http://www.seafarerslog.org/archives_old/files/original/c462e5c207fa37ed36d948d57f6f7bb5.PDF 5385c8a21c184e80bb4184f576b56b33 PDF Text Text SEAFARERS ! i. • hi ''' t 'li ^JtSS'"£on(,M«( fterf ea i' 1-1 ( ^££Si2-iSS^ "s- H. Lee White i '.' li •>,i ' *• f| n •r 1 •^'a-'atteais.iuow n �t On Thursday, Mar. 14. SIU President Paul Hall testified before a subcommittee of the House Merchant Marine and Fisheries Committee in support of oil cargo preference legislation for U.S. flag ships. (See story on Page 3.) The article reprinted below, which appeared in the Mar. 15th Journal of Commerce, shows that the national news media is giving extensive coverage to this important bill. Following the story are the reactions from subcommittee members to President Hall's testimony. ®Iftgtfurmilijf gfummcm AND COMMERCIAL NEW YORK, FRIDAY, MARCH 15,1974 to Merchant Fleet MOBISON WASHINGTON Paul tBall. head of Che Seaferers' International Union (SIU), In ?; a stinging attack on international oil companies, wants U. S.-flag tankers givii^' a ishare of this countiy's petro­ leum imports, and right now, Mr. Hall, who is also presi­ dent of the AFL-eiO's Mari Jtiine ad mits that U. S.-flag tankers are so few they could probably 'ck up only half of the initial per cent of imports asiign«i them under pending _ (lation. However, he >ams there Cfi^d be no delay in the legisslation or it.« impionientation, g ds Gulf Oil urgi^ last we^. To IMit off implenoentatkHt for five yesrtj, as Gulf urged,, would discourage inveskors. and "wipe out the U. S.-iiag merchant marine," he said. He claimed that would occur because it would give the ol companies time to "bring in all their foreign-buUt, foreignflag ships under the U. S. flag to compete with V. S. tank ships." In what was likely the con­ cluding testimony before the House, merchant marine sub­ committee, Mr Hall said yes­ terday ihat "current national i and international events ihake it imperative that this enef^ consumers and taxpayers," he transportation legislation be insisted. (quickly enacted into law." Mr. Hall indicated he pre­ Again it was stressed that a ferred to stick to the terms of preference requirement, the present bill and not inwhich would rise Ao 30 per c r e a s e the percentag<» of •cOTt in 1977, would provide the ma!>-be extend its provisions (o U, S. Government — since other fuels, or cargoes, per­ rates of U. S, carriers under haps liquified natural gas. fhe bifi would have to be Such steps might jeopardize jwlged as "fair and reastaichances of passage arid if that aWe^' ---• irifh a amending process begins tanker costs for the first time. "we're going to lose the whole Mr. Hs®l made no direct thing," he said. claims that- if In tearing into the oil com­ "cheaper" exactly to use U. S. panies—Which have opposed flag ships — traditionally the measure — Mr. Hall said b baiM and "I rather suspect they're mak­ opeiate — btn he did claim a ing a real fat profit <w» trans­ "savings fwr the American portation." peOf^e" in terms <d: 1.. . . Thousands of Jobs lor He also took a swipe at the American workers on board state deparimeru and espe­ ^Ipa, in ^%>yards, and in ser- cially its maritime specialists. vice litdustries." "They've alwaj-3 been ready 2. Reduction of the "deficit to conceed U. S, shining to in the ocean transportation the chopping bioric," he as­ segment of our balance of serted. ilfti payments" and thereby "help stabilize the dollar,..." He said the 1970 act, whichextended construction and op3. GenecatUig more tax ddcrating subsidies beyond to "reduce the heavy burliners to dry and Jiqijid hulk den the American worker earriersi had enable U, S. presently bears due to the tax merchant JHeet to make "sig­ avoidance of the oil comnificant strides. . . . panies." Even if the rate tw U. fl."However, the Merchant flags should rise well above Marine Act of 1970 was riot in­ world rates, "the difference tended to be and must not be will not be enough to caiicei considered as the only solution out the direct and indirect to rebuilding the Merchant money benefits to American Marine. Since the passage of the act, it has become all too apparent that the availability of cargo is essential to the sur­ vival and growth of the Mer­ chant Marine" Warning In OK»sition by the admmistratlon and the oil companies of "retaliation" by foreign countries should the preference bill pass was tagged as "lAony". The oil companies, he claimed, by using this argument "are deliberately at­ tempting to mislead the com­ mittee" and when they "speak of retaliation they are talking about themselves. They are threatening the United States with a cutoff of something vi­ tal ly needed by this country if Congress enact legislation which affects the world of shipping..,." Otiiets EsveToUcies Other countries already have such requirements or poUcies, he argued, and "I don't know of any situation when the oil compaiHes have vigorously oi^sed cargopreference measures la other naiions." He accused the oil com­ panies of trying to "reserve for themselves" and their for­ eign ships "that share of our oil imports that should be car, ricd by the U. S. merchant marine. They are wiiMng to ; apportion our trdde among 'hemselves and the exporting nation. Yet they argue that!? our fleet must stand aside carry nothing except the worthless banner of 'flee v trade'." :: 'EffecttveOontrol' Like other proponents of thd^ bill, Mr. Hall ripped Into the so-called "effective control"^' policy of the U. S, Governl ment under which U. S.-ownedf foreign flag sh^ are to be made available to this country In an emergency. By refusing to fuel the U. S. fleet during the recent Mideast fighting — although the companies claimed the fleet was fueled from nonMideast sources — Mr. Hall said; "No explanation can cloud the fact that the mul­ tinational pH companies did yield to a demand made by foreign government against the United States. They showed that their real alle­ giance was to the balance sheet, not to the United States." There was no immediate indication how soon the subcom­ mittee may move with the sensitive legislation. Its chairman. Rep. Frank M. Clark, DPa., called the bill (HR 8193) the "most imponaat maritime ' legislation since the 1963 Mer^ • chant Marine Act" which es^ « tablished the present subsit^ l •(programs. •.-.i:-;::.;, rU(|: Comments of Subcommittee Members Below are the reactions of the subcommittee members to Paul Hall's testimony as taken from the official transcript of the last day's hearings. Cong. Frank Clark, (D-Pa.), Sub­ committee Chairman "Thank you very much, Mr. Hall, for an excellent statement, and 1 agree with it 100 percent." Cong. Mario Biaggi, (D-N.Y.) *7 think it is high time that Amer­ ica adopted a similar view (cargo preference), and I could not con­ cur more with your comments, and I feel very strongly about the bit of legislation as a single first step .. .1 would like to once again congratulate you, and 1 am hope­ ful that the Committee will report the bill, and even more hopeful the Congress will pass it." "I want to congratulate Mr. Hall for a most comprehensive state­ ment." Cong. Gene Snyder, (R-Ky.) "1, too, would like to congratulate Mr. Hall for his statement." "... I am not suggesting that it [the requirement in the bill] ought to be less. As a matter of fact, in my mind, and without any basis in fact, 1 feel like maybe it ought to be a higher figure. "We did have 50 percent in the proposed legislation." Cong. Trent Lott, (R-Miss.) "Mr. Hall, 1 want to thank you for coming here and making this very fine and devastating statement this morning." "I have been very much concerned all along about effective control, and most of my previous questions have been directed at that. "I want to thank you for your re­ marks in that regard, and they cause great concern, particularly your mentioning this Executive Order of the President of Liberia, that really bothers me, that they would take that attitude, and what attitude they might take in the fu­ ture bothers me." Cong. Paul Sarbanes, (D-Md.) "1 was particularly interested in this theme here that we must re­ member that when we talk about who controls the cargo of oil im­ ports we are talking about the mul­ tinational companies, and the fact, as you point out, that what the companies are really trying to do is to reserve for themselves, for their foreign flag fleet, that share of our oil imports that ought to be carried in the U.S. merchant ma­ rine." "Mr. Hall, I want to thank you for a very forthright, and a very per­ ceptive statement." Cong. Peter Kyros, (D-Maine) 'Why are the oil companies so vio­ lently opposed to this legislation? Why?" Mr. Hall: "They want to run their own little private world." Cong. Gerry Studds, (D-Mass.) "Your testimony, and that of the last two days, has been devastating to the opposition of this bill. Thank you very much for your fine testimony, Mr. Hall." Change of address cards on Form 3579 should be sent to Seafarers International Union. Atlantic, Gulf, Lakes and Inland Waters District AFL-CIO fives New Yor.'v' 11232. Published monthly. Second Class postage paid at Brooklyn, N. Y. Vol. XXXVI, No. 3. March 1974. ' ' Page 2 A « Avenue, Brooklyn, Seafarers Log \ �House Hearings Conclude: Hall Urges Congress Require US.Ships in Oil Import i -y I , li S!U President Paul Hall testifying Mar. 14 before a subcommittee of the House Merchant Marine and Fisheries Committee on the importance of congressional passage of oil cargo preference legislation for U.S.-flag ships. WASHINGTON — SIU President Paul Hall urged Congress "to act speedily and favorably" on legislation that would require a share of U. S. petroleum imports to be carried on American-flag tankers. Testifying as the final witness before the Merchant Marine Subcommittee of the House Committee on Merchant Marine and Fisheries which is consider­ ing H.R. 8193, Hall said that passage of the bill would "guarantee" the growth of the American-flag tanker fleet. He said that the national interest demands passage of the bill. "...Ameri­ ca's need for such legislaticm is greater than ever before. Current national and international events make it imperative that this energy transportation legistion be quickly enacted." The SIU official asserted that in the development of an adequate merchant marine, the 1970 Merchant Marine Act was "not intended to be and must not Ije considered as the only solution to rebuilding the U. S. merchant marine." He described ^.R. 8193 as "much more than a merchant marine bill." Passage of the legislation, which would require 20 per cent of all oil im­ ports to be carried on U.S. ships in­ creasing to 25 per cent in 1975, and to 30 per cent in 1977, Hall said, would result in "savings for the American people" by: 1. "Creating thousands of jobs for American workers on board ships, in shipyards, and in service in­ dustries." 2. Reducing the "deficit in the ocean transportation segment of our bal­ ance of payments" and thereby "help stabilize the dollar." 3. Increasing "America's tax reve­ nues by increasing the amount of money paid to the U. S.Treasury by American workers and Amer­ ican companies building and op­ erating American-flag ships."" 4. Providing the "benefit of a cost March 1974 monitoring system in tanker trans­ portation," because the adminis­ tering of the law would be under the supervision of the Secretary of Commerce who would deter­ mine the fair and reasonable cost of American-flag tankers available for carriage of the percentage of oil imports which would be alloted to U. S. tankers. / Attacks Oil Companies Hall strongly attacked the arguments of the oil companies who are the "prin­ ciple opponents" of the legislation and who find foreign-flag shipping "a most effective tax shelter". Repudiating the oil companies claim that the bill would result in retaliation by foreign govern­ ments, Hall told the Committee that this is "a deliberate attempt to mislead the Committee." He cited a long list of similar requirements for the carriage of imports and exports by foreign nations requiring the use of their own flag ships and asked where the oil companies were when these nations set up their cargo preference requirements. Hall warned of the danger that lies in depending on oil company-owned Liberian and Panamanian flag ships to respond to U. S. needs in an emergency. Noting that the oil companies justi­ fied their expenditure of U. S. tax dol­ lars on the development of foreign oil that was supposed to be available to us, he said "there is no factual basis for believing that foreign-flag tankers are any more under the control of the United States than is foreign based oil which has been denied us and used as a political and economic weapon against us." Effective Control Myth He recalled to the Committee that statements by witnesses from the Amer­ ican Petroleum Institute and the Fed­ eration of American Controlled Ship­ ping clearly showed "that the so-called effective control fleet cannot be relied upon to respond quickly to our nation's needs." The Federation of American Controlled Shipping, formerly called the American Committee for Flags of Ne­ cessity, consists of major American oil companies operating foreign-flag ships. Hall cited as evidence of the falseness of the "effective control" theory the action by Liberia in banning ships under its registry to carry arms to the Middle East. He also attacked Aramco for bowing to the orders of Saudi Arabia in denying fuel to U. S. miUtary forces against the best interests of the U. S. The SIU President said there is no relation between the cost of operating a vessel and the price charged for trans­ porting oil on that vessel. He stated that "testimony before this Committee when similar legislation was being considered in 1972 proved conclusively that the price charged consumers for petroleum products was not related to the rates charged for carrying the oil." Cost Monitoring System H.R. 8193 will "give the American people for the first time, the benefit of a cost monitoring system in tanker transportation which will insure that only justifiable and necessary costs are passed on to the consumer." kinder this bill, the Secretary of Commerce would first have to deter­ mine if the rate being charged by a U.S.-flag tanker is fair and reasonable before it could carry oil under this leg­ islation. "On the other hand," he said, "oil industry shipping information, like all oil industry statistics, is incomplete or unavailable." Hall said there is "no need to clutter this bill with amendments," as proposed by Gulf Oil, the purpose of which is to "delay and subvert this legislation." He told the Committee the entire AFL-CIO "is firmly in favor of this leg­ islation as a matter within and crucial to the best interests of the United States," a position that he said was re­ affirmed at the Februar>' AFL-CIO Executive Council meeting. In Support During the hearings on H.R. 8193 which began on October 9, 1973, those testifying in support of the legislation were: Paul Hall, President of the SIU; Jesse Calhoon, President of the MEBA; Stanley H. Ruttenberg, President, Stan­ ley Ruttenberg and Associates, Re­ search Economists; Shannon J. Wall, President of the NMU; Norman Polmar, United States Editor of Jane's Fighting Ships; Alfred Maskin, Execu­ tive Director of the American Maritime Association; Joseph Kahn, Chairman of the Board of Seatrain Lines, Inc.; Her­ bert Brand, President of the Transpor­ tation Institute; Rear Admiral Albert C. Mumma, U. S. Navy (Ret.), Chair­ man of the Commission on Ameri­ can Shipbuilding; Stanley Powell, Jr., Chairman of Ship Funding Interna­ tional, and member of the Commission on American Shipbuilding. In Opposition Those testifying in opposition to the bill were: Philip J. Loree, Chairman of the Federation of American Controlled Shipping; William Blackledge, Execu­ tive Vice President of Gulf Oil Trading Company; American Petroleum Insti­ tute (appearing for this organization were James Kinnear, Senior Vice Presi­ dent of Texaco, Christopher Carven, Transportation Operation Division of Exxon and Thomas Wyman, Manager of Maritime Relations for Chevron Oil Company); W. H. Krome George, President of Alcoa, member of Com­ mission on American Shipbuilding; Dr. William A. Johnson, Special Assistant to the Deputy Secretary of the Treas­ ury; Paul H. Riley, Deputy Assistant Secretary of Defense; Raymond Waldmann. Deputy Assistant Secretary of State for Transportation and Telecom­ munications; Duke R. Ligon, Director, Office of Oil and Gas, Department of Interior; Robert J. Blackwell, Assistant Secretary of Commerce for Maritime Affairs. Page 3 - r'1 'i �J Organized Labor and Political Action The participation of the membership of the SIU in political action drives to the heart of the survival of our Union and our industry, and to the guts of the job security of every member of this organization. Participation means active support through voluntary contributions to SPAD (Seafarers Political Activities Donation). Political action through membership donations is not unique in the American Labor Movement. The majority of the major unions within the AFL-CIO have political action arms which are sup­ ported by their membership — and nearly every union participates in the national, state and local political activ­ ities of the AFL-CIO Committee on Political Education (COPE) through the voluntary donations of their mem­ bers. The Machinists Union have their Non-Partisan Political League, the Na­ tional Maritime Union has its Political and Legislative Organization on Watch (PLOW) and the Steelworkers, Building Trades, Electrical Workers, state and local government workers—^and many others—all maintain membership-sup­ ported political action organizations. $ ^ SEAFARERS POIITICAL ACTIVITY DONATION Date. B 10001 Contributor's Name S.S. No. SPAO Is a separate segregated fund. Its proceeds are used to further its points and purposes Including, but not limited to furthering erin the bolltlcal, 40Cl4il* and economic Interests of Seafarer seamen the preservation and furthering of the American Merchant Marine with improved employment opportunities tor se.imef> and tne advancement ement of trade unlor union concepts, in connection with such objects, SPAD supports and contributes to political candidates to. for elective office. — All contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, tinanc^i reprisal, or threat of such conduct, or as a condition of membership in the Union (SlUNA AGI.IWD) or of employment. If. a contribution is made by reason of the above improper conduct, notify the Ssafarers Union or .PAD SPAD at the above autireSS, certified mail within thirty days of the cijhtributlr.n for investigation and appropriate action end refund, if involuntary. Support SPAO to protect and further your economic, political and social Interests, American trade union concepts and Seafarer seamen. (A copy of our report filed with the appropriate supervisory officer is (or will be) available for purchase from the Suiserintendent Qf Documents, U.S. Government Printing Office. Washington, O.C. 2040?.) $9110^ Signature of Solicitor 1974 But in no other industry is this par­ ticipation in political action more urgently needed than in maritime. And no other membership other than the Seafarers of the SIU understands this need so well and no other membership is responding to this need with such whole-hearted support. AFL-CIO Opposes House Committee Change The AFL-CIO has announced op­ position to a proposal that would elim­ inate the House Merchant Marine and Fisheries Committee, El a statement issued during its recent quarterly meeting in Miami, Fla., the AFL-CIO Executive Council scored the proposed restructuring of Committees of the House of Representatives, con­ tained in the draft report of the House Select Committee on Committees. SIU President Paul Hall, a vice presi­ dent of the AFL-CIO and a Council member, participated in the session. The Council said that "the preliminary report of the House Select Committee leaves much to be desired," with a major State. city. Address drawback being that it "destroys some old relationships between established committees and legislative functions vital to our membership." In its criticism of the proposed elimi­ nation of the Merchant Marine and Fiaheries Committee, the Executive Council noted that the functions of that committee would be absorbed by other congressional committees "despite the great and increasing importance of marine transport, ocean food harvest­ ing and mining." These are areas, the Council statement continued, "in which the Merchant Marine Committee is ex­ pert and has done yeoman work for the nation." Port Sailors are the most federally-reg­ ulated workers in the nation and the maritime industry itself is subject to the regulations and laws of more federal agencies and Congressional committees than any other national industry. "Politics Is Porkchops" is much more than a slogan to Seafarers. It is an awareness that our very livelihood depends upon our constant vigilance in Washington. No American worker needs an effective political action pro­ gram as much as the seaman. What we have achieved, we have achieved through political action—the Merchant Marine Act of 1970 which has revitalized the American-flag mer­ chant fleet and increased the job security of American seamen; preservation of the Public Health Service hospitals which insures quality medical care for seamen, and the funds to support these programs; and passage of the TransAlaska pipeline bill. But all that we have achieved could be lost by the stroke of a pen or a Con­ gressional vote. Equally urgent is that there is still much more to be done. While we are in the midst of a fight in Washington for passage of the vital oil import quota bill, we arc being attacked on the Jones Act by the giant oil and grain lobbies, and our job security is being threatened by an attempted "loop­ hole" takeover of our ships by the Navy. No union that engages in political action for the job security of its mem­ bership—whether it's the SIU, the Auto Workers, the NMU or any other labor organization — can use funds from union dues for this activity. Every union must depend upon the voluntary sup­ port of its membership. While other labor organizations should and do engage in political action, !he SIU of necessity must be fully com­ mitted. The livelihood and future of the sailor and his family depends on a strong and effective political program. Membership support—through vol­ untary donations to SPAD—will dem­ onstrate to those who would destroy us that we not only fully committed to preserving our job security, but that we are united. Quarterly Financial Committee Money Due The SIU has secured partial reimbursernmt jor the following Seafarers from the bankrupt George T. Bates and Co. The men listed below have sailed on either the SS Cortland, SS Whitehall or the SS Bowling Green. If your name appears on the list please contact Union Headquarters at 675 Fourth Avenue, Brooklyn, N.Y. 11232. Further notices will appear In the LOG when the Union succeeds In se­ curing more payments. Frank Caparelli Stanley L. Morris Arthur F. Backstrom, Jr. Manuel C. Noble Mervin O. Brightwell Donato C. Penaredondo Robert J. Coliantti Henry S- Rudio Claude E. Dick Mohsen M. S. Algahmi Michael T. Doherty James R. Smart Julio Dominguez Gregorio A. Vergara Ramon M. Feraci James H. Wallls George L. Kelly Joseph A. Ferro John H. Kennedy Jacob Fritzler Corbit J. Kyzar Michael Abshire George E. Major Clarence E. Anderson Willis G. McClinton Jerry T. Breland Bernard M. Neill Carl Alex Brill Reginald Paschal Daniel Clement Guy D. Reagan David Collins Derrell G. Reynolds Richard Leroy Coons Jay R. Sanchez Earl C. Gilbert Charles Scott Charles H. Jones James M. Toone Farley Joyner Harold Kohn BrittonD. TurnerJames MacDonald Joseph W. Waite Robert S. Wolfe R, E, Gatica Pacheco Abdurrub M, Awadh Jimmy L, Pennebaker Page 4 Carl A. Bean Frank A. Bolton Mariano B. Dolores Grady W. Faircloth Bruno G. Garrino Louis W. Hachey Aleksander Hallik Engelbert E. Lenz William L. Ingeberg Gary R. Jensen Fletcher J. Johnson Oliver F. Loveless John J. McGarrity Jack D. Smithey Mack Stratton Gordon D. Wheeler James A. Winget Raymond R. Womack J. W. Workman Klaus Braver Arthur A. Theriot Nikolaos Zervos Emmanuel Flamourakis Raymond E. Patten Benford E. Harris The SlU's Quarterly Financial Committee, elected at the February Head­ quarters membership meeting, check ever the Union's financial records for the third quarter of 1973. The committee members are, clockwise from left: Guy DeBaere, Nicholas Damante, Jasper C. Anderson, Thomas Maley, Pete Drews, Jose Aguiar, and Jim Gclder, San Francisco Committee The 613-foct long ccntainership San Francisco paid off in Port Elizabeth, N.J. on Mar. 3 after completion of a Mediterranean voyage. The San Franc/sco committee members are, from the left: Julius Lagyi, steward r. h director; B. Weinberg, ship's chairman; Robert Campbell, secretary-reporter, and N. Mastrogiannis, deck delegate. Sfhifh^m ^^"^^ded for container carriage in 1963 at the Bethlehem Steel Yards in Baltimore. Seafarers Log �AFL-CIO Forms New Organizing Dept. The AFL-CIO Executive Council at its quarterly meeting in Miami, Fla. last month, approved the selection of Alan Kistler to head the federation's new De­ partment of Organizing and Field Serv­ ices which will coordinate all AFL-CIO activities at the regional level. Kistler had served as assistant direc­ tor of the former Department of Organ­ ization since 1962, He was named to his new position by Federation Presi­ dent George Meany, but the appoint­ ment required approval by the Execu­ tive Council. Donald Slaiman was named deputy director of the new department. He had been director of the Department of Civil Rights since 1964. The federation's organizing commit­ tee, headed by SlU President Paul Hall, who is a vice president of the AFL-CIO, submitted a report to the Council on the implementation of the new system. The plan will bring the coordinator of state and local central bodies into the new department. The 18 former AFLCIO regions will be consolidated into eight regions, and directors will be chosen for "ability to perform as gen­ eral representatives of the full range of AFL-CIO interests and policies." The new department was created in August 1973 in order to expand and reorganize the Department of Organi­ zation. It was created by the Executive Council and ratified at the October 1973 AFL-CIO convention. In a statement to newsmen, Meany said that the new department would "act as a coordinating force throughout the country . . . just as the AFL-CIO itself acts as a coordinating force in Washington, because state federations and city central bodies are really an ex­ tension of the AFL-CIO locally." •f Recently appointed director of the AFL-CIO's new Department of Organization and Field Services Alan Kistler (center), speaks with the deputy director of his department Donald Slaiman (right), and SlU President Paul Hall. Hall, a vice president of the AFL-CIO, is chairman of the federation's Organizing Com­ mittee. SlU Doubles Support in Sabine Fleet; Fluke Blocks Win in NLRB Vote Support for the SlU among crewmembers of the Sabine Towing and Transportation Company has almost doubled, results of the second repre­ sentation election on the company's ships revealed. Only an unusually strange set of circumstances prevented the slu from winning the election and blocked Sabine seamen from enjoying SlU representation. As it was, the SlU came very close, receiving 82 votes to the 91 received by the Sabine Independent Seamen's Asso­ ciation—a company union. The Na­ tional Maritime Union, which inter­ vened in the election after the SlU peti­ tioned for a ballot, did not receive a single vote—despite the fact that 14 or 15 of its retired members reportedly were aboard the Sabine ships. As announced by the National Labor Relations Board, which_conducted the vote on Sabine's seven tankers, the re­ sults were: SISA (Company Union)—91 SlU — 82 NMU— 0 Tht^ now can tale «fiy «mpl^^ iimslttding shipboard jo^ as lo^ as file job is not one lor which fiie mnpk^r must make contributions to the Sea Pension Plan. (Amendinmnt No. 7S-5—^ Article IV; Section Any pensioner now under sus­ pension beOmise he is working at em^oyment. previouidy prohibited but now permitted under the new rule phMild appl^ to th^^ reinstatepsei^ of his pensiim. JULY, 1973 There was aii error article on Page 3 of the June PILOT headed, "Union wins new safeguards for seamen, rerees." : In a summary of amendments the Pension Plan, under No., 1, the article stated that "They (service pensioners] now can j .take any employment, including| pboard jobs, tts long as thi is not one for which the I ployer must make contributions to the NMV Deep Sea Pension In the first election held seven years ago among the Sabine seamen, the SIU 'ten." received half the votes it received in this The language in italics is not election. correct. It should read: "as Although the NMU conducted an long as the job is not aboard a official organizing campaign and its port vessel covered by any collective agents ^d organizers visited the Sabine bargaining agreement of the ships, distributed literature and talked NMU." to crewmembers, not even the retired This would mean any employ­ NMU members who continued to re­ ment with deep sea comp.anies ceive their NMU pensions while work­ under contract to NMU would ing on the Sabine ships cast votes for the be prphifeited. However, employ­ NMU. (The NMU changed its pension li# ment with other companies or rules last year to allow retired members on government ships would be to sail aboard non-NMU ships while •YYY-.:'V : continuing to get pension pay.) REPRINTED FROM: J' mm JUNE, 1973 The -Union has reached agreement with deep aea operators on several amendments to tte Pension regula­ tions providing added safeguards tor seamen and p«^^ 1. The right of service pensioners to work after retirement without loss of Infoniiation made available to the Union points to the fact that pensioned NMU men working the Sabine ships had been instructed to vote for the com­ pany union as a means of keeping the SIU from being designated bargaining representative for the Sabine seamen. If the 14 or 15 NMU retirees reported aboard had voted for the NMU, that would have giveji the company union 14 or 15 less votes and a total of 76 or 77. Thus, with the SIU getting 82 votes, a run-off election would have been nec­ essary. The information provided the SIU revealed that the NMU pensioned members had- been given employment on the understanding that they would vote for the company union. But the real concern among true union seamen is that such a tactic "uses" retired sea­ men against working seamen who need the jobs, and allows them to serve as a threat to the job security and conditions of union seamen. In any case, the strategy worked to the benefit of the company employer and to the disadvantage of the seamen involved. On tlie basis of the heavy increase in support for the SIU amon<T the Sabine tankermen, and in response to urging by Sabine crewmen, the Union is pre­ paring for a new campaign to give the Sabine men true union protection and representation. One hundred and seventy two objec­ tions against the company for miscon­ duct in the election were filed with the NLRB. Hearings on these alleged com­ pany violations will be held in 30 days. SIU of Canada Goes on Strike The SIU of Canada went out on strike against the Canadian Lake Carriers Association Mar. 15 after the refusal by shipowners to discuss wages led to the breaking off of negotiations for a new contract. Union President Roman Gralewicz said that more than 300 union mem­ bers had voted "overwhelmingly" to strike. "I have a clear mandate to hack our demands to the fullest," he said. "The membership gave me authorization and asked that there he no backtracking." The SIU of Canada is seeking a two-year contract with 15 percmit wage increases each year, better working conditions and certain fringe benefits. The biggest stumbling block, Gralewicz said, is the union's aim to scrap the traditional 30-day work month and "bring some simple dignity" to the job. The strike is halting 90 percent of Canadian shipping on the Great Lakes, idling about 268 ships oper­ ated by 17 firms. House Passes Bill to Set Pension Plan Standards WASHINGTON — The House of Representatives has passed a pension reform bill which provides federal standards for private pension plans, and includes a system of insurance against loss of pensions when companies go bankrupt. The SIU supported the House pension legislation, which now goes to a conference committee of the House and the Senate. The Senate previously adopted a differ­ ent version. When the differences are worked out the final version will he brought hack to each of the legislative bodies for a final vote. The House pension bill was sub­ mitted by Rep. John Dent (D-Pa.), chairman of the Labor Subcommittee of the House Education and Labor Committee, and Rep. A1 Ullman (DOre.), of the House Ways and Means Committee. SIU representatives have been in continuous touch with House staff members and with the Union's legal counsel, accountants and actuaries to determine the effects of this legislation on the present SIU Pension Plan. Full details will be published in the LOG as they are compiled by SIU Headquarters. The bill does not require any com­ pany to set up a pension plan for work­ ers but establishes standards for those companies that have such plans. A provision in the legislation recog­ nizes the difference between single em­ ployer and multi-employer plans, such as the Seafarers Pension Plan and those of other maritime workers and building and construction trades workers. Under terms of the legislation, pen­ sion funds will be required to meet cer­ tain standards on funding and vesting. The bill also creates a Pension Bene­ fit Guaranty Corporation to provide reinsurance against the failure of pen­ sion plans. This corporation would be administered under the Secretary of Labor and is similar to the Federal De­ posit Insurance Corporation which in­ sures depositors against bank failures. Page 5 March 1974 i 1 y y. �Bosum R«C0iiincaHdii Progitim CAN IINDERSTAND oar problents^ we can tu$ effectively: #ii>}re tbem. This one iff flie most impoitutt par|KMes iff ffie iUMN»tlb»rtiim Ihi^ twi^ weeks at the SIU Training and Upgrading Center in Pin^ Point and four WMks at Union Headquarter»~-the bosuns are provided wiffi an nnderstmidb^ of the workings and day-tiMiay pndilenis of ffieir Union, the problems conbronting ffte nmritime industry and tiie iinaportance of onr Union's poiitkai efforts in Wasbii^ton. Thui month, 12 more Seafarers--Haiost of thmn v^erans of the earily otthe $IU-~-^mpl<eted the eighth class in &e cunent Bosuns and received ffieir certilcatm at ffie nimber. 4. litis ra&es to 70 the nmidie^ of bosuns Vflio have conipietM the recerttficatkm pri^ram; Tvrelve more bosuns are now in Piney Point in the first phase of their recertification training and 12 are at Headquarters in the second phase. Uie recmtlBed bmams ndwimve a better understanding of the importance of the idl In^rt bill and the Jones Act->-ound how they relate directfy to fliOre ^ilps, more cargo and continued job security for our membership. When the recertified bosuns return to our contracted ships, diey vnHl go abtmrd better equipped to provide the leadership that is the strength of our Union. They wiB have a dei^pmr insight into ffie importance of txainittg to meet the noeds of our rapMly changing industry. Th^ will have an understanding of the serious threats to our Union, the maritime industry and our job security that come from the persistent attacks from Ihe ghuM oS, grs^ and fo the bosuns teD in their own words what the progpram ihas meant to them. What it means to our Union is ttiore effective teadersh^ aboard sIiip--^-leadershlp whidh will provide all of our Seafan^, vi^ a brmider imderstanding of the problems of oitr Union and our ^h^hstiy, and wffl oismo the continued growth of the American merchmff marine as well the shieiigth and job^ni% of our menibmps, •fff < Stanley Bojko Bosun Stanley Bojko became a member of the SIU in November, 1938 when he joined the Union in the port of Philadelphia. He has been sailing as bosun for seven years. Seafarer Bojko served in the U.S. Marine Corps from 1942 to 1945 and returned to the SIU after he received an honorable dis­ charge. He now lives in Alameda, Calif, and ships out of San Francisco. I have been going to sea for 36 years and I can remember the hard times we had—fighting for better food, living conditions, job security and a better way of life. We won the battles, but we can't let our guard down. I learned a very im­ portant thing during this recertification program and it was that our future and our job security depends on our staying alert and fighting through SPAD to make sure that we get more ships and more cargo, and to protect ourselves against foreign-flag operators who are trying to break our backs by killing the Jones Act. Our morning meetings at Headquar­ ters impressed me and taught me a great deal about our Union and our industry. Everyone was helpful and answered all my questions pertaining to the Union. One more thing I must say to our SIU brothers—SPAD is our life and security. Page 6 Joseph E. Ivcyal Seafarer Joseph Leyal joined the SIU in the port of Baltimore in 1955 and was originally certified to ship as bosun in 1962. Born in New York City, he lives in Pennsylvania and ships out of Philadelphia. I found this program to be of excep­ tional interest to me and I am proud to have been a part of it. While at Piney Point, I had the opportunity of visiting the many classes where our future sea­ men are being taught and I was very impressed with the effort they showed in their studies. I must in all honesty say that my trip to Washington and what I learned about our work there opened my eyes —and let me say this, a donation to SPAD is the smartest investment you will ever make in your future. I honestly feel that any of our broth­ ers who get the opportunity to take ad­ vantage of this program should do just that. Raymond W. Hodges Seafarer Raymond Hodges has been a member of the SIU for more than 30 years and has been shipping as bosun for the past 22 years. Seafarer Hodges who was born in North Carolina lives with his wife Lucy in Baltimore. He at­ tended the SIU Educational Confer­ ence in Piney Point in October, 1970. I've been a member of the SIU for many years but I have learned a lot of things about our Union while attend­ ing the Bosuns Recertification Program that I never knew before. That proves to me that you are never too old to learn. I learned about our training and up­ grading programs at Piney Point and why they are so important today be­ cause of new ships and new technology that mean we have to keep up with the times. I also learned the importance of SPAD in not only protecting the job security we now have but also in keep­ ing up our work in getting more ships and more cargo. At Union Headquarters all of the officials and employees were very help­ ful in answering all my questions and explaining the workings of the various departments. Wallace G. Perry, Jr. Seafarer Wallace Perry joined the SIU in 1953. He attended the Andrew Furuseth Training School in Baltimore in 1962. Seafarer Perry also attended the SIU Educational Conference in Piney Point in 1970. He now sails out of San Francisco. I've been asked if this Bosuns Recer­ tification Program was to make us brainwashed, but let me tell you it has sure enlightened me about a lot of things I didn't know about our Union and our industry. For instance, I went to Washington and learned what the Transportation Institute means. It means job security through getting laws passed beneficial to all of us, showing us who our friends and who our enemies are in Congress, and why it is so important that we sup­ port our friends through our SPAD donations to make our Union stronger as the years go by. The training we got also was very helpful, particularly the firefighting training. I've worked with explosives before but I learned something new when I saw how 'ia OB A cannister ex­ plodes when mixed with water and oil. And I've learned more about our contract than I knew before, as well as our welfare program. I feel that now I will be better able to answer questions of my Union brothers who haven't yet had Ae opportunity to go through our upgrading programs. Julio D. Delgado Bosun Julio Delgado joined the SIU at the Beaver St. Headquarters in Man­ hattan in 1946 and has been shipping as bosun for the past five years. He served in the U.S. Army from 1950 to 1952 during the Korean War and re­ turned to the sea after receiving an honorable discharge. Seafarer Delgado lives with his wife Concorcia and his three children Julio, Jr., Milca and Daniel in Ponce, Puerto Rico. I have found out many things about our Union and many changes for the better that are taking place. As for our school in Piney Point, it is giving train­ ing to the newcomers as well as the upgraders and is combining an educa­ tional program with the vocational training. In simple words it is great. I also had an opportunity to visit the Transportation Institute in Washington where our Union works and fights to protect our job security by getting laws passed to get us more ships as well as to battle against foreign-flag ships and those who want to destroy the Ameri­ can merchant marine and our Union. While I was at Headquarters I went through the whole operation and had the opportunity to see for myself how Union matters are handled. When you can see and judge for yourself, you know that the job at Headquarters and in Washington is well done. Leo J. Koza Seafarer Leo Koza joined the SIU in the port of Baltimore in 1945 and has been shipping as bosun and car­ penter for 20 years. Born in Massa­ chusetts, he now lives in Baltimore. 1 have been sailing for 32 years. It has been my way of life and it is what I want to do. The SIU means as much to me as my job aboard ship because without our Union I probably wouldn't have a job. I am deeply impressed with the prog­ ress our Union has made since I have been a member. We have come a long way but we still have a long way to go. If every member will take the oppor­ tunity the upgrading programs offer, then they will see it as it is. Attending the Bosuns Recertifica­ tion Program at Piney Point and at Union Headquarters has opened my eyes to the need for upgrading and the need to support SPAD so we can con­ tinue our work in Congress. SPAD is job security. It means more ships under American flag and it means protection of the Jones Act. These are never-end­ ing battles and we must all participate if we are going to win. Seafarers Log �FoUowIng are names and home ports of the 70 Seafarers who have Wdcc^sfu^ the Bosuns Recertification Program. George A. Burke Hans S. Lee Bosun George Burke, who now sails out of New York, joined the Sailors Union of the Pacific in San Francisco in 1944. Two years later he joined the SIU in New York. He has shipped as bosun since 1965. Seafarer Burke lives in New York with his wife Dominica and a daughter Diane, 16. The Bosuns Recertification Program is designed to be a learning experience because understanding our problems will make us able to work to solve them. In the past two months I learned a great deal at Piney Point, in Washing­ ton and at Union Headquarters that will make my life richer and more complete, and will help to make me more eflfective when I go back aboard ship. The knowledge I gained about our Union, the maritime industry and the importance of supporting our polit­ ical action through SPAD, I can pass on to other Seafarers. Another very important thing I learned is that education is becoming more necessary in every field, includ­ ing the maritime industry. That educa­ tion and training is available to every Seafarer at Piney Point and I would strongly urge everyone to take advan­ tage of it. Seafarer Hans Lee, who was born in Norway, joined the Sailors Union of the Pacific in 1938. In 1957 he trans­ ferred to the Inland Boatmen's Union and sailed towboats between Seattle and Alaska. He joined the SIU in 1960 and has sailed as bosun for six years. Seafarer Lee attended an SIU Educa­ tional Conference in Piney Point in 1971. He now ships out of the port of Seattle. This recertification program is of special interest to me because when I attended the SIU Educational Confer­ ence in August, 1971 I was one of the bosuns that recommended the pro­ gram. I can't think of any other Union that affords the opportunity to its mem­ bers to delve into the innermost work­ ings of their Union to such a degree as we have here at Union Headquar­ ters. We observed how our funds are handled; we saw the tremendous work­ loads in all of the various departments like welfare and records, and we got willing answers to all our questions from officials and staff which helped to enlighten and educate us. And last, but most important of all, I understand better why we must re­ main in Washington and fight the en­ emy in his own backyard to make sure that the Merchant Marine Act of 1970 continues to build ships, that we get more cargo for American ships and that our enemies don't scuttle the Jones Act. Sven E« Janssoh, Pifew York Jacob J. Levin, Baltimore Ewing A. Rilin, New Orleans Alfonso Arma^, Baltimore Jan J. Beye, New York William J. Clegg, New York Burt T. Hanback, New York Robert J. Lasso, Puerto Rico Robert F. IViackert, Baltimore James Gorman, New York Jean Latapie, New Orleans Dennis Manning, Seattle Walter Nash, New York Velkko Pollanen, New Orleans Malcolm B. Woods, San Francisco David L. Dickinson, Mobile Calvain A. James, New Yorit Stanley J. Jandora, New York IJam^ W. Pail^r, W. PuUlam, San C^cisco iSven- Stockmarr,:^w Yoik ; iDavidB. Atkinson, Seattle lEdgar Anderson, Nc^Ycirk iDonald J. Pressly, New York Frank Teti, New York |Rayroond T. Lavoine^^^l^^ sjKaiiBtellman^ Seattle Vernon Bryant, Tampa |Allred H. Anderson, Norfolk iStanley Bojku, Sau FranciscO lAlbert £. Bourgot, Mobile ijulio D. Delgado, New York Richard A. Cbiistenbeiiy^ SanJ^r^cisco EttgehO B. Flowers, New York . Elbert Hogge, Baltimore William R. Kleimola, New Yoilg Alfonso Rivera, Puerto Rico James C. Baudoin, Houston Donato Gianglord^o, FbJladi^iiia Stephen Homka, New York Raymond J. Kholes, San Francisco Fr^ Olson, San Francisco Thomsu L. Self, Baltimore Marion E. Beeching, Houston Walter G. Butterton, Norfolk Donald Hicks, New York Morton J. Kemgood, Baltimore Gaetano M^ttioli, New Ybric Clyde E. Milter, Seattle Edward Morris, Jr., Mobile ^ Ervin D. Moyd, Mobile Ovidio R. Rod^guez, Neyr Y Richaid R. WMiaw, HomteW Homer 0. WOrtEni^ New Orteans Charles lYAnuco, Ffoustoh || George Libby, New Orleans Albert Qiminaner, San Francisco Elmer Fred Cooper, Mobife Perry Greenwood, Seattle Noiroan F^ New Orl^s , George Burke, New Yorir Richard E. Darville, Honstcm Raymond W.HOdg^, Btdtimore Leo J. Balthnore Wallace G. Perry, Jr;, San •'.fr , K'. 'x 9 Albert E. Boorgot . Seafarer Albert Bourgot has been a miember of the SIU since 2938 and has sailed as bosun since 1942. Seafarer Bourgot has averaged more than eight months seatime every year for the past 20 years. He now ships out ofihe port of Mobile. I came into the SIU as a charter member back in 1938 and I have seen how far the SIU has come since then in strength and unity. Through this Bosuns Recertification Program I now have a much clearer picture of why the Seafarers Union was organized and how important it is today that all of us participate to keep our Union strong and united. While at Piney Point I learned a lot about the new type of ships of today's American merchant marine including the LNG's, OBO's, LASH and the new crane-type cargo carriers. I made a trip to Washington to visit the Transportation Institute. Here I found out whyjt is so important that you and I donate to SPAD to help those Congressmen who are working to build a bigger and better merchant ma­ rine and also to help American-flag ships get more cargo. March 1974 Richard E. DarvlUe Seafarer Richard Darville joined the SIU in the port of Houston in 1946 and has been sailing as bosun for the past 24 years. He now lives with his wife Patricia, his sons Richard and Douglas, and his daughter Jacqueline in Houston. After coming through Piney Point as one of the Educational Conference delegates in 1971 and now again through the Bosuns Recertification Program, I can see the tremendous strides our Union has made in its many programs there. We picked up a lot of valuable in­ formation about the new types of ships and we were given books and articles on them that we can pass on to our shipmates. The QMED program is es­ pecially valuable for these new ships, and although the course is tough, I saw that if you're willing to buckle down they have the lest instructors and the best courses that will make sure you get through. Norman F. Beavers Seafarer Norman Beavers joined the SIU in Baltimore in 1952. He now lives in Slidell, La. with his wife Alma and ships out of the port of New Orleans. Seafarer Beavers was born in West Virginia and served with the U.S. Navy during World War II. Since I began sailing with the SIU in 1952 there have been many changes. We have welfare, vacation and pension plans that are second to none. And now we have educational programs that are helping all of our members to advance themselves and keep up with the new kinds of ships and new equipment. I was amazed at the progress made at our school in Piney Point. It's a place where a young man can come and learn the basics of his trade, and he can get his high school diploma, too. What im­ presses me is how polite and clean these young men are and how they raise and lower the flag each day. All of our members can upgrade in deck, engine and steward departments and this is important if we are going to get the new ships and the job security that goes with it. Alfred H. Andei'son Seafarer Anderson joined the SIU in July, 1939 in Norfolk and has shipped as bosun for the past 30 years. Born in Norfolk, he still lives there with his wife Mary. He has three grown chil­ dren, Alfred, Jr. and Elwood who have completed their college education, and a daughter Barbara. I have learned more things about the SIU and our maritime industry in the past two months ffian 1 did in the past 35 years as a member of our Union. I have asked questions and I got straight answers which has not only been a personal benefit to me but will make me do a better job as ship's chairman. The morning meetings at Union Headquarters were the highlights of this program for me. It was at these meet­ ings that I learned of the many prob­ lems that face our industry and our Union, and the importance of under­ standing these problems so that to­ gether—being united and participating —we can solve the problems and maintain our strength and job security. Page 7 It 1 �s I Transerie Ship's Committee .1 I i Headquarters Notes i •X X! by SIU Vice President Frank Drozak §i •I*? :5 BOSUNS RECERTIFICATION PROGRAM This month 12 more of our bosuns graduated from the Bosuns Recertification Program, In all, 70 bosuns have completed the program which is adding the kind of leadership to our Union which will ensure the continued strength and job security of our membership. I am sure that all of you join me in congratulating Bosuns Joseph Leyal, Raymond Hodges, Stanley Bojko, Wallace Perry, Julio Delgado, Leo Koza, George Burke, Hans Lee, A1 Bourgot, Richard Darville, Norm Beavers and A1 Anderson. These bosuns now have a better understanding of the problems that face our Union and the maritime industry—and you have seen me write many times before that if we can understand our problems we can deal with them effectively. Because these bosuns do have a better understanding of our problems, they will be able to discuss them with our membership at the weekly meetings aboard ship and at port meetings ashore—and share with them the knowledge and understanding they have gained. The ship's committee aboard the Transerie gather topside for a photo at a payoff at the Gatex Oil docks In Carteret, N.J. on Mar. 6. They are, from left: Darry Sanders, engine delegate; Eddie Cane, deck delegate; F. Johnson, ship's chairman; F.T. DiCarlo, secretary-reporter, and Ctis Paschal, steward delegate. The Transerie had just returned from the Mediterranean carrying a cargo of gasoline. SENIORITY UPGRADING PROGRAM Five more "A" Seniority Upgraders also graduated this month. I want to congratulate Richard Markarewicz, Henry Manning, Charles Kirksey, Thomas Kegney and Patrick Graham. These new full book members have gone through an intensive training program to provide them with a better understanding of what we are doing to protect our job security, to get more ships and cargo and to continue our fight in Washington against those who are working every day trying to destroy our Union and our industry. I want to remind each of our upgraders that as full book members of our Union they carry a heavy responsibility of par­ ticipating in the activities of this Union—^both on the ships and ashore. LNG TRAINING The first class in our new LNG training program started Feb. 19 at Piney Point. Two other courses are scheduled; they will begin on Mar. 25 and May 6. The classes will be limited, so it is important that you get your appli­ cations in as soon as possible. The first two LNG's which will carry the American flag are now being built, and the first of these ships—the Kentown—will be crewing this spring. I don't have to tell you how important it is that we demonstrate that this Union can supply fully-trained and qualified crewmembers for these new ships. These are only the first two ships, but eight more are being built in American shipyards and within the next five years there will be some 70 to 80 LNG's under American flag. We have developed a first-class training program for LNG's at Piney Point. It will be up to us—and it will be the responsibility of all of us—to prove to the American maritime industry that we can man these ships safely and efficiently, and make them competitive in the world market. Again, this means job security for all of us. QMED TRAINING I want to stress again the importance of our QMED training program at Piney Point. This industry is changing rapidly—and we have to change with it. All of the new ships built by our contracted companies have been designed with highly advanced technology which requires new skills for the men who sail them. We have a responsibility to our contracted companies, and to the industry to provide qualified men for these ships. But most important this goes to the guts of protecting our jurisdiction and job security. The training program we have at Piney Point is the best anywhere, and I would urge all of you who are qualified to take the time to get your QMED endorsement. NAVY TANKERS The performance of our crews aboard the Navy tankers has continued to be in the best tradition of the SIU, and very soon we will be taking these ships off organizational status. As you know, bids on nine new tankers to replace the old T-2's have already been opened, and the Navy is calling in several of our contracted-companies to discuss manning these ships We are confident that because of our record of performance for stability, etliciency and safety that we will be awarded these charters. Page 8 FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submilled to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommendations. Members of this committee may make dissenting reports, specific recom­ mendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disburse­ ments of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and 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: Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20th Street, Brooklyn, N. Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are available in all SIU halls. These contracts specify the wages and conditions under 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 properly, contact the nearest SIU port agent. 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. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circumstances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to headquarters. CONSTITUTIONAL RIGHTS AND OBLIGATIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its contents. Any time you feel any member or officer 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 employers. Consequently, no Seafarer may be discriminated against because of race, creed, color, sex and national or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify headquarters. SEAFARERS POLITICAL ACTIVITY DONATION — SPAD. SPAD is a separate segregated fund. Its proceeds are used to further its objects and purposes including but not limited to furthering the political, socia} and economic interests of Seafarer seamen, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as'a condition of member­ ship in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Support SPAD to protect and further your economic, political and social interests, American trade union concepts and Seafarer seamen. If at any time a Seafarer feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or information, he should immediately notify SIU President Paul Hall at headquarters by certified mail, return receipt requested. Seafarers Log �SlU Maintains Vigilance On Jones Act Attacks The Joi>es Act which reserves do­ mestic waterborne transportation for U.S.-flag vessels is being attacked in this session of Congress with greater intensity than at any time during the last ten years. The attempts to take over this do­ mestic system of transportation by foreign-built and foreign-manned ships and barges is being carried on in the face of ample evidence that American craft are available. So far none of these efforts have met with any degree of success; thanks to the enlightened at­ titude of a majority of the members of both Houses of Congress. Legislation presently pending before Congress seeing waivers from the Jones Act present a serious threat to the job security of JSeafarers. SIU legislative representatives have been vigilant in calling to the attention of members of Congress the dangerous precedent that would be set by grant­ ing any of the pending requests. The pending bills include requests which would permit foreign-flag coal carriers to operate between Hampton Roads and New England; phosphate rock carriers to run between Tampa and Baton Rouge; LNG ships to sail between Alaska and states on both the Pacific and Atlantic Coasts, and an .v.- \ f effort by the Collier Carbon Ammonia Company, a subsidiary of Union Oil Company, to obtain a waiver for a Japanese refrigerated ship to transport anhydrous ammonia from Alaska to Oregon. The Collier Carbon case is typical of the deception being employed by oil companies or their subsidiaries to break down the Jones Act. Obviously such a breakdown would result in the capture of all coastwise tanker shipping by the runaway foreign-flag fleets operated by the multinational oil companies. The Collier Carbon case has been manipulated so as to try to mislead farmers in Oregon and Idaho to be­ lieve that they are being deprived of fertilizer needed for their 1974 crop production because U.S.-flag ships are not available. An investigation of the facts of the case by government officials and SIU representatives disclosed, however, that U.S.-flag ships could be provided to carry the Collier Carbon cargo and, in any event, the fertilizer would not be available in time for Spring 1974 use by the farmers because Collier Carbon has committed its output to foreign cus­ tomers at higher prices than the fer­ tilizer would bring in the U.S. market. Farah Strike Ends The 21 month-old strike and boycott against the Farah Manufacturing Co. by the Amalgamated Clothing Workers of America has ended with the com­ pany's recognition of the union as the bargaining agent for its employes. In a joint statement made in New York by Willie F. Farah, president of the company, Clothing Workers Presi­ dent Murray H. Finley, and SecretaryTreasurer Jacob Sheinkman, it was an­ nounced that an agreement had already been reached on the rehiring of strikers and the calling off of litigation by both sides. The statement said that "good faith negotiations" for a contract would begin "as soon as a union negotiating committee can be elected." The striking workers sent a letter to I' W f i. the SIU thanking the union for its help and support during the 21 month-long walkout and boycott of Farah goods. Nearly all of the workers who make Farah slacks are Chicano, and most of them are women. Farah had insisted that his workers didn't want a union, pointing to the fact that fewer than 3,000 of a labor force that once was nearly 10,000 were actually on the picket lines. The Clothing Workers came up with cards signed by more than two-thirds of all the workers, non-strikers as well as strikers. The mayor of El Paso, Tex., by the consent of both parties, super­ vised the verification of the card check. The figures stood up. -if SIU President Paul Hall, (left) who is also a vice president of the AFL-CIO, discusses the energy crisis with other members of the AFL-CIO Executive Council at its mid-winter meeting in Miami, Fla. last month. Seated next to him are, from the left, Peter Bommarito, President of the Rubber Workers Union, Frederick O'Neal, President of the Actor's Union and Paul Jennings, President of the Electrical, Radio and Machine Workers union. AFL'CIO Backs Bill to Use US, Ships in Oil Trade MIAMI—In a strong 13-point pro­ gram aimed at coping with all phases of the energy crisis, the AFL-CIO Execu­ tive Council urged a "massive rebuild­ ing" of the U.S.-flag tanker fleet to reduce dependence on foreign-flag ships and supported legislation that would require use of U.S. ships in the carriage of oil imports. SIU President Paul Hall is a member of the federation's Executive Council which, at its quarterly meeting here late last month, analyzed the current fuel emergency and expressed particular concern over its impact upon American workers, and the community at large. The Council charged that the truth about the energy emergency is "hidden from the public by the veil of secrecy of the giant oil companies." Lucrative tax loopholes, the Council said, have encouraged and subsidized foreign oil operations and foreign-flag shipping at the expense of American production and employment, and have enabled the giant multinational oil com- Navy's Threat to Private Shipping With the Navy seemingly intent on expanding its Military Sealift Command operations to the detriment of the nation's commercial shipping industry, a battle appears to be shaping up over the issue of government competition with private industry. In the view of the SIU, which has been carefully watching the Navy's activities and plans, such government take-over is a matter of "grave concern and could be extremely inimical to the national interest." SIU President Paul Hall said that such a development "would be particularly unfortunate in view of the national policy to promote the development of a competitive private American shipping indus­ try." Signs indicate that the Navy's plans are a long-range strategy to build up the Military Sealift Command fleet, which would engage in the carriage of supplies and materiel that has been and can be carried by private shipping com­ panies under charter arrangement. Although budgetary requests for the Navy's private-type shipping operations have been denied over past years, the March 1974 military agency nevertheless appears determined to develop and expand noncombat and support shipping activities, and thus reduce substantially the aux­ iliary role of the American merchant marine prescribed by law. The Navy seems determined to ex­ pand the MSC by by-passing the budgetary appropriations route through subtle financing schemes that would have banking institutions provide the funds for Navy transportation ships with government-secured mortgages. It appears that the first step in the Navy strategy to acquire commercialtype vessels for its use is takeover of the four SlU-contracted Falcon tankers, remove the SIU crews and put the ships in the Military Sealift Command fleet operations. The SIU has registered strong op­ position to the plan and will fight the Navy's invasion of private shipping. The Navy scheme comes at a time when slow but strong progress is being made toward a mutually beneficial Navy-merchant marine combined seapower approach. The AFL-CIO Maritime Trades De­ partment condemned the Navy plan at its Executive Board meetings last month. The MTD said that the "only beneficiary of the take-over plans would be the bureaucracy of the MSC which, as a result of having displaced private ownership and labor, would create ad­ ditional billets for the Navy." The MTD position pointed out that "the civilian-manned, privately-ownedand-operated U. S. merchant marine stands ready and willing to discharge the function of the support service to the military, a responsibility clearly delegated as a matter of public policy to the merchant marine by the Merchant Marine Act of 1936 and reiterated in the amendments contained in the 1970 Act." panics to pay U.S. income tax rates as low as 2.7 percent in 1972. "The American people can respond to*difliculties now as they have in the past if they are provided with a candid appraisal of the situation and with fair and equitable government measures to cope with it," the Council stated. As part of its program to deal with the effects of the current energy crisis, the AFL-CIO Executive Council stated; "A massive rebuilding of the American-flag tanker fleet is an es­ sential part of reducing this conntry's dangerous dependence on foreign petroleum imports, trans­ ported in foreign-flag vessels. "We support legislation to re­ quire that 20 percent of oil imports he transported on privately-owned U.S.-flag vessels, to the extent that the vessels are available at fair rates, and that this reserve share increase to 25 percent after mid1975 and to at least 30 percent by mid-1977." Among tlie other recommendations called for in the Executive Council's program are these: • Establishment by Congress of adequate government machinery to as­ sure verified information on the oil in­ dustry and its operations. Federal chartering of all major oil companies should be required, with federal stan­ dards of disclosure. • Elimination immediately by Con­ gress of the depletion allowance and intangible drilling tax breaks provided the oil companies on their foreign oper­ ations; phasing out of special loopholes on domestic operations and a genuine excess profits tax. •Off u • Review by Congress to determine whether the oil industry is in fact a pub­ lic utility which should be subject to regulation by the federal government. ^upiNirt SPAD /. . Seafarers are uiged to contribute to SPAD. It b the way to have your Voice heard and to ke^ your union effective In the fight for ieghtotion hV |i protect the security of every Seafarer and his family. Pages ^ �DISPATCHERS REPORT FEBRUARY 1-28, 1974 TOTAL REGISTERED All Groups Class A Class B Class C Port TOTAL SHIPPED All Groups Class A Class B Class C A DECK DEPARTMENT Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Alpena Buffalo Cleveland Detroit Duluth Frankfort Chicago Totals 0 2 0 0 0 0 0 4 0 0 0 2 0 4 0 2 1 0 0 4 4 52 4 27 14 1 13 39 33 55 27 6 5 43 0 3 2 13 5 13 5 1 0 19 23 26 18 1 6 14 6 3 0 1 0 0 0 0 0 0 0 0 0 0 1 1 0 2 3 21 4 14 1 6 4 1 0 8 12 17 10 8 1 13 0 1 1 0 0 3 21 4 7 7 6 482 0 0 104 0 1 20 7 7 362 0 1 155 0 3 15 60 23 2 75 0 ......... 4 . . .. 8 161 17 58 24 14 63 139 58 133 26 54 19 165 0 3 6 2 17 25 0 3 5 1,001 5 35 5 8 12 4 11 26 13 33 12 17 3 34 0 2 0 0 0 2 0 1 0 223 1 6 0 0 1 0 0 6 0 0 1 2 0 7 0 3 3 0 2 2 0 0 0 34 3 110 14 50 18 11 54 92 35 87 10 27 24 105 0 0 3 2 8 28 0 1 6 692 3 73 5 18 16 1 22 42 18 42 4 24 5 40 0 2 2 0 0 4 0 1 0 322 0 13 0 1 1 0 0 12 6 4 0 0 0 11 0 0 1 0 3 0 0 1 0 53 1 61 16 25 14 6 59 69 34 68 10 21 15 81 0 2 1 1 1 6 0 0 2 493 3 10 1 2 7 0 2 6 5 21 1 7 2 23 0 1 0 0 0 0 0 0 2 93 0 2 1 0 0 0 0 2 1 0 0 0 0 1 0 1 0 0 0 0 0 0 0 8 5 45 9 27 10 6 20 57 9 38 10 21 18 33 0 0 2 6 11 48 1 11 4 391 2,577 4 133 23 48 29 6 57 90 44 87 20 24 31 85 0 9 6 3 0 17 1 3 1 721 1,359 12 70 0 22 14 1 1 33 7 9 4 3 5 85 0 5 10 3 7 46 0 3 6 346 431 ENGINE DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Alpena Buffalo Cleveland Detroit Duluth Frankfort Chicago Totals 3 42 3 15 13 0 8 42 21 54 17 5 5 32 0 1 2 1 28 6 9 2 0 3 24 17 36 10 3 7 15 6 3 4 0 2 0 0 0 1 0 0 2 0 1 0 .0 0 0 3 3 9 2 — 0 _ 178 1 — 0 — 14 1 62 5 20 5 9 19 39 30 57 11 9 8 49 0 1 5 0 0 18 — 2 5 355 1 42 4 8 9 0 6 21 15 25 4 10 2 17 0 2 3 0 0 1 — 0 0 170 1 6 0 1 0 0 0 6 3 2 0 0 0 4 0 2 2 0 1 1 — 0 0 29 0 26 9 11 9 4 17 26 21 33 3 7 1 0 1 0 1 2 1 13 3 6 1 12 1 0 0 0 0 0 0 1 0 0 0 0 0 0 2 0 0 0 0 0 0 2 0 0 0 0 0 30 2 19 8 0 6 34 10 43 13 4 4 24 0 1 1 0 2 54 0 0 5 2 0 206 2 _ 271 STEWARD DEPARTMENT Port Boston New York Philadelphia . Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Alpena Buffalo Cleveland Detroit Duluth Frankfort Chicago Totals . 10 5 40 0 1 1 0 0 3 » 0 2 227 5 1 25 3 3 7 1 4 17 9 30 15 9 13 15 22 1 0 — _ 2 — 0 1 178 0 3 0 0 0 0 0 0 1 2 1 1 1 1 0 4 0 — 1 — 0 0 15 ENTRY DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Alpena Buffalo Cleveland Detroit Duluth Frankfort Chicago Totals Totals All Depts ....... 1 24 3 15 7 4 8 28 6 22 9 9 8 18 0 0 3 4 5 35 — 6 5 222 1,286 1 79 10 26 17 5 18 46 35 64 13 14 20 52 33 4 7 1 0 14 — 1 2 462 790 4 24 0 7 3 0 0 9 5 4 4 2 2 21 0 7 9 1 1 29 — 2 4 138 192 * ' * 839 'A ^ 511 • A will be avaiiaMe for tti^ to of the 1,394 jobs shipped, 839 were SIU Atlaiitic, Gulf, Lalii & Inland Wateis Inland Boatmen's Union United Industrial Workers REGISTERED ON BEACH All Groups Class A Class B Class C t PRESIDENT PaulHaU SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Cal Tanner VICE PRESIDENTS Earl Shepard Lindsey Williams Frank Drozak Paul Drozak HEADQUARTERS 675 4 Ave^ Bklyn. 11232 (212) HY 9-6600 ALPENA, Mkh 800 N. 2 Ave. 49707 (5i7) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass. 215 Esse* St. 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin SI. 14202 SlU (716) TL 3-9259 IBU (716) TL 3-9259 CHICAGO, III.. .9383 S. Ewing Ave. 60617 SIU (312) SA 1-0733 IBU (312) ES 5-9570 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DETROIT, Mich. 10225 W. Jefferson Ave. 48218 (313) VI3-4741 DULUTH, Minn. 2014 W. 3 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.. ....IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va. 115 3 St 23510 (804) 622-1892 PADUCAH, Ky. 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa.. .2604 S. 4 St 19148 (215) DE 6-3818 PORT ARTHUR, Tex 534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. 1321 Mission St. 94103 (415) 626^793 SANTURCE, P.R..1313 Fernandez, Jnncos, Stop 20 00908 (809) 724-0267 SEATTLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo.. .4581 Giavois Ave. 63116 (314)752-6500 TAMPA, Fla. 312 Harrison St. 33602 (813) 229-2788 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 Wn.MINGTON, Calif. 510 N. Broad St. 90744 (213) 549-4000 YOKOHAMA, Japan P.O. Box 429 Yokohama Port P.O. 5-6NnionOlidori Naka-Kn 231-91 201-7935 Ext 281 ™ M y» ^ ^ ' ^ �t Two members of the class, Egil Sorensen (left) and Charles Wagner take down some notes during class. Vocational Instructor Charles Nalen explains the circuitry of some of the auto­ mated controls aboard an LNG vessel to the first class of Seafarers attending the four-week course at the Lundeberg School in PIney Point, Md. I f:' ) . Since the Merchant Marine Act of 1970 went into effect, the iSIU hes seen many new and varied types of vessels slide down the ways, the trainuig facilities of the Harry Lundeberg School fliese ships ° , have been crewed by Seaforers who have bad the advantage of both classi toom and practical training prior to boarding these vessels. From the report of both the companies and the crews of these vessels the training received at the Lundeberg School has been invaluable in i; ^ maintaining the highest level of safe and efficient shipboard operation. \ The Lundeberg School is now in the midst of the new revolution in I; shipping, the Liquid Natural Gas carrier. Never before has there been such hi^y sophhdicated systems of transporting the world's energy needs. < The Lundeberg School realizes that as the complexity of the ships increase so do^ the need for well-trained pnd qualified men to man these energy carriers. The school's staff has met extensively with the chemical engineers I ,, who have desqpied die cargo containment and cargo pitmpmg i^stems so I ^ that all the school's instructors are cpniplet<# fatnlliar with^^^t^ 'ifcjLt is haii^ to inm^e wbat vroffid be maniiing these ye^ls SO years 1^0 when there was no training available. ^ ~ • Since die cargo fficilitles on these vessels have nothing hi cpmmon with those now In use on strmd^ man these vessels become familiar with the systems In a daasroom rmnoi^here i^ore going aboard ship. ^ , Ihe coiuse offeitd at ffie jtundeberg School is a good iiitroductlon to the chemhitry of bodi M prddiicte such as pri^an^ and ethylene. Understanding the chemical and physical properties of . diese gases wiO allow the men on the ships to recognize proper imaradng " coiididons, but more important it will allow one to recognize abnomml tioiis and theii take i^isii^actiott^^ Lvesseli One example of the importance in understanding the properties of these gases is the effect that super cold has on steel plates on a ship. Recently when a LNG carrier was being loaded, the cargo officer was lax in his duties and one tank overflowed. The result of having this extremely low temperature liquid contact the steel deck caus^ the ship's deck to develop a 10 foot crack. Had the cargo officer had a better undershmduig of the'product he Was loading this might not have occurred. The LNG course offered at the school is not limited to any cme department, but rather contains the information necessary for all who will sail on the vessels, whether they be in die deck, engine or steward departments. Since th^ ships are capable of carrying Liquid Petroleum Gas, as well as LNG they are equipped with special gas ffeeing and tank cleaning systems with which all who woric on board must be familiar. The physical act of mucking tanks has been replaced with inert gas systems but the Able Seaman or die QMED who wiff be periutiiil^ the opemthni is still there and he m^ Imovriedge of dime new systems. (All engine department members who widi to enter the LNG program must have their QME^ The crews who will report to the SlU-contracted LNGs, Kentown ......... LNG course birii^ bfbered Ihshres thrt thu bort tiained and^^^ c safety conscious individuals will man the energy camors of tM The photos on this page show some higUights 9^^ course at the Lundeberg School. if; r f if LNG class members listen attentively as Vocational Instructor Lee DeMasters explains the molecular structure of fuels. March 1974 Director of Vocational Education Bob Kalmus uses this blueprint to explain the safety systems found aboard the new ships. Pagtill �•jk / ASHORE Third LASH for Waferman SS Sam Houston Launched Last Month Florida The state legislature here is considering a measure which would replace the state's current "no defense" oil spill law, which has caused a serious curtail­ ment of tanker services. The present law, which took effect in March, 1971, imposes absolute, or unlimited, liability on any vessel that pollutes Florida waters, or creates coastal damage by a spill of oil or chemicals. None of the traditional defenses available to the operator (claiming that the spill was caused by an act of war, act of God, deliberate act of another party, etc.) are permitted under the present law. In addition, the law requires a certificate of financial responsibility from the operator of any vessel bringing oil or other pollutants into the state's waters. As a result of this law, many vessel operators have refused to accept charters involving calls at Florida ports. The new law, as it is presently drafted, would set up a $200 million state fund to handle claims of persons whose property was damaged by oil or chemical spills. The legislature is expected to consider the measure this month. Port Elizabeth^ N.J. Sea-Land has opened its new 232-acre terminal complex here on Newark Bay after four years of planning, design and construction. The new terminal becomes the hub of Sea-Land's containership operations in the port of New York. According to a spokesman for the Company, the line's old facilities (a 100-acre site on the inland end of the Elizabeth channel) will remain open for the time being, and its ultimate disposition has yet to be decided. San Francisco Cargo tonnage here increased more than 16 percent to a total of 3,677,020 tons during 1973. Last year's volume represented a 516,000-ton increase over 1972's total of 2,161,970 tons. The rise in 1973 resulted from a number of factors, including increased use of the port's grain terminal which handled 250,000 tons of grain and related commodities during the year. Newsprint tonnage was also up considerably. Baltimore The new 2,400-foot long access to Baltimore's Dundalk Marine Terminal has been officially opened by the Maryland Port Administration after a year's delay. The new ship channel is considered a key project for the fast turn­ around of large containerships. Alexandria^ Egypt Egypt has announced it will reopen the Suez Canal. The canal has been closed for the past six and one-half years. Experts feel the canal could be in minimal operation condition by the end of 1974. Houston This port handled a record 86.2 million tons of cargo in 1973, due in large part to heavy grain shipments. Last year's total tonnage was 21 percent higher than 1972, which set the previous record. Bulk cargo tonnage (grain, petroleum and other products) leaped almost 100 percent in 1973 over the previous year. The port handled between 75 and 80 percent of the massive Russian grain shipments. Seattle Seafarer Alfred L. Yarborough received his first pension check here at the monthly informational meeting on Feb. 22. Brother Yarborough spoke to the membership; "It was almost 30 years ago when I joined the Seafarers Union in Boston, Mass. on Sept. 1, 1945. We have come a long way since that time, and as you know, we have gained many benefits which were unknown to us then. It is for this reason that I am about to receive the long-awaited pension which I am about to enjoy. I am proud to have been a member of the SIU. I wish my shipmates who still go down to the sea smooth sailing and good luck." Page 12 The SS Sam Houston, the third and last of the Waterman Steamship Corp.'s new LASH vessels, was launched into the Mississippi River on Feb. 16 at the Avondale Shipyards in New Orleans. The Sam Houston joins her sisterships, the Robert E. Lee and the Stone­ wall Jackson, which were both launched in late 1973. Each ship is capable of carrying 89 LASH barges at a service speed of 22 knots. All three ships were built from funds obtained by Waterman under the Mer­ chant Marine Act of 1970. The passage of this important maritime legislation was strongly supported by the SIU which bought for its enactment in Con­ gress. Through donations to SPAD, the SIU was able to gain the crucial support in Washington that was needed for the passage of the act. Edward P. Walsh, president of Wa­ terman, has stated in the past that "The Merchant Marine Act of 1970 was the key to our rebuilding program. We could not have gone ahead without it." In about a year, these three new SIUcontracted ships will replace six World War Il-built conventional freighters now on the run from the Gulf and East Coast to the Indian Ocean, Red Sea, Persian Gulf, Arabian Sea and Bay of Bengal. The Sam Houston has a cargo capac­ ity of 25,600 long tons, or 1,744,400 cubic feet. Her propulsion machinery is steam turbine, with a rated propulsion horsepower of 32,000. The ship's cruising radius at service speed is 18,500 miles. Principal speaker at the launching ceremonies was Robert J. Blackwell, assistant secretary of Commerce for maritime affairs. Commenting on the completion of the three-ship building program. Blackwell said, "This is an accomplishment in which all of you in Avondale—blue collar and white collar—can take pride. For series production of standardized ships is a key element in closing the price gap between U.S. and foreign shipbuilding costs. It also is an under­ lying principle of the 1970 Act which is geared to improving the competitive position of American shipyards and shipping lines." "I think we can agree that we have come a long way in just a few short years. Our shipbuilding industry has made quantum jumps in productivity, and I believe it will continue to improve its competitive position with each pass­ ing year." 1970 Marine Act Helps Waterman Rebuilc Last month when the SS Sam Hous­ ton was launched from the Avondale Shipyards in New Orleans, it marked the completion of Waterman's threeLASH shipbuilding program which was subsidized by the Merchant Marine Act of 1970. The funds which Waterman obtained from the government after the passage of this Act were crucial in the com­ pany's construction of three LASHtype vessels. The Robert E. Lee and the Stonewall Jackson were launched last year. Before this legislation was passed there weren't any federal funds avail­ able for operating cost subsidies or for ship construction. Waterman was just one of many American companies that were strug^ing under heavy com­ petition from the cheaper-to-operate foreign-flag vessels. The 1970 Act, which was spear­ headed by the SIU's Washington legis­ lative efforts, also provided operating differential subsidies along with funds to be used for shipbuilding. Waterman is one company that benefited greatly from these subsidies. The company was able to secure a 20-year contract for Trade Route 18— from the Atlantic and Gulf coasts to the Red Sea, Persian Gulf and Indian Ocean. It also obtained two short-term three-year contracts for Trade Routes 12 and 22 (the entire Far East, with the exception of Singapore and Indonesia) and Trade Route 21 (the United King­ dom and the continent, with permission to call at Baltic and Scandinavian ports). Both short-term contracts will be converted to 20-year ones in the future, after public hearings are held. The Waterman Steamship Corpora­ tion today is one of the major freight cargo steamship operators in the U.S. It was founded by John B. Waterman and two associates in 1919 in Mobile, Ala. Waterman, a native of New Or­ leans, came to Mobile in 1902, and until his death in 1937 helped establish Mo­ bile as a major port. At the time of World War II, Water­ man was operating 125 vessels (37 of its own), with 450 employees located at shipping centers from the Gulf to the North Atlantic. In 1955 Waterman sold all its capital stock to McLean Industries, Inc. In 1965 McLean sold its interests to Cor­ nelius and Edward Walsh, with the for­ mer becoming chairman of the board of Waterman Industries, and the latter president of Waterman Steamship Cor­ poration. A year later the Walsh inter­ ests sold half of their stock to United States Freight Company. Waterman In­ dustries and United States Freight, which is a holding Company, now jointly own Waterman Steamship Cor­ poration. When the Walsh's took over Water­ man in 1965 they bought a company containing 16 C-2 ships. Since then, they have replaced them with C-4's, mariners and now the three new LASH ships. Ed Walsh says, "We built up an old World War II fleet into a much more modern and effective fleet. The Mer­ chant Marine Act of 1970 was the key to our rebuilding program." Seafarers Log �2nd OBO, the Ultrasea, Takes on Her SlU Crew Another ship built under the Mer­ chant Marine Act of 1970 to curtail the foreign-flag monopoly on the United States' bulk trade—the giant oil, bulk and ore (OBO) carrier, Ultrasea (Aries Marine) — took on her SlU crew Mar. 11 in San Diego, Calif. The Ultrasea will sail from San Diego to Vancouver, Canada, where she will load grain and head for Japan. She'll then go to the Persian Gulf for oil. took place more than a year ago about the same time the Ultramar was launched. The contract for these ships was the first one awarded under the Merchant Marine Act of 1970 for oil, ore, bulk carriers, another example of the bene­ fits of the Seafarers Political Activities Donation (SPAD) fund which, through the contributions of the mem­ bership, helped produce the legislation to build these new vessels. The results are more jobs for Seafarers. The 80,500 dwt San Clemente-class carrier joins her sistership, the Ultra­ mar, which was the first OBO built for the company. The Ultramar sailed on a round-the-world maiden voyage Aug. 8 from Vancouver to Japan. She was then the largest oil, bulk, ore carrier ever built on the West Coast. Like her sistership, the 16.5-knot Ultrasea is of the maximum length (S92V2 feet) that can transit the Pan­ ama Canal. The steam turbine, single screw ship has a beam of 105 feet 9 inches and a depth of 62Vi feet. Keel laying of the Ultrasea, which will provide more jobs for Seafarers, She was built at the National Steel and Shipbuilding Co. yard in San Diego. A Giant of the Great Lakes Presque Isle,World's Largest Tug-Barge Debuts A new addition to the SIU's grow­ ing merchant fleet on the Great Lakes — the 1,127-foot M/V Presque Isle (U.S. Steel), believed to be the globe's biggest tug-barge, recently completed her maiden voyage. The $35-million tug-barge is unique in that, although she looks like a super ore carrier, her 152-foot tug fits into a slot at the stern of the 975-foot barge. She is second in size only to the largest ore carrier on the Great Lakes, the Stewart J. Cort (Bethlehem Steel). The Presque Isle's Seafarer crew delivered 52,000 tons of taconite iron ore pellets (enough to manufacture 10,000 automobiles) to South Chicago and Gary, Ind. from Two Harbors, Minn, on Dec. 22. Completing the 1,700-mile roundtrip to Erie, Pa. in six days, where she was built for Litton Industries, the Presque Isle went into winter layup to fit out sometime in early Spring. The tug-barge was christened Dec. 8 and after sea trials on Lake Erie crewed Dec. 15. Her five-deck tug, built in New Orleans, is powered by twin 7,500 hp diesels which push the barge at 16 mph. A 250-foot unloading boom dis­ charges 10,000 tons of cargo an hour. S/U Firm's 7ih New Ship in 3 rears I AT SEA i I .J •V7i Sea-Land Venture Able-seaman E.E. Lindberg was injured while-working on deck on sailing day from Rotterdam, the Netherlands. He was hospitalized there. The ship docked in Houston for a payoff Feb. 26. Ship's Chairman is Bosun Charles Boyle, reporter-secretary is Chief Steward John E. Adams and Educational Director is Electrician-Pumpman Charles Henley. SS Yellowstone A bumed-out electric blower in the forced draft ventilator system in the engine room of the SS Yellowstone (Ogden Marine) produced a 1 a.m. smokey fire Feb. 2 near Cape Town, South Africa. As smoke poured from the fire room vent, the ventilator system went out on the starboard side soaring the temperature to 120 degrees. Only the quick action in the emergency of Chief Electrician S. P. Gondzar saved the day. Rolling out of the sack five minutes after the fire began, he isolated the burned out blower. By afternoon coffee time, the vent system was back in operation dropping the temperature ih the engine room back to normal. "Luckily," says engine delegate John H. Ford, "there was a spare blower motor on board." He and the entire engine department thanked and com­ mended Gondzar and his electricians for their unselfish devotion to duty. SS Vantage Horizon The Military Sealift Command has chartered the tanker. Vantage Horizon (Vantage Steamship) to carry about 33,000 tons of bunker C Fuel from the Arabian Gulf to the United Kingdom, the continent of Europe, the Azores, and West Africa. SS Seatrain Georgia On a two to four month run on the West Coast is the Seatrain Georgia carrying 15,000 tons of dry cargo for the U.S. Government. SS Penn Challenger Still carrying oil last month from Black Sea ports is the 30,000-dwt tanker Penn Challenger (Penn Navigation). She discharged her tanks on the U.S. East Coast. USNS Taluga The SIU crew of the USNS Taluga (Hudson Waterways) got high marks for "outstanding support performance" in the first part of this year from both the commanders of Service Group 3, Pacific, and Adm. W. S. Guest, Military Sealift Command, PAC. This is the second time the Taluga crew has been cited. Over a year ago MSC chief, Adm. John D. Chase visited the ship in San Francisco Bay saying "The civilian crew on the Taluga are all performing in an outstand­ ing manner." Adm. Guest added "Taluga has again shown the way. Your performance continues to be rated outstanding and best in the West in spite of hectic, numerous reschedulings and three diversions. Despite fast changing require­ ments, she has always been ready to meet all commitments. It is my distinct pleasure once again to extend a well done to all hands." The ship was judged on reliability, mission effectiveness and readiness, maintenance and performance and management practice. Mi n Lakes Ore Carrier Fleet Grows As H.Lee White is Launched With Great Lakes carriage of coal and iron ore helping to beat the energy crunch, the SlU-contracted American Steamship Co. of Buffalo, N.Y. has launched the 32,080-ton H. Lee White, its seventh new ship in three years. . The $15-million ore/bulk self-unloader, launched late last year at the Bay Shipyard in Sturgeon Bay, Wise, was the third new ore carrier added to the company's fleet in 1973. She was the largest ship ever built in that ship­ yard. At 704 feet, the twin-diesel H. Lee White will be .christened in June to join her sister-ships, the SlU-manned Charles E. Wilson and the Roger M. Kyes, both launched last summer. Three more new ore carriers for the steamship company's 21 carrier fleet are on order. The first, an 18,000-ton, 630-foot vessel, will be delivered next March 1974 year in April. In 1976, a 680-foot ship will go into service. Finally, in 1977, a 780-foot, 42,000 dwt self-unloader worth $20 million will be built for the firm to carry 30,000 tons of iron ore or 25,000 tons of coal for a total of 1.8-million to 2-million tons during a Lakes season. f! r .*1 She will be the third largest selfunloader on the Great Lakes. The new unnamed vessel will also be the first ship on the Lakes with double-belted, twin-conveyor machinery in her hold to unload coal. The H. Lee White can unload 6,000 tons an hour from her six holds with conveyors and a boom on rails. She also has 1,000 hp stern and bow thrusters for maneuverability. The new ship succeeds the former H. Lee White, operating since 1945, which will be renamed the SS Sharon. A new lady of the lakes, the 32,000-ton bulk carrier, MV H. Lee White makes a big splash at year end as she's launched at the Bay Shipyard in Sturgeon Bay, Wise, for service in June. Page 13 i'I ,:f li. j -I �Keep the Door Locked! HISTORIC PRESERVATION. • V f "4 /^ . V >" . .' Makes the Rounds ; >the latest edition ot the Seafarers Log has just b^ re^^ ihied to me after making its rounds in the neighborhood. ~ • Because of the Log, folks around here are ^tter informed i !of the real facts concerning the maritime industry. Many local ; 'businessmen are now beginning to write their Congressmen ' , mging them to support such important maritime bUls as the ^ • Qillmports Quota law. / There was a time when the neighbors borrowed the local morning newspaper-Amow its the Seafarers Log. FntfmnaDy, Alhms & ^ishbs Stronghold on Job Security Far more than any one piece of federal sgislation, the Jones Act of 1920 proects the livelihoods and job security of seafarers and thousands of other Amer­ ican maritime workers. One of the Act's major provisions states that any and all cargoes shipped from one U.S. port to another U.S. port must be carried on an American-flag, American-manned vessel. This provision completely covers not only our nation's domestic coastal and intercoastal deep sea trade, but also traffic .on our vast inland waterway sys•tein including our rivers and the Great Lakes. in view of the fact that nearly 50 percent of die approximate 560 deep sea vessels operating under the Ainerican flag are engaged strictly ifl domestic ship­ ping, total retention of this provisioii^of the Jones Act is extremely vital to Ihe very existence of the U.S. inerchant marine. Another important provision of the Act is that all vessels which do engage in domestic trade miist be built in an Amer­ ican shipyard. And, looking to the future, the soon to be built Trans-Alaska Pipeline will spur the need for at least 40 new crude car­ riers, all of which, because of the Jones Act, must be constructed in American yards for the American-flag fleet to be manned by American seamen. With the exception of several occasions during the crucial days of World War II, the Jones Act has been strictly enforced since its passage over 50 years ago. However, in the last few months alone, the big oil lobbies and other special in­ terest groups have initiated seven pro­ posals for waivers of the Act's provisions. Let us look at some of these recent at­ tempts . • During the Senate debate on the Emergency Energy Act last December, Sen. Paul Fannin (R-Ariz.) introduced Page 14 an amendment that would have allowed for "case by case" waivers of the Jones Act to allow foreign-flag ships to carry fuel between U.S. ports. It was defeated. • A bill, still pending action in the Senate, was introduced by Sen. Robert Packwood (R-Ore.) that would permit foreign-flag ships to carry fertilizer from Alaska to West Coast U.S. ports. The product in question is manufactured by a subsidiary of a large oil company. • A proposal was made by the De­ partment of Defense to allow liquid natural gas to be transported from Alaska, and coal from Norfolk to New England via foreign-flag ships. A-definite pattern in these attempts to breach the Jones Act is clearly emerging. The requests are always for a few for­ eign ships to operate on a temporary basis. Yet the long term, underlying pur­ pose of these concerns is the eventual total destruction of the Act's power. The oil concerns have given no sub­ stantial cause for any of these waivers. Their reasons are contrived and their proposals unwarranted. In studies conducted by the Maritime Administration, it has been firmly estab­ lished that no part of the nation. New England included, has suffered any short­ age due to lack of U.S. shipping tonnage. SIU President Paul Hall has notified the House Merchant Marine and Fish­ eries Committee that "there is no justifi­ cation for permitting foreigners to invade our coastwise shipping on any pretext; particularly since we have adequate ton­ nage to serve our coastwise require­ ments." The U.S. must not allow foreign-flag operators in any circumstance to invade our domestic shipping rights. And, the SIU backed by the AFL-CIO and the Maritime Trades Department, will continue to fight all attacks against this Act—our stronghold on job security. In view of the many accmhpiishments within the niaritiipe industry in the last few yearn and of the many battles that lie ahead, strong support of SPAD becomes more and more nec­ essary every day. In the tradition of this Union, we must all pull together and support our friends In the legisiatura^ > , Loyalty is spelled SIU! \ - • J^teniaBy» AftLonuis,!!^ ' - - -^Bromrrffle, N;K I:i —fare Pjan HelpsJ J' ^ ^ ' • I i 4 . In the past four years since tt^ death of my wife I have beenv'-iA;-:.' in tlm hospital many times—^and each time the SIU has come through for me. If not for the SIU's Welfare Flan I would have had to sell my home to meet the hospital and doctor bills. Young men just entering the industry should be aware of what it really means to be 100 percent Union and how our Union wprks when you are down on your luck. fid yoms, •• i *r- . , ' *. s^mm IM, Bdeiiji N»C€; .... .y' xxxvi. No. 3 PH^icatfon of Saafawre International Union of North Amenca, Atlantic. Golf, Ukes and inland Waters District, AFLHCIO : Executive Board Paul Hall, Pf^sfdent 389 s "• , 'j > i Seafarers Log �SEAFARERS LOG OFFICIAL PUBLICATION OF THE SEAFARERS INTERNATIONAL UNION • ATLANTIC, GULF, LAKES AND INLAND WATERS DISTRICT • AFL-CIO Variety of Measures Passed at Quarterly Meeting MIAMI—The Executive Board of the AFLCIO Maritime Trades Department took action on a wide range of issues of vital importance to Sea­ farers and other workers, among them a call for passage of legislation that ^ould require a percent­ age of U.S. oil imports to be carried on Americanflag ships. In its two-day quarterly meeting here on Feb. 14-15, the MTD Executive Board also announced vigorous opposition to a proposed plan to abolish the House of Representatives' Merchant Marine and Fisheries Committee. The MTD Board sessions were chaired by SlU President Paul Hall, who heads the Department which is composed of 44 national and interna­ tional AFL-CIO unions representing eight million workers. The MTD Executive Board said that the tanker requirement legislation, presently the subject of hearings before the House Merchant Marine and Fisheries Committee, would remove a threat to "the nation's political and economic freedom of action." Citing the oil producing countries' cut-off of oil to the United States, the Board cited the fact that the U.S. is dependent on foreign-flag tankers for the carriage of 95 to 97 percent of our oil im­ ports—a dual dependency that is dangerous to the nation's welfare. Attacking the opponents of the legislation, led by major American oil companies and their front organization—the Federation of American Con­ trolled Shipping, the MTD Board said "it is im­ portant that they no longer be allowed to place their own selfish interest above the welfare of the United States." The MTD Board pointed out that the oil cargo legislation "in addition to strengthening our secu­ rity, would provide jobs for American workers, improve the nation's balance of payments position and better protect our environment." With respect to the proposal now being consid­ ered by the House Select Committee on Commit­ tees that would radically change the present Com­ mittee structure in the House, the MTD Board stressed the effectiveness of the House Merchant Marine and Fisheries Committee as it is presently constituted. Abolition of the Merchant Marine Committee and the scattering of its functions among several other committees would be "counter productive," the MTD Board said. In urging retention of the Merchant Marine Committee, the maritime labor group said that the nation needs "more urgently than ever before the benefits of the leadership that can best flow from the House Merchant Marine and Fisheries Committee " In addition, the MTD has been advised by the railway unions that the proposed dissolution of the Interstate and Foreign Commerce Committee into a Public Works and Transportation super com­ mittee, would rob them of the expertise in railway matters the Interstate Committee has acquired over the years. The MTD Executive Board also took action on many other matters of vital concern to not only the American maritime worker, but all American workers, the American consumer, and the nation as a whole. Myth of Eflfective Control For years now, American oil companies and various Federal departments have maintained that American-owned vessels under the registry of foreign nations are still "effectively controlled" by the United States. t '4- I SlU President Paul Hall, center, also president of the AFL-CIO Maritime Trades Department, chairs a session of the MTD's Executive Board meeting in Bal Harbour, Fla. last month. Hall is flanked to the left by Pete McGavin, MTD executive secretary-treasurer, and to the right by William Moody, MTD administrator. The MTD Board, by citing a recent interna­ tional incident, proved that "effective control" is nothing more than a convenient theory put forth by these concerns—and constitutes dangerous na­ tional policy. Last November, Liberia issued an executive order prohibiting any vessel flying the Liberian flag, many of which were American-owned, from carrying arms to the Middle East, thereby seriously affecting U.S. foreign policy. Energy Policy The MTD pointed out that, at the present time, the U.S. lacks both a strong national energy policy and the organizational framework to implement one. The Board affirmed that the U.S. "must develop a coordinated master plan," which would clearly define and efficiently administer a national energy policy, to insure the competitiveness of U.S. in­ dustries and achieve the goal of national energy independence. Oil Firm Responsibility The Executive Board noted that, encouraged by tax loopholes, the oil industry has neglected the building up of domestic refinery capacity, concen­ trating on the expansion of its foreign operations, which dangerously increases our dependence on foreign sources for our energy needs. In addition, the MTD released a 62-page report entitled America's Oil Industry: End of a Myth, which bares the causes of the energy crisis and urges Congress to take swift action "to insure that the American people will never again find them­ selves at the mercy of a small group of multina­ tional oil companies and oil producing nations." Mutual Aid Pacts In 1958, U.S. airlines instituted a strike insur­ ance plan, the so-called Mutual Aid Pact, whereby struck companies are reimbursed by other com­ panies for any losses incurred during a labor dis­ pute. The Act has proved a failure, in that, instead of preventing strikes it has induced and prolonged them. To prevent such strike insurance systems from spreading to other U.S. industries and to preserve industrial peace for this nation, the MTD Execu­ tive Board urged Congress to implement measures outlawing all such strikebreaking mutual aid pacts. i MSC's Plans The Military Sealift Command is seeking to take over privately-owned merchant ships now operat­ ing under charter to the Navy. The move would eliminate hundreds of jobs now held by civilian seamen and create a greater burden on the Amer­ ican taxpayer. The Executive Board denounced the proposed action, and again affirmed that the privatelyowned and operated U.S. merchant marine is thor­ oughly capable and willing to provide any and all support services to the miUtary. Pension Reform The MTD urged that quick and deliberate ac­ tion be taken to enact Federal pension plan regu­ lations that would effectively safeguard the inter­ ests and rights of the American worker. Over the years, too many workers have been cheated out of their legitimate benefits because of poor funding, inadequate record keeping, payment delays and, in some cases, plan termination due to so-called "business reasons." Jones Act Using the energy crisis as an excuse, the U.S. oil and energy firms continue to wage a determined campaign to breach provisions of the Jones Act, which protects American domestic shipping from being invaded by foreign-ffag vessels. The MTD maintains that any such breach, no matter how small, would open the door to the oil concerns to eventually wipe out the strength of the Jones Act entirely. Mort Brandenburg The MTD Executive Board expressed its pro­ found grief and sorrow at the death of Mort Brand­ enburg, president of the Distillery, Rectifying, Wine and Allied Workers' International Union of America. The Board called him "a good friend and colleague, a dynamic and respected labor leader, a valued and active member of this Board and a strong and progressive voice in the trade union movement." Brother Brandenburg is succeeded as president of his union by George J .Oneto, who will also serve on the MTD Executive Board. • '''I v.»f I il: •SI" 1 l-i �a 5 wy j;- f^.^'JU WW! SlU and MTD President Paul Hall confers with W.Wimpsinger.Vlce President of the Association of Machinists and Aerospace Workers while Morris Weisberger, Executive Board member and executive vice president of SlUNA looks on. Leon Schachter, Executive Board member and vice president of Amalga­ mated Meat Cutters and MTD President Paul Hall listen as Charlotte Roe, executive director of Frontlash reports on her organization's efforts in get­ ting young people registered to vote and actively involved in politics. • 1 •t' MTD delegates acted on a variety of vital issues during the mid-winter Executive Board meeting in Miami, Fla. heid February 14-15. 1 •' Floyd Smith, Executive Board member and president of the Machinists and Aerospace Workers Union listens as MTD delegates discuss business. Peter Hall (left), secretary-treasurer and James Housewright, Executive Board member and president of the Retail Clerks International Association. Jack Curran, legislative representative of the Laborers' International Union gave a comprehensive report on the status of pension legislation in Congress. Merle Adium (left), of the SlUNA's Inland Boatmen's Union of the Pacific and Stephen ' PRIIP FYfirutivp Board member and oeneral vice oresident of the International Union Executive Board members Ben Feldman, president of the Leather Goods, Plastics and Novelty Workers and' Louis Isaacson, president of the Dolls, Toys and Playthings Workers listen to status report on Trade Bill legislation. Thomas Murphy (left). Executive Board member and president of the Brick­ layers, Masons and Plasterers Union and Bernard Puchalski (center)^ presi­ Robert Coonoy (standing). Executive Board member and vice president of the Bridg^ dent of the Chicago Port Council listen to Executive Board member ueorge Oneto, president of the Distillery Workers Union give a report. Structural and Ornamental Iron Workers addresses delegates as Executive Board member Russell Crowell (seated at right), president of the Laundry and Dry Cleaning Union looks on. I Michael Monroe (left), vice president of the Brotherhood of Painters and Allied Trades. Al Heaps (center). Executive Board member and secretarytreasurer of the Retail, Wholesale and Department Store Union, and Harvey Poole, executive vice president of Amalgamated Meat Cutters. •!??•-. ') Joseph Ames (left) of the Federation of State, County and Municipal Em­ ployees, and William Lucy, Executive Board member and secretary-treasurer of that union attend the meeting. Id 1- Special Supplement Executive Board member Page Groton, assistant to the Executive Board member George Knaly of the Brother- president of the Boilermakers and Iron Ship Builders dehood of Electrical Workers reads report to MTD delegates, livers report of the Commission on American shipbuilding. Dominic assistant to the |presi-* UUIIMIHty Carnevale, oaiMovai*=>, administrative im • • "itters, was was dent of the Association of Plumbing and• Pipe FiUers, Executive designated to represent his organization as an Executive C. L. Dennis, Executive Board member and president of the Raiiway, Airline and Steamship Clerks discusses pending legislation with MTD President Hall. Board member. Special Supplement •A, ' tI- 1'.i �The Journeymen Barbers, Hairdressers and Cos­ metologists' International Union of America International Brotherhood of Boilermakers, Iron Ship Builders, Blacksmiths, Forgers and Helpers Boot and Shoe Workers' Union Bricklayers, Masons and Plasterers International Union of America United Brotherhood of Carpenters and Joiners of America United Cement, Lime and Gypsum Workers In­ ternational Union Communications Workers of America Distillery, Rectifying, Wine and Allied Workers' International Union of America International Union of Dolls, Toys, Playthings, Novelties and Allied Products of the United States and Canada, AFL-CIO International Brdtherhood of Electrical Workers International Union of Elevator Constructors International Union of Operating Engineers International Association of Fire Fighters International Brotherhood of Firemen and Oilers Glass Bottle Blowers' Association of the United States and Canada American Federation of Grain Millers Graphic Arts International Union Hotel and Restaurant Employees' and Bartenders' International Union International Association of Bridge, Structural and Ornamental Iron Workers Laborers' International Union of North America AFL-CIO Laundry and Dry Cleaning Interna­ tional Union International Leather Goods, Plastics and Novelty Workers Union International Association of Machinists and Aero­ space Workers There are 44 anions representing eight miUioH f ftm^ the Maritime Trades Department. While many of the member unions do not have interests directly relating to maritime affairSy they find it to their distinct advantage to belohg to the MTD. They benefit from being part of a strong organization that is extremely success­ ful in obtaining passage of favorable legislation in Congress: an organization that has a; strong voice in the American labor movement. The 44 member unions of the MTD are: Industrial Union of Marine and Shipbuilding Workers of America Amalgamated Meat Cutters and Butcher Work­ men of North America Office and Professional Employees International Union Oil, Chemical and Atomic Workers International Union International Brotherhood of Painters and Allied Traded of the United States and Canada United Paperworkers International Union Operative Plasterers' and Cement Masons' Inter­ national Association of the United States and Canada United Association of Journeymen and Appren­ tices of the Plumbing and Pipe Fitting Industry of the United States and Canada International Brotherhood of Pottery and Allied Workers International Federation of Professional and Tech­ nical Engineers Brotherhood of Railway, Airline and Steamship Clerks, Freight Handlers, Express and Station Employees Retail Clerks International Association Retail, Wholesale and Department Store Union United Rubber, Cork, Linoleum and Plastic Workers of America Seafarers International Union of North America She^t Metal Workers International Association American Federation of State, County and Mu­ nicipal Employees United Telegraph Workers United Textile Workers of America Upholsterers' International Union of North Amer­ ica American Guild of Variety Artists MTD 'Score Sheet' The Maritime Trades Department is cur­ rently compiling a "congressional score sheet" listing members of the House and Senate and how they voted on key pieces of maritime legislation. The score sheet is similar to the one that AFL-CIO COPE prepares on Congressmen on their overall labor voting record. Some of the bills to be listed on the MTD score sheet are the Oil Cargo Bill, USPHS Hos­ pitals, the Fannin Amendment to the Jones Act and the Alaska Pipeline issue. All other maritime legislation will he similarly listed in order to guide the political activities of the department's affiliates. the PRESIDENT'S REPORT: 74 Million Members Strong: American Labor Supports SlU Programs W E HAVE SAID MANY TIMES that the Paul Hall s's' K ' ||:'•-TT' continued strength and the future of our Union and our industry lies in the unity of this membership. There is another kind of unity—the unity of the American Labor Movement—that is adding the strength of 14 million Amer­ ican workers in the Seafarers'fight for legislative programs which will provide our membership with continued growth and job security. We have recently concluded our quar­ terly meeting of the Maritime Trades Department where some 44 national and international unions—representing eight million workers — unanimously adopted our programs for an oil import quota bill; for a federal pension bill which will safeguard the rights of our members under our Pension Plan; for a continued vigorous fight against those who would destroy the Jones Act, and for the continuation of the effective House Merchant Marine and Fisheries Committee, Beyond this, all of the maritime reso­ lutions adopted at the Maritime Trades Department Convention last year were unanimously supported by the Executive Council of the 14 million member AFLCIO, Resolutions supporting the Sea­ farers' legislative programs have been adopted by State Labor Federations in nearly every state in the nation calling on their members to write to their Con­ gressmen to support our programs. This support of the American Labor Movement is essential to the achieve­ ment of our goals. It is true that nobody is going to help the sailor but the sailor himself—and as Seafarers, we have ini­ tiated the programs which have revital­ ized the American merchant marine and built the job security of this member­ ship, But the support of the labor move­ ment has been of immeasurable help in securing passage of those bills which have moved us to progress. We can point to the Merchant Marine Act of 1970, the preservation of the United States Public Health Service hos­ pital system. Congressional resistance to repeated attacks on the Jones Act, and appropriations to implement this nation's shipbuilding program as evidence of our successes. The support we have and are now receiving is because we—as Seafarers— have understood the meaning of unity within the labor movement. Since our earliest days we have stood in the fore­ front of the struggles of our brothers in their fight to organize and win decent wages and working conditions. Many of our old-timers will remem­ ber the bitter "Battle of Wall Street" in 1949, And many of our members re­ member the long strike of the New York City Welfare Department workers and the long hours of picket duty in a bitter cold winter, and the heat in the fields of Delano in California for the United Farm Workers.This is a continuing process and at this verymoment we are involved in a number of organizing programs with our AFL-CIO affiliated organizations. But this is what the American Labor Movement is all about. Brother helping brother to organize and achieve a decent standard of living for all Americans, And this is why our involvement and our commitment to the Maritime Trades De­ partment and the AFL-CIO is so impor­ tant, It represents unity and strength— not only for Seafarers—but for all Amer­ ican workers and their families. Again, nobody is going to help the sailor but the sailor himself. We are going to have to continue to initiate the programs that will benefit our Union and the maritime industry. We are going to have to lead the fight to see to it that our legislative programs for ships and cargo and job security for our membership are successful. However, the united support of all affiliates in the Maritime Trades Depart­ ment, the strong legislative support of the AFL-CIO and the grassroots support from local and state central councils all add strength and encouragement to our continuing fight in Congress for the pro­ grams that are so vital to our member­ ship. But basically the fight is ours. In Washington we must be constantly alert to attacks on our Union and our industry from the giant oil and grain lobbies, and the foreign-flag operators. And it is all of us as Seafarers who must participate in our legislative efforts through our support of SPAD to get more ships and more cargo. We have the strength; we have the understanding; we have the determina­ tion—and we have the unity to achieve our goals. .J �Digest of SlU CHARLESTON (Sea-Land), Janujary 20—Chairman J. F. McCollom; Secretary Hutchins; Deck Delegate P. IMcDaniel; Engine Delegate J. J. Tobin; I Steward Delegate A. Romero. EveryJthing running smoothly. No disputed loT. A vote of thanks to all delegates [for a job well done and for the coopera[tion of the entire crew. Observed one j minute of silence in memory of our dej parted brothers. Next port Baltimore, (Md. SEA-LAND GALLOWAY (SeaiLand), January 6—Chairman Peter A. Ucci; Secretary Duke Hall; Education­ al Director Emerson Walker; Steward Delegate Thomas Ventura. No disputed OT. Vote of thanks to the messmen for an excellent job in the crew mess and to the steward department for a fine Christmas dinner. Observed one min­ ute of silence in memory of our de­ parted brothers. SEATTLE (Sea-Land), January 13 I—Chairman Gionniotis; Secretary T. I Deloach; Educational Director Tselentis; Deck Delegate S. Rossoff; Engine Delegate C. Thompson; Steward Del­ egate J. Fanoli. $16 in ship's fund. No disputed OT. Everything running smoothly. Next port in New Jersey. TAMARA GUILDEN (Transport Comm. Corp.), January 6—Clliairman H. O. Leake; Secretary S. Hawkins; Educational Director Poulakis; Stew­ ard Delegate M. DeGollado. $6 in ship's fund. Some disputed OT in deck and steward departments. Next port Seven Isles. DELTA ARGENTINA (Delta Lines), January 21—Chairman Recer­ tified Bosun Jean Latapie; Secretary S. Wright; Educational Director J. D. Burchinal; Engine Delegate Edward J. Kosecki. $5.95 in ship's fund. $200 in movie fund. Some disputed OT in stew­ ard department. Everything running smoothly. Next port Houston. TRANSIDAHO (Hudson Water­ ways), January 7—Chairman Recerti­ fied Bosun Elbert Hogge; Secretary O. Vola; Educational Director Robert E. LaGasse; Steward Delegate Juan Ruiz. Bosun had a discussion on contributions to SPAD and how everyone should go to Piney Point to upgrade themselves. Some disputed OT in deck department. Vote of thanks to the steward depart­ ment for a job well done. Next port San Juan. Ships' Meetings Iberville Ship's Committee The SlU-manned freightship Iberville, operated by Waterman, came into the port of New Orleans on Feb. 12 before embarking on a Far East voyage. The ship's committee noted they are looking forward to a smooth run. They are. from the left: William Simmons, deck delegate; Donald Chestnut, ship's chairman; Eddy A. Bowers, steward delegate, and Harvey M. Lee, secretaryreporter. IBERVILLE (Waterman Steamship), January 23—Chairman Donald Chest­ nut; Secretary Harvey M. Lee; Educa­ tional Director Stephen Divane; Engine Delegate J. J. Logan, Jr.; Steward Dele­ gate Eddie Bowers. No disputed OT. Everything running smoothly. BETHTEX (Bethlehem Steel Corp.), January 20—Chairman W. T. Baker; Secretary T. A. Jackson; Educational Director James M. McDonald; Deck Delegate G. A. Paschall; Engine Dele­ gate Edmund Lee Bumette. No disputed OT. Observed one minute of silence in memory of our departed brothers. Next port Houston. DELTA MAR (Delta Lines), Janu­ ary 13—Chairman J. Collins; Secretary D. Collins; Educational Director E. Synan; Steward Delegate Peter Hammel. $5.20 in ship's fund. No disputed OT. A vote of thanks to the steward depart­ ment for the fine food. Next port Rio de Janeiro. ALEX STEPHENS (Waterman Steamship), January 6—Chairman A. Antoniou; Secretary H. Donnelly; Edu­ cational Director A. Cox. $35.25 in ship's fund. No disputed OT. Held a general discussion on LASH ships. Next port Aquaba, Jordan. SEATRAIN CAROLINA (Hudson Waterways), January 31—Chairman Enos E. Allen; Secretary O. Payne; Deck Delegate Richard C. Mason. $43.38 in ship's fund. No disputed OT. Everything running smoothly. Observed one minute of silence in memory of our departed brothers. PANAMA (Sea-Land), January 27 —Chairman C. A. Perreira; Secretary V. Gerner; Deck Delegate V. C. Dowd; Engine Delegate G. Byoff; Steward Del­ egate C. A. Carter. No disputed OT.. Everything running smoothly. Next port Long Beach. PECOS (Hudson Waterways), Janu­ ary 13—Chairman Billie Price; Secre­ tary J. B. Harris; Educational Director James Chianese. No disputed OT. A vote of thanks to the steward depart­ ment for a job well done. GALVESTON (Sea-Land), January 6—Chairman Recertified Bosun Denis Manning; Secretary Gus Skendelas; Ed­ ucational Director Maurice D. Stover; Deck Delegate Walter H. Rogers; En­ gine Delegate John A. Sullivan. $26.65 in ship's fiind. No disputed OT. Every­ thing Tunning smoothly. Observed one minute of silence in memory of our de­ parted brothers. Seatram Georgia Committee COLUMBIA (Ogden Marine), Janu­ ary 12—Chairman L. Gribbon; Secre­ tary C. Lanier; Deck Delegate C. Bairstow; Engine Delegate E. Williams; Steward Delegate R. Adams. Some dis­ puted OT in deck and engine depart­ ments. A special vote of thanks by the crew to the steward department for the good menus and quality of food still being served after so long a time. Next port New York. ROSE CITY (Sea-Land), January 27 —Chairman J. Cisiecki; Secretary D. F. Kaziukewicz; Deck Delegate Charles Frank; Engine Delegate Brooke Butler; Steward Delegate Francis Smith. Some disputed OT in deck and engine depart­ ments. Vote of thanks to the deck de­ partment for keeping up the messroom and pantry during off hours. A vote of thanks to the steward department for a job well done. March 1974 OVERSEAS ULLA (Maritime Over­ seas Corp.), January 20—Chairman John Leskun; Secretary John S. Burke, Sr.; Educational Director Franklin Mil­ ler; Deck Delegate M. C. Cooper; En­ gine Delegate Joseph Colly; Steward Delegate Herbert Hollings. $8.50 in ship's fund. No disputed OT. Have a dangerous cargo aboard so all crewmembers were advised to be careful where they are smoking. Next port Sardina, Italy, TRANSERIE (Hudson Waterways), January 20 — Chairman F. Johnson; Secretary F. DiCarlo; Educational Di­ rector L. Stanton. Had a long discussion on safety and observing safety rules. $15 in ship's fund. No disputed OT. Vote of thanks to the steward depart­ ment for a job well done. Next ports Rota, Spain and Augusta, Sicily. SEA-LAND GALLOWAY (SeaLand), January 20—Chairman Peter A. Ucci; Secretary Duke Hall; Educational Director Emerson Walker; Steward Del­ egate S. W. Wier. $65 in ship's fund. Had a discussion on safety aboard ship. Observed one minute of silence in mem­ ory of our departed brothers. I i •a t• I OVERSEAS JUNEAU (Maritime Overseas), January 13—Chairman Re­ certified Bosun R. F. Mackert; Secretary J. Gross; Educational Director D. Murphy; Deck Delegate John R. Murphy, Steward Delegate H. Gardner. No disputed OT. Vote of thanks to the steward department for a job well done. Next port, Capetown. <; TRANSOREGON (Hudson Water­ ways), January 20—Chairman Recer­ tified Bosun G. Mattioli; Secretary C. L. White; Engine Delegate David Able; Steward Delegate Fernando Zavola. No disputed OT. Everything running smoothly. Vote of thanks to all and to the steward department. Observed one minute of silence in memory of our departed brothers. TRANSHAWAH (Seatrain), Janu­ ary 6—Chairman Victor Carbone; Sec­ retary H. McCurdy; Engine Delegate William Cachola; Steward Delegate Darie Rio. No disputed OT. Vote of thanks to the steward department for excellent holiday dinners. Next port Baltimore, HOUSTON (Sea-Land), January 13 -Chairman Juan C. Vega; Secretary T. Williams; Deck Delegate Anderson Johnes; Engine Delegate R. Scotti. $4 in ship's fund. Some disputed OT in engine department. Everything running smoothly. Next port San Juan. ! '-.it Official ships' minutes were also received from the following vessels: MAYAQUEZ LA SALLE MARYMAR BROOKLYN MOUNT VERNON VICTORY The Ship's committee aboard the Seatrain Georgia gather for a photo in the ship's lounge at her most recent payoff in the port of San Francisco. They are, from left: T. Richbrds, ship's chairman; H. Wooten, steward delegate; P. Dolan, deck delegate; H. Sormunen, engine delegate, and P. Franco, secretary-reporter. The Seatrain Georgia will be laid up for a short while. I WALTER RICE I NEW YORKER •'V'4.- JACKSONVILLE J Page 15 A �wm New SIU Pensioners Joseph V. Bissonnet, 64, joined the SIU in 1944 in the port of New York sailing in the deck department as a bosun and an AB for the Marven Steamship Corp. Brother Bissonnet sailed 35 years on Ameri­ can-flag ships. Bom in Dallas, Tex., he is now a resident of Porterville, Calif. Markos E. Potiriadis, 66, joined the Union in the port of New York in 1956 sailing in the steward de­ partment for the Waterman Steam­ ship Co., Victory Carriers, Calmar Lines, Cities Service and Sea-Land Service Corp. Brother Potiriadis is a Navy veteran of World War II. Born in Egypt, he now resides in New York City. Fedele Di Giovanni, 66, joined the SIU in the port of New Orleans in 1954 sailing in the steward de­ partment for the Maritime Overseas Corp., the Mississippi Steamship: Corp., and the Penn Navigation Co. Brother Di Giovanni attended the seventh SIU Educational Confer­ ence at Piney Point, Md. He is a U.S. Navy veteran of World War II. Bora in New Orleans, he is now a resident of Metairie, La. with his wife, Philippa. Allen L. Miller, 65, joined the Union in the port of Galveston in 1956 sailing in the engine depart­ ment last for Cities Service. Brother Miller sailed for 28 years. A native of Columbus, Tex., he presently resides in Westlake, La. with his wife, Irene. Otto R. Hoepner, 65, joined the Union in 1945 in the port of Norfolk sailing as an AB in the deck depart­ ment. Brother Hoepner attended an SIU Educational Conference at the HLSS in Piney Point, Md. He is a 1934-1943 veteran of the Navy. A native of Hamburg, Germany, he now resides in New York City. Edward J. Jasinski, 67, joined the SlU-affiliated IBU in 1942 in the port of Chicago sailing in the engine department as an oiler on tugs for the Great Lakes Dredge and Dock Co., and the Clark Oil and Refining Co. Brother Jasinski presently lives in Chicago with his wife, Esther. •mi Ronald L. Karns, 48, joined tlfe SIU in 1946 in the port of New York sailing in the engine depart­ ment. Brother Karns was bora in Emlenton, Pa., and is now a resi­ dent of Metairie, La. with his son, Gary. John A. MacDonald, 67, joined the SlU-afiiliated IBU in the port of Detroit in 1961 sailing as an oiler in the engine department for the Dunbar and Sullivan Dredging Co. from 1942 to 1946. Bora in Nova Scotia, Brother MacDonald resides in Detroit with his wife, Christina. Joseph J. Melita, 65, joined the Union in 1944 in the port of Balti­ more sailing in the deck department. Brother Melita was bora in Balti­ more where he now lives with his wife, Louise. Salvador J. Malhabour, 65, joined the SIU in the port of Philadelphia in 1958 sailing in the steward de­ partment for the Waterman Steam­ ship Co., and Calmar Lines. Brother Malhabour is a native of the Philip­ pine Islands and presently resides in San Francisco. Alfred L. Yarhorough, 59, joined the SIU in 1945 in the port of Boston sailing in the steward depart­ ment. Brother Yarborough was a delegate from Seattle to an SIU Educational Conference at the HLSS in Piney Point, Md. Born in Seattle, he presently resides there. Juan Nieves, 64, joined the SIU in 1938 in the port of New York sailing in the deck department for Maritime Overseas Corp. and SeaLand Service Corp. Brother Nieves walked the picket line in the New York Harbor strike in 1961. Born in Puerto Rico, he now lives in La Riviera, Rio Piedras, P.R., with his wife, Gregoria. Daniel I. Butts, 65, joined the Union in 1938 in the port of New York sailing in the deck department as a bosun. Brother Butts sailed for 45 years. He was the SIU's Puerto Rico port agent for five years, an HLSS instructor, and had attended the Maritime Advancement Pro­ gram. A native of Staten Island, N.Y., he now resides in Colma, Calif, with his wife, Maria. Charles W. Hall, 51, joined the SIU in 1944 in the port of New York sailing in the steward depart­ ment for U.S. Steel. Brother Hall is a 1940-42 veteran of the Navy. Bom in Chattanooga, Tenn., he now resides in Baltimore. Q. P. Bailey, 65, joined the Union in the port of New York in 1955 and last sailed in the engine depart­ ment for the Mississippi Shipping Co. Brother Bailey was born in Alabama where he now lives in Samson with his wife, Willie Belle. Delta Brazil Committee Andrew Aspseter, 65, joined the SIU in the Great Lakes port of Detroit in 1959 sailing in the deck department as an AB. Brother Asp­ seter sailed for a total of 45 years. A native of Hubble, Mich., he is now a resident of Exeland, Wise, with his wife, Helen. Dioscoro B. Militar, 73, joined the SIU in 1943 in the port of New York sailing in the steward department last for Victory Carriers. Brother Militar sailed for 45 years. Born in the Philippines, he now resides in San Francisco. Fred Gentry, 67, joined the Union in the port of Houston in 1957 sailing in the engine department. Brother Gentry sailed for 51 years. He is a native of San Francisco where he now resides. James A. Hellems, 65, joined the SlU-affiliated IBU in the port of Buffalo in 1961 sailing as a tug deck­ hand for the Great Lakes Dredge and Dock Co. from 1957 to 1973. Brother Hellems currently resides in Rochester, N.Y. tfkffll Deep Sea' IBU — ...5:00p.m New York ...... Apri Philadelphia ...April Baltimore ..«v ,. April The Delta Brazil recently crewed up in the port of New Orleans for a voyage to Africa. Recertified Bosun Ewing Rihn-, center, who was one of the original committee members that set up the Recertification Program, will serve as ship's chairman. Electrician Abner Abrams, left, will serve as educational director and Chief Steward Robert Marion as secretary-reporter. Page 16 Houston New Orleans Mobile San Francisco ,. Columbus Chicago ....... Port Arthur ... Buffalo St. Louis , Cleveland 115... — Seafarers Log �'M New A Book Members 'A' Seniority Upgrading Program First Group to Graduate Under Expanded Program Henry Manning Seafarer Henry Manning obtained a Cook and Baker's rating from the Harry Lundeberg School in December, 1973. The 26-year old native of Texas ships out of the port of Houston. He's been in the €I U for eight years. I have learned several things that 1 needed to know about the Union. 1 have come to learn about the Union and how members feel about the Union. I believe that the Union is looking out for the best interests of the 'members, and I have learned in my "A" class the Union benefits and what it takes to be qualified for the benefits. I encourage each member to express his own views to the Union. Five more Seafarers achieved full books through the SIU "A" Seniority Upgrading Program and took the oath of obligation at the general membership meeting in New York this month. This group includes men who were able to upgrade under the new expanded program. The program, which was previously lim­ ited to graduates of the Lundeberg School's entry-rating program, now includes Seafarers who successfully complete an advanced course of training at the school. This month's class brings to 77 the number of members who have attained full book status since the upgrading program began last ywr. The five Seafarers are: Richard Makarewicz, Henry Man­ ning, Charles Kirksey, Thomas Kegney and Patrick Graham. The Seniority Upgrading Program was established in order to mahitahi tibe SIU's tradition of providing well-trained and highly qualified Seafarers for all its contracted ships. Its main objective is to prepare our members for the innovations hi the new ships being built, and to give all Seafarers a better understanding of the problems we face and how to deal with them in the future. On this page the five new "A" Seniority full book members tell in their own words what the program has meant to them. about Piney Point, I would recommend it liighly to him and encourage him in every way to attend. I have had the opportunity of getting a deeper insight into the workings of our Union and a better overall under­ standing of the role that our members and I play in the shipping organization. and the teaching staff that is at our dis­ posal at Piney Point. I learned quite a lot about our Union in the two weeks that I spent at Piney Point. We even took a trip to Washington to the Trans­ portation Institute; these people are there fighting for us. We must support SPAD. I honestly feel that if it wasn't for the fine leader­ ship in our Union, and SPAD dona­ tions, we would not be where we are today. The educational facilities at Piney Point are proof of just how far our Union has come. It is a place where all of our members, both young and old, can come to upgrade to better jobs, and to qualify for the new ships that are coming out. I know that my Union is working with me and for me. In Washington I saw the powerful political arm of our Union, and I learned the importance of our partici­ pating through our support of SPAD. In my two weeks of "A" Seniority Up­ grading in New York, I learned more about the Union than I thought I ever would learn. 1. Patrick Graham Seafarer Patrick Graham graduated from the Harry Lundeberg School in Aug. 1972. Born in Louisiana, the 21year old Seafarer ships out of the port of Houston. f; During the process of my seniority upgrading course I have seen with my own eyes how our Union actually oper­ ates. This is an asset to any member, for then he can fully understand his in­ dustry and what his Union is doing to protect his job security. Richard Makarewicz Seafarer Richard Makarewicz, who sails"out of the port of Baltimore, re­ ceived a QMED rating from the Harry Lundeberg School this past January. A native of Pennsylvania, he has been an SIU member for 11 years. Before entering the upgrading pro­ gram you could say that I was com­ pletely ignorant of the opportunities that are open to the members of our Union. During my stay at the school I had lots of time to sit back and observe, and I have come to find that it is the best vocational training school in the nation. If asked by another member year old Seafarer joined the SI U at the urging of his father, Clarence Burrows, who is a Chief Cook and has been an SIU member for 20 years. Seafarer Kirksey ships as oiler out of the port of Mobile. Charles Kirksey Today we use lawyers and lobbyists, not sticks and fists to achieve new jobs. Our industry has matured to a point where we can get more accomplished in Washington, D.C. than we can on the docks. Seafarer Charles Kirksey graduated from the Harry Lundeberg School in 1970. A native of Alabama, the 23- With a well-educated membership, as well as our strong leadership, we have nowhere to go except ahead. Thomas Kegney Seafarer Thomas Kegney graduated from the Harry Lundeberg School in 1966, and he upgraded to electrician at the School in 1971. Born in Brook­ lyn, the 25-year old Seafarer sails out of the port of New York. I was very impressed by the facilities V. •" '• iii Ei Oil Import Hearings have resumed on H.R. 8193, a bill to reserve a portion of oil import cargo for American-flag ships. There are already 226 sponsors of the House bill, and a companion bill in the Senate has been referred to the Commerce Committee. An SIU representative will testify in favor of H.R. 8193 this month. Committee Realignment By B. Rocker Social Security Increase As a result of a bill passed by Congress and signed by the President on Dec. 31, Social Security benefits will increase seven percent in March and another four percent in June. The increase replaces a 5.9 percent cost of living increase scheduled for July 1974. Benefits were raised by 15 percent in 1969, 10 percent in 1971, and 20 per­ cent in 1972 in an effort to step up benefits to match rising living costs. March 1974 The Select Committee on Committees has recommended abolishment of the Merchant Marine and Fisheries Committee and scattering of its work among other committees. SIU is strongly opposed to such a change. The Merchant Marine and Fisheries Committee has taken a leading role in the development of a strong U.S. merchant marine, has been concerned with the development of a balanced approach to the environment, and has pushed for development of a policy for the exploration of the oceans. Pension Plan Regulation ii .1 •A. The House of Representatives passed by a vote of 375 to 4 a bill to regulate the thousands of pension plans which cover more than 30 million workers in the United States. H.R. 2 combined provisions of bills from both the Ways and Means Com­ mittee and the Committee on Labor and Education. Page 17 .f ij i- �Portmar Ship's Committee The SlU-manned freightship Portmar, operated by Calmar Steamship Co., paid off in the port of Baltimore on Feb. 28 after another good intercoastal run. The Portmar's ship's committee took time out for a photo with several fellow crewmembers before taking part in the Union meeting. They are, seated from the left: George Kontos, educational director: Irwin Moen, ship's chair­ man, and George Manning, steward delegate. Standing from the left are: B. Maldonado, deck delegate; W. Addison, engine delegate, and J. Marshall, secretary-reporter, along with crewmembers M. Hill and L. Proffitt. Monticello Victory Commiffee The Monticello Victory, operated by Monticello Tankers, paid off on Feb. 27 at Stapleton Anchorage off Staten Island, N.Y. The ship's commitee agreed it was another good intercoastal voyage, with all departments working well together. They are, from the left: Ervin Bradley, secretary-reporter; Richard Koch, educational director; Joe Bennett, deck delegate; Bill Scott, ship's chairman, and Joe Roberte, steward delegate. Transchamplain Committee NewYorker Ship's Commiffee The SlU-manned T-2 tanker Transchamplain, operated by Hudson Water­ ways, paid off in the port of San Francisco late last month. The Ship's committee members are, seated from left: R. Tollman, deck delegate; H. Rapp, engine delegate; H. Houston, secretary-reporter, and M. Guidera, steward delegate. Standing on left is Bosun L. Suckocki, ship's chairman, along with two other members of the Transchamplain deck crew. Usual run for the Transchamplain is Hawaii. The SlU-manned containership New Yorker, operated by Sea-Land, paid off in the port of Norfolk, Va. on Feb. 26. The ship's committee noted it was a good voyage and they are "looking forward to the next." They are, standing from the left: Bobby High, engine delegate, and Julian Wilson, ship's chairman. Seated from the left are: R. H. Avery, Norfolk patrolman, Joe Woolford, deck delegate, and Jerry Wood, steward delegate. The New Yorker is on a coastwise run. Ogcfen Wabash Commiffee Delta Mar Ship's Committee 4JMIW. I The LASH carrier Delta Mar paid off in the port of New Orieans on Feb. 13 after another run to South America. The ship's committee members are, from the left: Irvin Glass, deck delegate; Al DeArgo, engine delegate; Don Collins, secretary-reporter, and Peter V. Hammel, steward deiegate. The Delta Mar was the first of three revolutionary LASH vessels built for Delta Steamship at the Avondale Shipyards in New Orleans. She can carry 74 barges along with 288 containers at one time. Page 18 Recertified Bosun Homer Workman, seated second from left, who recently completed the SlU's two-month Bosun's Recertification Program, is now sailing aboard the Ogden Wabash. Photo was taken at a recent payoff in the port of New Orleans. Other committee members are, standing from the left: John Wallack, engine deiegate; Sam A. Solomon, secretary-reporter, and Bob Munroc, deck delegate. Seated from the left are: Joseph Huszar, educational director; ship's chairman Workman, and Benny Cuncia, steward delegate. New Orleans Patrolman Jimmy Martin is seated right. Usual run for the Ogden Wabash is Russia. Seafarers Log �Annual Reports of Seafarers Plans Annual Report of Seafarers Welfare Fund Appears on Pages 19 and 20 Annual Report of the United Industrial Workers of North America Welfare Fund Appears on Page 21 Annual Report of the Seafarers Pension Fund Appears on Page 2 2 •h y{ Annual Report of the United Industrial Workers of North America Pension Plan Appears on Page 23 •' t I- •; • I Annual Report of the Great Lakes Tug and Dredge Pension Plan Appears on Page 24 I 'i ! •?. I I I II ANNUAL REPORT For the four months ended March 31,1973 SEAFARERS WELFARE FUND (Name of Welfare Fund) 275 20th Street, Brooklyn, New York 11215 (2) The Annual Report is required to be filed, in duplicate, not later than five months after end of fiscal year. Address replies to New York State Insurance Department, 55 John Street, New York, New York 10038. (.3) The data contained herein is for the purpose of providing general information as to the condition and affairs of the fund. The presentation is necessarily abbreviated. For a more comprehensive treatment, refer to the Annual State­ ment, copies of which may be inspected at the office of the fund, or at the New York State Insurance Department, 55 John Street, New York, New York 10038. (Address of Fund) to the SUPERINTENDENT OF INSURANCE STATEMENT OF CHANGES IN FUND BALANCE (RESERVE FOR FUTURE BENEFITS) ADDITIONS TO FUND BALANCE of the STATE OF NEW YORK NOTES: (1) Ail data in the Annual Report is to be copied from the Annual Statement. Where a copy of U.S. Department of Labor Form D-2 has been filed in lieu of pages 7 to 14 of the New York Annual Statement, Part IV—Section A of Form D-2 may be substituted for Page 3 herein. mmc Item 1. Contributions: (Exclude amounts entered in Item 2) (a) Employer (Schedule 1) (b) Employee -. (c) Other (Specify) (d) Total Contributions 2. Dividends and Experience Rating Refunds from Insurance Companies $2,610,802.65 $2,610,802.65 •^1 a: Page 19 J • -T ' ' . s. I ' 'i ip.- u I �3. Investment Income: (a) Interest (b) Dividends (c) Rents (d) Other (Specify) (e) Total Income from Investments • •. • , 4. Profit on disposal of investments 5. Increase by adjustment in asset values of invest­ ments , 6. Other Additions: (Itemize) (a) Adjustment to Reserve for Wage Insurance Claims Receivable (b) Receipts from other entities, food sales, interest on delinquencies, misc (c) Total Other Additions 7. Total Additions 18,966.43 467.76 19,434.19 43,999.83 138,365.06 182,364.89 $2,812,601.73 LIABILITIES Insiu'ance and Annuity Premiums Payable Unpaid Claims (Not Covered by Insurance) Accounts Payable $3,116,578.20 Accrued Expenses 96,701.24 Other Liabilities (Specify) Estimated Liabilities Re Claims and future Benefits, Unapplied Contributions, Misc 1,227,124.20 14. Reserve for Future Benefits (Fund Balance) 1,018,891.53 15. Total Liabilities and Reserves $5,459,295.17 9. 10. 11. 12. 13. DEDUCTIONS FROM FUND BALANCE 8. Insurance and Annuity Premiums to Insurance Carriers and to Service Organizations (In­ cluding Prepaid Medical Plans) 9. Benefits Provided Directly by the Trust or Sep­ arately Maintained Fund 10. Payments to an Organization Maintained by the Plan for the Purpose of Providing Benefits to Participants (Attach latest operating state­ ment of the Organization showing detail of administrative expenses, supplies, fees, etc.) . 11. Payments or Contract Fees Paid to Independent Organizations or Individuals Providing Plan Benefits (Clinics, Hospitals, Doctors, etc.) .. 12. Administrative Expenses: (a) Salaries (Schedule 2) (b) Allowances, Expenses, etc. (Schedule 2) .. (c) Taxes (d) Fees and Commissions (Schedule 3) (e) Rent (f) Insurance Premiums (g) Fidelity Bond Premiums (h) Other Administrative Expenses (Specify) Tabulating, employee benefits, office ex­ penses (i) Total Administrative Expenses 13. Loss on disposal of investments 14. Decrease by adjustment in asset values of in­ vestments 15. Other Deductions: (Itemize) (a) Provision for receivables deemed doubtful of collection (b) (c) Total Other Deductions 16. Total Deductions 5. Loans and Notes Receivable: (Other than Real Estate) 4<ooiioa (a) Secured • 43y,yi i.y4 (b) Unsecured * 6. Real Estate: (a) Operated (b) Other Real Estate 7. Other Assets: (a) Accrued Income i#: IQO (b) Prepaid Expenses • ••; 10,198.65 (c) Other (Specify) Fixed Assets—Net; Loan Program—Net; Misc 573,058.27 8. Total Assets $5,459,295.17 $1,290,686.94 560,133.41 92,984.08 1 The assets listed in this statement must be valued on the basis regularly used in valuing investments held in the fund and reported to the U.S. Treasury Department, or shall be valued 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. 157,203.02 4,911.51 7,700.20 13,126.13 36,715.40 3,091.18 ANNUAL REPORT OF THE SEAFARERS WELFARE FUND 220,584.06 443,331.50 43,462.91 STATE OF. ss. 24,944.34 24,944.34 $2,455,543.18 COUNTY OF. and Trustees of the Fund and affirm, under the penalties of perjury that the contents of this Annual Report are true and hereby subscribe thereto. RECONCILEMENT OF FUND BALANCE 17. Fund Balance (Reserve for Future Benefits at Beginning of Year) 18. Total Additions During Year (Item 7) 19. Total Deductions During Year (Item 16) 20. Total Net Increase (Decrease) 21. Fund Balance (Reserve for Future Benefits) at end of Year (Item 14, Statement of Assets and Liabilities) $ 661,832.98 $2,812,601.73 2,455,543.18 357,058.55 $1,018,891.53 STATEMENT OF ASSETS AND LIABILITIES ASSETSi Others (Indicate titles): End of Reporting Year •*V Item 1. Cash $ 462,462.67 2. Receivables: (a) Contributions: (1) Employer 1,602,217.27 (2) Other (Specify) (b) Dividends or Experience Rating Refunds (c) Other (Specify) Due from other entities; Wage Insurance Claims—Net 105,133.26 3. Investments (Other than Real Estate): (a) Bank Deposits At Interest and Deposits or Shares in Savings and Loan Associations 39,144.49 (b) Stocks: (1) Preferred (2) Common (c) Bonds and Debentures: (1) Government Obligations (a) Federal (b) State and Municipal (2) Foreign Government Obligations (3)'Non-Government Obligations (d) Common Trusts: (1) (Identify) (2) (Identify) .". (e) Subsidiary Organizations (Identify and Indicate Percentage of Ownership by this plan in the subsidiary) (1) % See attachment 2,201,168.62 4. Real Estate Loans and Mortgages Page 20 SEAFARERS WELFARE PLAN ATTACHMENT TO NEW YORK STATE INSURANCE DEPARTMENT ANNUAL REPORT FOUR MONTHS ENDED MARCH 31,1973 Page 7—Item 3e—Subsidiary Organizations Name Welfare Mobile Building Corp. Welfare Philadelphia Building Corp Welfare New Orleans Building Corp Welfare Baltimore Building Corp Welfare New York Restaurant Corp Welfare Baltimore Restaurant Corp Welfare New York Building Corp Percentage of Amount of Ownership Investment 100% $ 83,257.72 100% 143,675.40 100% 578,803.91 100% 436,158.31 100% 47,836.84 100% 27,828.60 100% 883,607.84 $2,201,168.62 ' Seafarers Log �, L— ANNUAL REPORT For the fecal year ended April 30,1973 UNITED INDUSTRIAL WORKERS OF NORTH AMERICA WELFARE FUND (Name of Welfare Fund) RECONCILEMENT OF FUND BALANCE 17. Fund Balance (Reserve for Future Benefits at Beginning of Year) 18. Total Additions During Year (Item 7) $1,819,008.17 19. Total Deductions During Year (Item 16) 1,797,363.12 20. Total Net Increase (Decrease) 21. Fund Balance (Reserve for Future Benefits) at end of Year (Item 14, Statement of Assets and Liabilities) $ 521,279.24 21,645.05 $ 542,924.29 275 20th Street, Brooklyn, New York 11215 (Address of Fund) STATEMENT OF ASSETS AND LIABILITIES to the ASSETS SUPERINTENDENT OF INSURANCE End of Reporting Year of the STATE OF NEW YORK NOTES: (1) All data in the Annual Report is to be copied from the Annual Statement. Where a copy of U.S. Department of Labor Form D-2 has been filed in lieu of pages 7 to 14 of the New York Annual Statement, Part IV—Section A of Form D-2 may be substituted for Page 3 herein. (2) The Annual Report is required to be filed, in duplicate, not later than five months after end of fiscal year. Address replies to New York State Insurance Department, 55 John Street, New York, New York 10038. (3) The data contained herein is for the purpose of providing general information as to the condition and affairs of the fund. The presentation is necessarily abbreviated. For a more comprehensive treatment, refer to the Annual State­ ment, copies of which may be inspected at the office of the fund, or at the New York State Insurance Department, 55 John Street, New York New York 10038. CHANGES IN FUND BALANCE (RESERVE FOR FUTURE BENEFITS) ADDITIONS TO FUND BALANCE Item 1. Contributions: (a) Employer (b) Employee (c) Other (Specify) (d) Total Contributions 2. Dividends and Experience Rating Refunds from Insurance Companies 3. Investment Income: (a) Interest (b) Dividends (c) Rents (d) Other (Specify) (e) Total Income from Investments 4. Profit on disposal of investments 5. Increase by adjustment in asset values of invest­ ments 6. Other Additions: (Itemize) (a) Reimbursed Expenses (b) Interest on Delinquencies (c) Total Other Additions 7. Total Additions $1,786,524.73 $1,786,524.73 26,814.24 26,814.24 4,274.27 1,394.93 March 1974 i. LIABILITIES Insurance and Annuity Premiums Payable Unpaid Claims (Not Covered by Insurance) Accounts Payable Accrued Expenses 28,315.71 Other Liabilities (Specify) Estimated Liabilities Re Claims and Future Benefits, Unapplied Contributions, Misc 349,766.47 14. Reserve for Future Benefits (Fund Balance) 542,924.29 15. Total Liabilities and Reserves $ 921,006.47 9. 10. 11. 12. 13. ' <y-i ] 5,669.20 $1,819,008.17 ANNUAL REPORT OF THE UNITED INDUSTRIAL WORKERS OF NORTH AMERICA WELFARE FUND DEDUCTIONS FROM FUND BALANCE 8. Insurance and Annuity Premiums to Insurance Carriers and to Service Organizations (In­ cluding Prepaid Medical Plans) 9. Benefits Provided Directly by the Trust or Sep­ arately Maintained Fund 10. Payments to an Organization Maintained by the Plan for the Purpose of Providing Benefits to Participants 11. Payments or Contract Fees Paid to Independent Organizations or Individuals Providing Plan Benefits (Clinics, Hospitals, Doctors, etc.) .. 12. Administrative Expenses: (a) Salaries (b) Allowances, Expenses, etc (c) Taxes (d) Fees and Commissions (e) Rent (f) Insurance Premiums (g) Fidelity Bond Premiums (h) Other Administrative Expenses (Specify) Tabulating, employee benefits, office ex­ penses (i) Total Administrative Expenses 13. Loss on disposal of investments 14. Decrease by adjustment in asset values of in­ vestments 15. Other Deductions: (Itemize) (a) Provision for Contributions deemed Doubt­ ful of Collection (b) (c) Total Other Deductions 16. Total Deductions Item 1. Cash $ 151,534.49 2. Receivables: (a) Contributions: (1) Employer 262,941.71 (2) Other (Specify) (b) Dividends or Experience Rating Refunds (c) Other (Specify) Due from Other Funds; Travel Advance .... 21,236.64 3. Investments (Other than Real Estate): (a) Bank Deposits At Interest and Deposits or Shares in Savings and Loan Associations 425,000.00 (b) Stocks: (1) Preferred (2) Common (c) Bonds and Debentures: (1) Government Obligations 55,000.64 (a) Federal (b) State and Municipal (2) Foreign Government Obligations (3) Non-Government Obligations (d) Common Trusts: (1) (Identify) (2) (Identify) (e) Subsidiary Organizations (Identify and Indicate Percentage of Ownership by this plan in the subsidiary) (1) % (2) % 4. Real Estate Loans and Mortgages 5. Loans and Notes Receivable: (Other than Real Estate) (a) Secured (b) Unsecured 6. Real Estate: (a) Operated (b) Other Real Estate 7. Other Assets: (a) Accrued Income 4,067.73 (b) Prepaid Expenses 271.82 (c) Other (Specify) Fixed Assets—Net 953!44 8. Total Assets $ 921.006.47 V . STATE OF ) , .1 •( SS. $1,336,552.26 COUNTY OF. and 95,233.53 $ 122,906.47 14,674.80 7,768.85 22,171.10 29,742.26 884.94 406.78 Trustees of the Fund and. affirm, under the penalties of perjury that the contents of this Annual Report are true and hereby subscribe thereto. •' 1 Emplojfer\rustj J •' i t 'f ( • r- W 130,883.50 'fil ' i'' i 329,438.70 .. 4, Employee trus 1 , 36,138.63 i . if Others (Indicate titles): 36,138.63 $1,797,363.12 Page 21 I �ANNUAL REPORT For the four months ended March 31) 1973 SEAFARERS PENSION FUND (Name of Welfare Fund) 275 20th Street, Brooklyn, New York 11215 SUMMARY OF OPERATIONS 1. 2. 3. 4. 5. 6. Contributions from employers Contributions from employee-members Interest, dividends and real estate net income Profit on disposal of investments Increase by adjustment in asset values of investments Dividends and experience rating refunds from insurance carriers in connection with member benefits Other income: 7 8 9 10. Total $ 5,116,997.59 It441,801.69 9,057.21 $ 6,567,856.49 (Address of Fund) to the SUPERINTENDENT OF BANKS of the STATE OF NEW YORK NOTES: (1) All data in the Annual Report is to be copied from the Annual Statement. Where a copy of U.S. Department of Labor Form D-2 is required to be filed in lieu of Pages 7 to 14 of the New York Aimual Statement, the Statement of Assets and Liabilities (Part IV, Section A) and the Statement of Receipts and Disbursements (Part IV, Section B) of Form D-2 may be substituted for Pages 2 and 3 herein. (2) The Annual Report is required to be filed, in duplicate, within five months after the close of the fiscal year used in maintaining the records of the fund. Address replies to New York State Banking Department, Employee Welfare Fund Division, 100 Church Street, New York, New York 10007. (3) The data contained herein is for the purpose of providing general information as to the condition and alTairs of the fund. The presentation is necessarily abbreviated. For a more comprehensive treatment refer to the Annual Statemen, copies of which may be inspected at the office of the fund, or at the New York State Banking Department, Employee Welfare Fund Division, 100 Church Street New York, New York 10007. DEDUCT; 11. Premiums and annuity considerations to insurance carriers for member benefits 12. Beijefits directly provided to members 13. General expenses 14. Loss on disposal of investments •• 15. Decrease by adjustment in asset values of investments Other: 16 17 18 19. Total (Lines 11-18 incl.) 20. Increase or decrease (Line 10 less Line 19) 21. Net change from previous year in amounts set aside for payment of benefits 22. Net increase or decrease (Line 20 plus or minus Line 21) $ 1,929,301.00 325,302.30 $ 2,254,603.30 $ 4,313,253.19 $ 4,313,253.19 BALANCE OF FUND 23. Balance of Fund at beginning of year 24. Net increase or decrease from Item 22 above Other charges or credits (Itemize): 25 26 27 28. Balance of Fund at end of year (Line 19, Page 2) $81,145,529.39 4,313,253.19 $85,458,782.58 ASSETSi 1. Cash: a. On interest $ 766,580.89 38,079.29 b. Not on interest $ 804,660.18 c. In office 2. Bonds: a. Government obligations $ 120,372.00 b. Other obligations 50,488,491.70 50,608,863.70 3. Stocks: a. Preferred $ 2,524,971.60 b. Common 26,297,484.21 28,822,455.81 4. Mortgage loans on real estate 189,997.49 5. Real estate, less $ encumbrances and less $ allowance for depreciation 6. Interest and other investment income due and accrued 1,047,855.93 Other assets (List each separately): 7. Mortgage Investment Trust 999,732.43 8. Contributions receivable 3,139,644.93 9. 10. Total Assets $85,613,210.47 ANNUAL REPORT OF THE SEAFARERS PENSION FUND STATE OF. SS. COUNTY OF_ and Trustees of the Fund and being duly sworn, each for himself deposes and says that this Annual Report is true to the best of his information, knowledge and belief. Employer LIABILITIES 1• ; I. V'. l1 •; 11. Outstanding benefit claims not covered by insurance carriers ... $ 12. Other amounts set aside for payment of benefits 13. Premiums and annuity considerations due to insurance carriers for member benefits 14. General expenses due or accrued $ 42,870.93 Other liabilities (List each separately): 15. Due to other Plans !.. 111,556.96 16 17 18. Total Liabilities 19. Balance of Fund 85,458,782.58 20. Total $85,613,210.47 Others (Indicate titles): t'i ft 1 The assets listed in this statement must be valued on the basis regularly used in valuing investments held in the fund and reported to the U.S. Treasury Department, or shall be valued 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. Subscribed and sworn to before me this 6th day of Feb. 1974. \ - Page 22 IJ: Seafarers Log �ANNUAL REPORT For the fiscal year ended April 30,1973 UNITED INDUSTRIAL WORKERS OF NORTH AMERICA PENSION PLAN (Name of Welfare Fund) SUMMARY OF OPERATIONS 1. 2. 3. 4. 5. 6. Contributions from employers $ 849,610.62 Contributions from employee-members Interest, dividends and real estate net income 42,514.94 Profit on disposal of investments Increase by adjustment in asset values of investments Dividends and experience rating refunds from insurance carriers in connection with member benefits Other income: 7. Interest from delinquent contributors 105.53 8. Collection expense recovered 234.90 9 10. Total $ 892,465,99 275 20th Street, Brooklyn, New York 11215 (Address of Fund) DEDUCT; to the SUPERINTENDENT OF BANKS of the STATE OF NEW YORK NOTES: (1) All data in the Annual Report is to be copied from the Annual Statement. Where a copy of U.S. Department of Labor Form D-2 is required to be filed in lieu of Pages 7 to 14 of the New York Annual Statement, the Statement of Assets and Liabilities (Part IV, Section A) and the Statement of Receipts and Disbursements (Part IV, Section B) of Form D-2 may be substituted for Pages 2 and 3 herein. (2) The Aimual Report is required to be hied, in duplicate, within five months after the close of the fiscal year used in maintaining the records of the fimd. Address replies to New York State Banking Department, Employee Welfare Fund Division, 100 Church Street, New York, New York 10007. (3) The data contained herein is for the purpose of providing general information as to the condition and affairs of the fund. The presentation is necessarily abbreviated. For a more comprehensive treatment refer to the Annual State­ ment, copies of which may be inspected at the office of the fund, or at the New York State Banking Department, Employee Welfare Fund Division, 100 Church Street New York, New York 10007. ASSETS! 1. Cash: a. On interest b. Not on interest $ 73,349.08 c. In office $ 73,349.08 2. Bonds: a. Government obligations b. Other obligations $604,723.70 604,723.70 3. Stocks: a. Preferred $ 12,172.30 b. Common 630,658.90 642,831.20 4. Mortgage loans on real estate 5. Real estate, less $ encumbrances and less $ allowance for depreciation 6. Interest and other investment income due and accrued 10,062.36 Other assets (List each separately): 7. Prepaid Expenses 253.39 8. Contributions receivable (Less reserve for doubtful accounts of $38,503.67) 110,656.84 9 0. Total Assets 7 $1,441,876.57 11. Premiums and annuity considerations to insurance carriers for member benefits 12. Benefits directly provided to members 13. General expenses 14. Loss on disposal of investments 15. Decrease by adjustment in asset values of investments Other: 16. Provision for doubtful accounts 17 18 19. Total (Lines 11-18 inch) 20. Increase or decrease (Line 10 less Line 19) 21. Net change from previous year in amounts set aside for payment of benefits 22. Net increase or decrease (Line 20 plus or minus Line 21) $ 24.961.02 106,814.74 836.84 28,268.65 $ 160,881.25 $ 731,584.74 ^ 731,584.74 BALANCE OF FUND 23. Balance of Fund at beginning of year $ 572,653.48 24. Net increase or decrease from Item 22 above 731,584.74 Other charges or credit (Itemize): 25. Adjustment re: change in accounting method from cash to accrual basis 94,137.18 26 : 27 28. Balance of Fund at end of year (Line 19, Page 2) $1,398,375.40 ANNUAL REPORT OF 1HE UNITED INDUSTRIAL WORKERS OF NORTH AMERICA PENSION PLAN r if n STATE OF. •'"i SS. ! -f;i COUNTY OF. and !41 Trustees of the Fund and being duly sworn, each for himself deposes and says that this Annual Report is true to the best of his information, knowledge and belief. \ I • I 1 ! '•'J • • T^IAu^ •'.I Employer tr LIABILITIES 1. Outstanding benefit claims not covered by insurance carriers $ 107.00 2. Other amounts set aside for payment of benefits 13. Premiums and annuity considerations due to insurance carriers for member benefits 14. General expenses due or accrued 31,963.84 Other liabilities (List each separately): " 15. Unapplied contributions 3,873.27 16. Due to other Plans 7,557.06 17 18. Total Liabilities 43,501.17 19. Balance of Fund 1,398,375.40 20. Total .... $1,441,876.57 ^ pie assets listed in this statement must be valued on the basis regularly used in valuing investments held in the fund and reported to the U.S. Treasury Department, or shall be valued at their aggregate cost or present value, whichever is lower, if such a statement is not 30 required to be filed with the U.S. Treasury Department. March 1S74 '1^1! '•4 . r I ! •i • f Employee Others (Indicate titles): Subscribed and sworn to before me this 13th day of Feb. 1974. Page 23 I- �m rrsv" V.-411S ANNUAL REPORT For the four months ended March 31,1973 SEAFARERS PENSION FUND (Name of Welfare Fund) 5 i 275 20th Street, Brooklyn, New York 11215 SUMMARY OF OPERATIONS 1. 2. 3. 4. 5. 6. Contributions from employers Contributions from employee-members Interest, dividends and real estate net income Profit on disposal of investments Increase by adjustment in asset values of investments ......... Dividends and experience rating refunds from insurance carriers in connection with member benefits Other income: 7 8 9 10. Total $ 5,116,997.59 1,441,801.69 9,057.21 $ 6,567,856.49 (Address of Fund) to the DEDUCT; SUPERINTENDENT OF BANKS I . of the i STATE OF NEW YORK NOTES: (1) All data in the Annual Report is to be copied from the Annual Statement. Where a copy of U.S. Department of Labor Form D-2 is required to be filed in lieu of Pages 7 to 14 of the New York Annual Statement, the Statement of Assets and Liabilities (Part IV, Section A) and the Statement of Receipts and Disbursements (Part IV, Section B) of Form D-2 may be substituted for Pages 2 and 3 herein. (2) The Annual Report is required to be filed, in duplicate, within five months after the close of the fiscal year used in maintaining the records of the fund. Address replies to New York State Banking Department, Employee Welfare Fimd Division, 100 Church Street, New York, New York 10007. (3) The data contained herein is for the purpose of providing general information as to the condition and affairs of the fund. The presentation is necessarily abbreviated. For a more comprehensive treatment refer to the Annual Statemen, copies of which may be inspected at the office of the fund, or at the New York State Banking Department, Employee Welfare Fund Division, 100 Church Street New York, New York 10007. 11. Premiums and annuity considerations to insurance carriers for member benefits 12. Benefits directly provided to members $ 1,929,301.00 13. General expenses 325,302.30 14. Loss on disposal of investments •• 15. Decrease by adjustment in asset values of investments Other: 16 17 18 19. Total (Lines 11-18 incl.) $ 2,254,603.30 20. Increase or decrease (Line 10 less Line 19) $ 4,313,253.19 21. Net change from previous year in amounts set aside for payment of benefits 22. Net increase or decrease (Line 20 plus or minus Line 21) $ 4,313,253.19 BALANCE OF FUND 23. Balance of Fund at beginning of year 24. Net increase or decrease from Item 22 above Other charges or credits (Itemize) : 25 26 27 28. Balance of Fund at end of year (Line 19, Page 2) $81,145,529.39 4,313,253.19 $85,458,782.58 ASSETS! 1. Cash: a. On interest $ 766,580.89 b. Not on interest 38,079.29 $ 804,660.18 c. In office 2. Bonds: a. Government obligations $ 120,372.00 b. Other obligations 50,488,491.70 50,608,863.70 3. Stocks: a. Preferred $ 2,524,971.60 b. Common 26,297,484.21 28,822,455.81 4. Mortgage loans on real estate 189,997.49 5. Real estate, less $ encumbrances and less $ allowance for depreciation 6. Interest and other investment income due and accrued 1,047,855.93 Other assets (List each separately): 7. Mortgage Investment Trust 999,732.43 8. Contributions receivable 3,139,644.93 9 10. Total Assets $85,613,210.47 ANNUAL REPORT OF THE SEAFARERS PENSION FUND STATE OF. SS. COUNTY OF_ and Trustees of the Fund and • being duly sworn, each for himself deposes and says that this Annual Report is true to the best of his information, knowledge and belief. Employer LIABILITIES 11. Outstanding benefit claims not covered by insurance carriers ... $ 12. Other amounts set aside for payment of tenefits 13. Premiums and annuity considerations due to insurance carriers for member benefits 14. General expenses due or accrued $ 42,870.93 Other liabilities (List each separately): 15. Due to other Plans 111,556.96 16 17 18. Total Liabilities 19. Balance of Fund 85,458,782.58 20. Total $85,613,210.47 1 The assets listed in this statement must be valued on the basis regularly used in valuing investments held in the fund and reported to the U.S. Treasury Department, or shall be valued 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. Page 22 Others (Indicate titles): Subscribed and sworn to before me this 6th day of Feb. 1974. Seafarers Log �ANNUAL REPORT For the fiscal year ended April 30,1973 UNITED INDUSTRIAL WORKERS OF NORTH AMERICA PENSION PLAN (Name of Welfare Fund) SUMMARY OF OPERATIONS 1. 2. 3. 4. 5. 6. Contributions from employers $ 849,610.62 Contributions from employee-members Interest, dividends and real estate net income 42,514.94 Profit on disposal of investments Increase by adjustment in asset values of investments Dividends and experience rating refunds from insurance carriers in connection with member benefits Other income: 7. Interest from delinquent contributors 105.53 8. Collection expense recovered 234.90 9 10. Total $ 892,465.99 275 20th Street, Brooklyn, New Yorik 11215 (Address of Fund) DEDUCT; to the SUPERINTENDENT OF BANKS of the STATE OF NEW YORK NOTES: (1) All data in the Annual Reporris to be copied from the Annual Statement. Where a copy of U.S. Department of Labor Form D-2 is required to be filed in lieu of Pages 7 to 14 of the New York Annual Statement, the Statement of Assets and Liabilities (Part IV, Section A) and the Statement of Receipts and Disbursements (Part IV, Section B) of Form D-2 may be substituted for Pages 2 and 3 herein. (2) The Annual Report is required to be filed, in duplicate, within five months after the close of the fiscal year used in maintaining the records of the fimd. Address replies to New York State Banking Department, Employee Welfare Fimd Division, 100 Church Street, New York, New York 10007. (3) The data contained herein is for the purpose of providing general information as to the condition and affairs of the fund. The presentation is necessarily abbreviated. For a more comprehensive treatment refer to the Annual State­ ment, copies of which may be inspected at the office of the fund, or at the New York State Banking Department, Employee Welfare Fund Division, 100 Church Street New York, New York 10007. ASSETS^ 1. Cash: a. On interest b. Not on interest $ 73,349.08 c. In office $ 73,349.08 2. Bonds: a. Government obligations b. Other obligations $604,723.70 604,723.70 3. Stocks: a. Preferred $ 12,172.30 b. Common 630,658.90 642,831.20 4. Mortgage loans on real estate 5. Real estate, less $ encumbrances and less $ allowance for depreciation 6. Interest and other investment income due and accrued 10,062.36 Other assets (List each separately): 7. Prepaid Expenses 253.39 8. Contributions receivable (Less reserve for doubtful accounts of $38,503.67) 110,656.84 9 10. Total Assets 7 $1,441,876.57 11. Premiums and annuity considerations to insurance carriers for member benefits 12. Benefits directly provided to members 13. General expenses 14. Loss on disposal of investments 15. Decrease by adjustment in asset values of investments Other: 16. Provision for doubtful accounts 17 18 19. Total (Lines 11-18 incl.) 20. Increase or decrease (Line 10 less Line 19) 21. Net change from previous year in amounts set aside for payment of benefits 22. Net increase or decrease (Line 20 plus or minus Line 21) $ 24,961.02 106,814.74 836.84 28,268.65 $ 160,881.25 $ 731,584.74 $ 731,584.74 i i BALANCE OF FUND 23. Balance of Fund at beginning of year $ 572,653.48 24. Net increase or decrease from Item 22 above 731,584.74 Other charges or credit (Itemize): 25. Adjustment re: change in accounting method from cash to accrual basis 94,137.18 26 : 27 28. Balance of Fund at end of year (Line 19, Page 2) $1,398,375.40 tfe' , 15 i.i ANNUAL REPORT OF THE UNITED INDUSTRIAL WORKERS OF NORTH AMERICA PENSION PLAN (• i" STATE OF. '•! - SS. 4- ii 1 COUNTY OF. and ' •( r'l • Ir' i' : i, ^ Others (Indicate titles): Subscribed and sworn to before me this 13th day of Feb. 1974. % March 1974 n. Trustees of the Fund and being duly sworn, each for himself deposes and says that this Annual Report is true to the best of his information, knowledge and belief. LIABILITIES ^ The assets listed in this statement must be valued on the basis regularly used in valuing investments held in the fund and reported to the U.S. Treasury Department, or shall be valued 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. i ! -i Employer t 11. Outstanding benefit claims not covered by insurance carriers .... $ 107.00 12. Other amounts set aside for payment of benefits 13. Premiums and annuity considerations due to insurance carriers for member benefits 14. General expenses due or accrued 31,963.84 Other liabilities (List each separately): " 15. Unapplied contributions 3,873.27 16. Due to other Plans 7,557.06 17 18. Total Liabilities 43,501.17 19. Balance of Fund 1,398,375.40 20. Total $1,441,876.57 V ir Page 23 •y k r �ANNUAL REPORT For the fiscal year ended March 31,1973 GREAT LAKES TUG & DREDGE PENSION PLAN (Name of Welfare Fund) 275 20th Street, Brooklyn, New York 11215 (Address of Fund) to the CASH RECEIPTS Item 1. Contributions: (Exclude amounts entered in Item 2) a. Employer (Schedule 1) $ 190,035.22 b. Employee 63,547.44 c. Other (Specify) d. Total Contributions $ 253,582.66 2. Dividends and Experience Rating Refunds From Insurance Companies ........................................a 3. Receipts From Investments: a. Interest $ 74,593.94 b. Dividends 35,405.11 c. Rents d. Other (Specify) e. Total Receipts From Investments 109,999.05 4. Receipts From Sale of Assets: a. Sales to parties-in-interest b. Sales to others $ 924,106.83 c. Total Receipts From Sale of Assets (Schedule 2) 924,106.83 5. Other Receipts: a. Loans (Money borrowed) b. Other (Specify) From other Plans $ 6,404.67 c. Total Other Receipts 6,404.67 6. Total Receipts $1,294,093.21 CASH DISBURSEMENTS SUPERINTENDENT OF BANKS of the STATE OF NEW YORK NOTES: (1) All data in the Annual Report is to be copied from the Annual Statement. Where a copy of U.S. Department of Labor Form D-2 is required to be filed in lieu of Pages 7 to 14 of the New York Annual Statement, the Statement of Assets and Liabilities (Fart IV, Section A) and the Statement of Receipts and Disbursements (Part IV, Section B) of Form D-2 may be substituted for Pages 2 and 3 herein. (2) The Annual Report is required to be filed, in duplicate, within five months after the close of the fiscal year used in maintaining the records of the fund. Address replies to New York State Bunking Department, Employee Welfare Fund Division, 100 Church Street, New York, New York 10007. (3) The data contained herein is for the purpose of providing general information as to the condition and affairs of the fund. The presentation is necessarily abbreviated. For a more comprehensive treatment refer to the Annual State­ ment, copies of which may be inspected at the office of the fund, or at the New York State Banking Department, Employee Welfare Fund Division, 100 Church Street New York, New York 10007. ASSETS! 1. Cash: a. On interest b. Not on interest $ 24,176.71 c. In office $ 24,176.71 2. Bonds: a. Government obligations $ 221,958.85 b. Other obligations 1,072,314.70 1,294,273.55 3. Stocks: a. Preferred $ 161,983.12 b. Common 845,678.57 1,007,661.69 4. Mortgage loans on real estate 5. Real estate, less $ encumbrances and less $ allowance for depreciation 6. Interest and other investment income due and accrued 22,009.24 Other assets (List each separately): 7. Contributions receivable 25,954.83 8. Advances for administrative expenses 277.99 9 10. Total Assets $2,374,354.01 7. Insurance and Annuity Premiums Paid to Insurance Carriers and Payments to Service Organizations (Including Prepaid Medical Plans) 8. Benefits Provided Directly by the Trust or Separately Maintained Fund $ 69,381.25 9. Payments to an Organization Maintained by the Plan for the Purpose of Providing Benefits to Participants (Attach late.st operating statement of the Organization showing detail of ad­ ministrative expenses, supplies, fees, etc.) 10. Payments or Contract Fees Paid to Independent Organizations or Individuals Providing Plan Benefits (Clinics, hospitals, doc­ tors, etc.) 11. Administrative Expenses: a. Salaries (Schedule 3) $ 17,626.58 b. Allowances, expenses, etc. (Schedule 3) 3,498.46 c. Taxes 1,101.96 d. Fees and commissions (Schedule 4) 10,515.23 e. Rent 5,046.29 f. Insurance premiums 703.28 g. Fidelity bond premiums 79.00 h. Other administrative expenses (Specify) Tabulating, stationery, misc 18,302.10 i. Total Administrative Expenses 56,872.90 12. Purchase of Assets: a. Investments: (Other than real estate) (1) Purchased from parties-in-interest (2) Purchased from others $1,161,345.37 b. Real Estate: (1) Purchased from parties in-interest (2) Purchased from others c. Total Purchase of Assets 1,161,345.37 13. Loans (Money loaned) 14. Other Disbursements: (Specify) a. Contribution to Pension Plan; payments for other Plans, fees and interest purchased .. $ 6,892.31 c. Total Other Disbursements 6,892.31 15. Total Disbursements $1,294,491.83 ANNUAL REPORT OF THE GREAT LAKES TUG & DREDGE PENSION PLAN STATE OF. SS. COUNTY OF_ and Trusteesof the Fund and being duly sworn, each for himself deposes and says that this Annual Report is true to the best of his information, knowledge and belief. LIABILITIES 11. Outstanding benefit claims not covered by insurance carriers ... $ 1,691.57 12. Other amounts set aside for payment of benefits 13. Premiums and annuity considerations due to insurance carriers for member benefits 14. General expenses due or accrued 10,631.26 Other liabilities (List each separately): 15 16 17 18. Total Liabilities 19. Balance of Fund 2,362,031.18 20. Total $2,374,354.01 Employer trusjpe: Employee trustee Others (Indicate titles): 1 The assets listed in this statement must be valued on the basis regularly used in valuing investments held in the fund and reported to the U.S. Treasury Department, or shall be valued 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. Page 24 Subscribed and sworn to before me this 9th day of Jan. 1974. Seafarers Log �^• SIU pensioner Raymond J. Moran, 52, died of cancer Oct. 4. Brother Moran joined the SIU in the port of Cleveland in 1961 sailing in the deck department for the Great Lakes Dredge and Dock Co. from 1951 to 1972. He was an Army veteran of World War 11. Bom in England, he was a resident of North Olmsted, Ohio, when he died. Interment was in Holy Cross Cemetery, Cleveland. Surviving are his widow, Bette; two sons, John and Michael, and five daughters, Eileen, Patricia, Jeanine, Danette and Rae Anne. Lamar Palmer, 50, drowned in the Mississippi River near New Or­ leans Oct. 24. Brother Palmer joined the SIU in 1944 in the port of Mobile sailing in the deck department. He had sailed 31 years. Bom in Yazoo County, Miss., he was a resident of Jackson, Miss, when he died. Burial was in Cedarlawn Cemetery, Jack­ son. Surviving are two brothers, Cal­ vin E. and Earl, both of Jackson. Charles D. Peterson, 21, died in Sacred Heart Hospital, Pensacola, Fla., Dec. 19. Brother Peterson joined the SIU in the port of New York in 1970 sailing in the steward department. He was an HLSS grad­ uate. A native of Foley, Ala., he was a resident of Pensacola when he died. Interment was in Myrtle Grove Cem­ etery, Pensacola. Surviving are his mother, Mrs. Dixie A. Purvis of Pen­ sacola and his father, Fred Peterson. George E. Osika, 60, died Feb. 27 in St. Catherine's Hospital, East Chi­ cago, Ind. Brother Osika joined the SIU in the port of Buffalo in 1957 sailing in the deck department. He was a World War 11 Army veteran. Bom in McKeesport, Pa., he was a resident of Williamsfield, Ohio when he passed away. Surviving are his mother, Ann of McKeesport, and a sister, Mrs. Helen Dacrr. SIU pensioner Frank C. Messner, 72, succumbed to a cerebral hemor­ rhage in Seaway Hospital, Trenton, Mich., Nov. 18. Brother Messner joined the Union in the port of De­ troit in 1961 sailing as a tugman for the Dredge Towing Co. from 1925 to 1940 and the Great Lakes Towing Co. from 1940 to 1963. Bom in Calumet, Mich., he was a resident of Trenton when he died. Burial was in Michigan Memorial Cemetery, Hud­ son Twsp., Mich. Surviving are his widow, Dorothy; two sons, Michael and Walter, and a daughter, Dorothy. SIU pensioner Eduardo T. de la Pena, 82, died of pneumonia Jan. 13 in University Hospital, Baltimore. Brother de la Pena joined the SIU in the port of Baltimore in 1955 sail­ ing in the engine department as a machinist. Born in Spain, he was a resident of Baltimore at the time of his death. He attended an SIU Crews' Conference in 1970 at the Harry Lundeberg School of Seamanship, Piney Point, Md. Interment was in Lake View Cemetery, Carroll County, Md. Surviving are his widow, Martha and his daughter, Yvonne, both of Baltimore. March 1974 William E. Pinkham, 60, died in Orange Memorial Hospital in Or­ lando, Fla. from injuries sustained in an auto crash Nov. 5. Brother Pinkham joined the SIU in the port of Jacksonville in 1970 sailing in the deck department as an AB. Born in Pinetown, N. C., he was a resident of Orlando when he passed away. Burial was in Oakdale Cemetery, Washington, N. C. Surviving is his widow. Ruby. Grover A. Peterson, 48, died Jan. 6. Brother Peterson joined the Union in the port of New York in 1958 sailing in the deck department as an AB. He had sailed for 33 years. A native of Forrestville, Mont., he was a resident of Wilmington, Calif, at the time of his death. Surviving are his widow, Dorothy of Panorama City, Calif.; his mother, Ethel; two sons, Robert and Bradley, and two daughters, Geraldine and Sherry. William Condon, Jr., 63, passed away Jan. 15. Brother Condon joined the Union in the port of Philadelphia in 1957 sailing in the engine depart­ ment. He attended an HLSS Edu­ cational Conference in Piney Point, Md. and took engineering training at the school in 1967. He was an Army infantry veteran of World War 11. Born in Philadelphia, he was a resi­ dent there at the time of his death. Surviving is a cousin, John Condon of Rossmont, Pa. Leslie A. Bennett, 18, was lost on the high seas Dec. 27 off the Norfolk (Cities Service) near the Panama Ca­ nal Zone. Brother Bennett joined the Union in 1972 in the port of New York sailing in the steward depart­ ment. Born in Waycross, Ga., he was a resident of Bainbridge, Ga. when he died. He was a graduate of the Harry Lundeberg School of Seaman­ ship, Piney Point, Md. Surviving are his parents, Mr. and Mrs. James R. Bennett, Sr. of Bainbridge and his grandmother, Mrs. W. C. Pitman of Waycross. Michael Gottschalk, 79, passed away Dec. 23. Brother Gottschalk joined the SIU in 1941 in the port of New York. He had sailed in the steward department for 56 years. He was a veteran of the July 1942 Mur­ mansk run to Russia on the SS Robin Goodfellow. He was also a veteran of World War 1 and the Korean con­ flict. Seafarer Gottschalk was on the picket lines in the N. Y. Harbor and Isthmian Line strikes. He was a grad­ uate of the Maritime Advancement Program and the 1964 Stewards Recertification Program. Born in Hoboken, N. J., he was a resident of Kaernten, Austria at the time of his death. Surviving are his widow, An­ na; a son, Roy and a daughter, Linda. Robert E. Kemper, 45, passed away in New Orleans, La. Nov. 7. Born in Oregon, he was a resident of Seattle at the time of his death. Brother Kemper joined the Union in the port of Seattle in 1969 last sail­ ing in the engine department on the Mobile. Seafarer Kemper was a vet­ eran of the U.S. Air Force in 1947 and 1950. Burial was in Visitation Cemetery, Verboort, Ore. Surviving are a son, Richard; his parents, Mr. and Mrs. Bernard Kemper and a brother, Clarence, all of Forest Grove, Ore. SIU pensioner Robert V. Ken­ nedy, 59, died of heart failure Dec. 7 in the Bethesda Clinical Center, Bethesda, Md. Brother Kennedy joined the SIU in the port of New Orleans in 1958 sailing in the steward depart­ ment. He was a veteran of World War 11. Bom in Boston, he was a resident of New Orleans. Burial was in St. Bernard Memorial Gardens, New Orleans. Surviving is his widow, Betty Mae. Robert B. Byrne, 57, succumbed to cancer Nov. 30 in the USPHS hos­ pital in New Orleans. Brother Byrne joined the SIU in 1947 in the port of Mobile sailing in the deck depart­ ment. A native of Canada, he was a resident of Galveston, Tex. at the time of his death. He walked the picket line in the 1961 N. Y. Harbor strike. Burial was in St. Bernard Memorial Gardens, New Orleans. Surviving is his sister, Mrs. Irene Patterson of New Orleans. SIU pensioner Antonio Fernandez, 86, died of pulmonary complications Jan. 20. Brother Fernandez joined the Union in the port of New York in 1955 sailing in the steward depart­ ment as a chief cook. He had sailed for 36 years. A native of Portuguese Goa, India, he was a resident of Mayaguez, Puerto Rico at th^ time of his death. Surviving is his widow. Carmen. Robert T. McManus, 38, drowned Feb. 24 after falling overboard off theSS Transoregon (Hudson Water­ ways). His body was subsequently re­ covered. Brother McManus joined the Union in the port of New York in 1970 sailing in the engine depart­ ment. Born in Jersey City, N. J., he was a resident of Oxford, N. J. when he died. He was a 1953-6 Army vet­ eran. Surviving are his widow, Lois; two daughters, Nancy and Tara; a brother, Joseph, of Bayville, N. J.; a sister, Mrs. Rosemary Poerksen, of Washington, N- J-. and a sister-inlaw, Mrs. Betty Widenor, of Oxford. i , 1 U si ; :-r. - ij ! 'S • i 'a Porter J. Causey, Jr., 60, died Oct. 1. Brother Causey joined the Union in 1945 in the port of Norfolk last sailing in the deck department as an AB for Cities Service. He had sailed for 44 years. Born in Missis­ sippi, he was a resident of Slidell, La. when he died. Surviving is his widow, Josephine. Politics Is Porkchops '- I• ,1, I • I 'i . t Donate to SPAD 1 ' I i ^1/ 1 . ^ Page 25 �-V . ^ QMED Program Filling the Need for Well-Trained Seafarers Recognizing the need for well-trained, versatile men in the engine departments of SlU-contracted vessels, the Harry Lundeberg School in Piney Point, Md. institutes its QMED program in June 1972. Since that time, 187 men have grad­ uated from the Lundeberg School with the QMED-Any Rating certificate and over 1,800 graduates have obtained ratings leading toward the QMED endorsement. handle any emergency which might arise, and consequently facilitates the eflScient operation of the vessel. Currently, the Lundeberg School is constructing mock-up instrument con­ soles to simulate those found aboard the automated ships in the engine rooms. These mock-ups will be used in the QMED program to help the student further understand functions such as the steam-water cycle, the lube-oil sys­ tems and the fuel oil systems. The training simulators are moni­ tored by an instructor's console, which will allow the instructor to give a prob­ lem to the student and monitor the solving process. Robert Kalmus, HLS Vocational Ed­ ucation Director, said the new teaching tools will allow a QMED graduate to go aboard ship with "ho fear of pushing a button, or when to push a button." "The course will create more aware­ ness of all engine room systems without having to have all the valves and pumps directly in front of the QMED gradu­ ate," said Kalmus. Panel on MeHc System Meets at HLSS Before an applicant can register for the U. S. Coast Guard approved eightweek course, he must have held at least one advanced rating for at least six months in the engine department. The Panel on Metrication in the U.S. Maritime Industry met Jan. 30 to Feb. 1 at the Harry Lundeberg School in Piney Point, Md. to further develop a compre­ hensive plan for the orderly conversion To obtain the QMED-Any Rating, to the use of the International System the student must receive his Fireman, of metric units for the U.S. Maritime Water Tender, Oiler, Electrician, Reef'r Industry and for those government Engineer, Machinist, Boiler Maker, agencies concerned with maritime mat- ' Pumpman, Deck Engineer, Junior Engi­ ters. neer and Deck Engine Mechanic en­ The panel is under the auspices of dorsements. This assures that a member the Maritime Transportation Research of the engine department is qualified to Board, National Academy of Sciences of the National Research Council. During the meeting at the Lundeberg School, the 11 members of the panel and a liaison representative from the Maritime Administration studied and revised various sections of a report draft, and agreed upon the details of a time-bar chart, which summarizes the HLS Director of Academic Education Margaret Naien explains the metric sys­ proposed metric conversion time-table tem to some of the Seafarers attending the LNG/LPG program at the School. for the U.S. maritime industry over a government agencies for converting to Walton said the Maritime Trans­ 10 year period. J: '" the metric system assuming that Con­ portation Research Board began think­ According to S. Lynn Walton, gress passes legislation to effect the ing in terms of the orderly and least ex­ project manager, the purpose of the re­ transition from the present system to pensive method of converting to the port is not to convince the country to the metric system, and assuming the metric system in the maritime industry 'v;,' go metric. It will only serve as a guide­ change-over will take place in a 10- following preliminary moves by Con­ line in the maritime industry and related year time span. gress and the Bureau of Standards to bring the U. S. in line with other in­ dustrialized nations currently using the metric system. In referring to the maritime industry, the MTRB includes in its definition both management and labor interests in the areas of ship and terminal operations, shipbuilding, marine equipment manu­ Jan.24.Feb.20,1974 facture and supply, naval architecture, and. marine and marine-related engi­ SEAFARERS WELFARE PLAN neering. ELIGIBLES The conversion plan, when published, will include a recommended mechanism Dailys" ® "SI'M * "woo for a continuing metrication resource and information center to assist the in­ dustry during the conversion period. Walton said the report will be further revised before it will be com­ pleted and submitted to the Maritime Transportation Research Board for final Supplemental Medicare Premiums . 20 "^32 UZOizO 2!458.30 review. DEPENDENTS OF ELIGIBLES The project is being funded jointly by Hospital & Hospital Extras 424 725 73 047 92 128 707 98 the Maritime Administration, the Mili­ Docto.- Visits In Hospital 73 120 'tZ's tary Sea Lift Command and the U. S. Coast Guard. Mafernhv 15.180.50 26,777.80 B^T-sfuskms-::::::::::J - Politics w •• Seafarers Welfare, Pension, and Vacation Plans Cash Benefits Paid special Equipmeni-.'.".'! .*!! i i i i ;.*i^.921.^ PENSIONERS & DEPENDENTS Hospital & Hospital Extras Doctors' Visits & Other Medical Exp OnMcaf Optical Blood Transfusions Special Equipment Meal Books Dental Supplemental Medicare Premiums SCHOLARSHIP PROGRAM TOTALS Total Seafarers Welfare Plan Tota &afarers Pension Plan SS FTotal Welfare, Pension & Vacation 134 103 19 252 218 21,000.00 21526 ZQ 50 _ 4 _ 1 1,783 123 2 5 _ 2 1,795 L631.00 1455 30 _ 1 08I 60 L081.^ 72 00 12,151.10 57,000.00 45 718 6,677.62 2J6L00 2 5fi5 «H i?nno 1 1,260.^ 383 20 12,57000 8 15 4,135.15 6,745.15 Ii,040 2,184 22,081 2,200 2,562 26,843 271,101.27 521,760.00 572,658.77 $1,365,520.04 521,164.42 538,033.90 1,408,348.33 $2,467,546 65 14,246 Schedule 1 — FOWT ^iq?rjl4 ~ Lifeboat, and all Steward Dept Ratings AprO 18 — Lifeboat, QMED,Able Seaman, Welding and ; all Steward Dept Ratings 24 — FOWT May 2 — Lifeboat, QMED, and all Steward Dept Ratings I mmSi Page 26 Seafarers Log �Lundeberg School Deck Department Upgrading Quartermaster 2. 24 months seatime in Steward Department, six months of which must be as Third Cook and Assistant Cook or; 3. Six months as Assistant or Third Cook and are holders of a "Certificate" of satisfactory completion from the Assistant Cooks Training Course. Chief Cook Ahle-Seaman 1. 12 months seatime as Cook and Baker or; 2. Three years seatime in Steward Department, six months of which must be as Third Cook or Assistant Cook and six months as Cook and Baker or; 3. Six months seatime as Third Cook or Assistant Cook and six months seatime as Cook and Baker and are holders of a "Certificate" of satisfactory completion from the Assistant Cook and Second Cook and Baker's Training Course or; 4. Twelve months seatime as Third Cook or Assistant Cook and six months sea­ time as Cook and Baker and are holders of a "Certificate" of completion from the Cook and Baker Training Program. Able-Seaman—^unlimited—any waters 1. Must be at least 19 years of age. 2. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/40—20/20, and have normal color vision). 3. Have 36 months seatime as Ordinary Seaman or AB—12 months. Lifeboatman 1. Must have 90 days seatime in any department. Engine Upgrading FOWT—(who has only a wiper endorsement) 1. Must be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/50—20/30, and have normal color vision). 2. Have six months seatime as wiper or be a graduate of HLS at Piney Point and have three months seatime as wiper. (Those who have less than the six months seatime will be required to take the four week course.) FOWT—(who holds an engine rating such as Electrician) 1. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/50—20/30 and have normal color vision). 2. Have six months seatime in engine department as wiper. Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist or Boilermaker— (who holds an engine rating such as FOWT) 1. No requirements. QMED—any rating 1. Must have rating (or successfully passed examinations for) FOWT, Electri­ cian Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist, Boilermaker, and Deck Engine Mechanic. 2. Must show evidence of seatime of at least six months in any one or a combina­ tion of the following ratings: FOWT, Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist, Boilermaker, or Deck Engine Mechanic. 1. Three years seatime in ratings above that of Third Cook and hold an "A" seniority in the union or; 2. Six months seatime as Third Cook or Assistant Cook, six months as Cook and Baker, six months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Assistant Cook, Second Cook and Baker and Chief Cook Training Courses at the Lundeberg School or; 3. Twelve months seatime as Third Cook or Assistant Cook, six months seatime as Cook and Baker, six months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Cook and Baker and Chief Cook Training programs. 4. Twelve months seatime as Third Cook or Assistant Cook, twelve months sea­ time as Cook and Baker and six months seatime as Chief Cook and are holders of a "Certificate" of satisfactory completion from the Chief Cook Training Program. V , i HARRY LUNDEBERG SCHOOL OF SEAMANSHIP UPGRADING APPLICATION -Age- Name. (Last) ; t (Middle) (First) Address(Street) -Telephone. (City) (Zip) (State) (Area Code) Seniority. Book Number. Port and Date Issued. Social Security #• HLS Graduate: Yes • No • -Ratings Now Held. Lifeboat Endorsement: Yes • No [ Dates Available For Training I I Am Interested In: DECK • AB 12 Months • AB Unlimited • Quartermaster • Lifeboatman • • • • • • ENGINE QMED • Electrician FWT • Dk.Eng. Oiler • Jr. Eng. Dk.Mech. • Pumpman Reefer • Machinist Boilermaker • Welder • LNG-LPG RATING HELD DATE OF SHIPMENT > i h' DATE OF DISCHARGE l.vl; ri' LNG/LPG Program 1. Engine personnel must be QMED—^Any Rating. All other (Deck and Stew­ ard) must hold a rating. Steward Upgrading 1. 12 months seatime in any Steward Department Entry Rating. 2. Entry Ratings who have been accepted into the Harry Lundeberg School and show a desire to advance in the Steward Department must have a minimum of three months seatime. Cook and Baker J>ATE. PORT- ^r '.i i i-l;) SIGNATURE. RETURN COMPLETE APPLICATION TO; [i u • LUNDEBERG UPGRADING CENTER, PINEY POINT, MD. 20674 ' fh'- t'i'i 1• 12 months seatime as Third Cook or; •:) i March 1974 11 v. i 1. Must hold endorsement as QMED—any rating. Assistant Cook ! \ 'j . STEWARD • Assistant Cook • Cook & Baker • Chief Cook • Steward RECORD OF SEATIME — (Show only amount needed to upgrade in rat ing checked above or attach letter of service, whichever is applicable.) SHIP Welding I Y • Chief Steward 1. No requirements. Electrician, Refrigeration, Pumpman, Deck Engineer, Junior Engineer, Machinist or Boilermaker— (who holds only a wiper endorsement) iL, .1 1. Must hold an endorsement as Able-Seaman—unlimited—any waters. Abie-Seaman—12 months—any wafers 1. Must be at least 19 years of age. 2. Be able to pass the prescribed physical (i.e., eyesight without glasses no more than 20/100—20/100, corrected to 20/40—20/20, and have normal color vision). 3, Have 12 months scatimc as an Ordinary Seaman or 4. Be a graduate of HLS at Piney Point and have 8 months seatime as Ordinary Seaman. (Those who have less than the 12 months seatime will be required to take the four week course.) t^T.. Page? 1) I ? J1 > f 9 i ""I �pi Bill®'™ ,„««r is a toevet , .. ,,—• to, a limHto" ttoe • • • is ^rigbJtoteUveU^^SS.^'Xe^t sen or aste'^ assume the at sea leam a ^^"e Xn't let drugs desWy you or your Steer a cl^«?|^^ — industry «•»« p.p^' and ^ � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource March 1974 Description An account of the resource Headlines: THE JOURNAL OF COMMERCE HALL URGES CONGRESS REQUIRE U.S. SHIPS IN OIL IMPORT ORGANIZED LABOR AND POLITICAL ACTION AFL-CIO OPPOSES HOUSE COMMITTEE CHANGE AFL-CIO FORMS NEW ORGANIZING DEPT. SIU DOUBLES SUPPORT IN SABINE FLEET; FLUKE BLOCKS WIN IN NLRB VOTE HOUSE PASSES BILL TO SET PENSION PLAN STANDARDS UNDERSTANDING OUR PROBLEMS FARAH STRIKE ENDS NAVY'S THREAT TO PRIVATE SHIPPING AFL-CIO BACKS BILL TO USE U.S. SHIPS IN OIL TRADE LNG COURSE BEING OFFERED AT HARRY LUNDEBERG SCHOOL SS SAM HOUSTON LAUNCHED LAST MONTH 1970 MARINE ACT HELPS WATERMAN REBUILD 2ND OBO, THE ULTRASEA, TAKES ON HER SIU CREW PRESQUE ISLE, WORLD'S LARGEST TUG-BARGE DEBUTS LAKES ORE CARRIER FLEET GROWS AS H. LEE WHITE IS LAUNCHED STRONGHOLD ON JOB SECURITY VARIETY OF MEASURES PASSED AT QUARTERLY MEETING HIGHLIGHTS OF MARITIME TRADES DEPARTMENT MID-WINTER MEETING AMERICAN LABOR SUPPORTS SIU PROGRAMS FIRST GROUP TO GRADUATE UNDER EXPANDED PROGRAM FILLING THE NEED FOR WELL-TRAINED SEAFARERS PANEL ON METRIC SYSTEM MEETS AT HLSS Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 3/1/1974 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. XXXVI, No. 3 1974 Periodicals Seafarers Log