http://www.seafarerslog.org/archives_old/files/original/05bc9bdaa537cb35965bf42a6c1494bf.PDF 958a4d4f9c52a4874313e08265c0b0a7 PDF Text Text Official organ of the SEAFARERS INTERNATIONAL UNION* Atlantic, Gulf, Lakes and Inland IWSiters District-AFL-CIO t SEAFARERS LOG Security In ^nity Yd. XXXIV No. 10 VS.- October 1972 (S^ fage 3) '•Br • Hudson's MSG Pact Involves SlU Jobs Opens SL^7 Service o (See Page 3) Waterman Begins LASH Construction (See Page 3) Congress Approves New Subsidy Bill (See Page 4) (See Pages 75-^81 �Applications for participation in the SIU's Bosun Recertification Training Program are now being accepted—along with nominations of bosuns to serve on a seven-man rank-and-file committee to pass on the rules for this new program. At the August 1972 monthly membership meet­ ings in all ports. Seafarers voted unanimously to adopt a recommendation calling for the institution of a Bosun Recertification Training Program. This action was reafiirmed at the September 1972 port meetings. Members Establish Cmniiuttee As a first step towards setting up the new pro­ gram, the membership also provided for election of a committee of qualified bosuns to pass on the eligibility of applicants for the program. This com­ mittee shall be composed of seven bosuns. The SIU Executive Board designated November 1 through November 30 as the period of nomination for service on the committee. During this period, appli­ cations for participation in the program itself are also being accepted and will continue to be accepted imtil further notice. Every SIU bosun witli full "A" seniority who also has one or more years of Coast Guard discharges in the rating of bosun, will be eligible for service on the committee or participation in the training program. Every bosun who meets these requirements may nominate himself or be nominated to serve on the Recertification Committee. Sdecting the Committee On December 1, 1972, the day after the close of nominations, a special meeting will be held at headquarters to elect a six man committee to pass on the credentials of nominees. On December 4, during the general membership meeting at SIU headquarters, the Credentials Com­ mittee will report the names of those nominees eligible for service on the Recertification Committee. The election of bosims to the Recertification Committee will be held in all ports on Wednesday, December 20, 1972. In order that all those eligible may have an opportunity to either be nominated or nominate themselves to the Bosun Recertification Program Committee, the union has made provision for a mail ballot. Any bosun unable to cast his ballot in a SIU port on that date should submit a request for a mail ballot to headquarters no later than Tuesday, December 5, 1972. SIU Board Action On 1972 Elections The SIU Executive Board on October 12 took the following action: It recommended that all affiliates are free 1. To endorse the presidential candidate of their own choosing; with such endorse­ ment being in the name of that affiliate; or 2. To maintain a position of neutrality, as they choose, and 3. That the President of the International may endorse either of the candidates or main­ tain a position of neutrality in the name of the International. On December 27, 1972, an election tallying committee consisting of six ^ active bosuns in good *ii standing will be selected at the headquarters mem­ bership meeting. This tallying committee will make its report no later than Friday, Januaty 3, 1973. Following the tallying committee's report the seven bosuns who have been elected to the Recerti­ fication Committee will than be notified to report to SIU headquarters by January 8, 1973, to begin , their study and review of all applications for partici- 4 pation in the program. In the past, the seniority upgrading programs' conducted by the SIU have b^n responsible for, producing the necessary numbers of highly qualified Seafarers for jobs aboard ships imder contract tO' the union. 1 New Technology Coming The Merchant Marine Act of 1970 provides for" a construction program of 300 ships at the rate of , 30 ships per year for 10 years. The new vessels wiU' utilize all of the latest innovations, including on. board automation. Many of the vessels will also feature unique methods of propulsion and cargo . handling. , ;l The recommendation for the Bosun Recertifica- j tion program is based on the fact that aboard SIU . manned vessels, the bosun is not only the most important unlicensed seaman, he is also the ship's chairman, which niakes him the SIU's representative at sea. In addition a good bosun must have knowl-,f|f: edge of every skill required in the deck department. | This is why the SIU's seniority upgrading pro-" 4 gram has made provision for a program that will ' produce highly qualified and fully certified bosuns.' A list of those ell^ble appears on Page 20. Security in Unity . s-;*/ •- The maritime industry, by its very nature and as has been proven throughout history, has to struggle to preserve what it already has, and has to struggle even harder to move ahead. Among our problems in this industry, we must meet head-on the presstires of worldwide competition of foreign-flag ships, many of which employ low-paid crews in comparably deplorable working conditions. And government agencies, such as the State Depart­ ment and the Department of Agriculture, are seeking to thwart the American merchant marine by not complying with Cargo Preference laws and simply ignoring U.S.flag ships. It's a proven fact that this country's merchant marine has suffered from neglect at the hanck of its own govern­ ment; it's a proven fact that this country's merchant marine, which was once the world's greatest maritime power, now carries only 5 percent of all U.S. imports and exports; and only recently has the American public begun to be aware of the pli^t of its merchant marine. I'k IMR •I .m The maritime industry is jiow beginning to show signs of revival after all these years of neglect. And the SIU can stand proud in the realization that it has contributed immeasurably to this revitalization of American-flag shipping. Its contributions were made possible only because of an understanding membership, which recognized the problems besetting the industry and was willing to seek solutions through collective deliberation and action. Before any problem can be solved and defeated, we must first understand it. Our members have done just this. They have shown the willingness and patience to resolve and correct these problems through understanding. Jl ' With such an attitude and with such determination on the part of the membership, we can succeed in doing what the union is supposed to—provide job opportunities and security for the Seafarer and his family. ' /I Yet despite all these obstacles. Seafarers have, by their unity of effort and purpose, made their union an effective instrument in fighting such encroachments and have en­ abled it to perform its basic function—protecting the •jobs of the members. Any SIU man who knows the history of the American seamen's movement knows that the only way to really protect himself adequately is to do it through a united effort. A union is only as strong as its members want it to be. Paul Hall ;> Throughout its history the SIU has been able to meet and weather the challenges which pose threats to the se­ curity of its members—only because of the solidarity of the members themselves. And it will continue to do so. Change of address cards pn Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-C10, 675 Fourth Avenue^ Brooklyn, New York 11232. Published monthly. Second Class postage paid at Washington, D.C. , r.-.^'y-cr li �Bilateral Agreement with Soviet Union Means 5,000 New American Jobs A precedent-setting bilateral mari­ time trade agreement has been reached between the United States and the Soviet Union, an agreement which guarantees that one-third of all the cargoes between the two countries will be reserved for American-flag ships. The SIU and other maritime unions insisted on this specific provisions be­ fore they would agree to move any future cargoes to Russia. (Full text of White House statement on the trade agreement appears on Page 5.) The job-creating agreement between the Soviet Union and the United States that requires that a third of all ocean­ going commerce between the nations be carried by American-flag vessels establishes a policy breakthrough that could lead to the complete revitaliza- rj « 1 1 t > I • % '• ' 4 i V '.r. :•M "If you can't ship, you can't sell or trade." The SIU and the AFL-CIO Mari­ time Trades Department, along with other maritime unions, have been waging an intensive battle on Capitol Hill for several years in an effort to drive home the theory that the United States cannot be a first-class trading nation unless it has a first-class fleet. Opens 40 Ports The Soviet-American trade agree­ ment opens 40 ports in each nation to commercial ships of the other coun­ try. Most of the major American ports on the East, West and Gulf Coasts and the Great Lakes are included. This marks the first time that Soviet vessels can call upon East Coast and Great Lakes ports since 1963. The grain agreement requires that the Soviet Union pay American ship­ pers a rate of $8.05 a ton or 10 per­ cent over the world shipping rate, whichever is greater. The remainder of the cost will be covered by Federal operating subsidies made available to bulk carriers for the first time under the SlU-supported Merchant Marine Act of 1970. Peterson, who was joined in the negotiations by Assistant Secretary of Conunerce for Maritime Affairs Robert J. Blackwell, called the agree­ ment "an indispensable first step in beginning the new era of expanded commerce with the Soviet Union." Trade between the nations is ex­ pected to extend far beyond the ship­ ment of grain. The Soviet Union is expected to import massive amounts of machinery built by American workers—and ex­ port to the United States raw materials. $566.4 Million LNS Contracts Now Signed MSC-Hudson Pact Means New SIU Jobs Two multi-million dollar contracts for LNG ships to be built in U.S. yards were signed in September. The first, for $268.7 million, was awarded to the General Dynamics shipyards in Quincy, Mass., where three 125,000 cubic meter tankers will be produced for what is known as the Eascogas Project. The other contract, for $297.7 million, was awarded to the Newport. News Shipbuilding and Drydock Co, which will build the first three of six expected LNG tankers for El Paso Natural Gas Co. One of the signatories to the con­ tract is the Maritime Administration which will grant subsidies of $63.8 million to the Eascogas construction project, and another $76.3 million to the El Paso shipbuilding project. The six tankers will be the first built ip U.S. yards, and are expected to play-a major role in making the U.S.-flag a factor in shipping of liquefied natural gas a vital agent in planning for the nation's future energy needs. New job opportunities for Sea­ farers will result from the Military Sealift Command's (MSQ selection of Hudson Waterways Corp., an SIUcontracted company, to operate a fleet of 13 government-owned tankers for the next five years. The company, a wholly owned sub­ sidiary of Seatrain Lines, Inc., will assume operations of each of the ships as they reach port. The tankers will operate worldwide under MSC control, delivering petrol­ eum products for Department of De­ fense organizations. Hudson Waterways was awarded the contract in competitive bidding. The tankers have been operating under a contract between the MSC and Mathieson Tanker Industries. As a result of this development more than 500 new job opportunities will be available to Seafarers who will man the vessels. The contract provides that Hudson Waterways will operate the fleet for the next five years. MSC is expecting delivery in 1974 and 1975 of nine new tankers to re­ place some of the older ships in the current fleet. The MSC-Hudson agreement is but one in a series of developments by SlU-controlled companies that are se­ curing jobs for the future. Many of the new ships being con­ structed by SlU-contracted operators are being built with the help of Fed­ eral subsidies that became available under the Merchant Marine Act of 1970—a legislative landmark in U.S. maritime history. The SIU was among the leading supporters of the bill. A Reminder « tion of the U.S. merchant fleet. The agreement between the two world powers provides that a third of all U.S.-USSR oceanborne commerce will be transported by ships of each nation, with the remaining third being available to third-flag shippers. An immediate impact is expected, since the Soviet Union is buying 17 million tons of grain from the United States. At least 5.5 million tons will be transported on American-flag ves­ sels. U.S. Secretary of Commerce Peter G. Peterson estimated that "at least 5,000" jobs will be created by the grain shipments alone for American seamen, longshoremen and shipyard workers. In a statement that makes explicit the reasoning behind the bilateral trade agreement, Peterson said: Seafarers contacting SIU head­ quarters requesting permission to change the department aboard ship in which they have shipped and registered are reminded of the pro­ vision governing such change con­ tained in the membership approved Shipping Rules dated June 16, 1972. Article 1, Section B of the Ship­ ping Rules reads as follows: "A seaman may not change the department in which he ships with­ out loss of accrued seniority unless he receives penuission from the Seafarers Appeals Board. The Sea­ farers Appeals Board shall grant such permission only upon proof establishing in the sole judgment of the Board that medical reasons warrant the change." Headquarters urges every Sea­ farer to consider this provision be­ fore submitting a request for change of department. October 1972 A LASH vessel of the type Waterman has under construction. Waterman Begins LASH Construction The keel-laying for the S. S. Robert E. Lee (Waterman), a radically new cargo ship of the LASH design, a sys­ tem which will dramatically change shipping concepts throughout the world, was held in September at Avondale Shipyards, Inc., in New Orleans, Louisiana. The LASH (lighter aboard ship) vessels are single screw, steam turbine propelled general cargo ships in­ corporating the new concept of carry­ ing lighters. Three of the new type vessels are being built for Waterman Steamship Corporation. These vessels will replace vessels built after World War II, and will be used from the Gulf of Mexico and the East coast to the Red Sea, Persian Gulf, India, Pakistan and Bangladesh. Waterman Steamship Corporation, with the larger more productive LASH vessels, hopes to increase tonnage in those areas. The Robert E. Lee, the first ship for Waterman Steamship Corporation to be built under the Merchant Marine Act of 1970, will have a length of 893 feet 4 inches, including cantilever stern, a beam of 100 feet and a deadweight capacity of 40,000 long tons. Each ship will be powered by a steam turbine generating 32,000 shaft horsepower giving a speed of 22 knots and will carry 89 lighters. The Robert E. Lee, which will per­ mit rapid shuttling of high speed car­ riers with a minimum of costly port delays for shippers, utilizes the piggy­ back principle. General cargo will be loaded or unloaded from barges, or lighters, rather than into the vessel itself. When a vessel arrives in port, the preloaded lighters will be lifted aboard thus eliminating the necessity of any lengthy time in port. All barges will be loaded or unloaded without bene­ fit of any additional port handling gear. Various company and government officials participated in the keel-laying ceremonies. Seafarers who are due retroactiw wages for voyages aboard contract* ed vessels after June 16, 1972, prior to aqjproval of the new SItJ contract by the pay board should immediately contact the company by whom they were employed or SIU headquarters to secure these back wages.:- • \ Page 3 �Subsidies approved by Congress will go to construction of ships like the one on the ways here. Congress Approves New Maritime Bill Congress provided a major boost for the maritime industry when it placed its stamp of approval on a measure that will enable the Maritime Administration to further its program for revitalization of American ship­ ping. In last-minute action, both the House and the Senate passed a supple­ mental appropriation of $175 million that the Nixon Administration had requested for Federal government sub­ sidies for the construction of new vessels under the terms of the Mer­ chant Marine Act of 1970. The supplemental appropriation was requested because the previous $250 million that had been approved for shipbuilding subsidies had ^en nearly depleted as the drive to modernize America's merchant marine began to take hold. Maritime Administrator and Assist­ ant Secretary of Commerce for Mari­ time Affairs Robert J. Blackwell made an urgent appeal to Congress for the additional funds. Five More LNG's Blackwell told the House Merchant Marine and Fisheries Committee that without the supplemental appropria­ tion, "we will risk losing the momen­ tum which has been achieved in the ship construction program." The new funds, the Administration said, would be used to assist in the construction of several ships, including five more liquified natural gas carriers, two ore-bulk-oil ships and a roll-on, roll-off vessel. Blackwell said that with the sup­ plemental appropriation, he expected that contracts would be completed for all eight of the ships by next June 30. The Administration in June an­ nounced that contracts had been signed providing for Federal subsidies to aid in the construction of 16 new vessels costing a total of $660 million. The subsidies amounted to $284 million. President Nixon, at the time of the signing of the massive shipbuilding contract package, said the action was part of a new program designed "to restore our merchant marine to a vigorous, competitive position on the high seas, and to restore employment and profit in shipping and shipbuild­ ing industries at home. "The Administration has a firm commitment, which we are fulfilling, to restore the U.S. to the rank of a firstclass maritime power," the President asserted. New Job Openings The Administration reported that the additional shipbuilding that will be generated by the supplemental ap­ propriation will provide an estimated 31,000 man-years of employment in American shipyards. The ships, as they are completed, will add substantially to the number of job opportunities available for sea­ men, as well. With the ships that are expected to be built with the aid of the supple­ mental appropriation will bring to 36 the num^r of new vessels contracted for under the terms of the Merchant Marine Act of 1970. House to Act on Fishing Bill A bill that would impose a $1,000 fine on Canadian surplus fishing ships that crown Alaskan fishing grounds has been favorably reported to the House of Representatives by the House Merchant Marine and Fisheiies Committee. The bill, sponsored by Rep. Nicho­ las Begich (D.-Alaska), is meant to curtail use of surplus ships sold by the Canadian government with a re­ striction that they can not be used for fishing in Canadian waters. Rep. Begich said these vessels, "im­ mediately turn up in Alaska where they overcrowd the already crowded Alaska waters, and make it impossible for Alaskan fishermen to earn a living. By B» ROCEXR Both houses of Congress have been meeting in evening sessions recently in an attempt to act on some of the important legislation still pending. As we go to press, the. Senate is engaged in a filibuster to prevent the Consumer Protection Agency bill from coming to a vote. Filibuster may be used in the Senate—but not in the House—^to prevent a vote. A Senator representing a minority position may talk about anything, once he gets the floor. Debate can only be limited by cloture. Sixteen members must sign a petition for cloture motion, and two-thirds of the Senators present must vote for cloture, which limits each speaker to one hour of debate on the proposed bill, ending the filibuster. There have alreay been three cloture votes, but non giving the necessary two-thirds vote. Qoture has been successful (mly six times in the history of the Senate, so the bill is almost surely doomed for this session. An $18.5 billion Social Security and welfare bill has passed the Senate and will now go to conference with the House. Different versions of the minimum wage bill have passed both houses and are scheduled to go to a conference committee to resolve the differences. Coverage is still in doubt for many workers who wages are below the poverty line. The Senate version of the bill gives greater coverage to domestics and other workers as well as a higher minimum to teen age workers. The energy crisis, which has long been a matter of concern to Seafarers, is under investigation in at least five committees in Congress. The problems are numerous. We are using more ener^ at an everincreasing rate. There are more people and they make greater demands on the reserves. We now import 25 percent of our oil; by 1985, that figure will become more dependent on supplies from Venezuela and the Middle East, and we will be dependent on foreign-flag ships to transport that oil. .. Therefore, cargo preference will be one of the major goals for SIU when the new Congress convenes in January. Our representatives are preparing for "Round Two" in this effort to protect our supply, our economy, and our jobs. Just before adjournment. Congress passed an additional $175 million . for shipbuilding for fiscal year 1973. The Maritime Administration had re­ quested the supplemental appropriation. For details, see page 3. Shqpbufldii^ Loan Guarantees Title XI of hte Merchant Marine Act of 1936 provides for merchant shipbuilding loan guarantees, and is administered by the Maritime Admin­ istration, under the Commerce Department. A new bill, S.3001, the Federal Financing Bank Act, would place re­ sponsibility for Title XI under the Treasury Department and would require an annual authorization by the Office of Management and Budget, causing a delay in obtaining funds through the maze of bureaucratic structure. The result would be a slow-down in the shipbuilding program, just when it has begun to flourish. Therefore we have submitted a statement to the House Ways and Means Committee, where S.3001 is being considered, and have stated strong objections to these provisions of the bill. Chairman Mills has indicated in the hearings that the bill will be amended to remove these restrictions. PHS Hospitals H.R. 16755, to amend the Public Health Service Act, has been reported out of the House Interstate and Foreign Commerce Committee and now goes to the floor of the House. Some of the provisions in the companion Senate bill have been deleted from the House biU so that it is far less specific in alternative health care coverage if a hospital is closed. As soon as action is completed in the House, a conference committee will be appointed to work out the differences in the two versions of the bill. SIU representatives will be working with conferees and their staffs to retain and improve the hospitals and their services. Support SPAD Seafarers are urged to contribute to SPAD. It is the way to have your voice heard and to keep your union effective in the il^t for legiriation to protect the securtiy of every Seafarer and his family. �Full Text of White House Statement I On U.S.-Soviet Shipping Agreement Following is flie fun text of a statement issued fnun The White House <m flie occasion the signing of the bilateral shqq^ng agreemoit for grain cargoes between die U.S. and the Soviet Unimi. ••ji.54 I N. A major maritime agreement with the Soviet Union was signed today by U.S. Secretary of Commerce Peter G. Peterson and the Minister of Merchant Marine of the Union of Soviet Socialist Republics Timofey B. Guzhenko. This Agreement represents another necessary link in the estab­ lishment of an expanding commercial relationship with the Soviet Union. does it include warships or vessels carrying out state func­ tions other than those mentioned above. It is not intended to cover any liqudied natural gas trade which may develop between the nations. The negotiations wihch culminated in this Agreement were initiated in the latter part of 1971, and have been the subject of a series of meetings in Washingtcm and Moscow throughout 1972. Under the Agreement, neither naticm shall charge vessels of the other tcmnage duties which exceed duties charged to vessels of other nations in like situations. By providing a broad framework and a clear set of ground rules for maritime activities between the two coun­ tries, this Agreement is an important step toward normaliz­ ing and expanding maritime relationships between the United States and the Soviet Union. OBJECTIVES The Agreement has two basic objectives; first, to open the channels of maritime commerce between the two na­ tions by opening major U.S. and Soviet commercial ports to calls by specified kinds of U.S. fiag and Soviet-flag vessels the opportunity to participate equally and substantially in the carriage of all cargoes moving by sea between the two nations. SALIENT POINTS OF THE AGREEMENT Port Access. The Agreement provides access to specified Soviet and United States ports to flag vessels of both coun­ tries engaged in commercial maritime shipping and mer­ chant marine training activities. Under the Agreement, 40 ports in each nation are open to access by vessels of the other nation upon four days' advance notice to the appro­ priate authorities. The selection of the ports was based on commercial considerations, reasonable reciprocity and pro­ tection of national security interests. The U.S. ports open to access by Soviet vessels are: ii: Astoria, Oregon Baltimore, Maryland Baton Rouge, Louisiana Bay City, Michigan Beaumont, Texas Beliingham, Washington Brownsville, Texas Burnside, Louisiana Chicago, Illinois Ceveland, Ohio Coos Bay (including North Bend), Oregon Corpus Christi, Texas Duluth, Minnesota/ Superior, Wisconsin Erie, Pennsylvania Eureka, California Everett, Washington Galveston/Texas City, 76X&S Honoiulu, Hawaii Houston, Texas Kenosha, Wisconsin Long Beach, California Longview, Washington I • Los Angeles (including San Pedro, Wilmington, Terminal Island), California Milwaukee, Wisconsin Mobile, Alabama New Orleans, Louisiana New York (New York and New Jersey parts of the Port of New York Authority), New York Olympia, Washin^on Philadelphia, Pennsylvania (including Camden, New Jersey) Ponce, Puerto Rico Port Arthur, Texas Portland (including Vancourver, Washington), Oregon Sacramento, California San Francisco, (Including Alame­ da, Oakland, Berkeley, Rich­ mond) California Savaiuiali, Georgia Seattle, Washington Skagway, Alaska Tacoma, Washington Tampa, Florida Toledo, Ohio While the four-day notice requirement is more than the normal 24-hour notice period applicable to commercial vessels, it is substantially less restrictive than the 14-day advance request requirement now applied by the United States to Soviet vessels and the 14-day advance request re­ quired by the U.S.S.R. for U.S. vessels. Entry of vessels to ports ndt specified in the Agreement will continue to be permitted in accordance with existing rules and regulations, i.e., the 14-day prior request provisions will still apply. Re­ quests for entry by Soviet vessels to U.S. ports not specified in the Agreement must be made of the Department of State, Washington, D.C., and must be accompanied by an itinerary complete with ports of call and dates. Maritime training vessels and hydrographic and other research vessels may enter the ports only for purposes of resupply, rest, crew changes, minor repairs and other services normally provided in such ports. The Agreement does not involve any concessions in the policy of the United States with respect to ships which have called on Cuban, North Viemam or North Korean ports. Soviet vessels which have called or will call on Cuba, North Vietnam, or North Korea will not be permitted to bimker in U.S. ports and Soviet vessels which have called on Cuba or North Vietnam will not be permitted to load or unload in U.S. ports government-financed cargoes such as grains sold on Commodity Credit Corporation credit terms. I ' i . 1 ' 'i [J.. In addition, the Agreement contemplates the access of initially 81 U.S. and 50 Soviet vessels engaged in hydrographic, oceanographic, meteorological or terrestrial mag­ netic field research of a civilian nature. The Agreement does not include vessels engaged in fishing or related activities since these matters are covered by separate agreements; nor October 1972 TONNAGE DUTIES EQUAL AND SUBSTANTIAL SHARING The Agreement sets forth the intention of both govern­ ments that the national-flag vessels of each country will each carry equal and substantial shares of the oceanbome commerce between the two naticms. At the same time the Agreement recognizes the policy of both the United States and the Soviet Union with respect to participation in its trade by thrid-flag vessels. The intention that a substantial share of the trade betwera the two nations will be carried by each national flag merchant marine is defined as meaning that the nationalflag vessels of each nation will have the opportunity to carry not less than one-third of all cargoes moving in whole or in part by sea between the two nations, whether by direct movement or by transshipment through third countries. In the case of grain shipments, the one-third requirement is to be applied retroactively to all shipments since July 1, 1972. Equal share of the trade between the two nations is measured on the basis of U.S. dollar freight value of cargo carryings by the national-flag vessels of each party during each calendar year accounting period. Special accounting procedures are established to determine on a uniform basis the U.S. dollar freight value of cargo carryings and to protect against the possibility of disparities caused by the undervaluing of freight rates to increase the volume of cargo carried. These procedues are also designed to permit continuous monitoring so as to maintain parity of carriage throughout the accounting period. Cargoes carried in liner vessels, and bulk cargoes carried in nonliner service are accounted for separately under the Agreement due to the difference in the methods of establishing freight rates. The opportunity for carriage of equal and substantial' shares of the trade between the two nations by national-flag ships is to be assured by the routing of controlled cargoes; i.e., cargoes with respect to which entities of either govern­ ment have the power to designate the cariage. On the U.S. side, this includes only those cargoes which are subject to U.S. government control under our cargo preference laws. On the Soviet side, all exports and imports for which en­ tities of the U.S.S.R. have or could have the power at any time to designate the carrier are included. Recognition has been given to the practical commercial consideration that vessels of either nation may not be avail­ able to carry the amount of cargo to which they are en­ titled under the principles of the Agreement. Under such circumstances, a limited variance from the equal and sub­ stantial sharing rules is provided. Such variance is permitted where the cargo was offered on reasonable terms and con­ ditions and where the unavailability of national-flag carriers is certified by a representative of the U.S. Maritime Ad­ ministration or U.S.S.R. Ministry of Merchant Marine, as the case may be. Even though unavailability has bem cer­ tified by the appropriate representative, there is still an obligation to continue to offer controlled cargo to restore the one-third share if possible within the same calendar year. Freight Rates. The matter of freight rates to be paid to U.S. vessels is an important provision of the Agreement With respect to liner service, U.S.-flag carriers should face no significant problems because U.S. vessels can participate in this trade under the conference-rate system with the assistance of the U.S. operating subsidy program. Rates for shipment of bulk cargo, such as grain, however, present a different situation. Bulk cargo is shipped in world trade under charter rates which are set in competition with ships of nations with far lower costs than American ships. The United States has never before had a subsidy system which permit its vessels to compete in the bulk grain trade, al­ though such a subsidy system was legislatively authorized in 1970. In lieu of a subsidy system for bulk cargo, there were regulations which required shipments of grain to the Soviet Union to move 50% in U.S.-flag vessels. This, how­ ever, never resulted in significant carriage for U.S. vessels. Freight rates are a substantial part of the cost of grain and without subsidy the rates charged by U.S.-flag carriers in­ creased the cost of grain beyond the level buyers were willing to pay. Under the Agreement, the two governments have worked out rate provisions for two categories of bulk cargo to be carped by U.S. vessels. For nonagricultural bulk cargoes, the Agreement in es­ sence provides that American vessels shall be paid in each year the average of the freight rate for that category of cargo on the route in question over the prior three calendar years. The other and far more important category of charter rates is for agricultural cmnmodities and products. With respea to these cargoes the Soviet Union will offer to United States vessels the higher of: 1. A rate computed on the 3-year average formula de­ scribed above for the years 1969, 1970, and 1971. This rate for the route most expected to be used for the current grain sales is $8.05 per ton for wheat and other heavy grains, or 2. 110 per cent of the current market rates for the ship­ ment involved. In addition to these provisions, for agricultural cargo the Soviet Union has also agreed to terms relating to unloading ships in the Soviet Union which are more favorable to United States vessels than would otherwise apply in this trade. Our maritime experts estimate these special terms represent a reduction from typical rates of at least $1.75 per ton. These special provisions for rates on agricultural, cargo apply through June 30, 1973, by which time the parties will negotiate future rates. This vrill permit review of the actual workings of this rate system near the close of the current imusual grain shipment season. TERM OF AGREEMENT The Agreement remains in force through 1975, subject to earlier termination by either party on 90 days' notice. UNITED STATES SUBSIDY Although not part of the Agreement, a necessary part of achieving its objectives is that the United States pay a subsidy to its own vessels in the carriage of agricultural cargo. This is not a financial advantage to the Soviet Union since it could carry all this cargo in its own vessels or third-flag vessels at lower costs than it will pay United States vessels. The combination of higher than marget charter rates, and favorable terms for unloading, afforded U.S.-flag vessels reduces the subsidy costs. The subsidy system, to be published shortly, is authorized under the Merchant Marine Act of 1970. Because the ships which will be involved in this trade, unlike U.S.-flag vessels carrying freight in the liner trade, have not received United States construction subsidies, the subsidy to be provided will take into account the amount by which U.S. construction costs exceed foreign construction costs. In order to keep the subsidy at a minimum, it has basically been designed to create no more than a break-even situation at $8.05 for most ships which will be likely to participate. The esti­ mated subsidy paid to vessels carrying agricultural cargo under the Agreement will be in the range of $8.00 to $10.00 a ton, if market rates stay in the range of $9.00 to $11.00 a tOT, which compares to the current subsidy of about $19.00 per ton on PL-480 grain shipments. Among provisions limiting the subsidy paid for move­ ments under the Agreement will be the following: 1. Where market rates exceed the $8.05, all of the ex­ cess paid by the Soviet Union, over market (i.e., 10% premium) is used to reduce the subsidy; 2. When the market rate is $9.00 or more, a substantial part of the amount over $9.00 will be used to reduce the subsidy; 3. Each subsidy contract will have a re-negotiation clause to ensure that no excess profits are made. The exact amount of subsidy which will be involved with respect to carrying the American share of the grain cargo is difficult to predict with precision because it depends <Hi factors such as: (1) the volume of the Soviet grain trade actually carried by U.S. ships which will be reduced to the. extent that more attractive carriage is available (such as Pl-480 or oil); (2) the level of market rates, since the U.S. subsidy paid will be substantially reduced as market rates go up. PUBUC AVAILABILITY OF THE AGREEMENT A copy of the Agreement, Annexes, and the exchange of letters with respect to the bulk commodity rates is publicly available. J �How's Your Trivia? Here is the first of a number of quizzes on items of interest to Sea­ farers, that will be published from time to time in the SEAFARERS LOG. This is an important presidential election year. We are well informed of the present candidates, but how much do we know of past adminis­ trations? Here are some guidelines for scoring your answers. Number 9 or 10 7 or 8 WOW! (did you cheat?) You should be a history teacher. 5 or 6 Very good, but not Wow. 3 or 4 Not bad. 1 or 2 Could be improved. 0 You played hooky too much. 1. 2. 3. 4. 5. 6. 7. Questions What state has produced more presidents than any other? Who was the 13th President of the United States? Can you name the one and only president, who never married? Which president had "more children than any other? Which President served the shortest term of office? Four Presidents have been as­ sassinated while in office. Can you name them? Who was Richard Nixon's Upgrader at PIney Point running mate in the 1960 elec­ tion? 8. Can you name the Vice Presi­ dent, who was serving in office, while at the same time, under indictment for murder? 9. Which President received the most popular votes in an elec­ tion? 10. What state produced the most Vice Presidents? - Answers •siuopisaij sojA iq3{3 paonpojd suq ^JOA MOM -QI •JOJBAVPIOQ yCireg SBM Ji ISUIBSB 'fsV6ZV£t' uosuqof uopu/Cq -g qonp B tn uotnuiBH JopuBxaiv P wpmra aqj joj (uosjdjgof jgpun luspjsajj 3MA) -"tta uojBv *8 •aSpoq joqBO iCiuoH Z, •Xpauuax'd tiqof puB 'ppgjBO saurej; 'XoiuT^Djq ™®!inAV 'iqooun tUBiiBjqv "9 'IWl 'f ipdv -XfSI 'I iCrenuBf -poip aq ajopq aojgo ui sqjuoui g jsnf P3AJ9S UOSUJBH tuBiniM 'S 'saSBUjBiu OMj Xq (sjaj -qSnBp p Tg suos 9) uojpqqo oi pBq UOSUJBH XiuaH uiBiqiyW 'f 'paUJBUI J3A3U '.I98I-Z,S8l UBUBqone samBf •£ •£981-0981 '3-iouqnd piBUlW Z 'sjuapisajj 8 psonp -ojd SBq Bni^jjA P aqx *I /• ' Kevin Conklin, left, became the first Lundeberg School graduate to achieve a QMED rating at the Upgrading Center in Piney Point when he secured en­ dorsements for Reefer Engineer, Electrician, Junior Engineer, Deck fngineer, and Pumpman. Seafarer Conklin needed only six weeks to pass the exams for the five endorsements. Robert Kalmus, Director of Vocational Education at the Lundeberg School, and James Aelick, engine instructor, point out the engineroom layout of the new SL-7. Seafarer Conklin is now sailing aboard the S.S. Galloway, the first of this new class of containership being built for Sealand Services. Ponce Shines in the Harbor Lights •1:. �Seafarers Help 104 Flee Burning Ship Passengers and crewmembers, forced to hurriedly the fire-ravaged Liberian freighter Oriented Warrior in the South QfTT _25th, were perilously stranded in their lifeboats until the •' *1. 5HU-manned containership W'amor rushed to their aid. ,?/ from Savannah to the Far East, the Liberian m « .4 k « ^ 537-foot combination cargo-passenger vessel, was ^ ^ when a piston ruptured in her engine room, splashing oil on hot haust pipes nearby. The fire spread so rapidly throughout the midsection and superstructure of the ship that the order was given to abandon her some 30 miles off the coast of Florida. ^ In one of those coincidences that the Oriental Warrior burning at sea sometimes plays a part in dramatic brought back these memories and ' moments at sea, the SlU-manned made it clear that fast action was • Warrior happened on the scene of the necessary. It's something you never • disaster just a few minutes after those forget. aboard the stricken ship had donned "After the rescue, I spent a moment their life jackets and lowered lifein my cabin and said a prayer of , boats in preparation for the uncer­ thanks for the fact that everything tain task of surviving in the open sea. went smoothly .and no one was lost The SlU-manned Warrior, a fre­ or hurt," said Tart. quent visitor to the Port of Jackson­ ville, was on a coastwise voyage and Smoke visible for miles rises from , first sighted the burning Oriental the midsection of the Oriental War­ Warrior at approximately 11 a.m. rior, a Liberian-flag passenger ship • Seafarers on the decks of the Warrior which burned 55 miles from Daycould clearly see the foreign-flag tona, Fla. A total of 104 passengers vessel smoking heavily on the horizon. and crewmembers were rescued from ^ Smooth Response the stricken ship by the SIU crew of the Warrior, which was in the area A general alarm was immediately when the fire started. ' sounded and Seafarers responded to , the command with clocklike precision. , Within seconds, all hands were at • their emergency stations and ready to conduct rescue operations. .j' Eloris Tart, steward aboard the ' Warrior, could see that several of the . lifeboats had already been launched. ' • "Heavy smoke and some flames . were rising from the ship's midSeafarer Ronald Canady, left, an able ' ^ section," recalls Tart. seaman aboard the SlU-contracted . The 449-foot long SlU-contracted Warrior, assists as a disabled pas­ senger of the Oriental Warrior is , ship, capable of a top speed of 15 taken aboard a Coast Guard launch i knots, was now straining to quickly for return to shore. Passengers and ' close the open water gap between crew of the Liberian-flag Oriental • herself and the ship on the horizon. Warrior were rescued by the SeaDisregarding the possibility that the Land Warrior's crew after a fire at . burning ship might be carrying a sea. I . potentially explosive cargo or the fact , that the fire might at any moment ' touch off its fuel tanks, the SIU ship , ' moved in as close as she could. Lifeboats, laden with passengers and crewmembers alike, dotted the • waters. The Warrior's deck department, spearheaded by Bosun Barney Swear^ ingen, and beefed-up by Seafarers from the engine and steward depart, ments, worked smoothly to safely transfer the stranded passengers and • crewmembers from their tiny lifeboats to the huge containership. The task of transferring the 104 persons was a delicate operation re­ quiring the utmost in seamanship and teamwork, but within minutes, all ' were aboard the Warrior. She turned . about quickly to get out of the vicinity and away from the danger of an ^ explosion. Rescue operations went so smoothly ^ that the only really anxious moment occurred when a physically handi^ capped passenger had to be brought aboard in a stretcher. , Vivid Memories The rescued passengers and crew• members remained aboard the Warrior until they were dropped off at the ' U.S. Coast Guard Station at Mayport, Fla. During their stay aboard ' the SIU ship they received food and ^ some dry clothing from Seafarers and expressed their thanks to those aboard ^ for their quick action. Recalling his thoughts after the , rescue. Brother Tart noted in a letter to the LOG: "Having gone through the 'Hells' of World War II, I saw ships go Huddled on the fantail of the SlUental Warrior are dwarfed by cargo down in flame and smoke within contracted Warrior, passengers and containers. The Warrior crew rescued minutes of being hit. The sight of crewmembers of the stricken Ori­ 104 persons from the burning Liber­ October 1972 si ian-flag passenger vessel. The dra­ matic rescue occured off the Florida coast. 7 �^os/on Ships' Gommittee BOSTON (Sea-Land)—From left aboard the Boston in Port Elizabeth, New Jersey are: R. Lanove, educational director; S. Schuyler, secretary-reporter; J. Slayton, engine delegate; H. Benner, steward delegate, and J. Vega, ship's chairman. Labor Angered By Wage Bill Stall m Labor leaders leveled bitter attacks at "reactionaries" in Congress after the House of Representatives refused to send its minimum-wage bill to con­ ference with the Senate. The House, through a team-up of Republicans and Southern Democrats, voted 196-188 against the motion to let the House version of a minimumwage hike be subjected to a confer­ ence with a Senate-passed measure. Representative Carl D. Perkins (D.-Ky.), Labor Committee chairman, who lost an earlier try at getting the bill to conference feared the latest re­ buff would kill minimum wage legisla­ tion for this session. The Senate bill, backed by labor, would raise the present $1.60 an hour minimum to $2.20 over two years and extend coverage to six million more workers, including domestics and state and local government employees. The Senate also woul draise the mini­ mum for factory-farm workers to $2.20 over three years. The House bill would raise the overall minimum to $2 an hour. It would not extend coverage or increase the farm workers minimum. It also includes a provision sought by Presi­ dent Nixon to let employers hire 16- Danish P.M. A Union Man The former head of Denmark's largest labor union. Anker Joergensen, has been formally appointed by Queen Margrethe as that country's prime minister. A relative political unknown until his appointment, Joergensen had been serving as chairman of the Gen­ eral Workers union. Page 8 and 17-year-old youths at a special $1.60 wage. AFL-CIO President George Meany pointed out that opponents of a "de­ cent minimum wage" required a guar­ antee that this sub-minimum would be in the final bill approved by Con­ gress as "the price" for allowing the House bill to go to conference. "We rejected this outrageous de­ mand," Meany said. "It is obvious that it would do nothing to improve the American standard of living. Rather it would subsidize America's worst employers, who would fire fathers to hire sons and pocket a 40cent-an-hour differential." Promising that the AFL-CIO "will not let this issue drop," Meany said that the death of minimum wage le^slation is a clear reason why unions must work for the defeat of "reaction­ ary members of the House who voted for an intolerable position." In other developments: • President David Selden of the American Federation of Teachers blamed the Republican leadership in" the House, supported by the Adminis­ tration for keeping the House bill from conference. He charged that the situation exposes the "true plans for working people if President Nixon is re-elected." • President Jerry Wurf of the State, County and Municipal Employees characterized the House's hold-back as a "slap in the face" for public em­ ployees. Representative John Dent (R.-Pa.), a strong opponent of the youth subminimum, said the "conglomerate res­ taurants" were the main lobbyists in the House to prevent a conference. He identified "McDonald's hamburger shops" as the chief contact for all of the conglomerates oppossing the Sen­ ate bill. NLRB Seen Drifting Away From Workers The steady drift of the National Labor Relations Board to what amounts to a form of copulsory arbi­ tration in many cases has produced a sharp split in the five-man Board be­ tween recent appointees and two hold­ overs from the Johnson-Kennedy Administrations. At issue is whether certain types of cases should be decided by arbitra­ tion rather than by the processes of the Board itself which set, by statute, the rights of workers to the protection of the National Labor Relations Act. Latest case which has brought a 3-to-2 split decision involved Local 2212 of the Steelworkers and Joseph T. Ryerson & Sons, a metal works of Qeveland Ohio. It involved threats of a reprisal against a union official who was accused of doing union grievance work while on the job. A Trial Exam­ iner found the company guilty of an unfair labor practice in the effort to discourage the official's union ac­ tivities. The three recent appointees to the Board—Chairman Edward B. Miller and Members Ralph E. Kennedy and John A. Penello—^reversed the trial examiner and dismissed the case against the company on condition that the case be decided "by amicable settlement in the grievance procedure or submitted promptly to arbitration." In effect, in many cases, a worker who complains against his employer can either settle his grievance "ami­ cably" or accept arbitration. If he doesn't, his complaint wUl be dis­ missed. This is in line with the Board's "Collyer" decision of last year, the reasoning of the majority being that many cases should be decided through arbitration rather than through Board decisions. This new approach has been con- " sistently opposed by members John H. . Fanning and Howard Jenkins, Jr., both holdovers from the JohnsonKennedy Administrations and both slated to end their terms within the . coming year. In their latest dessent Fanning and Jenkins insisted that the new arbitra­ tion line taken by the majority holds the grave threat that rights guaranteed . workers by law under the NLRA will be lost to workers through an arbitra- ' tion procedure limited to strickly con­ tract provisions and there interpreta­ tion. They declared that if an arbitrator interprets the clauses in a contract "to ' prohibit conduct which the Act per­ mits and protects, or to permit con­ duct which the Act prescribes ... as , he may well be compelled to do, then the statute is subverted." Analyzing the procedures laid down by the majority. Fanning and Jenkins declared: "There is therefore no assurance that Beasley (James Beasley, the com- * plainant) will ever receive the decision on his statutory rights to which he is entitled, for there is no assurance that ' the arbitrator will or can interpret the • contract clause to coincide with the • reach of the statute, or that if he fails ' to do so the majority wil Ithen review , his action to rectify such failure. "The final not of irony in the Kaf- • kaeque scenario created by the 'funda­ mental soundness' of the majority's " Collyer principle is that Beasley is done in by the same grieyance-arbitra- ' tion machinery which he was endeav- oring to employ and apply," they • concluded. Upgrdder at Piney Point f '• '"i '.V X •'! .'j-f.','!" Seafarer James Bennett became the first SIU member to achieve a high school diploma at the SlU educational center in Piney Point. Seafarer Ben­ nett, who sails AB, is seen here as he accepted his diploma from Lundeberg School Director of Education Hazel Brown at graduation ceremonies held last month. Three more Seafarers are presently studying for their examinations at the school, and will be taking the GEO tests this month. Seafarers Loe �1,600 Attend LNG Conference N p tj •I I I'i C ml*rV Q r It is rapidly becoming apparent that LNG trans­ By far, the greatest proportion of this investment portation is to be the so-called glamour shipping in­ will go for LNG vessels. These specialized vessels dustry of the 1970's. From its small beginning only are the greatest expense of the LNG project. 10 years ago, liquefied gas energy is growing into a Whether on a cost per ton or per vessel basis, noth­ worldwide business. ing can match the approximately $75 million dollar The United States today is becoming increasingly price tag of an LNG vessel. The price for these ships dependent on imported energy. Domestic reserves will rise to $100 million each by the mid 1980's. of petroleum and natural gas are rapidly declining. For this reason it is doubtful if shipowners will Thus, in the next several years the U.S. will have to even build LNG vessels without firm charters in face the prospect of doubling or tripling its import hand for the life of these vessels. The sue LNG ves­ of all type of fuel. This is especially true in regard sels contracted for in the U.S., are all obligated to to liquefied natural gas, the cleanest and most de­ carry gas for two American gas companies. Foreign sirable of all U.S. energy fuels. LNG vessels have similar contracts. This potential growth in LNG was highlighted at In the U.S. trades in 1985, it is estimated that between 40 and 100 vesels of 120,000 cubic meters a recent conference in Washington that drew over 1,600 participants. The meeting, which lasted four will be needed, depending on whether the upper or days, was dedicated to the discussion of LNG tech­ lower LNG import estimate in Chart I is used. nology and new developments. Either estimate would entail substantial new U.S. Called the 3rd International Conference on Lique- . shipbuilding, and would generate thousands of ship­ board jobs. fied Natural Gas, the conference featured the pres­ entation of 119 papers on all phases of LNG proj­ MARAD's BlackweU on LNG ects. Experts on liquefied gas from around the The United States, by all estimates is to be the world attended. The aim of the conference was to world's largest LNG market. Developments in the exchange ideas and information on the growth of United States will shape the future for the entire LNG and to look ahead to future LNG trades. All world LNG market. Robert J. Blackwell, assistant of the participants were unanimous in forseeing great secretary of commerce for maritime affairs said the promise for LNG. Maritime Administration "was engaged in a longTwo main reasons were given for this favorable term effort to build and operate LNG carriers." growth forecast were: The secretary then startled the conference with • The great demand worldwide for additional the announcement that the first U.S. contracts for energy supplies, in the developed nations of the LNG vessels were to be signed within a week. He world. sid contracts for over $500 million worth of LNG • The inability of the energy supplies in de­ ships would be awarded two American shipyards. veloped countries, particularly the U.S., to keep up Secretary Blackwell was highly optimistic that this with this rising demand for energy. initial contract would be followed by many others. LNG has thus come of age around the world. It is Secretary Blackwell went on to praise the ability now recognized that this energy source will be one of U.S. shipyards to speedily turn out the finest of the most significant new sources of fuel available LNG vessels attainable in the world. He described to developed nations. And in spite of the high cost U.S. yards as having "the capacity and the technical of developing and shipping LNG, it is still a bargain expertise to deliver the ships on schedule." compared to other, more exotic fuel sources. He contended that American LNG financing and LNG's Future in U.S. operating aids were so attractive that LNG opera­ tors on foreign to foreign routes would be interested The first day's sessions at LNG-3 were taken up in the Maritime Administration's financial benefits. by papers that covered the present and potential These U.S. operators realized the tremendous market for LNG in this country and abroad. financial risks involved in LNG, both from the The forecasts for LNG imports into the U.S. supply and from the transportation aspect. If an fluctuated widely, depending on several factors in­ LNG ship operator on a Libya to Europe LNG cluding development of new U.S. energy sources, route could thus receive U.S. financial guarantees, the Federal regulatory response to LNG import his financial risks would be tremendously reduced. plans, and the cost of imported LNG to U.S. con­ Secretary Blackwell replied that the U.S. would sumers. consider in its second set of LNG ship awards the By 1985, it was predicted, the United States will granting of foreign to foreign subsidy applications. be consuming 40 trillion cubic feet of gas a year. But the first need he said "was to generate LNG At the same time, the most gas the U.S. will be able ships to supply America's own pressing gas needs." to produce will be 25 trillion cubic feet. Thus, in 1985, approximately 35 percent of U.S. gas needs Algerian Cai^o Preference will be supplied by sources outside the U.S. Much Algeria is America's first source of imported of this will be LNG. LNG. The Federal Power Commission has allowed There are many possible sources for these LNG Algerian gas to be imported into this country for imports into the U.S. Under present plans at least the past year. The project involved small amounts seven areas could be supplying LNG to the U.S. of gas being delivered to Boston, Massachusetts. by 1985. Early in October, the FPC again approved a sec­ Yet, to meet America's rising demand for gas to ond project, this one involving large amounts of meet environmental standards, to comply with anti­ gas to be delivered to Cove Point, Maryland and pollution legislation and to fuel new gas needs, these Savannah, Georgia. Other large import requests for and other possible gas supplies will have to be Algerian gas are pending before the FPC. tapped as quickly and completely as possible. All of the gas supplied by Algeria comes from a state-owned gas company, Sonatrach. Sonatrach is Ship Requirements for LNG made up of properties expropriated from the French The immense LNG needs envisioned in the United over a year ago. This and other actions by Algeria States in 1985 will also require large numbers of has created some doubts about the political depend­ specialized LNG ships to carry them. ability of the Algerian Government. LNG projects are tremendously expensive. It is For these reasons, an increased U.S. dependence estimated that to reach the upper estimate of U.S.on Algerian and other Mid-Eastern energy supplies LNG imports in Chart I, 8 billion dollars will have has created concern in the U.S. In the Congress, in to be invested by 1985. CHART I PossiMe U.S.-LNG Imports to the U.S.—1985 ilC' (Billion Cubic Feet a Year) ;.i *• Supply Source . ^ Algeria Alaska (Cook Inlet) . EcuadorNigeria Trinidad U.S.S.R. 'Venezuela TOTALS , Delivery E. Coast W. Coast W. Coast E. Coast E. Coast E. Coast E. Coast Lower Estimate 1,000 500 . ' iSi 1,200 400 i,ooo Uiqier Estimate 3,000 800 400 3,000 400 i 3,000 800 11,400 Source: Shell International Gas Limited, 1972. October 1972 • ••• :• - s'f. -'r- LNO SHIP PAHTlCtlUMS mftOin Length overall 754 « 7 in Length between perpendiculars 111 ftein Breadth moulded 69 n in Depth moulded 31 ft 2 In Design draught 32 ft 91^ in Scantling draught 32.400 long tons Dead weight 51 000 reg. tons Gross tonnage Cargo capacity Normal cargo (96%) 450.000 barrela 441.000 barrels SHP (metric) 20.000 Trial Speed (90% output) 18.25 knots Main engine. •. Kockum-Stail-Levai DoubleReduction Geared Cross Compounded Steam Turbines Boilers . . . Two Kockum-Combustion Engineering Water Tube Boilers Cargo pumps 12 x 5.000 barrels Ballast capacity 33.000 tons Class (Ice Class C) American Bureau of Shipping testimony by experts before the Federal Power Commission, and in statements by Government leaders, all have stressed that to depend on Algerian gas for a major portion of the United States East Coast gas needs could risk future economic coercion against this country. This danger was highlighted at the LNG-3 Con­ ference when Sonatrach reported that it has de­ manded cargo preference on all its gas exports. Sonatrach reported that in its negotiations with U.S. and European utilities, it had demanded a portion of its gas export shipments be carried on Algerian-flag vessels. This would not only aid Al­ geria's balance of payments, but it would give the Algerian national shipping company added financial support. In addition, since specialized LNG ships are the only type vessels that can carry liquefied gas, to deny the gas ships would be to deny the gas itself. Unlike the oil trades, laid up or idle LNG vessels do not exist. Thus even if gas from other sources was available, without LNG ships it would be worthless. Therefore early contracts with U.S. companies demanded that 25 percent of the gas be carried in Algerian vessels. In a later contract with American companies, Sonatrach asked and was given 40 percent of the trade. In a most recent contract with European gas util­ ities, Sonatrach, the Algerian gas company, de­ manded one half of the gas shipments. These demands were granted. One way Algeria's cargo preference program could be offset would be for the U.S. to enter a bi-lateral trade agreement with Algeria. This agree­ ment would guarantee both U.S. and Algerian ves­ sels a share of the gas shipments. Thus, both na­ tions could control the vessels that are so vital to LNG projects. LNG Safety A special area of consideration at LNG-3 was the subject of LNG vessel safety during collisions or accidents. Since there are less than 20 LNG vessels operating today and none have even had a serious accident or fire, the subject of these papers is largely an unknown area. Given the extremely cold and volatile nature of foreign gas, extensive work is needed to determine what could happen to an LNG ship that was serious­ ly damaged in a collision. This will enable ship de­ signers to build vessels that can safely survive a collision and a resulting LNG spill. While no tests have ben run employing the huge amounts of LNG found in a 120,00(5 cubic meter vessel, smaller amounts of frozen gas have been exposed to sudden contact with the water. The study presented at LNG-3 by Shell pipeline dis­ cussed the various type of reactions that might occur. Since an LNG spill, whether accidental or from a collision would seep off LNG gradually, the Shell staff concluded that the gas would most likely vaporize into the atmosphere as it contacted the water. The Shell study concludes that the "potential hazard of having an immediate vapor explosion is negligible during commercial transportation of LNG." However, research is continuing around the world on this subject. �, sssFA/ea's t.e& Keeping the Republic "The greatest danger to the republic," wrote James Madison, "is that good men will do nothing." bility we give them by action at the polling place, and the choice we make in the voting booth must be carefully considered. Even though he was writing shortly after the American Revolution, Madison's word's hold true today. There is a great danger that apathy will be the victor. Whatever your choice, for whatever reason, express it. The voice of the people ought to include your voice, and there is no one to blame for bad government except yourself if you fail to exercise the right and priviliege of voting. One way to escape apathy and make a contribution to the continued smooth sailing of the ship of state is to vote your conscience on November 7. Up for election is the entire House of Representatives, one-third of the U.S. Sen­ ate, and, of course, the Presidency. The men and women chosen this Novem­ ber will have the fate of the nation in their hands come January. It is a grave responsi­ Americans in each generation have fought and died to preserve and protect their rights and privileges. Election Day 1972 is no time to turn your back on history and let those rights and privileges slip by. Their defense is up to you. Vote—vote the way you feel—^but vote. People Important, Too If we were to give a loose definition of the word depletion, it would be a lessening or loss of some quality or quantity that re­ sults in decreased productivity. With this definition in mind, it was heart­ ening to see a "people tax depletion allow­ ance" recently introduced in the U.S. Senate. We are always reading or hearing about oil, land, coal and other such tax depletion allowances. These allowances are granted in recognition of the fact that equipment used in such industries wears out, that wells and mines run dry and that land can de­ crease in value over the years. Well, two members of the Senate have decided that if oil wells can get a tax deple­ tion allowance, there is no good reason why people shouldn't get a similar one. After all, people wear out, too. And, it's much Page 10 harder to replace a "people" part than an "oil well" part. Democratic Majority Leader Mike Mans­ field (Mont.) and Sen. George Aiken (RVt.) introduced the legislation that would ^ve people a tax break. Their bill would permit an individaul to deduct at least 10 percent of his earned in­ come each year as a depletion allowance. Workers in hazardous industries could de­ duct 23 percent with $1,000 as a maximum. The current oil depletion allowance is 23 percent. We enthusiastically concur with Sen. Manfield's statement when introducing the bUl: /V/\.A. AJ*. vThis is just a small note of &anks for your help ill si I furthering my educational career. Without the Seafarers I Scholarship, I would not have been able to attend college,! si believe this scholarship program is a worthwhile aspect |pf the Seafarers International Union. To help a person achieve his or her desire to attend college is a wonderful example of brotherhood which seems to be lacking in this • world. ; ^ Qillege is a very exciting part of one's life. I am unable^ to explain the experience fully. Here you are studying td achieve a particular goal—whether you wish to become a teacher, a businessman or a psychologist. But along with this goal, you gain a sense of the world, of people iii general. Maybe this experience will someday promote brotherhood. I was happy to leaih that the scholarship grant was; raisi^ to SlOjOOO.dO. This will enable those lucly enough( .f' to win it to attend the college of their choice without hold- | ^ ing a part-time job. Having to work while attending school | is possible but you sometimes feel that you are missing | '; something. I hope that every Seafarer urges his son or daughter to -" apply for this scholarship. Never let them think that they don't stand a chance. My father had to talk me into apply- . j , ing for it because I felt this way. I was a very surpris^ ^ person when I learned I was one of the awardees. But f l even if they don't win the scholarship, continue to urge S| them to go to college. If Lynn Marie IQiipiak i#: I am writing to thank the Seafarers International Union 3 for having given me the chance to attend the College; V pf ray choice through the Se^arers. Union Scholarship.: The Scholarship has made it possible for me to attend the University of Maryland without having to worry 3 about the tuitioos and fees. My heartfelt thank you to , • the SIU and other labor organizations which are coor If scientiously helping not only the worker, but his family' fas yirell,,o;;-f-f':.;,:!,-. • -I,. -Peter:: Kmidylas. ' ^ Baltiniora, Md._I Volume XXXIV, No. 10 October 1972 CTAFABERIijtLOO Official Publication of the Seafarers International Union of North Amorica, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO Executive Board Paui Haii, President Cai Tanner, Executive Vice-President . Eari Shepard, Vice-President Joe DiGiorgio, Secretary-Treasurer Lindsay Wiiliams, Vice-President Ai Tanner, Vice-President Robert Matthews, Vice-President Pubiished monthly at 810 Rhode Island Avenue N.E., Wash­ ington, D.C. 20018 by Seafarers International Union, Atiantic, Guif, Lakes and Iniand Waters District, AFL-CIO 675 Fourth Avenue, Brooklyn. N.Y. 11232. Tel. 499-6600. Second class postage paid at Washington, D.C. _ "This nation must put at least as great an emphasis on people as it does on oil, land, coal and other such assets." Seafarers Log �11 j Rep. Dent Attacks Foreign Trade Myths Rep. John H. Dent (D.-Pa.), a done in the name of profits and those leading Congressional expert on Amer­ left jobless can be damned. ica's foreign trade crisis, addressed And the United States government himself to that problem at a recent promotes these floods of imports and luncheon sponsored by the AFL-CIO multinational ventures through its Maritime Trade Department. Follow­ continued policy of neglect. The ing are excerpts of his remarks. United States is probably the only country in the world still trying to I believe a farce has been, and is operate on the myth known as "free being perpetrated upon the American trade." consumer. We hear of it every day, we read of it every day, and we see it Whereas other countries have im­ every day. Quite simply, the farce is posed import quotas and protective r the statement that "foreign imports tariffs and the like, the United States cost less." allows virtually unlimited importation True, there was once a time when of foreign goods to our shores. ! items carrying, say, the "Made in And the government, instead of re­ Japan" label sold for considerably less straining multinational operations by than their American counterparts. American firms, actually encourages But, that was when the producers of such ventures by offering tax breaks these foreign imports were fighting for and tax loopholes to these firms. I r ' i' V a share of the American market. Over suggest that the cost of such policies is too steep. the years this consistent underselling drove American competition out of the Hopefully,there is relief from these marketplace. floods of imports and foreign influ­ ences in sight. Congress now has be­ Foreign Monopoly fore it the Burke-Hartke bill which And today, many foreign products would greatly restrict imports and enjoy a virtual monopoly in our stores influences that have had a devastating and shops. And, when you have a effect on America's martime industry. monopoly on the market you can dic­ What was once the world's greatest tate the price. And this is just what maritime power in the years immedi­ they did—raised their prices till now i ately following World War II, is now the "Made in Japan" item many a pitiful shadow of its former self. times costs as much or more than a Employment in the United States similar American-made product. maritime industry has dropped to an But, the real cost of these imports all-time low. There are fewer than to date has been one million American 28,000 shipboard jobs for the men jobs. That's right—one million Amer­ of America's merchant marine; our ican jobs. These foreign imports have shipyards are closing down or, at best, put your neighbor and my neighbor remaining stagnant; our U.S.-flag fleet out of work. now carries only 5 percent of this They have deprived him of his in­ country's total imports and exports. herent right to a job, to a decent liv­ Government Neglect ing, to a better life. And projected Why? Because government neglect figures show that by 1980 close to and the profit motive have driven five million Americans will be without nearly all cargo to foreign-flag ships. jobs as a direct result of foreign imports. As we all know from reading the papers and listening to the news this And consider the cost of our bal­ country faces a severe energy crisis ance of trade. This flood of imports by 1985. America just doesn't have finally resulted last year in the U.S. resources to keep supplying the incurring a balance of trade deficit of needed energy requirements of its 2.8 billion dollars—the first deficit society. So, we will increasingly be­ since 1888. And because of 20 years come dependent upon foreign coun­ of balance of payment deficits the tries for our supplies of energy re­ U.S. now owes about 60 billion dollars sources. to other nations. However, there is no compelling Those are interesting points to con­ reason or need for these energy sup­ sider the next time you are on a pennyplies to be transported to our shores conscious shopping trip. Instead of by ships under a foreign flag. Such a thinking "penny economics," I think i* dual dependency—dependent upon a it is •'bout time we started to think foreign country for the supply and for "people economics." the transportation of needed resources People Economics could put this country into a very This "people economics" that I precarious position. speak of has a direct bearing on the The maritime industry lent strong entire economy of this country—an support to a bill introduced in the economy that is based on buying Senate which would require that at power of the consumer. An individual least half of America's future oil im­ without a job doesn't have any buying ports be carried on U.S.-flag ships. power. That's a plain, hard fact. He Unfortunately, the bill was defeated is reduced, through no fault of his by a 41 to 33 vote just last month. own, to being a drag on society. To But, it will be brought up again in the me one of the saddest aspects of this next session and I feel that there are entire problem is the fact that many some very compelling humanitarian, of these foreign imports are really as well as economic reasons for its American foreign imports. I'm refer­ passage. ring to that modern-day phenomenon Consider that if the 50 percent —the multi-national corporations. minimum carriage oil bill had passed, They are the American firms that set it would mean: up their production facilities in some • 9 to 13 thousand new shipboard foreign country, pay bare subsistence jobs for American seamen. (and often slave) wages, then export • Some 26 thousand jobs in the goods to the United States for sale. America's shipbuilding industry. They leave t! is country and in their • And, over 80 thousand jobs in wake leave thousands of Americans related industries. jobless, but they maintain their In other words, passage of the oil American marketing apparatus so they bill would mean over 100,000 jobs for can be assured of getting an American American maritime workers. price for their products. All this is a ,1 1 m #• i w October 1972 Unfair to Labor DO DDI BUV!! BARBER EQUIPMENT^ Wahl Qipper Corp., pro­ ducers of home barber sets. (Int'l. Assoc. of Machinists and Aerospace Workers) CIGARETTES—R. J. Reyn­ olds Tobacco Co.—Camels, Winston, Salem, Tempo, Brandon, Doral, and Cava­ lier. (Tobacco Workers Un­ ion) CLOTHING—Reidbord Bros., Co., Siegal (H. I. S. brand) suits and sports jackets, Kaynee boyswear, Richman Brothers men's clothing, Sewell suits, Wing shirts, Met­ ro Pants Co., and Diplomat Pajamas by Fortex Mfg. Co.; Judy Bond Blouses (Amal­ gamated Clothing). (Inter­ national Ladies Garment Workers Union) CONTACT LENSES AND OPTICAL FRAME S—DalTex Optical Co. Dal-Tex owns a firm known as Terminal-Hudson. They op­ erate stores or dispense to consumers through Missouri State Optical Co.; Goldblatt Optical Services; King Op­ tical; Douglas Optical, and Mesa Optical; Lee Optical Co.; and Capitol Optical Co. COSMETICS-Shulton, Inc. (Old Spice, Nina Ricci, Desert Flower, Friendship Garden, Escapade, Vive le Bain, Man-Power, Burley, Com Silk and Jacqueline Cochran). (Glass Bottle Blowers Association) DINNERWARE—M e t a 1 o x Manufacturing Co. (Int'l. Brotherhood of Pottery and Allied Workers) FILTERS, HUMIDIFIERS— Research Products Corp. (Int'l. Assoc. of Machinists and Aerospace Workers) Julie Gullies, born July 23, 1972, to Seafarer and Mrs. Jacinto G. Guilles, Old Bridge, N.J. David Stevison, born July 7, 1972, to Seafarer and Mrs. Joe L. Stevison, Vidor, Texas. Gary Matthews, born June 6, 1972, to Seafarer and Mrs. Gary P. Matthews, Beaumont, Tex. Andy Oyoia, born May 19, 1972, to Seafarer and Mrs. Donald D. Oyola, Baltimore, Md. FURNITURE—James Sterling Corp., White Furniture Co., Brown Furniture Co., (Unit­ ed Furniture Workers) LIQUORS—Stitzel-Weller Dis­ tilleries products—Old Fitz­ gerald, Cabin StUl, Old Elk, W. L. Weller. (Distillery Workers) MEAT PRODUCTS—Poultry Packers, Inc. (Blue Star label products). (Amalga­ mated Meat Cutters and Butcher Workmen) Holly Farms Poultry Indus­ tries, Inc.; Blue Star Label products (Amalgamated Meat Cutters and Butcher Workmen) PRINTING—^Kingsport Press "World Book," "Childcraft." (Printing Pressmen, Typog­ raphers, Bookbinders, Ma­ chinists, Stereotypers, and Electrotypers) NEWSPAPERS—Los Angeles Herald-Examiner. (10 imions involved covering 2,000 workers) Britannica Junior Encyclo­ pedia (Int'l. Allied Printing Trades Assn.) RANGES—Magic Chef, Pan Pacific Division. (Stove, Fur­ nace and Allied Appliance Workers) SHOES—Genesco Shoe Mfg. Co—work shoes; Sentry, Cedar Chest and Statler; men's shoes; Jarman, John­ son & Murphy, Crestworth (Boot and Shoe Workers) SPECIAI^All West Virginia camping and vacation spots, (Laborers) TOYS—Fisher-Price toys (Doll & Toy Workers Union) Kerry Goldy, bom Aug. 18, 1972, to Seafarer and Mrs. Robert J. Goldy, Jr., Wenatchee, Wash. Felix Hatch, bom Aug. 17, 1972, to Seafarer and Mrs. Diego Hatch, Yabucca, P.R. Franklin Hinkle, Jr., born Dec. 17, 1971, to Seafarer and Mrs. Franklin T. Hinkle, Houston, Tex. Betty-Jo Mone, born July 28, 1972, to Seafarer and Mrs. Joseph S. Mone, Brooklyn, N.Y. Page 11 �SL-180 Returns To Home Port t. The SL-180 (Sea-Land Service) recently steamed home to Port Elizabeth with her SIU crew aboard. The massive, ultra-modem containership, which holds 733 containers, now regularly sails the Gulf to North Europe ran along with her sister ship the SL-181. Both of the 24,700 ton ships are equipped with the latest features for the comfort and safety of the crew, including ultra-modem quar­ ters. The SL-180 is equipped to carry temperature-controlled cargoes as well as standard cargo, making her an all-round valuable addition to the U.S. flag fleet. An infinity of arches forms a passage way on one of the SL-ISO's weather decks. Seafarer Jarreil L. Book, oiler aboard the SL-180 stands by the modernis­ tic controls in the engine room. SIU Headquarters Representative Bill Hail talks to crewmen of the SL-180 at a membership meeting in port. �Siii I 5 V:' Digest of SlU m Ships Meetings KL MOBILIAN (Waterman), July 30— Chairman O. R. Ware; Secretary O. Payne; Deck Delegate Donald E. Pool; Engine Delegate T, Ballard; Steward Delegate Joseph Hall. Some disputed OT in deck and engine departments. Vote of thanks to the steward depart­ ment for a job well done. OVERSEAS ALICE (Maritime Over­ seas), August 6—Chairman Richard Newell; Secretary Frank Costango; Deck Delegate Ralph E. Foster; Engine Delegate F. E. Perkins; Steward Dele­ gate F. E. Perkins; Steward Delegate Harry K. Long. No beefs and no dis­ puted OT. Everything is ruiuiing smoothly. :t! I- % It m I L i h A 1/ r OVERSEAS ALASKA (Maritime Overseas), July 29—Chairman H. B. Butts; Secretary D. G. Chafin; Deck Delegate Nicholas R. Tatar; Engine Delegate Patrick J. Cleary. $16 in ship's fund. Disputed OT in each department to be squared away by patrolman. TRENTON (Sea-Land), June 25— Chairman James A. Shortell; Secretary Gus Skendelas. $37 in ship's fund. No beefs were reported. Vote of thanks was extended to the electrician for fixing dryer. Vote of thanks was also extended to the steward department for a job well done. ANDREW JACKSON (Waterman), July 23—Chairman James Biehl; Secre­ tary Michael Toth; Deck Delegate Ed­ mund K. DeMoss; Engine Delegate Nathan Goldfinger; Steward Delegate John T. Kelly, Jr. Vote of thanks was extended to Chief Steward Michael Toth and Brother Eladico Grajales for a job well done. Captain and Chief are very well satisfied with the work-being done by the deckhands. No disputed OT and no beefs. WACOSTA (Sea-Land), Aug. 13— Chairman H. Bouton; Secretary Ken Hayes. No beefs and no disputed over­ time. JOHN B. WATERMAN (Waterman), July 23—Chairman H. Braunstein; Sec­ retary K. Lynch. Some disputed OT in deck and engine departments. TRANSERIE (Hudson Waterways), July 30—Chairman Robert D. Schwarz; Secretary Louis Cayton. Everything is running smoothly with no beefs and no disputed OT. AZALEA CITY (Sea-I^nd), Aug. 20—Chairman A. Revera; Secretary W. McNeely; Deck Delegate James Corder; Engine Delegate Jose Castella; Steward Delegate D. A. Ortiz. Everything is run­ ning smoothly with no beefs and no dis­ puted OT. NOMA (Excelsior) (Marine Corp.), Aug. 20—Chairman Jean Latpie; Secre­ tary R. W. Elliott. Everything is running smoothly. BETHFLOR (Bethlehem Steel), Aug. 6—Chairman J. Rose; Secretary J. Bergstrom; Deck Delegate L. W. Hall, Jr.; Engine Delegate A. Vaughn; Steward Delegate L. Gardner. $38 in ship's fund. Some disputed OT in deck department. TOFA TOPA (Waterman), Aug. 20— Chairman B. T. Hanback; Secretary L. Nicholas. Some disputed OT in deck and engine departments. Vote of thanks to the steward department for a job well done. Vote of thanks to the 4-8 watch for keeping the pantry and messhall clean throughout the voyage. SEATRAIN TRANSONEDIA (Seatrain), Aug. 11—Chairman L. Fitton; Secretary D. K. Nunn; Deck Delegate George Brady; Engine Delegate K. I. Harder; Steward Delegate L. M. Depens. Some disputed OT in deck department. Discussion held regarding repairs. CHARLESTON (Sea-Land), July 2— Chairman Antonio Kotsis; Secretary R. Hernandez. Few hours disputed OT in deck department, otherwise everything is running smoothly. Vote of thanks to the steward department for a job well done. Vote of thanks to the union offi­ cials for the increases obtained in the new contract. BIENVILLE (Sea-Land), Aug. 12— Chairman Calixto Gonzales; Secretary R. Aguir. No beefs were reported. Vote of thanks to the steward department for a job well done. SACRAMENTO (Ogden Marine), May 8—Chairman Billy E. Harris; Sec­ retary W. E. Monte; Engine Delegate Edwin LaPlant. No beefs were re­ ported. Some disputed OT in deck and engine departments. TRENTON (Sea-Land), July 23— Chairman James Shortell; Secretary Gus Skendelas; Deck Delegate Gerald Drener; Engine Delegate Joe Kordich; Steward Delegate H. Huff. $36 in ship's fund. No beefs were reported. SEATTLE (Sea-Land), Aug. 6— Chairman V. Poulsen; Secretary Wil­ liam M. Hand. No beefs were reported. Some disputed OT in engine depart­ ment. OAKAND (Sea-Land), July 16— Chairman Albert Ahin; ^retary C. N. Johnson; Deck Delegate Stanley R. Yodis; Engine Delegate Larry L. Hayes; Steward Delegate Orville L. Amdt. $237 SEATRAIN DELAWARE (8 e a t r a i n Lines) — Ready for another voyage from Weehawken, N.J. to European ports is the ships committee of the Seatrain Delaware. Seated left to right are; A. Maldonado, deck dele­ gate; Walter Nash, ship's chairman; Herbert Atinson, secretary-reporter; Robert 0. Goodrum; and standing, Hazel Johnson, steward delegate. W. Hend, secretary • reporter; C. Ponce, engine delegate; 0. Rios, steward delegate, and V. Poulsen, ship's chairman. PONCE (Sea-Land)—Off a coastwise trip from Florida are, from left: P. Kanavcs, educational director; T. Palino, ship's chairman; G. Malinowski, engine delegate; W. Underwood, in movie fund and $37 in ship's fund. Some disputed OT in deck department. SEAIKAIN PUERTO RICO (Seatrain, July 30—Chairman J. Northcutt; Secretary J. McPhauI; Deck Delegate Robert R. Merritt; Engine Delegate Edward Egra; Steward Delegate Wayne Evans. No bwfs were reported. Vote of thanks to the steward department for a job well done. NEWARK (Sea-Land), July 30— Chairman E. Wallace; Secretary Jack Utz; Deck Delegate Wm. D. Jefferson; Steward Delegate Joe Rioux. $16 in ship's fund. Some disputed OT in deck department. ROBERT E. LEE (Waterman), July 23—Chairman G. Torche; Secretary J. Sumpter; Deck Delegate R. J. Kelly; Engine Delegate Edward Brooks, Jr.; Steward Delegate Robert G. O'Neill. $8 in ship's fund. Little disputed OT in engine department. Coast Guard sent telegram to this vessel thanking the crew of the Robert E. Lee for their as­ sistance to disabled motorship Aloma as typical American seamanship. Vote of thanks to the steward department for a job well done. FAIRLAND (Sea-Land), Aug. 12— Chairman George A. Burke; Secretary T. R. Goodman. No beefs were re­ ported. Vote of thanks to the steward department for a job well done. The steward in turn thanked the crew for their cooperation. Vote of thanks was also extended to Boston Port Agent Ed Reily for squaring away beefs. DELTA BRASH (Delta), July 2— Chairman James F. Cunningham; Sec­ retary Thomas Liles, Jr.; Deck Dele­ gate Russel N. Boyett; Engine Delegate Paulo Pringi; Steward Delegate John Zimmer. Disputed OT in deck depart­ ment. A few beefs in steward depart­ ment to be taken up with patrolman. COLUMBIA (Ogden Marine), July 23—Chairman William J. Meehan; Sec­ retary A. W. Hutcherson; Deck Dele­ gate S. H. Nickolson; Engine Delegate R. Borlase; Steward Delegate Herbert Archer. Some disputed OT in engine department. Vote of thanks to the stew­ ard department for a job well done. TRANSIDAHO (Hudson Waterways), July 30—Chairman Jacob Levin; ^retary Aussie Shrimpton; Deck Dele­ gate William E. Duffy; Engine Delegate Juan Guaris; Steward Delegate Frank Rakas. $176 in ship's fund. Some dis­ puted OT in deck and steward depart­ ments. Discussion held regarding inade­ quate slop chest. Beef to be taken up with boarding patrolman. iit SEATTLE (Sea-Land) — Topside aboard the Seattle at her dock in Port Elizabeth, New Jersey after an intercoastal trip from Panama are, from left: J. Schoell, deck delegate; secretary - reporter; H. Archibald, steward delegate, and J. Galloway, deck delegate. �Cities on the Ocean in the World's Future Cities afloat on the sea, considered one answer to the nation's overcrowd­ ing, may be closer at hand than you realize. A plan is in the works to build a floating city, an "Atlantis in the Paci­ fic," which would rise from the ocean three miles out of Honolulu. In this floating city men and wom­ en would live, work and play in a selfcontained community. It all started last fall when the De­ partment of Commerce's National Oceanic and Atmospheric Administra­ tion approved an $85,000 Sea Grant for an engineering feasibility study of floating community design concepts. So a 123rd Hawaiian Island begins to take shape—in men's minds, on the drawing board, in the model tank— and suddenly it doesn't seem a fantas­ tic notion envisioned by science fictionists. The man behind this project is John P. Craven, dean of marine programs at the University of Hawaii and marine coordinator for Governor John A. Bums. He has been asked to come up with plans for an international exposi­ tion that will span two celebrations— the 1976 bicentennial of the nation's founding and the 1978 bicentennial of the Hawaiian Islands, discovered by Captain James Cook. Dr. Craven believes the exposition could be set up on a huge floating plat­ Digest of SlU fROBERT E. LEE (Waterman), July 2—Chairman G. Torche; Secretary J. W. Sumpter. $8 in ship's fund. No beefs and no disputed OT. OVERSEAS ALASKA (Maritime Overseas, July 16—Chairman H. K. Butts; Secretary D. G. Chafin; Deck Delegate Nicholas R. Takar; Engine Delegate Patrick J. Cleray. $17 in ship's fund. No disputed OT and no beefs. Vote of thanks to the patrolman in Port Arthur, Texas, for the manner in which he handled beef. OVERSEAS ALASKA (Maritime Overseas), July 26—Chairman H. B. Butts; Secretary D. G. Chafin; Deck Delegate Nicholas R. Takar; Engine Delegate J. Cleray. $16 in ship's fund. Some disputed OT in steward depart­ ment. TRENTON (Sea-Land), July 30— Chairman James A. Shortell; Secretary Gus Skendelas; Engine Delegate Joe Kordeck; Steward Delegate Hollis Huff. $36 in ship's fund. Disputed OT in deck delegate to be taken up with boarding patrolman. OVERSEAS ALASA (Maritime Over­ seas), Aug. 10—Chairman H. B. Butts, Secretary D. C. Chafin; Deck Delegate Nicholas R. Tatar; Engine Delegate Patrick J. Cleary. $16 in ship's fund. Disputed OT in each department to be taken uo with patrolman. COLUMBIA (Ogden Marine), Aug. 6—Chairman William J. Meehan; Sec­ retary A. W. Hutcherson; Deck Dele­ gate S. H. Nickolson; Engine Delegate R. Borlase; Steward Delegate Herbert Archer. Disputed OT in engine and deck department to be squared away. Vote of thanks to the steward depart­ ment for a job well done. TRANSIDAHO (Hudson Waterways), July 9—Chairman Jacob Levin; Secre­ tary Aussie Shrimpton; Deck Delegate William E. Duffy. $165 in ship's fund. Few hours disputed OT in steward de­ partment. PHILADELPHIA (Sea Land), Aug. 6—Chairman D. Giangiordano; Secre­ tary A. Bell. No beefs and no disputed OT. Vote of thanks to the steward de­ partment for'a job well done. RAMBAM (American Bulk), July 22—Chairman J. Craft; Secretary War­ ren Danford; Deck Delegate Richard Maddox; Engine Delegate Otto Motley; Steward Delegate Coy Hendricks. Some disputed OT in engine and steward departments. Vote of thanks to the steward department for a job well done. Special thanks to Brother Hendricks for his weekly pizzas. SEATRAIN GEORGIA (Seatrain), July 23—Chairman Claude Pickle; Sec­ retary J. M. Davis. $239 in ship's fund. No disputed OT and no beefs. Page 14 BEAUREGARD (Sea-Land), July 28—Chairman T. Trehern; Secretary E. Harris; Deck Delegate B. Hager; Engine Delegate Robert E. Zimmerman; Stew­ ard Delegate John Silva. $57 in ship's fund. NOONDAY (Waterman), July 16— Chairman Joseph Blanchard; Secretary Angel Seda; Deck Delegate Ed Delaney; Engine Delegate Charles Smith; Steward Delegate Lawrence Smith. $50 in ship's fund. Some disputed OT in each depart­ ment to be squared away by patrolman. Vote of thanks to the steward for a job well done. OVERSEAS TRAVELER (Maritime Overseas, July 8—Chairman W. Craw­ ford; Secretary J. Davis. $109 in ship's fund. No beefs were reported. SAN FRANCISCO (Sea-Land), May 28—Chairman J. F. Malyszko; Secre­ tary H. Galicki. $80 in ship's fund. No beefs were reported. Vote of thanks to the steward department for a job well done. NEW ORLEANS (Sea-Land), July 16—Chairman M. Landron; Secretary D. Sacher. $6 in ship's fund. Some dis­ puted OT in engine department. Vote of thanks to the steward department for a job well done. TRANSCHAMPLAIN (Seatrain), July 16—Chairman L. M. Cartwright; Secre­ tary Alva McCullum; Deck Delegate K. A. L. Nielsen; Engine Delegate Frank M. Coe. Vote of thanks was extended to the steward department for a job well done. The steward in turn thanked the crew for their cooperation. No beefs. PORTMAR (Calmar), July lbChairman B. Browning; Secretary V. Douglas. Deck and engine departments were short AT at payoff. Vote of thanks to the steward department for a job well done. ANDREW JACKSON (Waterman), July 2—Chairman James Biehl; Secre­ tary Michael Toth; Deck Delegate Ed­ mund K. DeMoss; Engine Delegate Nathan Goldfinger; Steward Delegate John T. Kelly, Jr. No beefs and no dis­ puted OT. Dedicated crew manning this vessel and all pretty well experienced in their line of work. Should be a pleas­ ant voyage. ANDREW JACKSON (Waterman), July 16—Chairman James Biehl; Secre­ tary Michael Toch; Deck Delegate Ed­ mund K. DeMoss; Engine Delegate Nathan Goldfinger, Steward Delegate ohn T. Kelly, Jr. No beefs everything is running smoothly. Vote of thanks to the steward department for a job well done. SAN FRANCISCO (Sea-Land), June 18—Chairman E. Christionsan; Secre­ tary H. Galicki. $80 in movie fund. No form. It would be a self-contained city at sea linked to the mainland by high­ speed hydrofoils, container barges and other water transport. The city would also have a heliport to provide heli­ copter service back and forth. There is endless speculation as to how such floating platforms could be utilized in future community and busi­ ness planning. Experts see them as mobile oil-drilling rigs, factory sites, mineral mining surface facilities, nu­ clear power plants, weather stations, or fishing fleet bases. A number of military uses are apparent also. The floating city Dr. Craven sees would be built on a ring of wedgeshaped modules circling a central harbor. The areas of each module would be about a city block. Dr. Craven would like to see a minimum of ten modules for this island city. A monorail might circle the inner city and still more modules built on the track's outer perimeter to allow more living and working space. Except for commercial services, the general rule would be pedestrian traffic only. Upper-level structures would be re­ served for living and recreation, lower levels for support services. The city's sea legs would consist of large rein­ forced concrete hollow perpendicular cylinders, three to a module, partly below the water. The legs provide stability as well as support for the module suspended between them. Ships iWeetings beefs were reported. Everything is run­ ning smoothly. TRANSERIE (Hudson Waterways), July 16—Chairman Robert D. Schwarz; Secretary Louis J. Cayton. Discussion held regarding repairs. Everything is running smoothly with no beefs. PENN CHAMPION (Penn Shipping), July 16—Chairman T. Cailinski; &cretary V. L. Swanson; Deck Delegate J. A. Dunne; Engine Delegate E. Terrazzi; Steward Delegate I. Gray. $21 in ship's fund. No beefs were reported. ANDREW JACKSON (Waterman), July 9—Chairman James BiehJ; Secre­ tary Michael Toth; Deck Delegate Ed­ mund K. DeMoss; Engine Delegate Nathan Goldfinger; Steward Delegate John T. Kelly, Jr. Very happy crew on board. Captain Strez and all department heads are very cooperative. No disputed OT. Vote of thanks to Bosun Biehl for getting neglected vessel in ship-shape condition. Vote of thanks to the entire steward department for a job well done. CHICAGO (Sea-Land), June 4Chairman Dan Butts; Secretary W. J. Davis; Deck Delegate H. Miller; Stew­ ard Delegate E. R. Stewart. $19 in ship's fund. No beefs were reported. Vote of thanks to the steward depart­ ment for a job well done. GATEWAY CITY (Sea-Land), July 26—Chairman L. Rodriguez; Secretary W. Nihem. $7 in ship's fund. Everything is running smoothly except for some disputed OT in engine department. Vote of thanks to the steward department for a job well done. LOS ANGELES (Sea-Land), July 16 —Chairman Charles Lee; Secretary Pepper. Some disputed OT in the three departments; to be squared away by patrolman. FAIRLAND (Sea-Land), July 30— Chairman G. A. Burke; Secretary T. R. Goodman; Deck Delegate Rufino Garay. No beefs. Everything is running smooth­ ly. Vote of thanks to the steward de­ partment for a job well done. DELTA BRASIL (Delta), June 11— Chairman James F. Cunningham; Secre­ tary E. D. Synan; Deck Delegate Rus­ sell N. Boyett; Engine Delegate Paulo Pringi; Steward Delegate John Zimmer. Everything is rnnning smoothly with no major beefs. OVERSEAS ALASKA (Maritime Overseas), July 2—Chairman H. B. Butts; Secretary Darrell G. Chafin. $32 in ship's fund. Everything is running smoothly. Small amount of disputed OT in steward department. TAMPA (Sea-Land), July 29—Chair­ man C. James; Secretary . Delise; Deck Delegate Edward Slintak; Engine Dele­ gate Agustin O. Castelo. 3 in ship's fund. Disputed OT in deck and engine departments. Everything is running smoothly. Vote of thanks to the steward department for a job well done. LAFAYETTE (Waterman), July 2— Chairman T. R. Sanford; Secretary F. Quintayo; Deck Delegate J. Justis; En­ gine Delegate Peter J. Haray; Steward Delegate L. E. Ellison. Few houre OT in deck and engine departments. Vote of thanks to the steward department for a job well done. WARRIOR (Sea-Land), July 19— Chairman B. E. Swearingen; Secretary E. B. Tart; Deck Delegate Robert G. Mason; Engine Delegate Ronald E. Dorsey; Steward Delegate Curtis E. Dang. No beefs were reported. Every­ thing is running smoothly. Vote of thanks was extended to the ship's committee and all department delegates. ^ I OGDEN WILLAMETTE (Ogden Marine), June 18—Chairman S. M. McGowan; Secretary F. S. Paylor, Jr. $2 in ship's fund. No beefs were re­ ported. MOBILE (Sea-Land), June 23—Chair­ man P. H. Greenwood; Secretary R. B. Barnes. Disputed OT in deck depart­ ment to be squarred away by patrol­ man. SACRAMENTO (Ogden Marine), V I July 9—Chairman Billy Harris; Secre­ tary V. E. Monte; Deck Delegate John J. Wynne; Steward Delegate Robert D. Bridger. Few hours disputed OT in each department. , CITIES SERVICE NORFOLK (Cities Service), Aug. 6—Chairman W. J. Beatty; Secretary Joe Bidzilya; Deck Delegate Joe Bidzilya; Engine Delegate William Beatty; Steward Delegate Leo Arpin. Delayed sailing disputed in deck department, otherwise everything is run­ ning smoothly. STEEL APPRENTICE (Isthmian), Aug. 6—Chairman F. Charneco; Secre­ tary P. P. Lopez; Deck Delegate Gary L. Hoover; Engine Delegate R. Minix; Steward Delegate G. T. Beloy. $5 in ship's fund. Some disputed OT in each department. >1 TRANSDAHO (Hudson Waterways), ' ! July 30—Chairman Jacob Levin; Secre­ tary Shrimpton; Deck Delegate Willian^ Duffy. $176 in ship's fund. Disputed OT in deck and steward departments. Beef to be taken up with boarding patrolman. SACRAMENTO (Ogden Marine), July 9—Chairman Billy Harris; Secre­ tary V. E. Monte. Few hours disputed to be replenished. OGDEN WILLAMETTE (Ogden Marine), July 9—Chairman F. S. Paylor, Jr., &cretary L. Cole. Some disputed OT in deck department, other­ wise everything is running smoothly. Seafarers Lot �A p^uicipte of sp»^—has been added to containerized shipping with the completion of the first two SL-7's, the Sea-land Galloway and the Sea-land McLean, for the SrU-contracted Sea-Land Service, Inc. The SIU, which will provide unlicensed seamen to sail the vessels, has been conducting jjsp^M upgrading courses at ite Piney Point ^facilities to thoroughly familiarize SIU crewI members in all aspects of operating the giant I contaihemhips. These two vessiels are the first of ei^t American-flag SL-7's to be built by Sea-Land • and are expected to have a profound and fari; leaching effect on the future of the U.S. merchant marine.' . - • Built and operated without government subsidy, these ships—the largest, fastest containerships in the world—• will be unrivalled by the vessels <rf any other nation. With speeds up to 33 knots audi edacities of 1,096 containers, the SL-7's bring to the owah shipping public, a capability here- ^ tofbre inissing—^at of speed in transportation, Transatlantic crossing of folir-and-one-half days will soon be followed by transpacific times of five-and-one-half days. These remarkable transit times, coupled with Sea-Land's already established inland capabilities^ : will move from shipper to consignee^: ;^^G^tp-dObr in record times arid in excelletfrv condition. ' Paul F. Richardson, president of Sea-Land Service, Inc., said that evety shipper wants faster : Sea-Land is in the proem of completing an extensive overhaul and enlargement of its terminal facilities at Elizabeth, N.J. Being buUt in three stages on reclaimed land between the N.J. Turn­ pike and Newark Bay, the 232-acre Sea-Land terminal vrill triple the company's present facili­ ties and will provide the berthing space and the marshalling area necessary for the efficient load­ ing and unloading of the new SL-7 class of • containership. ^ , x; . Sea-L^d expects delivery of the final six SL-7's by the end of 1974. According to a company public relations spokesman, the most important aspect about the arrival of the new SU7's is the fact that they "will provide proof that an American-flag com­ pany, employing American crews at American wage scales or can provide fast, efficient ocean transportation service without subsidy and ran With speeds up to 33 knots and capacities of 1,096 containers, the SL-7's bring to the ocean shipping public a capability heretofore miss­ ing—that of speed in transporta- ^ . Speed in transportariiean the ability to meet new business ^•pituniti^y a^ b^ satisfactibri for tipper's customers, as well as reduced inventories .. hd pure savings. "The truth of the transportation business," he said, "is that the customer doesn't pay to orxaipy space. He pa3^;tp^t his i^bds tiott—usually the faster the better. " f :*fritereslitigtyi the topi To theoty, at leasL he;caa ;s'ame ^Sp^p again and ^in, as fast as he can refill it. the gain isn't one-. : ' sided. High carrier efficiency keeps"costs down. ' I hjandUng practices fully developed, and npprc^ Ipiriate terminal facilities corning into dperatiobif |the SL-7 wtil further the frffi potential of conCtainerized shipping." , Richardson said the first of the giant container-. • - ships will be used on transatlantic runs and willfP ^ be uised stfrcfly^ carriers betweenS major ports thus j majdmizing ffieif e^cie^ i^aUer "relay'' ye$sek major ports to speed containers to and from their ^irilltimate desf iftatipris t|^ , "In this: way," he said^ "the cargo is constaptty 1 Ijrijoving,: toward; its :::final ,;:destihatipijfi^ idslayed as it would be wiih veatseis maldnC"^ multiple port calls." ' § iAll segmerits of the maritime industry have Lower New York Harbor and the izabeth Port Authority Marine Terminal to eir berths, the harbor arga^^ w^ S^niature and installed m the VickSburg;^^^M^ ''^%aterway^s experimentai station of the U.S. arpY 3.:idorps/, ,o£..Engineers: :-tbsv:|tiiots -::uader^'^ { e;Uensive training in "sjmrilated'' berthings new containerships. ^ " -October 1972 The Sea-Land Galloway—^the first of the SL-7 class containership, the fastest and largest such ship in the world—makes her way down the Verrazano Narrows (top photo) on her maiden voyage. The ship can travel at speed up to 33 knots and is capable of carrying 1,096 thirty-five and forty-foot containers. In the bottom photo, the vessel is seen making her way to her berthing spot in Elizabeth, N.J. with the Verrazano-Narrow Bridge—^the long­ est bridge in the world—in the background. Page 15 �I: ^ V • "3^.' ' ; -• V - • n , «, *• -1 I. Jr.'-. • 'With the container concept firmly established, handling practices fully developed, and appropriate terminal facilities coming into operation, the SL-7 will further die fuD potential of con^^erized shipping.' •j| Shown here is the computerized main control board which controls all major functions aboard the Galloway. CONTAINER CAPACITY (Source. Sea-Land Public Relations Department) If J! C4-X2/X3 360 T2-M 332 One of the propellers which steers the new SL-7's through the waters at speeds up to 33 knots. The SL-7 is the fastest commercial ship in the world. g^^V '• - SL-18 733 ''v*r '.'cva " • SL-7 1096 Chart shows capacity of SL-7's as compared to earlier containerships. Page 16 The Sea-Land Galloway, the first of the SL-7 containersli Seafarers Log �'The truth of the transpoitnH^ business is that the customer doesn't pay to occupy space. He ^' pays to get his goods to their destin^om---aisual]y the hister die "• ' - • '1. * •ir One of the two 120,000 horsepower turbines which powers the Galloway at speeds up to 33 knots. Steward James Keno takes a moment to relax in one of the offices aboard the Galloway. The ultra-modern galley aboard the Galloway is outfitted with all stainless steel appliances including ovens, grills and steam tables. Steward J. C. Anderson takes a look at crewmember's quarters aboard the Galloway. There is one man per room and each has a private bath. ' . M M' CP ' ' ,' lil '' * ^ ' fl .'w ^ • . '• • 5- I . - •; - •,.,*••- -T •- ,.'il, ips to be put into service, heads through the Verrazano Narrows Straits on her way into Elizabeth, N.J. October 1972 —•;• QMED Pat Rogers (right) discusses the Galloway's first voyage with Log reporter Jim Gannon during the ship's stop in Elizabeth. Page 17 �Seafarers Prepare at Piney Point SlU Vice President Frank Drozak (right) discusses some union matters with Bosun Enrico Tirelli (left) and QMED Pat Rogers aboard the Galloway while the ship was berthed in Elizabeth. Workmen put finishing touqhes on stern of the Sea-Land McLean, the second SL-7 to be completed. The McLean arrived in Elizabeth a week after the Gallo­ way. Before manning the new SL-7's, Seafarers underwent special upgrading courses to familiarize themselves with all aspects of the giant containerships and to earn their QMED rating. In the top photo, Frank Luciano, a representa­ tive of Sperry-Rand, designer of the ship's guidance control system, explains the gyro and auto-pilot systems to a group of SlU members. In the bottom photo, the bridge consoles on the new SL-7's are explained to a class of Sea­ farers by Ed Engelbretson, a representative of IT&T, (right) and Harry Lundeberg School Vocational Training Director Bob Kalmus. 'The first of the giant con­ tainerships will he used on transatlantic runs and will be used strictly as line-haul carriers between major ports thus maximizing their effici­ ency. Smaller relay vessels will fan out from these major ports to speed containers to and from their ultimate des­ tination throughout North­ ern Europe, England, North American and the Carib­ bean. (The SL-7's) will provide proof that an American-flag company, employing Amer­ ican crews at American wage scales can provide fast, efficient oeean transporta­ tion service without subsidy and can prosper neverthe­ less.' Vi" A pilot practices navigation techniques during a "dry run" on nine-fbot scale model of the SL-7 con- talnership at U.S. Army Engineer waterways experlment station In VIcksburg, Miss. �Piney Point Upgraders: (1' 'i' What They're Saying James Keno Steward This is the best thing that ever happened to the SIU. I've served aboard many ships, but there is something different about this one. I think it has something to do with the attitude of the men. Don't let all this new equipment fool you, the men in the department still work as hard as ever, but the work is more enjoyable." As far as I'm concerned, the steward department is the most im­ portant on the ship, because if the men don't eat, they don't work. We, in the steward department are able to do a better job here, so every­ one on board is happier and friend­ lier. And on a ship this size you must have harmony. Enrico Tirelli Bosun There are a few differences work­ ing aboard this ship. The first of course is the size. The work seems to go slower because of the in­ creased amount of walking time, but still there is no real problem in getting the work done. Tying up, is different also, since we do this from below. the deck. However, these small problems will disappear, after a few trips when we get used to a new system. This ship is really a sailor's dream but 1 don't mean that in reference to the work. When our day is finished now, we retire to our own private foc'sle. There, a man can relax like a man. Our time is truly our own. We can sleep, or read or just think in perfect com­ fort and peace. You can forget about all the aggravations and prob­ lems you have encountered through­ out the day. It is a nice place to live. Aboard the Galloway Pat Rogers QMED This engine room is a whole new ball game. It is actually two en^ne rooms in one, and three times the size of the usual engine room. If there is any malfunction at any place in the engine room, it registers on a panel. That way we can attend to small problems quickly, so they don't become big ones. You put in a good four hours extra work each day, but I enjoy it because it is a challenge. October .1972 Page 19 lii �Bosuns Eligible for Recertification Firflowing is die list of SIU members d^ible for flie boson Recertificidioii Pro­ gram according to the latest information avaHaUe from union records. Since this is the first computer print-out ol ffiis list, some eligible SIU members may have Abualy, E. 8.-^33-28-2455 Adkins, P. C.—244-20-1513 Ahin, A.—576-24-1744 AUen, E. E.—070-24-5827 Alistatt, J. W. 466-20-6300 Anderson, A.—^266-14-7774 Annis, G. E.—437-38-3046 Antoniou, C.—051-18-9139 Antoniou, A.—127-14-6990 Aponte, R—062-24-0560 Arc, J. M.—405-50-7695 Arena, L.^37-05-9950 Armada, A. A.—212-34-9627 Arnold, J. C.—232-30-4357 Aycock, W.—567-24-3474 Backrak, O. 0—514-14-3110 Baker, W. T.-^57-20-8725 Hankston, Jr., C.—436-26-4790 Bamhill,—231-18-8517 Barrial, P.—219-22-0659 Baudoin, J.—436-28-7856 Baum, H. L.—268-10-6146 Beck, A.—096-20-2825 Beck, D. L.—178-20-0272 Beeching, M.—426-32-6743 Bennett, M. P.—258-16-9623 Bentz, J. J.—176-34-0377 Bentz, H. G.—183-26-9874 Berger, D. H.—231-07-0647 Berry, N. M.^58-01-7000 Beye, Jr.—053-18-0684 Biehl, J.^22-07-6178 Bissonnet, J. V.-^33-20-2710 Bojko, S.—176-18-5164 Boland, J. J.—169-20-6292 Boney, A.—229-30-5077 Bourgeois, J. L.—027-18-7802 Bourgot, A. E.—422-01-4298 Bowden, G. W.—223-20-6530 Bowman, J. T.—036-09-5067 Boyle, C. R—068-22-5157 Brannan, E. J.-^23-30-6749 Braustein, H. D.—095-16-5631 Brendle, M. D.—467-30-9199 Brinson, B. W.—256-26-0159 Broomhead, R. W.—120-10-5379 Browning, B.—307-20-6218 Bryan, E. K.—462-32-8154 Bryant, V. W.—262-09-7025 Burch, G. A.^37-18-9276 Burke, G. A.—366-22-7870 Burns, C. J.—158-07-0722 Burton, R.—277-18-6844 Busalacki, J. £.—489-22-0605 Bushong, W. D.—285-01-7359 Butterton, W. G.—224-20-8023 Butts, O. 1.-070-16-2125 Butts, Jr., W. H.—125-22-4401 Byrd, R.—223-34-4481 Domey, R R-074-22-8361 Drake, W.—424-12-4492 Ducote, A. R.—439-05-1182 Dunn, B. E.—417-38-9917 Durham, G. G.—263-28-9335 Eddins, J. T.—241-26-1489 Edelmon, B. G.—463-34-8848 Eisengraeber, R.—^566-16-0621 eUs, E. M.—256-20-6092 ElweU, J. M.—121-09-8419 Erazo, P. J.—212-20-5693 Erlinger, G. D.—318-24-2470 Evans, J.—051-18-3819 Faircloth, Jr., C O.—262-26-1005 Farsbetter, M. L.—398-24-3209 Fay, M. V.—117-30-5351 Figueroa, L.—123-14-9297 Fimovicz, B. R—123-14-9767 Finch, F. D.—422-01-6469 Finklea, G. D.—250-16-7511 Fitzpatrick, D.—019-12-4025 Foster, R—070-24-0070 Foster, J. M.-416-18-1089 Foti, S. C.—030-10-9237 Frank, S.—014-16-2108 Freimanis, E.—126-18-3117 Gahagan, K.—237-34-2731 Gaspar, R—112-20-1153 Gates, C. C.^17-14-8632 Gay, D. C.—133-14-1538 Geller, J.—092-12-0853 Gervais, J. E.—242-30-6169 Gianiotis, I. S.—23140-0812 Gigante—215-18-2505 Gillain, B. R—421-36-5242 Gillikin, N. D.—263-30-8196 Gomez, J.^66-38-5826 Gonzalez, C. L.—062-24-2927 Gorman, J. J.—100-20-6394 Granberg, B. A.—46240-9997 Granger, E.—437-12-7354 Green, J. C.—227-20-2361 Griffin, E.—264-24-0700 Griggers, Jr., I. W.—416-30-9751 Grima, V.—140-24-6474 Gustavson, W.—131-16-2078 Gylland, A.—129-14-5937 Hale, W.^36-444163 Hall, R. H.—217-22-7470 Hanback, B. T.—132-20-0173 Hanna, A.—204-22-2335 Hanstvedt, A.—45742-4316 Hardcastle, E. B.—523-01-9340 Hartman, O. M.—504-12-1359 Harvey, L. J.—425-32-1168 Hawkins, T. H.—531-204944 Hazard, F.—552-22-5812 Hellman, K.—418-344246 Henkle, T. M.—543-24-8401 Hernandez, C—075-32-3447 Hilbum, T. J.—416-30-0491 Hill, H. C.—487-16-9638 Hodges, R. W.—237-22-8900 Hodges—424-22-6370 Hogge, E. J.—220-094923 Holm, D. E.—109-24-1630 Homen, J.—545-28-5157 Homka, S.—136-20-7535 Houchins, C. M.—245-304767 Hovde, A. W.—219-16-3321 Hunter, J. D.-420-26-6061 Cain, H. C.^17-42-4293 Caldeira, A.—079-20-1840 Calogeros, D. G.—077-24-9341 Carey, J. J.—053-18-7895 Cartwright, L. W.—061-14-4157 Carver, T.—131-07-2996 Casanueva, M.—080-20-8057 Cash, J. M.—225-16-9039 Castro, G.—107-18-7674 Catalanotto, J.—438-05-7594 Caufman, B. H.—460-07-2813 Chameco, R R.—093-28-5218 Cheshire, J.—263-38-5950 Chestnut, D.—418-18-2565 Chiasson, R. J.—438-14-8402 Chilinski, T.—058-18-4305 Chong, J.—212-20-8168 Christenberry, R. A.—555-28-2830 Cisiecki, J.—168-12-5196 Cofone, W.—070-18-4778 Cocker, G. H.^17-24-3948 Cole, Jr., L. C—244-28-4482 Condos, G.—120-12-5242 Cooper, R C.—417-40-2124 Cortez, D.—125-16-9855 Cousins, W. M.—248-22-4567 Crawford, W.—267-32-1990 Cross, M. W.—549-01-1899 Cuningham, J. R—264-26-7503 Curry, I ^246-34-4910 James, C.—144-20-8700 Jandoha, S.—135-16-6160 Jansson, A. E.—093-12-9964 Jaynes, H.—019-18-3977 Johannsson, S.—081-20-7182 Johnsen, C. P.-^98-18-4117 Johnson, W.—374-22-5210 Johnson, R.-416-26-3622 Jordan, C—421-20-6192 Joseph, L. E.—069-16-1308 Joyner, W. E.—253-30-3366 Justus, J. 1.-237-40-2930 Dakis, G.—109-18-8390 Dalton, J. M.—210-14-2345 Damico, Jr., C.--559-34-5523 Dammeyer, C. R.—157-20-3708 Darville, R.—266-24-6290 Davies, J.—161-22-0931 Davis, J. R.—422-22-0663 Dawson, W. R.—213-28-3108 Deangelo, E. J.-^22-05-5080 Deculty, J. J.—083-20-4487 Delgado, J. D.—115-22-7211 Dewell, J. D.—542-03-5341 Dixon, J.^19-204492 Dodd, W. K.^31-12-7842 Donovan, J.—031-07-1871 Kadziola, S.—080-20-9846 Karatzas, A.—56942-0696 Kaufman, H. K.—113-07-8129 Kazmierski, Jr., B. R.—37640-5144 Keeffer, M. J.—399-12-4481 Keel, J. C.-^21-20-1646 Kelly, W. G.—532-22-3498 Kelsey, T. E.—085-24-2435 Kelsoe, J. W.—416-36-8625 Kennedy, J. D.^21-16-6617 Kerageorgiou, A.—^23140-2134 Kemgood, Jr., M. J.—2204)1-2222 King, G. E.—451-08-8070 Kirkwood, H. R.—266-26-8646 Kitchens, B. R.—260-20-0956 lannoli, C. A.—036-07-0694 been enroneoiHly onritted. Such members Aould contact SIU headquarters. For identifiaition purposes. Social Securtiy numbers are given. More information ribont the program appears on 2. Kleimola, W.--374-24-7812 Knight, B.—228-20-5244 Knoles, R. J.—561-28-8587 Koen, J. B.—422-07-9088 Konis, P.—116-32-8928 Krawczynski, S.—206-184874 Kyser, L.—419-18-6034 Lambert, R.-438-26-5392 Landion—216-12-9465 Landron, J. R.—217-14-0320 Larsen, A.—454-22-5193 Lasoya, E.—465-07-5295 Lassen, S. B.—56942-2635 Lasso, R.—140-14-5145 Lavoine, Jr., H. T.—019-16-2632 Lavrton, W.—260-18-7001 Layton, W.—253-28-6282 Leclair, W. W.—013-26-3240 Lee, C. O.—267-12-5834 Lee, H. S.—537-01-2917 Lesnansky, A.—293-124819 Leushner, W.—101-22-8269 Lewis, J. S.—242-32-3437 Libby, H.—005-24-2016 Libby, G. P.—224-18-8207 LiUard, F. E.-431-16-3089 Lineberry, C. T.^22-44-1442 Lipari, A.—113-20-8891 Maas, R. J.^34-52-3105 MaCarthur, Jr., W.—028-20-5355 Maggulas, C—105-26-5064 Majette, C.—224-12-0868 Maiyszko, J. R—349-184649 Mann, J. T.—260-32-9664 Manning, D. J.—053-22-2119 Manning, S. H.—263-03-1900 Matthews, W. T.—262-32-5892 Mattioli, C—076-24-9904 McBride, W. L.-489-10-7960 McCaskey, E.-416-14-8132 McCollom, J.—027-164161 McCorvey, D. L.—258-36-8093 MvDonald, R. 0.^67-14-3931 McDougall, J. A.—200-09-3952 McGinnis, A. J.—192-26-9115 McConagle, H.—029-22-1914 McGowan, B. L.—438-44-3865 McGowan, S. M.^64-34-2832 McKarek, J.—092-05-3585 Meehan, J. W.—223-18-3075 Meffert, O. R.—404-124556 Mehringer, S. R.—076-22-9683 Mercereau, E. L.—537-01-5709 Merrill, C. D.—422-05-6352 Michael, J. 1.-220-03-2251 Mignano, H.—078-20-6639 Miller, C, E.—361-10-1880 Mitchell, W.—003-07-5954 Mize—553-20-6860 Moen, J. S.—476-18-2802 Monardo, S.—103-20-7330 Moore, C. E.—223-34-0634 Moore, J.—263-38-5916 Morales, E.—059-24-0919 Moris, W. D.—119-14-1974 Morris, S. P.—264-09-0991 Morris, W. E.—422-54-7040 Morris, Jr., E.—421-20-5321 Moyd, E. D.—424-09-4438 Mullis, J. C.—420-26-0850 Murray, C.—549-22-6569 Murry, R. W.—224-24-8014 Myrex, A. M.-420-20-7411 Nash, W.—115-01-6394 , Nicholson, E. W.—219-18-9709 Nielsen, V. T.—088-36-2167 Northcutt, J. C.—414-20-0463 Nuckols, B.—236-30-4406 O'Brien, R. L.—029-12-5700 O'Connor, W. M.—103-18-2799 Olbrantz, L. J.—388-304589 Olesen, C. C.—552-44-7953 Olson, F. A.—534-16-5222 Oromaner, A.—061-09-9600 Ortigucrra, G.—133-03-3640 Palino, A.—158-16-8277 Palmer, R. C—031-18-6040 Paradise, L.—030-16-8085 Parker, O. Z.^20-164243 Parker. J. W.^22-26-1019 Parker, W, M.^99-26-1862 Parr, E.—433-24-9345 Perreira, C. A.—575-12-6900 Pierce, J. J.—170-20-3972 Powell, B.—277-20-2185 Pitman, D. R.-433-24-3966 Pizzuto, N, L.—43542-6698 Pope, R. R.—246-34-9441 Poulsen, v.—570-62-5629 Pousson, H. I.-433-20-3415 Pressly, O. J.—070-24-2044 Price, B. B.—226-344059 Prindezis, J.—105-24-7153 Procell, J.-437-38-8333 Pryor, C. E.—42242-3521 Puchalski, K.—292-18-5293 Radich-427-34-7701 Rains, H. B.-462-32-5500 Reed, C.—293-20-7274 Richoux, J.—436-28-1250 Rihn, E. A.—457-20-2737 Rivera, A.—079-22-5470 Rivera, Z. R.—086-14-6483 Robbins, O. A.—007-18-7885 Robinson—265-36-3629 Robinson, J. A.—417-24-9575 Roy, A.—002-14-1410 Rubish, P.—234-38-0323 Ruf, G. H.—155-01-0430 Ruiz, A. T.—087-24-9986 Rushing, E.—439-054139 Ryan, J.—385-07-8040 Sacco, A.—343-16-3737 Sakellis, A. J.—106-24-8885 Sampson, J.—159-05-5470 Sanchez, M. E.—261-24-2303 Sanfillippo, J. S.—030-16-2224 Sanford, T. R.^1848-2878 Savoca, J.^38-14-1920 Sawyer, A. R.—231-07-3648 SerigUo, S. J.—021-20-1948 Schulter, K. P.—113-36-1681 Schwartz, A.—468-144047 Schwarz, R. D.-^21-26-0937 Self, T. L.—231-284715 Selix, L. E.—572-344917 Semyk—080-20-7818 Sharp, W.—221-10-1574 Shortell, J.'A.—130-054711 Smith—195-12-2112 Smith, G. B.—214-38-5850 Smith, F. W.—227-24-8803 Smith, L. R.—241-30-1046 Smith, F. J.—436-224850 Sohl, R. G.—080-22-2148 Sokol, S. F.—141-12-7397 Sorel, J.—532-28-7971 Spencer, J. L.—238-26-1618 Spuron, J. G.—214-24-8443 Stanford, G.-^28-34-5059 Stockmarr, S.—097-12-4313 Surles—550-30-7483 Swiderski, J. B.—189-01-0726 Talbot, J. R.—166-16-3783 Taylor, R. C.—425-64-8556 Tenley, G.—206-16-8927 Thompson, C.—402-12-5631 Thompson, C. E.—418-56-3096 Ticer, D. M.—-525-18-7116 Tillman, W. L.—428-44-9368 Tolentino, T. A.—547-384286 Trawick, H.—424-10-6498 Troche, G.—439-22-2206 Trosclair, J. C.—421-26-3693 Turner, P.—305-22-8944 Ucci, P. A.—071-05-6719 Urzan, J.—087-14-4528 Vanzenella, V. A.—056-18-1501 Vega, J.—108-18-7118 Velazquez, W.—072-22-1797 Walker, F. E.—-141-22-1181 Walker, T. 1.-565-44-3930 Wallace, W. M.—225-18-5674 Wallace, E. F.—341-20-0639 Wallace, W. A.—571-034190 Wardlaw—455-34-5086 Webb-^21-20-9221 Weinberg, B.—531-14-9362 WhiUow, L.—484-14-2607 Whitney, R.—383-24-0535 Wiggins, C. B.^24-28-8406 Williams, R. R.—220-22-3410 Wilson, C. P.—421-12-6373 Winslow, E. D.—237-03-1715 Woods—437-20-3607 Workman—303-01-1446 Woturski, B.—137-18-3608 Wright—258-34-2472 Yates, J. W—295-16-8168 Zeloy, J.—417-28-1573 Ziereis, J. A—^270-18-5518 TOTAL NUMER OF MEN 394 �USPHS Announces Signing of Contracts for Health Care j if • The United States Public Health Service in New Orleans has announced that it has si^ed contracts with the following medical facilities to provide health care for Seafarers in their area. Disability pensioners in particular are advised that they may call upon these facilities for both regdar and emergency medical care. Here is the list of facilities: ALABAMA Mobile General Hospital 2451 Fillingim St. Mobile, Alabama 36611 Mobile Infirmary Post Office Box 4097 Mobile, Alabama 36604 Broward General Hospital 1600 South Andrews Avenue Fort Lauderdale, Florida 33316 FLORIDA Cape Canaveral Hospital P.O. Box 69 Cocoa Beach, Florida 39231 Halifax District Hospital P.O. Box 1990 (Clyde Morris Blvd.) Da^ona Beach, Florida 32015 Baptist Hospital 8900 N. KendaU Drive Miami, Florida MISSISSIPPI Singing River Hospital Pascagoula, Mississippi 39567 Vicksburg Hospital Inc. 1600 Monroe Street Vicksburg, Mississippi {Two contracts—one for General Med­ ical Surgical Hospital Care and one for Quarantinable Diseases) Okaloosa County Hospital System NiceviUe, Florida 32578 Jackson Memorial Hospital 1700 N.W. 10th Avenue Miami, Florida 33136 Mercy Hospital 3663 South Miami Avenue Miami, Florida 33138 Lee Memorial Hospital P.O. Box 2218 Fort Myers, Florida 33902 MISSOURI Lutheran Hospital of St. Louis 2639 Miami Street St. Louis, Missouri 63118 Municipal Hospital P.O. Drawer No. 9 Port St. Joe, Florida 32456 St. Luke's Hospital 1900 Boulevard Jacksonville, Florida MEMPHIS (Processed by) Methodist Hospital 1265 Union Avenue Memphis, Tennessee 38104 City of Memphis Hospital 860 Madison Avenue Memphis, Tennessee 38103 Baptist Hospital 1899 Madison Avenue Memphis, Tennessee 38103 West Palm Beach Good Samaritan Hospital 1300 North Dixie West Palm Beach, Florida 33402 De Poo Hospital 918 Southard Street Key West, Florida 33040 LOUISANA South Cameron Memorial Hospital Route 1, Box 277 Cameron, Louisiana 70631 Monroe General Hospital P.O. Box 932 Key West, Florida 33040 I'l Upgrading Class Schedule at Lundeberg School upgrading classes are now being conducted at Harry Lundeberg School. Classes for the following rat­ ings are available: Lifeboat, Able Body Seaman, Quartermaster, Fire­ man, Watertender, Oiler, Refer, Elec­ trician, Junior Engineer, Pumpman, Deck Engineer, Machinists, Tankerman. Classes begin every two weeks on the following dates: October 30; November 13, 27; December 11. Under a new U.S.C.G. ruling, graduates of the HLS will be able to qualify for upgrading with reduced seatime. Those wishing to upgrade to AB need only 8 months seatime as ordinary seaman. Those wishing to upgrade to FWT, and Oiler need only 3 month seatime as a wiper. 0}nsult the following chart to see if you qualify. In order to process all applicants as quickly as possile it is necessary that each applicant enclose with his application: • 4 passport photographs (full face). • Merchant Marine personnel physical examinations using USCG form CG-719K given by either U.S.P.H.S. or S.I.U. Qinic. Those applicants already holding a rating Ratings HLS Graduate AB FWT, OUer All other OMED 8 mos. O.S. 3 mos. wiper 6 mos. wiper other than wiper in the engine de­ partment or AB do not require a physical. • Sub-chapter B of the United States Coast Guard regulations state that the officer wishing certification as a Tankerman "shall furnish satis­ factory documentary evidence to the Coast Guard that he is trained in, and capable of performing efficiently, the necessary operation on tank Name AH others 12 mos. O.S. 6 mos. wiper 6 mos. wiper vessels which relate to the handling of cargo." This written certification must be on company stationery and signed by a responsible company official. • Only rooms and meals will be provided by Harry Lundeberg School. Each upgrader is responsible for his own transportation to and from Piney Point. No reimbursement will be made for this transportation. Age Home Address S.S. # Mailing Address Book # Phone Ratings Now Held What Rating Interested In Dates Available to Start HLS Graduates: Yes No Record of Seatime: Ship Rating Held Lifeboat Endorsement Yes No. Datetrf Shlpnient Datedl Dlschaige Return completed application to the attention of: Mr. Robert Kalmus Director of Vocational Education Harry Lxmdeberg School Piney Pt., Md. 20674 October 1972 Page 21 i �Balanced Diet, Tricky Balancing Act By Sidney Margolhis In almost every store you go to nowadays, and in many publications, you are confronted by pressures to buy vitamin products, especially the highpriced "natural" vitamins. You now find these "natural" vita­ mins not only in the health food stores cropping up all over the country but in regular drug stores, supermarkets, even karate clubs and gyms. The tactics used to sell these vita­ mins are usually based on fear. Wor­ ried people are good prospects. As one workingman wrote to us: "I was visited by a vitamin supplement sales­ man who supported his claims with government reports on poor soil, cook­ ing of foods, storage, organic vs. in­ organic farming, etc. His arguments sounded good when backed up by U.S. government reports. However, I couldn't see spending $20 a month on vitamins. "Can we get all we need out of foods? Should we all eat raw instead of cooked vegetables? What about white sugar and white flour? Are they harmful?" We'll come back to these questions later in more detail. But in general, if you have no abnormality and do eat a balanced diet you should be able to get all the nutrients you need with­ out taking additional vitamins. If you do have some physical condition that may require extra vitamins, you should consult a doctor. He would determine what vitamin, if any, you really need. What's a "balanced diet?" The U.S. Agriculture Department advises choos­ ing some foods every day from four basic food groups. Some nutritionists think the USDA has oversimplified the seven basic groups it used to suggest. Marcella Katz, nutrition consultant for the Health Insurance Plan of Greater New York, in the Public Affairs pam­ phlet, Vitamins, Food, and Your Heaith, recommends'using some foods each day from each of these six basic food groups: 1. Meat, fish, eggs, poultiy, lequmes supply high-quality protein that con­ tains an adequate amount of essential amino acids. 2. Breads and cereals, whole-grain and enriched, supply sugar and starch, vitamins and minerals. (The protein in grains and cereals is not complete and should be used in combination with the complete proteins in Group 1.) 3. Milk and milk products such as cheese supply high-quality protein, minerals, and vitamins. 4. Dark green leafy and yellow vegetables are important sources of vitamin A. 5. Other vegetables and fruits— citrus, tomatoes, strawberries, cab­ bage, potatoes—are important sources of vitamin C. 6. Fats and oils supply saturated and polyunsaturated fatty acids and vitamins. (Mrs. Katz recommends, as do many nutritionists nowadays, liquid vegetable oils and margarine made from them, rather than so-called "sat­ urated" or hard fats.) It is true that some vitamins are lost in food processing and in home cooking, although vitamin sellers tend to exaggerate these losses. Vegetables washed in too much water or held in the pot too long before serving, "make vitamin-rich water and vitamin-poor food," Mrs. Katz warns. She points out that many families rarely use the cooking water. They should. Vegetables should be cooked in as little water as possible and for as short a time as feasible. Whatever water remains contains some of the water-soluble vitamins from the vegetables and should be used in gravies, sauces and soups. With careful meal planning and care in cooking, most people should not need vitamins. If you or your doc­ tor feel you do, then take care not to get involved in the high-priced prod­ ucts being pushed nowadays. For example, in a recent shopping survey we found you could pay any­ where from 45 cents for a bottle of 100 milligrams of vitamin C, to as much as $1.75 for so-called "natural" vitamin C (really partly synthetic). Different brands of multivitamins with minerals sell for anywhere from $2.65 to $4.50. They have somewhat varying formulas, which makes it hard for con­ sumers to compare values precisely, but are basically similar products. For B vitamins, although with varying formulas, you can pay anywhere from 79 cents to $3.79 for 100 tablets. There are huge profits in vitamins, especially the "natural" kind. For ex­ ample, a large basic supplier like Gen­ eral Mills sells vitamin E (the current fad vitamin) to packagers for 50 cents for 100 tablets of 100 international Units. By the time these 100 tablets are bottled and reach the retail coun­ ters they have price tags of anywhere from $1.95 to as much as $3.30 (in brands sold in health food stores.) The vitamin packagers nowadays have a number of ways of building up prices: —They are packaging bigger dos­ ages, such as vitamin C in 250 and even 500 milligram tablets, in order to command higher prices l3ut claim­ ing that you are more certain to get your full needs this way. —^They then package smaller amounts such as 30 or 60 tablets in a bottle instead of the traditional 100, in order to make the higher prices seem lower. —They try to influence you to buy not only specific vitamins to supple­ ment your supposedly "impoverished" food supply, but to buy other vitamin or food supplements to balance the primary vitamins. For example, they now try to sell you bioflavonoids along with vitamin C, or vitamin A along with lecthin. —They push the higher-priced "natural" vitamins instead of the lower-cost synthetic vitamins, when actually they are the same in function, and the supposedly natural ones are partly or even largely synthetic in any case. (If they weren't they would be too big to swallow.) Harold H. Hess Your wife, Mary, asks that you con­ William Leroy Cox Please contact Cpl. M. Graham, Washington County Sheriff's Office, Washington County Courthouse, 2nd & Main Sts., Hillsboro, Ore. in reference to personal property being held for you. tact her at 702 N. Lakewood Ave., Baltimore, Md. 21205. Ralph Di PaoU Your sister, Mrs. Carmela Forneto, asks that you contact her as soon as poossible at 1135 So. Seventh St., Phila­ delphia, Pa. Gonzalo Rodriquez Your wife, Maria, asks that you con­ tact her at San Agustin No. 152, Puerto de Tierra, P.R. Archie D. Terry Please contact Mrs. Ruby T. Altman at Rural Delivery, Estill, S.C. Ragner O. Andersen Please contact Mrs. Bertha H. Myntti at 408 N. 61st St., Seattle, Wash, as soon as possible. Jose M. Castell Personal papers of yours are being held in the vault in the Secreary-Treasurer's office at SIU Headquarters in Brooklyn, N.Y. Know Your Rights FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes spe­ cific 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-Treas­ urer. A quarterly finance committee of rank and file mem­ bers, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agree­ ments. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expen­ ditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund finan­ cial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and seniority are protected exclusively by the contracts between the Union and the shipowners. 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 shipowners, notify the Seafarers Appeals Board by certified mail, return receipt requested. The proper address for this is: Earl Shepard, 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. Page 22 CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and con­ ditions imder which you work and live aboard ship. 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 patrolman or other Union official, in your opinion, fails to protect your contract rights prop­ erly, contact the nearest SIU port agent. is attempting 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 Seafarers 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 employ­ ers. Consequently, no Seafarer may be discriminated against because of race, creed, color, national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. EDITORIAL POLICY-SEAFARERS 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. SEAFARERS POLITICAL AdTVITY DONATION—SPAD. This established policy has been reaffirmed by membership SPAD is a separate segregated fund. Its proceeds are used to action at the September, 1960, meetings in all constitutional further its objects and purimses including but not limited to ports. The responsibility for Log policy is vested in an edi­ furthering the political, social and economic interests of Seatorial board which consists of the Executive Board of the • farer seamen, the preservation and furthering of the American Union. The Executive Board may delegate, from among its Merchant Marine with improved employment opportimities ranks, one individual to carry out this responsibility. for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes PAYMENT OF MONIES. No monies are to be paid to to political candidates for elective office. All contributions anyone in any official capacity in the SIU unless an official are voluntary. No contribution may be solicited or received Union receipt is given for same. Under no circumstances because of force, job discrimination, financial reprisal, or should any member pay any money for any reason unless threat of such conduct, or as a condition of membership in he is given such receipt. In the event anyone attempts to the Union or of employment. If a contribution is made by require any such payment be made without supplying a re­ reason the above improper conduct, notify the Seafarers Un­ ceipt, or if a member is required to make a payment and is ion or SPAD by certified mail within 30 days of the con­ given an official receipt, but feels that he should not have tribution for investigation and appropriate action and refund, been required to make such payment, this should immediately if involuntary. Support SPAD to protect and further your be reported to headquarters. economic, political and social interests, American trade union concepts and Seafarer seamen. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. If at any time a Seafarer feels that any of the ahove rights The SIU publishes every six months in the Seafarers Log a verbatim copy of its constitution. In addition, copies are have heen violated, or that he has heen denied his constitu­ tional right of access to Union records or information, he available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves should immediately notify SIU President Paul Hall at head­ with its contents. Any time you feel any member or officer quarters hy certified mail, return receipt requested. �Rigging a Bosuns Chair at Piney Point Fay Heads Campaign SIU Philadelphia Port Agent John Fay has been chosen to man­ age the campaign for re-election of Representative Joshua Eilberg (DPenn,). Eilberg is seeking his fourth term in Congress. He was first elected in 1966 and again in 1968 and 1970 by overwhelming margins. In accepting the appointment as campaign manager, Fay said: "It is an honor to be able to help a man like Josh Eilberg. As a Congressman he has always put the needs and wishes of his constitu­ ents first. "Josh has alway represented the workingman. His record on labor issues is outstanding." First Vessel To Show The Flag' if: • Dyrell Davis rigs a bosun's chair un­ der the watchful eyes of Deck Up­ grading Instructor Joe Wall, right, and other members of the AB up­ grading class. Looking on are Sea­ farers William Kleimola, Gene Dakin, E. Balasia, and Monte Grimes. After successful completion of the lifeboat curriculum, AB upgraders need to spend only two weeks at the Upgrad­ The first ship to carry the American flag around the world was the Columbia, piloted by Captain Robert Gray. She left Boston in 1787 and took three years to make a com­ plete voyage around the globe. ing Center to prepare for the ex­ aminations which are administered in Piney Point. The next class begins October 30 and new classes will start every two week thereafter. Seafarers Welfare, Pension, and Vacation Plans Cash Benefits Paid SEAFARERS WELFARE PLAN ELIGIBLES Death In Hospital Daily Hospital & Hospital Extras Surgical Sickness & Accident Special Equipment Optical Supplemental Medicare Premiums Seaman Specialist-Medical Reimb DEPENDENTS OF ELIGIBLES Hospital & Hospital Extras Doctors' Visits in Hospital Surgical Maternity Blood Transfusions Optical Special Equipment Seamen Specialists-Dept. Medical Reimb. .. Special Disability PENSIONERS & DEPENDENTS Death Hospital &. Hospital Extras Doctors' Visits & Other Medical Exp Surgical Optical Blood Transfusions Special Equipment Meal Books Dental Supplemental Medicare Premiums Scholarship Program TOTALS Total Seafarers Welfare Plan Total Seafarers Pension Plan , Total Seafarers Vacation Plan J.' Amount Number August 25-September 22, 1972 MONTH YEAR TO DATE MONTH YEAR TO DATE 12 1,443 28 2 6,668 2 226 4 4 239 9,066 159 52 74,928 19 2,569 1,403 43 41,000.00 1,801.00 1,833.45 122.50 53,341.00 417.62 4,162.72 467.60 270.00 455,302.00 15,488.43 19,832.30 3,763.50 594,521.92 3,631.73 49,387.24 9,804.70 22,979.76 309 155 112 11 4 204 3,373 7,252 1,252 237 42 1,972 1 10 70,084.27 4,431.02 11,440.45 3,200.00 345.50 3,803.71 744,754.72 32,818.94 143,265.00 65,391.80 2,227.70 37,451.02 28.50 1,398.09 12,000.00 21,411.22 3,768.44 3,290.00 1,701.52 2 941 1 1,961 8 110 1.151 8,553 111 638 15 54 10,232 10 14,504 61 288.27 9,410.00 291.00 9,011.60 6,423.28 255,000.00 181,695.58 41,193.46 17,232.00 12,284.23 557.00 6,542.21 102,320.00 1,896.00 82,801.70 25,184.93 12,453 1,952 1,395 137,884 19,158 11,562 264,049.17 459,400.00 567,611.16 2,904,333.26 4,620,409.46 5,774,406.53 4 120 115 20 100 —— — — % f Figures in this report, published in the September issue of the Seafarers Log reflected an inadvertent error. Below are the correct figures'for the period July 25 to August 24, 1972, and for the fiscal year to that point. ELIGIBLES Death . I Hospital & Hospital Extras Surgical Sickness & Accident @ $8.00 Special Equipment Optical Supplemental Medicare Premiums Scholarship Program ^ I > 30 403 187 21 6 7,722 2 418 85 12,590 October 1972 227 5,399 2,749 131 50 67,647 17 2,343 1,399 53 124,292 56,209.00 403.00 561.00 672.70 879.00 61,776.00 354.00 6,732.35 1,715.60 — 339,683.79 414,302.00 5,399.00 8,247.00 17,998.85 3,641.00 541,176.00 3,214.11 45,224.52 9,337.10 18,761.65 2,628,884.09 Page 23 �SlU Ship's Committee Wandering the Seas Seafarers are men of great appreciati<m the arts. The Seafarern Log, to further their efforts in the poetry fields regularly makes space available for members* poems. To contribute to the Log poetry col­ umn members should send their poems to the Seafarers Log, 675 Fourth Ave., Brooklyn, N.Y. 11232. An Old Tar's Tale Hit your flask and still your fears, Then batten down to round the horn. Yesterdays are maidens tears Tomorrows die unborn. •> '• Pert city lass or village boor Can you in truth depone To so rich a night, with knight so poor On bed of dockside stone. Scant life adheres to oft turned bone. He lives but half who sails alcme. To leave unlived the least of me, But fouls the sails of those Who willed my sails to be. V • ^•••:'•;X- And there's one you'd have wanted to know -1- J; l". , With who I pleasured in that long aga . WARRIOR (Sea-Land)—The containership Warrior stopped over in Hoboken last month after a smooth voyage from the South Atlantic. From left are: F. Brazell, educational director; B. Swearingen, ship's chairman; N. Guinones, steward delegate, and R. Mason, deck delegate. In May, the Warrior's crew saved 104 persons from a burning Liberian ship off the coast of Florida. See story on Page 5. "Con your ship through fog and gale. And serve me when you're fiim and hail. Doff your trews, I'll not play shy. Then man your fid toward yonder eye." She'd chirp, and hoist her drink. Then take ones arm and drop a wink. Now hove in sight one Bert McKnight, And he was the dog of dogs, all right. 'Twould bleed me pale the sum to relate Of my horrible, terrible, miserable fate. He conned her out of fornication To hearth and upright habitation. And then she chirped a different time: "Who sails from home and vibrant wife To wanton wench in distiant State, But flees the best of life. And proves an addled pate." •: Money Due SlU Members ' : The following Seafarers have checks due "them for wages earned aboard the 55 Jian in 1964. Each of these Seafarers should immediately contact the offices of Berenholtz, Kaplan & Heyman at 1845 Maryland National Bank Bldg., 10 Light St., Baltimore, Md., in person, by mail or by calling 301—539-6967, in order to obtain the amount due them. And yet, I'm kind disposed to whom I owe For life lived full in that long ago. Max Katzoff The Victor's Cup When things go wrong, as they sometimes will When the road you're trudging seems all uphill When the funds are low, and the debts are high And you want to smile, but you have to sigh When care is pressing you down a bit Rest if you must, but don't you quit Life is queer with its' twists and turns As everyone of us sometimes learns > f-''. ' And many a fellow turns about When he might have won, had he stuck it out Don't give up, though the ace seems slow You may succeed with another blow Often the goal is nearer than it seems V; To a faint and faltering man ' '' Often the struggle is given up . * When he might have captured the victors' cup ' /' And he learned too late, when the night came down How close he was to the Golden Crown Success is failure turned inside out The silver tint of the clouds of doubt And you can never tell how close yOu are It may be near when it seems so far So stick to the fight, and when you're hardest hit It's when things seem worst that you musn't quit. Jack H. Klohn Page 24 ^ • ' Richard S. Asmont Carmelo Attard Henry J. Broaders Qaude A. Brown Edmond L. Cain, Jr. Douglas A. Clark Elmer C. Danner George Dakis James M. Davis Rudolph G. Dean Juan M. DeVela George Fossett Eugene C. Hoffman Charles J. Hooper Joseph Horahan Marshall V. Howton Francis X. Keelan George Kontos Allan E. Lewis James Lewis Peter Losado Benedicto Luna Armando Lupari Hazel L. McQeary Edward McGowan Gerald R. McLean Terral McRaney Peter J. Mistretta Murphy, Theodore Joseph J. Naurocki David Nelson Reginald Newbury George Papamongolis Jeremiah E. Roberts Arthur Rudnicki Leonard Russi George Schmidt Ray F. Schrum James D. Smith Ray Smith Bella Szupp Ilus S. Veach, Jr. Joseph Wagner Robert F. Wurzler Ted Murphy The following Seafarers have checks due them for unclaimed wages earned aboard vessels operated by Texas City Refining, Inc. They should immediately contact L. W. Westfall, chief accountant, Texas City Refining, Inc., Marine Division, P.O. Box 1271, Texas City, Texas 77590. NAME William R. Corry Frederick Estes Lamar Gribbon Thomas Hopkins RATING AB OS Bosun Pumpman NUMBER 449-42-3299 464-80-0867 157-22-6074 576-16-6392 Seafarers Loi �All the human ills, all the frailities of the human ma­ chine, are magnified by drug use. Drugs ruin lives, wreck homes, send users to bleak and useless futures and even death. Nobody wins in a flirtation with drugs. Each man loses. Drugs can't cure loneliness, despair, tragedy, poverty and misery. Drugs can cause those things, and more— jail, unemployment and a future full of pain. Drugs are a bummer, stay away from them. �ANNUAL REPORT For the fiscal year ended April 30, 1972 UNITED INDUSTRIAL WORKERS OF NORTH AMERICA PENSION FUND 275 20th Street, Brooklyn, New York 11215 to the SUPERINTENDENT OF BANKS of the STATE OF NEW YORK 4. Receipts from Sale of Assets: a. Sales to parties-in-interest b. Sales to others c. Total Receipts from Sale of Assets (Schedule 2) 5. Other Receipts: a. Loans (Money borrowed) b. Other (Specify) See attachment c. Total Other Receipts 6. Total Receipts $ 240,819.30 240,819.30 $ 5,046.60 5,046.60 654,325.68 CASH DISBURSEMENTS 7. Insurance and Annuity Premiums Paid to Insur­ ance Carriers and Payments to Service Or­ The data contained herein is for the purpose of providing general information as to ganizations (Including Prepaid Medical Plans) the condition and affairs of the fund. The presentation is necessarily abbreviated. For 8. Benefits Provided Directly by the Trust or a more comprehensive treatment, refer to the Annual Statement, copes of which may 12,452.32 Separately Maintained Fund be inspected at th office of the fund, or at the New York State Banking Department, 9. Payments to an Organization Maintained by Employee Welfare Fund Division, 100 Church Street, New York, New York 10007. the Plan for the Purpose of Providing Bene­ Part IV fits to Participants (Attach latest operating statement of the Organization showing detail Part IV data for trust or other separately maintained fund are to be completed for a of administrative expenses, supplies, fees, plan involving a trust or other separately maintained fund. It also is to be completed etc.) for a plan which: (1) Has incurred expenses other than: (a) Payments for unfunded benefits or (b) Insurance or annuity premiums or subscripton charges paid to an insur­ 10. Payments or Contract Fees Paid to Inde­ pendent Organizations or Individuals Pro­ ance carrier or service or other organization; or (2) Has assets other than: (a) Insurance viding Plan Benefits (Clinics, hospitals, doc­ or annuity contracts or (b) Contributions in the process of payment or collection. tors, etc.) Part rV Section A 11. Administrative Expenses: Statement of Assets and Liabilities a. Salaries (Schedule 3) $ 22,640.45 United Industrial Woikers of North America Pension Plan 4,329.26 b. Allowances, expenses, etc, (Schedule 3) File No. WP-222427 1,544.29 c. Taxes For Year Beginning May 1, 1971 and Ending April 30, 1972 13,349.87 d. Fees and commissions (Schedule 4) 1,385.42 e. Rent ASSETS' 100.10 f. Insurance premiums End(ff End of 680.52 g. Fidelity bond premiums Reporting Year Prior Year Item h. Other administrative expenses (Specify) See $ 44,552.57 $ 19,246.13 1. Cash 21.937.66 attachment 2. Receivables: 65,967.55 i. Total Administrative Expenses a. Contributions: (See Item 18) 12. Purchase of Assets: (1) Employer a. Investments: (Other than real estate) (2) Other (Specify) (1) Purchased from parties-ih-interest $ b. Dividends or experience rating refunds 541,486.82 (2) Purchase from others c. Other (Specify) b. Real Estate: 3. Investments: (Other than real estate) (1) Purchased from others a. Bank deposits at interest and deposits or 544,486.82 c. Total Purchase of Assets shares in savings and loan associations .... 13. Loans (Money loaned) b. Stocks: 14. Other Disbursements: (Specify) 23,172.30 2,858.13 (1) Preferred a. See attachment $ 9,112.55 189,500.32 56,047.91 (2) Common b c. Bonds and debentures: 9,112.55 c. Total Other Disbursements (1) Government obligations: 229,019.24 15. Total Disbursements (a) Federal UNITED INDUSTRIAL WORKERS OF NORTH AMERICA PENSION PLAN (b) State and municipal ATTACHMENT TO U.S. DEPARTMENT OF LABOR—FORM D-2 (2) Foreign government obligations 168,309.00 315.574.95 YEAR ENDED APRIL 30, 1972 (3) Nongovernment obligations d. Common Trusts: Part IV—Section B (1) adentify) Item 5b—Other Receipts (2) (Identify) Receipt of accrued interest on bonds purchased $ 384.62 e. Subsidiary organizations (See Instructions).. ' 4,611.38 Contributions received on behalf of other Plans (Identify and indicate percentage of owner­ 50.60 Interest from delinquent contributors ship by this Plan in the subsidiary) 5,046.60 (1) % Part IV—Section B- -Cash Disbursements (2) % Item lib—Other Administrative Expenses 4. Real estate loans and mortgages $ 5,433.54 5. Loans and Notes Receivable: Other than real Contribution to pension plan 235.50 estate) Postage, express and freight 375.08 a. Secured Telephone and telegraph 1,036.80 b. Unsecured Equipment rental (674.77) 6. Real Estate: Miscellaneous expense 164.64 a. Operated Repairs and maintenance 47.80 b. Other real estate Dues and subscriptions.. 7. Other Assets: 2,354.15 Stationery, printing and supplies 1,563.29 a. Accrued income Employee tenefits 66.95 b. Prepaid expenses Microfilm 94.10 161.43 c. Other (Spcify) Accrued interest receivable Outside temporary office help 447.61 3.92 8. Total A^ts $ 246,622.60 Office improvements 573,267.75 3.95 Miscellaneous Trustees' meeting expenses LIABILITIES Tabulating service 13,410.75 9. Insurance and annuity premiums payable $ Personnel recruiting 823.73 10. Unpaid claims (Not covered by insurance) Less expenses paid by other Plans included above 3,001.77 11. Accounts payable $21,937.66 12. Unapplied Contributions 516.10 Item 14a—Other Disbur^ments 13. Other liabilities (Specify) Due to other funds .. 925.97 97.37 Accrued interest on bonds purchased $ 670.80 14. Reserve for future benefits 245,696.63 582.643.43 Reimbursement to other Plans for expenses paid on behalf of the 15. Total Liabilities and Reserves $ 246,622.60 573,267.75 3,759.54 Pension Plan 4,611.38 Payment of contributions received for other Plans ' The assets H»ted in this statement must be valued on the basis regularly used In valuin investments held in the fund and reported to the U.S. Treasury Department, or shall be value 70.83 Advance of administrative expense at their aggregate cost or present value, whichever is lower, if such a statement is not so required to be filed with the U.S. Treasury Department. $ 9,112.55 ( )Indicates negative figure Part rV—Section B STATEMENT OF RECEIPTS AND DISBURSEMENTS CASH RECEIPTS Item 1. Contributions (Ex:clude amounts entered in $ 390,186.96 Item 2) a. Employer (Schedule 1) b. Employee .c. Other (Specify) d. Total Contributions 2. Dividends and Experience Rating refunds from Insurance Companies 3. Receipt from Investments $ 13,722.86 a. Interest 4,549.96 b. Dividends c. Rents d. Other (Specify) e. Total Receipts from Investments Page 26 $ 390,186.96 Employee 18,272.82 Seafarers Log - -.. As.- --.i �I 'I Senate, House Confer on Social Security Increases is A Social Security bill that contains improved benefits for the widows, eld­ erly and disabled but that also contains tax features opposed by the AFL-CIO is now before a House-Senate confer­ ence committee to straighten out differ­ ences in their two versions. The House bill, enacted a year ago, is the more conservative of the two, but the Senate version also contains a welfare program that in effect post­ pones real welfare for a matter of years. Basic objections of the AFL-CIO to both bills is their way of financing benefit improvements through in­ creases in taxes to be paid by workers and their employers. The labor view­ point is that these better benefits, desirable though they are, are not re­ lated to wage earnings and so should be financed out of general revenues. Conferees on the Senate side are: Senators Russell B, Long of Louisiana; Clinton Anderson of Missouri; Herman E. Talmadge of Georgia; Wallace F. Bennett of Utah and Carl T. Curtis of Nebraska. House conferees are: Representa­ tives Wilbur D. Mills of Arkansas; A1 Ullman of Oregon; James A. Burke of Massachusetts; Martha W. Griflfiths of Michigan; John W. Byrnes of Wiscon­ sin; Jackson E. Betts of Ohio and Her­ man T. Schneebeli of Pennsylvania. Faced with a bill that contains al­ most 1,000 pages, the Conference Committee had just four days to work on it before Congress was scheduled to take off for the election. Even more critical was whether Congress would adjourn and so would kill pending un­ finished business or simply recess and come back after the election for more work before it goes out of business. The Social Security bill consists of five basic sections: improved benefits and the way to finance them; im­ proved Medicare and Medicaid bene­ fits; better benefits for the blind, elderly and disabled; a welfare reform section—missing in the House version and simply a study program for the immediate future in the Senate version —and a miscellaneous section that in­ cludes a workforce section strongly opposed by organized labor. Highlights of improved benefits in­ clude: 100 percent widows benefits in­ stead of the present three-fourths; an increase in the amount retirees may earn up to $3,000 without penalty; in­ clusion of the disabled in Medicare instead of only those who have quali­ fied for Social Security retirement, and a number of lesser improvements, such as payments for prescriptions for the elderly. Biggest dispute over the measure came in the Senate where strong efforts were made to greatly improve welfare benefits without imposing a "workfare" system that would have forced workers into low-paying jobs and mothers to get jobs wiUiout pro­ viding adequate day care centers and without creating a system of spying on welfare recipients. Questions Answered About Social Security A I Q. I'm 66 and getting monthly social secnrity retirement checks, and I'm also working part time for a church nursery. Since the church has not decided to cover my parttime work by social security, can these earnings affect my montidy checks? A. Yes, if your total earnings for the year go over $1,680. Earnings from any work, whether or not cov­ ered by social security, have to be in­ cluded in figuring the amount of your earnings that may affect benefits due you for a year. However, income from savings, investments, pensions, and insurance does not count. Q. My wife and I are both retired and get monthly sociai security pay­ ments. Since my wife is collecting on my work record, will her earnings at a part-time job affect my monthly payments? A. No. Your wife's earnings affect only her payments. Q. I'm retired and getting monthly payments from social security. I don't work, but I do receive dividends from some stock I own and a small pension from my former employer. Must these be reported to social se­ curity as earnings? A. No. Neither your dividends nor your pension have any effect on your social security payments. What the law consideres is the extent of your retirement from work. Only earnings from emloyment or self-employment affect your payments and must be reported. Q. My wife and I were retired and getting monthly social security pay­ ments. My wife, who never wrwked under social security, died last month. My neighbors told me that I should apply for a lump-sum death payment to help with the funeral expenses. Is this correct? A. No. The death payment is only made when a workers, insured under social security, dies. Q. I'm looking ahead and trying to figure my retirement income. Is it possible for me to find out how murh my monthly social security payments will be? A. Yes. Any social security office can give you an estimate of your social security payments. It's a good idea to talk to a representative when you're beginning to think about retire­ ment. In addition ta giving you an estimate of what your payments will October 1972 be when you retire, he can also tell you -what papers and other informa­ tion you'll need when you apply. Q. My son died recenfly leaving a widow and a small child niio are now getting monthly sodal security payments. A neighbor told me that I might be able to get monthly checks as a parent. My son did support me, but I though that a parent could not get payments if a workers left a widow and child. Is my neighbor right or am I? A. Your neighbor is right. You may qualify for a monthly social security payment if you are 62 and if you were dependent on your son for at least one-half your support at the time of his death. You should call, write, or visit any social security office for more information about applying for payments. Q. When I went to the hospital earlier this year, I had to pay $68. They told me this was my deductible. I though I met my deductible earlier when I had some doctor bills. Now I'm really confused. Can you tell me why I had to pay the deductible twke? A. You didn't pay the same de­ ductible twice. There is a deductible under each of the two parts of Medi­ care. For the hospital part the deduc­ tible is $68 for each benefit period and for the doctor bill part the de­ ductible is $50 a year. You had met the $50 deductible with your doctor bills, but you had not yet met the hospital insurance deductible when you went into the hospital. Q. I became disabled a couple months ago and want to apply for monthly di^bility benefits from social security. I know I can't do my regular job any more. Who will decide whether my disability wiU keep me from doing any other work? A. You apply at your social se­ curity office, but doctors and voca­ tional specialists in a State agency (usually the Vocational Rehabilitation Agency) who have had experience in seeing the effects of disabilities upon peoples' abilities to work, make this decision. They study all the facts you have submitted, the medical reports, and information about your training, skills, and education. Q. I just hired a cleaning lady to come in 3 days a week. I pay her a salary and give her a noonday meal on each day she works. Should I in­ clude the value of her meals as wages on her quarterly wage reports? A. No. Only cash wages—not room, board, and meals-—are re­ ported for household workers. Q. My husband was getting monthly retirement payments when he died. He had also b^n supporting a friend's 13-year-old girl and was planning to adopt her. Since my hus­ band's death, I've gone ahead with the adoption. Can my adopted daughter now get payments based on my late husband's work record? A. Generally, if a child under 18 is legzdly adopted by the surviving spouse within 2 years after the work­ er's death, the child can get monthly checks. However, since there are certain other requirements that must be met, you should call, write, or visit any social security office for a specific answer to your question. Q. I have two small seasonal busi­ nesses. My net profit from each aver­ ages under $400 yeariy. Can I com­ bine the net pr(dits and get social security credit for this work? A. Yes. Self-employed people with more than one business during the year must combine the net profits. If the total net profit is $400 or more, it counts for social security. Q. I own and (qierate a farm. My 16-year-old son is working on a 4-H project He will earn about $800 from the project this year. Is he considered self-employed by social security? A. Yes. If your son is carrying out his 4-H activity by himself, he is self-employed. Since his net earnings will be over $400 for the year, he must file an income tax return and pay the social security self-employ­ ment contributions regardless of his age. Upgrader at Piney Point William Russell Burgess, tugboatman sailing with Curtis Bay Towing Co., gets help from Instructor James Aelick, left, as he prepares for the examination for fireman, watertender and oiler. The SlU Upgrading Center at Piney Point has helped a number of IBU Seafarers to achieve higher endorsements in both the deck and engine departments. Seafarer Burgess passed his examination with t flying colors. Page 27 I I �SlU Pensioners J Robert I. Atheifbn, 66, joined the union in the oit of Norfolk in 1961. He is a life-long resident of Virginia, now making his home in Mathews. Brother Atherton sailed in the steward department Hany L. Coker, 71, joined the union in 1957 in the Port of Houston. Seafarer Coker is a native Oklahomian and now resides in Texas City, Texas. He sailed in the engine department Claud E. Denny, 65 joined the union in 1959, in the Port of Balti­ more. A native of Bluefield, W.Va., he now resides in Houston, Texas. Brother Denny sailed in the deck department. Beresford Edwards, 73, was bom in Trinidad and now makes his home in the Bronx, N.Y. Brother Edwards joined the union in the Port of New York in 1947. He sailed in the steward department. Herman H. Hickman, 56, was bom in Florida and now makes his home in Mobile, Ala. He served in the U.S. Army, and joined the imion in 1951, in the Port of Nor-, folk, Va. Seafarer Hickman sailed in the engine department Robert H. Pitcher, 52, sailed in the steward department after join­ ing the union in 1951, in the Port of New Orleans. Seafarer Pitcher was hom in New Orleans and now makes his home in Arabi, La. Robert H. HaH, 65, served in the U.S. Navy from 1922-26. He joined the union in the Port of Boston in 1943, and sailed in the deck de­ partment. Brother Hall was bom in Missouri and now resides in New Orleans, La. David A. Ramsey, 59, joined the union in 1947, in the Port of New York. He was bom in Port-Barre, La., and now makes his home in Chalmette, La. Brother Ramsey sailed in the deck department Antone Pacidnos, 65, joined the union in 1944 in the Port of New York, and sailed in the deck de­ partment. He is a life-long resident of Massachusetts, now living in Cambridge. Salvador D. Santos, 65, served in the U.S. Army during World War II, and joined the union in 1953, in the Port of Houston, Texas. He is a native of the Philippine Islands, and now makes his home in Seattle, Wash. Seafarer Santos sailed in the steward department. Following is a list of attorneys to whom Seafarers with legal problems may turn in various port cities. The Seafarer need not choose the recom­ mended attorneys, and this listing is intended for information purposes only. New York—Schulman, Abarbanel, McEvoy & Schlesinger 1250 Broaway, New York, N.Y. 10001 (212) 279-9200 Boston, Mass.—^Patrick H. Harrington 56 N. Main Stret, Bennett Bldg. Fall River, Mass. (617) 676-8206 Baltimore, Md.- -Berenholdtz, Kaplan, Heyman, Engelman & Resnick 1845 Maryland National Bldg. Baltimore) Md. 21204 (301) Lex. 9-6967 Jacobo Enriquez, - 65, is a native of Puerto Rico and now resides in Brooklyn. He is a veteran member of the union having joined in 1941, in the Port of New York. He sailed in the steward department and served many times as steward delegate. Page 28 * John R. Roberts, 59, is a native of Florida and now resides in Mo­ bile, Ala. A veteran member of the union, Brother Roberts joined the union in 1939, in the Port of Miami, Fla., and sailed in the steward de­ partment. The initial list of recommended counsel throughout the United States is as follows: Millard B. Elliott, 56, joined the union in 1946, in the Port of Mobile, Ala. He was born in Tennessee, and now makes his home in Mobile. Seafarer Elliott sailed in the steward department. > ! .ihiS-. • sTsai/' Ramon Murillo, 69, joined the union in 1951, in the Port of Balti­ more. He was bom in Honduras, and now resides in New York City. Seafarer Murillo sailed in the engine department. Legal Aid John C. Elliott, 62, is a life-long resident of Alabama, now making his home in Toxey. He joined the union in 1945 in Mobile, Ala., and sailed in the deck department. .K & Tampa, Fla.—Hardee, Hamilton, Douglas & Sierra 101 East Kennedy Blvd. Tampa, Florida (813) 223-3991 Mobile, Ala.—Simon & Wood 1010 Van Antwerp Bldg. Mobile, Alabama (205) 4334904 New Orleans, La.—Dodd, Hirsch, Barker & Meunier 711 Carondelet Bldg. New Orleans, La. (504) Ja. 2-7265 Houston, Texas—Combs & Archer Suite 1220, 811 Dallas St. Houston, Texas (713) 228-4455 Los Angeles, Cal.- -Bodle, Fogle, Julber, Reinhardt & Rothschild 5900 Wilshire Blvd., Suite 2600 Los Angeles, Cal. (213) 937-6250 San Francisco, Cal.- -Jennings, Gartland & Tilly World Trade Center San Francisco, California (415) Su. 1-1854 Seattle, Wash.—Vance, Davies, Roberts & Bettis Rm. 425, North Towers 100 W. Harrison Plaza Seattle, Wash. 285-3610 Chlc^o, m.—Katz & Friedman 7 South Dearborn Street Chicago, 111. (312) An. 3-6330 Detroit, Mkh.—Victor G. Hanson , 15929 West Seven Mile Road Detroit, Mich. (313) Ver. 7-4742 St. Louis, Mo.—Gruenberg & Souders 721 Olive St. St. Louis, Missouri (314) Central 1-7440 �DISPATCHERS REPORT SEPTEMBER 1-30, 1972 i! DECK DEPARTMENT TOTAL REGISTERED Port Boston New York Philadelphia Baltimore Norfolk Jacksonville Tampa Mobile New Orleans... Houston Wilmington San Francisco.. Seattle Totals All Groups ClassA ClassB 9 2 83 21 15 14 29 14 20 11 38 17 6 5 40 21 98 51 117 34 19 17 167 94 34 94 681 335 TOTAL SHIPPED REGISTERED ON BEACH All Groups ClassA ClassB ClassC 4 5 0 52 18 2 10 3 0 20 3 0 18 6 0 18 13 0 0 3 0 35 10 0 59 23 1 34 13 0 9 9 0 57 41 0 23 13 1 339 160 4 An Groups ClassA ClassB 20 4 95 227 19 19 109 40 54 27 19 52 5 11 65 22 148 68 94 98 26 22 108 72 56 38 989 529 ENGINE DEPARTMENT TOTAL REGISTERED ITV Tl.r 4• . r I ^ Port Boston New York Philadelphia Baltimore Norfolk Jacksonville Tampa Mobile New Orleans... Houston Wilmington San Francisco.. Seattle Totals An Groups 3assA ClassB 5 2 82 50 10 7 32 15 15 14 16 33 6 8 29 19 65 41 71 33 17 10 138 108 31 35 517 375 TOTAL SHIPPED REGISTERED ON BEACH An Groups ClassA ClassB ClassC 0 0 2 51 32 6 4 3 0 20 8 0 11 6 1 7 8 0 1 2 0 26 10 0 54 27 0 17 18 0 5 15 0 60 47 2 11 10 2 267 188 11 An Groups ClassA ClassB 9 5 100 142 20 17 98 45 29 31 21 41 5 6 31 38 139 68 95 82 17 14 35 37 78 88 723 563 STEWARD DEPARTMENT TOTAL REGISTERED Port Boston New York....... Philadelphia Baltimore Norfolk Jacksonville Tampa Mobile New Orleans... Houston Wilmington San Francisco., Seattle Totals An Groups ClassA ClassB 3 2 65 37 7 7 26 10 13 9 16 8 5 0 31 15 69 26 44 33 6 16 130 70 17 11 431 245 TOTAL SHIPPED AU Groups ClassA ClassB ClassC 1 1 0 46 30 3 7 0 0 25 6 0 12 9 0 10 4 0 0 1 2 17 0 14 28 19 2 11 12 1 5 14 0 38 35 2 . 7 3 12 205 161 11 REGISTERED ON BEACH An Groups ClassA ClassB 5 4 145 70 7 14 75 34 25 28 16 17 11 8 55 14 106 40 82 83 11 11 65 52 29 11 641 377 I. . 1 , MEMBERSHIP MEETINGS' SCHEDULE I" li Attantfe. Gulf & inland Waten District • V SIU-AGLIWD Meetings Nov. 14 2:30 p.m. Nov. 15 2:30 p.m. Nov. 20—2:30 p.m. Nov. 16—2:30 p.m. Nov. 24—2:30 p.m. Nov. 6—2:30 p.m. Nov. 7—2:30 p.m. Nov. 8—2:30 p.m. Nov. 10—2:30 p.m. Nov. 13—2:30 p.m. United Industrial Workers New Orleans Nov. 14 7:00 p.m. , Mobile Nov. 15 7:00 p.m. New York * Nov. 6—7:00 p.m. Philadelphia Nov. 7—7:00 p.m. Baltimore Nov. 8—7:00 p.m. Houston Nov. 13—7:00 p.m. Great Lakes Tug and Dredge Section tSault Ste. Marie Nov. 16—7:30 p.m. Chicago Nov. 14—7:30 p.m. Buffalo Nov. 15—7:30 p.m. Duluth Nov. 17—7:30 p.m. Cleveland...... Nov. 17—7:30 p.m. New Orleans Mobile Wilmington San Francisco Seattle New York Philadelphia Baltimore Detroit tHouston September 1972 Toledo Detroit Milwaukee Nov. 17—7:30 p.m. Nov. 13—7:30 p.m. Nov. 13—7:30 p.m. SIU Inland Boatmen's Union New Orleans Nov. 14—5:00 p.m. Mobile Nov. 15—5:00 p.m. Philadelphia Nov. 7—5:00 p.m. Baltimore (licensed and unlicensed) Nov. 8—5:00 p.m. Norfolk Nov. 9—5:00 p.m. Houston Nov. 13—5:00 p.m. RaUway Marine Region Philadelphia Nov. 14—10 a.m. & 8 p.m. Baltimore Nov. 15—10 a.m. & 8 p.m. •Norfolk Nov. 16—10 a.m. & 8 p.m. Jersey City Nov. 13—10 a.m. & 8 p.m. ^Meeting held at Galveston wharves, t Meeting held in Labor Temple, Sault Ste. Marie, Mich. •Meeting held in Labor Temple, Newport News. ?! SIU Adanfic, Gulf, Lakes & Inland Waters Inland Boatmen's Union United Industrial Workers I'i PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiOiorgio EXECUTIVE VICE PRESIDENT Cal Tanner VICE PRESIDENTS Earl Shepard Undsey Williams A1 Tanner Robert Matthews HEADQUARTERS 675 4th Ave., Blyn. 11232 (212) HY 9-6600 ALPENA, Mich 800 N. Second 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 Fnmkiin St 14202 SIU (716) TL 3-9259 mu (716) TL 3-9259 CHICAGO, m. 9383 Ewing Ave. 60617 SIU (312) SA 1-0733 IBU (312) ES 5-9570 CLEVELAND, Ohio 1420 W. 25th St 44113 (216) MA 1-5450 DETROIT, Mich. .10225 W. Jefferson Ave. 48218 (313) VI 3-4741 DULUTH, Minn 2014 W. 3d St 55806 (218) RA 2-4110 FRANKFORT, Mich. P.O. Box 287, 415 Main St 49635 (616) EL 7-2441 HOUSTON, Tex. 5804 Canal St 77011 (713) WA 8-3207 JACKSONVILLE, Fla 2608 Pearl St 32233 (904) EL 3-0987 JERSEY CITY, NJ. 99 Montgomery St 07302 (201) HE 5-9424 MOBILE, Ala. 1 South Lawrence St 36602 (205) HE 2-1754 NEW ORLEANS, La 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3d St 23510 (703) 622-1892 PHILADELPHIA, Pa. 2604 S. 4th St 19148 (215) DE 6-3818 PORT ARTHUR, Tex. 534 Ninth Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. .1321 Mission St 94103 (415) 626-6793 SANTURCE, P.R 1313 Fernandez Juncos, Stop 20 00908 (809) 724-0267 SEATTLE, Wash 2505 First Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo 4577 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fia. 312 Harrison St 33602 (813) 229-2788 TOLEDO, Ohio 935 Summit St 43604 (419) 248-3691 WILMINGTON, Calif. 450 Seaside Ave. Terminal Island, Calif. 90731 (213) 832-7285 YOKOHAMA, Japan Iseya Bldg., Room 810 1-2 Kaigan-Dori-Nakaku 2014971 Ext 281 Page 29 �JUtnal Brpartnrra Arvel Bearden, 67, passed away June 4, 1972 after a long illness. A native of Farmerville, La., Brother Bearden resided in Baltimore, Md., at the time of his death. He joined the union in Norfolk, Va., in 1944, and sailed in the deck de­ partment. Seafarer Bearden was buried at Sardis Baptist Cemetery in Farmerville. Among his survivors is his daughter, Mrs. F. D. Luton of Florida. Stanley J. Hutchinson, 47, passed away suddenly November 2, 1971. A life-long resident of Baltimore, Md., Seafarer Hutchinson joined the union there in 1951, and sailed in the deck department. He was buried at New Catharine Cemetery in Baltimore. Among his survivors are his daughter Grace, and his son, Stanley Jr. SIU Pensioner, ACCUKSO Bonti, 78, passed away. May 9, 1972, after a long illness. A life-long resident of Massachusetts, Seafarer Bonti re­ sided in Boston at the time of his death. He joined the union in the Port of Boston in 1947, and sailed in the engine department. Brother Bonti was buried at St. Michael Cemetery in Rosendale, Mass. Among his survivors is his sister, Maria. SIU Pensioner James MacGregor, 65, passed away suddenly oh May 25, 1972. A native of Massachusetts, he was a resident of Baltimore, Md., when he died. Seafarer MacGregor joined the union in 1955 in the Port of Baltimore, and sailed in the en­ gine department. He was buried at Holy Rosary Cemetery in Baltimore. Homer Cherwink, 48, passed away January 26, 1972 while serving aboard the SS Seatrain Carolina. He was born in Wisconsin and resided in Sonoma, Wash., when he died. Brother Cherwink joined the union in 1960 in the Port of Seattle. Among his survivors is his wife. Hazel. Eugene P. Covert, 47, passed away April 3, 1972 while serving aboard the SS American Victory. He served in the Marine Corps for twelve years, . and was wounded twice in Korea. Seafarer Covert joined the union in Houston in 1964, and sailed in the deck department. A native of New York City, Brother Covert resided in Houston, Texas when he died. He was buried at Veterans Administration Cemetery, Houston. Among his survivors is his wife, Geny." Cecil P. Diitz, 56, passed away suddenly on April 15, 1972. He was a native of Colorado and resided in Montgomery, Wash., when he died. Brother Diltz joined the union in the Port of New York in 1959, and sailed in the deck department. Among his survivors is his brother, Byron. Luther H. Dodson, 50, passed away suddenly on May 11, 1972. Born in Louisiana, he resided in Beaumont, Texas when he died. Seafarer Dodson joined the union in the Port of Houston in 1961, and sailed in the deck department. Brother Dodson was buried at Springdale Cemetery in Coushatta, La. Among his survi­ vors is his wife, Patsie. Robert C. Ewen, 43, passed away May 7, 1972 after a long illness. A native of Worcester, Mass., he re­ sided in San Francisco at the time of his death. Brother Ewen joined the union in the Port of San Fran­ cisco in 1967, and sailed in the en­ gine department. He was buried at Fairmont Memorial Park in Fairfield, Calif. Among his survivors is his mother Isabella. Page 30 Ralph O. Masters, 57, passed away on April 24, 1972 after a short ill­ ness. A native of Missouri, he was a resident of Yokohama, Japan at the time of his death. Brother Masters joined the union in the Port of New York in 1947, and sailed in the steward department. He was buired at Woodlawn Cemetery in Oelwein, Iowa. Among his survivors is his wife, Mineko. SIU Pensioner Louis Susiovitz, 73, passed away April 8, 1972 after a long illness. He joined the union in the Port of New York in 1942, and sailed in the steward department. A native of Fall River, Mass., Brother Susiovitz resided in Miami, Fla., when he died. He was buried at Lake­ side Memorial Park in Miami. Among his survivors is his sister, Ella Primack. Jack L. Thrower, 51, passed away March 24, 1972, after a short ill­ ness. A native of Danville, Va., he resided in Anaheim, Calif., at the time of his death. Brother Thrower joined the union in the Port of Wilm­ ington, Calif., in 1970, and sailed in the deck department. He was buried at Highland Burial Park in Danville. Among his survivors is his wife. Merle. WUUam J. Williams, 57, passed away May 4, 1972 of a heart com dition. A life-long resident of Balti­ more, Md., Seafarer Williams joined the union there in 1961. He sailed in the deck department. Brother Williams was buried at Glen Haven Cemetery in^ Glen Burnie, Md. Among his survivors is his mother, Mamie. SIU Pensioner Joseph E. Barringer, 61, passed away July 21. Born in Memphis, Tenn., he resided in New Orleans at the time of his death. Seafarer Barringer joined the union in the Port of New York in 1944, and sailed in the engine deparment. He was a U.S. Army veteran of World War 11. Brother Barringer is survived by his wife, Faye Marie. Daniel W. Sommer, 62, died of a heart attack Febru­ ary 21, 1972. He was a life-long resident of Mobile, Ala., where he joined the union in 1939. Seafarer Sommer sailed in the deck department. He was buried at Magnolia Cemetery in Mobile. Among his survivors is his brother, Charles. SIU Pensioner William I. Brightwell, 47, passed away July 8, of a heart condition. A life-long resident of Maryland, he resided in Woodbine, Md., at the time of his death. Brother Brightwell joined the union in 1948, in the Port of New York, and sailed in the steward department. He was buried at Poplar Springs Cemetery in Poplar Springs, Md. Among his sur­ vivors is his uncle, Harry. SIU Pensioner Isaac Craft, 77, passed away June 12 after a long illness. A life-long resident of Tampa, Fla., Brother Craft joined the union there in 1940. He sailed in the engine department. He was buried at Myrtle Hill Cemetery in Tampa. Among his survivors is his wife. Alma. Ralph B. Hampson, 44, died ac­ cidentally June 16, while serving aboard the SS Bethtex in-the Port of Houston. A native of New York City, he was a resident of Opalocka, Fla., when he died. Brother Hamp­ son joined the union in 1945 in the Port of Savanna, and sailed in the steward department. He was buried at Dade Memorial Park in Miami, Fla. Among his survivors is his wife, Helene. David L. DeHaven, 22, was killed in a highway accident on August 9. Born in Pennsylvania, he was a resi­ dent of Pensacola, Fla., at the time of his death. Brother DeHaven was a graduate of the Harry Lundeberg School of Seamanship. He joined the union in the Port of New York in 1971, and sailed in the steward de­ partment. He was buried at Hillcrest Memorial Park in West Palm Beach, Fla. Among his survivors is his father. Jack. David J. Kisosondl, 19, was killed in a highway accident on July 9. He was a graduate of the Harry Lunde­ berg School of Seamanship. He joined the union in the Port of New Orleans in 1969, and sailed in the steward department. Brother Kisosondi was a resident of Brandon, Fla., all his life. He was buried at Hillsboro Memorial Gardens in Brandon, Fla. Among his survivors is his mother, Betty. SIU Pensioner John Maaslk, 70, passed away July 9 of a heart condi­ tion. A native of Estonia, he was a resident of Baltimore, Md., at the time of his death. Brother Maasik joined the union in 1943 in the Port of New York, and sailed in the steward department. He was buried at Oak Lawn Cemetery in Baltimore, Md. Stephen R. Mehringer, 44, died of a heart attack August 6, while serv­ ing aboard the SS Manhattan in waters of the coast of Bangladesh. Born in China, he was a resident of Houston, Texas at the time of his death. Brother Mehringer joined the union in 1957, in the Port of Seattle, and sailed in the deck department. Seafarer Mehringer was buried at sea on August 13, 1972. Among his survivors is his wife, Ruth. Seafarers Log �jltnal irttartnrra tiif: Ir Edward B. Myers, 64, passed away on June 13, 1972 of a heart attack, while serving aboard the steamship Iberville. A life-long resident of Cali­ fornia, he resided in Long Beach at the time of his death. Brother Myers joined the union in the Port of San Francisco in 1962, and sailed in the engine department. Among his sur­ vivors is his wife, Marie. SIU Pensioner Jose R. Rlcamonte, 68, passed away April 18 of a heart condition. Born in the Philippine Islands, he was a resident of Brroklyn, N.Y., at the time of his death. He joined the union in 1955 in the Port of New York, and sailed in the steward department. Brother Ricamonte was buried at Holy Sepulchre Cemetery in Hayward, Calif. Among his survivors are his nieces, Jessie and Lolita. SIU Pensioner Berkey Shuler, 62, died July 18 of a heart condition. A sided in Mobile at the time of his death. He served in the U.S. Army during World War II. Seafarer Turk was buried at Pine Crest Cemetery in Mobile. Among his survivors is his wife, Ruth. Vernon Anderson, 70, passed away June 18 after a long illness. A native of the Virgin Islands, he resided in Newark, N.J. when he died. Brother Anderson joined the union in the Port of New York in 1961, and sailed in the engine department. He was buried at Heavenly Rest Cemetery in East Hanover, N.J. Among his sur­ vivors is his daughter, Juanita. SILT Pensioner Lawrence Porper, 72, died July 5 of a heart condition. He joined the union in 1944 in the Port of Baltimore, and sailed in the deck department. A native of New York City, Brother Porper resided in Baltimore when he died. He was buried at St. Stanislaus Cemetery in Baltimore. Amon ghis survivors is his brother, John. James B. Archie, 57, died accident­ ally July 14. Born in Alabama, he resided in Baltimore when he died. Seafarer Archie joined the union in 1941 in the Port of Mobile, Ala., and sailed in the steward department. He was buried at Arbutus Memorial Park in Baltimore. Among his sur­ vivors are his wife, Corine, his sons, James and Grailen, and his daughter, Danna. William E. Reed, 72, passed away June 27 after a long illness. He joined the union in the Port of New York in 1947, and sailed in the engine department. A native of New Jersey, he resided in New York City at the time of his death. Brother Reed served in the U.S. Navy during World War I. Among his survivors is his sister Alice Piel of Jersey City, N.J. Candido Dela Cruz, 63, passed away July 5 of a heart condition. Born in the Philippine Islands, he was a resident of Seattle, Wash, at the time of his death. Brother Dela Cruz joined the union in 1961 in Seattle, and sailed in the steward department. He was a U.S. Army veteran. He was buried at Washington Memorial Park in Seattle, Among his survivors is his wife, Grace. Pete Triantafillos, 59, passed away April 3 after a short illness. A native of Washington B.C., he resided in Houston, Texas at the time of his death. He joined the union in 1944 in the Port of Philadelphia, and sailed in the steward department. He was buried at Glenwood Cemetery in Washington, B.C. Among his sur­ vivors is his sister, Helen. ! SIU Pensioner August F. Kothe, 67, passed away June 15 after a long illness. A life-long resident of Louisi­ ana, he resided in New Orleans at the time of his death. Brother Kothe joined the union in 1948 in the Port of Mobile, and sailed in the steward department. He was buried at the Garden of Memories Cemetery in Jefferson Park, La. SIU Pensioner Henry B. Williams, 64, passed away May 10 after a long illnes. Born in Kentucky, he resided in Kingsport, Tenn. at the time of his death. He joined the union in 1946 in the Port of Mobile, Ala., and sailed in the engine department. Brother Williams was buried at Powell Valley Cemetery in Powell Valley, Va. Among his survivors is his wife. Hazel. I': r Samuel D. Parirer, 51, died acci­ dentally June 11 in Okinawa. He joined the union in 1944 in the Port of Norfolk, Va., and sailed in the engine department. A native of North Carolina, Brother Parker resided in Tuckasegee, N.C. when he died. Among his survivors is his wife, Stella. SIU Pensioner Willie White, 71, passed away on June 1, 1972 after a short illness. Born in Florida, he was a resident of Baltimore, Md. at the time of his death. An early member of the union. Seafarer White joined in 1938 in the Port of New York. He sailed in the steward department. Brother White was buried at Mount Auburn Cemetery in Despoort, Md. Among his survivors is his niece, Harriet Ennis. i: SIU Pensioner, Estal F. Potts, 66, passed away June 30 after a long illness. Born in Kansas, he was a resident of San Francisco, Cal. at the time of his death. Brother Potts served in the U.S. Army during World War 11. He joined the union in the Port of New York in 1946, and sailed in the steward department. Seafarer Potts was buried at Conway Springs Cemetery in Conway Springs, Kansas. Among his survivors are his sister Ruby, and his daughter, Mil­ dred. Adolph T. Anderson, 65, passed away suddenly on June 29, 1972 of heart failure. Born in Ohio, he was a resident of Santa Rosa, Cal. at the time of his death. Brother Anderson joined the union in 1944 in the Port of New York, and sailed in the deck department. He was buried at Lake Park Cemetery in Lake Park, Cal. Among his suirivors is his sister, Mabel Jenkins. /• Lavem M. Anderson, 46, passed away on June 24, 1972 after a long illness. He joined the union in the Port of Richmond, Va. in 1945, and sailed in the engine department. A native of Waynesville, Mo., he re­ sided in San Francisco, Cal., when he deid. Seafarer Anderson served in the U.S. Army during the Korean War. He was buried at Waynesville Memo­ rial Park in Waynesville. Among his survivors is his mother, Lucy. October 1972 ^ SIU Pensioner John A. Reed, 58, passed away June 9 at his residence in Pearl River, La. A native of Mobile, Ala., Seafarer Reed joined the union there in 1938, and sailed in the deck department. Brother Reed was buried at Pearl River Cemetery in Pearl River, La. Among his survivors are his wife. Vera, his brothers, Paul and Frank, and his sisters, Marrettie, Edna Mae and Ornita. John Turir, Jr., 49, passed away June 18. He joined the union in 1951 in the Port of Mobile, Ala., and sailed in the steward department. A native of Illinois, Brother Turk renative of Connecticut, he resided in Houston, Texas at the time of his death. Brother Shuler joined the union in the Port of New York in 1949, and sailed in the steward de­ partment. He was buried at Forest Lawn Cemetery in Houston. Among his survivors is his brother, George. Joseph A. Sierko, 31, passed away on July 7, 1972 after a short illness. A life-long resident of Philadelphia, Pa., he joined the. union there in 1964, and sailed in the engine de­ partment. He was buried at Holy Sepulchre Cemetery in Montgomery County, Pa. Among his survivors are his mother, Theresa, and his father, Joseph. SIU Pensioner Albert Sinclair, 80, passed away on June 27 after a long illness. Born in the British West In­ dies, he resided in New York City at the time of his death. An early mem­ ber of the union. Brother Sinclair joined in 1939 in the Port of New York, and sailed in the steward de­ partment. He was buried at Ferncliff Cemetery in Hartsdale, N.Y. Among his survivors is his sister, Rosmin. William H. Westcott, 61, died April 8 after a short illness. Bom in Canada, he resided in New York City at the time of his death. Brother Westcott joined the union in the Port of New York in 1947, and sailed in the engine department. He was buried at St. Mary Cemetery in Cold Springs, N.J. Among his survivors are his son, John, and his sister, Helen. Page 31 �Vol. XXXiV No. 10 SEAFARERS^LOG OFFICIAL ORGAN OF THE SEAFARERS INTERNATIONAL • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO \ The Union Label The union label is the trademark of the American labor movement. It represents more than a hundred years of struggle to achieve a better life for trade union members. So too, each individual union label shown here is uniquely repre­ sentative of that union's constant efforts to attain decent wages for its members, equity for them as American citizens, and dignity for them as human beings. Moreover, the union label is a guarantee of quality American work­ manship. It is a reminder to consumers that products bearing this label are the finest made by the finest of America's work force. When union members and their families purchase union-made goods and services, they are giving a vote of confidence to their fellow trade unionists and to this country's labor movement. The union label symbolizes the American way. Union-made products should be first and foremost. They are the American tradition and a proud symbol of the American worker. (&• M 1 US RCANpli 11 .1 4<i CUT EH; X' r ( 1/ (iiogiiE! w 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 October 1972 Description An account of the resource Headlines: APPLICATIONS NOW OPEN FOR BOSUN RECERTIFICATION COURSE, COMMITTEE SECURITY IN UNITY BILATERAL AGREEMENT WITH SOVIET UNION MEANS 5,000 NEW AMERICAN JOBS $566.4 MILLION LNG CONTRACTS NOW SIGNED MSC-HUDSON PACT MEANS NEW SIU JOBS WATERMAN BEGINS LASH CONSTRUCTION CONGRESS APPROVES NEW MARITIME BILL HOUSE TO ACT ON FISHING BILL SEAFARERS HELP 104 FLEE BURNING SHIP NLRB SEEN DRIFTING AWAY FROM WORKERS LABOR ANGERED BY WAGE BILL STALL DANISH P.M. A UNION MAN 1,600 ATTEND LNG CONFERENCE KEEPING THE REPUBLIC PEOPLE IMPORTANT, TOO REP. DENT ATTACKS FOREIGN TRADE MYTHS SL-180 RETURNS TO HOME PORT CITIES ON THE OCEAN IN THE WORLD'S FUTURE SEA-LAND GALLOWAY FIRST SL-7 VOYAGE MARKS ADVENT OF WORLD'S FASTEST COMMERCIAL CONTAINERSHIP PROVIDES IMPETUS TO INDUSTRY USPHS ANNOUNCES SIGNING OF CONTRACTS FOR HEALTH CARE UPGRADING CLASS SCHEDULE AT LUNDEBERG SCHOOL BALANCED DIET, TRICKY BALANCING ACT RIGGING A BOSUN'S CHAIR AT PINEY POINT FAY HEADS CAMPAIGN SENATE, HOUSE CONFER ON SOCIAL SECURITY INCREASES QUESTIONS ANSWERED ABOUT SOCIAL SECURITY 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 10/1/1972 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. XXXIV, No. 10 1972 Periodicals Seafarers Log