http://www.seafarerslog.org/archives_old/files/original/3f36bf6f688fd74dd23efac8fa9bc6e0.PDF 96445670d51660951f774bf4e99caca5 PDF Text Text Great Lakes Inland Conference Held See Pages 19-22 i t S t 4 .y te;-: \ ' " I t Seafarers Man Newly Acquired Ship—Point Susan J#' i . "6 ' Dredge Sawyer Gets SlU Crew i' (?8'-1 .ii'•«'' .,1 A A ^ t' '| •& «< .i -i • ": '^•••^^ _ ^ .3 # 1- i-i 'W-' ^ $ -•' A ,;i^i • ^• . ,< ' ' -,i. ,L igiiiiiit lyraifiiwa^''''' • •• o \- X S' . • X •^si' • •X •41 �Favors Up fo 6^ o Gallon Fuel Tax on Boats SlU Backs House Bill to Rebuild Locks and Dam 26 The SIU has thrown its support be­ hind H.R. 8309. This is the House of Representatives bill that provides for reconstruction of Locks and Dam 26 and institutes a fuel tax on commercial water transportation. That tax would be no more than 6 cents per gallon. Locks and Dam 26 is located at Al­ ton, 111., a key point on the Mississippi River system. This obsolete facility has been causing costly barge jams and delays for years. The SIU is still opposed to the con­ cept of a user charge of any kind on the inland waterways. But it is backing H.R. 8309 under the threat of a much higher user charge system proposed in the Senate. The higher charge proposal, made by Sen. Pete Domcnici (R-N.M.), requires user charges that would return construc­ tion and operation costs of waterways improvement projects to the Govern­ ment. These would be set to equal 50 per cent of the Federal construction costs and 100 per cent of the operation costs. They could go as high as 42 cents a gallon and would have a disastrous effect on the barge industry. The Domenici proposal would re­ quire $400 million a year in user fees for the industry, according to the Na­ tional Committee on Locks and Dam 26. This tax burden would also be carried by farmers and ultimately con­ sumers. The SIU is a member of the National Committee, along with water­ ways operators, farm groups and other interests involved in the barge industry, which all strongly oppose the Domenici proposal. =3e= =3F INLAND Farmers are directly involved since two-thirds of the tonnage carried on the waterways is farm or farm-related. Farm groups maintain that the higher Senate proposal could "cripple the en­ When Harry Lundeberg came onto the scene in 1934, America's maritime labor movement was in chaos and on the verge of extinction. From then until his death 23 years later at the age of 56, Lundeberg led U.S. seamen through a gauntlet of long, bitter strikes from virtual eco­ nomic obscurity to a place of promi­ nence in the American trade union movement. Although Jan. 28, 1978 marked the 21st anniversary of his death, the legacy he left lives on. This is be­ cause the work Lundeberg did to better the lot of American seamen served as a springboard for con­ tinued progress both for sailors and for the maritime labor movement. Lundeberg, the founder of the SIUNA in 1938, came to the U.S. from Norway in 1919. He joined the Sailors Union of the Pacific that year and settled in Seattle. He became Seattle agent for the SUP in 1934. He led the charge in the bloody West Coast strike of '34, which marked the reemergence of =96= =9€= =56= =9€= © Lnl 0 0, Working Together tor a Future Short of total extinction, the worst thing that can happen to a labor organi­ zation is stagnation. It's a dangerously easy rut to fall into. You can become content with what you have and simply stop working to make it better. Or you can become so confident that the world around you will never change, you stop planning for the future. There is no doubt in my mind that if this kind of thinking had existed in the SIU 30, 20 or even 10 years ago, our Union would possess no base of strength today. Nor would we have much to look forward to in the future other than slow and painful disintegration. But this is by no means the case in the SIU. We have a strong Union today and a strong job structure. Our problem is maintaining this strength not only for present day Seafarers but for the next generation of Seafarers and the generation after that. To say the least, maintaining this strength will not be an easy job. Right now, our industry is in the midst of a major technological revolution. We are faced with the serious problem of automation cutting down crew sizes. We are faced with the problem of crewing radically different ships like the LNG carriers—ships that require new and expanded job skills for proper manning. On top of this, we are faced with the ongoing political problem of ensur­ ing that Congress docs not legislate the American merchant marine off the high seas. =9e= =96= =96= =96= =96= =96= =3^ Harry Lundebei^ maritime labor as a force with which to Be reckoned. Lundeberg succeeded Andrew Furuseth as vSUP secretary treasurer, the highest office in the Union, in 1936. He held that office until his death in 1957. After bitter political and jurisdic­ tional disputes with the NMU and 96= 96= =96= the old International Seamen's Union, Lundeberg formed the SIUNA in 1938 after winning a charter from the AFL. He served as SIUNA president from then until his death. Lundeberg truly had the heart of a sailor. During the first Eisenhower administration, Lundeberg turned down the U.S. Secretary of Labor's job to remain in the seamen's move­ ment. In 1947, Lundeberg worked his way across the Atlantic and back as an AB on a SUP ship so that he could visit his homeland for the first time in 30 years. Lundeberg had been voted funds by the SUP mem­ bership to pay for the trip, but he turned it down. It seems only fitting that the SIU's School in Piney Point, one of the largest and best maritime training facilities in the country, be named after Harry Lundeberg. He was surely one of the most important figures in the history of the Ameri­ can maritime labor movement. 96= 9F 96= 96= 96= We must also work to ensure that Congress does not exclude the U.S. merchant 'marine from new trends in international maritime activities, such as offshore drilling and ocean mining. Essentially, the key to success in maintaining our strength is the same kind of joint cooperative effort between leadership and membership that has always ex.isted in our Union. An exdmple of how this kind of cooperative effort has paid off for us can be seen with respect to the advent of LNG ships in the U.S. merchant fleet. In the early 70's, it became apparent to us that it was just a matter of time before LNG ships would be a part of the U.S. fleet. The SIU, through the Lundeberg School, developed a comprehensive LNG training program fo help Seafarers prepare for the inevitable. However, it was up to SIU members to take advantage of this program. And they did. The U.S. fleet now has two LNG ships in its ranks. As a result of the SIU's cooperative effort on this issue, SIU members are manning both of them. Right now, two ships might not seem like such a big deal. But, 10 years from now, LNG ships could very well play a crucial part in providing jobs for American seamen. Whether this happens or not, the fact remains that the SIU is preparing to take full advantage of any expansion within the U.S liag LNG fleet tomorrow or 10 years from now. The LNG ship, though, is only one aspect of the U.S. maritime industry's future. Another area that could be a very big job producer for American seamen in the future is ocean mining. But again, it will take a cooperative effort of leadership and membership to make this a reality. Presently, the SIU is working in Congress on a long distance ocean mining bill that will ensure that ships used in any sea mining ventures by U.S. com­ panies be American-manned vessels. The whole subject of ocean mining is very unclear at the present time. No one is really sure how big an industry it can or will become. The point is, though, that it could mean a lot to the U.S. merchant marine. And the SIU is working on it right now to make sure that if ocean mining does develop, SIU members will get a fair share of the jobs it creates. It is my belief that the only way to prepare for the future is simply never to beeome satisfied with what we presently have^ Because if that ever hap­ pens, this organization will stop moving forward and begin to decline. Let's continue to work together t^ever conies. 9F Change of address cards on Form 3579 should be sent to Seafarers International Union 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y.. Vol. 40, No. '2^^^ma^ li^®^ 2 / LOG / February 1978 TI is a Washington, D.C.-based educa­ tional and research group for the mari­ time industry. It is also supporting H.R. 8309. A number of amendments and com­ promise positions on user charges have been submitted in the Senate. Lack of agreement has postponed the vote on H.R. 8309 and it will most likely not come up until March. 21s/ Anniversary of Lundeberg's Death UU Paul Hall tire inland waterways system." In short, the Domenici proposal threatens to destroy the low-cost, energy-efficient advantages of water transportation. Moreover, it does so in a discriminatory manner. The Transpor­ tation Institute (TI) has pointed out that the proposal would levy charges only on certain parts of the waterways—those in direct competition with the railroads. 96= 96= 96= i 9^ 96= AFL-CIO, 675 Fourth Ave., Brooklyn. N.Y. >Y..^ �r m Senate Vofe Due in Mid-March AFL-CIO Pushes Labor Law Reform Bill The labor movement has launched an all out final drive to win passage of the President Carter-backed Labor Law Reform Bill in the U.S. Senate. The House of Representatives passed its version of the bill late last year. The vote in the Senate on the bill is due by mid-March. The Senate Human Resources Com­ mittee recommended passage of the bill by the full Senate earlier this year. The committee vote was 13 to 2 in favor of the bill. The long-needed reform bill is de­ signed to speed up the judicial processes of the National Labor Relations Board. It would also give the NLRB increased authority to crack down on violators of the labor law. Some of the key features of the bill include: • Expansion of the National Labor Relations Board from five to seven members to better handle the board's heavy caseload. • Holding of union certification elec­ tions no more than 30 days after pledge cards, showing majority support in the shop for unionizing, are filed with the NLRB. • Awarding employees fired for union activities during an organizing drive 1V2 times back pay for time lost between discharge and reinstatement. The House version of the bill provides for double time back pay in such cases. • Denial of Government contracts for a period of two years to companies that continually violate the labor law. Big Business interests and right wing groups have mounted their own massive lobbying effort to block passage of the bill. It is feared that the right wing's allies in the Senate will attempt a fili­ buster to kill the bill. If this happens it would take a two thirds vote of the Senate to end the filibuster. (A fili­ buster is a delaying tactic accomplished through long speeches.) However, it is unlikely that the bill's supporters in the Senate could muster such a two thirds vote. To combat the opposition, the AFLCIO has succeeded in putting together a coalition of professional, civil rights and women's groups, as well as en­ vironmental concerns, in favor of the bUl. The AFL-CIO has sponsored regular strategy meetings to solidify this coali­ tion and to map out a course of legisla­ tive action. A number of these meetings were chaired by SlU President Paul Hall, who serves as chairman of the AFL-CIO Executive CounciPs Special Committee on Legislation. To say the least, the Labor Law Re­ form Bill has been a long time coming. Statistics complied by the NLRB show an alarming increase of violations of the labor law over the years. For instance, in 1947 the NLRB heard 115 cases involving unfair labor practices. However in 1976, the board heard 1,033 such cases. In 1960, a total of 15,800 complaints were filed with the NLRB against em­ ployers for violations of their employ­ ees' rights. But in 1976, the number of these complaints rose to 34,302. Secretary of Labor Ray Marshall, speaking for the Carter Administration, said that the increased violations of the law arise from the fact that "some em­ ployers have found it cheaper to dis­ obey the law than to obey it." Marshall added that opponents of the bill essentially want "to deny any­ thing that would appear to improve collective bargaining and improve the right of workers to organize and bar­ gain collectively." Sen. Harrison Williams (D-N.J.), cosponsor of the bill in the Senate, said that the bill will only be won "if trade unionists and their allies in the nation's communities make an all out push in the next month." Williams also said that supporters of the bill in each state "must give their senators the feeling that this is it, that this is top priority." From the individual union member's point of view, the "all-out push" re­ ferred to by Sen. Williams involves writing his or her senators demanding they vote in favor of the bill. The SIU urges its members and their families to join in the fight for this bill. Write your senators. Tell them that they will lose your vote unless they vote in favor of the bill. i Outer Continental Shelf Lands Act Passes in U. S. House WASHINGTON, D.C. —A heated floor battle that carried both good and bad news for American workers pre­ ceded passage in the House of the Outer Continental Shelf Lands Act. The final Feb. 2nd vote in the House of Repre­ sentatives was 291 for and 91 against. The CCS bill is aimed at controlling the offshore production and develop­ ment of oil and natural gas resources on the U.S. outer continental shelf. The House floor fight started out with the narrow defeat of a labor backed amendment to the bill involving jobs for U.S. shipyard workers. The amendment was introduced by Rep. John Murphy (D-N.Y.). It would INDEX Legislative News SIU in Washington Locks and Dam 26 OCS bill Dredging bill Page 9 Page 2 Pages Page 18 Union News President's Report Page 2 1st Pension Supplements Back Page Headquarters Notes Page 7 Brotherhood in Action Page 4 Great Lakes conference Pages 19-22 At Sea-Ashore Page 17 Inland Lines Page 6 Great Lakes Picture Page 8 Atlantic inland conference Pages 13-15 New benefit form ....Pages 28-29 Great Lakes-wage rates.. .Page8 Crescent, Radcliff conference Page 26 General News Report of Elias disaster . .Page 12 National unemployment ..Page5 Labor law reform Page 3 Humphrey dies Page 5 Porpoise kills down Page 5 Coors boycott Page 37 Bartlett-Collins boycott .. .Page 6 lUE Page 32 have required that all rigs and other equipment used in the offshore drilling be built in American shipyards. The measure was defeated 208 to 201. Later in the day, however, an attempt to scuttle a crucial section of the bill involving thousands of jobs for Amer­ ican seamen and roustabouts was soundly defeated 280 to 118. Rep. Charles Whalen (R-Ohio) led the assault against the man-American provisions of the bill. Basically, then, the final House-passed version of the OCS bill, as it affects American workers, reads as follows: • American workers must be em­ ployed in the manning of all equipment Shipping Dredge Sawyer Page 4 Point Susan Page 24 Around New Orleans harbor Pages 38-39 Mackinac ferries Pages 30-31 Harry Allen Page 4 Ships' Digests Page 23 Dispatchers' Reports: Great Lakes Page 5 Inland Waters Page 12 Deep sea Page 25 Training and Upgrading 'A' seniority upgrading .. Page 37 HLS course dates Page 36 Tl scholarship Page 11 GED graduates Page 12 Membership News Upgraded to inland engineer Page 10 Former scholarship winner Page 16 New pensioners Page 33 Final Departures .... Pages 34-35 Articles of particular interest to members in each area—deep sea, inland. Lakes—can be found on the following pages: Deep Sea: 10, 17, 23, 24, 25, 32, 37, Back Page Inland Waters: 2, 6, 10, 11, 12, 13-15, 18, 19-22 Great Lakes: 4,5,8,30-31 involved in oil and gas exploration on the U.S. outer continental shelf. This includes rigs and supply vessels. • The rigs need not be built in Amer­ ican yards. Yet all rigs involved in the drilling must carry American registry. Also, they must meet U.S. construction, environmental, and safety standards. Despite the narrow loss of the "BuildAmerican" amendment, the Housepassed version of the bill must be con­ sidered a victory for maritime labor. The House bill ensures that thousands of Americans will reap the employment benefits of the rapidly expanding off­ shore oil drilling industry. It also carries the potential of creating some 3,000 to 5,000 new jobs for Amer­ ican seamen in the support and supply of drilling operations. The fight for the bill, however, is far from over. The Senate passed its own version of the Outer Continental Shelf Lands Act on July 15, 1977. The Senate version of the bill con­ tains no section requiring the use of U.S. workers in manning and supplying the rigs. As a result, the differences in the bills must be worked out by a House-Senate Conference Committee. As this issue of the Log goes to press, the conferees have not been selected. It may take several months before all details are finally worked out on the bill and it is signed into law by President Carter. The SIU will be working to see that the final version of the bill will include protection for American workers in the employment opportunities created by the offshore drilling industry. R.F.'Mickey'Wilburn, 55, Retired Houston Agent, Dies Retired Houston Port Agent Robert F. "Mickey" Wilburn, 55, died of cancer in St. Luke's Hospi­ tal, Houston on Feb. 14. Brother Wilburn joined the SIU in 1944 in the port of New Orleans sailing as an AB for nearly five years. He worked as an organizer for the Union during the 1950s and 1960s. From 1969 to 1975, he was elected a joint patrolman for the port of Houston. In 1976, he became Houston port agent, a post he held until his retirement last year. '>$1 Born in Missouri, he was a resi­ dent of Houston. He was an avid deer hunter. Seafarer Wilburn willed his re­ mains to Baylor University, Hous­ ton for medical research. His family requests that friends, who wish to do so, make contribu- tions in his name to the American Cancer SocietySurviving are his widow. Pearl; a daughter, Cheryl, and a nephew. February 1978 / LOG / 3 ' t �W/nfer Bound Laker Destroyed in Vfaterfronf Fire Another in a rash of fires that have ripped through grain elevators in recent months claimed the Capitol 4 Elevator on the Duluth waterfront. The fire, which occurred on the morning of Sat­ urday, Jan. 21, also destroyed the SIUcontracted bulk carrier Harry L. Allen. The Allen was laid up for the season at the grain elevator's dock and was extensively damaged by debris that fell from the elevator and caused the ship's superstructure to ignite. Firefighters were unable to get close enough to the ship to contain its blaze because of the intense heat emanating from the ele­ vator and because of fears that the fire might cause the ship, another nearby grain elevator or loaded rail cars to explode. Oliicials feared the danger of the Kinsman-owned Allen'?, exploding was great because of the ship's closeness to the fire and its supply of bunker fuel. A spokesman said the damage to the ship approached $2 million. The entire port side of the vessel, the for­ ward quarters and the lifeboats aft were destroyed. The company spokesman said the Allen will probably be scrap­ ped. But when asked by the Log whe­ ther the ship will be replaced in the fleet, the spokesman replied, "we're in the throes of determining what we want to do. We have not reached any decision yet. Firefighters arrived at the site of Grain Elevator 4 at 3:30 p.m. after employees at the nearby Capitol 6 elevator saw smoke coming from the building. The fire went unnoticed, perhaps smoldering for as long as six hours, ac­ cording to Fire Chief Leonard Whalen, because no one was working in the ele­ vator on that day. Just as it appeared that the blaze was under control, a grain dust explosion tore through the elevator, toppling the building's tower and forcing a hasty evacuation by firefighters. By 7:30 p.m. the elevator was de­ stroyed and firemen were able to board the Allen and put out the fire on board. Capitol Elevator No. 4 of Interna­ tional Multifoods Corp. was a woodframe building constructed in 1888. There has been .a high incidence of grain elevator fir^ in recent years. Four grain elevators burnt in a 10-day period last December. A total of 137 elevators have been destroyed by fire in the last 18 years. These statistics, coupled with the building's structural inadequacy, made it a prime target for fire. Flames gut-the tower of a Duluth waterfront grain elevator. The fire caused extensive damage to the Kinsman-owned Harry L. Allen, berthed at the ele­ vator's dock for the winter. Eight months ago Capitol No. 5 ele­ vator, also a frame structure, was razed by the company because it posed a safety threat. There is presently only one wooden grain elevator remaining in the Duluth/Superior area. M Brotherhood m Action ... for SlU members with Alcohol problem Seafarer Greg Hamilton, who is 21 years old, made the mistake of believ­ ing a common myth about alcoholism —that it was a disease which afflicts only "old" people. "I thought an alco­ holic was someone on skid row or the guy who couldn't move out of his bunk because he didn't have his drink. Now 1 know that an alcoholic is someone for whom booze causes a problem in his life." Seafarer Hamilton believes that he started drinking when he was about 13 years old. About five years ago, he at­ tended the basic vocational program at HLS as a member of Class #112. "HLS is the best thing that could have happened to me. I needed a place to go, and if I hadn't come to the School, 1 probably would have been a thief or something. But being a Seafarer helped give me a new approach to life." Last fall. Brother Hamilton came to HLS and enrolled in the high school equivalency program. "After three weeks, I just quit. My drinking would not let me study or remember any­ thing." Hamilton then enrolled in the AB course at the School. But he went on a drunk one night and became destruc­ tive. The next morning, he couldn't re­ member exactly what had happened the night before. He wanted to call the ARC immediately but it was several days before he found the courage to make the phone call and ask for help. In describing the program at the Sea­ farers Alcoholic Rehabilitation Center, which is sponsored by the Seafarers Welfare Plan, Brother Hamilton said, "It works. The counselors really know what they are talking about." "Our Union is very brotherly," he added. "They will help you in any way possible so that you can become a bet­ ter person—from high school diploma to AB to recovering from alcoholism, and many other ways, too." In finding freedom from alcohol. Seafarer Hamilton found a new life for him.self. "I used to feel about an inch tall when people called me a drunk. I was even afraid to face people the morning after 1 had been on a drunk because they would know what I had done the night before, and I didn't." Today things are different for Ham­ ilton. He is enrolled in the AB course SeafarerGreg Hamilton is shown studying for his AB endorsement at HLS. again and will soon take his examina­ tion for that endorsement. He also has plans to attend the General Educa­ tional Development program at HLS later this year. After completing the recovery program at the ARC, Brother Hamilton is able to build upon the new approach to life he found when he graduated from HLS five years ago and first became a Seafarer. If you feel that you have a drinking problem, remember that you are never too old—or too young—to ask for help. Just call (301) 994-0010 any time and ask for "The Center." Or contact your SlU representative. Sea-Land Market Coitnmitfee Dredge Sawyer Joins SlU Fleet SW-contracted Radcliff Ma­ terials recently acquired an­ other dredge^ the Sawyer, which brings 27 new jobs for the Union membership. The new addition is 330 feet long by 50 feet wide. She is the second largest dredge in Rad­ cliff's fleet, which includes about 27 dredges, and support boats. Radcliff is based in Mobile, Ala. and also operates out of New Or- leans, Houma, La., and Morgan City, La. The Sawyer is now dredging shells from the Atchafalaya Bay, off Morgan City. She loads two barges at once and works 24 hours a day with relief crews. The shells are sold for cement and other construction ma­ terials. The 27 S/U jobs on the Sawyer include all unlicensed positions and engineers. Recertitied Bosun Don Rood (fronl contor) ship's chairman of the SS Sea-Land Market, gets ready to load on stores on the ccntainership recently. At his immediate back (I. to r.) are come, of the Snip's Committee and a crewmember: Engine Delegate E. Livvag; Quarterm-asier Nick Hrysagis, and Slevyard Dele­ gate John Alberti. The vessel paid off in Pore Eiiz&beth, N.J. 4 / LOG / February 1978 \ "'If.-.-- �I' Porpoise Kills Down 75^© Due to U.S. Tunamen Efforts American tuna boat crews made great strides in 1977 in reducing the number of porpoise kills incidental to tuna fishing off the U.S. West Coast. A high percentage of these tuna fisherment belong to the SIUNA-affiliated Fishermen's Union of America, Pacific and Caribbean. According to statistics compiled by the National Marine Fisheries Service, the number of porpoise killed during tuna fishing was down 75 percent per ton of tuna captured in 1977 as com­ pared to 1976. Further statistics showed that tuna fishermen were successful in releasing better than 99 percent of all porpoise encircled by tuna nets. Senator Alan Cranston (D-Calif.) said that these statistics were "a tre­ mendous tribute to the determination of the captains and their crews to show their skills and good faith" in reducing porpoise kills. The U.S. tuna fleet was laid up for several months in late 1976 and early 1977 over the porpoise mortality con­ troversy. Environmentalists wanted a zero mortality rate. But the tuna industry claimed a zero rate was impossible to achieve if American tuna boats were to remain competitive with foreign boats. Widespread Layoffs The lengthy fleet layup also caused widespread layoffs of cannery workers in Southern California and Puerto Rico. Many of these workers belong to the SIUNA-affiliated United Cannery and Industrial Workers of the Pacific, Los Angeles and Vicinity District. The fleet went back to sea .only after Congress worked out a compromise be­ tween the tuna industry and the en­ vironmentalists. The compromise was a quota on the number of porpoise that could be taken incidental to tuna fishing. During Congressional hearings on the controversy, SIU Executive Vice President Frank Drozak called for quick action to keep the U.S. tuna in­ dustry, and the 30,000 jobs it provides, from being exported to Mexico and South America. U.S. Unemployment Rate Dips to 6.3%; Still Very High for Blacks WASHINGTON, D.C. — The U.S. jobless rate declined to 6.3 percent last month from December's 6.4 percent. This is the lowest "unemployment rate since October 1974 when it was 5.9 percent. According to the Govern­ ment's Bureau of Labor Statistics, 6,226,000 workers in the country were without jobs last month. The dip in the jobless rate last month marked the fourth straight monthly de­ cline. In November it was 6.7 percent, 6.8 percent in both October and Sep­ tember and 7 percent in August. However, high johlessness among black workers continues to persist with their unemployment rate remaining un­ changed in January at 12.7 percent. Their jobless rate was the same in Januuary 1977. Teenage blacks have a 38.7 percent jobless rate! The AFL-CIO said that, while the unemployment results were "hopeful," the persistence of high joblessness among blacks required the Federal Government to direct its employment programs more precisely to impover­ ished inner city areas. Unemployment among whke work­ ers remained unchanged over the month at 5.5 percent. Those benefiting most from the January jobs improve­ ment were women. Their unemploy­ ment rate fell to 6.1 percent from De­ cember's 6.6 percent. U.S. Commis­ sioner of Labor Statistics Julius Shiskin said that the improved results for women might reflect the expansion of the financial and service sectors of the economy. Both have a substantial num­ ber of women workers. were employed construction workers who lost two hours in their work week. Workers in the transportation, public utility and other non farm industries Hubert Humphrey, a Labor Man He was an American Senator in every sense of the word. Yet it was always obvious that Hubert H. Humphrey felt more at home in a union hall or in a factory simply talking to the people than in the marble and mahogany surroundings of the U.S. Senate Chamber. Now, looking back on his politi­ cal career, which spanned more than three decades of fighting for workers rights, civil rights, and human rights, Senator Humphrey's death from cancer on Jan. 13, 1978 can only be described as a monumental loss to American workers and the U.S. trade union movement. Senator Humphrey knew he was going to die. Yet he met the toughest crisis of his life—inoperable cancer —the same way he met so many The unemployment rate for teen­ agers rose to 16 percent from 15.6 percent the month before. Joblessness among adult men was up to 4.7 percent from December's 4.6 percent. Unem­ ployment for fulltime workers was down to 5.8 percent. Non farm payroll employment in­ creased by 255,000 to 83.7 million workers in January. The biggest overthe-month gains were in manufactur­ ing, wholesale and retail trade, and services. Hard hit by the bad January weather BiSMlclhirs Riiiiirt lip Grcitlike: JAN. 1-31. 1978 Jk. ^ JL-^ W •TOTAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C ••REGISTERED ON BEACH Ail Groups Class A Class B Class C DECK DEPARTMENT Alpena Buffalo Cleveland Duluth Frankfort Chicago Algonac Totals 0 0 0 0 0 0 27 27 0 0 0 0 0 0 2 2 0 0 0 0 0 0 5 5 1 0 1 0 0 0 1 3 4 1 3 0 0 0 4 12 0 0 0 0 0 0 5 5 1 2 0 6 1 18 32 60 0 1 0 1 0 3 3 8 0 0 0 1 0 0 0 1 0 0 0 0 0 1 0 1 1 0 2 0 1 7 32 43 0 0 1 0 0 1 6 8 1 1 0 1 0 1 2 6 0 0 0 0 0 0 0 0 0 1 0 0 2 2 6 11 1 0 0 0 0 0 4 5 0 0 0 0 0 0 0 0 1 1 2 2 0 9 41 56 7 3 6 3 3 3 30 55 2 9 0 3 1 6 14 35 170 76 42 ENGINE DEPARTMENT Alperia Buffalo Cleveland Duluth Frankfort Chicago Aleonac Totals 0 0 25 0 0 0 0 0 0 4 4 0 0 0 0 0 0 2 2 1 0 1 0 0 3 2 7 lost on the average about a half an hour in their work week. Not counted were the effects of the blizzard which swept the Middle West at the end of January. 1 0 0 0 0 0 0 1 political crises in his enviable career —with courage. His first public appearance after learning he had terminal cancer was not at a news conference with bright lights and network cameras. It was at a union convention in his home state of Minnesota. He didn't talk about himself and his battle to live. He talked about unemployment and the need to provide a job for every American willing and able to work. The last time Senator Humphrey spoke to a Union gathering was in early December at the AFL-CIO Convention in Los Angeles. He was too ill to make the trip, so he spoke to the Convention by phono. In a memorable and moving ad­ dress, he said, "the labor movement has been the conscience of American -politics and the source of social pro­ gress in this country, and I've tried to be with you every step of the way. You all mean so much to me, espe­ cially this year." There were very few dry eyes among the 1,500 people who jammed the Convention Hail and who greeted Humphrey's words with a long, loud, warm standing ovation. Probably the best tribute to Hubert Humphrey, though; came from his close friend and fellow Minnesotan, Vice President Walter Mondale. During funeral services for the 66-year-old Senator, Mondale said: "He taught us all how to hope and how to love, how to win and how to lose. He taught us how to live, and finally, he taught us how to die." STEWARD DEPARTMENT Alpena Buffalo Cleveland Duluth Frankfort Chicago Algonac Totals 0 0 0 0 0 2 2 0 0 0 0 0 0 3 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 2 3 ENTRY DEPARTMENT Alpena Buffalo Cleveland Duluth Frankfort Chicago Algonac Totals 0 0 0 0 28 0 0 0 0 0 0 22 22 0 0 0 0 0 0 6 6 10 16 6 S2 31 13 Totals All Departments . .. *"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"{Registered on the Beach" means the total number of men registered at the port at the end of last month. Hubert H. Humphrey February 1978 / LOG / 5 1, f- 4 yi �Don't Buy Barfteff-Collins Glassware, Says AFL-CIO The AFL-CIO Hxecutive Council has sanctioned a nationwide consumer "don'tbuy boycotf'againstthe table and crystal glassware products made by the Bartlett-Collins Glass Co. of Sapulpa, Okla., near Tulsa. The glassware is sold in department stores, supermarkets, discount stores, and drugstores. Some of it is sold to certain breweries and Playboy Clubs. Members of Local 716, American Flint Glass Workers Union (AFGWU) of Sapulpa have been on strike since contract negotiations with the manu­ facturing firm broke down on Sept. 15, 1974. The union won an NLRB certifica­ tion election for collective bargaining representation at Bartlett-Collins by an 85 percent majority. A strike followed after ei • negotiating sessions when the firm's negotiators failed to offer any wage or benefit improvements. On the picketline, Charles Wiley, who has been an employee of the com­ pany for 34 years, was arrested and jailed by police for allegedly preventing a scab from crossing the line. Later he, with two others, was fired by the com­ pany for union activity. But today he remains on the picketline, though he may lose his pension. The Union filed unfair labor practices charges with the NLRB against Bartlett-Collins for fail­ ing to honestly negotiate a contract and coercive interference with the em­ ploye's right to organize a union. On July 2, 1976, the local NLRB upheld a charge that the company had not bargained in good faith. The next June the NLRB in Washington, D.C. ruled that Bartlett-Collins had to re­ instate the strikers (except Charles Wiley) on request. The last contract negotiating session was held on July 29, 1976. As of November 1977, the 25 to 35 strikers have been walking the picket- Gulf of Mexieo-l'aribbean Sea SlU-contracted Caribe Tugboat started a new service on Feb. 15 linking San Juan, P.R. to Lake Charles, La. The 9,000 hp. tug Explorer and the roll-on barge Islo Grande are making the run, which takes about six days one way. The barge is 400 feet long by 100 feet wide and carries 90 trailers. Caribe already operates roll-on tug and barge service between San Juan, Jacksonville. Miami, Venezuela, the Dominican Republic, the Virgin Islands and the Leeward and Windward Islands. The Lake Charles service is another step forward in the company's rapidly growing Caribbean operation. But it has even bigger plans for the near future. Caribe has two triple-deck, roll-on barges on order, which will be the largest in the world. These superbarges are 580 feet long by 105 feet wide and can carry 380 trailers. They are expected to enter the Jacksonville-San Juan service in June. Caribe is also planning to build two triple-deck loading platforms, one in each port in this service. These will allow all three decks of the new barges to be loaded or unloaded at once. The triple-deckers will take the place of some of the double-deck barges that now run between Jacksonville and San Juan. Once this happens, the double-deckers may be used to expand the Lake Charles service, a Caribe spokesman said. Mississippi River System line seven days a week. They refuse to return to work at the plant until the company makes a valid wage and bene­ fit proposal and reinstates Charles Wiley with his pension. He's 55. Bartlett-Collins is now operating its plant with inexperienced scabs 40 hours a week with production losses of 40 to 60 percent. Most of the loss comes from imperfect and smashed machine-made glassware. Of course, the scabs have been getting wage increases. Union chief George M. Parker says "Bartlett-Collins Glass Co. is the only remaining unorganized major producer of automatic machine glassware in the nation." The company, which started in 1913, pays its machine operators from $2.60 to $3.25 an hour. The workers now get two weeks vacation after five years on the job. They have a pension plan. It has branches in Costa Rica, Venezuela, Haiti, and Canada. The Bartlett-Collins workers have no overtime or shift differential pay, se­ niority rights, grievance procedure, gloves, or protective clothing. They also don't have any paid holidays. ^iniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiaiiimiiiuiiuiimiiiii^ I SAB Rules on 'C | I Classified Men | In November the Seafarers Appeals Board ruled that effective Jan. 3, 1978, "C classification seamen may only reg­ ister and sail as entry ratings in only one department." The Board took the action to insure that the Llnion will he able to maintain sufficent manpower for each shipboard department. The ruling will also enable these seamen to get sufficient seatime in one department for the purpose of upgrading to a higher rating in that department. frigid temperatures and severe ice jams have caused a number of mishaps on the rivers. And to top it all off, the ice build-up has increased the already serious problem of bottlenecks and delays at old lock and dam facilities. The coal miners strike and the weather also seem to be working hand in hand to create problems. Since coal transportation is the major traffic on the rivers, laid-up boats mean less traffic moving and breaking up ice. I '^e biggest ice jams have been on the Ohio River. A towboat, the Clare Beatty, (non-SlU) and .several barges were stuck in the ice-packed channel of the Markland Dam, just below Cincinnati on Jan. 27. Three SIU towboats, the Charles Lehman, the Wally Roller and the James Nevin, all American Barge Lines, tried to break up the ice and reach the vessels. But the jam was one-half mile long, St. Louis SIU Port Agent Mike Worley reported, and the effort was unsuccessful. The Beatty and two of the barges finally sank. No one was on board at the time. The next day at Jeffersonville, Ind., only a short distance downriver from the Markland Dam, 42 tied-up ABL barges were hit by a huge ice flow and broke loose. This happened during the christening of a new ABL towboat, the Joe Bobzien. The barges were eventually all rounded up. The Bobzien has not yet entered service because of weather problems. Nine more ABL barges broke loose on Feb. 4 at Cairo, III. where the Ohio meets the Mississippi. They were rounded up by SIU Boatmen. Locks and Dam 26, at Alton, 111., where the Mississippi, the Illinois and the Missouri Rivers converge, is operating again with both locks. The smaller of its two locks broke down in early January and caused major delays. But "it's still very difficult going" according to a spokesman from the Army Corps of Engineers. Moreover, the bottleneck hasn't disappeared. It has spread downstream 18 miles to Granite City, 111., where Locks and-Dam 27 is located. The larger of two locks in this facility has been shut down for maintenance. Twenty towboats were backed up there this month. Great Lakes Laid-up, jammed up and bottled-up. That describes the current problems tug and bargemen are facing on the upper Mississippi River system. T "nited Coal Miners strike, ongoing since Dec. 5, has laid-up from 15 io 18 STU-contracted towboats on a daily count in this area. Blizzard winds. Tug and dredgemen don't have even a fighting chance against the tough winter weather conditions in this area and most shipping shuts down for the season. The only year-round SlU-contracted towing company is Hannah Inland Waterways which uses tugs equipped with ice-breakers. But inland members from this area have been stopping by the new Union Hall in Algonac, Mich, recently and are raving about its outstanding facilities. Fourteen SIU Boatmen and Dredgemen had a chance to see what their brothers have been talking about when they attended the first educational conference for Great Lakes inland members at the Hall from Feb. 6-8. (See full story and photos on pages 19 to 22.) "This has to be the finest union hall in the country," SIU Boatman John DuFour said when he visited the new Algonac Hall recently. DuFour works for Great Lakes Towing in Detroit. Rod Jeziorowski (1), a deckhand/tankerman with SlU-contracted Hannah Inland Waterways, came to the Algonac Hall last month to receive some Welfare information from SIU Dispatcher Tom Bluitt. 6 / LOG / February 1978 I �Long Beach Committee rI r I I I I I I I I I I I I I by SIU Executive Vice President I I I I Frank Drozak I I I I I I I When you need medical care in a foreign port, how do you make sure you I I I get it? American seamen have the right to fair and proper treatment if they become I I ill or injured on a foreign voyage. But to protect your rights, you have to know I your rights. This means following the procedures that have been established I I I for your benefit. I The first step, if you have to leave your ship to receive medical treatment in I I a foreign port, is to notify the ship's medical officer and request a Master's I If you are not fully paid off when you leave, you also have the right I I Certificate. to receive a reasonable money advance to cover necessary e^yjenses. I These are your rights as Seafarers according to Maritime Law and collec­ I I I tive bargaining agreements. I Equally important, you should notify the ship's chairman. The Union has I I received complaints recently from Brothers who have had problems getting I proper medical treatment in foreign ports. In order to prevent these problems, I we are now requesting all ship's chairmen to wire Union Headquarters anytime I I a crewnieniber is paid off in a foreign port due to illness or injury. I I Last month, we notified all ship's chairmen of this procedure. But I'd like I I to point it out again here .so that all Brothers will realize why it is important. I Some Seafarers have recently been denied their requests for a Master's I I Certificate. Others have been paid off in foreign ports without a pay voucher. I They have arrived in the States, without funds, hundreds of miles from their I _ I port of engagement. To complicate these problems, they have arrived after • I normal business hours and on weekends or holidays, preventing contact with I company involved. | I theAfter the Union receives notice from the ship's chairman, we will be able | to I contact the company to request that proper medical attention be provided to I the Seafarer involved, in accordance with his full rights. This includes specify-' I ing that he be sent back to the States as soon as his medical condition permits 1 I Letters have already been sent to all of our contracted companies, advising § them to conform to these procedures. But we also need your cooperation in | I these matters to insure that your rights as American seamen are carried out. g I I Heatlq uarters Notes N.Y. Patrolman Teddy Babkowski (seated center) and SlU Representative George Ripoll (seated back to camera) check the books of part of the Ship's Committee of the SS Long Beach (Sea-Land). They are (seated I. to r.): Chief Cook John Tilley, steward delegate, and Engine Delegate Walter Jorgensen. Standing (I. to r.) are: Bosun Frank White, ship's chairman; AB David Manzanet, deck delegate, and Crew Messman Udjang Nurdjaja. The ship paid off recently in Port Elizabeth, N. J. Tlger(Shark) in Their Tanker Capt. Gus Kukunas "of the good old ST Erna Elizabeth" (Hudson Waterways) sent in this photo recently of (rear I. to r.): Chief Steward Bobby Fletcher holding on to fin of 8 foot, 9 inch marlin swordfish; Chief Pumpman Jim Beatty, and Recertified Bosun Neil "Biackie" Matthey hanging on to a 11 V2 foot tiger shark they hooked in Parita Bay, Panama while they were waiting for a cargo of Alaskan crude. Also helping in the catch was (front) AB Joe Stanton. Christmas Goodies A'-Comin' On Christmas Day on the VLCC Maryland (lOM) Baker Richard "Jimmie" Sherman (left) displays a huge holiday cake he's just baked for the crew. In the center is Chief Steward Roy Fletcher. Messman Jim Pilski gets ready to serve the hors d'oeuvres. The yule dinner was served 40 miles off Galveston where the tanker was anchored in the offshore lightering area. (Photo by crewmember. Seafarer Vincent Cortellacci). I I I would also like to call your attention to recent events in the inland field I that are covered in this issue of the Log. These are the latest educational con- • I I ferences held for SIU Boatmen. I Two were held during the past month. One was for Great Lakes tug and I at the new SIU Hall in Algonac, Mich, (pages 19-22). The other I I dredgemen was for Atlantic Coast shipdocking Boatmen and was held at the Harry I I Lundeberg School in Piney Point, Md. (pages 13-15). I If you've been reading the Log, you know that conferences like these have I I been going on for a full year now. They began with Boatmen from the Gulf and I have now covered inland members from all geographic areas where SIU- I I contracted companies operate: on the Mississippi River system, the Atlantic I I Coast, and the Great Lakes. I While the educational agenda has been similar, each of these conferences is I a worth reading about because each provides some new information about SIU I 1 Boatmen in different parts of the country. Working conditions and industry I differ from region to region. Each conference offers insight into how I 1 economics the membership works within these differences to achieve common Union 1 goals—stronger contracts, better benefits and increased job opportunities. The I 1 Great Lakes conference should be especiaUy interesting because it is the first I I 1 one held in this area. Since the merger of the Inland Boatmen's Union and the SIU in September, I 1 1976, we have been searching for better ways to meet the needs of the inland 1 membership. These conferences have proved to be an effective way to find out I 1 what those needs are throughout the country. And they have proved to be a I 1 very good way for the officials and the membership to work together to achieve I goals. 8 a these We've been doing it by communicating—by talking to each other at these 1 a conferences and breaking down the barriers of misinformation or misunder­ standing that have stood in our way. 1 had the privilege of serving as chairman 1 of the Great Lakes conference. Along with the 14 Lakes delegates who at­ 1 tended, I learned a great deal aoout that segment of the industry that I'd like 1 to pass on to my brothers. 1 I'd like to share my experience with you because I think it will help you| understand what we're up against and what we're trying to achieve for SIU _ boatmen. And the best way I can do that is through the Log. I urge you to read • the articles on the Great Lakes and Atlantic Coast conferences and find out I what's happening in these important parts of our industry. | Feb.uary 1978/ LOG/7 1. u �The Lakes Picture ALGOXAC Algonac Port Agent Jack Bluitt said, "it looks like a real early fit-out this year." As soon as the weather breaks ships will begin fitting up to handle the demand for ore that is a result of the late settlement of the ore miners strike. Figures from the U.S. Post Office in Detroit that provides mail .service to all up- and down-bound vessels indicates there were 177 more vessel pas­ sages in 1977 than in 1976. The Detroit Post Office tallies all ships that pass by its central location. It said there were a total of 2,941 American vessel passages upbound Detroit, 1,615 Canadian upbound and 822 deep sea upbound passages for a total of 5,378. The downbound passages included 2,907 American vessels, 1,570 Canadian and 822 downbound deep sea'ships for a total of 5,299. Though the 1977 totals exceeded those for 1976, this does not mean more ships ran last year than the year before. In fact, fewer vessels were running last year but there were several newer ships which were able to make runs more frequently than the older vessels. BUFFALO Buffalo's shipping industry comes mostly from the city's flour mills. Along the waterfront are four major mills and there are two smaller mills in the city. The 12 million tons of flour milled in Buffalo last year made the city the largest milling center in the country, a distinction it's held for 47 years in a row. When Buffalo first became prominent as a flour-milling center it was be­ cause the most efficient way of producing and shipping flour was to move the wheat via laker as far east as possible, mill it, then take it to market by train or truck. Buffalo was that easternmost point. Now, however, more and more wheat is coming from Kansas and other western areas that have no access to Great Lakes shipping. Cargill, Inc., a grain concern, recently announced plans to construct a $2.5 million bulk flour terminal in Barksdale, Md. which would receive the flour from the company's three Kansas-based mills. Fears have been voiced that Cargill's move could set a precedent and that other companies will abandon their Buffalo mills and open facilities in the west. If these fears materialize, it will necessarily mean a severe cutback for Great Lakes grain carriers which include the entire SIU-contraded Kinsman fleet and some American Steamship Co. vessels. With a never-say-die attitude, however, the state of New York has desig­ nated funds to the Niagara Frontier Transportation Authority for studies on a Buffalo-based, waterfront transshipment center. The facility, which will cost a projected $32 million to build, will handle low-sulphur western coal and other bulk materials. ENVIIULY^IFIYT When the Soviet, nuclear powered naval reconnaissance satellite Cosmos 954 reentered the earth's atmosphere in late January and broke up over northwest Canada, the U.S. and Canadian governments sent out "sniffer" planes to assess the risk of radioactive contamination. In the weeks follow­ ing the incident, conflicting reports surfaced on the danger posed by the uranium 235 that the reactor was carrying. Air samples over a wide area in­ cluding western and central Canada and the Great Lakes area on both sides of the border were tested. But any problems resulting from the crash remain to be seen. LAY-ITP SCIIEDVLE Following is the lay-up rosier for all SlU-contracted Great Lakes vessels. Chicago, III. Detroit Edison and Sam Laud (both Am. Steam­ ship Co.) Cleveland, Oh. Consumers Power (Am. Steamship) and Paul H. Townsend (Huron Cement Co.) Detroit, Mich. Buffalo (Am. Steamship), ST Crapo (Huron Ce­ ment), Columbia and Ste. Claire (both Bob Lo Co.) Duluth, Minn. Harry Allen (Kinsman Lines) Erie, Pa. Niagra, Lakewood, J.F. Schoelkopf, St. John, Loc Bay (all Erie Sand Steamship Co.) Green Bay, Wise. J.B. Ford, E.M. Ford (Huron Cement Co.) Lorain, Oh. Richard J. Reiss (Am. Steamship) Milwaukee, Wise. Medusa Chailenger (Cement Transit Co.) Monroe, Mich. John T. Hutchinson (Am. Steamship) Muskegon, Mich. H. Lee White (Am. Steamship) Sandusky, Oh. John R. Emery (Erie Steamship) Sturgeon Bay, Wise. Belle River, St. Clair (Am. Steamship) St. Ignace, Mich. Arnold Fleet (Seven vessels) Superior, Wise. Frank Denton (Kinsman) and J.A.W. Iglehart (Huron) Toledo, Oh. George Steinbrenner, Paul L. Tietjen, Merle McCurdy, Alastair Guthrie, George D. Goble, Henry Steinbrenner, C.L. Austin, Kinsman Enterprise (Kinsman Lines), Nicolet, Joseph S. Young, John A. Kling, Adam E. Cornelius, John J. Boland, Roger M. Kyes (Am. Steam­ ship) and William R. Roesch and Paul Thayer (Pringle Transit Co.) Utica, NY Day Peckinpaugh (Erie) When the LOG went to press, the Sharon, McKee Sons, and Charles E. Wilson, all American Steamship, were on their way to lay-up. The Ann Arbor carferries, the Chief Wawatam (Mackinac Transportation Co.) and the Straits Transit Inc. fleet are still operating. Total lay-up of SIU ships on the Great Lakes is 49 vessels. FRAYKFORT Mackinac Transportation Co.'s car ferry, the Chief Wawatam, had a close call in December. One of the Wawatam's moorifig cables broke during a gale at St. Ignace, thrusting the vessel into the pilings of an old dock. The Wawatam, which received no damage, waited patiently until the Coast Guard came and righted her several hours later. sMimrn SAILING A bill in the U.S. House of Representatives and one in the Senate include proposals to authorize funds for a Great Lakes icebreaker. The most power­ ful icebreaker currently in use on the Lakes is 35 years old. Mark Austad, the former U.S. ambassador to Finland, and the Great Lakes Carriers Association are trying to get the government to agree to purchase a Finnish icebreaker. Austad thinks the Finns build better icebreakers than the U.S. He claims that his interest is to keep the Lakes free of ice in the best way possible, not to help Finland. Pointing to figures from the U.S. Corps of Engineers, Austad said, "60,000 jobs are lost every day the lakes are frozen. That comes out to $2 million a day in lost wages." New Great Lakes Wage Rates— Effective January I, 1978 Under the Collective Bargaining Agreement, Article 4, Section 3; Article 5, Section 3; Article 7, Section 3, the following wage rates are effective as of January I, I97H: HOURLY TIME AND RATE STRAIGHT ONE-HALF 1.5 TIME Wheelsman Bosun Able Seaman Watchman A .B.—Deckwatch O.S.—Deckwatch Deckhand Gatenian Conveyor Engineer Conveyurman Q.M.E.D. Assistant Conveyorman Pumpman Scraperman 8 / LOG / February 1978 6.685 6.665 6.63 6.575 6.21 5.76 5.61 6.58 7.15 6.805 6.91 6.62 6.58 6.58 10.03 10.00 9.945 9.86 9.315 8.64 8.415 9.87 10.725 10.21 10.365 9.93 9.87 9.87 DOUBLE TIME 2.0 DOUBLE TIME & ONE-HALF 2.5 13.37 13.33 13.26 13.15 12.42 11.52 11.22 13.16 14.30 13.61 13.82 13.24 13.16 13.16 16.71 16.66 16.575 16.44 15.525 14.40 14.025 16.45 17.875 17.01 17.275 16.55 16.45 16.45 HOURLY RATE TIME AND STRAIGHT ONE^HALF TIME 1.5 Oiler Fireman-Watertender Fireman-Handyman Fireman Wiper Steward (Standard Lake Freighter) Second Cook Passenger Porter Night Porter Second Cook (Reduced Galley) Porter (Reduced Galley) Porter DOUBLE TIME 2.0 DOUBLE TIME & ONE HALF 2.5 6.685 6.61 6.61 6.575 5.61 10.03 9.915 9.915 9.86 8.415 13.37 13.22 13.22 13.15 11.22 16.71 16.525 16.525 16.44 14.025 8.21 6.425 5.71 5.71 12.315 9.64 8.565 8.565 16.46 12.85 11.42 11.42 20.525 16.06 14.275 14.275 6.535 5.71 5.61 9.80 8.565 8.415 13.07 11.42 11.22 16.34 14.275 14.025 X. NOTE: On February J, 1978 a new "COLA" adjustment of seven cents (7t) tion to the above rates. �Witt Seafarers International Union of North America, AFL-CIO FEBRUARY 1978 Legislative, Administrative and Regulatory Happenings Congress Postpones Senate Debate On Rivers User Charge OCS Bill Passes; 'Hire American' Wins House Approval The Senate has again postponed debate on legislation imposing a user charge on commercial operators on the nation's inland waterways. Last */ year, the House passed a bill which would put a 4 cents a gallon fuel charge on the users of most of the in­ land waterways system. That tax would rise to 6 cents a gallon inn 1981. The House-passed bill also autho rizes construction of a new lock at Alton, 111. on the Mi.ssissippi River. The Lock & Dam system at Alton has created a serious bottleneck on the upper rivers because of its de^ terioration. In the Senate, a move is on to im­ pose a much higher tax. This would create very serious problems for SIUcontracted inland waterways opera­ tors because it would force them to raise their rates to make them less competitive with the railroads. The powerful railroad lobby has found a champion in Senator Pete Domenici, a Republican from land­ locked New Mexico. Sen. Domenici's latest proposal is for a 15 cents a gal­ lon tax on all of the inland system— and that could go higher. Atlantic Coast Harbor Boatmen . Examine SIU Washington Activities The SIU continues to oppose any charge or tax on the rivers system. However, since the industry backed the House bill because it feared that Locks & Dam #26 would not be re­ paired without such a charge, our efforts arc now aimed at keeping the charge within the limits set by the House. Still another group of SIU Boatmen from Baltimore, Norfolk and Phila­ delphia came to Washington this month for a first-hand look at the legislative and political activities of their Union in the nation's capital. During their visit, the group talked with the SIU's legislative and political staff at the AFL-CIO Maritime Trades Department, and the research and education staff at the Transportation Institute. Later, they had lunch at the National Democratic Club where they met and talked with Senator Charles Mathias (R-Md.), Congresswoman Barbara Mikulski (D-Md.), Rep. Paul S. Trible (R-Va.), Rep. William Whitchurst (R-Va.), Rep. Raymond Lederer (D-Pa.), and Rep. Michael "Ozzie" Meyers (D-Pa.). The Washington visits are part of the SIU's continuing efforts to keep the membership informed about the many problems facing the maritime industry, and to acquaint the membership with the Union's programs for encouraging the development of the industry. The House early this month passed a bill that would require that all exploration and drilling rigs on the U.S. outer continental shelf—in­ cluding their crew and supply boats —be manned by American workers. The vote on final passage was 29191. However, an SlU-backed amend­ ment which would have required that all equipment used on the outercontinental shelf be built in the U.S. was narrowly defeated, 208-201. The Senate passed its version of Outer Continental Shelf legislation last July. The Senate bill does not contain any "Hire American" or "Build American" provisions. The House and Senate bills will now go to a joint conference where the differences between the two ver­ sions of the bill will be ironed out. The SIU will continue its efforts— with the support of the AFL-CIO Maritime Trades Department—to make certain that the final draft of the bill includes provisions that will guarantee jobs and job security for American workers. ! t 4'' ^ , I- In Committee. On the Agenda in Congress... OCEAN MINING. Three bills relat­ ing to Ocean Mining have been re­ ported by the House International Relations Committee, the House Merchant Marine and Fisheries Committee, and the House Interior and Insular Affairs Committee. The SIU's legislative and political staff in Washington have been on top of these bills from the very beginning to make certain that the jobs that SPAD is the SIU's political fund and our political arm in Washington, B.C. The SIU asks for and accepts voluntary contributions only. The Union uses the money donated to SPAD to support the election campaigns of legislators who have shown a pro-maritime or pro-labor record. SPAD enables the SIU to work effectively on the vital maritime issues in the Congress. These are issues that have a direct impact on the jobs and job security of all SIU mem­ bers, deep-sea, inland, and Lakes. The SIU urges its members to continue their fine record of support for SPAD. A member can contribute to the SPAD fund as he or she sees fit, or make no contribution at all without fear of reprisal. A copy of the SPAD report is filed with the Federal Elec­ tion Commission. It is available for purchase from the EEC in Washington, D.C. will be created by this new industry will be reserved for American workers. As reported by the Merchant Ma­ rine Committee, and the Interior Committee, the bills require that mining, processing and ore carrying vessels must be under the U.S. llag with American workers aboard, and that the minerals mined from the deep seabed must be processed in the U.S. The bill coming out of the Inter­ national Relations Committee is watered down in this area, but would require the "maximum employment" of U.S. workers. Hearings DEFENSE BUDGET. The Senate Armed Services Committee has begun its annual series of hearings on the Defense Budget. The SIU's legis­ lative staff is attending these hearings to monitor the position of both the Congress and the Defense Depart­ ment with respect to the U.S. mer­ chant marine. LNG. The Energy Subcommittee of the House Interstate and Foreign Commerce Committee is now hold­ ing hearings on the importation of liquified natural gas. COAL SLURRY PIPELINE. Legisla­ tion on granting rights to transport pulverized coal through pipelines has been bouncing around Congress for some time now. Once again, hearings are being held by the House Interior and Insular Affairs Commit­ tee. We're opposed to this because pipeline transportation of coal would seriously affect the business of SIUcontracted barge operators, and would undercut the job opportunities of Inland Boatmen. MARAD BUDGET AUTIIORIZArioNs. The Subcommittee on Mer­ chant Marine of the House Merchant Marine and Fi.sheries Committee is now holding hearings on the 1979 Budget for the U.S. Maritime Ad­ ministration. COAST GUARD BUDGET. The Coast Guard Subcommittee of the House Merchant Marine and Fisher­ ies Committee is holding hearings on the 1979 budget. OCEANS AND ATMOSPHERE. The Oceanography Subcommittee of the House Merchant Marine and Fisheries Committee is continuing budget authorization hearings for the National Advisory Committee on Oceans and Atmosphere (NACOA). February 1978 / LOG / 9 .n*i 1 �Young Engineer Made Full Use of HLS Courses "You asked for it, you got it!" Chief Engineer Larry White, 27, dis­ covered, that when it comes to upgrad­ ing courses at the Harry Lundeberg School, this is more than just a catchy slogan. Soon after Brother White started out as an SlU Boatman, he found out that he would have to get a license to get the kind of job he wanted. But this was 10 years ago when the Lundeberg School just opened in Piney Point, Md. The special courses he needed to prepare for the licensing exam were not yet available. A native of Norfolk, Va., White got his first job away from home in 1968 as a deckhand with Steuart Transport of Piney Point, Md. But he had a na­ tural inclination to "fiddle around with motors," he said. By 1970 he was help­ ing out in the engine room of Steuart's towboats. He got a lot of help and en­ couragement at the time from Engineer Willard White (no relation), he added. Fowt First Steuart Transport is located very close to the Lundeberg School and White's desire to gain more engine skills led him there often in his spare time. His first step up was the FOWT endorsement. But that was the highest engine rating he could prepare for at the School at the time. INLAND Chief Engineer Larry White prepared for his licensing exam at the Harry Lundeberg School and returned there recently for an Atlantic Coast Inland Boatmen's Educational Conference. He is shown here giving his wrap-up comments at the Conference. Along with Boatmen like White, SIU officials were aware of the growing need for courses leading to inland licenses. White asked for one almost every time he visited the school. Before too long, the Union was able to give him the chance he needed to move up. "One day. Bob Kalmus (HLS Voca­ tional Director) told me, 'Hey, we've got that diesel course you've been ask­ ing for.' I said, 'Okay, enroll me.' " Only a year-and-a-half later. White had completed the courses for Assistant and Chief Engineer of Uninspected Towing Vessels and passed the exams for both licenses. The Chiefs license wa.s While's ticket to higher pay and just the kind of job he was looking for. At Steuart he was sometimes away from home pushing barges for as long as a month at a time. This was hard on his wife, Jackie, and his three small daughters. He wanted harbor work closer to home and through the SIU Hiring Hall, he found it at Curtis Bay Towing in Nor­ folk where he now works as Chief Enginecr on shipdocking tugs. "I never would have gotten the job without the license," he stressed. At 27, he is the younge.st chief engineer in the company. White had a chance to visit the Lun­ deberg School recently at the first At­ lantic Coast Educational Conference held there for shipdocking SIU Boatmen 2 Boatmen Get High School Diplomas at HLSS Two more SIU members, one 43 and the other 27, have achieved their high school equivalency diplomas through the Lundeberg School. They are Boat­ men Alexander Borawick and Carl Barrett. Brother Borawick is from Baltimore, Md. and works for Curtis Bay Towing. He has been an SIU member for 22 years. Seafarer Borawick, 43, dropped out of school in the eighth grade. "In school there were a lot of kids and the teachers rushed you through the grades." Brother Borawick was very impressed by the teachers and the pro­ gram at HLS. "The teachers were pa­ tient and understanding. They helped me with a problem until I understood He lives in Houston, Tex. and has been a member of the Union for nine it." years. Brother Barrett, 27, quit school This is not Seafarer Borawick's first visit to the Lundeberg School. He got at the beginning of his senior year. He feels that "the GED program is good. his firefighting ticket and recently com­ The teachers are patient and give each pleted the course for his Lifeboat en­ dorsement. Brother Borawick has plans student individual attention." After be­ ing out of school for a while Carl said to get his AB endorsement at HLS also. that, "the course wasn't as hard as I When asked if being away from had anticipated." school for so many years affected him This is Brother Barrett's first visit in the GED course. Brother Borawick to the Lundeberg School and he en­ commented, "I have read a lot aboard our boat and it was a joy to study at the courages his fellow Seafarers to take Lundeberg School because I really advantage of the opportunity at HLS wanted that high school diploma." Sea­ for a high school diploma. "1 know I would never have gotten it on my own," farer Borawick added that he did not he said. think he would have the chance to get So far, 980 Seafarers have earned his diploma, but the Lundeberg School high school diplomas through the GED made it possible. program at HLS. If you are interested Seafarer Carl Barrett was curious about the Lundeberg School and the in attending the Lundeberg School to high school equivalency program. study for your high school equivalency Brother Barrett learned about the GED , diploma, contact your SIU representa­ tive or write to the following address: program by reading the Log. Harry Lundeberg'®chool Academic Education Department Piney Point, Maryland 20674 I from Nov. 27 to Dec. 3, 1977. He said he was very impressed with the new Vocational Building and special engine room training facilities that have been added since he attended the School. And he plans to take full advantage of these new additions. He wants to up­ grade again so that he can work on vessels of higher horsepower. He is also very interested in the School's LNG courses, "for my own enlightenment and in order to prepare for the future," he said. White is looking forward to the tug and barge industry developing its potential to transport LNG. "I don't want to be caught off guard in the. future," he explained. "I'm still young and I'm still planning to move up with the times." Tow Licenses Expire in'78 Towboat operators who received their licenses in 1973 should be aware that ^:he licenses must be re­ newed in 1978. Since this affects a large number of operators, the Coast Guard asks that all involved avoid the prob­ lems of a last minute rush. Li­ censes can be renewed within 90 days of expiration. The license may be renewed at any Coast Guard Marine inspec­ tion/Safety Office which conducts licensing transactions. Applicants for renewal should present a letter or other evidence of service under their license within the last three years. They should also be prepared to complete an "open book" exer­ cise on Rules of the Road, which apply to their licensed area, and an "open book" exercise on the Pollution Prevention Regulations. Newark's Minutes:Tragic Alexander Borawick Notice on The nineteenth part of the Log series showing how various organiza­ tions and laws affect the job security of SIU members will not be run this month due to production difficulties. However, the .se'^es will be continued in the March issue of the Log. Carl Barrett Kokhanok Bay, Homer, Kenai, Mt. Redoubt, and Palmer Moun­ tain View are only a few places of interest you pass as the pilot takes you through Cook Inlet into Anchorage, Alaska. In the ship's minutes of Dec. 18, 1977, Chairman W. Mason aboard the SS Newark (Sea-Land Service) had been piloted through Cook Inlet and his ship was on her way again out of Anchorage. The pilot is transferred from ship to ship by chopper pilot. After assisting the SS Newark, the pilot was to meet the SS Great Land. However, it was learned that an accident had occurred and the 10 / LOG / February 1978 EES SO pilot and chopper pilot had gone down in Cook Inlet. All crewmembers and officers immediately offered help and searched the surrounding area for any sign of them. However, it was to no avail and it was soon learned that they had succumbed to exposure and there was no hope. The officers and crew offered their condolences and observed one minute of silence in their memory. �n Scholarship Program for Boatmen Is Launched Twenty four SIU Inland Boatmen have won scholarships at the Harry Lundeberg School to train for a Towboat Operator's license in an inno­ vative program sponsored by the Transportation Institute. The scholarship program provides $125 weekly to each of the success­ ful scholarship applicants, along with free room and board and all necessary supplies for the 12-week period of training at the Lundeberg School. The program was initiated by the Transportation Institute in order to insure an available source of skilled Boatmen aboard vessels of the Institute's member towing com­ panies. Transportation Institute is a Washington based research and in­ dustry promotional organization consisting of 160 companies engaged in inland waters, harbor, and deep sea transportation. Herb Brand, president of the Transportation Institute, stated that the scholarship program "was adopted by the Board of Trustees in view of the critical need of mem­ ber companies for skilled mates and pilots, It is the Institute's view that the companies' employees are the Towboat Scholarship Winners Name Company Port George Mowbray John Norris David Marotto Luis E. Negron Garcia George A. Johnson Emmett Proudfoot James James Robert Lukowski Monte Cross G & H Towing National Marine National Marine Caribe Towboat Corp. Inland Togs Caribe Towing Red Circle Curtis Bay Moran Towing of Texas Crescent Towing Inter Ocean Trans­ portation (lOT) lOT Hannah Inland Waterways Corp. Sabine Towing Allied Towing Hunt Oil Dixie Carriers Dixie Carriers Caribe Towing lOT lOT American Commercial Barge Line Caribe Houston, Tex. Piney Point, Md. New York, N.Y. San Juan, P.R. John Brown Robert F. Hodgins Don Braddy Alexander Sweeney Frank Jewell Michael Hladky James Price Darrell Looney Donald Hyde Glenn McDonough Richard Kulakowski Paul G. Pont John Lane Frederick Shiferdek 10 HLS Entry Grads Ten of the 24 winners of the Transportation Institute Towboat Operator Scholarship are gradu­ ates of the Harry Lundeberg School Inland Entry Training Program. This figure is a tribute to the job the Lundeberg School St. Louis, Mo. Mobile, Ala. Tampa, Fla. Baltimore, Md. Port Arthur, Tex. best potential source for obtaining additional skilled manpower.". Brand added that in addition to the advantage to the boat companies, the scholarship program provides greater incentives for SIU Boatmen to upgrade their skills and improve their earning power. Classroom, Practical Training The 12-week training period will include classroom and hands-on training, which will take place aboard the School's single-screw tug, the CL-2, and its twin-screw towboat, the Susan Collins. HLS is lo­ cated in Piney Point, Md. Each of the scholarship winners will be given intensive instruction and training. This will include ma­ neuvering with single and multibarge lows, fircfighting, rules-of-theroad, navigation, and first aid. The final period of the course will concentrate on preparing the Boat­ men for the Coast Guard examina­ I tion for towboat operator. Upon completion of the course and passing the Coast Guard exam, the newly licensed operators will work aboard vessels operated by Transportation Institute member companies for a minimum of two years. The SIU Boatmen who won the first scholarship were selected by a three-man Scholarship Selection Committee. It consisted of Trans­ portation Institute President Herb Brand; Capt.jRichard W. Stone, di­ rector of ;haritimc affairs, and Richard Saul, director of inland waterways research. The Institute advises that appli­ cants who were not selected for the first round of scholarship awards are eligible for further consideration. Eligible Boatmen are urged to apply for the next towboat operator's scholarship which will start on May 29. Further information may be ob­ tained from SIU port officials or from the Harry Lundeberg School. New Orleans, La. Norfolk, Va. it Philadelphia, Pa. Detroit, Mich. Port Arthur, Tex. Norfolk, Va. Norfolk, Va. Mobile, Ala. New Orleans, La. Jacksonville, Fla. Philadelphia, Pa. Philadelphia, Pa. Jeffersonville, Ind. Jacksonville, Fla. is doing in preparing young men for careers in maritime. Hazel Brown, president of the School, said she was pleased to see 10 HLS grads among the scholarship winners. She said, "these Boatmen, as graduates, are an example for all of their fellow Boatmen. At HLS, they received Thomas Nelson Committee P The Towboat Operator Scholarship Selection Committee was made up of three people from the Transportation Institute. On hand as an advisor to the Committee was Bob Kalmus, left, director of vocational education at the Lundeberg School. The Selection Committee included, from Kalmus' left: Herb Brand, president of the Transportation Institute; Rich Saul, director of Inland waters research, and Capt. Richard Stone, director of maritime affairs. scholastic abilities and basic skill training which helped them to succeed in the scholarship compe­ tition." Ms. Brown also said, "their presence in this program—and really the scholarship program it­ self—confirms the faith of the SIU and its contracted companies in the value of education. While these students are here, everyone at the School will be working to help them improve their careers. We're delighted with this oppor­ tunity, because our goal at HLS has always been to help every SIU Boatman advance on the career ladder as far as he wishes." Editor, Change of Address Or New Subscriber I.OG 675 Fourth Ave., Brooklyn, N. Y. 11232 1 would like to receive the LOG—please put my name on your mailing list. (Print In/armallon.} NAME ADDRESS CITY STATE ZIP. SIU members please give: Standing is SIU Patrolman Teddy Babkowski at a payoff recently aboard the SS Thomas Nelson (Waterman) at the Military Ocean Terminal in Bayonne, N. J. With him is most of the Ship's Committee of (seated I. to r.): Chief Steward S. Rothschild, secretary-reporter; Recertified Bosun Donald L. Chestnut, ship's chairman; AB W. E. Thomson, deck delegate, and Steward Delegate Bob Garrett. Bk # Soc. Sec. # / /. TO AVOID DUPLICATION: If you are an old subscriber and have a change of address, please give your former address below or send mailing label from last issue received. ADDRESS CITY STATE ZS». February 1978/ LOG / 11 | �Poorly Maintained Creek Tanker Caused Explosion On April 7, 1974, the master of the Greek registered tanker M/V Elias re­ ported a fire aboard the vessel to the Coast Guard and requested emergency aid. Forty-four minutes after the first call the vessel, which was 100 miles out at sea, again contacted the Coast Guard, saying the fire was under con­ trol. The ship continued to the port of Philadelphia to discharge its cargo of crude oil. Two days later, as the Elias was moored at the Atlantic Richfield Com­ pany Oil Terminal, the vessel ex­ ploded, burned and sank. Nine crew members and four visitors died or were missing; 13 others were hospital­ ized with injuries. The Elias was com­ pletely destroyed and damage occurred to a Liberian ship, the Steiniger, and to the ARCO terminal. The Coast Guard investigation of the casualty was hampered by several factors. The "variety of dialects, tech­ nical language and the necessity Of tak­ ing the witnesses testimony through an interpreter," were, according to the re­ port, major reasons for delay. In ad­ dition, the report had to be revised in 1977 to include the findings of salvage operations and the testimony of eye witnesses to the explosion. Though the Coast Guard de­ termined that "the ignition sowrce and location of the initial explosion aboard the M/V Elias cannot be determined," several factors strongly contributed to the accident. Heavy corrosion and holes in the cofferdam were found which, the re­ port stated, "amounted to an inherent safety defect in the vessel and indi­ cated that the vessel was not well maintained." The Coast Guard de­ termined that the responsibility for the hazardous condition of the tanker rested with the ship's owner and coun­ try of registry. A recommendation that "an in­ crease in the scope and frequency of examination of all tank vessels trans­ ferring hazardous materials in the U.S. ports," be undertaken was re­ jected by the Coast Guard. The Coast Guard said they already conduct ade­ quate investigations of U.S. tankers and that international treaties place the onus for regular inspection of foreign flag vessels on their country of origin. Knowledge of how a dangerous cargo, such as crude oil, reacts is es­ sential to the safety of the crew and the vessel on an oil tanker. Lack of knowledge, in the case of the Elias, may have been another contributing factor to the explosion. The CG report determined that the "most probable cause" of the fire and subsequent explosion was the ignition of vapors under pressure in the ves­ sel's No. 3 starboard cargo tank. This tank was nearly full while the vessel was in transit and heating of the oil in this tank would have caused it to expand even further, increasing the risk of explosion. It is vital for crewmembers aboard a tanker to know that the vapors above crude oil in a cargo tank will ignite at a lower temperature than the cargo itself, and that these vapors are extremely volatile under pressure. The Coast Guard's recommenda­ tions also included the following: fied to minimize the chance of accident; • that all tank vessels of significiant size (over 20,000 DWT) be fitted with an inerting system in the cargo tanks and that independent tests be con­ ducted to indentify the hazards as­ sociated with petroleum cargo and vapor aboard ship. The Coast Guard determined that these recommendations required no action on their part as, in most cases, the existing procedures were judged adequate. Point Julie Mate Has High Praise for Shipmates • that procedures for reporting fires on all inspected vessels scheduled to arrive at U.S. ports be implemented; In a letter to Recertified Bosun Wil­ liam E. Reeves and the deck depart­ • that tankers transporting unre­ fined or spiked petroleum cargoes be ment of the SS Point Julie (Birch Ship­ required to be designed and operated ping) recently, the vessel's Chief Mate to safeguard most effectively against Robert MacAlvanah had high praise for his shipmates: explosions; "As the voyage comes to an end, • that the wording of regulations covering visitors on tankers be clari- please convey to the entire unlicensed deck department my personal and sin­ cere gratitude for your excellent work and devotion to duty. I have a warm, good feeling each time I think of you, ••REGISTERED ON BEACH TOTAL SHIPPED •TOTAL REGISTERED JAN. 1-31, 1978 All Groups All Groups All Groups one of the best (and finest) crews I've Class A Class B Class C Class A Class B Class C Class A Class B Class C sailed with in almost 50 years at sea." Mentioned were OSs D. Buckley and DECK DEPARTMENT Port N. Garriott and ABs S. Bermudrez, R. 0 0 0 0 0 0 0 Boston 0 0 Dailey, S. Fabritsis, D. Pittman, S. 0 0 0 0 New York 0 0 0 ? 0 0 0 0 0 0 0 Philadelphia 0 0 0 0 Pottharst and S. Santos. 1 1 5 0 2 1 Baltimore 1 2 2 Mate MacAlvanah went on to say, in 0 0 0 0 0 0 Norfolk 0 0 0 part, that "While your work and efforts 0 0 0 2 Tampa 0 1 0 2 1 0 0 1 3 2 Mobile 0 4 3 4 cover a multitude of items, the follow­ 9 3 2 New Orleans 3 1 1 12 2 5 ing are outstanding: 0 1 0 Jacksonville 2 2 1 3 0 2 0 0 San Francisco 0 0 0 "You stripped, cleaned, painted 0 0 0 0 0 0 0 0 Wilmington 0 0 0 0 0 (with International orange) and re­ 0 0 0 0 Seattle 0 0 0, 0 0 stored the four life-boats inside and out 0 5 0 17 0 0 Puerto Rico 0 0 22 3 0 0 0 1 1 Houston to meet U.S.C.G. annual inspection. 3 1 0 33 9 2 19 2 Port Arthur 7 13 2 48 You painted the stack in less than half 0 0 3 2 1 36 Algonac 3 36 3 a day. 5 8 15 5 4 5 St. Louis 20 8 7 0 0 0 0 0 0 Piney Point 0 0 0 "You showed exemplary good con­ 0 40 8 1 27 Paducah 9 0 61 1 duct the eight days we were alongside 25 20 63 111 25 64 Totals 78 35 162 the dock discharging. Not one per­ ENGINE DEPARTMENT Port former. Nor was there an incident in­ volving our gang, ashore or aboard. 0 0 0 0 0 0 0 0 0 Boston 0 0 0 0 0 0 0 0 0 New York Your finest hour was when we expe­ 0 0 0 0 0 0 0 0 Philadelphia 0 rienced a full gale alongside the dock 0 0 0 0 0 0 0 0 0 Baltimore 0 0 0 with our ship in the most exposed, 0 0 0 0 0 Norfolk 0 0 0 0 0 0 0 0 Tampa 0 0 vulnerable berth of the entire port. Our 0 0 0 0 0 0 0 0 Mobile 0 ship was breaking our heavy moorings, * 0 0 0 0 0 0 New Orleans 0 0 0 0 0 0 0 0 0 1 1 Jacksonville 0 the cargo hose and the gangway were 0 0 0 0 0 0 0 San Francisco 0 0 carried away. Other ships were break­ 0 0 0 n 0 0 0 0 Wilmington 0 ing away from their moorings and dock 0 0 0 0 0 0 0 0 Seattle , • 0 ,0 0 0 0 > 0 0 0 0 0 Puerto Rico dragging anchors. All hell was brcal 0 0 0 0 0 0 1 0 Houston 1 ing loose. You could hear and see other 0 0 0 0 0 0 0 1 Port Arthur 1 ships plowing into each other. We saw 0" 0 0 0 0 0 0 1 Algonac 1 0 0 0 0 0 0 0 0 St. Louis 0 two American ships get great damage 0 0 0 0 0 0 0 0 0 Piney Point by pounding up on the breakwater, 0 0 0 0 0 0 0 0 0 Paducah 0 0 0 0 3 0 1 3 1 right in front of our eyes, 50 yards Totals away. It was a wild time for all hands. STEWARD DEPARTMENT Port Your seamanship, your willingness to 0 0 0 0 0 0 0 0 0 Boston do your duty, your quick turnout when 0 0 0 0 0 0 0 0 0 New York all hands were called and your intelli­ 0 0 0 0 0 0 0 0 0 Philadelphia 0 1 0 1 0 0 0 0 0 Baltimore gent handling of orders was outstand­ 0 0 0 0 0 0 0 0 0 Norfolk ing and in the finest tradition of the sea. 0 0 0 0 0 0 0 0 Tampa 0 n "On the trip home we had very bad 0 0 1 0 0 0 0 0 Mob'ie ..................... 0 0 0 0 0 0 0 0 0 New Orleans weather with only a few good days. 0 0 0 0 0 0 0 0 0 Jacksonville During the heavy rolling and storm, 0 0 0 0 0 0 0 0 0 San Francisco 0 0 0 0 you did a marvelous butterworthing 0 0 0 0 0 Wilmington 0 0 0 0 0 0 0 0 0 Seattle and mucking effort despite the usual 2 0 0 0 0 0 0 0 2 Puerto Rico problems of insufficient personnel, 0 0 0 0 0 Houston 0 0 0 0 0 2 1 0 1 Port Arthur 2 0 1 0 steam, pressure, hot water, etc. The 0 0 0 0 0 0 0 0 0 Algonac mucking was most difficult, heavy with 3 1 2 0 1 St. Louis 0 1 0 3 rust. Special mention should be made 0 0 0 0 0 0 Piney Point 0 0 0 8 0 0 5 0 Paducah 2 0 2 6 about the chief pumpman, E. Blan13 5 3 5 0 4 3 Totals ' 11 4 chard, who cooperated all the time. Also those other crewmembers who 67 Totals All Departments 85 39 176 30 23 69 28 122 helped us with the tank cleaning. •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. "I would be most happy to sail with anyone or all of you again." Shipping Report for Inland Waters 12 / LOG / February 1978 �3rd Shipdocking Confab Looks to Future Art Miller, relief mate in port of Phiiladelphia, suggests that the Union negotiate an Early Normal Pension Benefit in con­ tract negotiations later this year. It was the third and last in a series of week-long educational conferences at the Lundeberg School for SIU tugmen who handle the shipdocking business in the ports of Philadelphia, Baltimore, and Norfolk. The youngest delegate was a 21-year old deckhand from Baltimore. The old­ est a 66-year old chief engineer from Norfolk, in beteween were 26 of their fellow Boatmen of varying ages, back­ grounds, and work experience. Yet all 28 men had one thing very much in common—concern for the fu­ ture. They were concerned about the poli­ tical and economic problems facing the maritime industry. They were con- - Mike Sacco, HLS vice president and SIU Headquarters representative, says that educational conferences are an attempt to break down any communication bar­ riers that may exist between officials and membership. cemed about their wages, working con­ ditions, and welfare benefits. In brief, they wanted to know where they stood as Atlantic Coast harbor tugmen today. They wanted to know what the future prospects were con­ cerning their jobs and job security. And they wanted to know what the SIU was planning to ensure a bright future for them and their dependents. This six-day Educational Confer­ ence (Jan. 30 to Feb. 4) was designed to answer all these questions, as well as to give these members an overview of the inland industry. This included its history, its present situation, and where it is heading in the future. Mike Sacco, SIU headquarters rep- L The Lundeberg School was not new to Ed Hultz, mate for Curtis Bay in Phila­ delphia. Hultz got his pilot's license through the School in 1973. # Delegate Peter Schaefer suggests the SIU should negotiate a jointly adminis­ tered labor-management vacation plan in upcoming contract talks. Schaefer sails captain for Independent Towing in Philadelphia. m- • 1^^ i- -V '^ , V-:. ..f --1 Al Smith, relief man in Philadelphia, said he was glad for the opportunity to get together with Union officials and discuss the problems facing the Union. jSUj-vFrr-r#' U'Ifj t| t iii i:li i ; f .1 i J ? ^ u M1 •I < t-i 1 •» •A '/Mf '-:M Margaret Nalen, director of academic education at the School, tells delegates about the School's GED high school equivalency program. i resentalive and vice-president of the Lundeberg School, set the tempo of the Conference in the opening session. Sacco said, "the SIU is an effective organization because we have a united, well-informed membership. But to re­ main effective, we must be sure that no Delegate Marvin Gllden represented SIU communication barriers exist between tankermen from the port of Norfolk. Gll­ the SIU leadership and SIU members." den works for-McAllister Bros. He continued, "this Educational Conference, and others like it, is an first two days were spent going over attempt to break down any communi­ the benefits already available to SIU cation barriers that may exist today, as members. well as to prevent others from popping HLS President Hazel Brown and up in the future." Charlie Nalen of the HLS vocational To present these delegates with the staff gave a rundown of all the up­ total spectrum of the inland industry grading programs available to Boatmen. and the SIU's involvement in It, the Many of the delegates had never been to the School before and were very im­ pressed with what they saw. Tom Cranford, head of the SIU claims department in New York, gave a presentation on the benefits presently provided by the Welfare Plan. During this discussion, the delegates expressed a desire to increase these benefits durContinued on Page 14 - ii",] :} Ir:?. • Norfolk Port Agent Gordon Spencer ex­ plains the roleSPAD plays in the SlU's political activities. Robert "Jake" Jacobs, engineer for.Curtis Bay in Norfolk, says that the member­ ship must stick together and support the Union "if we are to continue to move ahead." Delegate John Bethel, relief deckhand from Philadelphia, graduated the HLS Entry Training Program in 1973. February 1978 / LOG / 13 �Pat Pillsworth, port agent in PIney Point, urges delegates to take advantage of upgrading opportunities available to Boatmen at thie Lundeberg School. Continued from Page 13 ing contract negotiations later this year. Baltimore Port Agent George Costango then gave a rundown of the SIU Pension Plan and how the plan was affected by the Employee Retirement Income Security Act. During this dis­ cussion, the delegates expressed a great deal of interest in establishing an Early Normal Pension in their new contracts. This would provide a pension at age 55 after 20 years of employment time. The majority of the time during the Conference, however, was spent dis­ cussing prospects for the future. Chuck MoUard, SIU inland coordi- Norfolk Republican Congressmen William Whltehurst (center, striped suit and tie) and Paul Trimble (third from right) get together with Norfolk delegation during trip to Washington. The Norfolk delegation, from the left are; Robert "Jake" Jacobs; James "Monroe" Meeklns; Marvin "Tiny" Forbes; Marvin Gllden; Norfolk Patrolman "Scrap Iron" Jones; Sam Esely; George Papuchls; A. R. Daniels; VInce Kuhl; Dan O'Neal; L H. Meeklns, and Norfolk Port Agent Gordon Spencer. nator, talked about the possibility of establishing a Union administered va­ cation plan in the upcoming contract. Such a plan would provide benefits far above those already being paid to these Boatmen by their company vaca­ tion plans. The SIU recently negotiated a Union-administered vacation plan, the first ever in the inland industry, with most of the Union's contracted companies in the Gulf area. Mollard also gave a presentation of the SIU's involvement in political is­ sues affecting inland Boatmen. During this discussion, the delegates were most interested in the SIU's fight to ensure Norfolk Boatmen Dan O'Neal (I.) and Marvin Forbes shown during Conference O'Neal sails mate and Forbes sails engineer for McAllister Bros. Greg Lukowski, deckhand for Baker Whitely in Baltimore, tells the delegates, "we already have a good contract. Let's work together to make it better." Philadelphia Port Agent John Fay an­ swers delegate's question concerning SIU shipping rules. 14 / LOG / February 1978 1 ( m Boatman John Evans says that additional educational conferences should be held In years to come In the Interest of total communication. Evans sails captain for Curtis Bay In Baltimore. Chuck Mollard, SIU Inland coordinator, outlines the SIU's widespread political activities on behalf of SIU Boatmen. Attorney Carolyn Gentile, head of the SIU's Legal Department In New York, talks about the Employee Retirement In­ come Security Act and how It affects the SIU Pension Plan. that American workers alone will man and service all oil rigs involved in drilling on the U.S. Outer Continental Shelf. It was explained that this drilling could provide as many as 3,000 new jobs for American tugmen. A look at the SIU's political involve­ ment also included a trip to Washing­ ton, D.C. In the nation's Capital, the delegates visited the AFL-CIO Mari­ time Trades Department, which is headed by SIU President Paul Hall. The MTD is tlie center of maritime labor's political efforts to strengthen the U.S. merchant marine. Baltimore Boatman Ron Roman ernphasizes the need to stick together and work together to get better contracts and work­ ing conditions. Roman sails mate for Curtis Bay. Baltimore Port Agent George Costango talks about the possibility of establishing an Early Normal Pension benefit In the next contract negotiations with East Coast shipdocking companies. �% iJ Dairy Sanders, SlU patrolman out of Mo­ bile, told the delegates he was glad for the opportunity to learn about some of the problems facing Atlantic Coast Boat­ men. The Baltimore delegation met up with Democratic Baltimore Congresswoman Barbara Mikulski during their trip to Washington. The delegates with the Congresswoman are, from the left: Greg Lukowski; Manny Alvarez; Steve August; Baltimore Port Agent George Costango; Robby Machlinski; Herman Mooney; Dave Zents; John Evans; Ron Roman, and Bill Loesch. Stanley Zebrowski, an oiler with Taylor and Anderson out of Philadelphia, calls for increased communication on con­ tract issues among members of the three ports. The trip also included a visit to the Transportetion Institute, which is sup­ ported by SlU-contracted deep sea and inland companies. The Institute does research and educational work for the industry. The last two days of the Conference were spent discussing the needs and desires of the delegates for their up­ coming contracts. In general, the dele­ gates want higher wages and welfare benefits, as well as adoption of an Early Normal Pension benefit and the new vacation plan concept. Many of the delegates also want the language in their contracts firmed up so that the agreements for the three ports are more easily understood and add increased protection to their jobs and job security. Overall, the delegates were grateful for the opportunity to get together and discuss their problems. In fact, in their closing comments, many of the dele­ gates expressed interest in having ad­ ditional .educational .conferences .in years to come. Something else was very evident in the delegate.s* closing comments. These men recognize that they do not live in a completely secure world; fliat die industry and the SIU is faced with many problems. But as so many of them said, by sticking together and working together we can build a better future. Probably, the person who summed though, we have come a long way and I realize we still have a ways to go. But, believe me, only through union­ ism, by working together, are we going to stay together and continue to move forward." ••Wi: If - up the feelings and attitudes of these Boatmen best was Robert "Jake" Jacobs, who at 66 was the oldest among the delegates. He said, "I was around before there were any unions for us. Since then, I A r During the delegates' trip to Washington, Herb Brand (head of table right), president of the Transportation Institute, outlines the Institute's role in working for legislation beneticial to the towing indusry.TI is supported by SlU-contracted deep sea and inland companies. r'i i: I f'I ^ I" HLS President Hazel Brown explains to Conference delegates the kinds of up­ grading programs available to SIU Boatmen at the Lundeberg. School. Many of the delegates had never been to the School before this Conference. Tom Cranford, head of the SlU's Claims Department in New York, explains the benefits available to Boatmen through the Seafarers Welfare Plan. Dave Zents of Baltimore told the dele­ gates he gained "a wealth of knowl­ edge" about the Union during the Con­ ference. Zents works as mechanics helper in the Curtis Bay repair shop. February 1978 / LOG / 15 SB i' 1 I 'i Si t f |i f li i Jim Gannon, managing editor of the Log, tells delegates that reading the Log is the best way to keep informed on the issues that affect the jobs of SIU mem­ bers. The Log is the official publication of the SIU. I. �SlU Scholarship Winner Follows Family Tradition James Smith, son of Seafarer Stan­ ford Smith, carried on a family tradition when he won the SIU four-year college scholarship in 1971. Both Jim's older brother and sister were SIU scholarship recipients. His brother has a Ph.D. in chemical engineering, his sister has a Masters in library science and works in Houston. Jim said his father, a baker on a Sea-Land ship, was "always interested in having his kids get an education." Jim caught the education bug. After at­ tending Louisiana State University for Arecibo Committee James Smith Recerlifie-J Bosun Herminio Pacheco (standing far I.), shin's chairman of the SS Arecibo (Puerto Rico Marine Mgt.) is at a payoff recently in Port E'izabeth, N.J. with the Ship's Coii.mitlee and crewmembers, who arc drocscd to go ashore. They arc (standing I. to r.); AB Richa.^d Cotnstack. deck delegate; Engine Delegate Rubin Martinez; AB Ed Sliniuk; Steward Delegate Pedro Marunez, aiid Chief Steward Felix Flasto, secretary-reporter. Seated iS Cook and Baker George Mi Ciiang Oakland Committee four years as an English major, Jim went on to do graduate work at LSU in the same field. His long-range plans include getting a Ph.D. in English, teaching college, and writing articles for journals. Smith enjoys early fiction, especially 18th and 19th century writers such as Trollopc, Fielding, Hardy and Dickens. Teaching Assistant The jobs Jim has held during his schooling included senior clerk and as­ sistant manager of a bookstore from 1974-76. Now he works as a Teaching Assistant at LSU, teaching courses in Freshman Composition and doing re­ medial English work with students. Hobbies also have a literary bent. Jim spends some of his free time writing both prose and poetry and hopes to have some of his short stories published. "What I like most," Jim said, "is to read and hunt around for old books in bookstores." A bibliophile, Jim is "very conscious of building a library for my­ self, including books for my work and my pleasure." Jim and his wife Katherine also like movies, music and getting together with friends. When asked if he's ever wanted to follow in his father's footsteps and go to sea, Jim answered that he's been "tempted a few times," and that he'd like to travel eventually. But so far, he hasn't joined his father on his New Orleans to Baltimore and the Philip­ pines runs. The elder Smith lives in New Orleans and is planning to retire soon. Jim said the Union scholarship "helped out our family. The three of us," he said referring to himself and his brother and sister, "really had a good chance." Though Jim would have tried to go to college even if he hadn't won the scholarship, the award "made it a lot easier. It took a lot of the pres­ sure off." Do You Have One of PASSPORT N.Y. Patrolman Teddy Babkowski (seated) answers the questions of AB Albert Ahil, deck delegate, of the Sv9 Ockland (Sea-Land) at a payoff recently at Port Elizabeth, N.J. Looking en are a crewmc-mbor and the rest of the Ship's Committee of (I. to r.); Chief Steward Joe Pitolle, secretary-ieporter; Steward Delegate Dick Gralicki; Chic! Cook G. Grajale. and Recertifjed Bosun James Corder, ship's chairman UNITED STATES OF AMERICA BICENTENNIAL ITTe-lW The Seafarers Appeals Board ruled in November that effective Jan. 3, 1978 "a requirement for shipping is that all seamen must possess a valid up-to-date passport.*' The action comes out of the fact that many foreign nations are crack­ ing down on immigration regulations requiring that all people coming into their countries must have passports. The SAB, then, took this action to insure that when there are flyout jobs, those who throw in for the Jobs will be fully prepared to take them. This ruling will enable the Union to continue to meet our manpower commitments to our contracted com­ panies. A MESSAGE FROM YOUR UNION AfARcar/cs HAVB AfO PLACE //V A P/cOF£0W/iAL SEAMAN'S CAREER. ... AND VOU LOS£ VOi/R PAPERf POR / 16 / LOG / February 1978 �Parita Bay-/ Panama 27 Degrees, 48 Minutes, 82 Degrees, 46 Minutes JAWS came to lunch here late last month for OMU Thomas A. Brown pictured with a 15-foot round nose bull shark he and the crew of the ST Overseas Valdez (MaritimeOverseas) caught. Waiting to take on Alaskan oil from the British tanker Resolution, Brown said". . . when I saw a hammerhead shark about 5-foot long I baited up a big line and put it out. He wouldn't take the bait. Lunchtime came so I went to eat before going on watch at noon. After eating 1 checked the line. The first thing 1 noticed was that the line was pulled tight and back up under the stern. I got a hold and pulled on the line. It didn't give any ... I pulled a little harder, it gave a little and jerked back hard. I looked over the side to see a lot of shark on the line.;.. "I ran to the messhall" where AB Tommy Seager and several others left their lunch "to go shark fishing. Later "more and more men got involved . . . OS John Chestnut and others got a(big) line around its head and using the winch pulled it up far enough to see that the shark was too big to go through the chock. So it was decided ... to come over the handrail.... "After relieving OMU Penton at 12:45 I saw they had put, another line around his tail, too. AB Frank Reynolds and Recertified Bosun Leonard Olbrantz along with several others were pulling the shark in tail first but they had to stop because it looked like the handrails would break.. .. This position is where the late pensioner. Chief Steward Adrien Fecteau, 71, who died on Dec. 9,"crossed the bar and (his ashes) were laid to rest on Dec 17" by Gapt. Dominic Lupinetti and First Mate Larry Weaver. A resident of Tampa, Brother Fecteau's last wish was that "the latitude and longitude be published in the Log." Washington, D.C. In doing research recently, it was discovered that Gen. Ulysses S. Grant, when he became President, was a strong advocate of a powerful U.S. merchant marine. In his first message to Congress, Grant included this observation: "A nation of the vast and ever-increasing internal resources of the United States, extending as it does from one to the other oceans of the world, with an industrious, intelligent and energetic population, must one day possess its full share of the commerce of these two great oceans, no matter what the cost." At that time, the United States was paying out more than $30 million a year to have her exports and imports hauled in foreign ships. 1 /J USNS Susquehanna According to SlU Chief Steward Dave Velandra, "Cove Shipping, operators of the Susquehanna, are justly proud of her seasoned crew of 25 good men. To quote Capt. Daniel Haff, 'We don't always go with the most and the latest, but we get the job done well any way.' "Troubles have plagued the pumps, the engines and the electronics," says Brother Velandra, during their six-month stay in the Orient from .lapan to the Persian Gulf and from Guam to Diego Garcia. "We have a fine groui) of men here. 1 don't have to wet nurse anybody at sea or in port," reports Capt. HafT. One of tlie Susquehanna's recent assignments was a replenishment at sea in an all-night operation with the USNS Navasota in the Indian Ocean. Not one man in the Susquehanna's crew was experienced in this ticklish maneuver, but the job was completed without a hitch, said the ehiel stewaid. In retrospect, Capt. Haff stated; "1 think our tour here, where we've lived and worked closely together, has not only been of benefit to the Navy's Sealift Command and the company, but it reflects favorably on the men as well. The team spirit here and the mutual respect for each other is something each man will remember long after he completes his tour of duty on the USNS' Susquehanna. While off duty, AB Jim Thomas on this ship is studying navigation so he can sit for his third mate's license in the near future. AB John Aversa studies Morse Code and theory with Radio Olliccr P. L. Schmidt in hopes of some day getting a license too. Most of the crew have short wave radio or a tape recorder. They loan, exchange, buy and sell recorded tapes for their own concerts when radio music is hard to find. 77 Stuyvesant Capt. Franklin P. Liberty wrote to the widow of SIU Bosun Arthur V. Trotter, 51, who died on Sept. 2 "... we committed (him) to his final resting place in the Pacific Ocean . .." MEMBERSHIP MEETINGS' SCHEDULE "When I got off watch at 16:00, I found out that some of the crew had used their 15:00 coffee break to lower the shark back into the water to pull if up for ward and lift it up (onto the ship) with the boom. . . . After the teeth collectors got finished the shark was returned to the water " New York, N.Y. Bosun Frank Salvatore, Jr., a 30-ycar SlU vet here, recently was awarded his "One Gallon" pin by the Union's medical director. Dr. Joseph Logue for ha ng donated that much blood to the SlU Blood Bank. The sixth biggest tanker in the U.S. fleet, the 225,000 dwt SlU-manned TT Wnihmsb'irQh (Westchester Marine) is now on her third of four voyages carrying North Sea oil for the MSG from Hound Point, Scotland to the U.S. Strategic Petroleum Reserve on the Gulf Coast. , ,• . r On Jan 8 in Scotland she took on 1.6 million barrels of crude which on Jan^ 23 was transshipped at Freeport, the Bahamas for storage delivery in F^reeport, Tex^ On her first MSG trip, the Williamsburgh offloaded 227,000 barrels on Dec. 19 onto the SlU-contracted ST Mount Navigator (Mount Shipping) for dehvery in ?^xas on Dec 28. Also earlier this year, she transferred 750,000 barrels to the SlU-contracted ST Overseas Ulla and the Overseas Vivian (both Maritime OverTL^°SIlLbon^^^^^^ Zapata Courier and the ST Zapata Rover (Zapata Tankers) al^carried for the'MSG Mexican crude to Texas for the Strategic ''^Nea^rll^8^^m[nfon barrels have been bought for delivery to the reserve. By 1980, 500 million barrels will be stored there. Date New York Philadelphia Baltimore Norfolk Jacksonville UIW 2:30 p.m 2:30 p.m 2'30 p.m 9:30 a.m . .. . 2 00 p.m .. . 2:30 p.m . 2 30 p.m Mar. Mar. Mar. Mar. Mar. ... 7:00 p.m. ... 7:00 p.m. _ E d o o 7F 77 Williamsburgh Deep Sea Lakes, Inland Wafers 7-30 n.m 7110 n.m Mobile Wilmington Seattle Piney Point San Juan Columbus Chicago Port Arthur Buffalo ..7 St. Louis Cleveland Mar. 20 Mar. 24 Mar. 11 Mar. 9 Mar. 18 Mar. 14 Mar. 14 Mar. 15 Mar. 17 Mar. 16 • • • • < _ ... 2:30 p.m 2:30 p.m 2:30 p.m • • • _ 1:00 p.m. — — 2:30 p.m. — 2:30 p.m. February 1978 / LOG / 17 I. . . I J. •. \ r t i. *1 �Senate Bill OK Would Boom Dredging Last August, SIU members crewed a multi-million dollar, privatelyowned dredge, the Manhattan Is­ land. The brand-new vessel, U.S.built and U.S.-registered, was a first in the American maritime industry. She was also a first in the pages of the Log. We carry articles every month about new ship and tug or towboat construction. But up until now, we haven't had much to report about new dredges. Why not? Because up until now, new dredge construction has been a dead issue—not in our books, but in terms of what happened to the pri­ vate dredge industry over the years. Competition with the large dredge fleet maintained by the Army Corps of Engineers slowed down the private BRING IT INTO PORT fHE CHARLES W MORGAN HISTORIC PRESERVATION Letters to the Editor The Sea Was His Life' It was very thoughtful of the Log to send me extra copies of the December issue which contained an article on my late husband, Art Lomas, and his burial at sea. I have sent some of the copies to our friends back in New York. I would also like to thank the crew of the SS Baltimore for performing the service. Art wanted to be buried at sea because the sea was his life. I just want to say thanks for me, my daughter, her husband and my three grandchildren. Sincerely, Cadierine Lomas Pittsburgh, Pa. Pensioner Takes to Leathereraft I am a disabled pensioner from the Great Lakes Tug and Dredge district. I sailed deep sea with the SIU in my younger days. I look forward to receiving each copy of the Log. During the 10 years that I have been disabled, I have taken to leathercraft to help idle away the time. I've gotten pretty good at it. Just wanted to give my best to the Union and all my Union Brothers retired or still sailing. Also, thanks for continuing to send me the Log. I enjoy reading the broad range of maritime news and related information contained in it. Fraternally, Thomas Dinwiddie Carlyle, HI. sector's growth and finally brought it to a standstill. The SIU has been urging Government action to stimu­ late new growth in the industry for some time now. We have been pleased to see the encouraging steps that have been taken recently in this direction. But now the Government is only one step away from action that could create a boom in private dredge con­ struction. That step is passage of H.R. 7744, a bill that would give private indus­ try a chance to bid on a greater por­ tion of the dredging work now per­ formed almost exclusively by the Corps. The House of Representatives recently passed the bill by a wide margin. The Senate is considering it now and we urge that body to ap­ prove this important piece of legis­ lation. Why is it important? Take a look at the Manhattan Island, for ex­ ample. She's a hopper dredge, a large and efficient kind of vessel that has a re­ ceptacle or hopper to hold the dredge material. Other dredges must load the material onto separate barges which are then towed by additional vessels. She's also a self-propelled, .split hull hopper dredge, the largest ever built. Her hydraulie ram system allows the hopper to actually split open for ocean dumping. The Manhattan Island is not only the newest and most technologically advanced dredge of her kind. She is also the only hopper dredge now op­ erated by private industry in this country. Until now, only the Corps -of En­ gineers has operated these expensive vessels. This is not surprising. The Corps has performed most of the major dredging work on the nation's waterways and private industry has not had enough business to justify the large financial investment in hopper dredges. North American Trailing Co. built the Manhattan Island at a cost of about $13 million. The company is building a second hopper dredge February, 1978 in an American shipyard for delivery next year. Three more hopper dredges will be built by other Ameri­ can companies this year at a total cost of $100 million. That's a lot of money. NATCO and other companies are now willing to spend it because the Corps is faced with budget cutbacks and has al­ ready started to turn over some Fed­ eral dredging projects to private in­ dustry. H.R. 7744 will spark even greater investments in private dredge con­ struction because it will guarantee that the Corps continue to let out bids to private firms. This is money that will go into shipbuilding and re­ lated industries. It is money that will mushroom into widespread eco­ nomic benefits—benefits that would be lost if the bill is not enacted. In short, H.R. 7744 makes finan­ cial sense for the American economy. As SIU President Paul Hall stated in a recent letter to the Senate Sub­ committee on Water Resources: "The Corps dredge fleet duplicates many of the private sector's re­ sources and is a wasteful expenditure of tax dollars." Herbert Brand, president of the Transportation Institute, added in his testimony before the Senate Sub­ committee hearing last month on H.R. 7744 that the bill is cortsistent with Government's current desire to reduce the Federal budget. The Institute is an educational and research organization that rep­ resents American maritime opera­ tors. Brand said that "our member dredging companies are confident that they can successfully compete with the existing Federal fleet by per­ forming the required work, as stipu­ lated in H.R. 7744, at reasonable prices and in a timely manner. Such competition is after all, a basic tenet of private enterprise and we support and encourage it." The SIU is also confident that maritime labor can do the job that H.R. 7744 requires. We urge the Senate to pass this bill and give us the chance to prove it. LOG Official Publication of the Seafarers International Union of North America, Ailarilic, Gulf. Lakes and Inland Waters District, AFL-CIO Executive Board Paul Hall President Frank Drozak Joe DiGiorgio Executive Vice President Secretary-T reasurer Vice President Earl Shepard Lindsey Williams Paul Drozak Vice President Vice President Vice President Cal Tanner LtlDII MlSSl Marietta Homayonpour 389 Editor-in-Chief James Gannon Managing Editor Ray Bourdius Assistant Editor Marcia Reiss Edra Ziesk Assistant Editor Assistant Editor Frank Cianciotti Dennis Lundy Chief Photographer Associate Photographer Marie Kosciusko George J. Vana Administrative Assistant Production/Art Director Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage paid at Brooklyn, N.Y. 18 / LOG / February 1978 Vol. 40, No. 2 �B - V' ^ - First Lakes Inland Conference Held •, ;, ' '' ' /J The Conference was held at the new Lakes Union Hall in Algonac, Mich. It took place in the second floor meeting room, which projects over the St. Clair River. \ The chairman of the Conference was SlU Executive Vice-President Frank Drozak. Ed Fike, delegate from Cleveland, served as chair­ man of the Conference delegates during their con­ tract suggestion procedure. The Great Lakes tug and dredge contracts expire on Mar. 31. The frozen St. Clair River provided the Conference members with a beautiful winter view from the Hall, as they, made plans for the active shipping season ahead. The lighthouse is located just below the Conference room balcony. February 1978 / LOG / 19 �•wn.' I "The Conference proved that we made the right move by going SlU," Henry Hanratty, delegate from Buffalo, N.Y. said about the merger of the IBU and the SlU. An interior shot of the spacious first floor in the Great Lakes Hall. Mike Sacco, vice-president of the Lundeberg School and Headquarters representative, outlined the SlU pension benefits that Lakes tug and dredgemen have now. He also explained additional benefits that are Byron Kelley directs SlU inland operations on the Great Lakes. He presented the history of the inland industry at the Conference and urged the delegates to work with the Union for more job opportunities on the Lakes. "We have to do much more than just pay dues," said Paul Stepan, delegate from Duluth, Minn. "We have to take part in the Union's efforts to protect our job security." IS? ;•?' "Don't forget what you've seen and learned here," Dave LeBarron, SlU inland rep for the Lakes, told the delegates. "You can spread the word to many more Boatmen on the Lakes." HLS President Hazel Brown explained how the Lundeberg School prepares Boatmen to move up in their careers. "We need more jobs on the Lakes," Mike O'Donnell, delegate from Cleveland said. "And I'm ready to do whatever is necessary to make that happen." Attorney'Caroline Gentile, head of the SlU legal de­ partment, gave a thorough explanation of SlU pension benefits, including how the Plan works and how legal regulations govern it. Richard Saul directs inland affairs for the Transportaiion Institute in Washington, D.C. He gave a run-down of pending bills in Congress that affect the inland industry and SlU Boatmen. Jack Bluitt, SlU port agent for the Great Lakes, explained that SPAD, the Union's voluntary political contribution fund, is used to protect job security of SlU members. It supports the election campaigns of pro-maritime candidates. Lakes Tug and Dredgemen Take Stock of Present and Set Future Job Goals m "We all have to Understand the prob­ lem," SIU Executive Vice-President Frank Drozak said when he opened the first SIU Inland Educational Confer­ ence for Great Lakes Boatmen on Feb. 6. The problem for Lakes Boatmen is relatively simple. Declining job oppor­ tunities. Ten years ago, Drozak explained, there were about 600 Great Lakes Boatmen and Dredgemen in the Inland Boatmen's Union, then an affiliate of the SIU. Today there are half that num­ ber. Since the merger of the IBU and the SIU in September, 1976, the Union has taken a close look at the needs of the entire inland membership. As in the Great Lakes area. Boatmen in other regions face problems—simple to de­ fine, perhaps, but not so simple to solve. An ongoing series of inland confer­ ences has been held for almost a year concerning the Gulf, the Rivers, the East Coast, and now the Lakes. In each case, the first step has been to tackle individual problems by placing them in the larger context of the major issues facing the SIU membership. This may sound vague at first. But after three days of discussing problems, the 14 delegates who attended the Great Lakes Conference had a much clearer idea of what it takes to protect their job security. It takes Union activity on many fronts and that's what the dele­ gates had a chance to see—^from pen­ sions to political action. The delegates came to the Confer­ ence, held at the new Union Hall in Algonac, Mich., from seven Great Lakes ports. They met theie together with SIU officials, staff members, and industry representatives who came from Union Headquarters, the Harry Lundeberg School in Piney Point, Md., and from maritime groups in Wash­ ington, D.C. The meeting room in the Hall, glass enclosed and projecting over the St. Clair River, was an appropriate setting for this gathering. It is as up-to-date and forward looking as the future plans that were discussed at the Conference. "Years ago," Drozak said, "all we thought we had to do was fight the com­ panies. But we've learned that protect­ ing our job security takes a lot more than that today." It takes political ac­ tion, education, organizing and many other widespread efforts to keep on top of the maritime industry. The officials and various representa­ tives who made presentations at the Conference explained all of the ways that the SIU works to meet that chal­ lenge. They uemonsirated how prob­ lems in individual ports are closely tied to the Union's activities to improve job opportunities nationwide. Byron Kelley, SIU inland representa­ tive for the Great Lakes, explained in his talk on the history of the inland industry, that competition with the Army Corps of Engineers has been a major factor in the loss of jobs for Great Lakes dredgemen. But this is not just a problem on the Lakes—and it's not just labor's problem. Two representatives from the Trans­ portation Institute related the problem to industry and to political action. TI is a Washington, D.C.-based research and educational organization for mari­ time industry companies. James Patti, a TI attorney, and Richard Saul, TI inland director, ex­ plained that the problem is dealt with in an important piece of legislation now before the Senate. The bill, H.R. 7744, gives private industry a chance to bid on a greater portion of the dredging work now performed almost entirely by the Corps of Engineers. TI and the SIU are strongly supporting this bill which would improve SIU job oppor­ tunities on the Lakes and throughout the country. Education is another major Union effort to insure bigger and better job opportunities for the membership. Hazel Brown, president of the Lunde­ berg School, gave a slide presentation and talk on the wide range of courses available at the School. She stressed those leading to inland licenses and ex­ plained how they can tie in with organ­ izing efforts on the Great Lakes. 1 The Union has recently organized two new companies on the Lakes, top to bottom SIU, and the officials at the Conference maintained that this will continue in the future. The tug and dredge industry has the potential to expand on the Lakes and a Union like the SIU that can promise stable work­ ing relations and a steady supply of skilled manpower is a definite attrac­ tion, Drozak said. But the discussions at the Conference were not just about the future. "Before you can move ahead, you have to un­ derstand what you have," HLS VicePresident and Headquarters RepreContinued on Page 22 20 / LOG / February 1978 February 1978 / LOG / 21 �Lakes Confere^ Tom Cranford, head oi the Seafarers Clairrrs department, explained and answered questions on all current Welfare Plan benefits. '" 4V''U; i?' 1 their contract suggestions, eompd^ the end of the Conference, they agreed Continued from Page 21 'o indude higher pension benefits and the industry-wide vacation plan. "I thinkVve had frank and hong^ rector came from Union Headquarters answers to all of our questions, M to fully explain all current SlU welfare the delegate Ws tenefiL And attorney Caroline Gen­ Fike, tract suggestion procedure, said m h tile head of the SIU legal department, made a complete presentation of all •''=t°mStccowen.„n.oexp^ up the general statements of the other delegates when he said that the Co^ additional benefits such as an ear^y ference showed him a lot o ^ lirement pension plan, and "n industry about the Union that he never knew. wide inland vacation plan. He also ex "Now 1 have a much better understan plained the standard contract concept. inT of' the direction the merger is %ese have been developed by SIU olh cials working together wilh Boatmen ^^St'diiSdon is forward and by woJking together at the Conm 'The"e"dUenssions were especially everyone agreed that they had taken hel^nl to the Lakes delegates p e the first important step. their contracts expire on Mar31^ Dave Dolgen explained ho\w the SUJ roUrmenfbrh— SeTXblShsM that promote maritime labor. ScXL • De^gate^Dick Gh^pe?(hranTchicago Delegate from the Union Hall. The location of here. Marcia Reiss. assistant editor of the kog.^^^^^^^^ ira, ?h\ Union_publicafion is par, of thmr foSfonaT 'rigmas'siU members to be kept informed and to voice their needs. 22 / LOG / February 1978 Joe Sigler. ^ ^ dS'deloribed how Tl keeps a close watch on proposed with the Transpoda^^ -m hatiu^a,, �OGDEN WILLAMETTE (Ogden Marine), December 18—Chairman, Re­ certified Bosun Ray Broadus; Secretary E. Kelly; Educational Director C. D. Holmes; Deck Delegate M. Delacerda; Engine Delegate R. Couch; Steward Delegate C. Kreiss. No disputed OT. Chairman advised all crewmembers to go to Piney Point and get their LNG training as soon as possible. Also to get their firefighting certificate and to up­ grade themselves. Also discussed the importance of donating to SPAD. A vote of thanks to the steward depart­ ment for a job well done. ST. LOUIS (Sea-Land Service), De­ cember 17—Chairman U. E. Nolan; Secretary C. Gibson; Educational Di­ rector J. Karonis. $10 in ship's fund. Some disputed OT in deck department. Chairman reported that in order to get passes in the first port in the Gulf, all members must turn in seamans papers. Also discussed the importance of donat­ ing to SPAD. A vote of thanks was ex­ tended to the steward department for a beautiful and tasty Thanksgiving dinner and all around good food and service. Looking forward to Christmas dinner. Next port, Piraeus. MOUNT WASHINGTON (Victory Carriers), December 25—Chairman, Recertified Bosun R. D. Schwarz; Sec­ retary F. F. Fraone; Educational Direc­ tor J. B. Huszar; Deck Delegate W. E. Hampson; Steward Delegate Charles Miles; Engine Delegate T. D. Owen. No disputed OT. Chairman held a dis­ cussion on the upgrading at Piney Point and on the LNG carriers. Also dis­ cussed the importance of donating to SPAD. A vote of thanks to the steward department for the fine meal we had today, Christmas day, and for the gopd job they are doing. NEWARK (Sea-Land), December 18 -Chairman W. Mason; Secretary Ken Hayes; Educational Director R. Cole­ man; Engine Delegate W. West; Stew­ ard Delegate Edward J. Kilford, Jr. Sec­ retary reported that the Log arrived and the crew was asked to read everything and get to know more about the Union and what is going on in Washington. Report to the Log: "The officers and crew were saddened to hear that the pilot and the chopper pilot went down in Cook Inlet on their way to the Great Land. The SS Newark assisted in the search as we were outbound from An­ chorage. We learned they are now lost from exposure. R.I.P." Next port, Seattle. SEA-LAND FINANCE (Sea-Land Service), December 11—Chairman, Recertified Bosun J. Pulliam; Secretary Fletcher; Deck Delegate J. Long; En­ gine Delegate J. Fair. No disputed OT. Chairman reported that the November Log had been received and passed out for all to read. Also discussed the im­ portance of donating to SPAD. The Power Pac is still a problem here. It is noisy and the fumes from it cause dis­ comfort to the men forward. Report to the Log: "Mooring winches for these ships would make it more economical and safer for the men docking and undocking." Next port, Hong Kong. SUGAR ISLANDER (Pacific Gulf Marine), December 23—Chairman, Recertified Bosun Ray E. Todd; Sec­ retary J. G. Lakwyk; Educational Di­ rector R. L. Stegall, Jr. $9 in ship's fund. No disputed OT. Chairman noted that a letter was sent to Headquarters concerning Armed Forces Radio chan­ nel. Educational Director to write to Headquarters for some clarifications. A vote of thanks to the steward depart­ ment for a job well done. CARTER BRAXTON (Waterman Steamship), December 18—Chairman, Recertified Bosun C. E. Thompson; Secretary J. Carter; Engine Delegate Martin A. Fox. No disputed OT. Chair­ man read and explained the Union's Washington activities to the member­ ship and posted them on the bulletin board. Also explained the importance of fire and boat drills and keeping a clean ship. A vote of thanks to the stew­ ard department for a job well done. DELTA BRASIL (Delta Steamship), December 18—Chairman, Recertified Bosun Charles Faircloth; Secretary B. Guarino; Educational Director Hugh Wells, Jr.; Steward Delegate Herbert O'Brien. $95 in ship's fund. Some dis­ puted OT in deck department. Chair­ man gave a talk on the importance of taking advantage of the upgrading school at Piney Point. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. Next port, Houston. OGDEN WABASH (Ogden Marine), December 30—Chairman, Recertified Bosun R. Darville; Secretary R. Maidonado; Educational Director A. Ratkovich. $18.90 in ship's fund. No dis­ puted OT. Received a radiogram from Paul Hall relating to the cost of living allowance which was posted on the bul­ letin board. A vote of thanks was given to the steward and his department for a fine Christmas dinner; a job well done. ZAPATA RANGER (Zapata Bulk Transport), December 17—Chairman, Recertified Bosun A. G. Alexander; Secretary A. Areliano; Engine Delegate M. J. Brennan; Steward Delegate C. Hickox. Some dispiited OT in deck de­ partment. $17 in ship's fund. A vote of thanks to the steward department for a job well done. You don't get frog legs and lobster tails on many ships. Ob­ served one minute of silence in memory of our departed brothers. Alcoholism is disease. V- • i It can be ire tted COASTAL CALIFORNIA (T. M. McQuilling), December 13—Chairman, Recertified Bosun Fred Olson; Secre­ tary Jimmie Bartlett; Educational Di­ rector Bobby Edwards. $10.65 in ship's fund. No disputed OT. Chairman in­ formed the crew that weekly meetings would be held; talked about the im­ portance of SPAD, and that plenty of jobs were available on the board at this time. A vote of thanks to the steward department for a job well done. Ob­ served one minute of silence in memory of our departed brothers. Next port. Port Hueneme. CANTIGNY (Interocean Mgt.), De­ cember 25—Chairman, Recertified Bo­ sun E. Granger; Secretary C. Loper, Jr., Educational Director Long. No dis­ puted OT. A vote of thanks to the stew­ ard department for a job well done, and for serving two wonderful holiday meals. Report to the Log: "The crew of the SS Cantigny was amiss of not tell­ ing you about the Thanksgiving dinner we had. We hope to make it up by tellyou of the wonderful Christmas dinner; it was stupendous. The best steward de­ partment I have been with in 37 years." Report submitted by John Kelly—^Book No. K-239. Next port, Tampa, Fla. TRANSINDIANA (Hudson Water­ ways), December 12—Chairman, Re­ certified Bosun J. Delgado; Secretary W. J. Fitch; Educational Director O. Bermeo. Some disputed OT in deck de­ partment. Secretary discussed the im­ portance of donating to SPAD. A vote of thanks to Tony for the movies and a vote of thanks to the steward for put­ ting in speakers in the messroom at his expense. He also piped in the music from his room. Observed one minute of silence in memory of our departed brothers. MARYLAND (Interocean Mgt.), December 4—Chairman, Recertified Bosun Albert Schwartz; Secretary i. R. Fletcher; Deck Delegate Vincent Costellaci; Engine Delegate Raleigh Minx; Steward Delegate Richard Sherman. $25.50 in ship's fund. No disputed OT Report to Log: "While anchored olf Galveston crew is enjoying some good deep sea fishing. The steward and cook prepare fresh caught fish every week. Have $25.50 in ship's fund to buy sup­ plies for Christmas party. Everything going smooth, no beefs." WALTER RICE (Reynolds Metal), December 10—Chairman, Recertified Bosun W. Jefferson; Secretary W. Bcnish; Educational Director F. Homer; Engine Delegate Tony A. Barani; Stew­ ard Delegate Ferdinand Bernard. $171 in ship's fund. Some disputed OT in deck department. Chairman referred to the Log and the information contained therein on the Harry Lundeberg School upgrading dates for classes. Same was posted on the bulletin board. Also posted was the Seafarers Educational Series Pamphlets. Next port, Longview. DELTA SUD (Delta Steamship), De­ cember 11—Chairman, Recertified Bo­ sun R. Lambert; Secretary E. Vieira; Educational Director J. C. Dial. $56 in ship's fund. No disputed OT. Chairman requested all crewmembers to leave the lifejackets hanging on the door knob so the deckhands can get to them during the annual inspection. The Union pa­ trolman will be asked to see that a phone number be posted and available to all crewmembers so that they may call and inquire as to the whereabouts and the sailing time of the vessel. A vote of thanks to the steward department for a fine Thanksgiving dinner and also to the 2nd Asst. Engineer for working on and fixing the crew movie projector. The patrolman will be asked to check and see if bus service can be obtained for the crew. Observed one minute of silence in memory of our departed brothers. NATCHES (Cove Shipping), Decem­ ber 7—Chairman, Recertified Bosun D. C. Gilmore; Secretary Ray Casa­ nova; Educational Director Haywood Greens; Engine Delegate Harry A. Dengate. $13.50 in ship's fund. No disputed OT. Report to Log: "I want to say Brother Frank Drozak that you are do­ ing a wonderful job in our great Union, so are the rest of our wonderful SIU officials. Keep up the good work. May God Bless You Paul Hall and our whole SIU—wishing you a very Merry Christ­ mas and a Happy New Year." Sub­ mitted by Brother Ray H. Casanova— Book No. C-580. Observed one minute of silence in memory of our departed brothers. Official ship's minutes were also re­ ceived from the following vessels: DELTA MEXICO SEA-LAND CONSUMER BEAVER STATE WALTER RICE SEA-LAND TRADE ACHILLES ROBERT TOOMBS MONTICELLO VICTORY HUMACAO JOHNPENN PONCE MERRIMAC BAYAMON SEA-LAND GALLOWAY OGDEN CHALLENGER OVERSEAS ALEUTIAN OVERSEAS ARCTIC TRANSCOLUMBIA DELTA ARGENTINA ARECIBO VIRGO SEATTLE BORINQUEN JOHN TYLER CHARLESTON WILLIAMSBURGH OVERSEAS NAI ALIK MAUMEE SEA-LAND EXCHANGE DEL RIO ERNA ELIZABETH OVERSEAS TRAVELER SEA-LAND ECONOMY COLUMBIA ARTHUR MIDDLETON BOSTON HOUSTON SAN JUAN COVE COMMUNICATOR ZAPATA ROVER ALLEGIANCE STUYVESANT WESTWARD VENTURE OVERSEAS VIVIAN CANTIGNY February 1978 / LOG / 23 �• '.yyyy yyyyy//y/y,,yy/,yyyy/yyy/yyy/yy//yy/y//yy///y/y/yy/yyyyyyyyyy/y/yyy/ yyyyyyyy/yyy/yy//yyyyy/yy///////M^ SlU Crews Newly Acquired Point Susan in Tampa The SIU acquired a new deep sea vessel last month. The ship is the bulk freighter Point Susan, owned by Point Ventures Corp. of New York. The Point Susan, which has a 24,345 dead weight tonnage, crewed in Tampa, Fla. She was in New Orleans on Feb. 10 loading a cargo of grain and was headed for Alexandria, Egypt in mid-month on her first SlU-contracted voyage. Measuring 635 feet in length, with a 75-foot beam and a 33.5-foot draft, the Point Susan is a tramp vessel that will have no regular run but will be available for charter. ••• ~ i ' iMy y h Four of the newly crewed Point Susan's new timers are (l.-r.): David Hender­ son, OS; Chrys Brown, AB; Keith O'Bryan, AB, and Dan Penrose, OS. On hand in New Orleans, where the Point Susan loaded her first cargo of grain as an SIU freighter were (l.-r.): Ray Pope, AB; Rudy Cancella, AB; Robert Michael, AB, and Bill Robinson, bosun. The 24-man SIU crew included the "galley gang" with from (l.-r.): Don Damsey, asst. cook; Revels Poovey, steward-cook, and Ralph Berlin, cookbaker. The tramp vessel will be fired by (l.-r.): Curtis Lang, FWT, and Mark Freeman, oiler. 'mmyy/y/y// ^yyymmmmy//^y/y/y/y///y/yy/y////////////yy/ymm/7Mmmy/////////y/^^^^^^ You May Be Able to Get Unemployment Benefits While at HL5 Attending an upgrading course at the Harry Lundeberg School in Piney Point, Md. is a sure way to improve job pros­ pects and salaries in the future. But spending anywhere from two weeks to two months at School may prove finan­ cially difficult for some. If certain government unemployment rules are met, however, upgraders can collect unemployment insurance. In this way, they can attend the courses they want to and receive financial aid from the government while doing so. To collect unemployment insurance while at Piney Point, any Seafarer must have worked a certain amount of time during the preceding year. This varies according to the State he is filing against. In addition, the law requires that a person cannot have been fired by a previous employer "for cause." Those upgraders who are receiving substantial scholarship money or finan­ cial assistance which lasts during their stay at the HLS, arc not eligible for un­ employment insurance. Eligibility for unemployment is based on a number of variable factors. Some of these factors include the state the upgrader is filing against and whether his is a "combined claim" against two or more, states. But all upgraders file from the state of Maryland, since that's where HLS is. Meet with Representative The Vocational Office at the Lunde­ berg School makes it as easy as possible for upgraders to file for unemployment. Upon arriving at the School, each Sea­ farer is asked whether he wants to file. Those who do will then meet with a representative from the Unemployment Insurance office in Leonardtown, Md. The representative visits the School once a week. This representative will discuss each upgrader's claim individ­ IF you DON'T ITFMIZC-NEW TAX TABLES MAKE IT EASIER TO FIGURE YOUR TAX. REMEMBER: A JOINT RETURN IS NOT COMPLETE UNTIL BOTH OF YOU SI6NI Deposit in the SIU Blood Bank— 24 / LOG / February 1978 ually and complete the necessary forms. All Seafarers must present their reg­ istration cards to the unemployment in­ surance representative or office at which they apply. The registration card—a Seafarer's ticket to work—can also be his ticket to collect unemployment when studying for self-advancement. THE IRS MAY BE ABLE It COMPUTE VOW TAX AFTER YOU COMPLETE ONLY A FEN LINES OF YOUR RETURN CNECR YOUR •ax INSTRUCTIONS. �SIU Atlantic, Gulf, Lakes & Inland Waters United Industrial Workers of North America PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGlorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENTS Earl Shepard Lindsey Williams Cal Tanner Paul Drozak Dispatchers Report for Deep Sea JAN. 1-31, 1978 •TOTAL REGISTERED All Groups Class A Class B Class C Port 2 15 2 1 2 2 1 13 5 5 2 2 1 12 0 0 65 0 7 0 0 3 2 0 4 3 1 5 5 0 10 0 0 40 Port V, - 3 78 17 18 20 20 20 70 19 32 12 20 9 70 0 2 410 0 4 0 2 4 2 0 1 0 3 2 6 0 11 0 0 35 10 163 12 64 28 17 54 182 82 88 45 121 18 172 0 4 1,060 3 21 4 4 7 1 5 24 9 5 5 4 2 16 1 0 111 1 5 0 2 4 3 0 6 6 0 4 7 0 13 0 0 51 1 1 0 1 0 0 0 0 0 2 0 1 0 4 0 0 10 3 165 24 35 22 7 40 152 63 82 28 58 20 126 0 0 825 4 52 5 9 10 5 9 24 16 12 11 19 3 19 0 0 198 3 5 0 1 1 0 1 3 2 1 0 1 2 5 0 0 25 1 73 14 24 20 8 26 103 41 50 11 41 15 60 0 1 488 2 16 2 11 2 0 3 11 2 6 4 4 3 13 0 0 79 4 39 13 11 9 5 9 27 8 8 6 11 1 22 8 1 182 ENGINE DEPARTMENT Boston New York Philadelphia Baltimore Norfolk . Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 2 23 1 3 3 3 4 6 6 3 3 9 1 10 0 0 77 1 1 0 1 0 0 0 1 0 1 0 0 1 1 0 0 7 3 61 11 14 11 15 13 48 8 36 7 15 2 58 0 4 306 4 38 7 6 9 8 5 11 9 5 1 6 4 20 2 1 136 STEWARD DEPARTMENT J Port Boston : New York • Philadelphia ? Baltimore Norfolk... Tampa i Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto RiCO Houston Piney Point Yokohama Totals **REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT ; 1 Boston New York ! Philadelphia f Baltimore Norfolk 1 Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston 1 Piney Point k Yokohama ^ Totals * TOTAL SHIPPED All Groups Class A Class B Class C 7 4 .... .... 13 5 21 0 0 172 3 3 0 3 0 0 0 4 2 1 1 1 1 7 5 0 31 0 1 0 0 0 0 0 0 1 0 2 1 0 0 0 0 5 2 53 3 11 14 10 11 33 16 20 4 11 4 32 0 0 224 1 22 5 6 5 0 14 19 9 7 4 8 5 7 24 1 137 0 0 0 3 2 1 0 4 1 3 3 7 1 8 0 0 33 1 1 0 0 0 0 0 0 3 0 4 1 0 0 0 0 10 ENTRY DEPARTMENT Port 0 55 3 31 13 3 25 63 19 48 11 37 28 43 0 1 380 10 132 27 34 18 9 15 79 36 36 21 21 20 57 3 2 520 13 203 2 23 11 2 3 40 14 19 19 33 3 48 0 0 433 168 940 455 78 2,753 1,096 468 the number of men who actually registered for shipping at the port last month. •"Total Registered" means ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. 908 519 Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico I Houston Piney Point Yokohama Totals Totals All Departments . . . . 1 144 0 74 15 13 9 7 4 42 13 15 12 13 8 40 29 1 295 4 34 1 5 3 2 1 15 3 6 9 13 0 20 0 0 116 HEADQUARTKRS 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 ALGONAC, Mich. 520 St. Ciair River Dr. 48001 (313) 794-9375 ALPENA, Mich 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin St. 14202 (716) TL 3-9259 CHICAGO, ILL. .9383 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DULUTH, Minn 2014 W. 3 St. 58806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box D 415 Main St. 49635 (616) 352-4441 HOUSTON, Tex 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, l.a. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. . .2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT AR I HUR, l ex 534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif 1311 Mission St. 94103 (415) 626-6793 SANTURCE, P. R. . 1313 Fernandez, Juncos, Stop 20 00909 (809) 724-2848 SEA ITLE, Wash .2505 1 Ave. 98121 (206) MA 3-4334 ST, LOUIS, Mo. , 4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla. 2610 W- Kennedy Blvd. 33609 (813) 870-1601 TOLEDO, Ohio .... ,935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 510 N. Broad St. 90744 (213) 549-4000 YOKOHAMA, Japan P.O. Box 429 Yokohama Port P.O. 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 Shipping remained good to excellent at most deep sea A&G ports last month as nearly 1,500 Seafarers found jobs on SlU-contracted deep sea ves­ sels. Good shipping is reflected in the fact that only 940 of the jobs shipped last month were taken by 'A' seniority hook men, while more than one third of the jobs were taken by 'B' and 'C seniority men. February 1978 / LOG / 25 �Radcliff, Crescent Members Set Contract Goals In a week-long session at the Lundeberg School In Piney Point, Md., SIU rank-and-file delegates from Radcliff Materials, Inc. and Crescent Towing and Salvage Co. met to determine their goals for upcoming contract negotia­ tions. Radcliff is a tug and dredge and repair yard operation based in MQhile, Ala. Crescent Towing is a shipdocking outfit that services New Orleans Harbor as well as docking areas at oil and grain terminals north of the City on the Mis­ sissippi River. Delegates representing RadclifTiityard operation included SIIJ members Al­ bert Stampley, H. L. Thornton, and Gerald Fethke. The dredge and boat operation was represented by Boatmen Charles Knight, Larry Minchew, J. T. Rocker, and Terry Dowdy. Member delegates representing Cres­ cent Towing's workers included Gerald Keller, Earl Price, James Todd, and Russell Cognevich. To prepare the contract proposals, the delegations split into two work shops so they could consider the prob- Inland Coordinator and Conference Chairman Chuck Mollard, second from right, makes some opening comments to rank-and-file delegates. Along with Mollard at the head table, from the left are: Mike Sacco, SIU headquarters representative and vice-president of the Lundeberg School; Hazel Brown, MLS president; Gerry Brown, port agent in Mobile, and Jimmy Martin, SIU rep in New Orleans. lems affecting their individual company unit On the last day of the contract con­ ference, the rank-and-file committee members from each company unani­ mously adopted contract proposals to he negotiated by the SIU Contract De­ partment. The Conference ran from Jan. 23-28, 1978. In addition to contract meetings, the delegates participated in a number of educational forums dealing with activi­ ties of the SIU concerning the tog and dredge industry. SIU officials gave presentatioiis on maritime and labor history, as well as on the structnre of the SIU and the AFL-CIO. Presentations were also given on the SIU Welfare and Pension Plans and on economic factors affecting the tug and dredge industry. One day of the Conference was spent going over the SIU's activities concern­ ing the tug and dredge industry in the political arena. This included a bus trip to Washington, JD.C. where, among other places, the delegates visited the AFL-CIO Maritime Trades Depart­ ment and the Transportation Institute. The MTD, which is headed by SIU President Paul Hall, is the headquarters of maritime labor's political action force. The Transportation Institute is a maritime research and educational or­ ganization supported by American-flag deep sea and inland companies. The presentations and the Washing­ ton trip gave the delegates an opportu­ nity to take an indepth look at their industry and their Union. Rank-and-file delegates to the Conference included, from the left: Charles Knight (Radcliff), Jimmy Todd (Crescent); H. L. Thorton and J. T. Rocker from Radcliff. W W j Conference delegates from the left are: Gerald Fethke (Radcliff); Terry Dowdy (Radcliff); Russell Cognevich (Crescent), and Albert Stampley (Radcliff), Jimmy Rosser, SIU patrolman from New Orleans, left, participated in Conference along with rank-and-file delegates, from the left: Earl Price (Crescent)- Larrv Minchew (Radcliff), and Gerald Keller (Crescent). 26 / LOG / February 1978 �Legal Aid In the event that any SIU members have legal problems in the various ports, a list of attorneys whom they can consult is being published. The mem­ ber need not choose the recommended attorneys and this list is intended only for informational purposes: The following is a list of recom­ mended attorneys throughout the United States: NEW YORK, N.Y.—Schulnian, Abarbanel & Schlcsinger 350 Fifth Avenue New York. N.Y. 10001 Tele. #(212)279-9200 BALTIMORE, MD.—Kaplan, Heyman, Greenberg, Engelman & Belgrad Sun Life Building Charles & Redwood Streets Baltimore, Maryland 21201 Tele. #(301)539-6967, HOUSTON, TEX.—Combs, Archer & Peterson Americana Building 811 Dallas Street Houston, Texas 77002 Tele. #(713)659-4455 TAMPA, FLA.—Hamilton, Douglas and Bennett, P.A. 2620 W. Kennedy Blvd. Tampa, Fla. 33609 Tel. #(813) 879-9482 SAN FRANCISCO, CALIF.— John Paul Jennings, Henning and Walsh 100 Bush St., Suite 1403 San Francisco, Calif. 94104 Tel. #(415) 981-4400 ST. LOUIS, MO.—Gruenberg & Sounders 721 Olive Street St. Louis, Missouri 63101 Tele. #(314)231=7440 NMC Ads Promote U.S. Merchant Fleet Below is one of the many ads that the National Maritime Council is rtmning in the national news media. To encour­ age support for a strong U.S. merchant marine, the NMC is running these ads in some of the major news publications, sttch as. Time and Newsweek. The Council wants to encourage American business to ship on U.S.-flag ships. So the ads are also runntng in business oriented publications like the Wall St. Journal. The Nattonal Maritime Council is composed of government, company and union representatives who are interested in promoting a viable U.S. merchant marine. One if by land, ten if Iw sea. It is ironic that the United States—a seagoing nation—should be Num­ ber One as a land power and leader in world trade, yet rank tenth in the size of its merchant marine. Our cargo ships number 577, pathetically behind Russia's 2400 and Japan's 2000, just to mention two. And, in shipbuilding, we've slipped to eighth. This for a nation whose merchant fleet of over 4800 ships, 30 years ago, helped us win World War 11! This erosion is more than ironic; obviously it represents a threat to our international trade posi­ tion as well as our national welfare. Not so obvious: think of 577 American "representa­ tives" pulling into ports around the world...com­ pared to four times as many Russian ships. And think of how necessary it is to have a strong mer­ chant marine supporting our armed forces in case of emergency...a mer­ chant marine that in war­ time has transpiorted over 90% of the needed military sup­ plies and equipment. Think, too, of the eco­ nomic contribution a stronger merchant marine makes in balance of pay­ ments, jobs and taxes. Think about it. Then share your thinking with your Congressmen. If you'd like more informa­ tion, send for our booklet on U.S. Flag Shipping. Write National Maritime Council, Box 7345, Wash­ ington, D.C. 20044. National Maritime Council N\anagement, labor and government working together for a strong, stable U.S. flag shipping industry. NEW ORLEANS, LA.—Dodd, Barker, Boudreaux, Lamy 6 Gardner 1400 Richards Building 837 Gravier Street New Orleans, Louisiana 70112 Tele. #(504) 586-9395 LOS ANGELES, CALIF.—Bodle, Fogel, Julber, Reinhardt & Rothschild 5900 Wilshire Boulevard Los Angeles, Calif. 90036 Tele. #(213)937-6250 MOBILE, ALA.—Simon & Wood 1010 Van Antwerp Building Mobile, Alabama 36602 Tele. #(205) 433-4904 OETROIT, MICH.—Victor G. Hanson 19268 Grand River Avenue Detroit, Michigan 48822 Tele. #(313) 532-1220 FALL RIVER, MASS.—PatrkK H. Harrington 56 N. Main Street, Bennett Bldg. Fall River, Mass. 02720 Tele. #(617) 676-8206 SEATTLE, WASH.—Vance, Davies, Roberts, Reid & Anderson 100 West Harrison Plaza Seattle, Washington 98119 Tele. #(206) 285-3610 CHIC AGO, ILL.—Katz & Friedman 7 South Dearborn Street Chicago, 111. 60603 Tele. #(312)263-6330 DON'T GIVE OP THE SHIPS In Emergency Notify USPHS by Telegram Any Seafeirer or Boatman who is taken to a hospital other than a USPHS facility for emergency treatment, must notify the nearest USPHS hospital of his situation within 48 hours, and it is suggested that the notification be made by telegram. In the past, many of our mem­ bers have made it a practice to notify USPHS by phone. Unfortu­ nately, when it comes time to pay the bill, there have been cases when USPHS has refused to pick up the tab claiming they have no record of the telephone call. How­ ever, by using telegrams you will have permanent proof that you ac- tuaUy notified USPHS within the prescribed period and at the same time you will eliminate any confu­ sion dealing with phone calls. If you have no recourse, though, but to use the phone, you should make it a point to get the name, title and department of the person who handled your call. February 1978 / LOG / 27 �The Seafarers Plans Benefit Application Is / he Seafarers Plans benefit apfiliration has been revised in an effort to make it simpler to fill out. It will also help gather necessary information for upgrading programs. (The application, reduced in size, appears on these two pages.) It may seem unnece.'isary to remind you to fillin your name and Social Security number carefully, but this is still a mafor cause of delay for claims. Make sure you attach copies of all the documents needed to process your claim. If you are unsure if you have the right ones, check with your port agent. The new Contact Phone or Address on the form is an example of the Union's effort to make it easier to reach applicants in case of need. The long fist of 1,443 Seafarers and Boatmen in the January Log who did not receive their Welfare Plan description booklet shows why a second address is important. The new ratings boxes, when checked, will give information on your career upgrading. This PLEASE PRINT VACATION BENEFIT • SEAFARERS BENEFIT APPLICATION * Hr I II I. IN I N I IKL I HONI I'AM-. I'll I Clll.t KMAKK IN llOX M)l< HKNKI I I WAM FI) I II,I. IN 111 Nl I I I SI.C IION ON I'At.L MS I HI) IN BOX Al lACII Al.l. DOCDMKNIS NM-DMl IIAVI UNION KFI'UI'SI NI AI IVF ( III OK I (JRM. SICN H, AND FORWARD TO: SI Al AMI RS PLANS. iJnln III miiilK Iiliiiii / PtitX tA ««|i|>lir;tiriori (/PIK) HOSPITAL & MLOK AL I'aoa •/ SICKNESS & ACCIDENT DEATH faw a Pavaa jiri -SOC SEC NO VnttaComtmrt Rating Employtd from To VMMI/Company Rating Employad from To Vattal/Company Rating Employad from To Vauat/Company Rating .• Employad from I'l MMANI Nl Aunm ;;;• .HOME PHONEX. I UH MAIL Vataal/Company CONtACr PHONE _ . I or HOOK PORT ISSOFD Dale you litit worked lor SlU /Inland Company. Place 111 _Bulh 1 Wt,«. o VOO. —, ^Group Ciliriint Oflpl f fnldtfM) To Rating Employad from To Vaual/Company Rating Employad from To Vat»l/Company Rating Employed from To AOUriEGS J('hitr:l( hftrn il yoiii iifUlrirtt hai (.haftqnti. OAII OI IimiH (IMt. flPft. PENSION fav * Mail, n.il inlijifl.) HOOK NOMIII M Kl«m^ Pava 3 l'a«i 1 OPTK AL 1 NAMI MATERNITV fvf 1 HLMAHII.ITATION 11 1 1 1 Soc. Sec. No. 20lli Slrrcl. Brooklyn. N.Y. 11215 / (rliiyl VACATION 27S ELIGIBILITV-At least 90 days accumulated seatime/inland before making application. All dates of dis­ charge, pay vouchers or check stubs must be less than one ypar old. Attach a photostatic copy of alt dis­ charges. pay vouchers or check stubs. " QO NOT WRITE IN GREY AREA i PLEASE PRINT -Ralinfl. Chuck iill iKiKd-, thai a|i|ilv loll OiH-ioioi U logifiBio • OMED CZ3 AB Blue • HL5S Uparading • I'llol Cn WBIIIIOII C3 Asi'i Crrrjk Cn AB Gretrn CD LNG/LPG • Vattal/Company Rating MiiUi a EOWI • Cook/Baker O QM C3 Lile txrai CD Employed from To Caiilain CT PurniJinan CI Ch Cook • Bor n • Eire Irgtilirrg CD raiikainian CO Ch. Elacl. CD Steward CD HLSS Entry CD Paitport CD Vattal/Company Wloii olhiir ralingr flo you haver Employed from Wliai oiher hceniin do you have? Adjuttmena 1 Rating To N. Y. State res. Yes or No Tax exeinptinnt claimerl -r Mariial Statin Q] Sintjle Mairierl Q] Divorced LIST SPOUSE AND DEPENOENrs NAMES Wirlowed RELATIONSHIP TO MEMBER .v-a / • . •' .- (y««r) 1—I 3._ J. WDAS _ t (d4y) DAS -.r DATE OF BIRTH (mo.) (IMI, lliil. mlaaia) • Marital Sfanix • • -T' A ..'.K.' '• T5'"' - m L 4. •if. •chieck here 11 there have been any changes. t Name of bcncficiaiy_ .Relationship Address of beneficiary. -UNRELATED BENEFICIARIES ARE NOT ENTTTLED TO M/VXIMUM DEATH -BENEMT. f r ' 1 I I Check here if your beneficiary has changed. I revoke all previous beneficiary nominations and make the foreguing nomination with respect to all benefits provided now or at any time in the future under the Seafarers' Welfare Plan, still reserving to myself the privilege of other and further changes. '• '-..iv. :• ,r£"'x^ Port. Date. (month, day, yoar) -DATE SIGNED. MEMBER'S SIGNATURE. WITNESS'SIGNATURE-. Member's Signature X. . Verified by;. lunlon r«HMntaUv«| (othtr than tMnvflclary) .ZIP CODE. WITNESS'ADDRESS (itraat. city, Itatal •BASIC SEATIME/INLAND REQUIREMENT: List one (I) day's seatime/boattime in the last six (6) months: .-Date offVessel Date on List ninety <90) days' seatime/boattime in the last calendar year prior to the date the claim arose or date of death: VrwlDate on Date off Working Dues Authorization Seafarers Vacation Plan I hereby authorize you to deduct from the vacation benefit due by this claim a stim equal to the amount outstanding of my regular working dues for days worked in accordance with Ait, V, Sec. 1(b) of the SlUNAAGLIWD Constitution. I further authorize and direct you to pay the amount so deducted to the Seafarers International Union of North America-AGLIWD. Member's Signature X. .Verified by;. If You're Not a Millionaire^ the Welfare Plan Is Important to You Unless a person is a millionaire or thereabouts, he or she could not afford extensive medical care Tri this country without the security of a strong welfare plan or medical insurance program. It's safe to say there are no million­ aire's in the SlU. And its also safe to say that the SIU's Welfare Plan is one of the most important benefits available to SIU members and their dependents. Stafford McCormick of Houston, Tex, is one SIU member who realizes the importance of a strong welfare plan to a working man. Brother McCormick's wife, Florence, has had two lengthy hospital stays in 28 / LOG / February 1978 the last few years. The hospital bills totalled nearly $10,000 and the SIU Welfare Plan picked up the whole tab. McCormick, who has been a member of the SIU for more than 30 years, said, "I'm really thankful that I had the Plan when I really needed it." He added, "medical costs are so high today, no member could afford to pay these kind of bills without going broke. Believe me, if I had to pay my wife's medical costs out of my own pocket, it would have bankrupted me." Brother McCormick, who has almost 20 years seatime on SIU deep sea and inland vessels, also said, "I think a lot of members take the Welfare Plan for granted. I remember the days when we had nothing at all. But I guess it takes a situation where a member really needs the Plan before he realizes that he has something good that will protect him." McCormick said he has been sticking close to home while his wife recu­ perates. He said he would soon be look­ ing to ship with an SIU tug company which would enable him to stay in the port of Houston or nearby. Notice to Members On Job Call Procedure When throwing in for work dur­ ing a job call at any SIU Hiring Hall, members must produce the following: • membership certificate • registration card clinic card seaman's papers INLAND �Made Simpler to Speed Handling of Claims will help the Union plan its upgrading courses so that the right type of training will be scheduled at the time you need it. The benefit sections list the eligibility requirements, and the documents needed to make a claim. The Hospital,Maternity and Surgical Benefits and the Optical Benefits must be signed by the doctors as well as the person applying, and this has been made clear. The Pension section has been expanded to cover the Pension Plan's increased benefits. The form tries to cover all the cases and their basic requirements, but all Seafarers and Boatmen should write the Claims Department at Headquarters if they have any questions, before they swallow the anchor and come ashore. The form has been made clearer and easier to work with, and it is hoped this will speed the handling of your claims. HOSPITAL. MATERNITY & SURGICAL BENEFITS ELIGIBILITY—Basic seatime/inland requirement. Claim must be filed not later than (a) 180 days after sur^ or discharge from hospital, or (b) J6S days after birth. Enrollment card, marriage certificate, and children's bir certificate with names of both parents must be on file with Plan. For foster and step children,submit notarized copy of member's latest income tax return showing dependents. Relationship toMemlier Patient's name OPTICAL ELIGIBILITY—Basic seatime/inland requirement. Enrollment card must be on file in Plan office along with Mar­ riage Cerlinc.ite and Birth Certificates. Claim must be filed within 180 days from the date the glasses wea' received. Glasses are available to the member and dependents once in every two year period at an optician of your choice. TO BE COMPLETED BY OPTICIAN Optician's .Address Name of optician (iMt, tint, middia) lltrmtl Address. Birth date (_ Is this a work connected injury? YES (llfMl) (city, stala, zip) Individual for whom prescribed. (city, stite, zip) NO Attach a copy of Doctor/Surgeon/Hospital Bills. Indicate if paid. Have Docton/Hospital fill in part below. Indicate if Bills are paid. I hereby authorize hospitals and doctors listed below to release information concerning my treatment to the Seafarers Welfare Plan, in order to process my claim for benefits. PATIENT-S/GUARDIAN/S SIGNATURE Was this Emergency treatment? PLEASE ATTACH YOUR BILL TO THIS FORM AND INDICATE IF PAID Relationship to Member No Description of Lenses. Total cost of glasses, including examination S. SIGNATURE OF OPTICIAN Type of Lenses: Regular Clear Optician's -Soc. Sec. No.. • Tinted Sunglasses. Verified by: (union reprOMntativo) Date DEATH ELIGIBILi rV-Basic seatime/inland requirement. Beneficiary form must be on file with the Plan office. Send a certified copy of the death certificate with the application. Enclose an itemized funeral bill indicating if paid with name and address of payer where applicable. (Claim must be filed within 365 days from the date of death.) Name of hosp Address of hosp. _ (ttrppt. city, atatp. ilpl Date hospiulizad . Name of deaceased Dates Doctor visited Soc. Sec. No Name of applicant .Relationship to deceased. Funeral Rill paid' Address of applicant State complete diagnosis:. Yes No Aoe of Aoolicant Fed. ID No. or .Soc. Sec. No. _ Signature: ATTENDING PHYSICIAN. (City, fttata, rip) SIGNATURE OF APPLICANT .and particulars. If surgery was performed, give dates Date of death Verified by: (union r.pr.Mnl.llv.) PENSION ELIGIBILITY RF.QIJIRF.MF.NTS CHHCK CARKFULLY IN PFNSION BOOKLET FOR EXACT TERMS. If not in hospital, where performed Fed. ID No. or - Soc. Sac. No. - Signature: ATTENDING SURGEON. ATTACH SURGEON'S BILL AND INDICATE IF PAID. Total 90 days m Birth certificate desired: Service Required calendar year t>efore application or other proof of age required Q NORMAL 5,475 days no Check Pension Verified by:. (union raprotpntitlva) SICKNESS & ACCIDENT BENEFIT ELIGIBILITY- Basic seatime/inland requirement. Claim must be filed within 60 days (a) after discharge from hospital, or (b) from first day of outpatient disability. File USPHS medical abstract for outpatient benefits. Out­ patients who have not been hospitalized must be not fit for duty for eight days before they can receive benefits, which are retroactive to the fifth day. You can not receive S&A benefits if you are entitled to M&C from your employer, or to State disability benefits, or State unemployment benefits. Was illness or injury reported in Log Book? Were you hospitalized? ,.s< Date In. Other lequiremenls 10 years of no vesting service 65-Deep sea All Coast Guard discharges. 62-lnland NFFD forms, and M&C forms, or Company service letter. 7,300 days yes '55 (No disability) All Coast Guard discharges covering sea time only. (Where applicablel Address. Q SPECIAL 7,300 days EARLY (No disability) NORMAL (Where applicable) Describe nature of Illness If accldenul, attach doctor's letter on how the Illness occurred.. Is this a recurring Illness or Injury? Q DEFERRED VESTED NORMAL Hospital Date out All Coast Guard discharges, NEED forms, and M&C forms, or Company service letter. • EARLY . Did you get Master's Certificate?. 65-Deep sea 62-lnland no 55 1) Withdrew completely from the industry before reaching age 55. 2) All Coast Guard forms coverirsg seatime only. If yes, explain .Is It due to misconduct on your part?. Deceased was active memtier. and eligible for one of the pensions above, not including disability pension. If you collected In-hospltal beneflu for this Illness or Injury, wftat was the last day you were paid? Have you applied for unemployment benefits? Spouses name Have you applied for State dlsalxlty payments?. Have you taken up your Injury with any one else? • SURVIVOR'S If yes, with whom Member's first date of emolnvment bv sianatnrv cnmnanv What did they do? 1) Must be permantly not fit for I hereby certify' that to the best of my knowledge the above sutements are true, and do also hereby authorize ny anending physician(s) (Hospital or Clinic) to furnish and disclose all facts concerning my condition to the Sea­ farers Welfare Plan. .Verified by:. Signature of Applicant. duty-USPHS record • DISABILITY 4,380 Days yes no 2) Must have Social Security Disability Award or RRB B-6 Nam* nf Divirnr certificate if under 65 Doctor's Addret NFFD forms, and M&C forms, 3) All Coast Guard discharges, (union roproMntatlvo) ALCOHOLIC REHABtLITATiON PROGRAM LOAN REQUEST (itrMt. city rip) or Company service letter. ELIGIBILITY—One day's seatime/inland in the last six months and ninety days' scacime in the last calendar year prior to the date of application. Check the boxes provided to show the reason for the loan. ATTACH A RECENT PHOTOGRAPH (PASSPORT SIZE) TO PENSION APPLICATION Q Tranipoftation MARRIED PENSIONERS MUST SUBMIT COPY OF MARRIAGE CERTIFICATE, AND SPOUSE'S BIRTH CERTIFICATE O Support • Personal Items IZI Clothing • Prescriptions Q Miscellaneous (explain)_ VERIFIED BY: " DATE PORT (union loOfOMfilztlvv) ON DEMAND I PROMISE TO PAY TO THE ORDER OF THE SEAFARERS' WELFARE PLAN $ . PLUS e% INTEREST, PAYABLE AT 275-2(hh STREET, BROOKLYN, N.Y. 11215. I authorize die Plans administration to deduct from the vacation benefit due me a sum equal to amount outstanding of my Alcoholic Rehabilitation Program loan plus its accrued interest. ELIGIBILITY FOR AND PAYMENT OF BENEFITS ARE CONTROLLED SOLELY BY THE RULES AND REGULATIONS OF THE SEAFARERS WELFARE PLAN, THE SEAFARERS PENSION PLAN, AND THE SEAFARERS VACATION PLAN, AND BY THE APPLICABLE DECLARATIONS OF TRUST. Comments by Union representative VALUE RECEIVED t SIgnatur* of Aoollcant Verified By:. Signature of Union representative. Union RvprHontatlva PSfO 3 Pig* 4 REV. \n% I*® No Charge For 'Type #' Form All Seafarers and Boatmen pre­ paring to go on pension, please be advised that there is no longer any fee required for the "Type I" forms supplied hy the Social Security Ad­ ministration. Seventy-one cents of everv dollar spent in shipping on American-flag vessels remains in this country, making a substantial contribution to the national balance of payments and to the nation's economs. Use U.S.-flag ships. It's good for the American maritime industry , the Ameri­ can shipper, and America. These forms are detailed state­ ments of earnings, which must he obtained from Social Security and submitted to the Seafarers Pension Plan before pension benefits are given. The charge for "Type I" forms was removed almost two years ago. But many of the old applications for the forms are still in circulation and specify a schedule of fees at the top of the page. If you receive one of these old applications, dis­ regard the charges when you send in the application for your Type I forms. If you have already sent in money, it should he returned to you by Social Security. Contact your local Port Agent if you have any problems. February 1978 I LOG / 29 �• As the SlU-contracted Mackinac Islander pulled into the dock on Mackinac Island, white clapboard homes and one of the Island's old churches greeted ferry passengers. .•^ - ^. . 3 • 'jsis:.a- The bare trees and shrubs on Mackinac Island make it hard to imagine a springtime hillside covered with lilacs. But the flowers were brought and planted by French settlers in the 17th century. The grassy area fronts Fort Mackinac, a British stronghold during the Revolutionary War. This shoreline stretch of boardwalk runs along the clear, blue/green waters of the Straits of MalWnacT In the distance can be seen "the five mile span of t^ Mackinac Bridge. "Big Mac," which opened in 1957, connects Michigan's upper and lower peninsulas. Closed For Season Bicycles are a primary form of transportation around the nine miles of Mackinac Island. Bike racks line the deskside around the ferry slip. -A' ' ' ' ' " Linda Horn, one of the Island's 500 or so permanent residents, has spent 16 winters there so far. Mrs. Horn said her great-great-grandparents were "Earlies" and that they owned three-quarters of Mackinac Island at one time. 30 / LOG / February 1978 Mackinac Island in Michigan's Up­ per Pcnninsiila, is a scenic, thriving summer community. But it becomes a ghost town in the off-season. The water­ front hotels board up their windows, the ice-cream parlors, gift shops, and other tourist-oriented stores display "Closed for the Season" signs. The eeriness is enhanced by the dust swirling, down the main street and the Haunted Theatre's rusted, rickety chandelier creaking in the wind above the theatre's bolted doors. Mackinac Island handles a summer crowd of as many as 500,000 people. But it reduces its population to as few as 500 during the winter, according to two year-round residents. Many of those who reside there year-roljnd col­ lect unemployment during the winter months when the grocery and drug stores, the Mustang Bar and the post office are the only things open. Many of the Island's permanent residents also share the fact that they are descended from the Island's early Canadian or English settlers who date as far back as 1600. During the winter months, the only way to reach the mainland is via snow­ mobile. But from Apr. 1 to Dec. 23, SlU-contracted ferries make the IV2 mile run between St. Ignace and the Island. And between May 14 and Oct. 16, ferries make the 6 mile round-trip from Mackinaw City to the Island. The Arnold Transit Co. owns and operates the seven boat ferry fleet that runs from St. Ignace. During the sum­ mer season it runs 600-capacity boats, but operates smaller, 400-capacity ves­ sels in the offrpeak months. Straits Transit Inc. is the owner/op­ erator of the four SlU-ferries that make the Mackinaw City/Mackinac Island run. That company is also owned by Arnold which has 58 percent of Straits Transit stock. Straits Transit fleet includes the Christina Mae, built in 1954 and the Island Princess which has only been running five years. Arnold's vessels were all built be­ tween 1955 and 1962. The Emerald Isle is the senior member of that fleet; the Chippewa is the youngest. A Beautiful Trip The 40-minute ferry ride across the Straits of Mackinac is a beautiful trip. The ferries have indoor and outdoor benches and a large cargo area on deck that is filled with folding chairs during Ray Wilkins, working as purser on the Mackinac Islander, is usually found on another Arnold Transit Co.-owned ferry, the Chippewa, where he acts as either the boat's captain or an engineer. �Since no cars or buses are allowed on the Island, horses are popular and necessary substitutes. Most of the Island's equine population is pastured on the mainland for the winter. The Mackinac Islander waits at the Island dock to receive cargo for her return trip to St. Ignace. This ferry has been in operation since 1958. Glimpsed from the ferry enroute to Mackinac Island is the Grand Hotel which claims to be the "world's largest summer hotel." The Grand first opened in 1887. In the summertime, its 880-foot long porch is decorated with flowers. Due To Freezin' the summer to carry the overflow of passengers. The cargo area is also used for conveying alternate forms of trans­ portation to the Island where cars, trucks, and buses are not allowed. One SIU ferryboat captain, LeRoy Allers, has been ferrying passengers for 55 years. He said, "It's nothing for ferries to carry 25-50 bicycles per trip in the summer." Horses are another popular form of transportation on Mackinac Island. No fewer than 250 of them spend the sum­ mer at the Carriage Tours' Corral and Stable and others are owned by Island residents. The ferries can carry 32-35 horses at a time.' A Log reporter and photographer in Capt. LeRoy Allers has been an SIU member since 1949. Normally the captain of the ferry Algomah, Capt. Allers was filling in for another ferry boat captain, his son Paul. mid-November took a trip on the Mack­ inac Islander, sharing the ferry with 10 Island residents, three horses and the ferry's SIU crew. Captain Allers, an SIU member since 1949, was at the wheel. The captain had taken over this run for his son, also a ferry boat cap­ tain, who had joined the ranks of deer hunters during Michigan's annual hunt­ ing season. Capt. Allers is usually be­ hind the wheel of the Algomah. Also on board were Raymond Wilkins, the purser on this trip. But he also doubles as a captain and an engineer during the summer months. Another member of the crew was Engineer Rich­ ard Carl Graham who's been with Arnold Lines for 26 years. The fivemember crew also included two deck­ hands. Lar-ge horses pull wagonloads of freight that is transported from mainland to The crossing takes one past several landmarks. The Mackinac Island crib island via ferry. light warns freighters away from shal­ low waters that are only four feet deep in spots. And the colonnaded facade of the Grand Hotel, which dates from the 1800s and claims to have the longest porch of any hotel, nests on the shore. In daylight, the ferry crossing seems straightforward enough. But when it's foggy and dark out, the ferry captains rely on the compass and time signals taped to the window in the wheeihouse to make the crossing. For example, from Dock #2 on St. Ignace to the Lake, the chart says it's 117 degrees and 24 minutes. The Mackinac Islander loaded up for her return to the mainland with three horses heading for winter pasture and some hunters with their quarry. There were also several Islanders aboard who were taking advantage of the ferry service before the Straits freeze and Mackinac Island settles in Engineer Richard Carl Graham joined the SIU In 1957 and has been with until the spring thaw. Arnold Transit for 26 years. I February 1978 / LOG / 31 . �Hotite to Mmbers (h Shippiug Pnteilure When throwing In for work dur­ ing a job call at any SlU Hiring Hall, members must produce the following: • membership certificate • registration card • clinic card • seaman's papers • valid, up-to-date passport In addition, when' assigning a job the dispatcher will comply with the following Section 5, Sub­ section 7 of the SIU Shipping Rules: "Within each class of seniority rating in every Department, prior­ ity for entry rating jobs shall be given to all seamen who possess Lifeboatman endorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sentence when, in the sole judgment of the Board, undue hardship will result or extenuating circumstances war­ rant such waiver." Also, all entry rated members must show their last six months discharges. Further, the Seafarers Appeals Board has ruled that "C classifica­ tion seamen may only register and sail as entry ratings in only one department." KNOW YOUR RIGHTS SHIPPING RIGHTS. Your shipping rights and senior­ ity arc protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20th Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU 32 / LOG / February 1978 UNION MADE Electronics has become one of the great growth industries of the 20th Century and the International Union of Electrical, Radio and Machine Workers, AFL-CIO, CLC, was in on the ground floor. lUE was founded in 1949 and immediately drew to it many workers in the electronics in­ dustry who were impressed by its democratic ideals. Today, lUE has 250,000 members (40% of them women) in the fields of electrical and electronics manufacturing and other industries. Its members are employed by General Electric, Westinghouse, General Motors, RCA, SperryRand and many smaller companies. lUE products reflect the technological his­ tory of America in the 20th century. The prod­ ucts include all kinds of home appliances, from fans to freezers, television sets, wires and cables, electronic components, semi-conduc­ tors, power equipment, office machines, lamps, batteries, computers, auto parts, aircraft en­ gines and missiles, elevators, radar and atomic reactors. In fact, lUE produced products are almost too numerous to list, ranging from optical lenses and frames to golf club shafts. A strong advocate of the principle of multiunion coordinated bargaining, lUE also has been active in the struggle against job-stealing imports, against race and sex discrimination and for strict enforcement of health and safety regulations. lUE pioneered in 1966 with the establish­ ment of an On-the-Job-Training Program sup­ ported by funds from the U.S. Labor Depart­ ment. This program has resulted in over 7,000 lUE members receiving better job opportuni­ ties over the last 10 years. The union is cur­ rently participating in a New Initiatives in Apprenticeship program to promote the en­ rollment of 700 new apprentices in lUE shops, particularly in developing fields such as com­ puter repair and solar heating technology. lUE is concerned with the effect foreign im­ ports is having on worker's jobs and American technology. When you buy your new TV set or any other electrical product, check the label carefully to be sure the item has been made in America with American labor. a UNION LABEL feature KNOW YOUR RIGHTS FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Ciulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. rm lUE: 20th CENTURY PRODUCTS KNOW YOUR RIGHTS t VS iiiiiiiiitiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii^^ patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY —THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circum­ stances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to Union headquarters. CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no member may be discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify Union headquarters. SEAFARERS POLITK.'AL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects qnd purposes includ­ ing, but not limited to, furthering the political, social and economic interests of maritime workers, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatiiien and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a con­ dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Sup­ port SPAD to protect and further your economic, poli­ tical and social interests, and American trade union concepts. If at any lime a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or infor­ mation, he should immediately notify SIU President Paul Hall at headquarters by certified mail, return receipt requested. The address is 675 - 4iii Avenue, Brooklyn, N.Y. 11232. �Leo R. Dziesinski, 67, joined the Union in the port of Alpena, Mich, in 1965 sailing as an AB for the Huron Cement Co. from 1964 to 1977. Brother Dziesinski was born in Alpena and is a resident there. He is also a refrigeration service tech­ nician. Robert E. Bowditch, 64, joined the Union in the port of Lorain, Ohio in 1961 sailing as an oiler and AB for the L. A. Wells Co., and Merritt, Chapman and Scott from 1946 to 1952, and for the Great Lakes Tow­ ing Co. from 1952 to 1976. Brother Bowditch was born in Lorain and is a resident of Amherst, Ohio. Haywood J. Triche, 59, joined the Union in Port Arthur in 1964 and sailed as a captain and pilot on the Tug Edgar Brown Jr. for the Slade and Southern Towing Co. from 1948 to 1977. He also sailed as a deck­ hand for the Hawkins Towing Co. from 1946 to 1948. Brother Triche was bom in Louisiana and is a resi­ dent of Gibson, La. Roy E. Stern, 65, joined the SIU in 1948 in the port of New York and sailed as a bosun. Brother Stern is a veteran of the U.S. Army's Ordi­ nance Corps in World War II. He is a machinist and toolmaker. Born in Michigan, he is a resident of New­ ark, N.J. Edward Cole, 62, joined the SIU in 1943 in the port of New Orleans and sailed as a bosun. Brother Cole sailed 40 years. He was born in Barbourville, Ky. and is a resident of St. Petersburg, F1a. Paul D. Morris, 58, joined the Union in the port of Detroit in 1960 sailing as a fireman-watertender on the Lakes for 23 years. Brother Mor­ ris upgraded at Piney Point in 1974. He is also a radio, TV technician. Born in Hagerstown, Md., he is a resident of Toledo, Ohio. Recertified Bosun Albert J. Doty, 65, joined the SIU in 1941 in the port of Savannah. Brother Doty grad­ uated from the Bosun's Recertification Program in September 1975. He also attended a Piney Point Educa­ tional Conference. Born in Illinois, he is a resident of Marrero, La. German Aban, 74, joined the SIU in the port of Norfolk in 1957 and sailed as a chief cook. Brother Aban sailed 55 years and with the Bull Line in 1961. He is a veteran of the U.S. Navy before and during World War 11. A native of San Juan's (P.R.) La Union, he is a resident of Chesa­ peake, Va. Joseph E. Brooke, 60, joined the SIU in 1942 in the port of Philadel­ phia and sailed as deck engineer. Brother Brooke sailed 36 years. He was born in Philadelphia and is a resident there. Ivan C. Buckley, 63, joined the SIU in the port of New York in 1952 and sailed as a chief steward. Brother Buckley sailed 30 years and walked the picket line in both the 1961 Greater N.Y. Harbor strike and the 1962 Robin Line beef. He upgraded at Piney Point in 1973. Born in Ja­ maica, B.W.I., he is a resident of Brooklyn, N.Y. Jacob R. "Jake" Gnagey, Jr., 53, joined the SIU in the port of Balti­ more in 1955 sailing as a cook. Brother Gnagey sailed 33 years. He is a World War 11 veteran of the U.S. Marine Corps. Seafarer Gnagey was born in Cumberland, Md., and is a resident of Baltimore. Joseph Shefuleski, 63, joined the SIU in 1947 in the port of Philadel­ phia sailing as an OS. Brother Shefu­ leski sailed with the Bull Line in 1956. He was on the picket line in the 1961 N.Y. Harbor strike and the 1964 AGLIW District beef. Seafarer Shefuleski is a WW II veteran of the U.S. Army. He is a former coalminer. A native of Shenandoah, Pa., he is a resident there. Pensioner Gives $100 to 5PAD Jens C. Madsen, 65, joined the SIU in 1946 in the port of New York sailing as a fireman-watertender. Brother Madsen sailed 40 years. He was born in Denmark and is a resi­ dent of Hoboken, N.J. Francisco R. Napoli, 54, joined the SIU in 1947 in the port of New York and sailed as a chief steward. Brother Napoli worked on the SeaLand shoregang in Port Elizabeth, N.J. from 1971 to 1977. He is a wounded World War II veteran of the U.S. Army's airborne forces. A native of New York, he is a resident of Middletown, N.Y. John W. Polaski, 57, joined the SIU in 1943 in the port of New Or­ leans sailing as a fireman-water­ tender. Brother Polaski sailed 34 years. He was also an engine dele­ gate. Born in Troy, N,Y„ he is a resi­ dent of Brooklyn, N.Y. John P. Schilling, Jr., 66, joined the SIU in the port of New York in 1952 and sailed as a deek engineer. Brother Schilling was also an engine delegate. He was born in Mobile and is a resident of Beaumont, Tex. Frederick Whipp, 65, joined the SIU in the port of Baltimore in 1964 sailing as a fireman-watertender. Brother Whipp sailed 25 years and attended a Union Crew Conference in Piney Point in 1970. He is also a lathe operator. A native of Balti­ more, he is a resident of Pasadena, Md. Arthur W. Wroton, 65, joined the SIU in 1944 in the port of Norfolk and sailed as a deck engineer. Brother Wroton sailed 40 years. He is a veteran of the U.S. Army in World War II. A native of Virginia, he is a resident of Norfolk. Rafael W. De Arce, 65, joined the SIU in the port of San Francisco in 1961 sailing as a cook. Brother De Arce sailed 32 years. He is a 1950 graduate of the U.S. Maritime Serv­ ice. Seafarer De Arce is also a machinist. Born in Mayaguez, P.R., he is a resident of Hayward, Calif. Recertified Bosun John B. Swiderski, 62, joined the SIU in 1948 in the 'port of New York. Brother Swiderski graduated in the 15th Bosun's Recertification Program class in August 1974. He is a World War II veteran of the U.S. Army. A native of Penn­ sylvania, he is a resident of Brooklyn, N.Y. Pensioner Francisco S. Costa, 78 (right) holds his five SPAD receipts worth $100 while Headquarters Representative Johnny Dwyer offers his congratula­ tions. Brother Costa, who lives in Brooklyn, N.Y., retired last year. He joined the SIU in the port of New York in 19.55 and sailed 42 years, last in the steward department. A native of Spain, he is a naturalized U.S. citizen. Brother Costa is also an accountant. Yasser Szymanski, 61, joined the SIU in 1946 in the port of Galveston and sailed as a chief steward. Brother Szymanski also rode with the Isth­ mian Line. He is a veteran of the U.S. Army before and during World War II. Seafarer Szymanski was born in Massachusetts and is a resident of Springtown, Tex. February 1978 / LOG / 33 �Lyies D. Brunson, 57, died on Jan. 28. Brother Brunson joined the SIU in the port of New Orleans in 1960 and sailed as deck maintenance. He sailed 26 years. Seafarer Brunson was a veteran of the U.S. Navy in World War II. Born in Bayville, La., he was a resident of Abyville, La. Surviving are his parents, Mr. and Mrs. Henry L. and Katherine Brunson of Ralville, La., and a sister, Mrs. James (Kathleen) Bozeman of Abyville. Peter A. Chaffin, 44, died in St. Mary's Hospital, Duluth on Jan. 28. Brother Chaffin joined the Union in the port of Duluth in 1971 sail­ ing as an oiler for the Kinsman Marine Steamship Co. and the American Steamship Co. He was born in Clear Lake, Minn, and was a resident there. Surviving is his mother, Sarah of Clear Lake. Pensioner Fran­ cisco Cornier, 66, died of a heart attack at home in Ponce, P.R. on Nov. 11, 1977. Brother Cor­ nier joined the SIU in 1942 in the port of Mobile and sailed as a bosun. He sailed 4.^ years. Seafarer Cornier was born in Gayanilla, P.R. Surviving are two .sons, Santiago and Francisco, and three daughters, Lourdes. Carmen and Nara. Edward T. Devercaux, 54, died in the San Francisco USPHS Hospital on Nov. 16, 1977. Bro­ ther Devereau.x joined the SIU in the port of Boston in 1967 and sailed as a OMU. He sailed 14 years and was also a ship delegate. Sea­ farer Devereaux was a wounded vet­ eran of the U.S. Navy in World War II. He was born in Sommerville, Mass. and was a resident of Richmond, Calif. Sur­ viving are his widow, Elenore; a son, Randolph, and two daughters, Deborah and Mrs. Maureen Colbert. Earlic A. Broadiis, Jr., 33, died on Dec. 23, 1977. Brother Broadus joined the Union in Port Arthur in 1973 sail­ ing as a deckhand and tankerman for Dixie Carriers in 1974, for the Moran Towing Co. of Texas, the Marine Fuel­ ing Service Co., Port Arthur in 1977, and for the National Marine Service Co. from 1973 to 1977. He was a vet­ eran of the U.S. Army. Boatman Broadus was born in Mobile and was a resident of Port Neches, Tex. Surviving are his widow. Ruby; a son, David, and a brother. Earl. 34 / LOG / February 1978 Pensioner Nathan Dixon, 80, passed away in Long Island College Hospital, Brooklyn, N.Y. on Dec. 23, 1977. Bro­ ther Dixon joined the SIU in 1938 in the port of New York and sailed as an assistant steward. He sailed 55 years. Seafarer Dixon was born in New Orleans and was a resident of Brooklyn, N.Y. Burial was in Ever­ green Cemetery, Brooklyn. Surviving are two sons, Paul and Richard, and a niece, Mrs. Olive Moore of Brooklyn. Pensioner Jo.seph Garello, 71, died of arterioscleriosis in the Charles Convalescent H9me, Brighton, Mass. on Jan. 11. Brother Ga­ rello joined the SIU in 1946 in the port of New York and sailed as a chief steward. He sailed for 39 years and was on the picket line in the 1965 Chicago beef. Seafarer Garello was a veteran of the U.S. Navy. Born in Italy, he was a resi­ dent of Brighton. Interment was in St. Michael's Cemetery, Jamaica Plains, Mass. Surviving are two brothers, Al­ bert of Dorchester, Mass. and John; a sister, Mrs. Mary Pergamo, and a nephew, John Pergamo, both of Burl­ ington, Mass. 4 Pensioner John B. "Put" Carrison, 66, died of heart failure in the Kissimmce (Fla.) Medical Cen­ ter on Oct. 15, 1977. Brother Garrison joined the SIU in 1947 in the port of New York and sailed as a bosun. He sailed for 27 years. Seafarer Garrison was born in Pennsylvania and was a resident of Kissimmec. Burial was in the Osceola (Fla.) Memory Gardens Cemetery. Surviving is his widow, Patricia. John L. Glover, 46, died of diabetes in the Houston VA Hospital on Dec. 6, 1977. Brother Glover joined the SIU in the port of Houston in f \ I 1962 and sailed as a cook. He sailed 18 years. Seafarer Glover was a veteran of the U.S. Army in World War II. A native of Oklahoma, he was a resident of Houston. Interment was in Forest Park Lawndale Cemetery, Houston. Surviving are jiis widow, Neva; his par­ ents, Mr. and Mrs. Henry G. Glover, and a sister, Mrs. Louise Vichery of Houston. Pensioner Thomas C. Hickey, 74, died t of a tumor in the Riverhead (L.I., N.Y.) Central Hospital on Dec. 22, 1977. Bro­ ther Hickey joined the SIU in 1942 in the port of New Or­ leans and sailed as a bosun and in the steward department. He also sailed on the Bull Line during the Korean War. Seafarer Hickey walked the picket line in the 1961 Greater N.Y. Harbor strike. He was a veteran of the U.S. Navy. Born in Hampton, N.J., he was a resi­ dent of Riverhead. Burial was in St. John's Roman Catholic Cemetery, Riv­ erhead. Survivimi is his widow. Ermosa. Walter 4*Wally'* Kohuf, 49, died at home in Baltimore on Jan. 10. Brother Kohut joined the SIU in 1946 in the port of Philadelphia sailing as an AB. Seafarer Kohut also sailed during the Korean War. He was a vet­ eran of the U.S. Army. He was. born in Pittsburgh. Burial was in Meadowridge Cemetery, Howard County, Md. Surviving are his widow, Bobbie; two sons, Philip and Scott, and his parents, Mr. and Mrs. John Kohut of Phila­ delphia. g » 4 \ I k Richard R. Leikas, 67, died on Jan. 4. Brother Leikas joined the SIU in 1942 in the port of New York sailing as an AB. He sailed 44 years. Sea­ farer Leikas was a veteran of the U.S. Army during the Korean War. A native of Ohio, he was a resident of Prescott, Ariz. Surviving is a brother, Matthew of Prescott. Pen.sioner Steven Lenert, 65, died of cancer on Dec. 14, 1977. Brother Lenert joined the SIU in 1948 in the port of New York sailing as an AB. He sailed 37 years and on the Bull Line. Seafarer Lenert was born in Poland and was a resident of Santurce, P.R. He was a naturalized U.S. citizen. Burial was in Puerto Rico. Bernard B. Mace, Sr., 67, died of arter­ ioscleriosis on Jan. 14. Brother Mace joined the SIU in 1947 in the port of New York and sailed as a chief steward. He sailed 35 years and on the Bull Line. Seafarer Mace was on the picket line in the 1961 N.Y. Harbor strike and the 1962 SRP beef. He was also a bookkeeper. Born in Lee, Mass., he was a fesident of Staten Island, N.Y. Interment was in Moxaixan Cemetery, Staten Island. Surviv­ ing are four sons, Bernard of Staten Island, John, Thomas and Alberto; three daughters, Robin of the Bronx, N.Y., Mrs. Patricia D. Jamieson of Brooklyn, N.Y. and Bernadcttc of Westbury, L.I., N.Y.; a sister Lynn of Brooklyn, and a cousin, Frank Lawlor, also of Brooklyn. Pensioner Oscar H. Manifold, 75, passed away on Jan. 27. Brother Manifold joined the SIU in 1947 in the port of New Orleans and sailed as a chief elec­ trician. He was a World War I veteran of the U.S. Army. Seafarer Manifold was born in Coving­ ton, Ky. and was a resident of New Or­ leans. Surviving are his widow, Olive, and a son, Patrick. Harmony E. Rigby died on Feb. 3. Brother Rigby joined the Union in the port of Houston in 1977 working for the G & H Towing Co., Radcliff Ma­ terials, and the Crown Cork Co. He was a resident of Houston. Richard I. Price, 80, passed away on Dec. 25, 1977. Bro­ ther Price joined the SIU in the port of San Francisco in 1956 and sailed as a chief electrician. He sailed 31 years. He also sailed on the Bull Line. Seafarer Price was a veteran of the U.S. Army Signal Corps Air Force in World War I. A native of Kansas, he was a resident of Compton, Calif. Surviving is a daughter, Mrs. Raymond (Phylis) Sandford of Compton. Pensioner Candido V. Reyes, 70, died of heart failure at home in San Francisco on Dec. 24, 1977. Bro­ ther Reyes joined the SIU in the port of New York in 1955 and sailed as a chief cook. He sailed 56 years. Seafarer Reyes was a graduate of the Andrew Furuscth Training School, Brooklyn, N.Y. in 1959. He was also a veteran of the U.S. Coast Guard. Born in the Philippine Islands, he was a naturalized U.S. citizen. Burial was in Olivet Mem­ orial Park Cemetery, San Francisco. Surviving are his widow, Rosario; three sons, Raymund, Richard and Ronald of Brooklyn, and a daughter, Cynthia. Pensioner Antonio J. Sanchez, 65, died of natural causes in the Staten Island (N.Y.) USPHS Hos­ pital on Dec. 16, 1977. Brother San­ chez joined the SIU in 1939 in the port of Philadelphia and sailed as a chief stew­ ard. He sailed 32 years and was on the picket line in the 1961 N.Y. Harbor strike and the 1962 Robin Line beef. A native of Puerto Rico, he was a resi­ dent of Brooklyn,. N.Y. Burial was in Cypress Hills Cemetery, Brooklyn. Sur­ viving is a daughter. Carmen of Brooklyn. d::M Wilmer J. Newsome, 55, died on Jan. 21. Brother Newsome joined the SIU in the port of New York in 1958 sailing as an OS and in the steward depart­ / ment for 20 years. He was a 1958 graduate of the Andrew Furuseth Training School, Mobile. Born in Alabama, he was a resident of Fort Walton Beach, Fla. Surviving are his mother. Vera of Pensacola, and a sister, Mrs. Sarah McLean of Fort Walton Beach. Jack K. Adams, 32, was found drowned in the Mississippi River off the New Orleans Canal St. ferry landing on June 22, 1977. Brother Adams joined the Union in the port of Houston in 1977 sailing as a deckhand on the Tugs Moss Bluff and Rusty Barrilleaux (In­ land Tugs Canal Division) from 1968 to 1977. Inland Boatman Adams was a veteran of the U.S. Army. He was born in McComb, Miss, and was a resi­ dent of Summit, Miss. Burial was in Hollywood Cemetery, McComb. Sur­ viving are his mother, Mrs. Virginia Travis of McComb; his father. Jack, and grandfather, Ruben, both of Huff, Va., and three brothers-, Alton Travis, Eugene Travis, and Milton Travis, all of Pike County, Miss. •> •.m • «ij m �T Francisco "Frank'* Sarmento, 60, died aboard the SS Borinquen (P.R. Marine Mgt.) off San Juan on Dec. 20, 1977. Brother Sarmento I ^ joined the SIU in I 1943 in the port of New York sailing as an AB. He sailed 40 years and on the Isthmian Line. Sea­ farer Sarmento was on the picket line in the 1961 N.Y. Harbor beef. Born in Bahia, Brazil, he was a resident of Brooklyn, N.Y. He was a naturalized U.S. citizen. Surviving are his widow, Dorothy and a daughter, Euthimia of Brooklyn. Pensioner Julius W. Scheidel, 61, died of lung failure in the New Orleans USPHS Hospital on Jan. 2. Brother Scheidel joined the SIU in 1946 in the port of New York and sailed as a bosun. He sailed 29 years and was on the Delta Line Shoregang in New Orleans from 1974 to 1976. Seafarer Scheidel was a World War II veteran of the U.S. Army Quartermaster Corps. Born in New Orleans, he was a resident of Metairie, La. Burial was in St. Roch Cemetery, New Orleans. Surviving are his widow, Estelle, and a brother, Arnold of New Orleans. Thurman T. Young II, 24, died at home in Philadelphia on Dec. 15, 1977. Bro­ ther Young joined the SIU in the port of Baltimore in 1969 vi and sailed as an AB. He had graduated from the HLS in Piney Point that year. He returned to the HLS in 1974 to get an 'A' Seniority book. Seafarer Young was born in Philadelphia. Interment was in Fernwood Cemetery Delaware County, Pa. Surviving are his widow, Betty; a son, Thurman III; his parents, Mr. and Mrs. Thurman and Divige Young of Philadelphia, and a brother William. Nicholas A. Zaccariello, 53, died on Jan. 18. Brother Zaccariello joined the SIU in the port of New York in 197' and sailed as an AB. He attended the HLS in 1976 a:i«i was on the Sea-Land Shoregang, Port Eliza­ beth, N.J. in 1971. Seafarer Zaccariello was a World War II veteran of the U.S. Navy. Bom in Brooklyn, N.Y., he was a resident of Hoboken, N.J. Sur­ viving are a brother, Peter Salazano, and a sister, Raffalina, both of Brooklyn. Pensioner Herman C. Dinger, 66, died of liver failure in the West Shore Hospital, Mainstee, Mich, on Jan. 9. Brother Dinger joined the Union in the port of Elberta, Mich, in 1954 sailing as an AB for the Ann Arbor Railroad Car Ferries from 1966 to 1973. He sailed 23 years. Brother Dinger was also a locksmith. Bora in Mainstee County, Mich., he was.a resi­ dent of Kalvea, Mich. Burial was in the Cleon Township Cemetery, Copemish, Mich. Surviving is his widow, Florence. Reeves S. Compton, 51, died at home 1 in Portsmouth, Va. on Dec. 20, 1977. Brother Compton joined the Union in the port of Norfolk in 1969 sailing as a deckhand for the Al­ lied Towing Co. and for McAllister Brothers from 1971 to 1977. He also sailed deep sea as an oiler. Boatman Compton was a veteran of the U.S. Navy in World War II. He was a native of Pittsvignia County, Va. Burial was in the Olive Branch Cemetery, Ports­ mouth. Surviving are a son, Dennis of Portsmouth; a daughter, Debrie of Nor­ folk; his parents, Mr. and Mrs. Walter L. Compton, Sr., and a brother, Larry, also of Portsmouth. Francis J. Con­ nolly, 65, died on Jan. 29, 1976. Bro­ ther Connolly joined the Union in the port of Houston in 1959 sailing in the deck de­ partment. He sailed for the Gulf Canal Lines from 1959 to 1976 and as an AB for the G & H Towing Co., Galveston in 1959. Boatman Connolly was a mem­ ber of the Seamen National Union of Ireland from 1936 to 1946. He was born in Bangor, Ireland and was a resi­ dent of Mobile. And he was also a navi­ gator and yacht rigger and finisher. Sur­ viving are four sons, Brian, Rory, Sean, and Kevin and a daughter, Margaret. Pensioner Ben R. Piner, Sr., 59, died of lung cancer at home in Beaufort, N.C. on Aug. 5, 1977. Bro­ ther Piner joined the Union in the port of Norfolk in 1961 sail­ ing as a captain for the Allied Towing Co. from 1970 to 1977, the Carteret Towing Co., Morehead City, N.C., from 1957 to 1962 and the R. K. Davis Transportation Co. from 1955 to 1957. He was a World War II veteran of the U.S. Coast Guard. Boatman Piner was born in Morehead City. Interment was in the Ocean View Cemetery, Beaufort. Sur­ viving are his widow, Julia; two sons, Ben and Eris; two daughters, Barbara and Beverley, and his parents, Mr. and Mrs. Thomas B. Piner. Pensioner Robert W. Simpson, 61, died on Jan. 28. Brother Simpson joined the Union in the port of New York in 1960 sailing as a floatman and mate for the Penn Central Rail­ road's Pier H, Jersey City, N.J. from 1939 to 1971. He was a veteran of the U.S. Navy in World War II. Born in New York City, he was a resident of Pascagoula, Miss. Surviving are four sons, John, Robert, Joseph and Mich­ ael, and a sister, Mrs. Robert Swangler of Bristol, Pa. Joseph J. Smith, 68, died on Jan. 8. Brother Smith joined the Union in the port of New York in 1960 and sailed as a first deckhand, mate, deck cadet, and steamboatman for the Penn Central Railroad from 1929 to 1978. He also sailed with the American South Africa Line from 1927 to 1929. Boat­ man Smith was born in Brooklyn, N.Y. and was a resident there. Surviving are his widow, Anna; two sons, Joseph and James, and a daughter, Carol Ann. Jules C. Foin, 54, died on Nov. 21, 1977. Brother Foin joined the Union in the port of Cleveland in 1973 and sailed as an AB. He was also a member of the SUP in 1951. Born in Pennsylvania, he was a resident of Washington, D.C. Surviving are two sisters, Mrs. M. D. Hesselberl of Washington, D.C., and Nancy of Danville, Calif. Kenneth E. Sayers, 25, died on Jan. 4. Brother Sayers joined the Union in the port of Duluth in 1977 sailing as an OS for the Kinsman Marine Steamship Co. He was a veteran of the U.S. Army. A native of St. Clair, Mich., he was a resident there. Surviving is his father. Earl of St. Clair. Joseph Delgado, 54, died on Jan. 31. Brother Delgado joined the SIU in the port of New Orleans in 1955 sailing as a wiper. He was born in Louisiana and was a resident of New Orleans. Sur­ viving are his mother, Mrs. E. Delgado, and a brother, Anastacio, both of New Orleans. SNV fig Pensioner Morris "Jack" Tromha, 68, W died of a heart attack on his way to Ala­ mance County Hos­ pital, Burlington, N.C. on Jan. 6. He joined the Union in the port of Detroit in 1960 sailing as an AB. He sailed 44 years. Brother Tromba was born in Brooklyn, N.Y. and was a resident of Statesville, N.C. Interment was in the Taylorsville (N.C.) Cemetery. Surviv­ ing are two sons. Dr. Charles B. Tromba of Yadkinville, N.C., and Ed­ ward, and three daughters, Judith of Statesville, Mrs. Toni Cagle, and Joy. George R. Carlton, Jr., 57, died in New Hanover Memorial Hospital, Wil­ mington, N.C. of a heart attack on Jan. 4. Brother Carlton joined the Union in the port of Norfolk in 1962 and sailed as a tug captain for the Allied Towing Co. from 1963 to 1977, the Carolina Towing Co. in 1969, and for the Lynch Brothers Towing Co. from 1961 to 1964. He also worked as a mate for the Florida Towing Co. in Jacksonville from 1953 to 1962. Born in Wilming­ ton, N.C., he was a resident of Castle Hayne, N.C. Burial was in the Greenlawn Memorial Park Cemetery, Wil­ mington. Surviving are his widow. Vera of Wilmington; a son, George; two daughters. Vera and Cynthia, and his parents, Mr. and Mrs. George R. Carl­ ton, Sr. Edward F. Wischoever, 71, passed away on Sept. 29, 1977. Brother Wisch­ oever joined the Union in the port of Cleveland in 1959 sailing as a firemanwatertender for the J.T. Hutchin Co. from 1961 to 1973. He was born in Chicago and was a resident of Miami, Fla. Surviving are his widow, Lolly, and a daughter. Donna. 'Aussie's' Last Voyage Edward F. Riggs, 48, died of lung can­ cer in the Norfolk USPHS Hospital on Jan. 24, 1974. Bro­ ther Riggs joined the Union in the port of Norfolk in 1968 and t sailed as an AB for the Curtis Bay Towing Co. from 1967 to 1977. He also sailed with McAllister Brothers. Boatman Riggs sailed deep sea from 1955 to 1967. He was born in Norfolk and was a resident there. Burial was in Forest Lawn Cemetery, Norfolk. Surviving are his widow, Frances; a son, Jesse, and his parents, Mr. and Mrs. Joseph Riggs of Norfolk. William G. Munn, 62, died on Feb. 2. Brother Munn joined the Union in the port of Norfolk in 1970 sailing as an AB and cook for the Allied Towing Co. He was bora in Charlotte, N.C. and was a resident of Chesapeake, Va. Sur­ viving are his widow, Frances; a son, Michael, and a daughter, Patricia. Capt. W. E. Franklin (center left) of the SS Sea-Land Resource says solemn burial prayer for the late Chief Steward Sydney P. "Aussie" Shrlmpton on Dec. 18. In the background, two crewmembers prepare to commit the flagdraped departed's ashes to the deep. Taking part in the services were most of the off-watch crew. Brother Shrlmpton had retired on an SIU pension two years ago after sailing 53 years. He was 71 when he died of a heart attack on Aug. 6. February 1978 / LOG / 35 Ai �r HLS UPGRADING CLASS SCHEDULE 1978 Below IS complete list of all upgrading eour»es, and their starting dates, that are available for SIV members in 1978. These include courses for eep s^f Great Lakes, and inland waters. SW members should be aware that certain courses may be added or dropped from the schedule as the need arises. However, the Log will try to keep you abreast of these changes, For further information regarding the courses offered at the Lundcberg School, members March 6 April 3 May 1 May 29 June 26 July 24 August 21 September 18 October 16 November 13 December 11 should contact their local SIV representative, or write to the Lundeberg School Vocational Edu­ cation Department, Piney Point, Md. 20674. or call the School at (301) 994-0010 Towboat Operator Scholarship Program May 29 Towboat Operator Western Rivers, Inland & Oceans August 14 Mate & Master September 25 Pilot May 15 Chief Steward (maximum 1 student per class) March 6 April 3 May 1 May 29 June 26 July 24 August 21 September 18 October 16 November 13 December 11 May 29 October 2 March 30 May 11 July 10 August 31 October 16 November 23 Pumproom, Maintenance & Operation October 9 he Marine Electrical Maintenance Chief Cook and Cook & Baker (maximum 2 students for Chief Cook and 2 students for Cook & Baker for each class scheduled) Maintenance of Shipboard Refrigeration Systems Automation March 6 Diesel Engineer July 31 Welding March 6 March 20 April 3 April 17 May 1 May 13 May 29 June 12 June 26 July 10 July 24 August 7 August 21 September 4 September 18 October 2 October 16 October 30 November 13 November 27 December 11 December 22 Able Seaman March 20 May 1 June 12 July 10 August 17 September 18 November 13 Quartermaster April 3 October 16 March 6 March 20 April 3 April 17 ]\toy 1 May 13 May 29 June 12 June 26 July 10 July 24 August 7 August 21 September 4 September 18 October 2 October 16 October 30 November 13 November 27 December 11 December 22 f. Assistant Cook Lifeboat and Tankerman Special Programs to be Set Up Upon Request March 2 March 16 March 30 April 13 April 27 May 11 May 25 June 8 June 22 July 6 July 20 August 3 August 17 August 31 September 14 September 28 October 12 October 26 November 9 November 24 December 7 December 21 �ffCI Ted LukawskI Louis Zizzo Don Shadrick Seafarer Ted Lukawski, 21, gradu­ ated from the Harry Lundeberg School in 1975. He re­ turned to the School in 1977 to upgrade to AB. Brother Lukawski also earned his firefighting, lifeboot, and cardio-pulmonary resu.scitation cards. Born in Staten Island, N.Y., he's a resident there and ships out of the port of New York. Seafarer Louis Zizzo, 27, began sailing with the SIU in 1972. The next year he graduated from the Harry Lundeberg School of Seamanship Trainee Program, Piney Point, Md. Last year he upgraded to AB there. Re­ cently he picked up his firefighting, life­ boat, and cardio-pulmonary resuscita­ tion tickets. Brother Zizzo was born in San Diego, Calif, where he lives in the Mission Hills section. He ships out of the port of San Francisco. Seafarer Don Shadrick, 24, has been shipping with the SIL since he graduated from the Piney Point Entry Program in 1974. He sails in the deck department. Broth­ er Shadrick re­ turned to the HLS in 1977 for his AB endorsement. Then he also got his fire­ fighting. lifeboat, and cardio-pulmonary resuscitation cards. He was born in Valdosta, Ga. Now he resides in Cocoa Beach, Fla. For shipping out, Jackson­ ville is his port. Lawrence Gayle, III Jeffrey Murray Seafarer Jeffrey Murray, 21, joined the SIU following his graduation from the Lundeberg School in 1974. Since then he went back to Piney Point in 1976 to get his fireman-watertender endorsement and firefighting, lifeboat, and cardio-pulmonary resusci­ tation tickets. Brother Murray was born in the port of Seattle in which he resides and from where he ships out. Richard S. Gayle 1 Seafarer Richard S. Gayle, 22, like his brother, Larry, is a 1975 graduate of the Harry Lunde­ berg Trainee Pro­ gram. He returned to Piney Point in 1976 to receive his AS endorsement. He also earned his lifeboat, firefighting, and cardio-pulrnpnary resuscitation tickets. Brother Gayle is a native of Connecticut and resides in Annapolis, Md. He ships out of the port of Balti­ more. Richard Schwender Seafarer Richard Schwender, 25, graduated from the Harry Lundeberg ' Trainee Program in 1974. In July 1977, he upgraded to FOWT in Piney Point. He has his firefighting, lifeboat, and cardio-pulmonary resuscitation tickets. A native of Seattle, he resides in nearby Olympia, Wash, and ships out from the port of Seattle. Ned C. Pedersen Seafarer Ned C. Pedersen, 22, first began sailing with the Union when he finished the HLS Trainee Program in 1976. Brother Ped­ ersen in 1977 earned his FOWT rating with his fire­ fighting, lifeboat, and cardio-pulmonary resuscitation tickets. He was born in Brooklyn, N.Y. where he lives. New York is also his shipping out port. Seafarer Law­ rence "Larry" Gayle, 111, 21, first sailed with the SIU in the engine room j after his graduation from Piney Point in August 1975. He earned his fireman^ watertender en­ dorsement in September 1977. Brother Gayle also holds firefighting, lifeboat, and cardio-pulmonary resicscitation tickets. Born in Maracaibo, Venezuela, he is a resident of Annapolis, Md. and ships out of the port of Seattle. Golden Monarch SPAD-Civer George Castle Seafarer George Castle, 24, began sailing in the engine department in 1975, the year of his grad­ uation from the Lundeberg School. \ Last year he earned his fireman-watertender^endorsement there. Brother Castle is a native of Spo­ kane, Wash. He lives in Seattle and ships out of the port of New Orleans. Showing off his SPAD receipt is Utility Messman Ismael Rivera, steward dele­ gate of the ST Golden Monarch (Westchester Marine). Coors Beer Boycott Causes Soles Dip Partly because of the effects of the 10-month nationwide.consumers boy­ cott imposed by the AFL-CIO on the Adolph Coors Beer Co. of Golden, Colo., the brewery reported early this month that its national sales and protits were sliding downward. U.S. sales were down 19 percent in July with the fifth leading brewery in the country losing first place in beer sales in the state of California. Sep­ tember production at the brewery was off by 30 percent. Coors shares on the stock market have dropped from $31 a share to $14 a share. Despite the apparent success of the don't buy, drink boycott, consumer apathy keeps the company in business. Coors claims that although 39 percent of its customers are union members only 18 percent of those union broth­ ers have quit drinking their beer. The more than 1,472 members of Brewery Workers Local 366 at the plant have been on strike since Apr. 5, 1977 when the company and the union disagreed on contract terms in a new wage agreement. Fifteen other affiliated unions in 13 Western states where Coors beer is sold also joined in the walkout. In retaliation, Coors has hired scabs to "permanently" re­ place strikers. The AFL-CIO boycott followed on Apr. 19, 1977. Why did the strike start in the first place at this time? There hasn't been a strike at Coors in 20 years. It can all be traced back to the company's 44year history of trying to bust the union by whittling away union contract pro­ visions. Mainly at issue are a pre-employ­ ment lie detector test requirement, the open shop, five-day week, seniority for best shifts and differential pay. Coors subjects its employees anytime to phy­ sical exams by company doctors and search and seizure of employes' per­ sons, cars and lockers by company cops. , The company began using the lie detector in the early '60s. At first it was used just on brewery workers. But today both management and all other Coors employes have to take it before being hired. Typical of the coercive, personal questions asked on the lie detector test of new employes are- politics, re­ ligion, sexual habits, alcohol or mari­ juana user, abortion, financial condi­ tion and if they were ever dissidents or protestors. Among the many reasons for im­ mediate discharge at the plant are con­ duct which violates the common de­ cency or morality of the community, lying to superiors on work duties and making disparaging remarks about the employer or any words or deeds which would discourage anyone from drink­ ing Coors beer! The last major strike in 1957 lasted 117 days. It began when the company tied its wage offer to a demand that the union scrap its crossing-the-pickefline clause in the contract. When Local 366 refused, Coors posted notices announcing that the union business agent couldn't visit the plant without special permission, and that union dues would no longer be deducted by the company. Also union bulletin boards would be abolished and grievances would no longer be considered. At the strike's end, Coors agreed to take back all striking employes, ex­ cept five union members who had been fired and 120 members who had been replaced. They got three-months severance pay if they quit. Ten other strikers were laid off for a few weeks. Others came back after six months. One of them was told he'd have to apologize to his supervisor for offensive lan­ guage if he wanted his job back. Up to now, the union has lost its dues checkoff and the right of its busi­ ness agent to visit the plant without special company permission. So, Seafarers, PLEASE don't buy or drink COORS BEER. February 1978 / LOG / 37 IKS �r ' Shipping is big business in New Orleans and some of the newer offices have come right down to the banks of the Mississippi where they overlook the activity that keeps them going. The inter­ national Trade Mart, the tall building in the center, provides a handsome backdrop for the Brian Smith, a shipdocking tug in the SlU-contracted fleet of Crescent Towing. Gary Fortner, standing left, just joined the crew of the Dixie Vandal after his graduation in December from the Harry Lundeberg School Entry Program. Next to him is Carson J. Abshire, pilot. Seated are (I. to r.): James Bourque, captain, and Billy Sanders and Jerry Mooneyhan, both tankermen/deckhands. Paulsen Wire Rope also has a hand in New Orleans port activity. Shiploading lifts and slings are fashioned in this shop, which has been organized by the United Industrial Workers, an affiliate union of the SlU. UIW splicer Raymond Penns is shown here putting a cargo runner through the hydraulic press. The SlU-contracted 'Dixie Vandal (Dixie Carriers) was in New Orleans, getting ready to push an oil barge up the Mississippi to Baton Rouge, La. It's High River on the Mississippi—New It was high river time on the Missis­ sippi when the Log visited the port of New Orleans in January. Strong river currents gave shipdocking companies, like SlU-contracted Crescent Towing, cause to send out extra tugs on the job. Normally one of the most active ports in the country. New Orleans was even busier than usual last month, on land as well as on the water. While tugs worked hard to keep their 38 / LOG / February 1978 ships under control on the Mississippi, the Dallas Cowboys pulled in the reins of the Denver Broncos in the Superdome. Planes, buses, and cars dis­ charged thousands of football fans who piled up in the city's hotels for the an­ nual Superbowl. Meanwhile, ships like the SlU-contracted Delta Paraguay arrived on the riverfront and unloaded more typical cargo. The Paraguay came in from a four month run to West Africa and brought back some of the goods that create the mixed flavor of New Orleans cooking— rice, grits, and coffee. We visited with some of the crew and found out that they weren't interested in talking about Creole cooking, football, or the current price of coffee. They had more exciting tales to tell, stories of pirate raids on Norwegian ships off of Lagos, Nigeria. These raids had occurred while the Paraguay was in that area. Fortunately, the Seafarers on the Paraguay had no first-hand ex­ perience of this kind to report. Bosun Raymond "Blackie" Ferrera conveyed the crew's "vote of thanks" to the ship's radio operator for getting their mes­ sages through to heme during the voy­ age. The Paraguay's cargo swung over our heads on wire slings and runners as �11^ I New Orleans chefs aren't the only ones known for their cooking. The crew of the Paraguay vouched for the talents of their steward department, shown here. They are (I. to r.): Chief Cook James Abrams; Saloon Messman Warren Hymel; Third Cook Bruce Eckhaus, and Pantryman Carlos Rodriguez. The Robert N. Stout (Orgulf Transport) was an exception to the busy pace of the port last month. She normally pushes coal barges between New Orleans and Paducah, Ky., but was laid up due to the coal miners strike. 3 S;ea'"ship Lines) was unloading_coffee from West Africa when the Log paid a visit. She sailed to South America the next day. The SlU-contracted Dixie Raider (Dixie Carriers) normally pushes chemical barges from New Orleans to Houston, But she was in the Avondale Shipyard last month getting a partial new bottom and a remodeled galley. The Ship's Committee and some crew members on the Delta Paraguay posed for a group shot. They are (I. to r.); Clarence Lofton, AB; Robert Marion, chief steward; Eugene Washington, steward delegate; Raymond "Blackie" Ferrera, recertified bosun and chairman, and Jack Lofton, deck delegate. SlU Representative Don Tillman, right, visited the Dixie Raider during her stay in the shipyard. He talked with Chris Horrigan, seated left, a December graduate of the Lundeberg School Entry Program, and Capt. Sidney Bonvillain. Orleans Harbor Has its Ups and Downs we left the ship. Soon afterward, we had a chance to see the union shop where these stevedoring tools are made. Paulsen Wire Rope is not far from the riverfront since it plays a direct part in the activity there. The shop has been organized by the United Industrial Workers, an affiliate union of the SIU. The UIW workers there showed us how they cut, splice, and weave the wire rope into strong lifting devices. The rope it­ self comes from the UIW mill that Paul­ sen operates in Pennsylvania. But port activity wasn't all upbeat during our New Orleans trip. The effect of the coal miners strike up North was also evident on the Mississippi in the midst of its busy season. We visited the Robert N. Stout, a 6,500 hp., modern pushboat that seemed even more spacious than she is because all but two of her 10-man crew had been laid off due to the strike. Part of the SlU-contracted fleet of Orgulf Transport, she normally pushes 30 barges filled with coal between Paducah, Ky. and New Orleans. But the barges too were standing half empty and idle beside her. They had been there since December, when the United Mine Workers strike began. We found more SIU Boatmen and a bit more activity on two SlU-contracted Dixie Carriers towboats. The Dixie Vandal was waiting to take an oil barge up river to Baton Rouge, La. And the Dixie Raider was laid up in Avondale Shipyard for repairs. The waiting boats were a quiet con­ trast to their fighting names. They seemed to be a reminder that working on the water is like the Mississippi itself. It's a mixture of high river and low river, of being extra busy and just biding your time. February 1978 / LOG / 39 �r - V..V LOG OftiCMi Puhliijlion of the Scafjrcrs Intcrnjllotijl Union • Atljnlic, Gulf, LJI^CS ind Inland Wjicrs Oislrul • Af L-CIO Sg/° FEBRUARY 1978 VA Paul A. Switch, right, who earned his 'A' book in 1951, gets a $4,560 pension supplement check from John Dwyer, New York SlU representative. Switch sailed in the engine department. •-• ••• "t . •;' ->"••. y'f! Alfred R. Fry, left, joined the SlU in 1944, sailing as a FOWT. Here he receives a $4,740 supplement check from SlU Vice President Cal Tanner at the Union's Tampa Hall. Benefit Totaled $56,880 72 Get 7sf far/^ Pens/on Supplement Last March, the Trustees of the Seafarers Pen­ sion Plan added a new pension benefit for eligible Seafarers. The feature, called the Early Normal Pension Supplement, applies to those who qualify for the Early Normal Pension Benefit and two increments. The Pension Plan Trustees consist of Union and management representatives. Alfred R. Fry and John P. Zimmer each re­ ceived a $4,740 check and will be collecting $395 monthly. And Kristian Korneliu.sen, Miguel Salcedo, Charles G. Swain, Paul A. Switch and Joseph E. Brooke received $4,560 each which is 12 times their monthly pension payment of $380. The Early Normal Pension Supplement is a one-time lump-sum bonus which is available to seamen who meet the proper qualifications. First of all, the applicant must be qualified to receive the Early Normal Pension Benefit. This means he must be a deep sea or Lakes seaman, at least 55-year.s-old, and have a minimum of 7,300 days of service. He must also have worked at least 90 days in the calendar year preceding the date of his application. If a Seafarer meets these requirements, he may apply only for the Early Normal Pension Benefit of $350 per month. If, however, the Seafarer con­ tinues working, he will be able to add an extra $15 per month to his pension for every additional 365 days he works. In order to receive the lump-sum pension sup­ plement, a Seafarer must work at least 730 days beyond the time that he is eligible for an Early Norma] Pension. Seafarers can receive a maximum pension from the Seafarers Pension Plan of $455 per month. So, if a Seafarer works two years (or 730 days) after the time he meets the requirements for the Early Normal Pension Benefit, he will up his monthly pension benefit to $380 per month and his Early Normal Pension Supplement will equal $4,560. If the seaman works seven years (or 2,555 days) beyond his eligibility time, he can collect New York SlU Representative Jack Caffey, left, pre­ sents a pension supplement check to Roy E. Stern of Newark, N. J. Stern will collect a monthly pen­ sion of $410 for working an extra four years after becoming eligible for the Early Normal Pension Plan. Vasser Szymanski, right, displays his supplement check of $4,920. At left is Houston Port Agent Joe Sacco. Szymanski joined the Union in 1946 and sailed as chief cook and baker. In January of this year, the first group of pensioners became eligible for the Early Normal Pension Supplement. Twelve checks, Jotalling $56,880, were presented to these retired seamen. The Seafarers who received checks included: Morris Berlowitz, Charles P. I^reaux, Dominic Fuschillo, Roy E. Stern and Vasser Szymanski who each earned pensions of $410 per month and received supplements of $4,920 each. _ J $455 as his monthly pension and his Early Normal Pension Supplement will equal $5,460. Since $455 is the maximum allowable pension, any time the Seafarer works in addition to the 2,555 days of extra service will not earn his extra pension payments. Equals 12 Months The Early Normal Pension Supplement is awarded in addition to the monthly benefits earned. It is a one time, lump sum payment equal to 12 times the Seafarer's monthly pension benefit. It will be paid during the month of January in the calendar year following the date the Seafarer be­ gins receiving the Early Normal Pension Benefit. These supplements are only paid once; only actual seatime is counted towards them and an applicant must have at least 90 days of seatime after Jan. 1, 1977 to be eligible. In addition, the Early Normal Pension Benefit Supplement will not be paid to anyone other than' the eligible Seafarer. If an eligible Seafarer should die prior to applying for the Early Normal Pension Benefit, the lump-sum Early Normal Pension Sup­ plement will not be paid. Pensioner Charles G. Swain, right, picked up his Early Normal Pension Supplement check or $4,500 at the Jacksonville Hall from SlU Port Agent Leo Bonser. Brother Swain, who sailed as an AB, joined the SlU in the port of Philadelphia in 1944. � 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 February 1978 Description An account of the resource HEADLINES SIU BACKS HOUSE BILL TO REBUILD LOCKS AND DAM 26 21ST ANNIVERSARY OF LUNDEBERG’S DEATH AFL-CIO PUSHES LABOR LAW REFORM BILL OUTER CONTINENTAL SHELF LANDS ACT PASSES IN THE U.S. HOUSE R.F. ‘MICKEY’ WILBURN, 55, RETIRED HOUSTON AGENT, DIES WINTER BOUND LAKER DESTROYED IN WATERFRONT FIRE DREDGE SAWYER JOINS SIU FLEET PORPOISE KILLS DOWN 75% DUE TO U.S. TUNAMENT EFFORTS U.S. UNEMPLOYMENT RATE DIPS TO 6.3%; STILL VERY HIGH FOR BLACKS HUBERT HUMPHREY, A LABOR MAN DON’T BUY BARTLETT-COLLINS GLASSWARE, SAYS AFL-CIO CONGRESS POSTPONES SENTATE DEBATE ON RIVERS USER CHARGE ATLANTIC COAST BOATMEN EXAMINE SIU WASHINGTON ACTIVITIES OCS BILL PASSES; ‘HIRE AMERICAN’ WINS HOUSE APPROVAL ON THE AGENDA IN CONGRESS TI SCHOLARSHIP PROGRAM FOR BOATMEN IS LAUNCHED POORLY MAINTAINED GREEK TANKER CAUSED EXPLOSION POINT JULIE MATE HAS HIGH PRAISE FOR SHIPMATES 3RD SHIPDOCKING CONFAB LOOKS TO FUTURE SIU SCHOLARSHIP WINNER FOLLOWS FAMILY TRADITION SENATE BILL OK WOULD BOOM DREDGING FIRST LAKES INLAND CONFERENCE HELD RADCLIFF, CRESCENT MEMBERS SET CONTRACT GOALS CLOSED FOR SEASON DUE TO FREEZIN’ COORS BEER BOYCOTT CAUSES SALES DIP IT’S HIGH RIVER ON THE MISSISSIPPI- NEW ORLEANS HARBOR HAS ITS UPS AND DOWNS 12 GET FIRST EARLY PENSION SUPPLEMENT Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 2/1/1978 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. 40, No. 2 1978 Periodicals Seafarers Log