninincd in ~he conirncts bctwten the Union und 1hc cmpll)yen;. no1tlY Ibo Seararcrs l\~als 11\>or<.I by certifi,;d 111uil. r(ttm\ re· ceipt .requc.1td. The proper ud.lrcss for &hi• '" FnM Drouk, Cluolnaae, Staf_,. Appo.ots llollnJ • %7$ • 18111 Scrttt, .Brooklyn, N.Y. 11215 Full copies u( conlrlll:I• 11'1 ..,rcrrcd to ore ovailabl~ to you at all 1imr., either by writrng dire<tly 10 the Union or 10 the Scar..,..,.. A!'PC'i~ HoArd. CONTRACTS. cop;.. Qf all Sill cuntrnct• ore uvall· •hie in wll SIU ll•ll•. ThCt<! copir~clJ' $~ify 1he wag.. •nd conditio1u under which yuu work ontl II\/\.\ utiuord Your ship or boat. Koow yuur conm1c1 n&flis. a. wcU "' Your ohllp11on,. \lfeh ,.. lihn# roe OT on 1hc proper " - ....i in the pnipcr m•nn<r lf;Al an)' dmc, •n)' SIU ReCE!flihed Bosun AflhUf C C8mpoell tina 119n1)sh1p's Chatrrna11u111~ ST Ogden Wfllamelle (Ogden Marine) leads 1ne $111p·s Commilloo ol (I lo r.) 2nd Pumpman fl. 0 , Holmes. engine delegate: Chiel Coak Willie Smith. st~ward delegate and Gluer Sleward Teny De Bo1ss1ere. secre1ary-reporter al a payoff tas1 month a11ha • EJ<Scon Doek. Bayway. N J KNOW YOUR llGHTS KNOW YOUR RIGHTS CONSTl'rUTJONAL RIGHTS AND 081.JGA· TIONS. Copies or 1he SIU coiuti1u1ion arc available io all Union holls. Allmcmbcrs should obtain copies of this eomtitulion so as to fam1huriu tbemxlvcs with its conlcnlS. Any 1lmc you reel •nY member or olllter is attempt· Ing 10 deprive you or un~ conHilu1ional rlghl or obligation by any method• $UC!) us ~c11Hns with churgcs, trials, etc.. .. well 01 oll Olhcr detoil>. then the member so alrcc:tcd should immcdiotely notify hea<.lquanen. EQUAL llJCH'J'S. AU nicmbers arc guaran1eed eqtul right$ in cmployn~t and a• rncmben or lhe SIU. Tht.'<C rlgh1or urc elcurly set fonh in the SIU constitution and in ttic contr•<b which the Union has negod:llcd with IM cn1plO)'<'N. Con>equenlly. no mcmbcr may be discrimi· nat"'1 .:ig111nS1 bttause or rucc. <oreed. color, - and ruiuonal or gcogniphrc ong1n. Ir any niember reels 1hi1 be is dcoicd the cq1111I riJhb 10 which he is cntnled. be &hould fWlily. Union Madquartc,.... Sl:'.At.ARERS POLITICAL ACTI\lrrY DONATION p;i.trolman or other Union "fli:1::t1. 1n )'OUt opinion, fails to protect )'OUT coo1r-.ic1 riabts properly. conracr 1hc noan::.t SIU porl agenl. t-:on-ORIAL l'OLICY-'l'llE LOG. ~'he Loe. Ms truditionoll) 1 rcfruinl~ (ro1n publi!lhing any ar1lcle M:.rvina 1he politico! pul'J'OS"$ al un) rndivttlu;il in the Union. offic<r or mcmhcr. It hu> olM> rduine.l from publishing .irticl<s J«n>CJ h>rmful '" 1hc Un1011 or 11> collooivc mcml>crslup. I"" es1uhUshcd policy has hccn rcaffirmi:d by 111cml>cr•hlp octi<>n u1 the Seplembllr. 1960. 11\cttinS" in ull L'OnS1ilu1ionJI p.>rl>. 1 he "'pon,lbllity for Loi: policy i. •L'<tcd in an i:J11<1<iol ho:ird ,.hkh eomisi. ol the E>.ecu1i•c Boa.rd ur Ille Union. The F.•eculi\'e Board ma)' dekg.ilc. trom .n>001 1t• r:i.nks. one individual 10 cnrry oul tlu:i rc!)1xn1~hih1y, PAYMt::NT OJ' MONIES. No mun1c. ure tu be paid 10 unyon" In 11ny offici.11 c•p:M:ity In 1hc SIU ui11cs> an officiat Union rccc1pc h.11\·t.:n ror ~n1c. UnJu no circut:n· ••> stan<C> stwuld n><mber pay •ny money for uny r""'°" uole$S he i' s1vcn wch receipt. In the cvcut unyonc un<mpi. to '"'l"'rc 1111y MH;h puymcm1 be rnolk: wichout •upplyin~ • r<'CCipt. ()< i( u member i. rtcjuln:tl 10 nloke u puyrne<JI •"" Is given an oRieiol rccdp1. bul (eel> that he should Ml h.-c hcen rcqmr<J 10 ~kcoucb pa)n~. thi> 'Ohould immcJi.lld} t... 1"P"f'IN IO Umcn hn<lquancft. -SPAD. SPAO is i <eparotc SC1Kptcd fund. Its pro"""'1< ore u;ed to further ii> objects ond purpoiiCS 1nclud· in&. but no1 hm11cd to, funhcrin$ 1bc poll1ical. !!OCio.I and ce:onon1ic in1cres:l$ Qf n1nritfo1c work.en. the preiw:rvaHon und f'unhcrlnK o( 1h< Amcrlcun Merchant Marin~ With lniprowJ cmploymenl opportunities for ~men and hoo1men >nd 1hc ~~vanccnocnl of .trade union conccp1s. In connecltOn with such obj«:1s. Sl'AD wppons aod con1ribul•• 10 political c•nd1J111es for clce1ive office. All con1rlbudqnt urc volunrnry. No contribuhon may lie wlicilc<I or received bc<!ausc ol ford>, joft.dloerlnillialion. llo•nc••I r~pru.il. or thrc;u or such cooduct, or as a con· dilion or mcmberohip In the Union or of employment. H • conlrihulion is made by n:•>on of the lll>ovc improper conduct. notify the Scorarcrs Union or SPAO by <Wlificd moil within .10 day, of the concnbution for 1nves1igation •nil uppropri1110 uction un<l tcrund. if lnvolu111aiy.•Support SPAD to prob:ct and (urthcr YOW' econon1R:. poli· 1ical lllld 'IOCl.il in1u~. and American trade uruon concepts. 11 .. _,. . - • - • rftlt dull •r of 111e ~ riPts Utt .... •hbttrl. .... dud ........... ....., "" coudlocloul ~ of ..,.,... "' U•lool recotelf ..- lafor· . ...... . . . . . . . . ." ' I .... ..; ... '1 I I gM Tloo r1tts 'b'tely llOtllr SIU ............, by cntllff . . ., reetlpl I'm ,. 675 • 4* A - . lfl rl1Ja, N iY. 11231. May 1980 I LOG I 35 �... ,... > Thomu Anthony QuatUodll 1980 Upgrading Course Schedule Here is the tentative schedule of upgrading courses to be held at the Lundeberg School in 1980. As you can see, the School is offering a wide range of programs for all ratings, both for deep sea and inland members. SIU members are reminded that this Course Name LNG QMED Slartlng Datea schedule is tentative. In other words, courses may be changed or cancelled depending on response from the membership. So th ink about upgrad ing this year. And get your applications in early to assure yourself a seat in the class of your choice. May26 -June 23 July 21 A1101111t 18 September 15 November 10 Able Seaman September 25 Steward Recertification Program May22 June 19 July 17 Augu:it 1-4 September 11 Novem ber 6 • May8 J uly G July 31 September 25 October 23 November'20 FOWT Bosu11 Recertification Program . I A Seniority Upgrading Program t Marine .Electrical Maintenance May12 August 18 Marine Electronics June 23 September 29 Refrigeration Systems maintenance & Operations June 23 September 29 Pumproom Maintenance & Operation August 4 Novemb8r 10 Diesel Engineer (Regular) May 12 July7 September 15 October 27 Diesel Engineer (License) July 7 October 27 Welding June 9 Octot>er27 Engine Room Automation Towboat Operator Scholarship Program May t2 September 15 July 7 September 29 Celestial Navigation August 4 1st Class Pltot _October 6 Quartermaster May26 October 13 May 12 July 14 September 8 0ctober 13 August 11 Mays June9 JUiy 7 August 11 Septembers October& November 10 December 8- ( Tankerman Assistant Cook Cook & Baker Chief Cook Cruet Steward Upgraders Starting D1tes Course Name May8 May 22 J une 5 June 19 July 3 July 17 July 31 August14 August 28 September 11 September 25 Oetober 9 October23 November& November20 December 4 December 18 These courses will be scheduled as needed to accomodale applicants. Seafarer Thomas An · thony Quattrochi, 28, got out of the HLS In I 97ii. Brother Quaurochi got his AB ticket in l 976. He earned hi$ FOWT fn I 9n and has tile firefighting, llrebom and CPR tickets. He likes "progres· sive jav. and motorcycles," Quattro. chi Wits born in Baltimo:re. re,~ides there and ships out of all porls. Thomas J ohn Brickley Freddie Lugo Gomu Seafarer Freddk Lugo Gomez. 26, joined the· S IU in 1972 in the port of P iney Point, Md. following his graduation from t he Harry Lundeberg School of Seamanship's (HI.SS) Entry Trainee Program. He upgraded there In £979 to fircman-wa tcricndcr (FOWT). And be earned the lifeboat. fireflJhting and card io-pulmon11ry resusciuuion tickets (CPR). Brother Gomez was raised in the West Bronx. New York City where be resides. He was born in San Tuan. P.R. H e is a U.S. Army paratroop veteran. He ships ciul of the port of New York. Nicholas "Nick" Celona Jr. ScafarerNich· olas "Nick" Celona Jr., 2 1, grad uated from t he HLSS in 1977. Brother C-clona got bis QMl!D endorsement there early th is yea r. He holds ~ firefighting. lifeboat and C P R tickett. Born in Brooklyn, N. Y., he resides in the Bath Beach section of t hat borouah and ships out of the port of New York. Sea r 11 r c' r Thomas John 81 i.:;kh:y, 24. graduated from the llLSS Trainee P ro· gram in 1973. He went back there to upgrade to 3rd cook in 1978. Since then he has been sailing as cook and baker. Presently he is attending a culinary arts school in Seattle and now sails as chief cook. He ~loves to cook and make the crew happy and fat.~ Brother Brickley bas the CPR, lifeboat llod firefighting t ickets. Borni n MinneapoUs, Minn., he -lives and ships out of the port of Sea tile . Michael Bagley Seafa r er M ichael Bagley, 21. graduated from the HLSS in 1978. Brother Bagley upgraded to FOWT in 1978 in the port of New York. Re took the Diesel and Q M ED Courses at P i.ney Point t his month. And he (Jas the lifeboat, CPR and firefighting tickets. Bagley was a Pensacola (Fla.) Junior College freshman. When not sailing he plaYJ t he guitar profe;ssionally. He lives in Pe[J.$aeola and ship~ out of Lbe pons of Houston and New Orleans. Sao KeUy G. Cook S~afarcr Kelly G. Cook, 24, is a 1977 graduate or the HLS Entry Progr11m. In 1978. he up· grudcd to FOWT there Brother Cook has the CPR. firefighting and lifeboat tnd<>Thements. He has sailed both deep sea and WesLern Rivers. A nat ive of Des MoinC$. In. , he's a-n ex-pr inter and likes motorcycles. He lives in Florissant. Mo. and ships out ofthe ports of New Orleans. Houston and New York. 7 Denni~ A Uen Oton11•tr Seafarer DenAllen Dcngate, 2J, is a '1977 Piney Point grad. He up· graded 10 FOWT at Head· quarters in 1978. Brother Dengate holds firefight· ing, lifeboat and C P R tickets. Born in Pasadena. Calif., he lives there and usually ships from the pons of New Orleans and New York. ni~ • momlteralllp oortlflc•t• (where 11a111•1d) .,............ ~ .···-···· ....... • cllnlc-.1 • velld, up~ P•llPDrt, tn llddltlon, wllon ••lgnlng a Jolt tllo dlllllllc..... Wiii com• Plr with Ille r.u.wt11t1 llectioft I, Sulta1ot1- 7 of tho SIU Sltlpplng RulMI "Wltllla MC1hda11 ofMnlorltr niUn• h• every Depart· ......................... - Seafarer Sean W. Mackey, 27. graduated from the HLS in 1977. He -upgrade<! to FOWT there in -- 1977. Brother Maclcey has the firefighting, liferr boat and CPR endorsements. He bas been 10 Viet· nam twice and was in Lhe U.S. Navy from 1971 to 1974. Mackey lives oo Staten ls .. N. Y. and ships (>ut of the pon of New York. " . /i Kevin Patrick McCartney Seafarer f<cvin Patrick McCanney, 22. in 1977 graduated from the HLS. Brother McCanney got his AB ticket early in 1979. Mel .I Canney has Lhe firefighung. lifeboat and CPR endorsements. He was born in Long Island, N. Y., resides in East WiUis1on, LI., N. Y. and ships out of thepor1 of New York. Alben A. JISter Ali ·Bin R assan Seafarer Ali Bin Hassan, 26, joined the S IU in 1971 after he completed the H LS Entry Prog ram. Brother H .assan upg rad c d to FOWT there in 1979. He is a former member,of the United Steelworkeis Union at the lkthlchem S teel Co. plant. Hassan was born in Baltimore, lives there and ships out of that por1. Seafa rer Al· berl A. Jaster, 3 1, graduated from H LS in 1969 in New Orleans. Bro I her Jaster sails as a \ g reen ucket AB. He earned his H~ firefighting. life> boat and C PR endorsements. His maiden voyage was 10 the Vietnam War. He was born and lives in San Marcos, Tex. Off ship, be farms and fashions stoneware pottery. J{e ships out of the po rt of Houston. Time /1 Notice On Shipping Procedures (Deep Sea) When lllrowlng In for worll during • Job call •t enr SIU Hiring 111111, m...t produce the followl11tp w. Ma$_ey•• - - men wlto pOSMN Llfobollt· men ondoraomont ltW th• United StetH Coen Guard. TM . . .,_.,. Appeal• Board _,waive tile pr1oadl111 tence whoa, In tho aole Judgment of th• Board, undue hardeltlp wUI roault oroxtenu- •n- atintt cln:um:atencH werrant such -•var." Alao, ell entry ~ mem• ...,. muat ahow their .... 81• mo11.... dlKher.... FurtMr, the S11te,.,. Ap. pula llollrd hlle ruled that "C claaalflcetlon aaom•n mar onlr re1later and ..U . . -llT ret111t1• In onlr o - dopert• ........ pd11Hw ..,._,••II•• _...... ~dlte your time ds dn fJS pdy• 11,,,.tl• 8 A• •I NU. .,.,, H. o 111IOll, lllllf«f HlS or fill Hf fM 11/Jp/iufion lh t/11 /.IJI. ,,., JIU . , , • " " ' t1 - May 1980 I LOG I 36 1 LOG I May 1980 ' I ST �• ., I i······ ····· ········ ·· Why Not Apply. for an HLS Upgrading Course Now! ........................· · · - · · ·- ••••••••••••••••••• - ••••• · -· · ••,...........................-• •-. .............................. a. ·• •• • :• . l • J ••• HARRY LUNDEBERG SCHOOL UPGRADING APPLICATION ·, i (Pleau Print) ·I' Date of Birth Nome (Ulstl (First) : (Middle) j Mo./Oey/Yeet • Addre••------------------------------------------------------------------------· (Street) Deepsee Mlll"nbe< ( Edward Haber Thomas T. Kirby Clyde Kreiu John Dtirrow ' . ' William Datzko Samuel Nazerio communication technrques. Plus crucial first aid, CPR and firefighting .training. Since a Chief Steward is a key man on his Ship's Committee, the Recertification Program alsO' includes an in-depth look at the day-to-day operation of the Ur-iion. This part of the course includes a tour and briefing ef th.e Union's work in Wa$hington, D.C., as well as visits to· each of the SIU's benefit plan offices at Head· quarters, and more. Chief Stewards who go through the Recertification Program can count on solid job security, And they can count on brushing up skills and learning- about their Union to make their jobs in the galley and at Ship's Committee m~t­ lngs easjer. The SIU encourages all eligible Steward Department personnel to apply for the RecertificatiOn Program. Just ask for an application in any SIU port office. 0 Inland Waters Member Ui<ea Member 0 • Dato Book Port Presently Wee Issued _____________________ Port 19tued - - - - - - - - - - - - - - fle!ll1tared ' " - - - - - - - - - - - - - - - - ' Endonementi a I or 12 More ·S tewards Join Recertification Rolls This .Year An even dozen of S/U Chief Stewards make up Class Number 2 this year of the Steward Recertification Program. The Stewards completed six weeks of classes at the Harry Lundeberg School in Piney Point. Then 1ti'ey came to Headquarters for the last two weeks of the program. The emphasis of the Steward Recertification Program is twofold because the job of a Chief Steward Is two-fold. First, a Chief Steward Is t~e head of his shipboard department. Second, the Chief Steward serves as the secretaryreporter of the Union Ship's Committee. Those are two big tesponsibilities. So the Steward Recertification Program takes each into account with classes which stress menu planning, work scheduUng, Inventory control and requisitioning. Also covered are advanced culinary skills, typing and O Socia\ SecuritY # Piney Point Graduate: License Now Held--------------------------- O Yes No O (If yea, flll In below) Entty P~ern: From-----~- to--,.-,,,---------ldai.a attendedl •• =--------------------------------------------------------------------------Endorsementjs) or ' :• Upgrading Program: From _ _ _ _ _ to ______________ License Received---------------- - - - • t<Mt. . ettend9dl : ;------------------------------"-----------------------------------------• Do you hold a letter of comj>letlon for Lifeboat: O Yes No Q Firefjghtlng: 0 YH No : 0 l Dotes Available few Training ______________________________________________~------------ : I Am Interested in the following Course{•l---~------------------------------------------- • I ! : :• O 0 O 0 0 O 0 i; 0 a 0 0 O O Tankennan AB 12 Monttia A8 Unlimited AS Toga & Tows A8 Greet Lakes Qu1nenn11ter Towj>oal Operator We1tem Riv.,• • Towboet ()penitor '1111end Towboat Operator Not More d)an 200 Mil.. T~t 0per81M !Ov« 200 Mlleal M11ter O Mste Pilot 0 0 0 0 O O O 0 8 0 FWT 0 O Assistant Cook Oiler <MED • Any Rating Othtlrll--------------Merine Electrical Maintenance Pumprooni Maintenance and Operation Alltomation Mllnt9"111ceof Slllpboanl flefrigeratioii Svatema Dleael Engine• A11l1tant Engin_. (Unlnspeeted Motor Vetsel) Chief £ngin... (Utin91*{ed '*'tor Vessell •• STEWARD ENGINE DECK Humberto Ortiz !• • 0 0 O 0 Cook & 88ker Cflief Cook Steward Towboat Inland Cook AU. DEPAllTMENTS ••• •• •• : • • : .: OLNG ' 0 LNG Safety 0 Wehling 0 l.ifeboatman 0 Fire Fighting RECORD OF EMPLOY~T TIME-IShow only amount needed to upgrade in rating not9!1 lbove or attach letter of service, ! j whichever I 1 a1>1>llc.t>la,) • VESSEL RATING HELD PATE IHIPPB> OAtE OF OISCHAllBt • = I SIG'-IATUAE - Thomu Lllea Jr. t DATE .......·-··········- -········--··························-··---·--·····························-····-··-················ • John L Glbbona Jr. Jo••Ph J. Kunclrat Rm.M CGIPLETB> APl'IJCATION TO: UJNll a ER1 Uf'GllADING C'fNJa PINEY POINT. MD. 2S74 May 1980 I LOG/ 39 311 LOG I May 100o rr , , / •• • 6£ �~ . • - .. . . 30C A Day Is All It TaJces Sign the SP check-off Today . • ' ~ ' t L _ )_ � 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 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource May 1980 Description An account of the resource Headlines: EVER FEEL LIKE WRITING YOUR CONGRESSMAN? HERE'S HOW TO DO IT! OCEAN MINING BILL MAKING HEADWAY IN HOUSE SENATE UNIT OK'S $567M FOR 1981 MARITIME STUDIES FILIBUSTER BROKEN: LUBBERS GETS TOP NLRB POST DROZAK: 'FREE TRADE' IS U.S. FLEET'S ALBATROSS CARTER RE-DEDICATES LABOR BLDG. IN HONOR OF FRANCES PERKINS 32 DIE AS LIBERIAN FLAGGER RAMS TAMPA SPAN SIU SUPPORTS CREATION OF TOWING SAFETY COMMITTEE INOUYE'S SHIP ACT BREEZES IN SENATE BY VOICE VOTE NORTHERN TIER OIL PIPELINE GETS OK ON THE RIGHT-OF-WAY GROUND BROKEN ON NEW LOCK & DAM 26 SIU WALKS THE LINE FOR STRIKING TV WORKERS SIU'S BROWN NAMED TO LA. AFL-CIO EXEC. BOARD MARIN, PUERTO RICO'S FIRST GOVERNOR, DIES ON THE AGENDA IN CONGRESS SHIPS MAY SOON BE RUNNING ON COAL AGAIN U.S. COAST GUARD HAS SEIZED 28 FOREIGN SHIPS, FINED 250 IN 200-MILE ZONE VIOLATIONS SIU HIGH STANDARDS MAKE SMOOTH SAILIN FOR COVE LEADER CAPT. SIU WANTS SOLUTION TO SHIP COMMISSIONER BEEF SIU COUNSEL ARBANEL IS A MARATHON MAN BILL JENKINS, 70, DIES SIU CREW TAKES NEW LAKES BULKER, AMERICAN MARINER, ON MAIDEN VOYAGE NAVY KEEPS SNUBBING U.S. MERCHANT FLEET SS OCEANIC INDEPENDENCE CREW READY AT HLSS SIU CELEBRATES 28TH YEAR OF GIVING SCHOLARSHIPS BY AWARDING $65,000 IN GRANTS FOR COLLEGE PROUD OF HER SONS ON MOTHER'S DAY HIGH BLOOD PRESSURE: IT'S THE SILENT KILLER WATCH OUT TROUBLE! HERE COMES THE JUDGE UMW GRATEFUL FOR SIU SUPPORT IN ST. LOUIS STRIKE OLDTIMER DONATES $10,000 TO HLSS TO HELP YOUNG PEOPLE U.S. JOBLESS RATE JUMPS TO 7% SUMMARY ANNUAL REPORT FOR SEAFARERS VACATION PLAN Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 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 5/1/1980 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. 42, No. 5 1980 Periodicals Seafarers Log http://www.seafarerslog.org/archives/files/original/22ea8cb23bcb64d32a6b11e51569c0f8.PDF 98df984450de0e7a6278e1cb34147f87 PDF Text Text ./ ' ' "' I ' ' I '• , Official Publinlion of the Seafarers lnlern•tional Union• A'if•nlic , Gulr, Ldkes •nd lnl•nd W.aters Oi\lrict • AfL·CIO Drozak Fights for Maritime Plank In . . , Democratic Platform VOL oil! NO 6 JUNE 1980 Maritime Day 1980 Pages 19-21 Another New Tug, Independence, for SIU Boatmen • Jlrllte 36 ' . ' • Ocean Mining Bill . Passes House , ••• 3 I It's the Year of the Diesel; SIU Crews Anotl1er D-9. a II 12.83% Wage Increase for Deep Sea Membership ' ''a _Amendn1e11t , •••• • ~l I �., ' ! Drozak Urges Maritime Plank in Dem Platfonn WAS HINGT 0 N., D.C.A two-pronged program to revitalize the U.S. merchant marine was outlined by StU Executive Vice President Frank Drozak before the Democratic National Platform Committee. During three days of hearings held here this month , the Democratic Platform Committee heard from members of Congess, labor, business leaders, OnSa1ure1ay. June1 4, SIUExec. VicePresiden1FrankDfozakpresenledlheS1u ·s and representatives of proposalrorinc1us100or a pro-marltomeplank rnthedemocra11cp1a11onnbelorethe Democra tic National Plallorm Comm11teo. In background rs Joans!e Setzer. eova r i o us interest groups c11arrmanolthe P1arro1mcomm11tee from around the nation. national cargo policy which prepared ahead of time for Besides Drozak, other will assure the U.S . fleet this function. labor leaders who spoke access to a fair share of aU "For this to be accomincluded Thomas Dona- types of cargoes. plished," Drozak said, "the hue, secretary-treasurer of Drozak, who is also merchant marine and the the AFL-CIO. and Doug president of the AFL-CIO Navy must work tol{ethera~ Fraser, president of the Maritime Trades Depart- closely and as often as U n I t e d A u to mo b i I e ment, quoted a section from possible. Without an onWo.rikers. the 1936 Merchant Marine going coordinated effort it Jn his statement, Drozak Ao1 that states. "It is will be virrtually impossible said, "rt is essential that Che necessary for the national to properly re~pond to our Democratic Party reaffirm defense ... th:1u the United nation's needs.1' President Carter's goaJ t-0 States shall have a merchant The Navy could cont:enrevitalize our merchant marine .. . capable of serving trate more Jully on its rnarine." as a naval and military military mission if it allowed His two point program auxiliary in time of war or the merchant marine to take over most of the non.calls for national emergency.... " (I) a greater utiliution of As Drozak pointed out to combat commercial functhc private merchant marine the Committee, the only way ti o ns . Also, as Drozak by the Navy for its support that the merchant marine noted , this arrangement functions; and can be ready to respond as a would "result in the most (2) the enactment of a naval auxiliary is if it's economically sound use of R. Und•y Williai1a Is Na11ted N.O. Mariti111e Man of tlte Year ETJRED SIU OuJI Vice Pres idenf LjndJey WiLliaDl!l was named New Orleans Maritime Man or the Year by its Maritime Pon Council for his 40 years of Union LeMefShip on May 16 at a luncheon in the Union Hall. An estimated soo mend• and will wishers were there to hoaor Lind$CY Williams from Pe,05ioner Jake Cuccia Lo retired New Orleans Port Agent Buck Stephens SIU Vice Presiaents Mike Sacco and J0e Saceo, U.S. . Orozalc: Reps. Lindy Boggs and Bo b Ljvinaston and New Orleans Mayor "Dutch" Moria!. In a telegJam to Williams. SIU Exec. Vice President frank Droz.ale declared: ..In 40 years or servi«" to the working men and women oLthis country, 111ate of Louisiana and the city of New Orleans, in my mind you ha\le been Maa of the Vear on many occasions. Conaratulatlo1t1, ~indsey on this day in your honor." Tbe president or the CounciJ, the S IU's Gerry Brown added -Lindsey made this an o'.ccasion we wiJJ ne\ler forget. The unique ability lo assist. cnc:ourage and develop young people in the labor movement, busillC5$ and private sectors throughout bis career bu probably done more for this city and state than any other person." «tf. '>'llloD. 1'lw rw Yort, N- 1-y ud Conarcdc.s boud & «•P' d al The luncheon, cooked a nd sen'ed by SW inembers, wasdone In &be ffadition Lindie)' Williams helped CRate: red beans, rice, ltaliaoauuge1nd rod Wine. 126 cltru1on wllo _.... -•5 ttnm. 1'Rboudelectl1111 E11ecuffn CommJUrr wlllcll . .aa1u Ille corporadoa\ .&In. Ulllted Way ,_. ptf ' c .,.,.. cio8rd coalrlladolll lrvm corp I ' - •ad •ad ~ Aet~ed SIU Gull Vlee PresideJll Lindsey Wiffiat111 (cet11l!ftholljs ~Man Of m dlel'mdltootlNrct'rlda...a lhe Year Plaque awatCJi!d lo fhm tor 40 years ol Mlfllice bV Ille New Orle.lns • •• "L 1111• SearH~~~ron M ~1 G F~11im(l 10rJareeit1Vli!ePl'C9lde11tJoo - •• • ceo .,.... OrfeansPorlAgentGerrytlrown ...,...,_h Ill•· Deep-Sea Members Get 12.83 ~o Increase T HE SIU is pleased to an- Freightshlp / Passenger nounce an inflation- Agreements. beating wage increase fer the A compl~te breakdown of deep-sea membe.rshi,p! , these new rates, by rating Effective June 16, 1980 and departments, is given on SIU members sailing deeJ>- pa'4!1 13-14 in this issl.le of sea will realize a f2.83 per- the Log. cent increase in base wages, This significant wage inpremium, overtime (for crease results from a colbworlc in excess of eight bined 7J,.S percent contrachours, Monday-F1iday) and tual increase and a S.33 penalty off-:wa1ch rates percent Cost Of Living Monday-Friday) for the Adjustment (C.O.L.A.). Standard Tanker and Jn addition to the items House-Senate Conference Must Still Act on Measure The House of Representatives bas passed by a voice vote the Ocean Mining Bill. a piece of h::gislation that would Rtomote ' the: national security of the United States and protect the job rights of American woi:lters. Oce•n Mining holdl a tnmenctou. potmtial tor the Cl'Hlion of new JObs for :i\mdlcu mailtlme worken. The legislation, H.R. 2579, sets up an interim ~· framework that would allow American companies to begin mining the important mineral ~ourccs that lay at the floor of the QC'Mn Passa~ of the Ocean Minirtg Bill rellects American frustration at the failure of the UN-sponsored Law or the Sea Conference to devise an international lepJ ihDD SIU In Walbillglan •• 1'11915 t-10 Stllllt Oki ApplopflafJons - -......l'lge 8 OClm: . . . . ••• • ' ... .. ...... 3 u..n ..... °""' Orval! II l'llltform Hlllrlnus .....,... 2 ~Nolll .......... 5 talllr9 Ill Edllol . .......... 18 At.......,. .... ·-···-··Mi2A :. 8l'odlll1lood Ill Mlloll ....... 36 LOG JUO<l 1980 framework ror the orderly min• requ.irc all mining and proe> ing of the oceans. essing vessels used for ocean That failure has endangered mining to be U.S. registered and American security interests and U.S . manned. worsened an already bad domesThe Senate passed its version tic economy. of the Ocean Mining Bill earlier The United Stutes must spend this year. There 1tre several billions of dollars to import differences between the two bills. One of the _moi;e important strategic materials like copper, manganese, nickel end cobal,, all differences concerns thl: amcndof which lay on the ocean seabed. ment on mining and -prOcc:ssing This country's chronic balance of vessels. payments defecit could be dra.s- - The Senate would require alt tically reduced were American such VCS$Cls 10 be U.S. built. in companies permitled 10 obtain addition ~o U.S. registered and these minerals directly from the U.S. manned .. The House, as ocean. . stated e;trlicr, would ooly require The Law oft.he Sea Conference that one carric:r be U.S. built. has been in existence since 1973, The SIU has gone on record as and it is no closer today 10 supwning any .amendment that producina an international wouJd mean additsoaal jobs for agreement than it wu seven ~ears U.S . seamen and shorcsidc ago. • workers. Locluded in the Ocean Mining The different:eS between the Bill are amendments that would House and Senate bills must be protect the jobs of thousands of worked out at a joint committee • American workers. The amend, conference. Once•a compromue menu would: version or the Ocean Mining Bill • require at least one ore is agreed upon. that version must oarrier used to transport the be pmssed by bot& tbe Senate and mineral nodules 10 prOUS$ing House or .Representatives and facilities from eacb miniq lite to signed by the President. be U.S.-owned, U.S. built and In the past. the House and U.S. Clewed; Senate bad passed Ocean Mining • male U. S. rcailtered ore l~Jationonly1obavethosebills c:arricn uaed for ocean. minh>& die because time had run out on u,ib~for bolh construction and the lejPslative process:. That must opc:q4"'• diltemttlal 111bsk$11; not llappen apin. b ja imperative ...,...............,... I pAI) CIJatlioll --~ longshor~ work and tanlc cleaning. Tbe SIU is pleaaed to an,nounce the new wage increases that have been won on behalf of the membership. It's a reflection of our Union's strength and viability, at a time of rising costs and weakening economy. Come what may, our Sec;urity In Unity will keep us moving ahead instead of falling behind. that a compromise version of ihc Ocean Mining Bill be paslied before this session of Congress ends. Drozalc: on 300 Radio Stations SJ U [11ecuth•e Vice Pre.ldrnl Frank Drozat will be beard on o•er JN radio statlom utloawfde. The ll•lloa1 are M111ua! Network .nui.ta. ne .... otttM procnm Drozak wtJI be lward OD ls •a...bor New1 Coal••ac•." Drozd dMcrs11 eel die proIlle• of die maridJlle lntl•l')' ... ..,.,. Of lilt p DHfllle """ll"cml Oii Ille lllow. Tiie •oar ••ow will lie diatrillaletl lllrou1• Ille Mahlal Natworlk ,,__ Jue 24. To Set 1111 11191• ••d daa. ol when Ille lltoelkut wit lte lltanl la yoarua, caU " ' local Mulu•I Network .nm.te. 1'111 _ . . , caa Ill fowid ra ttJe Yellow Pa111. sllow will be lle•rd In Wbllllnlfclll, D.C. oa June 29 on ••If °" T•• mt~ W~\IS FM 93,t. rr.aatlotlllo ~ ......... . a ....,.. .. Ship~ Dl9llt ............... 211 IJlsPaldlt(• llepiKla: W•IUbl ..... ........ . llUndW.. .......... . llllP SN ... · -· ... · --l'IOtJ2 Tulll' 1 Vsa • I · .... •A• Slniorlty IJpgJMilll .... ;,, Upgr8dklg~ •. ~ .. . . •st• ... n . •• ········• • 5 "' ..... ....... _ FllllO..... ........ ~ ls'JPFI CllllAllDM - .... 1'11$1& 18-21 2 specified above, the deep-sea vacation benefit will also in· crease by 12,83 per-cen.t effective>.iune 16, thus providing Seafarers with another important hedge against inflation, M~ mould not~ thlll COLA ilrcretl#S' tttt not appllt:ablt to on-wlltclr, Monday tlu1Ju11t Friday, or onwatclt Sllbudtl.y, Sunday and /tolitMy penally TtlleS fllld ~ l'tltes such as House Passes Ocean Mining Bill Ltll•ls••NR9 ••Named ro U."'9d Woy Bom'd SIU £stative Vici PresJdmt Fruit DrozalL eady tills -.di WM n..,.S to die loerd al Dllectwa al lllr United W•.r al Tri-Starr dllaritMle scarce defense fuods." Talking about the need for a nati~nal car!lo policy, Drozak satd that U.S. sliips areforcedtocompete o11 an .. unequal footing" with foreign fleets in world trade. He pointed out that foreign nations use a number of methods of favorable treatments to put cargo on their own ships. Drozalc therefore said that this country needs "a national cargo policy to assure our fleet access to a fair share of cargoes." He pointed out the nccessity of bilateral shipping agreements as a "key component of any maritime trade p()licy.'' Also, Drozak ,said that government agencies should be directed to use the private merchant fleet to tlte fullest extent possible. Current laws should be strictly enforced so that no less than 50 percent of U.S. government generated cargoes go on American-flag ships. Furthermore, Droza k said that American boatage Jaws should be fully enforced . For instance, the Jones Act reserves coast wise trade to American-owned and crewed YCSsels. frupff..,, Volcano Closes Port of Portland 'l r. Two SIU-c:J)llir_.:led were ...._ va.. uap--' in d amoa, 1wo 01.CD .,,,,... .-.v when mud .._ p •·net. "''"" ' -on.. -1. - - _ . ,vw. . . ,.. area, Ml St Helen& -al~··rvm,"" ..:"c'~~~~o..:. _.,.. ;,-:·1 ""~' Thc SS Prr.'14Mt Ta.rlOI" alld SS l'rr!Urlrm J11rltM111 'M!re delayed al 1hcar bctlh• in Portland while U.S. Army E114PACer1 and 1.... " · C.,.,, Guard worked fewrisJll)' IO unblock &he channel d o wnuream from Portland. Mud flowing down 1hc mouniain drained fnro the Cowlitz River and lhcn inro 1be Columbia Ri\1:r al Longview. downriver from the Punland art"a. Normally. the c ha nMl is 40-f«t dKp and 600..f\-'CI wide al L,.ngvicw. Ho~ •lie mud. rock and sand reduced 11H: dcplh 10 ,._ .._ ;•• •-1 , ... she width lo 100 Ctts_ Inc Engineers. aftcf a •ul. werr abll' l d drrdgc 1hc:channrl roadeplh o f 27 fees and 01 lc w da}'5- baltr In .lJ f feet , allowing one wa y traffi c. •lt•• rn·• i-• ly up~•'"'.. down river. fl ii ~·t•m··cc·' that it will take until ~· n... ubrr 10 drcd.... "" 1 .,- the river 10 iss rcuula ., r dimrn"o ns and o ne-way 1rartlc wall be an e ffect u01 i t then. An esiim11t'd 22 malliun icubac \·aids or mud was dumped inU> lhc river al l.uagv~w alone. and 11111111 llltr at lea~• S44 mil hon to snturc Q " the l"hanncl 10 lhr c41ndi11on ii 11111~ fltlUr to the cruplaon. June 1980 I LOG I 3 I I j �M SIU Toast of Union Industries Showcase ORE than 200,000 people came to see the SJ UNA SEAFARERS INTERNATIONAL UMION F NORTH AMERICA eKhibit at tl)e 35th AFL-C)O Union-Industries show held in Cincinnati, Ohio from May 2:'l through May 29. Because of Cincin nati's scra tcgic location on tile Ohio River. half of the SIU NA exhibit was devoted to pubfoii.zing rlie SIU5 Harry Lundcberg School and its recruiting drive on Lh.e. rivers. Tiie other half of lhe eKhiblt The SIU's eich1b1t at lhe Af'L ·CIO Umon Industries show focused on the 1rain1ng was devoted to SIU NA affiliates • available lo yovngmen and women al HLS On-hand lotaunchthe s1>owfh1smonln such us the fishing and cannery wete (t-r) AFL·CIO Secreiary-Treaburer Tom Donahue: OSHA Director Eul~ Bingham, SIUNA Vice President John Yarmole. Rose O'Ouisto of rhe SIUNA· worker unions. atliliated United cannery Wo11<ers; Phyl~s Orlando. wile of Mike OrlandO of the Five Limes a day prizes were. SIUNA-arfthaled Atlantic Fishermen's Umon and Earl McOavid, secretary. raffled off consisting of products treasurer ot the AFL·CIO Union Label & Service Dept made by the affiliates. These tnternational vice president, and treasurer ol the Al-L·<.:10 included cans of tuna fish. pct national field coordinator for the Maritime Trades Department. food. hot sauces. and Mexican AFL-CJO Marit ime Trades Mrs. lngrao was in Cincinnati to specialties. Depanment; Michael Orlando of attend tlw National AFL-CIO At the SIUNA booth, thou- the Atlantic fishermen's unit of Secretary-Treasurers Confer· sands of pieces of literature wen: the SIU A&G District and his ence. given out, $uch as, the Li>g. the wife. Phyllis; Rose Laquista. Labor's Showcase Moritimt' Nt'wslt'/ft'r, and other director of welfare services. and A FL-CIO Secn:tary-Treasurer publications. Helen Fernandez.. bl.1$inel;s agent Thomas R. Donahue was t.he Applications for the School. of 1he United Can nery and keynote speaker at the opening which is Located in Piney Point. Industrial Workers oft he Pacific. day cere111onies. He ~aid the Md., were very. popular. Many Mrs. Laquista's two grandexhibition is "labor's showcase, union families were inte(ested in children also assisted at the boot Ii an appropriate seniog to sending their children to the during tire show. highliglll t~e bc~t in the Amel'i· tlLS. Joining Ilic booth. 10 help out can cconumic system. a ~'Y,stem Manning the booth for th.e for a CC1uple of days was Jean which is only a~ 11ood as It ls SIUNA were: John Yarmota. an Jngr.ao, executive secretarybecause it boasts a healthy. free. growing labor movement." Bringing grcetin$~ fro.m President Ca ricr 10 the show w11s a rrative of Cincinnati. l!uii1 Binghani, aSJ;i~t11n~ secrc:tory ur labor for occupational snrc1y al1cl hcallh. She also qisc::ussed the effect that current attempts th weaken important OSHI\ rcgul(ltions rould have on labm. The Union-Industries Show, the first of which was held in Cincinnati in 1938. exhibits the skills, services. and prOducts of America's union member.. and the companies that elllploy them. This years show included 300 exhibits. For instance, Mwlcians' loc-.il I entenained visitol'$ while the Bricklayel'$ and Carpenters gave th'em the chance to be "apprentices." Visitors to the Postal Workers' and Letrer Carriers' displays could go through a "training program .., More than $100,000 in gift> artd prizes were given away ul several exhibits. The Lad ies' Garment Workers stitched up sea rves as prizes, and wheels of fortune 1111lped the Cement, 1.ime and Gypsum Worker$ and the Oil, Chemical and Atomic Workers distribute vutuabh: union-made product~. SIU's Ed Turner Is Propeller Club's 'Man of the Year' SIU senior west A ward, .. the honor was first given Ballard cited a long list of EDcoTurner. "Always ready to protect the a.st representative, was in 1948. Turner's contributions to welfare of bis llnion members," the honored last month by the Over the ensuing years, men maritime industry and in comPropeller Club when be receivc;d the organization's prestigious who have been giants in the munity services over the past JO award as maritime "Man of the maririme industry have beerr years. He noted to the assembled given the honor. A list of past audience that Turner bas spent Year."' The award was made at 1be recipients read~ikc a who's who all his adult life working for the club'l> annual maritime day in maritime. Turner joins such beuerment of union members, famous nalJIC!; as George Killion, while at the same time, doing luncheon in San Francisco. 1lJe honor is given each year to Thomas E. Cuffe. R. Stanley whlltever be could Lo advance Uie the penon in the madtime Dollar, J. Paul St. Sure, Leo cause of and strengthen the industry members of the Pr~ Ro~ and Roben Pfeiffer on rbe maritime industry in general. peller Club f~I has contributc;d roster. the most in belpiJJg maritime. The trophy and a plaque were Sianific:antly, Ed Turner is the presented to Turner b)' Raymond lint labor union official ever to Ballard, Vil:ll' President of Farrell m;eive the award. Known alf~ Lines, and Jast y-=ar'' winne,r. tio.nately as th~ "Brass Hat ln malling the pll'Jentation, the citation said in part, "Ed Turner has been in the forefront of those who believed that labor and management working together produces a stroRJCr mer· chant marine. He has proved this over and over apin by his willingness to meet anywhere, anytime. in order to improve the maritime industry," Mea11Wiol For George IAeany Georp M•n)', Uw ~ pnsidtnt or the 4FL-CIO and- oflhe IJ'eal 4mmc:an rolk llthMI or lhe llldl teoluey, conllnun to caphut llw bnaainalion ol his rellc>" tollftlt}'· men, aar1, a 'ear um his dnda.. Tiit H - Repramtathes hu oYerwhdmlnstY apprond the OmnilND Parb 11111. a piece or ledlla· lloa lllthldund Ir) RepnwnwiYC Pliil llartoa (D<atif,). l1le (1111 pwa Ille Na&lual Pata Se"ie:" tlte Mlllority 10 de•elop a apprapriaff or 4 I LOG I June 1980 memorial to comJ11emor1t" lbe conlrlbutfons of Georp Meany lo tbr worklftc mm and womea oftbia naUOll. At lbe NIDC time, the CeorJt Mean, Cmtet rcw l.abor StulHn Jn Silver Sprlap, Md., Is prOCMdin& witb ill plan lo «Wvelop an Ardain! wbldl wollld bo4M dw historic.I ctoc1•~11 ad ~ lllf!llOnbfUa lllat ue rela1td to Ceor1e MIMfa fame M Pre>ddlllf o1 lbr AFL-CfO. Sen. Inouye, True friend of Maritime, Gets Award S .ENATQR Daniel K. lnouye ([)•Hawaii), chairman of the Senate SubcC1mmiuee on Merchant Marine and 'Pourism, has been named this year's recipient of the: prestigious. A<lmiral of the Ocean Seas (AOTOS) award. He is being honored for his lifelong dedication to the maritime industry, and for his persistent efforts to bring about its revival. Throughout his long and distinguished career, Inouye bas consistently sought to stern the decline of the American J)ag merchant marine. He has iotroduced numerous bills aimed at achievjng that g~ the latest and perhaps the most importanr being the ~Ocean Shipping Act of 1980," an ambitious piece of legislation which seeks to develop a coherent national policy on 01erchant $hippin'g. . The AOTOSaward is the latest jn a fong series of honors tha! have been bestowed upon Ino uye for outstanding national and community service. War Jfero During Wo.rld War 11, Inouye left his medicaJ studies at the University of Hawaii to enlist in the defense of bis country. He served with distinction in the 442nd Special Regimental Combat Tcami which was comp~ entirely of Americans of Japanese descenL lie was awarded the Distinguished Service Cross, rhe Bronze Star, the P11rple Heart with Cluster. live Batt.le Stars and four Distinguished Utiit Citation$. In the closing days of the war, the Senator received his second wound and suffered the loss of his right arm. His disability prevented him from pursuing a career as a surgeon, so he turned to law instead. After his graduation from the George Washington University School of law. Inouye became involved in Hawaiian politics. In 1954 he was elected to the House of Representatives of what then was the Territory of Hawaii. In 1958 he was elected to the Hawa iian Senate. When Hawaii became a state. he was elected its first Congre!i-~­ man. As Senator. Inouye has served with distinction on the Commerce Committee. He is looked upon by his colfeagocs as an eicpert of maritime atfairs. The AOTOS awards are given annually by the United Seaman's Service: a non-profit agency established during World War IJ to provide a worldwide network of community centers for the men and women of the Merchant Marine and their families. Past winners include a distinguished roster of men and women who have helped nurture the American maritime industry. Steward Department Upgraders Job 0pPortunitits in the Steward Department haw never been better! Make these opportunities vour own. Uptlnde in·the Steward Dep•tlme,,I al HlSS Assistant Cook-throughoul August Cook and Baker-throushout August Chief Cook-throughout August Chief Steward-throughout Auf(ust Senior SIU Ww Coast Rep Ed Turner(ngl1t)acceptsthe U.S PrC)pellfw Club Bias< Hsi Award lato laSt month lorserv1ce/Olhi!-Ameticanl11Gf'Cha/)t manne Present1011 thee ward 1n the pon ol San Franosco we~ (centet) us. As....nt Secretary ol ~lfllltce for Maritime Allatrs Samuel B Nern.row and (lell ,Cai:ll RllV Ballerd 01 Farren L•OOS-thc 1979 w1noer of rn11.award Turrllirwas tna rwst ra1>o1feade<1ow1n lhl' tropny Report From Headquarters All oul the appllcalion in this issue ol the Log. or contact Vocational Education OPpartm~t, Harry Lundeberg School of Seamanship, Piney Point, Maryland 20674. By frank Drouk Executive Vice Pre$idenl T HE MOST imporrant thing that this Union Is involved in today is the flghr for new jobs, and the fight to preserve the jobs we presently have. The arena where we slug it out day after day in this crucial fight is Washington, D.C. There was a time in this business when you could get by with a token presence In Washington. But no morel Today, the success and survival of our organization depends in large part on an active, aggressive, effective team in Washington. It is by no means tin overstatement to say that virtually every American seagoing job-deep sea, Lakes and inland-is tied to Federal legislation. The simple fact is that we have to be there every day. We have to be there'to moni!or legislation, to parlicipate in hearings, and to meet face to face with Congressmen, Senators, White House people and others who form maritime policy. If we do not maintain this constant presence to protect our Interests and to fight for new programs and concepts for U.S. maritime, it woukf'be safe to say that in a very few years, there would be no American-flag m.erchant marine left to fight for. VENTS In Washington thi5 month provide a good example of what I'm talking about. During June, there were (wo extremely lmponant hearings which I participated in. First, I testified at hearings before the House Subcommittee on Merchant Marine. The purpose of the hearing was ro decide on the issue of additfonal operating subsidies for mal'itime for Fiscal Year 1980. The hearings, however, turned intoanattackon manning levels on U.S. ships. Had we not been there to present our poslrion on manning, and 10 outline how. ~e have cooperated with management to develop compermve crew sizes, these hearings could have led to further unnecessary cuts in crew levels. That won't happen now. The second hearing was before the Democratic Party Platform Committee. At th~meeting, I presented to the Committee the Union's proposal for inclusion of a pro-maritime plank in the Party Platform. As a rewlt of this effort, and our participation In hearinp in other cities, I am confidentthe Democrats will adopt a pro-maritime plank .at their Convention in August in New York. ,. In addition to these hearings, we continued our efforts concerning the Omnibus Maritime Bill. There are a lot of good rhlnS$ for maritime in the bill. But there are numerous points In the bllf that have to be changed before It g~ to the floor for a vote in ttie House. We~re working on making those changes. N another ;irea, the House of Representatives passe<f the O<rean Mining Bill by a voice vote. The bill Included an amendment mandatfng tlJat the ships Involved in the U.S.Qcean minins effort must be registered American and m1mned by American seamen. The ultimatesuccessof this bill holds a great poteJ1tial for job~ for American maritime workers. Of i;ourse, the fightfor this bill ls far from over. Butthe House action puts us one step cl~ to victory. The thingthatmuTI be remembered is that if the SIU did not maintain an active and highly visible presence In Washington, none of these thlnS$ could have taken place. Again Brothel'$, our Washington operation is crucial to us. In Washington, we are fighting for our jobs and job security. We are fighting for our lfvellhoods. We are fighting for our future. Nothing less than·an absolute commitment and tot.al effort will do. We are putting fonh this kind of effort right now thanks to this membership's support of SPAO. We must all work together to keep it this way. E r June 1980 I LOG I 5 • �- Members Vote 'Yea' on Constitutional Amendment Followlng is the completeuxc of• Conttlcullonal Amend.Olene submitted on behatr oft~ EKtc11dYe Board of ·~ S•tJ-ACLIWD for !Mmbet'IJtlp a,dton at all rtllll-1 Con1lltu~onal pon membership mettl1111 In June. At Ute non· coldtOutlonal porn, die amend-• ~· pre-ted at spedal nteetlDp on Jime 13, 191t at 19:tt a.m. Tlte Ullendment wu ado!Med f1\'e,• whelmin&ly. EXECUTIVE BOARD RESOtlJTION FOR CONSTITUTIONAL Cllltgt or tht Gull C0.11. ""' llbPrwdrlfl itt Cl••rrr of tllr <;011St, •nd Ont Vlot-Prtriclcn1 in Charge or the Lakes and Inland the Prc.Mdcnt. the Executiw Vi~· Prc-sidenf. t ht Vlce1..PrcsidenL in Chars• or Co~IR<il •nd Con1rsct lln(orcc:mcn1. the $ecretary-Tr•••• Waters." urer. th~ Vi~·Plcsident in Chara• of the Atlantic Coast A:rel. 11¥ Vlc»- w,.,, 2. Article VIU. Section I shall be amended Lo !tad as follows: "Section I Tb• officers of the Union .iutll be elected t.1 oth<rwltt pro~dcd in tliis Constitution The1< omccrs •hall be the Prcsidtnt, an E•tt.itlvo Vioe-~.aideni. """ Vice-Presldenl ln Clw'Sc of Conlraots and ContraOI • En(orecQICnr. 1 Secmary-Trasurer. o~ Vicc,Prcsldo1 in Char&• Atlantic Coat\. one Vl«·Prttldcnt io Charse of Ille Gulf Coast. llbPrnillad hr C6~ of tlN Wm Caal, and one vi .... Pretident In Char&c or the lak« and Inland Watcrl.... or AMENDMENT MAY 28, 1918 3. Aniclc X, Sections 7 through The EKecutive Board has for 13, shaU be ttnumbe~d ~riatim so several years monitored aod exam- a.s to constitute new Sections 8 ined the shifting patterns of mem- tltrougb 14. bership employment opportuniries. ... Article >(. new Section 7 1liall In the past and as a rewJt of such be added ti> read as follows: studits, it was recommended in 1971 "S«llon 7. \/ice-Prnldcn1 tn Chi<F cf t he Wnt Coa.u. that our constitution be amended so ~ Vic<-f'«Sldtnl in of 1hc as to make San Francisco a ConstiWnt Coast shall be a m<mbcr of1he tutiona I port. The recommended Executive Boud and f'"tled 10 cut one vo«: in that body, cons tilutional amendment was thereafter adopted and approved by tte 1ball 1upcrvi1C and be tnponoib~ 1hc membership. for 1he activities .,r all the Pons and the penonncl thcrccf on the West Even11 of th~ past seven1I Coast inolud in1 their 11r11ni11ng ihdi·ca te tllal by reason oC. our a"Ctivi1ies. The Wcj1 Cout am is .i'1crcased membership upon the deemed lo ritqin lhc State• of Call· fornla, O"'gor\, WUhinaton, Alaf~ West Coast sui>srantially as a rifsuh and Hawaii. of jhe Marine Cooks BJld Stewards In order that ht ma.y properly <ICA!CUtc mcrgl!r with us a couple of years ago hl' responsibiliti.,, l)e is cmpo""'rcd and with prospects good for further and au1horir.cd to retain •~y 1cch11ical increase in this area. it .appears or professional usis11ncc he d«m• oe<:ns4r)I, subject to lhe approval or appropriate in the inrerests of broad I.he Ex<ttulhre Board." representation thaJ our constitution be amended to provide for a Vice 5, Article X. Section 11 renumPrelldenl In Charge ol tbc West bered Section 12 as above, is Coast. At the present ti me our amended to read as follows: constitution provides for Vice The lil'$1 panigrsph is amended 10 Presidents in Charge of each the rad: Atlantic and Gulf Coasts and for the '"The E1<0C111ive 8ollrd shall coosist of Lakes and Inland Waters. This proposed amendment will fill the West Coatt vacuum and make equal offic:cr ttpresentation appliQble to all areas. This resolution also provides if ii is appromi by the membership for a referendum vote, 1hat it ~ Jllc:ictl upon tlit ~•e ballot as lhal used for conducting of the eleciion of ofli-· cials later this year. Finally, if the mcmbcnhip by referendum approves this conStitutional amendment, then pending the next regular election of off'!C4tls. tM President as col!Stitutionilll.}' provided by Anlclc X, SectiO!l l(J), Shall 1111 such office: until such next regular elcctfon of officials. a.a"*" rears It jg thcreforc RESOLVED! I. Anidc VII, Section l shall be amended 10 read u follows: -s..i1>11 l. lllc Haulq110111:1'1 or 111t Union 111111 ht '-Id op New York or •• 1ucll . . . . "' ,,,. .,....,...;.., 8aard nwydclcmullt rt0111Ii•10W.."l'be slllll """"'"" a~rdnolflaon Prnidtlll. aa Eatt.otivc V.U... Ptc"*"t. Co-· ODD VScr..Pftsldeftl in ucl c-.- C'1lall& "' enr.....,......•. 1 Secmarr-Tnao-.. OM Vtc."-ideftt la Ctlarl" a/ the Atlantic C - . OllC Viat-l'R:silknt in I I LOG I June 1980 • Piciidcnt In Cha~ ortheOulfCoa11 A~, tit• "~""~ •rn1 IAC'-rr.o/ 1 tl1< Wf'll Co1nl AHo, tlie Vice• Pi'e:Jidont in Chorge ol th< Lai.cs and lntlor!d Waters, and the N1tio111t Oirector(orchicf exe<tutivcotrlt'ft) ol each subof<linll< body or division crcal<>d or ohuttrcd by tbc Union Whcnc•tr wch subordinate body or division IW ottaiocd • mcmb<rsblp al 3,200 mcmbct'i atld ha111111J11aincd 1h11 mr:mbcDhip ror not las thon three (J) mooth1. Slleh National Dl1tt1or (or chid' CKocurive aff""'r) 111111 bc a member or I"" rnpectiY< subordmate body or divisoon 'And mlHt bc q1111ificd to hold ofTlcc undtt or 1he terms of 1bc Con1citution rll<ll d1vi1ioM or wbordinat< body.• II. Article X, Section 12 renumbered IJ. as proposed above. th.e first paragraph thereof "(a)". is amended to read as follows; -(al The lcnn -dcl<ptco• slWI ltlea.o those mcmbcn or I.he Uoion and iu 'Ubord1nate bodic.1 or divi5ions who ore cl<ekd 1n accordtnc:c With the provisions or thm Corutirution. ID at lend the eonvtnlion ofth< Safan:rs l,nttrnatlona.I Union Nonh America The lollowlng olT'icers and job hqlders, upon their ckction ID ofTlct or job shalJ, during the. ••rm or 1bcir office or job. be dclcgat.. lo. all .ienlor in ship. A ruu n is furtllcr RESOLVED that lhii resolution be placed on the same ballot as tbat used for the cond~t­ fng of the .election 9f ofrjci11ls and voted on over that same two mon• h period later on i.n the year andth111 if approyed by the mcmbenhip, the President u co111titutionally provided in Article X. Section l(j), fill such office until the next regular election of ollkials. Sublllkted by and Oii behalf of tlW EncuUYt Bo.rd FRANK i>ROZAK D·ll Exeamye Boud Measbtr ANGUS ~R£D• CAMPBELL C·2l7 Executhe Board Member or Convention• of •he Seararcu tntcmatlo1111! Unl1>n or Nonh A111c:ri"' 10 thl:· folloWlrlg onfer of priority:, Prt>idtnl\ Eucutfvt Vic;c·P.n:sidont; Vi.,..,Preti• dent in Chara• or Co~lt••1$ an_d Cbnuact Enfotcem<n1: S<<>felarY· 1'reasurer: Vle<·Prcsldcni in ChllJge of (he Atlantic Coa11, Vi~·Prcsicl<nl in Cha!F or 1hc Gulf Cout: l'kf'. Prnldf'lfl /fl Cltet1• of lllr Wtst Ct»rt; vi..,-Prcsldcn1 in.Charge of rllcLll kcs ond Inland Watcn; Headquarters Rcprrscnralives. with prionty lo thooe mosl$0nior in run book Union ~mbcnhlp: PonAgcni.. witb priority to those most Steior in full book Union mcmbc11hip;and l'lltr0lm~n. with priori1y lo tboK most PRESIDENT'S PRE-BALLOTING REPORT bOOlc Union mtntbcr- JOSEPH DI GIORGIO Executive Board Member 0 ·2 tEON HALL H-125 Exewtlre Board Membrr MIKE SACCO S-1288 Executlve Board Member JOE SACCO S-1217 E:uaadye loud Me...,._T The Jo/lowing report was have carefully considered thci changes that have taken place in the deep-sea and inbind fteld, With a view toward meeting the opportunities for expansion • at The report wa.f also praenUd through means i>f organizing. all SIU CDtulillltional Port Since our last General Election Mnnbership Meetings inMtl}I, as of Office!'$, the memberships of well a at all SIU HaDs holding the Seafan:rs International ilifomrotlonal membership mHI· Union of North-America. Gulf, fn8s in M II)'. Lakes and Inland Waters District May 5, 1980 and the Inland Boatmen's Union Pursuant lo Executive Board of the SIUNA-AGLIWD, voted action authorizing me to. <lis· affirmatively to approve the charge the duties of ou.r President merger of our former affiliate Paul Hall during the period ofhis IBU into the AGLIWD, together incapacity, J am submitting the with Constitutional amendPre-Balloting Report in. accord- ments. One such amendment ance with Article X, Section I of provided that S r. Lou1~ would be our Constitution, which. provides a Constitutional Port of the for the s ubmission of ruch Union. Accordingly. in this Report by the President at the General Election, provision regular May membership meet- would be made on rhe ballot for ing of this election year. the elecrion of officers and Balloting for our General jobholders for the Po11 of St. Election of Officefs for tlle term Louis. Also participatil\g in our 1981-1984 will commence on upcoming election of officers will November I, and continue be those members formerly with th.rough December 31. 1980. The our International West Coast election will be eonducred under affiliate Marine Cooks & Stewthe provi$ions 'Of our Constitu- ards, as well as the members tion, as amended and effective our International affiliure At.tanSeptember, 1976. and such other tic Fishcrmen!s Union, both of voting procedures as our Secre- whom hav~ . merged into and tary-Treasurer may direct. become an integral pan of our I have, inconsultatibn with our · AGLJW District since our lase Executive Board and Port General Election of Officers. representative$. made a careful appraisal of the needs of our It is my recommendation, in Constitutional Ports: Head- accordance with o ur Constituquarters- Port of New York., tion. thar the following offices be Philadelphia, Baltimore. Detroit. placed on lhe ballot in the 1980 Houston, New Orleans, Mobile. General Election of Officers for San Francisco and St. Louis. We the term 193 I through .1984. P:fesented b.Y. Sil!.Erecutive rice Pnsi<lent FrQiJk. Drozal< at the Headqua'lter.s General MethhterSlrlp Meeting on, M.qy S, 1980. or KEADQlJARTERS ST. 1,0UIS • I P,resident • I .£xCc.uJf~e Vice President • I Secretary-Treasurer • I Viet: President in Cha rge of Contracl$ and Contract F.nforcement • I Vice Presidenr in Charge of the A_tlantic Coasr ... , Vice Pr.esident In Charge of lhe Gulf Coast • I Vice President in Charge of the lake's and lnlano Waters Represcnta- • 4 Headquarters -.. hvcs I Agent I JnJ111 P~trolman NEW YORIC I Agent 8 Joint Patrolmen PJIJLADELPHIA1 Agent 2 Joinr Patrolmen BALTIMORE I Agent 2 Joint Patrolmen MOBILE I Agent 2 Joint Pa1toltnen NEW ORLE'ANS I Agent 3 Joint Patrolmen HOUSTON I Agent J Joint Patrolmen SAN FRANCISCO r Agent 2 Joint Patrolmen DETROIT I Agent I Joint Patrolman Pursuant to the provisions of Article X, Section l(e) of our C'onslitut1on, I recomme nd the designation of' Mr. John J . Scono, Vice Presiden•. S1erling. Narional Bank&: Trust Company of New York. 1410 Broadway. New Yorlc, New York 10018. as Depo$itory for ballou. It will be the function of the Depository to receive the mailed ballots and other election material as provided by the Consritution. to safeguard 1he01 properly in the bank. and 10 surrender them only to rhe duly authori7ed Union Tallying Committee in accordance with Aniclc XIII, Section 4 (c). P roof of authori7.ation shall be a certification by the SecrctaryTreasurer. The Depository shall be requested 10 cenify that 11U of the envelopes received by 1he IJ>cpository have been properly safeguarded. have been surrendered only 10 the said 'Tallying Committee, and Iha• no one other rhan apptop,riale bank personnel has had access to them. As provided for in Art iclc XIII, Section I, nominations opcn ·on July I S, 1980 and close Augusr IS. 1980. The foregoing constitutes your Pre~ident 's Pre-Balloting Report, and I recommend its adoption. Fraremally submitted, Frank Drozak Executive Vice Pinidcnt . Senate OK's $567M for Maritime Subsidy The Senat~ ~as passed by v~ia: tioa difrc:rent!-J aublidies • vote Uie Manume Anthonzation • $38.6 million for mantime Bill for Fiscal Year 1981. The education and trainina House of Reprcae.uatives had • $30.1 milliOJJ for Maritime pwcd version of the bill Administration operating exearlier this year by a .Yete of 320- pcJJJel SO. • SIB.8 million for maritime The two measures are cuen- -R'Jseareh and dtvclopmeot tially lhe same, thoup l!eVeral A new '4aritlmc Aulhoriza· minor differon~ do exist. Tbe tion BUI must be approved for discrepancies must be reconciled each nlll!lll ~t. The Jeplation is ~on: . the lqjslation can be ~hapa the . . . . ..,.. 11ped mto i.w. lanl way tllllt Coaar-afremdw Fundins lc:velJ for the House maritime ludt11tr1. Were- tbe and Senate bills are neuly construction •od operatina identical. Both would 1:11tablisb •ublidy proarama cut, thouaanda Pocloral 1pelldina Jevels of about of maritiJno.n:lated jobs would $567 million the mariti~ be JOit. ind•uy. Tbe Federal moniet Tiit Senate version contains an Would be dishibutcd u follows: ~ offered by Williem i" Pride is prcsc:ntly owned by Maine, and is operated as pan of that state's fisheries train- ing program. The House version docs not mmition the Fundy Pride. Stumping In City by the Bay 1-... ror ~ Cohen (R--) to allow dae • Sl35 mil&Qa fen-~ FuadxPridetabet.focum • 'Cdu a U.S. 0q \II el The Fundy • "47 mm;oa. far dlaen:mial •Wwichtt • VIC& Presldenl Wauer Mondafe stumpe<I ror lhe SIU·becfleel Carter/Mondale tlcicel before CelllORQ s June 3 primary Here he makes • po1nt during a breatdasr recepttOn, 9IJOi1SOred bY Ille Oemocta1ic een1rs1 Commrnee. ar the sc fl8f!Cl9 ~Bl "' Sift Fra11cill:o. Orgaruzeci labor. •ricludrng Ille SIU. W&I well· represented In Ille crowd lhlrl tumed OUI IO greet Ille us Veep June 1980 I LOG I 7 �. AFL-CIO Ruling Confuses ·tug Job Jurisdiction A recent ruling by the AFLCIO Executive Council has thrown itlto confusion I.he jurisdictional rights of the SIU and Ldcal 33'.! 0£ the lnter;na. 11onal Longshoreme11's Ass.n. . . . (tug unton) concerning Mame· towin!.(. • · · COBS · t WISC t0- VUlJIDIB OVertuminganearlierdccision by an AFL-CJO Jmpartial Umpire, the Executive Council ruled that a clawoe in Local 333's 1979 contract "docs not, on its face violate Article XX" of the AFL-CIO Constitution as the SIU had charged. Article XX, The AFL-CIO Constitution's "no raiding" clause, strictly prohibits one AFI.,.'cro affiliated union from attempting to represent or interfere with employees alre.ady working under a contract with another AFL-CIO affiliate. The SIU initiated Article XX proceedings against Local 333 last summer after they ratified their new contract. Key to Local 333 's contract settlement with the Marine Towing & Transporcation Employers Assn. was a oJausc aimetl at broadening the i;cope. qf their representation. Local 333's old con&ract slli(t their jurisdiction included "only all licensed and -unlicensed employees ... on tugboats arid self-propelled li&hters ... in the Pon of New Yock and vicinity." The new contract eittends Local 333's jurisdiction to cover "any regular coutwise run having as one of its teniiinal poin~a point I I I I I I I I I I I I I I I I MEBA, whosemembersfill~ome meeting in. Washin~on, D.C., twtomarlly and tradltionally licensed jobs on McAthster, the Executive Council reversed dotte by other union.$." Bus'1ey and Moran's outport the Impartial U.rnpire's decision. fte d . h h tugs. theSJU lmiltacaseproving In a short determioatjon, the 1 A ' stu .ymg 1 e c 1~use, e that Local 333's new cootraet Council stated that local 333's SIU determined that 11 was a · · ti • th , II , ba rga101ng ' · agreeb . . d" . . clause woullf 1ntet ere with e new co ective t reat to our Juns 1cuon in • , t ... . . does not on 1' rs 1ace ~ . . scope of the S1U s n;prcsenta- men coastw1se towing. violate Article XX• Section 2 or . 1•ion. The s1.u filed Article XX The lmpar1ial Umpire upheld 1," of the AFL.-CJO Constitu; cbatges wi~h the A~L-CJO and the S IU's charges and found tlon. . an. lmpart1aJ Ump11e was ap- Local 333 "in violatiol\ of Articfe SJ U Exec. Vice President 10 pointed hear the case. XX (Sections 2 and 3) of fhe Frank Dtozak called the CounDuring along hearing, the SIU Constitution of A FL-CJO." cil's action " rcgretablc." pre!i(:nted testimony showiJlg LocaJ 333 then filed an appeal of ''Tl forebodes adverse and that SIU Boatmen fill jobs on the Umpire's ruling which en- disturbing consequences for boats belonging to the out port titled them 10 a second hearing affiliates in the maritime indussu'bsidiarics of some companies before a three-member subcomny;• Drozak told AFL-CIO signatory to Local 333's collec- mittee of the AFL-CIO Execu- President Lane Kirk.land in a rive bargaining agreement. Sul>- tive Council. letter. s1diaries of New York-based After reviewing th.c case in Predicting that the Councirs McAilister Bros., Ira S. Bushey & February. 1980. the .subcommitruling would have far-reaching Sons and Moran Towing & tee decided that a wider hearing consequences, Drozak warned Transportation do extensive was called for and passed the that "a substantial unsettling o f coastwise work from Norfolk issue to the full Executive an· already fragile relationship and points north. Council amoqg maritime affiliates;• Togelher with National On May 12. following a would occur. in or north of Norfolk and not Tbe eonOlrt lnvol¥es Loc:.i 333'111 lnterftrence 1'!tll u SIU·-naed Mi:Allilter subtldiarJ ta1 whlc:ll wu transportJns a derrk:t l'rolll Todd thlpyard lo Plllladtfplda 1o • New YolitaMpJ•d. AdlDa UDder 1Jielr illta ptd•llon of die EncutiYe Co.....Wa rulloc, Load 33.l . . . 1k SIU-aewed tac I I I I I Two other ships b~ned~i.°: company haVt: crews aboard but they·re sittina iD pon with no cargo. ~ two ships. the £1 Paso SouJlwm and the EJ />0$0 Anew, will also lose their crews if tlle Algerian problem iS not resolved Meanwbile; ho~er, the Alae,;.an government decided to prcu fot an CWll srcaier prite increase than wba1 bid been nqotiated. Instead of SL94, the 80Vtr111Km wantal 10 up Che price to SS or S6 per tholllalld cubic feet. This occurred in Marc:h and there llave been no tanker loadinas of SchulllUln "'..,.. dull "Ule E11tcuivt Co1111dl dJd llOt say .fhat If one unloa 1akes ui tlldiOll "hid! lntufem with anodw' un1on•1 t0Uecllve Slatln& that Lo_cal '333'had ove..-. hlll'l!llnln1 alJ'eem111t, then that's flkay, ~ lttpped the intent of tile [x,cutiveSrhulman pointed out lh11 If Cou~lrs "-'Un1. tlJeSIU UlldafeCI a new Artlde XX proceedlnr•plinst Local 333la allowect ~~erfere with die work of a Pll Illa-based lhe tuc union. · . SIU tul. "dNis by rf&hls, "Local 333 ~ argutnc lhat, be- " ' couJd lllOp ltw. Ill die Ame cause of the Executive Councll's ny,., 1'llm ttiey come lo Plliladdaction, the1 did oot Yiobitedl&SIU's plda. lfaactl a dt1ladon II 811owed to jurlsdlc:tla.i," &aid tlle Union's lepl mad, Sella•• uld. ........... "'" counHI Ho"ard Scll111ma11. .But break loOM... I I I I I I I I I I I I I I I I I I I I I 1 th.•- These high ti:chnology LNG ships were built at considerable expense. To have them laid up is a tc:rrib~ waste. l\ho, at this time wben the U.S. is trying lo become more energy independent Crom oil. "it 11eC1D1 a pity to cut off a different source of mef8)1. soon. The 1to11ble ii that Algeria wanes 10 radicaJly bike tbe ~ of its natural .... lbe Alferian aovcmrlleal would lite 111 ~ to be comparabla witll ~ \Iii prill"I EVER~ SIU ahlp has eleotn>nlc gar 1Mt QMED'1 Med to krlPW how ta handle .. ...___ Now ~ ~ 1•1111 how! Talut the new Marine ElectronJca .,_,.. 11 HLSS. El Paao•s contract witb tbc Algerianl to cany natural IM was """ ...... al lut year. It ... qrecd Iba& lbe price of AJterian.natvnl. . WOUid bo Sl.9' per 1lloelanct cuWo fa:t. This iltcRase was app10..t bytbe U.S. Depanmcat or Eneray (00£) Wflidl. under law. lllllll rule Oil me price_'!f uy illlporCed ... · lo this 6-week course you'll get the eklfla vou n6lld to worl< on; • • • • . elecfronlc ayst~s In the Engine ~ winch contt011 anchor wlodlaas controls cargo control boards Sign Up Nawl Course starts September 29. :C:lll~OISS M .... OfltAllleQ • b .... _.,,..Uf.. • tn M.\'t=''l,1t,1r\ I f,1n~11.• 1 ,111µ.' Congress ... an civersiah1 hearing July I U> study ocean vessel reaistration procedureg. • Maritime Regulaflollll Two !louse comnrittccs are planning nnal hearinas and markup on various aspects of the so-ailed Omnibus Maritime Bill. The Judiciary Committee Will take linal action on the antitrust aspcct.s of lhc bill a1 a markup SC5Sion June 17. The House Forcig11 Affairs Committee will hold hearings on a markup on the bill later this month. • Coal Slurry Pipeline. The HoU$C Pu bile Works Committee will be holding hcannss this month on riahu of way for coal slurry pipelines. The system is planned to carry pulverized coal throush water-sluiced pipelines from remote coal fieldsto terminate along I he inland wau:rways sys.rem. -·~--- • $347.697 for the operation differential sub5idy program. Vessels receiving ODS funds must be offered for enrollment in .a sealift readiness program. •SI 8. 7S0millio11for~rchan·ddev~1op­ ment activities. • $30.863 million for maritime education and training tl(pcnses. • $38.864 million for maritime admini~ a1rttion operating ri11Pefites. ;rbe Senate bill also provides a supplemental authorii.ation of S44.307 million for the operating differential subsidy jjrogram which was authorized in the 1980 Maritime Appropriation bill. In the House. meanwhile. a supplemental appropJ"iations bill has run Into stiff. op~sltion. (See story in this issue of THfi: LOG). , • I I I I I I I I I I I I I I I I I I I I I J LOO f June l980 1, ~·g_u,h1r1\~. t\lln111'''cr.,cl~'1..t 1ll1i l • Dd'mH Seatttt. The House Merchant Marinec Subcommittee will bold a hearlns June 24 on U.S. defcn.sc sealift capability. This is Ule azea in which the SlU ha:. persistently uraed that the privately-owned and Opcnitet;I mc~m Oeet be siven a larger role. in lhe sealift program. • FJacs of Convenience. The House Merchant Marine Commillee will also hold The Senate earlier !his month passed the Maritime Appropriations Authorization Act for 191H. The BiU -H. ~. 6SS4- passcd bya.Yo.ice vote. As.approved by the Senate, the Merchant Marine appropriation bill provides rhc following: • S1"3S million for the construction differential subsidy program. I I I I I I pull over In New York. The SJ\Jma1med boat was forced to wait idly wblle • Local 333 tug delivered tbt derricll to the Brl>oklyn shipyard. Algerian natural gas sinoe Mar. JO. llJ Paso and the Algerians bad been negotiating over the pri~ increase but when lhe lalb broke down. DOE took over. Their negotiations have thus far been unsu~ cessful. The SIU is working with El Puo to help resolve thi$ i.uue quicllly. • I Algerian LNG Price Squeeze Tums Off Gas Ba:ause of a coafih:t over .the pricing of Algerian natural ps. four SIU<0nlrlci.ed El Paso LNG ships are laid up. A numberofJiearfngst111dorhera111lonsbv Howe and Selia1e Ccmmlutes are sch;. dufed this month which have a direct impoc1 on the marillme ind1Lftry. As we go 10 press thfr monih. here is the Congressional maritime agenda: I I I m On the Agenda -. I I I • June 1980 I New Artlcle XX Charges Flied After SIU Boal is Stopped In N.Y. Tiit ftrst ten of bow far the E~cvtlve Coundl'1 nalln1 allows Local 333 10 eo Is 110" bdn1 arsutd liefore anolbtr AFL·CJO lmputlJI Umpfre. • Fl&henes CQi1•1idt88. r&at'fil'lllllld Iii& COIDRJitmelll to a Slrong u.s --.g merchanl fleet The Seat1tera are al Slewaras wrio n pan~tng tn the SIU Slewar~ An MlficatlOt'I PtogtiWll. Allenclilig tne me li,IQ wllh Cclngl'Nlfl'lan lowfy were ~fateJS F,.ncla Ofcatlo. Henry Mceowan. JoBIDtl "91el•• • Dat1se. Edward Candlll. Vincent Ch111ez. Thomas Navarre. Robetl RuthefO<d Lourice Martin Jesse Natividad. and Franetsco Vega WiUI 1ne S.alarers - e SIU Washmgton ~ Be0v Rocller. and Piney POI/II Pat AQent Mar$hll Novack. Jme 1980 I LOG / t • I �• lndusby r:'?i----L-'~7 ~ News"------""-House Passes Ocean Mining BiU After nearly nine years o.f .debate.,stallfog 1md reaistanoe from lhe State Department, 1hc House lhis month lmally passed I.he Ocean Mining Bill. Formally known u the Deep Seabed lfard Mjneral Resources Act, tbebill went through on a v<>ioe vote June 9. As passed, the Ocean Mining Bill requires 1ha1 all mining vessels and all ore processing vessels mus1 be documented in the United Stales, must fly the U.S. flag and must be crewed by American seamen. The bill further 111quires that a1 least one ore carrier at each minrngsj1e be a U.S.-fllgship. CongRssman John M. Murphy (D-NY) who manaaed the legislation during tbefloor debale said that, "after nine ycan of Congressional consideration, H. R. 2759 represents a sound piece of ~gislation, critical in assisting our nation in developing 1cchnology for obtaining man~ nodules from 1he deep SC.tlbed.~ He aiBo warned, "If deep seabed mining Jcgi•ladon is not passed tills year, I.litre will nol be a deep seabed mining industry left to prolcct.r Congressman Barber Conable (R-NY) who also urged passage of the bill said "Unless we taJcc some step of lhis sort, i1 i.~ going to bc difficult to entice American concerns, who are lhe only ones in the world with sufficienl technology to exploit this valuable mineral resource and make the investments 1hat arc necessary when their investments may not adequatclyl>eprote<:tcd by American law.n Both Congressman Clement Zablocki (DWI), chairman oft he House Foreign Affairs Committee and Congressm•n Morris Udall (0-AZ), chairman of the House Interior and Insular AffaiA Comm.ittee endorsed H.R. 2759. Each Chairman. how.:ver, slated I.hat both Committcca along with lbe House Men;bant Marine and Fisheries Commiuees ucex peetc:d to continue 10 exercise oversigh1 jurisdiction on the bill u It is implemented. Similar legislation con1aining identical language calling for 1he use of U. S.-flag vessels passed in lhc Senate last December. The House and Scna1e bills will now go to a joint conference 10 resolve differen~ bciween 1he 1wo versions or tJ11> Ocean Minit'lg legislation. • McAllister,. Stone Appointed to • MA.RAD Positions I •II Sarnuc.I B. Ne1J1irow, kcad of the U.S. Maridme Administra1ion (MARAD) has named Bruce McAllister to be dep11ty assis1a111 secretary for maritime affairs-1.he post that Nemirow held bcfo~ h,is elcv11ion 10 the slo1 in MARAD nearly a year ago. I I I I I I I I I I I I Nemirow alsn announced the 11ppoin1mcnt of Ronald L Stonetolhenewlyae111cd post of deputy assistant adminis1rator for maritime aids. McAllister was formerly president of McAllister 8rothet5. In his new pQllition, he will also serve on the lhree-membcr Maritime Subsidy Board. • I I I In his new assiwimen1, Stone will be the agency's principle advis9r on commercial trade. traffic all related maritime aid programs. Prior to this appointment, Stone served four years as shipping and program oontrol officer- in tbe office o~ the Deput.y Stcrl:tary (or Maritime AffaiTs. I I I I I I I I I I I I I I I I I I I I • • •II I I I I I I I I I I • •I I • I •• I I .Upgradflri In his Conoras810111'1 offices 1n Washington, O C The trip to Washtng1on and lllSlt With 8onlOt -.as an a PB" SenlOrlty 11 I LOG I Jta1C 1980 - Drozak, Mccloskey Square Off Over Manning A I I I I I I I I • I I I I I I I • Kouse Mercha~ Marine Subcommittee bearing calltd ti) consider increasing lht fiscal year 1980 appropriations for certain maritime 'Programs quickly shifted gears as SIU Exec. Vice President Frank Droz.alt and Rep, Paul M·cCloskey squared off on the issue of s!Upboard mam»ng. Opening the June 11 h~ring Subcommittee Cbainnan John Murphy (D-N. Y .) said the Subcommittee would be consid· ~ring a bill "to increase the FY 1980 appropriation of funds for the operating differential subsidy SIU Exec. VICe Pres1deo1 Fran~ Orozal< teshfies before lhe House Mercham program by $44.3 million." The Marine Sut>comm111ee In Weshinglon $44.3 million for unforseen on June 11 operat~ng subsidy l!'-Xpenses competition. We believe lhat our would be added to .the $256 membership prosper:. to the million Congress, has alr-eady extent that our companies approved in maritime appropria- prosper and to the extent that the tions for 1980. U.S. merchant marine remains "This bearing also provid~." compCii1ive." Rep. ~urphy cpntinued. ''an - "But the sacrifices made by our opportunity to give further membership," Dro:zak informed consideration to the question of the Subcommittee, "in the longmanning on vessels receiving term interest ofa competitive U.S . ODS." neet have not been shared by Armed witn faets a,nd figures other sectors of the cre.w. In some Drozalc told the Sul>comlTlltt~ cases," he oontlnued.'"ships have that "the SIU took the lead in the been automated to the extent that 1960s in worlcrng witfl manage- our membership has betn ment to adjust' crew sizes to new vir tually eliminated in some technology."' departments while othe~ seotors "But there is a point,., Droiak ~board the same ships have been warned. "below which manning left virt1111lly unlouched." levels must not fall if we are to Pointing out that shipboard preserve the safety of the crew, of manning levlcs are decided based the vessel, of other U.S. citizens on input from the Coast Guard, and of the environment." the Maritime Administration, The SIU has worked long and labor and managemtnt, Drozak bard, Drozak said, to keep "our called for creation of a committee cootrac,ted companies competi- "composed of all of 1hose tive wiih both U.S. and foreign participants to work t-0 resolve T manning issues." involved in collective bargaining "We believe, ~said Drozak, that rights ... the sru 's "good faith in red11cing McCloskc:y continued to manning for the h~ng-term charge that manning cost~ are betterment of the industry is well lar$ely to blame for the big~e~ pJ.o;ven. But we also b~1Jeve/' he operating costs of U.S. vessels added, '' that a progressive compared to foreign fleets. attitude o.n the part of one: For every example McCJoskey participant can be u11dennined cited to show where personnel unless all parties share the could be cut to save money, burden equally." Drouk showed the SubcommitCongressman M~Closkey took tee that the California Congress· a new tack inhison-goingeffortto man was wrapped up in false reduce manning levels by telling economies. Drozak and Subco!Ilmittee Pulling out his notes, M<:Closmembers that uwe cannot sell"the key said "the Norwegians have need for additional funding for reduced costs with an 18 man the Merchant Marine to Congress crew... "unless there is some control on Dro:rak informed the Repremanning levels." sentative that the Norwcgians"do "Inasmuch as the government not tell you I hat they arc carrying is paying the wages" of U.S. additional maintenance people merchant mariners through aboard that ship." Ma rad ·s operating differentiaJ "While you arc making all this subsidy program, McClosJcey noise about excess manpower and queried. "don't they have an costs aboard ship," Drozak obligation to make sure the continued, "why don't you take a manning Jeyel isn't excessive or look at the shoreside maintena nee wages aren't excessive?" · that i~ being done ~ince 1970 and "The 1970. Mc:-chapt: Mal'ine see whether or not it would pay to Act," Drozak shotj>ack, gives,the put more people ,b aok on the government the rigllt l Cjl n.ile "on ship." manning, not on wage rates In a clear, concise sl.lltement ncgofiated in a eollectivc Droi.ak told the $ubQommittee bargaining agreemen1. Other that the U.S. has a choice. "Either industries get subsidies," Droz.ak we work to have a merchant noted "and they negotiate their marine to becom,letitiveorwearc own collective bargilining going to concede it to the Russians agreements freely. Is there any and the Chinese and whoeverelsc difference jn the maritime is coming along." industry having the right to freely "I do not think tha1 is what we negotiate the terms of our want (or this country, .. Drozak contracts?" said. "Wha1yousbould trytodo," ''It is simply not fair to the heappealed to the Subcommittee. people of this country," Drozalt "is help us. protect us. work with stated, "for the government to get us." Mm Asks GOP Brass to Support U.S. Merchant Fleet AKJNG advantage of the op- portunity to bavi: the voice o( maritime workers hea1'd, the AFL-00 Maritime Trades,Otpanmenl (MIO) prrsent~ its views this month al the Republican Party Platform Hearina in New Vork City. The need for a strona U.s. men:hant marine was stressed by Jean lngnw, executive ~crelllr'y­ tl'easurer of the MTD. She was accompanied b!o' Frank Pecqllex, Jcplative repmcntailve.of the SIU and tho MTI>. The MTD is com~ of 42 national and international uniont representing workers in the maritime and alficd fields, including tire SIUNA. Fran1' Droult, SIU elletutivc vice president, it also pruideot of tbe MTD. Many speaken, rcpresentilla a variety of interests. spoke before the Republican pa•el whfc:h was dlaircd by Se11ator John Tower (RTell.}. During the uylang heM..m,, the morning wu devoced to fortip policy and defeni.e and the afternoon 10 fi!cal and mon,,1ary roticy. Views expressed a1 1he Hearing will be~ by the Republican Party wl)en i1s plalform ls formulated for the 1980 e~ti011$. Mrs. lngrao told the panel tha1 ".a strong American merchant marinci~ an essential component Qf delorrencie against foreign na1 ion~ •nd is essential to our national set:urity." Though the U.S. loday",cneratca the largest abareoflhc world's ocain ttatfe." alu! pointed out that "the~ are lea than S50 U .s.•naa ws1el1 in service which carry ~ than f111C pen:mt of our fOfti&n commerce." Mrs. lnarao therefore ur&M 1be adoption of a maritime plank within the Republican Party platform which: American-nag fleet access to the fair share of all types of cargo In the American trada. and • rccogni1e~ the imporlant natio!Ull defense role-of the private merchant marine and urJ.:s greaicr u1ili:a11ion of the private fleet by 1he Navy for itS support functions. Following Mn. lnsrao's pn:senta1ion, Sen. Tower said, ~we all share your concern for 1he American mctehant marine.~ • expresses continued commiiment tothe&oalsandpr~msoftbe Merch.int Marine Act of 1970; • calb for the enac1men1 of a national cargo policy to 111ure the Al lhe 1980 GOP Ptatlonn l'learmgs ill New YOO( reeemly &1e 11 10 rJ MTD Secretary-Treasurer Jean lnwao lllld SIU t.eg1slal111e Rep Frank Pecquex, I June 1980 11.0G I 11 �...' . I SIU Wins Jurisdiction Beef on 5-L Crane Jobs double-barreled victory for the job rig,hts of STU membe!'S who do maintemmce work on Sea-Land's huge Pace<io cranes was handed down last monrh. In two separate ·rulings, the National Labor Relations Board and an lmpartiaJ Umpire of the AFL-Cld said that crane maintenance work at Sea-Land's Pott Everglades facility is the job of a maintenance crew made up of SIU and MEBA·Dlstrlct I Shorepns memben, Both ruJ.. ings struck down claims by the fntemational Longshoremen's Assn., that the crane maintenance work was within their jurisdiction. Though the outcome of bo~ the NLRB and the Impartial Umpire's rulings are the same, the two hearings were held {or dlfferent reasons. On Oct 2, 1979, Sea-Ulnd installed a Paceco crane at their Port EvergJadcs facility. These, cranes arc used to ioad and unload containerized cargoes. The actual operation ~ar the Port Everglades crane, and of Sea-Land's Pactco cranes ill ;New Jersey, Puerto Rico, New Or· -----~.r. tMlu~ W!'it Coast and Portsmouth, Va., is handled by an I LA membe( since it is" part of the loading operation and clearly within the ILA's jµrisdiction. The maintenance of the cranes, however, is the job of a cr:ew made up of SIU and MESA memberi. Under tbe collective bargaining agreement with SeaLand, one MESA- District I engineer supervising two SIU shorep:ng members arc responsible for repair woTlc, routine checking of electrical equipment and other talks involved iii upkeep of the cranes. But when Sea-Land installed the new Paceco crane at Pon Everglades, the: ILA protested the assignment of SIU and MEBA members 10 tbe maintenance crew. lbe Longsboreme11 began picketing the P~rt Everglades facility, stopping only wbeil Sea-Land went ro U.S. District Court for a ratrainh)g order. On Nov. I, the ILA toot I.heir beef over lbe crane maintenance work to the Labor Relations Commiuee, their contractual grievance commi~. The Labor Relatiom Committee. made up of representatives of the ILA and the Southeait Florida Pons Employees Assn.. determined that die ILA llad jurisdjnjOll over crane maintenance work. Sea-Land objected and filed A tz LOG I charges with the NLRB stating that tbe ILA had violated Section 9 (b) (4) (D) of the National labor Relations Act "'by engag· ing 1n certain proscribed activity with an object of forcing or requiring the employer to assign certain work to its members rather than to employees repr~ seated by MEBA anti SIU." A three-man committee of the NLRB was convened to hear Sea· Land's chirges against the ILA. On May 20 the Board ruled that "the employ~ represented by MEBA and the SIU arc entitled to perform the work in dispute. "The record reveals," the Board said in their 10 page determination. "that the Employer's standard practice has been to assign the disputed work to at least one MEBA employee and two SIU employees. The Employer has followed the assignment of wotk at all its facilitic.~ across the country since the late 1960's •• . " and "ls satisfied" with the job the SIU a nd MEDA have been doing. While the NLRB ~a.~ decidin& on Sea-Land's charges against the ILA, the SI U and MEBA brought separate charges against the Longshoremen before an lmpanial Umpire of the i\FLCJ O. The SIU and MEBA charged the ILA with violating the "no raiding" clause spelled out in Article XX of the AFLCIO Constitution. At the end of May, the Impartial Umpire upheld the raiding charges against the ILA and awarded the crane maintenance work: at Port Everglades to the SIU and MEDA. An Impartial Umpire has issued similar rulings over the issue of. crane maintenance work at several other Sea-Land facilities. Most recently. an Impartial ! ! Umpire ruled that the ILA had violated t.he "no raiding" section of the AFL·CIO Constitution by claiming crane maintenance "'work and disi:upting Sea-Land's collective bargaining rel11lionship with the SIU and MEBA at Sea. Land's Portsmouth Va .• facility. In spite of the fact that the ILA's jorisdictioo claims over ctane maintenance work at SeaLand facilities have been struck down time after time, the Longshoremen have continued to protest maintenance work assignments everytime Sea-Land installed a new crane. But because the implications of the NLRB's ruling upholding the Sltrs and MEBA's jurisdiction over the crane maintenance work are relatively broad, obSCTvers feel chances arc slim that the ILA will protest the assignment of SJU and MEBA main· tenance crews in the future. I • iI • • :• i :• !• I ; ••• : i ! DECIC DEPARTMENT i• Boauwam :• •• • ••• •• i I: Fo1Jowing are the new wage and overthne rates for seamen working aboard SllJ-Paciflc Marltill'e Association 'Vessels. · I ••• •• • VESSEL TYPE Cl:tief Steward Chief Steward Cbief Steward/ Baker Chief Steward / Chief Cook Chief Cook. Night Cook. •od Baker 2nd Coolt and Baker, 2nd C"ook Assis1an1 Coot( Messman As$1SW11 Cook/ C'ombinauo11 3rd Pamryman Freighter Modified Mariner SS Maine Hawaiian Princess MC9S11111D Paacnset BR. PanellJCr Waiter Utilityman $1,591.S I t,68.S.t l 1.172.73 1.559.97 Freighter Frcishter Freigllter Hawaiian Princ£Sli Freiglltcr Frc;pter Modified Mariner Hawaiian Priacns SS3.25 .56.17 S9.D9 52.00 l ,S06.J2 l,412M S0.21 1.26138 t,J00.73 l, 132.67 1,086.17 !;<186.17 42.0S 43.36 37.76 36.21 36.21 1.086.L7 36.21 47.08 SS.81 .5.81 i• Mcmt1111 Dallf su.oo s.so 10.oQ 10.00 Pantry M""trutn 7.~ .5.81 S.81 5.81 S.81 4AO 4AO 4.AO 4.40 .33 .33 ,25 S6..ll 9.39 C...., Wonm1 RMt! W~cn members or the S~nJ ~e-nmen1 wort cargo, they shall receive the.a.me carso tatc" or pay and the same coffee hnv and hot IUllCh consideration a. 11 received by lhe Unbcensed Deck Dcpartmcnc. sen...., Time Haen 01a•' s 7.14 I 1.79 i ! .5.81 17w/olla ..,,,, 111111..,,,+ uttpt ...,, • Nl;,t Cooll -.d a.UT is ;e}d Ort Fttl6/tftn, ...,_ C.»M_,.. two · - llrr.rr ,,,.. ,,, Mtll!fl ,,, "" "9firly ...., , tlw lollowltlt _. llalina Chier Steward Chief Cook 2nd Cook a. Baker :•• S.81 p .,.,,,. h""''-~ ~ '"" '""" br: I EFFECTIVE 6/ 16/81 POSITION • II •• ~1 II I • i BoatsWain (SL7s, SLts ·s. I.ash, Mariner a. Passenger Ca~nter ~ler Maintenance A.B. M1in1cnance Quartermaster Al!le Scaman Fire Patrolman O .S. Maintenance Ordinary Sellman Prmtl- R.te OnrtllM R11~ Sl,622.92 l .43~.4J $13.~7 $3.00 8.00 8.00 8.00 IJ .20.64 t.320.64 12.S() I LSI t t .51 1.092.84 1,092.84 913,21 854.24 10.63 10.04 9.SS 9.S5 7.46 7.46 6. t3 6. t3 1.736.JI IS.23 t ,7J~40 8.00 t4.66 14.66 14.66 8.l)O t4.66 8.00 11.00 8.00 8.00 6.13 6. 13 4.86 4.86 Chier Elec1riclan (Sl?'s. Sll8'i. !..ash. 'Morincr and Passcnscr Chief EteclriciWJ (Ocha) Cl!ief 61ectricia11 Cl8nc Mtce./ E~c1dcian Electrician Reefer Mice. Second Electrkian Engine Ucility Reeler Mtcc. Rcfrigtration Engineer (when one is carried) t ,688.6S 1,68$.()S 1,688.65 1,S7B.S7 l .S78.Si IS78.S7 IJ ,75 l3.7S 13.75 8.00 ~.00 Refrigeration Ensinetr (when lh1'1'C are carried) Chid Fint Assistant Second As.siJtant Q. M.E.D. Plwnbef" Machinist Urrlamed Junior Engineer (Day) Ualicalsed Junior Enai.-r (Wa lch) Deck Engtaecr EnJine Utility/ FOWT IOctta) £naiac IJ111i1y Evaporator/ Mtce. t,619. 18 1:.38.83 1.342.23 1,622.92 1.447.45 1.381. 13 t .243.59 t ,339.34 IJ52.o9 l2.6t 12.04 11.68 IJ,97 12.61 £2.04 tOJlS 11.68 11.68 8.00 8.00 8.00 8 00 8.00 8.00 8.00 8.00 8.0() I .26l.4S 11.01 ~.00 10. ll 8.00 Oiler ( Dtc:scl) Watcrtcnder l , tS7.0l l.092.114 t, 176.04 1.092,84 fimnan/ Watenendcr Fireman 6.13 6.t3 6.13 6.13 1,092.84 Wiper 9.SS 10.27 9:SS 9.SS 9..5S 1.or-'. 14 8.81! Oiler Shjp.. Welde; Mtcc. otlcr/ Mainte11Btxe Ulillty General Utility/ Deck Enaine I i• !• • ENGINE. DEPARTMENT Slewanl/Bakef .: Momtdy a.~ 1.220.4~ S1'1:WARD Di.PARTMtl'IT Chief Steward (SL7t, SL 1..t. Luh. MariDlr) Seewald Cook • !• •' ' t,ISL08 f i c Freightship/Passenger Agreement Wages, Premium and Overtime Rates as of June 16, 1980 • i• HOURLY OVERTIME - Following are the revised base monthly wage scales:pr,mfum ri•tes;overtime rates for work f)trformed Jn excess ot eight (8) hours, Monday through Friday1 ancJ penalty off watch ,ates Monday through FrJd•y for the Standard Tanker and Freightsbip/Passenger Agreements. The contractual lnc,rea.'le of 7~% plus a 5.33% C.0.L.A. on the items specified above provJdes a 12.83% on ·su11h specified items. T.he J2JJ3% Increase also appHes to the Deep Sea Vacation benefit. Note: Tire C,O.L.A. is not applkable lo on waklr Monday througlr Friday or on watch Saturday, Sunday and HolidayJ penalty raLes and special rates such as longshore work and tonic cltttning. I New Wage Rates for Pacific Maritime Assoc. Vessels 8ASE'WAG£RATE MONTHl, Y DAJLY New Deep Sea Wage Rates: Effective June 16 1980 ; : WAGE RATES FOR ORV CARGO VESSELS , l 1-092.84 6,13 4.86 IJS5.72 11.68 s.oo t.26L4S 10.27 S.88 6.1 3 l.OIS. 14 Sl ,62,2.92 1.622.92 t,622.92 1,435.41 SIJ.97 13.9? 13.97 4,~6 S8.00 8.00 8.00 Chief Steward Chief Cook Coolt A Bater Secoad Cook 12SO 8.()() l.27S.8<l l,24J.58 1,092.84 11. 14 Third Cook 1 ,0711:~ 8.00 8.00 6. 13 A••"tut Coot ~A ·men 9.44 1,078.08 847.SS 847_sg 9.44 I .,_ •• June 1980 10.BS 9.44 7.44 7.44 6.13 6. 13 ...86 486 t:Olllbriled an /ollowln1 fHll~ Juna t 980 I LOG I 13 ( • • • - �continued from prnious page New Deep Sea Wage Rates: Effective June.16, 1980 Freigbtship/Passenger Agreement Wages, Premium and Overtime Rates as of June 16, 1980 Passenger Vessels Chief St~ward 1 ,27~.~4 Chitf C:Oolt Head W.ai1er / Wine Steward Chief BM:tc 1,275.84 l,21S.84 1,274.48 1,273.34 J,271 .98 l.26S.20 1,25S.S6 l,2SS.S6 1,243.SS 1,243.58 1,240.87 l,23S.2J 1,078.08 J,078.08 847.S8 847.58 847.S8 847.S8 847.58 847.S8 847.SS 847.SS 84?.S8 847.SS 847.S8 847.58 847.SS 847.SS 84'7.58 1147.58 847.S8 1,210.59 2nd Steward/ Hca.d Waiter 3rd Steward / Storekeeper Chief Pantryman Bu Idler 2nd Cook 2nd Cook/ larder Cook and Baker Asst. Head Waiter 2nd Baker 3rd N'igbt Cook BartendCl' Bartender/ Club Steward Messman Utility Utilityman OaUey Utility Pantrymao Passenger Waiter Officer Bedroom Steward l>assenger Bed room Steward Njpt Steward Stewardess Deck Stcw1ml Dec!Q/ Smoking Room Steward Janitor I Utilityman Day Porter/Utilityman Chef Ulilliy. Crew Messman Cr~W fYantryman Crew Bedroom Steward lle,\utician·Barber I. I PENALTV RATES W•tdt. Monday oa ihroach Friday Group I 58.91 8.00 16.41 12.50 It. 14 I L 14 11. l 4 11.03 11.03 I I.OJ 10.94 10.87 10.87 JO.SS 10.SS l0.74 10.70 9.44 9.44 7.44 7.44 7.44 7.44 7.44 7.44 7.44 7.44 7.44 7.44 1,894.14 1,4JS.41 Chef 8.00 8.00 8.00 ~.00 Boal.Swaitl (on vessels consuueted since 1970) Boatswain (25,SOO OWT or over) Boatswain (under 25,SOO OWT) A.8. Oect Maintenance Able Seaman O:S. Dect Maiilunancc Ordinary Seaman Chief Pumpman 6.ll 4.86 4.86 4.86 4.86 4.86 4.86 4.86 · 4.86 4.86 4.86 4.86 4.86 What's a diesel englneroom look like? Hete's an upc lose lliew of the br.an!l new diesel Sea-Land EiipJorer, snapped Jasr month al Qal<land, Calli, 4~86 1980 -«). Group m 6.36 Premblm Rate Overtime Rate Sl,688.65 1,530.73 $14.66 14.09 12.8S 10.96 9.66 SS.00 8.00 : Second Pumpman/ Engfue Mtce. Ship's Welder Mice. Engine Utility Oiler Mice. Utility Oller Fireman/ Watertco!kr 8.88 7.67 l .~7-4.30 General Utilily,/Dect· Engim: Wlper STEWARD DEPARTMENT Chief Steward (on vessels cons1ruaed since 1970) Steward/Cook S\CWatd/Baker Chief Stewaid (25,500 OWT or over) Chief Steward (under 2S.SOO OWT) Chief Cook Cook and Baker 11urd Cook Ass1Stant Cook .Messman Utihtyman PENALTY lt4TES Oii WMda. MGMay ... 14 / LOG I Jl>ne 1980 14.66 13.4S 13.4S 11.78 11.06 11.07 9.66 9.66 ct Friday Group I SB.91 I, IOS.68 I, IOS.68 1,01$.20 1,015.20 8.00 8.00 8.00 8.00 8.00 6.13 6.13 6. ~3 8.88 -4.86 4.86 8:88 1,688.65 1,6118.65 1.688.65 l.S36.83 l,479.4S 1,)27.99 1,296.66 1,1.$().14 l,JSO. 14 8-47.S7 8-47.57 Group U 14.66 14.66 1-4.66 13.39 £2.811 I I.SS 10.96 11.44 9.44 7.44 7.44 1. 1s • 8.00 6.13 6.13 4.86 4.86 8.00 ~.00 8.00 8.00 8.00 8.00 &.00 6.1) 6. ll -4.86 4.116 Oroup n1 Ooekslde et Oakland.Calif.the·7aS·loot Q•9vessetsea=La7r<IExpforer, shown unloading nercergoolaon!alne,5, SIU Crews A~other New Diesel, S-L Explorer 4.86 4.86 .4.86 4,86• Pttontbly Rate 1.688.65 1,544. 74 1,544.74 l,,l67.S4 1,243.77 . 6.13 ENGINE DEPAR'IMENT Q.M.£.0 . • is the year of the diesel, as.delivery of Sea-Land's 12 new diesel containerships continues fast a nd furious. All 12 of the SIUcontracted 0-9 class ves.sels in Sea- Land's ambitious $586 million ship conStruction program are expected to be earning their keep by the end of the year. So far, eight of the 12 have been christened, six have been ~livered from their Far East shipyards and four have taken on their SIU crews and are now plying theAsla/ U.S. West Coast trade. Number four, the Sea-Land Explorer, took her SIU crew recently. Like the three SeaLand D-9's that crewed before her and one 10 follow; the SeaLand Explorer will be ~rvicing port$ on a Pacific Sotit~west loop, calling at Yokohama and f(obe1 Japan, KaohSiung, Taiwan and Hong Kong and at Long Beach and Oakland, Ca. The next five D-9.s will be used on a Pacific Northwest loop. which adds Seattle, Wash., to the ports of call The three D-9's which entered service with their SIU crews before the Sea-land Explorer were the Sea-Land Palriot, which crewed Jan. 29, on the Sea-Land liberator, crewed lh early March and the Seal.and Defender following In late March. The Sea-Land Developer was. christened and delivered at the' end of May. She's expected to crew by the end of June. The Sea-Land Explorer, like ht>: 11 sisters, measures 745 feet and can accommodate both .JS.. and ~foot containers. The vessels have an overall 839 container capacity with 165 over steam turbine vessels of comparable size. And they can make a West Coast-to-Asia round ttip without refueling. ONSTRUCTION of rhe 12 As fuel prices continue to energy-efficient D-9's soar, more and more vessels underscores a growing trend will be built or converted to in today's maritime industry- diesel. That means Seafarers the move to diesel powered with the skills and training vessels. necessary 10 operate diesel Operating at service speeds vessels will be more and more of 22 knots, the 12 D-9's are in demand. To accommOdate the induse.x pected to yie~ a 35 percent improvement in fuel-efficiency try's need for seamen with - : . knowledge of diesel vessels the -Union has been offering a diesel course at HLS. And the - greater the participation of SIU - members in the rraining course, the greater the chance of bringing diesel-powered equipment under SIU contract in the fu_tu(e. Sea-Land Is expecting to have three more of the D-9's crewed and operating by the end of the summer. The D eveloper wlll crew by the end of this month. The Sea-Land E1<press, christened in March, should be ready for her maiden run in early July. At the end of July, SIU crewmen will go The Sea·Land E11plorer paid oN In Oakland on May 19 On·llaiid - e part ol the sh1p·s comm'"ee. etewrnen and SIU olficials. lnctudmg (standing t-r}: G. P. Pollard aboard rhe Sea-Land IndepenLOWsley. OMED and engine delegate. Dbn Bartlett, &horegeny bosun: JOlln dence. Sea-Land will round out CtSlec:l<l. bosun and ship's channan. Theodor<? GOOdman. slewa<d. secretary; their fleet of D-9's to a n even Harry Sdversretn. ui11hty,st11W111ddelegate seated (l·r) ate· Ed Turner. senior West Coas1 rep1eseora1rve. Richald Schaeffer. AB. Robbie ROberlSon, Sen Fr811Cisco dozen by the end of Noparro1ma11 ane1 carros L Sy. ct11e1 cqo1c venlber. slots allocated for refrigerated cargo and 84 for bulk liquid tanks. C 6.36 June 1980 I LOG I 15 • I' 6.lJ 7.44 7.44 1.44 ..(). l,IOS.68 1,015.20 876.77 u i .13 7.44 l,47).33 1,256.38 Explorers enr;ilne con1ro1 room 1s seararer 8.00 Standard Tanker Agreement Wages, Premium and . Overthne Rates as of June 16, 1980 0£CI( DEPARTMENT Sea·Lan_d -8.00 7.44 7.44 7.IS .- 6.IJ 1.44. Group II All Systems gol Checking 011e1 ~he Pollard lowsley. a OMED. 8.00 6.13 6.13 6. 13 6.H �Crew Saddened by loss of Shipmate LETTEBI On the morning of April 14, 1980at 6:25a.m.. ourchiefstcward, Oliver Celestine, was proriounced dead by Capt. Benjamin R. Moon. All of our crew, both licensed and unliccn~. were sorry artd ~ddcned by the loss of a man, not only good in his profession, but a cred it to his Union.as weJi as a nu!flfler one;hipmate. At this time. we would like to extend our condolcn~s to his family and friends. Yes, he's gone ollt surely not forgouen by his shipmates. TO TBE BDITOB Sincerely, The Entire Crew• .SS Ancborap L. It Joseph, Sblp'I CfiainMn Top Training At HLSS I would like to express my s incere thanks and gratitude to the faculty aod administratocs of the Harry Luodeberg School at Piney Po int, Maryland. This is the School, backed and built by the SIU, our Union. The Harry Luruleberg Scboolis indeed one of the finest schools of seamanship in the world. The curriculum and studies are hard, but the rewards are worth it. Libeny is spent in a supe rb se1ting, nestled in the woodlands of Southern Maryland and I would like to take this opponunity to let the membership know that every member of the SIU should view and take a course at this superb training complex a_t least one time in their seagoing career. Fnternally. Oennh Patridc Prescott Paul Hall Paved the Way Io our bull sessions aboard ship, conversations invariably turn to the benefits available to Seafarers today. How it is and bow it was. We would like to thanlc the penon most instrumental in bringing about that change, Paul Hall, our union's president. We n ote his present illness with deep regret and convey to him our hopes and wishes for a speedy recovery. From the entire crew, our best wishes. Fraternally, Cad 111om.,..,.., Ship'• Chainnaa S.T. Ovenea Cldc:qo Hotel Manager SS Ouanic Independence Regrets Passing of ~ill Hall Fnterna.Uy, Leonard Kennedy Stapleton. AJa. '11tousands Wishing Paul Hall the Be~t' There an: thousands of us scamen out here wishing the best ro President Paul Hall We lrnow of no onewho baa worked u hard or who bas done as much as Paul Rall for the good of the SIU Brotherhood. We all read in the Log'-s April iss1.1e that Paul Ball bad received the"Mr. PortofN'ewYork."'award. The way we feel is, why just New York.? How about Baltimore, Kouston, Tampa, San Francisco, St. Louis, New Orleans, Los Angeles, Mobile, Detroit, Chicago and ports in all the other states. Why not let it be, "Mr. Paul Hall of these United States... We are all very proud of President PauJ Hall Fnmmally, .Innes H. Gleatoa SS Cme Trader ....1• ~ ...... ~-"' hall!ml joe OiGjorafo 3mnorr-.,.,,_,,,., Vik'tSaa:o V-1tt "*''*"' J-Gannon EdiHJr Ray Boanlha ......_ 0... Wni CtWI &111,,. a- ~ r"i1t1' Ullor Edf*~t .....ur- Eilb"' Mariona HmmyonPOfll' A.uu..t &//lo, Fiut C'llllCiolli II/ 1'rto » """'' WtfHr IMWIO# Mme K'Wit-t., o4de , E ••'"' A.»6t_, 1• I LOG I June I980 MlkeOilln ,.... . l!Alo. Max Sirp Hal 4+._ £4llM Daudt Landy 11 .,,,.., 0-.., J. V... hodllt:tloft/An °""'°' Rep. Murphy Lauds SIU, Drozak In reading SW Exec. Vice Prmdent Frank Drozak't " Ripon • from Htadquarrt!rt" in the April r980 edition or the Log, I was plealed 10 read of El Paso Gas Company's sbift from Norwcpn to American cn:ws on three LN'Gvessels. TheadditiomJ news that the SIU will man the pusenpr liner Oceanic lml.trpendmce was even more ttf.resbing. I aut well appreciau! the many hollfl it 1111* have lakon to persuade manaaement to make these cbanget. and I congratulate ~SIU and Frank ~on this majoraccompliibment. Thia ill Jlllt tbe type of ~IP that the 1'metican Meiclwrt Marine so Paul Hall l ' Y June, the word from the Great. B Lakes is "everyihing's running." The fit-out is over and u~ally waterborne traffic OD the Lakts i$ buatling. But not this yea... from thousand footei:s to car ferry8J drcdgC$ and tup, it's the same story: •1aying up lnddloltcly dueo to Jack of cargo." • What's ailing every fleet duu plys the nation's founh Beacoast today is a combination of politics and porkchops. Lack of govcmment.su11pon for the Great lakes merchant marine; bit problcmtin tbeau10 industry and related ~upply industries ~ the U.S. mbafiO on sale of A111ericao wheat .to Russia have all contributed to hard times on the Gteat Lakes. Popular wilaom has il that •as Detroit goes, so goes the nation," meaning- that production and fates levels in the auto industry's capital act u a bellwether £or the n:st of the COVJ!lry; L,ut year. sales of American can dropped by 11 ~Ill and auto industry forecasters · are predicting 1hat 1980 will be even wone. The OnilCd Automobile Worbn union estimateJ 300,000 auto workers-or OJ!C _third~(t,!Je ..Bia.Three" c:ar companlcs' worltfon:e.is idle. 'ome. ' I retired O<;t. 4. 1979 off ihe Interstate tug, Hono~r. which { sailed out of the port of Mobile and Houston. · I was very sorry to read about Brother Bill Hall passing a way. He was a very line man. I've been a member of the Sil) since the earliest days of the Union. Now I'm enjoying life at home wi1h my wife. Mary Ellen. I miss the sea very muc h. J will always love the old SIU and the old IBU and hope everyone the very best. I really thank the Union for the benefits I have received since my retirement. Need More Gov't. Support for Lakes Fleet '· deapefudy needt. w~ pc;uonal repid1, I ; ' I . • . ' Sb •etj . ' . loliaM.Mmpli, a..• .Ra Ma''"" ... r: deeC t1ee . ART of tho reason for tile auto P induttry'• woes is CJ.S. carmanutaaunndidn'tgaup self·im~. either soaring fuel pri~ or tile economic recession llAlCUnltcly and didn't tool up in time to meet the increaaed American demand for N11all ears. But auto importen wcren•t as sbon"8igbted. SmaD, fuel..efficieot imported can, especially from Japan. are accounting for an evcrinettuing 1hare of the U.S. market. And ttw lreod is sure to continue. BecalllC while lbc Japatlt'# restrict the Ale of American cars with a variety of uadc barrias. Japr -se auto expofUn cumDtly bave un1;•••itoJ . . 10 a.s. markets. U.S. 8111b indUlll)' suppliers are · . , bcins bruiKd by imporU. Tbe cbainnan of one· company chat matca automotive easinp said receat1y that if his company goc some of tbe paits' ordct. Decroil ii laftdina oveneas, -Wt wouldA't be postina loua and1omeoftbe 1,000 worken wc.'llid oft miPt be 011 the job." Tbc lt'CIUbje ill Uleautomobileand n:la~ l 111pply ind111tria ha come down hard 011 aD Great Laltm v-.1 Opsf.IOn. SJ U-conttacted Gntal l.alcei operaum. \lllhicla cany • baa\11 pw ""'"... al Oft, c:okc, laDCI lllld oUaer ea,.,. for automobile Wibp'11im, i.a IO pus deft lbeir f1ella for the finl •ve ron.a qaanerofdle t910wppiq ''S"'IL .... Velldi, like I.be SlUCOlllAlc:tcd lltr#ma R.-INn fil out ... ,es Diiiy ta . . . . . . . lOJay• s. , 1 MWI' fil 0111 at an. AMID lilaot ClllllllDH. I eo lllinAy probl u die Graa Lalcea is cbe ~· embarso on the sale of U.S. grain 10 the Sorice Union. The ships wlucb would have moved lbe miUiom oC ION of grain to RL•uia now have oo reuon to call at Great Lakn pon1. Aod tbal means less wort for SIU manben who c:n:w Chat Labl harbor tup. for hard IUues on the Lakes as well as on their shores, .sltipping in the region bas been troubled fot yean dB to lack of adequate government Jllppon. Put Congressional policy of overlooking the u_s. G!Qt Lakes fleet to a geat cxteD1 bas allowed Ca 0 adian vasclsioplayalareeraod SIU-contracted inT•tea,HE land operator on Oreal Great ukes Towing Co., ha luaefl larger role in U.S. Great Lair.es commerce. A m:en1 study by the Mari1ime Administration showed that in 1978, C.nadian vessels carried 98 pcrcenl of all cargoes belwena thc U.S. and c.n.da. There are several ways the aovctnmmt could llCI to equa1ize the cargo imbalaOM for the U.S. Great Lakes neet. lncreaud FtfdeTill 1ub1idica (or lhc flioet would help as would~ impoKd RStrigtions on imports. But one oftbe bestways lo renew the fonpnes America's sweet water neet ii negotiation or a bilateral 1tdpping agrcemeiat bcwem the U.S. aacl Cuada. A bilateral a..-~t would the 1 made dram•tlc cuts in the numberof boatt IJld CICJll iU' 111ai. In Chiatp>, Oral lAtea Towina II wmntly mplqyinsfour SJ Ucrews. A year -.a the company UMd nine in llW ~n. And tbe ICOI) is the for inland crews In other •mo Oma Lata pQJts. The llfe4 picture for Oreal LaMI boatmen could brigh1eo soon if nnnon that lbo11He• uw1 ii ready to ollan~I lllOlll)' to lbe ukel for acwdmtlh!I projecm. pan out. But, ~ P*'"'Pinl money Into Ip ni:'x Oms proJMu will prcMcle a "li9dtJNU ded boolll for employrDetn in lbs ftllioa.111tll/llfrdln6pm111dn only shon-urm ulief. We believe a ,. 01 kk1 ttl U.S. 11alc, 1owania Ille Gra& l.Uel la l aal ii ICMls "'1Wduc. 'Doulf' today'I ec•-J ii larl'IY IO hie 6n•nced by both nalions, would fra: Canadian dollan for needed sui>pon of their deep sea flecl. There's no single 1olution 10 revcning the steady decline of the O.S. Great Lake• fleet. Just as there"s no one answer to c:urina America's economic woes, Bue the fortunes of hqth maritime and 1hore,idc industries in the Great Lakes reaion could pick up with the infution of •ovemmcnt suppon and funding. The SIU bas always believed thal poli1ics and porkcbops is a winning combination. or um CllSURalfljPCffot~bafbods die U.S. and Camdw and, at the aalDe ti.me, ICltal pe 11.bltthird fJaa h •lrom pimiaJ nay Great 7 \ LaMa au:e "'" la IMlditioa, a 1rifateraJ pact. June 1980 / LOG I t7 ' ? �. ... U.S. Dredges Should Get Diego Garcia Proiect Representa1ivcs from the llcS_ · This request met a great deal of Saul told the Subcommittee compa~ics would have several maritime and dredging industries oppos1uon from Congressional that at present t~ere are at l~l beneficial consequences. • want bids on the lucrative Diego leaden;, representatives from the five U.S. dredging companies • The ~umber of o.verseasJobs Garcia project restricted to dredging and maritime ind us- tha.t have indicated th~t they have ~or Aiher1can workers woul~ be American oompanic:s. so th.,at tries, and labor officials. the intereSt, the equipment and increa~d. At the pre~nt time jobs for American workers·could Rich Saul, director of lnlan~ the oapab~lity to ~re~g~ tile American tax re~ulauon$ are be protected and this nation's Waters and Great Lakes Aotlv1- lagoonatD1egoGarc1aw1t·hmthe ~uoh that compa~1cs ate ix;oalbalance of payments deficit ties for the Transportation $2S miUion budget set forth by 1zed for employing :"merican Improved. rnstitute, a private research and the Navy. He sees noreaso.n not work~rs; and Am~ncans are . education organizalion which to' restrict the bidding to these penalized for acceptmg employS cvcra I Siu companies arc . . h R I · f b'd inceresicd in !he work. promotes a s1rong American flag ~ompan1es. The.re are cnou~ me~td~v~drsea s. ~trio mgld 1bs merchant marine, 1old members interested American companies on m 1v1 ua proJeC s wou e Navy officials have asked of the House Subcommittee on 10 ensure competitive bidding. . one way of minimizing the bad Congress to authorize $25 Military Cons1ruc1ion that he ·Not to restrict the bidding would ~ffects of the present lax million over a fWoycar periOd so disagrees wi1h the Navy's further compound an already structure until it can be changed. tha1 the lagoon at Diego Garcia position on open bidding. intolerable situation. -' • Moreover. this nation's can be dred~ed. Once the lagoo~ He 001ed that the dredging serious balance of paymen ts is dredged, tbc Navy will be able industry is an important ancillary According to Saul, lhe United deficit would be improved if bids to contstruct badly needed 10 the United State5 Merchant States Government sta.nds alone were restricted to American Support Facilities. Marine, and as such, is an in the manner it treats its firms. It is estimated that 80 Diego Garcia, whicb is situated integral part ofthc"fourthar'!I of dredging industry. Other coun- percent or the monies spent on in the Indian Ocean, is one ol.the defense." The dredging industry. tries substantially subsidize their the Diego Garcia project would like the M ercha nt Marine, dredging industries. or else be channelled back into the Western World's most imponant should be promoted whenever restrict bidding to companies American economy were lhc naval bases. The Navy bad originally1 p9ssible, especially when there is that are incorpufilted under their work done by an American oompany employing American requested that the dredging be no additional cost to the own laws. Restricting bids to American workers. open to international biddjng. American taxpayer. 1 Sma.11 Vessel Manning Bill Flirts With Safety ~ I I WASHJ.llfGTON1 o.c. ~ The .s1ons which could adversely effect Sl IJ ls working to improlic two 6illi"' maritime safety. One is the draatJc; in the CongTcss on small vessel redu~ion of qualificatio111 for AB manning. "Special" in the. oft'llltol'J mlnenl Numbered. S. 2S2311'1 the Senate, uRJ oll lnclaill1y. the biU would amend certain inapecThe bill would allow a penon to lion 8lld mannin& laws appll(:a.ble to -become an AB in six months. The small vessels. In the House of baS:ic reason behind this is the Represeniativn JI very simi!arbilUs shorblge of qualified AB's in the numbered H.1~. SJ64, mineral and oil indu.stry in the OuJf Speattna bcfOR tbtSenate Com- of Mexico. mittec on Commm:e, Science and But as Pecquu pointed out "we Transponation Ian month. STU do noc bcliew: tllat the enacuncnt of Lcplativc Repre1Clltative frank a law which wiU tramformbundreds PccqUCl! nocccl "the SIU is pleatlid of decl:lland1 into able-bodied with many .ectiom of S. 2S23." -men o~abt ii the answer." Howewr. there arc certain petlS Of He noted !Ut tbcre' are • numbtt tbc bill t&at '"nm contrary to the of reasons for thit sbonage in the 1ntellt of recent Congresses in Gulf: poor working conditions, low enactina 1a- wbicb ~ to pay. and until JeCC!lOy, a lack of strengtheo the protections apiMI interest in the establi1hamnt oC maritime 1ccideou a.nd pollulion." trainina progra1111. Pecquex pointed out to the Reeopizina the 12-bour work Conun.iaee two ol die biD'1 prCJVi. days that al'e common in thi1 Point Julie Committee industry," said Pccquex. "and I.heproposed cducati.eo-Io-lleu-of service pro'(iaio111, S. 2S23 would be. in effect, cc:nifying a '100 daf AB," The SIU belicvea tbat tilt .ernce requin:mcnt for AB "Speci1tl" should be inorea~ U, lhe bill to 1 minimum of 12 ,montlis.. The Union also objects to provisions in s_ 2S2J that would reduee the number of AB's to SO·pamit ill lhc tJew cootplcmcot on OU.bore supply VCS9Cls. Cu1TCOt law provides that 6S pen:entofthccrew, exclusiw of licensed deck officcn, mUSI be AB's. All Pccquex told the Comniittec, MWe believe that all - l s should have to m~ existiq law which requires tbe 11.iabeT pen:entaF Able Seamea." ' The provisions in tbe bill wbicbtbe Union aupportt include the foDowing: « • Termination of opponunities Tor companies to opmitc vessels through bare boat cbarten. Companics have been able to avoid compliaoce wllb certain in1pecti<!n and manning requirements lhrougli these charters. • Lowering of the minimum age reqwn:mcnt for qualification as an AB from J9 lo 18 ycian. • M•ibt•inina of the - service r1:qulrcmcnt for "AB Unlimited" 11 lhc current linel of three yan. • Requirement that icemen encforted u w AB Unlioilied" should make. up no less than SO pcrcc11t of lhc m•ndllory AB compkment on any deep sa - i. ID the HOUK, lhe Rllla Commit· tee beard arpmenta oa their venion oflhe bill and plUllCd a rule to put it on the BOUie Ooor. Tbl lqlslation sbouJd be oa tba floor of tbe House mabout a mott\h. Pacer Committee Maritime Day-American As Apple Pie HE annual observance ~ -~ as the Founh o f Ju ty. aritime Day is a H Id M e on ay 22, the annivertradition that's mi Amer!--·~ "' _,, sary of the urst-ever transatla ntic TM steamslUp crossing made by the . SS Savannah jn 1819, Maritime " Day ~s merlred across tbecountry o. with commemol'ative ceremonies. with speeches and btass bands. Maritime Day is a time of tribute to those merchant.seamen who gave their fives in their country's service. It's a day to honor the merchant mariners of today whose contributions to America's economy and security are too often overlooked. And it's an occasion to remind the-nation .that a strong t.i.s. flag.merchant · M1dsh1pman Oanlsl Morson ot 1he U S Mercil3m Marine Academy pr0111des marine is essential to America. the musical respanse. Maritime Day 1980 was observed at sea and ashore in citi~ as far flung as San Francisco. Washington, D_c. ana New York. The SIU participated in ATIONAL Maritime Day, wteath-laying £eremon.ies and May 22, afternoon mcm~ other activities in all three cities. rial ceremonies in the port of New ~rior lo the wreath.~remony. Vice Adm. Robert t Prlca of the U.S. Coes1 Guard And the Log was there to record York were celebrated thill year addresses the Maritime Day.gafhe!irig on May 22 nearing tl]e Verrazano Bridge. the·events. aboard Circle Line's sightseeing boat with a buffet lunch and a run downriver {Hudson ) to the formidable Verruano Bridge at the entrance to the hatbor's Upper Bay vi.a the Narrows. There traditional funerp.l wreathsftom labor, management .. j,.., ... a.nu aovemment were co!'e'ln¢ to the.deep by the Coast O'uard to ho11or those merchant mari1Jcrs who gave their liVCI il'l the COU1$e of their calling. Representing the Sill.at the ceremonies wu Vice President Leon Hall Jerome E. J01Cph represented District 2 MEDA , A MO. Lawrence G. Molloy was there for the ILA. Amona those at the celebration representina management was Stanley Unger of Ogden SIU Lake$ Agenl Jack Allen (far right) of loo port of Duluth, Mrnn is with a few Marine. And Jamet P. McAllistmembers ol the Union's Recorhlled Bosons Program awan1ng the clrcJe Lme er of McAllister Brothers and boat's departure trom the doCk Victor Lonacbamp or Delta Line. Representing the government be&ide the Coast Guard, wu the The Slalue of Li'befty ro N. Y Harbor salutes Maritime 011y celet>ranissailing lJ.S. Navy, Merchant Marine by • Academy, Department of Commerce and the Public Health Se.rvico. Giving thel'Cllgiou1 invocation before die memorial ceremonies WM N. Y. Port Cbllplain Msgr. Thomas McGovern. Blcaingand dcdicatina the wreaths with New York N inllpirina P'-Yeri WM ·the Rev. Jame. R. Whittemon:. bead of tho Seamen's Church lmtitwe bcre, u tlie boat'1 beU tolJod away a minute of aolemb sileaco ha boaor of the tcaf'ariq do-,.nod. Receilifled 8oll#I Ame "/ltrid' Howllt loentsfl stvp·s Chairman of the ST Pom/ Jillie (lkch Slltppng) early this mDIWh was.n the payoff with a cr8Wlllell'C>ef and the 5'MP's ~ 01 (l.IQ r.) AS S11pt11t1 Hay&~p. CllMI Pumpman Spet'o MOilhii. 111IQll18 d&l 1ga1e; AS Biii Kiiiian. dectc del 11g1te atld Chit! &,watd Simc>n GutlllRez. 88ClelalY.,llPQl1er The fa'*8r paid Olf al Port Mobil. Stalan 11.. NY SIU RepNicitMarone(3rdlelt)handledlhepayal~monlftdtheSSPscer (8ea-Ltnd) at Port ~. N.J. Pos1::; 11fn 1fie ~·· Coft11m111ee sod cr11wmembers photo an1 (l to r.) AB Ma10iie, deCll ddi1(1118; GSU .Ed 'w,.el~ ~1p · 11'119118; Ill ~ Drinan, P1cadise1 en ., Wlfd "Sbm·· '°' a._..,, ..• s dlaitman llnd AB Gerie '"Slllcn" BrCMn / SIU ViCf P1 u ' lllnt L8Dn HalfSWldl bV IAbOr"S~ Spamor of the day WU lbe PropdJor Club ofNn York. At a~nym1 Piq.thedub umimted SIU N.Y• Port Aerm JllCk Cd9 ta lbair Boud o( Govw...: •1LOGI~1990 June 1980 I LOO / 11 • �Maritime Day-San Francisco ARITIME Day in San Francisco was a two-day affair this year. The first part of the celebration was held on Wednesday, May 21, with the dedication of the llber\y ship Jeremiah O'Brien as the National Liberty Ship Memorial on San Francisco Bay. TbW$day, ~ay 22 saw ttie annual lifeboat race, followed by the Propeller Club luncheon, honoring mariµme•s Man of the Year. The Jeremiah O'Brien js- the last known, unaltered Liberty ship afloat, out of the 2, 7SO such vessels built during World War If. Last October, a volunteer crew sailed her under her own power from the Suisun Bay reserve Deet anchorage to Bethlehem shipyard in San Fnutcisco. 60 miles away. ft was Lhe first M . fime in 33 years that the ship had gotten up steam. Since October. scores of volunteers, including many members of the SIU, tiave btj:n working on the ship, getting her ready for her dedication voyage last month. With ()Ver 600 well-wishers aboard, the ship left the yard, into the Bay, where dedication ceremonies were held. Sam Nemirow, assistant secretary of Commerce for Maritime Affa irs, formally dedicated tqe s hip as a National Memorial, on behalf of President Jimmy Carter. Following the dedication ceremonies, the O'Brien circled the Bay and sailed out the Golden Gate. Once out the Gate, .il turned around and headed back:. _ Then, services honoring the men and women who have given their .. lives to the .sea were held. More than four dozen flaral wreaths from various organjzations were cast upon the outgoing tide as part of th~ memorial. The ship then proceeded to Pier 3 at Ft. Mason, a former Army base which is now part of the Golden Gate National Recre• ation Area and operated by the National Pad -Service. The O'Brien will be permanently berthed at Ft. Mason, to become a floating museum. Plans arc for the ship to make a similar voyage on her owa steam each year on Maritime Day. A luncheon for the sh\pboard goes~ was held on the pier Mter the ship docked. The next day, San Francisco's traditional lifeboat race was held on the Bay in the morning. For the 11th time in the past 12 years, the crews from Matson won. Noontime $aw the annual luncheon. sponsored by the Propeller Club of the United States, and well attended by the maritime unions. Local winners of the Propeller Club's essay contest for high school students were introduced. Highlight of the Maritime Day luncheon each year is announcement of the "Brass Hat Awarcf', given to the Maritilll( Man of the Year as selected from members of the maritime com. munity. This year it went IQ Ed Twoer, Sltrs Senior Representative on the West Coast. Turner ~ the first labor union representative to get the coveted award since its inception in 1946. SIU Plans Administrator CarolyTI Gentile (rlgtrt) regards memorial wreath with the Rev Heaney on theJ.Jberty ship John P -o·aoen 911ngway ccemen is SIU Historical Director John Going op the Jeremiah Bunker Mariti~e Day-Washington, D. C. . • ~ h. N.Y Port Agen1 J~ Galley (tat rJght) poses with membefsol!l\e Uri1on'sS1eward Aecetlrlication Program <Ind (cent Cf) Piney Point Tra1neeGre1c11en ZurtfiebonMarlfimeOay In Washington. El C N the west step.s of the Capitol in Wa.shington, D.C., afittingtnO\ltewisheldon National Maritime Ollf for the American seamen who bavc lost their Ii~ during wartime. In conjunction witb Maritime Day, an annual Merchant Marinc MrmoriaJ Scrvite: is held by the U.S. Department of C.C>1nmcn:e. This is the clevtnth year that tbe service has talcen place. In crisp, bright uniforms the 0 ACoas101J81d r~le squad files a 11011ey allheSeamensMemonalService Decorative btnnmg aboard r~ O'Brien blowl N1 the llfeeze Je1em• U.S. Marine Coipa Band and the U.S. Merchant Marine Academy Glee Club provided spectators with music and sonas as well as a presentation of the colors. Wreaths were brought fonh by various maritime groups including a trainee from the Sil.J's H_arry ~undcber& S~ool in Piney Point, Md. Aconunaentof trainees from the School was also there and stood formation. Represe.itative1 from wari- time unions spoke including SIU New York: Port Agent Jack Caffey. Hisforcefulspeechmade if cleat that the bestwaylo honor the seamen who lost their lives in past wars was to have a strong, viable lncrclJant fleet today. Tributes to Americ:a~s mercban1 •amen were also siven by two members of Congress. Senator ~I K. lnou,e (DHawa.ii) and Representative John M. Murphy (D-N.Y.) Among the other speakers, most of whom stressed the nee<: for a much stronger merchant marine, were: Edward Kelly, of MEBA District 2; Al May, executive vice praidcnt of the Council of American-Flag Ship Opcraton; Leon Shapiro, sec:Rtary-tmasunsr of MEDA District I, and~ McAlliater. deputy assistant ucrewy for Maritime Afl'ain of the Department of Commen:ic. �How Sweet It Isl Sugar Islander Visits Bait. SI U At._k, Calf, I.al<• kbdM4Wat., tl•IUI~ WClfhn ofN- A• 11ita HE . SIU-contracted Sug I. lanMr bullc carn~ w ~ made a ::nt~y°!b:"sbe pai~ff ~;t ort of Baltimore on J ~o~ unc · P T PRESIDENT Paul Hall SECRETAR Y·TRliASURER Joe Ol(liorgio EX.ECtmVE VICE PRE.'llDENT - Prank OtotJik j' HEADQUARTERS 67S 4 Aw., Bjclyo. 11232 ALGONAC. Mich. (212) HY~ S20 SI. Clair River Or. 4'001 (3 13) 194-9313 Al.._ TOTAl. . . KO ,.._Y.,h ~··········· ·· • ................... .. Phffacfittpf* ••••• " ........ . - ..................... -- .... .,._ ==. . . .·:-..· . ... . . . ..,., . . . . .. ~·-································ , • .... • ................ -·- .••. T Olt.'lS -·-·· ..... -- ·"-··- ------ -· .......... : ............................ J~Ule ~fW'ICllCO • • WI • ..... ' • • • - """'1 . • • • •.•• . .•.•........... . .....- s..a:te .. • • .... • .. • .. .. • ••• -- . ....... ......... .... 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Ohio • 1290 Old Ri-.:r Rd +1113 (216) MA l·.5430 C.OL:UM.BlfS, Olllo 4937 Wai 8 roed SL 43221 DVLDTlf. Minn. (113) 659-5152 JACKSONYlLLE, Fla. '331 5 Libcny St. 32206 • JERSJ!Y crrv. N.J. (9CM) 353-4917 99 Molllaomery St. G7Jlll& (20 I) HE $.jl'(U' MOB.a..E, AIL •• I S. b wrmcc SL 36602 (20S) .HE l-1754 NEW ORLEANS. La. 6JO J acbcm Aw. 70130 (SIM) S~7546 NORFOLK. VL ••• - ••• , llS l Si. 13$10 (80t) 6al-l 892 PADUCAH. Ky•••••• •225 S. 7 St.-42001 4 1115) DE 6-Jtla 2 0 PIN£Y POINT. Md. SL Maly"• Coumy 20674 • (JOI) 994-0010 PORT ARTHUR. Tex. . 534 9 A\'e 7TMO l5 4 ~ C1 3 ll ll 0 3 0 0 • • I ZS1 38 44 ~ 2 lli2 5 17 ¥66 ft J I 3, , ,91 UZI (~~) 1713> 911).1679 SAN FRANCISCO. CaU 3:!0 FttlllOGI St. 9'1DS SAl'o"TIJltCE. P.R. (41S) 62M1tl lllJ F..-..ta J Stop :ZO 00909 IACllll 72U960 S.EATILE. W.it. ··- · ~ I A~c. 911111 (l06) MA :MDC ST LOUIS. Mo 4Jfl GQY<* Aw. 6lll6 (l14)Tsw.> 1'i\MPA. Fla 26 lcl W Kennedy SM. .U. 26 (alJl l»HOI TOLEDO, Ohio ••• 6" SIUllillilt St. 43*M fill WILM1NGTOl'f. CallL 0 JU 111 Im!,_....... ~~ . . . . En• 5 .. TT , .......... , .. ?' .B01JSTON. Tele, ••• l~I ~St. 17002 PH11AD£.U'RIA. Pa. 2604 S. 4 SI. 191'1 4- ~', " St. 01903 l61'1) 28).2645 I 3 5 6 9 , . • I~ Maio 2 1 Baltimore Port Agent George Costango (r.) holds a snlpboard meeftll\l with some of the crew 1n the bulk camer"s mass hall. 4 u Maio St. 49635 1616) 3S2M<!I GLOUCESTER. M.asa. AB Fred Boyne stopped-oll in lhegalley oonng the altemoon coffee break. ~- ?OS Mc.tical Ans 8alldln1 5S81l2 (218) RA l-4110 FRANKFORT. Midi. -····· P.O. Boa D 3 4 5 The MIV Sugar I~ eases slowly lowards lhe Baltunore sugar d<>ci< with the assistance ol ltle' SIU-cootracted tug Cape Henlope/J (Curtis Bay). (614) 87CMil61 (4191~·-· 4GIA*Da.._11744 (29))!8 nu Yot.'.OHAMA. ..._ •••••• P.O. .... at Yola' l'anP.O. UN8iille p l ... .,,. ••C-••••,... ~181sfl JIONOlULU. ltawait . . .. , . . . . ,. ._ _. . . 0 (617) 482-4716 0 8 .,._,ij., f ~2:•:l:U:':':3~·~·:.:111J~ ·== .,.: 2:~::.,=·~=~=':irn -~=,.! ,>_ 7• ;: 5:= 7J .. JJ ..-:..~ Zn ,•~<.:U .. .. - -- .. •• The next port-ofseall for the Sugar /$/anderwill beo$0mewherc along the St La~ Seaway BOSTON, Mass..•.• 2 IS Eau SL 02111 30 ...- - J ., .. 15 0 U4 !ill ~ 2 l i .. I25 J11 ~ 4 12 3 3 m I 5 0 9 - 3 i 11 15 y 0 beef. (Sil) EL +3616 IUED Oft IEACH Al . . . . a-A a..B a..c • ITlllAe DIPMTlmlf ~ anew. BALTIMORE. Md. DIDI DIPMnmfl' ••• ·- ........................ . . where the bullccr will load grain bound for Haifa, Israel Merwards she'll probably h~d for Honolulu to begin her odyssey 1216 E. llalhmore SL l 1202 Q01)£A 7~ 0-A a-1 CllDC 8o5ll>n · apprruc•mately three weeks. The long stay was due to the fact that the mill was almost filled to capacity and it woJlld be awhile before the sugar-laden.ship could discharge her entire car:gti. At last check not a o.ne wa§ fogging a AU'EJllA. Midi. .••• 80o N. %AVe. 49707 Dl1patchers Beport for Deep Sea MAY 1·31,1980 vesse t usually runs from the Hawaiian Island• to the main~d's West Coast. Actually, the haiese.1-powen:d Su,aar Islander sn't loaded too much sugar in recent years. But for this run, s.h e was back to her old sweet self. Upon arrival in Baltimore the crew learned that they would remain in the city's once again flourishing inner harbor for 1'1 A2llcca Sc. MU 119> Sl'Jt..SJM POllTIAN.D.Or.421 s w -'di.A... 91llM C9)m.7- -A t2UIS11•••- llll.ldlGnlll; ~ m•u&t1M4 Juan Moi1ca (I.) chief st~ard, afld Travis MalnerSi the Sugar /Slan<Jer's cook &f'1d baker pause faJ a momenf In the snlp"s galley before preparing dinner. Travlstlasbeenonlhevesselfor the pasf two·and·e·half)'ears. These lhree gents make up part al the sh{p·s able·bOdled deck-gang; lrom lett to riglJI they are: Mike Dupuis, Henry Scott and Tnomas LUl<elicb. Mike Dupuis (dockSlde). along with some ol his shipmates. 11elps IQ set ll'>e gangway upon arrival In Bolumore Chief Steward, 24, Has Recipe for Success I rs e classic example .of what a man can do, if he sets bis after bis graduation from the Harry LundebergSchool in May, mind to it and plays his cards 19TI(Dockwiller accumulated 18 months sea?imc). right. • combine a aeaerous amount In laa than-~ )UIS (to be e.,IZCf,, 32 .months} Tmn Lany of tkt~miltatlolf ud the wi/1"'8Dockwiller, 24, bas worked bis nns 10 kam and unrtlM u often way up from a. Gencnzl Slet¥atd as po11ible (Dockwiller uppadcd al the Lundebefa School every Udllly (GSU} to e Steward / Bater. He's prcsendy working et '"hance he had, and kept his eyes the be..s of bis department on the end ea.'I open in the pUey while LNG ·Caprlcartf somewhere at IC&). • pnsparc au inp'edients in ?he becwe@ Indonesia and Japan. It's qui?e an accomplishment patented SIU "kitehcn", wherejn only the best equipment and for tho yoim1 man who once told 111: "I never cooked a. meal i11 my (e.d11.Cational) opportunity i1 Hie, till I joined ihe siu end pt available to those eUowed to on a daip. MY mom always bid a enter• In addition to the exoellcnt meal OD tbe table." Though Doc:ltwilJer's accom- educational and upsradina plithmcnt is oert8inlyexemplary, .epponunities the SIU has pl'On if1 by no mnns a o~.in a miUiaa vided for thote seeking edYB.DCen atrola: of lllck.. B's the son of ment in ?he stcWard departmont.. tbiD& that's well witliin Uie reach only the SIU has the spccializcd of mOI& ~ providing they course required for employment on the new liquified mfuraJ gas Ille the followiq "recipe" for (LNG) tankers. ~illcr toolt • pdJer a sufficient quantify that counc the year be paduated of . time (in &be lint 22 monthl from the Lvndebcq School. and ...,,.... bas been riding gas ships ever aince. He was a crewmembcr on the first Americaftsftag LNG ship; the LNG Aquarius, 'riiimg that ship out of the yani in 19n. He left the Aquarius after two trips. upgraded to cook/ flaker, ud then look a job on the. brand new LNG GeminL After leaving the Gemini in early 1971) he upgraded once apin before becoming the rnt chief coolc on iM LNG Libra. He's been on the LNG Capricorn since January or this year, re-nting 10 steward / baker in February. lboup Docltwiller's rise in the steward department has been .meteoric. ?here are othen climbing the ladder et a sirnilar pace. Alona with him on the C(lf'ricom is chief cook Patrick Geary wbo started out as a QSU on the LNG Aquarius in 1978. Cleary. himself a a~•duatc of the i.undp\>erg School, has abo lllorked on the LNG Leo and ?he LNG TOU11U. So, as Dockwiller and Oeary j New Chef Steward Lany Oockwlller 19 only 24 years Old. have shown, the recipe is then: for all to we. And it's not all that diffic:ult. All it takes is the propClr combination of scatirnc, deter· mination and the willingncsa to learn.. The SfU's got the rest ol the inpedien&s you'll need lO cook up a batch of 1accas. June 1980 / LOG I II �How Sweet It Isl Sugar Islander Visits·Bait. sru At-k. Gulf, Ut<t a 1111aa• w.1... TIE UnJj..rTDdastrill Wook«1 ol l'lortli A b PRESIDENT Paul ..all S£CRBTARY•TREASURl!R ~oe DKliorgio EXEOUTl¥E VICB PllESIDBNT Frank Oroiok SIU-conJracted bulk carner Sugar lilander made a rare stop on the East Coast recently when she paid off in the port of Baltimore on June 3. The READQUARTllRS " 675 4 ~Ye,. Bklyn. 112)2 ALGONAC: M1ob. (2!2) HY M600 520 St. C lair Ri\'Or Or. 48001 (3 13) 794-9375 Dl1palcber1 Beporl for Deep Sea MAY 1-31, 1980 (511) "'" New Yerk • • • • ••••••••••• , •••••• --~ •••••• -. • PNladolpllll •••••..•.•• , •..• , ............. Sliltirnc>f• ...................... -••••• Norfolk ................... . _•• "'' ......... -..• •• I •• • •• Tampa .......•.. , ..... .. , •..•.• ..•. , ..•.• Mobl.. ......... : ••••••••••••••••• , •••..•• New Otfeens _ ............................. . JKll5onvil1 ••.. . . •. . . •..•.• , ••..•... •• • •. S.n Francisco •.•••••• . .•..• , , ..•,.., .... .-,-. , Wflmf,.ion ••••••••• ••••••..•.•••••••..... Seetlt• ....•...•....•..•.•.••.. , '. • 1 . . . .... . Puerto Rico •••• . ••••• •• •.• •••• •••••••••••• Haus'!!~.. 1 • • ••• • •.••• . ,. ••.•• •••• •• ••• • • . • .....,. " ........................... .·. J~...... ,.....,.. l••·············•·J• • o ma .. . 1 • • • • • • • • • • •• •• • • • • • • • • ••••• ~ 8 114 4 29 16 10 15 62 40 18 27 32 M l· 0 441 4 42 2 9 12 ·6 2 15 13 5 13 9 2 18 1 1~ I 11 ~7 2 l 3 10 87 11 19 55 CW.C 13 16 17 8, 15 ~ 45 12 24 14 l i>g 6 5 ·1 0 60 56 1 ~ 7 2 5 1 4 7 3 7 2 1 2 29 ~ ' 19 11 31 8 : 8 21 1 8 UI I 0 5' 1ig 19 J7 38 14 10 34 6 31 108 54 ~ 46 16 92 0 8 711 15 5 26 16 19 11 2 15 2 B 15 6 3 8 2 iI 160 17 31 33 0 1 0 4 Ml 124 !HBINE DEl'ARTM~NT ~oston .. ..... . ... .... ......... . .. ...... " J i ~ J M York ...••••••••••,. , . ...... . . . . .. .., . . .. .. . ~=lpnia .a • • •• 1 • • • • • ; • • • • • • • • • • • •• • • •• a nlOfe........ . . ............... , . . .. '*~·~·· No ~ ... ... . ... . ....... .... . . .. ..... : .••. Tarn~ ... ••. •.. •. . ,. .... ....... ........ , ... . Mobflt ~ 1,0 t • . . . . . . . . . . . . • • • , . . . . . . . . . . . . . ,.., • • • Naw~ns •····~·•····•···•···•·•··· · ··· Jeclc~lll• . . •.•. ... ..• : ' ........ ' ...... . San rancko •• , ................. . ....... . .. . ~1m11111on •• •. •••.. •• •. •• .... . .... ... •..• ettJe ····~·······•······· · ···-· ·· ·-····· ~..£..Rico .•..•...• . ~· ... ._ ................ , .• ~,111n i9 I& :t ... ..... .. .. : ....... .............. . 19 4 0 Piney Point ............................... YOkofl.a.m1 .••••• •••••••••• •• •••• • ••• / ••••• Tot• .............. . .. . ................. . """' ~ ig l 7 0 0 33 3 18 2 1 0 5 0 2 I STEWARD OUAlll MIEJlf Boston .••••••••••.•••••••••••••.•••••.~ •• ~ei.v York ••••••••••••• , •••••••••••••••••• = . . . . . .. . . . . . . . . . . . . . 1-°''eans sJ.adalpllla ................ ' •... ·- .•••••• more •.•••••••••.•.•••••••• , • •• •••. • •• ~k .......... : ...•.............. .. .... Je , o , , , , o • , • I o o o o o o o o o o o o I o o o o o o o o o "°""'·· •.''''' o o o o o • o o o • • • o o oo o • o • o O oo I o O o oo ~ I o o ' o o • o o o o ' • •"" • • ' • • o o • WIn F.-ncisco ••••••••••••••••••••..• -· , -·. = lml,.ion ...................... ...... . .. ttHt ............... ......... .... ........... .............. , .............. ..... ···-···········...... ~- Pktev PoW'tt.. • •-••••• ·-·..... .. •• ... • •..... . ~ · · ·· ·················~··········· - - ··· ··············••••l•••·········· 2 48 l [3 8 3 lZ 22 1~ 8 10 ~ ~ 11& 2 ~ 4 3 3 lL 2 1 0 I g '10 0 J J 1 49 4 43 0 0 22 14 5 9 9 1 3 6 3 5 39 20 19 2~ ii ~ 3 2 l 3 0 2 1 S2 JO ~ ~ I~ ll l~ If ~ ..g INTllY DDAITlllllT Boilton •...•.• .. •• •••• .. • , •••• ••••••••• •.• ~York 9 l'.:,. tadelphla , o • o o o o o o o o of, o, o o, o o , o • , , , , o e·altl"'°'9 • •• •• •• •• •• •• • •,. • • ••• o • • • o • -. o I , • • 1 ~ New Or1Mm .... . . ..... ..... . ............ . . . JtcfclOIWillei , • •· · • , • 1 o • o '", ~'' o _-, I I ' I • .. ' • ' 0 • ' ' ' ' .._, • ' • .......................................... ...... .... -.... .." " ~ .............. ' ..... .... ...... ... I ' ' o o o " o o 0 o o o o Io ' o • o o o ' o 0 o • ' o ' o o T. . .AID J 1 ...... .. .... .. .......... U1I • 111 12 4 26 ~i q ~ ... l 3 ~ i J g IO 3I 2 4 2 0 4 1i 'j 0 0 • PINEY POINT. Md. St. Ma ry's C ounty 2()674 (301) 994-00IO PORT ARTHUR, Tex•.Sl4 9 Ave. n640 (713) 98).1670 SAN FRANCISCO, Calif. JSO Fmnool SL 94JOS (415) ISU:o79J SANTIIRCE. P. R. llU Fernanda, JullCOI, SICJtl 20 00909 (809172~ - (21~,.. 611 t• 1000 Y01'otlAMA. J1pu •••• •• p,o, 11011 421 Yu~tami. Pon P.O. MNillml OlldDll fQb.lu.23..,1 I I (ttl9) :ua.3691 4GI Avalota BlVd. 80744 ""'fCUI ?11 ;d' ~tllelllolli.,., d,,..wblr-ay,. .....,. SlllPPllWllU.part .... manlh. a' I ildonlhtBlldf-.hlilllal~or......, ,. · ad1te.part1tllieendafi..tmon111. ••-n ~ l~ . 4 30 JA<ZltSONVILLll, At. (?IJ) 65~515~ 33JS Lll!e"Y SI, 32206 • (90!1) 353-0981 JERSEY crrv, !'1.J. 99 Mo111aomcry St. OiJa . · (~l)R£~ MOBILE. Ala. •, I S. u;.rcncc St, ~ (:ZOS) HB )-17'4 NEW ORI.EANS, IA, 630 Jilebon Ave, 70130 (504) S2~7S46 NORFOLK. VL •• •.•• ., I IS 3 St. 23510 (804) 62~1892 PADUCAH. lty.•• . •. •m S. 7 St, 42001 (S02) ").2493 l'RILADELPHIA. Pa.2604 S. 4 SL 19148 (21S) DE 6-3818 WU.MJHO'fOJ(, Oillr. LOii ·-~- HO}IOLULU, Hoaii ........ 201-19JS 197 AIW. SI. Mill . . ., .5J7"'714 PORTlAND, Or.GI S .W Sdi AWf. V7JIM f511)221·71fl WJLMJNGTOH, Ca. •Awalft.,._9'* C21J> 5'9 llDO 22 / LOO I June 1980 - AB Fred Bayne slopped-olf In !ha galley dunng lhe afternoon coffee break. lhe assistance or the SIU-conlracted tug Cape Henlopen (Curtis Bay). (614) 87().6161 DULUTII, Minn. 10s Medical Ans Building S'802 (211) RA 2-4110 fRAN~ORT. Mich . ••.... P.O. Boa D 4U Main St. 49635 (616) 352-4441 Gl:.OlJCBS'ffi.R.. Mau, 120 Main St, 01903 (617) 2SY.l64S TOLEDO, Ohio . . , 635 Su111!1111 SI. ~ JM The M/ V Sugar lsl8flder eases slowly towards the Baltimore sugar dock With 4937 Weat Jlroad St. 41228 (314) 752-6500 TAMP", Fla. 2410 W ~tllnccly 8JYd, Jla ($ IJ) 81~1601 B • '''!""'''""' ..., •• , ····-· ····~- -~ ·· .• Rk:o ••••• •• •••••••••• •••••• ••••• ••• 129001d River Rd. 4411 3 (216) MA 1·'4SO COWMBUS, Ohio ST. LC)VIS. Mo. 4S81 Gt11vol$ Ave. 63116 26 17 ! •' o o o , o • 8'11=f.rtne*o •••o • • o ...................... o o' ~ .......... , ' (206) MA J.4334 !u Norfolk ................................. ..• l:a"'°' ........•............ -...-.........•bite . ................ . .. ....... -. ... ... ... CLEVELAND. Ohio SEAlTLE, WUh. •• . ••250S I Avo. 91121 1~ •....••••.. •. ...••.• •..• •• ••• The next port-of-call for ttie Sugar Islander will be somewhere along the SL Lawrence' Seaway BattimorePortAgeo1Ge01geCostengo(r.) hok:lsashipbOardmeet1nsiwill\someol the OrfN/ in lhe bulk carrler·s mess tiall. . , 1• · I' ' ,__,,11. ,• ·~ 8.0\ISTON, Teic . .• 1221 Pierce St. 77002 3 152 l)eef. El. 4-3616 1216 E. Bahlmore Sr. 21202 (301) BA 7-4900 l!OSTON. MaJS, • , •• 21S w ex Si. 0'211 1 (617) 482"4716 C1! tc:;'AGO, ILL.9383 S. E"'1n& Aw. 60617 (312) SA 1~7J3 DECll Dll'MTMEl'fT e.c.ton .......•....... ......•.•......•...• where the bulker will load grain bound for Haifa, Israel. Afterwards she'll pro~bly head for Honolulu to begin her odyssey anew. BALTIMORE. Mel: Al~ a-a a_pproitimately three W'eelts, The Jong ata)' was due to the faa that the mill was a1moo filled U? capacity' and it would be awhile before the suga...biden ship could discharge he.r entirecarJo. At·last check not a one was Jogging a >.LPENA, Miah .•.•• 800 N, 2 Ave. 49707 TOTAL SHll'l'£0 a.tA • , vessel usually runs from the Ha~aiian Islands to the main~nd s Wett Coast. Actually, the diesel-powered Sugar Islander hasp'! loaded too much sugar in recent years. But for this run, she was back to her old sweet self. Upon arri~al in &ltlmore the crew learned that they would remain in the city's once again flourishiiig inner harbor for : Juan Mojica (1,) clllel ste\Yard. and Travis Mainers, Iha Sugar /stan<ter's cook and baker pause. for a moment In the sl\ip's galley before preparing dinner. Trevis llasbeenonthevesset (o; Iha past lwo-and-a·half years ~hi~f I riahL ln lest than three yean (to be cuca. 32 months) Texan Lany DockwilJer, ~ baa worked bis way up from a Oer•al Stcwanl Utility (GSU) to a Steward/ Baker. He's pt c1mtly wortins at the beM or bli depaJtmcnt on the LNG Capricorn somewhere between Indonesia md Japan. ~plilbnlcnt for the youq man who once told ~= "I never cooked 4 meal in my life, tilf J joined the SIU and 1ot on • ehip. My mom alwaYJ bad a 1M9J OD the table..,. 'I1lov&b Ooc:kWiller's accom- pl!thmen~ These three gents make up p.ort Of the ship's abfe· l>Odle<l csec1<,.ga119i from left to right they are: Mike Dupuis, Heniy Scott and Thomas Luketlch. Mike Dupuis (dockside), along with some of his shipmates. helps ta set the gangway upon arrival In B1thimore. Steward, 24, Has Recipe for Success T'S a classic example of what a man can do, if be sets his mind to it and plays his cards It's quite an J rs cerWnly exemplary. It'• by no means a ooein a million strob of I~ Jt'a the sort of trm.t duu'a well within the readi of mDllt tlealaJers providillJ they Ille the followins "m:ipe" for RICClll' • pdler a 1ufficriem guautify or..,,,_ (m *first 22 moatJil enter. <kmlril in early 1979 be upgraded once ap.in before becoming the first chief cook Qn the LNG Libra. He's been on the LNG Capricorn since January of this year.....rat1n1 to steward/ baiter in February. Though Doclcwiller's rise in the steward department bas been meteoric. there are others climbing the ladder at a similar pace. Along with him on the Capricorn is chief cook Patrick Geary who started out as a GSU <ftl the LNG Aquarius in 1978. ~ry. himsclr a graduate the i.undeberg School. has -also worked on the LNG Uo and the In addition to the excellent educational and uppading .epportunities the sru bu provided for those .eeting advancement in the steward departmeat. only the SIU has the 1pecialiud coune required for employment on the new liquif&ed aatural pa (LNG) tankers. Doc:b'ilJcr toot that coune the year be Jfadualcd froai the L~ School. and have shown, the m:ipe is lhei;e for all to use. And it's not all 1ha1 diff~ All it takes is the proper combination of stratlme, determinatiOD and the williogn~ to learn. The SIU's got tht rat of the irqpedieata you'll need to coot up a batch Of l1IC ti I has been riding gas ships ever Rairy LundebergSchool io May, since. He was a crewmember on the 19n(I>oclcwiUer accumulated 18 first America:n-flas LNG ship,. months seatime). • combine a generous amo11n1 the LNG Aquarius, ·riding that o( r.kt~rmiifatlori ud the willirig- ship ou't of the yard in 1977. Be M» to kam and upgrtull11 often left the Aquarius aftCt' two trips. u po11i.ble (Dockwllleruparaded uppadcd to eoe>Jc/bater~ and at the Lundcbera Sohool ever,y then took a job on the brand new chance be bad, and kept his eyes LNG Gemini. After leaviq the and oa•i open in the pUey while at tea). • prepare all ingredients in the patented SIU "kitchen", wberoin only the best equipment and (edljeational) opportunity is available to thoae aUowcd to after his graduation from the or LNG Taurus. So, 11 DoclcWiller and Geary ' NIW Chief Steward lany Ooct\wlller 11 only 24 years- old. June 1980 I LOG I 23 �Stanlng with this- Wilt the Sro· histOT)I of tltt Staforrrs- lntern•tlonal Union. /rutoilmelrts wi/J OJ!Pftlf 1110ntf1ly ond will coi>er tlw - Y 11tri/ca, or1a11i1otloMl drfvts Md Ollter lauts ill wltldt tM Ut1I011 A• bttrt invoh'C!d for tht bMeflt of and tltt ltnwric.,, "'qduml-lne, os wdl u for ill ~nerlfl. Tiils first lnstJlllmmt tilltf a ·b rk/"'61ory fartr~ Lo1 wlJl "'If a SS Lvrfine At Sea SS Presidents Wi/son,_Adams From July 5-IS, the SS Pre3idem Wil.ro1t (Am.erican Presidpnt Line) will carry beside pusenger8(J3) 250 'metric tons of bulk wheat from a West Coast pon to Inchon-Pusan, Korea. From July 10-20, t~ SS Pr4itknJ dda'11$ (APL) will haul !S,000 metric tons of bulk wheat 1upercargo on the same route. MA RAD hlU okayed more than $36 million to MatJOo Naviption Co. can cooven iU R/ O R/ O trailer'lhip, the 25,3$0dwt SS Lur/inr in10 a container ship doubling her cargo capacity to l,046containeni from 434 containel'll. The 1973-bµll! 700.foot 3hip is oo the West CQut to Hawaii run. Her builders, Sun Shfpyard of Chester, Pa., will do the 126.5 fe><>t "Stretell~ conversion with deliveQ' sct for Septe111ber 1981. She will be able to carry 4l>'moreca,, to a 179 CBI'$ total and 104 more refriscrated units. Forward SPllC!IS will be fitted with container cells. Decks will be st rengthened "1111d autodecks with access r.amps will lie added to one hold. Washington, D.C. ·- SS Tomaro Gui/den About July IJ, the 23,800 dwt SS Tamara Gui/den (Transpon Com· mercial) from the pon of Philadelphia will carry a cargo ofcoal out bound and other carso inbound to the port of Norfolk on a five-month chaner for the MSC. New York Sen. Daniel X. Inouye (0-Hawaii) was awarded the 1980 Admiral or the Ocean Sea Award (AOTAS) at Maritime Day ceremonies here. He will accept the award here oo Sept. 26. The award .is for distinpished !!¢Moe to the American merchant IDllrine annually by the United Seamen's Service. Sen. Inouye is dWnnan of the Senate Subcommittee on Merchant Marine and Tourism and is authorof Senate•s 1980 Ocean Sbippins A'-'t. TT Bay Ridge Richmond Tanken, owners of the 225, 00() dwt 77' Bay Ridge, want to repay the Oo~rnment constrtlction subSidy to clear the supertanker for use in the domestic trades. T~ vessel was built for SS7.3 cnillion of' which S24.6 million was sub•idlzed with the piovision ,t hat she could only be 48C<I in the foreign . trade1. But her sunerahip, the IT Stuyves(lnt repaid fbe subsidy and entered the i:lomettjc; 1r14~ permapentJy_ She, like her other sister-ships, the TT Brookf}'n and TT Williamsburgh, are now on the Alaskan North Slope oil run. Galveston The U.S. Environmental Protection Agency (EPA} late last month gave the uan-af<onstructio.n peo light to Texas' first deepwater oil terminal port oo Pelican ls. licensing okay is ex.pectcd from the Army Corps of Engineers. The pon is to be built by Gableston Wharves, Chicago Bridge and ~lican It. Terminal Corp. It c:ould handle 250,000 dwt supert.ankm. Santa Barbara Committee 1.• Four high school students- have won voyages on SIU•ffiliated ships and one cash intbe Propeller Club of the U.S. annualessayconte1t on the American men:bant marine. Winners in the Rarold Harding Memorial National Euay C<!ntest were; _., For a roundtrip Walerman trip from New Orleans to Europe-Alice Amber Amacker of Bogalusa. La. For a Delta roundtrip from New Orleans to South AmericaWilliam Russell Curry Jr. of ~y West, Fla. For two APL roundtripc from Oaldand. Calif. to the Orient. Carmen &talano of San Diego, CaliL and Hauber Heintz of San Ptxlro. Calif. For a Maritime Overseas SSOO cash award-Tue Din-aoh of Galveston. ST Zapato />oJriot MARAD h&$ given the 3S,IOO dwt tanker ST 'ZapQ1a Patriot (Zapata Tankers) permission to cllaner to tbe MSC for three yean with \WO yearJy option&. Mariilo Bay Local piretes- laat month 'killed the lll&Jtcr of the IQ, 000 dwt BriU1h containership, the SS Orien1al AmbaS111Jdor and hurt 1 crewmember whell they boarded the·veuel demanding cash. The captain was -11iot 11iJ!e" ~ alter 'refu.'li11j. t!IW demand5. The piretca left the ship emptyhanded. Enroute to Ta.iwan, ~ ship anchored off tama·o Town near the mouth of the bay, seeking shelter from Tfllhoon Dom. Her cllief mate brought the ship into Mapila Harbor to continue the run to Taiwan. Philadelphia The SS Wu1ward Venture (JOM) and t~ FoTt Holabird and Tronspor1er (JOTI woo Jones F. Devlin Awards early lhia month for sailing safely for two accident-free conseaitive years. The awards were given by the National Safely CQunciJ's Marine Division and the Ameriean lasrirute of Merchant Sbippiq. ar Islander Committee scindc:d after pal!lgc: of the "M1gna Carta of the American Seamen" thr Seamen's Ad or 1915. \his legislation wa& initiated by Andrew Furunlh, famous champion of l!Camen 's rights 11nd hud of the old International Seamen's Union. 1 Th~ sailor was alw11ys at a great ~J tM llNP'lft' S /Jlbor 1110-tnt, in organizing into o ltltlut.lhiz ,,_ """""' ~ disadvantage union because of tf\e nature pf hi~ whkll 111 •• wl«I /tJnftllliiRI eJ tltt profcs~ion. He was at se,1 most of the Sill. time. And when ashore his meager wages were soon spent, leaving him at the mercy of crimps, shipping masters, owners and the many other harpies or the waterfront. .6.se&man with a reputation for pro1'. testing his lot would soon find it hard to get a ship. But the ~eallllln by lohn Bunker bas always been an independent OR hundreds of years seamen fellow and it is not surprising that .JUtaed to better tlieir lot. From the first labor strike in the United tbt •hll>"'luhed o-en of Roman States was by tlir sailors of Nrw and Spudlh galleys to tbe watdt- York in 1803. when they refused to and w1tdl erews or modem wllld- sail the ships until they received an j1~ seamen were usually un· increase in pay from $10 a month. derf'ed, undttp1id and overworked Then: is little information available and ronsidl!l'fld workmen beyond about this strike but there is a tbt usual rttOl.ll'leS or the. law. reference to them getting SI 7 a Aloo& with the harsh tlDd vi1or- momh later. so the action must have ous nahlte O(tbeir daily labors Wtte been effective. But the sailors errons the constant haunts of -ru1nc. 'were only spasmodic and their Untold thousands of ulloft have set achievements did not la•! long. out from port never to r.eturn, There was a strike in Boston in 1837, becoming victims of storms, colU- when pay was little more than it was slons and that most dreaded roe of in 1803. tbe ocean vo)'lcer-f"Jre;at sea. And It must be remembered. of course. In the pa(ts Of old ihiP.Jling]oyrh~ that many sbore·side workers were diu1 w~~ abr,ays thl• ree11rrent 001 much better off than the seaman. no(fce beside the name of a lhip: I( ihe sailor was unhappy with his ~mlssin& •nd prawned Jolt with all pay, he did not tui.ve much chance of bands." iD'lproYlng himself asho~e. Once Much as they wanted 10 bette( accustomed to the sea, moreover. their condition. seamen had little the sailor did not talce kindly to I.he chance to e11press their dissatisfao- boredom and drudsery of jobs tion In any effc:ciive way. much less ashore. to organiz.e for concerted action. The first organization of seamen Maritime laws of all nations gave in the United States occurred in absolute authority to the captaio al January of 1866 when the following sea. Quite appropriately was the notice appeared in a San Francisco captain called ~master . He was that paper: in fact. Many protests by seamen "Summa Friendly during a voyage against poor food. Ualwa Sodecy" overwork. brutality or qnsafe con"A II sramtn arr invltrd to ditions wercbranded"mutinies"and at1tnJ at IM Tum Vr"ln Ila/I ~ suppressed by fists, guns or belaying pins. Only rarely wu the 1Jn Bush St""' bt'tll'tm St(l('k· ton and Pc> ...ell STTl'l't$ on seamcn·s voice heatd u far u the Thursda)' £vening, Jonuar)' 11 coons •!Id then the masterS, mateS or owners almost al~ won the at 11;, o "dQC'k lo .form a Sta· c..e. ,,.rns Sorit>fl' for 1ht Pacific• .6. LL maritime nations bad striet Cua.ft." laws agains1 8 seaman leaving This meeting resulted ID organi~tion of the Stamens Friendly hi• ship before the end of the-voyage. Union and Protective Society. In I SS2, for in.stance. tbC Spani~h Alfrrd Enquist was elected Presigovcmmcit\I decn:ed that any sailor who deserted hi.~ ship before the end dent and G~orao McAlpinc. Secre. !Ary. It WIS the firs( orgam1.ation or of a voyage: to America. could be seamen in 1his eountry, perhaps the puoi1hed by I 00 lash!!$, a aenterlce first in the world. vinuaUy equal to death. Ai late as In 187S. the United Seamen's the 19th century in l>Olh Englilnd. Association was formed in the pon the United States and other mari· of New York .. ncl it sent a delegation time nations a seaman who left his to Congrc$S to petition for laws to ship bcfotc the cod of a trip•could ~ protect seamen. The delcg~tioo. forcduUy•ppn:hended.apd brooght according lo a news repon ID the back on board. ,, be w~'l returned New York Times of January 21 , was he automatically forfeited 11is pay -graciously received by the Preti· Ind aay belonginp left on the ship. dent." In the •U.S. 1hi$ Ltw was only re• .-flll ""'°' The Struggle Begins Fora Class of Workers F n New York Pllltofman Tedely 8abkowsl<1 (seated !ell) llNs oul a dues receipt IOI Recerllf!Gd Bosun Stanley Jandols t seated nght) ship's cllarrman. ltlst month at a payo#l lllX>etd the SS San/a Balbat11 (Della Wne) at Pon Newark. N.J.The res1 or the Ship's Commitlae - ft to r.) .SlaMlfd Delege.ta Robert Arana, Engine 0 !I LMlll Ae~ Tarns. [)e(;j< Oelegale Frank Pallsia and Chiet Slewatd A. Rudhdti, iletelaly-19POl1el'. II I LOG I Jlltle I 980 A History of the SIU No more washeatd oftbiso1ganization. The Seamen's Friendly IJnion.aod Protective Society in San Francisco didn't last long and the nellt organization to come along wa~ the Seamens Protective Union fonntid in San Francisco in 1878 with 800 members. It. too, 'had a lhOA life. HEN wages on the covt\ng vessels fell to $2S a month in l&BS, seamen met one night on a lumber wharf along the San Francisco waterlmnt toprotcsL This was followed 1 week .later by a gcond meeting, which resulted in formation of the Coast Seamen's Union, with Billy Thompson being elected President. By July the union had a permanent headquarters and some. 2,000 members. OnlY. sailors were allowed to join. Dues were so.cents a month. lo the following year the firemen and oilers formed Che S~p Sailor's Protective Association. lo 1891 these organizations joined to form the Sailors Union oC the Pacific. In June of 1886thc SUPca'llcd its first strike, forcing wages uptoS30a month. With these organizations, the seemens labor movement was off10 a firm start, at least on the West Coast Seamen organized on the' Gi:tat Wes at ab.out the same time. The Seamen's Benevolent Union of Chicago was formed in 1863 but soon explted, mai~Ly because its main objective was to take card of siclc or indigent members rather than to taise wages -and improve conditions. Jn 1878, this ·organization was W revived with the name lakes Sea· mens Ben.evolcnt Association, under the leadership or Dan Keefe. This was a ml! trade union. with its IDllincommitmont being financial beucrment and improved living conditiom aboard ship. Branches spr1ng up in the major Lakes poru. Within '• few years the ship owners. had bfokerr the ~nio11 by setting up their own hiring hollt and refusins to ship any men with known uoion proclivitles. The Union, however, was revived in the l 8901 •nd nrvived lo become pan of the lnfemetiooal Seamens Union. Longshoremen of the Lake1 orpnizcd in Chicago in 1877 and then fonn.cd the National LonBshoremen'1 Association of the United States in Detroit in 1892. This became the International Longshoremen's Association lo 1895. It was al5o on the Great Lakes that the first union of marine engineers waa formed in 1854. II quiclcly faded away but was revived in 1863 and again in 1875 when it became the National Marine Engineers Beneficial Association. Captains and Mates have a history of union activity ' On the lakes dating beck to 1886. In 1892 a convention or .seamen was held in Chicago, with delegates from the various ·unions now organized on the West Coast, tho Great'1.alccttnd the Gulf of Mexico. There were no delegate8 from the " Atlantic. - At this meeting was born ~ National Union of Scame11 of America, later to be lcnown llS the International Sea1ilen's Union. 11 lasted uni.ii the 19.)()s and out of its eventual wn:c:Jcaae came the Seafarers ln1ernational Union and the National Maritime Union. More Nert Molllll Shi_ps Are Powered DillerendF TodaF C·•ll bl 0.. De Cll••g• Take the Diesel Engines Course at HLSS It's Four Weeks Long It S~arts PS,e.,ptember IS •' ~ .lull& t 9eO I LOG I 21 �I Legal Aid Tn tlir ha1·t I ~~;K ~~'i':!, ~ff~~~;!ree Tra~0~b.ldeology' r ~"""' tlrn1 mw SIU m<'mhrr• /r~al probl~m.< ·,,, 1/11• 1·11rio111 11nrr1, n 1;.,, "' t111ur11V1·• " ''"'"' //wi· """ <"a11.m/1 '·' h<'lfll! publi.•hetl. T/1; 111~m· her ...d ""' durrur r/rc recommcJ1d<·<I 111 n111m1t•" t1111l 1/li.< list ;s ,,,,,,,,t//'d 011/v /r>r l111i!mr1111<>111/I fJJl'fl"·«'·'' NEW YORK, N.Y, Schulma.n & Ab.arbanel 350 Fifth Av~ue. New York, N.Y. 10001 Tele. #(212) 279-9200 BALTIMORE. MD. Kaplan. Heyman, GrernbeJg. En~lman &. Belgrad Sun life Bui.JdingC ha.rles & Redwood Streets Baltimott, ~aryland 21201 Tele. /1(301) S3!J..6967 HOUSTON, TEX. Archer & Pcter'5on Americana lluilding 1111 Dallas Street Houston, Teicas 7'7002 Tele. 11(713) 659-4455 TAMPA, FLA.. Hamilloo & Duu~. P.A. 26'20 W. Kennedy lijvd. Tampa, Florida 33609 Tele. 11(813) 879-9482 SAN FRANCISCO. CALIF. John Paul Jennings. Hcnnini and Wash 100 Busb Strtelr Suitc 1403 San Francisco. California 94104 Tele. //(415) 981-4400 Philip- Wcltin, ESQ. Weltin & Vn11 Dam No. I E.ciker 81&. San ftanci$co, Calif. 94105 Teb:.~(4tS) ST. LOUIS, 771.;4500 Tele. 11(314) 231-7440 N£W ORLEANS, LA. &rlttt, Boudteaux, Lamy. Oardnm- & Foley 1400 Richards Building 837 Omvier St~ New Orleans. 1.ouifi11n.1 70112 Tele. I/(~ S86-9j95 ' LOS ANGELES. CALIF. Fo~I. Julbar. Reinhardt & Rolbscbild 5900 Wihltitt BoUlevard Lds Angela, Callfonria 90036 Tde. /l(lJ3) 937-6250 AU6"""" CIMIA a..8 ClaaC" Port. 1010 van Antwnp Building ~20S) 43~ Boston ........ ......... .. ........ j • • •, • • • • • • New Y~~ti................ ,. ., .... ....•• , .• , T= . .,. . . . . . . . . . . ,. •., ~do p _ ......... .,.,,_.,. ••••.. •• • ••••.• Vit.1or (;_ Ranson 1926, Grand River I\ venue O'c:troil, Michigan 48822 GLOUCESTER, MASS. M le •••••..•..•••••.••••• ,, •.••.•.• . ..• Nl'W Orleans •••••••• •-f . . . . . . . . . . . . . . . . . , • • • Jac:lt..,.,.,llle ..... . . . ...................... ~ Fnincisco •••.•.••.•.••....•.. , ........ W1 mite«! .•... .•• " . . .... •.. ' ........... 3 2 s..tffe_ ••.•••••••••••••••••.•••••••••••••• P\Jlrto Rico ............................... Ho<DCon •••••••••••••••• - •••• .• •••••••••• PoftMhur •• ••••••••• -. ••••••••••.••••••••• ......... ... .. . ....... . ..... ...... St. Louis ••.••.. •••. ••••.. ••.••• ••• ., ...... A~ ~Point ............................... Pa(iUQh ••••• , ••••••• ~·· ·· ·•······-······· Tallll ............... . ..................... """ . . . . . . . . . . . . . . . . . . i"' 5."lt IW~fil •• r ,, •• •• 1 • • • • • • • • • ,,, , ,, , ,.,,.,, o ' o l 0 o 0 0 • t o 0 0 0 0 o o,o 0 0 o o 0 o O I O o o o '·~1······ · ''''''''''''''''''''''' • ••••• • ••••I•<•••••• •• •••••••• •••• • Cto'l:ll: ................................... ............ .... ················ 7~or1~ .......................... ,... ~.-~- - - = . . . ... .. . . . . . ,. . . . . sonvHte • .• • ··- - --~"'""'~· .. . ......... . NewY°l~I\ ............... ,, .......... ., •. , 011130 =· Tele. /1(617) 283-8100 SEATTLE. WASH. Vena, Davies, Roben$. Reid A ADdem>n 100 We:s1 Harrison Plaza Scal11e. Washinttim 98119 Tele, f(2D6) 28S-36JO CHICAGO, TI.L. Katz A Friiedmu 7 Soulh Dearborn Street ~. IUIDoiit 60tl03 Tele. l 12} 263-6330 , 1, o , , , o.o, ••"• o ' o olo o • o, o o• • o o o Io o o o 0.o Orteart!i -.. ...........- ........................ .............................. Franctse0.. . ... . . .... . ............. .• =·on• ~~ or•• . . . ...... ••• •••••••••••••••" -····--·························· Pu.to· Ra • o o o • • • • 0 • • •" • • O • 'O o o • o O I o • • o o, it""'°" •••••••• ••••••-':•I•••• • • o l l • • • • • • • ttArthul ....... ~···•1• ... ...... , .•..••...• ..... ~ .. ......................... ~i•.······ · ····~·······-·· ··········· PN;i PoH1t ••••• ~ .......................... ~ cah .. . . ............................... 11111 ••••• ···-·· ·········--·-· · ······· . . . . . . , .. , . . , . . , . . . . . 0 • " ' 0 0 • 4 0 0 *' •"f r• • • • . ,. t 0 3 22 0 4 I 3 3 0 I ~ !13 0 4 19 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 L 0 0 y 80 80 I 0 I :s 0 0 l 80 0 0 0 0 8 0 0 0 1 0 y - fi 0 1 0 0 3 0 r.-. .. ....... ....... '··· ................ Boiston ...... ............ . ......... .... ... ,. •. g l 0 Rieo • . • •••.••••.•.••••••••••..•.•• Houston ............................ . .......... "Oft Mhur .................................... ''80nat ········· ·----------~---·-··· · ·· ··· St LUJti • . .• -....................... , •••••. P.n~ Point •• . . .•..•••••• 11 ••• • ...... . . . . . . "°" 0 0 2 0 0 0 0 0 0 0 0 0 ~······ NorfOlk' , . , , ••• , ••••••• , , , •• , •• , • , •• , ...... ram~· ! .. ··--·•···--·~- - .. .............. Orlando & White 1'wo ~in Suen 0 3 g ltttadep ia- •• , ...... ,.... ... ......... t••··· . itTIOre..... .............. ................. Tele. q(313)'S32-l 2·2 0 0 0 a "'Qf'e.............. ............ . ....... .Norfol~ •• ' .• •. . ~ ...•.•.•. •... ••. ....... PaduClh ••••••••••.•.••••••••.•....••• ._. DETROIT, MICH. All~ 00 er-A a . a c... c R£GISTEllED ON BEACH Alll:teupl a-A CIMeB CllllC DEClt OVAllTMDIT ' Omrwton •.••••••••••••.••••.••••••• , •• , Mobile, Alabama. 36602 Droulc also told the audience that our counuy's failu~ Co deal with the deterioration of its merchant ~rine is causing grave national security problems, especially since the Rus$llltt fle4)t has experienced 11n unprecedented era of growth. The ....,. r'!alional Maritime Council is an organization dedicated to maritime research and education. 1t is composed of a broad spectrum of the maritime industry, including more than 170 companies whose ships sail under the.U.S.t'lag. The SIU was one of the. earliest and moce enthusiastic members of the NMC, for it reco$fiized thal the Council preseirtcd thi: maritime ind.ustry with the unique opportunity of ·addressing the larger issues that affect the industry as a whole. TOTALSHll'f£D "TOTAL IWllSY'ERED ~n Fr,:ncl&co ............................. MOBrLE, ALA. Simoll & Wood GI~. Massachusetts MAY 1-31, 1980 ~.-.· M~. Noting that the health of the nation, as well as the health of the maritime industry, depepds upon this nation's ability to eJtpOrt products, Drozalc- attacked inadequate economic policies that have blln'Ctly followed outdated concepts of free-trade. "It is probably not news to anyone present that the trading nations of the world are rapidly moving into a protectionist mood," DrozaJc said. "The United States simply cannot afford the luxury of a free trade ideology." What is neJ:ded. Drozak s( re ssed. is a long ·range successful promotion of exports. While ~eceot initiatives, suoh as the President's Eiport Council and passage, of the. Export Administration Act. are steps in the righ1 direction, th.ey are not Dispatchers RePort for Inland Waters I •• Grutnbetg & Soundm 721 Olive Street Sr. Louis, Missouri 63101 Tele. executive vice president. suessed the need for co-operation between all segments of the maritime industty in an address before repi;ese111atives of the Midwest Region of the. National Maritime Council Drozak's addrei;s was part of a Shipper Advisor Labor Symposium held in Chicago last month. The Symposium was designed asa forum where different segments of the maritime illdustry could come 1ogetber and exchange views, as well as plot a common strategy for the future. Drozak told 1he assembled delegates that the American flag merchant marine has been a vic~m of unfavorable. historical trends and poorly-<:onccived goveromental policies. The maritime industry is, he said, an ioduSlry that must close ranks if A . ! .o 0 0 0 0 0 0 8 0 0 0 0 8l 8r 0 1 1 ~0 3 0 3 3 12 0 4 0 36 70 0 0 0 0 0 I 0 0 0 0 2 0 0 2 1 0 0 0 0 I 0 0 0 0 0 0 0 0 0 0 I 0 0 0 0 0 1 0 4 l I. 2l 12 0 0 80 2 2 0 0 0 l 0 0 0 34 0 l 6 2 0 0 0 0 0 0 l 0 0 0 0 0 0 I J 0 0 80 2 0 0 l 4 0 0 I 0 I 0 5 0 4 a 0 0 2 ~ a 1$ EMINI DUAllTll!HT 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 I 0 0 0 0 0 0 0 0 0 0 0 0 l 0 0 ITIWAlll>DIPMTMENT 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 g ~ 8 8 8 8 0 0 0 0 0 0 l 0 0 0 0 l • 0 0 8 ~ 8 0 0 0 9 0 8 5 9 3 0 5 0 0 8 15 0 7 L 17 11 g 80 8 ·~ l 0 0 0 0 0 0 I 0 0 1 0 0 0 0 3 6 0 .0 0 8l 0 80 0 8 0 0 I I 0 0 a 0 0 l y l i 0 2 0 3 IO Ii 103 8g A •monlh. 0 0 0 9 0 0 0 T ~ 0 2 I 5 0 0 ~ 0 9 8 0 2 0 9 50 o, 0 0 0 0 0 0 80 0 0 0 l 0 0 0 0 0 I () Q •O 8 f g 0 8 0 0 I 10 0 0 7 0 5 12 21 0 14 0 117 1'3 8 8 8 80 ~ 1 l 0 0 0 ~ 0 0 0 2 0 3 v 80 0 0 0 8 2 ii M 211 3 R~' means l/ie numberof men wto actuotty res111ered fCf lhipPif18 at the POl'l 18" the 14191 11Umboror_,, ""iA11111fat tneportatthe ...cs of r.t !!\GOllh. '"119&tslered on the Belltl>" - • I LOG I June 1980 - �• PiGtured w~h SIU Rep. Al Raymond (third from le~) are some ol Bl,l~.er-Wtiltety­ Mc;:Alllster's maintenance crew. From the left, tney are: Bo~ Schwetka. Pasgualjj G.lorgllll and Steven Phlllfp$, The MIV Graoe McAllister dockside at her new Baltfmore home; New 1ug Run for SIU linking, Norfolk, Bait., Philly S llJ-contncted McAUlller Broth· ers, of Baltl-e, ha.1 announced plant ror a new conlalnrr 1>a11e feeder service bqlnnln& this month. The service will llnk the mid· Atlanrfc portl of Plrfladelphla, - Baltimore and Norfolk. The mo¥e by McAllister was •. made possible when the company mtrced In Januuy -,Jltb the SIU· contracted Baltimore company Bakft'·Wbl~ly Towing. The new company will, for the lime being, be or kno'll'n aJ Baller-Whltely-McAJl.lstl'r Tow1t11. The nnt cllanp to be madeby1he •I' I .. ·~·r ~ . new outfit wa1 the addldon of tbe J,598 honepower ru1 Grt1« McAlllsin to tbe ortpnal six boat Reet. Tbt Gl'O« McA lltltrr arrived at tht Dundalll Marine Ter·m lnal In BaHlmore on May 11. Until actual ffflkr serVice operations bqin, the boat will be mp&ed In lhipdoddn& and other harbor senices in the Balllmore area. Allhou&h new to the Baltimore vicinity. MeAllllter Towln1 ha long bem an SJU-contncted company in other ports inefudln& Philadelphia wherr the GrMJr Metfllistl!I iweviomly saw serviu. ' ~ #" l"- Deckhand James Kabakilvtch hes th1ogs all hed up. capt. Frank LUkowSld (I ) and Mate Jerome l.ukoWSld handle the wheelhouse chores on the Grace McAllister Yes. they are brothers Chl1:1I Engineer At111n Hirsch checks the pressure gauges in tho Grace's engine room A MESSAGE FROM YOUR UNION r DONT GET TANGLED OP WITH D~l!~5:!"" IF CAUGHT, YOU LOSE YOUR PAPERS FOR LIFE/ June 1980 I LOG I 'rT • �Effort Underway to Resume SPR Program 'T'fi~ Strategic Petroleum Re- J. serve (SPR) Progam, which • - i$ considered by most defcn~p expens to be instrumental to lb~~ country's national security, bas fallen oil" bard times. Bureauen.tic mismanagement, bud8¢" tary pressures and Saudi Arabian protests have threatened its existence. The SPR program la impor· llUlt to the merehanUnarlne linte U.S. sbips· an parantttd curlap of at l~f SO percent of the oll earcoes. The Program was drawn up in 1974. Fifteen industrial nations, including the United States, met after the Arab Oil Embargo and agreed in theory that~ch nation had to take positive steps to lessen its vulnerability to shortterm cut-offs of oil supplies. Since that time most of the fifteen nations have done what tbey promised, which is to build up their reserves of· oil. The United States, however, has stood aione in doing nothing to protect itself. 6 Day Resene Ot;partment of Energy officials have llnders~red this failure. If an oil cmburgo were implerne11ted tod.ay, these officials main~in that the United States would be lhe Western nation m95t severely affected, Japan, West Oem1any and Franc:c all have oil resetves of 40 days or more. The United States. however. bas only 91 million barrels of oil in reserve. Al the present rate of eonsumption this is enough ,to meet our nation's energy Qeeds for six days. Domestic critics of SPR. and there .are many, contend that bveaucratic mismanagemeql has crippled the Program. Delicate international consideration have also played a role in hindering the program's success. Saudi officials have made it known that they do not favor a build-up of American oil reserves. Officials from the State Department have been reluctant lo give the SPR Program the attention that it needs because of this country's special relationship with the Saudi rulers. What has hurt the program the most, however, bas been the_ worsening economic situation of the United States. As of late there has been a great deal of pressurtt to balance the Federal budget. SPR has be!Cn one of the programs designated to be cut t>ack so ,that the Federal budget can be balanced. Con~s is presently consideri.ng propQsals to resc1,1e the Program. Key leaders rcmemtier the difficulties this country encountered when foreign sources ofenergy were cur-off. as SIU Helps In Seafffe Shindig they were in 1973 after the Yorn Kippur War and in 1979 during the Iranian Revol11tion. The most recent proposal to n:scue the SPR Program is the one that was incorporated into the Synthetic Fuels Legislation. S. 923, during a meeting of Senate and House conferees. Senators Bill Bradley D-NJ) and Bob Dole (R-Kans) have per:suaded their fellow conferees to include language in the Synthetic Fuels Lcgj$lation I.bat would require thal the Strategic Petroleum Reserve be augmented by 100,000 barrels of oil a day. Unfortunately, they were unable to obtain all the funds necessary to bring that result about. Most lesislative experts agree that the actions of Dole and Bradley will have little practical effect in the immediate future. The Syntheti.; Fuels Bill must first be T"Cturned to the House and Senate and passed by both bodies. And tpen the compromise version mu&t be signed by the President. Even if the legislation is signed into law, the required Federal monie~ would not have been authorized to .bring about the desired resuJt, which is to build up this nation's oil reserve. However, tpe Synthetic Fuels Legislation, if it is enacted with the Dole and Bradley language inUlcl, will serve an ii:nportant purpose. Congress will have made a symbolic commitment to building up our oil reserves. That, at Jcast, is a step.in the right direction, Now you can improve your math skills tn fractions and decimals in your spar~ timer HOW? H LSS has courses for you In fractions and decimals. They are self-study courses. lf LSS will send them to you. You can study them while you're .aboard your ship or boat! Here :S how you can use the skills you 'II gel in these courses: *in your everyday life (for measuring, counting, etc.) *in your job *to improve your math skills for upgrading *to get started on your high school equivalency' program (REMEMBER: GED Is offered at HLSS.) *to review old math skHls or learn new ones Send {or the cowse you want today/ Just fill in and mall the coupon below. • • I On Sunday, Aprll 20 1ne Anoual Fund Awstng Spring Otnf'le( was held at the CathO!ic Seamen':; Club ro Seattle. foWOWEd by Iha dtaw.no 01 the winning tickets rn tile annual raffle A lull course d1nnllf ol roast srliOtfl ol beef was prepared and seived by Scef11rer JHttrl"I)' Nieto. a~y asr;isted by Cl'larle~ Nolan of the M.F O,W retrred All proceeds l1om Uiese evPnls lialp •n part 10 mee1 rrie operallng expell598 of the Club P1c1u18CI above (I to') are Ji/Timy Nreto'S.1 U. c11<el coot< Chtek Erhanl of the Bartenclefs Un111n, Fr C P Dillon. O.MJ. Pon Cl!ar.ilaln & Dlrecror ol the Clot>. and ChlJ¢k Nolan. M FO.W 11111red asslstaru COOR TneC1ub 1s r1Qhl down Iha sr1001 rrom the SIU tlBll 21 /LOG I June 1980 Cut out the coupon and mall ft to this address: Academic Edueatlon Department Herry Lundeberg School Piney Point, MD 2067 4 Send It t.octayl ATTN: Lola 'Knowlu, Mathematics Department �The Lakes Picture All(etlae More and more Great Lakes vcs.~ls are bemg tail! up as econo!Jlic problems deepen. SIU-contracted American Steamship C<>. plans to tcmporarUy la~-up the John J. Boland d\Je to lack of cargo. • • • cement Transit Co. has ~ccided l)Ot to fit out the cement carrier1hey recently purch.ued from 11nothcr SIU-contracted company, "Eric Sand. Tbejr deei9iOll not to run Ille vessel is due: to l11ck of cargo, The vessers na ma was changed from I he Loe 8aJ' to the .Badger Sto,le. • • In a surprise tum-around move, lite state of Michigan granted S700,000 in subsidies to keep the Ludirlgton-t1>-Milw11ukeeC&OcaTferry route open through this summer. The announcement to subsidize the car ferries wo.s met with loud protei.ts from lbe SIU and many Misliigan public interest groups because I be stare has ~tripped Michigan education ~nd public achoo! programs of funds, in an effort to curb ~ding. Michigan residents arc up-in-arms over che state's decision to trade off the C&O carferry service wh1c:h has been in serious financial straits.for years- against education. Observers were expecting the state of Michigan to tum down the subsidy rcqu~t which wouJd mean tbeendof the C&O. SIU-rontraeted car ferries were expected to be used to move the freight lhut hnd been handled by the C&O. Meanwhile, r11tes-0n cheC&O carferries were upped 14 percent as of June t . (;level••• The Richard J. Rel.ts (American Sttamship) is s1iU in the shipyard awaiting (cpairs on her unloading boom. 4Jllleago The SI l) Clinieai I306 S. Michigan Ave., Chicago, bas closed its d<>or.S. The Union bas arranged for Chicago·a1ta Seafarers to get their medical exnm5 from Or. S. Huftsain, 9206 South Commercial. Chicago. Ill., 60617. This clinic is only e short r1deaw~ from theCh1cago Unlol) hallso the f!CW arrangement Is expected to work uut well On May ~4. the Med11so Challe11gu. a cem1mi c;1rrier, as half loaded, CJl route from Milwaukee 10 Manitowoc. When she was off Sheboygan, fhc Medusa Clrufkng(•r lost her sbJlh ~rid propeller and hllJ l<l be 1owtd to Manitowoc where •he ofT-luadcd the rest of her cargo. She was then towed to a shipyard in South Chica{lo for repair~ which were expected to talce at least 10 day~ O.trolt Amcric.m Steamship'~ Sharan and her SIU crew were on"thcir WB}"tQ 1he Mclou1h Steel dock in Trenton, load~ with 20.000 tons of coal, when 1hc v~el grounded on mud in the Trenton Channel of the Detroit River lost month. The effort.• of ~1x 1up- 1ncludmg 1hc SIU-conttact~ Maine and Manland (Great Lake;, Towing) weren't enough to pull her free. She wa~ able to move only after a portion of her cargo was~ighte~d. The Shortm was making her last •rir> before heading for lay-up. • • • A Soviet vessel which had loaded magnesite in Ludington was a hostage for live: days in Af1ril when 11n American harbor pilot refused to guide her out of rhat port. The harbor pilot was protcstfngreccnt actions by 1he Soviet govemmenc In the Middle East. It took the Upper L;llles Pito1 Assn. five days to locdte I! harbor pilot who was willing,10 get rhe Soviet ship out of l. udington- and he was a Canadian. Slg.11 From Spaae The National Aeronautics and Space Adtnini~tration (NAS~). the same folks thnt gave us mnn's first wRlk Oil the moon-are conducting experiments which could be a boon to Great Lakes winter shipping_ NASA conducted experiments on th¢ Lakes using microwaves to i.d. ice coverage and lhickneu, pressure ridges and clear water passages. This doll! will be used. along with ground surfaces mapping, to program sarelliresensors in the future. NASA Project Director James Lindemann said '"if the techniques we are developing arc: implemcnteG, a ship navigator in future year~ facing an icy passage will be able to receive precise inform:uion ... from a satellite circling overhead.'' f'leaa Waters Acting under orders from a Federal judge, tile Reserve Mining Co oi Silver Bay, Minn .. ended their 25-ycar-long practice of dumping 67;600 tons or ore WO.SICS into Lake Superior every day. The waste;s discharged by the compnny were known to contain cancer-causing asbestos. Ag~tos fibers were found in drinking water in Duluth and st:veral other MiJ\nesota cities that draw wuter directly from lake Superior. The baule to get Reserve to stop dumping asbestos-laden wastes into the Lakes has been raging for IOycors. Whileenvlronmeniallsts, Federal agencfos and officiol~ or thn:c states bailed the dumping balJ. it was viewed by most es only huff a victory. MThc discharge into the Lake has ended. but the asbestos fibers arc sdll tllerc," said one Minn~sota resident. speaking for many. uy wonder how many people hav1: been 11xf)Olled to the fibers and Lhal's the sobering ~ide of the whole i.~9ue. ~ USPHS Sets up· 24-Hour, Toll-Free Hotline W HAT does a Seafarer or Boiitman do when he gets off a vessel, hundreds of miles trom home, and he needs a doctor? Where docs he go jf he needs medical care but ifs the middle of 1be nlght and he's in an unfamiliar city? The answers to those questions are now available, 24hoan a day, seven days a week, by phoning a new toll-free phone number set up by the Seafarers' Health lm~rovement Pro1ram {SHIP). The SHIP program is spomored by USPHS. Trained per$oMcl are man· oing tbcnewnationwide hotlines. A seaman or boatman can dial S00.231·74'7 anywhere in the U.S. In Tex•thctoll-freenumbefis 800-392-7"47. Both numbcn1 arc easy to remombcr this way: natronwide, dial 800-231-SHIP. ln Texas, dial 800-J92-SHIP. American mariners. By calling these numbers, Specifioally. the nationwide Seafarers and Boatmen can get 800 telephone number wa6 immediate help in locating the "established to improve seane11rest PHS hospital, outpatient farers' aC4eSS to care fhrough the clinic or contract physician. Public Health ~rvioe," said Dr. ln cao.: of a medical emergency Leonard Bachman, Asst. Suroccurring whl:rt iliere i§ no Pl-lS gcon General and Director of the facilit)' in the port, the trained PHS Dfvi!!ion of Hospitals and staff members manning the Clinics. hotline can dlrfft seoitn and One of the plU¥SCS of the toUboalllleD to the nearest coaunu- frtc number is that confusion will atty bolphl. They'll give you the be cleared up on what proh<>spitars address, phone number ccdures seamen and boatmen and approKimate distance from must follow when a medical the place you are calling. emerg\'ncy occurs aboard ship. The toll-free phone number In cae or lldulta or acddtnt was set op under the au&pices of occurrln1 aboard a ve&Ml, SIU the Division of HQllpital~ and seamen and boldmen mll$1 us.ea Clinics of the SHJP program. USPHS hospital whenever pos· SH IP is a collaborative> effort sible. between llte U.S. Public Health By calling the 800 number a Service. other federa.I agendes Seafarer will be difected lo the and the mar1tlrue iadus1ry to clOSC11t PHS hospital or to 1bc improve the he11lth 8.lld safety of 11earcst private hospital if there i~ no PH,S facility in the pon. lo addilion. hotline staffers will remind ~afarcrs to notify USPHS within 48 hours if they are being. treated for an emergency in a private hospital or clinjc, This notification procedure is necessary to ensure that USP HS will cover the c-0sts of emergency treatment in a private facility. • The best way to m1tify USPHS that you are receiving cmer.gency care in a private hospital is to phone USPHS and follow-up your phone call with a telegram within 41l hours. The toll-free 800 n.u.mbers were created so that S&all'leu and boatmen could find meilical c~ as Cast as possible. wltereve:r hey are in lhe United State$. The Union urge~ all Sill members 10 ta.Ice advantage of this serv.ii:e. Ju110 1980 I L0G ./ 29 • • �\ Sisto O. 'flhada, 72. j1>i ned the SIU in the pon or Sentt!e In 1962 &1ullng as a cook for 38 yeais. Brother Tilwla w1u also an Ala.d:iln Fisherman. He was born in 1he PhiU1pincs and Is a resident or Seaule. Mlcud Anrd Viera, 62..joined the SIU in the port 1>r Balti111~re in J9S I sailing as a 3rd coolL Brother Viera • also Jailed during the Vinnam War. He sailed 3S years. Seafarer Viera allcndcd Piney Point Cre11S Conference No, S. Bom m Pucno ~.be is a re$iden1 of Baltimore. Brqlher Mlcbael F. Vl10. 64. joined Ille SIU in 1949 1n the Pon of New Ynrkl sailill8 a.s a cblcf steward, Brother Vigo sailed 32 years. He is a veteran or the U.S. Navy in World War II. Seafarer Vigt• w•s boi:n in Flor:idR and is n resident or T:uqpa. Fnmk Beeehcr Brazdl, 57, joined the S IU In 1944 in the part of N"ew York sailing as a flremail·watertender. 8ro1het"' Brazell i'aveteran of the U.S. Army on World War II. He was born in Georgie and l!l 11 resident or Savannah, Ga. Gut Skencltlu, 6S. joined tbe S I U In the port of Baltimore in 1956 sailing as a chief steward. Brother Skcndolas sailttl 30 years. Re w~ born in Cuberland, Md. and is a resident or Seattle. Robnt Edward Emat n.onuis, 7S. joined -,he Union in po.n of Norfolk in 196S sailing u a ohicf engineer for the Cunis 11£y Towing Co. Brother Thoma> was • former member of MEDA. He ls a veteran of the U.S. Navy on World War JI. lloa1 mlln Thomas was born in Gloucuter County, Va, and is a resident or Hawlhnrnc, FIL 1m. Howard Adolph ,Et~•l Sr., 69, joined the Un.i on in the port of Hou•ton in 1957 sailing as an oiler fonhc G & H Towing Co. from 19Sl Lo 1980. Brother E11.cl was a fom1cr 01erobcr of the Painten. Union Local SBSu acootractorfrom 1931to19Sl in Galveston. He is a veteran of the U.S. Army in World War II. Boal· man Encl was born in Smithvillo. T""· and is a resident of Hitchcock, TeJL Anihony l'ainlno, 64, joined the SlU in the port of New Orleans in 1952 $ailing as a wiper and cook. Btotber Pennino is a wounded veteran of the U.S. Army in World War u. H" w11s born in New Orleans and is a resident thero. Domin co V uqutz L•rlno, 64, joined the SIU in the port or New Vorlc. in 1961 sailing ns a rircmanW"Jtenendcr. Brother l.arlno sailed 39 yca11. He was on 1be piclcctlin" in the 1961 N. Y. l::tarbor beef. Seafarer L.arino W8$ born in Corunu, Spain and is a resident of l lawthomc. Calif. Fnrnc:isco ~adal, S1, joined the Sltl in 1943 ln the port of New York sailing as an AB. Brolbcr Nadal was born in Puerto Rico and iJ a reaidenl of Mayagucz. P. R. uc • James t;vertll Davuiport. 70, joined the Union ln Lht port of Ouhimorc In 1971 ~alllng \\S a chief engineer for the Curlis Bay T nwlng Co. from 1968 to 1980. BrQthcr OavcopoH uJsn woreod for !Yor)" lund D,Ydock (CJO) nnd for U~Y.low Fi~hcrlcs (rom 1947 to 1968. He was born in Fnroham, Va, and is .a re1id1:n1 of 0..hunurc. .. Mldlatl Drewnl&. 6S. JOined Ille union In the port 1>f Detroit in 1953 .aolina a> an AD and wbedsman for the Enc Sand Co. Brother DrewnLoJk wa. born in Ohio ed is a ~cn1 of Nokomis. Fla Midlael DWlda. 64. joined tilt Union on the pon ofToledo, Ohio m 1960 ..oling a. an oiler and :on•cyor11111n for the Rei.. Straruhop Co. lh1lth<'r Dunda sailrd Cot 43 )'CalSHc Wll\ born in Yukon. P•. dnd is a re1idcnt of Toledo. Slanhy Sfepbtft M•notnlll. 62, joined the Union in the porJ of b11J1imorc in 19.56 sailing u a deckhand and bargeman for the Baker Whilcly Towlna Co. C..0111 1963 Lo 1980. Brother Mal!OWJlli w.. 1 former membcir of th• II.A local 1337. lfc w~ born in lllldmore and 11 11 rc~idtnt tllc:rc. • 3Cl f LOG I dune I 980 FNllk Frum Pualllk. 64,joln~ lhc Union in 1949 m-1he port of Philadelpha Ailing as a deckhand and bo.mn for McAllister Brothe!I in and 111r Wilson Linc deep $C8 beio~ 196S. BrotherP8SBID1: isalsoa millwright a.tu! dicsctter. He is e •-etemn or 1bc U.S. AflllY durina World Wat JI. Boatman Pasaluk wns born in Curtis Bay, Md. ;iod is a raidcnt of Philadelphia. ll«yJ &tt:rWO, 64,joincd theSlU in the port of Mobile in I 958 sailina as a fircman-wuertencfer. Brolher Pererson graduated llS a 3rd assistant engineer from the Uniop-MEBA School of Engineering, Brooklyn, N. Y. in 1966. He i1 a veien111 of the U.S. Navy jlJl!I before World War ll. Seafarer Peterson was born In Trinton, Fla. anil is • rctidcnt of Ke:rrVille, TCJ!. Sah<ador Rodripn, 62.Jomcd I.he SIU Ill tbe port New York in 19S~ sailing as a wiper, OS od In 1he •tcward dcpanmenL Brolhctr Rodriguez sailed 29 years. And he hit the bricks in t~ 1961 Greater N. Y. Harbor beef. He is a veteran of the U.S. Anny•• World Wet ti. Seafarer Rodriguez was born in Tamp&and is a ~sident of Caguas, P.R. or ~ £, V• Sat. SS. Joined the SIU in 1943 in the pon of New York aailing as a .-tifitd.bosun. Brother Van Sanl wu bom in PenMylvanla and 11 a m ideru or Bel Air. Md. Jtecertificd Botun '1¥. .• C-av· S4.joined tJicSIU in 19o43ln the. port 1>f New York uillna in World War II. Brother GU11-vt0n hit tJie bricU in bolh tllc 1961 c;,....,.. N. Y. Harbor beef and lhe 1962 Robin Ll11c 11dke. He gr1du11ed from the Union's R<'llMdied llojiuns PT01tam in June t97S.. Seafan:r Ot111avaon dso earned bla LNO llldoraonlenl 111d 01!0 at Piney J'oillt In 1978. Born in StalCD l•lu!I. N. Y. he ... taide11t of Slliel) bland. Recertirled Bosun. Wodl• Hmh, 62,joined the SIU in J~ in tbcpon of New York Sliifutg during World War II. Brothet Nash, a bosun since 1961, was SL-7 bosun on the &DUuid Mark~ la f978. He graduated from the Union's Bosun Reccrtificatic!n Progtlllll in September 1973. Seafa~ Nash was bosun on the Seat.and Shorc8!Ulg, Port Elizabeth. N.J. from 197S!o 197'7. At thcHany Londcberg School, Piney Point, Md,, in 1971be upgradeCl lo Quartcrl:llast.,r alld took LNG in J 979. A nallvc of Ba'yonnc,, N.J., l)c is !loW a resident of ffa:elcetisack. N.J. Samuel "Sam" G,.ham lteland. •65. joined the Union in the pon of Norfolk in 1963 saiihig11S a deckhand for tht Curll! Bay Towing Co. Brother lrcland also worked as ·a rigger at the C1Jttis !Jay Shipyard Crom 1961 to 1%2. He was also a commercial fisherman. Boatman Ireland was bom in Lowland. N.C. and ts a resident of Norfolk. Ollv.tr •RM" Mertit Bishop. 6S. joined 1he Union in the port of ~cw Orleans JO 1960 sailing as a capraln on the towboaJ National FrUdom <National Marine Seniice) and with lhe c1>mpany Crom f9S7 10 1980. Brother Bishop worl:.cd as a long· shoreman from 1958 to 1960. He was bOrn in Bruce, Fla. and is a re.ident or Freeport. Fla, Joint G~- EY1119; 38. joined the Union ih the port of Noifollt i n 1961 sailing 19 years as an AB for · GATCO. Allied Towing, Steua rt Towing, Graham Towing and for M, L. Hudgins &..Sim from 19S9lo 1961. Prom 1972 io 1'977, he was with ' 10r~ M.Unet Division. Brotller Fvans was aJro an electrician at the Newport News lVa.) Shipyard. He upgraded •l the HLS Ui 1969. Boatman Evan' wa~ .11 U .s_ Army lru~lcmaster ~efil:llt11 in the Vietnam War from 1966-R receiving the Viemam Service and Commendation Medals. A native or Mathews, Va., he os il rQident there. Hmner Gordoa l'llrvls. 71. joined 1h" Union In the port of Molnlc in 1956 ..ailing a) llJ) oiler and dliel engineer for Mariner Towing from 1956to 1980andasue~for M<>bile Towing from 1965 to 1972. &other Purvis :is .a ve1cnuo af tbc U.S. Army aftci; Worid Wat I. He was bom in Oak Gro..e. All. aod is o .rc:scidem of Spanish Fort Ala. l.~~·I, -~. Stanley Walter ZI joined tho U11ion 1n Baltimore .in 1957 working at 1 mechanic. machinist and fomnan for the Cunis Bay Towms Co, Shop from 19r4 Ill 1980. Brot11'r Z"oellAak.i 4'I a v111min oftlic U.S. COllll (luard from 1919 10 1934: He wu born. In l»oia!ld IHl!l is a ietiMm of Baltimc1i'c. ~of �Diesel . . ~">'!Jt.$£<>~ t e ower o Today ~,;~~ and Tomorrow 1' • • Owtng clleM1 on·tfle.Job training, .....,.,. !Nm the ~ •kill• to wofll on ttlta fonn of prcpulllon. Recently, the Hany Lundeberg School of Seamanship presented a Olesel Semi nar for SIU members. Representatives from d i es el engine design and manufacturing companies told seafarers about the new equi pment being added to mOdem ahlpa. Tiie seminar was held to famlllarlze aeafarera wl~h dlnel englnea. The diesel e'lglne haa proven to bf! ~ energy effli:lent. Ships equipped with modern dleael engines halle shown a 30 percent aevtnoa In fuel coete compar9d with thOse using a etNm pllfrt. Mora and more nssela are being bUllt with dleMl power for propulllon. Beoauee of the Increasing uee of dlnel•, there la a need for eeafararl wflo are •killed with dl8HI englnea. 911 fpera are Wk· Ing~ of the diesel engine In the OleHl• counie, Ula atudents ectu8lly a., clown end make rt9alra to dleael engine a. courses at HLSS. They are pt'Bpar· Ing to man these new slJlps wi th the necessary skills to won< on t he equipment. SeaLand Corporation, one of our contracted companl1!!9, Is ha\llng 12 new diesel-powered vessels built thi s year. One of these, tliil SHLa(ld Patriot, Is already In st1rvlce. Our engine department members who lfe worKlnu, on the Patriot went through the diesel engl nee counie at H LSS to pr11pare them tor their Jobs. The Diesel Seminar was .offered eapeclelly for "8f8Rlf'B who want to wOlt! on lheM Y98Hls but also atl'9Cted graduates aod atudents from ail engine depWtment programs. The apeclflc engines and aupport ayatems which are on Sealand 'e new veanla were detcrlbed bY Sen• and corpora· tlOn, Sular BrotherJ, and thft Alfa 1.ava1 eompnny. c.pt.in Don Hall, Man8Qt?f, Fleet PerlOnnel Training tor 1ieil1And, ClllCUnld Ille V•IHl ltnlf. The llC~I0111J, he said, Wlll'e IM!llt with lhl IHll\8ll In mind. The un•tr• who are wOfl(lng an the ~ now enjoy comfoltllbl• '°! •.••"*- ~ Wll held It HUS llii •••,.,. . . . . . . . n - 1 tlllr wll bl aotU:• With A •1111 In -fimn. madlrn aunoundlng11. Em9l Young and Hnna Roffler of Sutzer •utf*t 1xplnlnld the anglnl IAd all Of Ill related sys..,... . The were lmpni111d Ill' the I~ aOdl P'"8ntallon QIYetl mA•• by th••• repreaentallves that showed the hlltory of tlle diesel engine and hoW It hN progreaaed over the year1. Tiie purlflo8tlon ayatem oJ tile dl8811 engine uud In th4t veaaela wna dtacrlbed by Alfa Lavnl represent1llV9 Hick Chall-. His talk gave eeafill8r& a thorough knowledge of the purifier. HLSS Engine Department Head Bill Eglinton Hid, "We r~lved a good reeponae from the seafarer:a at the aemln.. The general opinion wu that mor9 aeml1\81'8 of this kind etloUfd t.. ~. Therefore. we plan to offer MOther seminar to benefit ...,.,.. In the fall of 191j() on engln1'f9..tld operations. '• June 1980 f LOG 1 31 �.. • • •• OF.LT A • • SUO (Delta S1camsh1p). '\pril 6 -Chairman. Reccnificd Bosun Andrey, Lasn:1n~l<y;Sccre111ry E. Vicim ; Educauonai Oirc•·IOr J. C. Dini No dispu1ed OT Choirman reported 1ha1 1hc ship ii. goin11 hack. 10 Ntw -Orleans oflttr Maracaibo. pay off. Wlload ull curgo. 1hen go to 1h~ shipyard'for nlloul live dayr< probably ih Tampa. However. llus could change. Evcry1hlng Is going ~long very well und there arc no reports of uny .unspfo cQndi1iorb or of a1~5' irtdividunl pr1>blcms .,; disiin1lsfna1lons, Th..- LIJXs will be pu..~~cd uround for ull lo read and all communication• niceivt:d \viii be pa•scd around SEA-LANO NEWARK (Sta-Land Service). April 27-Chairman. Rl'cenilic:d Bolilln D. Mnnning: Secrewy C. Modcllas; Educa1ional Director H . M1kkclborge. No dl$J>uted OT. 1\11 .:omrnumc1(lion• rtclilved were posted on 1he bullc1in board. Chairman discussed 1he)mpoi'iancc of dona1ing to SPA 0. Se1Jrc1ary r~p11ncd' 1ha1 lhC loudspeaker for rhe mnvjes -~· bo.ught by H,arr)' Lively. l{eq uested th:11 cve1·yom: uontrib.u1c 11> uompc11&au: Herry ror the IOtal wm S4S.Q9. Next p\lrt S•'lllle. or OVERSEAS ANClfORAOE (Mari· lime Oversea.,·). April 8- Chairmun W. WF.STWARO V£NTUJU! (Jn1crJ . Burkeen: .Seue1ar:y Ken Hay••: oce11n Mgt. ). April 27- Chall'mAn J. Edwards-. SepreUry A. McCutlum1 EduC111tonal Director H. Mercdilh Jr. Educational Oiremor J. Mlcdingcr. N11 No di~pu1cd OT. Secretary advised 1he di<pu1ecl OT. Chntrman reported 1ha1 members of i;everal bills lhat ore now in Congress 1hat w111 benerir sumen. he has all SIU 11pplica11on~ on hand Asked e~tryooe 10 s1udy 1tic.e bill> and Dii.rll1kd lhc 1mpor1ancc ot donaling 10 SPAD. One minu1c of silence will be lel vour Senator or Congressman know obM:rvtd in mcmnt} or C1Uf dep:irted abou1 them and how you feel. A YOte of thanks lo lhc <lcward del!"nmcm for a bro1heD. c:!lf!<'Cinlly Bm1hcr Rill Hall, job wclf done. Report to lox- •Good $SO wu collCC1ed in I he arrival poof bu1 fishing on lbc Bilboa side this lrip. $4{) more b needed 10 pay olT video Seems we hil i1 ri)!h1 ono." corder and lap<:> bill. The chairman will be leaVlng llus •c«scf 01 the end or (he ncx1 1rip and 1hanks 1he crew for 1heir MONTICELLO VICTORY (V'IClOfy cooperalion in mallng lhi!i a JlOod ship. Carriers}. April -6-Cbairman Frank Smllb: Secttlary Dulle Hall; Engine S£A·LANO PANl\MI\ (Sea•Lnl)(I D<:Jega1c Robert Sariven$; 81eward Sen ice). April 20 Clu1trman. RcreniD\!lcgute Ray Crawford. Chairman lied Bosun M. Kerngood: Sccrcu1ry E. rcponed that the ship wlll go·Up river a1 L John•on. No di•pu1cd OT Chairman I 2 mile, anchor at Podras, UL. There the reporicd 1hat everyone fcl1 deep rcgrel ship will go 1h.rough USCG in.spec1ion over 1hc dca1h 01 1:1111 Hall. All hniicd before going on io Ba1on "Rouge 10 lh111 Prcslllcn1 Poul Hnll would rot(l\lcr disoho.rgc. Socrel8ty rcporied rho.1 from ~i> illness soon. Abo .advi!led all everything was runrifngsmoo1Hly inuue member!. ahlHH lhc odvon1agr of SIU tashion. Di~cuS&ed thci"impoc(IUlce 011cndh1g upgmding cln,,<:allt the l larry or donulh:•s 10 SPAD. $~ In -ship'~ t:.undcl)cra SahQol. No1cd Ilic irnror· fund, No dispulcd OT. Several arH.,lei; tnn•c or dona1i11g 111 SRA I}. A vote ol in 1he lug wefe discu~~ird 11nd po!llcd. thnnks IC1 1he ~(~word dcpartmcni fo1· a Obscrv~ one minlltt of sUcnae tn Job well dnne. Nexl port Rtlllcrdam, nu:mnry of our departed brolhers. OGOEN WILl.AMf.TTt. (O&dtn Mllrin.,). Apnl 20 ('haorman. Rc,-crti- SANTA MAGDALeNA (Peha Sleamlictl lk•~un A C l'llmpbcll; ')ecrclul')' sbip). April 6-Chainnan, Recertified Bosun Anlhon)I Palino~ Secretary R~ De Boi~slqrc: Educa1ional Olrcc1or Alben J . Counney; Deck Delegate R. O. Holn11:•i IJccl Del•l!l'•t Wilham S1ephcn D. Castle; SICWMd Dcltptc F McK innnn, Si.•wnrd !klcl(ll1c Willic Larry Vickett. S.299 in ~hip's fund Nn Smnh No di~pu1ed OT Ch~irm&n lhanlcd 1hc l!rc11 lnr •II their help. dispulcd OT. A motion was ma4e (or Donn1ed SW 10 lhc Mcrchun1 Murinc 1he company 10 purchase a piliJ pong 1ab~ and eqllipmenl. Rcpon 10 l.Dg· library ror wpply o( boob 10 lhc ,hip. Educ.i1ional ·01rcc1or rcpuncd 1ha1 "Cook-ouls were instipted and well ssk1y ·~ ••rv imponan1 and if •n)'1hing received by all cmo<membus. All Afety prccauliollS "~obseNeCl.-Ne~t pan. .. un..olc ii •hould lie rcp..lr\ed <11 once. l.o.• A ngclcs The pcr•on you""'" tl\;l~ fl.- Y<'Ur<l'lf A ·~Mil vo1c of 1h.tnb 10 11lc C'hicl S.\N·rl\ MtllC£0ES(l>tltaS1eamMt,.•rd R. Ile Bni ... icre for exccllcn1 Jttd•nJ!!. and .cr>icc. A~'" 10 Willie ,h1p). April IJ - Chairman. Rc<cniftcd Smith who ~ 11. 1rcmcnd11ui. t,Vu~. A lklwn John Slou1; Secrctarv S:smucl'N 1l!ank ~ 011 1n RClhctrl Cook for hb Sm•lf: Educa1>onal D'irccior William ttrrifir 11ond1t'>. Rcpon IU l.u!f; ..,. \IOIC Slu..cr. S2ll2.IS In )hip'~ fund. Some of 1ltank• 10 01c Cap1•in and officer. h>r dbru1cd OT '" d""k dcp:anmcnl. Th~ ;sll Uicb llclp. A •fl"<lial vdlc ollhank.< Id amoun1 01 $702 Wllll 'CcOllcl!ted and -i<ni 1he Chier £n111ncer whose help we could tu S1h Ille cook "'hll had to ae1 olf Qnd no1 do wi1hou1 Al•o to Ilic l"ir,1 go name due 10 .eri11ui illm.'.'" in lhc Engineer and hi~ wife for making 1hb ratlllly. We so1 a ncwwaJtres ...in Rio arid ~~e 1 bo!M 1v.,.y from " -·" • rcplaszm~I ror the cook in ValOb~d •HIC manul(l nl ~i~ntt in flDl"fi~. A vole 11r th11nks ro the ~IOWllni ,neMO~ 11f e>vr dopa11ed broJllbto. Nritl dcp1"mca11 fot • job well dond. Nexl pun, Lo~ Anph:.. Billon RnuF. "°" S'EA·LAND CONSUMER (Sea· La-nd Service), April r. Ch1irmnn, Rtcertilled Bosun F. Rivera; Secretary L. Webb; Educq1ionll.I Director w. Su1100: Deck Oelc111e H. Hood; Engine Ocltga1c Ccul McKinley; S1cward Oclcga1c Ch~1cr Yow. No dispo1cd OT. Chairman reminded crew 10 wear hard haL~ on deck when cargo is being worked and nor to pu1 wcdp behind fin: doors. Crew rcqueslS U11ion 10 ebcck wi1h New Jersey por1 $1Cward abouLbuymg milk in Holland 11\.!ICad or using froun s1u1~idc mill(. New bulbs werc..orden:d for 1he movie projector. Chairman n:port6 that lh!S is a smooth running ship. Nex1 port Port Everglades, SEl\·LAND LEADER (Sea-Land Service). April 6-Chairman ,Frank White; St:ereW'y o . G11Nuna; Educa. dona I Director Ernl'SI Moneymuker: .1$nginc Dclcga1e Robert TorrcL. Cliairman noied 1hAI tlfn lny-up would be approximn1~ly two wee!(¥ Pl Kobe. In ord~r 10 clalm t))c job limply rcgls1er at your local !lail. Inform t~c port ugcnt nl 1hn1 hnll thtu you arc ofthiuhlp, There wlll be a bus to take ybu 10 the aitporl. Airpor1 departure tax should be 1alc.en care of by 1he agem 01herwlse.save your reccipl. SJS in ship·~ rund. Some disputed OT in dtck dcportmen1. Observed one minu1e of silence in memory or our departed brothers. COASTAL CAlJFORNIA (Coastal Stalll), April 20-0\airman Joe AlJc... foia: Secreiary Jimmie &r1lct1, Educational Dt.reetor Joaquin R Miiier, Peck Delep1c Craig Skerson: l!ngjnc Delegate Carl~ Landa; SICWard DcJcgalC CttiJ H. Martin. S3.25inship'.afund. }l(o disputed OT. Chairman n:ported that evcrthing was running well Soctt1ary advised all mclnbl!SI to always rc•d •be~ Lug. T1m Is lheonJy Illa)' 10 keep Upw1dl our SIU nrwi. 01 Heo&juaners 11nd In W11Shing1on. DiJcussed 1hc imporianct of d<>nalillJI to SPAD. A vote of Ihonks 10 rho steward dcpar1111en1 (or n job well done. Observed one minute of silence in mcfi\ory of our dcporrcd brothers. N~~ por1 San l"rancis~-o. SAM HOUSTON (Wa1crmnn ~teamship). Apral 1\1....-Chatrmli.n. Ro- e<1rdficd Bosun If. Workman; Secre1acy R. A. Cobb: Edul:aliOnil Oireetor J . N. Atchison. Chairman rgponcd 1ha1 t.hc C.aptain wisllt!d 10 e~pr'CSR llla.nks to all departments for a job well done on the vo~. The Chier Offioeullo wished 10 e.11tend 1hanb 10 the d.ok department for a very good job. S()me dispmcd OT in engine department. A Vole of 1llank& co the s1cward department (or a job well done. Ot.erved one minute or ailcnce 1n memory of our departed bro1hcrs Next porl, New York SEA-LANO Rl:SOlJRC£ (ScaLan!l Scrvkc). April 6 Chairman. R&ccrl ilicd lk .. un Pdci W Orni.e,: Scl'ret11t y I R. Goodman. CduC111011.1I D•~<>r Pa1lllsio1i. k4na,•o,. Ch111r1D4n no1cd 1ha1 1he mernhc:.-h•p rcqun1 the f!dlrolman 10 1n•c.\llp1c the dAngor ol chemit411' and lu1n~ lr4k1n~ from 1'11: comamcr t:llrsn behind 1be afl·hou.e 11ti~ ·~ p111Jull<I$ lhc ship >enillallo~ ·~"~"'The C'hk( !'i1e"11rd '1 b.tnkcd 1be rn<'m~r•hip And h" depanmen1 for line •011per,1hnn in kttpin11 1he •hip clciin. I""'" w:,. a diiK'u....iun on ~evcrul tjUC>liOfl•. !;Pi\D. W0tk1n11due.,,18.l(C.. vac•tlon. S1t11-Lu11d l•P<>• and >hrp boa!dv1h11i11ime. All repl1e11 \l'CfC r1ne lltJd cwrybcl<ly bad a aCIOd llmr. " vote olf lllln~& 10 d111s1tw•rd depir1men1 lor n finr JOb. Nn;1 potr U1cmerllllven. " OVl:RSEAS. ALJC£ ( Matllimc OvC!>S"as). April 27-Cbairmllll, Jtccrrtifted Bosun W E. Reeves; Secretary A Salem: Educational Dtr«IOr E. Cipullo~ Otd. Delepi.e R. T. YBTbrough; Edu,a1ional Delegale Raymond D Clark; Sleward Dclega1e Jo$f!J>h C. Bu,h. No dispulCd OT. Tbcrt is S27.7S on hand an.d $200 io the captain's safe. Chairman reponcd lhal cbesltip will be leid up in Jaclctonvilleand 1hc=w will be terminaled or 1heir c:mploymenl due 10 11\e ship going In lhe shipyard for repair. lbc U!gwasrecejvedand pn~d aruund for all 10 ~d. The irnporuim..., o( donating 10 SPA[) wu discussed. A vo1e of 1banJ.:s 10 tfie ~atd aeportn1cn1 for a job well done. Rcpon co Lug; ''The Oi•et.<,u.• Ali<'<' picked up two Cubans drif1in~ in 1heir boa1. The Capmin called rhe Cbbt Guard and they 1001t ch~m am\y ... Ofndal jbl111a minure& were als_o rccei\lcd rroni 1hc following vessels~ ffUMACAO EL PASO CONSOLIDATED SEA•LANO EX~HANGE SEAITLJ: SEA· LAND FINANCE SEA·LAJllD LIBERA TOR SANTA LUCIA COVE EXPLORER SANTA ELENA LNG TAURlJS OV£RSEAS OHIO EL PASO HOWARD •oYD WORTH PUERTO RJCO SEA~LAND VENTURE TAMARA GUJLDEN GOLDEN MONARCH WALTER RIO: SEA-LAND ECONOMY HOUSTON OODt:N Of~l,.ENG~. DELTA NORTE OVERSEAS ALEUTIAN OVERSEAS HARRIETT£ JN GER OVERst;A~ JUNEAU DELTA AFRICA OGDEN CHA.Ml'ION , UL1'k4MAR COVESAjLOK POR1'LAND ARECJBO S~A-LAND MAKKl!T BAVAMO.N ()VERS£AS ll(At ALIE Mlf. VEii.NON \IJCTORV TkANSCOLlfMllJA POINT .1u1.1e OVERSEAS ARCTIC JAC:KSONVILLE Sl:A·LAND GALLOWAY BAY RIDGE SANTA 8AUARA CONNECncur SEA·LAND l>EFJ:NDER IORINQUEN c;OVE COMMUNICATOR SANTA JUANA POINT JUDY SIA-LAND IJ>VENTVllt:ll ARZEW CACVAS SEA.•LAND PRODlJCD DEL SOL OVUSEAS ULLA ~NTIGl'IY THOMAS JlffERSON MAYAGUEl .8ANJ'llER covlstuu:r DELRIO OAU.AND SEA·LANP ~C LIAN UllC LW U I LOG I Juno 1980 • �From HLS Grad to CPR Expert and 3rd Eng. '18ARLES ~ Haller '-' ll'aduatecl ftom tba Bany Lundebera School JO Y"11 ago next month. Aad to celebrate the oecasion be has liven hiinsclf the kind or gift evecybody likes to receive: somet.hina you can put to good use. In Baller's cue, the gift ii a brand aew .t'lrtl Mllltaat en· 1•ne J'1 Uc n, which he wll !lWardcCI last month after completing a coune of study at the M.E.B.A. (Di$t. 2) Upgrading Center in Brooklyn, N. Y. and passiq bis Coast Guard exam. Soon he'll be shipping out again, but th~ time as a tlarougb-theshaft-alley engiACCr. Bur Chuck Haller wasn't just a student during bis recent academic sojum in New Yort. He was also a teaeher--0£ mrdiopuhnoaal:J reQCffatlon (CPR), a lifo.lavill1 technique used on persons wbo have suffered respiratory or circulatory failure. While Chuck Haller is the proud owaer-o( a new license, 32 others have picked up CPR cards in the last few months, tbanb to his expertise and dedication to bur • tifo.IU.e manequin URd for in-clue CPR praceice) u ift •A.. Seniority Upgraderatthel.uncleberg School in 1976. Then, last November, be took a Red CrOll CPR insttuclton clua in New York. After completin.1 the C0111'8C, be wasted ao time llClltina up bit first CPR das at tbe MERA UpJr8din1 Center. Most or Haller'11tudenta have been either dock or engine upgraders at the Center. But, interestingly enough. be bas al$o taught the technique to a \10\lple of MD's! the SIU, and who are both aractuares of the Lu.ndeberg SchooL His brother John is a tug captain with Crowley Marine (HLS graduate '74). And his brother Bobby sail& 11 QMED (HLS..paduatc '76). Whco uked why be decidod to teach CPR. Haller said lbat be wu conOei oaf about the IOlll rate of those wllo auft'er beatt &ltacb at sea. AIMI be added that it liva him a "sense ot inner peace to knoW t~ I can save SQ111CODc'1 life..•. I wanted to sharetbat with others." We coqratulatc Chuck Hltllcr on winaiea bis aew ~ and we applaud him ror bis Cffortaall voh1ntary- 10 spread the word about 11re-111avin1 •itb CPR. Don't Claew Gum Tbouah he says be enjo)'ll teaching ot.bers about CPR, Haller admits it someti~ bas its moments. Such as tbe lime he discovered a wad ot bubble·gum blocking the air "5'•F ot the CPR mannequin! Comequcotly, be does notencouraAe lhc chewing of gum during moutb-tomoulh practice sessions oa lbe dummy. 1be New Jency-born Haller (who now livee in Texas) began bis seafariJ16career llH wipeton saviq Uva. the T-2 7'Jetu in 1970. He bas Hall~ aot his ftrst look at a been sailins 1tcadily since then in all areas or the globe, including CPR "'clmnmy" (DOC a tlvclent. r-~~--~--------~--~ llOW Yl»OI llGHTS tbe Viitnim war ionc. He also has two brothers who ta.ii with cnuok H91Mlr IM'tri!I one Of his recent CPR cte11as l<NOW YOUR RIGHTS llOW YOUI llGHTS June 1980 I LOB J a �TlaiocllJ Jam.. O'Britn, 21. BiCd Gedl Lloyd Plolt'mo;. S3. died of a- heart ullnck on Mar. 2. flrot her Flowers jomlOd 1hc Union ln tlie ,port of Phfladcl- phia, in !9SS· soil- ing as.a c.a{I ta i rt on the tifg Ro1eta {C. 0 . Willis) last ¥ear, He wo• ~ veteran of die, U,S1 Atrfiy in W-or!d War If, 8~a1lm1n Flowers was born ri n Swan Qullrtcr, N, C and l!VDSa residcn~of Pinerown: N.(l Burial was'in Soule- Cemetery, Hyde County, N:C!:. SurvivlngarehiiWidow, Nclma of~liz­ a'bc:t~ <;:ity, N.C,; a son, G~i>tgaofPtne>town on<! ~ s1epd•ugh1cr. Peggy Smith. Richard Hllron Gray Jr., 62.• df.1>wne4 ""n Rfo Picdn!s, ' J>:R, on NoV. 16, 1279. Brotbe~Grayjoin· cd llie Onion' in Wli pon ol' Norfolk in 1960sailing 3$ 1~ chi~ enjineer•on,lhi: \llgS,eu F.agle .(All\l'<f Towing) from 1972 ti> 1976, Ocean Towing fr<>m 19~6 ti) ig79 and GA!'fCO from 1951 to 1971,, Boaflnan Gray wasa, formeo memberof the U MW Dfatrfo:t 50. fiotn 19~1lo1%0. Hewnsa 'Veteran of tbc U.S. J;lavy lo World War 11. Born in Wanchc:$1 N .€'., he WllS'a residem Jherv. Interment was in St. . Miitcus Cemetety, Manteo. ·N:C. Surviving are his l\'idow. Matildn; thcee sons. Wayne. Willlam and R-obi11 al)d four daugh1cr~, €1rphia, carol, R.ebt!=~ and Calf\y. Wlllatd Rich: ar-dson "BllP' M•ll, -SS, died of a snoke on June II, 1979, Bro1her Mask jp.ined I he SIU in the port of Wilruing!ott, Call( 111 1'961 sailing as _an AB, Ht wa a ve1c111n of i.11!: U.S., Nll~y ln World Wilr U.Scafafer Mask: Wat born in ~I Camp<1, Te11. end was a ~ent of lngl?Ood. Qalif, Sllrvivfug. are his Widow, t,/lildicd and ~ dlauaii1c;n1, Mn. Caroly11 ~ntll~. Mn;. Peggy A!lD gobU!,son and Pair~ Ann. of injuries sustrunod when the moto~clc he wns ridini! cr1111bed iii Ft Lauderd11ltl; flla. on Mar. 17. Brother O'Brien · Jo e e n on m the port of Alpena; Mlch. jn 1976.ailingfor Reiss-and Gartland SLeatmhip Cos. from 1976"8',and tho Ameman Stllani,lilp Co, 1Wlt year. Ile wu a fotmtr lllembier of Loail 4QO. Laker O'BricJt was born•in !Grtlond AP Bue •Hosp!.tal.,Albttgu~'.!.c; l'f.M. and was 11 res1denl of Laudcidalc- Lalres; .fra. lllcerment was in the Gate. of ~C8Vcb Cemetery,, Silver Springs; Md. Survivi.nJ~hiS puenti, Mr.1and Mrs. Joseph ,F; ati,d Marie 'O'Btlen' of Gii.ithmb.urs, . Md•l a !frqther, Josc~b .Fi O'Brion JJPand 11n llncle 1l0d .aun\, Mr. l\nd Mn. Gemlil and ~ie O'BriCJI. llr•• .Joel Tllo 2'1, die4 of injur1e$ in Eiarbonr.iel" M_eillcal Ccnu:.f, Seatlle sustained m a car crash ihere on Jan l. Brolber Jausora ji>in~ the SJ U in l 9?9 follo\lllng- his ar_aduotiot\ from the Kar.ry Lundeberg ~boo!, ~ihe)'. Polnt. Md. He sailed for S~­ land 11nd o.o the Wa,hington St~lc Fe... riea from 1975 to 1977. s.cara~rJausora wni 1iom in Se'11tJ~c·1nd wtili a rc,iilenJ th~. Interment \1(115 In lhe Washinlitoo Memoiihl Putlt Cemetefy,"Se~lllc. ·S11tviving ~ biS •paients, Mt and Mn. Anthony Jaw.ors oJ.Seattle; 11 bro1he.r. timothy. (our sistett, Laure, llli.•e, Pal ly" and Gfqa. JJIU!IOb. Ci\Y liotJ>ihll tin Brother Ronrun~ joined \hi) Union in 1938:in the po:rt o! Dcttoit soiOns ,the ,SJU in lhe(l'1rl MCOilllal!! joined o.f Boston ia 1959. He sailcii1is-a ablt' fi~I lis layout A,B amt borun aboard tlii CS Lorrg imd filfill man fodhe D~oit & Cle~ i.Jr1(s (Tl'BJllo~ Cable) in 19?3'and land NaviptionCo, -ftom 1939-48, asan from_ 1971 to !978: He Jalteil during Worla Wat ll, .., WCill Sea!flter' MoAB and whceJsman f1;1r the .Browning Donald was a v'eten\D of the \l:S. Army Lines. jn J.960, Oeof!!ian Bay Llnc. irr f960-J IUld on. ~he: SS L,ake'fll(>Q_d (Erie in World War Ii. Burial was in SL Sitnd). ..:e w# ;i vel!if'llll .o{ the u.s_ Michael's Gemctery, BOlton. SurVlving: Anny jn World War If, Laker Jblnning are his widow1 Mlltiba; JL dausJ!ttr, wasbom in $.o~ay and w~a""°i~11t Carol; a stepson~ James Breen of Pemof l"ell'i:an Rapids, Minn. SutviVing is brqltc, M11$1.. aful two a1cpdaugl1tcrs. Mrs. Patricia MoElaney of Boston '8.Dd Ins w'illow, Ca1heri11e. !l{n. Thom8!1 McElaney of D<>rehetter, -;:. i o o er Gieot~ 71, died Donald Martin Wa~ Bmholo-" Gin- town, N. V. on F<ib. 8. Brother .GCcQr&e Jc;>illed tbe SIU in 19l81nth:e Jey, 64. died of 'll hcnn attack In the [i)ruid City Huspi- lkct. engineer and engine d•l•1!iltio tor ''la p<>n of New Orleans aailins as 11 yeatL Be WIB a veteran of" b1e U.S. Coul Guard in Brooklyn, N. Y. and lhe u.s. Anny in 'World War I and l{m-, Seafarer OCottc was born in Calif.ntlia anil was r~dcnl of E9an Mills, N. Y. a Bpnal was in Evin Mills ~lllCICey. sur- vjyini1l~•·l<illJam~Jr. Ol'Ev~ !\fills': two dq11$11_tert, J'iin. Joann '8rt and Mrs. -GltJria Netto of Watctlown: a MR. JOjlnnt J!. Mlg, liaccio of" New Qrlcans sn~ ;i st,epson. Eugene Doyl~. panddaug:h1~, Mai$. of cancer-in ~c'fl:y Hospitlll Sllrvi'v"18 are-his: Willow, L.orctta1lJld,a o[ Wtatmin- ~on, Asay tt. ~cKii\Stry ster, Calif, l!ensloMr kmJ0.11 lr111yd tl)(tn~ Parks, 713, -SUoc:umbed to hcarr di&eaae- in the Joaquin (Calff.) sen McDonald, 63, died ,of heart dis~ in the ltoston Ca I, TuscalD~$S.. AIL on Nov. 30. 1919. iirotberGinley joined the Unton 111.the part of Cle~land in 19111 sailing aso a ·lil!cft!an, eil<1r 11nd Jirem~n for \he Gtea1 Lil.cs 'l'owln.s Co. from 1952 10 1.97\l. l:fe WI!$ a former member qf the Fircm11n 11nd Ollcra: Uni.011. Lo.:al 3 from 1952 to 1961. 1.iikcrGJnlcy wasil veretun .Qf 11\e IJ,S. /\Jr- Force in W~rld W'a~ II. A nallyc or blev~lan!4 he wa!(a resident thlrre_ lltrrf!ll w~s in HoJy Cross Cemet~ry, Ocvcland. Surviving 4ll'1' lli5 widow. Gra~ 8cnrndeue: lbrel! $.bns, Do.rl'11ld Jr. . Jqhn and Patrick, and live SeJi(arcr McK(Qtlry was •bOm in Soulhlirl!lge, C~lion too,k place in 1he Rural trcmatctfy. Worcester. MlW. Pcmioocr R.mll!ill Adplpbu Fe&. 24. Brother Pe 11 r strlk~ and P.ensigner l•B Adolf Ronalna, 1S, dii:d of a heart attack on Mar. 10. lamff Ull'lrd Ptnsioqer AJ. J>eft •;...,.vd Meo l«nel17, 15, pau· ed away from pneumon ia jn Southbridge, Masri. on Mar. 2. Brother McKi.nstry joined tllc $1U ih' 1944 in t~ port or N~ York saJlihJUall AB forJ4yuts. ltcwalkcd the picUtlioc in the 1961 Ni'Y. Harbor General HO~pilal con Aug. 30. 1'979. Bl'ol h~~r Par k t joined the SlU ·i" 1\)47.iii th~ pon QJ New Orleans sailing in the s1eward d_e. partment.. He ub.o..wll!CI fo~ Waterman and &cit& [,file,, ScalarcL Park~ ;was 'born in Wadena, ~inn. and' wits !I CC!ident, of S!ocklon, Calif. Bu1;iarwas iii Fitr:mington (Calif:) Me1119dal G:emc1cry, SurviVilrg are !)is w-id!'Wi Mi:r<la!lo af Santa:Lu~-lhe Arsenlinc; two aauslnm. Rc;ncc o( St~~on•uul Mrs. Kl\Jhcrinc Wallace: of Lath~p. Calif:, ·a11cl a filter, Mn. ·Marg1m:t Shi,igan. .... Pc:nsioner N~ -~ pkr, -.S6. died ()n Mar. :JI. Brothet PeppJetjoiDed thi: SIU ln 1947 in the port of Norfollcsailing 11$ ;In AB, He- was- born ih Pennsylvania and ·was a rcsideol or Wlioh~1>rcague. Va. Surviving a~ his widow, Oeotgje; t\\>o son~, Berrinrd arid John;. hiS motbei-, -Floi:eJtCC or Wa\:hapjj!llgue 11nd "h\IO •tepdauahti:rs. Lind.Ir and Shirley Sturges-, Pens1'oner Manuel Me>wlda Mal'qua. 90, p!l$tCdllWjl)!fr<imcanccrl11.1he. fo pangn Terrace ConvalcscCnt RosiiiCsnq~ Piltlc. C'RJi(, Qn Chr~f1111$ Day, Oct. ~. 1979, Brolh.er M11_rques stllned $1llln11 on the Weoit cya,,t In 194'7. He #ilea on the -Sf /...urlln~ In 196'1. Ma,rqucs -\'vu a, native of Agustil de Jesus; llawaii l\lld was a 11!Sidcnt of Chgrsworth, Cali( Burial Wit$ 1"' lhr Hollywo11i Hills (Qlif1) Pordt i.awn Memorl~j J>arlt cimcicry. Survl11ing lltt 11 a1ugh1er. Mn. &vt:tly Wrigln or C:baL~worlh and a sister, Mrs. Macy K1:ncbr nJ; Honolulu. Hawait ral. Pensiolll!r llqir" da:ughtcri;. Grace. l!Crril!dene. Mary ll•h1lle "Ma~_k" E!lim.. Dor91hy Ann •nil Conslllll<!I!. Pmsionyl',1.... McK,enzle, 711, ud ~ Mayqr. died or hCMI dis1'-oo~ Jolin Alo>'* D9'Jae, ~ ,,_ a1 botne .in - 111111ro away from pn~umoniA in San 72 pli$jed IWl\Y from c:aneer on Fran11iseo on Oci:. 30. J979. Brotbet Brooklyn.N.Y. 011 Pcru;io'.ne• Martin UHJir, 74. died of F~b.. 29_ Brother Devinulal1cd sailing.on Iht Wi:stC-1 hea.rt <rtS~ Jn San Frn114'U<:o Gcneml l.Ut. 19. Brother Jil1a)'Pt jp1.ned lhe Mc1Ccniie joined in 1m. R10<Salltd·nyl!;ln qn ~Grace ff<>1:pit.al on Jan. 2. He J<1incCI th~ STlt In UM! port ot Ihe SfU in 194S in !.inc llS a wailer11nd purtll'.r, In 19'.i7. he MC&S Unlqn in 1964 anti Starting Ba~lmc>tt tn I9S3 the p'on of Baltimore suiting as Q chief !"'iled on (be SS PreJitktJt llarrfson. On sailing on the Wt~t Coast !n J%8, 51'lling as a chii:( Sl(W&ri!. H~ hit 1hc bricb in 111C 196J Ow. 8. 1941. Dovi11e.and herotcwwerc Brolhcr LiuJc iall<liJ M ll satno11 cook and dtiH "ICWllld. Uo iallcd 46 Oteater N.'Y. lfarborclied'lmd attended intetned by lhcJapane11e as PO W's until messman. Llnlt wa$ bOm in North ~an. S~arer M1&yor wu al one time rh~ 1970 Pi11ay Pomr Pensioners Conl\lov, 161J94.S; B<!rn in lrCJand, ht was a Carolina an!f WIU a l'l!'ide11t of Slan chef 11i the H~lng~J l\qtiiur"11i ill tercmce No. 6. Seafarer McK.cm:iitt was naiuratlz~ o.s. Citi21m 4lnd a TCSidc!it Fr;noisco. Crirnarion 1001; plat>t in -,lie Ba!rimorc. Bom in Cebu, P.1 .. bcwu a bo"!I in Sr. Vina:opvB. W.l. Jn1crmen1 ofSan F-r~. Crcmatioo 10ok place Midden Villlcy Mt:moriul Park Cem6re:stlfmu of Bahim01e, Crema1ton 1oot wu in Cypress Hills Cemerery, llroo~ m lhttOli.wt Memorial Park €emetctl', fcty C'rcma1ori11m. P'ach~i:<>. c;'a llf. place ill l.;oodoo hrk.QmcteJY, Bait;. lyit. Surviving~n!'.rhree sons, Ma,nllfof Colma, ealif. ~urviviq lttUiu, Mn. Survivlna •~ c;ooains• .irtll~ Slade uf mon;.. Surviving•~ JI SOii. Mltibul and B'tooldyn. Alrfc and Richy and 1.wo A. Marley of the S.ered Heart Con- TIHr Hronx. ,.. Y. and Mary. Wil'1al'li. two daujhten. Veronica -11 Mis. dauatuors. Jlene and Bever1y or \lelll, St. Margaretit, Hitebcn..Jtcn.- J.e11J1y,. JCJ111~uc 11nd C!illil: l,iUle. all of Laura tauntes Bowers of Bahimo~ Brooklyn. ford, EA~ • North Carolina. M I LOG I June' 1980 • �Pe nsioncr Geor1e Robert Olher, 79, paasell away from a heart 111.11ck tt home in East Providence, R. I. on Apr. 9, Brother Oliver jllined the SIU in 19.lS in the porr or New York sailin& u an l\B •nd quattennastor. He was on pickclline in the 1962 Robin Line beef, Seafarer Ollwt sailed 31 ye&tt, duriJia World W&r II ~ on the SIHmbtKIJ Delta~,_,. lest}'l!ar. tfe ~ra 'l'Ctellln oF thet, U.S. Navy hcfore World War f. He was born in Cambridge, Mass. Burial was in St. F111ncis Ccme1ery. Pautuc:kct, R.l Survivina i1 a niece, Mn. Catherine T. Reynolds of'Rum- rord, R.I. Pensioner , _ Feniudn Otero, 8,1, died of can~r in tuao, Spain on Jan. 14. Brother Otero jointd the SJU in 1939 in the , pon of Miami, Aa. Ailing u an AB for 53 )Qn. He recei\'Cd o 1960 Union Personal Safeiy Award for sailing aboard an accidrnt-frccship, the SS Ralph Stm-s. Seafarer Otero was on 1he piokctline- in tbl: 1962 Robin Line I beef. A native of Spain, he was 1t ~i­ dcnt or l..uso. Alid he was a. naturalit.cd U.S. citizen. Surviving it; ltis widow, Carmen. .Pemionu Uoaard 8eed11m Laycoa, Tl. died of lung failure in the Baltimore USPHS Hqapital on Apt. ,IS. Bn>lber Layton joined lhco SIU in 1938 in the port of New York:uiling u a botWL in 1931 carnina S45. a month dlen with an OS gcttiii&S30. amonth. Re rode one of the 13 Uberty Jbipt in a convoy, tbc SS. Richard Hl'N'y !Le (Calmu Linc) durina World War n OD the 4.2-thip Murmarudc convoy run to Russia. His aun ~rew Jho1 down ,an attaclcinJ German plane. Seventeen ships were Ion, IS on the retum voyaac near l~la.nd. Ju he cntmd a MurmaMk bocel, the Soviet guatd pushed him to safely u a German bomb fOll tilling the g111rd. Scttver La)ton wu bonl in &lton, Md. and wts a resident or ~ron, Md. lntormcru wu in Hillcmt ~clci'y, Fcclera!aburg, Md. Surviving is his widow. Nevi&. AafoaloR-. to .SS, •uecumbcd cana:r in the U.S. Vetttans Admin· ilUIUion Mcdica.I Cen1cr, Philadel· phia on Apr. 6. Brother Ruuo Join"4 the SIU in tho pon of Philadelphia in 196 j saili113 Peniion~ Fl'ID- dl -~· l.ec c.-m, 61, died or. hea11 .altlu:I; in tha Garland' Ml>moriAI HospitaJ, DftlfQ. Tex. on Apr. 6. Bro°'" Oriaso!D joined lbcSIUint~ponofGalvcston.in 1952 as a fimnm.watertcnder, cookAm! ship delepte. He wu also a telephone cable splK:er. Seafarer Grissom wat a yeter8n of 1he U.S. Anny Pa1111roop Corps In Wodd War IL Ho wu born in-Waco, TcJt. and wQ • resident of Emory, Tex. lntcnncnt 'll'U in Laun:! Land Memorial Part Cemetery, OaJ1u. Son:ivina ate bis son, Donald or Marietta, Ga.; a brother. Bea of Dallu and two listen, Mn. Elsie Callo,...y and Mrs. Nora H.B. Barris, both of Ollla. Recmffied Bo- •un St~ M. Hoaab Sr., Sl, died of n1w111l ca u1"t io the Sta 1e11 hland (N. V.) USP HS Hospit.a.t on Mar. 8. 8totller Bomlca joined the SIU in 1944 in Ibo port of New York. He 1ailed 34 year,s and during the• Vic1nam War. Seafarer Homb sailed 011 the TT Bay ~ (Westchester Marine) and the LNG .4riu(BncrgyT111111pon). He graduated fro'fn...tbc Union's Recertified Bosuna Program in 197), And be upgrailed at the , SJ UCM EBA School of Marine Ellgfneering. Brooklyn, N.Y. and the BLS In 1967-68 and 1977. Ile was a veteian. of r~ U.S •.Anny i11 the Ko.rean Wardiomm Nol11Ymllton, P.a.,hewu a re1iden1 of Oxford, N:J. Buria!W.. in St. Rose ot Lima Cemetery, Oxford. Survivin& are two IOtll, Stephen Jr. and TltllOlllj 8ftll his mo~. Mn_ Maiy Hodly of Saxton falls, N.J. M!t:hee! 111*' G~ Sr., 28, drowned 1n i..icas•i•ie llayou. Hayes, La . when his motorboat hit a submerpl object on Mly 4. Brother Granger joined the SIU in the port o( Houston in 1971 uillna Jll 811 AB for IOT and as • tankennan. He graduated Crom theUlS in 1972. A native of Ld:c Char~ La.. he WB5 .a mident ofSulphur.1.a.&rial waa in Rottlawo Cemetery; Sulpliur. Survivins aJC hlli widow. Mary; Lwo SOllJ, Mic:bael Ricky Jr. and ltod!IC)I Shan« bis mother, Mra. Joseph B. (Ge:ralcline) Fruge of take Cbadcs; !Iii fatbef. Jlillu1 ud his 1r&ndmotber, Mrs. Forat Beoolt of Sulphur. 0 Pensioner aun OS for 28years. He was also a l1lll- Fran!< Stanley l.Jro, 70, died of heart failurclntlte chinc operator &nd Sheet mtta.I work.er. Stafarcr Russo was a ""1Cnln of the U.S Army 1n World War IL 8om in Philadelphia, be w.as a _ . 0 1 lhcfo. Burial was 1n Holy Crow ~tery, Yean:ton. Pa , Survivina ~ his 11i'idow, .s..lra. two •uns, Antonio Jr. llad Vinccnl Hass Jr.. a daualuer Aonctto Joy« ol Wert Sbuon. Pa., his mother, Lena of Pllilad~lph1a 11nd two sis4el'f, Joscp!li,.e •lid Rc•z, b0th t>f Philadelphia. Baltimore U'SPHS Hospital on May t . BrOlbcr Uro JOlncd the SIU m the pon of New Y<>rt in 196J saihJll as a bosun. He .Ultd 26 )UIS. And wu a vetetan o(1hc U.S. Army ia World Was II. Seafaru Uro wu born In Poland and WBl a l"C5iden1 of Ril'CI ltoup. Mich. lntermen• was 1n Oakla"'' Oemctecy, Baltimore. Pcntl o rier Jam.. Wllllam .DvOUlt, 61. died ~eart-lung tau. in the Nau&\I ay (1'0.11 . ) USl'HS Hospital M.ay t. $ro- 00 t bc r DarouJe jolnocl the SIU in I~ in the port o1 New Orte.m sallin& as a chief steward. Howui>or11in1fa.mmond, ta. aildwu 1 resident of Baytown, Te•. Interment WH In Grecnlawn Cemec.ery. ff1111mond. Surviving Is bia widow, Mary. Pensioner WDblft J. H..... ,r~ 61, died of kidney failure in the un;. vmity of Maiyland Hospital. Baltil'l)ure on Jan. 27 , Br other H11ghell Joined the SIU in the p9rt of Baltimore in 1955 sailins as a 3rd cook. He sailed Cot 32 years and for the Calmar Li~. Se&Caret Hughes wu a veteran of the U.S Army in World War II . Born in North Carolina. be was a resident of Baltimore. lntormcot was in Family Cemo1ery, l!Umbetb City, Jll.C.·Survivi113an: his widow, Et141 five sons, Charles, Howard, WilbeM Jr,. Le.ender and l>aVid ; four daughters, Valencia, Lawonne, Judy and Joyoe and a sister, Mn. Irene G.alop of Baltimore. Pensioner Cedrk Udo Fl'Udl, 84, succumbed to p:neumonia In the Na$8811 Ba)' (Tex.) USPRS Hospital on Oct. 8, 1979. Brother ftlDcis joined the SIU in 1945 in t~portofGalvestonsailillJasa cbief steward. He sa.iled 24 years. Durin• World Warn. be had two ablp1 1otpce{ocd and sunlt under him. Seafarer Francis also sailed during the Korean and V~tnam Wars. Jlom in Uvakle, Tc11-.. he was a resident Ofct11tt. Tex. lntciment was in Re11twqod Memorial Puk Cemetery. Clute. Surviving are his widow, Cora, a daughter, Mn. DoUy F. Nesmith of Surfside, Tex.; a brollier. FcrdieofHumble, Tex.., two listen, M'rs.. Orlita U$lic of Port.er, Tex. and Mn. £d1tb Fallon ofH01111on: two pnddlildren and four 11Utgrandghildnn. ~ioner VIDaal The G111- ttf, 67, died Of a '-rt attack In lhc Sou1h N Micl-Cm1er Community Hosp1141, Occaa1ide, L., I . N, Y. oa /\pr. IS. 8ro1~r Ganey joined rhe SIU U1 rile pon or New Vork i1119S4wllng.as ao oaler and AB. He 511ilal 34 yean. And worked lut u a doorQlaJI aC Unloo Headquarten. Seafarer Garvey wa.s a veterao oftbe lt.s. Army in Wada War II. BOm in BroOklyn.; Jll.Y.• be w,s a nsideutofl,.)lllbcoot. l'.:t, N. Y.C-1inn took place in Liie Walhinatoa Meme>rial Park Crema.tory. Coram, LI., N.T. Survivin.g an bi• widow, Mary: hi& moihcr. Martha of Brooklyn &lid a brodtcr. Elmc:r Qf Lynbrook Allol_plt Plllllp DeMarco, 58. d ied olartcriosclbrO.U at home in Kew G'arden1, Quceu1.NewYorlc City on Mar.,14. Brother De:Mareo joined ibe SIU in the po11 of New YOrtc in 19Sltniling8'a 2nd cook and steward delegate. He sailed 29 years. And bit the briclcs iiube 1961 Greater N. Y. Harbor beef. Burial was in Plnclawn Memorial Parl: Come. tery, J,..1., N, Y. Surivi~ng -are hii widow, Mlllict a ton. Alan; two brothers: Dan of lbe SIU and Pa.,quale and a siltor, Mn. Rote Lanipn of New York City. Pensioner Georp Aus..am Kerr, 82, s uecumbed to kidney failure In the Goddard Memo rial Hospital. Stouglh ton, Mas.s. on Mar. 17, 19711. &other Kerr joined lbe SIU io 1938 in till> port o( Boston sailiogin the stc:waril departmeot for S2 yeara. He was also a pauern malu:t'. Seafarer Kerr ~a.Jked the pickctline in tl\e 1962 Robin l.ine beef and I.he 1965 Dist~ Counc:il,37 ~trike. A native of Jan1aica, B. W,.L. he was<a resident of Sharon, Ma•s. llurill wa• in lbe Porell Hill Cemetery, Boston. Surviving arc two 1oos. E>enniJ and Clifford and • daughter. Mn. Josephine Chandler of Sharon. Pen sio ner Oniel T~ MeGovtrn, 63, died in Ilic New Orleans USPHS lto~pita I 9n Apr, 2. Brother MoGo..,m joined tilt SIU in the pon of New Otlea11.1 in 1957 sailittg~ an Oller for 28 )'C81S, He wu bom JO New Orleam and WIS I resident there. Seafarer McGovern's burial was in U.kclawn Park Mausoleum C-rmetcry, New ' Orlca,m. Surviving arc t~o sons, Gregory and Rus:;ell; 11tree daugh1ers, Carol, Linda-and J~n. and a 1ls1er, Mr1, Clara Cusimano of Jllcw Orie.ans. Pensioner Vie- tor ~Ion~ - · 72. •llCCUDlbed toca-rintbc Kawah Delta Dittrkt lfospitaJ, Viulia, Oli!. on Apr. 7. 0,o~~r Menor joined the Sl U In 1943 In the (>Oft of Boston sailing as a diicf electrician. He s1111ccl for 3:S )Can, Seafarer Menor wu oa 1he picke11inc m the 1961 N. Y. ffafbor beef. He lo'5 .l-1' in 111t Ph11ipprJIQ and a rcsidenl ol Visalia. Interment. was ill Visalia District Cemorery. Survwing •re his widow, A1unclo11: two so11s, Eiko and Richard and Ii dauah1er 1 Deborah. June 1980 I LOG I 35 �Joe Algina, First-Rate All the T'S significant that Joe Algina holds S IU book number A-1. Many o f his Union brother! would agree that as an SIU member a nd recently retired official. Joe Algina is first-rate. Since he came ashore as a Union organi1er in 1944, Algina served his brother Seafarcl'li in many capacitiei;. In all of them IJe was a devoted and hard working official. His retirement marks the loss to the SIU of one of its most respected officials. His jobs with 'the SIU ranged from New York 1>ort agent to Headquarters representative to assistaqt secretary-treasurer. ,He alsQ served as SIU safety director and as a special representative from the International 10 its fishing affiliates. Joseph J . Algina was born in Worcester, Mass. on May I. 1916. At the age of 16 he started working ashore at odd jobs. But since he knew "some feUows who were shipping out," and because he "always wanted to go to sea," Algina was on his first ship by the age of 21. He made his first trip in the steward department but then switched to the deck department where he remained during. hls active seafaring career. Algina was a member of the fonner International Seamen's Union but as soon as the SIU was fonncd in late I 931!'l1e was lhere • to join it in the port of Boslon. During World War II he sailed as AB and Bosun to the Mediterranean and Persian Gulf. At I • New 101 Tug, ·Independence, Joins SIU fleet A wand new bolit joined die f1Hi olSIU-contracted lnlmitate and 0 - Transport Compeny (IOT) lase month. Named tbe lndq,mllin«, the boat ill ill die S.600 honepows clm..~. This means she11 be amon1 tbe Dint lariat tap ID JOTa Reet. The /~ndor~ wti&lla llO IOM, ha a lenpb of 110'8", a beam of 30'1", and a ~11:imum dnft of 14'3". Accordlns lo the oompany, she's fttted wltb the latest In Ore ftcbctng, n11vigational, and communications equipmmt. lncludlne a colllslon avoidance l'8dar !lyste1n. Tiie lnd1pendence will be pulllin& tlle bUp Ocean 261 and win wotlt in the Gulf QI Muiro. 31 I LOG I June 1980 times he also sailed as third and second mate during the War. In the spring of 1944, Algina came ashore ~o work for lhc Umon as lll1 organizer. Jn the mid J94(Ys he 5erved as New 'York deck patralman and acting port agent before being elected New York pon a~nt in 1948, 1949, and 1950. He was elected Headquarters Representative for 195 I .and 1952 In 1953 he was elected assistant s.ecretary-treasurer, a post to which he was re-elected several times. Brother Algina tQok an active role in many of the Union's fights. Re particiP.ated in the Coos Bay b1:ef and various longs bore beefs, 1be 1946 General Strike, and the Wall Street and Isthmian strikes. He was also very involved in the American Coal Shippillg beef of lhe mid and late J950's. For many years Algina also served on the Union negotiating Committee thal bargained with employers for Seafarers' contracts. ln 1959, Algina was appointed SIU safety director. Jn this position he helped establish criteria for safety aboard ships. Together with the Coast Guard he set up Collective Regulations on Safety. Among other things, these reguJatioDs dealt with safety equipment aboard ship and safe loading and unloading · procedures. One of Brother Algina's !TIOSl iniportanttasks uan SIU official was th'it job nil was assjgned by SIUNA President Paul Hall to be a s~ciaJ representative to the lntemational's fishing and cannery worker affiliates. Wotking with ilffiliates on both the East and We$l Coast. ~gina was inyolvedm a program lo rebuild the fishing union5'. He • -., ~ - -- was always on the scene when there were problems or disputes and he helped negotiate contracts for the fishing affiliates. Brother Algina's years with the SIU have been rewarding ones. So too were, and ~'till are, bis years with his family. Though his wife died a number of years ago. Brother Algma has five children, four grandchildren. and one more expected in August. His children are: Kathleen; James; Patly; Dorrie. and John. Algina lives in East Freetown, Mass. with one of his children. His son James, who sailed for awhile with the SIU. now holds a Ph.D . and teaches at a university in Florida. His otberson, John, is shipping out as an SIU member in the ·engine department. Perhaps he'll one day carry on in his father's traditio11 of service to the SIU. But neither he, nor anyone, will evi:r bold the book number A-I ilgain. In lhts photo 1aken in I 970. SIU Safely Direel or Joe Algina is Shown going aboard lhe Galveston (Sea-Land) 1n Newark. N.J lo begin his safety mspection ol the vessel • • ' ._,,., ... ... t . ....... •pad r': • · zl•ah l'owLarl SI 0,1 u111 tl211Np ,aS,.Ci.I cw.Jiaal:ulll .o&r.d ·cm..tr •1 lM Sd11oot oJ s.....0U1p a...., Wlld.-19 ·"'-· ao.n;t.~ ,,.. •n.tai. ,,.. ......, .......... °'.... ~I-.~~ Ja.L09: \M.Job ....., 6" COMI a....;c) IPll'°"9d .. th~ ol niq.i-l •0.,-kit-clcr "°" '-- 0111• a..,'- MUI: "*'Y GN.d...._ To apply, see your SIU Reprae=tative. J.-. r' ~. "---~ Way, Retires '1 ' MAY 1·31,.1911 -MIAL_.JUIJI a-A-~ a.ti a..c -'l&on..,(HdQI..) •.• ' ..... •. " ........... .. 46 19 6 ~(Hdq$,} . .• , . .•. ,. . . .. . ....... . ... 33 21 4 Ataooac-(Hdqs.) . ..... . ...... ~ ............. . 'I s ( ~ Algonac,(Hdqs.} . . ............ _.,..... • . 33 11 JOTALSl•JlD UIM JI CIMIA D CllMa a..c DllCa Oll'AllT'Mef1 71 611 ·- llEI ISIER& ON llEACtt a..A cm.a a.c 3 58 30 20 29 34 0 ITIWAllD llUMTJIENT 26 26 0 50 28 20 17 7 8 0 Mi 109 US :i7 lZI UJ '3 ""Total~~ means ttie nu-°' "*'who ai:t\1111~ l'llll&leret tbr sllJppi"lIttile IM!'I Intmof1t11. "'"Re"5tered'onlhe lleacll" ,,,.,,s lhe loial number ol l"nln ,.11191'tdlt lllepott lllhl lfld ol 1.-i ITillnlh. -171 174 80 121 '"811EOUMJ1111EftT llmtYDllUl9NT T. . AllD p a ;&. • .. . ..••• ..... .. 117 11! 0 0 �1980 Upgrading Course Schedule Here is the tentative schedule of upgrading courses to be held at the Lundeberg School in 1980. As you can see, the School is offering a wide range of programs for all ratings, both for deep sea and inland members. SIU members are reminded that ttiis Cocuu Name LNG St.rtlng Dates ' QMEO FOWT . .. schedule is tent e In other words, courses may be chang r cancelled depending on response fr; the membership. So think about upgrading this year. And get your applications in eatly to assure yourself a seat ih the class of your choice. Starting Dates Cour•e Name June 23 July 21 August 18 September 15 November 10 Able Seaman June 19 July 17 August 14 September 11 November6 September 25 Steward Recertificallon Program July 14 Septembers October f3 July 3 July 31 September 25 Ootober23 November20 Bosun Rec.ertiflcauon Program August 11 A Seniority Upgrading Program June9 July 7 August 11 September 8 October 8 November ro December II . Marine Electrlc111 Maintenance August 18 Marina EleetrQnlcs Jµne 2S' September 29 Refrlgeratfon Systems maintenance & 0 perations June 23 September 29 ' �• • • Jolln W. l'onti Seafarer Frl'd Goodin, 21, i~ a 1978 3r.ad uate of cbc Piney Poin1 Emry Training Program. Last year he upgraded 1 to AB there. "Brother Goodin earned the lifeboat. CPR and firefighting cl'ldo~ents. He lives in Seattle and ~hi(!S from au pons. Seafarer John \V . PonIi. 26, graduatl'd from the H LS in 1977. The next year he upgrQJrd to FOWT there and in 1980 he earned his QMED there He bofdj rhe lifeboat. firefighting and CPR ticke1s Brother Pon1j was born In Ulwrence. Mass.. live& in Andover. Mess. and ships out oftlic ports of Boston and N~w York. ' Upgraders • C1staga1, 25. ~ I .. . the HLS in 1978, In 1979. he upgraded to AB there. He has the firefighting, lifeboat nnd CPR tiakots. Brother Miller was born in Camden. N.J .• lives and ships out of the port of San Francisco. . Jdfr~y Michael Past Seafarer Jeff Page. 25. is 11 19711 Pin~y Point graduate, Brother Page got his GED diploma there Iii well as upgrading to FOWT. Re has the CPR, fire-'. fighting and lifeboat endoncment.s. Born in Washington. D.C.. he resides in Roclwlllc. Md. and ships out of the port of Baltimore. I ,, .... \ \J 38 I l..OG ( -t '\ 1 LNG El Paso Silvano Giacalont 23. is a 1976 graduate of lhe R LS Trainee Prugam Heupgraded 10 AB there in 1978. Brother Straver.> has the CPR. lifeboat and flreligbting endorsements. A na1ive of Glthdalc. Calif.. he lives in Monterey. - Calif. and ships out of the ports of San Francisco and HouSton. Here are some very good reasons for QMED's to take the Automation Course at HLSS Seafarer Si1v11110 Giacalone, 24. graduated from Pine y Point in 1973 when he earned his GED dip- loma. Broe her Giacalone got his FOWT last year. He holds the firellgh1ing. lifeboat and CPR tickets. And he "plays the Oure and likes to paint once in a while.• Born in Tunis, Tunisia, lie ships our of the port of New York. Joseph Michael Sc11farer ~oseph Michael • 2.S. grad u111cd Crom the H LS In 1973, upgrading to 1-ow·1 in I 97l. He cook the Refrigeration and QM ED Course.• at the Point in 19711. Brother Michael holds the lifeboat. CPR and firefighting tickets. He livb and •hips oul of the port ol Ball imore <'.arr R. ~ Seafarer Gal') R. Dow, 211. graduated from the HLS in 1978. In 1979, ht up- KemHth Mark l.dby Seafarer Kenneth Mark Leiby 27. ~iaru:d sailln3 in 1972. Ile got hil. AB endorsement at Ihe HLS in 1977, Bn•I her Leiby hes the lifeboat. flr~fighting and CPR lll:keL!o. Jte'.s ftom the port of Balllnton:i. live• there with his wil'e Michelle 11nd llhips 0111 of 1111 pur1$. ~ (Energy rransport). And he bas the C PR , firefighting and lifeboat endorsements. Helives in Arlington. Va. and ships from all ports. Seafarer Dan- graduated from graduated from the H LS in 1977. Brother Casiagna got his QM.ED the' first ·L . of the year. He Ila~ sailed on the 11 ~ . 'I I \,,/t I Daniel Miller ny Miller, 25, Carl Cast11na Scafa rer Les- ley R. Stravers,, Seafarer Carl Keltb J. Sabot ' Seafarer Kritb J. Sabot, 28, graduated from Pine)' Point in 1971. He earqcd his OED dip· loma there. too. Ho upgrndcd to fircman-watc rte n d c r (FOWT) in 1978 in the po" of New York. Brother Sabot holds the cardio-pulmonary resuscitation (CPR), firefighting end lifeboat endorsements. Born in Scranton, Pa.. he resides and shipt< out of the' port of New York. Lesley R. Strann Fred GooClin graded 10 FOWT Brmher ,, Dow hos ,,.~worked in dilfefeot areas of lhc murittmc induStry since 1972." He hi\~ bis fin;Ogntint!. Hreboat and CPR tickets. Born ip 8r!dgpport. Conn .. hc-r~id~ in Capt- Eli7.11beth. M~. and ''!;lilt~ out o( any 11nd all starts~ It September 15 Enroll today so you can earn more on your job. Co,Ptact the ffany Lundeberq School of Seamanship or fill out the application in this issue of the Log. Monthly Membership Meetlap Purl i"oc,. O.C,S.. J.alf.<. lnluld Walen Dair •• , • • •. . • luly 7 ••••.•••..•.. l'i.1boklph"' •• ••..••.luly M • • . • • .. • . • • •• O..tt,n1dl"I!' . .. ". • •.• Jul~ 9 . . ...•••.•••• • N,trfolk .,. ........... Joly in . ·t•r•··,·· Jack\.Cln\·lllt •••·• tuly to .••••·····••· Ataun»e ........ ,.. JUI) tt. , •• ••·• .. Yor~ 2:JOp.m ...•.••.••••• 2:30jpll........ • •..• 2:30p.m ............ . 9~•.. rn ............ .:. LOOp.m ...... . , ...... . 2:30rtn ..••••• ~r·•~ UIW 7.00p.m. 7:00p.m 7:00p.m. 7:00p m Jlll}' 14 ••• •••••••• ••• 2;l0p.rn............... . 7:00p M New Or1<11n. .... , • July I~ .............. 2::i<lp.m............ . Mobile ............. July I~ .............. 2:JOp.m....... , .•.•• <;an F,.mcu;co • .. . Jul) 17 ...... ., • .. 2:JQp.nL ........... , W1lm•n••nn . • . .. . July 21 .. .. •• .. • • •• 2:30p.m.......•.•.•• S<'•lllc ............. Jul> 2S • .. .. • .. • • .. 2:Wp.m...•. , .•..• • • PlnCJI l'nnll . . .. .. • Jul)' n . . .. .. . . . . . . . 10,301.m ........ , ••• San Juan • . .. .... July 10 ...... , ....... 2:31lp.m..•. .... •.... 7;00p.m Culurnbu> •••••• , , . • Joly f9 • , ••••••.., •• , • C.'hita10 ~ • . ....... Jull' IS .... .. , • , • • • ... . L(IOp.m HOLb.t On •• •• • • . rortAn)tur . . .. ... July I' .. ,:.;.<f••·· SI. t.uUl~ ............ JUl\ ttt .•• ••••• '. ' . €"lr.\1l'l1nd ............ Juty t? .•.••••••••• , • 1 • ........ , • -. , . • .- •••••••• 2.:JOp.tn. . • • , •• , .•• 2::u>r "'· .•••••. ~ lli>nnlohl . .. . • .. • . . . lu1v 111 • • • . .. .. • • • • • 2~r..m. . ••••.•• , .... . • .., ... ... .. porb." I June I 960 • �.. Why Not Apply for an HLS Upgrading Course-Now! r·······························--··--··---··--·-····--·---······················· · ····································--··~· •• . : HAllllY LURDEB£RG SCHOOL U,GllADllG A'PLICATIOlt : IP!Mse Print) •• •:• . , : •• :• Neme _ _ __ _ _ _ _ _ __ __ __ _ _ _ _ _ __ _ _ _ Oeta bl Birth--- - - - - - - -ILastl IFlrStl tMlddlel Mo./Oav/Ve"' : •• I Addrass-------------------~-----------·-------fStTee11 ---,:=-.,.------ - - -- - - - - - - ---=,.....,,__,...,..--- - T•lepllone _ _ __,.~-----C~•l 1c;1y1 CZlp Codel Intend Wetcn Member (Ates c00<,1 0 :: •• O Lekas Member •• •• •• Book Number_ __ _ __ _ _ _ _ _ _ _ _ _ _ _ _ _ _ Seniority_ _ _ _ _ _ __ _ _ _ _ __ !• ,Date Book Port Prelelltlv Was U9ued _ _ _ _ _ _ _ _ _ _ _ l'ort lsaued - -- - - - - - llfflstered In _ _ __ _ _ __ • Soo~ Security# _ _ _ _ _ _ _ _ _ _ __ _ Piney Point Gr8du1i.: • ; Entry Progrem: O Yn No O (If • _ Enc$orsement(11 or Lic:enH Now Held _ _ _ _ _ _ _ _ _ _ __ __ __ yn, fiU In below) From------....,....... .- ':ne·,-1oc1""1-.d""1- - -- - ----------------------------------------- . Endor-t(•I or 111>---,-"'"'""-- -- license Allcelved - - - - - - - - -- - ,. . _ lt1endedl Upgrading Progr1111: "'"""------,..,- • O Do yoo hold a letter of coq>letion for U felioet Yes ND ·' CJ Firafighting: O Yn No O •• ••• Followlrijj Cowm(IJ _ __________________________ :• Dates Avell abla foe' Trelnlng _ _ __ _ _ _ ~------------------------- I Am lntetett.d In~ I OECI( 0 0 0 0 0 •0 •: 0 i : i: 0 0 : O I 0 O TenkenNn A8 12 Month• A8 lJnllmhed A8 TugJ & T-1 AB Gt.- Uk.. Ouartermaater ToWboet Clper111Dt W8'tem Riv•• To....tioat ()pentor lnlllld Towboot eM Not °""' Meire than 200 Mii.. Towboet Opef'ator (<Ner 200 Mileti Mast« 0 Mete ENGINE STEWARD O FWT O Oiler 0 ClMED - Any Rating 0 Olhert_____ __ _ 0 Marine EltlClrlcal taintenence 0 Plap.-.i Maintenence end 0 ~tion 0 AUJQml1fon 0 Uaint..n:eof Slllpboan:t O Assistant Cook 0 Cook & Baker 0 Chief Cook 0 Steward O Tow!Joat Inland Cook :I • 1 I :• : •• :• ' AU OEPAillMENTS Refrigeration SV•tem• 0 LNG O O Lileboattnar. 0 I.NG Sefory O Welding 0 !)leael Engines 0 Aal.unt EnQin- tUnln11P9Cted 0 • Motor Veuel I Chief fngi- (lllln11P9Cted Ml>IDtVetaell Fire Flgh11119 Pilot ••• RECORD OF EY'l..OYMENT TIME- ISllow only .aunt needed 1D 141111edl In ming nollcl ave or onach i of Sll"Vtt:e . whichever I• appl lclblo.I • S VE :• l~ei ••• •• ••• • J IATlfllJ HB.O DATEIHl'PID DAT£ OF CUCHAllGC I•• - - - - - -- - -------------------- - -- -----i• . :• ----------- ------ ---- ---------- ---i . - ~ ~~~~~~---·--·~··········~···~··""····················~~~..•......................... ~~._,················~···= llE1'UR COllPLETID Ml'LICATION TO: • 'Nl a WGllADfNG CENJEll. l'INP POINT, II). am7t June I 980 LOG 39 �' • • - • I Sign the· SPAD check-off today. _; • � 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 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource June 1980 Description An account of the resource Headlines: DROZAK URGES MARITIME PLANK IN DEM PLATFORM DEEP-SEA MEMBERS GET 12.83% INCREASE HOUSE PASSES OCEAN MINING BILL LINDSEY WILLIAMS IS NAMED N.O. MARITIME MAN OF THE YEAR HOUSE PASSES OCEAN MINING BILL SIU TOAST OF UNION INDUSTRIES SHOWCASE SIU'S ED TURNER IS PROLLER CLUB'S 'MAN OF THE YEAR' SEN. INOUYE, TRUE FRIEND OF MARITIME GETS AWARD MEMBERS VOTE 'YEA' ON CONSTITUTIONAL AMENDMENT SENATE OK'S $567M FOR MARITIME SECURITY AFL-CIO RULING CONFUSES TUG JOB JURISDICTION ALGERIAN LNG PRICE SQUEEZE TURNS OFF GASS NEW ARTICLE XX CHARGES FILED AFTER SIU BOAT IS STOPPED IN N.Y. DROZAK, MCCLOSKEY SQUARE OFF OVER MANNING MTD ASKS GOP BRASS TO SUPPORT U.S. MERCHANT FLEET SIU WINS JURISDICTION BEEF ON S-L CRANE JOBS SIU CREWS ANOTHER NEW DIESEL, S-L EXPLORER NEED MORE GOV'T. SUPPORT FOR LAKES FLEET U.S. DREDGES SHOULD GET DIEGO GARCIA PROJECT MARITIME DAY - AMERICAN AS APPLE PIE SMALL VESSEL MANNING BILL FLIRTS WITH SAFETY HOW SWEET IT IS! SUGAR ISLANDER VISITS BALT. A HISTORY OF THE SIU U.S. CAN'T AFFORD ' FREE TRADE IDEOLOGY' NEW TUG RUN FOR SIU LINKING, NORFOLK, BALT., PHILLY EFFORT UNDERWAY TO RESUME SPR PROGRAM USPHS SETS UP 24-HOUR, TOLL-FREE HOTLINE DIESEL... THE POWER OF TODAY AND TOMORROW FROM HLS GRAD TO CPR EXPERT AND 3RD ENG. JOE ALGINA, FIRST-RATE ALL THE WAY, RETIRES NEW IOT TUG, INDEPENDENCE, JOINS SIU FLEET Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 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 6/1/1980 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. 42, No. 6 1980 Periodicals Seafarers Log http://www.seafarerslog.org/archives/files/original/ff456ff3560b5aec4c7cf6387ced99e5.pdf f3b873e19564302ae472e63c690c73f2 PDF Text Text 'I - • . • y - '^r ' Paul Hall • .ISl -:V. ?:v,f '- .. -'vJl • • -^-^r' •^'} :?vX - '"'A -t . ft. i' i '.ft". •• Iv- - » \ fv: , •SiS^ •ft : c; '•'^:''^?A., • • A • • ' -« : i 'f ? I V i, V. •% \ f: irfc ^•A,. '.z.j^i.••:l •••^ ' I; t >r z; '•-'!I'il i.: ^P%A. y, • •*'I z'.t^; If^ i'-r' • A.z Hi w^mm z-i i m r--i 4;'. " .«l I... .z... ..^ rr»--.4 I#:-'I ,7 f-' • » •./ • , '• "l-^- /I A' 'V • • U '.'.'i'xTpA i^'l '^1 A", '.7^f -; ;. •' r-'i -•• ipr-- '^tr -'z, A;-*' . A f f :s| 41^ #4 r .'- , •/• -V R: f-il • -nf- • ?l im Aug. 20, 1914 • ' • ff.. • '. June 22, 1980 t \,:'.JL.i.... •••'• .=^0^ A./ ...Si C.:. r-. , \ J. .« : • -^ .' L . fyS-y^'-Sr'k.^'-^ '"yM.''- • • - . -. .=_ . :,' - • •^ - fl '•I 1' �A Legacy of Trust • -.i.; by SIU President Frank Drozak 1 -ft ' OR virtually his entire life, Paul Hall worked in total dedication to build this Union—our Union—an organization of, by and for seamen. ^ He was a man of action and tremendous ability. The words *quit' or 'rest' never found their way into his vocabulary. He was a leader in every sense of the word. And he led our Union with strength, courage, compassion and integrity. Paul Hall backed down from no one. No matter how big, tough or powerful the opposition appeared to be, if there was a fight that had to be fought, Paul Hall fought it. I stood by his side in many of our Union's toughest battles. He led us in these fights with skill, tenacity and tireless enthusiasm. He never did anything half way. As a result, the SIU usually came out on top holding the banner of victory. But win, lose or draw,one thing is for sure.Paul Hall never lost his motivation to surge headlong into a battle. He hated the idea of complacency, because he understood that the survival of our Union depended on the ethics of hard work and constant vigilance. He lived out these ethics every day of his life. He had a deep realization that he was a product of his times. He, along with thousands of other seamen, suffered the indignities of the early days. He sailed during a time when a seaman was considered and treated as a third class citizen. He tasted the bitterness of indecent wages and conditions. He saw the despair of oldtimers who had no where to go and nothing to show for a lifetime at sea. Paul Hall's life was a constant struggle to right these wrongs—to continually improve the lives of American seamen—to insure that seamen could always live, work and eventually retire in dignity. Paul Hall believed in people. He believed in youth. He understood a young person's needs, desires and aspirations. He never passed up an opportunity to give a young person a b^eak. He gave me my first break when I was 16 years old. He has done the same for thousands more throughout the nation. The Harry Lundeberg School of Seamanship is a living monument of his belief in the youth of this nation. Above all else, though, Paul Hall realized that no man is indestructable. He always worked and planned for the future. He fought to accomplish things and achieve things that would endure beyond his lifetime. He did the things he did because he felt they were right for seamen and right for the SIU. During his lifetime, Paul Hall afchiwd more for American seamen as a class of workers than anyone in the history of the seamen's movement. For his efforts, he gained the respect and admiration of the entire labor movement and the entire American maritime industry. He has left us a Union strong of character, deep in tradition and united in purpose. He has left us a legacy of achievement, fortitude and trust. The best tribute that we can pay to Paul Hall is to continue his work. We must continue to build upon the cornerstones of his achievements. We must continue to move forward. And we must do these things in the best tradition of Paul Hall and the SIU—with aggressiveness, brotherhood and dignity. As his successor, I pledge myself toward achieving these goals. F ;r-\-' iiiiia:' Hivftfti ." '5ul io • )' •:' <•; " •' J'" - • • U ,•; '•>' '--.if •' '' . ; a'"".* '• • '•>!'•," • "• , •-•>'}y:: ' ' !;> '= •>'•*;'' V? "•• '. -.CTAe• •i'' •>-' I ^ • . ft. ; ,ft.' ':-m Change of address cards on Form 3579 should be sent to Seafarers Irrtemationai Union. Atlant^, Quit 112327 Published monthly. Second Class postage paid at Brooklyn. N.Y. Vol. 42. No. 7, July 1980. (ISSN #0160-2047) 2/LOG / July 1980 - • Waters District, AFL-CIO. 675 Fourth Awe.. Brooklyn. N Y. �WTJMiii >'airwA.' 1"?.^ V Hall Dies of P AUL Hall, the man who built our Union with brawn and brains from a struggling organization of 500 seamen into the number one maritime union in the world, died on June 2^, 1980 at the age of 65. Brother Paul Hall, H-1, whose legendary battles emblazen the SIU's history with a deep tradi­ tion of victory, succumbed after ah eight-month fight against cancer. It's one of the few battles Paul Hall ever lost. Announcement of his death sent shock waves throughout the American labor movement and the world maritime industry. Union Headquarters was floodedwith letters and telegrams from the ships at sea and from around the nation. They expressed deep sorrow and regret for the passing of one of the giants of American labor. They also vividly showed the tremendous amount of respect and admiration Paul Hall earned in his life-long struggle to constantly improve the lives of American seamen. Hundreds of moumers, includ­ ing SIU members and labor, v industi^ and government leaders, paid their respects at Paul Hall's wake on June 23-24. Then, 500 people jammed SIU headquart­ ers for his funeral on June 25. Among the 500 were Vice President Walter Mondale, AFLr CIO President Lane Kirkland and New York Governor Hugh Carey. The Story Begins Paul Hall's amazing story begins in the tiny town of Inglenook, Alabama. His early years were marked by poverty. The son of a railroad engineer, Paul managed to get through eight years of scl^ooling. But his lack of education in no way deterred him from becoming one of the truly remarkable public speakers of our time. He was a self made man in the best traditions of America. He left home at an early age for work. In his own words, "I did a little bit of everything, from riding the rails to boxing." He started shipping as a teenager in the very early '^Os. He shipped mostly in the black gang as wiper and FOWT. He earned an^ Original 2nd Engineers li­ cense, but never sailed under it choosing to stay with his un­ licensed brothers. He shipped throughout the '30s and into World War II. He was a member of the old International Seamen's Union. death last month. When the SIU was founded in Paul Hall led the SIU in the 1938, Paul Hall was there with a General Strike of 1947 when small group of other seamen seamen won unprecedented gains determined to block the East in wages and conditions. He also Coast seamen's movement from keyed organizing breakthroughs the very real threat of a takeover for the SIU in bringing Isthmian by card carrying communist lines (125 ships) and Cities party members. Service Tankers under the SIU He was very proud of his banner. charter member book in the SIU, The Isthmian victory was the H-1. single largest organizing victory Paul Hall made his presence in the histroy of the deep sea feltihimediately. Hewasatou^, sailor's movement. And Cities hard nosed union activist who Service was the most notoriously backed down from no one. The anti-union company on the early waterfront battles left him waterfront. with ugly knife scars on his arms Paul Hall, through collective and legs. bargaining, also established for His first official post in the the SIU membership the Sea­ Union was as patrolman in the farers Welfare, Pension and port of Baltimore in 1944. He Vacation Plans, which today rapidly moved up to become port provide SIU people with the best, agent in New York and then most secure benefits in the Director of Organizing for the industry. SIU Atlantic and Gulf District. Paul Hall was always the Then in 1947, he became chief champion of the underdog. By executive officer of our Union, 1954, the SIU had aided with, as the SIU-AGLIWD, at the age of Paul used to say, "money, 32. He held this post until his marbles and chalk" a total of 75 at 65 , brother unions in strikes and organizing campaigns. .These constant battles to help other unions earned Paul Hall the lifelong reputation of one who got things done and who could always be counted on for help no matter what the problem. Succeeds Lundeberg In 1957, Paul Hall became President of the SIUNA succeed­ ing the late Harry Lundeberg^ a post he held uptil his death. In the. same year, he became President of the AFL-CIO Maritime Trades Department. When Hall took over the MTD it was a struggling organization made up of only^ix small unions. He built it ipto the most active and Continued on Page 38 Donations Can be Sent to Cancer Fund The family of Paul Hall requeste that anyone wishing to make donations, please make them in the name of Paul Hall to the American Cancer Society Fund. Frank Drozak Takes Over The Helm of the SKI Frank Drozak now holds the reins of leadership for the SIU. Drozak succeeds the late Paul Hall as PresidepJ of the S|U for the remainder of Pr^ident Hall's term of office. Drozak takes over as president as a result of an earlier decision by the SIU-AGLIWD Ext^utive Board. Under provisions of the SIU Constitution, the Executive Board imanimously adopted two motions at a meeting on Dec. 27, 1979 at Union Headqiwrtfits. First, the Executive Board moved that by rei^op of Paul Hall's illness and incapacity. Exec. Vice President Frank Drozak was to assume the President's duties and discharge the authority, powers and obliga­ tion of the office pending Paul Hall's return. Since then, Frank Drozak has ably discharged the o^ce of president. The Executive Board also ruled that in the event of President Hall's death prior to the expiration of the term of his office, that Exec. Vice President Drozak be automatically ap­ pointed as President for the balance of the unexpired term. The Exec. Board members who unanimously voted to make This month, at the July the recommendations on Dec. 27, membership meeting at Head­ 1979 were; Joe DiGiorgio, secre­ quarters, Frank Drozak was tary treasurer; Angus "Red" given a rousing vote of confi­ Campbell, vice president in dence in his ability to dischargil^ charge of contracts and contract the office of President. J enforcement; Leon Hall, vice During 'Good and Welfare' at president in charge of the Gulf Coast; Mike Sacco, vice presi­ the July meeting, Drozak pledged himself *to carry out the dent in charge of the Great Lakes duties of President under the and Inland Waters, and Frank Constitution of the SIU to the Drozak, executive vice president best of my abilities." and chairman. The Executive Board's action He also affirmed that "nothing was adopted by the membership will interfere with this ship. I at all regular membership meet­ intend to keep our Union on a ings in the month of January steady course, 24 hours a day, 7 1980. days a week." July 1980 / LOG / 3 ^ w,1: V-,. I I. i• B • 1• �•-.•^ti-iiii .aWwigi^gjawBBtaag.'gr;::-" I-JPT- • -f" i'i- > - - — w- ^ ; -fc? - Paul Hall Always'Kept the Faith;' It's Our Turn ^ by George McCartney, M-948 T HERE is a very large mural in the church of St. Paul the Apostle in New York City which shows St. Paul before he was put to death by the Romans. At the bottom of the mural is a quotation from one of St. Paul's epistles to Timothy which reads: "/ }uxve finished my course. I have fought a good fight. I have kept the faith.** These were St. PauTs last words. Paul Hall was an admirer of St. Paul and familiar with this particular quotation. In fact, one of Paul Hall's favorite expressions of farewell was "keep the faith." Paul Hall has now, too, finished his course which was at times a very difficult one. But he somehow always managed to steer a true course, one which kept our Union on an even keel in spite of the often stormy seas that we have sailed through. As far as having fought a good fight, I don't believe there ever was, or ever will be a fighter the equal of Paul Hall, He was a battler who loved the challenge of a rough, tough fight of which, during his life, there were many. He thrived on a good fight. One need only ask his opponents or check his record, as Paul would say, to confirm this. When it came to keeping the faith; Paul Hall did exactly that and then some. He kept the faith with all of us. Now it is our turn to keep the faith with him. I feel, very strongly that this is the least we can do. It is what Paul Hall would want and expect from us. « *. \ How do we do this? We do it by following the course laid out for us by Paul Hall. We have a new man at the helm, Frank Drozak, steering that course. But Frank is "new," only in the sense that he has just taken over the wheel. He is not a first tripper. He is a qualified quartermaster and has the discharges to prove it. He is a disciple of Paul Hall, the same as I am. Under Frank's leadership we must pull together. We must work together as a team united in our efforts to reach those goals that Paul Hall has set for us and if we follow his guidance we will succeed in our effort, We have some very rough seas ahead of us. The fight is far from over. There are many battles yet to be won, but then life itself is a battle. That is the way it always has been and probably always will be. V,»4-4-1A T'Vfto^ li- oliirovro Paul Hall has headed us in the right direction. It is our responsi­ bility now to keep headed in that direction. We must not change course. We must not break the faith." I first met Paul Hall when I was 18 years old and just starting out in our Union. It was my good fortune to have had the oppor­ tunity to work for him and with him down through the years. The experience of having known him was one of the greatest and most rewarding that anyone could have asked for. He was a tough skipper, but there never was a better or fairer one. So long, Paul, "smooth sailing." 'He did what he did because he felt it was right' T HE first time Ed Mooney met Paul Hall was in a bar on the West Side of Manhattan. Mooney was the bartender and Paul Hall was port agent in New York. The year was 1944. It was a seamen's bar, and a good place for Paul to jaw with the membership while having a few cold ones. Being a big friendly Irishman, who could play the roles of detec­ tive or priest better than the real thing, Ed Mooney became friends with many a seaman and then with Paul Hall. Before long, Ed Mooney was on a ship in the steward depart­ ment praying to God he wouldn't be blasted out of the water by a German torpedo and cursing |'r ::t-. Paul Hall for having put him there. After the war, Mooney came ashore and worked for the Union as an organizer, patrolman and agent. When he retired a few years back, he held the office of Headquarters Representative. He had never lost that big Irish ability to make friends. But on June 25, 1980, the day he helped bury Paul Hall, there was no tantilizing smile on Ed Mooney's^ face. Tears welled in his eyes as he performed the solemn duty as honorary pall­ bearer. When it was all over, Ed Mooney found it hard to talk, to recall the old days. But after awhile, the words spilled out from the man who is never at a loss for something to say. Mooney started out with endearment: "When we were young, Paul was a rough son of a bitch. You know, everyone thinks that Paul Hall only shipped in the black gang. But that's not true. He shipped awhile in the steward department. One trip, Paul was sailing cook and baker. He made some corn bread this particular day, and some of the crew refused to eat it and started complaining about it. The next thing you know, Paul comes flying out of the galley looking to kick the pants off anyone who wouldn't eat it." The words continued to flow. "There wouldn't be an SlU today if it wasn't for Paul Hall. Nobody could crack Isthmian Lines or Cities Service. They were the biggest finks on the waterfront. But Paul Hall cracked them, and we got nearly 150 ships." » Mooney continued: "The main thing about Paul is that if you came to him with a problem, he made it his problem. You never got lip service from Paul Hall. If you needed money, or someone was sick in the family, Paul would take it out of his own pocket and give it to you and then ask if it was enough. The money wasn't a loan either. He gave it to you and wouldn't take a re­ payment. • In happier days, attending the 13th Biennial SlUNA Convention in 1967. Flashing that big Irish smile is Ed Mooney (left) with close friends (l-r) Rose Hall, Paul Hall and Marguerite Bodin, switchboard operator at Union Headquarters for many years. I 4 / LOG / July 1980 "Paul did so many things for the community. He helped all the local churches and charities with money, manpower and time, and As an organizer, patrolman, port agent and Headquarters representative Ed Mooney was in tfie tfiick of many a figtit for tlie SlU. But thie tougfiest job of all came June 25, 1980, ttie day Mooney fielped to bury tiis friend and Union brotfier of 35 years, Paul Hall. never asked for a thing in return. He felt very strongly about community activities. He felt it was our responsibility to be active and helpful in community affairs." Mooney continued: "Paul was no armchair general. He never asked you to do anything he wouldn't do himself. If you worked 12 hours a day, he worked 20. If you stood on a picket line for 8 hours, he stood 12." The words came slower now as Ed Mooney fought back a few more tears. "Paul didn't like fanfare. He didn't like publicity. He did what he did because he thought it was right." �MIKC iv-.; Paul Hall, the Man: A Look inside by Max Hall forced to leave home and seek AUL Hall's death leaves employment. He boxed men those who knew him with a twice his age for a quarter a fight. void that can only be filled by He hoboed. He lugged groceries remembering who he was and from sun-up to sun-down. He what he believed in. He was one sent every extra penny he earned of the towering figures of the home so that his mother and modern seaman's movement. It is younger brother could eat. fitting that this edition of the Log His first big break came when contain rememberances of him he decided to ship out. He often by many of his friends and told friends that he owed every­ associaties, for no one person thing to the maritime industry for could ever do him justice: he was giving him the chance to make a complex man who had many something of himself. As bad as interests and a seemingly infinite conditions were in the merchant capacity for growth. marine fifty years ago, they were Paul Hall's life read like a infinitely better than the ones beautifully crafted picture book: Paul Hall had to cope with as a one compelling image followed fatherless transient roaming a another. His childhood was filled South plagued by economic with illness and crushing poverty. collapse. . His later years were years of Seamen Were Family personal triumph. He lived to see the union he helped establish He had a Southerner's sense of become the bedrock of the the extended family. When he American maritime industry. joined the merchant marine, While many segments of the seamen became part of his blood­ maritime industry have found­ line. Even after he became one of ered, the Seafarers International the most powerful and respected Union has held its own. Because labor leaders in the country, of Paul Hall's pereerverence and when he met with Presidents and leadership, the union is working conversed routinely with cabinet successfully in Washington to members, every old-timer was his reverse the decline of the Ameri­ brother and every trainee his son. can flag Merchant Marine. It is That he included seamen in his branching out to the rivers so that definition of family is a tribute to it can protect the rights of seamen them, for there was a special there, and it has helped its bond between the children of members improve the quality of Robert and Minnie Belle Hall. their lives by providing them with Even though they were often safer working conditions and separated, they possessed a increased wages, expanded closeness that never weakened. career opportunities, and topPaul Hall, his sister and four notch educational facilities. brothers were always conscious of being heir to a proud family The Early Years tradition. Their father had been Paul Hall's early years were an engineer for the LouisevilleNashville Line at the time when rugged ones. His father died when he was 11 years old. The railroads were exotic and power­ pension that was supposed to ful. But Robert Hall was more have supported the Hall family than just a railroad engineer. He never materialized. A friend of was a union member. To be a the family stole it and left Mrs. member of the union in the Hall and her six children im­ South at the turn of the century poverished. was to take a stand against social injustice, often at the threat of At the age of 14, Paul Hall was physical violence. The sailing life suited the IBT Local 810 young Paul Hall. He was able to provide his mother with a decent Gives $10,000 Local 810 of the International income. And while a $1.60 a day Brotherhood of Teamsters has wasn't much, the money was donated $10,000 in the name of Paul steady and the work honest. His favorite ports were New Hall to the New York University School of Medicine Cancer Center. Orleans and Baltimore. He loved Dennis Silverman, president of the them because they were cosmo­ New York based Teamsters Local, politan. To a young Alabama called Paul Hall "a staunch friend boy, they were down-right con­ and fearless fighter for economic tagious, with their strange sights, justice." Silverman said his union pulsating streets, and colorful was calling for contributions from honkey-tonk sections. others as well. ^ On a cool night, on leave from P a ship, with money in his pocket, it was heaven. Loyalty His Principle The seaman's life helped form Paul Hall. It provided him with a set of iron-clad principles. To be more precise: seamen value one quality above all others, and that is loyalty. Either one is loyal to one'is friends, or one isn't. To be able to quote Cicero in Latin is a wonderful thing, but if a person turns his back on you when you're in trouble, then to hell with him and to hell with Cicero. When Paul Hall joined the Merchant Marine, it was in a state of turmoil. Effective control of the seaman's movement had passed out of the hands of Andrew Furuseth, the selfappointed patron saint of the seaman's movement and one of the truly great labor leaders of the twentieth century. Less competent men were in charge, and they could not, or would not, live up to Furuseth's legacy. Conditions worsened. The fire that had burned brightly with the passage of the Seaman's Act of 1916 dwindled, and expired. Out of the ashes of a failed seaman's movement arose two unlicensed unions, the SIU and the NMU, Paul Hall was one of the 500 men who followed Harry Lundeberg's lead and became charter members of the SIU. Lundeberg an Inspiration Lundeberg was an inspiration to the men who followed him. He would fire seamen up with speeches; move them with rhet­ oric. Paul Hall would often study Harry Lundeberg's public per­ sona. Like any newcomer, he imitated what he admired in others. Soon, however, he de­ veloped his own forceful style, one unique to him. Others began to imitate Paul Hall. The clear speaking voice, the polished delivery, the controlled yet unm'stakeable Southern accent. He often told people that it was Lundeberg who first made him aware of the importance of communication. "You could be the most brilliant man in the world," he'd say, "and it wouldn't mean a thing if you couldn't communicate your ideas to other people. Lundeberg taught me that. He could read the telephone book and still capture people's attention." During World War H Paul Hall sailed as an oiler, even though he had received a second engineer's rating. Years later, when he would take time to talk to a trainee or upgrader, he would discuss the war years and his second engineer's rating: "I sat for my second engineer's, license because I wanted to prove to myself that I was as good as any s.o.b. onboard ship. I never had any intention of sailing as a licensed engineer. I liked being down in the focs'l too much to leave it. For me, a poor Alabama boy with only eight grades of education, getting that endorse­ ment was just something I had to do. It was a test of my will." After the war, he was elected to various union positions, includ­ ing Patrolman and Port Agent. In 1948 he became Sec.-Treas. of the SIU and Chief Officer of the Atlantic and Gulf District. Within five years of his election as Chief Officer, magazines as different in style as Fortune and Reader's Digest were running Continued on Page 7 "1 _• July 1980 / LOG / 5 A*' ^ �,V Political Fights: No One Fought 'em Better T HE late President Lyndon Johnson was philosophizing about politics this particular day as he entertained a group of labor leaders at an informal White House luncheon. Johnson had the reputation as a tough, hardnosed politician earned during his tenure as a Congressman and later as a Senator. But he knew well the realities of American politics. Johnson sat back and told the labor leaders, "nobody gqts everything he wants in politics. Not even the President of the United States." Then he leaned forward and pointed toward Paul Hall and said, "just ask Paul Hall. He knows what I'm talking about." Johnson was talking about a bill he had introduced realigning certain government agencies. Part of Johnson's bill was to take the Maritime Administration out of the Department of Commerce and stick it into the Department of Transportation, Paul Hall didn't like that idea since he felt maritime would be swept into the background in the Transportation Department, which handled the . airlines, trucking and railroads. President Johnson's bill went through Congress almost exactly as he wanted it, with one slight change. The Maritime Admini­ stration was not touched. , It stayed in the Department of Commerce. At the time, one observer said, "Paul Hall won that one singlehandedly." The fact that Paul Hall could almost singlehandedly "beat" the President of the United States on a particular issue is no doubt the highest compliment that can be Paul Hall supported Jimmy Carter in his 1976 Presidential bid and was the founder of a Labor Committee for Carter's 1980 re-election. Here Paul Hall meets with President Carter and former Energy Secretary James Schlesinger at the White House. porters ' started deserting the sinking ship in droves. The AFL-CIO Executive Council took a vote in support of impeaching Nixon. Only one man on the Executive Council voted no. Paul Hall. There was tremendous pressure on Hall to make the vote unanimous. But Hall stood by Nixon because he had made a commitment to him. Another case! In the last race for the mayor of New York, the SIU supported Mario Cuomo in the Democratic primaries against Ed Koch and a host of other contenders. The first primary was undecisive. There was a runoff, The SIU stepped up its support of Cuomo against Koch. Koch won. However, Cuomo got the Liberal Party endorsement and stayed in the race. Almost all of Cuomo's supporters jumped to Koch after the primaries because the polls showed him way ahead paid to his ability in the political arena. But why did Paul Hall, the president of a relatively small international Union, wield such a big stick in Washington? The answer is not a simple one. But probably the best way to put it is that no one was able to par­ lay the resources of the labor movement better than Paul Hall. From his early days in labor, Paul Hall and the SIU were always the first to lend a hand, walk a picket line, send assistance to a brother union. People do not forget this kind of support. And in later years, when the SIU needed support on an issue, the support was.N^here. But there's more to it than that. In the sometimes cutthroat world of politics, Paul Hall was known as a man of his word, as a man who/stood by his commitments no matter what. For instance, Paul Hall and the SIU supported Richard Nixon in his reelection bid in 1972. After the Watergate mess hit the fan, Nixon's bandwagon of sup- of Cuomo. Paul Hall and the SIU stuck with Cuomo. He almost upset Koch. Today, Mario Cuomo is Lieutenant Governor of the State of New York. Politicians, through experi­ ence, knew that Paul Hall's word was his bond. They khew they could depend on him for his support. So in return, the politicians more often than not gave the SIU theirs. There was another ingredient Hall's success, though. He had a Special charisma, and innate ability to move people, whether those people were standing beside him on a picket or rubbing elbows with him in the White House. Paul Hall did not win all his political battles. He'd be the first one to admit it. But you can be sure he won a lot more than he lost. Paul Hall never backed down from a political fight. When it came to the jobs and well-being or Anierican maritime workers, he was in there for the duration, as many a politician from residents on down, found out. President Lyndon Johnson,shown speaking with Paul Hall politi^anenacHy Advisory committee meeting, was well acquainted with Hall's The support and advice of Paul Hall was sought after by Democratic and Republican Administrations alike. In the photo above, Paul Hall lends an ear to John Dunlop, secretary of labor under President Gerald Ford. ' 6 / LOG / July 1980 - �He Cracked Tough Nuts, Isthmian, Cities Service Paul Hall "was never too pressed to forget organizing." So eulogized AFL-CIO chief Lane Kirkland who remembered that "in his early years, it was his genius for organizing that brought Hall to the forefront of his union " Retired Gulf Vice President Lindsey J. Williams recalled that "he never lost the desire for organizing." 'Hard work, long hours and the ability to weld together an organization for organizing drives and getting people to work together in harmony," was Hall's "genius," Lindsey pointed out." Shortly after President Hall was first elected to Union office as Baltimore patrolman, he was named SIU Director of Organiz­ ing of the Atlantic and Gulf District. Under his leadership, the SIU was victorious in 1947 in a major organizing breakthrough—the Unionization of the Isthmian Steamship Co. Line—the last of the big freighter companies to be organized! '* Isthmian—a U.S. Steel Corp. subsidiary—with 125 ships and 3,500 jobs, was strictly anti-union and an open-shop proposition. Low pay, long hours and sub­ standard working and living conditions peryailed. While N.Y. port agent in 1945, Hall set up an Organizing and Strike Committee with the late Atlantic SIU Vice President Earl "Bull" Shepard^ (then New Orleans agent) as field director, Lindsey Williams as Gulf di­ rector and Mobile Port Agent Cal Thinner and now New York Patrolman Ted Babkowski. Aid­ ing them were a host of rank-andfile voluntary organizers who rode the Isthmian ships. Two years later after a nation­ wide organizing drive, the first and biggest im maritime history, an Isthmain fleet ship-by-ship NLRB vote had the SIU the winner by 1,256 votes over the NMU's813. An SIU contract was "signed then by the then largest shipping company in the world the day before the Taft-Hartley Act went into effect. The contract had hiring hall and rotary shipping board provisions included. The next year Hall was elected SIU-AGIWD secretary-treasurer and Lindsey Williams was named director of organizing. In 1950 another major SIU organizing breakthrough came about when a Cities Service Oil Co. contract was won with 85 percent of the vote after a four-year fight. The pact won reinstatement for pror union seamen in their fleet who had been fired. In hearings in 1950, before a U;S. Senate labor subcommittee probing labor-management rela­ tions in the East Coast oil tanker industry, especially the anti­ union Cities Service Oil Co. of Pennsylvania, the committee found that, "It is almost un­ believable that any union could continue in existence in the face of this combination of legal stalling and violent anti-union activity. Certainly a smaller, poorer and less persistent union would have been destroyed." "The probe revealed Cities Service's stalling tactics and massive, anti-union operations, including a sophisticated and elaborate labor spy system used to ferret out pro-union seamen in their fleet. On one of their ships in 1949, 28 of the 32-man crew were fired forunion activity. With the company, Paul Hall testified extensively before the committee on Cities Service's use of "crimp h^ses and joints" in Bayonne, N.J., Jacksonville and Boston, Mass. and how the company fostered a companydominated Cities Service Tankermen's Assn. union. Paul Hail, the Man: A Look Inside Continued from Page 5 articles on him, describing him as being "a ,six foot blondish Viking who stands out physically, morally and intellectually." Fought Racketeers Most of the early publicity centered around his efforts to curtail the influence of organized crime on the waterfront, efforts which made him a favorite target of would-be-assassins. Despite the threats against his life, he pressed on, for he felt that the corruption on the waterfront robbed seamen of their dignity. It angered him that seamen were lumped together with crooks and gangsters in the press, and in the public mind. His whole career was aimed towards imbuing seamen with a sense of their own worth. He loved seamen, and wanted them to love themselves as much as he loved them. The '5(^ were a productive time in the career of Paul Hall and in the history of the SIU. It was the era of causes; good and Independence Crew Donates $200 The crew of the passenger liner Oceanic Independence, which just recently finished her maiden run with her SIU crew in Hawaii, has donated $200 to the American Cancer Society in the name of our late president, Paul Hall. bad would never again be so In 1957 Harry Lundeberg died clearly or comfortably defined. and Paul Hall succeeded him as The union fought Communist International President. His influence in labor. It fought mob career entered a new phase. control of the waterfront. It The issues that had dominated brought integration to the mari­ the fifties gave way to new ones. time industry, because in the New issues brought new styles words of Paul Hall, "segregation and new techniques. was as demeaning to whites as it Paul Hall looked around was to blacks." It helped lay the him and realized that gang wars foundation for financially sound and labor strikes were only part welfare and pension benefits. of the answer. Power was shifting The beefs were larger than life, from organized crime to some­ and so were the participants. thing more unmanageable. Con­ Take the great Cities Service gress. There was little use in Campaign. The union fought fighting other seamen on the corporate espionage, abusive docks of New York, if some hiring practices, wiretapping and obscure Congressman could crimping. It fought to legitimize decimate the American flag the concept of union hiring halls. Merchant Marine with one flick It fought to preserve the dignity ' of a pen; It was the realization that led of seamen. It fought to prevent men from having to go to Paul Hall to actively pursue a waterfront bars and company policy of reconciliation with flophouses to seek employment.' other unlicensed maritime If fought, it fought, it fought, it unions. One of his proudest moments came when the MC&S fought. decided to merge with the They were all involved in that beef: Paul Hall, Bull Shepard, Atlantic and Gulf Districts in Lindsey Williams, Cal Tanner, 1978. By 1960 he was making a A1 Bernstein. So was Rose Hall, only she wasn't Rose Hall then, concerted effort to establish a she was Rose Siegel. Thfey all presence in Washington. He worked together, like, a team. became active at the national They were young and full of level of the labor movement. In idealism. The issues that they 1962 he was named to the were fighting for were the kind of Executive Council of the AFLissues that capture the imagina­ CIO. It was unprecedented for tion of good thinking people the Council to appoint someone everywhere. There was a shared from such a small union, but Paul Hall had special qualities. He was dream. able to accentuate his strengths, even if at times they were severely limited in number and in scope. The Seafarers were numerically insignificant. They didn't have the funds available to larger unions. But they had members who were loyal, who would go out and help other unions if they were asked. The Seafarers de­ veloped a reputation for standing by their friends, and that reputa­ tion was what helped them get established on the national level. MID President Paul Hall became the Presi­ dent of the Maritime Trades Department at the same time he became President of the SIUNA. From a small paper organization in the early fifties, the MTD has grown to encompass some 43 unions representing nearly 8.^ million workers. It gaVe Paul Hall the power base he needed to become politically active. "It is one thing," he would tell a class of recertified bosuns when they visited headquarters, "for Con­ gress to overlook a handful of us broken down old sailors. It is quite another thing for Congress to ignore 8.5 million potential workers." Thanks in large part to the Maritime Trades Department, Paul Hall was able to get the Merchant Marine Act of 1970 passed. It was the single most Continued on Page 34 July 1980 / LOG / 7 Vw''-! ' Y'''' • \ i )- - ;^ \ v.3-;\ -..VrSTj I•V r • • .. �tma « .' O .-.- -' >- i' - - • iH ' \1;" « U' ^ ' Jl^ mim' ml^i §M • • •y -S-4^. r •V-'"-;- .J ••'m i|iw 'fui> M--5 •'Xr'^- r- ^ -j K :MA::'-":V;;^;::-T'" * - 'S > z. / - m S- m ..,v».-^.--.i »ii-; ». N I, ^ ' : '^SL- m •ff; ;'W2: i "HM ^: • III • " •yfhr' •:. P:' '•••?•<'. v.^.-. yiv -mf,.... . • cA ' U' is 1^. A'' *L'i IS ' 'I- ' ' "" ' I , ' , I - A. '-A-i.-Si't. \ t - \ M'h "T' ffpr' i ' , -4^ p^- :J ,•^ ^-!|^c'' -' ' ! .1 m •: 1-/' Z^.' ftX": m ^ r/- i •> .'••rrpSIS I • |.- vVilJ.-A , / '"yp-p- r^ E «»<' s.: .ij .•••;' . i: M RsT P? ^ k *- ^ A J ' .J ^ 4^ Tfl' !.•? ?. J: i vy'i ^ '•y--f^)<- "P(-: •i »> * m ^ •V ; , -^r" m\0^ 41 mi " p'si ^ 'A W j-r:4r •'k'.'!'.H-<s,i, ,'i f. .- !«;• iW§; •mA H'", -.''••-'•C',.;>JAIi•:''-^^-'•" mi4 >1* • ; ' • / •• _-. '-rf.yxr. -'',/ 4 i ,'i!. ^ ' 5% ^.5/ v&i •.'- , r C \ ," ^ ^ .' ~ i' ' N' -/' K , ; * I - ^ ; -r ' . J I," ' ' ; — "That big red Alabama heart of Paul Hall is now J .>••/ still, but the strong beat of it carries on . . . in the brighter and richer lives of thousands of young people who got a better chance in life because of him." .Lane Kirkland, June 25, 1980 ... . ;i:« Si;: 8 / LOQ / July 1980 - li.:.: i- 'J "I asasty.--., •. • �HE men who stood out­ side SIU Headquarters in Brooklyn on a hot June morning were Paul Hall's Union Brothers and his friends. They had stood side by side in many a battle for seamen's rights over the last 40 years. And today they stood shoulder-to-shoulder again, white caps on, in a final tribute to the 'Old Man.' On Wednesday, June 25, 1980, three days after his death at age 65, SIU President Paul Hall was brought to Union headquar­ ters for the last time. His casket was laid out on a white draped dais on the Union hall's second deck where Paul had presided at countless monthly member­ ship meetings. Hundreds of people came to pay their last respects to Paul Hall on that Wednes­ day morning. Hundreds more had come on the two preceeding days to his wake held at Riverside Chapel in Brooklyn. , There were politicians and union presidents. Shipping company executives and port officials. But mostly, there were Seafarers, the men Paul Hall loved best. Quietly they filed past the casket. The oldtimers who well remembered the days when they'd hit the bricks T Paul Hall's delivered a a close advisor and friend. Following the Vice Presi­ moving eulogy. "We are here to celebrate dent's address. Governor Hugh Carey of the State of a life, not just to mourn a New York, a long-time passing," said Carey, who Continued on Page 10 friend and political ally ^ with Paul, picket signs held high; when more than one battle had to be fought for decent wages and working conditions for seamen. And the young men, fresh out of Piney Point, the heirs of those early struggles. For two hours they filed past, stopping to speak with Paul Hall's family; his beloved wife. Rose; son. Max; daughter, Margo; and his two surviving brothers, Robert "Sailor" Hall and Peter. At 11:00 A.M., before 500 invited guests who crowded into the Union hall for the funeral services, the Vice President of the United States, Walter Mondale, walked to the podium at the front of the room. **Paul Hall loved his country and his country loved him back," the Vice President began, delivering an eloquent eulogy which spoke of Paul's leadership, loyalty and dedication id every^ decent cause .in America. Mondale read a message from President Carter in which the President said "America has lost one of its Union finest leaders, and I have lost An qiij Old-timer waits outside flSaSad^s t^ay farewell to PauKHan. llll-.J I ll^M" I I I'*' • Paul Hairs casket was among his closest friends and IJnion brothers_ i ne cal Tanner. Frank Drozak. Jo^ in a final tribute to Pa'J'jtScaffey. Ed Turner. Roman Gralewicz. Ralph Steve Leslie and Anthony Scotto. July 1980 / LOG / 9 �This mourner was among the hundreds who came to Union Headquarters on June 25 to pay their last respects. Attending the funeral service and also serving as pallbearers were two of Paul Hall's longtime friends, retired SlU Vice President Lindsey Williams (left) and Senior SlU West Coast Representative Ed Turner. Continued from Page 9 Joe DiGiorgio, Ray McKay, Wednesday, June 25, Paul commitment to his Union Spoke of Paul's passionate Frank MongeMi, Jack Hall was laid to rest in and to all working people, commitment "to the men Caffey, Ed Turner, Roman Greenwood Cemetery, close which had been the driving and women of this Union." Gralewicz, Ralph Quin- to the Brooklyn waterfront force of his life. He talked of Paul's "fierce nonez, John Yarmola, Leon he loved. Herbert Brand, When he finished speak­ loyalty," of his greatnes,s, Hall, Anthony Scotto and president of the Transporta­ ing, Brand spoke quietly and of the "tremendous Steve Leslie. The men in the tion Institute, gave a special with Paul's family. He was difference" Paul's life had white caps stood at attention eulogy before the interment. followed by politicians and made to the lives of working with tears in their eyes as Several hundred people union presidents, shippers, people in America, Paul Hall's coffin passed crowded close to hear Brand, shipbuilders. and seamen. Lane Kirkland, the presi­ between them. his words illuminating Paul And the men in the white dent of the AFL-CIO, gave On the afternoon of Hall's deep and abiding caps. the final eulogy. He called Paul, who had been the senior vice president of the AFL-CIO, the Federation's "strong right arm," adding that Paul had enriched all parts of the American labor movement "with his vitality, imagination and leader­ ship." • "A life so fully spent," Kirkland said, "is a triumph, not a tragedy." But, visibly shaken at the loss of a man on who's judgement he had men reftectThb^pre^^^^^^ had ea?ned ThS-arelr^^^ ® ^®'<^ ''^® '^®"- ''''^® relied so often, Kirkland Hugh Carey, and AFL-CIO President Lane Kirkland. VicePresidentWalterMondale:NewYorkStateGovernor appeared to take little comfort himself from the words meant to console others. A short funeral service, offered by the Reverend Robert H. Peoples, director . and Chaplain of the Sea­ men's Church Institute of Philadelphia, followed the eulogies. At the end of the quiet and dignified services, Paul Hall's casket was once again borne between a double row of white-capped seamen, the honorary pallbearers, who included: Lindsey Williams, Cal Tanner, Frank Drozak, > NMU President Sttannon Well (right) expresses his condotences to Paul Hall's »iddw, t^ose. and his son. Max. ' •iM- • •t.-1-. 'M' •••'" I • 9'' :-•• '• - • "'^^'1- . • . 10 / LOG / July 1980 • ^• riy^ . v.. •'ait; 'i Steve Troy, SlU West Coast Representative, says farewell. • . >,r- �tfriiiiiiift- iiiiri • . •• .A v'' F 'OR months, we have all feared this moment and berated the unkind fate that brought it to pass. None of us has been ready to accept the fact that Paul Hall's generosity and strength would no longer be here for us to lean on and draw upon. It is hard for any of us to offer consolation to others where we can find so little for ourselves. More time will be needed for that. You well know that a life so fully and remarkably spent, though far too short, is a triumph, not a tragedy. The fruits of Paul Hall's life and works extend far above and beyond the normal call of duty for any man of any span of years. They ought to be celebrated here rather than mourned. As much as any man ever did, Paul Hall combined the historic mission of the trade union movement: to agitate, educate and organize. As a sailor, he was one of_the small band of founding members who formed the Seafarers International Union in 1938. As a great organizer, he built the SIU into a vital force in the maritime industry and in the labor movement at large. As President of the SIU since 1957, complacency never caught up with him, nor did other burdens ever distract him from the challenge of organizing the unorganized. He was always a sailor's sailor, but he was determined that the waterfront not become an isolated segment of trade union and national life. He fought to keep the seafarers squarely in the mainstream of the labor movement and in so doing enriched all its parts with his vitality, imagination and leadership. s the senior Vice President of the AFL-CIO and as President of the Maritime Trades Department, he was the champion of every beleaguered branch of the whole family of labor—from the struggling farm worker in the field to the white-collar worker behind the desk or counter. He was the strong right arm of the AFL-CIO in all of its activities—organizing, political and legislative action; ecpnomiQ, energy and trade policy; international affairs; wherever we needed his expc^riencCj brains and vigor. No man ever had more demands made of his time, yet he never shirked or sidestepped a plea for help from his trade union brothers.' A friend in a jam always knew that he could count on Paul Hall to go the route, all the way and no ques­ tions asked. Paul Hall was a great educator, who lifted horizons and opened the doors of opportunity for untold thousands of his fellow men and women. There are many of us who can testify to what we have learned from Paul Hall, both by day and through the long watches of the night. But his proudest achievement was the creation, in 1967, of the Harry Lundeberg School of Seamanship in Piney Point. HOSE of us who were privileged to watch this school grow from a dream in Paul's fertile imagination to its present state know the scope and range of that achievement. To Paul, it was far more than a matter of improving the level of preparation for the seafaring trade, important as that was to the union and to the industry. He saw it also as a way to give some of the most underprivileged young people from the city ghettoes and the hills and backwoods of Appalachia their first real break in life—a chance to free themselves from the trap of poverty and the shackles of ignorance. As part of the mission of the school, Paul established a High School Equivalency Program, through which more than 1,200 school dropouts have received high school degrees, as well as training and employment as seamen. He was ever generous of his time and counsel with young people, whether of high or low degree or station in life. Paul Hali lives still in the lives of all of us whose paths he touched and raised. Paul Hall was a tireless agitator for the cause of workers, for more vigorous approaches to their needs, and for the interests of SIU members and their trade and industry. His constant agitation was often all that kept alive measures neces­ sary to keep American-flag shipping afloat in the face of its enemies. Somehow I know that Paul would not appreciate our letting an assembly of this size pass without a good word for maritime. He knew, as too few people in power seem to know, that this nation qannot hope to survive, strong and free, with the disappearance of the brotherhood of the sea and the extinction of the opportunity for Americans to choose to go down to the sea in ships. That big red Alabama heart of Paul Hall is now still, but the strong beat of it carries on in the love of his family, in the memories of his friends, in the union he built, in the solid works that he did, and in the brighter and richer lives of thousands of young people who got a better chance in life because of him. Take it on a slow bell, Paul. We'll not soon see your like again. Lane Kirkland A T m-' If"-:;. II';-' Is,::? m-i|t«:; .. • I* • 1- •• j July 1980 / LOG / 11 •If -' iy • -'I �* I:V! . • V- V. p. Walter Mondale P f"I -• |^;:l|^l. t' ^ ' -t:mm . y ,..r ^ •-n'^. * • '•.'Ir-''- • I- <: AUL HALL loved his country, and his country loved him back. He understood the American story—knew the dignity of work; saw the goodness in our soul; felt the sting of our injustice; pushed our values into action. There wasn't a decent cause in America that Paul Hall didn't advance. Human rights, civil rights, civil liberties, education, rehabilitation: every fight for social justice had Paul Hall as an ally. He put his muscle into the merchant marine—and made our nation more secure. He put his heart into the free labor movement—and made our nation more just. He was a friend not only to maritime labor, but to every one of his working brothers and sisters—reaching out in solidarity to the needle trades, to AFSCME, to the farmworkers, to the taxi drivers, to workers everywhere. He wrote the textbook on leadership. If he talked bluntly, and he did—it was because he wanted you to know how he felt. If he worked around the clock, and he did—it was because he didn't know what "half way" meant. If he stuck by his friends when they were down, and he did—it was because he believed that loyalty runs deeper than fashion. If he stood by his committhents, and he did—it was because his integrity and honor meant everything to him. And if he stood by you, he did it the way Paul Hall always did—"Money, marbles, and chalk." One man Paul Hall stood by is the President of the United States. I spoke with him yesterday when he was in Yugoslavia, and he asked me to read this message: "America has lost one of its finest leaders; the labor nipvement has lost one of its most respected champions; and I have lost a close personal advisor and friend. "Paul Hall embodied the best in the American character—fundamental decency, unquestionable integrity, a deep love of his country, a strong commitment to public service, and a lifelong dedication to the highest ideals of the labor movement. A poet once said, 'Every one of us is given the gift of life, and what a strange gift it is. If it is preserved jealously and selfishly, it impoverishes and saddens. But if it is spent for others, it enriches and beautifies.' "Paul used his gift of life, always, for others: for his family, whom he loved; for the Seafarers, whom he led so ably; and for his country, which he served with all his heart and ability. The trade union movement is a more vital institution; New York is a more humane, progressive state; and America is a freer, more just, stronger nation because of Paul HalFs life and work. My heart and prayers go out to Rose, to Max and Margo; to Frank Drozak and the Seafarers Union; and to all those who will remember Paul, as I will, with love and respect and warm memories." Signed, Jimmy Carter. Paul loved to read. He loved history, and poetry, and anything that had to do with the sea. And I recall this morning some words he knew by heart: "I must down to the seas again, to the lonely «ea and the sky. And all I ask is a tall ship and a star to steer her by... And all I ask is a merry yarn from a laughing fellowrover. And quiet sleep and a sweet dream when the long trick's over. Paul's quiet sleep and sweet dream have come. We are blessed to have had him among us. "There wasn't a decent cause in America Paul Hall didn't advance. Human rights, civil rights, civil liberties^ education, rehabilitation. Every fight for social justice had Paul Hall as an ally." :S Close to 500 people crowded into Union Headquarters in Brooklyn, N.Y.. to hear SlU President Paul Hall eulooized by Vice ilterMondale. N.y.Governor Hugh Carey, and, AFL-CIO President Lane Kirkland. President Walter 12 / LOG / July 1980 Seafarers and politicians, shippers and union Presidents filed through SlU Headquarters on the morning of June 25 to pay their last respects to Paul Hall. I- M • �. ."i-'V" • v:;. '••'"• 'i/' •••"' •' •••'' . .-SKI •V Gov. Hugh Garey jr- O NCE or possibly twice in each of our lifetimes we meet someone who sums up for iis all the things we had imagined a great man to be. Paul Hall was such a m^n. A self-educated workingman incapable of pomposity or pretense, he was as much at home with deckhands as presidents. Although he lived and struggled 4n the rough and tumble world of the labor movement, he was a gentle man, devoted to his wife Rose and their two children. An idealist and a reformer, he never forgot the makeit-or-break-it arithmetic of a paycheck, nor was there any group of workers so lowly or unimpottant that he didn't care about their rights, their wages and their future. Above all else, Paul was a battler. Some of the battles he chose himself. Others were forced on him by those who imagined they could turn the labor movement to their own ends. Yet union busters couldn't break him. Extremists couldn't break him. He was a man who couldn't be bought off, or compromised, or dismissed or silenced. And at the end, in the face of what he knew was a terminal illness, where there might have been despair, there was still that same indomitable spirit. Paul simply didn't know how to give up. Sooner or later, anyone who worked with him or fought against him learned that he was willing to die as well as live for what he believed in. And because Paul lived by this faith, because \ he believed the Bill of Rights meant what it said, because he was fiercely loyal to working people, his life made a difference—a tremendous difference. I say that first of all because he was my friend. In the hours I spent with him in this hall he shared with me the dreams and visions he had for the labor movement. I saw and heard for myself the depth, the passion of his commitment to the men and women of this union. But his outpouring of energy and spirit sought nothing in return. His friendship came without I.O.U.'s. That friendship is the common bond herfe this morning, drawing together people of different regions and races and reljgions. It reaches out beyond these walls to the millions of working people who didn't know Paul personally but who are better clothed and fed and educated because he cared about them and made their struggle his struggle. To Paul it was all summed up in what he called "The Movement." The Movement was everything, that worked to create human happiness and dignity and freedom. It embraced seamen, taxi drivers, farni workers, whether black, or white, male or female. Northerner or Southerners. The Movement was like the ocean Paul had grown up on—boundless, inexhaustible, relentless. And for many of us, Paul himself came to embody that Movement, its strength and breadth and soul. Now it is his legacy to us, a legacy enriched by his example and his mempry. Perhaps then^ in spite of the real and terrible sense of loss we feel today, we should remember that death is too weak a thing to obliterate the goodness and greatness of this man's work. That we are here to celebrate a life and not just to mourn its ^passing. I think Paul would have wanted it that way, choosing for himself the words with which his namesake, St. Paul, took leave of his friends: You and I were together in the same fight. You saw me fighting before you and, as you have heard, I am fighting still. Cf Death is too weak a thing to obliterate the goodness and greatness of this man's work. 9 ••---• 99 ,' - .S i ' • All of New York mourned Paul Hall's,death as flags at all government buildings flew at half mast on June 24 and 25 by order of N.Y. Governor Hugh Carey. .r-' United States Vice President Walter Mondale (right) and SlU President Frank Drozak listening to eulogy durirjg funeral services for Paul Hall on June 25. Plumber's Union President Martin J. Ward, who served with Paul Hall on the AFL-CIO Executive Council was one of many union presidents who attended the funeral. July 1980 / LOG / 13 . .-J xxx-i-.tr--,, "i: V- �' i. • I- Herbert Brand i" T 3t i' Mi ••:r •i^t': HIS is the moment when we must take leave of Paul. But it is a separation that is only physical. Our ties to Paul and memories of him will be everlasting because he is bound in us and we are bound to him. We have heard stirring and accurate things said about Paul in the earlier eulogies, but there are other sides of our dear friend that we must recall. Paul's great love was people. He loved to be among them and he was fascinated with being involved with people as they were fascinated by him. His relationship with people really was his religion. Paul enjoyed his life, which was full, although too 1'^ L: • •s • • tli-: I' 14 / LOG / July 1980 iM short. He crowded 100 years of action and achievement into his 65 years. We knew Paul to be kind and we knew him to be tender, and we knew him to be loving, and we knew him to be tough. And in a world that could be cruel, Paul could be cruel when the situation demanded it. He was careful not to openly show affection, but we know that beneath that veneer there was a humaneness and a compulsion to help others. And, particularly, he was attracted to the cause of the underdog. Paul's passion about people cut across all lines. Who among us has not felt the warmth of his charm and affability? Who among us has not been a beneficiary of his generosity and charity? Who among us has not been .inspired by his words of encouragement and support in moments of stress and darkness? Who among us has not been strengthened by his unswerving loyalty and commitment? Yes, to us Paul was a man of love with a tremendous compassion for people. All of us have been lifted by his inspiration in times of defeat and despair. Of course, Paul would deny that he was a man of love. He would deny it for fear it would be taken as a sign of weakness in a world where it was necessary to be tough and sometimes even cruel to survive. Paul was a most magnanimous man. He cared greatly for his family, his friends and trade union brothers. And the measure of his caring were his deeds. His style, his thinking, his values have had a profound influence on the lives of all of us. And so. Rose, Margo, Max, Robert and Peter, it is for these reasons that now begins what will be our everlasting memories of this great man who was a dear friend to us all. �/ The year 1946.Paul Hall, agent in NewY ork at the time, explains shipping rules to Cong. Augustine Kelly at the old Headquarters on Beaver St. I •: , s, • V " . ' ' *" : . r- -tv Y: Paul Hall, lower right, signs contract with Waterman Steamship Co. in 1946. , r . Paul Hail—A Hisfoty in Pictures i' pil J si VJ, ^ s, „ The earliest photo we have of Paul Hall, an I.D. picture for his union book. Here's a pix of the first ever conventioi Of the the Seafarers InternationalUnion. The year 1947. It was held in Chicago. Paul Hall is third from right in middle row. Also in photo are, from left, bottom; Earl Sr lith, John Morgan, Harry Lundeberg, R.D. Thompson, and Charles Brenner. Middle row, rrom left: John Massey, W.H. Simmons, Bob Dombroff, Sonny Simmons, Paul Hall, Morris Weisberger and Ed Coester. Back row from left: Red Gibbs, Einar Nordaas, Fred Farnen, Cal Tanner, Tom Hill, Herbert Jansen and William McLaughlin. The SlU was alway out front to aid brother Unions. Here Paul Hall, left, presents an official of the insurance_ workers a check to help in a strike effort in Brooklyn. Paul Hall lead a band of white hatted Seafarers up Broadway in a Labor Day Parade in New York in 1959. July 1980 / LOG / 15 �1 t ••ii "T;!" ... „. ^ V Walking the picket line in the late 50s, Paul Hall, left, joins then NMU president Joe Curran protesting against the influx of run-away flag ships into the U.S. trade. . In 1947, the Shipyard Workers gave Paul Hall an award for ji^g ^elp the SlU gave them in a strike beef. Along with him in the photo is now retired SlU Vice President Lindsey vvilliams, center. Paul Hall joins SlU members on the picket line in support of the Building Trades Unions in a beef in 1962 in New York. 3 "f ,sA Iv 'I Paul Hall, left, with "some of the boys" in 1946 at the old hall on Beaver St. From the left are: Hall, then New York Agent; the late "Bull" Shepard, J.P. Shuler, Joe Algina and Gene Dauber. \ The year 1969. Paul Hall, seated left, signs historic document with NMU President Joe'Curran, forming pact to fight the runaway flags. 16 / LOG / July 1980 wtm 4 Walking the picket line, 1962. �^ You couldn't miss the SlU float as it passed the N.Y. Public Library on Labor Day, 1960, and ybu couldn't miss the scores of white-capp^ Seafarers marching behind it. Paul Hall and BuH Sheparfl buckled down to work on the Isthmian organizing drive in 1947. T - .1 ; -jv.; A b1g step forwardiPaulHall announcing increases in disability pensions for Seafarers attheMarch, 1953 membership meeting at SlU Headquartem. - > r:- • At the dedication of the Pete Larsen Memorial Clinic which opened at SlU Headquarters in 1957, Sen. Warren G. Magnusson ^ (D-Wash.) cuts the ribbon as Paul Hall stands by. ^ Stumping on the campaign trail in 1960, Paul Halllistens as former President Harry S. Truman addresses a crowd in Philadelphia. ^ July 1980 / LOG / 17 OiJr vij. N \ cr �• .. .• % '^' % ih <7:' / Mir mm KiJi -Ii 4^ Paumall gave the keynote speech at the Seventh Annual Humanitarian Award Dinner, held in New York City on Feb. 1, 1964. The.award recipient that year was ILA Vice President Anthony Scotto: • -• A -# * At the 1967 AFL-CIO-Convention. Paul Hall shares a story with A. Philip Randolph who bucked the nation's biggest railroads to found the Brotherhood of Sleeping Car Porters. Randolph, the Porter's first president, was a life-long activist for civil rights, organizing the 1963 March on Washington, the largest demonstration of its kind in U.S. history. paul Hall greeting one of labor's most dedicated supporters, Vice President Hubert Humphrey, in 1,967. Senator Robert F. Kerwiedy and Paul Ha* irt the early 1960's. When the SlU received a Certificate of Life Membership to theNAACP in June, 1964, the Rev; Martin Luther King, Jr.. was on hand to congratulate S(U President Paul Hall. -I ii' The AnthOefamation League of B-nai Brith nam^ Paul HaB their "Man of the Year" at an Award dinner in 1968. j:' 1« / LOG / July 1980 M �Ji President Paul;Hall during SlU Convention in 1961. Puerto Rico s first governor. Munoz was a staunch friend of working people and the SlU ' - • V . •| PaulHallmadesuremaritimelabor'svoicewasheardintheWhiteHouse.Hereheattends a luncheon meeting with then-President John F.Kennedy and AFL-CIO President George Jyleany (to Kennedy's right) in 1963, alongwith members of the AFL-CIO executive council. :• * •' -f •5) x^n Sept. 1964 Paul Hall (third from left) was one of several labor leaders flanking President Johnson at a press conference held on the steps of the White House. Also present were AFL-CIO President George Meany (to Johnson's right) and UAW President Walter Reuther (at Johnson's feft). Paul Hall held a"'shirt sleeve" press conference in Jan. 1961, following a meeting with I^.Y. Governor Nelson Rockefeller and N.Y. Mayor Robert F. Wagner. Paul Hall welcomes NMU President Joe Curran at SlUNA Convention held in 1959. July 1980 / LOG / 19 �tie - -V •5 11^ - i.- i- v. .^r F '=ri- •-m : Hanging from a lamp post in 1945, Paul Hall stirs a rally of AFL seamen and dockworkers against an effort by communist dominated CIO unions to muscle in on the New York waterfront. •^j' • • Si'' .•" -•ii • A: At . '• - •; •" • t"': •• t',"'' •' .'" ., i-- . • • . • • -. -i "I . . V •' .f"®-: -r -t 'i-: ^ .•;. ";#f ' * 4 I, isl % '•'i - " ft • l''l 1 1 V \ J '•> ^ -Jj ^ - 1"' 5^» .. • •-• • •^1 •r.. J 1^1, -^1 'L ^"p : •=y •- &#4-, f : r:F'mi-'L ; I A'A^: :.' - • 'V••' "••n-'A \ .''.'"Vv .' -/•- •. •; .AAAym^". •' • •>t- -•. FA- 1 �Testifying before Congress in 1964. . At a recent Port Agents conference, SlU President Paul Hali makes a point as Frank Drozak, then SlU Executive Vice President listens on. Paul Hall paid frequent visits to the Hqfry Lundeberg School in Piney Point, Md. This one was in the spring of 1979. CounS°p"rpT ^P''® ('"0 American Institute of Merchant Shipping Pres. James Reynolds: Shipbuilders Council Pres. Edwin Hood, Asst. Secretary of Commerce for Maritime Affairs, Andrew Gibson and U.S. Merchant Marine Academy Chaplin Rev. Cmdr. Donald F. Kingsley look on. ,/ •. vl?> 22 / LOG / July 1980 !' , .'J-.'.v-' 4 - r, -• 'v 7., �i' V SlU PresWent Pai^ Hall administers oath to 10 new full Iwok Union members in 1970 as Leon Hall, then New York Port Agent, looks on. Paul Hall (second from right) in California as part of an AFL-CIO Committee to Observe Farm Workers elections in California inl 975. -'J • A: •/i •1. Headirig up the tiflipn's delegation to the 1976 AFL-CIO Convention is SlU President Paul Hall. SlU delegates included SlUNA Vice President John Yarmola (center) and ther]Executive Vice President Frank Drozak. . "' . Paul Hall with AFL-CIO President George Meany at Federation convention in i976. '•} • • . •4 '.i if 1 As Harry Lundeberg's portrait gazes down. Paul Hall and NMU President Shannon Wall confer at SlU headquarters in 1973. MID President Paul Hall welcomes Puerto Rico's Governor CarlosRomero Barcelo (left) Secretary of Labor Ray Marshall at MTD Convention In 1977. • '• July 1980 / LOG / 23 1.1 I • - >* v.. i'J c' •- _ i'. . •' �: •;. -•'•J/- •ifi', •'T- -'-^4 Kicking off the Maritime Trades Department's midrwinter Executive Board meeting in March, 1979. is' MID President' Paul Half. f : SlU President Paul Hall appreciates a story told by President Richard M. Nixon at 1973 StUNA ConventionIn WasHngfch, D.G.• ' ^ ' . " . '• ' • At 1977 MID Convention, Paul Hall gets together with MTD Executive Secretary-Treasurer Jean tngrao (center) and National Field Coordinator John Yarmola. At aSenate Committee hearing in 1974, PaulHall testifies in favor of the Oir Cargo Preference bill. '.I BTIIMATIOMAL UHIOM Of •v NIAL rfiMvnmQtL WASHINGTON D.C Paul Hall greeting Sen Daniel Inouye (D-Hawaii) at 15th Biennial SlUNA Convention. ?4 ( LOG / ^ly At the 16th Biennial SlUNA Convention in 1973, Paul Hall thanks House Majority Leader P. "Tip" O'Neill for addressing Convention delegates. �Paul Hall was no stranger in the Oval Office. Here he meets with President Gerald Ford in March. 1975, following an earlier meeting with Ford. Hall and other maritime leaders. - iV' • ••V At 1979 MTD Executive Board meeting. Paul Hall introduces Rep. John Murphy, chairman of the House Merchant Marine & Fisheries Committee. At AFL-CIO Convention in 1977 are senior AFL-CIO Vice President PaulHall and AFL-CIO President George Meany. :• ...i: Following a meetingSpf President Carter's Export Council the President speaks with SlU President Paul Hall, vice chairman of the Council and other Council memtjers. PaulHallwithPresidentNixoninOcL.1972.followingannouncementthatHallwasheading up an industrial-maritime commission for the President's re-election. July 1980 / LOG / 25 -wra - .. 'c'lj'tg w'-rg" L.-.. �, ;«tl: •. '"i'.: •jiiii.:': SlU President Paul Hall and President Gerald Ford'have a tete-a-tete in the Oval Office. Following a 1976 General board meeting of the AFL-GIO, Paul Hall and President Jimmy Carter exchange a few words. At 1977 AFL-^CIO Convention SlU President Paul Hall greets AFL-CIO President George Meany and I.W. Abel (center) president emeritus of the United Steelworkers of America. Both long-time advocates of international human liberty Paul Hall (left) and AFL-CIO President George Meany (right) flank exiled Soviet Aleksandr Solzhenitsyn at 1975 AFLCIO Convention. SlU President Paul Hall addressed a monthly membership meeting at Union Headquarters for the last time on Nov. 5.1979, where he told Union members about the Union's progress on the organizing, collective bargaining and polit and Red Campbell, SlU vice president. 26 / LOG / July 1980- �.M Telegrams From the SKips at Sea : )4-" . I'-.-' It is with deep regret that we receive the news of the passing of Paul Hall. While he will no longer be with us personally, he leaves behind a living memorial through the American ships at sea today, and every seaman aboard them. •Because of his lifelong work, on behalf of his shipmates, each of us can walk proudly, better persons, with better conditions under which toJive and work. No man can strive to do more. He will be sorely missed. Officers and Crew, ' SS LNG El Paso Arzew Edgar Anderson, Ship's Chairman Brothers: . The crew of the Overseas New York would like to express their sadness at the passing away of brother Paul Hall, a man pivotal in making the Seafarers International Union the institution it has become in the last two decades. As one we mourn the death of an exceptional leader and a man which history may very well call great. Please accept this short note as an expression of our regret and an offer of condolences to his family. Respectfully, Curly Welch, Bosun and crew of the "•'4'-:. Overseas New York Mrs. Rose Hall: The news of your sorrow has just reached us. I think I can realize your loss because I know how empty my world seemed when we heard of the passing of our Union President Paul. It will be very hard for all of us who knew him well to carry on "without him. But we can be glad it was our privilege to have come in contact as long as we did with such a very lovely person. We shall always remember his kindness and strength. Very sincerely. Ship's Chairman and • . S/S Caguas Crew Crew of the 55* Sea-Land Exchange sends their deepest sympathy for the passing of our fine President Paul Hall. V Vemer Poulsen, Ship's Chairman SS Sea-Land Exchange A In reply.Torthe message received that our Union President passed away, we express sadness and condolences to Paul Hall's family. Crew of SS John Tyler Sympathy and love to the family and loved ones of Paul Hall from the crew and officers of the Cove Communicator. We share your grief and great loss to seamen and the marine industry. V T. R. McDuffie, Ship's Chairman and Capt. Hiram Glotfelter SS Cove Communicator Officers and crew of 5/ T Ogden Yukon Join in expressing heartfelt regret and sympathy over the untimely loss of our great leader, Mr. Paul Hall, who certainly will not be forgotten. Officers and Crew S/T Ogden Yukon Mrs. Paul Hall and Family: May we extend our sympathy and share the grief and sorrow over the loss of your husband and father our President and good friend, Mr. Paul Hall. The Officers and Crew aboard , The SS Point Susan > Brother Seafarers aboard S-L Leader sadly acknowledged news of the death of President Paul Hall expressing profound regret at this great loss to the family of Paul Hall and the Seafarers International Union. ^ Joseph Puglisi, P-474, Ship's Chairman, S-L Leader The crew of the LNG Gemini mourns with thousands of others the passing of Paul Hall. He will be sorely missed. Accept and forward our condolences to his family and all our brothers. Fraternally, Crew of the LNG Gemini The crewmembers of the Point Margo would like to express their warmest sympathy for the survivors of our late President Paul Hall and regret the loss of a leader considered irreplaceable by many. Crew Point Margo On the passing of our President Paul Hall, we feel a great loss. Condolences and our deepest sympathy to his family. • Crew of SS Santa Clara The crew of the Mj V Sea-Land Adventurer extends their deepest sympathy on the death of Paul Hall, one of the greatest maritime leaders of the world. Crew Sea-Land Adventurer The Crew and Officers of the SS Walter Rice send their regrets on the passing of a giant of industry and mankind, our brother, Mr. Paul Hall. He will be missed and never forgotten. Ship's Committee, SS Walter Rice Our deepest regrets on the passing of our President Paul Hall. V Ship's Chairman and Crew Sea-Land Panama Mrs. Paul Hall: With sincere sympathy on your loss from the officersand crew of the 55 Massachusetts. Our deepest sympathy on the loss of Paul Hall, a great Union leader and Union brother. We will all miss Paul Hall. He has helped many a young man. Crew of Cove Navigator Our sincere sympathy to wife and family ort the passing of jpur President, Paul Hall, The Crew of the 55 Roj/on Deepest sympathy for Mr. Paul Hall's passing away. Crew SS Bayamon 4 Our sorrow for the loss of Brother Paul Hall. Chairman/Crew Zapata Rover J?--; 41. Deeply saddened by Brother Paul Hall's passing. It's a great loss to membership and industry. Please convey sympathies to family. Crew Sea-Land Resource •\ , . \k: �V Maritime 1970 concerning passage of the and police cargo preference laws, Act Hall correctly observed: by a voice Vote without a dissent • elimination of the mterert on "After we have enjoyed the ORE thanany other per­ the construction debt owed view, we can shake ourse ve son, Paul Hall was ^ '^TThe''bill was the most^ i^ the St. Lawrence Seaway D back to the reality of the fight sponsible for the passage of the portant lepslative »<=»'on velopment Corporation, as weU that is yet to be won. ^ vital Merchant Marine Act of at revitalizing the merchmt fl^ as theTuture interest on thpdeM^ "That fight involves cargo. since the Merchant Manne Art . a system to phase out the "A thousand new ships anthe Vietnam war wound of 1936. That Art had mitiated "runaway- fleets of the unsubchored at every Amencan port down, HaU LnS fede^dl subsidies for the mer­ won't provide a single new job stimulus was needed if the U.S. chant marine's liner tr^rt. . '''•itipXr-.hat all com- unless we do our shme m the merchant marine was to survive At the time of ponents of all Amencan^ag to put passage. Hall said that the biU ships be made and assembled m .effort in the 197ffs. . . Hall did exactly what fte smo With that goal m mind, tiau "offers the mechanism ^ f"™® the United States. ^. must be done, D-^ngThe next became the architect and father new life of vigorous Chief spokesihan for the bill on decade,' he fought f« |®®f ® ^ of the modern merchant industry that has 1^ neariy the Senate floor was Senator , preference laws, f®' "j'®" He was to initiate and fi^t for knocked to its knees. ^ RusseU Long(D-La.). H® trade agreements, and for many measures to revitto the Among the P""" *^0 terized the measure as ® Pr^ !mpl®m®^t®»ion of the to ttat U S. merchant fleet. The 19 Merchant Manne Act of 1970 gram to revitalize our Merely provides American ships with no Merchant Marine Act was he were the following: , ^ , Marine AW so that it wiU iess than 50 percent of govern ereatest achievement in this area. I authorization for federal viable and workable in wartime The feat of getting thB Act funds to help construct 2W new "CKuccessingettingthe passed by Congress in the of cargo vessels over a 10-year ^"senatorwarren G. Magnuson Merchant Marine Art of 1970 1970 was suitably described atthe m-Wash), one of the sponsors oassed by Congress and signed by time by AFL-CIO Secretary- '^"°tmt deferment privUeges for UtfAct, told his fellow President Nixon jvill prohahly go Treasurer Lane Kirkland, who is all American-flag senators that, 'The bUl lays the down as his most outstanding now president of the ^hor Previously, under the Merchant legislative groundwork for a long Federation. He called the bill the Marine Act of 1936, these overdue rehabilitation of our legislative victory. As HaU himself wrote, the Art •miracle of the 91st Congress. privileges had only bera available The reason for that descripuon to 14 liner companies operating ^i^jieedsotoUrl^Pf'"^ "closes out an era ttot heg^_ years ago, and introduces a new «as that the bill was passed i^a on fixed routes. 1 and defense.'* . - ., L of rules designed to allow the year when Congress and the . extension of both construo However, the Merchant Ma­ U.S.-flag fleet to compete in the ^ministration had ooj-tailed tionand operating ^taidies^w rine Art of 1970 was on y a patterns of toda^ bulk carriers. These subsidies h^ beginning. With his usual^ trade One of the best tributes hat been available only to the ness, Raul Hall realized that no could be paid to Paul Hall will be handful of liner operators since matter how good the Act was, it the continuance and full use of ""Jn T?oU-caU vote, the House was still only a first step. In a anproved the Act by 343 to 4. The • authorization for the Seere- column he wrote in the Log m this Act. Se, with nearly 70 senators tary of Commerce to administer on the floor, adopted the measure M «i sr.rt.'-Kts.s " :/i-J -"y r: 28 / LOG / July 1980 �-?Lg. ^ -• -V .4H - Tributes irom Congress • IFollowing are the remarks of three United States Senators upon learning of Paul Hall's death. These statements were made^a permanent part of the Congressional Record Congressional Record—June 25,1980 Senator Jacob Javits (R-N.Y.) Sailor's Union of the Pacific which was headed by Harry Mr. JAVITS. Mr. President, Lundeberg, the founder and the this past Sunday, Paul Hall, the president of the SIU. Upon president of the Seafarers Inter­ Lundeberg's death in 1957, Hall national Union died of cancer in became president of the SIU and New York. The entire American also became president of the labor movement mourns the AFL-CIO's Maritime Trades passing of Mr. Hall, who served Department. not only as president of the SIU Last April 10, I had the but also as a vice president of the privilege of addressing the thou­ AFL-CIO. sands of labor union officials and Hall devoted his entire work­ members who gathered to honor ing life to seafarers and to the Hall at the annual dinner of the welfare of seafarers. He began his New York Harbor Festival working life on the sea as an Foundation. The great outpour­ engine room wiper earning $1.60 ing of affection for Paul Hall per day in the 1930s. In 1938 Hall expressed on that occasion amply participated in the founding of demonstrated his contributions the Seafarers International to seafaring generally^ to the Port Union, in an effort to develop a of New York, and, of course, to labor organization for seamen the members of the SIU. Paul Hall was truly one of that was free of Communist domination then prevalent on America's great modern labor\ leaders who came to leadership our Nation's waterfronts. After service in the merchant during the turbulent decades of marine in World War H, Hall the 1940's and 1950's. He admir­ returned to New York where he ably served not only the seafarers became a port patrolman, and he represented, but all American was elected the SIU's Port agent workers in his vision of economic for New York. In 1948, Hall progress and social justice for all. became chief officer of the SIU's I join with the members of the Atlantic, Gulf, Great Lakes and SIU and with the entire labor Inland Waters District—one of movement in mourning the pass­ two component organizations of ing of this distinguished labor the SIU, the other being the leader. United States Senate Congressional Record — June 25, 1980 A Senator Bill Bradley (D-N.J.) Mr. BRADLEY. Mr. Presi­ dent, I would like to pay tribute today to Paul Hall, leader of the Seafarers International Union, vice president of the AFL-CIO, and a truly great resident of New Jersey. Paul Hall was a most unique convergence of intellectual ca­ pacity and the common touch, strength and sympathy, and idealism and practicality not often found even in outstanding leaders. He fought the good fightsfirst against the Communists who sought to subvert the purposes of the Seafarers International Union during its beginning and, later, against racketeers attempt­ ing to infiltrate union halls and ships manned by his members. •J'. Paul Hall stood for integrity and enlightened leadership in the American labor movement and in the affairs of our Nation. We have lost a special citiz^p of qur country. Congressional Record—June 24, 1980 Senator Ted Stevens (R-Alaska) Mr. STEVENS. Mr. Presi­ dent, it is with deep regret that we note the passing of Paul Hall, president of the Seafaters Inter­ national Union of North Amer­ ica for nearly a quarter of a century. Mr. Hall has been one of the driving forces in the devel­ opment of U.S. maritime policy and leaves behind him a legacy to be carried on by his 80,000member union. Mr. Hall has had a long and distinguished career of public service. He has served as Presi­ dential-appointee to committees or commissions under four Presi­ dents—Johnson, Ford, Nixon, and Carter. During his distin­ guished career in the American labor movement, he rose to the position of senior vice president of the AFL-CIO. Mr. Hall has received numer­ ous awards for his work both in and outside of the American labor movement. In 1973, he received the labor rights award from the Jewish Labor Commit­ tee. In 1968, he received an award from the State of West Virginia for his help in providing jobs for disadvantaged Appalachian youth. In 1962, his work in the urban areas of this country was noted when he received the Civic Center of New York humanitar­ ian award for his work in rehabil­ itating youth offenders. The list of Paul Hall's awards and achievements are seemingly endless. Perhaps, his impact on the maritime community is best felt through the graduates of the Harry Lundeberg School of Seamanship in Piney Point, Md., which was established by Mr. Hall. The school's graduates presently sail on more than 2()0 ) , American-flag deep sea ships world-wide and nearly 500 tugs and towboats throughout the United States. This country has, indeed, lost not only a great driving force in the maritime community but also a man of enormous civil achieve- . ;i' menl. ; r/ ' • '\ J ' • •; '-C July 1980 / LOG / 29 , �-v — '• •• •.- • , -:V"'• ,,'''i '•'". • •-.lie.- •>.-•»-•• ,-"<4 Tributes from Congress Following are the remarks of severalUnited States Congressmen on thefloor of theHouse of Representatives after they had learned of the death of SIU President Paul Hall. These statements were then printed in the official Congressional Record. Congressional Record—June 24, 1980 11 ;fV i I''%• m': A' Vaf-: '* 'll 1'!^' .»'-KC Mr. MURPHY of New York. Mr. Speaker, the death of Paul Hall, one of America's most exceptional and distinguished public figures, removes from th^ scene one of the American labor movement's finest statesrnen. I numbered him among my closest friends, and I am therefore doubly saddened by his passing. Paul exemplified the best in public-spirited, highly moti­ vated, and patriotic service to his brother seafarers, the maritime industry, and his country. He was a giant of a man whose remark­ able successes in life never altered his modest, self-effacing way. Paul Hall was a tireless propo­ nent of an improved merchant marine and an aggressive advo­ cate for improved working condi­ tions for American seamen. No stranger to the legislative process, he always insisted upon taking the high road in developing laws to enhance the standing of the seagoing work force. Mr. DINGELL. Mr. Speaker, a good friend of the Seafarers and a dominant force in America's maritime labor movement for four decades, Mr: Paul Hall, passed away Sunday afternoon, June 22, at Columbia Pfesbyterian Hospital. Mr. Hall was president of the Seafarers for nearly a quarter of a century. He joined the union as a charter member In 1938, in 1944 he was elected the New York port agent of SIU's Atlantic and Gulf district, and was elected the chief executive officer of SIU's Atlan­ tic and Gulf district in 1947. Mr. Hall was also a senior vice president of the AFL-CIO and, since 1957, president of its 8million-member Maritime Trades Department. MTD grew -from a small struggling organiza30 / LOG / July 1980 department of the AFL-CIO. For his contributions to the maritime labor movement and for his decision toward the advancement of the disadvan­ taged youth of this Nation, Mr. Hall has received numerous awards. Mr. Hall's proudest achieve­ ment, was the establishment of the Harry Lundeberg School of Seamanship in Piney Point, Md., in 1967 for the training of young people for careers in the merchant marine. Graduates of this school can be found aboard more than 200 American-flag deep sed ships and 500 tug and tow boats throughout the United States. We will remember Mr. Hall's achievements, his friendship, and his devotion to the labor move­ ment. -'.-4 *•• ' .,::iL£r •• Congressional Record—June 25, 1980 Mr. BIAGGI. Mr. Speaker, I wish to note with extreme regret and deepest sympathy for his family, the passing of one of America's truly great leaders, Paul Hall, president of the Seafarers International Union of l^orth America. I have known Paul Hall for many years and have been the grateful recipient of his personal support and the support of his organization. In his nearly four decades as a labor leader, he has been one of the most articulate, forceful, and effective spokesmen for the working people of this Nation. His contributions to our society, and in particular to the society of the maritime industry, are impor­ tant, progressive accomplish­ ments which I predict will stand the test of time. As an active member of the Merchant Marine Committee, I understand the importance of having Paul Hall on your side. His help and support in pass­ ing the Merchant Marine Act of 1970 was indispensable. Without him, I do not think it an over­ Representative John Dingell tion to the largest and most active and politically influential (D-Mich.) •a TT 110^ X AO lAS w OI Representative John Murphy (D-N.Y.) Congressional Record—June 25,1980 ' . '-m . Representative Mario Biaggi (D-N.Y.) statement to say, there would have been no Merchant Marine Act. I truly feel that Paul Hall deserves the thanks and recogni­ tion of Congress and the nation for his contributions to the betterment of our way of life. And for his unsurpassed achievement in giving the U.S. maritime industry a present and a future, 1 would like to offer a title for Paul Hall fitting his accom­ plishments. With great pride for a true friend, I suggest the simple phrase 'Tather of the Modern American Merchant Marine." •• .-. Paul Hall was a gentleman of great distinction, high accom­ plishment, and vast wisdom. Hi^ loss, while severe, is made easier by the realization that he leaves behind one of America's finest labor unions, the Seafarers International, under strong new leadership, fashioned in his image. Congressional Record—June 25, 1980 HON. FRANK THOMPSON, JR. OF NEW JERSEY IN THE HOUSE OF REPRESENTATIVES Tuesday, June 24t 1980 Mr. THOMPSON. Mr Speaker, the Nation and the labor movement are diminished today by the death of Paul Hall, who guided the Seafarers Inter­ national Union for the past 23 years as its president. Paul Hall's impact on the labor movement went far beyond his role as leader of the SIU. He was an effective and vocal spokesman for the rights of all working men and women and for the Nation they served. Paul was one of a rela­ tively small group of seamen who joined together in 1938 to orga­ nize the SIU. He knew at first­ hand the problems of the men who man our ships for he sailed himself as a wiper and as an oiler. He knew the men who were his shipmates and he devoted his life to improving their wages and ' K-W • • T_ • working conditions and as we know, he was an articulate and outspoken proponent of a strong American merchant fleet. Generations of young men and women who will go to sea in the years to pome will be indebted to Paul Hall and his leadership in establishing the Harry Lunde­ berg School of Seamanship which opened in 1967 in Piney Point, Md., to -train our young people for maritime careers. It is my hope that the graduates of that school will honor Paul Hall's faith in them, and dedicate their careers in the American merchant fleet to his memory. Mr. Speaker, I join with my colleagues to extend our sym-r pathy to .Mrs. Hall and their children in this hour of their grief. �• ... r/-•:-•••--. • • _.,. -.• J' C' , • "' .'•• IK.VK- 'i. -••- .-. Congressional Record—June 25, 1980 Representative Joseph time Trades Department, and senior vice president of the AFLAddabbo (D-N.Y.) PAUL HALL: "THE FATHER OF THE MODERN AMERI­ CAN MERCHANT MARINE" 1914-80 Congressional Record—June 24, 1980 Hon. Leo C. Zeferetti the Merchant Marine Act of of New York 1970, perhaps the most impor­ In the House of Representatives tant piece of maritime legislation Tuesday, June 24,1980 ever enacted by Congress. The TRIBUTE TO PAUL HALL, act enabled a faltering American OUSTANDING AMERICAN merchant marine fleet to rebuild MARITIME LEADER. and become more competitive Mr. ZEFERETTI. Mr. Speak­ with foreign shipping fleets. er, it is with deep sadness and As a result of Brooklyn's regret that I pay tribute to the proximity to the sea and the memory of the late Paul Hall, many docks add shipping piers president of the Seafarers Inter­ within my congressional district, national Union of North Amer­ Paul and I earned a mutual^ ica (SIU), who died June 22 at the admiration and respect, both oii^ age of 65. a personal and a professional As a close personal friend of level. We worked together on a Paul, I can attest to his unique number of projects designed to leadership qualities as well as his revitalize the New York City warmth as a human being. . Harbor, and the increasing vol­ Paul Hall represented the ume of maritime trade and epitome of the American work commerce passing through the ethic, having begun his career in city's harbors stands as a testa­ the 1930's as a fireman sailing out ment to Paul's leadership within of his home port of Mobile, Ala. the industry. ^ He joined the SIU as a charter Above and beyond his profes­ member in 1938 and worked his sional achievements, Paul Hall way up through the ranks to never lost the warmth and charm become president of the union in that made him so popular with 1957, where he worked tirelessly his many friends and acquain­ in shaping the organization into a tances. We became fast and thriving and vibrant union with a lasting friends, and I will sorely membership of more than 80,000. miss his expertise and advice in In addition to his role in the SIU, the years ahead, a time so crucial Mr. Hall served as president of to our merchant marine fleet. the AFL-CIO Maritime Trades Mr. Speaker, I want to express Department, which he „built into my deepest sympathies to Paul's the largest department within the wife. Rose, and to his family. I AFL-CIO, comprising 43 na­ also want to assure Frank tional and international unions Drozak, acting president of the with 8 million American workers. union, of my ongoing support in During his brilliant career, attaining the goals for which my. Paul served as an adviser to good friend, Paul Hall, worked ^ residents since the days of so lohg to achieve. He has arry Truman, and he was a certainly left us with a good central figure in the passage of foundation upon which to build. Mr. ADDABBO. Mr. Speaker, on Sunday, June 22, Paul Hall, one of the greatest labor leaders and humanitarians in this Na­ tion's history, passed away. In honor of his remarkable life, I would like to take this opportun­ ity to pay tribute to a man many consider "the father of the modern American merchant marine." I am sure my distiurguished colleagues present today will agree: when I say that America has lost a fighter, and friend to the millions of Ameri­ cans who earn their living from the sea. I had the honor of meeting Paul very early in my Washing­ ton career. I knew at the very outset of our friendship that Paul was a very special man, full of dignity, foresight, and compas­ sion. For four decades he gave all the energy his body could muster to the American maritime worker and for the American maritime industry. Paul was President of the Seafarers International (Jnion of North America since 1957. He was chief executive officer of the SIU Atlantic, Gulf, Lakes and Inland Waters District since 1947, as well as serving as president of the 8 million member AFL-CIO Mari­ ClO. He was lio stranger to working with Presidents, serving on various commissions and Committees dealing with mari­ time needs since the Johnson administration. He was the chief architect of the Merchant Marine Act of 1970, legislation many consider the most important piece of maritime legislation to be passed in 50 years. This act enabled the American merchant fleet to vaylt into the age of automation and high technology of this and future generations. Perhaps his proudest achieve­ ment was the establishment in 1967 of the Harry Lundeberg. School of Seamanship in Piney Point, Md., for the training and upgrading of young people for careers iil the merchant marine. He believed in the. youth of America, considering them a precious resource that must be utilized to full potential. For his work on behalf of youth, Paul was awarded numerous awards for his work in providing jobs for young Americans, especially for disadvantaged youths. Paul Hall's passing has left a void in the maritime industry that will be hard to fill. His tremen­ dous contributions will long be remembered by those who have benefited from his work. My pt;a^rs go with him and are with hisBevoted wife Rose and his jMren in this difficult time. - '.i • /.t ''•t MM- . ^ •: ' �iu ..I I r- , I n11 I mn I II 1*^ Victor Riesel is a long time syndicated columnist for the Held Newspaper Syndicate. Mr. Riesel, a long time friend of Paul Hall, Iws specialiaed in labor reporting for many years. 'i i Requiem for the Seafarers' Paul Hall by Victor Riesel •' 'A '. • fe -'• • -.• •i.'Vf .. • 5^ h-m • i r-S .i» 'i- ,-•• ,• "S- 'f •• - 9 f'" i' ^ • •. - "J •^r- • - 'i NEW YORK—"They" tried to frame Paul Hall, the Seafarer. They, the mob, failed. They tried to execute him. They couldn't. They assigned a red-headed hood to walk into a Chicago Chinese restaurant and shove a loaded gun in his face. The thug was crunched. I met Paul Hall long ago when I ran all the way to the Seafarers International Union headquarters when it was in lower Manhattan on a tip that a man was hanging out awindow dripping blood. This wasn't a man. This was a goon with a gun who had shoved a hot pistol in Hall's gut demanding a card to ship out. Instead, after Hall slugged him, the gunman was bounced off the ceiling and the walls and was hung out to dry. Paul Hall, SIU chief since 1957, won most of his bouts—like beating the Chicago underworld in the fight over taxi jurisdiction orstandinginfrontof the Teamsters'jimmy Hoffa's sleeping quarters once, hollering, corne on out and fight you gutless—and bring your troops. Hoffa didn t stir. Last Sunday, battling as he had lived. Hail lost his final fight. He died of cancer. For almost a year he had defied it. Then they came to mourn. Some from the White House. Some from waterfront joints. Most of the nation's labor chiefs. And some of the country's major corporations' chief executives. For it wasn't all blood and guts. Hall, at 65, was the AFL-CIO's senior vice president. He could "belly up" to the bar in any stinking dockside slop joint, And he could scatologically outrace the language of any sailor without a year of shore leave. Yet when he sat in the AFL-CIO Executive Council or with Presidents of the U.S. and their most powerful aides or with such corporate chairmen as General Electric's Reginald jones, he was an erudite ocean transport scientist, a self-made scholar in governmental operations, taxation, health services costs and cooperative labor-management planning for the national good. Paul Hall, once a 6-foot blondish Viking type, also ran the most polished, heavily-financed political machine in the land. Once I heard a world famous analyst observe, "Hall is Talleyrand, Machiavelli, Disraeli, Golda Meir and john L. Lewis all in one." For years. Hall dealt in presidents and with presidents. He knew jerry Ford when most labor leaders didn't know the Michigan congressman from a Pinto. In 1976, Hall could have re-elected Ford becadse "Paul" always played arithmetic t politics. He had the votes to throw to his old friend Ford. But the ex-president, after having invited Paul to Vail, Colo., for conference, refused to back a cargo preference bill which would have put considerable oil and grain tonnage in American vessels. Jerry Ford vetoed that on principle. Hall vetoed Ford, as he had vetoed other Presidents. Years ago, some union chiefs lunched with the late President Lyndon Johnson. Irked by Hall's beating him on a congressional bill, Johnson pointed to "Paul" and said, "There's the one man in Washington I can't Cbeat." . When Jerry Ford killed the cargo preference bill and vetoed Ihe extended construction trades common situs picketing bill^ Hall geared up his political machine. He worked with tf^^ construction trades unions to support Carter, as he had for Dick Nixon because the latter had been a "good maritime president." Mall maHfk rp>rtain that lerrv Ford would lose New York state. 32 / LOG7 July 1980 But first. Hall got candidate Jimmy Carter to sign a long letter in the Park Sheraton Hotel here promising to deliver a cargo preference bill. Paul Hall watchers knew h'e could swing the "swing-state of New York. In 1974, he rolled out the barrels of campaign funds, the bandwagons, the loudspeakers, the strategy sessions, the precinct campaigners and pushed a relatively unknown Congressman, Hugh Carey, through the primaries. And then helped make him governor. Hall wasn't a one-man band. There were the other waterfront unions, the longshoremen and marine engineers, et al. But Hall was the organizer. He always played for the big political money. It was to Paul Hall, in the early '70s, that the late Nelson Rockefeller sent Spiro Agnew to ask for help. In the late '70s Jimmy Carter dispatched his men to woo "Paul." He didn't need urging. He knew the value of an incumbent president. So, he gabbed oneon-one with Hamilton Jordan—vyho listened and won. And Hall sat one-on-one with Charley Kirbo—who listened, too. And in 1979, Paul Hall created the Carter labor committee. But Hall didn't go to the White House. When he got such invitations, he'd defer to his chief, the late AFL-CIO President Meany. Hall was "George's" centurion, when the Old Man was healthy or ill. And for years. Hall built incumbent AFL-CIO President Lane Kirkland's power base. It always was "Paul" who kicked off the discussions at the Council meetings which made final AFL-CIO policy. The newer Council members, and Lane, looked to Hall. This is a requiem for Seafarer Paul Hall and not the "movement." But there will be changes. Who knows what? In the early 1950's Paul Hall, then head of the SIU A&G District, meets with columnist Victbr Riesel at Union Headquarters. �d'- :~ .-v. •' ,:.- •' . • the hJillti" * iT?"*?* '®'""'"M and a long lime official of the International Ladies Garment WorkersXInion. Paul Half: America's No, 1 By GUS TYLER Paul Hall is dead. After many decades of brawling and battling, daring and doing, dreaming and scheming on a global scale, the angel of death came to him on a mission of mercy. To those who never knew or even know of Paul (and they are millions) I should say that he carried the prosaic title of President, of the Seafarers' International Union. Paul would refer to himself as America's Number One Sailor. That title Number One Sailor—was much more than a statement of where he stood in the hierarchy. To Paul, the phrase summoned up the spirit and the tradition of the men who go down to the sea in ships and especially of those who fought the long bloody battles to free the tars from thetyranny of the despotic captains and their mates. If you met Paul and judged by his bulk, you would conclude that this rnan never got beyond talking in four letter words. If you saw him on a picket line, targeted by some gangsters, you would conclude that he was "The Hulk" in action. That was one side of Paul and a side he displayed proudly. The seas were not made for sissies, especially in earlier days. The elements were mean. The bosses were brutal. The colleagues were not concocted out of sugar and spice. The enemies were bestial and brutal. To survive, you needed guts, gumption, and an appetite for more. But then there was the other Paul, the pne with whom my wife and I spent a long afternoon and evening at his training school in Piney Point, Maryland—the Paul who spoke with" flawless grammar and rolling rhetoric, with many passing courtesies to the fair sex, and with regular references to the men who wrote the Great Books of Western Civilization. Paul could read and he did read widely. He was a quick study picking up by intelligence and by intuition. And, here too, he was a sailor, because among the wanderers over the waters, there is a long and honored tradition of intellectuality. America's greatest playwright, Eugene O'Neill, was a sailor. 3o was Richard Henry Dana, product of Harvard, who wfote Two Years Before the Mast." So was John Masefield, Britain's Poet Laureate, who wrote, "I must go down to the seas again." So was Joseph Conrad. So was my good friend, Noah Greenberg who founded and led the New York Pro Musica.^ The lure of the sea was hypnotic to many of these creative minds. The ship was the gateway to exotic worlds. The oceans were an escape from the insularity of the landlubber. The idle hours were moments for reading and contemplation. Sailing was as enriching for the mind as it was toughening to the body. In the councils of American labor, Paul commanded the highest respect. Many unions owe their life—their existence and their success—to Paul's muscle and mentality. He gave of both generously. In the top body of the AFL-CIO, he was known as George Meany's strong right arm among the international presidents. When Paul came to seafaring he was just a kid out of Alabama. He had distinguished himself as a bit of a prizef ighter Then one day, he discovered a great big world out there and he bullied and brained his way into it—to taste it, to enjoy it, and then to play his role in remaking it nearer to the heart's desire. Copyright, 1980, Cus Tyler Columns. With him froIn tL loJ 1/ that Paul Hall founded in 1979 meet with Evan Dobelle (far left), national chairman of the Carter/I^ondale Campaiqn Committee Shown Sol ChaikTn^ T president. Communications Workers of America: Paul Hall; William H. Wynn. president, UnitedFood and Commercial Workers InternSonal Un?^r? BrotherhSdS Rfll^iJrlTA Union; Murray Finley, president. Amalgamated Clothing and Textile Workers Union, and Jack Otero vice Sre^d^n^ nood of Railway and Airline Clerks. Not pictured but part of the Committee is Jacob Sheinkman. secretary-treasurer. Amalgamated Clothing and Textile Workers Union My 1980 / LOG / 33 0 , �Letters, Telegrams From Across the Nation Union Headquarters was flooded with letters and telegrams from every part of the country when Paul Hall's death was announced on June 22. Here are some of those letters. Paul Hall was the best company in the world. I met Paul Hall at the AFL-CIO merger convention in 1955. He was already something of a figure, lately in the lead in the fights on the New York waterfront. We started talking about the Seafarers and then about everything else, about ports of call and grand strategies and the qualities of men, and never stopped until recent years, talking sometimes into first light in Brooklyn and Piney Point and the Coachella Valley and other places. I always hated the talking to end. There was a heroic air about him, a sense of special fitness forthe job, the taste of almost unlimited courage of any variety, the utter commitment you read about in Andrew Furuseth and knew in Harry Lundeberg, the quality of the rock you saw in George Meany, the look in the eyes and the bearing of the captain that reminded you so much of John L. Lewis. We all knew that nobody in the labor movement of his or any other time had given or gambled more of himself for his brethren and his country, that he was a special kind of man. i He was a marvelous friend. John Hutchinson Professor of Industrial Relations University of California at Los Angeles Graduate'School of Management . Maritime labor has lost a giant of a man with the passing of Paul Hall. He leaves behind a heritage of accomplishments that will enshrine him in the memory of every seaman. The officers and members of the National Maritime Union mourn his loss and offer our deepest condolences to his widow and members of his family. ^ Shannon J. Wall, , President, National Maritime Union Please accept my deepest sympathy on the passing of your international president and my longtime associate, AFL/CIO executive council member, Paul Hall. For me to praise him would be senseless since his tremendous record of achievement for his members and for all other workers will always speak for itself. My heart goes out to you and the members of the family in this great loss. Matthew Guinan International President Emeritus Transport Union of America, AFL/CIO Mrs. Rose Hall and family ^ With sadddned hearts we've learned of Paul's death over the weekend, and I hasten, on behalf of the officers and members of the Marine Firemen's Union to extend our sincere and heartfelt sympathy on your great loss—a great loss not only to you, his family, but to the great Union he so competently guided as president until he was stricken, and his many many friends in the maritime industry and the labor movement as a whole. It is not necessary that Paul Hall have a monument—hismonument is every American flag ship that exists today because of his efforts on behalf of the merchant marine—and every government employe, federal, state and city, and their families have had a much better life because of his unselfish assistance to create one of the largest unions in the American Federation of Labor dedicated to their welfare. We'll miss his enthusiasm, his foresight, and his ability to keep his ideals in the main stream of his activities, but sincerely believe his legacy will live on and continue to be an inspiration to all of us. sincerely, Henry Disley, president, •7'• • • Marine Firemen^ Union ' San Francisco, CaliL 94105 • 1 Mrs. Rose Hall and family My deepest sympathy is with you at this time at the loss of your husband from a friend who had the honor of serving under him. A member of the brotherhood of SIU. • Peter J. Garay BookG-929 » * Dear Frank Drozak: I was saddened to learn of Paul Hall's death and wanted to extend my sympathies to you and the Seafarers at this time. Paul contributed a great deal to the labor movement and his work shall not be soon forgotten. Sincerely, Birch Bayh United States Senator Pool HalL the Man: A Look inside J.: •|. Continuedfrom Page 7 important piece of maritime legislation to be enacted in more than thirty years. Because of the role he played in securing its passage, he whs dubbed the Father of the Modem Merchant Marine. Paul Hall's ability , to spot trends before they actually occurred was almost uncanny. A case in point is the Harry Lundeberg School of Semanship. When he first devised the idea of opening a training and upgrading center for merchant seamen, people thought that he had lost all contact with reality. It is only now, 13 years after its inception, that responsible industry figure^ realize what Paul Hall knew all along: the Harry Lundeberg School of Seamanship is the only thing that stands between this union and extinction. There has been a technological revolution M /LOG/ July 1^80 in the maritime industry, aiid only those seamen with the proper skills will be able to count on being employed in the future. Basically Shy' Despite his ipany honors and accomplishments, Paul Hall was basically a shy man: He disliked large affairs. His favorife form of entertainment was to go out To dinner with his wife Rose. He preferred quiet conversation to loud parties: elegant dining to conspicuous possessions: history books on the Civil War to anything else.^ The last year of his life was the happiest. He nurtured his be­ loved wife Rose to health after a serious illness. Her recovery brought him great joy. Their lives had been intertwined for more than thirty years, When he came to New York in the forties, she became his secretary. They came from two completely different cultures: he was a Southern Baptist from Alabama, she a nice Jewish girl from Brooklyn. Each gave something special to the other. He shared Ijis dreams wjth her. ^he made him aware of standards and values outside of his immediate world. When he fell ill, she rarely left his side. Every day for ^ght months, twelve hours a day, sometipies more, she was at the hospital, guarding him. rfis family was there, as was his long­ time business associate John Yarmola, who chose to stay with his old friend. Long after Paul Hall lost consciousness, members of the hospital staff came to visit him, for he had mesmerized them with his presence. When he died, there was a sense of loss at the hospital. Even people who had barely known him could feel their lives .diminished in some unexplained way. Some people's lives are linear, others are static. Paul Hall's was full. Every step he took he took with deliberation. At every juncture of his life, he strove to expand his skills and capabilities. He was. never without friends or admirers. Any person who met Paul Hall could expect a cordial receptibn. More often than not, he was able to bring out something special in the people he met, and this is .perhaps the measure of his greatness. He reacted to every person as if that person had something valuable to offer him. It is the rhre man who can do that, the exceptional human being who is able to grasp that no one man or woman understands it all,^ that even the humblest creature can teach you the most profound lesson. y• �When Underdogs Called, Paul HaM Was There ?tuL Hall was known as a P fighter. He didn't go out looking for fights, but when his friends needed help—or when someone in the labor movement called on Paul and his "white hats" for assistance, he was always in the front line beside his sailors. Paul especially liked to help the underdog—^the little outfit fight­ ing against big odds and needing a friend. One of the most dramatic examples of his readiness to lead his men in battle for an underdog was in the Chicago cab beefs of 1961 and 1962. Senator Paul Douglas of Illinois had become interested in the attempt of Chicago cab drivers to get rid of the alleged racket-dominated Teamsters Local 777, which represented the Chicago drivers. fight. A rival organization had been set up by Dominick Abata, called the Democratic Union Organizing Committee. In his courageoiis effort to take on the Team­ sters, Abata needed all the help he could get. Douglas. Abata and Irving Friedman, an attorney for the insurgent cabbies, contacted several big unions and asked for help. But they didn't get it. For one reason or another, perhaps because they hated to tackle Jimmy Hoffa's Teamsters, these outfits showed no interest. Then someone suggested Paul Hall and the Seafarers, which had acquired a reputation for being willing to do battle for an underdog. When they asked Paul Hall for tioned the National Labor Re­ help the answer was an imme­ lations Board for an election diate "yes." Paul felt no qualms based on the allegation that about pitting his small union of Glimco's local was engaging in seamen against the mighty unfair labor practices by resort­ Teamsters, with 100 times as ing to "threats, intimidation and many members. He had done it violence." The NLRB agreed. before in Puerto Rico and he Elections were held, and the hadn't found Hoffa all that DUOC had won the right to tough. represent Chicago drivers as their During the previous AFL- official bargaining agent. Now CIO convention Paul had, as the Glimco was out to upset this Chicago Daily News put it, ruling and take over again. "denounced Hoffa in words so With the help of Paul Hall's strong that the official minutes of sailors, Abata fought off this the convention had to be phony take-over. It was a tough amended to printable language.' fight, with the mob using violence The Teamsters had been expelled and intimidation to regain from the AFL-CIO several years control. DUOC came out on top. before. In January of 1962, Paul went A hard-hitting team of SIU to Chicago to present a charter to men from New York and other the new cab union. ports went to Chicago to set up "We sought a charter from machinery for the cab driver's Hall's union," said Abata, "because it is a clean union, the Joey Glimco, who had headed finest union in the world and is the Teamsters local, had been run by an honest man, Paul described as "Jimmy Hoffa's Hall." racketeering henchman." AtJust before the charter presen­ torney General Robert Kennedy tation, Paul found himself in the had ie'scribed him as "one of middle of a fight when Glimco's Jimmy Hoffa's hoodlum lieu­ men started a free-for-all at the tenants." Hamilton Hotel, where the The Teamsters were sure that ceremony was to take place. they had enough money and Paul, Abata and their friends muscle to overwhelm the sailors drove the attackers out into the and send them back to the coast sfieet, with Paul decking several in the process. When it was over, in defeat. But it didn't work out that way. he went back in for the ceremony Paul Hall and Abata and their and the picture taking. It later became known that this aides planned a careful strategy to combat the opposition's habit wasn't the first time that Glimco's of making the cabbies do what tough guys tried to rough up the they wanted through threats of head of the Seafarers—or worse. bodily injury, When Paul had gone to, DUOC had previously peti- Chicago late in 1960 to confer A committed champion of the underdog. Paul Hall never refused a request to help out in a just cause, no matter what the odds. He took his Seafarers to Chicago ip 1961 and waged a successful fight to purge racketeers from the Chicago cab drivers union. In 1962 he presented the cab union with an SIU charter. with dock workers and other labor leaders, an attempt was made to shoot him. They were dining in the Drake Hotel when the president of a Teamsters dock workers local walked up, revealed a gun beneath the hat he held in his hand and said "how do you want it... here or outside?" Someone diverted the man's attention. Steve Leslie, head of the Operating Engineers Union Local 25, sitting beside Paul, grabbed the gun and a battle broke out with a gang of Team­ ster sluggers. "We finally got out of the joint," Paul recounted later, "but we had to fight our way out." From the Drake, Paul, Leslie and several others went to another hotel where Teamster big shots were holding a confab. Paul ^^'ent up to them, handed over a paper bag and said, "Here's your gun. I don't want to keep any Teamster property." Because the cab drivers had not received a wage increase for 12 years and because they lagged behind in various benefits, the union declared a strike in March of 1962. Paul and his men went to Chicago again to help them in this battle. When Glimco threatened to walk in again and take over by breaking the strike with Teamster help, Paul drove up in front of Teamster headquarters and said, "I dare Glimco or anyone else to send men through our picket lines. Glimco is a fink. This is a battle of the ordinary little guys against the hoodlums. And I say we'll fight like hell." Glimco and the Teamsters did not accept the challenge. The strike ended after 20 hours, with the drivers winning a pay boost, a union shop, a bonus plan and other benefits. Thie Chicago cab beef can be summed up in these words from a "victory" booklet put out at the time. "Despite bverwhelming odds, a complete lack of finances, the combined weight of the Chicago crime syndicate and, the Team­ sters, the Chicago cab drivers have won their struggle." What the booklet didn't say was this. The struggle was won because Paul Hall was a fighter who never held back from leading his men when he thought he was fighting in a good cause. He instilled that spirit into his sailors, the 'Svhite hats" of whom he was always so proud. July 1980 / LOG / 35 v V- 1 ' .. �....A-. - y~^ ^ -S!ET=&v~'^--S-iiEfca • w- «%- Building Piney Point—It Didn't Come Easy by John Bunker M •r- •I Y fondest memories of Paul Hail are from the time I spent at Piney Point during the often-hectic period of turning this former naval station into a training school. Paul commuted regularly from New York and , Washington to Piney Point and there wasn't a detail he ever missed about the progress of construction. Every day he was there. Summer heat or winter cold, he would mount one of' the electric golf carts for a building-by-building, foot-byfoot survey of the operation. Several times I was shanghaied on one of thesie inspections, which meant a four or five hour ride. My job was taking notes. Some of the things that happened during those construc­ tion days didn't seem funny to staffers at the time, but they brought a lot of laughs later. Paul, in restrospect, liked to laugh about them, too. There was the time, for instance, when he called the staff together in the dining room after dinner for the regular progress reports... reports as to how work was coming along at the motel ... if the grey paint had arrived for the docks...if the New York carpenters were doing their job... if the phones were installed on schedule...a hundred and one things that all won his attention. After these reports were given it was about 9 p.m. It would be bed time at most places, but Paul leaned back in his chair and li,t one of those thin cheroots. He turned to me and said, "Johnny, go up to your storeJohn Bunker is director of the Seafarers Historical Research De­ partment, and a long time friend and associate of the late Paul Hall. room with a couple of the boys and bring down all that nautical stuff you've got stored up there." 1 had been collecting ship's wheels, lanterns, pictures and other things for eventual decora­ tion at the "Point." When we had assembled 40 or 50 such items, Paul positioned his chair for a commanding view of all walls and said, "O.K. boys, let's decorate. Start with that big ship's wheel." There was Eric Klingwald, the steward; Frank Mongelli, Ken Conklin, Bob Matthews, myself and several others. Paul directed our efforts like a field commander. "That wheel's too low...up a foot or so...there, there...that's better. Move that picture a little to the left... that harpoon looks better over there...that figure­ head should be in the corner... a little to the left." Around about midnight, when the gear was all hung to Paul's satisfaction he turned to me again and said, "Johnny, we need something big and salty to put in the entrance to the dining room. What have you got?" Paul never liked answers such as "maybe," "can't," or "1 don't know." The only thing 1 could think of quickly was one of the ponderous anchors from the old fishing schooner which had just come down from Nova Scotia. She is now known as the James Cook. "A big anchor!" Paul agreed. "Yeah, that's just what we need there." Turning to Frank Mongelli he said, "Take some of the boys and bring that anchor up here." Frank hesitated...and with good reason. The big iron anchor had been dumped over the side into the St • '*'• Here's Paul Hall, megaphone in hand, at Piney Point back in the late '60s during a dedication ceremony for the Zimmerman. Paul Half made sure that every last detail was handled properly during the building of Piney Point. harbor mud for use as a mooring. Frank explained the problem. - :As fa r as Paul was^ concerned, that was no reason why it still wouldn't make a good decora­ tion. "O.K., Frankie,"hesaid inthat soft tone which ho one who knew him ever mistook for anything but what it was...irrevocable firmness. "Take some of the boys and bring it up." Armed with flash lights, grappling hooks, ropes and other gear, Frankie's squad headed for the docks. Along about three o'clock in the morning the anchor was laying outside the dining hall. It had taken ten men to carry it. In another hour or so it was flushed clean of harbor muck, scrubbed and painted. It was then man-handled somehow into the entranceway and set up with a salty spray of chain and hawser coiled around it in fine nautical style. By then th„e first hints of dawn were breaking over St. Mary's Bay. Later, some telephone poles were sawed off and an artistic setting of pilings was created around the anchor to simulate the end of a wharf. But there was no rush about that, Paul said. It could be done after breakfast. To some folks, fishing an anchor out of an inky black bay at midnight might seem to be a most unusual procedure. But when Mongelli's "anchor gang" finally cleaned up, warmed up with jamoke, fired up with ham and grits and turned to for another day's work, it wasn't all that unusual. They knew Paul Hall and they knew that when Paul wanted something done it was "do it now... not tomorrow." No Admission Tests! ^Paul' Wanted it That Way OST schools require tests ' help—the youngsters who needed of some kind or other for a "boost up" to find a place in life. He was proud of Piney Point admission. and the men it produced. " But not Piney Point. Paul was proud of many And that's because Paul Hall things. wanted it that way. He was proud of how the SlU He envisioned Piney Point as a under his leadership had become place where young men who had an influential and respected member of the world family of desire and native "smarts" could find a place in life. He knew that labor unions...influential far references and social position beyond the size of its mem­ and academic qualifications and bership. He was also proud of what he all the other rigamorole neces­ sary for admission to most had done to strengthen the schools would eliminate the American merchant marine. But when Paul talked to young men he most wanted to M l i, !: f I • ii i i i 4 graduates of the upgrading program at Piney Point he almost invariably mentioned one of the things about his life of which he was most proud and which, he hoped, would en­ courage these Piney Point boys to keep on striving, "When 1 was going to sea in the black gang," he said, "I figured 1 was as smart as anybody else on the ship. Only 1 had to prove it. Saying you're smart doesn't make it that way. "So 1 got some books and studied for an engineer's license. There usually wasn't anyone else in the fo'c'sle who could help me with the problems—like figuring out boiler pressure and all those other things they ask you. It takes a certain amount of mathematics. 1 had to figure it out for myself. "But after several trips of battling with the books I decided 1 would sit for my license. And you know what? I made it. Got a good score, too. Got an original second engineer's license. Never sailed on it because I came ashore with the union. But 1 proved something to myself. Like any­ one else can do... if they try." . 36 / .LOG i July 1980 rv. �'i -^•L • -' ,•" '1.J"b:. ?T-ft y: : '• •'•''•"Vi',?'"yr5iV-" "- . 1 f-i'' *. L , ••' He Never Met a Kid He Didn't Like by Charlie Svenson P AUL Hall once told me that there wasn't a bad kid in the world who couldn't be turned around with a little tough love. From the very beginning the youngsters who came to Piney Point were the rough, un­ schooled and often rejected kids f^jom the poverty pockets of America. At first they came from Appalachia, from the hills and closed-down mining towns of West Virgiiiia. Later they were to come from the inner cities and the farms. They were rough-edged and unschooled, most of them. They h^ juvenile arrest records, many of them. But they were also proud and restless and eager to prove themselves. They were like Paul Hall, himself. Paul had a special feeling for these youn^ters. I was v^ith him many times when he would be showing someone or another around the school. One could sense his pride of accomplish­ ment when he pointed put the boats and classrooms and the other remarkable accoutre­ ments of this really unique training cenW. But there was another feeling when he watched the younger trainees as they marched and worked and played. And one could sense that feeling too. It was that of a loving parent, Paul didn't show his emotions. He kept that compassionate part of his humanness hidden behind a mask of grufness. Still, those warm human feelings shone through. I remember the times I was with him during graduation ceremonies at the school,^and I can still hear him talk excitedly about the opportunities that then lay ahead for those young men. And I remember that Paul was there when the first young man at the school received his diploma after completing the high school equivalency program there. His excitement then was not so much that the G.E.D, program was launched, but rather that oneyoung man had succeeded. It was Paul Hall's living philosophy that the students at the Harry Lundeberg School of Seamanship be encouraged to succeed. He believed from his own living experience that faith in one's self counted for every­ thing. When he talked with the students that is what he talked about. He told them that they were important. He told them that if they tried they would be all right. He told them that it was okay to succeed. Paul Hall's encouragement to the young men at the Seafarers Union training school was more than his words alone. Hef put his own unique stamp on tbe educar tional programs there which encouraged individual effort to succeed. There were no entrance examinations and there were no final grades. Every educational program at the school was designed to help the individual student. Every teacher and instructor looked to develop the individual strengths of the students. Many of the young men who went through the Harry Lunde­ berg School of Seamanship never had an opportunity to talk with Paul Hall. That's sad. Still, they all felt in one way or another his encouragement and his belief in them. But if they had talked with Paul they would not have seen harshness nor sentiment. Rather, like those who have been with him, they would have been lifted by his optimism, tempered by his sternness, and encouraged by his geinuine interest in them. To Paul Hall, Education Was the Key "Education is for the total man. As he learns he grows bigger if not in stature, at least in spirit. And learning is one of the most remarkable exercises in all human endeavor." Those were Paul Hall's words. More than that, those words formed his comrnitmenf to a program to broaden the horizons of all seafarers. Paul believed that knowledge was the key to growth. He used to say that if we can understand our problems we can then begin to resolve them. To that end he launched a number of innovative Conferences where the ship's . educational programs within the crews came to the Harry Lunde­ Seafarers Union. They were berg School of Seamanship to programs to encourage the discuss and debate crucial issues growth of an informed member­ involving o\ir union and our ship which could collectively industry. initiate intelligent courses of There are the recertification action. They were also programs programs for bosuns and stew­ to improve the quality of life for ards. And there are the many the seafarers. upgrading programs to improve Many of us will remember the the skilly of working seafarers, "You Be The Judge" forums in and to provide them with a ladder the Seafarers Log. It was Paul's to greater satisfaction in jobs. way to lay out all of the pro's and Paul was justifiably proud of con's of an issue so that the the educational achievements of membership could form a rea­ the Seafarers Union. He was even more proud of the many indi­ soned opinion. There were the Educational vidual achievements of those Seafarers who enriched their lives through the educational pro­ grams of the union. But Paul was quick to point out that the SIU's educational programs were not perfect. We had not done enough, he would say. He knew that our educa­ tional programs should be con­ stantly reviewed, and must be readily adapted to meet changing conditions and new challenges. I remember he -said one time, "We must never lose sight of what our education programs are all about. They are for the improvement of the whole man." Seafarers Rehab Center—A Living Reminder of a Man Who Loved His Broth^s Alcoholism Is a disease* it affects the mdividual physically, emotionally and spiritually. It touches all of those around him in the famify, on the job and in the community. It is treatable; with help, the alcoholic can become happily and usefully whole. It is not easy for one who is not a recovering alcoholic, or one who is not trained in the treatment of recovery, to under­ stand and accept this truth. Yet Paul came to this under­ standing in his own unique way. It was in his nature to want to help his brothers. He had seen the problem in the broken lives of many of Ms brothers within our Union. And like many, he felt helpless to.affect some kind of change in those who were suffering, some of whom were very clos^to him. .And so he began to learn all he could about alcoholism. He turned to those who were experi­ enced in the medical and counsel­ ling fields. And he talked with recovering alcoholics. He wanted to find out how he could help. He held a seminar on alcohoL ism at the Harry Lundeberg School of Seamanship, and he called in many of the leading medical and counselling authori­ ties. Present, too, were several recovering alcoholics. He was eager to learn all he could, and he held many long night sessions picking the brains and assessing the experiences of those who were closest to the problems of alcoholism. Paul used to say that our biggest enemy is ignorance. He would say many times that understanding is the key to solving our problems. And here, too, he came to understand that there was a way to help the alcoholic seafarer to recover and become a useful and whole person. With the help of those who shared their experiences with him, he set up the Seafarers Rehabilitation Center in Valley Lee, Maryland several years ago. Somebody said once that you may do all kinds of good works and you may win all manner of public acclaim, but if you do not love it is all worth nothing. This program to help the suffering "alcoholic begin his road to recovery is a living reminder of a man who truly loved his brothers. July 1980 / LOG / 37 'r\ v4: ) •.4 �Paul Hdii Dies of that he would rather sit around a table "talking to a few^ of the effective political force in the boys" than sit in ^he Oval Office family' of the trade union move^ of the White House with the ment. At his death, the MTD President of the United States. comprised 43 national and To the end, he supported th^^, international Unions represent­ underdog. A few years ago, h^ ing nearly 8 million American could be found tramping through workers. the fields pf California in support In 1962, Paul Hall was elected of the United Farm Workers. by his peers to the AFL-CIO Paul Hall never forgot where Executive Council. When he he came from. The SIU was his died, he was Senior Vice Presi­ A Legend in His Time life. Seamen were his brothers. dent of the AFL-CIO and one of Paul Hall was triily a legend in His long-term dream for the its most influential members. his time. From the famous Wall maritime labor movement was to Paul Hall's dream for Ameri­ Street Beef of 1947 where white havfc one union for unlicensed can seamen was all inclusive. He hatted Seafarers keyed a strike seamen and one union f<Jr wanted the best of everything for victory for financial workers, to licensed seamen. He was a An Adv|sot to Presidents SIU members. But he realized the tremendous battles between tremendous proponent of merger better than anyone, that no one Paul Hall has been named to was going to hand it to us on a committees and' commissions by Hall and Jimmy Hoffa's Team­ and consolidation for strength. silver platter. He fought continu­ President Johnson, Ford, Nixon sters Union, Paul Hall stood He believed deeply in the SIU ally at the bargaining table. In the and Carter. His most recent head and shoulders above his motto, "Strength in Unity." It was a year of tragedy for the words of SIU Vice President Red appointment was as Co-Chair­ opposition. He beat Hoffa in Campbell, "Paul Hall would go man to President Carter's im­ Puerto Rico in 1960 when he Hall family. He lost a sister and succeeded in winning an election his brother Bill Hall, also a long into a room of shipowners. portant Export Council. of 2,000 shoreside workers. He time official of the SIU, earlier They'd throw apples and oranges Other Presidential appoint-^ on the table and he'd come out me'nts included seats on the beat Hoffa again in the famous this year. He was heartbroken when his Chicago cab drivers' beef of the with the fruit salad." Labor Policy Advisory Commit­ old friend "Bull" Shepard, passed But Paul Hall wanted more tee; the Labor-Management early '60s. He survived two assassination away last year. than top pay and benefits for the Advisory Committee on Eco­ For Paul Hall, the long SIU. He wanted SIU members to nomic Affairs; the Maritime attempts by organized crime for have an opportunity to advance. Advisory Committee; the Na­ his work in trying to rid the struggle is over. But his victory is truly just beginning. Because And he wanted young people to tional Commission on Produc­ waterfront of racketeers. He reached out to help seamen Paul Hall's spirit of toughness, have the opportunity to take a tivity; the National Committee of other nations. He was a key strength and compassion lives on crack at a career at sea. for Industrial Peace, and the This-is why he established the Advisory Committee to the Cost- figure in developing trade uiiion in the SIU and in every SIU democracy for Canadian seamen. member who has gotten a better Harry Lundeberg School of of-Living Council. Toward the end of his career, shake in life thanks to him. ..V Seamanship in Piney Point, Md. Hall has also served with Paul Hall is survived by his in 1967. Since then the School distinction as chairman of nu­ Paul Hall was one of the most loving wife. Rose; his son. Max; has developed into the finest merous important committees powerful men in the country. He daughter, Margo, and brothers maritime training school in the for the AFL-CIO, including his hated fanfare and publicity. He country. And thousands of SIU most recent assignment as chair­ preferred to work behind th^ Peter and Robert. Paul Hall was laid to rest in scenes and let others take the members have advanced man of the Economic Policy Greenwood Cemetery on a grassy credit. skills, and thousands of young Comnllttee. hill overlooking a pond. It's only But no matter how important people from deprived hackPaul Hail has received nu­ a few blocks away from SIU grounds have found employment merous awards for his contribu­ he became, Paul Hall always Headquarters in Brooklyn, just and a chance in^tfe because of the tions in and outside the labor preferred the company of sea­ men. He said time and time again the way Paul Hall wanted it, School. movement. The School is a living, thriving He received the Labor Rights monument to Paul Hall's belief in Award in 1973 from the Jewish education and his desire to see Labor Committee. In 1968, he - SIU members get a better shake was awarded the B'nai B'rith in life. Anti-Defamation League's "Man of the Year" award. Also in 1968, Politics is Porkchdps he received an award from the The one thing Paul Hall State of West Virginia for his understood better than anyone is help in providing jobs for that the future of the American disadvantaged Appalachian merchant marine depends on the youth. In 1964, the National Com­ success of this organization in the mittee for Rural Schools pre­ political arena. Under his leadership, the SIU sented him an award for his became deeply involved in poli­ "vigorous advocacy of education tics at a very early date. Paul Hall and economic opportunities for helped lobby through Congress youth of all origins." And in the 50-50 Cargo Preference Act 1962, he received the Civic Center in 1954, which reserved for of New .York Humanitarian American ships at least 50. Award for his work in rehabili­ percent of all government gene­ tating youthful offenders. In 1968, Paul Hall was elected rated cargoes. to the Executive Board of the Boy There were many political Continued from Page 3 f-: i:. • k I at 65 victories for Paul.Hull, some big, some small. But his biggest victory came with passage of the Merchant Marine Act of 1970, which gave the American mari­ time industry new life and a future when it appeared that U.S. merchant marine might not survive the decade. He spearheaded the bill through Congress. And for his efforts, several U.S. Congress­ men, in eulogies to him, entitled Paul Hall, "The Father of Modern American Merchant Marine." 38 / LOG / July 1980 /. Scouts of America, the first labor leader to ever serve in that capacity. In addition, on April 11, 1980 the New York Harbor Festival Foundation sponsored a testi­ monial dinner to Paul Hall at which they named him the 1980 winner of the "Mr. Port of New York Award." �Following is a reprint of the last Paul Hall column that appeared in the Log just prior to the holidays last year. We feel this particular column embodies as well as anything Paul Hall's sense of compassion, vision and undying belief in the Brotherhood of the Sea, A Union of Believers . * .. r by Paul Hall T HE holidays have traditionally been a tough time for seamen. It's not much fun spending this time of year in the middle of the ocean or in some port thousands of miles away from home and family. N o matter what anyone says, you never get used to separation. It's one of the drawbacks of this business. But brothers, no matter where you are this holiday season—whether it be on a ship or a tug or if you are lucky enough to be home—SIU members have something to celebrate. I say this because as we enter the new decade of the 'SOs, we as an organization and as a class of workers have a solid, secure future to look forward to. The same thing could not have been said when this decade began ten years ago. At that time, shipping was tough and getting tougher all the time. Our domestic shipbuilding base was at one of its all time lows. There were a lot of people in maritime back then who really believed there was no future for the American merchant marine. And you know something, for those people, there really was no future. Because in this business, when you stop believing—when you stop fighting the good fight—and when you start savoring the 'good old days'instead of planning for the future, it's time to close up shop. I am extremely proud to say that the SIU is an organization of believers, an organization of fighters. When times were tough, we never hid our faces hoping our problems would all go away. Instead, we took the offensive. We launched new programs. And we did our damndest to create something good and turn things around. We were faced with an extremely tough situation in 1970. But in the ten years that have passed since then, we have truly turned things around. We started out the decade by devoting a total effort in Washington. Less than 11 months later, the Merchant Marine Act of 1970 was signed into law. The 1970 Act gave the industry hope. But it did more than that. It provided our industry with the tools to make a fresh start. At the same time, we put our training and upgrading programs in Piney Point into high gear. This enabled us to keep on top of the technological changes that were and continue to sweep our industry. As importantly, our educational programs gave us the inside track on nailing down contracts with new companies with dynamic new ideas—like the LNGs. ' In addition, we made two extremely important organizational moves involving mergers. In 1976, we in the SIU-AGLIWD and the former Inland Boatmen's Union completed a merger. Just about two years later, we and the former Marine Cooks and Steward Union merged. Both mergers have been extremely successful and benefical for everyone concerned. But our Union is an organization of individuals—people with needs and goals. And as the decade of the 70s progressed, it is important to remember that we as seamen made tremendous improvements in our standard of living. Through hard work and careful planning, we have made monumental gains in our wages and vacation benefits as well as in our Welfare and Pension Plans. It's not enough to simply have employment. The jobs we fill must also provide all the things necessary to make our lives secure. I sincerely believe we have achieved this level of security in our Union. So as we close out what in many ways has been a trying decade in our history, we can all feel a great deal of satisfaction. Because the gains we have made and the truly important things we have accomplished were achieved through a collective effort. Our Union was built on the qualities of brotherhood, unity and cooperation. We have progressed through hard work and determination. We will survive by cohtinuing to do the things that have"made us wl^dlwe are today—the best damn seamen's union in the world. : J-" . 'h i-i • , I /. . t • • July 1980 / LOG / �• vf- 1.4 .I'M SOME KKSONAL NOTES: Paul Hall: Different, Unique " i / ) .. He was different and he was unique. He was acutely intelligent. He poss^ed barrels of physical and spiritual courage, and he could define and articulate an issue in a way that would awe them all from the mightiest to the lowliest. He was, as they say of practical people, pragmatic. But he never swerved from his simple rule of personal loyalty to his brother union seamen and his friends. He was an easy touch, knd he was uncompromisingly tough. He was absolutely unorthodox in his style and he was challenged by seemingly impossible causes and objectives. He was the consummate gambler in a life that he understood was shaped and ihfluenced in so many ways by the elements of chance. Yes, Paul Hall was unique and different. Ask anyone who ever was an under-dog and went to Paul Hall when . every other means of help had evaporated. Ask anyone who ever had a good idea that fell on deaf ears everywhere else. Ask the many with unpopular but good causes who could get plenty of pledges elsewhere but not much backing. Ask the young kids who had made mistakes ahd were counted out by their communities and society—that is except for Paid Hall. Paul Hall was different and unique, all right—and he was so much more. It is universally agreed by everyone who knew Paul Hall or came into his presence that he enjoyed few things more than a chance to talk to people—strangers or friends, union brothers and corporate heads, college kids and politicians. Almost to a man they left in awe of his ability to see the world and things around us in the simplest terms. They were truly amazed by his facility for zeroing in on the crux of a problem, and in almost all ca^s, they were charmed by this seemingly huge matt, with his self-described "eight big grades"of schooling—who probably would have been stunted by higher education, although he regretted not having the opportunity. It was an odd phenomenon—but perhaps not—that first-time visitors to Paul Hall came away With an impression that he was a physical giant, considerably taller and broader in stature than he actually was. He stood at just about six feet, but many would swear he was at least six inches over that, such was the power and strength of his personal magnetism. Paul Hall conveyed a sense of absolute fearlessness in face of any difficulty or problem, spiritual or physical. But he would be the first to confess to mortal fears: what made him different from his peers in situations of this kind was his overwhelming instinct and desire for survival, and his fascination for challenge. Stories and recollections of Paul's activities and exploits far and wide as a rank-and-file union seaman and .aa,;, U. :. • -.«• V' v.:j. ^ • :'iH V. I ir..: -4- f1 •I' •Vf I • '.•ri !' .J.a ' • . i : " .-/- I;" •' -i 1• : \ !' 'J \ ;fe>^ - U ¥'• •s • /fc ; , by Herb Brand •- -i-r? ,i11 •i ' r -i '. r '• ; Herb Brand, a long time friend and assodate of Paul Hall, is farmer ed&or of the Log and premntly is PresUknt of the TransportoHon Instkute in Washington, D.C. '' y n ,.h..-\: LOG Official Puhlkalion of Ihr Scafarm Intrrnaiional Union • Allaniii. Outf. Laki'> jnil inianJ Walcr* Oisiral• AFL CIO July 1980 as a trade unionist in his crowded and busy years are already legend. He was exhilarated by them all. Though he was but 65, with much more potential for greater contibutions in behalf of his union, and his union brothers, and the maritime industy, Paul, in terms of experience, packed 100 years of living into his lifetime. He had decided some time ago to live his life "each day at a time." He was a fatalist but wouldn't be denied the opportunity to influence the events and the life in which he was involved. There were times, too, that Paul made mistakes. He was the one most able and quick to acknowledge errors in judgement in making tough decisionis. But as he said so often, the biggest mistake of all "is not to call a shot at all. w When the issue was a big one, when the shot was a tough one to call, Paul was not lacking in decisiveness Or courage. He didn't believe in playing it safe. "You win some and you lose some,"he said. Most important,he felt, was being in the game. Of all the responsibilities of his job as head of the Seafarers and his activities for the national labor movement, the moments he enjoyed most wefe those spent with his own union membership. He looked forward to his regular talks with each group of seamen as they completed training or upgrading studies at the union's Harry Lundeberg School of Seamanship, which Paul founded. He loved to point to achievements by seafarers who advanced themselves by taking advantage of union-inspired programs and facilities. Paul Hall was different and unique. And he lived a full, but too short a life. His talent and his intelligence and his rare style were universally acknowledged by his union brothers and by his colleagues in the maritime industry where the likes of his influence will be a long time in reappearing, if ever. He was a trade union representative who enjoyed his life and his work. But leadership was his profession. Hwv^s an oM photo of« young Htrb Brand, IhMcdMor of tlw Log, wffh Paul Hall ridhig tho raHa to an 8IUNA convontlon In 1993. � 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 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource July 1980 Description An account of the resource Headlines: A LEGACY OF TRUST PAUL HALL DIES FO CANCER AT 65 FRANK DROZAK TAKES OVER THE HELM OF THE SIU PAUL HALL ALWAYS KEPT THE FAITH; IT'S OUR TURN 'HE DID WHAT HE DID BECAUSE HE FELT IT WAS RIGHT' PAUL HALL, THE MAN: A LOOK INSIDE POLITICAL FIGHTS: NO ONE FOUGHT 'EM BETTER HE CRACKED TOUGH NUTS, ISTHMIAN, CITIES SERVICE PAUL HALL LAID TO REST LANE KIRKLAND V.P. WALTER MONDALE HERBERT BRAND PAUL HALL - A HISTORY IN PICTURES U.S. MARITIME CAN THANK PAUL HALL FOR '70 ACT TRIBUTES FROM CONGRESS REQUIEM FOR THE SEAFARERS' PAUL HALL WHEN UNDERDOGS CALLED, PAUL HALL WAS THERE BUILDING PINEY POINT - IT DIDN'T COME EASY NO ADMISSION TESTS! 'PAUL' WANTED IT THAT WAY HE NEVER MET A KID HE DIDN'T LIKE TO PAUL HALL, EDUCATION WAS THE KEY SEAFARERS REHAB CENTER - A LIVING REMINDER OF A MAN WHO LOVED HIS BROTHERS A UNION OF BELIEVERS PAUL HALL: DIFFERENT, UNIQUE Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 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 7/1/1980 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. 42, No. 7 1980 Periodicals Seafarers Log http://www.seafarerslog.org/archives/files/original/1c27ead7b71ad42dec0877627f11fe2d.PDF 714109b4b0367218ca98563f221dbc57 PDF Text Text - }.m' '•A' W' m Official Publication of the Seafarefs International Union* Atlantic, Gulf,.<Lakes and Inland Waters District • AFL-CIO VOL. 42 NO. 8 • AUGUST 1980 ••'W' 'WT SlU TakesOcegnic Independence on Maiden Voyage A:;. .vi V,i • •• i i' • • :.4r WK p, rn-imt . . 5-; i, SlU IIiwit Hooper • "... ^>-U'' .. 'v . 'iM ^ ••• Jc- ' ; J'i.' ,f. f ••xJy'l V ;!:•! '• :V ^•-v#v!g! ( U,S.-Flag Must Get Share of Coal Exports page 19 1 :^'k Ocean Mining Bill Signed into Law ;r-*/ .'f .-i'" Special Supplement pages 21-28 El Paso, Algeria Near Accord GOP Adopts Maritime Plank page 4 page 13 •' '• 'i-:.^ '• • MSBP?•• aBBafe^t^v. s- • .I. ' •r'-v •'^•-""'V :-yt;- •"• • •- "' y-m �. • •' ^<f-- -' . •. - • '^P {•' .. ••IK ••y^^ ; • -', ••fJ PRESICIENT'S REPORT A New Era ORE than at any time in the history of our Union, we are in a position to nail down a future so strong and so secure that nothing will shake it loose. We are on the threshold of a new era in American maritime—an era which we, more than anyone else, are helping^ to usher in. . , • It is an era that presents unlimited opportunities for us. But it also is an era that will create tremendous demands and responsibilities on each and every member of this Union. ,• ,• I say this because of the two landmark victories we have achieved m recent weeks The first is the crewing by the SIU of the 5S Oceanic Independence s. Hawaii. She's the first American-flag passenger liner to be crewed for new operation in a decade. Second is the passage into law of the Deep Seabed Hard Mineral Resources Act, better known as the Ocean Mining bill. The crewing of the Oceanic Independence signals the rebirth of an old industry. The Ocean Mining bill signals the birth of a brand new American industry. Together, they signal opportunity and continued progress for the SIU. What must be remembered here is that neither of these things were simply handed to us on a silver platter. It required major efforts on our part to change hope into reality, to change speculation into concrete gains. We are crewing the Oceanic Independence not because we re nice guys, but because we worked at it. We fought to enact the Passenger Ship bill earlier this year, which enabled the Oceanic Independence to come back under the U.S. flag. We then cooperated thoroughly with management to help put together a winning coalition that will make the Oceanic Independence venture a complete and long lasting success. , It's proper to say that the success of the Oceanic Independence will hasten a total revival 6f the American flag passenger liner industry. In regard to Ocean Mining, the doors are wide open to us. We fought in Congress for 10 years to get this crucial legislation passed with all important "manAmerican" provisions intact. It was not an easy fight. In fact, it was one of our toughest legislative battles ever. But it was worth it. Because by the end of this century, which is not all that far away, there will be at least 20 U.S. flag deep sea mining vessels, and anywhere from 20 to'bO U.S. flag ore carriers involved in the industry. I am confident that the majority of these vessels will be crewed by the SIU. We have made valuable contacts during our fight for the bill. And we have the facilities in Piney Point for the proper training programs. This, along with the respect we have gained throughout the industry because of the calibre of professionalism of SIU members, spells a winner to me. In other words, it's there for the taking. And believe me, brothers, we intend to take. Don't get me wrong. The crewing of the Oceanic Independence, coupled with passage of the Ocean Mining bill alone does not mean the fight is Over. It doesn't mean we can now sit back and enjoy. But it does mean we are moving ahead. It does mean that we continue to be effective in Washington while a lot of other people in maritime are crying the blues about what a lousy Congress and Administration this is. The fact is, that without the support of this Congress and Administration, there would be no Oceanic Independence or OcQdiTi MimnghiXX. Our programs are working. What we need now to bed it down is more of the same. We have to pour it on—with no let up. That means continued support of SPAD. It means continuing to keep on top of your profession by constant upgrading of your skills. Thes^are the things that have brought us this far. And these are the things thdt will keep us moving ahead, and eventually to our desired goal of ultimate security. M Frank Drozak :.' 5''^ I-, - ip:,- 'i:-: • 'P'j ^ ''' _• Afsaj^J :-• \ ^. "? •^'•S..;. 'P ' 'i^v :''''P^ 1-, '•• ••'''^-' cv r-' ••''"'•. •..' • -J - ;.". . •ii r. , r-arric nn Fnrm 3579 should be sent to Seafarers International Union, Atlantic, Gulf, Lakes and inland Waters District, AFL-CIO, 675 Fourth Ave, Brooklyn, NY fflsT Publ^'hef monthly. Secon™ Clas's poSge' pa.d at Brooklyn, N.Y. Vol. 42, No. 8. •August 1980. (ISSN ftOI 60-2047) 2 / LOG / August 1980 / • �Nov/; Private Sector Will Operate SL-7s T HERE are strong indications from the U.S. Navy that the eight SL-7 vessels it is planning to buy from Sea-Land will be privately operated. SIU President Frank Drozak was given these indications from Assistant Secretary of the Navy John Doyle at a meeting held the end of July in Washington, D.C. Myles Lynk, who represents President Carter, was also at the meeting. For many months SIUcontracted Sea-Land has wanted to sell these eight vessels because their high fuel consumption makes them uneconomical for the company. The SL-7's are the fastest, highest capacity containerships afloat. They can reach a service speed of 33 knots. But for some time now the ships have been forced to operate at slower speeds for better fuel efficiency. The government, which is very alloted for the purchase of the concerned right now with defense eight SL-7's. readiness and the ability to There are approximately 25 deploy U.S. forces rapidly, feels conferees who must work out the the ships would be an asset to the differences in the House and Navy. • " Senate versions of this legisla­ In letters to the President, to tion. (Then the compromise bill the Maritime Administration, must go back to the Senate and and to various members of*\ House for another vote.) Congress, Drozak has explained On the Senate side, the that the SI U is not opposed to the chairman is John Stennis (Dsale in principle. However, the Miss.) and the ranking Republi­ Union believes that the ships can is John Tower of Texas. On should be privately operated. In the House side the conferee this way, American merchant chairman is Melvin Price (D-Ill.) seamen will not lose their jobs. and the ranking Republican is In order to purchase the Bob Wilson of California. vessels, monies must be author­ In letters to the conferees, ized by the Congress. Conferees Drozak noted that the sale from the House of Representa­ should "not serve as a vehicle to tives and the Senate are now increase United States govern­ studying H.R. 6974, fiscal year ment competition with the f981 Department of Defense commerical merchant marine or authorizations legislation. otherwise result in unemploy­ As part of that $52 billion ment for American^seamen who authorization, $285 million is have manned these ships." He goes on to outline three points which he feels should be met by the Department of Defense: 1) If the vessels are not operated by the Department of the Navy with Navy crews, they should be operated pursuant to existing collective bargaining agreements covering these vessels. 2) The vessels should not be used for the routine transport of cargoes that would otherwise be carried by commercial, ships. 3) The proceeds from the sale should be used to construct vessels in the United States. In the meeting Drozak had with Doyle and Lynk, it seems that the Navy is thinking along the same lines as the Union. The SIU will continue to closely follow this issue to make sure that the jobs of American merchant seamen are protected. SIU Pays $45,000 Bili for Boatman's Twins Y DU never know when you'll need a good medical plan. Just ask SIU Boatman William "Pete" Petersen • and his wife Joan. Shortly after the birth of her twin sons, Mrs. Petersen wrote the SIU to thank it for all that it has done to help the Petersen family and families like them. Mrs. Petersen's twin sons. ^W^ At Sea' Author Looking for Copies Capt. Nick Manolis wrote a well accepted book about merchant seamen in World .War II called 'We At Sea'. Now, nearly 35 years later, even he doesn't have a copy. Manolis feels that some SIU oldtimers might have a copy of his book and be willing to sell it back to him. So if you have this book and are willing to part with it, get in touch with Capt. Manolis at 17 Battery Place, Suite 1745, New'York, N.Y. 10004. David and Richie, were born premature. Complications arose, which required special medical assistance. The boys were confined for 28 days at the Children's Hospital. The cost of their stay was $45,000, not a big deal to a David Rockefeller, maybe, but quite a shock to the Petersens. The Petersen's were lucky. They receive full medical coverage, including Major Medical, from the Seafarers Welfare Plan. Petersen works for Interstate. When we think about the Petersen family, we feel good. We think that all seamen should get the best possible deal. The SIU intends to keep it that way. Mrs. Petersen's letter read as follows: "My husband William "Pete" Petersen is an Inland member and works down South. We were recently blessed with our first children, a set of beautiful twin boys. As twins usually are, they were premature and, complications set in. They were rushed from the hospital where they were born to Children's Hospital, where it was touch and go for quite some time. They were confined for 28 days at this Hospital. The overall bills for their delivery and follow-up con­ finement and care amounted to a?bund $45,000. What would we h^ve done without the SIU Welfare Plan. The "twins" are doing great, the bills are all paid and we can only gratefully say a big "THANK YOU." Again, my husband and I want to express our gratitude and appreciation for what you have done." ST Washington Is Beactivated for NATO '80 Exercise MARAD reactivated the ST Washington (Hudson Waterways) the ex-Seatrain Washington, late last month from the National The million dollar babies, twins, Defense Reserve Fleet for military David and Richie Peterson. support of the annual NATO Reforger *80 exercise for U.S. Armed Forces in Northern Europe. MARAD says "This is an our knives. And one or two men opportunity to demonstrate that the threw their pistols into the East U.S. maritime industry can carry out assignments pertinent to River." The ex-fighter declared that national security and defense." The tanker is being readied at the when the news came that our President Paul Hall had made his Bender Ship Repair Yard, Mobile. She will take on cargo on Aug. 19 in last call he said,..."I bowed my Beaumont, Tex. for offloading in head with sorrow!...A great either a Belgian or Netherlands port. man." After that she will take part in a Jones concluded with.. ."those NATO convoy exercise. Then carry of us who knew 'his honor' best Reforger cargo back to Beaumont will love and worship him until where she will be deactivated and returned to the reserve fleet. the day we die." O/dfimer Remembers ^His Honor' Paul Hall P AUL Hall commanded "No Frank Conway out of the port of fighting, men. No violence. Norfolk, went on: "We SIU men wanted to fight our competitors. I will take care of it all." But President Paul Hall was on And no violence occurred. Recalling the above incident the waterfront with us. 'His was oldtimer George C. Jones honor' stepped in among us, as all now of San Francisco who said great leaders do," and gave the he "walked the picketline and above command. Jones, who also saved a shook hands with 'His Honor' in a longshore strike in 1954 in shipmate from a bad fall when he rode the T-2 SS William Burden, Brooklyn, N.Y." Brother Jones, who boxed in continued: "It was then that we the early '30s under the name of SIU men threw away our clubs. August 1980 / LOG / 3 m �-r '7,^»-- '''W''l House OK's 50% Blue Tickets for Deck Dept. designation on deep sea ships is that current law says that 65 percent of the AB complement WASHINGTON, D.C.—The must be green ticket AB's. Under the new provision in U.S. House of Representatives recently passed a bill—actively H.R. 5164, 50 percent of the deck supported by the SIU—which crew could be green ticket AB's. The SIU fought for this will provide more job opportuni­ provision to broaden the job ties for blue ticket AB's. opportunities for the growing The Union fought for a number of blue ticket AB's who provision in the bill which are available for shipping. changes the make-up of the AB Concerning another part of the complement on deep sea vessels. bill, the SIU succeeded in Called the Small Vessel changing a provision that would Inspection and Manning bill, the have drastically reduced the legislation is numbered H.R. qualifications for AB 'Special' in 5164. A similar bill, numbered S. the offshore mineral and oil 2523, is pending in the U.S. industry. Under it, a person could Senate. have become an AB in six Currently, most deep sea ships months. carry five green ticket AB's and The basic reason behind the six one blue ticket AB. month AB provision was the A green ticket AB must have 36 shortage of qualified AB's in the months watchstanding tfme on mineral and oil industry in the deck. A blue ticket AB must have Gulf of Mexico. But because 1212 months watchstanding time as hour work days are common in this industry, and considering the an ordinary seaman. The reason for the five and one proposed education-in-lieu-of BUI Still Pending in Senate service provisions, the bill would have really been certifying a '100 day' AB. The SIU contended that the service requirement for AB 'Special' should be increased in the bill to a minimum of 12 months if safe working condi­ tions were to be maintained. The Union won its point and the House of Representatives passed the bill with a 12-month requirement for AB 'Special'. The Union is also fighting for the 12-month requirement in the Senate bill. Another of the bill's provisions which the Union opposes but which passed on the House floor, concerns reduction of the number of AB's. On offshore supply vessels, according to the House bill, the number of AB's could be reduced to 50 percent of the crew's complement. Current law provides that 65 percent of the crew, exclusive of licensed deck officers, must be AB's. The SIU will continue to fight to have this provision changed. However, besides the blue ticket-green ticket provision mentioned earlier, other provi­ sions in the bill which the SIU supports include the following: • Termination of opportuni­ ties for companies to operate vessels through bare boat charters. Companies have been able to avoid compliance with certain inspection and manning requirements through these charters. • Lowering of the minimum age requirement for qualifica­ tions as an AB from 19 to 18 years. • Maintenance of the sea service requirement for 'AB Unlimited' at the current level of three years. The bill must still come before the full Senate. Then a compro­ mise version of the House and Senate bills would have to be worked out before the legislation went to the President. GOP Adopts Maritime Plank: Dems Will Too T i:•S,: |: HOUGH the fireworks over Ronald Reagan's choice for his running mate captured the headlines at the Republican National Convention last month in Detroit, the GOP also made news by voting to support the U.S. merchant marine. The Democrats are also expected to adopt a maritime plank at their convention in August. A short maritime plank adopted by the Republican Convention delegates as part of their party's 1980 platform called for "a strong, competitive and efficient Merchant Marine to meet the needs of our inter­ national commerce and our national security. We must arrest the significant decline," the maritime statement continued, "in the ability of American-flag shipping to compete effectively for the carriage of world commerce." Adoption of the pro-maritime statement by the Republicans was largely due to a campaign for the plank led by the SIU and the Maritime Trades Dept. of the AFL-CIO. Testifying before the Repub­ lican Platform Committee in June were MTD Executive Secretary-Treasurer Jean Ingrao and SIU Washington rep Frank Pecquex. The SIU and MTD also successfully enlisted the support of key congressmen and senators 4 / LOG / August 1980 on behalf of maritime. The maritime plank adopted at the GOP Convention was not as fa-reaching or as specific as the proposals submitted by the Union to the Platform Commit­ tee. But the Republicans did include promises that "a Republican Administration will.. .encourage the mainte­ nance and development of an American-flag ocean transporta­ tion system staffed with trained American personnel and capable of carrying a substantial portion of our international trade..." The Republicans also pledged to "promote the development and support of a domestic shipbuilding and ship repair mobilization base adequate to both the commercial and national security requirement of the United States." Several Republican Congress­ men sent letters to their Party's Platform Committee backing adoption of the maritime plank. Rep. Robert W. Davis of Michigan called for a "Republi­ can Commitment to revitalization of the American merchant marine." Rep. Don Young, a member of the House Merchant Marine & Fisheries Committee stated: "it is imperative that we construct and maintain a viable merchant fleet. In terms of security our merchant fleet acts as an arm of our defense forces by supplying personnel and equipment in support of military operations. Our Pa,rty would be doing a disservice," said the Alaska Congressman, "if it did not support a strong domestic merchant fleet." Interviewed on the floor of the Convention, Sen. John Warner of Virginia, senior Republican member of the Merchant Marine Subcommittee pointed out that "at the present time we ship more cargo in Soviet ships than we do in U.S. ships. "We've got to start afresh, new program," said Warner and make "a fundamental decision that the United States of America is going to build a merchant marine that's competitive with the rest of the world." The Democratic National Convention will be voting on adoption of a maritime plank similar to the one adopted by the Republicans when the Demo­ cratic Convention convenes in New York City on Aug. 11. Frank Drozak, president of the SIU and the MTD spelled out the Union's position to the Demo­ crats at Platform Committee hearings in June. That position has the support of many Democratic Congressmen and Senators and is expected to be passed by the full Convention. Golden Monarch Committee SIU Patrolman Carj Peth (seated center) chats with Recertified Bosun David Gilmore, ship s chairman of the ST Golden Monarch (Westchester Marine) at a payoff on July 14 at Stapleton Anchorage. S.I., N.Y. The rest of the Ship's Committee are (standing I. to r.) AB R. Matos, deck delegate and Engine Delegate Bradley R. Bourcier. Seated (left) is Chief Steward H. H. Fields, secretary-reporter. �REBORN! SWJ Crtv/^ Oceanic Independence, Marking a New Era for American Flag Passenger Liner Industry 6 P.M. on June 21st, the xm first passengers began to arrive at Honolulu's Aloha Tower Pier to board the S.S. Oceanic Indepen­ dence and officially launch the only full-service passen­ ger liner to fly the U.S. flag in nearly ten years. Passengers were greeted with the traditional flower lei and then escorted to their cabins by the ship's SIU room stewards. As they boarded, the passengers all seemed pleased with the luxurious appointments the ship afforded them. Besides spacious cabins, the liner boasts two swimming pools and three bars. One is a casual poolside area known as the 'Barefoot Bar'; another is a modern disco; and finally there is the nightclub^^here live enter­ tainment^is presented along with exotic tropical libations. The ship also has a well stocked and beautifully furnished library and reading room equipped with a piano for those who prefer a quieter evening relaxing than three entrees prepared with a good book or sipping and served as they would be fine cognac while listening to in the finest continental old standards, as opposed to restaurants. the flashing lights and Indeed the main passen­ pulsating rhythms of the ger dining area has the look disco. and charm of an elegant eatery. Its rich, warm gold Fine Food—SIU Style tones are set off by the Perhaps the most magni­ shimmering silver service ficent thing the ship has to and glistening crystal wine offer is its cuisine. Meals are goblets. prepared seemingly around Of course, the best part of the clock by an expert SIU- the ship is something the manned galley crew. The passengers probably take for sumptuous dinner menu granted—she is crewed by usually consists of no fevver Continued on Page 6 August 1980 / LOG / 5 • -"UV �•.. LiU'iiiW Mfiiir' -n- ,S Cuttinq out the cookies is Master-Baker Randy Roberts (right). Chief Cook Bob Richars (left) jovially approves. Wrench and hammer in hand are (I. ^ojO 2nd Reefer Engineer Greg Blasquez and Machinist Michael Phillips. Aboard the cruise liner in Honolulu Ha^bor_recently are (left) Rep George McCartney and SlU President Frank Drozak., "•.ft 1 1 " • Three Honoluluians welcottre with an "Aloha" the SS Oceanfc Independence and the SlU crew at her Boat uay Looking out a forward portliole one sees (ngntiuanu , on rici „ ,o June tS. aeoui iu on i./i. UU..V. rw. ,s..Dlan,ond Head in the d,stance, ° euBine gangs have more to carries 7An 750 passengers nnH and n a hnnrlled handled dutifully dutifully by by the Continued from Page 5 - the finest sailors in the world, the American men and women of the SHJ, without whom thisiovehoat' could not have been made possible. Generally, only the hotel personnel are visible to the passengers—serving drinks. STt^bTerr/making up cabins But, the deck and To wifh comfort than passengers will ever realize, Deck, Engine Gangs A-1 There was a lot of overtime put in by these gangs to make sure the Oceanic Independence would be ready for her maifien U S-flag voyagc. Just keeping the plumbing in working order on a ship that 6 / LOG / August 1980 rJatiiMwiiiirjw crew of 300 is no small undertaking. There are also the problems (which are not allowed to become bigger problems) of maintaining air-conditioning systems and stereo channels in all the cabins; as well as making sure enough "'"es are on hand for drinks. These chores are plumbers, reefer eng.nee s and other enpne dep ment personnel. Obviously, it is also i task to keep the ship s two engine rooms running smoothly. Another factor in passen ger comfort is adhering to '^^edule-and that ts "O problem on the S.S. Ciea �SIU President Frank Drozak (rear 4th right) and SlU Representative George McCart ney (rear 3rd left) pose with the cocktail waitresses of the vessel's three bars'. They are (front I. to r.) Janet Brodie, Sandy Gold, Cindy Burns and Barbara Stevenson, In the back row (I. to r.)are Patricia Barry, Anna Aiello, Joanne Tinsley, Janice Matsushima, Lynn Brandt, Alberta Lum, Andrea Conklin and Kelly Gloristar. •V . JL y/i- S: • ,. Porter Hanalei Hoale vacuum cleans some of the ship's carpeting. Grilling hamburgers is Assistant Cook BillYee. Fireman-Watertender Ron Gilmette is up to his elbows in engine lube. Standing by at Table 38 in the dining room is Waiter Neville Monteith. Independence because of the skill and experience of |he SIU deck department. They ensure rapid and timely arrivals and depar­ tures at the liner's ports-ofcall which include Hilo and Kona on the big island of Hawaii; Kawiliwili and Kauai and the homeport of Honolulu on Oahu. Meanwhile, back in the department passengers don't take for granted Ihey were treated to a first-come, firstserved welcome aboard dinner to which bdn voyage guests were also invited. The lavish meal set the tone for the evening and the voyage and was only the first of many gastronomic delights they would savor. Subse­ quent dinners were fo be served in two separate seatings by appointment. By the Midnight sailing time the moon was^shining brightly over Honolulu Harbor and everyone was truly in a festive Aloha spirit. Streamers connecting passengers to well-wishers on the dock were snapped as the Oceanic Independence was nudged seaward by tugboats. Soft tropical tradewinds and gentle seas only helped to enhance what would obviously become a wonder­ fully enjoyable, as well as historic cruise among the Hawaiian Islands. August 1980 / LOG / 7 •• ... "" f.; �i;ai Ship's Plumber Jim White, amid the washers,, works on a water faucet fixture Lifejacketed (I. to r.) Cocktail Waitresses Andrea Conklin and Barbara Stevenson at lifeboat drill. Fueling the ship's No. 3 furnace is Fireman-Watertender ^ugh S. Woods. Master-Baker Randy Roberts (right) fills cake pan while Apprentice-Baker Chris Pacheco (left) smooths out cake filling. 1:^ :S IS A A; A, Keep Your Eye on that Flower! I l«:s: ^ : V- '"V: fSv: • YNN Brandt certainly is a J lovely young lady—but don't get any ideas fellahs! Instead, take note of that flower above her left ear. it, like the gestures in a Hawaiian hula dance, has a very definite meaning, in this case it means the lass in question is spoken for, that is to say unavailable to the general male public! So forget it! However, should you be in Hawaii and happen upon a waihine with a flower over her right ear, you can take heart—or try to take her heart. A flower over the right ear means she is looking for a beau and is definitely in the market, or on the rriarket as the case may be. There are other meanings for the flower depending upon where it is placed on the female's cranium. If it is worn at the top of the head the flower signifies that the lady has found a gentleman but is undecided as to his merits. One other popular interpreta­ tion of the flower is that if it is worn at the back of the head the lady, who may be shady, wants Cocktail Waitress Lynn Brandt sfiows off tier you to follow her. flower. 8 / LOG / August 1980 P SlU crewmembers load parsnips and stores for 28 days for the Oceanic Independence's 750 passengers and 300 Seafarers. �I.. v' - '^.'-1 - '•.' --.SW'SW»?F- 4i,"'.r-'.-».--_,i -..L<i^,— 'i -i Streamers say bon voyage to the passengers aboard the reborn SS OceanicIndependence about to sail on "maiden" trip. Her anchor almost up, the SS Oceanic Independence cruises toward a brighter, most promising new career. Aloha! SlU Rep George McCartney gives pep talk to the crew of the Oceanic Independence. * Among the huts and bolts is Plumber Jim Anderson. Drozak to Crew: 'We Rolled Dice and They Came Up 7' T HERE won't be any gam­ bling on the S.S. Oceanic Independence but, don't tell that to Frank Drozak. The SlU's president, speaking before an assemblage of the luxury liner's crew before the ship's maiden voyage, said: "A year ago. Las Vegas would have given odds against us being here but we rolled the dice and came up with a winner. The roll of the dice Drozak was talking about was the SlU's role in getting the Passenger Ship Bill passed by Congress and signed by President Carter earlier this year. "Our people in Washington did a fine job to get this bill," Drozak told the crewmembers, "now it's up to you to make it work." The SlU president was on hand to tour the ship and relate to the crewjust how important their jobs were not only to the future of At the mike is SlU President Frank Drozak. the Oceanic Independence but to the future of the entire U.S. flag passenger fleet. "This ship is on your back, you can make it or break it," Drozak said. "If you're successful here, it will mean new life for the U.S. flag passenger ship industry. There are four more ships waiting to be crewed and there's no reason why they shouldn't be crewed by the SlU." President Drozak then ex­ pressed his confidence in the Independence crew and turned them to. "1 know you're all professional sailors and will do the best job you know how. Now go out and make this 'loveboat' work." The SlU and the U.S. flag... it's no gamble, it's a natural. August 1980 / l.0Qri\9 •e q•i: FV" i m ! s- ^ fj m •Ji. i �: r. i'v- Oceanic Independence Didn't Just Happen: SIU Fought in Hawaiian Island's trade, and all indications point to the positive, I SlU-contracted Oceanic /ashington to Pave the Way then there are four more Independence and with the Hawaiian Islands* where the of special passenger ship luxury liner calls. legislation. Position papers were However, it is not so easy to get drawn up and presented to the a passenger ship like the Oceanic House Merchant Marine ComIndependence under the U.S. mittee.. Representatives of the flag. In fact, there were months of SIU on Capitol Hill spoke struggling involved before the diligently and forcefully on the first passenger ship to sign U.S. need for legislation to put new life articles in ten years actually came into the non-existent U.S. passenger ship trade. into existence. Finally, through the Union's The SIU had to work diligently in Washington to secure passage efforts and through the efforts of the AFL-CIO Maritime Trades Department and the Transporta­ tion Institute the Passenger Ship Bill was enacted several months ago and the S.S. Oceanic Independence became a reality. With passage of this bill the U.S. passenger ship industry can once again become an important source of jobs for American seamen. Indeed, if the Oceanic Independence is successful in the passenger ships waiting in the wings to begin a new life under the flag of the United States. As SIU President Frank Drozak said to the crew of the Oceanic Independence just prior to their maiden voyage, "we've laid the groundwork for you, now it's up to you to carry the ball. The future of the U.S. passenger ship industry will depend upon how well you do." I-/ i /. ' . Handling the cutlery is Waiter Pat La Valle. Here's a bird's eye view of the Ship's Committee of theOcean/c Independence and SIU officials included. Lining up (I. to r.) are Honolulu Agent Emil Lee Jr., Chief Steward Milton Myers, secretary-reporter; Rep George McCartney, Chief Electrician Herman Ulrich, educational director; President Frank Drozak, Recertified Bosun Tony Palino, ship's chairman; 2nd Reefer Engineer Greg Blasquez, engine delegate;.AB Steve Baker, deck delegate;Honolulu Rep Jake Guzik and Cook Charlie Harris, steward delegate. 2nd Reefer Engineer Greg Blasquez checks a reefer box. SIU President Frank Drozak (left) is with (I. to r.) the ship's Hotel Mgr. Dennis Prescott and SIU Rep George McCartney. ^ ^ uennis . .10 / LOG / August 198tf J Soravino H20 on the deck is OS Louis bpray^ng M2U on the decK is uc> uu �••3Asfei55=' • • • I ^.-1 I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I J I I I I I I I I I I I I I I I I I I I I I I I I I I I ttl in Seafarers International Union of North America. AF1,-CK) August 1980 Legislative. Administrative and Kegulatory Happenings Omnibus Maritime Bill Is High and Dry on Congressional Shoals The so-called "Omnibus Maritime Bill", conceived by former Merchant Marine Committee Chairman John Murphy IDNY) and befouled by Minority Leader Paul US-Flag Fleet Declines As Overall Tonnage Rises to New Record The privately-owned deep-draft fleet of the U.S. merchant marine lost 22 ships during the past year through scrapping and sales to foreign operators, while during the same period overall tonnage of the U.S.-flag fleet climbed to a record 23.6 million deadweight tons. According to the U.S. Maritime Admini­ stration, the number of ships in the U.S. deep-draft ocean and Great Lakes fleets totaled 723 on June I, 1980. The decline in the number of ships in the U.S. fleet and the rise of nearly'one million deadweight tons in overall capacity reflects the larger size of new ships added to fleet during the past 12 months and the comparatively small sizes of the older vessels that were retired from active service. While the MARAD report shows a total of 723 vessels in the American fleet, the actual number of ships in active service was 689 of which 533 were ocean-going ships of 19.7 million tons. The MARAD report also showed that as of June 1, 1980 56 merchant ships totaling nearly 2.3 million deadweight tons were under construction or on order in U.S. shipyards. The shipbuilding orders incude 16 tankers, five liquefied natural gas (LNG) vessels, ten intermodal carriers., 11 dry-bulk vessels, two cargo break-bulk ships, and 12 special-type cargo vessels. In addition, three ships are undergoing conversions in U.S. shipyards. McCloskey (R-Cal.), is going nowhere. On July 1, just before the two-week recess, the House Ways and Means Committee agreed to strike all of the tax incentive provisions from the bill, thus killing any support the bill might have received from the American shipbuilding industry. Earlier, the bill came under heavy attack from both maritime labor and the shipping community. SIU President Frank Drozak went before the Merchant Marine Committee to strongly protest wording in the proposed bill which would give an agency of the Federal government effective veto control over collective bargaining agreements between maritime unions and shipping operators. Meanwhile, staff changes in the bill which have been prompted by Rep. McCloskey, do nothing niore than water down the incen­ tives created under the Merchant Marine Act of 1970. It's been a little more than a year since the Omnibus Bill was introduced in the House, and it has had a stormy passage all the way. The final blow may well have been the action taken to delete tax incentives. In any case, the House Rules Committee has not taken any action and time is running out for this 96th Congress. Further compli­ cating the matter is the fact that the Senate has not even considered any of the promotional provisions of the House bill. The Senate version—the Ocean Shipping • Act of 1980—deals exclusively with regula­ tory reform. The best opinion of those in Washington who know the Congress is that this bill is high and dry and is not likely to be refloated this year. NOAA Begins First Stage To Implement the New Deep Seabed Mining Act The National Oceanic and Atmospheric Administration (NOAA) late last month outlined the beginning steps it will take to put into action the Deep Seabed Hard Mineral Resources Act. President Carter signed the Ocean Mining Act on June 28. , The SIU, together with the Transporta­ tion Institute and the AFL-CIO Maritime Trades Department, had fought long and hard to win passage of this bill. Among the provisions of this act are guarantees that U.S.-flag ships and mining vessels will be at the mine sites with American crews on board. When deepsea- bed mining actually begins many hundreds of seagoing and shoreside jobs will open up for American workers. Specifically, the new Ocean Mining Bill provides that all mining vessels, and at least one ore carrier at each mine site, must be U.S.-flag ships with American seafarers on board. (FOR A FULL STORY ON THE OCEAN MINING BILL— ITS HISTORY AND ITS IMPACT ON U.S. ECONOMY —SEE THE SPECIAL SUPPLEMENTS THIS ISSUE OF LOG.) Veteran Seafarers Come to Washington Rep. Ashley Is Chairman Of Merchant Marine Committee in House Congressman Thomas L. Ashley last month became chairman of the House Merchant Marine and Fisheries Committee. The Ohio Democrat replaces Rep. John Murphy (D-NY) who temporarily stepped down as chairman under the rules of the House Democratic Caucus until he is cleared of charges contained in an indict­ ment handed down last month by the Federal grand jury in Brooklyn, N.Y. The indictment is the result of an investigation arisng from the so-called "Abscam" conspiracy in which it is alleged that Congressman Murphy and others accepted bribes from Federal agents posing as foreign investors. Congressman Murphy has denied any wrongdoing. He is running a vigorous campaign for reelection with the full support of the Seafarers International Union. Twelve more veteran Seafarers went to Washington recently for a first-hand look at the SlU's political action and legislative programs. It was all part of the SlU's continuing education program for its membership. While they were in Washington, the group who are participating in the Steward Recertification Program visited the Transportation Institute, the AFL-CIO Maritime Trades Department, and the U.S. Capitol. After lunch at the National Democratic Club, they met and talked with Congressman Michael E. Lowry, (D-Washington) whoisamemberofthe House Merchant Marine and Fisheries Commit­ tee, and a staunch supporter of the U.S. merchant marine. With the stewards on the tour were T.l. Legislative Representative Betty Rocker and SIU Representative Marshall Novack. During their tour, the group posed for this photo on the steps of the Capitol. Participating in the educational program were Francis Di Carlo, Henry McGowan, Joseph Delise, Edward Caudill, Vincent Chavez, Thomas Navarre, Robert Rutherford, Martin Lourice, Jesse Natividad, Francisco Vega and Carl Woodward. August 1980 / LOG / 11 ifli 'V �.fe" ;({:i ,:® Virgo, Navy Ship Save 185 ^Boat People' Refugees Kiss Deck After Plucked From ScHtfh China Sea f • OR more than two weeks in June, 185 Indochinese boatpeople lived a nightmare. Adrift in the South China Sea, the mostly Vietnamese men, women and babies, representing four different boatloads of refugees, had tried to flag down 120 passing ships. None would stop to aid them. But the nightmare ended for the refugees when the SIUcrewed LNG Virgo (Energy Transportation), working in tandem with the Navy tanker USNS Sealift Antarctic, pulled the boatpeople to safety. Relieved and grateful for the help of the Virgo and the Antarctic, many of the refugees knelt and kissed the deck as they were brought aboard. But the boatpeople were unaware that the Virgo's SIU crew and the crew of the Antarctic had something to celebrate too. The two vessels had acted in the finest tradition of their country, and they had done it the day before the Fourth of July. The rescue operation actually started three days earlier. The captain of the Antarctic received a radio call from the Virgo, outbound from Nagoya to Arun. She had 62 refugees aboard and had sighted a boat with 15 more. The LNG's master requested that the Navy ship pick up the F boatpeople. The Virgo was running out of room and a vessel carrying highly volatile liquified natural gas is not the best harbor for refugees, he said. Under a blazing equatorial sun, the transfer of the refugees as well as the torching of their boat was accomplished and both vessels resumed coufse. Both the 62 people who had been aboard the Virgo and the 15 plucked out of the sea told the same grisly tale of drifting for weeks without food or water and of ship after ship refusing to help them. By 5:00 p.m. the same night, the Antarctic received another Call from the Virgo. The LNG vessel had spotted a boat with 15 Indonesian refugees aboard. This time, the rescue operation was more difficult, with heavy rains and winds of over 30 m.p.h. hampering the effort.^ Some two hours l^er, as the Antarctic was again making way for Singapore, another call came from the Virgo. They had spotted yet another refugee boat, this one with 99 people aboard. Of the total, 27 were children under the age of 12. The last load of refugees brought the number aboard the Antarctic to 185, outnumbering the 26 crewmen by seven to one. The LNG Virgo had played a key role in the rescue of every one of those boatpeople. In addition, on the inbound trip to Nagoya the Virgo had picked up another boatload of Indochinese. In their report to the Log, dated July 5, Overseas Ulla Committee The Ship's Committee of the ST Overseas Ulla (Maritime Overseas) paid off On July 14 at Stapleton Anchorage, S.I., N.Y. They are (standing I. torJChielSteward W. H. Deskins, secretary-reporter; Chief Cook G. Triguero, steward delegate and Chief Pumpman F. D. Prisock, educational director. Seated are (I. to r.) AB J. L. Nixon, deck delegate and Oiler J. Robertson, engine delegate. the Virgo ship's committee summed up this way: "On our outbound voyage from Nagoya to Arun, this vessel picked up 62 Vietnamese refugees which now brings our total to 99 as on the inbound voyage to Nagoya we had picked up 37. Also we sighted and assisted two more boats with a total of 28 people." The Virgo SIU ship's commit-* tee included Bosun Don Hicks, chairman, and Steward L. Jarman, secretary-reporter. On Independence Day 1980, the crew of the SlU-contracted LNG Virgo did their country— and their Union—proud. Personals Bill Tomalka > Please contact, Mrs. Earl Tomalka, 19041 Brody, Allen Park, Mich. 48101. Roy A. Steimer Please contact, Mrs. Anna (Steimer) Versland, P.O. Box 214, Melville, Mt. 59055. Urgent! Roger Ellers Please contact, Douglas Sherman, Route #1, Box 120, Ogdenshurg, New York, 13669. John Henry Rapps Please contact, Sharon Harper . Donham, 7003 Cannon League, Austin,^ Tekas, 78745. Thomas Lindsey Please contact, Ms. Myrtle L. Joyce at P.O. Box 917, Wildwood, Florida, 32785. Andrew Teixeira Please contact, your neice, Ms. Shirley Folston, 401 Lagunita Drive, Soguel, California, 95073. Glen Reeves Please contact, Mrs. Reeves, 565-25, Beaumont, Texas; 77706. "I swore I would never come home again till I was a pilot and could come home in gloryl" Yes, you can pass the Coast Guard exam for First Class Pilot! At HLSS, we'll give you all the help you need to earn your pilot's license. When you leave HLSS, you'll go home to a better jobt and higher pay. Mark Twain, ^-Ufe on the Mississippi " Course starts October 6| iv.f-"f, To enroll, contact the Harry Lundeberg School of Seamanship or fill out the application in this issue of the Log. ) •1*^- • 'Sj? 12 / LOG / August 1980 Come to HLSS Take the Pilot's Course We'll help you go home In glory! �Progress Made in Algeria, El Paso LNG Talks WASHINGTON, D.C.—Sub­ stantial progress has been made to break the impasse between Algeria and El Paso Co, over the pricing of Algerian natural gas. The controversy, which came to a head the end of March, has affected six SlU-contracted LNG ships. Of the six vessels, all owned by El Paso, four are laid up and two have been sitting in port with crews but no cargo. But the gap between the two sides seemed to be closing in a meeting held here recently. As the Log goes to press more meetings are scheduled. The discussions are being held between the U.S. Department of Energy (DOE) and Algeria. DOE took over in the spring when negotiations between Algeria and El Paso broke down. The 900-foot long high technology LNG tankers are the most expensive commercial ships ever built. To have them laid up is a terrible waste. El Paso is the nation's largest LNG importer. Before a gas cutoff in March by Algeria, the company had been bringing in about 700 million to 800 million cubic feet of LNG daily to its facilities at Cove Point, Md. and Elba Island, Ga. Cove Point is the country's first terminal to import liquid natural gas for year-round transmission to customers. The offshore unloading pier cost $80 million to build. It is connected to the mainland facility by two eight-foot wide tubes containing insulated pipes separated by a six-foot access corridor. It is estimated that El Paso is losing $7 million a month from the stoppage of Algerian natural gas. The trouble between the north African country and El Paso began when Algeria decided to radically hike the price of its natural gas. El Paso's contract with the Algerians to carry natural gas was renegotiated last year, it was agreed that the price of Algerian natural gas would be $1.94 per thousand cubic feet. J ^ This increase was approved by the DOE which, under law, must rule on the price of any imported gas. Meanwhile, however, the Algerian government decided to - the El Paso Southern is one of six SlU-manned LNG ships affected by the Algerian problem. press for an even greater price increase than what had been negotiated. Algeria would like gas prices to be comparable with crude oil prices of the Organiza­ tion of Petroleum Exporting Countries (OPEC). That meant that instead of $1.94, the government wanted to up the price to $6 per thousand cubic feet. Algeria just lowered that demand to $3.80. The dispute goes as far back as last October when Sonatrach, Algerians state-owned oil and gas company, told El Paso it was not satisfied with the contract renegotiations that raised the price to $1.94, In early March, El Paso received a deadline of Mar. 31 to meet Algerian terms. But the company would not pay the higher price. The outlook is optimistic now that Algeria and DOE may soon reach an agreement. ' .v Doorman Iw Norman Tober, former night doorman at the Union hail in Brooklyn, was not an old man by any means when he died here last month. But Tober, only 49, in many respects was a landman's idea of what an "old salt" should look like. He was a big man with hefty arms emblazoned with an assortment of colorful tattoos, sailor style. Norman had been on many ships, including some coal passers, and had sailed to ports all over the world—from Hamburg to Yokoh­ ama. He had a pocket full of discharges to prove it but thev showed he never spent a lot of time on any one ship. In that respect he was like a lot of sailors, too. "I was always a restless kind of guy," he once said. "1 always wanted to be going somewhere else..see something different. I never got to be a homesteader...you know, one of those characters who stays on a ship trip after trip." Maybe Norman was restless because, like many other seamen before him, he had no home ties. "I have a brother." he told his friends, "but I neverhear from him. I don't have any wife or kids...no family really." Johnny Giordano, the day doorman, and Francis "Buffalo" Stallings and a few others around the Union hall were Norman's family. When Norman died, "Buffalo" took care of the arrangements and received visitors to the funeral parlor with all the care and dignity that anyone would expect from a close member of the family. You might call it "the brotherhood of the sea." Probably because he had no family, Norman was a voracious reader, sea stories being his favorites, along with westerns and war yarns. He also made ship models from kits. A model of the Titanic for the office of our late President Paul Hall. A model of HMS Bounty for SIU President Frank Drozak and a model of a wartime destroyer for the Log office. He put in many hours making a diorama type model of a river steamboat wharf at the entrance to the Union hall. Norman figured he had made 100 or so models afloat and ashore. Did he sell some of them and make a few bucks to cover the cost? "I Just made 'em for friends," he explained. To Norman Tober, as to many thousands of men without families who have made seafaring a way of life, there was nothing more important than a friend. i • IsiiiiijRR Rinrlkr firnt likts JUNE 1-30,1980 •TOTAL REGISTERED All Groups ClassA Class B ClassC TOTAL SHIPPED All Groups ClassA ClassB ClassC • DECK DEPARTMENT Algonac (Hdqs.) 48 , 10 4 56 61 ••REGISTERED ON BEACH All Groups ClassA Class B Class C 0 50 21 17 0 45 23 12 0 6 4 5 0 45 84 60 132 94 ENGINE DEPARTMENT Algonac (Hdqs.) —>•••••• 33 19 1 42 35 STEWARD DEPARTMENT I,-.. 4 Algonac (Hdqs.) * Algonac (Hdqs.) 0 23 23 ENTRY DEPARTMENT 45 81 16 0 0 121 119 0 21 133 114 Totals All Departments •"Total Registered" means the numtier of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. 146 - The Late Norman Tober August 1980 / LOG / 13 •1 -a T �VI'K' „ :J' S Drozak to NJ. Fed: ^Must Unite to Survive' S IU President Frank Drozak fired off a strong appeal for unity within the trade union movement in an address to the New Jersey AFL-CIO Conven­ tion on July 2. Drozak made it clear he intended to follow in the paths of Paul Hall and George Meany who "lit the torch of labor and proudly held it high. We can do no less," Drozak stated, "and hope to survive." "There-have been many dif­ ferences within the brotherhood of trade unions over the years," Drozak told the New Jersey delegates. "But no matter what these differences were, they were never too big to overcome. Because the all-important thing that bound us together in the beginning," he said, "always brought us back together in the end—unity." •V. • Drozak urged the house of labor to stand united in the next crucial months leading up to the national elections. "We've got to present a united front to both political parties,"he said, "and we've got to stick Together behind our national AFL-CIO policy of calling for 'AIT America that Works for Everyone!." The Federation's policy, Drozak said, was forged to reflect the growing concern about the "to be a service-based economy state of the nation's economy dependent upon other countries expressed by working people for finished goods and raw through their unions. As materials. Too much of our presented to both the Republican technology is exported abroad," and Democratic Platform he charged. "Too many plants are Committees, that policy includes obsolete." seeking a commitment from both Coupled with a re-building of parties to the goal of full the U.S. industrial base, Drozak employment. stressed, must come a change in "Full employment," Drozak U.S. trade policies. stated, "is the only economic "International trade tactics, policy that will effectively fight such as dumping, state-con­ inflation through the increased trolled export mechanisms and production of goods and unfair barriers to U.S. products services. stifle America's economic Full employment is also the growth, " he said. key to achieving equal rights and Drozak pointed to the U.S. equal opportunity for minorities flag merchant marine as one and women, he said, adding that victim of the misguided trade without a massive U.S. jobs policies of our government. program, "equal employment "These trade policies have opportunity" meant nothing resulted," he said, "in our more than "an equal chance to American merchant fleet going stand in the unemployment line." from 4,000 vessels in 1948 to 578 The AFL-CIO policy plank in 1980." also stresses an attack on inflation by reducing interest rates, eliminating dependence on imported petroleum, containing hospital costs and increasing the nation's housing supply. Drozak spoke about the fight against inflation as well as the need to work for a comprehensive program to reindustrialize America. The United States can no longer afford, Drozak cautioned. But the same trade policies that have crippled the American merchant marine, threaten union workers in every trade through­ out the country. "Every union in the AFL-CIO is threatened by foreign imports and unrealistic trade policies," Drozak charged. "Now we must all join together," to counter fhose policies. The way to triumph in these struggles, the new SIU president told the N.J. convention, is to fight them with our strongest weapon—unity. "We owe it to the memberships we represent to stand strong and united," Drozak said. And "we owe it to men like Paul Hall and George Meany. They dedicated their lives to these causeslabor's causes. Because of what they did," he concluded, "we are able to convene here today as free people fighting for better things for free workers." It's your Industry And it needs you Ashes of Boatman Jos, Straley Scattered Over Chesapeake Bay Move to the top. Apply now for a Transportation Institute Towboat Operator Scholarship. It's the best deal In the country for Boatmen who want to get ahead: • special curriculum offered only at the Harry Lundeberg School of Seamanship Rev. Dale Cropper conducts services for Boatman Joseph Straley on the Little Curtis as his friends and mates look on. i' A memorial burial service was held July 9,1980, for Joseph Daniel Straley, 60, on hoard the tugboat Little Curtis, three milesfrom Smith Point in the Chesapeake Bay. Boatman Straley of Baltimore, Md. fought im uphill battle with cancer for a year and a half. Brother Straley was last employed by the Steuart Transportation Companyof Piney Point, Maryland. In his last will and testament. Brother Straley requested that his ashes he placed in the Chesapeake Bay from the vessel he worked on. • room, board and books free the Little Curtis. He sailed as Assistant Engineer on this tug. The service was conducted by Reverend Dale Cropper of the St. George's Episcopal Church. He offered prayers at the service for Brother Straley. Other persons who participated in the service were George Goodwin, Personnel Mana­ ger of Steuart.'s, Marshall Novak, Port Agent for Piney Point and the captain and crew of the Little Curtis. Mrs. Straley is grateful to Steuart Transportation for fulfilling her husband's wishes. tuition free IWJII weekly stipend of $225 time spent in on-the-job training Is Coast Guard ap­ proved as the equivalent of wheelhouse time • day-for-^y work time credit for HLSS entry graduates See your SIG Representative to apply. Do It today! 14 / LOG / August 1980 i,;'. •-/su, 'i' �iipiflfi-iiirr ITF Wants Bilateralism, Curb on Runaways Hollywood, Fla.—Attacks on flag-of-convenience shipping practices and support for cargosharing agreements between maritime trading partners highlighted the agenda of the 33rd Triennial Congress of the International Transport Workers Federation held here July 17-25. Representatives of hundreds of trade unions from more than 60 nations throughout the world convened to further the ITF's stated goals "to protect and advance the interests of affiliated members employed in transpor­ tation." SIU President Frank Drozak, who was elected to the Federa­ tion's General Council, headed up the SIU's delegation to the ITF congress. The SIU, one of 12 U.S. transportation unions participating in the congress, was also represented by John Fay, SIU of Canada President Roman Gralewicz, Leo Bonser, Ed Turner and Ed Pulver. The actions on flag-ofconvenience fleets and cargo sharing agreements were brought before the full Federation by the members of the ITF's Special Seafarers' Section, with input from the SIU and other U.S. maritime unions. That Section was formed "to counter the threat to Seafarer's safety and social conditions posed by the registration of vessels under flags of conven­ ience." Victory on the key cargosharing agreement was hardwon. Endorsement by the ITF of a resolution Which recognizes that "the keystone of any merchant marine policy is the availjiability of cargo..." was chalked up as a success by the U.S. and Canadian maritime unions which spon^ sored it. "The resolution is a step forward in achieving fair and equitable cargo agreements," SIU President Drozak said. But U.S. maritime unions were disappointed when attempts to broaden the resolution to include support of "bilateral maritime arrangements at the national level" were shot down in the closed Seafarers' Section meeting. ITF delegates strongly con­ demned flag-of-convenience practices as they have in the past, scoring shipowners.Who use flags of convenience as a means of avoiding "their own countries' higher taxes, safety standards. wages and operating costs.' Flag-of-convenience opera-tors, the. Federation charged, deprive their own nationals of "jobs, foreign exchange balances and other economic and national security advantages afforded by a strong merchant marine." In its most substantive move on the flag-of-convenience issue, the ITF voted on rules to administer the rapidly growing fund which is made up of fines imposed on flag-of-convenience operators for violations of international shipping standards. The fund, which now has a cache of $23.5 million, was set up as a corporate entity with its own trustees. It will be used for "occupational, educational, social and welfare assistance to seafarers." SIU Strikes ACBLt Company Using Utifon Busting Tactks T HE SIU launched a major strike last month against American Commercial Barge Lines and its integrated affiliated inland waterways companies. The strike began July 14. Picketlines are up at eight key locations, including: Louisiana DockJn Harahan, La.; Louisiana Dock in Westwego, La.; Lou­ isiana Dock in Cairo, 111. Louisiana Dock in Hennepin, 111.; American Commercial Terminal in Louisville, Ky,; American Commercial Terminal in St. Louis, Mo.; and Louisiana Dock in Wood River, 111. These facilities are wholly affiliated subsidiaries of Ameri­ can Commercial Lines, Inc., Inland Waterways Division, which also includes Inland Tugs Co., MAC Towing, Inc., and" Jeffboat, Inc. The Union's picketlines at these locations have hit the company hard. Brother trade unions employed at ACBL's facilities have refused to cross the SIU's picketlines and are showing strong support of the strike. Thanks especially to the Mineworkers and Boilermakers Local 482 who have honored the picketlines in the true spirit of labor unity, the strike is having a major impact. ACBL has been trying to replace striking Boatmen with scabs aboard their vessels. The SIU's strike against ACBL capped nearly six months of good faith efforts by the Union to reach a new contract with the company. Throughout the six month period, ACBL refused to bargain in good faith with SIU represen­ tatives. By all their actions ACBL made it clear that they wanted to bust the fairly elected Union of its employees. ACBL's union-busting activi­ ties caused the National Labor Relations Board to issue a complaint against the company charging: • ACBL attempted to and interfered with SIU members' federally protected rights under the National Labor Relations Act; • ACBL unlawfully sponsored and assisted efforts to aid a„. phoney union to replace the SIU; • ACBL discharged and discriminated against approxi­ mately 80 Union Boatmen and Bargemen because of their activities and allegiance to their Union; • ACBL has consistently refused to bargain in good faith with the SIU. Carter: ^U.S. Flag Will Get 50% of Cargoes' T HE Carter Administration has assured representatives of the maritime industry that a recent decision by the Agency for International Development (AID) to exclude certain aid to Israel from the provisions of the Cargo Preference Act of 1954 does not signify a change in the Administration's commitment to develop and maintain a strong American flag Merchant Marine. The cargo in question had originally been regulated by the Cargo Import Program, a piece of legislation that gives emer­ gency relief to U.S. allies without jeopardizing American jobs and industries. Under the terms of the Cargo Import Program, certain" valued American allies, such as Israel and Egypt, are given money to purchase badly needed supplies. The supplies that they buy, however, must be American. Congress felt that it would be improper to let American funds be used to fortify foreign industries. It is one thing to help one's hard-pressed Egyptian and Israeli allies. It is quite another thing to make rich Japanese corporations richer. To ensure that countries receiving aid under jthe Cargo Import Program purchase U.S. goods. Congress required that they show proof of purchase. The trade generated by the Cargo Import Program is considered to be governmentgenerated. It is therefore governed by the Cargo Prefer­ ence Act of 1954, which requires that 50 percent of all govern­ ment-generated cargo be carried on American flag vessels. The Israelis have had trouble with the bookkeeping require­ ments of the Commodity Program. To accomodate a beleaguered and valued ally. Congress passed a new law, the Cash Transfer Program, which allows Israel to purchase American goods with a minimum of red tape. nation's Merchant Marine. According to the SIU and the Maritime Administration, Congress had no intention of changing the Cargo Preference provisions of the old law. It merely wished to simplify some of the overly complicated bureaucratic procedures. In a letter to the SIU, Stuart Because the Cash Transfer Eizenstat, assistant to the Program does not require proof President for Domestic Affairs of purchase, AID has ruled that and Policy, took note of the the U.S. Cargo Preference Laws industry's concern. no longer apply. Eizenstat also reiterated his AID'S decision has been widely support for the U.S. flag attacked by responsible segments merchant marine. He empha­ of the maritime industry, sized that the Administration will including the Seafarers Inter­ vigilantly review the effects of the national Union, and the Mari­ Cash Transfer Program to see time Administration, the section that American flag shipping of the Federal government interests are not harmed in any responsible for promoting this way. August 1980 / LOG / 15 ii ; -•"SEsaa J i J rJ. Js c t>J t �U*S. Dredges ^Guarante^^ Diego Garcia Job pi ii^?l 44>;• i P RESIDENT Carter signed into law the Supplemental Appropriations and Rescissions Bill for Fiscal Year 1980, setting an important precedent for the dredging industry. It is the first piece of legislation to state that a preference should be given to American companies in the dredging of a government generated project. The bill had the active support of the SIU. Under the terms of the bill. Congress and the President have appropriated $25 million over a SIU Supported Precedent Setting Bill two year period so that badly needed support facilities can be constructed at Diego Garcia, which is one of this country^s more important naval bases: Situated in the Indian Ocean, Diego Garcia gives the United, States strategic access to Indian, Middle Eastern and African ports. , The language contained in the bill is not as strong as 'the maritime and dredging industries would have liked. However, the bill is an important first step. The House version of the bill had contained strong language in favor of giving U.S. companies preference over foreign compe­ titors. The Senate version was much less emphatic. The language contained in the present bill is a compromise between these two extremes. The bill that was signed into law authorizes the Department of Defense to prepare a program that would assure that American companies be given preference for construction contracting. The major elements of that program include: • a prequalification procedure for U.S. contractors that assures competition. • a requirement that firms use U.S. personnel, material and equipment, where appropriate. • the use of joint ventures to satisfy existing agreements. Congress iVIoves to Grease SPR Machinery C •li' IV t 5 'rt ' I J - 3NGRESS, in a carefully worded amendment attached to the recently enacted Synthetic Fuels Legislation, has instructed the Administration to revive the Strategic Petroleum Reserve Program (SPR). SPR, which was formulated in 1974 in response to the Arab Oil Embargo, never really achieved its stated goal of building an adequate national stockpile of oil. From its inception, SPR was plagued by administrative mismanagement. Court chal­ lenges by environmentalists slowed its implementation. SPR was seriously curtailed in March 1979 after the Iranian Revolution caused a worldwide shortage of oil. Efforts to revive SPR had met with opposition from the State Department, which cited Saudi Arabian disapproval as reason enough to abandon the program. Last winter, this country had 92 million barrels of oil in reserve, which was barely enough to replace two weeks' those hard-liners in Saudi Arabia The Elk Hills scheme would imports. Most other industrial who threaten to cut their indirectly benefit the maritime nations have oil reserves of forty production of oil if the U.S. industry. The oil produced in Elk days or more. purchases extra oil on the world Hills is covered by the Jones Act, Congress has given the market to increase its petroleum and would therefore have to be »Administration until October 1st reserve. moved in U.S. flag vessels. to prepare and begin implemen­ tation of a program that would increase this country's Petroleum Reserve by a minimum of 100,000 barrels of oil a day. The Administration is free to devise its own program. Several options are open to the Administration. Perhaps the most promising is the one involving Elk Hills Naval Reserve in California. Instead of purchasing extra oil on the world market, which would certainly upset our Saudi allies, the government is consid­ ering diverting some of its own supplies to the stockpiles. The Federal Government produces some 100,000 barrels a day at the Elk Hills Naval Reserve. State Department officials two of?hPir'nw'I'® Committee and hope that this scheme will satisfy Young Boatman and Brother Die in Scuba Diving Accident SIU Boatman Jim Gaillard, 22, and his brother Glen, 20, both drowned in a tragic scuba diving accident near Lake City, Fla. According to local police, the brothers were exploring underwater caves in Ginnie Springs, a popular diving area,when they got separated and their tanks ran out of oxygen. The young ;nen, both residents of Mount Pleasant, S C., had been on a camping trip when the accident occurred. The two were buried in Wilson Cemetery after funeral services at Pentacostal Holiness Church in Mount Pleasant. Boatman Gaillard worked for the Boatman Jim Gaillard, Jr. SIU's Marine Contracting and Emma Gaillard and a brother, Towing out of Charleston, S.C. David. He is survived by his widow, The SIU's sincere condolences go Susan; his parents, James, Sr. and out to the family. 16 / LOG / August 1980 Ogden Willamette Committee chairman 2nd P^?mnmin n Harrington, steward delegate ' Bosun Arthur Campbell, ship's ®"®'"® ''®'®8®'® Messman Benny Stella MarlsTo Hold Mariners Ball In N.O. The newly-renovated Stella Maris Maritime Center in New Orleans, La., is a home-away-from-home for merchant seamen from all over the' world as well as for U.S. military personnel. bors with an invitation to the First Annual Mariners Ball. Tickets to the Oct. 24 gala cost $75 per person for a "Mariners Ticket" or $350 per couple for a seat at the "Captain's Table." The ball will feature cocktails, Located on Governor Nicholls entertainment by the Navy Steele Street, the Center's stated purpose is to "minister to the personal and Band, a creole-style buffet supper spiritual needs" of the international and, of course, high steppin' to a seafaring community. They offer dance band. The black-tie ball will be limited basketball, swimming and other recreation, a snack shop and a to 400 guests. So if you're interested chapel as well as down-home con­ in helping out the Center which has versation for seamen and service­ helped so many seamen and having "a ball" doing it, contact: The Stella men in an unfamiliar port. Maris-Maritime Center, 3129 State This Fall the Center is reaching Street Drive, New Orleans. La. out to its many friends and neigh­ 70125. InV':,, I- 'i.' U V\- �At Sea I Ashore Washington, D.C. The U.S. Maritime Administration (MARAD) has awarded a $75,000 contract for a study that will develop standards for the automated control of diesel systems. The study is being undertaken because of the appearance of diesel ships in the American-flag fleet. MARAD awarded the contract to Seaworthy Engine Systems, Inc. of Essex, Conn. The company will confer with at least five European regulatory bodies in making its report, according to MARAD. It will seek to learn about the standards and specifications that are advocated today in this field among foreign carriers, shipyards, and diesel engine suppliers. Diesel powered ships have been common among foreign fleets for a number of years. Tumwater, Wash. A delay in a Washington state hearing on the Northern Tier Pipeline has occurred as the result of a ruling by an administrative law judge. The Judge, John Von Reis, said that the Northern Tier Pipeline Co. failed to provide enough information to Washington state on the proposed pipeline route under Puget Sound. State Energy Facility Site Evaluation Council hearings will now be delayed while Northern Tier tries to provide the required information The Northern Tier Pipeline, which the SIU has vigorously supported, will run from the deepwater terminal of Port Angeles, Wash, to Clearbrook, Minn. It will be capable of carrying 933,000 barrels of oil a day. The oil will be brought to Port Angeles by tanker from Alaska. In January President Carter approved construction of the pipeline and m the spring the U.S. government granted Federal right-of-way to the $1.23 billion project. However, the pipeline, which will pass through five states, must still obtain private financing and state authorizations before it can proceed. SS Point Julie Last month the SlU-contracted Point JuHe (Birch shipping) was scheduled to deliver 23,000 metric tons of soybean oil to Karachi Pakistan. Galveston, Tex. Construction of the deepest supertanker port in the nation was given the OK last month by the U.S. Army Corps of Engineers. To be built on Galveston's Pelican Island,.the $330 million berth will be able to handle supertankers of up to 250,000 deadweight tons. It is expected that construction will take two years. _ The superport will be built jointly by the Port of Galveston and Pelican Terminal Corporation. Crude oil will be carried by pipeline from the port's two supertanker berths to Texas City, and from there to Beaumont, Houston, and Freeport. The Corps issued permits for the building of the berths and pipe­ lines. The two 36-inch pipelines will be capable of carrying 50,000 barrels of crude oil an hour from the port to a Texas City tank farm. Puerto Rico SlU-contracted Navieras de Puerto Rico has increased its service between the island commonwealth to the Dominican Republic and the Vrrgin Islands. Under the new schedule the company is offering two rollon sailings per week to the Dominican Republic. The upgraded Virgin Islands service will be made by a barge with a capacity for 54 40-foot trailers. The barge will make the round trip from San Juan, Puerto Rico to the Virgin Islands three times a week. San Francisco American President Lines has, begun regular monthly service between the U.S. West Coast and People's Republic of China. It will operate via feeder service from Hong Kong. Since last year, A PL has been providing direct service to China on a cargo inducement basis. This service will continue to be available. Sri Lanka Five American President Line ships will all be delivering bulk wheat cargoes to Trincomalee, Sri Lanka this month and next month. The President Jackson will leave from the U .S. North Pacific early this month with 15,250 metric tons. The President Wilson will also leave from the U.S. North Pacific in mid September with 16,800 metric tons. Leaving from California in mid August with 18,900 metric tons will be the President Taylor. She will be followed in late August or early September by ihe President Cleveland with the same cargo load. Then in mid September the President Adams will carry 16,800 metric tons. The SIU has the Steward department on APL ships. To Old and Young 'Salts' Alike: Cut Intake! T 'HE description of an HE (experienced seaman as an "old salt" has more than a grain of truth in it these days. Because an ever-increasing number of U.S. seafarers consume a tremendous amount of salt— from three to six times more than the half-teaspoon the body needs daily. So what's the big deal? Plenty! The amount of salt in your diet is directly related to your blood pressure level. Too much salt over a long period of time makes you a prime candidate for high blood pressure. High blood pressure, or hypertension, is called the "silent killer" because it strikes without warning. It has no symptoms. It causes no pain. The only way to know if you have high blood pressure is to have it checked at least once a year. Once you have it, you liave it. There is no cure for high blood pressure. The condition can be easily controlled through medication in combination with a low-salt diet. But if you don't follow follow vonr your nrpcrriKf^rl prescribed treatment routine, your blood pressure will shoot back up again. If you have untreated high blood pressure, you're an oddson-favorite for heart attack or stroke. One way to avoid joining the millions of Americans who have high blood pressure is to cut down on your chances of getting it. And that means cutting down on salt. Why salt? The chemical components of salt are sodium and chloride. The intake of sodium causes the body to retain water. And when your body is "water-logged" your heart has to work overtime and your blood pressure goes up. Salting food before tasting it— or over-salting it during a meal is the main reason many people consume too much salt. But it's not the only reason. A lot of sodium comes to us courtesy of the pre-packaged foods we buy. Canned soups and foods contain plenty of sodium because it's a good preservative and extends the shelf-life of food. . In addition many of the seasonings used to "spice up cooked food are really sodium in disguise. MSG, used as a meat tenderizer or flavor enhancer. stands for mor\o-sodiwn glutamate. Soy sauce, steak sauce, onion salt and garlic salt all contain high levels of sodium. Another "salty" mistake is made by people who work in hot environments—like ship's engine rooms. You do not need salt tablets to counteract the effects of heat. Most food contains enough natural salt to maintain the human body without any help. Even when it's very hot, all that's necessary for good health is to eat regular meals and drink lots of water. Here are some guidelines to keep in mind to help reduce salt intake: Avoid cured and processed ' meats like bacon, ham, sausage, corned beef and hot dogs. ' • Avoid salty cheeses (espe­ cially processed cheeses); canned and dried soups and pickles. olives, potato chips, dips and sauerkraut. • Use oil & vinegar instead of bottled salad dressings; baked potatoes instead of fries; broiled or plain sliced cold meat instead of breaded meat or packaged cold cuts. • Try a breakfast steak or hamburger patty instead of ham, bacon or sausage. • Choose fresh fruit, icecream or sherbert over pie and cake^ www UllU • il' ff �K».S»X-^ • '..u^-v^Fr •s"*^-.'T»-:v = "' -t K . • ; i.t' • I !1 Letters Honoring Paul Hall t'f Dear Brother Drozak: On behalf of the officers and members of CWA, I extend to you and to your Union our heartfelt expression of grief and loss in the passing of your late leader, Paul Hall. For me, personally, it is a loss that cannot be measured. 1 have looked to Paul Hall for all the years 1 have been on the AFL-CIO Executive Council as a person whose stature, whose integrity and whose dedication to the labor movement are beyond measure. Organizationally, we at CWA have profited greatly from our association with him—and with the Seafarers International Union—in matters of the utmost importance to organized labor and to the Nation as a whole. 1 shall miss him as a friend, a counselor and a wise man whose vision was always on the center of the target. This land of ours has produced few genuine leaders in the past generation. He was one of those. In addition, his very human qualities—compassion, warmth, dedication and determination—inspired all df us who worked closely with him in pursuit of our common goals. You have reason to be proud of the legacy he has left, and so do we all. Sincerely, Glen Watts, President Communication Workers of America fi ^ '? ^ r i •'• •i' < • '(; i;^ I •". 'i T- . • :'.• ill 'j'l -i 1. :^- € .'"i^'': - - ,t- , > :>.• "•^>r •'.>:• ' .::W7^'': Dear President Drozak, On behalf of the other officers and all the affiliates of our State Federation, I wish to express the deepest sympathy and regret which we all feel on the occasion of the death of your great leader, Paul Hall. I appreciated being able to attend the funeral services last week by reason of your kind invitation. Paul Hall's career in the labor movement will continue to be an inspiration to all of us, particularly now that Amejican labor is again facing the most serious difficulties in many years. Fraternally, John J. Driscoll President Connecticut State Labor Council, AFL-CIO • fe A special ship's meeting was called aboard the U.S. T. Atlantic to pay our respects to our late President Paul Hall when we heard he had passed away. The Chairman (Bosun Donald Fleming) spoke at some length of the many things that Brother Hall did for seamen, especially of his opening the Harry Lundeberg School. Before the opening of the School, a seaman had no place to go to upgrade or improve himself. Thanks to Paul Hall, the School came into being and has helped many of us get ahead. Fraternally, Ship's Committee—U.S.T. Atlantic Chairman, Bosun Donald Fleming F-585 Secretary-Reporter, Clyde Kreiss K-28 Ed. Director, C.R. Lowman L-999 * . Dear Brother Drozak, Thank you for your letter of ,Iuly I. On behalf of the ITFs unions throughout the world please accept our profound condolence on the passing of Paul Hall. We had known for some time, of course, that he was grievously ill but it was hard nonetheless to grasp that he had in the end to surrender. His international activities were marked by those same qualities that made him an almost legendary figure at home; forthrightness, courage, integrity and quick, sharp intelligence which invariably led him to the heart of the problem. To all who knew him he will be iong remembered with respect and affection. On a more personal level, may 1 say that 1 first met Paul over twenty years ago when I had a very modest position in the ITF. Then and afterwards, as 1 moved up the ladder, he never failed to show me great kindness and the impact of that huge personality is indelible. Yours sincerely, Harold Lewis General Secretary International Transport > Workers Federation I : '.p The departure of Paul Hall leaves one with a feeling of sadness. But knowing he has enriched and added so much more dignity to our lives and that of others is of great solace. We will all miss Paul. Fraternally, P.J. Dorrian—D-256 M.V. Overseas Harriette (Amsterdam, Holland) * * Dear Mr. Drozak: I have learned with much regret of the death of your President and colleague Paul Hall. AH of us on the US Law of the Sea Delegation share your sense of loss. We valued highly Mr. Hall's participation in the work of the Advisory Committee and his interest and support of our objectives. We shall miss him. Would you please convey to your associates my deep sympathy. With kind regards. Sincerely, » Elliot L. Richardson Ambassador At Large Department of State 18 / LOG / August 1980 * • We have noted with regret the passing of SlU President Paul Hall. A short service was read on the fantail by Captain Schonn for President Hall. We have confidence and trust that President Frank Drozak will carry on the duties of President Hall. A heavy load for one man to carry but we, the rank-and-file, have confidence in President Frank Drozak. Good luck and God Speed, Frank. Upon receipt of the telegram informing us of Paul Hall's passing the colors were flown at half mast all during the day. The following short address was delivered in memory of Paul Hall by Capt. Schonn. "We have come together here to pay our respects to a great person, a great American, Paul Hall. He has passed the final bar on June 22, 1980. Let us all deep within ourselves try to remember him. Just as we knew him, either personally or as a leader of a great American movement and iet us observe one minute of complete silence in his memory. What can we say about Paul Hall? His physical body is no longer walking amongst us. But that is not important. All iife on the physical plane is limited between birth and death. Important is what Paul Hall stood for and what he devoted his life's work to; to help the under-privileged attain a better life in order to achieve a basic ideal of mankind—freedom and liberty for all. We all are benefitting in one way or another from the efforts he put forth for all of us. Let us try to remember his ideals, that part which was spiritually motivating and driving him, make it our own, and then carry on his efforts in our most honest endeavors. Then we shall see for our own selves, that "Those old sailors never die." H.W. Schonn, Master—LNG Virgo LNG Virgo Ship's Committee Chairman, Bosun Donald Hicks H-694 Sec.-Reporter, Steward L. Jarman J-8029 Ed. Director, J. Salamons Just a line to let you and all my Union brothers know that I deeply regretted the passing away of our very dear Brother and friend Mr. Paul Hall. We have lost a leader as well as a friend and brother. He fought for the rights of seafaring brothers for many years. He fought to get all of us where we are today. I only hope that the fight will continue for the rights of seamen and for more ships under the American flag. Brother Hall fought long and hard for our maritime industry. He was a native of Alabama and so am I. His integrity and hard work are beyond question by anyone. It is a shame that we don't have more leaders like him in this wonderful nation of ours. My heart is heavy with sorrow. I know Paul Hall will be missed among our ranks for many years to come. Fraternally, A Loyal Union Member (since 1947) Malcolm E. Smith S-5215 �U«S*Flag Must Get Fair Share of Coal Exports A s world oil supplies decline and k. as the political price of petro­ leum from OPEC nations becomes too steep to pay, coal has begun to emerge as America's last, best hope. In abundant supply within U.S. territory, development of our coal resources will lessen our dependence . on foreign oil suppliers. Our vast coal reserves will be vital not only to fuel America, but to fire up, once again, foundering U.S. influence with our Western Euro­ pean allies. Dependent to a great degree on the Middle East for their energy needs. Western Europe's foreign policy has evolved into a policy of least resistance against the actions of their OPEC suppliers. Afraid to antagonize their oil suppliers at the risk of a devastating fuel cutoff. Western Europe has declined whole­ hearted support of U.S. sanctions against Iran, among other issues. With this in mind. President Carter went to Italy in June to participate in an economic summit meeting with the leaders of Italy, France, the United Kingdom, Can­ ada, Germany and Japan. The seven national leaders emerged from the talks tinited in their intent to conserve oil and increase their use of alternative energy sources, principally coal. They further agreed that the United States would be the "chief producer and exporter of coal for the international market." And that the Western European nations and . Japan would double or triple their purchases of coal from the U.S. within the next 20 years. prepared to help industry cope with the jobs of increased mining of coal; To get this ambitious coal pro­ development of adequate handling, gram off the ground will mean a storing and transportation facilities; hefty outlay of private capital to and a significant expansion of ports build and upgrade port facilities and or. the Gulf, East and West Coasts to transportation networks here in the. accomodate deep draft coal carriers. Unit^ States. While it is also obvious that a In early July tbe Carter Admini­ sizeable bulk fleetwill be required to stration held briefing sessions witb move the coal—as many as 1,000dry key industry and labor groups bulk ships of 100,000 dwt by some including tbe SIU, to outline tbe estimates—the government has not objectives of tbe U.S. coal program. made a single provision to ensure They indicated the government is either U.S. shipping or shipbuilding OHIcial Publkolion of the Seofarers Inferttationol Union o( North America. Atlontic. GuU, lolei end Inland Woten Ohtrict. Afl^ClO August. 1980 i'J.- Vol. 42. No. 8 Executive Board Frank Drozak President Leon Hall Joe DiGiorgio Vice President Secretary- Treasurer Angus "Red" Campbell Joe Sacco Mike Sacco Vice President Vice President Vice -President James Ganndn Ray Bourdius Assistant Editor Don Rotan West Coast Associate Editor Editor « Edra Ziesk Assistant Editor Marietta Homayonpour Assistant Etlitor Mike Gillen Assistant Editor Max Siegel Hall Assistant Editor Frank Cianciotti Director of Photography I Writer Dennis Lundy Photography Marie Kosciusko Administrative Assistant George J. Vana Production I Art Director Published monthlv by Seafarers Internationa! Unior.. Atlantic. Gull Lakes and Inland Waters D SI ic* AFL °CIO 675 Fourth Ave . Brooklyn. N.V 11232 Tel 499-6600 Second class postage Uisiric.. Afu 1.1U. o u Brooklyn. N.Y. (ISSN W0160-2047) v. wijth an equitable role in the coal program. We believe it is impossible to Justify the outlay of. billions of dollars to spur a U.S. coal export program without including a role for U.S. ships and U.S. seamen in that program. While the blessing of increased reliance on our vast American coal resources allows both America and her allies a way out from under the domination of oil producing na­ tions, the blessing backfires if we allow that coal to move on foreign ships. Without a guarantee that a substantial percentage of our coal exports will move on American-flag vessels, the United States will end up more dependent than ever before on foreign fleets. With the fortunes of the U.S.-flag dry bulk fleet at an all-time low and with the overall national economy floundering, the proposed U.S. coal exporting program provides us with a timely chance to turn the tide. Tbe coal export program is a golden chance to provide shipyard and seagoing Jobs for American workers; tens of thousands of additional jobs in related U.S. shoreside industries: an opportunity to renew our sadly deficient national bulk fleet and the chance to protect our national security by cutting our. ties with foreign-flag shippers. Our coal reserves are one of America's national treasures. But a coal export program which deprives American ships and seamen of a rightful share in* that program is a travesty. The U.S. government would never suggest that the coal needed to meet the terms of the export agreement with our allies be mined by foreign workers. If they did, the American mineworkers would shut the coalfields down. The government would not sug­ gest that our national ports be built or renovated by foreign laborers. If they did, the U.S. construction trades would make sure those ports didn't get built. But by their silence on the role of U.S.-built, U.S.-manned ships in a coal export program, our govern­ ment has suggested that foreign vessels with foreign crews will play a key role in that program. TTie job of exporting American coal abroad isn't over at the mouth of the mine. It isn't over at a rail or highway transfer facility. And it isn't over at the water's edge. it's U.S. coal. And a good portion of it must move on U.S. ships. August 1980 / LOG / 19 :| •' K''* �<•• - s i-.«F Letters Honoring Paul Hall Dear Frank Drozak: I recently learned of the passing of Paul Hall. Needless to say, while I was aware of Paul's desperate illness and his courageous battle and thus I. was not taken by surprise, but was nonetheless deeply saddened by this tragic loss. It is, of course, a loss felt most deeply by his family to whom he was so devoted, and then a loss to the Union that was his entire life. For the brief periods of time I spent with Paul and the several isolated legal matters in which 1 was involved with him and the Union 1 come to the conclusion that his loss is felt by all people who knew him and have a continuing interest in the vitality and integrity of!he United States and its legitimate labor movement. While my personal involvement with Paul was, as >ou know, somewhat limited, my awareness of him and his activities and his person since 1970 has been continually increasing as has my admiration and 'respect. He was no saint, for none of us can assume such a mantle in real life, arid yet my knowledge of Jiim through his personality and his acts evokes in my mind the words that Clarence Darrow uttered on the death of his dear friend, Peter Altgeld: "He so loved justice and truth and liberty and righteousness that all the terrors that the earth could hold were less, thaq the condemnation* of his conscience." I know that you feel a personal loss in Paul's passing but you have inherited a mantle which you wear so well. You have my own wishes for continued success in the leadership which you assumed so long ago and my request that you extend to Mrs. Hall and the family my very sincere sympathy on the loss that they have sustained. Most sincerely, Jonathan L. Rosner, Esq. New York, N.Y. '• 'i ^ t a '^1; I I • I ^ L^' = = : ^.^-: f5u^ .- 'i-J ! ( -' , » • I was saddened to hear of the death of Paul HaT|—recognized as one of the greatest labor leaders of this nation. Respected by the labor movement, the maritime industry, business executives and by many of oiir country's presidents and legislators—past and present, Paul will be missed especially by the seamen for whom he so staunchly fought in the last four decades. Paul was dedicated to improving conditions for not only the SIU membership which he so ably represented at the negotiating table, in the halls of Congress, at the White House, and in the international labor and business arenas but also for all working men and women, skilled arid unskilled, professional and non-professional. As an initiator and builder of ideas. Paul's accomplishments appropriately eulogize his dedication, perseverence and courage—qftentime in the face of extreme adversity. His memory and spirit will live on in the realization of his ideas and dreams and in the enormity of his accomplishments. While Paul was ill, our SIU Executive Vice President Frank Drozak performed the functions of acting president both capably and admirably. For over a decade. Frank had been Paul's right hand man working with him side by side to the benefit of the SIU membership. In my opinion. Frank is the best-prepared man to carry out the responsibilities of the office of president of the Seafarers International Union. Training and experience have eminently qualified Frank to assume the leadership of the union and tend to the important task of building a healthy U.S.-Hag merchant fleet and a still stronger and more effective SI U. We should all stand behind him and give him our strongest encouragement and support—as did Paul—because he has most assuredly earned it. Fraternally yours, Anthony Goncalves G-83 Arlington, Va. I deeply regret that I was unable to attend the services for our late brother, friend and colleague Paul Hall. I am thankful that I had the opportunity to have known Paul and to have been associated with him in our great free trade union movement. He was a true friend, a champion and dedicated fighter for the free trade union movement and a great American. Please express my deepest sympathy to his family and to the officers and members of the Seafarers International Union. Fraternally, Aibin J. Gruhn President Califomla .State Federation of . " :^ Labor, AFI-no Frank Drozak, President Seafarers International Union of North America 675 Fourth Avenue Brooklyn, New York 11232 Dear Frank: ' I am writing on my return yesterday from a trip out of the country, including attendance at the ll.O Conference in Geneva, to expres.s my sorrow at the death of Paul Hall. 1 got to know Paul during my last few years with the Amalgamated in New York, but our friendship continued even more actively during my stay at the Department of Labor 1977-79. Paul at that time —along with the.many other responsibilities which he fulfilled for President Meany was the chairman of the Labor Advisory Committee"on international trade, and I depended on him for good advice and the fruits of his experience. During these years, over the course of many long breakfast and lunch sessions together, in New York and Washington. I came to look forward to Paul's wisdom and good .sense, as well as his profound understanding of the labor movement. I had looked forward to continuing that relationship when I came to the l UD. His final illness and passing came as a shock. I know that Paul >vilLbe missed by uncounted of his former associates and admirers, among whom I was proud to include myself. I sorrow for those who were close to him, as well as for his family. Please accept my most sincere sympathy. Sincerely, Howard D. Samuel, President industrial Union Dept. AFL-CIO * * * I am profoundly distressed to learn of the death of Paul Hall. He was so long associated with our rriaritime work and his loss will be keenly felt by all. Please accept my sincere condolences and convey these also to his family. Francis Blanchard Director General Inferriatfohal Labor Organization I am writing this letter to pay my respects and sympathy on the death of our dedicated International President Paul Hall. Paul Hall was truly a great maritime union leader who worked very hard to upgrade the lives of all seamen. His dedication to the true principles of the American maritime and trade union movements and his fearless fight to bring the many pension and welfare benefits to all Seafarers is a legacy in itself. I for one, who is permanently disabled today, know what Paul Hall has done for the SIU in his long years of association with the SIU. Paul Hall will long be remembered as the man in the maritime trade union movement who dedicated his life so that all seamen could have selfrespect and human dignity as they .sailed their ships around the world. My sympathy goes out to his family in their days of bereavement. 1 consider it an honor for 30 years to have been a member of the SIU—the maritime union that he dedicated his life to. Fraternally, Pensioner Paul Capo IVfetalrle, La. Paul Hall's death comes as a shock to me. Paul Hall was a great man, a giant among labor activists and a very dear and close personal friend. During those early days when public workers didn't have the right to organize, it was Paul Hall and his fellow sailors who linked arms with our members to defend their picket lines and to help them win decency and some of the rights enjoyed by most other American workers. I personally, and AF'SC MH as an institution, will always feel deep gratitude to Paul Hall and the Seafarers for their unflinching solidarity with our stuggle over the years to win union recognition and reasonable jobs and working conditions. Paul Hall was enormously respected by those in as well as outside the labor movement. Always an innovator, he would offer new ideas to blend with the best of the old. Paul will be remembered for his dedication to preserv ing our precious labor tradition, and for his leadership in carrying it forward. Weve lost a great American, He will be deeply missed. Fraternally, Jerry Wurf, President American Federation of .State, County and Municipal Employees 20 / LOG / Almost 1980 Je'-' •• �-• •• •, M?;."th^;- ' •-"• • j/ '^--,r-%. •>.- - •/^J: V'"> • •• - Ocean Mining Bill m-'w • ^r}- .. " ! - -f - V ••V-' ._: •'"J.'' C'. »S;v • VS';5»feV,"..^ > , . 'if' Tu'JT •' •'" If .• . •-.. 5.- ' ^1.. •' •^••' -' :«/ £ '''I. Signed Into Law Legislation Guarantees Use of U.S. Flag, U.S. Manned Mining Vessels and Ore Carriers I N a stunning victory for the jobs and job security of U.S. seamen, President Carter signed the Deep Seabed Hard Mineral Resources Act into law last month with its crucial "man American" provisions intact. Almost 10 years in the making, the Act has been a top legislative priority of the SIU since 1971 because it President's desk on June 28. components in our national Under the terms of the defense industry. Enactment green-lights a brand-new deep seabed mining industry Act, U.S. mining consortia of the Hard Mineral Resand ensures a key role for can begin retrieving the sources Act into law makes U.S. seamen in that Industry. manganese, cobalt, copper it possible for the U.S. to The Deep Seabed Hard and nickel-packed nodules become largely self-suffi­ Minerals Resources Act, that blanket the ocean's cient in those key minerals passed by overwhelming floor. The United States is by the turn of the century. While national security voice vote in the Senate on almost entirely dependent June 23 and in the House on imports of those four considerations played a part two days later, went to the minerals which are crucial Continued on Page 22 August 1980 / LOG / 21 kl k-. �• -r • -t- fcv^*l •'ri..ii=n-.,.-.^.;,-;'r.-.«f;'»M»- -i»-».-*it.v.'- a^-r .It' - ;=-.i:5^1==3*69ie^ r- . •J '•i' ; f. •>'"!!«• - 45 :-r 1i •if' Jl: ;tf ••.'A !• ii f u if' «If-' li I i: .• fI if H >vi'n < l«-t .|i Enactment of Measure Brings SlU's 10-Year Fight To Victorious End processing or transportation in the Union's tireless eligible for operating lobbying for the Act, it was differential subsidy (ODS) the prospect of gaining and construction differential ground-level entry for subsidy (CDS) programs of Seafarers in the new-bom the Merchant Marine Act of ocean mining industry that 1936. In a letter to Carter dated was the key to the SIU's July 3, SIU President Frank support. The Union's decade-long Drozak hailed the chief fight to create and protect executive for signing the jobs for U.S. seamen in Act. "This legislation," Drozak ocean mining paid off. The Ocean Mining legislation said, "represents" a signifi­ that left the President's desk cant milestone in our mutual included three '*man- effort to revitalize the U.S. American'' amendments flag Merchant Marine. By requiring that at least one whi^ • •'Squire that all mining ore carrier per ocean mining and processing vessels used site be an American ship," in the commercial recovery Drozak continued, "this of deep seabed minerals be legislation will provide a U.S.-documented and U.S.- tremendous boost to* our manned; maritime industry and our • require at least one^ore maritime employment." carrier per mining site be^ "Similarly," he added, U.S.-documented and U.S.- "the requirement that manned; mining and processing • make any U.S.-docu­ vessels be American-flag mented vessel used in deep vessels will guarantee that seabed mineral recove'ry, American workers receive a Continued jrom Page 21 fair share of the economic opportunities created." Drozak ended by commending Carter for his "commitment to a strong U.S.-flag merchant marine and your concern for American workers in all facets of the maritime industry." Though support for U.S. ocean mining legislation had been steadily mounting over the last 10 years, passage of the Act was a Congressional coup against diverse pres­ sures and obstacles. Over the past 18 months alone the Act was reported out of no .fewer than five Senate committees, four House committees and a variety of subcommittees on both sides of Congress. Pressure from the U.N. Conference on the Law of the Sea, which has been trying to reach agreement on an international ocean mining treaty, ran strongly against adoption of U.S. ocean mining legislation. It was only when U.S. Ambassador to the Law of the Sea Elliot Richardson gave his go-ahead to the 1980 version of the Act that the final stumbling block to whole-hearted Congres­ sional support of the measure was cleared. Under Richardson's re­ commendation the Act says that licenses for deep seabed exploration will be issued beginning July 1, 1980 but that permits for "commer­ cial recovery" will not be authorized until Jan. 1, 1988. This timetable allows the U.S., said White House Press Secretary Jbdy Powell, to "reaffirm this nation's commitment to both a Law of the Sea Treaty and orderly development of a U.S'. ocean mining capa­ bility." The Act, Powell added, "will fill the gap created by ... our need for minerals on Continued on Page 23 SIUNA Vice President John Yarmote testifies at hearings on ocean mining .iegislation at a subcommittee on Foreign Affairs in the House of Representatives in the fall of i979. Many of the seats in back of him are filled with SIU members. • 22 / LOG / August 1980 �\m- Industry Means Jobs for American Seamen the one.hand and the slow of actual minifig, U.S. provisions when he spoke on deliberate process of inter­ seamen may be working i^ the Senate floor prior to the national lawmaking on the this industry as early as next vote on the bill. "The mining other." year. consortia intend to put into However, in spite of the Sen. Warren Magnuson operation, at various times stated timetable for the start (D-Wash.) clarified the time between 1981 and 1988, SchematiG of Ocean Mining Ship )• - - " I 1 i I i[ -—-y- -- .• recovery operations on a very large scale, but not at the full operating rates planned'for ultimate pro­ duction. "These large interim operations," Magnuson continued, "will be for the purpose of testing full-sized mining ships and related equipment for periods of time which are less than fulltime operation." The Deep Seabed Hard Minerals Resources Act which was ultimately signed by the President was an amended version of the original House bill (HR 2759). On June 23, the Senate considered H.R. 2759, added 16 amendments to if, passed it and sent it back to the House. The House passed the amended version on June 25. What's Down There on the Ocean Floor? N ESTLED snugly in some of the deepest rescesses of the ocean lies a treasure of immense proportions. It is a treasure that has been nurtured throughout the eons by the chemical and organic phenomenons of nature. This treasure of the deep is millions upon millions of manganese nodules that pave the ocean floor like an eternal black cobblestone highway. The nodules are highly valued because of the extractable minerals locked in their round, dark potatoe sized bodies. The nodules have a high content of the four minerals— nickel, copper, cobalt, and manganese—considered basic and essential to the economy and productivity of industrialized nations. For instance, nickel is used in petroleum refining and in the production of gas turbines, aircraft frames, marine and automotive bodies, and ceramics. Copper is used in the manufac­ ture of electric motors, power generators, transformers, plumb­ ing, and automotive brakes, radiators, heaters, and carbure­ tors. Cobalt is used for the production of industrialized magnets, telephones, gas turbines and radiation research and treatment. Manganese, probably the most important of the four minerals, is basic to all iron and steel products. Recent research projects have estimated that the near infinite supply of nodules contain 15 billion tons of nickel, 8 billion tons of copper, and 5 billion tons of cobalt. These statistics far exceed the known land-based resources of these minerals. Research has also shown that • the heaviest concentration of the nodules lie two to three miles deep in the Pacific Ocean, mostly near undersea volcanoes. Despite all the research, though, it is still only speculation as to how the nodules grow. One theory is that a nodule starts to grow around some particle, such as animal remains or pumice. Then somewhat like a pearl, it grows slowly through some sort of chemical and organic activity. Unlike a pearl, though, which grows in years, it is estimated that the nodules grow only a few millimeters per million years. But one thing is sure. The nodules do grow. And according to one estimate, they are forming, at the rate of 10 million tons a year. This is an extremely small figure when compared to esti­ mates which claim the Pacific Ocean alone contains 1.5 trillion tons of the nodules. Up until 1872, no one even knew that the nodules existed. At that time, one of Her Majesty's ships dredged a few off the ocean floor and brought them back to England as conversation pieces. It wasn't until 15 years ago that anyone gave much serious thought to bringing the nodules to the surface in large amounts and extracting the minerals housed inside. However, the increasing demand for these minerals in an ever growing industrialized world has given birth to a potentially massive new industry —ocean mining. Thanks to the SIU's support of the Ocean Mining Bill, this industry will finally get into full swing. And SIU members can look forward to jobs on ocean mining ships and ore carriers. Besides being the biggest consumer of these minerals, the U.S. is also the biggest importer of the essential substances. In fact, the U.S. is almost totally dependent on foreign imports for these minerals. Right now, the U.S. imports98 percent of its manganese, 98 percent of its cobalt, 90 percent of its primary nickel and 15 percent of its copper. Considering that the nation's economy depends on the uninterrupted flow of these minerals, the fact that we are so dependent on the outside world for them is a very disturbing fact. Consortiums of mainly American companies have pumped millions into the research of developing an ocean mining and processing capacity. Several ocean mining vessels and processing plants are already operating successfully on ^n experimental basis. Their research has shown that the full development of an American ocean mining industry would enable the U.S. to become completely self sufficient in the four essential minerals by the year 2000. August 1980 / LOG / 23 •.g: MM �•' -. rp w .1- s • - ^»;: .,-4 -»H i^F .:^ .'••v" <=7. r-.-- ., •:=-JT^'- ^r--. :'_.L - J.-; •'• •i"\ -• ' \r Rep. John Murphy Supported Bill Every Step of the Way T ^11 •" '\"¥^ .1 HE SIU'S decade-long effort to win passage of the crucial Deep Seabed Hard Minerals Resources Act was not a singlehanded battle. Credit is due to Congress as a whole for voting the measure in and to the President for signing it into law. But even more credit is owed to those Congressmen and Senators who have stood by this legislation —and most especially, its "man American" provisions—through 10 long years. Sen. Spark M. Matsunaga(DHawaii) introduced the original 1980 Ocean Mining bill which was passed by the Senate last Dec. 14. In the House, the measure was nurtured by Rep. John Murphy (D-N.Y.). It is not surprising that Rep. Murphy was a chief advocate of the Ocean Mining legislation. Throughout his 18-year Congres­ sional career the New York representative has been a vocal and consistent supporter of a strong U.S.-flag merchant marine. Murphy's record on labor bills in general has been a good one John Murphy (D-NY) reflecting his belief that American workers must have a share in the jobs created by U.S. industry. Speaking on the "man /..I?,- >Z J^ ^ - T:- •.- Jl, S American" amendments to the Ocean Mining bill. Murphy illustrated this belief when he said: "If U.S. permitees are required to document their mining vessels in the United States, all of the tax dollars resulting from U.S.-flag vessel operations will accrue to the U.S. Treasury and hundreds of new American Jobs will be created..." Congress must not sanction. Murphy added, "exporting millions of dollars in tax revenues thousands of American jobs and the mining technology that Americans have spent millions to develop." Congressman Murphy is now running a strong campaign to win re-election to New York's 17th Congressional District. That re-election campaign has the commited and active support of the SIU. The Union has always stood by those elected represen­ tatives who have stood by the cause of American workers. Rep. Murphy has been a loyal friend of and a consistent battler for American workers. He has earned the Union's gratitude and our support in return. 1:i. •', • 'J Key Supporters in Senate : 4' Senator Warren Magnuson: "In addition, a minimum ofonl ore carrier will be documeniel under U.S. laws. This requiremeti ...is to insure that there is at leas] minimum control over the transpoA tation of these mineral resources t) the U.S." ri , ? Senator Frank Church: "This leglislation will: providl new jobs at sea and on land /b] American workers." Senator Ernest Hollings: "The other issue of concern to me ...a provision that mining anc processing vessels be built in the U S. Representatives of the mining industry have sent letters assuring that construction would be in th U.S. and that the provision was unnecessary. I accept those awMr-j ances." Senator Warren Magnuson: "... mining and processing vme/i| be built in the U.S. However, I wish to stress that the acquiesence in theii House version on this issue vvai conditioned on the U.S. companiei involved providing firm commit-\ ments that they planned on buildin these vessels in our shipyards." •. •Hr- -i. '.idf' s" if -f,. '•, ''•f •fI Henry Jackson (D-WA) Frank Church (D-ID) Jacob Javits (R-NY) 4^ -Jp'V f; V John Warner (R-VA) Warren Magnuson (D-WA) Spark Matsunaga (D-HI) Howard Cannon (D-NV) Key Supporters in House •'y.x^ •••••A"' • '>, - ' . • .• o. I Senator Ted Stevens "Using American vessels « flj safety valve against a foreign\ embargo and protects our national^ security." A J,,.., i• Senator Warren Magnuson "I have supported such require-\ ments for 15 years." .. f 1 • Smator Howard Cannon; "By requiring iand-basedprocesi ing in the United States,...Amer] can workers will have new J opportunities." rr'4;'^ , -1-7 •; yi- - •*• r't y; •.• S ^ • • I ^ -.'ft' /jk' '' T •3 Ed Derwinski (R-IL) Barber Conable (R-NY) Robert Lagominsino (R-CA) I--/., - :«V4 .. iill_-ft - "'-'I .= • Senator Henry Jackson ,"Ocean mining promises to he a stimulus for significant new private \ investment, and for the creation o)| many new employment opportum ties in the United States. Senator Spark Matsunaga "! am convinced of the need jo the bill to contain language protect­ ing American Jobs." .1 r Senator Howard Cannon . "Such a provision is important in order to provide that the economicl benefits arising from ocean minmg\ ventures operating under UnitedX States legislation accrue to ther United States." ' Senator Frank Church . "American technology shouldbe\ utilized to assure that economic] benefits accrue to the United States. If we keep giving everything away, we will lose our stature in the world. Our trading partners are cutting us off at the knees." •' •' • r. ' Clemeni Zablocki (D-Wl) John Breaux (D-LA) A! Ullman (D-OR) Thoni^ Ashley (D-OH) " . f ' ' • 'Mr . •' I .If- watYTl'irrFi;-.-- • I V JE: .-Ill Z! •• f. �H.R.2759 Binetg aixth Congress of the Bnited States of 3lnierica Jjl , AT THE SECOND SESSION Begun and held at the City of Washington on Thursday, the third day of January, one thousand nine hundred and eighty an act To establish an interim procedure for the orderly development of hard mineral resources in the deep seabed, pending adoption of an international regime relat­ ing thereto, and for other purposes. . -fc Be it enacted by the Senate and House of Representatives of the United States of America in Congress assembled. SECTION 1. SHORT TITLE. i'. This Act may be cited as the 'Deep Seabed Hard Mineral Resources Act". , SEC. 2. FINDINGS AND PURPOSES. 4S f'.?'};-'-.''.-; 7"' i• f- •• r"' i_ : I." S • ; f I .. (a) FINDINGS.—The Congress finds that— (1) the United States' requirements for hard minerals to satisfy national industrial needs will continue to expand and the demand for such minerals will increasingly exceed the available domestic sources of supply; (2) in the case of certain hard minerals, the United States is dependent upon foreign sources of supply and the acquisition of such minerals from foreign sources is a significant factor in the national balance-of-payments position; (3) the present and future national interest of the United States requires the availability of hard mineral resources which is independent of the export policies of foreign nations; (4) there is an alternate source of supply, which is significant in relation to national needs, of certain hard minerals, including nickel, copper, cobalt, and manganese, contained in the nodules existing in great abundance on the deep seabed; (5) the nations of the world, including the United States, will benefit if the hard mineral resources of the deep seabed beyond limits of national jurisdiction can be developed and made avail­ able for their use; . (6) in particular, future access to the nickel, copper, cobalt, and manganese resources of the deep seabed will be important to the industrial needs of the nations of the world, both developed and developing; (7) on December 17, 1970, the United States supported (by affirmative vote) the United Nations General Assembly Resolu­ tion 2749 (XXV) declaring inter alia the principle that the mineral resources of the deep seabed are the common heritage of mankind, with the expectation that this principle would be legally defined under the terms of a comprehensive international Law of the Sea Treaty yet to be agreed upon; (8) it is in the natio^ interest of the United Scates and other nations to encourage a widely acceptable Law of the Sea Treaty, which will provide a new legal order for the oceans covering a broad range of ocean interests, including exploration for and commercial recovery of hard mineral resources of the deep seabed; -'It H.R.2759—34 SBC. 404. ACT NOT TO AFFECT TAX OR CUSTOMS OR TARIFF TREATMENT OF DEEP SEABED MINING. -- - :-;r Except as otherwise provided in section 402, nothing in this Act ehaU affect the application of the Internal Revenue Oxie of 1954. Noth^ in this Act shaU affect the application of the customs or tariff laws of the United States. r Speaker of the House of Representatives. APPROVED •• '-;7j JUN288eO 5 President of the •: H- 26 / LOG / August 1980 - : ^1 ' ' ..'I ^1 �-- rt^rrjcr. ' « ^ * 'i > ^ K « t f ; « » r » J9 V—„ ^ 3 i| ? ,r * « . - • ^ . r . f • •• • ^ , * ' -• - i: ' f ^ I ' tr y V -»• f. a i it ft , « ir ». ^ ^ g4 After President Carter signed the landmark Ocean Mining Legislation, SIU President Frank Urozak fired off a letter of thanks to the President for his support, especially of the bilLs provisions protecting U.S. flag and U.S. jobs interests in this brand new industry. Here is a reprint of that letter. OF NORTH AMERICA • AFL-CIO 675 FOURTH AVENUE • BROOKLYN, N.Y. 11232 • (212) 499^6600 FRANK DROZAK President ' _. y* V-A ••• July 3, 1980 .'.H . The President The White House Washington, DC 20500 Dear Mr. President: I wish to commend you for your support of the Deep Seabed Hard Minerals Resources Act (P.L. 96-283). The legislation which you signed on June 28 will provide the framework by which the United States can begin to develop the mineral resources of the deep seabed which are vitally important to the inclustrial economy and security of this country. Equally important, this legislation represents a significant milestone in our mutual effort to revitalize the United States-flag merchant marine. As you know, the dry bulk segment of our fleet numbers only a handful of vessels and carries less than two percent of our dry bulk foreign trade. By requiring that at least one ore carrier per ocean mining site be an American ship, this legislation will provide a tremendous boost to our maritime industry and maritime employment. This in turn will lead to greater United States self-sufficiency in both the supply and transport of strategically important minerals. Similarly, the requirement that mining and processing vessels used pursuant to Public Law 96-283 be American-flag vessels will guarantee that American workers receive a fair share of the economic opportunities created. The Seafarers International Union has actively supported the enactment of ocean mining legislation for the past nine years. We are especially pleased that you have signed this legislation into law and that you agreed its provisions relating to the use of American vessels are irhportant to the security and economic interests of the United States. Your action clearly evidences your commitment to a strong United States-flag merchant marine and your concern for American workers in all facets of the maritime industry. I look forward to working with your Administration again on matters of mutual concern. . Sincerely, Frank Drozak President Seafarers Internationa! Union n iiiW ' '' "'P V'5'• _ 4 , V... r •ii. • •T '••'f •V / •'•ii-. ^'1, •/ 1 August 1980 / LOG / 27 J �Ocean Mining Means Jobs Passage of the Ocean Mining Bill paves the way for development of a brand new maritime industry. This industry could very easily have gone totally to foreign workers had it not been for the SlU's persistent effdrts in Washington to protect American interests. . The fight was a long one, nearly 10 years. But nothing ever comes easy in the never ending battle to keep our merchant fleet moving ahead. All the work, all the minor setbacks and all the frustration of running into numerous legislative roadblocks along the way has been worth it. Because the effort has paid off. The bottom line is clear. The brand new Ocean Mining industry means jobs—Jobs for American seamen, jobs for the construction trades and jobs for shipbuilders. The jobs will not appear right away. The industry will slowly build itself up, and the jobs will come. By the end of this decade, the industry should be in full swing. And by the end of the century, the Ocean lAining industry wiii be interwoven in the permanent fabric of the American job structure. Here is a look ahead at what the Ocean Mining industry will bring to American seamen by the year 2000: • 20 deep sea mining vessels flying the American flag, crewed by American sea­ men. • 60 ore carriers to service the mining ships (3 ore carriers for one mining vessel). At least 20 of those ore carriers wiii be American flag, American crewed. • Each mining vessel wiii carry a crew of approximately 150 to 170 seamen. • Each ore carrier will carry the normal complement for a dry bulk vessel. These are conservative estimates. The actual number of jobs for U.S. seamen could be far greater. The future is what it's all about. The SlU has always looked to the future to insure that SlU members would always have jobs to go to and real job security. Our fight for the Ocean Mining bill is a good example of how hard work and a little foresight can pay off in the best way possible—jobs. Ocean Mining &tip 'GovernorRay' '•'< i •/>* > SPAD Keyed Ocean Mining Yictory W ASHINGTON, D.C. is the center of power in this country. Whatever happens there affects everyone. This Union does not ignore facts. If Washington, D.C. is where the power is, that's where we want to be. That's where we have to be. The recently enacted Ocean Mining Bill is just one mOre example of why this Union has to maintain a presence in Washington. The SIU has been work­ ing for years to help get the Ocean Mining Bill passed. Not just any Ocean Mining Bill, but one that would protect the rights of seamen. The bill that was just 28 / LOG / August 1980 passed contains stringent "crew American" provi­ sions. Those provisions would not he there had this Union not fought every inch of the way to have them included. Elliot Richardson, the I head of the American would never have been able delegation to the Law of the to do so without the support Sea Conference, opposed of concerned seamen who the concept of "crew donated to SPAD. American." So did a number SPAD is more than just of Other powerful, highly four letters. It is the placed politicians. seaman's lifejacket. But we beat them. We Without SPAD, we would not he in Washing­ ton. Were we not in Washington, we wouldn't be able to get legislation like the Ocean Mining Bill passed. It is estimated that the Ocean Mining Bill will result in thousands of extra maritime jobs by the end of the century. You made it happen by your contributions to SPAD. �Directory SIU Atlantic, Gulf, Lakes & Inland Waters United Industrial Workers of North America .Frank Drozak, president Joe DiGiorgio, secretary-treasurer Leon Hall, vice president Angus "Red" Campbell, vice president Mike Sacco, vice president Joe Sacco, vice president JUNE 1-30, 1980 . nOTAL REGISTERED TOTAL SHIPPED All Groups Class A Class B Class C All Groups Class A Class B Class C Port DECK DEPARTMENT Boston NewYdl-k .... 5 .• 121 Philadelphia Baltimore Norfolk Tampa Mobile New Orleans, Jacksonville San Francisco Wilmington Seattle PuertoRico Houston Piney Point Yokohama — .• Totals 13 25 19 10 13 88 25 36 24 34 12 61 3 4 493 2 38 8 10 6 10 5 25 10 8 12 7 1 ' 21 1 0 164 7 4 114 2 61 0 0 2 4 7 2 0 5 3 2 14 6 "0 8 0 0 8 ,14 6 13 16 64 21 35 22 71 18 58 3 1 13 8 10 8 4 34 8 10 6 39 7 25 13 0 2 2 1 2 0 0 4 3 7 12 2 0 0 0 64 466 Port Boston NewYork ^"REGISTERED ON BEACH All Groups Class A Class B Class C 2 246 37 6 12 159 23 47 33 12 24 135 53 78 44 46 12 114 0 9 801 7 60 6 15 12 10 7 34 20 20 18 10 3 38 0 1 261 15 2 8 16 7 2 11 4 11 16 25 0 15 0 0 138 5 158 8 37 25 12 29 112 29 65 15 32 14 78 0 0 619 6 70 8 11 14 9 9 41 12 21 12 17 5 20 0 0 255 4 14 2 5 4 3 0 6 4 1 10 8 0 -9 0 0 70 376 6 16 19 4 19 62 24 29 22 20 15 53 0 0 368 4 38 2 6 8 1 5 16 3 11 4 6 4 4 0 1 113 0 10 1 1 5 2 0 2 1 18 12 10 0 2 0 0 64 5 37 5 15 7 5 11 40 19 32 10 7 13 22 0 1 229 11 257 28 54 53 10 31 81 67 49 51 35 20 74 0 2 823 5 173 6 13 25 9 5 36 27 63 140 43 7 48 0 0 600 2,017 1.452 872 ENGINE DEPARTMENT ! 3 95 4 32 Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington 8 21 10 7 15 81 22 25 9 6-1 4 3 8 2 6 2 5 0 25 3 5 2 13 0 8 2 .'. Seattle 7 PuertoRico Houston.....7..:..v::::7...;vr..77:v7.:.: Piney Point Yokohama Totals 17 13 59 1 8 2 29 0 1 8 12 2 11 5 53 28 20 6 10 6 0 5 6 28 8 16 0 0 2 0 3 0 1 2 0 1 9 6 17 3 0 5 26 15 41 17 5 25 0 0 2 2 0 0 1 2 7 2 0 0 385 152 32 300 165 15 Port Boston NewYork Phiiadelphia Baitimore Norfoik Tampa Mobile New Orleans Jacksonville San Francisco Wilmington 1 69 3 0 2 STEWARD DEPARTMENT ; Seattle Puerto Rico Houston 2 41 8 11 13 3 8 32 17 11 8 1 25 0 3 4 1 2 15 3 5 3 0 0 14 11 20 Piney Point ' Yokohama.... Totals.. 199 2 3 0 0 6 1 0' 3 0 0 0 0 6 5 5 0 0 0 38 4 10 5 6 7 27 22 12 on i 1 30 9 3 6 7 2 19 11 8 ,1 12 12 12 11 1 0 8, 0 0 0 0 0 30 2 0 0 75 20 ' 2 27 20 102 Port NewYork Totals All Departments..,.. le? 29 ENTRY DEPARTMENT Boston Philadelphia Baltimore... Norfolk Tampa ' . Mobile New Orleans ...... ! Jacksonville San Francisco Wilmington . Seattle ! PuertoRico ; Houston. Piney Point Yokohama Totals 0 3 3 1 2 3 0 1 0 0 if 7 .... 0 4 4 33 111 71 4 9 3 3 6 33 11 19 6 6 9 14 1 0 157 19 22 25 9 12 49 38 21 21 17 13 41 39 0 441 5 6 10 , .4 3 17 14 14 41 11 2 21 0 0 223 1.234 832 345 . - . ... ' . ' . 948 579 81 *"Tqtal Registered" means the number of men who actually registered for shipping at the port last month, **"Registered on the Beach" means the total number of men registered at the port at the end of last month. Slupping in the month of June was good to excellent in all A& (i deep sea ports, as it has been for the last several years. .A total of 1.608jobs were shipped lasf ni<mll, i„ Slll-controlled deep sea vessels. Of these, only 948 or slightly more than half, were taken by -A"seniority members. The rest were filled by "B-and-C seniority people. Shipping is expected to remain good to excellent for the forseeable future. HEADQUARTERS 675 4 Ave., Bklyn. 11232 ALGONAC. Mich. ^212) HY 9-6600 520 St. Clair River Dr. 48001 (313) 794-9375 ALPENA. Mich. ... . 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON. Ma^ 215 Essex St. 02111 (617) 482-4716 CHICAGO. 1LL.9383 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Hd. 44113 (216) MA 1-5450 COLUMBUS, Ohio 4937 West Broad St. 43228 (614) 870-6161 DULUTH, Minn. 705 Medical Arts Building 55802 (218) RA 2-4110 FRANKFORT, Mich. P.O. Box D 415 Main St. 49635 (616) 352-4441 GLOUCESTER, Mass. 120 Main St. 01903 (617) 283-2645 HOUSTON, Tex.... 1221 Pierce St. 77002 (713)659-5152 JACKSONVILLE, Ha. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala. .. 1 S. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301)994-0010 PORT ARTHUR, Tex. .534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 626-6793 SANTURCE, P.R. 1313 Fernandez, Juncos, Stop 20 00909 (809) 725-6960 SEATTLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS. Mo. 4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Ra. 2610 W. Kennedy Blvd. 33609 I I•J|. (813) 870-1601 TOLEDO, Ohio ... 635 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 408 Avalon Blvd. 90744 (213) 549-4000 YOKOHAMA, Japan P.O. Box 429 Yokohama Port P.O. 5-6NihonOhdori Naka-Ku 231-91 201-7935 West Coast Stewards Halls HONOLULU, Hawaii 707 Alakea St. 96813 (808) 537-5714 PORTLAND, Or.421 S.W. 5th Ave. 97204 (503) 227-7993 WILMINGTON, Ca. 408 Avalon Blvd. 90744 (213) 549-4000 August 1980 / LOG / 29 \ ; :i' ;, .j" �SIU s tSJ-r S IU President Frank Drozak recently appeared on the weekly radio program, Labor News Conference, in Washington, D.C. The show is distributed nationwide through the Mutual Broadcasting System, and is picked up weekly by more than 300 stations across the country. It has long been the SIU's belief that the general American public is simply not aware of the problems facing the American merchant marine, much less the importance of our industry to this nation's economy and security as a world power. President Drozak's appearance on Labor's News Conference has helped in a big way to "get the word out" about U.S. maritime. Therefore, reprinted below is the complete text of President Drozak's answers to a barrage of questions concerning our in­ dustry. * Interviewing Drozak were Stuart Lytle, military affairs correspondent for the Scripps-Howard Newspapers, and Jerome Cahill, labor correspondent for the New York Daily News. LYTLE; Mr. Drozak, how bad is the condition of the maritime industry today? We hear that it's in bad shape. DROZAK: Well it certainly is in bad shape—it has declined greatly from the 70's, when we had 1100 ships in operation, to the point of fewer than 550 today. And there are no bright lights out there either. Congress has been talking about the ne:ed for a maritime program, the Administration has been talking about that too—but, the Navy and the Defense Department have said that we would be in terrible shape today to try to supply our people in the Mideast, if there were an outbreak there. The industry in in very bad shape. CAHILL: Legislation is pending in Congress now to do something about that. When you say there are no bright lights out there, does that mean that vou are not optimistic that Congress is going to move on this legislation? DROZAK: I 'm not very optimistic—there are many problems in dealing with that piece of legislation—many obstacles to revitalizing the American Merchant Marine. , In my opinion, it would put that effort in a holding pattern—it would provide replacement of some of the present ships, but it would not give us the expansion program that is needed for this country. CAHILL: Well, how big an e.xpansion program are we talking about, in terms of ships, or dollars, or employment? DROZAK: We need an on-going expansion program—a program that would not decrease the number of available ships, but would increase the number and size of the ships and provide the type of ships that would be needed for national defense—which is a very important factpr. Most of the ships today would not qualify, without a complete conversion job. The military has had to pull ships from the private sector and spend billions of dollars on conversions to meet the needs of the military, which, again, draws from the private segment of the U.S. maritime industry. LYTLE: The Navy and the other armed services—and the Rapid Deployment Force are now focusing on the Middle East. They are building or loading ships to place in the Indian Ocean and such. Do you see this as a turnaround for the military that would have a spin-off benefit for your industry? DROZAK: No, I don't. The military should stick to building warships, and they should let private industry build and supply the needed cargo ships—supply ships—as they did during Worl'd War II, the Korean War, and the Vietnam War. They have always turned to the private segment—to.the American Merchant Marine— as the fourth arm, to transport the needed supplies. But, for some reason, segments of the government have gotten involved in doing it themselves, they are drawing from the military personnel that they need. The Navy and the military should train military personnel—train them for battleships and other warships—and let the private segment handle the cargo and build the type of cargo ships that would be,needed to handle it, CAHILL: Why is it that the American Merchant Marine seems to have such \ a tough time competing with the overseas shipping companie.s? DROZAK: Well, I don't think they would have a tough time competing if they were given a fair and equal opportunity. To put it another way, give parity with the maritime industries of other countries. . CAHILL: What do you mean by "parity?" DROZAK: Welk the laws of this country that govern the industry restrict U.S. shipping companies from doing certain things that other countries allow their fleets to do—I don't like to get into it, but such things as rebating. All of the countries the U.S. competes with allow this. They also give their maritime industries certain tax incentives and tax breaks, which this country does not give. So, you're really comparing apples and oranges. Other countries also require that a quota of their cargo be carried on ships under their flag—the United States does not. C AHILL: Why is that? Is it an ideological problem? Are we hung up on the free enterprise system? DROZAK: Yes, I think we're hung up on the free enterprise system, and 1 think that the people of this country—because it was founded as^ a freetrading nation, free enterprise—do not want to accept the concept that changes are necessary. We're still living under the laws of 200 years ago—when the country was founded. Free enterprise and free trade are good, providing everyone else accepts them. But, is seems to me that the U.S. is the only country accepting those principles—and none- of the other nations do, so, we are free-traditig only one way. LYTLE: What recommendations would you have for Congress and the Administration, specifically, to turn the situation around? DROZAK: Cargo is the answer—along with bilateral shipping, parity in building and construction of ships—and the military should reorganize to meet its needs for fighting troops and ships, and allocate the cargoes to private shipping companies. That would help both the military and the private maritime industry. The Navy has a problem of recruiting. They've had ships laid up because they didn't have sufficient crews to sail those ships. Those ships could be allocated to private operators. That would help the private operators, and it would also give the nation needed security by way of backup for the military. LYTLE: You're talking about supply ships? DROZAK: That's right, supply ships. LYTLE: Should we get into a conflict today, how long—with the situation like it is—how long would it be before we had a merchant marine that could really meet the military needs? I mean; are we talking about years or months? DROZAK: Unfortunately, we're talking about years. To build a ship it would take three years, with the facilities we've got in this country. We would be in very bad shape, because of the decline of the shipyards. We—this country—has to decide whether or not it wants a shipbuilding program, whether or not it wants a maritime industry. 30 / LOG / August 1980 <• * • f SIU President Frank Drozak, center, who also serves as president of the AFL-CIO Maritime Trades Department, is interviewed by Jerome Cahill, left, of the New York Daily News, and Stuart Lytle, of the Scripps-Howard Newspapers on Labor News Conference. The radio show was aired on over 300 radio stations nationwide recently. .V \ �Broadcast Ov^ 300 Radio Stations If it does, then we have to make up our minds that we're going to do the things that all the rest of the countries are doing, and that we're going to support that approach. CAHILL: Well, the Administration's position seems to he that we want a maritime industry, but we are worried that if we do too much in the way of subsidies, we'll be adding to inflation, the cost of living, and so forth. DROZAK: Well, I disagree with that and whoever figured it out. If you are building—^if this country had a building program, a maritime program—an effort to build ships for this country, ships that are needed to protect this country, I think, that would help ease inflation, it would improve employment throughout the country. Most people probably think that a ship is built in a shipyard. It is not. A ship is built in every state of these United States. A solid and sufficient shipbuilding program would put thousands and thousands of people to work. The flow and turnover of those dollars would be of great help to the economy. For example, look at what happened in Brooklyn when the Brooklyn shipyard was closed down. A $4 million payroll was taken out of that small city. You can walk down the streets and see the effects—the stores that were closed, boarded up. And that has had an impact on everyone. A solid shipbuilding program would take people off the unemployment and welfare rolls and put them to work—on payrolls. The government would be saving and, at the same time, creating jobs. In our opinion, it would be a no-cost improvement of employment in this country. LVTLE: Other major forms of transportation—rail, air, and highway—get government subsidies. Does the shipbuilding industry get any subsidies? And if not, why not? DROZAK: The only subsidy that shipbuilding gets is through the appropriations of the Maritime Administration's Construction Subsidy, which is allocated to the employment of people. But, as for subsidies for the shipyards, no, they get none. LVTLE: Do the ship-builders get anything? DROZAK: The ship-builders may get some, but it is very little—it's not enough to keep up with the advanced equipment. LVTLE: How does it compare with the foreign government subsidies for their ship-building industries? DROZAK: There's no comparison—we're down at the bottom. CAHILL: You mentioned the employment impact of a program to put the maritime industry on its feet. How many jobs has the industry lost ovef the last decade or .so? DROZAK: Well, in the last 25 years, this industry has lost more than 50 percent of its employment—tens of thousands of jobs. CAHILL: So, it's down to what level, would you say? . DROZAK: There are about 30,000 jobs in the whole maritime industryseagoing jobs. CAHILL: And, it had been 60,000? DROZAK: Ves, 60,000 to 75,000—100,000—and at one time, we had more than 250,000 jobs. Those were jobs directly on ships. Add to that the shipyards and other components—manufacturers^—and you are talking about a lot of people who could be employed—who once were employed. CAHILL: Well, in the course of losing all of tho.se jobs, we also lost some pretty glamorous passenger service that, I think, most Americans regarded as part qfjheir way of life, is there any prospect that we 'II see A mericanflag passenger ships back in service on the East Coast? DROZAK: Well, I hope so—it's possible. First, we are going to try one—and we think that we'll make it go—on the West Coast—that will be the Independence. We've trained the crews for the Independence, and we think that we can do the job that is necessary to encourage the return of U.S. passenger service. If this effort is successful, certainly, I would look forward to seeing the North Atlantic with passenger ships, again. But, it would be under what we eall a "new deal"—everybody is saying the Eighties are hopeful, and we're looking to the Eighties as a new deal for passenger ship service. EAHILL: The Independence, / understand will be operating in the Hawaiian islands? DROZAK: Ves—that's correct. CAHILL: How large a ship is that? DROZAK: She's 850 passengers. CAHILL: That's really a first class vessel? DROZAK: Ves it is—and it's going to give first class service—I'm confident [OfthatX^ ^ CAHILL: When you say that you are looking for a "new deal on the passenger .service, what do vou mean? A- Nationwide DROZAK: Better qualified people, better trained people. We have made a careful study of manning for operating the ship and servicing the passengers aboard the ship. At one time, there was feather-bedding aboard these ships, and, we think that played a part in the decline—along with mismanagement. When government, management and labor were involved in the operation, of the passenger ships the government was paying the bills and nobody seemed to care. No subsidy is involved in this ship. We have trimmed the fat to the point that it will be successful—we're confident of that. CAHILL: / wonder if we could turn to a more immediate problem-^ the recession that is hitting a lot of workers, particularly in the Midwest—the auto industry and the steel industry? Has that had any effect on your people? DROZAK: Ves, it has—and it will continue to have effect, because products are not moving—products that would normally be moving on what we call the "Ship American" program. Most of these industries had a sympathetic feeling, and tried to ship a portion of their cargo on American flag ships, understanding their relationship with our foreign competitors. Therefore, with the auto and steel industries dropping off, that automatically had an impact on us. . And that drop off certainly will have more impact on us in the future. CAHILL: Does it appear to be as bad as the 74- 75 situation? DROZAK: It's about the same right now—pretty much the same. LVTLE: Why does the maritime industry have so much trouble getting what it wants through Congress and the White House? DROZAK: There are a lot of reasons. The Ship Sale Act of 1946 had an impact. That helped establish what we call the "flag of convenience"for American corporations—allowing them to invest in foreign countries and evade the tax laws of this country. That became a very profitable thing for corporations—particulary for the big oil companies. Then the aluminum and steel industries picked it up. They pay no taxes in this country for operating these "flag of convenience" ships, shipping their commodities on those ships. As for the wages and the operations of those ships, I don't think those have any real bearing. The tax loopholes are the incentive for the 800 such ships now sailing under the "flag of convenience" proposition. LVTLE: One of the countries that had the biggest number of "flag of convenience"ships was Liberia. With the recent revolution down there— and the strife—the word is that some of these shipowners may be looking elsewhere. Have you seen any evidence of that? DROZAK: 1 have heard that they are looking for other countries—that they are looking at the Bahamas, Bermuda, and other countries where a good relationship could be established with this country—the United States—to transfer these flags out. They don't feel comfortable—and certainly, this country shouldn't feel comfortable. CAHILL: Will the prospects of the U.S. maritime industry improve during the 1980 political campaign: Do you think that the presidential candidates have an understanding of your problems? DROZAK: They should—we've been talking about it for 30 years—it's old history. But, regardless of what anyone may say, the President of the United States must make the decision relative to the national defense of this country. It is in need of revitalization and building up the Merchant Marine. Call It a political move, if you will, but I don't view it as such. I view it as something that this country has to have, unless we want to sacrifice ourselves—to be caught with our pants down, unable to protect ourselves. The proof of the pudding is that the Defense Department and Navy have said that we're caught short. So, regardless of whether it's Jimmy Carter or whoever, somebody has to grab the ball and run with it—somebody has to call some shots, make some solid decisions. August 1980 / LOG / 31 \ 1 i i iK f& �HLS Lifeboat Coxswain Kevin Hearnd psyches himself up before the big race. With the N.Y.C. Marine Firehouse and Fireboat 1 as a backdrop at Pier A. the HLS lifeboaters push off for the race. Lundeberg Race Dedicated To Memory of Paul Hall HE 27th Annual Inter­ T national Lifeboat Race was held in New York City on July 5, Lined up for the start of the first heat in front of the World Trade Center are(foreground) the U.S. Navy lifeboat (middle) the HLS boat and the NMU boat (back). ' In the mile-long first heat, the HLS boat pulls away from the NMU and U.S. Nayy contingents. with the Seafarers International Union as defending champion. It looked like it might be a repeat performance of last year's race, a race that saw the SIU's Harry Lundeberg School of Seaman­ ship beat out the field, including the seasoned team from Lon­ don's Royal National Lifeboat Institute (RNLI). But, after getting walloped by Jubilant after copping the first heat,HLS Coxswain Hearnd(2nd right)and Coach Harry Coyle (left) are interviewed by the press. 32 / LOG / August 1980 ' --"r • ' L . ,r mm-. iijia.'-- WiiiK �; 'W;-•• Ate- gj-:5;-.V,v ^ t ^ -''^ J, ^ 1' '^ - -i,?- « ^ ,i , ^ ^ ^ '*' " ' ^ ''i M - s Crossing the finish line in the final heat a close second on July 5 in N Y. Harbor is the HLS 8-oarsmen crew in front of the Statue of Liberty. ?: The victors (right) in the 27th annual boat race, London's Royal National Lifeboat Institute (RNLI) team raise oars in salute to the grit of the HLS runnerups (left). Kids Nipped in Int'l Lifeboat Race the young Seafarers last year the RNLI team was back this year— with a vengeance. The team from the SIU— composed of trainees from the Lundeberg School's class #307— easily outdistanced the National Maritime Union (again) and the U.S. Navy team in the first heat. In the second heat the RNLI breezed by their competition— the Australian Volunteer Coastguard and a team from the U.S. Coast Guard. So, after demolishing their respective opposition in preliminary heats, it was, once again, the HLSS pitted against the RNLI in the finals. Sometimes there's a fine line between victory and defeat, especially when given two teams of superlative ability. It was, perhaps, the RNLI's desire to even the score after last year's defeat that tipped the scales this year irt their favor. In any case, it made for an exciting and classic race, characterized by good sports­ manship before, during, and after. The race itself was not decided until near the end of the mile-long course between New York's Twin Towers and Battery Park. When the horn sounded, setting the final race in motion, it became apparent that the RNLI had gotten the jump on the SIU. But the Seafarers pulled for all they were worth, showing their true grit as competitors and hoathandlers to regain the lead further on down. Then the brawny, older members of the BNLI team, hell bent on evening the score, slowly pulled ahead to cross the finish line first. After crossing the line, the RNLI team raised their oars in salute to the courageous young Seafarers who had run a fine race, if in a losing cause. The performance of the SIU's Harry Lundeberg School of Seamanship in this year's race—a strong second place finish—was once again a clear indication of the emphasis put on training and education by the SIU. The School of Seamanship was very much the dream and creation of the SIU's beloved and long-time President, Paul Hall, who passed away in June. He lived to see the School's name become the First engraved on the new International Lifeboat Race Cup, last year. And the Seafarers who gave their all, and skillfully, in this year's race, can rest assured that he was smiling down on them as they crossed the line. ' The HLS was the first winner last year of the N.Y. International Lifeboat Race Cup shown here. • .1 I -( % '4 1 •} f . 4V i Nirk Cretan (left) executive director of the sponsoring N.Y. Maritime Assn., presents second place p^que to ^LS Coach Coyle and team. The winning RNLI came in second last year. They beat the U.S. and Australian Coast Guards in their heats I' this year, August 1980 / LOG / 33 •m �^ ;4- [D)B|]©ga®(f®l][!i! ,.'1 •t I,: ? i' .:' n i'i -"S SEA-LAND LIBERATOR (SeaLand Service), May II—Chairman, Recertified Bosun J. Pulliam; Secretary J. Utz; Educational Director W. Drew; Deck Delegate V. Peters; Engine Dele­ gate J. Kouvardas; Steward Delegate D. Boone. No disputed OT. Chairman noted that the company furnished movies and they will stay aboard vessel for six months. All crewmembers should know their duty for fire and boat drills. The current Logs are aboard and should be read so you will know what is going on in the Union. The new crewmembers from Piney Point were welcomed, and commended for the work they are doing. It was advised that all should take advantage of opportuni­ ties at Piney Point. Observed one minute of silence in memory of our departed brothers. ri: •I J yi: 'I,r <tl • -i AMERICAN HERITAGE (Apex Marine), May 4—Chairman, Recerti­ fied Bosun Leo Paradise; Secretary M. Deloatch; Educational Director C. Merritt; Engine Delegate Gary Hughes. $30 in ship's fund. No disputed OT. Chairman urged all young men who are eligible to upgrade themselves at Piney Point. He also noted that the ship was going to Jacksonville shipyard for repairs for a few days and the crew will be paid off and laid off for a few days. The crew agrees that this is the best feeding ship in the fleet and they will never get these kind of gourmet meals on any other ship. A thank you to Chief Steward Marvin Deloatch. i •I ::i; i' ' • f ' COASTAL CALIFORNIA (Coastal State Gas), May 11—Chairman Paul Grepo; Secretary Jimmy Bartlett; Educational Director Tom Hartman; Steward Delegate C. Martin. No disputed OT. $3.25 in ship's fund. Chairman noted that things were running very well and that all members should read the Log thoroughly to see what our membership is doing. Dis­ cussed the importance of donating to SPAD. Observed one minute of silence in memory of our departed brothers. Next port San Francisco. t ' 'K* Vs.. : '• f •^f '; SEA-LAND BALTIMORE (SeaLand Service), May II—Chairman, Recertified Bosun Robert C. Gorbea; Secretary.George W. Gibbons; Educa­ tional Director W. J. Dunnigan; Deck Delegate Vincent Ratcliff; Steward Delegate S. Jackson. No disputed OT. $15.25 in ship's fund. Chairman re­ ported that the repair list was posted. Advised all members to read the Log so they will be more informed on what is going on in the Union. Everyone was glad to see in the Log that Paul Hall was honored as Mr. New York Harbor. Noted the importance of donating to SPAD. A vote of thanks to the crew for moving the stores on the ship because the meat boxes were broken. Observed one minute of silence in memory of our departed brothers. Next port Phil­ adelphia. 34 / LOG / August 1980 PACIFIC (Interocean Mgt.) May 4— Chairman John Higgins; Secretary S. Kolasa; Educational Director Heywood S. Butler; Steward Delegate H. Cross. $34 in ship's fund. No disputed OT. Chairman reported that there was mail in Durban—stores in Capetown, S. A.— payoff in Aruba or Curacoa. Chairman appealed to all crewmembers to leave the living quarters clean for the next crew. A special vote of thanks to the ship's chairman and all department delegates for a job well done in helping to make this a good trip. The SIU crew on this ship is the finest yet. Observed one minute of silence in memory of our departed brothers. Next port Aruba. SEA-LAND DEFENDER (SeaLand Service), May 4—Chairman, Recertified Bosun John Carey; Secre­ tary D. L. Thompson; Educational Director George A. Roy. No disputed OT. $5 in ship's fund. Secretary extended a welcome aboard to Mr. David Creig, engine instructor from Piney Point. Mr. Creig will be with us until we arrive in Yokohama. Educa­ tional Director reminds us that anyone wishing to upgrade should make appli­ cation to Piney Point. Mr. Creig agreed, pointing out the advantages of early attendance at Piney Point classes. A vote of thanks to the steward depart­ ment for a job well done. SEA-LAND McLEAN (Sea-Land Service), May 30—Chairman, Recerti­ fied Bosun E. D. Christiansen; Secre­ tary Leo Dekens; Educational Director W. L. Sutton. No disputed OT. Chair­ man noted that the ship will arrive in Seattle on Sunday morning and there will be a Coast Guard inspection on Sunday and Monday. The ship sails at 1700 hrs. Monday and will arrive in Oakland approximately 1500 hrs. Wednesday. Educational Director suggested that the new men going to sea should be better educated on safety. Next port Seattle. SEA-LAND LEADER (Sea-Land Service), May 18—Chairman, Recerti­ fied Bosun R. Palmeir; Secretary W. Fitch; H. R. Guymon. No disputed OT. Chairman reported that one man paid off ship at Yokohama due to an accident and was hospitalized on April 24. This was reported to Frank Boyne at Yokohama hall. Secretary reported that everything was running smoothly. A vote of thanks to the steward depart­ ment. Observed one minute of silence in memory of our departed brothers. SEA-LAND HOUSTON (Sea-Land Service), May 17-Chairman, Recerti­ fied Bosun Julio Delgado; Secretary T. Macris. No disputed OT. Chairman noted that it has been proven again that knowledge pays good dividends. Thanks to the teaching at Piney Point about LNG ships we are manning more LNG ships than anyone else. A vote of thanks to the steward department for a job well donel Next port New Jersey. WILLIAMSBURGH (Cove Ship­ ping), May 25—Chairman, Recertified Bosun Juan Vega; Secretary Ceasar F. Blanco; Educational Director McNamara; Deck Delegate C. L. Hickenbotam; Engine Delegate Oliver N. Myers; Steward Delegate Ah Lee King. $23.26 in ship's fund. No disputed OT. Chairman reported that work has been done on the laundry washers and dryers thanks to the time and effort of QMED Oliver Myers. Well done! Next port Valdez. PISCES (Apex Marine), May Chairman, Recertified Bosun A. T. Ruiz; Secretary J. Reed; Engine Dele­ gate C. Turney. Secretary reported that a letter was received from Frank Drozak about the repair list that was turned over to the patrolman in Jacksonville, Fla. OGDEN MERRIMAC (Ogden Ma­ The current issue of the Log was rine), May 28—Chairman, Recertified - received and should be read by all. Next port Baltimore. Bosun Thomas Walker; Secretary Wheeler Washington; Educational SEA-LAND FINANCE (Sea-Land Director E. Wallace. Some disputed OT Service), May 10—Chairman, Recerti­ . in engine and steward departments. It fied Bosun R. O'Rourke; Secretary A. was noted that the working conditions Reasko; Educational Director A. in the engine room are unsafe. The Hacker. No disputed OT. Chairman^ ladders are greasy. There is oil on the reported that all schools are open at decks. One man was injured while Piney Point arid the steward has the working in the engine department. applications for same. Discussed the Decks in all rooms and plumbing are in importance of donating to SPAD. bad condition. Observed one minute of silence in memory of our departed brothers. SANTA MERCEDES (Delta Steam­ ship), May 3—Chairman, Recertified Official ship's niinutes were also Bosun John Stout; Secretary Marvin received from the following vessels: Garrison; Educational Director Will­ SANTA CLARA iam Slusser; Engine Delegate Charles BORINQUEN Barnes; Steward Delegate J. Hatfield. ULTRAMAR $273.27 in ship's fund. No disputed OT. POTOMAC Chairman noted that any crewmember SEA-LAND EXPLORER that does not have their lifeboat ticket or ROSE CITY their firefighting ticket should get oneat THOMAS EDISON the first opportunity. The crew would SEA-LAND COMMERCE . like to give a vote of thanks to the Chief COVE ENGINEER Purser, Jim Ott for bringing his video SEA-LAND ECONOMY tape machine down for all to. watch. SEA-LAND PATRIOT Thank you Jim Ott. LNG LEO SANTA BARBARA OVERSEAS ARCTIC (Maritime SEA-LAND GALLOWAY Overseas), May 5—Chairman, Recerti­ COVE SPIRIT fied Bosun J. C. Donovan; Secretary E. OVERSEAS VIVIAN Hoitt; Educational Director N. Trahan. DELTA MAR Some disputed OT in steward depart­ SEA-LAND PRODUCER ment. Chairman discussed the im­ COLUMBIA portance of donating to SPAD and the SEA-LAND SEATTLE benefits available at Piney Point for all BEAVER STATE members including those with reading, SEA-LAND ANCHORAGE writing and language problems. A vote DEL CARISE of thanks to the steward department for SEA-LAND MARKET ajob well done. Observed one minute of GOLDEN ENDEAVOR silence in memory of our departed DELORO brothers. SEA-LAND PACER ' GOLDEN DOLPHIN (Apex Ma­ CAROLINA rine), May 25—Chairman, Recertified DEL MUNDO Bosun Frank Rodriguez; Secretary W. SEA-LAND CONSUMER Wroten; Ediicational Director Lee LNG VIRGO Stantinos; Deck Delegate Roy Willi­ OVERSEAS NATALIE ams; Engine Delegate Bob Torgersen; POET Steward Delegate Juan Ramos. No SANTA CRUZ disputed OT. Chairman reported that ALLEGIANCE the "No Smoking" rule Will be strictly SEA-LAND JACKSONVILLE enforced below "B" deck. Anyone DEL CAMPO caught smoking will be reported to the COVE TRADER mate on watch as all hands lives are MONTPELIER VICTORY endangered by such careless behavior. BROOKS RANGE Secretary reported that a letter was SEA-LAND VENTURE received from Frank Drozak in reply to THOMAS LYNCH complaint about ships mail. Letter was OGDEN LEADER posted in the crews recreation room. SEA-LAND PIONEER Discussed the importance of donating DEL MONTE to SPAD. The ship's committee is to OVERSEAS HARRIETTE meet with the Captain to insure that the POINT JUDY tanks are completely gas free before LNG TAURUS welding is performed. Next port La SEA-LAND LONG BEACH Salina. SEA-LAND EXCHANGE (SeaLand Service), May 11—Chairman, Recertified Bosun Verner Poulsen; Secretary Jesse Thrasher Jr.; Educa­ tional Director Roger B. Gahletts. $250 in ship's fund. No disputed OT. Chairman advised members the im­ portance of doing a good job while the ship is conducting fire and boat drill. It's fbr their own safety and could save a lot of lives by knowing and doing their job well. Educational Director advised all crewmembers of the opportunities of upgrading at the Harry Lundeberg School and the benefits of the Seafarers Welfare Plan. A vote of thanks for ajob well done by the steward department. Also to the deck and engine depart­ ments and delegates for keeping tjie ship running smoothly. F'l' �Bayard Edward Heimer, 64, joined the SIU in the port of Jacksonville in 1962 sailing as a QMED since 1977. Brother Heimer also has the LNG ticket. He upgraded to firemanwatertender in 1973. Seafarer Hei­ mer is a retired New York City firefighter (20 years) and a former member of the Uniformed Firefight­ ers Assn. He is a wounded veteran of the U.S. Navy (Sp. F. Ist/Cl.) in World War II when his ship, the USNS Sonoma was sunk by a Japanese kamikaze plane. Heimer also had two years at New York University and the University of Alabama. Born in Jersey City, N.J., he is a resident of Atlantic Beach, Fla. Joseph A. Milukas, 66, Joined the SIU in the port of New York in 1956 sailing as a fireman-watertender for 30 years. Brother Milukas is a veteran of the U.S. Army in World War H. He was bom in Mahanoy City, Pa. and is a.resident there. Edward Mann Gray, 65, Joined the Union in the port of Norfolk in 1972 sailing as an engineer for Allied Towing from 1967 to 1977 and as an oiler on the tug Maryland Clipper (NBC Line) from 1965 to 1967. Brother Gray was born in Manteo, N.C. and is a resident of Norfolk. Joseph Seihourn Williams, 62, joined the Union in 1960 sailing as a deckhand for McAllister Brothers in 1956. Brother Williams also worked as a carpenter. He was a former member of the UAW. Brother Wil­ liams is a veteran of the U.S. Navy during World War II. Born in Hopewell, Va., he is a resident of Norfolk. Alidi; Clifton Helgren, 62, Joined the Union in the port of Houston in 1957 sailing as a deckhand on the tug W. Douglas Masterson (G&H Tow­ ing) from 1952 to 1980. Brother Helgren is a veteran of the U.S. Air Forces in World War II. He was born -in Kenedy, Tex. and is a resident of Corpus Christi, Tex. Howard York Whitely, 64, Joined the SIU in 1948 in the port of New York sailing as a cook. Brother Whitely was born in New York City and is a resident there. Ben Edward Edge, 65, Joined the Union in the port of Norfolk in 1962 sailing as a chief engineer for the Cape Fear Towing Co, from 1969 to 1980 and as a deckhand for the Stone Towing Co. from 1954 to 1958. Brother Edge was also a machinist for the Coastal Motors Co. He was a former member of the UMW District 50 from 1958 to 1962. Boatman Edge is a veteran of the U.S. Army during World War 11. Born in Bladen County, N.C., he is a resident of Wilmington, N.C. Graham Taylor Sr., 65, Joined the Union in the port of Philadelphia in 1963 sailing as a mate for Cargo Carriers from 1955 to 1959 and tankerman and captain on Marine Towing's Barge 36 (lOT) from 1961 to 1980. Brother Taylor attended the 1978 Piney Point Educational Con­ ference. He was a former member of the NMU and Local 333. Boatman Taylor is a veteran of the U.S. Army in World War II. Bom in North Carolina, he is a resident of Princess Anne, Md. Thomas "Tommy" Wesley Win­ ston, 67, Joined the Union in the port of New Orleans in 1961 sailing as a cook on the towboat Austin.Phan (Mobile Towing) from 1946 to I960. Brother Winston also sailed for Mobile Towing from 1962 to 1980. He sailed on the towboat Jimmy Colle (Colle Towing) from I960 to 1962. Boatman Winston is a veteran of the U.S. Army in World War 11. A native of Pearlington, Miss., he is a resident of Mobile. Bernard A, Mcllearney, 65, Joined the Union in the port of Detroit in 1961 sailing as a porter for the American Steamship Co. Brother Mcllearney was a former member of the UAW Local 7. He was born in Toronto, Canada and is a resident of Detroit., Leslie Dundee Buruse, 61, Joined the Union in the port of Detroit in 1960 sailing a$ an oiler and watertender for 28 years. Brother Buruse is a veteran of the U.S. Army's 801st Military Police (MP) Bn. in World War II. He was born in Manjstique. Mich, and is a resident there. Gordon Sandborg, 64, Joined the Union in the port of Alberta, Mich, sailing as a fireman-watertenden Brother Sandborg is a veteran of the U.S. Army in World War 11. He was born in Manistee, Mich, and is a resident of Frankfort, Mich. Neil Lincoln Kunze, 57, Joined the Union in the port of Buffalo, N.Y. in 1959 sailing as a fireman-water­ tender. Brother Kunze sailed 27 years. He is also a welder. Laker Kunze is a wounded veteran of the, U.S. Armv in World War IPs European Theater of Operations (ETC). Born in Duluth, Minn., he resides there. John Edward Renski, 65, Joined the SIU in the port of Philadelphia in 1954 sailing as a fireman-watertender. Brother Renski sailed 30 years. He is a veteran of the U.S. Navy in World War 11. And he isalso a poster printer. Seafarer Renski was born in Philadelphia and is a resident of Riverside, N.J. Alvin Albridge Marx, 67, Joined the Union in the port of Detroit in 1961 sailing as a tug firemanwatcrtender.deckhand and oiler for Dunbar and Sullivan and Kiewit from 1970 to 1980 and for the Great Lakes Dredge and Dock Co. in 1959. Brother Marx is a veteran of the U.S. Air Forces in World War II. He was born in Cheboygan, Mich, and is a resident of Port Huron, Mich. Recertified Bosun Alfred How­ ard Anderson, 61. Joined the SIU in ' 1939 in the port of Norfolk sailing as a bosun .38 years and as an AB five years. He sailed 44 years. Brother Anderson graduated from the Union's Recertified Bosuns Program in March 1974. He was born in Norfolk and is a resident there. Roscoe Lampton Alford, 61, Joined the SIU in the port of Mobile in 1954 sailing as a chief steward. Brother Alford was a former mem­ ber of the MAW in 1954. He was born in Louisiana and is a resident of Harahan, La. Francis "Frank" Edward Burley, 58, Joined the SIU in the port of Houston in 1964 sailing as a chief steward. Brother Burley sailed 29 years. He remembers back when shipboard food was full of "bugs and filth" and if yoii were ill and required J, medical care, the "mate gave you Epsom salts." Many a time he was "stranded in a foreign port without a . place to rest his weary head." If you ' " protested, you got a "size 12 boot in the mouth." Seafarer Burley at­ tended the 1972 Piney Point Educa­ tional Conference. He is a veteran of the U.S. Navy in World War fl. A native of Dover, N.H., he is a resident of Springs, Tex. Andres C. Castelo, 62, Joined the SIU in 1948 in the port of New York sailing as a fireman-watertender. Brother Castelo hit the bricks in the 1961 Greater N.Y. Harbor beei. He was born in the Philippine islands and is a resident of Brooklyn, N.Y. , I Harry Miller Hagerman, 65, joined the SIU in the port of Seattle in 1966 sailing as an AB and inland master pilot for 46 years. Brother Hagerman was born on Samish Lake Is., Wash, and is a resident of Seattle. Elbert Jtinious Hogge, 62, Joined the SIU in-^1938 in the port of San Juan, P.R. sailing last as a Recerti­ fied Bosun. Brother Hogge sailed 45 years and walked the picketlines in the early maritime beefs. He grad­ uated from the Union's Recertified Bosuns Program in September 1973. Seafarer Hogge was born in Virginia and is a resident of Wicomico, Va. Simon Jobannsson, 69, Joined the SIU in the port of New York in 1962 sailing as a Recertified Bosun. Brother Johannsson sailed 45 years. He was in the scow captains' union from 1957 to 1961 sailing for the Traprock Co., Nyack, N.Y. In 19545, he was an AB in- Scandinavia. Seafarer Johannsson was on the picketline in the 1962 N.Y. Harbor beef. He graduated from the Union's Recertified Bosuns Program in Feb­ ruary 1976. A native of Isaford, Iceland, he is a resident of Hampton, Va. Abel Nolton Trosclaft, 65, Joined the SIU in the port of New Orleans in 1956 sailing as a deckhand for the Crescent Towing Co. in 1946. Brother Trosclair sailed 42 years. He was a former member of the MAW Local 365. Seafarer Trosclair is a veteran of the U.S. Army during World War 11. Born in Morgan City, La., he is a resident of New Orleans. August 1980 / LOG / 35 ; L % .1. I • • 'i? i 'i �7 I •' • The Lakes Picture .:..7 • • .." •' t CHICAGO A ALGONAC W HEN word came down that the Republican National Conven­ tion would be held in Detroit the week of July 18, that economically pressed city looked forward to the crowds of conventioneers, and the money they'd spend in the area. The SlU-contracted Bob-Lo Co., which runs two passenger ferries (the Columbia and the 5te. Claire) between the mainland and an amusement park on Bo-Lo Island, was also gearing up for the convention trade. In addition to its regular summertime schedule, the company had planned a series of evening cruises featuring entertainrnent by top-name performers. But the booming business expected for the ferries and for the city in general has not materialized. In fact, Bo-Lo notified Algonac Port Agent Jack Bluitt that they were laying up their vessels for the duration of the Convention. Not only didn't the evening pay off, the company's regular trade has been severely blunted because security for the Convention is so tight, no one is being allowed into downtown Detroit without a pass. The biggest crowd the Bo-Lo ferries drew since the start of the Convention were the 40 FBI men and the Navy divers who were sent to check out the vessels. STRIKE by 700 commission cab drivers and 400 garage workers, all members of Local 777 of the Democratic Union Organizing. Committee, an SlUNA affiliate, was avoided with an eleventh hour contract settlement last month. A unanimous strike vote was taken on May 28, when the Yelll^vv and Checker Cab Co's. refused to negotiate a new contract for the commission cabbies. Claiming financial losses, the two companies wanted to convert their entire operation to leased cabs. Since 1975, the two companies have been slowly reducing their commission cab fleets through attrition. Commission drivers, all of The battle by the SlU, MEBA-Dist. 2 and others to keep the state of whom are Union members, split their metered fare receipts with the Michigan from spending any more of Michigan'sprecious tax dollars company. The company absorbs all gas and repair costs as well as the to salvage the near-bankrupt C&O carferries is continuing. TheC&O costs of the Union members' benefit plans. recently received $700,000 in subsidies from the state to enable them The lease drivers rent their cabs from the company for $43 a day. to keep operating through 1980. Now the company wants the state to Lease drivers are responsible for all costs and they pocket all receipts. buy their two aged carferries for a priceiag of $23 million. The vast majority of the lease cab drivers had pledged their support "If C&O abandonned those two vessels," said Algonac port agent for the commission drivers job action. Though the lease drivers are Jack Bluitt, "they would be scrapped for less than $100,000!" not required to join the Union, many of them are dues-paying Union Bluitt, MEBA-Dist. 2 and other opponents of the C&O subsidies are members. trying to convince local lawmakers that the subsidies are unfair to On the eve of the walk-out. Local 777 President Spencer Austin Michigan residents. The state has already cut its budget twice, axing said "there are 700 dedicated drivers out there who have been education, aid to senior citizens and other social programs: Addi­ driving all their lives on commission and now the companies are tional funding for the C&O is "a waste of taxpayers money," Bluitt saying'rent the cabs or get out.'" said. The strike was avoided when an agreement was worked out in an The C&O RR has been looking to abandon the carferries for years, emergency meeting with Chicago Mayor Jane Byrne on June 3. Part a plan that would have left the SlU-contracted Ann Arbor carferries of the settlement allowed the cab companies to sell advertising space as the only ones operating in the region. The SlU carferries would on the backs of their cabs. This would offset the companies'costs and then have been used to pick up cargoes along the C&O's routes. But allow continuation of the commission cab fleet The pact was ratified recently the C&O did an abrupt about-face and are now Idpking for by a 193-121 vote. aid to continue the carferries. On June 11, a week after drivers okayed their new contract, the 400 union garage workers ratified their new contract. Mechanics, porters and washers, who are covered under a separate agreement from the Union reps have wrapped up contract negotiations with Arnold drivers, approved 24 percent in wage hikes and COLA's over three Transit which operates seven SlU-crewed passenger ferries from St. years. Ignace to Mackinac Island. The new contract calls for 20 percent in wage increases over two years. Arnold is only running five out of DULUTH their seven boats this year; each vessel carries a five-man crew. The dredging of Duluth's inner harbor is going to have to wait at least a year. In response to the Administration's attempts to balance Early lay-ups of Great Lakes vessels are continuing. SlU-contracted the federal budget, the U.S. Army Corps of Engineers struck |he American Steamship laid up the John J. Boland, the Roger M. Keyes $185,000 allocated for the project for this year. and the St. Clair last month. The company has laid up a total of six CARGO TOTALS vessels out of an active fleet of 19. All Great Lakes fleets have been equally hard-hit and observers are predicting that by Thanksgiving, 15,847,782 75 percent of the entire U.S. Great Lakes fleet will be laid up. M,"- • The SlU-contracted dredge Sugar Island (North American Trailers Corp.) was spotted below Detroit where she's working on a dredging project. The Lakes Carriers Assn. figures on Great Lakes bulk commodity shipments for the month of April are ahead of the 1979 figures. A total of 15,847782 net tons of iron ore, coal and grain moved through Great Lakes ports in April 1980, as opposed to 11,995,037 for April, 1979. This year's early opening of the St. Lawrence Seaway was the reason for the increase. 36 / LOG / August 1980 • ^ . j>.' SlU reps have filed applications for Trade Adjustment Assistance (TRA) benefits for about a dozen SlU Great Lakes brothers who were sent ashore when their vessels laid up due to lack of cargoes. TRA benefits are paid by the Federal government to workers whose layoffs were a result of foreign competition. In the application for the laid off SlU Great Lakes seamen sent to the U.S. Dept. of Labor, the Union showed that the layoffs were tied to an iriflux of foreign imports. For example, the tremendous amopnt of foreign steel being brought into the U.S. has reduced the demand for American-produced steel. This, in turn, reduces cargo for U.S.flag Great Lakes vessels. Union reps are now awaiting a response from the Labor Dept. on the TRA applications. TRA aid can run as high as $259 a week. -k �•!-:* • ci,.^ i 5 J AB Werner Becher checks the paint locker aboard the LASH William Hooper (Waterman). Here's a shot of the ship early last month In port of New York. Chief Steward Don Collins (left) gets set to serve up the entree as Chief Cook Charles Colston looks on. Here's the stern of the William Hooper where the barges are picked up from the water by the loading apparatus. On deck in N.Y. Harbor is the vessel's Recertified Bosun Ewing Rihn. -r'HE LASH William X Hooper (Waterman Steamship) made its first trip to New York Harbor under the SIU banner arriving in the port on July 9. The vessel was crewed in New Orleans and departed that city on a coastwise trip. Previously, the ship had been known a§ the Green Harbour and was crewed by the NMU. Waterman took the ship over from Central Gulf Lines, another New Orleans based shipping outfit, on June 30. The Hooper will sign foreign articles in New York ^ and set sail for the Middle East. Bos'n E. Rihn said "it will be hot as hell out there this time of year...but, at least this ship's well airconditioned and it will be easy to sleep at night." Let's hope the bos'n is correct because the Hooper won't see its home port of New Orleans again until the 27th of September making a straight shot back from Singapore. The LASH vessel was built in 1974 at Avondale Shipyard in New Orleans, the same place Waterman's other LASh ships were built and is in fact identical to Monitoring the engine room's control board Is QMED R.E. them. Welcome home sis! Bernadas. August 1980 / LOG / 37 i • -•<. % ; :V-. , ;;.. „ J �'-¥ Philip Bernard Cogley, 58, died . of arteriosclerosis on the SS Phila­ delphia (SeaLand) at Pier 3, •--f; Seattle on Jan. 26. Brother Cogley joined the SIU in the port of Baltimore in 1958 sailing as a fireman-watertender and ship's dele­ gate. He sailed 31 years. Seafarer Cogley was bora in Yale, Mich, and was a resident of Clarkston, Mich. Burial was in Gethsemane Cemetery, Portland, Ore. Surviving are his parents, Mr. and Mrs. James and Elizabeth Cogley; two brothers, Charles of Drayton Plains, Mich, and John McHugh of Auburn Heights, Mich, and two sisters, Mrs. Anne E. Ashby of Auburn Heights and Mrs. Rita Ramsey of Milwaukee, Ore. ,1.- v'f Pensioner Elmer Clayton Danner, 74, suc­ cumbed to heart failure in the Blue Ridge Haven West Convales[cent Center, ' Camp Hill, Pa. on Mar. 2. Brother Danner joined the SIU in 1938 in the port of Philadelphia. He was bora in Harrisburg, Pa., and was a resident of Camp Hill. Surviving are two sisters, Mrs. Loraine D. Jennings and Mrs. Virginia Bruaw, both of Harrisburg. Pensioner Simon Guy Lott, 81, passed away from heart failure in the Central Gardens Convalescent Hospi­ tal, San Francisco on Feb. 1. Brother Lott started sailing on the West Coast as a waiter in 1935. He sailed 50 years and on the SS Mariposa during WW 2. Lott was born in Mississippi and was a resident of San Francisco. Burial was in Visalia (Calif.) Public Cemetery. Sur­ viving is a sister, Mrs. Addie E. Ross of Long Beach, Calif. X X' -.'"fr- • Pensioner William "Willie" Ray Edwards Jr., 61, died of heart-lung failure in the Seattle USPHS Hospital on Mar. 23. Brother Edwards joined the MC&S Union in the port of Seattle in 1956 sailing first on the West Coast in 1944.He was born in Louisiana and was a resident of San Francisco. Burial wasin St. Mary's-Cemetery, Jonesville, La. Surviving are his widow, Zelada Pearl; three sons, Ray, Reynard and Randolph and a daughter, Vida. Pensioner Victor C. Perez, 82, passed away from natural causes on Feb. 29. Brother Perez joined the MC&S Union in 1930 in the port of San Francisco sailing as a cook for the Grace Line in Worjd War II and the Pacific Far East Ljne from 1950 to 1965. He sailed 33 years. A native of Puerto Rico, he was a resident of San Francisco. Burial was in Woodlawn Memorial Park Cemetery, Colma, Calif. ^ Pensioner Warren William Cullen Sr., 66, succumbed to lung failure on Feb. 20. Brother Cullen joined the Union in the port of 1961 sailing as an oiler and engineer for Curtis Bay Towing Co. and Indepen­ dent Towing Co. from 1956 to 1976. He was born in Wilmington, Del. and was a resident of Philadelphia. Burial was in Holy Sepulchre Cemetery, Cheltenham, Pa. Surviving are his widow, Blanche and two sons. Warren Jr. and Thomas. Ralph Collier, 50, died of heartlung failure in the New Orleans USPHS Hospital On Feb. 5. Brother Collier joined the \ SIU in the port of San Francisco in 1955 sailing as a chief steward. He sailed for 32 years. Seafarer Collier received a 1960 Union Personal Safety Award for sailing aboard an accident-free ship, the SS Antirtrous. He was a veteran of the post-Korean War U.S. Army. Born in Mobile, he was a resident of New Orleans. Interment was in Oaklawn Cemetery, Mobile. Surviving are his widow, Gloria; two sons, Ralph Jr. and Paul; a daughter, Linda of Mobile; a stepson, Charles Phillips and a step­ daughter, Terrilynn Phillips. John Camhio Rounds, 53, died of heart failure aboard the ST Allegiance (InterOcean), in Lake Charles, La. on Sept. 14, 1979. Brother Rounds joined the SIU in the port of New York in 1954 sailing as a chief pumpman. He sailed for 32 years. Seafarer Rounds was a veteran of the U.S. Navy in World War II at Jacksonville, Fla. Born in Stafford Springs, Conn., he was a resident of Tomball, Tex. Interment was in the U.S. National Cemetery, Hou­ ston. Surviving are his widow, Mae of League City, Tex.; a son, Thomas of Tomball; a daughter, Mary; a stepson, Henry; his parents, Mr. and Mrs. Delmore and Mary Rounds of Stafford Springs, and a sister, Mrs. Faith Young of Windsor Locks, Conn. Pensioner Cleophas Wright, 54, died of a heart attack in the New Orleans USPHS Hospital on Jan. 6. Brother Wright joined the SIU in 1947 in the port of New York sailing as a bosun and cook. He sailed 37 years and received a 1960 Union Personal Safety Award for sailing aboard an accident-free ship, the SS Del!Alba (Delta Line). Seafarer Wright was born in Mississippi and was a resident of Caledonia, Miss. Surviving are his widow, Annie; a son, James; two daughters, Patricia and Blondie Lucrecia; a stepdaughter, Brenda; his mother, Mrs. Fleta V. Wright of Drew, Miss.; a sister, Mrs. Audrey M. Steadman of Drew and a sister-in-law, Mrs. Betty A. Kidd of Columbus, Miss. William Thomas Ray, 52, died in Castro Valley, Calif, on June 25, 1978. Brother Ray joined the SIU in the port of San Francisco in 1956 sailing as a 3rd cook for Sea-Land. He was a member of the SUP from 1945 to 1956. Seafarer Ray was a veteran of the U.S. Armed Forces. A native of Alabama, he was a resident of Hayward, Calif. Cremation took place in the Irvington Memorial Crematory, Golden Gate Cemetery, Fremont, Calif. Surviving are his mother, Alice of Morgan, Tex. and his father, Frank of Hayward. Pensioner Hans Richardson, 83, passed away in ' Moncton, New i Brunswick, Can• ada on Nov. 21, 1979. Brother Richardsonjoined the SIU in the port of New York in 1950 sailing for 57 years as an AB. He walked the picketline in the 1961 N.Y. Harbor beef. Seafarer. Richardson was born in Holla, Norway and was a resident of Brooklyn, N.Y. Burial was in the Shaw Brook Ceme­ tery, Moncton. Surviving is his sister, Mrs. Sigrid Jensen of Moncton. George Fred­ erick Tobin Jr., 42, died of a hemorrhage in the Parker Clinic, Guayaquil, Ecua­ dor off the SS Delta Africa I (Delta Line) on Dec. 26. Brother Tobin joined the SIU in the port of Seattle in 1966 sailing as a tankerman and AB. He was born in Honolulu, Hawaii and was a resident of Seattle. Cremation took place in the Borthwick Mortuary, Honolulu. Survi­ ving are his widow, Irma; three sons, George Jr., Gerald and Michael; a daughter, Jewelye and his mother, Leatrice of Ka.neohe, Hawaii. Pensioner Albert E. Erickson, 75, died of pneumonia in the San Francisco General Hospital on Nov. 14, 1978. Brother Erickson sailed from the West Coast in 1939 and in WW 2. He sailed as a room steward for the Matson Line and on the SS Lurline. Born in Michigan, he was a resident of San Francisco. Cremation took place in the Pleasant Hill Crematory,. Sebastopol, Calif. His ashes were flown to Travers City, Mich, for burial. Surviving is a nephew, John P. Sargent of Midland, Mich. V, Pensioner Bill Jackson, 57, died of heart failure in the H. D. Chope Hospital, San Mateo, Calif, on Dec. 16, 1979. He started sailing on the West Coast in 1946. Brother Jackson sailed 30 years. He was born in Mississippi and was a resident of Alameda, Calif. Burial was in Evergreen Cemetery, Oakland, Calif. Surviving are his widow, Makleen; two sons, Samuel and Kevin and three daughters, Felicia, Regina and Christiana of Richmond, Calif. A MESSAGE FROM YOUR UNION NARCOTIC ARE FOR LOSERS /F CAU6FT you LOfS YOU/iMPeFS FOR 1/F0/ THINK ABOUT/Tf �f-'i-cr-- V I was saddened to learn of Paul Hail's death and share the sorrow felt by those who respected him and who now mourn him. ' it was my privilege to have met Paul Hall at least 30 years ago. In passing years he developed into a giant in the labor movement fledicated to improving the professional and social status of the seaman. He was a man's man, a humanitarian. Sincerely, Ted David I knew Paul Hall from the days he was shaking up the financial establishment by making speeches in the Wall Street area, hanging from lamp posts! From the dreary Stone Street days till the present one point has been overlooked. Paul never lost the "common touch" for want of a better phrase.'If he knew you, there was always time for a greeting and a few pleasantries. So depsite all that he did—building the Union by his drive and personality and ability—that is how he will be remembered by one person at least. The word "Giant" is over-used today, but in labor circles he certainly was one. Fraternally, Ed O'Rourke Bay Shore, NY On behalf of the Food and Beverage Trades Department, 1 would like to express our most sincere regrets on the passing of Paul Hall. Paul was greatly admired and respected for the leadership and courage he displayed. His strength and foresight will always serve as an example to those who strive to further the mission of the labor movement. With regards • . Sincerely and Fraternally, Robert F. Harbrant President Food and Beverage Trades Department, AFL-CIO * * * Dear Mr. Drozak: 1 would like to express my sympathy for the passing of Paul Hall, President of the Seafarers International Union of America. I had the privilege, during the 70's, of getting to know Paul as a member of the Labor-Management Committee. I, also, had the opportunity of working closely with many good staff people from your union on special projects for the Committee. We were always impressed with the fact that Paul had with him a briefing book on issues that was quite comprehensive. The only other member of the Committee who also had a briefing book was Reg Jones. 1 was assigned to do the staff work for Reg and the other management members of the group. Paul's grasp of issues, both domestic and international, was a wonder to behold. He understood politics, economics, foreign policy and international trade like few men in this country do. His solutions were usually practical and not Just short-term mandates. If you have an opportunity to convey these thoughts to his immediate family, I would appreciate it. Sincerely, Mark J. D'Arcangelo We join with you and the Seafarers International Union in mourning the loss of a good and trusted friend. President Paul Hall. Brother Hall was both a great trade unionist and a wonderful human being. We will miss his wise counsel and his interest in the work of the A. Philip Randolph Institute. Please extend our condolences to Brother Hall's family and. to the members and officers of the SlU. Sincerely, Bayard Rustin . Chairman of the board Norman Hill President A. Philip Randolph Institute Please offer my condolences to the family and friends of Paul Hall. He has dedicated his life to us. Harry Huston, H-288 The Sailors Union of the Pacificwishes to express its deep regret on the passing of your president, Paul Hall, on June 22, 1980. President Paul Hall was a real hard worker and a tough fighter for the cause of labor. A man who devoted his life to the welfare of seamen to better SIU International, MTD and promoted the cause of working people within the AFL-CIO. He was a seaipan of the old school yet a man of vision to the future needs of the maritime industry. His courage and his personal integrity will be missed. Steady as she goes. Paul Dempster president secretary-treasurer Sailors Union of the Pacific w "The death of Paul Hall is a sad loss for all of us who knew at first hand his unswerving belief in the need for a strong American merchant marine. "For more than 30 years Paul Hall worked, and Worked successfully, to build the Seafarers Union and to make it a powerful voice speaking out for the development of a better, more realistic maritime policy for our nation. "On behalf of the Marine Engineers, I offer a salute of farewell to Paul Hall, a good friend and trusted colleague, and we offer our deep condolences to his family and to his union." Jesse Calhoon, President National MEBA We at Harbor Festival join you, your membership, and the Hall family in your bereavement over the loss of this wonderful man. Our organization will, in the near future, make a modest contribution tp the American Cancer Society on behalf of Paul Hall and the SIU. Our harbor and our very lives will be diminished by his absence and our only consolation is that his great contribution will live on in our hearts. With sincere regrets, . Frank O. Braynard Harbor Festival Foundation We are greatly saddened by the death of our longtime friend, Paul Hall. His passing is a serious loss to the labor movement. Please convey our sincere sympathy to your Executive Board and membership. Fraternally, Fra'*k E. Fitzsimmmis, general president • international Brotherhood of . Teamsters We are shocked to learn of the death of President Paul Hall. We express our heartfelt condolences on the loss of this great leader on behalf of our union members. Please convey our deepest sympathy to his bereaved family. Doi and Kihata of All japan Seamens Union On behalf of the officers and members of the International Longshoremen's Association, AFL-CIO, I extend our sincere condolences and profound sympathy on the passing of Brother Paul Hall. His wisdom, strength, and guidance to all of us in the labor movement will forever last as a memorial and will remind the workingmen and women around the world of his dedication to these principles. Please extend our sorrow to all the family on this great loss. Fraternally, Thomas W. Gleason, international president ILA, AFL-CIO August 1980 / LOG / 39 V -'-.v. - -..'ii'j •.= .Vt".7." U.'' �" (.is-r >'- •' r Washington, D.C. •'^' I Mobile, Ala. The newly acquired SlU-contracted tug Sandy Point (Crescent Towing) has been renamed the Lillian Smith, according to Mobile Port Agent Tom Glidewell. Her crew includes; Charles Tucker, captain; William Broadus and Pete Burns, engineers; William Esqueere, AB, and Jack Fillingim, cook. * * * StilVpending in the courts is the dispute between Tan-Tex Towing Co. and the Union. The SIU organized workers at Tan-Tex but the company has refused to negotiate a contract. The U.S. Congress has-appropriated the necessary money to continue construction of the Tenn-Tombigbee Waterway, a very important project for this southern port. The half-completed $2 billion, 232-mile Waterway will eventually end ift Mobile. That will bring a large increase in the amount of cargo passing through the port. This huge project will require more excavation than was needed for the Panama Canal. A stepped up leasing program for offshore oil and gas wells has been approved by U.S. Interior Secretary Cecil Andrus. The new program provides for 36 offshore lease sales through 1985. This is a 20 percent increase over what Andrus had recommended last year. The schedule released by Andrus includes eleven sites in the Gulf of Mexico, six in the Atlantic, four off the California coast, ten off Alaska, and five that will reoffer leases where no bids were received in earlier sales. An attorney with the Natural Re.sources Defense Council, said her group objected to the Andrus decision, however, and will consider court action to block some of the leases. * * * A bill has been introduced in the U.S. House of Representatives which authorizes the President to proclaim the seven calendar days beginning Oct. 5, 1980 as National Port Week. Tampa, Fla. A public hearing was held earlier in the summer on deep-draft navigation improvements in the Tampa Harbor area. The Jacksonville Engineer District conducted the hearings to discuss the findings on the subject made in a recent Army Corps of Engineers' study. The study was authorized by the U.S. Senate Public Works Committee.. It came about as the result of concern expressed by the Tampa Port Authority and others about inadequate depths and widths in the Alafia River and Big Bend Channel. Texas Coast New Orleans, La. The Congressional delegation from Louisiana responded very positively to the SIU's c^ll for support of an amendment to the Rail Act of 1980, according to SIU Port Agent Gerry Brown. The amendment, which was introduced in the U.S. House of Representatives by Glenn Anderson (D-Calif) would eliminate Rail Act provisions that are detrimental to the inland waterways. Brown noted that Congresswoman Lindy (Hale) Boggs (D-La.) said she would "never go against anything that has a positive affect on the waterways industry." Port Arthur i Don Anderson, SIU port agent, reports that shipping for Boatmen is excellent in this port. The tugs are kept busy and jobs are available. He also notes that Sabine Towing.has two hew tugs coming out in the next few months. Neither of them have been named yet. Sabine does shipdocking and towing work in ports as well as in canals and on the deep sea. Surpassing the 1977 record, waterborne commerce passing through ports along the Texas Gulf coast reached an all-time high of334.3 million tons in 1978. The 1977 record had been 315.3 million tons. Commerce moving along the Gulf Intracoastal Waterway, according to the Galveston, Tex. District Engineer, remained essentially constant over the previous year at 66.2 million tons. The greatest increase in tonnage recorded by the larger ports was at Freeport. That port showed a 42 percent increase from 15.3 million tons to 21.7 million tons. Freeport is followed by Port Lavaca-Point Comfort where commerce climbed by 20 percent to 4.7 million tons. Beaumont showed an eight percent increase, rising to 52.8 million tons; Port Arthur rose to 33.5 million tons. And Houston commerce jumped by .seven percent to 111.9 million tons. , Detailed information on movements, commodities and vessels at ports and harbors on waterways on the Gulf coast will be published in October. Copies of "Waterborne Commerce of the United States—Calendar Year 1978—Part 2" may be purchased by writing to the District Engineer, U.S. Army Engineering District, P.O. Box 60267, New Orleans, La. 70160. Membership Meetings Deep .Sea Lakes^ inland Waters i' ' i ti -U h ; II ... To crew G.S.-flag ships today, you've got to keep up with technology. So build your job security now. Learn ship­ board automation. Take the Automation course at HLSS. It starts September 15. To enroll, contact the Harry Lundeberg School of Seamanship or fill out the application in this issue of the Log. New York Sept. 8 Philadelphia Sept. 9 Baltimore ..... Sept. 10 Norfolk Sept. II Jacksonville ...,. Sept. II Algonac Sept. 12 Houston Sept. 15 New Orleans Sept. 16 Mobile Sept. 17 San Francisco Sept. 18 Wilmington .Sept. 22 Seattle Sept. 26 Piney Point Sept. 13 San Juan Sept. II Columbus .......... Sept. 20 Chicago Sept. 16 Port Arthur Sept. 16 •St. Louis Sept. 19 ........ Cleveland ........— Sept. 18 Honolulu Sept. II 2:30p.m 2:30p.m. 2:30p.m 9:30a.m 2:00p.m 2:30p.m. 2:30 p.m. 2:30p.m. 2:30p.m 2:30p.m .. 2:.30p.m. .. 2:30p.m. .. 10:30a.m. .. 2:30p.m. ..... ..... ..... ..... UiW 7:00 p.m. 7:00 p.m. 7:00p.m. 7:00p.m. 7:00p.m. 7:00 p.m. 1:00p.m. 2:30p.m. 2:30p.m. •'4-- 2:30p.m Deposit in the SIU Blood Bank— It's Your Life 40 / LOG / August 1980 ..mm rv: ' �• •' . Legal Aid In the event that any SIU members have legal problems in the various ports, a list of attorneys whom they can consult is being published. The mem­ ber need not choose the recommended aiiorneys and this list is intended only for informational purposes: NEW YORK, N.Y. Schulman & Abarbanel 350 Fifth Avenue New York, N.Y. 10001 Tele. #(212) 279-9200 BALTIMORE, MD. Kaplan, Heyman, Greenberg, Engelman & Belgrad Sun Life Building Charles & Redwood Streets Baltimore, Maryland 21201 Tele. #(301) 539-6967 HOUSTON, TEX. Archer & Peterson Americana Building 811 Dallas Street Houston, Texas 77002 Tele. #(713) 659-4455 TAMPA, FLA. Hamilton & Douglas, P.A. 2620 W. Kennedy Blvd. Tampa, Florida 33609 Tele. #(813) 879-9482 SAN FRANCISCO, CALIF. John Paul Jennings, Henning and Wash 100 Bush Street, Suite 1403 San Francisco, California 94104 Tele. #(415) 981-4400 Philip Weltin, Esq. Weltin & Van Dam No. 1 Ecker Bid. San Francisco, Calif. 94105 Tele.#(415) 777-4500 ST. LOUIS, MO. Gruenberg & Sounders 721 Olive Street St. Louis, Missouri 63101 Tele. #(314) 231-7440 NEW ORLEANS, LA. Barker, Boudreaux^, Lamy, Gardner & Foley 1400 Richards Building 837 Gravier Street New Orleans, Louisiana 70112 Tele. #(504) 586-9395 LOS ANGELES, CALIF. Fogel, Julber, Reinhardt & Rothschild 5900 Wilshire Boulevard Los Angeles, California 90036 Tele. #(213) 937-6250 MOBILE, ALA. Simon & Wood 1010 Van Antwerp Building Mobile, Alabama 36602 Tele. #(205) 433-4904 DETROIT, MICH. Victor G. Hanson 19268 Grand River Avenue Detroit, Michigan 48822 Tele. #(313) 532-1220 GLOUCESTER, MASS. Orlando & White •Two Main Street Gloucester, Massachusetts 01930 Tele. #(617) 283-8100 SEATTLE, WASH. Vance, Davies, Roberts, Reid & Anderson 100 West Harrison Plaza Seattle, Washington 98119 Tele. #(206) 285-3610 CHICAGO, ILL. Katz & Friedman 7 South Dearborn Street Chicago, Illinois 60603 Jele. #(312) 263-6330 •^' n--:r: ~:•'• ••:•• •^^•- • -•. ^, "^\: _ -V- 'J", r •••"^';\::.22SiE^^^L Hero Bosun Saves Dangling Shipmate from Death The crew of the S.S. Poet has voted a hearty thank-you to its Bosun, Eddie Rocky Adarns, who saved fellow shipmate Ray Thaxton from serious injury, perhaps even death. While cleaning the tanks onboard the Poet, Thaxton lost his balance and fell through the scuttle hole. Instead of falling to the bottom of the lower hold, he was able to grab hold of the platform with one arm. spontaneous action saved tank cleaner Ray Thaxton from injury or probable death... It is with pride that we have men of this quality, concern and dependability in our Brother­ hood of the Sea." moved by their Bosun's heroism that they sent the following letter to the Log: "It is the unanimous opinion that credit and recognition -be extended to Bos'n Eddie Rocky Adams. His alertness and Montkello Victory Committee 1 Adams was nearby. He ran to Thaxton, who was hanging onto the platform for dear life. Adams speedily grabbed Thaxton and pulled him to safety." Thaxton's arm had been seriously injured. He could not have held on for much longer. Adams's timely action has inspired everyone onboard. The men on the S.S. Poet were so ..1 - p r -IT' Bosun Frank Smith (left) ship's chairman of the ST Monticeilo Victory (Victory Carriers) leads the Ship's Committee of (I. to r.) AB James Rogers, deck delegate: Chief Steward Charles Ussin, secretary-reporter; Cook/Baker Rayfield Crawford, steward delegate, and QMED Herman Bergeron, engine delegate at a payoff on May 12 at Stapleton Anchorage, S.I., N.Y. Dispatchers Report for Inland Waters JUNE 1-30,1980 Port Boston ... " —• "TOTAL REGISTERED All Groups Class A Class B Class C ; 0 0 0 2 .0 *4 0 3 0 0 5 0 0 4 24 0 1 3 3 49 Raltimore .. . Tamna : Mobile NPW Orleans larksonviils Franrisco ooi 1 1 1 ai • Wilmin^on ... <)Pattle Piiprtn Riro ; Houston Pnrt Arthur Aloonar St Louis Pinpv Point PaHiirah Totals 0 0 0 6 0 0 3 3 0 0 2 0 0 2 4 0 0 1 2 23 0 0 0 2 0 1 0 2 0 0 2 0 1 2 5 0 8 0 43 66 0 0 0 0 0 0 0 2 0 0 0 0 0 3 27 0 2 3 0 37 0 0 0 0 0 0 0 1 0 0 1 0 0 6 2 0 0 1 0 11 0 0 0 0 0 1 0 5 0 0 0 0 0 2 2 0 4 0 2 16 0 0 0 10 0 8 .4 7 2 0 ,9 0 0 6 23 0 4 0 14 87 0 0 0 11 0 1 3 5 0 0 8 0 0 5 7 0 2 0 7 49 0 0 0 4 0 2 1 4 0 0 9 0 3 10 20 0 18 0 125 196 0 0 0 2 0 0 0 0 0 0 1 0 0 0 0 0 0 0 2 5 0 0 0 0 0 1 0 0 0 0 0 0 0 I 0 0 0 0 1 3 0 0 0 0 0 0 0 0 0 0 2 0 0 2 2 0 0 0 2 8 ENGINE DEPARTMENT Port Ro^tTin .... NPW York .... Philariplnhia Raltimorp Norfolk Tamoa MobilP NpM/Orlpans Qan Franrispo OOl 1 I 1 CII • < WilmincTton Spattip ^ PI iprtn RIco .... ' St 1 niii<; ••REGISTERED ON BEACH All Groups Class A Class B ClassC DECkDEP'ARTMENT New York PhiladelDfiia Norfolk....... TOTAL SHIPPED All Groups Class A Class B ClassC -.., 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 1 2 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1 0 0 0 2 5 Coattip Totals AirDepartments..... 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 STEWARD DEPARTMENT Port ConIII Franpi^fO ^Cll CII . • 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 2 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 5 6 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1 0 1 0 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 1 0 1 0 0 1 0 1 0 0 0 2 0 3 0 2 11 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 3 0 0 0 1 0 2 0 1 0 0 0 0 0 0 0 0 1 0 14 19 56 27 77 41 13 18 103 55 223 0 0 0 1 0 0 0 0 1 0 1 0 0 0 0 0 •'•Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach'• means the total number of men registered at the port at the end of last month. August 1980 / LOG / 41 �- '• .r f #t';5s<!'''5P' • ^ '••- SUMMARY ANNUAL REPORT FOR SIU-PACIFIC DISTRICT-PMA PENSIONfullPLAN annual report, or $0.10 per page This is a summary of the annual report for the SI U-Pacific District— Pacific Maritime Association-Pen­ sion Plan, Employer Identification No. 94-6061923, for the year ended July 31, 1979. The annual report has been filed with the Internal Revenue Service, as required under the' Employee Retirement Income Se­ curity Act of 1974 (ERISA). Former members of the Marine Cooks and Stewards Union are covered by the PMA Plan. kj >U. •jMfl 4. ( "7. Basic Financial Statement Benefits under the plan are provided by a trust arrangement. Plan expenses were $16,184,187.00. These experises included $972,372.00 in administrative expenses and $15,211,815.00 in benefits paid to participants and beneficiaries. A total of 10,480 persons were partici­ pants 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 $113,499,572.00 as of the end of the plan year compared to $114,002,073.00 as of the beginning of the plan year. During the plan year, the plan experienced a de­ crease in its net assets of $502,501.00. This decrease included unrealized depreciation in the value of plan Ij- I.- /• .?••,. ;| V' 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 the assets acquired duirng the year. The plan had total income of $17,206,951.00, including em­ ployer contributions of $9,048,926.00, losses of $950,058.00 from the sale of assets, earnings from investments of $9,094,977.00, and miscellaneous income of $13,106.00. 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. You have the right to receive a copy of the full annual report, or any part thereof, on request. The items listed below are included in that report; 1. an accountant's report; 2. assets held for investment; 3. transactions in excess of three (3) percent of plan assets; and 4. actuarial information regarding the funding of the plan. To obtain a copy of the annual report or any part thereof, write or call the office of the Plan Admini­ strator, 522 Harrison Street, San Francisco, California 94105 (415) 362-8363. The charge to cover copying costs will be $4.00 for the KNOW YOUR RIGHTS KNOW YOUR RIGHTS I 'I • I , -7 ^ ;- .1. /:• ^ ^ E': ?E TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf. Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. ) •. r t. I .: •) . • 7^ !•: -. •. 1.77 1, - S i' ' - • *-;. SHIPPING RIGHTS. Your shipping rights and senior­ ity arc protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is; Chairman, Seafarers Appeals Board 275 - 20th Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU \ 42 / LOG / August 1980 - Joseph Cichomiski Please contact, Genevieve Cichoiniski, 197 24th Street, Brooklyn, N.Y., 11232. James L. McBrlde Please contact, your father, W. L. McBride, 7245 Cranston Dr., Affton, Mo., 63123. Francis Monpeiro Mother Is ill. She Is being taken care of by Raniesh. Please contact Ramesh or George, Tel. (201) 354-8136 or write George at 222 Melon Place, Elizabeth, NJ. James Abern Please contact your old shipmate, Watter Stovail, 4635 Oakley Avenue, Cleveland, Ohio 44102. Tel. (216) 631-7476. Harold Meeder Please contact, your wife between 7:00 a.m. and 3:00 p.m. Tel. (405) 247-6611. Urgent! Glenn Reeves Please contact Mrs. Reeves at 565 25tb, Beaumont, Texas 77706. Aubrey Moore Jr. Please contact your daughter, Carol Moore. Tel. (817) 265-9380. SIU Retirees Robert Wolk, Conrad Library, Seaman's Church Institute of N.Y., 15 State Street, N.Y., 10004 Tel. 269-2710 Ext. 216, Is seeking to contact those retirees who served on commercial sailing vessels prior to WW II for the purpose of a historical project. Com­ pensation offered If materia! Is used. KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. 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 con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then 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 arc clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no member may he discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify Union headquarters. FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. i ': f'. ' k i 7-; 7'. 7 J-;, for any part thereof. You also have the right to receive from the Plan Administrator, on request and at no charge, a state­ ment of the assets and liabilities of the plan and accompanying notes, and/or statement of income and expenses of the plan and accom­ panying notes, or both. If you request a copy of the full annual report from the Plan Administrator, these two statements and accom­ panying 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 pro­ tected right to examine the annual report at the main office of the plan, 522 Harrison Street, San Francisco, California 94105, and at the tl.S. Department of Labor in Washing­ ton, D.C., or to obtain a copy from the U.S. Department of Labor upon payment of copying costs. Requests to the Department of Labor should he addressed to: Public Disclosure Rooin, N4677 Pension and Welfare Benefit Programs Department of Labor 200 Constitution Avenue, N.W, Washington, D.C. 20216 Personals uieiiiimi patrolman or other Union ollicial, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY —THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective mtmbdrship. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for 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 dafry out this responsibility. ' ; PAYMENT OF MONIES. No monies are! to'lL pqld to anyone in any otlicial capacity in the SIU unless an official Union receipt is given for same. Under no circum­ stances should any member pay any money for any reason unless he is giyijn such receipt. In the event anyone attempts to ry^qbtfe any such payment be made without supplying a rceci!^,? or if a member is required to make a payment and is 'given an ollicial receipt, hut feels that he should not have been required to make such payment, this should immediately be reported to Union headquarters. J SEAFARERS POLITICAL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing, 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 con­ dition of membership in the Union or of employment. If a contribution is made by reason of (he above improper conduct, notify the Seafarers Union or SPAD by certified maif within 30 d^ys pf the contribution for investigation and appropriate aqtion and refund, if involuntary.. Sup­ port SPAD to protect and further your economic, poli­ tical and social interests, and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that be has been denied his constitutional right of access to Union records or infor­ mation, he should immediately notify SIU President Paul Hall at headquarters by certified mail, return receipt requested. The address is 6754th Avenue, Brooklyn, N.V.11232. �Marc Steven Oswald Christopher DiOrio Seafarer Mafc Michael Murdock, Jr. Seafarer Chris^ Steven Oswald, Seafarer Mi­ topher DiOrio, 24, graduated chael Murdock, 24, graduated from the HLSS Jr., 24, is a grad­ from the HLSS in 1976. He uate of the trainee program also received trainee program ' in 1977. He his third cook at the Harry upgraded to AB endorsement that L u n d eb u rg at the School same year. In School of Sea­ i in 1980. Brother ^^^^I^^^^,i978 he got his manship iit J DiOrio holds the FOWT certificate and in ]980 he Piney Point, CPR, lifeboat, and firefighting received his welding •f ton Raisea Rfiised in Md. He upgraded certificates. m Deer Park, • _ Brother Oswald also holds Hie May of 1979. Brother Murdock has Long Island, N.Y., Seafarer DiOno firefighting, "f=hoat, and CPR the firefighting and cardio-pulmon- now lives in Copaigue. Long U1M4 tickets. Seafarer Oswald, who lives ary resuscitation (CPR) tickets, N.Y. He ships out of the port of New in New Jersey, ships from any and native of Suffolk County, Long Paul R- Biletz all ports." Island NY., Seafarer Murdock York. Seafarer Paul David Michael Dunklin R. Biletz, 26, 'shrpfouloftheportofNewYork. Seafarer David Arthur Graifer graduated as a Michael Dunk­ Seafarer Ar­ trainee from the lin, 26, grad­ thur Graifer, Stephen N. Pollock HLSS in 1973. In uated from the Seafarer Ste­ 20, graduated 1974 he upgraded HLSS entry pro­ phen N. Pollock, from the HLSS to FOWT there gram in 1977. 28, started sail­ in 1978. In that and in 1978 got He received his ing in 1975 on same year he his QMED certiI FOWT endorse­ the SlU-conupgraded in New through ment in 1979. tracted paddleYork to FOWT. the School. Brother Biletz "has the Brother DunkBrother Graifer wheel steam­ CPR, firefighting. and boat, Delta lin also holds the holds the CPR, tickets. He lives and ships out of th 1 Queen. He grad- firefighting, firefighting, and lifeboat cert^fum^^^^^^ port of Philadelphia. p: X uated from the endorsements. A "f"" ^ Born in Newark, N.J., HI SS in 1978 and received his Orleans, La., he resides in Graifer lives in Union, N J. He ships Robert C. McCoy La. and ships out of the port of New out of the port of New York. AB Iket there in 1979. Brother Seafarer Rob­ ert C. McCoy, Pollock also took the ' Special Orleans. 29, graduated from the HLSS in 1973. He up­ graded to FOWT in 1978. Brother McCoy holds the lifeboat, CPR, Wilmington, Calif. and firefighting Sal Cino certificates. He lives and ships out of Seafarer Sal the port of New Orleans. Cino, 22, gradu­ Otilano Morales ated from the Seafarer Oti­ HLSS entry pro­ lano Morales, gram in Decem­ 4 7, s a i 1 s i n ber of 1977. He the deck depart­ also received his ment as an AB. high school equi­ He graduated valency (GED) diploma through from the LNG course at the O K .,1 In 1979 Brother Cino the HLSS in, 1979. the , Brother Morales holds the CPR and first aid certificates. Born m Ponce, Puert Rico, Seafarer Morales ships from port of New York. the port of New York. • f r„r:h:;"rutnfthent. of sr f;.«• cs" during a |oo v»" — ... . ..-.AH must must pro oroHiring Hall, aeaman duce tha following: . . w.i». memborohip cartificato „„e. tenee wh*".*»rr7"undu"e undue (whera poaaaaaad) • raglstratlon card • clinic card • seaman's papers *uch waiver.' . ^mtn . veiid, up4o-data Also, all S In addition, whan '•** a job tha dispatcher month. Apply with tha following^*'®® 5, Subsection 7 of the SlU Shipping Rules: Aa • • * . "Withinaachclassof senior ity rating In every mVt,prtorlty for entry ratM jobs shall be given to all sea If you know how to I. yoij'ii alwsys b© need" ®erate^ containers. So take register an« — •n'r•.•^::"dVpar.' ratings in only one dap - •' August 1980 / LOG / 43 �JNtff UPGRADING A Top-Notch Tankerman hyj m It buUds your future It builds your security Gregorio Blanco graduated from the Tankerman course at HLS—and has the certificate to prove it! LNG — September 15 J}'- • .^i-N- QMED — September 25 Lundeberg School FOWT — September 25 Marine Electronics — September 29 A Look at Two Asst. Cooks Refrigeration Systems Maintenance and Operations^September 29 Diesel Engines — September 15 Automation — September 15 Transportation institute Towboat Operator Scholarship Program — September 29 First Class Pilot '• '. October 6 AB — September 11 Lifeboatman — September 11, 25, October 9 Tankerman — September 11, 25, Octobers I "• I i''<•••.. Assistant Cook — throughout September Recent graduates of the HLS Asst. Cook course are M. Fitzgerald (I) andJ. Padilla. Cook and Baker — throughout September. Headin' for Sea—FOWT's Chief Cook — throughout September Chief Steward — throughout September To enroll, contact: Vocational Education Department Harry Lundet>erg School of Seamanship Piney Point, Maryland 20674 Phone: (301) 994-0010 (An upgrading application is in this issue of the Log. Fill it out and mail it today!) UPGRADING Itpuys Do It Mow! 44 / LOG / August 1980 . sfif^ Graduat^ of a recent FOWT course at the Harry Lundeberg School are (front rov^ l-r) R. Lopez, P. Thomas, M. Stein, T. Kirk and T. Harper. Second row, l-r are: D. Frazier (course instructor), R. Dulude, M. Ruggiero, K. Menz, 8. VanWyck, D. Runci, M. Brown and L.I. Carter. Back row, l-r W. Carlin, T. Donoghue, R. Kaufman and J. Golden. �•I- Students in the Quarter­ master course practice first aid and CPR. By taking the Quarter­ master course, seafarers iearn the practical skiiis to assist a Deck Officer. Course Prepares Seafarers to Work on Bridge Attention Deck Department Seafarers! You don't have to wo.k as an AS forever. You can move to the bridge of the ship by taking the Quartermaster course at the Harry Lundeberg Schooi of Seamanship. The new vesseis being buiit today are larger arid have more technical equipment. Because of these changes, several companies under he contractual agreement with the SiU are employing Quartermasters, hese seafarers work as assistants 0 the watch officer on the bridge of a ship. if a seafarer has acquired an Unlimited AB Any Waters ticket, he can take the Quartermaster course at HLSS. This is the best way for an AB to get ahead and prepare for the goal of being an officer. His responsibilities include helping the navigator steer, standing gangway watches in port, position finding and ballasting the ship. The four week program at HLSS prepares the seafarer to do the job of Quartermaster. The students practice the use of the magnetic and gyro compasses, aids to navigation, radar, ioran, fathometers and Radio Direction Finder (RDF). Review of deck seamanship, knots and splices is also given. Students iearn bridge publica­ tions and instruments. With this knowledge, the seafarers can assist the person who is navigating the ship. There have been several seafarers who have taken advan­ tage of the Quartermaster course at HLSS. One Brother said. The class is a stepping stone in my education, i hope to become an of­ ficer someday." instructor Captain Abe Easter commented that he en­ joys teaching seafarers who want to get ahead. Captain Easter has many years of experience on the bridge of large ships. He passes his knowledge on to his students. At the completion of the four week program, ail students receive a Certificate of Graduation from the Harry Lundeberg Schooi of Seamanship. if you are an Abie Seaman and are looking for a better paying posi­ tion, contact HLSS, Vocational Education Department, Piney Point, Maryland 20674. The next Quartermaster course will begin on October 13. Take the time today to fill out the application in this issue of the Log for the Quartermaster course. students iearn position finding If you can handle navigation and operate radar, you can look to a better future. You can move up in the deck department. You can work aboard the most advanced ships in the U.S. fleet. You can be a Quartermaster. The Quartennaster course includes classroom and practical training in aids to navigation including chart reading. Sign up today to take the Quartermaster Course at HLS •3 August 1980 / LOG / 45 ^5l' I' �mm 7 )• That Cargo Has to Movol (• • T| •%.»?>• '\.i; ;•• ''V'-vStijSjVi '• -.a,".'. .„,,v;^-.,v,f'-l'V«^;i -^1'.• •and you're one to do the job SlU-contracted tanker A Pumpman is the qualified Seafarer, the valuable worker, and the re'Sponslble person who moves the energy supplies of America. You can be the Pumpman with the lelp of the Pumproom Main­ tenance and Operations course of­ fered at the Harry Lundeberg School of Seamanship. By learning pumpman skills, you can answer the need for well train­ ed pumpmen on the tankers of the maritime Industry. If you have worked as a QMED or Second Pumpman you are eligible to take he Pumproom Maintenance and Operations course. The program las been expanded by the staff at HLSS to give SlU members even more pumpman skills to do the job. The six week program Includes welding, deck machinery and maintenance, basic lathe operaIons, and cargo handling. Through his course you can gain the knowhow and skills you need to get that ob as Chief Pumpman. Each part of the Pumproom Maintenance and Operations course is designed with your job needs In mind. In the welding sec­ tion, you'll learn arc welding, flame cutting, basic pipe welding and steel fabrication. With these skills you can make the brackets you need for piping system supports. Among the equipment you will become familiar with during the course are centrifugal and reciprocating pumps, the anchor windlass, cranes and hoists, and constant tension winches. All of the Important details that you "eed to know for the Punrtpman job are also covered In the course. Knowledge of hydraulics and pneumatics will help you control the deck machinery. You learn the Students in the Pumproom Maintenance course practice basic deck machinery maintenance. become a more responsible preparations for loading and worker. discharging, tank cleaning, At the completion of the Pumpballasting. Inert qas systems, and room Maintenance program, each load on top systems. Safety practices are stressed In student has the skills to do the all areas of the Pumproom pumpman job. With this know­ Maintenance and Operations ledge, the seafarer gains many benefits. He Is moving the fuel of Left. The expanded Pumproom America, he has better job security Maintenance and Operations and he Is earning more pay. course includes (top) welding If you are Interested in learning techniques and (bottom) lathe more about the job as Pumpman operations. This program gives on a tank vessel, contact the Harry seafarers the skills to be qualified Lundeberg School of Seamanship Pumpmen. and sign up for the Pumproom . Maintenance and Operations course. Antl-pollutlon techniques course. The next class Is scheduiare especially Important In the „ ed to begin on November 10. Write cargo handling section of the pro- or call the school today and take gram. By learning all of the safety advantage of the opportunities features of a vessel, you will waiting for you at HLSS. L i:' #1;:• ~-v,- . r _ . 46 / LOG / August 1980 tm4: , 4-' • --- Harry Lundeberg School of Seamanship Vocational Education Department PIney Point, Maryland 20674 Phone:(301)994-0010 �? -•;7 " •->.7 ' • ' • 7-:'' v' •" ..••741":. "v:;; • ' ''Jd::-'-' '.'J .t ',! \r^' 7r^, 7, : M: c^X7^«Kiri'iLsaj7a» _^ -- Why Not Apply for an HLS Upgrading Course Now! HAJtRY LUNDEBERG SCHOOL UPGRADING APPLICATION (Please Print) Name. Date of Birth. (Last) (First) (Middle) Mo./Dav/Yoar Address. (Street) (City) (State) Telephone. (Zip Code) Deepsea Member Q (Area Code) Inland Waters Member • Book Number. Lakes Member • . Seniority. Date Book Was Is8ued_ Port Presently Registered ln_ Port Issued. Endorsemends) or License Now Held. Social Security #. Piney Point Graduate: Q Yes No • (if yes. fill in below) to. Entry Pro^am: From. (dates attended) Upgrading Program: From. Endorsements) or License Received . to. (dates attended) Do you hold a letter of completion for Lifeboat: • Yes Dates Available for Training.. No Q FIrefighting: • Yes • No • • I Am interested in the Following Ck)urseis). DECK ENGINE Tankerman AB 12 Months AB Unlimited AB Tugs & Tows AB Great Lakes Quartermaster Towboat Operator Western Rivera • Towboat Operator inland • Towboat Operator Not • FWT • Oi)er • QMED - Any Rating • Others. Q Marine Electrical Maintenance Q Pumptoom Maintenance and • Operation Q Automation G Mainttnanceof 9)lpboard Refrigeration Systems G Diesel Engines G Assistant Engineer (Uninspected Motor Vessel) G Chief Bigineer (Uninspected Motor Vessel) • • (33 • • • • More than 200 Miles • Towboat Operator (Over 200 Miles) • Master Q Mate • Pilot STEWARD Q G Q G G Assistant Cook Cook & Baker Chief Cook Steward Towboat Inland Cook ALL DEPARTMENTS 'r;' • |;'7 ' t I ^r'- G LNG G LNG Safety G Welding G Lifeboatman G Pire Fighting RECORD OF EMPLOYMENT TIME —(Show only amount needed to upgrade in rating noted above or attach letter of service, whichever is applicable.) VESSEL RATING HELD DATESHIPPGD DATE OF DISCHAIIQE IV; •( DATE SIGNATURE mmmmmmmmmmmmrnmimmmmmmmmmm^m RETURN COMPUETGD APPLICATION TO: LUNDERBIG UPGRADING CENTER. PINEY POINT. MD. 20674 s August 1980 / LOG / 47 fll. - A-.*: .• „7i';'' '' -• �.i' ' •• . -• . .. -V ^ r;; •- M;; . -1 i'.' :^'-U' fir . j .•:!<• .:r •. r-. -.v,:.. ....,y:;:-^--,': ar'-a;:/ 'U,-a • .a^yy-.^y^:^y-"y3yyyyKfe -a • ^1;.,;;.,. ./.a^ a-;-, .a.: • -^ :r~'\^ r- : £-•. • >^ • • -. '- .1 '•• t»a -:• ..yra•-y.Aytl a' 'Syt'lya � 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 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource August 1980 Description An account of the resource Headlines: A NEW ERA NAVY: PRIVATE SECTOR WILL OPERATE SL-7S SIU PAYS $45,000 BILL FOR BOATMAN'S TWINS 'WE AT SEA' AUTHOR LOOKING FOR COPIES ST WASHINGTON IS REACTIVATED FOR NATO '8- EXERCISE OLDTIMER REMEMBERS 'HIS HONOR' PAUL HALL HOUSE OK'S 50% BLUE TICKETS FOR DECK DEPT. GOP ADOPTS MARITIME PLANK: DEMS WILL TOO REBORN! SIU CREWS OCEANIC INDEPENDENCE MARKING A NEW ERA FOR AMERICAN FLAG PASSENGER LINER INDUSTRY DROZAK TO CREW: WE ROLLED DICE AND THEY CAME UP 7 OCEANIC INDEPENDENCE DIDN'T JUST HAPPEN: SIU FOUGHT IN WASHINGTON TO PAVE THE WAY VIRGO, NAVY SHIP SAVE 185 'BOAT PEOPLE' PROGRESS MADE IN ALGERIA, EL PASO LNG TALKS NORMAN TOBER, "OLD SALT," DOORMAN AT N.Y. UNION HALL, DIES DROZAK TO N.J. FED: 'MUST UNITE TO SURVIVE' ASHES OF BOATMAN JOS. STRALEY SCATTERED OVER CHESAPEAKE BAY ITF WANTS BILATERALISM, CURB ON RUNAWAYS SIU STRIKES ACBL: COMPANY USING UNION BUSTING TACTICS CARTER: 'U.S. FLAG WILL GET 50% OF CARGOES' U.S. DREDGES 'GUARANTEED' DIEGO GARCIA JOB CONGRESS MOVES TO GREASE SPR MACHINERY YOUNG BOATMAN AND BROTHER DIE IN SCUBA DIVING ACCIDENT TO OLD AND YOUNG 'SALTS' ALIKE: CUT INTAKE U.S. FLAG MUST GET FAIR SHARE OF COAL EXPORTS OCEAN MINING BILL SIGNED INTO LAW ENACTMENT OF MEASURE BRINGS SIU'S 10-YEAR FIGHT TO VICTORIOUS END INDUSTRY MEANS JOBS FOR AMERICAN SEAMEN WHAT'S DOWN THERE ON THE OCEAN FLOOR? REP. JOHN MURPHY SUPPORTED BILL EVERY STEP OF THE WAY OCEAN MINING MEANS JOBS SPAD KEYED OCEAN MINING VICTORY SIU'S MESSAGE ON U.S. MARITIME BROADCAST OVER 300 RADIO STATIONS LUNDEBERG KIDS NIPPED IN INT'L LIFEBOAT RACE SIU TAKES OVER ANOTHER LASH, WILLIAM HOOPER HERO BOSUN SAVES DANGLING SHIPMATE FROM DEATH COURSE PREPARES SEAFARERS TO WORK ON BRIDGE THE CARGO HAS TO MOVE! AND YOU'RE THE ONE TO DO THE JOB Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 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 2/6/1980 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. 42, No. 8 1980 Periodicals Seafarers Log http://www.seafarerslog.org/archives/files/original/74623e85f26117cfd27bf5215e293279.PDF 4dc625d5b10700fc68777765a1b3f3e5 PDF Text Text >r-- - -- ''•'i- 1 • • i •• -^sy:'' •hi'i • i'/ • 4/ • •...•5H: |.. ;.1: , -'C h •v•^ • • /;jr.. hi" " VOL NQ NQ. 99 „ Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-c-iO SEIffEiVIBER 1980 i»QW>irimit' )':tMMB:.-4fcaMP8aMa5gaKa^giw^ AFL-CIO Announces Support for Corter-Mondole Ticket p-g. 5 y , • A Look at Jimmy Carter's Record on MariHme pag, 7 • • t-i. . ?, • • -t !' - h ;• j V,; • - . : L'-;L : • . - ,. • . - • , — . •' iL:- TJtr>'.' . - -^LJSiSiSteTL • -•^2 . �. - ;;r'r ^sidENi's REPORT HERE'S only one way to find out how good or bad'you have it. Compare! For us to get a true reading, we must compare three things. How does our Union stack up today as opposed to 10 years ago? How do our jobs and contracts compare to the rest of U.S. maritime labor? How does our job security picture look when put up next to the rest of the nation's unionized workers? In all three areas, we stack up pretty damn good. Ten years ago, as the Vietnam War wound down, the SIU deep sea fleet numbered 134 vessels. A lot of them were old and ready for the scrap heap. Shipping was tough not only for the "B"guys, but for "A" seniority people as well. Today, there's a big difference. We are now crewing over 210 ships. Most of them are new, modem high technology vessels. We have more than one job for every "A" book man. Shipping in general is very good for all ratings. No other seagoing union can say that. In addition to advancement in the deep sej^ area, we have made great strides forward in the inland waterway industry. Our jobs and our contracts today are second to none. We arp continually advancing the level of importance and responsibility of the seaman's job. SIU members today, in large part thanks to the Lundeberg School, are better trained and more highly skilled professionals than ever before. And our contracts reflect this. We are making top level wages for the work we perform, and they're going to get better. In relation to job security, we are in very good shape despite a weak economy and high unemployment. Unionized workers in other industries, such as the auto. Steel, . .r rubber, clothing and shipbuilding, are having very difficult times. Their main concern is not contractual gains any more. It is job security. SIU members, though, enjoy top job security. And we have been able to maintain this security while making big steps forward in our contracts. There are very few organizations that can make this same claim. Our goal now is to continually build on what we have achieved to protect our interests and advance even further. Our job security is strong. But we want it stronger. Our contracts are the best, but we want them better. As always, reaching these objectives will not be easy. We have always had to fight for the good things. WeVe had to fight to hang on to them. And weH have to fight to continue to move forward. But we have a good organization. We have the people and the tools to get the job done. We have a good program lined up for the future. We are very actively campaigning for the Carter-Mondale ticket. President Carter, in recent weeks, had repeatedly stated his commitment to a strong maritime industry. In addition, we are working, to gain a bigger role for the private merchant fleet in support and supply of the U.S. Navy. We are working to achieve a program guaranteeing a fair share of future U.S. coal exports for American ships. We are also deeply involved in the fight to win a fair bilateral shipping agreement with mainland China—an agreement that would reserve at least one third of the cargoes moving between the U.S. and China for U.S. ships. Again, though, no one is going to hand these things to us unless we fight for them. , We are totally committed to these struggles. We put forth our best effort every day. We are seeing results in every aspect of our Union, our contracts and the level of our job security. Brothers, you only get what you're big enough to take in this world. I say we're big enough to take it! Constitutional Amendmept on Regular Dues Following is the complete text of a resolution sulunitted by the SIUA GLIWD Executive Board calling for a constitutional amendment concerning dues. The resolution was initially sub' mitted to.the membership for action at the regular membersh^ meeting at Headquarters on Sqpt. 8, 1980. The r^c^bition was overwhdmingfy passed by the membership. It is .likewise being presented to the membership at all other regular monthly membership meetings in September for action by the mem­ bership. The constitutional amendment concerning tbtes will then tqtpear on the ballot for final action by the membership in November and December. RESOLUTION WHEREAS, oiir regular dues presently in the sum of $200.00 yearly as provided for in Article V, Section 1(a) of our Constitution, has remained unchanged for many years, and WHEREAS, notwithstanding the membership's adoption several years ago of working dues related to days worked, in addition to such regular dues as provided in Article VI, Section 1(b) of our Constitution, costs of our Union operations have increased over the comparable years in percentage amounts in excess of •ifci 4^:r such working dues increase, and WHEREAS, in order to dis­ charge the Union's responsibilities to the membership it is necessary that our Union receive increased revenue so as to provide necessary and competent personnel and facili­ ties as well as to preserve and further the Union's interest as an institution for the membership's benefit, and WHEREAS, inflation the past several years has increased most substantially and it appears reasonably to continue for future years, necessitating that provision be now made to accommodate to the results of such future events, and WHEREAS, it appears most fair and appropriate that any dues increases bear relationship to wage increases inclusive of cost of living increases negotiated by the Union for the membership, and WHEREAS, such dues increases to be most fair and appropriate' should be equal percentagewise with a maximum annual increase, to the percentage of suqh negotiated wage increases inclusive of cost of living increases so that if wage increases and/or cost of living increases are received by the membership in an amount for example of 9%, then the dues exclusive of dues related to days worked, shall be increased by 9%, and WHEREAS, as stated, there should be a maximum percental to which dues shall be increased in any consecutive twelve months and which shall not be more than 10% annually over that in effect in the previous consecutive twelve months, and WHEREAS, until otherwise de­ cide by the membership as Consti­ tutionally provided, such percentage increases of dues exclusive of dues related to days worked should take place at a time when such wage increases inclusive of cost of living increases occur, and WHEREAS, in the interest of sound administrative procedures, such increases in dues, however, should not occur until the first' calendar quarter immediately following the effective date of any such increases inclusive of cost of living increases, and WHEREAS, your Executive Board Jias carefully reviewed this matter and unanimously agreed that the adoption of this Resolution is in the best interests of the membership and the Union and have authorized Vice President Leon Hall to submit this Resolution on behalf of your unanimous Executive Board as, a proposed amendment to our Constitution and particularly Article V, Section 1(a), to be voted upon by our membership all in the manner provided by our Constitution for Constitutional amendments. NOW, THEREFORE, IT IS RE­ SOLVED: Article V, Section 1(a) of our Con­ stitution shall be amended to read as follows: **(8) dues annually in the sum of $200.00 which shall be paid in equal quarterly amounts on a calendar year basis, no later than the first business day of each calendar quarter, except as herein otherwise provided, and such dues shall be increased from time to time by percentages equal to the percentage of negotiated wage increases in^ elusive of cost of living increases but not more than 10% annually over dues then in effect as provided in this paragraph (a) during the previous twelve months, and such dues inclusive of such percentages amounts, shall be payable in equal calen­ dar quarterly amounts no later than the first business day of the calendar quarter commencing with the first calendar quarter immediately following any such increases, except as herein otherwise provided, and" Fraternally Submitted By the Executive Board By: Leon Hall Vice President, Atlantic Coast Change of address cards on Form 3579 should be sent to Seafarers International Union. Atlantic, Gulf, Lakes and Inland Waters District AFL-CIO 675 Fourth Ave., Brooklyn, N.Y. 11232. Published monthly. Second Class postage paid at Brooklyn. N.Y. Vol. 42, No. 9, September 1980. (ISSN #0160-2047) 2 / LOG / September 1980 - V. - •||r �Elect Drozak to N. Y. AFL-CIO Exec Bd. .. i - - IU Pres dent Frank Drozak , has bee11 electe to the Executive Board. of the New York State AFL.;.CJQ. The York laudeo the AFL,..CIO's Committee on Political Educa­ tion (COPE) saying, "the most valuable geni you .could have ... Federation )Vas meeting at the (is) a button for COP.E." Concord Hotel in Upstate New Carey al!!O lamented labor's York late last. month on the loss since the last "'Convention of occasion of.. its 21st Constitu­ those "men .who walked among tional Convention atthe time of us ...giants among giaQts ... that Drozak's �Jection. great trinity of George Meany, A. The election of President Philip Randolph and Paul Hall." Drozak to the State's powerful 'these three men were some of the Executive Board is significant most important leaders labor because it gives the SIU and all of ever wilt have. ''Th¢y> gaye us maritime labor a direct and inspit�tiq11 �uid d1edicat.ion/' . influential voice in all of the rey aid: : . y ��,,;-e·The ·final. guest. to ap.pear Federation's policy decisions. before the. Convention was APL-· New ·York State's contingent to the AFL..CIO carries a go9d d� ClQ President Lane. Kirkland. ·The. h e a d of tbe National of weight with the national FranJcDrozak _Jederation beca.u Federation was adamant ih his the Lane, Kirkland .. state organization in the AFL­ support for Jimmy Carter and The. last o.rder of business fqr great leader and I respected and the Convention before adjourn� organized labor's role in the admired him. I will strive to carry CIO repres.enting. over two reelection process: "Do not be ing was to elect its executive m llion worker ; . . on with the tremendous 'work officers. Unsurprisingly R,ay misled by polls and premature that he did f or the, American ln relD�ks to the Convention Corbett, the New York St'l,te prophecies. I 'have a faith .in the worker;{' delegates� .President Drozak · AFL-CIO Pteside.nt since 1962, praised the late SIU President. Among t h e m.,any· o t h er people of this federation ... that Paul Hall. Drozak spoke of speakers to addre� the Conven• has never been disappointed." a nd S e cret ary-T re a surer E . Howard M.Qlinari were reelected. H a ll' s ��deep a11fii.'.·lifeJong tion was Vice President Waltei:. "For labor there is no choice ug Jhe,;e was � mattering Altho M b ndaJe: . copnnitment to the Ame r i can but Jimtrly , rter. . Blue coliat . Mondaje. wa on hand to worke. rs did not invent Ronald;. . .of oppo ition to Cor bett i•. �nly labor movement... He al o told 0 e rved to how the,broad-based a�c ep t the; . Y. AFL-CIO's Reagan; They are not . gu ilty 1of embly of how he and Pa1JI . the a and. suppoJ1 he ..worked �ogether.· for 30. years". endor�ement .of the Catter­ Ronald Reagan . He i s ·tJle has within the Federation. . 'fhe and how Han taught him "the ins Mondale ticket· and·also to get in product -of corporat� .America. . cheers of"... we \vant Corbett� . . . and �mts of politics and . i ts a fe w d i gs on the GOP's Preaching h�J anti-labor propawe want Corbett ... " mu t till be ganda along th airwav and Pre identi I hopeful Ronald importance to labor." lrt c.onclu ion Pre ide nt re ounding through the halls of along t h e •rubber ch ick en Reagan. . '' the _<;o.nvention cente r.. ::'. ,. Drozak said, •paul Hall was 'a ···Governor arey of . �w . circuit of the country." · S d · · · · . eit is largest i · · · . · · · � ' overWhelming: · Hugh · 1 Upgrad�rs. to Be Reimbursed for Transport To and From Piney Point·. Thinking·about going to Piney B o a rd o f Tru s t ee s o f t h e Piney Point, h� can now apply and Lexington Park. · · Point for an upgrading course? Can't afford the transportation costs? Now, all SIU members headed for any upgrading couI"Se at HLS are entitled to reimburse­ ment for economy class trans�or­ tation costs to and from Piney Point, provided.they successfully complete the course. The transportation reimburse:"' ment applies to all Seafarers and Bo�tmen beginning a pt:ogram at HLS·· after Sept. I. This brand . new benefit was v oted by the · Lundeberg School in order to better serve the needs . of the Union membership"' Many 'SIU members have indicated in the past that, while they are anxious.to particip�e in upgrading courses, they lack the funds to get to and from Piney P.oint. Thanks to the Trustee's action, tl)is stumbling block to upgrading.has now .been cleared ,away. If a Union · ·member does not have theready cas.h .tQ get to · You must successfully com­ 1or a transportation loan from the Union. See the Port Agent in, plete your upgrading course �o be your home pott and he will eligible for this reimbursement. advance you the economy class fare to and ft()m Piney Point. Lakes Seafarers When you have successfully Get COLA completed; the cours e y ou 'r e Effective Aug. 1, 1980, G r e t 'ta kiµg a� . HLS,. . the transporta­ Lakes SIU members working urtde.r tion loan Will be cancelled. YOU contracts with the Great Lakes will not owe · anything for your Association· of Ma.ril1e Operatots e conom.y class, r ou n d - t r ip and Kinsman received 26 transportation. . . cents. pel' hour costoUiving add..on. If yovb�ve the 'money on hand When added to tlie. 54 cents per fo ·pay y{)ur o\Vn. fare to Piqey hour COLA Great Lakes �aJ-.ers Poitjt, YQU art:} still en.titled to the- ha"Ve l ready receiVed so· far this reim bursemellt. Onee you have . year, the tota) J980 adj ustm en t successfully fin.ashed that course, . comes to SO cents per hour. you can submit your .tran8pprta­ Tbese COLA'S are computed Oil tion bill to the Seafarers Welfare the. I>� of the quarterly Consumer Price. Index. . Fol" twfty ,3 point. rise Plan and you will be reimbursed. i n the Index� Great Lakes Seafarers The Board of Trustees action receive a c:me eenf .per hour add--On. on transportation costs covers: . Under .the SlU's new collective • round:..t rip economy•class bargeinfnt agreement witb Bob-Lo plan�.:,, train or. bus fare to and Co., seamen on BolJ...Lo's passenger from Piney Point for Seafarers ferries will ..•now also be rec,eiving and Boatmen enrolled .in any COtA adjustments. They recei"Ved upgrading course at HLS after the 5ame 26 cents per hour add-on• Sept. 1; . GLAMO and Kinsman .· Seatarers • bus fare from the airport to effective Aug. 1. As of Jan. 1, 1981, and from_Lexington Park, Md., the 1980 COLA's will be rolled into and cab fare betwee� Piney Point base. hourly waae rates. Hike · ·Lines a a· a · · . Come to HLS, . · . Upgrad�.td AB. · Course starts November 6 tf?rougb December.4 · · · September 1980 I LOG I 3 ' \ - · �. -n T Historic Bilcitorcil Trode Pre#** HE fortunes of the U.S. must still be formallj^ signed by Tn® "i" formal bv assures vessel. of each nation v. "PCt assures the the vessels flag merchant fleet took a both nations, such formalization "accelerated" access to the ports been working for such trading major step forward this month as is considered largely ceremonial agreements between the U.S. and of the other. Also covered were our trading partners for many the United States and the and IS expected to take place in People's Republic of China Washington by the end of the tonnage duties and the treatment years in the belief that bilateral of U.S. seamen, but no details on trading pacts are a key to the announced agreement on a month. these provisions have, as yet, history-making pact governing revival of the American merchant Commerce Secretary Klutz­ been announced. cargo sharing and port access .fleet. nick called the cargo sharing Since U.S.-Chinese negotia­ between the two nations. The Carter Administration has agreement "historic" adding that The shipping agreement, It will foiTO a firm foundation: tions began, the Carter Admini­ stood by their commitment and stration has promised to seek a which is similar to the 1972 for the equitable participation by cargo sharing arrangement which • the successful conclusion of the bilateral trading pact between the U.S./China trading pact, which the U.S. and PRC merchant entitles the U.S.-flag fleet to an U.S. and the Soviet Union, makes the jobs and job security of fleets in the burgeoning trade equitable share of the lucrative guarantees a one-third share of U.S. seamen a top priority, is the moving between our two coun­ U.S./PRC trade. The SIU has result. U.S./China trade to the national tries." fleets of each country with the U.S./China trade is expected remaing cargo open for bids from to total about $4 billion this year third-flag carriers. and to rise to at least $10 billion The accord was scored as a by 1985. major victory for both the Carter The trading pact was hamAdministration, which has been mered out during a series of negotiating for such an agree- * meetings between U.S. and ment since mid-1979, and for the Chinese negotiating teams, SIU. The Union has been begun in the spring of 1979.' working hard to make sure that when the door to trade with Samuel B. Nemirow, assistant China was opened, the U.S.-flag secretary of commerce for fleet and U.S. seamen would play maritime affairs, headed the U.S. delegation. Doug Huamin, a substantial role in it. According to Secretary of director of the Foreign Affairs Commerce Philip Klutznick the Bureau of the PRC's Ministry of Communications led the Chinese cargo sharing and port access team. agreement was initialled by U.S. In addition to the 30-30-30 Shipping) leads the Ship's Committee and a crew h and Chinese negotiators in Bergsvik, Engine Delegate NaDoleon Rivp^ r?o^tfn ) OS Gary cargo sharing arrangement, the Peking on Sept. 4. While the pact Educational Director Anthony Potts The shin S.Johnson and U.S:/Chinese trading pact Brooklyn. N.Y.^ ^ P^'d off on Aug, 13 at Pier 12, Point Marge Committee \ -r I T was an unusual sight. Four brand new tugs side by side at City Dock 4 in Houston, Tex. The occasion was the recent mass christening of the four boats, all contracted to the SIU. These four boats mean more jobs for SIU Boatmen. Thre^of them will be run by G&H Towing and one by Bay Houston Towing. The three G&H boats are; Barbara Neuhaus; Mark K, and W.D. Haden, 11. The Bay Houston boat is the Capt. W.D. Haden. The Capt. W.D. Haden is a - •w-t,'-. .. .. Chrfeitenod in Houston FAVVY -W - ^ New Orleans, La., the boat has a 4,200 horsepower diesel electric engine. She's 105 feet in length has a beam of 35 feet, and a draft of 16 feet. Of the three G&H tugs, two—the Barbara Neuhaus ^ rr will do and Mark K—were built at offshore towing. Built in the.Diamond shipyard in Halte^^rine Shipyard in Savannah, Ga. The W.D. Haden, H was built in the & i A' McDermott Shipyard in Morgan City, La. All three will do shipdocking and other harbor work in the Galveston-Texas City, Tex. area as are their new sister boats. Titan, Laura Haden, and Denia. The tugs are all 88 feet long, have a beam of 32 feet a draft of 16 feet, and a horsepower of 3,000. -•I ..r ens.es,U-con,.c,ea,vpo.„e. 4 / LOG / September 1980 ' • -V ;• W.O. HaaenZhich'is opTaTed '"S '"9 CapO/n uy oiu contracted Bay Houston Towing. �''*' • yLa-'t't -'^4 ' 'v.4s.; •jisi AFL-CIO: Carter-Mondale Labor's ^Choice' Republican Platform Labeled 'Retreat to America's Pasf T T'HE AFL-CIO will cam­ paign vigorously for the reelection of President Jimmy Carter, calling him the "clear choice for labor." The Carter-Mondale ticket won the strong support of the AFL-CIO Executive Council at its summer meeting in Chicago in late August. Then on Sept. 4, 1980 the Federation's General Board voted its endorsement for the Democratic team. Labor's support of Carter, coupled with the campaigning of Sen. Edward Kennedy for the President, has considerably boosted the popularity of the Carter-Mondale ticket in the opinion polls. Shortly after the Republican House Speaker Thomas "Tip" O'Neill, center, holds hands aloft of victors President Carter and Vice President Mondale at Convention in July, Ronald the Democratic Convention in New York last month. The AFL-CIC has endorsed the Carter-Mondale ticket. Reagan looked like a sure bet. Carter was way down in the polls. Mondale ticket has the look of a Carter in '76 and plans to do the Party platform one which "pre­ scribes specific programs to meet And Reagan was riding the crest winner. same in November. of national media coverage of the In announcing its support for specific problems" confronting However, there are many Republican Convention. Carter-Mondale, the AFL-CIO the nation and its workers. borderline states where labor The Council branded Ronald Executive Council labeled the The tide began turning during will be working extremely hard to Republican platform as "con-, Reagan as an enemy of working the Democratic Convention in insure victory for Carter. These early August, especially after Ted servative throughout...reaction­ people, and stated that a Reagan states include Ohio, Illinois, New Kennedy buried the political ary at times... and a retreat into victory in Novemb'er "would turn York, Pennsylvania and New America and its government hatchet and announced his America's past." Jersey. support for Carter. On the other hand, the Exec. away from solving the pressing ' I At the present tim.e, the CarterLabor turned the tide for Council called the Democratic problems this nation faces." AFL-CIO Exec. Bd. Hails Paul Hall's Achievements CHICAGO, ILL.—The AFLCIO Executive Council launched its summer meeting here with a special tribute to the memory of SIU President Paul Hall. Senior vice president of the Executive Council at the time of his death last June, Hall was hailed by the Council for his "integrity, hon­ esty and commitment to improv­ ing the lot of workers." "His dedication to trade union principles," the Council's state­ ment continued, "and fervent belief in free trade unionism inspired his union, this federation and all who came in contact with him." The Council made its state­ ment on Aug. 20, Paul Hall's birthday. He would have been 66. Below is the complete text of the AFL-CIO Executive Coun­ cil's statement on the late Paul Hall. Statement by the AFL-CIO Executive Council on PAUL HALL Chicago, 111. August 20, 1980 Whereas, our ifriend and brother, Paul Hall, the president of the Seafarers International Union and the senior member of this Council, has died; and Whereas, his dedication to trade union principles and fer­ vent beliefs in free trade unionism inspired his union, this federation and all who came in contact with him; and Whereas, Paul Hall's career in the labor movement reflected the highest standards of integrity, honesty and commitment to improving the lot of all Workers; and Whereas, his wisdom coun­ seled us and his friendship enriched us; and Whereas, the leadership of Brother Hall within this Council and as chairman of the Economic Policy Committee and our con­ vention's Resolutions Committee was reflected in our decisions and our commitment to social and economic justice; now therefore be it Resolved, that the Executive Council of the AFL-CIO mourns the tragic death of Paul Hall, a brother who earned our respect and love; and be it further Resolved, that this Council extends to his widow. Rose, and his children our deepest sym- pathy and gratitude for so unsel- resolution be spread upon the fishly sharing this great trade permanent records of the AFLunionist and human being with ^CIO and a suitably engrossed us; and be it finally copy be presented to his family Resolved, that a copy of this with our condolences. US, Unemployment Stays at 7,8% WASHINGTON, D.C.-The country's unemployment rate stayed at 7.8 percent in July almost un­ changed since May with the jobless rate for blacks, Hispanics and teenagers soaring. Looking for work and not finding it were 8.2 million persons. Most of them, the U.S. Bureau of Labor Statistics (BLS) reports, have been job-hunting for at least five weeks. More than 1.9 million workers have been jobless for 15 weeks and longer. Manufacturing unemployment rose'to a 10.3 percent rate up from June's 9.9 percent especially in the clothing, food and textile lines. Auto makers' joblessness remained un­ changed at a hefty 25 percent! Construction unemployment dip­ ped slightly to 16.1 percent from June's 16.5 percent. While the jobless rate for white workers crept up one tenth of 1 percent last month to 6.9 percent, black unemployment rose to 14.2 percent. The Hispanic rate jumped to 10.9 percent. And the teenage jobless rate soared, too. BLS Comm. Janet L. Norwood testified before Congress' Joint Economic Committee that "Adult men have borne the brunt of the increase in joblessness since the recession began in January. Almost two thirds of the increase in unem­ ployment has occurred among adult men." However, the unemployment rate for adult women went up to 6.7 percent from June's 6.5 percent. It's the same rate for adult men. The adult women's increase in the nation's labor force since January was termed by Dr. Norwood as "consistent with what you can expect in a recession. As during a period of declining real income, it is expected that other members of the family enter the work force." Another dark spot in the unem-^ ployment picture was the fact that the figures on those who lost their last jobs were nearly doubled from layoffs, permanent cutbacks and plant closings. It was reported that 3.8 million persons received jobless benefits through state insurance programs during the week of Aug. 2. September 1980 / LOG / 5 A.-.: SS: \..i - J- jix s •• t, . ..k It I -r 1. �SlU Well Represented at Dems' Convention Of the 3,000 Democratic dele­ gates who met in New York City to nominate Jimmy Carter as their party's standard-bearer against Ronald Reagan, nearly 800 belonged to unions and related organizations. Of those 800 people, five were SlU and SlU-affiliated union officials. The five delegates were Ralph Quinnonez (UIW-N.Y.), John Faye (SlU-Phila.), Bill Dobbins (UlW-Ohio), Ed Turner (SIUCalif.), and Felix Francis (UIW- Virgin Islands). The 800 labor delegates repre­ sented a powerful block of voters who could be counted upon to stand up for the rights of Ameri­ can workers. National conventions have been, and continue to be, an important part of the political process. For nearly a week, New York City played host to 3,000 Demo­ cratic delegates who met to nominate a President, fashion a Carter Names Drozak to Top Level Trade Committee WASHINGTON, D.C.—SIU Hall, who passed away on June President Frank Drozak has 22 of this year, had been a been named by President Carter member of this Committee. Early to an important trade committee, in 1976 he was appointed by then Along with 45 other leaders President Gerald Ford. He was from labor, business, education, then reappointed by Carter. Some of the other labor leaders and community groups, Drozak received a Presidential Commis­ on the Committee are: Murray sion to be a member of the Finley, president of the Amal­ Advisory Committee for Trade gamated Clothing & Textile Negotiations (ACTN). His ap­ Workers Union; Douglas Fraser, pointment is for a two-year president of the United Auto Workers, and Lloyd McBride, period. The late SIU President Paul president of the Steelworkers. party platform and discuss press­ ing national issues. What was done during the week will have important consequences, not only on the 1980 Presidential election, but on the future course of American domestic and inter­ national policy. The free ex­ change of ideas that occurred at the Democratic Convention will help shape the manner in which Americans view the problems facing this country. It will also shape the way that Americans choose to solve those problems. Fred Summers and Frank* Pecquex, legislative reps for the SIU, were also on hand to meet with delegates to discuss mari­ time related issues. They were able to draw attention to the problems facing the maritime industry and to discuss the importance of such programs as bilateral treaties, more stringent cargo preference laws and in­ creased maritime subsidies. While the maritime industry did not make the front pages of the newspapers, it did receive considerable publicity among the people who count—the delegates at the Democratic Convention, many of whom were highly placed state and local officials who play an important part in shaping American public opin­ ion. The five SIU officials were able to make use of their union's considerable resources in Wash­ ington. They were able to draw upon the expertise of a talented and well-informed research de­ partment, as well as the good-will of the other 800 labor delegates, a substantial number of whom belong to unions associated with the AFL-CIO Maritime Trades Department. Behind the glamor that one associates with a political con­ vention lies a great deal of hard work. The high-powered, fishbowl atmosphere of a convention is seductive, and so are the parties and the excitement. But the rewards that count are the new contacts that have been made for the maritime industry. It is a slow process, and an inter­ dependent one. There are nu­ merous stops, one of which is the Democratic Convention. Dems Vote Plank to Restore Competitive Fleet NEW YORK, N.V.—Dele­ gates to the Democratic National Convention held here last month pledged action to restore "a strong, competitive and efficient American-flag ocean transporta­ tion system," to the United States. The maritime plank voted into the Party Platform acknow­ ledged the "significant reduction in the ability of our merchant marine to compete for the carriage of world commerce because of economic policies pursued by other nations. Action must be taken," the plank states, —"to revitalize our merchant marine." This nation badly needs an "American-flag ocean transpor­ tation system, staffed with trained and efficient American personnel and capable of carrying a substantial portion of our international trade," the statement reads. To achieve this objective the Democrats called for creation of "a coherent, consistent and responsive maritime policy." While the maritime plank is, of necessity, a short statement of the Party's commitment to rebuild­ ing the U.S.-flag merchant fleet, the statement contains key elements on which a strong, .-•I. 6 LOG , September 1980 active maritime policy can be built. The Platform supports the three elements crucial for the renaissance of our rnerchant marine—a beefed up domestic shipbuilding program "to satisfy the commercial and national security requirements of the U.S.;" employment of American seamen to man the fleet; and ensuring a "substantial portion" of U.S. international trade to our fleet. Those three criteria—U.S. built ships, jobs for American seamen and cargoes to keep the fleet moving—were clearly spelled out for the Democrats by SIU and MTD President Frank Drozak at Platform Committee hearings in June. "It is essential,' Drozak told the Platform Committee, "that the Democratic Party reaffirm President Carter's goal to revitalize our merchant marine." The SIU President stressed that the American merchant fleet must be able to fulfill both its commercial role and its function as a "military auxiliary in time of war or national emergency." Responding to Drozak's testimony on the urgency of restoring the U.S.-fiag merchant fleet and spurred on by congress­ men and senators-who back the SlU's position, the Platform Committee endorsed the mari­ time plank and Convention delegates voted it into the Platform. In addition to promising action towards a viable U.S. maritime policy, the plank pledged "continued commitment to the Merchant Marine Act of 1970 and greater utilization of the private merchant marine by the Navy for its support functions." During the Republican Convention, held in Detroit in July, the GOP adopted a similar maritime plank as part of their Party Platform. Dem Plank on U.S. Maritime I Below is a complete transcript of the pro-maritime plank adopted by the Democratic National Convention last month. "To meet the needs of international commerce and national security, this nation must have a strong, competitive and efficient American-Flag ocean transportation system. In recent years, there has been a significant reduction in the ability of our merchant marine to compete for the carriage of world commerce because of economic policies pursued by other nations. Action must he taken to revitalize our merchant marine. "To achieve this objective, we must develop a coherent, consistent and responsive maritime policy which will encourage the development and maintenance of an American-flag ocean transportation system, staffed with trained and efficient American personnel and capable of carrying a substantial portion of our international trade in a competitive and efficient manner. "Our maritime policy must also lead to the development and maintenance of a domestic shipbuilding and ship repair mobilization base adequate to satisfy the commercial and national security requirements of the United States. Furthermore, we pledge continued commitment to the Merchant Marine Act of 1970 and greater utilization of the private merchant marine by the Navy for its support functions." �• •• 1 Jimmy Garter's Record on Maritime Is Good N ow that the Democratic Convention is over and Jimmy Carter is the official Presidential nominee of his party, you'll find more and more people jumping on his bandwagon. But the SIU has supported Carter for President for nearly a year. This Union was instru­ mental at that time in forming the Labor for Carter Committee. We supported Carter in '76 too. Our reason is simple. We support Carter because of his record on maritime issues. He has been a backer of a strong U.S. maritime industry and that means more job security for Seafarers and Boatmen. Of course more has to be done. But the Union's position is that Carter's record in his first term holds promise for more good things for maritime if he's elected to a second term. Below is a partial list showing Carter's maritime record in his first term. Judge for yourself: which allows the private dredging industry to bid competitively with the Army Corps of En­ gineers. was signed into law by President Carter in 1978. Its purpose is the regulation of the rate-cutting practices of certain state-owned • Legislation to allow the carriers, like the Russians, much needed construction of a operating in the U.S. trades. • On Sept. 29, 1979 Carter new Lock and Dam 26 at Alton," 111. was signed into law by the signed the Export Administra­ President in 1978. When com­ tion Act which bans the export, pleted, this new Lock and Dam sale, or swap of Alaskan crude oil should ease the huge traffic back­ under most circumstances. ups on a vital stretch of the Strongly supported by the SIU, this law, insures that, except Mississippi River. under certain conditions, Alas­ • In 1977 Carter signed legis­ kan crude will be carried on American-flag ships. lation mandating that 50 percent • Just this summer Carter of the oil purchased overseas for a Strategic Petroleum Reserve signed the Deep Seabed Hard Mineral Resources Act with its Program be carried on U.S.-flag crucial "man American" pro­ ships. visions intact. This law makes • The Ocean Shipping Act sure that American seamen will play a key role in the new sea mining industry. - 'H- • I • President Carter, in 1978, signed into law the Outer Conti­ nental Shelf Lands Act. This Act, which sets regulations for off­ shore drilling of oil and natural gas on the U.S. outer continental shelf, is a landmark law that protects and promotes jobs for Americans in this industry. •h' . 'vr-, • These are the reasons why your Union is supporting Carter. When you go into the voting booth you will be making your own choice for President. But as a Seafarer or Boatman you owe it to yourself to keep the above points in mind. • i' • •i' • f-' •V. • Early in his Presidency^July 1977—Carter came out in sup­ port of a cargo preference bill. This legislation would have required that 9.5 percent of U.S. cargo must be carried on Ameri­ can-flag ships by 1982. The bill was defeated in the House of Representatives. • Carter was a vigorous sup­ porter of the Passenger Ship Bill which he signed into law late last year. This piece of legislation brought passenger ship service back under the American flag. Already the SIU is manning the passenger liner Oceanic Inde­ pendence. • The Carter Administration has consistently backed a healthy maritime budget. Each year strong proposals for appropria­ tions for the Construction and Operational Differential Sub­ sidies and for Title XI of the Merchant Marine Act have come from the White House. Also, earlier this year when big budget cuts were.being recommended in Congress, Carter opposed any cuts in the maritime budget on the grounds of national defense. His stance helped win the battle in the House Budget Committee against cutting maritime monies. • In 1978 Carter signed a bill that clarified Title XI of the Merchant Marine Act of 1936 so that Great Lakes and inland vessel operators would be eligible for mortgage guarantees on the same basis as deep sea operators. • That same year the Presi­ dent sighed Public Law 95-269 • i-yI > .•;V- 'i- . l J 1 • r' ; 4, t •„ V i r ,1 • "j;'-, '^1 September 1980 / LOG / 7 • . �Lundeberg School Proud SI U Diesel Engineers Earn Lifeboat Endorsement Another group of HLSS Trainees achieved Coast Guard endorsements as Lifeboatmen after completing training and passing their examinations. Standing left to right are HLSS Instructor Harry Coyle, Walt Lasshan, Larry Brown, Bob Boulis, Brett Fox, Andy Pierros, Larry Dockery and HLSS Instructor Michael Meredith. Kneeling are George Muller. Ramon Rosario and^Keyin Hearn. Is : .*s • These three Seafarers proudly display Coast Guard endorsements as Assistant Diesel Engineer. All three earned higher ratings through the upgrading courses offered at the Seafarers Harry Lundeberg- School. Showing off their, new certificates are (left to right) John Jourdan. Allan Brunet and Glenn Bumpas. Notice to Mariners: Seafarers Earn FOWT Endorsements •• • \' " Us ' Sixteen more SID Seafarers achieved endorsements as Fireman/Oiler/Water^ tender recently after completing training at HLSS and passing Coast'Gukrd examinations. The happy group posed for this photo just before shipping out with their new certificates. In front left to right are Owen Duffy, Larry Winn. Charles Harper. Tony Dawson, Jim.Kuhns and Dave Simmons. Standing left to right are Sverre Paulsen, Phil Neergaard, Dave Picciolo, Rob Hurst; Aubrey Spruill, Jerry Williams, Craig Bell, Maurice White, Tom Caron and Tyler Womack. I J HLSS Lists Schedules For Upgrading Classes The Seafarers Harry JLundeberg School of Seamanship has announced the schedule of upgrading classes for the remainder of 1980. Here are the schedules: October 1980 Diesel (unlicensed rating): Oct. 27-Nov. 21. Diesel (licensed): Oct. 27-Dec. 19. Basic Welding: Oct. 22-Nov.*21. First Class Pilot (inland) Oct. 6-Nov. 14. Quartermaster: Oct. 13-Nov. 7. Steward Recertification: Oct. 13-Nov. 21. "A" Seniority Upgrading: Oct. 6-Oct. 17. Life boat man: Oct. 9-Oct. 23. life' ; 'Oct. 23-Nov. 6. Tankerman: Oct. 9-Oct. 23. Oct. 23-Nov. 6.^ HLSS Graduates Achieve FOWT Endorsements They are all Trainee alumni of the Seafarers Harry Lundeberg School, and they all passed Coast Guard examinations' recently to earn endorsements as Fireman/Oiler Watertender. Standing left to right are Julio Rodriguez. Earl Doucet. Doug bckles, Keith Mion. Kenny Kent, James Brown, Stephen Gore, Al Guitierrez and HLSS Instructor James Shaffer. Kneeling left to right are Brad Morgan. Mike Langenbach. Deshawn Newsome. Larry Brown. Pat Johnston. Jim Wingate and Al Bracetty. Missing from the photo is Ray Brown. I. FOWT Upgrading Temporarily Suspended I Seamanship. New dates for the FOWT classes will be posted in all ports and will be announced in the LOG when classes resume. -fe <%fs' # J-:' November 1980 '(1 ' ' j' • -• W,: Pumproom Maintenance & Operation: Nov. 10-Dec. 1'9. Able Seaman: Nov. 6-Dec. 4. (This is the last AB class for 1980.) "A" Senibrity Upgrading: Nov. 10-Nov. 21. ' Lifeboatman: Nov. 6-Nov. 20: Nov. 20-Dec. 4 '1""L. T • Tankerman: Nov. 6-Nov. 20. / / Nov. 20-Dec. 4. f 7--' December 1980 Special Notice! Upgrading classes for Fireman /Oiler/Watertender have been suspended temporarily, it is announced by the Seafarers Harry Lundeberg School of T-i 8 / LOG / September 1980 . -A "A" Seniority Upgrading: Dec. 8-19. Lifeboatman: Dec. 4-Dec. 18. Dec. 18-Jan. 1 Tankerman: Dec. 4-Dec. 18. 7" Dec. 18-Jan. 1. (NOTE: A I! FOWT and LNG classes are suspended until further notice.) �•••V. • • •.•: m in toashinQto . Seafarers liu'crn.uii)iial Union of North Aineriea. AF^.-CIt) September 1980 Legislative. Administrative and Reguiatorv Happenings . lit •| •' :V Labor Behind SIU in Securing Goal Exports for ^HE SlU's position ihat the probriefings for key industry and labor U.S Flag Ships po.sed increase of U.S. coal exports I groups in July—sponsored by the 'r to our allies must include plans for use of U.S. flag ships has drawn the support of the AFL-CIO. In a letter to Dr. John C. Sawhill, -deputy secretary of the Department of Energy, AFL-CIO President Lane Kirkland made labor's position on exported coal clear. He stated, "the Merchant Marine Acts of 1936 and 1970 declare that it is the policy of the United States to foster the development of a merchant marine owned and operated under the U.S. flag and composed of vesseJs con.structed in the United States, and this policy should be a major consideration in the deliberations Uf the Interagency Coal Export Task Force." Plans for the expansion of U.S. coal exports were developed recently at a top level meeting in Europe by Pres. Jimmy Carter and the heads of state of six U.S. allies, including Italy, France, Britain, Canada, West Germany and Japan. The leaders pledged to-conserve oil and increase their use of alternative energy sources, mostly coal. They further agreed that the -U.S. would be the "chief producer,and exporter of coal for the international market." Also it was agreed that Jhe Western Europeans and Japan would double or triple their purchases of coal from the U.S. within the next-20 years. This of course means transportation by Initially, there was no talk at all of the use of U.S. flag ships for carriage of any of the coal. That's where t he S1U stepped in and raised strong objections. At Administration—SIU President Frank Drozak made the SIU's position clear. U.S. ships must get their fair share of the cargoes. I. ' Since that time, the Administration has set up tl;ie Interagency Coal Export Task Force. And one of the things the Task Force will study closely is the role of American ships in future coal export plans. • '-f In his letter of support for the SIU's position, AFL-CIO President Kirkland suggests "negotiating bilateral ocean shipping arrangements with our trading partners with respect to coal shipments." He further urged the Task Force "to investigate every avenue to promote the U.S. policy regarding our merchant marine." '4 ' -t 'f • El Paso, Algerian LNG Negotiations Moving Along T HE impasse between El Paso Gas Co. and the Algerian government, which has idled six SlU-contracted El Paso LNG carriers, will hopefully soon be resolved. On-again, off-again negotiations since last March made real progress last month when Algeria dropped its demand from $6 per thousandcubic feet of gas to $3.80. However, the $3.80 figure is nearly $2 higher than the $1.94 El Paso had been paying when Algeria demanded price hiikes. \ Si U legislative representatives, who have been monitoring the negotiations. said that the Algerians appear close to settling the impasse, providing they get a price increase as well ,as technical assistance and training from the U.S. concerning LNG energy development. The Log will keep the membership posted on any new developments concerning the EI Paso vessels. •. ... Seniority Upgraders View SIU Political Action Program 'i •I' d": .d' II • A r" Water Projects Reform Moving Along in Committee T^HE SIU is closely monitoring the X Water Projects Reform legislation, which is presently being marked up by the Water Resources Subcommittee of the Senate Environment Committee. Chairman of the Subcommittee is Sen. Daniel Patrick Moynihan (D-N.Y.). The legislation would authorize certain water development projects, including deepenin^ the channel in Galveston to accc mmodate deepwater vessels. Lht SIU is mainly concerned with cost sharing proposals which would tack on some heavy money burdens on the industry. Such water projects have traditionally been funded in total by the l ederal government, since such projects benefit the economy and security of the entire nation. ' *• . I U. j »• ' .'f •V /-V'l . -J., .1 ••'••••• .f A recent class of the "A" Seniority Upgrading program liked what they saw during a field trip to Washington, D.C. to view the SIU political action team. Above photo shows Upgraders James Allen, Mark Clark, Michael Donlon, Vincent Guzman, Thomas Kilbride, Jonatharr Haight, James Harris, Daniel Kayser, Robert Seratt and Fred Reyes, Jr., who was accom­ panied by his wife. L 9 , i - September 1980 / LOG / 9 •L" '• . V. �Carter's Statement to AFL-CIO General Bd. On Sept. 4,1980, President Carter appeared at the General Board meeting of the AFL-CIO in Washington, D.C. to accqjt the Labor Federations endorsement of the Carter-Mondale ticket. Of special interest to SlU mem­ bers, President Carter reemphasized his Administration's commUmenl to "strengthen our maritime indus­ try." Bdow is the complete text of the President's statement to the General Board meeting. SlU President Frank Drozak represented the SlU at this meeting. •ii K-' { -^ • r •a- It is an honor as President to meet again with the General Board of the AFL-CIO. I have gotten to know many of you personally, and I have benefitted from your advice. ' Almost four years ago to the day, I met with the General Board. Soon after that, I was elected President, and Fritz Mondale was elected Vice President of the United States. We could not have done that without your help, and Fritz and I will always be grateful. We have regarded that support, not as a gift, but as an obligation to the working families of America. With your help, we are going to renew that contract to serve working Americans. Four years ago, a changing of the guard began. We ended eight years of Republican neglect of pur coun­ try's most complex problems. In­ stead, we began to face up to these problems to tell the American people the truth, and to begin building lasting solutions. These last 3'/i years have not been easy. But they have been creative years. Today we can face the future much better prepared than before. A changing of the guard of a different kind has taken place in the labor movement. We all miss George Meany deeply. For a quarter-century, he embodied the American labor movement. He was the spirit and strength of working America. m t;;i That torch has now passed to the able hands of Lane Kirkland and Tom Donahue. It has fallen to them and to you to carry on the great unfinished work of the labor move­ ment. Change has also come to your Executive Council. I share with you the loss of a man whom I respected as you did, Paul Hall. And I share your pride in congratulating your newest Executive Council members. Bill Konyha, John Sweeney, and Joyce Miller. I share another bond with all of you. As leaders, we are concerned, above all, with the future. Each one of us knows that there are no shortcuts or substitutes for hard work in the struggle for a humane, decent world to pass on to our children. 10 / LOG / September 1980 •^. ^ -J. •• business, and government work together. It wUl not be easy, but you and I realize that it is absolutely essential to have creative ideas from all segments of bur country. This consensus-building must mean that, once and for all, we recognize the legitimate rights of labor. I am still with you for passage of common situs legislation. I will veto any attempt to repeal DavisBacon. I will resist any effort to weaken minimum wage or occupa­ tional safety and health protection, This country needs, and I support. Labor Law Reform. And I will stand with you until we get it pdssed. As I have faced the immense The Polish workers have demon­ economic challenges of this decade, strated something you and I have I cannot forget the great help labor long known—that free trade unions has been. You have helped forge our are a basicinstrument of democracy, nation's first energy policy. As a and that human rights and labor nation, we have learned that we rights are indistinguishable. must reduce our dangerous depen­ I cannot help but believe that the dence on foreign oil. And we have resolve of the Polish workers was cut oil imports by 20 percent. strengthened by the solidarity of free We have begun the immense task trade unions around the world— of rebuilding our nation's energy including the AFL-CIO. base^—creating a new synthetic fuels At home, American labor has industry, using American resources, helped lead this country through a conserving energy, keeping Ameri­ half-century of unprecedented social can capital here, and creating and economic progress. Every millions of American jobs. advance in this half-century—Social When the history of these years is Security, civil rights. Medicare, aid written, I believe it will say that on to education, one after another— energy we fundamentally altered our came with the support and leader­ nation's future for the better. I ship of American labor. You have believe it will also say that we began represented all the people, not just a fundamental rebuilding of our your members^ You have been the nation's industrial base. voice of forgotten people every­ The program I announced last where. week, which you help^ write, will Thirty-two years ago, Harry continue to fight inflation, and at the Truman said, "It is time thqt all same time will create a million new Americans realized that the place of jobs in the next two years. labor is side by side with the More important, we will put new, businessmen and with the farmer, more efficient tools in the hands of and not one degree lower." American workers. We will provide We can no longer ignore this jobs in growing, competitive indus­ advice—^the economic stakes are tries which can meet and turn back too high. It'is time for our country to foreign competition. I have no accept labor as an equal partner in doubt that American workers can our economic life. compete with, any in the world—if In the last years, we have we give them the tools and tech­ begun to establish, bit by bit, such a nology to do the job. I intend-to do partnership of government, labor, just that. and business. We will direct investments to Last week, we took another step communities and industriesJhit hard forward with what can be central to by economic change. We will help rebuilding our nation's industrial retool our automobile industry to base—the President's Economic produce the fuel-efficient cars that Revitalization Board composed of the public wants to buy. We will help modernize our basic leaders from American labor, indus­ industries, like steel, and encourage try, and the public. Heading the Board will be Irving Shapiro, of high-technology industries. We will help rebuild our cities and towns DuPont, and Lane Kirkland. For the first time, we can build a with job-producing investments. We will rebuild bur transporta­ consensus for out economic future. tion system both to carry goods and The Board will advise me on the full range of issues. It will recommend to improve public transit. Finally, we will invest heavily in the outlines for an industrial devel­ opment authority—to help mobilize our human resources. We will both public and private capital, provide new training and new skills including employee pension funds, to workers hit by sudden economic to restore and create jobs in areas change. We wilf strengthen existing programs for those lacking the skills affected by economic dislocation. We are involved in nothing less needed for the future. Two years ago, we passed the than a redefinition of the way labor. The November election will help determine if that struggle is success­ ful. Seldom has the choice been so clear. The American people vinll be choosing not just between two men, not just between two parties—but between two futures. I believe Americans will choose once again a future of thoughtful change and human progress—to get on with the job we have begun. In recent days, our country has drawn inspiration from the workers of Poland. We have been inspired by their discipline, their tenacity, and their courage under the most diffi­ cult possible circumstances. Humphrey-Hawkins Act to reaffirm our commitment to the goal of full employment. This year, we are laying the foundation for reaching that goal—a foundation of secure energy supplies, greater productiv­ ity, steady economic growth, iand stable prices. In the next few years, we must also continue our urban policy that has begun to reverse thedeclineof many cities. We must gain passage of our welfare reform proposals that would lift I'/i million families out of poverty and reduce the financial burden on state and local gov­ ernments. We must enact our proposed expansion of youth employment programs, to provide skills and jobs for hundreds of thousands of young people. I stand ready with you to help enact national health insurance. We must strengthen our maritime industry, both for our economic security and military security. Finally, I want the United States to continue to stand for peace in the world. We have been at peace for 3'/4 years, a peace based on both our military and moral strength. With your help, we have reversed an eightyear decline in defense spending. Our military power is unsurpassed today, and will stay that way as long as I am President. That strength allowed us to negotiate the SALT II agreement successfully. We ratified the Pan­ ama Canal Treaties, and have sustained our foreign aid programs. We helped bring together two ancient enemies. The people of Egypt and Israel no longer face each other across barbed wire. Instead, they talk face-to-face, and through their ambassadors, about the right road to peace. Three years ago, few dreamed that such a thing could be possible. We can be proud that the United States once again stands up in defense of human rights, including trade union rights, throughout the world. Let me add that we must expand human rights at home, also, by ratifying the Equal Rights Amend­ ment. We have accomplished much together, often against great odds. We have had to take the heat for unpopular decisions. When we have spoken the truth, it has not always been welcome. We have faced our problems squarely. The American labor movement was built on realism, persistence, and democratic values. Our nation's future depends on those same qualities---qualities which today are still-abundant in the American people. More remains for us to do, and we must fight for it. But we are fighting for it shoulder-to-shoulder, and together, we will win. �¥' former log Editor Assumes ftofe as Board Chturman H • Ifisf. Head, l^efires ERB Brand has retired as President of the Transpor­ tation Institute (T.I.) to become Chairman of its Board of Trus­ tees. He will replace Joseph Kahn, who passed away earlier this year. Mr. Brand has spent a lifetime advocating policies that would lead to the establishment of a strong American flag Merchant Marine. For many years he was editor of iht Seafarers Log. On the basis of the reputation he established there for intellectual honesty and tough-minded fair­ ness, he was chosen to become the first president of the Trans­ portation Institute when it was formed 11 years ago. During his stewardship, the Transportation Institute has become one of the leading centers for maritime research in the country. Both labor and man­ agement have conie to look upon Herb Brand as one of the leading spokesmen for the American flag Merchant Marine. "Herbie Brand," relates John Yarmola, the National Field Co­ ordinator for the AFL-CIO Maritime Trades Department, "is unique. He understands that . the maritiipe industry needs to take a united stand on issues that affect its future. He touches a lot of bases. You know, he has opened up a lot of doors for this industry. People know that he is a fair guy. They trust him. Better yet, they listen to him." As both editor of the Seafarers Log and President of the Trans­ portation Institute, Herb Braqd has fashioned an important legacy. Jim Ganiion, the pr^ent editor of the Log, said the following: "During his years at the Log, Herb Brand established the highest^ standard of excellence in labor journalism, which is wit­ nessed in part by the many awards that the paper won while he was here. Even though he hasn't been editor since 1969, his influence can still be found in the paper. For those who have followed Herb—^and there have Herb Brand been several of us—it has been a upon the organization's acknowf difficult standard to maintain. edged expertise when debating But it is a standard of excellence the merits of intricate pieces of that we are proud to uphold." maritime legislation. But it is as President of the Over the years, the Transpor­ Transportation Institute, a non­ tation Institute has been in the profit organization aimed at forefront of advancing new and promoting maritime research dynamic concepts in the field of and development, that Herb maritime education and develop­ Brand will be primarily remem­ ment. Bilateral treaties, ocean bered. mining legislation, cargo prefer­ He fashion^; from scratch, ence laws: the list of programs one of the most capable research devised by the Institute is almost departments in all of Washing­ endless. When asked to single one ton, D.C. The quality of its out, however. Herb Brand be­ work — the imaginative and comes characteristically modest, thorough approach it has taken "No, I wouldn't single out one * towards solving the problems policy," said Brand, "because to confronting the maritime indus­ do so would be counterproduc­ try—has impressed a great many tive. The government agencies people. were content to sit back after the Congressional Committees Merchant Marine Act of 1936 have often felt the need to draw was passed. They were so content that they let the American flag Merchant Marine fall apart. You can not stop and be content It is a constant, daily grind to stay on top of new problems and developments." "I feel that we have taken a • balanced view of the maritime industry, especially where the industry is a victim of unfair policies formulated by govern­ ment agencies that have no real understanding of the merchant marine. We talk about develop­ ing a competitive fleet, but other nations are far beyond the talking stage. This country needs to develop a coherent maritime policy." If it is true that one can be judged by one's friends, then Herl) Brand need not worry. He has counted many famous and important people among his friends and acquaintances. In his own quiet way, he has made a . great many converts for the U.S. maritime industry. Throughout his c^eer. Herb Brand has consistently impressed people with his warm manner, wry humor and quick intelli­ gence: He still continues to do so. Peter Luciano, who has become Executive Director of the Trans­ portation Institute, sums is up best when he sW: "We will all miss Herb as President. But we don'tjeally feel that he is leaving. As you know, he'll be Chairman of the Board. He will continue to shape the character of the T.I, His most important work is still ahead of him." "s,- 'm ' r'r i-- Energy From Ocean: A Promising Concept Carter Signs OIK: Bill: Could Mean Future U.S. iMonf&ne Jake P RESIDENT Carter has signed into law S. 2492, the Ocean Thermal Energy Conver­ sion Act of 1980. The bill is expected to foster the commer­ cial development of the ocean thermal energy conversion process (OTEC), which is a new and promising source of energy. The bill establishes a muchneeded Federal regulatory framework that will oversee the OTEC industry. It also extends the existing system of "Ship Financing" to cover commercial development of OTEC vessels. Title XI of the Merchant Marine Act of 1936, which governs "ship financing," makes most U.S. vessels, floating drydocks and mobile offshore drilling rigs eligible for operating and construction differential subsi­ dies. Lack of regulatory guidance and Confusion over financing provisions have hindered the development of the OTEC industry. It is estimated that a full functioning OTEC^ program would result in thousands of additional maritime jobs. Under the terms of S. 2492, and the Merchant Marine Act of 1936, vessels used to service OTEC marine structures would have to be documented under the laws of the United States. The energy crisis has forced Americans to experiment with some fairly unorthodox pro­ grams so that alternatives to foreign oil can be developed. One of the most promising programs under consideration has been OTEC. OTEC is a process that would use seawater to help generate electricity. The idea was first formulated nearly 100 years ago by a French physicist, Arsene d'Arsonval. It received little attention because of the abun­ dance of oil and coal that was then in existence. Now, of course, oil is in short supply. Coal is being opposed by environmentalists who fear that its long-term use could be ecologically harmful. According tod'Arson val, there exist differences in the tempera­ ture of water found on the surface of the ocean, and water found at lower depths. D'Arson val felt that some of these differences could be large enough to be used in closed and open cycle turbine systems. What modern-day descen­ dants of d'Arsonyal want to do is to place^ floating, moored or selfpropelled marine structures in those areas of the oceans where thermal differences are large enough to generate electricity. Looks Promising The initial results have been promising. A small experimental program conducted onboard a coverted U.S. navy barge moored off Hawaii generated 50 kilo­ watts of electricity during a three month period. The major stumbling block with OTEC has been how to get the stored electricity from the marine structures to the land. Dependable cables need to be developed. Progress, however, has been made with developing a cable strong enough to do the job. September 1980 / LOG /II •" 'T.' > - • .... 1. •'Vr • y''-. i . �,4 • '•-•i i; , f-.Yf !;•' ffAi iV.. ' .'•<; • • lf-'. i. J ,-•' -if ,•• fff- ;• -fc- - • i'-'. £ ::.'.4. '• • '••i ; '•' .m •'-.• j'• :.-;'L /if *,. Jimmy Carter Means Business A year ago. President Carter sent a letter to Rep. John Murphy (D-N.Y.), then chairman of the House Marine & Fisheries Committee. In that fetter, the President re-stated his heiief that "the American Merchant Marine is vital to our nation's welfare." Underscoring that heiief the President's fetter presented an outline oj the "steps which (must) he taken to reverse the decline and to hegin to improve the strength of this essential industry. " Congressman Murphy, U.S. maritime's tnost vocal and loyal friend in Congress, incorporated many of the suggestions included in the President's fetter into one huge, far-reaching piece of legislation. Known as the MaritUhe Omnihus hill, the complicated measure never reached the floor of Congress because of an inahility of the many segments of the industry to agree on language. But President Carter has. continued to support a vdrietv of measures aimed at revitalizing the U.S.-flag merchant fleet. "Tliis effort." Carter wrote to Murphy in July, 1979, "will take time, ingenuity and investment from hoth the puhHc and private sectors." President Carter 's maritime policy fetter is reprinted, in full, helow. Carter's support for a strong American merchant marine is as solid today as it was a year ago. The S/U is confident that during his next four years as President, many of the goafs Carter has targeted for the rehirth^f the U.S.-flag merchant marine, goafs he shares with the SIU, will he realized. To Chairman John M. Murphy As you know, for the past year an Interagency Task Force within the Administration has been reviewing federal maritime policies. The conclusions and. recommendations of this group were recently forwarded to me. I want to share with you the results of that review and urge action by your Committee to address the issues raised by the Task Force. I share your belief that the American Merchant Marine is vital to our nation's welfare. More than nine-tenths of all our imports and exports move by sea, and American ships play a large part in facilitating our world trade. The maritime industry, including our ports, ocean shipping companies and shipbuilding yards provides jobs to 1.5 million Americans, and contributes $22 billion to our economy. Most importantly, our Merchant Marine provides a critical reserve and auxiliary to our Navy in times of war or national emergency. Over the years the Federal government has played a significant role in the development of our maritime industry. Federal investments have helped to build most of our major harbors and port facilities. Our military and commercial vessel construction programs have provided a key source of employment for our nation's shipyards. Direct federal subsidies and preferential cargo policies have greatly benefitted our ocean shipping companies. Despite continuing efforts by the Federal government in these areas, with total federal investments in our shipbuilding and ship operating industries reaching $706 million in 1978, our Merchant Marine faces an increasingly uncertain future. American liner companies have experienced intense competition from the fleets of other nations, with two American companies bankrupted within the last year. Our American flag bulk fleet has developed little capacity to compete internationally, but rather has been largely restricted to the coastwise trade. Our shipbuilding industry has been unable to win enough new ship construction orders to sustain its current capacity nationwide. Overall the decline of our Merchant Marine is , illustrated in simple numbers: from a fleet of 1224 ships in 1950, our fleet had shrunk to 582 ships by this year. Our ships now carry only about 5% of our foreign trade. We must not allow this unhealthy trend to continue. Steps must be taken to reverse the decUhe and to begin to improve the strength of this essential industry. This effort will take time, ingenuity and investment from both the public and the private sectors. Under my Administration, the Federal government will continue to play a central role in this effort. In this period of budget constraint, additional federal actions to support the maritime industry must focus first on improvements in \ existing programs. In particular, federal regulation of the ocean shipping industry deserves prompt review by tjte Congress. Current laws appear to need substantial revision. In addition our programs to encourage construction of dry bulk vessels should be overhauled. Our national policies favoring open ports and free competition for cargo must be reaffirmed in light of recent developments around the world. Perhaps most importantly, the Federal government itself must begin to address maritime problems in a more unified and coherent way. LINER REGULATION Throughout the world most ocean liner shipping is organized into liner conferences. These groups of ship operators, who meet to set standards for service and tariffs in each trade, are generally recognized and supported by most countries. Recently the United . Nations Conference on Trade and Development promulgated a Code of Conduct which sanctioned the existence of, and established standards for these conferences. In the United States, we have recognized and accepted this international regime of cooperation in.the organization of the liner trades. Under our laws, the conferences are granted immunity from antitrust prosecution if their agreements are filed with and approved by the Federal Maritime Commission. In light of the potential anti-competitive impacts of some aspects of the conference system, our laws place significant restrictions on conferences, for example by requiring that they be open to membership by any new participant in the trade. In order to end the uncertainty and delay that currently surrounds federal regulation of ocean shipping, it is necessary to revise substantially our laws governing the liner conferences. Our laws must be rewritten to define clearly the standards of acceptable conference practices and the limits of conference antitrust exemptions, and to reempha^ize our commitment to competition in ocean shipping. The process for FMC approval of conference agreements should be expedited. And the jurisdictional respon­ sibilities of the various agencies sliould be clarified. Specifically the Shipping Act of 1916 should be amended to: • Reestablish the primacy of the FederalMaritime Commission in regulating ocean shipping. The FMC, operating under the guidance of the Shipping Act and the antitrust laws should have the basic responsibility to confer antitrust immunity and to enforce the Shipping Act. • Redefine the limits of the antitrust immunity available to the conferences under Section 15 of the Act. The law should specify a broad group of conference, agreements with the least anti-com­ petitive impacts that are presumptively approvable by the FMC. Agreements determined by the FMC to fall into this group should be approved speedily without formal hearings. For example, agreements that promote efficiency and • do not significantly threaten competition such as terminal sharing, equipment interchange or space chartering should be presumed acceptable. Similarly, agreements implementing government-to-government negotiations should receive prompt, presumptive approval by the • Shorten the timetable for FMC action. Presumptively acceptable agreements should be acted on by the FMC within 30 days. Agreements subject to full hearing should be required to be approved or disapproved within one year. If the approval process cannot be completed within these time tables, conditional approval or disapproval should be required, subject to final review when the record is complete. Amending the Shipping Act in accord with these principles should speed up and greatly simplify the regulatory process that applies to ocean liner shipping. It should continue to protect against anti-competitive abuses while promoting efficiency and stability in the industry. • Authorize antitrust exemptionfor Shippers Councils. In other countries around the world, groups of shippers using ocean transportation are permitted to organize themselves into "shippers councils" to discuss their mutual concerns with the shipping conferences. Until now such councils have lacked antitrust protection in the United States. 12 / LOG / September 1980 r 'J .1 A -.J - �; • - -fS" p. When It Comes To Maritime Because shippers councils can provide a valuable forum for exchange of information and discussion of shared concerns between shippers and ship c)perators, and because shippers councils can be a valuable counterweight to the collective power of the conferences, these councils should be elgible for antitrust immunity. The approval, after a hearing, of these antitrust exemptions arid the policing of these groups' activities to assure that they serve the public interest should be the responsibility of the FMC. In order to assure that shippers cduncils function within the limits of their antitrust exemptions, these groups should be required to maintain verbatim records of their meetings, MERCHANT MARINE PROTECTION . -•••«> Dry Bulk Incentives About 40 percent of U,S, ocean-borne foreign trade, more than 310 million tons, consists of dry bulk cargoes. Continued dry bulk trade growth is forecast, U,S, ships presently carry less than two percent of this trade. There are only 19 dry bulkers in the U.S,-flag fleet, of which 13 are over 30 years old. There is a need to modernize and expand the dry bulk segment of our fleet. Our heavy dependence on foreign carriage of U,S, bulk cargoes deprives the U,S, economy of seafaring and shipbuilding jobs, adds to the balance of payments deficit, deprives the Government of substantial tax revenues, and leaves the United States dependent on foreign flag shipping for a continued supply of raw materials to support the economy. Extensive consultation with industry has revealed that the Merchant Marine Act of 1936, even as amended in 197Q, is still too restrictive to encourage bulk ship construction and operation. Specifically, restrictions on foreign resales, international trading rights, repair in foreign shipyards, and eligibility to own both foreign and U,S, flag vessels should be significantly revised. Legislation to accomplish these goals is being forwarded to the Congress along with this letter. Enactment of the proposed legislation would establish the basis for accelerating the rebuilding of the VS.-flag dry bulkfleet toward a level commensurate with the position of the United States as the world's leading bulk trading country,, Cargo Sharing Agreements Historically, the United States has pursued a policy of free competition in ocean shipping, including open ports and unrestricted access by ships of all nations to cargo moving internationally. This policy has served well to facilitate our international trade and to hold down shipping costs. Only in a few cases, for example, in our bilateral trade with the Soviet Union, have we entered into agreements reserving shares of cargo for national flag carriers. In these special circumstances, in which A Capsule of Carter's Ideas President Carter's program for strengthening the U.S.-flag merchant marine includes: . . m • enacting legislation to speed up the re-building of the U,S,-nag drybulk fleet to a level commensurate with the nation's position as the world's leading bulk trader; •. rewriting laws governing ocean liner shipping conferences to define acceptable conference practices and the limits of anti-trust exemptions; • amending the Shipping Act of 19l6tore-establish the primacy of the FMC in regulating ocean shipping; • designating the Maritime Administration as the chief spokesman in maritime affairs to ensure that federal actions promote rather than harm our merchant maririe; • implementing existing laws which call for substantial or exclusive use of American-flag vessels; • urging American importers and exporters to use U.S,-flag ships and urging American shipping companies to use U,S. shipyards to supply new tonnage, where possible; • while not endorsing cargo-sharing agreements, calling for measures "to protect the competitive rights of U.S. carriers." national policies of other nations might operate to exclude American operators from the trade, we have recognized that our' national interest required affirmative action by the U,S, Government, Throughout the world many nations have enacted or are considering measures to limit unrestricted cargo access. The UNCTAD Code of Conduct for Liner Conferences which sanc­ tions cargo sharing on a basis of 40% for the host country, 40% for the trading partner and 20% for third flag carriers, is one example" of this trend. This trend is neither wise nor necessary. As the largest trading nation in the world we have much to gain by a continuation of policies that allow all ships to operate freely to transport cargo. In light of these considerations we will continue to resist the imposition of cargo sharing regimes whether bilaterally or multilaterally. At the same time we should not allow our interests to be compromised by the actions of other nations which may impede the ability of our ships to .participate in world trades. Cargo sharing policies adopted by other nations cannot be allowed to force our ships from any trades in which they should be entitled to compete. While it is our policy to refrain from cargo sharing agreements as a general matter, we will be prepared as in the past io protect the competitive rights of U,S, carriers, • • * • Knowing that you share my strong commitment to the revitalization of our Merchant Marine, I hope that we can work together in the weeks and months ahead to fashion a strong legislative program, The reforms I have suggested may provide solutions to some problems. I hope that your Committee can give these proposals early and favorable consideration as part of the legislative process1 know you have already begun. Within the Execlitive Branch / intend to ensure that federal actions promote rather than harm our Merchant Marine. To help achieve this goal, and to provide a clearer, more unified presentation of the Administration's views I have designated the Maritime Administration within the Commerce Department as the Administration's chief spokesman in maritime affairs. This will not, of course, prevent other Departments from performing their particular responsibilities or from testifying before the Congress in their areas of special expertise as they may relate to maritime matters. However, in the future, when positions are taken by the Administration, the Maritime Administration will have primary responsibility to articulate and explain them. 1 am also urging the Maritime Adtpinistration and other executive agencies to vigorously and fully carry out their responsibilities for implementing existing laws aimed at supporting our maritime industry. In particular, provisions in existing laws calling for substantial or exclusive use of American flag vessels. should be vigorously pursued, and exemptions in these laws should be reexamined, . Finally, I believe that we must all share in the effort to preserve and enhance our maritime industry. This applies not just to the executive and legislative branches of the Federal government, but tp the public as well, ^ For example, / urge American importers and exporters to consider using, where possible, Americanflag vessels to transport their goods. Similarly, American ocean shipping companies should give every Consideration to use of American shipyards to supply their new tonnage. Each of us can make only a small contribution to the important goal of rebuilding our maritime industry. Working together, however, we can be confident of our future as a great maritime nation. Sincerely, Jimmy Carter September 1980 7 LOG / 13 • • ri • ' . )• ' ' t , 7- X • X'jf.l - J �"•i; I.. J; ^ At 18, Jeff Yarmola Is SILTs Youngest QMED J EFF Yarmola will not be 19 years of age until Oct. 28, but last month he completed all of the required training needed to earn a full QMED rating: He thus becomes the youngest Seafarer to achieve the full engineroom rating. Ever since he came to the Seafarers Harry Lundeberg School in June 1978, Jeff has been an achiever. He worked hard during the three months he spent at the school as a Trainee, and graduated in the top third of his class. , During that time, he also worked hard to earn a high school equivalency diploma through the Lundeberg School's GED Program. Jeff said he wanted that diploma because "I might some day want to go on to get a college degree." But Jeff also worked hard at his trade. When he graduated from HLSS in October 1978, Jeff took a berth as wiper on the LNG carrier Leo which was just coming out of the yard at Quincy, Mass. He stayed on her six months and he earned the commendation from the ship's engineers for his hard work and willingness to learn. In August 1979, Jeff came back to the Lundeberg School to prepare for a fireman/oiler/ watertender endorsement. Again, hard work and willingness to learn paid off, and Jeff got his FOWT endorsement in October. Then, in November 1979 he shipped as oiler on the Sea-Land Panama. In February of this year, he got off the Panama and shipped as oiler aboard the T-2 tanker Point Julie. • Seafarer Jeff Yarmola When he got off the Point Julie in May, he came back to the Seafarers Harry Lundeberg School to begin a three-month program to earn the endorse­ ments he would ne^ to become a Qualifed Member of the Engine Department. He successfully completed- all of the courses and passed the Coast Guard examin­ ation in August. In the course of this training at HLSS, Jeff earned ratings as Pumpman, Machinist, Electri­ cian, Refrigeration Engineer, Deck Engineer, and Junior Engineer. Jeff Yarmola is not through yet. This month he will be back at HLSS to begin the SIU "A" Seniority Program. When he completes that program next month, Jeff will be a fully-rated engine room Seafarer—and a full member of the Seafarers Union. That's quite an accomplish­ ment for anybody. For a young man who dropped out of high school—and is not yet 19 years old—that's an accomplishment to be really proud of. Seafarer Revives Drowning Victim Finds CPR Training Is For Real S EAFARER Raymond Picciolo can tell you that CPR/First Aid training is for real. And there is a woman who is alive today because Seafarer Picciolo kept his cool and put into practice what he had learned at the Seafarers Harry Lunde­ berg School of Seamanship in Piney Point. , Brother Picciolo had come back to the Lundeberg School in May to begin upgrading for a Q.M.E.D. endorsement. One evening, he and several other upgraders were having a seafood dinner at nearby Evan's Crab House when they heard a commotion outside. When they looked, they saw some people pulling a woman from the water. Running quickly Seafarer Raymond Picciolo stands at the end of the pier on St. George's island where he earlier revived a worhan who had fallen into the water. out to the dock, Picciolo sized up the situation immediately. There was panic and pandemonium. "Nobody seemed to know what to do," Picciolo said later. "Somebody was pumping her trying to get the water out of her. She wasn't breathing." Picciolo remembered that the first thing to do was to get the person breathing. And that is just what he did. Using mouth-tomouth resuscitation, he quickly restored her breathing and kept her respiring until an ambulance arrived with emergency breath­ ing apparatus. "I just used normal procedures for cases like this, the same way I had learned while I was a Trainee at the Lundeberg School," Picciolp explained. "One of the real plusses in training for these emergencies, is that you know right away what to do. You don't panic," Picciolo made another pertinent observation. He said: "I will feel a lot more secure out there on a ship hundreds of miles from a doctor knowing that many of my shipmates have been trained in lifesaving techniques through the HLSS programs." Seafarer Picciolo graduated from the Lundeberg School in February 1979. He upgraded to FOWT in August, and completed his Q.M.E.D. training last month. ITF Convention Draws Delegates from 60 Nations •' '« The recent conference of the International Transport \A^orkers Federation drew delegates from hundreds of maritime and other transportation unions from-more then 60 nations. The U.S. delegation (photo left) included SIU President Frank Drozak (left) and SIU Senior West Coast Representative Ed Turner. In the photo at right, the delegates pause momentarily from business for a quick pix. Among issues addressed at ITF conference were bilateralism the growing danger of flag-' of-convenience ships and more. a a » 14 / LOG / September 1980 " , ...... , �Transcolorado Crew Saves 67 ^Boat People' I N the choppy and rain-beaten waters of the South China Sea last month, SIU members helped rescue 67 Vietnamese refugees. The Seafarers were aboard the Transcolorado (Hudson Water­ ways) on the morning of Aug. 11 when the refugees' 40-foot boat was spotted drifting in the water. There was a heavy squall in progress when the boat was sighted about 50 yards from the ship. The Transcolorado, which is chartered by the Military Sealift Command, was on her way from Diego Garcia in the Indian Ocean to the U.S. Naval Station at Subic Bay in the Philippines. According to SIU Bosun Victor Ardowski, a pilot ladder was used to bring the stronger refugees on board while a stretcher was used for the children, babies, and those who were sick. According to the MSC, besides Brother Ardo\yski, other SIU members involv^ in the rescue included: Deck Maintenance Paul Whitlow; Able Seamen Bill Fernandez, William MacDonald, Leo Larsen, John Smith, and Robert Wilson; OS Pedro Alma; Wiper Donald Rezendes, and Messmen Adolphe Lamonthe and John Shaw. Ardowski wrote a letter to the Union noting that on the evening of the rescue "a Special Meeting was called"and it was "passed on to us that the Captain thanked every one for the help and cooperation in getting the ref­ ugees aboard ship and a job that was well done." Also, the SIU brothers decided at the meeting to take up a voluntary contribution to help the boat people. The contributions were used to buy items for the refugees from the ship's Slop Chest, such as, toothbrushes, toothpaste, combs, candies, gum, cigarettes, and some Tee shirts. SIU crews have been involved in a number of rescues of Indochinese refugees. Just this past June the SlU-contracted LNG Virgo (Energy Transporta­ tion), along with a Navy tanker, helped rescue 185 boat people in the South China Sea (August 1980 Log). The 67 refugees taken aboard the Transcolorado had been at sea three days, a relatively short time compared to some boat people. According to a news release by the MSC, a medical officer at Subic Bay said the condition of the 67 boat people was the best among any refugees that had been brought there. "There were minor cuts and scratches, other­ wise they were in great shape," the officer said. Although in good physical condition, the captain of the ship said the refugees "looked utterly bedraggled and fatigued when they were picked up, but were vei^' well behaved." He added, "it seemed they were always using the washing ma­ chines trying to clean their dirty clothes." The 523-foot Transcolorado carries cargo for the U.S. Armed Forces worldwide. ^Sunsef Bill Could Black Out Key Maritime Programs WASHINGTON, D.C.—A bill has been initiated in the Senate that could destroy im­ portant Federal maritime and labor programs. Numbered S. 2, the so-called "sunset" bill would require automatic termination of nearly all Federal programs at least once every ten years. No program could continue unless new au­ thorizing legislation was passed and signed into law. The AFL-CIO, the Maritime Trades Department (MTD), the SIU, and other labor unions are actively working against this bill. SIU and MTD President Frank Drozak sent out letters to the Union's port agents as well as to MTD's Port Councils asking them to contact Senators on this crucial issue. He explained that the legisla­ tion "would subject labor and maritime programs, such as the National Labor Relations Act and the Merchant Marine Act, to attack and dismantlement on an ongoing basis." Drozak points out that this legislation is unnecessary. When Congress considers funding for Federal programs, it has the right to review those programs. Also, Congress has the power to conduct oversight hearings on these programs. As Drozak notes, "This^^unset' process would add a tre­ mendous burdeato the regular legislative workload, and it is clear that an in-depth evaluation would be impossible." Under the schedule laid down in the bill. Congress would have to review about 200 programs every two years. Altogether, AFL-CIO Associate Legislative there would be nearly 1,000 Director Howard Marlowe sug­ Federal programs which would gested that there should be a bill have to compete against each that assures periodic reviews of major programs but that does not other for re-enactment. As the AFL-CIO points out, contain the risky self-destruct "Congress must improve its mechanism of the "sunset" bill. oversight of Federal programs, He also pointed out that the but this bill is a process without one area in which this bill does substance. Many Federal pro­ not require a review is tax grams took several years of debate expenditures—an area where it is and discussion before enactment. most justified. Tax expenditures In the legislative 'pressure are special benefits or loopholes cooker' climate, it will be impos­ that enable individuals or busi­ sible for Congress to give the ness enterprises to claim special same thoughtful attention to the deductions or tax credits. "If anything needs sunset or re-enactment of these programs." In hearings on the bill before oversight, it is tax expenditures the Senate Rules Committee, the which escape all of the current AFL-CIO urged that Committee review mechanisms in the author­ to shape an alternative to the bill. izing, budget and appropriations processes," Marlowe told the Committee. Below is a list of just some of the programs that affect Sea­ farers and Boatmen and that could be terminated if the "sunset" bill becomes law: Agricultural export programs U.S. Public Health Service National Labor Relations Act Occupational Safety and Health Act Minimum Wage Law Merchant Marine Act of 1970 Navigation Assistance Deepwater Port Act Maritime Subsidies Inland Waterways Programs River and Harbor Development Cargo Preference Laws Ogden Leader Committee Personals Paul G. King Please contact the editor of the Log at (212) 499-6600 Ext. 242. Ken Long Please contact, Gary Collier, 517 S. Allen, Bernie, Mo., 63822. V(?ry Urgent! Gordon Reynold Dolan Please contact, Mrs. Cortland Dolan, 1462 Elliott Road, Paradise, Ca. 95969. William J. Smith Please contact, Mrs. Annie Smith, 343 E. Pershing St., Pritchard, Ala., 36610. Tel. (205) 457-8055. Jim .Sawyer Please contact, Francisco Alvarez, 2914 Partridge Ave., Los Angeles, Ca. 90039. Tel. (213) 661-1202. SIU Rep Teddy Babkowski (2nd left) is at a payoff of the ST Ogden Leader (Ogden Marine) on July 31 at Stapleton Anchorage. S.I.. N.Y. With him are the Ship's Committee of (I. to r.) 2hd Pumpman F. Karlsson, engine delegate: Chief Steward R. Maldonado. secretary-reporter, Cook/Baker A. Romero, bosun Joe R. Calangel. ship's chairman, (standing) Chief Pumpman James H. Wall, educational director and Chief Cook Earl Gray, steward delegate. Norman Evans Bert Winfield .Mark Flores Please contact. Red Campbell at Union Headquarters. Re: Overtime claim which has been resolved. September 1980 / LOG / 15 •3 �1 Politics and porkchops—that's what the SlU is all about and that was tbe theme sounded by SlU President Frank Drozak, presiding at Port Agents Conference held Aug. 28 and 29 in Algonac, Mich. Filling in the Union port agents on actions taken at the latest Board of Trustees meeting is SlU SecretaryTreasurer Joe DiGiorgio. SlU Senior West Coast Representative Ed Turner talks about the SlU-crewed Oceanic Independence, now cruising the Flawaiian Islands, and about the SlU's efforts to bring back the U.S.-flag passenger ship industry. Port Agents Conference Held in Algonac A Port Agents meeting was held in the Algonac hall last month to focus on how the union's leadership can better bring home the bacon for the SIU membership. It was the second Agent'« meeting to be held this year. Attention centered around the role that the union is expected to play in the upcoming elections. A strategy is being devised that will maximize union participation at state, national and grass-roots levels. The role that the Port Agents play in developing strong interunion ties was discussed, as was the role that they play Jn fashioning strong grass-roots political machines. It was stressed that the Wash­ ington operation is only one phase of this union's political commitment, and that the strength of the Washington operation depends in large part on the kind of grass roots machinery that the Port Agents are able to fashion. Long range economic issues were • analyzed, especially the development of this nation's coal resources and the role that the maritime industry will be ex­ pected to play in the transporta­ tion of that energy source from mining areas to processing sites. The Agents discussed ways of improving the servicing of ves­ sels, especially in those inland areas that pose special problems by their physical make-up (locks and channels as opposed to clearly defined ports).. Contracts between this union and shipping companies were studied. Many of the Agents passed along suggestions given to them by members on ways to strengthen existing clauses. The union's building program was discussed. The Port Agents were advised that the new union The SlU's strike against ACBL's inland waterways companies is still going strong, says Union Vice President in charge of the Gulf, Joe Sacco. Firing up the Port Agents conference with his call to hanq tough and hang together is SIU Vice President in charge of Lakes and Inland Waters Mike Sacco. 16 / LOG / September 1980 ff-. I- -T' hall in Mobile has been completed, and is being readied for occupancy. Algonac Port Agent Jack Bluitt talks about the slump in the automobile industry and how it's impacted on Great Lakes shipping. . . Red Campbell, vice president in charge of contracts and contract enforcement, told the port agents that knowing the terms of the Union's collective bargaining agreements is a key part of the port agent's job. �•^ -:r •-•it Convenience Flags More Rampant Than Ever B ACK in the 1970's a rash of devastating oil spills caused destruction of some of the world's most beautiful and productive coastlines and focused international attention on unsafe, flag-of-convenience tankers. Spurred on by the murmurings of a world concerned about its en­ vironment, the Intergovernmental Maritime Consultative Organiza­ tion, (IMCO) a U.N. agency, drew up a treaty in 1978 aimed at preventing pollution-causing ac­ cidents. In July of this year, the Inter­ national Transport Workers Fed­ eration (ITF), which includes repre­ sentatives of hundreds of unions from more than 60 countries, re­ stated its condemnation of registra­ tion of ships under flags-of-convenience. ITF delegates scored shipowners who use flags-of-convenience as a means of avoiding "their own countries' higher taxes, safety standards and operating costs," while depriving their own nationals of "jobs, foreign exchange balances and other economic and national security advantages." Since money supposedly talks in any language, the ITF imposes fines on flag7of-convenience shipowners who pay their crews below the prevailing wage rates of ITF member unions. That penalty fund has grown fat over the last few years with the levies, collected from unscrupulous flag-ofconvenience shipowners. But the number of ships flying the flags of Liberia, Panama and other third world countries has also continued to grow. International accords calling for marine and crew safety on flag-ofconvenience vessels are important barometers of world opinion. They indicate growing concern about the clear dangers to the environment and to seamen posed by an everincreasing fleet of unsafe, underregulated flag-of-convenience vessels. But those accords, as far as the United States is concerned, don't go far enough. Because it's not just our coastlines which- are threatened by runaway flag vessels. It's the security of this nation which is threatened as well. Today ships flying the flag of Liberia number over 2,600, more than five times the size of the Amer­ ican merchant fleet. About half of those vessels are owned by U.S.based oil companies. And they Official Publicolion of flia Soofarer, fntarnotional Union of Noifli Americo, AHonlk, GoH, loko» ond Inlond Wolora Diilricf, ^ Afl-CIO Saptanitwr, I9S0 Vd. 42, No. 9 Executive Board Frank Drozak President Leon Hall Joe DiGiorgio Vice President Secretary- Treasurer Angus "Red" Campbell yice President Mike Sacco Vice President James Gannon Joe Sacco Vice President 3B9 Editor Mike Gillen Edra Ziesk ' Ray Bourdius Assistant Editor Assistant Editor Assistant Editor Max Siegel Hall Marietta Homayonpour Don Rotan Assistant Editor • Editor Assistant tVest Coast Associate Editor Dennis Lundy Frank Cianciotti Photography Director pf^ Photography I Writer Marie Kosciusko Administrative Assistant George J. Vana Productiqn/Art Director carry almost half of U.S, oil imports. Liberian registry suits the oil giants just fine. They gleefully skirt U.S. tax, safety and manning laws. And the United States theoretically retains control over Americanowned tankers in case of war or national emergency. Liberia, however, has repeatedly reminded the world that, under international law, they have the option to requisition every single ship sailing under Liberian registra­ tion. The U.S. government has simply assumed they didn't really mean it. Yet, seven years ago, during the Arab/Israeli Yom Kippur War, Liberia turns its back on U.S. policy and refused to allow the ships flying its flag to supply Israel with oil. That incident took place under the regime of Liberian President William R. Tolbert. His was considered a stable regime. Liberia was one of the countries the U.S. supposedly carried around in its pocket. Today, Liberia's "stable" gov­ ernment is gone, toppled by a bloody military coup. The country's current chief of state, a 28-year-old Army sergeant owes no particular allegiance to the United States. But the U.S. blithely continues to assume that we can count on the support of U.S.-owned, Liberianregistered vessels if we should need it. For the past two decades fhe SlU has been trying to get the U.S. government to wake up to the fact that our almost total reliance on foreign flag vessels for carriage of our oil and other crucial raw materials is begging for trouble. We have fought for legislation to ensure an adequate share of U.S. cargoes for U.S. flag vessels. We have called on Administration after Administration and Congress after Congress to beef up support of the American merchant fleet; to enter into bilateral shipping agreements with our trading partners; to amend U.S. laws which make it more attractive for U.S. corporations to move their vessels and their loyalties to other shores. We are prepared now, as always, to do our part and fulfill the military support function of the U.S. merchant marine. But without an adequate number of ships flying under Old Glory; ships capable of carrying a decent percentage of this nation's cargo, the United States herself is dangerously unprepared. September 1980 / LOG / 17 it'' �• I 'Round-the-World' Maiden Run for Ben T HE number '23' has to be a lucky one for a brand new SlU-contracted LASH vessel. Waterman Steamship's 894 foot LASH was named for America's 23rd President, Ben­ jamin Harrison, took on her SIU crew in the port of New Orleans and left on her maiden voyage on the 23rd day of July. She's hound for What a Water­ ••t t" man spokesman called a "roundthe-world" journey. Starting from the U.S. Gulf and East Coasts, the Benjamin Harrison will be calling at Long Beach, Ca., before heading to Taiwan, the Philippines, Indonesia, Sing­ apore and the return home via the Suez Canal. The entire round trip is expected to take about 90 days. Built at Louisiana's Avondale --l- The brand new Waterman LASH, Benjamin Harrison, sails .out of the port of New York on her maiden 'round-the-world voyage. • 1 XJ2)G 5)T*f* all Waterman's vessels. as are Shipyard, the Benjamin Harrison All-in-all, Waterman, one of can carry up to 25,500 tons of general cargo. The vessel has a the SIU's oldest contracted beam of 100 feet and weighs in at companies has staged a remark­ able comeback. Just a few short 32,230 gross tons. The newly-built, modern years ago. Waterman's fleet had LASH Benjamin Harrison brings dipped drastically and the com­ to nine the number of vessels in pany was in trouble. Waterman's re-emergence as a Waterman's current fleet. That fleet will grow to 13 ships by major ship operator followed on sometime next year, capping the the heels of enactment of the 1970 major rebuilding program Wa­ Merchant Marine Act. The Act's Title XI Construction Differen­ terman began in 1973. Next du^e out of Avondale tial Subsidy program allowed Shipyard will be the LASH Waterman to launch the ship­ Edward Rut ledge, slated to be building program which will have delivered later this year. The added eight new ships to the company is also constructing company's fleet between 1973 three RO/RO's at Sun Shipyard and 1981 —an average of one new in Chester, Pa. In addition. vessel every year. SlU-contracted Waterman Waterman will shortly take over the third of three LASH's from Steamship Co. has weathered Central Gulf Co. Formerly called soine rocky times in years past. the Green Valley, the ship will be But it looks like smooth sailing re-christened Button Gwynett for the veteran company in the and will be crewed by Seafarers, years ahead. Upgrading at Piney Poii '•^HERE are a number of rea- Piney Point, such as refrigeration Lundeberg School, makes this skills. At night, he can see a movie or go bowling. Food is J. sons why an SIU member or diesel training, that make a point: "It really is a matter of might want to go down to the person's QMED rating more budgeting one's time. If a mem­ plentiful, and free. Living ex­ Harry Lundeberg School to marketable. A QMED with a ber can allot one month per year penses are minimal. course in refrigeration can write for upgrading at the Point, he can upgrade. On the weekends, he can go The school is situated in a his own ticket^ He not only increase his earnings dramatic­ home to see his family. Or he can historic section of Maryland that makes top dollar: he is in total ally. A guy could ship out six . stay on base and make use of the is just an hour and a half from control of where and when he months^ stay home five months facilities: boats, swimming pools, and upgrade for one month^ He'd volleyball courts. Historic Wash­ either Baltimore or Washington. works. A lot of QMEDs overlook the make a pretty decent liying and The campus is beautiful. There is ington, D.C. is nearby, and so is specialized courses offered at an abundance of educational and still see his wife and kids." Baltimore, which boasts the best recreational facilities: pools, Piney Point. Thkt is a mistake. People will do anything for nightlife of any major American boats, a bowling alley, movies, No one can predict what changes money. The best thing about city. There are other upgradersat will occur in the maritime indus­ Piney Point is fhat one can libraries. the Point, and they all are good Most seamen, however, go to try. One thing is certain, though: increase one's earning power people. the more qualifications a member without having to do anything Piney Point because IT PAYS. As Charlie Svenson says, all it In just five or six weeks at the has, the better his chances are for disagreeable. employment. HLS, an Ordinary Seaman can For five or six weeks, a takes is a little management. And Charlie Svenson, director of member spends several hours a a little common sense. Take a increase his base monthly wage by $240.00. With overtime, Public Relations at the Harry day learning important new look for yourself: that translates into, approxi­ mately, an extra $2,500 for every six month period that he works. Even in these inflation-ridden MONTHLY MONTHLY TIME NEW times, $2,500 is damn good RATING RATE BASE RATE AT HLS RATING money. $ 876.77 O.S. $1105.68 4 weeks A.B. What is true for an O.S. is $1015.20 Wiper 4 weeks FOWT equally true for a wiper or a $1105.68(Engine utility-messman. In five or six $1243.77 weeks at Piney Point, members Utility) who sail under these ratings can FOWT $1243.77 $1688.65 12 weeks QMED raise their base monthly wages by Utilityman/ $100-$300. Messman $ 847.57 6 weeks Assistant In just several visits at Piney $1150.14 Cook Point, over a two or three year Assistant period, a wiper can upgrade from Cook $1150.14 6 weeks Cook & the lowest rating in the engine $1296.66 room to QMED. QMEDs make Baker * Cook & Baker $1,688.65 a month base pay. $1296.66 $1327.99 6 weeks Chief Cook With overtime, it's a hell of a lot $1688.65 Chief Steward more. (See el. require­ Of course, a QMED rating is ments) not.the end of the line. There are Chief Cook $1327.99 $1688.65 6 weeks Chief Steward specialized courses offered at The Bottom Line Is More Money i\ tf 18 / LOG / September 1930 ' • .. .-I'i • '< �• >v •;.-4i: • -•?-:• - '-*- Report of Credentials Committee on ^ Candidates for 1980 General Election of Officers, 1981-1984 Seafarers International Union Atlantic, Gulf, Lakes & Inland Waters District • 'my Ill® ' . ''M: iisS mim ^ 'A-- M- piU In iwn ''ecords of those nominated for elective office for 1981-1984 for the Seafarers International Union PoTse AlsfraSe'^h^^^^ D^vid Mahzanet, Bob Scarborough.-Frank Teti (committee chJ^rS anr whoisheadonhe^ Pete McDonald, seated second from right. Center. Faye and McDonald were present to hand over official nominations and records of nominees. Fallowing is the complete text of the Report of the Credentials Committee, which examined the credentials of candidates for elective office or job in the Seqfarers International Union, AGUWD for the years 1981 to 1984. The report was presented to the membership initudfy at the regubtr membersh^f meeting in the port of New York on Sept. 8,1980 and was acted on affirmatively by the membersh^. The same procedure will take phtce at all regular numbershgt meetings m the month of September. W E, the undersigned members of the Credentials Committee, were duly elected at the regular membership meeting held in Headquarters—Port of New York on August 4,1980. We have examined the credentials of candidates for elective office or job in the Seafarers International Union of North America—Atlantic, Gulf, Lakes & Inland Waters District for the years 1981-1984, in accordance with Article XI, Section 1, and submit the following report. Your Committee qualified or disqualified those members who submitted for office based upon the Union Constitution, particularly those provisions contained in Articles XII and XIII. We also took into consideration the provisions contained in the merger agreements between the SIUNAAGLIWD and Marine Cooks & Stewards Union as well as the SIUNAAGLIWD and the Inland Boatmen's Union-A&G pertaining to the election of officers. The applicable Constitutional provisions are as follows: ARTICLE XII, Qualifications for Officers, Headquarters Representatives, Port Agents, Patrolmen and Other Elective Jobs. the time of nomination in the election year, except if such seatime is wholly aboard such merchant vessels operating solely upon the Great Lakes, or if such seatime is wholly aboard tugboats, towboats or dredges and contractual employment thereon is for fixed days with equal amount of days off, he shall have at least sixty-five (65) days of such seatime instead of the foregoing one hundred (100) days; and (d) He is a citizen of the United States of America; (e) He is not disqualified by law. He is hot receiving a pension from this Union's Pension Fund, if any, or from a Union-Management Fund to which Fund this Union is a party or from a company under contract with this Union. (1) He has not sailed in a licensed capacity aboard an American flag merchant vessel or vessels within 24 consecutive months immediately prior to the opening of nominations. Section 2. All candidates for, and holders of, other elective jobs not specified in the preceding sections shall be full book members of the Union, Section 3. All candidates for, and holders of elective offices and jobsv | whether elected or appointed in accordance with this Constitution, shall j maintain full book membership in good standing. •T ''mi jm ARTICLE XIII—Elections for Officers, Headquarters Representatives, Port Agents and Patrolmen Section 1. Nominations. Except as provided in Section 2(b) of this Article, any full book member I may submit his name for nomination for any office, or the job of Section 1. Any member of the Union is eligible to be a candidate for, and Headquarters Representative, Port Agent or Patrolman, by delivering or[ office of Secretary-Treasurer at at i hold, any office or the job of Headquarters Representative, Port Agent or causing ^ r to ^ be delivered in person, Person, to to the tne otlice ol the the Secretary-Treasurer Patrolman providedheadquarters, or sending, a letter addressed to the Credentials Committee, (a) He has at least three (3) years of seatitne in an unlicensed capacity This letter ,oard an American-nan merchant vessel nr vessels In cm tin. ,1™. Contain the following: aboard an American-flag merchant vessel or vessels. In computing time, (a) The name of the candidate. time spent in the employ of the Union, its subsidiaries and its affiliates, or in (b) His home address and mailing address. any employment at the Union's direction, shall count the same as seatime. (c) His book number. Union records. Welfare Plan records and/or company records can be used (d) the title of the office or other job for which he is a candidate, including! to determine eligibility; and the name of the Port in the event the position sought is that of Agent or| (b) He has been a full book member in continuous good standing in the Patrolman. Union for at least three (3) years immediately prior to his nomination; and (e) Proof of citizenship. (c) He has at least one hundred (100) days of seatime, in an unlicensed (I) Proof of seatime and/or employment as required for candidates, capacity, aboard an American-flag vessel or vessels covered by contract with (gf In the event the member is on a vessel, he shall notify the Credentials! this Union or one jjundred (100) days of employment with, or in any office Committee what vessel he is on. This shall be done also if he ships subsequent or job of, the Union, its subsidiaries and its affiliates, or in any employment to forwarding his credentials. at the Union's direction or a combination of these, between January 1 and Continued on Page 20 -'ft September 1980 / LOG / 19 -..•ft, /.;••. - • y r'y. -rr , "ft i �rf-T Coi¥iin iH"©© • ^ •-. •r>» i; Continued from Page 19 (h) Annexing a certificate in the following form, signed and dated by the >roposed nominee; "I hereby certify that I am not now. nor. for the five (5) years last past, have / been either a member of the Communist Party or convicted of. or served any part of a prison term resulting from conviction of robbery, bribery, extortion, embezzlement, grand larceny, burglary, arson, violation of narcotics laws, murder, rape, assault with intent to kill, assault which inflicts grievous bodily injury, or violation of Title I! or III of the Landrum-Griffin Act. or conspiracy to commit any such crimes." Dated Sigitature of Member Book No. Printed forms of the certificate shall be made available to nominees. ofThe a complete signed statement of the facts rf to o«Tter S t™e copies of the Socuments supporting his of his case together wiin true p '"wMI book member may nominate any other ftdi book manber in which event such fuU book member so nominated shall comply with the nrovisions of this Article as they are set forth herein, relating to the suZronoLreSen1lals.Byreasonoftheaboveseff f-.! i ••• i^ri^TtShe Si[Mton"^^'"^^ a" • 7 # '• - I - ifc-. y. -.i,: 'M •i X ;' nommation to office, ^ All documents required herein must reach headquarters no earHer than Julv 15 and no later than August 15 of the election year. ^le Secretary-Treasurer is charged with safekeeping of these letters and shall turn them over to th& Credentials Committee upon the latter's request, Your clmittc^ Reviewed the of Merger between the SIUNA-AGLIWD and Marine Cooks and Stewards Union, particularly fnllnwini; nrovisions: "5 All MCS elected or appointed regular officers shaU continue to be employed by A&G in such capacity as A&G may determine for the balance of the term of A&G elected officers, which subject to new elections, erminate in December 1980." "8. All MCS full book members in good standing, possessing such status pursuant to Article III of the MCS Constitution in effect immediately prior to this merger shall be full book members' under the terms of the A&G Consititution which is hereafter set forth, without payment of any A&G initiation fee. A suspended MCS full book member as defined in Article III, Section 3 ofthe above MCS Constitution shall not possess the aforesaid full book member' status in the A&G unless within ninety (90) days after the effective date of this merger he has paid all his union monetary obligations past due in an amount which was then required in addition to dues which may be required under the A&G Constitution." "10. Upon approval of the merger in the manner hereinafter provided, dues obligations of former MCS inembers in the A&G shall accrue and be payable for the third calendar quarter of 1978 in the amount as provided by the A&G Constitution. The foregoing shall be in addition to any other union monetary obligation that such MCS members had to MCS%rthe period prior to July 1, 1978 and which pursuant to paragraph 6(a) of this Agreement are assigned to A&G upon approval of this merger." "11. In connection with Article XII of the A&G Constitution hereafter set forth which constitutes the qualifications for candidates for union office, the terms, 'union, its subsidiaries and its affiliates', shall in addition to being applicable to the A&G be equally applicable to the MCS prior to this merger; the term 'Welfare Plan records', shall in addition to being applicable to the Welfare Plan to which A&G is a party shall be equally applicable to the Welfare Plan to which MCS was a party prior to this merger; the term 'seatime in an unlicensed capacity, aboard an Americanflag vessel or vessels covered by contract with this Union', shall be equally applicable to such vessels covered by contract with the MCS prior to this merger." 12. ror For au all purposes "iz. puipu»c» of ui the mw A&G Constitution hereafter set forth, the ..... term 'good standing' or 'continuous good standing in the Union' shall include such status of members in the MCS prior to this merger." "13. The A&G Constitution hereafter set forth, provides in Article XI11, Section 2(e) thereof, that candidates for office who were nominated and qualified in previous elections for any office or enumerated jobs, shall be conclusively presumed to possess the qualifications for such office or job. 20 / LOG / September 1980 ''•••f: "^r,- S.-: :; .h required by such Constitution's provision Article XII, Section 1(a), to wit, 'at least three (3) years seatime,' more specifically set forth in such latter Article and Section. It is understood that such conclusive presumption shall not be appUcable however, to eligibUity candidacy for any office or job in any MCS elections which were held and conducted prior to the instant merger." ^ "15, All A&G members' regular calendar quarterly dues as provided in Article V, Section 1(a) of the A&G Constitution hereafter set forth, is $50 (X) In addition, the amount of A&G members' regular working dues is as provided in Article V, Section 1(b) of said A&G Constitution. Upon merger approval as hereafter provided, and commencing with July 1, 1978, all former MCS members shall pay both the regular and working dues as their constitutionally required dues at times and in the amounts provided for in such Article V, Section 1(a) and (b)." Your Committee also reviewed the meiger agreemeni between the SIUNA-AGLIWD and the InlatuI Boatmen's Umon of the SIUNAAGLIWD, particularly the following provisions; *^3. All IBU elerted regular officers, to wit. National Director, Area and AU IBU membets in good standtng, possessmgsuch statujutSMantto the IBU Constitution in effect pnor to thts merger shall be TuU book members' under the terms of the A&G Constitution as amended and which Constitution shall be hereafter set forth. A suspended IBU member as so defined in the present IBU Consti^tion, shall not p^^s membership status in the A&G unless within W days after the effective date of this merger, he has paid to the A&G all his IBU union monetary obligations past due^ approval of the merger in the manner hereafter provided, dues and initiation^obligations of fomer IBU meml^re to A&G and be payable for the fourth calendar quarter of 1976 (October-Decemlxr). The foregoing shall be in addition to any other union monetary ob igaiion that such union member had to the IBU for th^ penod pnor to October 1, ,976, and which pursuant to Paragraph'4'of this agreement is assigned to A&G upon approval of this merger. . r A n^ I" connection with Article XII^ Sections 1(a) and (c) of the A&G Constitution hereafter set forth, and which sets forth qualifirations for elective office or job, the term -union, its used therein shall, in addition to teing applicable to the A&G, be equal y applicable to the IBU, prior to this merger." "9. For all purposes of the A&G Constitution hereafter set terms 'good standing or continuous good standing in the union, sha include such status of members in the IBU prior to this merger. "12 (h) A&G has advised that with respect to Article V, Section 1(b) o is amended Constitution, to date, the membersfep has determined that i s provisions be applicable solely where vacatidn benefits are negotiated effective on or after September 15, 1975, and provided such negotiated vacation benefit be increased by not less than $350.00 per year tor a tuii year's employment, over that in effect on September 15, 1975." ^ Further, in order to ascertain the meaning of the term "member m good standing" which is used in Artide XII, Subsection 1(b), the^ Committee referred to Artide XXIV, Sectioa 9 of our Constitution which reads as follows: "S^on 9. The term, 'member in good standing', shall mean a memoer whose monetary obligations to the Union are not in arrears for thirty days or more, or who is not under suspension or expulsion effective with this Constitution. Unless otherwise expressly indicated, the term 'member,' shall mean a member in good standing." Your Committee also referred to Article XXIV, Section 13 for the definition qf the term "seatune". This section reads as follows: "Section 13. The term 'seatime' shall include employment upon any navigable waters, or days of employment in a contracted employer unit represented by this Union." We abo noted in Article XXIV, Section 14, the meaning of the term w an unlicensed capacity aboard an A maicanflag merchant vesselor vesse This portion of the Constitution reads as follows: "Section 14. The term 'in an unlicensed capacity aboard an American 1 ag merchant vessel or vessels,' shall include persons employed in an unlicense or licensed capacity aboard dredges, tugboats, towboats and similar vess used to tow, propel, or push barges or other conveyances or assist mere an^ vessels in docking or undocking, or persons otherwise employed m contracted employer unit represented by the Union." . After full and careful deliberations, the Committee made its decisions an sent appropriate notification to candidates. The ultimate decisions o t i Continued on Page 21 �@ - • -k Report of Credentials Committee Continuedfrom Page 20 Luige lovino, I-11 Qualified Credentials in order, Committtee are later set forth. In arriving at these ultimate decisions, the Earl I, "Emil" Lee, Jr., L-8001 .Qualified ....Credentials in order, Committee was most concerned with carrying out a stated principle of our Frank Mongelli, M-1111 Qualified ....Credentials in order, Union which is that "every qualified member shall have the right to Carl L. Peth, III, P-755 ... .Qualified ... .Credentials in order, nominate himself for, and, if elected or appointed, to hold office in this George Ripoll, R-708 Qualified ... .Credentials in order, Union." Trevor Robertson, R-723 ...Qualified Credentials in order, In connection with the foregoing, we have also consulted with the Robert Selzer, S-1258 Qualified Credentials in order. Secretary-Treasurer who, under our Constitution, has the obligation to insure appropriate election procedures as legally required (Article XIII, PHILADELPHIA AGENT Qualified Credentials in order. Section 7). Our Secretary-Treasurer has further consulted with the Union's Ted Babkowski, B-1 Counsel as to the law applicable in Union nominations and elections. PHILADELPHIA JOINT PATROLMAN Robert N. "Joe" Air, A-61 . .Qualified Credentials in order. Stephen J. Papuchis, P-5198 Qualified ... .Credentials in order. Review of Credentials The following is^ a complete listing of all men who submitted their credentials to the Committee. Their names and the office or job for which they submitted such credentials are listed in the order in which this Committee feels they should be placed on the general ballot, that is, in alphabetical order under the office or job for which they run, and that the Ports, following the Headquarters' offices, beginning with Boston, be arranged on the ballot geographically, as has been done in the past. After each man's name and book number is his qualification or disqualification, followed by the reason for that decision. BALTIMORE AGENT George Costango, C-5795 .. .Qualified ....Credentials in order. BALTIMORE JOINT PATROLMAN Richard H. Aveiy, Jr., A-200I7 Qualified ....Credentials in order. Robert A. Pomerlane, P-437 Qualified Credentials in order MOBILE AGENT D. L. (Sheriff) Dickinson, ;D-227 Qualified . Thomas L. Glidewell, G-467 Qualified . President Leo Cronsohn, C-801 Qualified .. , .Credentials in order. Frank Drozak, D-22 ..Qualified .. .Credentials in order. Sidney Rothman, R-325 ....Disqualified .Was not in continuous good standing for three (3) years prior to nomination. Does not have 100 days seatime from January 1,1980 to time of nomination. MOBILE JOINT PATROLMAN Jack M. Dalton, D-337 Qualified ,. Hubert Hollis Johnson, J-192 Qualified .. Edward "Edd" W. Morris, M-1358.... Qualified .. Oscar M. Raynor, R-520 ... Disqualified EXECUTIVE VICE-PRESIDENT Anthony C. Aronica, A-449 .Qualified ... .Credentials in order. Ed Turner, T-8001 Qualified ... .Credentials in order. Darry Sanders, S-2016 .. .~T% Qualified George Vukmir, V-269 Qualified Credentials in order. Credentials in order. NEW ORLEANS AGENT Gerald A. Brown, B-II59 ...Qualified Credentials in order. SECRETARY-TREASURER Joseph DiGiorgio, D-2 Qualified Credentials in order. Angus "Red" Campbell C-217 Qualified Credentials in order. Robert O'Rourke, 0-3 .... .Qualified ...;Credentials in order. VICE-PRESIDENT IN CHARGE OF THE GULF COAST Joe Sacco, S-1287 Qualified Credentials in order. HEADQUARTERS REPRESENTATIVE Jack Bluitt, B-15 Qualified ....Credentials in John Fay, F-363 Qualified Credentials in George McCartney, M-948 ..Qualified Credentials in Steven Troy, T-485 .Qualified Credentials in NEW YORK AGENT Jack Caffey, C-1010 HOUSTON AGENT Louis Guarino, G-520 ..... .Qualified Credentials in order. VICE-PRESIDENT IN CHARGE OF THE LAKES AND INLAND WATERS Mike Sacco, S-1288 Qualified Credentials in order. -4' .Credentials in order. .Credentials in order. .Credentials in order. . Was not in continuous good standing for three (3) years prior to time of nomination. fM. NEW ORLEANS JOINT PATROLMAN Donald C. Anderson, A-5244 Qualified Credentials in order. Leo Bonser, B-1193 Qualified ... .Credentials in order. James E. Todd. T-512 Disqualified .Was not in continuous good standing for three (3) years prior to time of nomination. Mike Worley, W-752 Qualified Credentials in order. VICE-PRESIDENT IN CHARGE OF CONTRACTS AND CONTRACT ENFORCEMENT VICE-PRESIDENT IN CHARGE OF THE ATLANTIC COAST Leon Hall, Jr., H-125 .Qualified /i- .Credentials in order. .Credentials in order. , - order. order. order. order. Qualified ... .Credentials in order. NEW YORK JOINT PATROLMAN Perry Ellis. E-295 Disqualified • Was not in continuous good standing for three (3) years prior to time of nomination Does not have 100 days seatime from January I. 1980 to time of nomination. , Ernesto V. Erazo. E-34 .....Disqualified Was not in continuous good standing for three (3) years prior to time of nomination. Does not have 100 days seatime from January 1, 1980to time of nomination. Horace Hamilton, H-8001 . .Qualified ... .Credentials in order. Credentials in order. HOUSTON JOINT PATROLMAN Patrick Pillsworth, P-I079 . .Qualified '... .Credentials in order. John Ruiz, R-1116 .Qualified Credentials in order. Harmando Salazar, S-I966 ..Qualified Credentials in order. F. E. "Gene" Taylor, T-I80 .Qualified Credentials in order. SAN FRANCISCO AGENT Juan J. Reinosa, R-70 Qualified Credentials in order. SAN FRANCISCO JOINT PATROLMAN Dominic "Frank" Boyne, B-8 Qualified ... .Credentials in order. Gentry Moore, M-8001 Qualified ... .Credentials in order. DETROIT AGENT Jack Allen, A-674 Qualified ... .Credentials in order. DETROIT JOINT PATROLMAN Byron F. Kelley, K-12039 ...Qualified ....Credentials in order. ST. LOUIS AGENT James A.O. Martin, M-5290 Qualified Credentials in order. ST. LOUIS JOINT PATROLMAN M. Joe Sigler, S-2101 Qualified Credentials in order." , • Disqualifications As you will note in the foregoing sections of the Committee's Report, the provisions of the SlU Constitution governing election procedures made it mandatory that some of the nominees be disqualified. In light of these Continued on Page 22 September 1980 / LOG / 21 m-- i' • " •' i*. �/ X ' hz'y- .-:d!;-iv. Report of Credentials Committee Continued from Page 21 •j /' f ; n f"" •*j %!>; •' •• : '-T' •-r x - circumstances, the Committee wishes to call to the attention of all members, the necessity of following all requirements and procedures, which are established by our Constitution to govern eligibility to candidacy to Union office. However, at this time the Committee particularly desires to point out the provisions of Article Xlll, Section 2(c) of the Constitution, which spell out in detail the right of a disqualified candidate to appeal from the decision of the Credentials Committee and how he does it. In compliance with Article XIII, Section 2(b) of our Constitution, and in an attempt to give every nominee every consideration, and to try to prevent any disqualification by this Committee, David T. Manzanet, Book UM1412, and Juan J. Patino, Book ffP-622, of the Credentials Committee, remained at the entrance of the Headquarters building of the Union until midnight of Friday, August 15, 1980, to receive any credentials that might have been delivered either by mail or by hand after the closing of business hours by the Union. The Committee points out, that in the President's Fre-Balloting Report approved by the membership as per the Constitution, and published in the May SEAFARERS LOG, the exact offices and jobs for Which nominations were to be made, was set forth. In passing upon the credentials for certain of the nominees, this Committee had to make a number of disqualifications, and the following are the details relative to each of those disqualifications: 1. Sidney Rothman, R-325—Candidate for President. Based upon an examination of available Union records. Brother Rothman has failed to establish that he has one hundred (100) days of seatime between January 1, 1980 and the time ofnomination, as required by Article Xll, Section 1(c) of our Constitution, which reads as follows: "ARTICLE XII, SECTION I—Any member of the Union is eligible to be a candidate for, and hold, any office or the job of Headquarters Representative, Port Agent or Patrolman provided: (c) He has at least one hundred (100) days of seatime in an unlicensed capacity, aboard an American-flag vessel or vessels covered by contract with this Union or one hundred (100) days of employment with, or in any office or job of, the Union, its subsidiaries and its affiliates, or in any employment at the Union's direction or a combination of these, between January I and the time of nomination in the election year, except ifsuch seatime is wholly aboard such merchant vessels operating solely upon the Great Lakes or, if such seatime is wholly aboard tugboats, towboats or dredges and contractual employment thereon isforfixed days withequal amount of days off, he shall have at least sixty-five (65) days of such seatime instead of the foregoirig one hundred (100) days;". Brother Rothman was disqualified also under the provisions of Article XII, Section 1(b) of the Union Constitution which reads as follows: "ARTICLE XII, SECTION 1. Any member of the Union is eligible to be a candidate for, and hold, any office or the job of Headquarters Representative, Port Agent or Patrolman provided: (b) He has been a full book member in continuous good standing in the Union for at least three (3) years immediately prior to his nomination;" Union records indicate that Brother Rothman paid his dues for the 2nd Quarter of 1980 on May 8,1980 whereas they should have been paid no later than April 30, 1980, and there is no record of dues payment for the 3rd Quarter of 1980 which were due no later than July 30, 1980. Union records further reveal that the above monetary payment requirements were not excused by reason of the provisions of Article III, Section 3, hereafter set forth: ARTICLE III, SECTION 3—Members more than one quarter in arrears in dues ^hall be automatically suspended, and shall forefeit all benefits and all other rights and privileges in the Union. They shall be automatically dismissed if they are more than two quarters in arrears in dues. An arrearage in dues shall be computed from the first day of the applicable quarter, but this tirne shall not run: (a) While a member is actually participating in a strike or lockout. (b) While a member is an in-patient in a USPHS or other accredited hospital. (c) While a member is under an incapacity due to activity in behalf of the Union. (d) While a member is in the armed services of the United States, provided th&member was in good standing at the time of entry into the armed forces, and further provided he applies for reinstatement within ninety (90) davs after discharge from the armed forces. (e) While a member has no opportunity to pay dues, because of employment aboard an American-flag merchant vessel. The provision of this Subsection (e) shall be inapplicable when such merchant vessel is operating upon the Great Lakes or upon the harbors, rivers or territorial waters Of the United States." 22 / LOG / September 1980 . >: \ Your Committee also referred to the following relevant provisions of the Constitution: "ARTICLE V, SECTION 1—All members' dues shall consist of: (a) dues in effect on July 1, 1975, which shall be paid quarterly on a calendar year basis, no later than the first business day of each quarter, except as herein otherwise provided, and; (b) the sum of $50.00for each ninety days worked in twelve consecutive months forxontracted employers and for days worked subsequent to such first ninety days in such twelve consecutive months, which are less than ninety, a pfoportionate sum of such $50.00 which shall be equal to the percentage which such worked days bear to ninety days. Dues payable under this subsection (b) shall be payable on the day that the member receives payment for his earned compensatory credit on account of having worked such days, anything to the contrary herein notwithstanding, and shall .become effective as to members in the manner designated and determined by majority vote of the membership by secret ballot. When so determined by the membership, members in the employ of the Union, its subsidiaries and its affiliates, or in any employment at the Union's direction as provided for in Article XII, Section I (a) and (c) shall pay, in addition to that provided for in paragraph (a) immediately above, the'sum of Fifty ($50.00) Dollars quarterly on a calendar year basis, no later than thefirst business day of each quarter, while so.employed." "ARTICLE XXIV, SECTION 9. The term 'member in good standing,' shall mean a member whose monetary obligations to the Union are not in arrears for thirty days or more, or who is not under suspension or expulsion effective in accordance with this Constitution. Unless otherwise expressly indicated, the term 'member,' shall mean a member in good standing." Based upon the Constitutional provisions set forth above, this Committee, as per Article Xlll, Section 2(c) and in order to assure adequate^ notice of its decision, informed Brother Rothman of his disqualification by telegram sent on August 7, 1980 to the address listed by him in his letter of nomination. Moreover, the telegram was followed by a letter which was sent Special Delivery-Certified Mail Return Receipt Requested, dated Augusts, 1980 from the Committee to Brother Rothman that set forth the reasons for his disqualification. Enclosed with the letter was a copy of the Union Constitution in the event Brother Rothman wishes to appeal the disqualification decision of the Committee. . ; 2. Perry Ellis, E-295—Candidate for Joint Patrolman, Port of New York. Based upon an examination of available Union records, Brother Ellis has failed to establish that he has one hundred (100) days of seatime between January I, 1980 and the time of nomination, as required by Article XII, Section 1 (c), of our Constitution which reads as follows: "ARTICLE XII, SECTION 1. Any member of the Union is eligible to be a candidate for, and hold, any office or the job of Headquarters Representative, Port Agent or Patrolman, provided: (e) He has at least one hundred (100) days of seatime, in an unlicensed capacity, aboard an American-flag vessel or vessels covered by contract with this Union or one hundred (100) days of employment with, or in any office or job of the Union, its subsidiaries and it affiliates, or in any employment at the Union's direction or a combination of these, between January I arid the time of nomination in the election year, except if such seatime is wholly aboard such merchant vessels operating solely upon the Great Lakes or, if such seatime is wholly aboard tugboats, towboats or dredges and contractual employment thereon isfor fixed days with equal amount of days\ off, he shall have at least sixty-five (65) days of such seatime instead of the foregoing one hundred (100) days;". Further, Union records indicate that Brother Ellis paid his dues for the 2nd Quarter of 1980 on June 10, 1980, whereas they should have been paid no later than April 30, 1980. Accordingly, he was disqualified under the provisions of Article XII, Sectibn 1(b), which reads as follows: "ARTICLE XII, SECTION 1. Any member of the Union is eligible to be a candidate for, and hold, any office or the job of Headquarters Representative, Port Agent or Patrolman provided: (b) He has been a full book member in continuous good standing in the Union for at least three (3) years immediately prior to his nomination;" Based upon the constitutional provisions set forth above, and further supported by Article 111, Section 3; Article V and Article XXIV, Section 9, previously referred to and contained herein, the Committee disqualified Brother Ellis for the job of Joint Patrolman-Port of New York. In accordance with the requirements of Article XIII, Section 2(c) of our j Constitution, and in order to assure adequate notice of its decision, the Committee informed Brother Ellis of his disqualification by radiogram sent on August 8, 1980 to the vessel stated in his letter of nomination. Moreover, the radiogram was followed by a Special Delivery-Certified'Mail Return Continued on Page 23 " -1-" •• �Report of Credentials Committee Continued from Page 22 Receipt Requested letter dated August 8, 1980 from the Committee to Brother Ellis that set forth the reasons for his disqualification. A copy of the Union Constitution was enclosed with the aforementioned letter so that Brother Ellis would have available the procedure to be followed in appeal from the disqualification decision of the Committee. 3. Efnesto V. Erazo, E-34—Candidate for Joint Patrolman-Port of New York. Union records indicate that Brother Erazo did not pay his dues for the 4th Quarter of 1977 until December 30, 1977, whereas they should have been paid no later than October 30, 1977; he did not pay his 1 st Quarter 1978 dues until March 31, 1978, whereas they should have been paid no later than January 30, 1978; and he did not pay his dues for the 2nd Quarter of 1978 until May 10, 1978, whereas they should have been paid no later than April 30, 1978. Brother Erazo was, therefore, disqualified under the provisions of Article XIi; Section 1(b), which reads as follows; "ARTICLE XII, SECTION 1. Any member of the Union is eligible to be a candidate for, and hold, any office or the job of Headquarters Representative, Port Agent or Patrolman provided: (b) He has been a full book member in continuous good standing in the Union for at least three (3) years immediately prior to his nomination." Further, based upon ah examination of available Union records. Brother Erazo has failed to establish that he has one hundred (100) days of seatime between January 1, 1980 and the time of nomination, as required by Article XI1, Section 1(c) of our Constitution which reads as follows: "ARTICLE XII, SECTION I. Any member of the Union is eligible to be a candidate for, and hold, any office or the job of Headquarters Representative, Port Agent or Patrolman provided: (c) He has at least one hundred (100) days of seatime, in an unlicensed capacity, aboard an A merican-flag vessel or vessels covered by contract with this Union or one hundred (WO) days of employment with, or in any office or job of the Union, its subsidiaries and its affdiates, or in any employment at the Union's direction or a combination of these, between January I and the time of nomination in the election year, except if such seatime is wholly aboard such merchant vessels operating solely upon the Great Lakes or, if such seatime is wholly aboard tugboats, towboats or dredges and contractual employment thereon is for fixed days with equal amount of days off, he shall have at least sixty-five (65) days of such seatime instead of the foregoing one hundred (100) days;" Based upon the constitutional, provisions set forth above, and further supported by Article III, Section 3; Article V and Article XXIV, Section 9, previously referred to and contained herein, the Committee disqualfied Brother Er^zo for the job of Joint Patrolman-Port of New York. In accordance with the requirements of Article XIII, Section 2(c) of our Constitution, and in order to assure adequate notice of its decision, the Committee informed Brother Erazo of his disqualification by telegram sent on August 15, 1980 to the address stated in his letter of nomination. Moreover, the telegram was followed by a Special Delivery-Certified Mail Return Receipt Requested letter dated August 15,1980 from the Committee to Brother Erazo that set forth the reasons for his disqualification. A copy of the Union Constitution was enclosed with the aforementioned letter so that Brother Erazo would have available the procedure to be followed in appeal from the disqualification decision of the Committee. 4. Oscar M. Raynor, R-520—Candidate for Joint Patrolman—Port of Mobile. Based upon an examination of Union records. Brother Raynor did not pay his 1st Quarter 1979 dues until April 30, 1979, whereas they should have been paid no later than January 30, 1979. Further, that he did not pay his 1st Qtr. 1980 dues until May 1, 1980, whereas they should have been paid no later than January 30, 1980. Brother Raynor was, therefore, disqualified under the provisions of Article Xll, SectioiT 1(b), which reads as follows: "ARTICLE XII, SECTION 1. Any member of the Union is eligible to be a candidate for, and hold, any office or the job of Headquarters Representative. Port Agent or Patrolman provided: (b) He has been a full book member in continuous good standing in the Union for at least three (3) years immediately prior to his nomination:" Your committee's decision was further supported by Article 111, Section 3; Article V and Article XXIV, Section 9, previously quoted herein. As per the requirements of Article Xlll, Section 2(c) of our Constitution, and in order to assure adequate notice of its decision, the Committee informed Brother Raynor of his disqualification by radiogram sent on August 13, 1980 to the vessel stated in his letter of nomination. Moreover, the radiogram was followed by a Special Delivery-Certified M.ail Return Receipt Requested letter dated August 13, 1980 from the Committee to Brother Ravnor that set forth the reason for his disqualification for thejob of Joint Patrolman-Port of Mobile. A copy of the Union Constitution was also sent ajonc with the aforementioned letter so that he would have available the procedure to be followed should he wish to appeal the decision of the Committee. 5. James E. Todd, T-512—Candidate for Joint Patrolman—Port of New Orleans. Based upon an examination of available Union records. Brother Todd did not pay his 4th Quarter 1977 dues until January 20, 1978, whereas they should have been paid no later than October 30, f977. Further, records indicate that Brother Todd paid his dues for the 2nd Quarter of 1978 on May 16, 1978, when they should have been paid no later than April 30,1978. Our Union Constitution provides: "ARTICLE XII, SECTION 1. Any member of the Union is eligible to be a candidate for, and hold,'any office or the job of Headquarters Representative, Port Agent or Patrolman provided: (b) He has been a full book member in continuous good standing in the Union for at least three (3) years immediately prior to his nomination;" Based upon the provisions of Article Xll, Section 1(b), and further supported by Article 111, Section 3; Article V and Article XXIV, Section 9 previously carried herein, the Committee disqualified Brother Todd for the job of Joint Patrolman—Port of New Orleans. In accordance with the requirements of Article Xlll, Section 2(c) of our Constitution, and in order to assure adequate notice of its decision, the Committee informed Brother Todd of his disqualification by radiogram sent on August 8, 1980 to the vessel stated in his letter of nomination. M oreover, the radiogram was followed by a Special Delivery-Certified Mail Return Receipt Requested letter dated August 8, 1980 from the Committee to Brother Todd that set forth the reason for his disqualification. Along with the aforementioned letter, the Committee sent a copy of the Union Constitution so that he would have available the procedure to be used should he wish to appeal the disqualification decision of the Committee. Conclusion The membership can readily see from the foregoing report, that your Committee has made every effort possible within the confines of our Constitution to qualify every nojminee. All credentials received as of Tuesday, August 5, 1980, were turned over to the Committee in good order at 9:00 A.M. on that date, and those, received by mail subsequently, but not later than August 15, 1980, have similarly been furnished to the Committee in good order. All credentials have been examined in strict accordance with the Constitution. Any defect in the credentials disposed of by the Committee has been the sole responsibility of the sender and no person adversely affected by such defect has denied this to the Committee. The Committee, in closing out its report this day, had turned over to it credentials of Brother Charles L. Shirah, S-309, for nomination for office of Joint Patrolman, Port of Mobile. These credentials were received by the Brooklyn Post Office some time this morning, August 18, 1980, as noted on the envelope, and delivered Special Delivery to the Union by the Post Office on or about 9:30 A.M. Our Constitution, Article Xlll, Section 1, specifically states that all credentials mu^t reach headquarters no later than August 15th of the election year. In fact, two members of the Committee were present at Union Headquarters on August 15th up to 12 Midnight to receive any timely nominations. None was received. Under the Constitution, any candidate has more than sufficient time for nomination to office. He has almost unlimited time to file his credentials, as long as they are received within the thirty-day period July 15-August 15. We also note that Brother Shirah did not post his credentials until July 29,1980. In view of the clear constitutional language and most liberal opportunity for a member to timely nominate himself, we find this candidate unqualified. Fraternaly submitted, CREDENTIALS COMMITTEE Frank Teti, T-93, Deck Dept. Chairman David T. Manzanet, M-I412, Deck Dept., Edward Polise, P-74, Engine Dept. Juan J. Patino, P-622, Engine Dept. V ' ^ , Bob L. Scarborough, S-I440, Steward Dept. Otis Paschal, P-752, Steward Dept. Dated: August 18, 1980 .• -'• •' - • 3 �*«iWI At Sea Ashore New York The SlU-contracted Cove Shipping Co. early last month applied to MARAD for Title XI financing to build four new 52,200 dwt, 11,400 diesel hp product tankers. Each vessel would cost about $71.6 million. Deliveries would be in 1981 and 1982 by an unnamed builder. Cove now has 10 tankers, all under 70,000 dwt. SS United States 'I "'•' ^ If all ends well, the creme de la creme of the U.S. passenger liners, the SS United States (US Cruises) will be cruising again by the end of 1981. The 990-foot luxury liner, which holds the world's transatlantic speed mark, is now in drydockat the Norfolk Shipyard. She last sailed in 1969. Seattle builder and realtor Richard A. Hadley paid MARAD $2.5 million in May toward the $5 million purchase price. Soon the Hawaiian tycoon will ask MARAD for a long term Title XI construction loan. Refurbishing will cost around an estimated $70 million. Plans call for a new deckf, two tennis courts, three outdoor swimming pools (one indoor pool is already on the ship) six restaurants featuring American, Continental, Polynesian, French, health, fast food and English fare and 25 shops a mile long. ^ If U.S. Cruises raises the cash to refit the United States and successfully settles a pending law suit, the BIG US will cruise six months a year between the West Coast and Hawaii and six months around-the-world. Ports Newark-Elizabeth, NJ. The 54-year-old, 7,4I4-fo6t N.J. Central Railroad Bridge spanning Newark Bay (N.J.), which was a navigational hazard to giant containerships sailing between Ports Newark and Elizabeth and the port of New York, is undergoing demolition. Dynamiters have already blasted away the cement counterweights on the little used 134-foot east lift span dropping it into a closed position. Then the east span was blown away. Meanwhile, the west channel re­ mains open since May. The bridge has been little used since the 1960s when the railroad and the Baltimore and Ohio Railroad cut back their commuter and freight runs. Recently the west lift span was dynamited leaving the east and west towers to be blown down with the remaining bridge deck to be removed piece-by-piece. The entire prgject, with dredging of a 600-foot wide channel, is set for completion by next March. Mobile Waterman Steamship has on order a new LASH turbine ship totaling 43,000 dwt at Avondale Shipyards, New Orleans. The 32,000 hp LASH is worth $70 million. Waterman also has on order three R/O R/O vessels totaling 70,500 dwt at Sun Shipyard, Chester, Pa. The 32,000 hp ships will cost $207.1 million to build. Great Lakes \ American Steamship has on order two bulk carriers totaling 27,000 dwt at the Bay Shipyard, Sturgeon Bay, Wise. The 7,000 hp ships are worth $55 million. SS Manukai and Manulani New Orleans LOOP The nation's first oil port for supertankers, the Louisiana Offshore Oil Port (LOOP) is due to pump its first barrels of oil—a quarter of the U.S. imports—in the spring. Most of the major construction was finished late last month. When the $640-millioft port is completed, 500,000 dwt supertankers will offload enough crude to make gasoline to fill 8.5 million auto gas tanks. Supports and decks for the offshore platforms have been set up at the site 19 miles in the Gulf south of Grand Isle. Four-story mooring buoys have been towed to the LOOP and were set in place. Underground oil storage caves, big enough to hold a 5-day supply for the U.S., are being drilled near Golden Meadow, La. Pipelines 4-feet in diameter to the shore have been laid. Since it takes 300 barrels of fuel a year to run the steam whistles on the Manukai and SS Manulani (Matson Line) they are being replaced with electric whistles. The brand new 720-foot, 38,800 dwt SS Kauai and SS Maui containerships on the West coast-Hawaii run were built with electric whistles. Matson also has on order one 26,000 dwt turbine containership of 32,000 hp worth $75.5 million at the Sun Shipyard, Chester, Pa. Ogden Marine Ogden Marine has on order two products diesel tankers totaling 84,000 dwt at the Avondale Shipyards, New Orleans. The 15,000 hp ships will cost $100 million to build. 't:" Del Mundo Committee Monthly Idembership Meetings Deep Sea Lakes, Inland Waters Port New York Philadelphia • Baltimore Norfolk ............. Jacksonville ......... Algonac ......... Houston New Orleans ^ "fel ':*'. •'. - Mobile San Francisco ....... Wilmington Seattle Piney Point San Juan -: -* v; SlU Rep Teddy Babkowski (seated center) makes out dues receipt for Chief Steward G. T. Aquino (on his left) secretary-reporter of the SS DelMundo {DeWa Line) at a payoff on Aug. 11 at Port Newark, N.J. The rest of the Ship's Committee and a crawmember are (standing left) Educational Director U.H. Sanders Jr. and (seated l^o r.) Deck Delegate Rex A. Rayner, Recertified Bosun Clifton Jordan, ship's cbairman; 3rd Cook Glenn D'Ambrosio and Steward Delegate Diane Micherie>. Columbus .......... Chicago ............. Port Arthur St. Louis Cleveland Honolulu ... Oct. Qct- 7 Oct, 8 Oct. 9 Oct.' 9 Oct. 10 Oct. 13 Oct. 14 Oct. 15 Oct. 16 Oct. 20 Oct. 24 Oct. 11 Oct. 9 Oct. 18 Oct. 14 Oct. 14 Oct. 17 Oct. 16 Oct. 9 2:30p.m. 2:30 p.m. 2:30p.m. ............ 9:30a.m 2:00 p.m. ...\ ........ 2:30 p.m , 2:30 p.m. 2:30p.m. ............ ...' 2:30p.m. v....... 2:30p.m. 2:30 p.m. ............'.2:30 p.m. ..............T0:30a.m. .... 2:30p.m .............. - ^ 2:30p.m. 2:3(Tp.m ......... .. 2;30p.m. ...... UIW 7:00p.m. 7:00 p.m. 7:00 p.m. 7:00 p.m. 7:00 p.m. 7:00 p.m. 1:00 p.m. Deposit in the SIU Blood Bank— It s Your Life 24 / LOG / September 1980 - • . -v.'-':' �-JlJj 'r- 'L Directory SIU Atlantic, Gulf, Lakes & Inland Waters United Industrial Workers of North America Frank Drozak, president Joe OiGiorgio, secretary-treasurer Leon Hall, vice president Angus "Red" Campbell, vice president Mike Sacco, vice president Joe Sacco, vice president Dispatchers Report for Deep Sea JULY 1-31, 1980 •TOTAL REGISTERED All Groups Class A Class B Class C Port ••REGISTERED ON BEACH All Grouos Class A Class B Class C DECK DEPARTMENT Boston .<... New York Philadelphia ...... Baltimore .i Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston PineyPoint ...-. Yokohama Totals 16 38 23 39 10 68 1 484 2 31 3 13 8 10 7 16 "12 13 10 17 2 31 2 0 177 0 13 1 1 9 3 0 1 5 6 8 5 2 8 2 0 64 Port 0 73 6 16 9 15 18 66 30 37 19 62 20 68 1 2 442 0 39 4 17 9 15 21 37 16 16 7 22 16 37 11 1 268 0 5 0 4 2 1 0 4 1 5 7 7 3 8 2 0 49 8 161 18 40 34 16 28 131 59 80 36 46 13 111 0 5 786 6 55 5 18 17 8 8 24 20 17 19 22 3 35 0 • 0 257 •i 22 1 6 17 5 1 6 7 o 16 17 0 13 0 0 123 4 143 7 36 30 11 26 106 29 62 16 38 9 97 0 1 615 4 69 10 12 13 7 12 38 11 11 12 18 6 28 . 0 0 251 4 13 0 ENGINE DEPARTMENT Boston TTT. New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington ... Seattle Puerto Rico Houston Piney Point Yokohama .... Totals .......... 2 87 .......... 15 .......... 25 52 19 31 12 31 8 64 1 1 380 .......... 3 34 7 7 9 5 9 18 11 5 6 11 5 27 3 0 160 0 3 1 2 3 1 0 2 2 2 2 3 0 0 0 0 21 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals TOTAL SHIPPED All Groups Class A Class B Class C 3 77 8 18 4 • 7 25 58 14 36 9 38 13 42 1 • 0 353 0 19 3 11 7 6 11 16 11 16 11 16 13 29 8 1 178 0 1 1 1 0 1 . 1 0 1 2 0 2 1 1 0 0 12 •4 5 3 0 6 4 1 7 9 0 5 0 0 61 STEWARD DEPARTMENT 0 55 1 ;.... ......... ; 11 10 3 16 32 13 15 8 .19 6 33 1 1 224 4 21 4 6 4 1 0 3 1 4 3 3 3 4 5 0 66 0 1 0 0 0 1 0 1 1 11 5 6 1 1 1 1 30 Port Boston New York Philadelphia Baltimore..... Norfolk Tampa Mobile New Orleans Jacksonville ....... San Francisco Wilmington Seattle Puerto Rico Houston Pmey Point Yokohama Totals ... Totals AllDepartments 0 , 39 1 16 3 2 14 29 11 22 5 24 16 36 2 1 221 0 36 3 10 9 2 10 15 7 1 1 19 8 30 31 0 182 0 0 2 1 4 1 1 2 0 4 4 3 1 1 1 1 26 2 72 6 14 22 5 20 54 24 32 17 24 10 54 0 0 356 5 41 • 3 8 6 1 3 14 4 14 5 4 2 3 0 1 114 0 9 0 1 3 2 0 2 2 28 13 11 1 0 0 0 72 6 39 7 11 16 4 6 37 12 25 11 17 9 27 0 1 228 11 268 40 47 59 18 22 99 65 70 51 40 16 74 0 0 880 3 183 6 19 28 7 9 32 21 105 128 36 9 54 0 0 640 1,985 1,502 896 ENTRY DEPARTMENT 3 8 10 2 4 18 7 16 4 16 8 22 1 0 144 4 121 22 25 29 19 17 59 24 30 26 26 14 51 40 2 509 1 62 5 11 10 4' 7 11 6 24 46 11 9 20 0 0 227 1,232 912 342 2 ......... ......... ......... ;.. 1.016 628 87 *"Total Registered" means the number of men who actually registered for shipping at the port last month. '•"Registered on the Beach" means the total number of men registered at the port at the end of last month. Shipping in the month of Ju ly was good to excellent in all A&G deep sea ports, as it has been for the last several {years. A total ofl,731jobswereshipped last month toSIU-contracted deepsea vessels.Ofthese,onlyl,016 or slightly more than half, were taken by "A" seniority members. The rest were filled by "B"and "C" seniority people. Shipping jis expected to remain good to excellent for the forseeable future. HEADQUARTERS 675 4 Ave.. Bklyn. 11232 (212) HY 9-6600 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-9375 ALPENA, Mich 800 N, 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON. Mass 215 Essex St. 02111 (617) 482-4716 CHICAGO, ILL. 9383 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 COLUMBUS, Ohio 4937 West Broad St. 43228 (614) 870-6161 DULUTH, Minn. 705 Medical Arts JBuilding 55802 (218) RA 2-4110 FRANKFORT, Mich P.O. Box D 415 Main St. 49635 (616) 352-4441 GLOUCESTER, Mass. 63 Rogers St.01903 - (617) 283-1167 HONOLULU, Hawaii 707 Alakea St. 96813 (808) 537-5714 HOUSTON, Tex.... 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE. Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala. ..IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va. 115 3 St. 23510 (804) 622-1892 PORTLAND, Or. 421 S.W. 5th Ave. 97204 (503) 227-7993 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, Tex. .534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 626-6793 SANTURCE, P.R. 1313 Fernandez, Juncos, Stop 20 00909 (809) 725-6960 SEATTLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752'6500 TAMPA, Fla. 2610 W. Kennedy Blvd. 33609 (813) 870-1601 TOLEDO. Ohio ... 635 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 408 Avalon Blvd. 90744 (213) 549-4000 YOKOHAMA. Japan..... .P.O. Box 429 Yokohama Port P.O. 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 September 1980 / LOG / 25 �y1 I ;i-1 Skin Cancer: Occupational Hazard of Seamen C K-.J ANCER of the skin is the most common of all the cancers of man. It comprises about one-sixth of all new cancers diagnosed each year. In spite of this fact, "about 90-95 percent of all skin growths can be readily treated with early detection," says Dr. Axel W. Hoke, Chief, Dermatolagy Service of the San Francisco Public Health Service Hospital. One of the reasons most cancers of the skin can be treated successfully is how easily the body's surface skin can be reached. Precancerous or cancer­ ous tumors can be recognized by sight by a trained physician and can often be felt by the fingers while they are still very small. The location of the tumor on or under the skin eases the task of total removal. The single most important cause of cancer of the skin is the damage to surface skin cells by continued and frequent exposure to the sun's rays. Fishermen, merchant seamen and others who spend a great deal of time in the sun have enough damage to the skin to get a leathery complexion in later life. They can also develop solar keratoses, scaly spots that may turn into cancer of the skin. Tanning is the skin's immedi­ ate reaction to attack by the sun's ultraviolet light. Dermatologists (skin doctors) consider tanning a response to injury to the skin. The penetrating ultraviolet rays. depending on the dose involved. apparently kill some of the skin cells at once. Otheij^ cells are injured and the resulting tissue changes handicap the natural growth of nearby cells. Exposure to the sun's rays over long periods of time results in noticeable changes. Such changes include a mottling, or network, of brown spots mixed with yellowish areas. Later, some spots turn nearwhite from scarring. Face Cancer Common More than 90 per cent of skin cancers occur on body areas unprotected by clothing against the sun's ultraviolet light. These areas are the face, ears, and neck and the backs of the hands. Almost all cancers of the lip develop on the lower lip rather than the upper. The protruding lower lip, unprotected by the nose, is more exposed to direct ultraviolet rays. The same is true for the upper and lower eyelid since the upper eyelid is shaded by more bone. KNOW YOUR RIGHTS The evidence which indicates the sun as the primary cause of cancer of the skin is so strong that dermatologists for years have been warning the, public against over-exposure to sunlight— especially persons with blue eyes and fair skins who are particu­ larly susceptible to sun damage. What You Can Do Avoiding the effects of the sun's rays is a matter of using common sense with an under­ standing of materials available to prevent absorption of ultra-violet light by the skin. Clothing worn outdoors should be light-colored and have a tight weave—like a broadcloth shirt. Necessary lengthy exposure to the sun can be made less harmful by the use of protective clothing such as sun hats, long sleeves, and gloves. Sunscreening chemicals are being put into lotions and creams more and more today because they absorb ultraviolet light waves before they hit the skin. The better lotions allow you to stay in the sun longer with less risk of burning, and this is their chief value. However, don't expect even the best lotions to protect you from unlimited sun KNOW YOUR RIGHTS FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. ' i i' TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: Chairman, Seafarers Appeals Board 275 - 20th Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU 26 / LOG / September 1980 exposure. Also, it is possible to burn through a tan. Some sun preparations that provide the best protection against burn are: A-Fil, NosKote, RV Pacque, and Zinc Oxide Ointment. When To Seek Medical Help Changes in the skin quickly become obvious. A blemish, scaling or any other defect on the skin's surface stirs instant curios­ ity as to its cause and how to get rid of it. There is no rule of thumb by which a person can identify a skin condition that is either cancerous or likely to trigger the growth of a skin tumor. When a pigmented mark or elevation or a red, scaling blemish persists, bleeds, or changes in character, (especially, in areas exposed to sunlight), it is best to seek the advice of a skin disease specialist immediately. The dermatologist deals with skin lesions so often that he becomes expert at sorting out changes or characteristics that can be considered danger signs. It is of the greatest iniportance that a tumor be clinically diagnosed as cancer before any method of treatment is selected. KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. 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 con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then 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 arc clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no member may be discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify Union headquarters. wnuMii patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY —THE LOG- The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmfuj 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 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 oflicial capacity in the SIU unless an official Union receipt is given for same. Under no circum­ stances 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 should not have been required to make such payment, this should immediately be reported to Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing, 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 ana contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, ilnancial reprisal, or threat of such conduct, or as a con­ dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify" the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Sup­ port SPAD to protect and further your economic, poli­ tical and social interests, and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or infor­ mation, he should immediately notify SIU President Paul Hall at headquarters by certified mail, return receipt requested. The address is 675 - 4th Avenue, Brooklyn. N.Y. 11232. �^ ^ J •r; Chicken WorkeriTv^to Pluck StrikeVictory fncfucffffg SlU, Match Agoinsf Ufffon Busting Fowl Co. I a march and raiiv was held 'N Miss, N the town of "Laurel, Laurel, Miss. ^ nnn i i ^* «*... .e . . . . a march and, rally was held recently that brought together representatives from unions, churches, civil rights and com­ munity groups from across the South. , The 4,000 marchers; including Seafarers, came together to bpxk the- 15-month strike of 200 courageous workers at Sander­ son Farms, a chicken processing plant in Laurel. Since Feb. 27, 1979 these men and women have been on strike for better working conditions and better pay from their re­ pressive employer. ' The workers, a majority of whom are black women, are members of Local 882 of the Labor and ciyil rights leaders came to help the striking workers at Sanderson Farms. From the left are: ICWU Vice President International Chemical Workers SK'l unidentified woman; United Furniture Workers Vice President Willie Rudd; ICWU President Frank Martino* Union (ICWU). Based in Akron, CWU Secretary-Treasurer William J. Sparks; Mrs. Evelyn Lowery;.Dr. Joseph Lowery. president of the Southern Christian Leadership Conference (SCLC); C. T. Vivian of the SCLC; Amalgamated Clothing and Textile Workers (ACTWU) Executive Ohio, the ICWU is an affiliate of Vice President Sol Stetin, and Mary Clayton, president of the ACTWU local union in Laurel. • the ,AFL-CIO Maritime Trades represented at the march and barely above minimum wage killing working conditions like Department whose head is SIU rally included: the Furniture ($2.95 to $3.15 an hour). those at Sanderson." President Frank Drozak. The Workers; the United Automobile The company has violated the Proud of the fact that so many MTD Executive Board has Workers; the International Occupational Safety and Health passed a resolution pledging full Union of Electrical Workers; Act, and the Equal Employment groups have come together to support this struggle, Martino support to the strikers. Amalgamated Clothing and and Child Labor Laws, accord- said, "We've been kept separate There is a nationwide AFL- Textile Workers Union; Oil iiig to ICWU. Sexual harassment and apart for too long by those ClO supported boycott in effect Chemical & Atomic Workers; was also frequent. who knew perhaps better than we against Sanderson Farms American Federation of State, The National Labor Relations that if we could forge this kind of products. They are packaged County, and Municipal Em- Board has cited the conipany for unity some changes would be under the labels Miss Goldy and ployees; Bakery and Confec­ refusing to bargain in good faith. made. We are here today to say Southern Beauty. tionary Workers; Steel workers; Unfair labor charges are pending that we will be kept separate no At the rally, one of the Sheetmetal Workers; Operating before the Board. longer." speakers was SIU New Orleans Engineers; Teamsters^ Com­ Regrettably, the way workers And echoing the feelings of the Port Agent Gerry Brown. He told munications Workers, and locals are treated at Sanderson Farms is marchers, Martino told them, the crowd that the labor of the ICWU from at least nine not unique. As Martino said at "We have come together in movement must return to the states. A large banner pro­ the march, and rally in Laurel, Laurel, and we are going to win in fighting spirit of its early days in claimed the presence of the "...we have come to jsee this Laurel, when the Sanderson order to meet the needs of Coalition of Black Trade strike and this struggle is about a workers win. And we are going to workers in the l980's. Unionists. lot more than just Sanderson go on from here to crack open the Leading the march was ICWU The march was endorsed by Farms. It's about more than just anti-union South and win President Frank D. Martino and the leaders of 175 national Laurel. All over the South, there victories for working people all Dr. Joseph E. Lowery, president organizations and 67 organiza­ are plants with inhumane and across this region." of the Southern Christian tions and ..prominent individuals Leadership Conference (SCLC), in Mississippi, a civil rights group. Many of these groups have Besides the SIU, unions formed a coalition called the Committee for Justice in Mississippi. "We have brought together the coalition that people have been hoping for throughout the decade of the 1970's," said Martino. "We have united labor, civil rights, women's and church groups, and we- don't think anybody or anything can stop us now." The magnet that pulled them together are those 200 steadfast workers. Before they went on strike, these men and women were working under primitive condi­ tions. For instance, they had Only been allowed to use the bathroom three times a week. Their work on Addressing tfie rally is SIU New the chicken processing lines, is A march for "Dignity and Justice" was held in Laurel, Miss, in support of Local882 Orleans Port Agent Gerry Brown. hard and dirty. Yet their pay was of the International Chemical VVorkers Union. September 1980 / LOG / 27 'A . ,-p.. ^n" T,:, -/X i �V :3^'."-:** • • Polish Power! Workers Strike for Liberty H in northern Poland, were the first to walk off their jobs and the first to sign an accord with the government. Hammered out in meetings be­ tween strike leaders and a team of government negotiators, the Polish government agreed to a package of demands unprecedented in a Sovietbloc country. The agreement in­ cludes: • the right of workers to strike and to form independent trade unions; • an easing of official censorship; • job promotion by merit rather than based upon membership in the Communist Party. The strikers also demanded the release of jailed political dissidents, a demand which the Polish govern­ ment has reportedly complied with. But Poland's problems did not end with the apparent settlement of the shipyard workers strikes. Even as those jubilant workers returned to their jobs and as striking longshore UNDREDS of thousands of striking workers who para­ lyzed Poland's shipyards, factories and coal mines for close td three weeks won a stunning victory this month as the Polish government bowed to their demands for workercontrolled trade unions, among other issues. Strikers at shipyards in Gdansk, Notice On Job Call Procedure (inland) When throwing in for work during a job call at any Sill Hiring Hail, boatmen must produce the foiiowing: • membership certificate (where possessed) • registration card • clinic card • seaman's papers ^'f. Legal Aid employees in the port city of Szczecin, 200 miles west of Gdansk began unloading the first of dozens of waiting ships, more than 150,000 coal miners walked off their jobs in Silesia. The striking Polish workers captured the international limelight and stTpport from many quarters. President Carter reportedly sent messages directly to Chancellor Helmut Schmidt of West Germany, Prime Minister Margaret Thatcher of Britain and Pres. Valery Giscard d'Estaing of France urging the West to "respond sympathetically" to expected requests for large-scale economic aid from Poland after all the strikes were settled. U.S. Longshoremen showed their solidarity with the striking Poles by refusing to handle Polish cargo. In addition, the United Auto Workers contributed $25,000 to an interna­ tional fund for the strikers. Dispatchers Report for inland Waters JULY l-Sl, 1980 { ; : nOTAL REGISTERED > TOTAL SHIPPED All Groups aassA ClassB ClassC , All Groups ClassA ClassB ClassC ••REGISTERED ON BEACR All Groups Class A Class B Class C DECK DEPARTMENT ":i>^'. • -V'"', Boston NewYork 0 9 Philadelphia... ••'•• ' •' 5.<, CiS^' -. -M' I?./ ' • r... San Francisco Port Arthur..... 0 n 0 0 ? 1 ? 8 I ? 1 t o l g o 9 2 9 n i ? 0 0 0 9 ? IS 0 1 18 0 J I. O O " 0 St. Louis paducS ::: Port ' Boston— NewVork Philadelphia Baltimore 73 - 0 0 5 54 0 iis •r.....— Norfolk Mobile New Orleans Ssr.:::;;:;;;::::::;:::-::::::::::; Puerto Rico • 0 0 0 0 n o 9-9 0 0 0 0 0 0 9 0 0 0 9 9 § 9 3 9 9 8 g 9 9 g Piney Point — Paducah..,...; Totals 9 1 5 0 0 1 . 0 9 31 le 0 0 1 9 0 1 3 6 0 0 8 0 0 8 4 0 3 0 12 55 0 0 0 7 0 1 0 5 0 0 9 0 2 10 22 0 14 0 155 225 f 0 2 0 n 0 0 0 0 n o 9.9 9 9 '0 0 0 1 0 0 0 0 0 0 2 0 0 1 0 0 0 0 1 5 0 0 0 0 0 1 0 0 0 0 1 0 0 2 0 0 0 0 1 5 0 0 0 0 0 2 0 0 0 0 2 0 0 1 2 0 1 0 3 11 0 0 9 9 0 0 9 0 g g n g 9 n 8 0 9 0 0 ' 9 0 9 9 12 g 9 n 8 0 J, 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 2 3 0 0 0 0 0 1 0 0 0 0 1 0 1 0 0 0 3 0 13 19 is 255 STEWARD DEPARTMENT 9 9 9 9 9 9 9 9 9 9 0 i 9 9 8 g 9 9 8 g 9 9 8 h 9 9 i 9 1 0 9 d 12 9 9 9 3 9 A 9 1 9 9 9 3 0 0 0 1 0 0 0 0 1 0 2 0 0 0 1 0 2 0 5 12 57 132 B1 34 ^ no Boston NewYork. Philadelphia 9 9 9 9 9 9 9 9 9 San Francisco... Sis®""pSlSoRiio Houston 9 0 g 9 9 8 g 9 9 9 3 6 80 SS-:::::;;::::::;;::;::;;;::;;:;;::; :^'"¥ •" ... 0 •9 Port ! 0 0 0 0 6 0 5 3 4 2 0 8 0 0 13 35 0 8 0 9 93 ENGINE DEPARTMENT 9 9 Houston —V k'k PgArthu,..gg , Port Arthur Alconac 0 47 . Tampa I' 0 9 46 Aigonac TMh i I: o 9 _ 0 riX";:-;!::;:;;;;;::;;:;i { n S .....;. .......................... St. Louis Piney Point Paducah...... Totab .". 0 0 0 0 0 0 - 1 0 0 0 0 0 .' i' .'jT.' '"': ar" • *' Totals AllDepartments •"Total Registered" means the number of men who actually registered for shippingat the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. 28 / LOG / September 1980 ^ ' ' ' '' ' •5-. . In the event that any SlU members have leyal problems in the various ports, a list of attorneys whom they can constilt is beiny published,. The. mem­ ber need not choose the recommended atiorneys and this list is intended only tor iniormational purposes: > NEW YORK, N.Y. Schulman & Abarbanei 350 Fifth Avenue New York, N.Y. 10001 Tele. #(212) 279-9200 BALTIMORE, MD. , Kaplan, Heyman, Greenberg, ^ Engelman & Belgrad Sun Life Building Charles & Redwood Streets Baltimore^ Maryland 21201 Tele. #(301) 539-6967 HOUSTON, TEX. Archer & Peterson Americana Building 811 Dallas Street Houston, Texas 77002 Tele. #(713) 659-4455 TAMPA, FLA. Hamilton & Douglas, P.A. 2620 W. Kennedy Blvd. Tampa, Florida 33609 Tele. #(813) 879-9482 SAN FRANCISCO, CALIF^ John Paul Jennings, Henning, Walsh & Ritchie 100 Bush Street, Suite 440 San Francisco, California 94104 Tele. #(415) 98j-4400 Philip Weltin, Esq. Weltin & Van Dam No. 1 Ecker Bid. . San Francisco, Calif. 94105 ; Tele.#(415) 777-4500 ST. LOUIS, MO. Gruenberg & Sounders 721 Olive Street St. Louis, Missouri 63101 Tele. #(314) 231-7440 NEW ORLEANS, LA. Barker, Boudreaux, Lamy, Gardner & Foley 1400 Richards Building 837 Gravier Street New Orleans, Louisiana 70112 Tele. #(504)'586-9395 /. LOS ANGELES, CALIF. Fogel, Julber, Reinhardt & Rothschild 5900 Wilshire Boulevard Los Angeles, California 90036 Tele. #(213) 937-6250 MOBILE, ALA. Simon & Wood 1010 Van Antwerp Building Mobile, Alabama 36602 Tele. #(205) 433-4904 > DETROIT, MICH. Victor G. Hanson 19268 Grand River Avenue Detroit, Michigan 48822 Tele. #(313) 532-1220 GLOUCESTER, MASS. Orlando & Whitfe Two Main Street Gloucester, Massachusetts 01930 Tele. #(617) 283-8100 SEATTLE, WASH. Vance, Davies, Roberts, Reid & Anderson 100 West Harrison Plaza • Seattle, Washington 98119 Tele, #(206) 285-3610 CHICAGO, ILL. Katz & Friedman 7 South Dearborn Street Chicago, Illinois 60603 Tele. #(312) 263-6330 •r •7 �Algonac'Great Lakes Both construction companies building the Arrowhead Bridge s^janning the Duluth, Minn.-Superior, Wise. Harbor are now under SIU contract. They are Edward Kraemer & Sons and the Johnson Brothers Co.— both top-to-bottom SIU. The bridge builders are working from both sides of the span planning to end up in the middle of the bridge when completed. The Luedtke Engineering Co. is' working on two dredging jobs. I They re deepening the harbors at Ashtabula, Ohio and Sebowaing, Mich. ! Philadelphia lOT Boatmen here have received their 3rd year of the contract wage increase of 7 percent plus a 7 percent increase in the Cost of Living Allowance (COLA). Boatmen of the lOT's Gellethin fleet also got the 14 percent wage and COLA increases. Baltimore Harbor Towing here late last tnonth took delivery of the 22 ton, 1,800 hp Tug Explorer. The tug draws 14 feet 6 inches and is 95 feet long and has a 27 foot beam. She carries a crew of seven. The company has also chartered lOT Barge 40. The barge will carry two mOn. * * * Recently Jiarbor Towing Boatmen received a 15 percent wage increase. - ,, Norfolk Northeast Towing Boatmen have ratified a new, three-year contract containing the Union's Class A Welfare Plan, Vacation Plan and a $5. a day wage hike in the first year of the contract. V Ittldnd Rivers A toll-free telephone service providing medical information for Boatmen on a 24-hours-a-day, 7 days-a-week basis is now available from the USPHS Seafarers Health Improvement Program (SHIP). The phone 800 number-dialed network will enable Boatmen to lodate the nearest USPHS Hospital, outpatient clinic or contract doctor. In the U.S., the number is 800,231-SHIP (7747). In Texas it's 800,392-SHlP. SHIP is a cooperative effort of the USPHS, Federal agencies and the inland waterways industry. About 85,000 rivermen are eligible for the service. They must have at least 60 days of worktime on a boat to be eligible. The USPHS will make no attempt to "practice medicine over the telephone" but will refer Boatmen to the closest possible medical center or hospital emergency room. Term-Tom Waterway By Oct. 15, U.S. Judge William Ready will rule on what remaining environmental and economic issues should be tried in a new suit, date to be named, challenging construction of the Tennessee-Tombigbee Rivers Waterway. The Louisville & Nashville Railroad and environmentalists are the plaintiffs. By the Year 2,000 A study finds that towbpat crew size will only be slightly reduced during the rest of the century. • Towboats will continue to be built at a rate of 90 to 110 boats a year with an average horsepower of about 4,000 hp. About 40 of them will be major river line-haul towboats exceeding 10,000 hp. • Medium speed diesel engines will be used aboard Lower Mississippi River line-haul towboats. • Bow boats will become increasingly dependable and common on line-haul intergrated tows. • The barge fleet will continue to be composed of deck, hopper and tank barges. Hopper barges of integrated box and rake configurations will continue to be built for dry bulk unit tows, but at levels below peak 1975-77 output. The tank barge fleet will grow slowly, primarily as specialized parcel compartments and independent tank barges are delivered. • Total waterborne cargo handled by mid-America's riverports will increase by 31 percent between 1980 and 1990—growing from over 900 million long tons in 1980 to almost 1.2 billion long tons in 1990. • Commodities which will have high growth rates are grains, coal, petroleum products,Tertilizers and chemicals. • Over the next 20 years, 13 locks and dams will reach capacity. Unless these bottlenecks are removed, they, along with waterway user charges, could reduce waterborne traffic by as much as 16 percent. • Oklahoma, Arkansas, Alabama, Wisconsin and Minnesota will have the largest percentage increases in traffic. Louisiana, Alabama, Illinois and Missouri can expect the greatest absolute increases in traffic. Do You Know How to Make This Work? LOT Mulls the Sale Of Tug-Barge Fleet To Southern Natural Interstate Ocean Transport (lOT) of the port of Philadelphia tenta­ tively agreed last month to sell its tug and barge business and subsidiaries for more than $100 million to Southern Natural Resources Inc. of Birmingham, Ala. lOT has assured the SIU that the sale would not affect its manning and contractual agreements. After the sale, which is subject to a final agreement and Government approvals, the lOT Corp. will continue its tanker management' services and chartering operations. NO? Well learn how—it only takes four weeks. That's right. In just four weeks, you can learn basic diesel thedry and opera­ tions. This means new job opportunities for you. Where? Aboard the diesel-powered U.S.flag ships under contract with the SIU. YES? Terrific! Then enroll in the eightweek diesel engineering course at HLS. Get your license and get ahead. Every student who took this course has gotten his license. So join the crowd of seafarers who've improved their pay and job security. • Cef Your Diesel Engineering License of HLS • Unlicensed • Course starts October 27 thru November 21 Licensed • Course starts October 27 thru December 19 Southern Natural is a holding company with interests in the energy field. lOT operates 37 tugs and 52 oil tank barges with annual revenue of more than $100 million operating in the North Atlantic, Gulf and Carib­ bean. It's owned by the Adrian S. Hooper family. He's chairman, president and chief executive officer. And hell head lOT as a unit of Southern Natural Resources. September 1980 / LOG / 29 V'' ' '.H- �Bernard Doug­ las Bums Jr., 56, died of cancer in Providence Hos­ pital, Mobile on Apr. 26. Brother Burns joined the SIU in the port of Mobile in 1956 sailing as a fireman-watertender, pump­ man and engine delegate. He also worked in the Mobile Ship Repair Yard. Seafarer Burns graduated from the Mobile Andrew Furuseth Training School in 1959. Born in La Samye Stauzzer, Miss., he was a resident of Mobile. Burial was in Catholic Ceme­ tery, Mobile. Surviving are his widow, Gertrude and a sister, Mrs. Martha Palmer of Mobile. . '^V' ._i. Waiter'^Bbckie" Doucet, 59, died of a hemorrhage in the New Orleans USPHS Hospital on Jan. 11. Bro­ ther Doucet joined I the SIU in the port I of New Orleans in 1956 sailing as a chief cook and baker. Brother Doucet began sailing in 1938. In 1964, he sailed inland with Coyle Towing, Red Circle Towing and with Dixie Carriers. He was also a ware­ houseman and worked for the Yellow Cab Co. And he was a member of the Baker's Union. Seafarer Doucet was a veteran of the U.S. Army in World War II. A native of Crowlqr, La., he was a resident of Marrero, La. Interment was in Westlaryn Memorial Park Cemetery, Gretna, La. Surviving are his widow, Rita; four sons, Walter Jr., Joseph, Emile and Donald; three daughters, Rebecca, Mary and Cathy;a stepdaugh­ ter, Linda Dupuy; three brothers, Willard, John and Gilbert, and six grandchildren. Pensioner Hing Gay Lew, 69, died of heart failure in the Pacifica Convales­ cent Hospital, San Mateo, Calif, on Feb. 14. Brother Lew joined the MC&SU in the port of San Francisco sailing in the steward department for APL for 20 years. He first sailed in 1945. Seafarer Lew was bom in China and was a resident of San Francisco. He was a naturalized U.S. citizen. Interment was in Look San Cemetery, Colma, Calif. Surviving are his widow, Lim Lin Tai Chew See Low of Kowloon, Hong Kong; two sons, Eugene of Daly City, Calif, and Yan Vau Chan of San Francisco and a brother. Way Ling Lee of Long Beach, Calif. \ Pensioner Charles E. Tataiski, 68, died of natural causes in the Eger Nursing Home, Staten Is., N.Y. on Mar. 20. Brother Tatarski joined the MC&SU in 1945 in the port of San Francisco sailing as a chief cook. He was bora in Ohio and was a resident of Bayonne, S.L, N.Y. Interment was in Holy Cross Cemetery; North Arlington, N.J. Surviving is a sister, Mrs. Regina Pesztynski of New York City. 30 / LOG / September 1980 f "" ' I- => Thomas David Ballard Jr., 59, succumbed to heart-lung failure in the Nassau Bay (Tex.) USPHS Hospital on Mar. 29. Brother Ballard joined the SIU in the port of Sah Fraitcisco in 1955 sailing as a chief steward. He was a conductor on the Great Northern and Southern Union Pacific Railroads from 1937 to 194L And he was a member of the Order of Railroad Conductors and Switchmens Union of America. He was a veteran of the U.S. Army Infantry before World War 11. Born in San Antonio, Tex., he was a resident of Houston. Burial was in Hollywood Cemetery, Houston. Surviving are his widow, Cora Lee; a daughter, Linda of Houston; his mother, Mrs. Margaret Johns of Houston and a stepson, John H. Stafford. Pensioner Ernest Junes Vanderberry, 74, died on Jan. 29. Bro­ ther Vanderberry I joined the Union in the port of Baltimore in I960 sailing as a chief engineer for Curtis Bay Towing from 1948 to 1958 and for NBC Lines from 1959 to 1971. He was a union member since 1952. Boatman Vanderberry was bora in Norfolk and was a resident there. Surviving are his widow, Birtie and a brother, John, of Norfolk. -r p c n s i o n e r James Lear, 69, passed away from cancer in the San Francisco USPHS Hospital on Apr. 8. Brother Lear [ joined the SIU in the port of Wil­ mington, Calif, in 1959 sailing as a bosun. He sailed 35 years. Seafarer Lear was born in Lake Providence, La. and was a resident of San Francisco. Burial was in Ferawood Cemetery, Mill Val­ ley, Calif. Surviving are his widow, Fusae Suzeuki; a daughter, Kaneko Shimo, both of Yokohama, Japan and a stepmother, Mrs. Frank Lear of Slidell, La. Patrick "Pat" Edwud Kinsella,^ 38, died on Aug. 29, 1979. Brother Samuel Joseph Kinsella joined the Castle 111, 29, was Union in the port lost at sea at night of Saulte Ste. off the lookout Marie, Mich, in bow of the SS 1968. He sailed as Santa Maria Pensioner Wllla dredgeman and scowman for the (Delta Lines) near iam Joseph Great Lakes Dredge and Dock from Callao, Peru on Shadeck, 62, died 1967 to 1979, Dunbar and Sullivan, Apr. 22. The ship, of heart failure in Construction Aggregates, Luedtke Peruvian Coast Guard and planes^ , Doctor's Osteo­ Engineering Co. and the Reiss Steam­ searched the area of moderate seas in pathic Hospital, ship Co. Laker Kinsella was a veteran of vain. Brother Castle joined the SIU in Erie, Pa. on Jan. the U.S. Navy in the Vietnam War. He the port of New Orleans in 1967 sailing 27. Brother Sha­ was born in Saulte Ste. Marie and was a as an OS. He graduated from the HLS deck joined the Union in the port of resident of Brimley, Mich. Interment Entry Trainee Program, Piney Point, Detroit in 1958 sailing as an oiler for 41 . was in Hillcrest Cemetery, Paco, Mich. Md. Seafarer Castle was bora in New years. He sailed on the Str. Hennepin Surviving ^are three sons, William of Orleans and was a resident of Oakland (Boland & Cornelius) from 1958 to Brimley, Keith and Kenneth; two Calif. Surviving are his widow, Lona 1972. Laker Shadeck was born in daughters, Kelly and Tina; his parents, Louise; a son, Samuel Joseph IV and Karthaus, Pa. and was a resident of Erie. Mr. and Mrs. William and Myrtle his- parents, Mr. and Mrs. Samuel Burial was in Calvary Cemetery, Kinsella; a brother, William and a sister. Joseph and Joyce J. Castle of New Millcreek Twsp., Erie. Surviving are 1^ Orleans. widow, Julia; a son, Ronald; two Pensioner David Matthew Steele, 88, daughters, Rosilynn and Remilee and died of natural causes in the Queens Pensioner Luis M. Oczo Cabaret Jr., his parents, Mr. and Mrs. Joseph and 69, died of heart failure in San Juan, (N.Y.C.) Hospital Center on Apr. 8. Mae Shadeck of Erie. Brother Steele joined the MC&SU in P.R. on Feb. 20. Brother Cabaret Pensioner Eddie M. Morton, 72, 1939 in the port of San Francisco sailing started sailing on the West Coast in 1946 succumbed to arteriosclerosis at home as a chief cook. He was aboard the sailing as an assistant cook. He sailed in Seattle on Apr. 11. Brother Morton, torpedoed SS Alaskan in 1942. Born in for the Grace and States Lin^. Born in joined the MC&SU in the port ofSeattle Jamaica, B.W.I., he was a resident of St. San Juan, he was a resident of Sanin 1957 sailing as a chief cook. He began Albans, Queens. Burial was in L.I. turce, P.R. Burial was in Holy Cross sailing in 1944. Seafarer Morton was National Cemetery, Farmingdale, Lyn- Cemetery, San Francisco. Surviving are bora in Mississippi. Cremation took brook, N.Y. Surviving is a daughter, his widow, Emma;two sons, Carios and place in the Bonney Watson Crematory, Mrs. Reginald Grange Sr. of St. Albans. Luis Jr. a daughter, Mrs. Elba Navarro of San Francisco and a sister, Mrs. Seattle. Surviving is his widow, Arlene. Albert Edwin Gordcm, 59, drowned Victoria M. Cabaret. Pensioner Leon Henreni Nunez, 73, in Atchafalaya Bay, Alabama when he passed away from heart-lung failure at slipped, off a shell dredge barge and was Judson PoweH Lanilc Lamb, 60, died home in Seattle on Dec. 16, 1979. swept away on Feb. 23. BrotherGordon in the USPHS Hospital, Richmond, Ga. Brother Nunez joined the MC&SU in joined the Union in the port of Mobile in on Feb. 10. Brother Lamb joined the the port of SSeattle in 1959 sailing in the 1974 sailing as a deckhand and cook on SIU in the port of Houston in 1955 steward department. He also sailed the Towboat Mallard (RadclifT Mate­ sailing as a chief steward. He started during World War II. Seafarer Nunez rials) from 1973 to 1979. He was also a sailing in 1937. And he sailed for Morah started sailing in 1930. Burial was in shoot operator and was a former Towing of Texas in Port Arthur. Greenland Cemetery, Alderwood member of the International Assn. of Seafarer Latnb was bom in Georgia and Manor, Wash. Surviving are his widow, Machinists and Aerospace Workers was a resident of Houston. Cremation Mary; two sons, Leon Jr. and Edward Union and the Woodworkers Union. took place in the Rosehill Crematory, and a daughter, Adela. Boatman Gordon was-a veteran of the Linden, N.J. Surviving are his widow, U.S. Army Air Corps in World War 11. Anne; two stepdaughters, Melissa Pensioner James Elbert Bode, 53, Born in Sandpoint, Ida., he was a Dozier Jackson and Toni Jackson, and died of heart failure at home in Aliea. resident of Andalusia, Ala. Interment an aun(, Mrs. Alice Banks of Augusta, Hawaii on Oct. 14, 1979. Brother Bode was in Bethel Cemetery, Andalusia. Ga. joined the MC&SU in 1945 in the port of San Francisco sailing for APL. He Surviving are four sons, Jan, Cecil, Pensioner Carlos Castillo, 82. suc­ also sailed as steward and head bar­ Robert and Edward of Andalusia; a cumbed to heart failure in the Kaiser tender on the SS Presiclem Cleveland daughter, Lynelle also of Andalusia and Foundation Hospital. Panorama-Har­ (APL). Seafarer Bode was a veteran of a brother, Theodore. bor City. San Francisco on July 18. the U.S. Army during the Korean War Pensioner Joseph Pfabnl, 91, passed 1979. Brother Castillo joined the serving as a PFC truck driver for the 6th away in the San Francisco USPHS MC&SU in the port of Wilmington. Infantry Div., Hdqs. Co., Schofield Hospital on Jan. 12. Brother Pfahnl Calif, sailing as a pantryman on the SS Barracks. Honolulu, Hawaii. He was a joined the MC&SU in 1937 in the port Angela Petri. He sailed first in 1924. native of Hawaii. Cremation took place of San Francisco sailing as a cook. He Seafarer Castillo sailed for 50 years and in the Oahu Crematory, Honolulu. also sailed during World War 11. during World War H. Born in Peru, he Surviving are his widow, Peggy; two Seafarer Pfahnl was born in Australia, was a resident of Wilmington. Calif. stepdaughters, Karen P. and Susan was a naturalized U.S. citizen and was a Burial was in All Souls Cemetery, Long Ritschel; his parents, Mr. and Mrs. resident of San Francisco. Cremation Beach. Calif. Surviving are his widow. Charlek and Mae Bode of Kaneohe, took place in the Cypress Lawn Catolina: two stepsons. Robert and Oahu. Hawaii: a brother. Howard of Memorial Park Crematory. Colma, John Flores of Wilmington and a Kaneohe and a sister. Mrs. Abigail J. Calif. Surviving are his widow, Mary stepdaughter. Lupe Finbres. of Wil­ Gomard of Honolulu. and two sons, John and Jose. mington: �?. .".'A, V--: ' '• ' 'H' A History of the Seamen's MoveMient, Part II a three watch system for the engine gang, plus a maximum nine hour T was almost 100 years ago that working day in port. It set a more American seamen belonging to liberal schedule for ration^ and a various unions realized the need for minimum of 100 cubic feet of space a strong, single voice to sprak for the per man in the fo'csles. Previously, sailor in the halls of Congress and in each man had been allotted 72 cubic attempts to improve his economic feet, which Furuseth described as situation. Convening in Chicago in "too large for a coffin too small for April ot 1892, representatives from a grave." Also, the law specified that the Pacific and Gulf Coasts and the bunks in fo'csles could.be no more Great Lakes formed the National than two high. Seamen's Union of America, later to The law also decreed that 75 become the International Seamen's percent of the crew must be able to Union. understand commands given in the A constitution was drafted, na­ English language. tional officers were elected, and a Spurred by the sinking of the chief organizer was appointed. Titanic and other marine disasters, Charles Hagen was the first presi­ the act was also concerned with dent; Thomas Elderkin the first more safety at sea: better qualified secretary and James McLaren the seamen, more and better lifeboats first national organizer. and more seaworthy condition of These officers were not just pie ships. cards. They had solid seagoing It brought about historic im­ bacl^rounds, a record of labor provements in the life of the sailor. organizing, and a resounding zeal Por one thing, the law decreed for the sailor's cause. that the sailor no longer could allot A native of Germany, Hagen part of his wages to creditors before sailed for 15 years on windjammers signing on a vessel. This sounded the under many flags. A man of unusual death knell to crimps, shanghaiers energy and imagination, he or­ and shady boarding house keepers ganize the Gulf Coast union of who had preyed on the sailor, taking seamen and firemen and the New a "mortgage" on his wages in Orleans Marine Council, an influen­ exchange for food, lodging, drinks tial group of marine engineers, and clothes. captains, pilots and other maritime And no longer could the seamen be workers...a close parallel to our imprisoned on charges of desertion important Port Councils today! He if he left his ship before the end of a was president of the Gulf Coast contracted voyage. It also prohib­ union. ited. corporal punishment for of­ Secretary Elderkin, a native of fenses aboard ship. England, was also a deep water For these reasons, the ISU hailed sailor who had become aroused over the Seamen's Bill as "the emancipa­ the conditions of seamen after tion proclamation for seamen of the making a voyage on the "hellship" world." Waterloo, notorious for the brutal­ It was union support that fi­ ity of its officers. He shipped on the nanced the years of effort necessary Great Lakes for some years and to arouse Congressional and public helped to organize the Lakes Sea­ support for the seamen's cause and men's Union; also lent his talents to successfully guide the Seamen's Bill organizing the Chicago building on its rocky and often4empesfuous employees. He was president of the course through Congress. Its even­ LSU. tual passage was a tribute to union Organizer McLaren was a Nova organization and to Andrew Furu­ Scotian who joined, the Sailor's seth, who had devoted 20 years to Union of the Pacific in 1887 and the seamen's cause in Washington. served as an officer in various HE National Seamen's Union capacities. According to an article in was set up as a federation of a the Coast Seamen's Journal of number of independent unions, 1893, McLaren was a man of including the Sailor's Union of the "shrewd energy and unswerving Pacific, which was the sparkplug in devotion to the sailors' cause... its organization; the Lake Seamen's feared and respected by all enemies Union, the Atlantic Coast Seamen's of seamen," especially the crimps. Union and the Seamen's and Fire­ Seamen enjoying the comparative men's Union of the Gulf Coast. The luxury of today's ships and the good Atlantic Coast Seamen's Union had been in existence since 1889 but had food and high wages won by Union efforts in the past 50 years will be not been very effective and was in amazed by what seamen of 1915 such poor financial shape that it hailed as the major achievements of could not even afford to send a delegate to the Chicago convention this legislation. Thfe Seamen's Bill provided a two of 1892. It could only afford a "good watch system for the deck force, and luck" telegram. The new federation wasted no time...nor did organizer McLaren. John Bunker is director of the Within a year the dues paying Seafarers Historical Research De­ membership of the "weaksister," the partment. Atlantic Coast Union, was increased by John Bunker I its long-time secretary. He (levoted the better part of a lifetime to fighting the sailor's battles in Washington. F 'URUSETH was elected Presi­ dent of the ISU in 1908 and from that time on was the respected voice of all American seamen, not only in the halls of Congress but in the press and to the hundreds of groups to whom he spoke on behalf of the "sailor's cause.". Over the years several pieces of legislation were passed by Congress on behalf of seamen but it was the Seamen's Bill of 1915 that crowned all such efforts for the sailor and has rightly been called "the Magna Charta of the American seaman." Andrew Furuseth The bill was sponsored for Furu­ from about 400 to over 1,000; seth and the ISU by Sen. Robert M. several branches were reorganized, LaFollette of Wisconsin and was and wages had been boosted by actively supported by Secretary of about $12 a month. By the time of Labor William B. Wilson and a the new federation's second annual number of other Congressmen. convention at New Orleans in 1893, Furuseth labored for it passionately the Atlantic Coast union was and untiringly day and night. considered to be "on a fair way to After a two-year battle in Con­ becoming the largest seamen's union gress, the bill was signed by Presi­ in the world." This prediction was dent Wilson on March 4, 1915. actually realized in World War I. The ISU supported a determined Correction effort to improve the conditions of In the first installment of the Union seamen through Congressional hbtory, SlU Log, June issue, the fourth legislation eliminating abuses which paragraph in the third column should read: had plagued the seamen's lot for in the following year, seamen on steamships formed the Steamship Sailor's Protective generations. This battle was spear­ Association, which merged in 1891 with the headed by Andrew Fiiruseth, Wash­ Coast Seamen's Unipn under the name ington representative of the Sailor's Sailors Union of the Pacific. Union of the Pacific since 1893 and 4 . > -fi. t,'.. ^siwre I would neper come home again till I was a come home in glory." •S' I •tl Mark Twain, "Ufe on the Mississippi" T Yes, you can pass the Coast Guard exam for First Class Pilot! At HLS we'll give you all the help you need to earn your pilot's license. When you leave HLS, you'll go home to a better job and higher pay. .r" (•V»' 6 Course starts October 6 through November 14 Come to HLS • Take the Pilot's Course Well help you go home in glory! eptember 1980 / LOG / 31 r, �d^'Egs-aiBa .. L/'V : Irvin Joseph Gorgas, 55, joined the SIU in 1944 in the port of New York sailing in the deck departmenu Brother Gorgas is a veteran of the U.S. Army during the Korean War. He was born in Chicago, 111. and is a resident of Mandeville, La. Robert Fitzgibbons Grant, 64, joined the SIU in 1947 in the port o£. New York sailing as a chief steward. Brother Grant hit the bricks in both the 1961 Greater N.Y. Harbor beef and the 1962 Robin Line strike. He is a former member of the Amalga­ mated Butchers Union. Seafarer Grant is a wounded veteran of the U.S. Army Infantry in World War 11. Born in Oblong, 111., he is a resident of Houston. Joseph Ernest Hannon, 64, joined the SIU in 1938 in the port of Mobile sailing as a chief steward. Brother Hannon was bom in Mobile and is a resident there. Sanford Kemp, 55, joined the SIU in the pOrt of Savannah, Ga. in 1960 sailing as a chief cooL. Brother Kemp sailed 29 years. He is also a florist. Seafarer Kemp is a veteran of the U.S. I^Iavy in the Korean War. A native of Lyons, Ga., he is a resident of Statesbori), Ga. Jiian Gomez Rios, 65, joined the SIU in 1939 in the port of Philadel­ phia sailing as an oiler and firemanwatertender. Brother Rios sailed 44 years. He was born in Fajardo, P.R. and is a resident there. Warren Conner, 62, joined theSIU in 1938 in the port of Philadelphia sailing as a bosun. Brother Conner was bom in Bath, N.Y. and is a resident of New Orleans. Bjarne Jensen, 65, joined the SIU in 1947 in the port of Baltimore sailing,as a fireman-watertender. Brother Jensen sailed 49 years. He was born in Ostre Aker, Oslo, Norway and is a naturalized U.S. citizen. Seafarer Jensen is a resident of Seattle. Angelo Meglio, 61, joined the SIU in 1940 in the port of New York sailing as a chief electrician and QMED. Brother Meglio was a crane maintenance electrician on the SeaLand and Puerto Rico Marine Shoregangs, Port Elizabeth-, N.J. from 1976 to 1980. He walked the picketline in the 1962 Robin Line strike, and he attended the UnionMEBA School of Marine Engineer­ ing. Brooklyn. N.Y. Seafarer Meglio was elected to the SIL) Quarterly Finance Committee in 1976. In 1972. he upgraded at Piney Point. A native of Brooklyn, he is a resident of Piscataway. N.J. I Dominick M. Ravosa, 68. joined the SIU in 1946 in the port of New York sailing as a chief cook. Brother Ravosa sailed'36 years. Healso wasa ship's delegate and sailed in the H Vietnam War. Born, in Massachu­ setts, he is a resident of Houston. . Walter Beyer, 62, joined the SI U in 1940 in the port of Savannah sailing as a fireman-watertender. Brother Beyer was born in Buffalo, N.Y. and is a resident of New Orleans. PensiaTSrsComer Erik Aleksander Heimila, 64, joined the SIU in the port of New York in 1968 sailing as an AB. Brother Heimila is a veteran of the Finnish Coast Guard before World War 11. He was born in Finland, is a naturalized U.S. citizen and is a resident of RonkonkOma', L.I., N.Y. Harold Mack Gooding, 64, joined "the SIU in the port of Jacksonville in 1970. Brother Gooding sailed 15 years. He is a veteran of the U.S. Army in World War H. Born in Florida, he is a resident of Jackson­ ville. John Edward Adams, 52, joined the SI U in the port of New Orleans in 1954 sailing as a chief steward since " 1964. Brother Adams sailed 32 years. JS He is a former member of the Marine Allied Workers Union. Seafarer ^ Adams was born in New Orleans and is a resident there. • Victor Ludwig Johnson, 65, joined the Union in the port of Detroit in 1960 sailing as an AB and wheelsman for the Reiss and American Steam­ ship Cos. Brother Johnson sailed 31 years. He was born in Michigan and is a resident of River Rapid, Mich. Recertified Bosun Daniel David Backrak, 55, joined the SIU in the port of Baltimore in 1955. Brother Backrak sailed 28 years and during the Vietnam War. He graduated from the Union's Recertified Bosuns Program in 1975. Seafarer Backra*is a veteran of the U.S. Army in World War 11. Born in South Dakota, he is a resident of Reno, Nev. Linwood L. Bowden', 64, retired in :Jurie 1979. Brother Bowden joined . the Union in the port of Norfolk i sailing in the inland field. He is a g resident of Norfolk. Wilbur Elmer Coiitant, 58, joined the SIU in 1943 in the port of Mobile sailing as a bosun. Brother Coutant sailed 44 years. He hit the bricks in the 1961 Greater N.Y. Harbor beef. Seafarer Coutant was born in Hon­ duras, Central America. He is a resident of Corpus Christi, Tex. Pazcly Van Millican,64, joined the SIU in 1943 in the port of Norfolk sailing as a fireman-watertender. Brother Van Millican sailed 47 years. He was also an engine delegate. Seafarer Vaii Millican was on the picketline in the 1961 N.Y. Harbor beef. A native of Leland, N.C., he is a resident of Virginia Beach, Va. James Michael Faust, 68, joined the SIU in the port of New York in 1960 sailing as a chief electrician and QMED. Brother Faust sailed 39 years. He also sailed during the Korean War. Seafarer Faust grad­ uated frpm the Union MEBA Dis­ trict 2 School of Marine Engineering, Brooklyn, N.Y. as a 2nd assistant engineer in 1966. Faust also took LNG training. He is a veteran of the U.S. Air Force. A native of Downington. Pa., he is,a resident of Baltimore. Jesse Garland Hassell, 62, joined the Union in the port of Baltimore in 1958 sailing as a chief engine^ for the Independent Towing Co. from 1963 to 1972, GATCO in 1957 and lOT from 1954 to 1957. He was a former member of the IBL, Districts 50 and 333, Local 1800. Boatman Hassell is a veteran of the U.S. Army during World War II. Born in Elizabeth City, N.C., he. is a resident of Claymont, Del. Joseph George Gorofinkle; 64,' "joined the SIU in the port of New York in 1954 sailing as a cook, waiter and bartender for 28 year^. Brother Gorofinkle sailed aboard the Delta Line. He also upgradcd^at the HLS. Seafarer Gorofinkle was born in Brooklyn, N.Y., he is a resident of New Orleans. Vernon E. Guidley, 65, joined the Union in the port of Norfolk in 1967 .sailing as a chief engineer. Brother _Guidley sailed for McAllister Bro­ thers from 1967 to 1972. He was a member of the Engineers Union, Local No. 9 from 1951 to 1964. He is a veteran of the U.S. Coast Guard in World War H. A native of Cape Hatteras, Buxton, N.C., he is a resident of Chesapeake, Va. Thomas Edgar Frazier, 56, joined the SIU in 1947 in the port of Baltimore sailing as a deck engineer. Brother Frazier sailed 36 years. He attended the MEBA School of Marine Engineering, Brooklyn, N.Y. in 1966. He is a veteran of the D.S. Navy in World War II. Seafarer Frazier was bom in Virginia and is a resident of Elk ton, Va. Manuel Enrique F. Alonso, 65, joined the SIU in 1942 in the port of New York sailing as a bosun. Brother Alonso hit the bricks in the 1961 Greater N.Y. Harbor beef and the 1965 District Council 37 strike. He was born in Puerto Rico and is a resident of Lake Hopatcong, N.J. Herman T. Wilkerson, 60, joined the SIU in 1945,in the port of Mobile sailing as a chief pumpman and LNG QMED. Brother Wilkerson sailed .35 years. He upgraded at the HLS in 1973. 1974 and 1975. Seafarer Wilkerson is a veteran of the U.S. Army in World War II. He was born in Alabama and is a resident of fheodore. Ala. Paul Brantley Powell, 55, joined the Union in the port of Norfolk in 1958 sailjng as a deckhand for the Chesapeake & Ohio Railroad .„(C4i;ORR) from ^^956 to 1980. Brother Powell is a veteran of the U.S. Army in World War II. He was born in North Carolina and is a resident of Hampton, Va. 32 / LOG / September 1980 'i;.. " • •i. .K % •• .i- �; =X$-^V '•••= "'f-' U SlU Rebuffs Misguided Missile in Ship Mag xile searching for anawprttnfUo While answers to the \many problems plaguing the U.S. I maritime industry, an editorial in the \ monthly magazine American jShipper drew sdme misguided fconclusions. He editorial in the magazine's \Jal% 1980 edition titled "A Ship in \Need of Direction," was, itself, in I need of a guiding light. The magazine \claimed that the U.S. maritime I industry would be more competitive if U.S. maritime unions would agree I to reduce manning scales. Not so, said SIU President Frank I Drozak. In a strong, well-docu­ mented reply to American Shipper'^' July editorial, Drozak set the record straight regarding the SIU'sposition I on manning. The arguments contained in Drozak's statement, which appeared on page 2 of American Shipper'^ September issue, were so ironclad that the magazine's editor wasforced to concede: "Frank Drozak'spoint is well taken." Reprinted below is Drozak's "Letter to the Editor" of American Shipper, in its. entirety. Also reI printed is the response to Drozak's letter from the magazine's editor, David A. Howard. "You make a statement in your July 1980 editorial, "A Ship in Need of Direction,' to which 1 must take strong exception. I am referring to your observation that "American maritime labor must become com­ petitive" by "changing manning requirements written into labor u While there may be some isolated instances where a vessel is overmanned, as a general rule, manning levels are not the problem for operators that they once may have been. American labor has been acutely sensitive to the need of our industry to be competitive. Speakmg for our own organization, it ought to be noted for the record that we have been aggressive in working with management to develop manning scales that enable them to compete, consistent with our conearn for crew safety. The growth in our productivity compares Very favorably with that of other American industries. Let me just cite a few specific instances. In 1946, a T-2 tanker could move 390 deadweight tons (dwt) per man. Today a VLCC can carry 9,464 dwt per man, and a ULCC can carry as much as 13,929 dwt per crewman. The 1946 T-2 tanker called for a crew of 41 to move 16,000 dwt. The modem ULCC calls for only 28 men to move 390,000 dwt. This increase in productivity extends to all types of vessels. For example, a 1946 Victory ship required 44 men to haul 10,000 tons of cargo. Today's containerships need only 38 crewmen to move 27,000 tons. A 1946 tug used 24 men to move 5,000 dwt; a modern towboat can move 45,000 dwt with nine crewmen. That there are limits to which crew size can be reduced is universally acknowledged by the industry. Here is what an objective source, the British publication Fairplay International Shipping Weekly, said of this matter earlier this year: On the vexed subject of crew reduction, dare we suggest that there is probably little room for further, reduction... . Sooner or later we have to consider the social problems of having a dozen men in a gigantic empty ship, rather like lighthouse keepers, and also the relative costs of maintenance ashore and afloat could itself halt the trend. Sooner or later there is going to be a casualty where the cause will be ascribed to undermanning; and insurance interests. we can as­ sume, will not be silent over such issues. Even if safety were not an issue, even if crew sizes could be cut in half, the problems of the American merchant marine would not be solved. There is a whole range of reasons why the U.S. fleet is in trouble, including one very large one that your editorial overlooks: the world of international shipping is not a free marketplace. So long as . the U.S. clings to the myth that it is. we are going to be in trouble. In any event, I want the record to be clear that our organization has been fully aware of the need of the American operator to be competitive in the world marketplace and we act accordingly.' Train Relief Crews for S.S. Oceanic Independence Relief crews for the Oceanic Independence are being trained at the Seafarers Harry Lundeberg School in Piney Point to insure the continued high quality of seamanship and service aboard this American-flag cruise ship sailing in the islands of Hawaii. The first of the relief crews j completed their training late last month, and another group of cooks and waiters is scheduled to arrive in Piney Point to begin training Sept. 8. HLSS Vice President Frank Mongelli says "Aloha!" as the first of the relief crews for the Oceanic Independence arrive at HLSS for training. •aMdin ReMtllr Gmt UkB JULY I-31,1980 •TOTAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C **REGISTEREDON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Algonac(Hdqs.) 72 27 76 82 4 56 16 1 31 20 12 ENGINE DEPARTMENT Algonacfhdqs.) 30 43 19 • 35 STEWARD DEPARTMENT Aigonac (Hdqs.) 21 11 37 0 3: ENTRY DEPARTMENT Algonac(Hdqs.).......... 40 98 16 0 0 0 46 74 40 Totals All Departments 153 153 22 140 154 5 Registered" means the number of men who actually registered for shipping at the port last month. "Registered on the Beach" means the total number of men registered at the port at the end of last month. 136 112 58 Following is a reply to Drozak's letter from David A. Howard, editor of Xht Am^ican Shipper. ' Frank Drozak's point is well taken. In private discussions, I have often expressed the wish that other maritime unions were as cooperative as the SIU in the effort to maintain a helathy, competitive American merchant marine. I share the belief of many leaders that collapse of the Omnibus Maritime Reform Bill in Congress might have been prevented if Drozak's predecessor, Paul Hall, had been in good health and able to keep the labor unions united with management in trying to get new legislation passed for the benefit of all. - Drozak is an able successor to Paul Hall as leader of the AFL-CIO Maritime Trades Council and presi­ dent of the SIU. It is unfortunate that Hall's terminal illness and the change in leadership had to come at such a crucial time for the industry. The shipyard boilermaker union led the fight against the omnibus bill and made it politically impossible to heal fhe wounds this year. This should have been obvious to regular readers of ''American Shipper" during the past six months. David A. Howard, editor American Shipper USr Atlantic Crew Gives $300 to Cancer Fund For Paul Hall • - '• 'fr. ' • ) • (V Overseas Alaska, Cove Navigator Crews Give $300 to Cancer Fund in Memory of Paul Hall The crews of the Overseas Alaska and the Cove Navigator donated a total of $300 to the Cancer Fund in memory of our late president Paul Hall. The Overseas Alaska crew do­ nated $180 to the American Cancer Society, Brooklyn Unit. Along with the donation the crew sent a letter to Headquarters, saying: "We of the ST Overseas Alaska wish to send our condolences to the Hall family upon their great loss and the loss of our leader, Mr. Paul Hall." The crew of the Cove Navigator donated $120 to the CanceL Re­ search Fund at the Methodist Hospital in Houston in honor of Paul Hall. :-Vv • ;V ••/A The crew of the UST Atlantic has donated $300 in memory of our late President Paul Half to the American Cancer Society, New York Division. Ship's chairman Don Fleming put a note of condolence to Brother Hall's family along with the crew's donation. Similar donations have come from many SIU ships as well as individuals in memory of Paul Hall. September 1980 / LOG / 33 A'-" 'At : :.Mf • ."fi i,. f , (.• ,• • } ., ) �M li^v • ' .©D^©©ft(Q)ffiDyiMp©'» lU: :^ I f • --i-' ' 1-1' • v:M:l'-i t -.y CAGUAS (Puerto Rico Marine), July 20—Chairman, Recertified Bosun C. L. Gonzalez; Secretary C. Jones; Engine Delegate Benjamin Davis. $95 in ship's fund. No disputed OT. Chairman thanked all those men who helped by donating money for a condolence cable when news of Paul Hall's passing was received. Reported that everyone felt deep regret over the death of Paul Hall. Also, we would like to send a con­ dolence note of sympathy to Paul Hall's ' wife. -^My D6ar Rose: Please accept our sincere syifipathy, for you in your sorrow.. Fondly, Chairman and crew of the SS Caguas." The Log was received and passed around for; all to read. I BROOKLYN (Bay Tankers), June 29—Chairman F. Schwarz; Secretary T. Bolton; Educational Director E. Wash­ ington; Deck Delegate Stanley F. Williams. $24 ii^hip's fund. No disputed OT. Chai™an reported that the flag was lowered to half mast for Paul Hall. The entire crew sends its condolences. Educational Director reminded the cr^w that Piney Point is open to all departments and that there are application forins on board. Upgradirtg yourself means money in your pocket. Observed one minute of silence in memory of our departed brothers. Next stop the Persian Gulf. SEA-LAND PACER (Sea-Land Service), June 29—Chairman, Recerti­ fied Bosun Ward M. Wallace, Secretary D. Chafin; Educational Director J.T. McParland; Engine Delegate Charles Pick en. No disputed OT. $10 in ship's fund. Chairman reported that a week ago "we lost one of the greatest men in the labor movement by the death of Brother and President Paul Hall. We of the SIU will miss his leadership very much. I also will miss him as a personal friend of many years." Report to Log; "A special minute of silence was stood for Brother and President Paul Hall." BANNER (Interocean Mgt.), June 29—Chairman L. C. Rich; Secretary Frank Nigro; Educational Director W. Beatty; Engine Delegate Daniel Breaux. $71 in ship's fundi No disputed OT. Chairman reported the bad news of our President Paul Hall passing away. When report was received, deepest regrets were sent to headquarters. Educational Director reported that safety during a spill very important and while we were in Guatanamo Bay, Cuba a line ashore broke and the general alarm was not sounded. Sortie men never knew we had an emergency. MONTIGELLO VICTORY (Victory Fortunately all went well but in the Carriers), June 26—Chairman F. J. future the general alarm should be Smith; Secretary J. Higgins; Educa­ sounded so as to let everyone be ,, tional Director J. Spell; Steward prepared for the worst and for the safety Delegate Rayfield Crawford. $27.39 in of all. One minute of silence was held in ship's fund. Some disputed OT in engine memory of our departed brothers and and steward departments. Chairman an extra minute in memory of our ^ reported that flowers were sent to our departed President Paul Hall. beloved leader Paul Hall who passed JOHN TYLER (Waterman Steam­ away on June 22. A special vote of thanks was extended by the crew to the ship), Chairman O. Pitfield; Secretary Raynor. No disputed OT. Chairman steward department; to the steward for reported on the passing of Paul Hall and his menus, the cooks for the preparation and the messman for the service, a message was sent to family. He will be missed by all. Observed an extra minute especially with ten dxtra men aboard of silence in his memory. cleaning tanks. ' Santa Isabel Committee Recertified Bosun Peter Sernyk (sitting right) ship's chairman of the SS Santa Isabel (Delta Line) leads the Ship's Committee at a payoff on Aug. 7 at Port Newark, N.J. They are (sitting left) Chief Steward E.D. Sims, secretary-reporter and (standing I. to r.) Engine Delegate Richard Smallwood and AB Tony Ferrara, deck delegate. 34 / LOG / September 1980 OVERSEAS ALICE (Maritime Overseas), June 29—Chairman, Recer­ tified Bosun William E. Reeves; Secre­ tary A. Salem; Educational Director George Kugler; Deck Delegate Norman R. Wright; Engine Delegate Heriberto Miranda; Steward Delegate Linton Taylor. $102.25 in ship's fund. No disputed OT. Chairrnan reported that the flag was flown at half mast in respect to SIU President Paul Hall. We lost a great leader. All stood up in silent prayer for' our departed President. Noted that all seafarers should go to Piney Point to get their lifeboatman endorsement because priority is given to seamen who possess lifeboatmen en­ dorsements from the Coast Guard. A vote of thanks to the steward depart­ ment for a Job well done. Observed one minute of silence in memory of our departed brothers. Next port Freeport, Texas. MASSACHUSETTS (Interocean Mgt.), June 29—Chairman, Recertified Bosun William L. Tillman; Secretary W. Smith; Educational Director A1 Tatum; Deck Delegate Joseph McDougall. $13 in ship's fund. NodisputedOT. Chairman sent a wire to headquarters with a sympathy message for the family of our late President Paul Hall, from the officers and the crew. A vote of thanks to the steward department for a Job well done. Next port San Francisco. SEA-LAND ANCHORAGE (SeaLand Service), June 23—Chairman, Recertified Bosun L. E.-Joseph; Secre­ tary C. Veazie. Some disputed OT in deck department. The Captain in­ formed the crew of the passing of President Paul Hall. The crew of the SS Anchorage would like to extend to Brother Paul Hall's family and friends their most warm hearted condolences. We will now stand a special minute of silence for our dear departed Brother Paul Hall, president of our Union. Report to Log: "A special minute of silence was stood by the eritire crew of the SS Anchorage in respect for Paul Hall a true friend of the American Seaman." Next port Elizabeth. COVE ENGINEER (Cove Ship­ ping), June 29—Chairman, Recertified BosUn W. J. Bobalek; Secretary T. J. Smith; Educational Director M. Wil­ liams; Deck Delegate L. S. Gumm; Engine Delegate E. Marinage; Steward Delegate D. E. Emory. NodisputedOT. A telegram was sent to Paul Hall's family offering condolences for their loss. Observed one minute of silence in memory of our departed brothers and our President Paul Hall. SEA-LAND ADVENTURER (SeaLand Service), June 29—Chairman, Recertified Bosun J. San Filippo; Secretary L. Lamphere. $8.42 in ship's fund. No disputed OT. Chairman reported that the flag was flown at half mast in memory of our President Paul Hall. A condolence telegram was sent to the family. A vote of thanks to the steward department for a Job well done. Next port Elizabeth. SEA-LAND DEFENDER (SeaLand Service)—Chairman, Recertified Bosun John Carey; Secretary D. L. Thompson; Educational Director George Roy. $115 in movie fund. No disputed OT. The telegram advising of the death of Paul Hall was read and a telegram of condolence was sent to Mrs. Hall. Observed one extra minute of silence in his memory. > •. SEA-LAND CONSUMER (SeaLand Service), June, 29—Chairman Fred Rivera; Secretary Leon Webb; Educational Director D. J. Rowe; Deck Delegate Charles Spence; Engine Delegate Bennie Drumgoole; Steward Delegate E. Hawkins. No disputed OT. Chairman gave a report on President Paul Hall's death and how he will be missed. A vote of thanks to the crew for their fine cooperation. , DEL VALLE (Delta Steamship), June 29—Chairman Robert G. Lawson; Educational Director Edward Bliss; Deck Delegate Cesar Guiterrea; Engine Delegate Charles Johnson; Steward Delegate Claude Hollings Jr. Some disputed OT in engine department. Chairman reported on the passing of Paul Hall. All paused an extra minute for our late President Paul Hall when the meeting adjourned. The steward department sends their deepest sym­ pathy for our late President Paul Hall. He crammed every bit of his life into our merchant niarine. We flew our flag at half mast for twenty four hours to sho\y our respect for Paul Hall. Next port New Orleans. OGDEN TRAVELER (Ogden Maripe), June 29—Chairman S. L. Coker; Secretary A. W. Hutchereon; Educa­ tional Director J.E. Tyson; Engine Delegate Ray Daniels. $85 in ship's fund. Some disputed OT in deck department. Chairman reported on the death of President Paul Hall and noted that Brother Frank Drozak will be President until the election in Novem­ ber. All offered their condolences to Paul Hall's family. A vote of thanks to the steward department for a Job well done. Observed one minute of silence in memory of our departed brothers. PHILADELPHIA (Sea-Land Ser­ vice), June 29^Chairman, Recertified Bosun. William O'Connor; Secretary PauL Lopez; Educational Director Kasimirs Abarons; Deck Delegate "Basil Stolen; Enginie Delegate Ken Troutt; Steward Delegate JeffeVson Buchana. No disputed OT. $72 in ship's fund. Chairman reported that our President Paul Hall died Sunday, June 22, at 2:00 PM. Condolences were extended to his family. Extended a vote of confidence to Brother Frank Drozak. Observed one extra minute of silence in honor of our recent departed President, Paul Hall. Next port Anchorage. COVE EXPLORER (Cove Ship­ ping), June 29—Chairman J. Bermudez; Secretary C. Miles; Educational Direc­ tor D. E. Guajardo; Deck Delegate JoJin Chestnut; Engine Delegate J. Collins. No disputed OT. Chairman reported the following: "Visions of things to be done will come a lot sooner than the way of doing them becomes clear, but don't distrust the vision. Thank God, Paul Hall never distrusted the vision. We have a great Union, now let's get behind Brother Drozak and make it greater. Flag was flown at half staff in memory of our late President." A vote of thanks to everyone connected with the around-the-clock butterworthing and tank cleaning operations. A vote of thanks to the steward department for a Job well done particularly the hot mid­ night lunches. Observed one minute of silence in memory of our departed brothers. An additional minute of silence was observed in memory of President and Brother Paul Hall. Next port Tampa. �"-a-'- SEA-LAND LEADER (Sea-Land Service), July 13—Chairman, Recerti­ fied Bosun J. Puglisi; Secretarty T. Maley; Educational Director C. J. Gallagher; Steward Delegate James Jackson; Deck Delegate Patrick Wil­ kinson. $101 in ship's fund. Some disputed OT in deck, engine and steward department. Chairman com­ mented briefly on the cooperation of the crew in the smooth running of the ship as a fine tribute to the memory and remarkable efforts of the late Paul Hall to improve the United States Merchant Marine. Secretary reminded all crewmembers that forms for application to the Harry Lundeberg School for upgrading are on board and available. Also change of address and benefit forms. A vote of thanks to the steward department for a job well done. Unanimous vote of thanks and confi­ dence in President Frank Drozak for his leadership in difficult time now and in the years ahead. PUERTO RICO (Puerto Rico Marine), July II—Chairman, Recerti­ fied Bosun P. Goethe; Secretary A. Ridgeway; Educational Director J. Barry. $23.35' in ship's fund. No disputed OT. Chairman advised the members of several bills that are now in Congress that will benefit seamen. Requested that everyone study these bills and let your senator or congress­ man know about them and how you feel. A vote of thanks to the steward department. POTOMAC (Ogden Marine), July 20—Chairman R. Gibbons; Secretary C. Gibson; Educational Director Har­ vey N. Foster; Steward Delegate Clarence Lacey. No disputed OT. Brother Don Wursh spoke on the importance of SPAD and said: "I would like to encourage each and everyone of you to not only donate to SPAD but to learn more politics and our form of government." A vote of thanks to the chief steward. DEL ORO (Delta Steamship), July 6—Chairman R. Garcia; Secretary William Hawkins; Steward Delegate Kenneth Wyatt. No disputed OT. Educational Director spoke on the benefits of upgrading at Piney Point. Chairman extended a word of gratitude from one and all for Paul Hall and all that he did and accomplished for not only the SI U but for the whole maritime industry. A vote of thanks and a vote of confidence in the new leadership. A vote of thanks to the first assistant and steward for showing movies and making popcorn. Observed one minute of silence in memory of our departed brothers, especially for Paul Hall. POINT SUSAN (Point. Shipping), July 20—Chairman C. Dockrey; Secre­ tary L. Gadson; Deck Delegate W. Sorenson. $2 in ship's fund. No disputed OT. Chairman encouraged all members who qualify to upgrade at Piney Point. You can then qualify in more fields and have a better opportunity to get jobs and make more money. All communications received were read and posted. The Log was received in Israel. A vote of thanks from the crew to the steward depart­ ment for a job well done. Next port Savannah. SEA-LAND PATRIOT (Sea-Land Service), July 13—Chairman, Recerti­ fied Bosun James J. Boland; Secretary H. Strauss; Educational Director W. H. Walton. No disputed OT. Everyone saddened by the telegram that was received informing us of Paul Hall's death. A moment of silence in memory of our great President Paul Hall. A vote of thanks to the steward department for a job well done. Next port Long Beach. TRANSCOLUMBIA (Hudson Wa­ terways), July 20—Chairman, Recerti­ fied Bosun Glenn Stanford; Secretary Floyd Mitchell Jr.; Educational Direc­ tor Rubert Villagran; Deck Delegate Charles H. Kahl; Engine Delegate H. R. Mullett; Steward Delegate Louie E. Hudson. No disputed OT. The only communication that was received on this voyage was the notification of the death of President Paul Hall. A moment of silence was held in his memory. The membership hopes that the Union will continue to progress under the new leadership as it has done in the past under the leadership of Paul Hall. A vote of thanks to the steward depart­ ment for a job well done. Next port Norfolk. BAVAMON (Puerto Rico Marine), July 17—Chairman, Recertified Bosun OGDEN CHAMPION (Ogden Dimas Mendoza; Secretary J. R. Colls; Marine), July 20—Chairman, Recerti­ Educational Director R. Ulatowski; fied Bosun John Little; Secretary B. Deck Delegate Charles Maynard; En­ Guarino; Educational Director H. G. gine Delegate Rafael Garcia; Steward Sanford; Deck Delegate George B. Delegate Armando Frissosa. $2.50 in McCurley; Engine Delegate F. Jones; ship's fund. No disputed OT. Everyone Steward Delegate H. McBride. No stood one minute of silence in memory disputed OT. All communications MOUNT WASHINGTON (Victory of our President Paul Hall a great man received were read and posted. Chair­ . and a great leader. Want to wish Brother, Carriers), July 7—Chairman, Recerti­ man reported that the ship will pay off Frank Drozak good luck while taking fied Bosun J. D. Moore; Secretary M. P. this trip in Bayfown. Every member who care of our Union as he has been doing Cox; Educational Director E. Blanqualifies should take advantage of the since our late President got sick. A vote chard. Some disputed OT in deck upgrading school at Piney Point. of thanks to the steward department. department. Chairman gave a vote of Discussed the importance of donating Next port San Juan. thanks and one minute of silence in to SPAD. $200 in movie fund. honor of Paul Hall for all the things he OGDEN WILLAMETTE (Ogden OVERSEAS NATALIE (Maritime did for the benefit of seamen and the Marine), July 29—Chairman, Recerti­ Overseas), July 3—Chairman Fred S. labor movement in general. As a man fied Bosun Arthur Campbell; Secretary Sellman; Secretary David Bronstein; and labor leader, he will be missed by George Luke; Educational Director Educational Director Jessie King. $212 all. Next port Baton Rouge. Joel Spell; Deck Delegate John,Donald­ in ship's fund. Some disputed OT in son; Steward Dejegate Willie E. Smith. SEA-LAND MARKET (Sea-Land deck department. Chairman advised No disputed OT. Chairman reported Service), July 27—Chairman, Recerti­ that a message was received about the that no launch service was available fied Bosun William Kleimola; Engine death of our President Paul Hall. this far out in Panama. The crew was Delegate Dan DiMarco. No disputed cautioned about smoking on deck and Everyone was sorry to hear of his OT. Chairman reported that the crew of being considerate of those sleeping. A passing as we will all feel a great loss. He the Market was saddened to hear of the did so much for our Union. The ship's vote of thanks to the steward depart­ Io.ss of our President Paul Hall and wish ment. Observed one minute of silence in flag was put at half mast and prayers the best of luck to our new leader, Frank were said in respect for our leader. memory of our departed brothers. Drozak. Observed one minute of silence Secretary reported that we got a new HOUSTON (Sea-Land Service). July in memory of our departed brothers. man from Piney Point, Benny Herring18—Chairman, Recertified Bosun ton, serving as crew messman. He is Manuel Sanchez; Secretary Humberto OGDEN YUKON (Ogden Marine), Ortiz; Deck Delegate Ernesto Erazo; June 15 —Chairman R. Pukham; Secre- doing a very good job. A vote of thanks to steward department for a j^^well Steward Delegate Pedro Laboy. No 'nry R. Singleton; Steward Delegate done. Next port Baton Rouge. disputed OT. Chairman suggests that Chester Mo.ss. $8 in ship's fund. No those who qualify fill out their applicatlisputed OT. Chairman held a discusZAPATA ROVER (Zapata Tank­ ' tidn on time to upgrade. Secretary gave ers), June 29 Chairman K. Koutouras. , sion on upgrading at Piney Point. The a discussion on the importance of No disputed OT. Chairman spoke on was received and a maritime donating to SPAD. It is helpful to our the loss that will be felt by all with the newsletter was included which everyone representatives in Washington to get passing of Paul Hall. A vote of thanks to read. A vote of thanks to the Company more jobs and more security. A vote of the steward' department for a job well fi'r installing a VP 211.0 Video Cassette thanks to the steward department for a done. The new LOK was received on ''hiyer. A vote of thanks to the steward job well done. 'lepartment. Next port San Francisco. June 18. . NEWARK (Sea-Land Service), July 27—Chairman, Recertified Bosun D. Manning; Secretary E. Heniken; Educa­ tional Director H. Lane. Chairman noted the importance of donating to SPAD. Advised crewmembers that USPHS has a new toll free number to call from any place, it is 800-231-1447. Secretary has forms for all those who wish to go to Piney Point to upgrade. If you are qualified it is to your advantage. A vote of thanks to the steward department for a job well done. ! TAURUS (Energy Trans. Corp.), July 13—Chairman, Recertified Bosun R. Schwarz; Secretary J. Speller; Educational Director D. Terry. No disputed OT. Chairman held a discus­ sion on the importance of donating to SPAD and how it works for the interest of the maritime workers and us as seamen. A vote of thanks to the steward department and all the extra work put into the pool party. FLORA (Hawaiian Eugenia Corp.), July 13—Chairman, Recertified Bosun Wm. Robinson. Some disputed OT in deck and steward departments. Chair­ man had a talk on the passing of Paul Hall and of some of the many great things he did for this Union and how we now number among the best of Unions because of him. Observed one minute of silence in his memory. •I Official ship's minutes were also received from the following vessels. The minutes from each ship listed below noted with regret the passing of Paul Hall and expressed sympathy to his family. The limits of space did not permit all to be printed but all for sure were read. Columbia Point Julie Aquadilla Poet Cove Sailor UST Pacific Lionheart del Rio Santa Cruz Penny Jeff Davis Delta Sud Cove Spirit Santa Adela Zapata Patriot Walter Rice Del Mundo Jacksonville Arecibo Achilles Stuyvesant Inger Santa Elena Del Campo Brooks Range Rose City Ogden Wabash Carolina Thomas Nelson Council Grove LNG Aquarius Santa Barbara Borinquen Santa Lucia Tampa Santa Clara Cove Leader Pisces Delta Norte Portland Cantigny | Sea-Land Galloway Overseas Washington Overseas Harriette Ogden Leader Manhattan Sea—Land Finance . Sea-Land Trade Tamara Guilden Mayaguez American Heritage Golden Monarch Ogden Challenger Sea-Land Pioneer Baltimore Santa Mercedes Sea-Land Liberator Golden Endeavor Westward Venture Del Viento Sea-Land Economy Zapata Ranger Mount Washington Transcolorado Sea-Land Explorer Sea-Land Exchange Council Grove Ultra Sea Sea-Land McLean Stonewall Jackson Robert E. Lee LNG Virgo Overseas Vivian Overseas Alaska Overseas Ulla LNG Gemini Sea-Land Producer Overseas Joyce Capricorn Sea-Land Commerce Ogden Charger UST Atlantic September 1980 / LOG / 35 . .1. -U. ^ '" V -. .• 1 ' '1 -I- .•f I { 'I • * . •P' "if;.. • ; i: 1 • s- 1 < ' 'i • i!'. • ..,.i1 P 't -f • ' ,' ' 1, �iff' • -••• .I'r V3SS • 'V Vi3f' ipl.: Illf fj', • ••'' >' t -: • jifv •-I •« • 4 J. H Mark Thaddeus Clark Seafarer Mark Thaddeu» Clark, 23, grad­ uated as a trainee from the HLS in 1978. In 1979, he up­ graded to AB there as well as taking LNG. Brother Clark has ridden the LJVGs Leo and Aries (Energy Transport). He holds the CPR, firefighting and lifeboat endorsements. Clark studied Business Administration for three years at the Brookdale CC Junior College. A native of Brooklyn, N.Y., he lives there ahd ships out of the port of New York. 4 iT .V3 V: • 1 •; 'i V ' i . j I. $ •? 8. ' i ; V. • 1 •faii ^\ ' : •f ' ; a' • •i. /' ..'' 1 James Edward Harris Seafarer James Edward Harris, 22, is a 1978 graduate of Piney Point. He upgraded there the same year to 3rd cook. Brother Harris has sailed as an assistant cook on the LNGs Aries. Aquarius and Libra (Energy Transport). He has earned the CPR, firefighting and lifeboat tickets. Harris was born in the port of Mo­ bile where he lives and ships out from. ^ ;• .a - j li1- i ' •, • . '.i' 1 -r' V' r• ?i' i t 1 • ^l'. * '** . Robert Kent Seratt Seafarer Robert Kent Seratt, 26, grad­ uated from the HLS in 1975. He upgraded to AB there in LI978. Brother Seratt rode the C5 Long Lines in 1976. He is a former member of the Laborers Union, local 333. His rancher grandfather is Seafarer John Castelberry. Seratt has the firefighting, lifeboat and CPR tickets. When not sailing, he attends the University of Montana in Missoula as a junior studying Spanish. He also hunts and rides horses and cars. A native of Hemet, Calif., he lives in Trout Creek, Mont, and ships from most ports. H! •;: 'iJ: ^ -lil 36 / LOG / September 1980 /ft:: James Chester Allen Seafarer James Chester Allen, 22, grad­ uated from the Harry Lundeberg School (HLS) Piney Point, Md. En­ try Trainee Pro­ gram in 1978. Last year he upgraded to firemanwatertender (PCWT) there. Brother Alfen earned his firefighting, lifeboat and cardio-pulmonary resuscitation (CPR) tickets. He is also an auto mechanic. His father is Seafarer Chester Allen. Born in Anderson, N.C., he lives in and ships out of the port of Baltimore. Michael Patrick Donlon Seafarer Michael Patrick Donlon, 25, sails in the engine department as a FOWT, a rating he got with Reef­ er Engineer and Pumpman in 1978. He gradu­ ated from the H LS Trainee Program in 1977. Brother Donlon also attended the SlU Automation Program. He has ridden the LNG Capricorn (Energy Transport) and sailed inland oUt of the port of St. Louis as a deckhand on the tug Tow V. McArdle. Donlon served three years with the Junior Reserve Officers Training Corps (ROTC) and is a former member of the Retail Meatcutters Union in 1972. He was an apprentice carpenter and is an amateur fisherman. His cousin is Seafarer Jim Van Blarcorn. He has the CPR, lifeboat and firefighting tickets. He lives and ships out of the port of New York. Frederick Reyes Jr. Seafarer Frederick Reyes Jr., 27, gradu­ ated from Piney Point in 1973. He received his fireman and oiler endorse­ ments there in 1974. In 1976, he got his LNG ticket and in 1977 he upgraded to QMED. Brother Reyes since 1978 has been riding the LNGs Virgo and Gemini (Energy Trans­ port). Reyes holds the CPR, lifeboat and firefighting endorsements. He hopes to sit for his license next year. Newly married, his wife's name is Lydia. He's the third generation of seamen in his family, all members of the SlU. His grandfather, a charter member of the Union, was sailing in 1921. His father is Seafarer Frederick Reyes Sr. and his uncles. Seafarers Francisco Morciglio and Carnelo Reyes. Born in the Bronx. N.Y.C., he lives and ships out of the port of New York. Vincente Penzort Guzman Seafarer Vincente Pen­ zort Guzman, 48, started sail­ ing with the SIU in 1969 out of the port of New York as an AB. He now sails as a 3rd cook. Brother Guzman has the firefight­ ing, lifeboat and CPR endorse­ ments. Guzman was born in Puerto Rico, lives and ships out of the port of New York. Jonathan Ordway Haight Seafarer Jo h n at ha n "Jock" Ordway Haight, 29, grad­ uated third in a class of 105, from the HLS Entry Program in 1972. He upgraded to QMED there last year and got his LNG training too. Brother Haight holds the firefighting, lifeboat and CPR endorsements. He was born in Princeton, N.J., lives in Key West, Fla. and ships out of all ports. •B«E£UiK:,: Daniel Arthur Kayser Seafarer Daniel Arthur Kayser, 21, grad­ uated from the HLS in 1978. He upgraded to AB there the same year and has his LNG training as well. Brother Kayser also rode the LNG Aquarius (Energy Transport). He holds the firefighting, lifeboat and CPR tickets. Kayser's older brother is a Seafarer, too. He was born in Burlington, Wise., lives in Loveland, Colo, and ships out of the port of Houston. Thomas James Kilbride Thomas James Kilbride, 32, is a 1969 graduate of the HLS. He sails as an AB. Brother Kilbride holds the CPR, lifeboat and fire­ fighting tickets. A native of .Brooklyn, N.Y., he lives in Jersey City, N.J. and ships out of the port of New York. TOP MAN... HE EARNS TOP DOLLAR He's Chief Pumpman You can be top man, too. 9 Take the Pumproom Maintenance and Operations Course at HLS. It's your ticket to the top. Course starts November 10 To sign up, contact: through December 19 Harry Lundebcrg School Vocational Education Department Piney Point, Maryland 20674 Phone: (301) 994-0010 S ' -t \ �. : - FRANKFORT The The carferry City of Milwaukee (Ann Arbor) has been laid up indefinitely. But on the afternoon of Aug. 13, the Arthur K. Atkinson steamed into Frankfort under her own power for the first time in seven years. The AKA left th� shipyard in Chicago "that morning, picked up freight in Manitowc and then headed to Frankfort to fill out her crew. Under the contract's seniority system, SIU crewmen off the City of Milwaukee ge.t first crack auhe AKA jobs. A party· is being· planned to celebrate the return of the AKA but celebration planners are proceeding with caution. They want to make sure the AKA is really back before any corks get popped. Lakes· I Picture MANITOWC ALGONAC The Medusa Challenger's (Cement Transit Co.) ten-ton propeller was raised by a research vessel last month. The Challenger lost the propeller a few months back.off Sheboygan, Wisc. After recovering it from 130 feet of water, the propeller was"towed to Manitowc, Wisc. �J HE SLU did it again! For the second year in a row, an SIU-crewed tug captured the first-place trophy in the annual tugboat race held as part of. the Qetrolt-Windsor Freedom Festival, The year's champion, the 164-foot Mary E. Hannah (Hannah Marine Co.) is the sister-boat of the 1979 tugboat victor, the Jam es A · Hannah. •. As of Sept. 'a, Cleveland's USPHS clinic will be operating out of ne · � quarters. Th� new clinic will be located at 1313 Superior Ave., Cleveland, 00hio 44114. Cleveland Patrolman Carl Peth said the reason for the move was to "upgrade and expand the USPHS facilities in this port to better service the needs of Seafarers." . The five-man SIU ere� aboard the Mary E. Hannah and the four licensed crewmen scored an easy wir:i over the freld ,.of 22 competitors, coasting to a 12-length victory on tbe three-mile course. About eight of the 22 boats entered in the event, which is jointly sponsored by the cities of Detroit and Windsor, CJnt., as part of a July 4th weekend celebration, were. SIU-contracted tugs. Another nine were Canadianc-entries. Many �f t:he remaining competitors were privately-owned hoa�s, welcome in this race which is open to all game challengers. Hundreds of spectators turned out,to witness the competition with more invited to view the action first-hand aboard the vying vessels. About 40 guests, friends and family of the Mary E. Hannah!s crew, as weU..-as'company officfals cheered their favorite on to a first-place :finish CLEVELANli> -· · _ . . CHICAGO ·· " ST. LAWRENCE SEAWAY · Scott Haines, Thomas Diroff/ James Sayward and Howard Priester and cook Bert Gass. * * * v�$;,;:Were laid .up lasf la,kes ·two· month. American Steamship's St. :ctair we n t to th e 'sh'ipyard in .S�urgeon Bay. The C onsum ers Power (Erie Sand Steamship) ·was laid u_p at_ Erie,.Pa. ��t���.���Qt\tQ,(;t��.Gte�t · · * * * -�,·�,·�l:.�p� of U.S. flag Great Lakes vessels continue to escalate. Right now, a�o�e-:quarter of that fleet is idle and about 8,000 seamen longshoremtfo aT<e out of work as a result. and Hardest hit has been the port of Detroit which has seen a 43 percent drop in total tonnage so far this year. The decline in the demand for steel by theU.S.auto makers, key to the shipping slump has also taken a toll on Great.Lakes-area miners. Many fron ore O:iines and taconite pelletizing operations in Michigan, Minnesota and Quebec have either shut down or have sharply curtailed production. · .. · . . < * * * I . It took 200 firemen, 25 pieces of.equipment a-hd two fireboats to contain the blaze at Chicago's Rail-to-Water Transfer Co. grain elevator on the Calumet River early tnis month. Four firemen were hospitalized and damage was extensive at the elevator where the fire raged for about 10 hours. Fire Dept. spokesmen blamed spontaneous combustion in one of the conveyor sheds. Many of the SIU­ contracted vessels in this port are involved in the grain trade. ' · Happiest of ·;:ill about the outcome of the race .·was the tug's SIU crew. Giving th e thurnbs".'up sign at the ribbon were:·d�ckhands · Against the strongprote�s of the SIU and other G�eat Lakes unions the Upper Peninsula Shipbuilding Co. of Ontonagon, Mich., set up for business in June. This shipyard will be turning out equipment for a tug•barge system to transpo_rt railroad cars across Lake Michigan. Plans are to eventually phase-out other Lake Michigan carferries. The Union has vigorously protested the- misguided tug-barge combo· p lan on several counts. 1) Studies have shown that a _tug..: barge unit is badly suited to Great Lakes weather conditions, ' especiaily in late fall and winter; 2) the tug-barges are not equipped to carry autos and passengers as are the carferries; 3) even thou-g h the new shipyard will create jobs for Michigan's economically depressed ·upper peninsula, the employment boom will be temporary. In addition� the crews required by the tug-barge operation will be smaller than those on the carferries so there will be an overall decline in employment once the carferries begin rtiiilning in 1983.. The state of Michigan has pumped a lot of money into the tug­ barge project and the Federal Economic Development Administra­ tion recently .extended a $2.3 million_,loan for the shipyard. � g . The dog days ofsummef'may.seem like a tran e time to talk about closing the St. Lawrence Seaway for the winter but·U .S. and Canadian Seaway authorities like to get the word out early. Seaway. closing procedu'res for this yea-rare essentially the same as last year: inbound vessels must report at Cap St. ,Michel by Dec. 15 arid outbound.tl'affic. at Cape Vincent, N.Y., by the same date. Vessels wm be allowed to •.. transit the waterway b�tween bee. 16' and 19 but- wi.11 have to pay a , $20,000 penalty for each late day. The one change from last year's closing rules is that v�ssels will be allowed through the Seaway's Montre�l-Lake Ontario s_ectian after Dec. 19 only w1th a note signed by both U.S. ana� Canadian / authorities. · _ _ CLEAN WATERS A report prepared by the Library of Congress said poisonous chemicals have polluted the Great Lakes as well as many historic ·rivers, waterways and drinking sources. ''The Great Lakes," said the report, "are cont<lfllinated by a va riety of toxic and hazardous substances which have dealt a se . vere blow to commercial and sportfishing industries there. Groundwaters on which millio_ns depend for drinking water," the study added "are contaminated:" The study marked the· first time the Federal Government has cataloged the extent of toxic chemical damage to lJ.S. waterways. It was commissioned by then-Senat6r Edmund S. Muskie (now . Secretary of State) and Sen. Robert T. Stafford of Vermont. · · ALPENA . A burst steam line on the 5. T. Crapo (Huron Cement) badly burned the vessel's third mate who had to be hospitalized following the 1 accident last month. / Part of the crew of the $ftJ:.c0ntracted sam Laud (American Steamship) gets snapped during a servicing visit to the vessel. They are <""r>' AB Watchman Ho�ar� H"°old; Con ve yorm a n Don Nelson; OS Deekhand Gerry Beaubien and Bosun Arnold Schleben� · • September 1980 I LOG I 37 �- •**W •iWiWBi. i»itmWiW I III. SIU Gals, Guys Praised for Lifeboat Skills ^.\ -p^ I U. S. C. G. Joins List of Admirers of Oceanic Independence Crew T HE crew of the SlU-contracted passenger liner Oceanic Independence has drawn kudos from the U.S. Coast Guard in addition to a growing list of satisfied passengers. In a letter to Captain A. P. Spidle, Sr., the master of the Oceanic Independence, Coast Guard Cmdr. Leonard F. Alcan­ tara, officer in charge of marine inspection, was full of praise for the crew's handling of a fire and boat drill. (Most of the crew received lifeboat training at the Lundeberg School.) "It is obvious that the officers and crew have been working to improve their, skills," Alcantara said, after observing the July 24 boat drill. But "my real .purpose The Oceanic Independence lifeboat crew on drill. SIU giiys and gals of the Oceanic Independence get their gear In order during lifeboat drill on the passenger liner. The crew drew plaudits from the Coast Guard for their efforts. . . in writing this letter," he con­ tinued, "is to point out a particu­ larly bright spot in the drill, "The performance of all the women I observed on board the vessel during the boat drill is worthy of special commenda­ tion," wrote the Coast Guard officer. He noted that the SIU crew members followed the correct boat drill procedure to a woman. "Not one failed to hold on to the man ropes as the boats were being lowered. All remained seated in the boat during the lowering and remained quiet except when help was needed in handling lines. "Their enthusiasm," Alcantara said, "and willingness to put forththe extra effort to make the drill a success was very obvious. What­ ever they may lack in physical size and strength was more than made up by their spirit."In addition to enthusiasm, Cmdr, Alcantara noted that the special lifeboat training the Oceanic Independence SIU crew had received at HLS had paid off. "It was obvious," he said "they had been well trained in the fundamental skills." Cmdr. Al­ cantara echoed the SlU's strong belief in "the importance of these drills to the safety of the vessel." While the Coast Guard Com­ mander's glowing praise focused on the femule SIU crew members, he hastily added that he did not mean 'fto slight the men," but only to note that "the women's performance was so exemplary." The Oceanic Independence, the first full service U.S.-flag passenger vessel in a decade, began making regular week-long cruises around the Hawaiian Islands on June 21. Her elegant passenger cabins have been filled to near-capacity for every cruise so far. Passengers on the early cruises have been spreading the good word about the Oceanic Inde­ pendence. The ship is already booked to capacity for the weeks of Christmas and New Year's as well as the week preceding Labor Day. A lot of credit for the cruise ship's popularity is due to the well-trained, dedicated crew, the men and women of the SIU, who have turned the Oceanic Inde­ pendence from little more than a dream, into a smooth-running, dream of a ship. A MESSAGE FROM YOUR UNION NABCOTICS 'i . WILL YOU UP AND YOU'LL LOfE YOUR PAPERS FOR IP LIFE.' t. .;••• i ' - si 38 / LOG / September 1980 ' ••my • 4 . . �-Wm . 1 Why Not Apply for an HLS Upgrading Course Now| HARRY LUNDEBERG SCHOOL UPGRADING APPLICATION (Please Print) Name. (Last) (First) Date 6f Birth. (Middle) Mo./DavAear Address. (Street) •i-- • (City) • r' (State) .Telephone. (Zip Code) (Area Code) J Oeepsea Mamber • Inland Waters Member Q Book Numbm^. Lakes Member • .Seniority. Date Book Was Issued^ Port Presently Registered ln_ Port ItMied. Endorsementis) or License Now Held. Sodol Security #. Piney Point (Sraduate: • Yes No • (if yes, fill in below) Entrv Prooram; Fmm tn (dates attended) Uoaradino Prooram: From * Endorsements) or Lieanaa Racait/ad «n (dates attended) Do you hold a letter of completion for Lifeboat: • Yes ' No p Dates Available for Training Firefighting: • Yes ' No • ^ I Am Interested in the Following Course(s). DECK Q • • [• • Q • • O Q O D ENGINE Tankerman . ABl2Moriths AB Unlimited AB Tugs & Tows AB Great Lakes Quartwmastd Towboat Operator Western Rivers Towboat Operator Inland Towboat Operator Not Morethan 200 Miles Towboat Operator (Over 200 Miles) Master • Mate Pilot Q Q d] • Q Q • • FWT Oiler OMBO - Any Rating Others. Marine Electrical Maintenance Pumpioom Maintenance and Operation Automation Maintenance of Shipboard Refngeration Systems Q Diesel Engines • Assistant Engineer (Uninspected Motor Vessel) d] Chief Bigineer (Uninspected Motor Vessel) ^• 4 STEWARD -.f Q Assistant Cook • Cook & Baker • ChieJCook f- .. • Steward • Towboat Inland Cook AU DEPARTMByTS • • • • Q LNG LNG Safety Welding Lifeboatman Fire Fighting r/i';.' •.•-a?: RECORD OF EMPLOYMENT TIME —(Show only amount needed to upgrade in rating not^ above or attach letter of service/ whichever is applicable^ VESSEL SIGNATURE ' ' RATING HELD , DATE SHIPPED DATE OF DISCHARGE IV. DATE RETURN COMPLETE APPLICATION TO: LUNDEBERG UPGRADING CENTER, PINEY POINT, MD. 20674 September 1980 / LOG / 39 / �RESERVE UKS A SPACE FOR THE FUTURE DONT LET OUR SECURITY RUNOUT 30* A DAY IS ALL IT TAKES Siflik the SPAD check-off today. il l! -r- /; ' f . ' •:.:r.;-v.• v-i.•' 7 '^P0r"'' 9 •: s 'p /ptppmifmr-': � 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 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource September 1980 Description An account of the resource Headlines: CONSTITUTIONAL AMENDMENT ON REGULAR DUES ELECT DROZAK TO N.Y. AFL-CIO EXEC. BD. UPGRADERS TO BE REIMBURSED FOR TRANSPORT TO AND FROM PINEY POINT U.S./CHINA O.K. HISTORIC BILATERAL TRADE PACT 4 BRAND NEW SIU BOATS CHRISTENED IN HOUSTON AFL-CIO: CARTER-MONDALE LABOR'S 'CHOICE' AFL-CIO EXEC. BD. HAILS PAUL HALL'S ACHIEVEMENTS U.S. UNEMPLOYMENT STAYS AT 7.8% SIU WELL REPRESENTED AT DEMS' CONVENTION CARTER NAMES DROZAK TO TOP LEVEL TRADE COMMITTEE DEMS VOTE PLANK TO RESTORE COMPETITIVE FLEET DEM PLANK ON U.S. MARITIME JIMMY CARTER'S RECORD ON MARITIME IS GOOD CARTER'S STATEMENT TO AFL-CIO GENERAL BD. HERB BRAND, TRANSPORTATION INST. HEAD, RETIRES ENERGY FROM OCEAN: A PROMISING CONCEPT JIMMY CARTER MEANS BUSINESS WHEN IT COMES TO MARITIME AT 18, JEFF YARMOLA IS SIU'S YOUNGEST QMED SEAFARER REVIVES DROWNING VICTIM FINDS CPR TRAINING IS FOR REAL ITF CONVENTION DRAWS DELEGATES FROM 60 NATIONS TRANSCOLORADO CREW SAVES 67 'BOAT PEOPLE' 'SUNSET' BILL COULD BLACK OUT KEY MARITIME PROGRAMS PORT AGENTS CONFERENCE HELD IN ALGONAC CONVENIENCE FLAGS MORE RAMPANT THAN EVER 'ROUND-THE-WORLD' MAIDEN RUN FOR BEN HARRISON UPGRADING AT PINEY POINT MAKES A LOT OF $ENSE REPORT OF CREDENTIALS COMMITTEE ON CANDIDATES FOR 1980 GENERAL ELECTON OF OFFICERS, 1981-1984 SEAFARERS INTERNATIONAL UNION ATLANTIC, GULF, LAKES & INLAND WATERS DISTRICT SKIN CANCER: OCCUPATIONAL HAZARD OF SEAMEN CHICKEN WORKERS VOW TO PLUCK STRIKE VICTORY POLISH POWER! WORKERS STRIKE FOR LIBERTY A HISTORY OF THE SEAMEN'S MOVEMENT, PART II SIU REBUTTS MISGUIDED MISSLE IN SHIP MAG SIU GALS, GUYS PRAISED FOR LIFEBOAT SKILLS Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 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 9/1/1980 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. 42, No. 9 1980 Periodicals Seafarers Log http://www.seafarerslog.org/archives/files/original/551fc3ea265e8adab1cf59fd60581ff7.PDF 3eb673470edaff2abd37a7078660a082 PDF Text Text • >'• ' . - =•••;••= ,r--ffT';"?!-:'5 ^^ " • r~r --J^ v» 'i i \ .'55'A i Official Publication of the Seafarers Internaliunal Union. Atlantic, Gulf, Lakes and Inland Waters District . AFL-CIO OCTOBER 1980 , the Developer ':Mri �^-UlSu PRESidENl's REPORT FRANK DROZAK S we come down to the wire in this crucial election, the candidates have drawn the lines. They have let the American people know what their positions are on all the important issues of the day. On Nov, 4, 1980, we will all know who did the best job of convincing the American people who is best to lead this country. The SIU membership knows where this Union stands on the Presidential election.We support theCarter-Mondale ticket, Weare supporting Carter because he has been a good maritime President, The SIU has done well during Carter's first Administration, We'll do even better if he is re-elected. And I'm very confident he will be re­ elected. But I want to make one thing very clear to this membership. And that is that no matter who wins the election—Carter or Reagan or Anderson—the SIU will never let-up on the political front in Washington, D,C, A Carter victory by no means will allow the SIU to write its own ticket in Washington, It means that we have a friend in the White House, And it means that if we are successful in getting a beneficial bill through the Congress, the President will more often than not sign it, A lot of people don't realize that the real key to political success in Washington depends on an effective lobbying effort in the House of Representatives and the Senate, Many Congressmen and Senators have never even seen a ship close up, much less understand the complicated issues and problems facing the American maritime industry. A ^ isiSutia,... If is our job to try to educate the nation's legislators on the important maritime issues, as well as trying to make them understand that a strong America and a strong, stable economy depends a great deal on the health of the country's maritime industry. It's an every day job, too. It is absolutely necessary to keep in constant touch with these legislators and their staffs. In politics, people forget you fast if you don't keep on top of them. The SIU today, is more involved in the political arena than ever before. We have beefed up our Washington staff and they are doing an outstanding job for us. We are also involved in many key Congressional and Senatorial races throughout the nation. This is in addition to our efforts for the Carter-Mondale campaign, SIU members should be aware that the nation's conservative, antilabor forces are mounting a well financed campaign to unseat some of labor's and maritime'sstaunchest friends in Congress, Needlessto say, many of our friends are in re^l dogfights. Hopefully our efforts will help keep these people in office for another term. The most important thing to remember, though, is that no matter who is in office, the SIU has to work and fight from bell to bell in Washington to keep our industry afloat and to keep our job security strong. As we look ahead to this year's crucial election, we can take pride in the fact that our Union is strong, shipping is good, our benefit Plans are in excellent condition and our future looks bright. But at the same time, our merchant marine has fallen "to tenth in the world, and it will take an all out effort to reverse that trend and bring our industry back to number one. Putting this election in perspective, I am very confident the SIU is going to gain more friends than we lose. We have never relied on anyone but ourselves for our security. Anything we have-achieved, we have always had to work for and fight for. We have gotten where we are today by hard work and perseverance. We will continue to put forth our best effort. And with the continued support and participation of this membership, we will succeed. Bill Gives US, Coal Ships ^Head-of-Line' Privileges President Carter is expected to sign into law S, 1442, a bill that would document six vessels under the flag of the United States, Included in the bill is an important amendment that would grant priority berthing privileges to American flag coal carriers engaged in the coastwise trade' of the United States. The amendment, which was first proposed by Rep. Brian Donnelly in the House and modified slightly in the final compromise version, is a re­ sponse to the inadequate facilities that have hindered the develop­ ment of this nation's coal reserves. Because of inadequate storage and port facilities, vessels carrying coal have had to endure port delays of thirty days and more while they wait in line to be loaded. It had been a widespread custom for port officials to allow American flag vessels engaged in the coastal trade "to go to tfee head of the line." There were many reasons for this courtesy, the foremost being that coal is an important alternative source of energy. Efforts to increase domestic consumption of coal would suffer a severe setback were shipments delayed an average of thirty days or more. Exporters of coal, angered at the delay that their vessels have had to experience while loading at antiquated port facilities, threatened to bring suit against ports and coal companies that gave "head of the line preference" to American flag vessels. Unsure of the outcome of such a suit, the coal companies and ports de­ cided to rescind the preference that they had given. Congress, realizing that it is imperative that this country do all that it can to epcourage the domestic consumption of coal, acted quickly to mandate "head of the line preferences," Ocean Mining Group Visits SHLSS Senior officers from Lockheed Corporation's ocean mining group spent two days at the Seafarers Harry Lundeherg School of Seamanship this month to inspect the SIU's training facilities—and they liked what they saw. The Lockheed group invited SHLSS instructors to visit their exploratory facilities on the West Coast so that the school can begin setting a specializen training program for seagoing personnel in the ocean mining industry. Also attending the two day meeting were Conrad Welling? Lockheed Senior Vice President, and Gordon Arbuckle, Specia Council to the Ocean Minerals Group In this picture, Ed Dangler, at right, Lockheed's internationat rpnrpcontot . mining, talks with SHLSS Vice President Frank Mongelli, left and Jack CafS/ N Y^Pnll Agent and executive aide to SIU President Frank Drozak. "-aney, N.Y, Port Change of address cards on Form 3579 should be sent to Seafarers International Union Atlantir n„i« i . ' 1123^ Published monthly. Second Class postage paid at Brooklyn, -N-Y. Vol. 42, No. 10. October 19^ (|SINWT60-2(M^ 2 / LOG / " ' District AFL-CIO, 675 Fourth „ M.,« NY Brooklyn, N. �-ife SlU Crew Saves 457 Liner Passengers At Sea h> « ^ A • • A m •> Williamsburgh Keys ^Greatest Rescue In Maritime Hjstory': _ _ . . west of Sitka, Alaska, early on the morning of Oct. 4. As the first large vessel to arrive on the scene, the Williams­ On the night of Sunday, Oct. 5, burgh was confronted with a fullthe SlU-contracted supertanker scale emergency. The Prisendam TT Williamsburgh (Bay Tankers) was on fire and, according to steamed into the port of Valdez, Williamsburgh Radio Operator Alaska, her decks and hallways Jim Pfister, the liner was "listing packed with the 457 luxury liner to the right and in danger of passengers she had helped evacu­ sinking." Bobbing in lifeboats in the ate in what the Coast Guard is calling "the largest single ship storm-lashed Gulf of Alaska were 470 passengers and crewmen rescue in modern history." The Williamsburgh was en- who'd abandoned the cruise ship route from Valdez to Texas with at 6:15 Pacific Daylight Time. a cargo of oil when she picked-up About 40 of the Prisendam^s crew the radioed SOS from the Dutch had volunteered to remain registered cruise ship SS Pri- aboard the vessel and fight the sendam. Diverting course, the fire which had begun in the ship's Some oi the lescuod passengers. Williamsburgh reached the ocean engine room. But the firefighting effort was liner, situated about 200 miles ' cans who'd paid from $3,625 to severely hampered because the $5,275 for the 30-day cruise American seamanship in the pumps required for pushing around the Orient, were safely rescue of passengers and crew of Williamsbyrgh Capt water through the firehoses were aboard the Williamsburgh. the SS. Prisendam^*^ Drozak knocked out by the fire. The Eighty-three people, including 18 wrote. Praises His Crew for Prisendam's Another kind of praise came mostly-Indonesian passengers and crewmen and two Heroism, Compassion crew attempted to battle the paramedics from one of the Seafarers who who had been deserves much credit himself for blaze with CO2 and foam fire Following is the text of a cable sent overlooked by the Coast Guard extinguishers but the fire con­ in the early part of the rescue, the phenomenal job done by the to the Union from A. H. Fertig, tinued to spread. By nightfall, were safely aboard a Coast Williamsburgh'^ steward depart­ master on the TT Williamsburgh: ment in providing hot drinks for flames had engulfed the Prh "Wish to advise you that In the sendam's upper decks and the Guard cutter. 450 extra people. A few of the passengers pickedsaving and rescue of over 500 lives of remaining crewmen, along with up by the Williamsburgh were In a call to the Harry Lundepassengers and crew of abandoned the vessel's master, abandoned berg School at Piney Point, Prinsedam on October 4,1980, every reported suffering from mild ship. officer and rating on board the Wil­ exposure and were helicoptered Md., following the rescue. Sea­ liamsburg displayed courage, heroWith the Williamsburgh's immediately to Yakutat, Alaska farer Robert Rutherford, a Ism and extreme dedication far arrival on the scene at about 9:00 where a C-130 Coast Guard plane recertified steward from Pacifica, beyond the call of duty and deserve A.M., the rescue operation flew them to Juneau or Sitka for Calif., said "Piney Point should the highest praise and accolades for be very proud for teaching the began. For over 10 hours Pri­ medical treatment. But most of their skilled performance. This res­ sendam passengers, some bare­ the passengers who'd spent hours lifeboat course. Our men," cue was effected In gale force winds Brother Rutherford said in the foot and clad only in pajamas, in one of the six canvas-covered and seas with absolutely no help ' Were plucked from lifeboats in call from Valdez, "had to get off lifeboats or two tenders emerged whatever from Dutch officers and the tanker and go into the body slings and baskets by Coast from their harrowing ordeal in Indonesian seamen from Pririsenlifeboats and help with the Guard helicopters and flown to good health. dam, who can receive nothing but the deck of the Williamsburgh. The Coast Guard cutter de­ rescue. contempt and condemnation for Seafarer Rutherford added livered evacuees to Sitka, 400 their actions during this abandon­ that the mostly-Indonesian crew Airlifted to Deck ment. miles down Alaska's southeast didn't have the kind of e?ipertise "Notwithstanding the above, all In the first hour of the rescue panhandle. The Williamsburg^ in lifeboat operations that the from Prinsedam were rescued. The proceeded to Valdez, the south­ operation 150 passengers were SIU crewmen had. "Thanks to ships company, completely without ern terminus of the trans-Alaska airlifted to the Williamsburgh. the lifeboat course at Piney any rest or sleep for some 60 hours, As they landed on the super­ pipeline. gave up their quarters and personal Point," Rutherford-said, "we tanker's helicopter pad, they were A spokesman for Bay Tankers, clothing to the survivors, most of knew what to do."'^^^ taken below deck and supplied the SlU-contracted company whom were In the 60 to 80-year age The weary Prisendam pas­ bracket. This once again proves that with coffee and other hot drinks that operates the Williamsburgh, sengers were also full of praise for by the SIU steward department. said the tanker had resumed her the American seaman has no peers the Williamsburgh^ crew and the and stands miles above any other While the first stages of the run and was heading back to Coast Guard and full of tales nationality on the high seas. ^rescue went off without a hitch, Texas, as scheduled. She's ex­ about their ordeal. One pas­ "I am proud to command this as-the effort proceeded the pected in port on or about Nov. senger, John W. Gyorkos, who wonderful ship's complement, with­ already-choppy seas rose to 25- 15. The spokesman expressed the was still clad in a tuxedo and out whom none of the above would foot swells and the wind whipped company's pride in the way the dress pumps from the cruise have been possible, and I would up to a 50-knot gale. tanker's crew had handled the ship's entertainment said that suggest that the above sacrifices "We have very difficult sea rescue operation. "They did a prior to the rescue he was should be recognized by the appro­ conditions," reported Williams­ terrific job," he said. "Everyone is beginning "to have doubts that priate government agencies and/or burgh radio operator Pfister in a exhausted and we hope they're underwriters. These suggestions we would all make it. When the were Initiated by the survivors of ship-to-shore radio call about getting some well-deserved rest." seas started washing over the rail Upon hearing of the rescue Prinsedam, who now realize the four hours into the rescue. "We into the lifeboat," he said, "the difference between U.S. flag ships have 250 survivors on board now SIU President Frank Drozak cold was almost unbearable." but another 200 are still in the dispatched a telegram to the TT and brand "X" scows." A North Carolina man, whose A. if. Fertig, Master, water." Williamsburgh. "Congratula­ wife was evacuated to the T. T. Williamsburg After 10 hours the Prisendam tions to the Captain, officers and Williamsburgh, said he prayed passengers, most of them Ameri- crew for the effective show of while he was waiting. October 1980 / LOG / 3 • A: • ,v' .. i rtfc", 1!1} A Hk Jl- * m .-"'Wi- '-'m 4m �SlU Sets UP New Program to Boost Services 91W 9wl^ I^WW .^ Each Port Will Get a Field Representative H -•. • I ELPING seamen! That's what this Union is all about. But the SIU has more of a responsibility to the people we represent than simply providing employment and securing good contracts and top notch benefits. This Union believes deeply that our responsibility does not end at the union hall dpor. The SIU believes that we have a responsibility to help our people and their families, whether they are active seamen or retired, in every area that affects people's lives in this country. SIU President Frank Drozak said, "I'm proud of the job this Union has done'to provide for the welfare of this membership, but the complicated problems of today's society dictates that we simply have to do more." That's why the SIU has instituted a brand new program. It's called the National Political, Social and Welfare Training Program. Its goal can be described in just a few words—to provide better, faster and more effective services to SIU members, retirees and their families. The program has just gotten nas juai. ^ u- •in ,„hirh »,hirh aa member memher township m which memo /-f .1 oo President Dr<.c;Hpnt off the ground.I !>„• But as Drozak said, "we're on our way. It's just a matter of applying ourselves and making it work." The long range goal of the program is to have a Field Representative assigned to each port, 20 in all. This person's job is to help—to help the membership, to help a member's family while he is at sea, to help our pensioners. For instance, if you have a problem with a welfare claim, the Field Representative will be the person to talk to or see at the Union hall. If you're having a problem with a pension or a vacation check, the Representa­ tive will be at your disposal. If you are at sea, and your wife or a dependent needs help or information inioriiiaiiuii Regarding your benefits, the Field Representative will be there. But this is just the start of the Representative's job. If you get the runaround from Social Se­ curity, or Medicare, or Unem­ ployment, or Public Health, the Representative will be available to lend a hand. He will be specially trained in community services. And he will be trained in what people are entitled to from the Federal Government, the State or the local municipality, or . -- The Field Representative will iner c^u also be wi P poS"ekort for the ultimate relfare of this membership. The Field Representative will keJp in touch on a local, "backSe" basis with Senators and Sgressmen. He will also have fhe fesponsibility of getting involved with citywide and community wide politics. This country is run by the politicians. And if we don't keep on top of them, whether it be in Washington, D.C., or St. Louis of Mobile, or Long Island, N.Y., the SIU and SIU members will not get proper recognition. In addition, around election time, the Field Representative u will be able to key the Union s efforts in the election campaigns of our friends in Congress. Essentially, the Field Repre­ sentative will be able to do hundreds of things, and do them fast, that the Port Agent or Patrolmen can't handle imme­ diately. President Drozak said, "our port officials do an outstanding job. But they can't be in two places at one time. They have to pay off ships or service our tugs . . and towboats almost every day. ^ ^ ^^ ...ui. enough time in the day to tend to a lot of other important things dealing with the well being of the membership. I believe this new program will go a long way toward solving this problem, So the Union has assigned 13 Field Representatives^ They are presently working in Brook^ ^''^Xh Boston, Cleveland, Duluth, Houston, Jacksonville, JerseyCity, Norfolk, San Francisco, Seattle, and Wilmington, Calif. Before the end of the year, there will be 20 assigned to every SIU port on the East, West and Gulf Coasts, the Rivers and Great Lakes. The Program will be coordinated out of the SIU's office in Washington by Ms. Mariann Rogers. And it will be directly overseen by SIU Presi­ dent Frank Drozak. Shortly after the New Year, all 20 Field Representatives will be brought into Piney Point for a thorough two month educational program to school them on the SIU and the programs of this union. The Log will continue to carry stories and picture layouts of the progress of this important new Program. Small Vessel BilhSome Good, Bad News WASHINGTON. D.C.-A bill has been passed by the Congress that is both beneficial and detrimental for maritime lahor and maritime safety. Called the Small Vessel Manning and Inspection bill, there are provisions of the bill that the SIU supported and there are others that we vigorously opposed. The bill's conference report, in which differences in the Senate and House versions of the legislation were resolved, was passed by the House of Repre­ sentatives late last month by a vote of 279 to 111. As the Log goes to press, the legislation has been sent to President Carter. For many months the SIU has been actively involved with this legislation. Through lobbying efforts, testimony before com­ mittees, and letters to Congress­ men, the Union has supported parts of the bill while opposing certain provisions. Among the bill's points that the SIU supported are the following: • Fifty pisrciEsnt of the AB's aboiurd a dei^ sea vessel c^n be ' / October 1980 ' 1-... blue ticket AB's. (Current law says that 65 percent of the AB complement has to be green ticket AB s.) The SIU fought for the 50 percent provision m order to broaden the job opportunities for the growing number of blue ticket AB's who are available for shipping. • Termination of opportuni­ ties for companies to operate vessels through bare-boat chart­ ers..Companies have been able to avoid compliance with certain inspection and manning require­ ments through these charters. • Lowering of the minimum age requirement for qualification as an AB from 19 to 18 years. • Maintenance of the sea service requirement for AB 'Unlimited' at the current level of three years. • Fines for inspection viola­ tions were increased from $100 per violation to $500 per day for each day of inspection. • Time spent in approved school training programs counts as seatime. PoitHHU of the bill that the SIU opposed include the fol- lowing: 1.) The percentage of AB's on vessels with a two-watch system' can be reduced from 65 percent to 50 percent. In a letter sent to Congressmen by Ray Denison, director of the AFL-CIO Depart­ ment of Legislation, he noted that "this action would permit the replacement of a qualified, able seaman by an unskilled, inexper­ ienced, ordinaly seaman." 2.) Establishment of a sixmonth AB 'Special' in the mining and oil industry. The SIU contended that the service re­ quirement for AB 'Special' should be increased in the bill to a minimum of 12 months if safe working conditions were to be maintained. The Union won its point in the House version of the bill but in the conference com­ mittee the six-month Senate version prevailed. 3.) Permission for offshore supply vessels to operate under the twO-watch system. By sanc­ tioning the two-watch system the workday of seamen aboard these vessels can be increased fcbm the standard eight to twelvie hours. a I rte seaiime requirement requin 4.JI irte for AB's on seagoing tugs and towboats has been reduced from 18 to 12 months. In his letter, Drozak noted that many of these provisions will "benefit principally the offshore oil industry while jeopardizing the lives of the human beings involved and at tjje same time, our nation's environment." As SIU President Frank Drozak said in a letter to Congressmen, "We know of no other instance where the U.S. Congress man­ dated and legislated twelve-hour workdays for the American workers." �•.rl;} '' t(' Labor Rallying Behind Carter-Mondale Team President Relying On Trade Unionists To Put Him Back in White House T HE labor movement has a staunch friend in President Jimmy Carter. This was clearly evident when Carter spoke recently (Sept. 29) at the convention of the International Ladies Garment Workers Union in New York City. The ILG WU, which represents some 350,000 workers in the garment industry, has endorsed President Carter in his re-election bid. As he arrived at the site of the convention. Carter was greeted by a throng of well-wishers, including a contingent from the SIU. As he stepped from his limousine, turned and waved to the crowd, signs saying "SIU SUPPORTS CARTER-MON­ DALE IN '80" waved back. In a rousing, cheering display of solidarity, some 1,000 dele­ gates were joined by officials from other unions, as well as several prominent New York political leaders, in giving Carter a warm welcome to the conven­ tion. Carter's remarks were well received by those who had gathered to hear him speak. He pledged to continue working toward a number of pro-labor goals, including an increase in the -X President Jimmy Carter arriving in New York City to address ILGWU Convention. Carter was greeted by an enthusiastic crowd which included Seafarers waving signs, proclaiming the SlU's support for the Carter/Mondale ticket. minimum wage, and improving the job security of the American worker. "We are working to protect American jobs," he said, "from unfair foreign competition." In addition, he emphasized that "full employment is my goal." Carter's remarks covered a broad range of issues, from foreign affairs to equal rights. But he kept coming back to those issues that especially concern the American worker, "I believe," he said, "that people have a right to a decent living." Carter's reception at the ILGWU convention has been described as one of the most enthusiastic he has yet received in his campaign for re-election. He has emerged as the clear labor favorite in the campaign. In summation, and borrowing from the ILGWU's own slogan and song. Carter urged those attending the convention to "look for the union label" when voting in November. The AFL-CIO, of which the SIU is a member, and most other labor organizations throughout the country, have recognized and are backing the one candidate they feel wears the "union label": Jimmy Carter. 1 ft 5 iJ. •It fli (/ '! i SIU Backed Bill Passed to Spur U.S. Fishing industry WASHINGTON, D.C.—A bill supported by the SIU and designed to greatly reduce foreign fishing in U.S. waters, was passed by the House of Representatives late last month. At the end of 1979 a similar bill was passed by the U.S. Senate. Now the bill must go to President Carter. Numbered H.R. 7039, the legislation passed by the House is entitled the American Fisheries Promotion Act. The purpose of the bill is the expansion of the U.S. fishing industry. This would be accom­ plished, in part, through gradual elimination of foreign fishing in U.S. waters and through enlargement' of existing loan programs. The SlUNA has a number of" fishing affiliated unions that will benefit from this legislation. The attempt to greatly expand The U.S. fishing industry actually goes back to 1976 when the Fishery Conservation and Management Act (FCMA) became law. At that time, U.S. claims to fishing rights off its coasts were expanded from 12 miles to 200 miles. Within that zone, limits were put on foreign fishermen who also were required to pay certain license fees. It was hoped that the,U.S. fishing industry would substan­ tially grow as a result of that 1976 Act. However, this did not happen. U.S. landings have only increased from 23 percent in fishing zones established by. the U.S. The bill just passed by the House and Senate establishes a phase-out formula for foreign fishing in the U.S. zones. It provides that if American fishermen increase their catch, the foreign allocation will be reduced accordingly.. U.S. fishermen must demon­ strate an ability to absorb a larger share of the harvest. If they do well in a particular year, an additional share of the harvest would be reserved for them the following year. That reserve would be given back to foreign fishermen if American fishermen fail to utilize it. Thei^ will also be a doubling of the license fees that foreign fishermen must pay. Last year foreigners paid $15 million in license fees. Further, the' bill establishes 100 percent observer coverage on all foreign vessels within the U.S. fisheries zone. To help U.S. fishermen grab a bigger share of the market, the bill also provides, among other things, the following incentives: fishing vessels. Also, to the extent funds are available, loans could be provided for operating expenses. • Extension of Title XI Obligation Guarantee program to shoreside facilities and to fishing vessels involved in high risk ventures. There is $10 billion available under this program and ten percent of that amount could be used for fishing vessels. Eligibility would be limited to firms that are 75 percent U.S. owned. • ("-C Iff • Revitalization of an act that says 30 percent of import duties on fish products are to be applied to research and development. Also, the bill seeks to improve the marketing of American • Revitalization of the caught fish. For instance, the bill fisheries loan fund for a two-year provides for assignment abroad period. This will provide low- of at least six special fisheries interest loans to fishermen who trade officers to assist in market are ^bout to default on their development. ^ #1' October 1980 / LOG / 5 lii �w I U.S. and China Sign Bilateral Pact Giving Washington, D.C.—In a White House ceremony destined to go down in the history books, President Carter and a repre­ sentative of the People's Repub­ lic of China signed a reciprocal maritime agreement on Sept. 17. The pact, which includes cargo sharing and port access provi­ sions similar to the U.S./ U.S.S.R. trade agreement, for­ mally opens the door to an expected trade bonanza between the U.S. and the PRC for the first time in 30 years. Under the cargo sharing provi­ sions of the agreement, both U.S. flag merchant ships and those flying the flag of the PRC are each entitled to "an equal and substantial" share of the bilateral trade, "Each party," says the threeyear pact, "...shall provide to vessels under the flag of the other party, a general cargo share and a bulk share in each category to those vessels under its flag and consistent with the intention of the parties that their national flag vessels will carry not less than one-third of bilateral cargoes." The pact's port access provi­ sions open 55 U.S. East Coast, Gulf, West Coast and Great Lakes ports to calls by PRC-flag vessels on four days notice. China has opened all 20 of her ports which are open to international shipping, including one now under construction, to Ameri­ can-flag ships on seven days notice. Three factors were weighed by both nations in arriving at port selection: com- mercial considerations, re­ ciprocity and protection of na­ tional security interests. Signing of the trade agreement was hailed by the SlU which has been pushing for a bilateral shipping agreement since the first overtures to reopening U.S.­ China trade were made 22 months ago. While the Carter Administra­ tion has said repeatedly that they oppose widespread use of bilat­ eral shipping arrangements be­ tween the U.S. and her trading partners, the Administration felt U.S./China trade fell into the category of being appropriate for bilateralism. Assistant Secretary of Com­ merce for Maritime Affairs, Samuel B. Nemirow, who headed up the U.S. delegation that negotiated the trade agreement. U.S. ports open to access by Chinese vessels are: Portland, Maine Boston. Massachusetts Fall River, Massachusetts New York (New York and New Jersey ports of the Port of New York Authority), New York Albany, New York Philadelphia, Pennsylvania (including Camden, New Jersey) Wilmington, Delaware Baltimore, Maryland Richmond, Virginia Morehead City, North Carolina Wilmington, North Carolina Georgetown, South Carolina Savannah, Georgia Boca Grande, Florida Port Everglades, Florida Ponce, Puerto Rico Tampa, Florida Mobile, Alabama Gulfport, Mississippi New Orleans, Louisiana Burnside, Louisiana Baton Rouge, Louisiana Orange, Texas Beaumont, Texas Port Arthur, Texas Galveston, Texas Houston, Texas Corpus Christi, Texas Brownsville, Texas Anchorage, Alaska Skagway, Alaska Ketchikan, Alaska Seattle, Washington Bellingham, Washington Longview, Washington Everett, Washington Tacoma, Washington Portland (including Vancouver, Washington), Oregon Astoria, Oregon Coos Bay (including North Bend), Oregon Eureka, California Stockton, California San Francisco (including Alameda, Oakland, Berkeley, Richmond), California Sacramento, California Los Angeles (including San Pedro, Wilmington, Terminal Island), California Long Beach, California Honolulu, Hawaii Erie, Pennsylvania Cleveland, Ohio Toledo, Ohio Bay City, Michigan Chicago, Illinois Kenosha, Wisconsin Milwaukee, Wisconsin Duluth, Minnesota/Superior, Wisconsin U.S.-China Trade Pact At a Glance 'f- - The aims of the historic U.S./People's Republic of China bilateral shipping agreement, signed by President Carter and Chinese. Vice Premier Bo Yibo on Sept. 17, are: • to facilitate trade between the U.S. and the PRC; ^ • to guarantee to U.S.- and PRC-flag merchant ships an "equal and substantial" share of cargoes moving between the two nations; • to entitle the U.S. and China to not less than one-third of all cargoes moving by sea between the two nations; • to open 55 U.S. ports to Chinese-flag merchant ships on four days notice; • to open 20 Chinese ports to U.S.-flag merchant v^seb on seven days notice. 6/LOG / October 1980 President Carter and Chinese Vice Premier Bo Yibo put their 'John Hancocks' on the historic U.S.-China trade pact, which assures U.S. flag vessels at least one third of the cargo share moving between the two nations. Cliinese ports open to commercial vessels of the United States are: Dalian Qlnhuangdao Tianjin Yantai Qingdao Lianyungang Wenzhou Shanghai Ningbo Fuzhou /• Xiamen Shantou Shanwei Huangpu Guangzhou Zhanjiang Beihai Haikou Basuo Shijiusuo (under construction) • • ,.V ^ �-•• •••. ".-w :'k- fi'H-;' '-V -ft-mcrrT• . Hz .. - American Ships One Third Cargo Share said bilateral shipping with the PRC was the only way "to safeguard U.S. comniercial interests." The shipping agreement, one of four accords signed in the White House Rose Garden cere­ mony, was actually finalized earlier this month in Peking where it was initialled by Nemirow and the head of the PRC negotiating team. But the agree­ ments, which, also cover textile trade, civil aviation and consular services, did not become binding until they were officially ap­ proved by Carter and Chinese Vice Premier Bo Yibo. Following the ceremony. Pres­ ident Carter said the agreements signal "a new and vital force" for world peace and stability. Mr. Bo, who led the Chinese delegation to the U.S.-China Joint Economic Committee^ said his nation was "very gratified to see our relations have been making good progress. Especially after the Soviet invasion of Afghanistan," ^o noted, "the present U.S. Administration has been pursuing more enthusiastic policies in its relations with us." Under the new bilateral shipping agreement, China is expected to become the number one Communist trading partner of the United States. Trade with China is forecast to reach $4 billion by the end of this year and to top $10 billion by 1985. According to the U.S. Depart­ ment of Commerce, the leading Chinese export to the U.S. last year was oil and other petroleum products which accounted for nearly $1 billion of total U.S. imports from China. At the same time, the U.S. sold the PRC $54 million in oil and natural gas drilling equipment last year. "Oil," said Assistant Treasury Secretary C. Fred Bergsten, "is a very important part of our trade ;--V- I program with China." The U.S./PRC bilateral shipping agreement has a threeyear tenure ^which may be extended, subject to negotiations between the two nations, prior to Ihe pact's Sept. 1983 expiration date. The pact may be cancelled by either Party on 90 days' written notice. In addition, the accord provides for periodic meetings between the U.S. Dept. of Commerce and the PRC's Ministry of Communications "for a comprehensive review of piatters related to the Agree­ ment." .-Z1 .yz: ^ ::|i •4: I: •f 'f: "iy I •. j. a r--}r:h October 1980 / LOG / 7 r •• :^,ir .11.: ' /J-. .1,. J . �MID Supports Expansion of Galveston Port r [E port of Galveston may soon be bustling with incoming and outgoing deep draft vessels laden with crude oil, grain and ore, if a bill, H.R. 6864, makes it through the U.S. Senate. The legislation, which has already been passed by the House, includes a provision to extend the Deepwater Port Act of 1974 and authorizes the deepening of the port of Gal­ veston as well as enlargement of the harbor and channel. i >\ i_ : . .i f Private industry in the Gal­ veston area is reportedly ready to pump millions'of dollars into the port iniprovement project. Pend­ ing Congressional passage of H.R. 6864, industry plans to invest over $300 million for construction of new port facili­ ties, oil distribution pipelines and tank farms plus an additional $80 million for construction of a coal export terminal. Support for the bill, now awaiting mark-up by the Senate Committee on Evironment and . t "V-.;, . -'ir '• ••If '• H..R. 6864 had bipartisan sponsorship in the House from Rep. Ray Roberts (D-Tex.), chairman of the House Sub­ committee on Water Resources aW from Ref). Don Clausen (R-Calif.), the ranking minority member of that Subcommittee. The bill now before the Senate Committee is similar, but not identical to the House measure. There are three key differences betWeen the original version of the bill (which is the version backed by both the SIU and the MTD) and the version now awaiting mark-up by the Senate Committee. Specifically, the differences relate to: 1) cost-sharing. The original bill called for the costs of the port deepening project to be divided with the federal government picking up 75 percent and the locality covering 25 percent. The Senate version splits the costsharing with a 66 2/3 percent share for the federal government and 33 1 / 3 for the locality. 2) funding ceiling. The original bill contains ^no ceiling on fund­ ing for the project while the Senate version does cap the allo­ cation. 3) project study. Both versions of the bill authorize the'Army Corps ofJEflig^ineers to conduct a feasibility study of the harbor project. But the original bill imposes a 12-month deadline on the study, while the revised bill does not. The SIU and MTD feel an open-ended study could create unwarranted delays in the kickoff date of the project. No action will be taken on the. bill until Congress returns from their flection recess in No­ vember. At that time, the SIU and the MTD will be working to get the Senate Committee to adopt the original version of H.R. 6864. T HE Senate Energy Committee has okayed the six individuals to serve on the new Synthetic Fuels Corporation board of directors that will oversee the Federal Govern­ ment's crucial $88 billion synthetic fuels development program. President Carter's nominees n^ await confirmation by the fml Senate. 2# Named to chair the board and serve as chief executive officer is Deputy Energy Secretary John Sawhill. AFL-CIO President Lane Kirk­ land has been nominated to serve a 5-year term as a member c the board. The Synthetic Fuels Corporation was established by the Energy Security Act, which the President signed into law June 30. It puts forth an ambitious program that seeks to , stimulate commercial production of 2 miillion barrels per day of synthetic fuels by 1992—about one third of current oil imports. When he announced the appoint­ ment of Sawhill, President Carter declared that the scope of the project "is greater than the sum total of the interstate highway system, the Marshall Plan and the space pro­ gram all combined." Other board nominees are: • Secretary of the Interior Cecil Andrus; • Vice President Frank Savage of Equitable Life Insurance Company; • Catherine Cleary, adjunct pro­ fessor of business administration. University of Wisconsin, and former chairman of the First Wisconsin Trust Company of Milwaukee; and • John D. deButts, retired chair­ man of American Telephone and Telegraph Company. Lane Kirkland Flying Out to Brand New SIU Diesel, the Sea-Land Voyager .•)t it'i : of such deepwater port facilities to our nation's energy trans­ portation network," she added, "it is evident that this extension of the Deepwater Port Act is both warranted and appropriate." AFL-CIO's Kirkland Named to High Powered Energy Panel f 1r Public Works, is strong from all quarters. The federal Dept. of Transportation, the U.S. Army Corps of Engineers, the Environ­ mental Protection Agency, Galveston-area industry, as well as the SIU and the AFL-CIO Mari­ time Trades Dept. are backing the bill which is expected to boost Galveston's economy as well as the economy of the nation as a whole. In a letter to Senate Envjrqnment & Public Works Coi Chairman Jennings Rand( MTD Executive Secretary-Trea­ surer Jean Ingrao called for "immediate approval of H.R. 6864," sayin&Jhe bill "a^ressed critical national and j:egional needs." One benefit from passage of the bill, Mrs. Ingrao noted, is the "significant reductions in transportation costs for im­ ported crude oil and exported grain, coal and ore which will certainly accrue from the ecbno.mies... which result from the use of deep draft vessels." "Considering the importance >;v, . >1' tef"! Here|s part of the SUJ crew for the brand new ^esel containership, Sea-Land Voyager, which was delivered to the company in the Far East. Among those in photo are Seafarers Glen Christ^son, Walter Davidson, Donald Gearhart, George Rowland, Fred Maciolak, Victor Acevedo Hector DeJesus Elias Limon Robert Hamil Marvin Larnbethe, Marius Del Prado Andrew Perrone, Nick Back, A Mat, Joseph Pazos, Bernard Romanoff, Melv!^ Herdng and Buht A^^in photo are SIU representativeGeorgeRipoll, left,andSea-LandPaymasterNormanWilson, seated. a u 8 / LOG / October 1980 �.ylJ,:--, iTT ttt ii Seafarers International Union of North America. AFL-CiO October 1980 A • -c " Legislative. Administrative and Regulatory Happenings • v • > TI. to Task Force: 'Coal Export Must Help U.S. Fleet" Many experts agree that the United States must make proper use of its coal resources if it is to improve its balance of payments defecit and break OPEC's stranglehold on the American ec momy. Responding to that message, Presidejnt nt Carter has asked John Sawhill, Deputy N^ecretary of the Energy Department, to head a newly-formed Interagency Coal Export Task Force. The Task Force will analyze the present condition of the coal industry, outline different options available to the American , people in regards to the development and export of their coal reserves, and make>^ recommendations to the President some time in December based on its findings. The report is expected to assess the roles to be played by government and the private sector. It will also try to balance competing national interests, such as the need to increase coal production versus ecological and cost considerations. All interested parties have been invited to express their views on the subject. Peter Luciano, Executive Director of the Transportation Institute, has responded to that invitation by submitting a letter to the new head of the Interagency Task Force. Dredgers Stuck in Bureaucratic Muck According to a study conducted by the General Accounting Office (GAO), the American dredging industry has suffered severe and unwarranted financial penalties as a result of unnecessary delays in the processing of dredging permits. Present Corps of Engineers regulations require that the average processing for dredging applications not exceed three and a half months. The actual processing time, however, lies between four and ten months. According to the GAO study, it is not unconimon for projects to be delayed two years or more while several different government agencies review a company's application. The cost of these delaj^ has been known to top twenty million dollars. GAO concludes that the delays can be traced to the fact that too many agencies have becomeinvolved in the permit process. It is difficult, if not impossible, to coordinate the actions of four or five separate government agencies, all of whick are subject to bureaucratic infighting, conflict­ ing policy objectives and limited yet overlapping spheres of jurisdiction. The one thing that these agencies have in common is the ability to hold up a permit and make it a pawn in a bureaucratic power struggle. Senate Unit Opens Door to Waterway Tolls In a surprising departure from historic practice, the Senate Water Resources Subcommittee has voted to repeal pro­ visions in the law that prohibit Federally operated canals and locks from imposing tolls and operating charges. The prohibition was enacted in 1884 to encourage the development of this nation's water-ways so that they could become a cost and fuel efficient method of transporting inter-state commerce. Groups opposed to the repeal note that it would hinder the development of American coal resources by making it more costly to transport those resources to specially constructed ports and storage centers. The SIU is opposed to tolls on the nation's inland waterways. Luciano stressed that the coal export issue is one that affects many different segments of the American business community. It therefore offers this country a significant opportunity to combine the expansion of its coal exports with other equally important national goals, such as the strengthening of the badly weakened American flag merchant marine through the promotion of bilateral trade agreements. I .t." Bill Passed to Strengthen Multi-Employer Pensions Congress has given final approval to a labor supported bill that seeks to protect the economic security of workers covered by multi-employer pension plans. About eight million workers will be effected by the new legislation, including seamen. The bill seeks to strengthen the Employee Retirement Income Security Act (ERISA), a major reform bill that was passed in 1974 when it became evident that the solvency of many of this nation's privately run pension plans could not be guaranteed. The legislation addresses itself to the special problem that confronts this nation's 2,000 multi-employer pension plans, like the SIITs. it creates incentives for companies to remain in existing pension plans^ improves funding standards, and provides penalties for employers who decide to withdraw from multi-employer pension plans, thereby ' endangering the solvency of those plans and burdening the federal government with financial obligations that should properly be assumed by. the private sector. President Carter is expected to sign the bjll into law. '/ :r.,i • A-L SIU Towboat Operators in Washington Maritime Must Make Public Aware of 1 Industry's Plight In an address before the Mobile Chapter of the Propeller Club, Captain William Figari, National President of the Propeller Club of the United States and Corporate Vice President of the Crowley Maritime Corporation, an SIU contracted company, said that the maritime industry must close ranks "to make the public aware of the problems that must be resolved for it to operate as it should." . He stressed that the Propeller Club, which has a membership of 16,000 people, has done all that it could to ^blicize the plight of the American flag Merchant Marine. He commended other maritime organiza­ tions for their work, expressed hope that the industry as a whole could make the American people aware of the need to strengthen their merchant marine, and of the potentially disastrous consequences if they do riot. [ U' li 'fr! If A group of SIU Towboatmen spent a day in Washington recently while they were attending upgrading courses at the Seafarers Harry Lundeberg School in Piney Point. During their visit to the nation's capital, a number of them met with Congresswomen Beverly Byron, a Democrat from the Hagerstown/Frederick district in Maryland. Pictured here with Rep. Byron are (l-r) Lonnie Keys, John Littleton, Norman Seekford, SIU Representative John Russell, Tank Lehew, Eddie Chevalier, and Joe Carsoj. October 1980 / LOG / 9 V. �1 ••••.• • • r ' • • •. Fed Agencies Skirt U.S. Flag Use, SIU Charges T •t I'l ' I'.v ,•.«. i.'l HE SIU has stepped-up efforts to halt the growing trend within some Federal agencies to skirt the nation's Cargo Preference laws. Most recently, the Commodity. Credit Corporation of the U.S. Dept. of Agriculture proposed an agricultural export program which avoids the U.S.-flag shipping requirements applicable to government cargoes under law. The proposed program, called the "Intermediate Credit Export Sales Program for Foreign Market Development Facilities," would authorize the CCC to "enter into agreements with U.S. private or foreign private or government agencies" to finance U.S. agricultural exports for three to 10 year periods. In a letter sent last month by SIU President Frank Drozak to Dr. Kelly Harrison of the USDA's Foreign Agricultural Service, Drozak charged that the proposed program "will under­ mine current Congressional and Executive efforts to strengthen the U.S.-flag merchant marine." In addition, Drozak continued, the program "specifically ex­ cludes application of this nation's cargo preference laws." In his letter to Harrison, Drozak underscored a point made in letters and telegrams sent to Labor Secretary Ray Mar­ shall, to key Congressmen and Senators and to President Carter over the past two months. The SIU supports U.S. agricultural export programs, Drozak said, but s,uch programs must not be allowed to deprive U.S.-flag vessels of badly-needed cargo. "Our agricultural export policy," Drozak pointed out, "should not be viewed as independent of our national policy of promoting a strong, competitive U.S.-flag merchant Even Senators Love the Log fleet." While both the SIU and the AFL-CIO Maritime Trades Dept. are "distressed over continuing efforts by the Dept. of Agriculture through the CCC to circumvent existing laws and long-standing policies," the problem, Drozak said, could be simply resolved by President Carter. Drozak outlined that solution to President Carter in a letter dated Sept. 19. "I respectfully urge you," Droza,k wrote, "to issue a directive to all Federal agencies...instructing them to ship at least 50 percent of the cargo under their control in U.S.flag ships." Such a directive, Drozak told the President, merely instructs the federal agencies "to follow existing guidelines." In addition, insisting on compliance by all federal agencies with Cargo Preference laws, parallels. T)rozak reminded the President, Carter's firm commitment to the U.S. merchant marine which the President presented to Congress last July. "Within the Executive Branch" Carter's message to Congress said, "I intend to ensure that federal actions promote rather than harm our merchant marine. In particular," the President continued, "provisions in existing laws calling for substan­ tial or exclusive use of Americanflag vessels should be vigorously pursued." Cargo Preference laws were enacted in 1954 to provide the U.S.-flag merchant fleet with at least 50 percent of all govern­ ment-financed cargoes. Strict enforcement of those laws is both within the President's power and in line with his stated commit­ ment to the U.S. merchant marine. Lakes Shipowners Visit SHLSS •^' kf. John Mason (center), directorof Vocational Education, explains one of the many upgrading programs available at the Seafarers Harry Lundeberg School of Seamanship to a group of Great Lakes shipowners. Tfie group came to the. Lundeberg School for a three-day look at the school's varied educational programs. Pictured here in the JrlLSS machine shop are, from left, Floyd Brown, American Steamship Co.; Louis Efvin, American Steamship Co.: Dan Campbell', SIU legal staff; Mason; Daniel Corniilie. Oglebay Co., and Sidney Smith,Erie Sand Steamship Co. Others who came for the visit were John Jaeger. Glamo; Ralph Biggs, Litton Great Lakes Corp.; Jack Bluitt, SIU Port Agent; Joe Zigler, SIU representative, and David Rebert, Great Lakes Seamen's Appeals Board. Sills Jack Caffey Named VP. of New York Port Council Senator WarrenMagnuson (D-Waah.), right, keeps up on his maritime news the sameuwaySIU members do. by reading thteLog. Making sure that theSenator had his copy is a Log reader from way back, the StU's own Edward X. Mooney, enjoying Seattle these days. Mooney ran into Sen. Magnuson at the Washington State AFL-CIO Convention, held recently. Sen. Magnuson is up for election this -year and the SIU is supporting him all the way. He's been a great friend totheSIU and maritime during, his long, distinguished career in the Senate. SIU New York Port Agent Jack Caffey was named as a VicePresident to the Executive Board in the Greater New York and Vicinity Maritime Port Council, The appointment was announced at that body's most recent meeting which was held October New Orgulf Towboat Crewed by SIU Boatmen &• .'•f, Xi •' '"•st ;•• A bright, new red and white towboat has been added to the SlU-contracted fleet. She's the 138-foot MjV Mid­ land (Orgulf) and she means more jobs for SIU Boatmen in the Rivers and Gulf where she'll be running from New Orleans, La. to Cairo, 111.' The barges she'll be towing carry mainly coal and grain. The Midland has a beam of 44 feet, a draft of 9^ feet, and is fitted with a double bottom in the engine room. ~ Her two turbo charged engines are 16 cylinder diesels with a 3,070 horsepower. All controls to the pumps are electric from pilot house to steering compartment. The vessel interior is fully insulated for heat, air conditioning, and sound. All quarters are panelled and furnished with ornamental and specially fitted blackout curtains. 3rd at The World Trade Center. Named along with Caffey was Sidney Heller of the UFCW who was appointed Secretary-Treasurer of the-Board. The Maritime Port Council holds regular meetings to provide a format fori AFL-CIO member union operat­ ing in the Port of New York to air j their problems and discuss| possible solutions. In his remarks to the Councij members .Caffey pointed to the SIU's rank-and-file memberj who were present at the meeting and strongly suggested that th "other unions also get thei membership involved throug representation at the meetings. /10 / LOG / October 1980 :Li'0r//Tr'~-0 «y / , -J, j •" 5--'— '; VT • �,: ;;f :• Sen* Daniel K. Inouyc G0ts AOTOS Award Says Gov't Mast Give U.S. Fleet ^Extra Edge' operate (490 ships- -90 dry bulkers) under flags of convenience." In conclusion, Inouye pledged that his subcommittee will try to EN. Daniel Inouye (D-Hawaii) chairman of the find out what would give American ships that "extra Senate Subcommittee on Merchant Marine and Tourism, edge." If successful, he said, received the Admiral of the "...we will once again have Ocean Sea Award (AOTOS), enough ships to carry a given annually "to the person substantial share of U.S. liner, who has done the most for the tanker and dry bulk cargoes... cause of the U.S. flag merchant and a strong shipbuilding and marine." The award was ship repair industry." presented on Sept. 26 at a dinner "Now more than any time since . in New York. World War II, our national In accepting the award, first security and economic growth given in 1970, Sen; Inouye," 56, depend on a strong and vital sponsor of the Ocean Shipping maritime industry," he stressed. Bill of 1980, told his audience of Among other awards, the more than 700 that a change in Senator holds the Distinguished U.S. Government policy is needed to give the U.S. merchant Service Cross. Presenting the AOTOS award fleet an "extra edge" in order to was MAR AD head Samuel B. Honored as this year's Admiral of the Ocean Seas, Sen. Daniel Inouye (D-Hawaii), at left, "sail or sink." meets with SIU New York Port Agent Jack Gaffeyduring ACTOS Award dinner on Sept. 26. Nemirow, assistant secretary of Inouye explained, "I believe the which lowered her lives to rescue 19 Vietnamese the Federal Government must do Commerce for Maritime Affairs. whatever is necessary to assure He was general chairman of the lifeboat. In a fine display of boat people,-whose own boat was seamanship, a line was passed to sinking." what every other government awards committee. the lifeboat and all 23 crewThe SS President Ty/er (APL) does directly or indirectly—make S-L Finance Crew Honored members of the Genciano were Chief Mate Fred J. Gloor Jr. who certain that its flag vessels have Honored with the AOTOS rescued." Capt. Robert J. Sutter on Dec. 31, 1979 "for risking his that 'extra edge' in tompeting for own life by attempting the rescue cargo in its own trade and that its Mariner's Plaque for outstanding accepted the award. Receiving the Mariner's Roof a crewmate who had fallen into shipbuilding and ship repair seamanship in rescue operations settes for "... outstanding cour- the waters of Pusan Harbor and industry has that 'extra edge' to at sea were the officers and SIU make it more attractive than that crew of the SS Sea-Land Fi­ age and devotion to duty" were applying cardio-pulmonary re­ SS President Wilson (APL) suscitation." nance. of its competitor!" Among the honored guests on On Sept. 27, 1979, "...enroute Cadet Midshipman Paul RuContinuing, the Hawaiian the dais was SIU's Jack Caffey. bino, AB John McManus and Senator asked • - we should find from Japan ^to Taiwan received Maintenanceman Antone Souza In the audience was Transporta­ out what it is about our existing an SOS from the Mf VGenciano. laws and policies which rhake it Voice contact was made with the "for entering the water (on July tion Institute Chairman Herb more attractive for U.S. stricken vessel 35 miles ahead and 17, 1979) at the risk of their own Brand. shippers aflTop o to ship oh- lookouts posted."Despife heavy' foreign bottoms; for U.S.- ship seas and Force 8 winds, ladders operators to build foreign ($10- and lines were rigged and with the billion worth from 1974 to 1980) emergency crew staiiding by, the and for U.S. companies to Sea-Land Finance approached As the Log goes to press, a radically upped its prices, settlement is imminent in the Last, year. El Paso and Algeria six month controversy that has agreed on a price of $1.94 per halted the import to the U.S. of thousand cubic feet of LNG. This Algerian natural gas. was approved by the U.S. The controversy has affected Department of Energy (DOE) six SlU-contracted El Paso LNG which, under law, must rule on ships. For many months now, the price of any imported gas. two have been sitting in port with Meanwhile, however, the Al­ crews but no cargo and four have gerian government decided to been laid up. In anticipation of a press for an even greater price settlement, one of the four, the El increase, than what had been Paso Howard Boyd, was recently negotiated. Algeria would like erewed. gas prices to .be comparable with The problem is pricing. El crude oil prices of the (OPEC) Paso Co., which operates the six countries. SlU-contracted ships, made an Negotiations over the price agreement with Algeria in 1969 to then began between that North import part of her abundant African country and the cohipany. . supply of natural gas to the U.S. But when the talks broke down in El Paso built specially de-- early spring, the DOE took over. The USS Saratoga, a Navy aircraft carrier, gets a Union escort into Philadelphia, signed and very expensive ter­ Now, according to one report, it Two of the three tugs docking the Saratoga are the SlU-contracted Reedey Point minals at Cove Point, Md. and looks like Algeria will agree'to a (Curtis Bay) and the Theresa McAllister (McA\\\s\er Bros.). TheSarafoga is due to Savannah, Ga. to receive the price "very close" to that charged enter Sun Stiipyard for a half billion dollar overhaul. Expected to take two years, the overhauf will provide a major boost to employment at the Shipyard and in the LNG. Imports started arriving in by Mexico and Canada for their surrounding areas. 1978 and since then, Algeria has natural gas. •u S •' •f - : .X : -"'s it El Paso, Algeria LNG Settlement Imminent Sfli Tugs Ush&r Saratoga • ' V ^ -It- % --t October 1980 / LOG / 11 •3 MM-: �. -V. ,,.r •/ • ,". - • .,, •-<. ,, ,•. •"r#. ' ' "5 Big Apple Gets Some Alaska Oil, Courtesy of Overseas Valdez .Everybody's talking about oil these days because of the IranIraq War and the possibility of oil shortages caused by that war. More than ever this points up the importance of the Alaska oil pipeline, and the importance of American tankers bringing the oil to the lower 48 states. Numerous SIU ships are involved in the Alaska oil lift, including the Overseas Valdez. Her usual run is from the Pacific side of the Panama Canal, where she picks up Alaska oil from the terminal at Puerto Armuelles, to Texas. But this month, she delivered a load of Alaska black gold to the New York area, where the Log caught up with her. The crew was glad to visit New York, especially in the Autumn, the best time of the year in the Big Apple. And the Big Apple was glad to see them too, and their Alaska oil as well. The Overseas Valdez lightering at Stapleton Anchorage in the port of New York. }::'0 Ted Katros, crewmessman. is caught a hLS'fpantry'Saref"® Catching up on news and views is wiper Michael Gutierrez paging through the Log. A MESSAGE FROM YOUR UNION SBAnenS 0$B Of • NARCOncS IBM>3 .. TO loss xr OF ^ ifefW.--- 12/ LOG / October 1980 •f " �>• , 'N HaU Helped Give Life to IBT Local: They Remembered Donate $12,100 to Cancer Fund R IGHT from the founding of Local 810 of the Interna­ tional Brotherhood of Teamsters, the:late SIU President Paul Hall was a good friend to the union. When Brother Hall passed away from cancer on June 22, that union gave him a fitting tribute. A donation of $12,100 was given by the Local in Hall's memory to the Cancer Research Fund of New York University's School of Medicine. Of that money, $10,000 was actually donated by the New York based Local. When the union's executive board voted to give this donation, it also agreed to call for contributions from others as well. The remaining $2,100 was given by companies with whom Local 810 has contracts. The Local was founded in the early 1940's by Milton Silver­ man. According to a union spokesman," Silverman "got invaluable help from Paul Ha!ll. It would have been inyjossible to organize without him." Silverman and Hall remained friends over the years and the SIU "came out in their white caps on many occasions" to assist their brothers in Local 810. In announcing the donation, the president of the iocal, Dennis Silverman, called Hall "a staunch, friend and fearless fighter for economic justice." Local 810, whose headquarters is in New York City, has 10,000 Marad Folks Visit SIU Hd^s. members in the greater New York area. Most Local members are involt^ed in manufacturing work and in the retail and wholesale trade. The Local also represents the skilled mainte­ nance employees at the New York University Medical Center. -V- '-Vi J •gr'lt" i -I i; President of Teamsters Local 810, Dennis fvi. Silverman (third from left), presents checks for $12,000 in memory of former SIU President Paul Hall to Dr. Martin Begun, dean of New York University's School of Medicine Cancer Research Fund as SIU Acting SecretaryTreasurer John Faye (third from right) looks on. Aiso present at the ceremony in Local 810's "New York City headquarters l^st month were, from left; Dr. Louis Zimmerman, Local 810 medical director; Max G. Sanchez, the Local's vice president; Milton Silverman, president emeritus of the Local, and John Saulnier, shop steward at the NYU Medical Center. A Poem for Paul Hall '-•i • V.' I" V Down through thirty-forty generations. LORD Great, great men have risen on earth's horizons O yea, LORD, and You have blessed them And blessed the world through them. Forty generations have come and gone And the greatest of Men Was Your own Son. Yet, O LORD, from the lovingkindness Wisdom and understanding of Your vast heart Occasionally You have given us men Like Paul Hall. SIU headquarters rolled out the red carpet to these representatives of the U.S. Maritime Administration who were taking part in a labor studies program. This pix was snapped in the editorial offices of the Log. The group also took a tour of the Union hall and witnessed a job call. They also took in the services offered to SIU members and their families at the Headquarters Clinic. The consensus among the visitors, "thanks a bunch, we liked what we saw." Fersenals Steve Wagerik, Bill Ball 'At the request of Seafarer Harold Kammet, please contact Pechner, Dorfman Associates, 1845 Walnut St., Suite 1300, Phil., Pa. 19103,(215)5617100, notifying them of your current mailing address. Leroy G. Lamb Please contact your lawyer, Bernard Sacks at 215-925-8200. Ronnie Abella Please contact, Jose M. Cortell, Valle Verde #1, Ponce, P.R. 00731. Joseph Freeman Phillips Please contact, Mrs. Edith Phillips, 5073 Quince Rd., Memphis, Tenn. 38117. Joseph John McAndrew Please contact, Jo-Anna B. Mc­ Andrew (Waters), 3105 Pierpoint Dr., Apt. C-8, Mobile, Ala. 36606. Tel. 479-9749. Bernard "Mike" Toner Please contact, your brother, John J. Toner, 3716 University Dr., Fairfax, Va. 22030. Tel. (703) 591-3564. Dick "Buddah" Chatfield Please contact, Capt. 'Bob Trees, Antwerp, Belgium, important. Richard D. Wood Please contact, Harry Margosian at 2416 Union Ave., Wesleyville. Pa. 16510. J^mes KontOs Please contact. Red Campbell, at the Union Hall in New York about your passport and Union book. Tel. (212) 499-6600 Ext. 213. Redmond Conroy Please contact, Peter J. Bassing, 4020 Aspen PI., Oakland, Ca. 94602. Tel. (415) 482-1717 or (415) 457-9191. George W. B. Phillips Please contact, Judy immediately. Urgent! You gave them And You took them away. Thank You, LORD For letting an humble seafaring man like me Cross his path and meet him there. Thank You, LORD, for words of wisdom Strength and encouragement Which passed from his heart to mine. p. Thank You for the manhood He laid on the souls Of countless seafarers 'h Ifftit' >r Thank You for the ships at sea That will rise and sink On all the oceans Under all the flags Remembering him. ' ? iif Thank You For the America he loved And his strong spirit That brought victory, many times When we were whipped. Lord, we know that You love pur nation You wouldn't have given us A man like him Had You not held us dear to Your heart. Amen.' Seafarer Thurston John Lewis . Mena, Arkansas 71953 October 1980 /. LOG / 13 i .v." ' •V, • . ' iy' C..A ' �-• --; • .P"f I Ste^hild-Soon to Be Favored of inSon of Energy World A^r ^ ' >Ai: I" ^ difference, Americ;tn« r^-t TTT ... ^ Americans seem to have rediscovered that coal •j-«T TTw. ... "development„f OJ " di's nation's coal reserves W exists. Congressmen feel com- levels of pollution found in the air Isofpollutionfoundintheair River, rh.nn.i. u„.u Rivers, channels and harbore ''^'"8 devised to "clean i, " - Pelled to extol its charms. of this country's cities and must be deepened. Modern dry "'e®' ^"d make it safe for u,./ Newspaper writers like to pepper industrial centers. bulk carriers cannot fit into ^Pmad use. de.' with frequent Oil was much cheaper. Nuclear references to it. coal ^''e question of coal i, . American r wuai ports power was felt to pose fewer .potential such New 'mportant ramifications for ,r snrh as Seattle, New York, . .. Unforlunately, it takes more ecological problems. marifimp me Orleans and Baltimore. maritime Jr.^.^ industry. Once the' CM than good will and earnest Things have changed in the last Industry experts and local IS mined, it has to be carried sounding campaign speeches to tew years. unearth this country's vast coal For one thing, the incident at governments contend that the somewhere. That brings inm reserves, transport them to Three Mile Island, Pa. has problem is a national one. They question this nation's whole ® adequately equipped port and shaken the public's confidence in assert that neither the coal maritime policy. industry nor the states have the harbor facihties, and,carry them the safety of nuclear power. ^ At the present time. American to foreign markets. For another, the price of oil resources to dredge individual flag vessels carry only 2 perce„, ports and harbors. That would More than one energy expert of this nation's dry bulk trade take hundreds of millions of as been known to exclaim'that Where it is now cheaper for nAllQf-o dollars Maritime experts contend that' Americans to spend billions of rt * fmn " the the government has an unprece­ .. ^ ii^ip Americans dollars investing in ways to clean mp Vf govern- dented opportunity to revitalire defuse the Energy Crisis. It also up coal than to conti^e Lwn^ Tv an important segment of the has the potential of becoming an foreign oil at its pre em Z t! Thas American flag merchant marine important export commodity. Bv mention future, price United States merely by subscribing to ac­ developing our immense coal take an active part in the cepted international trade Coal Exports to Rise development of its coal reserves. practices. reserves and selling them to energy-poor countries like The figures speak for them- " 7!" to Were the U.S. government to Japan, France and West Ger­ selves. In 1978, Americans ''^^h of enter into bilateral trade many, we Americans will be able exported 39 million tons of coal T v ^f coal agreements that would set aside a to come to grips with the balance This year, that figure is expected exploited. Both certain percentage of the cargoes to top 100 million. countries have the technology to of payments problem that has generated by the increase in coalseverely weakened our national According to industry experts ^^cir resources, related trade, then the American economy. several things stand in the way of TU Plans Ilag merchant marine would be a full-scale development of this e t the For many years coal remained given a tremendous boost in nation's coal reserves. By far the around, the step-child of the energy the arm. most serious problem is the lack .K President Carter has called for world. It was costly to mine. It Politicians are fond of talking was felt to be a "dirty" source of of adequate port and harbor p f^^ation of an Interagency Av*!!" 'be moment." facilities. Present facilities are t 'tis expected energy, one that would add Well, the moment is here. either obsolete, or rapidly n ^ Po^'cy statement by considerably to the already high -O" becoming so. '^ccc'uber 1st of this year construction program Nine 'f innovator, Sea-Land "le 12 dieselVow:md.''r45-fr 'ZtZ'^^ contamerships have now been delivered including the •HiH&V • . N t4 / LOG/ October 1980 . V^. Sea-LZ "^onth, and was New Address For Chicago Hall durance on Oct. 1, The SIU Union hall in Chicago were the has moved to new, more comfort­ T4'Cr". ddd "id •yfo- able quarters as of this month. Sea-Land Voygger was friT J Fogistically, the move is a Land Independence, both now on the Gulf-Northern Europe small one. The new Union hall is run. and the Sea-Und Z- nghl across the street on S. vefopcr, on the Pacific Southwest , wing Avenue, from the old location. The change-of-address puts the Chicago Union hall right be m operation before the end of on the banks of the Calumet iver. Now Seafarers and e year, meaning just that many more barrels of oil saved by the Boatmen who come hy the hall to switch to diesel (perhaps a 35 register or to visit can keep an eye percent saving of fuel over the on the river traffic below them. steam turbine vessel of com The address of the new parable size). Chicago SIU hall is; 9402 S. Chicago, III., qo6l7. (The old address was 9383 the SlLTa'T''"""''""^^ Ewing.) The phone number sullying .raine°d'';e:son''n"' by J®™®i^^®^"iichanged. It's still (312) setting up the Diesel course at the Right now, the finishing touches are being put on the new Cnion hall to make it as comfortable and efficient for themselves with the n?w trend'h'' Cnion members as possible. All a'8ningupforthatcoureju?as work is expected to be finished ^-astheycanseeclMrr;: ® all Union business in port of Chicago will be The D-9's are herel transacted arnl >of the new quarters. Imr nr 'V.- •W:," . / �SIU Urges Carter to Sign Towing Safety Bill A BILL which will create a vehicle for communication between the Coast Guard and all segments of the inland waterway industry has been okayed by both biauses of Congress and is now awaiting President Carter's sig­ nature. The bill, H.R. 6242, wiU set up a Towing Safety Advisory Com­ mittee to the U.S. Coast Guard. The 15-member Committee will include a broad cross-section of spokesmen representing diverse interests in the inland industry. Representatives of inland tow­ ing companies, labor, offshore oil groups, as well as government, environment and shipper's groups will convene, under the auspices of H.R. 6242, to offer input and advice to the Coast Guard on matters concerning the safe operation of towing vessels and barges on the inland water­ ways. In addition, the Committee, whose members will be ap­ pointed by the Coast Guard, will review license and crewing regu­ lations and will provide the Coast Guard with guidance prior to publication of any regulations governing the inland waterways. The Towing Safety Advisory Committee is expected to fill the communication gap between the Coast Guard and inland interests which was created when the similar Towing Industry Ad­ visory Committee was disman­ tled in 1977. Efforts to resurrect an advisory panel to work with the Coast Guard on issues related to inland vessel operation have had sup­ port from all sectors of the industry, including the SIU. Following House and Senate passage of H.R. 6242 in late September, SIU President Frank Drozak sent a letter to President Carter urging him to sign the bill. "As the representative of thousands of boatmen aboard vessels in the U.S. inland and coastal towing fleets," Drozak wrote, "we have long advocated efforts to increase marine safety. We believe," Drozak added, "that this legislation before you is a positive step in that direction." "The combination of industry management, labor, port dis­ tricts, shippers and the public," who will make up the Committee will create a panel "genuinely representative of the industry as a whole," Drozak told the Presi­ dent. There has been "an undeniable need for a formalized process between the regulating agency and the industry subject to its oversight," Drozak added, finish­ ing by pointing out that the Advisory Committee 'Vill pro­ vide the vehicle needed to correct this deficiency to the benefit of industry and government alike." President Carter had not acted on H.R. 6242 when the Log went to press but he is expected to sign it. U.S. Merchant Fleet Ready, Able toSupport Navy Secretary Doyle, who heads up members of the civil service," ^HE U.S. Navy is making military cargo so that nothing waves in calm seas when it the Navy's Dept. of Manpower, were swept aside by SIU T interferes with the transporta­ comes to the issue of the U.S.-flag Reserve Affairs & Logistics, merchant marine's naval support role. That was the thrust of a letter, dated Sept. 18, which was sent by SIU President Frank Drozak in reply to an earlier letter from Assistant Secretary of the Navy J. A. Doyle. "The Military Sealift Com­ mand and the Navy are perform­ ing tasks that can, and should, be performed by the commercial sector," said Drozak, echoing the SlU's oft-repeated stand on the merchant marine's capability to adequately perform military support work. "If you were totally determined," Drozak continued, "to use the merchant marine in the performance of naval fleet support functions, v/e believe very strongly thai it could be accomplished by Exec Order." acknowledged that the U.S. Navy is in, need of help from the merchant marine. In a letter to Drozak dated Aug. 15, Doyle indicated the Navy's concern "with the sealift shortages which would have a significant effect on our ability to support deployed forces oceans away." "The task," Doyle said. referring to a military sealift, "will require extensive.. .support by a strong U.S.-flag merchant marine. But in the next breath Doyle raised "the matter of crew control as an obstacle to using contract crews..." Doyle's worries about chainof-command and the "laws and regulations" which preclude the Navy "from directly employing those mariners who are not President Drozak. "We do not share your view that changes of law would be needed before you could directly employ non-civil service employees," Drozak told Secretary Doyle. "It should be possible to gain effective crew control by including a few key terms in your charters." Driving home the point that "the issue of crew control...can be worked out satisfactorily in a contractual arrangement," Drozak offered concrete proposals. The obligations of all parties involved in Naval support work would be made clear by drafting collective bargaining agreements which stipulate that: • the operators of contracted, vessels must notify the union, at the outset, that the vessels crewed by union members are carrying tion of that cargo; • the Master of the vessel must report directly to the Fleet commander for all operational orders; • Navy personnel can be put aboard the vessel, "as has been done routinely in the past." "If discipline is a problem," added Drozak, "this, too, can be dealt with in the contract." In addition, Drozak noted that the Harry Lundeberg School of Seamanship in Piney Point, Md., could be used for any special training program the Navy might require of Union members employed in Naval support work. The School "has always served the needs of this changing industry," Drozak said. "It would be available for any purpose the Navy would regard as necessary to meet its requirements." Keeping Those Political Irons in the Fire.... , I rr» 1 H: SIU President Frank Drozak has been working hard'lately pushing the SlU's Interests Jn the political arena. And f)e's been keeping some pretty Influential company. In photo left, Drozak gives a warm handshake toVlce President Walter Mondale at the New York State AFL-CIO Convention. And In photo right, Drozak is among a crowd of well wishers at President Carter's Labor Day picnic on the White House grounds. October 1980 / LOG / 15 t-.t •4 i?.--C- - �Captain Praises SIU Crew LETTERS TO THF EDITOR Spent Honeymoon With SIU I finally got married this summer. And the next day I went to sea. Me, a crew of 300 an " my bride. Before you get the wrong idea, however, I suppose 1 should add that it was a pleasure cruise we were on and almost 700 other tourists had "d on with me and the new Mrs. as passengers Our ship was the S.S. Oceanic Independence, the only vessel cruising passengers in and out of U.S. ports to fly the American flag and a vessel whose crew is proudly SIU. Since June of this year, the Oceanic Independence has been in service cruising the Hawaiian Islands, leaving Honolulu at Saturday midnight and making four stops at three other islands before returning the following Saturday. While neither of us had ever been on anything bigger than a ferry boat, my wife and I couldn't think of a more romantic way to honeymoon around Hawa?= ^an onboard ship. But we were not without our reservations. We'd watched a few episodes of television's Love Boat before we left and it made us seasick. Not the ship, but the people on board. The dentists and accountants. The aging Republicans who still wore ties on vacation and the Beautiful People who know all the disco steps. The smarmy kids you'd like to throw overboard and the middle aged singles who consider jumping themselves. They were all,aboard on our cruise. But as it turns out, we didn't have to have anything to do with them. And, in fact, everyone we did meet was as personable as could be. This was especially true of the crew. To a person, they were pleasant and helpful. Many were young. Some were short on experience. But everyone we met seemed to work well together and enjoy their jobs. As a union family—my wife and I met while working for the Brotherhood of Railway and Airline Clerks—we were particularly impressed with the presence and apparent strength of the SIU onboard the ship. We had overheard many conversations amongst crew and between crew and passengers about the union. And always there was an enthusiasm and pride that made us feel right at home. In fact, we thought the honeymoon was over and we were back home in our Washington area office, when the galley staff walked off the job one evening right between our salad and entree. However, they resolved the problem in time for dessert and the cruise continued on a steady course. The union had won its point. Fraternally, Bob Douglas Rockville, Md. i: f| 1• •5 I OldHmer Remembers Paul Hall We have all lost a good man, a good Brother, a good leader. He was a man of great understanding. He always had time to talk to you or listen to what you had to say, and he would always help when he could. For those of us who knew him, it will take a long time to get him out of our minds. I remember the rough days building this union. And I remember the good days too. He was always there backing us all the way. Many of us from the old days are gone. But the SIU still remains one of the best unions in the world. There is so much more to say about the Great Man, Paul Hall, I cannot find the words. Fraternally, Hezeldah Donovan, Bk. D-159 New York City 1 '-, j. "•} •A 16/ LOG / October 1980 mmk WW I would like to tak« this opportunity to express my appreciation for the timely and efficient manner in which the Crew responded during the emergency evacuation of Crewmessman, R. B. Kelley in Manzanillo, Mexicoon July 21, 1980. Their cooperation during the evacuation operation enabled Mr. Kelley to be put under a Doctor's supervision in as short a time as possible v.'hich is a critical factor in the treatment of apparent heart victims. I thank the crew once again for their cooperation. Fraternally, W. B. White, Master S.S, Montpelier Victory Early Pension Is Xats Meow' I wish to thank the Union for the Early Normal Pension. My husband was a bosun. For my husband, the pension, and Piney Point, and the entire Union of today is a dream come true. My husband said, "Only my labor union has ever been able to do anything on time." My husband is only 56 years old. Because of our Union pension, we still have time to enjoy our grandchildren, and, our golden years together. For us, this Early Normal Pension is really the "Cats Meow." This Winter, thanks to our Union pension, we hope to be singing a song. "North to Alaska." Thankfully, Mrs. Alida Backrak Reno, Nevada They Love Messman Marisa I have been going to sea for 36 years and never have I seen a lady who can light up the eyes of welcome as Marisa Stevens has done for the crew since she came on as messman. We of the Westward Venture hope you can use up some space to let all know that it has been a pleasure to know and be on a ship with such a person. Fraternally, Crew of the Westward Venture White House Thanks SIU On behalf of President Carter, I want to thank the SIU for its letter concerning the Deep Seabed Hard Minerals Resources Act (Ocean Mining Bill). We appreciate the time and effort spent by the Seafarers International Union towards enactment of this legislation. Sincerely, Stuart E. Elzenstat Assistant to the l^esident for Domestic Affairs and Policy Scholarship Winner at 'Banta As I prepare to enter my senior year at the University of Alabama, I felt it an appropriate time to outline my college activities thus far. Also, I feel this is an appropriate time to express my gratitude for SIU Scholarship and for the opportunities it has provided. The financial security it affords has not only fully provided for my education, but it has given me "peace of mind" with regard to those financial obligations, and by eliminating the necessity of work, has enabled me to devote more time to both academics and extracurricular activities. My education would certainly have been much different had it not been for the SIU and this outstanding program. Again, thank you for your support. 1 look forward to having contact with you again in the near future. Sincerely, Craig Cantrell Mobile, Alabama i, �"•Vr • <• ; t.- wi ^ i'"' Voting—Your Right, Your Responsibility "V T HE United States of America was founded on a trust in the American people. Beginning with the Declaration of Independence which says governments derive "their just powers from the consent of the governed," this nation has belonged to her people. "The basis of our political sys­ tem," George Washington said when his term of office as President was ending, "is the right of the people to make and to alter... their govern­ ment." Throughout the 200 years of U.S. history, that right has remained intact. Our elected representatives— from the President of the United States on down—are caretakers of our. government. They rule on our behalf, with our consent, and they are directly accountable to us for their actions. Without a mandate from the people of the United States-our leaders cannot govern. Unless they represent us well, they will not receive that mandate. The American political system is a a partnership between the governors and the governed. A partnership that makes demands on all of us. That partnership demands of the U.S. government, said FDR, that it be ". . .strong enough to protect the interests of the people." And it demands, Roosevelt continued, "a people strong enough and—well enough informed to maintain... sovereign control over its govern­ ment." A responsive government, ac­ countable to the people, is a concept as true today as it was at the drafting of the Declaration in 1776. As true now as it was at FDR's "Fireside Chat" back in 1938. And it is as important now as at any time in American history that we the people be well enough informed to choose our leaders wisely. Each member of this Union, as a resident of a community, should • "'k-, L'S • • know whether the people seeking election, or re-election in that community, have acted in the best interests of their constituents. As a Union, the SIU has always made it our business to support those candidates who support the jobs and job security of U.S. maritime workers. Politics is Porkchops. Bills are Offkioi PubRcofion of fho Seaforort Intornolionol Union of North Amorko, Atkmtk, Gulf, Lofces ond Inlond Waton Oistrkt,^ AFL-CO October, 1980 Vol. 42, No. 10 Executive Board Frank Drozak President Leon Hall Joe DiGiorgio Vice President Secretary-Treasurer Pice President Vice President y/ce President James Gannon X Ray Bourdius Assistant Editor Don Rotan West Coast Associate Editor Editor Edra Ziesk Assistant Editor Marietta Homayonpour Assistant Editor Frank Cianciotti Director of PhotographyI Writer Marie Kosciusko 3S» Joe Sacco Mike Sacco Angus "Red" Campbell Administrative Assistant Mike Oillen Assistant Editor Max Siegel Hall Assistant Editor Dennis Lundy Photography George J. Vana Production! Art Director u.>, .^woo.iv., Published monthly by Seafarers International Union, Atlantic, uu.i. Gulf, Lakes and Inland Waters . Brooklyn. N.Y. 11232. Tel. 499-6600. Second class postage District, AFL-CIO, 675 Fourth Ave paid at Brooklyn, N.Y. (ISSN #0160-2047) ^ ' •! Tib ' introduced and debated alrnost daily in the U.S. Congress and in state and local bodies throughout the country which have direct and long-range bearing on American working people. By maintaining a sure and steady presence in Washington, D.C. and, through the port councils of the AFL-CIO Maritime Trades Dept., in port cities across the country the SIU is constantly working for a stronger, better, more capable merchant marine. But working on Capitol Hill is only half the battle. The other half is getting those candidates whose concerns parallel our own, elected. And that is the responsibility of every member of this Union; of every citizen of this nation. Exercising the right to vote is our birthright as Americans. Itjis a right denied to millions of the world's people. For that reason alone, we have an obligation to use it well. Absentee Ballots There is no valid excuse for not voting, including being away from home on Election Day. If you are on-board ship on Nov. 4 you can vote by absentee ballot. The only requirements for absentee voting is that you are a U.S. citizen and you are registered to vote. To request an absentee ballot, write or visit the local Board of Elections or County Clerk's office in the city or county in which you're registered to vote. Tell them you're a merchant seaman and will be away from home on Election Day. They will provide you with a form which you must fill out and return tothem. Upon receipt of that form, they will send you your absentee ballot which must be returned on the Friday before Election Day. Being an American citizen carries with it rights and privileges un­ equalled anywhere else in the world. But those rights and privileges are ours only so long as we continue to choose leaders who will protect them. As soon as we, as a people, stop making informed choices in the voting booth, we are no longer entitled to the trust in our wisdom on which the Founding Fathers built the American political system. The,time when we refuse or are unable to make informed choices on Election Day is the time when we relinquish our right to be a people at liberty in a vital, responsive democracy. October 1980 / LOG / 17 "i!>. '.i V �?':/.••-•• .Vt* ^'*>1 - -y-i 1;;i.: Capt. Russel Holmes skippered the campaign which ledio the overwhelming vote by Star & Crescent Towing Co. employees to join the SlU. Capt. Holmes, now ship's delegate, poses happily with SlU member Mary Zimmerman, tour guide aboard the boats. X.'- ' WA/''::. I# R: The Silvergate is one of Star & Crescent Towing's excursion boats. She's now under SlU contract. '-}l • ''ti - ••. Ill ri . Chuck Reed is a boat operator for Star & Crescent Towing. J • .1- ' ^^ 'i' !> • ,r '^ t i-.' i' Deckhand N. Valencia, right, jokes around with the microphone which tour guide Cindy Delgadillo uses to point out the sights of San Diego harbor to tour passengers. Workers at the Star and Crescent Towing Company have overwhelmingly voted to join the SIU. They had originally been represented by the Inland Boat­ men's Union of the Pacific, hut had balked when they heard that the IBU of the Pacific had decided to disaffiliate from the SIU. The IBU of the Pacific man­ aged to pick up Just one vote out of a total 27 cast. Star and Crescent Towing operates the sight-seeing boats that tour the picturesque San Diego Harbor. The company employs everything from tour guides to licensed captains, all of whom are now represented by the SIU. The workers became very concerned when they heard that the IBU of the Pacific had disaffiliated. They approached SIU organizers because they feared that they would no longer continue to be adequately repre­ sented. Frank Gill, Luigi lovino and. Joe Goren led the SIU campaign. They were ably assisted by Russel Holmes, one of the licensed captains that the company em­ ploys. San Diego, with its worldrenowned zoo, its beautiful geography and its interesting Hispanic architecture, is one of this country's pre-eminent cities. But the harbor is San Diego's crowning glory. After the vote at Star and Crescent Towing,^ the SIU rules it. 18 / LOG / October 1980 • Boat Operator R. E. Hayle knows San Diego harbor like the back of his hand. Joaquim Neves is a deckhand aboardi SlU-contracted sightseeing boatsj operated by Star & Crescent Towing. , t:' Richard Waisoner, Star & Crescej Towing deckhand, is proud to be|^ member of the SIU. Boat Operator Dick Hayle keeps 'em moving as passengers board excursion boat. *"• 'S'-l.i'':"' Vf '• •r-y:.r.y ' mmm �• ' Voting Procedures, Sample Ballot, Other Information for 1980 General Election of Officers, 1981-1984 Seafarers International Union Atlantic, Gulf, Lakes & Inland Waters District S the first Ine of the upper lefthand corner of the mailing envelope, and print his name and book number on the second line, the secrecy of the ballot—which is encased in an unmarked ballot envelope—is com­ plete. No ballot will be opened for counting until all envelopes con­ taining valid ballots have first been opened, the ballot envelope re­ moved intact, and all ballot envelopes mixed together. In no way will there be any connection between the mailing envelope—containing the member's name—and the ballot envelope or the ballot itself. Ballots will be counted by a rankand-file Union Tallying Committee consisting of two members elected, fpm each of the Constitutional Ports. They ^jll be elected in December. ECRET ballots, for the election be made by registered or certified Once he receives his ballot and of officers and job holders for mail postmarked no later than the term 1980-1984, will be available midnight, Nov. 15 and must be envelopes,-the member's vote beto members of the Atlantic, Gulf, delivered no later than Nov. 25, comes completely secret since, after Lakes and Inland Waters District of 1980. The requests must be mailed to he marks his ballot in secret, he the Seafarers International Union of the Secretary-Treasurer's office at inserts it into the env.elope marked ^Ballot," seals it and places it into North America from Nov. 1 through SIU Headquarters in Brooklyn. the mailing envelope already ad­ Dec. 31. The ballot will contain the Seafarers requesting absentee bal­ dressed to the Depositary Bank, names of all qualified candidates as lots are cautioned to include with the seals the mailing envelope and mails was determined by the Union's request the address where they want it. Credentials Committee and mem­ the ballot to be mailed. While he must sign his name on bership in accordance with the Union's Constitution. The election will be conducted by NoHee On Unopposed Csmdidates a mail ballot as provided by the One part of the article of the SIU candidate. tee shall not be required to tally Union's Constitution. Secret bal­ Constitution which deals with rules completely the results of the voting lots, together with self-addressed, The entire section, contained in for elections concerns the election of for such unopposed candidate but stamped envelopes for mailing, will candidates who are unopposed for Article XIII, Section 5(a) of the SIU shall certify in their report, that such: be available to full-book members in office. The section states that those Constitution, reads as follows: unopposed candidate has been good standing at union halls. candidates who are unopposed for "A candidate unopposed for any elected to such office or job. The A full list of cities and street any office or job shall be considered office or job shall be deemed elected Election Report Meeting shall addresses where ballots will be elected to that office or job, and that to such office or job notwithstandaccept the above certification of the available accompanies this story. the Tallying Committee shall not ing that his name may appear on the Union Tallying Committee without Election procedures are spelled have to count the votes for any such ballot. The Union Tallying Commitchange." out in detail in Article XIII of the SIU Constitution which is printed in this special supplement of the Log. Seafarers may pick up their ballots and mailing envelopes from 9 a.m. until noon, Monday through Saturdays, except on legal holidays, at any of the designated port-city locations from Nov. 1 through Dec. 31. Mailing envelopes containing ballots must be postmarked no later than Midnight, Dec. 31, 1980 and must be received by Jan. 5, 1981. Only full-book members in good standing are eligible to vote. Each member must present his book to the port agent or the agent's designated representative when the member secures his ballot, his ballot envelope and a postage-paid, preaddressed envelope in which to return the ballot envelope contain­ ing the ballot. When the member receives his ballot, his book will be stamped with the word "voted" and the date. The top part of the ballot above the perforated line will be retained by the port agent. In cases where a member does not produce his book, or where there is a question about his being in good standing or otherwise eligible to vote, the member will receive a mailing envelope of a different color marked with the word "challenge," and his book shall be stamped "Voted Challenge" and the date. Absentee ballots will be available to members who believe they will be at sea or in a Public Health Service Hospital during the voting period, and unable to secure a ballot. Requests for absentee ballots must -• , • k' �[I ELECTION NOTICE OF 1980 ELECTION FOR ELECTION OF 1981-1984 OFFICERS AND CONSTITUTIONAL AMENDMENTS Election will t>e conducted by secret mall ballot. Ballots may be obtained at the following locations from 9:00 A.M. to 12 Noon, Mondays through Saturdays, excluding holidays, during the voting period. The voting period shall commence on November 1st, 1980 and shall^continue through Decemt>er 31,1980. ji; , "»'• ..". .'•• • • .< 1. VOTING LOCATIONS \-: 'i'!* ;. - ' • 'd'..: y i'-.-y.'., '• . .-•• |M" I if:--' 'l'"''^V-. ALPENA BALTIMORE BOSTON CHICAGO CLEVELAND DETROIT (ALGONAC) DULUTH FRANKFORT GLOUCESTER HONOLULU HOUSTON JACKSONVILLE JEFFERSONVILLE JERSEY CITY MOBILE NEW ORLEANS NEW YORK NORFOLK PADUCAH PHILADELPHIA PINEY POINT PORT ARTHUR PORTLAND PUERTO RICO 324 W. Superior Street, Duluth, Minnesota 55802 SAN FRANCISCO 417 Main Street, Frankfort, Michigan 49635 SEATTLE 63 Rogers Street, Gloucester, Massachusetts 01930 ST. LOUIS 707 Alakea Street, Room 102, Honolulu, Hawaii 96813 TAMPA 1221 Pierce Street, Houston, Texas 77002 TOLEDO 3315 Liberty Street, Jacksonville, Florida 32206 211 E. Market Street, Suite 106, Jeffersonville, Indiana 47130 WILMINGTON YOKOHAMA 99 Montgomery Street, Jersey .City, New Jersey 07302 1 South Lawrence Street, Mobile, Alabama 366C2 630 Jackson Avenue, New Orleans, Louisiana 70130 800 North Second Avenue, Alpena, Michigan 49707 1216 E. Baltimore Street, Baltimore, Maryland 21202 215 Essex Street, Boston, Massachusetts 02111 9383 So. Ewing Avenue, Chicago, Illinois 60617 1290 Oid River Road, Cleveland, Ohio'44113 520 St. Clair River Drive, Algonac, Michigan 48001 675 Fourth Avenue, Brooklyii, New York 11232 115 Third Street, Norfolk, Virginia 23510 225 South 7th Street, Paducah, Kentucky 42001 2604 South Fourth Street, Philadelphia, Penns^vanlR 19148 St. Mary's County, PIney Point, Maryland 20674 534 Ninth Avenue, Port Arthur, Texas 77640 421 S.W. Fifth Avenue, Portland, Oregon 97204 1313 Femandez Juncos, Stop 20, Santurce, Puerto Rico 00909 350 Fremont Street, San Francisco, California'94105 2505 First Avenue, Seattle, Washington 98121 4581 Gravols Avenue, St. Louis, Missouri 63116 2610 West Kennedy Blvd., Tampa, Florida 33609 935 Sumrnit Street, Toledo, Ohio 43604 408 Avalon Boulevard, Wilmington, California 90744 Room 801, Nohkyo Kyosal Building, 1-2 Kalgan-Dorl, Naka-ku, Yokohama, Japan 231-91 SlU Constitution Ruies on Election Article XIII Elections for Officers, Headquarters Representatives, Part Agents and Potralmen Section 1. Nominations. 'Except as provided in Section 2 (b) of this Article, any full book member may submit his name for nomination for any Office, or the job of Headquarters Representative, Port Agent or Patrolman, by delivering or causing to Jje deliv­ ered in person, to the office of the Secretary-Treasurer at headquarters, or sending, a letter addressed to the Creden­ tials Committee, in care of the Secretary-Treasurer, at the address of headquarters. This letter shall be dated and shall contain the following: (a) The name of the candidate. (b) His home address and mailing address. fc) His book number. (d) The title of the office or other job for which he is a candidate, including the name of the Port in the event the position sought is that of Agent or Patrol­ man. (e) Proof of citizenship. (f) Proof of seatime and/or employment as required for candidates. (g) In the event the member is on a vessel, he shall notify the Credentials Committee what vessel he is on. This shall be done also if he ships subsequent to forwarding his credentials. <h) Annexing a certificate in the following form, signed and dated by the proposed nominee: "I hereby certify tha( I am not now, nor, for the five f5) years last past, have I been either a member of the Com­ munist Party or convicted of. or served any part of a prison term resulting from conviction of robbery, bribery, extor­ tion, embezzlement, grand larceny, burglary, arson, viola­ tion of narcotics laws, murder, rape, assault with' intent to kill, assault which inflicts grievous bodily injury, or violalation of Title II or III of the Landrum-Griffin Act. or conspiracy to commit any such crimes." Dated Signature oj member Book No Printed forms of the certificate shall be made available to nominees. Where a nominee cannot truthfully execute such a certificate, but is. in fact, legally eligible for an office or job by reason of the restoration of civil rights originally revoked by such conviction or a favorable deter­ mination by the Board of Parole of the United States De­ partment of Justice, he shall, in lieu of the foregoing certificate, furnish a complete signed statement of the facts of his case together with true copies of the documents supporting his statement. Any full book member may nominate any other full book member in which event such full book member so nominated shall comply with the provisions of this Article as they are set forth herein, relating to the submission of credentials. By reason of the above self nomination provi­ sion the responsibility if any, for notifying a nominee of his nomination to office, shall be that of the nominator. All documents required herein must reach headquarters 20 / LOG / October1980 no earlier than July IS and no later than August 15 of the election year. The Secretary-Treasurer is charged with safekeeping of these letters and shall turn them over to the Credentials Committee upon the latter's request. Section 2. Credentials Committee. (a) A Credentials Committee shall be elected at the regular meeting in August of the election year, at the port where Headquarters is located. It shall consist of six (6) full book members in attendance at the meeting, with two (2) members to be elected from each of the Deck, Engine and Stewards Departments. No officer. Headquarters Repre­ sentative, Port Agent , or Patrolman, or candidate fbr office or the jbb of Headquarters Representative, Port Agent or Patrolman, shall be eligible for election to this Committee, except as provided for in Article X, Section 4. In the event any committee member is unable to serve, the Committee shalU suspend until the President or Executive Vice-Presi­ dent, or the Secretary-Treasurer, in that order, calls a special meeting at the port where Headquarters is located in order to elect a replacement. The Committee's results shall be by majority vote, with any tie vote being resolved by a majority vote of the membership at a special meeting called for that purpose at that Port. (b) After its election, the Committee shall immediately go into session. It shall determine whether the persop has submitted his application correctly and possesses the neces­ sary qualifications. The Committee shall prepare a report listing each applicant and his book number under the office or job he is seeking. Each applicant shall be marked "qualified" or "disqualified" according to the findings of the Committee. Where an applicant has been marked "dis­ qualified," the reason therefor must be stated in the report. Where a tie vote has been resolved by a special meeting of the membership, that fact shall also be noted, with sufficient detail. The report shall be signed by all of the Committee members, and be completed and submitted to the Ports in time for the next regular meeting after their election. At this meeting, it shall be read and incorporated in the minutes, and then posted on the bulletin board in each port. On the last day of nominations, one member of the Committee shall stand by in Headquarters to accept de­ livery of credentials. All credentials must be in head­ quarters by midnight of closing day. (c) When an applicant has been disqualified by the committee, he shall be notified immediately by telegram at the addresses listed by him pursuant to Section 1 of this Article. He shall also be sent a letter containing their rea­ sons for such disqualification by air mail, special delivery registered or certified, to the mailing address designated' pursuant to Section Kb) of this Article. A disqualified applicant shall have the right to take an appeal to the membenihip from the decision of the Committee. He shall forward copies of such appeal to each port, where the appeal shall be presented and voted upon at a regular meeting no later than the second meeting aftjr the Com­ mittee's election. It is the responsibility of the applicant to insure timely delivery of his appeal. In any event, without prejudice to his written appeal, the applicant may appear in person before the Committee within two days after the day on which the telegram is sent, to correct his application or argue for his qualification. The committee's report shall be prepared early enough to allow the applicant to appear before it within the lime set forth in this Constitution and still reach the ports in time for the first regular meeting after its election. (d) A majority vote of the membership shall, in the case of such appeals, be sufficient to over-rule any disquali­ fication by the Credentials Committee, in which event the •one so previously classified shall then be deemed qualified. fe) The Credentials Committee, in passing upon the qualifications of candidates, shall have the right to con­ clusively presume that anyone nominated and qualified in previous elections for candidacy for any office, or the job of Headquarters Representative, Port Agent or Patrolman, has met ail the requirements of Section 1(a) of Article XII. Section 3. Balloting Procedures. (a) Balloting in the manner hereafter provided, shall commence on November 1st of the election year and stiaii continue through December 31st, exclusive of Sundays aiio (for each individual Port) holidays legally recognizee m the City of which the port affected is located. If November 1st or December 31st falls on a holiday legally recognized in a Port in the City in which that port is located, the balloting period in such port shall commence or terminate, as the case may be, on the next succeeding Subject to the foregoing, for the purpose Qf members securing their ballots, the ports shall be ope from 9:00 A.M. to 12 Noon, Monday through Saturdays, ex­ cluding holidays. (b) Balloting shall be by mail. The Secretary-Treasurer shall insure the proper and timely preparation of baiio . without partiality as to candidates or ports. The ballots in y contain general information and instructive coinments iiiconsistent with the provisions of this Constitution, A qualified candidates shall be listed thereon alphabetic^ y within each category with book number and job scni classification status. , ... The listing of the ports shall first set forth and then shall follow a geographical with the most northerly port of the Atlantic Co«t, to ing the Atlantic Cqast down to the moist ^nd on that coast, then westerly along the Gulf of Mexico so on, until the list of ports is exhausted. Any ^rt the Continental United States shall then be shall be no write-in voting and no provisions for tne shhll appear on the ballo't. Each ballot shall be so . as to have the number therebn placed at the top and shall be so perforated as to enable that portion co taining the said number to be easily removed to msu secrecy of the ballot. On this removable portion be placed a short statement indicating the nature ol ballot and the voting date thereof. , .Lp (c) The ballots so prepared at the Vn Secretary-Treasurer shall be the only oflficial ballots, others may be used. Each ballot shall be niunbcred ^ . cated in the preceding paragraphs and shall be consecutively, commencing with number I. A su �amount shall be printed and distributed to each Port. A rpcord of the ballots, both by serial numbers and amount, cpnt thereto, shall be maintained by the Secretary-Treasurer, who shall also send each Port Agent a verification list indi" tine the amount and serial numbers of the ballots sent. The Secretary-Treasurer shall also send to each Port Agent I sufficient amount of blank opaque envelopes containing the word "Ballot" on the face of the envelope, as well as 1 sufficient amount of opaque mailing envelopes, first class postage prepaid and printed on the face thereon as the addressee shall be the name and address of the depository fnr the receipt of such ballots as designated by the Presidpnt in the manner provided by Article X, Section 1. of . this Constitution. In the upper left-hand corner of such mailinc envelope, there shall be printed thereon, as a top line provision for the voter's signature and on another line immediately thereunder, provision for the printing of the voter s name and book number. In addition, the SecretaryTreasurer shall also send a sufficient amount of mailing envelopes identical with the mailing envelopes mentioned ibove except that they shall be of different color, and shall contain on the face of such envelope in bold letters, the word "Challenge." The Secretary-Treasurer shall further furnish a sufficient amount of "Roster Sheets' which shall have printed thereon, at the top thereof, the year of the election and immediately thereunder, five (5) vertical col­ umns designated, date, ballot number, signature full book member's name, book number, and comments, and such roster sheets shall contain horizontal lines immediately under the captions of each of the above five columns. The Secre­ tary-Treasurer shall also send a sufficient amount of envel­ opes with the printed name and address of the depository on the face thereof, and in the upper left-hand comer, the name of the port and address, and on the face of such envelope, should be printed the words, "Roster Sheets and Ballot Stubs". Each Port Agent shall maintain separate records of the bailots sent him and shall inspect and count the ballots when received, to insure that the amount sent, as well as the numbers thereon, conform to the amount and numbers listed by the Secretary-Treasurer as having been sent to that Port. The Port Agent shall immediately execute andrelurn to the Secretary-Treasurer a receipt, acknowledging the correctness of the amount and the numbers of the ballots sent, or shall notify the Secretary-Treasurer of any discrepancy. Discrepancies shall be corrected as soon as possible prior to the voting period. In any event, receipts shall be forwarded for all the aforementioned election material actually received. The Secretary-Treasurer shall prepare a file in which shall be kept memoranda and correspondence dealing with the election. This file shall at all times be available to any member asking for inspection of the same at the office of the Secretary-Treasurer and shall be turned over to the Union Tallying Committee. (d) Balloting shall be secret. Only full book members in good standing may vote. Each full book member may secure his ballot at Port offices, from the Port Agent or his duly designated representative at such port. Each Port Agent shall designate an area at the Port office over which should be posted the legend "Voting Ballots Secured Here." When a full book member appears to vote he shall present his-book to the Port Agent or his aforementioned duly designated representative. The Port Agent or his duly designated representative shall insert on the roster sheet under the appropriate column the date, the number of the ballot given to such member and' his full book number, and the member shall then sign his name on such roster sheet under the appropriate column. Such member shall have his book stamped with the wdrd, "Voted" and the date, and shall be given a ballot, and simultaneously the perforation on the top of the ballot shall be removed. At the same time the member shall be given the envelope marked "Ballot" together with the pre-paid postage mailing envelope addressed to the depository. The member shall take such ballot and envelopes and in secret thereafter, mark his ballot, fold the same, insert it in the blank envelope marked "Ballot", seal the same, then insert such "Ballot" envelope' into the mailing envelope, seal such mailing envelope, sign his name on the upper left-hand corner on the first line of such mailing envelope and on the second line in the upper left-hand corner print his name and book number, after which he shall mail or cause the same to be mailed. In the event a full book member appears to vote and is not in good standing, or does not have his membership book with him or it appears for other valid reasons he is not eligible to vote, the same procedure as provided above shall apply to him. except that on the roster sheet under the column "Comments", notation should be made that the member voted a challenged ballot ^d the reason for his challenge. Such member's membership book shall be stamped "voted challenge", and the date, and such member instead of the above-mentioned mailing envelope, shall be given the mailing envelope of a different color marked on the face thereof with the word, "Chal­ lenge". At the end of each day. the Port Agent or his duly designated representative shall enclose in the envelope addressed to the depository and marked "Roster Sheets and Ballot Stubs", the roster sheet or sheets executed by the members that day. together with the numbered perforated slips removed from the ballots which had been given to the members, and then mail the same to such depository. To insure that an adequate supply of all balloting material is maintained in all ports at all times, the Port Agent or his duly designated representative, simultaneously with mailing of the roster sheets and ballot stubs to the depository at the end of each day. shall also make a copy of the roster sheet for that day and mail the same to the SecretaryTreasurer at Headquarters. The Port Agent shall be responsible for the proper safeguarding of all election material and shall not release any of it until duly called for and shall insure that no one tampers with the material placed in his custody. (e) Full book members may request and vote an absen­ tee ballot under the following circumstances; while sucn member is employed on a Union contracted vessel and which vessel's schedule does not provide for it to be at a port in which a ballot can be secured during the time and period provided for in Section 4(a) of this Article or is in a USPHS Hospital anytime during the first ten (10) days of the month of November of the Election Vear. The meinber shall make a request for an absentee ballot by registered or certified mail or the equivalent mailing deviw at the location from which such request is made, if such be tne case. Such request shall contain a designation as to tne address to which such mCmber wishes his absentee ballot returned. The request shall be postmarked no later than 12:00 P.M. on the 15th day of November of the elwtiOT year, shall be directed to the Sccretafy-Treasurer at Head­ quarters and must be delivet-ed no later than the 25th of such November. The Secretary-Treasurer shall determine whether such member ii eligible to vote such absentee ballot. The Secretary-Treasurer, if he determines that such member is so eligible, he shall by the 30th of such Novem­ ber, send by registered mail, return receipt requested, to the address so designated by such member, a "Ballot", after removing the perforated numbered stub, together with the hereinbefore mentioned "Ballot" envelope, and mailing envelope addressed to the depository, except that printed on the face of such mailing envelope, shall be the words "Absentee Ballot" and appropriate voting instructions shall accompany such mailing to the member. If the ^cretaryTreasurer determines that such member is ineligible to receive such abstentee ballot, he shall nevertheless send such member the aforementioned ballot with accompanying material except that the mailing envelope addressed to the depository shall have printed on the face thereof the words "Challenged Absentee Ballot." The Secretary"Treasurer shall keep records of all of the foregoing, includ­ ing the reasons for determining such member's ineligibility, which records shall be open for inspection by full book members and upon the convening of the Union Tallying Committee, presented to them. The Secretary-Treasurer shall send to all Ports, the names and book numbers of the members to whom absentee ballots were sent. (f) All ballots to be counted, must be received by the depository no later than the January 5th immediately sub­ sequent to the election year and must be postmarked no later than 12 midnight December 31st of the election year. Section 4. (a) At the close of the last day of the period for securing ballots, the Port Agent in each port, in addi-r tion to his duties set forth above, shall deliver or ifiail to Headquarters by registered or certified mail,' attention Union Tallying Committee, all unused ballots and shall specifically set forth, by. serial number and amount, the unused ballots so forwarded. (b) The Union Tallying Committee shall consist of 18 full book members. Two shall be elected ffom each of the 9 ports of New York, Philadelphia, Baltimore. Mobile. New Orleans. Houston. Detroit, San Francisco and St. Louis. The elec­ tion shall be held at the regular meeting in December of the election year, or if the Executive Board otherwise deter­ mines prior thereto, at a special meeting held in the afore­ said ports, on the first business day of the last week of said month. No officer. Headquarters Representative, Port Agent. Patrolman, or candidate for office, or the job of Headquar­ ters Representative, Port Agent or Patrolman, shall be eligible for election to this Committee, except as provided for m Article X, Section 4. In addition to its duties herein set forth, the Union Tallying Committee shall be charged with the tallying of all the ballots and the preparation of a closing report setting forth, in complete detail, the results of the election, including a complete accounting of all ballots and stubs, and reconciliation of the same with the rosters, and receipts of the Port Agents, all with detailed reference to serial numbers and amounts and with each total broken down into port totals. The tallying Committee shall have access to all election records and files for their inspection, examination and verification. The report shall clearly detail all discrepancies discovered and shall contain recommendations for the treatment of these discrepancies. All members of the Committee shall sign the report, with­ out prejudice, however, to the right of any member thereof to submit a dissenting report as to the accuracy of the count and the validity of the ballots, with pertinent details. In connection with the tally of ballots there shall I* no counting of ballots until all mailing envelopes containing valid ballots have first been opened, the ballot envelopes removed intact and then all of such ballot envelopes mixed together, after which such ballot envelopes shall be oj^ned and counted in such multiples as the Committee may deem expedient and manageable. The Committee shall resolve all issues on challenged ballots and then tally those found valid, utilizing the same procedure as provided in the preceding sentence either jointly or separately. (c) The members of the Union Tallying Committee shall, after their election, proceed to the port in which Headquarters is located, to arrive at that port no later than January 5lh of the ye'ir immediately after the election year. Each member of the Committee not elected from the port in which Headquarters is located shall be reimbiirsed for transportation, meals, and lodging, expenses occ«ioned by their traveling to and returning'from that Port. Committee members elected from the port in which Headquarters is located, shall be similarly reimbursed, except for transpor­ tation. All members of the Committee shall also be paid at the prevailing standby rate of pay from the day subse­ quent to their election to the day they return, in normal course, to the port from which they were elected. The Union Tallying Committee shall elect a chairman from among themselves and, subject to the express terms of this Constitution, adopt its own procedures. All decisions of such Committee and the contents of their report shall be valid if made by a majority vote, provided there 1^ a quorum in attendance, which quorum is hereby fixed at ten. The Committee, but not less than a quorum thereof, shall have the sole right and duty to obtain all mailed ballots and the other mailed election material from the depository and to insure their safe custody during the course of the Committee's proceedings. The proceedings of the Committee except for their organizational meeting and their actual preparation of the closing report and dissents therefrom, if any, shall be open to any member, provided he observes decorum. Any candidate may act as an observer and/or designate another member to act as his observer at the counting of the ballots. In no event shall issuance of the above referred to closing report of the Committee be delayed beyond January 31st immediately subsequent to the close of the election year. In the discharge of its duties, the Committee may call upon and utilize the services of clerical employees of the Union. The Committee shall be discharged upon the completion of the issuance and dis­ patch of its report as required in this Article. In the event a recheck and recount is ordered pursuant to this Article, the Committee shall be reconstituted, except that if any member thereof is not available, a substitute therefore shall be elected from the appropriate port at a special meeting held for that purpose as soon as possible. (d) The report of the Committee shall be made up in sufficient copies to comply with the following requirements: two copies shall be mailed by the Committee to each Port Agent and the Secretary-Treasurer no later than January tist immediately subsequent to the close year. As soon as these copies arc received each Agent shall cost one copy of the report on the bulletin board, in f con&ous minner. and notify the Secretary-Treasurer. in writing, as to the date of such posting. This copy shall be kept posted until after the Election Report Meeting, which shall be the March regular membership meeting im­ mediately following the close of the election year. At the Election Report Meeting, the other copy of the report shall be read verbatim, (e) Any.full book member claiming a violation of the election and balloting procedure or the conduct of the same, shall within 72 hours of the occurrence of the claimed violation, notify the Secretary-Treasurer at Head­ quarters, in writing, by certified mail, of the same, setting forth his name, book number and the details so that ap­ propriate corrective action if warranted may be taken. The Secretary-Treasurer shall expeditiously investigate the facts concerning the claimed violation, take such action as may be necessary, if any, and" make a report and recommenda­ tion, if necessary, a copy of which shall be sent to the member and the original shall be filed for the Union Tallyr ing Committee for their appropriate action, report and rec­ ommendation, if any. The foregoing shall not be applicable to matters involving the Credentials Committee's action or report, the provisions of Article XIII, Sections 1 and 2 being the pertinent provisions applicable to such matters. ' All protests as to any and all aspects of the election and balloting procedures or the conduct of the same, not passed upon by the Union Tallying Committee in its report, excluding therefrom matters involving the Credentials Committee's action or report as provided in the last sentence of the immediately preceding paragraph, but including the procedure and report of the Union Tallying Committee, shall be filed in writing by certified mail with the SecretaryTreasurer at Headquarters, to be received no later than the February 25th immediately subsequent to the close of the election year. It shall be the responsibility of the member to insure that his written protest is received by the Secretary-Treasurer po later than such February 25th. The Secretary-Treasurer shall forward copies of such written protest to all ports in sufficient time to be read at the Election Report Meeting. The written protest shall contain the full book member's name, book number, and all details constituting the protest. (f) At the Election Report Meeting the report and recommendation of the Union Tallying Committee, includ­ ing but not limited to discrepancies, protests passed upon by them, as well as protests filed with the SecretsTreasurer as provided for in Siection (e) immediately above, shall be acted upon by the meeting. A majori^ vote of the membership shall decide what action, if any, in accordance with the Constitution shall be taken thereon, which action, however, shall not include the ordering of a special vote, unless reported discrepancies or protested procedure or conduct found to have occurred and to be violative of the Constitution, affected the results of the vote for any office or job, in which event, the special vote shall be restricted to such office, offices and/or job or jobs, as the case may be. A majority of the membership at the Election Report Meetings may order a recheck and recount when a dissent to the closing report has been issued by three (3) or more members of the Union Tallying Com­ mittee. Except for the contingencies provided for in this Section 4(f), the closing report shall be accepted as final. There shall be no further protest or appeal from the action of the majority of the membership at the Election Report Meetings. (g) Any special vote ordered pursuant to Section 4(f) shall be commenced within ninety (90) days after the first day of the month immediately subsequent to the Election Report Meetings mentioned above. The depository shml the same as designated for the election from which the special vote is ordered. And the procedures shall be the same as provided for in this Spction 4, except where specific dates are provided for, the days shall be the dates applicable, which provide for the identical time and days / originally provided for in this Section 4. The Election Re­ port Meeting for the aforesaid special vote shall be that meeting immediately subsequent to the report of the Union Tallying Committee separated by one calendar month. Section 5^ Elected Olficeis and Job Holdeis: (a) A candidate unopposed for any office or job shall be deemed elected to such office or job notwithstanding that his name may appear on the ballot. The Union Tallying Committee shall not be required to tally complctc y the results of the voting for such unopposed candidate but shall certify in their report, that s"ch uno^sed candi^date has been elected to such office or job. The Election Rejwrt Meeting shall accept the above certification ol the Union Tallying Committee without change. Section 6. Installation into Office and the Job of Headquarters Representative, Port Agent or Patrolman: (a) The person elected shall be that person having the largest number of votes cast for the particular office or job involved. Where more than one person is to be elected for a particular office or job, the proper number of candidate receiving the successively highest number of votes wall TC declared elected. These determinations shall be made only from the results deemed final and accepted as provided m this Article. It shall be the duty of the President to notify each individual elected. (b) The duly elected officers and other job holders shall take over'their respective offices and jobs, and assume the duties thereof, at midnight of the night of the Election Report Meeting, or the next regular meeting, depending upon which meeting the results as to each of the foregoing are deemed final and accepted, as provided in this Article. The term of their predecessors shall continue up to, and expire at, that time, notwithstanding anything to the con­ trary contained in Article XI. Section 1. "This shall not apply where the successful candidate cannot assume his office because he is at sea. ^ v In such event, a majority vote of the membership may grant additional time for the assumption of the office or job. In the event of the failure of the newly-elected Presi­ dent to assume office the provisions of Article X, Action 11 shall apply until the expiration of the term. All other cases of failure to assume office shall be dealt with as decided by a majority vote of the membership. Section 7. The Secretary-Treasurer is specificdly charged with the preservation and retention of all election record^ including the ballots, as required by law, and is directed and authorized to issue such other and further directives as to the election procedures as arc required by law, which directives shall be part of the election procedures of this Union. October 1980 / LOG / 21 m' . ft J V -; i',' . ' '^ �V;-,. -• '•' i««® cF^X^t ; OFFICIAL BALLOT For Election of 1981-1984 Officers and Constitutional Amendments 1• Leo Cronsohn, CrSOl 2 • Frank Drozak, D-jg; 15 • 38 • Donald C. Anderson, A-5244 17 • Luige lovino, 1-11 39 • Leo Bonser, B-1193 40 • Mike Worley, W-752 18 • Earl "Emir Lee, Jr., L-8001 4 • Ed Turner, T-8001 , 19 • Frank Mongelli, M-1111 SECRETARY-TREASURER Vote for One / 20 • Carl Peth, P-755 21 • George RIpoll, R-708 22 D Trevor Robertson, R-723 Wn VICE PRESIDENT IN CHARGE, OF CONTRACTS AND CONTRACT ENFORCEMENT Vote for One 6 • Angus Campbell, 0-217 7 • Robert (Bob) O'Rourke, 0-3 24 • Robert Selzer, S-1258 26 O Ted Babkowski, B-1 John Fay, F-363 13 • Gk>rge McCartney, M-948 14 • Steven Troy, T-485 John Ruiz, R-1116 44 • Harmando Salazar, S-1966 45 n F.E. "Gene" Taylor, T-180 - ~ Juan J. Relnosa, R-70 SAN FRANCISCO JOINT PATROLMAN Vote for Two George Costango, C-5795 BALTIMORE JOINT PATROLMAN Vote for TWO 47 • D. "Frank" Boyne, &8 48 • Gentry Moore, M-8001 ~~ 28 • . Richard Avery, Jr., Ag0017 29 • X. DETROIT AGENT Vote for One Robert Pomertahe, P-437 , 49 • MOBILE AQi^T Voto P»r One HEADQUARTERS REPRESENTATIVE Vote for Four 12 • 43 • 46 • Mike Sacco, S-1288 Jack Bluitt, 8-15 Patrick Plllsworth, P-1079 SAN FRANCISCO AGENT Vote for One BALTIMORE AGENT Vote for One Joe Sacco, 8-1287 -11 • 42 • Stephen Papuchis, P-5198 Leon Hall, Jr., H-125 27 • Louis Guarino, G-520 HOUSTON JOINT PATROLMAN Vote for Three Robert "Joe" Air, A-61 VICE PRESIDENT IN CHARGE OF THE LAKES AND INLAND WATERS Vote for One 10 • 41 • PHILADELPHIA JOINT PATROLMAN Vote for TWO VICE PRESIDENT IN CHARGE OF THE GULF COAST Vote for One 9 • HOUSTON AGENT Vote for One PHfLADELPHIA AGENT Vote for One VICE PRESIDENT IN CHAPOE OF THE ATLANTIC COAST Vote for One 8 • NEW ORLEANS JOINT PATROLMAN Vote for Three Horace Hamilton, H-8001 Anthony 0. Aronica, A^HSr Joseph OiGiorgio, D-2 Gerald A. Brown, B-1159 16 • an 5 • 37 • Jack Caffey, C-1010 NEW YORK JOINT PATROLMAN Vote for Eight EXECUTIVE VICE PREiiDENT ^ VWeforOne V. NEW ORLEANS AGENT Vote for One NEW YORK AGENT Vote for One PRESIDENT Vote for Qnes^ ^ 30 • D.L. "Sheriff" Dickinson, D-227 31 • Thomas Glldewell, G-467 32 • Jack M. Dalton, 0-337 33 • Hubert Hollis Johnson, J-192 34 • Edward "Edd" Morris, M-1358 35 • Darry Sanders, S-2016 36 • George Vukmir, V-269 Jack Allen, A-674 DETROIT JOINT PATROLMAN Vote for One 50 • MOBILE JOINT PATROLMAN Vote for Two 7 Byron F. Kelley, K-12039 ST. LOUIS AGENT Vote for One 51 • ^ 52 • ~ James Martin, M-5290 sr. LOUIS JOINT PATROLMAN Vote for One Manuel "Joe" SIgier, S-2101 PROPOSITION # 1 J ;• ' r^-i • SEAFARERS INTERNATIONAL UNION OF NORTH AMERICAAtlantlc, Gulf, Lakes and Inland Waters District VOTING PERIOD NOVEMBER 1st, 1980 THROUGH DECEMBER 31st, 1980 INSTRUCTIONS TO VOTERS—In order to vote for a candidate, mark a cross PQ In voting square to the left of name. If you vote for more candidates for office than specified herein, your vote for such office will be invalid. _ MARK YOUR BALLOT WITH PEN AND INK OR INDELIBLE PENCIL. - ;Tr "" '- ^ >', ,1. Are you In favor of amending Article V, Section 1(a) of the Constitution of the Seafarers International Union of North America-Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO in accordance with the resolution rriailed to you, to read as follows: Article V, Section 1 "(a) dues annually In the sum of $200.00 which shall be paid in equal quarterly amounts on a calendar year basis, no later than the first business day of each calendar quarter, except as herein otherwise provided, and such dues shall be increased from time to time by percentages ' equal to the percentages of negotiated wage increases inclusive of cost of living increases but not more than 10% annually over dues then In effect as provided in this paragraph (a) during the previous twelve months, and such dues inclusive of such percentages amounts rounded off to thu nearest dollar with 50 cents or less rounded off to the dollar immediately below and 51 cents or more, rounded off to the dollar Immediately above, and shall be payable in equal calendar quarterly amounts no later than the first business day of the calendar quarter immediately following any such 1,. increases, except as herein otherwise provided, and;" YES • NO PLACE "X" IN BOX OF YOUR CHOICE • PROPOSITION #2 Are you in favor of amending the Constitution of the Seafarers International Union of North America-Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, In accordance with the proposed amendments outlined in the resolution mailed 4o you fdr the purpose of creating a Vice President in Charge of the West Coast? YES • 22/ LOG / Gctober1980 NO PLACE "X" IN BOX OF YOUR CHOICE • �1t " -IS? . . ^ .• V, i ' -A : r'"''hj. /f )• > •S) •• •• , PROPOSmON#1 WHEREAS, our regular dues presently In the sum of $200.00 yearly as provided for in Article V, Section 1(a) of our Constitution, has remained unchanged for many years, and WHEREAS, notwithstanding the memt>ershlp's adoption several years ago of working dues related to days worked, In addition to such regular dues as provided^ Article V, Section 1(b) of our Constitution, costs of our Union operations have Increased over the comparable years In percentage amounts In excess of such work­ ing dues Increase, and WHEREAS, in order to discharge the Union's responsibilities to the membership It Is necessary that our Union receive Increased revenue so as to provide neces­ sary and competent personnel and facilities as well as to preserve and further the Union's Interest as an Institution for the meml)ershlp's t)eneflt, and WHEREAS, Inflation the past several years has Increased most substantially and It appears reasonably to continue for future years, necessitating that provision be now made to accommodate to the results of such future events, and WHEREAS, It appears most fair and appropriate that any dues Increases bear relationship to wage Increases Inclusive of cost of living increases negotiated by the Union for the membership, and WHEREAS, such dues Increases to be most fair and appropriate should be equal percentagewise with a maximum annual Increase, to the percentage of such negotiated wage Increases Inclusive of cost of living Increases so that If wage Increases and/or cost of living Increases are received by the membership In an amount for example of 9%, then the dues exclusive of dues related to days worked, shall be Increased by 9%, and WHEREAS, as stated, there should be a maximum percentage to which dues shall be Increased In any consecutive twelve months and which shall be not more than lOVo annually over that In effect In the previous consecutive twelve months, and WHEREAS, until otherwise decided by the membership as Constitutionally provided, such percentage Increases of dues exclusive of dues related to days worked should take place at a time when such wage Increases Inclusive of cost of living Increases occur, and WHEREAS, In the Interest of sound administrative procedures, such Increases In dues, however, should not occur until the first calendar quarter Immediately fol­ lowing the effective date of any such Increases Inclusive of cost of living Increases, and WHEREAS, your Executive Board has carefully reviewed this matter and unanimously agreed that the adoption of this Resolution Is In the best Interests of t^ membership and the Union and have authorized Vice President Leon Hall to submit this Resolution on behalf of your unanimous Executive Board as a Propos^ amendment to our Constitution and particularly Article V, Section 1(a), to be voted upon by our membership all In the manner provided by our Constitution tor con­ stitutional amendments. NOW, THEREFORE, IT IS RESOLVED: Article V, Section 1(a) of our Constitution shall be amended to read as follows: "(a) dues annually in the sum of $200.00 whjch shall be paid in equal quarterly amounts on a calendar year basis, no later than the first business day of each calendar quarter, except as herein otherwise provided, and such dues shall be increased from tin^ to tirne by percentages equal to the percentages of negotiated wage Increases Inclusive of cost of living Increases but not more than 10 /o annually over dues then m effect as provided In this paragraph (a) during the previous twelve months, and such dues Inclusive of such percentages amounts rounded off to the nearest dollar with 50 cents or less rounded off to the dollar Immediately below and 51 cents or more, rounded off to the dollar immediately abov^ and shall be payable In equal calendar quarterly amounts no later than the first business day of the calendar quarter Immediately following any such Increases, except as herein otherwise provided, and;" ' .• i '] -i\ f r•• 'j . ^'1 '.•v-,'-' '"'ii • '-i •:' ( 'i • 1 • 1 t V} • • > •t i1 • % • • 1' • I-1 •j ' .A ' - . -v «l '' ,',"t i'-'" M 1) fi' 'mi1if !i • - jr r1I' •• •h f • . 1 t . 1 1 .K >* y' t •1? THE FOLLOWING CONSTITUTIONALLY ADOPTED PROPOSITION, TO BE VOTED UPON, IF ADOPTED, WOULD AMEND THE CONSTITUTION TO PROVIDE FOR A NEW OFFICE AND OFFICER - VICE PRESIDENT IN CHARGE OF THE WEST COAST Article VII, Section 2 shall be amended to read as follows; "Section 2. The Headquarters of the Union shall be located In New York or at such place as the Executive Board may determine from time to time. The head­ quarters officers shall consist of a President, an Executive Vice President, one Vice-President In Charge of Contracts and Contract Enforcement, a^retaryTreasurer, one Vice President In Charge of the Atlantic Coast, one Vice Presldent-ln Charge of the Gulf Coast, one Vice President in Charge of the West Coast, and one Vice President In Charge of the Lakes and Inland Waters." ' ;) /• Article Vfll, Section 1 shall be amended to read as follows: "Section 1. The officers of the Union shall be elected as otherwise provided In this Constltuhon. These officers shall tie the President, an fxf ut.ve Vi^ President one Vice President In Charge of Contracts and Contract Enforcement, a Secretary-Treasurer, one Vice President in Charge of the Atlantic ^ast, one Vice President In Charge of the Gulf Coast, one Vice President In Charge of the West Coast, and one Vice President in Charge of the Ukes and Inland Waters. Article X, Sections 7 through 13, shall be renumbered seriatim so as to constitute new Sections 8 through 14. V ) I •r 'i ' .(,1 r': Article X, new Section 7 shall be added to read as follows: riv^(!oas, be a member of .he E«ecb,i« Boa,<^a•K. ebtmed m cast one vote In that borhr. He shall suoervlse and be responsible for the activities cf !»ll the Ports and the personnel thereof on the West Coast incuding their organizing artivities The West Coast area Is deemed to mean the States of Callfomla, Oregon, Washington, Alaska and Hawaii. . • activities. The ^st executive his responsibilities, he Is empowered and authorized to retain any technical or professional assistance i he deems necessary, subject to the approval of the Executive Board. Article X, Section 11 renumbered Section 12 as above. Is amended to read as follows: The first paragraph Is president the Executive Vice-President, the Vice President In Charge of Contracts and Contract Enforcement, the SJmS^SS^rle Coast Area, the Vice President In Charge of the Gulf Coast Area, the Vice President in SCMS^ Area ^he Vice President In Charge of the Lakes and Inland Waters, and the National Director (or chief executive of^er) of each nrSSon c?M by the Union whenever such subordinate body or division has attained a membership of 3,2TO members thrrTmte^^^ three (3) months. Such National Director (or chief executive officer) shall be a membe^ the respecSle su^Tdlnate"^ or SSton ariS rSLst be qualified to hold office under the terms of the Constitution of such division or subordinate body." f' is S Article X Section 12 renumbered 13, as proposed above, the first paragraph thereof "(a)". Is amended to read as follows: Article X ^tion members of the Union and Its subordinate bodies or divisions who are elected In accordance with the provisions (a) The temn 'J®®" the Seafarers Intematlonal Union of North America The following officers and job holders, upon their elecof this Constltut on, to attend IJe conv^tion o delegates to all Conventions of the Seafarers Intematlonal Union of North America In the tlon to S^ut v^^^^ 'n Charge of Contracts and Contract Enforcement; Secretary-Treasurer; Vice following order of prlonty^ Sue Co^Tv c^ President In Charge of the Gulf Coast; Vice President in Charge of the West Coast; Vice President In Charge President In Cba<^ oHJJ ^^^t senior In full book Union membership; Port Agents, with priority to and Patrolmen, with priority to those most senior In full book Union membership. These amendments. If approved, shall become effective upon the date of certification of the Union Tallying Committee. -i- :r - October 1980 / LOG / 23 f.- • ' •'«! r>T iwjuy,[f J •nrr-r^ .1,• »..'J • 4 •••t •. I'"',.r • I I PROPOSITION #2 • Jt . • • • �Ashore At Sea SS Kauai Fresh from the Sun Shipyard, Chester, Pa., the 720-foot, 38,800-ton new containership SS Kauai'(Matson Navigation) carried 1,200 containers on her maiden voyage to the port of Honolulu on Sept. 23. The $76.5 million ship, which has three sisters hips, made a special port of call to her island namesake, Nawiliwili, Xauai. She returned to Terminal Is., Los Angeles Harbor to team up with the SS Manulani on the run. The SS Maui and SS Manukai sail the 98-yearold San Francisco-Honolulu run. Sea-Land Service This month Sea-Land Service plans more sailings with added tonnage from the East Coast and the Gulf to Northern Europe with direct, long haul weekly sailings from eight ports and twice-weekly sailings from Port Elizabeth, N.J. On the North Atlantic run, SL-7s carrying 1,096 containers, will call weekly at Rotterdarti and Bremerhaven from Port Elizabeth and Portsmouth, Va. The stepped-up operation also calls for Sea-Land vessels to call at Rotterdam three times a week and twice weekly at Bremerhaven and Algeciras, Spain. A 739-foot SL-18 and three 635-container D-6s will sail weekly from Port Elizabeth, Wilmington, N.C. and Charleston, S.C. to Rotterdam and Algeciras. From the Gulf, three 839-container D-8s and two SL-18s will sail weekly from Houston, New Orleans, Jacksonville and Port Everglades to Bremerhaven and Algeciras. SS Merrimac From the Gulf on Oct. 5-15, the bulk carrier SS Merrimac (Ogden Marine) will carry 17,800 metric tons of sulfur to Alexandria or Port Said, Egypt. Philadelphia ' With the Japanese expecting to import 80.5 million tons of steam coal in 1995 after importing 25 million tons of metallurgical coal in 1974, the port of Philadelphia's Greenwich Pier 124 will get $26.5 million from the state to modernize and increase its capacity from 3 million tons to 20 million tons by the mid-1980s. With Northern Europe also expecting to import more coal and the U.S. expected to export 120 million tons of coal by 1990, this port's Port Richmond will be modernized to hike its capacity to 10 million tons a year. Overseas Valdez Committee Puerto Rico Marine Puerto Ricp Marine plans to start early next year a R/O R/O trailership run between the ports of New Orleans and San Juan. The new weekly run will sail from the company's newly-leased 1S'A acre France Road terminal which has a 700-foot berth and a marshaling yard for 700 containers. Trailer Marine Transport Five 400-foot double-deck barges of Trailer Marine Transport (Crowley Maritime) will be converted into triple-deck ships. They will be on the R/O R/O cargo run between Lake Charles, La. and San Juan. Each barge's third deck will be 18 feet wider than lower decks giving it another trailer lane on each side so capacity is increased from 180 to 288 40 and 45-foot trailers. Two are already ready and all will be in service by the end of the year. Coordinated Caribbean Transport Coordinated Caribbean Transport expects its new tug-barge vessels to enter the run between Miami and Ecuador soon. U.S. Maritime Administration Since MARAD now has only one supplier of U.S. Merchant Marine service ribbons, it is going to issue non-exclusive licenses to make and sell these ribbons. The ribbons are for Korea, Vietnam, Pacific War Zone, Pre-Pearl Harbor Defense, Atlantic War Zone, Victory Medal and the MedMideast War Zone. N.Y. State AFL-CIO The N.Y. State AFL-CIO Convention endorsed a plan to build an offshore "energy island" in the Atlantic off New York City. The plan calls for widening the Erie Canal and using the dirt fill to build the island to make and store energy. The island would house oil refineries, power plants, natural gas storage tanks and be a porrfor oil tankers. Would you like to get your High School Diploma? We would like to help you. Here's all you have to do: Come to the Seafarers Harry Lundeberg School of Seamanship Fill out this coupon and send for your application kit. If earning your diploma is something you have been putting off, Delay no more. •i» NAME ADDRESS. PHONE_ Are you still an SlU member • yes • no book number • Please sehd me an application and pretest packet. • Please send more Information on the GED program. SlU Patrolman Teddy Babkowski (seated left) makes out a dues receipt on Sept. 24 for AB Steve Boettcher (seated right) a 1978 Piney Point Grad. With them js the Ship's Committee of the ST Overseas Va/dez (Maritime Overseas) of(seated center) Bosun Henry Jones: ship's chairman and (standing I. to r.) Chief Steward Babalu Evans, secretary-reporter; Steward Delegate Jose Romero and Engine Delegate Dave Cameron. The ship paid off at Stapleton Anchorage. S.I., N.Y. Address to: Tracy Aumann GED Department Seafarers Lundeberg School of Seamanship Piney Point,Maryland 20674 ' •„ .r' V 24 / LOG / October1980 • -'"v .M. . ... •SSBSl �.. •; . -• .jr. .-•q . Directory SlU Atlantic, GuljT, Lakes & Inland Waters United Industrial Workers of North America Frank Drozak, president Joe DiGiorgiu, secretary-treasurer Leon Hall, vice president Angus "Red" Campbell, vice president Mike Sacco, vice president Joe Sacco, vice president AUG. 1-30,1980 •TOTAL REGISTERED All Groups Class A Class B Class C Port Boston New York Philadelphia .. Baltimore Norfolk Tampa Mobile ....... New Orleans.. Jacksonville .. San Francisco. Wilmington ... Seattle Puerto Rico ... Houston PineyPoint ... Yokohama Totals 10 122 6 24 11 15 21 72 35 20 25 42 22 76 0 0 501 5 49 4 10 11 8 7 20 14 5 16 12 2 27 4 0 194 1 10 2 3 5 4 0 2 2 0 11 5 1 6 0 0 52 7 102 8 20 18 5 18 49 21 16 13 30 9 45 0 0 361 5 55 4 11 7 5 10 10 2 11 12 13 1 17 3 1 167 1 6 0 2 1 0 1 0 1 2 3 4 1 .2 0 0 24 New York Philadelphia .. Baltimore Norfolk Tampa Mobile New Orleans .. Jacksonville .. San Francisco. Wilmington ... Seattle Puerto Rico ... Houston Piney Point ... Yokohama Totals ToUlsAIIDepartmento 8 117 7 24 25 13 29 73 20 21 24 88 24 85 0 4 562 5 89 5 12 12 9 8 21 6 3 16 57 9 46 17 2 317 0 8 1 2 1 1 0 0 0 0 7 9 0 4 0 0 33 13 176 18 36 25 21 29 135 63 75 44 58 24 126 0 2 845 5 67 7 17 17 14 11 29 27 15 23 16 2 37 1 0 288 4 19 --^2 6 14 6 0 8 8 3 22 9 1 18 0 0 120 1 109 6 25 12 6 20 30 13 10 14 41 9 45 . 0 0 341 5 75 6 9 7 10 15 18 3 12 14 36 9 37 13 0, 269 3 43 2 10 7 3 9 29 5 6 5 30 6 30 2 0 190 2 21 3 • 3 7 4 0 5 4 5 5 5 4 3 12 0 83 0 4 0 0 1 4 0 1 0 2 0 5 0 0 0 0 17 3 78 2 16 14 8 17 21 12 9 14 46 5 32 1 0 278 4 64 1 11 13 7 5 9 2 8 6 14 5 28 72 0 249 1 4 2 1 0 3 1 0 0 0 2 7 0 1 • 0 0 22 3 2 0 0 1 4 0 0 0 11 1 12 0 6 0 0 40 8 153 10 32 32 9 30 119 34 48 24 48 13 102 0 0 662 4 80 8 16 15 7 10 34 9 16 17 17 5 28 0 1 267 1 14 0 5 5 1 0 5 4 2 5 8 0 3 0 3 72 5 15 15 3 17 67 16 29 14 35 14 58 1 0 364 2 41 4 9 12 2 1 16 7 15 8 8 6 2 0 0 133 0 9 0 0 3 4 0 2 1 22 7 8 1 0 0 0 57 • 5 45 6 18 11 4 4 41 14 22 12 24 12 21 0 1 240 16 287 . 43 50 54 23 25 111 74 65 52 43 30 58 2 1 934 ENTRY DEPARTMENT 5 35 2 13 4 3 7 22 12 4 7 17 8 11 0 1 151 10 124 13 26 27 14 13 40 27 20 22 27 22 38 83 0 506 7 66 3 11 11 7 3 11 5 10 48 19 1 20 0 0 222 1,203 950 315 , 1,181 835 95 i•;V (617) 482-4716 CHICAGO, ILL. 9402 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 COLUMBUS, Ohio 4937 West Broad St. 43228 (614) 870-6161 DULUTH, Minn. 705 Medical Arts Building 55802 (218) RA 2-4110 FRANKFORT. Mich P.O Box D 415 Main St. 49635 I .I •i{ (616) 352-4441 GLOUCESTER. Mass. STEWARD DEPARTMENT Port Boston All Groups Class A Class 8 Class C ENGINE DEPARTMENT Port Boston New York Philadelphia .. Baltimore Norfolk Tampa Mobile New Orleans.. Jacksonville .. San Francisco. Wilmington ... Seattle Puerto Rico ... Houston Piney Point ... Yokohama Totals ••REGISTERED ON BEACH DECK DEPARTMENT Port Boston New York Philadelphia ., Baltimore Norfolk Tampa ....... Mobile New Orleans .. Jacksonville .. San Francisco. Wilmington ... Seattle Puerto Rico ... Houston Piney Point ... Yokohama Totals TOTAL SHIPPED All Groups Class A Class B Class C HEADQUARTERS 675 4 Ave., Bklyn. 112.12 (212) HY 9-6600 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-9375 ALPENA. Mich 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON. Mass. .... 215 Essex St. 02111 2,111 1,622 8 191 8 25 26 9 11 33 21 85 141 35 50 50 0 0 653 883 •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. Shipping in the month of August was good in all A&G deepsea ports, as it has been for the last several years.A total of 2,111 jobs were shipped last month to SlU-contracted deep sea vessels. Of these,only 1,181 orsUghtly more than half, were taken by "A" senority members. The rest were filled by "B" and "C" seniority people. Shipping is expected to remain good for the foreseeable future. :i •if 63 Rogers St.0i903 i I (617) 283-1167 HONOLULU, Hawaii 707 Alakea St. 96813 (808) 537-5714 HOUSTON, Tex.... 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE. Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala. ..IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7.546 NORFOLK, Va 115 3 St. 2.3510 (804) 622-1892 PORTLAND. Or. 421 S.W. 5th Ave. 97204 (503) 227-7993 PADUCAH, Ky 225 S. 7 St. 4205l (502) 443-2493 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, Tex. .534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 626-6793 SANTURCE, P.R! 1313 Fernandez, J uncos. Stop 20 00909 (809) 725-6%0 SEATTLE, Wash 2505 I Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 TAM PA, Fla. 2610 W. Kennedy Blvd. 33609 (813) 870-1601 TOLEDO, Ohio . .. 635 Summit St. 43604 (419)248-3691 WILMINGTON, Calif. 408 Avalon Blvd. 90744 (213) 549-4000 lAMA, Japan kohama Port P.O. ^ •I A i 1 1 i J .1 .1 "{f I P.O. Box 429 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 October 1980 / LOG / 25 ^r -I. •- -t,..:.- �, ^ -[X WM a. __;r^ " iD)flf)©©g®!f goy .'1 -1. •. I . I •i OGDEN CHARGER (Ogden Ma­ rine), August 10—Chairman, Recer­ tified Bosun Neil Matthey; Secretary N. Andrews; Deck Delegate J. Ferro; Engine Delegate A. Norman; Steward Delegate John Platts. Some disputed OT in deck and engine departments. Frank Boyne, Yokohama port agent met ship in Sasebo. The Union and Company will talk to those concerned who can have extra launches in Kaohsang. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memo,ry of our departed brothers and sisters. LNG LEO (Energy Transport), August 3—Chairman Clarence Burgo; Secretary Michael Haukland; Deck Delegate Michael Marquette; Steward Delegate Steve Wagner. No disputed OT. Captain requested that all movie cassettes should be put away properly especially during stormy weather. Also that all on board should wear proper shoes, hard hats while out on deck and long sleeve shirts and trousers. Shower clogs or Japanese motor cycle boots will not be accepted. A vote of thanks to the steward department for a job well done. SEA-LAND GALLOWAY (SeaLand Service), August 31—Chairman, Recertified Bosun C. James; Secretary Peter K. R. Schulz; Educational Director Donald Peterson; Deck Dele­ gate George Alexander; Steward Dele­ gate Richard Williams. No disputed OT. Chairman gave a vote of thanks to the Chief Cook and members of the steward department who functioned as a well coordinated unit in performing their duties in absence of a steward. Secretary stressed the need for positive attitudes where ships performances are concerned. The Lx>g was received and passed around for all to read. Next port Elizabeth. SEA-LAND PATRIOT (Sea-Land Service), August 17—Chairman, Re­ certified Bosun James Boland; Secre­ tary H. Strauss; Educational Director W. Walton. No disputed OT. Chairman held a discussion on the importance of upgrading and of donating to SPAD. This is an election year and everyone should read about the candidates and most important vote. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. OVERSEAS VALDEZ (Maritime Overseas), August 3—Chairman, Re­ certified Bosun J. W. Parker; Secretary M. Reeves; Educational Director D. Compeau. No disputed OT. $29 in ship's fund. $277 in movie fund. Secretary reported that he appreciated the help given by crew in keeping messhall and pantry clean at night. There were no communications received. Expect a mail boat will be coming sometime on Monday. A vote of thanks to the stew­ ard department for a job well done. 26 / LOG / Octobef1980 OGDEN WILLIAMETTE (Ogden Marine), August 10—Chairman, Re­ certified Bosun Sven Jansson; Secretary George Luke; Educational Director Joel Spell; Deck Delegate John Donald­ son. No disputed OT. Secretary re­ ported that the steward department is doing a good job. Sorry to report that we are losing Stuart Schonberger, Saloon Messman on this trip. He has been a good man and we hope to be able to get another as good as he has been. All departments have cooperated and made this a good trip. Observed one minute of silence in memory of our departed brothers. Everyone still feels badly over the loss of our President Paul Hall. The next port is New York. LNG GEMINI (Energy Transport), August 24—Chairman, Recertified Bosun M. G. Woods; Secretary C. Shirah; Deck Delegate B. Isenstadt; Engine Delegate David Shaw; Steward Delegate Robert Adams. Frank Boyne, Yokohama port agent is meeting the ships regulafly and having a meeting on each ship as it arrives in Japan. Secretary reported that pool parties are held on each trip and requested that picnic tables be built and stored on pool deck and the tables to be only used for food service. No disputed OT. A vote of thanks to the steward department for cookouts by the pool. Next port Tobato. DEL MUNDO (Delta Stearnship), August 24—Chairman, Recertified Bosun C. Jordan; Secretary R. De Boissiere; Educational Director W. H. Sanders; Engine Delegate Max Stewart. No disputed OT. Educational Director requested that the crew report anything unsafe so that nobody gets hurt. A special vote of thanks to all department delegates for an excellent job. Report to Log: "C. Jordan, bosun and Deck gang secured and fixed a deck crane which collapsed in Barranquilla, Colombia. Thanks to such old timers for doing such a terrific job that nobody was hurt. Our hats off to all of them for a job well done." Observed one minute of silence in memory of our departed brothers. Next port Baltimore. SEA-LAND EXPLORER (SeaLand Service), August 24—Chairman, Recertified Bosun John Cisiecki; Secre­ tary T. R. Goodman; Educational Director Gerald Johnson; Deck Dele­ gate Richard Schaffer; Engine Delegate Eric L. Younce; Steward Delegate Harry D. Silverstein. Chairman re­ ported that he spoke to Yokohama port agent, Frank Boyne about ship movies and how the crew would appreciate a better selection. There was also a report on safety. Chief Steward, Theodore R. Goodman, reported that the next voyage would be his last. He is going back East and extended his gratitude to all departments for their cooperation. No disputed OT. Next port Yokohama. SEA-LAND PRODUCER (SeaLand Service), August 17—Chairman B. R. Kitchens; Secretary Robert J. Liegej; Educational Director K. Hart; Engine Delegate E. Wilson; Steward Delegate B. Wright. Some disputed OT in deck department. Chairman reported that the steward, E. Green, was put off in the Azores Island because of illness. Later learned that he had suffered a mild heart attack. Secretary reported that a safety meeting was held on Friday, August 15th. It was suggested that all crewmembers wear hard hats on deck when cargo is being loaded. The engine department reported that it needed dust masks. Observed one minute of silence in memory of our departed brothers. SEA-LAND BALTIMORE (SeaLand Service), August 3—Chairman, Recertified Bosun Robert Gorbea; Secretary George W. Gibbons; Educa­ tional Director W. J. Dunnigan. $15.25 in ship's fund. Some disputed OT in steward department. A letter was received in answer to the letters sent to the hall, regarding Paul Hall's passing. Chairman told the crew that they should read the Log so that they will know what is going on in the Union. Discussed the importance of donating to SPAD. A vote of thanks to the bosun and his men on the garbage detail. Also a vote of thanks to the steward department. Next port Elizabeth. POINT SUSAN (Point Shipping), August 3—Chairman C. J. Dockery; Secretary L. Gadson; Educational Director A. Thaxton; Deck Delegate W. Sorenson; Engine Delegate Robert S. Davis; Steward Delegate Robert D. Bridges. $4 in ship's fund. No disputed OT. Chairman encouraged the young members to use the opportunity they have in upgrading themselves at Piney Point. The contains information on the dates for the classes you can enroll in. The Log was received and read and all other communications have been posted. A vote of thanks to the steward department for a job well done. Next port Tunis. POINT MARGO (Point Shipping), August 7—Chairman William A. Aycock; Secretary J. Darrow; Educational Director A. G. Otts. No disputed OT. Chairman held a discussion on Union benefits and advised all members to read the Log and to support our Union by writing to their respective Congressijien to support our merchant fleet for job security. Recommended Timothy L. Smith, AB for upgrading at Harry Lundeberg School. Secretary also talked to crewmembers on why and how to write to their Congressman and Senators and to encourage their families and friends to do the same. If you can, obtain a copy of the May 1980 issue of the Log. On page 2 you will find the procedure to follow in writing to your Congressman. It would be beneficial to tear out the page and keep it handy for future reference. Educational Director talked about safety measures in certain areas of the ship. A vote of confidence for a good steward and his department and to the crewmembers who have made it a very pleasant trip without any complaints or incidents. Crew gave their full support to Brother Frank Drozak who has carried out the difficult job of our departed President Paul Hall. "We of the SS Point Margo give our vote of confidence and full hearted support to him. We are behind you all the way." LNG AQUARIUS (Energy Trans­ port), August 10—Chairman Pete Water; Secretary F. T. Motus; Deck Delegate John Lawson; Steward Dele­ gate Mark Simpson. $4.50 in ship's fund. No disputed OT. The new was received and put out for all to read. Chairman requested those who had a problem to come to him to see if it could be settled to everyone's satisfaction. A special vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. SEA-LAND ECONOMY (Sea-Und Service), August 24—Chairman, Re­ certified Bosun W. D. Crawford; Secretary Roy R. Thomas; Educational Director V. H. Fredevickson. $100 in movie fund. Some disputed OT in deck department. Chairman read all the communications that were received and posted them and discussed the im­ portance of upgrading at Piney Point. Also the importance of donating to SPAD. Reminded all crewmembers to wear hard hats in the shipyard. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. Next port New Orleans. SUGAR ISLANDER (Pacific & Gulf Marine) August 3—Chairman, Recerti­ fied Bosun Arthur McGinnis; Secretary George L. Vourloumis. No disputed OT. Chairman requested that all men getting off to leave their rooms clean for the next man who comes on board and to leave keys when paying off the ship. Report to Log: "A vote of thanks to the steward for keeping the steward depart­ ment on the ball. The food was out of this world. We felt like we were eating like kings. Thanks from the crew." OGDEN MERRIMAC (Ogden Ma­ rine), August 17—Chairman, Recerti­ fied Bosun G. Troche; Secretary O. Esquivel; Engine Delegate James McNeely. Some disputed OT in deck and engine departments. Secretary reported that all of the crew of the Merrimac were very saddened about the death of our great Union President, Paul Hall. We will always remember him and how he fought for all of us to be a strong Union. May he rest in peace and God bless him. Next port Norfolk. Official ship's minutes were also received from the following vessels: New York Columbia Jacksonville Great Land Ultrasea Cantigny Tampa Potomac Delta Caribe Del Viento Lionheart Banner Arecibo Pisces Capricorn Delta Mar Philadelphia Del Monte Bayamon Brooklyn Liberator Long Beach Delta Norte Paul Revere Montepelier Victory Thomas Nelson Sea-Land Finance Overseas Ohio Connecticut Sea-Land Liberator Sea-Land Leader Jamara Guilden Borinquen Overseas Aleutian Sea-Land Resource Golden Dolphin Puerto Rico Williamsburgh Overseas Anchorage Overseas Alice Santa Clara Robert E. Lee Del Mondo Beaver State Sea-Land McLean Sea-Land Trade �,:"y /- •'' firs'"'•,-i„ ,. ~ ,; ,v i • i'ljV/'i'' ••' -,';,','V '" ••. •,• • •••- ' i' ^-' ' ' .:; >V • •. --; ^ -' """" -" ^ ;. -y • '.- •.—' •• ' Seafarers Harry Lundeberg School of Seamanship Upgrading For '-•y. • Jobs and Job • r\,. r^-rl Security by JOHN MASON Director, Vocational Education Continuing vocational educa­ tion is your key tb success in the maritime industry. This truth is more urgent now than ever. Each year maritime tech­ nology changes your jobs, and makes necessary the need for new skills. The changes present you with two choices: stay with the older vessels as they are phased out (and your job along with it); The new administration at the Seafarers Harry Lundeberg School of Seamanship at Piney Point took time out from a very'busy schedule for or accept the challenge of new ttiis team photo. At center ISFrankMongelli, vice president.of theSeafarersSeamanshipSchool. At his left is Ken Conklin commandant technology and upgrade your of the school. At far right is John Mason, director of vocational education. At left is Jacqueline Knoetgen, director of academic education. At far left IS Chuck Svenson, head of the school's publications and public relations department. seafaring skills. There is no choice, really. We live in a changing world, and only those who are willing to change will ride the tide to better jobs by JACKIE KNOETGEN our skills—we are going to be left At the present time, we have and a better way of life. The Director, Academic Education behind. Nowhere is this more full-time teachers assigned to maritime industry is moving into There are some people—par­ true than in the maritime in­ work with our upgraders right in a decade of change. The next ten ticularly "older" persons—who dustry. So, upgrading is not a the vocational area. These teach­ years will bring many radically avoid going back to school luxury—it is a necessity. ers, and others in the academic new types of ships and tugs and because they are afraid they Here, at the Seafarers Harry staff, are available throughout barges. And we must be ready to won't be able to keep up with the Lundeberg School of Seaman­ the day—and after-hours where man this equipment. Education is rest of the class. They are afraid ship, we make it easy for you. The needed—to help you._ the key. they will fail. ^ academic staff—working closely The point is: All of us at the The courses offered at the Those of us who have spent and in conjunction with the Seafarers Lundeberg School are Seafarers Harry Lundeberg many years as educators know vocational staff—is ready and here to help you. We want you to School of Seamanship are that this is a very real problem. eager to help you successfully succeed. To do that, we have continually updated to keep pace But we also know that the fear complete whatever upgrading assembled what we believe is the with advances in the maritime goes away once you take the course you want to take. Our best teaching staff anywhere in industry. I am certain that plunge. staff includes specialists to help the country. Our teachers are students in 1978 Electrical In today's fast-changing world, you with reading problems, and knowledgeable, and they are Maintenance course would find we know that unless we keep up to help you improve your study dedicated. All that is needed now the 1981 Electrical Maintenance with the changes by upgrading skills. is your willingness to try. course changed in many ways. The point is: don't rule out the idea of retaking a course as a refresher. ment checks in New York at the that they should have receipts for What about Seafarers who completion of their programs. their transportation costs so that have never taken an upgrading SHLSS Vice President Frank Upgraders who satisfactorily they may receive full credit for course? ^ complete any of the various Mongelli reminded upgraders their expenses. Now is the time! The Lunde­ upgrading courses offered at the berg School offers a total Seafarers Harry Lundeberg learning package to accomodate School of Seamanship at Piney Seafarers of all ages and all levels Point will he reimbursed for their of education. For those who need transportation costs, it was help with problems in reading or announced by SIU President study skills, the help is here—and Frank Drozak. it's the best help you will find Under the new program, anywhere. reimbursement checks will be There are- many excuses for issued at the Lundeberg School putting off the time for upon the satisfactory completion upgrading. But, there's a more of any upgrading course. compelling reason for doing it: Reimbursement will be for your job and your job security transportation both to and from depend upon keeping your the Lundeberg School. seafaring skills abreast with Bosuns and Stewards in the advances in marine technology. SIU recertification programs, Ed Boden, left, and John Twomey, right, received the first travel checks under the SlU's new transportation reimbursement plan for upgraders at the Seafarers The future belongs to those who and '^A" Seniority Upgraders will Harry Lundeberg School of Seamanship. Presenting the first travel allowance prepare for it. receive their travel reimburse­ checks was SHLSS Vice President Frank Morigefli. f• •.» . This Is the New Team at Piney Point 5. V. Academic Staff is Ready To Assist Every Upgrader " Seafarers Now Get Transportation For Completing SHLSS Courses 1980 / \,QG / 27 - >• • f i •j ^ '4 . -!1 '}• • •-1 - :i'1 • I, • n ^ i • •-••l. �'M- if Two Seafarers Earn High School Diplomas Through HLSS "The teachers here are concerned about you and your education. They really want to help you." That's how Seafarer Legette Jones summed up his experience in earning a high school diploma through the G.E.D. program at the Seafarers Harry Lundeberg School of Seamanship. V, ^ C^OTltlftUlTl^ JOjCltlCdtlOTl JTICIYI -i ' ^ Seafarer Thomas McQuay, 28, Brothejr Legette Jones is not a dropped out of school in the newcomer to SHLSS. Since he seventh grade. "It seemed like has been sailing, he has achieved nobody really cared whether I a lifeboat and firefighting stayed or not, and I guess I just endorsement at the school, as lost interest," he explained. well as certificates for LNG and But now, some years later, Quartermaster. Brother Jones dropped out of school in 1968, and he has been going to sea since that time. But now, at 29 years of age, he has begun" to see the importance of continuing education. He said: "le, want to expand my knowledge of the world around me, and the only way I can do this is to get all the education I can." Seafarer Jones, who hails from Jacksonville, Fla., said that what he liked most about the High School Program at the Lunde­ berg School was "the individual help we get when we need it." Seafarer Legette Jones with teacher Tracy Auman. Brother McQuay is beginning to see the need for education. going to sea for some 11 years now, and I'm doing alright," he said. "But 1 have outside interests in free-lance photography and cosmetology, And I'll need a good education and a high school diploma if I am going to get where I want to go." Seafarer McQuay has been to the Lundeberg School before, and has taken advantage of the many upgrading courses offered including Assistant Cook, Cook & Baker, Chief Cook, and LNG. How does he feel about the programs at the Lundeberg School? "The staff shows a great deal of interest in each student, and they will spend as much time as you need on any area that you are having difficulty with," Brother McQuay said. "I would recommend this program very highly to anyone who wants to get ahead," he said. ".^if eye-opening experience" I 'Older' Seafarers Have Praise For SHLSS Upgrading Opportunities • Horace Ledwell is 52 years of age. James Dickinson is 56. Seafarer Ledwell has been going to sea for 34 years. Seafarer Dickinson has been sailing for 37 years. Both are now at the Seafarers Harry Lundeberg School of Seamanship to improve their sea-going skills and upgrade their ratings. Why would these two Sea­ farers who have been sailing with the SIU since the 1940's want to go back to school? "It's a great opportunity," explained Brother Ledwell who ships out of the Port of New f- ^• V iH'w: -V •7 York. "Many of us have some experience working with engines and machines, but here we get to learn Ihe tJieory as well as the practical skills." Seafarer Dickinson, who hails James Dickinson Horace Ledwell from Birmingham and ships out of the Port of Mobile, agrees. "This whole experience has been a real eye-opener for me," he said. "I'm learning a lot about diesel engines that I never knew before." And both of these seasoned Seafarers agree that more "older guys" should come to the Seafarers School. "It's a great opportunity for all of us'to keep our skills up-to-date," said Seafarer Ledwell. "And it's insurance for our jobs and Job security," added Brother Dickin­ son. Lundeberg School Graduates LNG Class Able Seamen Are Ready For Sea The Seafarers Harry Lundeberg School of Seamanship last month graduated another class of Seafarers who had qualified to sail aboard liquefied natural gas :(LNG) carriers. This course is part of the SlU's continuing program to supply qualified and well-trained Seafarers to its contracted operators. Pictured above are (front row, l-r) HLSS Instructor David Fraz'ier, Adrian Delaney, William O'Brian, Boyd Higginbotham. Nicholas Celona, John Biletz, Russell Zeller, James Allen and Charles Thorpe. In the back row are (l-r) Simon Hargrove, Edward Smith, Joseph Gran'ey, William Robinson, Lee Allen. Thomas Kline, Bruce Smith and Tom Peden. IVlissing from the class photo are Monroe Watson and Marvin Deloach. Deck Instructor Abe Easter, at right, looks through the glass darkly at the latest group of Seafarers to complete the Able Seaman at the Seafarers Harry Lundeberg School of Seamanship. Actually, Abe is pleased because the class passed with high marks. In front, from left, are Randall Halsey, John Picciolo, John Ray, Theodore Vasquez and Joseph Hance. In back are Walter Ott, Erwin Salis, Paul Flowers, Arne Guthey and Robert Ott. 28 / LOG / October 1980 �.r . 5", ..v'- 'vTTi.' " Able Bodied Seamen: • Pam and Lori Come Back to SHLSS To Begin Sea Career Upgrading me peace of mind."), and she hopes to get a Mate's license someday. Lori, outgoing and gregarious, is 26 and comes from Plattsburgh in Upstate New York. Since her graduation from HLSS in October 1978, Lori has shipped as Ordinary aboard the El Paso Southern, Point Susan, and the Overseas Washington. Lori loves deep sea sailing ("It's great therapy."), and she, too, plans to continue upgrading to secure a Mate's license. Meanwhile, at Piney Point, both Seafarers are hard at work learning the ropes of their chosen Vocations. The AB course at the Lundeberg School is a blend of classroom and on-the-job training to provide the upgrading Seafarers with all of the skills they will need to perform their duties efficiently and safely. Seafarers Pam Monaco and Mary Lori Frantino graduated a month apart back in the Fall of 1978 after completing the 12week basic training program at the Seafarers Harry Lundeberg School of Seamanship in Piney Point. They are both back at the Lundeberg School, wiser and more experienced, and they are both eager to move up the ladder in their chosen careers. Today they are on the first rung of that upgrading ladder as they turn-to to begin the intensive four-week Able Seaman course at SHLSS. Pam is 23 and hails from San Francisco. She was the first woman to complete the basic training course at SHLSS, graduating in September 1978. Since then she has shipped as Ordinary Seaman with SeaLand. Pam likes the sea ("It gives New Physical Education Program Is Launched Bart Rogers reported aboard at the Seafarers Harry Lunde­ berg School of Seamanship last month and immediately launched a wide-ranging physical educa­ tion program. "It's soipething we've needed for a long time," said SHLSS Vice President Frank Mongelli. The Physical Education program is available to upgraders as well as to all trainees. Bart Rogers, seen here putting some trainees through their paces, says the daily exercise regimen will help/ "to keep our Seafarers in top" form—;j>oth mentally and physically." - •: ''---Tv , J* r s V• • •- •••. • "A. ' , •- Pam Monaco Lori Frantino Notice to Mariners SHLSS Lists Schedules For Upgrading Classes The Seafarers Harry Lundeberg School of Seamanship has announced the schedule of upgrading classes for the remainder of 1980: November 1980 Pumproom Maintenance & Operation: Nov. 10-Dec. 19. Able Seaman: Nov. 6-Dec. 4. (This is the last AB class for 1980.) "A" Seniority Upgrading: Nov. lO-Dec. 8. j Lifeboatman: Nov. b-Noy. 20. Nov. 20-Dec. 4. -y Tankerman: Nov. 6-Nov. 20. " Nov. 20^Dec. 4. • December 1980 "A" Seniority Upgrading: Dec. 8-Jan. 5. Lifeboatman: Dec. 4-Dec. 18. Dec. 18-Jan. 1 Tankerman: Dec. 4-Dec. 18. Dec. 18-Jan. 1. \ ' ',1 •: Jr' ' •J' •7t a (Note: The following upgrading course schedule for January 1981 is approximate, and being given here so that Seafarers can make plans for upgrading. Firm course dates will he published as soon as they are available.) ^ LNG: Jan.5-Jan. 29. QMED: Jan. 15-April 9. FOWT: Jan. 29-Feb. 26. Marine Electronics: Jan. 5-Feb. 12. Diesel (Unlicensed): Jan. 5-Jan. 29. ; Diesel (Licensed): Jan. 5-Jan. 29. Diesel (Scholarship): Jan. 5-Feb. 29. Conveyorman: Jan. 5-Jan. 29. Towboat Operator (Scholarship): Jan. 5-Feb. 26. Third Mate: Jan. 5-Mar, 12. r Able Seaman: Jan. 5-Jan. 29. Steward Recertification: Jan. 5-Mar. 2. T .. "A" Seniority: Jan. 5-Feb. 2. Lifeboatman: Jan. 2-Jan. 15. _ : Jan. 15-Jan. 29. • Jan. 29-Feb. 12. ' : • Tankerman" Jan. 2-Jan. 15. ^ • y- . ^ Jan. 15-J4n. 29. Jan. 29-Feb. 12. October 1980 / LOG / 29 - V 7" " (I • January 1981 • .. T:' To register for any of the courses, use the Upgrading Application Form on the back page of this special HLSS section. • •7'c-i- -^1 �• ft •• Apply Now for an SHLSS Upgrading Course I (Please Print) i •4.; .v.. •'l-.i (Please Print) • Seafarers Harry Lundeberg School of Seamanship Upgrading Application Name. Date 6f Birth. (Last) (First) < (Middle) Mo./Day/Year ; Address. J-;.- (Street) (City) (State) Coep Sea Member Q Port Presently Registered ln_ Port Issued I I Endorsement(s) or License Now Held. • Social Security #. I Piney Point Graduate: • Yes ; Entry Program: Front. No • (if yes. filMn below) to. (dates attended^ ; Upgrading Program: From. Endorsement(s) or License Received . to_ (dates attended) V W i Do you hold a letter Of completion for Lifeboat: • Yes I " •: Lakes Member • .Seniority. ! Date Book ; Was Issued • (Area Code) Inland Waters Member • • Book Number. •• f Telephone. (Zip Code) No* p Fireflghting: • Yes No • CPR • Yes No • j J Dates Available for Training. • I Am Interested in the Following Course(s). '"X 4- i DECK ENGINE I Q Tankerman I • AB 12 Months : • AB Unlimited [ I~1 AB Tups & Tows ; • AB Great Lakes I Q Quartermaster ; • Towboat Operator I Western Rivers • • Towboat Operator Inland • • Tpwboat Operator Not I Moredian 200 Miles S • Towboat Operator (Over I 200 Miles) [ • Master Q Mate j • Pilot I • Third Mate • • FWT • Oiler • OMED - Any Rating • Others. • Marine Electrical Maintenance • Pumpiooih MaintenahceT and • Operation Q Automation . " . • Maintenance of Shipboard Refrigeration Systems • Diesel Engines v Q Assistant Engineer (Uninspected Motor Vessel) Q Chief Btgineer (Uninspected Motor Vessel) StEWARD ^ • O • • Q • Assistant Cook Cook & Baker Chief Cook Steward Towboat InTarid Cook ALL DEPARTMENTS ^ • LNG • LNG Safety • Welding • Lifeboatman O Fire Fighting I RECORD OF EMPLOYMBVIT TIME —(Show only amount needed to upgra^ in rating noted above or attach letter of service. : whichever is applicable.) • VESSEL RATING HELD ; SIGNATURE DA1E SHIPPED DATE OF DtSCHARGE DATE Please Print RETURN COMPLETED APPUCATION TO: c. Seafarers Lundeberg Upgrading Center PINEY POINT, MD. 20B74 .-•-.I': -•ys " 30 / LOG / October 1980 • 'L • • •.. �James William Downey, 60, died of arteriosclerosis in the Seattle: USPHST Hospital on Apr. 22. Brother Downey joined the SIU in ^ the port of Balti­ more in 1955 sailing as an AB. He also sailed during World War II and the Vietnam War. Seafarer Downey was a veteran of the U.S. Army in World War 11. He walked the picketline in the 1962 l^obin Line beef. Born in Boston, Mass., he was a resident of Seattle. Cremation took place in the Washelli Crematory, Seattle. Surviving are his widow, Arlita; a son, James Jr. of Charlestown, Mass.; a daughter, Denise, also of Charlestown and his mother, Velteru of Oakland, Calif. Thomas "Tom­ my" Wilburn Finch, 55, died of cancer on Mar. 13. Brother Finch joined the SIU in the port of Hous­ ton in 1958 sailing as a FOWT. He sailed for 39 years. Seafarer Finch was a veteran of the U.S. Navy during World War II and the Korean War. A native of Galveston, he was a resident there. Burial was in Galveston Memorial Park Cemetery. Surviving are his widow, Augustine; a son, Frederick and two daughters, Mrs. Debra Kay and Mrs. Linda McKinney, both of Galveston. Pensioner Wil­ liam AndrewFord, 72, passed away from heart failure' at home in Balti­ more on Mar. 28. Brother Ford joined the SIU in 1946 in the port of Baltimore sailing as a cook. He sailed 33 years. Seafarer /Ford was born in Baltimore. Burial was in Mt. Auburn Cemetery, Baltimore. Surviving are his widow, Virginia; his moti.er. Bertha of Baltimore; three grandsons, William and Gregory Lona and Justin Hayes and two granddaughters, Bessie Hayes and Beverly Daniels. Steven C. Caldwell, 30. died of multiple injuries in Owl's Head, Me. on May 30, 1979. Brother Caldwell joined the Union in the port of Boston in 1972 sailing for Mariner Towing from 1972 to 1979. Surviving are his widow, Gail of Lincolnville, Me.; a son, Alexander; a daughter, Victoria and his parents, Mr. and Mrs. Charles Caldwell. Pensioner Tomas Elcaide Desamito, 69, died of heart-lung failure in the Marv's Help Hospital, Daly City. Calif, on Feb. 18. Brother Desamito joined the MC&SU in the port of San Francisco. He started jailing on the West Coast in 1946. Seafarer Desamito sailed in the steward department on the SS Lurline. Born in the Philippines, he was a resident of Daly City. Cremation took place in the Skylawn Memorial Park Crema­ torium, San Mateo County, Calif. His ashes were strewn on the seas. Surviving are his widow. Opal, and a brother, Stanlev of San Francisco. Pensioner Frank "Seas Lover" Gon­ zales, 82, passed away on Apr. 5. Brother Gonzales joined the MC&SU in the port of San Francisco sailing as a cook and baker. He sailed 48 years and during World War II. Seafarer Gon­ zales was a resident of Sacramento, Calif. Surviving are two sons, Frank Jr. and another son; a daughter, Valentina of San Francisco and seven grandchil­ dren. Pensioner Graciano Louis Fraustio, 63, died of heart failure in the TMB Hospital, Galveston on Feb. 24. Brother Fraustio joined the SIU in the port of Houston in 1956 sailing as a chief cook. He sailed 24 years. Seafarer Fraustio was bom in Cuero, Tex. and was a resident of Houston. Interment was in Thomaston (Tex.) Cemetery. Surviving are h son, Graciano Jn; a daughter, Mary of Corpus Christi, Tex.; a grandson, Alfonso and a granddaugh­ ter, Selma. Joseph Ramirez Grana, 62, suc­ cumbed to arterio­ sclerosis in Baltimore on June 22. Brother Grana joined the SIU in the port of Balti­ more in 1957 sail­ ing as an AB and in the steward department. He sailed 34 years. Seafarer Grana also sailed on the Calmar Line. Born in Havana, Cuba, he was a resident of San Juan, P.R. He was a naturalized U.S. citizen. Burial was in St. Stanislaus Cemetery, Baltimore. Surviving are his mother, Maiiiela of Las Palmas, Canary Is., Spain, and a brother, Donald Angel Q. Grana of Las Palmas. Pensioner / Felix Francis Miller, 86, died of heart failure in the U.S. Veterans Ad, ministration (VA) Hospital, Milwauf J kee. Wise, on June S^J8. Brother Miller joined the Union in the port of Milwaukee in 1961 sailing as a tugman for the Great Lakes Towing Co., Great Lakes Dredge and Dock Co. and for Merritt, Chapman and Scott. From 1925 to 1937, he sailed on the Tug Edward E. Gillen (Clark Towing) from 1938 to 1951 on the Tug W. H. Meyer (Great Lakes Towing) and from 1942 to 1947 on the Tug Welcome (Milwaukee Tugboat Line). Laker Miller was a veteran of both the U.S. Navy and U.S., . Army in World War 1. A native of Milwaukee, he was a resident there. Burial was in Wood National Cemetery, Milwaukee. Suryiving is his widow, Martha. Pensioner Joe Louis Barro, 72, died of heart failure in the Sierra View Memorial Hospital, Sun Valley, Calif, on Apr. 7. Brother Barro joined the merged Marine Cooks & Stewards Union (MC&SU) in the port of San Francisco in 1956 sailing as a room steward for the Matson Line before and during World War 11 until 1962. He sailed 30 years. Seafarer Barro began sailing in 1935. Born in Cuba, he was a resident of San Francisco, Calif. Burial was in the San Fernando Mission Hills Cemetery. Surviving are his widow. Carmen of Sylmar, Calif, and two sons, Joe Jr. of San Fernando and Thomas. Oliver Joyce Fielding, 67, died ^ of cancer in the Nassau Bay (Tex.) USPHS Hospital on Jan. 29. Bro­ ther Fielding joined the Union in the port of Houston in 1957 sailing as a chief engineer forG& HTowingfrom 1957 to 1980. He sailed 33 years. Boatman Fielding was a former- member of the Hoisting Engineers Union. He was born in Centerville, Tex. and wasa resident of Pt. Bolivar, Tex. Interment was in Pt. Bolivar Cemetery. Surviving are his Michael Steven widow, Marie; a son, Jack and a Tolsen,2l,died of daughter, Mrs. Robbie F. Seifert of San kidney failure on Antonio, Tex. Apr. 13. Brother William "Bill" Lathers Long Jr., died Tolson joined the ' . ' ... of heart failure at home in Moultrie, Ga. Union (MC&S) in Pensioner Inocencio P. Baldonado, on Mar. 12. Brother Long joined the the port of Seattle Union in the port of San Juan, P.R. in 83, passed' away from a stroke at home in 1979 sailing as an assistant cook. • 1975 sailing as a cook for the Sheridan in San Francisco on .Feb. 14. Brother Transportation Co. and for the Tiig Baldonado joined the MC&SU in the He also sailed for-APL, PMA and the Management Co. from 1977 to 1979. He port of San Francisco in 1953 sailing as Prudential Line. Tolson was a 1976 was born in Florida. Cremation took a waiter for the Matson Line during graduate of the MC&ST raining School. place in the Gulf Coast Crematorium, Wprld War 11 and the Pacific Far East Bom in Seattle, he was a resident there. Tallahassee, Fla. Surviving is his Line (PFEL) and the American Presi­ Burial was in Mt. Pleasant Cemetery, dents Line (APL) from 1956 to 1958. He widow. Hazel. Seattle. Surviving are his father, was born in the Philippine Islands. Thomas of Seattle; his mother, Mrs. Pensioner Bennie Stephens Lupton, Seafarer Baldonado was cremated in the Beth Oler of Pittsburg, Calif, and a 59, died of heart failure in the Norfolk Olivet Memorial Park Crematory, sister, Centina of Oakland, Calif. USPHS Hospital on Apr. 26. Brother Colma, Calif. His ashes were scattered Lupton joined the Union in the port of on the seas. Surviving are two nephews Pensioner Jack Edward Slager, 71, Norfolk in 1962 sailing as a captain for passed away in the Treasure Is. USN Air lOT. He was born in North Carolina ^nd four nieces. Station Dispensary, San Francisco on and was a resident of Virginia Beach, Pensioner Carlos Enrique Jaramillo, Jan. 8. Brother Slager joined the Va. Burial was in Riverside Memorial 75, succumbed to hepatitus in ImbaMC&SU in 1931 in the port of San Park Cemetery, Norfolk. Surviving is a barra, Ecuador on Jan. 1,1977. Brother Francisco sailing as a waiter and 2nd ' stepson. Tommy G. Maynard of Vir­ Jaramillo joined the MC&SU in the and 3rd deck steward for APL during ginia Beach. port of San Francisco in 1951 sailing im World War II. He was a union patrol­ the steward department. He was born in Pensioner Charles"Ernie" Vomastek, man in 1938 in San Pedro, Calif., Ecuador and was a -residfent Atuntaqui, 57, died of arteriosclerosis in the Santa welfare representative in 1965 and UIW of San Francisco. Interment was in Tustin Community HospitalrCalif. on COPE delegate in 1967 in the port of Hermandad Franciscana Cemetery, Mar. 17. Brother Vomastek joined the San Francisco. Seafarer Slager was a Imbabarra. Surviving are his widow, MC&SU in the port of Wilmington, retired U.S. Navy chief command Marie of San Francisco; a son. Ivanhoe Calif, in 1953 sailing as a waiter for 15 steward for 25 years. During World War years on a luxury liner. Born in of Quito, Ecuador; a stepson, Jose Luis. II, he served aboard the USS Munda Carrado of Tampico. Mexico and .a Maryland, he was a resident of Santa and USS Cape Esperance. He was sister, Mrs. Delfina Montalvo of Ana, Calif. His ashes were scattered on awarded the Commander Military the seas. Surviving are a stepson, Cory Guayaquil, Ecuador. Order of the Purple Heart Medal, the Rose of Dryden, Mich, and a sister, Merchant Marine Combat Medal with Pensioner James Franklin "Big Jack" Lillian of Wilmington. Bar with two Battle Stars, the American Jackson, 69, died of a heart attack in the and Asiatic-Pacific Campaign Medals, Pensioner Alma Belle Hammet, 79, ScPttand WhiteClinic,Temple,Tex.on Philippine Liberation Medal, Presiden­ died of natural causes on Feb. 21. Sister Nov 4, 1979. Brother Jackson joined tial Unit Citation and World War 11 Hammett joined the MC&SU in the the MC&SU in 1951 sailing as a waiter Victory Medal. Slager was born in port of San Francisco in 1952. She for the Matson Line. He was a resident Chicago, 111. and was a resident of San sailed as a stewardess on the SS Lurline. of Taylor, Tex. Interment was in the Francisco. Interment was in Woodlawn Seafarer Hammet was born in Overton, Taylor City Cemetery! Surviving are his Memorial Park Cemetery, Colma, Tex. Cremation took place in the widow, Lovetta of Connor. Tex.; a Calif. Surviving are his widow, Rita of Rosehill Crematory, Linden, N.J. daughter. Roeanowina of Australia; a San Carlos, Calif.; three sons. Jack Jr. Surviving are a son, Gordon of Jackson son, Anthony; two brothers, Henry and of Arcadia, Calif.; Kevin of San Carlos Heights, N.Y.C. and a granddaughter, Edward of Taylor and a sister, Mrs, and Paul and two stepdaughters. Edna Sanders of Taylor. Susan. Bernadetta and Patricia Lucas. October 1980 / LOG / 31 , .. �.^...z^-.-^m "' >' Green C. G. Crew Blamed In Tragedy {•10; t •--. > ,; is P ' -;:• -•.y ACK of adequate training I and seagoing experience on the part of two key Coast Guard officers was the primary cause of the worst peacetime accident in Coast Guard history, according to the National Transportation Safety Board. That accident occurred on the night of Jan, 28, when the Coast Guard cutter Blackthorn sank within minutes of colliding with the SlU-contracted tanker Cap­ ricorn (Apex Marine) at the mouth of the Tampa Bay Chan­ nel. Twenty-three Coast Guards­ men died in the accident. No injuries occurred to the crew of the 605-foot Capricorn which ran agcound but did not spill any of the 150,000 barrels of bunker fuel she was carrying. The National Transportation Safety Board pinned the cause of the collision on the Blackthorn''^ failure to keep to the proper side of the Channel. The reason for that failure, the NTSB said, was inadequate supervision of the navigation of the cutter's officer of the deck (OOD) by the vessel's commanding officer. The NTSB's report was issuecf last month, following an investi­ gation of the accident. The Coast Guard also convened a Marine Board of Inquiry in the wake of the collision but has not yet released their final findings. In their feport, the NTSBnoted a dismal, all-around lack of experience of the Blackthorn^ crew. The commanding officer had been on shore duty for five years before taking command of the cutter, the Board's report said. He took command of the Black^_ thorn only six months before the accident. In addition, the OOD, who was "conning" or directing the Blackthorn''s movemenf at the time of the accident, had reported to the vessel for his first seagoing assignment only seven months earlier. For three out of those seven months, the Board pointed out,' the Blackthorn had been in drydock in Tampa. The Board also pointed out that on the night of Jan. 28, the entire deck crew of the Coast Guard vessel was making their first trip out of heavily trafficked Tampa Bay. The NTSB's report cited the testimony given by the OOD during the Board's inquiry, that . the one-degree change he 'had noted in the Capricorn''^ bearing officers assigned to seagoing minutes prior to impact indicated command after extended shore no risk Of a collision to him. This duty; "dramatically illustrates that the • requiring the use of a harbor conning of the Blackthorn had pilot when a CG commanding been left to a novice," said the officer is unfamiliar with pilotage Board, adding that an experi­ waters; • improved emergency train­ enced mariner would "not have reached such a conclusion from ing for Coast Guardsmen; • relocation of channels in the small bearing change." Further, the report said, the Tampa Bay to eliminate the 4Blackthorn^s commanding offi­ channel intersection where the cer failed to notice the Capricorn accident occurred. • require, all Coast Guard "until seconds before the col­ lision, although he was on the candidates for command or Blackthorn''^ bridge and ulti­ designation as qualified deck mately in charge of its navi­ watch officer on Coast Guard cutters over 100 ft. in length to gation." Since the CO had been ashore pass an examination similar to for five years, the Board said, "he that required for corresponding should not have,been selected for merchant marine licenses and to command without having been be re-examined on a periodic subjected to a comprehensive basis. The Board's safety recom­ refresher course." The NTSB concluded its mendations also included calling report by issuing 73 safety recom­ for a Coast Guard study of cutter mendations to the Coast Guard safety gear and emergency light­ to prevent such accidents or to up ing. When the Blackthorn cap­ the chances of crew survival in sized, her emergency lighting the event an accident does occur. system failed to function. No abandon-ship call was made on The recommendations include: • additional training of Coast the cutter's PA system and Guard commanding officers and liferafts could not be launched. deck officers on large cutters, Surviviors of the wreck clung to including underway training for floating debris. ife' KNOW YOUR RIGHTS KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. 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 con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by. any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. FINANCIAL REPORTS. The constitution of the SlU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by' the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees "in-charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: Angus "Red" Campbelf Chairman, Seafarers Appeals Board 275- 20th Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts arc avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU 32 / LOG / October 1980 ,N KNOW YOUR RIGHTS patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY —THE LOG. The Log has^ traditionally refrained'from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also 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 constitufTonal ports. The responsibility for 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 circum­ stances 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 should not have been required to make such payment, this should immediately be reported to Union 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 discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION —rSPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing, 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 con­ dition of membership in the Union or of eftiployment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Sup­ port SPAD to protect and further your economic, poli­ tical and social interests, and American trade union concepts. If at any time a ipember feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or infor­ mation, he should immediately notify SIU President Frank Drozak at Headquarters by certified mail, return receipt requested. The address is 675 - 4th Avenue, Brooklyn, N.Y. 11232. r • t .. �This pretty Iittle girl was with her mom at the Sunday market in Pisac. This stunning cathedral is one of several to be found at the Plaza de Armas in historic Cuzco. Also at.the market in Pisac, woman is shaded from sun by a beautiful hat o^ local design. On ^Sweethear^ Run, Why Not See the Sights AH, that wonderful "sweet/x heart run" to South Amer­ ica has mesmerized many a seaman, young and old. One well known SIU member spent 22 years on a Delta shipnot because he loved the ship so much—but because he absolutely lov-v-v-v-ved that "sweetheart run. With today's new fast turn^ around ships, port time has been cut drastically. But a good number of SIU ships, specifically Delta Line ships, still provide Seafarers, who hist for solid ground, with plenty of time to go ashore. For sure, everyone has his own particular thing to do. Some like the night-life. Some like the sunlight. Still others like to explore the special sights. Seafarer Bill Mullins, quite a photographer in his own right, fits into the latter category. (All the photos on this page were snapped by Brother Mullins.) He loves to seek out the natural beauty of the places he visits. He'd much rather visit a historic church than a nightclub. He loves people too. All kinds AH photos on this page taken by Seafarer Bill Mullins of people. And they like him right back. On a recent trip to Peru, Bill was in his glory. Peru has some of the most stunning landscapes in the world. It's loaded with history too. With ca,mera in hand. Bill started out at the port of Callao, just a stone's throw or so from Lima, ,the capital of Peru. He hopped a cab to the airport in Lima. From there, he hopped a plane (one hour ride—leaves three times a day) to historic Cuzco. And from there, it was a three hour train ride to Machupicchu, the famed lost city of the Incas. something different, the trip to Cuzco and Machupicchu is well worth it. It might even add a little spice to that old "sweetheart run." It did for Bill Mullins. / He also managed to visit the Market place (only on Sundays) at Pisac, a half hour ride by bus from Cuzco. Bill loved this trip, mainly because the Market is a bustling center for bartering among the local people' All in all, it was Just what the doctor ordered for Bill Mullins (he had been laid up for three months with a broken ankle.) Bill Mullins' style may not be your style. But it certainly is an admirable one. For all you first-trippers, and even you oldtimers looking for The peaceful beauty of Machupicchu, lost city of the Incas, discovered by archaeologTSts in early 20th century. - 'j'. ^ A couple of local Inhabitants of Machupicchu. Approach them carefully. Llamas have been known to nip. What time is it? Check this sundial at Machupicchu.' October 1980 / LOG / 33 �m ')• • Edgar Nelson, 55, joined the SIU in 1943 in the port of New York sailing as a bosun and QMED. Brother Nelson is a veteran of the U.S. Army during the Korean War. He was born in New York and is a resident of Wilmington. -'i' ...vSe; ". ' K: '-•'' Horace Carmichael, 66, joined the SIU in 1938 in the port of Mobile sailing as a chief steward. Brother Carmichael sailed around the world during World War II, Korean War and Vietnam War. On July 7, 1942, he was torpedoed off^Trinidad, B.W.I. In Vietnam, on a ship he was riding, a fire was put out in a hold loaded with 1,000 pound bombs. He has the distinction of sailing under the toughest skippers in the Water­ man fleet. In 1960, he received both the SIU Personal Safety Award and the USPHS Certificate of Sanitation for sailing aboard an accident-free and clean ship, the 55" Iberville. Seafarer Carmichael worked on the Sea-Land Shoregang in OaklandSan Francisco from 1968 to 1980. At his retirement party there, 300 to 400 persons paid him tribute. Shipmate William R. Cameron says he "... never heard anyone say anything bad about Carmichael." He was born in Mobile and is a resident of Oakland. Cleo Copeland, 65, joined the SIU # in the port of Savannah in 1955 sailing as an oiler. Brother Copeland sailed 29 years. He is a veteran of the U.S. Navy in World War II. Seafarer Copeland was born in Georgia and is a resident of Pembroke, Ga. Joseph Rivera Cuelles, 65, joined the SIU in the port of New York in 1950 sailing as a Chief Cook. Brother Cuelles sailed 32 years and during the Vietnam War. In 1963, he rode the Bull Line. Seafarer Cuelles walked the picketline in the 1962 Robin Line beefi He is a veteran of the U.S. Army in World War II. Born in Manila, P.I., he is a resident of Arabi, La. Armando Garcia de Jesus, 51, joined the SIU in 1946 in the port of New York sailing as a cook. Brother de Jesus won a 1960 Union Personal Award for sailing aboard an acci­ dent-free ship, the 55 Alcoa Patriot. He was born in Fajardo, P.R. and is a resident there. • ' J*; . '• William Clyde Farmer, 67, joined the SIU in the port of San Francisco in 1958 sailing as a bosun. Brother Farmer upgraded to QMED at the Harry Lundeberg School, Piney Point; Md. in 1974. He was born in Oklahoma and i^ a resident of Eureka, CaliL / Xf A' •:•' 'i •': J ' (• • - John Joseph Kulas, 62, joined the . SIU in the port of New York in 1955 sailing as a fireman-watertender. Brother Kulas sailed 35 years. He was born in Boston and is a resident of Salem, Mass. George Washington Bowden Jr., 55, joined the SIU in the port of . Norfolk in 1955 sailing as a bosun deep sea from 1955 to 1971. Brother" Bowden sailed 34 years. He sailed inland for the Willis Barge Lines in 1975 and for McAllister Brothers as an AB from 1973 to 1980. Seafarer Bowden was bom in Norfolk and is a resident of Chesapeake, Va. 347 LOG / October 1980 Leslie Burnett, 63, joined the SIU in 1947 in the port of Mobile sailing as a chief, steward. Brother Burnett sailed 39 years. He is also a carpenter. Seafarer Burnett was born in King­ ston, Jamaica, B.W.I, and is a resident of New Orleans. Curtis Charles Chamberlain, 65, joined the Union in the port of Philadelphia in 1961 sailing as a captain and pilot for the Taylor and Anderson Towing Co. from 1958 to 1980. Brother Chamberlain also sailed for the Werner Co. from 1946 to 1958. He is a former member of the Electrical Workers Union. Boatman Chamberlain was born in Phila­ delphia and is a resident of Audubon, N.J. Richard Allen Funk, 51, joined-the SIU in the port of Philadelphia in 1951 sailing in the steward depart­ ment for 39 years. Brother Funk wais on the picketline in the 1962 Robin Line beef. He is a veteran of the U.S. % Air Force in World War II. Seafarer Funk was born in Philadelphia and is a resident of Jacksonville. Louis Clifford Pugh, 75, joined the SIU in 1938 in the port of Boston sailing as an A B for 53 years! Brother Pugh was born in Alabama and is a resident of Mobile. Rafael Lleyes Quesada, 65, joined the SIU in the port of New York in 1955 sailing as a wiper for 32 years. Brother Quesada walked the picketline in the 1962 Robin Line beef and the 1965 District Council 37 strike. He was born in Ponce, P.R. and is a resident there. Henry Edward Ahel, 62, joined the Union in the port of Houston in 1956 sailing as a chief-engineer for ABCL from 1976 to 1980 and from 1967 to 1976 for Inland Tugs. Brother Abel also sailed as an oiler and cook for G & H Towing from 1955 to 1967. He is a former member of the Bus Drivers Union, Local 16 from 1952 to 1954. Boatman Abel was born in Brenham, Tex. and is a resident of Koshkonong, Mo. Norman Lee, 65, joined the SIU in theport of Houston in 1957 sailing as an oiler for 40 years. Brother Lee was born in Lake Charles, La. and is a resident of Houston. William^Jackson Brogan, 51, joined the Union in the port of Norfolk in 1961 sailing as a chief engineer for the Curtis Bay Towing Co. of Virginia from 1947 to 1980. Brother Brogan hit the bricks in the 1965 Chicago (111.) Taxi beef. He is a former member of the United Mine Workers Union (UMW) from 1954 to 1961. Boatman Brogan was born in North Carolina and is a resident of Virginia Beach, Va. Domingo Lallave, 59, joined the SIU in 1944 in the port of New York sailing as a bosun, cook and wiper. Brother Lallave sailed 41 years. He also was a ship's delegate. And he hit the bricks in the 1961 N.Y. Harbor beef, 1962 Robin Line strike and the 1965 District Council 37 beef. Seafarer Lallave from 1970 to 1974, i was on the Sea-Land Shofegang in Port Newark, N.J. In 1967, he put himself up as a candidate in the Union election for vice president in charge of contracts but was disquali­ fied. Born in Mayaguez, P.R., he is a resident of Brooklyn, N.Y. Leonard Earl Maham, 66, joined the SIU in the port of Wilmington in iO sailing as an AB for 30 years. Brother Maham .was born in Nor­ wood, Ohio and is a resident of Jacksonville. Thad Rudolph De Loach, 59, joined the SIU in the port of New York in 1954 sailing as a chief steward for Delta Lines. Brother De Loach attended a Piney Point Educational Conference in 1971. He was born in Georgia and is a resident of Jacksonville, Fla. Arthur Joseph Fontaine Jr., 47, joined the SIU in the port of New York in 1958 sailing as a bosun. Brother Fontaine sailed 29 years. He was born in Providence, R.I. and is a resident there. Alfred "Al" Hanstvedt, 62, joined the SIU in 1947 in the port of New York sailing as a recertified bosun. Brother Hanstvedt sailed 43 years and with the Waterman Steamship Co. He graduated from the Union's Recertified Bosuns Program in 1974. In 1959, he received a captain's commendation as the outstanding seaman aboard the SS Emilia (Bull Line). A native of Bergen, Norway, he is a resident of Toms River, N.J. Charles John HIckox, 59, joined the SIU in the port of New Orleans in 1958 sailing as a chief steward. Brother Hickox did'tug organizing and picketline duty in the 1950s in the ports of New Orleans and Houston. He is a former member of the Carpenters and Joiners Union, AFLCIO. Seafarer Hickox is a veteran of the U.S. Army and U.S. Air Forces in World War II when he earned his GED. Born in Atlanta, Ga., he is a resident- of Folkston, Ga. Robert "Bob" Franklin Mftckert, 56, joined the SIU in the port of Baltimore in 1959 sailing as a recertified bosun. Brother Mackert sailed 26 years. He is a veteran of the U.S. Navy in World War II when in May 1943 off Oran, North Africa his ship was under attack as German bombers blew up one of the vessel's gun turrets. He received captain's commendations in 1975 aboard the ST Overseas Arctic (Maritime Over­ seas) as he and his crew mucked 18 . ballast tanks in winter in Odessa, Russia. Last year, he and his deck gang butterworthed nine cargo holds of the OBO Ultra Sea (Apex Marine) working day and night for 27 hours. They also painted the ship's nine hatches, decks and trims in four days. Born in Cumberland, Md., he is a resident of Baltimore. �'fi'n^lii^lr'i-?7ii 12 Complete 4th 1980 Steward Recert Class T HE chief steward is essential to the smooth running of the ship's committee. To upgrade the considerable skills the stewards already possess, the SIU last year established the Steward Recertification Program, Last month the 12 men who took part in the fourth class to be held this year, graduated from the Program. Like their brothers who have participated in other classes, these stewards spent six weeks at the Harry Lundeberg School of Seamanship in Piney Point, Md. and two weeks at Union Headquarters. At the HLSS, the stewards took part in classes such as menu planning, work scheduling, in­ ventory control and requisition, advanced culinary skills, typing and communication techniques. They also received first aid, CPR, and firefighting training. While at Headquarters, the stewards were given first hand information on how the various departments are run. this included important details on the Pension and Welfare Plans. The knowledge the stewards gained at HLSS and Headquar­ ters will help them do an even better job in their roles as chief steward and as secretary-reporter of the Ship's Committee. Any steward who has not yet applied for this Program is strongly urged to do so. Just see an SIU representative or write to Headquarters for an application. Samuel Goodman Leo E. Stewart -r ra* Ira C. Brown Charles E. Bell Marvin Deloatch Roque R. Macaraeg Carlos Diaz Adrian Delaney Oscar Smith Cristano Modellas Hans Spiegel nsNlchK Rmrl tar tmt MB Special Notice To avoid any problems and delays when being flown from U.S. ports to foreign countries, please carry on your person the following documents: Passport Union Book Clearance Slips Vaccination Card Seamans Papers Seamen have encountered problems by checking their bags at the airport with the documents in their bags which were lost or delayed in shipment. R. Juniel AUGUST 1-30,1980 '*TOTAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C t.. ''REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Algonac (Hdqs.). 53 22 6 83 66 1 60 17 13 0 27 16 5 0 7 4 3 51 145 94 131 47 68 ENGINE DEPARTMENT Algonac (Hdqs.). 29 10 4 48 30 STEWARD DEPARTMENT Algonac (Hdqs.). 12 8 Algonac (Hdqs.). 47 76 20 0 0 0 141 116 33 157 112 1 3 26 16 ENTRY DEPARTMENT Totals All Departments •"Total Registered" means the number of men who actually registered for shipping at theport last month. ""Registered on the Beach" means the total number of men registered at the port at the end of last month. October1980 / LOG / 35 •S!. �^mSm jif. U.S. Unemployment Drops to 7.6% WASHINGTON, D. C.—The U.S. unemployment rate in August dropped slightly to 7.6 percent from July's 7.8 percent. The slight dip in the unemployment rate was attri­ buted to a pickup in factory jobs employment. The U.S. Labor Department's Bureau of Labor Statistics (ELS) reported that there were 8,019,000 Notice On Job Call Procedure (inland) C When throwing in for work during a job caii at any SiU Hiring Haii, boatmen must produce the foiiowing: • membership certificate (where possessed) • registration card • clinic card • seaman's papers workers unemployed in August, 188,000 fewer than in July. Total employment in August stayed at 97,006,000 up 10,000 from July while the size of the labor force shrank by 178,000 to 105,025,000. The jobless rate for factory workers was down a full percentage point to 9.3 percent. Job gains were noted in textiles, apparel, rubber, plastics, fabricated metals, lumber and wood products. Only electrical equipment registered a substantial decline. The hard hit auto industry in Detroit showed some improvement in August as auto makers called back workers and retooled for smaller cars. Their jobless rate went from May's 29 percent to August's 21 percent. However, the unemployment rate for construction workers jumped 2.2 percent to 18.3 percent. Employ­ ment in service industries rose a bit Legal Aid for the second straight month. Federal Government employment showed a decline. The jobless rate for adult men eased to 6.6 percent from July's 6.7 percent. The rate for jobless adult women went down to 6.5 percent from 6.7 percent. Teenage unemployment rose to 19.1 percent from 19 percent. Black teenagers had a rate of 37.4 percent, an increase. White workers had an unemploy­ ment rate of 6.8 percent; blacks 13.6 percent, Hispanics, 10.6 percent. At a Congressional Joint Eco­ nomic Committee hearing on the unemployment rate drop, Chairman Lloyd Bentsen (D-Tex.) asked "Is this the first robin of spring or one last rose of summer?" BLS Commissioner Dr. Janet L. Norwood told the committee that "The deterioration in labor markets has clearly stopped." Dispatchers Report for Inland Waters AUCUST 1-30,1980 Port - Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals - •TOTAL REGISTERED All Groups Class A ClassB Class C TOTAL SHIPPED All Groups > Class A Class B Class C — — — — ,. —.— 0 0 0 7 . 0 0 0 1 1 0 1 0 0 3 58 0 2 0 6 79 0 0 0 3 0 4 0 6 1 0 4 0 0 2 6 0 0 19 4 49 0 0 0 0 0 4 0 13 1 0 1 0 0 7 5 0 0 4 72 107 0 0 0 2 0 0 0 1 0 0 4 0 0 3 48 0 3 2 0 63 0 0 0 0 0 0 0 6 0 0 1 0 0 10 0 0 1 17 2 37 ' 0 0 0 .0 0 3 0 10 0 0 1 0 0 6 4 0 3 4 4 35 ENGINE DEPARTMENT Port Boston New York Philadelphia Baltimore.. Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur.. Algonac St. Louis Piney Point Paducah Totals ;.. 0 0 0 0 0 0 1 0 0 0 0 0 0 0 2 0 0 0 0 3 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 0 2 0 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 .0 0 0 0 0 0 1 0 0 • 0 0 0 1 • 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 1 0 0 0 0 0 3 0 0 0 10 0 5 1 2 2 0 4 0 0 11 59 0 5 0 13 112 ' 0 0 1 11 0 3 3 6 1 0 10 0 0 5 8 0 1 1 12 62 0 0 0 6 0 3 0 6 1 0 7 0 0 12 15 0 12 0 188 252 0 0 0 1 0 0 1 0 0 0 1 0 0 1 3 0 0 0 0 7 0 0 0 0 0 1 0 0 0 0 1 0 0 1 0 0 0 0 1 4 0 0 0 0 0 3 0 0 1 0 3 0 0 0 1 0 1 0 2 11 STEWARD DEPARTMENT Port Boston New York Philadelphia .; Baltimore. Norfolk Tampa Mobile New Orleans Jacksonville ... San Francisco Wilmington Seattle Puerto Rico.. Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals^ Totals All Departments 0 0 0 0 0 0 0 ; 1 0 0 0 0 0 •.... 0 0 0 3 0 0 0 0 0 0 0 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 0 1 0 0 0 0 16 18 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1 0 0 3 0 0 0 1 0 0 0 1 2 0 1 0 0 0 0 0 1 0 4 10 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0 0 2 0 25 29 50 128 66 41 38 129 67 292 *"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at th'? port at the end of last month. . 36 / LOG / October 1980 iT.- ••REGISTERED ON BEACH All Groups aassA Class B Class C DECK DEPARTMENT -4 » • mm In the event that any SIU members have legal problems in the various ports, a list of attorneys whom they can consult is being published. The mem­ ber need not choose the recommended attorneys and this list is intended only for informational purposes: NEW YORK, N.Y. Schulman & Abarbanel 350 Fifth Avenue New York, N.Y. 10001 Tele. #(212) 279-9200 BALTIMORE, MD. Kaplan, Heyman, Greenberg, Engelman & Belgrad Sun Life Building Charles & Redwood Streets Baltimore, Maryland 21201 Tele. #(301) 539-6967 HOUSTON, TEX. Archer & Peterson Americana Building 811 Dallas Street Houston, Texas 77002 Tele. #(713) 659-4455 TAMPA, FLA. Hamilton & Douglas, P.A. 2620 W. Kennedy Blvd. Tampa, Florida 33609 Tele. #(813) 879-9482 SAN FRANCISCO, CALIF. John Paul Jennings, Henning, Walsh & Ritchie 100 Bush Street, Suite 440 San Francisco, California 94104 Tele. #(415) 981r4400 Philip Weltin, Esq. Weltin & Van Dam No. 1 Ecker Bid. San Francisco, Calif. 94105 Tele.#(415) 777-4500 ST. LOUIS, MO. Gruenb«rg & Sounders 721 Olive Street ^ St. Louis, Missouri 63101 Tele. #(314) 231-7440 NEW ORLEANS, LA. Barker, Boudreaux, Lamy, Gardner & Foley 1400 Richards Building 837 Gravier Street New Orleans, Louisiana 70112 Tele. #(504) 586-9395 LOS ANGELES, CALIF. Fogel, Julber, Reinhardt & Rothschild 5900 Wilshire Boulevard Los Angeles, California 90036 Tele. #(213) 937-6250 MOBILE, ALA. Simon & Wood 1010 Van Antwerp Building Mobile, Alabama 36602 Tele. #(205) 433-4904 DETROIT, MICH. Victor G. Hanson 19268 Grand River Avenue Detroit, Michigan 48822 Tele. #(313) 532-1220 GLOUCESTER, MASS. Orlando & White Two Main Street Gloucester, Massachusetts 01930 Tele. #(617) 283-8100 SEATTLE, WASH. Vance, Davies, Roberts, Reid & Anderson 100 West Harrison Plaza Seattle, Washington 98119 Tele. #(206) 285-3610 CHICAGO, ILL. Katz & Friedman 7 South Dearborn Street Chicago, Illinois 60603 Tele. #(312) 263^6330 �Port Arthur Crewing is expected soon on a new harbor tug for Sabine Towing. And Sabine expects delivery of a new canal tug shortly. • St. Louis The new towboat Midland (Orgulf Transport) was crewed here last month by SIU Boatmen. 1 • ' * A wage reopener was negotiated in the contract with National Marine Service last month with a Cost of Living (COLA) going into effect on Oct. 9,1980. » . The Sternwheeler Delta Queen (Delta Steamboat) had her shaft replaced last month at the Jeffboat Yard, Jeffersonville, Ind. after the 19 by 28 foot paddlewheel was broken by a large log on the Ohio River between here and Cincinnati. ^ The shaft came from the Sternwheeler Delta King—a California-based sistership no longer running. * Charges against the master of the sternwheeler Mississippi Queen (Delta Steamboat) were dropped by the Coast Guard last month. The paddlewheeler collided at dawn with the tanker Spes on Sept. 7 near the port of New Orleans. Cleared was Capt. Arthur McArthur of Memphis who was charged with failure to slow down and sound a danger signal before the crash: * Our wandering Cook Duncan V. "Pat" Patterson is riding the tug Bulwark (Crowley Marine) in 4-foot swells feeding six shipmates from Corpus Christi, Tex. to Tampa and Lake Charles, La. He says his skipper, Capt.,George Mawbry,"knows his stuff." Pat wants to upgrade at Piney Point next year. . A bust memorial to jazz saxophonist Six Beiderbecke, who once played on steamboats of the Strekfus Line, has been placed in Le Claire Park «n the Mississippi River at Davenport, La. • Riverman and folksinger John Hartford will give a concert at the Missouri Theatre, St. Joseph, Mo. on Feb. 10, 1981. New Orleans Crescent Towing Co. was sold last month. The SIU wage, hours, working conditions and other benefits in the present contract and manning agreements will remain in effect. * Whiteman Towing Co. was also sold last month totheSIU-contracted Bay Houston Towing Co. Morejobsfor SIU Boatmen are expected when the new company goes into the shipdocking business here on Jan. 1,1981. Great Lakes The American Steamship Co. and Republic Steel Co. last month signed a long-term contract for carrying iron ore pellets from the port of Lorain, Ohio to the port of Cleveland. Next spring, American Steamship will take delivery of a new 630-foot self-unloading ship for this run. She'll have twin screws, eight rudders and bow and stern thrusters. High school student Leona R. Wilson of Grand Marais, Minn, has won a towboat trip on the Upper Mississippi for her winning essay in the National Maritime Contest. Tenn-Tombigbee Barge Canal Just before Congress' adjournment, the House and Senate okayed a $12-billion energy and water development appropriations bill which will assure continued work on the Tenrtessee-Tombigbee Barge Canal in Alabama and. Mississippi. msm Now you can improve your math skills In Your Spare Time! HOW? HLSS has courses for you In fractions, decimals, algebra and geometry. They are self-study courses. HLSS vvill send them to you and you can study them while you're aboard your ship or boat. . You can use these courses: • in your job; • to improve your math skills for upgrading; • to review old math skills or learn new ones; and • • • to earn credits for your college degree. • This summer for the first time more than 200,000 tons of steam coal were barged down to this port. In the next 10 years, it's predicted that 100 million tons of steam coal will be barged down the Ohio-Mississippi-Gulf System for export, mostly to Europe. In contrast, the East Coast does not have a single coal terminal to store the steam coal. Send for the course you want today! lust fill in and mail the coupon below. I am an SIU member. Yes • My Book Number is I joined the SIU in 19 Please send me the course(s) checked below. ( ) Fractions ( ) Decimals ( )Percents ( )Algebra ( )Ceometry * Someone has had the mouth-watering idea of writing a cookbook of Ohio-Mississippi-Gulf Riverboat Galley Recipes. Send your favorite riverboat recipe to Liz Ashcraft, 48 Lucaya Dr., Kenner, La. 70062. Former commercial artist, Capt. Lexie Palmore of the Delta Queen (Delta Steamship) will do the artwork. Houston Negotiations for COLA agreements were set to get underway with G & H Towing, Higman Towing and Moran Towing. • High school student Evangelina Torres here has won a trip aboard a Delta Queen Steamboat Co. vessel for her winning essay in the annual National Maritime Essay Contest sponsored by the Propeller Club of the U.S. No • NOTE: Complete all five courses and earn four college credits. Send my course(s) here: Name Street. City_ _State__ Zip Code Jacksonville The new dredge hodge Is. (NATCO) is working out of this^prt. And the tug D. Hayden(Bay Houston Towing) was crewed last month for a Miami to Ecuador run. .• » Patrolman Jimmy Davis is recovering from a heart ailment. Cut out this coupon and mail it to this address: ,. . j , Academic Education Department Seafarers Harry Lundeberg School of Seamanship Piney Point, MD. 20674 ATTN: LMS Knowles, Mathematics Department October1980 / LOG /«7 ..-.i �Eugene Dorsey Jr. a- Seafarer Eugene Dorsey Jr., 25, gradu­ ated from the Harry Lundeberg Sehool (HLS) Entry Trainee Pro­ gram in Piney Point, Md. in 1976. Brother Dorsey upgraded there to fireman-watertender (FOWT) in 1978. He has the firefighting, lifeboat and cardio­ pulmonary resuscitation (CPR) endorsements. Dorsey lives in St. Louis, Mo. and ships out of all ports. James ^Anderson Seafarer I James Ander­ son, 20, is a [graduate of the HLS Entry Trainee ProI gram in Piney Point, Md. He upgraded to FOWT' there in 1979. Brother Anderson earned the lifeboat, firefighting and CPR tickets. Born in San Francisco County, Calif., he ships out of the port of San Francisco. ^ Jon Nils Anderson Carl TenteromanO David Dinnes Searfarer Jon Nils Ander­ son, 20, is a 1978 HLS grad­ uate. He up­ graded to FOWT there. And he earned the LNG, junior engineer, machinist, pump­ man and refrigeration engineer endorsement also. Brother Ander­ son has the firefighting, lifeboat and CPR certificates; Soon he plans to gei his QMED endorsement. He lives in south San Francisco and ships out of West Coast ports. Seafarer Carl Tenteromano, 25, is a 1976 graduate of the HLS. He up­ graded to FOWT there in 1978. Brother Tenteromano also earned his firefighting, lifeboat and CPR tickets. Next month he plans to take the Pumproom Maintenance Course in Piney Point. He was born in Brooklyn, N.Y., lives there and ships out of the port of New York." Seafarer David Dinnes, 23, graduated from the HLS Entry Program in 1977. Last year he got his AB upgrading ticket. Brother Dinnes has the CPR, lifeboat, tankerman and firefighting endorsements. He also got his GED in 1977. A native ofCalifornia, he lives in Florida and ships out of the ports of Houston and New Orleans. Lance Zollner David Kiernan Edward Gerena Seafarer Lance Zollner, 24, graduated from Piney Point in 1977. He up­ graded to AB there in 1978. Brother Zollner has the fire­ fighting, life­ boat and CPR certificates. A native of St. Louis, he lives in Miami, Fla. and ships out of all ports. Seafarer David Kiernan, 21, graduated from the HLS ' Entry Program I in 1977. He up­ graded to AB there in 1979. Brother Kier­ nan has the CPR, firefighting and lifeboat tickets. A native of Buffalo, N.Y., he lives there and ships out of the port of New York. Seafarer Edward Gerena, 26, is a 1977 graduate of the HLS Trainee Program. In 1979, he up­ graded to AB there. He also learned his Gen­ eral Education Diploma (GED) at Piney Point.^Brother Gerena holds the lifeboat, firefighting and CPR tickets. Born in south Brooklyn, N.Y., he ships out of the port of New York. Michael McDermott Seafarer Michael McDer­ mott, 25, sails in the steward department as a cook and baker. Brother McDer­ mott graduated from the HLS in 1978. He up­ graded to cook and baker there in 1978 and to chief cook in 1979. And he holds the lifeboat, firefighting and CPR endorsements. A resident of Southhampton, Pa., he ships out of the port of Philadelphia. James McDaniel Seafarer James McDan­ iel, 25, sails as a pumpman. He is a 1978 HLS graduate. Brother McDan­ iel upgraded to" FOWT there in 1979. He holds the CPR, firefighting and lifeboat endorsements. And he lives in Kansas City, Mo. and ships out of the port of Houston. Patrick Bishop Se af a re r jl^trick Bishop, 125, is a 1976 jHLS trainee [graduate. Brother Bishop upgraded to FOWt there in 1977. He holds the firefighting, lifeboat and CPR endorsements. A native of North Carolina, he ships out of the port of JacksonviUe. Ogden Champion Committee Monthly Membership Meetings a • - 'T- 1: fl' - Ife;: Deep Sea Lakes, Inland Waters Date Port New York Nov. 3 2:30p.ni. Philadelphia Nov. 4 2:30p.m. Baltimore Nov. 5 . 2:30p.m. Norfolk .:... Nov. 6 9:30a.m. Jacksonville Nov. 6 2:00p.m. Algonac Nov. 7 2:30p.m. Houston Nov. 10 2:30p.m. New Orleans Nov. 11 2:30p.m. Mobile Nov. 12 ... 2:30p.m. San Francisco ....... Nov. 1,3 2:30p.m. Wilmington Nov. 17 ............. 2:30p.m. Seattle Nov. 21 2:30 p.m. Piney Point Nov. 8 10:30a.m. 2:30 p.m. San Juan Nov. 6 Columbus .......... Nov. 15 Chicago Nov. 11 2:30 p.m. Port Arthur Nov. 11 2:30p.m. St. Louis Nov. 14 Cleveland Nov. 13 2:30p.m, Honolulu Nov. 13 38 / LOG / October 1980 .• j filJ s. UIW 7:00p.m. 7:00p.m. 7:00 p.m. 7:00 p.m. 7:00 p.m. 7:00 p.m. 1:00 p.m. Recertified Bosun John Little (seated r.) ship's chairman of the ST Ogden Champion (Ogden IVIarine) leads the Ship's Committee at a payoff on Aug. 26 at the Bayway Dock, S.I., N.Y. They are (seated I.) Chief Pumpman H. G. Sanford, educational director and (standing I. to r.) Chief Steward Bennie Garino, secretary-reporter and Baker Hosea McBride, steward delegate. �Frankfort. This proposal also has the backing of the SIU as it directly affects the jobs of Union members aboard the Ann Arbor Carferries. The Frankfort hearing was the first of several which will be held around the state. The next scheduled for Sept. 29 in Ludington where the finishing touches are now being put on a $5.5 million harbor widening project. The project will enable thousand-footers to call at Ludington. The Lakes Picture DULUTH - SlU-contracted Kinsman Lines is running all six of their vessels due to hea^y grain movement. WASHINGTON, D.C ALGONAC The John A. A^/m^ (American Steamship) went into permanent lay-up last month. The reason cited by the company is that the cost of renovating the 58-year-old vessel is prohibitive. » • » Republic Steel recently signed a big, 25-year contract with American Steamship Co. which gives the SlU-contracted company access to the lucrative new ore-shuttle run from Lorain to Cleveland, Ohio beginning in the Spring of 1981. That's when American Steamship's brand-new selfunloader, designed for exclusive use on the winding Cuyahoga River, is due to be delivered. The vessel will be picking up ore at Lorain where the cargo will be delivered by 1,000 foot ore carriers, too big to make the run themselves. ± ± ^ The tremendous controversy surrounding the start-up of the Upper Peninsula Shipbuilding Co. (UPSCO) which has begun constructing units for a Lake Michigan integrated tug/barge system to replace other Lake Michigan carferries, is getting hotter and hotter. First, the.FBI has reportedly begun subpoenaing records from the Michigan Dept. of Transportation. They are checking into the $35 million pumped into UPSCO by the state. More important, however, is the issue of manning on the new tug barge combo. Blueprin,ts for the vessels call for accommodations to house an 8man crew which will work a two-watch system. .This substandard manning level, though, was turned down by the Officer in Charge of Marine Inspection (OCMI) in Duluth. UPSCO appealed the OCMI's decision to the chief of the Coast Guard's Ninth Region in Cleveland. His ruling was that the tug/barge must carry a minimum crew of 16 and operate on a 3-watch system to ensure the safe operation of the vessel. UPSCO was, apparently, unhappy with this ruling which means construction plans for the tugs would have to be revised and crew quarters doubled. (The keel of the first tug was laid on July 22). Stepping in on behalf of UPSCO was no less a personage than the Hon. Frank Kelly, Michigan's Atttoney General. After penning the appeal, Kelly sent it directly to Admiral Bell, Coast Guard Commandant, in Washington, D.C. • "If Adm. Bell approves the 8-man Crew," warns SIU Algonac Port Agent Jack Bluitt, "it will have far-reaching implications for the entire maritime industry. It will," Bluitt added, "destroy the manning standards necessary for safe operation on the Great Lakes; standards it took the SIU and other maritime unions years to have set." The unsafe manning level is one of the reasons the SIU has been fighting strenuously against the tug/ barge plan. Other reasons include the Union's conviction, which is bqcked up by several authoritative studies, that the tug/ barge combo won't be able to withstand the rigors of winter on the Great Lakes and that the tug/barges can't carry autos and passengers. » • A multi-faceted bill aimed at improving the fortunes of Great Lakes shipping has been introduced in the House of Representatives by Rep. Thomas Ashley (D-Ohio). The bill, H.R. 8095, seeks to extend the navigation-season on Lakes Superior, Huron, Michigan and Erie to Jan. 31 from the current mid-December shut-down. In addition, the bill would allow subsidized U.S.-flag carriers to offer alternate routings in an effort to cut down on increasing cargo diversions through Canadian ports. Finally, the bill would allow a 30-year stretch-out of the U.S. share of investment in the St. Lawrence Seaway. The St. Lawrence Seaway Development Corp. must repay the debt to the U.S. Treasury. Rep. Ashley said that extending the repayment period will "have the effect of guaranteeing present toll levels to users...The net result will make the Seaway more attractive to users, thereby increasing present traffic levels over today's present low volumes." Rep. Ashley pointed out that the 24 harbors on Lakes Erie, Huron, Michigan and Superior account for one-sixth of the Gross National Product. Shutting down the Seaway every year, he said is "a crippling and unnecessary curtailment of one of the nation's most energy efficient and low-cost water transportation systems." Rep. Ashley is acting chairman of the House Merchant Marine & Fisheries Committee. WINTER NAVIGATION The controversy over an extended shipping season on the St. Lawrence Seaway, while a hot topic in the maritime community for years, hadn't made much of a splash in the world beyond. Until last month, when the issue made it to the front pages of newspapers across the country. The reason an extended navigation season on the Great Lakes and Seaway hit the headlines had little to do with the issue and a lot to do with personality (or persona, to be more exact). A man named Barry Freed, the leader of an environmental group called the Save the River Committee, which is working against an extended shipping season, stepped out of a small town in N.Y.'s Thousand Islands region and announced to the world that he was really Abbie Hoffman. Remember Abbie Hoffman? He was an anti-war activist during the I960's, the head of the Yippies, who'd clashed with the Government more than once. Hoffman's been on the lam since 1974 when hejumped bail pending trial on a drug charge. Hoffman, a.k.a. Freed, became so involved in the Save the River Committee, he even testified before a Senate Committee. Nobody guessed his true identity. When Freed fessed up to being Abbie Hoffman, a lot of people were surprised. ^ But the revelation did nothing to change the feelings of Hoffman's fellow Save the River Committee members. "He did great by us," one committee member said. "He knew a lot more about the Government than we did." Inger Committee • As of mid-September, SlU-contracted American Steamship was running only half its full-strength fleet of 20 vessels. But the Charles E. Wilson is fitting out Oct. 1 and the Union crew has been recalled. CHICAGO / The Union's offices here have been moved from the old location at 9383 S. Ewing Ave., across the street to 9402 S. Ewing. The new quarters are recently remodeled and much more comfortable than the old location. The office phone number remains the same at 3I2-SA-1-0733. FRANKFORT A public hearing was held here on Sept. 12 for the purpose of discussion on the state of Michigan's proposals for the future of the staterun railroads and carferries. At least 160 people, including area congressmen and state senators, as well as SIU reps, showed up. Support was reported very strong for one of the state's proposed plans which calls for running the state railroads and carferries out of the port of SIU Patrolman Teddy Babkowski (seated) makes out his report ata payoff aboard the SS Inger (Reynolds Aluminum) at Port Newark, N.J. on Sept. 13. With him are a crewmember and the Ship's Committee of (I. to r.) Galleyman Juan Morales. Messman A. Ortega, steward delegate: Chief Steward Jay Lewis, secretaryreporter; AB Wallace Wright, deck delegate and Bosun M. Zapata, ship's chairman. 7 October 1980 / LOG / 39 �4f ¥ • - i'-yKir-'.- .' r '• October 1 SSO^H .'>> y^' • ^ •s,'«B4,'a"''., •-' -y-m <S- I v..-' 11 V'^ >r y:M: • • •". i~ S-J 'i, <! yU:- .'-/w-^- y • . , •'•.• (V. r WASHINGTON 30<D A DAY IS ALL IT TAKES J -•, > -:(: 1 #Irf. .j^. y^y' yy.ry-- y' - . ;. y-y y ' \ ,; . ^r • . iS;- � 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 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource October 1980 Description An account of the resource Headlines: BILL GIVES U.S. COAL SHIPS 'HEAD-OF-LINE' PRIVILEGES OCEAN MINING GROUP VISITS SHLSS SIU CREW SAVES 457 LINER PASSENGERS AT SEA SIU SETS UP NEW PROGRAM TO BOOST SERVICES SMALL VESSEL BILL: GOOD, BAD NEWS LABOR RALLYING BEHIND CARTER-MONDALE TEAM SIU BACKED BILL PASSED TO SPUR U.S. FISHING INDUSTRY U.S. AND CHINA SIGN BILATERAL PACT GIVING AMERICAN SHIPS ONE THIRD CARGO SHARE MTD SUPPORTS EXPANSION OF GALVESTON PORT AFL-CIO'S KIRKLAND NAMED TO HIGH POWERED ENERGY PANEL FED AGENCIES SKIRT U.S. FLAG USE, SIU CHARGES SIU'S JACK CAFFEY NAMED V.P. OF NEW YORK PORT COUNCIL NEW ORGULF TOWBOAT CREWED BY SIU BOATMEN SEN. DANIEL K. INOUYE GETS AOTOS AWARD EL PASO, ALGERIA LNG SETTLEMENT IMMINENT BIG APPLE GETS SOME ALASKA OIL, COURTESY OF OVERSEAS VALDEZ HALL HELPED GIVE LIFE TO IBT LOCAL: THEY REMEMBERED COAL - ONCE A STEPCHILD - SOON TO BE FAVORED SON OF ENERGY WORLD SEA-LAND DEVELOPER ON PACIFIC-SOUTHWEST RUN SIU URGES CARTER TO SIGN TOWING SAFETY BILL U.S. MERCHANT FLEET READY, ABLE TO SUPPORT NAVY VOTING - YOUR RIGHT, YOUR RESPONSIBILITY SAN DIEGO TOUR BOATS CREWS VOTE SIU ALL TH EWAY VOTING PROCEDURES, SAMPLE BALLOT, OTHER INFORMATION FOR 1980 GENERAL ELECTION OF OFFICERS, 1981-1984 SEAFARERS INTERNATIONAL UNION ATLANTIC GUL, LAKES & INLAND WATERS DISTRICT UPGRADING FOR JOBS AND JOB SECURITY ACADEMIC STAFF IS READY TO ASSIST EVERY UPGRADER SEAFARERS NOW GET TRANSPORTATION FOR COMPLETING SHLSS COURSES TWO SEAFARERS EARN HIGH SCHOOL DIPLOMAS THROUGH HLSS CONTINUING EDUCATION PLAN 'OLDER' SEAFARERS HAVE PRAISE FOR SHLSS UPGRADING OPPORTUNITIES PAM AND LORI COME BACK TO SHLSS TO BEGIN SEA CAREER UPGRADING NEW PHYSICAL EDUCATION PROGRAM IS LUANCHED GREEN C.G. CREW BLAMED IN TRAGEDY ON 'SWEETHEART' RUN, WHY NOT SEE THE SIGHTS 12 COMPLETE 4TH 1980 STEWARD REC U.S. UNEMPLOYMENT DROPS TO 7.6% Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 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 10/1/1980 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. 42, No. 10 1980 Periodicals Seafarers Log http://www.seafarerslog.org/archives/files/original/7b17e7fe35465fc41aad8cdd23782dee.PDF fbd3ef56e55200227cd89832867b1ce2 PDF Text Text ., •• i • A-r • • • • . -"•. . • V-,-" U .-,-• L '-..•j^'-'-}'.y' -r--. - ' -^•. l=-':r^-'-i: .A • " ••• V, lyjj : : MM -• -.Zi: 'Li • Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakesand , ^••"AM N 01_i 3.35 _S N 011 SI n o 0 V ;MBER 1980 IMVy. II T?: -i ^P-9, •->SS Poet 8-® > •; . ':,; • ...' ^r-T r li.. - • --• "j. M • • i'' Mi Mz; li •M M m-H page 3 y jAf I ; - ^ •;A n- -•/M' .• "'i-.-?';':- •; New Jobs for •:5;.. ••iy M''*.~^' ''•''V,-' V" ^ **' '• ' ' '*f - • ^•.- rMzm 1 - My • r - ' T r, "; »' ' M. |. . . I.y ' 1^.- UT'. r«.,-4®T f,- '-•• .K••''•'• •'^i';- My- yM I '-K' : G&H Tug Eva Joins SI U's Texas Fleet y/y --. SlU on LASH Button Gwinnett page 15 SI U's New Program to Increase Services for Members, Pensioners Underway pages 6-7 .. .- -j.w'-j- • H--. M'-'- '-;.;".T?---f^-^ - - - '>•, ...£' ... . .. • MfM ; Atlantic With Crew of 34 "-A' 'M)"... • • 3- r'i 1 Alfssmg in 8v '•> y' t "' 1. �Too Much Gov't Holds Back Maritiiifie Progress More Than 70 Fed Agencies Controi Maritime: Shoujd Hove One T -1 HE competitiveness of the American flag Merchant Marine is being whittled away by an overwhelming maze of governmental red-tape. More than 70 different Federal agencies are involved in the regulation of the maritime industry. More often than not, four or five different agencies have jurisdiction over the same matter. Take a simple dredging permit. Present Corps of Engineers regulations require that the average processing time for dredging applications not exceed three and a half months. The actual processing time, however, is between four and 10 months. According to a recent study conducted by the General Accounting Office, it is not uncomon for projects to be delayed two years or more while several different government agencies review the same application. The cost of these delays have been known to top $20 million. The GAG study makes the following conclusion. It is difficult, if not impossible, to coordinate the actions of four or five separate government agen­ cies, all of which are subject to bureacratic infighting, conflict­ ing policy objectives and limited yet overlapping spheres of jurisdiction. The one thing these agencies have in common is the ability to hold up a permit and make it a pawn in a bureacratic power struggle. The problems caused by allowing different federal agencies to have overlapping spheres of jurisdiction are becoming more serious every day. Many American industries are being done in, not by foreign competitors, but by their own government. Many potential American flag vessels are never constructed because prospective owners are scared off by the repeated delays involved in securing approval for operating and construction differential subsidies. There.is no one place where representatives of the maritime industry can go to discuss the problems facing their industry. Officials at the Maritime Administration blame officials at the Coast Guard who blame officials at the Justice Depart­ ment who blame officials at the State Department who blame officials at the Maritime Admini­ stration. \ The bottom line is this: there is no accountability. Clearly, some reorganization of the Federal agencies is in order. Something must be done to make our government officials accountable for prevailing conditions. Nothing could help the maritime industry more than if the various maritime programs were put under the Jurlsdictipn of one particular departments Much has been made about increasing the productivity of private sector workers. Well, the same is equally true of govern­ ment. Unless government gets its house in Order, American industry will continue to decline. MTD Pressing Action on Fish Bi/f, Fed Agencies Use of US, Flag WASHINGTON, D.C.—The >FL-CIO Maritime Trades Department (MTD) is an eightmillion member organization consisting of 43 affiliated unions. One of those unions is the SIUNA whose president, Frank Drozak, is also president of the MTD. The MTD takes an active role in helping member unions achieve their goals and uses its collective strength to back many labor causes. For instance, to help U.S. fishermen, the MTD is pressing for final action on the American Fisheries Promotion Act. This bill could bring full development of U.S. fishing resources. Also, the Department is opposing certification by the Federal Aviation Administration of three new aircraft whose flight crews would consist of less than three people. In a letter to President Carter on the issue, Drozak wrote, "Certification of a smaller flight crew [than three] is considered unwise in light of National Transportation Safety Board and Civil Aeronautics Board studies which pinpoint a direct relation­ ship between crew sizes and airline accidents." Concerning the carriage of government cargoes on Ameri­ can-flag ships, the MTD told the White House recently that "a growing number of Federal agencies have been working with increasing frequency to under­ mine the cargo preference laws of the United States." The Department urged Presi­ dent Carter to issue a directive to Federal agencies instructing them to ship at least 50 percent of the cargo under .their control in U.S.-flag ships. In another matter, the Department actively supported a bill, recently signed by President Carter, that prohibits the regulation of collective bargain­ ing agreements by the Federal Maritime Commission (FMC). In a letter to President Carter, Drozak had said that the Department, together with the rest of the American labor movement, holds that "there is no justifiable place for government intrusion in the free and unfettered collective bargaining process." The above examples represent only a small fraction of the many issues for which the MTD fought in recent months. The Depart­ ment is constantly involved in trying to better the livelihoods and the quality of life for American workers. SIU-Backed Bill Enacted to Improve Towing Safety -f RESIDENT Carter has . signed into law, H.R. 6242, a bill that calls for the creation of a 16-member Towing Safety Advisory Committee. The SIU supported the bill and urged President Carter to sign it. The committee is expected to work closely with the Coast Guard on matters relating to the safe operation of towing vessels and barges'pn inland and coastal waterways. Committee members will be consulted prior to the publication of any official regulation that could conceivably affect the towing industry. These commit­ tee members will be on hand to offer advice to the Coast Guard, as well as to represent the views of the towing industry as a whole. The creation of a Towing Safety Advisory Committee will go a long way towards improving relations between the Coast Guard and the towing industry,which have been badly strained sfnce the Towing Advisory Committee was dismantled in 1977. The committee had been an important channel pf communi­ cations between the industry and the government. It is expected that the new Advisory Commit­ tee will re-open those channels. Repeatedly over the past three years, needless misunderstand­ ings have arisen that could have been avoided had only the Coast Guard taken the time to solicit the industry's opinions. Hope­ fully, all that will change. Membership on the Commit­ tee will consist of the following: seven members from the barge and towing industry; one member from the offshore mineral and oil supply vessel industry; two members from port districts, authorities or terminal operators; two members from maritime labor; two members from shippers; and two members from the general public. He Learns Tax Lesson, The Hard Way Seafarer Norman Dubois learned a lesson about taxes the hard way, and it cost him over a hundred bucks. Dubois was always under the impression that if you are at sea during the required filing period for Federal taxes (Jan.1-Apr. 15), there was no penalty for filing late. Not so, said IRS. Dubois was told that tax returns had to be filed during the prescribed period, unless of course, the taxpayer files for an extension. No other excuses accepted! So here's the bottorn line. If you are going to be at sea during the filing period, have someone file for you or file an extension for you. Dubois said that there is a lot of seamen who thought, like him, that there was no penalty for filing late for a seaman. With his pockets considerably lighter because of his experience, Brother Dubois offers the following advice; "File early." Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District AFL-CIO 67«i Fourth AUP Brooklyn N.Y. 11232. Published rnonthly. Second Class postage paid at Brooklyn, N.Y. Vol. 42, No. 11, November 1980. (ISSN #0160-2047) AI-L LIU, b/b Fourth Ave., BrooKiyn, . 2 y LOG / November 1980 �•,='- (V I;.." •'f'f;- - I- •'•"• I S5 Poet Missing in Atlantic With Crew of 34 ... A S the LOG prepares to go to press, U.S. Coast Guard and Air Force search planes and sea rescue ships were combing the Atlantic Ocean for the missing 11,241 ton bulk carrier SS Poet (Hawaiian Eugenia) with a crew of 34—24 of them Seafarers. On Nov. 10, the 500-foot freighter was six days overdue for a landfall at the Straits of Gibraltar. The 9,000 hp ship had left the port of Philadelphia on Oct. 24 with a cargo of corn bound for Port Said, Egypt. The ship was due to pass Gibraltar on Nov. 4 and was scheduled to arrive at Port Said on Nov. 9, 1980. The United States Coast Guard conducted an exhaustive air search from high altitude for the missing ship over a 100,000 square mile area ranging from the U.S. Outer Continental Shelf to 1,000 miles out to sea. After the high altitude search, the Coast Guard began the very difficult task of fine-tooth combing the same area from a much lower altitude flying in formation. Another Coast Guard plane out of the Azores is tracking the scheduled course of the Poet all the way to Gibraltar. Upon notification from the Coast Guard that the ship was missing, the SlU imitiediately contacted the families of the Seafarers aboard the Poet by telegram, asking them to get in touch with SlU Headquarters. . At this time, there are absolutely no clues concerning the fate of the vessel. Coast Guard people speculated that the ship'could still very well be safe, but unable to send out signals due to radio problems. However, the general attitude of the Coast Guard was one of pessimism. Complete details on the Poet will be carried in the December Log. The vessel was built in 1944 by the Kaiser Shipbuilding Co., Richmorid, Calif. In 1965, she was converted to the troopship, SS Gen. Omar Bundy. And in 1976, she was renamed the 55 Portmar (Calmer Line) and more recently the 55 Poet. The overdue Seafarers are: Bosun Edward D. Adams AB Rickey A. Saliee AB Mosel Myers ' AB Roland H. Coufter AB Hans P. Zukier AB Carl L. Goff AB Shawn T. Gooden OS Alfred Schmidt OS Edward E. Bradley Deck/Eng. Utility Frank E. Holland Oiler Walter M. Mitchell Oiler Claude D. Berry Oiler Otis R. Hunter FOWT Calvin E. Bet hard 'FOWT Abraham G. Murillo, FOWT George E. Ward Wiper Thaddeus M. Simmons Chief Steward Eddie Sylvester Chief Cook Carl Jackson -1.; Mx^oi u/ Cook/Baker Noel W. McLaughlin Messman Tracy R. Walker Messman Jerry Batchler Steward Utility Earl K. Whatley The missing officers are: Capt. Leroy A. Warren Chief Mate Norman. H. Currier 2nd Mate William A. King Members voting in Piney Point. Port Agent Terry Bader. left, mans the counter. Voting is presently being conducted in 31 ports for the election of SIU, AGLIWD officers for the term 1981-1984. Seafarers may pick up their ballots and mailing envelopes from 9 a.m. until noon, Mondays through Saturdays, except on legal holidays, from Nov. 1 through Dec. 31, 1980. Carter Will Leave T : I: SlU General Proceeding Reagan, HE long hard presidential four years. This has always been our campaign ended dramati­ cally on Nov. 4, 1980 with an political philosophy. We support unexpected landslide victory for those who have supported us. Ronald Reagan and the Republi­ We never turn our backs on our friends. And Carter was certainly can Party. The SlU offers its congratula­ a friend to maritime. President Carter's impressive tions to President-elect Reagan on his victory. We are prepared to record on maritime includes; cooperate with the Reagan Ad­ • Passage of the Ocean Mining ministration fully on matters of bill, which will mean thousands importance to the U.S. mari­ of American maritime jobs in the future in this brand new industry. time industry and the nation. As reported in recent issues of • The recent Bilateral Trade the Log, the SlU supported Agreement with China reserving President Carter in this cam­ one third of all cargoes shipped paign. The Carter Administra­ between the two nations for U.S. tion delivered some extremely flag ships. important new programs for • Passage of the Passenger Ship maritime. We based our support Bill, which fostered the rebirth of for Carter, not only on his the all-but-dead U.S.-flag maritime record in the past four passenger liner industry. years but on what Carter had • The Alaska Oil bill, which planned for maritime for the next reserved Alaska crude for^U.S. "^rH Mate Robert W. Gove 3rd Radio Officer Joseph Vyhnak Chief Engineer Lloyd G. Thayer 1st Asst. Engineer Michael S. Canfield 2nd Asst. Engineer Christopher Carrino 3rd Asst. Engineer Mark S. Henthorne 3rd Asst. Engineer Anthony J. Bourbonnais •t'. use alone and guaranteed that the oil would be carried by American ships. • The Outer Continental Shelf Lands Act was passed in 1978 and it reserved all Jobs in drilling on the U.S. outer continental shelf for American workers. These are just a few of the more important things concern­ ing maritime that can be credited to the Carter Administration. Carter also had an excellent record on labor supported issues in general, from enactment of a new formula for graduated increases in the minimum wage to increases in social security. In fact. President Carter signed more bills into law in one term than any president since FDR. As the Reagan team prepares to take power on Jan. 20, 1981, the SIU foresees little problem For a detailed report on the election procedures, including addresses of the 31 ports, see the special supplement in the October Log. . All full book mfemhers in good standing are urged to cast their vote in the election for officers of their union. with working with Reagap on a maritime program. During his campaign, Reagan on several occasions, expressed interest in a strong U.S. flag merchant marine. The SlU's ultimate goal, of course, remains the same. We want to return the American merchant marine to its once preeminent state on the world's sealanes. We feel that this nation cannot maintain a strong economy or a strong national security without a healthy, competitive merchant marine. Of course, a lot of work has to be done to help the U.S. maritime industry, which is facing many serious problems. We made good headway during the Carter Administration. We hope to continue this effort during the Reagan Administra­ tion. November 1980 / LOG / 3 •I , =.vi • . �.) use to Establish Paul Hall Chair In Marine Transportation Frank Drozak, Herb Brand Will Co-Sponsor Fund Drive T •V RIBUTES are still being paid to the memory of Paul Hall, who was president of the SlU for nearly twenty-three years until his death June 22, 1980. Those who knew Paul Hall would agree that none of the tributes being paid to his memory would have pleased him as much as the recent decision by the University of Southern Cali­ fornia to establish a Paul Hall Chair in Marine Transportation Studies. The drive to fund the Paul Hall Chair at USC is being sponsored by two close friends of the late SIU President; Herb Brand, Chairman of the Transportation Institute, a non-profit organiza­ tion aimed at promoting maritime research and develop­ ment, and Frank Drozak, the pian who succeeded Paul Hall as President of the SIU. The following prominent Americans have pledged their support to establish an endow­ ment for the Paul Hall Chair: Lane AFL-CIO President; Rep. Thomas P. O'Neill, Speaker of the U.S. House of Representatives; George Shultz, former U.S. Secretary of the Treasury and now Vice Chairman of Bechtel Corp.; Jerry Wurf, president of the American Federation of State, County, and Municipal Employees; Jesse Calhoun, President of the Marine Engi­ neers Beneficial Association; U.S. Senators Warren Magnuson of Washington, Ernest F. Hoilings of South Carolina, Ted Stevens of Alaska, Daniel K. Inouye of Hawaii, and Bob Packwood of Oregon; and William J. Baroody, Jr., president of the American „ ' , - • •!•-•{ f.. , <r Institute for Public Policy Research. Paul Hall was one of the giants of the modern maritime industry. He is best remembered for his allconsuming interest in education. He was fond of saying that the maritime industry had to reach out to the American people and communicate to them how important it was for this country to have a strong Merchant Marine In other words, he sought to educate the American people. He was also instrumental in establishing one of the most successful maritime trailing centers in the country, the Seafarers Harry Lundeberg School of Seamanship. Not only does the SHLSS provide its graduates with a strong back­ ground in basic seafaring skills, it also seeks to improve the quality of their lives. It does this by making available a number of USC's Institute for Marine and important educational tools: an Coastal Studies, which since its alcoholic rehabilitation center, a Establishment five years ago has high school equivalency pro­ becdme a national focal point for gram, top-notch educational the study of oceanography, ocean facilities that can be used towards engineering add marine policy. obtaining an associate's degree in The Institute offers eighty-six marine studies. courses in twelve academic The newly established Center departments. It operates a for Marine Transportation at the number of coastal research University of Southern Cali­ laboratories. fornia is expected to fill an When asked to comment on important national need, for the new department. Rose Hall, there is a lack of qualified Paul Hall's beloved widow, maritime managers in the United replied, "I can't think of a more States. A rigorous graduate level appropriate honor to pay Paul. curriculum has been fashioned. He loved the Merchant Marine. An industry advisory committee And he dedicated his Whole life will ensure that the curriculum towards improving the quality of meets the needs of shipyards, educational facilities within the shipping companies, maritime maritime industry. Look at the labor unions, shippers, port ^nd Harry Lundeberg School of terminal operators, and govern­ Seamanship. Thanks to his ment agencies. efforts, it has become the finest The Center for Marine maritime training center in the Transportation will be part of country." Carter Signs Bill Giving US, CoaF Ships Preference to Unload J. I . i" . WASHINGTON, D.C.—A bill that will aid American-flag coal carriers was signed into law last month by President Carter. Numbered S. 1442, the bill has an amendment that grants priority berthing privileges to U.S.-flag coal carriers engaged in the coastwise trade of this country. The legislation actually puts into law a tradition that had recently come under attack. It had been^ a widespread custom for port officials to allow American-flag vessels sailing in the coastal trade "to go to the head of the line." Because of inadequate storage aiid port facilities, vessels carrying coal have had to endure port delays of thirty days and more while they wait in line to be loaded. One of the reasons for allowing U.S.-flag coastal ships "to go to the head of the line" was the importance of coal as an energy source in this country. Efforts - to increase domestic consumption of coal would suffer a severe setback if shipments were delayed an average of 30 days and more. However, recently exporters of coaL threatened to bring suit against ports and coal compa­ nies that gave "head of line preference" to American-flag vessels. They were annoyed at the delay that their vessels had to experience while loading at outdated port facilities. Unsure of the outcome of such a suit, the coal companies and ports had decided to rescind the preference they had given the American ships. But Congress and President Carter realized how important the encouragement of domestic coal consumption is to this country. Through S. 1442 they therefore made "head of line" privilege a law. The SIU fully supports that decision. 4 / LOG / November 1980 • r- �fs I Republicans Gain Control of the Senate Republicans ih line for major shift of power oc­ curred on Capitol Hill, Chairmanships, which are where as a result of the 1980 usually determined on a basis of elections. Republicans captured seniority, include: Jesse Helms of control of the Senate for the first N.C., Agriculture; John Tower of Texas, Armed Services; Peter time since 1954. The effects of Ronald Reagan's Domenici of New Mexico, stunning victory filtered down to Budget; Bob Packwood of the Senate races, where Republi­ Oregon, Commerce; Mark cans gained 12 seats. They now Hatfield of Oregon, Appropria­ control 53 seats. The Democrats tions; James McClure of Idaho, control 46. Energy; Bob Dole of Kansas, Among the losers were a Finance; Charles Percy of number of Senators who had Illinois, Foreign Relations; been strong advocates of a re­ Robert Stafford of Vermont, vitalized American flag merchant Public Works or Labor; Lowell marine. That includes men such Weicker of Connecticut, Small as Warren Magnuson (D-Wash) Business; Jake Gam of Utah, Banking; Barry Goldwater of and Birch Bayh (D-Ind.) Republican control of the Arizona, Intelligence; Strom Senate means that 'Republicans Thurmond of South Carolina, will assume control of the presti­ Judiciary. Previously, many of these gious, and powerful. Committee chairmanships had been held by Chairmanships. A men who were sensitive to the needs of the American flag Merchant Marine: Daniel Inouye of Hawaii, Commerce; Henry Jackson of Washington, Energy; Russell Long of La., Finance; Warren Magnuson of Washing­ ton, Appropriations. Also scheduled to change hand's are the chairmanships of the vitally important subcommit­ tees, as well as the staffs of all standing committees and sub­ committees, which are usually determined on the basis of party affiliation. Among the new Republican Chafimen and Subcommittee Chairmen are a number of Senators who understand the importance of maintaining a strong American flag Merchant Marine, men such as Senator John Warner of Virginia who was instrumental in securing "head-of-the-line" privileges for U.S. flag bulk carriers. The intricate structure of the American political system makes it impossible to predict the consequences of this shift in power. The support or opposition of a Committee Chairman can determine the fate of a proposed piece of legislation. Access to Committee Chair­ men is often determined by the whims and preconceptions of Committee staff members. * The unexpected election results underscore the following fact: an organization such as the SIU must place a high impor­ tance on maintaining a strong Washington presence if it is ta protect the interests of its members. I .I':-' 1 . pi . F • L A. l!' n House of Representalives Will Have Many New Faces rn he changes in the U.S. House First of all, labor and the lost out in their reelection bids In a major upset, powerful of Representatives following indijstry lost some strong sup­ were: Michael Myers (D-Pa.); House Ways and Means Commit­ T the national elections may not be porters. Second, coming into the as radical as in the Senate, but they are still very significant. To go along with Ronald Reagan's victory, there was an upsurge in Republican Party support. In the House of Repre­ sentatives the Republicans picked up 33 seats. The composition of the new House, which will meet after the first of the year, will be 243 Democrats and 192 Republicans. (The current House has 276 Democrats and 159 Republicans.) For the maritime industry in general and maritime labor in particular this change is very important. House for the first time are a lot of new people who are not familiar with the maritime industry. Some of the biggest changes in the House came in a crucial Committee for maritime—the Merchant Marine and Fisheries Committee. Among those defeated was John Murphy (D-N.Y.) who for many years has been a staunch supporter of a strong U.S. merchant fleet. Also defeated was Thomas Ashley (D-Ohio), the temporary chairman of the committee. Others on the committee who Edward Stack (D-Al.); Robert Bauman (R-Md.), and Melvin Evans (R-V.I.). Also, Joe Wyatt (D-Tex.) retired. Whatever Party is in the majority in either the House or Senate gets the chairmanships of the Comrriittees. Therefore, after Ashley and Murphy, John Dingell (Mich.) is next in ranking to be chairman. However, he is expected to become chairman of the Interstate and Foreign Commerce Corrimittee. The next two ranking members are Walter Jones (N.C.), and Mario Biaggi (N.Y.), both of whom have expressed interest in the chairmanship. Lt •/I V,. tee Chairman A1 Ullman (Ore.) lost his bid for reelection. Also, Frank Thompson (N.Y.), who was chairman of the House Adminis­ tration Committee was defeated. In addition, three chairmen retired: Robert Giaimo (Conn.) Budget; Harley Staggers (W.V.) Interstate and Foreign Com­ merce, and Ray Roberts (Tex.) Veterans Affairs. The SIU, of course, will be working with this new Congress, with our old friends and with the freshmen members. We will be working to insure that the voice of maritime labor is heard loud and clear. •>r •W y- I M I ti h AFL-CIO Pres. Kirkland 'Ready to Cooperate' With New Administration AFL-CIO President Lane Kirk­ land made the following .statement on the election of Ronald Reagan as President. Kirkland, who has the complete support of the SIU, stated: "The nation faces many serious problems that will challenge all of our energies. The AFL-CIO stands ready to cooperate with the new Administration in constructive ef­ forts to solve those problems in the best interests of our country." "The election results show that unemployment and inflation weighed most heavily on the minds of working people and their families. Americans expressed a desire for a change in their circumstances and prospects, for revival of the national economy, and for an improvement in America's standing on the world scene. We shall carefully weigh such proposals as President-elect Reagan may advance to rebuild the nation's industrial base, and will do our best to assure fairness and equity for American workers." "In rebuilding the economy, we continue to believe there is a need for cooperation between business, labor and government, and we stand ready to play a constructive role in such an effort. As always, we shall vigor­ ously pursue our responsibility to serve as the aggressive advocates of workers and their interests." "The new Administration will benefit from the achievements of President Carter, particularly in the area of energy policy which offers hope to the nation that the strangle­ hold on the American economy resulting from a dependence on imported oil will be broken." "Finally, 1 want to express my personal appreciation for the thou­ sands of union members who vol­ unteered their time and energies to work in this campaign. While the results are disappointing, anyone who believes as strongly as we do in the democratic process will accept, in good spirit, the verdict of the American people." Lakes Seafarers Get COLA Hike -k As of Nov. 1, 1980, Great Lakes 1980 add-ons will he rolled into the SIU members working under con­ base hourly rates effective Jan. 1, tracts with the Great Lakes Associa­ 1981. The next cost of living adjustment tion of Marine Operators, Kinsman Lines and Boh Lo Co., received a date is Feb. I, 1981. Cost of Living increase of 14 cents per hour. Special Notice COLA'S are computed quarterly, To avoid any problems ar.j based on increases in the Consumer Price Increase. The Great Lakes cost Relays when being flown from of living adjustment is one cent per U.S. ports to foreign countries, hour for every .3 point rise in the please carry on your person the following documents: CPI. The November COLA, which is Passport the final adjustment for 1980, brings Union Book the total cost-of-living add-ons for Clearance Slips the year to 94 cents per hour. Under Vaccination Card the terms of the SIU's contracts with Seamans Papers GLAMO, Kinsman and Boh Lo, the November 1980 , LOG I 11 f. iF •T 5 ' 'I/.' J-/ �Increai^ Political Action & Improved Services to Members, T HE number one job of any union is making life better for its membership. That means good job security. Top-notch benefits. A decent pension. But the SIU has taken the job of making life better for its people one step further. Because the SIU knows that Seafarers and Boatmen are not only members The Field Representative assigned to the port of Boston is Joe Corrigan (2nd left). Here, he meets with some SIU members at the Union hall, including (l-r) Phillip Neergaard. Ed O'Connell, Sal Fiore and Alton Hamety. It's part ot every FieldRep's job to get involved in the community and that's just what Jacksonville Field Rep Bill Hodges is doing as he checks out a local bazaar with Lucy Giardino. of the seafaring community. They and their families are also members of communities throughout the United States. In order to make the benefits of Explaining the SlU's landmark Political Social and Welfare Program is the programs National Coordinator, Mariann Rogers, who will be working out of Washinoton, D.C. their communities more readily available to active SIU members, to pensioners and to their families, the Union has kicked off the National Political Social and Welfare Training Program. The National Political, Social and Welfare Training Program was created, SIU President Frank Drozak said, "to provide better, faster and more effective services to SIU members, retirees and their families." The goal of this brand-new, landmark program can be summed up in one word— SERVICE. Service to Seafarers and Boatmen, retirees and dependents, whatever their needs are, wherever they happen to be. When it's in full-swing, the new program will be operated out of 20 SIU ports by a specially trained Field Representative. So far, 13 Field Representatives have been assigned. These Field Representatives have extremely important duties—to help SIU members, pensioners and their families with a wide variety of problems, ranging from Union business to Federal agencies. The Field Representative will know how to cut through the red tape which may be holding up your claim from Social Security, Unemployment, Public Health or any other state or local agency. If you have a question about what benefits you're entitled to from the Federal government as a Cleveland-area Field Rep Martin VlttardI reveiws SIU vacation applications with Union members Terrence De Mentor, deckhand, and Richard Stropich, tug captain, of the tug Olive Moore (Lakes Trans. Co.) Senator John Glenn (D-Ohio) center, looking over a recent issue of theLog with Cleveland Port Agent Mark Trepp (I) and Field Rep Martin Vittardi (r). One aspect of the Field Representative's job is to work in the area of politics. Here, Secretary of Labor Ray Marshall (I) and New Jersey Field Rep James Ward get together for a chat. 6 / LOG / November 1980 -- �-r-'- J. / r Pensioners Goal of New SIU Program retired or a disabled seaman, for example, the Field Rep will make a thorough check on your behalf. And if there'sja special program in your area which may be beneficial to you, such as a Senior Citizens program or a child care facility, your Field Rep will know about it, or find out about it, and explain how you can take advantage of it. But that's just the beginning of the field Representative's duties. Any problems you—or your family—may have concerning a Union welfare claim will be promptly handled by the Field Rep in your port. And if you're at sea, the Field Rep will be available to help your wife or a dependent with any problems concerning the SIU Welfare, Vacation and Pension Plans. Finally, the Field Reps duties will include participation in the SlU's grassroots political effort. The Field Representatives will get to know, and work with, state and local politicians where it counts the most—in their congressional districts, their assembly districts, their precincts back home. This kind of contact with elected officials will give the SIU' and SIU members broader recognition and better service from politicians. By the end of this year, all 20 Field Representatives will be working out of every SIU port on the East, West and Gulf Coast, the Great Lakes and the Rivers. So far. Field Reps have been assigned to Brooklyn, N.Y., Algonac, Mich., Baltimore, Boston, Duluth, Houston, Jacksonville, Jersey City, Norfolk, San Francisco, Seattle and The National Coordinator of the new program is Ms. Mariann . :• I • Vi Rogers, who will be working out of Washington, D.C. • :l Shortly after the New Year, all 20 Field Reps will spend two months at Piney Point where they will go through an indepth education program. i • ••i. /V -[•'si f?;'! •:..T ••-Ft Who do you go to If you're an SIU Pensioner with a question about a claim? If you're in Boston, you go to Field Rep Joe Corrrgan, as SIU Pensioner Garret Wile ' • 1 '..i L There will soon be Field Representatives in all 20 SIU ports meeting with and assisting Union members and their families with any problems they may have. Here Norfolk Field Rep Bill Hutchens, (I) talks with Seafarers Brad Bradshaw (stancting) and John Thomas Short. At a local labor meeting in the Baltimore Union Hall, Field Rep Bob Anton (I), meets with (l-r); Kevin Kissler. National COPE: Ed Lamont, COPE Director for Maryland and Washington. D.C.: Steve Jackson, Carter Campaign Coordinator: Joe Townsley, Teamsters Joint Council President and Pres. of the Baltimore Maritime Port Council: and George Bowen and Jim Tallent, both of the UAW. 4. New York Field Rep Tom Messana (I) helps Seafarer Jack Marcario. who ships Chief Electrician fill out-a benefit form. Greeting President Carter is Philip R. Piccigallo who. as Northeast Area Director of the SlU s National Political. Social and Welfare Program, coordinates the Field Representatives and activities in his area. November 1980 / LOG / 7 �SlU Wins Case Vs. USCG on Yellowstone Loss a recent U.S. District T T Court ruling as the solid groundwork, the SIU will now be able to more fully protect the interests of Seafarers during Coast Guard inquiries. Th'e court ruling, handed down Oct. 14 by U.S. District Judge Mary Johnson Lowe, capped a lawsuit initiated two years ago by the Union against the Coast Guard. The Union's suit was filed on Nov. 24, 1978. five months after the Coast Guard and the National Transportation Safety Board convened a joint inquiry into the collision of the SIUcontracted SS fellowstone (Ogden Marine) and the Alger­ ian-registered Ibn Batouta. At least five crewmen were killed and several others injured when the Algerian freighter rammed into the portside of the Yellowstone in the Straits of Gibraltar on the afternoon of June 12. The hearing's dual purpose was (1) to determine the cause of the accident and (2) to make recommendations relative to ship construction, manning, etc., to prevent similar accidents from occurring in the future. When the hearing began, the law firm of Schulman & Abarbanel appeared as legal representative for the Union and ' i.-.' " r.'j'. • • :/- Here's the first insttdbnent of a When you work in retirement, new Log column dealing with your earnings may affect your Social Security. We wUl try to own and your dependents' bene­ keep you informed qf rules and fits. If a dependent works, his regulations, changes in the law, earnings will affect only his and of course your benefits under benefits. If your earnings in the Social Security Admini­ retirement would result in higher stration.'We hope you etijoy the benefits, your benefits will be column. If you have any sug­ automatically recomputed each gestions concerning this column year and you will receive the please drop us a line. increase without further appli­ cation. Work After Retirement NOTE: The earnings limit There is a limit on how much after age 65 will be raised to you can earn and still collect Social Security benefits. For $5,500 in 1981, and to $6,000 in 1980, if you're 65 or over, $1 in 1982. benefits is withheld for each $2 After that the limit will be tied you earn above $5,000. to average wages of employees Exception: If 1980 is your first covered by Social Security. retirement'year, you'll get your The earnings limit for people full monthly check for each under 65 also will increase to month in which you neither (1) keep pace with increases in work as an employee for more annual covered wages. than $416.67, nor (2) perform "substantial services in selfemployment," regardless of your total earnings for the year. If you're under 65, the annual earnings ceiling is $3,720; the SEPT. 1-30,1980 monthly ceiling is $310. After you reach 72(70, starting in 1982), you can make any , Algonac (Hdqs.) .1..... amount and still draw your full Social Security. Algonac (Hdqs.) ,. Algonac (Hdqs.) HflHfcbcR Rmri fir Gmiliin *TOTAL REGISTERED All Groups TOTAL SHIPPED All Groups Class A Class B Class C Class A Class B CI^C Totals All Departments..... 3 • 53 16 77 57 November 1980 ' i . /T Class A Class B Class C 0 58 16 11 1 ENGINE DEPARTMENT 55 20 1 43 20 5 7 7 3 ,0 STEWARD DEPARTMENT 16 11 0 ^ 155 57 su 90 10 14 ENTRY DEPARTMENT 0 0 0 143 Registered on the Beach means the total number of men registered at the port at the end of last month. 6 ' LOG **REGISTEREDON BEACH All Groups DECK DEPARTMENT - Algonac (Hdqs.) - .• • for Seafarer David Beck who had there are not enough men, this been the wheelsman on the may very well cause extreme dan­ Yellowstone at the time of the ger to the seamen's working crash. conditions." Since both Brother Beck and The Court upheldThe Union's the Union had a vital interest in position on all key points. the outcdme of the hearing, the "Where a union is the representa­ lawyers asked the Coast Guard to tive of seamen aboard a vessel name them "parties in interest." involved in a marine casualty," A "party in interest," explained said the Court's Memorandum of Howard Schulman, has the right Opinion, "it,, under... Federal to fully participate in a hearing, law, is a party in interest.. examining and cross-examining "The union participates in witnesses and doing "whatever is training and apprenticeship appropriate on behalf of the schools for the promotion of client so that all facts are known safety conditions aboard U.S. and an appropriate record made, vessels," the Court pointed out. from which proper findings and "...its members live and work conclusions could be drawn." aboard those vessels in the same But the Coast Guard refused to manner as the Yellowstone," and designate the Union a "party in the union has a "vital and critical interest." Using their own narrow interest in the safety and working interpretation of the law, the conditions of-their members Coast Guard said the only role aboard such vessels." In addition, the Court ruled the Union could play in the hearings was to develop ques­ that the Coast Guard "impermis­ tions and give them to the sibly narrowed the statutory examining officers who would grant of participatory rights... decide whether or not they by giving a more restrictive meaning to the term 'parties in should be asked. With their hands tied by the interest' than set forth" by the Coast Guard, the Union took the law. While the SIU's lawsuit was issue to the Federal Court, pending in the courts the Coast Southern District, N.Y. In a clear and well-docu­ Guard and the NTSB concjuded mented suit the Union argued their investigations and pub­ that "part of the hearing is to lished their findings and recom­ determine safe working condi­ mendations. tions and appropriate" manning However, by ruling in favor of to ensure those safe conditions the Union's position, the Court and that the Union has a "vital set an important precedent which and critical interest in the safety can be drawn upon in the event of and working conditions of its any other marine casualty members" aboard ship. investigation.- involving an SIU Howard Schulman under­ crew. scored the importance of the The Court clearly backed up SIU's participation in a hearing the Union's right to participate which could have a direct impact fully in any inquiry which directly on shipboard manning scales. affects the welfare of SIU "Manning," he said, "is a vital members. And the Union will issue as to whether or not there rely on this Judgement in order to are proper working and safety defend the interests of the SIU conditions because if it is found membership in the future. 45 3 - 2 89 34 128 52 �•^'V. •i i I I I I I I I I I I I I I I ttt ill toa^liiiigtiii - i" I ;' •«- ) , "L,- 1 • " Seafarers International Union of Nortii America. AFL-CH) November 1980 President Carter has signed into law the Maritime Appropriation Authorization Bill for Fiscal Year 1981. Authorizations for the maritime industry, like bther federal appropriations, must be approved each fiscal year. The annual authorizations bill is perhaps the single most important piece of legislation to affect the maritime industry. Among other things, it establishes levels of federal support for the construction and operating differential subsidy programs that form the basis of this country's maritime program. Were these subsidy prograrris discontinued, the jobs of most American seamen woTild be jeopardized, and the continued existence of the American flag Merchant Marine would be put into question. The bill allots the following federal monies: $135 million for the construction • differential subsid)^program; $346.7 million for the operating differential subsidy program; $17.1 million for research and develop activities within the maritime industry; $32.5 million for maritime education and training expenses; $38.8 million for Maritime Administration Operating expenses; and a supplemental authorization of $44.3 million for the operating differential subsidy program in the Fiscal Year 1980 Appropriations Bill. regulations. The Conference Report that accompanies the bill explicitly states that the legislation is not intended to signal the beginning of a rate war between railroads and inland water carriers. the Conference ^ -In the- words of— — A .-;X "'• • ',>1 •• ™ Marad Sees Need to Beef Up Bulk Fleet. Speaking before an audience filled with representatives of the maritime industry, XSamuel B. Nemirow, assistant secretary of. Commerce for Maritime Affairs, discussed a number of issues facing the American flag Merchant Marine. Noting the depressed state of the dry-bulk sector of the American flag Merchant Marine, Nemirow called the development of an adequate dry-bulk fleet a pressing national need. He urged Congress to re­ introduce and adopt the Administration's long ignored dry-bulk subsidy program, which had been submitted to Congress some . fifteen years ago. The President's dry-bulk proposals, Nemirow explained, are designed to "remove built-in constraints in existing maritime laws that have inhibited invest- ment in this type of carriage." Nemirow also assured his audience that a new awareness of national security consid­ erations will lead to a greater emphasis being placed on the development of a strenghtened American flag Merchant Marine. He cited increasing concern over this country's Sealift Capability and recent bilateral maritime trade agreements between the United States and China as being two examples of this trend. most dynamic aspect of the American flag merchant marine. However, the Marad report conclusively shows that it gets tougher and tougher all the time for American ships to compete with the foreigners. This once again brings up the SIU's • Ti' , • • J. •rff. • • "T I'., ' Report: "Railroad rates and practices that affect rail-water competition that are unfair, destructive, predatory or otherwise under­ mine competition and that were unlawful immediately prior to enactment of this Act shall continue to be prohibited. 1'" In the past, graduates of Federal and state maritime academies often failed to sail in the American flag Merchant Marine, despite the 'fact that they had received a, federally financed maritime education and/or gener­ ous federal subsidies. The SIU and other maritime unions have long been critical of this occurence, for it was a waste of valuable limited resources that could have been used to better advantage elsewhere. SPAD is the SlU*s political fund and our political arm in Washington, D.C. The SIU asks for and accepts voluntary contributions only. The Union uses the money donated to SPAD to support the election campaigns of legislators who have shown a pro-maritime or pro-labor record. SPAD enables the SIU to work effectively on the vital maritime issues in the Congress. These are issues that have a direct impact on the jobs and job security of all SIU mem­ bers, deep-sea, inland, and Lakes. The SIU urges its members to continue their fine record of support for SPAD. A member can contribute to the SPAD fund as he or she sees fit, or make no contribution at all without fear of reprisal. A copy of the SPAD report is filed with the Federal Elec­ tion Commission. It is available for purchase from the EEC in Washiogton, D.C. November 1980 / LOG / 9 J'-' .j.%! . 'i position that the U.S. must look toward bilateral shipping agreements and other such cargo sharing arrangements with our major trading partners. The economy and security of this nation, and the viability of the U.S. flag merchant marine, demands it. The Maritime Education and Training Act imposes legal sea-duty obligations on graduates of federal academies. Graduates must spend five years at sea, or else face mandatory military service. Graduates of the six state maritime academies are required to spend three years at sea. U.S. Representative Les AuCoin, D-Ore., Chairman of the House Select Committee on Maritime Education and Training that authored the bill, has said that "the bill's practical result will be better trained officers for our U.S. Merchant vessels at a time when demand for licensed officers exceeds supply." ( •-'J - ^ • ''i-- ii-i.. ' . - i-.l; . Carter Signs Maritime Ed Bill President Carter has signed into law the Maritime Education and Training Act, a bill that seeks to redress imbalances in the federal system of maritime education. . 11 •1 >4. Report Shows Decline in U.S. Flag Share Of Containerized Cargo statistical report by the U.S. Maritime Administration (MARAD) has pointed up a "steady decline" in the amount of containerized cargo Carried by American flag ships. The report shows that U.S. flag participation fell "from 34.8 percent during 1977 to 31.4 percent for 1978." The report also stated that during 1978', the U.S. fleet "transported 9.3 million long tons, a decline of nearly eight percent from 1977." The U.S. intermodal fleet is by far the •'•1'T • Railroad Deregulation Becomes Law: Will Not Hurt Tow Industry The Railroad Deregulation Act has been signed into law. The bill's provisions are in keeping with the present Administration's overall policy objective of deregulating industries that have been overly burdened with unneeded and cumbersome federal _ -i " . r :• A' -Legislative. Administr.itive and Regulatorv Happenings 1981 Maritime Subsidy Bill Signed Into Law u I I I I I I I I I I I I I I I I I I I I I I I •I I I I I I I I I I I I I I I I I I I I I I I 1 I I I I I I I I I I I I I • • ft -j fi-' 4." J. . i -V : -r-A T ' . -7 '-•i .•i •A --it-"' -t ^ �....Sr'iUt-- What a Crew: Save Boat People, Deliver Baby "It was an unusual two days for the SIU crewedLNG Aries." So wrote Ordinary Seaman David Hecht. He was describing the events that led to the rescue of a small fishing vessel containing 21 Vietnamese refugees, includ­ ing one woman who promptly went into labor after boarding the Aries. The LNG Aries had been underway in the South China Sea * ¥ , -r LNG Aries . ;-"•.'PI;'- .,• .-;,• :^. • • en route from Tobata to Arun. The deck and engine gangs had just knocked off for-funch when a call from the . bridge notified Bosun Fred Pehler that a small fishing boat had been sighted. As Brother Hecht writes: "It was a well co-ordinated rescue effort by the SIU crew. While the deck department was lowering the gangway and preparing to tie the fishing boat to the ship, the engine department was slowing engines down. As this was going on Chief Steward Joseph Kundrat was busy setting up an emergency station on deck while Chief Cook George Taylor Jr. was preparing sandwiches for the travel weary guests. "Things were just returning Here's some of the hero LNG Aries crew. They are. kneeling left to right; Cargo Engineer Skip Doty, Bosun Fred Pehler and AB Mike Wiley. Back row from left to right are: 3rd Mate John Whitely, OS Christian Werner, AB Bob Smith, OS Tom Cuddihy OMED John Ponti, AB Jerry Lopez, Wiper Charlie Brown, 3rd Engineer Pete Schadel, AB Ernie Ford, AB George Holland, Chief Mate William Gatchell, 2nd Mate Jon Anderson. SIU crew members missing from photo are:.AB Howard Knox, OS David Hecht, OMED Ray Nugent, OMED Olie Mortensen, Chief Steward Joseph Kundrat, Chief Cook George Taylor Jr GSU's Everett Rice, Martin Buck, Jeff Franco. —' - to normal when AB Bob Smith notified the bridge that Ngoyen Thi Bich Phoong was beginning labor. She was immediately taken up to the ship's hospital where prepara­ tions were made to deliver the first child born on an SIU LNG carrier." Chief Mate William Gatchel and Cargo Engineer Skip Doty delivered the child, a healthy baby girl. They were assisted by Second Mate Jon Anderson. After the delivery Chief Mate , William Gatchell commented that "the feeling was indescrib­ able." Cargo Engineer Doty quipped, "I've made many deliveries aboard the Aries, but none quite like this one." It's Official; Deck Depf/s Can Cany 50% Blue Tkkets E • ^. ^•\t Ws.. 'w.' • xpanded job openings for blue ticket AB's is one of the plusses of legislation signed into law by Pres. Carter last month. Under a provision of the Small Vessel Inspection & Manning bill, 50 percent of the AB comple­ ment aboard deep sea vessels can now be bluejicket AB's. Previ­ ously 65 percent of the AB's aboard deep sea ships had to have green tickets. The SIU supported adoption of the 50 percent blue ticket provision to open up job oppor­ tunities for the growing number of blue ticket AB's who are registered for shipping. (To earn a blue ticket, a seaman needs 12 months wa^chstandrng time as an OS. Green ticket AB's must have 36 months on-deck watchstanding time.) Another provision of the multi-part measure which had the support of the SI U calls for an end to bare-boat chartering of vessels. Through bare-boat char­ ters, companies have been able to skirt some U.S. inspection and manning requirements. The Union also endorsed parts of the bill which: reduce the minimum age requirement for an AB from 19 to 18 years of age; maintain the sea service require­ ment for AB 'Unlimited' at three years; increase vessel inspection violation fines from $100 to $500 a day for each day of inspection; and count time spent in approved training programs as seatime. But in spite of the successful passage of the 50 percent blue ticket provision and some of the bill's other beneficial sections, the Small Vessel Inspection & Man­ ning bill did not have the blanket approval of the SIU. The bill contains sections which the Union and the AFLCIO vigorously opposed on the grounds that they would jeopar­ dize crew and vessel safety, if adopted. The detrimental aspects of the measure include: • reduction of the percen­ tage of AB's on vessels with a two-watch system from 65 to 50 percent of the crew complement. • creation of a six-month AB 'Special' in the offshore mineral and oil industry. • changing offshore supply vessels to a two-watch standard. Under this provision the work­ day of seamen aboard offshore supply vessels can be upped from eight hours to 12 hours. • reduction of seatime require­ ments for AB's on seagoing tugs and towboats from 18 to 12 months. In a letter sent to Congressmen prior to the final vote on the Small Vessel Inspection & Man­ ning bill, SIU President Frank Drozak was sharply critical of those parts of the measure which downgrade minimum service requirements or lengthen the shipboard workday. ^ Both the lack of adequate experience on the part of seamen and the lack of sufficient rest time sanctioned by this bill will "jeopardize the lives of the human beings involved and at the same time, our nation's environ­ ment," Drozak warned. Notice On Shipping Procedures (Deep Sea) WiMn throwing in for work during a job ^il at any SIU Hiring Haii, soamon muat produco tho foiiowing: • momborship cortificato (whora poasossod) • rogistration card • clinic card • soaman'a papers • vrdd, up4o-dato passport In addition, whan assigning a Job tho dispatchor will com­ ply with tho fallowing Section 5, Subsection 7 of tho SIU Shipping Ruioss i. « ity rating in every Depart- men who possess Lifeboatman ondorsemont by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sen­ tence when, in the sole Judg­ ment of the Board, undue hardship will result or extenu­ ating cii^cumatances warrant such waiver." Also, ail entry rated mem­ bers must show their last six months discharges. Further, the Seafarers Ap­ peals Board has ruled that "C classificatien seamen may only register and sail as entry ratings in only one departmenL" Jebe shall be given to ail sea- 10 / LOG / November 1980., •. . -• •If- - .. . .i)'' • .. '>*; �N.Y. Port Council Institutes Paul Hall Memorial Award: Sea-Land's Hiltzheimer 1st Recipient New York, N.Y.—Hundreds of members and friends of the Miaritime Port Council of Greater New York & Vicinity gathered in the Sheraton Centre here on Oct. 18, to honor SeaLand's Charles 1. Hiltzheimer as the recipient of the MFC's first annual Paul Hall Memorial Service Award. The significance of the award, which will be presented annually in the name of the late SIU President Paul Hall was ex­ plained by N.Y. MFC President Anthony Scotto. "Tonight," Scotto said, "we are initiating the Paul Hall Memorial Service Award—keeping his spirit alive ^ by honoring those individuals v^o continue to work for the embodiment of his ideals." Scotto, who acted as chairman of the evening, spoke fondly of Hall, recalling "those qualities which define the man as a leader. His tireless efforts earned him the distinction of being called/the father of the modern American merchant marine.^', Following his remarks, Scotto introduced SIU President Frank Drozak as the first speaker of tiie evening. Calling Hall "one of the greatest men I ever had the opportunity of working with" Drozak said that Hiltzheimer, Sea-Land's chairman, chief executive officer jsnd president, was a deserving recipient of the first MFC Paul Hall Award. "Sea-Land pioneered con­ tainer shipping," said Drozak. The first annual Paul Hall Memorial Award given by the New York Port Maritime Council is displayed by its recipient Charles Hiltzheimer, president and chief executive officer of Sea-Land Service, after it was presented to him by Rose Hall, widow of the late SIU president. Standing at right is SIU President Frank Drozak and at left is Port Maritime Council President Anthony Scotto. "They established routes throughout the world to make this country competitive." Hiltzheimer, who joined SeaLand in 1962, had a lot to do with the development oF the company's container operations. The MFC's choice of Hiltzheimer as their . 1980 awardee is a dis­ tinction, Drozak said, "I think Paul would have liked to see himself." Presented by Rose Hall The presentation of the plaque to Hiltzheimer was made by Mrs. Rose Hall, Paul's widow. When she stepped to the podium, Mrs. Hall was given a bouquet of roses and a standing ovation. "The first annual Paul Hall Man of the Year Award," Hall said, "is for an individual the Maritime Port Council feels has done the most for the maritime industry.' Hiltzheimer is an appropriate choice for this award, she continued, reminding the audience that Paul often said "management, labor and govern­ ment must work together if the American flag merchant marine is going to survive. "Paul called Charles Hiltzhei­ mer a 'good operator,"' Mrs. Hall said, adding that "it was his highest compliment.' The inscription On the plaque which Mrs. Hall handed to Hiltzheimer said the Sea-Land president "shared with Paul Hall a long and close relationship in the crucial area of maritime relations." It was signed by N.Y. MFC President Scotto; Jack Caffey, vice president of the MFC and SIU N.Y. port agent and; MFC Secretary-Treasurer Sidney Heller, on behalf of the 36 N.Y.-area unions which are MFC affiliates. In accepting the award, Hiltzheimer said it is ''especially meaningful to me because it is given in rememberance of a great American, a dynamic labor leader and a friend." Hiltzheimer noted that "Paul used to say 'seapower is the symbol of a great nation' and he was right." This nation, he added, "has the largest world trade. Why," he asked, "shouldn't we have the largest merchant fleet." "Paul believed," Hiltzheimer went on, "in all of us working together as Americans. We're all in the same boat," he added, "and it doesn't matter much which section of the industry we represent." We must all work together, Hiltzheimer said, because "our merchant marine must regain its competitive posture." Attending the annual MFC banquet'were many N.Y.-area maritime labor leaders as well as elected representatives from New York and New Jersey. SIU Wins 50% SPR Cargo Guarantee for U.S. Ships A FTER strong protests by the I SIU and the Transporta­ tion Institute, the Department of Energy (DOE) has agreed that cargo preference laws apply to this country's Stategic Petrolem Reserve (SPR) Program. New contracts for shipment of oil under the SPR Program had recently been signed after a year's lull in deliveries. These contracts were assigned over­ whelmingly to foreign-flag shipsIn a strongly worded telegram to the White House on Oct. 9, SIU President Frank Drozak said that this action "violates the intent of the law which calls for a minimum of 50 percent up to the maximum of 100 percent of these cargoes to be carried on Ameri­ can vessels..." A telegram protesting the action was also sent to the White House by Peter Luciano, execu­ tive director of the Washington, D.C.-based Transportation Insti­ tute (TI). "This situation poses a serious threat to American ship­ ping interests." TI is an educa­ tional and research organization for the maritime industry. A meeting on the issue was held at the DOE in mid October. Present at the meeting with the DOE representatives were of­ ficials from the White House, and labor leaders, including Drozak. At this meeting the DOE agreed to four points; 1) the applicability of cargo preference laws to the transport of the SPR; 2) renegotiation of the ship­ ping contracts for the 24 million barrels of oil that have already been awarded for this fiscal year; 3) if some of the llYz million barrels to still be awarded in this fiscal year come from Alaska, those shipments would not be included in the overall percentage figure for shipments allrited to American-flag vessels. (Under the Jones Act, any shipments between U.S. ports have to go on American-flag ships.) 4) if the above measures still result in a shortfall for U.S.-flag vessels in this fiscal year, the difference will be made up in the next fiscal year. The SPR Program was estab­ lished under the 1975 Energy Policy and Conservation Act. Its purpose is to buy and store oil for use in case of national emergencies or a cutoff of imported oil supplies. The goal under the act was one billion barrels. Ninety-two million barrels, or a supply of 12 to 13 days, had been stored when shipments were stopped about a year ago. Congress has mandated that the President fill the oil reserve with at least 100,000 barrels per day. Of the 36.5 million barrels slated to be purchased and stored in this fiscal year, contracts for the purchase of 24 million barrels had already been signed. The petroleum is stored in salt domes in Texas and Louisiana. In his telegram to the White House, Drozak pointed out that the use of U.S.-flag ships should "be spread evenly over the fill period so that American shipping can plan appropriately. If the maximum is allowed American shipping, it would serve as an inducement to build-perhaps at least 20 new ships during the course of the SPR Program." fl-'r.. November1980 / LOG / 11 '1 •J • ;• T f •» i .;.r_ J • \ ;; I ^.. • " .. --6f. 'v- • �t' • Forgotten By History, Button Gwinnett Lives Again o ''Tlie name-^//o« Gwinnett, L although not exactly a household word, does appear in two very noteworthy places. The first is on the Declaration of Independence which Gwin­ nett signed in 1776 as the head of the Georgia delegation to the Continental Congress. Until recently, that was But­ ton Gwinnett's big claim to fame, mainly because he didn't live long enough to accomplish any other great things. A year after the signing of the Declara­ tion, Gwinnett came to an un­ timely end when he lost a duel with General Lachlan Mcintosh which capped their rivalry over the post of Brigader General of troops raised in Georgia. But the name Button Gwinnett liyes on. It is now proudly borne by an SlU-contracted LASH vessel. J 'New' Waterman LASH Carries His Name The latest addition to Waterman Steamship's growing fleet, the Button Gwinnett took on her SIU crew in the port of New Orleans on Sept. 27 and set off on her maiden run to the Far East Oct 8. She returned to Long Beach, Ca., via the Panama Canal on Nov. 3. A spokesman for Waterman said the S93-foot Button Gwin­ nett "will be engaged in worldwide trade." She'll be running alternately to the Far East and Indonesia and to the Mid-East. The^ Button Gwinnett is the third of three LASH ships Water­ man took over from Central Gulf Co. Ail three of the sisterships were built in 1974 and all were rechristened by Waterman for Southern signers of the Declara­ tion of Independence. (One was named for William Hooper who headed the North Carolina dele­ gation to the Continental Con­ gress, the other for George Wythe, whose name tops the list of signers from Virginia.) Button Gwinnett, the LASH vessel, was originally christened the Green Valley. Button Gwinnett, the man, was christened Button for his god­ mother, Barbara Button, in Gloucestershire, England, where he was born in 1735. He moved to the New World, settling first in South Carolina and later moving to Georgia where he was a merchant and a plantation owner. An interesting footnote to the saga of Button Gwinnett: though he affixed his "John Hancock" to the Declaration of Independence, Gwinnett apparently signed signe very little else. According to antique dealers, if you can find an authen­ tic Button Gwinnett signature, it could net you as much as $100,000! ''Cutting some tasty looking cream pie is John Buckley (right).a saloon messman . Beside him is Crewmessman Ernest Ponson. <- • u - SIU Representative Ted Babkowski (left) discusses a matter with Chief Steward Vic Romolo who was a former Delta Line passenger steward. Brother Romolo has been with the Union for 36 years. Getting ready for his trip overseas by getting a shot.from Dr. Alverez, is Seafarer Joe-A. Osorio, AB. McCartney Blasts Feds for Skirting U.S. Flag Ships STRONG criticism of the treatment that the U.S. maritime industry has received from some Federal agencies was delivered by the SIU last month in Seattle, Wash. The occasion was the Propeller Club convention and the speaker was SIU West Coast Representa­ tive George McCartney. Referring to the maritime industry, he said that the Federal bureaucracy "is slowly cutting our collective throats and appears to be intent on watching us bleed to death." The Propeller Club is made up primarily of managment people of U.S. maritime companies from shipbuilding outfits to ship owners and ship operators. The Club's purpose is "to promote, further and support an American merchant marine..." A McCartney also talked about the Omnibus Maritime bill that was debated in Congress this year. "Instead of uniting the industry, the bill really did an effective job of splitting it in such a way that a unified approach became impossible, as events showed." He pointed out that the bill contained many sections that the SIU found very unsatisfactory. In fact many segments of the maritime industry had serious questions about various parts of the bill. But "as the splits in attitude began to develop" there was no real attempt to get together and resolve the differences. As McCartney said, "that was one problem we did not deal with intelligently...There are other problems of a very critical nature that we are going to have to deal with, and deal with firmly, if we are going to advance this industry." Among those problems is the Federal bureaucracy which he says "refuses to commit to carrying out the spirit and intent of the laws of our' land with respect to U.S.-flag marine transportation." McCartney cited the Depart­ ment of Agriculture, the Agency for International Development, the Transportation Department, the State Department, and the Navy's Military Sealift Com­ mand for their negative attitudes toward the U.S. merchant marine. For instance, he said that the Department of Agriculture "is absolutely intent on using every flimsy excuse to erode American shipping out of its. lawful participation in the carriage of grain cargo." Speaking about the Military Sealift Command, McCartney said the agency operates "a government business in direct competition with the private shipping industry." However, the SIU representa­ tive reiterated the Union's strong support of the armed services "including the U.S. Navy and its legitimate objectives." In his concluding remarks, McCartney urged all segments of the maritime industry to work together. "What this industry must do is strengthen its col­ lective efforts; it must concen­ trate its abilities on speaking with a strong voice on those matters on which we have fundamental agreement.' -12 / LOG / November 1980 M • .»• �»*C3'"iilR.KH-MyiMil ! ' -.. '-X' •• (.•:' '1^ ,^ •..._ •'li,':: Retiree, 92, - •• of Proud SiU Family Seafarer Frederick Reyes Jr. was in New York recently finishing his training for his "A" Book in the SIU. While Freddie was here he had occasion to stop by the LOG Office once or twice to pay the staff a visit. Being a rather friendly sort, Freddie is easy to engage in conversation. During one of the chats we had with him, Freddie got on the subject of his grandfather who he spoke of with the admiration that only a grandson can have for his grandpa. Luckily, we caught the sparkle in Freddie's eyes and couldn't pass up the opportunity Heres a proud SIU family, headed up by 92-year old Pensioner Francisco to meet the elder statesman of Morciglio, center. Other family members are, from the left Seafarer Frank Mordgiio; Mrs. Mercedes Morciglio; Beatrice Reyes and Seafarer Fred Reyes. this seafaring family. cliffs firing down at the U.S. "all seamen" living under the RANCISCO Mordgiio was armada with muskets," he recalls. same conditions, wages were low born in the town of Guanica, "We were all laughing and having and hours were long and hard Puerto Rico on January 29,1888. a good time watching the battle but, they shared the "comradery His grandparents, who were of take place," he said. However, as of the sea." Mates and captains Italian and French descent had the U.S. ships drew closer they alike were happy to teach come to the island in the early began to open firewith their huge Francisco their skills and he 1800's. Francisco's grandfather cannons and "the Spaniards ran learned them quickly and well. was of course, a sailor. into the mountains with their Soon he was sailing AB and not Before the turn of Jhe century, tails between their legs." Seeing long afterward Quartermaster Puerto Rico was still under the that this was no laughing matter and Bos'n. Francisco may not rule of Spain and Spanish Francisco and the others who have been the fastest learner on merchant vessels laden with were watching also "headed for his schooner however, because he goods from the old world were the hills." The Spanish-American remembers a friend of his who a common sight in the harbor. War was on and by its end the "over a period of ten years, Morciglio's father and uncle were island of Puerto Rico would be worked his way up until he was both harbor pilots in Guanica United States territory. the ship's captain." and young Francisco liked to By the age of 1^, Francisco Eventually, his sailing took stroll down to the wharf and Morciglio had begun a sailing him into the U.S. coastwise trade watch them guide the vessels into career of his own. A friend told betwgen Baltimore and Puerto* port. It was on one of these him of a job on a schooner and Rico. It was during this period, occasions in 1898, when at the the eager boy started out sailing while working for Bull Lines, that age of ten (and while playing around the island in the merchant he Joined the SIU as a charter hookey from school) lie got his ship as an ordinary seaman. member in 1938. He and his first glimpse of the naval forces of On the schooner "there was shipmates "voted overwhelm­ the United States. little difference between the ingly" to join the fledgling union. "The Spaniards were on the officers and the crew." They were He j:emembers, "it was an easy F choice to make. Before the union xwe had no benefits at all. Maybe, if you worked a ship steady for a year they would give you one week's pay—about $12." Luckily, men like Harry Lundeberg and Paul Hall came along and things changed. Morciglio recalls that "he once shipped with Paul Hall on the S.S. AmeliafBuW Lines) while he (Paul) was still a messman." It was on this same ship that his son Francisco Jr. also began his SIU career in 1940. The senior Morciglio remem­ bers a few close calls he had while shipping during World War II. "There was one time while sailing in a convoy when a couple of the ships were torpedoed." But, perhaps the worst thing, or maybe it was the luckiest as things turned out, was the time he and a shipmate had just gotten off the S.S. Barbara in Puerto Rico, having decided to stay home for one trip. The ship was blown up "just out of the harbor" and he "lost quite a few of my buddies." * Francisco ended his sailing days at the age of 66, in 1953. That was t,he same year his grandson Frederick Reyes was born. Frederick along with his uncle Francisco Morciglio Jr., carries on the fine family tradition of sailing for the SIU. Freddie says "guys like my grandfather and my Uncle made it easy for me to sail. They laid the groundwork so that the seamen of today could make a really fine living onboard a ship." TJ. WanH Proposed Air Quality Regs Re-evaluated WASHINGTON, D.C.—The Transportation Institute (TI) is fighting against the possibility of enactment of confusing and con­ flicting pollution proposals that could detrimentally affect ships entering U.S. ports. New Federal and state regula­ tions have been proposed concern­ ing air pollution controls on ships and in port terminals. TI wants the U.S. Maritime Administration (MARAD) to "take an actiye role" in these proposals in order to assure "that vessels may operate in U.S. waters and use U.S. ports without facing a bewildering array of complex and unnecessary regulations." The request was made in a letter to MARAD chief Samuel Nemirow by Herbert Brand, chairman of the board of TI. The Institute, which represents 174 shipping companies, is a private, non-profit research and education organization based in Washington, D.C. Its member companies operate U.S. - flag vessels in the nation's foreign and domestic shipping trades, includ­ ing the inland waterways and Great Lakes. , The Federal regulations have been issued by the Environmental Protection Agency (EPA) to control air pollution at new or modified port terminals. A meas­ ure of the air pollution caused by ships while in of near the port is included in these regulations. Brand said the EPA regulations leave many questions unanswered, and he appealed to MARAD to seek those answers. TI is also concerned about a study being done in California which was mandated by the legislature there. The study is should be developed by the appro­ supposed to examine attempts by priate Federal authority and pro­ local agencies within the state to posed as international standards, monitor air pollution caused'by with the cooperatioif of theshiping ships. industry." Brand said that although the In his letter. Brand cited a 1979 legislature directed the State Air MARAD study of air pollution Board to consult the maritime rules at 17 port areas. That study industry in the study, "we know of concluded that such controls were no contact within the maritime costly, would result in little benefit industry since the state law was to air quality and were of question­ enacted." able technical feasibility. He called upon MARAD to The study further recommended help ensure that the industry that a Federal agency replace state "participates fully" in the develop­ and local control and, with inter­ ment pf recommendations in national concurrence,,develop California. _ national standards for vessel He also pointed out that since emission control. shipping is an international activ­ Brand said that actions of the ity, a one-sided approach by the State of California and the EPA U.S. is unadvisable. "fly in the face" of those recom­ "To the extent air pollution mendations and "may result in emission controls for vessels are costly and inconsistent air pollu­ necessary," Brand wrote, "they tion restrictions on vessels." November 1980 / LOG sI • J io;VivW'y ys 13 a. - \ '-y �> Texas Port Council Names SIU's Joe Sacco *Man of Year' H OUSTON, Texas may be one of the biggest cities in the country, but on the evening of Oct. 25, it felt like a small, neighborly town. Representatives from state and local government, from Hous­ ton-area labor unions and from many shipping and towing com­ panies turned out for the annual Maritime Port Council Dinner, and to salute Joe Sacco, SIU vice president in charge of the Gulf. Sacco was honored as the Man of the Year at the 16th Annual Dinner Dance of the Maritime Trades Department's West Gulf Ports Council. The award was presented to Joe Sacco, who also serves as executive secretary of the West Gulf Ports Council, as a tribute to "a labor leader whose career includes service on behalf of thousands of working men and women from Coast to Coast." Sacco described himself as "elated" by the award and by the reception of the hundreds of friends and associates who gathered at the Houston Mar­ riott in his honor. "Everybody was very warm, very receptive. I felt like I was at t> - %c. •mJV- home," said the Brooklyn-born Sacco, who added that he was voted an "honorary Texan" by the audience. Presenting JOe with the West Gulf Ports Council award, as well as with a special plaque from the International Longshoremen's Assn., was J. H. "Buddy" Raspberry, president of the South Just presented the Key to the City of Houston at the West Gulf Ports Council 16th Annual Dinner and Dance is Joe Sacco (second from left), SIU vice president and executive secretary of the Council. Giving him the key at the dinner held in Houston, Tex. is Jim McConn (left), mayor of the city. Also at the podium are Harry Hubbard (second from fight), president of the Texas AFL-CIO, and Gordon Hyatt, president of the West Gulf Ports Council. Sacco also received the Council's award as "Man of the Year." Atlantic & Gulf Coast ILA. The ILA award came as a surprise to Joe Sacco, as did the presentation to him of a key to the city, along with words of praise from Houston Mayor Jim McConn. In addition to Mayor Mc­ Conn, speakers at the awards dinner included U.S. Rep. Bob Eckhardt, MTD Executive Secretary-T reasurer Jean Ingrao and John White, chairman of the Democratic National Commit­ tee. Harry Hubbard, president of the Texas AFL-CIO and Gordon Hyatt, West Gulf Ports Council president, gave welcoming re­ marks. Commenting on the turn-out of what he called a "nice segment of the entire community in Texas," Sacco said it showed "a commitment on the part of labor, management and government that we have to work together closely to solve the common problems of all working people in the state of Texas." The West Gulf Ports Council includes unions in the Houston vicinity with locals in maritime, 'waterfront or related areas, rep­ resenting more than 40,000 union members. SIU Could Be Crewing 6 More Brand New LNG's By 1985 T ' HE role of Seafarers in the hauling of liquified natural gas (LNG) is likely to grow in the early I980's, especially if certain obstacles .are overcome'in the construction of six new LNG tankers now on order at the General Dynamics Shipyard in Quincy, Mass. Three of the 125,000 cubicmeter LNG tankers were ordered by Zapata Western LNG, Inc., a subsidiary of Zapata Tankships, Inc., in early September. Three additional tankers were placed on order recently by Ogden Marine of Indonesia, a subsi­ diary of Ogden Corp. Zapata and Ogden are SIU companies. If all goes well, those jobs could be ready for filling late in 1985, the projected completion date for the ships. Actual construction of the new LNG ships will have to '^ait, however, until after approval by the Maritime Administration of construction subsidies and financing through long-term bonds, as applied for by Zapata and Ogden. Two other factors could also influence the construction schedule of the six ships, namely, the negotiation of pricing agreements with foreign LNG suppliers, and review of seismic studies relating to the site of a proposed LNG receiving ter­ minal at Point Conception, Calif. That review is now being conducted by the California Public Utilities Commission. All these stumbling blocks appear to be surmountable. It's expected that all six LNG ships will be plying the seas between SIU's Abarbanel Finishes Another Marathon I.;i- Gliding in under the wire of the grueling 26-niile New York City Mara­ thon with a finishing time of3:54:50 was the SIU's intrepid legal counselor, Arthur Abarhanel. Abarbanel, of the Union's law firm Schulman & Abar­ hanel, finished 7,893rd out of a field of more than 16,000 starters who negoti­ ated sharp turns, steep hills and four bridges that took them through all five of New York's boroughs. .'. 14 / LOG / November 1980 c,. •.V/, y*; When he crossed the finish line of his sixth completed marathon Abarbanel, 57, reported he "felt fine. This was one of my better marathons," he said, adding, "I didn't feel exhausted or tired." When asked if he'd enter marathons in the future, Abarbanel answered like the lawyer he is. "111 play it by ear," he said. "I'm not saying no and I'm not saying yes." the U.S. West Coast and Indonesia—with Seafarers aboard—by 1985. Once again, the SIU's pioneer­ ing efforts in LNG, safety training, will mean added job security for Seafarers in the years to come. What'& Wrong? If you can find out and fix. it, you've got great job security and good pay. So tcdce the Marine Electrical Maintenance Course, It starts Jan. 5 and continues through Feb. 12 Fill out the application in this issue of the Log or contact the Seafarers Harry Lundeberg School of Seamanship to enroll. �U^VT.! i.l.lT.'--'! ••. }• . . •. r ! Taking five aboard the Sea-Land Independence are crewmen Walter Chanev QMED; Jack-DeCulty.AB: and C.B.Bu^tts wiper ^wmen waiter Uhaney. . • ^ / /!,wo?oow^ ^ Everglades, Fla,, part ot the SlU crew on the SeaEand/ndeper7dence posed tor this photo. They are (l-r); Tom Gallo.QMED; Grant 3rd Mate; E.Szydlowski. Wiper: Andrew Hudimec, Bosun. SeaThe Sea-Land Independence, ^ another part of Sea-Land ^ Services' new D-9 program, was captured live by the Log as she steamed^ oops, that is dieseled her way into Port Everglades on Oct. 10. It was the maiden voyage to Florida's East Coast for the brand new containership. Everyone on board was extemely pleased with the vessel's performance, as well as the general ambience of the ship. Not only is the Sea-Land Indepen­ dence, a good looking ship, she is 5 also a very comfortable one. All ' crewmembers have their own rooms with toilet and shower. Also the ship is equipped with an exercise room complete with sauna. The Sea-Land Independence along with her 11 diesel-powered sisters is expected to save the company a tidy sum in fuel bills over the years. Next stop is New QMED Isaias Cambronero prepared himself tor the job on the Standing a gangway watcti on the Independence is AB John Orleans where the D-9 will Independence by taking special training courses in diesel Gardner. payoff. engines at the Lundeberg School. The D-9 vessel has the capacity to handle 839 40foot containers in addition to 35-footers. Part of the steward department aboard the Independence are Messmen Del Loder (I) and Lou Spatora. .• ..i * , I • i:-. The 745-toot Sea-LandIndependence underway on her maiden run. G&H Puts 7th Brand New Tug Into Service: More Jobs for Boatmen The last of a series of seven new tugs built by G&H Towing of Texas has entered the SIUcontracted fleet of boats. She's the 88-foot long Eva. Like the six sister boats that preceded her, the Eva will do power of 3,000. Built at the shipdocking and other harbor McDermott Shipyard in Morgan work in the Galveston-Texas City, La., the boat weighs 178 City area, gross tons. The Eva has a beam of 32 feet,* Her sister boats are: Titan; a draft of 16 feet, and a horse- Laura Haden; Denia; Barbara Neuham; Mark K, and W.D. Haden, 11. Along with the Eva, these boats represent increased job opportunities for SIIJ Boatmen. . November 1980 / LOG / 15 ... .=«*^ �•f i: 1 i'l • I. ^SiU Saved Day for Lakes Seamen' Scholarship Winning Seafarer Likes College I would like to take this opportunity to express my gratitude for the Seafarers International Union's Charlie Logan Scholarship which I was awarded in 1979. After my first year of college on the scholarship I can now fully understand how such a chance to enhance my education will affect my life without changing the occupation which I have -come to enjoy. I have been using the scholarship to study Architecture at the University of Washington, a program that is not completely centered around the concept of Architecture solely as a means to build a building. Along with the technology of design and construction, a major emphasis is placed on the behavioral influences of one's environment. This knowledge has helped me to better understand and live with many of the day-to-day problems of ship-board life. For instance, knowing how the general lighting quality of a place so confined as an engine room can determine one's attitude toward working in that engine room, or the different effects of colors and variations of colors used in a daily living environment with regards to basic environmental satisfaction, has produced in me a greater concern for living Conditions aboard ships. The improvements in these and other environmental conditions can be seen every time a new ship rolls off the ways. I believe the SIU can and should continue in its fight to constantly imprpve the quality of life aboard American vessels, and the Charlie Logan Scholarship has helped me in not only seeing how but why these improvements must be made. For this, and much more, 1 thank you. Fraternally yours, Gary J. Westerholm Book#W-1095 Seattle, Wash. «• «• i. i i: ICW Struggle Contim/es 1 read with deep interest the full page story about our union's (International Chemical Workers) struggle in Laurel, Miss, which appeared in the September issue of the Log. 1 wish to thank you on behalf of all our members in general and those of our Local Union 882 in particular for bringing to your members news of the terrible injustices Sanderson Farms is inflicting on the strikers. As you may know, we have stepped up our boycott of Sanderson products by recently seeking the help of the Southern Christian Leadership Conference, the lUD and the AFL-CIO, which has endorsed the boycott. Publicity such as yodr union has given our cause in Laurel cannot do anything but help buoy the spirits of the strikers. They are a courageous and dedicated group and will be pleased to learn that your union has given their struggle not only nationwide, but also worldwide publicity in the pages of your fine publication. Further, your union's participation in our May 17 "March for Dignity." as well as all the other groups who helped us, will show those anti-union forces that the Labor Movement is truly united for the benefit of the American worker. Again, thank you for the fine story and pictures and if the ICWU can help the SIU in the future, please do not hesitate to call upon us. Sincerely and Fraternally, Frank D. Martino, President International Chemical Workers Union i t I •4 •t ,1 % 1 f •V i 1 16 / LOG / November 1980 •: i.-- Reading in the Log that Lakes Seamen have received 94-centsan-hour cost of living increase during the 1980 season tells me how lucky they are to have the SIU to go to bat for them. On the Lakes myself (1923-55), with the SIU to protect me only from '53'-'55,1 would like to give the kids today a run-down on wages prior to World War 11 on the Lakes. Of course this will sound like ancient history to today's Lakes Seamen going back to before the War, but our trials trying to survive then are stillgraphically engraved on my memory. Perhaps it was my decision to marry my Ashtabula sweetheart when 1 was only 20, that was 1930, that lead to my hardships of trying to survive on the Lakes' wages of that period. Briefly Brothers we entered the Depression years with our $105.00 a month for Wheelsmen. Remember, this was for 12 hours a day, six on, six off.Then as the Depression deepened in 1934, the year Uncle Sam (Franklin Delano Roosevelt) recognized that Lakers were also seamen covered by the seamen's act of 8 hour days, U.S. Steel, backed by Pickands Mather, and don't forget The Lake Carriers Association, the Fink outfit handling the hiring, cut our wages to $84.00 a month. Now kids here is my point for this complete dissertation. At $84.00 a month a Lake Wheelsman's hourly rate was 35(E, an increase of six cents an hour over 1933 but a loss of $21.00 a month on the old rate of $ 105.00 and 12 hours a day. So, count your blessings that today's Laker, with a full season under your belt, can survive the cruel winters that we suffered through. Bud Knuckey Knuckey Road Brooksvill, Fl. fSr Local Will Always Remember Paul Hall We want to extend our thanks for your acknowledgment of this Local's contribution to the Cancer Research Fund of New York University's School of Medicine, as reported in the Seafarers' Log. We are not the only Union which owes a large measure of gratitude to the late Seafarers International Union President Paul Hall and in the name of these many beneficiaries of Paul's many favors, we propose that a committee be created to commemorate the memory of Paul Hall and to raise an annual fund for cancer research. We will gladly support such an undertaking as I know will many other unions. Fraternally yours, Dennis M. Silverman President, Local 810 International Brotherhood of Teamsters Crackerjack Steward Department 1 would like to extend my vote of thanks through the Log to the Steward Department aboard the S.S. Mount Washington for their cooperation to me and for a job well done. Especially to Mr. Edward Fuller, Chief Cook, Mr. Edwin Felker, Baker, and Mr. John "Champ" Silva for the extra time and effort put forth by them to put extra dishes out such as Chateau Briand, Veal Parmesian, Veal Cordon Bleu, Oysters Rockefeller, Eggplant Parmesian, Chicken Garienne, Ham and Broccoli Cream Sauce, a good assortment of dinner rolls, pastry, and vegetables. These men are extra conscientious as well as good shipmates and a credit to our union. Sincerely, Paul Cox, Steward S.S. Mount Washington �• , ' /• SIU Will Continue to Fill T- - ..,.f ' .<. ;W r • .;. ;-..Vf4'j:;-; T HE elections are over. The U.S. ship of state has a new master. He may alter his ship's course. He'll certainly change her crew. But like the captain of any ship, he is pledged to keep his vessel running smooth, to sail her true and steady. No matter who skippers a vessel, a seaman has a job to do and that job is the same regardless of who's in charge. , It's the same with maritime. The merchant marine isn't Republican or Democratic. It's American. Without a strong, stable U.S. merchant fleet capable of carrying a substantial portion of U.S. trade our nation's economy cannot prosper. Without an adequate number of ships flying the U.S. flag, ships capable of fulfilling a key military support function, our nation's security is not wholly protected. The United States would not have become a free and independent _ nation or a major world economic power without a strong national fleet. And we cannot maintain either our economic status or our freedom without one. The importance of a U.S. fleet to ^ this nation's economy and security has not altered because the leader­ ship of the country has changed . hands. And the work of this Union— the drive to upgrade the size and quality of our national fleet; to guarantee our ships a fair share of U.S. cargoes—has not changed either. In the wake of this month's elections there have, however, been profound changes on Capitol Hill. The new Republican majority in the Senate means a 100 percent turnover Our job in the months ahead is a in committee chairmanships. big one. But our- course is crystal There have also been many clear. The SIU will press on in the changes in the House of Representa­ future as we have in the past, tives, most notably on the all- providing strongand able leadership important House Merchant Marine toward the goal of a strong and & Fisheries Committee. And a capable U.S. merchant marine. change in the Administration means Washington will be full of new a top-to-bottom change in all federal faces come January. New congress­ agencies, which directly or indirectly men, new senators, new Cabinet influence U.S. maritime policy. secretaries, new administrators. Official Publication of the Seoforers Interootionol Union of North Americo, Atlantic. Gulf, lakes end Inbnd Waters District, AFl-CIO November, 1980 Many of them, like the vast majority of their constituents, have only a limited understanding of the mari­ time industry or of its problems! These people need to be educated about the U.S. merchant marine. They need to know how vital it is that the United States free herself from dependence on the unstable, unreliable third world nations that carry most of our foreign trade. They need to be informed that the success of any U.S. military mission depends directly on the strength of the U.S.-flag fleet; that right now, the U.S. fleet is not strong enough or large enough to undertake an emergency military sealift. And it is up to us to tell them. The American people spoke on November 4, exercising the most basic of all their rights—to change Vol. 42. h4o. 11 Executive Board Frank Drozak President Leon Hail •Joe DiGiorgio Secretary- Treasurer Vice President Angus "Red" Campbell Mike Sacco Vice President Joe Sacco Vice President Editor Assistant Editor Assistant Editor Mike Gillen Assistant Editor Don Rotan Marietta Homayonpour Max Siege) Hail West Coast Associate Editor Assistant Editor Frank Cianciotti Director of Photographyj Writer Marie Kosciusko 389 A dministratiut* A ssistant Voting Is presently being conducted in 31 ports for the election of SIU, AGO WD officers for the term 1981-1984. Seafarers may pick up their ballots and mailing envelopes from 9 a.m. until noon, Mondays through Saturdays, except on legal holidays, from Nov. 1 through Dec. 31, 1980. M Edra Ziesk ••"-891 . WJ Qeneral Ek Vice President James Gannon Ray Bourdius their leaders. But the democratic process does not end at the ballot box. If we expect our legislators, our congress­ men, our senators, our President to govern us well we must let them know what our concerns are. We have to spell out our needs and suggest solutions to our problems. We cannot expect a firm commit­ ment to the U.S. merchant marine from a single elected or appointed leader, be he Republican or Demo­ crat, unless he knows what's at stake. It is up to us to tell him. Targeting our objectives does not mean that success will come easy. It will not. But our purpose is clear. Our cbmmitment is total. Our aim is unalterable—to ensure the survival and the growth of the U.S. merchant marine. Assistant Editor Dennis Lundy Photography George J. Vana Production!Art Director Pubhshed monthly by Seafarers International Union. Atlantic, Gulf. LaKes and Inland Waters District. AFL-CIO. 675 Fourth Ave.. Brooklyn. N.Y. 11232. Tel. 499-6600. Second class postage paid at Brooklyn. N.Y. (ISSN #0160-2047) ^ For a detailed report oiilhe election procedures, including^ addresses of the 31 ports, see the special supplement in the October Log. ,• _ All full hook members in good standing are urged to cast their vote in the election for officers of their union. N ovember 1980 , , LOG T Ut i ..J• 1--' \ ten T^ihl \ 17 ; a; • •-'ri'T. •r �•ffeSsi prsfrrm* .^1 n. m II 2'^- Srson' 'f the starboard the aircraft ,Joard quarter of or me carrier Saratoga. i#-: various companies in the Philadelphia harbor ease the _ her drydock. Oh the tug Defender (iOT) SlU Boat­ man Willie Williford, deckhand, flexes his muscles as* he sands down the deck. ^ 1^ 1 10 SIU Boats Escort Samoga on Date^for 'i i( •* O 'it. " ^ V-'- ' • Ir.- • •'il.-'-?! • CTOBER 8 was a big day for Philadelphia and a big .r:rn. , -4day for SIU Boatmen in the Philadelphia area. On that Wednesday afternoon no fewer than 10 SlU-contracted tugs helped guide the huge Navy aircraft carrier USS Saratoga on the last leg of her journey to Sun Shipyard in Chester, Pa. The Saratoga is slated for a major overhaul at the Shipyard , a refurbishing that will cost at least Framed by the porthole is Boatman ^ takes care of some Union business with the I? _ fi in T snH /i a half billion dollars. Tom ^Breslin. cook on the tug T and A Hundreds of shipyard workers ^ ^ are expected to be employed over Morgan, captain of barge 48, and Greg l^oore. cook. the two years the Saratoga will remain in drydock at Sun. And many times that number of jobs will be created in related shoreside industries, providing a badly-needed boost to employ­ ment in'the hard-pressed City of Brotherly Love. As the Saratoga made her way from Philadelphia's Navy yard to Sun Shipyard, the harbor bustled ..ft: ;v«with activity. Three Union-contracted towing companies sent delega­ tions of SlU-crewed tugs to assist in the escort of the Saratoga. The engineer; Tom Bethal, oiler, and Ed Duane Bethal. captaig ^ main contract for the Saratoga job had been awarded to Taylor " ^ ' m TV. & Anderson. SIU Boatmen crewing four T&A tugs guided the Navy vessel to her berth at the shipyard, completing a trip which began at Jacksonville, Fla.'s Mayport Navy Base. Assisting the T&A boats were three SlU-crewed Curtis Bay tugs, the H.C. Jefferson. Cavalier and Labert Point. Also helping out on the big towing job were three SlU-contracted McAllister boats, the Muriel McAllister, the J.P. McAllister and the Triton. Two Navy tugs rounded out SIU Holding a meeting with crewmembers aboard the AB; the complement of 12 boats Representative Joe Air (second from right). From the left are. Rich which brought the Saratoga to Deckhand Joe Chuyska'heaves up the Travis Williams, mate: David Lopton, AB; Ralph Gardener, captain. her temporary home at Sun line from, the 7 and A 11 to the Caputo. cooK. starboard quarter of the Saratoga. Shipyard. it -•|t^ IP• it- 1, .;i 'it % •' - 'ili" iA ^ri - -. • i h' «t# t. i e- 18 / LOG / November 1980 , V'-:- �I UAO^,,.,..., _ HARRY LONDEBERG SCHOOL : 'i«'l ;1 SEAMANSHIP There's More to It Than Just QMED: Piney Point Maryland I .4- Specialty Engine Courses Available To IncreaseYour Skills—Earnings M Im : OST Sepfarpr« thinly OST Seafarers think fKA the r • electonics, refrigeration and air this equipment will always be in FOWT or the QMED conditioning, automated control program when they talk of systems, steam plants, machine demand. This course will prepare upgrading. No question but that work, and many others. Time is you to operate, repair and maintain just about every piece of these are necessary endorsements just too short to cram it all in refrigeration and air condition­ on the upgrading ladder. But, during the regular QMED ing equipment that will be found let's face it: no one is going to schedule. aboard any SlU-contracted learn all there is to know about So, there are specialty courses vessel. some important shipboard at the Seafarers Harry Lunde­ The course begins with the systems as diesel engines, marine berg School of Seamanshipmaintenance and operation of courses that will increase your small refrigeration units such as skills and raise your earning refrigerators, freezers, water power. There are a number of coolers and ice makers. You will such courses available where put together a small refrigeration jou can devote your full system. You will learn to attention to learning whatever evacuate, check for leaks, charge skill you need. and adjust the unit. All of the courses are specially Next, refrigerated container prepared by Seafarers engine units are examined. Here, both department instuctors to fit the electric and diesel refrigeration needs of our own SIU member­ units are covered. Maintenance ship. To help you select the of both the electrical and course which would be most mechanical equipment is stres­ helpful to you, we will describe sed. The use of electrical wiring the various specialty courses in schematics is taught, andtroublethe LOG. shooting methods are examined. Let's start with the "Mainte­ -Finally, centrifugal systems for nance and Operation of Ship­ large ships carrying fruits and board Refrigeration Systems." vegetables are examined. During • The shipboard refrigeration course at The maintenance of shipboard this part of the course, you will go the Seafarers Harry Lundeberg School refrigeration systems is an aboard one of the big reefer ships of Seamanship is the best anywhere. increasingly important skill, and and go through their entire Just-ask QMED Seafarer Julius John­ the Seafarers who are qualified to system. son, shown here who recently com­ pleted the course. operate and efficiently maintain The course is six weeks. O Previous experience with refrigeration and electrical equipment is helpful—but is not necessary. So, begin now to take advantage of the many specialty engine courses available at the Seafarers Harry Lundeberg School of Seamanship. It's your future—make it worth while! .••I' ,v,™.v. Learning Marine Electronics Seafarer John Speer works on a "Thermo-King" unit as part of the hands-on training for the maintenance and operation of shipboard refrigeration systems. Diesel Engine Class Graduates ..•rp Seafarer Victor Palumbo works at a schematic board with SHLSS Instructor Terry Connors as he learns the intricasies of Marine Electronics. Brother Palumbo sails out of the Port of New Orleans. V: — November 1980 / L0G7 19 «vp- ; ' �-J-- High School Plan Features 'Flexibility': Academic Staff Is Developing An Independent Study Program "'HE SIU has always been committed to the education of its membership. This concern fpr education is shown not only in the vocational training but also in the academic" areas. The Academic Department at the Seafarer's Harry Lundeberg School of Seamanship continues to develop new programs to help SIU members meet their educational goals. This commit­ ment is shown through the GED and Reading programs, the Charlie Logan Scholarship, and Charles County Community College courses. These are just a few of the ways that the Seafarers School is striving to meet the members' needs. " Now, the teachers iri the GED T w;. • Going Back Some 50 Years &- "Seafarer Eugene Sieradzki is going to high school at the age of 67. "It's like dusting away the cobwebs of some 50 years," he says. Brother Sieradzki is enrolled in the High School Equivalency (GED) Program at the Seafarers Harry Lundeberg School. How's he doing? "Just great!" says his teacher Mary Cole. M-" , Seafarer McQuay Is GED Achiever Seafarer Thomas McQuay was misquoted when he talked about how he dropped out of school. In the last issue of the LOG he said nobody cared whether he stayed in school. "The truth is that my mother and a lot of other people did care, but things just happened," he explained. Anyway, McQuay is a GED achiever, and he. his mother and a lot o1 his friends are mighty proud of that. An Interested Visitor From Down Uiider • : When the Australian Government decided to put together a comprehensive maritime training program, one of the places they wanted to take a close look at was the Seafarers Harry Lundeberg School of Seamanship in Piney Point. Mictiael Saint, seen here, is the chief executive officer of the Australian National Maritime Industry Training Committee. I came to the Lundeberg School. " he explained, "because your reputation for the quality of your maritime training has travelled around the world." During his day-long visit to the Lundeberg School, Mr. Saint met with the vocation training staff and later with the SHLSS academic department. Here he learns about various study programs from Sandy Schroeder and Patty Trosbach. . Ji f • .,5 . .,'0-, f - , .v.?. program are busy at work developing an Independent Study GED Program. This program is being developed so that SIU members can work toward earning their high school diplomat while upgrading in their particular department. The program will be set up in conjunction with our library so that students can use the materials written by the GED Staff along with films, filmstrips, cassettes, video tapes and other resources. This program is being devel­ oped because many upgraders find it financially difficult to come to Piney Point for the GED program. With the new program, a motivated upgrader can study GED in his spare time while taking other upgrading pro­ grams. The GED exam is a five-part exam in the areas of Math, Science, Social Studies, English and Reading. The Independent Study Program is set up on an individualized basis, helping students with their strengths and weaknesses. For example: If Joe Seafarer is a good reader aind a Social Studies buff, he may want to take these sections of the course as an independent study. If his Math, English and Science skills are a little weak, he may take those subjects in a classroom situation working daily with the heljp of a teacher. As in all the academic areas, the program is designed with the individual's needs and skills in mind. How can you get into the independent study program? There are a series of tests in the GED subject areas. After you take the tests, a teacher will sit down with you and recommend which program will best suit your skills and academic goals. Flexibility is the key word. The GED staff wants to help you. With the many types of program offered, there is one that will fill your needs. To many Seafarers, earning a high school diploma has been an important goal. It is a matter of deep personal pride as well as an excellent way to increase your knowledge and further your educational goals. Skills learned in GED classes can be applied to both your job and personal life. So the next time you are in Piney Point to upgrade in the vocational department, make sure that you stop in the academic department to see what we can do to help you. Members of the' SHLSf materials as they finalize i program. From left are Academic Director Jac Aumann. Congressionai ')ec Former Maryland Congr with Frank Mongelli, v' Lundeberg School of S : director of Vocational Ed to the school. The Cong Merchant Marine and Fii 1973. Throughout his Garmatz was a stand-u industry. The September class , large one-and al P Diamond, ^''^'^^cHouard Robert Burgess. Ejja Danyliw. In front froth Bertsch and John O N nan )resi nans tion; imar ies( ingrr end �IIS •. ,1 . For the SIU Boatman,..and the Industry: •- J Towboat Scholarship Program Will Help You Get Ahead H academic staff pore over study lew tiigh sctiool independent study ols Knowles, Sandy Schroeder, jeline G. Knoetgen, and Tracy L/ PT M 0111" T r I member­ ELPING ourSIU ship move up to more responsible jobs—with better pay and job security is what upgrading is'all about. In the Inland Waterways industry/there are a number of opportunities provided for SIU members to help them improve their jobs and the quality of their lives. One of these opportunities is the TI/SIU Towboat Operator _ _ . . »-•-« 1 • ' Scholarship Program. This program—funded by the Trans­ portation Institute, sponsored by the Seafarers International Union, and specially designed by the professional staff at the Seafarers Harry Lundeberg School of Seamanship—is the ' finest in the towboat industry. ' It is a "hands-on" program to help , career-oriented boatmen jnove up to the wheelhouse. Onthe-job training together with « - useful classroom instruction equips the graduates to operate all kinds of towboat equipment safely and expertly. The TI/SIU Scholarship Program is a very real oppor­ tunity for the boatman who is serious about his career to start moving up the ladder. If you are interested, send for your application kit by writing to the Seafarers Harry Lundeberg School of Seamanship. •m f: • em Visits SHLSS lan Edward Garmatz (right) chats )resident of the Seafarers Harry lanship (left), and John Mason, Ition at SHLSS, during a recent visit iman was chairman of the House ries Committee from 1965 through ingressional career, Chairman lend of the SlU and the. maritiitie Moving tank barges with the towboat Susan Collins gives the TI/SIU Towboat Scholarship participants real experience in the wheelhouse. Boat­ man Terry Kittle who works for Heart­ land Transportation out of Paducah, Ky., is gaining confidence as well as , experience. Boatman Max Fischer takes the wheel of the towboat CL 2 as part of the onthe-job training offered through the TI/SIU Towboat Operator Scholarship program. Max works for National Marine out of Houston. Boatman Joseph Hayes does his chart work as he prepares for his Towboat Operator's license. Brother Hayes works for Allied Towing out of Norfolk, Va. fi \ imHler/ Watertender Class Graduates LAfSeafarers Harry Lundeberg School of Seamanship was a Ir ^"^9 Colors. Standing from left are Instructor Bill Foley, David imfipln^ ^oazzo, James Hoffman, Steven Walters. Steven Saari, g y , ^ohn Twomey, Lawrence Rodal. Michael Minix and Robert ® Sundling, Ronald Koski, John Briggs. John Bates. Dennis - Graduates Earn Able Seamen Endorsements They completed four tough weeks of classroom and on-the-job training; then they sat for a thorough examination before U.S. Coast Guard examiners. When it was all over, tSjs happy group of Seafarers had earned endorsements as Able Seamen. In the top row. (l-r) are Ed Burke. Keith Kincaide, Chris Guttierrez, Mike Hunter, Dave Emis, George Tricker, Pam Monaco, Dwain Wynn. Frank Schliep, Jon Bailey and Mike Dorness. In the middle row are (l-r) SHLSS Instructor Harry Coyle. Robert Lynch, Lori Frandino, Robert Welles, John Callan, Rusty Harris. Maanor Mia. Steve Kastel. Edward Dials and Scotty Boatright. Kneeling are Scott Trester, Bill Bell. Sam Bennett and Ronald Mena. �I SlU Laker Gus Kuhlkeeps close watch over his rolls. Brother Kuhl, whose horrie Is Cleveland. Ohio recently completed the Cook and Baker program. Mary Warriner went from the Trainee program right into the Third Cook program. During her training sft,e worked under the supervision of experienced Steward Department Seafarers like Chief Steward Gossie McKee. Sister Warriner is now sailing as Third Cook on the LNG Carrier Libra. SHLSS Offers Career Opportunities In Maritime Food Service Ia& Seafarer Dave Fuller worked hard during his upgrading.tour, and he said he enjoyed every minute of it. Brother Fuller, who ships out of the Port of Wilmington. Calif., successfully completed the Cook and Baker program at the Harry Lundeberg School of Seamanship. Raymond Anthony (left) learns the fine art of menu planning from veteran SlU Chief Steward Frank Costango. Seafarer Anthony recently completed the Cook and Baker program and plans to work aboard SlU-contracted towboats in the New York area. The Seafarers Harry Lunde­ berg School of Seamanship at Piney Point offers complete , career training in the steward department—from entry-rated General Utility all the way up to Chief Steward. There's no limit to the career opportunities, and there are substantial pay increases at every step of the way. Experienced food service instructors—many with long­ time seagoing experience—are hctre to help you. Age is no barrier to upgrading, nor is a lack of formal education. Teachers and instructors will help you make up the difference. The only limit is the limit of your own ambition. f V —* ' ^ V jf .VV-v' -i.- • -T' - -V'' Enrico Hernandez took full advantage of the Seafarers steward department upgrading program and is now qualified to sail as Chief Cook. Brother Hernandez ships out of the Port of Baltimore. Chief Steward Willie Wilson really enjoys his work—and that's good because he has been going to sea for more than 40 years. Seafarer Wilson, Who ships out of the Port of New Orleans, recently completed the Steward Recertification ^program. • - 22 / LOG / November 1980 rY r-. yyy,. .vwv, , ^ ,-1,, , :y:yy; , y, V, yyi, ..^y - ,,..y •^-'sy.y , - Vy'-,Yy-r,,.-' �-r'^ . j;. . ^ „. . !i rviC • .•• . ;•: N-- SEA-LAND LIBERATOR^Sea- r—'&S4mam= man, Recettm™ Delegate J. Sh^;°En?-Wega.^„2r^; Srirld M^W NO dlsp^ wets Reived from headquarters the letters I concerning ""^rc O L A.'Arrival wiU he in pension . • ^ morning. •''^'''"®'Tmln4h»rd the ship in The provided agreemen CAPRICORN raoS^ M- V Delegate John Cooper; Engine ,eck Delega Delegate ^'^'fRak^ No disputed OT. Chair>pa that the repairs from the last nan care of and both neetmg ^re working propivashing thanks for ,,ly. Chairman thanks everyone e y^ Yoko ^ . Yokohama, Hong vrnTg Kl and Long Beach. The oounmrs and cabinets in the crew lounge ^ department is not medicine ehest be necessary items as riFTTA SUD (Delta Steamship), ^""'^JminAer^Smeht he placed SeptX fd-Chairnran Ree^W Bosun A. Lasnansky; Secretary • 'nX chest It is impossible to get evena Vieira- Educational Director U. S. Weems; Steward Delegate Stanley Trusinski. No disputed ® appreciated Brother Steve Troy s fund. Chairman reported that there h?ve been no beefs or problems brougM e^^umentir.^ ^4 attention. All ie going Mong weU „_j there has been no lost time accidents Request that the men who are I'minmnisiienee in memory of our helping °";j^f,ipXctionsforaTV Delegatestotakeupc^ wire and a new booster thanks to the steward '"^'""^;otkruts The crew enjoys them and e«e„d. their ap"TNG LIBRA (Energy SrS ^r, of our departed WA-LAND PANAMA (Sea-Land SEALAWW I4__chairman, :ptember '^'^''^teWard =s«r-si:r.: A". .ill -'S ^e^Sr Wiiiiam R. Th^^^ Delegate Alton O'f/ Jn of our departed brothers. requested that all yoUTO q„al.fyh™ld^g,^n „eeds rated mei. in r^partnrents. Dis^ssod the nn. k:Tv:re:~-^-» >"<• ""wUXIAM HOOPER (Waterman St:S).Sep.emhe'2^^^™Recertified Bosun E. A. Ri &iins;Educa.io«MDue«or^A. B„rkette;DeekDel^«W^Hg^°. net! Engiue ?eRg«e M. J- the •disputed OT. Chairman reports t^^^^ '4yc4^andtherest^|^^;-^^ not ''•^""^'SSve been no beefs. r^ri^s'hXfothe . . frtr vour generous dona- aail with you many more trip roMo"'2;r:"'^«^ lata. Tobata. Stary remmdrf Sard deparonentforajob well done. Next CA.I port Dubai. —LNG VIRGO f 'Septeml^r Bosun ®dly K- N ^ Robert F. E^azi • Chairman reported Wright, Deck basso; Engine Secretary OT. ransportation from gate to slup reus Hook. nouiL. vlarcus irDEN CHALLENGER (Ogden S Septemher 2g^« eertmedBosunCh^^ S"Manrner. Educational the individual but the ship „ was ^together and talk to man and QM . enlacing the stool on captain about^^^^^^^^^ the bridge. watch and then mantostandafourhour^^^ ^ be expected to tu ^ Jobworkmgovertnn department. ShSed r S--ra-S r:r4n4fordef««aP-^^ „...| ;eetor Edward Self. S""' r in deck department. C^ ported that the ship will arrive in New irk on Wednesday night pay e next day. Everything has been inning fine. A vote of thanks to the eward department. Observed oj^ linute of silence in memory eparted brothers. TRANSCOLORADO (Hudson September V. Ardowski; Secretary R Ferrandiz; Educational Dirwtor ; Praino; Deek Engine Delegate Troy Smith, Etewara Delegate J. Shaw. No disputed Ol^ $73.34.in ship's fund, thanked the crew for being a go cooperative group of men. *t ^ able free voyage. A vote of thanks whole steward department for a joo 11 done. Next port San Francisco. B Norman; _ . _ w piatts. No J- ^tSWlPBi. Rose City Robert E. Lee ^ TTttobrthelteward, baker 3-.- „esday 0^"^„d''SinC Also rain, Subic Bay . ^ needed for requested ^^ deck all others to refuelmg^^d showing movies S:"o'hoxes'wherethe,he,ong dinner. •' :: byr the radio rauiu shack. — SEA-LAND MARKET^(^;;;^.:f William Kleimola; Recertified Engme Educational Delegate Delegate Dan DeMar ' ^ . QJ, John that the usual safety Chairman reported. that ttieu meetings were held. »,ll Neat port Arum Official ship's minutes Mayaguez Achilles Pisces Sea-Land Patriot Sea-Land Trade Sea-Land Express Sea-Land Producer WUIiamsburgh DelMundo Thompson P«® Point Revere LNG Leo Houston Charleston advantage of U. Aiso depattment who handira AMERICAN HRRITA_«^ jSn_ SS Sun Uo paradise; Se^ CMcCurdy.Nodwpu^ OX ^ ^^r^ary rr°ge'°W. Gihh°onsT EdueaUonai reTo.^'n:i::»t=cJln:e.nor, JuTto remind everyone it ts on the 03 office after showings instead of, (Sea-lnnd Septemi«r i h refpay Educational Director Xranscolumhia Golden Endeavor Del Ore LNG Aquarius Cove Navigator Brooklyn Worth ^ Sea-Land Developer Sea-Land Pacer Dei Campo Overseas Valdez Mount Washington Point Judy Sea-Land Galloway ^Xnd Defender Overseas New York Tampa Sea-Land Leader Ogden Leader Inger, Del Viento Jacksonville Golden Monarch El Paso Anew Columbia Howard Boyd Boston Sea-Land Resource Cove Explorer Point Susan Sea-Land Pioneer Santa M«rian» Santa Eleng Tttmara Guilden Shirah;Mucatmnal J62 in shrp's ,, 14, a smooth Chairman noKd tha^^^^^^^^^^^^^j,, running ship a ^ meet the sh p lounge. A were received an P importance discussion h f thanks poolside parties. OVERSEAS VIVIANJMarmm^ ii?c4man noted that the Carlos Caeno. Cha,™a^n Panama on Ship was due ^^wSaturday the 2fin. . Q to go to members who have ;;;°4„er SSeWrv:°hrrhe opportunity a job well done. Novembetl980 /LOG/» �Algonac Luedtke Engineering Co. is on a new job in the twin ports of Duluth, Minn, and Superior, Wise, removing the old bridge between the ports to make way for the new Arrowhead Bridge. It is expected to be completed by 1981 with work shutting down for the winter. • ^. ^" Mobile Groundbreaking ceremonies for the new Union Hall here were held on Nov. 12 in conjunction with the Membership Meeting Day. In attendance with the members were SIU President Frank Drozak and Port Agent Tom Glidewell. "•?.' •^• : /. i> -V'-> i.: ^ 'if •> Radcliffe Materials is abuilding 20 200-foot steel deck barges and three twin-screw towboats at the Twin City Shipyard, St. Paul, Minn. " Delivery is expected next January. The construction will cost $8million. f 'S- Port Arthur Second year wage increases of 13.4 percent were gained by the Boatmen of Higman Towing. Incidentally, President Carter got 80 percent of the East Texas vote. Norfolk Contract negotiations are about to start at some of the inland companies at this' port. Tenn-Tom Waterway The U.S. Supreme Court late last nfionth upheld a lower court ruling by refusing to halt construction of the Tenn-Tombigee Waterway. The justices left intact rulings that the Environmental Defense Fund, the National Audubon and Birminghami (Ala.) Audubon Societies and the Alabama Conservancy waited too long before challenging the project in a 1976 suit. Now you can improve your math skills In Your Spare Time! HOW? The Seafarers Harry Lundeberg School of Seamanship has courses for you in fractions, decimals, algebra and geometry. These are self-study courses. We will send them to you and you can study them while you're aboard your ship or boat. ^ Vou can use these courses: • in your job; • to improve your math skills for upgrading; • to review old math skills or learn new ones; and • • • to earn credits for your college degree. ^nd for the course you want today! Just fill in and mail the coupon below. • '• V, ;/ 't'--/- ?«•:- :• I am an SIU member. Yes • My Book Number is. I joined the SIU in 19. Please send rne the course(s) checked below. ( ( ( ( ( »• Hannah Marine's tug Mary E. Hannah arrived at the Bay Shipbuilding Yard, Sturgeon Bay, Wise, recently for "sight and survey" work. Hannah also plans to build three tank barges of 63,000 barrels, 40,000 barrels and 30,000 barrels capacity. Delivery is expected by next year. Building cost is $16-million. Houston Western Towing contract negotiations are now under way here. Also, negotiations for COLA agreements were successfully completed at G & H Towing, Higman Towing and Moran Towing. New Orleans The paddlewheeler Mississippi Queen (Delta Queen Steamship) with a redesigned paddle wheel to overcome the Upper River's swift currents has been able to return to her home port of Cincinnati six times in the last two years. And she made a quarterly profit of $214,000. Lake Charles, La. Our inimitable Cook D. V. "Pat" Patterson reports he's "still going strong." On Nov. 6 he left Port Arthur to join the Tug Warrior (Crowley. Marine) here. Pat said on a recent trip to San Juan, Puerto Rico and Port au Prince, Haiti the crew was "happy" with barbecued spareribs, stuffed pork chops. Chili Mac and ear corn despite the rough, overcast weather with 2 to 4-foot seas. Pat enjoyed the Miller time and famous Haitian Barbancourt rum shpreside at the factory. He also got some beautiful, handcarved wooden statues there. A dark cloud on the horizon appeared after the Warrior passed the Dry Tortugas of the Florida Keys as Castro kept an eye on them from the hills of Cuba. On one voyage, a Cuban gunboat circled the tug for a couple of hours. Another time, a small, ragged sailboat loaded with Haitians went by headed for the U.S.A. Pat adds that Capt. Walt Rfeimer of Crystal River, Fla. is commanding the tug. Tampa The recently damaged southbound span of the Sunshine Bridge here which spans the Tampa Bay Channel most likely will be rebuilt says Federal and State highway officials. Previous plans had the span, which was hit by a ship, being replaced with a $100-million superbridge (like the Dames Pt. Bridge, Jacksonville) of six lanes supported by cables spanning the 1,300 foot channel. There are no protective concrete dolphins or buffers around the bridge's piers or reflective devices on the span which could pick up radar. SIU Tug Copt. Chamberlain Retires No • ) Fractions )Decimals )Percents )Algebra )Geometry NOTE: Complete all five courses and earn four college credits. Send my course(s) to me at this address: I f •;•. •. Name : Street. \• : City. .State. J^ipCode Cut out this coupon and mail it to this address: Academic Education Department Seafarers Harry Lundeberg School of Seamanship Piney Point, MD. 20674 ATTN: Lois Knowles, Mathematics Department 24 / LOG / November 1980 -• .• • • -W - Picking up his first SIU pension check at the August membership meeting in the port of Philadelphia is Capt. Curtis Chamberlain, shown receiving his check fromPhiladelphia Port Agent Joe Air. Seafarer Chamberlain retired from Taylor & Anderson on July 1. Plans for the future? "I'm just going to relax for awhile, without worrying about midnight or weekend orders!" he said. Another thing Boatman Chamberlain doesn't have to worry about is hospital and medical coverage. As an SIU pensioner he still receives the top-notch benefits of the Union's Welfare Plan. "The SlU's Pension and Welfare Plans are real security, said new Pensioner Curtis Chamberlain. "•ft �Clothing Workers Win 17-Year Stevens Battle Roanoke Rapids, N.C.— Amid shouts of joy and triumph, textile workers from seven J.P. Stevens plants here voted unanimously to ratify their first union contract ever with the nation's most notorious anti­ union company. The Oct. 19 vote capped a bitter 17-year struggle to get J.P. Stevens, the second largest textile manufacturer in the U.S., to recognize the Amalgamated Clothing & Textile Workers Union (ACTWU) as the legally elected bargaining agent for its emloyees in Roanoke Rapids. A statement issued by the ACTWU in New York called the agreement "a turning point in our 17-year struggle with a company that has long been the symbol of militant resistance to workplace rights, human dignity, and the improved standard of living which flows from union contracts and a collective bargaining relationship of mutual respect." Speaking on the eve of the contract ratification vote, AFLClO President Lane Kirkland hailed the agreement as "a major victory for all the working people of America. It is a tremendous forward step for the textile and apparel workers of the south," Kirkland added. He praised ACTWU and its mem­ bers who "through 17 long years stood up to an anti-union management, held their ranks together and...persevered." Included in the historic V/i year pact which covers some 3,200 workers at seven Stevens plants in Roanoke Rapids and High Point, N.C., Allendale, S.C., and West Boylston, Ala., are immediate wage and benefit hikes totalling almost 20 percent. Part of that total covers two wage hikes which workers at Stevens 70 non-union southern plants received in the past two years. The union workers at Stevens will receive those raises retroactively, a settlement which will average about $1300 per person. Other provisions of the ACTWU's collective bargaining agreement with Stevens were made public by the union's Executive Vice President Scott M. Hoyman. "The contract," Hoyman said, "regulates work­ loads and provides the security of a seniority system for job changes and promotions." Also included are dues checkoff provisions and pension and other benefits. The key clau.se in the new contract is inclusion of binding arbitration rules. Resolution of that clause, Hoyman said, "was probably the single most important factor impeding our negotiations for more than six years." It was six years ago that the ACTWU was certified as the collective bargaining rep for workers in Stevens Roanoke Rapids plants by the National Labor Relations Board. The long, tough organizing drive which preceeded the election began in 1963. But in spite of the outcome of the union election, J.P. Stevens repeatedly refused to recognize the union. Cited no fewer than 22 times by the NLRB for flagrant labor law violations, Stevens still refused to bargain in good faith with the ACTWU. The tide began to turn, however, when the ACTWU launched a massive "corporate campaign" and a nationwide •M , J.P. Stevens Workers at Roanoke Rapids. N.C.. cheer and applaud their approval of the first contract between the company and the Amalgamated Clothing and Textile Workers: The agreement ended a bitter 17-year struggle by the workers. boycott against Stevens. The corporate campaign put pressure on companies to terminate their business dealings with Stevens or to. oust Stevens' corporate directors who sat on their boards. With the solid support of many AFL-CIO unions, includ­ ing the SIU, the ACTWU began holding demonstrations at companies which had business connections with Stevens. ® Two years ago, the union's pressure forced James D. Finley, then Stevens'chairman, to resign from the boards of New York Life and Manufacturers Han­ over Trust, and on Jan. 1 of this year, Finley resigned as Stevens' chairman. When Whitney Stevens stepped in as chairman of the company, contract talks wih the ALCTWU reportedly began in earnest. The impact of the union's campaign was clearly under­ scored by the demands Stevens made on the ACTWU before agreeing to the settlement. The union agreed to call off its fouryear boycott of Stevens' products; to refrain from work­ ing to remove directors from the Stevens' board and to halt attempts to restrict "the availability of financial or credit accomodations to Stevens." In addition, the ACTWU had to agree to give up for l'/4 years its court-ordered right to use certain areas of Stevens' plants for organizing drives. However, buoyed by the successfiil conclusion of the struggle in Roanoke Rapids, the ACTWU has pledged "to continue a dynamic organizing campaign-in the presently non­ union Stevens plants. The ACTWU is determined,"a union statement said, "to use the momentum that this settlement produces to accelerate and broaden our southern organizing program." The ACTWU isn't expecting future organizing drives to, come easy. Stevens spokesmen have stated repeatedly since the settlement was reached that "the company continues to be openly and strongly opposed to unions in its non-union plants." (About 90% of Stevens' workforce is still non-unionized.) But for the workers in Roanoke Rapids, their union contract was worth the fight. "I think," said one 40-year Stevens' employee, "things are going to get better now." A MESSAGE FROM YOUR UNION NARCOTICS WILL YOU UP AND YOU'LL LO/E YOUR PAPERS FOR LIFE.' November 1980 / LOG / 25 ' �*-N. CHICAGO The Lakes Picture ALGONAC Things are looking up a bit for Great Lakes shipping for the first time in months. During the last month three American Steamship Co. vessels fit out and are now running. They are the John A. Kling. theJohnJ. Boland and the Roger M. Kyes. The first independently operated port agency to be established in Michigan set up for business this month. The five-member DetroitWayne County Port Authority was created by a law signed by Mich. Gov. Milliken in Jan., 1979. It replaces the Detroit-Wayne County Port Commission, a division of Wayne County Inter-Governmental Affairs & Management. In late September, the Michigan Transportation Commission voted unanimously to discountinue the subsidies which have kept the Chessie System Carferries sputtering along. Discontinuation of the subsidy, which created a lot of controversy when it was made last summer, was recommended by the state Dept. of Transportation. The final run between Ludington, Mich., and Milwaukee, Wise., was reportedly made on Oct. 4. A Chessie spokesman said the Ludington-to-Manitowc run will be abandoned by next summer. CLEVELAND Mark Trepp is the new SIU, port agent here. He reports shipping out of Cleveland is good and interior renovations on the Union Hall are progressing. DOUBLE FEATURE Mackinac Island, the popular summer community on Michigan's Upper Peninsula which can be reached only by SlU-contracted car ferry, is now a star of the silver screen. A new movie, titled "Somewhere in Time" which is billed as a romance and stars Christopher Reeve and Jane Seymour, was filmed largely on Mackinac Island and its famous Grand Hotel. The film, a sort of time travel love story, didn't get very good reviews. But Mackinac Island got raves. One reviewer said "the hotel and Mackinac are spectacularly lovely..." Well, when you got it, you got it! Well-known oceanographer Jacques Cousteau sailed his research vessel Calypso into Lake Superior to film above and below the water this fall. In mid-Septermber Cousteau filmed the Superior Shoals off the Keweenaw Peninsula and the area along the Pictured Rocks National Seashore and Whitefish Bay. Next the research team checked out the wreck of the steam yacht Gunilda, which went down in Lake Superior in 1911. Divers off the Calypso confirmed reports that the vessel is in "picture perfect" condition with her mast still upright and her rigging intact. Finally, thanks to favorable weather conditions. Calypso divers launched a mini-submarine and spent 30 minutes filming the Edmund Fitzgerald. Cousteau's project, part of a four-month joint venture with the Canadian Film Board, also calls for visits to Lake Erie and Lake Ontario. At the latter, the team will investigate the wrecks of the American warships Hamilton and Scourge which went down during a storm 167 years ago. To cap off the documentary, Cousteau will re-visit Lake Superior in December to film under the ice. Participants at a recent meeting of the Great Lakes Commission heard a forecast that the future of Great Lakes shipping lies with bulk commodities not container cargo. The forecaster, Peter Jones, who is vice president of Federal Commerce and Navigation, Ltd., of Montreal, stated that grain, coal and other bulk freight showed considerable growth potential for the future. "Grain is king," he said, "and shows all signs of remaining so over the foreseeable future and coal is a comer." However, Jones told the Great Lakes Commission that they should stop "banging the drum" for container shipping on the Lakes because "direct container service to and from the Lakes...is not economically viable in comparison to other routes." While on a six-port Great Lakes tour last month U.S. Commerce Secretary Philip M. Klutznick was approached by a joint labormanagement group with the request that the Federal Government subsidize a U.S.-flag Great Lakes service. The group petitioning Secretary Klutznick included representatives from the ILA, stevedoring companies and port authorities. Though assuring the group that Commerce Dept. would look into their request to give the U.S.-flag Great Lakes fleet a much-needed boost, Klutznick was reportedly cool on the idea. TONNAGE FIGURES Figures from the Lake Carriers' Assn., for bulk commodity shipments on the Great Lakes for the year to Sept. 1 showed some good news and some bad news. The bad news was the predictable slump in iron ore shipments coupled with a downturn in coal cargoes. Iron ore shipments through Sept. 1, 1980 were 44,724,870 gross tons, compared to 55,362,058 gt for the same period in 1979. The dramatic downturn in iron ore totals is due to the depressed U.S. auto industry. A smaller decline in coal shipments was posted this year. A total 25,695,468 net tons of coal moved on the Great Lakes through Sept. 1, compared to 26,231,472 tons for the same period last year. The good news was the tonnage totals for grain—18,221,601.net tons this year, compared to 15,642,122 last year. But even with the surge in grain movement, bulk freight shipments were down almost 10 million net tons over last year's totals. CHINA'S FORTUNES The new U.S.-China trade pact, signed in Washington last month by President Carter and a representative of the People's Republic of China includes cargo sharing and port access provisions. Most major U.S. ports were opened to PRC-flag vessels under the terms of the agreement, including eight on the Great Lakes. The ports are: Erie, Pa.; Cleveland and Toledo, Ohio; Bay City, Mich.; Chicago, 111.; Kenosha and Milwaukee, Wise.; and Duluth-Superior. A-^sistant Secretary of Commerce Samuel Nemirow said the Chinese have vessels which are suitably sized to call at these ports and they also want to be near the production points for the grain and machinery they want to export. CLEAN WATERS Though Lake Erie's beaches were crowded last summer and fishing was better than its been in years, researchers at Ohio State University's Center for Lake Erie Area Research (CLEAR) find that noit all is copacetic. While there has been a reduction in the amount of pollutants entering the Lake, there has been no reduction in the level of toxic substances actually in the Lake. Progress has been made in reducing the amount of nutrient pollutants, such as phosphorous, entering Lake Erie through its tributaries. (Nutrient pollutants are those which promote the growth of algae which are consumed by bacteria when they die. In the process, the bacteria uses up the oxygen needed by fish and other forms of life.) Over the past 10 years, the research group says, clean-up efforts have focused on limiting phosphorous from entering the Lake through traditional sources, such as cities. But recently scientists began to realize that phosphorous also enter the Lakes from alternative sources, like acid rain, dust particles and farmland fertilizer washing into the Lake. Also, over the past decade, new types of pollutants, like PCB's, PBB's, heavy metals and pesticides have been building up in the Lake. "They invent new toxins quicker than you can test them," said one scientist. Deposit in the SIU Blood Bank— Ifs Your Life 26 / LOG / November 1980 �'-i. .. Clyde Smith Tom Lasater L- • .,,, -.r • . ;, • -• r- ' R. Kevin Cunningham > •" M.C. Cooper Jerry McLean Rune Olsson Norman Dubois Charies Todora • ' • • "' J.D. Foster Salvatore Frank, Jr. John Bertolino '•••'>.••'"" y^Angelo Urti 12 More Complete Bosun Recertificotion T HE SIU'S commitment to protecting the rights of its members was underscored when the latest class of Recertified Bosuns received their diplomas at the October membership meeting in New York. The Union established the Bosun Recertification Program as part of its continuing effort to ensure that the men and women sailing SIU ships maintain the highest standards of excellence. One of the goals of the programs has been to pinpoint the issues facing the maritime industry, so that the Bosuns taking the course can understand them. Bosuns have always played a pivotal role onboard ships. His­ torically, they have been inter­ mediaries between the licensed officers and the members of the crew. Because of this fact, it is important that they understand the rights and duties of their fellow shipmates. The Bosuns who successfully completed the program were involved in a vigorous twomonth internship. They divided their time between the Harry Lundeberg School Seamanship and the Union Headquarters in New York City. Among other things, the Bo­ suns studied the various benefit plans available to members of this union. When they go back to their ships, the Bosuns will be better equipped to help their crew-members understand their contractual rights, welfare bene­ fits and pension eligibility re­ quirements. The Bosuns were also exposed to the union's Washington Op­ erations in a one day visit to the nation's capitol. During their visit to Washing­ ton D.C., the Bosuns visited the Transportation Institute, a non­ profit organization aimed at promoting maritime research and development, and the AFLCIO Maritime Trades Departnjent, where they were given an in-depth briefing on the SIU's legislative activities. The Bosuns also spent some time visiting Capitol Hill, where they observed this nation's law­ makers in their natural habitat. Dates for the next Bosun Recertification Program have not yet been set. If U.S. Sends Oil to Israel, U.S. Flag Will Carry Percentage WASHINGTON, D C.— Arrangements were finalized here last month in the oil agreement between the U.S. and Israel. If the oil agreement ever has to be implemented, the arrange­ ments include a clause that calls "for appropriate participation of United States flag carriers in the transportation of oil from the United States...." The agreement on oil supply, concluded by the U.S. and Israel on June 22, 1979, was part of the process resulting in the conclusion of the Treaty of Peace between Egypt and Israel. As part of that treaty, Israel agreed to give back to Egypt oil ^ Deposit in the SIU Blood Bank— It's Your Life fields in the Gulf of Suez. The oil agreement contains a commit­ ment by the U.S. to make oil available for purchase by Israel if she could not find enough on her own to meet her domestic requirements. The agreement of June, 1979 provided that the U.S. and Israel should meet to develop contin­ gency implementing arrange­ ments. There have been five meetings _ over the course • • of the u past year resulting in the arrangements signed last month, If the oil supply agreement « ever activated, the U.S. would first try to find foreign oil for Israel. If that proves inadequate, the U.S. would sell domestic oil. The implementing arrange­ ments will apply for an initial period of five years and additional periods of three years for the duration of the oil supply agreement, which is 1994. Israel's oil consumption is currently about 160,000 barrels per day, less than one percent of U.S. consumption. .. Accept the challenge! The new American LNG tankers...they're the best. That's why they're manned by the SIU. We're the best—the best trained seafarers in the world. Ac­ cept the challenge of being the best. Train now to serve aboard the finest, safest ships built. An LNG course is beginning at the Seafarers Harry Lundeberg School on Jan. 5 and continues through Jan. 29. I Sign up today! Write or call: Seafarers Harry Lundeberg School of Seamanship Office of Admissions Piney Point, Maryland 20674 Phone: (301) 994-0010 ou're tha b—t...Accept the chaUeng November 1980 / LOG / 27 r '• -M �^ -'-".'/ ,r< /^/Tv- . Directory • -' T ' . ' ..fK' '• SIU Atlantic, Gulf, Lakes & Inland Waters United Industrial Workers of North America • -"" , Frank Drozak, president Joe DiGiqrgio, secretary-treasurer Leon Hail, vice president Angus "Red" Campbell, vice president Mike Sacco, vice president Joe Sacco, vice president V '' ' i* • • V . (/• | ]# - • r SEPT. 1-30,1980 •TOTAL REGISTERED AH Groups dassA dassB CiastC 8 115 10 23 18 14 18 79 23 38 27 32 15 75 1 0 496 Boston New York Philadelphia .. Baltimore Norfolk Tampa Mobile New Orleans .. Jacksonville .. San Francisco. Wilmington ... Seattle Puerto Rico ... Houston PineyPoint ... Yokohama — Totals ... 6 45 1 7 12 8 4 35 8 14 15 12 1 21 3 1 193 2 6 1 7 6 6 0 5 ' 2 8 7 8 0 7 0 0 65 4 112 4, - 20 19 16 8 70 26 27 10 73 20 65 1 0 475 0 3 1 3 0. 1 0 6 0 3 5 5 0 1 0 1 29 1 60 4 11 17 18 2 31 8 18 19 35 2 21 10 0 257 15 170 16 37 25 20 39 124 55 74 43 50 23 124 0 0 815 3 8' 73 16 5 2 10 17 13 15 9 9 9 0 36 3 22 7 9 15 22 13 15 8 1 1 40 15 2 0 1 0 288 111 Boston New York Philadelphia Baltimore Norfolk Tampa .......—• Mobile New Orleans Jacksonville San Francisco.. Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals —.— 1 81 12 23 10 7 11 62 23 "28 11 21 8 49 2 1 350 2 39 4 9 9 13 2 16 7 16 8 7 4 16 0 0 152 0 2 2 1 0 3 0 • 3 0 2 3 6 0 1 0 1 24 0 0 1 1 0 1 0 0 0 3 1 4 0 f 0 1 0 0 11 0 41 3 9 10 10 1 18 5 21 3 16 4 5 3 0 149 1 56 4 18 11 7 6 60 15 28 7 38 13 40 2 0 306 5 149* 16 33 24 9 31 98 32 46 22 40 12 100 0 1 618- 6 80 8 17 12 12 14 28 11 19 18 15 4 28 2 0 274 0 9 1 3 3 3 0 5 2 2 4 9 0 3 0 1 45 3 79 3 20 17 4 16 59 20 31 16 27 9 61 0 .0 365 6 37 5 11 4 4 0 8 4 16 10 5 5 10 10 0 135 0 4 0 1 1 1 1 2 1 17 6 8 0 0 0 1 43 3 54 5 21 4 3 8 32 18 34 11 14 11 21 0 1 240 19 251 44 55 40 19 37 89 65 74 43 42 35 85 66 1 965 7 155 6 27 22 10 7 30 14 71 103 34, 10^ 53 0 0 549 2,038 1,662 748 STEWARD DEPARTMENT Port Boston New York Philadelphia ... Baltimore Norfolk... Tampa Mobile New Orleans ... Jacksonville ... San Francisco.. Wilmington — Seattle Puerto Rico Houston Piney Point Yokohama Totals 1 53 1 14 13 7 10 27 18 11 8 19 5 26 0 0 213 4 21 3 6 2 3 0 3 1 * 6 5 4 0 9 2 0 69 0 1 0 1 0 0 1 0 1 6 3 3 0 0 0 1 17 2 54 3 12 6 7 10 30 16 19 1 30 6 19 0 0 215 0 44 2 7 25 8 3 19 7 12 4 26 3 . 15 34 0 209 0 1 0 0 0 3 0 0 0 3 3 1 V 0 0 0 0 11 ENTRY DEPARTMENT Port Boston " New York ; Philadelphia — ;..... Baltimore Norfolk .................................... T3mp3 Mobile ^ New Orleans ........................i.. Jacksonville '— San Francisco Wilmington ; Seattle Puerto Rico ..' Houston Piney Point .* Yokohama Totals' Totals AllDapartmanU. 0 0 167 7 87 16 33 21 17 19 48 31 38 21 33 18 57 41 1 488 2 51 1 109 6 0 11 4 27 36 22 2 22 0 1 204 1,226 902 310 2 33 2 . 16 - 7 4 3 23 14 21 5 10 10 - .r V. : X,.. 996 •- / • 615 51 •'Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. Shipping in the month of Aiigust was good in most A&G deepsea ports, as it has been for the last several years. A total of 1,662 jobs were shipped last month to SlU-contracted deep sea vessels. Of these only 996 or slightly more than half, were taken by "A** seniority members. The rest were filled by **8" and "C" seniority people. Shipping is expected to remain good for the foreseeable future. 28 / LOG / November 1980 •i- ' • (617)482-4716 CHICAGO, ILL. 9402 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA.1-5450 COLUMBUS, Ohio 4937 West Broad St. 43228 (614)870-6161 DULUTH, Minn. 705 Medical Arts Building 55802 (218) RA 2-4110 FRANKFORT, Mich. P.O. Box D 415 Main St. 49635 (616) 352-4441 GLOUCESTER, Mass. ENGINE DEPARTMENT Port 7: ••REGISTERED ON BEACH All Groups dawA ClwsB ClwsC DECK DEPARTMENT Port •:> TOTAL SHIPPED All Groups daw A dawB dawC HEADQUARTERS 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-9375 ALPENA, Mich. ... ,800 N. 2 Ave. 49707 (51^ EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass. .... 215 Essex St. 02111 63 Rogers St.01903 (617) 283-1167 HONOLULU, Hawaii 707 Alakea St. 96813 (808) 537-5714 HOUSTON, Tex.... 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, NJ. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala..^. 1 S. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va. 115 3 St. 23510 (804) 622-1892 PORTLAND, Or. / 421 S.W. 5th Ave. 97204 (503) 227-7993 PADUCAH, Ky. 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md.' St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, Tex. .534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 626-6793 SANTURCE, P.R. 1313 Fernandez, Juncos, Stop 20 00909 (809) 725-6960 SEATTLE, Wash. ^".^.2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, MO. 4581 Gravois Ave. 63116 (314) 752-6500 TAMPA. Fla. 2610 W. Kennedy Blvd. 33609 (813) 870-1601 TOLEDO. Ohio ... 635 Summit St. 43604 (419) 24»-3691 WILMINGTON, Calif. 408 Avalon Blvd. 90744 (213) 549-4000 YOKOHAMA, Japan ...... P.O. Box 429 Yokohama Port P.O. 5-6 Nihon Ohdori lS.aka-Ku 231-91 ' 201-7935 �' '•" • • VV-; ;•' SffiSt >^'- 'k. .-I-'' W'(^' Y -^X-- r "" •: • •' • At Sea '•- . SS Santa Magdalena Ashore Seafarers and officers aboard the SS Santa Magdalena (Delta Line) gave $590. last month in memory of their departed shipmates. Engineers Ethan Hett and Bob Eaton, who died in a tragic accident aboard ship last ST Point Susan From now until Nov. 25, the ST Point Susan (Point Shipping) will carry from a Gulf or Atlantic port to Haifa or Ashdod, Israel, 23,000 long tons of corn, soybeans or sorghum wheat and 25,000 more long tons of the same cargo. Sea-Land Service Early last month, two of the 12 new Sea-Land D-9s diesel-powered containerships were christened in ceremonies at the Hyundai Heavy Industries Shipyard, Ulsan, South Korea. They were the 10th and 11th Sea-Land Endurance and the Sea-LandInnovator. The last D-9 to be christened this month is the Sea-Land Freedom. All of the 12 D-9s will be in operation by the end of this year. A4/ V Lionheart The Coast Guard last month granted a waiver extension to the M/ V Uonheart (Coordinated Caribbean Transport) on navigation and vessel inspection regulations until Dec. 31 or "until a replacement ship" is available. This enables the SlU-crewed Lionheart to remain in service The replacement, a R/O R/O vessel, is being built in West Germany! Also, a Artubar barge for the R/O R/O will not be completed until 1981. Hampton Roads Hatbor Sen. John Warner (R-Va.) expects Congress will OK funding for the deepening of the harbor here to increase the port's coal export potential. He expects action within about six or eight months^n the dredging. Congress was back in action on Nov. 12. Ninety ships this month were waiting here to load on coal. The port exports 80 percent of U.S. coal production. THE TANKERMAN TEAM The monies will be used "to improve midshipman quarters aboard the California Maritime Academy's training ship, the Golden Bear with an appropriate plaque put on board in their honor. The engineers respectively were 1963 and 1972 Academy graduates. SS Santa Isabel N.J. Assemblyman William J. Maguire (R-22nd Dist.) and his wife Doris were two of the 12 passengers who sailed on the SS Santa Isabel (Delta Line) recently from Port Newark, N.J. through the Panama Canal. They called their 14-day cruise on the 21,000 ton freighter the "best ever." The Maguires, who live in Clark, N.J., said the passengers had thenown lounge, with a small refrigerator stocked with cold cuts, fresh fruits, juice and bread. Hot coffee was available anytime, they added. Their cabin, they said, with bath and shower, was twice the size of cruise ship cabins. A washer and dryer, ice maker and hair dryer were other bonuses. Their fare, they estimated, was 30 percent cheaper. "I found very few barriers to spending time with the crew and never missed a morning and afternoon coffee break with them," Maguire commented. Capt. Emidio Calabrese of Fair Lawn, N.J., a World War II vet, showed them the bridge. "The purser and chief steward put on a cocktail hour... that blew our socks off," the assemblyman crowed. "First a heaping platter of shrimp, all washed down with Peruvian piscos," he continued. One passenger after downing a few piscos said he was ready to swim the Canal—he didn't need a ship! The Maguires even liked the jungle birds singing for six hours as they sailed through the Canal. • V • '. . SS Del Sol Fom Nov. 23 to Nov. 28, the SS Del Sol (Delta Line) will haul from a Gulf port to Freetown, Sierra Leone, West Africa, 630 metric tons of bulk corn and 1,375 metric tons of bulk wheat. Baltimore Committee .1- Well eii irainea trained Seafarers c>eararers acceptinq acc^tinq the challenge ... To Be The Best.^ To get the Job donel A skilled tankerman is necessary to move liquid cargoes, maintain pollution control and prepare the vessel for OSCG inspection. Safety and firefighting are also taught. A Tankerman Course starts every two weeks beginning Dec. 18. • .,• The crew and the Ship's Comrpittee of theSS i3a////77ore{Sea-.Land) got paid off on Sept. 18 at Port Elizabeth, N.J. The Ship's Committee consisted of (I. to r.) Chief Steward George W. Gibbon, secretary-reporter; 3rd Cook Edgar Vasquez, steward delegate; Crew Messman Sambo Sotomayor, Recertified Bosun Jose Gonzalez, ship's chairman and AS Joe Pozzuoli, deck delegate. Pcmonals Robert T. Taylor Please contact, Wesley Daniels.. Andus Andugar Please contact, editor of the Log. Tel. (212) 499-6600 Ext. 242. Bill Thompson Please contact, sister B£tty, as soon as possible. James Aherns Please contact, Walter H. Stovall, 4635 Oakley Avenue, Cleveland, Ohio, 44102. Tel. 1-216-631-7476. Would like very much to have you come live with him, free of charge. Needs your company! Bruce Mesger You and I have been evicted. Personal possessions at our parents houses. Moving to Berkeley 9/25/80. Contact me, c/o Gaylen Dedrick Deidre Dunphy, 1543 Fairview, Berkeley, Cal. 94703. Tel. (415) 658-7019. Grant Withers. John Kucharski Please contact, your sister Bernice at . 7525 Durwood Road, Baltimore, Md. 21222. Ted Katros Please contact, your old buddy Raoul (Ralph) Caherra, 4221 Palmetto St., Philadelphia, Pa. 19124. Tel. (1-215) JE 3-2954. I would like very much to hear from you. November 1980 LOG 29 . �Zy :• t '-'\. Pensioner Antonio Gonzalez Palmes, 71, passed away from heartlung failure in Franklin Sq. Hos­ pital, Baltimoreon May 30. Brother Palmes joined the SIU in 1945 in the port of Baltimore sailing as a chief electrician. He sailed 16 years. Seafarer Palmes was a veteran of the Spanish Army before World War If. Born in Spain,-he was a naturalized U.S. citizen and was a resident of Baltimore. Interment was in P^rk Lawn Cemetery, Baltimore. Surviving are his widow, Concepcion and a son, Juan of Essex, Md. Pensioner Ange-Michel ^'Mike" Panagopoulos, 49, died of a heart attack in Greenport (L.I.) Hospital on May 11. Brother Panagopoulos joined the SIU in the port of New York in 1959 sailing as a recertified chief steward. He sailed 28 years. Seafarer Panagopqulos attended a Piney Point Educational Conference in 1972. He also attended the Cooks and Stewards School, the Netherlands and the Ecole des Cusinier and Hotelier, Lausanne, Switzerland. A native of Alexandria, Egypt, he was a resident of East Marion, L.I. Burial was in Sterling Cemetery, Greenport. Surviving are his widow, Luise; a son, Theodore; a daughter, Georgia Frances and his mother, Georgia. , ^'k". • fc'.- |;:,i/i. ' W M vV. •• Pensioner Andreas Platis, 80, passed away from cancer in Piraeus, Greeceon May 25. Brother Platis joined the SIU in 1944 in the port of New York sailing as a FOWT. He sailed 42 years. Seafarer Platis was on the picketline in the 1965 District Council 37 beef. And he attended the 1970 Piney Point Pensioners Conference No. 9. Born in Marketouce Prika, Greece, he was a naturalized U.S. citizen and he was a resident of Brooklyn, N.Y. Surviving are his widow, Mary; a son, Mano; a sister, Angela and a son-in-law, Feliz Plocharczyk of Passaic, N.J. i:- •? f .' '. ••tr,'-;! •. • Pensioner Joseph Anthony Walsh, 70, passed away from natural causes in the Staten Is. (N.Y.) USPHS Hospital on June 3. Brother Walsh joined the SIU in 1945 in the port of Boston. He w^s bom in Witless Bay, Newfound­ land, Canada and was a resident of Broolyn, N.Y. Interment was in Green­ wood Cemetery, Brooklyn. Surviving is his sister, Mrs. Mary Lundrigan of Witless Bay. Richard Bar­ tholomew Marchand, 38 died of heart disease at t he Mercy Hospital, New Orleans on May 20. Brother Marchand joined the SIU in the port of New Orleans in 1977 sailing as a saloon messman. He was a former member of the NMU. And a Vietnam War veteran of the U.S. Air Force. Seafarer Marchand was bom in New Orleans and was a resident of Kenner, La. Burial was in Greenwood Cemetery, New Orleans. Surviving are his father, Paul and ,his mother, Mrs. Kathryn Falcon of Kenner. 1 Pensioner WII-° i llam Joseph "the ^Admiral" McKeon, 79, passed away from heart failure in the Boston USPHS :Hospital on May 24. Brother McKeon joined the SIU iii 1943 in the port of Boston sailing as a cook. He sailed 31 years. Seafarer McKeon was born in Massachusetts and was a resident of Boston. Interment was In Mt. Pleasant Cemetery, Arlington, Mass. Surviving is his sister. Rose M. Bowler of Arlington. Pensioner James Bernard Morton, 64, suc­ cumbed to cancer in the New Orleans USPHS Hospital on May 28. Bro­ ther Morton joined the SIU in 1938 in the port of Mobile sailing as a chief steward for Sea-Land and the Delta and Robin Lines. He sailed 42 years. Seafarer Morton was born in Poley, Ala. and was a resident of Mobile. Burial was in Whistler-Ceme­ tery, New Orleans. Surviving are a daughter, Mrs. Patricia M. King of Ponchatoula, La.; his father James of Pritchard, Ala.; a sister, Mrs. Edwina Strickhausen of 8 Mile, Ala. and two granddaughters, Theresa and Pamela Richardson. Robert Hunter Mullen, 54, died of arteriosclerosis on May 5. Brother Mullen joined the SIU in the port of Norfolk in 1970 sailing as a bosun. He sailed 18 years. Seafarer Mullen was a veteran of the U.S. Navy in World War II and the Korean War. A native of Houston,^ he was a resident there. Interment was in Houston National Cemetery. Surviving are his widow, Audrey and a son, Steve of Jacksonville. Pensioner Michael Karl Burhart Sr., 67, died of natural causes in'the Staten Island (N.Y.) USPHS Hospital on Oct. 2. 1979. Brother Burhart joined the Union in the port of New York in 1961 sailing as a deckhand for the Baltimore & Ohio Railroad from 1961 to 1974. He was born in Massachusetts and was a resident of Staten Island. Burial was in Ocean View. Staten Island. Surviving are two sons. Michael Karl Jr. and John. • 30 / LOG / November 1980 vmm Pensioner Florenclo Sanchez Omega Sr., 79, passed away from cancer in St. Patrick Hospital, Batangas City, P.I. on Feb. 4 Brother Omega joined the SIU in the port of New York in 1956 sailing as a yeoman and waiter for the Isthmian Line. He sailed with the SUP in 1953 out of the port of San Francisco and for the U.S. Army Transportation ^Service, Fort Mason, San Francisco from 1945 to 1949. Seafarer Omega was born in Palompon, Leyte, P.|. and was a resident of Batangas City. Burial was in Floral Garden Cemetery, Batangas City. Surviving are his widow, Natividad; two sons, Florencio Jr. of Union City, Calif, and Arturo; two daughters, Violeta and Adoracuier of San Fran­ cisco and a sister-in-law, EliSa Ituralde of Batangas City. HQlllsHiifr,67, died of pneumonia in New Orleans on Apr. 4. Brother Huff joined the SIU in the port of Norfolk in 1955 sailing as a chief cook, baker and butcher for 30 years. He also rode the Delta Line. Seafarer Huff was a veteran of the U.S. Army in World War 11. Bom in Mississippi, he was a resident of Seattle. Interment was in Wesley Chapel Cemetery, Meadville, Miss. Surviving are his mother, Laura and a sister, Mrs. Claudia Murray of Meadville. Merrill Floyd Hummel, 62, died of a heart attack in Reading, Pa. on I July 24. Brother Hummel joined the SIU in 1947 in the port of Balti­ more sailing as a cook. He sailed 30 years, for Cities Service and as a waiter for the MSTS in 1955. Bom in Reading, he wasa resident there. Surviving are a son, Arthur; a daughter, Lorraine and his mother, Elsie of Reading. Pensioner Rob­ ert Lee Kelly, 74, died of cancer in Doctors Hospital, Mobile on May31. Brother Kelly joined the SIU in 1947 in the port of New York sailing as a bosun and cargo engineer. He also rode the Alcoa Steamship Co. and American Coal Co. Seafarer Kelly received a 1960 Union Personal Safety Award for sailing aboard an accidentfree ship, the SS Alcoa Roamer. He sailed 55 years and was a boilermaker. Kelly was born in Virginia and was a resident of Mobile. Burial was in Pine Crest Cemetery, Mobile. Surviving is his widow, Ida. Pensioner Joseph Alphonse Lavardln, 53, succumbed to heart-lung failure in U.S. Veterans Administration Medi­ cal Center, New Orleans on Mar. 21. Brother Lavardin joined the MC&SU in the port of San Francisco in 1950 sailing as a 2nd cook. Burial was in the St. Louis Cemetery No. 2, New Orleans. Surviving is his widow, Lena Mae. '' Albert Raymoind Kennedy, 28, died on June 29. Brother Ken­ nedy joined the SIU following his graduation from the Harry Lundeberg School Entry Trainee Program, Piney Point, Md. in 1969. He sailed as an AB and QMED out of the port of New Orleans last on the Alaskan oil run in 1979. Seafarer Kennedy was bom in Bogulusa, La. and was a resident of Pearl River, La. Surviving are, his widow, Denise; two sons, Albert Jr. and James; a daughter, Brandie and his father, Luther of Pearl River. William "BHP Waters Kingsbury, 63, succumbed tq cancer on May 12. Brother Kings­ bury joined the SIU in the port of New York in 1969 . sailing as an AB. He sailed 37 years and rode the Robin Line. Seafarer Kingsbury upgraded to quartermaster at Piney Point in 1976. He retired from the SUP in 1948 sailing with the Standard Oil Co. from 1935 to World War 11. From 1948 to 1967, he was a millwright and iron worker. In 1969, he retired from the Teamsters Union Local 559. Bom in New York City, he was a resident of Old Saybrook, Conn. Burial was in Cedar Hill Ceme­ tery, Hartford, Conn. Surviving are his widow. Vera; his son. Seafarer William "Bill" W. Kingsbury Jr.—a Piney Point graduate—and a brother, Joseph of Old Saybrook, Anthony John Marano, 53, died of cancer in the New Orleans USPHS Hospital on Feb. 1.1, 1972. Brother Marano joined the SIU in the port of New Orleans in 1956 sailing as a FOWT for the Delta Line. He was a veteran of the U.S. Army in World War II. Seafarer Marano was also a pipefitter. A native of New York City, he was a resident of New Orleans. His remains went to medical science at Louisiana State University, New Orleans Anatomical Board. Surviving are his widow, Earlene of Metairie, La.; three sons, Anthony Jr., John Jr. of Metairie and Dominick; three daughters. Vita of Metairie, Ciro and Catherine and a stepson, William A. Hillerman. G. Modica, 59, succumbed to heart-lung failure In the Providence Medical Center, Seattle on Apr. 6. Brother Modica joined the Union (MC&S) in. the port of Seattle in 1978 sailing as a chief cook for the Matson Line and for PMA from 1968 to 1978. He first sailed from the West Coast in 1946. Modica was a veteran of the U.S. Army in World War II. A native of Louisiana, he was a resident of Seattle. Interment was in Evergreen Cemetery, Seattle. Surviving are his widow, Clara, and a son, Thomas of Seattle. �• ;4'S- ;• \• " Pensioner Miguel Burgos Salcedo, 61, died of pneumonia on June 1. Brother Salcedo joined the SIU in 1941 in the port of New York sailing as a FOWT I for Puerto Rico Marine and Sea-Land. Seafarer Salcedo sailed 44 years. He [walked the picketline in the 1961 N.Y. [Harbor beef and the 1965 District Council 37 strike. In 1960, he received a Union Personal Safety Award for sailing aboard an accident-free ship, the SS Seatrain New Jersey. Born in Naguabo, P.R., he was a resident of Catano, P.R. Surviving are his widow, Marcelina; three sons, Rafael, Roberto and Raymondo and two daughters, Julia and Mrs. Carmen Parrucci of Babylon, L.I., N. Y. Manuel Lagula Salvador, 40, died of heart-lung faily urein Bay General Community Hos-, pital, Chula Vista, Calif, on Oct. 21, 1979. Brother Salvador joined the SIU in the port of Wilmington in 1978 sailing as a cook. He was born in Cavite City, P.l. Burial was in Holy Cross Cemetery, San Diego. Surviving are his widow, Sylvia of National City, Calif.; two sons, Jericho and Noah; his mother, Timotea of San Diego and his father, Edilberto, also of Sah Diego. Pensioner An­ tonio Santiago, 70, succumbed to a lung clot in the N ew Orleans USPHS Hospital on June 3. Brother Santiago joined the SIU in 1938 in the port of New York sailing as a chief steward. He sailed 33 years. Seafarer Santiago was born in Puerto Rico and was a resident of Pearlington, Miss. Interment was in Greenwood Cemetery, New Orleans. Surviving is his widow, Dolores. Pensioner Miguel Angelio Viera, 62, died of heart failure at home in Baltimore on May 26. Bro­ ther Viera joined the SIU in 1947 in the port of Phila­ delphia sailing as a cook. He sailed 35 years. Seafarer Viera attended Piney Point Crews Conference No. 5. He was born in Puerto Rico. Burial was in Baltimore Cemetery. Surviving are his widow, Thelmita and two daughters, Arnetta and Augestina. Pensioner Pete Leon, 79. passed away from a heart attack in the Quelpue Hospital. Bilbao. Chile on July 20.1979. Brother Uon joined the MC&SU in the port of San Francisco. He started sailing 'n 1935. During World War II, he Worked for the U-S. Government. Bom in Chile, he was a resident of Valparaiso. Chile. Surviving are his widow. Nora; a son. Anthony; two daughters. Angelina and Mrs. Petronila Leo ofClvalle. Chile; a stepson, Herman of San Francisco, and a sister. Francesca. also of San Francisco. Pensioner Les­ ter Joseph Mahaffey 70, died of heart failure in the New Orleans USPHS Hospital on May 7. Brother Mahaffey joined the SIU in 1943 in the port Of Norfolk sailing as a chief steward. He also rode the Isthmian Line. Seafarer Mahaffey sailed 51 years. Born in New Orleans, he was a resident there. Interment was in St. Bernard Memorial Park Cemetery, Chajmette, La. Surviving are a brother, Huey of New Orleans and a stepdaughter, Mrs. Shirley M. Taledo, also of New Orleans. Ching Fook Wing, 54, died of heart failure in the • San Francisco USPHS Hospital on Dec. 30, 1979. Brother Wing joined the SlU in the port of San Francisco in 1968 sailing as a chief steward. Seafarer Wing sailed 51 years. Pensioner EvaHe was born in China, was a naturalized risto V. AldahonU.S. citizen and was a resident of San do, 68, died of Francisco. Also he was a veteran of the natural causes in U.S. Coast Guard in World War 11. Long Island Col­ Cremation took place in the Pleasant lege Hospital, Hill Crematory, Sebastopol, Calif. His Brooklyn, N.Y. on ashes were flown to Japan for burial. July 22. Brother Surviving are his widow, Eiko KakiAldahondo joined Pensioner Roy J. moto of Sasebo Shi, Japan; a son, Glenn the SIU in 1941 in the port of Boston Thomas Boyd, 65, and his father, Chin Yum Woo. sailing as a bosun. He sailed 38 years, died of natural during the Korean War and rode the Pensioner Ar­ causes in WoodBull and Robin Lines. Seafarer Alda­ thur P. Ceto, 62, ville, Tex. on May hondo hit the bricks in the 1961 Greater died of natural 3. Brother Boyd N.Y. Harbor beef. Born in Puerto Rico, causes in the joined the SIU in he was a resident of Brooklyn. Burial Staten Is., N.Y. 1946 in the port of was in Evergreen Cemetery, Brooklyn. USPHS Hospital Baltimore sailing on July 5. Brother Surviving are his widow, Virginia and a as a chief steward. He was a veteran of Ceto joined the son, Evaristo Jr. ' the U.S. Army in World War II. Union (MC&S) in Seafarer Boyd was born in Georgia and Pensioner Wil­ the port of New York in 1958 sailing as was a resident of Woodville. Cremation liam Boleslaw an assistant cook. He also sailed on the took place in the Brookside Crematory, Rutkowski, 75. SS President Cleveland (APL). Born in Houston. Surviving are his widow, died of heart Belize City, British Honduras, Central Jacqueline and his mother. Ruby of failure in the_ Arrierica, he was a resident of New York Abbeville, ^.C. Contra Costa City. And he was a naturalized U.S. County Health Pensioner Wil­ citizen. Burial was in Fair Lawn (N.J.) Services Medical' liam "Bill" Patrick Cemetery. Surviving are a daughter, Center, Martinez, Connerty, 63, suc­ Geraldine Roland of the Bronx, N.Y. cumbed to heart and a brother, Emile Bailey, also of the Calif, on July 25. Brother Rutkowski joined the SIU in 1943 in the port of disease in SomerBronx. New York sailing as a bosun. He sailed ville (Mass.) Hos­ Pensioner for 45 years. Seafarer Rutkowski hit the pital on May 17. Pedro Villa Reyes, bricks in both the 1961 N.Y. Harbor Brother Connerty 86, passed away beef and the 1962 Robin Line strike. He joined the SIU in from heart-lung was born in Poland, was a naturalized the port of New York sailing as a FOWT failure in the San U.S. citizen and was a resident of and engine room delegate. Seafarer Francisco General Walnut Creek, Calif. Interment was in Connerty was an ex-prizefighter. He on Apr. Hospital Queen of Heaven Cemetery, Lafayette, was born in Cambridge, Mass. and was 13. Brother Reyes Calif. Surviving are his widow, Maria a resident of Somerville. Interment was i joined the SIU in and a daughter, Elizofia. in Cambridge Cemetery. Surviving are a 1948 in the port of New York sailing for son, Robert; four daughters, Mrs. Carol Judson Powell Lanile Lamb, 60, died 47 years. He also rode the Isthmian Ann White of Somerville; Mrs. Walter in the USPHS Hospital, Staten Is., N.Y. Line. A native of the Philippine Islands, (Patricia) Hilliard, also of Somerville; on Feb. 10. Brother Lamb joined the he was a resident of San Francisco. Mary Jean and Ann Marie and a sister, SIU in the port of Houston in 1955 Burial was in Olivet Memorial Park Mrs. Gertrude Noone of Jamaica sailing as a chief steward. He started Cemetery, Colma, Calif. Surviving is Plains, Mass. sailing in 1937. And he sailed for Moran his widow, Josefa. Pensioner MarTowing of Texas in Port Arthur. Pensioner Lewis Robert Head, 76, Seafarer Lamb was born in Georgia and c e1 o S is o n passed away from pneumonia in the . was a resident-of Houston. Cremation M a g u a d, 7 1, Faith Medical Center Nursing Home, took place in the Rosehill Crematory, parsed away from East China Twsp., Mich, on July 12. heart failure in Linden, N.J. Surviving are his widow. Brother Head joined the Union in 1947 Anne; two stepdaughters. Melissa Manila, P.l. on in the port of Detroit. He was born in Ira June 21. Brother Dozier Jackson and Toni Jackson. Twsp.. Mich, and was a resident of Maguad joined the Pensioner Irving Oiarles Edwards, Wyandotte, Mich. Burial was in Maple SIU in the port of Grove Cemetery, Starville, Mich. 74. passed away from a lung ailment in Savannah in 1955 sailng as a chief cook. Surviving are his brother and sister-in- Cascade Valley Hospital. Arlington. He sailed 46 years. Seafarer Maguad Wash, on Mar. 24. Brother Edwards law. Mr. and Mrs. John and Irene W. was born in llo Ho, P.I. and was a first sailed on the West Coast in 1952 as Head of Fairhaven, Mich. resident of Manila. Burial was in Manila an assistant cook for Matson Line. Memorial Park Cemetery, Paranaque. Pensioner Henry Albert Koerber, 79, PEE, A PL and the American Mail Line. Surviving are his widow, Dolores; a son, passed away from heart failure on He was born in Port Jervis, N.Y. and Paul—a 1979 SIU scholarship winner— arrival at the Paul Kimball Hospital, was a resident of Arlington. Burial was and a brother. Alfredo of llo llo and San Lakewood, N.J. on Aug, 9. Brother in Arlington Cemetery. Surviving is a Francisco. Koerber joined the Union in the port of brother, Cecil of Albany, N.Y. New York in 1960 sailing as a bridge and Pensioner Arthur Herbert Hubbard, motorman for the Pennsylvania Rail­ 51. died of arteriosclerosis in the Edward Salles Rivers, 64. died of road from 1923 to 1966. He was also a General Mayer Hospital, Algiers. La. cancer in Gloucester. Mass. on May 18. carpenter and a former member of the on Dec. 23. 1979. Brother Hubbard Brother Rivers joined the merged Union MM&P Union. Boatman Koerber was a (Atlantic Fishermen's Union in 1980) in joined the MC&SU in 1950 sailing as a veteran of the U.S. Marine Corps in chief cook. He was born in New Orleans the port of Boston in 1966 sailing as an World War 1. Bom in Queens, N.Y., he and was a resident there. Seafarer AB fisherman. He Was a veteran of the was a resident of Lakehurst, N.J. Hubbard was buried in the Olive Branch U.S. Navy in World War 11. Fisherman Cremation took place in the Rosehill Cemetery. New Orleans. Surviving are Rivers was born in Gloucester and was a his widow. Helen; a son. Verdell of New (N.J.) Crematory. Surviving are his resident there. Burial was in Calvary widow, Margaret and a daughter, Cemetery, Gloucester. Surviving is his Orleans; a daughter. Beverly and a Gloria. widow, Angela. sister. Mrs. Betty Cemp of New Orleans. November 1980 / LOG / 31 T; V-V' ( • .% 'imi .••V f • •g,: - 'l �3 '00.: Daniel Joseph McMullen, 60, joined the SIU in the port of New York in 1956 sailing as an AB. Brother McMullen sailed 33 years and during the Vietnam War. He hit the bricks in the 1961 Greater N.Y. Harbor beef, attended a 1972 Piney Point Educational Conference and upgraded to quartermaster there in 1975. Seafarer McMullen is a wounded veteran of the U.S; Army in World War II. A native of Brooklyn, N.Y., he is a resident of Reading, Pa. Calvin Boyer Stewart, 65, joined the SIU in the port of Boston m 1969 sailing as a QMED. Brother Stewart attended the 1970 Piney Point Crews Conference. He was born in Prince Edward Is., Canada and is a resident of Lisbon Falls, Me. Oscar "Al" Rpnda Vasquez, 69, joined the SIU in the port of New Orleans in 1959 sailing as a FO^T. Brother Vasquez was born in Chile and is a resident of San Francisco. Adrian Cahdelaria Torres, 65, joined the SIU in 1943 in the port of New York sailing as a bosun. Brother Torres sailed 43 years. He was born in Puerto Rico and is a resident of Baltimore. % ,1 Vincent Thomas Yates, 65, joined the SIU in the port of Tampa in 1959 sailing as a chief electrician and engine delegate. Brother Yates sailed 29 years. He was born in Honduras, is a naturalized U.S. citizen and is a resident of Tampa. 0^ • Saul Franco Zambrano, 68, joined the SIU in the port of New York m 1970 sailing as an AB. Brother 2^mbrano was on the picket line in the 1971 maritime beef. He was bom in Ecuador and is a naturalized U.S. citizen. Seafarer Zambrano is a resident of the Bronx, N.Y. Woodrow Wilson Ball Sr., 62, joined the Union in the port of Norfolk in 1965 sailing as a tankerman for McAllister Brothers from 1964 to 1980. Brother Ball was born in Louisburg, N.C. and is a resident of Chesapeake, Va. r - :1k r-i William Wren Quin,60, joined the SIU in the port of New Orleans in 1955 sailing as a chief electrician. Brother Quin sailed 18 years. Healso sailed as a 3rd assistant engineer for MEBA District 2 in 1966 after he graduated from the MEBA School of Engineering, Brooklyn, N.Y. Sea­ farer Quin was a former member of the Steelworkers Union, Local 1010 and the IBEW. He is a veteran of the U.S. Marine Corps in World War 11. Born in Mississippi, he is a resident of New Orleans. William Ogden Boiling, ^5, joined the SIU in 1944 in the port of Norfolk sailing as an AB for the ^Ua Une^ Brother Boiling also worked on the Delta New Orleans Shoregang. He is a veteran of the U.S. Army during the Korean War. Seafarer Boiling was born in Norfolk, Va. and is a resident of SlidelU LaFranklin Nathaniel Cain, 69, joined the SIU in the port of N^ew Orleans in 1955 sailing as a chief steward. Brother Cain is a veteran of the U.S. Navy in World War 11. He was born in Pearlington, Miss, and is -a resident of Bay St. Louis, Miss. i Anthony J. Zanca, 65, Joined the SIU in the port of New York in 1956 sailing as a waiter. Brother Zanca sailed 40 years. He speaks four languages. Seafarer Zanca was bom in Brooklyn, N.Y; and is a resident of St. Bernard, La. Evaristo R. Pantoja, 62, joined the SIU in 1943 in the port of New Orleans sailing as a bosun. Brother Pantoja hit the bricks in the 1961 Greater N.Y. Harbor beef. He was bom in Puerto Rico and is a resident of Catano, P.R. Richard Jackson Conner, 62, joined the Union in the port of Philadelphia in 1961 sailing as a captain for Independent Towing from 1936 to 1980. Brother Conner is a veteran of the U.S. Navy in World War 11. He was borri in Conestoga, Pa. and is a resident of Buena Vista, Martin Kowalski Sr., 67, joined the Union in the port of Detroit in 1957 sailing as a FOWT. Brother Kowalski sailed 31 years. He was bom in Michigan and is a resident of St. Ignace, Mich. Mario P. Nolasco, 59, joined the SIU in the port of New York in 1958 sailing as a cook and oiler. Brother Nolasco upgraded at the HLS, Piney Point, Md. in 1972. He was born in the Philippine Islands and is a resident of San Francisco. Colo. Elliott Stewart Gordon, 62, joined the Union in the port of St. Louis in 1962 sailing as a chief engineer for Bernhardt Brothers, Inland Tugs and ACBL He also worked for the Ashland Oil Refining Co. from 1946 to I960. Brother Gordon was a former member of the ^ Marine Engineers Beneficial Assn. (MEBA). And he is a veteran of the U.S. Navy in World War II. Born in Frankfort, Ky he is a resident of Lexington, William Ronald Eden, 71, joined the Union in Pprt Arthur, Tex. in 1963 sailing as a cook for Moran Towing, Sabine Towing and D.M. Picton. Brother Eden was a former member of the NJ^U and UMB Union. He is a veteran of the U.S. Army's Military Police Corps in World War II. Boatman Eden was " born in Grand Cayman, B.W.I. and is a resident of Port Neches, Tex. Overseas Vivian CommiWee Manuel Barros Silva, 65, joined the SIU in the port of New York in 1959 sailing as an AB. Brother Silva sailed 36 years. He also sailed 10 years as a room steward for Ameri­ can President Lines. Seafarer Silva was also a member of the Teamsters Union. A native of Hawaii, he is a resident of Milledgeville, Ga. I Do You Know i 'ij I f T NO? • ; Well learn how—it only takes four weeks. That's right. In just you can learn baiic diesel theory Dane aiesei r :•tions. This Tu;.. means new iob oDOortunrlies for job opportunr^ you. Where? Aboard the d'epel-wwer^ U.S.flag ships under contract with the blU. improved their pay and job security. Learn Diesel Engineering at The Seafarers Harry Lundeberg School of Seamanship Hdqs. Patrolman Ted committee and crewmembers of theST ^ month.They are{seated 1. to a payoff at Stapleton Anc^ ^eiegate; Chief Steward Vmcent to r.)OS JoeR'vas.GSUJerryZ. • ^ ^^Hg^gjacobsen.S^ Barbbacca, deck delegate. 32 J LOG / November 1980 k ^0'^ - - :-'5^rV . .-1. •• . - k k:;-ks-,"k.---I'k'' , • �•:v Senate Conservatives to Jobless: ^Eat Cake' Exfension of Unemployment Benefits Axed A TTEMPTS to extend unem, ployment compensation benefits an extra ten weeks so that American'Workers could better cope with the effects of a lagging economy have been dealt a serious set-back by Senate conservatives. Earlier this year, in a 336-71, vote, the House of Representa­ tives passed a bill that would have extended unemployment benefits an extra ten weeks, from the present 39 weeks to 49. President Carter and the AFL-CIO are strong advocates of such a move. Senate conservatives, led by David Boren (D-Okl.), were able to attach damaging amendments to a Senate version of the bill. Rather than accept the Senate version. House members have decided to let the bill go to conference, where a joint panel of senators and members of the House of Representatives will meet and hopefully agree to a compromise concerning the proposed extension of unem­ ployment benefits. Both the Senate and'House versions of the bill call for a 10 week extension of unemploy­ ment benefits. But where the House version would leave the present structure of dispensing benefits intact, the Senate version would make permanent and farreaching changes. Unemployment benefits are , divided into two types; state compensation benefits, which account for 26 weeks, and extended federal benefits, which account for 13. Once a worker uses up his 26 weeks of state unemployment benefits, an automatic trigger goes into effect, and the worker is eligible for 13 weeks of Federal benefits. Senate conservatives would abolish the national trigger device and impose harsher Federal standards for extended Federal unemployment benefits. It is estimated that 385,000 workers would be made ineligible for continued benefits under such a move, at a time when un­ employment has become an unu­ sually severe national problem. The Senate version calls for a blanket disqualification of people who voluntarily quit their jobs, were discharged for "cause" or .who refused "suitable" employment. At the present time, the Federal government accepts KNOW YOUR RIGHTS judgements made by the state governments. The most hotly debated amendment is the one that would require a worker receiving extended Federal benefits to U.S.-Chma Ink 4-Year Grain Deal Following closely on the heels of the historic bi-Iateral trade pact signed with the People's Republic of China in September, the U.S. has once again wrapped up an agreement with the PRC that could bode well for the U.S. maritime industry. The Carter Administration announced on October 22 the signing of a four-year grain deal with China that provides for the shipment of some six to nine million tons of U.S. corn and wheat to China in each of the next four years. The pact is scheduled to go into effect on January 1, 1981. Though it's not immediately known to what extent it might effect the U.S. maritime industry, the pact will ensure a continued healthy trade relationship between the U.S. and China. According to terms of the KNOW YOUR RIGHTS SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: Angus "Red" Campbell Chairman, Seafarers Appeab Board 27S • 20tii Street, Brooklyn, N.V. 1I2IS Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeqls Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages ^nd conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper '•heets and in the proper manner. If, at any time, any SIU •-. . earlier bi-lateral trade agreement, the U.S. and Chinese merchant fleets are each entitled to carry at leak a third of the ocean-borne commerce moving between the two countries. But whether or not the bi­ lateral trade agreement would have any real effect on U.S.­ China grain shipments, and the number of American ships involved in that trade, remains to be seen. U.S.-Brazfl Ink Maritime Pact for 3 More Years The U.S. and Brazil late last month signed a 10-year-dld mari­ time agreement for three more years which assures each country's na­ tional flag vessels equal access to Government-controlled cargoes of both countries, according to MARAD. o KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. 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 con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. FINANCIAL REPORTS. The constitution of the SlU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are tp be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of * the various trust funds. accept any job with a take-home pay equal to the amount of his unemployment benefit, as long as it is not less than the Federal minimum wage. Many experts feel that this would deprive workers of any flexibility they presently have in finding suitable long-term jobs. mmiiiiint iiiiiiiiiiiiiii iiiiiiiiiiiiiiiiiiiiniiiiiiiiiii patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY —THE LOG. The Log has traditionally-refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also 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 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 olficial capacity in the SIU unless an otficial Union receipt is given for same. Under no circum­ stances 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 should not have been required to make such payment, this should immediately be reported to Union 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 discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels thai he is denied the equal rights to which he is entitled, he should notify Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing, 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 witlr 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 con­ dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Sup­ port SPAD to protect and further your economic, poli­ tical and social interests, and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or Infor­ mation, he should Immediately notify SIU President Frank Drozak at Headquarters by certified mall, return receipt requested. The address Is 675 - 4th Avenue, Brooklyn, N.Y. 11232. November 1980 / LOG>^33 » v.- -CI •v.,-- �T1 Seafarer Says Getting H.S. Diploma Was A Wiz ^"i - • "' '4 (1 '-•• • -Si ri:-| •X E is an excellent program for anyone. The teachers prepare a student to take the GED test and you receive personal attention," he said. The high school equivalency program is designed to help aU seafarers and boatmen get their high school diplomas. An individualized course of study is made for each person to make sure he learns all that he needs to get a diploma. Seafarer Brown said, "The indivi­ dualized program helped to stimu­ late the self-motivation in me to learn." Because of the high school equiva­ lency program at the Harry Lunde­ berg School of Seamanship, 75 seafarers and boatmen have gotten their diplomas. Brother Brown is an example of the success that any SIU member can have. And Melvin has plans to upgrade to QMED as soon as he has enough seatime. If you are interested in the high DUCATION is very important to many seafarers and their personal goals can come true through the Seafarers Harry Lundeberg School of Seamanship. Seafarer Melvin "Wizard" Brown of New York has taken advantage of several programs. He recently completed the high school equiva­ lency program and earned his diploma. During the two and a half years that Seafarer Brown has sailed with the SIU, te has taken the FOWT, Diesel E.igines, LNG Safety and Welding Courses at the Lundeberg School. "While taking the Vocational courses, 1 found out about the GED program and decided to take this opportunity to get my diploma," he said. Brother Brown dropped out of school in 'the tenth grade. He commented that he received a lot of help from the Academic Staff. "This y-r. •TOTAL REGISTERED All Groups Class Class B Class C Port New York Philadelphia Baltimore......; Norfolk .....'. Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico ... Houston .... Port Arthur -. Algonac St. Louis Piney Point Paducah Totals ^. T....... .' ..X. ;................. .... " -. .i.. .: 0 0 0 4 0 1 1 1 2 0 2 0 1 3 19 0 0 2 7 43 0 0 0 3 0 1 1 6 1 0 0 0 4 3 0 , 2 3 3 29 0 0 0 2 ,0 0 1 22 0 0 •6 0 6 4 6 0 6 0 46 99 Port 0 0 0 • 0 0 1 0 0 1 0 . 1 0 0 2 3 0 0 0 0 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0" 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 2 Port "•i Boston New York Philadelphia - • /i - xV^- hf.. TOTAL SHIPPED All Groups Class A Class B Class C ••REGISTERED ON BEACH All Groups Class A Class B Class C 0 0 0 0 0 0 0 0 0 0 0 0 0 4 18 0 1 2 1 26 0 0 0 0 0 ,0 0 4 0 0 3 0 0 3 0 0 1 3 1 15 0 0 0 0 0 1 0 10 0 0 1 0 1 1 2 0 1 0 0 17 0 0 0 2 2 0 3 0 4 0 1 7 51 0 5 0 13 98 .0 0 0 7 0 4 1 10 2 0 6 0 0 10 8 0 4 5 12 69 0 0 0 '5 0 3 1 19 1 0 9 0 6 10 14 0 11 2 161 242 0 0 0 0 0 1 1 0 0 0 1 0 0 3 4 0 0 0 0 10 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 0 0 0 0 2 0 0 1 0 2 0 0 1 0 0 0 0 1 7 To 0 0 0 0 0 0 0 0 1 0 0 0 0 0 2 0 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Q.X 0' 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1 STEWARD DEPARTMENT ; ; Baltimore Norfolk Tampa Mobile New Orleans /i INLAND ENGINE DEPARTMENT Boston .t...... New York Philadelphia : Baltimore........ ... Norfolk ... Tampa Mobile .... New Orleans Jacksonville San Francisco ; Wilmington ' Seattle ; ..... Puerto Rico Houston Port Arthur. :. Algonac St. Louis Piney Point Paducah Totals .-^.v ........ - if When throwing in for work during a job call at any SIU Hiring Hall, boatmen must produce the following: • membership certificate (where possessed) • registration card • clinic card • seaman's papers DECK DEPARTMENT Boston /• •' .1 Notice On Job Call Procedure (inland) Dispatchers Report for Inland Waters SEPT. 1-30,1980 • .v:y school equivalency program, con­ tact the Academic Department, Harry Lundeberg School of Sea­ manship, Piney Point, Maryland 20674 or call (301) 994-0010. Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals ..".... .; ; : Totals All Departments. ^ -. 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 1 0 1 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 3 55 30 104 0 0 0 0 0 ,0 .0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 2 0 0 0 0 0 —0 0 1 0 4 8 32 15 18 116 o 0 0 0 0 0 0 •1 2 0 • 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0 0 2 0 16 20 71 269 •"Total Registered" means the number ofYnen who actualiy registered for shipping at the port last month '•"Registered on the Beach" means the total number of men registered at the port at the end of last month. 34 / LOG / November 1980 1" V . • ,.T"- ; Legal Aid In the event that any SIU members have legal problems in the various ports, a list of attorneys whom they can consult is being published. The mem­ ber need not choose the recommended attorneys and this list is intended only for informational purposes: NEW YORK, N.V. Schulman & Abarhanel 350 Fifth Avenue ' , New York, N.Y. 10001 Tele. #(212) 279-9200 BALTIMORE, MD. Kaplan. Heyman, Greenberg, Engelman & Belgrad Sun Life Building Charles & Redwood Streets Baltimore, Maryland 21201 Tele. #(301) 539-6967 HOUSTON, TEX. Archer & Peterson ^ Americana Building 811 Dallas Street Houston, Texas 77002 Tele. #(713) 659-4455 TAMPA, FLA. Hamilton & Douglas, P.A. 2620 W. Kennedy Blvd. Tampa, Florida 33609 Tele. #(813) 879--9482 SAN FRANCISCO, CALIF. ^ John Paul Jennings, Hennmg, Walsh & Ritchie 100 Bush Street, Suite 440 San Francisco. California 94104| Tele. #(415) 981-4400 Philip Weltin, Esq. Weltin & Van Dam No. I Ecker Bid. San Francisco. Calif. 94105 Tele'.#(415) 777-4500 ST. LOUIS, MO. Gruenberg & Sounders 721 Olive Street St. Louis, Missouri 63101 Tele. #(314) 231-7440 NEW ORLEANS, LA. ^ Barker, Boudreaux, Lamy, Gardner & Foley 1400 Richards Building 837 Gravier Street New Orleans, Louisiana 70112 Tele. #(504) 586-9395 LOS ANGELES, CALIF. Fogel. Julber, Reinhardt & Rothschild 5900 Wilshire Boulevard Los Angeles, California 90036 Tele. #(213) 937-6250 MOBILE, ALA. Simon & Wood 1010 Van Antwerp Building Mobile. Alabama 36602 Tele. #(205) 433-4904 DETROIT, MICH. Victor G. Hanson 19268 Grand River Avenue Detroit. Michigan 48822 Tele. #(313) 532-1220 GLOUCESTER, MASS. Orlando & White Two Main Street " Gloucester, Ma.ssachusetts 0193o| Tele. #(617) 283-8100 SEATTLE, WASH. Vance. Davies. Roberts. Reid & Anderson 100 West Harrison Plaza . Seattle. Washington 98119 Tele. #(206) 285-3610 CHICAGO, ILL. Katz & Friedman 7 South Dearborn Street Chicago. Illinois 60603 Tele. #(312) 263-6330 �Tug McGraw Sails in World Ghamp Philly Harbor Male Joe Worrell is all smiles as he moves the Tug McGraw into position at Philadelphia's Penn's Landing, sporting, of course, a Phillies' cap The SlU-contracted Taylor and Anderson Towing Company and the Philadelphia Phillies Baseball Club now have a common name on their respective rosters—that being "Tug McGraw" or Frank "Tug" McGraw as the case may he. In a move essentially designed to call attention to Philadelphia's Phillies' ace reliever Tug McGraw gives the thumbs up to Taylor Anderson's Tug McGraw and her SlU crew. It vyas a thumbs up day for Tug all around as Phils won the series and he recorded the save. waterfront, which is in serious need of refurbishing, Taylor and Anderson renamed their 38 yearold tugboat *T and A No. 12" to the Tug McGraw after the ace of the Phillies bullpen. The renaming ceremony, held at Penn's Landing was not only productive but also a good deal of fun as McGraw (i.e*. Unemployment Dips to 7.5% WASHINGTON, D.C.—Sep­ tember's nationwide unemployment rate dipped to 7.5 percent down from August's 7.6 percent and July's 7.8 percent. The jobless rate was the lowest since April's 7 percent. Commissioner Janet L. Norwood of the Labor Department's Bureau of Labor Statistics (BLS) told a Congressional Joint EconomicComraittee hearing that the new unem­ ployment rate showed "further evidence of gradual improvement." She also told the hearing that "I think we have certainly stopped going down." And added that "unemployment rates usually con­ tinue to rise for a few months after an improvement in the economy." More than 60 percent of the 172 industries in the BLS count regis­ tered job gains in September. BLS reported that nearly 200,000 work­ ers found jobs in September mostly in the construction industry, durable goods manufacturing (100,000 more jobs since July), trades and services. This swells the employment rate to 97.2 million working; 7.8 million unemployed. Dr. Norwood further observed that since July the number of jobless here in the U.S. had decreased by about 400,000 workers. A Washington economist, Mic­ hael Evans said he thought "the (jobless) number is real" and that unemployment may stay below 7.7 percent in 1980's final quarter. The most significant gains in September occurred among women whose jobless rate declined to 6.1 percent from August's 6.5 percent. And among teenagers whose unem­ ployment rate fell to 17.5 percent from August's 19.1 percent. The unemployment rate for adult men rose to 6.7 percent in Septem­ ber from August's 6.6 percent. Though the jobless rate for whites dropped from 6.8 percent to 6.5 percent in September, joblessness for blacks and other minorities climbed to 14.2 percent from 13.6 percent in August. White collar employment fell off in August, but employment among the blue collar workers went up after eight straight months of declines. Employment among farm workers also rose. In September also, "discouraged" workers who have given up looking for work increased to 930,000 a jump of 52,000 workers since June. Although most of the "discouraged" are women and blacks, the jump happened among men and whites mostly. Those out of work for 27 weeks or more rose by 5,000 to 930,000 in September. The average length of unemployment of 8.2 weeks in­ creased for the fourth month in a row. > McGraw is the apple of a Philly fan's eye as he stands on the bow of the tug that got his name. the pitcher) vvas on hand to mug for some photographs and sign autographs for the himdreds of Phillies' fans who were on hand. The October 21st ceremony must have been an inspiration to McGraw because that very night he and his teammates went on to defeat the Kansas City Royals in the final game of the World Series and become the World Cham­ pions of Baseball for the first time in the team's history. Incidentally, Tug McGraw got the save in that game and as he struck out the last batter you could hear a steamwhistle toot on the Delaware River. Would you like to get your High School Diploma? We would like to help you. Here's ail you have to do: Come to the Seafarers Harry Lundeberg School of Seamanship If earning your diploma is something you have been putting off, delay no more. Fill out this coupon and send for your application kit NAME ADDRESS PHONE Are you an SlU member book number Dyes Dno • Please send me an application and pretest packet. • Please send more Information on the GED program. ^ JTU m Address to: Tracy Aumann GED Department » Seafarers Harry Lundeberg School of Seamanship PIney Point, Maryland 20674 November 1980 LOG -is: 35 �1 i AFL-CIO Backs VA Benefits for Seamen issue ? •; t y t -< • • Xj M ARITIME labor's drive to secure veterans status and benefits for American merchant seamen who served their country during World War II won the formal support of the AFL-CIO last month. In a letter to Air Force Secretary Hans M. Mark, AFLCIO President Lane Kirkland said "American merchant mariners who served during World War II have never received the official recognition which their service, dedication and certainly their battle casualties warrant." Secretary Mark is a member of the joint Civilian/Military .Review Board named by the Secretary of Defense to consider the applications of civilian military support groups for veteran status. An application on behalf of all maritime union veterans of World War II including SIU members, was submitted to the Review Board by the Joint casualty record for the Merchant Maritime Congress in January. To date, about a dozen civilian Marine during World War II is groups who played key support direct testimony, written in flesh roles during wartime have been and blood, of the military nature awarded veterans status. While of their employment in time of the Board is reportedly close to a war or national emergency. The ruling on the maritime unions American Merchant Marine has applications, no decision has yet always responded fully to national defense needs without been issued. The AFL-CIO's strong sup­ reservation." Favorable action on the port, however, may spur the application, Kirkland added, is Board on to early action. In his appeal for a favorable "an excellent opportunity for the ruling on the merchant marine Dept. of Defense to further applicafion Kirkland pointed out strengthen the close relationship that "the personnel who man our which must exist between our ships have built a history and Merchant Marine and our tradition of solid and self- Armed Forces." The application for veterans sacrificing support for the Armed Forces in the defense of our status presented to the Board country. Unique among all early this year was filed on behalf civilian industries," he said, of 250,000 merchant seamen, the "their support takes them directly largest non-combat group to into the hazards of combat serve during World War II. Three volumes worth of during war." In his strongly-worded testa­ documentation, representing ment to the wartime contribu­ months of in-depth work, made tions of the U.S. merchant up the application which was marine, Kirkland stated "the submitted under the provisions • the group applying received military training and acquired a military capability or the services perforpied by such group were critical to the success of a military mission; • the members of the group were subject to military justice, discipline and control; • the members of the group were permitted to resign; • the members of the group were susceptible to assignment for duty in a combat zone, and; • the members of the group had reasonable expectations that their service would be considered active military service. Help Your Brother Down the Road to Sobriety ••1 eeing a blind man Walk down a street makes the rest of us thankful for our sight. Perfect strangers, as well as friends, don't hesitate to offer a guiding arm to the blind because we all thjnk it must be a terrible thing to be unable to see where you're going. An alcoholic can't see where he's going either, only alcoholics don't have friends. Because a friend wouldn't let another man blindly travel a course that has to lead to the destruction of his health, his job and his family. And that's where an alcoholic is headed. Helping a fellow Seafarer who has a drinking problem is just as easy—and just as important—as steering a blind man across a street. All you have to do is take that Seafarer by the arm and guide him to the Union's Alcoholic Rehabilitation Center in Valley Lee, Md. Once he's there, an alcoholic SIU member will receive the care and counseling he needs. And hell get the support of brother SIU members who are fighting ijj the same tough battle he is back to a healthy, productive alcohol-free life. The road back to sobriety is a long one for an alcoholic. But because of ARC, an alcoholic SIU member doesn't have to travel the distance alone. And by guiding a brother Seafarer in the direction of the Rehab Center, youH be showing him that the first step back to recovery is only an arm's length away. S • -1] J -li I I : if ' Alcoholic Rehabilitation Center i I am interested in attending a six-week program at the Alcoholic Rehabilitation Center. I understand that all my medical arid counseling records will be kept strictly confidential, and that they will not be kept anywhere except at The Center. 1! • • Name .} I ook No Address (Street or RFD) -r '• of Title IV of the G.I. Improve­ ment Act of 1977. Title IV includes five criteria used as the basis for determin­ ing the eligibility of the group applying fpr veterans status. While the criteria are "advisory," the maritime unions' application answered each one of them, including: (State) (Zip) I I I I Ik Telephone No, .... Mail to: THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 A .-i. . I or call, 24 hours-a-day, (301) 994-0010 •V 36 / LOG / November 1980 i , aWMiL'' - 'X •• > \ . - �K v" '-•L-r,:;.y:;-, A ^Seniority' Anthony Sacco Seafarer Anthony "Tony" Sacco, 20, grad­ uated from^he HLS in 1978. Brother Sacco upgraded to AB there last year. He earned the CPR, lifeboat and firefighting endorsements. Born in Brooldyn, N.Y., he lives in St. Louis, Mo. and ships out of the port of New York. John Micklos Seafarer John Mitrklos graduated from the HLS in 1977. He upgraded to AB in 1979. Brother Micklos has the LNG, CPR, firefight­ ing and lifeboat tickets. He is a U.S. Army veteran. And he ships out of the ports of^ Baltimore and New York. Victor John DeGroot Seafarer Victor John DeGroot, 21, is a 1977 HLS grad­ uate. He upgraded to FOWT. Brother DeGroot earned his CPR, life­ boat and firefighting endorsements. DeGroot 1 lives in and ships out of the port of New York. G.S. Vanover Seafarer G.S. Vanover, 25, graduated from the HLS Entry Program in 1979. Brother Vanover upgraded to LNG AB in 1980. He holds the CPR, fireI fighting and lifeboat tickets. Born in Oregon, he lives in the state of Washington and ships out of ports on the West Coast. Jeffrey Yarmola Steven Wagner Samson Orlan Sandven Seafarer Jeff r e y "Jeff" Yarmola, 19, graduated from the HLS in 1978. mf-% Brother Yar­ mola upgraded to FOWT there in 1979, QMED in 1980 and earned his high school diploma also. He rode the LNG Aquarius and Leo (Energy Transport) on her maiden voyage. Yarmola also earned the CPR, firefighting and lifeboat tickets. Born in Brooklyn, N.Y., he resides in Chicago, III. and ships out of the port of New York. Seafarer Steven Wagner, 25, graduated from the HLS in 1978. Brother Wagner got his training and earned his high school diploma GED the same year. He sails as assistant cook since upgrading this year and as chief cook on the LNG Leo. Wagner also sailed on the maiden voyages of the LNG Gemini and Virgo (Energy Transport). A native of Louisville, Ky., he ships out of the ports of Baltimore and New York, Seafarer Sam­ son Orlan Sand­ ven, 26, grad­ uated from the Harry Lundeberg School Entry Trainee Program, Piney Point, Md. in 1977. Brother Sandven upgraded there to firemanwatertender. He holds the firefight­ ing, lifeboat and CPR tickets. His ambition is to be an engineer. Born in New Albany, Ind., he ships out of the port of New York. Edward James Dandy Stephen Gateau Seafarer Ed­ ward James Dandy, 25, is a 1977 HLS grad­ uate. ' Brother Dandy in 1979, upgraded to FOWT. Next I year he plans to I get his QMED rating. He earned the lifeboat, firefighting and CPR endorsements. And he also earned an associate, two-year degree in Liberal Arts from the State University of N.Y. Alfred, N.Y. Dandy lives in Ogdensburg, N.Y. and ships out of the port of New York. J. L. Dunn Seafarer J.L. Dunn, 30, is a 1971 graduate of the HLS, Brook­ lyn, N.Y. Brot h e r Dunn upgraded to AB in 1977. He has the CPR, fire­ fighting and lifeboat tickets. And he has sailed on the Vietnam Sealift. Dunn is also a U.S. Army veteran. A native of California, he lives in the state of Washington and ships out of West Coast ports. Albert Caulder Seafarer AlI bert Caulder, 32, is a 1967 HLS I graduate. He was among the 1 first group of trainees at Piney Point. Brother Caulder up­ graded to AB there in 1978. He has the CPR, firefighting, LNG and lifeboat endorsements. Caulder was in the U.S. Marine Corps 10 years with the Force Recon unit doing two tours of duty in Vietnam on the frontlines. He has already applied for the proposed 3rd Mate Course at the HLS. Seafarer Stephen Gateau, 21, is a 1978 HLS graduate. Brother Gateau upgraded to AB in 1979: He holds the life­ boat, firefight­ ing and CPR tickets. Gateau ships out of various ports. John Frederick Tubman S e a f a re r John Frederick Tubman, 52, sails in the deck department as an A B and bosun. Brother Tubman started sailing with the SIU in 1965 joining the Union in the port of Baltimore in 1969. He is a graduate of the HLS, San Francisco. Tubman was a f ormer member of the SU P for five .years. Born in Secretary, Md., he is a resident of Salisbury, Md. and ships out of the port of Baltimore. David Aaron Murray S e a Ta r e r David Aaron Murray grad­ uated from the HLS Trainee Program in 1975. He also got his GED degree. Brother Murray upgraded to AB in 1978. And he holds the firefighting, CPR and lifeboat endorsements. Born in Hartford, Conn., he resides in Bethesda, Md. and ships out of the port of New York. Howard 8. Francis Seafarer Ho­ ward Francis, 59, sails in the deck department as an AB Quar­ termaster. Bro­ ther Francis has been, an SIU member 13 years. He has the cardio-pulmonary resuscitation (CPR) firefighting and lifeboat endorsements. A U.S. Navy retiree, he operates his own fishing boat when not shipping out. Francis ships out of the port of Wilmington, Calif. Monthly Membership Meetings Port New York Philadelphia Baltimore Norfolk Jacksonville Algonac Houston New Orleans ........ Mobile San Francisco Wilmington Seattle Piney Point ,....v... San Juan Columbus Chicago Port Arthur St. Louis ; Cleveland Honolulu Date Dec. 8 .,.. Dec. 9 Dec. 10 Dec. II Dec. II Dec. 12 Dec. 15 Dec. 16 Dec. 17 Dec. 18 Dec. 22 Dec. 26..... Dec. 13 Dec. II Dec. 20 — Dec. 16 Dec. 16 Dec. 19 Dec. 18 Dec. II % Deep Sea Lakes, Inland Waters 2:30p.m 2:30p.m 2:30p.m 9:30a.m. ,2:00p.m 2:30p.m 2:30p.m 2:30p.m. 2:30p.m. '. 2:30p.m. 2:30p.m. 2:30p.m. 10:30a.m. 2:30p.m. .^.... — — 2:30p.m. 2:30p.m. — 2:30p.m. UIW 7:00p.m. 7:00p.m. TTOOp.m. 7:00p.m. — — 7:00p.m. 7:00 p.m. • :> 1:00p.m. November 1980 / LOG / 37 . . . J, ^ I • ./ . . 1 �•I . : r -•' -ST Notice To Mariners' Upgrading Class Schedules For Jan.-June Are Announced I :,•'"• ,.J i.' . Upgrading class schedules for the first six months of 1981 are announced by the Seafarers Harry Lundeberg School of Seamanship. To register for any of the following courses, use the Upgrading Application form which is published in this issue of THE LOG. January 1981 LNG: Jan. 5-Jan. 29. QMED: Jan. 15-April 9. FOWT: Jan. 29-Feb. 26. Marine Electronics: Jan. 5-Feb. 12. Diesel (unlicensed): Jan. 5-Jan. 29. Diesel (Licensed/T.I. Scholarship): Jan. 5-Feb. 28. Conveyorman: Jan. 5-Jan. 29. ^ Towhoat Operator (T.I. Scholarship): Jan. 5-Feb. 26. Able Seaman: Jah. 5-Jan. 29. Lifeboatman: Jan. 2-Jan. 15; Jan. 15-Jan. 29, Jan. 29-Feb. 12. Tankerman: Jan. ^-Jan. 15; Jan. 15-Jan. 29; Jan. 29-Feb. 12. I- .1 /-<1 , 'i ' -• :'-f February 1981 Pumproom Maintenance & Operation: Feb. 16-M^r. 26. Lifeboatman: Feb. 12-Feb. 26; Feb. 26-Mar. 12. Tankerman: Feb. 12-Feb. 26; Feb. 26-Mar. 12. •':.' i" r May 1981 QMED: May 7-July 30. FOWT: May 21-June 18. ' r Marine Electronics: May 25-July 2. Welding: May 25-June 18. Towhoat Operator: May 11-July 2. Celestial Navigation: May 25-June 25. Able Seaman: May 22-June J8. Lifeboatman: May 7-May 21; May 21-June 4. Tankerman: May 7rMay 21; May 2Mune 4. ' 'a .i' ^ ! June 1981 XNG: June 22-July 16. Refrigeration Systems, Maintenance & Operations: June 2-July 30: Diesel (unlicensed): June 22-July 16. Diesel (Licensed/T.I. Scholarship): June 22-Aug. 13. Pumproom Maintenance & Operation: June 8-July 16. Towhoat Operator (T.I. Scholarship): June 22-Aug. 6. Quartermaster: June 19-July 16 Lifeboatman: June 4-June 18; June i8-July 2. Tankerman: June 4-June 18; June 18-July 2. Courses may be added or cancelled, and dates may be changed, depending upon the particular needs of our membership and the special requirements of the industry. March 1981 •H.. \ .•^,' : .'y" •-• 'M |1-IM LNG: Mar. 2-Mar. 26. T FOWT: Mar. 26-April 23. 'I Marine Electrical Maintenance: Mar. 2-April 23. Refrigeration Systems, Maintenance & Operation: Mar. 2-April9. Diesel (unlicensed): Mar. 20-April 23. Diesel (Licensed/T.I. Scholarship): Mar, 20-May 21. Automation: Mar. 30-April 23. Welding: Mar. 2-Mar. 26. Towhoat Operator (T.I. Scholarship): Mar. 30-May 14. Celestial Navigation: Mar. 2-April 2. Pilot: Mar. 16-May 7. Quartermaster: Mar. 2-Mar. 26. Able Seaman: Mar. 27-April 23. Lifeboatman: Mar. 12-Mar. 26; Mar. 26-April 9. Tankerman: Mar. 12-Mar. 26; Mar. 26-April 9. A April 1981 LNG: April 27-May 21. Able Seaman: April 24-May 21. Lifeboatman: April 9-April 23; April 23-May 7. Tankerman: April 9-April 23; April 23-May 7. Columbia Paying Off in Baitimore J • -if' ..|i' V I I *»• ' : .•fe:-'." Baltimore Patrolman Al Raymond andSIU Rep Roland "Snake" Williams (seated I, to r.) service part of theStiip's Committee and a crewmember of theS7 Columbia (Ogden Marine) at a payoff there on Oct. 16. They are (I. to r.) Chief Steward John "Big Train" Hunt, secretary-reporter; Recertified Bosun Walter L. Compton. ship's Qhairman; OS Clay Brown, AB David Hartman, deck delegate and 37year SlU member and 3rd Cook Ray Lawrence, steward delegate. 38 / LOG / November 1980 ...AND MAKE MONEY. The cargo doesn't move without the skill and say-so of the Chief Pump­ man. He's top man. So he earns top dollar for his skills. Get those skills Get your Chief Pumpman endorsement Take the Pumproom Maintenance and Operations course at SHLSS. It starts Feb. 16 and continues through Mar. 26. To enroll, see your SlU Representative or contact SHLSS. :^''r ; , ,v. .if- •/-rr* •. -V"-/ L. �"•»«*cw-r •. • ' ^ Apply Now for an SHLSS Upgrading Course (Please Print) (Please Print) Seafarers Harry Lundeberg SchooLof Seamanship .•'J ' ' ' r \ Upgrading Application Name. \ ^ (Middle) (First) (Last) Address. Date 6f Birth J— Mo./Dav/Yoar •M (Street) Telephone (City) (State) / (Area Coda) (Zip Code) Lakes Member • Inland Waters Member Q Deep Sea Member • •4. . Seniority. Book Number Date Book Was Issued. Port Presently Registered In. Port Issued r v. - Endorsement(s) or License Now Held. Social Security #. .X. Piney Point Graduate: • Yes No • (if yes, fill in below) Entry Program: From. to. (dates attended) Endorsement(s) or License Received . to. Upgrading Program: From . (dates attended) Do you hold a letter of completion for Lifeboat: Yes Dates Available for Training No Q Firefighting: O Yes — No • CPR O Yes No Q — — I Am Interested in the Following Course(s). ENGINE STEWARD FWT • Oiler OMED - Any Rating Others. Marine Electrical Maintenance Pumproom Maintenance and Operation Automation (• Maintenanceof Shipboard Refrigeration Systems Diesel Engines Assistant Engineer (Uninspected Motor Vessel) • Chief Bigineer (Uninspected Motor Vessel) (• Assistant Cook Q Cook & Baker • Chief Cook Steward Q Towboat Inland Cook DECir • • • • • • • • (• • • • • Tankerman AB 12 Months AB UnlimitedAB Tugs & Tows ^^ AB Great Lakes Quartermaster Towboat Operator Western Rivers Towboat Operator Inland ^ Towboat Operator Not More than 2(X) Miles Towboat Operator (Over 200 Miles) Master • Mate Pilot Third Mate • • • 1^ Q Q ALL DEPARTMENTS • • • • • B •A -.'A '• —V' • , '^TU- " LNG LNG Safety Welding Lifeboatman Fire Fighting .St if ' RECORD OF EMPLOYMBJT TIME •—(Show only amount ne^ed to upgrade in rating noted above or attach letter of service. , whichever is applicable.) VESsa ••s., •^ RATING HELD DATE SHIPPED DATE OF DISCHARGE •Mm- SIGNATURE November 1980 / LOG / 39 �. inw^aar- -•*•» V *' "i*^'-i - Keep I'ClSJ ir_M-.- V i;%y '• ; ;i.f^ . • > 'c' "' ." • -v • l'l0'"''Vllil0 1^-:: us Anchored t'.; • •T-, JKIt; •.•'J u S-' I i; .: •V i' ;• m m'. 4#\. • • J. I. 4-H •f\ ma av,->' r;'-'--?S • .••3M � 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 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource November 1980 Description An account of the resource Headlines: TOO MUCH GOV'T HOLDS BACK MARITIME PROGRESS MTD PRESSING ACTION ON FISH BILL, FED AGENCIES USE OF U.S. FLAG SIU-BACKED BILL ENACTED TO IMPROVE TOWING SAFETY SS POET MISSING IN ATLANTIC WITH CREW OF 34 REAGAN, REPUBLICANS WINNERS IN ELECTION USC TO ESTABLISH PAUL HALL CHAIR IN MARINE TRANSPORTATION CARTER SIGNS BILL GIVING U.S. COAL SHIPS PREFERENCE TO UNLOAD REPUBLICANS GAIN CONTROL OF THE SENATE HOUSE OF REPRESENTATIVES WILL HAVE MANY NEW FACES AFL-CIO PRES. KIRKLAND 'READY TO COOPERATE' WITH NEW ADMINISTRATION INCREASED POLITICAL ACTION & IMPROVED SERVICES TO MEMBERS, PENSIONERS GOAL OF NEW SIU PROGRAM SIU WINS CASE VS. USCG ON YELLOWSTONE LOSS WHAT A CREW: SAVE BOAT PEOPLE, DELIVER BABY IT'S OFFICIAL: DECK DEPT.'S CAN CARRY TO% BLUE TICKETS N.Y. PORT COUNCIL INSTITUTES PAUL HALL MEMORIAL AWARD: SEA-LAND'S HITLZHEIMER 1ST RECIPIENT SIU WINS 50% SPR CARGO GUARANTEE FOR U.S. SHIPS FORGOTTEN BY HISTORY, BUTTON GWINNETT LIVES AGAIN MCCARTNEY BLASTS FEDS FOR SKIRTING U.S. FLAG SHIPS RETIREE, 92, PATRIARCH OF PROUD SIU FAMILY T.I. WANTS PROPOSED AIR QUALITY REGS RE-EVALUATED SIU COULD BE CREWING 6 MORE BRAND NEW LNGS BY 1985 SIU CREWS NEW SEA-LAND D-9, INDEPENDENCE G&H PUTS 7TH BRAND NEW TUG INTO SERVICE: MORE JOBS FOR BOATMEN SIU WILL CONTINUE TO FILL LEADERSHIP ROLE 10 SIU BOATS ESCORT SARATOGA ON DATE FOR OVERHAUL ACADEMIC STAFF IS DEVELOPING AN INDEPENDENT STUDY PROGRAM TOWBOAT SCHOLARSHIP PROGRAM WILL HELP YOU GET AHEAD SHLSS OFFERS CAREER OPPORTUNITIES IN MARITIME FOOD SERVICE DEPARTMENT CLOTHING WORKERS WIN 17-YEAR STEVENS BATTLE IF U.S. SENDS OIL TO ISRAEL, U.S. FLAG WILL CARRY PERCENTAGE SENATE CONSERVATIVES TO JOBLESS: 'EAT CAKE' U.S.-CHINA INK 4 YEAR GRAIN DEAL SEAFARER SAYS GETTING H.S. DIPLOMA WAS A WIZ TUG MCGRAW SAILS IN WORLD CHAMP PHILLY HARBOR AFL-CIO BACKS VA BENEFITS FOR SEAMEN ISSUE Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 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 11/1/1980 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. 42, No. 11 1980 Periodicals Seafarers Log http://www.seafarerslog.org/archives/files/original/106ac08aa50311ec5977cbbbd495ba53.PDF 867ff2cb5ca9d3b2740a032994c5a7b0 PDF Text Text '^SLL i :ih .-, V; I ' ' t.." �• «. • Ralph Quinnonez.One of the Best, Dies at 63 Ralph Quinnonez, Atlantic Coast and Gulf Director of the SIUNA affiliated United Indus­ trial Workers, whose career in the labor movement was as farreaching as it was productive, died suddenly, Dec. 4. He had been a mainstay of the New York political scene, as well as one of the highest ranking native born Puerto Ricans ip organized labor. He was 63 years old. As a young man, Quinnonez had worked on the docks, where he earned a reputation for being tough yet honest. When he joined the UIW in the early fifties', he played an instrumental role in the turbulent waterfront beefs. Before joining the UIW (then called the MA WD), he had been active in the Teamsters Union, where he made personal contacts that proved to be indispensable to the political growth of both the UIW and its parent organization, the SIUNA. He had a reputation for being a top-flight organizer. He brought that skill to many important . campaigns, from the bloody Roter-Broil organizing drive that helped establish the UIW as a potent force in the industrial worker field, to the Chicago Taxi Beef, where he served as the late Paul HalPs right hand man. He spent much of his time in recent years directing the UIW's organizing drive in the Virgin Islands. Since 1976, he helped to sign up nearly 4,000 workers there, half of them in the public sector. The UIW had represented the 3,000 workers at the Seatrain Shipyard in Brooklyn until it was forced to close down last year because of the chronic economic problems facing the U.S. shipbuilding industry. At the time of his death, Quinnonez had been working with representa­ tives from the government and private sector to help devise a The late Ralph Quinnonez. One of Top Officers of SlU-Affiliated UIW The late Ralph Quinnonez (right) was a delegate to the 1980 National Democratic Convention last summer. With Brother. Quinnonez on the Convention floor when this photo was taken were, from the left: Bill Dobbins. UfW Columbus. Qhio: Frank Pecquex, SlU legislative representative, and Felix Francis, UIW Virgin Islands Area Director. plan that would enable the Brooklyn y^d to re-open. He was instrumental in protecting the welfare of those workers who lost their jobs when the yard closed. Largely through his efforts, the workers were granted Trade Adjustment Assistance from the Federal government, which ^ meant that tliey could receive 75% of their base wages for one year, as well as supplemental funds to learn new skills. Dem Convention Delegate Quinnonez was very active in both local and national politics. He was elected delegate to the National Democratic Conven­ tion in 1976, and again in 1980. He was a close personal and political friend of Governor Hugh Carey of New York and a key figure in the Labor for Carey Committees. His political acumen was legendary. Associates like to . recount the time he helped save a local Congressman from all but certain defeat by casually walking into his headquarters on the day of the election and telling him where to direct his last ditch campaign efforts. He had an amazing gift for personal intimacy. He was probably the best liked labor official in the state of New York. nasi. Published monthly. Second cLs Associates were stunned by the news of his unexpected death. He was one of the.more colorful members of a If ew York political scene, not known for its staidness. He had a compelling publfc^ image. Huge and irrepressibly funny, he was always the center of any public gathering. People naturally gravitated to wherever he was. His co-workers found him warm and concerned. They remember his almost tireless dedication to his union member­ ship. Every person associated with the UIW could recount countless examples of Ralph Quinnonez's good deeds. few, if any, black dock workers; a force in the. New York political scene when there was just a handful of black and Puerto Rican politicians. He possessed an amazing breadth of knowledge. He could recite the most obscure OS HA regulation as if it were one of the ten commandments. He was fluent in at least four languages: Spanish, English, Italian and Yiddish. He was perhaps the top labor negotiator in the industrial workers field. He was well known through­ out the labor movement. He cut across all sorts of lines: racial religious, linguistic. He was an active member of the Latin American Labor Council. Just before his death he was named as a Vice President of the New Jersey State Federation of the AFL-CIO. He became a minor celebrity of sorts during the 1976 Democratic Convention when Daily News Columnist Jimmy Breslin wrote a story about him that emphasized his weight. In typical Ralph Quinnonez fashion, he laughed He often said that he was from and said, "I don't remember "the Old School." His family Breslin as being a lightweight." came before anything else, and His good natured personality then his union. He was a devoted often obscured his fierce deter­ protege of the late Paul Hall, who mination and complexity. for many years was President of He achieved success at a time the Seafarers International when it was unfashionable to be Union. black, let alone Pu^Rican. He He is survived by his wife of 31 was a sergeant in the Army when years, the former Mary Harris; blacks were routinely denied sons Ralph, Jr. and Paul; advancement; a leader among daughters Cynthia and Linda; a dock workers when there were brother and three sisters. No^la"'DeceSl^r 1& OistricA. AFL-CIO, 675 Fourth Ave., Brooklyn, N.V , 1I i , r ' ^-HI .f. I I tr 'iT|-|-'-r.'|-iTi"ri^|-|-ii|-i <iijp-ff >T.riirii-*yiiiii>ini >'i \T\, ' i t''" �Ground Is Broken for New SiU Hail in Mobile President Drozak on Hand for Occasion A new SIU union hall for the port of Mo­ bile, something which has been on the drawing boards for quite sometime, is about to become a reality. The site for the new Mobile facility was picked out a few months ago and work on the building is set to begin at anytime. The new Mobile Hall is an important part of the SlU's overall program of improving and expanding Union services and facilities for SIU mem­ bers. SIU President Frank Drozak got the ball rolling as he turned over the first shovel of soil at the groundbreaking ceremony held on November 12. Drozak told the crowd, With shovel in hand, SIU President Frank Drozak. left, does the honors of turning oyer the first ground at the site which will soon which included numerous SIU be the brand new SIU Union hall in the port of Mobile. Drozak is joined in thp groundbreaking ceremony by Mobile City. members and top city Commissioners Gary Guarino and Lambert Mims. After the groundbi^eaking tendance. The festivities were officials, on hand for the for many years to come." Work on the hall is expected ceremonies SIU Mobile Port replete with shrimp and ceremony that "the SIU and Mobile .have come a long way to be completed by midv1981. Agent Tom Glidewell hosted a oysters fresh from the together," and that "the bond The building will also house fine reception for union surrounding waters, not to this new union hall represents officers of the Greater Mobile members and Mobile County mention a little grog. A officials who were in at­ splendid time was had by all! will cement our relationship Area Maritime Port Council. It's lust some arass and a bunch of trees right now. but by the middle of 1981. the new SIU hall for Mobile will grandly fill this space. -;y- After the groundbreaking, the SIU held a reception for members and their families. A good time was had by all. Just ask. from the left: Mrs. Choysie Edmonds. Frank E Edmonds and Tom Clay., Here's a photo showing the crowd of SI U.members. SIU families and well wishers who turned out for the new Mobile hall groundbreaking ceremony . December 1980 / LOG / 3 y• . • -- AJ �Coast Guard Ends Search for Poet Ship and Crew of 34 Vanish in the Atlantic: Board of Investigation Underway • i PHILADELPHIA, PA.—The answer to why the 11,421 dwt SIU bulk-carrier SS Poet (Hawaiian Eugenia) disappeared without a trace, after last being heard from on Oct. 24, remains a puzzling riddle. On Nov. 17, the U.S. Coast Guard "regretfully" ended its futile air and sea search and rescue operations for the missing 522-foot bulker with her crew of 34 (24 Seafarers) after 10 fruitless days. A dozen Coast Guard, U.S. Navy, Air Force and Canadian Argus jets flew more than 70 sorties scouring 300,000 square miles of the Atlantic with modern locater devices. Taking off from bases in the U.S., Bermuda and the Azores, the search planes spotted not a "coffee can nor oil slick nor life jacket" from the disappeared 36-year-old cargo vessel. Some planes, a week after • ' -I the search began, found 4 to 5 miles of visibility as they ranged 1,000 miles east of Delaware Bay. Other jets from the Azores scanned the 9,000 hp ship's 3,200 nautical mile-course to midocean crisscrossing the Atlantic and the Straits of Gibraltar. U.S. planes from Rota, Spain also scoured the sea lanes near the Straits. On Nov. 8, the Coast Guard started the massive search. On Nov. 3, the SS Poet's owners who had waited nine days, reported the steamship overdue to the Coast Guard! All together, the shiphad been incommunicado for 14 days before the search started. The Poet left Philadelphia early on a clear night on Oct. 24 last radioing the same day off Cap.e Henlopen, Del. She carried a cargo of 13,500 long tons of kernel bulk corn due in Port Said, Egypt on Nov. 9. Commanding was Capt. Leroy A. Warren, 57, of Bel Air, Md. who sailed the Poet for the last year on nine consecutive voyages, next to the last one to Egypt and back, with the same deck officers as on the final trip. The Coast Guard speculates that the Poet on Oct. 25 or 26 heading on a 36 degrees North latitude course ran into a big, freak storm with 70 mph winds and 20-foot waves plus heavy rain and maybe became disabled, drifted off course and perhaps foundered. The gale drove one Panamanian ship onto the beach and demolished homes on the New Jersey shore. The Poet carried two lifeboats for 40 persons each, a poppingfree, inflatable liferaft with lifejackets and 18 ring buoys. She also had LORAN (Long Range Aids to Navigation) and, if the ship went down, a float-free longrange radio transmitter activated by salt water which Inquest On Poet Disappearance Continues . A Philadelphia, Pa.—A Board of Inquiry into the circumstances surrounding the disappearance of the SS Poet began here on Nov. 19. The Board is headed by Capt. Herbert G. Lyons, chief of the Marine Safety Division, Seattle. For the first time, the U.S. Coast Guard (CG) let lawyers representing the Unions of the missing men examine and crossexamine witnesses. Previously, union counselors were allowed only to present Findings Expected in February questions to the examining officers who decided whether they should be asked and ans­ wered. The board's findings are due around the end of February, when the Poet's sistership, the SS Penny will be inspected about Jan. 25, 1981 when she returns to the U.S. The court feels that the Penny inspection "...will help ascertain what corrective mea­ sures are necessay to preclude the repetition of a similar tragedy should the ship be considered lost." Opening before a packed. Custom House hearing room filled with nearly 100 relatives of the missing seamen, the 4 / LOG / December 1980 inquiry focused on the sea worth­ iness of the Poet and possible negligence in the operation of the vessel. It also focused on the corn and the start of search and rescue efforts. On the board of inquiry are: Cmd. Warren D. Snider, chief inspector, Seattle; Lt. William J. Morani Jr.^ port operations. Providence, R.I. and the Na­ tional Transportation Safety Board's J. Johnson. Taking the witness stand on the first day, downriver Pilot Gary G. Harper, on the Delaware since 1962, exclaimed that the' Poet was "2 feet down at the head" from the stern when he took her to Delaware Bay. He added that the master said he "would correct it" presumably by moving fuel and water to ballast the stern. The next day, SIU Attorney Arthur A. Abarbanel, with N.Y. Port Agent Jack Caffey along­ side elicited from the president of the National Cargo Bureau (which supervised the loading of the corn on Oct. 20) that the cargo was properly and fully loaded with no "voids" in Nos. 1, 2 and 3 holds forward and amidships. Also that No. 4 hold in the stern remained empty because its hatch cover could not be opened. This caused the Poet to be down at the bow. Further crossexaminations by the board, ship owner's laywer, Raymond T, Letulle and ques­ tions posed by relatives to the cargo loader brought out that they thought a ship so fully packed would prevent cargo shifting to affect the vessel's stability. A 12 degree list is the maximum, one testified. They also discounted a spontaneous combustion fire, and water get­ ting into the hold. Following on Friday, Nov. 21, MEBA Attorney Marvin Barish quizzed Chief Surveyor Ronald J. Sullivan, who backed the testimony of his crew, on "hog­ ging" and "sagging"!This is when waves lift a ship amidship and at the bow and stern. Later, Tug Docking Capt. Virgil Quillen at the Tidewater Grain Elevator, South Philadel­ phia, testified that he noticed that the Poet's bow rode low. He said he told the captain and some of the crew. Reconvening on Saturday, Nov. 22, the board called the owner's Philadelphia agent, Joseph Serverson who said that "routine repairs were made to the Poet's boiler room and radio and a mobile crane taken off." The 32-year-od SS Flora of the Poet's fleet had boiler.trouble on Nov. 16 and had to be towed to Continued on Page 12 could broadcast distress signals for two to 10 days. The Poet was the first U.S. freighter to disappear since 1963 when the SS Marine Sulphur Queen sunk with a crew of 39 off Key West, Fla. In 1973, the U.S. SS Silver Dove sank in the Northern Pacific when a sugar cargo shifted. The crew survived. In December 1978, the West German 45,284 dwt SS Muenchen. a LASH ship, got off an SOS but vanished without a trace 500 miles off the Azores. The ship's owner says he suspected the Poet had radio trouble and would have called via telephone from the Azores. The Coast Guard said they get reports of many ships overdue or in distress, so when a ship is reported missing they "just don't jump into a helicopter and go look." They do a series of radio communications checks (like AMVER—American Vessel Emergency Rescue System) to see who heard from the ship last. This they did from Nov. 3 to 7 without luck. That's when they got worried. On Nov. 19, a Coast Guard Board of Inquiry in Philadelphia began a probe into what happened. It was still going strong in mid-December. Calvin Bethard Roland Courter Eddie Sylvester Claude Berry Edward Bradley Earl Whatley Abraham Murlllo Waller Mitchell �24 Seafarers Among the Crew of flte Lost Poet PHILADELPHIA, PA.—The fol­ lowing is a list of the Seafarers reported missing at sea aboard the disappeared SS Poet (Hawaiian Eugenia) which left this port on Oct. 24. 1980. Frank Holland Thaddeus Simmons Aired Schmidt Carl Jackson Edward Adams Mosel Myers George Ward Tracy Walker Noel McLaughlin Shawn Gooden Stephen Conners Jerry Batchler Hans Peter Zukier Otis Hunter The Log regrets that the pho­ tos of two of the Poet crew were unavailable. AB Goff, Carl L., 53, of Warren, R. I. BrotherGoff joined the SIU in the port of Boston in 1973. He was born in the United States. Surviving is his wife, Hilda. Bosun Adams, Edward Dempsey, "Rocky", 43, of SlideM, La. Brother Adams joined the SIU in the port of New York in 1961 sailing 24 years. He also sailed as a crewboat captain from 1956 to1961 and was a rigger in the Boilermakers Union. Seafarer Adams was a veteran of the U.S. Coast Guard from 1954 to 1956. He was born in New Orleans. Surviving is his mother, Mrs. Katherine Francis of Slidell. OS Schmidt, Alfred E. Jr., 23, of Elkins Park, Pa. Brother Schmidt joined the SIU after graduation from the HLS in 1979. He was a former mernber of the IBU and the Steelworkers Union. Seafarer Schmidt was a music fan. He was born in Philadelphia. Surviving are his parents, Mr. and Mrs. Alfred E., Sr. and Barbara Schmidt of Elkins Park and his brother. Seafarer John Egan. Deck / Engine Utility Holland, Frank Eugene, 58, of Baltimore. Brother Holland joined the SIU in 1941 in the port of San Francisco sailing 41 years. He was also a baker. Seafarer Holland was born in Balti­ more. Surviving are his wife, Eva; his mother, Mrs. Josephine F. Davis of Baltimore and a sister, Mrs. Cath­ erine Balcerowicz, also of Baltimore. OS Bradley, Edward Eugene, 24, of Norristown, Pa. Brother Bradley joined the SIU following graduation from the HLS in 1979. He sailed in 1978, too. Seafarer Bradley attended Slippery Rock (Pa.) State College for a year. He was born in Norris­ town. Surviving are his parents, Mr. and Mrs. Stephen and Anne Bradley of Wyndmoor, J=>a.: a brother. Sea­ farer Robert Bradley and an uncle, Frank Bradley of Philadelphia. AB Courier, Roland Herbert"Sklpper" 39, of Fort Pierce, Fla. Brother Courter joined the SIU in the port of Tampa in 1979. He sailed inland on the Great Lakes from 1977 to 1978 for the Erie Sand Co. and the American Steamship Co. Seafarer Courter wias a veteran of the U.S. Navy from 1957 to 1966. He was born in Camden, N. J. Surviving are his parents, Mr. and Mrs. Herbert S. Courter of Port Charlotte, Fla. AB Zukier, Hans Peter, 32, of Philadelphia. Brother Zukier joined the SIU following his graduation from the Harry Lundeberg School of Seamanship (HLSS) Piney Point, Md. in 1968. He was born in Nortorf, Holstein, West Germany and was a naturalized U.S. citizen. Surviving are his father, Wojciech and mother, Mrs. James Liselotte Fredette, both of Philadelphia. AB Myers, Mosel, 28, of Philadel­ phia. Brother Myers joined the SIU after his graduation from the HLSS in 1969. He attended a Piney Point Crews Conference in 1970. Seafarer Myers was born in Philadelphia. Surviving are his wife, Francine; a daughter, Terase and his mother, Martha of Philadelphia. AB Gooden, Shawn T., 26, of Hempstead, L. I., N. Y. Brother Gooden joined the SIU in the port of New York in 1980. He sailed aboard the SS Mayaguez (Puerto Rico Marine) from 1979 to 1980. Seafarer Gooden was a veteran of the U.S. Coast Guard from 1971 to 1976. He was born in Manhattan, New York City. Surviving are his wife, Carol and his father, the Rev. T. T. Gooden of West Hempstead, L. I., N. Y. W iper Simmons, Thadeus Marten, 22. of New Orleans. Brother Sim­ mons joined the SIU following his graduation from Piney Point in 1978. He was born in New Orleans. Surviving is his wife, Wanda. OS Connors, Stephen James, 23, of Somerdale, N. J. Brother Connors joined the SIU after his graduation from Piney Point in 1978. He shipped out of the port of New York. Seafarer Connors was a former member of the United Brotherhood of Carpen­ ters. He was born in Philadelphia and had lived in Brooklyn, N. Y. Surviving are his wife, Cynthia and a sister, Mrs. Bernice L. Guggino of Cherry Hill, N. J. Chief Steward Sylvester, Eddie, 53, of Whistler, Ala. Brother Sylves­ ter joined the SIU in the port of Baltimore in 1956. He graduated from the Union's Stewards Recertification Program in 1977. Seafarer Sylvester was a veteran of the U.S. Navy in World War II. He was born in Mobile. Surviving are his widow. Marietta and seven offspring. Chief Cook Jackson. Carl, 53, of Philadelphia. Brother Jackson joined the SIU in the port of Phila­ delphia in 1966. He was a veteran of the U.S. Navy during and after World War II. Seafarer Jackson was born in Virginia. Surviving are his wife, Elizabeth and his mother, Nancy of Philadelphia. Cook and Baker McLaughlin, Noel William, 55, of Coden, Ala. Brother McLaughlin joined the SIU in 1944 in the port of Mobile. He was born in Mobile. Seafarer McLaughlin is survived by his wife, Mary and his mother. Louise of Mobile. Oiler Hunter, Otis Raymond, 29, of Dallas, Tex. Brother Hunter joined the SIU after his graduation from the HLS Veterans Program in 1978. He was a veteran of the U.S. Navy during the Vietnam War. Seafarer Hunter was born in Dallas. Surviving are his widow. Faye and his father, Eddie of Dallas. Steward Utility and 2nd Cook Whatley, Earl K., 48, of Crichton Station, Ala. Brother Whatley joined the SIU in the port of Mobile in 1952. He also rode the Delta Line and sailed during the Vietnam War. Seafarer Whatley was born in Mobile. Surviving are his parents, Mr. and Mrs. Russell apd Mary Ella Whatley of Mobile. Messman and 3rd Cook Batchler, Jerry Jr., 19, of Philadelphia. Brother Batchler joined the SIU in 1980 after his graduation from the HLS. He was born in Philadelphia. Surviving are his parents, Mr. and Mrs. Jerry Sr. and Uris Jill Batchler of Philadel­ phia: a brother Jeffrey; a sister, Kim and a grandmother, Mrs. Otis Austin of Philadelphia. Messman Walker, Tracy Reed, 23, of New Orleans. Brother Walker joined the SIU in 1980 following his graduation frorh Piney Point. He had sailed on the S/L Port in 1979 from the port of Philadelphia. Seafarer Walker was born in Louisiana. Surviving are his mother, Louise of New Orleans and an uncle, Joseph Walker of Harvey, La. FOWT Bethard, Calvin Elmo, 54. of Gretna, La. Brother Bethard joined the SIU in the port of New Orleans in 1964. He was a veteran of the U.S. Navy Seabees in World War II. Seafarer Bethard was also a boilermaker and mechanic. And he was born in Baca County, Colo. Surviv­ ing is a brother, Orville of Orange, Villa Park, Calif. FOWT Murlllo, Abratiam Gomez, 54, of Cortez, Honduras, Central America. Brother Murillo joined the SIU in the port of New York in 1967. He also sailed during the Vietnam War. And he was a carpenter.Sea-farer Murillo was born in Hon­ duras. Surviving is his wife, Elsa. FOWT Ward, George Evander Jr., 45, of Mobile. Brother Ward joined the SIU in the port of Mobile in 1960. He was born in Mobile. Surviving are his parents, Mr. and Mrs. George and Etta Mae Ward Sr. of Mobile. Oiler Mitctiell, Walter Marten, 60, of Baltimore. Brother Mitchell joined the SIU in 1943 in the port of Baltimore. He was born in Baltimore. Surviving are his mother, Mrs. Tillie Leary of Baltimore and a brother, John of Parkville, Md. Oiler Berry, Claude Douglas, 53, of Citronelle, Ala. Brother Berry joined the SIU in 1945 in the port of Baltimore. He started sailing in 1943 in World War II and was an engine delegate on the SS Poet. Seafarer Berry was also a veteran of the U.S. Navy in World War 11. He was born in Fruitdale, Ala. Surviving are his widow, Susie; a daughter, Mary and his mother, Mrs. Bonnie Bell.Weber of Lucedale, Miss. AB Sallee, Rickey Alan, 31. of Philadelphia. Brother Sallee joir)ed the SIU in the port of Philadelphia in 1980. Surviving is his wife, Dolores. December 1980 LOG 5 ^ j. • r i �U.S. Maritime Hindered By Too Much Gov't The ability of the maritime industry and other American businesses to compete in foreign and domestic markets is being endangered by the failure of the United States government to put its house in order. On the one hand, the maritime industry and other American businesses are being plagued by an overwhelming maze of gov­ ernmental red-tape. yetwhenthe United States government can make a positive contribution to the development of one of its domestic industries, it more often than not does nothing. Take the maritime industry. It is regulated by more than eighty different-federal agencies and other entities. With such loving attention, then surely things must be looking up. Recovery should be just around the corner. No dice! The American flag merchant marine continues its decline, even as the United States government fails to take advan­ tage of promising developments that could help bring about its revival. For example: it is not uncom­ mon for dredging projects to be delayed two years or more while several different governmental agencies review the same applica­ tion. The cost of these unneces­ sary delays have been known to top $20 million. Yet these dredging projects are vitally important. Few, if any, U.S. ports are deep enough to handle the larger and more economical "superbulkers" that have been built to carry coal. Without some stimulus to the dredging industry, the American coal export industry will remain a dream. Most experts agree that the modernization of existing port facilities is something that should be the primary responsibilities of the Federal government, like the creation of the highway trans­ portation system was more than 20 years ago. At the very least, however, these experts would like to see the federal government stop hindering the development of an important new industry by needless overregulation. Studies carried out by reputed authorities, such as the Trans­ portation Institute, a non-profit organization aimed at promoting maritime research and develop­ ment, stress the connection between the renewal of the coal export trade and the revitalization of the American flag. Yet there is little evidence that the United States government is thinking along these lines. It is even a chore to get the most rudimentary programs passed. Year after year, there is some serious challenge to the con­ tinuation the construction and operating subsidy programs. Yet these two programs are the two most effective maritime pro­ grams that exist. Without them, there would be no domestic shipbuilding industry, nor would there be any American flag merchant marine. EXECUTIVE BRANCH AGENCIES DEALING WITH MARITIME RELATED AFFAIRS Following Is a list of the government departments, agencies, offices and other bureaucratic entities which in some way have an effect on the maritime industry and the jobs and job sefcurity of America's maritime workers. As you can see by this iist, which numbers over 80 such entities, the U.S. maritime industry is the most reguiated industry by far in this country. The SiU's position is that the buik of reguiatory and other maritime business having to do with the government shouid be bandied by one department. it wouid cut down on the cost of government, it wouid hait unnecessary deiays in getting important maritime programs off the ground. And it wouid, in genera/ heip, rather than hinder, the growth of America's maritime industry. Executive Office of the President Domestic Affairs and Policy Office of Management and Budget National Security Council Council of Economic Advisors Council on Environmental Quality Council on Wage and Price Stability Office of the U.S. Trade Representative : '\ Interior Dept. Commodity Credit Corporation Commodity Program and International Affairs Farmers Home Administration Federal Grain Inspection Service Office of the General Sales Manager International Trade Policy Office of Transportation Commerce Dept. Economic Development Administration International Trade Administration : Maritime Administration National Bureau of Standards National Oceanic and Atmospheric Adminstration Defense Dept. Logistics, Manpower and Reserve Affairs Law of the Sea (Joint Chiefs of Staff) Joint Transporation Board (Joint Chiefs of Staff) • • •' • , . I -' Energy Dept. Coal Technology Gas, Shale and Oil Technology Leasing Liaison Committee Strategic Petroleum Reserve Office of Energy Contingency Planning (Economic Regulatory Administration) Oil Pipeline Board (Federal Energy Regulatory Commission) Health and Human Services Public Health Service Agriculture Dept. LOG / December 1980 Navy Dept. Naval Operations Military Sealift Command > Cabinet-Levei Departments 6 Army Dept. Corps of Engineers Military Traffic Management Command • ' • • •' Land and Water Resources Energy and Minerals Offshore Minerals Regulation > ; Office of Marine Geology -Water Resources Division > Bureau of Mines ' U.S. Fish and Wildlife Service Bureau of Land Management Office of Outer Continental Shelf Program Coordination Geological Survey Office of Water Research and Technology Water and Power Resources Service Justice Dept. Anti-trust Division Torts Branch (admiralty and shipping) of Civil Division Land and Natural Resources Division Labor Dept. Occupational Safety and Health Administration Employment Standards Administration Continued on Page 27 �• •5fi Laud Crew for Saving Great Land From Fire ;iWi wi Y ov need C02 and water to put out any fire. But just as important, when a fire starts aboard ship you need quick decisive action from a crew trained in fireflghting. That's exactly the response which met the cry. "Fire in the hold" which was sounded on Oct. 30 aboard the SlU-contracted SS Great Land (Totem Ocean Trailer Express), enroute to Anchorage, Alaska. According to the company's. Marine Manager Richard Grif­ fith, fire began inside one of the KFF (Keep From Freezing) trailers aboard the Ro/Rp vessel.' The trailer contained alcohol, ether and other flamniable hospital supplies. Heaters are kept in the cargo holds, to keep the KFF trailers at the proper temperature. The fire began "when the substance in the trailer mixed with oxygen. A spark from a heater ignited it," Griffith said. Since the fire. Totem Ocean has decided to discontinue the use of plug-in heaters for KFF containers. Eye Witness Account But it was the "quick response and well-executed firefighting abilities" of the Great Land's crew and officers which "saved the vessel from experiencing greater damage and possible total loss," said Griffith and company President Robert B. McMillen in a message to Great Land Capt. Charles Walther. "The fact that all of this was accomplished without one injury to personnel," the message added, "is a credit to the seamanship of all involved. We take our hats off to you and the men for a job well done." The Log learned the details of the recent firefighting operation aboard the. Great Land from Seafarer John A. Sullivan, Jr., engine delegate. Following is Brother Sullivan's account: "The routine on the SS Great Land was shattered last trip by the dreaded cry all mariners fear most—"fire in the hold." As the cry of fire went through the sleeping quarters, the general alarm sounded and the crew knew this was no fire drill. "As the crew rushed On-deck, the first assistant engineer hurried to the engineroom to get the fire pumps going. The Chief Engineer rushed to the C02 room and got the sprinkler system going in the forward holds. "Bosun Perry Keliikoa and Chief Mate Ed Johnson directed the crew in gathering all fire hoses. Three and four lengths of hose had to be,connected to reach the fire. "As Chief Steward Alva McCullum and Salem Nasser opened the fire station valves, streams of water were directed onto the flames. Capt. Walther turned the ship so a cross ventilation could blow the smoke away. The flames leaped higher. The deck plating turned cherry red and streams of water had to be played on the plates to cool them down. The Export Council is an impor­ tant advisory committee formed to study export trends and to recom­ mend to the President changes in the export policies of the United States. Named along with Drozak to the Export Council are: Stephen P. Yokich, of Detroit, vice president of the United Auto Workers and a member of the UAW International Skilled Trades Advisory Commit­ tee; and Thomas F. Barnum, of Lake Forest, III., president and chief executive officer of Consolidated Foods—Frozen Foods Group, and senior vice president of Consoli­ dated Foods. • h'f- -J" -" -'V-T I V • If you can find out and fix it, you've got great job security and good pay. So take the Marine Electrical Maintenance Course. it starts March 2 and continues through April 23. Fill out the application in this issue of the Log or contact the Seafarers Harry Lundeberg School of Seamanship to enroll. 'TOTAL REGISTERED All Groups Class A Class B Class C 38 14 2 TOTAL SHIPPED All Groups Class A Class 8 Class C "REGISTERED ON BEACH All Groups Class A Class B Class C Algonac(Hdqs,). 18 9 0 69 61 0 54 0 37 1 21 11 21 4 8 4 2 0 34 98 33 Totals All Departments 89 114 13 133 119 1 *'Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the BeaCh" means the total number of men registered at the port at the end of last month. 133 144 50 ENGINE DEPARTMENT 40 29 . STEWARD DEPARTMENT 4 '8 1 24 29 ENTRY DEPARTMENT 29 83 10 0 •/i-j .-i-" h • -r" • , DECK DEPARTMENT Algonac (Hdqs.) " •. What's Wrong? Algonac (Hdqs.), Algonac (Hdqs.). A v-.,v H. isNldK iHNri fir Ertii MB OCT. 1-31,1980 • t 1: "The Chief Electrician Steven Senteny and QMED Larry Hines started down the smokefilled ramp with the first hoses. OS Ahmed Baabad and Ms. Rosenda Arrendondo, also OS, along with C-hris Fields, messman, picked up the second hoses and followed the electrician and QMED down the ramp. Drozak Named to President's Export Council SIU President Frank Drozak and two other top level execs were named recently to the President's Export Council by Pres. Jimmy Carter. "The independent pilot, Andy burning and in danger of ex­ Warden, looked like something ploding at any second. Still the from outer space, with his bald crew of firefighters moved in head and walrus-type mustache closer to the burning trailer. and with the breathing apparatus "Finally, extinguishing the strapped on, ready to rescue any­ flames, the bosun and mate gave one overcome by smoke. the word to take a break. As the "Little did the crew at the crew climbed out of the smokebottom of the ramp know, but filled ramp, fire broke out again. the rest of the crew, led by The smoldering tires of the oldtimers ABs Ed Parsely, Virgil trailers had burst into flames. Dowd and Sam McKnight were Again the weary crew dashed fighting a fire, above their heads. down the ramp and took up the "The fire had gotten so hot that fight. After a couple of hours the the paint and tires on the vans fire wasjfinally put out for good. topside had started to burn. "The vesspl resumed its course Electric sparks from burntTOUt to Anchorage. A well-liked and overhead wiring were flashing all respected Captain Walther sent over the place. Broken bottles of down the greatest compliment a hospital supplies made footing mariner can hear: "Well done slippery and dangerous. And 55 men, well done.' The ship and its gallon drums of alcohol (two of cargo were safe." which had already exploded, John A. Sullivan, Jr.—S-392 blowing the trailer apart) were SS Great Land 0 '-r December 1980 / LOG / 7 �v-J SlU Crew Praised for Role in NATO Exercises But U.S. Flag Must Be Built Up as Military Auxiliary A n SlU-contracted ship won high praise from her cap­ tain and the U.S. Maritime Ad­ ministration (MARAD) for her recent role in NATO exercises. The ship, the SS Washington (Hudson Waterways), was re­ activated during the summer by MARAD. Formerly the Seatrain Washington, the converted Ro/Ro had been in the National Defense Reserve fleet. She was broken out in order to participate in military exercises in support of U.S. armed forces in northern Europe, including a NATO convoy operation called Reforger '80. (Reforger is short for Return of Forces to Ger­ many). As part of her work the Washington offloaded 330 vehicles in the Netherlands. In a telegram to SIU President Frank Drozak, MARAD Ad­ ministrator Samuel Nemirow complimented the performance of the crew. "The successful voyages of the SS Washington ..." said Nemirow, "demonstrates the readiness and the capability of the U.S. flag merchant marine to support Department of Defense requirements." In a letter to the Masters, Mates and Pilots (MM&P) Union, the captain of the ship said that the ""SS Washington was the only American ship • participating in the Teamwork 80 exercise. All other ships came from other NATO countries." Capt. E. J. Melis went on to say, "I am taking this oppor­ tunity to praise all my officers (all MM&P members), also MEBA District #2engineers and the SIU ^rew for a job well done." He also pointed out that Commodore A. L. Henry, USN (Ret.) "had much praise for SS Washington's fine performance," Military Role The job done by the officers and crew of the SS Washington supports a point that the SI U and other U.S. maritime unions have been making for years. Namely, that commercial ships operated by civilian personnel from the private sector can be used on a larger scale to support U.S. Naval and military operations. Even though the SIU is happy that the SS Washington was used in this military exercise, the Union believes that much more must be done. It's the SIU's held late last year and early this contention that the only real year by Rep. John Murphy (DN.Y.), then chairman of the reserve fleet is an active reserve. The inactive reserve fleet does House Merchant Marine and Fisheries Committee. (Sealift is a not come close to showing what would happen in an emergency. term coined by the Defense What is needed is a large fleet of Department. It includes the ships that will be able to respond deployment of Navy and mer­ chant ships of the right type and quickly. NATO's former Supreme speed, manned by trained and Allied Commander in the dependable crews, capable of Atlantic, Admiral Isaac. C. Kidd, operating together at sea at the Jr. has hit at the problem. One outset of war.) Taken as a whole, the Con­ year ago he told the Senate Subcommittee on Merchant gressional testimony of Naval Marine and Tourism that the and defense experts painted a small number of vessels in ready consistently dark picture. Rep. reserve (20) was hardly adequate Murphy summed it up as follows: "On the basi^ of the evidence 1 when one considers that 6,000 shiploads a month would be have been citing in this statement and of the evidence elicited in 22 needed in a NATO war. He said, "When one thinks in days of hearings on the Omnibus Maritime Bill, I have come to the terms of 20 versus 6,000y that could, by a critic, be called inevitable conclusion that the United States is shockingly 'tokenism.' That is better than poking your eyes with a stick, but unprepared to meet the maritime demands of an overseas military not much." The point Kidd was making is confrontation. Our merchant that little exercises here and marine would be totally in­ there, however, useful, are an adequate to the task of reinforc­ evasion of the big problem—the ing and supplying our overseas strengthening and development forces and those of our allies." Murphy was unsuccessful in of the U.S. merchant marine as a trying to get monies put in the naval and military auxiliary. The sealift capability of the maritime budget for an actual U.S. was the subject of hearings sealift readiness exercise. Joe Goren Retires at 60; Long Time West Coast Official J OE Goren, a longtime official of the Marine Cooks & Stewards (MC&S) Union and then of the SIU, retired recently. His last post was as port agent for the Union in the Los Angeles, Calif, area. (The MC&S and the SIU, Atlantic and Gulf District, merged in 1978.) Goren, a 60-year old native of British Columbia, Canada, first went to sea when he was 17. At that time, his wages were $67.50 Joe Goren per month with "no overtime for Saturdays, Sundays or Holi­ organizing of the Queen Mary days." and getting a contract after a five A member of the steward year strike." There were department. Brother Goren numerous appeals by the sailed until the early I950's when company to the National Labor he came ashore to work for the Relations Board and the courts. MC&S. But Goren says the union won In the mid 1950's he helped every case and finally received affiliate the union with the AFL- $145,000 in back pay for the CIO. He was also instrumental in Queen ^Vfan's employees. establishing the first Maritime Goren has been active in many Trades Department (MTD) Port areas concerning the union and Council on the West Coast in the labor movement in general. 1958. He served as the Council's He was vice president of the Los first president, and for 22 years he Angeles County Federation of was vice president of the MTD's Labor, AFL-CIO; delegate to Southern Port Council. California State Federation In talking about his years with meetings; delegate to SI UNA the union, Goren said, "I guess con\entions where he seized as the highlight was the successful Resolutions Committee chair- man; administrator for ten years of the MC&S's Don Hotel for union pensioners; project director for 11 years of an MC&S youth training program, and a member of every negotiating committee for MC&S since 1956. Brother Goren is also a believer in the need for political activism on the part of labor. He served on the Executive Board of the AFL-CIO's Committee on Political Education in Los Angeles County. As Goren says, "the maritime industry is a product of legislation and requires our unions to always be alert to laws and submit our recommendations to protect our jobs and members." Goren has also been very involved in community activities. He was on the California State Coastal Commission, and the Los Angeles County Energy Commission. Though retired from the Union, Brother Goren is still active in the labor movement. Presently he's working for the AFL-CIO Human Resources Development Institute as associate representative working out of Los Angeles. Niarad OK's Subsidy for 2 Ogden Ships SlU-contracted Ogden Marine has received approval for construc­ tion subsidies and loan guarantees to construct two diesel-powered product tankers from the U.S. Maritime Administration (Marad). It will cost SI20 million to build the two ships, which will be suited to carryJ chemical, petrochemical and \#viicriiiivai ailU petroleum products. The ships would also have the capacity to carry grain. The ships will be built at Avondale Shipyard in New Orleans, There is no projected delivery date y®*- The construction of the two vessels is made possible under provisions of the Title XI program of the Merchant Marine Act of 1970, a bill spearheaded through Congress by the SIU. Without this program, American operators, for the most part, would not UC be auic able to build JIV" new ships llVi lU UUIIU competitively against foreigners, Title XI guarantees 87'/: percent ©f the vessels' estimated actual cost. Ogden is only,{>one of many SH contracted companies which have used the provisions of Title XI to expand and modernize their fleets. 8 / LOG / December 1980 \ •A.-j.'Cifr-ij.1 . �lingtoji Wi M Soatarers lincrnational Union of North America. AFL-CK) December 1980 • f Legislative." Administrative and Regulatory Happenings MARAD Chief Says U.S. Needs $5B in New Port Facilities make ah annual report to Congress on the While participating in a panel discussion state of this nation's port facilities. before the 69th Convention of the American Nemirow stressed that the purpose of the Association of Port Authorities in Norfolk, Sam Nemirow, head of the Maritime act was not to disturb the long tradition of local port autonomy that has existed in the Administration, predicted that 247 new port facilities would have to be constructed by 1990 at a cost of some $5 billion if this country is to maintain an adequate network The Maritime Administration lauded the . of deep sea and river ports. role that ocean commerce and marine Nemirow made repeated mention of the technology have played in helping to recent National Port Assessment Act, which "promote commerce and understanding directs the Maritime Administration! tb 1 Ijetween the United States and China." The recent thaw between the two coun­ tries can be traced to fears they both have concerning Soviet intentions. However, vast The National Institute for Historical political and social differences still exist Preservation has published the eligibility which hinder the development of a truly requirements for its fourth annual maritime preservation grants program. The program seeks to focus attention on this country's The General Accounting Office (GAO) proud maritime heritage by awarding has published the preliminary findings of a matching grants to carefully selected non­ study it is conducting on this nation's profit organizations and public agencies. transportation network. GAO estimates The NIHP has to date awarded more than that nearly a fifth of the total gross national $5,400,000 for 123 different projects carried product, or some $500 billion, is spent on out in 30 states and territories. Applications national transportation. for this year must be postmarked no later The preliminary findings seem to suggest than Feb. 6,1981 and sent to: National Trust that this country is confronted with some for Historic Preservation, 1785 Mass. Ave., serious transportation problems. Among N.W., Washington, D.C., 20036. the issues that the GAO study touches upon are the decline of the American flag merchant marine, and the desperate state of • i United States. Rather, it is to pinpoint important national trends so that the U.S. government and local authorities can work together in making sure that this nation's economic interests are well protected. Maritime Helped Forge New Bond Between U.S.—PRC Grants Given for Maritime Heritage Projects warm relationship. According to MarAd, ocean commerce and marine technology have helped to bridge those differences by providing the U.S. and China with common interests. Trade between the United States and China totalled $2.3 billion in 1979. That figure is expected to exceed $10 billion by "1985. A good portion of that projected trade 'is expected to relate to maritime commerce. GAO Study Shows Need to Help U.S. Shipbuilders rf^i Operators Look to Other Sources of Fuel for Ships the domestic shipbuilding industry. GAO estimates that more than half of the 26 U.S. shipyards presently in operation will fold by 1984 unless something is done to save them. It also notes that without some sort of reassessment of this nation's maritime policy, the American flag merchant marine will continue its decline. The GAO plans to conduct a series of audits to supplement the findings of its study. Speakers at the Propeller Club's 54th Annual Convention discussed the energy crisis and how it is affecting the maritime industry's ability to secure enough fuel for the operation of its American flag vessels. Professor Jose Femenia, of the State University of New York Maritime College, told the assembled audience that the dwindling of the world's oil reserves has made it imperative that industry planners look to other souYces of energy. "The use of coal as a marine fuel is a very definitely economically viable alternative for today and for the future." William G. Bullock, Assistant to Di­ rector, Office of Ship Construction, Maritime Administration, pointed to coal as ^'America's most abundant fossil fuel, (one that) is being rediscovered by everyone in the energy business." .STAD b Ihe SUJ*. fumiamiom poWinIi Wnbb«lMi. D.r. TW .SlU Mkt for • coMribofioo!! aiU>. TV Uoioo IV IIMHMT 4ontti to SPAD lo upfofi tV tkcfioa ««poi|pii of Itfblalen wlie luvc dMnto • pro ••ritli or rro-Ubar rmrd. SPAD roabin IV SIL' lo »orA tftclbd> oo IV »H»1 moriliair b«K< lo IV roi«rr». TVir m bsm M hart a dirtrf iiapact oa IV ioV aii4 job wcoriD of aH StU BwaH bm. dtcp-wa. laland. aad l.akrs. TV sin orfrt itr oMrabm lo cnalhiat Ibcfr Car record of rapport for SPAD. A awaiVr caa coabribalr lo IV SPAD faad a> V or rV MM Hi. w aulic ao rpalribalioa al all KHboal fear of rrprbaL A cop> of IV SPAD report b IM ailb IV Federal Fbclioa Commhrioo. It h araHabk for parrbaie fro« IV FF.C faiWaibiafloa.D.C. L A popular part of the SlU's "A" Seniority program is the Visit to Washington, D C. where SlU members have a chance to take a first­ hand look at the SlU's Washington workings as well as the AFL-CIO Maritime Trades Dept., the Transportation Institute and Congress. Here, on the steps of the Capitot. is a recent "A" Seniority Class including (from bottom row): Tirriothy R. Van Pelt. Norman N. Bull, Jeffrey A. Peltz. Stanley Vane, Darryl White. Michael Woods. Gregory A. Poer. Pierce J. Porter. Michael Tewes, Jesse J. Thrasher. Jaime L. Quinones and John Picciolo. Accompanying the group was SlU Patrolman from the port of San Francisco Trevor Robertson (top. right). December 1980 ; LOG 9 �Grass Roots Politics Keyed GOP Victory ECENT gains by the Re­ publican Party in the 1980 Election took most observers by Surprise. Few people had ex­ pected the G.O.P. to capture control of the Senate, or to pick up 33 seats in the House of Representatives. liTretrospect, the Republican resurgence was caused by a number of short and long term factors: inflation, unemploy­ ment. and the Iranian hostage situation. None of these factors, however, were more important than the hard work that the G.O.P. had put into building an effective grass roots machine. After Watergate, the G.O.P. had found itself in pretty desperate straits. Less than a quarter of all Americans called themselves Republicans. The Democratic Party held what seemed to be an insurmountable lead in the Senate and the House R of Representatives. Moreover, the Republicans had a serious problem with their image. Americans seemed to associate them with Watergate, the Depression, and Big Busi­ ness. Rather than ignore their problems. Republican officials made some hard, and ultimately successful, decisions. Instead of spending all of their resources on the 1976 Presidential Election, they chose to concentrate on building an effective grass roots machine. Led by Bill Brock, a former Senator from Tennessee, they made slow but steady gains. They recruited promising young pro­ fessionals and trained them in the fine art of political campaigning. They poured money into captur­ ing control of state legislatures, which are responsible for deter­ mining the boundaries of the Congressional Districts. They •fashioned an extensive list of large and small political donators, and used the money to support Republican candidates in all 50 states. The Republican resurgence illustrates something that we at the SIU have always known: you have to work hard for everything you get. Like the Republican Party, the SIU has spent much time and effort in developing a strong grass roots machinery. We've never taken the jobs of our members for granted, and we're not about, to begin now. The New United States Senate An asterisk designates a Senator whose term did not expire this year. A dagger designates a re-elected in­ cumbent Senator. ALABAMA COLORADO HAWAII Howell Hetlln, O.* Jeremiah Denton, R. ALASKA Bill Armstrono, R.* Gary Hart, D.t CONNECTICUT TedStevens, R.* Lowell Welcker.R.* Frank H. Murkowskl, R. Christopher J. Oodd, D. ARIZONA Dennis DeCooclnl, D.* Barry Goldwater, R.t ARKANSAS \ David Pryor, D.* Dale Bumpers, D.t CAUFORNIA S. I.Hayakawa, R.* Alan Cranston, D.t DELAWARE Spark Matsunaga, D.* Daniel K. Inouye. D.t IDAHO JamesMcClure, R.* Steven D. Symms, R. ° ILLINOIS KANSAS Nancy Kassebaum, R.* Bob Dole, R.t KENTUCKY W. D. Huddleston, D.* Wendell H. Ford, D.t LOUISIANA J. B. Johnston, D.* Russell B. Long, D.t MAINE William Roth, R.* Joseph BIden, D.* Charles Percy, R.* Alan J. Dixon, D. George Mitchell, D.* William Cohen, R.* FLORIDA INDIANA MARYLAND Lawton Chiles, D.* Paula Hawkins,R. GEORGIA Sam Nunn, D.* /MackMattlnglv,R. Richard Lugar,R.* DanQuayle, R. IOWA Roger Jepsen, R.* Charles E.Grassley,R. Paul Sarbanes,D.* C.McC.MathlasJr.,R.t MASSACHUSETTS Edward Kennedy, D.* Paul Tsongas, D.* MICHIGAN Donald RIegle, D.* Carl Levin, D.* MINNESOTA D. F. Durenberger, R.' Rudy Boschwiti, R.* MISSISSIPPI John Stennls, D.* ThadCochran, R.* MISSOURI John Danforth, R.* Thorn. F. Eagleton, D.t MONTANA JohnMelcher, D.* MaxBaucus, D.* NEBRASKA Edward Zorlnsky, 0.* J. James Exon, D.* NEVADA Howard Cannon, D.' Paul Laxalt, R.t. N. HAMP. Gordon Humphrey, R.* Warren Rudman, R. NEW JERSEY H.A.Williams, D.* Bill Bradley, D.* NEW MEXICO PeteDomenlcl, R.* Harrison Schmitt, R.* NEW YORK Daniel Moynlhan, D.* AlfonseM. D'Amato, R. N. CAROLINA Jesse Helms, R.' John P. East, R. NORTH DAKOTA Quentin Burdick, D.* Mark Andrews, R. OHIO H. M. Metzenbaum, D.* JohnGlenn, D.t OKLAHOMA David Boren, D.* DonNlckles,R. OREGON Mark Hatfield, R:* BobPackvwxxl,R.t PENNSYLVANIA H.John Heinz, R.t Arlen Specter, R. RHODE ISLAND Claiborne Pell, D.* JohnChafee, R.* S.CAROLINA Strom Thurmond, R.* Ernest F. Holllngs, D.t SOUTH DAKOTA Larry Pressler,R.* James Abdnor, R. TENNESSEE Howard Baker, R.* James Sesser,D.* WASHINGTON Henry Jackson, 0.* Gorton Slade, R. WEST VIRGINIA Jennings Randolph, D." Robert Byrd, D.* TEXAS John Tower, R.* Lloyd Bentsen, D.* UTAH VIRGINIA Harry Byrd, I.* John Warner, R.* , Orrin Hatch, R.* JakeGarn, R.t VERMONT Robert Stafford, R.* Patrick J. Leahy, D.t WISCONSIN William Proxmlre,D.* Robert W. Kasten Jr., R. WYOMING Malcolm Wallop, R.* Alan Simpson, R.* The New House of Representatives KANSAS (5) . Following is a list of the newly elected members of the House of Representatives. Asterisk denotes incumbent. 8, Billy Evans, D.* ALABAMA (7) 32. Glenn Af«ie-"M o.* 1. Jack Edwards, R.* ?. W. Dickinson, R.* 3. Blli Nichols, D.* ». Tom Bevlll, D. " 5. Ronnie Flippo. D • 4. Albert Smith, R. 7. Ricnar-IShelOy, D." ALASKA (J) Al-Large Don Young, R.* 33. WaTouOrisham, R.* 34 Dan Lungren, R.* 35. Dave Dreler, R. 36. G. Brown Jr., D • 37. Jerry Lewis, R • 38 Jerry Patterson, D * 39. W. Dannemever, R.* 40. Robert Badham, R.* 41.BIIIL0wery, R. 42. Duncan Hunter, R. 43. Clair Burgener, R.« ARIZ0NA(4) COLORADO (5) - John Rhodes, R.* 2 .'/orris UdalLD.* 3. Bob Stump, D.* 4. EldorTRudd. R.* 1.P.Schroeder. D.* 2. Timothy WIrfh, D.* 3. Ray Kogovsek, D.* 4. Hank Brown, R. 5. Ken Kramer, R.' ARKANSAS (4) 1. John Alexander, D.* 2. Ed BethuneR* 3. J.H.schmdt,R» 4. Beryl Anthony, D* CALIFORNIA (43) 1. Eugene Chappie, R. 2, Don Clausen, R.' 3-Robert Matsul, D.* 4. vie Fazio, D.* 5. John Burton, D.' 6. Phillip Burton, D.* 7. George Miller, D.* 8. Ronald Dellums, D.* 9. Fortnev Stark, D.* to. Don Edwards, D,* 11 TomLantos,D. 12. PaulMcCloskey,R.* 13. Norman MIneta. D.* 14. N. Shumway, R.* 15.TonyCoelho,D.* 16. Leon Panetta, D.* 17.C. Pashayan, R.* IS. William Thomas, R.* 19. R. Lagomarslno, R.* 20. B. Goldwater Jr., R.* 21. Bobbi Fiedler, R, 22. C.Moorhead.R.* 23. A. Bellenson, D* 24. Henry Waxman, D.* 25 Edward Royt>al, D.* 26. John Rousselof, R.* 27. Robert Doman, R.* «. Julian Dixon, D.* . A. Hawkins, D • • -.C' G. Daniel son, D,* V '.^wn Dymally. O. CONN. (<) 1. William Cotter, D,* 2. Sam Geldenson, D, 3. L. DeNardls, R. 4. S. McKlnney, R.* 5. W. Ratchford, D.' 6. Anthony Moffett, D.* DELAWARE (1) AtLarge Tltom. Evans Jr„ R,* FLORIDA (15) 1.EarlHutto,D.* 2. DonFuqua, D." 3. Charles Bennett, D,4. BtllChappell Jr., D.* 5. Bill McCollum, R. 6.C.W. Bill Young. R.* 7. Sam Gibbons, D.* 8. Andy Ireland, D.* 9. Bill Nelson, D.* 10.L.A Bafails.R.11. Dan Mica. D.* 12. Clay Shaw, R. 13. William Lehman, D.* 14 Claude Pepoer.D • 15- Dante Fascell. D.* GEORGIA (10) 1. BoGInn, D.' 2. Charles Hatcher, D. 3 Jack Brinkley, 0.* 4. Elliot Levitas,D.* 5 WycheFdwier.D.* . 6. Newt Gingrich, R.* 7. Larr y McDonald, D.• 10 • LOG / December 1980 9, Ed Jenkins, D,' 10, Doug Barnard, D.* HAWAII (2) 1. Cecil HafteLD.2. Daniel Akaka, D,* IDAHO (2) 1. Larry Craig, R. 2. George Hansen, R.* ILLINOIS (24) 1 H. Washington. D. 2. Gus Savage, D. 3. Marty Russo.D.* 4. Ed. Derwinski, R.* 5. JohnFary, D.* 6. Henry Hyde, R.* 7 Cardiss Collins, D.* 8. D, Rostenkowskl, D.* 9. Sidney Yates, D.* 10. John Porter, R,* 11. Frank Artnunzio, D.* 12. Philip Crane, R.* 13. Robert McClory,R.* 14. John Erienborn, R.* 15. Tom Corcoran, R.« 16. Lynn Martin, R. 17.GeoroeO'Brien,R.' 18. Robert Michel, R * 19. TomRallsback, R.* 20. Paul FIndley, R." 21. Ed. Madloan,R.* 22. Daniel Crane, R.* 23. Melvln Price, D.* 24. Paul Simon, D.' INDIANA (II) 1. A. Benjamin Jr., D.* 2. Floyd Flthlan.D.* 3. JohnHller, R. 4. Dan Coats, R. 5.EIwoodHlllis.R." 6. DavidEvans, D.* 7. John Myers, R.« 8. H. Joel Oeckard, R.' 9. Lee Hamilton, 0.' 10. Philip Sharp, D • 11.A. j8CobsJr„0 • IOWA (•) 1. James'.eact' R * 2- Thomas Tauke.R • 3. Coooer Evans. R 4. NealSmith,D.* 5. TomHarxtn, D.* 6. Berkley Bedell 0.* 1. Pat Roberts. R, 2. Jim Jeffries, R,« 3. Larry Winn Jr.. R.« 4. DanGllckman, D.* 5. R. Whittaker. R.« . KENTUCKY (7) 1.Carroll Hubbard, b.' 2. W. Natcher Jr. D.* 3 Romano Mazzoli, D.' 4. Gene Snyder, R.* 5. Harold Rogers, R. 6. Larry Hopkins, R.* 7. Carl Perkins, D.* LOUISIANA (8) 1. Bob Livingston, R.* 2. LIndy Boggs, D.* 3 W.J.Tauzin, D.* 4. Charles Roerner. D. 5. Jerry Huckaby, D,* 4.W. H.Moore, R.* 7. John Breaux. D.* 8. GllllsLong.D.* MAINE (2) 1. David Emery, R.* 2.0lymola Snowe, R.' MARYLAND (8) 1. Royden Dyson, D. 2. Clarence Long, D.* 3. B.MIkulskI, D.* 4. Marlorle Holt, R.* 5. G. Spellman, D.* 6. Beverly Byron, D.* 7. Parren Mitchell, D.* 8. Michael Barnes, D.* MASS. (12) 1. Silvio Conte.R.' 2. Edward Boland, D.* 3. Joseph Early, D." 4. Barney Frank,D. 5. James Shannon, D.* 4 N. Mavroules, D.* 7. Edward AAarkey, D.* 8. T, O'Neill, Jr.,D.* 9. JoeMoakley, D.» 10.M. Heckler, R,> 11. Brian Donnelly, D ' 12. Gerry Studds, D.* MICHIGAN (II) 1 John Conyers, D.* 2. Carl Pursell. R.3 Howard Wolpe, D " 4 David Stockman. R * 5 Harold Sawyer. R • 6. Jim Dunn, R. 7.0aleKiidee.D.* 8. BobTraxier, D.' 9. Guy VanderJagt, R.* 10. Donald Albosta. D.* 11. Robert Davis, R.* 12. David Bonlor,D.* 13. George Crockett, D. 14. Dennis Hertel, D. 15. William Ford, D.* 16. JohnDlngell, D.* 17.W. Brodhead. D.* 18.J.BIanchard,D.* 19. W. Brcomfleld, R. 4. C. Smith, R. 5.M. Fenwick, R.« 6. Edwin Forsythe, R.* 7. Marge Roukema, R. 8. Robert Roe, D.* 9. H. Hollenbeck, R.« 10. Peter Rodino, D.* 11. JosephMlnish. D.* 12.M. Rinaldo, R.* 13. James Courter, R,* '4. Frank GuarinI, D." 15. Bernard Dwyer, 6. MINNESOTA (8) NEW MEXICO (2) 1. ArlenErdahl, R.« 2. Tom Hagedorn, R.« 3. BIIIFrenzel. R.* 4. Bruce Vento, D * 5. Martin Sabo.D • 6. Vin Weber, R. 7. A. Stangeland, R.* 8. JamesOberstar. D.' I Manuel Lulan, R.* 2. Joe Skcent NEW YORK (30) 1. WllllamCarnev, R.* 2. Thomas Downey, b." 3. GregoryCarman R 4. Norman Lent, R.* MISSISSIPPI (5) 5. R.McGrath. R. 6. John LcBoutllller, R". 1. Jamie Whitten. D.* 7. Joseph Addabbo, D.* 2. DavldBowen, D.* 8. B. Rosenthal, D.* 3.G.A/lontoomerv,D.' 9. G. Ferraro, D.* 4. Jon HInson, R.* 10. Mario Blaggi, D.* 5. Trent Lott, R.* 11. James Scheuer, D.* 12. S. Chisholm, D.' MISSOURI (10) 13. Stephen Solarz, D." 1. William Clay, D.* 14. F. Richmond, D.* 2. Robert Youna D.* 15. Leo ZeferettI, D.' 3. R. Gephardt, D.* 16. Charles Schumer, D. 4.lkeSkelton,D.* 17. GuyMollnarl, R. 5. Richard Boiling, D.* 18. William Green, R.' 6. E. T. Coleman, R.» 19. Charles Rangel. D.* 7. Gene Taylor. R.* 20. Ted Weiss, D.* 8. Wendell Bailey, R. 21. Robert Garcia. 0.* 9. Harold Volkmer. D.* 22. J. Bingham, D.* 10. Bill Emerson, R. 23. Peter Peyser, D.* 24. R. Ottlnger, D.* MONTANA (2) 25.H. FIshJr ,R.' 1.Pat Williams, D.* 26. 8. Gilrnan, R.» 2. RonMarlenee, R.* 27. M. McHugh, D.* NEBRASKA (3) 28. Samuel Strattoo, D.* 29. Gerald Solomon, R.* 1. D. Bereuter, R.« 30. David Martin, R. 2. Hal Daub, R. 31. Donald Mitchell, R.» •3. Virginia Smith. R.* 32. George Wortley,R NEVADA (I) 33. Gary Lee, R.' 34. Frank Horton, R." Al-Large 35. Barber Conable, R.* Jim Santlnl. 0.* 36. JohnLaFsice, D.r N. HAMP. (2) 37. Henry Nowak, D.' 1. N. D'Amours, D • 38. Jack Kemp, R,» 2. Judd Gregg. R 39. Stanley Lundlne, D* NEW JERSEY (15) N. CAROLINA (II) 1. James Fiorlo.D.* 2. William Huones, 0 * 3. James Ho'. .rd, D • 1 Walter Jones. D.* , 2 L H Fountain, D.* J Charles Whitley. D,* 4. Ike Andrews, D.* S.Stephen Neal, D.* 6. Eugene Johnston, R. 7. Charles Rose,D.* 8. W.G. Hefner, D.* 9. James Martin, R.* 10. James Broyhill.R.r 11.BillHendon, R. N. DAKOTA (1) At-Large Byron Dorgan, D OHIO (23) 1. Willis Gradlson.R.' 7. Thomar. Luken, 0.* 3. Tony Hall, D,* 4. Tennyson Guyer, R." 5. Delbert Latta, R.* 6- BobMcEwen, R. 7. Clarence Brown, R.* 8. rhom. Kindness. R.* 9. Ed Weber, R. 10. Clarence Miller, R.« 11. J. W.Stanton, R.* 12. Bob Shamansky. D. 13. Donald Pease, b.* 14. JohnSelberlIng, D.* 15. Chalmers Wiley, R.* 16. Ralph Regula, R.* 17. JohnAshbrook, R.* 18. D. Applegate, D.* 19. Lyie Williams, R.* 20. MR.Dakar, D* 21. Louis Stokes, D.* 22. Dennis Eckart, D. 23. RonaldMoHI.D.* OKLAHOMA (6) 1.James Jones, D.* 2. MlkeSynar, D.* 3.WesWatkin5,D.* 4. Dave McCurdy, D. 5. M. Edwards, R.* 6. Glenn English, D.* OREGON (4) 1. LesAuColn, D.* 2. Denny Smith, R, 3. Ron V/yden, D. 4. James Weaver, D.* PENN.<25) 2. William Gray, D • f R.Lederer. D.* ' 4. C I^ugherty, R.» 5. Richard Schuize, R.* 6. GusYatron 0.* 7. Bob Edgar, D • 8. James Coyne, R. 9. BudShuster, R.* 10. Joseph McDade, R.* n. James Nelltgan,R. 12. John Murtha,D.* 13. L. Coughtln. R.* 14. William Coyne, D. 15. DonRltter,R.* 16 Robert Walker, R.' 17. Allen Ertel, D.* 18. l3ouoWalgren, D.* 19. W. Goodling, R.* 20 Joseph Gaydos, D.* 21. Don Bailey, D.* 22. Austin Murphy, D.* 23. W.CilngerJr., R.' 24. Marc Marks, R • 25. E.Atkinson, D.* RHODE L (2) 1.F.St. Germain, D.* 2, C. Schneider, R. S. CAROLINA (6) 1. Thomas Hartnett, R. 2. FloydSpencc, R.* 3. Butler Derrick, D.' 4. C. Campbell, R.' 5. Kenneth Holland, b.* 6. John Napier, R. S. DAKOTA (2) 1. Thomas Daschle, b.* 2. Clint Roberts, R. TENNESSEE (8) 1. JimesQuiilen, R.* 2. John Duncan, R.* 3. M. BouQuard, D.* 4. Albert Gore Jr., D.5. William Boner, D.» 6. Robin Beard, R.* 7. Ed Jones, D.* 8. Harold Ford, 0.* TEXAS (24) I.Sam Hall, b.* 2. Charles Wilson, D.* 3. James Collins, R.* 4. Ralph Hall, D. 5. JlmMattox, D.* 6. PhllGramm, D • 7. BUI Archer, R.* 8. Jack Fields, R. 9 Jack Brooks, D.* 10 J. J. Pickle, D." 11. Marvin Le8th,D.* 12. JImVJrIght.D.' 13. Jack HIghtower. D." 14 William Pfltmar P 15. E. dele Garza, D.* 16. Richard White, D.* 17.C.Stenholm,D.' 18. Mickey Leiand, D* 19. KentHance, D.' 20. Henry Gonzalez, D.' 21.TomLoefller, R.* 22. Ron Paul.R,* 2.3, A KazenJr ,D • 24. Martin Frost, D.* UTAH (2) 1 james Hansen, p. i Dan .Marriott. R.* VERMONT (1) At-Large James Jeffords, R. VIRGINIA (10) 1. Paul Triple Jr, R." 2. G Whiteliurst, R.* 3. Thomas Blllev, R 4. Robert Denlel, R. 5. Dan banlel. D.* 6. M. C. Butler, R " 7. J. K. Robinson, R." 8. Stanford Parrls, R 9.W Wampler. R.' 10. Frank Wolf, R. WASHINGTON (7) 1.Joel Pritchard, R.' 2.AISwlft,D.' , 3. Don Booker, D.* 4. Sid Morrison, R. 5. Thomas Foley, D. 6. Norman Dicks, 0. 7. Michael Lowry, D. W.VIRGINIA (4) 1. Robert Mollohan, D.' 2. C. Benedict, R. 3.MlckStafon, R. 4. Nick joeRahall.D. WISCONSIN (9) 1. LesAspln.D • 2, R. Kastenmeler.D. 3 S. Gunderson. R. 4. C Zablocki.D/ 5. Henry Reu«s. D_ ^ 6. Tlwmas Petn. R. 7. DavldObey D ' 8. Toby Roth. R * 9 Ser.senbrenner R WYOMING (1) Af-Largt .. RlchardChenev R �IJ =•'?: h/ pf.- A Seafaring Santa -.fe :• j". BY JOE SCUTERI I i! '^' Twas The Night Before Christmas On The Converted T-2 The Crew Was All Sleeping There Was Nothing To Do « ' * * Our Stockings Were Hung Round The Boiler With Care Not For No Special Reason Cept They Dry Better There * St. Nick Was A Strange One Not Like Pictures I'd Seen With Tattoos And An Earring* Now What Could This Mean * I'm The Seafaring Santa! He Said With A Grin Then Tossed Me A Gallon Of Beefeaters Gin * I Was Lying Half Dozing All Snug In My Rack The Porthole Was Open - A Breeze On My Back - He Yelled "Call All Hands" We've Got Partying To Do I've Still Got One Ship Off The Coast Of Peru * when All Of A Sudden Much To My Surprise I Heard Sleigh Bells Ringing Somewhere In The Skys * So I Ran Down Below Calling All Who Could Hear, Someone Threw A Soot, Caught Me Right On The Ear ,» * I'm Cracking, I Thought Or Dreaming, Or Both But As I Lay Thinking A Hearty Voice Spoke, * * , "On Bonnie, On Rubble On Suzy, On Jean On Roxie, On Trixie ; On Sweet Genevieve On Cindy, On Lois On Gertrude, On Mae That Don't Sound Like No Reindeer I Thought With Dismay *\ WelfWhenlCarheToo The Ship Was A Wreck, With QuartJugs,And Seamen Sprawled AW Over The Deck * * * And Up In The Heavens Just A Speck To My Eye AvV *. The Sailboat Was Sailing V Off Into The Sky Christmas Morning Was Quiet ^ . Aboard Our Lost Ship " / The Crew Wasn't Talking They Were All Very Sick * I Jumped To The Porthole Not Believing My Eyes A 40 Foot Sailboat Was Filling The Sky 4 * '' ,• :-.v> • And No One But Me Could Remember That Night Except That They Partyed And Had A Big Fight as Decked uecKed Real Fancy There Might Have Been Girls It Was With Pine Trees And Bright Light Their Memory Was Hazy Finally Decided And 11 Cute Ladies Dressed In Red And In White ' '^ost Likely Crazy..; And Out On The Bow Just As Fat As Could Be Stood St. Nick And An Elf They Were Checking Our Lee * * And Once They Decided With The Wink Of An Eye They Dropped To The Ocean Right Out Of The Sky * * I Ran Up The Stairwell And Right Out On Deck They Were Having Some Trouble Making Fast To Our Wreck * And Now I Will Leave You My Story Is Through But Before I Get Going Let Me Say This To You • * If You're Out On The Ocean On That Night Of The Year And Your Being Forgotten Is Your One Biggest Fear -* I oA * Just Remember Who's Coming ' And You Will See I Was Right Now Merry Christmas My Brother And To All A Good Night. * So I Dropped Them A Laddder And I Lowered A Line And Pulled Up 4 Seabags And 9 Cases Of Wine r December 1980 / LOG / 11 • • ' -V.i •''2^ �/ ^Aleeria—El Paso Price Beef Goes On: Crews Stay on Ships The settlement—which a couple of months ago seemed so close between the U.S. and Algeria over the pricing of the latter's natural gas, is not so imminent today. The impasse, which has gone on for nearly nine months, has affected six SlU-contracted LNG ships owned by El Paso Co. However, there is some good news in all this for Seafarers. The company has extended for two months the crewing of three of the sfiips, They are the El Paso Southern: El Paso Arzew, and the El Paso Howard Boyd. The other three vessels are in the shipyard for repairs. El Paso still feels confident "9/ . . ; oo JntprmpHiaries that a settlement will be reached are acting as intermediaries between the U.S. and Iran on the in the near future. Actual negotiations with the hostage situation, may possibly Algerians are being handled by be playing a part in delaying a the U.S. Department of Energy settlement. The trouble between the (DOE). The Department took over the talks last Spring when North African country and El negotiations between El Paso Paso began when Algeria decided to radically hike the price of its and Algeria broke down. Two months ago a settlement natural gas early this year. El Paso's contract with the seemed near but negotiations seem to have hit a snag. The exact Algerians to carry natural gas reason is not known but perhaps was renegotiated last year. (The the delay is due, in part, to the company has been importing recent national elections. Algerian natural gas since 1978.) Changes are bound to take place It was agreed that the price would in DOE when the new Adminis­ be $1.94 per thousand cubic feet: This increase was approved by tration takes over, and this may be affecting the negotiations. the DOE which, under law, must Also, the fact that the Algerians rule on the price of any imported gas. Meanwhile, however, the Algerian government decided to press for an even greater price increase than what had been negotiated. Algeria would like gas prices to be comparable with crude oil prices of the Organiza­ tion of Petroleum Exporting Countries (OPEC). Deposit in the SIU i^Blood BankIt's Your Life Coast Guard Ends Search for SS Poet Continued from Page 4 the Azores. On June 21, the Poet ran aground at Santo Domingo, Dominican Republic. No hull damage was listed. At the afternoon session, CG Petty Officer Joseph Pedrick told the hearing that on inspection of the Poet he found oil drums, a gallon can of kerosene and tanks of compressed gas and acetylene lashed to the ship's rails without proper dunnage to stop sparks. At the hearing at the beginning Now you can improve your math skills In Your Spare Time! HOW? The Seafarers Harry Lundeberg School of Seamanship has courses for you in fractions, decimals, algebra and geometry. These are self-study courses. We will send them to you and you can study them while you're aboard your ship or boat. You can use these courses: • in your job; • to improve your math skills for upgrading; • to review old math skills or learn new ones; and • • • to earn credits for your college degree. i '• Send for the course you want today! Just fill in and mail the coupon below. of the next week. Poet top owner, Henry J. Bannabel, 55, replying to why he waited so long to report the vessel missing explained, it was "not unusual for a ship on a foreign voyage to go three, four or five days and sometimes longer without communication." On Nov. 7, he continued, he asked the Coast Guard to "increase efforts." Later on when it looked like the Coast Guard would end its search, he said, he sent a message to President Carter asking that the search be continued. So did 300 friends and relatives of the missing send telegrams. Bonnabd was on the stand two days. At this juncture, lawyer Sidney Zwerling of the Brotherhood of Marine Officers interjected that he would give Bonnabel the five days, but by Oct. 31,he declared, the Poet's emergency radio could have called the Azores. >i' : •:^' u! -n.'-o*'.- •„ :ISf I am an SIU member. Yes • My Book Number is. I joined the SIU in 19. Please send me thq course(s) checked below. ( ( .( ( ( On the day of the last hearing before reconvening on Dec. 8, CG Capt. Milton Y. Suzich, chief of operations of the Atlantic Rescue Center Headquarters, Governor's Is., N.Y. said the air search was held up until they checked ships and foreign com­ munications centers for the No • ) Fractions ) Decimals JPercents )Algebra jCeometry HaU NOTE: Complete all five courses and earn four college credits. Send my course(s) to me at this address: Not one of fame or fortune Nor gathering place for pictures old Not a passage way thru misfortune Nor an empty-corridor cold Name : Street. City. _State_ Bpt a mighty force of human sympathy Tunneled thru a single hall An access to human dignity A corridor of dreams . . . called Paul A. Sailor S.S. Robert E. Lee _Zip Code Cut out this coupon and mail it to this address: Academic Education Department Seafarers Harry Lundeberg School of Seamanship Piney Point, MD. 20674 ATTN: Lois Knowles; Mathematics Department 12 / LOG / December 1980 ''^6 1 ' whereabouts of the Poet. This is SOP (Standard Operating Pro­ cedure) the Coast Guard says. Then the head of the Board of Inquiry, Capt. Lyons said ".... we will be investigating the search and information may lead us to reopen the search..." As the Log goes to press, a series of new witnesses were scheduled to be heard, including: CG Lt. Cmdr. D.G. Jones, who inspected the Poet in drydock at Port Arthur, Tex. in 1974. In 1977, she was inspected there for stability. She was last inspected there last March. Also testifying will be an expert from the Philadelphia Ship Repair Co. where the ship was fixed. The ex-radio officer of the vessel, Ashley P. Pearson; a Federal Communications Com­ mission rep, RCA radio techni­ cian William M. Barnes, and AMVER System expert Edward Bender will then be heard. They will be followed by a surveyor from the American Bureau of Shipping, the owner s port engineer, Robert Del Valle, the owner's representative, Ed­ ward Simon; an ex-master of the Poet, Capt. Lyle Clemes and an ex-chief engineer of the ship, John V. McManey. ; ...zjm �Kirkland: Labor Will Continue to Articulate Workers' Needs The 1980 Elections have American workers. altered the political landscape of Kirkland, a long time associate Washington, D.C The conse­ of the late George Meany, has quences go far beyond individual always been a staunch supporter changes in the composition of of the American worker. Before Congress. this election, however, his voice Already, the effects are being was part of a choir. With the felt. The role that organized defeat of a record number of labor plays in the political Democratic Senators, the choir process has undergone a subtle has far fewer members. change, though to what, only He has been singled out by time will tell. One thing is readily political commentators as being apparept: Lane Kirkland, one of the few public officials President of the AFL-CIO, has who has the potential to revitalize assumed a much more visible role the old Democratic coalition. in articulating the needs of People point to his formidable intellectual skills, which were ready to cooperate with the much in view last year when he Administration" in solving the helped formulate the historic many serious problems that "National Accord." challenge this country. A modest man, with a wry He has made it clear, however, sense of humor and a speaking that the price of that cooperation manner reminiscent of the late does not include forsaking the Adlai Stevenson, Kirkland needs of American workers. seems oddly miscast as a knight Speaking at the installation of in Shining Armor. new officers of the Postal But already he is making his Workers, he noted that "the presence felt. American labor movement Last month, he wrote an intends to vigorously pursue its eloquent letter of congratulations responsibility to serve as the to President Reagan which stated aggressive advocate of workers that organizgd labor "stands and their interests." ' l:{ • LS T,L Study: Coal Could Bring US Flag Resurgence ..? t- T HE Transportation Insti­ tute, one of the leading centers for maritime research in the United States, has published the results of a study it conducted on the ways that the expanding coal export trade can be expected to affect the maritime industry. The study breaks new ground by approaching a familiar subject through a slightly different perspective. America's coal reserves have been a hot topic of conversation fof several years now. But few experts have discussed the effect that these reserves can have on other sectors of the American APL, Los Angeles Launch Joint Bffort To Build Terminal SlU-contracted American Presi­ dent Lines has announced a big agreement to build jointly with the City of Los Angeles a 100 acre container Terminal on John S. Gibson Boulevard on the West Basin of L.A. Harbor. \^en completed, the terminal will be the biggest such facility on the West Coast. It will have two 960 ft. deep sea berthing docks and the facility will be capable of handling 6,000 containers. APL is planning to move to the new facility in 1983. That will work out just fine for the company which is also building three new diesel powered containerships at Avondale Shipyards in New Orleans. Those ships will be completed in 1982. Penoaal* Lester Reeves Please contact, Mrs. Louella Arrlngton, 1010 Lincoln Avenue, Cincinnati, Ohio. Urgent! Mack C. King Please contact, Thomas (Tommy) E. • Markham, P.O. iiox 971, Reno, Nevada 89504. Asa E. Moore Please write, Gayle, P.O. Box I1I36, Macon; Ga. 31212. James Lee Camp Please contact, Mrs. Judy Camp Bolton, GafTney, S.C. Tel. (803) 4891532. Urgent! James A. Nesler Please contact, the Log office, editor. Tel. (212) 499-6600 Ext. 242. Herbert R. Newell . Please contact, Mary Newell (c/o Parker) 330 W. Ocean Blvd., Apt. 511, Long Beach, Calif. 90802. Philadelphia JOT and Southern Natural Resources (SNR) of Birmingham, Ala. late last month signed an agreement for SNR to buy lOTs 51 coastal tank barges and 37-tugs. The $100-million plus purchase is expected to be completed by the end pf the year. ^ SNR has interests in interstate natural gas pipelines, offshore drilling, oil and gas production. Algonac, Mich. The tug Ohio (Great Lakes Towing) last month helped to tow the ST Peter A. Widenel. loaded with storage grain; down the Detroit River enroute to the port of Buffalo. economy. The study conducted by the Transportation Institute ex­ plicitly recognizes that the United States has a highly, developed economy. What happens in one industry will have repercussions that will go beyond that one industry. The study maintains that the United States government, through careful planning, can use the expected boom in coal exports to bolster other segments of the American econqmy, most notably the maritime industry. Careful management of the, coal export trade can lead to a renaissance of the American-flag merchant marine; That would mean the creation of thousands of additional jobs for American workers, new tax revenues more favorable balance of payments figures, and an improved defense posture. The TI study made the following recommendations: 1. There must be a commit­ ment from shippers and the government that an equitable share of exported coal will move on US flag vessels. Norfolk Contract negotiations began At the Carteret Towing Co. and the American Towing Co. of Wilmington, N.C. New Orleans Going into their yearly winter layups soon are the SS Delta Queen and Mississippi Queen (both Delta Steamship Co.). The Union is working with the Bay Houston Towing Go. here which recently bought the Whiteman Towing Co. The company will go into fullswing operations at the first of next year. St. Louis 2. Ports must be improved to Two new asphalt tank barges built and delivered for and to the handle the vastly increased ~ National Marine Service will really keep things cooking in this port. quantity of coal exports, and the Like a pizza delivery van, the barges keep the cargo hot while they are larger vessels needed to carry moving down and up the inland waterways in this neck of the woods. those exports. The 297-foot, double skinned barges will handle 2,436,000 gallons of asphalt hot enough to pump. The heat comes from a volcanic heater 3. Improvements must be which heats oil instead of water. The heated oil then is pumped through a made in the inland waterways, or system of pipes in the barges to keep the asphalt hot. else they may become overly Later the asphalt is pumped out of the barges at 2,800 gallons a minute. congested. It takes IV2 hours to offload each barge. Pachicahf Ky. 4. The United States should Tennessee River barge traffic, with average tow size going to 7.39 barges enter into bilateral trade last year from^ 1978's 6.83 barges, hit a record 4.7 billion ton miles in 1979. agreements with its major The record means a 300 million-ton-mile increase over the 1978 tally. partners in the coal trade to The total was 33 million tons in 1979 over 1978's 31 million tons. Mostly assure them a long time supply of in the Kentucky-Pickwick D^ areas. U.S. coal. In 1979, 81,518 barges locked through the dams, the highest figure since 1944. 5. The United States govern­ The hikes were due to the increased movement of coal and the greater ment should assure the U.S. flag use of the economical inland water transport. Transportation costs for Merchant Marine an equitable the water movement are the lowest for bulk coal, chemicals, some share of the cargoes generated by petroleum products, steel and others. the coal export boom. December 1980 . LOG V-,. f. pi'iTIiliiiliiui 13 • r. V- J �SILTs New England NE year ago this January the Atlantic Fishermen's Union merged with the SIU, establishing a relationship of which the Seafarers is espe­ cially proud. These are seamen in the true sense of the word, working each day in close contact with the sea as they set and haul their nets off the New England Coast. Many of them come from families who've engaged in commercial fishing for several generations. And many have experienced the tragedy of losing a close friend or relative to the sea. Yet, they continue their honorable profession year in and year out, supplying food for the tables of America. Though most of the 50 some odd fishing boats of the former Atlantic Fishermen's Union hail from the Port of Gloucester, on Massachusetts' picturesque Cape Ann, others set out each day from the ports of Boston and New Bedford. Hundreds of fishermen crew these boats, and all of them now enjoy increased security and improved benefits as members of the SIU. When weather conditions prohibit going out beyond the breakwater in search of cod, haddock and whiting (or other species of fish), there is always plenty of maintenance work to do in port, as these pictures taken recently in Gloucester show. O <'y... THEY THAT GO , * J,T DOWN TO THE SA IN SHIPS _ J623 - »?23 - • •Syp > - «• . • ^•--J -y The Fishermen's Memorial in Glouces­ ter. Mass. Sabastian Scola. a fisherman for almost 50 years, mends net on the St. Peter III. Looking on is 18-yearold fisherman Tom Favaszza Giousesterman engineer Serafina Pallazola. v| Benny Cianciola, engineer on the Serafina II, was awarded the Glouces­ ter Mariner's Medal in 1 967 for attempting to save another fisherman who was swept overboard. Fisherman Thomas Linquata of the Rosanne-Mana. ~ NPart of the Gloucester fishing fleet for many years, the SIU-contracted RosanneMaria and the Serafina II; Warming up in the foc sle of the S/. Peter III are. I. to r.. Tom Favazza. , Scola. Captain Tom Favazza. Anthony Gallo. Joe Piccatello (captain of the contracted American Eagle), and SIU Gloucester Port Agent Mike Orlando 14 / LOG / December 1980 .ili �>•*••*•« ''u4; '-^i'-;^~ ^ «i4i -«• Upholding Generation's Old Tradition r-i^.D » A • K. • ^ ^ ^— - Gloucester Port Agent Mike Orlando, left, and Union rep Leo Sabato, right, pose Gloucester Port Agent Mike Orlando, second from the left helps mend net on the with Massachusetts Governor Edward King at the recent dedication ceremony for Hosanne-Maria. the new freezer on the Glouscester State Fish Pier. Vinnie Ciancinino hoses down the deck of the Italia. boat's captain Stephen Biondo, left, and engineer Louis Biondo. ' . = Joe Misuraca, cook on the Sf. Pe/er///, was snapped bringing on stores for the galley. •j'- Crewmembers of the SlU-contracted stern-trawler /fa//a. Engineer Tony Gallo mans the winch on the St. Peter III. Gallo. a fisherman with 50 years' experience, has worked on the St. Peter III for the last 25. December 1980 / LOG / 15 .. �'Thank God for American Seamen' Helped Thru Tough Time My husband, Curtis Southwick, an SIU member since 1944 was hospitalized in April of this year to have surgery for a ruptured disc in his lower back. While he was unable to work, the Union helped us by sending S&A benefits and then by taking responsibility for the hospital bills and doctor bills when the PHS denied responsibility for them". I would like to express my gratitude and thanks to the SIU for helping us to get through a difficult time. The SIU is truly a great Union. • '-V y: 'i Sincerely, Deborah Southwick Jam^port, N.Y. ^ . New Daddy Will Help Union Grow I would like to thank the SIU personally for helping my family and myself obtain maternity benefits for my wife and new daughter. The Union's actions have shown that the SIU truly believes in the welfare of its members. I hope to be able to help the SIU grow in size and strength in the future years to come. They have certainly helped my family grow. Fraternally, Dan Hiltgen Santa Barbara, Calif. Holiday Wishes From Oldtimer I sincerely wish to send my best wishes for a Happy Thanksgiving and Christmas Holiday Season to our President Fank Drozak, and all the staff at Headquarters, especially the Log. I also wish all my seafaring brothers—whether they be retired or active Seafarers on land or at sea—the very best in this Holiday Season and the best for the New Year. My thoughts are with them all the time at the approaching New Year. Fraternally, Paul Capo, Retired Metairie, La. i' ;!'• Many Acts of Kindness -'"'~jh"''' I am writing this letter to express my thanks to the Union and to George Costango, port agent in Baltimore, for the many acts of kindness rendered to me at the time of my husband's death. He passed away on July 18, 1980 and since that time I have learned what a great and caring Union my husband was associated with. Without the help of Mr. Costango I would have been lost. He is a -man with a very big heart. He really cares. 1 am glad I have him as a friend. May God bless him and all members of the SI U because this is a Union that really takes care of its men and also their survivors. I have two sons who are members of the SIU and we can't begin to express our thanks. Sincerely, Mrs. Leonard Roman Baltimore, Md. . ' I look forward each month for the Log. I read every article and I am so proud of all the SIU's fine wonderful people. I was a resident of Baltimore and the wife of a merchant seaman. I take cruises at different times and what I have learned has fitted me for seatime. I was so proud to know that one of our supertankers, the Williamsburgh, was instrumental in the rescue of nearly 500 passengers aboard the Primendam (foreign-flag passenger liner, Dutch officers, Indonesian crew) last month near Alaska. God bless each man on the Williamsburgh who stood by for the safety of those people. Sincerely, C. M. Alread Kenbridge, Va. , ' LNG Crew In 'Holding Pattern' As you are well aware the crews of the El Paso fleet have been in a holding pattern for quite some time waiting for the price agreement on Algerian gas to be officially announced so we can resume hauling LNG into the U.S. East Coast, I am taking the trouble to write to you to letyou know what a fine job the SIU crew has done on this vessel during this period of waiting we are experiencing in the Greek port of Scaramanga. This crew under the leadership of Bosun Frederick Walker, ship's chairman, has continued to cooperate and keep this vessel in readiness to start moving LNG into the States once we get the orders to move out and load up. Sincerely yours, Jerome G. Benyo Master EL PASO HOWARD BOYD $200 to SPAD—Gladly In reading the Log and talking with old shipmates, we all agree congratulations are in order for a job well done on the part of the SIU. With pleasure, I am sending SPAD $200 with more to come in the future. I hope some important building will be named after our great leader Paul Hall, who led us through some very trying times and put dignity and security in the lives of seamen for the first time in history. It is important to teach the young seamen the fight we had to get where we are today. I was sorry to see that President Carter lost out. But our fight seems to be eternal. But at least I got 11 votes out for him. Fraternally, Lawrence McCuilougb Miami, Fla. Del Viento Crew Save 7 Cubans This is written in response to the excellent display of seamanship and lifesaving procedures carried out by the crew and officers of the i SS Del Viento in the rescue of seven repatriated Cubans on their way from Miami to the Cuban port of Mariel. These seven men, which were on their way to retrieve their families in Cuba started, their trek in two boats. One broke down and the transmission on the other failed. Being out there for three days, they were sighted by the personnel on watch while the ship was enroute to Venezuela via Miami. The Chief Mate J. Rose quickly took charge with the 3rd Mate Montelone and Seafarers Dan Marcus, Charles Dallas, Georgel Burke, and Milton Alvarez to complete a flawless rescue. The! Steward provided food and shelter and the Purser providedl medical assistance. On behalf of the officers and crew we thank allj that participated for the excellence and precision. Sincerely, Delta Line .;'•- -y' 16 / LOG / December 1980 ... J i -A •>» ^-'yL . i.., r-—' �Commentary, In Verse A Few Thoughts at Christmas Time As the Log goes to press in the month of December, And Christmas is close on our heels once again. It's a time for reflection, a time to remember. The troubles and triumphs of seagoing men. In this space is usually found, Your Union's position on matters weighty. But just this once we're breaking new ground. To bid farewell to ninteen-eighty. • So fill the cups with Christmas spirits And deck the decks with fir and yew. We propose a toast—let's hear it For the men and the women of the SlU. Here's to Here's to Here's to Here's to the cooks, here's to the bakers. the FOWT's. the Boatmen, here's to the Lakers, the guys who ship deep sea. Here's to the crew of the Williamsburgh for the greatest sea rescue in history. And here's to the Virgo—she's number 14 In the Union-crewed fleet of LNGS. Raise a glass, a Yuletide wassail. Toast to the advent of an era. Marked by Sea-Land's D-9 vessels Built 'cause fuel is growing dearer. In 1980 we saw quite a few new tugs, new barges and new ships. Crewed up by the SlU, And launced upon their maiden trips. The UST Pacific came down the ways. And three more LASH's from Waterman. The American Mariner crewed in May, (She's a bulker on the Great Lakes run). I'llIMSI M.\.^ i»X THK "VVAVK," The Oceanic Independence, with her well-trained Union crew. Marked the passenger fleet's renaissance. May all U.S. cruise ships be SlU! Construction on new Dam & Locks At Alton, III., got underway. Trade with Russia, it was blocked. But a pact with China was okayed. As for politics, this year was jumbled. Some you win, and some you lose. That's the way the cookie crumbled— Here's a rundown of our views. This year was a time to mourn. For many who we loved and knew. The Poet, Egypt-bound with corn. Disappeared with her Union crew. The hard-fought Ocean Mining bill Was enacted into law. Jobs for U.S. seamen will Come with the mining of the deep sea's floor. A price war on Algerian gas Is holding up El Paso tankers. The U.S. DOE must pass a judgement before they can weigh anchor. Official Publicoflon of fhe Seoforerj bteTnotionol Union of North America, AtlonHc, Gulf, Lakes end inljsnd Waters District. AFl-CIO December, 1980 Vol. 42, No. t2 Executive Board President Leon Hall Vice President Joe Sacco Mike Sacco James Gannon Ray Bourdius Assistant Editor ' Don Rotan West Coast Associate Editor Editor Edra Ziesk Assistant Editor Marietta Homayonpour Assistant Editor Dennis Lundy Photography Marie Kosciusko George J. Vana Production!Art Director A din inistrat ive A ss istant 389 Mike Gillen Assistant Editor Max Siegel Hall Assistant Editor Frank Cianciotti Director of Photography j Writer Here's to our departed brothers. Stop the engines! Toll the bell! Here's a toast, a last hurrah for Them, they served their Union well. Most of all, here's to the man Who's likes we'll never see again. We won't forget you soon, Paul Hall, Our leader. Union brother, friend. Here's to Frank Drozak, to Joe DiGiorgio, Here's to Jack Caffey, to Leon, to Red. Here's to John Dwyer and Joe and Mike Sacco To all Union officials—full speed ahead. Vice President Vice President Vice President A Coast Guard cutter, she collided With our tanker Capricorn. Twenty-three Coast Guardsmen died Aboard their vessel, the Blackthorn. Here's to the unsung heroes who. With courage and humanity. Have never gotten their just due. For rescues they performed at sea. Frank Drozak Joe DiGiorgio Secretary- Treasurer Angus "Red" Campbell lUiAWN* HV Uri{. UoirKIM.SuX. A salute to George Meany, here's luck to Lane Kirkland And to all at the AF of L-CIO. ? Our holiday greetings, our seasonal best to Schulman, Abarbanel and Jean Ingrao. Here's to our Union, it's strong and it's growing. Here's to the future! Here's to success! Here's to calm seas, to fair winds a'blowing. Merry Christmas and God Bless. Published monthly by Seafarers International Union. Atlantic, Gulf. Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232, Tel, 499-6600. Second class postage paid at Brooklyn, N.Y. (ISSN #0160-2047) December 1980 / LOG / 17 C".. ^ -T 'W'': • ' ' •^y irilill-iiifir" - nL'.'' ' ;f• �A History of the SIU, Part HI Bom of Strikes, Depression Era Violence by John Bunker HE Seafarers International Union was born in the hectic, strike-ridden days of the Great Depression, the world-wide eco­ nomic slump of the 1930s. The founders and many of the early members of the SIU came out of the International Seamen's Union, founded in 1892 as a federation of a number of seamen's unions on the four coasts of the United States. JThe great achievement of the ISU was its support of the long-time battle to improve the legal status of seamen and of safety and living conditions aboard ship. This fight culminated in passage of the Seamen's Act of 1915. But the union's history, unfortu­ nately, was plagued by frequent internal strife, a continually weak financial sitaation, and the notalways-successful effort to speak for its various autonomous parts, which could not always agree on common objectives. In I9I3, for instance, the ISU revoked the charter of the Atlantic Coast Seamen's Union because it would not support a national legislative program. The Eastern and Gulf Sailors Association, headquartered in Boston, was chartered to replace it. There was a continual change­ over in the make-up and leadership of unions within the ISU. In the space of a few years, as an example, the Atlantic Coast Seamen's Union became the Sailor's Union of the Atlantic, and then the Sailors and Fireman's Union of the Atlantic. ' Thanks to the shipping boom of World War I, the ISU enrolled more than 115,000 dues paying members and enjoyed a brief period of financial prosperity. One of its major successes was the strike of 1919, which resulted in a base wage of $65 for ABs and $90 for firemen, all all-time highs for deep sea sailors in peace time. But this war-generated shipping boom soon ended, there was a world-wide shipping depression, and by 1921 membership rolls of the ISU had shrunk to 50,000. Owners refused to renew contracts and decreed wage cuts of up to 25 percent, which the ISU refused to accept. An all-ports strike started on May 1, 1921. T t ! . .'. An overturned t'u'ck and mounted police bear witness to violent action rn San Francisco during 1934 maritime strike. favorable for the owners because of with Pier 38 as a start. Trucks were the big reservoir of jobless seamen. driven to the pier on the afternoon of After two months the strike the second of July, with the drivers collapsed and the wage cuts being evacuated from the water end in a launch. prevailed. On the morning of Thursday, July This defeat weakened the ISU. It was further crippled by the 3, more than 5,000 longshoremen, continuing disruption by such seamen, and curious onlookers had radical groups as the Industrial gathered on the Embarcadero near Pier 38. At about noon a convoy of of tne the World Workers oi worm (IWW) and the Marine Workers Industrial loaded trucks came off the pier under police escort and headed for a Union (MWIU). warehouse on King Street, passing For about ten years after the illfated 1921 strike, the ISU was unmolested through the picket lines. relatively dormant. But it was Pickets Killed projected head first into the violent This operation was repeated West Coast longshoremen's strike of several times to the growing 1934 despite the reluctance of its discontent of the pickets. Finally, leadership to get involved. The ILA West Coast dock- the strikers could stand it no longer workers had gone on strike May 9, and when the trucks again tried to run the gauntlet the longshoremen 1934 for more money, a 30 hour week, union-run hiring halls and a and the sailors bombarded truckers, coast-wide contract. West Coast and police with bricks and stones. Police counterattacked with clubs seamen walked off their ships in support of the dock workes and and tear gas. The battle had begun. When it was over one picket had presented demands of their own for higher wages, union recognition in been killed and many hurt. collective bargaining, and better There was no action on Indepen­ conditions aboard ship. East Coast dence Day, but by 8 a.m. on July 5 officials of the ISU then decided to some 3,000 pickets had gathered on support the strike in all areas, the Embarcadero and when a Belt asserting that 1933 demands for Line locomotive came along with better wages and conditions had cars for the pier, the battle began been ignored by shipowners. again. Pickets set, cars on fire, The owners rejected all demands. hundreds of policemen charged the Shipping in San Francisco and massed pickets, and a full-scale other West Coast ports was soon at a engagement began, with bricks and stand still. Within a few days more bullets, clubs and tear gas on near­ than 50 ships were idle at their docks Companies Finked Out Unions by Rincon Hill, a knoll along the or at anchor and piers were filled Shipowners set up their own with cargo that could not move to waterfront. When police charged up the hill to chase the pickets away, hiring halls and hired non-union its destination. men or those who had dropped out Shipowners and other business shots were fired and two pickets were killed. Scores were wounded. of the union, a situation made more interests then determined to open When the National Guard moved the port and plans were made John Bunker is director of the through the Industrial Association in that night and took over the Seafarers' Historical Research De- to run trucks through the gauntlet of waterfront, the Embarcadero partmeni. pickets and get cargo off the piers. became a no-man's land. 18 / LOG / December 1980 The unions retaliated by calling a general strike on July 16. This action paralyzed the city. Nothing moved. Stores closed. Only a few restaurants were permitted to open. Business life came to a standstill. The strike was called off on July 19 when the Joint Strike Committee representing 120 striking unions, agreed to put all demands to arbitration. The President had designated a National Longshoremens Board to arbitrate the dispute. The 1934 strike, which lasted 39 days, resulted in substantial gains for both longshoremen and seamen, with the latter obtaining wage increases, a three watch system on board ship and better living conditions. Although the strike seemed to end with satisfactory results for all concerned there were more strikes to come in those troubled days of the Great Depression, with labor unrest only one phase of the social fermentation and upheaval. Labor unrest included a new form of on-the-job protest called the sitdown strike, in which men literally sat down on the job. There were a number of sit down actions in the maritime industry, with seamen preventing ships from sailing as a means of getting immediate response from owners on demands for higher wages and union representation. Two new maritime unions. Seafarers International Union and the National Maritime Union were, born in these hectic times, ot sprang out of the old ISU, w ic faded away as an organizatio which had served its purpose an had outlived its time. �Seafarers , * ^ HARRY LUNDEBERG SCHOOL OF SEAMANSHIP isssssssssssss;^ Piney Point Maryland Boatmen Earn Engineer Licenses Under U/SIU Scholarehip Plan T HE first group of SIU boatmen to participate in the new Engineer Scholarship Program are now undergoing training at the Seafarers Harry Lundeberg School of Seamanship in Piney Point. The new diesel engineer program—like the Towboat Operators program—was estab­ lished by the Seafarers Interna­ tional Union and the Transpor­ tation Institute to meet the needs of the inland waterways industry. and to provide boatmen with a program to advance their careers. The intensive two-month course will prepare our boatmen students for Coast Guard examinations to become licensed Chief Engineer, and Assistant Engineer for uninspected motor vessels. During their two-month training program, boatmen will get classroom instruction ia-all aspects of diesel engine operation and maintenance under the guidance of experienced instruc- tors. They will also benefit from Engineer must be 21 years of age, actual experience and training and at least 19 years old for aboard the schools boats and in Assistant Engineer. In addition, the machine shop. all applicants must pass a The scholarships are available physical examination. to all qualified SIU boatmen. To All interested boatmen who meet be eligible, applicants must be, the basic requirements for the U.S. citizens with normal color licenses, are urged to write to the vision, corrected vision of 20/30 Scholarship Selection Commit­ in one eye and 20/ 50 in the other, tee, C/O The Seafarers Harry and at least 20/100 without Lundeberg School of Seamanglasses. Applicants for Chief ship, Piney Point, Md. 20674. Chuck Krumboltz (left) works for the G & H Towing out of Houston. Ernie Trotter works relief for Taylor & Anderson Towing and Lightering Co. out of Philadelphia. Al Smith works for Taylor & Anderson Towing and Lightering Co. out of Philadelphia. .• . .i ' Bob Hurst (left) works with the Virginia Pilots Association out of Norfolk. Here he works on a diesel ehgine under the guidance of SHLSS Instructor David Grieg. Walter Bickel works for G & H Towing out of Corpus Christi. • December 1980 / LOG / 19 r- �• - ^' .•': . z z'-.: College Level Courses Now Available: " _ _ ^ . 'T .'.ai- ^, hr -> : SHLSS Preparing Study Pregram For Associate of Arts Degrees W I k- •H • >• h' • m:- ITHIN the next few months. Seafarers will be able to complete requirements for an Associate of Arts degree at the Seafarers Harry Lundeberg School of Seamanship in Piney Point. Academic staff members are now putting the final touches on a new General Studies Curriculum which will include English, math, sociology and thr humanities. In explaining the program, SHLSS Academic Director Jacqueline Knoetgen explained that trainees and upgraders earn college credits during their vocational training. Most trainee and all upgrading courses are accredited by Charles County (Md.) Community College. "With most of our guys, they have gone as far as they can with their vocational courses," Ms. Knoetgen said. "What they need now are the academic courses to complete their requirements for a degree, and this is what we will be able to provide for them." During their basic programs, trainees earn about 27 credits toward the degree requirements. Upgrading courses can supple­ ment all of the remaining "elective" courses toward the 6264 credits needed. The program being developed at SHLSS calls for individualized study which will include assign­ ment of planned study materials and frequent evaluation by the teachers. SHLSS Academic Department teachers Tracy Aumann and Lois Knowles review library study materials as the Seafarers School prepares to offer four mew college-level courses in the Spring of 1981. The new courses will enable Seafarers to earn Associate of Arts degrees from Charles County (Md.) Community College. The academic course will also be available to SlU members who may not be interested in an Associate of Arts degree, but want to learn more about math, science and the humanities to enhance their careers or broaden their own intellectual horizons. Guiding the Qeneral Studies Program through its formation are SHLSS teachers Tracy Aumann, Lois Knowles and Sandy Schroeder. Initial transscript evaluations made by the SHLSS Academic Department reveal that more than 150 upgraders who have recently completed courses at the school are very close to fulfilling the requirements for a degree, lacking only the required academic courses. Some courses are already available: sociology, psychology, biology, political science, art, and physical education (sailing). Four new courses—two in English and one each in math and sociology—and a humanities course (music) will be included in the curriculum in the Spring of 1981. From Oeki^ Seamansli/p to LORAN: HLSS Offers Quartermaster Course S TANDI> } wheel watch on today's sophisticated is not what it wheelsman is expected t than simple That's w specialty co master comes seafarers for The four-we( require a sp examination that graduate about the el( arger and more ocean-going ships ised to be. Today's r quartermasterknow a lot more leel commands, ere the SHLSS rse for Quarterin to qualify deck lis demanding job. course does not ial Coast Guard )ut it does require know a great deal ;ronic navigation Seafarer Allan Swanson gets instruction on radar scope plots from SHLSS Instructor Harry Coyle. Students learn the use of radar, LORAN, fathometers and REP during the four-week Quartermaster course. Pensioner Earns H. S. Diploma Y ES, Brother Seafarers, there is education after 65. Eugene Sieradski is a veteran Seafarer, a 67 year^old pensioner, and a brand-new high school graduate. You'd never guess he was 67. He still carries the ramrod straight posture of the Polish cavalry in which he once served. And he still very much displays ' Jhe European courtliness that is sadly gone out of style. Brother Sieradski came to b 'J h Piney Point from his home in Miami to go back to school. "It's been 50 years since I was in a classroom, and there's a lot of cobwebs that need to be cleared away," he said once during a brief moment of doubt. But, if he had any doubts about succeeding, his teachers had none. All of them were encour­ aged by his willingness to work and with the ease with which he grasped new ideas. Change and the acceptance of " •i I . High School Graduafe Eugene Sieradski expresses his gratitude to his teachers after he successfully completed the examinations. And that feeling of gratitude was mutual From left _ fhft SHLSS teachers are Tracy Aumann. Mary Coyle. Sandy Schroeder Lois Knowles and Cindv Meredith . ' new ways is not unfamiliar to Brother Sieradski. He had to find a new way of life after he fled his native Poland during the great purges of the Stalinist era. He had to find a new way of living, and so he went to sea. After a number of years sailing aboard vessels flying the flags of many different nations, he found himself in 1958 aboard the Liberian Wang Trader when that ship was sold and came under U.S. registry. It was in that year that he joined the SIU and began helping to organize other ships under the SIU banner. Learning the English language was not an easy thing for Eugene. In spite of this, he studied and earned ratings until today he holds every engine rating there is, including Qualified Member of the Engine Department. Eugene Sieradski has lived a full life, and what is good is that he lives the full life today. Getting his high school diploma was just the beginning, he says. He phoned his teachers a couple of weeks ago. He said: "I'll be coming back in the Spring." We'll be looking for him. equipment to be found in today's ships. Successful completion of the Quartermaster course leads to a certificate of competance. The course is open to all Seafarers who hold a U.S. Coast Guard endorsement of "Able Seaman Unlimited Any Waters." Some of the areas covered in the course are use of the magnetic and gyro compasses; rules of the road; emergency procedures, including firefighting; interna­ tional codes and signals; aids to navigation; use of radar. Instructor Harry Coyle demonstrates the proper use of parallel rules to plot a course as Seafarer Albert Pickford watches Intently. The SHLSS Quartermaster course provides a wide range of wheelhouse skills. '••-Myyy Seafarer Charles Boles (left) who ships on the Great Lakes, goes over a course plotting in the Straits of Mackinac with Seafarer Angel Urti. Bolep hales from Detroit while Brother Urti's home is in New Qrleans. SIU Tow T HE latest towboat p SIU inland cor sections of the including the Coast and the duating class of ots represents anies from all United States, St Coast, West ilf. In the photo ere, the graduates are (l-r bJtom row) NedTeller, G&H 'wing, Corpus Christ!; John E ns, Curtis Bay, Baltimore; Cra Brown, Q&H Corpus Christ! eonard Fuller, G&H, Houstc ; David Domangue, CroW: Long Beach; and R- G. I rdett, G&H, Houston. In the back r# are (l-r) David Jordan, Cresce Towing, New Orleans; Steve Nelson, G&H, Corpus Chris Larry Nixon, G&H, Houston Arthur Grundmeyer, Crescer Towing, New Orleans; Mic Orillion, Crescent Towin -New Orleans; and Paul Allma •'nstructor and head of the ^HLSS deck department. The towboat pilot program, like other beginning and upgrad­ ing progranis at the Seafarers training center in Piney Point, is a statement of the SIU's commitment to provide the inland waterways industry with the best trained and most qualified boatmerr possible. To this end, the SIU's towboat pilot program includes both classroom and on-the-job in­ struction, with emphasis on practical problem-solving. The towboat pilot course is six weeks. Students are provided with all study materials, and are guided by experienced instructors. Special help is also available from the SHLSS academic department in the areas of math, and reading and study skills. The next towboat pilot class will begin on March 16 at the Seafarers Harry Lundeberg School of Seamanship. o i.;i#;--' "v . I' :• y y LORAN, fathometers and RDF; and weather, tides and currents. Successful completion of the Quartermaster course also entitles student to six college credits. The next Quartermaster course begins March 2. �Pumproom Maintenance Course Provides Special Engine Skills HE specialty courses offered at the Seafarers Harry Lundeberg School of Seaman­ ship provide additional upgrad­ ing opportunities to Seafarers, and they are in good measure the reason why SIU deep sea sailors and inland boatmen are the best qualified maritime workers anywhere in the world. One of these courses is Pumproom Maintenance and Operation, a six-week course which is open to Seafarers who hold a QMED Any Rating endorsement, or an endorsement as Pumpman. The course includes classroom and practical instruction on the maintenance and operation of valves, emergency procedures, cargo pump operations and loading procedures, cargo measurement, discharging and ballasting procedures, tank cleaning and inert gas systems, fire fighting and safety, pollu­ tion control, and cargo control Seafarer John Fink is learning-by-doing by adjusting the systems. valves on a pump. John ships out of the port of New York. The course also entitles those who successfully complete the course requirement to receive six college credits. The next class begins Feb. 16. T • I • . Don Bush (wearing safety goggles) does lathe work as part of the pumproom maintenance course. Seafarer Bush makes his home in Norfolk. e. 5a lis ag :w n. A. •ly ee IS, to id ee. 39 ns n, in g Seafarer Chris Devonish makes a linkage adjustment on a reciprocating pump. Chris ships out of the Port of New York. SHLSS Instructor Jim Sheaffer (left) works with Seafarer John Fink as they set up a job on a lathe. The six-week course covers all aspects of safe operations and maintenance of shipboard pumprooms. Railroad Industry Looks At SIU Alcohol Rehabilitation T HE nation's railroad indus­ try together with the various unions comprising the railroad brotherhoods are looking at the SIU's alcohol rehabilition program as a model for new rehabilition policy for their industry. In a recent visit to the Seafarers Alcoholic Rehabilition in Piney Point, Md., representatives of railroad industry and labor, and the U.S. Department of Trans­ portation met with the SIU's staff and toured the Center. In the photo at right, SIU Rehabilition Counselor Mary Lynn Rogers and SHLSS Vice President Frank Mongelli talk 22 / LOG / Dec^ber 1980 with Daniel M. Collins, labormanagement specialist with the Federal Railroad Administra­ tion, and Washington con­ sultants Philip C. Fedewa and Lawrence J. Fedewa. Also attending the orientation visit to the SIU's facilities were Daniel W. Collins, director of education for the United Trans­ portation Union, and J. A. Paddock, senior consultant on alcohol and drug abuse programs for a Washington consulting group. The Seafarers Alcoholic Rehibilitation Center was established in Valley Lee, Maryland in 1973 to provide for the needs of SIU members who are suffering from the disease of alcoholism. The SIU's program uses counseling and group discussions with a strong emphasis on the principles of Alcoholics Anonymous. A / ;J,-^1;I.-!, .'""•ppw d II o le ;t il �-Svl.vfe • r - • '7 4' Directory SIU Atlantic, Gulf, Lakes & Inland Waters United Industrial Workers bf North America Frank Drozak, president Joe DIGIorgio, secretary-treasurer Leon Hall, vice president Angus "Red" Campbell, vice president Mike Sacco, vice president Joe Sacco, vice president Dispatchers Report for Deep Sea OCT. 1-31,1980 *TOTAL REGISTERED All Groups Class A Class B Class C Port 7 97 10 18 16 14 18 77 33 60 28 45 8 ft0 497 4 57 11 9 8 11 2 25 12 24 23 13 1 39 1 0 240 8 66 6 12 12 19 5 36 7 38 20 44 9 25 11 1 319 Port ' .'Vt ... t •// 14 7 147 84 14 13 37 15 25 9 25 8 32 6 135 43 61 23 92 25 43 34 51 14 14 0 129 \ 56 0 0 0 0 819 337 /• 2 / 89 7 23 15 7 18 45 20 33 14 31 4 61 3 0 372 2 46 0 6 7 6 7 17 5 21 7 18 1 15 1 1 160 0 6 0 0 2 2 0 4 1 4 2 6. 0 5 0 0 32 1 30 0 10 5 7 3 13 5 13 13 13 6 24 3 1 147 0 0 0 0 1 2 0 0 0 2 2 10 0 0 0 • 0 17 6 5 157 , 93 >U9 6 41 17 24 14 7 13 28 11 94 32 40 9 55 30 22 12 35 24 11 3 99 28 2 0 0 1 640 298 STEWARD DEPARTMENT Boston New York Philadelphia • Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilniington Seattle Puerto Rico Houston Piney Point Yokohama Totals • ; f^ 1 35 2 9 5 4 5 19 16 26 13 17 3 27 0 0 182 Port Totals All Departments 3 1 1 2 0 1 .0 1 1 5 4 11 0 5 1 1 37 ENGINE DEPARTMENT •, Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals ^•REGISTERED ONBEACH All Groups Class A Class B Class C DECK DEPARTMENT Boston New York Philadelphia Baltimore Norfolk I Tampa Mobile ! New Orleans i Jacksonville / San Francisco Wilmington / Seattle Puerto Rico Houston Piney Point Yokohama Totals Boston New York Philadelphia Baltimore Norfolk Tampa Mobile • New Orleans Jacksonville San Francisco • Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals TOTAL SHIPPED All Groups Class A Class B Class C 4 28 2 2 5 1 2 6 0 22 0 4 4 7 7 0 94 1 4 46 6 7 8 4 2 10 4 26 9 6 6 11 1 0 150 0 0 31 0 10 0 2 1 • 1 0 2 1 21 6 8 0 0 0 01 52 ENTRY DEPARTMENT nV-' • I'M-' , 1 26 2 10 4 5 4 32 ' 9 12 4 9 7 19 0 0 144 ,1.195 5 133 19 35 21 23 21 47 19 69 26 32 17 55 45 0 567 1,061 2 32 412 6 4 3 6 12 42 34 21 1 17 1 0 197 314 3 40 3 20 6 6 5 45 21 25 8 1-4 11 22 0 1 230 1,105 709 85 2,041 14 265 42 65 41 25 45 88 63 98 48 39 32 83 4 0 952 1,737 8 133 7 29 21 13 5 27 21 82 107 43 4 49 0 0 549 772 '^®gistered" means the number of men who actually registered for shipping at the port last month. Registered on the Beach" means the total number of men registered at the |::|ort at the end of last month. ^ ' ipping in the month of October was good in most A&O deepsea ports. A total of 1,899 jobs were shipped last i/h" S"J-contracted deep sea vessels. That's an increase of 237 jobs over the previous month. Of these 1,899 s oply 1,105 or slightly more than half, were taken, by "A"seniority members. The rest were filled by "B" and "f"" eniority people. Shipping is expected to remain good for the foreseeable future. HEADQUARTERS 675 4 Ave., Bklyn. 11232 ,(212) HY 9-6600 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-9375 ALPENA, Mich. 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. I2J6 E. Baltimore St. 21202 ' (301) EA 7-4900 BOSTON, Mass. .... 215 Essex St. 02111 (617) 482-4716 CHICAGO, ILL. 9402 S. Ewing Ave. 60617 CLEVELAND. Ohio ""2)SA.Ai733 1290 Old River Rd. 44113 (216) MA 1-5450 COLUMBUS, Ohio 4937 West Broad St. 43228 (614) 870-6161 ' DULUTH, Minn. 705 Medical Arts Building 55802 (218) RA 2-4110 FRANKFORT, Mich. P.O. Box D 415 Main St. 49635 , (616) 352-4441 GLOUCESTER, Mass. 63 Rogers St.01903 (617) 283-1167 HONOLULU, Hawaii 707 Alakea St. 96813 (808) 537-5714 • HOUSTON, Tex.... 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) HE 5-9424" MOBILE, Ala. ..IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va. 115 3 St. 23510 (804) 622-1892 PORTLAND, Or. 421 S.W. 5th Ave. 97204 (503) 227-7993 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, Tex. .534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 626-6793 SANTURCE, P.R. 1313 Fernandez, Juncos. Stop 20 00909 (809) 725-6960 SEATTLE, Wash 2505 1 Ave. 98121 (206) M A 3-4334 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla. 2610 W. Kennedy Blvd. 33609 . (813) 870-1601 TOLEDO, Ohio ... 635 Summit St. 436()4 ' (419) 248-3691 WILMINGTON. Calif. 408 Avalon Blvd. 90744 (213) 549-4000 YOKOHAMA. Japan ...... P.O. Box 429 Yokohama Port P.O. 5-6 Nihon Ohdori Naka-Ku 231-91 20l-793.> December 1980 LOG 23 ' ' • i ¥ •1 'iJ: iiJ .'iM' / �. At Sea If Ashore < ST Bay Ridge Seatrain Lines Inc., has gotten the okay from the Federal government to repay construction subsidy monies on the supertanker Bay Ridge. clearing the way for operation of the Bay Ridge in the Alaskan oil trade. Federal law prohibits vessels built with U.S. construction subsidies from operating in domestic intracoastal trade. But last February the U.S. Supreme Court ruled that Seatrain could operate another supertanker, the Stuyvesant, on the Alaskan oil run pending repayment of $27J2 million in government construction subsidies. The Bav Ridge will enter the Alaskan oil trade as soon as she leaves a San Francisco shipyard where she's being repaired after a collision with a tug. !; • l! ' . Houston, Tx. x Sea-Land Service Inc. marked two milestones at the port of Houston last month. First, the company's multi-million dollar, 40-acre container terminal was dedicated by Sea-Land President R. K. Johns. The new terminal, located at Harbours Cut, ranks as one of the largest in the nation. During the dedication ceremony, the Sea-Land Express, one in the company's new line of D-9 vessels, arrived at the port. The second milestone was noted during the dedication ceremony: last year, Houston outranked all other U.S. ports in foreign commerce for the first time. s• 1Ji «:. :v \ New Orleans •:,, :p- The Maritime Administration dedicated their new Merchant Seaman Fire Training Center here on Nov. 19. Like the other Marad firefighting schools around the country, the New Orleans facility will offer both classroom and hands-on training in firefighting. Open to all personnel involved in waterborne commerce, the Center offers two courses: firefighting on barges and firefighting on ships. t ^4 "' . ."••-•SKI! Buried Treasure A marine historian who has determined that no fewer than 633 vessels have gone down off the Delmarva Peninsula, near Ocean City, Md.; is determined to salvage one of them. Donald Stewart, president of the Atlantic Ship Historical Society, s' ; f , it ^ Here's the second installment of a fiew Log column dealing with Social Security. We will try to keep you informed of rules and regulations, changes in the law. and of course your benefits under the Social Security Adtninistration. We hope you enjoy the column. If you have any suggestions concerning this column please drop us a line. Family Benefits After Yoiir Death If you are insured by Social Security when you die, no matter what your age, monthly survivor benefits are payable to: • Your widow, or widower, at age , 65 (or age 60 if reduced benefits are elected); • Your widow or widower at any • age who is caring for your child— under 18 or disabled—who is entitled to benefits. • Your disabled widow or wid­ ower 50 or older. • Your unmarried children under 18 (or 22 if full-time students), and those 18 or over who become disabled before reaching 22; • Your dependent parents 62 or older; • Your divorced wife if she is not married and is (1) caring for a child (under 18 or disabled) who is entitled to benefits on your Social Security record or (2) age 60 (50 if disabled) and was married to you for 10 years. (A divorced woman mar­ ried less than 20 years will have her benefits reduced by the amount of any pension she receives for public employment not covered by Social Security.) formed a corporation and raised over $100,000 to find and salvage a 60gun Spanish warship which went down in a hurricane more than 200 years ago. . . .u Stewart says the vessel held $40 million in gold, silver and gems and he believes the loot is still aboard. Using a specially equipped research vessel called the Bloodhound. Stewart believes he's detected the sunken Spanish ship. "I know within a mile radius of the site where the remmns of that ship are located," he said. The salvage operation is slated for this spring but Stewart isnt revealing either the location or the name of the Spanish wreck—he doesn't want anyone to "try and cash in" on the operation. • fefe.T Mofson Navigation Palm trees may be more common in Honolulu than their coldloving Evergreen cousins but therell soon be plenty of pine on Hawaii. Matson Navigatiorrwill ship a total of 175,000 Christmas trees in 275 refrigerated containers from Seattle to Honolulu during the month of November. ^ On Nov. 6, the first shipment of 25 containers left Seattle aboard the SS MaunawUi. arriving in Honolulu Nov. 13. The SS Maunaleileft Nov. 20 with 45 containers. The largest shipment, 180 containers, was loaded on the MaunawUi Nov. 22 for transshipment to the SS Manukai. The MaunawUi then back-tracked to Portland and Seattle for a final load of 25 containers, arriving Honolulu Dec. 11. » * • Matson's 55 Luriine is scheduled for conversion from a strictly Ro/ Ro vessel to lift-on/lift-off as well. She went into the shipyard in Chester, Pa., last month and the conversion is expected to be finished by the end of the year. Boston, Mass. Ground was broken last month on Boston's Massport Marine Terminal, an $80 million terminal that is expected to boost the port's container-handling capacity by 50 percent. The facility, which will be completed in 1993, will pump some $10 million into the region's economy. The container terminal will cover 47 acres and will include a fourberth, five-crane container port. It will also include a bulk and general cargo facility which could be ready for use by 1985. Adding to the port's fortunes is another containership terminal, now under construction at Castle Island. The $15 million facility, a singleberth, two-crane operation, will add 15,000 containers a year to the port's capacity. It will be finished next summer. In general, each surviving depen­ dent, other than an aged widow or an aged parent, receives three quarters of the monthly benefit amount you would have received if you had lived to retire at age 65 (or, if you had already retired at age 65 or later, the amount you were receiving as a monthly benefit). However, there is a "family maxi­ mum" which js the top amount that can be paid to your survivors taken together. As with retired workers. Social Security payments to a surviving dependent are reduced if the depen­ dent works and earns more than the earnings limit for the year (in 1980, $5,000 for those over 65, $3,720 for those under 65). However, work by a parent does not affect the benefits of surviving children under that par­ ent's care. Lump-sum death benefit—In addition to the monthly benefits survivors receive, the deceased Your widow or widower who worker's spouse living in the same starts getting checks at 65 is entitled household is entitled to a lump-sum to the amount you would have been death payment of $255. If there is no receiving had you lived (or were such spouse, this payment can be receiving when you died), although a made to the person who paid burial nondependent widower will have his' expenses, or directly to the funeral benefits reduced by the amount of home if the expenses have not been any pension he receives for public paid. employment not covered by Social Security. A sole surviving child is entitled to a benefit not less than the primary amount. A dependent parent will receive 82'/2% of your age-65 benefit amount. (If there are two dependent parents, each is potentially eligible for 75%.) 36 le in ;at nd in ad jht ihip The heir nen, rted n on dby a via vlate :orge Deposit in the SIU Blood Bank—Its Your Life 24 LOG / Deqe^mber 1980 •.; �•TT"- .... - - - -.<;•= •.•:L:.».i:i-^-^^. •.-.- r^'.-rr.ri^-.^--r. -»:. • '^•- » Pix From the Ships At Sea... O •''ti • .i N every ship there's at munication is a two-way street. least one crewmember with And the more communication we a .camera snapping pix of his get from the ships at sea, from the shipmates and happenings on the Lakes and from our boats operating in the harbors and vessel. The Log is happy to receive inland waterway system, the any and all photos from our ships . better. and boats. We can't publish all of Send the photos to Log, them. But well do our best to Seafarers International Union, publish as many as we can 675-4th Ave., Brooklyn, N.Y. Here's a shot of the LNG Libra and LNG Leo side by side at sea. The Libra depending on availability of 11232. If you wish the photos to transferred her cargo to the Leo at sea after she had lost use of her propel­ be returned to you, please include ler. According to Tom Brooks, bosun on the/-/bra, the operation went smoothly space. So keep those cards and letters a forwarding address where they and professionally (phale-tyir OS John Edwardsnn) and photos coming in. Com­ may be sent. C: Y 1; i y. • •'i' The SlU steward department on the SSPresident Pierce (American President Lines) gather for a friendly photo. They are Sam Brown, 2nd cook; Jackson Garland, chief cook; Doyle Jorgenson, 3rd cook; Catherine Harris, saloon waitress and Carl Rosander, chief steward. PJglails in the Pantry (A S6m Chmtey tor our SlU sisters) Pigtails in the pantry, Mascarra on the deck. Panty hose and lipstick down below. Perfume in the passage Hairpins in the sink Dainty things hung where they will not show. So Why's the bos'n shouting? What's brought him to the brink? I've never knowri his nerve to fail. Did the crosstree topple? Blocks come crashing down? No! Mary Sue just broke another nail. Grease on pretty eyebrows Red lead sprinkled through the curls. Tallow mixed with talc Stand back. Chief, and make way for the girls. Recall the old days, sailors. The bitter and the hard, The heat, the dirt, the snarling mates galore. And bless our SlU sisters. They've brought us things we never had l)efore. Charles Bortz No*. 11, isao M'SMIIO NortMW Nonama This dramatic photo shtrws the at sea refueling of the Navy ship USNS Mispillion in the Pacific. The job was accomplished by the crew of the SIUmanned Ogden Charger (photo by Seafarer Wallace Stephens). Monthly Membership Meetings Port New York Philadelphia Baltimore Norfolk Jacksonville Algonac Houston New Orleans Mobile San Francisco Wilmington Seattle Piney Point San Juan Columbus Chicago Port Arthur St. Louis Cleveland Honolulu Date Jan. 5 Jan. 6 Jan. 7 Jan. 8 Jan. 8 Jan. 9 Jan. 12 Jan. 13 Jan. 14 Jan. 15 Jan. 19 Jan. 23 Jan. 10 Jan. 8 Jan. 17 Jan. 13 Jan. 13 Jan. 16 Jan. 15 Jan. 8 Deep Sea Lakes, Inland Waters 2:30 p.m. 2:30 p.m. 2:30p.m. 9:30a.m. 2:00p.m. 2:30p.m. 2:30 p.m. 2:30p.m. 2:30p.m. 2:30p.m. 2:30p.m. 2:30p.m. 10:30 a.m. 2:30p.m. — — 2:30p.m. 2:30 p.m. •— —• UIW 7:00 p.m. 7:00 p.m. 7:00p.m. 7:00p.m. — \ 7:00 p.m. 7:00 p.m. — .— ' — — 1:00 p.m. — — . — ' ,#• . ft'l- 2:30p.m. — December 1980 / LOG / 25 �mi»rajz>-.i-.. . - -•..-c,«=«L'«i3e?K-^-^*^''SSSr-3S5 '•'W LNG ARIES (Energy Transport), October 25—Chairman, Recertified Bosun F. Pehler; Secretary J. Kundrat; Educational Director John Ponti; Steward Delegate Martin E. Buck. No disputed OT. The Log was received. Chairman made a few remarks about the Union election of officers. Report to Log: "On September 30, 1980 SIU crewmembprs helped rescue 21 Vietnamese boat people. That same night one of the women gave birth to a baby girl as was reported in a letter from Singapore on October 5, 1980." SEA-LAND SEATTLE (Sea-Land Service), October 11—Chairman, Recertified Bosun William Robinson; Secretary Eddie Hernandez; Educa­ tional Director Don Pase; Deck Delegate W. Matthews; Engine Delegate Dominic Cavallo. No disputed OT. Chairman gave a talk to the members about the opportunities they have to better themselves in this Union through Piney Point and how important it is for us to donate to SPAD. Report to Log: "The only unusual thing that happened two trips ago was that coming from Puerto Rico a wj[iale got tangled SEA-LAND LEADER (Sea-Land up on the ship's screw and held us up for Service), October 11—Chairman, a few hours so we have to go to the Recertified Bosun A1 Whitmer; shipyard." Observed one minute of Secretary R. Macareeg; Educational silence in memory of our departed Director William R. Burgess. No brothers. disputed OT. Chairman read the Union ACHILLES (Newport Tanker oath of obligation to refresh memories Corp.), October 26—^Chairman, and to remind the younger members Recertified Bosun Michael Casanueva; what is to come when they upgrade and Secretary R. D. Bozeman; Educational become full members. Talk was given on Director C. R. Langford. No disputed duties to our Union and all were urged OT. A discussion was held on Piney to work for the Union's continued Point. Some of us older members think growth. Chief Mate, T. Moulton, sent it is a good thing and everyone who can down words of praise for the entire deck should take advantage of the opportu­ department and thanked them for a job nity to better themselves. The younger well done. The steward department was men who come from training at Piney commended for the little extras that go Point are needed. Report to Log: "We, into making a good ship better. the crew of the SS Achilles who have been on here a long time would like to SEA-LAND GALVESTON (Sea- say thanks to Captain R. Wolfe. He has Land Service), October 25—Chairman, done a great job on this ship. He has Recertified Bosun John Japper; Sec­ seen to it that most repairs were taken retary Norman Johnson. No disputed care of. You should have seen this ship OT. Chairman discussed the im­ when he came on. He has cleaned it up, portance of donating to SPAD and of got new refrigerators, icemakers, deep practicing safety aboard ship at all freezes, you name it, he has done it." times, liie steward will be getting off in BALTIMORE (Sea-Land Service), December to attend the Stewards October 26—Chairman, Recertified Recertification at Piney Point and Bosun Jose L. Gonzales; Secretary encourage all men to take advantage of George W. Gibbons; Educational Direc­ the programs the Union offers. More tor W. J. Dunnigan. $15.25 in ship's fund. trading means more money in your No disputed OT. Chairman reported that pocket. Next port Naha. the ship ran into bad weather coming SEA-LAND PATRIOT (Sea-Land from Boston, Mass. If there are any Service), October 26—Chairman, Re­ repairs necessary due to the storm they certified Bosun Emilio Sierra; Secretary should be reported immediately. Voting C. E. Bell; Educational Director Robert is now going on at the Union halls to Henley Jr.; Deck Delegate Jam» W. elect a President and other officers. Read Fultz; Engine Delegate Raymond the Union Paper, the Log, to know what MachaJ; Steward Delegate Harold is going on from time to time. A vote of McLeer. No disputed OT. Chairman thanks to all department delegates for a asked all crewmembers to refrain from job well done. Next port Elizabeth. smoking on deck during refueling in Long Beach. Requested all entry rating WASHINGTON (Hudson WaterwaysX to upgrade and for everyone to take October 26—Chairman G. Cojrelli; advantage of the courses offered at Secretary H. Scypes; Engine Delegate M. Piney Point. The Log was received and Beny; Steward Delegate David Horton it was suggested for all to-read to keep Jr. No disputed OT. Chairman spoke to up with what is going on in the Union. A Red Campbell and Leon Hall and they vote of thanks to the steward depart­ received word that the ship's crew ment and the deck department from the performed their duties well. The Captain engine department for their coopera­ extended to the crew a job well done and tion. Report to Log: "Vessel will go to hopes to sail with the same men again. A shipyard on the 20th of November. It special vote of thanks to electrician will remain in the shipyard for 20 days. Rogers for showing movies by video tape The crew will fly home from the for crew. The video machine and tapes shipyard and the vessel will recrew on were Rogers own set. Observed one December 10, 1980 according to the minute of silence in memory of our departed brothers. Next port Beaumont. company. Next port Long Beach. 26 / LOG / December 1980 UST ATLANTIC (Interocean Mgt.), October 5—Chairman, Recertified Bosun G. Mattioli; Secretary Clyde Kreiss; Educational Director L. C. Gayle; Steward Delegate Nelson Rodri­ guez. No disputed OT. Chairman reported that a letter received from Vice President Red Campbell in regards to the fire aboard ship was read'. Discussed the importance of upgrading and donating to SPAD. Noted that there was a good crew on this trip and that everyone was doing his job. A vote of thanks to the steward department for a job well done. COVE TRADER (Cove Shipping), October 19—Chairman T. Gailas; Secretary M. Bruschini; Educational Director J. Rodriguez; Deck Delegate Ronald S. Davis. Some disputed OT in deck and steward departments. Secre­ tary reported that everyone who qualifies should think about going to Piney Point to upgrade for better jobs and job security. At the present time anyone who goes to SHLSS to upgraide will have his transportation expenses refunded by the school. Educational Director wants the latest information about the courses at Piney Point so they can be posted on the ship for everybody that is plajining to upgrade. A vote of thanks to the steward department for a job well done. Next port Baton Rouge. OGDEN LEADER (Ogden Marine), October 19—Chairman J. R. Colangelo; Secretary Ernie Hoitt; Educa­ tional Director Alan R. Gardner. No disputed OT. Secretary read the consti­ tutional amendment. He also advised that we will be getting 90 days store this voyage in the states. Educational Director reported that Piney Point has temporarily closed the QMED and FWT programs. Also that there should be no smoking on deck at anytime while at a loading or discharge dock. $34.50 in ship's fund. A vote of thanks to the steward department for a job well done. OGDEN MERRIMAC (Ogden Ma­ rine), October 19—Chairman T. S. Barnes; Secretary O. Esquive; Educa­ tional Director M. Akoon. Some disputed OT in engine department. Chairman requested all members to get all your repair lists ready so they can be turned over to the boarding patrolman. Payoff will be in Norfolk either Tuesday or Wednesday morning. Discussed the importance of donating to SPAD. All members who qualify should go to Piney Point to upgrade and if you have the time, and .not the money to get there, the Union will pay transportation if you finish the course you are taking. Ob­ served one minute of silence in memory of our departed brothers and sisters. OGDEN WILLAMETTE (Ogden Marine), October 12—Chairman, Recertified Bosun Sven Jansson; Secretary George W. Luke; Educational Director Jerry Windham; Deck Delegate John Donaldson. No disputed OT. $150 in movie fund. There was a communication that was received that had some answers of questions we asked of SIU Vice President Red Campbell. Better attention should be given to those who are sick or injured and being sent to a doctor while in Panama. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. Next port Baton Rouge, La. PUERTO RICO (Puerto Rico Marine), October 4—Chairman F. Goethe; Secretary H. Ridgeway; Educational Director J. Barry. No disputed OT. Chairman suggested that everyone read the Log and know what your Union is doing for you. A vote of thanks to the steward department for a job well done. BENJAMIN HARRISON (Water­ man Steamship), October 17—Chair­ man, Recertified Bosun Jimmy Garner; Secretary Thomas Liles, Jr.; Educational Director Charles Henley; Deck Delegate Norman D. Gillikin; Engine Delegate Daniel W. Clifford; Steward Delegate Ronald R. Moore. Some disputed OT in deck and steward departments. Secretary reported that the crew list was mailed to Headquarters from Jeddah. Also, that all crewmembers should upgrade at Piney Point. There are some forms available also some forms for benefits. It was re­ ported that the jacks on the crane are very dangerous. They don't work properly. The storing of the crane is also unsafe. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers and sisters. Official ship's minutes were also re­ ceived from the following vesscts; Ses-Land Liberator Bay Ridge Overseas Juneau Houston Dd Mundo Aredbo Del Viento Btuinqpien Bayamon Montpdicr Victoiy SM-Land Resource Sea-Land Economy Mt. Vernon Vktmy Mount Washbigton Sea-Land Pioneer Del Campo Sea-Land Maifcet Ultnunar Golden Monarch Ogden Potomac Cove Trader Sea-Land Exchange Overseas NataMe Tamara Guflden Point Julie Svita Mercedes Overseas Joyce Sea-Land Commerce Santa MagdUena Smta Cruz • Ihmscolorado Overseas Aleutian Ogdoi Ihivder StonewaO Jadtson Sea-Land Indepmdence Newark DdRio Cove Tide Sea-Land Omsumer Delta Norte Sea-Land Producer Walter Rice AguadiBa Dd Viento Santa Juana Mayaguez Sea-Land Pacer Tanqn Sugar Islander Sea-Land Trade Sea-Land Defender Brooklyn Sea-Land Express I �rr y.' —i^r -'' •• '"' •'''-•' f •-T' EXECUTIVE BRANCH AGENCIES DEALING WITH MARITIME RELATED AFFAIRS Continued from Page 6 Independent Agencies State Dept. International Boundary and Water Commission U.S. and Mexico Office of International Trade Office of Fisheries Affairs Office of Marine Science and Technology Affairs Office of Oceans and Polar Affairs National Security Council Interagency Group for Law of the Sea Office of Maritime Affairs Transporation Dept. ^ Maritime Policy Advisor, Office of the Deputy Secretary U.S. Coast Guard Office of Marine Environment and Systems Office of Merchant Marine Safety Marine Safety Council Research and Special Programs Administration Saint Lawrence Seaway Development Corporation Treasury Dept. U.S. Customs Service Inter-American Development Bank Internal Revenue Service International Bank for Reconstruction and Development International Monetary Fund Civil Aeronautics Board • Environmental Protection Agency Export-Import Bank of the United States ^ Federal Maritime Commission • Federal Trade Commission U.S. International Trade Commission Interstate Commerce Commission National Aeronautics and Space Adminstration National Labor Relations Board National Transportation Board Occupational Safety and Health Review Commission Office of Personnel Management Panama Canal Commission Small Business Administration Water Resources Council Federal Communications Commission ^ National Science Foundation ' " Nuclear Regulatory Commission • Delaware River Basin Commission Susquehanna River Basin Commission Tennessee Valley Authority International Development Cooperation Agency Agency for International Development •i ;• Cove Sailor Committee THE TANKERMAN TEAM r- .•A Here's the Ship's Committee of the ST Coi^eSa/'/or (Cove Shipping) last month at the Exxon Dock, Bayway, NJ, They are (front I. to r.) AB R. L. Cooper, deck delegate; Chief Cook La' France Smith, steward delegate and Chief Steward/Baker John Miller, secretary-reporter. In the back row (I. to r.) are Recertified Bosun Jim Elwell, ship's chairman and Edward Henry, engine delegate. Santa Barbara Committee Welt trained Seafarers acc^ting the challenge ... To Be The Best! To get the Job done! SlU Rep Teddy Babkowski (seated 2nd r.) got a friendly welcome late last month from (on his r.) Crew MesSman Julio Kotan at a payoff aboard the SS Santa Barbara (Delta Line) at Port Newark. NJ The Ships Committee and crewmembers are (seated I. to r.) Cook,-'Baker Jimmy Mann, steward delegate. Wiper John McLain and 2nd Electrician Tim Stagg Standing (I. to r) are AB Luis Morales, deck delegate: R(3certifled Bosun Stan Jandora. ship s chairman: Chief Steward C. White, secretary-reporter and OS David Ace Aelick A skilled tankerman is necessary to move liquid cargoes, maintain pollution control and prepare the vessel for CISCG inspection. Safety and firefighting are also taught. >• A tankerman course starts every 2 weeks beginning Jan. 15; Jan. 29; Feb. 12. December 1980 iKfe;' • J' I- fniii p LOG wWMi 27 -. �rx'ST^^rar's ^ .„..I-.-zr Raymond Earnest Haulcomb, 52, joined the Union in the port of Mobile in 1956 sailing as a chief engineer for Mobile Towing from 1946 to 1980. Brother Haulcomb was born in Flamington, Ala. and is a resident of Mobile. Joseph Holman Roberts, 63, joined the SlU in 1946 in the port of Baltimore sailing as a general ste­ ward utility. Brother Roberts was born in North Carolina and is a resident of Hackensaek, N.J. Julio Indalicio Santiago, 63, joined the SlU in 1941 in the port of New York sailing as an AB. Brother Santiago walked the picket lines in both the N.Y. Harbor beef and the 1965 District Council 37 strike. He was born in Puerto Rico and is a resident of Catano, P.R. • ")' , •; ;•- >- Eugene William Repsch,62,joined the Union in the port of Philadelphia in 1960 sailing as a cook for McAllis­ ter Brothers from 1950 to 1980, P.F. Martin & Co. from 1956 to 1968 and Curtis Bay Towing Co. Brother Repsch was a member of the Tilesetters Union, Focal 1800 from 1946 to 1952. He was also a member of theNMU. Boatman Repsch is a veteran of the U.S. Army in World War II. Born in Minersville, Pa., he is a resident of Philadelphia. •>s.: Charles Gordon Shaw, 62, joined the Union in the port of Norfolk in 1967 sailing as a captain for McAllis­ ter Brothers from 1965 to 1980 and for Moran Towing from 1962 to 1965. Brother Shaw sailed 39 years. He was a former member of the NMU Local 333. Boatman Shaw was born in Richmond, Va. and is a resident of Norfolk. Raymond Joseph Kane, 73, joined the Union in the port of Detroit in 1970 sailing as a cook. Brother Kane also sailed during World War II. He at one time cooked in a RussianAmerican restaurant. Born in Lex; ingt(^, Kyi, he is a resident of Mt. Clemens, Mich. EIrIck Harrison Horsman, 65, joined the Union in the port of Philadelphia in 1961 sailing as a deckhand and captain for Curtis Bay Towing from 1941 to 1980 and for Red Star Towing from 1937 to 1941. Brother Horsman was a former member of the MM & P and the IBL Union Local 1700. He was born in Baltimore and is a resident of Salisbury, Md. Charles Francis McGovem, 65, joined the Union in the port of New York in 1960 sailing as a bridgeman for the Brooklyn (N.Y.) Eastern District Terminal from 1950 to 1960. He was born in Jersey City, N.J. and is a resident of Point Pleasant Boro, N.J. Eldred John Stark, 67, joined- the Union in 1938 in the port of Pt. Huron, Mich, sailing as an AB. Brother Stark sailed 20 years and for Kinsman Marine. He was born in Marine City? Mich, and is a resident of Algonac, Mich. John Smith Parkin, 63, joined the Union in the port of Norfolk in 1962 sailing as a pilot and mate for McAllister Brothers from 1965 to 1980. Brother Parkin was born in f Beaufort, N.C. and is a resident of 5 Deptford, N.J. Frank Joseph Raleigh, 71, joined the Union in the port of Philadelphia in 1961 sailing as a captain for Cur­ tis Bay Towing from 1946 to 1980. Brother Raleigh was a former member of the MM & P and the ILA. He is a veteran of the U.S. Navy in World War II. Boatman Raleigh was born in Philadelphia and is a resident of Yeadon, Pa. Luke B. Scariano, 66, joined the Union in the port of New Orleans in 1956 sailing as a deckhand and chief engineer for Crescent Towing from 1951 to 1980. Brother Scariano was bom in New Orleans and is a resident there. i.: John Miller Retiring After Wild and Wooly Sea Career -s Anyone who thinks that Amer­ ica's merchant marine isn't this nation's 4th Arm of Defense, just ask SIU steward/baker John Miller. He'll open a drawer in his foc'sle and proudly pull out his U.S. Maritime Service Bars from three wars. He has service bars from World War II from three theaters of war, the Atlantic, the Mediter­ ranean and the Middle East. He also has service bars'from the Korean and Vietnam con­ flicts. A twist to Brother Miller's sea history is that he also spent time in the Army during the iCorean War as a paratrooper. He ••1 I PertmuOs 1 James Mulcahy Please get in touch with Angelo Liquori, Seafarers Accounting. You have a $50 hahy hond waiting to he sent out to you. But the Union does not know where to send it since you have moved and failed to give a forwarding address. You can write the Union, 6754th Ave., Brooklyn, N.Y. II232, or call 212-499^6600. .' J: ii'- Walter George Kaulhack Your family requests that you call home on an urgent matter. The telephone number is: 804-543-4377. k 28 / LOG / December 1980 was captured by the enemy and tortured by having part of a finger cut off. He spent 18 months as a POW. But Seafarer John Miller has come through it all in fine shape. Presently, he's sailing aboard the Cove Sailor. But on Jan. 4, 1981, when he turns 55, Brother Miller is going to call it a day and take a well deserved Early Normal Retirement. M iller's first trip was as a wiper on the Liberty ship John W. Hoyt in 1943. And the run? You guess­ ed it! Murmansk. His ship never made it through. It was tor­ pedoed, but Miller made it through in one piece. . Here's our best to Seafarer John Miller, We wish him smooth sailing and good-luck in the years ahead. As he looks forward to retire­ ment, Brother Miller has no regrets. He will be kept more than busy running a small importexport business in Clearwater, Fla. with his wife, Jean. Miller, who ships primarily out of Tampa, is well known in the Gulf as a strong union man ready to step forward for any cause of the SIU. One more thing; he's a damn good cook and well liked by all his shipmates. People like John Miller make the SIU what it is today, a strong, growing, colorful union. Steward/Baker John Miller, donning his trademark of chefs hat and neckorohiof. shows off his Merchant Marine Service bars representing action in throe wars for ,the American merchant marine. |rst I �•:'r--?):;5-;-'' re-:I 3! The Lakes Picture Algonac Frankfort bo7h7rm.tXt^Th1a^'TM-r ^ She s being readied for use should the voIurJl 7K inspection, of a third carferiy. volume of business demand the use Chicago SlU-contrarted American Steamship Co has scheH.,i<.H 11 u- . the winternavigation season this year Thevarethl / ships for Clair, H. Lee White. Sam Laud BuffalJ ^ f^^rbor. St. Mariner. Roger M. Kyes. Belle River Adam^'^E r^^'f Detroit Edison. Cornelius and the slated for a winter run and Huron Cement will (Litton) is carriers. That brings the number of SITI r""I or two cement expected to participate in winter navieatin" vessels The reason' for th'e un^"c^n SIU Algonac port agent Jack Bluitt is that "bu.inl l shipping, says picked up. There's a big demand fo^ o" stockpiles. • "Mostly to replenish • » » ribbon-cutting ceremonv Thio 'locked at the terminal for the ceremony. Chicago port agent Joe Sigler paid her a servicing visit. Octrcrft went down with all ha^s^fn Lake^^lD? with ceremonies herl earliest o.L„g da,.TnX ?"sUO~ ^mund Fitzgerald v/hich ^975, was marked wr?a'L°'td''t^!7e"Mrnt?'S^^^ »'«> ™4morial sanctuary bell was tolled 29 times on?? f" 77" "ic crewmen. f"' ^''l' »f <hc Fitzgerald's Chm?h'''Ws'l7???^St\rag^'7'tto^ Mariners of what the Great Lakes are amf th? n • '' " recognition Lakes are and the personnel who work them" he said. * 0.h^«. "e about a week Z tht m?u™ ^o^m^^Sr H * * quSLntal!?.ta'??tmh''tLTrr^ '^°~on Clubs, among """ » the carfeny collided with the dock at St IgI,Me"'Mch°Th""®^ injuries to the SIU crew but the rA/a,A„o " There were no and she's stiU thete ">» aWpyard for repaits Now the state is pondering her future Thf»ir'ro ^ • j • her to diesel. They're also considerin« " • ^ considermg converting ^-.plac7oftheCi???rh=3r^^^ thSteXX'ItfrSn'ht^H^hirh fta?"-'"' .7:/ - Testiag, tMtiiig... and...critical habitats " ^ ^ ^ grounds com???; trb^UTlatomyo^ l""rt pro^am'next ycTrL testing a fuel made from finelv prmmH ship traffic. brought on by icebreaking and • » .» Day'j;e"BMtTi;,oojrt^7^ 7'" "Democrat, n° "" ^ Rep. Robert M. Carr forme'? MM77emblvman' 14th C D wi?? ??. 7 P°""" _in f^.u. with the strong backing of the Union. the, election of f™" Michigan's 1st Pension Check for Deloatch . W- ° Canton, will be fuel oil. Severaldiffer»Tooal ?ifr?^ in heavy marine one is actuaUy used on a Great Lake7e" v«s'd ThZ '7°'"^ part of an on-going studv to determine K 1 T Costing program is affect the Perf.frmaL"tV:ptS lost his Con Jill ^ aaid, "Carr vited ^;™7^;^J''"<^"«»' °«'^"'"a«twoyears,-Blui„ an Ohio i Coal Futures and^LS^fn mttrgfe" XuSsTf ""'7^" States, with abundant coal deposits is expected to become a ma' pr^ueing chough ?or b1t?°d« 7,3 June, President Carter and ,?rCe?s o7 ,tr 7™'^ Kingdom, Canada, Germany and Japan agreed tL nT®' the United "chief producer and exnnrtfr rsf i <• would be the /vfS size can really begin program of major Lakes. The port of Erie Pa now hac Q f ® Great ".ri-Tra Shortly. The plan calls for construction nf !7 fsj Pensio^Seck /7fS?P"D^'oatch when he picked up his fceived his check I" of Jacksonville, Fla. Brother Deloatch. left, Icoatch 'srnooth JlS B°"ser. We all wish Brother 'luoin saiim in his retirement years. J" ® released S.r.'^s.r.ct^i;rriJrF~ -vSi- ' ¥ December 1980 / LOG / 29 �-:i;' Boat People, Saved, Clothed, Fed By SIU Crew • HEN Christmas time nears, the spirit of brother­ hood is supposed to be rein­ forced. But the crew of the SIUcontracted Transcolorado (Hudson Waterways) didn't need the spirit of Christmas last August to practice brotherhood of the sea. W ^ r It was on the morning of Aug. 11 when the crew of the Trans­ colorado spotted a 40-foot boat drifting in the choppy and rainbeaten waters of the South China Sea. On board were 67 Viet­ namese refugees. A full story on the incident ran in the September issue of the Log. But last month the Log received photos of the refugees from Seafarer Phillip Livingston, cook and baker on the ship, and we decided to recap the story to go along with some of the pictures. A heavy squall was in progress when.the refugees' boat was seen about 50 yards from the ship. The Transcolorado, which is chart­ ered by the Military Sealift Command, was on her way from the island of Diego Garcia in the Indian Ocean to the U.S. Naval Station at Subic Bay in the Philippines. According to SIU Bosun Victor Ardowski, a pilot ladder was used to bring the stronger refugees on board while a stretcher was used for the children, babies, and those who were sick. On the night of the rescue, Ardowski reported, a Special Meeting was called at which the SIU brothers took up a voluntary collection to help the boat people. The contributions were used to buy items for the refugees from the ship's Slop Chest, such as, toothbrushes, toothpaste, combs, candies, gum, cigarettes, and some Tee shirts. The 67 refugees taken aboard the Transcolorado had been at sea three days, a relatively short time compared to the length of A young Vietnamese refugee appropriately displays a bar of Lifebuoy soap aboard the ship that became the "lifebuoy" to him and 66 of his countrymen. 1 time some boat people spend on the water. Although they were in good physical condition, the captain of the ship said the refugees "looked utterly bedraggled and fatigued when they were picked up, but were very well behaved." iU^ o,u:.* r.Q«/< tF#» rAfiioppc "Innlfpi One little tellow salutes tor the camera in this photo aboard the Transcolorado (Hudson Waterways) with some of the refugees and Seafarer Adolph Lamonthe, pantryman (seated).. Photos taken by Seafarer Phillip Livingston. Though some of the clothes they got on board ship may not fit just right, the refugees-shown here two days after their rescue-don't seem to mind one bit. A MESSAGE FROM YOUR UNION DONT GET TANGLED UP WITH DRUGS IF CAUGHT YOU LO$e YOUR RAPER$ FOR LIFE/ .V" �Timothy Ray Van Pelt Seafarer Tim­ othy Ray Van Pelt, 22, in 1978 graduated from HLS. He now sails as an FOWT. Brother Van Pelt upI graded to FOWT in Piney Point, Md. in 1979. He is a holder of the lifeboat, firefighting, LNG and CPR tickets. Van Pelt lives in Baltimore and ships out of that port and the port of New York. Norman Bull Seafarer Nor­ man Bull, 23, graduated from the HLS Trainee Program in 1978. Brother Bull up­ graded to AB there this year. He has the life­ boat, firefighting I CPR endorsements. Bull ships from the port of New York. Michael Woods Seafarer Michael Woods, 27, is a HLS Trainee Pro­ gram graduate. He upgraded to FOWT there in 1977. Brother Woods earned the firefighting, lifeboat and CPR tickets. Mike lives in Chevy Chase, Md. and ships out of the port of Baltimore. Jaime L. Quinones Seafarer Jaime L. Qui­ nones, 29, grad­ uated from the Lundeberg School in 1973. He now sails as a cook and baker. Brother Qui­ nones holds the lifeboat, firefighting and CPR endorsements. Seafarer Quinones was born in Ponce, P.R. and is a resident there. He ships out of the port of New York. • John R. Picciolo Jeffrey A. Peltz Michael Tewes Seafarer John R. Picciolo, 24, ) graduated from the , HLSS in 1973. He sails as an AB, a rating which he earned this year. He also earned the CPR, firefighting and lifeboat endorsements. He was born in Miami. Brother Picciolo attended college studying for a B.S. in Business Law. Seafarer Picciolo is a former member of the Musicians Union. He says he recently wrote a leather-bound book, entitled "Emo­ tional Access*' ready for New York publication next year. He lives in Miami Beach, Fla. Picciolo ships out from all ports. Seafarer Jef­ frey A. Peltz, 26, graduated from the HLS Entry Trainee Program in 1975. Brother Peltz upgraded to fireman-watertender therein 1977 and got LNG training in 1978. He earned the firefighting, lifeboat and CPR endorsements. Peltz says he's "wait­ ing to get into the next available QMED class." He lives in Massapequa, N.Y. and ships out of the port of New York. ,Seafarer Michael Tewes, 24, is a 1978 graduate of the Harry Lunde­ berg School of Seamanship (HLSS) Entry Trainee Pro• gram, Piney Point, Md. Brother Tewes upgraded to AB there the same year. He has the cardio-pulmonary resuscitation (CPR), firefighting and lifeboat tickets. And he is a veteran of the U.S. Navy. Tewes lives in Brooklyn, N.Y. and ships out of the port of New York. Gregory A. Peer Seafarer Gregory A.Poer, 23, graduated from the HLSS in 1978. He up­ graded to AB there this year. Brother Poer also sails as a tankerman in the inland field. He holds the lifeboat, firefighting, LNG and CPR tickets. Poer lives in Lynnwood, Wash, and ships out of the port of Seattle. Notice On Job Coil Procedure (inland) When throwing in for work during a Job call at any SiU Hiring Hail, boatmen must produce the following: • membership certificate (where possessed) • registration card ' • clinic card • seaman's papers INLAND Stanley Vane Seafarer Stan­ ley Vane, 22, graduated from the Lundeberg School in 1978. Brother Vane up­ graded to FOWT there in 1979. He has the lifeboat, firefighting and CPR schooling. Born in the port of Baltimore, he ships out of that port. Jesse J. Thrasher Seafarer Jesse J. Thrasher sails as a chief stew­ ard. a rating he upgraded to in 1978. Brother Thrasher holds the CPR, LNG. lifeboat and fire' • fighting tickets. He ships out of the port of Seattle. Pierce J. Porter Seafarer Pierce J. Porter, 56. sails as a FOWT since he upgraded to that rating at the Lundeberg School in 1978. Brother Porter has the firefight­ ing. lifeboat and CPR tickets. He ships out of the port of Norlolk. ...AND MAKE MONEY. The cargo doesn't move without the skill and say-so of the Chief Pump­ man. ffe's top man. So he earns top dollar for his skills. Get those skills Get your Chief Pumpman endorsement Take the Pumproom Maintenance and Operations course at SHLSS. It starts Feb. 16 and continues through Mar. 26. To enroll, see your SIU Representative or contact SHLSS. December 1980 / LOGi 31 �k"' •- • ' • • * I' •- • •v-,_ - :••,••, iA'ff Larry Dockwiller Floyd Mitchell, Jr. Bill Wroten Donald Ga Nung Rudy DeBolsslere Ronald Fluker Willie Wilson Bob Scarsborough Bud LeClaIr Henry B. Donnelly Junior Hughes Andrew Reasko 12 More Complete Steward Reoert Program -ri^„ *OX lI-»_ xr il .. . .. The recent Steward Recerti- they had obtained from taking fication Class ended on an the Program to help their upbeat note, with the mem­ fellow shipmates. bers of the graduating class The Stewards were involved receiving their certificates at in vigorous two month internthe monthly membership iii^iiiuc;i oi 11 u ^ meeting at the Headquarters ® divided their time Building in New York City. between the Seafarers Harry Upon receiving their dipio- Lundeberg School of Seamas, a number of Stewards "Tranship and Headquarters. pledged to use the knowledge Among other things, the Stewards studied the various benefit plans available to members of this union. When they go back to their ships, they will be able to rustle up plenty of know-how with their usual quota of fine meals. The Stewards were also exposed to the union's Wash­ ington operations in a one day visit to the nation's Capitol. During their visit to Wash­ ington D.C., the Stewards visited the Transportation Institute, a non-profit organi­ zation aimed at promoting maritime research and devel­ opment, and the AFL-CIO Maritime Trades Department, where they \yere given an indepth briefing on the SlU's legislative activities. Help Your Brother Down the Road to Sobriety eeing a blind man walk down a street makes the rest of us thankful for our sight. Perfect strangers, as well as friends, don't hesitate to offer a guiding arm to the blind because we all think it must he a terrible thing to he unable to see where you're going. An alcoholic can't see where he's going either, only alcoholics don't have friends. Because a friend wouldn't let another man blindly travel a course that has to lead to the destruction of his health, his job and his family. And that's where an alcoholic is headed. Helping a fellow Seafarer who has a drinking problem is just as easy—and just as important—as steering a blind man across a street. AH you have to do is take that Seafarer by the arm and guide him to the Union's Alcoholic Rehabilitation Center in Valley Lee, Md. Once he's there, an alcoholic SIU member will receive the care and cohnseling^^ he needs. And hell get the support of brother SIU members who are Fighting ijj •the same tough battle he is hack to a healthy, productive alcohol-free life. The road hack to sobriety is a long one for an alcoholic. But because of ARC, an alcoholic SIU member doesn't have to travel the distance alone. And by guiding a brother Seafarer in the direction of the Rehab Center, you II be showing him that the first step back to recovery is only an arm's length away. S I Alcoholic Rehabilitation Center I am interested in attending a six-week program at the Alcoholic Rehabilitation Center. I understand that all my medical and counseling records will be kept strictly confidential, and that they will not be kept anywhere except at The Center. Name Book No. I I I Address I I (Street or RFD) (City) (State) Telephone No Mail to: THE CENTER Star Route Box 153-A VaUey Lee, Md. 20692 or call, 24 hours-a-day, (301) 994-0010 W: 32 / LOG / December r980 (Zip) �Seafarers Pluck 17 Off Stricken Panamanian Ship S-L Patriot Crew Keys At'Sea Pacific Rescue I Ts not just good seafaring skills that make American seamen the best in the world. It's also the fact that U.S. merchant mariners are ready and willing to offer assistance to those aboard distressed vessels any time, anywhere. 'z: ZZZff'- ' ' s'i-,'". • ' yy • V ss -v; ,,yy'ZytZifyAZyr A recent case-in-point was the role the SlU-contracted SeaLand Patriot played last month in the at-sea rescue of 17 crewmen from a foreijgn-flag break bulk/container vessel. y -. ' rz.- Mid-morning on Nov. 13, the Patriot's master, Gapt. David R. Patterson, received a message from Coast Guard headquarters in Honolulu that the Panaman­ ian-flag ship Sunshine Island was without power in rough seas. 1 ' •' Part of the SlU crew aboard the Patriot as they prepared This inflatable liferaft was used to transport Sunsh/ne Island crewmen to the Patriot and supplies back to the foreign-flag to pass lines to the. Sunshine Island, in background. vessel, Photos by Seafarer Emlllo V. Sierra engineroom had caused the safety aboard the Sea-Land the Sea-Land Patriot had power failure. The crew of the containership. completed the rescue and was The Patriot was en-route to foreign flag ship was without , Food, batteries and other once more en-route to Yoko­ Yokohama, about 1500 miles food and other vital supplies and supplies were then passed via hama. She arrived on schedule east of Japan when they received the Sunshine Island's lifeboats liferaft from the Patriot to the Nov. 17. the distress call. The Sunshine were inoperable. crewmen who were remaining Hats off to the SlU crew and Island was without power some Hampered by stormy weather, aboard the Sunshine Island uniW the officers of the Sea-Land 237 miles west of the Patriot's the Sea-Land Patriot accom­ a tug, dispatched from Osaka, Patriot for acting in the finest position. plished the rescue operation as Japan, arrived to tow them in. tradition of the Union and the When they arrived at the efficiently as possible. Crewmen Bygone o'clock that afternoon U.S. merchant marine. Sunshine Island's location, the from the Patriot passed a line to crew of the Patriot learned that a the disabled Sunshine Island and 2 Stowaways Arrested on S-L Resource fire in the Panamanian vessel's hauled 17 of that vessel's crew to British police cornered two stow­ captain of the unwanted guests as aways on the SlU-manned Sea- the ship was enroute from BremerLand Resource after several hours haven to New York in the English of a hide-and-seek search through­ Channel. The captain notified the 4^ ''' J. out the ship. British Coast Guard which in­ One of the stowaways was armed structed the vessel to be brought with a rifle, but the two gave up into Berry Head where she would be without a shot being fired when it- ^boarded by police and immigration was inevitable that they could not officials. escape. The cat-and-mouse chase took The stowaways were discovered place with the stowaways scurrying by one of the Resource's crew among the maze of containers below members as he inspected the ship's deck..The cops finally cornered the cargo of containers. The stowaways duo who were promptly arrested. had apparently set up camp with One of the stowaways .said he was food and bedding in one of the Swiss while it was believed that the The Sea-Land Patriot was enroute to Yokohama when she learned the containers. other was on the run from the ranamanlan Sunshine Island (above) was in trouble and needed help; The crewmembcr notified the Foreign Legion. '• ft - .• ' . •- i.- • . ' -T S'L Voyager, New D-9, Working Far East Run "Voyager" is the name of the unmanned spacecraft that re.centlyjourneyed millions of miles to the planet Saturn and beyond. A new SlU-contracted ship— though she'll be bound to this planet Earth—is also named Voyager." It's an appropriate •appellation, since the Sea-Land (Sea-Land Service, Inc.) will hopefully be traveling over thousands of miles of ocean propelled by her fuel efficient diesel engines. She's one of 12 new D-9 class diesel-powered containerships to he built this year by the company and to be manned by Seafarers. All of the vessels have been christened and many of them, like the Sea-Land Voyager, are already in operation. The ships should all be crewed within the next few months, The building of these 12 vessels represents the largest single containership construction pro­ gram ever to be undertaken by a private carrier. The Sea-Land Voyager, like her sisterships, weighs 23,424 DWT and can handle five times the cargo volume of a C-1. Yet she does it with far greater efficiency and travels one-third faster. Each of the new D-9 class containerships operates at a service speed of 22 knots. The vessels can make a round trip run between the U.S. West Coast and Asia without refueling. They are expected to provide a 35 percent improvement in fuel efficiency over steam turbine vessels of comparable size and speed. According to the company, these diesel ships can also burn a wider variety of fuels, including the least expensive ones. Like her 11 sisterships, the SeaLand Voyager can carry both 35ft. and 40-ff. containers. The 745- ,ft. ships have an 839-container capacity with 165 slots allocated for refrigerated cargoes and 34 for bulk liquid tanks. The Sea-Land Voyager was built at the Mitsubishi Heavy Industries shipyard in Kobe, Japan as were two other D-9's. Four of the ships were con­ structed by Mitsubishi at their yard in Nagasaki, Japan. Three of the containerships were con­ structed at the Mitsui Engineer­ ing and Shipbuilding Co. yard in Tamano, Japan, and two were built at the Hyundai Industries Co. shipyard in Ulsan, Korea. December 1980 / LOG / 33 f; -••K. 'S • �:^»i;T.' Cops Cite Seafarer for Saving 2-Year Old There's a two-year old girl in Sacramento who will grow up to be a healthy, and hopefully happy, young lady thanks to the heroic efforts of Seafarer Joseph English. English saved young Christine Keller with mouth-to-mouth resuscitation after she was hit by a car while playing in a toy wagon. The 59-year old Seafarer wit­ nessed the incident and rushed to the girl's aid. When he reached her, she was unconscious and •'"• J Deposit in the SIU jL^Biood BankIt's Your Life -• didn't appear to be breathing regularly. So Brother English used mouth-to-mouth resuscita­ tion to restore regular breathing until the ambulance arrived to take over. Brother English's heroism and quick action did not go un­ noticed. About a month after the incident, he was presented with a Citation for his lifesaving efforts by the Sacramento Police De­ partment. Attending the ceremony, feel­ ing fine and frisky, was twoyear old Christine Keller with her mom. Brother English, who said it was the first time he ever had to use mouth-to-mouth resuscita­ tion, stated emotionally that little Christine "is now a part of my life." Our hats are off to Seafarer Joseph English for displaying a cool head and deep concern for his fellow man when it counted most—when a little girl's life was on the line. USPHS Has 24-Hour Toll Free Number Seamen and boatmen can use a toll free number 24 bours a day to locate the nearest Public Health Service hospital outpatient clinic, contract physician, or emergency health services. The service is provided from the Nassau Bay, Tex. PHS hospital. Anywhere outside of Texas, the number is 800-231-SHIP. From inside Texas, the number is 800-392-SHIP. Also, the Tele­ phone Company requires that when you call long distance you first dial the number 1. Dispatchers Report for Inland Waters OCT. 1-31,1980 •TOTAL REGISTERED All Groups Class A Class B Class C • ^.^•rv:.>,;.- ; Boston —i New York t Philadelphia Baltimore Norfolk.... Tampa Mobile New Orleans Jacksonville San Francisco.. Wilmington Seattle «... Puerto Rico — Houston Port Arthur Algonac .................................. St. Louis Piney Point Paducah Totals .................................... ~Sr-«; • 0 0 0 3 0. 6 0 1 0 0 1 0 0 8 20 0 2 0 3 44 0 0 0 . 0 0 . 0 7 1 0 0 4 1 0 0 3 4 0 0 0 0 2 2 0 0 0 0 4 4 4 2 0 0 5 2 10 0 20 0 44 31 ; — ... '. ; ....^ — ... 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 0 0 0 0 2 0 0 0 0' 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 2 0 0 0 1 0 1 0 2 0 0 0 0 0 0 0. 0 0 0 0 4 Boston New York Philadelphia Baltimore— Norfolk Tampa Mobile I....... — New Orleans Jacksonville • San Francisco Wilmington — Seattle ..' Puerto Rico — Houston Port Arthur. .....; .... Algonac St. Louis Piney Point — ...• Paducah ". — ..• Totals • I 0 0 0 0 0 1 0 5 0 0 1 0 0 1 4 0 1 9 0 22 0 0 0 0 0 3 0 6 0 0 0 0 0 0 1 0 3 0 5 , 18 0 0 0 0 0 0 12 12 0 0 4 5 1 1 7 1 2 1 0 0 7 4 0 0 0 1 8 12 38 , 6 0 0 4 . 5 0 1 13 - 7 92 60 0 0 0 3 0 3 1 16 1 0 7 0 5 11 11 0 10 0 116 184 Totals All Departments 0 0 0 0 0 0 0 1 0 0 0 0_ 0 0 2 0 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 0 0 0 0 0 0 2. 0 0 0 0. 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 2 0 0 0 1 0 1 0 0 1 0 2 0 0 1 0 0 0 0 0 6 0 0 0 0 0 1 1 0 0 0 1 0 0 3 3 0 0 0 0 9 - a STEWARD DEPARTMENT Port -I ... 0 0 0 0 0 2 0 1 1 0 1 0 0 1 19 0 0 0 0 25 ENGINE DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals ••REGISTERED ON BEACH All Groups Class A Class B Class C 0 0 0 2 0 1 0 0 I 0 1 0 0 1 0 0 0 0 1 7 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 1 0 1 0 1 0 0 1 0 0 0 0 0 3 0 3 10 0 0 0 0 0 1 0 0 0 0 0 0 .0 0 0 0 0 0 0 1 ?3 35 58 29 0 0 0 0 0 1 0 0 0 0 1 0 0-^ 0 1 0 0 0 0 3 26 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 2 0 0 0 1 3 0 1 0 0 1 0 0 1 0 2 11 0 0 0 1 0 0 ,0 0 0 0 0 0 0 D 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 1 0 0 1 0 0 3 0 15 21 22 112 63 211 •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. • '-Jv' • '• In the event that any SIU members have legal problems in the various jjorts, a list of attorneys whom they can consult is being published. The mem­ ber need not choose the recommended attorneys and this list is intended only for informational purposes: NEW YORK, N.Y. Schulman & Abarbanel 350 Fifth Avenue New York, N.Y. 10118 Tele. #(212) 279-9200 BALTIMORE, MD. Kaptan, Heyman, Greenberg, Cngelman & Belgrad Sun Life Building Charles & Redwood Streets Baltimore, Maryland 21201 Tele. #(301) 539-6967 HOUSTON, TEX. Archer «Sc Peterson Americana Building 811 Dallas Street Houston, Texas 77002 Tele. #(713) 659-4455 TAMPA, FLA. Hamilton & Douglas, P.A. 2620 W. Kennedy Blvd. Tampa, Florida 33609 Tele. #(813)'879-9482 SAN FRANCISCO, CALIF. John Paul Jennings, Henning, Walsh & Ritchie 100 Bush Street, Suite 440 San Francisco, California 94104 Tele. #(415) 981-4400 DECK DEPARTMENT Port ? TOTAL SHIPPED All Groups Class A Class B Class C Legal Aid Philip Weltin, Esq. Weltin & Van Dam No. 1 Ecker Bid. San Francisco, Calif. 94105 Tele.#(415) 777-4500 ST. LOUIS, MO. Gruenberg & Sounders 721 Olive Street St. Louis, Missouri 63101 Tele. #(314) 231-7440 NEW ORLEANS, LA. Barker, Boudreaux, Lamy, Gardner & Foley 1400 Richards Building 837 Gravier Street New Orleans, Louisiana 70112 Tele. #(504) 586-9395 LOS ANGELES, CALIF. Fogel, Julber, Reinhardt & Rothschild 5900 Wilshire Boulevard Los Angeles, California 90036 Tele. #(213) 937-6250 MOBILE, ALA. Simon & Wood 1010 Van Antwerp Building Mobile, Alabama 36602 Tele. #(205) 433-4904 DETROIT, MICH. Victor G. Hanson 19268 Grand River Avenue Detroit, Michigan 48822 Tele. #(313) 532-1220 GLOUCESTER, MASS. Orlando & White Two Main Street Gloucester, Ma.ssachusetts 01930 Tele. #(617) 283-8100 SEATTLE, WASH. Vance, Davies, Roberts, Reid & Anderson 100 West Harrison Pla/a Seattle, Washington 98119 . Tele. #(206).285-3610 CHICAGO, ILI.. Katz & Friedman 7 South Dearborn Street Chicago, Illinois 60603 Tele. #(312) 263-63.30 34 •/ LOG / December 1980 ;. • .'-y- ,•1 �..L'.'/I SIU Tug Enterprise Makes Living in Gulf Oil Trade The tugboat Enterprise (lOT) and her crew of SIU boatmen were seen in Port Everglades, Florida on one of their frequent stops in the area. They were in ^ ' fli port awaiting a load of oil for their huge tow, the barge Ocean 262. The barge is actually the forward end of an old T-2 tanker which was cut off and modified to facilitate towing. Needless to say, the Enterprise tows a shipload of oil. Regular stops on the Gulf run for the Enterprise, besides Port goula and Gulfport, Miss. The vessel is part of IOT*s deepseagoing Mariner fleet. • :• I-,: <, Aboard the lOT tug Enterprise at Port Everglades, Fla., is tug Captain Joseph W. Berryman. Whipping up a chicken dinner in the Enterprise's galley is cook Joe "Pete" Pietras. KNOW YOUR RIGHTS Catching some Florida sun as he does some painting on the Enterprise's deck is AB Bob Tyler. KNOW YOUR RIGHTS SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts arc posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: Angus "Red" Campbell Chairman, Seafarers Appeals Board " 275 - 20th Street, Bropklyn, N.Y. II2I5 Full copies of contracts as referred to are available to you at all times, cither by writing directly to the Union or to the Seafarers Appeals Board. LONTRACTS. Copies of all SIU contracts are availi'hlc in all SIU halls. The.se contracts specify the wages and conditions under which you work and live aboard your ship oi boat. Know your contract rights, as well as your obligations, such as filing for O'l" on the proper ''bcjis and in the proper manner. If, at any time, any SIU KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. 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 con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so aflfected should immediately notify headquarters. FINANCIAL REPORTS. The constitution of the SlU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gull. Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. Pretty as a picture. lOT's tug Enter­ prise. snapped dockside in Port Ever­ glades. Fla. patrolman or other Union olficial, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY —THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, olficer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has beer, reaffirmed by membership action at the September, 1960. meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate. Irom among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any olVicial capacity in the SIU unless an otlicial Union receipt is given for same. Under no circum­ stances 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 olficial receipt, but feels,that he should not have been required to make such payment, this should immediately be reported to Union headquarters. EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SjU. 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 discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing, 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. AH contributions arc voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a con­ dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Sup­ port SPAD to protect and further your economic, poli­ tical and social interests, and American trade union concepts. if at any time a member feels that any of the above rights have been violated, qr that he has been denied his constitutional right of access to Union records or infor­ mation, he should immediately notify SIU President Frank Drozak at Headquarters by certified mail, return receipt requested. The address is 675 - 4th Avenue, Brooklyn, N.Y. 11232. December 1980 I LOG / 35 �•r... t.'V •i;. 'v: •iV ••|#' t's i •f i i i I I •i i. I :"4 ..•<4 '3. i: •f ,>i Pension e r Edelmiro "Ed" Albarran, 63, died of natural causes in the USPHS Hospital, Staten Is., N.Y. on Aug. 23. Brother Al­ barran joined the port of Baltimore sailing in the steward department for Sea-Land and Puerto Rico Marine. He hit the bricks in the 1961 Greater N.Y. Harbor beef and the 1965 District Council 37 strike. Seafarer Albarran was born in Yauco, Ponce, P.R. and was a resident of the Bronx, N.Y. Burial was in St. Raymond Cemetery, the Bronx. Surviving are his widow, Angelita; his mother, Mrs. Maria Morela and two sisters, Aida and Julia Morel. Pensioner Osvaldo Rivera Delgado, 74, .died of hepatitus in the Fernandez Me­ morial Hospital, Bayamon, P.R. on Aug. 18. Brother Delgado joined the SlU in 1947 in the port of New York sailing as a FOWT. He was born in Mayaguez, P.R. and waS a resident of Bayamon. Surviving are his widow, Alicia; a son, Ferderick and two daughters, Ruth and Maria. Francis "Frank" Winthrop Draper Jr. Ill, 28, died on Sept. 12. Brother Draper joined the Union in the port of St. Louis in 1979 sailing both inland I and deep sea as a chief engineer and chief electrician on the Tug Adventurer (Crowley Marine) for Hydro of Delaware and for SeaLand. He was a veteran of the U.S. Air Forces. Seafarer and Boatman Draper was born in Washington, D.C. and was a resident of Jacksonville. Surviving are his widow and his father, Frank of Jacksonville; Harry Leonard Oakes, 56, suc­ cumbed to heart disease at home in New Orleans on May 1. Brother Oakes joined the SlU in the port of Baltimore in 1955 sailing as a FOWT for the Delta Line. He was born in Haverhill, Mass. Seafarer Oakes was also a member of the SUP. Interment was in Greenwood Cemetery, New Orleans. Surviving are his widow, Betty of San Francisco; three sons. Seafarer Frank Oakes, David and Mark of Chesapeake, Va.; a daughter, Jane; his mother, Ethel of San Pedro, Calif, and two sisters, Camile of Lawrence, Mass. and Mrs. Wilma Johnson of Jacksonville. 36 / LOG / December 1980 James Walter Sumpter Jr., 53, died of heart-lung failure in the New Orleans USPHS Hospital on Aug. 15. Brother Sump­ ter joined the SlU in 1945 in the port of New Orleans sailing as a cook and chief steward for the Waterman Steam­ ship Co. and the Delta Line. He was on the Delta Shoregang from 1975 to 1980. Seafarer Sumpter was a veteran of the U.S. Army in the Korean War. Born in Kokomo, Ind., he was a resident of Metairie, La. Cremation took place in the St. John Crematory, New Orleans. Surviving are his widow, Helen Yvonne; three sons, Michael, Van Vlaenderen of New Orleans and James Jr.; four daughters, Catherine, Barbara Jean of New Orleans, Mrs. Margaret Anii Hirstuius of Metairie and Deborah Louise. Albert Ray­ mond Kennedy, 28, died in Slidell, La. on June 29. Brother' Kennedy I joined the SIU in 1969 following his I graduation from the HLS, Piney Point, Md. He sailed as an AB and QMED. Seafarer Kennedy upgraded in 1971. Bom in Bogulusa, La., he was a resident of Pearl River, La. Burial was in Evans Creek Cemetery, Pearl River. Surviving are his widow, Denise; a son, Albert Jr.; a daughter, Brandie; his father, Luther of Pearl River; a brother, Alvin and a sister, Rosa, both of Slidell. Hector Rene Rosado, 29, died of pneumonia in the Nasisau County Medical Center, East Meadow, L.L, N.Y. on Aug. 5. Brother RoI sado joined the SIU in the port of New York in 1967 sailing as an AB for Sea-Land, Puerto Rico Marine and Dixie Carriers. He graduated from the HLS in 1966. Seafarer Ro^do was a Vietnam War veteran of the U.S. Army's 25th Infantry Div., Co. E and holder of the Bronze Star and Air Medals. A native of Mayaguez, P.R., he was a resident of Sayville, L.L, N.Y. Interment was in Guanica Municipal Cemetery, Guayanilla, P.R. Surviving are his widow, Gricel; a son. Hector Jr. and his parents, Mr. and Mrs. Guillermo and Olga Rosado of Guayanilla. P e n s i on e r Paul Kronbergs, 74, succumbed to pneumonia in St. Mary's Hospital, Hoboken, N.J. on Apr. 19. Brother Kronbergs joined the SIU in 1944 in the port of Norfolk sailing as a bosun. He sailed 44 years. And he walked the picketline in the 1961 N.Y. Harbor beef. Seafarer Kronbergs was bora in Latvia, USSR, was a naturalized U.S. citizen and was a resident of Hoboken. Cremation took place in the Rose Hill Crematory, Linden, N.J. Surviving is a niece, Mrs. Peter (Christine) Aron of New York City. Pensioner Eugene Frederick Seuthe, 67, died of cancer in the Buf­ falo (N.Y.) Medi­ cal Center on Aug. 19. Brother Seuthe joined the Union in the port of Cleveland in 1953 sailing as a bosun for the American Steamship Co. He was a veteran of the U.S. Army Corps of Engineers in both World War II and the Korean War. Laker Seuthe was born in Alsace Lorraine, France and was a resident of Buffalo. Burial was in Mt. Calvary Cemetery, Cheektowaga, N.Y. Surviving is his widow. Rose Marie. . Pensioner Henry Trowell Buckner, 67, died of pneumonia in the New Orleans USPHS Hospital on Mar. 6. Brother Buckner joined the SIU in 1938 in the port of Savannah sailing as a bosun. He sailed 50 years. Seafarer Buckner was born in Hampton, S.C. and was a resident of New Orleans. Burial was in Greenwich-Bonaventure Cemetery, Savannah. Surviving is a brother, James of Savannah. Blagglo Famlgllo, 64, died of lung failure in the New Orleans USPHS Hospital on July 12: Brother Famiglio joined the SIU in the port of New Orleans in 1960 sailing as a waiter for the Delta Line for 29 years. He was a veteran of the U.S. Army in World War 11. Seafarer Famiglio was born in New Orleans and was a resident of Arabi, La. Burial was in Cypress Grove Cemetery, New Orleans. Surviving are a brother, • Paul of New Orleans and two sisters, Mrs. Jerome-J. (Marguerite) Abodieof Arabi and Nancy. Bryant Layton Holloway,21,died from injuries in a fall before arrival at Christian Hos­ pital N.E., St. Louis County, on Aug. 2. Brother Holloway joined the SIU in 1977 following his gradua­ tion from Piney Point as class bosun. He sailed as an AB since 1979. Bora in St. Louis, he was a resident there. Inter­ ment was in Valhalla Cemetery, St. Louis County. Surviving are his mother, Carol and his father, James of Hazelwood, Mo. Pensioner John Joseph Kane, 76, passed away from heart and kidney failure in Providence Hos­ pital, Mobile on Mar. 14. Brother Kane joined the SIU in 1938 in the port of Mobile sailing as a bosun. He was on the picketline in the 1965 Di.strict Council 37 beef. Seafarer Kane was born in California and was a resident of Mobile. Burial was in Magnolia Cemetery, Mobile. Surviv­ ing is his widow, Nelle. Pensioner Arthur George Boyd, 75, passed away from kidney failure in the Lutheran Medical Center, Wheat Ridge, Colo. On July 27. Brother Boyd joined the SIU in the port of New Orleans in 1955 sailing as a cook for 22 years. He received a Union Personal Safety Award in 1960 for sailing aboard an accident-free ship, the SS Del Valle (Delta Line). Seafarer Boyd also worked as a butler and chauffeur. Born in New Orleans, he was a resident of Lakewood, Colo. Interment was in Dallas, Tex. Surviving is his widow, Beulah. Peter Marvin Blanchard, 54, died of a heart attack on arrivalat East Jefferson Hospital, Me­ tairie, La. on Apr. 26. Brother Blan­ chard joined the SIU in the port of New Orleans in 1951 sailing as a chief steward. He sailed 36 years. Seafarer Blanchard received a 1960 Union Personal Safety Award for sailing aboard an accident-free ship, the SS Del Sol (Delta Line). And he was a veteran of the U.S. Navy in World War II. A native of Laurel Valley, La., he was a resident of Kenner, La. Burial was in St. Vincent de Paul Cemetery, New Orleans. Surviving are a daughter, Geraldine Anita Rodriguez and a sister, Mrs. A1 (Margaret) Blazio of Metairie. Atanaslo Donex Espino, 81, passed away from a heart attack in the San Francisco General Hospital on Sept. 5. Brother Espino • joined the SIU in I the port of New York in 1955 sailing as a chief steward. He sailed 22 years and walked the picketline in the 1961 N.Y. Harbor beef. Seafarer Espino was born in Policarpio, Espino, P.I., was a U.S. naturalized citizen and was a resident of San Francisco. Interment was in Holy Cross Cemetery, Colma, Calif. Surviving are his widow, Dorothy; a son, Robert of San Francisco and two daughters, Maria and Georgia. Recertified Bosun Leo Wil­ liam Gallagher Jr., 54, died of heart failure on the North Atlantic aboard the S-L 7 Galloway on Apr. 2. Brother Galla­ gher joined the SIU in 1946 in the port of Boston. He graduated from the Union's Recertified Bosuns Program in 1976. Seafarer Gallagher sailed 37 years and ' rode the CjS Long Lines (Transoceanic Cable). And attended the 1972 Piney Point Educational Conference. He was a U.S. Navy veteran of World War 11 and helped to organize Cities Senice. Gallagher also did some private Hying. A native of Chelsea, Mass.. he was a resident of Jal, N.M. Interment was in Kermit, Tex. Surviving are his father. Leo of Chelsea and a sister. Evelyn also of Chelsea. �liv ;; ^. Oefeo Osro Boyd, passed >1 from hear. J '* faiP„„ "^fr-frng fr the K">«s DaughtersHospital, Brookfc»>'on. Miss, on ~ -.ct i-iug. ^ p , Boyd joined the ^"S- 8. Brother • t fr^nsioner J, i""?"' 83. passed 3way from a heart ®^ack m Baptist Hospital, Miami, I V FrL\"' 'EZ^' DeBoch.,®"?;' ''•eti of a lung ail-' ment in Hunting. 26 "" ^"iy •'"'J' % 5 .®™ther I", «<>»P"at I.0P52 in "Ll-t."- . Robert William Powell 45 ^ 'n the Mississippi River'Ju ,B«"in.o,e and Oh^fond for the /i™- H-Y. from 1939 f„ Beook•"pen a union m™ij He had nattveofAvon,Ma» h of Huntington inf '™" resident -"V^SS , "Si oner John Heniy MorExxon Docks, East Bat off the 64, died in Candler General l^nion ,n the port of NZ^ J W^Pital, savanfn AB. He aJso sailed for^ "ah on Sept. 14 last year. Boatman Pnu, Towing Brother Morris Hew York aZZlT"ora Norfbllc. Burial tvas ® '•esident "f of ^^e SIH in Horfolk. Cemetery, Norfolk c'" Cawn u '" ^"^ing as a hn widow, Ann Flore are his Savannah and u/ Wr. and Z Eva Parent B"rial Z in T " 'wrs. Evan and Eucv Pouf«ii l^emorial GarH. Lawn f(Allied TZZ) " '"S BPWok Cettety'Sr" «' "»8 is a tiaughto' BPH"™ rr"""-Jean of Hantington. r„f fas'oner ^bJames Piih. 8". passed sway from i„ fa'Inre „ Petersburg (Va., general Hospital I— °a-inly26.Brother BiH 'n 1939 in the port of Hf "" as a waiter and saLn sailing Years and duting wZlT'T « „l'bnsioner r Harold Barker, 64, died in St. Eliz­ abeth Hospital, 'be PieketlfnriJ He was Beaumont, Tex Harbor beef. finr„ • '^61 N Y ™ I^. 6, 1979.' Indies, he was a natura^^®"*'®^ ^^st .Hfother Barker and was a tesidentSf a'' ®' "'fren Joni^ the Umon WM in the James M W^Jk? Ba-fal Tex. in 1964 P°rt Arthur tfirAorid?^® wfliam '•>" the Florida Hospftm s 'j' 26, died «l Park Cemetery 'pete if""" Bfemorof injuries sustaiS jS""""' °'''P»<'o. 2nd engineer on regare two gran^ugS"? ®°™'YiP'-and-run truck wh-f" "™ok by a (Slade Towing) from 1950^'^^ ^rown Dixon and Barbara r5 ! Annette L. Orlando, Fla on a ^ walking in Mass. Jamaica Plains fr>f the Eeland Bowm ^ ° and /—' ^'3. on Anr 70 la ® " .a """• Mardones joined Wardones joined the iJnL - Bother -Pensioner Ram Ch- r. to 1950. Boatman BTT ^^48 oT the U.S. Army in WoAw « ® "Tampa in 1978 sailinc a" diseas" .Pensioner started sailing in IQ?-''He Q"een Elizabeth u " at the bom in FoZ I He ' WiHiam resident of Orange TL T \ a _Mardones sailed for Cro \ Kong on Feb Rowloon, Reynolds, 66, died from 1978 to 1979 anZ^ ^^ West ri first m Doyle Cemeten^ Stark! failure in Mariner. He was bnm ^/T' ^ messman He '^"*0 saihW ying are his widow nr ' 5^" ^tirviProvidence HOS a resident of Orlando r Francisco. CremaT^ ^ ^sident of San William, Michael RichZ' f'f^s Mobile on two daughters Barh Caiy; place in the Carey Hanw^0"g- Surviv n°" m ^"'3^ 2. Brother stepdaughter, km S^^''®sfrnnda Intennent was fn Mrs. Charlotte D sf joined Tark Cemetery, MiaZV l^°°^'awn '^ava, Hawaii and Si/ "fKailua -''er, Nilved Of Miamr^"^ ^u: cffTo::^:-^' ^ Pensioner passed away from Moore, 84 ^'frabeth, N.J attack i'n Moore joined the UnionAA t'le port of Phijad_. . " ^ C^^al isooin ^s en oiler on the ,"«l sailing M South Wha the Co., from (independent 8orninDila,S^™^„f ?82, He was H J. and teas a resld^m "r"^^'' <=''""'Y. bStTif '^^'SCO first sailina San ,'" '¥• He sailed Coast ant dayman and BR an assis^a-^PLandttefi'a' "•= Matson r^'iay was 60™^ Ha "an Mail Li„e. Natiomr, Memo^tTcem ".™'"'aa Baaflc, Honolulu H ^Vofthe are tiro brothers r ""' B"rviving and aisrets, M° and Samuel and Mrs. Bella c» ' F'hnoe Mitchell lulu. "alia Stanton, all „f „„™l : Cbing, ddB^tej^bfr^Marvin William IJtheportofMobilesamn^ San" capis,trs^^"; Srs„"™'- srssi" «Zr "" '"sident omirS -"si-s beart ""ackZ^thTpaTof^' in Wood Ridge S;/"rial Hospital FrankP 'ver Memo^ia. Surviving arn t ^ Mile 30. Brother MichamS ^"^une son, Hubert Jr tllAei' a the port of Elberta M" Z Norma Diane andn. ^°tma, as a deckhand OS sailing his mother, Sula ""®°^Mobileand ;-tchman on the J//T Arbor, Mich.) Car F1 ^Ann p^^'- . Mission, Mich Ftnnkfo t tau™ m Old of fnke Twso was i„ Crysta Mich. Su™vS"a"?: County nndtwosom Tf ""''''''ow,Elai„e «'cba=l. ^'^—Bmukfottaud ca„°e"""th''T'^died of u ' R ) PresbyterSen, "P'Pi'"' on p • Brother SHl in i944 in fh« joined the eZsu: T " Nov. 12 1970 D . Z r"""^' Rusebio Aniceto Salaaar, "l M!" •'"oiaon Memonal HospiMiami on May 29. Brother Sala^"rjoined theSlU ^ntson and Ap, ^"b Ca"^" °f US. Navy A ^ T'enegarao pV.™'™ of ''B®"'Calif ^ """""b'- Ted of Z Rico and was a Af' « Piedras, P.R. SurvivLt Ri® ^^"andadaughte^^^«^blow, _ -^^V4,'^®P°«t>fNeiv IMS iiMs gf0M.mm ^ "11 rne Wesf . ^'"ig Ursi S">„"".<'w"s"resSem:rr.'"««'-re®. HCIT" MZZPI ZZ'""' in HA '"""on of tte M e^ v"" BFEL. "Honolulu he was a ""k-"orn '"•onnent was i„ v" 'bere. Ceo'ctery, Hono"uln 0°"°' Memorial pf"8bter. Norma aun ™™® "re a C. Vap " sister. Mm. '^^9 Hubert "Tinv" '"'led 32 years SZ^^'"FOWT. .^Bon KemtX ^s borninAlLama anH"" 61, succumbed to oT Mobile. Inter^enf "^^^^^^^Ment Pensioner Salvador H i u cancer in the /Memorial Gardens Cem? succumbed to cancer in?' . SPHS Hospital, '"S are a son Gr. Surviv25, 1979. Brother ich ^^fttle on Nov. Nassau Bay, Tex ^"Shter, Mrs.' Laura ® the West Coast in 19^3 on on Mar. 24, 1979' Mobile and a brother cook for the Alaska Sif assistant Mohile. '• Heniy, also of Kennedy ^,^:*^ intheportofMAbf« resident of Zt7j% " ih^fMobL s^r " chief steward. He sailed ^ fonsioner frOB Fidel Art,„i„ wiuow, Mary. R'vera, 74, passed "way from cancer arey Micham CO .. . rnc-dent of Cold S^ri ' ^ ?^Xnr-JSg4S" •Y'dow, Alice and a son, Salel "" fThc.. Dank Wh4,f„7'".°® -e a M. Wheat, hoth ocZZZc7 • " "boatd the ''J'- He . B — y^'upire •" the the entry er/!.'".'"rating ^'rginia Beach. was ^ ^s a resident of December 1980 / LOG .^v;. 37 �m SF! ' hi • y• "1. ;• r Notice To Mariners •' •M.|7 '•-' ' - " .1. Upgrading Class Schedules For Jan.-June Are Announced W' yA • 4 , V O' i '3'* Ia • k' Upgrading class schedules for the first six months of 1981 are announced by the Seafarers Harry Lundeberg School of Seamanship. To register for any of the following courses, use the Upgrading Application form which is published in this issue of THE LOG. January 1981 LNG: Jan. 5-Jan. 29. QMED: Jan. 15-April 9. FOWT: Jan. 29-Feb. 26. Marine Electronics: Jan. 5-Feb. 12. ^ ^ ^ ; Diesel (unlicensed): Jan. 5-Jan. 29. Diesel (Licensed/T.I. Scholarship): Jan. 5-Feb. 28. Conveyorman: Jan. 5-Jan. 29. Towhoat Operator (T.I. Scholarship): Jan. 5-Feb. 26. Able Seaman: Jan. 5-Jan. 29. ^ Lifeboatman: Jan. 2-Jan. 15; Jan. 15-Jan. 29, Jan. 29-Feb. 12. Tankerman: Jan. 2-Jan. 15; Jan. 15'-Jan. 29; Jan. 29-Feb. 12. February 1981 Pumproom Maintenance & Operation: Feb. 16-Mar. 26. Lifeboatman: Feb. 12-Feb. 26; Feb. 26-Mar. 12. Tankerman: Feb. 12-Feb. 26; Feb. 26-Mar. 12. , - .-.u,'... March 1981 LNG: Mar. 2-Mar. 26. FOWT: Mar. 26-April 23. Marine Electrical Maintenance: Mar. 2-April 23. Refrigeration Systems, Maintenance & Operation: Mar. 2-April 9. Diesel (unlicensed): Mar. 20-April 23. Diesel (Liccnsed/T.I. Scholarship): Mar. 20-May 21. Automation: Mar. 30-April 23. Welding: Mar. 2-Mar. 26. ^ Towhoat Operator (T.I. Scholarship): Mar. 30-May 14. Celestial Navigation: Mar. 2-April 2. PUot: Mar. 16-May 7. v Quartermaster: Mar. 2-Mar. 26. Able Seaman: Mar. 27-April 23. Lifeboatman: Mar. 12-Mar. 26; Mar. 26-Ai^il 9. Tankerman: Mar. 12-Mar. 26; Mar. 26-April 9. April 1981 LNG: April 27-M,ay 21. Able Seaman: April 24-May 21. Lifeboatman: April 9-April 23; April 23-May 7. Tankerman: April 9-April 23; April 23-May 7. May 1981 QMED: May 7-July 30. FOWT: May 21-June 18. Marine Electronics: May 25-July 2. Welding: May 25-June 18. Towhoat Operator: May 11-July 2. Celestial Navigation: May 25-June 25. Able Seaman: May 22-June 18. Lifeboatman: May 7-May 21; May 21-June 4. Tankerman: May 7-May 21; May 21-June 4. June 1^81 LNG: June 22-July 16. _ « , , an Refrigeration Systems, Maintenance & Operations: June 2-July 30. Diesel (unlicensed): June 22-July 16. Diesel (Licensed/T.I. Scholarship): June 22-Aug. 13. Pumproom Maintenance & Operation: June 8-July 16. Towhoat Operator (T.I. Scholarship): June 22-Aug. 6. Quartermaster: June 19-July 16. Lifeboatman: June 4-June 18; June 18-July 2. Tankerman: June 4-June 18; June 18-July 2. Courses may be added or cancelled, and dates may be changed, depending upon the particular needs of our membership and the special requirements of the industry. Two ships that pass In the day-the Del Campo (Delta) enroute to the port of Newark was snapped from the deck of the Ogden Challenger. In the background, the famous New York City skyline. In -the foreground of course is "Old Glory.' Notice On Shipping Procedures (Deep Sea) When throwing in for work during a Job call at any SlU Hiring Haii, seanien must pro­ duce the foiiowing: • membership certificate (where possessed) • registration card • clinic card • seaman's papers • vsdd, up^o-date passport in addition, when assigning a Job the dispatcher will com­ ply with the following Section 5, Subsection 7 of the SlU Shipping Rules: , "Within each class of senior? Ity rating in every Depart­ ment, priority for entry rating Jobs shall be given to all man who possess Lifeboat­ man endorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sen­ tence when, in the sole Judg­ ment of the Board, undue hardship will result or extenu­ ating circumstances warrant such waiver." Also, all entry rated mem­ bers must show their last six months discharges. Further, the Seafarers Ap­ peals Board has ruled that "C classiflcatien seamen may only register and sail as entry^ ratings in only one depart­ ment." Would you like to get your High School Diploma? We would like to help you. Here's all you have to do: Come to the Seafarers Harry Lundeberg School of Seamanship If earning your diploma is W something you have been putting off, delay no more. Fill out this coupon and send for your application kit. NAME ADDRESS PHONE Are you an SiU member Dyes Dno book number • Please send me an application and pretest packet. • Please send more information on the GED program. > ,^ Address to: Tracy Aumann GED Department » Seafarers Harry Lundeberg School of Seamanship Piney Point, Maryland 20674 il 38 / LOG / PecQfn^r 1980 V. i A-Z'*• '.'' '• '• -v f �if.- "r-.,;'-•#V Apply Now for an SHLSS Upgrading Course ; (Please Print) Seafarers Harry Lundeberg School of Seamanship (Please Print) [ Upgra(ding Application S Name. (Last) (First) Date 6f Birth. (Middle) Mo./DayAear • Address. (Street) (City) [ (State) Deep Sea Member Q 1 1 1 Book Number • '— Lakes Member Q Senioritw — Social Securitv # Port Presently Qoni^*.>»>.4 i« Port Issued —— 1. ^ Endorsements) or License Now Held " " . Piney Point Graduate: • Yes No • (if yes, fill in below) Entrv Proaram: From • (dates attended) Upgradina Procnram: From : (Area Code) Inland Waters Member Q • : , Date Book Was Issued Telephone. (Zip Code) r to — • • • > if Endorsements) or License Rereii/eri to (dates attended) Do you hold a letter of completion for Lifeboat • Yes • , No p Firefighting: • Yes - :— No • CPR • Yes No • Dates Available for Training • r-Jl • I Am Interested in die Following Course(s). I J"", DECK ; • Tankerman ••AS 12 Months ! Q AS Unlimited ; • AS Tugs & Tows I • AS Great Lakes S (• Quartermaster ! O Towboat Operator ; Western Rivers S • Towboat Operator Inland I • Towboat Operator Not • Morethan 200 Miles : • Towboat Operator (Over I 200 Miles) . ! • Master Q Mate !Q Pilot i • Third Mate ENGINE • FWT • Oiler • QMED - Any Rating Q Others. Q Marine Electrical Maintenance Q Pumproom Maintenance and Q Operation • Automation --• Maintenance of Shipboard Refrigeration Systems Diesel Engines Assistant Engineer (Uninspected Motor Vessel) O Chief Bigineer (Uninspected Motpr Vessel) B STEWARD • • • • • Assistant Cook Cook & Baker Chief Cook Steward Towboat Inland Cook ALL DEPARTMENTS • • • • O LNG LNG Safety Welding Lifeboatman IP'""® Fighting I RECORD OF B^PLOYMENT TIME —(Show only amount needed to upgrade in rating noted above or attach letter of service, S whichever is applicable.) • SIGNATURE Please Print RATING HELD DATE SHIPPH) DATE OF DISCHARGE DATE RETURN COMPLETED APPUCATION TO: Seafarers Lundeberg Upgrading Center PINEY POINT. KD. 20674 December 1980 / LOG / 39 I"'-*?-..'-'! • �Sign the SPAD check-off today •JTS' • 'r'* -j- • V, •v..' : y^' . .- � 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 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource December 1980 Description An account of the resource Headlines: RALPH QUINNONEZ, ONE OF THE BEST, DIES AT 63 GROUND IS BROKEN FOR NEW SIU HALL IN MOBILE COAST GUARD ENDS SEARCH FOR POET INQUEST ON POET DISAPPEARANCE CONTINUES 24 SEAFARERS AMONG THE CREW OF THE LOST POET U.S. MARITIME HINDERED BY TOO MUCH GOV'T LAUD CREW FOR SAVING GREAT LAND FROM FIRE SIU CREW PRAISED FOR ROLE IN NATO EXERCISES JOE GOREN RETIRES AT 60L LONG TIME WEST COAST OFFICIAL MARAD OK'S SUBSIDY FOR 2 OGDEN SHIPS GRASS ROOTS POLITICS KEYED GOP VICTORY ALGERIA-EL PASO PRICE BEEF GOES ON: CREWS STAY ON SHIPS KIRKLAND: LABOR WILL CONTINUE TO ARTICULATE WORKERS' NEEDS T.I. STUDY: COAL COULD BRING US FLAG RESURNGENCE SIU'S NEW ENGLAND FISHERMEN UPHOLDING GENERATION'S OLD TRADITION A FEW THOUGHTS AT CHRISTMAS TIME BORN OF STRIKES, DEPRESSION ERA VIOLENCE BOATMEN EARN ENGINEER LICENSES UNDER TI/SIU SCHOLARSHIP PLAN SHLSS PREPARING STUDY PROGRAM FOR ASSOCIATE OF ARTS DEGREES PENSIONER EARNS H.S. DIPLOMA SHLSS OFFERS QUARTERMASTER COURSE SIU TOWBOAT PILOT CLASS GRADS REPRESENT ALL SECTIONS OF INDUSTRY PUMPROOM MAINTENANCE COURSE PROVIDES SPECIAL ENGINE SKILLS RAILROAD INDUSTRY LOOKS AT SIU ALCOHOL REHABILITATION PIX FROM THE SHIPS AT SEA JOHN MILLER RETIRING AFTER WILD AND WOOLY SEA CAREER BOAT PEOPLE, SAVED, CLOTHED, FED BY SIU CREW SEAFARERS PLUCK 17 OFF STRICKEN PANAMANIAN SHIP S-L VOYAGER, NEW D-9, WORKING FAR EAST RUN COPS CITE SEAFARER FOR SAVING 2-YEAR OLD Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 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 12/1/1980 Format The file format, physical medium, or dimensions of the resource Newsprint Identifier An unambiguous reference to the resource within a given context Vol. 42, No. 12 Type The nature or genre of the resource Text 1980 Periodicals Seafarers Log http://www.seafarerslog.org/archives/files/original/d7d30a589e1a5f01a013076230bf9e50.PDF 91ca87db731d18244a29d685bc342622 PDF Text Text '' '•'- •-•' ^ ;-s. v' "• -- =;-~'i^.V'i»'Vr •=^-:T--..:.;.-;-:iirii^:i^.r, •''^'-*'5'"'! . W.''i^f''''"l ' •.-: '-i" ' '•, Frank Drozak Elected President of SiU page 3 /, >' 90i£9 Nosiavw iS 31ViS 9TS OSIM-DOS iVOiaOiSIH iS N0Ii33S SNOIiSinDOV ^ J ^ ' . y,:v:«!i'i; •irf: Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO JANUARY I98I New Jobs on Waterman LASH George Wythe page 11 Ufiion to Host Deep-Sea Conference in April 31 Reagan Has 7-Point Program for U^. Maritime pag.5 r . • .' i ,1 f" ^ • (-\f • :,. ..i ? . �'T '•:. PREsidENi's REPORT I wish to express my sincere apprecia­ tion to the SIU membership for your overwhelming support and confidence in electing me president of the SIUAGLIWD. I accept the tremendous responsibility you have entrusted to me, and I pledge to lead our Union forcefully, intelligently and honestly. It is also with a deep feeling of pride and history that I will carry out the duties of president, which were so well performed for so many years by my predecessor, Paul Hall. He was truly one . FRANK DROZAK of the great figures in the history of the American labor movement. As your president, my primary responsibility is the protection and enhancement of the welfare and security of the SIU family, including active members, pensioners and their dependents. At the present time, our organization is in.excellent condition. Our jobs base is strong. Our contracts are second to none. Our benefit plans, including Pension, Welfare and Vacation, are in the best financial condition ever since their inception. Our school in Piney Point is the best vocational and academic training facility anywhere in the nation for seamen and boatmen. But no one should be misled by our position of strength today. The maritime industry is facing serious problems across the board. The industry is in the midst of an upheaval of change in regard to technology, economics and politics. These changes are putting new and increased pressures on the T ;ivr- ability of the U .S. maritime industry to be competitive on a world­ wide basis. The changes and problems may ultimately demand a rethinking and reshaping of many basic maritime policies on the part of government, management and labor. My point, brothers and sisters, is simply this. The SIU is in good shape today. I foresee growth and expansion for our Union in the future as well as a steady improvement in the lives and livelihoods of SIU people. However, there are no guarantees for tomorrow. We must make it happen for ourselves. We must always remain in a position to shape our own future instead of having it shaped for us. That means hard work. And it means a willingness to face our problems head-on instead of sidestepping them and hoping that they go away. We must face the challenge of new technology by improving our skills at Piney Point. We must face the challenge in the political arena by continued support and participation in SPAD. And we must be willing to cooperate with management and government to ensure the economic stability of our industry. There are no ea.sy answers. There never have been for us, and I'm sure it's not about to get any easier. But we have always survived. More than that, we have pros­ pered. We have done it with a combination of hard work and determination. Most importantly, though, we have done it together as a united brotherhood, standing strong side by side. There is no substitute for unity. It's the most fundamental con­ cept of trade unionism. Unity has been the standard bearer of our Union. With your help and continued support, I will do my utmost to keep it that way. And by all of us working together—as one -we can change the hopes and aspirations of today into the realities of tomorrow. Unions Want Gov't Policy Changes ontheMaritime building of vessels in those HE AFL-CIO Ad Hoc Com­ mittee on Maritime Industry Problems, chaired by Federation President Lane Kirkland, has called for an aggressive fivepoint plan to reverse the_decline of the American maritime indus­ try. The Ad Hoc Committee, made up of the key seagoing unions including the SIU, pointed out the "urgency" of early enactment of the recommended changes in government policies toward maritime. SIU President Frank Drozak, who represented the SIU at the meeting affirmed that "the maritime industry does not need new subsidies, loans, grants or bail-outs. It only needs govern­ ment policies that recognize its importance to all American citizens, no matter how far from the water they may live. Our industry is perfectly capable of paying its own way without new tion with private industry. The government money. The Ad Hoc Committee called Navy should transfer to the private sector the operation and for the following: • A commitment to revitalize new construction of naval the virtually nonexistent dry bulk auxiliary support vessels. The Navy must establish a U.S.-flag fleet. The American merchant marine must be charter and build program adequately considered in all wherein the private sector will be programs now being developed guaranteed in advance employ­ to promote the export of ment of its vessels. At the present American coal to foreign time, chartering is on a spotpurchasers. If U.S.-flag ships market basis, often for periods of carried their fair share of coal less than three years. The private exports, America would have a merchant marine is often left much stronger fleet to carry not empty handed after promises of only coal but also strategic cargo go unfulfilled. • Tax laws must encourage materials. • The privately-owned U.S. ship owners to build and operate merchant fleet must be put to the most modern fleet in an greater use by the Navy for efficient manner. Government routine auxiliary functions. This regulations are choking the policy will save defense dollars, private merchant marine. better prepare the private fleet for The United States must reduce any national emergency and the I4Y2 year depreciation permit Navy personnel to man schedule for ships. Most other strategic vessels instead of nations have much more favorshipping oil and food in competi­ able tax schedules that encourage nations. • The United States must sit down at the negotiating table, particularly with developing countries, to draw up bilateral trade agreements. • The United States govern­ ment should ratify the United Nations Conference on Trade and Development's proposed code of conduct forliner services. Drozak said the Committee's concern was shared by represen­ tatives of all segments of the maritime industry, labor and government at a recent sympo­ sium sponsored by the University of Vit^gima^; leaders participated in the program, held this month in the U.S. Virgin Islands. Drozak reported that th^re v^as broad agreement that the U.S.-flag fleet is in grave peril and that only new government policies could revitalize the industry. 2.67% COLA Goes into Effect for Deep Sea Contract With the latest Cost of Living Adjustment (COLA), deep sea members have increased their earnings over the past two-and-ahalf years by 39.2 percent. The recent COLA went into effect on Dec. 16, 1980. It amounted to 2.67 percent. This COLA, compounded with contractual wage raises and other Cost of Living Adjust­ ments, adds up to a 39.2 percent increase in pay since June 16, 1978 when the deep sea tanker and freightship/passenger agree­ ments were signed. The COLA applies to base wages, premium rates, overtime (for work in excess of eight hours, Monday-Friday) and penalty offwatch rates (Monday-Friday). Seafarers should note that the COLA is not applicable to onwatch, Monday through Friday, or on-watch Saturday, Sunday and holiday penalty rates and special rates such as longshore work and tank cleaning. / However, the 2.67 llercent COLA does apply to the^eep-sea vacation benefit. / / A full rundown oii how the latest COLA affects ybur wages appears on pages 15-jI6 of this Log. / Fn..rth Awe (Brooklyn, N.Y. Chani !e of address cards on Form 3579 should be sent to Seafarers International Union Atlantic Gulf, Lakes and Inland Waters Distrirt AFI nn ' '^'^'--CIO, 675 Fourth Ave.. larooKiy. 1123; Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 43, No. 1, January 1981. (ISSN «0160-2047) f- 2 / LOG / January 1981 • • i- I J �Frank Drozak Elected Prasident of SiU ^RANK DROZAK has been overwhelmingly elected pres­ ident of the SIU-Atlantic, Gulf, Lakes and Inland Waters District in a secret mail ballot as provided for under the SIU Constitution. (See below for all election re­ sults.) The ballots were counted by the official Union Tallying Com­ mittee, made up of 18 rank-andfile members. The Committee consisted of two members from each of the SIU's nine Constitu­ tional ports. They were elected by their brother members at special meetings in the nine Constitu­ tional ports on Dec. 29, 1980. The Tallying Committee's report appears below. It should be noted that in addition to the election of officers, there were two Propositions on the ballot. Proposition 1, a Constitution­ al Amendment on Dues, was overwhelmingly passed. Proposi­ tion 2, a Constitutional Amend­ ment creating the office of Vice President in Charge of the West Coast, was also overwhelmingly passed! The tallies on these two propositions are included in the Tallying Committee's report. Following is the Union Tally­ ing Committee's report on the vote tally: F OFFICIAL TALLY SHEET FOR ELECTION OF 1981-1984 OFFICERS AND CONSTITUTIONAL AMENDMENTS Seafarers International Union of North AmericaAtlantic, Gulf, Lakes & Inland Waters District, AFL-CIO As Constitutionally provided, the Union Tallying Committee did not count the votes for those candidates Ed Turner New Exec. V.P.; Joe DiGiorgio Re-elected Secy.-Treas. Leon Hall, Red Campbell, Mike Sacco, Joe Sacco Elected V^P/s 2 Propositions Also Pass who were unopposed for any offtce or job, and such candidates are considered to he elected. The entire section dealing with unopposed candidates reads as follows: Article XIII, Section 5(a)—"A candidate unopposed for any office or job shall he deemed elected to such office or Job notwithstanding that his name may appear on the ballot. The Union Tallying Commit­ tee shall not be required'to tally completely the results of the voting for such unopposed candidate but shall certify in their report, that such unopposed candidate has been elected to such office or job. The Election report Meeting shall accept the above certification of the Union Tallying Committee without change." VICE PRESIDENT IN CHARGE OF CONTRACTS & CONTRACT ENFORCEMENT Angus Campbell, (C-217) 5,111 (elected) Robert (Bob) O'Rourke, (0-3) 506 No Votes 200 Voids 27 * * * TOTAL PRESIDENT VOTES Leo Cronsohn, (C-801) 97 Frank Drozak, (D-22) 5,590 (elected) No Votes 142 Voids 15 VICE PRESIDENT IN CHARGE OF THE LAKES AND INLAND WATERS Mike Sacco, (S-1288) Unopposed, elected Total . 5,844 EXECUTIVE VICE PRESIDENT Anthony C. Aronica, (A-449) 421 Ed Turner, (T-8001) 5,187 (elected) No Votes 214 Voids 22 Total . Total 5,844 VICE PRESIDENT IN CHARGE OF^^HE ATLANTIC COAST Leon Hall, Jr., (H-125) Unopposed; elected VICE PRESIDENT IN CHARGE OF THE GULF COAST Joe Sacco, (S-1287) Unopposed, elected HEADQUARTERS REPRESENTATIVE Jack Bluitt, (B-15) John Fay, (F-363) George McCartney, (M-948) Steven Troy (T-485) U nopposed, elected Unopposed, elected Unopposed, elected Unopposed, elected 5,844 SECRETARY-TREASURER Joseph DiGiorgio, Unopposed, (D-2) elected NEW YORK AGENT Jack Caffey, (C-lOlO) U nopposed, elected NEW YORK JOINT PATROLMAN Horace Hamilton, (H-8001) Luige lovino. (1-11) Earl "Emil" Lee, Jr., (L-8001) Frank Mongelli, (M-llll) Carl Peth, (P-755) George Ripoll, (R-708) Trevor Robertson (R-723) Robert Selzer, (S-1258) Unopposed, elected Unopposed, elected Unopposed, elected Unopposed, elected Unopposed, elected Unopposed, elected Unopposed, elected Unopposed, elected PHILADELPHIA AGENT Ted Babkowski, Unopposed, elected (B-1) PHILADELPHIA JOINT PATROLMAN Robert "Joe" Air, U nopposed, (A-61) elected Stephen Papuchis, Unopposed, (P-5198) elected BALTIMORE AGENT George Costango, Unopposed, (C-5795) elected BALTIMORE JOINT PATROLMAN Richard Avery, Jr., Unopposed, (A-20017) elected Robert Pomerlane, Unopposed, (P^37) elected MOBILE AGENT D. L. "Sherifr Dickinson, (D-227) Thomas Glidewell, (G-467) (elected) No Votes Voids 4,576 Total 5,844 689 430 149 MOBILE JOINT PATROLMAN Jack M. Dalton, 592 (D-337) Hubert Hollis Johnson, 543 (J-192) Edward "Edd" Morris, 4,553 (M-1358), (elected) Darry Sanders, 524 (S-2016) George Vukmir, 4,381 (V-269), (elected) No Votes 904 Voids 191 Total 11,688 NEW ORLEANS AGENT Gerald A. Brown, Unopposed, (B-1159) elected NEW ORLEANS JOINT PATROLMAN Donald C. Anderson, Unopposed, (A-5244) elected Leo Bonser, Unopposed, (B-1193) elected Mike Worley, Unopposed, (W-752) elected The It-men Union tellying conunlHee Is shown here hard el work counting the bellots lor the elecllon ol Union officers, as well as the count tor the two propositions on the ballot. Continued on Page 34 January 1981 / LOG / 3 • • .A aiz ; : !• I 1 •' . • �'ff Drozak Pledges Cooperation With Reagan Administration I' •: I: ,' -rt , r4f 1 - ''' T 'I \ ;• ;^K.;; On a Christmas visit to the S.I. LiSPHS Hospital, SID Rep Johnny Dwyer shakes hand of (right) Chief Steward Joseph Gray. It's Traditional: Christmas, 1981 'Cheer' for Beached Seafarers Following the Union's Christ­ mas and New Year's custom, SIU Welfare Rep Johnny Dwyer paid his annual pre-Christmas visit on Dec. 23 to members and pensioners laid up over the yearend holiday at the Staten Is. (N.Y.) USPHS Hospital. Similar visits were made by SIU officials to USPHS hospitals throughout the country. John distributed Christmas cards, season's greetings, cartons I•• of cigarets or cigars and a $50 Christmas bonus check. And with his out-going genial personality he cheered up the ill and bedridden hospitalized there during Yuletide. Ordinarily, Dwyer regularly pays weekly visits to the hospital to hand out the daily in-hospital benefits due eligible members under the normal sickness and accident provisions of the Welfare Plan. Deep Sea Pensioner Louis Martoncsik (right) gets some Christmas cheer from SIU Rep Johnny Dwyer at the S.I. (N.Y.) USPHS Hospital. i-. .- S/U President Frank Drozak has communicated the SIV's commitment to work with the nation's new President Ronald Reagan on a wide range of issues concerning the good of the American maritime industry and the nation at large. In a letter dated Dec.30,1980, Drozak stated that the Union stands ready to "do everything within the limits of 6ur ability to cooperate" with the Reagan Administration to help maritime. Below is a reprint of the complete text of President Drozak's letter to Mr. Reagan. December 30,1980 Tlie Honorable Ronald Reagan Freaident-Elect Office of the Sresident-Elect Washington, DC 80870 Dear Mr. Reagan: As the time approaches for you to assume the Presidency, I would like to take this opportunity to express my sincere good wishes for the success of your Administration. As do all Americans, the Seafarers International Union of North America and Its membership, fully appreciate the gravity of the problems which confront this nation and the rest of the r world As President of the AFL-CIO Maritime Trades Department representing 42 national and international unions consisting of eight million members, we also fully appreciate the gravity of the problems which confront this nation and the rest of the world The marltune industry, which we have the privilege of serving, is among those with critical problems, both in Its economic standing and from a national security standpoint. You addressed these problems in the course of your campaign, and we realize you are aware of their existence. Although these problems are not eaiy to solve, remedies can be reached, provided we all approach the problems frankly a.r>d sincerely. IVIy own view Is that with the cooperation of the Administration, the Congress, and the industry—both management and labor—we can make America's vital shipping industry competitive and profitable. Rather than attempt massive programs, however, we should begin ty concentrating on those few critical areas which offer opport%uty for immediate and effective results. _ There are1number of such options. In the interest Of brevity, let me say simply that under your eaxtershlp, which is fundamental to the success of any such program, we can proceed to define, agree upon, an ultimately implement the actions necessary to restore an American presence on the high seas. we will do everything riiP^ ability to cooperate In this will set in motion the dflvpinr^ ^ appropriate parties together to develop such a program. SIU Rep Johnny Dwyer (left) gives Christmas present to Great Lakes 2nd Pnnu John Wagner at the S.I. (N.Y.) USPHS Hospital on Dec. 23. ^ RaspectftiRy, jB'x'aiik Drozak President Seafarers Xntemational Union t 4 / LOG / January 1981 'A' •' '* . 4 • i..,.. r �Reagan Has 7-Point Program for Maritime President Ronald Reagan has proposed a seven-point program to revitalize the U.S. rnerchant marine through deregulation, new cargo policies and by provid­ ing leadership to make govern­ ment help, not hinder, the growth of our national fleet. SIU President Frank Drozak has pledged the Union i support to the Reagan Administration in implementing those programs that will be beneficial to the U.S. maritime industry. At this time, of course, Mr. Reagan's proposals are just that—proposals. It will take a lot of work in Congress to implement them for the good of the industry. Folio wing is a complete look at what Mr. Reagan has in mind for our industry: Reagan Maritime Pian F the United States is to survive as a viable and progressive nation, we must have the leader­ ship that has been denied to the American people in these vital areas. We must develop and undertake a maritime policy that will (1) demonstrate our under­ standing of the importance of the seas to America's future; (2) reestablish the U.S. flag com­ mercial fleet as an effective economic instrument capable of supporting U.S. interests abroad; and (3) demonstrate America's control of the seas in the face of any challenges. I A specific naval-maritime program must be developed that will: 1. Provide a unified direction for all government programs affecting maritime Interests of the United States. We must insure that there is active cooperation between the Navy and the Merchant Marine and the governmental depart­ ments responsible for each. We must see that long-range building programs for naval and merchant ships are established and carried out without falling victim to petty bureaucratic jealousy. This is the role of the President and 1 shall see that our maritime policy is coordinated to insure that it achieves the objectives we set for it. 2. Insure that our vital ship­ building mobilization base Is preserved. It is essential that sufficient naval and commercial shipbuild­ ing be undertaken, to maintain the irreplaceable shipbuilding mobilization base. Without this nucleus of trained workers and established production facilities, we can never hope to meet any future challenge to our security. 3. Improve utilization of our military resources by Increasing commercial participation In support functions. The Navy today is facing a critical shortage of trained per­ sonnel. With the commercial industry assuming increased responsibility for many auxiliary functions, substantial cost saving can be achieved and a large reserve of manpower can be released to provide crews for a growing naval fleet. This is an example of the means by which we can increase defense mobility without adding burden to the taxpayer. 4. Recognize the challenges Me fntwe is Hsw Are you Ready for It? y^ii CM Be/ Take the LNG Course at HLS. Courses start March 2 and April 27. To enroll, fill out the application in this issue of the Log, or contact the Harry Lundeberg School. created by cargo policies of other nations. The United States has tradi­ tionally espoused free trade. However, the international shijpping trade is laced with a network of foreign governmental prefer­ ences and priorities designed to strengthen foreign fleets, often at the expense of U.S. maritime interests. We must be prepared to respond constructively for our own interests to the restrictive shipping policies of other na-, tions. A major goal of the United States must be to insure that American-flag ships carry an equitable portion of our trade consistent with the legitimate aspirations and policies of our trading partners. Lakes, to the producing heart­ land of the nation. Again we are paying a high price for the absence of any coherent national policy. 7. Reduce the severe regulatory environment that Inhibits Ameri­ can competitiveness. As foreign competition on maritime scene has increased, so have the operational and regu­ latory restrictions on U.S. ship­ ping and shipbuilding. Many of these restrictions increase costs and, in some cases, simply prevent our ships from compet­ ing with foreign ships. There is rarely, if ever, any commensurate benefit from these restrictions. Accordingly, we will carefully and rapidly review the effect of these restrictions and sponsor appropriate actions. Conclusion In carrying out these expansive programs, a coordinated effort will be undertaken to create new jobs for American seamen, ship­ yard workers, and the thousands of workers in related industries. These maritime industries which are vital to our national well being, in the past have had an outstanding record of providing not only employment but the training to enable minorities and the disadvantaged toobtain con­ tinued advancement. This seven-point program will be carefully developed and it will 5. Restore the cost competi­ be carried out. We cannot expect tiveness of U.S.-fiag operators In others—either allies or adversar­ the International marketplace. ies—to respect our interests if we It has been American policy show no respect or concern for since 1936 for the additional costs them ourselves. The failure to of building and operating U.S.- develop and carry out an effective flag ships to be borne by a system naval and maritime program will of subsidies to help insure the deny the use of the seas to the competitiveness of American United States and, eventually to importers and exporters. But our the Free World. parity system failed in the midThe er-osion of American 1970's because most foreign maritime strength is unnatural, governments moved to protect untimely, and endangers the Free their own vital maritime interests World. The strategic concepts after the shipping collapse of the upon which our military plan­ mid-70's. We must now take ning is based includes the rapid corrective action to make certain support to our allies. our merchant fleet and our The United States has a her­ shipbuilding industry survive and itage of the sea that dates from the first settlement of our coun­ grow. 6. Revitalize our domestic try. The oceans—and the ships— water transportation system. and men that both build and sail The inland water transporta­ on them—have been a prominent tion system provides an eco­ factor in shaping the crucial nomic and energy efficient development of our nation's method of moving the goods and history. Our economic vitality, commodities of the nation be­ national defense, and foreign tween all parts of our country. It policy options will depend in­ also provides a vital link in our creasingly on the use we make of international trading effort by the sea during the remainder of tying the ports of all four sea- this century. coasts, which includes our Great RONALD REAGAN January 1981 / LOG / 5 mm �USCG Ends Hearings on Poet Tragedy HE first chapter in the myste­ rious disappearance of the S.S. Poet and her 34-man crew ended in Philadelphia last month as a joint National Transporta­ tion Safety Board/Coast Guard Marine Board of Inquiry con­ cluded the public part of their hearings, no closer to a solution than when they convened. During 11 days of testimony the Coast Guard, and attorneys for the SIU, MEBA District 1 and BMO questioned dozens of witnesses. The thrust of the T examinations attempted to dis­ cover whether the Poet had been properly loaded with the 13,500 tons of corn she was carrying to Port Said, Egypt and whether she was seaworthy when she left Philadelphia Oct. 24. With the conclusion of the public hearings on Dec. 12, the Marine Board of Inquiry moved into phase 2 of their investiga­ tion. They are planning to create mathematical models to dupli­ cate weather conditions and the metallurgical structure of the Poet. The models will be matched in an attempt to determine how the 36-year-old Poet might have fared under conditions of a violent storm which swept the East Coast Oct. 25 and 26. They also plan to inspect the SS Penny, the Poet's sistership when she returns to the U.S. later this month, searching for clues aboard the Penny which may point to structural deficiencies on the Poet. The Board does not expect to issue its final report before July 1981. Meanwhile the Board officially declared the Poet lost and her 34-man crew, including 24 Seafarers "presumed dead" after a 10-day, 300,000 square mile air search failed to turn up a single trace of the Poet or her crew. SIU Brings Out Key Points As with any investigation into the disappearance of a ship, the Continued on Page 35 Ship's Bell Tbils Knell for Lost Poet Crew tit Rites New York-Philadelphia—Jan. 6-7—Memorial services for the lost 34 crewmembers of the missing SS Poet—24 of them Seafarers—were held here on successive days at New York's Seamen's Church Institute and the City of Brotherly Love's Gloria Dei (Old Swedes') Church. With SIU N. Y. Patrolman Bob Stevens and other SIU members in attendance at the Institute, the 1846 ship's bell of the wrecked SS Atlas in which 42 were lost, tolled eight times the knell and "end of watch" for our departed brothers. Seamen's Church Institute Chaplain, the Rev. William Haynsworth, told about 60 mourners of the Poet's crew that "the most profound tribute that can be paid to the 34 men who perished aboard the SS Poet (on Oct. 24-25) is for us to seek whatever measures can be found to increase the safety of Amer­ ican vessels." He also noted that it had been 17 years since another U.S. ship had sunk with all hands. After the services, the widows of the Poet's chief and second mates, Mrs. Norman H. Currier and Mrs. William A. King placed a memorial floral piece into N.Y. Harbor at Battery Park for the lost crew. The next day in Philadelphia, as SIU Port Agent Joe Air read off the names of the departed to over 100 relatives of the lost crew and as a choir of eight sang the Mariner's Hymn at a memorial service in the historic Gloria Dei (Old Swede's) Church, Rector Rev. David B. Rivers and the Rev. Robert H. Peoples officiated. '*v'-'"vt.,-r The grieving families of the iostPoef crew read from the Bible at services in Phiiadeiphia. •> •'-•4' Monthly Membership Meetings • '5 .1 Port Date Deep Sea Lakes, Inland Waters New York ..... Feb. 2 .............. 2t30p.m. ......... Philadelphia ........ Feb. 3 ..... ......... 2.30p.m. ......... Baltimore Feb. 4 .............. 2.30p.m. .......... Norfolk Feb. 5 ...... ......... 9.30a.m. ............. Jacksonville .... ......... 2i00p.m. » •• Algonac Houston ......... 2.30p.m. .......... New Orleans ... Feb. 10 ......... 2!30p.m. ............. Mobile Feb. 11 San Francisco .. Feb. 12 2:30p.m Wilmington Feb. 16 " Seattle Feb. 20 2;30p.m. Piney Point .... 10:30a.m San Juan 2:30 p. m Columbus Feb. 21 Chicago Feb. 10 Port Arthur Feb. 10 ...... St. Louis Cleveland Feb. 12 .:7... ..... Feb. 12 Honolulu • ,— 6 / LOG / January 1981 •* #:r' V . • -f'V Fellow SiU members attend services for their lost brothers on the Post at the Seamen's Church Institute in New York. SIU representative Bob Stevens Is at right. UIW 7:00p.m. 7:00p.m. 7:00 p.m. 7:00p.m. 7:00 p.m. 7:00 p.m. •— 1:00 p.m. Relatives of lost Poet crewmembers prepare to throw flowers Into the New York Seamen's Church institute In Downtown �V! . l-'.rfrjt.i. • H A Crews Conference Scheduled for April conference that will help the SIU plan for the 1980's, as ^ well as for the upcoming A&G deep sea contract negotiations, will be held in April. •, To take place the week of Apr. 20 at the Seafarers Harry Lundeberg School of Seamanship in Piney Point, Md., the Crews Conference will be attended by 69 elected delegates representing all ports and the three shipboard departments. The rank and file delegates, 23 from each shipboard depart­ ment, will be elected at a special meeting to be held at 2:30 p.m. on Apr. 16 at the ports of the SIU, Atlantic, Gulf, Lakes, and Inland Waters District. SIU President Frank Drozak has called for this imporant conference which he feels will "act as a springboard to launch the SIU on the right path in this decade." Drozak said that "the input of the membership at this confer­ ence is an absolute necessity if we are to meet the challenge that the. coming years will bring to our Union and to the whole maritime industry." Drozak pointed to the many changes that are evident in the industry. For instance, tech­ nology is creating new types of ships with new demands for the men and women who crew them. Also, competition from foreign countries as well as the possibility of damaging legislation in our own country, means that the membership must be alert and knowledgeable to meet the challenges. Focus on Contract Part of preparing for the 1980's means getting started with a solid contract that accurately represents the wants and needs of the membership. The three-year Deep Sea Tanker and Freighter/ Passenger Agreements that were signed in 1978 expire on June 15 of this year. Delegates to the conference will make recom­ mendations that will be used by the Union committee that nego­ tiates the new contracts. The conference delegates will be aided in making their recom­ mendations by the responses of the members in questionnaires that have been sent to their homes. The questionnaires are also available at all Union Halls. Further, a copy of the ques­ tionnaire is reprinted in this Log. These forms must be returned to Union Headquarters by Mar. 15. ;C . ^ " ''U" New Deep Sea Contract Will Be Main Focus Besides the contract and ship- Baltimore: 3; Boston: 3; Detroit: ping rules, other items to be 3; Jacksonville: 3; Mobile: 3; discussed at the conference Norfolk: 3; Philadelphia: 3; San include training and upgrading; Juan: 3; Seattle: 3; Tampa: 3; the role of the SIU ki politics and Wilmington: 3; St. Louis: 3, and the law; meetings aboard ship Piney Point: 3. and other forms of communica­ If any port fails to elect its tion; the SIU Constitution; quota, then Headquarters will improving the Pension, Welfare, hold a special meeting on Apr. 17 and Vacation Plans. at 2:30 p.m. to elect that port's Based on shipping and regis­ quota. The following are the qualifi­ tration and the past year's activi­ ties in each of the ports, cations a deep sea member must representation will be as follows: meet if he or she wishes to be New York: 12; New Orleans: 6; elected as a delegate: (Proof of Houston: 6; San Francisco: 6; these qualifications must be I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I Last Name First Name Middle Initial > Street Book Number I. City or Town Social Security Number State Zip Dept. (Deck, Engine, Steward) SIU CONSTITUTION. The SIU constitution sets forth the rules and regulations governing the Union, its members and its officers. The constitution spells out your rights • and your responsibilities. The purpose of the SIU constitution is to describe these rights and responsibilities so that everyone will know and understand ^ what is expected of him. Do you have any suggestions for improving the SIU Constitution? II. PENSION, WELFARE & VACATION PLANS. The SIU benefit plans make It possible for Sea­ farers and their families to face the future with dignity and confidence. Im­ provement in the Pension, Welfare and Vacation Plans will be included in _ ' the contract negotiations. Do you have any recommendations for improving the plans? III. EDUCATION & TRAINING. Training to meet the challenges of new technology, academic enrich­ ment to provide a fuller meaning to the lives of seafarers, and professional counseling to deal with the stresses of a seafaring life are all parts of the SlU's program to meet the needs of our members. Do you have ideas on how we can expand or improve these programs? If you need more space — use a separate sheet of paper. I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I Continued on foUowing page January 1981 / LOG / 7 r','- "-;l y'- produced at the special meetings held on Apr. 16, and if necessary, on Apr. 17). • Possess a full book with "A" Oceans Seniority in good standing. • Have 24 months seatime with SIU-A&G contracted deep sea operators in ratings above entry. • Have at least 90 days of such employment in the period from Apr. 1, 1980 to Apr. 1, 1981. "Seatime" will be considered as any time for which contributions have been made toward Pension and Welfare eligibility. '•SI..-, V . s • �I Continued from previous page* IV. SHIPBOARD MEETINGS & MEMBERSHIP COMMUNICATION. Shipboard meetings 8'o"r members an opportunity to express their opinions on all matters concerning their jobs, and their rights and duties as SlU members. • Do you have any suggestions on how shipboard meetings can be made more effective?. Do you have any ideas on how we can improve communications between our members at sea and headquarters ashore? . '-J' ..C-.- V. LEGISLATION. The maritime Industry is the most federally regulated and legislated industry in the U.S. The Merchant Marine Act of 1970, the Oil Import Bill, Public Health Hospitals and the Jones Act are just some of the important areas affected by legislation. What do you think we can do to protect our jobs and job security through legislation? .( V VI. POLITICS AND THE LAW. "Politics is Porkchops." This is the fact of life for Seafarers. It was j , , through political action and your participation in SPAD that we won the Merchant Marine Act of 1970, and won the legislative battle for the Oil , " Import Bill. Again — it's all tied in with jobs and job security. How can we become more effective? VII. THE SlU CONTRACT & SHIPPING RULES. Keeping in mind the condition of the maritime industry today and the changes we can expect in the future, what are your suggestions for updating the Standard Freightship & Tanker Agreement and the SlU Shipping Rules? Jl V , r§o[ If you need more space — use a separate sheet of paper. 8 / LOG / January 1981 -4.1:^ Jl''• ;-V Ndi-BsiSSi III 1111.=-. rs;;. �^ "-iv-' .*;" '•" ':! -'-ri'-Tf-;- mintD Seafarers International Union of Siortli America. AFL-CK) January 1981 Legislative. Ailministrative and Regulatory Happenings Reagan Names Cabinet: Impacts Maritime Directly After a lengthy and highly publicized search. President Ronald Reagan has revealed the names of the men and women who will head the various executive departments and agencies in the new Administration. Since the November 4th election, journal­ ists and political commentators have talked about little else other than the make-up of Reagan's new Cabinet. Analyzing the so-called "selection process" became something of a national pasttime, on par with watching Dallas on Friday nights. Magazines and television news programs devoted much of their energies towards finding out what person was in line for what Cabinet post. The cast of characters changed daily. Seemingly lost in this avalanche of gossip was the realization that Reagan's choices would have important consequences for the people of this country. To give an example close to home: the maritime industry is regulated by every single one of the executive departments. The Labor Department sets safety standards for workers. The Commerce Department reviews applications for Operating and Construction Differential Subsidies. Opposition from the State Department can kill a bilateral trade agreement. The list is endless. Most disinterested observers feel that on the whole, Reagan has named sgme highly capable people to Cabinet positions. Of course, it will be a while before one can judge the quality of the appointees, or their understanding of national issues, especially as those issues relate to the welfare of the maritime industry. Here is a list of Reagan's Cabinet choices: Alexander Haig, Secretary of State; Casper Weinberger, Secretary of Defense; Donald Regan, Secretary of the Treasury; William French Smith, Attorney General; Ray Donovan, Secretary of Labor; Jean Kirkpiitrick, Ambassador to the UN; Franklin Pierce, Secretary of HUD; Richard Schweiker, Secretary of Health and Human Services; William Casey, Director of the CIA; T. H. Bell, Secretary of Education; David Stockman, Director of OMB; James Edwards, Secretary of Energy; James Watt, Secretary of Interior; J.- Block, Secretary of Agriculture; Malcolm Baldridge, Secretary of Commerce; Bill Brock, Special Trade Representative. •/ Operators Seeking Title XI Financing Hits Record V.'. According to projections, 1981 is going to be another busy year for workers at the Maritime Administration. It is estimated that during the coming year the Maritime Administration will have to process a record number of applications for government-guaranteed financing under Title XI of the Merchant Marine Act of 1936. Before it can do that, however, the agency will have to clear up backlog numbering more than 120 applications valued at some $3 billion. At present, it takes ah average of nine ^ months for an application for Title XI flnancing to be approved. The delay can be traced to the importance that ship-owners place on securing Title XI loans, as well as internal pressures within the Maritime Administration, which has been severely^ affected by a recent government hiring freeze. Delta Gets Subsidy to Reconstruct Two Ships The Maritime Subsidy Board has awarded $267,000 in construction differen­ tial subsidy funds to Delta, an SIU contracted shipping company. Delta will use the money to increase the cargo handling capability of two breakbulk vessels that are being used in its foreign trade service. The money awarded represents 32% of the $832,000 that Delta projects is needed to reconstruct the two vessels. Construction Differential Subsidies are awarded to ship-owners who build their American crewed vessels in domestic shipyards. The subsidies are an effective way of promoting the American flag, merchant marine. Construction Differential Subsidies are usually equal to the amount of money it would cost to build a vessel in a domestic shipyard, minus the cost of building that same ship in a foreign one. t... I •; Towboat Scholarship Winners View the Washington Scene Participants in ttie TI/SIU Towboat Operators Scholarstiip Program visited Transportation Institute and the Washington office of the Sea­ farers International Union during a recent trip to the nation's capital. The visit included a tour of the Capitol where this photo was taken. Seen here are (bottom row l-r) Joseph Hayes. John Gray, Lawrence Butler, John Organ, Patrick Brown, Richard Wylie, Timothy Nickels, Ricci Anderson and Lloyd La Beach. In the top row (l-r) are Barry Neibert, Max Fischer, Terry Kittle, Joseph Luquette and Richard Orgel. Funds Awarded to Help Tankers Convert The Maritime Subsidy Board has agreed in principle to award subsidies to three SIU contracted tankers so that they can be refitted to meet strict new federally mandated pollution standards that are scheduled to go into effect this coming June. In order to comply with the terms of the Port and Tanker Safety Act, each tanker must have a new crude oil washing system installed (or, depending upon the tanker, an inert gas system). The improvements are expected to cost as much as $38.7 million, half of which will be covered by the subsidy, More than ninety subsidies are expected to be awarded so that American ship-owners can meet the terms of the Port and Tanker Safety Act. No concrete sum has been paid out by the Subsidy Board. Before that happens, financing will have to be arranged and costs adjusted. An undetermined, though probably small, number of this nation's 236 American flag tankers are expected to be prematurely scrapped because their owners do not feel that it will be economically feasible to meet the new pollution'standards. The SIU feels that the government should balance its priorities and devise ways of having those tankers replaced. The three SIU tankers that have been awarded subsidies are the Worth, the Roue City and the Beaver State. All thfl® owned by the Berger Group. January 1981 / LOG / 9 - *1; • V- i' ' ' �Bradley Amendment Triples 5PR Fill Rate WASHINGTON, D.C.— President Carter signed into law last month a bill that could greatly speed up the delivery of oil to the Strategic Petroleum Reserve (SPR) Program. An amendment to a Depart­ ment of Interior Appropriation bill raised the daily fill rate of SPR from 100,000 to 300,000 barrels per day, "or a sustained average annual daily rate of fill which would fully utilize appro­ priated funds." American seamen benefit from this Program since at least 50 percent of the cargo must go on 300,000 Barrels Per Day: Half For U.S. Ships U.S.-flag ships. The SPR Program was estab­ lished under the 1975 Energy Policy and Conservation Act. Its purpose is to buy and store oil for use in case of national emergen­ cies or a cutoff of imported oil supplies. The amendment to the bill, which became Public Law 96514, was introduced by Senator Bill Bradley (D-N.J.). The President is given a good deal of leverage in obtaining the oil in that the amendment says "the President shall immediately seek to undertake and thereafter continue, crude oil acquisition, transportation, and injection activities at a level sufficient to assure that crude oil storage in the strategic petroleum reserve will be increased to an average annual rate of at least 300,000 barrels per day...." After strong protests by the SIU and the Transportation Institute, the Department of Energy (DOE) agreed late last year that cargo preference laws apply to the SPR Program. That means that at least 50 percent of SPR cargo must go on American-flag ships. (See full story in November 1980 Log). The SPR Program was reac­ tivated last October after a lull of about a year. Ninety-two million barrels, or a supply of 12 to 13 days, had been stored when shipments were stopped at that time. The petroleum is stored in salt domes in Texas and Louisiana. The goal under the 1975 Energy Policy and Conservation Act was one billion barrels. Key House, Senate Maritime Committee Heac/s Chosen T HE new power structure that has risen on Capitol Hill as a result of the 1980 election is slowly, but surely, revealing itself. The Republican Senators and Democratic members of the House of Representatives held separate meetings earlier this month so that they could deter­ mine which of their peers were going to hold the vitally impor­ tant Committee Chairmanships during the next session of Congress. There were a number of un­ expected developments, espe­ cially in regard to those Commit­ tees that regulate the maritime industry. As expected, the new House Merchant Marine and Fisheries Chairman will be Walter Jones (D-N.C.), who will succeed John Murphy (D-N.Y.). Mario Biaggi (D-N.Y.) was chosen vice-chair­ man of the same committee. 'Ufffest Seafarer' Rep. Walter Jones Sen. Bob Packwood Merchant Marine Subcommittee which was a surprise, because the will be Slade Gorton, a moderate title of vice-chairman is not Republican from Washington usually awarded. who defeated Sen. Warren MagOn the Senate side, the Repub­ nuson. licans chose Robert Packwood The Republicans, in the No­ (R-Ore.) as chairman of the vember election, captured con­ Senate Commerce, Science and trol of the Senate for the first time Transportation Committee. since 1954. That gave them the The new Chairman of the right to choose'the Chairmen of Rep. Mario BlaggI the different Senate Committees. Even though the Democrats retained control of the House of Representatives, they still had to assign a number of new Commit­ tee Chairmanships. A good number of incumbent Demo­ cratic Chairmen were defeated in the November election. DIESEL MECHANICS WANTED Learn Basic Diesel theory and operations in the four week Diesel Technology course at SHLSS. This nneans job opportunities for you aboard the Diesel-powered U.S. Flag ships under contract with the SIG. Diesel Engineers enroll in the eight week Diesel Engineering Course at SHLSS. Get your license and get ahead. Course for the Diesel Technologv starts March 30 through April 23. Course for the Transportation Institute Diesel Engineering Scholarship Pro­ gram starts March 30 through May 21. All ap­ plication materials must be received by hebruary 27. Hi1 fhfii wiikt and fouf days old In this Bhife But atrisey Joshua Lee Roles, the 0fiha i§R ©t liu &s§uh Ruoe Olssen. fs ih his Union f shirt As soon as he learns how to write, we expect he ll have his appitcelion in for Rney Point Sign Up Mow! Join the crowd of Seafarers who've improved their pay and job security. 10 / LOG / January 1981 ^r :- : \ �/ 1 ACH Gcofg© Wythe heads the Ust of signers The ,,3., 893-foot vessel «as for New Jobs for Secrforers on The »VJ-' . ve^d ,s/a;,<f. .r'®rve,rs,SI«- N- «'r'/.h«e th«e sMp.,.he J"-' Ove, the past tetv yi^lU- iTc^erxh'e iiHiiiii iHiffFfT^' ""^W^TOiiBM ^ from Virginia M. of the ship, wer Ah of the " „74 at Avondale Shipyo^ Ne« Orleans and wer 9^ bv Waterman this pas 11 VifcliMii "P^ if '.. ® •"•ESTssman ^3j3„ie skyline, snap^ B^^r^CellfCrflVeS Field Represe s-'-Hrrs?:3s=rss S=s.cr= s 5IW 'pr;.-' already learned rvorsu.. ... -- ;^:ide"ie SIO few&3= SriSHs s«5^ The Field Represeiitahs.^ Represem^":-- :r^O-rpXcal ports they will be ass.gned to. Welfare Training Program. machine in WashmS o • '"Thrcmnemtone of the srs- the Pt°g""t off.ee will be 4 a Field Representative • „.,„,ne out the Sn programs on the local , .; , J g r^:/aftertheyeomplete | ^'•^jFtT'Cesentatlve^ ports for sever ' SlU P'^®®***?"^educa*'0"®' program the month long ^ tatives by for the F'e of 19 to the ^SVil^tundeberg School with the Tmbemhip and the day-to-day . - „f FVTP I men. on Jan. 4,1^1- FiCorv.- ^-'Cri-rt-' 31 SlU Ships Mount Overseas Washington; A t/Z/n; Ogden Aleutian; Oversea Leader; Overse^J^' contract to the SlU. seas Ogden ChatOverseas^ rZiflWpZon; Potoships was ^ to the higher Z^ng^r; Og ^ ^^^rage; Comac; averse^ ticut; lumbia; r,^„iorer; Cove tor^Cove Communicator; J the 1972 Shipping Navigator, C _ ^^^er; Overent signed between the Russia was Agreement| betwe s 4toko Overseas Alice: the previous year. seas A laska. ^ Qver"u-^n'of Se gmin cargoes are Merrimac; Os ^„i,ash. and °a fir American-nag ships. 'u.s''''MaVme 'reserved cefls K/vian." for Am the Ogden WiHomeue. ' iTlUCVl «-r*;sS-r= Uhli Jwp^aTe efgiw" All niL>h31shipsa-ehg^^^^^ Tthese "n;-- " " srrsS?-»-,rs,s • ,he Presidential camDuring 'he Pta^ „ he rS «p"eal '"V^L'notso comp 1981 "TJIC SiSi'st-r. s-'- ssr::t'"SHrs» asked by reporters month. THC M11<U ytf/^iors with 41 vessels eligible t.""" '' ^''''>''-i • ;:::;:sa January 1981 / LOG /1' r » ' •i-,-k'.: .; .'-.-d.". �BttetewtiStefc! - -rfiwcKa .i.i : ,s:_... Oh Those Holiday Menus, Bnrp! Man Overboard Saved This is to inform you of the excellent seamanship and conduct displayed by the SI U crew of this vessel, when one of the crew went over the stern while this vessel was about 150 miles off Cabo Corrientes, Mexico, on a passage from Balboa to this port on December 11, 1980. He went over at morning coffeetime. The onlooking crewmen immediately released ring buoys, and notified the bridge. The alarm was sounded, extra lookouts posted and both motorboats swung out and manned, all in a seamanlike manner with no panic or excitement. The man in the water was located and #3 boat lowered. He was rescued after spending 33 minutes in the water and returned to the ship. The lifeboat was waterborne only 27 minutes. These times should indicate the efficiency of the crew's response. It is difficult to select any individual for special credit as all hands participated in the effort. The deck gang, under Bosun Ray E. Schrum, had the boats ready by the time the Mates arrived. William C. Dowzicky, AB, raced amidships to inform the crew and then stood lookout atop the port kingpost, keeping the overboard man in sight and helping direct the boat to him. I've been told that Glen James, AB, was the first to spot the man. The list of active participants contributing to the rescue encompasses almost the entire crew list. The boat crew was commanded by J.F. Gordian, 2nd Mate and the motor was operated by B.K. Gajewski, 1st Assistant Engineer. The unlicensed men in the boat were Thomas A. Keenan, AB, William R. McCorkle, OS, Francis R. Wagner, 2nd Pumpman, William T. Christopher, Pumpman/Engine Maint., and Eldridge Smith, Engine Utility. Although there was a good-sized swell running, the boat was launched and returned, hooked on and hoisted aboard without any damage or injury, to cap an excellent performance in all respects. I take this opportunity to express a "Very Well Done" to all hands. I am proud to be their Captain, and the SIU must be complimented for the quality of these crew members. Sincerely yours, L.L. Frank, Master S/T Mount Vernon Victory With the Xmas holidays just behind us, I would like the membership to know that the menus of the MV Tamara Guilden were dynamite. If you ever run a contest for good shipboard cooking, our menus would be hard to beat. And all this by a steward department that hardly knew each other the week before when the ship was taken out of lay-up, crewed, stores loaded and on it's way in six days. Real pros, evreyone of them. And this is not a classy new ship. It's a 20-year old workhorse hauling coal in the North Atlantic in the winter. Our steward department includes Johnny Hogge, steward; K;A. Outlaw, chief cook; M.E. Calhoun, pastry chef; J. Kumor, 3rd cook, and P.J. Devine, messman and salad king. By the way, our holiday menu consisted of Tom turkey, baked smoked Virginia ham, prime ribs, broiled spring chicken, as well as a selection of appetizers, nine vegetables and an assortment of cakes, pies and candies. Brrrp! Fraternally, E.P. Burke, B-666 And the Crew of the Tamara Guilden Rotterdam, Holland Paul Hall—^Never a Better Union Man Paul Hall was a seaman's-seaman, an old timer's-old timer, a workingman's-workingman, and as good as any man that ever walked a picket line on all coasts from the very early 30's right up to the present time, and I never remember meeting a better union man than Paul Hall. You better believe that we who knew him will miss him a long, long time. I am glad to see the younger men coming up in our union and doing a fine job. God bless them, and may they always keep the SIU banner waving. I remember when these men started in the SIU, and have seen them grow along with the Union. I've walked picketlines in about every port in the USA, with all maritime unions, AFL and CIO, and I can tell you that none, but none of them are any better (and most not as good) as the Seafarers International Union. I've sailed in the NMU, SUP, MFOW, MCS, Army Transport (before it was MSTS), and walked all their picketlines, and I'll still take the SIU—all the way. I retired a couple of years too soon, and lost out on the raise in pension, and the retirement bonus, but thank God for the SIU, and if these young fellows just coming in today only knew what we went through, they would get down and give thanks every night of their life. SEAFARERS FOREVER, 'Saki Jack' Dolan, Retired Keansburg, N.J. Salmon Biting by the Bay "ij "i V':" Brotherhood...Thru Good Times and Bad 1 "' -llf.' "• . T On Dec. 14, 1980, we lost our youngest son Frankie Lee Hall in an accident in Oklahoma. My husband Clifford was on board the LNG Leo in the Far East. I called Mr. Mike Sacco (SIU Vice President) at the St. Louis union hall to tell him what happened and to ask how I would go about getting Clifford home. Mr. Sacco told me not to worry about anything, that he would do everything he could to get Clifford home as soon as possible. Within three hours, I was talking to Clifford —"ship-to-shore" telling him of our loss. He was able to get off the ship the next day and was home within a few days. Our sincere thanks to Mike Sacco and the Union for all they did to get Clifford home. We would also like to thank the Union brothers and their families of the St. Louis union hall for the flowers they sent. Also to the captain, officers and crew of the LNG Leo for their kind thoughts and flowers. May God bless each of you. Sincerely, Mr. and Mrs. Clifford C. Hall Fredericktown, .Mo. 12 / LOG / January 1981 Here's Reino Pe/aso (pensioner) showing off his 22 lb. salmon. Good catch ReIno! Just wanted to drop a line to say hello to my old shipmates and to wish everyone a great 1981. For this pensioner, fishing was good outside the Golden Gate Bridge. I brought home 10 salmon from 4 lbs. to 22 lbs. My best to Fraternally, Reino J. Pelaso, P-8, Retired Vallejo, Calif. �-m Undermanned Navy Can Look to Merchant Marine Ronald Reagan Rpaoan has Viae come up Ronald with a sheaf of policy statements outlining the goals and priorities of his Administration. Included is a seven-point maritime pro­ gram which recognizes that the "maritime industries... are vital to our national well-being." While each of the seven points of Reagan's 'maritime program indicates an awareness of the current state of the U.S. maritime industry, one point in particular deserves commendation. In calling for increased co­ operation between the Navy and the commercial maritime indus­ try to the advantage of both, Mr. Reagan echoed a point which this Union has been vocally advanc­ ing for years. Let the Navy devote its dollars and its manpower to its warships and look to the private merchant fleet and its pool of skilled, professional seamen for military support functions. The Navy has made no secret of its personnel shortages. Just a few months ago Adm. Thomas Hayward, chief of naval opera­ tions conceded that the Navy is "approaching the point where we may have no realistic alternative but to consider standing down some ships." - Of course, the Navy does have an alternative. The private mer­ chant fleet already includes vessels which could easily take over support tasks such as supplying and fueling Navy ships at sea as well as at-sea repairs and its jurisdiction, ignoring the rescues. offered support of the merchant We've pointed this out to the marine and Jeopardizing the Navy. The U.S. Maritime Ad- security of the nation in the ministration has repeatedly bargain. pointed it out. So has the General Assigning naval support work Accounting Office. But the Navy to the U.S. merchant marine has continued to jealously guard which is ready, willing and able to Offtciol Publicotion of the Seaforers Intornationol Union of North Amorica. Atlantic, Gulf, lokes ond Inland Wofort Diitrict, . AFKIO Jonuory, 1981 Vol. 43, No. 1 Executive Board Frank Drozak President Joe DiGiorgio Secretary- Treasurer Angus "Red" Campbell Leon Hal Fice President Joe Sacco MikeSacco Vice President Vice President Vice President James Gannon Ray Bqurdius Assistant Editor Don Rotan West Coast Associate Editor 989 Editor Edra Ziesk Assistant Editor Marietta Homayonpour Assistant Editor Mike Gillen Assistant Editor Max Siegel Hall Assistant Editor Frank Cianciotti Director of Photography! Writer Dennis Lundy Photography Marie Kosciusko Administrative Assistant George J. Vana Production!Art Director Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage paid at Brooklyn, N.Y. (ISSN #dl60-2047) undertake it makes sense. It makes sense for the Navy, for the private maritime industry and for the comprehensive and effective defense of the United States. It is gratifying that the new Reagan Administration agrees that with the commercial industry assuming increased responsibility for many auxiliary functions, substantial cost saving can be achieved and a large reserve of manpower can be released to provide crews for a growing naval fleet." We believe the intent of this statement can be accomplished with relative ease by the new President. By issuing a directive transferring to the private sector the operation and the future construction of naval fleet support vessels the Navy will be free to invest funds and personnel in combat vessels. Such a transfer could be streamlined by placing military auxiliary services under the control of either the Military Traffic Management Gommand or a Defense traffic agency. This would eliminate the competition which now exists between the private merchant marine and the Navy's Military Sealift Command which now oversees naval support work. A less dramatic solution which would achieve more or less the same result could take the form of a written directive issued by the new Administration instructing the MSG to employ U.S.built,. U.S.-flag vessels whenever such vessels are available for support work. Too often, the MSG either overlooks or exeludes U.S.-built^ U.S.-manned merchant vessels for naval support jobs, in contravention of United States policy, Through his naval-maritjme program Ronald Reagan has indicated an understanding of the intent of the Merchant Marine Act of 1936 which calls for a strong merchant marine capable of serving as a military auxiliary in peacetime and in time of national emergency. Our role in the months ahead will be to ensure that understand-: ing is translated into action. January 1981 V - , .'Tfl )r LOG i' ;i V ; . I 13 ' 1." S-" • - : L..-- c • ..v; >" , - m V- �T -nAiiw .r^-' .V- \ ; 'jisi John Bunker Honored By Maritime Historical Society John Bunker, head of the SI Us Historical Research De­ partment. was honored last month by the National Maritime Historical Society for his '*outstanding contribution to the nation's maritime heritage." The Society presented Mr. Bunker with its 12th .Annual James Monroe Award at a dinner at the Seamen s Church Institute in downtown Manhattan. Wellwishers toasted Mr. Bunker who has maintained a close relationship with the SIU since 1942. Peter Stanford, director of the National Maritime Historical Society, presented Mr. Bunker with the award. He noted Mr. Bunker's literarv achievements. Unclaimed Wages Maritime Overseas • L • ' i-1 ^ i?:-W Following is a list of Seafarers who have unclaimed wages due them from Maritime Overseas Corp. if your name appears on this list, you may get your unclaimed wa^ by wTiting to Pa>Tnaster, Maritime Cherseas Corp., 43 W. 42nd St., New York, N.Y. 10036. Remember to include the follow­ ing information; the Maritime Overseas' vessel or vessels you w orked on; the rating or ratings you sailed, and the dates vou worked. J. Merrill 4I"-"4-6"'94 R. F. Flounmy 461-12-5049 F. E. Perkins • 365-S0-S5^ J. Sumlin 421-10-42:5 A- T. Smith 223-76-5155 E. E. Gibbs. Jr. 420-20^15" F-Johnson 230-^^1 V. O. Da\is 424--6-!:S3 G. Patino • 467-94-2115 H. Home 264-56-35^5 J. C. Leach 2S3-32-5^23 P. Rodriguez J.L-Burk 004^12^4 Grader S- B. 567-^1795 J A. Hoeoeveki Ifi-52-5909 H. Ghamboiin . 159455-5160 R. L Dixon 4t9-2i>4H04 R. M. Lee 405-56-0354 CMilkr I42-I2-535S L Thomas 434-S4-2503 J. Gladney 213-30-! 79! J. St. John OSO-24-3092 H. W>att 46O-10-T221 D. Campus 5^>-S)-354« Y. Omar 37^-6^-9715 M. Tebbetis 003-32-02S9 123-01-9107 -A. Mohsin 3T6-5S-6Si9 E. Varffis 5^1-2S-9003 J-OT^ 101-32-5061 F. Smith 217-Ig-^3 IC Monahan 217-68-31S2 J. Remko 216-20-6152 P. Benhneman 213-66-1200 J- Gonzaks 055-24-6505 R-G. MoWej 266-35-1390 F. Re>aokls 464-38-5g<^ J- P. Wimroer 420-62^1827 G. A- Peters 216-68-5410 John Bunker. Ml hnadoftheStLTs Hietoricat Research Department, receives congratulations from Peter Stanford, tBractor of the Matfona/ Itarmme Hfstorical Society at a dinner last month at the Seaman's Church Institute. which include publication of Liberty Ships. The L'giy Ducklings of iVar 11(1972).and Harbor and Haven 11979), the first comprebeEtsve history of the Pen of New York prior to tise War. Stanford also- lauded Mr. Bunker for kradlesi paofie interest to resEore tse Sarr of India , a Civik War vnsisge iro® sailing s^^..'is hack m the J 95CI*5,. Tie San-of Mma. now a tloasinisErmisetiiiL is use okiest resiQsred commerciaL EB tfie couniiv. Mr., Bimker. who shrppied with the SIU during World War II, has participated in many special projects for the SIU, including the development of Piney Point. He began putting together the Seafarers Historical Research Dept. in 1974. Since then, he has developed a comprehensive his­ tory of the SIU and the entire Anserican maritime labor move.-laeiitla his career he has also worked as a reporter for the Christian Science Monitor in Boston, the Louisville Courier in Louisville, Ky. and the San Diego Tribune. The National Maritime His­ torical Society, founded in 1963 is an organization dedicated to preserving the maritime heritage of the United States. They are presently involved in many proj­ ects, including restoration of the Wavertree. a Cape Horn square rigger, originally built in 1885. The Society also publishes a smartly done quarterly magazine entitled Sea History. Mr. Bunker, a die hard lover of the sea and ships, was a perfect recipient for this year's Society award. The SIU is proud of his accompl ish ments. New Wage Rates for Pacific Maritime Association ¥e8sels FoBomnQ are the new wage and overtime rates for seamen working aboard SlU-Padfic liari&ne Association Vessels. EFFECTIVE 12/16/80 Wage Rates for Dry Cargo Vessels BASE WAGE RATE HOURLY POSmON VESSEL TYPE MONTHLY OVERTIME CliefScswsnf .............. ....Freighter $1,650.71 $6.00 SEs*2rd ..... Modified Mariner 1,741.22 6.00 iStswaM Baker SS Maine 1,831.76 6.00 C^ief SEiward C!^Cook ^Hawaiian Princess ... I.6I1.92 6.00 Cfef Co-t^ Ni^ Cook- and Bako^ .Freighter 1,556.48 6.00 Cook, and Baker. 2rai Cook Freighter 1,459.47 6.00 AsasrasH Cock. Messmas Frei^ter ].., 1,303.38 6.00 AssBESii Cook CoGi&GtaskHi ......... Hawaiian Princess 1.344.04 6.00 srd. Freighter 1.170.39 4.55 VkssBSi^ Freighter 1,122.34 4.55 Pa^sgerBR- Passenger Waiter .......Modified Mariner ' 1,122.34 4.55 Hawaiian Princess 4.55 1,12134 TkefeBewmg wM except when m S ight Cook and Baker k employed: On Freighters, when carrying more than two paaemgen. there shag be added to the kottrfy nu^e the following sum: Chief Steward Chief Cook Znd Cook & Baker Pantiy Messman Staadby Work xad Rates Cargo Workieg Rate: Monthly 515 00 10 00 lo.oo 7 50 of Pa; Straight Time Overtime... $6.52 9.70 a«T« Department work cargo, they shall receive the same cargo rate of pay and the same Q«r« tmK ana hot feaeh consiceration as is received by the Unlicensed Deck Department The howf; cargo rate doB he: Straight Time Hours .... $ 7 Ig 1238 ^ i4 -• LOG / Jaroary T98 J �New Deep Sea Pay Rates: Eff^tive Dec.16,1980 Following are the revised base monthly wage scales; premium rates; overtime rates for work performed In excess of eight (8) hours, Monday through Friday, and penalty off watch rates Monday through Friday for the Standard Tanker and Frelghtshlp/Passenger Agreements. The new rates reflect a 2.87 percent Cost of Living Adjustment. This Increase also applies to the Deep Sea Vacation benefit. Note: The C.O.L.A. is not applicable to on-watch Monday-through-Friday or onwatch Saturday, Sunday and Holidays penalty rates and special rates such as longshore work and tank cleaning. Freightship/Passenger Agreement Wages, Premium and Overtime Rates As of December 16,1980 DECK DEPARTMENT Boatswain (SL7's, SLlS's Lash, Mariner and Passenger) Boatswain Carpenter Carpenter Maintenance A.B. Maintenance Quartermaster Able Seaman Fire Patrolman O.S. Maintenance Ordinary Seaman r ENGINE DEPARTMENT ChiefElectrician(SL7's, SLlS's, Lash, Mariner and Passenger) Chief Electrician (Delta) — Chief Electrician Crane Mtce./Electrician Electrician Reefer Mtce Second Electrician Engine Utility Reefer Mtce Refrigeration Engineer (when one is carried) Refrigeration Engineer (when three are carried) Chief First Assistant ' Second Assistant Q.M.E.D Plumber Machinist Unlicensed Junior Engineer (Day) Unlicensed Junior Engineer (Watch) DeckEngineer Engine Utility/FOWT (Delta) Engine Utility Evaporator/Mtce Oiler ..." Oiler (Diesel) Watertender Fireman/WatertendeFireman Wiper Ship's Welder Mtce. Oiler/Maintenance Utility General Utility/Deck Engine STEWARD DEPARTMENT Chief Steward (SLTs, SLlS's, Lash and Mariner) Steward Cook Steward/Baker Chief Steward Chief Cook Cook and Baker Second Cook Third Cook Assistant Cook Messman Utilityman Passenger Vessels Chief Steward Chef Chief Cook Head Waiter/Wine Steward Chief Baker ^...... .... Monthly Rate $1,666.25 1,473.74 ] ,355.90 1,355.90 1,253.02 1,181.81 1,122.02 1,122.02 93.7.59 877.05 i 1,782.67 1,779^68 1,733.74 1,733.74 1,733-74 1,620.72 1,620.72 1,620.72 Premium Rate $14.34 12.83 11.82 11.82 10.91 10.31 9.80 9.80 7.66 7.66 15.64 15.05 15.05 15.05 15.05 14.12 14.12 14.12 Overtime Rate $8.21 8.21 8.21 8.21 6.29 6.29 6.29 6.29 4.99 4.99 8.21 8.21 8.21 8.21 8.21 8.21 8.21 8.21 1,662.41 1,477.25 1,378.07 1,666.25 1,486.10 1,418.01 1,276.79 1,375.10 1,388.19 1,295.13 1,187.91 1,122.02 1,207.44 1,122.02 1,122.02 1,122.02 1,042.24 1,391.92 1,295.13 1,042.24 12.95 12.36 11.99 14.34 12.95 12.36 11.14 11.99 11.99 11.30 10.38 9.80 10.54 9.80 9.80 9.80 9.12 11.99 10.54 9.12 8.21 8.21 8.21 8.21 8.21 8.21 8.21 8.21 8.21 8.21 8.21 6.29 6.29 6.29 6.29 6.29 4.99 8.21 6.29 4.99 1,666.25 1,666.25 1,666.25 1,473.74 1,309.90 1,276.78 1,122.02 1,106.86 1,106.86 870.21 870.21 14.34 14.34 14.34 12.83 11.44 11.14 9.69 9.69 9.69 7.64 7.64 8.21 8.21 8.21 8.21 8.21 8.21 6.29 6.29 6.29 4.99 4.99 1,944.71 1,473.74 1,309.90 1,309.90 1,309.90 continued on following page 16.85 12.83 11.44 11.44 11.44 8.21 8.21 8.21 8.21 8.21 ; i • Uatf'' %. I January 1981 / LOG / 15 �New Deep Sea Pay Rates: Effective Dec.16,1980 Premium Rate Monthly Rate 2nd Steward/Head Waiter 3rd Steward/Storekeeper . Chief Pantryman Butcher 2nd Cook Cook and Baker . Asst. Head Waiter 2nd Baker ;•) Bartender Bartender/Club Steward Messman Utility Utilityman Galley Utility • Pantryman Passenger Waiter Officer Bedroom Steward .... Passenger Bedroom Steward .. Night Steward Stewardess Deck Steward Deck/Smoking Room Steward Janitor/Utilityman Day Porter/Utilityman Chef Utility Crew Messman Crew Pantryman Crew Bedroom Steward —... Beautician-Barber 1,308.51 1,307.34 1,305.94 1,298.98 1,289.08 1,289.08 1,276.78 1,276.78 1,274.00 1,268.21 1,106.86 1,106.86 870.21 870.21 870.21 870.21 870.21 870.21 870.21 870.21 870.21 870.21 870.21 870.21 870.21 870.21 870.21 870.21 870.21 1,242.91 ^ 11.32 11.32 11.30 11.23 11.16 11.16 11.14 11.14 11.03 " 10.99 9.69 9.69 7.64 7.64 7.64 7.64 7.64 7.64 7,64 7.64 7.64 7.64 7.64 7.64 7.64 7.64 7.64 7.64 7.64 , -0- Overtime Rate 8.21 6.29 6.29 6.29 6.29 6.29 8.21 8.21 6.29 6.29 6.29 6.29 4.99 4.99 4.99 4.99 4.99 4.99 4.99 4.99 4.99 4.99 4.99 4.99 4.99 4.99 4.99 4.99 4.99 -0- PENALTY RATES Off Watch, Monday through Friday Group I $9.15 Group H 7.34 Group HI 6.53 Tanker Agreement Wages, Premium and Overtime Rates As of December 16,1980 : } Monthly Rate $1,733.74 1,571.60 1,512.67 1,289.93 1,135.20 Premium Rate $15.05 14.47 13.19 11.25 9.92 ^ Overtime Rate $8.21 8.21 8.21 6.29 6.29 1,042.31 900.18 9.12 7.87 4.99 4.99 ENGINE DEPARTMENT Q.M.E.p. Chief Pumpman Second Pumpman/Engine Mtce Ship's Welder M tee Engine Utility Oiler Mtce. Utility OUer Fireman/Watertender General Utility/Deck Engine Wiper 1,733.74 1,585.98 1,585.98 1,404.05 1,276.98 1,308.32 1,135.20 1,135.20 1,042.31 1,042.31 15.05 13.81 13.81 12.09 11.36 11.37 9.92 9.92 9.12 9.12 8.21 8.21 8.21 8.21 8.21 6.29 6.29 6.29 4.99 4.99 STEWARD DEPARTMENT Chief Steward (on vessels constructed since 1970) Steward Cook Steward / Baker Chief Steward (25,500 DWT or over) Chief Steward (under 25.500 DWT) Chief Cook Cook and Baker Third Cook Assistant Cook Messman Utilityman 1,733.74 1,733.74 1,733.74 1,577.86 1,518.95 1,363.45 1,331.28 1,180.85 1.180.85 870.20 870.20 15.05 15.05 15.05 13.75 13.23 11.89 11.25 9.69 9.69 7.64 7.64 8.21 8.21 8.21 8.21 8.21 8.21 - 8.21 6.29 6.29 4.99 : 4.99 DECK DEPARTMENT Boatswain (on vessels constructed since 1970) Boatswain (25,500 DWT or over) Boatswain (under 25,500 DWT) ; B. Deck ^Maintenance i^bleSeaman ................................................. O.S. Deck Maintenance Ordinary Seaman .- •-'M' • pm P ^ :ii, I PENALTY R ATES Off Watch, Monday through Friday Group 1 S9.15 Group 11 i 7.34 Group 111 ....^ 6.53 1' -1I i-'i 16 / LOG / January 1981 •ri' i' 4 I;' 5 ' _I*4f �U.S. Unions to Russians: ^Keep Out of Poland' NEW YORK, N.Y.—Several hundred trade unionists descended on the New York office of Aeroflot, the official Russian airline, but they weren't looking for plane tickets. . The sign-carrying unionists, including a score of Seafarers from the Hall in Brooklyn,were picketing Aeroflot on 45th St. and Fifth Ave. to protest the buildup of Russian troops on the Polish border and to express their support for Poland's courageous workers who have risked their lives to form the infant free-trade union, Solidarnosc. The demonstration was well timed as thousands of Christmas shoppers from around the country read the picketeers' messages as they scurried from one peoplepacked department store to an­ other on the most famous avenue in America. One sign, wielded by SIU representative Bobby Stevens, revealed the feeling of the demon­ strators: "Russia—Keep Out of Poland." The demonstration lasted sev­ eral hours as the pickets circled in front of Aeroflot chanting union songs and shouting pro-Polish slogans in unisori. A group of demonstrators from. Local 1199, a big New York-based hospital workers union, sang "we shall overcome" over and over again. A plcketllne of Seafarers demonstrates outside the offices of Aeroflot, the Soviet airline. Cops assigned to the detail got caught up in the warmth and solidarity of the union crowd and chatted pleasantly with the dem­ onstrators. One cop said it "was the easiest assignment" he ever had, because the crowd was so well disciplined. Joining the demonstrators was Mrs. Lane Kirkland, wife of the AFL-CIO president. With sign in hand, she led the pickets whose numbers included members from many New York area unions. The demonstration in front of Aeroflot was just one of many activities the AFL-CIO and American trade unionists have participated in recently in support of Polish workers. SIU members Joined other AFL-CIO unions m proclaiming support for the free trade unions In Poland. Here, Mrs. Lane Kirkland, wife of the AFL-CIO president. Joins the plcketllne. Thousands of individual Amer­ ican workers have contributed money to a fund organized by the AFL-CIO to help the new Polish Union. The first big gift from the AFL-CIO to Solidarnosc was a $50,000 offset printing press. The press was desperately needed by the Polish trade union leaders to spread the word of unionism and to educate the workers on the developments regarding their organization. The AFL-CIO also ran some fund raising luncheons for the Polish union. In addition, funds are being raisied from the profits of selling American union-made T- ' shirts emblazened with Solidar­ nosc across the chest. This Seafarer Is holding a sign that spells out the Union's message loud and dear: USSR Keep out of Poland! AFL-CIO Plans Celebration of Labor's Centennial WASfflNGTON, D.C.—AFLCIO President Lane Kirkland an­ nounced a year-long celebration in 1981 of the centennial of American labor. The Federation is planning a series of activities starting this month and continuing through­ out the year. The culmination will be a celebration at the AFL-CIO's fourteenth Constitutional Con­ vention to be held in November in New York. It was in November of 1881 that the Federation of Organized Trades and Labor Unions was officially formed. In 1886 this group became the American Federation of Labor (AFL). The first person to be elected president of the Federation was Samuel Gompers of the Cigarmakers' Union. •• The announcement of the cen­ tennial celebration was made in a letter Kirkland sent to labor union leaders throughout the country. He made the announcement oil Dec. 5 which marked the 25th anniversary of the merging of the AFL and the CIO. In his letter, Kirkland said, "We hope that people in the political and legislative processes, in the academic community, in industry and commerce and agriculture, in cultural activities and the profes­ sions and the arts, will all join with the men and women of our unions in commemorating this centenary of American labor." The centennial celebration has two themes—"achievement" and "challenge." As Kirkland put it, these themes represent "pride in our past gains, coupled with the ^'^Afugo^ recognition that it will require even greater commitment, energy and vision to advance labor's cause in the years ahead." Kirkland said he hopes many different sectors of the AFL-CIO will become involved in the celebration. As he noted, "the task of carrying out the AFL-CIO centennial is not an assignment for any one person or small group of persons. It will require the willing cooperation of every sector of the AFL-CIO." The struggle of the working man to improve his conditions and to lead a dignified life has been a long one. It has resulted in vast improvements. But much more remains to be done. The celebration will reflect this. Ac­ cording to Kirkland, "during the centennial year of 1981, we shall rededicate ourselves to the sound principle of harnessing demo­ cratic tradition and trade union heritage with the the. necessity of reaching out for new and better ways to serve all working people and the entire nation." January 1981 / LOG / 17 �The Lakes Picture mended nded that "the Ann Arbor (carferries) be continued in its entirety ' icsc are the Atkin^.u. 4,'-.A (These tne SIU-contractcd Mu-coniraciea carferries carierries Viking. r iKing. Arthur K. /l/A7/?.vf>/,and City of Milwaukee, operated by the Michigan ln^erstate Railway Co ) Another aspect of the proposed transportation plan could bring even bigger benefits to the SlU-fleet of carferries. That recommendation calls for discontinuation of the C&O carferry service from Manitowoc' to Kewaunee as soon as the Interstate Commerce Commission grants permission to abandon the service. That could mean more cargoes for Union carferries. While the Dept. of Transportation must still issue a final ruling the recommendation of the staff commission is viewed as a positive sign that the Ann Arbor carferries will be operating in the future. Algonac Just about the entire SI U-contracted fleet is now laid up as severe cold and thick ice forced Lakes transit to a near standstill. It took the Sam Laud (American Steamship) nearly four days to make the 30-mile run between Lorraine and Cleveland, a trip which usually takes about four hours. She's laying up in Cleveland, right across from the Union hall. The Medusa Challenger (Cement Transit Co.) is planned for another run or two before lay-up, depending on ice conditions. The ST Crapo (Huron Cement) was to have wintered in Detroit but her immediate future is uncertain. The Crapo got stuck in the ice at Algonac and was there for two days before she was freed. She's'now in Alpena, Mich., where the crew was paid-off. The company's waiting to see what happens with the ice before they try to move the cement carrier. Under orders from the Michigan Transportation Commission, the state DOT will be setting up a new panel to oversee transportation services on the Lakes and seek ways to revitalize the industry. This type of authority has been under consideration since the mid-1970's. In a related action Michigan State Senator Phil Arthurhultz intro­ duced a bill before the state legislature in November seeking the creation of a Lake Michigan Transportation Authority. The bill authorizes a seven-member authority made up of six "consumer" representatives and the head of the Transportation Commission. The Authority will be able to issue revenue bonds, establish fares and routes, buy or lease vessels and port facilities, and operate orcontract for cross-lake service. A similar bill was introduced before the Michigan House of Representatives. Cleveland Whether or not the Chief Wawatam will be returned after $37,000 worth of repairs are completed has not yet been decided. But the 70-yearold Chief h the center of a big controversy. On Dec. 5, the Detroit News rah an editorial titled "Farewell, Chief Wawatam" declaring that "the Chief \s doomed and properly so." The editorial complained that the Chief \s "kept afloat with an annual $2 million subsidy" from "a financially distressed state." They argued that the coal-burning Chief \s "inefficient, requiring a crew of 27 regular and eight supplementary hands." "In contrast," says the Detroit News, the Norfolk & Western Railway's "rnodern tug & barge units operate with a crew of four. An N&W barge carries 11 to 28 cars a trip compared to 16 or 17 for the Chief" The state, the editorial urged, "should study a new tug & barge operations patterned on N&W's." No way! said SI U Algonac Port Agent Jack Bluitt. In an editorial reply printed in the Dec. 11 edition of the News. Bluitt shot holes in the newspaper's position. Bluitt's letter is reprinted, below: "I would like to reply to the Dec. 5 editorial, "Farewell, Chief Wawatam."v. You mentioned that the Norfolk & Western ferry service in Detroit operates with a crew of four, compared to the ^of 27 regular and eight supplementary hands. For your information, the N&W ferry operates with four I rnen on each watch which amounts to 12 men every 24 hours plus a supplementary crew of four, or a total of 16 crew members. They operate two tug-barges for a total crew complement of 32 employees. Several years ago the Chief Wawatam was replaced by a tugbarge that ended in a complete fiasco. Crossing the Detroit River cannot compare with crossing the Straits of Mackinac, especially in the winter. I can remember seeing the tug docked m St. Ignace while the barge sat on the ice in the middle of the Straits. That was the end of tug-barge and the old C/i/c/ was put back in service. I don t see the state saving money by wasting taxpayers' > ^ dollars for any new studies on tug-barge." T ' VJack Bluitt, Port Agent ^ Seafarers International Union Port of Algonac m i • f • J "•'•'> • •;A-- i%i !| •4 • (1 - i r J 1 " .t Frankfort After a series of meetings held across the state of Michigan during late 1980 that state s Department of Transportation gavea preliminary nod to the continuing operation of the SI U-contracted Ann Arbor carferries A staff report issued by the DOT on Dec. 17 recommended one of six transportation plans being considered prior to the opening of rail transportation contract talks in April. The proposal favored in the staff report was the one which recom- Erie Sand Steamship s Lakewqodwas at the G&W Industries yard here undergoing repairs when it was discovered that her shaft was misaligned. She was taken to the Port Weller Dry Dock to correct it. Duluth Laying up in this port are American Steamship's Indiana Harbor and Belle River. Also wintering here are Kinsman's Merle M. McCurdy. Frank R. Denton and C. L Austin. St. Lawrence Seaway A week before the scheduled Dec. 15 closing of the St. Lawrence Seaway it looked like there might be a less-than-orderly end to the season. A fog belt stretching from the Soo Locks to Montreal forced all ship traffic to a halt. , However, the fog lifted and the system was cleared close to the deadline. The St. Lawrence Seaway Development Corp., which operates the system for the U.S., reported there were 83 oceangoing ships in the Seaway above the Locks at St. Lambert, Quebec on Nov. 24. Last year there were 150 vessels still in that portion of the Seaway at that time. According to the regulations of the Seaway, vessels heading east from the Lakes could avoid the late penalties imposed after Dec. 15 by checking in at designated stations beforehand. Fourteen ships were still in the Seawayafter the deadline but all except five Lake carriers avoided late penahtes of from $20,000 for one day to $80,000 for four days. All shipping had to be cleared from the Seaway before Dec. 21 when the Snell and Eisenhower locks were de-watered for repair and main­ tenance work. Funding Under a $5 million allotment, the Coa.st Guard will construct 14 new fixed aids to navigation in various Great Lakes locations during 1981. I he fixed lights will replace buoys on the St. Mary's River, Lake St. Clair and Lakes Huron and Erie. Maritime Administration head Samuel B. Nemirow proposed that 10 percent of all government preference cargoes be shipped through Great a es ports. At a meeting witfl Great Lakes shippers and port represen­ tatives. Nemirow said Marad will propose rules to require each govern­ ment agency handling preference cargo to meet a 10 percent quota for Great Lakes ports. The quota is a result of a visit to the Lakes by Commerce Secretary hihp Klutz.nick last August. During the visit Lakes shippers and port spo esmen petitioned Klutznick to direct some preference cargoes to Lakes ports. The Great Lakes interests had al.so asked the Commerce Secretary for special government sub.sidies for Great Lakes shipping.but Klutznick turned thumbs down on that request. Deposit in the SIU Blood Bank— It's Your Life t8 / LOG / January 1981 "•Y �P< • J ^CSLfSLTCrS HARRY LGNDEBERG SCHOOL OF SEAMANSHIP ^tessssssssssss;^ Piney Point Maryland Third MatC) Assistant Engineer Courses Are Offered for First TimeatSHLSS Because of a continuing short­ age of licensed mates and engi­ neers in the offshore towing industry, and because many SIUcontracted companies are ex­ panding their offshore opera­ tions, the Seafarers Harry Lundeberg School of Seamanship is offering two new courses: Origi­ nal Third Mate and Original Third Assistant Engineer. These courses will enable the SIU to meet our contractual obligations to our operators. The courses are designed to prepare Seafarers who already have many years of seatime for the Coast Guard License examinations. To be successful in obtaining a license, each student must have a arirl ii//\»-lr a Strona strong Hpsirp desire tn to iMrn learn and work toward this license. It is imper­ ative that the student have an ample knowledge of the material before ^starting class. Seafarers who have studied on their own before coming to the school, will find it much easier to keep up with the fast moving pace of the course. SHLSS Vocational Director John Mason stressed that this is only a preparatory course. It is designed to review material and to prepare students to take the Coast Guard examination. "This is not a beginners course," Mason emphasized. Prior to arriving at the Sea­ farers Harry Lundeberg School u* ^a..-j of Seamanship, students must. apply at the Coast Guard, and be scheduled to sit for the exam. Listed below are the seatime requirements which applicants must present to the Coast Guard to prove their eligibility for the examinations: THIRD MATE You must have discharges showing three (3) years in the Deck Department: two and a half (21/2) years as Ordinary Seaman and six (6) months as Able Seaman, Quartermaster or Bo­ sun, OR all three (3) years as Able Seaman, Quartermaster or Bosun. THIRD ENGINEER You must have three (3) years Protecting Our Job Security: The Electrical Maintenance Course offered at the Seafarers Harry Lundeberg School of Seamanship has been modified and updated to meet the needs of the industry, and to prepare our membership for the technolog­ ical advances of many new SIUcontracted ships. Beginning in March, the course will be eight weeks to include the electrical systems on board the new LASH Il-type vessels. This will consist of all electrical equipment aboard the LASH II ships, including the stores cargo winch, constant tension mooring winch (used to handle barges), and the 500 ton lighter gantry crane (Alliance and Morgan) utilizing reliance elec­ trical systems. It is strongly recommended that any electrician taking jobs on LASH II ships take this course since the complexity of the systems require a good knowl­ edge of corrective maintenance. This course currently consists of electrical safety and test, and a one week review of basic electri­ cal theory. Ohms law, batteries and magnetism. One week will examine electrical tests and measuring equipment, and the • • .S ^ • ir^ service in the Engine Department of steam or motor vessels: two and a half (I'A) years as Qualified Member of the Engine Depart­ ment (QMED), one and a half (V/2) years which must have been as Fireman/Watertender, Oiler or QMED, in a watchstanding capacity. The dates for the new courses are: Third Mate—July 6, 1981 Third Assistant EngineerApril 13,1981 and August 13, 1981 Both courses will encompass ten weeks of instruction, and will cover all areas which are included in the Coast Guard examination. Provides Needed Shipboard Skills Simpson model 260 multimeter. The next three weeks consist of electrical cable and hardware, connecting flourescent lamps, convenience outlets, marine outlets and flourescent lamp ballast changing. In the fifth week, the course will take up AC and DC genera­ tors, distribution and paralleling generators, 3-phase motor over­ haul and motor starters. Week six is devoted to print reading which covers Westinghouse cargo handling equipment used on the Delta and Mariner ships, constant voltage and constant current systems. Gen­ eral Electric anchor windlass, and AC 3-speed pole changing controls. Weeks seven and eight will cover the LASH II equipment. Feed-back from Seafarers and ship operators indicate that all equipment being taught is pres­ ently aboard most SIU ships. The membership as well as ship operators are encouraged to notify the Seafarers Harry Lunde­ berg School of new equipment or systems which should be included in the Electrical Maintenance course. In order to obtain maximum benefit from the Electrical Main­ tenance course. Seafarers should have at least 24 months sailing as Electrician. Positive New Year Resoiutions We are slowly slipping into another year, and before one can blink an eye it will be time to evaluate exactly what we did to better ourselves. We all have a mental checklist on how we can best improve ourselves. When it comes to formal education, we sometimes pull back and seem to make excuses to avoid investing our time in such a worthwhile program. You, the SIU member, have at your fingertips an academic program which is second to none, both in terms of quality education and easy availability. At the Seafarers Harry by JAQUELINE G. KNOETGEN Director, Academic Department Lundeberg School of Seaman­ ship, you have an opportunity to obtain your high school diploma. You can no longer sit back With the excuse that time does not permit you to prepare for the examinations. The academic staff would be more than happy to send you a pre-test and then let you know the length of time that it would realistically take you to accom­ plish your goal., Do you shy away from reading or math because you lack the skills? Are you forever asking someone to fill out your OJT slips or other forms because you always seem to have forgotten your glasses? Well, we have reading and math specialists who are trained to get to the root of the problem and give you the Help which will get the skills going for you. We hope to challenge those of you who are interested in obtaining your Associate of Arts degrees from Charles County Community College. We have added to the list of courses which will enable you to achieve your goal. Act now! We are only a phone call or a letter away! January 1981 / LOG / 19 itsi& �I jtj 'O.r"' m • .'->•'-.J "ii ••/. Lundeberg School Ope 1981 With Wide Variety of 8 imanship Courses The Seafarers Harry Lundeben Jchool of Seahnanship begins 1981 with a vocational education J ;ram that offers Seafarers a wide variety of professional advance! jnt opportunities. SHLSS Vice President Frank [ongelli said that the school would continue to offer specialized col ;es to help Seafarers upgrade their skills and improve their earning ipacities. And, two new courses are being added to help our inland latmen members improve their pro­ fessional lives. The two newco les are Third Mate, and Third Assistant Engineer. John Mason, director of jtional education at SHLSS, said: "With the announcement of its ^81 curriculum, SHLSS is renewing its commitment to provide the iritime industry with the best trained and most qualified Seaf; |rs anywhere in the world. The Seafarers School is renewing 1 commitment to offer SIG members the best training possible." A complete list of all courses a iiiable at SHLSS is published in this issue of THE LOG. These cours are your opportunities, The staff at SHLSS stands re ly to offer every assistance to help you achieve your professional lals. All that is needed is your willingness to come to the schoo Id make an effort to succeed. •: c-• ^ ' • , ^.1 .j; • '4 ' .- �SEAFARERS HARRY LUNDEBERG SCHOOL OF SEAMANSHIP UPGRADING COURSE SCHEDULE 1981 I i Completion Date Course Check-in-Date Completion Date Course Check-ln-Date LNG January 5 March 2 April 27 June 22 August 17 October 12 January 29 March 26 May 21 July 16 September 12 November 5 Quartermaster March 26 March 2 July 16 June 19 September 11 October 8 March 12 January 5 September 11 July 6 QMED January 15 May 7 September 24 April 9 July 30 December 17 FOWT January 29 March 26 May 21 July 16 September 10 November 5 February 26 April 23 June 18 August 13 October 8 December 3 March 2 July 6 October 26 April 23 August 27 December 17 January 5 May 25 October 12 February 12 July 2 November 19 March 2 Refrigeration Systems Maintenance and Operations June,22 October 12 April 9 July 30 November 19 .4. -. -V ,-i .,,, - Marine Electrical Maintenance Marine Electronics Diesel (Regular) January 5 March 30 June 22 October 12 January 29 April 23 July 16 November 5 Diesel Scholarship January 5 March 30 June 22 October 12 February 29 May 21 August 13 December 3 Pumproom Maintenance and Operations February 16 Juhe 8 October 26 March 26 July 16 December 3 Automation March 30 August 3 April 23 August 27 March 2 May 25 August 17 October 12 March 26 June 18 September 10 Novembers January 5" January 29 Third Assistant Erigineer April 13 August 3 June 19 October 9 Towboat Operator May 11 July 2 Basic Welding Conveyorman r- " ^ Towboat Operator Scholarship January 5 March 30 June 22 September 14 Celestial Navigation First Class Pilot February 26 May 14 August 6 October 30 March 2 May 25 August 10 November 1 April 2 June 25 September 11 December 4 March 16 October 5 May 1 November 20 Third Mate January 5 January 30 March 27 April 24 May 22 August 14 October 9 November 20 January 29 February 26 April 23 May 21 June 18 September 10 November 5 December 17 Bosun Recertlflcation February 9 April 13 August 10 April 6 June 8 October 5 Steward Recertlflcation March 9 May 11 July 13 September 7 October 12 May 4 July 6 September 7 November 2 December 7 January 5 February 2 March 9 April 6 May 11 June 8 July 6 August 10 September 7 October 5 November 9 December 7 February 2 March 2 April 6 May 4 June 8 July 6 August 3 September 7 October 5 November 2 December 7 January 4 January 5 January 15 January 29 February 12 February 26 March 12 March 26 April 9 April 23 May 7 May 21 June 4 June 18 July 2 July 16 July 30 August 13 August 27 September 11 September 25 October 9 October 23 November 6 November 20 December 4 December 18 January 15 January 29 February 12 February 26 March 12 March 26 April 9 April 23 May 7 May 21 June 4 June 18 July 2 July 16 July 30 August 13 August 27 September 11 September 25 October 9 October 23 November 6 November 20 December 4 December 18 January 1 Able Seaman "A" Seniority Lifeboatman/Tankerman i. - . ' • introeation rizes a esand •cable Is and larbill J here gned. rand urdy. •ence ison. ship V the rates 1 the year me. rom Tby ill in late hen ain- lew '81. lair 10 eat rnrnor :• >rt to ce ut 3 J 22 I LOG / January 1981 �• •• ' wS' f-'V/'- Apply Now for an SHLSS Upgrading Course • (Pleiise Print) Seafarers Harry Lundeberg School of Seamanship Upgracding Application Name. (Last) • (Please Print) • Date of Birth. (First) (Middle) Mo./Day.'Year • Address. (Street) (City) (State) Deep Sea Member 0 Book Number : Lakes Member 0 . Seniority. Port Presently Registered ln_ Port Issued Endorsement(s) or License Now Held. I Social Security ft. Piney Point Graduate: 0 Yes Entry Proaram: From No 0 (if yes. fill in below) to (dates attended) Endorsements) or Uporadino Proaram: From to License Receiucvl (dates attended) I Do you hold a letter of completion for Lifeboat: 0 Yes •• (Area Code) Inland Waters Member 0 • Date Book ! Was lssued_ • Telephone. (Zip Code) No p Firefighting: 0 Yes I Dates Available for Training No 0 CPR 0 Yes .. ! ; i Am Interested in the Following Course(s). ; DECK ENGINE : • Tankerman ^ i • AB 12 Months AB Unlimited ^ AB Tugs & Tows AB Great Lakes Quartermaster Towboat Operator Western Rivers Towboat Operator Inland !• !• Towboat Operator Not More than 2(X) Miles Towljoat Operator (Over 200 Miles) Master 0 Mate Pilot _ s° i•"H D IB I• IB Third Mate 0 O 0 0 0 FWT 0 Oiler OMED - Any Rating Others. Marine Electrical Maintenance Pumproom Maintenance and • Operation 0 Automation 0 Maintenance of Shipboard Refrigeration Systems 0 Diesel Engines 0 Assistant Engineer (Uninspected Motor Vessel) 0 Chief Engineer (Uninspected Motor Vessel) STEWARD • 0 • 0 0 Assistant Cook Cook & Baker Chief Cook Steward Towboat Inland Cook ALL DEPARTMENTS O 0 0 0 O LNG LNG Safety Welding Lifeboatman Fire Fighting 7^® transportation will be paid unless you present original receipts upon arriving at the School. I I I • No 0 j Ji I RECORD OF B/IPLOYMBSIT TIME —(Show only amount needed to upgrade in rating noted above or attach letter of service, s I whichever is applicable.) ! VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE DATE I SIGNATURE Please Print RETURN COMPLETED APPLICATION TO: Seafarers Luncieberg UpgracJing Center PINEY POINT. MD. 20674 January 1981 / LOG / 23 rn,,, - ' - — it'Vilil ^ 'V 1 .1—• ... �IS,II Directory SIU Atlantic, Gulf, Lakes & Inland Waters United Industrial Workers of North America Frank Drozak, president Joe DIGIorglo, secretary-treasurer Leon Hall, vice president Angus "Red" Campbell, vice president Mike Sacco, vice president Joe Sacco, vice president NOV. 1-29, 1980 J. 'TOTAL REGISTERED All Groups Class A Class-B Class C Port TOTAL SHIPPED All Groups ClaKA Class B Class C ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT '.';:vj4i!Jsr • •1^'; -•- ;-(f r & Boston New York Philadelphia Baltimore Norfolk.; Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle PuertoRico Houston Piney Point Yokohama.. Totals. ;f ; ; .' 31 15 5 — 24 72 25 45 22 . 39 ,18 >........ 62 0 0 459 .' : 4 83 14 .".'.... ;.. : 3 30 4 0 10 0 5 19 4 22 7 9 3 13 0 1 150 0 6. 4 3 5 6 2 5 0 0 45 11 13 6 1 2 1 Port •\. 4i .... 3 84 6 19 9 1 13 46 13 38 12 18 9 40 3 2 —... ... Totals 316 Port ' • 3 . 37 4 6 1 6 5 13 9 17 8 11 3 10 0 3 136 2 3 0 4 0 0 0 1 0 6 3 3 0 1 0 0 23 r' Boston NewYork Philadelphia.. Baltimore..... Norfolk Tampa Mobile NewOrleans Jacksonville San Francisco Wilmington* Seattle PuertoRico Houston Piney Point Yokohama Totals ....." '.. 4 30 15 26 10 18 15 21 7 0 270 0 3 1 4 6 6 0 1 0 0 23 12 0 20 0 11 13 53 28 29 20 55 16 50 0 0 383 11 142 17 40 26 18 39 138 58 93 43 52 12 116 0 0 805 3 75 9 18 14 13 8 41 15 28 21 14 2 42 0 1 304 2 16 1 6 10 8 0 6 6 10 16 10 2 11 0 1 105 1 63 8 12 12 0 8 32 15 19 10 21 12 32 3 0 2 34 3 2 2 -2 2 18 3 20 8 14 10 7 3 3 248, 133 0 43 1 11 12 5 16 18 8 28 7 18 5 30 2 0 204 4 0 18 7 2-0 2 . 2 2 0 1 1 2 0 4 1 4 0 14 13 2 3 , 4 9 2 0 8 1 9 0 1 0 79 37 1 50 2 8 11 1 11 30 15 63 7 41 9 24 2 1 276 4 48 11 5 14 1 8 13 2 34 6 24 11 22 35 2 240 2 NewYork 21 -. ; Totals... Totals All Departments , 3 6 4 3 10 24 8 18 3 9 5 18 0 0 5 115 14 23 23 14 12 43 16 57 17 28 20 39 38 2 0 1 0 0 0 0 0 0 0 6 2 8 2 0 0 0 19 0 0 0. 0 0 0 0 1 1 24 0 6 0 1 0 0 33 5 46 3 6 7 5 0 16 1 57 25 ' 19 7 16 0 0 134 466 213 1,113 831 318 > '' ' 907 '' 643 (617) 482-4716 CHICAGO, ILL. 9402 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 COLUMBUS, Ohio 4937 West Broad St. 43228 (614) 870-6161. DULUTH, Minn. 705 Medical Arts Building 55802 (218) RA 2-4110 FRANKFORT, Mich P.O. Box D 415 Main St. 49635 (616) 352-4441 GLOUCESTER, Mass. 4 156 15 35 18 5 24 88 34 65 21 31 12 81 0 1 590 5 83 4 13 13 14 8 32 16 24 5 20 3 23 0 1 264 2 9 1 5 1 3 0 7 1 6 5 4 0 6 0 0 50 0 65 2 24 15 8 22 35 26 41 15 27 4 55 0 0 339 3 38 5 5 5 5 4 10 3 25 5 4 3 13 1 0 129 0 14 0 4 0 1 0 1 1 29 8 12 0 0 0 0 70 4 39 3 12 9 8 9 43 21 22 6 8 7 23 0 0 214 10 246 33 64 37 27 38 89 51 107 53 36 26 81 1 1 900 9 115 8 25 20 14 3 31 11 99 91 • 50 8 46 0 . 0 530 1,948 1,597 ENTRY DEPARTMENT Boston Philadelphia Baltimore... Norfolk Tampa Mobile NewOrleans Jacksonville San Francisco Wilmington Seattle..... PuertoRico Houston Piney Point Yokohama 0 0 1 STEWARD DEPARTMENT Port n- 14 13 3 11 70 10 ENGINE DEPARTMENT Boston NewYork Philadelphia : Baltimore Norfolk Tampa Mooile New Orleans ....;.. Jacksonville San Francisco -. Wilmington......... Seattle..' PuertoRico Houston Piney Point Yokohama ff 5 77 7 HEADQUARTERS 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-9375 ALPENA, Mich. ... .800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 - (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 7^ 755 •"Total Registered" me^ns the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. u/ Shipping in the month of October was good in most A&G deepsea ports. A total of 1,625 jobs were shipped last month to SlU-contracted deep sea vessels. That's a slight decrease over the previous month. Of these 1,625jobs only 907 or slightly more than half, were taken, by "A" seniority members. The rest were filled by "B" and "C" seniority people. Shipping is expected to remain good for the foreseeable future. 63 Rogers St.01903 (617) 283-1167 HONOLULU; Hawaii 707 Alakea St. 96813 (808) 537-5714 HOUSTON, Tex.... 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala. ..IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va. ........ 115 3 St. 23510 (804) 622-1892 PORTLAND, Or. 421 S.W. 5th Ave. 97204 (503) 227-7993 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301)994-0010 PORT ARTHUR, Tex. .534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 626-6793 SANTURCE, P.R. 1313 Fernandez, Juncos, Stop 20 00909 (809) 725-6960 SEATTLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla. 2610 W. Kennedy Blvd. 33609 (813) 870-1601 TOLEDO, Ohio ... 635 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 408 Avalorj Blvd. 90744 (213) 549-4000 YOKOHAMA. .lapan ...... P.O. Box 429 Yokohama Port P.O. 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 24 I"LOG / January 1981 • y. :• > • -,U �uktarv of the SlU, Part IV X Xji- ISU Falls Apart:New Unions Rise From Ashes by John Bunker Y 1936 the International Sea­ men's Union was headed for the rocks, buffeted by forces from within and without. At a long and stormy Washington convention in February of that year, conservative elements retained control of the union and reelected the venerable Andrew Furuseth as president. More importantly, they pushed through a constitutional amendment giving the union's executive board the power to revoke the charter of any local union at any time. The board then revoked the charter of the Sailors Union of the Pacific, which Furuseth charged was being taken over by the Industrial Workers of the World (IWW) and other radicals. The ISU tried briefly in 1938 to set up a competing union but this attempt soon died for lack of support. The SUP sailors remained faithful to their union. Another factor in the weakening of the ISU had come about in 1934 with formation of the Maritime Federation of the Pacific, a central labor organization containing some ISU units, principally the SUP, plus longshoremen and other groups. Harry Bridges, the longshoremen's leader, was. the principal organizer of the Federation which Victor Olander, national secretary of the ISU, claimed was set up to destroy [ the International. But it was also being wrecked i from within. Dissidents in the ISU charged that lofficials were not holding the required elections and had nego­ tiated contracts with shipowners without approval of the membership hnd demanded their removal. Probjably an equally important factor in jundermining the union, however, jwas the general temper for change jthat was sweeping the country in the 11930s. It is possible that no change jwithin the old union structure would jhave satisfied the activists who (wanted new leaders and a more aggressive program in tune with the (times. A coast-wide strike started on the [West Coast in October of 1936 as eamen demanded a new agreement jto replace the 1934 pact with the • phipping lines. ISU officials resisted Efforts to call a general sympathy Strike on the East Coast and this Incited more unrest among the rank *nd file. Numerous unauthorized ^ympathy strikes took place. In March of 1936, crewmen of the P'ner California went on strike at piling time in San Pedro, refusing cast off the lines unless the anama Pacific Line met West Unhappy about the reluctance of their leaders to call out "all hands"in support of the West Coast, a group of dissidents set up a Seamen's Defense Committee in October of 1936. Joe Curran, a 34-year-old newcomer to the maritime labor scene and spokesman for strikers on the liner California, became chair­ man of the Committee's strike strategy committee, the beginning of his rapid rise to power. Curran was described by the New York Times as a "young and militant disciple of Harry Bridges"and as a "key man in the rank and file of seamen here." B •/o/m Bunker is director of the ffajarers Historical Research De- Fiery Harry Lundeberg, late presi­ dent of the SUP, was a key figure in the '30s seamen's movement. Coast wage scales and overtime. Secretary of Labor Frances Perk­ ins pursuaded the crew by telephone to sail the ship and promised to look into their grievances when it docked at New York. But Secretary of Commerce Daniel G. Roper branded the action a rputiny and when the ship docked the strike leaders were logged and fired. Many ISU men blamed their officials for not backing up the crew in this beef and the leadership was further weakened. They were fast losing control over their members. In October of 1936, ISU crews staged a sit-down strike in sympathy with West Coast seamen and against orders of union officials, starting with a sit-down on the S.S. Ameri­ can Trader at New York. This "sitting down" on the job was a new type of action that was to become common during the labor unrest of the 1930s. ISU officials called on the men to live up to their agreements and sail the ships and threatened to expel those who didn't, but these threats had little effect. In November of 1936 ISU men in Boston struck in support of the West Coast and issued a daily mimeo­ graphed strike bulletin in which they denounced both union officials and shipowners. The Seamen's Journal, official publication of the ISU, pointed out the inconsistency of Curran's sud­ den disenchantment with ISU lead­ ership, saying he had only been a member of the union for one year during his seafaring career. But Curran was aggressive, articulate and ambitious and the times suited him well. And it was evident, judging by those who surrounded and sup­ ported him, that Curran was willing to front for the strong cadre of leftwingers in the new union. He later repudiated these associates and helped reduce their influence in the NMU. In November, Curran headed a so-called Insurgent Seamen's Com­ mittee which negotiated contracts with two small steamship lines. Prudential and Transoceanic, this being made possible by support from the Marine Engineers Bene­ ficial Association, the American Radio Telegraphers Association and the Masters, Mates and Pilots, which were striking these com­ panies at the time. In May of 1937 a large group of the ISU rebels led by Curran and Jack Laurenson broke away from the old union entirely and formed a new organization called the Na­ tional Maritime Union, claiming 27,000 members. They filed a petition with the National Labor Relations Board to hold an election and determine which group should be bargaining agent for the more than 70 ISU lines operating out of the East Coast and the Gulf. The voting started in June of 1937. The NMU was victorious on most of the ships, although the crews on some lines, notably the Eastern Steamship Company, remained faithful to the old union. But with the new organization dominating the elections it was evident that drastic action had to be taken to maintain the AF of L's role in maritime labor. And so in August of 1937, the AFL took over the remnants of the ISU in order to rebuild a seamen's union within the Federation. William Green, president of the AFL, requested the resignation of ISU officials and the Federation's executive council placed the union's affairs in the hands of an executive committee which included Green, ILA President Joe Ryan, and AFL organizer Holt Ross. At Green's request, Harry Lunde­ berg, head of the SUP, sent a top assistant, Morris Weisberger, to New York to set up a nucleus for this rebuilding, straighten out the union's financial situation, and organize a new dues structure for the Atlantic and Gulf divisions. A Seamen's Reorganization Commit­ tee was established for this purpose in December of 1937, with Lunde­ berg naming Robert Chapdelaine temporary head of the new union. During this time it operated under a federal charter. Once it was stabilized and in firm hands, the executive council of the AFL issued a charter. This was done at the Houston convention on October 15, 1938, the charter being handed to Lundeberg by President Green. By then about 7,000 members had been organized on the East Coast and the Gulf and Green was predict­ ing that there would soon be 30,000 on all coasts. The new AFL seamens union, the Seafarers International Union, was now underway and going "full speed ahead." •sMNclKR jfenri hr Grni Ijkes NOV. 1-29,1980 •TOTAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups aassA Class 8 Class C ••REGISTERED ON BEACH All Groups aassA Class B Class C DECK DEPARTMENT Algonac (Hdqs.) 50 28 61 1 40 14 0 31 17 0 4 0 25 65 100 101 * ENGINE DEPARTMENT Algonac (Hdqs.) 35 22 27 STEWARD DEPARTMENT 18 Algonac (Hdqs.) 17 ENTRY DEPARTMENT Algonac (Hdqs.) 27 45 13 19 0 0 64 103 105 81 Totals All Departments. Total Registered" means the number of men who actually registered for shipping atthe port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. 31 41 January. 1981 / LOG / 25 • f �• •• r • William Woytovitch, 65, joined the Union in the port of Philadelphia in 196! sailing as a cook for lOT in 1955 and for the Curtis Bay Towing Co. from 1936 to 1980. Brother Woytovitch was a member of the SI U from 1948 to 1953. He is a veteran of the U.S. Army in World War II. Boatman Woytovitch was born in Philadelphia and is a resident there. August Julius Wojciechowski, 57, joined the Union in 1957 in the port of Baltimore sailing as a tankerman for Harbor Towing from 1945 to 1980. Brother Wojciechowski sailed deep sea as a junior engineer from 1937 to 1945. He was born in Baltimore and is a resident there. Edward Lombardi, 66, joined the Union in the port of Detroit in 1964 I sailing in the steward department. : Brother Lombardi rode the Reiss ^ Steamship Co. ships. He was a I former member of the Teamsters Union. And he is a veteran of the U.S. Army in World War II. Laker Lombardi was born in Newark, N.J. and is a resident of Oak Park, Mich. Ignatius Thomas Salerno, 65, joined the SIU in the port of New York in 1968 sailing as a FOWT. Brother Salerno sailed 31 years. He was on the picketlines in the 1961 N.Y. Harbor strike and the 1962 Robin Line beef. Seafarer Salerno is a veteran of the U.S. Arjny's Corps of Engineers in World War 11. He was born in Brooklyn, N.Y. and is a resident of the Bronx, N.Y. X*? Pensm Lorenzo Quinones Alvarado, 51, joined the SIU in the port of New York in 1961 sailing as a bosun and in I the steward department. Brother Alvarado sailed 22 years. He is a veteran of the U.S. Army during the Korean War. Seafarer Alvarado was S. born in Lajas, P.R. and is a resident of Hoboken, N.J. Simon Jan De Zee, 65, joined the SIU in 1944 in the port of New York sailing as a cook. Brother De Zee sailed 47 years. He was born in Amsterdam, the Netherlands and is a resident of Reno, Nev. Alphonse HoIIings, 53, joined the SIU in 1944 in the port of Mobile sailing in the steward department. Brother Hollings was born in Ala­ bama and is a resident of Mobile. John Joseph Kavanagh, 65, joined the SIU in 1947 in the port of Boston sailing in the steward department. Brother Kavanagh hit the bricks in the I96I Greater N.Y. Harbor beef. He was born in Boston and is a resident of ReVere, Mass. \ Claude Myers Sturgis, 49, joined the SI U in 1947 in the port of Norfolk sailing as a 2nd cook. Brother Sturgis also sailed for the former IBU. He was born in Norfolk and is a resident of Virginia Beach, Va. Charles Edward Veach, 59, joined the SIU in the port of Houston in 1955 sailing in the steward depart­ ment. Brother Veach is a veteran of the U.S. Army in World War 11. He was born in Durant, Okla. and is a resident of New Orleans. Odd Jan Olsen, 58, joined the SIU in the port of New York in 1964 sailing as a junior engineer and chief electrician. Brother Olsen graduated from the SIU MEBA School of Engineering, Brooklyn, N.Y. as a 1st engineer in 1967. He was bom in Harstad, Noway and is a naturalized U.S. citizen. Seafarer Olsen is a resident of New York City. Stafford Leslie McCormfck, 57, joined the SIU in 1946 in the port of Houston sailing as an AB for the Caribe Towing Co. in 1974 and for G & H Towing from 1973 to I974and as a 1st mate. Brother McCormick 4 was a member of the former IBU. He ^ is a veteran of the U.S. Navy in IP : World War II. Seafarer McCormick was born in Galveston, Tex. and is a resident of Houston. Carmelo Reyes, 62, joined the SIU in 1942 in the port of New York sailing as an AB. Brother Reyes walked the picket lines in the 1961 N.Y. Harbor beef, the 1962 Robin Line strike, the 1965 District Council 37 beef and the 1971 maritime strike. He was bora in Puerto Rico and is a resident of the Bronx, N.Y. George Mi Chang, 66, joined the SIU in the port of New York in 1957 sailing as a chief cook. Brother Chang sailed 32 years. He hit the bricks in the 1961 Greater N.Y. Harbor beef. Seafarer Chang was born in China and is a resident of Brooklyn, N.Y. and the maximum earnings subject to the tax will go up on Jan. 1. Most workers will be affected only by the change in the tax rate, which will rise for both employees and their employers from 6.13 percent of covered earnings to 6.65 percent. ONLY PERSONS who earn more than $25,900, which is the present ceiling on wages subject to the social Here's the third installment of a new Log column dealing with Social Security. We will try to keep you informed of rules and regulations, and changes in the law. SS Tax for Workers and Earnings Limit for Retirees Up in '81 .Both the social security tax rate security tax, will be affected by the rise in the taxable wage base to $29,700. About 10 percent of workers are in this group. In return for paying more into the fund, they will become entitled to higher future retirement benefits and greater family protection in the event of disability or death. These other changes will also take effect on Jan. I: • The maximum amount that retirees may earn annually and still receive all of their benefits will increase from $5,000To $5,500 for those aged 65-71 and from $3,720 to $4,080 for those under 65. Benefits are reduced $1 for every $2 of Artemi Kanits, 65, joined the SIU in 1943 in the port of New York sailing as an oiler and FOWT. Brother Kanits sailed 42 years. He hit the bricks in the 1961 Greater N.Y. Harbor beef. Seafarer Kanits is also a machinist. Born in Estonia, USSR, he is a naturalized U.S. citizen. And he is a resident of Long Island City, Queens, N.Y.C. Steve Szanto Jr., 54, joined the SIU in 1943 in the port of New York sailing as a bosun. Brother Szanto sailed 35 years. He was born in Dakota, W.Va. and is a resident of Virginia Beach, Va. Paige Clarence Toomey, 74, joined the SIU in 1944 in the port of Baltimore sailing as an OS. Brother Toomey sailed 43 years. His hobbies are riding and sailing. Seafarer Toomey was born in Massachusetts and is a resident of Reistertown, Md. Ralph John Good, 63, joined the Union in the port of Cleveland in 1961 sailing as a scowman and dredgman on the tug John McGuire (Great Lakes Dredge and Dock) from 1947 to 1980. Brother Good isa veteran of the U.S. Army in World Was II. He was born in Bellevue, Ohio and is a resident of Avon Lake, Ohio. John Coelho, 65, joined the SIU in the port of New York in 1955 sailing as a FOWT. Brother Coelho was born in Portugal and is a resident of Mt. Vernon, N.Y. Edward Frank Costin, 63, joined the SIU in 1947 in the port of Baltimore sailing as a steward utilityman. Brother Costin was born in Maryland and is a resident of Baltimore. Recertified Bosun Jessie Sam Lewis, 51, joined the SIU in 1948 in the port of Norfolk. Brother Lewis graduated from the Union's Recerti­ fied Bosuns Program in November 1975. He received a 1960 SIU Personal Safety Award for sailing aboard an accident-free ship, the SS Iberville, that year. Seafarer Lewis was born in Moorhead City, N.C. and is a resident of Everett, Wash. earnings exceeding these amounts. As at present, persons 72 and over may earn any amount without any reductions. • The amount of earnings re­ quired for a quarter of coverage will increase from $290 to $310. Four quarters will be credited for earnings of $1,240, up from $1,160. 26 / LOG / January 1981 » V " f-i .• �From OS to Chief Mate, But Not Always Calm Seas T the age of 22 Rudy Loizzi signed on the SIU~contracted Steel Apprentice as OS for a four-month trip around the world. The year was 1960. If you had told Loizzi then that one day he'd have a Chief Mate's license, he probably would have said, "You've got to be kidding— it^vould take a miracle!" Well, as Loizzi himself would tell you, it didn't take a miracle. It just took a "few" years, and a system that still makes it possible for a young seaman to come up through the hawespipe. Looking back, Loizzi says that 1960 was "a big year for- me." That was the year he joined the A 'The SIU was- -and still is—a big part of my life. It gave me a chance and the encouragement to better myself" merchant marine, and the SIU, after a four-year hitch in the Navy. That was also the year he shipped on the Steel Apprentice, helped the SIU with an organiz­ ing drive on the Great Lakes, worked on the Laker Norman W. Foy, and gave himself a brand new AB ticket for Christmas. For the next six years Loizzi shipped steadily out of New York as AB or dayman, and mostly on tankers. "I got in the habit of sailing tankers on long voyages," he recalled. During the critical shortage of seamen in 1967 for the Vietnam Sealift, Loizzi had plenty of seatime and jumped at the chance to upgrade to Third Mate. He enrolled at the M.E.B.A. (Dist. 2) Upgrading Center in Brooklyn and a few months later had his first job as Third Mate, on the T-2 Bradford Island. He stayed on that ship for 10 months. The following year Loizzi and the Buckeye Atlantic had a close call in the Saigon River. Sandbags had been placed on the wings of the bridge—good protection against small arms fire, but not much else. Somewhere between Yung Tau and Saigon the ship came under attack—and it wasn't small arms. But Mother Luck was on their side that day. They took a hit, but the shell bounced right off the ship. A dud. Loizzi decided to take a break from the "rigors of war" and enrolled once again in the KNOW YOUR RIGHTS Chief filiate Rudy Loizzi M.E.B.A. (Dist. 2) Upgrading School in Brooklyn. That was in late 1969. Early in 1970 he was handed a Second Mate's license. Now it was time for others to learn from the expertise of Rudy Loizzi! He spent the first half of 1971 as a deck instructor at the Seafarers Harry Lundeberg School of Seamanship. Then, in the latter half of '71 he decided to work up on the Lakes again, which he did for a while as an AB/Quartermaster. Then it was back to school for Loizzi at the M.E.B.A. (Dist. 2) KNOW YOUR RIGHTS I SHIPPING RIGHTS. Your shipping rights and seniorI ity arc protected exclusively by the contracts between the I Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available j in all Union halls. If you feel there has been any violation I of your shipping or seniority rights as contained in the I contracts between the Union and the employers, notify j the Seafarers Appeals Board by certified mail, return fejceipt requested. The proper address for this is: Angus '^ed" Campbell Chairman, Seafarers Appeals Board 275 - 20th Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to ou at all time.s, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper * eets and in the proper manner. If, at any time, any SlU 1" ^. Know YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. 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 con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. FINANCIAL REPORTS. The constitution of the SIU I Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a i detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by j the Secretary-Treasurer. A quarterly finance committee I of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendai tions. Members of this committee may make dissenting I reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU AtlanUc, I Gulf, Lakes and Inland Waters District are administered I 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 I expenditures and disbursements of trust funds are made J only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of 1 the various trust funds. . Upgrading School in Toledo, Ohio, where he successfully prepared for his First Class Pilot (Lakes and Connecting Rivers) license. For the next year he worked as pilot on various lakers. But the salt water, as it will do, beckoned and Loizzi was back sailing deep sea in 1973. He stuck with it for the next six years, shipping as Second Mate. Then, in December, 1979 the former OS re-entered the M.E.B.A. (Dist. 2) Upgrading Center in Brooklyn to prepare for his Chief Mate's exam. He passed it with flying colors the following May. Before heading off into the sun for new adventures—and respon­ sibilities—Rudy Loizzi paused to reflect on his career and those who helped him along the way. He told the Log recently: "The SIU was—and still is—a big part of my life. It gave me a chance and the encouragement to better myself." "And, if I may, I'd like to thank my teachers and brother union members at the M.E.B.A. (Dist. 2) School." So be it, Rudy. And we'll be looking for you in a few years when you go for your Master's! patrolman or other Union"official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY —THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in ihe Union, officer or member. It has also refrained from pub ishing articles deemed harmful to the Union or its cofiective membership. This established policy has been reaffirmed S; membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists o Ihe 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 "o circum­ stances should any member pay any money for any reason un"ess he is given such receipt. In the event anyone attempts to require any such payment be made without nniviiiLr a rcccipt or if a member is required to make a Sient and is given an official receipt, but feels that he should not have been required to make such payment, this sSould tnLiately be reported to Union 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 discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION SFAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing, 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 con­ dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Sup­ port SPAD to protect and further your economic, poli­ tical and social interests, and American trade union concepts. If at any lime a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or infor­ mation, he should immediately notify SIU President Frank Drozak at Headquarters by certified mail, return receipt requested. The address is 675 - 4lh Avenue, Brooklyn, N.Y. 11232. January 1981 / LOG / 27 \ i \ i. < ' ..i ,. I ... _ « > i t t, k �Legal Aid In the event that any SIU members have legal problems in the various ports, a list of attorneys whom they can consult is being published. The mem­ ber need not choose the recommended attorneys and this list is intended only for informational purposes: NEW YORK, N.Y. Schulman & Abarbanel 350 Fifth Avenue New York, N.Y. 10118 Tele. #(212) 279-9200 BALTIMORE, MD, Kaplan, Heyman, Greenberg, Engelman & Belgrad Sun Life Building Charles & Redwood Streets Baltimore, Maryland 21201 Tele. #(301) 539-6967 HOUSTON, TEX. Archer & Peterson Americana Building 811 Dallas Street Houston, Texas 77002 Tele. #(713) 659-4455 TO crew O.S. Hag ships today, you have got la kaap up with world lochnolopy. So kaap your lah sacura, laarn Shipboard kulamalian. laka iha kuiamaiian caursa al SHLSS. ii starts March so ihrauph kprtt 23. TO anratt, contact SHLSS or your stu Raprasantihva. Dispatchers Report for Inland Waters NOV. 1-29,1980 •TOTAL REGISTERED Ail Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C Port DECK DEPARTMENT 0 Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals 0 2 0 2 ' 0 0 0 2 0 0 5 33 0 1 0 2 0 0 0 1 0 0 1 3 0 0 2 0 1 1 2 0 0 7 2 20 0 0 0 0 0 1 0 3 0 0 1 0 2 2 5 0 2 2 16 34 Port '.A0 • .!'^-<':_=v.• - sT •'. '• -ifX • Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis ; Piney Point Paducah Totals ' -0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 : ».. 1 0 0 0 0 0 0 0 3 0 0 0 0 0 1 0 0 1 7 I 13 0 0 0 0 0 0 0 3 0 0 0 0 0 1 2 0 2 2 0 10 — .....s.. -.. ....... 0 0 0 0 0 0 0 0 0 0 0 3 0 • Totals All DofMrtments 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 .0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 51 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 1 0 0 0 0 2 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 0 0 0 3 0 0 0 0 0 0 ,0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 2 4 21 42 34 15 14 •"Total Registered" means ttie number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. •7* • 0 0 0 8 0 7 1 1 0 0 5 0 1 15 36 0 3 0 7 84 0 0 0 10 0 1 2 6 1 0 6 0 1 7 5 0 4 0 4 47 0 0 0 4 0 2 1 11 0 0 7 0 7 8 11 0 10 0 76 137 ' 0 0 0 1 0 2 0 0 0 0 1 0 0 3 2 0 0 0 0 9 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 2 0 0 0 1 0 1 0 1 0 0 1 0 0 1 0 0 0 0 1 6 0 0 0 1 0 0 0 0 2 0 1 0 0 1 1 0 0 0 2 8 . 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 1 0 0 0 0 1 0 0 1 0 0 3 0 6 13 101 50 156 STEWARD DEPARTMENT Boston New York Baltimore Norfolk...:........ Tampa Mobile New Orleans Jacksonville San Francisco Wilmington — Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals _ 0 0 0 0 0 0 0 0 0 0 0 0 0 1 25 ^0 1 0 4 31 ENGINE DEPARTMENT Port J ••REGISTERED ON BEACH All Groups Class A Class B Class C ^ TAMPA, FLA. Hamilton & Douglas, P.A. 2620 W. Kennedy Blvd. Tampa, Florida 33609 Tele. #(813) 879-9482 fSAN FRANCISCO, CALIF. John Paul Jennings, Henning, Walsh & Ritchie 100 Bush Street, Suite 440 San Francisco, California 94104} Tele. #(415) 981-4400 Philip Weltin, Esq. Weltin & Van Dam No. I Ecker Bid. San Francisco, Calif. 94105 Tele.#(415) 777-4500 ST. LOUIS, MO. Gruenberg & Sounders 721 Olive Street St. Louis, Missouri 63101 Tele. #(314) 231-7440 NEW ORLEANS, LA. Barker, Boudreaux, Lamy, Gardner & Foley 1400 Richards Building 837 Gravier Street New Orleans, Louisiana 70112 Tele. #(504) 586-9395 LOS ANGELES, CALIF. Fogel, Julber, Reinhardt & Rothschild 5900 Wilshire Boulevard Los Angeles, California 90036 Tele. #(213) 937-6250 MOBILE, ALA. Simon & Wood 1010 Van Antwerp Building Mobile, Alabama 36602 Tele. #(205) 433-4904 •C--1 - DETROIT, MICH. Victor G. Hanson 19268 Grand River Avenue Detroit, Michigan 48822 Tele. #(313) 532-1220 GLOUCiESTER, MASS. Orlando & White Two Main Street Gloucester, Massachusetts 01930| Tele. #(617) 283-8100 SEATTLE, WASH. Vance, Davies, Roberts, Reid & Anderson 100 West Harrison Plaza Seattle, Washington 98119 Tele. #(206) 285-3610 CHICAGO, ILL. Katz & Friedman 7 South Dearborn Street Chicago, Illinois 60603 Tele. #(312) 263^6330 28 / LOG / January 1981 (I • 'i I < v'l .* .. ' I' ' �# Algonac, Mich. Late in November, Hannah Marine's largest new barge in their ninebarge fleet, the Barge 6301 was launched at the Bay Shipyard, Sturgeon Bay, Wise. The barge measures 407 by 60 by 21 feet. She carries 63,000 barrels of oil and has 10 cargo tanks. She has three segregated piping systems with three cargo pumps. St. Louis Norfolk St. Louis Agent Pat Pil dsworth reports that the boat Peter Fonc/i/was crewed on Dec. I. He added late last month that ice packs were slowly closing down the Upper Mississippi River. Traffic was still going up the river but, he said, layup was expected soon for the towboats ahd barges. Only on the Illinois River was traffic moving slowly. Contract negotiations at the Carteret Towing Co. and the American Towing Co., Wilmington, N.C. are continuing. * » * Early last month, the tug Admiral (AT&T) layed up here for the winter season. » * • * MARAD okayed funding of $38.5 million for National Marine for five new towboats and 46 double-skinned petroleum-chemical barges. All the towboats have already been delivered to National Marine. One was built by Dravo, St. Louis and Albert Ortes Boatbuilding, Krotz Springs, La., built the others. Twenty barges have been delivered so far with another 16 to be delivered in the first three months of this year. * Jacksonville * Houston Last month a new contract was signed and ratified at Western Towing. It would give their Boatmen an immediate daily wage increase, and for the first time Major Medical health coverage under the Seafarers Welfare Plan. They also got an increase in vacation pay in the third year of the new contract and an extra holiday, Easter. At the same time, dredge Long Island {^orih American Trailing) came into this port for repairs at the North Florida Shipyard. Mobile SlU Welfare Claims Administrator Tom Cranford.was here late last month to "straighten out all claims and service the membership." Radcliffe Materials could be making Coosa-Alabama River history through its increased sand and gravel barging there. Last year, Radcliffe barged 900,000 tons of sand and gravel to this port from the upper reaches of the Alabama River and 600,000 tons of the sand and gravel to Montgomery, Ala., the state capital and home of Maxwell Air Force Base. This means that Radcliffe towboats and barges are working the full length of the Alabama River on a continuing basis. This could be the first time since steamboat packet days that someone has been running the river around the clock for this distance. 1981 Class Dates Set for Bosun, Steward Recertification The Seafarers Appeals Board, at its December meeting, ap­ proved the scheduling of the following classes for the Bosunand Stewards Recertification Pro­ gram for the coming year: >• 'J. Here are the photos of the most recent graduating class of the December, after completing the two-month Stewards program. Stewards Recertification pro­ gram. The group graduated in Bosun Recert. Feb. 9, 1981 Apr. 13, 1981 Aug. 10, 1981 Steward Recert. Mar. 9, 1981 May 11, 1981 July 13, 1981 Sept. 7, 1981 Oct. 12, 1981 i... Roosevelt Bobbins Edward Dale •J Charles Corrent Joseph Smith Benny Guarino Raymond Taylor Bosun classes will consist of Approximately four weeks at jPiney Point and four weeks at Jbnion Headquarters in New lYork. The Steward classes will con'st of approximately six weeks It Piney Point and two weeks t Union Headquarters in New lYork. I in the past, all applicants jwili be chosen by a special •committee consisting of three r^nk and file bosuns or stewards, |as the case may be. I Those designated by the Selecwill be notified Ifjon Committee ^^luuiiLicc win oe noiiiieo thp ...... A I y the Seafarers Appeals Board1 I y telegram and by certified mail. Gussie McKee See Your SKI Representative for details or applications. January 1981 » • >. 4 A > . ^ .i -A t • ' I \ A A ^ . S'.AX'A ••• >;%,.'* - ^ A V *-;V • ^ A 4. \ I. V ' • s V . » V I .. . ^ 1 . « V I >:,} I V-.. ^ * \ LOG 29 ^ ^ A t s - ' ' i .< .4 1-: , . ., i 1 . 1 l I < • �At Sea iy Ashore Ogden Marine Ogden Marine, which operates a bulk fleet, is expected to order two new bulk carriers costing about $75-million apiece to be built at its Avondale Shipyard, New Orleans in the near future. The company is also having two chemical carriers beign built at the Yard. Ogden Marine also plans to order a pair of bulk carriers from a Japanese shipyard. Sea-Land Service Government funding is now available for the U.S. Navy to buy SeaLand Service's eight 27,000 dwt SL-7 containerships for a fleet of emergency supply ships. The Navy and Sea-Land will begin negotiations soon. Each one can carry 1,096 35-foot and 40-foot containers. President Carter signed into law a defense appropriation bill which includes $285-million for the purchase and conversion of these turbinepowered, high speed (33 knots) vessels. Matson Line Matson Line, the principal carrier between the U.S. mainland and Hawaii, is now having its SS Lur/ine converted from a strictly R/OR/O ship to a lift-on, lift-off (L/O L/O) vessel as well. Aft she will remain R/O R/O while forward shell be L/O L/O. The $41-million conversion at the Sun Shipyard, Chester, Pa. will be completed by the end of this year. The 700-foot trailership, which now carries 134 24-foot containers, will be cut in half, her decks gutted and a 126 midbody inserted making her 826-feet long. She then will be able to carry 1,046 24-f6ot boxes. The containers will be stacked three high on deck. China-Egypt China has bought 500,000 metric tons of U.S. wheat for delivery in part by U.S. flag ships in June 1981-2. Egypt bought 1 million metric tons of U.S. wheat and wheat flour worth $210-million, half to be carried by American flag ships. American President Line Beside having three giant, diesel-powered containerships being built at Avondale Shipyard, New Orleans for delivery in 1982, APL with the port of Los Angeles, will jointly build a $33-million container terminal that will be No. 1 on the West Coast. APL will sign a 20-year lease with the port, moving in in 1983. The facility on the West Basin of the harbor will cover 100 acres and have two 960-foot berths and a 200,000 sq. ft. box freight station able to store and handle 6,000 40-foot boxes on chassis. It will handle 70 to 75 million tons of cargo over 20 years. The giant containerships will be able to carry 1,247 40-foot boxes, twice the capacity of APL's largest ships now in service. The 860-foot containerships will be 106-feet wide with a displacement of 49,360 long tons sailing at 25 knots. APL will also relocate its Seattle operations to a bigger 46-acre ter­ minal by June 1981. Northern Border Gas Pipeline Northern Border Natural Gas Pipeline Co, got a $ 1 billion plus loan from 28 U.S. and Canadian banks to build a 823-mile, $1.4 billion leg of its Alaska pipeline system. The company's five partners will get up the rest of the $1.4 billion. The whole project, including the Alaskan lap, is expected to be finished by 1985. The line will go through Alaska's North Slope, Canada, Mon­ tana, North and South Dakotas, Minnesota and Iowa. Nine pipeline construction firms employing 5,000 workers will pay $550-million for the pipe creating 2,000 jobs for steel workers. Houston ^ Four major oil and gas companies and one of the U.S.'stop chemical firms have asked the Department of Transportation for a deepwater oil port license here. The firms included are Phillips Petroleum, Continental Pipeline, Dow Chemical and Seaway Pipeline. The consortium plans to build its crude tanker port, a single-buoy system, 12 miles off Freeport, Tex. It could take care of 500,000 barrels a day. China Expects U.S. to Be Biggest Trade Partner by 1985 Trade between the United States and the People's Republic of China continues to grow at a fast pace. According to projections made earlier this month by Bo Yibo, vice premier of the People's Republic of China, the United States may eventually replace if <4 Japan as China's top trading partner, perhaps as early as 1985. This growth in trade has repercussions that go far beyond surface statistics. Commerce between the United States and China helps to bridge the vast social and economic differences that exist between the one-time antagonists, thereby making it easier for them to co­ operate on important strategic matters. The United States exported some $3.4 billion worth of goods to China in 1980, most of which were agricultural products such as wheat, cotton, corn and This Man Has It All soybeans. Americans imported $869 million worth of Chinese goods. Trade between the "United States and China is governed by a bilteral agreement that protects this country's maritime interests. Opponents of such agreements have argued that they hinder international trade. Judging by the rapid growth of Sino-American trade, that is not so. Ftrsonals Job Opportunities. Frederick E. Lillard , Great Pay. Please contact, your sister, Clara Huffman, 39314 Richland, Luisnia, Mich. 48150. John Thomas Thompson Eliza Meadows Please contact, Carmelo Murphy, excrew member S/S Point Margo at 2225 McCarthy Street—Houston, Texas 77029. Miguel Castro Martinez Please contact, Irma Castro Mar­ tinez, Calle 14-S.O. #1776, Las Lomas, Rio Piedras, Puerto Rico 00921. Tel. (809) 992-5167. Security. A* You can learn it too. Take the Maintenance of Shipboard Refrigeration Systems Course at SHLSS. Enroll now. Course starts March 2. Get in on today's opportunities in the SlClcontracted fleet. Contact SHLSS or your SKI Representative. Deposit in the SIU Blood BankIt's Your Life This man knows reefer maintenance'.^ 30 / LOG / January 1981 ". �^:H..1'• •' I'-i,v:.1 V " -h \ Economy Committee US'' HURRY ar^ii • >;-s m The Transportation Institute Scholarship for Towboat Operator will be awarded A' :• soon Apply Now |lU Patrolman Teddy Babkowski (seated center) lues receipt for (seated right) Recertified Bosun William Crawford shio's chair Ian of the Ship's Committee of theSS Sea-LandEconomy at a payoff oHOeb 3 S ort Elizabeth N.J. The rest of the committee and a crLmernber are tSed to r.) AB Ben Jarratt deck delegate and Engine Delegate J R. Graydon. Standing ll M T? Hunley, Steward Delegate Gerald McEwen and Chief Electrician Bill Thomas, educational director. • - George Wythe Committee See Your SlU Representative for details and applications. For course starting March 30 All application materials must be received by February 27. mM VJ Mi / Bosun William |yi. Parker (2nd right), ship's chairman of theSS George rywe (Waterman) is at a payoff on Dec, 30 at Pier 7, Brooklyn, N.Y. With him are kprf f ^ Committee of (I. to r.) Chief Cook William Lance, steward pegate. Chief Steward C. Rooks, secretary-reporter and AB Jim MalOney, deck A MESSAGE FROM YOUR UNION DONY SHACKLED TO . DRU€$./ THBTleE DUMB DAN€EROU< DESTRUCTIVE DEADLY .AND YOU YOUR •evs/^s^ A3» l./fi£// S.KU. January 1981 / LOG / 31 • b•• �iakes OlilHmer Conrad Schmidt Happy on SlU Pendon B •"brother rother Qolitv»iy4#- has V«#>^ Conrad Schmidt spent most of his working life shipping on the Great Lakes. He caught his first ship in 1935, and joined the Union in the port of Toledo in I960. This May, Brother Schmidt received his first pension check at the Frankfort Union Hall where he is well-known as a hard-work­ ing seaman and a loyal Union man. Seafarer Schmidt sent the Log his seafaring history in a nutshell which we are reprinting here. We wish him smooth sailing and good health in the years of his retirement. "I was bom on Washington Island, Wisconsin and started sailing on the Great Lakes in the spring of 1935. I shipped aboard the steamer Reiss Brothers as coalpasser. But there was a mixup. There were too many coalpassers and not enough firemen. I was offered the job as fireman. It was a tough job, but I made out alright. •i: ttT„ _ . /• «^^ ^ "In the year of 19361 stayed at home and worked on my father's farm. In the spring of 19371 went to Milwaukee and tried to ship out, but no luck. So I sent a telegram to the chief of the Reiss Brothers and got a job there again as fireman. I was there during the season of 1939 and through the spring of 1940. "The company used me as oiler aboard the old Richard J. Reiss which had formerly been named the George W. Peavey. I was an oiler there until June 1943 and was transferred to the new Richard J. Reiss, which had been built at the Great Lakes shipyard in Detroit. I was an oiler there through the season of 1945. Pensioner Conrad Schmidt "In February 1946, 1 was oiler aboard the Richard J. Reiss. offered a job working for the I accepted the job and was oiler Washington Island Electric Cor­ there through the season of 19b3. poration which had just been By June of 1964 the Richard J. constructed. I worked there in the Reiss had been converted to a self power plant maintenance and unloader and 1 accepted the job line construction department as Conveyor Engineer. I held this until the spring of 1952. position until Novem^ber 19, 1979 "1 was then offered a job as at which time I retired. "In my retirement, I'll be busy making improvements around my home that I've been putting off and plan to go fishing often. I know what the conditions were like sailing on the Jakes years ago and the improvements there were in all departments aboard the ship after the Union was estab­ lished. "I thank the Seafarers for the Supplement pay and their retire­ ment plan, which to me is certainly more than satisfactory." Notice On Job Call Procedure (inland) WiMn throwing in for work during a Job cali at any SiU Hiring Haii, boatman muat produco tbo foiiowing: • momborabip cortHicato (wboro poaaoaaod) • rogiatration eard • oiinic card • seaman's papers Help Your Brother Down the Road to Sobrietv eeino n hIinH man • . . . eeing a blind man walk down a^ street makes the rest. of« us thankful ^ well as friends, don't hesitate to offer a guidinK arm to the blind because we all think it must he a terrihie thing to be unabie to see where you're going. An alcoholic can't see where he's going either, only alcoholics don't have friends. Because a friend wouldn't let another man blindly travel a course that has to lead to the destruction of his health, his job and his familv And thats where an alcoholic is headed. Helping a fellow Seafarer who has a drinking problem is just as easy-and just as important-as steering a blind man across a street. All you have to do is take that Seafarer by the arm and guide him to the Union's Alcoholic Rehabilitation Center in Valley Lee, Md. Once he's there, an alcoholic SIU member will receive the care and counseling^ he needs. And hell get the support lort of brother SIU members who are fighting ^7 the same tough battle he is back to a healthy, productive alcohol-free life. road back to sobriety is a long one for an alcoholic. But because of ARC, an alcoholic SIU member doesn't have to travel the distance alone. And by guiding a brother Seafarer in the direction of the Rehab Center you 11 be showing him that the first step back to recovery is only an arm's length away. I ft-© xC I Alcoholic Rehabilitation Center I am interested in attending a six-week program at the Alcoholic Rehabilitation Center. I understand that all my medical and counseling records will be kept strictly confidential, and that they will not be kept anywhere except at The Center. Name I I j Address I I I Mail to: I I I j Book No. (Street or RFD) (City) (State) Telephone No THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 or call, 24 hours-a-day, (301) 994-0010 Ij (Zip) I I I I 32 / LOG / January 1981 •. V ? Sja- >. ... i-f-' i,.-. •• J. > �-r^ • lyier "ayde" Womack Seafarer lyier Raynard "Clyde" Womack, 26, graduated from the Entry Trainee Program of the Harry Lundei berg School of Seamanship (HLSS) Piney Point, Md. in 1979. Brother Wo­ mack upgraded to fireman-watertender (FOWT) and completed the LNG Course there this year. He earned the lifeboat, firefighting, first aid and cardio-pulmonary resuscita­ tion (CPR) endorsements. Born in Reidsville, N.C., he lives in Colum­ bus, Ga. and ships out of various ports. Justin J. Delaney Seafarer Jusstin J. Delaney, 25, is a 1977 grad­ uate of the HLSS Trainee Pro­ gram. Brother Delaney up­ graded to 3rd I cook there that same year. De­ laney rode the LNG Aries (Energy Transport) on her maiden voyage. He has the LNG safety, firefighting, lifeboat and CPR endorsements. He is a veteran of the U.S. Marine Corps. A native of St. Louis, Mo., he lives there and ships out of the port of Nevv Orleans. Darryl White Darryl White, 25, gra'duated from the Lundeberg School in 1978, upgrading to FOWT the following year. He's a veteran of the U.S. Navy I and served in the iVietnam War. He holds firefighting, jlifeboat, and CPR tickets. Darryl is •also a musician, playing lead and rhythm guitar. He hopes to get his IQMED rating sometime in 1981. A pative of Brooklyn, N.Y., he ships the port of New York. Darryl ^as actually in last month's class of rA upgraders, but the Log inadverfaiuly left his picture out. Our ^Pologies Darryl. Manuel Francisco Holguin Clay P. Mitchell Kermett Mangram Seafarer Manuel Francisco Hol­ guin, 37, joined the SIU in the port of New York in 1973. Brother Holguin up­ graded to FOWT in the port of New York in 1978. Holguin was a commando in the Ecuadorean Army from 1972 to 1973. Also he has worked as a pri­ vate eye. And he holds the firefight­ ing, lifeboat and CPR tickets. A native of Manta, Ecuador, he lives in Brooklyn, N. Y. and ships out of the port of New York. Seafarer Clay P. Mitchell, 25, is a 1979 Piney Point graduate. He upgraded to FOWT there in 1979, too. Broth­ er Mitchell re­ cently rode the ST Washington (Hudson Waterways) in the North Atlantic Treaty Organization (NATO) maneuvers in European waters. Mitchell plans to attend the QMED Course at the Point in May 1981. He also earned the firefight­ ing, lifeboat and CPR tickets. A native of Maryland, he lives in Tulsa, Okla. and ships out of the port of Baltimore. Seafarer Ker­ mett Mangram, 26, graduated from the HLS in 1978. Brother Mangram up­ graded to AB there in 1979. He has the CPR, firefighting and lifeboat tickets. Eventually, he would like to be a patrolman for the SIU. A native of Jacksonville, he lives there and ships out of that port. Wilbur L. Adams Seafarer Wil|bur L. Adams, I 58, started sail­ ing in 1973 in the j port of. YokoI hama, Japan. In 1975, he up[ graded to AB at Piney Point. Brother Adams was a former Green Beret sergeant major of the U.*S. Army's 5th Special Forces Group (SFG)in Vietnam. He retired from the Army in 1972 after serving 26 years in both the Army and the U.S. Navy. Adams holds the firefighting, lifeboat and CPR cer­ tificates. Born in Springfield, Mo., he lives in Norfolk and ships out of that port. Steven Boettcher Seafarer Steven "Steve I Boettcher, 26, is a 1978 HLS En­ try Trainee Pro­ gram graduate, j Brother Boett­ cher upgraded [to AB there in 1980. He has the CPR, firefighting and lifeboat pa­ pers. Boettcher was born in Cincin­ nati, Ohio, lives in Ft. Lauderdale, Fla. and Houston and ships out of that port city. 99 Russell McAllister Seafarer Rusisell "Russ" McI Allister, 22, in 1978 graduated 1 from the HLS; He returned i there in 1980 to upgrade to AB. Brother McAl­ lister earned the firefighting, lifeboat and CPR en­ dorsements. Born in New Hamp­ shire, he lives in Somerworth, N.H. and ships out of the port of New York. Raymond J. Picciolo Seafarer RayI mend J.Picciolo, 21, graduated i from HLS in 1979. Brother Picciolo up[graded to FOWT and I QMED there the I same year. He holds the following certificates: first aid, CPR, lifeboat and firefighting. His ambition is to earn a marine en­ gineer's license. Picciolo was born in Miami Beach, Fla., lives there and ships out of all ports. lipping Procedures (Deepen) WiMii throwing in for work duHng o Job coil of any SIU Hiring Hail, aoamon muat producothO fallowing: • momborahip cortificato (wboro posaoaaod) • rogiatration card • elinic card • aoaman'a papora • valid, up-to-dato paaaporl bi addition, wbon aaaigning m Job tbo diapatcbor will com­ ply with tbofollowing Soctlw 9, Subaoction 7 of tbo SIU Shipping Ruloa: , . "Within oacb ciaaa of aoniority rating in ovory Uapartmont, priority for entry fating joba abail bo given to aii aoa- men who poaaoaa Lifeboatman ondoraomopi by tbo United Statof^Mot Guard. Tbo Soafmara JGifoala Board may waive tbo pracoding aontonco wbon, in thai aolo Judg­ ment of tbo Board, undue bardabip wiii iCauH or extenu­ ating cireiimatancoa warrant au^ waiver." iUao, all entry rated mombora muat abow their teat aix montba diacbargoa. Further, tbo Soafarara Appoala Board baa ruled that "C claaaification aoamon may only rogiator and aaii aa entry ratinga in only one depart­ ment." , ;'S - Carey Fain Seafarer Carey Fain, 25, started I sailing with the SIU in 1976. Brother Fain now sails as a QMED and FOWT. He upgraded to QMED at the HLS in 1979. And he holds the CPR, firefighting and lifeboat tick­ ets. A native of St. Louis, Mo., he lives there and ships from the port of Seattle. Thomas Davis •• Seafarer Thomas Davis, 22, graduated I from the HLS in 1978. He upI graded to AB j there in 1980. He earned his GenI eral Education Diploma (GED) in 1978 at Piney Point and the CPR, firefighting and lifeboat endorse­ ments. Bom in The Bronx, N.Y.C., he lives in Englishtown, N.J. and ships out of the port of New York. Patrick C. Ray, Jr. ^ Seafarer Pat­ rick C. Ray, Jr., 21, graduated from Piney Point in 1979. He upj graded to AB there in 1980. j Brother Ray has earned the CPR, 1 lifeboat and fire­ fighting certificates. Born in Geor­ gia, he lives in Atlantic-Porte Vedra Beach, Fla. and ships out of the ports of Jacksonville and Houston. John Martin Sweeney Seafarer John Martin Swe«iey, 25, graduated from Piney Point in 1976. He up­ graded to FOWT there in 1977. Brother Sweeney has the CPR, firefighting and lifeboat tickets. He was born in New Jersey and lives in Glenside, Pa. and Philadelphia and ships out of the port of New York. January 1981 / LOG / 33 . f-"'- •'\i' j"ii»' '•' I , �Report Continuedfrom Page 3 HOUSTON AGENT Louis Guarino, (G-520) vSfcv, Unopposed, elected HOUSTON JOINT PATROLMAN Patrick Pillsworth, 4,833 (P-1079), (elected) •John Ruiz, (R-in6) 1,015 Harmando Salazar, 4.700 (S-1966), (elected) F. E. "Gene" Taylor, 4,978 (T-180,1, (elected) No Votes 1.701 Voids 305 Total 17,532 SAN FRANCISCO AGENT Juan J. Reinosa, Unopposed, (R-70) elected SAN FRANCISCO JOINT PATROLMAN D. "Frank" Boyne, Unopposed, (B-8) elected Gentry Moore, Unopposed, (M-8001) elected DETROIT AGENT Jack Allen, (A-674) Article XIII, Section 6 of the Constitution. This report is unanimous, there being no dissents. Therefore, except Thomas Farrell, F-5720 for the contingencies provided for in Port of Philadelphia Article XIII, Section 4(f) of the Constitution, this closing report shall be accepted as final. Our report shall be mude up in Carl Churko, C-706 sufficient copies by the SecretaryPort of Baltimore Treasurer's office to comply with the requirements of the Union Constitu­ tion. All of the members of the Com­ mittee wish to express their deep Port of Detroit appreciation for the cooperation and assistance given to us by the Union's legal department and its technical and clerical staff. Clyde Kreiss, K-28 Port of Houston Finally, the members of the Union Tallying Committee wish to con­ gratulate the elected officers and jobholders. We extend our best wishes for the next four years. We hope that you will carry on the tradition of our Union and advance ' the strength of the maritime in­ dustry. nr* 5^. John F. Smith, S-687 Port of New Orleans i.'. Torry Kidd, Jr., K-553 Port of Mobile ^^ M^ •' — William Stubblefield, S-5811 Port of St. Louis Unopposed, elected James Colder, G-72, Chairman Port of New York ST. LOUIS AGENT James Martin, (M-5290) Frank Barone, B-1192 Port of Philadelphia Unopposed, elected ST. LOUIS JOINT PATROLMAN Manuel "Joe" Sigler, Unopposed, (S-2101) elected PROPOSITION #1 (Constitutional Amendment- -Dues) YES 4,915 NO 730 NO VOTES 175 VOIDS 24 TOTAL 5,844 PROPOSITION #2 (Constitutional AmendmentVice President in Charge of fFe.v/ Coast) VES 5,305 NO 320 NO VOTES 151 VOIDS 68 TOTAL 5,844 CONCLUSION The official tally of this Commit­ tee is annexed hereto and made a part of this closing report. It is recommended that the membership concur in the tally as well as in this report in its entirety. Subject to the appropriate action of the membership at the "Election Report Meetings," our tally repre­ sents (he basis for the in.stallation into the offices or jobs as provided in Jack Rhodes, R-688 Port of Baltimore Michael Doherty, D-704 Port of Detroit Maurice Duet, D-11 Port of Houston Robert Broadus, B-404 Port of New Orleans Henry Peterson, P-643 Port of Mobile Marvin E. Garrison, G-8004 Port of San Francisco Dave Wierschem, W-5595 Port of St. Louis Theodore Goodman, G-134 Port of New York who made uo rank-and-«/e members JameToolZ nnHnt tS Standing In background is James Goider, port of New York, who served as Committee chairman. 34 / LOG / January 1981 :-<c ajS/i .. : — - Port of San Francisco Fraternally submitted: DETROIT JOINT PATROLMAN Byron F. Kelley, Unopposed, (K-12039) elected h:: .... • -Si �USCG Ends Hearings on Poet Tragedy Continued from Page 6 Poet inquiry addressed the possible and probable causes of the tragedy rather than the actual. But, under intensive examination by SIU attorney Arthur Abarbanel, certain key points emerged during the hearings indicating what must have been contributing factors. Testimony from the last eyewitness to see the Poet before site left Philadelphia raised questions about whether the vessel was properly loaded. Independent river pilot Capt. Gary Harper, who'd guided the 523-foot Poet to open water, said that the vessel's bow had been riding two feet lower than her stern, making her hard to handle. "1 mentioned it to the Captain," Harper said, adding that the Captain had told him he'd even out the vessel by redistributing bunkers. During the hearing it was established that the Poet's afterhold was empty while her three forward holds were loaded. However S. Fraser Sammis, president of the National Cargo Bureau and Capt. Albert Gerckin who supervised the Poet's load­ ing, testified that the Poet's cargo was properly loaded. "The Poet's cargo compart­ ments were properly trimmed out," Sammis said. "A machine is used to blow grain into all the corners," to make sure there are no air pockets. This is done, Sammis added, to keep the grain from shifting. "If the grain shifts the uneven distribution of weight could cause the ship to founder or capsize," he said. However, under questioning, the Cargo Bureau spokesman conceded that they check only to make sure cargo doesn't shift within the hold, not for "hogging and sagging." (Hogging occurs when a wave lifts a vessel's mid­ ship section and sagging when the bow and stern are raised by waves.) It's possible for a ship to break apart if it can't withstand that kind of pressure. Speaking after the conclusion of the hearings, SIU attorney Arthur Abarbanel charged that "the loading procedures were not adequate." The National Cargo Bureau doesn't have "people there watching the whole proc­ ess," he said. "They should have someone there as each hatch is closed, not just one hatch." Abarbanel also noted a num­ ber of points brought out at the hearings which • questioned the overall seaworthiness of the Poet. "The ship carried an unusual number of settling and oxygen tanks," Abarbanel said. "They carried 20 or more instead of the usual five or six tanks, indicating they were probably doing a lot of welding." Recent inspection of the Poet had turned up "holes and fractures in the deck area and wastage of the structure which had been repaired at various times," Abarbanel said, adding that the ship's owner, Hawaiian Eugenia Corp. "never made repairs until the last minute. They also got waivers on many required repairs which were necessary," he said. In addition, "the company let the Poet go out to sea without reporting every 48 hours, even though that's a requirement and even though, on previous voy­ ages, that ship did report every 48 hours." Called to testify, Hawaiian Eugenia Corp. Pres. Henry J. Bonnabel said he was not alarmed when the Poet missed its usual 48-hour check-in on Oct. 26 and did not report the vessel missing until Nov. 3. "It is not unusual," said Bonnabel, "for a vessel on a foreign voyage of this kind to go four or five days and sometimes longer without com­ munication. We assumed," he . continued, "it was atmospheric conditions or something was wrong with the radio." After finally reporting the Poet missing, the Coast Guard delayed another five days to begin their search. This delay is standard operating procedure, according to the Coast Guard."When a ship is reported missing we don't jiist jump in a helicopter and go look," said a CG spokesman. "We do a series of communica­ tion checks to see who has heard from the ship last." The S1U took strong issue with the fact that the Coast Guard waited five days to start the search. "The Coast Guard complained that there was too large an area to effectively search," said legal counsel Abarbanel, "but waited five days while the winds and the tides effectively enlarged that area." The Coast Guard had planned to call off the search on Nov. 13, after five days. But under strong pressure from SIU New York Agent Jack Caffey, from the families of Poet crewmen and from Rep. Mario Biaggi, whose aid as chairman of the House Coast Guard subcommittee the SIU enlisted, the search was extended until Nov. 17. Relatives of the missing crewmen were incensed over both the company's delay in reporting the Poet missing and the CG's delay in beginning the search. Lawsuits totalling in the tens of millions of dollars have been filed against Hawaiian Eugenia Corp. by just about every family of the 34 crewmen. Abarbanel, who is handling some of the lawsuits, says every one of them "cites the company for negligence and unseaworthi­ ness." Action on all the lawsuits is pending. SiU Had ^Party in Interest^ Status at Hearings Due to Court Victory Nothing can erase the tragic fact of the S.S. Poet's disappear­ ance. But the SIU's ability to fully participate as a "party in interest" in the recently concluded Marine Board of Inquiry hearings could go a long way towards improving regular vessel inspection and loading procedures to prevent similar tragedies in the future. As a "party in interest" the Union was able to examine and cross-examine witnesses and do whatever was appropriate to make sure all the facts were brought out and an accurate record made from which proper findings and conclusions can be drawn. According to Arthur Abarba­ nel of the law firm of Schulman & Abarbanel who represented the Union at the hearings, "there's no question that the Union's ability m act as a 'party in interest' made ^ big difference. The Union has ihe experience to know ex'actly what questions to ask," he said. That meant the most important issues got aired. The SIU's ability to fully protect the Interests of Sea­ farers during the Poet investi­ gation is a direct result of a land­ mark ruling handed down by a U.S. District Court Judge last October. That ruling, which stemmed from a 1978 lawsuit filed by the SIU against the Coast Guard, declared that the Coast Guard had wrongfully denied the SIU "party in interest" status during a 1978 Marine Board of Inquiry investigation. Following the collision of the SlU-contracted S.S.Yellowstone and an Algerian freighter in which five crewmen died in June, 1978, the Coast Guard and the NTSB convened a joint hearing. As with all Marine Board of Inquiry investigations, the Board's two-fold purpose was 1) to determine the cause of the accident and 2) to make recom­ mendations relative to any unsafe shipboard conditions which were found to be contributing factors in the accident, to prevent similar accidents from occurring. When the Yellowstone hearing began, Schulman & Abarbanel, as the Union's legal representa­ tive, petitioned the Coast Guard to name them a "party in interest." They argued that since the Yellowstone was an SIUcontracted vessel, the Union had a "vital and critical" interest in the hearings and a duty, under the collective bargaining agree­ ment, to ensure safe working conditions aboard the vessel. The Coast Guard, however, refused to designate the Union a "party in interest." The Union then took the issue to the Federal Court, Southern District, N.Y. On Oct. 14, 1980, U.S. District Judge Mary Johnson Lowe upheld the Union's posi­ tion, ruling that "where a Union is the representative of seamen aboard a vessel involved in a marine casualty it, under... Fed­ eral law, is a party in interest..." Though it was issued long after the inquiry into the Yellowstone accident was concluded, the ruling laid the groundwork for the SIU to fully participate in future marine casualty investiga­ tions involving SIU crews. The recent hearing on the disappearance of the Poet was the first test of the Court's decision and the SIU, as well as the two maritime unions repre­ senting the Poet's 10 licensed crewmen were all named parties in interest as a consequence. Because of the Union's full participation in the hearings, key points were raised which might otherwise have remained buried; points which will have a bearing on the recommendations the Board will eventually issue to better protect U.S.-flag vessels and seamen in the future. January 1981 / LOG / 35 SirMii-- �• -.-ra-ssea&Bslfis Pensioner Michael Dunda, 64, died of cancer in the Parkview Hospital, Toledo, Ohio on May 15. Brother Dunda joined the Union in the port of Toledo in 1959 sailing as a conveyorman and oiler for the Erie Sand Co. and the American Steamship Co. He was also a meat cutter. Laker Dunda was born in Yukon, Pa. and was a resident of Toledo. Burial was in Restlawn Memo­ rial Park Cemetery, Wood County, Ohio; Surviving are his widow, Mary Lou and two sisters, Mrs. Anna Fellows of Erie, Pa, and Mrs. Elsie Popha of ' Girard, Pa. Pensioner John "Blocky" Blizzard Jr., 64, died of lung failure in the Baptist Medical Center, Columbia, S.C. on May 31. Brother Blizzard joined the SIU in 1948 in the port of Norfolk sailing as a FOWT. He sailed 29 years, 17 deep sea. Seafarer Blizzard picketed and or­ ganized for the Union for 25 years. He was born in North Carolina and was a resident of Charleston Heights, Co­ lumbia. Interment was in Olympia Cemetery, Columbia. Surviving are his widow, Gloria; a brother, George; and a sister, Mrs. Eloise Luaf of Bradenton, Fla. Harold "Harry" Floyd Yon, 73, died of a heart attack in the Os­ teopathic Hospi­ tal of Detroit on June 2. Brother Yon joined the Union in the port of Detroit in 1961 sailing as a dredgeman, deckhand and oiler for the Great Lakes Dredge and Dock Co. from 1936 to 1945 and for Dunbar and Sullivan on the Tug Superior from 1949 to 1974. He was business agent for the Dredgemens Union. Born in Sault Ste. Marie, Mich., he was a resident of Detroit. Burial was in Woodmere Cemetery, Detroit. Surviving is his widow, Margaret. Pensioner Harold Fehmer Clooney, 64, suc­ cumbed to cancer at home in Lake Charles, La. on May 7. Brother Clooneyjoined the Union fn Port Arthur, Tex. in 1963 sailing as a captain for Sabine Towing from 1953 to 1969. He was born in Lake Charles, interment was in Prien Memorial Park Cemetery, Lake Charles. Surviving are his widow, Lillian Lee; a son, Thomas apd a daughter, Rebecca. Pensioner Michael Waldorf Burns, 52, suc­ cumbed to cancer in the San Fran­ cisco USPHS Hos­ pital on June 16. Brother Burns joined the SIU in the port of New York in 1953 sailing as an AB on the Bull Line. He sailed 23 years. Seafarer Burns was a veteran of the U.S. Navy in World War II. A native of St. Paul, Minn., he was a resident of San Francisco. Interment was in Calvary Cemetery, St. Paul. Surviving are his mother, Mrs. Teresa Murphy of New Richmond, Wise, and a sister, Mrs. Rosemary Salsech^ider of St. Croix Falls, Wise. Charles Albert Campbell, Jr., 56, died of multiple injuries in Union Memorial Hospi­ tal, Baltimoreafter being hit by a car while walking on May 5. Brother Campbell joined the SlU in the port of Baltimore in 1950 sailing as an OS and in the steward department. He was a veteran of the U.S. Navy in World War 11. Seafarer Campbell was born in Baltimore and was a resident there. Burial was in Mt. Calvary Cemetery, Baltimore County. Surviving are his widow, Ella; two sons, Charles Jr. and Garry; two daughters, Geraldine and Rosalyn; a brother, Calvin and a sister, Mrs. Esther HoIIey, both of Baltimore. Pensioner John Joseph Walsh, 78, passed away from a cerebral hemor­ rhage in Abington (Pa.) Memorial Hospital on July 23. Brother Walsh joined the Union in the port of Philadelphia in I960 sailing as a deckhand and bridgeman for the Baltimore and Ohio Railroad (B&ORR) from 1917 to 1966. He was a former member of the MM&P Union, Local I from 1956 to I960. Boatman Walsh was born in Philadelphia and was a resident there. Interment was in Hillside Cemetery, Glenside, Pa. Sur­ viving are his widow. Alberta and a daughter, Joan. Patrick Francis Sellers, 19, died in' Frankford Hospi­ tal, Philadelphia on Dec. 9, 1979. Brother Sellers joined the Union following hisgrad­ uation from the Harry Lundeberg School (HLS) Entry Trainee Program, Piney Point, Md. in 1979. He sailed as a deckhand and 3rd cook for Inland Tugs and for ACBL's Northern Towing and on the Towboat Bill Elmer (Southern Ohio Towing) from 1978 to 1979. Boatman Sellers was born in Ft. Benning, Columbus, Ga. and was a resident of Philadelphia. Inter­ ment was in New Cathedral Cemetery, Philadelphia. Surviving are his parents, Mr. and Mrs. George and Mary Sellers Sr. of Philadelphia; a brother. Seafarer George Sellers Jr.; an uncle, Robert Sellers and an aunt, Gloria Ann Sellers. 36 / LOG / January 1981 ...A;. William Joseph Leonard, 60, died of heart failure at home in Duluth, Minn, on June 17. Brother Leonard [joined the Union in the port of Duluth in 1978 sailing as a FOWT and QMED for the American Steamship Co. and the Kinsman Marine Transit Co. He was a veteran of the U.S. Army in World War II. Laker Leonard was born in Little' Mareh, Pa. Interment was in Park Hill Cemetery, Duluth. Surviving are his widow, Dolores and two daughters, Debra and Janet. Pensioner Charlie Stewart Jr., 72, died of heart-lung failure in Doctor's Hospi­ tal, Groves, Tex. on Feb. 29. Broth­ er Stewart joined the Union in Port Arthur, Tex. in 1963 sailing as a captain and mate for the Sabine Towing Pilots Assn. from 1942 to 1980. He was a mem­ ber of the HIWD in 1960andtheUMD. Born in Sabine Pass, Tex., he was a resi­ dent of Groves. Burial was in the Oak Bluff Memorial Park Cemetery, Pt. Neches, Tex. Surviving are his widow, Ollie; and a sister, Mrs. Ellen McCorkle of Port Arthur. Joseph Alex­ ander. Cichomski, 62, died of heartlung failure in the Nassau Bay (Tex.) USPHS Hospital on May 13. Brother Cichomski joined the SIU in 1946 in the port of Philadelphia sailing as a FOWT. He was a veteran of the U.S. Army in World War II. Seafarer Cichomski was born in Elizabeth, N.J. and was a resident of Houston. Inter­ ment was in Gilchrist Cemetery, Hugh Is., Tex. Surviving is his widow, Lorene. George Andrew Connelly, 59, was dead on arrival at the De Kalb Hos­ pital, Fort Payne, Ala. on Feb. 20, 1967^ Brother Connelly joined the Union in the port of Detroit in 1963 sailing as an AB for the Erie Sand and Navigation Co. in 1966 and the Canadian Holiday Line in 1963. He sailed 34 years. Laker Con­ nelly was born in Pennsylvania and was a resident of Erie, Pa. Burial was in Erie. Surviving are his widow, Bernice; a son, Francis; two daughters, Mrs. James (Jean Agnes) Haysworth Booth of Ocala, Fla. and Mrs. David (Patricia) Thomson of Hialeah, Fla. and two brothers, John and Shad, an Erie district attorney. Pensioner Lucio Flodio Ceperiano, 69, died of heart disease in \ the Charity Hospi­ tal, New Orleans after being stricken in the City Munici­ pal Auditorium on June 20. Brother Ceperiano joined the SIU in the port of Baltimore in 1955 sailing as a chief steward. He sailed 46 years. Seafarer Ceperiano also rode the Isthmian Line. Born in the Philippine Islands, he was a resident of New Orleans. Interment was in St. Vincent de Paul Cemetery, No. 2, New Orleans. Surviving are his widow, Maria Chris­ tiana and five daughters, Lillian, Nelly, Teresa, Gloria and Lucy. Pensioner William Francis Xavier Clarke, 74, died of heart failure in the Ormond Beach (Fla.) Osteopathic Hospital on June 5. Brother Clarke joined the Union in the port of New York in I960 sailing as a tug dispatcher for the Penn-Central Railroad from 1924 to 1970. He was a former member Pensioner Phil­ of the International Organization of lip Sterling Brooks, Masters, Mates and Pilots (MM&P) 73, died of a heart Union from 1936 to I960. Boatman attack in Slidell, ' Clarke was bom in Jersey City, N.J. and La. on Apr. 16. was a resident of Bogota, N.J. Burial Brother Brooks was in Cresthaven Memorial Park joined the SIU in Cemetery, Clifton, N.J. Surviving are 1947 in the port of his widow, Helen; a son, William Jr. and New Orleans sail­ a daughter-in-law, Mrs. Ellen Clarke. ing as a FOWT. He sailed 42 years. Pensioner Seafarer Brooks was born in California William Daniel and was a resident of Covington, La. Weisse, 58, died Burial was in Allison Cemetery, Coving­ of heart disease ton. Surviving are his widow. Ruby Bell; on arrival at the a daughter, Deborah and a son-in-law, Presbyterian HosEric L. Townley of Slidell. ' pital, Albuquer­ que, N.M.on June Edwin Waino Soyring, 54, suc­ 21. Brother Weisse cumbed to coronary artery disease in joined the Union in the port of New Lakeside, Wise, on Apr. 14. Brother York in I960 sailing as a mate (Tug Soyring joined the Union in the port of Jersey City) and tug dispatcher for the Cleveland sailing as a FOWT for 30 Penn-N.Y. Central Railroad from 1942 years for Kinsman Marine and Bay to 1973. He was a former member of the Shipping. He was also a plumber and MM&P Union. Boatman Weisse was a carpenter. Laker Soyring was a veteran veteran of the U.S. Navy during World of the U.S. Navy in World War II. Born War II. Born in New York City, he was a in Superior, Wise., he was a resident resident of Rio Rancho, N.M. Burial there. Interment was in the Finnish was in Vista Verde Memorial Park Apostolic Lutheran Cemetery, Maple, Cemetery, Rio Rancho. Surviving are Wise. Surviving is his mother, Mrs. his widow, Jeannette; a son, William Jr. Saima Neuman of Superior. and a daughter, Jo Ann. �Pensioner John Wilburn Swindle, 75, succumbed to heart-lung failure in Flowers Hospi­ tal, Houston on May 31. Brother Swindle joined the Union in the port of Mobile in 1959 sailing for Bay Towing and for Radcliff Materials Co. He was born in Caryville, Fla. where he was a resident. Burial was in, Bethel Cemetery, Washington County, Fla. Surviving are his widow, Lena and a daughter, Gloria. Pensioner William "Willie" Daniel Boyd Reeves, 67, drowned in Black River Lake, Con­ cordia, La. on Mar. 30. Brother Reeves joined the Union in the port of New Orleans in 1957 sailing as a captain (Towboat National Progress) for National Marine Service from 1944 to 1974andfor Coyle Lines in 1942. He was born in Jena, La. and was a resident of Monterey, La. Burial was in Harrisonburg (La.) Cemetery. Surviving are his widow, Rachel and a brother, Ernest of Rhinehart, La. Victor Silva, 61, died in the New Orleans USPHS Hospital on Oct. 7. Brother Silva I joined the SIU in 1939 in the port of New York sailing as a chief cook. He "hit the bricks in the 1965 District Coun­ cil 37 beef. Seafarer Silva was born in Ponce, P.R. and was a resident of the Bronx, N.Y. Interment was in St. Ray­ mond's Cemetery, the Bronx. Surviving are his daughter, Luz; his mother, Mrs. Manuela Rodriguez of New York City and a sister, Teress Rivera of the Bronx. Pensioner AnI tone Pacuinos, 73, I died of a heart at\ tack in Cambridge I (Mass.) Hospital j on Sept. 15. BrothI er Pacuinos joined the SIU in 1944 in t the port of New York sailing as an OS. He was on the picketline in the 1961 N.Y. Harbor beef. Seafarer Pacuinos was born in Massa­ chusetts and was a resident of Cam­ bridge. Interment was in Mt. Benedict Cemetery, West Roxbury, Mass. Sur­ viving is a sister, Mrs. Helena Palimeni of Cambridge. « James William Boland Jr., 52, died of a heart attack in the Com­ munity Hospital, Brazoria County, Tex., on May 23. Brother Boland joined the Union in the port of Houston in 1974 sailing as an AB and oiler for G & H Towing from 1971 to 1980 and for Texas Tankers in 1971. Boland was a former member of the United Plant Guard Workers of America, Local 250 St. Louis. He was a veteran of the U.S. Navy in World War 11. Boatman Boland was born in St. Louis, Mo. and was a resident of Freeport, Tex. Burial was in Restwood Memorial Park Cemetery, Clute, Tex. Surviving are his widow, Hilda Marie and a son, Charles. Henry Michael iGorden, 55, sucI cumbed to a heart attack at home in Philadelphia on Sept. 27. Brother Gorden joined the Union in the port I of Philadelphia in 1961 sailing as a FOWT, night dis­ patcher and pier watchman for Curtis Bay Towing from 1957 to 1980. He was a former member of the UMW Union, the IBL and the ILA Local 333. Boatman Gorden was a veteran of the U.S. Navy in World War 11. He was born in Philadelphia. Intermient was in Holy Redeemer Cemetery, Philadel­ phia. Surviving are his widow, Agnes; two sons, John and Thomas and two daughters, Constance and Veronica. Pensioner Russell Dean Gilmour, 83, passed away from heart failure in Mercy Hospital, Buffalo on May 13. Brother Gilmour joined the Union in the port of Buffalo in 1961 sailing as a deckhand, linesman, oiler and chief engineer for the Great Lakes Towing Co. from 1942 to 1973 and the Buffalo Gravel Co. from 1938 to 1942. He was a former member os the Shipbuilder's Union from 1938 to 1961. Laker Gilmour was a veteran of the U.S. Navy in World War 1. Interment was in Holy Sepulchre Cemetery, Cheektowaga, N.Y. Surviving is his daughter, Mrs. John (Clare) Sproch of Cheektowaga. Pensioner George Kenneth Marionneaux, 63, died of heart-lung failure in Doctors Memorial HospiI tal. Baton Rouge, La. on Mar. 30. Pensioner Cello "Cecil" "Champ" Brother Marion­ Morani, 72, passed away from heart neaux joined the Union in the port of failure at home in Petaluma, Calif, on May 24. Brother Morani joined the Houston sailing as a chief engineer for Union (MC&S) during World War 11 in National Maritime Service from 1952 to the port of San Francisco sailing as a 1971 He also sailed for A. P. Breaux & room steward for 35 years. He first Sons from 1946 to 1952. Boatman sailed on the West Coast in 1941. Marionneaux was a former member of Morani was quite a baseball hitter. He IBL Local 1827. Born in Plaquemine, was born in Illinois. Cremation took La., he was a resident there. Interment place in Cypress Hill Memorial Park was in Grace Cemetery, Plaquemine. Cemetery, Petaluma. Surviving are Surviving are his widow, Geraldine; a three brothers, Louis of San Francisco son, Randolph and two daughters, and Albert and Frank of Fairfax, Calif. Geraldine and De Ette. Pensioner Sid­ ney Charles Day, 71, passed away from heart-lung failure.in the San Francisco USPHS Hospital on July 9. Brother Day I joined the SIU in 1938 in the port of Mobile sailing as a bosun. He sailed 35 years and rode the Waterman Line. He also sailed during World War 11 as a member of the SUP and during the Vietnam War. Seafarer Day attended the 1970 SIU Pensioners Conference at Piney Point. Born in Louisiana, he was a resident of Wil­ mington, Calif. Interment was in All Souls Cemetery, Vallejo, Calif. Surviv­ ing are a sister, Mrs. Catherine D. Coon of Inglewood, Calif, and a niece, Michelle Ann Coon of Torrance, Calif. Pensioner Alvin LaverneDoud,63, died of lungfailure in the Naval Re­ gional Medical Center, San Di­ ego on May 23. Brother Doud I joined the SIU in the port of Seattle in 1957 sailing as a chief steward for the Calmar Line and as a 2nd cook for the MSTS in 1956. He was a former member of the Cooks and Assistants Union. Seafarer Doud was a veteran of the U.S. Army in World War 11. A native of Yakima, Wash., he was a resident of San Diego. Cremation took place in Greenwood Crematory, San Diego. Surviving are his widow. Feme of Rockdale, 111.; a sister, Mrs. Goldie Opal Shelton of Tacoma, Wash.; a stepson. Jay E. Dodge and a step­ daughter, Cheryl Joanne Reed. Riley Franklin "Bluestack" Beech, 49, died of heartlung failure in the U.S.A. Medical Center, Mobile on Apr. 11. Brother Beech joined the Union in the port of Mobile in 1958 sailing as a deckhand on the Tug Doris Roman (Mobile Towing) from 1957 to 1980 and for Bay Towing in 1957. He was born in Coppland, Washington County, Ala. and was a resident of State Line, Miss. Interment was in Eret Cemetery, Wayne County, Miss. Surviving are his widow, Edwina; six sons, George, Leon, Michael, Emery, John and Travis and two daughters. Norma and Jean. Pensioner Joseph Thomas Bertolino, 62, died of a heart attack in the Nassau Bay (Tex.) USPHS Hospi­ tal on Mar. 31. Brother Bertolino. joined the Union in the port of Houston in 1957 sailing as a deckhand for the G & H Towing Co. in 1948. He was a veteran of the U.S. Army in World 11. Boatman Bertolino was born in Galveston and was a resident there. Burial was in Calvary Cemetery, Galveston. Surviv­ ing are his widow, Lorraine; two sons, Michael and Daniel; a daughter. Lor­ raine and a sister, Mrs. Josephine Wilson of Galveston. Pensioner Elton Fuller Gallop Sr., 71, passed away from heart failure and was dead on arrival at the Memorial Clinic, Manteo, N.C. on Mar. 24. Brother Gallop joined the Union in the port of Norfolk in 1968 sailing as a chief engineer for NBC Lines in 1968 and for Curtis Bay Towing in 1972. He was bora in Wanchese, N.C. and was a resident there. Interment was in Cudworth Cemetery, Wanchese. Surviving are his widow. Iris and a sister-in-law, Mrs. James M. Williams Jr. of Wanchese. l;''! ii;; Pensioner Sam­ uel Pasquale Manzione,78, died of a heart attack in the Broward General 1 "Medical Center, Ft. Lauderdale, Fla. on May 3. Brother Manzione joined the Union in the port of New York in 1960 sailing as a Hudson River Pier 50 floatman for the Penn-Central Railroad from 1923 to 1966. He was a former member of the MM&P Union from 1932 to 1960. Boatman Manzione was a produce merchant from 1918 to 1923, A native of Salerno, Italy, he was a ^ resident of Ft. Lauderdale. Burial was in Holy Cross Cemetery, North Arlington, N.J. Surviving are his widow, Betty and a sister, Mrs. Betty Pisarski. Pensioner I Ernest Brooks I Avant, 60, died of heart-lung failure in the Medical Center of Central i Georgia, Macon on Apr. 4. Brother Avant joined the SIU in 1943 in the port of Jacksonville sailing as an AB. He sailed 40 years. Seafarer Avant was a veteran of the U.S. Navy prior to World War II. Born in McRae, Ga., he was a resident of Miami. Burial was in West Flagler Memorial Park Cemetery, Coral Gables, Fla. Surviving are two daugh­ ters, Linda of Miami and Mrs. Karen Moore of Mount Horeb, Wise. Stephen Zavadcson, 75, passed away in New York City on Dec. 5. Brother Zavadcson joined the SIU in 1942 in the port of New York sailing as a bosun for Sea-Land and Seatrain from 1951 to 1963. He hit the bricks in the 1961 Greater N.Y. Harbor and 1962 Robin Line beefs. Seafarer Zavadcson sailed 36 years. He was born in Pennsylvania and was a resident of New York City. Surviving is a brother, Andrew Watson of Gary, Ind. January 1981 / LOG / 37 "M 'S Bi;'-• �mm -• J! .•'• '" -' -, • ,•I •'i • '! • i •! i' ,, - r' r - ••' !--> 1, • r • f i • - -• • "• f..' - t :i - r-;! .-J'i • /;. '; • '.vl-'V- ZAPATA RANGER (Zapata TankSEA-LAND COMMERCE (SeaOVERSEAS ULLA(Maritime Over­ ship), November 16—Chairman Fred Land Service), November 16—Chair­ seas), November 17—Chairman M. C. Forney; Secretary P. Franco; Educa­ man A. Vilanova; Secretary R. Barnes. Cooper; Secretary H. W. Roberts; tional Director P. Kerney; Deck No disputed OT. Chairman advised all Educational Director J. Jordan; Engine Delegate G. Smith. In a recent issue of members to go to school at Piney Point Delegate Charles E. Smith. No disputed the Log. the Steward noted one article and explained the qualifications neces­ OT. Chairman noted that all repairs that he wants to bring to the attention of sary. Also suggested that the older that had to be done were completed. this crew and all of our Union bro­ members could be helpful to the There were no communications received thers, that being the questions the younger ones. Discussed the importance except the Log. A vote of thanks to the Secretary of the Navy aSketl about the of donating to SPAD. For safety steward department for a job well done. Merchant Marine being willingand able reasons the aft house fire doorsare to be Observed one minute of silence in to support the Navy that were answered kept closed. A vote of thanks to the' memory of our departed brothers and by President Frank Drozak. He pointed steward department for a job well done. sisters. out that the Harry Lundeberg School in Piney Point has the facilities to train our members in a few weeks. There are many things that we want that we have to fight for but you don't have to fight to go to Piney Point. You only have to ask and it's all free. The Log was passed out to the department delegates. Observed one minute of silence in memory of our departed brothers. LONG LINES (Transoceanic Cable), November 2—Chairman Rf Garcia; Secretary Ira Brown. $250 in ship's fund. No disputed OT. Secretary reported that he is willing to assist any WILLIAM HOOPER (Waterman SEA-LAND HOUSTON (Sea-Land ^ man filling out welfare forms. (Sample Steamship), November 9—Chairman, Service), November 27—Chairman, forms were available.) Also discussed Recertified Bosun Thomas J. Hilburn; Recertified Bosun Julio Delgado; were selected subjects from the Log and Secretary Don Collins; Educational Secretary H. Ortiz. No disputed OT. some from previous Logi about upgrad­ Director Paul Thomas; Deck Delegate Chairman noted that according to the ing and the importance of everyone who Werner Bechner; Engine Delegate November Log from now on we will qualifies to do so. Everyone present Milton Beasley Jr.; Steward Delegate have in each port a field representative seemed interested and pleased with this Charles S. Smith. Some disputed 6T in which means that our Union business discussion. Report to Log: "The engine department. Chairman held a will be better explained to us and will cableship Long Lines left Newington, N. discussion on the use of narcotics help our families. A vote of thanks to H. on October 31 and expected to return aboard ship and advised all members to our Union officials. Secretary reported; there January 26, 1981. Cable will be read the Log which brings up the subject "We the crew of the Houston feel laid between Guam and Taiwan and every month on the penalties involved proud of our brothers on the TT some cable and repeaters will be from such practices. Secretary reported WHHam.shurgh for the heroism and delivered for the Navy to Japan and that there was some very good reading compassion they gave to the passengers Guam." Next port Honolulu. in the October issue of the Log of the Pri.sendam." It was also PUERTO RICO (Puerto Ripo Ma­ regardijig the constitutional amend­ recommended that the young members rine), November 15—Chairman Frank ment on , regular dues, and the reim­ take advantage and upgrade at Piney C. Bona; Secretary H. Ridgeway; bursement of upgraders for transport to Point. The steward department asked Educational Director J. Barry; Deck and from Piney Point. Next port for the cooperation of the crew in Delegate John Murphy. $48.35 in ship's Madras, India. keeping the pantry and messhall clean. fund. No disputed OT. Chairman held a Observed one minute of silence in OVERSEAS ANCHORAGE (Mari­ discussion on Union benefits and memory of our departed brothers. time Overseas), November 22—Chair­ advised all members to read the Logand ACHILLES (Newport Tankers), No­ to support our Union by writing to their man, Recertified Bosun J. D. Moore. vember 3—Chairman, Recertified Bo­ respective Congressmen to support our Some disputed OT in deck and steward sun Michael Casanueva; Secretary R. departments. Chairman read the mem­ merchant fleet forjob security. A vote of D. Bozeman; Educational Director C. bership survey questionnaire and thanks to the steward department for a R. Tangford; Steward Delegate John advised all members to fill it out as soon job well done. Observed one minute of Robinson. No disputed OT. Chairman silence in memory of our departed as possible. A note of sympathy was sent discussed the advantages of upgrading to the Log office for the families of the brothers. at Piney Point and how those who LNG AQUARIUS (Energy Trans­ Poet. Observed one minute of silence in port), November 16—Chairman, Re­ their memory and for all those brothers qualify should go for better job secur­ ity. A vote of thanks to the steward certified Bosun A. P. Waters; Secretary and sisters who have departed. department for a job well done. F. T. Motus; Steward Delegate Mark E. OGDEN CHALLENGER (Ogden Simpson. $4.50 in ship's fund. No Marine), November 30—Chairman, WILLIAMSBURGH (Bay Tankers), disputed OT. A letter was received and Recertified Bosun R. D. Thoe; Secre­ November 16 —Chairman H. S. Lindposted from Vice President Red Camp­ tary R. De Boissiere; Educational sey. Secretary R. W. Rutherford; bell. Also .some articles from the Log Director H. Callien. No disputed OT. Educational Director J. P. Schaefer; were posted for all to read. Secretary Chairman reports that everybody Deck Delegate T. M. Murphy; Engine reported that the crew had enjoyed two should get interested in the upgrading Delegate R. J. Mancini; Steward Dele­ very nice picnic style dinners. After programs at Piney Point because in all gate M. Qader. $20.57 in ship's fund. dinner the crew played volley ball in the reality it is your bread and butter that is Some disputed OT in deck departrnent. pool. The crew extended best wishes to at stake. Failure to make more money A vote of thanks to the steward the steward who was getting off in the on the job lies only in your ambition to department for a job well done. Report next port. A good friend who did hisjob get ahead so the answer lies in Piney to Log; "As everybody will have read by well. Next port Osaka. Point upgrading programs. Also sug­ now we had quite an experience recently LNG GEMINI (Energy Transport), gested that all members should write to when we rescued the passengers and November 2 —Chairman, Recertified their congressional leaders in their crew of the Prisendam. The rescue went Bosun M. B. Woods; Secretary^C. L. district and push for a new and better off very well and the crew did one Shirah; Deck Delegate Bryan Lsenstadt; merchant marine. Everyone should fantastic job. We received cables from Engine Delegate David Shaw; Steward know that we are in a real fight for President Frank Drozak, the Governor Delegate David Pappas. No disputed survival of our shipping rights. The of Alaska, the Secretary of Transporta­ OT. $49 in ship's fund. Chairman held a Union needs your support in these tion, the United States Coast Guard discussion on the articles in the Lr^gand matters. A vote of thanks to all Commander and the company. The advised all members to read them very department delegates for their coopera­ only one that was conspicuous by its thoroughly. It was requested that all tion. A special vote of thanks to R. De absence was one from the Holfand crc\vmembers wear the proper clothing Boissiere, steward for a fantastic American Lines, owners of the Pri­ while on watch. A vote of thanks to the Thanksgiving dinner with all the sendam. As steward aboard the ship I steward department for a job well done trimmings including Chardanay wine, know how the Good Lord felt when he .especially the pool parties. Next port egg nog and many desserts. Next port fed the five thousand. R. W. Ruther­ Tobato, Japan. Baton Rouge. ford". Next port Port Arthur. 38 / LOG / January 1981 • •• OGDEN WILLAMETTE (Ogden Marine), November 9—Chairman, Recertified Bosun Sven Jansson; Secre­ tary George W. Luke; Educational Director Joel Spell; Deck Delegate R. W. Rogers; Steward Delegate R. Cook. $155 in movie fund. No disputed OT. Chairman explained to the membership the importance of voting in the Union election and also explained about the ballot in the Log. A discussion was held by the members at this meeting on the hazards of sand blasting aboard ship. The sand and dust impairs the health of the men doing the job and if the sand gets on any machines expensive repairs have to be made. If this can happen to a machine imagine what the damage can be to an individual. It was suggested that if the crew must sand blast, a shore gang be put on ship to handle and place sand. Chairman wants anyone geting off ship to give 24 hours notice so jobs can be filled so ship wont run shorthanded. This must be done Monday through Friday not only on week ends. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers and sisters. Also a special prayer for our much missed President Paul Hall. Next port New York. Official ship's minutes were also received from the following ships: Sea-Land Independence Arecibo Boston Sea-Land Economy Del Sol ^ / Cove Communicator iA LNG Leo , Newark Overseas Harriette Montkello Victory Sea-Land Mariner Ogden Traveler Sea-Land Liberator Sea-Land Trade Atlantic Cove Engineer ^ Thomas Nelson Seattle ' Overseas Ohio • • "V, • Sea-Land Express Delta Norte i- . Sea-Land Developer vIS v y Cove Navigator ^ iv Westward Venture Point Julie Sea-Land Explorer Del Campo Delta Sud y-fc.'.: Overseas Arctic Sea-Land Resource -• Borinquen Jacksonville Sea-Liind Freedom Charleston Ogden Champion Philadelphia Sea-Land Market Maryland • Del Mundb y Connecticut Bayamon Tamara Guilden Manhattan Jeir Davis Delta Caribe <yy j Overseas Aleutiiiii ^^ y Overseas Alice Sea-Land Mac Lean Del Viento Sea-Land Pacer Overseas Valdez < , Point Margo » • Sugar Islander Caguas •-Mi �O'Mp] > •;• The Old Dog House,'Through the Looking Glass' By Saki Jack Dolan UST up the New York water­ front from Battery Park there was an old building at 25 South St., known around the world by seafaring men as the "Doghouse." Why, it seems just like yesterday that old "Ma Roper" was handing out orders to seamen on the beach for a room, a day's meals, a pair of shoes (the winos among us naturally sold them at once for a jug of Muscatel), or the clothes she gave us we peddled to "Frenchy the Tailor," just across the park from the old Doghouse. It was just a five minute walk, up a few short blocks to our old Union Hall (the SIU at 52 Beaver St.). During the lunch-break between 11 a.m. and 1 p.m., about half the Hall used to go down to the Doghouse for a "stubby," or a lunch at a fair and decent price (the food was not half bad sometimes. It was according to which ship's cook was broke and on the beach, and was working there at the time). About every wheel in the SIU stopped by there one time or another. I ate or had a beer there at one time or another with Paul Hall, Lindsey Williams, Sonny Simmons, Paul Gonzorsik, Edward Xavier Mooney, Don Hall, Sailor Hall, Bull Shepard, Frankie Mongelli, Slug Zeikman, Bill Hall, J. P. Schuller, Frenchy Michilet, Teddy. Babkowski, Tom Ban­ ning, Eddy "Manny" Manning, ole Ben Reis, and about all the wheels there were in the old days. Even Joe "No Coffee-Time" Curran was there during the NMU Tanker Strike in 1938. Old Harry "Lunchbox" Lundeberg stopped by one day with the best dang seaman I ever knew—our own beloved A1 Bernstein, who died last year. Hoffa came by, so did Joe Bananas. Not only was the dog­ house known for seamen, but many Society Page blue-bloods climbed the marble stairs to the best seamen's house there ever was. Ma Roper knew them all, the rich and the poor, from every walk of life, captains, chief engineers, admirals, and many high muckity-mucks from the Army too. Many a political biggie looking for some kind of support or a favor came by to try and con the stupid seamen (as we were always known). * Ma J ? V » ' The old Seamen's Church Institute, known 'round the world as the 'Doghouse.' as it appeared years ago when it was located on South Street. It brings back many a memory for the oldtimers. Roper (God bless her) took care of them all, and treated everyone like gold. When the SIU took over the old Borinquen after A. H. Bull Lines bought her and renamed her the SS Puerto Rico, she was overhauled in the Baltimore Shipyard and we brought her up to New York and tied her up across the street from 25 South St. She stayed here for several weeks until the maiden voyage. Tom Gordon was chief steward, "Big-Nose" Walter Reidy was chef, Joe Di Giorgio was bartender, Ed Mooney was lounge steward, Saki Jack was storekeeper. What a ship! What stories could be told! Our captain "Percolator" Huggins was a whole book just by himself. I remember one day at the doghouse, ole "Sam," the seaman's friend, was trying to peddle me and McChristian a supposedly "Gold-Watch" for seven bucks (who ever heard of a gold watch for seven bucks?), Sam was well known on the New York waterfront, and made a fortune selling junk to seamen. "Sacki" Jack Dolan is an SIU One thing about the old Pensioner, an ex-chief steward, who is a doghouse, as long as you didn't 'eguiar contributor to the Log. stagger too badly, they would let you check in. If you woke up rolled in the morning, well, that seemed to be a seaman's fate. If some seaman didn't wake up rolled in the morning they figured they had a bad night. This was long beforp the SIU had their fancy AA-Clinic down there in the state of Maryland. There were many of us old gashounds and winos (including yours truly) that could have made good use of a good Union-Run-AAClinic in those days. It would have saved me many a thousand of hard earned Yankee dollars. "Frenchy the Tailor"—^just across the park from the doghouse—would sell you a "tailor-made-suit" for 30 bucks, and re-buy it from you when you sobered up broke after a pay Off for ten dollars—maybe. There was one doorman-guard there at the old doghouse who clobbered an old seaman and knocked him down the stairs and killed him. He didn't stay there too long afterwards. Mostly it was pretty good there and they took pretty good care of us drunks. If they had to call the "fuzz," usually they would kick you out early in the morning if you could walk (of course, unless you had money and wouldn't let them roll you, then you had to go to court and pay the fine.). I've often wondered why Hollywood never came up with a picture about the old doghouse and some of the famous characters that were known around there in the old days? What a screenplay that would make! "Lost Weekend" would seem like "Snow White." I admit to being an old exgashound, wino or whatever else suits your fancy (I guess, I've been through all the mills). But thank the Lord I could always take care of myself most of the time and only remember getting rolled once at the old Victoria Hotel on Gay St. in Baltimore by "Big T—Jean." I saw Jean after that several years later when they run her out of Baltimore for rolling a chief engineer and not giving the cut to the local detectives. She bought me a drink for old times' sake. The Seaman's Church Institute at 25 South St. was really the seaman's friend and did more good for seamen in the old days than any organization around. January 1981 / LOG / 39 �•• '-r-v: • � 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 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource January 1981 Description An account of the resource HEADLINES UNIONS WANT GOV’T POLICY CHANGES ON MARITIME 2.67% COLA GOES INTO EFFECT FOR DEEP SEA CONTRACT FRANK DROZAK ELECTED PRESIDENT OF SIU IT’S TRADITIONAL: CHRISTMAS, 1981 ‘CHEER’ FOR BEACHED SEAFARERS DROZAK PLEDGES COOPERATION WITH REAGAN ADMINISTRATION REAGAN HAS 7-POINT PROGRAM FOR MARITIME USCG ENDS HEARINGS ON POET TRAGEDY SHIP’S BELL TOLLS KNELL FOR LOST POET CREW AT RITES CREWS CONFERENCE SCHEDULED FOR APRIL NEW DEEP SEA CONTRACT WILL BE MAIN FOCUS REAGAN NAMES CABINET: IMPACTS MARITIME DIRECTLY OPERATORS SEEKING TITLE XI FINANCING HITS RECORD DELTA GETS SUBSIDY TO RECONSTRUCT TWO SHIPS FUNDS AWARDED TO HELP TANKERS CONVERT BRADLEY AMENDMENT TRIPLES SPR FILL RATE KEY HOUSE, SENATE MARITIME COMMITTEE HEADS CHOSEN NEW JOBS FOR SEAFARERS ON LASH GEORGE WYTHE SIU KICKS OFF TRAINING PROGRAM FOR FIELD REPRESENTATIVES 31 SIU SHIPS ELIGIBLE FOR SUBSIDY TO CARRY GRAIN TO USSR, IF… UNDERMANNED NAVY CAN LOOK TO MERCHANT MARINE JOHN BUNKER HONORED BY MARITIME HISTORICAL SOCIETY U.S. UNIONS TO RUSSIANS: “KEEP OUT OF POLAND” AFL-CIO PLANS CELEBRATION OF LABOR’S CENTENNIAL THIRD MATE, ASSISTANT ENGINEER COURSES ARE OFFERED FOR FIRST TIME AT SHLSS PROTECTING OUR JOB SECURITY: ELECTICAL MAINTENANCE PROVIDES NEEDED SHIPBOARD SKILLS POSITIVE NEW YEAR RESOLUTIONS ISU FALLS APART: NEW UNIONS RISE FROM ASHES FROM OS TO CHIEF MATE, BUT NOT ALWAYS CALM SEAS CHINA EXPECTS U.S. TO BE BIGGEST TRADE PARTNER BY 1985 LAKES OLDTIMER CONRAD SCHMIDT HAPPY ON SIU PENSION USCG ENDS HEARINGS ON POET TRAGEDY SIU HAD ‘PARTY IN INTEREST’ STATUS AT HEARINGS DUE TO COURT VICTORY THE OLD DOG HOUSE, ‘THROUGH THE LOOKING GLASS’ Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 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 1/1/1981 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. 43, No. 1 1981 Periodicals Seafarers Log http://www.seafarerslog.org/archives/files/original/8fde12cc280a08158aadcb4a4a89494b.PDF 686be68e280f1bb31caf97c9e5694d13 PDF Text Text -«J..-, - • •-U. •• ii . ,7 *• "•J •i 'IT' i' 9QLIS NO^iavw iS 3iViS 9X9 :vsi«-30S ivoiaoisiH is N0li33S SNOIlSin'DD^ If. V8^t6 . I' •- f Official Publication of the Seafarers International Union • Atlantic^ulf^ake^mHnlan^Water^District^^tFL-€IOj2[2!i^^2S2S^MS2*£2'^ Mdiden Voyage for New LASH Edward Ruttedge ^•A . '.f y • y page IS '"'• "' •" • •''.-vf" ' ' •,• f-- •'•^'''' fcSs7®5»-®sa»':£S^ A _ -,• '•. . :-."s''' • y • •••x;-vt '••...• • JV '-' r,"^' I a»V O V H-^YTV" \Xf,. '—"• 4'- ' .if '.' !. •x:,::..-'r ..'•J:: V'- Stl'-'" ' ' ^ -•• . " Winter Shipping on •-,- ;• - , ,:.y • . . -1 Lakes Is Tough Duty paac:7 •• '. v-VP' >'. vi-v >*: !,•>»'...: ";"' >!:- i; - 4 ^jdl i. Board fi-W- Acts on Maritime Special Supplement pages 17-24 ^;'i^ > i. Lundeb^g Upgrading ! pages f f-fS ^'9. -v If. �PREsidENT^ REPORT HE state of today's American maritime industry can best be described in a military term— condition'red alert.' Our industry is approaching a crisis level. And unless there.are some funda­ mental changes in government policies toward U .S. maritime—and very soon— the American flag is in very serious danger of disappearing from the world's .sealanes. ^ The threat to our industry goes far, far beyond the immediate threat to the jobs Frank Drozak of thousands upon thousands American workers on ships, in shipyaT|[s and in related industries. Very simply, an America without an aa^quate merchant marine, capable of carrying a significant share of all vital cargoes and capable of serving as an effective military auxiliary to the Navy in peace and war, is an America that can be isolated. Ahd in today's world, isolation means economi'c and political disaster. The mood of the country today is to talk tough about America's interests worldwide. But all that tough talk is just a lot of hot air without the logistic seaborne capability to back up those words. Our nation needs ships to be strong. Successive Congresses and Administrations have chosen for the most part to overlook this fact. The stakes are too high for this country to continue to sweep the plight of the maritime industry under the rug. The time is now for the Reagan Administration and the new Congress to act forcefully and quickly to reverse the decline of our industry. We in the SIU are prepared to work with Congress to enact the needed legislation into law. We have laid out a five point program T of action, which, if passed, will propel the American fleet to the forefront of world maritime shipping. This five-point program has the support of the AFL-CIO Ad Hoc Committee on Maritime Industry Problems. This committee is made up of the key seagoing unions. The program also has the support of AFL-CIO President Lane Kirkland, who chairs the Ad Hoc Committee. These programs, which we now call on Congress to enact, are reasonable, achievable answers to the nation's maritime problems. In brief, these programs seek: • A commitment to revitalize the virtually non-existent U.S. dry bulk fleet, by guaranteeing a fair share of exported coal for American ships. ' • Greater use by the U.S. Navy of the private merchant fleet for routine auxiliary functions, and a transfer of operation and construction of auxiliary support vessels to the private sector. • An easing of stifling over-regulatiop of U.S. maritime, and revision of tax laws that will encourage companies to build ships in America instead of overseas. • Negotiation of bilateral trade agreements, particularly with developing countries that include guarantees of an equitable share of U.S. international cargoes for U.S.-flag ships. • Ratification by the U.S. of the United Nations Conference on Trade and Development's proposed code of liner conduct, which would guarantee 40 percent of all liner cargoes in the foreign trades for U.S. ships. What must be remembered here is that these are not programs we would like to have. They are strong, accurate initiatives we must have if America expects to have a merchant fleet in the future. At the same time, we in the SIU are' not naive. We realize there are many people in government and in the multinationals who would just as soon see the flags of Liberia or Panama flying in our harbors instead of the Stars and Stripes. But we are ready for the battle. And I am extremely confident it's a battle we are going to win. New Commerce Sec. Advocates Bilateral Shipping Pacts As he begins the task of administering the programs of ythe huge and unwieldy Com­ merce Department, Malcolm Baldridge, the new Commerce Secretary, has the hopeful eyes of the maritime industry upon him. Little is known as yet about Baldridge, who calls himself "a complete newcomer to .Washing­ ton." But some of the statements he made during his Senate confirmation hearing last month give indications of the shape U.S. maritime policy will take during the tenure of the Reagan Administration. "I think this country needs a strong merchant marine," Baldridge told his Senate Commerce Committee exami­ ners. "In recent years we've been falling behind, we've got to stop that." Responding to a question by the new Senate Commerce Committee Chairman Robert Pack wood (R-Ore.), Mr. Bald­ ridge pointed to bilateral shipping agreements as one method of revitalizing the U.S. merchant fleet. "This country has been against bilateral agreements in the past and for good reasons," said Baldridge. "However, most of the rest of the world seems to be headed toward bilateral agree­ ments. Perhaps, whether we like it or not," the new Commerce chief added, "we should investi­ gate that direction." Ronald Reagan's inauguration. He takes charge of a Commerce Dept. which has 30,000 em­ ployees and oversees, among Former Labor Secy Marshall to Toil lor AFL-CIO Unit Ray Marshall, former secre­ tary of Labor under the Carter Administration, has accepted a part time role with the Industrial Union Department Institute of the AFL-CIO. Marshall, who proved himself a true friend of the labor move­ ment during his tenure with the "I think we should have a Carter White House, will lend his strong merchant marine," considerable experience and Baldrige said in reply to a knowledge of government and question from Slade Gorton (R- regulatory policies toward the Wash.), the new chairman of the development of ecomomic and Senate Subcommittee on Mer­ social issues affecting workers. chant Marine. "The only thing Prior to the announcement of standing between the U.S. and a Marshall joining the AFL-CIO viable merchant marine," team, the labor movement hon­ Baldrige added, "is rnoney and ored him at a reception at AFLbilateral treaties." CIO headquarters in WashineBaldrige, who was unani­ ton, D.C. mously endorsed for confirma­ Ray Marshall has been a man tion by the Senate Commerce who has stood with us on every Committee was confirmed by the basic and important objective of full Senate and sworn in as the trade-union movement," Secretary of Commerce after AFL-CIO President Lane Kirk­ Later oh in the Jan. 6 confirmation hearings, Baldrige returned to the issue of bilateral agreements. (The SIU has long been a vocal advocate of such agreements which the Union believes are necessary to keep the U.S. merchant marine afloat.) Change of address cards on Form 3579 should be sent tb Seafarers International Union Atlantic fiulf i aUoc =.r.H i i . 11232. Published monthly. Second Class postage paid at Brooklyn. N.Y. Vol. 43. No. 2. February"1981 (ISSN #01M-204^^ 2 / LOG / February 1981 other things, the National Fire & Control Administration, the Census Bureau, forecasting the weather and registering patents. land said at the reception. "He's fought with us. He's been our friend and our co-worker, come fair weather or foul. And we in the trade union movement have a tradition that we do not forget our friends." Several hundred friends of Marshall in both government and the labor movement listened as he thanked them for their support during the past four years. He said that he intends to continue to "work for the things that we fought for" during the Carter Administration, whose labor record he called the best of any Administration since Frank­ lin Roosevelt's New Deal. Vice President Walter Mondale, who also addressed the gathering, said that "the measure of a government that cares and responds to the needs of working men and women will be the record left by Ray Marshall. , MT District. AFL-CIO. 675 Fourth Ave.. Brooklyn. N.Y. �i,; ! '• V" '. a Navy Stonewalling Use of Private Sector In recent months, the relation­ Sealift Command. The Navy has ship between the U.S. Navy and tended to discourage private the private merchant marine has participation in the program. come under close scrutiny. Lead- Industry officials estimate that a ing American figures, from, good number of the nearly 150 President Ronald Reagan on auxiliary vessels that are presdown, have stated publicly that ' ently operated by the Navy could the maritime industry and the be leased out to private com­ Navy must develop a close panies. Were the Navy to utilize working relationship if this long-term leasing programs, new country's seapower is to be vessels could be manned and strengthened and revived. , built by the private sector at President Reagan alluded to substantially lower costs. this lack of co-operation during When asked about their re­ the recent Presidential campaign. luctance to utilize private sector He issued a seven point program expertise. Navy officials have which stated,among other things, questioned the private industry's that Americans "must insure that ability to adequately man the tli^re^ ^s active co-operation ' vessels. These same officials also between the Navy and the mer­ produce cost estimates that chant marine and the govern­ contradict the findings of private mental departments responsible economists. for each." Navy Hides Costs Differences between the Navy The cost estimates that the and the maritime industry have Navy likes to refer to, however, arisen over a number of issues. tend to distort the overall picture These differences tend to boil by underestimating or even down to the following phil­ hiding actual costs. osophical question: what role, if One such hidden cost can be any, is the private sector mer­ traced to the manner fn which the chant marine supposed to play in Navy determines its own pension providing auxiliary naval sup­ liabilities. Agencies of the federal port? government do not fall under the Perhaps the most drawn out provisions of ERISA. These ^ disagreement has arisen over the agencies are therefore free to use management of the Military less stringent accounting figures Delta Que^ "Life" Extended to 1988 SIV-contracted Delta Queen (Ddta Queen Steamboat) will be allowed to delight passengers at least through 1988. Exemptions for operation of the famous steamboat that plies the Mississippi River would have ex­ pired in 1983. But legislation passed late in the last Congress has ex­ tended that time to 1988. A Coast Guard law required a certain amount of steel in the superstructure of vessels like the Delta Queen. However, the historic riverboat is constructed of wood. Senator Russell Long (D-La.), who sponsored the recent legisla­ tion said that the ship had under­ gone rewiring, boiler retubing, hull replating, deck replacement, and other renovations. He added that "all fire safety equipment-is main­ tained to meet quarterly inspection specifications by the U.S. Coast Guard." Further, in 1979 when President Carter and his family vacationed on the vessel, the ship passed a strict safety inspection conducted by the Secret Service, Long said. to project their own pension liability costs. The private sector has proven over and over again its ability to adequately carry out Naval auxiliary duties. Most recently, the S.S. Washington, a Hudson Waterways vessel, was highly praised when it participated in NATO exercises late last year. Many experts^ including Peter Luciano, director of the Trans­ portation Institute, a highly respected non-profit organiza­ tion aimed at promoting mari­ time research and development, feel that the Navy is not getting the most out of its limited resources when it tries to exclude private sector participation in naval auxiliary planning. The money that the Navy uses to build and operate support vessels could be better used''in securing badly needed combat vessels. The reluctance of Navy offi­ cials to utilize private sector expertise has not helped the American flag merchant marine. That damage, however, has been compounded by the inability of competing governmental agen­ cies to work closely with the maritime industry to establish a firm set of priorities. The maritime industry is sub­ ject to a dizzying number of •t! li governmental regulations. More duties admirably. than 70 different Federal Agen­ Experts now doubt if the cies issue regulations that must be ~ American flag Merchant Marine followed. Often, companies must is large enough to support the submit the same licensing ap­ Nayy in any major international plication to several different crisis. agencies, any one of which can, The American flag Merchant and usually does, hold up ap­ Marine has deteriorated to the proval. These delays have sub­ point where Americans must rely stantially increased transporta­ on foreign countries to transport tion costs. 95% of their ocean-borne com­ While the federal government merce. has been busy regulating the It is therefore imperative that American flag Merchant Marine the Navy and what remains of the out of existence, it has allowed maritime industry work closely numerous tax and safety loop­ to reverse some disturbing trends. holes to stand which make it profitable for owners to use The" Navy could begin by foreign flag vessels. utilizing private sector expertise The gradual extinction of the in the Military Sealift Command American flag Merchant Marine program. It could also stop by governmental neglect and leasing and purchasing foreign mismanagement would not be so flag vessels when it can easily unfortunate were not the welfare procure readily available Ameri­ of the country endangered so. can vessels. , The Merchant Marine has Recently, the Navy bought the been traditionally called the British flag RA F Lynes. It plans Fourth Arm of the American to lease six vessels from Hansa, a Defense System. During World bankrupt German company, War I, World War II, the Korean once it gets permission from the War, and the Vietnam War, it Maritime Administration to do performed its naval support so. V . f'Iv: f ' 'If. I l;= ,VV' »+i: Wilmington Members Hold Services for Lost Poet Crew Memorial services for the 34 crew members lost aboard the S.S. Poet, were held on January 22,1981, at the Maritime Museum in San Pedro, Calif. Luige Jo vino, SIU port agent and staff, along with 40 SIU members were in attendance. Also present at the services were; Clyde. Dodson, Port Agent, MEBA-Dist. 1, Msgr. Tom Keifer, of the Archdiocese of San Pedro, Fathers Bartlett and Moses of the Seaman's Church Institute and members of Dist. 1 and Diet. 2—MEBA, and MM&P. Bro. Dodson called the final roll call of our departed brothers. Fathers Bartlett and Moses read passages from Scripture. .• .T' The ship's bell, salvaged from the battle cruiser USS Los Angeles was tolled eight times, the knell and "end of watch" for our departed brethren. The service was then adjourned to pier-side and while Msgr. Keifer read a prayer a wreath was tossed into the waters. "I sought my death, and found it in my womb. I looked for life, and saw it was a shade; I sailed the seven seas, and knew it was my tomb. And now I die, and now I was but made. My glass is full, and now my glass is run. And now / live, and now my life is done." r? .' •> >< - .k-4 " % \p: , ul] , 'lis • Monsignor Tom Keifer reads from the bible as Wilmington Agent Luigi lovino listens at the wreath ceremony in honor of our lost brothers on the SS Poet. Similar rites were held in New York and Philadelphia. February 1981 / LOG / 3 fft • p? • • f--. • • 4'' •; . #s.:r �• xSr; U') SlU Crews Conference to Convene in April R spending to the upcom­ ing deep sea Crews Con­ ference, scores of Seafarers have already returned the questionnaires sent to their homes by the Union last month. The deadline for return of the questionnaires, which are also available at all Union Halls, is Mar. 15, 1981. The questionnaires cover the topics that will be dis­ cussed at the Crews Confer­ ence set to be held the week of Apr. 20 at the Seafarers Harry Lundeberg School of Sea­ manship in Piney Point, Md. These topics include such items as education and train­ ing; legislation; shipboard meetings and membership communication; the SlU Con­ stitution; Pension, Welfare and Vacation Plans, and the SlU Contract and Shipping Rules. You are urged to make your opinion known on these im­ portant topics. So if you have not returned the question­ naire, please do so immedi­ ately. The purpose of the Confer­ ence is to help the SlU p/an for the 1980's, as well as for the upcoming A&G deep sea con­ tract negotiations. The three-year deep sea Tanker and Freighter/Pas­ senger Agreements that were signed in 1978 expire on June 15 of this year. The Crews Conference will be attended by 69 elected delegates representing all ports and the three shipboard departments. The rank and file delegates, 23 from each department, wiH be elected at a specialmeeting to be held at 2:30 p.m. on Apr. 16 at the ports of the SlU, Atlantic, Gulf, Lakes, and Inland Waters District. Based on shipping and registration and the past year's activities in each of the ports, representatioii will be as follows: New York, 12; New Orleans, 6; Houston, 6; San Francisco, 6; Baltimore, 3; Boston, 3; Detroit, 3; Jacksonville, 3; Mobile, 3; Norfolk, 3; Philadelphia, 3; San Juan, 3; Seattle, 3; Tampa, 3; Wilming­ ton, 3; St. Louis, 3; and Piney Point, 3. If any port fails to elect its quota, then Headquarters will hold a special meeting on Apr. 17 at 2:30 p.m. to elect that port's quota. Following are the qualifica­ tions a deep sea member must meet if he or she wishes to be elected as a delegate: (Proof of these qualifications must be produced at the special meet­ ings held on Apr. 16, and if necessary, on Apr. 17). • Possess a full book with "A" Oceans Seniority in good standing. • Have 24 months seatime with SlU-A&G contracted deep sea operators in ratings above entry. • Have at least 90 days of such employment in the per­ iod from Apr. 1,1980 to Apr. 1, 1981. "Seatime" will be consid­ ered as any time for which contributions have been made toward Pension and Welfare eligibility. In talking about the Crews conference, SlU President Frank Drozak said that "the input of the membership at this Conference is an absolute necessity if we are to meet the challenge that the coming years will bring to our Union and to the whole maritime industry." Conference delegates will be aided in making recom­ mendations by the responses of the members in the ques­ tionnaires. That is why it is so important that you fill out and return this form. SlU Faces in the Crowd..... Smilin' Frank Prisock, chief pumpman on the Coye Ranger, flashes his pearly whites for his friends and shipmates throughout the SlU. Doing some welding In the engine room of the Cove Ranger prior to setting sail is Mack Philip, wiper. 4 / LOG / February 1981 •"it-;.-- �John Dwyer Retires After 27 Years With SiU N EARLY three decades ago, Johnny Dwyer's enemies hung him in effigy from the West Side Highway in downtown Manhattan. His friends on the docks warned him to watch where he went. One of his friends was shot dead as he walked out the front door of his house on his way to work. The purpose of this article is to announce Johnny Dwyer's retire­ ment after 27 years of loyal service with the SIU as a Welfare and Pension representative. He's probably one of the best known faces in the Union, having doled out more than his share of wit, Irish charm and cigar smoke to the membership from the counter at the Brooklyn union hall. But Johnny Dwyer's story of courage, maybe mixed in with a bit of craziness, starts in 1935 when he began working as a long­ shoreman on Manhattan's West Side. He was a hard working, aggressive, tough kid from Green­ wich Village and he worked his way up to some of the top jobs on the docks. He worked just about every job, including the hole, hi-lo driver, hatch boss, hiring boss and dock superintendent, directing the loading and unload­ ing of ships. He spent the War in the Navy. Then in 1953 he had to make probably the toughest decision in his life. At that time, George Meany threw the ILA out of the old AFL for racketeering. He could have kept his mouth shut and continued working in Fcraonate Walter Nathan Fleishman Please contact, your wife, as soon as possible, at 3309 Cobb Street, Dallas, Texas. Robert Allen Masters Please Contact Jack Bluitt at the Algonac haU (313) 794-9375, or Mr. Victor Hanson (313) 532-1220. \ Richard Tapman Please contact, your wife, at 2000 Ramblewood Road, Baltimore, Md. 21239, as soon as possible. Albert (Abby) Bluitt Please contact, your mother, urgent. Tel. (516) 668-2366. Caspar Martinez-Alfred JonesBaldwin Augustin ^ Please contact, James Terry, 20862nd Avenue, New York, N.V. 10029, as soon as possible. Donald E. Dates Please contact, your brother, Bryan Gates, as soon as possible. Business phone (202) 363-1300—Home phone (202) 265-7805. Daved A. McKinley Please contact, your daughter, Anna Roxann, urgent. Tel. (212) 429-2443 or contact Anna Napoli at 72-45 Calamus Avenue, Woodside, N.Y. 11377. Here's Johnny Dwyer in a familiar pose behind the counter at the hail in Brooklyn. This photo was taken the day before he retired. the best, highest paying jobs on the docks. He didn't, and put his life on the line in the process. With the help of Meany, ILA officials Larry Long and Buster Slaughter from the Great Lakes pulled Iheir division out of the ILA, creating a new union known as the International Brotherhood of Longshoremen. Meany enlisted the support of many New York area labor leaders, including Paul Hall, to help the IBL get a foothold in the busiest pbrt in the world. Dwyer was well known on the docks as an honest straightshooter. He threw his lot in with the new IBL. He initially met with Paul Hall, Teddy Babkowski and other leaders at the St. George hotel in Brooklyn to discuss strategy. The first move was Dwyer's own Local 895. Within weeks, an election was held in his local with a near unanimous vote to break away from the ILA and join the IBL. Dwyer recalls, "a lot of people promised to stick with me all the way. But Paul Hall and the SIU are the only ones who did." With the SIU's help, Dwyer and others from the IBL suc­ ceeded in getting an election for the entire Lakes and the port of New York—22,000 longshore­ men. It was a tough campaign, filled with threats and animosity. In the end, the IBL lost by 213 votes out of 22,000 cast. It was a tough loss. But considering the odds the IBL were up against, it was almost an incredible victory. Dwyer remembers, "people used to tell me I either had guts or was just plain crazy. I still haven't found out which." After the IBL episode was over, Dwyer came to work for the SIU at the request of Paul Hall. He's been here ever since, and pitched in his talents on some of the SIU's toughest beefs. He was on the front lines in the Robin Line beef, the Chicago Cabdrivers beef against the Teamsters and the Hussman beef in Philadelphia also against the Teamsters. But Johnny Dwyer is best known in the SIU as just a nice guy, someone who is always willing and able to lend a hand or a good word. He was also well known at the USPHS hospital.in Staten Island where he visited beached Seafarers once a week for years to give them their benefits and do favors. Just before he retired, John got a letter from an old timer. In brief it said: "If someone were to compliment you on your work you would probably say 'I'm j.ust doing my job.' But in my opinion you go beyond and I wapt tQ express my apprecia­ tion." That's the way most people feel about Johnny Dwyer. He's a guy that always does his job, but adds a little something extra that people appreciate. Looking back on his long ca­ reer with the SIU and as a long­ shoreman, Johnny Dwyer is most proud of a sign that reads simply "Pier 45." It's positioned down by the dock in Piney Point near the Zimmerman. Paul Hall had it put there to say thanks. Pier 45, on Manhattan's West Side, is where Johnny Dwyer started out in 1935, and nearly pulled off a miracle. We all wish Johnny Dwyer good health and smooth sailing in his retirement. He's looking forward to taking it easy after all these years at his home in Floral Park, N.Y. with his wife Mary. He's also looking forward to spending more time with his two sons and four grandchildren. Good luck and smooth sailing, from all of us at the SIU: Drozak to Chair N.Y. Harbor Festival Dinner Chief Stewanf John Reed (right) stands alongside o| his ship, the ST Pisces (Westchester Marine) with stoved Jn bow last month in the port of Jacksonville. The tanker collided with a passing Liberian ship in the port of New Orleans in a signals mixup. SIU President Frank Drozak will be dinner chairman for the midApril, 3-day annual N.Y. Harbor Festival. The festival's Labor Committee hopes to get AFL-CIO President Lane Kirkland to he the honored guest speaker for the testimonial fund-raising dinner. Last year, the late SIU President Paul Hall was honored. The festival, which grew out of the 1976 Bicentennial Celebration's "Operation (Tall Ships) Sail", raises funds to promote New York's Harbor. Last July 4th, and on the same date in 1976, the Tall Ships from all over the ^^orld, sailed in parade in N.Y. Harbor before thousands of spectators. February 1981 / LOG / 5 �SIU Holds First Agents Confab of T • %> ^ . -..i;,-'-:- i- 'V! :.'X- HE SIU Executive Board and Port Agents met earlier this month in Florida to discuss the progress of the Union since the last Agents' Conference in August and to target specific goals for the immediate future. SIU President Frank Drozak presided over the day-long meet­ ing and led general discussions on the upcoming deep sea con­ tract; the Union's Washington activities; hew or changed train­ ing and upgrading requirements and courses at Piney Point, and the upcoming Crews Conference in April. The SIU executive Board of Ed Turner (Exec. V.P.), Joe DiGiorgio (Sec.-Treas.) Leon Hall (V.P. Atlantic Coast), Red SIU President Frank Drozak (second from right) opens up the first Agents Conference of 1981 in Florida. Also at the tabic arc. Campbell (V.P. Contracts and from the left: Mike Sacco. vice president Lakes and Inland Waters: Joe DiGiorgio. secretary-treasurer, and Joe Sacco. vicn Contract Enforcement), Mike president in charge of the Gulf Sacco (V.P. Lakes and Inland called upon to give a rundown of that might have arisen since the wicz, president of the SIU of Waters), and Joe Sacco (V.P. activities in their ports, including last Agents meeting. Canada. ' Gulf Coast) gave complete re­ reports on shipping, finances, In addition, Ray McKay, In addition, Carolyn Gentile, ports on the activities in their payoffs and sign-ons, new con­ administrator of the Welfare, president of MEBA District 2, specific areas. struction of boats or ships in their Pension and Vacation Plans; stopped by to reaffirm the close The Port Agents then were areas, and any specific problems Howard Schulman, SIU General ties and friendship of his Union Counsel; Frank Mongelli and with the SIU. In closing the Agents Confer­ Ken Conklin from the Lundeberg 85)1001, and Marianne Ro­ ence, Frank Drozak pointed out gers, national coordinator of the the crucial importance of com­ SIU Political, Social, Welfare munication in running a smooth, and Training Program were on effective operation. He noted, hand to give rundowns on the "we must communicate openly and freely to keep each other activities in their departments. The Agents Conference also informed of what's going on hosted some special guests from throughout the union so that we our brother unions in the SIUNA. can stop small problems from They included: Whitely Disley, becoming big problems, and so president of the Marine Fire­ that we can be totally coordi­ men's Union; Paul Dempster, nated in our efforts on behalf of president of the Sailors Union of the SIU membership." the Pacific; Buck Mercer, presiThe next Agents meeting is dent of the Military Sea Trans- tentatively scheduled for the Ray McKay, president of MEBA District 2. gave tfie Agents Conference a rousing between the SIU and MEBA District 2. address calling for unity and cooperation port Union, and Roman Grale- summer. ^ AFL-CIO Charges Chicken The AFL-CIO has screamed fowl! and put Perdue Farms inc., on the "Unfair List" citing anti-union practices by the chicken company. The "Unfair" listing, which urges all AFL-CIO members and affiliates not to buy Perdue poultry products is an interim measure until the Federation calls for a national boycott of the famous fryers, expected by mid-month. Perdue has been ruffling feathers at the United Food & Commercial Workers Union for what union President William H. Wynn called "an aggressive anti-union phil­ osophy." The company has bought out "union processing plants, closed them for 'modernization' and then re-Opened them non-union," Wynn said. Wynn, who requested that the AFL-CIO Executive Council add Perdue to the "Do Not Buy" list. 6 J LOG / February 1981 isn't putting all his eggs in one basket. The UFCW has launched its own boycott and other activities against the company throughout Perdue's prime poultry markets in the northeast. The UFCW hatched its plan against Perdue following an organ- Frank Perdue With Fowl Play izing drive at a plant in Virginia. While honoring a drivers' picketline 57 workers, UFCW members, were "permanently replaced." The National Labor Relations Board squawked and issued a complaint against Perdue; an unfair labor practice strike is ^currently underway. Backing the AFL-CIO sanctions, the SIU is ufgingall Union members and their families to support the UFCWs efforts. Don't Buy Perdue chickens. A united effort is the best way to convince Frank Perdue to sit down and talk turkey. SlU-MEBA, D-2 May Reinstitute Joint Ed Program The SIU and MEBA District 2 are now in the planning stages of relnstltuting a joint educational program. When the many details are worked out, District-2's upgrad­ ing school in Brooklyn, N.V. will reopen to SIU members who want to advance to licensed ratings in the engine and deck departments. IKeinstitution of the Joint SIU/MEBA-District 2 educational project was agreed on in principle by SIU President Frank ^zak and MEBA District 2 President Ray McKay during meetings in Bal Harbour, Fla., earlier this month. Further meet­ ings between the SIU and D-2 must be held before the program gets underway. Phase one of this joint pro­ gram was begun in 1966 during the Vietnam sealift build-"P when there was a big demand for licensed personnel. More than 600 SIU members got their licenses at that time and are now sailing aboard District-2 con tracted vessels. . , The program wasdiscontiniie when the need for licensed engine and deck department personne was met. Now, however, a ne demand is foreseen. �/ Winter Duty on Lakes Hardly Brrr-abie W inters on the Great Lakes are long, cold and inhos­ pitable. Snowfalls are measured in feet, not inches. Ice starts forming on the Lakes and their connecting waterways in No­ vember and gets thicker and more solid as the winter lumbers along. Some of the small islands located in and around the Great Lakes are reachable only by snowmobile. While almost all the vessels that ply the Lakes during the nine months of the regular shipping season have long been laid up for the winter, some Lakes traffic is necessary. Electric generating plants, for one, need oil no matter what the season. And that oil gets delivered via barge. It's slow, frustrating work, making those oil deliveries. Sometimes it takes several hours just to work a barge up close enough to the dock to make the delivery because there's so much ice jamming the dockside. And sometimes it's such a slow busi­ ness just getting where you have to go, you think you're never going to make it. Ice Bound 3 Days Last month, the SIU crew of the tug Daryl C. Hannah might have started to wonder whether they were even going to move before the spring thaw. The tug A Coast Guard cutter stands by encased In Ice lust In case she's needed to help uncase the Daryl 0. Hannah. and her barge were stuck in the ice in the middle qf the connect­ ing channel between the St. Clair River and Lake Huron and for three days nothing and nobody could get her out. Getting stuck in the ice is an occupational hazard of a winter run oh the Great Lakes. Coal carriers, ore carriers, cement vessels, tugs and barges do it all the time. Vessels like the Unioncrewed fleet of carferries, which run year-round are equipped with their own built-in icebreak­ ers. It's a winter wonderland on the Daryl C. Hannah, but who needs It. Ice was more than a foot thick alt over the boat, The SlU-contracted Presque Isle was stuck on Lake St. Clair for a day. It took a pair of Coast Guard icebreakers and two com­ mercial icebreaking tugs to free her. But the combined efforts of three icebreaking tugs and three Coast Guard icebreakers could­ n't free the Daryl C. Hannah. And the Coast Guard was start­ ing to get a little worried because the tug and her barge were creating an immovable obstacle in the middle of an important channel. Thick-skinned SIU deckhand Vernon GImpel claltns that the cold domn't bother him In the least. This photo was taken fromtheshore, showing the total expanse of Ice on theSt. Clair River, and the trapped tug In the dtstmce V •, Already one vessel, the SIUcontracted ST Crapo (Huron Cement) had been stopped dead . in her tracks. And the Coast Guard knew the longer the Daryl C. was stuck, the longer the backlog of ships waiting to enter the channel would grow. ^ So Capt. Bob Watterson, Coast Guard commandant in Detroit, sent two helicopters into the bleak, wintery Michigan skies to get a birdseye look at the paralyzed tug. What they saw was a boat marooned in brash ice—slabs and chunks of ice eight inches thick, some of it in sheets five feet high. The deck of the Daryl C. was almost indistinguishable from the frosty River. Rails, winches, lines, ladders, liferings—every­ thing that was exposed to the elements was encased with a solid 12 inches of ice. And there were the SIU deckhands, axes in hands, slowly chipping it away. An armada of icebreakers made their way to the Daryl C. called in from other parts of the Lakes. Guided by radioed in­ structions from the hovering choppers, the Daryl C. Hannah was finally on her way, three days later. To the SIU crew of the Daryl C. and to many Lakers and Boatmen accustomed to a Great Lakes winter run, getting stranded in the ice is just part of the job. But for a lot of the rest of us, one look at, these frosty^ photos is enough to make us think of heading south for the duration. • SIU deckhand Tom Schoop gets ready to do the Impossible, almosti He's golny to chip away foot-deep Ice from the rails, vi^nches an^^ther deck gear on tne uaryi nvinan. , February 1981 / LOG / 7 liiiifiiiife -4 �Sun Not Shining on America's Shipyards Chester, Pa.—At Sun Ship­ yard in Chester, Pa., more than 3,000 workers are in the middle of building four new ships and com­ pleting two ship conv'ersions. 'When they're finished, all but about 1,000 of them will be out of workf Last month. Sun announced plans to fold its shipbuilding operation, replacing it with ship repair and heavy equipment manufacture. One immediate result of the yard closing will be the addition of some 3,000 shipyard workers to the unem­ ployment rolls of this city where the jobless rate is already 14 percent. But the closing of Sun Shipyard will have a serious impact far beyond _the bounda­ ries of Chester County. The closing of Sun Shipyard, which comes less than two years after the layoff of2000 workers at the Seatrain Shipyard in Brook­ lyn, N.Y., is yet another indi^tion that the American shipbuild­ ing industry may be heading for extinction. At the beginning of 1981, the U.S. shipbuilding order book listed only 53 merchant ships. All but 17 of them will be completed by the end of the year. Activity in Naval ship con­ struction presents a brighter picture than its civilian counter­ part. Statistics from the Ship­ building Council of America showed 91 Navy vessels on order or underway in U.S. yards at the end of 1980, up from 64 Navy ships in 1972. But the decline in merchant shipbuilding is outstripping any increase in Navy construction. For instance, 3,000 shipyard workers were recently hired at the Philadelphia Navy yard for the $500 million overhaul of the aircraft carrier Saratoga. But when nearby Sun Shipyard closes its gates, some 3,100 workers will be unemployed. Though they are the most visible victims of the closing, the 3,100 shipyard workers who will lose their jobs will have plenty of company on the unemployment lines. When a major industry goes under many supply and related businesses go down with it. For the immediate future Edwin Hood, Shipbuilding Council of America president predicts "some 30,000 skilled shipyard workers face the uneasy prospect of unemployment with another 90,000 in supplier activities similarly affected." In addition, the closing of a major industry puts a strain on the municipality in which it's located. "With the Sun Ship layoffs," said Joseph F. Battle, mayor of financially squeezed -Chester "that's going to knock 10 percent off our revenues at one blow." For Chester, as for many towns and cities suffering from an exodus of industry, it's a blow they can ill afford. Out of Chester's 47,500 residents, 16,000 are on welfare and tens of thousands more are collecting , unemployment or have moved away. The city was forced to impose a two percent wage tax in an attempt to counter an industrial. economy which "has been slip­ ping for 15 years," said one economist. Industry is fleeing the north­ east in general, heading for the Sun Belt states where energy is cheaper, or abroad, where workers are non-unionized, exploited and willing to work for next to nothing. But Sun Shipyard isn't mov­ ing. After 64 years in Chester, the yard, owned by the Sun Com­ pany, one of the nation's top 10 oil corporations conducted a year-long marketing analysis which told them the market tor civilian ships would continue to decline.' Compounding the problems for the merchant shipbuilding industry, said Shipbuilding Council President Hood, are the "expedient actions of the Defense Department in planning to acquire 11 commercial-type, foreign-built vessels to fill ship voids in the nation's sealift forces." Those 11 vessels, which cost U.S. workers 80 million man hours of employment, "should have been ordered from domestic shipbuilders three or more years ago," Hood charged. The results of the government's actions are somewhat baffling. "With one hand," says Hood, "the government purchases foreign-built ships while with the other, it doles out unemployment benefits to U.S. shipyard workers who should have built the ships in the first place." Instead of patronizing foreign shipyards the U.S. government should be at work formulating— and adhering to—a policy which supports shipyards at home. Domestic shipyards are already an endangered species. With a little more neglect they may dis­ appear altogether. $S24M Tentatively Set for Fiscal '82 Marad Budget Before he left office. President Carter submitted to Congress a tentative budget for Fiscal Year 1982 that included a $524 millionappropriation for the vitally important Maritime Administra­ tion subsidy programs. The $524 million figure can be broken down as follows: $417 million for operating differential subsidies, and $107 million for construction differential subsi­ dies. The projected outlays for operating differential subsidies include a sizeable increase from last year, when Congress was forced, for the first time, to issue a supplemental appropriation of $45 million to cover unexpected expenses. The projected figure for construction differential subsi­ dies contains a $28 million cut from the 1981 budget. The figure is well below what the Maritime Administration had hoped to get in view of the record number of applications it has received for construction subsidies. A $28 million cut would probably jeopardize a newly implemented subsidy program aimed at fostering the installation of anti-pollution devices on 8 / LOG / February 1981 tankers. Without such subsidies, or without a corresponding relaxation of stringent antipollution standards that will soon go into effect, owners will find it necessary to scrap tankers that would otherwise remain in this country's domestic and foreign trade. Title XI funds are not affected by cutbacks in construction subsidies, for they are considered to be off budget credit activities, There is a great deal of uncertainty surrounding Carter's tentative budget, For one thing, the budget is almost certain not to be passed in its present form. A .new Republican Administration is taking power, and so is a new Republican Senate. It is probable that they will have different priorities. But President Reagan and the leaders of the new Republican Senate have expressed a strong desire to strengthen this country's badly neglected defense, naval and maritime capabilities. These objectives are in conflict with their desire to cut back govern­ ment spending. n Seafarers. . . Diesel Engineers Are Now In Demand Apply for the Transportation Institute Diesel Scholarship Program at SHLSS. It pays you while you learn. You get free room, board and books. •» To apply, contact the Admissions Office, Seafarers Harry Lundeberg School of Seamanship, Piney Point, Maryland 20674. Program starts June 22. .rr^ . -»T i �-N. mill Sciihtrcrs liucrnatiunal Union of North America. AFL-CIO February 1981 Legislative. Administrative and Regiilatorv Happenings Navy Overlooking U.S. Fleet in Ship Procurement Leaders from the maritime industry have warned key people in Congress and the Reagan Administration about the disas­ trous consequences that will befall^he American flag merchant marine if the U.S. Navy is allowed to proceed with its plans to buy foreign-built, foreign-owned, and foreign-manned vessels. Prominent union officials and industry representatives, including Frank Drozak, president of the SIU, and Herb Brand, chairman of the board at the Transportation Institute, a non-profit organization aimed at promoting maritime research and develop­ ment, have sent a strongly worded letter to the following people: Caspar Weinberger, secretary of Defense; Malcolm Baldridge, secretary of Commerce; Rep. Walter Jones (D-NC), chairman of House Committee on Merchant Marine and Fisheries; Senator Slade Gorton (R-Wash.), chairman of the Merchant Marine Subcommittee of the Senate Committee on Commerce. According to the letter, it has been the stated policy of the American government and the Defense Department to "procure American-built ships from American-flag operators when those operators could meet stated military goals." However, in recent months the Navy has repeatedly tried to ignore that policy. The Navy is presently trying to charter foreign-built and foreign-crewed vessels that are owned by Hansa, a bankrupt German firm, when perfectly acceptable alternatives could be obtained from American flag companies. This attempt to charter German-owned vessels comes shortly after the Navy spent more than $20 million to buy an English combat supply ship, the RFA Lynes. While these two incidents in themselves do not represent a serious threat to the American flag merchant marine, they can have serious consequences for the futj^re, especially if the Navy no longer feels obliged to observe the stated governmental policy of procuring American flag vessels whenever possible. I. Propeller Club Plans TV. Ads Promoting U.S. Maritime The Propeller Club of the United States has formally announced the formation of a new program aimed at publicizing the present inadequate state of the American flag merchant marine through the wide­ spread use of T.V. spot announcements and film clips. The program was first conceived during the 1979 National Convention of the Port of New Orleans Propeller Club. Industry members have been busy determining the economic feasibility of establishing such a program. Financing remains something of a problem. With that in mind, the Propeller Club has established a special fund. The SIU has been strongly supportive of the program's concept. So has the NMU, the ILA, the National Maritime Council and the Shipbuilders Council of America. It has worked closely with the Propeller Club to see that the program gets off the ground. Inouye Introduces Ocean Shipping Act of 1981 Senator Daniel Inouye (D-Hawaii) is continuing his efforts to reform the overregulated and under-supported maritime industry by introducing the Ocean Shipping Act of 1981. The bill, S. 125, is nearly identical to the measure Inouye introduced last year. Inouye's bill was among several maritime reform bills introduced during the last If enacted, the Ocean Shipping Act of 1981 would "revise and codify" the 1916 Shipping Act. Specifically, it would protect and clarify the status of the Federal Maritime Commission, as well as reform the structure of U.S. shipping councils. SJU Stewards Tour Nation's Capital Baldridge: Maritime NeedsBilateral Treaties With the exception of the ever exceptional Daniel Inouye, few people in Washington has been thinking in terms of long-range legislative programs. Everyone here has been preoccupied with the release of the 52 American hostages and the inauguration of Ronald Reagan. Democrats are still in shock over their poor showing in November, and Republicans are just getting ready to divide the spoils of victory. The transition from one Administration is a typically American, typically messy, phenomenon. It will be quite some time before all the newly appointed Cabinet Secretaries get the feel of their jobs. Long range programs will just have to wait for a . while. Judging by recent statements, some Cabinet appointees are quicker studies than, others. One of the quickest seems to be Malcolm Baldridge, the new Secretary of Commerce. When asked during his con­ firmation hearings about his feelings towards the American flag merchant marine, Baldridge replied, "The only thing standing between the United States and a viable Merchant Marine is money and bilateral treaties." One of the highlights of the SlU's Steward Recertification Prograrh is the day-long visit to Washington for a tour of the Congress, and brief­ ings at Transportation institute and the AFL-CIO Maritime Trades Department. Seen here on the steps of the Capitol are (l-r bottom row) Kolasa Stanislaw, Harold Fielder. Raymond Taylor. Corrent, Gossie McKee, Robert Campbell. Joseph \" session of Congress, and the only one to win widespread support. Smith, and Betty Rocker, legislative representa­ tive for Transportation Institute. In the top row are (l-r) Joe Wall from the Vocational Department at the Seafarers Harry Lundeberg School of Sea­ manship, and SIU Stewards Roosevelt Robbins, Waldrop Lambert. Bennie Guarino and Edward Dale. February 1981 / LOG / 9 y �' Eagleton Asks Labor's Help to Rebuild Dem Party I' Sen. Thomas Eagleton, one of the few Democratic Senators to win reelection last November, has called upon the labor move­ ment to help rebuild the "splint­ ered" Democratic Party. Sen. Eagleton made his re­ marks at the recent annual dinner of th^Greater St. Louis Area and Vicinity Maritime Port Council. The dinner, emceed by SIU Vice President Mike Sacco, was attended by more than 400 members and friends of the St. Louis Port Council^ the largest turnout ever for this affair. Eagleton said that the Demo­ cratic Party faces "a massive and urgent rebuilding job, in which trade unions and trade unionists must play a key role." The Missouri Senator said that the Democrats had such a poor showing at the polls last Novem­ ber because the party had lost site of the key issues on the minds of the majority of Americans. He criticized his party for "trying to be all things to all people," but instead came "to stand in the eyes of the voter for nothing in particular." He said that his Party must; New House I 4 t ' j; 1 •;> f, \ ' i Three awards were presented at the St. Louis Port council dinner by SIU Vice President and Port Council Secretary-Treasurer Mike Sacco (second from left). The award recipients are. from the left: Dr. James E. Lewis (Humanitarian Award): Sen. Thomas Eagleton (Able Helmsman Award), and Dick Mantia of the Building and Construction Trades Council (Man of the Year Award). "get back to basics in terms of issues and initiatives, and prune our list of priorities to those issues of overriding importance on which Democrats throughout the Party can agree." Eagleton said thaLthe Demo­ cratic Party must concern itself with such issues as, "improving our productivity; developing a whole new energy base; renewing our industrial plant; accelerating basic research, and most im­ portant, coming to grips with Chairman Jones Vows Action to Help Maritime In his first major policy state­ asserted, is a concerted effort on ment since succeeding John the part of all segments of the Murphy, Walter B. Jones (D- maritime industry to work to­ N.C.), the new Chairman of the gether to turn back the decline of House Merchant Marine and the American flag merchant Fisheries Committee, stressed his. marine,. "No one segment of our long-standing support for the national maritime community maritime industry. can go it alone. While govern­ Jones told an audience that ment can offer no cure-all, had assembled at the Center for neither business nor labor can go Ocean Law and Policy in the it alone either. We need one Virgin Islands that he assumes his another." office without any prejudice, and When asked about the new few, if any, pre-conceived no­ Administration's stand on the tions. "This should give me the maritime industry, Jones insisted freedom to hear carefully the that President Reagan's com­ needs and desires of all segments mitment to restoring America's of this industry." seapower was "firm and un­ What is needed now, Jones qualified." Overseas Chicago Committee i 1 } i "i i: i i •i? 'i' He talked about his disap­ pointment over Congress's fail­ ure to enact the oil cargo prefer­ ence act in 1977. But he took heart in the knowledge that "not one major political figure dis­ puted the objective (of that bill). namely, to build and operate more American ships in order to protect our strategic interests. While there was debate and disagreement as to the means to that end, there was no argument as to that goal." Electrify Your Knowledge Shock your fellow Seafarers who have not moved forward in their career. Take this six week course in Marine Electronics. Learn troubleshooting, maintenance and repair operations on Shipboard Electronic systems. Course starts May 25. i i;, tf • corrosive inflation." Sen. Eagleton affinried that "an active role must be played in the union halls of this country'^ if the Democratic Party is to have any hope of success. After wrapping up his wellreceived address, Sen. Eagleton was presented with the St. Louis Port Council's "Able Helmsman Award." The award is a plaque inside a ship's wheel, which noted Senator Eagleton's longstanding support for maritime and for the American labor movement. Two other awards were also presented at the dinner. Dick Mantia, exec, secretary treasurer of the local Building Trades Council and head of the St. Louis Port Council, was given the "Maritime Man of the Year Award." And Dr. James Eugene Lewis, director of surgery at Cardinal Clennon Memorial Hospital for Children, was given the Port Council's "Humanitar­ ian Award." The St. Louis Port Council has grown dramatically in the past year. SIU Vice President Mike Sacco, who serves as secretarytreasurer of the Port Council, said that the dinner was a rousing success. He said, "this dinner helped the Port Council finan­ cially, politically and otherwise. We hope to use this dinner as a springboard for the most active and effective year ever for our Council." ___ Sacco also said that the dinner helped to "bring together the many divergent areas of labor in the St. Louis Community. And in today's world, with the problems facing the trade union move­ ment, the more unity we have among unions the better." The Ship's Committee of the ST Overseas Chicago (Manime Overseas) huddled here for a payoff last month in the port of Jacksonville. They were Bosun D. Elette ship's chairman; AB Jorge Osorio, deck delegate; Chief Cook Clyde Goodman! Engine Delegate Edward Whisenant, GSU Adam E. Martinez. Steward/Baker Henry Jones, steward delegate and AB Mark Shean. / LOG / Fetoruary 1901 �V Seafarers HARRY LUNDEBERG SCHOOL OF SEAMANSHIP / ,^ss;:>sss^!:ssTOSS^5:'vS?;^ysssassmssm^TOS\^TOSS^ Piney Point Maryland Conveyor Course Offers Opportunity To Move Ahead Providing skilled Seafarers for the Great Lakes is an important part of the program at the Seafarers Harry Lundeberg Robert Droulard sails as Conveyorman out of the Port of Algonac, Mich. He Is using the off-season to upgrade his skills. School of Seamanship. One of the courses available at the school is designed to upgrade Lakes Seafarers in the conveyor department, and to train conveyormen to operate unloading equipment safely and efficiently. The course of instruction consists of conveyor belt con­ struction and types of belts; belt adjustment and belt splicing techniques. Students will also receive practical training in electrical troubleshooting, elec­ trical test equipment, power failure testing, hydraulic ram theory, practical hydraulic trou­ bleshooting, pipe fitting and threading, and gate construction. Electric Arc Welding and oxyacetylene cutting will also be taught in the machine shop. The course will also cover cargo handling procedures, types Seafarer Maynard Baker makes final adjustments on a repair Job he was doing on a typical conveyor belt. Maintenance and repair of conveyor equipment aboard the big self-unloaders that ply the Great Lakes is an essential skill. of cargos and their characteris­ tics, loading and unloading oper­ ations, preventative maintenance schedules, safety equipment, and safety rules and regulations. Great Lakes Seafarer Mike Schroble checks a belt splice for squareness. Hands-on Instruction Is the key element In the four-week Conveyorman course, as It Is in all of the ^vocational upgrading courses at the 'Seafarers Harry Lundeberg School of Seamanship. The World In Which We Live: SHLSS Offers Biology Course For College-Level Credits by CINDY MEREDITH Throughout the ages, seafarers have been fascinated by the myriad and varied creatures that inhabit the sea and the skies above. The lively descriptions of Melville and Slocum excite the imagination. Still today, the first sighting of a whale or a dolphin will quicken the heart of a young seafarer. Many upgraders have told me stories of watching porpoises play off the ship's bow, or of rescuing sea birds that stopped on their ship to rest. Seafarers share an intimate relationship with their environ­ ment, much more so than do those in any other profession. Because of this closeness, many seafarers want to know more about the ocean and the creatures that share the seas with them. Now our members will have an opportunity to learn about the mysteries and beauty of marine life in the oceans of the world. The Seafarers Harry Lundeberg School of Seamanship, in coop­ eration with the Charles County (Md.) Community College, is offering Biology 102, a study of the members of the animal kingdom. The college-level course begins with an introduction to general biological principles. This will include a study of the structure and operation of the environ­ ment; the structure and operation of the cell; and the development and classification of animals. Once these principles are learned, students will begin a study of each of the major groups in the animal world. In this part of the course, students will learn the major characteristics of each of the major groups, and will examine live a preserved speci­ men in the lab. By the time the students have completed the course, they will have earned four credits toward a college degree. More important still, students will have more knowledge about, a better under­ standing of, and more respect for the animals that share the world in which we live. (For more information about this or other college-level courses, write to: Academic Department, SHLSS, Piney Point, Md., 20674.) February 1981 / LOG / II j J -- r •I �Seafarers David Shaw and Bill Epps work with SHLSS instructor Jim Harrison in assembiing js fuii-wave rectifier. Seated is Seafarer Mike Murphy. The sixweek Marine Eiectronics course provides both classroom and hands-on training In ail phases of shipboard electronics repair and maintenance. Marine Eiectronics Course Offered At SHLSS To As the electronic equipment weeks in duration, consists of Meet Seafarers' Needs aboard today's modern ships • both classroom and practical becomes more sophisticated, the , burden of repair arid mainte­ nance becomes more difficult and demanding. It is not enough anymore that seagoing Electri­ cians know only the barest essentials of shipboard electric circuitry. 0 o"fl~b~b"6 0 In order to be an effective and efficient troubleshooter, and to perform maintenance on the electrical gear in the engine control and cargo control rooms of today's ships, seagoing Electri­ 0 cians must be trained and competent in all phases of electronics. The Marine Electronics course at the Seafarers Harry Lundeberg School of Seamanship, six training in all phases of marine electrical procedures. To be eligible for this course, applicants must hold all QMED ratings and endorsements. The next course begins May 25, and the following course will begin Sept. 14. SHLSS instructor Jim Harrison (left) watches as Seafarer Bill Epps assembles a rectifier. Seafarer Epps sails out of the Port of Baltimore. Seafarer Glenn Hutton gets hands-on experience assembling an AC motor control. Seafarer Hutton ships out of the Port of San Francisco. 12 / LOG / February 1981 o Jim Harrison diagrams the diode mode for Seafarer °- , I �••'V- : PJesel Eng/ne Course Takes It Apart and Puts it Back Together The Diesel Engine course at the Seafarers Harry Lundeberg School of Seamanship aims to provide its students with a Thorough knowledge and under­ standing of all aspects of the maintenance and operation of diesel engines. During the one or two-month training period (there are two courses available) students work with experienced instructors in the classroom, in the machine shop and aboard one of the school's towboats. Students will work on various size diesel marine engines. Engines will be stripped, cleaned, machined, adjusted and reassembled. All phases of diesel engine operation will be studied during the course, including fuels, lubrication and electrical com­ ponents. As with all of the upgrading courses offered at the Seafarers Harry Lundeberg School of Seamanship, the twin goals are to equip our SIU membership with the skills they will need to move ahead in their chosen profession, and to provide the industry with the best trained maritime work­ ers anywhere in the world. •* Hands-on training Is an Integral part of the upgrading'programs at the Seafarers Harry Lundeberg School of Seamanship. Here, Seafarer Michael Bums checks connecting rod bearings as part of the Diesel Engine course. Simon (Ski) CzeslowskI (left) and Harold (Slim) Whightsll adjust exhaust valves on a diesel-englne as part of their Diesel Operation and Maintenance course. Ski works for Sea-Land In New York, and Slim works for Dixie Carriers out of New Orleans. Aiming For the Stars: SHLSS Engine Instructor Dave Greig (center) watches as his students make final adjustments trefore starting the engine. If It starts, they pass. If not, well—track to the drawing troard. Left to right are Simon (Ski) Czes­ lowskI, Harold (Slim) WIghtsll, Vincent Carrao and Robert Ohrany. Celestial Navigation Course Is Popular With Seafarers byPAULALLMAN A well-rounded course in C:elestial Navigation has been offered at the Seafarers Harry Lundeberg School of Seaman­ ship for the past two years, and it has proven popular and helpful to both our deep sea and inland towboat members. The course is being offered again this year on four different starting dates beginning March 2. The class will also begin on May 25, Aug. 10 and Nov. 1. The classes will meet for four to six weeks, depending upon the needs of the students. The course was originally designed to serve the Masters and Mates on our deep sea towing vessels. Any Towboat Operatof who sails more than 200 miles off-shore is required to pass a U.S. Coast Guard celestial navigation examination. The course was originally built around the requirements for this examination, and coverall of the subject areas required by all inspected deck licenses up to, and including. Third Mate of Un­ limited Ocean steam or motor vessels. The SHLSS Celestial course is unlike those offered by most other Maritime Schools in that we include actual underway training in conjunction with our classroom work. We sail on one of the SHLSS towing vessels out into the Potomac River and Chesapeake Bay in order to practice the actual Polaris and by the meridian passage method. Students will also be able to determine latitude and longitude by celestial run­ ning fix, including a line of position by observation of the sun. While this course is offered to meet needs of those Seafarers who are required to pass a U.S. CoasT Guard Celestial examina­ tion, it is also open to those who procedures for celestial naviga­ have always had a curiosity about tion. Upon completion of the the ancient art of celestial course, the students will be able navigating. Many of our students to calculate the exact moment have also been deep sea AB's who of sunrise and sunset. They will are thinking of preparing for be able to determine compass their Third Mates exam. If you error, both by taking an ampli­ are included in one of these tude of the sun and by azimuth of categories, submit your applica­ the sun, and they will know the tion as soon as possible for one of procedures for finding latitude by our four 1981 classes. February 1981 / LOG / 13 tBsrr �V •• , i SEAFARERS HARRY LUNDEBERG SCHOOL OF SEAMANSHIP UPGRADING COURSE SCHEDULE ,-L :r'^ ..." ' 1-Mi Check-in-Date Completion Date March 2 May 25 August 10 November 1 April 2 June 25 September 11 December 4 March 16 October 5 May 1 November 20 March 2 June 19 September 11 March 26 July 16 Octobers Third Mate Julys September 11 Able Seaman March 29 April 26 May 24 August 16 October 11 November 22 April 23 May 21 June IS September 10 Novembers December 17 Bosun Recertification February 9 April 13 August 10 April 6 Junes Octobers Steward Recertification March 9 May 11 July 13 September 7 October 12 May 4 Julys September 7 Novembers December 7 "A" Seniority February 2 March 9 April 6 May It Junes Julys August 10 September 7 Octobers Novembers December 7 March 2 April 6 May 4 Junes Julys Augusts September 7 Octobers Novembers December 7 January 4 Lifeboatman/Tankerman February 12 February 26 March 12 March 26 May 10 June 7 July 5 August 16 September 13 October 11 Novembers February 26 March 12 March 26 April 9 May 21 June IS July 16 August 27 September 25 October 23 November 20 Course Check-in-Date LNG Celestial Navigation March 26 May 21 July 16 September 12 Novembers First Class Pilot July 30 May 10 September 27 December 17 Quartermaster March 2 April 27 June 22 August 17 October 12 May 24 July 19 September 13 Novembers FOWT . Completion Date Course QMED i 1981 June 18 August 13 Octobers Decembers Marine Electrical Maintenance March 2 V Julys October 26 April 23 August 27 December 17 Marine Electronics July 2 October 22 May 25 September 14 Refrigeration Systems March 2 Maintenance and Operations June 22 October 12 April 9 July 30 November 19 Diesel (Regular) March 30 June 22 October 12 April 23 July 16 Novembers Diesel Scholarship March 30 June 22 October 12 May 21 August 13 Decembers Pumproom Maintenance and Operations — February 16 Junes October 26 March 26 July 16 Decembers Automation March 30 Augusts April 23 August 27 Basic Welding March 2 May 25 August 17 March 26 June IS September 10 Third Assistant Engineer April 13 Augusts June 19 October 9 Towboat Operator May 11 July 2 Towboat Operator Scholarship March 30 June 22 ' September 14 14 / LOG / February 1981 r- .'•i-s»--.'-' 4 • May 14 Augusts^" October 30 �Apply Now for an SHLSS Upgrading Course (Please Print) (Please Print) Seafarers Harry Lundeberg School of Seamanship Upgrading Application • Name. (Last) • Date of Birth — Mo./DayAear (Middle) (First) Address. v, (Street) . Telephone. (Area Code) (Zip Code) (State) (City) Lakes Mmber • Inland Waters Member • Deep Sea Member Q . Seniority. Book Number Date Book Was Issued. Port Presently Registered In _ Port Issued Endorsement(s) or License Now Held. • Social Security :F-.. Piney Point Graduate: Q Yes Entry Program: From. Upgrading Program: From. No Q (if yes. fill in below) to. (dates atteiKled) Endorsements) or License Received . to. (dates attended) Do you hold a letter of completion for Lifeboat: Q Yes No ("J Firefighting: • Yes No • CPR • Yes No • Dates Available for Training. I Am Interested in the Following Course(s). ENGINE DECK Q • • • • • • Tankerman AB 12 Months AB Unlimited " AB Tugs & Tows AB Great Lakes Quartermaster Towboat Operator / Western Rivers Towboat Operator Inland Towboat Operafer Not More than 200 Miles Towboat Operator (O'er 200 Miles) . Master J Mate • • • • • Tmrd Mate STEWARD ^ O FWT • Oiler • OMED - Any Rating • Others. Q Marine Electrical Maintenance Q Pumproomi Maintenance and • Operation Q Automation • Maintenance of Shipboard Refrigeration Systems Q Diesel Engines • Assistant Engineer (Uninspected Motor Vessel) Q Chief Bigineer (Uninspected Motor Vessel) Q Q • • Q Assistant Cook Cook & Baker Chief Cook Steward Towtx>at Inland Cook ALL DEPARTMENTS • • • • • LNG LNG Safety Welding Lifeboatman Fire Fighting transportaiion will be paid unleas you praaant original recaipts upon arriving at tha SchooL RECORD OF EMPLOYMENT TIME -—(Show only amount needed to umrade in rating noted above Or attach letter of service, whichever is applicable.) VESSEL v RAHNQHELD DATE SHIPPED DATE OF DISCHARGE February 1981 / LOG / 15 -1. i- 'vV-'' „r, �, AA7^f^rman's Edward Rutledge Psjf^w Jobs on Wotormo i>lC/VV •''Sf-' ^ csre^s This bill has been a ^ n run out of me south caroimas delega is named tion to the Continental Con rsSSsS^ 0^: sea. ^ . The ship is the Edwaro Rutledge. the second of two sisterships built re­ cently by Avondale Ship­ yards in New Orleans for Waterman Steamship. The Edward Rutledge, crewed out of the New Orleans hall, is an impor­ tant addition to the Waterfleet She represents /' ' 1- ^he Rutledge is the fifm y| ^1^ •>'p^ new, or newly acquired, w ^I, JI ^ • ifiii ^/llil* UMI^ LASH ship to be taken over by Waterman in the last year. In addition. Water­ man has three new RO/RO ships on the plan­ ning boards. A decade ago. Water­ ,/; man was in serious danger of going out of business. be: But the company has reemerged as a power among American-flag liner operators. The company has been able to do this because of the Merchant Marine Act of 1970, which provides con­ struction subsidies and loan guarantees to opera tors of vessels in the U.S. foreign trades. The SlU spearheaded the 1970 Act through Con- f» :; • , MM I e c-:.. • ,• -•••'•SVfi fe- The waterman LASH Edward fluHedge named, «e an Walrman's LASH ships, tar a signer of the Declarafion of Independence. 53 _ _ and lifeboats on the LASH T^^elin® and nKe her StU crew. s«' IASAI I Saloon Messntan Mel weOT wS^an's fleet. •« t Sl^nglnes aboard the EdwardRulledge are (l-r): Ken Larpenteur, third assisianf, David Boj®, ^ip s «!«=!« :6e^amlnCooiey. port elecW^^^^ e'r: ' i«oI 16 / LOQ / February 1981 .-.e; • ''•'•)••'* -'if'f? 'f' .•:.. r- 'try'"fC'tV ' •; .•,;.V ve):..e-e;-M;.--:ee .v" ' . • L •• ,•, ;••'.• .-V,,, . i.,--, r-/r~' ' '''-i''; 0r ••['" -'{i .'•• r''^' , ••f •!, b-.-".- A"-r "r'\ '•••'!7 ' '•'•• "'' • �A-y>#U-;'T-:-kS"- .fif- ; • AFL-CIO Maritime Trades Department Sets Program to Reverse Maritime Deciine V ^ _ The Executive Board of the 8-milllon member AFL-CIO Maritime Trades Department (MTD) has taken the first step in an agressive program of iegisiative action to reverse the deciine of the American maritime industry. The MTD, under the leader­ ship of MTD and SiU Presi­ dent Frank Drozak, acted on a wide range of crucial issues affecting American workers in general and maritime workers in particular at its Executive Board meeting in Bai Harbour, Fia. Feb. 12-13, 1981. This was one of the best attended Board meetings in MTD history, in addition to the Executive Board members, 22 of the 28 presidents of the MTD's Port Councils were in attendance. However, the MTD Execu­ tive Board, which represents 43 national and international unions, focused on several key goals concerning the U.S. maritime industry. MTD President Frank Dro­ zak caiied these goals, "rea­ sonable, achievable answers to some of the severe problems facing our industry." Drozak emphasized the necessity of these programs since, "American operators are finding it difficult to com­ pete with foreign fleets which ail receive major protections from their own governments." Drozak caiied for, and received the enthusiastic and unanimous support of the MTD Executive Board for the foiiowing initiatives: U.S. and Its key trading partners. • Targeted tax relief to pro­ mote full parity In U.S. vessel construction, so that operators will look to American yards rather than foreign yards to build their ships. • Adoption of the United f4a- • Legislative action reserving a fair share of exported American coal for American flag, American crewed ships. • Transfer from the Navy's Military Seailft Command to the private sector all transportation, auxiliary and other service func­ tions which can be effectively handled by the merchant marine. • Negotiation of bilateral ship­ ping agreements between the Special 8 Page Supplement tlons UNCTAD Code for Liner Conferences, but with assurances that It will not violate any existing U.S. shipping laws. In addition to the above pro­ grams, the MTD Board vowed action on numerous other Issues regarding all segments of mari­ time, Including deep sea. Great Lakes and the offshore towing and Inland waterways Industries, (see pages 22-23 for a complete rundown on these actions.) The MTD Executive Board also heard addresses from an Impres­ sive array of speakers Including AFL-CIO President Lane Klrkland. Other speakers Included Congressmen Walter Jones (DN.C.) and Leo ZeferettI (D-N.Y.), as well as Paul Burnsky, presi-, dent of the AFL-CIO Metal Trades' Department, and top AFL-CIO staff people Including Al Barken, director of COPE; Ray Denlson, director of Legislation; Alan KIstler, director of Organizing and Field Services; and Rudy Oswald, director of Research. Andrew Gibson, president of Delta Steamship also addressed the Board meeting, (see details on these addresses pages 18-19). = ILABaek in MTD Family: Cieason Calls for Utdty HE International Long­ considerable resources of the goals set forth by the Maritime eluded, "whatever we have to do shoremen's Association has International Longshoremen's Trades Department at its Execu- to cooperate, whatever it takes to reaffiliated with the AFL-CIO Association toward achieving the tive Board session. He con- get the job done, weH do it." Maritime Trades Department after a lengthy absence. MTD President Frank Drozak announced the ILA's reaffiliation with the MTD and welcomed ILA President Teddy Gleason back into the MTD family of 43 national and international unions comprising 8 million workers. Gleason then hit the deck and expressed the ILA's appreciation and happiness at once again being a member union of the MTD. He then delivered a stirring mes^sage calling for solidarity and unity among American trade unions. Gleason pointed out some of the political problems facing the trade union movement, and tie stated that "we have to forget the labels of Democrat and Republi­ can for now; we have to work with those who will work with us. ILA President Teddy Gleason calls for labor unity after being welcomed back into tfie Maritime Trades Department by MTD Gleason then pledged the President Frank Drozak (rigfit). T vr:' • ."V/. February 1981 / LOG / 17 A. •4 �« ' • New House M.M. Chairman Jones Addresses MTD E XPANDING America's statement at the Sun Shipyard. shipbuilding capability as The Congressman then urged well as the country's merchant American shipyards to follow fleet were stressed by the new Japanese shipbuilding produc­ Chairman of the House Mer­ tion technology, the basics of chant Marine and Fisheries which, he noted, originated- in Committee. the U.S. Speaking before the MTD the Congressman therefore Executive Board on Feb. 13, feels that American shipyards Representative Walter B. Jones must develop products that are (D-N.C.) expressed his views on competitive on the world market. the vital subjects of "re-industri­ "Obviously, as long as American alizing the shipyards of the U.S.- shipyards are wholly dependent and insuring that we have a on subsidy programs and the commercial fleet that is sufficient Navy for their order books they to meet our economic and will never achieve the kind of cost national defense needs." efficiency and volume needed He pointed to the recent under today's financial condi­ closing of the Sun Shipyard in tions." Philadelphia and the ultimate Talking about America's waloss of 3,000 jobs. Jones said he terborne domestic commerce, hoped that "President Reagan Jones pointed to the "grim also took note of this closing and situation for our coastwise realizes the urgency of our trades." He cited a Maritime present maritime predicament," Administration report that stated Jones pointed out that as a there are presently only 15 selfpresidential candidate, Reagan propelled ships remaining in the -had made his maritime policy coastwise and intercoastal trade rtep. Walter Jones (D-N.C.), chair­ man, House Merchant Marine and Fisheries Committee of the United States. The committee chairman noted the economic advantage of water transportation and urged that Denison:Will Fight Budget Ax 'jp HE AFL-CIO is gearing up its legislative department to repel expected attacks in the new 97th Congress on basic sot3ial programs and pro-worker legis­ lation which the AFL-CIO fought so hard to achieve as far Barkan: Labor Still Strong on Capitol Hill A BARKAN, long time head of the AFL-ClO's Com-" mittee on Political Education (COPE), told the MTD Board that the AFL-CIO will continue to fight as always for the rights of workers. He said that the conservative victory at the polls last November was by no means a mandate to start desmantling the programs that labor fought to build. Barkan pointed out that Regan, for instance, won only 51 percen.t of the popular vote as compared to 62 percent for Nixon in 1972 and 63 percent for Johnson in 1964. ways be immediately sought "to increase the size of our domestic fleet." Looking back at the last Congress, Jones, who has been a member of the Merchant Marine and Fisheries Committee for 15 years, said that 30 days of subcommittee hearings had been field on the Omnibus Maritime bill. He said that the hearings showed that the policies set forth in the 1936 Merchant Marine Act "are not working. The various agencies in the Federal bureauc­ racy which are supposed to implement maritime policy are fragmented and operate at crosspuposes." Barken noted that COPEendorsed candidates fyr the Presidency and for Congress were 59.5 percent successful. This cornpares to a success rate of 59.8 percent in 1972, 56.4, percent in 1968, and 70 percent m-1976. The last ,was an unusual year, partly because of the Watergate scandal of the early 1970's. The COPE director predicted Al Barkan, that 1982 would be a turnaround AFL-CIO COPE year with labor making a big Though the loss of the White comeback politically. .House and the Senate has been' "We will stand fast in our billed in the media as a defeat for political beliefs," Barkan said, labor, Barkan stressed that labor "and continue labor's 'never say supported candidates did well. die' tradition." back as the days of FDR. Ray Denison, head of the AFL-CIO Legislative Depart­ ment, said that labor would fight to preserve important social programs like unemployment insurance, social security, food stamps, medicare. Trades Ad­ justment Assistance, and more, from falling victim to devastating budget cuts. ^ 1 Ray Denison, head of iegisiatlon for AFL-CiO Rep. Zeferetti Seeks Gov't Action on Maritime R EP. Leo Zeferetti(D-N.Y.), a member of the key House Rules Committee, has pledged his support to revamp govern­ ment policy concerning the Jean Ingrao Hospitalized, Misses Board Meeting • J y MTD Executive SecretaryTreasurer Jean Ingrao missed her first board meeting in 29 years". She was in the hospital for an operation. The Executive Board members all signed a get-well card and offered their prayers for a swift recovery. The latest report on Mrs. Ingrao's health is that she's doing fine and itching to get back to work. , 18 / LOG / February 1981 , .American maritime industry. He told the Executive Board of the Maritime Trades Department that "we must arrest the decline of U.S. maritime," noting that less than 5 percent of all U.S. foreign commerce is carried in American bottoms, and that there are less than two dozen functioning shipyards in the U.S. -A former member of the House Merchant Marine and Fisheries Committee, Zeferetti said he would vocally support programs thait would 1.) increase the merchant fleet's role as a military auxiliary to the Navy. 2.) reserve a fair share of exported U.S. coal for American flag ships. 3.) loosening of government regula­ tions which drive up the cost of building ships in American yards. 4.) change in the tax structure to make it more attractive to build vhAE TJO Rep. Leo Zeferetti (D-N.Y.) ships in the U.S. instead of overseas. Zeferetti added that he would work to "convince the Reagan Administration of the impor­ tance of a strong merchant marine ,to America's defense capability." He also said that he would support the MTD in fighting cuts in the already too low maritime subsidy programs for construction and operating differentials. Rep. Zeferetti said that it would take "a lot of headaches and hard work" to accomplish the goal of a revitalized merchant fleet. But, he promised his ^'unflagging support" in his position on the Rules Committee toward achieving that goal. �• \ Kirkland Pledges AFL-CIO Clout to Help L INKING the strength and stability of the U.S. econ­ omy with the nation's maritime capability, AFL-CIO President Lane Kirkland issued a strong call on the opening day of the Maritime Trades Dept.'s Execu­ tive Board meeting for a revital­ ized U.S. merchant marine "built in American yards, manned by American crews and dependably controlled under the American flag." In his Feb. 12 keynote address before the largest AFL-CIO department Kirkland told the MTD Executive Board that "your goal of creating a strong merchant marine is not yours aloneT^ft is a goal of the entire movement past, present and future," he said, adding bltintly "there is no way our country can guarantee its own survival, let alone reach its highest potential, without it." Kirkland noted that in the face of the current "vast expansion of the world market for coal, there was never a better time for America to revitalize her ship­ ping and shipbuilding industries." Coal Is An Answer The expanding market for U.S. coal means, Kirkland continued, that "there was never a better opportunity for the U.S. to negotiate bilateral agreements with our trading partners who want our eoal, so that American ships can be guaranteed a fair share of coal and other cargoes. Such a program would not only benefit the U.S. merchant marine but "would stimulate the entire economy," said Kirkland. "It would mean enhanced profits, as well as paychecks in many industries. AboVe all, it would bring America's defense estab­ lishment a margin of safety that certainly does not exist as long as foreign countries control Amer­ ica's lifeline." Pointing out that the MTD's job in the months ahead would^ focus on convincing the new Administration and Congress of the crucial role of the U.S. merchant marine jn the nation's economic and defense capability, Kirkland promised that the effort would have the active support of the AFL-CIO "all the way." Coupled with labor's fight to preserve and upgrade the U.S. merchant fleet Kirkland told the MTD Executive Board, is the fight to maintain key laborbacked social programs which have been targeted for the ax in the new federal budget. Will Fight Budget Cuts "Those who oppose labor's programs have always found the federal budget an ideal target," he said. "Their assaults,... always fall on workers and on the poor. nonetheless. "We have never struck our colors on a single issue," he said, "and we will not do so now." 100 Year Anniversary AFL-CIO President Lane Kirkland the young, the old, the weak and the helpless..." Though acknowledging that the coming fight on the budget would not be an easy one Kirkland promised that the AFLCIO would wage a good fight Labor's Crucial Job, "...organize, organize, organize" A LOT of things about the American labor movement have changed in the last hundred years. But the basic aims of the AFL-CIO today are as clear-eut a® ">ey were a eentury ago when Samuel Gompers, the first AF of L president, issued the battle cry—"organize, organize, or­ ganize." In his address to the Maritime Trade Dept's. Executive Board, meeting Feb. 13, Alan Kistler, head of the AFL-CIO Dept. of Organizing and Field Services repeated Gomper's words and talked about how increased organizing was a key to the survival of the U.S. labor movement today as at any time in American labor history. Over the past 20 years, Kistler said, organizing drives have brought more than two million new workers into U.S. labor unions. But in spite of those impressive statistics, organized labor is having trouble maintain­ ing the same percentage of unionized workers. Metal Trades Bumsky Vows Support for U.S. Maritime P f- AUL Burnsky, president of the Metal Trades Depart­ ment, AFL-CIO, has pledged his department's all out support in the "noble cause" of revitalizing the American flag merchant marine. Speaking before the MTD Executive Board meeting, he said the Metal Trades unions, which largely represent shipyard work­ ers, share common problems and common goals with American seafarers. He blasted multinational oil companies, which own and operate extensive "flag-of-convenience" fleets to carry Amer­ ica's oil imports, as enemies of the U.S. fleet and U.S. shipyards. He said, "we simply cannot depend on foreign-crewed Liberian and He reminded his audience that the American labor movement is marking its Centennial Anniver­ sary this year and said that the longevity of the labor movement proves that "movement is built for the long haul. We are liot dismayed or disheartened by temporary setbacks." "Our primary duty," Kirkland told the MTD Executive Board, "is to build this movement of ours in every way we can, in every corner of the country, to make sure it has the power and resources to do its Job in the workplace and in national af­ fairs." • "If we do that as it should be done," the AFL-CIO president concluded, "I have not the slightest doubt of our ability to learn the lessons and meet the challenges that corne our way over the next 100 years," , I Paul Burnsky, president. Metal Trades Department, AFL-CIO. Panamanian ships to stand strong for America in a national emergency." Burnsky said that the fact that foreign flag ships carry more than 95 percent of all America's foreign commerce is a "national embarrassment." He said that the problems of the U.S. merchant fleet mirrored those -of the shipbuilding industry which is facing "a loss of 30,000Jobs in the next three years." Burnsky praised the AFL-CIO Maritime Trades Department for its constant fight to uplift America's maritime industry. He also said that his department had called on Congress to enact two programs to help the American fleet and American shipyards, as follows: • Establish and guarantee funds for a long term merchant marine construction program. • Accelerate and broaden the present Navy construction pro­ gram, with emphasis on mobile, adaptable conventional forces. The slipping percentage figures of organized workers in this country are caused by several problems, Kistler said. First, the labor market has been shifting away frorn older traditionally unionized industries to newer trades and services which are non-unionized. Another shift, Kistler pointed out, is the geographical move of industry out of strong union areas like the notheastern United States, into the largely non-union south and southwest. In addition, Kistler said, the number of workers in the labor force has increased dramatically over the last two decades. "We've got to get out there and -organize, Kistler said. "We must get together and work together to help each other organize." Alan Kistler, Dir. of Organizing and Field Services, AFL-CiO February 1981 / LOG / 19 �If " I:•<!•, s:,. U': V^lj f^ ^• • 1.:, i i • .'f • " #' Anthony Scotto, president of the Greater New Yoi-k and Vicinity MTD Port Council. Roman Gralewicz. president. SlU of Canada and Eastern Area Exec. Bd. member of the MTD. * William Konyha. president of the Carpenters ^/lTn QW and member of MTD Exec. Bd. MTD President Frank Drozak IIMPPIS with Jesse Calhoon president of National MEBA and an MTn __ i nranK urozak (le^eets witn jesse uainoon, presioent ot National MEBA and an MTD Exec. Bd. member -maritime situation to MTD Board meeting. He also called for unify unity of all meeting, segments of maritime. • Leon Schacter. MTD Exec. Bd. member and vice-president -president emeritus of the United Food and Commercial Workers. Highlights iUaritime Trades DepartmeinExec. Bd. Meeting Feb. 12-13,1981 y "i'If- i c H' c , fs T Workers and MTD Ex^ec. Bd. member MTD Vice President Steve Leslie addresses of^th^°0^pe'rSiTM President Page Groton. of the Boildrmakers union, and an MTD Exec. Bd. member, hits! peck on a shipbuilding resolution as part of the big turnout for the Board meeting listens. Rudy Oswald, head of the AFL-CIO Research Department, gives the MTD Board meeting a rundown on economic issues as labor sees them. • Peter Rybka. vice president of the Grain Millers and an MTD Exec. Bd. member. Lawrence Motley, president of the Aluminum Workers, greets the MTD Bd. meeting. Holley recently came-aboard as an MTD Exec. Bd. member. "•<i7 r, •' •'f- I ¥ ; r • .IT" 7 -- i' "r^i 'H. - • Cl John Yarmola^ vice presitlent of the SIUNA and an MTD Exec. Bd. member. Morris Weisberger (left) Western Ama FVOZ^ lormer presideni ol Ihe Sailore Union of the PacBic vice president of AFSCME and an MTD Fypn RH ' exec. BO. member. 'km . • it., D Bernard Puchalski. president of the Chicago MTD Port Council MTD Exec. Bd. members Lester Null (left), president of the Pottery Workers and John McNamara. president of the Firemen and Oilers, . F.-i-iv: ^VL_"L"T'^ . =^7- ___• irraiB »w It 7 74:#^ •I Dominick Carnavale. of the Plumbers Union. is an MTD Exec Bd member •|74(=.^fr -T :T •" . • r;fi:-V ,.7. • - .'5- V. JT 1^11 �SiE»r:®~ MTD Executive Board Vows Action on The Executive Board of the AFL-CIO Maritime Trades Department, during its meetings on Feb. 12-13, 1981, passed numerous resolutions dealing with the health and safety of the American maritime industry and American workers in general. Following is a brief but complete rundown of those actions: • ' *^1 «'•, Bilateral Shipping Agreements . 'I'." The AFL-CIO Maritime Trades Department (MTD) urges the new Reagan Administration to negotiate bilate'ral shipping agreements with the U.S.'s foreign commerce trading partners so as to boost trade, shipping and maritime employment. Today, the United States has bilateral shipping agreements with other nations. These agreements between two trading countries give each nation a percentage of .the cargoes carried. The pacts also give part of the cargoes to ships of third countries. Maritime Administration Since the Reagan Administration got a bid to transfer the Maritime Administration (MARAD) from the U.S. Commerce Department to the U.S. Department of Transporta­ tion, the MTD resolves again to oppose any such= move. The same proposal was turned down by the U.S. Congress in the 1960s during President Johnson's reign. Moving MARAD to the Trans­ portation Department would give the maritime industry less attention in a department interested mainly in the trucking and railroad industries. Naval Support Vemels This resolution recommends that the President and the Congress should transfer from the U.S. Navy to private industry the operation of auxiliary and support ships (oilers and tugs) sailed by the U.S. Military Sealift Command (MSC) and the Navy. Even the Government's General Accounting Office (GAG) says it would be cheaper. And it would let the Navy use its budget to build warships. With overseas oil and scarcer raw materials harder to move in a national emergency or wartime, the U.S. merchant marine serving then as an effective naval supply and support auxiliary, must gain vital peacetime experience now in this critical role on a larger scale. UNCTAD Code for Liner Conferences The MTD calls for the U.S. to accept the United Nations Confer­ ence on Trade and Development (UNCTAD) Code for Liner Confer­ ences or foreign flagships will cap­ ture more American and worldwide commerce. export terminal in the port of New York and New Jersey as fast as possible. The Port Authority of N.Y. and N.J. is now looking at possible sites on Upper N.Y. Bay to build a coal export terminal linked to Conrail. The port is nearer to Europe—a major user of steam coal—than other U.S. coal exporting ports. Such a coal export terminal would generate more jobs for maritime. The code, which may start this year, is a global plan of cargo sharing to promote liner operations of the developing Third World. At least 24 countries representing a minimum 25 percent of the world's liner trades must okay the code. Today, 48 nations representing 18.7 percent of the world's liner trades have okayed it. Coal Exports The MTD asks Congress to fund the modernization and capacity America's Competitiveness expansion of inland waters trans­ The MTD urges both the Presi­ portation projects, and for the dent and Congress to review the Administration to negotiate bila­ U.S. trade policy. The present teral shipping agreements for the foreign policymakers must look at increased export of our coal. Grea­ domestic economic roadblocks to ter use of our coal for domestic trade and the revitalizing of our power was also urged. economy. Tax laws and regulations Improvements are needed on the should also be revised. Mississippi River locks and danfs . Accelerated Depreciation network, nationwide coal terminals The MTD resolves that U.S. tax and harbor dredging projects. laws be changed to allow for More bulk ships must be built accelerated depreciation of vessels since U.S. flag bulkers carry only 2 like other maritirhe nations do. percent of these cargoes out of the 40 The U.S. flag shipping industry percent of this country's internation­ wo^ks at a disadvantage because it al trade. The bilateral coal shipping agree­ does business under a restrictive tax policy which hinders new invest­ ments would give more jobs to ment and discourages reinvestment. Seafarers, shipbiiilders and those in The U.S. allows depreciation after the maritime shoreside trades. 14.5 years. Japan and Western Coal Export Terminal Europe typically after six years. In The MTD supports the efforts of Great Britain, vessels can be depre­ the U.S. Corps of Engineers, Port ciated in a single year. Authority of New York and New Export Promotion ^ Jersey, Conrail and others to The MTD asks the U.S. Governdevelop a modern and major coal » ;ht "to mestic J last been a Jarine for 15 ys of i been ritime arings t forth i^Act arious reauc;d to :y are cross- kX if the spartI fight social /ment food I Admore, tating AFL-CIO, MTD Honor the Memory of Paul Hail P RIOR to his death on June 22, 1980, Paul Hall had served faithfully for 23 years as president of the Maritirne Trades Department and for nearly that long as a vice president and executive council member of the AFL-CIO. In fact, at his death, Paul Hall was Senior Vice Presi­ dent of the AFL-CIO. His accomplishments were widely known and respected throughout the trade union movement. And during the MTD Executive Board meeting Feb. 12-13, Paul Hall's memory was honored by both' AFL-CIO _ President Lane Kirkland and the entire Executive Board of the Maritime Trades Department. \ First, AFL-CIO President Lane Kirkland read and then presented to Mrs. Rose Hall a beautifully written, leather bound statement adopted and signed by all of Paul Hall's peers on the AFL-CIO Executive Board. Then, Mrs. Hall was,presented with a statement, framed and Mrs Rose Hail is presented with the AFL-CIO Executive Council's statement on the late Paul Hall by AFL-CIO President Lane Kirkland (second left). MTD Presi­ dent Frank Drozak (right) and Steve Leslie, MTD Vice President (left). printed on parchment, of love and appreciation of Paul Hall by the entire AFL-CIO Maritime Trades Department Executive Board. The Board then offered a special tribute to both the mem­ ory of Paul Hall and in apprecia­ tion to Mrs. Rose HalL The Board unanimously installed Mrs. Hall as an Honorary mem­ ber of the MTD Executive Board. Below is the text of that resolution, as read by Dominick Carnevale of the Plumbers Union: Honorary Board Membership for Rose Hall For 23 years until his untimely death. Paul Hall poured every ounce oj his unsurpassed abilities as a leader and organizer into budding the Maritime Trades Department into a thriving, dynamic organization represent­ ing the interests of 8 million American workers. Throughout all of those years. Rose Had unwaveringly sup­ ported her husband in all his erideavors with pride and dignity. At the same time. Rose Had extended to the members of the MTD Executive Board, past and present, every kindness and courtesy willingly and graciously. At this time, the Executive Board of the Maritime Trades Department wishes to collective­ ly "thank you " Rose Had for your support and friendship ad these years. And that we wish this dose relationship to continue for many, many years to come. THEREFORE, BE IT RE­ SOLVED that the Executive, board of the Maritime Trades Departtnent demonstrate its love and re.spect for Rose Had by appointing her as an honorary member of the MTD Executive Board. 22 / LOG / February 1981 : rf'"'. on for id of vould ;agan npor;hant fense at he D in y too :ranis ating at it aches iplish ;hant I his I his iittee �Crucial Maritime, Worker issues merit to work with labor and management to review and enforce more effectively its international agreements. It recommends the Government-industry-labor advi­ sory groups be given a greater role in policy making. With protectionism in interna­ tional trade on the upswing, direct export promotion grows in importance.Foreign governments aid their productive industries with dumping, indirect subsidies, favorable laws and treatment and non-tariff bar­ riers. The Japanese use government agencies to promote exports. The Germans use joint labor-manage­ ment policy-making bodies. Meanwhile, the U.S. loses domes­ tic jobs and industries to the multinational companies overseas. While the U.S. Trade Act of 1979 levied tariffs on many goods and fought dumping and subsidies, it is hard to enforce. However, the ACT gave us a U.S. Trade Representative Office which works with the Depart­ ments of Commerce and Labor and the MTD in the export field. Pension Offset on Unemployment Compensation The MTD backs the passage of Federal legislation which would amend the Internal Revenue Code of 1954 to eliminate the requirement that States reduce the amount of unemployment compensation. Starting Apr. I, 1980, the U.S. Unemployment Compensation Re­ form Act of 1976 required all States to reduce a person's unemployment compensation by the amount of any governmental or private pension or retirement pay received by an • individual. The National Commission on Unemployment Compensation rec­ ommended repeal of this proviso. Taxation of Social Security Benefits The MTD will support legislation in the 97th Congress, through statute, prohibiting the taxation of Social S'ecurity benefits. Congre.sS pass a resolution in 1980 expressing that Social Security benefits should remain tax exerhpt. Minimum Wage Legislation The MTD wilL intensively lobby in Congress for increased minimum wages and will strongly oppose any efforts to impose a subminimum. For more than 10 years, conserva­ tives in and out of Congress have tried to foster a youth subminirhum wage upon the nation. They have Wanted the Federal minimum wage to be cut by 25 percent for. young­ sters 18 to 20 during the first six months on a new job. The drive, said to create jobs for teenagei s,really undercuts the inade­ quate minimum wage and gives corporations a cheap labor pool. The subminimum wage doesn't create new jobs but results in adult workers (mostly women) getting fired so teeners can be hired in their place at lower pay. Then after six months, when the required full minimum wage takes effect, the hired teenagers are fired in turn so a new batch of youngsters are taken on at the subminimum wage. Ah increased minimum wage is needed now, not a reduction. Today the $3.35 ceiling is worth less in real wages than the. minimum wage of the early 1960s was. An increase would mean more spending to hype the economy and create new jobs decreasing unem­ ployment. skills of our memberships. Manage­ ment must make major capital improvements. And with long-term redevelopment must be protection of workers' needs for jobs and economic security. Service Industries The MTD recornmends that the U.S. Government support and promote service industries in inter­ national trade based on: • A.definition of our service indus­ tries and their problems must be given. • The Government must set up the mechanisms through which bi­ lateral, case-by-case, negotiations can take place. . Food Stamp Program • Service industry markets and jobs The MTD will vigorously oppose must be protected in domestic law any and ail efforts to sharply cut the and in international agreements. program which brings a decent diet • Trade Adjustments Assistance to the poor and needy. And will should be given workers affected strongly support efforts in Congress by imports. to maintain the present Food Stamp • Multilateral discussions should be Program. pursued once all the facts are Only a dozen years ago, malnutri­ available and bilateral negotia­ tion and hunger in the U.S. hit tions have been concluded. millions. The Food Stamp Program Almost 70 percent of U.S. em­ has helped to alleviate this, say ployment is in services. They face Field Foundation doctors. new competition here and abroad in This fiscal year, higher food prices international trade. and rising joblessness will cost the Service industries can also.export program more than $11-billion. jobs. Runaway ships, films and Some 2I-million poor, elderly, shops ill data processing are the disabled and jobless get 44 cents culprits. Foreign ships and airlines each a meal. Over half of these take away jobs too. households have yearly gross in­ In building and construction comes of less than $3,600; 85 percent contracts worldwide, the U.S. has under $6,000. dropped from Nt). I to No. 5! Conservatives created a myth about food stamp fraud, abuse and Enviroiunent waste. Now the Administration and The MTD resolves that we must the Senate have the program slated be careful to see that a clear balance for the budget axe. is struck in protecting the natural environment. We must avoid ex­ Producltivity tremists. Where regulations go too The MTD resolves to prevent far, they should be changed. But misguided productivity proposals when the basic human need for a from becoming weapons to be used decent living and working environ­ against labor. The organized move­ ment is challenged, we must con­ ment has lead the drive to push tinue to come down on the side of economic policies of full employ­ that basic human need. ment and economic growth resulting The Perdue Boycott in productivity increases. It is resolved that the MTD Recessions always lower produc­ strongly supports the struggle of the tivity; prosperity increased it. And Frank Perdue workers to organize this country h^s been operating far below its overall industrial capacity . into a union. The MTD supports the boycott of Perdue products to win for over 10 years. Plus uncontroll­ the strike and obtain a union able skyrocketing imported oil costs and interest rates are other contract. The MTD urges all affil­ factors leading to mounting' infla­ iates to give the maximum aid and assistance to that boycott. tion. Perdue Inc., producer of highly Management defines productivity advertised and priced poultry, as working harder for the same mistreats and abuses its workers. It's wages. Labor says it is better work blocking the workers at the Acor raising each worker's hourly comac, Va. plant form forming a output. You get this from a skilled, union and bargain collectiveFy. experienced, and educated labor Allegedly it intimidated, harrassed~ force and modernized, well-main­ threatened and dismissed workers tained equipment reflecting the who support the efforts of Local 117 latest technology. Since 1950, poor of the United Food and Commercial management failed to take a longWorkers International Union to term view on economic investment organize them. Perdue has ordered in modern machines and technology. We must continue to upgrade the. its employes to work under con­ ditions which are arbitrary, meanspirited, onerous, cruel, dangerous and unworthy of 20th Century America. The workers are now picketing the plant under an unfair to labor strike. The union is now boycotting all Perdue products. Great Lakes Shipboard Safety More than five years have passed since the Great Lakes bulk carrier Edmund Fitzgerald went down with all hands during a raging but typical November storm on the eastern end of Lake Superior. Opinions differ on the reasons for the accident. However, there is a consensus on the need to update regulations governing Great Lakes vessel design and construction. The Maritime Trades Depart­ ment urges that the Coast Guard's inquiry in regards to freeboard be adopted by Congress. It also urges that the Coast Guard work closely with the Great Lakes shipping industry to protect the safety of the men and women working onboard American flag vessels. V( 'fr. 7i 4'•J ' 7 • •V/, • USPH8 Under a series of resolutions dating back to 1798, the United States government is legally and morally responsible, for providing quality health care to seamen who sail onboard vessels documented under its laws. Unfortunately, the,continued existence of this country's strong system of Public Health Service is being threatened by budget cuts and continuing uncertainties surround­ ing the economy. The Maritime Trades Depart­ ment calls upon the new Adminis­ tration and the new Congress to restore the USPHS budget to its previous level. It would like to remind Congress that these hospi­ tals have proven to be quite a bargain, for not only do they provide health care service to seamen, but they provide it to other federal health beneficiaries, at costs far below what the federal govern­ ment pays for comparable services. •T • '''ji " '.1:- 1I Gambling There are a number of steps that the federal government could take that would go a long way in reviving the once-proud American flag cruise ship industry, at little or no cost to the American taxpayer. Laws prohibiting gambling on­ board American vessels do very little good and a great deal of harm. They encourage operators to document their passenger vessels under the laws of some other country. Jobs are lost, and so are tax revenues. Meanwhile, gambling has not been diminished in any way whatsoever. 1 • i'i ,r Continued on fol'o wing page •>i February f981 / LOG / 23 • �^: • ^' !il'- MTD Board Acts on Crucial issues Continued tram previous page In the same vein, U.S. tax laws inhibit growth of an American flag passenger cruise industry. To give one example; a business can deduct business expenses if it holds a convention on land. It cannot deduct those same expenses if it hold its convention onboard a pas.setiger vessel. The Maritime Trades Depart­ ment urges the federal government to put prejudice aside, and to carefully examine all methods of reviving its once-proud passenger cruise industry. Fishing Industry in New York Jobs and taxes are being lost to New York and the federal govern­ ment because nothing is being done to nurture a regional fishing indus­ try. There is ample space in the New York harbor for development of a seafood complex that would include operating and administrative activ­ ity for the handling, storage, process­ ing, marketing and distribution of fish and fish related products. The MTD therefore call upon the federal government and the state of NewYork to support the necessary state/federal legi.sIation that would make establishment of a New York fishing industry possible. Health Care Given the grim statistics—thou­ sands of working men and women die from work-related accidents and illnesses each year, and m6re then 2.5 million more are injured—the Maritime Trades Department op­ poses all efforts to weaken or diffuse OSHA. The Department also urges that efforts to train union members on important matters of occupa­ tional health and safety be ex­ panded. All work hazards should be identified, so as to prevent accidents from occuring, and illnesses from developing. St. Lawrence Seaway The U.S. St. Lawrence Seaway Development Corporation and the Seaway Authority of Canada have signed documents implementing a new Joint Seaway Tariff of Tolls. The Maritime Trades Department opposes additional Seaway toll increases, inasmuch as the Seaway debt will be gradually eliminated by this latest agreement. Moreover, any future plans to increase tolls, or to impose user charges on Seaway vessels, should be discouraged. U.S. Auto Industry The American auto industry is in the middle of a battle for its very survival. The difficulties being faced by this critical industry will have repercussions for other U.S. indus­ tries, including the maritime indus24 / LOG / February 1981 . I, try on the Great' Lakes, for it depends on the auto industry for much of its cargo. The Maritime Trades Department recommends that management, labor and govern­ ment work in unison. The federal government should examine all of its available options—including the imposition of import quotas and the adoption of liberal trade adjustment assistance, the kind that was pas.sed by the last Congress—and act quickly, for the auto industry's problems pose a very real threat to the national security of this nation. Dredging the Mississippi Jersey. The Save Our Port Com­ mittee wants to modify the nu­ merous procedures and laws affect­ ing the dredging industry; centralize the authority for issuing permits, for the present procedure is costly and time-consuming: suspend the con­ troversial bioaccumulation testing requirements pending refinement of the testing process; establish reason­ able criteria for issuing dredging permits; eliminate a major source of pollution by removing PCS "hotspots" in the Hudson River. SS Poet country's foreign trade, especially with Canada. However, American flag opera­ tors are unable to compete effec­ tively with their Canadian counterp,arts,. in large part because the Canadian government does what the American government refuses to do: it provides its Merchant Marine with extensive subsidies that enable the owners to modernize their equipment. The MTD urges the federal government to take action to guarantee the U.S. an equal share of the U.S.-Canadian cargo: It also urges the appropriate government agencies to make every incentive available to American flag operators to encourage them to enter the Great Lakes overseas trade and the U.S.­ Canada Great Lakes and Seaway bulk cargo trade. The tragedy surrounding the dis­ appearance of the SS Poet says a great deal about the way that the federal government carries out its statutory obligation to protect the safety of the men and women who sail onboard vessels documented under the laws of the United States. Great Lakes-Seaway Before the SS Poet left port Marketing October 24, there had been nu­ The Maritime Trades Depart­ merous signs that she was unseament goes on record as supporting worthy. MarAd's proposals for developing a It has been widely reported in the U.S.-Great Lakes-St. Lawrence press that the shipping company was Seaway Marketing Corporation to negligent in waiting ten days to promote the Great Lakes-Seaway report cessation or radio contact. system and to boost American-flag What is'also true, and what should participation in all Great Lakesbe remedied, is that the Criminal Seaway trades. Code governing such negligent Fuel Allocation behavior is ambiguously stated. Child Care Program -Despite the obvious need to move In times of fuel scarcity, the United States government empha­ quickly so as to save whatever A major change has occured in the sizes use of water-borne transpor­ persons remained alive from the 34 make-up of this nation's work-force. tation, especially on the Great man crew, the Coast Guard waited Women now comprise a substantial Lakes, where vessel operators five days to begin its search. block of full time workers. More After having belatedly begun its deliver iron ore to feed the steel than six million pre-school children industry, coal to fuel power plants search, the Coast Guard wanted to have mothers in the work force. and grain to feed our people and the give up quickly when no trace was Because of this fact, and the fact people of the world. If it is at all found of either the ship or the 34 that the growth of quality child care possible, the Maritime Trades crew members. The agency had to be centers has riot kept pace with the Department urges the Department pressured into following up its initial need for them, the unions that of Energy to deliver lt)0% of the search with a more extensive one. _ comprise the MTD call upon Con­ These tragic, and perhaps un­ operators fuel needs, for the Great gress to establish a quality child care Lakes region is the heart of our necessary, developments have program that takes into account the agricultural and industrial power, caused the AFL-CIO Maritime health, social and educational needs and water-transportation is by far Trades Department to question the of Anierican children, the most the most fuel efficient mode of laws relating to the protection of precious resource this nation has. American seamen, as well as to the transportation we have.' implementation of those laws. The Department calls upon the U.S. Dredi^ng Congress to investigate this tragic The Port of New York and New Jersey will undergo an economic loss, to develop adequate statutory crisis if the federal government does guidelines for the monitoring of not do something to encourage the American flag vessels, and to review dredging of the region's channels the manner in which the LI.S. Coast Guard carries out its statutory and berths. There is widespread concern that obligations. the port will have to be closed for Great Lakes Trade lack of dredging. If that were to happen, more than 60,000 jobs Nowhere is the decline of the would be lost, as would billions of American flag Merchant Marine dollars in taxes, sales revenue and more apparent than on the Great personal income. Lakes. The Maritime Trades Depart­ By all rights, the Great Lakes ment supports proposals put forth maritime industry should be before the U.S. House Merchant thriving. One-fifth of this nation's Marine and Fisheries Committee by population and one-quarter of its the "Save Our Port Committee", a industry and total wealth are located coalition of business, labor, environ­ in the Great Lakes region. mental and community organizaThe Great Lakes region is also the tio.ns frbm New York and New center of a large portion of this < The Maritime Trades Depart­ ment urges Congress to pass legisla­ tion that will require all work done on harbors, rivers and estuaries be done by American flag vessels, dredges and barges. In regards to the Mississippi River: it is an essential part of this nation's economy. Dredgirig it will allow larger vessels to travel to New Orleans, Baton Rouge, and other important facili­ ties and communities. The dredging will .pay for itself, for it will substantially lower the cost of transporting coal, grain, oil and other such products vital to our nation's well-being. ega Congner f In- in the mbers, d the �Directory SlU Atlantic, Gulf, Lakes & Inland Waters United Industrial Workers of North America Frank Drozak, president Joe DiGiorgio, secretary-treasurer Leon HaU, vice president Angus "Red" Campbell, vice president Mike Sacco, vice president Joe Sacco, vice president Dispatchers Report lor Deep Sea DEC. 1-31, 1980 TOTAL REGISTERED AilGroups . CiassA ClassB ObssC TOTALSHIPPED All Groups ClassA ClassB CiastC Port DECK DEPARTMENT Boston NewYork.. ................... Philadelphia.. Baltimore Norfolk Tampa Mobile.... NewOrleans Jacksonville. ....:. San Francisco Wilmin^on Seattle.... PuertoRico Houston Piney Point — Yotohama..... 10 118 7 58 3 6 7 7 5 32 7 5 2 1 10 2 8 25 8 12 52 20 27 18 25 103 39 34 38 26 82 4 1 TolNs..... 610 3 4 0 3 88 17 6 23 74 25 19 16 14 38 10 1 5 7 27 48 4 4 3 0 1 2 2 32 8 8 10 1 14 1 21 76 19 77 4 17 53 17 44 10 5 8 2 7 1 81 520 398 53 0 220 8 92 4 26 11 14 18 2 22 1 Port 0 3 0 Philadelphia... —..... Baltimore Norfolk..... Tampa. 4 1Q7 2 40 0 5 2 82 1 67 0 1 21 15 7 11 1 1 20 12 8 11 0 0 37 90 22 11 25 5 1 2 1 20 49 22 10 31 6 17 8 10 38 11 6 11 6 1 59 18 3 100 15 33 14 42 1 7 26 4 29 9 359 239 8 7 Mobile.... NewOrleans.. Jacksonville .......... . San Francisco 40 Wilmington Seattle.: PuertoRico Houston.... PineyPoint Yokohama.. Totals ............ 1 478 3 ' 0 4 2 19 5 0 170 . 4 2 3 0 0 8 40 0 1 3 1 20 0 38 Port 5 1 6 0 3 0 0 0 21 2 49 1 31 0, 2 0 53 2 64 Baltimore Norfolk 15 11 8 5 1 2 15 10 12 12 3 0 Mobile 14 2 0 11 10 0 Philadelphia ........... 3 Tampa 8 NewOrleans.... Jacksonville San Francisco Wilmin^on 47 14 17 13 Seattle PuertoRico Houston Pin^ Point Yokohama......... Totals 4 0 2 1 5 4 22 7 2 0 10 4 19 2 12 ' 5 28 3 0 8 10 253 109 7 1 1 0 0 31 Port 2 NewYork Philadelphia...: NewOrleans.... Jacksonville San Francisco..... Wilmin^on Seattle PuertoRico... Houston PineyPoint Yokohama Totals TotahAIIDspartments. 3 16 3 3 8 5 1 13 5 10 15 13 1 17 0 0 113 4 169 13 34 22 8 37 116 36 62 22 45 13 93 0 2 676 5 69 4 13 11 9 10 32 11 26 9 12 6 26 0 1 244 2 12 0 5 2 3 0 4 2 7 12 6 1 8 0 0 64 3 , 1 0 2 66 3 24 15 12 24 59 26 43 22 28 11 56 0 0 391 1 44 4 9 5 3 5 7 4 33 8 4 4 9 0 0 140 0 12 0 1 2 2 0 3 1 28 8 15 0 2 0 0 74 5 3 12 31 15 50 7 20 10 36 7 24 11 24 0 1 258 17 9 10 65 1 292 0 2 1 0 20 2 11 2 3 1 0 46 5 39 7 16 7 6 14 47 18 31 4 12 19 30 0 0 255 9 252 30 70 44 23 25 104 49 128 48 49 29 70 0 0 930 11 126 7 18 16 8 8 31 12 113 82 46 11 45 0 0 534 ^218 1,594 785 ENTRY DEPARTMENT Boston Tampa Mobile 7 64 12 10 11 11 5 38 12 28 23 20 4 34 0 1 280 STEWARD DEPARTMENT Boston.... NewYork Norfolk 9 153 21 39 35 28 39 160 72 85 54 61 24 115 0 1 896 ENGINE DEPARTMENT Boston NewYork Baltirmre. ••REGISTERED ON BEACH AilGroups aassA ClassB ClassC J I 6 35 129 15 38 7 5 1 8 30 9 30 2 9 22 19 18 33 16 15 74 27 69 18 4 55 1 5 6 2 5 11 4 59 29 47 31 48 18 6 22 0 0 194 1 644 A 0 228 1.535 U4i 3^ _ . 1.137 929 120 •'Total Registered" means the number of men who actually registered for shipping at the port last montk ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. Shipping in the month of Decesnher was good in most A&G deepsea ports. A total of 2,186 jobs were shipped last month to SlU-contracted deep sea vessels. That's an increase of 561 jobs shipped over the previous month. Of these 2,186 jobs only 1,137 or sHghtiy more than half, weretaken by"A" seniority members. The rest were filled by "B" and"C seniority people. Shipping is expected to remain good for the foreseeable fiiture. . V-'vJ HEADQUARTERS 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-9375 ALPENA, Mich 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass. .... 215 Essex St. 02111 (617) 482-4716 CHICAGO, ILL. 9402 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 COLUMBUS. Ohio 4937 West Broad St. 43228 (614)870-6161 DULUTH, Minn. 705 Medical Arts Building 55802 (218) RA 2-4110 FRANKFORT, Mich. P.O. Box D 415 Main St. 4%35 (616) 352-4441 GLOUCESTER, Mass. - ' ^3 Rogers St.01903 (617)283-1167 HONOLULU, Hawaii 707 Alakea St. 96813 (808) 537-5714 HOUSTON, Tex 1221 Pierce St. 77002 (713)659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala. ..IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va ........ 115 3 St. 23510 (804)622-1892 PORTLAND, Or. 421 S.W. 5th Ave. 97204 (503) 227-7993 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 ^PORT ARTHUR, Tex. .534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 626-6793 SANTURCE, P.R. 1313 Fernandez, Juncos, Stop 20 00909 (809) 725-6%0 SEATTLE, Wash. 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 TAM PA, Fla 2610 W. Kennedy Blvd. 33609 (813) 870-1601 TOLEDO, Ohio ... 635 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 408 Avalon Blvd. 90744 (213) 549-4000 YOKOHAMA, Japan P.O. Box 429 Yokohama Port P.O. 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 February 1981 / LOG / 25 W'''"c': •: • • v Jfe V • - --Ti. ;• �W- SIU Rehab Program a Lifesaver One Seaman's View of Drugs • W''t The reason I am writing this letter is to share with the membership a statement that a friend of mine made about drugs. I have been sailing in the SIU for four years. And I have seen several people who have messed themselves up from drugs, booze, etc. My friend's statement on drugs goes something like this: "Drugs destroy the user's spiritual and physical ability to function as a truly complete human being. Should the use of marijuana be legalized or decriminalized, we will all be hurt. Because though the law may look at marijuana as a misdemeanor type drug, it is more than a misdemeanor in its effects." Some people may not consider the above statement profound. But I feel that every little bit helps if it will help convince the constant users of drugs of the dangers they are bringing upon themselves. A Seaman Jacksonville, Fla. I just wanted to take this time to say Happy New Year, and may it be prosperous for you all, and at the same time say a word about how great the Seafarers International Union and the Seafarers Alcoholic Rehabilitation Center has been for me. The SIU is one of the best organizations I have had an opportunity to become a part of. They have come thru when I and my wife needed them. Thanks to the SIU from both of us. Now about the Seafarers Alcoholic Rehabilitation Center (S.A.R.C.). For me the S.A.R.C. was a life saver. You see, I'm an alcoholic. I've been to other treatment programs before coming to the S.A.R.C. They were good programs, but I was like a fish out of water. Here, I was involved with Brother seamen. It makes a difference. They have the finest staff and counselors, and everybody cares, trainees, SIU personnel—I could go on forever. I'll be leaving here shortly—going back into life, as a new man. They taught me so much here, but most important how to live without a drink and I thank everyone for this. I look forward to life now. My wife and I are and will be forever grateful for everything. To my Brothers and Sisters of the Sea—if any of you think or suspect you have a problem with alcohol, stop for one second and think. It could save your life. The SIU and S.A.R.C. are here for us and are ready to help. Thanks again SIU and S.A. R.C. Today is the first day of my life. May God Bless All of You, Mr. & Mrs. Frank Vest Bradenton, Florida Diesel Grad a Hit With Sea-Land Brass 76 Scholarship Winner an Engineer ; ft >:? I am writing to yoii, as a scholarship recipient, to thank you again for your valuable assistance during my college years. The scholarship proved to be a mighty asset throughout my four years as a Chemical Engineering student at Cooper Union. The award, combined with my savings, proved to be ample enough to attend college and pursue my technical training without any financial worries. Thus I was able to complete my courses andL participate in quite a few extracurricular activities without having to hold a part time job during the school year. Presently I am working as a Design Engineer for Chevron, U.S.A. Inc. The work is both challenging and satisfying, and the whole field is expanding due to the high demand for technical personnel to help solve tlie nation's problems. Now I have my whole career, and a good part of my life, ahead of me to look forward to, but before I look ahead I wanted to once again thank you for making it possible via the SIU Charlie Logan College Scholarship program. It helped me get to where I stand today, and hopefully to where 111 stand tomorrow. Many thanks again, Nicholas Livanos 1976 Scholarship Winner Hard Work, Full Speed Ahead I would like to express my sincere appreciation for the hard work that it takes to make the SIU as strong as it js today and to keep it that way in the future. We realize out here the constant fight the Union wages in Washington, D C. to keep our industry strong. And we realize that the Union's lobbying efforts, testimony before committees, letters to Congressmen and Senators, combined with the leadership of Frank Drozak and our Washington team, is paying off for us all. The Washington fight is a crucial fight. It is necessary for the future of the SIU and the future of the American merchant marine, which is so badly needed for our country. Fraternally, Bill Mullins, AB LNG Leo 26 / LOG / February 1981 Just a note to advise you that I met one of the Graduates of the Lundeberg School Diesel Course on board the Sea-Land Explorer. He was sailing QMED. The crew was pulling a piston while I was on board. This QMED was acutely aware of the situation and he took the initiative throughout the work. Actually, all the crew that was involved conducted themselves very well. Thought you would be interested in knowing that the efforts of the SIU and Piney Point are paying off for everyone concerned. Sincerely, SEA-LAND SERVICE, INC. J.J. Nichols Manager, Fleet Engineering . Services. Retiree Never Misses an Edition I receive the Log every month. I want to express my thanks to the SIU for the fine editing of this most informative Union publication. Though I am retired, I am still very interested in our Union and what happens in the maritime industry. I also wish to express my thanks and gratitude to the Seafarers Welfare Plan for their help, and to all our brothers on the SIU Executive Board for keeping this Union the best in the maritime industry. Fraternally, Arthur J. Heroux, Retired There in Times of Need On behalf of my late husband Beirly Bodden and myself, I would like To thank everyone at the SIU for the kindness and consideration in paying the doctor and hospital bills so promptly, as well as the prompt and kind handling of his death benefits May everything go well with the SI U so it will be able to help others as it has helped me. Sincerely, Mrs. Edna Bodden Tampa, Florida - .'i x: - my �r-'- N- U.S. Flag Must Get Share of Coal Exports AST summer, former Presi­ dent Carter emerged from a [meeting with the European ComLon Market countries and Japan [bearing assurances from those (energy-hungry nations that they would double or triple their purchase of U.S. coal by the end [of the century. Ever since that summit meet[ing concluded. Congress, various state governments and private industry have been climbing all lover each other to set the U.S. (coal export program in-motion. In a world scrambling for I alternative energy sources, coal is I about to hit the big time. And the United States, blessed with an abundance of the fuel, is counting on nothing less than a bonanza in coal sales. However, naming the United States the "chief producer and exporter of coal for the interna­ tional market" is one thing. Making it happen is something else again. To bridge the gap between seeing the U.S. as the world's foremost coal exporting country on paper and in reality, the Federal Government gave assur­ ances that they were prepared to help industry cope with the increased mining of coal and development of adequate han­ dling, storage and transportation facilities.: In addition, there were prom­ ises of aid to speed the significant expansion of ports on the Gulf, East and West Coasts to accom­ modate deep draft coal carriers; expansions which must take place before a coal export pro­ gram of any size can get off the ground. The port of Baltimore, the . nation's second largest coal exporting port, is buzzing with privately-funded improvement projects. Recently a group of six corporate investors announced that they were jointly funding a S150 million coal handling facil- L Februoiy, |98| I -I i- • H .. •4 -•I ) r T• •i',' 4 '4' 'is. •-••I ity for the port. While private investors are busy expanding the storage and transfer capabilities of U.S. coal ports. Congress is taking a look at the public side of it—snipping away some of the red tape so that badly-needed dredging of key coal ports can begin as soon as possible. Sen. John. Warner (R-Va.)and Sen. Bennett Johnston (D-La.) co-sponsored legislation to streamline the now-lengthy process of granting harbor dredging permits. Similar Official Publication of the Seoforeri International Union of North America, Atlontic, Gulf, Lakes and Inlond Waters District, AFt-CIO Vol. 43, No. 2 Executive Board Frank Drozak Joe DiGiorgio Secretary* teasurer A Angus "Red" Campbell President Fd Turnel" Pxeculive Vice-President Mike Sacco Vice President Leon Hall Vice President Joe Sacco Vice President Vice President James Gannon Ray Bourdius Assistant Editor Rotan (-oast Associate Editor 1B9 ! 1::; ^^<fiSLAriOAf Editor Edra Ziesk Assistant Editor nayonpour Marietta Homa Assistant Editor Mike Gillen Assistant Editor Max Siegel Hall Assistant Editor Frank Cianciotti Director of Photography/ Writer Dennis Lundy Photography Marie Kosciusko Administrative Assistant George J.. Vana Production/Art Director ^ Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters ^'stna, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. '499-6600. Second class postage paid at Brob'kiyn, N.Y. (ISSN #0160-2047) legislation has also been introduced in the House. Legislation to speed the process of deepening U.S. ports to the 55-foot depth required by deep draft coal carriers is obviously needed. Passage of such a measure would allow Baltimore, for one, to clear the backlog of 50 to 60 ships which now sit outside her harbor for long'periods of time waiting for coal. But passage of these bills won't change the fact that of all those ships waiting to make a foreign coal run, not a single one of them flies the American flag. None of the measures related to the U.S. coal export program which have been introduced to date make a single mention of a role for U.S.-flag vessels. Though a sizeable bulk fleet will be necessary to move the coal -as many as one thousand 100,000 dwt dry bulk vessels by some estimates -the government hasn't taken a single step to make sure at least some of those ships are built in U.S. shipyards. Nor have there been any assurances that at least a portion i of the American coal moved abroad will be delivered in American-flagships. In these times of scarce energy supplies, it is good to know that the' United States has the resources to provide other nations with badly-needed fiiel. But these are also times of high unemployment; of a dwindling American shipbuilding base; of a iieglected U.S. mercihant marine which could be given a badlyneeded boost by being included in a U.S. coal export program. The U.S. isn't considering giving away American coal to Western Europe and Japan. Why then should we consider giving away tens of thousands of American shipya rd, seagoing and related support jobs? Yet without adequate guar­ antees—guarantees which should be attached to any pending legislation related to the U.S. coal export program—that IS exactly what our government is proposing to do. We believe that a wholesale giveaway of American jobs is a handout this nation can neither afford nor justify. February 1981 / LOG / 27 J'. • I I' .U' • ' it ;A-' . II - - 'f «. I �•V-. . Legal Aid In the event that any SIU members have legal problems in the various ports, a list of attorneys whom they can consult is being published. The mem­ ber need not choose the recommended attorneys and this list is intended only for informational purposes: NEW YORK, N.Y. Schulman & Abarbanel 350 Fifth Avenue New York, N.Y. 10118 Tele. #(212) 279-9200 BALTlIVfORE, MD. Kaplan, Heyman. Greenberg, Engelman & Belgrad Sun Life Building Charles & Redwood Streets Baltimore, Maryland 21201 - Tele. #(301) 539-6967 1 J I I • •r-H; n--.: • •C-: 'i I HOUSTON, TEX. Archer & Peterson Americana Building 8T1 Dallas Street Houston, Texas 77002 Tele. #(713) 659-4455 ,> ;• '0 f At recrewing in the middle of last month of the tug Freedom in the port of Jacksonville are (left)Cook William Justi of Tampa and Tankerman Lowell Jones of Jacksonville. . ' da Dispatchers Report for Inland Waters J :i DEC. 1-31,1980 TOTAL SHIPPED All Groups aassA Class B Class C nOTAL REGISTERED All Groups Class A Class B Class C •-•. i . DECK DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis ; Piney Point Paducah Totals •. — 0 0 G ... ..; 0 4 . 0 1 3 .:. 3 0 0 8 20 0 3 0 4 48 :. 1 0 0 0 1 0 2 .0 1 2 0 5 0 0 1 12 0 2 5 1 32 0 0. 0 0 0 2 0 3 1 0 4 0 2 2 2 0 ,6 2 10 34 Port . . . v^vr-r , J.., ;. >i. • ••REGISTERED ON BEACH All Groups Class A Class B Class C • ' 0 0 0 0 0 1 0 0 3 0 2 0 0 3 32 0 1 0 0 42 0 0 0 0 0 0 0 1 1 0 2 0 0 2 7 0 1 5 0 19 0 0 0 1 0 0 1 0 1 0 1 0 1 0 0 2 2 9 0 0 0 7 0 10 0 • 2 0 0 4 0 0 16 30 0 5 0 8 82 0 0 0 0 0 0 0 0 1 0 4 0 0 0 0 '' 0 0 0 0 5 0 0 0 2 0 1 0 1 1 0 0 0 0 1 1 0 0 0 1 8 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 0 0' 0 2 0 0 0 1 0 0 0 0 0 0 0 0. 0 0 0 0 0 0 0 1 0 0 0 0 0 7 0 3 1 3 1 0 8 0 1 5 7 0 2 0 3 41 0 0 0 0 0 3 0 6 0 0 5 0 3 6 9 0 10 0 43 85 ENGINE DEPARTMENT 0 0 0 1 0 0 0 2 2 0 0 0 0 0 1 0 0 0 1 Boston New York Philadelphia Baltimore Norfolk Tampa • Mobile New Orleans Jacksonville ••••••••• • ••••••••••••a San Francisco..'.. ••••••••• Wilmington ....-r.... Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals • ••••••••••'•a* V" 0 0 0 0 0 . 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 0 2 0 0 0 0 0 0 0 0 3 Port Boston New York Philadelphia Baltimore Norfolk ; Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals Totals All Dapartments. 0 0 0 0 0 0 0 1 1 0 '0 0 0 0 0 0 0 .0 0 2 0 0 0 0 0 0 0 1 0 0 0 , 0 0 0 0 0 0 0 0 1 STEWARD DEPARTMENT .• —. • 0 0 0 0 0 2 0 1 0 0 0 0 0 0 0 0 0 0 4 0 0 0 ^ 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 4 6 0 0 0 0 0 1 0 0 0 0 0 0 0 0 2 0 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 2 ( 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 1 1 0 1 0 0 1 1 0 0 0 0 7 59 34 43 47 22 14 97 1 0 Q •'Total Registered- means the number of men who actually registered for shipping-at the port last month. ••"Registered on the Beach" means thetotal number of men registered at the port at the end of last month. ZB / LOG / February 1981 0 0 0 1 0 1 0 1 0 0 1 0 0 0 0 0 0 0 1 5 - > 44 0 0 0 1 0 1 0 0 0 0 2 0 0 2 0 0 3 0 7 16 106 ^ TAMPA, FLA. Hamilton & Douglas, P.A. 2620 W. Kennedy Blvd. Tampa, Florida 33609 Tele. #(813) 879-9482 ^SAN FRANCISCO, CALIF. John Paul Jennings^ Henning, Walsh & Ritchie 100 Bush Street, Suite 440 San Francisco, California 94104| Tele. #(415) 981-4400 Philip Weltin, Esq. Weltin & Van Dam No. l Ecker Bid. San Francisco, Calif. 94105 Tele.#(415) 777-4500 ST. LOUIS, MO. Gruenberg & Sounders 721 Olive Street St. Louis, Missouri 63101 Tele. #(314) 231-7440 NEW ORLEANS, LA. Barker, Boudreaux, Lamy, Gardner & Foley 1400 Richards Building 837 Gravier Street New Orleans, Louisiana 70112 Tele. #(504) 586-9395 LOS ANGELES, CALIF. Fogel, Julber, Reinhardt & Rothschild 5900 Wilshire Boulevard Los Angeles, California 90036 Tele. #(213) 937-6250 MOBILE, ALA. Simon & Wood 1010 Van Antwerp Building Mobile, Alabama 36602 Tele. #(205) 433-4904 DETROIT, MICH. Victor G. Hansiin 19268 Grand River Avenue Detroit, Michigan 48822 Tele. #(313) 532-1220 GLOUCESTER^ MASS. E^A Orlando A'TVhite Two Main Street Gloucester, Massachusetts 01930| Tele. #(617) 283-8100 SEATTLE, WASH. Vance, Davies, Roberts. Reid & Anderson 100 West Harrison Plaza • Seattle, Washington 98119 Tele. #(206) 285-3610 CHICAGO, ILL. Katz & Friedman 7 South Dearborn Street Chicago, Illinois 60603 Tele. #(312) 263^6330 IJ 1 �• j; = Irate Readers to Log; Button Gwinnett a Liberty Ship, Too! When we ran our story on Waterman's new LASH ship Button Gwinnett (see the Log, Nov., 1980) we had no idea it would evoke the response from our readers that it did. It seems we neglected to mention an earlier SlU-crewed ship by that same name, a Liberty Ship, with a wartime record of service in the Atlantic and Mediterranean sea lanes. Two former crewmembers of the Liberty Button Gwinnett, Willard Pratt and Willard Rowlee, wrote to remind us about that earlier ship named for an obscure signer of the Declaration of Independence.^ They both asked the same question: "How about a follow-up article on the Liberty Ship Button Gwinnett? We felt it was the least we could do to make up for our oversight. So here it is fellas, and with a picture of the old gal to boot! The Liberty Ship Button Gwin­ nett was launched at the South­ eastern Shipbuilding Corp., Savan­ nah, Georgia in May, 1943 as part of the unprecedented American ship­ building program during World War 11. While on the ways she was designated Hull #11 and, like most of the other 88 Libertys built at that yard, was named for a famous Georgian. Others were named for such notables as Thomas Wolfe, Isaac Hopkins, Juliette Low and Casimir Pulaski (a Revolutionary War hero killed during the Battle of Savannah). As a Liberty, the Button Gwinnett measured 441'6" overall with a breadth of 57' and a depth of 34' (draught of 26'10"). She displaced 14,245 tons and had a hauling capacity of 10,500 dwt. Her 2,500 hp. triple expansion, steam recipro­ cating engine gave her a designed service speed of 11 knots (that is, when her bottom was clean!). Owing to extensive welding and ' prefabricated assembly modules, the Button Gwinnett was constructed in about 30 days' time and at a cost of about $2 million. (Some Libertys were launched in less than two weeks, while one—the Robert E. Peary— was launched after just four days and 15 hours!) It was said that the Libertys were "built by the mile and chopped off by the yard." Eyewitness Accounts It would be difficult to detail the wartime experiences of the Button Gwinnett, since most of the deck and engine log books of the Libertys operating at that time have been destroyed. As a result we must rely heavily on the memories of those who sailed her and other Libertys. Willard Rowlee (Bk. #43252, retired) sailed on the Button Gwinne/r as Steward Utility in early 1945. In a recent letter to us he recalled some of his experiences in the ship. • \- • • J The Liberty Ship Button Gwinnett. The New Button Gwinnett, a LASH ship, operated by Waterman. "We had a very eventful trip to it rattled the Button Gwinnett. We Marseilles, France from New York also had a couple of air raids while in France but they didn't come very and Newport News, Va.," he wrote. "It was in January and we went in close." convoy. It was a slow (eight knots) Though the Libertys have been and rough crossing. credited with making the difference "As we lined up in three columns between victory and 'defeat, those to enter the Straits of Gibraltar at who sailed them will admit they high noon it got kind of noisy. The tended to bounce around some in nearest two ships port side, a Liberty rough seas. Willard Rowlee remem­ Ship and a tanker, were hit. 1 have bers one weather-related incident never known if it was mines or that occurred in the Button Gwin­ torpedoes but the escort ships were nett: dropping depth charges so close they "1 do remember that it had a coal seemed to raise their fantails right galley stove and 1 would get one half out of the water, not to mention how hour overtime each day for starting the fire and getting ready for breakfast. I also remember a lot of pitching and rolling one night, and when I went to the galley the next morning the deck was awash with dirty sea water and the pots and pans were floating all over the place. I think breakfast was a little late that day." During World War II, the Button Gwinnett was operated by the South Atlantic Steamship Line. When the war ended. South Atlantic con­ tinued operating the ship until 1948 when she was placed in the reserve fleet in Wilmington, N.C. She was not withdrawn again from the reserve until she went for scrapping in Panama City in December, 1968. It was during the ship's last year of operation that Seafarer Willard Pratt sailed in the Liberty Button Gwinnett as oiler. Though the passage of time and "countless" other voyages and ships have made it difficult for Pratt to recall much about the one voyage he made in the Button Gwinnett, the ship left an impression with him nonetheless. It was, after all, Pratt who wrote to us saying we had "failed entirely to mention a certain beautiful old Liberty." Beautiful? Well, in spite of President Franklin Roosevelt's labeling the LibertysUgly Duck- ' lings", there are many seamen, such as Willard Pratt, who would beg to disagree. One last note: when the Wilming­ ton Reserve Fleet was phased out in 1968 all the remaining 22 ships (all Libertys, including the Button Gwinnett) were sold together in a lot for $600,000. That's just under $28,000 per ship. Now all but a few of the original 2,700 and some odd Liberty Ships are gone (the most notable excep­ tion being the fully restored museum ship Jeremiah O'Brian now oper­ ated by the National Park Service in San Francisco.) But, as we found out recently from a couple of our readers, the memories are going strong! ... ( :^1'. •V ' • "'r-, ' V Uiaiiliiliiri Rnillir trHt MK DEC. 1-31,1980 •TOTAL REGISTERED All Groups Class A Class B Class C , Algonac (Hdqs.). 36 9 3 Algonac (Hdqs.). 21 9 3 TOTAL SHIPPED All Groups Class A ^assB Class C ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT 58 62 4 29 13 7 ENGINE DEPARTMENT 42 29 0 20 9 5 1 4 8 0 0 . 22 58 24 ToWsAllbepartmerrts... 91 68 11 117 107 5 •'Total Registered" means the number of men who actually registered for shippingat the port last month. ••"Registered on the Beach" means the total number of men registered at the port atthe end of last month. 75 88 36 STEWARD DEPARTMENT Algonac (Hdqs.). 6 3 0 Algonac (Hdqs.). 28 47 5 17 16 ENTRY DEPARTMENT , 0 0 February 1981 / LOG / 29 -ii. �.> Recertified Bo­ sun James Joseph I Gorman, 52, drowned while fishing offa boat in St. George's Inlet, Jacksonville on Sept. 13. Brother Gorman joined the SIU in 1947 in the port of New York sailing 35 years. He graduated from the Union's Recertified Bosuns Program in 1977. Seafarer Gorman also sailed in World War II and he sailed for Crowley Maritime in 1978 on the tug Gauntlet. A native of New York City, he was a resident of Jacksonville. Interment was in Riverside Memorial Park Cemetery, Jacksonville. Surviving are his parents, Mr. and Mrs. Frank and Mary Gorman and a brother, Frank of Miami and Harbor City, Calif. Ronald Eugene Hayes, 31, died in University Hospi­ tal, Jacksonville on July 15. Brother Hayes joined the SIU in the port of Baltimore in 1967 (sailing as a. FOWT. He was bom in Baltimore and was a resident of St. Augustine, Fla. and Jacksonville. Burial was in San Lorenzo Cemetery, St. Augustine. Surviving are his mother, Evelyn of St. Augustine; his father, Paul and his sister, Linda. ciyde Wilson Marriner Jr., 27. died of multiple internal injuries in Mary view Hospi­ tal, Portsmouth, Va. when his motorcycle was hit by a car in Chesapeake,- Va. on Aug. 23. Brother Marriner joined the SIU in 1978 sailing as a wiper after his graduation from Piney Point. He was born in Ports­ mouth and was a resident of Norfolk and Portsmouth. Burial was in the Olive Branch Cemetery, Portsmouth. Surviv­ ing are his mother, Mrs. Dorothy M. Taree of Newark, N.J.; his father. Seafarer Clyde W. Marriner Sr. of Portsmouth; an uncle, James Marriner and a grandmother. li;-^.--V.-t^.- ..,V^. Pensioner Jo­ seph John Keat­ ing, 70, died of cancer in Callicon, N.Y. on Aug. 31. Brother Keating [ joined the SIU in 1941 in the port of New York sailing as a chief electrician and 3rd assistant engineer. He walked the picketline in the 1961 N.Y. Harbor beef. Seafarer Keating also owned a printing business. Born in New York State, he was a resident of Whiting, N.J. Burial was in Hardyston (N.Y.) Cemeteiy, Sullivan County. Surviving are his widow, Mary and his uncle, John Keating of the Bronx, N. Y. Roy Joseph Kelly, 58, died of heart-lung failure in the Baltimore USPHS Hospital on May 6. Brother Kelly joined the SlU in 1944 in the port of New Orleans sailing as a bosun. He Was a former member of the SUP and the, IBU. Seafarer Kelly was a veteran of the U.S. Navy in World War II. He was born in Memphis, Tenn. and was a resident of Baltimore. Interment was in the National Cemetery, Memphis. Surviving are his mother. Pearl of Memphis; a daughter, Mrs. Betty Ackerman of Coldwater, Miss, and three sisters, Mrs. James H. Young Jr. of Memphis, Mrs. Mary Olgivie, also of Memphis and Mrs. Cecelia Wolfe of Vienna, Va. Pensioner Alex­ ander Kingsepp, 78, passed away from natural causes on Nov. 1. Brother Kingsepp I joined the SIU in 1943 in the port of New York sailing as an oiler. He sailed 34 years. Seafarer Kingsepp was on the picketlines in the 1961 N.Y. Harbor strike and the 1962 Robin Line beef. A native of Estonia, USSR, he was a resident of Lakewood, N.J. Surviving is his widow, Anna. Pensioner Jose Gabine Galarza, 86, passed away from a pulmonary ailment in_ the Chalmette (La.) General Hospital on Feb. 9. Brother Galarza joined the SIU in 1938 in the port of New Orleans sailing as an AB. He sailed 39 years. Seafarer Galarza was a veteran of the post-World War I U.S. Army. Born in Ascension, Paraguay, he was a resident of St. Bernard, La. Burial was in St. Bernard Memorial Gardens Cemetery. Surviving are two sons, Joseph Jr. of New Orleans and Ronald; a daughter, Mrs. Alice G. VonHolden of St. Bernard and a brother, Ramon. James Patrick McNeely, 51, died of pneumonia in the Tampa Me­ morial Hospital on Mar. 9. Brother McNeely joined the SIU in 1945 in the port of New York sailing as a tankerman and pilot. He sailed as a recertified bosun and mate on the hydro tug Zanzibar (Constmction Aggregates) from 1961 to 1979. Seafarer McNeely also ^iled on the Dredge Ezra in 1979 and iheDredge Long Island. And he sailed from 1971 to 1979 as.a mate for Great Lakes Tug and Dredge and was on the Sea-Land Shoregang, Elizabeth, N.J. from 1972to 1974. In 1961, he was on the picketline in the N.Y. Harbor beef. Born in Brooklyn, N.Y., he was a resident of Port Richey, Fla. Cremation took place in the Wash­ ington Memorial Park Crematory, Coram, N.Y. Surviving are his widovv, Catherine; two sons, James Jr. and Steven and five daughters, Li.nda, Eileen, Lorraine, Cathy and Barbara. Henry Dean McRorie, 51, died of a heart attack in St. Luke's Hospi­ tal, Jacksonville on Oct. 14. Broth­ er McRorie joined the SIU in 1946 in the port of Nor­ folk sailing as a QMED. He also sailed during the Vietnam War. Seafarer McRorie was a veteran of the U.S. Air Forces in the Korean War. A native of Anderson, N.C., he was a resident of Norfolk and Monroe, N.C. Burial was in Lakeland Memorial Park Cemetery, Monroe. Surviving is his mother, Mrs. Minnie T. Bivene of Monroe. Pensio ner James Crist Mitchen, 59, died at home in New Orleans on July 19. Brother Mitch­ ell joined the SIU in 1944 in the port of Norfolk sailing as a bosun and 3rd mate. He was an organizer in the Isthmian Line drive. Seafarer Mitchell was also a poet and mechanical draftsman. And he was a veteran of the U.S. Regular Army in World War 11. Bom in Gettysburg, Pa., he was a resident there. Cremation took place in the St. John Crematory, New Orleans. Surviving are his mother, Anna; his father, C. D. Mitchell of Gettysburg; two brothers, George of Adams, Pa. and Richard of York Springs, Pa. and a sister, Mrs. Lorna Yingling of Gettysburg. Jeffrey David Hess, 24, died of multiple injuries in St. Mary's Hospi­ tal, Leonafdtown, Md. on Nov. 6 when his motor­ cycle hit a fixed object in St. Mary's, Md. He was, attending an AB upgrading class at the Point at the time. Brother Hess joined the SIU in 1978 following his graduation from the HLS. He sailed as an OS aboard the LNG Capricorn (Energy Transportation) in 1980 and the LNG Aquarius (Energy Transportation) in 1978. Seafarer Hess was born in Lansing, Mich, and was a resident there. Interment was in Deepdale Cemetery, Lansing. Surviving are his mother, Mrs. Ruth J. Dale of •Lansing and his father, Reuben of Pennsylvania. Pensioner Wil­ liam Airtry, Jr., 49, died of a heart J, attack in New Orleans on Oqt. 28. Brother Autry joined the SIU in the port of Mobile in 1956 sailing last as a chief steward. He graduated from the Andrew Fumseth Training School, Mobile in 1958. Seafarer Autry applied for nomination to the general election of Union officers in 1971. He was a veteran of the U.S. Army during the Korean War. Born in Mobile, he was a resident of New Orleans. Interment was in Penn Hill Cemetery, Mobile. Surviving are his widow, Mary; a son, William Jr. of University, Ala.; his mother, Jeannette, and hi^ father, William Sr. of Mobile. Oliver Russell Celestlne, 61, died while serving on the SS Anchorage (Sea-Land) on 1 Apr. 14. Brother Celestine joined the SIU in 1944 in 'the port of New Orleans sailing as a chief steward. Celestine sailed for 32 years. He also rode the Robin Line. Seafarer Celestine hit the bricks in the 1961 N.Y. Harbor beef. A native of Houma, La., he was a resident of New York City. Burial was in McDonoghville Cemetery, Gretna, La. Surviving are his widow, Lenese, and his mother, Ruth of New Orleans. Pensioner Roy Ellis Curtis, 70, passed away from arteriosclerosis in IsSt. Mary's Hospi­ tal, Port Arthur, Tex. Brother Curtis joined the SIU in the port of Houston in 1959sailing as a 3rd cook. He was bom in Georgetown, Tex. aiid was a resident of Port Arthur. Seafarer Curtis also sailed as a wiper. Interment was in Greenlawn Memorial Park Cem­ etery, Port Arthur. Surviving are his widow. Alma; a daughter, Mrs. Mary Garland of Port Arthur and his mother, Mrs. Addie Tyler, also of Port Arthur. Joseph Remko, 59, died of heartlung failure in the Baltimore US­ PHS Hospital on Oct. 25. Brother Remko joined the SIU in the port of Baltimore in 1955 sailing as a FOWT. He was a veteran of the U.S. Navy in World War II. Seafarer Remko was bom in Fenrtsylvania and was a resident of Baltimore. Interment' was in Glen Haven Memorial Park Cemetery, Glen Burnie, Md. Surviving are his widow, Betty; a son, Joseph Jr. and his parents, Mr. and Mrs. Wesley and Eva Remko. Pensioner Eu­ gene Chinaros Ollvares Salvador, 76, succumbed to 1 asthma at home in Kenner, La. on Sept. 28. Brother Salvador joined the SIU in the port of New York in 1953 sailing as a chief steward. He was bom in the Philippine Islands. Cremation took place in the St. Vincent de Paul Cemetery No. 2 Cre­ matory. Surviving is his widow. Myrtle. William Seltzer, 62, died in the Staten Is. (N.Y.) USPHS Hospital on Sept. 6. Brother Seltzer joined the SIU in 1942 in the port of Mobile sailing as a chief steward. He was born in Alabama and was a resident of the Bronx, N.Y. Burial was in Fair Lawn (N.J.) Cemetery. Sur­ viving are his father, John of the Bronx; two brothers, Clovis of Mobile and Johnnie Jr. also of the Bronx and a sis­ ter, Mrs. Catherine Conway of Mobile. 30 / LOG / February 1981 m �m Pensioner W«l! ter Frank Russell Sr., 64, died of I heart failure at i home in Houston on Aug. 27. Broth­ er Russell joined ; the Union in the 1 port of Houston in 1956 sailing a7a deckhand for G&H Towing from 1956 to 1977. He was a former member of the Teamsters UnionLocal 940, Galveston from 1946 to 1956. And he was a veteran of the^U.S. Navy in World War 11. Boatman Russell was born in Danville, 111. Cremation took place in the Brooksidb Crematory, Houston. Surviving are his widow, Pauline; a son, Walter Jr. of Houston; four daughters, Helen, Deborah, Ada and Paulette and a brother, WUbur. Lyman Ong, 56, died of heart fail­ ure in the Univer­ sity of California Hospital, * San Francisco on Aug. 2. Brother On^ first sailed on the West Coast in 7952. He joined the SlU-merged Marine Cooks and Stewards Union in 1950 sailing as an officers' waiter for the American President Line and the States Steamship Co. Ong was a veteran of the U.S. Army in World War 11. Born in San Francisco, he was a resident there. Burial was in Olivet Memorial Park Cemetery, Colma, Calif. Surviving are his mother, Quan Shee Ong of San Francisco; a brother, Algernon of San Diego, Calif, and a sister, Evangeline Dang, also of San Francisco. Pensioner John Frank Murphy, 62, died of cancer in Christ Hospital, Oaklawn, 111. on Sept. 18. Brother Murphyjoined the Union in the port of Chicago in 1961 sailing as an oiler and deckhand for the Great Lakes Dredge and Dock Co. in 1948 and for the Great Lakes Towing Co. from 1937 to 1979. He was born in Chicago and was a resident of Coloma, Mich. Interment was in Holy Sepulchre Cemetery, Worth, 111. Surviving are his widow, Margaret of Chicago and four daughters, Mrs. Margaret Hanrahan, Mrs. Joan Sutton, Mary and Shirley. Pensioner John I Marvin Keech,63, succumbed to a stroke in the Pungo District Hospital, Belhaven, N.C. on Apr. 1. Brother Keech joined the Union in the port of Norfolk in 1961 sailingasa chief engineer for McAllister Brothers from 1955 to 1979. He was also fisherman for the Belhaven Fish and Oyster Co. from 1949 to 1955. Boatman Keech was also a member of the SIU Fishermen's and Seafood Workers Onion-Atlantic Coast Division and the UMW's Marine Workers Local. A native of Belhaven, he was a resident ihere. Interment was in the Odd Fellows Cemetery, Belhaven. Surviving are his widow, Geneva; a daughter, Dorothy; a grandson, John Dodd Hague and a ''r"'her, Jesse of Belhaven. ---.loa Pensioner Rob­ ert Stanley McKenney, 67, died of heart-lung fail­ ure in the Penin­ sula General Hospital, Salis­ bury, Md. on July 19. Brother McKenney joined the Union in the port of Baltimore in 1957 sailing as a chief engi­ neer for Baker Whiteley Towing from 1967 to 1972. He was a former member of the ILA Local 1510. Boatman McKenney was born in Northeast, Md., and was a resident of Baltimore. Burial was in Parkwood Cemetery, Baltimore. Surviving are his widow. Vera and a son, Ronald. Ira Lee Perine, 65, was dead on arrival of a heart attack at the Jack­ son (Ala.) Hospi­ tal on June 22. Brother Perine I joined the' Union in the port of Mobile in 1957 sailing as a deckhand and cook for Radcliffe Materials from 1955 to 1980. He was a former member of a AFL-CIO construction union. Boatman Perine was born in Choctaw Bluff, Ala. and was a resident of Jack­ son. Interment was in New Canaan Cemetery, Jackson. Surviving are his widow. Ever Mae and a son, Joseph of Choctaw Bluff. Pensioner Rich­ ard Herman DedI hus, 94, passed away from influ­ enza in the Ed^ monds Villa Care Center, Snoho­ mish County, Seattle, Wash, on Feb. 9. Brother Deditus joined the Union in the port of Seattle saUing as a chief cook and baker. His artifacts were donated to the San Francisco Maritime Museum archives. He started sailing on the West Coast in 1934. In 1936-7, he sailed on the last ship to sail 'round the world before World War II the SS President Harrison (APL>Just before the war he sailed to Hawaii and to Alaska on the SS Baranoff. He was on the picketline in the Maritime Federal Pacific Coast beef. And he held the Pacific War Zone Medal of WW II. Bom in Briesen, Germany, he became a naturalized U.S. citizen in 1939 ' and he was a resident of Seattle. Burial was in the Rose Garden of Greenland. Cemetery, Mt. Lake 10, Wash. Surviv­ ing are his widow, Mary; a son, Raymond of Spokane, Wash.; a daughter, Mrs. June Nelson of Lynwood. Wash.; a sister, Mrs. Anna Kretchmer of Germany; five grand­ children and eight great-grandchildren. Pensioner Cello "Cecil" "Champ" Moranl, 72, passed away from heart failure at home in Petaluma, Calif, on May 24. Brother Morani joined the Union (MC&S) during World War 11m the port of San Francisco sailing as a rooin steward for 35 ye^s. He first sailed on the West Coast in 1941. Morani was quite a baseball hitter. He was born in Illinois. Cremation took place in Cypress Hill Memorial Park Cemetery, Petaluma. Surviving are three brothers, Louis of San Francisco and Albert and Frank of Fairfax, Calif. Jack Arthur I Stevenson, 22, died when his mo­ torcycle hit a fixed object in Harris, Tex. on Sept. 10. Brother Stevenson {joined the SIU in _ 1978 after he grad^ted from the^HLS where he was a tour guide for bosuns and Boy Scouts. He sailed as a tankerman and pumpman. Seafarer Stevenson was born in Altoona. Pa. and was a resident of Winter Park, Fla. Burial was in Glen Haven Memorial Park Cemetery, Winter Park. Surviving are his parents, Mr. and Mrs. Samuel and Alice Stevenson of Winter Park and a brother. Pensioner Al­ bert Eugene Stout, 80, passed away from pneumonia on Sept. 16. Broth­ er Stout joined the SIU in the port of New Orleans in 1955 sailing as a pumprtian. He sailed 18 years. Seafarer Stout was a veteran of the U.S. Navy in World War II. Bom in Nashville, Tenn., he was a resident of Algiers, La. Surviv­ ing is a daughter, Mrs. Juanita S. Keller of Marrero, La. Leroy Edward j Schmidt, 57, died of pneumonia in jthe Harborview I Medical Center, j Seattle on Aug. 12. Brother Schmidt I joined the Union I in the port of Seat­ tle in 1954 sailing as an AB for SeaLand from 1962 to 1980. He sailed 40 years. Lakp-Schmidt was born in Menominee,^ich. and was a resident of Seattle. Cremation took place in the Washington Memorial Park Crematory, Seattle. Surviving are his mother, Marie of Menominee; a brother, Amold of Racine, Wise, and a sister, Mrs. Evelyn Beach of Spokane, Wash. Pensioner Vernor Rudolf Ylitalo, 63, died in the Memorial Med­ ical Center, Ash- . land. Wise, on Sept. 9. Brother Francis John Ylitalo joined the Wagner, 26, died Union in the jjort of multiple injuries of Sault Ste. Marie, Mich.-in 1961 sail­ sustained in an ^ auto accident in ing as an AB and tankerman. Also he worked for the Great Lakes Dredge and Philadelphia on Dock Co. He was a member of the SIU Sept. 20. Brother from 1947 to 1956. Laker Ylitalo was a Wagner joined the SIU in 1975 fol­ veteran of the U.S. Coast Guard in World War II. A native of Marengo, lowing his graduation from Piney Point Wise., he was a resident of Ironwood, sailing as an AB. He was born in Phila­ Mich. Burial was in Riverside Ceme­ delphia and was a resident there. Surviv­ tery, Ironwood. Surviving are his ing is his mother, Mrs. Helen di Battista "widow, Rauha and a daughter, Susan. of Philadelphia; his father, Robert; sis­ ter, Roseann, also of Philadelphia; a Pensioner Cal­ brother and four other sisters. vin Curtis Harris, 62, died of a heart Saleh Moham' attack in the Bay ed Barbara, 44, Minetta (Ala.) Indied of a brain tu­ , firmary on Aug. mor in the Harper 31. Brother Harris Hospital, Detroit joined the Union I on Oct. I. Brother in the port of Mo­ Harhara joined bile in 1956 sailing as a cook for Rad­ I the Union in the cliffe Materials from 1951 to 1979. He port of Detroit in 1971 sailing as a FQWT. He was born in "was also a Dozier operator. Boatman Harris was born in Uriah, Ala. and was Aden and was a resident of Detroit. a resident of Bay Minette. Burial was in Burial was in the Mt. Hope Memorial Mineola Cemetery, Uriah. Surviving Gardens Cemetery, Crimean Turks Sec­ are his widow, Margie and a son, Glenn. tion, Liyonia, Mich. Surviving are his widow, Miriam; two brothers, Mohsin Pensioner Jo­ of Dearborn, Mich, and Ahmed Saef of seph Antonio JarChicago, 111. dine, 63, died at home in Philadel­ Raul Manfredo phia on Sept. 5. Agullar, 58, died Brother Jardine of cancer in the joined the Union Booth Memorial Medical Center, Flushing, Queens, N.Y. on Oct. 17. Brother Aguilar I joined the SIU in the port of New York in 1957 sailing as a chief electrician. He was born in Honduras and was a resident of Forest Hills, Queens, N.Y. Burial was in St. Raymond's Cemetery, the Bronx, N.Y. Surviving are his widow, Cleofe; two sons, Raul Jr. and Francisco and a daughter, Mrs, Mary Ann Santiago. adelphia in 1951 sailing as a deckhand and oiler for Tay­ lor and Anderson from 1959to 1974and the Warner Co. from 1949 to 1958. He was a former member of the NMU. Boatman Jardine was born in Prov­ idence, R.l. Interment was in Holy Cross Cemetery, Yeadon, Pa. Surviving are his widow, Regina; three sons, Dominick of Philadelphia, Thomas and Joseph Jr. and two daughters, Deborah and Francesca of Gary, Ind. February 1981 / LOG / 31 �Michael R. La Gasse Andrew Noreikat S eafarer Andrew Norei­ kat, 25, gradu­ ated from the HLS in 1976. He sails as an AB. Brother Norei­ kat earned the lifeboat, fire­ fighting and CPR endorsements. He ships out of the port of Wilmington. Joe Mispacel James Wadsworth Seafarer James Wadsworth, 25, grad­ uated from the Harry Lundeberg School of Seamanship Entry Trainee Program, Piney Point, Md. ip 1973. Brother Wadsworth upgraded to 3rd cook there in 1975. He holds the lifeboat, firefighting and cardio-pulmonary resuscitation (CPR) tickets. Wadsworth lives in Jacksonville and ships out of that port. Orlando Flores • J Seafarer Or­ lando Flores, 24, graduated from the Lundeberg School Entry Trainee Pro­ gram in 1976. He upgraded there to fi remanwatertender (FQWT) in 1978. Brother Flores earned the firefighting, lifeboat and CPR endorsements. Flores lives and ships out of the port of San Juan, Puerto Rico. Todd R. Peden •» t Seafarer Todd R. Peden, 26, is a 1977 graduate of the H L S S. Trainee Pro­ gram. Brother Peden now sails as an AB. He has the firefighting, lifeboat and CPR tickets. Peden resides in Pittsburgh, Pa. and ships out of the port of Wilmington, Calif. Seafarer Joe Mispacel, 25, is a 1977 graduate of Piney Point. Brother Mispa­ cel upgraded to FQWT there the same year. He has the firefight­ ing, lifeboat and CPR tickets. Born in St. Louis, he lives in Waukesha, Wise, and ships out of all ports. Kevin W. Thatcher Seafarer Kevin W. ThatI cher, 24, gradu­ ated from the HLS in 1978. He upgraded to cook and baker therein 1979 and to chief cook in 1980. Brother Thatcher acquired the LNG, fire­ fighting, lifeboat and CPR endorse­ ments. Thatcher has rode the LNG Gemini (Energy Transport), LNG El Paso Southern and LNG El Paso Arzew. A resident of Staten Is., N.Y., he ships out of the port of New Yoi-k. Anthony MIgllara Seafarer An­ thony Migliara, 125, is a 1978 graduate of Piney Point. Brother Mig­ liara upgraded to AB there in 1979. He is a I holder of the CPR, lifeboat and firefighting tickets. Migliara lives in Ridge, L.I., N.Y. and ships out of the port of New York. Christopher Chubb Seafarer Christopher Seafarer Chubb, 22< is a Charles Foley, 1978 graduate of 26, graduated the HLS Entry f.f!- Trainee ProL from the HLSS m in 1976. He sails gram. Brother F as an AB. Bro'Chubb up­ ' ther Foley graded to 3rd V earned the lifeI cook there in boat, firefight- 1980. He has the lifeboat, firefight­ il I ing and CPR ing and CPR tickets. Born in New endorsements. A resident of Balti­ York, he resides in St. Louis and more, he ships out of that port. ships out of the port of New York. Charles Foley i il 32 / LOG / February 1981 iS Jack Wayne Andrews Seafarer Jack Seafarer Wayne Andrews, Michael R. La 21, in 1978 grad­ Gasse, gradu­ uated from the ated from Piney Lundeberg Point in 1978. School. He up,Br,other La Gasse upgraded graded to to AB there. He FOWT there in holds the fire­ 1979. Brother fighting, lifeboat Andrews up­ and CPR tickets. And he earned his graded to QMED at the HLS last General Education Diploma (GED) month. Andrews has the lifeboat, at Piney Point. A native of New firefighting and CPR endorsements. York, La Gasse lives in Brooklyn, Born in Baltimore, he lives there and N.Y. and ships out of the port of ships out of the port of New York. New York. •IP % Robert Shaw Salvatbre A. Ventura Seafarer Robert Shaw, 25, was gradu­ ated by the HLS in 1976. Brother Shaw upgraded to AB there in 11979. He holds the tankerman, llifeboat, fire­ fighting and CPR tickets. Born in New Jersey, he ships out of the port of New York. Seafarer Salvatore A. Ventura, 20, graduated from Piney Point in 1978. He sails as an AB. Brother Ventura earned pthe firefighting, lifeboat and CPR endorsements. He was born in St, Louis, Mo. and ships out of the port of New York. Notice On Shipping Procedures (Deep Sea) Whon throwins In for work man who passass Lifabaatduring a Job cali at any SlU man andaraamant by tha Hiring Haii, aaamon must pro- United States Coast Quard. duco tho fdiiowing: The Saafarars Appeals Board « mambaraiiip cartifieata may waive tha pracading san(whara paaaaaaad) tanca whan, in the sola Judg­ • ragiatratian card ment at the Board, undue • ciiniacard hardship will result or axtsnu• seaman's papers ating circMmstancas warrant • vslidi up^to-data paaapart ai^waivar." In addKian, whan asalgnlng Alaa,.ali entry rated mama Jab tha dispatehar will com­ Imrs must show their last six ply with the iaiiawing Saetian months dischargaa. 5, Subsaatian 7 of tha Sill Further, tha Saafarars Ap­ Shipping Ruias: peals Board has ruled that "C ' "Within each class of sanlar- claaaificatian seaman may ity rating in ovary Depart­ only ragistar and sail as entry ment, priority far entry rating ratings in only ana dapartJaba shall be givan to ail mant." Get qualified for the good pay and working conditions aboard these high technology ships. Contact the SHLSS Admissions Office to enroll in the next LNG course. �VIRGO (Apex Marine), December 21—Chairman, Recertified Bosun Perry Burnette; Secretary E. Kelly; Educational Director James H. Badson; Engine Delegate O. Zandrono; Steward Delegate James Reeves. No disputed OT. Chairman extended his apprecia,tion for a fine crew and advised all to read the Log so you will he aware of what is going on in the Union. A vote of thanks to the steward department. Observed one minute of silence in memory of our departed brothers. SEA-LAND PIONEER (Sea-Land Service), December 7—Chairman Law­ rence Ruel; Secretary O. Paschal; Educational Director Jeffrey Christensen; Deck Delegate James Thompson. No disputed OT. $14 in ship's fund. Chairman extended a thank you to the Secretary Treasurer's office for for­ warding SlU official ballots to members who requested same. They were received in Dubai on November 29, 1980. Movie films were exchanged in Dubai for new ones. The crew finds the movies both entertaining and relaxing. The chair­ man again emphasized the importance of safety aboard ship and would appreciate it if the members would report to hiip any conditions that they ' deem unsafe. A vote of thanks to the steward department for excellent meals. Next port Naples. SEA-LAND DEFENDER (SeaBALTIMORE (Sea-Land Service), HOUSTON (Sea-Land Service), De­ Land Service), December 14—Chair­ December 21—Chairm'an Tan Joon; cember 28—Chairman, Recertified Bo­ man, Recertified Bosun T. Price; Secretary George W. Gibbons; Educasun Basilio Maldonado; Secretary H. Secretary A. Reasko. No disputed OT. • tional Director W. J. Dunnigan; Ortiz. No disputed OT. Chairman" All mail that was received from Steward Delegate Stonewall Jackson advised all members who qualify to headquarters is posted on the bulletin Some disputed OT in deck department. upgrade as soon as they can. Secretary board. Chairman discussed the benefits $15.25 in ship's fund. Chairman re­ reported on behalf of the SI U all of our of going to Piney Point to upgrade and ported on the sad news that was received wishes to all of our brothers at sea and all those who qualify should attend. The about the death of our Brother Ralph PANAMA (Sea-Land Service), De­ ashore for continued cooperation with chief steward has the applications for Quinnonez and our fellow brothers that our President Frank Drozak and the cember 7—Chairman, Recertified Boupgrading and for LNG school. The were lost on the SS Poet. A cable was sua M. Kerngood; Secretary J. F; Union staff. Working together, we can importance of donating to SPAD was received and posted about the jaise in Miller. No disputed OT. Chairman achieve our objectives for the New Year. also noted. The chief steward extended a pay and overtime. Discussed the discussed the importance of safety A vote of thanks to the steward vote of thanks to all hands for keeping importance of donating to SPAD. A aboard ship and noted that accidents do department for the good service on the the crew lounge clean. Observed one vote of thanks to the deck department - Holidays, the special Christmas and occur due to carelessness. Also sug­ minute of silence in memory of our for helping to keep the pantry and gested that those who qualify should go Thanksgiving dinners. departed brothers. to Piney Point to. upgrade. A vote of messroom clean. The crew and the LNG LEO (Energy Transport), thanks to the steward department for a officers had a very happy Christmas SEA-LAND EXPRESS (Sea-Land December 1—Chairman, Recertified Job well done. Next port Piraeus. with plenty, of food. Service), December 26—Chairman, A. Bosun David LaFrance; Secretary Lasnansky; Secretary S. Brown; Edu­ Official ship's minutes were also< WILLIAM HOOPER (Waterman Henry Jones, Jr.; Educational Director cational Director E. Foreman; Deck received from the following vessels: Steamship), December 14—Chairman, Kenneth Linah; Engine Delegate Clif­ Dele^te D. Davis; Engine Delegate Recertified Bosun T. J. Hilburn; ford Hall; Deck Delegate O. C. Wiley. Overseas Harriette Allen George; Steward Delegate Her­ Secretary Don Collins; Educational $130 in ship's fund. No disputed OT. Williamsburg bert Allen. No disputed OT. Secretary Director P. Thomas; Deck Delegate W. Chairman requested all to maintain Sea-Land Freedom noted that a wire was received about the Becher; Engine Delegate M. Beasley; safety watch and to report all hazards at Santa Lucia cost of living increase on wages and Steward Delegate C. Smith. No dis­ once. Brother William Mullins brought Sea-Land Independence overtime. Also received was a holiday puted OT, in deck or steward depart­ up motion of shipping LNG jobs frpm Ogden Columbia greeting from our President Frank ments. Secretary thanketj the new OS Japan and a letter was forwarded to Potomac Drozak. All members were also en­ for bringing the Log from the Harry headquarters. A vote of thanks to the Montpelier Victory couraged to take advantage of the Lundeberg School in Piney Point. steward department for a nice Thanks­ Charleston upgrading courses at Piney Point.A vote Several articles of interest were noted in giving dinner, also for our pool parties Sea-Land Resource of thanks to the steward department for Log for the crew to read and also which are enjoyed by all. Observed one Philadelphia a job well done. Report to Log: "Hats . brought to their attention was the minute of silence in memory of our Santa Adela off to Piney Point and to Josette .Van picture of the dragon eating seamen's departed brothers and sisters. An extra Overseas Juneau Fleet, GSU crew mess for doing an papers up with the seaman who becomes minute of silence was observed for the Mayaguez excellent job. She is appreciated and involved in drugs. A vote of thanks to crew of the 55 Poet and our past Transcolorado respected by all crewmembers. She is an the steward and his department forajob President Paul Hall. Next port BonDel Cam po October 1980 Piney Point graduate. well done. A general discussion was held tang. Overseas Washington This is a first for me working with a on the loss of the SS Poet. The crew Aleutian Developer POINT SUSAN (Point Shipping), woman in the steward department. S. sends their deepest regrets to the Merrimac December 8—Chairman C. J. Dockrey; Brown, Steward." Next port Pt. Ever­ families and loved ones of the crew of Sea-Land Voyager Secretary L. Gadson; Educational glades. • the Poet. Next port New York. Del Viento Director A. Thaxton. Some disputed Santa Cruz SANTA CLARA (Delta Lines), OT in engine department. $6 in ship's AGUADILLA (Puerto Rico Ma­ Santa Elena December 21—Chairman R. O. Brad­ fund. Chairman discussed the benefits rine), December 3—Chairman, Recerti­ Boston ford; Secretary W. J. Fitch; Educational that will come from voting for the fied Bosun Victor Carbone; Secretary Overseas Ulla Director F. Diaz. $14 in ship's fund. No increase in Union dues which is being Frank Vega; Steward Delegate J. Sea-Land Economy disputed OT. Chairman advised all requested because of the cost of Romero. No disputed OT. A vote of Sea-Land Market members to read the Log to know what operations that has gone up and the cost thanks to the steward department for a Sea-Land Pacer is going ori in the Union. There was a to keep our Union halls open. A vote of job well done. Observed one minute of Delta Sud confirmation on the cost of living thanks to the steward department for a silence in memory of our departed Overseas Aleutian increase. Secretary handed out repair job well done. Next port Tampa. brothers and sisters. An extra minute in Overseas Chicago lists which should be made out and memory of the brothers we lost on the Overseas Alice turned in. A vote of thanks to the' 55 Poet. Our condolences to their OVERSEAS VALDEZ (Maritime Ogden Yukon stewartf department for the splendid families and friends. Next port San Overseas), December 30—Chairman Sea-Land Endurance Holiday dinners. Observed one minute Juan. Henry Jones; Secretary P. L. Hunt; •Sea-Land Innovator of silence in memory of our departed Educational Director Harry Granger; Sea-Land Liberator brothers. Engine Delegate Charles Gallagher. $50 SEA-LAND LEADER (Sea-Land LNG Gemini in ship's fund. $560 in movie fund. No Service), December 7—Chairman Wil­ Walter Rice LNG TAURUS (Energy Transport), disputed OT. Chairman praised the liam Burgess; Secretary O. B. Smith; Capricorn December 22—Chairman Howard whole crew as a fine group of sailors and Engine Delegate Frank Keller; Steward Button Gwinnett Webber; Secretary E. L. Haber; Deck wanted to especially thank the deck Delegate Steve Murawski. $121 in ship's Overseas Anchorage Delegate John Davis; Engine Delegate department for the good job they did fund. Some disputed OT in deck and Overseas Vivian Jose Vargas; Steward Delegate Patrick and for remaining ori their good engine departments. The chairman was Cove Communicator Geary. $355 in ship's fund. No disputed behavior during the entire trip. Thanked taken off ill in Algeciras, Spain. The Tamara Guilden OT. Chairman suggests that all mem­ the crew for keeping the messhall clean LNG Capricorn bers read the Log to keep up with what is acting chairman urged all those who and cooperating with the steward need upgrading to avail themselves of Maryland ping on in the Union. Also the department. Also received news of pay the opportunity offered at Piney Point. Mount Vernon Victory importance of donating to SPAD was •raise, cost of living, along with Holiday They should register for the classes as JPoint Julie discussed. Observed one minute of extra greetings from Frank Drozak. A vote of early as possible. Also stressed was the UST Pacific silence in memory of our departed thanks from the second pumpman and importance of SPAD and to participate Ogden Traveler Captain. A vote of thanks to the steward the crew for a fine Christmas and in other Union activities. Observed one Sea-Land Exchange department for a job well done and also Thanksgiving, dinner. Next port Port minute of silence in memory of our Transcolumhia for the very enjoyable pool parties. Next Arthur. departed brothers and sisters. port Nagasaki. February 1981 / LOG / 33 i-. �serving another 5-month waiting period, provided your second dis­ ability is expected to last 12 months or more. Payments you may be receiving as military disability pay are not offset "i • •l' i : I ./ • against Social Security benefits. Combined Worker's Compensation and Social Security benefits cannot go above 80% of your total average earnings before you became dis­ abled. Santa Clara Committee i } disability, and this disability has lasted, or can be expected to last, not less than 12 months. And you must be "fully insured" and also have had 5 years (20 quarters) of coverage in If yoM .should become severely dis­ the last 10 years prior to your abled, yov! can start drawing disability. A worker who becomes disabled monthiV Social Security benefits between 24 and .31 can qualify for (after a 5-month waiting period) just as if you had reached retirement age. disability benefits if he worked in Your dependents can also draw one half of the quarters between the time he is 21 and the time he is benefits. The time element in applying for disabled. A person disabled before disability benefits is very important age 24 is eligible if, he worked 6 —a delay of over 12 months in quarters of the last 12. (There are making application may result in special rules for disabled blind people.) your losing benefits. If you return to work in spite of To be eligible you need medical proof from your doctor, hospital, or your impairment, your benefits will clinic where you have had treatment, continue during a trial work period and it should show you are unable to of up to 9 months (not necessarily do any sorl of substantial work for consecutive) to test your ability to pay because of physical or mental work. If you are able to do substan­ tial work after 9 months, your benefits will continue for an adjust­ ment period of 3 additional months. There is a waiting period of 5 months after your disability begins before you can collect disability benefits. Once you have gone back to work, if you subsequently become disabled within 5 years, you can again receive benefits without ' Social Security Available To Disabled Before Retirement Age / ' •! >• "t. KNOW YOUR RIGHTS j}. SlU Rep Teddy Babkowski (seated center) checks the Union book of (seated left) Chief Steward Walter Fitch, secretary-reporter of the SS Santa Clara (Delta Line) at a payoff on Dec. 29 at Port Newark,.N.J. The rest of the Ship's Committee are (standing I. to r.) AS Bill Isabel, deck delegate; Engine delegate Robert Arana and Recertified Bosun Richard Bradford, ship's chairman. At the table (right) is SlU Pensioner George Alexander. USPHS Has 24-Hour Toll Free Number Seamen and boatmen can use a toll free number 24 hours a day to locate the nearest Public Health Service hospital outpatient clinic, contract physician, or emergency health services. The service is provided from the Nassau Bay, Tex. PHS hospital. KNOW YOUR RIGHTS SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: J Angus "Red" Campbell Chairman, Seafarers Appeals Board 275 - 20th Street, Brooklyn, N.V. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. • ftj CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU . -- when you call long distance,.you first dial the number 1. KNOW YOUR RIGHTS | " CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. 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 con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the menjbership's money and Union finances. The constitution requires a detailed.audit by Certified Public Accountants every three months, which arc to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All . .expenditures and disbursements of trust funds are made only, upon approval by a'majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. Anywhere outside of Texas, the number is 800-231-SHIP. From inside Texas, the number is 800-392-SHIP. Also, the Tele­ phone Company requires that patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY —THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also 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 Log policy is vested in an editorial board which consists of the Executive Board of the Unioii. 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 circum­ stances 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 should not have been required to make such payment, this should immediately be reported to Union 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 discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing, 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, of threat of such conduct, or as a con­ dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and 'appropriate action and refund, if involuntary. Sup­ port SPAD to protect and further your economic, poli­ tical and social interests, and American trade union concepts. If at any time a member feeb that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or infor­ mation, he should immediately notify SIU President Frank Drozak at Headquarters by certified mail, return receipt requested. The address b 675 - 4th Avenue, Brooklyn, N.Y. 11232. 34 / LOG / February 1981 r• r• » . t �in"M7'irr'''"'^°'^'*=SIU -inn, ara'-pS-Lrr^-r s«-~s,S2: He attended the 97n P '^.™."it;"i°rss joined the ^ Sm in 1944 in the port of San Juan I sailing as an AB. Brother Passapera I was bom m Yabucoa, P.R. and is a resident there. resides m San Francisco. i ?-VyeriferSS: ^anciscoaadisaresidemofBothell, a«.,MiBre,56,jome<,,heSIU «air Baltimore in I960 em mg y a FOWT. Brother Miller sailed 32 years. He was also a jr^Cin-s,. Seafarer Miller was bL l»56saUi„gasaroWT ? « f."""" was born i^h' ^ 6 thi^m'^m""*'''5-joined mi? n u ^ork in 1958. Brother Blyth sailed 37 yeais n^io ... -'port of New Ori^ns sailing as a FOWT. Brother Hubert Harrington O'Brien 62 was a former member of the SUP Seafarer Blyth hit the bricks in the 1961 Grater N.Y. Harbor beef. Born ° "'e U.S. Navy. He was born in New Orleans and is a resident there. inin ISrfn III'''""' SIU 1949 in the port of New Orleans re^Wcnk x7 Orleans. Amenca and is a resident of New Brooke Benjamin Butler 61 Nn"rf ll''® ^ port of B orfolk sailing as a FOWT. Brother Butler was born in Columbia, S.C and IS a resident of Grand Prairie," ^'ling as a chief electrician. Brother Wilson IS a veteran of the U.S Navy m^rldWaraHerrastSl, s-:="&-=v: Clarence Edward Owens 55 joined the SIU in 1946 in rh! l ?? graduated from the Recer thesis.^r 1?"•"" ofPhOadelphia JO'""' in BL!^or^'"®r" """ Curtis B .1. r ® "''® 'o 1980 Brother ^eswasafortnermember 1963 sailing as a chief cook. Brother Crawford was also a railroad fire­ man. He was born in Alabama and is a resident of Philadelphia. Phi ad I I"™ i" Ph adelphiaandisaresidentofWest Collingswood, N J IT SIuTl94?®T"' U in 1942 in the port of New York . Adolph Schaeffer, 72 joined the Union in the pan of Baltimore m 1956 sailing as a ^rgeman for Baker Whiteley Co . sailing as a bosun. Brother Echevarfi the picketline in the 1965 District Council 37 beef. He was born ^^68 to 198a Brother Schaeffer r 62, joined the Slu in 1944 in the port of New York sailing as a QMED. Brother th* .rllf Picketlines in both Sli°t t^*""• J°'"9d the J>IU m the port of Mobile in 1957 sailing as a FOWT. Brother Howell r^eived a ,960 Union PorZal RoJX": •""" of tJenrfngs J.e^ "^"S- "Joined teSIUin l947intheportofNorfolii syngas an AB. BrotherLonggota 1960 Union Personal Safety Award lor sailing aboard an accident-free v^el, the SS Sree/ Poyoger. He is a Vetera pf the U.S. Army in World Cong was bom in Graham, N.C. and is a resident there. . Thomas C. -T.C.- Malone, 63, joinrt ,he SIU in the port of Mobile in 1962 sailing as a 2nd cook and baker. Brother Malone was bom in oaz, Ala. and is a resident of Houston. Fr^eriek C.Hm«enJr..67.joined the Union in the port of Philadelphia in AM ® for iQ^n Brothers from 1975 to J 980. Brother Hansen was a former member of the Masters, Mates & Pilots Union and the NMU. He was born in Philadelphia and is a resident of Wilmingtop, N,C. 1962 Robin Line strike. He was born m Tobago, B. W.1. and is a resident of aan Francisco. John Heacox, 59, joined theSlU in 1946 in the port of New York sailing as an AB and ship's delegate. Brother Heacox also sailed during the Vietnam War. He was a former member of the SUP. Seafarer Hea­ cox was born in Ohio and is a resident of Camano Is., Wash. Roberto Goseco Tiamson 62 jomrt «„ SIU m He ponZ'N^ York m 1955 sailing as a OMFn be go, a, HLS Brother Tiamson sailed 32 years He pTanT^ Pampanga, ^ Rl-^and ma resident of San FranOvido Rivera "Red" Rodriguez, 65,joinedtheSIUin 1938 sailing as a recertified bosun. Brother RodS B^uJifp'' Recertified Bosuns Program m 1974. He hit the bncks in the 1961 N.Y. Harbor beef the 1963 Caribe Motors strike in Puerto RICO and the 1965 District Council 37 beef. Seafarer Rodriguez IS a veteran of the National Guard Wore Wort, War II. Bom in So City' York v7C • : -• 1 fbomfaTe^rS^rwT . g and IS a resident of Jacksonville. m was a^rmer member of the ILA He 0 , '•9™ i" Baltintora and is a resident of Baltimore. ® ship, the .55- mid ofiger^e is a veteran of the U S I WotW War II. Seafarer Howe ,s also a elotheulter. A native inTorld WaHr^ A' , .J ,vr-uaiiee2=^ Hnion ,n the port of Norfolk in 1961 filing as a captain for G& H Towing frp 1950 to 1980. Brother Buie waf a tormer member of the NMU He is ^veteran of the U.S. Army in World War H. Boatman Buie was born in Wtoagtoa, N.C. aod is a resident tbe'^s'u il^,Z' ®'°"*' " j<'™« Yorf!!• P°" !,/ 3- 1 blew JiJ MiK^ ^ blew York IWom o- ° "•<' QMED fcotlier Rtsbeek was bom in Czecli. Slovakia and is a resident of Mountain Uke Terrace, Wash. '''•Wewicz, 58 PbiTH l'n' "•= P"' oi Philadelphia in 1961 sailing as n Wkhand for Curtis Bay Towing for M years. Brother Wenelewiezis a vaeian of the U.S. Array in World lochen """ '"'™ Conshoochen. Pa. and is a resident of Bensalem, Pa. ' the^T"' "'-92-joined £xr!:::'"'°'"'"wn.aS w™t™° f,.!-''"®''""'"'™. He was born m Philadelphia and is a resident there. ^ - ana is a 198f / LOG / 35 -A �i"S"S"s?5s »;„ ''aoiand, „ sweater Sl.'llS'Zl^T" thr ^nows anH rfeserve« ^'''ther "-. J"""""-"-"V. ""•e ^'000 h equau ^"PP'^meat of Pension n fo ojie fnii seafar« ^'^®aro/ gut Ar^i, ^ ^^cuinuiafg^ ®®aii,an, he /,a'® Pau/ °f»««i„,e. ®'"'® """1 22y4^ '^'•on hJuH'^PPy\ith tW acciitv, . inft ." seamen H'°" '• greaf A tne^u ^mericar! , ®*; and plan.® ®°''Da/;a. tou«,apa. „? '» re„>e , ' "'''® When , J 'adde «e fZl ^bipot, 'aa's that ,l. PP">g." setfi^ »od an :J r—^Present «„, ^ fjlT—^rly '^oit ro Vork ^'"•'ade/pj 'piiia ^^'f'more b„ ®?®®""ng,o[''aveto hein •'^•"">afewda. °*®ePme ""'«a baS^''»«<>«that IVOri* ^orkan^ ^ Vou ha al®'"®''aad '"'o a fa^;f^Wen *ey ffllt as^ "®' Ja; JJI tJi#» I.of# -p*"® 'abor. of Oaie '^arc/i ^arch \lrx^. .. jVorfort ..., , -. ,„„„t ^arch Jfbonville . Marcft Ipnn «n'••••-4^ '^'goni.t March Houston March 'Vew Or/,leans March Mobile March 10 ^"^^ncisco"""-- ^^Pch 11 . ^'Imington •'• '' March 12 . Seattie •• Marc/, 16 . ^Pint ''y Point •• March 20 .. Juan . ' March '4 . Columbus • March C'hicaf -ago March 21 ^ort Arth,lur March 10 ^-OUIS March 10 . <^'eve/and * March '3 . "oao/u/u March '2 . March '2 . -••'IJU J ' »Vare ••• 2;J0j'Pm. •• 2;30J'Pm. • • 2;J0j 'p./n. • 9;J0,'a.m. ' 2:00j'Pm. 2:J0j'Pm. 2:30| 'p.m. 2:30i'p.m. - 2:30J 'p.m. ••2:30, 'p.m. •• 2:30j'P m. . • 2:30, 'p-m. • ^0:30; 'a.m. 2:30, 'p.n,. ;• • 2:30, 'p.m. 2:30I'p.m. ffW 7:00,'p.m. . 7:00, 'p.m. 7:00,'p.m. 7:00, 'Pm. Wbil / """^'bas.' "®'"ya 7:00, 'p.m. 7:00,'p.m. ':00p..11. 2:30, 'p.m. oo Oo ;o /o O O o py^y^ yoS^i. 'lU^pcs o A: .// ^Oky 5t? n'bOP^STkoy VQQ y^No END /i-OG IQQ^ of thl s<.1/ .1 !fi y^/PilR ^REEIS r-^T SEA •/,'f .:V': • �••;'•. / ss- - Tax Time is Upon Us! Some General Information In Filing Your Tax Return Here we are again^ the favorite time of year for all American citizens^tax time. Deadline for filing this year is April 15,1981. If you are not going to be able to file within the given time period you must get an extension, or the Feds will greet you with penalties. File early if you can. That way if youVe entitled to a return (God forbid you have to pay), you'll get it promptly. As is customary this time of year, the Log runs some general info on taxes. So, here it is: If you received any advance earned income credit (EIC) payments from" your employerfs) during 1980 Even if your income was less than the amounts shown above, you must file a return if you owe any taxes, such as: FICA (Social Security) on tips you . did not report to your employer. • Minimum Tax. • Tax on an IRA (Individual Retire­ ment Arrangement). • Tax from recomputing a prior year investment credit. These rules apply to all U.S. citizens and resident aliens, including those under 21 years ofage. They also apply to those nonresident aliens arid resident aliens who are married to citizens or residents of the United States at the end of 1980 and who file a joint return. Wbo Should File Even if you do not have to file, you should file to get a refund if income tax was withheld from your pay. Also file if you can take the earned income credit. If you file for either of these reasons only, you may be able to use Form 1040A. Highlights for 1980: Important reminders for this year. Wben to File You should file a^soon as you can after January 1, but not later than April 15, 1981. If you file late, you may have to pay penalties and interest. If you know that you cannot meet the April 15 deadline, you should ask for an extension on Form 4868, Application for Automatic Extension of Time to File U.S. Individual Income Tax Return. Advance Earned Income Credit (EIC) Payments Jf you received advance payments of the earned income credit from your em­ ployer, you must file a tax return even if your income was below the minimum level for your filing status. If your allowable credit is different from the advance payments you received, your tax liability will increase or decrease accordingly. Renewable Energy Source Credit Has Been Increased Both the percentage and the maximum credit allowable for installing solar, wind, or geothermal energy equipment in connection with your principal residence have been increased. Certain structural parts, such as solar roof panels installed as a roof, also qualify. See Form 5695 for more details. Political Contributions You can claim a credit for one-half of what you gave, but not more than $50 ($100 if you are married filing a joint return). However, you may no longer claim an itemized deduction for these contributions. Standard Mileage Rates Increased The standard mileage rate for business use of a car or truck has been increased to 20 cents per mile for the first 15,000 miles. For each mile over 15,000, the rate is 11 cents. The standard mileage rate for charitable, medical, or moving purposes has been increased to 9 cents per mile. Estimated Tax Payments by Retirees 'f you are retired now or plan to retire in Wbere to File 1981, you may have to make estimated from your spouse for all of 1980) and: tax payments. Or, you may choose to Under 65 $3^00 have income tax withheld from your 65 or over 4,300 pension or annuity. For more details, see Publication 505, Tax Withholding If you were married filing a joint return and Estimated Tax. and were living with your spouse at the end of 1980 (or on the date your spouse Do You Want More or Less died), and: Income Tax Withheld in 1981? Both were under 65 $5,400 One was 65 or over 6,400 If the refund you receive or the amount Both were 65 or over 7,400 you owe IRS is large, you may want to change your withholding for 198i. If you were married filing a separate Unresolved Problems return or married but were not living IRS has a Problem Resolution Program with your spouse at the end of $1,000 for taxpayers who have been unable to 1980 resolve their problems with IRS. If you have a tax problem you have been If you could be claimed as a dependent unable to resolve through normal on your parents' return, and had taxable channels, call the toll-free telephone dividends,, interest, or other unearned number for your area and ask for the income of $1,000 or more .,. 1,000 Problem Resolution Office. If you were a qualifying widowfer) with Wbo Must File a dependent child and: Your income and your filing status Under 65 4,400 generally determine whether or not you 65 or over 5,400 must file a tax return. You must file a return for 1980, even if you owe no tax: And your Income was at least: If you were single (this also means legally separated, divorced, or married with a dependent child and living apart If you could exclude income from sources within U.S. possessions 1,000 If you were self-employed and your net earnings from this work were at least $400 Please use the addressed envelope that came with your return. If you do not have an addressed envelope, or if you moved during the year, mail your return to the Internal Revenue Service Center for the place where you live. No street address is needed. Wbicb Form to File You MAY Be Able to Use Form 1040A if: • You had only wages, salaries, tips, unemployment compensation, and not more than $400 in interest or $400 in dividends. (You may file Form 1040A .even if your interest or dividend income was more than $40(1if you are filing only to get a refund of the earned income credit), AND • Your total income is $20,000 or less ($40,000 or less if you are married and filing a joint return). Since Form 1040A is easier to copiplete than Form 1040, you should use it if you can unless Form 1040 lets you pay less tax. However, even if you meet the above tests, you may still have to file Form 1040. You MUST Use Form 1040 if: • You itemize deductions. • You claim more exemptions than are shown in the tax table for your filing status. • Your spouse files a separate return and itemizes deductions. Exception: You can still use Form 1040A if you continued on following page February 1981 / LOG / 37 '7 •r li-i- �continued from previous page have a dependent child and can meet the tests on page 6 under Married Persons who Live Apart (and Abandoned Spouses). • You can be claimed as a dependent on your parents'return AND had interest, dividends, or other unearned income of $1,000 or more, AND had earned income of less than $2,3000 if single (less than $1,7(X) if married filing a separate return). • You area qualifying widow(er) with a dependent child. • You were a nonresident alien during any part of 1980 and do not file a joint return (or Form 1040NR). • You were married to a nonresident alien at the end of 1980 who had U.S. source income and you do not file ajoint return. Exception: You can still use Form 1040A if you meet the tests on page 6 under Married Persons Who Live Apart (and Abandoned Spouses). • Yoa.take_any of the Adjustments^to^ Income shown on Form 1040, lines 23 through 29. • You file any of these forms: Form 1040—ES, Declaration of Esti­ mated Tax for Individuals, for 1980 (or if you want to apply any part of your 1980 overpayment to estimated tax for 1981). Schedule G, Income Averaging. Form 2210, Underpayment of Esti­ mated Tax by Individuals. Form 2555, Deduction from, or Exclu­ sion of. Income Earned Abroad. Form 4563, Exclusion of Income from Sources in-United States Possessions. . • You owe any of the taxes on Form 1040, line 36 or lines 48 through 52. , • You claim any of the credits on Form 1040, lines 39 through 46. • You claim any of the payments on Form 1040, lines 58, 60, 61, or 62. • You are required to fill in Part III of Schedule B for Foreign Accounts and Foreign Trusts. if V -F ft I • i ' • RoundingX)ff to Whole Dollars You may round off cents to the nearest whole dollar on your return and schedules. But, if you do round off, do so for all amounts. You can drop amounts under 50 cents. Increase amounts from 50 to 99 cents to the next dollar. For example: $1.39 becomes $1 and $2.69 becomes $3. I - Amended Return Use Form 1040X to change an income tax return you have already filed (Form 1040 or Form 1040A). Presidential Election Campaign Fund This fund was established by Congress to support public financing of Presiden­ tial election campaigns. YQU may have $1 go to the fund by checking the Yes box. Oaa Joint return, both of you may choose to have$l go to this fund, or both may choose not to. One may choose to have $I go to this fund and the other may choose not to. If you check Yes,it will not change the tax or refund shown on your return. Do not claim this amount as a credit for contributions to candidates for public'office on line 38. Other Information Death of Taxpayer Did the taxpayer die before filing a return for 1980?—If so, the taxpayer's spouse or personal representative must file and sigrt a return for the person who 38 I LOG / February 1981 - 'siV' due on your own return. died if the deceased was required to file a If you file a separate retlirn, write return. A personal representative can be your spouse's full name in the space an executor, administrator, or anyone after Box 3 and your spouse's social who is in charge of the taxpayer's security number in the block provided property. for that number. If the taxpayer did not have to file a If your spouse does not file, check the return but had tax withheld, a return boxes on line 6b that apply if you can must be filed to get a refund. claim the exemptions for your spouse. If your spouse died in 1980 and you did not remarry in 1980, you can file a Were You a Head of Household Joint return. You can also file a Joint return if your spouse died in 1981 before There are special tax rates for a person filing a return. who can meet the tests for Head of A Joint return should show your Household. These rates are lower than spouse's 1980 income before death and the rates for Single or Married filing a your income for all of 1980. Write separate return. "deceased" and show the date of death You may use this filing status ONLY in the name and address space of Form IF on December 31, 1980, you were 1040. Also write "Filing as surviving unmarried (including certain married spouse" in the area where you sign the persons who live apart) or legally return. If someone else is the personal separated and meet test a. or b. below: representative, he or she must also sign. a. You paid more than half the cost of If a refund is due, the person claiming keeping up a home which was the it must file with the return a Form 1310, principal residence of your father of Statement of Person Claiming Refund mother whom you can claim as a Duea DeceaseifTiixpayer. If the person " dependent. (You mdst be dbleTo c claiming the refund is a surviving spouse this parent as your dependent without a filing a Joint return with the decedent. Multiple Support Declaration, but you Form 1310 is not needed. did not have to live with that parent.) OR U.S. Citizens Living Abroad b. You paid more than half the cost of Generally, foreign source income must keeping up the home in which you lived be reported on your return. Please get and in which one of the following also Publication 54, Tax Guide for U.S. lived all year (except for temporary Citizens Abroad, for more information. absences for vacation or school): Filing Status Boxes 1 through 5 Were You Single or Married? Consider yourself single if on Decem­ ber 31 you were unmarried or separated from your spouse either by divorce or separate maintenance decree and you do not qualify for another filing status. State law governs whether you are married, divorced, or legally separated. If you were married on December 31, consider yourself married for the whole year. If you meet the tests for Married Persons Who Live Apart (and Aban­ doned Spouses), you may consider yourself single for the whole year. If your spouse died during 1980, consider yourself married to that spouse for the whole year, unless you remarried before the end of 1980. Married Persons Joint or Separate Returns? Joint Return, In most cases, married couples will pay less tax if they file a Joint return. You must report all income, exemptions, deductions, and credits for you and your spouse. Both of you must sign the return, eyen if only one of you had income. You and your spouse can file ajoint return even if you did not live together for the whole year. Both of you are responsible for any tax due on a Joint return, so if one of you does not pay, the other may have to. If your spouse died in 1980, or in 1981 before filing a return for 1980, write in the signature area "Filing as surviving spouse." Also write "deceased"after the name of the decedent and show the date of death in the name and address space. Separate Returns. You can file separate returns if both you and your spouse had income, or if only one of yoy had income. If you both file, you and your spouse must figure your tax the same way. This means if one itemizes deductions, the other must itemize. You each report only your own income, exemptions, deductions, and credits, and you are responsible only for the tax 1. Your unmarried child, grandchild, foster child, or stepchild. (This person did not have to be your dependent.) Note: If you are filing as Head, of household because of an unmarried child, grandchild, foster child, or stepchild, who is not your dependent, enter that person's name in the space provided on line 4. Enter only one name. If any other person qualifies you for Head of household, no entry is needed. 2. Your married child, grandchild, foster child, or stepchild. (You must be able to claim this person as your dependent without a Multiple Support Declaration.) 3. Any other person listed below whom you can claim as a dependent. However, this person does not qualify you if he or she is your dependent under a Multiple Support Declaration. Please see the rules on page 7 for Dependent Sup­ ported by Two or More Taxpayers. Grandparent Brother-in-law Brother Sister-in-law Sister Son-in-law Stepbrother Daughter-in-law, or Stepsister if related by blood: Stepmother Uncle Stepfather Aunt Mother-in-law Nephew Father-in-law Niece Were You a Qualifying Widow or Widower With a Dependent Child? If so, you may be able to useJoint return tax rates for 1980 and use Tax Table B or Tax Rate Schedule Y. If your spouse died during 1979 or 1978 and you did not remarry before the end of 1980, file a return for 1980 showing only your own income, exemp­ tions, deductions, and credits. However, you can figure your tax at Joint return rates if you meet all 3 of the following tests: a. You could have filed a Joint return with your spouse for the year your spouse died. (It does not matter whether you actually fijed a Joint return.) b. Your dependent child, stepchild, or, foster child lived with you (except for temporary absences for vacation or school). c. You paid over half the .cost of keeping up the home for this child for the whole year. ^ Check Box 5, Qualifying widow(er) with dependent child, and show the year your spouse died in the space provided. Do not claim an exemption for your spouse. (You can claim the exemption only for the year your spouse died.) If your spouse died in 1980 and you did not remarry, consider yourself married for the whole year. If your spouse died before 1978 and you did not remarry, you may check Box 4 if you met the tests under Were You a Head of Household? Otherwise you must file as Single. Exemptions Line 6a Boxes For Yourself You can a]wa~ys take one ^xemptibn fb yourself. Take two exemptions if you were blind, or 65 or over. Take three exemptions if you were blind and 65 or over. Be sure to check all the boxes on line 6a for the exemptions you can take for yourself. You can take the extra exemptions for age 65 or over and blindness only for yourself and your spouse. You cannot take them for dependents. Age and blindness are determined as of December 31. However, if your 65th birthday was on January 1, 1981, you can take the extra exemption for age for 1980. Line 6b Boxes For Your Spouse You can take exemptions for your spouse of you file a Joint return. If you file a separate return you can take your spouse's exemptions only if your spouse is not filing a return, had no income, and was not the dependent of someone else. Your spouse's exemptions are like your own. Take one exemption if your spouse was neither blind nor 65 or over. Take two exemptions if he or she was blind or 65 or over. Take three ex­ emptions if blind and 65 or over. Be sure to check all the boxes on line 6b for the extmptions you can take for your spouse. If at the end of 1980, you were divorced or legally separated, you cannot take an exemption for your former spouse. If you were separated by a divorce "that is not final (interlocutory decree), you may take an exemption for your spouse if you file a Joint return. If your spouse died during 1980 and you did not remarry before the end of 1980, check the boxes for the exemp­ tions you could have taken for your spouse on the date of death. Lines 6c and 6d Children and Other Dependents Please enter on line 6c the first names of your dependent children who lived with you. Fill in the total number in the box to the right of the arrow. Please enter on line 6d the full names and other information for your other dependents. Fill in the total number in the box to the right of the arrow. Each person you claim as a dependent has to meet ALL 5 of these tests: a. income; b. support; c. married dependent; d. citizenship or residence; and continued on following page �... »,• zW continued from pnwiom pege e. relationship. These tests are explained below. a. Income The dependent received less than $1,000 gross income. (This test does not have to be met for your child who was under 19^ at the end of the year, or a full-time student at least 5 months of the year. b. Support The dependent received over half of his or her support from you, or is treated as receiving over half of his or her support from you. under the rules for Children of Divorced or Separated Parents, or Dependent Supported by Two or More Taxpayers. If you file a joint return, the support can be from you or your spouse. Support includes items such as food, a place to live, clothes, medical and dental care, and education. In figuring support, use the actual cost of these items. However, the cost of-a place to live is figured at its fair rental value. Do not include in support items such as income and social security taxes, premiums for life insurance, or funeral expenses. Capital items—You must include capital items such as a car or furniture in figuring support, but only if they are actually given to, or bought by, the dependent for his or her use or benefit. Do not include the cost of a capital item such as furniture for the household or for use by persons other than the dependent. In figuring total support, you must include money the dependent used for his or her own support, even if this money was not taxable (for example, social security benefits, gifts, savings, welfare benefits, etc.). If your child was a student, do not include amounts he or she received as scholarships. c. Married Dependent The dependent did not file a Joiiit return with his or her spouse. However, if neither the dependent nor the depend­ ent's spouse is required to file, but they file a joint return to get a refund of tax ' withheld, you may cl^m him or her if the other four tests are met. you by an authorized placement agency Interest on certain State and municipal for legal adoption. -s, bonds. • A foster child (any child who lived in Amounts you received from an insur­ your home as a member of your family ance company because you lost the use for the whole year). of our home due to fire or other Student Dependent. Even if your child ^ casualty to the extent the amounts had income of $1,000 or more, you can were more than the cost of your claim the child as a dependent if he or normal expenses while living in your she can meet tests b, c, and d above: home. (You must report reimburse­ AND ments for normal living expenses as • was enrolled as a full-time student at a Incoine.) school during any 5 months of 19&0. or Amounts an employer contributed on • took a full-time, qn-farm training your behalf and benefits provided to course during any 5 months of 1980. you as an employee or the spouse or (The course had to be given by a .school dependent of an employee, under a or a State, county, or local government qualified group legal services plan. agency.) Examples of Income You Must Report Children of Divorced or Separated The following kinds of income should Parents. If a child's parents together be reported on Form 1040, or related paid more than half of the child's forms and schedules. You may need support, the parent who has custody for some of the forms and schedules most of the year can generally take the listed below. exemption for that child. However, the Wages, including salaries, bonuses, parent who does NOT have custody (or commissions, fees, and tips. who has the child for the shorter time), Dividends (Schedule B). may take the exemption if a or b below, . Interest (Schedule B) on; applies. tax refunds; a. That parent gave at least $600 toward bank deposits, bonds notes; the child's support in 1980, and the U.S. Savings Bonds; decree of divorce or separate mainten­ certain arbitrage bonds issued by ance (or a written agreement between State and local governments; and the parents) states he or she can take the accounts with savings and loan exemption, OR associations, mutual savings b. That parent gave $1,200 or more for banks, credit unions, etc. each child's support in 1980, and the Unemployment compensation parent who had custody cannot prove (insurance) that he or she gave more than the other Amounts received from accident and parent. health plans in place of wages, if your Note: To figure the amount of support, employer paid for the policy. a parent who has remarried and has Bartering income (Fair market value of custody may count the support pro­ goods or services you received in vided hy the new spouse. return for your services). Dependent Supported by Two or More Business expense reimbursements you Taxpayers. Sometimes two or more received that are more than you spent taxpayers together pay more than half for these expenses. of another person's support, but no one Alimony, separate maintenance or alone pays over half of the support. One of the taxpayers may claim the person as a dependent only if the tests for income, married dependent, citizenship or residence, and relationship discussed A major tax beef by seamen is earlier (tests a, c, d, and e) are met. that normally taxes are not In addition, the taxpayer who claims withheld on earnings in the year the jlependent must: they earned the money, but in the a. have paid more than 10% of the year the payoff took place. dependent's support; and b. attach to his or her tax return a For example, a seaman who signed Form 2120, Multiple Support signed on for a five month trip in Declaration, from every other person September, 1979, paying off in who paid more than 10% of the support. January^ 1980, would have all the This form, states that the person who five months' earnings appear on signs it will not claim an exemption in his 1980 W-2 even though his 1980 for the person he or she helped to support. actual 1980 earnings might be less Birth or Death of Dependent. You can than those in 1979. take an exemption for a dependent who There are ways to minimize the was born or who died during 1980 if he or she met the tests for a dependent impacts of this situation. For while alive. This means that a baby who example, while on the ship in lived only a few minutes can be claimed 1979, the Seafarer undoubtedly as a dependent. support payments received from and deductible by your spouse or former spouse. Refunds of State and local taxes if you deducted the taxes in an earlier year and got a tax benefit. Life insurance proceeds from a policy N you cashed in if the proceeds are more than the premiums you paid. Profits from businesses and professions (Schedule C). Your share of profits from partnerships and small business corporations (Schedule E). Profits from farming (Schedule F). Pensions, annuities, endowments (Schedule E). including lump-sum distributions (Form 4972 or Form 5544). Gains from the sale or exchange (including barter) of real estate, securities, coins, gold, silver, gems or other property (Schedule D or Form 4797). Gains from the sale of your personal residence (Schedule D and Form 2119). Rents and royalties (Schedule E). Your share of estate or trust income, (Schedule E) including accumulation distributions from trusts (Form 4970). Supplemental annuities under the Railroad Retirement Act (but not regular Railroad Retirement Act benefits). Prizes and awards (contests, raffles, lottery and gambling winnings). Earned income from sources outside the United States (Form 2555). Directors fees. Fees received for jury duty and precinct election board duty. Fees received as an executor or administrator of an estate. Embezzled or other illegal income. Long-Trip Tax Problems d. Citizenship or Residence The dependent was a citizen or resident of the United States, a resident of Canada or Mexico, or an^alien child adopted by and living with a U.S. citizen in a foreign country. e. Relationship The dependent met test I. or 2. below. 1. Was related to you (or your spouse if you are filing a joint return) in one of the • following ways: Child Mother-in-law Stepchild Father-in-law Mother Brother-in-law Father Sister-in-law Grandparent Son-in-law Brother, Daughter-in-law Sister or, if related by Income Grandchild blood: Examples of Income You Stepbrother Uncle Do Not Report Stepsister Aunt Federal social security benefits. Stepmother Nephew Welfare benefits. Stepfather Niece 2. Was any other person who lived in Disability retirement payments and other benefits paid by the Veterans your home as a member of your Administration. household for the whole year. A person Workmen's conipensation benefits, is not a member of your household if at insurance damages, etc. for injury any time during your tax year the or sickness. relationship between you and that Child support. person is against local law. Gifts, or money or other property you C/ie Word child includes: inherited or that was willed to you. • Your son, daughter, stepson, or Dividends on veterans' life insurance. stepdaughter. Life insurance proceeds received • A child who lived in your home as a because of a person's death. member of your family if placed with pay the full tax on them with his return, at 14 percent or upwards, depending on his tax bracket. The earnings will show up on his 1980 W-2. The seaman then, on his 1980 return would have to explain that he had reported some of his earnings in 1979 and paid taxes on them. He would get a tax refund accordingly. In essence, the seaman would pay taxes twice on the same income and get a refund a year later. While this will save the seaman some tax money in the long run, it means he is out-ofpocket on some of his earnings took draws and may have sent for a full year until he gets the allotments home. These can be refund. This procedure would also reported as 1979 income. undoubtedly cause Internal Rev­ Unfortunately, this raises an­ enue to examine his returns, since other complication. The sea­ the income reported would not man who reports these earnings coincide with the totals on his in 1979 will not have a W-2 W-2 forms. That raises the question, is this (witholding statement) covering them. He will have to list all procedure Justified? It is justified allotments, draws and slops on only if a seaman had very little the tax return and explain why he income in one year and very doesn't have a W-2 for them. considerable income the next. Furthermore, since no tax will Otherwise the tax saving is minor have been withheld on these and probably not worth the earnings in 1979, he will have to headache. February 1981 / LOG / 39 'V j" �">:tj IBS f u'i. RESERVE LOG FOR THE FUTURE <'• If 1 1'" DONT LET OUR SECURITY RUNOUT 30' A DAY IS ALL IT TAKES Sign the SPAD dieck-off today. fy- -\ A'' •|: '..' : ^ -,V; •• 't' . ' -i • ' ' ^ '• . ,•• ""'v."• "• ' ' •'/'• '" ' 1 � 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 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource February 1981 Description An account of the resource HEADLINES NEW COMMERCE SEC. ADVOCATES BILATERAL SHIPPING PACTS FORMER LABOR SEC’Y MARSHALL TO TOIL FOR AFL-CIO UNIT NAVY STONEWALLING USE OF PRIVATE SECTOR WILMINGTON MEMBERS HOLD SERVICES FOR LOST POET CREW DELTA QUEEN “LIFE” EXTENDED TO 1988 SIU CREWS CONFERENCE TO CONVENE IN APRIL JOHN DWYER RETIRES AFTER 27 YEARS WITH SIU SIU HOLDS FIRST AGENTS CONFAB OF 1981 AFL-CIO CHARGES CHICKEN KINGPIN FRANK PERDUE WITH FOWL PLAY SIU-MEMBA, D-2 MAY REINSTITUTE JOINT ED PROGRAM WINTER DUTY ON LAKES HARDLY BRR-ABLE SUN NOT SHINKING ON AMERICA’S SHIPYARDS $524M TENTATIVELY SET FOR FISCAL ’82 MARAD BUDGET NAVY OVERLOOKING U.S. FLEET IN SHIP PROCUREMENT PROPELLER CLUB PLANS T.V. ADS PROMOTING U.S. MARITIME INOUYE INTRODUCES OCEAN SHIPPING ACT OF 1981 SIU STEWARDS TOUR NATIONS CAPITAL BALDRIDGE: MARITIME NEEDS BILATERAL TREATIES EAGLETON ASKS LABOR’S HELP TO REBUILD DEM PARTY NEW HOUSE M.M. CHAIRMAN JONES VOWS ACTION TO HELP MARITIME CONVEYOR COURSE OFFERS OPPORTUNITY TO MOVE AHEAD SHLSS OFFERS BIOLOGY COURSE FOR COLLEGE-LEVEL CREDITS MARINE ELECTRONICS COURSE OFFERED AT SHLSS TO MEET SEAFARERS’ NEEDS DIESEL ENGINE COURSE TAKES IT APART AND PUTS IT BACK TOGETHER AIMING FOR THE STARS: CELESTIAL NAVIGATION COURSE IS POPULAR WITH SEAFARERS NEW JOBS ON WATERMAN’S EDWARD RUTLEDGE AFL-CIO MARITIME TRADES DEPARTMENT SETS PROGRAM TO REVERSE MARITIME DECLINE ILA BACK IN MTD FAMILY: GLEASON CALLS FOR UNITY NEW HOUSE M.M. CHAIRMAN JONES ADDRESSES MTD DENISON: WILL FIGHT BUDGET AX BARKAN: LABOR STILL STRONG ON CAPITOL HILL REP. ZEFERETTI SEEKS GOVT. ACTION ON MARITIME JEAN INGRAO HOSPITALIZED, MISSES BOARD MEETING KIRKLAND PLEDGES AFL-CIO CLOUT TO HELP M.M. LABOR’S CRUCIAL JOB, “… ORGANIZE, ORGANIZE, ORGANIZE” METAL TRADES BURNSKY VOWS SUPPORT OF U.S. MARITIME MTD EXECUTIVE BOARD VOWS ACTION ON CRUCIAL MARITIME, WORKER ISSUES AFL-CIO, MTD HONOR THE MEMORY OF PAUL HALL MTD BOARD ACTS ON CRUCIAL ISSUES U.S. FLAG MUST GET SHARE OF COAL EXPORTS IRATE READERS TO LOG: BUTTON GWINNETT A LIBERTY SHIP, TOO! 40 YEARS AT SEA UNDER HIS BELT; TIME TO RETIRE Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 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 2/1/1981 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. 43, No. 2 1981 Periodicals Seafarers Log http://www.seafarerslog.org/archives/files/original/b7c5f479e709dd167d764d6c1eb6feab.PDF 384b7c7f042bf91d7b4e046d37eff185 PDF Text Text ' i)fficlal Publieation of the Seafarers International Union • Atlantic, Gulf, Lakes and hiland Waters District • AFL-CIO" :,:: ], MARCH 1981 .i) r.y'V'*; v- /i.-vr '••J'. f .f V»!;' >'^ • <• • ^ "> « . .f ; '-u/i-••?•'- r.; :'l: r ^'.•. -•;.i / " • "• ,v-v • - " •!•-.- • ' •. . "-\' - :•,- -"Tii-tA.;; . •?;, .V; ;: Ifil-ti'i • f -. Z'- 1" '' ,: ••'. .. V-- , A ' 'iZ: -•-•*• '.rv \^\^'.• \;' ;: v.^ -v-v:-:::.-'' ^ • rX'-'•</>• £:J'- v'f'" ' ; ,"• • -r- :. " :;: ^y.i:r 'V- -:; •.•,• f,y is •^,y' . , • • ..yr,.':.,Z^^yx^:ZZZ >i.V SlU Political, Social, Welfare, li'alnlng Program * ' ';,•' - " .-^L". 7 .^1 - X • ••, .• J.,' i •- "If y Special 8 Page Supplement ••*'•• --""'-x 'Zjr Z-ZiaZZr:£,-': ' .-Z:Z::iZ:,^£V::yiiy''y£ ••.^:\Z: yy ZZZ vX:.-,---,:>..-i^.x;y:j-^ tr-K'' yy::. •"-•yii-''"'*X•: ".. T -/p //fb.?•• .•-.V SgSvSiN^-^air-« -"• X' ,., .. •. Y" ff, 'lAi Zi' 'P �T I "u'and/ire CIO . ' facts of liTe^onc""^ Political f^merican mariti™rf„!r'®^'' Our i„r"^oW J ;- • "wS:™ and tisl>teral7Z''Zt ^•S" competition rhT^"t-rate forPonicul^l]-Znfy'ogcompe. r.., well as the accep,a"fe or sof JI/^ iwf a> • ^^ortunate/v u a ^as. often pitted twn ~»" w« ^Z!Si:r •' cut defTi/ir • Picture As your representativ/ ' and Sirr ^^^ded in a .pf'bis union and this m' "> beaware thTl!'''®"'"PSintend to keep the hMha "'"'P '» ""y numSr ® ?®P"rity consideration in this or a welfare of our nn *""^ Priority, J words, the security of ,u down Ihe''?"^^ compromised for the sake of m '"^'"''crship wdT,,'" ?-S:,-si'r.™ »'c,'-sr,r •"years. S-naered '^o.veryimportant ">« SIU has '^bor mo^ete'nf Ifin .bfhlsr^r®"'' are ^"d rbSirrs^f"'-®- ^aik., "'•"'this in mind .., C "^'""'nf'-ontation-is •»^'ctrSr •=;:;t£„ 2 "'" ^ajor step forward t P^^Posed merger—if American seaao^ne ""a ""imate 2 will be a "P«ccnsed unifn. ® '"'c one liZZj^Z^"""" all . i^ost important]V thf. i. • ^"d one 'O'o the SJl/.AGLiwD®'''P'ncrgeroftheS(;p __Tfe lalics were reopeL°d.!?.2.f^;" ^^"aral yeam^''"'®'"^" O"" Jkeeping with the nr • ^ ti»at he made dnr* campaign, R """^ the (980 Cpnstrjict^on'^Dip®®'^''®, in proposed sweeninn a'dy Program. ""®'®"bfaderal budgm n® ?'' 'be ftas been cuf from fn*'®'">'•'«<''• • of these 'f budget that J/m ^^atative Which was thn Program, cspcted to arouse1?'""'®'® recreationa] hn ^ °P®^tors, ""•"ad t^C^n subsition within the maSr^^ "'''"'" industry experts "t h """" -^'mostall nonj^frm «^'cnt, wouldLt!/? be affected ; , ''™8rams -'ain Coast Guam tS/- try, especially ,hose "®'ndtis- ^'ead.ASra^'^'•''«'''"'• 'bat would abofeh that have a Hi many bope to take $92 -.'e" P''ficials network of Pub^'b"nation's impact on the marif^"^ tbe funds ann '"dhon out "of fmport^BanrsL'th"^'' P*Port- P'tais and reduce iae '"' the mass^ff ^ "rrent fis«?R™P"®'^d for the direct loans. ^"tytomake construction of a 'l^^'^nrthe 'ag changes nronn ^ tbem for use in p" "ansfer . vessels. American fJag ^^«gan in his ^^es. transfer of c This would virtualfr dresses, the followad- transportation water newconstructionn •'^^'^''"'^Pny carried out by the " ^"ow Reagan Blfdget''V'd'™t"'' 'be P'esentyear f ''J'""''"'be 'oan industry. "maritime private sector ""''fary to the 8narantee comL, '.»82-since he fund"^""' m 'educed some S30o"%^°"''' •^'Pni for anvii 'nsuffi* Elimination of fro and $350 tn,']]"^dlion in ppnversion wwk""® *"" tP'nor Tor merch/n/ current^'b"udge't reo '" 'b® ^SPHS faciiinet "' neTde'r^" desperf tely Pisn development aTd'pco"' • Maior' - ^^^Srams. ^"dg"et,'''^he''"wteHV'''' "" 'Operating donisputdn Diffr ^• important i°n is puth(g"a V^eAdministra how l""?;?"'™- ^E^^ating Oife. P'-°8ram iasZT"""' Subsidy construction. ^ ^i'ip Pnnstruction^of to™®""" ""asnotcm'Alsf"""f 'P speed up thedfn'' ^'^P- P'ans .•""S-LT " r -^nfT^rams ' ctmir^^b": r ™"nhant"trrnrtr '''' 'be' '"8 "ser fee7rr^' "C; iS-- SSrl'fcS-- cui ^-rdXtior""^ ^"aProgram."""" 'be P.f. ,g„ ' 'i • 4 '• ',' ' ..V •-,; •• Ave., Brook/yn. NX •.••••••• ,., •. •- •?• •M.' r"" y;,-. •I'TA-: �AFL-CIO Backs 5-Point Plan to Boost Maritime T negotiation of bilateral shipping U.S. rather than in foreign HE strong, five-point pro­ nation's maritime problems." Calling for action by Congress agreements that include guaran­ shipyards. gram aimed at revitalizing The Executive Council's the U.S.-flag merchant marine on the maritime program, the tees that a fair share of U.S. which was drafted by SIU AFL-CIO Executive Council, international cargoes be carried endorsement of the maritime program came during the President Frank Drozak con­ presided over by President Lane on U.S.-flag vessels. tinued to pick up steam when it Kirkland said: "The United • A commitment to restoring Council's annual mid-winter was endorsed by the AFL-CIO States must remain a major the competitive standing of the meeting in Bal Harbour, Fla., last maritime... nation and it needs a U.S.-flag dry-bulk fleet must be month. The maritime program Executive Council late last » foreign trade policy that will made by guaranteeing an was part of a statement on month. The five-point program insure^—not undercut—that goal. equitable portion of U.S. coal International Trade and Invest­ ment issued by the Council which "Greater priority needs to be exports to American ships. already has the backing of the also addressed problems afflict­ AFL-CIO Maritime Trades given to solution of problems • The U.S. government should ing the American agricultural, Department as well as the stamp facing the maritime industry," also ratify the U.N. Committee manufacturing and service of the key seagoing unions which said the Executive Council's on Trade and Development industries. make up the AFL-CIO Ad Hoc statement. This can be accom­ (UNCTAD) code for linear . To preserve those vital U.S. Committee on Maritime Indus­ plished through action by the conferences, which would help industries, the Council said, U.S. government and Congress try Problems. restore more equity of shipment "government policies and Aimed at restoring the on the following points: in U.S. bottoms of cargo pracfices in international trade • There should be greater use American merchant fleet "to the generated by U.S. trade. and investment must give greater forefront of world maritime of the U.S. merchant marine fleet • Finally, there should be emphasis to U.S. interests shipping," SIU President Drozak by the U.S. Navy for auxiliary revision of tax incentives and through national actions and said, the five-point maritime functions. regulatory practices to encourage cooperation with other nations to • Reviving the U.S. merchant platform provides "reasonable, achievable answers to the marine also requires the the building of new vessels in achieve fair trade." Price impasse Forces El Paso to Lay Up LNGs B #• ECAUSE of a breakdown in negotiations between Algeria and the U.S. over the price of gas, SlU-contracted El Paso Co. will lay up its six LNG ships indefinitely: Of the six ships, three have SIU crews .aboard. The other three have been in Europe for repair work. The three ships, the £7 Paso Southern, the El Paso Arzew, and the El Paso Howard Boyd, have also been in Europe in hopes that a settlement would be reached. Now that the talks have been indefinitely suspended the company is bringing the ships to Rhode Island where the crews will be laid off. The talks broke down last month when representatives from Algeria and the U.S. Department of Energy (DOE) could not agree on a price for Algerian natural gas exports to SfU Opposing Bif/ to Allow Foreign Flag Passenger Service U,S,—Puerto Rico WASHINGTON, D.C.—The SIU is strongly opposed to a recently introduced bill that would allow foreign-flag passen|:fer vessels to travel between Puerto Rico and the U.S. mainland. Numbered H.R. 1489, the legislation was introduced into the House of Representatives by Congressman Baltasar Corrada (D-Puerto Rico). The bill is currently awaiting consideration before the House Merchant Marine and Fisheries Committee: The bill was proposed because, under the Jones Act, only U.S.flag vessels may trade between the commonwealth of Puerto Rico and America. This legislation was originally introduced in the last session of Congress as an amendment to the ill-fated Omnibus Maritime bill. Although this particular passenger provision received unanimous support from both Democrats and Republicans, it was killed along with the Omnibus Maritime bill. There is presently no regularly scheduled marine passenger service between ports in Puerto Rico and other ports in the U.S. The legislation states that foreign-flag passenger service would cease as soon as U.S.-flag passenger service becomes available. However, the SIU feels that if foreign-flag ships get involved in the service, there will be no incentive for U.S. opera­ tors to enter it. If Congress feels there is a need for a marine passenger service between the U.S. ^nd Puerto Rico then American-flag operators should be encouraged to start that service. The SIU will continue to monitor H.R'. 1489 and to fight against its enactment. America. Algeria wants the price of its natural gas to be. comparable with the world price of crude pil. That price would bring the cost of Algerian natural gas to $6 a thousand cubic feet. This price is niearly 25 percent higher than costs set in current U.S. agreements covering Canadian and Mejxican natural gas. El Paso began inporting Algerian natural gas to the U.S. in 1978. In late 1979, the company renegotiated its contract with that North African country. The agreement called for a price of $1.94 per thousand cubic feet of LNG. The price was approved by the DOE which, under law, must rule (yi the price of any imported gas. But in the spring of last year the Algerian government decided to press fot a higher price than what had been negotiated. Imports of Algeria natural gas stopped in April of 1980. Soon afterwards, negotiations broke down between El Paso and Algeria and the DOE became the spokesman for the U.S. At various times, it looked like a settlement was imminent and that gas would start flowing again to El Paso's costly regasification plants in Cove Point, Md. and Elba Island, Ga. That was why for much of that time, the company kept crews aboard three of its ships. Now that the two sides seem to be far from a settlement the company has decided to bring its ships back to the U.S. for lay up. The 900-foot long high technology LNG tankers are the most expensive commercial ships ever built. To have them laid up is a terrible waste. Afso, Algerian natural gas provides one of the alternates that America is seeking in its efforts to diversify energy sources. The Union therefore hopes that an agreement will soon be reached and that SIU crews will once again be bringing natural gas to customers on the U.S. east coast. The Log will keep you informed on any further developments. COLA Hike for Lakes Seahireis Effective Feb. 1, 1981, Great Lakes Seafarers working under contracts with the Great Lakes Association of Marine Operators, Kinsman Lines and Boh Lo Co., received a cost of living add-on of cents per hour. Under the terms of the three-year Freightship Agreement, which ex­ pires this year, COLA's are com­ puted quarterly. They are based on increases in the Consumer Price Index. For every .3 point rise in the CPI, Great Lakes Seafarers receive a one cent per hour wage adjustment. The February COLA is the first add-on for 1981. The next cost of living adjustment date is May 1. March 1981 / LOG / 3 - .. ... Jl.. �SlU Pension, Welfare & A/Sacation Plans Paid Record $45.5 Million^ in Benefits in 1980 I960 was a banner yaar for benefits for SlU people. The Seafarers Pension, Welfare and Vacation Plans paid out a record $45.5 million~plus to SlU members, pensioners and their dependents, representing the highest figure ever paid out in a single year. The report of benefits paid (printed below) is a solid reminder of the kind of benefits and security a member of the SlU enjoys. Andit'san important indication of the strength and financial stability of all the SlU's benefit plans. Seafarers Welfare, Pension, and Vacation Plans Cash Benefits Number of Benefits Paid 1980 SEAFARERS WELFARE PLAN ELIGIBLES Death In Hospital Daily @ $1.00. In Hospital Daily @ $3.00...... Hospital & Hospital Extras Surgical Sickness & Accident @ $8.00 Special Equipment Optical Supplemental Medicare Premiums ..... Amount of Benefits 1980 142 5,209 5,506 1,814 864 66,610 21 - 1,330 492 $930,505.75 5,284.00 16,518.00 770,732.90 170,842.11 532,831.00 9,400.97 53,209.19 39,349.54 5,783 3,337 3,074 539 1,093 2,703,386:81 196,034.69 554,659.86 219,577.14 703.73 42,135.48 304 3,916 3,355 388 1,050 4 41 68 28,184 860,606.63 675,137.28 373,210.72 89,367.08 41,276.14 1,027.15 18,156.65 20,051.60 278,992.55 DEPENDENTS OF ELIGIBLES -I-::' >' •i I f, Hospital & Hospital Extras Doctors' Visits in Hospital Surgical Maternity....... Blood Transfusions Optical Special Equipment i.. ' f,, - * 5 PENSIONE11S & DEPENDENTS Hospital & Hospital Extras Doctors' Visits & Other Medical Expenses Surgical Optical Blood Transfusions Special Equipment Dental Supplemental Medicare Premiums • i.'* I .. "tf-Kr r WdUWi i: , - MEDICAL EXAMINATION PROGRAM SCHOLARSHIP PROGRAM BLOOD BANK PROGRAM SPECIAL SERVICES DEPARTMENT RESTAURANT & RECREATIONAL BENEFIT PROGRAM Other Rest. & Rec. Benefits & MIsc TOTAL SEAFARERS WELFARE PLAN .. SEAFARERS PENSION PLAN TOTAL SEAFARERS PENSION PLAN ..... SEAFARERS VACATION PLAN TOTAL SEAFARERS VACATION PLAN TOTAL WELFARE, PENSIONS VACATION 85 974,715.96 48,674.78 11,727.24 13,661.88 133,214 1,240,146.00 10,891,922.83 37,614 10,491,108.33 15,877 24,096,336.42 186,705 $45,479,367.58 4 / LOG / March 1981 - -yk'.V:' �J Johnny Yarmola Dies of Heart Attack at 57 OHN' Yarmola, vice president of the SIUNA and National Field Coordinator of the AFL-CIO Maritime Trades Department, died of a heart attack March 9 in Washin^on, D.C. He was 57. Yarmola, known to everyone simply as Johnny, was one of the best known, best liked people in the labor movement. News of his sudden death hit his friends and colleagues in the SIU and the labor movement very hard. SIU President Frank Drozak sadly recalled that Johnny was the first person he worked with after coming ashore for the Union more than 20 years ago. Drozak said, "Johnny knew more about the labor movement than anyone I know. He was totally dedicated to trade unionism. Johnny was a true and loyal friend. He's irreplaceable. We're going to miss him very badly." Johnny Yarmola was born in Chicago in April 1923. He began his long and productive career in the labor movement in 1950 when he joined the staff of the Union Label and Service Trades Department in Washington. He had a keen mind for organiza­ tion, and in the mid 50's he helped set up the offices of the AFL-CIO Maritime Trades Department. He, along with the late Paul Hall, was instrumental in bringing new affili­ ates into the Maritime Trades Department and building it up to the largest, most active constitutional department of the AFL-CIO. After nearly a decade as a staff officer for the old AF of Land the merged AFL-CIO, Johnny came to work for the SIUNA as an Interna­ tional Representative and special assistant to former SIUNA Presi­ dent Paul Hall. He remained a close personal friend and confidant of Paul Hall until Brother Hall's death June 22, 1980. Johnny's work with the SIUNA quickly earned him a reputation throughout labor as an ace troubleshooter. He was at the forefront of many of the SIUNA's toughest beefs. In 1962, he was sent to Chicago to help coordinate the famous Chicago cab drivers beef. The cabbies wanted to break away from Teamsters Local 777, which was dominated by mobsters. They approached numer­ ous unions to help them. Only the SIUNA came through. The beeftook three full years. But in the end, it was won and Yarmola helped affiliate the cab drivers into the SIUNA, where they remain today. In 1967, Johnny returned to Chicago where he helped organize the United Industrial Workers Union of the Midwest. In 1968, he was rewarded by the UIW of the Midwest membership by being elected president of the new SIUNA affiliate. He has been reelected every three years since. Also in 1968, Johnny became a vice president of the International and an executive board member of the AFL-CIO Maritime Trades Department. In 1977, he was named National Field Coordinator of the MTD. During his years with the SIU, Johnny performed! many diverse and extremely difficult tasks for the Union. He helped set up the educa­ tional curriculum at the Lundeberg School. He even taught at Piney Point for awhile as Union Ed instructor. Johnny was a top administrator in ... J • - ''Bn''- ; t. ' John Yarmola shown speaking last month at MTD Exec, board meeting. addition to his many other abilities and he handled all his assignments quickly and professionally. In addition to his many duties with the SIUNA and the MTD, Johnny served on numerous com­ mittees for the AFL-CIO, including the Community Services Commit­ tee, the Pension Investment Com­ mittee and the Ad Hoc Committee on Maritime Industry Problems. Johnny had a secret love of writing and could have been a damn good journalist (in fact one of his first jobs was as a copy boy for one of the Chicago newspapers). He always said he wanted to write a book entitled, "Famous Labor Leaders Who Knew Me." And Johnny Yarmola knew them all. Johnny Yarmola is survived by his wife, Peggy; son, Jeff; mother, Anna; sister, Marie, of Chicago, and his brother, Steve, of Washington, D.C. Wakes were held for Brother Yarmola both in Washington and Chicago, where hundreds of his friends from the labor movement, including AFL-CIO President Lane Kirkland, paid their final respects. On Saturday, March 14, 1981, Johnny Yarmola—devoted husband and father, labor leader, and a real special person—was laid to rest at St. Mary's Evergreen Park "in his native Chicago. Smooth sailing Johnny! We all miss you very badly. Remembrances of Johnny Yarmola, a True Friend I N THE last few years, the SIU has suffered the loss of some of our most dynamic and dedicated officials, including Paul Hall, Paul Drozak, Bull Shepard, Bill Hall, and just in the last few months Ralph Quinnonez and Joe Algina. When it finally seemed as if the dust had settled, as if the worst had already happened, Johnny Yarmola died, suddenly, without warning.His death is a tremendous loss to the SIU, to his friends, and most of all, to his family. For more than 20 years, Johnny Yarmola dedicated his life to the SIU. He had official titles, but no title could describe or do justice to what he did for our Union. He was like a human smor­ gasbord: he did a little bit of this, a little bit of that. He lobbied. He travelled around the country to gain support for this Union's legislative programs. He worked with the research department. He taught at Piney Point. And when it was over, the sum of what he did was definitely more than the total of all the parts. He was a deceptively complex man who presented himself to most people in the simplest of terms. He was overweight and hearty. He had an endless supply of bad prepared jokes, which when told all at once wore down the listener's resistance. He was wickedly funny. Like a squirrel chasing a nut, he would pounce on a word or a phrase, shock whoever was within earshot and force him to laugh. He had a big moon face that more often than not was in full smile. He could disarm the most guarded of people. He was once asked to lobby a Congressman on an important bill concerning the maritime industry. The Congressman was a "died-inthe-Wool" fiscal conservative who felt that the U.S. merchant marine ranked slightly below Alaskan Snow Conservation in terms of national priorities. The two men met for a quick drink. By the end of the evening, the prim and proper Republican Con­ gressman was drunk, driving all around Washington, D.C. in his Mercedes Benz, telling dirty jokes, saying that he couldn't understand why this country hadn't done more to rebuild its badly deteriorated merchant marine, a national treasure if there ever was one. He ran through red lights, drove over highway dividers, and when the time came, voted for the vitally important maritime bill. Stories like that are not un­ common. Johnny Yarmola had a way of winning opponents over. People trusted him, felt comfortable around him, liked him. They would start off talking about the weather and wind up telling him everything —their life story. He knew exactly what was happening in the labor movement, and because he did, the SIU was never taken by surprise. The late Paul Hall, for many years president of the SIU, and Yarmola's close friend and advisor, often referred to Johnny as his "secret weapon." "I don't know how he does it, but he knows everything. We couldn't survive without him." He travelled across the country with little more than a brief case, two shirts, two pairs of underwear and a small bottle of Woolite. He was the last American Gypsy, travelling, working, cursing, laughing his way from Chicago, his home town, to California, to Washington. He knew all the labor people throughout the country and they knew and loved him. Despite hjs gypsy feet, he was a creature of habit. When in Washing­ ton he would often find his way to his two favorite pub/restaurants: the New York Lounge and the Post Pub. They were both situated on Fifteenth Street in Washington, D.C., just a stone's throw away from his beloved MTD. He entered the bar like Pavarotti mounting a stage. One by one, he met everyone there: the bartender, the pressman from the nearby Washington Post, construction workers, labor skates. He told stories, jokes. He was the center of attention. And when the evening m -I f f ' ' •"|r 3' § •'"J m Continued on Page 12 X: . March 1981 / LOG / 5 • '•r'^ -f • -•> V LV - �Crews Conference Kickoff Set for Apr. ^20 S EAFARERS are urged to attend special meetings at 2:30 p.m. on Apr. 16 to elect delegates to a Union Crews Conference. As has been reported in the January and February 1981 Logs, the meetings will be held across the country at the halls of the SIU, Atlantic, Gulf, Lakes, and Inland Waters District. I• 4. -I'- The SIU, lead by its president Frank Drozak, joined 9,000 AFLClO marchers to back the United Mine Workers Union protest of President Reagan's budget cuts of Black Lung disease medical benefits on Mar. 9 in Washington, D.C. The march route began at the AFL-CIO Headquarters at 16th St. N.W. to a protest rally at the Washington Monument. The proposed budget cuts (since modified) make eligibility require­ ments more difficult, depriving many coal miners with valid heajth claims from compensation. It's estimated that 4,000 U.S. coal miners die each year from Black Lung disease and thousands more are permanently disabled. Drozak declared that the "SIU and MTD were proud to carry with the coal miners a unified message to President Reagan." The SIU chief averred that, "our j -' energy future is coal, but that future has a black cloud in its silver lining—Black Lung disease. Mining is a hazardous job and the disease is SIU President Frank Drozak and SHLSS Base Commandant Ken Conkiln (r) lead a contingent of Seafarers who joined in a Washington, D.C. demonstration to protest the Reagan Administration's plans to cut funding for U.S. Mineworkers who are victims of black lung disease. role for U.S.-flag vessels in the burgeoning world coal trade was high on the House Merchant Marine Subcommittee's agenda as they began a series of hearings on the coal trade early this month. Subcommittee Chairman Rep. Mario Biaggi (D-N.Y.) opened the March 4 hearing by noting that "U.S. steam coal exports experienced a.dramatic surge" in 1980 and that those exports "will 0ntinue to increase significantly." To prepare for the expansion of U.S. coal exports—which could be between four and five times higher than the current level by the year 2000, according to some estimates— the Subcommittee will be seeking solutions to two pressing problems: • deepening U.S. ports to accom­ This Man Has It All Job Opportunities* Great Pay. Security. ' ?* a killer as tiny coal particles collect in, the lungs of the miners to impair their breathing and eventually leads to their deaths." representation will be as follows: New York, 12; New Orleans, 6; Houston, 6; San Francisco, 6; Baltimore, 3; Boston, 3; Detroit, 3; Jacksonville, 3; Mobile, 3; Norfolk, 3; Philadelphia, 3; San Juan, 3; Seattle, 3; Tampa, 3; Wilmington, 3; St. Louis, 3, and Piney Point, 3. If any port fails to elect its quota, then Headquarters will hold a special meeting on Apr. 17 at 2:30 p.m. to elect the port's quota. Following are the qualifica­ tions a deep sea member must meet if he or she wishes to be elected as a delegate: (Proof of these qualifications must be produced at the special meetings held on Apr. 16, and if necessary on Apr. 17). • Possess a full book with"A" Oceans Seniority in good standing. J • Have 24 months seatime with SIU-A&G contracted deep sea operators in ratings above entry. • Have at least 90 days of such employment in the period from Apr. I, 1980 to Apr. I, I98I. "Seatime" will be considered as any time for which contributions have_been made toward Pension and Welfare eligibility. Coal Task Force: US. Should Build Coal Fleet A !• held at the Seafarers Harry Lundeberg School of Seaman­ ship in Piney Point, Md. It will be attended by 69 elected delegates representing all ports and the three shipboard departments. There will be 23 delegates from each department. Based on shipping and registration and the past year's activities in each of the ports. SIU Joins Miners To Protest Black Lung Cuts •'.I r% To take place the week of Apr. 20, the Crews Conference will help the SIU plan for the 1980's, as well as for the upcoming A&G deep sea contract negotiations. The three-year deep sea Tanker and Freighter/ Passenger Agreements that were signed in 1978 expire on June 15 of this year. The Crews Conference will be You can learn it too. Take the Maintenance of Shipboard Refrigeration Systems Course at the Seafarers Harry Lundeberg School of Seaman­ ship on June 22. Get in on today's oppor­ tunities in the SlU-contracted fleet. Contact SHLSS or your SIU Representative. This man knows reefer maintenance. 6 '.LOG / Mnrrh 1981 modate deep draft coal carriers, and; • providing for participation by U.S.-flag vessels in the coal trade. "The question arises," Rep. Biaggi said, "as to what action the govern­ ment should take to assure that the U.S. merchant lleet shares fairly in the growth brought about by in­ creased steam coal exports. Steam coal is essential to the industrial and military strength of our Euro­ pean allies," he continued, "and it is imperative that the U.S. assure that there are adequate U.S. vessels to supply our allies." The Subcommittee was briefed by members of the Interagency Coal Export Task Force, which has been preparing a report since the Task Force was created by former Presi­ dent Carter nine months ago. "U.S.-flag coal ships are necessary for economic, commercial security and national defense reasons," said Dr. James Lisnyk of the Maritime Administration, an ICE Task Force member. He targeted several options, included in the ICE Task Force report, which the U.S. can use to build up a coal fleet. Those options include: enacting special, dry bulk legislation; signing cargo preference bilateral agreements with our trad­ ing partners; increasing subsidies for the fleet, and; reflagging U.S.owned, foreign-registered coal ships. The House Subcommittee plans to hold several additional brielings and hearings in the months ahead "to consider," Rep. Biaggi said, "legislative actions to assure the growth of our ports," and the role of "the U.S. merchant fleet in the transport of steam coal." �^°?he 8,995 d>A/t R 404OOI capacitV °: . tracers, cargo ^^|^400 20-foo^" s.SVve t^arfe^s ^ s Mrarar addrtioa^o s . to „oeed of coverrrrg , s>U cre« *Tle%-'';Sfr:uhthe-« rett wac •e Boff «ete qwj® \v,eV with ®-°'^faccomoda»on®;„^ets pt";® ?„ai toilets an •'"^'''rftSetatotst"®;"^Vlostof a^ w cotiafotta^ pureU exiteinelV ^ngboso M/v ^^/'t'XcotveV-^^t.ossing "^The vessel's W'®"^shipvatd :rr£?-n-:s:Svs-""''; sr"" '"'''"ruela tottte- f eexample ^TwDiP'"'"'''''''oTetetenee -uSdrx agreetnetr , betv^een oi an agtee'JJ®"^ neauela. tetth® "'^Statesand ^o theUmt^Sm ,he^^ s*''?' will have aec ^^atroits catg • ^,f\ag 1 '/ / �T^- SIO Helps SUP Celebrate Its 96th Annhrei^ Referring to the fact that Furu­ . OP SIU officials spoke at cere­ monies in San Francisco mark­ ing the 96th anniversary of the founding of the Sailors Union of the Pacific (SUP). Also, in conjunction with the anniversary, busts of Andrew Furuseth and4larry Lundeberg had been refurbished and were re-dedicated at the ceremonies. Among the half-dozen guest speakers were SIU President Frank Drozak, SIU Executive Vice Presi­ dent Ed Turner, and SIU West Coast Vice President George Mc­ Cartney. Other speakers included Henry Disley, president of the Marine Firemen's Union, Paul Dempster, president of the SUP, Albin Gruhn, president of the California State AFL-CIO, and John Henning, executive secretary of the California Uabor Federation. The entire executive board of the T ii'v" I. ^w/-v ac California AFL-CIO attended as did officers and members from many maritime unions and a num­ ber of steamship companies. The ceremonies took place in front of the SUP building where the larger-than-life busts of Lundeberg and Furuseth stand. ^ . Harry Lundeberg founded the Seafarers International Union and Andrew Furuseth was the founder of the old InternationkT Seamen s Union. Am^riran seamen. . American Drozak recalled his first rneehng with Lundeberg many years before^ Lundeberg asked Drowktogeto fa ship in order to work for the Union in Seattle. President Drozak said that he little realized at the time that the meeting between him and Lundeberg was to become the beginning of his work as a union •, j Lundeberg's widow, Ida, unveiled the refurbished statues which had become worn over the years Also present were Lundeberg's children, Eric, Alette, and Gunnar. In his remarks at the ceremonies, Drozak paid tribute to the long history of strong trade unionism among the membership of the SUf • He ^Iso praised the dedication ol both Furuseth and Lundeberg for their life-long service on behalf ot S T--, ^ V-' °^Ta?king about Lundeberg and Furhseth, Ed Turner in his remarks said that "they fought against tough odds to make the world a better place for lui their fellow man. Ogden Buys 4 Zapata Tankers • • the Military Sealift Command as tracted Zapata Corp. recently Ocean. sold; The four vessels, the Zapata Patriot. Zapata Ranger. Zapata Rover, and Zapata Courier, were bought by another SlU-contracted company, Ogden Corp. Under the new ownership, the name Ogden replaces Zapata qn each of the vessels. The ships are expected to continue on the same routes they were running for Zapata. Ogden will pick up the remain­ ing two-and-half year charter on the-Patriot which is being used by hauling jet fuel and Other refined products under charter to the ^avy. The Courier is engaged in carrying rpetyokum^ products in the worldwide market. Ogden has acquired the vessels from Zapata for $89.5 million, including $52.9 million in cash and a $36.6 million assumption of debt. The four vessels constituted Zapata's entire shipping fleet. Built in 1976 and 1977, the ships each weigh 35,000 deadweight tons. "t"- 1 • - Port Council Raises $ 16,000 for Italy's Quake Victims ; IT: t U.- seth ^oc was "chareed. "charged, titried and ex­ pelled from the SUP" in the 1930's, Turner said the "trial committee shouldn't feel too bad. After all, at the same time General Billy Mitchell was court martialed and discharged from the Army because he dared to disagree 'with his bosses over airpower." Talking about former SIU Presi­ dent Paul Hall, Turner said he was "a man who had vision, knowledge and practical know-how. He was a tough taskmaster, but a truly dedicated leader." WL ' * - • ' n, -V* I SIU N.Y. Port Agent Jack Caffey (center), who is a'so ?of®|t'^,/s°qua^ victims. Council, presents $16,000 check to ^'shop Bevilacqua for It^y 9^^ ^ Others in photo are from left: SIU N.Y. Fidd Rep1°"; and N.Y. Port Council; Evelyn Aquilla and Father Basler of the Diocese Joe Collozo, vice president of ILA Local 18U. ^ rarroll 4' and SIU Exec. V.P.Ed Turner. _ ^ Ogden to Build 2 Dry Bulk Carriers ' SlU-contractcd Ogden Marine ankers-to bolster its fleet of Amer- has applied to the U.S Mantime Administration for construction 3^ ferential subsidy to build two 41,5W dwt dry bulk ships for operation in the U.S. foreign trades. Ogden, which has made several moves lately—including buying Zapata's four.35,000 dwt product two new bulkg Avondale Shipyard in New j ^ ,,3, ^een g" .^^ed cost of construction S^ihe lwo ships is $133 million. be equipped with Sulzer slow-speed dipsel engines and will be capable to attaining 15 knots. 8 / LOG / Merch 1.981 4 • . ' . ' In a warm display of humanitarianism, the Maritime Port Council of Greater New York and Vicinity collected $16,000 to be donated to the Catholic Relief Services. The money will be used to aid victims of the tragic earthquake that rocked parts of Italy Italv late last year. vear. That disaster, among the worst on record, killed tens of thousands of people and left countless others without food, clothing and shelter. The presentation took place in a congenial Italian restaurant located in ^ Brooklyn s . Gardens section. The commun^y is home for many „ friends of the dtsaster s ^and to make the presenta^.Y. Port Agent Caffey, who is also vicepresident of the Port Co^uncil, ^^thony Anastasio, and several other officials of the Port Bishop Bevacqua of the of Brooklyn accepted the dona­ tion on behalf of the Ca Relief Services. �• - - -• <jv.-."-"-ri;ir,' I I I I I I I I I I I I I I I I I I I I I I I 1 I I I I I I I I I I I i I I I I I I 1 •. I I I I I I I I I I I I I I I I I I I I I I I \ • - '•,. , ft • I i- •<-.:-=«•" m Si-afiircr.s Jincrn.ititjiial Union of" Nortli AnuTiL.i. AFL-CiO w:] -0^ March 1981 Legislative. AJministr.itive ami Rel•4^uo^v Happenings Reagan Maritime Budget Unveiled . After a long and suspenseful delay, Ronald Reagan finally unveiled the details of his Budget in a warmly received State of the Union address. As predicted, drastic cuts are proposed in almost all sectors of the Federal biidget. David Stockman, director of the OMB, played a leading role in helping Reagan decide what programs would be cut, and what programs would be saved. As it stands right now, the vitally important Operating Differential Subsidy Program will jiot be cut, although its sister program, the Construction Differential Subsidy, 'will be trimmed by some $20 million from the budget proposed last year by then Pres. Carter. Shipbuilders are a little unnerved by the proposed cutback, espe- cially in light of the recent state of shipyardclosings. Although it will take time to assess the impact of the budgehproposals, most people feel that the maritime industry fared relatively well, at least in comparison to other industries. However, the industry was shocked by at least one proposal: the pro­ posal to close the eight remaining USPHS hospitals by 1982. The USPHS network dates back to 1798. Not only do the USPHS hospitals serve an important national purpose, but they-are cost-effective as well. It is hoped that in the upcoming months. when the budget proposals are debated by the House and Senate, federal funding for the USPHS hospitals will be reinstated. Labor Moves to Preserve l^ade Adlustment Assistance Organized labor launched a counter­ attack on the Reagan Administration's attempt to virtually dismantle the Federal Trade Assistance, Program, which affects millions of American workers, including many who work in the U.S. shipyards and related maritime fields. Elizabeth Jager, an AFL-CIO economist, told the House Ways and Means Trade Subcommittee that the Trade Adjustment Assistance Program was "a necessary and integral jpart of overall trade policy." Under the present program, workers who have lost their jobs because of unfair foreign competition are encouraged to enroll in U.S. Adds OU lb 8PR The government has acquired 6.2 million barrels of oil for the Strategic Petroleum Reserve (SPR) since it began occasional spot-market purchases earlier this month. Is is hoped that the Strategic Petroleum Reserve will eventually total one billion barrels of oil, to be used in case the nation faces an interruption of oil imports, the kind that occurred after the 1973 Yom Kippur War and which may yet occur as a result of the Iran-Iraqi War. The reserve currently contains about 120 million barrels, which is less than a month's imports. It is one of those ironies of history that the U.S., which has. vast coal and natural gas reserves, is more vulnerable to foreign pressure than any of the major industrial powers, most of which , have spent the past six years quietly building up their own strategic oil reserves. The 6.2 miilion barrels of oil is part of an immediate plan to acquire 8.6 million barrels through spot market purchases. Stndd* OtCers nUp BUI special training programs. They are also eligible to receive up to $269 millioaa week in adjustment assistance for at least 52 weeks. . 0iesel Power Allead In Economic Study According to a study conducted by A'lan Rowen of the Webb Institute for the Naval Architecture for the Maritime Administra­ tion and the Baham Corporation, diesel power is fast becoming the most economic and fuel efficient type of maritime energy. The study-predicted that diesel fuel would become increasingly more attractive to own­ ers of merchant vessels in the upcoming years, and suggested that the U.S. goverfiment should consider speeding up that pro­ cess by providing further economic incen­ tives to owners who use that form of fuel. ///i ' • • iI '-p Johnny Yarmola Dies The maritime industry suffered a tragic • loss when Johnny Yarmola, National Field Co-ordinator for the Maritime Trades De­ partment and vice president of the SI UNA, died suddenly in his Washington apartment. (See page 5) He had been a mainstay of the Maritime Trades Department for over twenty years. Thanks in" part to his hard work and dedication, the Department was able to become a leading spokesman for the maritime industry on Capitol Hill. He will be sorely missed. L.A. Coal Terndnal The. Los Angeles Board of Harbor Commissioners have approved in theory the need for a $100 million coal-handling terminal at the port of Los Angeles. The Commission's approval is the first step towards construction of such a terminal,' which would facilitate the export of American coal SPAD is the SlU's political fund and our poli^al arm in Washington, D.C. The SlU asks for and accepts voluntary contributions only. The Union uses the money donated to SPAD to support the election campiiigns of legislators who have shown a pro-mantime or pro-labor record. SPAD enables the SIU to work effectively oft the vital maritime issues in the Congress. These are issues that have a direct impact on the jobs and Job security of all SIU mem­ bers, deep-sea, inland, and Lakes. The SIU ui^es its members to continue their fine record of support for SPAD. A member can contribute to the SPAD fund as he or she sees fit, or make no contribution at all without fear of reprisal. A copy of the SPAD report is filed with the Federal Elec­ tion Commission. It is available for purchase from the EEC in Washh^on, D.C. .•-1^ Gerry Studds, the Chairman of the House Merchant Marine Subcommittee on Coast Guard and Navigation, has introduced H.R. 1774, a bill which would ^courage the owners of vessels built in U.S. shipyards to "make applications to the Secretary of Commerce for Contruction Differential Siibsidies to aid in the reconstruction or reconditioning of such vessels...to make them more energy efficient." f -- March 1981 - / >:< LOG S r•-C' ~ « I '''-X ^ 5 ;4;. �>.- *• '^• ^ • /.-' LETTERS Congrats on Drozak Election ... TO THE EDITOR ri y. . Longer He's In, Better He Likes 14: First, I must say it is an honor and privilege to be a member of the SIU,. I would like to express my gratitude and thanks to all the people at the Lundeberg School for their patience and understand­ ing while I was attending the ABand GEDclasses, and the Alcholic Rehabilitation Program. The longer I remain a member of the SIU, I become more aware of the devotion and contributions of the individuals who founded the SIU and made it into one of the really unique Unions in the world. I alsb want to express my appreciation for the courtesy and cooperation the local SIU officials have showed me in the way of requested information and job assignments. Fraternally^ Randall D. Halsey, H-5748 . St. Louis, Mo. Plan Pays Huge Bill • l?-^- :v-; This is to thank the Seafarers Welfare Plan for payment of the Doctor and Hospital bills-for my operation. It would have taken a long time and lots of sacrifice to have paid over$7,000. But after the Plan paid for everything according to the rules of the Plan, I had only $150 to account for. My husband is at sea right jiow, and I wish to pass along our thanks for all the help. ' I • Sincerely, * , Mildred Barnett ^ Theodore, Ala. I - --i' Learn Techm ... More Congrats I saw-in the Log that Brother Frank Drozak has been elected to continue "piloting" the SIU-AGLIWD for the next four yeans. He has been "up front" these many years, and I'm sure it is gratifying that SIU members wholeheartedly support his endeavors to solidify and strengthen the SIU. Congratulations are in order, and I sincerely extend mine, as^yt'ell as those of the MFOW membership. Steady as She Goes ... Fraternally yours, Henry Dlsley ' President Marine Firemen's Union ' rv I Patriot Crew Admire Captain The SIU members aboard this vessel, iht Zapata Patriot, wish to thank Captain Joseph E. Stuckens for a smooth and pleasant voyage #44. Despite the boredorhand monotony of being stationed here in the Indian Ocean there were no_beefs of any kind. There was no disputed OT. It is a pleasure to work under the command of such a capable and considerate captain. Fraternally, ' . ' SlUXrew-'^ > '4 • Zapata Patriot > : ^ ' SHLSS Instructor Made Difference \ '• I wish to express my sincere congratulations to Frank Drozak on his recent election as the President of the Seafarers' International Union-Atlantic, Gulf, Lakes and Inland Waters District. He h^s the knowhow and the experience to fight for the SIU and for the labor movement as a whole. I am sure that he will carry on in the tradition of the Seafarers' International Union and in the work of the late President. Paul Hall, in the protection of seamen and their working conditions as well as to achieving a better and larger United States merchant marine.. On behalf of the membership of the Sailors'Union of the Pacific, best wishes and a smooth sailing to all in the SIU. Sincerely & Fraternally, Paul Dempster President & Secretary-Treasurer , Sailors' Union of the Pacific There are two courses coming up in ill Diesel Technology. IP Both begin June 22.I Apply for the Course and pass a pre-test for Transportation Institute Diesel Scholarship. There is ^Iso a' Diesel Engineering class running at the same time. -I I Both^ courses last 4 weeks. We wish to pass along our thanks to Mr. John Russell for all he has done for our son. Raul Iglesias, while at the Lundeberg School. He couldn't have done it without Mr. Russell's help and understanding. There should only be more helpful people around like him and the world would be a better place to live in. Sincjerely, ^ Mr. and Mrs. Raul Iglesias, Sr. :V, . • Trenton, N.JI. SIU There When Needed Most My wife and I wish to thank,the Uniiin for the recent check which we received towards my expenses while in the hqspital. Frankly, I don t know what we would have done without the help of the great SIU. I consider myself very fortunate to be a part of this great organization and the good it has done for so many members. Again we thank you. Yours jn brotherhood, * George 3. Fleming Brpoksvllle, Fla. • , io / LOG / March 1981 • - A .' • f . •c .i- .• i !.< - i: -i.." - . '.-'•'rf-:' 'TV--;,.,:'• �7^- ' '» '. ':. Budget Ax T HE economy of the United States is in bad shape. Skyrock­ eting interest rates and prices; inflation; unemployment are all reaching epidemic proportions. Nobody disputes .the fact that our economy is ailing, nor that help is needed. But as their remedy to the nation's economic complaints, the Reagan Administration has pro­ posed budget cuts so massive that they will cut the heart out of social programs that have long been a hallmark of American society. And the consequences of eliminating those crucial programs could well be worse than the economic distress they are supposed to cure. One of the programs on the budgetaiy hit list is the U.S. Public Health Service. If all goes according to the Administration's plan, the eight remaining Public Health Service hospitals and 29 clinics will be permanently closed down by the end of 1982. Since 1798, the Public Health Service has been providing free medical care to the nation's mer­ chant mariners, uniformed service personnel and other federal beneficiaries. In 1980 alone, USPHS served 14,000 seamen on an in­ patient basis and 600,000 out­ patients. But, while seamen have remained the chief beneficiaries of USPHS they have not been the only benefi­ ciaries. The health care facilities also offer medical services to the com­ munities in which they are located; conimunities which will be dealt a severe bldw if the hospitals are forced to close. USPHS has been a beleaguered health cafe system for years. In 1960, there were 15 PHS hospitals operat­ ing in the U.S. Ten years later, there were only eight. Attempts to reduce or eliminate .funding for USPHS have occurred over and over-again throughout the years. In. 1976, the U.S. Dept. of Health, Education & Welfare, which administers the hospitals, sent a budget request to Congress which was $25 million short of the funding gCto. necessary to maintain USPHS. After holding hearings on the issue, the House Committee on Appropriations concluded that the eight USPHS hospitals were "an invaluable resource" and that "to close any single one of the eight hospitals would be irresponsible and unconscionable." The Committee also lauded USPHS for the "high quality" of its "operation, training and research programs and the care they provide their beneficiaries despite constant Official Riblication of the Seafarer* kiternotionol Union of North America, Atlantic. Gulf, Lakes end Inland Woters District, AFKIO March. 1981 Va(. 43, No. 3 Executive Board Frank Drozak President Joe DiGiorgio Ed Turner Secretary-Treasurer Executive Vice Presidents Angus "Red" Campbell Mike Sacco Vice President Vice President M9' James Gannon Ray Bourdius • Assistant Editor • Don Rotan WP.V/ Coast Associate Editor Editor Edra Ziesk Assistant Editor Leon Haik " Vice President Joe Sacco Vice President Marietta Homayonpour Assistant Editor Max Siegel Hall Assistant Editor Frank Cianciofti Director of PholoRraphyl Writer Dennis Lundy Marie Kosciusko Administrative Assistant George J. Vana Production! Art Director Photography •f»ublished monthly by Seafarers International Union, Atlantic. Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave,, Brooklyn, N.Y. 11232. Tel. 499-6600. Second Class postage paid at Brooklyn, N.Y. (ISSN f/0160-2047) attempts... to undermine the sys­ tem." In fact, the commitment the USPHS has made to constantly upgrade its level of service to all its beneficiaries; the willingness of USPHS administrators, to seek solutions to the special health care needs of merchant seamen, would be praiseworthy even if there had not been constant battles to remain solvent. The types of services offered at PHS hospitals and clinics prove that the system's concern for the welfare of seamen goes beyond lip service. In San Francisco, a USPHS Dental Clinic, Research Program" began offering free dental care to retired seamen and their families two "years ago. The USPHS hospital in Staten Island, N.Y. has a modern KidneyBlood Dialysis unit. While com­ munity residents aire eligible for the treatments, merchant seamen get top priority. In Philadelphia, the USPHS Outpatient Clinic has sohie of the most modern equipment around, including a blood analysis machine and a glaucoma testing unit. The physical therapy program offered at that clinic is considered so good that two universities send medical stu­ dents there to learn the therapy techniques. If quality medical care for—and sensitivity to—seafarers were not, in themselves, compelling reasons to continue the USPHS system, there are other reasons. The cost to the- government gf providing health care to federal health beneficiaries through USPHS is way below the cost of comparable care purchased else­ where by the government. Several years ago. Warren Magnuson, thenchairman of the Senate Labor, Health, Education & Welfare Ap­ propriations Subcommittee queried: "Why should we spend millions of dollars for new programs and new facilities when we should be able to use a sound PHS hospital system which is already in existence?" Perhaps more than any other federally-funded program, USPHS has consistently made efforts to earn its keep; to change with the times while holding to its initial purpose and serving its primary benefi­ ciaries! USPHS is an effective health service that has stood the test of time. We have fought for the continuation of that service in the . past. And we are prepared to fight ' for it in" the future. March ,1981 / LOG / 11 .•••p -• KS I :;>V '.' • - •'•• I �•- ,v • ^,'. •: V : •',- ' ,-^i.-':••' •, -v.- ' •': • W. Almna (A-1), Chamr Member, Retired omdal. tHes 1-.^^ OITTXT'A I N the last few years the SLU has lost a lot of good men. Men who had seen the bad days, the hard days of the Union's early years. Sadly, another .one of those oldtimers passed away early this month. He Was former SIU official Joe Algina, a dedicated Union.^man, a man who took pride and pleasure in his family, and simply—to the people who knew him—a nice man. Brother Algina, who retired early last year, passed away on Mar. 4 at. the Peter Bent Brigham Hospital in '""•ston, Mass. He had undergone a trinlc bypass heart operation the •Acek before. Really, the term "oldtimer" does r;(»t seem completely accurate. Eiother Algina was 64 years old. In actual years that is hot so old. But like other Union officials who have died lately, Algina was old in terms jf the years of service he'd given the SIU. Starting in 1^44 when he came ashore as a Union organizer, Algina served his brother Seafarers in jobs that ranged from New York port agent to Headquarters representa­ tive to assistant secretary-treasurer. He also served as SIU safety director and as a special representative from the International to its fishing affiliates. . Born in Worcester, Mass. on May I, 1916, Joseph J. Algina first went to sea when he was 21. Though at the start he was a member of the steward department, Algina switched to the deck department where he sailed as AB and bosun. During World War N / II he also, at times, sailed as third and second mate. A member of the International Seamen's Union, Algina was quick tojoin the SIU when it was formed tl 1938. He joined in the port of Boston and his book number was A-1. After being a Union organizer, Algina, in the mid 1940's served as New York deck patrolman and acting port agent before being elected New York port agent in 1948, 1949, and 1950. In the two following years he.was elected Headquarters representa­ tive. In 1953,he was elected assistant secretary-treasurer, a post to which he was re-elected seyeral times. An' active partteipant in many Union fights. Brother Algina took part in the Coos Bay beef and. Monthly Membership Meetings '. 'i Port Date Deep Sea Lakes, Inland Waters ... Apr. 6 ..... • New York • Philadelphia . ^. • Baltimore .; • •••«•• •« ... Apr. 9 Norfolk Jacksonville ...... ... Apr. 9 ...... • ••••«>•• * • i • These two photos span part of Joe Algina's long career with the SIU. At right he is shown in his early days with the Union. The photo at left shov\^ Brother Algina in 1970 when, as SIU Safety Director, he went aboard the Ga/veston (Sea-Land) in Newark, N.J.,, to begin a safety inspection. UIW 2i30p.in. ••••••••« ... 2.30p.m. •«««••••« ... ... 2.30j)>iii. ... 9^3OH.01« 2l00p.m. e m e f e e ee i 1 • • *• • • < • ««••••••• 2i30p.m. • «••••••• ,2.30p.m. New Orleans • •••«•••• 2.30p.m. Mobile • 2.30p.m.' ' San Francisco .... • 2.30p.m. ... Apr. 20 Wilmington '2.30p.m. ... Apr. 24 ....'. • • • Seattle • 0.30H.m. ... Apr. 11 Piney Point 2.30p.m. Apr. 9 .. ..i. • San Juan Columbus Apr. 14 ...., Chicago Apr. 14 ..... • ••••••• >^..2.30p.m. Port Arthur 1 niitc ... Apr. 17 Cleveland ; Honolulu i' -1 • •••••••• ii. • ^:- ... 7:00j).m. 7:00p.m. 7:00p.m. 7:00p,m. ~v ,. • —;- ,7;00p.m. 7:00p.m. ••••««••«.... — •••w. ••«•••••• ••••••••• ... 1 • • . ••••••••• • • • .• • • • e^ • .a • ,... 1 ' 1:00p.m. various longshore beefs, the 1946 General Strike, and the Wall Street and-Isthmian strikes. He was also very involved in the American Shipping beef of the mid and late 1956's. For many years Algina also serve'd on the Union negotiating. Committee that-bargained with employers for Seafarers' contracts. In 1959, Algina was appointed SIU safety director. In this position . he helped establish criteria forsafety aboard ships, together with the Coast Guard he, set up Collective Regulations on Safety. Among other things, these regulations dealt with safety equipment aboard ship and safe loading and unloading procedures. One of Brother Algina's most important tasks.as an SIU official was the job he was assigned by the Johnny Yarmola Continued from Page 5 was bver, after the people in the bar had shouted "goodbye Johnny!", he would walk over to his room at the Pick-Lee Hotel, read a book,call his devoted wife Peggy and go to bed. He had more than one vice, but his favorite one was reading. He wanted to know all that he could about everything there was to know. He used to say that the best thing that the SIU ever did was to institute the GED program at Piney Point. He had dreams of taking a paralegal course. He had an unusually strong sense of commitment. When Paul Hall fell ill, he was by his side, everyday, every night. He stood by his old Be^a Celestietl^^vigato? •^ir • . -• • '. - .r : •. ,;. V' . <1 ,4• • ; late SIUNA President r» Pauli ii.n Hall to be a special repre.sentative to the international's fishing and cannery worker affiliates. Working with affiliates on, both the East and West Coasts, Algina was involved in a program to rebuild the fishing unions. He was always on the scene when there were problems or disputes and he helped negotiate contracts for the fishing affiliates. As is clear from his work record, Algina was a dedicated Union man. He was also very much a family man who derived a great deal of joy from the ,time he spent with his wife and children. Brother Algina's wife, Eileen, died a number of years ago and he was buried in the same cemetery where she reposes. Holy Rood in Westbury, N.Y. Surviving Seafarer Algina are five children: Kathleen; James; Patty; Dorrie, and John, and five grandchildren. Al­ gina had resided with his daughter, Dorrie, in East Freetown, Mass. His son, John, who had been shipping out as an SIU rhember in the engine department, has now earned his third assistant engineer's license. One last note before this article on Seafarer Algina ends. This reporter knew and admired Joe Algina for many years. When f first came to work for the SIU, I wrote for the fishing affiliates' publication and so worked closely with Brother Algina. The other night at home I used an expression that will remind me of Brother Algina for a long time because it's one that 1—and prob­ ably a lot of other people—picked up from him—"Okey-Dokey!"- Enroll no^in this 4 week Course starting May 25. Seafarers Marrry Lundeberg School of Seamanship, Piney Point, Maryland 20674 12 ' LOG / March 1981 I • • •->•.'•'0.1 friend and mentqr without any thought of his own .welfare. And when Paul Hall died, he cried like a child. Today, there are a lot of people crying for Johnny Yarmola. During his lifetime, he had touched a great number of people. There is only one way to repayall the absurd jokes and kindnesses, the loyalty and the good times; and that is to remember what Johnny Yarmola believed in. He valued history and continuity. Though most people didn't knoW it, his whole life was his wife Peggy and his son, Jeff. Alone with a friend, away from the crowd, he would invariably talk about his son. His face would light up and he would become animated. He was proud that "Jeffie" had joined the SIU, the organization that his father had worked for most of his adult life. He was proud that Jeffie loved to read, just like him. He was proud that he had made use of the union's GED program. He was proud that he had become one of the youngest members ever to get his QMEDs rating, thereby carrying on his father's love of education and his dedication to the maritime industry- Ir-T �-'" ' ;™;3 if-'- •' -;v..,' • ' "". 'S'. •" IB ,-.'i f ISeafarers | HARRY LCINDEBERG SCHOOL OF SEAMANSHIP •' Piney Point Maryland When You Need Help to Upgrade You Get It at SHLSS math and reading skills. With the new ABE program, an upgrader can come to Piney Point Up to a month before his upgrading class or GED courses start, to get tutoring in math and reading. This could make a big difference in how well the student will do in classes and on exams. Perhap^as you're reading this article, you gan think of a man you've sailed with who could benefit from this course. Have you ever had to help a shipmate with the math on his overtime sheet? Have you ever sailed with a person who could use Some reading help? Then encourage these men to come to school for some individualized instruction in these areas. ' .L? Right from the beginning, young men In training to become Seafarers find that help Is available to aid them In their studies. Here,-Edlth Foster helps a group of Trainees with study materials for the Lifeboat & Water Survival course. Two Seafarers who are among the first to achieve Third Engineer licenses through the new SHLSS Licensed Engineer prograrn had high praise for the teachers who helped them with their studies. When they got their licenses, they wanted a picture with the two teachers wHo helped them most—so here It Is. SHLSS Engine Instructor Dave Greig, at left,'and Teaching Specialist Carolyn Smith share the limelight with Third Engineers Bill Strode, from Port Arthur, and Harold (Slim) Whightsll, from Louisana. Cindy Meredith works with Seafarers who are preparing for exams to become QMED's. Cindy has worked at SHLSS for more than five years, and she knows the needs of the men and women who come to the school to upgrade. Here, she works with Seafarers Pripce Wescott (left) and Gregory Johns. '^; •• Math. Beadina. Study Skills, etc.; T '•' - '; ssssssssssss HE Seafarers Harry Lunde:berg School of Seamanship is committed to meeting the broad educational needs of its ^membership. This commitment is demonstrated through the Charlie Logan College scholar­ ship, the Charles County Com­ munity College program, and the high school equivalency (GED) program. Now the academic staff has developed an Adult Basic Education (ABE) program to help upgraders brush up on their basic math and reading skills. When stijdents return to school to upgrade their voca­ tional skill or to apply for the GED program, they often find they need to develop their basic C-' - -.'f- ••I; From Tirainee to Third Mato • 'i ^ •' |ki Seafarer John Mitchell has been away from school for a,long time, and he was worried about being capabJe of keeping up with his studies. SHLSS Special Instructor Chris Moorehouse puts him at ease through patient help with study problems, and with encouragement. When Ben TIdwell arrived at Piney Point back In 1974, It would tiave surprised the youngster from Knoxvllle, Tenn. to know that one day he would be handed a Third Mate's license. But, that's what happened. This month. Seafarer Ben TIdwell became the first seaman to achieve a Third Mate's license through the new licensed offIper program at SHLSS. Presenting Third Mate TIdwell with his new license Is Frank Mongelll, vice president of the Seafarers Harry Lundeberg School of Seamanship. Brother TIdwell, 25, sails out of the Port of San Francisco. March igsT/ LOG / 13 ' -X- • »rv J .-I • • •" / • •. ;• r �•• , .• '• : . ,4ir ,.,;V • Seafarers Improve Their Skills ...And Increase nelrJob Security Mew Tawboat Operators: SiU Boatmen Achieve Licenses Through Ti Scholarship Program \j ^ '- ' <g> ' ii'.. • ^ • • .f • - -••V*- ^-'•y"-:- \ • -v. ^ '-•/ . 'iW; ' • • These three Seafarers are moving up the ladder to better pay and more solid job security by improving their skills at the Seafarers Harry Lundeberg School of Seamanship. Displaying their Certificates of Achievement after completing the course for Pumproom Maintenance and Operation are, from left, Donald Bush, from the Port of Norfolk; Chris Devonish, New York, and Jonathon Fink, also from New Yor'k. Brrrr...It's A Long Way From Waikiki i Two more SIU Inland Boatmen eamed licenses as Towboat Operator throuah a special program at SHLSS established by the Transportation Institute The new Towboat Operators are (top photo) Don Golden, seen here in the wheelhouse of the Susie Collins with SHLSS Instructor Ben Cusic, and (photo below) James Stanfield in the wheelhouse of the C.L 2. Stanfield works out of Detroit, while Brother Golden works with Crowley Marine in Wilmington Calif Transportation Institute's Towboat Operator Scholarship Program, together with its Diesel Engineer Scholarship Program, is encouraging many of our members to upgrade their skills. ^ / r^r *• • '-'•h: jr.: I ,. - Rene Fernandez grew up to know the gentle and warm breezes that flow across the white sands and lush greenery of her native Hawaii. Little wonder men that she was not prepared for the harsh winter winds that blow in from the Chesapeake Bay and whip up the St. George's River where lifeboat classes get undervvay rain or shine." But—like other crewmembers of the SlU-contracted Oceanic Independence—she bundled up and took her turn at the sweep oar And, like ^e rest of her crewmates, she passed her Coast Guard tests and earned a Qualified Lifeboatman endorsement. A Reunion on Pier 45 Dt^er and Mcngelll Recall Bitter Longshore Struggle Pier 45 on Manhattan's Lower West Side is where it all began for Johnnv Dvjyer. And here we are, some 46 years later, at "Pier 45" in PJney Point and Johnny Dwyer is retired (Seethe Log, February 1981.) JohnnystopiSdorat ? i" 5'® ° an old friend, Frank KSnaem who worked very closely with Johnny during the "Longshore t^'Nn 19^ s. With the two old friends here is Johnny's wife Mary. 8 Converyormen A^leve Ratings As lakes SeasonWears Opwilng Conveyorm^'^^^^ ^e SeS^ achieved certificates after completing the ship. They are an hMdti Lundeberg School of Seamanshipping i^ason nearf(^Sen^na ^reat Ukes Port of Algonac- Michael Maynard Baker, from the and Seafarers School Instr^tor Bm Al-Samawi, Algonac, Algonac- Jan Thomnortn o? . Standing from left are John Barrett, ~ 14 / LOG / March 1981 �"-.. '• • • •' -V' ^:' • • .'• SEAFARERS HARRY LUNDEBERG SCHOOL OF SEAMANSHIP UPGRADING COURSE SCHEDULE 19S1 Check-in-Date Completion Date Coulrse \ April 27 June 22 August 17 October 12 May 21 Celestial Navigation July 16 September 12 Novembers First Class Pilot May 10 July 30 September 27 December 17 May 24 June 18 July 19 August 13 September 13 Octobers Novembers Decembers Marine Electrical Maintenance July 6 October 26 Marine Electronics Quartermaster Third Mate August 27 Able Seaman December 17 Bosun Recertlflcatlon May 25 August 10 November 1 June 25 September 11 December 4 October 5 November 20 July 6 September 11 March 29 April 26 May 24 August 16 October 11 November 22 April 23 May 21 June IS September 10 Novembers December 17 April 13 August 10 Junes October 5 May 11 July 13 September 7 October 12 Julys September 7 November 2 December 7 April 6 May 11 Junes Julys August 10 September 7 Octobers Novembers December 7 May 4 Junes Julys . August 3 September 7 Octobers November 2 December 7 January 4 March 26 May 10 June 7 Julys August 16 September 13 October 11 Novembers April 9 May 21 June IS July 16 August 27 September 25 October 23 November 20 July 30 November 19 Diesel (Regular) March 30 June 22 October 12 April 23 July 16 November 5 Diesel Scholarship March 30 June 22 October 12 May 21 August 13 December 3 Junes October 26 July 16 December 3 Automation March 30 August 3 Aprii23 August 27 Basic Welding May 25 August 17 June IS September 10 Pumproom Maintenance and Operations Completion Date June 19 July 16 Septembers 1 October S May 25 July 2 Septembers October22 I Refrigeration Systems Maintenance and Operations June 22 October 12 Check-in-Date Steward Recertlflcatlon "A" Seniority re-':-," LIfeboatman/Tankerman Third Assistant Engineer April 13 August 3 June 19 October 9 Towboat Operator May 11 July 2 Towboat Operator Scholarship March 30 May 14 June 22 August 6 Septembers October30 r- March 1981 / LOG / 15 *• .rjwr.iiyfcytowi*- <s-si n.;^<ge . '--n, �•; • c ':.z^ Apply Now ior an SHLSS Upgrading Course (Please Print) Biwai"""""™" — — I (Please Print) 'V Seafarers Harry Lundeberg School of Seamanship Upgrading Application Date 6f Birth S Name. (Last) 15 Mo./DayAear (Middle) (First) Address (Street) Telephone j; (State) (City) Deep Sea Member (Area Code) (Zip Code) Lakes Member • Inland Waters Member • Q Seniority. • • Book Number — ! Date Book • Was Issued. i.c;;,;, •' Port Issued Endorsement(s) or License Now Held. • Social Security #. i Plney Point Graduate: I • Yes No • (if yes, fill in below) to. (dates attended) S Entry Program: From. ,lr Port Presently Registered In _ Endorsement(s) or License Received to. (dates attended) • Upgrading Program: From. j Do you hold a letter of completion for Lifeboat: • Yes No Q Firefighting: • Yes No • CPR • Yes No • ' Dates Available for Training. •i ~ i 1^ iCv.' 5, I I Am Interested in the Following Course(s). Q • • Q Q • • Tankerman AB 12 Months AB Unlimited AB Tugs & Tows AB Great Lakes Quartermaster Towboat Operator Western Rivers • Towboat Operator Inland (• Towboat Operator Not More than 200 Miles • Towboat Operator (Over 200 Miles) • Master 0 Mate • Pilot 0 Third Mate STEWARD ENGINE DECK I'la 0 0 0 0 0 Q 0 0 FWT 0 Oiler QMED - Any Rating Others. Marine Electrical Maintenance Pumproom Maintenance and Operation Automation Maintenance of Shipboard Refrigeration Systems 0 Diesel Engines 0 Assistant Btgineer (Uninspected Motor Vessel) 0 Chief Bigineer (Uninspected Motor Vessel) • Third Asst. Engineer (Motor Inspected) 0 0 0 0 0 Assistant Cook Cook & Baker Chief Cook Steward Towboat Inland Cook ALL DEPARTMB\ITS 0 0 • 0 0 LNG LNG Safety Welding Lifeboatman Fire Fighting No transportation will be paid unless you present original receipts upon arriving at the School. ! RECORD OF EMPLOYMENT TIME ——(Show only amount needed to upgrade in rating noted above or attach letter of service. I whichever is applicable.) f : • •. : VESSEL DATE SHIPPB) RATING HELD t'SI!'-. -1^ • fsifiiij f WilM: • • • ^T- •, ^.•^•- DATE I SIGNATURE Please Print RETURN COMPLETED APPLICATION TO: Seafarers Lundeberg Upgrading Center ' PINEY POINT, MD. 20674 -4, • • ''eK I'l-'i* t..- • -• •I"!" " 16 / LOG / March 1981 irjs. DATE OF DISCHARGE V, - �• >-- : •- . V • ' . ,'" . --J -• . 'r: :-r- ;: .. i:'-'..4LZ •••V m.., -^j -.-. -.r. -:^'; -jr.- -• •.' ," ^ • J. jw.-ii^. 1 • Jnr-y ;i.;,_ ft '-^ ^s»f^-^ti''.'-ii' ••% -S' V ,,,:v ' -: ;' • . • •. - '• -•:^>-'' v .. . W . • ' • V--'- V--:^; /' 's •• ' 'v . '"'A- • "i > •. >/ . • '-s . •- . .4/ -> -•''. - V- • •>': •- - . ..i [•- •: ; ,r V- , - . _ '"-1 / , ; -iv - •"' •^"-' •'• -T:, fe'., : i-- 2- ' •..V >.•- L . ^ -'^T ..• T-* - * f' • ,'' . -' -' Special 8 Page Supplement -w- March 1981/ LOG / 17 �SIU TRADITION— LEGEND . - By SIU PRESIDENT FRANK DROZAK T |HROUGHOUT its history, the SIU has held its position at the prow of social, political and economic advancement for the Brotherhood of the Sea. Our union led the way in formulating comprehensive pension and welfare programs for seamen; instituted the first vacation plan; established working programs for trai^qing and upgrading seamen thirty years ago, culminating with our highly accredited institution at Piney Point, Maryland. We were the first to develop an effective political action program in Washing­ ton, D.C. and the first to establish a union sponsored alcoholic rehabilitation program for seamen. These programs were and continue to be landmark achievements for ourjjnioh and a source of tremendous advancement for SIU members. Advancement and improvement for our people exemplifies this union. In accordance with this SIU legacy, the SIU Political/Social/Welfare/Training Program -offers a broad ambitious plan designed to enhance the quality and availability of services afforded SIU members', pensioners and their families. This program also coordinates the political activities in the field with our legislative staff in Washington, D.C.. The focus of the program revolves around specially qua'lified field represen­ tatives who have been assigned to SIU ports throughout the country. Each field representative has undergone a one month course of intensive study-learning in , depth—all aspects of the SIU—union education and history, pension/welfare/ vacation plans. Seafarers Harry Lundeberg School of Seamanship, labor law and labor's involvement in politics. Marianne Rogers, the Washington, D.C. based National Director cuordinates these field representatives. With her at the helm, these field representatives will apply their broad range of knowledge and by advancing the SIU's general interests in the Halls of Congress, state legislatures and other local and civic bodies. These duties and responsibilities includes . (1) providing personal services to SlUmembers and their families in need or to those members and their families who, for whatever reasons, are unable to apply for assistance in person at the Hiring Hall. This will * r. I • • : -./• 1 I'- . •. i.: f-:-: w• 1, •" . .• - '•* National Coordinator K- 1C ' i Washinigtoii, D.C Jacksonville^ Fia. Marianne Rogers Bill Itodges Boston^ Mass. battle. Wash. Joe -C^orrigan Mike Delman Baltimore, Md. Robert Anion Norfolk, Va. Bin Hulchens -t- f* •/. 1« / LOG / March 1981 * San Franclseo Bob Hansen Dalnthi» Minn. Wavne Brandt ^ I �OWN ERA pertain particularly to the families of those members at sea, pensioners, and members^of the SIU out on disability pension. Field representative s duties in this regard may include assistance in processing or expediting an entitled claim; assistance in resolving any pension/vacation/welfarerelated grievances; assistance in resolving personal or union-related problems; assistance with any legal problems that an SfU member may . nave and providing clarification or direction where necessary; . -1. 5 ; : .1, ,,, •• J -fiffr' (2) to handle all responsibilities related to the recruitment of new trainees - . ^ the scheduling of upgraders at the Seafarers Harry Lundeberg t^ctiool ot Seamanship; - / ^ £ ^ / ; ^ : •'*s- ^ ' ' ' /'•J Maritime Port Gouncils in each port in any area or issue representatives' expertise will be most beneficial; (4) to represent and further the interests of the SIU. its membership and at the local, state and Federal level, and at union and labor tunctions, by actively participating in a wide spectrum of civic pvernmental anddabor activities. ThisHncludes lobbying in state le^slatures and city councils, direct invcdvement in community affairs ! apd worthwhile labor/business/government committees and organiza­ tions, attending ^social functions and politically-oriented events. r': ' I i The representati^s will maintain high visibility profiles with Congressional and other public officials and their staffs as part of an ongoing effort to educate our elect^ governmental representatives as to the vital importance and urgent needs of the American merchant marine and the U.S, maritime industry.' .1 he SIU field representatives represent the SIU membership in the field by serving as a liaison between the SIU -members and their families, and the surrounding labor/business/governmental communities. They will also assist the state and central bodies arnd coordinate our efforts with other labor unions in each state. • I believe this program is another building block which will reinforce the already sound foundation of the SIU organization for the present and far-reaching future. It is a program that is working for HIS right now, today. And it is a program that will continue to yield higiT dividends in the decades ahead. Brooklyn, IV.Y .Wilmington, Calif. Tom Messana Scolt Hanloii Ciovoiand, Ohio PhlifMleiphia, Pa. .Martin V'ittardi Geoffrey Thompson ' ' ^ J' Aigonar. Afieli. HoHNton, Tex. Tom Martin Robert R. Jara . Afewdersoy Jim War«l ' St. Louis, Aio. Afew Orieans Steve Jaeksoq Pat Judge • - * March 1981 / LOG / 19 --p" .ar.:: -;i,. �rn^^r•i'.. M J r - '"' '"•' .'•-PtfxLVfr^r • '; I' ' f^'li'r^'7 7, ;•• >• *i .• 7 "'' •if'.-, t" '-._ 'y • '•-;' -'• •, ''•?"'\i^ „. :'''-:-J ,:i'|'.'-'." •' y'-'' ' ' j"^, -. /.r-v-. • -^r':-./ ^..;:_-7' ; •.--.4^*:,;-;r/' 7/^7-". • ••• • •" ; ' •. --• •• r. . .'7*',-.v'- i-•; ^ •••• •" • ,i. • *••- J--';;: '^.'..V ,r, • •• .•-• I ; ;:'- h ' I'v ''V '• mated engineroom console which fs used technology ships ^ were briefed on courses available to autoprepare Seafarers for jobs aboard hioh "•••"*•'1 ^®®®'y^'cePres/cfenf George e^P'ams that SlU members' jsss„T£.sffr4is; ^SSSIL™ sxssir^-— •/"' '— — )rganization, from 10 (left) andChair- StU SttcntaryiTnasurer Joe ' pnssen. problems o, ,he US* <!!•« «•» pfnev p"im at^h^?t«rt welcomed the Field Representatives to -d .ho STS^SlSHr ^ A T Piney Point, our field representatives concen•on the Internal SIU organization, slrikes, union- ',- ,; I^ TWrij. fc>W busting, and thJ SIU Consti-, v.L ' '+• S' tutibn, ,| They learneji about the various charactjristics of our membership anfi where they are located—deJp sea, inland waterways. Gull Great Lakes. At the SHLSS jhe field reps viewed upgradjlig and recertiUcation andlliade friends with new recrifijs. Officials of th| fransportati9n Institute bfjefed the field . representatives Ion maritime' legislation andjits ramifica- ' tions throughoujthe industry. Pro9!!sl!7nd%a"sfuJtwhSth^^ •••Z . ' ' Si?'a/^?lg?i"'|^,tli?^:= *=•="? ".e inland • (' • ''"^"Parading at the SHLSS were IIK' iv'' '7 and "Transportation Institute staffem. They are (l-r) jL|!l sniL ^^ *'^^ " representatives 'egislative rep; Bill Barclift direSoTSvpmml®®* I P°''®yP'ann'ng.TI: Kilduff, government relations representative Tl -nw® c ^®'V®nn representative. ''red Spfners, SIU legislative ^ .• • ;• -;%• ^ "• ••* ^I •• - • • -7 • • • ' ' • •i I I Ki=rMr:sr»si:=r:r.s.'S?^ sSSSSr---: The Field Reps learnec a lot about th« 1 Dului^fFlaS"'''' sGaokr' compare notes. -r* SrCd* son. out of St. Louis. ' 7. 't £«Kogen., »h. ».«<, „p »,. Fam/Z/ar/z/nflrf/ieF/eWflepswiththeSIUConstitutionareUnionVicePresidentLeonHallfleftiand Headquarters Representative John Fay. • , • . 'ueiqana • ^ ' ' \i • • SHLSS. shown poong a talk on the trainee and uooradr 'ng programs at Piney Point. 17 .,- . Ip; . -..•••\ lli •' , vifl --r;— '•• -a". 4, -"."• ••Mi 4'7;JU:S ••-A U ••,•'••*..-."trrii ir.»'Ji- .\,Lu7Lr.'-=F / -7i'Vj/^7" I...J -:.,7 �_- ~ . ' ^•""•''VT^"-^-•_ • 'i^. I?'-:-•;> >V.-.'-- '%.»«• •" •r.'h'^;-, \-r-T-dfW^ During the week they spent In Washing­ ton. D.C., the Field Representatives had a chance to hear, first-hand, about he programs and plans of the AFL-Cia Here Alan Kistler. the Federation s director of Organizing & Field Services talked about his area of expertise. Rep. Trent Lott (R-Mlss.) spoke to the Field Representatives about maritime legislation and the inland waterways ihdustry. If you want to know who's who (and what's what) in Congress, Rep. Tony COehIo (D-Ca.) is the man to ask. Hes chairman of the Democratic Congres­ sional Campaign Committee and he answered plenty of questions for the Field Reps. Leading a questlon-and-answer period after screening a film on the history and functions of the AFL-CIQ Maritime Trades Dept., is MTD Executive Secre­ tary-Treasurer Jean Lngrao. WASHINGTON, D.C. The field representatives N Washington, D.C. the traveled widely Capitol field representatives met Hill, meeting legislators and , with various organizations attending conferences and and groups directly involved committee meetings. in the legislative process By the end of their stay in which, as you Vnow, has a the Nation's Cap-ital, they rhajor affect upon the fortunes realized that the only road to of the SIU "and the maritime success for the ^lU and the industry. - . maritime industry rested in They gained valuable jnobtaining and effectively ap­ sight info the hisfory and plying "VVashington Political workings of the labor move­ Clout." Only with such clout ment, ahd of the SIU's integral could they, as field represen­ paftfcipation in, and "contri^ bution to that great m'bvement. i tatives, help to solve social security^ pension,, welfare and V AFL-CIO officials outlined other problems of SIU mem­ the federation's COPE (Com^ mittee on Political Education) - bers on Jhe local, state and Federal level. pperation and structure. I • • ' i- , , director Of.h.Tran;or.a.lon I ^ / •• 'Z2J LOG/.March,1981.,.. I' r:^ ^ ••7-: Directing a videotape session during the training program is SHLSS Director of Public Relations-Charles Svenson. All the panel discussions and presentations were videotaped and will be used during future SIU conferences. .he Field Reps abou. the wide variety of «.uca.lonal and ,e.ea..h ^ �\ .• I ' .-i -[•5 . I •: |r^3 f (• it:. •jL !<' , D.C. i''i'. •{TI'''• • -a' '-.-ir- •. oSShUa ™"y departments end programs is the Federation s Seoretary- The poimcal am of tha AFL-CIO is the Committee on Political Education (COPE). During the Washington part Of the Field Rep conference. COPE Director Ai Barkan talked about how COPE works. /v 'I' tl SMtn® Seattle s Field Rep Mike Delman have casual discussion. r-— >: photographer Dennis Lundy. The videotaped ^presentatio^ program will be used during future Union conferences. March 1981 / LOG 23 r• 'f • •f �-A'-;- st/v -a?. •• SlU Headquarters In Brooklyn, N.Y., has a sophisti­ cated computer Data Center. Director Pete McDonald explained the Center's functions to Field Reps, and how it could be of use to therh in their everyday work administrator of the Seafarers Welfare, Pension & Vacation Plans, discusses the SlU benefit plans. ' /n-Afeiir York, the Field Reps were filled in on the workings of the SlU Welfare Plan by Supervisor Tom Cranford. NEW YORK CITY I N New York City, at Union Headquarters, the field representatives met union officials and administrators of the various union pro­ grams. it,.,- Talking about the results of the 1980 elections is the SlU's Political & Legisla­ tive Representative for N.Y. andN.J Phil Piccigallo. They learned about the wide-range of services and benefits available to the mem­ bership and their families under the SIU's excellent Pension, Welfare and Vaca­ tion Plans, and, more impor­ tantly, how to make such services and benefits avail­ able to SIU members. • _ The field representatives also learned about labor law, employment retirement and the Employment Retirement Income Security Act (ERISA), and.Iegal services available to SIU members. In the end, they recognized how significantly all phases of their training interact and relate with one another, there­ by producing a well-rounded, well-informed, well-equipped grass roots field rep"-T-one who is all the more able to assist directly SIU members in the ongoing struggle to improve the quality of their lives. Fieldreps werebriefedori eaUecttvebargalnlrig _and delinquencies to fringe benefit plans by SIU Associate Counsel Charles Monblatt ,' - v; 4> RSs^ma^i^'Musidiscussion group, led by 24 / LOG / March 1981 �'Mr': Directory SIU Atlantic, Gulf, Lakes & Inland Waters United Industrial Workers of North America Frank Dro2ak,./;resirfeAj/ Joe DiGiorgio, secretary-treasurer Leon Hall, vice president Angus "Red" Campbell, vice president Mike Sacco, vice president Joe Sacco, vice president till IM»patch»r« Baport for D^^oa JAN. 1-31,1981 Port *TOTAL REGISTERED All Groups ClassA ClatsB -ClassC TOTAL SHIPPED AIIGroups ClassA ClassB ClassC DKK DEPARTMENT Boston NewYprk.. Philadelphia Baltimore ''REGISTERED ON BEACH _ AIIGroups ClassA Class B CfastC HEADQUARTERS 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 A LOON AC, Mich. 520 St. Clair River Dr. 48001 (313) 794-9375 ALPENA, Mich. . .. .800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass. .... 215 Essex St. 02111 (617)482-4716 CHICAGO, ILL. tl; 9402 S- Ewing Ave. 60617 (312) SA 1-0733 Norfolk ?l CLEVELAND, Ohio Tampa 15 1290 Old River Rd. 44113 Mobile 5 New Orleans 7 (216) MA 1-5450 Jacksonville * 5' COLUMBUS, Ohio San Francisco fS 4937 West Broad St. 43228 Wilmin^on ••••••••• 49 Seattle 28 (614) 870-6161 Puerto Rico f| DULUTH, Minn. Houston 15 705 Medical Arts Building 55802 PineyPoint 72 Yokohama.... 9 (218) RA 2-4110 FRANKFORT. Mich Ro. Box D 415 Main St. 49635 Port (616) 352-4441 ENGINE DEPARTMENT Boston ........ GLOUCESTER, Mass. New York........ 5 11 9 Philadelphia • 63 Rogers St.0l903 66 38 Baltimore .' ^ 3 (617) 283-1167 3 Norfolk.. ......r . ^ 14 HONOLULU, Hawaii 1 Tampa •*••••••• 7 7 6 Mobile 5 707 Alakea St. 96813 7 7 New Orleans l® 9 (808) 537-5714 4; Jacksonville "" * r... 5b 62 13 HOUSTON, Tex.... 1221 Pierce St. 77002 San Francisco . " ix 7 A Wilmington (713) 659-5152 27 /l7 Seattle 1§ JACKSONVILLE, Fla. 5 4 Puerto Rico ... * 29 10 3315 Liberty St. 32206 Houston 12 6 3 PineyPoint ...^. (904) 353-0987 29 '14 JERSEY CITY, N.J. 1 5 1 1 99 Montgomery St. 07302 284 139 (201) HE 5-9424 STEWARD DEPARTMENT MOBILE. Ala. ..IS. Lawrence St. 36602 Boston 0 4 NewYork ...... 0 (205) HE 2-1754 1 7 46 20 2 Philadelphia:.:;:;; 0 0 45 NEW ORLEANS, La. 50 1 0 38 Baltimore 1 6 4 6 13 630 Jackson Ave. 70130 3 1 Norfolk 0 1 16 3 7 6 5 Tampa I I (504) 529-7546 2 4 4 9 2 Mobile 3 0 5 4 NORFOLK, Va 115 3 St. 23510 8 2 1 0 1 Neworieans.::;;; • 7 3 36 1 6 (804) 622-1892 0 1 Jacksonville ...... 37 25 16 6 5 n 3 PORTLAND, Or. San Francisco.'; 11 11 17 4 17 0 10 Wilmington.. 65 16 421 S.W. 5th Ave. 97204 10 40 6 29 Seattle 9 9 10 15 20 10 4 (503) 227-7993 15 1 Puerto Rico 38 20 4 4 0 14 3 Houston.. 2 PADUCAH. Ky 225 S. 7 ^t. 42001 4 34 2 12 0 I PineyPoint 26 16 (502) 443-2493 0 18 3 2 0 Yokohama 0 38 0 0 0 0 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 Totals •• 1 0 0 216 0 86 11 29 268 217 (215) DE 6-3818 145 Port 76 1 PINEY POINT, Md. ENTRY DEPARTMENT Boston St. Mary's County 20674 4 12 4 NewYork ...;; 5 (301) 994-0010 4 21 93 32 Philadelphia 32 ' 218 3 20 2 PORT ARTHUR, Tex. .534 9 Ave. 77640 Baltimore. 9 31 13 28 10 Norfolk (713) 983-1679 18 74 5 25 9 Tampa 9 SAN FRANCISCO, Calif. 57 0 8 1 Mobile . 2 15 2 15 0 NewOrleans 350 Fremont St. 94105 12 29 32 48 16 Jacksonville . (415) 626-6793 51 100 12 19 5 Sari Francisco. • •* 20 SANTURCE,.P.R. 45 13 35 50 Wilmington 37 106 6 21 39 Seattle... 1313 Fernandez, Juncos, 6 44 18 29 7 I Puerto Rico :; 18 Stop 20 00909 49 6 21 1 Houston.... 19 41 18 (809) 725-6960 53 6 P'neyPoint 30 80 0 46 0 Yokohama... SEATTLE, Wash. .....2505 I Ave. 98121 0 1 1 3 1 Totals 1 (206) MA 3-4334 3 154 476 183 269 897 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 Totals All Departments 1. 1,185 872 289 968 626 (314) 752-6500 70 2,188 1,557 786 TAMPA, Fla. 2610 W. Kennedy Blvd. 33609 number of men who actually registered for shipping at the port last month. (813) 870-1601 g tered on the Beach meansthetotalnumber of men registered at the port at the end of last month. TOLEDO, Ohio ... 635 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. niom'h tirSlc deepsea ports. A total of 1,664 jobs were shipDed lasf 408 Avalon Blvd. 90744 V.l^-contracted deep sea vessels. That 's a slight decrease of jobs shipped over the previous month. Of the« I 664 (213) 549-4000 jobs only 968 or slightly more than half, were taken by 'A" seniority members. The rest were filled by "B" and "C YOKOHAMA, Japan RO Box 4^9 eniority people. Shipping is expected to remain good. Yokohama Port P.O. 5-6 Nihon Ohdo"ri Naka-Ku 231-91 201-7935 _? i March 1981 / LOG 25 "" T-r.fi .-"i �w«*9«ssatt&: ' i' f . "• ,uW i .; J J ..-Jsn-t •.: '" . ..•'• •: •./ V;'- • .T' v, A /: •••v."'. •''•'"T' ' • ' ' --V./.v>•^r^ . • L-Kf'-'"' • „ . . • •'< »'• - Tv' • i •-; .r' •fe^' •II m SHLSS instructor shows how to stay warm and dry In 30-degree water. Tk^ainees learn how to raise the llfeboafs sail. Survival at Seal They Don •'• f -•! r^JlS 4-l%r%4I4. r 1 . by Mike Gillen that it goes far beyond« just Survival! That's what the two- preparing you for a Coast Guard week Lifeboatman course at the examination. The Lifeboatman course is a Seafarers Harry Lundeberg case in point. It goes far beyond School of Seamanship in Piney you how it's done on Point, Md. is all about; survival showing - - . at sea should you ever have to paper. And it goes far beyond the basic technique involved in abandon ship. The thing that sets the , launching a lifeboat. What it gives you is the added Lundeberg School apart from so ingredient that only thorough many other maritime schools is and expert practical instruction Mike Gillen is co-director of can give: confidence. Knowledge and confidence go the SeafarersHistoricalResearch hand in hand and, taken Department, together, they increase the odds U«> • >• "i • '} .* /.. •'-- 4* :i t - One man can turn a llferaft rightslde up—H he knowsli^ of what is the bottom line no bones about the right or objective of the Lundeberg wrong way of doing things—nre School's Lifeboatman course: experts in the art of ocean your survival in the inhospitable survival. environment of the open ocean. From them you'll learn more The established its i"*' school isvuvj*^! has ims caiauiisiicu lis than the "how to" of launching, reputation for being a cut above getting underway and command­ the rest on the fact that it doesn't ing a lifeboat. And you'll learn draw the line at the bare more than the ins and outs of minimum required to satisfy the liferafts. Yoq'll also learn such Coast Guard. In the case of the Lifeboatman course, it aims to provide you with no less than the tools you'll need to sav^ your life. As a result, you'd be hard pressed to find anywhere else the kind of up-to-date, practical instruction (as well as top-notch classroom instruction) that you find at the SHLSS. Perhaps the besi example of this is the instruction trainees and upgraders receive in the use of lifera/ts. Where else could you learn— by doing—the correct method of righting, by yourself, a 25-ntan liferaft should it inflate upside down? Where else could you learnby doing—the proper technique for hauling an injured person into a liferaft? And where else could you learn —by doing—the best way of jumping into the drink and then boarding a liferaft? At the Lundeberg School, and perhaps no other place, you learn how. We do not exaggerate when we say its program of instruction is both unique and equals or surpasses the best. The school's instructors, though perhaps not expert in the Into the drink! Trainees learn art of diplomacy—for they make doing at the SHLSS. 26 / LOG / March 1981 • -V'Mi �Trainee, .all paet on lce flow on St. George'. Creek. ^ Stude^eam lBe procedure lor bringing an Injured perwn Into a literati. I' Call It Lifeboat for Nothing zrrry-str, .£b£r.rri '«Sisr. -rj:;:;'rB,r,2:.='.,... ®® , ^ ^ cVinrt blasts survival in coiawaicr,auu u^vT». ^ -I VOU 11 gatP t Hnrinff a hellCOP- knowledge and confidence I Hcxt official Coast G whistle in a reai emcigcu.^. -- r^Uicit inct hnw Bood t zrs,.,— £-1 ' >'•, vl- • -• 'v"' .s" •-•• "L-'|r . - .y; y» - '"Z' '^V • .•ZZ^'Z''r.yA^/' "•< 'W.. •£•.>-..••. ~ ^5;,'2-- •. •- • § •-'•..r^. •. : .. .. t-iii. .:• - •jSSabm-i • Thi. I. your friendly Inetructor .peaking.. Boarding a Merelt:«loo«» awkward, but It work.. fcv. I -••• • i Heading home after a morning's row. March 1981 / LOG / 27 Trainee, and upgredei. puM together-and wnartlyl • '• ' ^ t. 'S • ; •-?'• hv'-t'- y 'Z::*\ •/ViLfSs'y'' -'A: •• .. �• ;t?. _';.v^ }£ •' I .V J- V- ;-;i •i# ' m •v I fid Lakes Picture <W- 'j&i '• •t Cleveland Si' American Steamship Co. is planning to fit out the Richard J. Reiis • h X •''®''' "P probably be used on the Toledo-Detroit coal run. The company also has tentative plans to begin running the Sam Laud in early March. Alpena Fitting out from the port of Alpena is Huron Cement's S T. Crapo. The cement carrier has been laid up for the past month. i: df Mprie Twite who helps keep the Union hall in Alpena ship-shape was Crancil 'AFL-CIO ' " B"'' Labor '''4 •"vSji' Algonac 3C;# •.• iii ^ph^ni^ A'gonac Port Agent Jack Bluitt was one of two winners of $500 ^holarships to the George Meany Labor Studies Center in Silver Spring, Winners of the Gorden Singelyn Scholarship were chosen by a drawing during a recent meeting of the Michigan AFL-CIO Executive Board The names of trade unionists included in the drawing were submitted by executive board members. total for 1980 of 143,995,061 net tons was 12.5 percent below the 164,737,929 net tons moved in 1979. Shipments of iron ore through Nov., 1980 totalled 67,195,499 gross tons, a drop of 21 percent from 1979's 85.549,388. Coal totals declined from the 1979 figure of 42,853,640 net tons to 39,197.703 for last year. The only increase over 1979 was in grain shipments, up slightly from 26,068,974 net tons in 1979to 29,538 400 in 1980. An additional seven million tons of U.S. grain was carried from U.S. Great Lakes ports to the St. Lawrence grain transfer elevators bv Canadian-flag vessels. PCS Pollution More and more stories of toxic waste contamination have been hitting the headlines in newspapers throughout the country recently Helpless citizens from coast-to-coast have been finding out that their houses were built over landfills where toxic wastes were dumped; that leaks or accidents have allowed carcinogens to enter the food-chain. The Great Lakes area is sitting on a time-bomb contained in hundreds of thousands of barrels holding PCB-contaminated wastes which are stored throughout the region. PBCs (polycholrinated biphenyls) are colorless, odorless chemicals which were widely used in adhesives, paints, varnishes, sealants and for insulation until they were banned in 197Z They are highly toxic and have contaminated most of the Greaf Lakes through rain and snow. In addition, PCB-laden chemicals w^re simply dumped intotheGreat Lakes tor many years. Now the U.S Food & Drug Administration advises people not to eat Great Lakes fish containing more than five parts per million of PCB The problem of how to get rid of PCBs has still not been answered Incineration is the only method of disposal for high level PCBs authorized as safe by the Environmental Protection Agency. Though the technology exists to build such incinerators, public opposition and other factors have prevented any of them from being approved for commercial use in the U.S. • Meanwhile, PCBs corttinue to enter the environment and pose a threat to the population. 'v . ' . Coal Futures American Steamship's Delroii Edison ran aground near Charlevoix f T"I. t roportedly sustained fairly heavy bottom damage. She's now in the shipyard for rppsirs. .' • •l"":v-- ••.•'• r."" ".vv^^'''- Good news about the Chief Wawatam (Straits Car Ferry)!Thecarferrv was returned^to service at the end of December when repair work necessitated by the Chiefs collision with the St. Ignace dock was , 'u "IS'","''Guarit certified her fit for service and a week later Ae Michi^n Dept. ofTransportation released the funds necessary to run !b ; i J'" 70-year-old hand bomber was thelw" aneast'rnmhei^Lx^'"^ Buffalo Pn I? "r Colk^ p?ogr'am.''°"'''"'''"^ (including seamen) to earn a State's Off-Campus The program began at Wayne State University in Detroit under the sponsorshipof the UAW. Because of the success of the Detro t pro^^^^^^^^ It was recently extended to Buffalo. . ""program. To be a full-time student, participants are required to take three courses. Each course meets once a week; there are TV courses which coordinate with classwork and there's also a special weekend course meeting three times per semester on the Buffalo State College campus' ' tleVhY^r H usually earned the three credits instead of ^ from college courses. Many different degree programs, as well as financial aid and v-teran's' r """""n u"' information abou, the Off-clmpu^ jit.'l7l78T5S6 of Coutinuiug Educalion a, Buffi' Tonnage Totals 4 . Tonnage totals for 1980 m basic bulk commodities-iron ore.coal and gram took a dramatic dip from the 1979 figures. The overall bulk cargo A report released in mid-January by the Maritime Administration says U.S. Great Lakes ports could play a key role in a U.S. coal export program because those ports provide a "competitive alternative" to traditional Atlantic ports. In the report, titled Great Lakes Ports Coal Handling Capacitv and Export Poterttial, Marad said "if world coal demands continue to in­ crease and U.S. East Coast ports continue to be congested, the Great Lakes-St. Lawrence route will be a competitive alternative." "7 The report noted that rail and port facilities necessary for coal exports already exist in seven locations on the U.S. Great Lakes: Ashtabula Conneaut, Sandusky and Toledo, Ohio; Erie, Pa.; South Chicago 111 • and Superior, Wise. . & ^ Compiled in response to a request from the Council of Lake Erie Ports and other Great Lakes maritime interests to determine whether Great eoncTuded" coal exports, the report ,• Western coal from Wyoming via the port of Superior appears to be the most eompetiti.ely priced source. Also cost competitive is Appalachian coal Via Conneaut. r,*i v''"7" Lakes-St. Lawrence River could act as "blending lacihties for coal originating at a variety of Great Lakes ports on Lakes Superior and Erie. • U.S. rail and port facilities are already in place .serving U.Sdomestic and U.S.-Canadian coal trade. 1.1^1. ^consportation rates from mine to overseas destinations are slightly Coast'no'm H L'-wronce Seaway than competing East m mo *''C" a $10 per ton demurrage charge is added (as I •iwrence'!ingestion) the Great Lakes/.St. Lawrence route is price competitive. expo«t!iarr"a'!l ''M" competitive ifa lower level of export coal rail rate were established from origin mines to Great Lakes tra*de"new ma'''"Pcralors are to gain a share of the export coal trade, new maximum cubic capacity vessels must be built exp7 coai'moL'ir''' Til' ^^'''''SC "f 'he total 40 million tons of S [aklrnir^s "1 Lakes. Jhecoalthatdidgothrotigh Canldi^'lmde' almost exclusively U.S.-domestic and U.I.- Deposit in the SIU Blood Bank— U'R Your Life ^ # �* . I ^' , :v^' -,;., ---..f-r • .. ^ -• i History oi tlw SIU, Part V: '• - --•tli-:---; .• ,,- -^ i • • •, SlU's First by John Bunker •. "r," T HE ink was scarcely dry on its charter before the new Seafarers Interna­ tional Union began win­ ning benefits for its members and proving its intention to play an aggressive role in maritime labor. In 1939 SIU crews Jjegan a - ' drive for morp adequate bonuses on ships sailing into war zones. The union also signed improved - . contracts with the Savannah Line and other operators. An 11-day strike against the big Eastern S.S. Co., operator of passenger ships and freighters, resulted in a contract for better wages and working conditions. A strike began against the Peninsu­ lar and Occidental Line (P&O), which operated. car-f6rries and passenger ships between Florida and Cuba. This strike lasted 14 months and was finally successful for the S1.U, although the company later put its ships under foreign flags. The P&O beef showed that the new union could "hang together" when tl?e going got rough. ,^--F-FpfeVFF -':F '4 •FFF; TV ' ••• II •' F •/''^FFFF'^FF-FFFFF^^^^ T K:V^FF-'T® 'F:FJ"F -3%,.r ?; • V •••J, •• 'i ^ .Vt- •; The SIU was most effective fdr its members in the war bonus out two ofT^r'bSlkter^!'uter^®SSJ!j M thte''TOre^'L^^^ port after a torpedo had blasted into them ° slnk-and many an SIU crew helped them reach beefs that iS^gan in 1939. These bonuses were for extra "hazard­ for militant action taken by SIU seamen were now on the front disputes. It also recommended fr#*ll/ivic»ri el..« • , if f '.. on the Robin *Line's ous duty" pay for men sailing crewmen lines of the war and there they creation of a three-man War ships to South and East Africa S.S. Algio 'in July of 1940, when served until VJ Day in 1945. Emergency Maritime Board for they walked off the ship,, and the Red Sea. When there was no progress in maritime mediation, which was The September 18, 1939 issue demanding a bonus of $1 a day • talks with operators and the approved by the President. This of the Seafarers Log carried this from the time the ship left port in government, the SIU initiated Board handled bonus matters for the United States until her return all-out action in September of headline: the duration of the war. 'SW Strikes Ships For home. 1941, starting with ships in New The NDMB granted an The/I/g/c action came after an _ .York that were loaded with cargo imitiediate Bonus. increase in war Crews walked off the Eastern announcement by the German for new bases in the Caribbean. bonuses for unlicensed personnel Steamship liners Acadia and St. Navy that it had planted mines in The tie-up soon extended to from $60 a month to $80 a month John and the Robin Line . African waters. vessels in Boston, New Orleans, and an increase in special As the war spread and both - Mobilje and Tacoma. Within a freighter Robin Adair. The St. bonuses for the port of Suez and submarine and air attacks were few days more than 20 ships were John and Acadia had been other Red Sea and Persian Gulf tied up. chartered for returning American intensified, the SIU pressed for ports." . citizens from Europe and for a still more adequate war bonus The U.S. Maritime ComniisNeedless to say, the West carrying American construction for seamen endangering their sion struck back by seizing three Coast s unions and the National Alcoa sliips and placing govern­ Maritime Union were powerful workers to air base projects in lives in war areas. SI U men again hit the-bricks in Bermuda. ment-recruited crews on board allies with the SIU in its bonus July of 1941, tying up the and threatening to requisition all battles, with the NMU respecting These actions resulted in the Flomar, Shickshinny and Robin privately-operated merchant SIU picket line's, even though it shipowners agreeing to a 25 Locksley ip New York to show vessels. percent bonus for voyages to did walk out of an important President Roosevelt told the union-industry Washington, certain Atlantic and Middle East they meant business. The ships were later released and allowed to union that the ships "must move bonus conference in 1941. war zones.^ ' else." The SIU was up against In September of 1940 the SIU sail when operators and the or If it had not been 'o« for strong strong wu c J 1 .r> ° government agreed to sit down hog carried a hea,dline of vital the Federal^Government, so on and militant action by the Union and negotiate. interest to seamen: September 25 seamen met at 14 before United States entry into SIU ports and voted to release the war, American merchant sca­ "SIU Gets Increase to 33 1/3 SIU Ship First Sunk the ships pending negotiations to men would probably have been percent in Bonus for African The urgent need iar action on run. end the dispute. sailing dangerous cargoes bonuses was emphasized with the. Hearings began in Washington through hazardous seas for There pfobably would have torpedoing of the SlU-manned which ended in a victory for the regular pay. In its war bonus been no increase if it jiad not been Robin Moor about 700-miles seamen, for on October 5 the light, the SIU proved that it south of the Azores in May of newiy-crSStedJSational Defense could pinpoint an issue, "ihove John Bunker is director of the 1941. She was the first American Mediation Board recommended the troops" and use the power of Seafarers Historical Research De­ flag merchant ship sunk in World partment. increased bonuses and set up a well organized action to win iusi War 11. American ships and procedure for avoiding future compensation for its members. "v.a',. ] .• March 1981 •J'' aF-ri-C ms LOG 29 4 • -T'.^v Ai r >• i.f-'fej ' fr.pL - J -FII' i 4 \.i f^y �.ip •V-_ ^-v. a--.;. ;« hi • •" >"•- ipr«lBajg5ii '->—,jt.'-i-t.T,I-•<•••'' ;•: v- '• >•'. Final Departures t>:; Sfh , I piH fai hi ; t- ? Patrick J. Sergi, 69, died on Sept. 22. burial was irt West Cemetery, Bristol, Following are the cleath notices of our brothers from the former Marine Cooks and . Conn. Surviving are three sisters, Mrs". Stewards Union who died recently. All of these brothers were pensioners when they Marion Lavhero, Mrs. Frances Carpen­ ter and Mrs. George Hemond. died. Bert Taylor, 56, died on Aug. 5. Benjamin Mitchell, 75, died on Dec. Tony V. Blando, 77, died on Aug. 15. William Hickmap Jr., 67, died on Cremation took place in Evergreen 12, 1979. Burial was in Evergreen June 5. Burial was in Olivet Cemetery, ' Burial was in the Metro Cemetery, Cemetery, Oakland, Calif. Siirviving Cemetery, Los Angeles. Surviving are Colma, Calif. Surviving is a sister, Mrs. Manila, P.I. Surviving are three daugh^ are his widow, Lee Etta; a son, Bert Jr. his widow, Florence and a brother, Ora Lee Thompson. ters, Mrs. Rosita Robledo, Mrs. and two daughters, Darlene and VerJohn. James Hou, 75, died on June 21. Adelaida Mangdapat and Mercedes. dell. Interment was in Olivet Cemetery, Edward E. Bowers, 71, died on July Jacincto S. Tomas, 76, died'on June John^S. Moore, 89, died on Aug. 27. Colma, Calif. Surviving are his widow, 28. Cremation took place at the Olivet 16. Interment was in Holy Cross Burial was in Cypress Hill Cemetery, Yueh and a son, John. Memorial Park Cemetery Crematory, Cemetery, Colma, Calif. Surviving are Petaluma, Calif. Surviving is his widow, Colma, Calif. Suriving are his widow, Yung G. Lee, 77, died on June 25. his widow, Dionisia and a sister, Juanita. Lillian; a son, John and a daughter, Burial was in the Ning Yung Cemetery, Francisca. , Keith L. Noble, 61, died on May 18. Mrs. Lois Harris. Colma, Calif. Surviving are his widow. Ludovico Valiente, 76, died on July 3. Interment was in Hillside Cemetery, RamonJ. Casilla, 74,diedonJan. 13, Fay and a son, Benjamin. Interment was in Calvary Ceipetery, Eastport, _Me. Surviving are his widow, i980. Cremation took place in WoodLos Angeles. Surviving is a sister, Mary;- three sons, John, Tela andMonroe Levy, 74, died on Ctec. 4, lawn Crematory, Bronx, N. Y. Surviving Francisca. Stanley and a daughter, Kristine. 1979. Interment was in Memory Gar­ is his widow, Ruth. dens Cemetery, Livermore, Calif, William E. Crawford, 72, died on July Raoul Valladares, 90, died on Feb. Jack P. OTJay, 79, died.on June 15. Surviving are a son, Robert; a daughter, 16. Burial was in Holy Cross Cemetery, Cremation took place in the Westmin­ 24, 1980. Brother Valladares' remains Mrs. Helena Holt and a brother, Colma, Calif. Surviving are a son, Ricky ster (Calif.) Cemetery. Surviving are his were given to the University of Southern William. and a^sister, Mrs. Jennie Lagler. widow, Lillie and a sister, Mrs. Pauline California's School of Medicine, Los Merle H. Daugherty, 68, died on Aug. Angeles. Surviving are his widow, Rosa Garson. Yen W. Lim, 76, died on July 16. .26. Interment was in Fairview Ceme­ and a daughter, Mrs. Verna Campbell. Pablo T. Pascua, 70, died on Mar. 1, Burial was in the Ning Yung Cemetery, tery, Vinita, Okla. Surviving are his Wallace E. Walker, 80, died on June 1980.^urial was in Espiritu Cemetery, Colma, Calif. Surviving are his widow, widow, Maxine; two sons, Richard and Ilocos Nortre, P.L Surviving is his 16. Burial was in Woodlawn Cemeteiy,. Mee; a son, James; a daughter, Miranda Philip and two daughters, Linda and Colmh, Calif, surviving are a brother, widow, ^alvacion. and a brother, Lau Sum. Yvette. Raymond and two sisters, Mrs. Vyola ' Angle Romano, 79, died on July 30. Miller and Mildred. Henry Dixon, 64, died on Aug. 29. Boyd D. Lucas, 56, died on June 18. Interment was in'Woodlawn Cemetery, Burial was in Skyview Cemetery, Burial was in Bahra Valley Cemkery, Calvin Whltlock, 79, died on Mar. 31, Colma, Calif. Surviving are a brother, 1980. Interment was in Olivewood Vallejo, Calif. Surviving are three Novato, Calif. Surviving are his widow, Innacio and a niece, Sandra. daoghters, Mrs. Delpris Johnson, Mrs. Mary and three sisters, Mrs. Marie Cemetery, Riverside, Calif. Surviving Yock Q. Sam, 64, died on June 30. are his widow, Elese and a daughter, Patricia Curry and Mrs. Jean Terrell. Howad, Mrs. Vivian White and Mrs. Interment was in Woodlawn Cemetery, Thelma. Luis D. Ebueza, 86, died on Aug. 16. Vera Parlis. Colman, Calif. Surviving are his widow, Interment was in Tablon Cemetery, Joseph Maldonado, 82, died on Aug. Cheung Wan and a son, Wai Yuen. Cagayan de Oro City, P.l. Surviving are 15. Interment was in Woodlawn Ceme­ • his widow, Rosario; a daughter, Lautery, Colma, Calif. Surviving are his Charles H. Scott, 77, died on Sept. 26. rene and a sister, Mrs. Minda Jacutin. widow, Noemuy; five sons, Victor, Burial was in Acacia Cemetery, Seattle.' Herman Enz, 75, died on July 17. Peter, Harry, Reginald and Gerald and Surviving are his widow, Esther; a son, Interment was in Soquel (Calif.) four daughters, Verna, Regina, Sylvia Charles Jr. and a daughter, Mrs. Shirley Cemetery. Surviving is his widow, Eva. and Shirley. Maier. " *' KNOW YOUR RIGHTS •;>•' -r'-' 4.' •" .1 •" SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available - in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify 'the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: .1 . 4- , hil:; . • w'> Angus "Red" Campbell Chairman, Seafarers Appeab Board 275 - 2«h Street, Brooklyn, N.V. 11215 Full copies of contracts as referred to are available to you at ail times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of .all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which^you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper mannef. If, at any time, any SIU 30 / LOG / March 1981 KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGATJONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so a's,to familiarize themselves with its con­ sents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should inimediately notify headquarters. - FINANCIAL REPORTS. The constitution of the SlU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership,.^ makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting 'reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements speciTy that the trustees ih 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. '1 KNOW YOUR RIGHTS patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SUJ port agent. EDITORIAL POLICY — THE LOG. The Log has traditionally refrained from publishing any article servingi the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy ha&been reaffirmed by membership action at the September, I960, meetings . in all constitutional ports. ..The responsibility for 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 circum­ stances 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 receipf, or if a member is required td make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to Union 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 ahd'in the contracts which the Union has negotiated with the < employers. Conseque'ntly, no meml^er may be discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels thai he is denied the equal rights to which he is entitled, he should notify Union headquarters., SEAFARERS POLITICAL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing, 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 vofuntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a con­ dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Sup­ port SPAD to protect and further youf economic, poli­ tical and social interests, and American trade union concepts. If at any time a member feeb that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or infor­ mation, he should immediatdy notUy SIU President Frank Drozak at Headquarters by certified maO, return receipt requested. The addrem b 675 - 4th Avenue, Brooklyn, N.Y. II232. �- -A!" 'r:"•••u •, a. r.ff'v , • .— •, -v • •y-y • • ,...... Pensioner John Roger Dixon, 69„ died of cancer at home in High Point, N.C. on Oct. 5, 1980. Brother Dixon joindd the SIU in 1946 in the port of Norfolk sailing 3s a chief cook. He' worked on the Hydro-Atlantic Shoregang in the port of New York from 1971 to 1972. Seafarer Dixon hit the bricks in the 1961 N.Y. Harbor strike. And Dixon was a veteran of the U.S. Army in World War 11. He was bom in Reidsville, N.C. Interment was in Oakwood Cemetery. High Point. Surviving is his wiaow. Hazel. . Julian 'Theo­ dore Alderete, 27, was reported lost at sea off the ST Overseas leutian (Maritime Over­ seas) near Puerto Armeuell, Pana­ ma on Apr. 20,. 1980. Brother Alderete joined the SIU. following his graduation from the HLS in the port of Houston in 1970 sailing as an AB. He sailed for G&H Towing in 1979. Born in Houston, he was a resident there. Surviving are his widow, Susana; a daughter, Erika. and his father, .Julio ofHouston. The SIU crew of the ST Overseas Aleutian spread the blanket to collect donations totaling $390. which was sent to Mrs. Alderete with a letter from the Maritime Over­ seas Co. Terrence Michael - Downes, 22, died of multiple injuries in La Place, La. on Pensioner Irwin Oct. 26, 1980.. Francis Miller,85, Brother Downes succumbed ' to ~ joined the SIU heart disease in the after his gradua-, VA Medical Cen­ tion from Piney ter, Lebanon, Pa. Point in 1974. He sailed as an AB. , on Dec. 18, 1980. Seafarer Downes was born in Maryland Brother Miller and was a resident of Baltimore. Burial joined the Union was in the Garden of Faith Cemetery, in the port of Baltimore ip. 1958 sailing Baltimore. Surviving are asonr, Shane of as an AB for Moran Towing from 1942 Baltimore; his mother, Mrs. Mary Cala to 1952 and for G&H Towing from of. Baltimore and his father, Terrence. 1952 to 1965. He was a veteran of the U.S. Army's 108th Machine Gun Bn., Co. E, 20th Div. in World War 11. Bom Paul Ed win in Hamburg, fa., he was a resident of Bailey, 56, died of Lebanon. Bprial was in Hillside Ceme­ injuries in the San tery, Roslyn,.'Pa. Surviving are a son, Frapcisco General Bruce and two daughters, Mrs. Darlene I Hospital on Oct. Walker of Blackwood, N.J. and Sally. '23, 1980. Brother Bailey joined the Terry Ernest SIU in the port of Claytoii, 28, died .Baltimore in 1955 in Flint Goodsailing as an AB foii34 years. He was • ridge' Hospital, born in Beech. Grovfe, Ind. and was a New Orleans on resident of San . Francisco. Cremation June 5. Brother took place in the Bah^ Valley Cemetery Clayton joined the Crematory, Novato| Calif. His ashes SIU following his were scattered oyer the sea. Surviving graduation from are his mother, Marte of Beech Grove, the HLS in 1971. He sailed as an FOWT and a sister, Martha of Indianapolis, and sailed during the Vietnam War. Ind. _ S. Seafarer Clayton was born -in New Pensioner Ben- Orleans and was a resident there. Burial nie Irving, 51, died was in Providence Memorial Park of heart-lung fail­ Cemetery, Metaire. La. Surviving are ure in the San his widow, Emily; a daughter, Terez Francisco USPHS Monique; a stepson. Robert Maurice. I ; Hospital pn Nov.- Ventress; his parents. Mr. and Mrs. 8, 1980. Brother Marshall and Shirley Scott Clayton; irying joined the three brothers, a sister and his grand­ MC&S in the port mother, Mrs. Pearl Garner, all of New of San Francisco in 1952 sailing as an Orleans. assistant cook. He \vas a veteran of the U.S. Army after World War II. Irving Pensioner was born in Oklahoma and was a Charles Wilson resident of Berkeley. Calif. Burial was in Bartlett, 59, "suc­ Rolling Hills Cenwtery, Richmond, cumbed to cancer Calif. Surviving are Jiis widow, Irene of in the USPHS Richmond and two daughters, Debra of Hospital, Brigh­ Berkeley and Elpise of Richmond. ton, Mass. on Sept. 17, 1980. v. Pensioner Con__________ Brother Bartlett sraijLOIflf Schmidt, joined the SIU in the port of Boston in 67,'died on Dec. ; 24, 1980. Brother 1951 sailing as an AB and during the • /Schmidt joined the - Vietnam War. He hit the bricks in the Union in the port 1961 Greater N.Y. Harbor beef.. Sea­ of Toledo, Ohio farer Bartlett was a veteran of the U.S. sailing as a con- Army in World War II. B&rn in veyorman and Hingham. Mass., he was a resident of FOWT for the Reiss Steamship Co. He Dorchester, Mass. Cremation took sailed 38 years. Laker Schmidt was born place in the Forest Hills Crematory, in Washington is.. Wise, and was a Boston. Surviving are his mother, Mrs. resident of Sturgeon Bay, Wise. Surviv­ Arlene Baumeister and a sister, Shirley, both of Dorchester. ing is his widow, Leone. Charles Ray V BaTnesJr.,29,died. of injuries sus­ tained in a truckcar crash in Sangti; Calif, on Oct. 3, 1980. Brother Barnes joined the' SIU following his graduation from Piney Point in 1968. He sailed as a- QMED and earned his GED diploma at the Point. Seafarer Barnes was a veteran of the U.S. Marine Corps during the Vietnam War. He was born in Jasper, Ala. and was a resident of Dinuba, Calif. Burial was in the Smith Mountain Cemetery, Dinuba. Surviving are his mother, Louise of Dinuba and his father. Seafarer Charles R. Barnes Sr. of Manteca, Calif. Pensioner Thomas Albert Piniecki, 81, died of lung disease in Church Hospital, Baltimore on Jan. 7. Brother Piniecki joined the Union . • in the port of Balti­ more in I960 sailing as a captain for the B&O Railroad from 1925 to 1962. Brofher Piniecki was a former member of the MM&P Union. He was born in Baltimore and was a resident there. Interment was in St. Stanislaus Cem­ etery,-Baltimore. Surviving are his widow, Anna and two sons, Thomas Jr. and Richard of Baltimore. Pensioner Wil­ liam Lawrence Brfibham, 73, died of a stroke in the Memor^l Hospi­ tal, Charlotte, S.C. on Dec. 17, 1980. Brother Brabham ^ J joined the SIU in 939 in the port of Philadelpliia sailing ^ a bosun. He also sailed during the <?ietnam War. Seafarer Brabham was a veteran of the U.S. Army's Coast Artillery in World War II. A native of Colleton County, S.C., he wasa resident of York, S.C. Burial was in Lakeview Gardens Cemetery, York. Surviving are his widow, Lula; a son, William Jr. and a daughter, Marie of York. Pensioner Ray­ mond "Ray" Arden Thomson, 62, died of heart fail­ ure in the Clear­ water (Fla.) Com­ munity Hospital on May 27, 1980. Brother Jhonison ^Dined the Union in the port ofDuluth, Minn, in 1961 sailing as an oiler for Moiand Brothers from 1940 to 1948 and for Great Lakes Towing. He was f reudent of the IBU Local 2 Tug and Dreoge Section iri 1964. Laker Thom­ son was a former member of the Teamsters Union Local 288 from 1938 to 1952. In 1964, healso ran forsheriff in Superior, Wise. Thomson was a veteran of the U.S. Army's Armored Corps in.. World War 11. Bom in Wisconsin, he was a resident of .Port Richey, Fla. Cremation took place in the Tri-Co Service Crematory, "Tampa. Surviving are his widow, Laimi; a son, Kenneth arid a daughter, Carol. WJ Pensioner Woodrow Asa Brown, 67, suc­ cumbed to leiikejmia in the Tampa General Hospital on Dec. 3, 1980. Brother Brown joined the SIU in 1946 in the port of New York sailing as an oiler. He_ was a veteran of'the ,U.S. \ Army in World War IL Seafarer Brown was born in Dothan, Ala. and was a resident of Tampa. Burial was in the Garden of Memories Cemetery, Tampa. Surviving are three sons, George, Byron and Raymond; two daughters, Kathryn and Regina and a sister, Mrs. Grace B. Mixon of Tampa. Pensioner Alex Anagnostou, 8l, passed away in Volos, Greece on Oct. 10,1980. Bro­ ther Anagnostou joined the SIU in the port of New York sailing as an FOWT for 33 years. He was born in Volos, was a naturalized U.S. citizen and was a resident of Volos. Burial was in Volos. Surviving are his widow, Sirago of Volos; a ison, Angelos; a daughter, Helen and a brother, Glfefterios of New Y ork City. Pensioner Paul Clayton Carter, 63, died of a hedrt attack in the Tampa General Hospital' on Oct. 30, JI980. Brother Carter joined the SIU in 1946 in the port of Norfolk sailing as a chief steward and pastry chef. He was on the picketline in the 1962 Robin Line beef and attended the Piney Point 3rd Educational Conference. Seafarer Carter was a veteran of the U.S. Coast Guard before World War II. Born in Tarpon Springs, Fla., he was a resident of Tampa. Cremation took place in the West Coast Crematory, Clearwater, Fla. Surviving is his widow, Bernice. Pensioner Ralph Joseph Denayer, 8 0, passed away from injuries^- in St. Mary's Medical Center," Los An­ geles. Brother Denayef joined the SIU in 1946 in the port of New York sailing as a bgatm. He was a former member of the I L\^ Local 13. Seafarer Denayer was bom in Chicago, 111. and was a resident of Long Beach, Calif. He was a veteran of the U.S. Army's Cavalry after World War I. Burial was in Pacific Crest Cemetery, Rendondo Beach, Calif. Surviving are a daughter, Brigette of Bremen, West Germany and a sister, Mrs. Marguerite Priest of Torrance, Calif. March 1981 / LOG / 31 . • ' ' •0- . 4 - 'i .:A, J.-'. �•> ' r. ;r'-:" u .l> * ••f, - y-i' • 1 <'• trr--'-^-' •;r Summary Report for Tug & Dredge Pension Plan / • J,l rl • I i from the plan administrator, on request and at no charge, a state­ ment of the assets and liabilities of the plan and accompanying notes, or a statement of income and expeiises of the plan and accompany­ ing 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. ments of $385.198. This is a summary of the annual Plan expenses were $228,633. report of Great Lakes Tug& Dredge Pension Plan. 13-1953878. for These expenses included $142,194in January 1. 1979 to December 31. benefit payments, and $86,439 1979. The annual report has been representing administrative expen­ filed with the Internal Revenue ses, insurance premiums for Pension Service, as required under the Benefit Guaranty Corporation and Employee Retirement Income Secu­ other fiduciary insurance as re­ quired by federal law, communica­ rity Act of 1974 (ERISA). tions with participants, and Cus­ The value of plan assets, after todian fees. . subtracting liabilities of the plan was You have the right to receive a $3,979,998 as of January 1. 1979. copy of the full annual report, or any compared to $4,528,336 at Decem­ part thereof, on request. The items ber 31. 1979. During the plan year listed below are included in that the plan experienced an increase in report:. its net assets of $548,338. This 1. An accountant's report included unrealized appreciation 2, Assets held for investment and depreciation in the value of plan To obtain a copy ofthefullannual assets; that is, the difference between report, or any part thereof, write or the value of the plan's assets at the call the office of Mr. A..Jensen,.675 end of the year and the value of the Fourth Avenue, Brooklyn, New assets at the beginning of the year or York, 11232. The charge to cover the cost of assets acquired during the copying costs will be $1.00 for the year. During the plan year, the plan full annual report, or $.10 per page had total incoine of $905,563 for any part thereof. including employer contributions of You also have the right to receive $520,365 and earnings from invest­ You also have tlie right to examine the annual report at the main office of the plan, 675 Fourth Avenue, Brooklyn, New York 11232, and at the U.S. Department of Labor in Washington, D.C., or to obtain a copy from the U.S. Depart­ ment of Labor upon payment of copying costs. Requests to the Department should be addre*ssed to Public Disclosure Room, N4677, Pension and Welfare Benefit Pro­ grams, U.S. Department of Labor, 200 Constitution Avenue. N.W., Washington, D.C. 20216. Dispatchers Report for Iniand Wateis JAN. 1-3.1,1981 ' r?4 •TOTAL REGISTERED All Groups Class A Class B Class C "i TOTAL SHIPPED ' All Groupsr Class A Class B ClasSC Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point • Paducah Totals r} - ^ ' "'-ii. $ 0 0 0 3 0 5. 0 3 1 0 2 0 0 5 19 0 4 7 1 50 'yy- 0 0 0 3 0. •2 T 1 0 0 5 0 0 3 • 3I 4 1 25 0' 0 . 0 . 2 0 3' 0 . 6 1 0 0 0, 1 2 6 0 6 4 19 50 Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totds tt t . -^u ;• .r' • , • -r. " '• -, V* J ' - • 1 , ""'' '' " • ^. ' ' • - " - t: • "• . . 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0. 0 • 00 1 1 0• 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1, 1 2 0 0 " 0 - 1 0 ' 0 0 0 2 0 0 , 0 0, 0 0 0 0 0 4' 7 ':V.\ ^. D 0 ' 0 : 1 . 4 •0 1 7 0 15 0 0 0 0 0 0 0 4 0 0 5 0 0 3 0 0 2 4 3 21 0 0 0 0 0 1 0 1 0 0 2 0 0 0 1 0 2 4 1 12 D 0 0 6 > 0 9 (K 3 ^ 1 0 5 0 • 0 14 ' 37 . 0 - 7 0 . 58 Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals >•- '- ' y- :• lyy A . <• . \ Totals All Departments. * 0 0 0 0 0 0 0^ 0 0- ' 0 • 0 0 0 , 0 0 0 0 0 1 1 0 0 0 0 0 0 0 _ . 0• . 0 0 0 0 0 0 1 0 , 0 1 0 2 0 0 0 . 0 . ". 0 0 0 0 0 0 . . 1 0 0 0 1 0 1 1 0 0 00 0 0 0 0 . 0 0 ' 1 0 0 0 0 0 0 0 1 0 5 1 -• y- 0 0 . 0 0 , 0 0 ' 0 0 0 '0 0 1 0 0 - 1 1 0 1 0 0 0 0 0 0 0 0 0 0 0 1 0 0 2 • 0 0 " 0 2 57 29 0 0 0 0 0 1 0 0 0 0 1 0 0 0 a 0 . 1 0 3 6 63 0 0 0 0 0 : 0. 0 0 0 • 0 0 0 0 0 0 1 0 .;1 0 0 0 , 0 0 A-: 0 0 0 / 0 0 0 0 ; 00 0 1. / 0 1 0 ; 0 3 1 19 15 • - 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 . 0 D 0 • 0 0 0 0 0 2 0 5 0 8 1 0 5 0 4 5 12 0 8 0 41 91 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 2 0 0 0 1 • 0 0 0 1 1 0 1 0 0 0 0 0 0 0 5 9 22 7 0 0 0 0 0 0 0 1 0 0 D 0 0 0 0 0 0 0 0 1. 100 50 0 0 0 0 0 2 0 2 0 0 0 0 0 0 2 0 1 0 a Total Registered" means the number of men who actually registered for shipping at the port last month. Registered on the Beach" means the total number of men registered at the port at the end of last month. • •"I >32 0 0 0 4 0 3 2 4 1 0 11 0 1 5 8 0 4 0 : 4 47 STEWARD DEPARTMENT Port •i",\h:'\:S: 0 0 0 0 0 1 • 0 1 0 Q ENGINE DEPARTMENT Port I ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Port LOG . Mrnch 1981 S•- v''-- . 'r^ r^--;:-»:.-• -Tr:?aBWh -.>5^ • 0 0 0 0 0 2 0 0 0 0 2 0 0 2 0 0 1 0 7 14 114 Legal Aid In the event that any SIU members have legal problems in the various ports, a list of attorneys whom they can consult is being published. The mem­ ber need not choose the recommentled attorneys and this list is intended only for informational purposes: NEW YORK, N.Y. Schulman & Abarbanel . 350 Fifth Avenue' New York, N.Y. 10118 Tele. #(212) 279-9200 BALTIMORE, MD. Kaplan, Heyman, Greenberg, Engelman & Belgrad Sun Life Building Charles & Redwood Streets Baltimore, Maryland 21201 Tele. #(301) 539-6967 HOUSTON, TEX. Archer & Peterson Americana Building 811 Dallas Street » Houston, Texas 77002 Tele. #(713) 659-4455 TAMPA, FLA. Hamilton & Douglas, P.'A. 2620 W. Kennedy Blvd. Tampa, Florida 33609 Tele. #(813) 879-9482 SAN FRANCISCO, CALIF. John Paul Jennings, Hehning, " Walsh & Ritchie ' 100 Bush Street, Suite 440 San Francisco, California 94104 Tele. #(415) 981-4400 Philip Weltin, Esq. Weltin A Van Dam , No. I Ecker Bid. • San Francisco, Calif. 94105 Tere.#(415) 777-4500 ST. LOUIS, MO. Gruenberg & Sounders 721 Olive Street St. Louis; Missouri 63101 Tele. #(314) 231-7440 v NEW ORLEANS, LA. Barker, Boudreaux, Lamy, - .} Gardner & Foley 1400 Richards Building 837 Gravier Street New Orleans, Louisiana 70112 Tele. #(504) 586-9395 LOS ANGELES, CALIF. Fogel, Julber, Reinhardt & Rothschild 5900 Wilshire Boulevard Los .Angeles, California 90036 Tele. #(213) 937-6250 ' MOBILE, ALA. Simon & Wood 1010 Van Antwerp Building Mobile, Alabama 36602 Tele. #(205)^33-4904 DETROIT, MICH. Victor G. Hanson 19268 Grand River Avenue Detroit, Michigan 48822 Tele. #(313) 532-1220 GLOUCESTER, MASS. Orlando & White Two Main Street Gloucester, Massachusetts 01930 Tele. #(617) 283-8100 SEATTLE, WASH. Vance, Davies, Robens. Reid & Anderson 100 West Harrison. Pla/a Seattle, Washington 98119 Tele. #(206) 285-3610 CHICAGO, ILL. Katz & Friedman 7 South Dearborn Street Chicago, Illinois 6(1603 Tele. #(.312) 26^63.30 �f'i.r 9'' Former SlU Black Ganger Going for 1 st Assf, Engv desire to advance himself Rodela said. He wasn't aware of he's missed. He's never j^een to and a curiosity about other the bomb until he came off Australia and he'd love to visit countries and~*cultures have watch. But he later heard the mainland China. With the recent characterized the sailing career of bomb had been defused and that bilateral pact signed between the Charles Rodela; some of the Viet Cong had been U.S. and China, Brother Rodela A former member of the SlU, • killed. is likely to get his chance. And Brother Rodela has just taken the Though Brother Rodela has considering h's career record thus Coast Guard test for First traveled' to many places around far, he's likely to go there as Chief Assistant Engineer-Steam after the world, there's still a few places one day. studying at the District 2 MEBA School in Brooklyn, N.Y. And if he passes this exani, Rodela is "definitely" planning to go on for his Chief's license. As he says, »vh''n 1 retire. I want to ref re as Steward Department have never been bet­ Charles Rodela , Chief.' During all this time. Brother ter. Make these opportunities your own. It's this type of attitude that's been a recurring theme in 51-year Rodela, who is a WW II veteran, Upgrade your skills in the Steward old Rodela's life. Before going to has gotten a chance to see many Department at SHLSS. sea in 1947 and "in between of those countries he had wanted ships" after that, he studied to visit. He especially liked the Assistant Cook—July t3 architectural engineering at the architecture of Japan and the Cook and Baker—July 13 attitudes toward work and child University of Houston. Chief Cook—April 20 Though he ,wasn't able to get rearing that he found in Ger­ Chief Steward—June 1 his degree at the time, Rodela many. Between 1966 and 1972, as the hasn't forgotten about it. He's For more information, contact your SIU planning to go back to college in Vietnam War raged, Rodela Texas or California so that he can made one or two trips every year Representative or contact Seafarers Harry to that Southeast Asia country. earn his B.S. degree. Moreover, Lundeberg School of Seamanship, Admis­ Rodela hopes to use his degree to Once, in 1966, while his ship was in the port of Qui Nhdn, sions Office, Piney Point, Maryland teach architectural engineering. Vietnam, a time bomb was found His interest in architecture was 20674,(301)994-0010. one of the reasons that propelled near the ship, apparently placed Rodela into shipping out. He there by Viet Cong frogmen. wanted to see the architecture of .other countries, as well as to observe other cultures, forms of government, and religions. In 1956 Rodela joined the SIU JAN. 1-31, 1981 •TOTAL REGISTERED TDTALSHIPPED ••REGISTERED ONBMCH in the port of Houston. (Rodela is All Groups All Groups All Groups Class A Class B Class C Class A Class B Class C Class A Clas'B Class C a native and resident of Laredo, . DECK DEPARTMENT Tex.) He stayed in the Union for Algonac (Hdqs.) 22' 3 2 3 2 0 41 10 6 nearly 13 years as a Seafarer in ENGINE DEPARTMENT the engine department. Then in Algonac (Hdqs.) 15 6 ' 1 12 12 . 0 29 .10. 5 1968, after attending the MEBA STEWARD DEPARTMENT District 2 School, Brother Algonac (Hdqs.) 5 2 0 2 3 0 • 8 7 _ 0 Rodela got his Third Assistant ENTRY DEPARTMENT . ' Engineer's license. Algonac (Hdqs.) 30 31 8 0 0 0 44 '61 22 Nine years later he went back Totals All Departments— 72 42 11 17 17 0 122 88 33 to the School and received his •"Total Registered" means the number of men who actually registered for shipping atthe port last month. Second Assistant Engineer's ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. license. A job Opportunities isnictaRMhr trot litB A MESSAGE FROM YOUR UNION SBM0I& USE OF NAKCOncS l£M>S TO LOSS OF RAPERS klairlr 1 P^l —33 ,V jr • --.ir. fi �I^iiyiiiwaiiijiii gieyqsgg.T:^g>^r?->Ty'.•, a^JaSgSffl, r-i V •: :• SEA-LAND GALVESTON (SeaLand Service), .January 18 -Chairman. Recertified Bosun John Japper: Sec­ retary J. Mqjica; Educational Director L. Petrick: Deck Delegate John Barone; Steward Delegate Reinaldo Rodrigues. No disputed OT. Chairman read all the communications that were received and posted them. Discussed the importance of upgrading .at Piney Point and of donating to SPAD. Observed one minute of silence in memory of our departed brothers. Next port Yoko­ hama. • k- SEA-L. .ND FREEDOIM (Sea-Land Service; January I Chairman. Re­ certifies Bosun E. D. Christian.sen; Secretary C. M. Modellas; Educational Director K. Peterson. No disputed OT. Chairman reported that everything was running well. Reminded members that - during fireboat drill two or three men were required on the hose for back up men. Next port Seattle. INTREPID (Coscal Marine). Jan­ uary 24 Chairman F. R. Schwarz; Secretary T. J. Smith; Educational Director D. Vaughn; Deck Delegate T. D. Seager; Engine Delegate N. P. Davis; Steward Delegate J. Forbes. No dis­ puted OT. Chairman recommended that all drew members who qualify should upgrade at Piney Point. Appli­ cations are available from the secretary. A vote of thanks to the steward department for a job well done. Next port Boston. ZAPATA PATRIOT (Zapata Tank ships). January 4 Chairman, Recerti­ fied Bosun .V. Grima; Secretary W. Wroten; Educational Director C. Merritt; Deck Delegate B. Mrciak; Engine Delegate A. Campbell; Stewaixl Delegate A. Azez. Secretary reported that there are reading materials in the recreation room that were sent from New York and urged all crew members to read them to fully understand what is going on in the Union and the industry. Discus.sed the importance of donating to SPAD. The Log was received and passed around. No disputed OT. A vote of thanks to the steward department for the holiday diiiners and barbecues. SEA-i.AND OAKLAND (Sea-Land Service). January 4 Chairman Rune Olsson; Secretary S. Kolasa; Educa­ tional Director H. A. Kobits; Steward Delegate Rayfield Crawford. No dis­ puted OT. Chairman advised anyone who wished to upgrade, to apply to Piney Point. A vote of thanks to the steward department for a job well done. Christmas Day and Christmas dinner were most enjoyable. LONG LINES (Transoceanic Cable), January 4—Chairman, Recerti­ fied Bosun Roy Theiss; Secretary Ira Brown. Secretary reported that a meeting was held on board with SIU reprsentative Frank Boyne in Yokohoma. Advised men that are qualified and have time in to apply for upgrading at Piney Point. The Log was received. $250 in ship's fund. Some disputed OT in deck, engine and steward depart­ ments. A vote of thanks to Brother Fryefte who volunteered to act as movie director for remainder of voyage. Report to Log: "The Long Lines was ready to pay off in Wilmington. Calif, but at the last-minute it was decided to pay off on the East Coast around January 28." 34 / LOG / March 1981 LNG LIBRA (Energy Transport). January 4 -Chairman, Recertified Bosun~Thomas Brooks; Secretary Frank Costango; Educational Director J. Dernbach; Deck Delegate Tom Redes; Engine Delegate Fred Reyes; Steward Delegate Mike Haukland. Some disputed OT in deck department. Secretary reported.that the future of the seafarer looks bright for the coming year and the years to follow. He urged everyone to take a more active interest in our entire program, SPAD, upgrading, articles for the Log, feedback to headquarters of suggestions and shipboard activities. A new treasurer, Mary Ann Warriner, GSU was elected and we have $131 in ship's fund. Steward added that the three GSU's Andrea De Muro, Mary Ann Warriner and Robert Grimes are doing an excellent job and you can see that the training program at the Harry Lundeberg School is paying off. Special attention was given to communications that were posted on narcotics, directory for Union halls, constitutional amendments on regular dues, SPAD donations, the SIU in Washington. Also the latest rates of pay and the special notice on credentials that should be carried by those flying abroad. A vote of thanks to the steward department for a contimiing good job. Report to Log: "To the Editor and Staff" "We wish to thank you all and at the same time extend a hearty thanks to Mr John Bunker for his article on Union history. How can anyone appreciate the Pork Chops today when they know so little about our fore brothers who fought so hard to make them possible." Next port Nagoya, Japan. LNG GEMINI (Energy Transport), January 4 —Chairman. Recertified Bosun R. Schwarz;. Secretary G. De Barre; Educational Director B. Gillis; Deck Delegate M. Horan; Steward Delegate D. Pappas. Chairman asked that all members please pass around the Log for all to read. Several members, who wrote to Piney Point about information on upgrading and have not heard from them yet. were advised to write again. Safety committee suggests that members handling wire should wear gloves. A vote of thanks to the steward department for the fine food aboard this ship. Next port Osaka. LNG AQUARIUS (Energy Trans­ port). January 5 - Chairman Joe Morri•son: Secretary Duke Gardner; Educa­ tional Director M. De Nardo; Steward Delegate George Taylor. No disputed OT. Chairman noted that we should be going to sea trials .somewhere between January 18th and January 2Lst at which time we will have a new .skipper and a new mate. A di.scussion was held on where to put the basketball net. The .swimming pool to be squared away as soon as possible and benches will be made when we get some lumber. A vote of thanks to the steward department especially for Christmas dinner. COASTAL KANSAS (Coscal Ma­ rine), January 4—Chairman, Recerti­ fied Bosun J. Richburg; Secretary W. G, Williams; Educational Director Wiley L. Yarber; Deck Delegate Charles Lambert; Engine Delegate P. E. Payton; Steward Delegate M. C. Dale. No disputed OT. Chairman reported that this ship was in idle status for 18 months. All members should take more intere.st in respect to safety, firefighting and repairs. Also that more entry ratings should apply for training at Piney Point. A vote of thanks was given to all delegates for their cooperation. A notice about the wage increase and the ^President's message were posted. Secre­ tary sent a letter of appreciation to the Stella Maris Maritime Center in New Orleans for Christmas presents donated by local ladie.s. A vote of gratitude to Captain Bechtel for wine donated for the holidays. Next port Boston. OGDEN CHALLENGER (Ogden Marine). January 11 Chairman, Re­ certified Bosun R. D. Thoe; Secretary R. De Boissiere; Educational Director H. Callien; Deck Delegate C. L. Hickenbottam; Engine Delegate A. S. Hernandez; Steward Delegate William Karpiak. No disputed OT. Chairman advi.sed all tho.se who qualify to upgrade at Piney Point. The new ships are now on the line and ready to go and men are needed with the knowledge of these ships. This can mean more jobs and more pay. The word in Washington should be "make the merchant marine a COVE NAVIGATOR (Cove Ship­ stronger fourth arm of defenseand more ping), January 3 - Chairman, Recerti­ modernLstic." This issue talks about fied Bosun E. La Soya; Secretary C. President Reagan's support and we Corrent; Educational Director G. should write to our Congressman and Kuglov. No disputed OT. Chairman Senators to let them know how we feel. extended compliments to the crew for A vote of thanks to all delegates for a job excellent cooperation when a collision well done! Report to Log "Our special occurred with a small craft. On collision vote of thanks to two old profes.sionals signal, the crew was alert with their Chief Steward R. De Boissiere and lifejackets on and ready to meet any Bosun R. D. Thoe. We were in a .storm emergeiKy. Advised all members to read with 75-mile-an-hour winds and 30 the Log so you will be aware of what is degree rolls and sub-zero weather and going on in the Union. Report to Ltyg; they performed their cfuties and main­ "This crew gives good membership tained a safety record with no one hurt attention and openly will discuss and everything secure. God bless and controversial subjects." Next port Fall, keep them both." River. OGDEN LEADER (Ogden Marine), January 4 —Chairman J. R. Colangelo; Secretary H. Donnelly; Educational Director Alan R. Gardner. $90 in ship's fund. No disputed OT. Secretary reported that the ships library contains various pamphlets that were received iri New York during the Steward Recertification program about Union activities for the benefit of the membership. They are mo.st informative and should be read and discussed'. Educational Director suggested that the SIU should publicize that smoking on barges by boatmen while transferring fuel is highly danger­ ous for themselves and the shipthey are .servicing. All communications includ­ ing the Log that were received were posted for all to read. The membership discussed the sinking of the Poet as some had friends that were lost and .stood a special moment of .silence in their memory. Next port Baytown. SEA-LAND DEFENDER (SeaLand Service), January 18—Chairman R. Ray; Secretary A. Reasko; Educa­ tional Director Neathery. Chairman noted, that the ship was going to Tamano and all beefs were to be discussed with Frank Boyne, Port Agent. He also noted the importance of donating to SPAD. Applications for upgrading or LNG schools are available for those who are interested. $225.00 in ship's fund. No disputed OT. All members when leaving ship were asked to clean their rooms and strip theif bunks. An SIU ship is a clean ship. Official ship's minutes were also received from the following vessels: Transcolorado New York Sea-Land Economy Seattle Del Sol Del Oro j Benjamin Harrison Sea-Land Consumer Sam Houston Overseas Joyce William Hooper S' u Tampa Sea-Land Pacer Santa Mariana Sea-Land Finance Santa Cruz Edward Rutledge Ogden Charger Monticello Victory Cove Trader Sea-Land Voyager Boston Sea-Land Market Santa Lucia •'A,' . Jacksonville Mount Washington Arecibo Santa Barbara Charleston Cove Engineer Del Campo Delta Mar Overseas Harriette Mount Washington Sea-Land Producer Ogden Willamette Puerto Rico Sea-tand Resource Delta Norte ^ Sea-Land Developer Overseas Arctic Achilles Del Viento Sea-Land Galloway Del Mundo Tamara Guilden �Timothy C. Donoghue , Seafarer Timothy G Donoghue, 21, graduated from the HLSin 1979. In 1980, he up­ graded there to F O W T; He holds the fire­ fighting. life­ boat, CPR and first aid endorse­ ments. A native of Long Island, N.Y., he lives there and ships out of the ports of Seattle and New York. Daniel Laitinen Jr. Tom M. Arriola Sea f a re r Tom M. Arriola, 26, graduated from the Piney Point Entry Pro­ gram in 1974. Brother Arriola sailed aboard the U.S. Coast Guard Culler Oauniless out of Miami, Fla. from 1972 to 1973. He passed the courses for tankerman, lifeboat, firefighting and CPR. Arriola is a veteran of the U.S. Army National Guard's 143rd Airborne Division and the Coast Guard in the port of Houston. Born in Houston, he lives and ships out from that port. Mark E. Simpson Seafarer Mark E. Simp­ son, 25, gradu­ ated from the Seafarers Harry Lundeberg School of Seam a n s h i p (SHLSS) Entry Trainee Pro­ gram, Piney Point, Md. in 1978. Brother Simpson now sails as a chief cook, last on the LNG Aquarius. (Energy Transport). He has the LNG, firefighting, lifeboat, cardio­ pulmonary resuscitation (CPR) and first aid documents. Before attend­ ing Piney Point, Simpson graduated from the Culinary Institute of America, New York City. He was born in Newark, N.J., lives in Rungoes, N.J. and ships out of the port of New York. i Seafarer Daniel Laitinen Jr., 27, is a 1969 grad of the HLS. He sails as an AB. Brother Laitinen earned the CPR, life­ boat and fire­ fighting tickets. He is a veteran of the U.S. Army and he resides and ships out of the port of New Orleans. James Venskus Seafarer James Venskus, 25, graduated from the HLS in 1976. Brother Venskus sails as an AB. His endo resements in­ clude 3rd cook, firefighting, life­ boat and CPR. He was born in Fort Leavenworth, Kans., lives in Springfield, Va. and ships out of the port of New York. Richard C. Rosati Sea f a rer Richard C. Rosati, 26. is a 1977 graduate of the HISS. In 1978, he upgrad­ ed to FOWT in the port of New York and to QMEI) last year at Piney Point. Brother Rosati al.so earned his CPR, firefighting and lifeboat tickets. Born in Long l.sland. N.Y., he .ships out of the port of New York. Joseph Artis Seafarer Joseph Artis, 24, is a 1975 gradu­ ate of the H LSS Entry Trainee Program. He upgraded to AB at the School in 1980. Brother Artis holds the lifeboat, firefighting and CPR endorsements, Artis was born in Santa Ana, Calif., lives in San Diego, Calif, and ships out of all West Coat ports. Richard S. Borden . James Bo Koesy Seafarer Richard S. Bor­ den, 22, was a graduate of the HLS Entry Pro­ gram in 1978. The same year he upgraded there to LNG and sailed on the LNG Aries (Energy Transport) and the LNG El Paso Souihern in 1979. Brother Borden, last year, upgraded to AB at Piney Point sailing aboard the El Paso Arzew. He is a native of Washington, D.C., lives in Anna­ polis, Md. and ships out of the ports of Baltimore and New York. Sca f a rc r James Bo Koesy, 22, graduated from Piney Point in 1978. Brother Koesy "enjoys the sail­ or's 'lifestyle!" He upgraded to FOWT ^t the HLS in 1979 and LNG and QMED there in 1980. Koesy was in the original crew of the LNG Gemini (Energy Transport). He holds the LNG. firefighting, tankerman. lifeboat and CPR endor.sements. Born in Panama City, Fla. he ships out of the ports of New York and New Orleans. Larry Jay Gorden Seafarer Larry Jay "Flash" Gordon, 25, is a 1975 grad of Piney Point. He then also earned his GED diploma there. ^ . Brother Gordon i in 1977 upgrad­ ed to FOWT and took the Basic Welding course. Last year he upgraded to QMED. Gordon also earned the firefighting, lifeboat and CPR tickets. He plans to take some advanced math courses soon at Piney Point. Born in Pennsylvania, he ships out of the port of Baltimore. Philip D. Poole Seafarer Philip D. Poole, 27, joined the former IBU in 1975 in Port Ar­ thur, Tex. He then graduated from the HLS Trainee Pro­ gram for deepsea in 1977 upgrading to AB there the same year. Brother Poole earned the firefighting, lifeboat and CPR documents. He was born in Long Branch, N.J.. resides in Monmouth Beach, N.J. and ships out of the port of New York. It Ain't the Same Old Job So the Same Old Skills Won't Do ... Take the Towboat Operator Scholarship Program which starts June 22. Tony O. Vargas Seafarer Tony O. Vargas, 29, graduated from the HLS in 1975. Brother Vargas upgrad­ ed to FOWT therein 1976. He has the lifeboat, firefighting and CPR papers. Vargas is a veteran of the U.S. Army during the Vietnam War. A native of Brooklyn, N. Y., he ships from the port of New York. if you don't qualify for the Towboat Operator Scholarship Program, you may take the regular Towboat Operator Course, which starts May 11. See your SlU Representative for details. Mnrrh '981 LOG •'„v 35 - Ci �Seafarers This is a summary of the annual report of Seafarers Pension Plan ID. #13-6100329 for January I. 1979 to December 31. 1979. e annual report has been filed with the Internal Revenue Service, as re­ quired under the 'J®'''; ment Income Security Act of 1974 ' ... representing administrative expenses, insurance premiums for Pension Benefit Guaranty Corporation and other fiduciary insurance as required by federal law, commun. cations with participants, and custodian fees and other investment '^"itasic Financial Statement The val" of plan assets, a ter subtracting liabilities of the plan, was $151,436,402 1979 compared to $167,418, of December 31. IS™. During the plan year, the plan experieni^d an increase in its . $15 982,336. This included un­ realized appreciation and tion in the value of plan assets, th is. the difference between the ™ ue 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 total iLome of $33,287,337 includ­ ing employer contributions^ $19,188,255 and earnings from investments of gj 321 Plan expenses were $10,583 J21_ These expenses included H ^.554.357 « 098 964 in benefit payments and $l,028,v&4 renort from the plan administrator, P statements and accom^ni be included as ^ report. The charge to p copying costs given above it charge for the does m copyi^ Avenue, Brooklyn, New York 11232, and at the U.S. Department of Labor in Washington, D. C., or to obtain a copy from the U.S. Depart­ ment of Labor upon payment of copying costs. Requests to the Department should be addressed to Public Disclosure Room, N4677, Pension and Welfare Benefit Pro­ grams, U.S. Department "f Labor, 200 Constitution Avenue, N. W., Washington D. C. 20216. charges. furnished without charge. You have the right to receive a also have the right to copy of thefull annual report, or any ^ ^ual report at the pan thereof, on request. The items examine^^^^ ,in office of the plan, 6/3 rou.iu listed below are included m that report: 1. An accountant's report 2. Assets held for investment To obtain a copy of the full annual report, or any part thereof, write or call the office of Mr. A. Jensen, 675 Fourth Avenue, Brooklyn, New York 11232. The charge to cover copying costs will be $1.00 for the full annual report, or $.10 per page for any part thereof. You also have the right to receive from the plan administrator, on request and at no charge, a state­ Recetlilied Bosun Elmer Eaher (from ment of the assets and liabilities of Champion (Ogden Marme).sw,mtt^^^^^ the plan and accompanying notes or a statement of income and expenses of the plan and accom­ panying notes, or both. If you Harvey Barlow, deck delegate. request a copy ot of the tne full luii annual annua. Ogden Champion Committee ,^3,, Chief Pumpman ^ • Your Brother Down the Road to Sobnety .1 4. .rwf .ic thankful peeing a Wind man walk down a offer a guiding S for our sigh.. Perfec. "f'"'thing .o be unable .o see arm to the blind because we all think It must ne .C«EHA»tnAnd that's where an alcoholic drinking problem is just Helping a f#""" 1"° ^,aering a blind man across a street All rorbl^rd^tsmkTtCtaf^rhy tbe arm^^^^^ Alcoholic Rehabilitation f'"'"y^'^^^ber will receive the care and counseling^ Once he's there, an f hobc SlU ^^^^ers who are ftghting ^ he needs. And bell get the '"PP/'f productive aicobol-free life. the same tough battle be is bac ^ aicoboiic. But because of The road back to sobriety ts a long one for an ^ ARC, an alcoholic SIC """"h" direction of the Rehab Center. And b, guiding a recovery is only an you11 be showing him that the tirst siep arm's length away Alcoholic Rehabilitation Center anywhere except at The Center. Book No. Name 1 1 I Address 1 1 (Street or RFD) (City) (State) Telephone No. Mail to: THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 call, 24 hours-a-day, (30J ) 994-0010 or I 1 3^ / LOG / March 1981 (Zip) I 1 1 • 1 I I 1 I I I - �65, joined 0J r Of Baltimore in 1956 sailing as an AB. Brother Apostohdis sailed 30 years and rode the Isthmian Line in 1955. He hit the bricks in the I960 Greater N.Y. Harbor beef. Seaforer Apostohdis was born in Greece and is a resident of fcuboea, Greece. Pedro Rafael Arteaga, 62 joined theSIUin l945inthepor; ofNew York sailing as a cook. He sailed for Bull Line and Robin Line in 1957. Brother Arteaga was born in Guayaquil, Ecuador and IS a resident of Philadelphia. Paul Francis Arthofer, 59 |J?"fdtheSIUinl941inthepor; p of New Orleans sailing as an AB k Brother Arthofer also sailed as a ship and deck delegate during the Vietnam War. He received a 1961 Union Personal Safety Award for saihng aboard an accident-free ship, the SS Del Oro (Delta Line) Seafarer Arthofer is also a printer and cook. Born in Dallas, Tex. he IS a resident of Monroe, La Isidore Carmen Dongen, 65 joined the SlUin 1948 in the port of New York sailing as a FQWT. Brother Dongen sailed 42 years He was born in Paramaribo, Sunname (Dutch Guiana) S A is a naturalized U.S. citizen and IS a resident of Brooklyn, N.Y. Joseph George Edwards, 68 joined the SlUin the port of New Orleans in 1958 sailing as 3rd cook and waiter. Brother Ed­ wards sailed 30 years. He is a veteran of the Louisiana National Guard from 1933 to 1938. Sea­ farer Edwards was also an office manager and junior executive. Born in New Orleans, he is a resident there. Ola Ekeland, 63, joined the SIU in the port of Philadelphia in 1950 sailing as an AB. Brother Ekeland sailed 48 years. He was born in Skare Kongshamn, Tromoy, Arendi'l, Norway and is a resident of Brooklyn, N.Y. Walter Alexander Kuchta, 60 joined the SIU in the port of Wilmington in 1957 sailing as a bosun. Brother Kuchta sailed 37 years. He was born in Sharpsburg, Pa. and is a resident of Pittsburgh, Pa. Cecil Bernard Wiggins, 52, joined the SIU in 1945 in the port of Mobile sailing as a bosun. Brother Wiggins received a Union Personal Safety Award in I960 for sailing on an accident-free ship, the Alcoa Ranger. Seafarer Wiggins was born in Alabama and is a resident of Theodore, Ala. Arthur Joseph Margiotta Jr 53, joined the SlUin the port of New Orleans in 1953 sailing as a cook. Brother Margiotta sailed 27 years. He is a veteran of the U.S. Army in World War 11. Sea­ farer Margiotta was born in New Orleans and is a resident of River Ridge, La. Heinz Seel, 68, joined the former MC«&S Union in the port ofSan Francisco in 1962 sailingas a chief steward on the .95 Maria from 1977 to 1978. He graduated from the MC&S Stewards Train­ ing School in 1959. Brother Seel is a former member of the Waiters Union Local 30. Born in, Ham­ burg, West Germany, he is a resident of Petaluma, Calif. James Perry "J.p." Bratcher, 55, joined the Union in the port of Houston in 1960 sailing as an oiler, deckhand and captain for the WvD. Hoden Co. from 1952 to 1963, Coyle Lines and G&H Towing from 1963 to 1980. Brother Bratcher is a veteran of the U.S. Navy in World War 11. He was born in Washington' County, Fla. and is a resident of Houston. Henry Culmer McKinney, 56 joined the SIU in 1945 in the port of New Orleans sailing as an AB. Brother McKinney sailed 35 years. He is a veteran of the U.S Army during the Korean War. Born in Wauchula, Fla., he is a resident of Lacombe, La. John Alexander McLaughlin, 61, joined the SIU in 1943 in the port of New York sailing as an AB. Brother McLaughlin sailed 42 years. He received a I960 Union Personal Safety Award for sailing aboard an accident-free ship, the SS Francis. Seafarer McLaughlin was born in Stayner, Ontario, Canada, is a naturalized ' U.S. citizen and is a resident of Seattle. Jesus Villaueva Garcia, 63 joined the SIU in 1948 in the port of New York sailing as a FOWT. Brother Garcia was born in Fort Worth, Tex. and is a resident of Fort Lee, N.J, Herbert Milzer Parsons, 72 joined the SIU in the port of New Ojleans in 1967 sailing as an AB. ; Brother Parsons sailed 28 years! He is a former member of the ILA, Local 1418. Seafarer Par­ sons is a veteran of the U.S. Army in World War II. Born in the British , West Indies, he is a resident of Metairie, La. George Lenard Gill, 76, joined the SIU in the port of New Orleans in 1954 sailing as a 2nd cook. Brother Gill sailed 25 years. He helped to organize Cities Service. Seafarer Gill was born in Port of Spain, Trinidad, B.W I and is a resident of Fairhope, Ala George A. Rosholt, 65, joined the SIU in 1956 in the port of Jacksonville sailing as a chief steward. Brother Rosholt sailed for Cities Service from 1961 to 1976 and for lOM from 1980 to 1981. He is a veteran of the U S Army in World War 11. Born in New York, he is a resident of Holly Hill, Fla. Peter Ruedeski, 65, joined the Union in the port of Detroit in I960 sailing as a wiper. Brother Rudeski was born in Plymouth," Pa. and is a resident there. George Luc Esteve, 57, joined the SIU in 1943 in the port of New Orleans sailing as an AB. Brother Esteve sailed 38 years. He was born ip Louisiana and is a resident of New Orleans. Arcangel Saavedra, 65, joined the SIU in 1939 in the port of Miami sailing as a chief pump­ man and saloon messman. Bro­ ther Saavedra was born in Puerto Rico and is a resident of the Bronx, N.-Y. Ernvel Frederick Zeller, 60, joined the Union in the port of Frankfort, Mich, in 1953 sailingas a cook for the Ann Arbor ( Mich.) Carferries from 1961 to 1980. Brother Zeller .sailed 36 yeans. He is a wounded veteran of the U.S. Army in World War 11. Laker Zeller was born in Merrill. Wise, and is a resident of Elberta, Mich. Warren Theodore Miller, 62, joined the Union in the port of Philadelphia in 1956 sailing as a captain and mate for the Warner Co. from 1950 to 1955 and for Independent Towing from 1955 to 1980. He also sailed as a mate for'P.F. Martin in 1958. And he was a former'member of the . MM&P Union, Local 14 from1943 to 1960. Boatman Miller also .sailed deep .sea on the Bull Line fro.m 1938 to 1940 and the Robin Line from 1940 to 1942. He is a veteran of the U.S. Navy in World War 11. A native of Fredericksburg, Va., he is a resident of Willow Grove, Pa. Alberto Angel Yado, 65, joined the SIU in 1940 in the port of Tampa sailing as a cabin steward and bellman for 42 years. Brother Yado was born in Key West, Fla. and is a resident of Miami. Jacobus "Jack" Gerardus Lakwyk, 64, joined the S1U in t he port of New York in 1952 .sailing as a chici steward. Brother Lakwvk is a former member of the Marine Cooks & Stewards Union. He is a veteran of The Netherlands Navy before World War 11. Seafarer Lakwvk was born in Holland and is a naturalized U.S. citizen. He is a resident of Houston. i Josip Matre Tramontanic, 64, joined the SIU in 1948 in the port of New York sailing as a QMED. Brother Tramontanic is a veteran of the U.S. Coast Guard in World War 11. He was born in Yugo^ slavia, is a naturalized U.S. citizen and is a resident of Biloxi, Miss. - ^ Mairh .C.J- MppW' VST" ' J £11 / LOG I 37 .'•'y •/, 5^ •-Ji, - . .'J- "f �h-} • • •' .*• M-- A • '• 'A \ Need a License? Get One Cheap With Graft, J •v. Below Is a reprint of an article from the West German magazine, Geo. It says a lot atmut why 'ilag-of-convenlence" ships have by far the worst safety record on the high seas. We sincerely hope that those Congressmen and Senators who protect these fleets at the behest of the oil companies read this article and then take strong action to curb the growth of "ffagof-convenlence" fleets. Right now, "flag-of-conyenlence" ships, like the one In this article, carry more than SO percent of all America's oil Imports. m- •MyA •- ->\-H • • • !^ L •M- \ marks ($53) each from the captains as well. I had gone to another big of ships under flags of convenience port and found the Panamanian in the harbor of Hamburg—I stood consul there, this one less scrupulous before the Panamanian consul in than the first. Over the rattle of the his Hamburg office. Smelling of typing of two secretaries he asked, perfume and sporting a well-groom­ "How big is the ship on which you ed beard. Consul General Caspar G. are a mate now?" Wittgreen carelessly pushed my "Fifteen hundred tons," I said, ly­ papers aside. He wanted to see my ing; the Dutchman's ship I had sup­ German license. "I don't have one," I posedly been hired on was a mere day when Captain Deligiannakis said, "otherwise I wouldn't be sitting 300 tons. "But couldn't you make it A Mate for the asked me to fix our position with the here." five thousand tons in the license? ''Aladin B." sextant, I said, lying, that I hadn't "But those are the rules," he said That's the size of a ship that travels Christian Jungblut was utterly used one in years and would he in a soft voice. "Don't you at least as far as the Mediterranean." unqualified to be a ship's please show me how. Without have a certificate of hire as an "Two hundred," he said quietly, saying another word, he turned his officer?" officer. But he bought himself almost to himself. (He njeant 200. "How could J have a certificate of guilders—$100.) the papers he needed and back. I continued my lookout. "Two hundred," I echoed sheep­ signed on a "flag-pf-cdnven- Suddenly, he walked up to me. "I hire as an officer if I don't even have take it," he hissed, "you have never a license," I replied rudely. ishly. ience " oil tanker as the third before traveled on a ship." Looking "I don't know myself," he admit­ "Yes, two hundred," he repeated. mate. out to sea, I replied as casually as ted, "but those are the rules." I thought to myself that in Ham­ Repjint of Article by possible, "You are free to think So I set out to get what I needed. I burg, the telegrapher's license had Christian Jungblut whatever you like."That was the end heard of a Dutch shipowner who cost a quarter of that amount. "In that case, make it captain," I EAD slow ahead!' The pilot of our conversation. He took no might "hire" me without an officer's action whatsoever. I stayed on the license. I inquired aboard his ship insisted. barked his command from one "You have a certificate of hire as wing of the bridge. The captain bridge. Later, in the officers'mess, and got his telephone number. 1 he voiced his suspicion repeatedly, second mate. ..." called, and without laying eyes on turned to me, ordering me with a "Sowhat!" \ glance to operate the engine-room but after a few days nobody paid any me or any license, he mailed me a attention. telegraph. certificate of hire as second mate of "You are out of your mind," he The ship was the Aladin B.. built his ship. (Much later we happened to said reproachfully. Shifting in his It's a simple job. You push a lever to the reading "Dead Slow." Noth­ in 1966 and sailing under the colors meet, and I asked him why he did chair, he continued: "Well, this is the of the Republic of Panama, a flag of that for me. "Everybody started ing to it. I grabbed the handle and best I can do for you. Ill put in first convenience. Like Liberia and some from the bottom once," he said.) shoved it—almost too far. Nobody mate. " For a moment he closed his other countries, Panama collects Next I turned to one of the admin­ noticed my panic. They were all too eyes. "Three hundred," I heard him busy casting off. The gangway had little or no income tax from the ship­ istrative offices of the city of Ham­ whisper. With'my eyes, I signaled owners (of many different nationali­ burg. I chose the days between agreement. been pulled up 15 minutes before. I ties) who register vessels there and Christmas and New Year's. I went to had passed the point of no return. In a few minutes I was racing has been lax in checking the seawor­ the Department of Sports at the We were leaving the oil dock in down the seven flights of stairs Curacao, destined for Marcus thiness of the vessels it registers. I Ministry of the Interior. The officials clutching my new license. It had had long wanted to see up close an there were working at half speed, I taken my father six years to earn his Hook, near Philadelphia. A slight vibration went through tanker sailing under one of these presented a license I had earned as a mate's license. . -1.* _ .1 • . . r/^cYicfri«»c A ' registries.. A further .suspicion ihadi teenager sailing a dinghy and said I I immediately began to look for a the ship as the engines started deep brought me aboard the Aladin 8. I planned to bring a schooner from job. In that city, however, none were below. Some 15,000 metric tons of had signed on to find but whether it available, so I headed for Piraeus in Turkey, and that they surely under­ steel and 525,000 barrels of crude oil Greece. in 10 huge tanks were set in motion. I is true that many ships flying flags of stood all the Oriental rules and convenience are operated by officers Standing next to one another regulations. The officials nodded was standing on the bridge, which who wouldn't qualify under the laws agreeably, and in a holiday mood along Akti Miaouli, a street winding was as tall as the roof of a six story of many countries to steer a motorits way for about a mile and a half they issued a document stating that I building, and 800 feet of ship lay in along the harbor of Piraeus, are the front of me. I could hardly make out boat. Would I myself be allowed had "several years of experience as a responsibility for the running of the offices of international banks and skipper." It was true, but as a the men hauling in the lines on the ship? shipping lines. Among them are foredeck. skipper of sailboats no more than 15 many of the lines that fly flags of My "career" as a ship's officer had feet long. Why on earth did we have to cast Now I went back to the Pana­ convenience and that operate a third off during my watch? I was the newly begun five months earlier, when I of the tanker fleet of the Western hired third mate, but I knew barely decided to get myself instantly manian consul. The certificate of hire certified. world. In Piraeus, to find a job an from the Dutch shipowner met with as much about seamanship as Julio unemployed seaman has^ to go I had no intention of spending his approval. However, when he saw the messboy. Twenty years before, I through one of the hundreds of three years as a sailor and three the document from the city of had been a deck boy on a small shipping masters, or agents, in the ^ freighter, but not once since then additional mandatory years at a Hamburg, he hesitated: "But here it city. There were about 3,000 seamen maritime academy, as German law says 'Department of Sports.' " had I set foot on the bridge of a ship. demands. But neither was I as lucky And now I was to help navigate a "And farther down it says 'skip­ in the city, a motley crowd from all as a man I shalbcall Peter. A dropout tanker of 85,000 deadweight tons per,'and that should be adequate," I continents—many Chileans, Afri­ through the tricky waters of the after a few semesters at an engineer­ replied. As he began to protest that cans and Pakistanis. And there were . Caribbean. Of course, the harbor ing school, he became second en­ he was not inclined to lose his job for nearly as many agents, huddled like gineer on a Ghanese freighter. The pilot and Captain Petros Deligian­ my sake, I tossed across the desk a moles in tiny "offices" the size of shipowner, a Dutch industrialist,' certificate that qualified me to oper­ storage closets. But the agents were nakis were up there with me, and Kolakko, a sailor, took the helm. had agreeed in the contract of hire to ate a radiotelephone. I had recently able to push the seamen around just as ruthlessly as did the crimps who But r was grateful for every minute provide Peter with "all necessary taken a three-day course to get it. documents" except a passport. I had made their living shanghaiing sailors that the pilot wac on board and "Well, this is a different matter," for shipowners in the era of tall every hour that brought me closer to seen his contract and was amazed. I the consul said. "What would you ships. would have no such luck. I would the end of my watch. like, a seaman's book or a license to I was told by one of these latterSomehow before it ended, I have to get my papers through operate the radiotelegraph?" I chose day crimps to be at his office at ten consulates in big city ports. managed to obey an order to take a the telegrapher's license, with no A.M. I arrived and was put off until Equipped with my old seaman's bearing using the radar. The next restrictions. With it I could work noon. Then I was told to return in book,y which showed my year ^ ^ ^ —'MMj jrwui as ao a a aboard passenger liners and super­ the afternoon, at which time I was Christian Jungblut is a 37-year-old deck boy, and with three other doctankers. The fee was 50 marks. My casually put off until the next day. German reporter and writer whoput uments confirm ing my services as a cousin's husband had trained for He was teaching me a lesson: No in many years as a laborer before he sailor for a total of three years— I five years to earn one. commission, no ship—that was the turned to journalism. had bought them for 100 deutsche A week later I had a mate's license rule. He leaned across his desk, close D *• i-i , • I-. a itlAU-UVipiIia,. I •1- r. tt • f/ r: - . 1"^ i#.-- !• • • . . . ' 38 / LOG / March 1981 ,, , V - i'-' ? ' . - • -r-Jjk'ijL-. -Tsi- J. . , /•-'v �„ .(, - 8= •, =!^ .:, -_ -f . 'J, ,- , 2: T; i!^ If: ' -f • :• -.- •'H . .-. ^ • -r-—-m- '-JT-—••- . -W- .zif.U'r^^''-- ''•••"• •y'w ..ici,-" V • ' "'15-'• ''f-^'*^"; •> y-'a Need a License? Get One Cheap With Grah, b' ! -L' •.^r /.-r^nv • - f-;- :Sf ''' Jf-'" y»-;^4mv"':', -• : -f-ifrfl:. •• ' - fo TlV^iVis^.-JJ •• • • ' ^': l.m : rMMt: .' ivr ,j . V * . } # Below Is a reprint of an article from the West German magazine, Geo. It says a lot atmut why "flag-of-convenlence" ships have by far the worst safety record on the high seas. We sincerely hope that those Congressmen and Senators who prot^t these fleets at the beftest of the oil companies read this article and then take strong action to curb the growth of "flagof-convenlence" fleets. Right now, "flag-of-convenlence" ships, like the one In this article, carry more than SO percent of all America's oil Imports. marks ($53) each from the captains as well. I had gone to another big of ships under flags of convenience port and found the Panamanian in the harbor of Hamburg—I stood consul there, this one less scrupulous before the Panamanian consul in than the first. Over the rattle of the his Hamburg office. Smelling of typing of two secretaries he asked, perfume and sporting a well-groom­ "How big is the ship on which you ed beard. Consul General Caspar G. are a mate now?" Wittgreen carelessly pushed my "Fifteen hundred tons," I said, ly­ papers aside. He wanted to see my ing; the Dutchman's ship I had sup­ German license. "I don't have one," I posedly been hired on was a mere day when Captain Deligiannakis said, "otherwise I wouldn't be sitting 300 tons. "But couldn't you make it A Mate for the asked me to fix our position with the here." ^ five thousand tons in the license? "Aladin B." sextant, I said, lying, that I hadn't "But those are the rules," he said That's the size of a ship that travels, Christian Jungbiut was utterly used one in years and would he in a soft voice. "Don't you at least as far as the Mediterranean." unqualified to be a ship's please show me how. Without have a certificate of hire as an "Two hundred," he said quietly, officer. But he bought himself saying another word, he turned his officer?" almost to himself. (He meant 200. "How could J have a certificate of guilders—$100.) the papers he needed and back. I continued my lookout. "Two hundred," I echoed sheep­ signed on a "flag-pf-conven- Suddenly, he walked up to me. "I hire as an officer if I don't even have take it," he hisSed, "you have never a license," I replied rudely. ishly. ience" oil tanker as the third before traveled ort a ship." Looking "I don't know myself," he admit­ "Yes, two hundred," he repeated. mate. out to sea, I replied as casually as ted, "but those are the rules." I thought to myself that in Ham­ Repjint of Article by possible, "You are free to think So I set out to get what I needed. I burg, the telegrapher's license had Christian Jungbiut whatever you like."That was the end heard of a Dutch shipowner who cost a quarter of that amount. "In that case, make it captain," I. EAD slow ahead!' The pilot of bur conversation. He took no might "hire" me without an officer's action whatsoever. I stayed on the license. I inquired aboard his ship insisted. barked his command from one bridge. Later, in the officers'mess, and got his telephone number. I "You have a certificate of hire as wing of the bridge. The captain he voiced his suspicion repeatedly, called, and without laying eyes on second mate. ..." turned to me, ordering me with a but after a few days nobody paid any "So what!" me or any license, he mailed me a glance to operate the engine-room attention. telegraph. certificate of hire as second mate of "You are out of your mind," he The ship was the Aladin B., built his ship. (Much later we happened to said reproachfully. Shifting in his It's a simple job. You push a lever to the reading "Dead Slow." Noth­ in 1966 and sailing under the colors meet, and I asked him why he did chair, he continued:"Well, this is the ing to it. I grabbed the handle and of the Republic of Panama, a flag of that for me. "Everybody started best I can do for you. Ill put in first shoved it—almost too far. Nobody convenience. Like Liberia and some from the bottom once," he said.) mate. " For a moment he closed his Next I turned to one of the admin­ eyes. "Three hundred," I heard him noticed my panic. They were all too other countries, Panama collects little or no income tax from the ship­ istrative offices of the city of Ham­ whisper. With' my eyes, I signaled busy casting off. The gangway had been pulled up 15 minutes before. I owners (of many different nationali­ burg. I chose the days between agreement. had passed the point of no return. ties) who register vessels there and Christmas and New Year's. I went to In a few minutes I was racing has been lax in checking the seawor­ the Department of Sports at the down the seven flights of stairs We were leaving the oil dock in thiness of the vessels it registers. I Ministry of the Interior. The officials clutching my new license. It had Curacao, destined for Marcus had long wanted to see up close an there were working at half speed. I taken my father six years to earn his Hook, near Philadelphia. A slight vibration went through oil tanker sailing under one of these presented a license I had earned as a mate's license. I immediately began to look for a the ship as the engines started deep registries..A further suspicion had teenager sailing a dinghy and said I brought me aboard the Aladin B. I job. In that city, however, none were planned to bring a schooner from below. Some 15,000 metric tons of steel and 525,000 barrels of crude oil had signed on to find but whether it Turkey, and that they surely under­ available, so I headed for Piraeus in Greece. in 10 huge tanks were set in motion. I is true that many ships flying flags of stood all the Oriental rules and Standing next to one another was standing on the bridge, which convenience are operated by officers regulations. The officials nodded who wouldn't qualify under the laws along Akti Miaouli, a street winding agreeably, and in a holiday mood was as tall as the roof of a six story of many countries to steer a motor- they issued a document stating that I its way for about a mile and a half building, and 800 feet of ship lay in boat. Would I myself be allowed along the harbor of Piraeus, are the had "several years of experience as a front of me. I could hardly make out offices of international banks and the men hauling in the lines on the responsibility for the running of the skipper." It was true, but as a ship? shipping lines. Among them are foredeck. skipper of sailboats no more than 15 many of the lines that fly flags of My "career" as a ship's officer had feet long. Why on earth did we have to cast begun five months earlier, when I convenience and that operate a third Now I went back to the Pana­ off during my watch? I was the newly of the tanker fleet of the Western hired third mate, but I knew barely decided to get myself instantly manian consul. The certificate of hire certified. world. In Piraeus, to find a job an from the Dutch shipowner met with as much about seamanship as Julio unemployed seaman has to go I had no intention of spending his approval. However, when he saw the messboy. Twenty years before, I through one of the hundreds of had been a deck boy on a small three years as a sailor and three the document from the city of shipping masters, or agents, in the additional mandatory years at a Hamburg, he hesitated: "But here it freighter, but not once since then city. There were about 3,000 seamen had I set foot on the bridge of a ship. maritime academy, as German law says 'Department of Sports.' " demands. But neither was I as lucky And now I was to help navigate a "And farther down it says 'skip­ in the city, a motley crowd from all tanker of 85,000 deadweight tons as a man 1 shall-call Peter. A dropout per,'and that should be adequate,"I continents—many Chileans, Afri­ after a few semesters at an engineer­ through the tricky waters of the replied. As he began to protest that cans and Pakistanis. And there were Caribbean. Of course, the harbor ing school, he became second jenhe was not inclined to lose his job for nearly as many agents, huddled like gineer on a Ghane.se freighter. The pilot and Captain Petros Deligianmy sake, I tossed across the desk a moles in tiny "offices" the size of shipowner, a Dutch industrialist,' certificate that qualified me to oper­ storage closets. But the agents were nakis were up there with me, and Kolakko, a sailor, took the helm. had agreeed in the contract of hire to ate a radiotelephone. I had recently able to push the seamen around just as ruthlessly as did the crimps who But r was grateful for every minute provide Peter with "all necessary taken a three-day course to get it. documents" except a passport. I had made their living shanghaiing sailors that the pilot wa« on board and "Well, this is a different matter," for shipowners in the era of tall seen his contract and was amazed. I every hour that brought me closer to the consul said. "What would you ships. would have no such luck. I would the end of my watch. like, a seaman's book or a license to I was told by one of these latterSomehow before it ended, I have to get my papers through operate the radiotelegraph?" I chose day crimps to be at his office at ten consulates in big city ports. managed to obey an order to take a the telegrapher's license, with no A.M. I arrived and was put off until Equipped with my old seaman's bearing using the radar. The next restrictions. With it I could work book, which showed my year as a aboard passenger liners and super­ noon. Then I was told to return in the afternoon, at which time I was Christian Jungbiut is a 37-year-old deck boy, and with three other doctankers. The fee was 50 marks. My casually put off until the next day. German reporter and writer whoput uments confirming my services as a cousin's husband had trained for He was teaching me a lesson: No in many years as a laborer before he sailor for a total of three years—I five years to earn one. commission, no ship—that was the turned to journalism. had bought them for 100 deutsche A week later I had a mate's license rule. He leaned across his desk, close D 38 / LOG / March 1981 enough for me to count the bristles of his beard, and quietly named his ;'-y. x-. jobon 'Flag-of- Portside was still there. It was oil [$450], he said. You must undefs udge, shifted by Joe from one tank stand, we get the smallest share of to another through interconnecting the pie. Five thousand go to the crew pipes. Now that sludge wouldn't manager of the shipping company budge A reading with a gauge who will move your applicatbn showed that there were 10 inches of from the bpttom of the pile to flie there. It had accumulated in top. Six thousand are for the port miiks^Jha, had been properly captain of the shipping line, to get him-to give you a good ship. I^ive ^ The captain appeared. He and Joe thousand go to immigration so thev had a lively and long conversation. . will take care of passports. Only four Joe kept turning valves as they thousand are for us. This yop pay spoke—in Greek, which of course I when you sign the contract." did not understand. Then the "How about a receipt?" I asked captain left. Joe pulled the measur­ He gave me a cpndescending look ing gauge out of the tank. The "That's impossible. You know, this reading was now two/inches. IS illegal here. You have to trust me " J* And the lifeboats? When inspectors for the refinery 3rs I handed over the money, thinking seemed that every day someone was came aboard to verify that the tanks that all I had to show for it was the I.ZT f-' " Manfred risking our safety. had been emptied, it was raining privilege of spending my days wait­ cats and dogs. This was to Joe's • At long last we reached Delaware "feboat ing on a chair in his office. Bay, and I breathed a sigh of relief. advantage. I -watched carefully as lutes' ,^'"'"''''"8 '» international they got to Number 4 Portside. Joe We had to drop anchor, because 65 A month passed before I was nues^ tbey must be held once a owered the measuring gauge into nauttcal miles upstream our berth ordered to Athens to undergo the was taken by another tanker. We the tapk and as a knot: passed _ Manfred laughed again. "Not on physical examination required for a through his fingers, he immediately ' had been at sea for only a week, but this ship; no lifeboat drills or fire job—as mate aboard the Fadi A, a stopped the line from dropping * We have no drills whatsoever. tanker. However, no contract fol­ drills. iNone. You understand?" by the day. We were out of vege- farther. When he pulled up thf lowed, and waiting around at the tables. The next day, there was no gauge. It showed only a few drops of agent's office, I happened to hear Whenever 1 began to wonder how meat. Finally we found nothing but oil in the tank, whereas I knew that that an Arab had been signed on in I was ping to get out of this mess a sandwich oa our plates. two inches were still in there. But my place. I asked about this and was unpathed, I reminded myself that where did Joe put the other eight I was about to raise hell when 1 told that nothing had been decided. before I came, the crew had always learned that we were out of drinking inches? He told me later that the A week later, the agent said: "There managed to reach port. The odds, I captain had ordered him to pump IS a tanker in Genoa, the Amer B., concluded, were in my fayor as long water. For the past three days we the oil sludge into the bilge below the had been drinking the turbid muck pump room. youH get on that ship." When I as I didn't make a big mistake during from the Delaware River, which not checked with the shipping company, my watch. Now I began to understand the even the evaporator could purify the answer was, "The ship will be in , meaning of an earlier incident I decided to be even more on The captain ran the risk of making Piraeus tomorrow. Nobody will be guard than before. I missed no During my watch one night, when his entire crew ill in order to save the signed on." we were at about the latitude of opportunity to learn. I wanted to see cost of using the services of a water The agent sent me to Athens the pump room, to be familiar with Charleston, South Carolina, the boat. Nobody complained. When I again. By i^ow the bus drivers were all ^important valves, switches and ship s course was changed, without ' lashed out. I was told, "Hey man, if greeting me with handshakes. In anybody telling me about it, to take locks. I wanted to be prepared for'an you. want to survive on this ship Athens I was told that there was a emergency, to be able to prevent an us farther out to sea. In entering our don t hear nothing, don't see nothbeautiful tanker, 14 years old, but in overflow of oil at the docks-a position on the charts, the first mate mg, don't say nothing You're only very gopd condition. I no longer responsibility that was part of a didnt use dividers because they here for the money." eave holes in the paper and could be accepted any old mate's job, in fact. • -•T., The advice came from Joe, the ship^This tanker, they said, travels detected later. Umpteen barrels of Jwo nights later, I got the feeling pumpman, who had warned me Oil sludgeowere dumped into the sea the Caribbean between Curacao and' -r-r'. the United States. I would have to we would never reach port. In a once before. Joe was from Ghana during this change of course. They He was six feet six and the only grayish-black haze, our visibility y o Curacao, where it was in port came from the bilge, where the African on board. He ate in the was only two nautical miles. We Its name was the Aladin B. remaining eight inches of oil sludge were on a much traveled route near officers mess, but he was quartered from Number 4 Portside were now belqw with the crew. stored. • the American coast. When I was first told by his mates about the condition of the vessel."This tanker about to switch on the radar, Such were the favors Joe did for .When at long last we docked at the captain. Later, I visited Joe in his ' js somewhat rusty, but otherwise it's another officer said, in all serious­ Marcus Hook, the captain gave his cabin. He was sipping whiskey 'n good shape." said Manfred, the ness, "Don't. We have good visi­ commands, as usual, over the twobility." f ven to him by the captain, and •rst engineer, as a pair of cock­ way radio in Greek, a language brooding. "IVe got to get away from roaches crossed one wall of. his I tried to explain that we did not understood on the foredeck only by here, was all he said. I nodded. * l^hin^ I had been taken to* hirh have enough time to change course if the first mate. The harbor pilot Joe and I were still on board as we mediately upon arrival because he we had to avoid another ship. If the •asked me, "What is he saying now?" crept out of port. As usual with . ho J other German on pthpr ship were traveling at our I replied, "I understand as much as sailors, it^is easier to stay. oard. Compared with' the rust speed,,!5 knots, our vessels would be you do," whereupon he promptlv Guard was satisfied. buckets I had seen.the Aladin B. was approaching each other at 30 knots, left the ship. They had boarded during the me ship, but in its decliifmg years, and if we were two miles apart at Joe was our only pumper. It was unloading and approved the log. here was a crew of thirty-four men first sighting, the big crunch would his job to pump the oil—type Their only other concern was with rom nine nations aqd four con- occur in four minutes. "Bonny Light," a stuff almost as Iments. two-cables hanging fore and aft, fluid as gasoline—from the ship into which can be used to tow the ship All he officer had to say was. the the dockside dockside tanks tanks of of British British Petro PetroVou know the rule of thumb?" out of port as fast as possible in case * an^red asked. "Five years under. ' There s plenty of time for a full ,eum. This job shonj^not have of fire. Nobody was much interested turn. I execntcd one only this , taken more than 24 houA Nonethe reek ownership or under a Greek morning.. You'll See. it will be okay." Jess, a day jl' in us. In any port, everybody prefers pain and a ship is done for, to see such ships leaving instead of ^ cause nobody does anything to In my mind's eye, I sa.w a man in a not even half empty. A man fromThe coming. her m shapr. This ship has been car without brakes racing toward a BP control room cLled meOT^the wall and still supposing he could radio, but Joe said. "Don't pay no As for the people at the refinery . haH^f years—the Japanese make a sharp turn only a few feet attention to him " P y no they breathed a sigh of relief when tu/n ' other words, she has the dock was finally available again' • away. I don't scare easily, but cold . Another 24 hours passed and the 0 more years to go." fear wgs getting hold of me. It last oil in the last tank. Number 4 for another tanker to discharge its cargo. • ''' f. •r. . ' - 8Li.l,. March 1981 / LOG 7 39 4 - i.U I#' •. Lo., V I «..:i • :• / a .. i\ •f �. , ,v:-- -,v ' V'-^ . . -v-v^,' •• .• ' --^4 J; ' - � 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 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource March 1981 Description An account of the resource HEADLINES SOME BUDGET CUTS TARGET MARITIME PROGRAMS AFL-CIO BACKS 5-POINT PLAN TO BOOST MARITIME PRICE IMPASSE FORCES EL PASO TO LAY UP LNGS SIU OPPOSING BILL TO ALLOW FOREIGN FLAG PASSENGER SERVICE U.S.-PUERTO RICO COLA HIKE FOR LAKE SEAFARERS JOHNNY YARMOLA DIES OF HEART ATTACK AT 57 REMEMBRANCES OF JOHNNY YARMOLA, A TRUE FRIEND CREWS CONFERENCE KICKOFF SET FOR APR. 20 SIU JOINS MINERS TO PROTEST BLACK LUNG CUTS COAL TASK FORCE: U.S. SHOULD BUILD COAL FLEET SIU SHIP IS NEW AMBASSADOR TO ECUADOR SIU HELPS SUP CELEBRATE ITS 96TH ANNIVERSARY OGDEN BUYS 4 ZAPATA TANKERS N.Y. PORT COUNCIL RAISES $16,000 FOR ITALY’S QUAKE VICTIMS REAGAN MARITIME BUDGET UNVEILED LABOR MOVES TO PRESERVE TRADE ADJUSTMENT ASSISTANCE DIESEL POWER AHEAD IN ECONOMIC STUDY U.S. ADDS OIL TO SPR L.A. COAL TERMINAL STUDDS OFFER SHIP BILL PHS MUST NOT BE CHOPPED BY BUDGET AX ALGINA (A-1), CHARTER MEMBER, RETIRED OFFICIAL, DIES SIU TRADITION- LEGENDARY IN ITS OWN ERA SURVIVAL AT SEA! THEY DON’T CALL IT A LIFEBOAT FOR NOTHING HISTORY OF THE SIU, PART V; SIU’S FIRST BIG VICTORY-WAR BONUS SUMMARY REPORT FOR TUG & DREDGE PENSION PLAN FORMER SIU BLACK GANGER GOING FOR 1ST ASST. ENG. SUMMARY ANNUAL REPORT FOR SEAFARERS PENSION PLAN NEED A LICENSE? GET ONE CHEAP WITH GRAFT, THEN GET A MATE’S JOB ON ‘FLAG-OF-CONVENIENCE’ Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 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 3/1/1981 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. 43, No. 3 1981 Periodicals Seafarers Log http://www.seafarerslog.org/archives/files/original/4941e896980892914db6c58f2b1a671c.pdf 31d6076e5692d5eac0413657b66cf4b1 PDF Text Text Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO APRIL 1981 VOL.43 NO. 4 V Maiden Vdyage 5,i;. •'- !• for Overseas Boston f'' •" •t . ' .1 •••, •, n"', Union Fights to SaveUSPHS page 5 In Norfolk liago 10 y . ,v,i ' suPPOi<rs U5PPS tr •& Congress Views Poet Loss M. pages f X* ' » f • i- , Great Lake^ Fitout'81 Pages 18-23 New Jobs for Boatmen on SHLSS Upgrading Jesse Gunstream pages 1f-15 page 4 �t"- "' Frank Droxak i RESPITE a very uncertain time for the maritime industry, we in the SIU are moving aggressively ahead and preparing for whatever turns the industry will take in the future. Much of the uncertainty in the industry can, be attributed to mixed signals coming from the new Administration. _ During his election campaign and then after he took office President Reagan stated numerous times his belief in the need for a strong American maritime industry. However, at the same time, the proposed Reagan budget calls fpr, severe cuts m crucial maritime programs, in particular, the construction differential subsidy program—a program key to survival of new shipbuilding in America. Frorn where we stand, you simply can't have it both ways. To maintain a viable U.S. flag merchant marine—at the very least at present levels—you simply cannot cut out or cut down government funding programs for the industry. As It is, much of the industry operates on a marginal basis l)etween profit and loss. A reduction in government support at this time—which is already compared to the . .. much too low "lu iiic support suupori our our foreign competitors receive from their governments—could be disastrous for the American maritime industry. Apparently, the government budget cutters don't know or don't care that the American flag merchant marine carries less than five percent of the nation's overall foreign commerce. This figure is a national disgrace. And when you look at this in regard to national defense, it s downright frightening, especiaUy when you consider that every major world power—with the exception of the United States—carries anywhere from 30 to 50 percent of their international trade. •r." '• - ' r Obviously, the answer to the U.S. maritime industry's probl is not to cut its sea-legs out from under it; Just the opposite. The government should be looking at wa make all segments of the maritime industry more competitive the foreigners, including state-owned, controlled fleets as weh' seriously embarking on a program aimed at establishing the U ? flag merchant fleet as a true military auxiliary to the Navy Of course, we in the SIU have no- intention of sitting around waiting for these things to be handed to us on'a silver platter W are working with industry and labor to develop a program t^ revitalize our industry. . ° We're first of all, fighting to keep government support programs at least at their present levels, as well as to protect pro-maritim laws already on the books, like the Jones Act. ^ We're working on a legislative program to secure a guaranteed share of exported American coal for American flag ships The Union is also very involved in trying to develop, through new tax structures, a more competitive climate to foster growth of an American flag passenger liner industry. In another area of extreme importance, we are pushing for new regulations to force the Coast Guard to be more responsive to the safety needs of those who make their livings at sea. In this regard we are fighting for the right to have input into all Coast Guard decisions involving manning levels, safety regulations, equipment and construction and design features. All of these issues, and many more, will be points of discussion at our Crews Conference in Piney Point April 20-26. Input and support from a strong cross-section of the membership for our programs is crucial to their success. The Conference will also serve to provide us with concise decisions concerning upcoming negotiations for our new deep-sea contract. I'm confident that we will come out of this Conference with achievable contract goals that will reflect both the needs and desires of the membership and the realities of our industry As it has always been for us, there are no easy answers, no easy solutions to our problems. The most important thing, though, is that we realize this, and we are doing the things that have to be done to guarantee that the future of Our Union and'our jobs is strong and secure. ^ George MeCarlney Ntrnied West Coast Vke PreMeut iSr the first timp The SIU J^r time in its in itc history has a vice president in charge of the West Coast. He's longtime Union official George McCartney. Brother McCartney, who was elected last year as SIU head­ quarters representative, was desig­ nated as West Coast vice president by SIU President Frank Drozak. His appointment was approved by the SIU Executive Board in Feb­ ruary. The establishment of the office of vice president in charge of the West Coast came about after the member­ ship approved Proposition #2 last t i' o •T& • J. t George McCartney lllaf Pubfish^mSly.°^ond S i 2 7 LOG / Apfi 1981 VPflr nn year on the ^111'or»-ii SIU's Official Ballot. for Election of 198 M984 Officers and Constitutional Amendments. There are four other vice presi­ dents on the Executive Board. They are in charge of: Contracts and Contract Enforcement; the Atlantic Coast; the Gulf Coast, and the Lakes and Inland Waters District. In recent years the SIU has become more and more involved in activities on the West Coast. This is largely due to the merger of the SIU and the Marine Cooks and Stewards Union in 1978. Therefore it was felt that to best service members on the West Coast it was necessary to establish the office of West Coast vice president. Brother McCartney, who was born in 1931 in New York City, worked as a longshoreman- before going to sea. He helped to organize Cities Service and served as department delegate aboard most of the ships on which he sailed. McCartney shipped in all three departments but most often in the engine department. His last seagoing job was as an oiler aboard the SS Frames in 1960. He came ashore that year to work as patrolman in New York. - In the years to follow. Brother McCartney served the Union in many capacities: patrolman-dis­ patcher in Philadelphia; port agent in Wilmington, Calif.; and port agent in New York and Seattle before being elected last year as Headquarters representative. Active in community affairs, McCartney is a member of the Propeller Club, the Navy League, the Apostleship of the Sea, and the Irish, Italian, Israeli Society. He has also worked extensively with the National Maritime Council on both the East and West Coasts to pro­ mote trade and cargo for U.S.-flag ships. Brother McCartney lives in the San Francisco Area with his wife, Helga, and their two daughters, Annie and Heidi. Toledo Port Council Hosts Dinner MTD President annual dmner recently, and SIU and Exec. V V.P o° Men A "I®'"' right. Great Lakes Exec P nf featured speaker. Mel Peltry, right, emceed the affair. Jack MCD president of the Toledo Council, the dinner. The Toledo 2 Exec. V.P., left, was also oh hand for industry and political artionL '® active in all phases of the maritime political action in the port of Toledo and vicinity. Gulf, Lakes and Inla d W rooKiyn. N.Y. Vol. 43, No. 4, Apnl 1981. (ISSN #0160 2047)'"^ AFL^CIO, 675 Fourth Ave., Brooklyn, N.Y �Congress Investigates Loss of SSPoef T HE surviving relatives of the 34 seamen lost at sea when the SS Poet disappeared without trace last October gathered solemnly in Washington, D.C on April 9, 1981 tb attend Congres­ sional hearings on the ship's loss. The families, all wearing blue ribbons in memory of their lost loved ones, listened intently, during the day-long hearings before the full House Merchant Marine and Fisheries Commit­ tee, chaired by Walter Jones (DN.C.). Every seat and every square inch of standing area in the SIU Presl^nt Frank Drozak. right, testifies before House hearings on the Poet » hearing room was filled as iviativM of the iost Poet crew iisten intentiy in background. NationaiiMEBA President Chairman Jones banged the Jesse Caihoon, left, also testified. gavel opening the proceedings at called, Jones' chief staff assistant for a complete Congressional 9:00 a.m. told the packed hearing how the investigation of the Ceast Guard ' Jones expressed his deep Sym­ Poet's owner's failed to notify the pathy to the family members in Coast Guard for ten days that the and its activities for the purpose of developing new regulations to attendance as he recalled the ship had been incommunicado. protect those who make their tragic fate of the Poet. He then stated that it took the living at sea.(.A text of President The vessel left Philadelphia on Coast Guard another five days of October 24, 1981 in the early delays before beginning the Drozak's testimony is reprinted on this page.) morning. Six hours later, one of' search. Drozak also attacked the the deck officers called his wife CoastGuard's lax attitude toward through the marine operator. . The Coast Guard's actions inspections, and he affirmed that The vessel was never heard from during the Poet's incident be­ the vast majority of Coast Guard again, and no trace was ever came the focal point of the hearings. It became painfully inspectors are not qualified for found of her. their jobs. A total of 34 men lost their apparent during the hearings that President Drozak also main­ the Coast Guard's methods of lives; 24 of them SIIJ members. tained that the Coast Guard's Jones said that the purpose of tracking vessels and following up the hearings was "not for blood­ on suspected problems is totally practice of determining manning letting," but "to determine what inadequate for safety of life at scales only in relation to naviga­ tion of the vessel at sea, with no happened to the SS Poet one sea. regard to onboard maintenance, morning last October when it Drozak Testifies is a hazard to shipboard safety. began its final journey." SIU President Frank Drozak, Drozak affirmed that maritime Before the first witness was testified at the hearing. He called labor must be allowed to have •fVil ^ '-"u. input in Coast Guard decisions concerning manning, equipment, safety regulations and construc­ tion and design features. Jesse Caihoon, president of MEBA District 1, which repre­ sented the engineers on the Poet, also testified to the Coast Guard's "ineptitude." Caihoon, referring to the " Coast Guard's five-day delay before searching for the vessel, stated bluntly^ "men and equip­ ment were in place—but deci­ sions were not made with dis­ patch." Rear AdmiralsT Henry H. Bell, USCG chief of merchant marine safety, and John D. Costello, USCG chief of marine opera­ tions, testified during the morn­ ing session. They defended their actions during the Poet tragedy. The two Admirals did not see fit to attend the afternoon session of the hearings, which brought the ire of Rep. Thomas Foglietla (D-Pa.), who angrily called for the record to reflect the absence of Coast Guard spokesmen.. The owner, who was subpoenaed to appear, escaped criticism by being conveniently out of the country. The ship's owner failed to report the vessel missing for ten days. The findings of the hearings were inconclusive. However, for the families of the lost Poet crew, the hearings showed that the loss of their loved ones hopefully will not be in vain. > f' iTi-- ifih I i" ' i'n I t '. i T HE Seafarers Interna­ tional Union is the certified collective bargaining representa­ tive of the unlicensed seafarers who man many of the merchant vessels sailing under the U.S. flag. Under labor law, the SIU has the obligation not only to . bargain for safe working condi­ tions aboard the vessel but^so to see that they exist. The SIU is also a joint operator of the Seafarers Harry Lundeberg School of Seamanship, which trains unlicensed seafarers. These personnel should be trained in safe working procedures. We^believe that changes need to be made by the various parties and agencies responsible for ship safety, including better inspec-tion and certification procedures and improved search and rescue operations. First, Coast Guard inspectors are not properly trained. The average Coast Guard inspector does not grasp the fundamental differences between operating a U.S. Coast Guard vessel and a U.S. merchant vessel. Those passing on the sea­ worthiness of a merchant vessel should be experienced and trained in areas of naval architec­ ture, shipfitting, machinery, welding, pipe fitting, construc­ tion and design, and most im­ portantly, sailing and operating a merchant vessel. Coast Guard inspectors usually do not have expertise in these areas. Inspections are made bPth by the Coast Guard and the Ameri­ can Bureau of Shipping, which is responsible for seeing that mer­ chant vessels are properly classified. Yet both inspections are usually superficial. If equipment works, it passes. If equipment were dismantled and stripped. particularly in the engine room, breakdowns following inspection might be avoided. Rust and corrosion could be observed if certain sheathing were removed. Gauging should be performed more frequently, Inspectors from both services generally fail to carry with them a complete record of outstanding violations, thus they are unable to check whether these violations have been corrected. In addition, both services grant to shipping companies waivers or extensions on certain repairs, yet they rarely follow up to see that repairs are completed. HE National Cargo Bureau ]is responsible for seeing that cargo is properly loaded and stowed aboard a vessel. In the case of the SS POET, the cargo T inspector was not present each time a hatch was loaded and closed, yet he certified that the grain was properly loaded, The Bureau claims it does not have sufficient manpower to watch the entire loading operation. In addition, various inspectors supervised the POET's loading at different times, making uniform inspection jmpossible. We know that the POET left port with the bow more than two feet lower than the stem, a condition which should have been corrected, as the National Cargo Bureau agreed. Still, the bureau certified the ship as properly loaded, Housekeeping practices aboard the SS POET were poor, Repairs were made only when an inspection . was about to be conducted, but not routinely throughout the year. Just before a Coast Guard' inspection in March 1980, the ship was put into lai r!i it I : f/ IH. r:i- • ¥ 'V'k •• f/' *i •m-i ' /r- Coniinued on Page 29 April 198- / LOG / 3 "t J, /0 Dmxak Attacks Coast Guard at Poet Hearings Following Is the lestlmony submitted by SIU Presldeht Frank Drozak before the full House MerchaiU Marine and Fisheries Committee, InresOgatlng the disappear­ ance of the SS Poet with the loss of 34 Ikes. , •I : I J �First Bosun Recert Class of '81 Graduates gram has been one of the most successful educational efforts the SlU has ever conducted. The pro­ gram, which has been In effect for eight years, has resulted In Improved leadership on SlU ships with fewer beefs, smoother payoffs and better relations among all departments on The first class of the Bosun Recertiflcatlon Program for 1981 graduated at the April membership meeting In Headquarters after parti­ cipating in the two month program. A total of 12 Seafarers took part in this Bosun class. The Bosun Recertiflcatlon Pro­ V-. the vessels. The 12 Seafarers who participated In this class proved throughout the program that they are ready and able to carry out the duties and responsi­ bilities as bosun In the best tradi­ tions of the SlU. We wish them luck. The 12 who took part In this class are: Kenneth Marston, Robert Dillon, Anthony Maben, ChristorsD. Fiorous, Howard Knox, Johri Wilson, William Cooper, John Crews, John Kane, Frank J. Smith, Manuel Sllva and Vincent Vanzaneila. a he a( UJ Howard Knox Manuel Slhra John WUaon Anthony Maben mm. ..mi%mi Robert U. Dillon 'M". .? ,' - f. .M '*: - .' ••S'- •f .V *i" «" ' • .1''' I. •¥ • ' William Cooper Christore D. Fiorous Vincent Vanzanella John Kane Kenneth Marston 750 Honor John Fay at Philly Affair ii " •"f-'. 7 i John Crewe Frank J. Smith had been the Union's port Agent in Philadelphia. For 16 years he was also secretary-treasurer of the Maritime Port Coundl of the Delaware Valley and Vicinity. The Council honored him at the dinner for his outstanding labor work in the Philadelphia area. Besides the model of a ship's wheel presented to him by the At a dinner attended by 750 people, SIU official John Fay was honored last month in Philadelphia by the Maritime Port Council of the Delaware Valley and Vicinity. John Fay, who was recently elected as SIU Headquarters repre­ sentative, came to New York last year to serve as assistant secretajytreasurer. Since 1964, Brother Fay Council, Fay received a plaque from tion of the Maritime Port councils the United Food and Commercial throughout the country. Workers; a hand carved tugboat from SIU Boatmen, and a plaque . Brother Fay, who was bom in from the Philadelphia AFL-CIO on Boston and joined the Union there, which he had been an Executive also serves the SIUNA as a rep to the International Transport Federa­ Board member. The wheel was presented by SIU tion and the International Maritime President Frank Drozak who is also Consultative Organization. Further, president of the eight million Fay is Atlantic Coast area director member AFL-CIO Maritime Trades of the United Industrial Workers, an Department, the parent organiza­ affiliate of the SIU. Christen New Higman Boat lU-contracted Higman Tow­ ing christened their beauti­ ful new 850 hp towboat, the Jesse B. Gunstream. Jr. on April 4, 1981, in Orange, Texas. The new boat means new Jobs for SIU Boatmen in this area. And for the SIU, it means another brand new modern addition to our expanding Gulf Coast and Western Rivers fleet of tugs and towboats. Cracking the traditional bottle of champagne on the new boat's starboard rail was Mrs. Jane Gunstream, as a crowd of wellwishers cheered her on. Attending the ceremony for the SIU were SIU Vice President S rt ' U .. ;| # f » %• At a banquet in his honor hefd in Philadelphia. SIU Headquarterers Representative John Fay (right) receives a model of ship's wheel from SIU Mid Maritime Trades Department President Frank Drozak. At left is William Durfcin, president of the Maritime Port Council of Delaware Valley and Vicinity. Joe Sacco, and SIU Port Arthur agent Don Anderson. Also, the new crew of the Jesse Gunstream were on hand for the festivities. The boat was built at Crumpler's Shipyard in Bridge City, Texas. She measures 65 ft. by 24 ft., and is powered by a tough, hard working Caterpillar diesel. The new boat will operate on the Intercoastal Canal, pushing a couple of brand new oil barges from Brownsville, Texas to sites on the Mississippi. The Gunstream christening is another indication of the SlUs expanding jurisdiction in the Gulf, especially in Texas. 4 / LOG / April 1981 4^, •J qi m fe( 201 �SlU Rallies to Save USPHS From Ax A cross-section of labor and community groups has joined the SIU in a multipronged protest against the Reagan Administration's plan to scrap the USPHS health care system as part of its national austerity plan. Through a series of demonstra­ tions, testimony presented before Congressional field hearings and a blitz of letters sent to key members of the House, Senate and the Administration, the Union has presented a strong case for the continuation of USPHS. The SIU's message, echoed in hearing rooms and on picketlines across the country, is that USPHS has been providing topquality, priority medical care to merchant seamen and other federal beneficiaries for almost 200 years. Congress create the USPHS system in 1798 to provide the nation's merchant seamen with the special medical care they needed to perform the commer­ cial and military auxiliary role of the merchant marine. That need is as great today as it was 200 years ago. House Hearings That was the thrust of the testimony delivered by SIU reps at Congressional field hearings held by the House Merchant marine Subcomittee in four cities over the past two months. Testi­ fying for the SIU at these hear­ ings were SIU representative Jack Caffey (who testified in Staten Island, N.Y.), George Costango <in Baltimore), Pat Pillsworth (in St. Louis) and Mark Trepp (in Cleveland.) In letters addressed to Health & Human Services Secretary Richard Schweiker and to the chairman and members of several House and Senate committees. SIU President Frank Drozak issued a reminder that the Ad­ ministration's plan to dismantle USPHS "is in direct opposition to the historically expressed intent of Congress to maintain an available, accessible, and effec­ tive health care delivery for U.S. merchant seamen." USPHS "plays an important role," Drozak continued, "in the provision of health care to not only American seamen but also the U.S. Coast Guard, Dept. of Defense beneficiaries. Federal employees and to many of this nation's medically indigent—at costs far below sector costs." A similar concern was voiced in a March 23 editorial in the Baltimore Sun. "If President Reagan succeeds in closing down Public Health Service hospitals and... clinics... it will not Only be the sailors who will feel the impact. In Baltimore," the edi­ torial continued, "the U.S. Public Health Service... has enlarged its scope far beyond its original purpose and now serves a broad segment of the Baltimore com­ munity." Residents of the Baltimore community in which the USPHS hospital is located joined scores of sign-bearing Seafarers there this month in a demonstration protesting the planned closing of the hospitals. A similar demon­ stration, organized by the SIU, was held at the USPHS hospital in Staten Island, N.Y., the largest of the eight remaining PHS hospitals. But this is just the beginning! The SIU's concerted efforts to keep the eight USPHS hospitals and 27 clinics open will continue until the Administration aban­ dons its attempts to deprive the nation's merchant seamen of the "available, accessible and effec­ tive" health care USPHS has been providing for 200 years. Seafarers and community residents staged a demonstration In front of the USPHS Hospital In Baltimore to keep the hospital open. i Hundreds of people participated In the demonstration held at the Staten Island USPHS hospital to deliver a single message—"Don't scuttle our hospltall" Rep. Mario Blaggi (D-N.Y.) chaired field hearings on USPHS which were held In Staten Island last month. SIU Baltimore Agent George Costango told a Congressional field hearing In Baltimore that USPHS hospitals and clinics provide top-quality medical care to seamen, other federal beneficiaries and community residents. Presenting the Union's position on the Importance of the USPHS health care network to U.S. seamen at Congressional Held hearings In Staten Island, N.Y. are N.Y. Port Agent Jack Caffey (right) and SIU legislative representative Frank Pecquex. April 198" ...i .-a LOG 5 • ':I •: I'• r/ si �to Receive This Honor Posthumously 81 AOTOS AwanI to Paul Hail - '"T HE United Seamen's Service M. will dedicate their presti­ gious 1981 AOTOS award to the memory of the late Paul Hallj president of the SIU until his untimely death last year. He is the first to receive this award posthumously. The AOTOS award is the maritime industry's highest ac­ colade. It will be accepted by Hall's widow Rose, and by Frank Drozak, the man who succeeded Hall as SIU President. The selection was announced by Lane Kirkland, president of the AFL-CIO. Kirkland, a form­ er member of the merchant marine, will serve as Chairman of the AOTOS dinner, which will be held in New York on September 25. Hall is the 12th person to receive this award. Past winners include Joseph Lykes, chairman of the Lykes Brothers Steamship Corporation, who was instru­ mental in reopening the Ameri­ can flag steamship trade with China; and Senator Daniel Inouye (D-Hawaii), sponsor of the Ocean Shipping Act of 1981. Hall has been dubbed the "Father of the Modern Merchant Marine" for the contributions he made to the development of the maritime industry. Along with.a small cadre of followers, including Bull Shep­ herd, Lindsey Williams and Rose Siegel, he masterminded one organizing victory after another. He turned the SIU from a small, bedraggled group of discon­ tented sailors, into a potent force in national politics. In the 1950's he fought corrup­ tion on the New York docks. Despite tremendous opposition, he integrated the maritime in­ dustry. During the 1960's he helped fashion an effective political presence in Washington. He turned the Maritime Trades Department from a paper tiger into an organization representing some 8.5 million workers. He has been credited with securing passage of the Merchant Marine Act of 1970, one of the landmark pieces of maritime legislation. Through tireless dedication and backbreaking work he nur­ tured the opening and develop­ ment of the Harry Lundeberg School of Seamanship, which has since become the finest maritime training school in the country. Thousands of SIU members have been able to upgrade their skills. routinely conversed with cabinet members, every old-timer was his brother and every trainee his son. Despite his many honors and accomplishments, Paul Hall was basically a shy man. He disliked large affairs. His favorite form of entertainment was to go out to dinner with his wife Rose. He preferred quiet conversation to loud parties; elegant dining to conspicuous possessions; history books on the Civil War to anything else. Any person who met him could thereby making the SIU more expect.a cordial reception. More competitive in securing new jobs. often than not, he was able to The Harry Lundeberg School bring out something special in the of Seamanship reflected Paul people that he met, and this Hall's deep humanitarianism. perhaps is the measure of his Thousands of young people from greatness. He reacted to every deprived backgrounds have person as if that person had found employment and a chance something valuable to offer him. for a better life because of It is the rare man who can do programs devised and imple­ that, the exceptional human mented by Paul JHall at the being who is able to grasp that no.HLSS. one man or woman understands Paul Hall's whole career was it all, that even the humblest aimed at imbuing seamen with a creature can teach you the most sense of their own worth. When profound lesson. he joined the merchant marine, The United Seaman's Service, seamen became part of his blood­ which is responsible for handing line. Even after he became one of out the AOTOS award, has made the most powerful and respected a fine choice, one which does labor leaders in the country, honor to it and the maritime when he met with Presidents and industry. I/.S. Must Save Construction Subsidies I / / N a vigorous attack on the Ad­ ministration's proposal to ax funding for crucial maritime pro­ grams, SIU President Frank Drozak called on the House Mer­ chant Marine *& Fisheries Com­ mittee to "firmly reassert this na­ tion's commitment to revitalize the U.S. merchant fleet." Drozak's written statement was submitted to the Committee on March 25, during delibera­ tions on H.R. 2526, the bill to authorize funding for maritime programs for fiscal year 1982. In it, the SIU President came dowif especially hard on the Adminis­ tration's proposal to eliminate $107 million in new funding for the important construction dif­ ferential subsidy (CDS) pro­ gram. CDS, Drozak said, "is the only U.S. program which provides for the construction of U.S.-flag ships in U.S. shipyards to carry U.S. trade. To eliminate the CDS program at this time," Drozak warned, "will signal to the maritime countries of the world that the United States is no longer committed to preserving its own merchant fleet." 6 / LOG / April! 981 Eliminating "the only U.S. would serve a dual purpose. clude adequate consideration of program to promote commercial "Navy personnel would be free to the U.S. flag fleet "in all pro­ ship construction," Drozak man combat vessels and the mer­ grams now being developed to added, "will undermine our pol­ chant marine would be well prac­ promote the export of American icy of revitalizing our defense ticed in serving as a true military coal to foreign purchasers;" capability and readiness." auxiliary;" • reduction of government Drozak assured the House regulation. "Unnecessary regula­ • bilateral agreements with Committee, chaired by Rep. tion must be stripped away so our trading partners which would Walter Jones (D-N.C.) that "the that American shipbuilders and "strengthen the merchant marine SIU supports President Reagan operators can compete effec­ yet cost the taxpayer nothing;" in his attempt to bolster our na­ tively with those of other nations, tion's economy." • revitalization of the U.S.- where similar regulations do not The Union also supports Presi­ flag dry-bulk fleet which must in­ exist." dent Reagan's "efforts to strengthen our nation's defense structure," Drozak said. But Robert F. Bonitati, former direc­ Assistant to Senator Baker in strengthening our defense capa­ tor of public affairs for the Airline 1966-67. bility, he added, "must include Pilots Union, has been named the merchant marine." special assistant to President Rea­ Towards this end, SIU Presi­ gan for Public Liaison for Labor. dent Drozak outlined a series of SIU President Frank Drozak actions to the Committee which praised the appointment, saying that "would benefit the U.S. flag fleet he is looking forward to working without using federal dollars." with Mr. Bonitati on issues of im­ The proposed actions, which portance to labor, in particular parallel the goals of the five-point maritime labor. Bonitati was assistant to the maritime program Drozak Director of the Office of Manage­ drafted recently, includes: • transferring certain water ment and Budget in 1973-74, and transportation functions now Associate Director of the Cost of performed by the U.S. Navy to Living Council in 1973-74. He served as Campaign Director for the merchant marine. This ar­ Senator Howard Baker (R-Tenn.) in rangement, Drozak testified. 1966 arid 1972 and as Executive Robert Bonitati Reagan Names Labor Liaison �• , -'i^" v--"-v)yn: •• • .• -J- J^->- .'V -• • " if V 'M: ' i •• ' '¥,• .yAli 'yy •$ • • ''y y vTk, ,• f;' • ' '.K . •: Y. • '^:rn I ' AB Arthur Harrington caught In a pensive pose aboard the Overseas Boston at the end of January. •f y' QMED Jim Flynn thumbs through the pages of (what else?) the Xog. •A-.: Standing In the Overseas Boston's gleaming new galley is Chief Cook Ed Singleton. f-Arll .iAll 1^'; •: steward/baker aboard the Overseas You'd never know it to look at her. but Maritime Overseas' big, beairtiful Overseas Boston is a lady with a shady past. When she was bought by the SlU-contracted company in late 1979, the tanker then named the Sea Tiger, bore no resemblance to the ship she is today. She was nothing but a hulk," said a Maritime Overseas spokesman about the Sea Tiger. Extensive repairs, made at a Quincy, Mass., shipyard over a period of 14 months changed all that. Early in 1981, the vessel was re-christened the Overseas Boston' and crewed by Seafarers. / / The Overseas Boston will be operating in the Alaskan oil trade, making the same run as the company's Overseas Juneau, between Valdez and a PIP Terminal in Puerto Armuelle, Panama. In fact, as this issue of the Log went to press, the Overseas Boston had just arrived in Valdez and was en-route on her first run to Panama. Shes 855 feet long, with a beam of 133 feet and she weighs in at 121 000 dwt. And, as she begins her new life, the SlU-crewed Overseas Boston is a proud addition to the U.S.-flag merchant fleet. •'•y-y.:A« • ; I.:-]:' i - • f , • -'"y'.' 'i • V iAfS f V -J .A m''s—• •• TO.:; y- i.y- A i U y*" I .^1 ml i t- Ij•si AB A. Perry (left) and OS Manuel Camara relax aboard the Overseas Boston before the ship started on her first run to Valdez. AB John Aversa (left) and Bosun Pablo Barrlll. April 1981 / LOG / 7 . ^ •y.i ^ . • - 'f . -J-" t -- ,,p -..i-...--,-; . 4^:- ...i . - 'i -j'., �SIC/ Supports UNCT/KD Bilateral Code H " 'ei4- gium and Australia. Opposing the Code at the time were the U.S., the United Kingdom, Switzerland, and the four Scan­ dinavian countries. For the Code to take effect, a minimum of 24 nations repre­ senting at least 25 percent of the world's liner cargoes must ratify it. At present, 48 countries repre­ senting 18.7 percent of the world's liner trade-have done so. If is anticipated that the Code The AFL-CIO Maritime will become operative later this Trades Department, of which the year. The European Economic SIUNA is a member, pas.sed a resolution in February encourag­ Community conceded to allow its ing the Reagan Administration members to ^oin with reserva­ tions. Japan has also indicated it to support the Code. Early this month SIU Presi­ will ratify the Code wjthip the near future. The United States dent Frank Drozak submitted testimony to the House Subcom­ has not indicated that it will take mittee on Merchant Marine, any action. The SIU believes that this which is hblding hearings on the "non-position" could be dis­ UNCTAD Code. astrous for U.S. liner operations. In his testimony, Drozak reported that the SIU believes As Drozak noted "the inevitabil­ "that the UNCTAD Code is the ity of the Code's operation be­ best rnethod now available to tween the United States' major promote and stabilize the partici­ trading partners threatens t© sub­ pation of U.S. shipping lines in stantially reduce" this country's share of worldwide liner trade. America's foreign commerce." Right now, although U.S.-flag Basically, the UNCTAD Code stipulates that up to 40 percent of vessels carry a mere five percent cargo should be handled by each of the country's total foreign trader with the remaining 20 commerce, American-flag ships fare somewhat better in the liner percent going to cross-traders. trades. A final text of the Code was Even in this area though, there adopted in 1974; 72 votes for has been a downward trend. In adoption were cast by the devel­ 1950, the U.S. provided 46.3 per­ oping countries, the Soviet bloc, cent of the liner service for Amer­ China, France, Germany, Bel­ ican foreign trade. By 1978, this The SIU believes that a worldwide code for liner conferences developed by the United Nations should be ap­ proved by this country. For some time now, the Union has supported adoption of the codfe whose title is the United Na­ tions Conference on Trade and Development's Code of Conduct for Liner Conferences, better known as the UNCTAD Code. • had been reduced to 28.6 percent. The core of U.S. opposition to the Code lies in America's free trade policy. The State Depart­ ment believes that the Code es­ tablishes an anti-competitive situation through its endorse­ ment of the closed conference system. The U.3- operates an open conference system which permits liners to enter and leave at will. President Drozak reported that "we can anticipate that ship­ ping which is diverted from other conferences under UNCTAD will enter the trades of the United States, further depressing the market for U.S. vessels." ^^The SIU feels that the current U.S. approach to the Code is totally inadequate. Although there are certain legal and pro­ cedural conflicts in the accept­ ance of the Code, the Union be­ lieves the alternatives present many more problems. In the test­ imony he submitted, Drozak pointed out that "to take no ac­ tion is to ensure a diminished role for the United States in the liner trade." siuiM', meet th«®^ Monclass^?'^,naPsW- Vmation yvutoma" Augu®' \ut AFL-CIO Opposed to Youth Subminimum Wage WASHINGTON, D.C.—AFLCIO President Lane Kirkland has called on Congress to reject a pro­ posed subminimum youth wage. Kirkland and other union wit­ nesses during two days of Senate hearings sharply challenged the claims of sponsors of assorted "youth opportunity" bills that lowering the wage floor is the answer to teenage unemployment. Teenage unemployment is too high, but so is unemployment generally, Kirkland reminded mem­ bers of the Senate Labor subcom­ mittee. Adults made up 6 million of the 7.8 million persons seeking jobs last month, he noted. And of the 5 million persons, mostly women and minorities, who work for the mini­ mum wage, 70 percent are adults. DOES CONGRESS really want to encourage employers to substi­ tute teenagers for adults in the lowskill jobs at the bottom of the wage ladder, Kirkland asked. He reminded the Senate panel that more than half a million young people are already being paid less than the $3.35 an hour minimum wage under student and learner 8 / LOG / April 1981 V:*:, ,* ' i • W/' M '^ • 'I'l ' I'i W More Jobs are rteeded to put teenagers to work, "not a 'super low waqe' oool of exploitable young workers," AFL-CIO President L^^ne Kirkland Ud in opposing a youth subminimum wage. Kirkland (center) testified before a Senate Labor and Human Resources subcommittee He was accompanied by the Federation's legislative director Rav Hpn/cnn (left), and Director of Research Rudy Oswald (right) ^ exemptions allowed by the Labor Dept. Further, employers who hire disadvantaged youths are currently entitled to generous tax credits, up to $1.50 an hour for each such employee. If lowering wages created addi­ tional jobs, Kirkland said in reply to a question, there should have been no unemployment in the depths of the Great Depression, when there was no minimum wage law and employers cut pay. Youth unemployment.should be countered by targeted programs coordinating training with place­ ment in jobs "that have a future," he said. That's what the AFL-CIO has been trying to do through its Human Resources Development Institute and various budget-threatened out­ reach programs, Kirkland added. And labor's proposals for reindusr trialization would enlarge private sector job opportunities for workers of all ages, he pointed out. KIRKLAND URGED Congress to index the minimum wage so it remains a meaningful floor and so that full-time workers will not have to rely on public assistance to subsidize inadequate pay. Labor views the employer cam­ paign for a subminimum wage as part of an attack on the entire concept of a minimum wage law, Kirkland testified. It is "in the interests of society," he told a questioner, that the minimum wage be set above the level of exploitation and that its "real value" be maintained against inflation. �••• •• --r •', ••• •• • •' --iwy ' •' • .' '"••-•• y.*» 1li.|-|i ».i.., i ••. irt ''iriii |-'i '. , ;; •-r2'' I I I I I I . i' A Sr.it.rri i'v rnu'i n.it !• iii.il I I I I I I I I I I I I I I I I I I I I I I I I I I i I I I I I I I I I I I I I I I J I I I I I I niiiii lit Noitli AnKi''.i,i. Al-l.f. It' Washington Report ^ ,4^:' Spring has arrived in the nation's capital,' and nobody seems to have noticed. Congressmen hotly debate the minute details of the 1982 Budget, while events in Poland and El Salvador slide to their unknown conclusions. For a second, everyone's attention was captured by an unsuccessful-attempt on Ronald Reagan's life, which at first seemed like a cruel and bizarre replay of events that occurred so long ago in 1963. But thankfully, the nation did not have to relive another Presidential assassination, and the Congressmen and El Salvador guerillas were free to go back to their respective wars, undisturbed. Issues, people and even industries have a way of getting lost in times like these. The union is in Washington to make sure that whatever happens, American seamen will not go unrepresented. Port Improvement Rep. Walter Jones(D-N;C.), chairman of the Merchant Marine and Fisheries Com­ mittee, urged Congress to recognize the importance of modernizing U.S. ports. He stressed that inadequate port facilities have hindered the development of a strong coal exporting industry. According to Jones, "ships have been waiting off our coasts for up to 40 days at a cost of perhaps $10,000 a day because our port facilities can not handle the hew volume of coal." W'^.ile many energy starved countries desire our coal, they are unwilling to put up with conditions at American ports. In a similar move, Barbara Mikulski (DMd.) introduced H.R. 2412, the Customs Revenue Sharing Act ofl981. If enacted, the bill would require that 1% of all customs revenues tyould be used to renovate, expand arid construct customs facilities at the ports where monies are collected. April 1981 ,1 U.S. Shiplmilding Aids Economy I I I I I . .rv H.rjyviuiis^s Herb Brand Urges Action on M.M. According to a study that was prepared by H. C. Chung,- professor of economics at the 'University of Bridgeport, every $1 spent in American shipyards generates $4.70 worth of business in other industries throughout the economy. Speaking at a major conference devoted to solving the problems of this country's merchant, marine. Herb Brand, chairman of the board of the Transportation Institute, urged the United States to move quickly to save what little remains of the maritime industry. The study, which was commissioned by According to Brand, the United States the Maritime Administration, updates an government, should seriously consider earlier one conducted by the government. taking the following steps: Both studies point out the effectiveness of • opening negotiations for bilateral trade the Construction Differential Subsidy agreements between the United States and (CDS) program. According to Professor . Chung, the CDS program has helped to ease- its trading partners • reserving an equitable share of Amerihigh unemployment rates in economically . can foreign trade for U.S. flag operators deprived areas. • transferring certain siipport and auxili­ Funding for the Construction Differential ary functions from the Navy and the Subsidy program was severely reduced in Military Sealift Command "directly" to thethe first draft of President Reagan's 1982 private sector Budget. Industry figures oppose such" a • implementing all existing cargo prefer­ drastic cut, and hope to persuade the House ence laws ' of Representatives to have the money Mr. Brand's speech was delivered at the reinstated. Center for the Study of the American Experience; Annenberg School of Com­ munications, University of Southern Cali-fqrnia. .i "•% I • I- ul • t '• il •4i- NMC Endorses Ocean Ship^ngAct Support continues to build for S. 125, the Ocean Shipping Act of 1981, which seeks to reform the sometimes irrational and always confusing network of Federal maritime regulations. The National Maritime Council, a coalition of shipping companies and maritime labor organizations whose pur­ pose it is to promote the American merchant marine, recently endorsed S. 125. The SIU, a member of the Council, has already done so. S. 125 is substantially similar to a bill that was introduced in the last session pf Congress. Daniel Inoiiye, the hard-workingand well-respected Senator from Hawaii, introduced both measures. SPAD is the SIU*s political fund and our political arm in Washington, D.C. The SIU ashs for and accepts voluntai^ contributions only. The Union uses the money donated to SPAD to support the election campaigns of legislators who have shown a pro-maritime or .pro-labor records SPAD enables the SIU to work effectively on thie vital maritime issues in the Congress. These are-issues that have a direct impact on the jobs and Job security of all SIU mem­ bers, deep-sea, inland, and Lakes. * The SIU urges its members to continue their fine record of support for SPAD. A member can contribute to the SPAD fund as he or she sees fit, or make no contribution at all without fear of reprisal. A copy of the SPAD report is filed with the Federal Elec­ tion Commission. It is available for purchase from the EEC in Washh^on, D.C. I I I Ailinini-ti.iiui,' '.nKl' US-China Trade Five American flag companies have filed a petition with the Federal Maritime Commj^ssion which, if approved, would give them the right to establish, a rate agreement covering the trade between the United States and the -People's Republic of China. The five American flag companies petitioning the Federal Maritime Commis­ sion are American President Lines, Lykes Brothers Steamship Company, Sealand, Unitetf States Lines and Waterman Steam­ ship Corporation. . . The rate agreement would be the first of its kind for the United States, It woqld establish separate "flag groups", which would allow American flag companies to address trade problems and ratemaking activities on a* national flag basis'. The attorney representing the -five companies, Robert Peavy, emphasized that the agreement would complement the. bilateral maritime agreement signed'by US and Chinese officials last September 17. Under the term's of the U.S.-China • bilateraJ trade agreement, national flag vessels t)f the two countries will each carry one-third of the total trade; with the other open to third-flag vessels. • 'The proposed new rate agreement is designed to encourage cooperation among vessel' operating carriers and other entities involved in the US-China trade. It will have the same scope as a conference. I P f Jf V11 S'. I I I I I I v T.r Ji. ^ 'v ^ ApnJ 198' / LOG / 9 fi .1 �Lookmg over the day's work schedule are Lynnhaven One captains Alien Ross, left, and Tom Hardy. Here are Captains David Owens and Butch Parkenson of the Lynnhaven Margaret Slu Organizes new norroiH Launch seruice T HE SlU recently organized Lynnhaven Services, a launch service operating in the Norfolk, Virginia area. The company is the first of its kind contracted to the SlU and repre­ sents a milestone for tradeunionism in the "right-to-work" state of Virginia. Lynnhaven began modestly in September 1980 with only one boat and four employees. Since that time they have expanded to seven launch boats, one tug and one 17,000 barrel water barge and SlU crews of over 40 em­ ployees, including 21 captains. By the summer of 1981 the company expects to have between 80 and 100 employees manning n/ne launches and three tugs, as well as an additional water barge and two bunker barges. This is certainly something for SlU members in Norfolk to look forward to. What Lynnhaven actually does is provide service to the many coal carrying ships which are anchored in the bay outside of Norfolk. Ata givbn moment there can be as many as 180 ships awaiting a berth at the port's coal loadingjacilities. Due to the increased-world demand for coal and the shortage of properV loading docks, vessels may wait as jong as 90 days to get a berth. This is where Lynnhaven comes on the scene. The launches take crewmembers who wish to go ashore at either Cape Charles or Norfolk to and from their destinations. They also provide laundry service and bring stores from the mainland to the waiting vessels. In addition, the tug and water barge carry fresh water to vessels which cannot supply their own, obviously a very important service considering the amount of time some of these ships are away from port. Port Captain Bob Linkous pointed out that Lynnhaven can service the coal carriers swiftly and more efficiently than anyone else in the area. Two of the boats, the Thunderstar and the Marga- The Lynnhaven One is one of the boats operated by the SlU's newlv oraani»H launch sereica In Nortolk harbor. Along wifh Port CaWn Bob LiSa feH arc 2-ewmembers, from the left Darwin Faulkner, engineer: Hob Claud ickh'an^ jf- 10 / LOG / Appu:98l , g|. tjV'w TTTcrari#-- # '^trr,r T-TS " A I - x; • 49 ret are capable of loading up to 25 gross tons of cargo on their decks while carrying 49 passeng­ ers each, as Captain Linkous says, "quite a payload." The two vessels can also maintain a speed of 24 knots. Not bad. Lynnhaven's fleet also boasts three vessels of 45 feet in length which are capable of 20 knots .. . ' ^ : -7. of carrying60 gross tonson deck and and the 28 foOt Lynnhaven II which motors at 25 knots. All this spe0d comes in handy when you're servicing as many as 55 ships per day in a bay area as large .as Norfolk's. Speed, service and a fine crew supplied by the SlU should keep Lynnhaven Services on a steady course for many years to come. Dava "Qoraeeiee..." • owano, ti.c norroiK patrolman pairuiman D?v?"ScraDW'"/"®' the uiew crew meeis meets wnn with siu SlU Norfolk wave ocrapiron Jones, second from rfnht cii i IOH araAlfoLoSir oin"®®' .®®^o"drfght. SlU crewmembers. <from the left are: engineer Georoi. Ta ®"9'"®®[; W®"®" Merritt, relief captain; Randy Rayford, chief Sr.? captain ^®""®''' deckhand/tankerman; 'Scraplron, ' and Clarence Mosley. �' > , "•> 'y p--- HARRY LGNDEBERG SCHOOL OF SEAMANSHIP y* y y/ y/ i ^Wsssssste Piney Point Maryland s 'H?.!?®^'!?®®*®'' Course Provides Wide Range of Wheelhouse Skills EAFARING skills are be­ Candidates for this course must coming more technical as hold a valid Coast Guard en­ shipboard automation and navi­ dorsement as Able Seaman—Un­ gating techniques advance. limited, Any Waters. Training and upgrading are be­ During the course of instruc­ coming more necessary to insure tion, students learn the practical the job security of the unlicensed use of the magnetic and gyrp Seafarers who sail the high tech­ compasses; rules of the road; nology ships of the U.S. mer­ basic chart work; firefightingand chant marine. emergency procedures; interna­ To keep pace with advances in tional codes and signals; aids to Job skill requirements, the, SIU navigation—including instruc­ provides job training at the Sea­ tion in radar, loran, fathometers farers Harry Lundeberg School and RDF. of Seamanship in Piney Point; Students will -also become Md. familiar with bridge publications One such course is the four- and instruments, and will attain a week Quartermaster program. working knowledge of weather. tides and currents. Also included in the course will be a review of deck seamanship. Two more V. courses are scheduled this year: one beginning June 19, and an­ other beginning Sept. 11. Seafarer George Halland, left, tackles a problem on the radar scope simulator under the guidance of SHLSS instructor Abe Easter. :• f - -I Seafarers Edward Gontha, left, and Benjamin Bess, center, learn the techniques of course plotting under the expert tutelage of SHLSS deck instructor Abe Easter. S Graduates of the March 1981 Quartermaster class posed for their gradua­ tion photo with their instructor. Kneeling from left are George Halland Benjamm Bess, Mahood Said and Lenny Pellettier. Standing from left are Mohamed Remli, Edward Gontha,vZaine Basir, Ronald Wolf, and SHLSS ; Deck Instructor Abe Easter. Seafarer Williams Achieves GEO Dipioma CD EAFARER David Williams achieved one of his major goals last month when he com­ pleted studies at the Seafarers Harry Lundeberg School of Sea­ manship, and passed the Mary­ land State High School Equiva­ lency examination. Williams, •who dropped out in the 12th grade four years ago, is now a high school graduate. Brother Williams sails as Assistant Cook and ships out of the Port of New York. Why did he come to the Lundeberg School to get his high school diploma? He said: "1 felt that a diploma was very important to me in getting ahead in my chosen career, and as a Sea­ farer, I felt at home at the Sea­ farers School." *' ^ This wasn't Williams first visit . .1 , . ^ to the school. On earlier attend­ ances at SHLSS, Seafarer Williarns earned endorsements in Lifeboat, Firefighting, Tankerman, Third Cook and Assistant . Cook. The main thing about SHLSS that keeps him coming back is that the teachers "are helpful and encourage us to learn." It was dif­ ferent from his experiences in the public schools of Washington, D.C.~where he grew up. "In the public schools classes were large and we were just pushed from grade to grade with­ out really learning. I just lost in­ terest," Williams said. "But here at the Lundeberg School the classes are smaller and we got a lot of individual help. And the teachers really care." Williams said he hopes other Seafarers will take advantage of the opportunities offered at SHLSS. "There's a lot here at the school, and all we have to do is show up and give it our best shot," he said. "The teachers and staff will give us all the help we need." 'H f •r • A^ i' ,1 •• -i Seafarer Williams concentrates on electronic study materials in the SHLSS multi-media area as he prepares for the GED examination. Apnl 1981 ' , V",;. I ;,• LOG' 11 • . .SEUTr.*—. Iil J tjifliiiOliLU �.4' " "-••1 •••,' Putting the icing on the cake are these three upgrading Cook and Bakers as they display one of their tastier projects.From left they are Tonie Booker, John Davis and Thomas Waiters. ••/'• •- Seafarer Norris Mixon pays close attention as SHLSS Staff Baker Bill Seidenstricker demonstrates the techniques of slicing newly-baked bread Brother Mixon ships out of the Port of Mobile. SHLSS Cook and Baker Program: S HIPBOARD cooking and ' baking requires special skills that can only be-learned through the experience of "hands-on" training under the guidance of qualified instructors. The Cook and Baker program at the Seafarers Harry Lundeberg School of Seamanship pro­ vides this training. The six-week course is held in the bake shop and main galley of the school. Students get experience in all kinds of baking, including breads and rolls, breakfast pastries, pies, cakes and other desserts. To be eligible for the Cook and Baker course. Seafarers must have nine months time in the Steward Department, and have at least four months seatime as Third Cook/Assistant Cook. Seafarers who are interested in the program should write to: Ad­ missions Office, SHLSS, Piney Point, Md. 20674. . ••. . '-i •t •,.. • .. Thomas Waiter^ from the Port of Mobile, prepares a tasty dessert as part of the on-the-job Cook and Baker training at SHLSS. Yummy! qwf Baker student Tome Booker, right, prepares bacon slabs in the riluoiL?/ o ""der the approving eyes of the Staff Cook John Cleveland. Seafarer Booker ships out of the Port of Seattle. • .r v • �Aiming For the Stars: Celestial Navigation Plots Career Advancement ' I ' HE skill to plot a course by A celestial navigation is re­ quired for all offshore licenses, and the Seafarers Harry Lundeberg School of Seamanship schedules a five-week course to provide practical knowledge in all aspects of celestial navigation that are needed for licensing. Included in the course are de­ termining latitude by Polaris; de­ termining compass error by azi­ muth and amplitude; latitude by meridian altitude,of the sun; posi­ tion by sun line; adjustment of the sextant, and underway practi­ cal experience in all aspects of celestial navigation. The course is open to all SIU members who are eligible for a li­ cense as Towboat Operator— Oceans; Master/Mate of Unin-spected Vessels; or Master/ Mate Seafarers Legett Jones, from the Port of Jacksonville, Rick Borden and Jack LaRoque take a sun sight aboard the SHLSS tug C.L.2 of Freight and Towing Vessels. Seafarer Charles Boles goes to the tables as he works out a plotting problem. Boles, who hails from Algonac, Mich., has sailed on both Great Lakes and deep sea, and is now preparing to sit for a Third Mate.license. Seafarer Jake Karaczynski, who ships out of the Port of New York, adjusts his sextant as he prepares to take a noon sun sight. * •s i .'t Seafarers Jack t^Roque, from New Orleans, and Rick Borden, from the Port of Baltimore, compare notes after taking sun sights. , . With the help of SHLSS Deck Instructor Paul Allman, right. Seafarer.Jake Karaczynski works out a line of position on a navigation chart. — • ^ -iJ. April 1981 / LOG / 13 . ; :1 . t . I • 'i. •mmf �fesfc'.'Sf'a -V •• ' • . •isisf i-'il"-!,! . ••" • -'•; .. •••^; •'.?•••- •• (i--"' • ' • "^ ;• ^WC ' --i-v^'"'- ••V SEAFARERS HARRY LUNDEBERG SCHOOL OF SEAMANSHIP UPGRADING COURSE SCHEDULE 1981 Course Check-in-Date Completion Date Course Check-in-Date Completion Date Quartermaster June 19 September 11 July 16 October 8 Third Mate July 6 September 11 Able Seaman^ April 26 May 24 August 16 October 11 November 22 May 21 June 18 September 10 November 5 December 17 Bosun Recertification April 13 August 10 June 8 October 5 Steward Recertification May 11 July 13 September 7 October 12 July_6 September 7 November 2 December 7 "A" Seniority April 6 May 11 June 8 July 6 August 10 September 7 Octobers November 9 December 7 May 4 June8 July 6 August 3 September 7 Octobers November 2 December 7 January 4 May 10 June 7 Julys August 16 September 13 October 11 Nc?yember8 May 21 June 18 July 16 August 27 September 25 October 23 November 20 .; :"lf Chief Stewaifd, Chief Cook, 2nd Cook & Baker, 3rd Cook •.••'to-'' April 20 June 1 July 13 August 24 Octobers November 16 May 29 July 10 August 21 October 2 November 13 December 24 QMED May 10 July 30 September 27 December 17 FOWT May 24 June 18 ' 'I— s.fe , r'T':., Marine Eiectricai Maintenance Marine Electronics Refrigeration Systems Maintehahro and Operations I July 6 October 26 August 27 December 17 May 25 July 2 September 14 October 22 June 22 October 12 July 30 November 19 I ' vr •I Diesel (Regular) March 30 June 22 October 12 April 23 July 16 November 5 .-A" •'4- '•Mr ,r - ' ' H;.' Diesel Scholarship June 22 October 12 August 13 December 3 Lifeboatman/Tankerman Pumproom Maintenance and Operations June 8 October 26 July 16 Decembers Automation August 3 August 27 Basic Welding May 25 August 17 June 18 September 10 Third Assistant Engineer April 13 Augusts June 19 October 9 Towtx>at Operator May 11 July 2 Towt)oat Operator Scholarship June 22 August 6 September 14 October 30 Celestial Navagation May 25 August 10 November 1 First Class Pilot October 5 Cove Sailor Committee June 25 September 11 December 4 November 20 On Mar. 19. part of the Ship's Committee of the ST Cove Sailor (Cove Shipping) had a total of 107 years with the SlU—from 22 to 31 years each. They were (seated I. to r.) Bosun Jerry L. Bass, ship's chairman and Chief Steward Stanley A. t-reeman. secretary-reporter. Standing (I. to r.) are AB John W. Kelsoe, deck delegate and Chief Cook William E. Grimes, steward delegate. 14 ' LOG / April 1981 •• �'' .• -I^ii'-r' ' - (Area Code) Lakes Member • Enclorsement(s) or License Received Do you hold a letter of completion for Lifeboat: • Yes No Q Firefighting: Q Yes No • CPR O Yes No Dates Available for Training. ry STEWARD • FWT • Oiler O QMED - Any Rating • Others. Q Marine Electrical Maintenance Q Pumproom Maintenance and Q Operation Q Automation • Maintenanceof Shipboard Refrigeration Systems Q Diesel Engines O Assistant Engineer (Uninspected Motor Vessel) Q Chief Engineer (Uninspected Motor Vessel) D Third Asst. Engineer (Motor Inspected) O Q • • • Assistant Cook Cook & Baker Chief Cook Steward Towboat Inland Cook ALL DEPARTMENTS • • • Q Q LNG LNG Safety Welding Lifeboatman Fire Fighting No transportation will t}e paid unless you present original receipts upon arriving at the School. RECORD OF EMPLOYMENT TIME —(Show only amount needed to upgrade in rating noted above or attach letter of service, whichever is applicable.) VESSEL SIGNATURE Please Print RATING HELD DATE SHIPPED DATE OF DISCHARGE i DATE RETURN COMPLETED APPLICATION TO: ^ Seafarers Lundeberg Upgrading Center PINEY POINT. MD. 20674 April 1981 nteir 7-y jasajM LOG 15 �Pensioner, b% Got 6ED and Glad Mourns Jofian Yarmola Johnny Yarmola, who passed away last month, was not only a good loyal union brother but he was our dear friend and we loved him. He was there when times were bad and when we needed him. His impact on the seaman's labor scene is immeasurable. He will be missed and his absence will be felt by us all. Fraternally and with Great Respect, Roman Gralewicz, President SIU of Canada . Rep. Burton 11^31 Fight for USPHS I wish to thank the SIU for its recent letter expressing concern with President Reagan's proposal to close all of the United States Public Health Service Hospitals in the country, and in particular the hospital in San Francisco.: As you know in the past, and on occasion of threats to close the facility on Lake Street, I have made the case and have fought vig­ orously to keep open this vital resource. I know all too well the importance of our hospital both to the maritime trades and the San Francisco Bay Area community. Please be assured that I will use all my legislative and political abilities to convince the Administration and my colleagues that this would be an unwise move and would prove contradictory and counterproductive to the move afoot by President Reagan to strengthen our military presence at sea. While I am comfortable with the argument that can be made to preserve this essential system of health care, it is equally important that our people to be affected have made known their concerns to those who believe such an action to be with little or no consequence. Sincerely, PHILLIP BURTON Member of Congress 6th District, San Francisco, Calif. •i.V.'-l.'^Yf 1- Saved His Own Life with CPR I am writing to the Log to give my thanks for the training I received at the Lundeberg School in First Aid and Cardio Pulmonary Resuscitation. It sure saved my life, and I extend my appreciation to the instructors at Piney Point for giving me this instruction. My training allowed me to detect a heart attack I had on Oct. 8, 1980. The training also allowed me to know what was happening to me, and what I should do to save my own life. I have nothing but high praise for the training I got. My thanks to everyone at Piney Point. Thank God 1 am at home now and on the road to recovery. If anyone out there has not received this training, I strongly suggest you get it. Also, if any of my friends read this and cares to write me, I would be grateful and will answer all letters. Thank you very much for the flattering articles and photographs taken of me that appeared in the November-December issues of our Log. The ringing of the bells announcing the beginning of the New Year have now faded and yet my mind still wanders back to the most cherished event in my 1980 life—my seven week stay at Piney Point, where I got my high school diploma. Piney Point —the living monument to the memory of its creator, the unforgettable Paul Hall. Piney Point—located in the serene countryside of Maryland, a place of beauty that impresses the visitor from the very beginning with dignified pines, swans and ducks upon the waters, buildings esthically appealing. It is a place not only of the Lundeberg School of Seamanship where young people are trained as skilled sailors, but it is the center from which the young, "raw" often uneducated are transformed into productive and professional members of society. And how is this done? Following the teaching of Paul Hall and the direction of his praiseworthy successor, Frank Drozak, a young and dedicated man who has already proven in a short time that he not only intends to carry on the teachings of Mr. Hall, but improve and expand upon them by adding more educational programs and facilities, the school has the philosophy and administrative direc­ tion to fulfill its goals. The execution of the educational programs, the management of the Center itself, is aided ably by the indestructable Vice-President, my dear friend, Frank Mongelli who with his unlimited youthful energy, watchful and experienced eyes, keeps all of the programs running smoothly and efficiently. Then there is the base com­ mander, ex-marine. Ken Conklin, whom you may expect to see at any time on the campus, smiling, friendly, but stern, making sure that everything is in order. Generally speaking; from the very beginning, I did not experience a single unpleasantry from any of the staff, the personnel, administrative assistants and cafeteria help (and what food they served I). And now about the G. E. D. In about two months, the young men receive upon successful completion of the exam the equivalency of a high school diploma. This gives these individuals the chance to not only continue the intelligent seaman's live, but also to proceed in further study. The academic department left me with a deep impression as to its ability and sympathy. I remember well, the five charming, well educated young ladies that helped me; Mrs. Tracy Auman, Mary Coyle, Lois Knowles, Cindy Meredith, Sandy Schroeder (alphabetically). Those faculty nfiembers, under the direction of Mrs. Jackie Knoetgen, are undertaking enormous work. They tutor and devote time to each individual student and they deserve special gratitude. I have a last message to the young brothers: Our SIU does this all without expecting anything from you. Just enjoy what you were given, do not waste your achievements, and be loyal. That's all, and good luck. Fraternally, Eugeniusz Sieradzki Miami, Fla. Thanks to SS Marilyn Crew 1 wish to express our heartfelt thanks to the crew of the SS Marilyn. While on the ship, my husband received word of his mothers death in Ireland. We both sincerely appreciate the ges­ ture the crew made by sending flowers to the funeral. Our sincerest gratitude to each and everyone of them. Fraternally, Ferlton Mears P.O. Box 281 Brodnax, Va. 23920 tfc- .,i-- K l'-^; li- Sincerely, Thomas and Frances Kenny Tampa, Fla. 16 / I OG / Apr'l 1981 •SHV' -^5/if,'' ."•Vsi:, �•' 'ir Jones Act-Most Important T mup iPkCA . I" • HE IDEA that the United States merchant marine is a critical component of the nation's commerce and security isn't new. In 1817, Congress enacted a U.S. cabotage law which said that goods were subject to forfeiture if carried from one U.S. port to another by a vessel "subject to a foreign power." Fifty years later that law hadtd be revised to eliminate a loophole which allowed companies to trans­ ship U.S. cargo through a foreign - port on a. foreign ship. That's how it's been ever since. Congress passed a law to protect the U.S. merchant fleet. Companies looking out for their own narrow interests fiwfi a loophole in the law and the whole process starts all over again. As the American merchant marine was called on to back-up the Armed Forces during time of war and national emergency, the need for a U.S.-bwned, U.S.-manned, U.S.flag merchant fleet became clearer. After World War I W.J.Benson, then chairman of the U.S. Shipping Board said that unless the U.S. fleet is "wholly and unequivocally owned by loyal U.S. citizens, it cannot be rated a dependable unit in time of national emergency." In fact, when World War I began, less than 10 percent of U.S. trade was carried in U.S.-flag ships. That precarious state of affairs was one reason the Merchant Marine Act of 1920, otherwise known as the Jones Act, was passed. The Jones Act is a clear, compre­ hensive piece of legislation. Its preamble states that the Act's privately by citizens of the United intention is to maintain a merchant States." marine "sufficient to carry . the To gain that end the Jones Act greater portion of its commerce and states that all vessels engaged in the serve as a naval or military auxiliary U.S. domestic trades, including the in time of war or national emergency U.S. territories of Guam and Puerto . . . to be owned and operated Rico, must be American-owned, OHlfiol PublicoHon of the Seoforers Internotionol Union of North Americo. Allontk, Golf. Lukes ond Intend Woters District AFKfO April.1981 Vol. 43. No. 4 Executive Board Frank Drozak Pwsidenl Joe DiGlorgio Ed Turner Sccreiary- Treasurer Exccutiw I'iee PresUleni Angus "Red" Campbell Mike Sacco \'k e PresUleni Leon Hall I 'ice PresUleni Joe Sacco I 'ice PresUleni, f ice PresUleni George McCartney I ice PresUleni 3SV James Gannon EiTnor V Ray Bourdius Assisidni Hcliior Edra Ziesk Assisiani Etlilor Don K Ota n H 'esi Coast Associate Editor Marietta Homayonpour Assisiani Eiliiiir Max Siege) Hall Assistant Editor Frank Cianeiotti I>ennis Lundy Director of Phoioaraifltyl Writer Photoyraphy Marie Kosciusko Administrutive Assistant Ge<)rge J. Vana Prodiicfionl Art Director Published monthly by Seafarers International Union, Atlantic, Gulf. Lakes and Inland Watpr<; District. AFL-CIO. 675 Fourth Ave.. Brooklyn. N.V. 11232. Tel. 499-6600. Second Class postaEe paid at Brooklyn. N.Y (ISSN W160-2047) Postage * • • r.f •i I American-manned, American-built and American-registered. For 30 years the Jones Act was the unalterable law of the land. In 1950, Congress rescinded the prohibition against waiving the Jones Acit for any reason. That rescission was intended as an emergency, war-time measure, meant to last only as long as the Korean War lasted. But the Jones Act has yet to be returned to it's pre-1950 status, leaving a large, loophole in a previously sturdy law. Many a U.S. company has sought a waiver of the Jones Act. Not in the interests of national security. But in the narrow interest of making a few extra bucks by skirting the Jones Act's "build American, man Ameri­ can" provisions. Since the 97th Congress convened in January there has been talk of three special interest applications for Jones Act waivers. One would allow foreign-flag passenger vessels to travel between Puerto Rico and the U.S.-mainland. Another would similarly, allow foreign-flag liner service between the U.S. and Guam. And the third would exempt a Pacific Northwest timber company from the Jones Act. No other U.S. transportation industry is as crucial to this nation's economic and military well being as is the merchant marine. Yet no other transportation industry is subsi­ dized or defended from foreign competition as little as is the merchant marine. The Jones Act is a good, solid law. It was intended, in the words of its sponsor Sen. Wesley Jones, to ensure "an American merchant marine built in American shipyards^ by American labor, manned by "American seamen, flying the Ameri­ can flag and carrying...American products to every port in the world." We believe in those words. We also believe that the only way to give thenj life is to enforce the Jones Act the same way the other laws of this nation are enforced: by making sure it applies to all of the people, all of the time. April 1981 / LOG i 4'f ; 1 p . • ; 17 cf �Deckhand Joel' MacLeod starts up the Adam E's gangway with paint and roller in hand. That can mean only one thing... it's time for the Great Lake's fleet to fit out for the 81 season Mike Geisinger, watchman on the Adam E. Cornelius scoots across the deck with stores for the forward end Mike looks like he's psyched for the new season. The Seafarers of the Gre^ Lakes have begun their an nual 'rites of spring.' Hopefu that the business of shippim will run smoothly, they are a< always, looking forward to 1 long and prosperous season Indeed, signs point to tin positive...last years season was the longest on record] with many ships sailing well into the New Year...and thi« year's winter was short anc kind. By late March, not j trace of ice could be seen oJ the St. Clair River from thei windows of the SIU hall in| JVlgonac, Mich. This means J headstart for any 'early birds! This year the Lakes will s.eel many familiar and venerablel ships like the S.T. Cropol (Huron Cement) and the Kins-I man Independent (Kinsman! Marine), two of the last coall burners left in the fleet, as! well as the newest of thej new, American Steamship's! M/V American Mariner a 73o| foot self-unloader which was| ready to roll out of Sturgeon! Bay, Wisconsin hungry for its! first bellyful of taconite ore. I As the saying goes, a pic­ ture is worth a thousand words; so here's a few vol-| umes. • ' '"H * 4 Wiper All Yahya cleans up the engine room on the M/Y Buffalo. LAkEs FirouT 181 Speaking'o?Eriesomewhat eerie at her Toledo dock, of her summer. that s where the/nr/openc/enfwill spend most 18 / LOG / April 1981 "" ^ J I J �. Bob Labounty, a QMED on the NicoW vetches his shipmates during life-' Pringle Transit's Pau, Thayer carries coal from Toledo to points all over the Great Lakes. Wiper Mohsan El Mathil tidies things in the Nicolet's engine room. LAIUESFITOUT W ri • !! • 'J i; •' J I I I • • uu. • expansion joint from the 8uf/a/o s engine room. x .x The smokestack of the Kinsman /'>«'e^"c'e'»fg''stens in the noonday Independent is one of the few coal burners still afloat. S.T. Crapo watchman Jim Anderson is in a thoughtful mood as he sips some coffee in the vessel's messhalL The cement boat was, as usual the first member of the Lake's fleet to fit out this year ' £ H if •A n •II 1.1 • #1. h-k- 1 Kirk Diener (1.) second cook and Ed Ringsred, porter, are all smiles in thp M/V Buffalo's galley. Checking things out at the control panel of the W/y William R. Roesch are Conveyorman Don Binkowski (I.) and QMED Brian Krus. April 1981 / LOG / 19 . .' ----- I �:•' J--:" .•• ,, , . ' =-=- A''. -1 ' :-'r J •1 . U' „ • = The Nicole. new pilot hij season ne 7 I • 1 T. Watchman Nate Hauring dips the roller as he prepares to give the Acfam E. Cornelius a fresh coat of paint. :' I Kirl^el,Is a wiper on the M/VPau, THayer. - Fireman Joseph P. McKay (left) and wiper Ken Conveyom be in, ships ST. deck spaceJ rr vwhPPimoh lA/Zor LT.r''" c the Adam E with her running lights. -1' • oianiey Dones LuowicKi awaits his turn ??!^^:B?r^»:'~iawai.shls.urn ® lifeboat drill on the NiColet. Stanley is a QMED J- ^ UT ] ^1|. ii"' Ml i' . j ••If. 3, if' i •(• 1^ • / ' «5,' '^1 " •'^'^:,vi-•-^- > " 1- :V ;• Chief Cook Duane Hingston beats an old rug on the Kinsman Independent. -. • . »>•. •'-4 • The Kinsman Indapendanl sits dockside at her Toledo, OhTo' t Ohio berth. iA/hkaoiorr,.n rsil BoHore hi the lead^thTmen of the NicoH in a sorfnn spring lifeboat drill.* Cleaning up the deck of the Williarn R Roesch are (I. to r.) • Want to know whafs for dinner.. .just take a gander at the searnen Ron Bujnorsky and Mark Russo and Bos n blackboard oj the Nicolet. One thing's for sure... if Chief David Morgan. Cook Harold Dean is serving it up, it nnust be Something good. :: ' • r-- • 1 - • • il' frM'TrV'r „• .^iT * '•&. •.->i • I t •• T-' ' ••'' " '• I. •" .'I. • 'jL ih' •••.. •* - '-y•' '-'ii ••! • • -1'r r • J SoT'^f? -..4 . • . '"£ J.}'" �Ordinaries Greg Freeman (I.) and Andy Goulet set out to ,a? vtr Porter George Sylvester creates a blur washing dishes on the S.T. Crapo. QM^D Egil "Tex" Sorensen (I.) and 2nd Ass't. Engineer Mike Kowalski maneuver a faulty expansion joint from the Buffalo's engine room . At the forward end of the Kinsman Independent porter Jerry Kruse breaks out the clean bed coverings. LAICES firouT '81 22 / LOG / April 1981 -- 4^4 ::m • • �Porter Roger Flaherty polishes the silverware on the American Republic. OetrM Ed^m ^"r" "®" American Steamshipi "ovaoe), tvwj-year-old Charles E. Wilson and the venerable - •• • . . •• V S' ii' j ^ {ir .fi Twas a rainy day in Toledo but nevertheless the William R. Roescti was just dbout set for the coal run. Kassi M. Abdullah is an oiler on the Detroit Edison. - Aboard the American Mariner, are (I. to r.): QMED Rob Lange, O.S.'s Greg Freeman and Andy Goulef'and deckhand Joe Hance. •t ., ^ goes over some fine points with crewmembers of the M/V Paul Thayer. Seated are wheelsman Allen Beck (I.) and Bos'n Roger Lorenz; standing are wheelsman Robert Allen (I.) and deckhand Jan Rhyne. v'v I' t ')• 'x'\ •I. 1' iV ii'l 4 •i' : ri' Yho «,• I neNicolet's AB/watchman Mark Fraley (left) and fellow crewmembers Mike La Forcre, watchman and •-0U T. Marsh, deckhand bring the lifeboat back to its stanchion. A crewmemiser puts the finishinq touches on the • Charles E.'s nameplate as the vessel oreoares for her first run of the season. f April 1981 / LOG / 23 ! �•1^': j^T-mS'^^^r-: • SEA-LAND EXCHANGE (SeaLand Service), February I—Chairman, Recertified Bosun V. Poulsen; Secretary Robert W. Ferrandiz; Educational Director Rudy Tjong; Engine Delegate James Davis. $130 in movie fund. No disputed OT. Chairman reported that we will be in Oakland about 24 hours. Layoff this trip in Kobe after discharg­ ing cargo. Will fly crew home. A vote of thanks was given by Joe Mayerchack and the crew applauded their approval of the steward's department perfor­ mance of their duties this trip. Next WILLI AMSBURGH (Andep Steam­ SEA-LAND SEATTLE (Sea-Land port Seattle. ship), February 8—Chairman H. S. Service), February 21—Chairman DEL RIO (Delta Steamship), Febru­ Lindsey; Secretary Ernie Hoitt; Educa­ Phillip Clarke; Secretary Eddie Her­ ary I—Chairman, Recertified Bosun tional Director H. L, Wyatt. No nandez; Educational Director Don Lee J. Harvey; Secretary B. Guarino; •^v disputed OT. $70 in ship's fund. Pase; Deck Delegate Josepii ^bbole; Educational Director Donald Peterson. Chairman extended congratiilations Engine Delegate Ramon Collazo; $564 in ship's fund. Some disputed OT from all to Frank Drozak on being Steward Delegate Allen Vanburen. No in engine department. Chairman ad­ elected President and hope that he will disputed OT. Chairman keeps telling vised all members to take advantage of the upgrading courses at Piney Point have a veiy;good administration. Secre­ the young and older members the ; and to read the Log to keep up with the tary spoke on the importance of importance in getting their upgrading activities of the Llnion. Discussed the, submitting ideas to the Union on the fbr the benefit of the Union and importance of donating to SPAD. A new contract, A vote of thanks to the themselves. A strong Union is depen­ vote of thanks to the steward depart­ steward department for a job well done dent upon all of us to cooperate financially and physically. The success ment for a job well done. Observed one and for the best food we have seen in a long time. Report to Log: "The ship has of our Union achievements should not minute of silence in memory of our changed companies from Bay Tankers be left to the Unioii officials alone, departed brothers. Inc. to Andep Steamship Co. We everyone can help. A resolution was ZAPATA PATRIOT (Zapata tank- sincerely hope that this will be a change made by our crewmembers for this New ship), February 13—Chairman, Recer- for the better and we will have better Year that God will help bur new : tified Bosun V. Grima; Secretary W. mail service from the new company." President Frank Drozak to be able to Wroten; Deck Delegate Bernard Mi- Next port Texas. ' steer our Union in the Same course as ciak; Engine Delegate Allison Herbert; our last President Paul Hall, may he SEA-LAND VENTURE (Sea-Und Steward Delegate A. H. Azez. Some Service), February 3—Chairman J. rest in peace. Also discussed was the disputed OT in deck department. McLean; Secretary D. Sacher; Educa­ news you hear over the radio about how ^ Chairman reported that the previous tional Director A. Rhymes; Deck tough it is to keep a strong union in launch schedule was being reinstated to Delegate J. Crane; Engine Delegate J. other countries. We are veiy fortunate — facilitate men getting off watch going Singletary; Steward Delegate P. Stub- that we are blessed with the kind of ashore. One crewmember is being blefield. No disputed OT. Chairman leadership we have in this Union and in assigned to pick up mail as was done noted that the ship will pay off in this free country of ours. The crew of previously, the Log was received and Elizabeth, N.J. on February 13, 1981. this vessel extends a hearty vote 6f distributed for all to read. The new wage Report to Log: "On January 21, 1981 thanks to all union officials. Next port rates were received and posted on the the Sea-land Venture picked up three Baltimore. bulletin board. Observed one minute of Cuban fishermen from a small boat SEA-LAND INNOVATOR (Seasilence in memory~^of our departed adrift for four days and brought them to Land Service), February 16—Chair­ brothers. Jacksonville, Florida. The Sea-Land man, Recertified Bosun Thomas L. Self; Venture was enroute from New Orleans Secretary Jesse B. Natividad; Educa­ PORTLAND (Sea-Land Service), to Jacksonville at the time." tional Director Richard Hannon; - February 8—Chairman S. Alpedo; Secretary L. Lightfoot; Educational LNG, GEMINI (Energy Transport), Engine Delegate Wayne Coleman. $30 Director R. South; Deck Delegate L. February 1—Chairman, Recertified in ship's fund. No disputed OT. Forgeron; Engine Delegate R. Graif; Bosun R. Schwarz; Secretary G. De Chairman reported that the father of Steward Delegate P. Julio. Nd disputed Baere; Educational Director J. D. our radio operator who was working as OT. Chairman discussed the importance Pennick; Deck Delegate M. Horan; Chief Engineer aboard the Delta Sud, of participating in the programs and Steward Delegate D. Pappas. No Delta Steamship, and the Third Assis­ courses offered at the Harry Lundeberg disputed OT. $60 in ship's fund. tant Engineer aboard the Delta Sud^texe School of Seamanship. Also howSPAD Chairman asked all members to read the killed by a falling container. A volun­ donations strengthen our Union. Secre­ Log so you will know what is going on in tary contribution for a wreath from the tary gave a vote of thanks to all the Union and when you have finished crew will be sent. Secretary advised each departments for keeping the laundry reading it please pass it around so others member to fill out the questionnaire and recreation room orderly. The can enjoy it. Discussed the rising cost of mailed to them at home or the copy following communication was received social security which started the first of reprinted in the Log and send them out and read to all members, "Vessel the year. Secretary will speak to the before March 15th. Your response will Accidents Reduced Despite Work Captain about getting a set of encyclo­ aid the crew conference committee in Increase." Although Sea-Land crewpedias for the crew library. Everyone making recommendations and improve­ members worked 1.2 million man hours wished Chief Cook David Pappas the ments in our pension, welfare and vacation plans, education and training, more in 1980 than in 1979, the number best as he leaves this trip for his shipping rules and the SlU constitution of accidents was reduced by more than vacation. He will be missed by all. A A vote of thanks to the steward 20 percent. Next port Seattle. vote of thanks to the steward depart­ department for a job well done. ment for the good time had by all at the VIRGO (Apex Marine), February 19 Observed one minute of silence in pool party. —Chairman Carlos Spina; Secretary E. memory of our departed brothers. Kelly; Educational Director Jim BabOVERSEAS NEW YORK (Mari­ SEA-LAND ECONOMY (Sea-Land son; Deck Delegate E. S. Bodden; time Overseas). February 19—Chair­ Service), February 22—Chairman, Engine Delegate O. Zamhrman; Stew­ man, Recertified Bosun J. Sap Filippo; Recertified Bosiin Joe Justus; Secretary ard Delegate L. Knapp. No disputed Secretary G. 1 rosclair; Educational Roque R. Macaraeg; Educational OT. Chairman advised all crewmembers Director J. Smith. Chairman reported Director William R. Thomas. Some . who qualify to go to Piney Point to that the crew is doing a good job and disputed OT in engine department. $105 upgrade themselves as this will increase thanked them'for their cooperation. A in movie fund. Chairman suggested that your opportunity for better jobs and letter was written to headqua rters about the questionnaires you received be filled more pay. The f.og enables all of us to transportation and tank butterworth as out before the crew conference in April. know what is going on in the Union and the crew requested a clarification on Everyone should read the Log so you should be passed around forall to read. both. No disputed OT. A vote of thanks will know what is going on in the Union. . A vote of thanks to the steward to the steward department for a job well If you qualify pick up an application for department for a job well done. done. Observed one minute of .silence in upgrading at Piney Point. Observed one Observed one minute of silence in memory of our departed brothers. Next minute of silence in memory of our memory of our departed brothers. port Bridgeport. departed brothers. '^' . • < I; ,[. i "' 1^' •ilv • »• SEA-LAND PIONEER (Sea-Und Service), February 1—Chairman, Re­ certified Bosun Jose L. Gomez; Secre­ tary O. Paschal; Educational Director J. Christenseri; Deck Delegate James Thompson. $13 in ship's fund. No disputed OT. Chairman advised all crewmembers that it is their responsi­ bility to conduct themselves with a certain amount of decorum when ashore in foreign countries. Our behavior should always be of a standard that does not adversely effect us as representatives ot the United States and as members of the SlU. All members requested an improvement in mail delivery service from Rotterdam and out ports on the Persian Gull—Middle East Run. Next port Palermo. SEA-LAND ENDURANCE (SeaLand Service), February 1—Chairman, Recertified Bosun John Curlew; Secre­ tary E. C. Caudill; Educational Director f Robert Tyler; Deck Delegate Chuck Allen. $300 in movie fund. No disputed OT. All communications received were read, and posted. All members were asked to contribute suggestions to be considered at the crew conference in April. Questionnaires will be sent to all members and there is also one in the latest Log. A vote of thanks to the steward department for a job well done'.. Observed one minute of silence in memory of our departed brothers. Next port Kobe, Japan. Official ship's minutes were also received from the following vessels: ^ Del Vknto Ogden Mern'mac Ogden Champion Cove Engineer Sea-Land Resource Newark Sea-Land Leader Baltimore Sea-Land Market Overseas Alice Caguas Overseas Chicago Puerto Rico Aguadilla Overseas Ohio Cove Communicator Overseas Harriette Philadelphia Connecticut Golden Dolphin Sea-Land Independence Pacific Overseas Natalie Over^as Aleutian Sea-Land Galloway Sea-Land Pacer Golden Monarch Overseas Anchorage Arecibo Charleston Ogden Leader Overseas Alice Aquarius Ogden Yukon Santa Maria Zapata Courier Cove Trader Coastal Kansas Santa Magdalena^ Oceanic Independence Sea-Land Pi;oducer Intrepid Sea-Land Market Delta Mar Achilles Sea-I,and Explorer Cove Navigator - " .J • M P .- fe:"' - W- 24 / LOG / April 1981 . .y-.. . - \ V •• .iaWP" I- • . �JL-;' • «m O'J ' •• r • r 4 . ,'1' • • . ^ -.'f '• i- , - f •. • %-• . i , •• V ^ t - • , ••• • i: •iv . ' SEA-LAND EXCHANGE (SeaLand Service), February I—Chairman, Recertified Bosun V. Poulsen; Secretary Robert W. Ferrandiz: Educational Director Rudy Tjong; Engine Delegate James Davis. $130 in movie fund. No disputed OT. Chairman reported that we will be in Oakland about 24 hours. Layoff this trip in Kobe after discharg­ ing cargo. Will fly crew home. A vote of thanks was given by Joe Mayerchack and the crew applauded their approval of the steward's department perfor­ mance of their duties this trip. Next WILLIAMSBURGH (Andep Steam­ SEA-LAND SEATTLE (Sea-Land port Seattle. ship), February 8—Chairman H. S. Service), February 21—Chairman DEL RIO (Delta Steamship), Febru­ Lindsey; Secretary Ernie Hoitt; Educa­ Phillip Clarke; Secretary Eddie Her­ ary I—Chairman, Recertified Bosun tional Director H. L, Wyatt. No nandez; Educational Director Don Lee J. Harvey; Secretary B. Guarino; disputed OT. $70 in ship's fund. Pase; Deck Delegate Joseph ^bbole; Educational Director Donald Peterson. Chairman extended congratulations Engine Delegate Ramon Collazo; $564 in ship's fund. Some disputed OT from all to Frank Drozak on being Steward Delegate Allen Vanburen. No in engine department. Chairman ad­ elected President and hope that he will disputed OT. Chairman keeps telling vised al] members to take advantage of have a yeiy ^good administration. Secre­ the young and older members the the upgrading courses at Piney Point tary spoke on the importance of importance in getting their upgrading ; and to read the Loff to keep up with the submitting ideas to the Union on the it)r the benefit of the Union and activities of the Llnion. Discussed the new contract, A vote of thanks to the themselves. A strong Union is depen­ importance of donating to SPAD. A steward department for a job well done dent upon all of us to cooperate vote of thanks to the steward depart­ and for the best food we have seen in a financially and physically. The success ment for a job well done. Ob.served one long time. Report to Log: "The ship has of our Union achievements should not minute of silence in memory of our changed companies from Bay Tankers be left to the Union officials alone, departed brothers. Inc. to Andep Steamship Co. We everyone can help. A resolution was ZAPATA PATRIOT (Zapata Tank- sincerely hope that this will be a change made by our crewmembers for this New ship), February 13—Chairman, Recer­ for the better and we will have better Year that God will help our new tified Bosun V. Grima; Secretary W. mail service from the new company." President Frank Drozak to be able to Wroten; Deck Delegate Bernard Mi- Next port Texas; ' Steer our Union in the Sdme course as ciak; Engine Delegate Allison Herbert; SEA-LAND VENTURE (Sea-Und our last President Paul Hall, may he Steward Delegate A, H. Azez. Some Service), February 3—Chairman J. rest in peace. Also discussed was the disputed OT in deck department. Mc^an; Secretary D. Sacher; Educa­ news you hear over the radio about how Chairman reported that the previous tional Director A. Rhymes; Deck tough it is to keep a strong union iri launch schedule was being reinstated to Delegate J. Crane; Engine Delegate J. other countries. We are veiy fortunate facilitate men getting off watch going Singletary; Steward Delegate P. Stub- that we are blessed with the kind of ashore. One crewmember is being blefield. No disputed OT. Chairman leadership we have in this Union and in assigned to pick up mail as was done noted that the ship will pay off in this free country of ours. The crew of previously. The Log was received and Elizabeth, N.J. on February 13, 1981. this vessel extends a hearty vote of distributed for all to read. The new wage Report to Log: "On January 21, 1981 thanks to all union officials. Next port . rates were received and posted on the the Sea-/anc/ Venture picked up three Baltimore. bulletin board. Observed one minute of Cuban fishermen from a small boat SEA-LAND INNOVATOR (Seasilence in memory~^of our departed adrift for four days and brought them to Land Service), February 16—Chair­ brothers. Jacksonville, Florida. The Sea-Land man, Recertified Bosun Thomas L. Self; Venture was enroute from New Orleans Secretary Jesse B. Natividad; Educa­ PORTLAND (Sea-Land Service), to Jacksonville at the time." tional Director Richard Hannon; - February 8—Chairman S. Alpedo; Engine Delegate Wayne Coleman. $30 Secretary L. Lightfoot; Educational LNG, GEMINI (Energy Transport), in ship's fund. No disputed OT. Director R. South; Deck Delegate L. February 1—Chairman, Recertified Forgeron; Engine Delegate R. Graif; Bosun R. Schwarz; Secretary G. De Chairman reported that the father of Steward Delegate P. Julio. No disputed Baere; Educational Director J. D. our radio operator who was working as OT. Chairman discussed the importance Pennick; Deck Delegate M. Horan; Chief Engineer aboard the Delta Sud, of participating in the programs and Steward Delegate D. Pappas. No Delta Steamship, and the Third Assis­ courses offered at the Harry Lundeberg disputed OT. $60 in ship's fund. tant Engineer aboard the Delta Sudvtere School of Seamanship. Also how SPAD Chairman asked all members to read the killed by a falling container. A volun­ donations strengthen our Union. Secre­ Log so you Will know what is going on in tary contribution for a wreath from the tary gave a vote of thanks to all the Union and when you have finished crew will be sent. Secretary advised each departments for keeping the laundry reading it please pass it around so others member to fill out the questionnaire and recreation room orderly. The can enjoy it. Discussed the rising cost of mailed to them at home or the copy following communication was received social security which started the first of reprinted in the Log and send them out and read to all members, "Vessel the year. Secretary will speak to the before March 15th. Your response will Accidents Reduced Despite Work Captain about getting a set of encyclo­ aid the crew conference committee in Increase." Although Sea-Land crewpedias for the crew library. Everyone making recommendations and improve­ members worked 1.2 million man hours wished Chief Cook David Pappas the ments in our pension, welfare and vacation plans, education and training, more in 1980 than in 1979, the number best as he leaves this trip for his shipping rules and the SIU constitution. of accidents was reduced by more than vacation. He will be missed by all. A A vote of thanks to the steward 20 percent. Next port Seattle. vote of thanks to the steward depart­ department for a job well done. ment for the good time had by all at the VIRGO (Apex Marine), February 19 Observed one minute of silence in pool party. —Chairman Carlos Spina; Secretary E. memory of our departed brothers. Kdly; Educational Director Jim BabOVERSEAS NEW YORK (Mari­ SEA-LAND ECONOMY (Sea-Land son; Deck Delegate E. S. Bodden; time Overseas). February 19—Chair­ Service), February 22—Chairman, Engine Delegate O. Zamhrman; Stew­ man, Recertified Bosun J. Sap Filippo; Recertified Bosiin Joe Justus; Secretary ard Delegate L. Knapp. No disputed Secretary G. 1 rosclair; Educational Roque R. Macaraeg; Educational OT. Chairman advised all crewmembers Director J. Smith. Chairman reported Director William R. Thomas. Some who qualify to go to Piney Point to that the crew is doing a good job and disputed OT in engine department. $105 Upgrade themselves as this will increase thanked them'for their cooperation. A in movie fund. Chairman suggested that your opportunity for better jobs and letter was written to headquarters about the questionnaires you received be filled more pay. The Log enables all of us to transportation and tank butterworth as out before the crew conference in April. know what is going on in the Union and the crew requested a clarification on Everyone should read the Log so you should be passed around for all to read. both. No disputed OT. A vote of thanks will know what is going on in the Union. A vote of thanks to the steward to the steward department for a job well If you qualify pick up an application for department for a job well done. done. Observed one minute of .silence in upgrading at Piney Point. Observed one Observed one minute of silence in memory of our departed brothers. Next minute of silence in memory of our memory of our departed brothers. port Bridgeport. departed brothers. * I— '-rr ..'f- , if: L History of SIU Part VI SEA-LAND PIONEER (Sea-Und Service), February I—Chairman, Re­ certified Bosun Jose L. Gomez; Secre­ tary O. Paschal; Educational Director J. Christenseri; Deck Delegate James Thompson. $13 in ship's fund. No disputed OT. Chairman advised all crewmembers that it is their responsi­ bility to conduct themselves with a certain amount of decorum when ashore in foreign countries. Our behavior should always be of a standard thatdoes not adversely effect us as representatives ol the United States and as members of the SIU. All members requested an improvement in mail delivery service from Rotterdam and out ports on the Persian Gulf—Middle East Run. Next port Palermo. SIU in WW II 'Heroes in Dungarees' M SEA-LAND ENDURANCE (SeaLand Service), February I—Chairman, Recertified Bosun John Curlew; Secre­ tary E. C. Caudill; Educational Director Robert Tyler; Deck Delegate Chuck Allen. $300 in movie fund. No disputed OT. All communications received were read, and posted. All members were asked to contribute suggestions to be considered at the crew conference in April. Questionnaires will be sent to all members and there is also one in the latest Log. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our deparied brothers. Next port Kobe, Japan. Official ship's minutes were also re­ ceived from the following vessels: Del Viento Ogden Merrimac Ogden Champion Cove Engineer Sea-Land Resource Newark Sea-Land Leader Baltimore Sea-Land Market Overseas Alice Caguas Overseas Chicago Puerto Rico Aguadilta Overseas Ohio Cove Communicator Overseas Harriette Philadelphia Connecticut Golden Dolphin Sea-Land Independence Pacific Overseas Natalie Overwas Aleutian Sea-Land Galloway Sea-Land Pacer Golden Monarch Overseas Anchorage Arecibo Charleston Ogden Leader Overseas Alice Aquarius Ogden Yukon Santa Maria Zapata Courier Cove Trader Coastal Kansas Santa Magdalena^ Oceanic Independence Sea-Land Producer Intrepid Sea-Land Market Delta Mar Achillesv Sea-I^ind Explorer Cove Navigator W •imm t'^4- •--- t " •••CLr I i.r • -if, ' EMBERS of the Seafarers Int'l. Union were on the front lines of battle in World War 11. They carried guns, planes, gas and "ammo" to a dozen beachheads and to supply ports and island bases all over the world from the Aleutians to Algiers. Even before the United States had [ ^ officially entered the war against Germany, Italy and Japan, SIU sailors knew what it was to be torpedoed and put adrift in open boats hundreds of miles from the nearest land. On May 21 of 1941, long before Pearl Harbor, a submarine stopped the unarmed 5".5". Robin Moor of the Robin Line on route from New York to South Africa. Capt. Wil­ liam Myers was given 20 minutes to abandon ship, after which the Uboat's gunners put 33 shells into the freighter, and sank her. After the sub disappeared the 45 survivors struck out for land in four boats. Fortu­ nately, all four were picked up but not until the fourth boat had traversed 700 miles of open ocean. When the first survivors were landed and news of the sinking stirred the nation. President Roose­ velt sent a special message to Congress in which he said that American ships would not be intimidated. "We are not yielding," he said, "and we do not propose to yield." • When German U-boats brought the war to the very coasts of the United States early in 1942, SIU seamen were among the first to feel the brunt of it. The SlU-manned Sea train Texas was northbound off Hatteras on January 19, 1942, when it was torpedoed by a German submarine, with the ship going down so fast that there was no time to launch the boats. Only three men survived; 39 were lost. Less than a week after this, the SlU-manned S.S. Venore, an ore carrier, was torpedoed off Cape Hatteras with the loss of 18 men. Following quickly in the wake of this sinking were a long list of SIU ships, all of them unarmed and unescorted. There were the Robin Hood, the Alcoa Guide. Pipestone County, the Major Wheeler, the Mary, and tuany more as U-boats enjoyed a field day along the Atlantic Coast, in , the Gulf of Mexico and in the Caribbean. Two boats from the Pipestone County were adrift for 16 days before being picked up. The Major ^heeler completely disappeared. John Bunker is director of the Seafarers Historical Research De­ portment. An amunition ship The Robert E. Lee. a passenger ship, was sunk almost inside the Missis­ sippi Delta. Despite this havoc, no SIU ship was held up for lack of a crew. Many crews steamed out to meet almost certain death. The Alcoa Pilgrim. loaded deep with 9,500 tons of bauxite.for Mobile, caught a "tin fish" and went down in 90 seconds with heavy loss of life. SIU men made the hazardous run to Russia, including the famous convoys of July and September, 1942, which were hit by subs and bombers and lost many ships in those cold, Arctic waters. SIU crews made all the hazardous war runs—all the bloody beach- explodes after being torpedoed on the Murmansk Run. heads. Unsung "heroes," in a way, resuppiy in the history of war—the were the crews who spent months on invasion of the French coast in June tedious trips to supply bases behind of 1944. -the tides of battle. They had an important role in There wasn't a beachhead from landing the 2,500,000 troops, the 17 Anzio to the Philippines; from million tons of ammunition and Normandy to Okinawa, where SIU supplies and the. half million truck's crews were not in the forefront of and tanks that were put ashore there war. They took part in the longest in the first 109 days after D-Day. battle of the war, too—the four year There were myriad tales of hero­ long Battle of the Atlantic—the fight ism as SIU ships steamed their em­ to keep England supplied with food, battled way across sub-infested seas. gas, guns and other war supplies. Take the case of the 5'.5'. Angelina They had to run the U-boat of the Bull Line. gauntlet to get the goods through This SIU freighter was westbound and many ships went down trying to in October of 1942 across the North do it. Atlantic when it became separated Thousands of SIU seamen took from the rest of its convoy in a part in the greatest assault and , violent storm in which waves were 30 feet high and more. Just before midnight on the-l7th, a torpedo exploded in the engine room, killing the black gang and flooding the engine spaces. Only one boat could be launched and, being overloaded with crew­ men and Navy armed guard gun­ ners, it was soon capsized in tremen­ dous seas. Some managed to hold on to the grab rails on the bottom of the boat but one by one they were swept away bjy the numbing cold and the battering waves, until only a few remained. These would have died, too, were it not for the heroic efforts of the ship's carpenter, Guatave Aim. It was Aim who urged the weary, desperate men to "hang on...hang on." When one of them would drop away from exhaustion, he would bring him back and help to hold him on until he revived. When someone said, "I've had enough" and wanted to die. Aim would slap him on the face and yell, "Keep on... keep on." When a destroyer finally found them many hours later, it was Aim who grabbed the lines thrown from the warship's deck and made them fast around his exhausted com­ panions so they could be hoisted on board. Aim was the last to be saved. Like many other SIU then in WoMd War II. carpenter Gustave Aim was i ;ic of the merchant These rescued merchant seamen would live to serve again. marine's true "heroes in dungarees." 24 ^ LOG / April 1981 April 1981 / LOG / 25 -j,:A" cW by John Bunker •' A- -• • -"JS- 4:" El (•"•'G-r-. I -6 •••Mt' i''' - �Directory of Ports 'fc •t Frank Drozak, president Ed Turner, exec, vice president Joe DIGIorgio, secretary-treasurer Leon Hall, vice president Angus "Red" Campbell, vice president Mike Sacco, vice president Joe Sacco, vice president George McCartney, vice president HEADQUARTERS 675 4 Ave., Bklyn. 11232 (212) NY 9-6600 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-9375 m ':•'' "f • t -M ^'1 ALPENA, Mich. .. .800 N. 2 Ave. 49707 (517) EL 4-3616 #1 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 'f • f Dispatchers Report for Deep FEB. 1-28,1981 •TOTAL REGISTERED AIIGroups ClassA Class B ClassC J Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 4 83 8 15 17 15 16 55 22 • 35 '. 24 10 63 1 1 390 ;. 8 41 4 2 8 2 5 17 14 22 10 11 3 21 0 0 168 3 8 0 2 2 0 0 5 1 3 7 4 1 8 0 0 44 ,'. i:' - • •{ 4 70 12 6 22 8 10 50 28 45 16 57 24 60 1 2 415 8 26 2 1 7 7 4 13 19 26 11 19 6 36 1 0 186 1 0 0 0 0 1 0 0 1 1 1 0 0 2 0 0 7 4 170 9 41 34 17 29 128 59 82 47 55 20 128 0 1 824 4 70 11 13 18 9 9 43 18 29 21 21 6 30 , 0 1 303 4 17 2 5 5 2 1 17 4 13 20 10 0 18 0 0 118 1 0 0 0 0 0 0 0 0 2 0 1 0 0 0 1 5 1 131 14 27 20 6 36 113 34 68 27 45 13 92 0 0 627 4 71 2 18 14 7 6 34 7 29 20 18 4 24 0 2 260 0 8 0 0 2 5 0 3 2 6 14 7 1 9 0 0 57 ENGINE DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama ; Totals ••REGISTERED ON BEACH AIIGroups ClassA ClassB ClassC DECKDEPARTMENT • ......: TOTAL SHIPPED All Groups ClassA ClassB ClassC BOSTON, Mass. . .215 Essex St. 02111 (617) 482-4716 2 72 7 10 16 5 12 36 20 38 13 16 7 39 1 0 294 ..7 1 ; 5 29 2 8 4 4 2 17 3 12 9 10 0 11 0 0 116 1 4 0 0 1 3 0 1 0 4 2 2 1 2 0 1 22 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point .1 Yokohama Totals Totals All Departmeitts 4 22 7 1 5 5 5 9 5 11 3 9 0 15 5 0 106 STEWARD DEPARTMENT :... 1 33 2 5 13 7 10 10 14 22 2 6 5 23 0 0 153 — ....;.. 1 19 1 3 3 2 0 3 3 24 1 4 2 3 1 0 70 0 7 0 1 2 0 1 1 2 11 5 2 0 0 0 0 32 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 3 60 2 8 13 4 3 31 18 33 9 14 9 36 1 3 247 2 29 0 6 8 5 6 23 18 43 7 23 5 28 0 0 203 2 33 4 0 9 3 2 7 11 37 10 15 3 17 19 1 173 0 0 0 0 1 0 0 0 0 13 0 2 0 0 0 0 16 1 62 3 21 19 10 17 58 20 34 16 20 14 53 0 0 348 1 41 3 8 10 4 0 • 6 5 42 9 4 3 13 0 0 149 0 9 1 2 4 0 1 3 2 27 16 8 0 2 0 1 76 2 34 6 20 10 0 8 50 9 30 6 13 20 32 0 0 240 9 242 27 69 56 17 28 108 40 110 47 55 43 76 2 3 932 11 120 2 17 18 3 5 30 15 164 105 28 8 28 0 0 554 2.039 1,644 805 ENTRY DEPARTMENT .: .:.... . :.... 1 23 2 8 6 0 2 20 5 19 2 8 6 16 0 0 118 7 113 14 14 18 12 10 35 24 57 25 21 15 41 24 1 431 3 41 0 4 4 0 1 5 4 63 42 10 1 5 0 0 183 955 785 281 - 865 465 28 •"Total Registered" means the number of men who actually registered for shippingat the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. l> Shipping in the month of February was good in most A&Cdeepseaports. A total of 1358 jobs were shipped in February to SiU-contracted deep sea vessels. That\a slight decrease of Jobs shipped over the previous month. Of these 1358 Jobs only 865 or slightly more than 60 percent, were taken by "A" seniority members. The rest were filled by "B" and "C" seniority people. Shipping is expected to remain good. "''ir-' . 26 / LOG / April 1981 CHICAGO, ILL. 9402 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290Old River Rd. 44113 (216) MA 1-5450 COLUMBUS, Ohio 4937 West Broad St. 43228 (614) 870-6161 DULUTH, Minn. 705 Medical Arts Building 55802 (218) RA 2-4110 FRANKFORT, Mich P.O. Box D 415 Main St. 49635 (616) 352-4441 GLOUCESTER, Mass. 63 Rogers St. 01903 (617) 283-1167 HONOLULU, Hawaii 707 Alaska St. 96813 (808) 537-5714 HOUSTON, Tex. 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala. .1 S. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky. .... 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, Tex. 534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1313 Fernandez, Juncos, Stop 20 00909 (809) 725-6960 SEATTLE, Wash.... 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla. 2610 W. Kennedy Blvd. 33609 (813) 870-1601 TOLEDO, Ohio . 635 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 408 Avalon Blvd. 90744 (213) 549-4000 YOKOHAMA, Japan P.O. Box 429 Yokohama Port P.O. 5-6 Nihon Ohdon Naka-Ku 231-91 201-7935 �• • •• -£r- ... T.-' HK <. ;. = - r,.- r Directory of Ports hi • •4- X: • i iy Frank Drozak, president Ed Turner, exec, vice president Joe DiGiorgio, secretary-treasurer Leon Hail, vice president Angus "Red" Campbell, vice president Mike Sacco, vice president Joe Sacco, vice president George McCartney, vice president HEADQUARTERS 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-9375 1 -l. j .'-T [A ALPENA, Mich. .. .800 N. 2 Ave. 49707 (517) EL 4-3616 i !i u. BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 1I •' f Dispatchers Reperi £er Deep Sea FEB. 1-28,1981 •TOTAL REGISTERED All Groups ClassA Class B ClassC V--i 1:,.4 • T. Port ..; — , 4 83 8 15 17 15 16 55 22 • 35 21 24 10 63 1 1 390 8 41 4 2 3 8 0 2 2 0 0 5 1 3 . 7 4 1 8 0 0 44 a 2 5 17 14 22 10 11 3 21 0 0 168 4 70 12 6 22 8 10 50 28 45 16 57 24 60 1 2 415 : „;• i • ..: . i 5 29 2 8 4 4 2 17 3 12 9 10 0 11 0 0 116 2 72 7 10 16 5 12 36 20 38 13 16 7 39 1 0 294 1 4 0 0 1 3 0 1 0 4 2 2 1 2 0 1 22 3 60 2 8 13 4 3 31 18 33 9 14 9 36 1 3 247 Port Boston New York Philadelphia Baltimore Norfolk .yii 1.. ...: Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals •.... . 1 33 2 5 13 7 10 10 14 22 2 6 5 23 0 0 153 1 19 1 3 3 2 0 3 3 24 1 4 2 3 1 0 70 0 7 0 1 2 0 1 1 2 11 5 2 0 0 0 0 32 2 29 0 6 8 5 6 23 18 43 7 23 5 28 0 0 203 Port Totals All Departmerits 1 0 0 0 0 1 0 0 1 1 1 0 0 2 0 0 7 4 170 9 41 34 17 29 128 59 82 47 55 20 128 0 1 824 4 70 11 13 18 9 9 43 18 29 21 21 6 30 , 0 1 303 4 17 2 5 5 2 1 17 4 13 20 10 0 18 0 0 118 4 22 7 1 5 5 5 9 5 11 3 9 0 15 5 0 106 1 0 0 0 0 0 0 0 0 2 0 1 0 0 0 1 5 1 131 14 27 20 6 36 113 34 68 27 45 13 92 0 0 627 4 71 2 18 14 7 6 34 7 29 20 18 4 24 0 2 260 0 8 0 0 2 5 0 3 2 6 14 7 1 9 0 0 57 STEWARD DEPARTMENT Tampa ..................................i Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 8 26 2 1 7 7 4 13 19 26 11 19 6 36 1 0 186 ENGINE DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans . Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama ; Totals ••REGISTERED ON BEACH Ail Groups ClassA ClassB ClassC DECK DEPARTMENT • Boston New York Philadelphia Baltimore Norfolk Tdmpa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals ' ^.-; TOTAL SHIPPED All Groups ClassA ClassB aassC BOSTON, Mass. . .215 Essex St. 02111 (617) 482-4716 2 33 4 0 9 3 2 7 11 37 10 15 3 17 19 1 173 0 0 0 0 1 0 0 0 0 13 0 2 0 0 0 0 16 1 62 3 21 19 10 17 58 20 34 16 20 14 53 0 0 348 5 42 9 4 3 13 0 0 149 0 9 1 2 4 0 1 3 2 27 16 8 0 2 0 1 76 2 34 6 20 10 0 8 50 9 30 6 13 20 32 0 0 240 9 242 27 69 56 17 28 108 40 110 47 55 43 76 2 3 932 11 120 2 17 18 3 5 30 15 164 105 28 8 28 0 0 V/ 554 2,039 1,644 805 1 41 3 8 10 4 0 • 6 ENTRY DEPARTMENT .' 1 23 2 8 6 0 2 20 5 19 2 8 6 16 0 0 118 7 113 14 14 18 12 10 35 24 57 25 21 15 41 24 1 431 3 41 0 4 4 0 1 5 4 63 42 10 1 5 0 0 183 955 785 281 865 465 28 •"Total Registered" means the number of men who actually registered for shippingat the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. COLUMBUS, Ohio 4937 West Broad St. 43228 (614) 870-6161 DULUTH, Minn. 705 Medical Arts Building 55802 (218) RA 2-4110 SIU crews last month brought three, very costly, high technology ships into Newport, R.I. where the vessels were laid up indefinitely. The ships are El Paso Com­ pany's multi-million dollar LNG carriers. El Paso Southern, El Paso Arzew and El Paso Howard Boyd. Continuing in layup are three other SlU-contracted El Paso LNG carriers that have been in Europe for repairs. The ships have been laid up be­ cause of a breakdown in negotia­ tions between the U.S. and Al­ geria over the pricing of the latter country's natural gas. Shipments of natural gas from Algeria stopped last April. Talks to resolve the price issue had been going on for nearly a year between Algeria and the U.S. De­ partment of Energy (DOE). But in February the negotiations broke down and were indefinitely The El Paso LNGs, laid up indefinitely In Newport, R.I. suspended. Now, however, firms that have purchased gas from El Paso in the past are exploring the feasi­ bility of resuming negotiations with Algeria and of possibly buy­ ing the company's LNG carriers. Algeria wants the price of its natural gas to be comparable with the world price of crude oil. That price would bring the cost of Algerian natural gas to $6 a thou­ sand cubic feet. TIMS price is nearly 25 percent higher than costs set in current U.S. agree­ ments covering Canadian and Mexican natural gas. El Paso began importing Al­ gerian natural gas to the U.S. in 1978. In late 1979, the company renegotiated its contract with that North African country. The agreement called for a price of $1.94 per thousand cubic feet of LNG. The price was approved by the DOE which, under law, must rule on the price of any imported gas. But in the spring of last year the Algerian government decided to press for a higher price than what had been negotiated. During the past year of negoti­ ations, it looked, at various times, like a settlement was immi­ nent and that gas would start flowing again to El Paso's costly regasification plants in Cove Point, Md. and Elba Island, Ga. That was why for much of that time, the company kept crews aboard three of its ships. The 900-foot long high tech­ nology LNG tankers are the most expensive commercial ships ever built. To have them laid up now is a terrible waste. ,T; V "' I'' JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala. . 1 S. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va.. .. . 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky. . 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. 2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, Tex. 534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1313 Fernandez, Juncos, Stop 20 00909 (809) 725-6960 SEATTLE, Wash.... 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. 4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla. 2610 W. Kennedy Blvd. 33609 (813) 870-1601 WILMINGTON, Calif. 408 Avalon Blvd. 90744 (213) 549-4000 YOKOHAMA. Japan P.O. Box 429 Vokotiama Port P.O. 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 SIU Patrolman Carl Path discusses business with Lilly Houston, messman on the Ef Paso Southern on the ship's last trip for some time. SIU Patrolman Carl Path, lefL holds meeting on ElPeso Southern to give crew up to minute info on the Algerian situation. A similar meeting was held on the two other ships as well. Reagan Wants Review of UN Ocean Mining Treaty tunate move" that would seriously needed minerals found on the retard the momentum that had ocean bottom would be blocked seemed to be building towards by the creation of a UN-type ratification of some kind of authority dominated by the ocean mining treaty. Others, Soviet Union and third World like House Merchant Marine countries. Other points of conflict include Committeemember John Breaux (D-La.) have lauded the provisions that would distribute taxes on royalties to poorer Third Administration's action. At the present time, American World countries, and plans to mining of the Seabed is governed mancatorily transfer highly by interim legislation approved advanced technology used by ,by Congress which calls in part private companies to the Seabed for mandatory use of American Authority. Richardson feels that the flag ore carriers and mining United States has struck the best vessels. Critics of the treaty feel that a bargain on ocean mining it could review is in the best interests of under the circumstances, and the United States. Their that interruption of the opposition centers around tears Conference would doom any that American access to vitally hope for conclusion of a treaty. He stresses that the minerals The Law of the Sea Conference foundered recently when the Reagan Administration recalled the American delegation for a review of the whole process. The Conference has been meeting regularly for seven years to reach an agreement on many things, but in particular on ways to regulate the mining of minerals found on the ocean bottom. 149 countries have participated in the Conference, including the United States, which has been repre­ sented by delegates appointed hy Presidents Nixon, Ford, Carter and now Reagan. I he recent decision has been met with mixed feelings. Former delegation head Elliot Rich­ ardson calls it an "unfor­ found on the bottom of the ocean do not belong to any one country, and should be regulated by some type of international treaty. He also feels that adoption of the treaty would encourage mining companies to invest in the development of the seabed, because they could follow a specific set of rules and regulations. Richardson seems to feel that failure to ratify would encourage international incidents which would inhibit development of the Seabed. Opponents disagree. They feel that the United States should not rush into any treaty that would prove harmful in the long-run. They want more time to delil^rate. April 1981 / LOG / 27 • —-- •tf •. „ !l iiJ:- ' C':: HOUSTON, Tex. 1221 Pierce St. 77002 (713) 659-5152 ' 'IT'. .V ' i /Sv P.O. Box D 415 Main St. 49635 (616) 352-4441 GLOUCESTER, Mass. 63 Rogers St. 01903 (617) 283-1167 HONOLULU, Hawiaii 707 Alaska St. 96813 (808) 537-5714 -J J: .1J FRANKFORT, Mich If. 26 / LOG / April 1981 rir. CLEVELAND, Ohio 1290Old River Rd. 44113 (216) MA 1-5450 TOLEDO, Ohio . 635 Summit St. 43604 (419) 248-3691 Shipping in the month of February was good in most A&G deepsea ports. A total ofl 358 jobs were shipped in February to SlU-contracted deep sea vessels. That's a slight decrease of Jobs shipped over the previous month. Of these 1358jobs only 865 or slightly more than 60 percent, were taken by "A" seniority members. The rest were filled by "B" and "C seniority people. Shipping is expected to remain good. i•• CHICAGO, ILL. 9402 S. Ewing Ave. 60617 (312) SA 1-0733 El Paso LNGs Laid Up indefinitely in R.i. Jih .I'il . - I: - 'i - -N �of o io£TseZrT, "««w *. 5?S'sr "i'i' Si? S"C':ir—., •"•"Srr'• •«• S"'"' "-ar H'as preul'f^^ •r'll '..V TTje / /7 • •'••v.-x XfSt"^aC:''^''>e^»'ere ' • . 'H ' *w After T fc''"'-^o« ?;::f p'og.a™ ach:V'r«'-«<'aa« to sea c a ^orid iia// *" ">« first s i? . • rancisco, sher., "PPPort o ,P"' again Sh ! 'oadyto l^ob at aeo ^Pa restiess t, ^Trh:£y^:'::;T-dh o-rtr-p-t^'-^o savs ch . Weii ao / ^oves th •is--c;"'-- rc* •'' .: n"" ®'"'P yhere 6 P'^ograrti KOdc WGwrs Wo soo"r ^erSfl®""" >orn,„. *JV0IV W.ney JJ* WCf/f; • ~:t€ r„ of:r™«d. i'°"s' or oeoi ''""so of' ^ ""ember S""ea Wtl, aenieUtaf aesPbic origin ij color ^ •"'P'' "»'•"" belJ*'° »'"i4°PaeT'^"ee5»ai^-'"Pe^t^nfeei -''°P ' Patro/map Poseed anrf ^^'PPing „ P'ease co„f'"dst "•s- P". bact r^'P® to cnrf £#»! >'0" /"ee/ fh sister 4SCs:;'»».irs' , P'esse cor*" P^"»a ^^Plainth- /> t your shjpnin '^KWte, a, a-a^ t7'^Pa. eootF-'-PP'' I w sh/pptoj riea, Xr-p' A; ^^P^ain th <^oesn't h! job ""f«-and-h again. "lyi PPopie over anj" P'^ •"bo don't u P" "'t'b mv fri aeafaring '"'ything "^"' ^^«dered • P™'«sa ae'»F4l,nr^'"'""s. . Wol'°" "^""' "aa.s Pro,S;;.<«m„. fni, pp"cv-,.„ """"« ['""'OBT^I. POUCV-. ..._ • """ "•' be ,e entiiin^' p^';r""S^r pbc tog a .V menibersh; '''J ^^'ib/ibhcd nn,-^^ Or Z^^^'^'bing "aos.t.BrootJj^saiio.ra °'>omree,. .... _ .. •"•'«» .-.sris-Si-tsr ® iMSSaat #2#f® / '^^/^pr/7;98; at a/iy " broth '^Pea r'>«««„ dtffPP- r°P' 'be Old J S£?|i ts^S'S^-s JSSiS?ia?!Ss5S' 5S.iir«cs?»sst's"S;£ P'-aJr" Monaco " ATiVoiir J;r^-^^PPfoourae ."CS;?;"™™ „ *'®'"s -' • "'^ '935 ch £r'^-S"cr»5,? er""""a etr:r ^^'t' > > . ''"'^tng her sta. PP' 'be and JVeir Vorlt n 'P ^'"^y |e's bach to herho'^^'PP" ^"d she","'''ook'-ih' P^^ar 'Pab at t?"^-^ "aCa'T- CIS"" S?-,:-'S t r'Po" a C arp^P" P^ab-yman ber aonta,ueS„ ^''^^nJa Se^f " But tbe P °a a Far K ^ «•" Shel "PP oatr P^'Paa- ' a;x-'^irs- ^er "err A '"S-or how ^"'"' about se»f ® aaafart-ff about ^ Notice cS!, /'"« ^way fi '^"'' ^o/cf of p_ ^^^ness -graduated ? ^^n.aco, >VB ? Mfen, to 3 for th ^ P^opQjS/^ "^^t/guarjers. '" epSS'be sCe:r"""'bm b'"', ^""'P'bufes, ^'^chZt'^'of travel con{ri5yj. 'o Po/if/ca/jj °'yects, SpAr, cor r^'cifed or / ^o'lintar ^ ^or cIec-r"^P°^^' ""uncial ren?''^'^ becau7' con,rih?I^® ^"'on of t'P'sa/, Or »»>,. ^ force • L ma ^ ^onWbudon cofldo^f'^oVn/na: Conduct not V hv ^'on -or of ^ ^s a ( MP'fiim 3?'?^^afare,??r" ffie •"id appron • ^ys of /hr. thiiop or ^ "Pproi Por, mte J b^^'nbotSn^^O by an// PPotecf o ^ refund if • '"^ostieat; eon -b ^oeie, iP.Ser-t'bee ^0 k '"•"ytlB,. bmeric.be"momfc, p„," ImT"- Sin's"* "" *'" ^'bre..,n,^_r^ • ^7 • '-.il'- �\• w •ftj? -^-.. r" T .'•>: " - ^I•'" "^- ,r' .€» Jmi. —. ' ^ •'-1 V • :J^ :• • .i-':r.:- '^y:- • •, •;.f. -••'• I •• ,•- .^, V f'"-' ^ F there's any one thing that sets a Seaferer apart from people in other professions it's a feeling of restlessness. Talk to a merchant seaman for any length of time and you usually hear that no matter how anxious they were to get home after a long spell aboard ship, after a while they're restless to be back at sea. That restlessness first took hold of Pam Monaco, AB, who graduated from the SIU's "A" Seniority Upgrading program this month, about four years ago. She'd been sitting behind a desk, eight hours a day, five days a week, since graduating from high school. But she wanted to see something of the world. And going to sea seemed to be a good way to do it. Back in 1977 Pam, now 23, didn't know much about seafar­ ing—or how to go about starting a seafaring career. Her first idea was to work on a passenger ship but, at the time, the only U.S.flag cruise vessels were the West Coast Prudential (now Delta) ships and jobs were scarce. When she wandered into the SIU hall in San Francisco, she was given an application for the entry trainee program at Piney Point. The waiting list for the HLS was pretty long, too. But in September, 1978, Pam got her acceptance notice. The four-month program went quickly for Pam. "Everything was so new to me," she said, "including being away from the West Coast for the first time." After completing the trainee program, she made her first trip as pantryman aboard a Sea-Land containership on a Far-East run. But the steward department wasn't her niche—"I've never been much of a cook," she says— and she started taking a close look at the deck and engine departments. When she switched to the deck department "I was very nervous. But I had to find out if I could dp iL" She's been working on deck ever since. She says she loves the sea as well as travelling, visiting new places, even for only a day at a time. "A lot of the oldtimers talk about the old days, when they'd be in port for a week or two," she said, noting that the new ships' usually spend no more than 12 hours in port. But to today's generation of Seafarers the fast turnaround is a matter of course KNOW YOUR RIGHTS TRiJST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters. District^are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only^upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violatiort of your shipping or .seniority rights as contained in the contracts between the Union and the employees, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: Angus "Red" Campbell Chairman, Seafarers Appeals Board 275 - 20lh Street, Brooklyn, N.V. 11215 :-fi • •-^.t'^f. • ".!• Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. .1 '••-« S? .''i' I CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sl^iv^ts and in the proper manner. If, at any time, any SIU $ ''-x. 28 ^ Pcraonals Please contact, your brother Clarence at 1935 Chene Avenue, Apt. 1603, Detroit, Ml. 48207. KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. 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 con­ tents. Any time you feel any member or officer is attempt• ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. llllllillltllllllll patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. v EDITORIAL POLICY —THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also 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 re.sponsibility for 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 circum­ stances 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 should not have been required to make such payment, this should immediately be reported to Union headquarters. EQUAL RIGHTS. All members are guaranteed equal rightis in employment and as members of the SIU. Thesfe 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 discriniinated-against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify Union headquarters. SEAFARERS POLITICAL'ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing, 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, linancial reprisal, or threat of such conduct, or as a con­ dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notifythe Seafarers Union or SPAD by certified mail within 30 days of the contribution for ihvestigatidn and appropriate action and refund, if involuntary. Sup­ port SPAD to protect and.further your economic, poli­ tical and social interests, and American trade union concepts. If at any time a member feeb that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or infor- . mation, he should immediately notil^ SIU President Frank Drozak at Headquarters by certified mail, return receipt. The addrew b 675 - 4tfa Avenue, Brooklyn, N.Y. O T • • Kp ••• ' ^ii,i • •' i- V V -• • •4,4; ,1 .M •. •' 7 • 4 ] '.4 =- - ^4^ k' 4 . i'"- i • i ''i - " j •• - • -U' -i " . • • AV' •' . " L*" . • V April 1981 / LOG /.29 lOG / April 1981 •': 4 • ff myimi ' .y'sii T Larry S. Castillo and any time in a new, unfamiliar Please contact, your sister, Modesta place is welcome. C. Vicente, at 1269 W. 26tb Street, San Pam, who's spent all her Bernardino, Calif. 92405. seatime so far on Sea-Land Patrick Joseph Hawley containerships, is looking for­ Please contact, Mel Howley, 5259 ward to shipping on different Rundleview Rd., Calgary Alta, Canada, types of vessels under SIU T1V-1J6. contract. She's also looking Clyde Krist forward to being back aboard Please contact, Minnie, Houston, ship where she doesn't have to Texas. Tel. (713) 472-0580. explain the nuts-and-bolts of Danny Romeo Dizon her job to people over and over Please contact, Sally McCants, as again. "When I'm with my friends soon as possible. Tel. (415)431-7006— who don't know anything about (415)692-5600 X4631. seafaring, I have to constantly Tom Cook explain things to them," she said. Please contact Nancy Smith, Looking back on the "A" important. (212) 663-3638—789 West Seniority^ Upgrading program. End Ave., New York, N.V. 10025. KNOW YOUR RIGHTS hiit tViio \o T Joseph Robert Dorsz Pamela Monaco Cnntirtupd frnm Page Pnop 3 ^ Continued from -.i but this is usually -.u. the case with hands of every Coast equipment must be pro­ drydock in Texas for necessary small vessels. The POET was a Guard and American Bu­ vided to the Coast Guard repairs. This same situation large ship of over 500 feet. The reau of Shipping inspector, for search and rescue op­ occurred again at Philadelphia Coast Guard also stated that to and those records should erations. just before the POET left on its make a track for the search be reviewed to determine 10) Emergency radio transmit­ fatal voyage. required five days, yet AMVER whether the violations have ters should be designed to The radio officer of the POET knew the projected route and been corrected. send out signals in all direc­ reported tha:t both the existing could have provided this infor­ 3) Inspections should include tions so that ships as well as radio equipment and the replace­ mation within an hour or two. disniantling of, selected planes will hear them. ment set on board were unsatis­ The Coast Guard said that the items of equipment and factory. It is not clear whether the area it had to search was vast, yet structural parts for inWO final points concern ship sailed after repairs were that area wa,s made even larger depth examination. how casualties are investi­ made or whether a hew set was because of the delay in starting 4)Shipping companies gated. The Coast Guard has installed. No inspection was the search. During two of those should regularly maintain adopted a rule which does not made of the equipment to be sure^ days, seas were reported up to 40 and repair their vessels, not permit unions to participate in it met federal requirements. feet and Vvinds were as much as 40 waiting for inspection time Marine Boards of Inquiry. EVen knots on the POET's scheduled to perform housekeeping though we have successfully HE search for the POET route, further enlarging the tasks. challenged this rule in coiirt, the revealed weaknesses both in potential search area. 5) The National (I^rgo Bu­ rule remains on the books. Our the shipping company's pro­ Only five days after it began, reau needs additional per­ participation in the case of the cedures and in the Coast Guard's the Coast Guard wanted to end sonnel so that a single POET's inquiry added substan­ normal search routine. The the search. At the insistence of inspector can supervise tially to the facts. This rule POET departed Philadelphia on the SIU and others, the search every step of cargo loading should be thrown out. October 24, 1980. The last was extended until November 17, and stowing. No ship The Coast Guard should also message received from the ship an additional four days. . should be allowed, out of divorce itself from conducting was at approximately 8 o'clock Several problems were re­ port in a condition made investigations of major marine vealed by this situation. that morning. dangerous by improper casualties. Because it is the For ten days the shipping First, although vessels report cargo stowing, even if the principal agency charged with company heard nothing from the to AMVER every 48 hours, the condition could be cor­ searching for and rescuing ships POET yet failed to notify the government does not require its rected once the ship leaves and mariners, to have it investi­ Coast Guard. The company's agencies to notify the Coast port. gate casualties is asking it to be operating manual required its Guard when a vessel fails to . 6) The Federal Communica­ both judge and jury. In the worst ships to report their position report. Rather, the Coast Guard tions Commission should cases, it even passes judgment on every 48 hours, but the owners of relies on the company for notifi­ be notified whenever major the actions of its own personnel the POET neglected to enforce cation. repairs or replacements are in accidents involving Coast this requirement. Second, the Coast Guard does made to radio equipment Guard vessels. A captain who served on a not consider a vessel to be so that an inspection can By law, the National Transpor­ previous voyage of the POET said overdue until it fails to reach the guarantee that the equip­ tation Safety Board investigates he was not aware of the require­ port as scheduled. Even though ment meets the commis­ major casualties in the transpor­ ment and only reported his the POET did not pass the sion's standards, tation field. It should also con­ position twice a week. Because Gibraltar Straits as planned on 7) The Coast Guard's defini­ duct investigations of maritime the company allowed its ships to November 3, the Coast Guard tion of an "overdue" vessel accidents, and the Coast Guard violate the reporting require­ did not officially consider the must be changed, so that should be called upon only to ment, it was unconcerned about POET overdue until it failed to searches for missing ships testify, not to assess blame or not hearing from the POET, even reach Egypt on November 9. can begin before scheduled conduct investigations of other Third, the Coast Guard has though there were storms and arrival at the destination participants. heavy winds and seas on the indicated that it did not have port. Our comments and observa­ POET'S route. The POET was sufficient equipment to conduct 8) AMVER should be re­ tions are derived from our also supposed to report its •this search and had to call upon quired to notify the Coast experiences with maritime cas­ position every 48 hours to the the U.S. Navy and the Canadian Guard when a vessel fails to ualties. We are testifying with the AMVER system. This was done government for assistance. report. The Coast Guard view that our comments will be Finally, the POET carried two faithfully during the six months should not have to rely productive to this Committee in prior to the POET's disap­ emergency radio transmitters solely on the shipping com­ changing existing practices so pearance. that were supposed to be acti­ pany for notification. that future maritime catastrovated automatically-upon hitting 9) Adequate and proper The POET was due to pass the phies might be prevented. Gibraltar Straits area about water. However, this type of November 3 and dock in Port equipment only transmits verti­ Said, Egypt, on November 9. cal signals so that airplanes can When it was not sighted at receive them. Other vessels were Gibraltar, the company notified unlikely to have heard the equip­ . the Coast Guard, which in turn ment. Nothing was heard from sent messages to all vessels in­ the POET. quiring whether they had seen the N the basis of this evidence, missing ship. Five days later it we believe the following sent out planes to search. Why it steps should be considered to waited five days to commence the avert a similar tragedy in the search has not been adequately future: 1)C6ast Guard inspectors explained. The search started'15 need better training, per­ days after the last message was haps augmented by experi­ received from the POET. ence aboard iperchant vessels. HE Coast Guard claims that 2) Records of outstanding ThU is thelast photo ever taken of the Poef just a few weeks before her tragic last it is not unusual for a vessel violations should be in the voyage, (photo by Charles Cheevers of Alpoca, Fla). to go unreported for several days. Pam said she enjoyed it and learned a lot about the Union x during her stay in Piney Point and New York. But as soon as she gets back to her home port of San Francisco, she'll be ready to ship out again. She's restless to be back at sea. FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examinafion each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. „ ••,!!! DroEak Attacks Coast Guard at Poet Hearings Sick of 9 to 5, Pam Monaco Went to Sea - ^ • -"l i| I.I T., •A "if' • •p-- •• / .• :• 5JJ'l- 4- . •i i lilt I'.'.: • I. jj ' ' •..ji', u,--1, I 1 �John Francis Kozar, 55, joined the SIU in 1944 in the port of New York sailing as an oiler. Brother Kozar also sailed for Cities Service and as a 3rd assistant engineer with MEBA D^trict 2. He was bom in Bethlehem, Pa. and is a resident of Taylor, Pa. :rX Walter Francis Kruszewski, 63, joined the SIU in 1944 in the port of Boston sailing as an AB. Brother Kruszewski hit the bricks in the 1961 Greater N.Y. Harbor beef. He was born in Brooklyn, N.Y, and is a resident of Uncasville, Conn. ^ Arthur Oscar Roy, 56, joined the SIU in 1945 in the port of New York sailing as a bosun. BrotherRoy also sailed during the Vietnam ^ar^He is. a veteran of the U.S. Navy in World War 11. Seafarer Roy was born in New Hampshire and is a resident o Nashua. N.H. • Pedro Saquilayan, 63, SIU in the port of New York in 1953 sailing as a chief cook and steward delegate. Brother Saquilayan sailed 35 vears. He is a veteran of the U.^. Army Air Forces in World War II. Seafarer Saquilayan is also a radio mechanic. Born in the Philippine Islands, he is a resident of Staten Island, N.Y.C. J •'f '':: I >I«v (. •s, Luis Ramon Serrano, 65, joined the SIU in the port of New York in 1955, sailing as a FOWT^ Brother • Serrano sailed 33 years. He walked the picketline in the 1965 District Council 37 strike. Seafarer Serrano is also an auto mechanic. A native of San Sebastian, P.R., he is a resident of Catano, P.R- •; • ^ --'X L 'tV" ^:V •; Lorenzo Vittorio Stirpe, 59, joined the SIU in the port of Mobile in 1960 sailing as a FOWT. Brother Stirpe sailed 39 years and also sailed during the Vietnam War. He attended the 1970 Piney Point Crew Conference No. 7. Seafarer Stirpe is a veteran^l the U.S. Navy in World War II. He was born in Rochester, N.Y. and is a resident-of Mobile. 0^ ;V; - •rf • John Arthur Waith, 64, joined the SIU in 1941 in the port of Newjork sailing as a 2nd cook. Brother Waith was born in New York City and is a resident of Trinidad, W.I. 'K 1,f \0 • Archibald Bell Jr., 52, jomed the SIU in the port of Baltimore m 1955 sailing as a chief pumpman and QMED. Brother Bell is ^ vete^ the U.S. Marine Corps m World War II He was born in Des Moines, la. and is a resident of Carson City, Nev. •1 George Burton Milburn, 57 joined , the Union in the port of 1967 sailing as a captain for Steuart Oil Transportation Co. from 1956 to 1981. Brother Milburn was bominDryden,Md.andisaresident of Tall Timbers, Md. Victorio Emanuel D'lndia, 63, joined the SIU in 1941 in the port of Boston sailing as an FOWT. Brother D'lndia was born in Boston and is a resident of Philadelphia. William Louis Ostendorf, 58, joined the Union in the PO" Baltimore in 1956 sailing as a capmm on the Tug Sandy Point from 1938 to 1981. Brother Ostendorf is a veteran of the U.S. Navy in World War II. He was born in Baltimore and is a resident of Baltimore. Luther Gadson, 56, joined the SIU in 1947 in the port of Baltimore sailing as a chief steward. Brother Gadson attended the 1970 Pmey Point Crews Conference. He is^ a . veteran of tVip the lis u.». Navy in World . War II A native of Rounds, S.L., ne is a resident oif Baltimore. Herbert Wilson Taylor, 64, joined the Union in the port of Norfolk in 1963 workingfortheUlWandCurtis Bay Towing Co. from 1937 to 198L Brother Taylor was born in and is a resident of Chesapeake, Va. • Frank Vernon Fromm, 52, jomed the SIU in 1939 in the port of Mobile lamng as a bosun^BroJher Fromm was born in Hoboken, NJ- and is a resident of Lindenhurst, L.I., N.Y. Wilbur Dean Purdy, 57, joined the SIU in 1943 in the port of Galveston sailing as a chief steward Brother Purdy was born in Louisville and is a resident of New Orleans. Eual Granger, 65, joined the SIU in the port of Shares, ^. m 1955 sailing as a recertified bosum Brother Granger graduated Recertified Bosuns Program in 976. He sailed with G&H Towing m • Seafarer Granger is a veteran of th UtS. Army. Born in Louisiana, he IS a resident of-Sulphur, La. William M. Drew, 50, JO»ned the SIU in the port of New York m 1955 Liling as a QMED. Brother Drew is a veteran of the U.S. Navy. He was born in Bangor, Me. and is a resident of Meriden, Conn. Nick Mutin, 65, joined the SIU m 1944 in the port of Boston sailing as a chief steward. Brother Mutin was born in Ohio and is a resident of Houston. Dalton Harry Morgan, 65, joined the SIU in 1944 in the port of New Orleans sailing as a deck engmeer^ Brother Morgan sailed 44 years. He is a veteran of the U.S. Army World War II. Seafarer Morgan was born in Louisville and is a resident ot Denham Springs, La. Joseph Martello, 65, SIU in 1939 in the port of New Orleans sailing as a chief el^ctnciam . Brother Martello worked on the New Orleans Shoregang m 1979. He w^ born in Italy and is a resident of , Harahan, La. DimtciBn Mrt tv Orien Wheeler, 56, joined the SIU in 1945 in the port of New Means sailing as an FOWT. Brother Wheel­ er was born in Mississippi and is a resident of Shreveport, La. s Jessie Ray Lee Cushion,65, Jomed the Union in Port A^hur, Tex^ m 1961 sailing as %P' captain for Sabine from 1953 to 1961, D.M. Picton in 1961 for Mora Towing of Texas from 1962 to 198L Brother Cushion °Vu U S.' Coast Guard m World War 11. He was born in Walden County, Fla.. and is a resident of Buna, Tex. GrciilBB FEB. 1-28,1981 John Stephen Blank lll,70, joined the Union in the port of Philadelphia in 1961 sailing as a captain for lUi from 1970 tq 1981, the Coyle Line >n 1954 and on the Great Lakes for Merritt, Chapman & Scott. Brother Blank received the AOTOS award m 1976 for a rescue while in command of the Tug Cherokee (Manner Towing) of the crew of . He was a former member of the ISU, MM&P, and ILA. Boatman Blank attended the 1978 Piney Pent Atlantic Coast Educational Confer­ ence. He is a veteran of the U .S. Navy in World War 11. Born in Winchester. Mass., he is a resident of Bellevue, 1 t •TOTAL REGISTERED C.«.c Algonac (Hdqs.). Algonac (Hdqs.). 30 21 Algonac (Hdqs.). Algondc (Hdqs.) ...••••• Totals AH Departmente Q0 TOTAtSHllWD AllCm... Ct-A CWB ci-.A CI.-B C1.-C DECK DEPARTMENT 19 15 0 0 ENGINE DEPARTMENT 13 10 0 2 STEWARD DEPARTMENT 7 3 a 1 ENTRY DEPARTMENT 0 • 0 ® e 39 28 0 11 52 15 3 35 li 6 11 9 1 59 157 72 107 20 30 ,,„,^..oiiuroai,;tprpd for shiDDingatthe port last month. Wash. . ,W- 30 I ! I •' LOG / April 1981 ' \ X X'X-' '"'r .-f,. .y-"_ �lie. . • s.-*',' J?.'"' TM" ••. 'i I n-v ' 1 [ _ V • .I"-.. '¥ ,.• '! •- / "r -V •-• -;. . \f .' Arthur Oscar Roy, 56, joined the SIU in 1945 in the port of New York sailing as a bosun. Brother Roy also sailed during the Vietnam War. He is a veteran of the U.S. Navy in World War II. Seafarer Roy was born in New Hampshire and is a resident of Nashua, N.H. /tor tMl .k •' I- t////.'/'^i: ::i • '• ':/.• " J . }•- • •c iii Eual Granger, 65, joined the SIU in the port of Lake Chares, La. in 1955 sailing as a recertified bosun. Brother Granger graduated from the Recertified Bosuns Program in 1976. He sailed with G&H Towing in 1977. Seafarer Granger is a veteran of the U.S. Army. Born in Louisiana, heisa resident oFSulphur, La. Lorenzo Viftorio Stirpe, 59, joined the SI U in the port of Mobile in 1960 sailing as a FOWT. Brother Stirpe sailed 39 years and also sailed during the Vietnam War. He attended the 1970 Piney Point Crew Conference No. 7. Seafarer Stirpe is a veteran of the U.S. Navy in World War II. He was born in Rochester, N.Y. and is a resident of Mobile. ^7 •• ^. 'V " " V 1^. • r/ • I'fli/ •/ .-. .-,'• V •• ;--:V 30'' LOG • • •• •. / ;i .•.- ,'-•" Uaalclm Reniiv GmiUB FEB. 1-28,1981 /:M""Of--' •<: Dalton Harry Morgan, 65, joined the SIU in 1944 in the port of New Orleans sailing as a deck engineer. Brother Morgan sailed 44 years. He is a veteran of the U.S. Army in World War II. Seafarer Morgan was born in Louisville and is a resident of Denham Springs, La. I Joseph Martello, 65, joined the w SIU in 1939 in the port of New Orleans sailing as a chief electrician. . Brother Martello worked on the New Orleans Shoregang in 1979. He was born in Italy and is a resident of • Harahan, La. \ Orien Wheeler, 56, joined the SIU in 1945 in the port of New Orleans sailing as an FOWT. Brother Wheel­ er was born in Mississippi and is a resident of Shreveport, La. John Stephen Blank III, 70, joined the Union in the port of Philadelphia in 1961 sailing as a captain for lOT from 1970 tq 1981, the Coyle Line in 1954 and on the Great Lakes for Merritt, Chapman & Scott. Brother Blank received the AOTOS award in 1976 for a rescue while in command of the Tug Cherokee (Mariner Towing) of the crew of Tug Eileen. He was a former member of the ISU," MM&P, and I LA. Boatman Blank attended the 1978 Piney Point Atlantic Coast Educational Confer­ ence. He is a veteran of the U.S. Navy in World War 11. Born in Winchester. Mass., he is a resident of Bellevue, Wash. y . William M. Drew, 50, joined the I SIU in the port of New York in 1955 sailing as a QMED. Brother Drew is a veteran of the U.S. Navy. He was born in Bangor, Me. and is a resident of Meriden, Conn. , •• J ^ >; .^ - ::i ^ . Wilbur Dean Purdy, 57, joined the SIU in 1943 in the port of Galveston sailing as a chief steward. Brother Purdy was born in Louisville and is a resident of New Orleans. Nick Mutin, 65, joined the SIU in 1944 in the port of Boston sailing as a chief steward. Brother Mutin was bora in Ohio and is a resident of * Houston. John Arthur Waith, 64, joined the SIU in 1941 in the port of New York sailing as a 2nd cook. Brother Waith was born in New York City and is a resident of Trinidad, W.I. s • Herbert Wilson Taylor, 64, joined the Union in the port of Norfolk in 1963 working for the UIW and Curtis Bay Towing Co. from 1937 to 1981. Brother Taylor was born in Norfolk and is a resident of Chesapeake, Va. • Frank Vernon Fromm, 52, joined the SIU in 1939 in the port of Mobile sailing as a bosun. Brother Fromm was born in Hoboken, N.J. and is a resident of Lindenhurst, L.I., N.Y. Luis Ramon Serrano, 65, joined the SIU in the port of New York in 1955, sailing as a FOWT. Brother Serrano sailed 33 years. He walked the picketline in the 1965 District Council 37 strike. Seafarer Serrano is also an auto mechanic. A native of San Sebastian, P.R., he is a resident of Catano, P.R. • •^:} • William Louis Ostendorf, 58, joined the Union in the port of Baltimore in 1956 sailing as a captain on the Tug Sandy Point from 1938 to 1981. Brother Ostendorf is a veteran of the U.S. Navy in World War II. He was born in Baltimore and is a resident of Baltimore. Luther Gadson, 56, joined the SIU in 1947 in the port of Baltimore sailing as a chief steward. Brother Gadson attended the 1970 Piney Point Crews Conference. He is a veteran of the U.S. Navy in World War II. A native of Rounds, S.C., he is a resident of Baltimore. Pedro Saquilayan, 63, joined the SIU in the port of New York in 1953 sailing as a chief cook and steward delegate. Brother Saquilayan sailed 35 years. He is a veteran of the U.S. Army Air Forces in World War II. ' Seafarer Saquilayan is also a radio mechanic. Born in the Philippine Islands, he is a resident of Staten I Island, N.Y.C. •/:4l'{. George Burton Milhurn, 57, joined the Union in the port of Norfolk in 1967 sailing as a captain for the Steuart Oil Transportation Co. from 1956 to 1981. Brother Milburn was bora in Dryden, Md. and is a resident ^ of Tall Timbers, Md. Victorio Emanuel D'IndIa, 63, joined the SIU in 1941 in the port of Boston sailing as an FOWT. Brother D'India was bora in Boston and is a resident of Philadelphia. V ^iiflp Jessie Ray Lee Cushion,65, joined the Union in Port Arthur, Tex. in 1961 sailing as a mate, pilot and captain for Sabine from 1953 to 1961, D.M. Picton in 1961 and for Moran Towing of Texas from 1962 to 1981. Brother Cushion is a veteran of the U.S. Coast Guard in World War II. He was born in Walden County, Fla.. and is a resident of Buna, Tex. Archibald Bell Jr., 52, joined the SIU in the port of Baltimore in 1955 sailing as a chief pumpman and QMED. Brother Bell is a veteran of the U.S. Marine Corps in World War II. He was born in Des Moines, la. and is a resident of Carson City, Nev. Walter Francis Kruszewski, 63, joined the SIU in 1944 in the port of Boston sailing as an AB. Brother Kruszewski hit the bricks in the 1961 Greater N.Y. Harbor beef. He was born in Brooklyn, N.Y. and is a resident of Uncasville, Conn. ^ .''I •L'yaAl-- • ^ ^ •..--..^l • f :• .1^'i 'I f' V.l' *T0TAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C '•REGISTERED ONBEACH All Groups aassA Class B Class C DECK DEPARTMENT Aigonac (Hdqs.) 30 19 15 0 52 15 3 0 35 li 6 0 11 9 1 0 59 157 ENGINE DEPARTMENT Algonac (Hdqs.) 2I 13 10 STEWARD DEPARTMENT Aigonac (Hdqs.)„. .-..vV. ..7^. 4 7 3 ENTRY DEPARTMENT Algona: (Hdqs.) Totals All Departments 31 / 45 65 0.0 72 107 ing atthe port last month. ! Beach" means the total number of r men registered at the portat the end of last month 20 30 'Shanghaied - • • •:?t' Chapter 1 work. Hell, they won't even work in the rain let alone a snow-storm. So by Saki Jack Dolan we just laid there waiting for the Actually, I have never been storm to slow down. It finally did shanghaied literally but, between after about six days. Then the [ly friends Joe Di Giorgio and Ed longshoremen came aboard one iMooney, I have come about as close day and go out on strike! They |to being "shanghaied" as one can refused to return until Kulukundis [here in this country legally. put their wages in the local bank in In the winter of 1962, November escrow. This took several days of Ito be exact, I was at the Union Hall negotiating before they finally lin Brooklyn to pick up my vacation started loading. I check when I see my old pal Ed 1 didn't mind that at all, as 1 had iMooney working the counter. He been in Montreal and knew it was a I spots me at the same time and great port to be in, if you had dough, meanders over and says: "Saki Jack, and 1 had a pocket full. One of the meet me in Joe DiOiorgio's office in officials from New York flew up and [ five minutes, it's very important." talked the crew into taking the ship I should have said no, and got the as far as Halifax. Myself and several hell out of there. But then I never members that were not married at I was known for the smarts or liad the time volunteered to stay with the enough sense to get in out of the ship till the end of voyage. There rain, so I go up to Joe's office. were only about eight of us, all out Joe greets me with: "Saki, you ole of Baltimore except me. The Bosunson of a gun—Mooney and I were Dayman was Tom Pons; Hoganjust talking about you." Well, in OS, a Wiper called 'Squirrel', the about ten minutes between Ed and Chief Cook (Mother Ringo), and Joe, old Saki Jack is on the way three others. The Captain was John home to get his gear with a plane "Sacki" Jack Dolan Horan out of New York and a real ticket to Toledo, Ohio. fine man. The Chief Engineer was line of Blarney that would make a It seems there was a converted named Singleterry—out of New Leprechaun happy. T-2 tanker up on the Lakes loaded York (more about him later). We finally got enough money to with Marshall Plan junk heading for After much yaking on the phone pay the tugs to take us to a dock and the Persian Gulf. The Chief Steward by the SIU Patrolman with we were only a block from the had just quit, and I was elected to Kulukundis in New York, the Halifax Railway Station. The Cap­ make the trip. The agent in Toledo company finally sent enough money tain called a meeting and read a wire met me at the airport and took me to to get us cleared out of Montreal for from Kulukundis stating we would the ship. It was the first time I ever Halifax just before Xmas. We made not be sailing for about a month, saw a T-2 tanter converted into a for Halifax (my favorite port in the and they had no money to send us. cargo ship. It looked to me like an world at the time). Well, ^lieve me, This was great news, what with all old Liberty Ship with a bellyache. the word was all over the world by hands broke but for a few of us, and The name of the scow was the SS now that Kulukundis Company was two days before Xmas! Bridgehampton. It had just been going broke. So when we anchored, An Isthmian scow came in port taken over by Kulukundis, who was the Captain called in for a water-taxi and they sent the Ship's Delegate to at the time very short of funds. It was to go ashore and find out what the our ship. They had heard all about tough to get anyone to take Kulu­ hell the score was. The water-taxis our trouble and invited all hands up kundis ships in those days as you stayed about ten feet off the gang­ to the Peppermint Lounge for a were not guaranteed anything, no way, and would not come an inch party New Year's Eve. Well, natur­ allotments, pay, draws, nothing. closer until you showed. CASH ally with all hands being broke, this When I got aboard, I found out MONEY (even the Captain could was just fine with us. But we from the Steward, a fellow named not get credit). cele'brated Xmas on our own ship. Walsh out of Baltimore, that most of The next day all the crew quit You cannot believe how wonder­ the crew were riding it to Halifax except a few of us and the Officers ful the people of Halifax treated us and quitting. The inland locks were (who agreed to stay for the trip). SI U when they fouiid out about our about ready to close for the Winter Headquarters told us they could not dilema. Luckily we had taken on season, and we had to get out by get anyone to take the ship, so we stores in Montreal, and I had Christmas, or spend The Winter went ashore to see the Canadian SIU ordered everything (and Mother iced-in on the Great Lakes. Agent, and American Consul about Ringo was an excellent cook). My After taking on stores, we weighed signing on Canadian seamen. It all gang got together and we decorated anchor and made for Montreal. We got straightened but, and we had the Salon and Crew Mess just like on were the last ship through the locks, almost a full Canuck crew. And the Delta Passenger Ships out of believe me they were damn good New Orleans. 1 had a few hundred and as we went through each lock, they closed them behind us for the friendly seamen, well liked by all bucks with me (but told no one). So, Winter. I went ashore ai)d bought all kinds hands. We elected our Dayman Tom of balloons and decorations for the The last lock is just in Montreal Pons as Ship's Delegate, and there ship.(l put in plenty of OT, and city limits, and it was snowing as never was any better. There were collected it all later on). we eased through about the middle always plenty of beefs. Tom would of December. We had a grand time. I and Hogan the OS got bombed, and Hogan hit We tied up late in the afternoon dress up like he was going to Church and would borrow my briefcase, me in the mouth wilh a metal and everyone took off for shore. It pitcher. 1 had to go get about ten was really snowing hard. On the' and you would swear he was a Philadelphia lawyer going to try a stitches in my lip. It really was a dock was a load of Jeeps and trucks we were to load next day. Well, this murder trial. He really was good. He grand Xmas and all hands were really happy as you can be away did not happen. The snow turned conned the Mate for more days off into a real lolapaloosa. By daylight to go ashore on Union business than from your loved ones on Xmas Day. 1 came back from the hospital and the snow was three feet deep and any delegate on any ship 1 was ever Hogan shook hands and off we went still coming down. You know damn on. Believe me, I've seen the best. Tom had personality, charm, and a to town to get bombed again well the longshoremen would not together. All in all it was a fine Xmas. I had money in the bank in Brooklyn, and went to the Bank of Canada and sent for $500. 1 came back to the ship and was up in my foc'sl when the gangway-watch came for me at about 4:30. He says: "Saki-Jack, there's a Police launch along-side looking for you." 1 wondered what the hell the Police wanted with me in Canada as 1 couldn't remember getting in trouble uptown the night before. Well, it seems the bank was ready to close and called the Harbor Police and told them to hurry and get me to the bank as my money was there. They took me aboard and rushed me to the bank which was right on the waterfront (this is what you call' Canadian Hospitality). There was a Chinese restaurant across from the RR station that had two work-shifts with about ten girls on each shift. All hands loved this and everyone had a girlfriend within a day or two. And you really must see to believe how wonderful these Canadian girls treated us (all hands were broke), we went and met our girl after her shift at the restaurant and went to a pub, and usually to a 'speak' (there are plenty in Canada) and drank till we had to go aboard to work. The girls never said no about anything. This port was paradise for a.free and easy seaman. Halifax and about any port in Canada was always great in my book, as 1 had been in most of them on ships many times. All the crew were happy about Halifax and some even returned to marry Canadian girls and bring them home. New Year's Eve all hands werit up to the Peppermint Lounge with their gals in tow. The crew off the Isthmian ship in port had made a deal with the owner that we could have anything we wanted and they would pay for it. We all had a grand time~*and all hands got bombed. Naturally we ended up in a real great donnybrookiand we really wrecked the joint, The Fuzz,came and half the crew from both ships ended up in the clink. Next day we had to get the American Consul to get everyone out. The owner came to the ship with his lawyer, and gave the Captain a nice bijl to be paid before we could sail. The old man paid it and asked: "Did all hands have a good time?" Just a few days later the Captain got word we would get the money to sail to Port Said immediately. We sailed with the tide next morning, and after just one and a half days at sea the ship caught fire, and ihe crew could not put it out. In Chapter 2, I'll tell all about a real raging fire at sea, and how cfter three days we, with the help of several Canadian Corvettes man­ aged to put it out, and get back to Halifax. /April 1981 ' •• • , •-ft,'VJSWiiy III I H /•• ifr W'" :iV' ^7 .1 A''~' John Francis Kozar, 55, joined the SIU in 1944 in the port of New York sailing as an oiler. Brother Kozar also sailed for Cities Service and as a 3rd assistant engineer with MEBA Dis­ trict 2. He was bom in Bethlehem, Pa. and is a resident of Jaylor, Pa. - " •CSTBI , .">7 •i"^- • if _ i. •• 7" Appi 1981 / LOG 31 I- 1 '.v. 'IS. V'l -'A : V. • :l' • '« , Jl-- 7 ,v" • ' 7, • • /J • •7)1 " iL' �VT • 'it.-,: '••\.v" i:#': THIS INDUSTRY IS GOING PLACES DON'T MISS THE BOAT The Transportation Institute Towboat Operator Scholarship Program is being of-, fered again at the Seafarers Harry Lundeberg School of Seamanship on June 22 through August 6. It's the best deal in the country for Boatmen who want to get ahead: HOI STON, TEX. Archer & Peterson Americana Building '81! Dallas Street Houston. Texas 77002 * . Tele. #(71.1) 659-4455 DON'T DELAY See your SlU Representative for more details. Towboat Operator Regular Course is scheduled for May 11 through July 2. Dispatchers Report for Inland Waters FEB. 1-28,1981 *TOTAL REGISTERED •h TOTAL SHIPPED All Groups Class A Class B ClassC ^ Port .;. ........... •.... ..... ...I;.. Tampa Mobile NewOrleans. Jacksonville . — 0 0 0 3 0 ^ .... Wilmington Seattle Puerto Rico Houston..... PortArthur 0 0 0 3 0 1 0 2 .1 —. - San Francisco ; - 0 .. . 0 0 0 0 2 0 4 6 3 0 5 .2 5 0 0 1 4 3 7 6 0.0 0 0 3 18 Totals . 0 2 0 Algonac St. Louis...: Piney Point Paducah 0 6 0 32 32 62 Tampa 0' 0 0 •. • 1 ...; Mobile NewOrleans Jacksonville • —•. San Francisco.. Wilmington Seattle Puerto Rico 1 PortArthur., ..Algonac St. Louis,....; PineyPoirit Paducah., Totals 0 ,0 0. • 1 ' 0 0 0 0 3 15 ' 2 0 0 3 - 32 13 0 0 0 7 0 9 0 4 2 3 1 3 4 0 4-0 , - 0 0 0 0 2 0 6 0 11 3 0 14 0 4 0 12 42 6 8 10 14 9 95 53 0.0 0 0 0 0 6 2- "1 2 1 0 212 0 0 0 2 ' 0 3 O O 6 5 1 0 92 0 14 -0 57 124 0 0 0 0 0 0. 0. 0 1 - 1 0 0 0 .7 ...: .r Norfolk- Tampa .- Mobile San Francisco... 0 0 0 0 0 0 0 0-0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.0 . 0 0 1 0 0 0 1 0 ' 0 2 - 0. 0 0 0 0 0 0 1 1 0 1 0- 0 .'0-- 0 0 0 -. 0 0 1 2 ' 1 2 01 '2 0 0 0 0 1 0 0 0 0 2 O-O 0 0 0 0 0 0 0 1 0 1. 0 0 0 0 0 1 0 0 0 0 0 1 8 1 0 0 0 14 2 13 STEWARD DEPARTMENT Baltimore NewOrleans Jacksonville 0 0 0 0 • 0 1 O 0 . 0 0 0:0 0, 6 0 00 0 . 0 1 0 0 0 0 0 0 0 0 0' 1 10.1 • -1 . .O.1 • • 0 • 0 o 0 0 ' Boston NewYork Philadelphia... .- * .«... . 0 0. 0 0 0 0 0 0 0. 0 0 0 0 0 ; -. Seattle Puerto.Rico Houston PortArthur., Algonac V St.Louis .0 0 .' O .1 Wilmington 4- 0' 1 0 0 1 0 0 0 0 00 0 0 0 0 Paducah i -9 1 Totals All Departments.... 55 33 Totals ;...... : ....; 1 8 0 0 0 0 0 0 0 0 Piney Point 1 0 •• 1 0• . 0 1. - . o' 0 0 0 0 O 0 0. O- 0 0 . - 0 2 0 0 0 0 0 0 0 0- 0 0 • 0 0 0 0 0 O" 0 0 0,0 -0 1 • 0 2 6 0 -5 0 0 75 39 14 1 32 / LOG / April 1981 0 0-0 0 . 0 Q 0 0 0 1 0 -0 " .0 0 0 0 0 2'2 0 • 0 00 ' • 0 0 1 0 1 0 0 0 0-0 0 0 ,0 0 0 0 0 0 • 3 ' 0 '31 0 0 0 * 0 0 0 0 0 -1 0 1 0 0 O 1 10 0 11 113 "56 1 . . 0 '-0 -3' 0* 0 0 " 0 0 0 0 l" 0 1 •'TTotal Registered" means the number of men who actualiyregistered for shipping at the port last month."^'RegisteredontheBeach"meansthetotalnumberofmenregisteredattheportattheendof lastmonth. \ < 0 0 0 6 0 2 0 1 0 1 0 0 Port a 1 0 2 3 3 0 " 0 0 0 0 C "....... Houston , 'l 0 0 0 0 ' 0 ENGINE DEPARTMENT Boston NewYork. Philadelphia..., Baltimore • 0 0 0 0 0 0 0 1 0 1 0 0 4 5 3 0 40 41 0 0 00 0 .0 Port Norfolk All Groups Class A Class B Class C TAiViPA, FLA. Kamijton & Douglas. P.A. 2620 W. Kennedy Blvd. Tampa. Florida 3.1609 Tele. #(81.1) 879-9482 SAN FRANCISCO, CALIF. John Paul Jennings, Henning, Walsh & Ritchie 100 Bush Street, Suite 440 San frahcisco. California 94104 Tele. #(415) 981-4400 DECK DEPARTMENT Boston NewYork Philadelphia Baltimore Norfolk "srv ''REGISTERED ON BEACH All Groups Class A Class B Class C hi the event that any SlU nwinhers have lesjal problems- in the various ports, a list of attorneys whom they ean eonsult is heittti pithlished. The mem­ ber need not choo.se the recommended attorneys and this list is intended only for iniorntational purposes: NKW VOKK. N.V. Schulman & ,-\barbanei .^50 Filth Avenue » New York. N.V. 1000! I ele. -(212) .."^79-9200 BAI.TI.MORK, .MD. Kaplan. Heyinan. (ireenberg. F.ngelman & Beigrad Sun i.ile Building • Charles & Redwood Streets Baltimore. Maryland 21201 - Tele. «(.101) 5.19-6967 li>- "% Legal'Aid 0 0 1 2 0 0 8 15 152 • Philip Weltin. Esq. Weltin & Van Dam No. 1 Ecker Bid. San Francisco. Calif: 94105 Tele.#(415) 777-4500 ST. LOLUS, IViO. Gruenberg & Sounders 721 Olive Street St. Louis. Missouri 63101 Tele. #(.114) 231-7440 NEW ORLEANS, LA. Barker. Boudreaux. Lamy. Gardner & Foley 1400 Richards Building 837 Gravier Street New Orleans. Louisiana 70112 Tele. #(504) 586-9395 LOS ANGELES, CALIF. Fogel. .lulber. Reinhardt & Rothschild 5900 Wilshire Boulevard Los Angeles. California 900.16 Tele. #(213) 937-6250 MOBILE, ALA. Simon &. Wood 1010 Van Antwerp Building Mobile. Alabama 36602 . . T ele. #(205) 43.1-4904 • DETROIT, MK H. Victor (i. Hanson 19268 Cirand River A.\enuc Detroit. Michigan 48822 ' Tele. #(313) 532-1220* ' . GLOlTESTER; MASS. . Orlando & White T wo Main Street Ciloucester. .Massachusetts 019.10 Tele. #(6L7) 283-8 loO ' "SEATTLE, WASH. Vaqce. Da\ic.s. Roberts. Reid & .Anderson TOO West Harrison Pla/a • . ,r Seattle. Washington 98119 T ele. #(206V 28.5-.1610 ( UK AGO. ILL. , Kat/ & Eriedman 7 South Dearborn Street Chicagt). Illinois 60603 T ele. ii(.112) 26.1-63.10 • . -...i T C p .<* A -J-. �\ > .a-- -i-. ^••^;ta.-.-^^V.-- -.v.if^''^l| miirn I'l ' iS'Ci-r In the event that any SlU nicmher.s have lcf;al problems in the various ports, a list oi attorneys whom they ean consult is .heiii!^ puhlisheif. The mem­ ber need not choo.se the recommended attorneys and this list is intended only for inionnational purposes: NKW VOKK, N.V. Schulman & .Abarbanel .150 Filth .Avenue • • New York. N.V. 10001 Tele. 212) ..''79-9200 The Transportation Institute Towboat Operator Scholarship Program is being of-, fered again at the Seafarers Harry Lundeberg School of Seamanship on June 22 through August 6. It's the best deal in the country for Boatmen who want to get ahead: BALTIMORE, .MD. Kaplan. Heyman. (ireenberg. Engelman & Beigrad .Sun Life Building • Charles & Redwood Streets Baltimore. Maryland 21201 ~ Tele. #(.101) 5.19-6967 HOI SIGN, TEX. Archer & Peterson Americana Building '8! I Dallas .Street Houston. Te.xa.s 77002 • . Tele. #(71.1) 659-4455 DON'T DELAY See your SlU Representative for more details. TAMPA, FLA. Kamijton & Douglas. P.A. 2620 W. Kennedy Blvd. Tampa. Florida 3.1609 Tele. #(81.1) 879-9482 ^SAN FRANCISCO, CALIF. John Paul Jennings, Henning, Walsh & Ritchie 100 Bush Street, Suite 440 San Frahcisco. California 94I04| Tele. #(415) 981-4400 Towboat Operator Regular Course is scheduled for May 11 through July 2. Dispatchers Report for Inland Waters FEB. 1-28,1981 •TOTAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Boston .• New York Philadelphia Baltimore Norfolk Tampa Mobile •S:^; New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis ...; Piney Point Paducah Totals Boston New York Philadelphia Baltimore Norfolk • Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston : Port Arthur......... Algonac '. St. Louis Piney Point Paducah.. Totals •f. '• ' i'T' V :J:- 0 0 0 0 0 3 0 5 .2 0 0 1 •I 7 6 0 6 0 32 62 . V I/ 0 0 0 0 0 0 0 1 0 0 3 0 0 3 15 0 6 2 2 32 0 0 0 0 0 1 0 2 3 0 1 0 0 > 2 0 0 2 1 1 13 0 0 0 0 0 2 0 1 0 0 0 0 0 0 3 0 1 0 2 9 0 0 0 6 0 9 0 4 2 0 4 0 0 12 42 0 6 1 9 95 . 0 0 0 7 0 3 1 3 4 0 14 0 0 6 8 0 5 0 2 53 0 0 0 2 0 - 6 0 11 3 0 4 0 3 10 14 0 14 0 57 124 0 0 0. 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 1 2 0 .0 0 1 0 1 0 1 2 0 2 0 0 1 1 0 0 0 4 13 • 0 0 0 1 (T 1 0 0 1 0 0 0 . •0 1 •1 0 • .1 0 0. 6 0 •§0' 0 0 0 0' 0 0 §; 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 1 1 0 1 0 0 1 1 0 0 0 0 7 0 0 0 0 0 0 0 0 0 0 0 0 . 0 1 0 0 1 0 0 2 0 0 0 0 0 0 0 0 0 0 1 0 00 0 0 • 00 0 0 0 0 0 » . 0 0 0 0 0 . 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 0 1 0 1 2 0 0 0 0 . 0 2 0 0 0 1 8 0 • • NEW ORLEANS, LA. Barker. Boudreau.x. Lamy. Gardner & Foley 1400 Richards Building 837 Gravier Street New Orleans. Louisiana 70112 Tele. #(504) 586-9395 LOS ANGELES, CALIF. Fogel. .lulber. Reinhardt & Rothschild 5900 Wilshire Boulevard l.os Angeles. California 90036 Tele. #(213) 937-6250 •0 0 0 1 0 4 • 0 • 1 0 0 0 0 0 0 0 0 0 1 1 . 8 Totals All Departments.... 55 a 0. 0 0 0 0 0 0 1 0 0 00 0 0 0 0 1 0 1 33 0 0 0 0 0 0 0 1 0 •. 0 .1 0 • 0 2 • 0 00 2 6 75 0 0 0. 0 0. 2 0 0 0 .0 0 0 0 0 2 00 1 0 5 39 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1 0 0 0 - 0 0 0 • 0 1 0 0 0 0 0 0 0 0 0 0 0 1 14 n 0 0 0 1 • 0 • 3 0 • • 3 0 . 0 0 • 0 0 0 •1 0 1 0 1 10 113 0 0 0 • 0 0 0 1 . 0 0 0 0• 0 0 0 0 0 • : 0 0 1 . Q 0 0 0 0; 1 0 . 0 .0 0. • 3 0 0 1 2 0 0 0 8 15 : 56 152 0 '•'Total Registered" means the number of men who actually-registered for shipping at the port last month • ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. Chicken may be an economical buy in these times of soaring food costs but the AFL-CIO says Per­ due poultry products, are too costly at any price. During their recent mid-winter meeting in Bal Harbour, Fla., the AFL-CIO Executive Council urged union members to boycott the famous fowl until Perdue "ceases its unfair and illegal anti­ union behavior." The Executive, Council's action was an official sanction of the boycott against Perdue launched by the United Food & Commercial Workers Union last September. In their boycott statement the Executive Council grilled Perdue for a policy of "ruthless anti­ union tactics" which have interferred with "every effort of its 6,000 employees to exercise their rights to union representation." The Council further scored barnyard bigwig Perdue for run­ ning "a campaign to destroy trade unionism in the American poultry industry." Perdue's union-busting tactics included purchasing several unioncontracted processing plants, closing them for "modernization" and re-opening the factories non­ union. In addition, the chicken company fired 57 union sup­ porters during av UFCW organiz­ ing drive at a processing plant in Accomac, Va., last year. Those discharges fired the un­ fair labor practice strike at the Accomac plant which is now in its seventh month. And when those 57 workers were "permanently replaced" by.the company unf^r labor practice charges were filed I. i e with the National Labor Rela­ planning stages. Meanwhile, the tions Board. Hearings on the .federation has pledged its active charges will begin next month. support for the UFCW boycott A national campaign to alert until Perdue stops feathering his consumers about the AFL-CIO nest at the expense of union boycott against Perdue is in the "workers. 1? : ? V'ft ^ 'Lf = '"v Monthly Membership Meetings Port New York ... ..i. Philadelphia .... Baltimore ' • •• • • Norfolk Jacksonville ti.. • • • • Algonac . w .. Houston .... .... New Orleans .... • • . . Mobile San Francisco .., • • • . Wilmington .... Seattle .• • • Piney Point ..... .... San Juan ....... Columbus .. Chicago Port Arthur St. I.ouis ....... • • • • Cleveland •• •. Honolulu .. .. Date Deep Sea Lakes, inland Waters 2;.1()p.m :.— May 4 May 5 .... i 2;.10p.m. May 6 2:.10p.m. .., May 7 ...,, 9;30a.m May 7 2:00 p.m. May 8 ..... 2:.10p.m. ... ; May II ..... 2:.10p.m. ....". May 12 2:30 p.m May 1.1 2:.10p.fn. 2:.10p.m , May 14 ...... 2:.10p.m. . Mav 18 ........ 2:30p.m. May 22 .I0:.10a.m. .......... May 9 ...... .. May 7 2:.10p.m ,.. May 16 May 12 .X^2:.10p.m May 12 ...... 2:.104i.m. ...; May 15 ...... -• •• May 14 ...... 2:.10p.m. •• May 14 ...... UiW 7:00 p.m. 7:00 p.m. 7:00p.m. 7:00 p.m. ~ 7:00 p.m. 7:00 p.m. 1:00 p.m. SupSrchlcken kicked off a boycott of Perdue poultry jn front of a suburban Maryland grocery store. The United Food and Commercial Workers has charged Perdue with unfair labor practices In closing plants and Intimidating workers to fight unionization. From left to right are; Mike Fusco, UFCW Local 400 business agent (Superchlcken); Dave Laws, secretarytreasurer, Local 400; Local 400 President Tom McNutt and Tom Bradley, president of Maryland-D.C. AFL-CIO. f • -- iV' - Norberto Pineda Please contact, your wife, as soon as possible, urgent! Leroy Drew Please contact, your daughter, Wanda E. Hall, 15300 Waterloo #28, Houston, Texas 77053. Tel. (713) 4342921. Anyone who would have any information please call collect. MOBILE, ALA. Simon & Wood 1010 Van .Antwerp Building Mobile. .Alabama 36602 . . l ele. #(205) 43.1-4904 • DETROIT, MIC H. Victor (i. Hanson 19268 (irand Ri\er A,\cnuc Detroit. Michigan 48822 . ' lele. #(313) 532-1220' ' STEWARD DEPARTMENT Boston New York Philadelphia .. Baltimore..... Norfolk.... 1... Tampa Mobile New Orleans .. Jacksonville .. San Francisco. Wilmington ... Seattle Puerto.Rico :.. Houston Port Arthur.... Algonac '. St. Louis Piney Point ... Paducah Totals Philip Weltin. Esq. Weltin & Van Dam No. 1 Ecker Bid. .San Francisco. Calif. 94105 Tele.#(415) 777-4.500 ST. LOUIS, Mo. Gruenberg & Sounders 721 Olive Street St. Louis. Missouri 63101 Tele. #(314) 231-7440 ENGINE DEPARTMENT Port li-r4f • .T«. • »** . :... 0 0 0 3 0 2 0 4 6 0 5 0 0 4 3 0 5 0 0 32 Port • .4 JX .: 0 0 0 3 0 1. 0 2 .1 0 2 0 0 3 18 04 3 4 41 Yoke's on Frank Perdue, AFL'CIO Calls National Boycott Legal Aid THIS INDUSTRY IS GOING PLACES DON'T MISS THE BOAT ;1 Steven J. Argay Please contact, your friend, Chris D. Johnson at Box 791, Southold, N.Y. 11971. All Seafarers GLOl C E.STER.- .MA.S.S. , Orlando White Two Main Street Gloucester. Massachusetts 019.1()| lele. ff(6L7) 28.1-81U0 • SEATTLE, WASH. Vaf]ce. Da\ies. Roberts. Rcid & .Anderson 100 West Harrison Pla/a • Seattle. Washington 98119 l ele. #f206V 28-5-3610 ( HK AGO. ILL. Kat/ & Friedman 7 South Dearborn Street Chicago. Illinois 60603 . lele. Ji(312) 26.1-63.10 Capi. Julius Moore asks that he he contacted by any Seafarer who knows the whereabouts of the 1977 Green Camaro auto with Virginia License plates that was owned by the late Douglas P. Moore. Capt. Moore can he telephoned collect at (703) 635-2772. Engineer Scholarship Program Get in on the Diesel Engineer Scholarship Program, Apply for the course soon. Take and pass the pre-test at your local Union Hall and you can be scheduled for the course beginning June 22. SHLSS offers four Diesel Scholarship and Diesel Regular courses a year. The last class is scheduled for October. Sign Up Today! Ray Fuller Please contact, Mrs. P. O'Donnell, c/o Meehan, 2 Sehago Road, Carmel, N.V. 10512. •Mf: : For more information contact SHLSS or your SIC! Representative. 32 / LOG / April 1981 April 1981 / LOG / 33 . . 'M,: I'Asf. y- . f I, .i- * ' . f — I'iii^miiwiiSil^iiii'iiiiI „ r-, i" r'^ • . . • C r'd 'i f ' •' tr •' msr •X -• •','iiTrA'i/."A . "T •* ,'1 y �•'^^-- ;S.: --y s ' J «lll WorWnfl- on It C Coast Guard ts s .^1-^ ILS. Goasi 0®.;,ttodm _._r,n(iings .The U.S. Coast formulating ns toP ^^ ,„ss of the again. Hawaiian " ^ ^nmpauy. r.uard for ft^jCpanV-H^J^tSrd notify the ^ „ ,n s'^"»r -"" •Ti'~i -; '.S..»» vi -»•s" including 2'* ® 1980 wdh a Pt'JSro tons of corn for bXre starting a ^«^%ugh very ''^'^'^''.^bsoiutelV tto eln^ thorough,^ ..,«ckage ' -iBssirBr-Ss \ve pubiisEed^^^Xrers. Since then, m '" the He had beett a •W |||P|P| - X)own .(IS -til' fftHABtt/r^ 'w «K b«n^ because «e "J!^re you te goittg^ ^here he's gotne ngth " -"T - ronter Z IV \1 ^.v """'"'bUndly travel a „„,her man ^ at the AinoboVtc and counseling p a six-w®®^ \ i Kehablllta^;C^-U c.-.®-''-*'"'' 1 records yi« he It P^ Center. \ anywhere except Booh No. . \ \ ^ ]Slame • • • \ \ \ " • (City) Address • • '^^treet or llFEO Telephone •i-H :'• V ••11 ' 1 \ 1 w\ ^53.AC Mail to: THE Star Ron*® 20692 Vattey E®®' , jfe j) 994-00 J 0 orcall,24hours-a'd^^^^^^^^^. 1- ga / LOG / APti"®®' �iir- 4-™=iasaasissssmfe — M «5.s=sssier,gj:_.-sii -1, Coast Guard Still Worldng On Poet Investigation Report : -The U.S. Coast Guard is still formulating its report on its findings on the investigation of the loss of the SS Poet. The report will be pub­ lished this summer. The Poet, with a crew of 34 including 24 SIU members, left Philadelphia Oct. 24, 1980 with a load of 13,000 tons of corn for Port -J r'r'ri •t" -C Carrl Goff was AB on the Poet Said, Egypt. She was never heard from again. The company. Hawaiian Eugenia, did not notify the Coast Guard for 10 days that they had not been in contact with, the ship. The Coast Guard then delayed for five days before starting a search. The belated search, though very thorough, found absolutely no clues of the Poet'.s fate. No wreckage of any kind was spotted. In the December issue of the Log, we published the photos of all but two of the lost Seafarers. Since then, the wife of one of these members, Carl Goff, has sent her husband's photo for publication. Brother Goff was sailing as AB on the Poet when she left Philadelphia on the tragic voyagei He had been a member of the SIU since 1973, and was a resident of Warren, R.I. He is survived by his wife, Hilda, and three daughters, Cynthia, Barbara ancT Paula. Robert Leake DEEP SEA Help Your Brother Down the Road to Sobriety gjeeing a blind nwn walk down a street makes the rest of US thankful for our sight. Perfect strangers, as well as friends, don't hesitate to offer a guiding arm to the blind because we all think it must be a terrible thing to be unable to see where you're going. An alcoholic can't see where he's going either, only alcoholics don't have friends. Because a friend wouldn't let another man blindly travel a course that has to lead fo the destruction of his health, his job and his family. And that's where an alcoholic is headed. Helping a fellow Seafarer who has a drinking problem is just as easy—and just as important—as steering a blind maR across a street. All you have to do is take that Seafarer by the arm and guide him to the Union's Alcoholic Rehabilitation Center in Valley Lee, Md. Once he's there, an alcoholic SIU member will receive the care and counseling he needs. And heU get the support of brother SIU members who are fighting the same tough battle he is back to a healthy, productive alcohol-free life. The road back to sobriety is a long one for an alcoholic. But because of ARC, an alcoholic SIU member doesn't have to travel the distance alone. And by guiding a brother Seafarer in the direction of the Rehab Center, you II be showing him that the first step back to recovery is only an arm's length away. m •ti - Alcoholic Rehqbilitation Center if ^ Seafarer Rob­ ert Leake, 26, graduated from the HLS in 1978. He upgraded to AB in 1980. Brother Leake sailed on the LNG Capricorn (Energy Trans­ port) as an OS. And he has the LNG all ratings, CPR, first aid, lifeboat and firefighting endorsements. Leake lives in Hazlet, N.J. and ships out of the port of New York. Li/ L.' Seafarer Hugh O'Boyle, (S.D.I.) 22, graduated from the HLS in 1979. Brother O'Boyle got his oiler ticket in the port of New York. He holds the CPR, fire fighting and lifeboat documents. O'Boyle lives in the Sunset District of the port of San Francisco and shall ship out of that port. I Michael Houlihan ; f-f j Name .. I I Book No. I Address I I (Street or RFD) (City) I Seafarer Michael Houli­ han, 25, is a 1977 graduate of the HLSS. He now sails as an AB. Brother Houli­ han upgraded to AB in 1979. He earned his firefighting, lifeboat and CPR endorse­ ments. Houlihan ships out of the port of Philadelphia. .* • • '.p'P (State)," ^^(Zip) 1 Telephone No. ..., I I Mail to: THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 f'J. Bob Senaz Seafarer Al­ exander Cali­ mer, 20, was graduated 1^ the HLS in 1978. He upgraded to FOWT the same year in the port of New York. Brother Calimer was born in Baltimore and lives and ships out of the port of Seattle. Seafarer Mark Williams, 23, is a 1975 graduate of the HLSS Trainee Pro­ gram. He up­ graded to fireman-watertender (FOWT) in 1978. Brother Williams holds the CPR, lifeboat and firefighting tickets. Williams ships out of the port of Baltimore. Seafarer Bob Senaz, 23, grad­ uated from Pi­ ney Point in 1979, Brother Senaz upgraded to 3rd cook there in 1980. He has the firefighting, lifeboat and CPR endorsehients. Senaz lives in Queens, New York and ships out of the port of New York. or call, 24 hours-a-day, (^l) 904-00JO Seafarer Rob­ ert Pagan Jr., is a 1977 graduate of Piney Point. Brother Pagan upgraded to AB last year. He has the CPR, life­ boat and fire­ fighting tickets. Pagan lives one block from the SIU Headquarters in Brooklyn, N.Y. and ships out of the port of New York. Ogden ChaEBengef Committee Recertified Bosun Richard "Blacky" Thoe (seated) ship's chairman of.the ST Odgen Challenger (Ogden Marine) gives us the wink at a payoff recently,at the Exxon Dock, Bayway, N.J. With him are part of the Ship's Committee and a crewmember of (1. to r.) Chief Steward Tony De Boissiere^ secretary-reporter; Ramon Ilia of the deck department and Chief Cook William Karpiak, steward delegate. Responsibility. Respect. And more money, too. THEY'RE THE THINGS YOU EARN WHEN YOU'RE THE CHIEF PUMPMAN. Seafarer Tim­ othy L. Smith, 26, graduated from Piney Point in 1978. Brother Smith upgraded to AB in 1979. He has the CPR, fire­ fighting and life­ boat tickets. Smith was born in Portland, Ore. And he ships out of the port of Seattle. You're an SIU Seafarerthe most professional maritime worker in the world. Sign up for the Pumproom Maintenance and Operations Course at SHLSS. Pamela Monaco Seafarer Pam­ ela Monaco, 23, graduated from the Harry Lundeberg School of Seamanship (HLSS) Entry Trainee Pro­ gram, Piney Point, Md. in 1978. Sister Monaco upgraded to ABin 1980. She earned the firefight­ ing, lifeboat and cardio-pulmonary resuscitation (CPR) endorsements. Born in San Francisco, Monaco ships out of that port city. Course Starts June. 8 Sii—a, , •4 X' I rl- L.. 71 0^^- -J, 4 -U.I Make it pay. April 1981 / • •L Paul Russell Seafarer Paul Russell, 25, join­ ed the SIU in 1977 sailing in Eric A. Wallace the inland field. Brother Russell Seafarer Eric got his deep-sea A. Wallace, 24, training at the is a 1977 HLSS Point in 1978, grad. Brother I and upgraded to Wallace upgrad­ FOWT the same year. The next year ed to FOWT in the port of New. he upgraded to welder and QMED. Yorkinl978. He He holds the LNG, lifeboat, fire­ fighting, CPR and diesel technician also carries the endorsements. And he lives in deck engineer endorsement. And he holds the Chesapeake, Va. and ships out of all CPR, lifeboat and firefighting ports. tickets. Wallace resides and ships Timothy L. Smith out of the port of Mobile. Hugh O'Boyle I am interested in attending a six-week program at the Alcoholic Rehabilitation Center. I understand that all my medical and counseling records will be kept strictly confidenHal, and that they will not be kept anywhere except at The Center. W • Mark Williams Robert Pagan Jr. Oiler Larry Mays fights off steam in the engine room of the tanker Overseas Valdez as he starts up cargo pumps. The ship was in the port of New York recently lightering at Stapleton Anchorage off Staten Island. N.Y. Larry's got plenty of seatime under his belt having been a member of the SIU since 1952 and in the Navy for seven years before that. A native of Hamilton. Ala.. Larry now makes his home in Houston. Tex. '•' •'i'L ••• Alexander Calimer LOG 35 �s«r^ ' !- I •J;i If Pensioner Asher Lee Godfrey, 82, succumbed to heart failure in the Lawndale Hospi^ tal, Philadelphia on Jan. 14. Broth­ er Godfrey joined the Union in the port of Philadelphia in 1960 sailing as a FOWT for the Red Star Line from 1931 to 1940 and for Curtis Bay Towing. Boatman Godfrey was born in Frankford, Del. and was a resident of Philadelphia. Interment was in Carey Cemetery, Frankford. Surviving are his widow, Blanche and a daughter, Mrs. Harriet Freer, also of Philadelphia. ,1 j I'l It P ii i /. i •» Johnny Robert Hagen, 28, died in Tampa on Dec. 2, 1980. Brother Ha­ gen joined the SI U in the port of New Orleans in 1968 sailing as an AB and cook. He was a 1968 Piney Point graduate. Seafarer Hagen was born in Tampa and was a resident there. Cremation took place in the Tri-County Crematory, Tampa. His ashes were scattered at sea. Surviving are his parents, Mr. and Mrs. Francis and Jackie Hagen of Tampa and a brother, William, also of Tampa. Joseph Haton Hanks Sr., 53, died from an ab­ scess in St. Mary's Hospital, Port Arthur on Jan. 19. Brother Hanks joined the Union in Port Arthur in 1962 sailing as a deckhand, tankerman and assistant engineer for Sabine Towing from 1955 to 1980. Boatman Hanks was born in Crowley, La. and was a resident of Orange, Tex. Inter­ ment was in Hillcrest Cemetery, Orange County, Tex. Surviving are his widow, Ruth; five sons, Joseph Jr., Arthur, Keith, Robert and Richard and three daughters, Linda, Dianne and Jessica. Karl Howard Peters, 25, died of injuries in the Bayside Hospital, Virginia Beach, Va. on June 15. Brother Peters joined the SIU in 1979. He was born in Texas and was a resident of Virginia Beach. Burial was in Druid Ridge Cemetery, Pikesville, Md. Sur­ viving are his parents, Mr. and Mrs. William J. and Barbara Peters of Virginia Beach. Capt. Joseph Marino, 50, died of heart failure in the Northeast Medical Center, Boston on July 20. Brother Marino joined the former Atlantic Fishermen's Union in the port of Gloucester, Mass. in 1964. He was born in Boston and was a resident of Gloucester. Burial was in Calvary Cemetery, Gloucester. Surviving are his widow, Serafina; a son, Joseph Jr., a daughter, Michelle and his parents, Mr. and Mrs. Tony and Jennie Marino. Sanunie Aulds, 58, died of heart failure at home in Dayton, Tex. on Jan. 1. Brother Aulds joined the Union in the port of Houston in 1975 sailing as a cook for lOT. He was a veteran of the U.S. Navy in World War II. Boatman Aulds was born in Wilson, Okla. Burial was in Palms Park Cemetery, Dayton. Surviving are his widow, Lillie; two sons, Sammie Jr. and Reuben of Harris Creek, Tex. and two daughters, Vinla Regina and Laverne Steele. Pensioner George Leon Ben­ der, 77, passed away from a heart attack in the Overlook Hospital, Summit, N.J. on Nov. 6, 1980. Brother Bender joined the Union in the port of New York in 1963 sailing as a deckhand for the Erie-Lackawanna Railroad, Hoboken, N.J. from 1922 to 1969. He was bom in Reading, Pa. and was a resident of New Providence, N.J. Surviving are his widow Gertrude and a son, George. Pensioner Beirly Ashby Bodden, 81, passed away from arterioscler­ osis, in St. Joseph Hospital, Tampa; on Nov. 19, 1980. Brothef Bodden joined the Union in the port of Tampa in 1956 sailing as an AB for 19 years. He was bom in Grand Cayman Is., B.W.I, and was a resident of Tampa. Burial was in Sunset Memorial Cemetery, Hillsboro County, Fla. Surviving are his widow, Edna; a son, four daughters, 18 grandchildren and 16 great-grandchildren. Pensioner Wil­ liam George Cart­ er, 85 succumbed to a heart attack in West Jersey Hospital, Cam­ den, N.J. on Aug. 23, 1980. Brother Carter joined the Union in the port of Philadelphia in 1961 sailing as a cook for Taylor and Anderson Towing. He was a veteran of the U.S. Marine Corps in World War 1. Boatman Carter was born in Virginia and was a resident of Haddon Heights, N.J. Interment was in Lakeview Ceme­ tery, Cinniminnison, N.J. Surviving are his widow. Hazel and two daughters, June and Kathryn. Pensioner Manley Joseph Costa, 80, passed away from cancer in the Norfolk USPHS Hospital on Jan. 4. Brother Costa joined the Union in the port of Nor­ folk in 1961 sailing as a deckhand for McAllister Brothers. He was born in Spain and was a naturalized U.S. citizen. Burial was in Forest Lawn Cemetery, Norfolk. Surviving are his widow, Mary; a daughter, Mrs. Mary L. Childress and a grandson. Joe Casais Jr., both of Norfolk. Pensioner Agnar Martin Andersen, 86, passed away from a heart attack in the Lund (Sweden) Hospi­ tal on Oct. 14, 1980. Brother An­ dersen joined the SIU in 1941 in the port of New York sailing as an AB. He sailed 37 years. Seafarer Andersen was bom in Finnsnes, Norway, was a naturalized U.S. citizen and was a resident of Malmo, Sweden. Burial was in St. Pauli Ceme­ tery, Malmo. Surviving are his widow, Fernande and a brother, Gerald of Heggen Finnsnes, Norway. Pensioner Peter Pedersen, 90, passed away from heart failure in the Chateau Conval­ escent Center, Bryn Mawr, Pa. on Dec. 19, 1980. Brother Pedersen joined the Union in the port of Philadelphia in 1961 sailing as a deckhand for Sheridan Transportation and Taylor and Anderson. He sailed 28 years. Boatman Pedersen was bom in Norway and was a naturalized U.S. citizen. He was a resident of Darby, Pa. Interment was in Glenwood Cemetery, Proomall, Pa. Pensioner Ru­ dolph "CllfTord" Evans, 69, died of a heart attack at home in the. Bronx, N.Y. on Aug. 31, 1980. Brother Evans joined the SIU in the port of New York in 1955sailing as a 3rd cook. He sailed for 24 years. Seafarer Evans was' born in New Providence, the Bahamas and was a naturalized U.S. citizen. Interment was in Mt. Hope Cemetery, Hastings-onthe-Hudson, N.Y. Surviving are his widow, Margaret and a son, Alonzo of Nassau, the Bahamas. Pensioner Jim Harper Morgan, 69, succumbed to cancer in the Wil­ son (N.C.) Memo­ rial Hospital on Jan. 4. Brother Morgan joined the Union in the port of Norfolk in 1961 sailing as a mate for McAllister Brothers from 1951 to 1974. He was a former member of the U M WA in 1953. Boatman Morgan was bom in Greene County, N.C. and was a resident of Norfolk. Burial was in Evergreen • Memorial Gardens Cemetery, Wilson. Surviving are two sisters, Mrs. Bessie M. Wood of Lucama, N.C. and Mrs. Mattie De Busk of Norfolk. Pensioner Thomas Rex Golden, 72, died of heart failure in St. Mary's Hospi­ tal, Port Arthur on Nov. 9, 1980. Brother Golden I joined the Union in Port Arthur in 1955 sailing as a cook for Sabine Towing from 1942 to 1945 and from 1955 to 1972. He was born in Hillsboro, Tex. and was a resident of Groves, Tex. Burial was in Oakknoll Cemetery, Belleville, Tex. Surviving is his widow, Margaret. Pensioner Alphonso Campbell, 78, passed away from natural causes in St. Vin­ cent's Medical Center, Rich­ mond, S.I., N.Y. on Dec. 3, 1980. Brother Campbell joined the former MC & S in 1945 in the port of New York. He was born in Atlanta, Ga. and was a resident of Staten Is., N.Y. Burial was in Douglass Cemetery, Staten Is. Surviving is his widow, Willie Mae. Timmy Ray Ramsey, 20, was dead on arrival at the Memphis (Tenn.) Hospital from multiple in­ juries sustained in a car crash on Nov. 5, 1980. Brother Ramsey joined the Union in the port of Paducah, Ky. in 1978 sailing as a deckhand and mate for Orgulf Trans­ portation from 1978 to 1980. He was born in Union City, Tenn. and was a resident of Memphis. Burial was in Forest Hill Cemetery, Memphis. Sur­ viving are his widow, Sharon and his parents, Mr. and Mrs. Charles and Betty R. Ramsey of Memphis. 36 / LOG / April 1981 mm BS*m«MeiEga M'. Pensioner Emil Gottfried Pear­ son, 88, passed away on Oct. 31, 1980. Brother. Pearson joined the Union in the port of New Orleans in 1957 sailing as a chief engineer for Coyle Lines. He sailed for 20 years. Boatman Pearson was born in Sankt Olaf, Sweden. Interment was in Sweden. Surviving is a cousin, Erik Linholm of Kristianstad, Sweden. Pensioner Theodore Joseph Fortin, 82, passed away from heart failure in the New Orleans USPHS Hospital on Dec. 3, 1980. Brother Fortin joined the SI U in 1944 in the port of Boston sailing as a chief steward. He was a veteran of the U.S. Navy in World War I. Seafarer # Fortin was born in Massachusetts and was a resident of Harahan, La. Burial was in the Garden of Memories Ceme­ tery, Metairie, La. Surviving is his widow, Christine. Pensioner Con­ rad Weeks, 93, passed away from natural causes in North Central Hospital, Bronx, N.Y. on Dec. 27, 1980. Brother Weeks joined the MC & S in 1943 on the West Coast sailing as a chief cook. He sailed 40 years. Weeks was born in Barbados, B.W.I, and was a resident of the Bronx, N.Y. Interment was in Woodlawn Cemetery, the Bronx. Surviving are a sister, Geraldineof New York City and a niece, Beatrice Lewis of the Bronx. �- V • / U;c': H" • "1 '< •'•04' i;0-\.'^- --V Pensioner Asher Lee Godfrey, 82, succumbed to heart failure in the Lawndale Hospital, Philadelphia on Jan. 14. Broth­ er Godfrey joined the Union in the port of Philadelphia in 1960 sailing as a FOWTfor the Red Star Line from 1931 to 1940 and for Curtis Bay Towing. Boatman Godfrey was bom in Frankford, Del. and was a resident of Philadelphia. Interment was in Carey Cemetery, Frankford. Surviving are his widow, Blanche and a daughter, Mrs. Harriet Freer, also of Philadelphia. •Hf *' s- - • '. "'T "' I' / • ; ^"• /,. J •.-- • I ; •,,,;.. i- • i .• • ; 'I i. Joseph Haton Hanks Sr., S3, died from an ab­ scess in St. Mary's Hospital, Port Arthur on Jan. 19. Brother Hanks joined the Union in Port Arthur in 1962 sailing as a deckhand, tankerman and assistant engineer for Sabine Towing from 1955 to 1980. Boatman Hanks was born in Crowley, La. and was a resident of Orange, Tex. Inter­ ment was in Hillcrest Cemetery, Orange County, Tex. Surviving are his widow, Ruth; five sons, Joseph Jr., Arthur, Keith, Robert and Richard and three daughters, Linda, Dianne and Jessica. •"• 4-"- ; • ,'J-•••",••• - r?gr i"' • ;J m. ' • nm I #rii ' k :y -.1 -• f r' " W:M •• J- ' W'' -' Johnny Robert Hagen, 28, died in Tampa on Dec. 2, 1980. Brother Ha­ gen joined the SI U in the port of New Orleans in 1968 sailing as an AB and coqic. He was a 1968 Piney Point graduate. Seafarer Hagen was born in Tampa and was a resident there. Cremation took place in the Tri-County Crematory, Tampa. His ashes were scattered at sea. Surviving are his parents, Mr. and Mrs. Francis and Jackie Hagen of Tampa and a brother, William, also of Tampa. If! -•'' - / •-,-~.i--=»r' l^-rpasrtsSSSi! Sammie Aulds, 58, died of heart failure at home in Dayton, Tex. on Jan. 1. Brother Aulds joined the Union in the port of Houston in 1975 sailing as a cook for lOT. He was a veteran of the U.S. Navy in World War II. Boatman Aulds was born in Wilson, Okla. Burial was in Palms Park Cemetery, Dayton. Surviving are his widow, Lillie; two sons, Sammie Jr. and Reuben of Harris Creek, Tex. and two daughters, Vinla Regina and Laverne Steele. Pensioner George Leon Ben­ der, 77, passed away from a heart attack in the Overlook Hospital, Summit, N.J. on Nov. 6, 1980. Brother Bender joined the Union in the port of New York in 1963 sailing as a deckhand for the Erie-Lackawanna Railroad, Hoboken, N.J. from 1922 to 1969. He was bom in Reading, Pa. and was a resident of New Providence, N.J. Surviving are his widow Gertrude and a son, George. Pensioner Beirly Ashhy Bodden, 81, passed away from arterioscler­ osis in St. Joseph Hospital, Tampa; on Nov. 19, 1980. I Brother Bodden ' joined the Union in the port of Tampa in 1956 sailing as an AB for 19 years. He was bom in Grand Cayman Is., B.W.I, and was a resident of Tampa. Burial was in Sunset Memorial Cemetery, Hillsboro County, Fla. Surviving are his widow, Edna; a son, four daughters, 18 grandchildren and 16 great-grandchildren. Pensioner Wil­ liam George Cart­ er, 85 succumbed to a heart attack in West Jersey Hospital, Cam­ den, N.J. on Aug. 23, 1980. Brother Carter joined the Union in the port of Philadelphia in 1961 sailing as a cook for Tj^'lor and Anderson Towing. He was a veteran of the U.S. Marine Corps in World War I. Boatman Carter was bom in Virginia Karl Howard Peters, 25, died of ' and was a resident of Haddon Heights, injuries in the Bayside Hospital, N.J. Interment was in Lakeview Ceme­ Virginia Beach, Va. on June 15. Brother tery, Cinniminnison, N.J. Surviving are Peters joined the SIU in 1979. He was his widow. Hazel and two daughters, born in Texas and was a resident of June and Kathryn. Virginia Beach. Burial was in Druid Ridge Cemetery, Pikesville, Md. Sur­ Pensioner Manviving are his parents, Mr. and Mrs. ley Joseph Costa, William J. and Barbara Peters of 80, passed away Virginia Beach. from cancer in the Norfolk USPHS Capt. Joseph Marino, 50, died of Hospital on Jan. heart failure in the Northeast Medical 4. Brother Costa Center, Boston on July 20. Brother joined the Union Marino joined the former Atlantic in the port of Nor­ Fishermen's Union in the port of folk in 1961 sailing as a deckhand for Gloucester, Mass. in 1964. He was born McAllister Brothers. He was bom in in Boston and was a resident of Spain and was a naturalized U.S. Gloucester. Burial was in Calvary citizen. Burial was in Forest Lawn Cemetery, Gloucester. Surviving are his Cemetery, Norfolk. Surviving are his widow, Serafina; a son, Joseph Jr., a widow, Mary; a daughter, Mrs. Mary L. daughter, Michelle and his parents, Mr. Childress and a grandson, Joe Casais and Mrs. Tony and Jennie Marino. Jr., both of Norfolk. .-.r • .. 0 iB® Pensioner Agnar Martin An­ dersen, 86, passed away from a heart attack in the Lund (Sweden) Hospi­ tal on Oct. 14, 1980. Brother An­ dersen joined the SIU in 1941 in the port of New York sailing as an AB. He sailed 37 years. Seafarer Andersen was bom in Finnsnes, Norway, was a naturalized U.S. citizen and was a resident of Malmo, Sweden. Burial was in St. Pauli Ceme­ tery, Malmo. Surviving are his widow, Fernande and a brother, Gerald of Heggen Finnsnes, Norway. Pensioner Ru­ Pensioner Peter Pedersen, 90, passed away from heart failure in the Chateau Conval­ escent Center, Bryn Mawr, Pa. on Dec. 19, 1980. Brother Pedersen joined the Union in the port of Philadelphia in 1961 sailing as a deckhand for Sheridan Transportation and Taylor and Anderson. He sailed 28 years. Boatman Pedersen was bom in Norway and was a naturalized U.S. citizen. He was a resident of Darby, Pa. Interment was in Glenwood Cemetery, Proomall, Pa._ Evans, 69, died of a heart attack at home in the. Bronx, N.Y. on Aug. 31, 1980. Brother Evans joined the SIU in the port of New York in 1955 sailing as a 3rd cook. He sailed for 24 years. Seafarer Evans was' born in New Providence, the Bahamas and was a naturalized U.S. citizen. Interment was in Mt. Hope Cemietery, Hastings-onthe-Hudson, N.Y. Surviving are his widow, Margaret and a son, Alonzo of Nassau, the Bahamas. Pensioner Jim Harper Morgan, 69, succumbed to cancer in the Wil­ son (N.C.) Memo­ rial Hospital on Jan. 4. Brother Morgan joined the Union in the port of Norfolk in 1961 sailing as a mate for McAllister Brothers from 1951 to 1974. He was a former member of the U M W A in 1953. Boatman Morgan was bora in Greene County, N.C. and was a resident of Norfolk. Burial was in Evergreen Memorial Gardens Cemetery, Wilson. Surviving are two sisters, Mrs. Bessie M. Wood of Lucama, N.C. and Mrs. Mattie De Busk of Norfolk. Pensioner Thomas Rex Golden, 72, died of heart failure in St. Mary's Hospi­ tal, Port Arthur on Nov. 9, 1980. Brother Golden I joined the Union in Port Arthur in 1955 sailing as a cook for Sabine Towing from 1942 to 1945 and from 1955 to 1972 He was born in Hillsboro, Tex. and was a resident of Groves, Tex. Burial was in Oakknoll Cemetery, Belleville, Tex. Surviving is his widow, Margaret. Pensioner Emil Gottfried Pear­ son, 88, passed away on Oct. 31, 1980. Brother. Pearson joined the Union in the port of New Orleans in 1957 sailing as a chief engineer for Coyle Lines. He sailed for 20 years. Boatman Pearson was born in Sankt Olaf, Sweden. Interment was in Sweden. Surviving is a cousin, Erik Linholm of Kristianstad, Sweden. dolph "Cilfrord" Pensioner AIphonso Campbell, 78, passed away from natural causes in St. Vin­ cent's Medical Center, Rich­ mond, S.I., N.Y. on Dec. 3, 1980. Brother Campbell joined the former MC & S in 1945 in the port of New York. He was born in Atlanta, Ga. and was a resident of Staten Is., N.Y. Burial was in Douglass Cemetery, Staten Is. Surviving is his widow, Willie Mae. Timmy Ray Ramsey, 20, was dead on arrival at the Memphis (Tenn.) Hospital from multiple in­ juries sustained in a car crash on Nov. 5, 1980. Brother Ramsey joined the Union in the port of Paducah, Ky. in 1978 sailing as a deckhand and mate for Orgulf Trans­ portation from 1978 to 1980. He was born in Union City, Tenn. and was a resident of Memphis. Burial was in Forest Hill Cemetery, Memphis. Sur­ viving are his widow, Sharon and his parents, Mr. and Mrs. Charles and Betty R. Ramsey of Memphis. Pensioner Theodore Joseph Fortin, 82 passed away from heart failure in the New Orleans USPHS Hospital on Dec. 3, 1980. Brother Fortin joined the SIU in 1944 in the port of Boston sailing as a chief steward. He was a veteran of the U.S. Navy in World War I. Seafarer Fortin was bora in Massachusetts and was a resident of Harahan, La. Burial was in the Garden of Memories Ceme­ tery, Metairie, La. Surviving is his widow, Christine. Pensioner Con­ rad Weeks, 93, passed away from natural causes in North Central Hospital, Bronx, N.Y. on Dec. 27, 1980. Brother Weeks joined the MC & S in 1943 on the West Coast sailing as a chief cook. He sailed 40 years. Weeks was born in Barbados, B.W.I, and was a resident of the Bronx, N.Y. Interment was in Woodlawn Cemetery, the Bronx. Surviving are a sister, Geraldine of New York City and a niece, Beatrice Lewis of the Bronx. Russell Paul Schaefer Sr., 55, died of burns in the University of Southern Ala­ bama Medical Center, Mobile on , J^n. 5. Brother Schaefer joined the Union in the port of Mobile in 1958 sailing as an AB for GATCO in 1973, Mobile Towing from 1957 to 1981 and Crescent Towing in 1979. He was a veteran of the U.S. Navy in World War 11. Boatman Schaefer was born in Pierpoint, Ohio and was a resident of Theodore, Ala. Interment was in Serenity Cemetery, Theodore. Surviv­ ing are four sons, Russell Jr. of Canton, Ohio, Joseph, Lawrence and William and two daughters, Wendy of Albu­ querque, N.M. and Noel. Pensioner Rob­ ert - Clarence Smith, 57, died of a heart attack in the Jo Ellen Smith Hospital, New Orleans on Nov. 13, 1980. Brother Smith joined the Union in the port of New Orleans in 1955 sailing as an oiler and engineer for Crescent Towing and lOT from 1954 to 1972. He was a former member of MEBA. Boatman Smith was a veteran of the U.S. Navy in World War 11. Born in Chunky, Miss., he was a resident of New Orleans. Burial was in Fellowship Baptist Church Cemetery,* Meridian, Miss. Surviving are his widow, Audrey; a son, Wesley and two daughters, Darlene and Janice. Tony Miguel Valdez,42,died in Louisville (Ky.) University Hospi­ tal of multiple in­ juries after being struck by a car on Dec. 9, 1980. Brother Valdez joined the Union in the port of Paducah in 1977 sailing as a lead deckhand for Southern Ohio Towing. He was a veteran of the U.S. Navy during the Vietnam War. Boatman Valdez was born in Eagle Pass, Tex. and was a resident of Louisville. Cremation took place in Pooks Crematory, Marshall County, Ky. Surviving is his widow, Juanita. Pensioner Francis Detroyet Finch, 71, suc­ cumbed to cancer in the Mobile In­ firmary on Aug. 13, 1980. Brother Finch joined the SIU in 1946 in the port of Mobile sailing as a bosun. He was born in Mississippi and was a resident of 8 Mile, Ala. Interment was in Forest Lawn Cemetery, Sarald, Ala. Surviving are his widow, Roselle and his mother, Blanche of Mobile. Ckpt. Nicholas J. Novello, 62, died of heart failure in Gloucester, Mass. on Aug. 25. Brother Novello joined the former Atlantic Fishermen's Union in the port of Gloucester in 1964. He was a resident of Gloucester. Interment was in Calvary Cemetery, Gloucester. Surviv­ ing is his widow, Rosalie. Pensioner Charles Edward Mendoein Llppold, 61, died of a heart attack in the San Francisco USPHS Hospital on Dec. 22, 1980. Brother Lippold joined the MC & S in the port of San Francisco sailing as a chief cook for the Matson Line. He first sailed on the West Coast in 1942. Lippold was a Portland, Ore. fireman from 1944 to 1955. Bora in Iowa, he was a resident of Port Arena, Calif. Cremation took place in the Olivet Crematory, Colma, Calif. His ashes were scattered at sea. Surviving is a son, Roland of Redmond,. Ore. Pensioner Stephen Vlddertosky, 79, passed away from pneu­ monia in the Good Samaritan Hospi­ tal, West Islip, L.I., N.Y. on Aug. 17, 1980. Brother Viddertosky joined the Union in the port of New York in I960 sailing as a deckhand for the New York, New Haven and Hartford Railroad from 1922 to 1965. He was a former member of the MM & P from 1934 to 1960. Boatman Viddertosky was born in New York City and was a resident of the Bronx, N.Y. Interment was in St. Raymond's Cemetery, Bronx. Surviv­ ing is a son, Thomas of the Bronx. Pensioner Eladlo Juan Grajales, 66, was dead oh arrival of heart disease at the West Jefferson Hospi­ tal, Marrero, La. on Nov. 6, 1980. Brother Grajales joined the SIU in 1944 in the port of Boston sailing as a chief steward and ship's delegate. Seafarer Grajales hit the bricks in the 1961 Greater N.Y. Harbor beef and the 1962 Robin Line strike. He was born in Ponce, P.R. and was a resident of Gretna, La. Interment was in St. Patrick's No. I Cemetery, New Orleans. Surviving are his widow, Amela; a son, Joseph of New York City and a daughter, Mrs. America Gacharna of Metairie, La. Pensioner Otha Bryars, 60, died of heart disease in the Bay Minette(Ala.) Infirmary on Oct. 31, 1980. Brother Bryars joined the SIU in 1942 in the port of Mobile sailing as a FOWT. He was born in Perdido, Ala. and was a residenfthere. Interment was in the Guys Chapel Methodist Cemetery, Rabun, Ala. Surviving are his widow, Myrtice and six sons, Charles, Wayne, Kenneth of Montgomery, Ala., Michael, Franklin and Chester. Pensioner Sam Larsen, 78, passed away from kidney failure in the Calumet (Mich.) Public Hospital on July 18. Brother Larsen joined the Union in the port of Frankfort, Mich, in 1966. He was born in Norway and was a resident of Calumet. Burial was in Lakeview Cemetery, Calumet. Surviving are his widow, Laura and a son, Arthur, of Tacoma, Wash. Hilton Sey­ mour MIdgett, 62, died of cancer in the Norfolk USPHS Hospital on Dec. 22, 1980. Brother Midgett joined the Union in the port of Nor­ folk in 1966 sailing as a deckhand and launchman for the Virginia Pilots Assn. from 1961 to 1974. Boatman Midgett was a veteran of the U.S. Coast Guard. He was born in North Carolina and was a resident of Norfolk. Burial was in the Miller Family Cemetery, Buxton, N.C. Surviving are his mother, Emma, a son, Dewayne and a brother, Jafris. Pensioner Emery John Ahshlre, 66, died of a hemorrhage in St. Mary's Hospital, Port Arthur, Tex. on Dec. 9, 1980. Brother Abshire joined the Union in Port Arthur in 1963 sailing as a captain on the Tug Hercules (Sabine Towing). He sailed for Sabine from 1941 to 1977. In 1938, he was*an AB for Harms Marine Service. Boatman Ab­ shire was a former member of the N M U. A native of Gaydon, La., he was a resident of Port Arthur. Burial was in Greenlawn Cemetery, Port Arthur. Surviving is his widow, Sylvia. Pensioner Joe Benjamin Brown, 71, passed away from natural causes in the Jewish Hospital and Medical Cen­ ter, Brooklyn, N. Y on Dec. 31, 1980. Brother Brown joined the SIU in-I946in the port of New York sailing as a chief cook. He sailed 38 years. And walked the picketline in the 1961 N.Y. Harbor strike. Born in Birmingham, Ala., he was a resident of Brooklyn. Interment was in Rosehill Cemetery, Linden, N.J. Surviving are his widow, Lillian; a son, John and five daughters, Joanne, Cheryl, Sheila, Mary and Drucilla. Pensioner Nathaniel Valentine Sha­ ron, 67, succumbed to cancer in the Baton Rouge (La.) General Hospital on July 18. Brother Sharon joined the Union in the port of Houston in 1960 sailing as a shore tankerman for National Marine Service from 1948 to 1976. He was born in Plaquemine, La. and was a resident of Baton Rouge. Boatman Sharon was a veteran of the U.S. Army in World War II. Burial was in Resthaven Cemetery, Baton Rouge. Surviving are his widow, Edna and two daughters, Marylan and Cheryl. Pensioner Patrick Joseph Durkln,74, succumbed to pneumonia in the New Orleans USPHS Hospital on Oct. 21. Brother Durkin joined the SIU in the port of New York in 1951 sailing in the steward department. He hit the bricks in the 1961 Greater N.Y. Harbor beef. Seafarer Durkin was born in Carracastle, Ireland and was a resident of New Orleans. Durkin was a naturalized U.S. citizen. Interment was in the Gate of Heaven Cemetery, Mt. Pleasant, N.Y. Surviving is a sister, Mrs. Kathleen Flatley of the Bronx, N.Y. 36 / LOG / April 1981 Albert Andrew Bluitt, 28, died in Buffalo, N.Y. on July 27, 1980. Brother Bluitt joined the Union in the port of Algonac, Mich, in 1979. He sailed as a deckhand. Laker Bluitt began sailing in 1970 for Sea-Land and sailed on the Lakes since 1974. He sailed on the Ml V Nicoiet (Gartland Steamship) SS Con­ sumers Powers and SS Detroit Edison (American Steamship) and on the barge Buckeye (Lake Transport). Bluitt was born in New York City and was a resident of Centerport and Montauk, L.L, N.Y. Cremation took place in the Buffalo Crematory. Among those surviving are his parents. Mr. and Mrs. Thomas P. and Agnes Bluitt of Brook­ lyn, N.Y.; a brother, Kenneth of Montauk, L.L, N.Y.; his uncle, SIU Algonac Port Agent Jack Bluitt and his cousin, Tom Bluitt. .jiidHsSiVUfeJBiat; |1—"r. t I Pensioner, George J. O'Rourke, 81, passed away from injuries in Orange (N.J.) Memorial Hospital after being hit by a car on Feb. 9. Brother O'Rourke joined the SIU in 1943 in the port of New York sailing as a bosun. He sailed for 31 years. Seafarer O'Rourke was born in Ireland and was a resident of West Orange, N.J. Burial was in Gate of Heaven Cemetery, East Hanover, N.J. Surviving is his son, George of West Orange. Pensioner Jerry Felix Pontlir, 71, died of heart fail­ ure on Feb. 4. Brother Pontiff joined the SIU in 1944 in the port of New Orleans sail­ ing as a chief stew­ ard. He was born in Thibodeaux, La. and was a resident of Marrero, La. Interment was in Westlawp Park Cemetery, Gretna, La. Surviving are his widow, Effie and a sister, Mrs. Adolph Shapiro oFNew Orleans. George Altamlrano Saddy, 59, succumbed to heart failure in the Chalmette (La.) General Hospital on Dec. 12, 1980. Brother Saddy joined the SIU in the port of New Orleans in 1968 sailing as an AB for Delta Line. Seafarer Saddy was born in Nicaragua, Central Ameri­ ca and was a resident of St. Bernard, La. He was a naturalized U.S. citizen. Burial was in Lakelawn Cemetery, New Or­ leans. Surviving are his widow, Rosa, two sons George Jr. and Humbertoand a sister, Layla of Bluefield, Nicaragua. April 1981 / LOG / 37 "•f I! n T • 0 V' ' i �AB Rick Wright operating a crane on the deck of the Transco/orado. The bulk carrier Transcolorado (Hudson Waterways) dockside atthe Military Ocean Terminal in Bayonne, N.J. OMU Alan Black takes five aboard the Transcolorado. 11= The SS Transcolorado (Hudson Waterways) p^'id an infrequent visit to the New York area iast month. Miiita^ry Ocean Terminai in Bayonne,NewJersey(MOTBY) was the freighter's caiiing point. The Transcolorado is char­ tered to the Miiitary Seaiift Command (MSG). Her heayyiift deck booms make her weii suited for carrying miiitary type cargo to ports aii over the worid.' The vessei was just returning from the Far East via the U.S. West Coast and the Panama Canai. Her next trip is expected to bring her to portsof-caii in Europe and the Mediterranean. / I iV'i >•' • v...... \ \ "'VVV ->• \. ,• -iS 'V SlU member Jurgen Gehre shipped Chief Electrician oh the Transcolorado. Wiper Jamea Murray (front) and Electrician John Persfey want to make sure that the Transcolorsido's apples and oranges aren't lemons. Loading stores tietore the Transcolorado started on her Far East run is Messman Tony Montalban. The Transcolorado loading military equipment at the Military Ocean Termi­ nal in Bayonne. The vessel operates under charter to the Military Seaiift Command. There was plenty to do aboard the Transcolorado t>efore the ship bid farewell to Bayonne—just ask Pantryman Adolphe Lamonthe! 38 / LOG / April 1981 'v.-r" 'W- �•^5. 'k •, ^ h""• /• / The Lakes Picture Algonac AB Rick Wright operating a crane on the deck of the Transco/orado. I? y Vm> l^ JI , .; The bulk carrier Transcolorado (Hudson Waterways) dockside atthe Military Ocean Terminal in Bayonne, N.J. ' Traiiscolorado Heads to Med with MSG Cargo • It- The SS Transcolorado (Hudson Waterways) paid an infrequent visit to the New York area iast month. The Miiita^ry Ocean Terminai in Bayonne,NewJersey(MOTBY) was the freighter's caiiing point. The Transcolorado is char­ tered to the Miiitary Seaiift Command (MSG). Her heayyiift deck booms make her weii suited for carrying miiitary type cargo to ports aii over the worid.- The vessei was just returning from the Far East via the U.S. West Coast and the Panama Canai. Her next trip is dxpected to bring hertoportsof-caii in Europe and the Mediterranean. ;!i' •' • '/. • T' via "f I; •1 . ' ^1 . OMU Alan Black takes five aboard the Transcolorado. SIU member Jurgen Gehre shipped Chief Electrician on the Transcolorado. i.i - , 11 v'/'- " Wiper Jamea Murray (front) and Electrician John Parsley want to make sure that the Transcoiorado's apples and oranges aren't lemons. Chicago The port of Chicago now has a field representative who'll be helping SIU members and their families with a wide range of problems and will also be maintaining contact with state and local elected representatives. He's Joe Fedora and we welcome him aboard. St. Lawrence Seaway The 1981 navigation season officially began with the opening of the St. Lawrence Seaway on March 25. This was the second earliest opening in the Seaway's 22 year history, coming one day later than 1980's opening date. • Seaway authorities said the waterway opened earlier than originally predicted because mild weather has caused rapid melting of ice. A second reason was said to be that maintenance work at two U.S. locks near Massena, N,Y. was completed earlier than expected. Shipping on the Seaway will be restricted to daylight hours until all navigational aids are in place, probably in about a week. The long-awaitrd demise of the C&O railroad carferries has taken yet another twist. The railroad has already abandoned the Milwaukee run and they're expected to abandon the Manitowc run by June 20. That will leave the C«feO carferries with dne run, out of Kewaunee, Wise., which Vilnter Navigation will be abandoned sometime in 1983. The controversy oh a year-rOund shipping season for the Great Lakes The abandonment of carferry services by the C&O could mean more —which has involved everybody from Congress and N.Y. Governor jobs for Seafarers. The SlU-contracted Ann Arbor carferries, which run Carey to ex-Yippie leader Abbie Hoffman—among others, appears to out of Frankfort, are expected to pick up the cargo slack when the C&O have died a quiet death. carferries stop running. The SlU-crewed carferries, will not, however, The Army Corps of Engineers sent a report to Congress "without continue the passenger end of the C&O's business. recommendation" meaning the Corps refused to endorse a year-round That's where the new twist comes in. A lot of small businesses in Lud- shipping season. dington, Mich., depend on the trade of Jjiqse passengers. Since definite There's general agreement that, in the words of an editorial which ran plans for the abandonment of the C&O carferries were announced, the in the March 25 edition of the Detroit Free Press "what rear-round Luddington business community has been pressuring the state of shipping will do is benefit a single steel company unduly, at great cost to Michigan to move the SI U carferries to Luddington which they claim is a the taxpayers." bigger, better port. No winter shipping on the Lakes "will m6an a lot of business for the The Union's position is that it is more economical for the state to leave railroads," says SIU Port Agent Jack Bluitt. "A lot of coal, grain, ore, the carferries at the port of Frankfort and that a move will cause many etc., that move on Lakes'ships will be diverted to the railroads during the problems. Lakes off-season." However, Bluitt adds, all traditional ship cargo'Vill The state has already lost a lot of money maintaining the C&O return to the ships when the Lakes re-open. carferries. In fact they've been spending $25,000 a month to keep one of the ferries idle. Financially-pressed Michigan couldn't affort the cost of keeping the Shipping Programs C&O afloat and they can't affort or Justify the cost of unnecessarily mov­ Parallel programs, aimed at improving the fortunes of Great Lakes ing the SIU carferries from Frankfort to Luddington. shipping, have been introduced in Congress by Rep. James Oberstar • • * (D-Minn.) and at a meeting of the Great Lakes Task Force. It's fit-out time on the Great Lakes and it looks like another tight Rep. Oberstar's bill, a compilation of several different bills introduced season for Lakes shipping. AH, the SI U-contracted vessels which ran last but not enacted during the last session of Congress would, in part: year are expected to operate this year as well but Algonac Port Agent • eliminate the interest owed to the government on the St. Lawrence Jack Bluitt is "anticipating a tight season, at least until July." Bluitt Seaway debt so only the original investment need be repaid; expects "75 percent of SIU seniority men will return to work,"adding that • require tariffs of those routing cargo through Canada to equalize the "most Great Lakes companies, especially the steel companies, cut back on competitive edge Canadian shippers have over their U.S. counterparts; the number of vessels they'll be running." The reason is the continued • set up an interagency task force to conduct a two-year environmental slowdown in the auto and steel industries. study of the affects of winter shipping on the Lakes. • » • The Great Lakes Task Force's program includes, among other points: Almost all SIU Great Lakes contracts expire on June 15 of this year. • requiring 10 percent of all government-impelled cargoes to move The Union has sent letters of notification to all applicable Great Lakes through Great Lakes ports; shipowners concerning the start of contract negotiations. • government support of a program to move U.S. export coal through Dulnth Great Lakes ports because such a program "is in the best interests of the The fit out of SI U-contracted ships is progressing here. The Merle M. country;" McCurdy (Kinsman) was completely fit out as of April 3. On that same • accelerated processing of port and channel dredging projects; date the afterends of the Frank R, Dentori and the C.L. Austin (Jooih • a per diem subsidy system for U.S. bulk carriers which would apply Kinsman) fit out. Two American Steamship Co. thousand footers, the to U.S. operators when engaged in U.S.-Canadian cross-Lakes trade but Belle River and the Indiana Harbor also fit out here early in April. not when hauling strictly domestic cargo. A MESSAGE FROM YOUR UNION DONT GET TANGLED UP WITH DRUG5 7I . • -i;''= V--V' .:, '-:• : "Vc.y The Transcolorado loading military equipment at the Miiitary Ocean Termi­ nal in Bayonne. The vessel operates under charter to the Military Seaiift Command, Load/ng stores Defore the Transco/orado started on her Far East run is Messman Tony Montalban. 38 / LOG / April 1981 ^ There irasp/e/ify fo cfo aboard the Transco/orado before the ship bid farewell to Bayonne—just ask Pantryman Adolphe Umonthe! " _ April 1981 / LOG / 39 / .. _i'7- 7". i- - \Z. V: • ./ . ^ I :b • • ,. • IF CAUGHT, you LO^E YOUR PAPER$ FOR LIFE/ • , iTi "- >i ^ �•i !! --.""-v. r - '-i*. / ^ •'• , 11 • n'rn h -1^Vlumtrf^iriW '-.V'.' 1:; , i' •'i ;)-ii •,v • .?,!v i <•, •'I 11:.; 'f 'ii- --£. • •V*. • i'l € H\ "i- i i ri^'- :•.-'If • .v.,, •' Keep US Anchored lH^i I'iihlii'l> mill'!l Nl . ';•, ! LOG •^v:" \ .. 1 Jv', i ^ 'S.'.v • .'1!•' '•• 'f ri'" rv-; :<',• t 'i i I,,/ fl- U ;••» ,'i-- / : i •;s>: '•••?[? •;- "• . lr\ : V ro.ti t?ji'-^4 Lv---". b • I -il fl •'M.M :x- ?if.^ , HH •'.••I -•• if . •'«. i .'• •' / a;':' . I,'' rX -: , >s W.\:' ^--'!. i' "'ISIJ" - •} i r> V'. ':! . ly ^ l-il'^r::.. -:<• miK / r.-. , -11^ •i '• i .v|j.C !.•* /i--'" i y : „1- i I . � 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 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource April 1981 Description An account of the resource HEADLINES GEORGE MCCARTNEY NAMED WEST COAST VICE PRESIDENT CONGRESS INVESTIGATES LOSS OF SS POET DROZAK ATTACKS COAST GUARD AT POET HEARINGS 750 HONOR JOHN FAY AT PHILLY AFFAIR CHRISTEN NEW HIGMAN BOAT SIU RALLIES TO SAVE USPHS FROM AX FIRST TO RECEIVE THIS HONOR POSTHUMOUSLY ’81 AOTOS AWARD TO PAUL HALL U.S. MUST SAVE CONSTRUCTION SUBSIDIES OVERSEAS BOSTON ON MAIDEN VOYAGE TO ALASKA SIU SUPPORTS UNCTAD BILATERAL CODE AFL-CIO OPPOSED TO YOUTH SUBMINIMUM WAGE WASHINGTON REPORT U.S. SHIPBUILDING AIDS ECONOMY HERB BRAND URGES ACTION ON M.M. PORT IMPROVEMENT NMC ENDORSES OCEAN SHIPPING ACT US-CHINA TRADE SIU ORGANIZES NEW NORFOLK LAUNCH SERVICE QUARTERMASTER COURSE PROVIDES WIDE RANGE OF WHEELHOUSE SKILLS SEAFARER WILLIAMS ACHIEVES GED DIPLOMA AIMING FOR THE STARS CELESTIAL NAVIGATION PLOTS CAREER ADVANCEMENT JONES ACT-MOST IMPORTANT MARITIME LAW IT HAPPENS EVERY SPRING SIU IN WW II- ‘HEROES IN DUNGAREES’ EL PASO LNG LAID UP INDEFINITELY IN R.I. REAGAN WANTS REVIEW OF UN OCEAN MINING TREATY SICK OF 9-5 MONACO WENT TO SEA DROZAK ATTACKS COAST GUARD AT POET HEARINGS COAST GUARD STILL WORKING ON POET INVESTIGATION REPORT TRANSCOLORADO HEADS TO MED WITH MSC CARGO Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 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 4/1/1981 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. 43, No. 4 1981 Periodicals Seafarers Log http://www.seafarerslog.org/archives/files/original/155b732a5c4d524b06f84a6ac2f5e7b5.PDF 51b446a85abcd8feadb9463d5614a051 PDF Text 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 Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource May 1981 Description An account of the resource HEADLINES SIU JOINS 20,000 MARCHERS PROTESTING R.R. CUTS TEAMSTERS FITZSIMMONS PASSES AWAY AT 73 SIU AWARDS 55,000 IN COLLEGE GRANTS CRESCENT PACT OKAYED BY BOATMEN 1ST TRIPPER BEATS OFF 5 PERU PIRATES ON ANCHOR CHAIN WITH A BROOMSTICK LAST OF BONEFONTE BROTHERS RETIRES PROTEST AT USPHS CLOSURE COAST-TO-COAST L.A. PORT COUNCIL NAMES DROZAK ‘MARITIME MAN OF THE YEAR’ SIU SUPPORTS BUILDUP OF N.Y. AS MAJOR COAL PORT HOUSE UNIT PASSES MARITIME BUDGET PRIDE OF TEXAS WILL CARRY GRAIN TO CHINA DROZAK: U.S. MISSING BOAT ON COAL EXPORTS EXPORT-IMPORT BANK COAL MARITIME POLICY MILITARY SEALIFT COMMAND STRATEGIC PERTOLEUM RESERVE REAGAN LIFTS GRAIN EMBARGO ON RUSSIA NATIONAL MARITIME DAY BY THE PRESIDENT OF THE UNITED STATES OF AMERICA A PROCLAMATION CONGRESS TO HOLD HEARING ON COAST GUARD SIU SUPPORTS 5-YEAR DEPRECIATION FOR SHIPS LAKES SEAFARERS GET COLA HIKE ORDINARIES LEARN THE ROPSE IN AB CLASS CREW CONFERENCE FORGES PLAN FOR FUTURE RECOMMENDATIONS BY DELEGATES CREW CONFERENCE HIGHLIGHTS MEBA D-2 ENDS STRIKE ON GREAT LAKES THE ISTHMIAN CAMPAIGN-SIU WINS BIGGEST ORGANIZING VICTORY IN MARITIME HISTORY SUMMARY ANNUAL REPORT FOR SIU PACIFIC DISTRICT PMA PLAN UNITED AUTO WORKERS COMING BACK HOME SIU TUGS, BARGES SERVICE GUANTANAMO READY RESERVE FLEET KEY TO SEALIFTS Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 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 5/1/1981 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. 43, No. 5 1981 Periodicals Seafarers Log http://www.seafarerslog.org/archives/files/original/bdc7094d6b2540a5c6e647cfa048c1d1.PDF fc3856c22ba2ea4a9f4a6dd56eab4e78 PDF Text 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 Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource June 1981 Description An account of the resource HEADLINES REAGAN PLANS SHIFT OF MARAD TO DOT NEW MOBILE HALL OPEN FOR BUSINESS QUARTERLY DUES RAISED TO $54 USPHS: ONE FOOT IN GRAVE, ONE ON BANANA PEEL BRAVE AB PULLS PASSENGER OUT OF DRINK BRAND URGES WHILE WHITE HOUSE TO MOVE FASTER ON U.S. MARITIME WOES JUNE 22 1ST ANNIVERSARY OF PAUL HALL’S DEATH NAVY BRASS: U.S. SHORT OF MERCHANT SHIPS HOUSE UNIT AX FALLS ON U.S. SHIPBUILDING DEVELOPING NATIONS SEEK TO SCUTTLE ‘FLAGS-OF-CONVENIENCE’ DROZAK VISITS ‘DOWN UNDER’ FOR AFL-CIO MIKE RUCKER HALF WAY THRU THE HAWSEPIPE MCCLOSKEY SEEKS JONES ACT WAIVER S.F. UNIONISTS PICKET ‘BUILD-A-FINK’ CONFAB SIU BOATMEN CREW NEW TUG VALIANT MARITIME BUDGET NAVY SECRETARY SPEAKS OUT JONES ACT WAIVER U.S.-CHINA TRADE USER FEES BASIC ED PROGRAM HELPS SEAFARERS ADVANCE IN PAY, JOB SECURITY MARINE ELECTRONIC COURSE, FOR HIGHER QMED RATING WELDING COURSE DEVELOPS KEY SHIPBOARD SKILLS SHLSS OFFERS TOWBOAT OPERATOR COURSE SHLSS OFFERS CULINARY PROGRAMS FROM TRAINEE COOK TO CHIEF STEWARD A PIX OF LIFE AT SEA, AS A PASSENGER SEES IT INLAND USER FEES THREAT TO INDUSTRY 200,000 VIEW UNION INDUSTRIES SHOW BROTHERHOOD OF THE SEA MEETS POST WAR CHALLENGES HEAD ON-AND WINS BIRDSEYE VIEW OF SUPERTANKER NEW YORK LIGHTERING CARGO U.S. SHIPS MUST SHARE IN COAL EXPORT TRADE’ NEW 3-YEAR DEEP SEA CONTRACT HISTORIC NEW PENSION FORMULA EXPLAINED NEW VACATION RATES NEW WAGE RATES CONTRACT GAINS MIRROR CREW CONFERENCE RECOMMENDATIONS BILL KAISER, CZAR OF THE DEL NORTE FOR 23 YEARS AMERICAN DEEP SEA JOBS AT ALL TIME LOW SIU TUGS JAMES E. SMITH, KYLE SMITH CITED FOR HEROICS ‘FIRE IN THE HOLD’ ON THE SS BRIDGEHAMPTON PRIDE OF TEXAS OFF TO CHINA NATIONAL MARITIME DAY 1981 HONORS AMERICA’S MERCHANT SEAMEN WILLIAMSBURGH CREW HONORED BY MARAD U.S. COAST GUARD PROBE REPORT OF SS POET LOSS DUE SOON YOUTH SUBMINIMUM WAGE PLAN SHOULD BE AXED SEAMEN’S FAVORITE NURSE RETIRES PL-480 CARGOES A MUST TO KEEP U.S. FLEET AFLOAT Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 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 6/1/1981 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. 43, No. 6 1981 Periodicals Seafarers Log http://www.seafarerslog.org/archives/files/original/94169a7e2b6048c0c752b57456b3d48d.PDF 427722c27f8ec029fcf14a71cbad7304 PDF Text 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 Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource July 1981 Description An account of the resource HEADLINES PROPOSED SIU, MSTU MERGER MOVING AHEAD SIU BOATMEN ON STRIKE AGAINST IOT SIU BACKS TAX BREAK FOR CONVENTIONS HELD ON U.S. CRUISE SHIPS MEMBERS VOTING ‘YEA’ ON DEEP SEA PACT NTSB SLAPS USCG, OWNER IN POET LOSS SAFETY BOARD REPORT ON POET HOUSE-SENATE CONFAB WORKING ON FINAL ’82 BUDGET SIU, RESIDENTS FIGHT TO KEEP CARFERRIES IN FRANKFORT M.M. CAN MAN AUXILLIARY SHIPS BETTER, CHEAPER THAN NAVY SIU CALLS FOR BILATERAL SHIPPING PACTS IN COAL BILLS MEMBERS WARMLY INVITED TO DEDICATION OF PAUL HALL LIBRARY NEW BULKER AMERICAN REPUBLIC ON ORE RUN BILL INTRODUCED TO REDOCUMENT THE SS CONSTITUION HAWAII PASSES TAX AID FOR CRUISE SHIPS SIU, INDUSTRY SUPPORTS MOVE OF MARAD TO DOT NEW PRODUCT TANKER, OGDEN DYNACHEM, CHRISTENED MASS. GOV. NAMES SIU’S ORLANDO PILIT COMMISSIONER WORLD EVENTS AND THE U.S. MERCHANT MARINE NEMIROW, TIEGE STEP DOWN GREEN STEPS UP SPACE CHARTER PACT FOR U.S. LINES PL-480 SAVED HEARINGS HELD ON MCCLOSKEY JONES ACT WAIVER DROZAK TESTIFIES AGAINST ATTEMPT TO WEAKEN JONES ACT AFL-CIO SET FOR SEPT. 19 SOLIDARITY DAY RALLY FOREIGN FISHERMAN FINED $6.3M UNDER 200-MILE LIMIT SIU KNOCKS USCG FOR FAILURES ON SEA SAFETY HEROIC SEAFARERS OVERCOME BLAZE ON DELTA NORTE SEAFARERS HISTROCIAL RESEARCH DEPARTMENT LAUNCHES NEW ORAL HISTORY PROGRAM; WILL PRESERVE MEMORIES OF UNION MEMBERS SIU CREW LAUDED FOR SNUFFING BLAZE AT SEA DAMN THE COST, WORKERS MUST BE PROTECTED 1,000 HONOR DROZAK AT HISTADRUT DINNER KIRKLAND: U.S. MUST UPDATE TRADE POLICY SIU HELPS RESCUE PL-480 CARGOES FROM BUDGET AX UNION MANAGEMENT COMM. STUDIES PERMANENT JOBS, UPKEEP OF ‘A’ SENIORITY BETH STEEL V.P. THANKS DROZAK FOR SUPPORT OF U.S. SHIPBUILDING ACADEMIC STAFF TRIES DIFFERENT APPROACH IN TESTING SHLSS TRAINING PROVIDES BEST SHIPBOARD COOKS IN THE WORLD SIU BUILDS NATIONWIDE REPUTATION AS UNION ALWAYS READY TO CRACK TOUGH NUTS SIUNA AFFILIATED UIW AND CANNERY WORKERS MERGE AFL-CIO EXC. COUNCIL CLEARS UIW AFFILIATION ANN ARBOR PACT OKAYED; WILL KEEP CARFERRIES RUNNING THOUSANDS FLOCK TO GLOUCESTER FOR 54TH ANNUAL ST. PETER FIESTA SHLSS KIDS BATTLE ROYAL NAVAL LIFEBOAT INSTITUTE S-L PIONEER SAVES 3 IN SEA 3 DAYS OFF WRECKED YACHT SIU PD-PMA SUPPLEMENTAL BENEFITS FUN, INC. STOPPED ON PAGE 38 OF 1981-07 2ND TRY IN A MONTH TO SABOTAGE PL-480 BEGINS Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 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 7/1/1981 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. 43, No. 7 1981 Periodicals Seafarers Log http://www.seafarerslog.org/archives/files/original/48effdb30edf33bebf77ca72f512f3fc.PDF 42e09e09a2ecdeff9f04706223be239c PDF Text 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 Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource August 1981 Description An account of the resource HEADLINES BOATMEN OK NEW CONTRACT WITH IOT AFTER 46-DAY STRIKE LAKES SEAFARERS RALLY 3-YEAR GLAMO PACT REP. WALTER JONES TAX BREAKS FOR U.S. SHIPS UNION-MANAGEMENT COMM. STUDIES PERMANENT JOBS, UPKEEP OF ‘A’ SENIORITY 200 YEARS OF SERVICE TO SEAMEN WINDS DOWN ’82 BUDGET CUTS CDS; ALLOWS BUILDING FOREIGN U.S. SHIPS NOT GETTING 50% SHARE OF SPR OIL HOUSE UNIT RAPS USCG FOR FAILURES ON TANKER SAFETY STAR OF TEXAS LAUNCHED; SET FOR DEC. DELIVERY SOME NOTES OF THANKS FOR PENSION INCREASE JOE CURRAN, PRESIDENT OF NMU FOR 36 YEARS, DIES AT 78 LIBRA CREW RESCUES 51 PEOPLE IN 2 CRAFT REAGAN INKS BILL SHIFTING MARAD TO DOT SIU GEARING UP WITH LABOR FOR SOLIDARITY DAY SEPT. 19 WEINBERGER SUPPORTS FOREIGN FLAGS FOR DEFENSE U.S. FLAG CRUISE SHIPS INLAND USER FEES ALASKAN OIL SWAO INLAND USER FEES SHIPPING REGULATIONS REAGAN TAX BILL PASSED OVER LABOR’S OBJECTIONS U.S.-USSR EXTEND GRAIN TREATY; MULL SHIP PACT SEAFARERS TURN TO FOR ‘NO NOTICE’ MSC ALERT WILL NAVY FINALLY HELP M.M.? JURY STILL OUT SHLSS ENCOURAGES “PARTIAL TESTERS” TO ACHIEVE THEIR GED DIPLOMA GRADUATION DAY AT LMSS SHLSS SPECIALTY COURSES TO HELP SEAFARERS UPGRADE SKILLS, WAGES, AND JOB SECURITY ‘PUMPING IRON’ FOR PHYSICAL FITNESS PASSENGERS LOVE THE SHIP, THE CRUISE, THE CREWS OCEANIC INDEPENDENCE A YEAR IN OPERATION WHAT WOULD YOU DO IF YOU FOUND A WALLET CONTAINING $2700 BANKRUPT, BUT NOT BROKE, IN PORT SAID, EGYPT PROF: MORE AT STAKE THAN BLACKENED BEACHES WITH ‘FLAGS-OF-CONVENIENCE’ SIU TAMES CITIES SERVICE AFTER BITTER 4-YEAR (1946-1950) ORGANIZING DRIVE SEAFARER’S NEW BOOK DESTINED TO BE BEST SELLER DROZAK CALLS FOR MARITIME LABOR UNITY AT ILA CONVENTION ALASKA OIL SWAP PLAN REARS ITS UGLRY HEAD Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 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 8/1/1981 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. 43, No. 8 1981 Periodicals Seafarers Log http://www.seafarerslog.org/archives/files/original/ff84b838114c1c40fa1c7a6fa8c91a64.PDF 6bf32270911296b1cfb446c31d1e3603 PDF Text 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 Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource September 1981 Description An account of the resource HEADLINES DOA TRIES TO SLIP PAST U.S. FLAG USE AGAIN SIUNA ELECTS DROZAK INTERNATIONAL PRESIDENT LANE KIRKLAND ‘SIU KNOWS THE MEANING OF SOLIDARITY IN LABOR’ REP. WALTER JONES: ‘MUST HAVE COHERENT NATIONAL MARITIME POLICY’ BILL WYN: ‘HAVE PRIDE IN YOUR UNION’ BOB LOWEN: ‘MARITIME UNIONS MUST COOPERATE’ PAT SULLIVAN: YOU CAN COUNT ON THE ILA’ LEON SHAPIRO: ‘MUST BLOCK ALASKA OIL EXPORT’ RAY MCKAY: ‘MARITIME MUST UNITE TO SURVIVE’ J.C. TURNER: ‘ ROUGH SEAS AHEAD FOR LABOR’ ROBERT BONATATI: ‘REAGAN WILL DELIVER FOR MARITIME’ RUDY OSWALD: ‘FREE-TRADE CHOKING U.S. FLAG’ ED CARLOUGH: ‘A S TRONG BOND WITH SIU’ REP. JOHN BURTON: ‘UNIONS KEY TO SOCIAL PROGRESS’ PAGE GROTON: ‘U.S. SHIPYARDS IN DEEP TROUBLE’ SIUNA VOWS ACTION ON KEY MARITIME ISSUES SIUNA DELEGATES PASS SPECIAL RESOLUTION IN MEMORY OF PAUL HALL DOT TRANSFER REGULATORY REFORM DREDGING LABOR AT LARGE SIUNA CONVENTION U.S. CHINA BILATERAL TRADE AGREEMENT NAVY BUYS 6 OF 8 SL-7S FOR USE BY MSC ‘LAW OF THE SEA’ STILL HUNG UP ON OCEAN MINING TREATY LAKE SEAFARERS GET COLA HIKE SIU TAKES OGDEN DYNACHEM ON MAIDEN VOYAGE SIU OPPOSING EXPORT OF ALASKAN OIL USPHS HOSPITALS, CLINICA CLOSE OCT. 1, 1981 300,000 UNIONISTS MARCH ON WASHINGTON, D.C. FOR SOLIDARITY DAY PROTEST DEDICATION CEREMONIES-SEAFARERS HARRY LUNDEBERGY SCHOOL OF SEAMANSHIP-AUG. 1981 LANE KIRKLAND KEYNOTES DEDICATION N.Y. GOV. CAREY HELPS CELEBRATE ‘BITTERSWEET OCCASION’ NEW LIBRARY A FITTING MEMORIAL TO PAUL HALL- A MAN WHO LOVED EDUCATION DROAK: PORTS BILL NEES U.S. FLAG COAL PROVISION MINEWORKERS SUPPORT SIU ON COAL FOR U.S. SHIPS 5-STAR CUISINSE ON DELTA STUD, THANKS TO VIC REMOLE U.S. SHARE A FOREIGN COMMERCE DROPS 3.6% Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 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 9/1/1981 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. 43, No. 9 1981 Periodicals Seafarers Log http://www.seafarerslog.org/archives/files/original/7188ad34bda20bc46c4f6be1b7f08804.PDF 1b300929a5087d26030471ffc8c4a678 PDF Text 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 Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource October 1981 Description An account of the resource HEADLINES DOA TRIES TO SLIP PAST U.S. FLAG USE AGAIN SIUNA ELECTS DROZAK INTERNATIONAL PRESIDENT LANE KIRKLAND ‘SIU KNOWS THE MEANING OF SOLIDARITY IN LABOR’ REP. WALTER JONES: ‘MUST HAVE COHERENT NATIONAL MARITIME POLICY’ BILL WYN: ‘HAVE PRIDE IN YOUR UNION’ BOB LOWEN: ‘MARITIME UNIONS MUST COOPERATE’ PAT SULLIVAN: YOU CAN COUNT ON THE ILA’ LEON SHAPIRO: ‘MUST BLOCK ALASKA OIL EXPORT’ RAY MCKAY: ‘MARITIME MUST UNITE TO SURVIVE’ J.C. TURNER: ‘ ROUGH SEAS AHEAD FOR LABOR’ ROBERT BONATATI: ‘REAGAN WILL DELIVER FOR MARITIME’ RUDY OSWALD: ‘FREE-TRADE CHOKING U.S. FLAG’ ED CARLOUGH: ‘A S TRONG BOND WITH SIU’ REP. JOHN BURTON: ‘UNIONS KEY TO SOCIAL PROGRESS’ PAGE GROTON: ‘U.S. SHIPYARDS IN DEEP TROUBLE’ SIUNA VOWS ACTION ON KEY MARITIME ISSUES SIUNA DELEGATES PASS SPECIAL RESOLUTION IN MEMORY OF PAUL HALL DOT TRANSFER REGULATORY REFORM DREDGING LABOR AT LARGE SIUNA CONVENTION U.S. CHINA BILATERAL TRADE AGREEMENT NAVY BUYS 6 OF 8 SL-7S FOR USE BY MSC ‘LAW OF THE SEA’ STILL HUNG UP ON OCEAN MINING TREATY LAKE SEAFARERS GET COLA HIKE SIU TAKES OGDEN DYNACHEM ON MAIDEN VOYAGE SIU OPPOSING EXPORT OF ALASKAN OIL USPHS HOSPITALS, CLINICA CLOSE OCT. 1, 1981 300,000 UNIONISTS MARCH ON WASHINGTON, D.C. FOR SOLIDARITY DAY PROTEST DEDICATION CEREMONIES-SEAFARERS HARRY LUNDEBERGY SCHOOL OF SEAMANSHIP-AUG. 1981 LANE KIRKLAND KEYNOTES DEDICATION N.Y. GOV. CAREY HELPS CELEBRATE ‘BITTERSWEET OCCASION’ NEW LIBRARY A FITTING MEMORIAL TO PAUL HALL- A MAN WHO LOVED EDUCATION DROAK: PORTS BILL NEES U.S. FLAG COAL PROVISION MINEWORKERS SUPPORT SIU ON COAL FOR U.S. SHIPS 5-STAR CUISINSE ON DELTA STUD, THANKS TO VIC REMOLE U.S. SHARE A FOREIGN COMMERCE DROPS 3.6% Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 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 10/1/1981 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. 43, No. 10 1981 Periodicals Seafarers Log