http://www.seafarerslog.org/archives_old/files/original/d169919dc532eba31798c0b0a567a013.PDF b06ebb346dd3bcdd981ba8b66560d7f5 PDF Text Text Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO VOL. 40 NO. 6 JUNE 1978 ••i , ft < "vf t 4s •A" VI •t '•K •'l .7V See Pages 11-14 The Battle Over Maritime -'i I If 1 ^ • s •• Special Supplement Pages 7 9-30 Delta Finalizes Prudential Purchase i See Page 4 The newly acquired, SlU-contracted bulk carrier/WVOverseas Harriette (Maritime Overseas Corp.) will be making a regular rdn'' between North Europe and the East Coast. The 25,541 dwt ship will carry coal under a Military Sealift Command charter. The j Harriette. which is 567 feet long and has a beam of 78.4 feet, will create another 19 jobs for SIU njpmbers. •A,-- •. • "vT- 1 7. V ' �SlU Boatmen Should Be Familiar With the SAB Both the Unlicensed Shipping Rules the SAB to administer the shipping and the Licensed Shipping Rules for rules and to ". . . determine any matter, Harbors, Inland Waterways and Off­ controversy, or appeal arising under or shore Towing are the management and relating to," the application of the.se Union regulations for inland Boatmen. rules. The SAB .serving inland Boatmen re­ They govern job calls, accrual of senior­ ity, shipping procedures, and other cently moved to New York from the basic areas of shipping for SIU Boat­ Gulf. It is made up of four memberstwo appointed by the Union and two ap­ men. Though the shipping rules were in­ pointed by the group representing the tended as universal guidelines, there are majority of contracted employers. If any tugboatman, bargeman, or times when the rules may not apply to an dredgeman feels the shipping rules have individual Boatman, or they may not been applied unfairly in his case, he can cover a special circumstance. That's where the Seafarers Appeals Board (SAB) comes in. It's the role of apply to the Appeals Board for a deter­ mination. For example, the shipping rules say Boatmen must work a period of 90 days in any year to have earned seniority credit for that year. But if it is impossible for a Boatman to work the 90 days be­ cause of circumstances beyond his con­ trol, he may appeal to the Board. The SAB may then grant the Boatman total or partial seniority credit for time lost. To apply for a hearing by the Appeals Board, write the hoard a letter including all the facts about the matter and send it by certified mail to the Seafarers Ap­ peals Board, 275 20th St., Brooklyn, N. Y. 11215. The Appeals Board exists to protect the rights of all Boatmen. You should know about the SAB and^be familiar with how it works so that you can use it if you need to. The SAB and its pro­ cedures are spelled out in the shipping rules of your contract. INLAND Boatmen Crew SIU Towboat, the Dick Conerly At Presstime New Great Lakes Agreement Signed As this issue of Log goes to press, a new three-year agreement ha^ been reached with SIU- contracted com­ panies on the Great Lakes. The last Great Lakes contract ex­ pired in June, 1977. It was extended for a full year so that, among other factors, the new agreement's expira­ tion date would coincide with the term of the deep sea contract. Under the new contract. Great Lakes members will receive retro­ active pay for the year of the extension. Full details on the terms of the new agreement will be carried in the July issue of the Log. SIU Patrolman. Dave Wierschem (second from right) recently visited the crew on board the Dick Conerly. They are (I. to r.); Anthony Hagan. deckhand: Michael Conklin, lead deckhand, and David Purcell and Jack Mattison. both deckhands. iiiiiiiiiiiiiiiiuiiiuiiiiiiimiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii [= =1 Paul HaJIL American Seamen Are Ready and Willing to Accept Change The programs and policies of this Union, bolstered by the historic support of our members, has given the SIU the most .secure job structure and the most promising outlook for the future of any maritime union in the country. More importantly, though, the SIU has been able to achieve this degree of security at a time when the maritime industry as a whole is in trouble in many respects. Operators are facing the most severe foreign competition in history. Jobs on deep sea vessels are shrinking due to automation. And maritime programs in general are under siege in Congress by both new and traditional political opponents of our industry. Despite these things, the SIU remains in good shape in the most critical area—^jobs for our members. The reason for this i^ simple. We have always done what we had to do to protect our interests across the board. To meet our challenges in Washington, D.C., we have developed the most widespread political action program in maritime labor. J o meet the problems of new technology, we have developed the most comprehensive training and upgrading programs for seamen anywhere in the nation. In both of these areas, the Union has had the complete support and parti­ cipation of the SIU membership. With all our successes, though, we still must face two very important facts. We are only one Union. And, the overall problems of the maritime industry are too many and too extensive for any one union to handle on its own. For this reason, the SIU has been working hard to bring about the consol­ idation of efforts and resources among America's maritime unions. Our first big breakthrough in this area came in 1973 when we succeeded in setting up the Ad Hoc Committee on Maritime Industry Problems. It marked the first time in years that officials from every major maritime union The newest and largest Unioncontracted towboat on the West­ ern Rivers was recently crewed by SIU Boatmen. She is the Dick Conerly, a 10,500 hp. boat which is now pushing 30 barges between New Orleans and Cairo, 111. on the Lower Mississippi. The Dick Conerly is operated by SlU-contracted Ozark Ma­ rine Service, Inc., a new St. Louis-based company that just started out last year. Her full measurements are: gross tons, 919; length, 200 ft.; breadth, 54 ft., and draft, 12 ft. She has three diesel engines and was built in the St. Louis Shipyard. iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii got together in one room to discuss mutual problems. Since then, this committee has worked successfully on legislation, on issues of safety with the Coast Guard, and in other areas of Federal Government concerning maritime. Another important step, for the SIU in particular, was the merger in 1976 of the deep sea and inland districts within our own Union. This merger has since enabled us to embark on more aggressive campaigns in organizing the inland area—the one growing segment of our industry—and to work on more widespread political issues. However, 1 feel that the mo.st important step forward we have made in the area of cooperation and consolidation happened this month with the merger of the SIU-AGLIWD and the Marine Cooks and Stewards Union on the West Coast. This merger marks the first time in the history of maritime labor that jurisdiction between the West and East Coasts is joined together. Even back as far as the 19th century, when the maritime labor movement was born, the West Coast always remained a separate entity from the East and Gulf areas. The vote on the merger was an overwhelmingly favorable one. Both the membership of the SlU-AGLlWD and the Marine Cooks voted a 95 percent approval of the move. This sends us into the merger with the knowledge that our dual memberships are in virtually complete support bf the agreement. This kind of support will make it a whole lot easier for the officials of both unions to translate this merger into positive action programs for the future. However, I believe that the most important aspect of this merger is that it serves as a model for the rest of the maritime labor movement. This merger makes it plain that all maritime labor should make an effort to bury the hatchets of the past. The problems maritime unions have had with each other years ago are no longer important. It further demonstrates that maritime labor cannot afford to live in the past, simply because the maritime industry of 30 years ago no longer exists. The only thing that is really important now is the future. Despite the problems and challenges we face today, I sincerely believe that maritime labor has a great opportunity to restore the U.S. to its former greatness as a maritime nation. But again, no one union or no one segment of the maritime labor move­ ment could hope to achieve this goal on its own. Maritime labor must continue to work closely together in all areas for the good of everyone. And maritime unions must continue to actively pursue the consolidation of efforts and resources through merger or otherwise whenever and wherever possible. American seamen as a class of people want more than anything a secure job and a secure future. And American seamen are both willing and ready to accept chaJige to achieve this security. I believe that the overwhelming vote for the SIU-MGS merger demonstrates this in very vivid fashion. Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf Lakes and Inland Waters District, AfT.-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Published monthly. Second Class po^ge paid at Brooklyn, N.Y. Vol. 40, No. 6, June 1978. 2 / LOG / June 1978 I �SlU, Marine Cooks & Stewards Merge Both Memberships Vote a 95% Approval of Consolidation LI For the first time in the history of the maritime labor movement, shipboard jurisdiction between East and West Coast is joined together. This is the result of the finalization this month of the merger of the Marine Cooks & Stewards Union and the SIU-AGLIWD. By a 95 percent majority, the MCS membership voted to approve the merger. The official tally, which was counted on June 9, was 2,223 in favor and 109 opposed. The SIU secret ballot membership vote concluded on May 16 and was also overwhelmingly in favor of the merger. The final SIU count was 3,338 for and 170 against the consol­ idation proposal. Under the terms of the merger proposal, the consolidation was ef­ fective as soon as the memberships of both unions voted to approve it. The vote is the end result of a process begun in Feb., 1977 when the SIU's Executive Board offered merger proposals to the SIUNA's three affiliated West Coast Unions. All three Unions considered the proposal. The Sailor's Union of the Pacific and the Marine Firemen's Union voted to table the offer, while the MCS Executive Board approved it and offered it to the membership for a vote. Commenting on the merger, SIU President Paul Hall said, "the over­ whelmingly favorable vote is an in­ dication that both our membership and the MCS membership realize that the maritime industry is con­ fronted with many difficult prob­ lems. And they realize that if mari­ time labor is going to overcome these problems, there has to be a consolidation of efforts." By merging, both the SIU and MCS will reap the advantages of a larger, stronger Union. Though shipping in the A&G District is good, shipping on the West Coast has been steadily declining over the years. In 1959 the Pacific Maritime As­ sociation had 134 ships which were crewed by Pacific District maritime unions. In 1969 they were down to 104 ships. And in 1977, at the time of the merger proposal, there were only 54 ships under contract on the West Coast. As Ed Turner, president of the MCS said: "By this merger we be­ lieve we will preserve for our mem­ bership our remaining PMA jobs and benefits. Simultaneously, we be- lieve our membership will have the opportunity to participate in the only growth area left in maritime— the area in which the AGLIWD has been successful." With completion of the merger, the SIU is evaluating the po.s.sibility of putting together more compre­ hensive training and upgrading pro­ grams specifically for the steward department. Such a program would allow SIU members to make the most of career opportunities in the steward department. Ed Turner, who's been the Chief Executive Officer of the MCS since it was chartered in 1951, will become the senior SIU A&G officer on the Pacific Coast. A life-long seaman. Turner first shipped out as an ordinary seaman in 1945. He was active in organizing drives for the Sailor's Union of the Pacific. In 1945 he was named by Harry l.undeberg to coordinate the pro-AFL steward movement on the West Coast. Though the MCS has always had a tradition of being an autonomous union, a .statement issued by the Union's agents at their la.st annual Conference made it clear that tradi­ tions are not always worth hanging on to. "Tradition is a fine thing," the agents said. "It may serve the spirit well. But it cannot be put on a plate and be eaten. It cannot be deposited in the bank in order to meet pay­ ments on a car or a home. But it can act as an anchor around the neck of those who live by it." :i If 30 Cents a Day Can |i T Buy You lob Security Above photo shows six rank-and-file SIU members that made up Tallying Committee to count the SlU-AGLIWD's merger ballots. They are from the left. SIU members John Givens. Charles Callahan, Juan Vega. James McPhaul. William Koflowitch, and John Adam. .S «' v SEE BACK PAGE INDEX Legislative News Bilateral Trade Liberiaii Ships SIU in Washington Page 5 Page 18 Page 9 Union News Merger Page 3 Deep Sea Contract .. Pages 11-14 President's Report Page 2 Headquarters Notes Page 7 New Delta Ships Pages 4-5 Brotherhood in Action Page 1 0 At Sea-Ashore Page 15 SPAD Checkoff Back Page Yellowstone Tragedy. Pages 16-17 Boatmen and SAB Page 2 Great Lakes Picture Page 8 Inland Lines Page 6 SPAD honor roll Page 47 General News National unemployment ... Page 8 National Maritime Day ... Page 17 River Tugs,.,,,.....Pages 34-35 , Scholarship^ Winner"... ,... Page 45^ • Tug Dick Chnerl'y . W Page-2 Ships Cabled on New Contract Ships' Digests Page 31 Dispatchers' Reports: Great Lakes Page 45 Inland Waters Page 43 Deep Sea Page 42 AB endorsement Page 4 Great Lakes Tugs ... Pages 40-41 The following cablegram was sent to all SlU-contracted deep-sea vessels June 14, 1978 immediately after the Union signed a new three-year contract for deepsea members. Brother Chairman: Your Union negotiating committee has finalized negotiations with standard tanker and freightship operators. The new three year pact, provides 714% compounded increases each year on wages, premium, overtime and penalty rates. The revised vacation plan provides 4 months pay at the rating employed for 12 months work or pro rata thereof. January I, 1979 pensions will be increased to $400.00. On June 16, 1980 to $450.00. Major medical coverage will be provided up to 80%. Optical benefits will be raised to $40.00. Based on seatime the death benefit can reach $20,000.00. Contractual changes and complete details of all gains and improvements will be discussed by the boarding patrolman at your vessels arrival in port. Training and Upgrading 'A' seniority upgrading ... Page 46 HLS course dates Page 39 LNG Page 33 Towboat Scholarship Page 44 Pilot Training Page 37 Membership News New pensioners Final Departures Fish Story Page 36 Page 38 Page 32 Special Features The Battle Over Maritime Authorizations Pages 19-30 Articles of particular interest to members in each area—deep sea, inland. Lakes—can be found on the following pages: Deep Sea: 3, 4,,.5. .IK 12, .13 U Inlend Waters: 2, 6." 34. 3"5V42:'4r' Great'Ldkes:'8. 32;40V41 • . • -A; ' Fraternally, PAUL HALL t . n-"VT- rt-f ''' V'V ••J 'V' .. - June 1978 / LOG / 3 :T 5.' y h, ; • •'S" *Yr �BP 526 Jobs For SlU Members Delta Lines Buys 13 Prudential Ships Slli members began erewing the first the Pacific and the Marine Firemen's lines and refused to go aboard the <)l 13 newly aequired vessels this month Union initially set up picket lines in former Prudential Lines ships. as a result of linali/ation of the pur­ San Francisco and Tacoma in an effort Delta, however, took the case to the chase of I'rudential Lines by SlU-conto maintain their job jurisdiction on Labor Board seeking an injunction tracted Delta Steamship Co. I he take­ the six West Coast vessels. against the picketing. The Labor Board over represents 526 jobs for SlU SIU members honored the picket subsequently ruled in favor of Delta and members. Seven of the ships, all cargo vessels in­ cluding one LASH, will operate on trade routes Irom the U.S. Last Coast to the Caribbean and West Coast of South America. [he remaining six ships, which in­ clude four combination passenger/ cargo vessels and two Seajet class cargo ships, will run from the U.S. West Coast to the Caribbean and both the Last and West Coasts of South America. I he 13 vessels will take on their SIU crews over a two-month period as they return to the U..S. from foreign voyages. The first two ships, the i.ASH Delta Carihe and the cargo vessel Delta (. Ohtnihia, crewed up .lime 16, 197S in the port of New York. A third vessel, the Delta llolivia, crewed in New York on .lune 23. 1978. All the vessels operating off the East Coast will take on their crews in the port of New York. SIU members are replacing NMU crews on the East Coast lleet. And Seafarers will be manning the West Holding life ring bearing name of Delta Caribe, five of the ship's SIU deck gang Coast fleet in place of SIU Pacific gather for pix. They are, from the left: Don Hicks, recertified bosun; Don District personnel. Morritl, ordinary: Jim Manning, AB; Arne Bookman, ordinary, and Ted Members of the Sailors Union of Veliotis, AB. the SUP and MFOW took their lines down. SIU members then crewed the pas­ senger ship, Santa Maria, in San Francisco and the cargo vessel, Seajet, in Tacoma. The remaining vessels from both the East and West Coast fleets will crew as they return from foreign voyages. Delta Negotiating Two Years Delta has been negotiating to buy Prudential Lines for two years. Details were finally worked out earlier this month. The sale was approved by the U.S. Maritime Administration. The company has renamed the nine cargo vessels. But the passenger ships will keep their original names. Since passage of the Merchant Ma­ rine Act of 1970, Delta has been one of the more aggressive U.S. operators in trying to modernize and expand its fleet. The purchase of Prudential Lines doubles Delta's present fleet size. V T=' » > 'L . TKV : -J ..J-h st',' ' 1 ' jT„\l •' i (( ''lai ' IV'' ' • • V ? « /i Some of the crew of the Delta Bolivia gather for photo along with port gfpwprri \/ir J nnnrhamn ffgfp lo6 nthorc^ ip fpQm ^ho left are: James Barclay, chief cook: Mike Anzelone, crew messman; Michael Rolle, safoon messman, and Thomas Escudero, reefer engineer. I» i Seafarer Larry Gayle is member of the Delta Bolivia's black gang. 4/LOG/June 1978 The Santa, Clara, renamed the Delta Columbia, took on her SIU crew it^ the port of New York on June 16,1978. The Delta Bolivia took on her SIU crew June 23. 1978 in the port of New York. �At State Dept. Request, SlU Settles Beef on Greek Tanker At the request of the U.S. State Department, the SIU helped square away a potentially explosive situ­ ation involving five Indonesian crewmembers on a Greek-owned, Libyanflag tanker earlier this month. The State Department made the request since the SIU is an active member ,.f the International Transportation Federa­ tion, a world wide maritime regulatory agency of the United Nations. After the initial dispatch from the State Department, SIU Headquarters received a cable from one of the five disgruntled crewmen aboard the 531 ft. tanker, Ain Taurga. The cable read; "Five Indonesian crewmembers will disembark due to several reasons to be proved by inquiry. We are complaining against the following: cutting of over­ time; food; not having sufficient crew; not keeping of promises of Hamburg office; delay of monthly wages. The master told us we must pay our own ticket (for repatriation). We kindly ask you to come on board the M/V Ain Taurga to take care of our interests in salary, etc. on arrival New York 6/2 1400 hours. Chief cook refused to cook our Muslim food and they know that we will not eat pork." SIU New York Representative John Dwyer handled the assignment the fol­ lowing day. Dwyer told the LOG: "I went out to Floyd Bennett Airfield (Brooklyn, N.Y.) and went by helicopter 90 miles out over the Atlantic to land on the destroyer USS Vigilant, "From there by powerboat to the MjV Ain Taurga . . . where we met Capt. V. R. Hoffmann, a German. "I went down to the crews mess to meet the five Indonesians. We talked for about two hours and I listened to their complaints. Then we went up to see the captain. He denied everything." Dwyer added that the captain hadn't left the bridge for four days because he was afraid to go below. The captain said that he and the chief engineer had been struck and the chief cook was cut on the cheek by a knife. The Indonesians denied responsibility. Dwyer continued: "there was no bosun on ship. No chief steward. No 2nd engineer and no wiper. "The captain took an AB and a wiper and put them into the galley as cooks. "The Indonesians agreed to get off the ship if they were sent home to Indonesia. The captain wanted them sent to Libya, where they presumably would be put in jail. "At about this time the armed Coast Guard came aboard with machineguns and small arms. They took the five sea­ men to the crews mess and stood guard over them until they left the ship. "I went down to see how much stores they had. There were no eggs, no milk and not one vegetable in sight. The storeroom was empty. "In Newport News, Va. on Feb. 15, 1978 the whole crew of the Ain Taurga went on strike for two weeks because they had not received their wages from the previous captain, who then quit." Dwyer added that the old captain and a company official had promised in a verbal agreement to pay them extra money which they never got. He said that the Indonesians were also upset because they had to clean up after the captain's two Gejman Shepherds. The dispute was ended when the cap­ tain agreed to send the five crewmen back to Indonesia instead of Libya. The captain also agreed to send their back pay to the Libyan counsel in Indonesia. According to the Indonesian crew's contract they earn $400 a month for an 8-hour day, Monday through Saturday. They get a tanker bonus and $2 an hour overtime pay also on Sundays and seven holidays except on Sundays and holi­ days at sea. And while on safety watches in port or in emergencies. For nine months seatime, they get three days off a month. For disobedience, leaving their post without permission, contraband, drink­ ing, etc., there is no repatriation pay. Unless the company gives seven-days notice at a convenient repatriation port after nine months, the contract is ex­ tended another 12 months until a con­ venient repatriation port is reached. • n U.S., Argentina Sign Bilateral Trade Agreement The U.S. Government took a step in the right direction for U.S.-flagshipping lines in a recent trade agreement with Argentina. The bi-lateral agreement states that Government cargoes shipped between the two countries will be divided equally between U.S.-flag and Argentine-flag fleets. It will promote trade which will benefit the merchant marine of both countries. Within the U.S., it will have a positive impact on U.S.-flag companies engaged in liner trade with the east coast of South America. The agreement was signed in Buenos Aires on March 31 by representatives of both countries. The American delega­ tion was led by Assistant Secretary of Commerce Robert J. Blackwell, head of the Maritime Administration (MARAD). The introduction to the agreement recognizes both countries' need to pro­ mote trade by "strengthening and pro­ viding adequate protection for their merchant marine." This is significant in itself because although the U.S. is the leading trading nation, it carries only a small percentage of its own trade in U.S.-flag ships. The SIU strongly supports trading agreements like this and urges more like it that will help to build up the American merchant marine. Basically, the agreement means that I the U.S. and Argentina recognize each other's intention to carry a substantial portion of the liner trade between the two countries in vessels of her own flag. This will be done in accordance with the laws of each country. The Cargo Prefer­ ence Act of 1954 already mandates that 50 percent of all U.S. Government cargo be carried in U.S.-flag ships. The cargo covered by the agreement with Argentina will be divided up by additional pooling agreements between the shipping lines of both countries. These will cover revenue shares and other terms of the carriage of this cargo. In the U.S., MARAD has the authority to approve and implement these com­ mercial agreements. Crewing Dates for 13 Delta Ships Vessel—Old Name New Name Type Crewing Date Port Santa Clara Turkiye Santa Isabel Seajet Santa Cruz Santa Mariana Santa Elena Santa Lucia Santa Maria Santa Barbara Oceanjet Santa Magdalena Santa Mercedes Delta Columbia Delta Caribe Delta Peru Delta Canada Delta Ecuador -unchangedDelta Panama Delta Venezuela -unchangedDelta Bolivia Delta Chile -unchanged-unchanged- cargo LASH cargo seajet class cargo passenger cargo cargo passenger cargo seajet class passenger passenger crewed 6/16/78 crewed 6/16/78 mid-July crewed 6/23/78 late July 8/2/78 7/5/78 6/28/78 crewed 6/23/78 crewed 6/23/78 late August 7/6/78 7/20/78 New York New York New York Tacoma New York San Francisco New York New York San Francisco New York Tacoma San Francisco San Francisco U 'S % I A A <! •I !v i. •1, These dates are tentative and are subject to change. Keep in touch with the local Hall for further information. ! f \ •'I The LASH. Delta Caribe, was the first of the 13 newly acquired vessels to take on an SIU crew. Seafarer Norman Verran, sailing messman, boards the Delta Columbia earlier this month. June 1978 / LOG I 5 �(VAili yott See isWhet yeu Get Great Lakes The sizeable contract recently awarded toGreat LakesDredge and Dock Com­ pany of Cleveland is good news to SlU Boatmen and Dredgemen in this area. This SlU-contracted company had the winning bid, accepted by the Army Corps of Engineers, for a $3,385,446 job to build a diked disposal facility in Erie Harbor. 7 he polluted material dredged from the harbor navigation channels will be contained in the facility when it is completed in the fall of 1979. Mobile Higher wages and improved benefits went into effect for 340 SlU Boatmen, Dredgemen and barge repair personnel when they ratified a new three year con­ tract with Radcliff Materials this month. Houston SlU-contracted G & H Towing, the major shipdocking operator in this port, has shipyard orders for nine new harbor tugs. When completed over the next year and a half, they will bring the company's fleet up to 40 boats. fi & H also plans to expand its two acre operation base in Galveston to a 14 acre site on Pelican Island. This is where construction of the first offshore deepwater terminals in the Gulf has been proposed. This port is setting deep sea tonnage records every year and inland waterways expansion is moving right along with those figures. Traffic has been increasing steadily along the 1,200 mile Gulf Intracoastal Waterways. A study commis­ sioned by the Texas General Land Office reports that it may be economically sound to build new inland canals to connect with the Waterway and the Gulf. These would allow new Texas industries to locate further in from the Gulf Coast without losing access to low cost water transportation. St. Louis This port will become a hub city for River boats when the DW/a 0//ce/7 and the Mississippi Queen begin to alternate weekly visits here for the start of seven-day cruises up the Mississippi and the Ohio Rivers. These two boats, operated by SlU-contracted Delta Queen Steamboat Co., are the only two overnight pas­ senger boats on tj(^e Rivers. The tourism generated by their weekly schedules is e.xpect^i'^L'.0. ^/.irhp an additional $3 to $4 million annually into the St. Louis economy. SlU-contracted American Commercial Barge Lines is building a new coal transier terminal along the north St. Louis riverfront. It will be a transfer point from rail to barge for western coal. And it is expected to boost the area's annual cargo volume by 4 million tons once complete. ^<7 • /A/r/ A/r/'x/f/y Arr/^ /A/Ay YYyfYAr/:}/y/f//AY.J John Q. Boatman f////Ay/'rx///AAy AA/f Diesel Engineer. Come to HLS. Take the Diesel Engineering Course. It starts July 31 and is 6 weeks long. To enroll, see your SIU Repre­ sentative or contact: Hany Lundeberg School Vocational Education Department Piney Point, Maryland 20674 Phone: (301) 994-0010 You don't have to want a license to take the Diesel course. If you would like to learn more about diesel engines, sign up for the four-week-long diesel engine class. Same starting date, but the course is two weeks shorter in length. John B. Waterman Committee Jacksonville A new "monster" triple-deck barge, the world's largest, has started a regular run from this port to San ,Iuan, P. R. It is operated by SlU-contracted Caribe Tugboat, Inc. The 580 ft. long, 105 ft. wide barge can carry 374 trailers. Collecting dues on May 26 from Deck Delegate E. Puras (standing right) at a payoff aboard the SS John B. Waterman (Waterman) is N.Y. Patrolman Teddy Babkowski (seated right). Looking on is the restoftheShip'scommitteeof(seated left) Bosun C.C. Smith, ship's chairman and (standing I. to r.) Educational Director Theodore Humal, Steward Delegate E. C. Ponson and Chief Steward Sam W. McDonald, secretaryreporter. The ship paid off at Pier 7, Brooklyn. N.Y. Notice to Members On Job Call Procedure New Orleans Patrolman Don Tillman assembled the crew of the Dixie Van­ guard for a group shot during a recent service visit on the towboat at the Getty Oil Terminal in Venice, La. They are (I to r): Capt. Paul Latiolais, Pilot Larry Boudreaux, Chief Engineer Ernest Fabre. Cook Thomas Sims, and Dec. inds Mike Connors, John Smith and Bobby Reeves. The deckharjUs are all giaduates of the Lundeberg School. 6/ LOG / June 1978 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 INLAND V,# .• A] �Headquar Votes by SIU Executive Vice President Frank Drozak When it comes to the strength of a union, the bottom line is the bargaining table. The SIU is active on many fronts to improve and protect the jobs of the membership. Politics, training and upgrading all play a major role in achieving job goals. But the most concrete measure of how far we've come through all of our efforts is the contract. The history of the SIU has been a steady upward climb in wages and benefits for the membership. And I'm happy to say that our recent collective bargaining and trust fund agreements have not only continued this trend—they have set milestone achievements within it. You'll know what I'm talking about immediately when you read the special four-page outline on the new deep sea contract on pages 11 through 14 in this issue of the Log. The Union has secured substantial across-the-board increases under this contract for wages, regular overtime, premium and penalty rates. And we have worked out tremendous advances in the Seafarers Pension, Welfare and Vaca­ tion Plans. I hese are the result of negotiated increases in employer contributions to the various trust funds which supf)ort the Plans. Here are the highlights of what the new benefits add up to: • A $100 jump in the monthly pension benefit in the first two years of the new contract —up to $450 by June 16, 1980. • A 70 percent to 100 percent increase in vacation benefits, depending on the rating sailed. • An increase from $5,000 to $20,000 in maximum death benefit coverage. • The first Major Medical program available to Seafarers' dependents. I urge all SIU members to read the full details of the new contract provided in the Log. Even if you're not a deep sea member, I think you will find it an eyeopening example of what we can achieve through collective strength. The Union has also wrapped up the new contract for Great Lakes sailors. Here, too, we have made significant gains for Seafarers, which will be spelled out in the next issue of the Log. I also want to report on our recent collective bargaining efforts for the new family of SIU deep sea members on the West Coast. These are the result of the recent merger between the SIU and the Marine Cooks & Stewards union (MC & S). The MC&Sand two other West Coast unions, the Sailors Union of the Pacific and the Marine Firemen, negotiate jointly with the employers group for that area, the Pacific Maritime Association. Now that the MC & S and the SIU have merged, we are working together in these negotiations. So far we have succeeded in getting an extension of the expiration date forthe old PMA contract from June 16to July 15. This willgive us extra time, needed because of the recent merger, to prepare a full set of contract proposals. I feel confident that the combined strength of the merger will pay off in a successful contract for the West Coast Steward Department. The SIU has also been making important strides for the inland membership. The new contract for Great Lakes Towing was recently ratified, bringing bigger and better benefits for 150 SIU Boatmen with the company. It includes the Union's industry-wide Inland Vacation Plan, a first for Lakes Boatmen. Over 300 Union dredgemen with Radcliff Materials, the biggest SIUcontracted dredging operation in the Guff, also just ratified their best package of increased wages and improved benefits. The Union now is focusing its collective bargaining efforts for Boatmenonthe East Coast. Negotiations are under way for several tug and barge divisions of Interstate and Ocean Transport Company (lOT). And delegates from the five SlU-contracted shipdocking companies on the East Coast are beginning to get together for their new contracts coming up this fall. Actually, preparations for these contracts, which cover much of the Union's inland activity on the East Coast, have been going on o\erthegrealer part of this year. Boatmen from all of the companies involve:' took part in a series ol educational conferences at the Harry Liindebcrg Schbol where they learned about the many new Union benefits available for the inland membership. There was active give and take between the Boatmen and the Union leadership at these conferences and I'm certain this w ill pay off when we work together at the bargaining table. All in all, the Union has been pulling together for successful contracts in the true sense of collective bargaining. But the work isn't over when the contracts arc signed and ratified. We can't forget that a contract is a two-way agreement. It is the employer's commitment to workers' rights and benefits. But it is also the workers commit­ ment to do the job. Ihe Union's bargaining strength is its ability to supply qualified seamen required lor the job. And the training and upgrading programs available at the Lundcbcrg School are the means to that end. The steady supply of Seafarers and Boatmen coming out of the School is the SI U's proof that we can deliver the manpower promised in the contracts, ait it's up to you to make sure that the supply keeps coming. In short, upgrading works hand in hand with the Union's negotiations for better contracts. And e(]ually important, it tneans that you can get mote out of the contract. Just look at the wage and benefit scales listed in the supplement on the new deep sea contract. Ihe difference between the levels under the old and new contracts are significant. But it really changes as the ratings go up. This is true of all contracts. Take advantage of the maximum benefits available to you under your contract by signing up for an upgrading program today. DON'T UPGRADE AT HLS. IT WON'T IVIAKE ANY DIFFERENCE. - pi 1 1 Y i • • A I.' •Y No Thanks to J. P. Stevens Co. •V '! % V, UNTIL YOU OPEN YOUR WALLET. It's this simple—an AB earns more than an Ordinary. Getting your AB ticket is almost as simple. Come to HLS and take the AB course. It starts on July 10. Ex-employee of the anti-union J. P. Stevens Co., a textile giant, is Willie W. Brice (left) of Teachey, N. C., who got a $58.24 monthly pension from the company after 24 years of service. At (right) is his son, Wayne in front of their Wallace, N. C. grocery store. The AFL-CIO has endorsed a nationwide boycott of J. P. Stevens products. To enroll, see your SIU Representative or contact: Vocational Education Department Harry Lundeberg School Piney Point, Maryland 20674 Phone: (301) 994-0010 June 1978 / LOG / 7 mSSS i .( f-i ••-tv �The Lakes Picture Alpena contract. The ferry companies have a separate agreement because they run their entire fleets only during the summer season. Also because they are the only passen­ ger vessels under SIU contract on the Lakes. The SIU agreement with Lakes companies operating bulk carriers expired June 15. Union reps are in the midst of negotiations on that contract. American Steamship Co. has renamed the SlU-contracted Buffalo the Saginaw Bay. The company will name the new 630-foot self-unloader, now under construction, the Buffalo. She should be ready for crewing this summer. American Steamship has two other vessels on order. One is set for delivery in 1979, the other in 1980. All the new ships will be SIU crewed. Frankfort The Michigan Interstate Railway Co. which runs the carferry Mj V Viking, can­ celled plans to open the port of Manitowc, Wise. The Viking had been scheduled to make her first run to Manitowc since 1974 on May 29. The vessel will continue to ferry between Frankfort and Kewanee, Wise, and is now running on a fixed schedule. The Viking leaves Frankfort every day at 7:30 a.m. and 6:30 p.m. and is no longer laying up on Mondays. The five cement carriers in the Huron Cement Co. fleet are all in operation and making their regular runs between Alpena, Mich., and Great Lakes ports. Because of a big jump in cement sales, Huron Cement is fitting out-the L.G.Harriman. Built in 1923, the Harriman has been inactive since 1976. She'd been Cleveland used H' ^ cement storage silo during that time. The engine department boarded the Cleveland Port Agent George Telegades has retired from the Union. Telegades ship in iluth on June 13. The deck department followed on June 19. The Harri­ recently returned to the Union Hall after a nine-month sick leave but felt he wasn't man will carry an SlU crew of 20. Last summer the vessel's boiler room was automated but she still has an old reciprocating engine rather than the steam turbine well enough to continue working.The Cleveland Hall has been closed and Seafarers are being asked to use the Hall at Algonac, Mich. or diesel engines found on most Lakers. Aljgonae All The Lakes Great Lakes area reps recently wrapped up contract negotiations for the SlUcontracted Arnold Transit Co. and Straits Transit Co. The companies operate a President Carter's budget proposals for Fiscal Year 1979 targeted $97.8 million total of 11 ferry boats that run between St. Ignace or Mackinaw City on the main­ for the Corps of Engineers water resources program on the Great Lakes. land and Mackinac Island. The provisions of the new contract include a 20 percent The budget allocation will cover: 1) navigation, flood control and beach erosion wage hike over two years and increased benefits. projects, 2) construction of dikes to contain polluted dredged material and, 3) Most SlU-contracted Great Lakes companies are covered by a general Lakes general operation and maintenance of channel and harbor dredging. Take One Giant Step Toward Building a Better Future Upgrade at HLS The following courses will begin soon: LNG FOWT Diesel Engineer Welding Able Seaman Towboat Operator, Western Rivers Towboat Operator, Inland and Oceans Chief Steward Chief Cook Cook and Baker Lifeboat Tankerman August 21 August 31 July 31 August 7, August 21 August 17 August 7 August 28 August 21 August-7, August 21 August 7, August 21 August 17, August 31 August 17, August 31 To enroll contact HLS or your SIU Representative Sign Up Now! Upgrading Pays Off When It's Time to Pay Off 8/ LOG/June 1978 U.S. Unemployment Rate Edges Up to 6.1% in May;Black's12.3% WASHINGTON, D.C. -The na­ tion's unemployment rate increa.sed slightly to 6.1 percent in May. It is up one-tenth of one percent from April's 6 percent. However, the black jobless rate went up to 12.3 percent from 11.8 per­ cent. Employment remained at a standstill for the fourth straight month failing to keep up with a big jump in the country's labor force, according to the U.S. Labor Department's Bureau of Labor Statis­ tics (BLS). The U.S. jobless rate was 6.2 percent in February and 6 percent in March after dropping gradually through most of 1977 and early 1978. America's labor force built up to 100.3 million persons last month—a gain of a half million—beating the 100 million record for the first time. Total employment in May rose only 310,000 to 94.1 million people from 93.8 million in April. The number of unemployed people rose 166,000 to 6.1 million job­ less from April's 5.9 million. But the AFL-CIO says the "true" un­ employment figure should be 8.7 per­ cent with 8.8 million persons needing jobs. This is because the Government doesn't count in their figures the 900,000 "discouraged" jobless workers who don't look for employment and the 3.2 million workers who have to work parttime because they can't find fulltime jobs. BLS chief Robert L. Stein reports that the latest rise in joblessness oc­ curred among adult women. Their rate rose from 5.8 percent to 6.3 percent. The male adult rate.stayed at 4.2 percent. There was a sharp drop in unemploy­ ment among 20 to 24-year-olds count­ ered by an increase among men between 25 and 54 years of age. The black teenage jobless rate rose last month to 38.4 percent from April's 35.3 percent, where it had stagnated for the past year. White teenagers had their rate fall fourtenths of one percent to 16.5 per­ cent. SPAD is the SIU's political fund and our political arm in Washington, D.C. The SIU asks for and accepts voluntary contributions only. The Union uses the money donated to SPAD to support the election campaigns of legislators who have shown a pro-maritime or pro-labor record. SPAD enables the SIU to work effectively on the vital maritime issues in the Congress. These are issues that have a direct impact on the jobs and job security of all SIU mem­ bers, deep-sea, inland, and Lakes. The SIU urges its members to continue their fine record of support for SPAD. A member can contribute to the SPAD fund as he or she sees fit, or make no contribution at all without fear of reprisal. A copy of the SPAD report is filed with the Federal Elec­ tion Commission. It is available for purchase from the EEC in Washington, D.C. �Jltnaton Htl in Seafarers International Union of North America. AFL-CIO JUNE 1978 • Legislative. Administrative and Kegidatorv Happenings US Tobs at Stake—SIU Gears for Battle On Ocean Mining Bill The SIU's political and legisla­ tive team in Washington—work­ ing with the AFL-CIO Maritime Trades Department—is geared for an all-out fight to protect jobs for U.S. workers in the develop­ ing ocean mining industry. Hou.se Bill Sets Navy-Maritime Advisory Board The House Merchant Marine & Fisheries Committee is in the final stages of submitting an SlU-supported bill to Congress which would establish a five-member Navy-Maritime Advisory Board. The purpose of the bill, according to Merchant Marine Committee Chairman John Murphy(D-N.Y.), is to bring closer cooperation to the national security efforts be­ tween the Navy and the U.S. Mer­ chant Marine. The legislation would establish a five-member panel—appointed by the President—which would include the Secretary of the Navy, the Assistant Secretary of Com­ merce for Maritime Affairs, and a representative from the U.S. liner fleet, tanker operators, and bulk carriers. Testifying in support of the leg­ islation was Herb Brand, presi­ dent of the Transportation Insti­ tute. He said, "The changing realities that this nation faces demand a new level of coordina­ tion between the Navy and the Merchant Marine if U.S. seapower is ever to be restored to the level required to guarantee the security of this nation." Brand noted that the rapid growth of the Soviet Navy and merchant fleet in the past few years was cause for grave concern to those who are in tune with the national security implications of seapower. He said: ' The Soviet Union has demon­ strated its awareness that a nation's seapower depends on a combination of both naval and merchant fleet strength. Equally important, the Soviets have learned that those two forces must be coordinated in a carefully con­ sidered manner if their strengths are to be used at all effectively. This is a lesson that the U.S. has not yet learned." Brand added that one of the contributions of this legislation is that it recognizes the role that both the Navy and the Merchant Marine play in the nation's sea­ power—and that a strong mer­ chant fleet is indispensable to the national interest. Declaring that "American workers cannot afford another runaway industry," SIU Legisla­ tive and Political Action Director Dave Dolgen said that unless this bill contains guarantees that pro­ tect the jobs of American workers, "we are going to oppose it with everything we have." Here's where we stand. The four House committees which all had separate versions of this bill (Merchant Marine & Fisheries, Interior, International Relations, and Ways & Means) got together this month to agree on a final version of the bill which they will report to the full House. This "final version"would just about destroy any guarantees that mining vessels, processing plants and ore carriers would be built in the U.S., located in the U.S. or registered under U.S. flag. What this "final version" says is that mining and ore carrying vessels will be registered in the U.S..o/ //; a recipmcatiufi nation. It doesn't offer any guarantees that the equipment will be built in the U.S., or that processing plants will be located here. Meanwhile, the Senate Energy Committee has reported its ver­ sion of an Ocean Mining bill which does contain strong guar­ antees that would reserve the min­ ing, seagoing and shoreside jobs for U.S. workers. The bill has now been sent to the Senate Com- On the Agenda in Congress... ALASKA LANDS. The Senate Energy and Natural Resources Committee is continuing hearings on the D-2 Alaska Lands bills (S. 299, S. 1787, and others). Senator Henry Jackson (D-Wash.) is chairing the hearings. OIL POLLUTION LIABIL­ ITY. The Senate Environment and Public Works Committee is continuing hearings on a bill which would set oil pollution lia­ bility standards. Senator Edmund Muskie (D-Maine) will be chair­ ing the hearings. GREAT LAKES PILOTAGE. The House Merchant Marine & Fisheries Committee will hold hearings to consider amendments to the Great Lakes Pilotage Act. Rep. Mario Biaggi (D-NY), chair­ man of the Coast Guard Subcommittee, will be chairing the hearings. FISHERY CONSERVATION. The Fisheries and Wildlife Sub­ committee of the House Mer­ chant Marine & Fisheries Com­ mittee will continue oversight hearings on the Fishery Conser­ vation and Management Act. Congressman Robert Leggett (DCalif.) is chairman of the Com­ mittee. OCEAN POLICY. The Ocean­ ography Subcommittee of the House Merchant Marine Fish­ eries Committee is holding hear­ ings on a bill (H.R. 9708) which would establish a national ocean policy, and set forth the objectives of the National Oceanographic and Atmospheric Administra­ tion. Congressman John Breaux (D-La.) will chair the hearings. OCEAN ENERGY. Oversight hearings on legislation which would promote various projects to exploit the ocean as an energy resource are being held by the Oceanography Subcommittee of the House Merchant Marine & Fisheries Committee this month. EQUAL ACCESS & POOL­ ING AGREEMENTS. The Mer­ chant Marine Subcommittee of In the Federal Agencies... LAW OF THE SEA. The Ad­ visory Committee of the Law of the Sea will meet in closed session, and later in open session, this month to discuss all principal agenda issues to be considered when the Third United Nations Conference on the Law of the Sea meets in New York in August. Items of critical interest to the U.S. maritime industry—and U.S. Maritime and shoreside workers —will be the effect of domestic legislation on the jurisdiction of deep sea mining. This will include documentation of vessels engaged in mining operations, ore carrying ships, and the location of onshore processing plants. (See story on this page.) NAllONAL ADVISORY COMMITTEE ON OCEANS AND ATMOSPHERE (NACOA). This group will meet in Washington later this month to hear an annual report on the law of the Sea, and for discussion on coastal zone management. NATIONAL WATERWAYS SYSTEM. The U.S. Corps of En­ gineers will hold an open meeting this month for a discussion of a current study on the national waterways system. The Corps is presently conducting a study on the waterways, and the future of this system through the year 2000. The report is expected to be com­ pleted in 1980. merce Committee. The Senate Energy Committee tied its U.S. jobs provisions to "investment guarantee.s", which means that U.S. investment, or insurance guarantees would only be given to mining companies that use ships that are built and registered in the U.S. Our Washington staff has been meeting with the legislative staffs of the House Merchant Marine «& Fisheries Committee and the Sen­ ate Commerce Committee to make our position perfectly clear. At the same titne, we ha\e en­ listed the full support ofthe Mari­ time Trades Department, and a number of AFL-CIO national unions. the Hou.se Merchant Marine & Fisheries Committee will be hold­ ing hearings this month on H.R. 11862 which provides for the prompt implementation of equal access to liner conferences, cargo pooling, and reciprocal ocean freight agreements. Congress­ man John Murphy (D-NY), chairman of the committee, will conduct the hearings. COAST GUARD. The Coast Guard Subcommittee of the House Merchant Marine & Fish­ eries Committee is holding hear­ ings on a bill (H.R. 10390) which would commit the U.S. to implement the resolutions of the International Convention for the Prevention of Pollution from Ships. COAL SLURRY PIPELINE. The Public Lands Subcommittee of the Senate Energy and Natural Resources Committee will con­ tinue hearings this month on two bills relating to construction of coal slurry pipelines. THIRD FLACJ RATES. The Senate Commerce, Science and Transportation Committee is scheduled to hold hearings on a bill whieh would regulate the rates and charges of state-owned car­ riers primarily those of Sovietbloc nations - which are engaged in the foreign commerce of the U.S. The purpose of the hearings is to take a hard look at the rate cutting and other trade practices ^ of Soviet-controlled shipping which has made serious inroads into U.S. waterbornc foreign trade. CLOSEDSHIPPERS'COUNClLS. The Merchant Marine Sub­ committee of the House Mer­ chant Marine & Fisheries Com­ mittee will begin hearings next month on a bill which would authorize the formation of "closed shippers' councils" in the foreign ocean trades of the U.S. June 1978 / LOG / 9 • -vl y i 1 I .1 1 •i ^ ; �Leukemia Is a By-Product of Benzene Fumes Two recent cases have linked chronic exposure to benzene with the deadly blood disease, leukemia. This emphasizes the necessity of wearing protective clothing, face masks, or fresh air breathers when working near this or any other noxious chemical. The first incident involved a marine inspection officer with more then 20 years on the job who died of leukemia. His job forced him to come into contact with benzene on many occasions. The second involved a 26-year-old petty officer who contracted leukemia after daily exposure to benzene. The Coast Guard officer was an instructor at a machinery technician school. He used benzene daily in his classes as a solvent. The young man survived his ordeal. But it took three months of chemother­ apy to put the disease in remission. In other words, the disease could begin progressing again in days or years. These two cases, of course, are iso­ On top of the long term hazards of lated ones. For every worker who con­ benzene in causing cancer, heavy ex­ tracts leukemia due to benzene exposure, posures to the light yellow liquid in a there are thousands who are not affected confined area, such as a cargo tank, will by the same exposure levels. kill you quickly. The fact remains, though, that There have been numerous cases of breathing benzene fumes, even in low shipboard fatalities as the result of a sea­ concentrations, is a known carcinogen, man inhaling heavy concentrations of or cancer causer. Since SIU members benzene fumes. are often involved in the loading, trans­ A typical incident happens like this. A portation,-and discharge of this deadly seaman enters an empty tank which had chemical, extreme caution must be carried benzene. The tank has sup­ taken when working near it. posedly been purged of all fumes. But a Presently, the Occupational Safety characteristic of benzene fumes is to and Health Administration is working accumulate in the lower recesses of a steadily to draw up new safety regula­ tank. tions regarding benzene. Their work is The seaman encounters one of these aimed at installing new and stricter ex­ pockets of fumes. He starts to feel posure levels to this chemical. lightheaded and dizzy. He knows he's in Although OSHA has no jurisdiction trouble, but before he can climb out of over seagoing people, the Coast Guard the tank to safety he is overcome by the will follow any new regulations for ben­ fumes and dies of asphyxiation. zene that are enacted by the 7-year-old There was one case about five years Government agency. ago when the three top deck officers on the same U.S.-flag tanker died of ben­ zene asphyxiation in one of the ships . "empty" cargo tanks. For your own protection, the Coast Guard suggests the following safety precautions while working near ben­ zene. • Wear fresh air self-contained breathing apparatus unless monitoring devices show that exposure levels will not be exceeded, or unless closed gauging and vapor return lines are used. • Wear protective clothing where skin or eye contact with benzene is likely. • Wear pressure-demand, self-con­ tained breathing apparatus when enter­ ing any tank carrying or previously con­ taining benzene. It's a good idea to follow these steps when working near any noxious chemi­ cal. It would be foolish not to. You never know when an accident will happen. New Tanker Brooks Range and SIU Crew on Alaska Oil Run The SllJ-manned tanker Brooks Range pulled inf : Long Beach, Calif, this month on her maiden voyage from the port of New Orleans. The 165,000 ton tanker, too big to use the Panama Canal, traversed Cape Horn to reach her West Coast destination. The brand new ship will carry oil from • -y^i ,'j. W, • and is operated by Inter Ocean Manage­ ment Corp. of Philadelphia. A sistership, the Thompson Pass, should be ready for crewing by SIU members in August. •. I*"'; d'd Valdez, Alaska to an offloading site near Panama. The ship is 906 ft. in length, with a 173 ft. beam and a 55 ft. draft. She was built at Avondale Shipyard in New Orleans 'PS .f-Vv . . :• r..y n •..? '.i' \ } In the sparkling new galley, N. Orellana, general steward utility,works meat slicer .i The SIU crew of the Brooks Range gather In crew's mess for group shot before faking the 165,000 ton tanker on her maiden voyage. ''I 7/ 5 Brotherhood m Action for SIU members with an alcohol problem The purpose of the Seafarers Alco­ holic Rehabilitation Center is to help Seafarers who have problems with alcohol. (3ur brothers can go to the Center and recover from the disease of alco­ holism. Through counseling services, we have a chance to learn about alcohol and ourselves. Education is, however, not only Alcoholic Rehabilitation Center I am intcrestctl in allcntling a si\-\vcck program at the Alcoholic Rchahiiitaiion Center. I uiKlerstaiKl.tiiat all m_\ medical and eoimseline reeortls will be kept strictly coiilidcntial. and that the) will mn be kept an\ where except at The Center. Name Book No I Address ( Street or RED) (Citv) (State) (Zip) j I Telephone No Mail [o: THF. CENTKR Star Route Box J 53-A Valley Lee, Md. 20692 or call, 24 hows-a-day, (301} 994-0010 10/LOG/June 1978 I j The Brooks Range, owned and operated by Intef'Ocean Management Corp., will run between Valdez, Alaska and Panama. limited to the members who go to the Center.Through the Log, all of us can learn about alcoholism. Seafarer Jack Bowman has been with the SIU for 31 years. For the past seven years he has been sober. During 1975 and 1976, Brother Bowman served as a seafarer-counselor at the Center. He commented that while he was at the Center, "1 saw a lot of Seafarers being 'born again.' 1 knew most of the guys who said they came to the A RC 'because if Jack could get and stay sober,' they could too." Seafarer Bowman now works on ocean-going vessels out of the port of Seattle. He feels that during his years of sobriety he has "been doing the same things 1 did before but enjoying them more because when 1 wake up in the morning, 1 know what I did the night before." Brother Bowman .says he is pleased with the widespread effect of the alcohol education effort at the Center and in the Log. But he adds, "1 have seen some Seafarers who have gotten sober even though they were reluctant to go to the Center. They didn't seem to realize that the program at the Center is really good —it teaches an alcoholic about himself." he said. Brother Bowman has been through this kind of learning process himself and it has led him to work at helping his fellow Seafarers who share the problem of alcoholism. He would like to offer a suggestion to his fellow brothers who are recov­ ering alcoholics, especially those who have been through the Center. "When a brother completes the program at the ARC and returns home he needs your help to get back into the community and stay sober. You know what he is going through and it is up to you to help him make it." If you have a problem with alcohol, call the Center at any time: Seafarers Alcoholic Rehabilitation Center Star Route Box 152-A Valley Lee, Maryland 20692 Phone: (301) 994-0010 �NEW 3-YEAR DEEP SEA PACT SIGNED Wages, Pensions, Welfare, VtKotions Increased The SIU has wrapped up a solid ment for us in the political arena as new three-year contract for the well as a deeper commitment to im­ Union's deep sea membership. proving ourselves through the educa­ The pact includes substantial tional opportunities available at across-the-board increases in wages, Piney Point. With this kind of total regular overtime, premium and pen­ commitment, we can determine our alty rates. own future, and we can insure a con­ There have also been vast in­ tinually higher degree of job security creases worked out for vacation for oursiclves and financial security benefits for deep sea members and for ourselves and our families." significant improvements in the Sea­ Wage, Vacation Increases farers Pension and Welfare Plans. Under terms of the new contract, The new contract goes into effect the base monthly wage rates for all June 16, 1978 and will run through ratings will be increased by IV2 per­ June 15, 1981. cent in each year of the agreement. In regards to the contract, SIU These same increases will be ap­ President Paul Hall said: "This is one plied across-the-board to the regular of the best packages that we've been overtime rates, the premium rates able to achieve in some time. The and the penalty rates. membership should be proud of the In addition, a completely new job that the Union's Contract Depart­ formula for the payment of Vacation ment did on their behalf." benefits has been established. Hall continued: "We should all Under the new Vacation formula, look upon this agreement as a spring­ a Seafarer working a full year (365 board for even further improvements days seatime) will receive vacation in our lives as American seamen. But benefits to equal four months base to insure that these improvements wages for the rating he sailed in. This will come, we must collectively work change takes place immediately in hard to protect our interests on all the first year of the agreement. fronts. This means a deeper involve­ For the second and third years of the LOG Additional Contract Highlights Additional highlights of the netv three year contract include the foh lowing provisions: • Crew members will have the option of requesting payment by check in excess of $300.00 of the net amount due by providing proper notice to the Captain. •. Captains will be required to pay transportation to crew members leaving the vessel for specified medical reasons if the Company office or Agent's office is closed. • Provisions have been defined for providing a two hour minimum in port when called out on the watch below. Exceptions will be as sped'' fied in the Agreement. • Overtime sheets are to be collected and returned no less than weekly. • Valid overtime and approved subsistence and lodging claims shall be included in computing draws. • Meals and lodging have been raised to $26.00 per day. • At regular pay ofs or lay ups the crew will receive $10.00 for in­ cidental expenses in addition to air transportation. fr The Companies have agreed to forward first class mail to the crewmembers if properly addressed. • Oh Tankers, the penalty rates shall apply at all times the crew is engaged in refueling at sea. • On Tankers, the Oiler Maintenance Utility base pay and overtime rates have been admitted to conform to the higher rates applicable to tankers. • On aTB vessels with four men or less in the Steward Department the StewardfCoah or Steward/Baker shall be offered two hours overtime at «ea, Monday through Friday. • For any calendar day the Pilot does not perform any navigational service, the penalty applied to carrying passengers, shall apply to the Pilot. The passenger penally shall also apply to more than one appren­ tice pilot. m Jurisdiction on the moving of shipboard cranes has been established for Electricians and Crane Maintenance Electricians (C.M.E.'s). • Jurisdiction on rigging and un-rigging ramps on Ro Ro vessels has been secured for the Deck Department. • Clarifications agreed to over the past three years have been incor­ porated into the Agreement. • The Port Time provisions shall be amended so that in the case of tticaiting pilot, quarantine and pratique any such exception shall not apply where the delay is because the vessel is awaiting berth and shall only apply where the delay is caused by the arrival of the vessel during' hours that the port officials granting qilardntine or pratique are not on duty. ii More info On Pension, Welfare Page 14 contract, the vacation benefits are in­ creased an additional IV2 percent per year. With this kind of formula, the va­ cation benefits for Seafarers during the three-year period will increase approximately 70 percent to ICQ per­ cent over the previous contract de­ pending on the rating sailed. As an example of the new vaca­ tion, take the QMED rating under the Standard Tanker Agreement. Under the old Vacation schedule, a QMED sailing 365 days would re­ ceive a vacation benefit of $2,684.65. But under the new formula, in the first year of the contract, the QMED sailing 365 days would receive a benefit of $5,354.68. That's an in­ crease of $2,670.03 over the old rate. With the IV2 percent increase in the second year, the QMED's vaca­ tion benefit for 365 days worked would rise to $5,756.28, or a $401.60 increase. In the third year, the vacation benefit would go to $6,188.00 for 365 days, or a $431.72 increase. The total increase, then, for the QMED (Standard Tanker Agree­ ment) in vacation benefits is $3,503.35 over the three year life of the new contract. Overall, these are the most signif­ icant inci cases in Vacation benefits to [he Seafarer since establishment of the program. Pension, Welfare Benefits As a result of the negotiated in­ crease in Trust Fund contributions, there are important improvements in both the Seafarers Pension Plan and the Seafarers Welfare Plan. Pension benefits will be increased from $350 per month to $400 per per month. This goes into effect Jan. 1, 1979. Then as of June 16, 1980, the pension benefit will be increased from $400 to $450 per month. In addition, the pension incre­ ments for Seafarers accumulating seatime after achieving both 20 years seatime and 55 years of age has been increased. This benefit goes from a $15 a month to a $25 a month pen­ sion increment for every additional 365 days worked. A Seafarer can achieve seven of the.se increments under the Pension Plan. So a Seafarer could po.ssibly reach a total pension of $625 a month. Concerning the Welfare Plan, there were a number of significant improvements. These include; • A new Death Benefit for active Seafarers that could go as high as $20,000. The present Death Benefit is a maximum of $5,000. • Establishment of a Major Med­ ical program in the Seafarers Welfare Plan. • Coverage for dependent children will be extended from age 19 to age 25 if the dependent is a full time student. • Extended coverage for hospital extras from 60 days to 90 days of hospital confinement. • Increa.sc in the optical benefit from $30 to $40. Your Negotiating Committee rec­ ommends membership approval of the contractual changes. Eligibility Rules Changed to 125 Days Seafarers should take special note that as a result of the improved bene­ fits the eligibility rules for Welfare and Vacation benefits have been changed. Now, to he eligible for benefits under the Seafarers Welfare Plan, a Seafarer must have accumulated 125 days employment on contracted ves­ sels in the previous calendar year as well as one day employment in the six month period immediately preceding date of claim. Under the Vacation Plan, a Sea­ farer will now apply for his vacation benefits after having accumulated 125 days seatime. June 1978/ LOG / 11 k'ii �Wage Rates Under 3-Year Contract This chart represents the base monthly wage gains negotiated for Seafarers under the new three^ear contract. The gains amount to a 7 /4 percent increase in wages in each of the three years of the agreement. Standard Freightship Agreement Deck Department Boatswain (SL 7's, SL 18's Lash, Mariner & Passenger) Boatswain Carpenter Carpenter Maintenance A.B. Maintenance Quartermaster Able Seaman Fire Patrolman O.S. Maintenance Ordinary Seaman Engine Department Chief Electrician (SL 7's, SL 18's Lash, Mariner & Passenger) Chief Electrician (Delta) Chief Electrician Crane Mtce./Electrician Electrician Reefer Mtce. Second Electrician Engine Utility Reefer Mtce. Refrigerating Engineer (when one is carried) Refrigerating Engineer (when three are carried) Chief First Assistant Second Assistant Q.M.E.D. Plumber/Machinist Unlicensed Junior Engineer (Day) Unlicensed Junior Engineer (Watch) Deck Engineer Engine Utility/FOWT (Delta) Engine Utility Evaporator/Maintenance Oiler Oiler (Diesel) Watertender Fireman/Watertender Fireman Wiper Ship's Welder Mtce. Oiler/Maintenance Utility General Utility/Deck Engine 1978 Wage 7W% Increase From Old Contract 1,196.81 1,058.53 973.89 973.89 899.99 848.85 805.90 805.90 673.43 629.94 1,286.57 1,137.92 1,046.93 1,046.93 967.49 912.51 866.34 866.34 723.94 677.19 1,280.42 1,278.27 1,245.27 1,245.27 1,245.27 1,164.09 1,164.09 1,164.09 1,164.09 1,194.05 1,061.04 989.81 1,196.81 1,067.40 1,018.49 917.07 987.67 997.08 930.24 853.23 805.90 867.26 805.90 805.90 805.90 748.60 999.76 930.24 748.60 1,196.81 1,196.81 1,196.81 1,058.53 940.85 917.06 805.90 795.01 795.01 625.04 625.04 Current ase Monthly Wage 1980 Wage 7W% Increase From 1979 Wage Increase <^er 3 Years 96.49 85.34 78.52 78.52 72.56 68.44 64.98 64.98 54.30 50.79 1,486.79 1,315.00 1,209.86 1,209.86 1,118.05 1,054.52 1,001.17 1,001.17 836.61 782.58 103.73 91.74 84.41 84.41 78.00 73.57 69.85 69.85 58.37 54.60 289.98 256.47 235.97 235.97 218.06 205.67 195.27 195.27 163.18 152.64 1,479.68 1,477.20 1,439.07 1,439.07 1,439.07 1,345.26 1,345.26 1,345.26 1,345.26 1,379.87 1,226.17 1,143.85 1,383.06 1,233.52 1,177.00 1,059.79 1,141.38 1,152.25 1,075.01 986.01 931.32 1,002.22 931.32 931.32 931.32 865.11 1,155.35 1,075.01 865.11 103.23 103.06 100.40 100.40 100.40 93.86 93.86 93.86 93.86 96.27 85.55 79.80 96.49 86.06 82.12 73.94 79.63 80.39 75.00 68.79 64.98 69.92 64.98 64.98 64.98 60.36 80.61 75.00 60.36 1,590.66 1,587.99 1,547.00 1,547.00 1,547.00 1,446.15 1,446.15 1,446.15 1,446.15 1,483.36 1,318.13 1,229.64 1,486.79 .1,326.03 1,265.28 1,139.27 1,226.98 1,238.67 1,155.64 1,059.96 1,001.17 1,077.39 1,001.17 1,001.17 1,001.17 929.99 1,242.00 1,155.64 929.99 110.98 110.79 107.93 107.93 107.93 100.89 100.89 100.89 100.89 103.49 91.96 85.79 103.73 92.51 88.28 79.48 85.60 86.42 80.63 73.95 69.85 75.17 69.85 69.85 69.85 64.88 86.65 80.63 64.88 310.24 309.72 301.73 301.73 301.73 282.06 282.06 282.06 282.06 289.31 257.09 239.83 289.98 258.63 246.79 222.20 239.31 241.59 225.40 206.73 195.27 210.13 195.27 195.27 195.27 181.39 ' 242.24 225.40 181.39 1,383.06 1,383.06 1,383.06 1,223.26 1,087.27 1,059.78 931.32 918.74 918.74 722.31 722.31 96.49 96.49 96.49 85.34 75.86 73,94 64.98 64.10 64.10 50.39 50.39 1,486.79 1,486.79 1,486.79 1,315.00 1,168.82 1,139.26 1,001.17 987.65 987.65 776.48 776.48 103.73 103.73 103.73 91.74 81.55 79.48 69.85 68.91 68.91 54.17 54.17 lVi% 1979 Wage Increase From 1978 89.76 79.39 73.04 73.04 67.50 63.66 60.44 60.44 50.51 47.25 1,383.06 1,223.26 1,125.45 1,125.45 1,040.05 980.95 931.32 931.32 778.24 727.98 1,376.45 1,374.14 1,338.67 1,338.67 1,338.67 1,251.40 1,251.40 1,251.40 1,251.40 1,283.60 1,140.62 1,064.05 1,286.57 1,147.46 1,094.88 . 985.85 1,061.75 1,071.86 1,000.01 917.22 866.34 932.30 866.34 866.34 866.34 804.75 1,074.74 1,000.01 804.75 96.03 95.87 93.40 93.40 93.40 87.31 87.31 87.31 87.31 89.55 79.58 74.24 89.76 80.06 76.39 68.78 74.08 74.78 69.77 63.99 60.44 65.04 60.44 60.44 60.44 56.15 74.98 69.77 56.15 1,286.57 1,286.57 1,286.57 1,137.92 1,011.41 985.84 866.34 854.64 854.64 671.92 671.92 89.76 89.76 89.76 79.39 70.56 68.78 60.44 59.63 59.63 46.88 46.88 Steward Department Chief Steward (SL 7's, SL 18's Lash and Mariner) Steward/Cook Steward/Baker Chief Steward Chief Cook Cook & Baker Second Cook Third Cook Assistant Cook Messman Utilityman 289.98 289.98 289.98 256.47 227.97 222.20. 195.27 192.64 192.64 151.44 151.44 Standard Tanker Agreement Deck Department Boatswain'(on vessels constructed since 1970) Boatswain (25,500 D.W.T. or over) Boatswain (under 25,500 D.W.T.) A.B. Deck Maintenance Able Seaman O.S. Deck Maintenance Ordinary Seaman Engine Department O.M.E.D. Chief Pumpman Second Pumpman/Engine Mtce. Ship's Welder Maintenance Engine Utility Oiler Maintenance Utility (adjusted) Oiler Fireman/Watertender General Utility/Deck Engine Wiper Steward Department Chief Steward (on vessels constructed since 1970) Steward/Cook Steward/Baker Chief Steward (25,500 D.W.T. or over) Chief Steward (under 25,500 D.W.T.) Chief Cook Cook and Baker Third Cook Assistant Cook Messman Utilityman 1979 Wage 7«/i% Increase From 1978 93.40 84.66 81.49 69.49 61.15 56.15 48.49 1,439.07 1,304.49 1,255.58 1,070.69 942.26 865.15 747.18 1,338.67 1,224.59 1,224.59 1,084.11 985.99 1,010.19 876.52 876.52 804.79 804.79 93.40 85.44 85.44 75.64 68.79 81.72 61.15 61.15 56.15 56.15 1,338.67 1,338.67 1,338.67 1,218.32 1,172.83 1,052.75 1,027.93 911.77 911.77 •671.91 671.91 93.40 93.40 93.40 85.00 81.83 . 73.45 71.72 63.61 63.61 46.88 46.88 1978 Wage 7>/i% Increase From Old Contract 1,245.27 1,128.82 1,086.49 926.50 815.37 748.64 646.56 1,338.67 1,213.48 1,167.98 995.99 876.52 804.79 695.05 1,245.27 1,139.15 1,139.15 1,008.47 917.20 928.47 815.37 815.37 748.64 748.64 1,245.27 1,245.27 1,245.27 1,133.32 1,091.00 979.30 956.21 848.16 848.16 625.03 625.03 Current Base Monthly Wage 1980 Wage 7V4% Increase From 1979 Wage Increase Over 3 Years 100.40 91.01 87.60 74.70 65.74 60.36 52.13 1,547.00 1,402.33 1,349.75 1,150.99 1,012.93 930.04 803.22 107.93 97.84 94.17 80.30 70.67 64.89 56.04 301.73 273.51 263.26 224.49 197.56 181.40 156.66 1,439.07 1,316.43 1,316.43 1,165.42 1,059.94 1,085.96 942.26 942.26 865.15 865.15 100.40 91.84 91.84 JI1.3I 73.95 75.77 65.74 65.74 60.36 60.36 1,547.00 1,415.16 1,415.16 1,252.83 1,139.44 1,167.41 1,012.93 1,012.93 930.04 930.04 107.93 98.73 98.73 87.41 79.50 81.45 70.67 70.67 64.89 64.89 301.73 276.01 276.01 244.36 222.24 238.94 197.56 197.56 181.40 181.40 1,439.07 1,439.07 1,439.07 1,309.69 1,260.79 1,131.71 1,105.02 980.15 980.15 722.30 722.30 100.40 100.40 100.40 91.37 87.96 78.96 77.09 68.38 68.38 50.39 50.39 1,547.00 1,547.00 1,547.00 1,407.92 1,355.35 1,216.59 1,187.90 1,053.66 1,053.66 776.47 776.47 107.93 107.93 107.93 98.23 94.56 84.88 82.88 73.51 73.51 54.17 54.17 301.73 301.73 301.73 274.60 264.35 237.29 231.69 205.50 205.50 151.44 151.44 the Union also negotiated a /'/z percent per year increase in regular ind penalty rates. A complete outline on these rates will be carried in the full Agreement. 12 / LOG / June 1978 • �New Vacation Rates for Deep Sea Members This chart reflects the netc Vacation rates for deep sea members. It is based on 365 days worked. The initial increase in vacation reflects the newly established formula which provides 4 months base tvages for 365 days worked. The second and third year merges in vacation benefits amount to a 7 Vi percent raise over the previous year. A Seafarer can file for vacation benefits after having accumulated 125 days of seatime. Vacation Rates for Tankers Deck Department Boatswain (on vessels constructed since 1970) Boatswain (25,500 D.W.T. or over) Boatswain (under 25,500 D.W.T.) A.B. Deck Maintenance Able Seaman O.S. Deck Maintenance Ordinary Seaman Current Vacation 1978 Vacation Increase From Old Contract 1979 Vacation Increa.se From 1978 1980 Vacation lncrea.se From 1979 Vacation Incrfa.se Over 3 Years 2,684.65 2,684.65 2,684.65 2,250.16 2,250.16 1,835.66 1,835.66 5,354.68 4,853.92 4,671.92 3,983.96 3,506.08 3,319.16 2,780.20 2,670.03 2,169.27 1,987.27 1,733.80 1,255.92 1,383.50 944.54 5,756.28 5,217.96 5,022.32 4,282.76 3,769.04 3,460.60 2,988.72 401.60 364.04 350.40 298.80 262.96 241.44 208.52 6,188.00 5,609.32 5,399.00 4,603.96 4,051.72 3,720.16 3,212.88 431.72 391.36 376.68 321.20 282.68 259.56 224.16 3,503.35 2,924.67 2,714.35 2,353.80 1,801.56 1,884.50 1,377.22 2,684.65 2,684.65 2,684.65 2,684.65 2,684.65 2,250.16 2,250.16 2,250.16 2,250.16 1,835.66 5,354.68 4,898.26 4,898.26 4,336.44 3,943.96 4,040.76 3,506.08 3,506.08 3,219.16 3,219.16 2,670.03 2,213.71 2,213.71 1,651.79 1,259.31 1,790.60 1,255.92 1,255.92 969.00 1,383..50 5,756.28 5,265.72 5,265.72 4,661.68 4,239.76 4,343.84 3,769.04 3,769.04 3,460.60 3,460.60 401.60 "367.36 367.36 325.24 295.80 303.08 262.96 262.96 241.44 241.44 6,188.00 5,660.64 5,660.64 5,011.32 4,557.76 4,669.64 4,051.72 4,051.72 3,720.16 3,720.16 431.72 394.92 394,92 349.64 318.00 325.80 282.68 282.68 259.56 259.56 3,503.35 2,975.99 2,975.99 2,326.67 1,873.11 2,419.48 1,801.56 1,801.56 1,470.00 1,884.50 2,684.65 2,684.65 2,684.65 2,684.65 2,684.65 2,684.65 2,684.65 2,250.16 2,250.16 1,835.66 1,835.66 5,354.68 5,354.68 5,354.68 4,873.28 4,691,32 4,21 1.00 4,1 1 1.72 3,647.08 3,647.08 2,687.64 2,687.64 2,670.03 2,670.03 2,670.03 2,188.63 2,006.67 1,526.35 1,427.07 1,396.92 1,396.92 851.98 851.98 5,756.28 5,756.28 5,756.28 5,238.76 5,043.16 4,526.84 4,420.08 3,920.60 3,920.60 2,889.20 2,889.20 401.60 401.60 401.60 365.48 351.84 315.84 308.36 273.52 273.52 201.56 201.56 6,188.00 6,188.00 6,188.00 5,631.68 5,421.40 4,866.36 4,751.60 4,214.64 4,214.64 3,105.88 3,105.88 431.72 431.72 431.72 392.92 378.24 339.52 331.52 294.04 294.04 216.68 216.68 3,503.35 3,503.35 3,503.35 2,947.03 2,736.75 2,181.71 2,066.95 1,964.48 1,964.48. 1,270.22 1,270.22 Increase From 1979 Vacation Increase Over 3 Years • s• 1 Engine Department Q.M.E.D. Chief Pumpman Second Pumpman/Engine Mtce. Ship's Welder Maintenance Engine Utility Oiler Maintenance Utility Oiler Fireman/Watertender General Utility/Deck Engine Wiper Steward Department Chief Steward (on vessels constructed since 1970) Steward/Cook Steward/Baker Chief Steward (25,500 D.W.T. or over) Chief Steward (under 25,500 D.W.T.) Chief Cook Cook and Baker Third Cook Assistant Cook Messman Utilityman Vacation Rates for Freightships Deck Department Boatswain (SL 7's, SL 18's Lash, Mariner & Passenger) Boatswain Carpenter Carpenter Maintenance A.B. Maintenance Quartermaster Able Seaman Fire Patrolman O.S. Maintenance Ordinary Seaman Current Vacation 1978 Vacation 2,684.65 2,684.65 5,146.28 4,551.68 2,684.65 4,187.72 2,684.65 2,250.16 2,250.16 2,250.16 2,250.16 1.835.66 1,835.66 4,187.72 3,869.96 3,650.04 3,465.36 3,465.36 2,895.76 2,708.76 Increase From Old Contract 1979 Vacation 'increase From 1978 2,461.63 1,867.03 1,503.07 1,503.07 1,619.80 1,399.88 1,215.20 1,215.20 1,060,10 873.10 5,532.24 4,893.04 4,501.80 4,501.80 4,160.20 3,923.80 3,725.28 3,725.28 3,112.96 2,911.92 385.96 341.36 314.08 314.08 290.24 273.76 259.92 259.92 217.20 203.16 1980 Vacation 5,947.16 5,260.00 4,839.44 4,839.44 414.92 3,262.51 366.96 • 2,575.35 337.64 337.64 2,154.79 2,154.79 2,222.04 1,967.92 1,754.52 1,754.52 1.510.78 1,294.66 4,4/2,20 312.00 4,2/8.08 4,004.68 4,004.68 1,346.44 3,130.32 294.28 279.40 279.40 233.48 218.40 Engine Department Chief Electrician (SL 7's, SL 18's Lash, Mariner & Passenger) Chief Electrician (Delta) Chief Electrician Crane Mtce./Electrician Electrician Reefer Mtce. Second Electrician Engine Utility Reefer Mtce. Refrigerating Engineer (when one is carried) Refrigerating Engineer (when three are carried) Chief First Assistant Second Assistant Q.M.E.D. Plumber/Machinist Unlicensed Junior Engineer (Day) Unlicensed junior Engineer (Watch) Deck Engineer Engine Utility/FOWT (Delta) Engine Utility Evaporator/Maintenance Oiler Oiler (Diesel) Watertender Fireman/Watertender Fireman Wiper Ship's Welder Mtce. Oiler/Mainleiiance Utility General Utility/Deck Engine 2,684.65 2,684.65 2,684.65 2,684.65 2,684.65 2,684.65 2,684.65 2,684.65 2,684.65 2,684.65 2,684.65 2,684.65 2,684.65 2,684.65 2,684.65 2,684.65 2,684.65 2,684.65 2,684.65 2,250.16 2,250.16 2,250.16 2,250.16 2.250.16 2,250.16 1,835.66 2,684.65 2,250.16 1,835.66 5,505.80 5,496.56 5,354.68 5,354.68 5,354.68 5,005.60 5,005.60 5,005.60 5,005.60 5,134.40 4,562.48 4,256.20 5.146.28 4,589.84 4,379.52 3,943.40 4.247.00 4,287.44 4,()00.()4 3,668.88 3,465.36 3,729.20 3.465,36 3,465.36 3,465.36 3,209.00 4,298.96 4,000.04 3,219.00 2,821.15 2,81 1.91 2,670.03 2,670.03 2,670.03 2,320.95 2,320.95 2,320.95 2,320.95 2,449.75 1,877.83 1,571.55 2,461.63 1.905.19 1,694.87 1,258.75 1,562.35 1.602.79 1,315.39 1,418.72 1,215.20 1,479.04 1,215.20 , 1,215.20 1,215.20 1,373.34 1,614.31 1,749.88 1,383.34 5,918.72 5,908.80 5,756.28 5,756.28 5,756.28 5,381.04 5,381.04 5,381.04 5,381.04 5,519.48 4,904.68 4,575.40 5,532.24 4,934.08 4,708.00 4,239.16 4,565.52 4,609.00 4,300.04 3,944.04 3,725.28 4,008.88 3,725.28 3.725.28 3,725.28 3,460.44 4,621.40 4,300.04 3,460.44 412.92 412.24 401.60 401.60 401.60 375.44 375.44 375.44 375.44 385.08 342.20 319.20 385.96 .M4.24 328.48 295.76 318.52 321.56 30().0() 275.16 259.92 279.68 259.92 259.92 259.92 251.44 322.44 300.00 241.44 6,362.64 6,351.96 6,188.00 6,188.00 6,188.00 5,784.60 5,784.60 5,784.60 5,784.60 5,933.44 5,272.52 4,918.56 5,947.16 5,304.12 5,061.12 4,557,08 4,907.92 4,954.68 4,622.56 4,239.84 4,004.68 4,309.56 4,004.68 4,004.68 4,004.68 3,719.96 4,968.00 4,622.56 3,719.96 443.92 443.16 431.72 431.72 431.72 403.56 403.56 403.56 403.56 413.96 367.84 343.16 414.92 370.04 353.12 31 7.92 342.40 345.68 322.52 295.80 279.40 300.68 279.40 279,40 279.40 259.52 346.60 322.52 259.52 3,677.99 3,667.31 3,503.35 3,503.35 •3,503.35 3,099.95 3,099.95 3,099.95 3,099.95 3,248.79 2,587.87 2,233.91 3,262.51 2,619.47 2,376.47 1,872.43 2,223.27 2,270.03 1,937.91 1,989.68 1,754.52 2,059,40 1,754.52 1,754.52 1,754.52 1,884.30 2,283.35 2,372.40 1,884.30 2,684.65 2,684.65 2,684.65 2,684.65 2,684.65 2.684.65 2,2.50.16 2,250.16 2,250.16 1,835.66 1,835.66 5,146.28 5,146.28 5,146.28 4,551.68 4,045.64 3,943.36 3,465.36 3,418.56 3,418.56 2,687.68 2,687.68 2,461.63 2,461.63 2,461.63 1,867.03 1,360.99 1,258.71 1,215.20 1,168.40 1,168.40 852.02 852.02 5,532.24 5,532.24 5,532.24 4,893.04 4,349.08 4,239.12 3,725.28 3,674.96 3,674.96 2,889.24 2,889.24 385.96 385.96 385.96 341.36 303.44 295.76 259.92 256.40 256.40 201.56 201.56 5,947.16 5,947.16 5,947.16 5,260.00 4,675.28 4,557.04 4,004.68 3,950.60 3,950.60 3,105.92 3,105.92 414.92 414.92 414.92 366.96 326.20 317.92 279.40 275.64 275.64 216.68 216.68 3,262.51 3,262.51 3,262.51 2,575.35 1,990.63 1,872.39 1,754.52 1,700.44 1,700.44 1,270.26 1,270.26 Steward Department Chief Steward (SL 7's, SL 18's Lash and Mariner) Steward/Cook Steward/Baker Chief Steward Chief Cook Cook & Baker Second Cook Third Cook Assistant Cook Messman Utilitvman The Vacation rates indicated above reflect all COLA increments and supplementary itayments. June 1978/LOG/13 i.l' �New Pension, Welfare Benefits Explained The highest pension benefits and the most extensive welfare coverage ever offered to Seafarers are a result of the new deep sea contract. The new and improved benefits arc provided to eligible employees under the Seafarers Pension and Wel­ fare Plans. However, with the in­ creased benefits a significant change in the eligibility requirements for the Welfare Plan has been made. Now, the amount of seatime re­ quired to receive welfare benefits is 125 days employment in the calendar year preceding the date of the claim. The additional requirement of one day employment in the six month period immediately preceding the claim remains the same. Pension Benefits The highlight of the new pension benefits is a $100 jump in the monthly payment. It goes up in two steps: • Beginning Jan. 1, 1979, the present $350. a month pension benefit will be raised to $400. a month. • Effective June 16, 1980, it will be further increased from $400. to $450. a month. This increase applies to all three types of pension benefits available under the Plan—Regular Normal Pension, Early Normal Pension and Disability Pension. The eligibility requirements for each are as follows: • Regular Normal Seatime: 15 years (5475 days) Retirement Age: 65 • Early Normal Seatime: 20 years (7300 days) Retirement Age: 55 • Disability Pension Seatime: 12 years (4380 days) at any age, plus, a permanent 14 / LOG / June 1978 disability award from the Social Security Administration. Note that the above specified re­ quirements for pension are the same as in the past. An additional benefit has also been made available under the Early Normal Pension Increments pro­ gram. Once you have fulfilled the sea­ time and age requirements of the Early Normal Pension (20 years seatime at 55 years of age), you get an additional amount or incre­ ment on top of your monthly pension benefit for every additional full year that you work (365 days). The max­ imum is seven increments. The new benefit raises this monthly pension increment from $15. to $25. And it is effective im­ mediately with the start of the new contract on June 16, 1978. With the $100. monthly pension increase, this means that you can receive up to $625 a month in pension benefits if you earn all seven increments. Another benefit of the Early Nor­ mal Pension is the Special Pension Supplement established in 1977. At present a Seafarer with 20 years seatime at age 55 can get one addi­ tional full year of pension benefits in a lump sum payment if he works two more full years (730 days) before he retires. The Board of Trustees are presently evaluating a reduction of this requirement to one full year (365 days) of additional employ­ ment before retirement. Welfare Benefits The welfare benefits offer both brand new and greatly expanded cov­ erage for Seafarers and their depend­ ents. The biggest increase is in the amount of the death benefit. Active seamen can have up to $20,000 in death benefit coverage. The maxi­ mum under the old contract was $5,000. The chart on this page gives full eligibility details for the new death benefit. But it is important to remem- New Death Benefit Death benefit coverage, provided by the Seafarers Welfare Plan for active Seafarers, has been greatly increased. As the chart below shows, the maximum $5,000 payment pro­ vided under the old schedule has now become the minimum benefit. Active seamen can receive up to $20,000 coverage for their families' security. Amount of Required Seatime for Eligibility Benefit $ 5,000 125 days in the previous calendar year, 1 in the last 6 months. 10,000 125 days in each of previous 3 calendar years, 1 in the last 6 months. 12,000 125 days in each of previous 4 calendar years, 1 in the last 6 months. 15,000- 125 days in each of previous 5 calendar years, 1 in the last 6 months. 17,000- 125 days in each of previous 6 calendar years, 1 in the last 6 months. 20,000- 125 days in each of previous 7 calendar years, 1 in the last 6 months. ber that all welfare benefits now re­ quire at least 125 days employment in the previous calendar year, plus one day in the six months immedi­ ately preceding date of the claim. The biggest new welfare benefit is a program of Major Medical cover­ age for dependents of Seafarers. Under the old benefit schedule, major medical expenses like surgery and 'doctor's hospital visits could not ex­ ceed $600 in benefits paid from the Welfare Plan. The Seafarer had to pay any charges over that amount out of his own pocket. But the new pro­ gram takes over where the old Plan leaves off and pays up to 80 percent of any remaining charges. For example, if a Seafarer's wife is"^ charged $1000. for surgery, the Plan will pay up to $600 of the bill. And the new Major Medical program will pay up to 80 percent of the remain­ ing $400. Expanded benefits to dependents include the following: • Hospital Extras: The Plan will pay all reasonable charges made by the hospital in addition to room and board for a maximum of 90 days per confinement. This is an increase from 60 days confinement under the old schedule. • Emergency Treatment: The Plan will now cover emergency treat­ ment received in a doctor's office in addition to such treatment received in a hospital. • Student Coverage: The Plan will extend dependent benefits to children of Seafarers who are full-time stu­ dents up to the age of 25. This is an extension from age 19. In addition the optical benefit is increased $30 to $40 for eye exam­ inations and eyeglasses for both Sea­ farers and their dependents. �SS Delta Mar Chief Steward Michael J. Dunn, Capt. L. V. Cooley and Seafarers of the SS Delta Mar (Delta Line) recently were commended by the company "...for the highest sanitation rating (100 percent) given Delta's fleet of vessels" by a U.S. Department of Health, Education and Welfare inspector. Steward Dunn added, "This is a 100 percent steward department, everyone is over 55-years-old and doing a hangup job. Between us we have a whole lot of years of experience in the steward department. Without their cooperation this job couldn't have been accomplished. This isn't our only trip with a 100 percent. We have com­ pleted two and are trying to capture a few more." Washington, D.C. Adm. John B. Hayes, 54, became the 16th commandant of the U.S. Coast Guard in ceremonies at the Navy Yard here late last month. He succeeds retiring Adm. Owen W. Siler who ended a 35-year career. Adm. Hayes, a 1946 graduate of the New London (Conn.) Coast Guard Acad­ emy, was sworn in by Secretary of Transportation Brock Adams. Hayes was born in Jamestown, N. Y. and educated in Bradford, Pa. and at George Washington University here. His service experience includes duty in Alaska, Japan, Florida and the Gulf of Thailand in 1966, where he earned the Legion of Merit while commanding Squad­ ron 1 there. Adm. Hayes also holds Coast Guard Meritorious Service and Commendation Medals and the Secretary of the Treasury's Commendation Award Medal. who will ride a Delta Line ship to South America and b;' • Marciana Jane Rinaldi of Ponce, P R. PropelL Club will voyage on a Waterman ship round-trip to Europe. • Kevin .lohnson Danahy of Buffalo's Propeller Club will sail on an American Steamship Co. vessel on the Great Lakes. •Ed Perlmutter of Olivette, Mo. and the Si. Louis Propeller Club will ride an American Commercial Barge Line Boat from St. Louis to Minneapolis, Minn, and return. Also in the Propeller Club maritime essay contest, four college students.won $1,400. They are: Thomas G. Wclshko of the Baltimore Club who won $500; Susan Blake of the Galveston Club who won $400; Frederick R. Doll Jr. of the New York Club who won $300; and Mark P. Scott of the Norfolk Club who won $200. Lome J. Collins of the St. Petersburg, Fla. Club won an honorable mention. iP' STTex From a Gulf port to Beirut, Lebanon, the ST Tex (Altair Steamship) will haul 23,000 metric tons of bulk wheat early next month. ST Point Julie Next month from a Gulf port to both coasts of India, the YZ' Point Julie (Birch Steamship) will carry 22,679 metric tons of bulk soybean oil. SS Mary From a Gulf port in the beginning of July, the SS A/r// r (Marlin Steamship) will sail to Beira or Nacala, Mozambique or Dar es Salaam, Tanzania carrying 14,250 tons of bagged fertilizers. FLAG SS Jeff Davis, Robert Toombs, Stonewall Jackson On July 1-10, the SS Jeff Davis; on July 16-25, the 55 Robert Toombs and on Aug. 1-10, the SS Stonewall Jaekson (all Waterman), will each carry 5,000 metric tons of bagged wheat flour to Sri Lanka, (Ceylon). Washington, D.C Among the 20 U.S. high school students who won cash prizes and voyages on American ships in the 1978 Propeller Club "Merchant Marine's Vital Role in the World of Commerce" essay contest, are four students who will ride SlU-contracted vessels this summer. The SlU companies are on the deep sea. Lakes and inland waters. These four winners, and the companies and Propeller Clubs sponsoring them are: • Jack James Carrell Jr. of Bogalusa, La. and the New Orleans Propeller Club Seventy-one cents of every dollar spent in shipping on American-flag vessels remains in this country, making a very substantial contribution to the national balance of payments and to the nation's economy. Use U.S.-flag ships. It's good for the American maritime industry, the Ameri­ can shipper, and America. iSIUIlBillHIIIIIK Jimmy Carter Says Hi Y'Aii to Seafarers on Nigerian Trek \ I! •K President Carter (center) comes down the gangway of the SS Delta Paraguay in Lagos, Nigeria after he and Mrs. Carter personally greeted each Seafarer aboard. Leading a tour of the ship is Capt. Frank Verner (left). In front is a Secret Service operative. Delta Line's containership SS Delta Paraguay eases out of New Orleans Harbor down the Mississippi enroute to Lagos, Nigeria where President and Mrs. Jimmy Carter visited the vessel on Apr, 2. Accompanying the ship is the TugJames E. Smith (Cresent Towing). On the levee are barges of Orgulf Transport and the Coal Barges Co. Deposit in the SlU Blood Bank— It's Your Life June 1978 / LOG / 15 �B5 Algerian Ship Rams Yellowstone; 1 Dead, 4 Missing Peter Shaughnessy William S. Karaba missing missing An aerial photo snapped by the British Naval Air Force shows the ST Yellowstone (Ogden Marine) a short time after she was rammed by the Algerian freighter SS Ibn Batoutn on June 12 leaving the Straits of Gibraltar. The crash killed five and injured three crewrnembers of the Yellowstone. She sank the next day in the Med, A Seafarer was killed, four crewmembers arc missing and presumed dead and three were injured when the Sll'-manned ST Yellowstone (Ogden Marine) was rammed portside in the engine room by the 7,435 dwt Algerian freighter SS Ihn Batouta. It happened midday in thick fog and calm seas on June 12 just 14 miles southeast of the British crown colony of Gibraltar in the Straits. The Yellowstone, carrying grain, sank while being towed the next afternoon in 3,800 feet of Mediterranean waters 77 miles southeast of Gibraltar. Dead is Messman Donald C.^Whitev" Tucker, 45, of River Rouge, Mich. Mis­ sing and presumed dead are C hief Elec­ trician Peter K. "Red" Shaughnessy, 55, of Brooklyn, N.Y.; Wiper Garter Lane, 36, of Hot .Springs, Ark.; OS William S. Karaha, 26, of Ashland, Wise, and 3rd Engineer George Wright, 66, of Seattle. Injured and flown by a British Navy hel­ icopter to the Gibraltar Naval Hospital were AB Jerry M. Ea Duke, 37, of De­ troit; 3rd Cook Robert E. Cotton, 50, of Mobile and one of the ship's 3rd mates. The Algerian vessel suffered damage to her bow but reported no casualties. Injured AB Jerry M. La Duke (front stretcher) and 3rd Cook Robert L Cotton (rear stretcher) of the Yellowstone get medical attention from doctors and attendants before being taken to the Royal Naval Hospital at Gibraltar. 16 / LOG / June 1978 She sailed under her own power to the Algerian port of Oran. All 36 survivors of the Yellowstone were taken off by ships of the British Navy. Seafarer Spolios J. Kosturos was on the deck of the Yellowstone in cool weather with the ship's foghorn blowing when he said he saw the Algerian freighter come out of the fog about 100 yards away bear down on his ship. He said he couldn't tell how fast the Ihn Batoiita was moving. When the Algerian ship's bulbous bow sliced 25 feet into the port side of the Yellowstone, she trapped the dead Donald G. Tucker Carter Lane missing dead and missing in the engine room, in the messroom and in the foesle area. In Gibraltar the next night. Seafarer Robert Lang telephoned his wife, Joan, in Chester, Pa. He told her he had to climb out over the engine room boilers and steam pipes to escape the engulfing waters which put the engine room under­ water in 4 to 5 minutes. First on the crash .scene within min­ utes were the British submarine HMS Finwhale and the frigate HMS Aurora which put damage control teams on the Yellowstone. Later the frigate took off the first 19 survivors from the Yellow­ stone. AB Benjamin E. Fowler of Hous­ ton said the A urora crew also gave them survival kits with British Navy hats, sweaters and tennis shoes. The crash impact was so great that the two vessels were locked together. Dur­ ing the night strong westerly winds and current drifted the ships eastward. They were pulled apart by the Royal Mari­ time Auxiliary tug Cyehne. The Yellowstofie was lowed toward Gibraltar but in 30 minutes she started to take on water. Her SlU skeleton crew, led by Recertified Bosun Arthur Harrington and 2nd Electrician Thomas Berry, were taken off the sinking ship onto another tug. The towline was cut and the Yellow­ stone plunged by her stern and sank. The Yellowstone had taken on her cargo of wheat in the Lakes port of Duluth, Minn, and some of her crew at SlU Lakes Headquarters in Algonac, Mich. British Navy helicopter flight personnel take hurt Seafarer Jerry M. La Duke (in stretcher) of the Yellowstone off the chopper to a waiting naval ambulance. The plane flew the injured off the frigate HMS Aurora. �National Maritime Day Honors America's Merchant Seamen • 1 « V •. • a _ National Maritime Day has been an annual, American tradition since its observance was declared by law in 1933. The day was chosen to mark the 1819 transatlantic crossing of the SS Savan­ nah—the first transatlantic crossing by a steamship. But it is also a day honoring achievements of merchant seamen. SIU members joined representatives of the maritime industry and govern­ ment spokesmen on May 22 for the Port of New York-New Jersey National Maritime Day ceremonies. Similar cere­ monies were held in ports throughout the country. Thousands of people filled the sunny _ _ _ plaza of the World Trade Center to hear speeches and presentations honor­ ing the American merchant marine. Tributes to maritime included a musi­ cal salute to the seagoing past and a wreath ceremony in memory of those who gave their lives serving the mer­ chant marine. SIU Executive Vice Presi­ dent Frank Drozak represented the Union, which was among the sponsors of the wreath. Maritime Day is both a colorful and a solemn occasion. It honors the import­ ance of the American merchant marine in the nation's history and it's also a gesture of support to today's maritime industry. SIU Executive VP. Frank Drozak (second from right) joins representatives of other maritime organizations and three clergymen in dedicating a wreath to the men who died while serving the merchant marine. The U.S. Merchant Marine Academy Regimental Band entertained spectators at the World Trade Center plaza as part of Maritime Day ceremonies. Seafarers Recount Yellowsfone Tragedy on Arrival in States JFK AIRPORT, N.V.—"If I hadn't been working overtime aft," A B Marcelires Mejaries told the Log here on June 16, "my life would not have been saved when the ship hit." He explained that his roommate, OS William S. Karaba, one of the missing, was sleeping in his focsle at the time. "3rd Cook Cotton." despite leg injuries, "tried to get my shipmate out," the Seafarer added. Later Mejaries said, he crossed over Saved by a heroic shipmate is Wiper Henry Kozlowski. to the Algerian ship to ask for radio help of the captain. The AB congratulated the officers and crew of the Royal Navy for their rescue efforts. 2nd Electrician Thomas Berry of Goodsprings, Ala. said he was working on deck at the time of the impact. He later dove down into the flooded engine room searching for survivors but found none. He reported that the Yellowsione crew sent a cablegram of thanks to the HMS Aurora for their aid. Another survivor. Chief Steward Francis E. Smith of Baltimore said, "the cook (Cotton, who was injured) and the messman (Tucker, who died) were in the messroom setting up the tables for dinner when the ship hit." He declared that "in another 15 minutes most ofthe crew would have been in the mcsshall eating." Oiler Wilbur M. Gee of Nederland, Tex., who was on deck watch taking readings at the crash, cited FOWT Rob­ ert Lank for his heroic leading of Wiper Henry Kozlowski out of the underwater engine room to safety. Kozlowski said, "I was on duty and I blacked out. I had trouble getting up the ladder. The pa.ssageway was blocked. I then met Lank Hero Seafarer Robert Lank (right) gets a warm welcome home from his wife, Joan at the airport. who helped me climb up over the steampipes." Seafarer Gee also said he was on the main deck pa.ssageway after the collision when he saw AB.Icrry La Duke, with his head bloodied, fall to his knees. "I gave him a lifejackct before he was taken to the hospital. At the same time I .saw the 3rd mate was Put on the deck, too. I put my own lifejacket under his head." AB Marcelires Mejaries tells of his es­ cape from death. June 1978 / LOG / 17 �U.S.C.G. Finds 50% Deficiencies on Liberian Ships More than half of all Liberian and Panamanian-flag tankers entering American waters possess some sort of mechanical or structural deficien­ cies. These inadequacies endanger the safety of the ships' crews, the safe operation of the vessel, and the environment of our c^oastal waters. This disturbing fact about flag-ofconvenience tankers comes from a statistical breakdown of the Coast Guard's 1 '/4-year old Foreign Tanker Boarding Program. The Guard began this program of boarding and inspecting foreign tankers as the direct result of a rash of flag-of-convenience tanker acci­ dents in U.S. waters in late 1976. The Coast Guard publication. Proceedings of jhe Marine Safety Council, points specifically to the tragedies of the Liberian-flag tankers Sansenina and the Argo Merchant in December 1976 as the immediate reasons for beginning the program. The Sansenina blew up in Los Angeles harbor killing six, injuring 58, and dumping 20,000 gallons of bunker oil into the harbor. . The Argo Merchant went aground off Nantucket Island spilling 7.3 mil­ lion gallons of fuel oil into the Atlan­ tic. It was the worst spill ever in American waters. In the first year of the boarding program (January 1977-January 1978), the Coast Guard examined 2,710 foreign tankers in U.S. coastal waters as well as at ports in Puerto Rico, Hawaii, and Alaska. Of these, 991 were Liberian flag tankers which were found to have a total of 3,033 deficiencies of some kind. rLETTERS L TO THE EDITOR j The Coast Guard inspected 189 Panamanian vessels which carried 447 deficiencies. The Greeks didn't do too well either. The Coast Guard boarded 374 Greek tankers finding 1,660deficien­ cies. Overall, the Coast Guard found an incredible 7,188 deficiencies in the foreign vessels inspected in 1977. A breakdown of the types of problems found on these vessels is as follows: • 2,764 deficiencies in cargo vent­ ing systems. These included defective or missing pressure/vacuum valves as well as wasted and holed vent pip­ ing and vent masts. • 1,294 defects in cargo pipingsystems, including wasted, holed, and leaking pipes in both the bunker fuel and cargo lines. • 858 inadequacies in the cargo handling equipment. These defects included inoperative or excessively leaking cargo pumps; leaking steam piping to the cargo pumps; inopera­ tive and leaking cargo valves, and faulty stripping pumps. • 593 defects in fire protection sys­ tems including such dangers as in­ operative fire pumps, missing fire hoses and extinguishers, and inoper­ ative sprinkler systems. • 737 violations in the pumproom. These included inoperative bilge pumps; defective watertight doors, and missing or holed ventila­ tion supplies and ducts. • 183 structural deficiencies, including cracks in the bulkheads between pumproom and cargo tanks and pumproom and engine room; defective watertight doors leading to the deckhouse, and cracks in the main deck and superstructure bulk­ heads. There were also many other deficiencies found in the Coast Guard sweep. These included 727 defects in the ships' navigation equipment. They also included defective ship ventilation systems, and missing lifesaving and other crew safety equipment. Looking at these statistics, it's easy to see that these are by no means minor violations. They are LOG ftehab Program at Galveston I was happy to see in the March 1978 issue of the Log a story noting that the USPHS hospital in Norfolk now has an alcohol detoxification program with another set up at Staten Island. The story also mentioned that programs are currently available in San Francisco and Baltimore. But the story failed to mention the program at the USPHS hospital in Galveston. The program at the USPHS Hospital in Galveston started in July 1977. It is a 30 to 60 day program (depending on the needs of the patient) consisting of detoxification followed by a period of intensive treatment and reha­ bilitation. Originally .set up to accommodate 10 patients, there is almost always from eight to 12 active in the program. To date, we have seen close to 100 people, some of them members of the SIU Brotherhood. So far we have not had to turn anyone away that was seeking help for their alcohol problem. We need as many programs as possible to treat seamen suffering from alcoholism, and we need to let the seamen know about these programs. Between your program and ours, plus the others currently operating and planned, we can reach more of the seamen wherever they may be found. Sincerely, Larry J. Marwedel Director, Alcoholic Treatment and Rehabilitation Program, Department of Health, Education and Welfare. 18 / LOG / June 1978 iwn», 197S serious and basic defects in vessels that can, and have, caused major collisions, spills, and explosions in U.S. waters and harbors. Up until they began their board­ ing program, the Coast Guard said that "a foreign flag tanker having the necessary certificates and being from a nation signatory to the international convention for vessel safety has been largely exempt from domestic regulation." Even now, though, with their boarding program, the Coast Guard can do little more than issue deficiency letters to the master. However, with U.S.-flag ships, the Coast Guard exerts strict safety control and oversight on the vessel from its blueprint stage, through construction, and throughout the ship's sailing life. The Coast Guard does this "to insure that the ship is in compliance with applicable federal regulations and international agree­ ments." Very simply, U.S.-flag tankers are among the safest sailing in U.S. waters in respect to crew, environ­ mental, and operational safety. Unfortunately, U.S. ships carry only 3.5 percent of America's huge imports of foreign oil. Flag-ofconvehience ships carry more than 50 percent. It should be obvious to everyone, especially Congress, that this ineq­ uity in U.S. vs. foreign ships has placed America's coastlines and harbors in a great deal of environ­ mental danger. The SIU feels that the only logical answer is to cut down on the use of foreign-flag vessels plying our waters. That means oil cargo prefer­ ence legislation for U.S. ships. The SIU has been fighting for such legislation for nearly two decades. The next time this bill is brought up we sincerely hope that Congress takes note of the serious safety problems that exist in Ameri­ can waters today. In the meantime, we hope that America's coastal environment is not irreparably scarred by another incident involving a flag-of-conven­ ience vessel. Official Publication of ti>s Seafarers International Union of Nortti America, Atlantic, Gulf, Lakes and Inland Waters District; AFL-CIO Vol, 40. No. i Executive Board Paul Hall President Frank Drozak Executive Vice President Earl Shepard Vice President Joe DiGiorgio Cal Tanner Secretary-Treasurer Vice President ey Williams Lindsey Vke President irrnTTry;-. lunimssl Marietta Homayonpour 339 Editor-in-Chief James Gannon Managing Editor Ray Bourdius Marcia Reiss Edra Ziesk Assistant Editor Assistant Editor Assistant Editor Frank Clanciotti Dennis Lundy Chief Photographer Associate Photographer Marie Kosciusko George J. Vana Administrative Assistant Production/Art Director Published monthly by Seafarers International Union, Atlantic, Guif, 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. �Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO Xgv JUNE 1978 Debate On the Maritime Authorization Bill Congress Affirms 1970 Merchant Marine Act; Authorizes Subsidies For '79 Maritime Program In the April issue of The Log^ we reported on the passage of the Maritime Authoriza­ tions Bill for fiscal Year 1979. In this special supplement, we are reprint­ ing the actual floor debate on this bill as it was reported by the Congressional Record. We think you will find this both interesting and informative. Also in this special report, is a breakdown on the amendments offered by Congressman PaulMcCloskey (R-Calif), shoiving how they would have seriously damaged the intent of the Merchant Marine Act of 1970. * * * On May 23, fhe House, by a vote of 326-82, overwhelminglv passed the "Maritime Appropria­ tion Authorization Act for 1979." This legislation which authorizes the monies necessary to carry out certain maritime programs of the Department of Commerce provides the following: $157 million for construction differential subsidy: $262.8 million for operating differential subsidy: $17.2 million for research and development: $24.6 million for maritime education and training ex[)enses; and $34.8 million for the reserve fleet and for other op­ erating expenses. The legislation also raises the Title XI Mortgage Guarantee Program from $7 billion to $10 billion. Public Law 469, passed by the 91st Congress and •r • " V r-j ^ United States of America Vol. 124 Merchant Marine Act of 1970 • signed into law on October 21, 1970, amended the Merchant Marine Act of 1936. This law is com­ monly known as the Merchant Marine Act of 1970. The purpose of the 1970 Act was to rebuild the American shipping and shipbuilding industries and to increase the carriage by American shi{)s of U.S. commerce. At the same time, the 1970 Act was to bring about various refinements in the administration of our national maritime policy . The annual Marad authorizations approved by Congress reflect tbeir understanding tbal these CDS and ODS funds are necessary for the const riiction and operation of .a modern, privatelv-owned, U.S.-flag fleet. The construction differential subsidy (CDS) is based on the difference between United Slates and foreign shipbuilding prices. The subsidy is paid to the yard so that the eOst of the vj^ssel to the [I..S. purchaser is the same as if he bought the vessel from a foreign yard. Before 1970, CDS was gen­ erally limited to liner vessels. . Since 1970, CDS can he a[)plied to all types of qualified U.S.-flag vessels engaged in onr foreign trade. In 1979, the $157 million reipiest, cou[)led with an unexpended balance from prior fiscal years, will support the const ruction of six modern, sophis­ ticated vessels in U.S. shi{)yards—two containerships, two roll-on/roll-off ships and two UNO carriers. The operating differential subsidy of $262.8 million will be paid to American ship operators in order lo promote the maintenance of a U.S. merehatit fleet capable of providing essential shipping service. ODS is an important means of Federal sup­ port for continuing compelilive operations of the U.S.-flag merchant fleet in the foreign trade of the United States. Continued on Page 20 (Eongrcssional Hccord PROCEEDINGS AND DEBATES OF THE ^5 CONGRESS, SECOND SESSION No. 77 WASHINGTON, TUESDAY, MAY 23, 1978 THE MARITIME APPROPRIATION AUTHORIZATION ACT FOR FISCAL YEAR 1979 Mr, MURPHY of New York. Mr. Speaker, I move that the House resolve itself into the Committee of the Whole Hou.se on the State of the Union for the further considera­ tion of the bill (H.R. 10729) to authorize appropriations for the fiscal year 1979 for certain maritime programs of the Department of Commerce, and for other purposes. The SPEAKER pro tempore. The que.stion Ls on the motion offered by the gentleman from New York (Mr. Murphy). The motion was agreed to. IN rilF COMMIT! FF OFTHF WHO! F Accordingly the House resolved itselfinto the Committee of the Whole House on the State of the Union for further consideration of the bill H.R. 10729, with Mr. MOAKI FV in the chair. The Clerk read the title of the bill. The CH.AIRMAN. When the Committee rose on Mon­ day, May 22, 1978, all time for general debate had expired and the bill had been considered as having been read and open to amendment at any point. Are there anv further amendments? Lobbying • • • Mr. McCLOSKEY, Mr. Chairman, I offer an amend­ ment. 1 he clerk read as follows; Amendment offered by Mr. M( CT.O.SKFY: On page-2, at the end of line 19, insert after "Defense;" "Provided further. That no funds authorized by this paragraph may be paid for any item of wage costs that is paid to the Transportation Institute, the Joint Maritime Congress, or the American Maritime Officers Service, or to any other organization which engages in lobbying activities." Mr. McCLOSKEY. Mr. Chairman, this is a simple amendment. As the committee knows, the nearly $.100 million that we pay in operating siibsidides goes to remedy the differences in wages between U..S. seamen and their foreign counterparts, so that if a U.S. .seaman earns $20,000 a year and a foreign seaman earns $8,000 a year, the $12,000 difference is paid to the company out of funds of the Treasury of the United States to make up that balance. This amendment is simple. All it does is prohibit any of these taxpayers' funds being paid to organizations which engage in lobbying activity. Mr. Chairman, I have with me the report to the Federal Election Commission la.st year, indicating that on the maritime bill, the cargo preference bill, a contribution was made of $50,000 from the Transportation Institute and Continued on Page 20 June 1978 / LOG / 19 �IConarraonaCRccord United Siuci yAacricn Voi. 124 ^ PROCEEDINGS AND DERATES OF THE 95 CONGRESS. SECOND SESSION WASIflNCTON, TUESDAY, MAY 2\, 1978 No. 77 Continued from Page 19 $100,000 from the Joint Maritime Congress. When we ascertained that these two agencies funded by the maritime unions had made $150,000 in political contribu­ tions on the cargo preference bill, we asked the Maritime Administration how much those agencies had received from the wage subsidy program. The response from the Maritime Administration was that on the basis of an estimate, the Transportation Institute would have received an estimated $30Z000 in calendar year 1977 for operators receiving an operating differential subsidy. What that means is that the unions and management of the subsidized maritime companies negotiate as part of the wage cost, the unions will receive these contributions from management to the Transportation Institute and the U.S. Maritime Congress, and that those agencies can then turn around and use those public funds to lobby on bills before this Congress. Mr. Chariman, if we want to squarely face tlie issue of public financing of campaigns, I suppose we might justify taxpayers' dollars going to agencies that then engage in lobbying. But I do not think we can justify singling out this industry to allow unions to negotiate that management will contribute funds from the taxpayer that will then be used for lobbying expenses. The amendment is simple. It merely provides that no funds authorized by theoperatingsubsidiescan beusedtobe paid to the Transportation Institute, the Joint Maritime Congress, or to the American Maritime Officers Service, or to any other organization which engages in lobbying activities. If those agencies wanted to engage in lobbying activities, they would be cut off from subsidy funds. If they wanted to end their lobbying activities, then there would be no problem with respect to their receiving these funds. Mr. MURPHY of New York, Mr. Chariman, I rise in opposition to the amendment. The amendment offered by our colleague, the gentleman from California (Mr. M( CI"SKI Y), very cleverly impinges upon the collective-bargaining proce.ss. Legislative Support for U.S. Maritime Though Congrr-^snian Pant N. Mettiostn'v, Jr. oj ( 'aiifonua is a mi'intwi of the House Merehant Marine and Fisheries Committee, he is an opjnment of organ­ izations that promote the C.S. maritime industry. In an attacli on organizations such as the American Mfiritime Officers Serrice, the J oint Maritime Congress and the Transfxn tation Institute, McCloskey submitted an amendment that would have stopped federal .sup­ port payments to companies that take part in groups that supjrort the maritime industry. Congressman John M. Murphy of New York, chair­ man of the House Merchant Marine and Fisheries Committee, told House members that no such restric­ tions exist in other subsidized industries—in the air­ line, agricultural or any of the other long list of industries. "The steamship companies aregetting the (support) funds to operate .vo that the United States can compete with ichat ice might virtually call foreign slavejabor, as ice have seen in the case of controlled carriers," Murphy declared. He noted that less than 3 per cent of the contribu­ tions to the Tt ansportation Institute, for example, come from firms receiving federal support. Very clearly, what we are dealing with is the fact that the operational differential subsidy funds are paid to a steamship company. The steamship company then pays its employees. I he employees then contribute to a fund, and that fund, in turn, then goes to the Transportation Institute, to the Joint Maritime Congre.ss, and to the American Maritime Officers Service. Mr. Chairman, we tried to build a hearing record to substantiate, in some degree, whether or not there was a direct subsidy paid to maritime labor. In effect, we could not establish that link. Therefore, we went to the Maritime Administrator, and I would like to quote the following, which I think places in perspective precisely what this amendment is. The Maritime Administrator said as follows; "Clearly, these organizations have sufficient funds from non-subsidized sources to have made the transfers to the U.S. Maritime Committee, in the case of the Transportation institute, about 40 times that amount, and in the case of the Joint Maritime Congress, mure than 6.times the amount. 20 / LOG / June 1978 "Based on these estimates, we are not aware of any law which prohibits these contributions to the U.S. Mai^ime Committee. "However, it is important to bear in mind tbat the receipt of Federal subsidies, whether by tbe maritime industry, airlines, agriculture, or any of the other long list of industries does not bring with it a prohibition from the freedom to engage in legitimate political activity." Mr. Chairman, I think the significant thing is that there is a bona fide collective-bargaining process between mari­ time labor and maritime management. Here we are trying to write into law restrictions and impingements on that collective-bargaining process. Mr. Chairman, I would think the committee, in its wisdom, would rqject this amendment. Mr. McCLOSKEY. Mr. Chairman, is the gentleman suggesting that the collective-bargaining process should permit a union to negotiate for the receipt of public funds to be used for the lobbying process? That is what happens here. Mr. MURPHY of New York. I just pointed out to the gentleman that there are sufficient funds, 40 times enough funds to one of these organizations, one for example, 6 times enough funds to another of these organizations, coming from the nonsubsidized wages. Mr. McCLOSKEY. Then why do they need funds from the Government? Mr. MURPHY of New York. They are not getting funds from the Government. The steamship companies are getting the funds to operate so that the United States can compete with what we might virtually call foreign slave labor, as we have seen in the case of controlled carriers, with respect to that portion of the fund. I do not see how we can favor programs to support these institutions when there are sufTicient and substantial other funds to draw from for the operation of these organizations. The CHAIRMAN. The question is on the amendment offered by the gentleman from California (Mr. MCCLOSKEV). The question was taken; and the Chairman announced that the noes appeared to have it. Mr. McCLOSKEY. Mr. Chairman, I demand a recorded vote. A recorded vote was ordered. The vote was taken by electronic device, and there were—ayes 168, noes 227, not voting 39. So the amendment was rejected. The CHAIRMAN (Mr. MOAKIEV). Are there any additional amendments? Continued on Page 21 MARAD Authorizations FY 1979 Continued from Page 19 riuHarge.sl pari of operaliiig coslsgo to offset the difference between United States crew wages and those of low paid foreign crews. ODS also covers such major items as maintenance and repair costs, IUJI! and ma(diincr\ insurance and protection and ind(;mnit\ insurance. 'flic objecti\('s of the research and development programs of Marad are to develop methods, svstems and eipiipment to improve productivity and opmating elliciency -in the U.S. shipbuilding and operating industries, it consists of four programs; a) advanced ship development; b) advanced ship operations; c) maritime ri!search; and d),advanced maritime technologv. in addition to providing funds for maritime edu­ cation and training and funds for the reserve fleet, the legislation raised the Title XI guarantee from S7 billion to $10 billion. This program, established in the Merchant Marine Act of 1936, provides the full government faith and credit guarantee needed by vessel owners to obtain commercial financing for ves.sel construction. The primary purpose of Title .XI is to promote the growth and modernization of all segments of the U.S. mercl^ant marine. The Title XI program has been a successful pro­ gram for many years—it operates at no cost to the gover nment. This amendment does not involve the appro[)riation of funds. The amounts stated in the amendment are just ceilings which mav be used to guarantee mortgage insurance for the construction of vessels. The Senate, which passed a similar bill on April 24, concurred in the Hou.se amendments—which means that no conference will be. necessary. The legislation is now awaiting the President's signature. f': ^ "• •> •Vf ZC v.:,' -...y - �rswsi-*^~ MARITIME TRAINING • • • Mr. McCLOSKEY. Mr. Chairman. I offer an amend­ ment. The Clerk reads as follows: Amendment offered by Mr. MCCIOSKF.Y: On page 2, at the end of line 19, insert after "Defense;" "Provided further. That no funds authorized hy this paragraph may he paid for any item of wages costs that is paid for the training expense of new entrants into the maritime industry." i.Mr. MCCLOSKEY. Mr. Chairman, this amendment addresses a situation which 1 think is unique in the United States. Under this authorization bill we have funds to fund the Federal Maritime Academy at Kings Point with over 1,000 students, at Federal expense, that we graduate to serve the U.S. maritime establishment. We also furnish, under this bill, assistance to six State schools which graduate students for the maritime service. But in addition to the Federal funding of State and Federal academies, a single union, the Marine Engineers Beneficial Association, has been powerful enough in its negotiations with the subsidized liner companies to require that as part of the wages paid to marine engineers there be a payment in excess of S2 million a year toward the operation of a private school for marine engineers operated bv the union. Now. so far as 1 know, the Congress does not ordinarilv intrude in the collective bargaining process, but where a Maritime subsidy, as in this cas-e. is paid solely for the differential in wages between American seamen and foreign seamen. I know of no similar situation in the country where the collective bargaining process is allowed to impose a direct expense on the American taxpayer. Note that there is no ceiling if this procedure is permitted. If we will fund whatever union and management should negotiate as an increased cost to the American taxpayer, then under our law the Government will pick up that excess cost. This amendment really provides that no part of the Federal subsidy should be paid for the operation of a private school. The school involved is the Marine Operating Engineers' School operated by Jesse Calhoon. Jesse Calhoon is the same individual referred to in that confidential memoran­ dum to the President last year on the cargo preference bill, stating that the sole reason for the administration's support of the. cargo preference bill was because of the President's obligation to Jesse Calhoon. Now. Mr. Calhoon is an estimable gentleman and he may run a fine school and a strong union; but this is a school which is not accountable to the Congre.ss of the United States for its operation, for its efficiency .or the quality of its graduates. If it is to be a federally funded school, it should be considered by the Congress and we should fund it by direct funding. Here we are indirectly funding the school by not challenging the process where these funds are paid over for its operation. Mr. MURPHY of New York. Mr. Chairman. I rise in opposition to the amendment. This amendment, of course, is directed at really hurting the nonsubsidized American carriers. Here we have one school where new entrants come into the maritime industry, where new personnel are trained, and that is the Marine Engineers Beneficial Association Academy. But who pays for it? All companies with a collective bargaining agreement with the MEBA. subsidized companies and nonsubsidized companies. This amendment, in effect, would prohibit the subsidized companies from paying their fair share of the only input of trained personnel to this industry. Now, the gentleman claims the Congress of the United States has nothing to say about the standards of this school. We do. Every graduate before he goes into this industry must be certified by the U.S. Coast Guard, whose regulations come from the law that we establish here in this Congress. This is a vital and a necessary element of maritime labor. To saddle only the nonsubsidized companies withpayingfor this. I think, is an infringement on this industry. I think all elements of the industry should certainly bear their fair share of the costs for this school. I hope the House will reject the amendment. Mr. McCLOSKEY. Mr. Chairman. I think the gentleman is in error on one point. This amendment will not prohibit the subsidized companies from paying what the unions require them to pay toward the support of the school. What it will do is provide that these moneys will not be paid out of Federal funds. It will Just deny to the subsidized companies Federal reimbursement for funds contributed toward that school. The CHAIRMAN. The question is on the amendment offered by the gentleman from California (Mr. McCi SOKFV). Mr. McCLOSKEY. Mr. Chairman. I demand a recorded vote. A recorded vote was ordered. The vote was taken by electronic device, and there were— ayes HI. noes 289. answered "present" I. not voting 33. So the amendment was rejected. AMENDMENT WITHDRAWN Mr. McCLOSKEY. Mr. Chairman. 1 offer an amend­ ment. The clerk read as fellows: Amendment offered by Mr. Mr. Mt Ci OSKEY: On page 2, at the end of line 19, insert after "Defense;" "Provided % John Vliirphy (I).-N.Y.) further. That no funds authorized by this paragraph may be paid to compensate for the wages of those members of the crew of any, vessel that arc greater than 50 percent in excess of the minimum manning scale established for the vessel by the I'nited States Coast Guard;", Mr. McCLOSKEY. Mr. Chairman. 1 ask unanimous consent to withdraw the amendment. Tbe CHAIRMAN. Is there objection to the request of the gentleman I'rom California? There was no objection. OPERATING SUBSIDIES Mr. McCLOSKEY. Mr. Chairman. I offer an amend­ ment. The clerk read as follows; Amendment offered by Mr. M(CIOSKI^: On page 2. at the end of line 19, insert after "Defense;" "Provided further. That no funds authorized by tbis paragraph may be paid under tbe terms of any future operating differential contract wbicb bas a duration greater than one year;". Mr. McCLOSKEY. Mr. Chairman, for the benefit ofthe members of the committee who are not familiar with the details of the operating subsidy program, it is a program Coiifiro.ssinaii John Murphy (D-N.Y.) . . this siihsidy prop^rani hos uvrouutvd for the most viable, innovative and healthy seffment of the U.S.-flag merchant fleet ami tve must continue it . . "The Title Xi guarantee program has for many years been a very surressful prttgram, operates at mt cost to the government, and currently has a profit of about $150 million in the Federal ship financing fund." under which we pay the differential in wage costs of American seamen as between our wages and those of competing foreign seamen. The meaning and the purpose of this program is that American ships should be able to operate in competition with foreign ships which pay their seamen much lower wages. For example, if a Greek seaman earns $8,000 a year, and an American seaman earns 520.000 a year, the Federal Government will pay to the subsidized companies the difference of $12,000 as it is paid out over the year. Thus we pay that portion of American seamen's wages nece.ssary to permit American ships to compete with foreign ships. What this amendment seeks to do is limit this year's operating differential subsidy contracts to 1 year in duration ratber than the 20-year contract which has become customary in t his industry. This year we have approximately 173 U.S.-flag ships owned by companies which will be receiving operating subsidies. Eighty of t hose ships come up . for renewal in this next fiscal year. Thus, if Congress does not act to adopt this amendment, the Maritime Administra­ tion will be authorized next year to negotiate 20-year contracts which will bind tbe Federal Government to pay over a period of 20 years some $3.1 billion'a? a charge against U.S. Treasury. Why should we limit those contracts to solely I year? Because this year, as 1 am sure the chairman will confirm, we are considering a comprehensive change in U.S. maritime policy to shift away from the subsidy program tbat we have followed since 1936. to a means of protection for our shipping companies which may involve cargo protection or cargo allocation. As we sit here, the Merchant Marine Committee has befo:e it a bill to authorize closed con­ ferences. monopolies of U.S. shipping owners to require 40 percent or more of U.S. cargoes to be carried on U.S. ships. Should we adopt within the next year this monumental change in U.S. shipping policy, the operating subsidy program will be out of date, and vet we will be committed to 20 years of payment, under contract, of operating subsidies. This was one of the problems we had last year with the cargo preference bill. Had that bill been enacted, we would have given a cargo preference to some U.S. companies but others would have been receiving operating su bsidies. When we asked the U.S. Maritime Administrator how he could reconcile cargo preference with payment of maritime subsidies, he confessed they had no legal opinion which would Justify cutting off subsidies even though cargo preference were adopted. In the last year ofthe Ford administration, the budget proposal which the Ford administration was goingtosubmit to the Congress proposed to end the subsidy program in consideration of adopting some other programs and they wanted a limitation on these subsidies for I year. It seems to me in the light ofthe legislation we are now considering we should not permit this Congress to bind almost half the U.S. merchant marine to 2()-yeai contiacts. If wc proceed in this year or in the next to adopt the closed conference concept to protect our merchant marine so it would be guaranteed to carry 40 percent or more of our foreign commerce. I think the chairman will concede there is no need for subsidies. Could I ask the chairman tbat question? Mr. MURPHY of New York. Mr. Chairman, will the gentleman from California restate his question? Mr, McCLOSKEY, Mr. Chairman, the question Ls this: If we adopt the gentleman's bill now before the Congres.s, the basic ch .-ad conference bill which the chairman and I have joined in sponsoring, for discussion purposes, if we adopt the clo.sed conference bill, which will guarantee our U.S. carriers will carry 40 percent ofthe foreign commerce, will we need the subsidy program? Mr. MURPHY of iSew York. The clo.sed conference bill now before the committee would probably guarantee that the existing American-flag liners operating in their different trades would be able to stay in bu.sine,s.s. That would probably be the net effect of that legislation. What we do need, however, that we do not have currently before the committee, is a long-term cargo policy tbat this country must enter into for the long-range benefit of the American merchant marine, and at that time the need for subsidy should diminish. Mr. McCLO.SKEY. May I direct this question to the chairman: If this authorization permits 43 percent of the American liner ships to be subsidized under contracts which extend for 20 years and we do adopt the long-term cargo preference Legislative Support for Maritime Training Bv a vote of more than two-lo-one. Congress knocked onl an amendment aimed at weakening training programs that give the U.S. Merchant marine the highest-skilled seamen in the world. All comfianies, subsidized and nonsnbsidi/ed alike, make contrihnlions to a nnmher of nnions[>onsored training schools so that crewmembers will have the skills demanded to safely and effi­ ciently o[)erale their vessels. The schools have also acce[)ted the responsibility for [ireparing new seafarers so that they will (pialifv for their cer­ tification from the Coast Cnard. The amendment wonid have [irohibited the sub­ sidized lines from paving their fair share (jf the operating costs of the training schools. June 1978 / LOG / 21 m �UailcU State* f^Amtrin V»/. Conarcssional'Record if, PROCEEDINGS AND DEBATES OF THE 95 CONGRESS. SECOND SESSION WASHINGTON. TUESDAY. MAY 2J, 1978 No. 77 policy that the chairman is advising, is it not correct that we will then have to take steps to try to terminate the very subsidies which we are authorising for 20 years today? Mr. MURPHY of New York. Yes, certainly. We are really dealing with two "subsidies in terms of current policy. We are dealing with an operational subsidy that is of 20 years duration. This Is tied to a ship con.struction subsidy which, of course, is the 20-year life of a ship. These two go hand in hand with guarantees to the investment market in support of these programs. If at some time the Congress in its wisdom should pass a Cargo policy which states that in less than 20 years, perhaps 10, perhaps even 5, that we do not need the subsidy program, then at that time the Congress could terminate those 20-year contracts. Mr. McCLOSKEY. But is it not true that once you enter a contract the Government is obligated, so that if we wanted to terminate the contract in 3 years hence we would not be able to do so unless the Maritime Admini­ strator writes into the contract some sort of provision that upon adoption of a new law the contract can be terminated? Mr. MURPHY of New York. 1 think that the question of a change in maritime policy was dealt with when we enacted the 1970 act into law and, of course, the Congress has the power to make changes and recapture, as the gentleman knows. I think we probably could alter those contracts on an equitable basis. Mr.McCLOSKEY, Is the gentleman saying that we could instruct the Maritime Administrator starting September 30, if we are close to adopting this policy, that contracts he might enter into should be subject to the accommodation of a limitation in the event we adopt a new law? Mr. MURPHY of New York. I thinkthat language would have to be justly-and fairly tied to a proper understanding HowSubsidyCutsWould Have Affected SIU Vessels, Jobs Had Ht'p. McCloskey's floor amctidmciils lo the Maritime .Aiiproiirialion Aiilliori/alioii .Ail of 1079. Iierii ap[»ro\(;d, .SH -manned vessels and jobs would have lieen affected in the following manner: (The figures shown reflect an approximate statistical analvsis.) • AMIvNDMKNT—h'/imiiuitr SI02 million for tiro li\(i t rrirr.s lliol liarr no roliir to the Drfrnsc I'istohlislimrnl. This .imendment would ha\e jeopardi/ed the future of the If) i,i\(] \ essel> currentl\ under construction in .American shipvards. plus the two projiosed I.\(I ships requested in the I'A 1979 Authori/ations. \|1 hut two of these vessels are. or will he. manned h\ .SIT crewmen, rin' total nund)ei- ol johs which could ha\(' heeii eliminated h\ this amendment is .3.32. • AMTM)Mlv\'r^—hiniit oprratina .w/h.wW) rrnrinils to I vriii /cim.s. prnilinp ronpirssional reririr ol niaritime polirv. iroid irrrrorahh- romniitrncnl to o $1.2 hillion ontlov orrr t/ir nr.\t 20 w,-//.* irltrn irr rcrv irrll irnnt to rrplacr the v///>.wV/\ proi>;rani iii h o nnr (•orp;o polirv. Delta Steamship Tines. Inc. operates 1 1 vessels under the current OD.S program, wlule \\ atermati .Steamship (Corporation o|)erates If). Both ol these companies, operating in the liner trades, would have almost certaiuK heen affected hv Mcflloskev s proposed unendment. The total .SIT uidicciised crewmen aboard these 27 \cssels w hose johs would have heen in peril is .53f). There are six SIT companies ciiirently operating ut)der OI)S in the worldwide hidk trade. Because these ODS contracts are renewed at shorter than 20-vear intervals, it is uncertain whether any. or all of the total of 12 vessels with ap[)roximatel\ 204 utilicensed .SIT crewmen would have heen lost. • AMK.NDMI'TVr—I'.liminotr o SI hillion incrensr in ship morti^om' ptnarantrc anthoritv nhirh is ojiposcd bv the odniinistration. Tailure to im|ilet)ient the Title \1 ceiling from $7 hillion to .SIO hillion woidd [irevent the Title XI progratTi from effectively continuing. Since the Mer­ chant .Marine Act (d 1970. ap|iroximatel\ SO hillion in new Title \I commitments have heen issued covering 71 cargo vessels. .1.") tankei-. T") hulk carriers. IB TXfTs. I ..">2.0 river t ugs and barges. 220 oceangoing I ngs and barges, and 151 drill vessels and drill service V e'-sels. Much ol the construction for which Title \I commitmetits and guarantees have heen issued is energv re­ lated. Demand for this tv pe (if coiisti uction, as well as lor other new ^hips sudi a- meeting the contract\ial rcfilaccmcnt ohligalion- for the liner vcs.-eT. i.'^ ex­ pected to continue into the I9B0 s. As indicated ahov c. current projections indicate that, il authori/ed. our total commitments would iiMch .S9.fi hillion l)v the end of fiscal year 1980. If the recom­ mended increase had not heen approved, the program would not have heen able to provide for these antici­ pated re(piiremenl>. • AMKiNDMTX T—Prohibit subsidies for the shipment of ptruin to Russia. _ If OD.S for the Bnssian grain trade had heen elin)inated. a|)[)roximatelv I.OOO.SIT crewmen aboard at least ,50 vessels could have lost their jobs. WHAT COULD HAVE BEEN* 22 / LOG / June 1978 of the long-term effect of a particular contract including precisely what it would do to the subsidized operators, and whether they could survive under any proposed new condition that we intend to impose. Mr. McCLOSKEY. Mr. Chairman, then, on that state­ ment, I would ask unanimous consent that 1 may be permitted to withdraw the amendment. The CHAIRMAN. Is there objection to the request of the gentleman from California? There was no objection. U.S. SHIPBUILDING • » • Mr. McCLOSKEY. Mr. Chairman, 1 offer an amend­ ment. The Clerk read as follows: Amendment offered by Mr. MCCCI.OSKEV: On page 2, at the end of line 13, insert after "series;" "Providedfurther. That no funds authorized by this paragraph may be paid for construction in any shipyard unless the Secretary of Commerce certifies that craft union rules or lines do not unduly prevent flexible and efficient use of the labor force;". Mr. McCLOSKEY. Mr. Chairman, the purpose of this amendment lies in a set of facts which have been recognized in testimony before theCommittccon Merchant Marine and Fisheries by every element in the U.S. Merchant Marine industry. It has been recognized by the Shipbuilders Council, the General Accounting Office, the American Institute of Maritime Shipping, and the Maritime Administration. 1 would like to call to the attention of the committee the 1970 act which this Congress enacted to try to resolve the American shipbuilding industry's dilemma. You will recall at that time we were paying a construction subsidy to U.S. shipyards of 50 percent, because it cost 50 percent more in U.S. yards to build the same ship that was being built in Japanese shipyards. But in 1970, when we enacted that act to stimulate U.S. shipyard construction, we provided, and this House voted overwhelmingly, to require that, year by year, the construc­ tion differential would be reduced to 43 percent, to 41 percent, to 39 percent, and ultimately to 35 percent. We voted in 1970 that it was the feeling of the Congress that U.S. shipyards should have an incentive to increase productivity, and that the construction subsidy rate should be steadily reduced. Legislative Support for Operating Subsidy hronomir lop:ir brought the uithdraual of an amendment that irould hare limited future operating: differential subsidies to a vear or less. (Congressman .john M. .Murph v of \eir York e.xplained the operating subsidies are tied to ronstrurtion subsidies, and that both are ba.sed on the e.vpected 20-vear life of a ship. "The.se tiro fro hand in hand irith guarantees to the in eestment market in support of these programs," Murphv said. Maritime indiistrv proponents pointed out that the pro­ posed amendment rould have destroved the most modern segment of the I .S. Merehant Marine, the liner fleet. Tliev argued that neither the operating eompanies nor the finanrial institutions rould be e.vpeeted to undertake the nere.s.sarv massive investments in neiv vessels u ithout being asifiired of continued government support through long-term contracts. In testimony before the committee, all of the maritime interests agreed that one reason that we have had to go back to a 50-percent construction subsidy is that labor practices in our shipyards are nonproductive and non­ competitive. We have a situation where, because of past management abuses, inclividuai craft unions years ago negotiated w ork rules, which, for example, may require that five unions participate one task, that four union members had to stand by. four men standing by in a shipyard, while a fift h man was called over to tighten a bolt. These work rules are admittedly archaic, and yet as long as those rules continue, we cannot compete with German yards, with Swedish yards, let alone with Japanese yards. All this amendment would do would be to require that if we are going to pay construction subsidy, the Secretary of Commerce must certify that work rules do not unduly prevent flexible and efficient use of the labor force. You may ask what example there is of this. Recently in the Seatrain Yard in New York—and the gentleman from New York is aware of this—a yard which all of us were anxious to see go back into production, the private company Seatrain said, yes. we will put the yard into production, but we would like a commitment from organized laborthat we not have to deal with six craft unions in this yard, but that we deal with only one union. It was stated to us, by Paul Hall of union labor and Joe Kahn representing Seatrain, that it was that agreement between Seatrain and one union that said, "We will �r:Tt»3L~—-• Legislative Support for U.S. Shipyards In a blatant attack on the collective bargaining processes. Congressman Paul N. McCloskey, Jr. (R-Calif.) offered an amendment that would have prohibited the payment of federal construction funds unless the Secretary of Commerce certified that traditional craft union lines "do not unduly prevent flexible and efficient use of the labor force." Several Congressmen defended the productivity of work­ ers in American shipyards, and attacked the amendment as another- bureaucratic, intrusion by the federal govern­ ment in the free collective bargaining system. Congressman Leo C. Zeferetti of New York challenged McCloskey to give an e.xample of "how the present system is inadequate." The California Republican responded by' changing the subject. Congressman John M. Murphy of New York, chairman of the House Merchant Marine and Fisheries Committee, noted that efficiency comes not icith intruding on collective bargaining agreements, but in the construction of a series of ships. "Because we are disappearing as a cargo-carrying coun­ try, we are prevented by economics from building more ships of similiar type," Murphy said. "If this Congress does not enact a cargo-preference policy so America can once again build its merchant fleet, then ive will never have the efficiencies of scale and production in those yards." represent all of the crafts," that permitted that yard to go back into operation. If the Federal Government is going to recognize the.need to maintain sliipyards, then, clearly, I think there is a responsiblity of the Government to insist that outmoded craft union rules be dispensed with. TTiat is all this amendment does. This is not an antiunion I amendment. It merely requires that work rules not unduly prevent flexible and efficent use of the labor force. Mr. JOHN L. BURTON. This sounds like amove back to the IWW to have one big union. Mr. McCLOSKEY. I would like to say to the gentleman from California, because he and 1 represent the San Francisco Bay area, that we have seen the shipyards in the San Francisco Bay area literally disappear, because craft union rules there were so bad that they could build ships in Pascagoula or Norfolk or Baltimore, or on the east coast, more cheaply because our craft union rules did not permit shipyards to compete. Mr. JOHN L. BURTON. I do not think that was the reason at all. Mr. ZEFERETTI. The gentleman gave us a fine example "in New York City of ho.w the unions work together and recreated, if you would, the efficiency that was so desprately needed. Could the gentleman give us an example on the other side of the fence how the present system is inadequate? Mr. McCLOSKEY. The difficulty with the present system is that unless someone takes a hand, the unions have been able to negotiate the requirement that there be as many as five or six craft unions working on the same task, Mr. ZEFERETTI. If the gentleman will yield further, my point is, though, that if, we are talking about collective bargaining agreements within that collective area of interunions, then we should be talking about the rights of each group working efficiently. Manning Amendment Is Withdrawn Common sense forced the withdrawal of an amendment that would have limited operating subsidies on any ship having a crew in excess of 50 percent of the U.S. Coast Guard's minimum manning scale. The Coast Guard's crew figure is based solely on the number of crewmernbers required for "safe navigation."Not included are seamen used for ves.sel maintenance, sanitation, specialized operational activities, caring for passengers, or even feeding the crew. No ship could function without this part of the crew. Mr. McCLOSKEY. That is correct. Mr. ZEFERETTI. Working toward that end. We havenot really shown any cause to change anything, because in effect what we are saying now is that we are going to build another bureaucratic level of people who will go in and become mediators to every collective bargaining contract that comes up. Mr. McCLOSKEY. That is not the purpose at all. All that is required is that the Secretary of Commerce, who pays this construction subsidy, set forth before he grants the subsidy that there are no archaic work rules that unduly prevent efficient use of the work force. Mr. ZEFERETTI. It is kind of difficult to single out what is efficient and what is not efficient when you have an intertrade type of operation. Mr. EILBERG. Mr. Chairman, I move to strike the requisite number of words. I rise in opposition to the amendment. Mr. Chairman, I have two objections to this amendment. First, the amendment's standard use of "flexible and efficient use of the labor force" is vague and could lead to arbitrary limitation of the payment of construction funds where they are most needed. Second, such a limitation on the payment of funds could have a potentially devastating effect on the cost of American ship construction, since shipbuilding by union personnel in American shipyards would be seriously impaired. Mr. MURPHY of New York. Mr. Chairman, 1 move to strike the requisite number of words. Mr. Chairman, the committee in its wisdom adopted an amendment by the gentleman from California t hat related to series construction in American shipyards. Thus, the efficiency of a shipyard is in series construction, that is, building a string of similar vessels. Now, why can we not have complete efficiency? Seventy percent of our construction in American shipyards is U.S. Navy construction. Only 30 percent is available for merchant ship construction, because we just do not have such a need under present programs. And because we are disappearing as a cargo carrying country we are prevented by economics from building more ships of similar type. In the year 1980, we will have zero ships on order in American yards. So the efficiencies on construction are really achieved when there is series construction, the construction of three, four, or five vessels of the same type in the same yard. American shipyards today are competing tremendously with each other on the very few ships that are available; so the yards basically are efficient. Where do we come in with the craft union problem? Some of our yards are very old yards. Some are new and have been tooled up recently. The gentleman from California refers to the Seatrain yard where one collective bargaining entity bargained for all craft unions, that is, for all crafts In a yard. On a national basis, we find in shipyards in the State of Virginia or in the State of Massachusetts we have many craft unions that have very successfully and very efficiently been able to bargain with management. On the west coast, we have a different problem. In the gulf we have old and established yards and once again we have the craft problems. It is not a question of crafts for efficient shipbuilding construction. Efficient shipbuilding will come on large scale and series construction. If this Congress does not enact a cargo policy so America can once again build its merchant fleet, then we will never have the efficiencies of scale and production in those yards. Cong. Leo Zeferelli Cong. Jame.^^ Ober-^lar (D-N.Y.) (D-Minn.) Mr. Chairman, this amendment should be rejected on the face of it. Mr. OBERSTAR. Mr. Chairman, IJoin in the opposition to the amendment. The gentleman from New York stated it very well. The effects of t he amendment would be harshly felt throughout the country, but basically in the Great Lakes where our shipbuilding industry is only beginning to grow in recent years. It would be very adversely affected by this amendment. Mr. Chairman, I rise in support of H.R. 10729as reported by the Committee on Merchant Marine and Fisheries, and in opposition to amendments that would further limit or restrict the construction and operating differential subsidy programs beyond those already in law or in H.R. 10729. This bill authorizes the Maritime Administration's fiscal year 1979 construction and operating differential subsidy programs enacted by Congress in the Merchant Marine Acts of 1936 and 1970. These programs implement the nationalshippingpolicy to establish and maintain a strong merchant fleet built by the United States, owned by American citizens, operated by American crews, and fully capable of serving our economic, military, and national policy requirements. MarAd's title XI mortgage guarantee program provides a major stimulus to American shipbuilding. At present, nearly $6 billion in shipbuilding is guaranteed under this program. The extension of title XI guarantees to the Great Lakes under the Merchant Marine Act of I970wasa major boon to Great Lakes shipbuilding. Nearly a quarter of a billion dollars in construction costs for 24 vessels have been financed with title XI guarantees. Cong. Loo Zofcrelli (D-N.Y.) "The support and maintenanre of a viable U.S.flag nierrhani marine i.s. for rea.sints of national defense and eronomir .security, a policy of na­ tional importance." It is a successful program and one which is now actually returning more to the Government than it costs. Through the fees and premiums MarAd charges for loan guarantees, the program has acquired a surplus fund of nearly $150 million. The legislation before us will continue funding of critically needed operating and construction subsidies. A strong American fleet is a policy goal established by Congress. Until 1975 the Great Lakes did not have the advantage of extensive U.S.-flag service. Happily, in that year, U.S.-flag service returned to the Great Lakes after an absence of 6 years, Two American lines are now planning a total of 16 sailings to the lakes this season; and for the first time, a U.S.-Hag ves.sel called on the Port of Duluth at the outset of this current shipping season. Those 16 voyages do not represent a major portion of ocean-going traffic on the lakes. They do indicate the potential for growth of U.S.-flag service to the lakes. 1 would like to .see American cargo from our region carried on American vessels manned by American crews. I would like to see our Great Lakes cities and States enjoy the employment and economic benefits which will result from increased U.S.-flag service to the lakes. Whatever modest investment we make in CDS and ODS funds for this service will be returned to the U.S. Treasury many times over through taxes paid by productive, gainfully employed U.S. maritime workers and companies. U.S.-flag service to the lakes will become a continuing economic reality only if the American-fiag lines can overcome the many financial obstacles of doing business in the lakes. That will require, at least for a period of a few years, a commitment of incentive a.ssistance which the ODS and CDS programs offer. The 20-year contracts for subsidy assistance from MarAd now provide this kind of assurance. Limiting the length of these subsidy renewals would severely restrict the ability of American-flag lines to make long-term commitments for the kind of service we are hoping to attract to the Great Lakes. Cong. Janic.'^ Ober.sjar (D-Minti.) "I would like to see .imericau cargo from the Great Lakes region carried on .imericau ve.s.sels manned hy American creu\s. I would like to see our Great Lakes cities and states enjoy the em­ ployment and other economic benefits which will result from increasetl ILS.-flag .service to the Lake.s." I strongly urge my House colleagues to continue to provide the support for these programs as we have in the pa.st to achieve the goal of a strong, independent U..S. merchant marine serving America's four seacoasts. Mr. RUPPE. Mr. Chairman, I movetostriketherequisite number of words, and 1 rise in support of the amendment. Mr. Chairman, I think that the gentleman from California has offered a very logical and a very sensible amendment. Several years ago prior to the chair being held by the gentleman from New York, the committee issued a report on the shipping industry. In response to a request on the part of the committee, a witness from the Shipbuilder's Council of America pointed out that this situation, thesituation that has caused us to operate our yards at as much higher cost than foreign yards resulted trom: Job demarcation, so-called work rules, for the utilization of manpower in Swedish shipyards, for example, are considered to be far less rigid than in the United States. (In this regard, the witness for the American Institute of Merchant Shipping also testified that work rules of craft unions in our shipyards severely inhibit the efficiency of shipyard workers. The witness from the Maritime Adninistration generally agreed. These job protection practices resulting from rigid craft union lines have built up over the past 100 years in response to past management abuses.) So it is not a question ofunions beingthe bad guysandthe companies being the good guys. The report developed by the Committee on Merchant Marine and fisheries a couple of years ago recognized the problem of the tremendous abuses in the shipyards of the country resulting in improper craft practices. I think there is a lot of merit in the argument that if we are going to pay up to half of the cost of construction of a ves.sel, the Federal Government ought to take a look at the yards and see if the yards are operated with some measure of efficiency. We ought to take a look at the yards and June 1978 / LOG / �determine if the craft union lines followed impede the yard from doing an efficient job. We are not suggesting that weshould crack down on all t he work rules. We are simply asking the question: Are the regulations and the work practices such that they make it very, very difficult for these yards to compete in the world market? Mr. Chairman, it seems to me that when we are paying up to 50 percent, up to half the*cost of construction of a vessel, the Federal Government ought to take a look at the yards since we are putting up the money, and make some determination as to whether the work rules are proper or whether the management is doing a bad Job of managing these yards. Mr. MURPHY of New York. Mr. Chairman, 1 would like to point out to the gentleman and to the committee that in 1970 we enacted a Merchant Marine Act that would require the construction of .100 ships over a 10-year period. In other words, we were to build 30 ships a year for 10 years, so we were providing for the construction of 300 vessels. When that act passed, the American ship building industry Coiit;. Phil Kiippo (R-\li< li.) . . the funds llml ivonld he ttnllntrizetl Ut he (ippntprinli'tl by this Icffislation nro iwvvssnry for the cinislrurlion ami <t[n'rali<ni of a mtnlorn. privoli'ly-nn ncd, I'.S.-flop invn-honl fh'ot . . . rapohlo ttf rarryinp snhstonlial omounts of / '..S. inifntrts and fxpitrls in pearctinu' and of serrinp as a naral anxiliary in irarlirne," invested a billion and a half dollars in upgrading its plants and equipment and in tooling up and meeting its requirements to fulfill the commitment that was really mandated by the Congress. In no given year did we ever start more than I4ships. and, as 1 stated, after 1980 we are down to zero ships. The problem of the yards is not with the craft unions; the problem of the yards is with the nonutilization and the lack of series construction of ships. Mr. RUPP^:. Mr. Chairman, the fact of the matter is that they cannot compete. We are simply going abroad for our construction of ships in the United States. It is a sad commentary, when we can compete in the United States in the auto industry, when we can compete in the steel industry, and when we can compete in the chemical industry, that we in this country have to require that the Federal Government pay up to half the cost of the construction of an American vessel. Therefore, Mr. Chairman, 1 think at this point in time the Federal Government ought to take a look at t he management and at the work rules developed by the management and the craft unions. Mr. JACOBS. Let me ask the gentleman from California (Mr MrCI osKPv) this question, after listeningtothis debate: Would it be fair to characterize the gentleman's amendment as a featherbedding amendment? Is that what the gentleman had in mind, that we are dealing with what is traditionally known as featherbedding in relation totheunion work rules? Mr. McCLOSKF^Y. Mr. Chairman, the result is featherbedding when six unions are involved and when the carpenters, the piperitters,and the plumbers, for example, all require that they participate in attaching a particular pieceof plumbing, so that until that plumbing fixture can be installed three people haveto comeoverandparticipatein theturning of the wrench. Tcs, that does result in featherbedding, there has been no question of that. There has been no question that even t he u nions have not suggested.that these rules are still appropriate. Mr. JACOBS. Mr. Chairman, may 1 make this further inquiry: 1 heard in the debate a suggestion that the gentleman's amendment would also affect inefficient management as well as inefficient work rules, so that this would apply to management as well as to any act approving inefficient work ru les? Mr. McCLO.SKFY. Mr. Chairman, I think it would apply to management as well. It would apply in this sense, because the amendment says this; Provided, That no funds authorized by this paragraph may be paid for construction in any shipyard unless the Secretary of Commerce certifies that craft union rules or lines do not unduly prevent flexible and efficient use of the labor force. 1 think that many managements have agreed to these kinds of rules because they have no inhibition from the Government. The problem with our whole subsidy program is that whatever the union and management may negotiate, the Government pays for it, so we do not have the usual inhibition on labor and management to negotiate against bad practices; the Government picks it up. Mr. JACOBS. Mr. Chairman, on that basis 1 do support the gentleman's amendment. 1 would always oppose any kind of Federal law that created regulations which say that labor and management had to negotiate a certain kind of contract and a certain kind of work rule. That is a regulation that private parties ought to negotiate. But to enact a law, as the gentleman from California (Mr. MCCI.OSKEV) has suggested by his amendment, or to enact a policy of not subsidizing inef­ ficiency is a far cry from a policy of regulating against • inefficiency. Mr. Chairman, I believe the gentleman has offered a good amendment. Mr. CUNNINGHAM. Mr. Chairman, 1 know that the 24 / LOG / June 1978 LNG SHIPBUILDING 'T f Mr. McCLOSKEY. Mr. Chairman, I offer an amend­ ment. The Clerk read as follows: Amendment offered by Mr. MCCI.OSKEV: On page 2, at the end of line 13, insert after "series;" Providedfurther. That no fundsjiuthorized by this paragraph may be paid fay subsidize the construction of liquefied natural gas carriers;". Mr. McCLOSKEY. Mr. Chairman, I will not take too much time of the committee on this amendment, but let me just call to the committee's attention that last year this committee in this House voted to fund two LNG carriers. Clong;. Jack Ciiniiing;ham Cong;. Robert Leg:g:en (R-Wash.) (D-Calif.) Members VIembers arc anxious to vote on this amendment, but 1I resent strongly the insinuation that this amendment is offered because of featherbedding by the crafts or ineffi­ cient management. 1 am not a member of this committee. 1 happen to live in an area and a district that is very active in shipbuilding, as well as the building of aircraft. These vessels are built to meet very high standards. These are not little sailing dinghies that arc going to be used out here on the Potomac; these are major vessels, these are oceangoing vessels, and these arc made by people who have to pass examinations. Often, many of the things that make shipbuilding yards inefficient are simply compliance with rules and regulations that their own Government imposes on them. 1 do not think it is fair to say if you support this amendment you are going to strike out featherbedding, nor do 1 think it is fair to say if you oppose this amendment that you are mandating inefficiency. Welders should not do carpentry, electricians should not do pipefitting. We want «afe well built ships. Mr. MURPHY of New York. 1 thank the gentleman for yielding. Mr. Chairman, the gentleman is starting to show an awareness of what shipbuilding and ship construction is today. Mr. CUNNINGHAM. Mr. Chairman, if I can reclaim my time, 1 will say to the gentleman that 1 have had the awareness longer than the gentleman might think. Mr. MURPHY of New York. If the gentleman will yield further, I have been in many yards, at least eight of our competitors on a worldwide basis. We find a depression in the worldwide shipbuilding industry, not Just in the United States. There was a tremendous overtonnage and over­ building, with no market, about 7 or 8 years ago. When you go to yards today, you see most welding done electronically. You see the automation that has been built into the yards today. You see the heavy lifts, the module development and cunsliuction, the tearhs that are formed to do certain tasks on a programmed basis. 1 almost feel we are debating something out of the past, perhaps 50 years ago, from listening to this type of amendment. We are in an efficient, electronic, viably competitive area in American yards today. That is why $1.5 billion was invested in updating and upgradingthoseyards, so that they could compete on a world basis. But we are in an industry depression today on a world basis, particularly in America. Mr. Chairman, 1 urge the defeat of the amendment. The CHAIRMAN. The question Ls on the amendment offered by the gentleman from California (Mr. MCCI OSKEV). The question was taken; and on a division (demanded by Mr. MCCIOSKEY) there were—ayes 20, nays 54. So the amendment was rejected. Cong:. John Biirlon Cong. Barbara Mikiilski (D-Calif.) (D Md.) carriers of liquefied natural gas. The administration at that time was not certain whether it wanted to proceed with the subsidization of liquefied natural gas carriers, but they decided later in the year not~to build the carriers that we authorized. This year the House is asked to authorize two more LNG carriers, although the administration admits it has not yet decided to build the twoauthorized last year, let alone these two. It seems to me almost absurd, if the administration has not decided whether it wants to build LNG carriers, when it has not used the funds that the House authorized last year that we authorize a third and fourth LNG carrier. The administration is presently reviewing the liquid natural gas carrier program. They may come to us and say, "We would like to build these two liquid natural gas carriers and the two that were authorized last year but which we chose not to build." Mr. Chairman, it seems the height of folly for the Congress to authorize $102 million, that is, $51 million each for ships that may never be built when the ships which we ^thorized last year have not been built, and the administration has not decided to build them. I would think that the Committee on the Budget might be interested in this particular kind of issue where the Congress goes ahead and funds programs and then the administration says, "We do not know whether we will build or not. The money you gave us last year we are not going to spend." It seems to me that under that circumstance, the least a supposedly fiscally minded Congress might do would be to vote against authorizing $102 million when similar money was not spent last year. Mr. LEGGETT. Mr. Chairman, the Committee on the Budget is interested in the national debt, in the deficit, and in money really spent. Here we are talking about a liquid natural gas program that has been going on. We have 16 ships now that are currently authorized for subsidy or loan guarantee and that we are building. .» -yiii! , - Legislative Support For LNG Carriers .1 major emerping .1 merican industry—the s/iipment and use of crilieallv needed liquified natural gas—u ould hare been sererelv crippled hv an amendment that uould hare stopped the payment of constructioit differential subsidy funds for LNG carriers. The amendment u ould hare caused massire job losses in shipyards, particularly in Massachusetts, Louisiana and Calif ornia. Hear y job losses u ould hare occurred in factor­ ies in other f>arts of the nation that jnoride the steel, the. huge spheres that carry the pressurized gas, the poicer plants and other parts of the ressels. . fmerica 's dependence on foreign ressels for the carriage of this rital energy f uel would hare increased, as it already has in the transportation of imported }>etroleum. Congressman John M. Murphy of New York, chairman of the House Merchant Marine and Fisheries Committee, noted that the construction of I.NC ressels "is one area of ship­ building in which, on a world basis, the I nitedStates leads the irorld and on which it has expertise." The superior safety of . imerican-built L.NC ressels teas a strong point with Congresswoman Barbara .4. .Vlikulski of Maryland, a member of the committee. "My constituents want licptid natural gas coming up our Che.sapeake Bay, on which they depend for their lirelihood, on .1 merican shifts," .she asserted. "If e do not icant some tanker with a bamboo bottom coming lift the harbor, the kind of tanker that is going to blow Baltimore sky high." she said. �The administration has taken a second look at the program. Certainly if they determine they want to do a 18(Kdegree turn and not fund these programs, as we have in the past, then certainly it is not going to cost the Federal Government a dime; and we wjll not incur any further expenditure. The national debt will not be exacerbated. Mr. McCLOSKEY. If these ships are so good, why.did not the administration build them this year? Mr. LEGGETT. As the gentleman knows, they are conducting a review, and based on their findings, they will approve the program. Mr. McCLOSKEY. However, we do not know that, do we? Mr. LEGGETT. Not today. Mr. McCLOSKEY. Nevertheless, we are authorizing money for ships they did not build when we do not know whether they will build them or not; is that not true? Mr. LEGGETT. Unless we authorize this money right now. we are closing the door for a full year. Mr. McCLOSKEY. We authorized for a full year, and 8 months have passed and they have not decided to spend the money. Mr. LEGGETT. They are still studying the matter, but they can still build them. Ms. MIKUI.SKI. Mr. Chairman. I rise in opposition to the amendment. Mr. Chairman. I am speaking in opposition to the amendment simply because of concerns for the environ­ ment and for public safety. U.S. SOVIET GRAIN TRADE Cong. Barbara Mikiilski (D-Md.) ""My ctmsliliients want /iV/i/iV/ natural ffas coming ... on American ships. We do not want sttme tanker with a bamboo bottom coming up the harbor, the kind of tanker that is going to blow Baltimore sky high.'''' . . the maintenance of an American fleet gen­ erates joint in the private sector.^" Some of the major terminals receiving liquid natural gas in this country are my own Cove Point in Maryland, and also there is another major terminal in Boston Harbor. These terminals are not too far from major urban areas. Mr. Chairman, it is absolutely critical if this country receives these kinds of energy supplies that weshould receive them on ships that meet international safety standards or standards even stricter than those governing international safety. Quite frankly, Mr. Chairman, my constituents want liquid natural gas coming up our Chesapeake Bay, on which they depend for their livelihood, on American ships. We do not want some tanker with a bamboo bottom coming up the harbor, the kind of tanker that is going to blow Baltimore sky high. Mr. Chairman, for that reason 1 oppose the amendment. Mr. MURPHY of New York. Mr. Chairman, 1 move to strike the last word. In opposing the amendment, I might categorize it as not only a cargo preference, but a construction preference for foreign flag building and carriage. The Federal Energy Regulatory Commission at the present time is resolving two facets of a liquid natural gas policy which remain to be resolved. One of t hose is incremental pricing, and a second is the question as to how much of the total gas supply in this country will be allocated to liquid natural gas. We realize that 15 percent ' is the downside of that estimate, and how far on the upside it will go we are not sure. However, we do know that to carry liquid natural gas, we would prefer that it come in an American flag ship<« This is one area of shipbuilding in which, on a world basis, . the United States leads the world and on which it has the expertise. To cut back this authorization on ship construction certainly would hamper us and lay us over for a year. We might see what 1 saw just a few weeks ago at Cove Point, Md., which was a French liquid natural gas ship arriving at an American terminal with Algerian liquid natural gas. Mr. Chairman, the gentleman from California (Mr. LFCion r) knows that his State is wrestling with the location of a liquid natural gas terminal in order to bring liquid natural gas in from Indonesia. That contract is under its final review. The only thing holding up that entire project is the question of what incremental increase in price there wil| be and what yardstick will be used, whether it will be an OPEC increase or a cost-of-living increase in the United States. Tho.se are technical problems. The program for liquid natural gas is ongoing. We will need ships. We have, as Congressman LFGC.FTT said, 15 or 16 under construction at the present time. To adopt this amendment would merely delay a year, and perhaps take off the ways two of those vital ships. Mr. McCLOSKEY. Would the gentleman not concede, though, that of the LNG ships that have thus far been constructed, half of them have not needed a Federal subsidy for construction? They have been built in U.S. yards, but without the need for subsidies. , * Mr. MURPHY of New York. I might say that the subsidiary percentage of LNG ships is much lower than the average subsidy of dry freighters. Mr. McCLOSKEY. I appreciate that, but they have not required subsidies. Mr. MURPHY of New York. Eleven of those 16 did get a construction differential subsidy. Mr. McCLOSKEY. So five of the ships did not require a subsidy. Mr. MURPHY of New York. Yes, but those five ships are programmed for carriage between Indonesia and Japan, not in the American trade. Mr. McCLOSKEY. Is that not the question the admini­ stration is concerned with, that they may not need additional subsidy? Mr. MURPHY of New York. 1 think the Maritime Administration clearly presented evidence to the committee that a construction differential subsidy would be necessary for the construction of these vessels. The CHAIRMAN. The question is on the amendment offered by the gentleman from California (Mr. Mc CIOSKI Y). The amendment was rejected. * * * Mr. McCLOSKEY. Mr. Chairman, I offer an amend­ ment. The Clerk read as follows: Amendment ofTered by Mr. MCCI.OSKEV: On page 2, at the end of line 19, insert after "Defense;" "Provided further. That no funds authorized by this paragraph may be paid to subsidize the carriage of grun to Russia;". Mr. MCCLOSKEY. Mr. Chairman, it has always perplexed me why the taxpayer of the United'States should pay the cost of shipping grain to Ru.ssia. When the Russians agreed to buy U.S. grain, we provided that we might have the privilege of transporting a third of that grain in U.S. ships. However, we also agreed with the Russians that the price would be S16 per ton. The difficulty is that the cost to ship that grain on American ships is S30 per ton. So, in essence, with the Russians buying grain from the United States, we arc now paying almost half the cost of transporting that grain to the Russians. This might be understandable if there were some benefit to the United States in paying the cost of shipping the grain to the Soviets, but there is no benefit to the United .States. They buy the grain anyway. The purchase of the grain was not conditioned upon use of U.S. shipping. That is a condition we imposed. If the Soviets do not use U.S. ships, at a cost to us of S4 million, they will either use their own ships or third llagships. Another argument might be made that, under the maritime subsidy program, it is important to the United States to keep ships in operation that may be helpful at a time of national emergency. Here, however, the U.S. ships used to carry grain average 19 years of age. They are rust buckets; they are obsolete. If they were not being used to carry grain, they would be mothballed. So, there is absolutely no benefit to the U.S. taxpayer in paying $4 million to transport this grain to Ru.ssia. Last year, there was some concern on the part of the Argiculture Committee that, if we cut back the subsidy, it might intrude on the grain sales. It is clear from the testimony that the Russians will buy the grain anyway. They are protected. The question is. Why should the United States finance the shipment of grain to Russia? There are other things on which we could spend the $4 million for other parts of the shipping program.This benefit goes directly to the Russian Government, not to us. Mr. MURPHY of New York. Mr. Chairman, 1 rise in opposition to the amendment. ifhe Russian grain trade of course was negotiated in two stages, one programed in 1972 and the other in 1975. We agreed internationally with the Russians that one-third of the carriage would be in American bottoms, one-lhird in Russian bottoms, andonc-thirdthroughthccro.ss trades. We li.i I, Legislative Support for Russian Grain An amendment that would have played directly into the hands of the Russians by denying break­ even subsidies to American-flag ships transporting grain to the Soviet Union was rejected by the Con­ gress. Had it passed, the amendment would have allowed the cut throat Soviet fleet to fill its own ships, and use the remaining cargo as patronage to other fleets of the world. Congressman J ohn M. Murphy of New York argued that .American-flag shipment of a third of the cargo was part of the agreement negotiated in 1972 and 1975, when the Russians contracted for the purcha.se of U.S. grain. The grain shipments, he said,^ saved many jobs in the American-flag fleet at a time when its fortunes had hit rock-bottom. June 1978 / LOG / 25 �aSSffeSi' knew that the rate that was negotiated by the Russians was a noncompensatory rate for most foreign ship operators as well as for American operators, and therefore, a break-even subsidy was authorized for the carriage by American ships in the Russian grain trade. TTiis trade happened to come along during a very low point in American shipping. In fact.small oil tankers were used to carry this grain. It was at a time when the Alyeska pipeline was seriously delayed, and this provided 3.7 million metric tons of carriage and saved many jobs in the American maritime industry at. as I said, break-even rates to the American operators. I do not think many of these vessels would have been put in mothballs. They would have been either scrapped or sold on the foreign market and we would have had an even further reliance on foreign tonnage to meet America's shipping needs. yet only 4 percent of our commerce is carried on U.S.-flag vessels, and over 93 percent is carried on foreign-flag vessels. So to protect our Nation in time of a national emergency, we must have a ready, financially sound, merchant marine fleet. Also contained in this authorization are funds to establish a firefighting training school on the west coast. The purpose of the school is to provide training to crews "of merchant ships to cope with shipboard fires and damage.. I have already written to Assistant Secretary of Commerce for Maritime Affairs. Mr. Robert Blackwell. about our desire to locate this .school in the Los Angeles/Long Beach Harbor area. I rise to reiterate this request for the record. The committee has also adopted an amendment which increases the authorization to pay for the increased cost of bunker fuel that is used on training vessel cruises. This has been a particular problem to the Maritime Academy in California, and 1 endorse this provision of the bill. Therefore. Mr. Chairman. I urge my colleagues to enact this vital legislation. The CHAIRMAN. Are there further amendments? If not, under the rule, the Committee rises. Accordingly the Committee rose; and the Speaker pro tempore (Mr. WRIGHT) having assumed the chair, Mr. MOAKIEY. Chairman of the Committee of the Whole House on the State of the Union, reported that the Committee having had under consideration the bill (H.R. 10729) to authorize appropriations for" the fiscal year 1979 for certain maritime programs oft he Department of Commerce, and for other purposes, pursuant to House Resolution 1190, he reported the bill back to the House with sundry amend­ ments adopted by the Committee of the Whole. The SPEAKER pro tempore. The question is on the passage of the bill. The que.stion was taken; and the Speaker pro tempore announced that the ayes appeared to have it. Mr. McCLOSKEY. Mr. Speaker, on that I demand yeas and nays. The yeas and nays were ordered. The vote was taken by electronic device, and there were—yeas 326. nays 82, not voting 26, as follows: THE VOTE: doii};. (rioiin .Aiidorsoii (D-Calif.) (loiif;. Joshua Kilherp (D-Pa.) The fact is that this does provide employment to American ships and to American merchant seamen. 1 think to deny a break-even subsidy- note that it is not a subsidy but merely a break-even subsidy—would not have been in the best interest of the American merchant marine or American interest in this grain trade. I urge defeat of the amendment. The CHAIRMAN. The question is on the amendment offered by the gentleman from California (Mr. McCi OSKFY). Mr. McCLOSKEY. Mr. Chairman. I demand a recorded vote, and pending that I make the point of order that a quorum is not present. The CHAIRMAN. The Chair will count. One hundred and fifteen Members aren't, a quorum. The pending business is the demand of the gentleman from California (Mr. M( CI OSKFY) for a recorded vote. A recorded vote was ordered. The vote was taken by electronic device, and there were— ayes 180, noes 218. not voting 36. Mr. WOLFF. Mr. Chairman, duringthc consideration of H.R. 10729. I believe it is particularly relevant to draw the attention of the House of Representatives to the excellent work of the U.S. Merchant Marine Academy, whose author­ ization is contained therein. The U.S. Merchant Marine Academy is located on a 68-acre campus at Kings Point. N.Y., located in my congressional district. The Academy was established under the Merchant Marine Act of 1936 which provided that the United States shall have a merchant marine capable of serving as a naval and military auxiliary in time of war or national emergency. The deep sea segment of the merchant marine is an es.sential and critical component of national defense because it provides the basic sealift support to meet overseasmilitary commitments. It is imperative that our defense posture, in this "uneasy world," must always be ready to deal quickly, and effectively, with any threat to our vital security. Among the prerequisites necessary to accomplish this is a well-trained, intelligent, and dedicated leadership. Fortu­ nately, our great Merchant Marine Academy at Kings Point has been providing this type of leadership since its inception. The U.S. Merchant Marine Academy has been furnishing intelligent, qualified, highly trained officers to the Navy and Merchant Marine services for decades. The loyal dedication and sacrifices of its graduates and students are inscribed on its battle monuments honor roil. However, the work of the Merchant Marine Academy, by providing graduates with the necessary education for careers in technical and management positions in the maritime industry, offers a great peacetime service to this great Nation. The recent rash of tanker mishaps, off our shores, has revealed the alarming fact that many of these ships are old, unsound, and poorly served. The Merchant Marine Academy provides the necessary trained personnel to help us prevent further costly and dangerous incidents of this kind. In conclusion. I congratulate, and the House should congratulate, the U.S. Merchant Marine Academy for its excellent training of well-educated professional maritime officers for our future commerce. Mr. ANDERSON of California. Mr. Chairman, as a cosponsor of H.R. 10729. I rise in full support of this bill. This authorization is necessary for the United States to operate and construct a modern flag merchant fleet, and will demonstrate continued congressional commitment to the maintenance of a strong American maritime industry. Any significant weakening of H.R. 10729 will threaten the existence of the U.S. maritime fleet, as well as the future of construction and support facilities which service these ships, such as Bethlehem Steel and Todd Shipyards in my district of l.ong Beach. Calif. The United States is the world's largest trading nation. 26 / LOG / June 1978 YEAS Carney Carr Cavanaugh Chappell Chisholm Clausen, Don H, Clay Cohen Coleman Collins, III. Cong. Le.sior Wolff (D-N.Y.) Abdnor Addabbo Akka Alexander Allen Ambro Anderson, Calif. Andrews, N Dak. Annunzio Applegate Archer Ashley Aspin Baldus Conte Corcoran Corman Cornell Cornwell Cotter Coughlin Cunningham D'Amours Daniel, Dan Daniel, R.W. Danielson Davis de la Garza Delaney Dellums Dent Derrick Derwinski Dickinson Dicks Diggs Cong. Paul Trible. Jr. (R-Va.) Barnard Baucus Bauman Bearrj. R 1 Benjamin Bennett Bevill Bingham Blanchard Blouin Boggs Boland Boiling Bonior Bonker Bow en Brademas Breaux Brinkley Brodhead Brooks Brown, Calif. Brown, IVlich. Buchanan Burgener Burke, Fla. Burke, IVIass. Burlison, Mo. Burton. John Burton. Phillip Byron Caputo it Cong. Rob Gaminagc (D-Tcx.) Cong. Bill Ford (D-Mich.) �. . . the passage of this bill will once again renew the commitment of the Congress to a strong U.S. Merchant Marine.'' Conjjjressmaii James Florio (D-I\.J.) C.oii^. Barbara .Ionian Cloti^. BohrrI Baiiinaii (R-\bl.) (D-Tex.) Dingell Dodd Dornan • Downey Duncan, Tenn. Early Eckhardt Edgar Edwards. Ala. Edwards. Calif. Eilberg Emery Ertel Evans. Colo Evans. Del Evans Ind; Fary Fascell Fish Fit hi an Flippo Flood Florio Flowers Flynt Foley Ford. Mich. Ford. Tenn. Forsylhe Fountain Fowler Fraser Fuqua Gammage Garcia Gaydos Giaimo Gibbons Gilman Ginn Goldwater Gonzalez Gore Grassley Green Gudger Hall Hanley Hannaford Harkin Harrington Harsha Hawkins Heckler Hefner Heftel Hightower Hillis Holland Hollenbeck Holt Horton Howard Hubbard Huckaby Hughes Hyde Ichord Ireland Jenrette Johnson. Calif. Jones. N C Jones. Okia. Jones. Tenn Jordan Kazen Kemp Keys Kildee Kindness Kostmayer Krebs Kruoger LaFalce Lagomarsino Le Fante Lederer Leggett Lehman Lent Levitas Livingston Lloyd. Calif. Lloyd. Tonn. Long. La Long. Md. Loft L 1.1 ken Lundine McCormack McDade McEwen McFall McHugh McKay Madigan Mahon , Mann Markey Marks Marlenee Mathis Matfox Meeds Metcalfe Meyner Mikulski Milford Miller. Calif. Miller. Ohio Mineta Minish Mitchell. Md. Phillip Biirloii (IMialir.) (loiifi;. 'I'rriil Loll (B-\Iiss.) Milcholl. N Y. Moakley Moffolt Mollohan Montgomery Moore Moorhead. Calif Moorhead. Pa. Murphy. Ill Murphy. N Y. Murphy. Pa Murtha Myers. John Myers. Michael Natcher Neal NedzL Nichols Nolan Nowak O'Brien Oberstar Obey Oltingcr Panetta Patten Patterson Pattison Pease Pepper Perkins Pettis Pickle Pike Pressler Preyer Price Pritchard Pursell Ouie Guillen Rahall Railsliack Rangcl Reuss Rhodes Richmond Rinaldo Risenhoovor Roe Rogers Roncalio Rooney Rose Rosenthal Rostonkowski RoybalRuppe Russo Ryan Santini Saiasin Satterfield Sawyer Scheuor SchulzfT Sebelius Seiberling Sharp Shipley Sikos Sisk Skelton Skubitz Slack Smith. Iowa Smith Neb Snyder Solarz Spellman Spenc SI Germain Staggers Stanton Stark Steed Sirrers Stokes Stratton Studds Taylor Thompson Thone Traxlor T reen Trible Udall Ullman Van Deerlin Vander Jagt Vonto Volkmer Waggonner Walgren Walsh W ampler Waxman Weaver Weiss White Whitehurst Whitley Whitton Wiggins Wilson, Bob Wilson. C.H. Winn Wirth Wolff Wright Wydler Yatron Young, Mo. Zablocki Zeferetti VOTE CONT. NEXT PG. June 1978 / LOG / 27 J �"s.;. THE VOTE continued NAYS-82 Anderson. Ill Andrews. N.C Armstrong Ashbrook Badham Bafalis Board. Tenn. Bedell Beilenson Broomfield Brown. Ohio .Broyhill Burleson. Tex Butler Clawson. Del. Cleveland Collins. Tox Con able Conyors Crane Dovino Diinan English Eriontaorn Evans. Ga Fen wick Findley Fisher Frenzel Gephardt Glickman Goodling Gradison Guyer Hagedorn Hamilton Hammerschmidt • Hansen Harris Holtzrnan Jacobs Jeffords Jenkins Johnson. Colo. Kastenrneier Kelly K el chum Lalla Leach Luian McClory McCloskny McDonald McKinney • Maguire Marriott Martin Michel Mikva Moss MottI Myers. Gary Poage Ouayle Regula Roberts Robinson Rousselot Rudd Schroeder Shuster Stangeland Sleiger Stockman Stump Symres Vanik Walker Walkins Wylie Yates Young. Fla. '•«,,, •.V /yY:,\mKr^' - -' T'->?.? NOT VOTING-26 Ammerman AuCoin Biaggi Breckinridge Burke, Calif. Carler Cederberg Cocfiran Duncan. Oreg Edwards. Okla. Frey Kasten Mazzoli Nix Oakar Rodino Runnels .' Simon league Thornton Tsongas Tucker Whalen Wilson. Tex Young. Alaska Young. Tex. • • •• i,>-</. •: ' i. C.-Y'-.. T - ••, . ., 5 ,; , ff AND SO THE BILL WAS PASSED The Clerk announced the following pairs: On this vote: Mr. Ammerman for, with Mr. Teague against. Mr. AuCoin for, with Mr. Runnels against. Until further notice: Mr. Biaggi with Mr. Carter. Mr. Breckinridge with Mr. Duncan of Oregon. Mr. Mazzoli with Mr. Frey. Mrs Burke of California with Mr. Tucker. Ms. Oakar with Mr. Whalen. Mr. Tsongas with Mr. Cederberg. Mr. Charles Wilson of Texas with Mr. Young of Alaska. Mr. Nix with Mr. Cochran of Mississippi. Mr. Simon with Mr. Kasten. Mr. Thornton with Mr. Edwards of Oklahoma. Mr. GU YER and Mr. MARTIN changed their vote from "yea" to "nay." Mr. KOSTMAYER changed his vote from "nay" to "yea." So the bill was passed. The result of the vote was announced as above recorded. Mr. MURPHY of New York. Mr. Speaker, I ask unani­ mous coasent that the Committee on Merchant Marine and Fisheries be discharged from further consideration of the Senate bill(S. 2553) to authorize appropriations forthefiscal year 1979 for certain maritime programs of the Department of Commerce, and for other purposes, a similar Senate bill and ask for its immediate consideration in the House. The Clerk read the title of the Senate bill. The SPEAKER pro tempore. Is there objection to the request of the gentleman from New York? There was no objection. . . to protect our Nation in time of a national emergency, we must have a ready, financially sound merchant marine fleet/' Congressman Glenn Anderson (D-Ca.) 28/ LOG/June 1978 �^Connressional Uecord VmkUSmu VI. 124 ^-/A P«OCEEDINGS AND DEBATES OE THE 95'''CONGRESS, SECOND SESSION WASHINGTON, TUESDAY, MAY 2), I97» No. 77 The Clerk read the Senate bill, as follows; S. 2553 Be it enacted by the Senate and Houseof Representatives of the United States of America in Congress assembled. That this Act may be cited as the "Maritime Appropriation Authorization Act for Fiscal year 1979". SEC. 2. Funds are authorized to be appropriated without fiscal year limitation as the appropriation Act may provide for the use of the Department of Commerce, for the fiscal year 1979' as follows; (1) For acquisition, constructipn, or reconstruction of vessels and construction-differential subsidy and cost of national defense features incident to the construction, reconstruction, or reconditioning of ships, not to exceed $157,000,000; (2) For payment of obligations incurred for operating-dif­ ferential subsidy, not to exceed $262,800,000; (3) For expenses necessary for research and development activities, not to exceed $17,500,000; (4) For maritime education and training expenses, not to exceed $22,483,000, including not to exceed $15,359,000 for maritime training at the Merchant Marine Academy at Kings Point, New York, $5,370,000 for financial assistance to State marine schools, and $1,904,000 for supplementary training courses authorized under section 216(c) of the Merchant Marine Act, 1936; and (5) For operating expenses, not to exceed $34,845,000, including not toexceed $5,516,000 for reserve fleet expenses, and $29,329,000 for other operating expenses. SEC. 3. There are authorized to be appropriated for the fiscal year 1979, in addition to the amounts authorized by Section 2 of this Act, such additional supplemental amounts for the activities for which appropriations are authorized under section 2 of this Act. as may be necessary for increases in salary, pay, retirement, or other employee benefits authorized by law, and for increased costs for public utilities, food service, and other expenses of the Merchant Marine Academy at Kings Point, New York. SEC. 4. Section 1103(0 of the Merchant Marine Act, 1936, $7,220,000 for financial assistance to State marine schools, and $1,904,000 for supplementary training courses author­ ized under section 216(c) of the Merchant Marine Act, 1936; and (5) For operating expenses, not to exceed $34,845,000, including not to exceed $5,516,000 for reserve fleet expenses, and $29,329,000 for other operating expenses. SEC. 3. There are authorized to be appropriated for the fiscal year 1979, in addition to the amounts authorized by section 2 of this Act, such additional supplemental amounts for the activities for which appropriations are authorized under section 2 of this Act, as may be necessary for increases in salary, pay, retirement, or other employee benefits authorized by law, and for increased costs for public utilities, food service, and other expenses of the Merchant Marine Academy at Kings Point, New York, SEC. 4. Section 3 of the Maritime Academy Act of 1958 (46 U.S.C. 1382) is amended by the addition of asubsection to read as follows; "(d) The Secretary may pay additional amounts to assist in paying for the cost of fuel oil consumed during the training cruises of the vessels referred to in subsection (a).". SEC. 5. Section 1103(0 of the Merchant Marine Act. 1936, as amended (46 U.S.C. 127.3(0) is amended by striking "$7,000,000,000.", and inserting in lieu thereof "$10,000,000,000." The motion was agreed to. The Senate bill was ordered to be read a third time, was read the third time, and passed. Cong. Jo.shiia Eilberg (D-Pa.) "By raising the statutory (Title XI) ceiling we can increase the amount of construction by the mari­ time industry and thereby create more jobs." "The funds authorised represent continued Con­ gressional commitment to a strong .American maritime industry and, concomitantly, to the American economy." IS amended (46 U.S.C. 1273(0), is amended by striking out "$7,000,000,000", and inserting in lieu thereof "$ 10,000,000)00". Mr. MURPHY of New York. Mr. Speaker, I offer a Amotion. The Clerk read as follows; Mr. MURPHY of New York moves to strike out all after hhe enacting clause of the Senate bill, S. 2553 and to insert in jlieu thereof the provisions of the bill H.R. 10729, as passed, [as follows; That this Act may be cited as the "Maritime Appropriation I Authorization Act for Fiscal Year 1979." SEC. 2. Funds are authorized to be appropriated without i fiscal year limitation as the appropriation Act may provide for the use of the Department of Commerce, for the fiscal I year 1979, as follows: (1) For acquisition, construction, or reconstruction of vessels and construction-differential subsidy and cost of national defense features incident to the construction, reconstruction, or reconditioning of ships, not to exceed $157,000,000; Provided, that no funds authorized by this paragraph may be paid to subsidize the construction of any vessel which will not be offered for enrollment in a Sealift Readiness program approved by the Secretary of Defense; Providedfurther. That in paying for funds authorized by this paragraph, the construction subsidy rate otherwise appli­ cable may be reduced by 5 percent unless the Secretary of Commerce, in his discretion, determines that the vessel to be constructed is part of an existing or future vessel series; (2) For payment of obligations incurred for operating-dif­ ferential subsidy, not to exceed $262,800,000; Provided, That no funds authorized by this paragraph may be paid lor the operation of any vessel which is not offered for participation in a Sealift Readiness program approved by the Secretary of Defense; (3) For expenses necessary for research and development activities, not to exceed $17,500,000; (4) For maritime education and training expenses, not to exceed $24,647,000, including not toexceed $15,523,000 for maritime training at the Merchant Marine Academy at Kings Point, New York, of which $450,000 shall be for the replacement of barracks windows at the Academy, . . . every time a nation is powerful in this world it is because they controlled all of the sealanes both military and merchant, and that as they lose that sea power then they lose their other power. Coiijwressman Trent Lotl (R-Mis.s.) June 1978 / LOG / 29 �iiraiiiiiiiiiiiiiiiiiinmmiiiiniiiimiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiii nniniiiiiiuiinniiiiiniiainiiiiiiinmiiinmimiiiiiiuininnuuiiiHininniniiimuninuiiiiuiiiiiuuiiuuimuuiiiuuiuiiiti How Political Action Got the Job Done Port agents and members of the Sea­ farers International Union in ports on all coasts, the rivers and the Great Lakes were the backbone of a wide-ranging na­ tional campaign that brought passage of the 1979 Maritime Authorizations Bill. Because of their solid efforts, the jobs and futures of all seafarers and the many thousands of other workers who depend on the maritime industry for their pay­ checks have been secured for another year. A coordinated drive to deliver the message of the seafarer to Congress opened well before the bill was brought to the floor of the House of Representa­ tives when SlU port agents gathered in Washington for a complete briefing on the legislation, and the action needed to win. The port agents were provided de­ tailed information on the seven killer amendments that opponents had clev­ erly prepared to weaken the bill, bit by bit, until the U.S. Merchant Marine it­ self would be forced to go belly-up. The SIU's Washington legislative team armed each port 9gent with in­ formation about the Congressmen from the states in which the port agent oper­ ated. The information included the individual Congressman's addresses, telephone numbers and voting record on three key maritime-related votes in the past two years. The port agents relayed the informa­ tion to rank-and-file Seafarers, setting up a coordinated team effort to let Congressmen know that SIU members and their families were depending on their support. The messages being sent were loud and clear and numbered in the thou­ sands. They were delivered in the form of letters, telegrams, phone calls and personal visits in the Congressmen's home districts. One Maryland Con­ gressman acknowledged that he re­ ceived more than a thousand messages in support of the Maritime Authoriza­ tions Act of 1979. Congressmen were made personally aware that Seafarers and their families live in their districts, vote in their dis­ tricts, and are politically active. The port agents, at the same time, provided Congressmen with the facts in support of the bill, and in opposition to the amendments. They called on the Congressmen to enlist the support of other members of the House in recog­ nizing just how vital the bill was to the survival of the U.S. Merchant Marine. SIU representatives kept a steady stream of information flowing back to the campaign's coordination center at the AFL-CIO Maritime Trades Depart­ ment offices in Washington. At the campaign center, MTD Ad­ ministrator Jean Ingrao, Legislative and Political Activities Director David Dolgen and National Field Coordinator John Yarmola were monitoring a vast range of activities on a number of fronts. The SI U's Washington team provided a steady stream of current information to the 123-member House of Represent­ atives Port Caucus, a Congressional group that maintains a close liaison with the House Merchant Marine and Fisheries Committee and its chairman. Congressman John M. Murphy of New York. Lobbyists of many other AFL-CIO unions affiliated with the Maritime Trades Department were enlisted in the cause. They accepted assignments to provide the members of the Congres­ sional Port Caucus with the data re- iiutiiuiiiiiiiiiiiiuiiiiiiiiiiiiiiuiiiuiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiii quired to beat back the McCloskey amendments with facts and logic. The leaders of many of the MTD affiliates sent directives to their thou­ sands of locals across the United States, urging them to take part in the move­ ment to win passage of the Maritime Authorizations Act. SIU port agents helped to design pro­ grams for the 29 MTD Port Councils to rally community support, and to get the message of that support to their Con­ gressmen. The port agents, the Port Councils, the MTD and the AFL-CIO and its de­ partments contacted AFL-CIO state central bodies, which responded by providing staff personnel to spread the word that the jobs of thousands of American trade unionists depended on adoption of this Maritime Authoriza­ tions Bill. Local AFL-CIO central bodies called on their Congressional delegations, informing them that the folks back home expected a "YES" vote. All AFL-CIO departments rallied to the Seafarers' cause. In Washington, Andrew J. Biemiller, director of the Department of Legisla­ tion, and his staff joined the lobbyists from MTD-affiliated unions in letting members of the House Merchant Ma­ rine and Fisheries Committee and the Port Caucus know that the bill carried a top priority throughout the labor movement. Many other AFL-CIO organizations — the Building and Construction Trades, Food and Beverage, Metal Trades, Public Employees, Union Label, and the Industrial Union Depart­ ments among them—urged their affil­ iates to lend a hand, and a voice, in favor of the measure. In the field, Alan Kistler, director of the AFL-CIO Department of Organiz­ ing and Field Services, made his staff available to participate in promoting the passage of the act. And from the earliest stages of the campaign until the end, Alexander Barkan, director of the AFL-CIO Commit­ tee on Political Education, made it known that labor was fully committed to winning acceptance of the Maritime Authorizations Act of 1979. SIU port agents had taken part in all of the COPE area conferences that were conducted nationwide early in the year, where the issue was given prominent attention. linuiniiiiuiiiiiiiiiiii As the debate on the bill and the amendments echoed throughout the House chambers, the SIU Washington legislative team provided a steady re­ liable stream of technical and economic information flowing to the bill's floor leader. Congressman Murphy, and those who were standing by him. As each of the crippling amendments came to the floor, the SIU team made certain that its friends in the House had the answers needed to convince the ma­ jority that the opponents were using de­ vious means to reach a single goal—the destruction of the U.S. Merchant Marine. The climax came when the House voted 326*to 82 to provide the Merchant Marine with the government support re­ quired to stay alive against the cut­ throat competition of the state-con­ trolled fleets and those bearing "flags of convenience." Seafarers and SIU port agents pro­ vided the strength for victory. This SIU Washington team provided the political know-how and coordina­ tion. The Seafarer's reward comes in knowing that their jobs and their futures are secure for now. iiiiiiMiiitiiiiiiiiiiiiiiiiiiniiiHiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiuniiiNiNiiiiiiiiiKniiiiiiiiiiiMiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiuiiHiiiH 30/LOG/June 1978 �MARYLAND (Interocean Mgt.), April 2—Chairman K. C. McGregor; Secretary L. H. Walbrop. $25 in ship's fund. Some disputed OT in deck, engine and steward departments. Report to Log: "The Ship's Committee and crew wish to express their deep sorrow over the passing away of Brother Paul Dro­ zak. We wish to extend our sympathy to his wife and family and his brother, Frank Drozak. Brother Paul will be sorely missed. He was an excellent offi­ cial and Union Brother. May God rest his soul." Observed one minute of sil­ ence in memory of our departed broth­ ers. One extra minute in memory of Paul Drozak. Next port Valdez, Alaska. SEA-LAND MARKET (Sea-Land), April 16—Chairman, Recertified Bosun D. Rood; Secretary R. Hutchins; Deck Delegate F. Fromm; Engine Delegate E. Liwag; Steward Delegate E. Verveniotis. No disputed OT. Secretary reported that on this trip the department heads and delegates were shown another safety film. Before the safety meeting some very interesting points were made on preventing accidents and that every­ one should always be safety conscious. Chairman remarked upon smoking on deck as we carry some very inflammable cargo in tanks which sometimes leak. The electrician pointed out that anyone caught in the elevator when it went out of order be sure to pull the emergency switch before attempting to use the es­ cape hatch. Observed one minute of sil­ ence in memory of our departed broth­ ers. Next port, Portsmouth, Va. GUAYAMA (Puerto Rico Marine Mgt.), April 23—Chairman, Recertified Bosun William Velazquez; Secretary J. Prats; Deck Delegate W. Matthews; En­ gine Delegate H. F. Welch. No disputed OT. Chairman discussed the import­ ance of donating to SPAD. A vote of thanks to the steward department for a job well done. BALTIMORE (Sea-Land), April 16 -Chairman, Recertified Bosun Joseph Puglisi; Secretary George W. Gibbons; Educational Director W. J. Dunnigan. $15.25 in .ship's fund. Some disputed OT in deck department. Chairman noted that the repair list had been posted and everything had been fixed and taken care of. Discussed the importance of donating to SPAD. A vote of thanks to the 4-8 watch in the deck department for keeping the pantry and messroom clean. A vote of thanks to the steward depart­ ment for a job well done. Next port. Port Elizabeth, N.J. BANNER (Interocean Mgt.), April 30—Chairman R. E. Clifford; Secretary F. Nigro; Steward Delegate R. B. Woodard. $22.69 in ship's fund. No dis­ puted OT. The March issue of the Log was received and distributed and the educational director suggested that it be read from cover to cover and then passed around. Chairman advised all members that smoking is a dangerous habit in the wrong area so be safety minded and think before smoking on a tanker. A vote of thanks to the steward department for a job well done. Next port. Lake Charles. SAN FRANCISCO (Sea-Land), April 9—Chairman, Recertified Bosun John Japper; Secretary V. Douglas; Edu(iational Director D. Able. No dis­ puted OT. Secretary gave a vote of thanks to the crew for their fine coop­ eration. Educational director reported that so far movies were seen every other night when at sea. Some books came on in some ports and the Log had been re­ ceived. A vote of thanks to the steward department for a job well done. SEA-LAND VENTURE (SeaLand), April 9—Chairman, Recertified Bosun Edward Morris, Jr.; Secretary Roy R. Thomas; Educational Director Henry Duhadway. $10 in ship's fund. No disputed O T. Chairman held a safety meeting and advised that there should be no smoking on deck at anytime and to consider the ship like a tanker due to the fact that we have containers contain­ ing combustible cargo. A collection was made to send flowers for Brother Tom Kline's mother who passed away while the vessel was at sea. The importance of SPAD was discussed. A vote of thanks to the steward department for a job well done. Next port. New Orleans. COVE COMMUNICATOR (Mount Shipping), April 24—Chairman, Re­ certified Bosun B. Browning; Secretary C. M. Modellas; Educational Director G. Berger; Deck Delegate Milton R. Henton. No disputed OT. Chairman gave a talk about upgrading for LNG. Encouraged all members to attend Piney Point. Also on the importance of SPAD. Requested all members who use the washing machine to turn off the switch after using. Everything running smoothly. Next port, Delaware City. SEA-LAND ECONOMY (SeaLand), April 9—Chaiman, Recertified Bosun A. McGinnis; Secretary L. Nich­ olas; Educational Director L. Acosta; Engine Delegate R. Celicus; Steward Delegate S. Morris. $149 in movie fund. No disputed OT. Chairman held a dis­ cussion on upgrading and the highlights in the Log were pointed out. A vote of thanks to the movie director for a job well done. Report to the Log: "A tele­ gram was sent to Executive Vice Presi­ dent, Frank Drozak in regard to the death of our friend and Union brother Paul Drozak." Next port, Rotterdam. SEA-LAND FINANCE (Sea-Land), April 9—Chairman, Recertified Bosun J. Pulliam; Secretary G. Reasko; Deck Delegate J. Long; Steward Delegate E. Cullerton. No disputed OT. Educa­ tional director advised all crewmembers to go back to be upgraded as soon as possible. Chairman noted that the passing away of Paul Drozak and Mickey Wilburn will be mourned by all. All stood a moment of silence in their memory. Jitney service is still needed in Yokohama, Kobe, Hong Kong, and Seattle. Also platforms on dock for gangway. A vote of thanks to the stew­ ard department. Next port. Hong Kong. BORINQUEN (Puerto Rico Mgt.), April 2—Chairman, Recertified Bosun C. L. Gonzalez; Secretary H. A. Galicki; Deck Delegate O. V. Ortiz; Engine Del­ egate J. I. Newhouse; Steward Delegate R. F. Cordero. $7 in ship's fund. Some disputed OT in deck and engine depart­ ments. Chairman requested all men who are off watch to attend the Union meet­ ings. It was also suggested that all should read the Washington Activities and Headquarters Reports in the Log. Everyone should read the Log to be in­ formed as to what the Union is doing for the membership. Next port. Port Eliza­ beth N.J. ? • STONEWALL JACKSON (Water­ man Steamship), April 23—Chairman, Recertified Bosun C. T. Lineberry; Sec­ retary C. L. Shirah; Educational Direc­ tor B. Coole; Deck Delegate Werner Becher; Engine Delegate Cyril Grab; Steward Delegate Rafael Padilla. $25 in ship's fund. $910 in movie fund. Some disputed OT in deck, engine, and stew­ ard departments. Chairman noted with regret the passing away of Vice Presi­ dent Paul Drozak and advised crewmembers that there was an article in the Log that gave information on where you could send a donation to the Cancer Fund in his memory. A vote of thanks to the deck department by the chairman for the job of handling the cargo this trip. A vote of thanks to the steward department for a job well done. Next port. New York. LNG AQUARIUS (Energy Trans­ portation), April 2—Chairman, Recert­ ified Bosun Billy Nuckols; Secretary Frank Costango; Educational Director Dom Orsini; Deck Delegate Charles Loveland; Engine Delegate Charles Dahlhaus; Steward Delegate Larry Dockwiller. No disputed OT. Chair­ man reported that Port Agent Frank Boyne visited the vessel on March 23 in Nagoya. He will try to make the vessel at least once a month. Also discussed the importance of donating to SPAD. Steward delegate noted that Pat Geary, HLS graduate is doing a fine job. His Piney Point training shows. Report to Log: "The crew oiLNG A quarius would like to express their deepest sympathy to the families of our departed friends and brothers, Paul Drozak and Mickey Wil­ burn." Observed one minute of silence for our departed brothers with a special prayer for Mickey Wilburn and Paul Drozak. Next port, Osaka. MOUNT NAVIGATOR (Cove Tank­ ers), April 23—Chairman, Recertified Bosun R. Johnson; Secretary C. Guerra; Educational Director W. Weekly; En­ gine Delegate James Flynn; Steward Delegate M. Deloatch. No disputed OT. Chairman held discussions on the articles in the Log, the importance of donating to SPAD, and called for safety suggestions and the repair list. A vote of thanks was given to all department delegates and chairman for making this a smooth voyage. It was noted that the crew would like some updated literature on retirement and welfare benefits. A vote of thanks to the American Library for the books and magazines in New York. Observed one minute of silence in memory of our departed brothers. SEA-LAND CONSUMER (SeaLand), April 16—Chairman, Recerti­ fied Bosun F. Pehler; Secretary C. Rice; Educational Director K. Hart; Deck Delegate E. Scroggins; Engine Delegate R. Elliott; Steward Delegate M. Cox. No disputed OT. Chairman reminded all crewmembers to get passports and to go to Piney Point to upgrade. Next port. Port Everglades. ALLEGIANCE (Interocean Mgt.), April 30—Chairman, Recertified Bosun A. T. Ruiz; Secretary G. Rosholt; Educational Director Mark Serlis; Deck Delegate A. Lesnansky; Engine Delegate J. J. Kulas; Steward Delegate H. W. Roberts. $24 in ship's fund. Some disputed OT in steward department. Chairman noted that more members should attend the meetings so if they have a beef it could be considered. Observed one minute of silence in memory of our departed brothers. Next port Braintree, Mass. POTOMAC (Ogden Marine), April 9 -Chairman S. L. Coker; Secretary A. Salem; Educational Director H. N. Fos­ ter; Deck Delegate C. F. Mann; Engine Delegate F. W. McFaul; Steward Dele­ gate V. Young. Some disputed OT in deck and steward departments. Chair­ man to consult patrolman on arrival as a lot of shipyard work has to be done. A vote of thanks to the steward depart­ ment for a job well done. Observed one minute of silence in memory of our de­ parted brothers. PISCES (Apex Marine), April 9— Chairman, Recertified Bosun W. G. Butterton; Secretary F. R. Hicks; Edu­ cational Director G. D. Crowder; Deck Delegate G. James; Engine Delegate Otto Motley; Steward Delegate Jerry Wood. Chairman reported that the crew has been exceptional and he thanked the men and delegates for good coopera­ tion. Discussed the importance of do­ nating to SPAD. Also noted that the Piney Point men aboard ship show signs of good seamanship. Letters that were received from Headquarters concerning men being left in hospitals in foreign countries and getting required replace­ ment when leaving ship were read and discussed, pro and con, and posted. Re­ port to Log: "Chief Cook Frank Pastrano is retiring from the Union after this voyage. Everyone wished him many happy years on retirement and gave him a hearty farewell and wished him God speed in retirement." Next port. New York. Official ship's minutes were also re ceived from the following vessels: ROBERT TOOMBS SEA-LAND GALLOWAY LNG CAPRICORN MAYAGUEZ MOUNT VERNON VICTORY BEAVER STATE CHARLESTON POINT SUSAN MOUNT WASHINGTON SEA-LAND COMMERCE JACKSONVILLE OGDEN WABASH STUYVESANT TAMPA OGDEN CHAMPION HUMACAO ARECIBO DEL SOL THOMAS LYNCH DELTA MEXICO HUDSON GOLDEN ENDEAVOR BRADFORD ISLAND WESTWARD VENTURE DELTA BRASIL BOSTON TRANSCOLUMBIA ARTHUR MIDDLETON SAN JUAN DELTA URUGUAY SEA-LAND PRODUCER MOHAWK TAMARA GUILDEN iNGER ZAPATA PATRIOT DELTA MAR OVERSEAS CHICAGO June 1978 / LOG / 31 % �The Big One's Still Waiting For Brother Buzzwah to share the secret of his success, he answered in one word—"patience." Unfortunately, he can answer the question, "What do you catch," in one word, too. "Nothin'." Seafarer Buzzwah doesn't like to clean fish, so he doesn't catch too many. In fact, he can number his lifetime catch on the fingers of one hand—two of them. When the sun starts warming the sweet water of the Great Lakes and the only ice around is clinking in glasses, people start thinking about vacations. Summer is the busiest part of the ship­ ping season on the Lakes, with vacation time for Seafarers a good six months off. But the weather is mild, the fish are bit­ ing and that gives some SIU members a lot to do in their spare time. Perhaps the greatest fisherman of them all Ls one of our own. Ray Buzz­ wah, a wiper aboard American Steam­ ship Co.'s Consumers Power, is out cast­ ing a line every chance he gets. Brother Buzzwah has fished all over the world. In the Persian Gulf, the Suez Canal, the China Sea. He's hunted the beasts of the water in California, north­ ern Michigan, and Lorain, Ohio. Brother Buzzwah has the best fishing gear money can buy. And, when asked Four Inch Perch He bagged his first trophy back in 1974. It was a catfish. And last year he caught his first perch. But it was only four inches long, so he threw it back. Buzzwah hails from Mountain View, Arkansas which is known for its clear lakes and good fishing. He's never caught anything there, either. It was Jim Budnick, the MEBA, Dis­ trict 2 steward, and an SIU member from 1959, who sat Brother Buzzwah down in the galley of the Consumers Power one day during the fit out and insisted he tell his inspirational story. "Many's the time," Budnick said, "Ray's asked me to leave the deep freeze open overnight for his catch. The next morning, though, there's never anything there." Budnick's always willing to oblige in the galley when Brother Buzzwah gets in from a fishing trip. "I enjoy cooking Ray's fish," he said. "They don't leave much to clean up." So, Brother Buzzwah will keep on fishing the ports his ship comes into. He'll continue dispensing good advice on lures, bait, and casting. And he'll probably go on not catching much. There is an advantage, though, in be­ ing the kind of fisherman he is. The big one's still out there waiting for him! Researchinig Vietnam Seafarer Mike Gillen is currently doing research for a book about the merchant marine during the Vietnam War. He is looking for stories, photos, etc. and would like to cor­ respond with anyone who was on the Vietnam run. Gillen was OS on the SS Fairport to Da Nang in 1969. Write to him, c/o Lee, 21-05 33rd St., Astoria, N.Y. 11105. cTTPtrPS: Seafarers m ftxoerienced Job training equipment M or HOB"" See your nSiSSi °°°urm ^B^ter Fay ^ Lakes Seafarer Ray Buzzwah, a wiper and resident fishing expert on the Consum­ ers Power (American Steamship Co.), is shown working aboard the ship during fit out last April. A MESSAGE FROM YOUR UNION //= you ARE DRUGS CAUGHT WITH youR BB <EAMAN'5 PAPERS \A//LL THERE % NO PLACE FOR DRUGS IN A PROFESSIONAL SEAMAN^S LIFE I 32 / LOG / June 1978 i • �The newest U.S.-flag ships are helping to end America's dependence on runaway-flag tankers David Pappas receives instruction in the use of safety equipment found al>oard LNG tankers. Seafarers David Pappas (center) and Richard Robinson (right) discuss firefighting equipment aboard LNG tankers with their instructor. I *... jLiaifew. - ' ;• , , V r' •'-nil Seafarers today have the chance to sign a new Decla­ ration of Independence for America. When a seafarer signs on one of the new U.S.flag LNG tankers, he helps make America independent of poorly-maintained, unsafe, foreign-flag tankers that pol­ lute our shores and steal American jobs. The new LNG vessels are the finest, safest ships ever built. Seafarers can earn ex­ cellent pay aboard these ves­ sels and they enjoy fine work­ ing and living conditions. But, to take advantage of this op-^ Paso Southern. He comment­ ed, "There are many untrue stories floating around and education is the only way to stop false rumors about LNG." Seafarer Bill Bellinger, who is also aboard the Southern, added, "A small tank of pro­ pane at a person's home is more dangerous than a whole vessel of LNG." He also noted, "A regular tanker is a much more dangerous vessel to work aboard than an LNG ship." Seafarers Mike Stravers (center) and Hanable Smith, Jr. (right) use the automated console simulator at HLS to gain experience in the auto­ mated systems aboard LNG vessels. Instructor John Mason (left) pro­ grams problems into the simulator so that the seafarers can practice troLibfeshootlng. portunity, seafarers must be QUALIFIED. Qualifications are the key. All the seafarers aboard LNG vessels are specially-trained. They are skilled in LNG oper­ ations and theory and they are very safety conscious. The Harry Lundeberg School is the place to get these qualifications. HLS of­ fers a special course to teach seafarers everything they need to know to work aboard an LNG ship. The course also helps seafarers to understand LNG as a cargo. Seafarer Pete Reid is a crew member aboard the El So, seafarers who train at HLS to man the new LNG ves­ sels receive many benefits— good pay, great working con­ ditions, new skills, more knowledge, better job secu­ rity. And these seafarers will work aboard U.S.-flag ships that are providing energy for America's needs. Attending the LNG course at HLS is the best move any seafarer can make—he'll help himself, help his industry and help his country. * U.S.-flag LNG vessels are the safest ships ever built. American tech­ nology provides the know-how and the SlU provides the skilled man­ power for the operation of these vessels. Seafarers in the LNG course iisten as John Lindak of the U.S. Coast Guard explains the safety factors involved in the construction and opera­ tion of LNG vessels. June 1978 / LOG / 33 �SlU deckhands secure lines between the J. W. Hershey (Inland Tugs) and one of 15 grain barges in her tow. The boat was tied up on the Mississippi, just above St. Louis, waiting to go through Lock 27. Robert Gallion, SlU deckhand on the towboat Ed Renshaw (Ozark Marine) uses a flashlight to check for barge leaks. This full view of the J.W. Hershey and her tow is typical of the large, modern towboats which operate on the Rivers. She was one of the 30 boats waiting above and below Lock 27 last month when the busy facility was parWaHy closed for maintenance. SlU Patrolman Dave Wierschem talks with Nancy Hite, cook on the Ed Renshaw. during his servicing visit to the boat. The crew of the Ed Renshaw had time for a relaxed lunch wiih Patrolman Dave Wierschem (left) whilethe boat was waiting her turn at Lock 27, expected around midnight. Crewmembers shown are (I to r): Lead Deckhand Jack Carlile and Deckhands John Kalges and Albert Brenizer, Pulsating With the Rivers, SlU Boats Pump Call it what you like —the Mis.sis.sippi, the Western Rivers or just the Rivers. I his vast network of waterways, which was the lifeline for America's westward development, is still the nation's main inland artery for commercial growth. The steamboats are gone but diesel powered towboats and barges of all types and sizes now carry the pulse of the Rivers. And it's stronger now than it ever was when paddleboats dominated the scene. SlU Boatmen are playing an increas­ ing role in the growth of river trans­ portation and The Log had a chance to 34 / LOG / June 1978 see them in action on a recent trip to sev­ eral key points along the Mississippi. The heart-of the action is around St. Louis where the SIU hall is located. Strategically sited just below where the Missouri and the Illinois Rivers enter the Mississippi, St. I.ouis is the nation's leading inland waterways port. Latest available figures show close to 24 mil­ lion tons of cargo moved through there in 1976. Coal, grain, fertilizers and chemicals are the major cargoes that pass through this port. Hiey are generally carried in huge tows which can be as large as 50 barges pushed by a single towboat. Lashed rigidly together by deckhands or linesmen, these barges move through the calm waters of the Mississippi like a single vessel. The river is relatively calm because of the system of 30 locks and dams that regulate its different water levels like a gradual flight of steps. As they approach St. Louis, the big tows have to be broken up to pass through some of the busiest locks in the entire system. The longest delays usually occur at Alton, III., right across the fiver from St. Louis. Here, the outmoded Locks and Dam 26 still awaits replacement. But during The Log's visit, the biggest bottleneck was at another facility just above St. Louis. Locks and Dam 27 at Granite City, III. was partially closed for maintenance work and we saw 30 boats backed up above and below this point. One of them was the Ed Renshaw. operated by SlU-contracted Ozark Marine. She was on her first trip out of the shipyard after repairs for ice damage last winter: The 5,600 hp. boat was tied up along the river bank with her tow of ' 15 grain barges. She was scheduled t<v ' pick up another 10 barges on her way to �1^ |T* .ly. •W ( 4 'W-t^-. isiiVs % :>^rnr mi^' fiSSj? '^3fc=' .;'(^K -ri ^ . • A I L . fo. . • . -i - .. . . . • . ,. . ' The Gateway Arch, syrtibol of St. Louis modern resurgence, throws a shadow around reminders of her riverboat past. Visitors can ride up the steel arch to Its 600 foot top, where this photo was taken, overlooking excursion boats docked on the Mississippi. St. Louis was "the gateway to the West" in the 19th century and it is still the nation's leading inland port. Holiice Davidson is an SlU deckhand gn the Dan Hogan a harbor boat In Louisiana Docks f leetinq service at Cairo III ..y I ' I >7: ?, " • • ?[Mr-—"" ^ v i •*." : \ J,:v Dottie Sullivan, part of the 90 member work force at Denna Products, turns out ceramic lamp bases at this UlW-contracted shop on the Ohio River, near Paducah, Ky. Barge repair and other shoreside workers at Louisiana Docks are also UIW members. Shop Steward Leon Spraggs here supervises Welder Terry White­ side as he works on a new office addition to this expanding operation. Economic Energy into Heart of U.S New Orleans. But when we boarded the boat around noon, her crew told us that she would have to wait "at least until midnight to get through Lock 26 and then a couple of days before going through Lock 27." The Ed Remhaw wasn't the only SIUcontracted boat caught in the lock back­ up. The y. W. Hershey (Inland Tugs) was also waiting with 15 grain barges. Crossing the Mississippi, we had a birdseye view from the bridge leading into St. Louis of three more grouped togetheron the riverbank. The Jeffboat (Inland Tug), Delmar Jaeger (Northern Tow­ ing) and the Hugh C. Blaske (Southern Ohio Towing) were all waiting their turn at the locks with hopper barges filled with coal. Locking for one boat takes about one and a half hours when the tow is too large to go through all at once. But breaking up tows is only one part of the story on the Rivers. Farther down the Mississippi at Cairo, 111. we saw one of the busiest spots where these big tows are made up by SIU Boatmen. The Ohio River meets the Mississippi at Cairo and this is where the Louisiana Dock Company, Inc. puts together I barges going in all directions. In 1976, the SlU-contracted fleeting boats in this company handled a total of 18,000] barges and the figures are steadily climb­ ing. Louisiana Dock is also a growing barge repair service, under contract to the United Industrial Workers, an affili­ ated union of the SIU. The repair yard started out five years ago with 18 UIW workers and today the number has doubled. These include general laborers in the "Bull Gang," machinists and crane operators. But the pulsebeat of the Rivers isn't INLAND confined to the waterways. River com­ merce has pumped economic energy into the industries of the surrounding areas. We visited another active UIW shop, sandwiched between two river towns. Cairo and Paducah, Ky. Close to 100 UIW workers at Denna Products turn out 5,000 ceramic lamp bases a day. Set on the banks of the Ohio, the plant is part of the growing economy of an area which is fed and sustained bvthe Rivers. June 1978 / LOG / 35 �Virgil E. Clement, 62, joined the Union in the port of Houston in 1960. He sailed as an engineer and tankerman for National Marine Service from 1954 to 1978. Brother Clement was born in Loranger, La. and is a resident of Independence, La. Thomas O. Rainey, 64, joined the SIIJ in the port of New Orleans in 1955 and sailed as a chief steward. Brother Rainey sailed 31 years. He is a World War II veteran of the U.S. Air Forces. Seafarer Rainey was born in Beehe. Ark. and is a resident of Forrest City, Ark. _.-Tk^VV: A V Roy W. Anderson, 69, joined the SlU in the port, of .lacksonville in 1961 and sailed as a cook and fireman-watcrtendcr. Brother Anderson sailed IS years. He also worked as a shipyard rigger. Born in Oklahoma, he is a resident of Jacksonville. Jess Willard "Tex" Ringo, 61, join­ ed the SIU in 1944 in the port of Balt­ imore and sailed as a bosun. Brother R ingo sailed 46 years. He was born in Texas and is a resident of Houston. Troy M. Carver, 65, joined the SlU in the port of Baltimore in 1951 and sailed as a bosun, quartermaster and in the steward department since 1958. Brother Carver sailed 43 years. He is also a rigger. Seafarer Carver was born in Elkins. W. Va. and is a resident of Houston. John B. Johnson, joined the SI U in the port of Seattle in 1963 and sailed as an AB. Brother Johnson sailed 30 years. He is a veteran of the U.S. Navy. Seafarer Johnson was born in Pearidge, 111. and is a resident of Newburgh, Ore. James W. Davis, 53. joined the SlU in 1946 in the port of Jacksonville and sailed as an AB. Brother Davis was born in Greensboro, N. C. and is a resident of Jacksonville. Henry R, "Hy" Gordon, 57, joined the SIU in 1942 in the port of Mobile and sailed as a bosun. Brother Gor­ don sailed 38 years. He is a World War 11 veteran of the U.S. Army. Born in Bergen County, N. J., he is a resident of Miami, Fla. Luis Gil, 66, joined the SIU in 1942 in the port of New York and sailed as a bosun. Brother Gil walked the picketline in the 1962 Robin Line beef and the 1965 Rotobroil strike. He was born in Puerto Rico and is a resident of Bayamon. P. R. Anthony J. Skillman, 58, joined the SrU in 1944 in the port of Balti­ more and sailed as a bosun. Brother Skillman sailed 37 years. He also sailed on the Bull Line. Seafarer Skillman hit the bricks in the 1961 N. Y. Harbor strike. He is a World War II veteran of the U.S. Army. A native of Brooklyn, N. Y., he is a resident of Astoria, Queens. N.Y. Recertified Bosun Joseph O. Sny­ der, 66, joined the SIU in 1946 in the port of Baltimore sailing for 43 years. Brother Snyder graduated from the Union's Bosun -Recertification Pro­ gram in March 1976. He walked the picketline in the 1965 Rotobroil beef in Chicago, 111. Seafarer Snydgr is a veteran of the U.S. Navy. Born in Pennsylvania, he is a resident of Balt­ imore and Genoa, Italy. 36/ LOG / June 1978 F William C. West, 66, joined" the Union in the port pf Philadelphia in 1967. He sailed as a captain and deck­ hand for the Interstate Oil Transport Co. from 1965 to 1977 in Norfolk and the Graham Transportation Co. in 1965. Brother West was a commercial fisherman from 1948 to 1965. He was a former member of the Masters, Mates and Pilots Union and the Na­ tional Maritime Union. A native of Mathews, Va.; he is a resident there. Paul Buddy McDaniel, 61, joined the SIU in 1947 in the port of New York and sailed as a bosun. Brother McDaniel sailed 36 years. He is a Worid War II veteran of the U.S. Navy. Seafarer McDaniel was on the picketline in the 1961 N.Y. Harbor beef. He upgraded to AB at Piney Point in 1974. Born in Georgia, he is a resident of Stroudsburg, Pa. Leroy J. Doty,59, joined the SlU in 1947 in the port of New York and sailed as a bosun and quartermaster. Brother Doty sailed 41 years. He hit the bricks in the 1961 Greater N. Y. Harbor beef and the 1962 Robin Line strike. Seafarer Doty attended a 1972 Educational Conference in Piney Point, Md. He upgraded at the HLS in 1976. A native of Akron, Ohio, he is a resident of Lakewood, N. J. Joseph R. Gallant, 59, joined the SIU in 1942 in the port of Mobile and sailed as a fireman-watertender. Brother Gallant sailed 38 years. He was born in New Bedford, Mass. and is a resident of Houston. Walter L. Jarrett, 62, joined the Union in the port of St. Louis in 1965. He sailed as a cook on the A//F Hu^h C. 5/<7.vAe (Inland Tugs) from 1963 to 1964, on the Towhoai Harry M. Mach (ACBL) from 1963 to 1977, and on the A//F Bill Elmer from 1975 to 1976. Inland Boatman Jarrett was a member of the United Steelworkers Union in 195-7. He is a World War 11 veteran of the U.S. Army. Brother Jarrett was born in Louis­ ville, Ky. and is a resident there. George L. Tolliver, 63, joined the SIU in 1938 in the port of Boston and sailed as a chief steward. Brother Tol­ liver sailed 46 years. He was aboard the SS Steel TrtfvWfr (Isthmian Line) in 1973 when Cambodian frogmen attached sticker bombs to the ship's side blowing a 4 by 4 hole in her hull. A native of Nova Scotia. Canada, he is a U.S. naturalized citizen and a res­ ident of New Orleans. Carlos Torres, 65, joined the SIU in 1938 in the port of New York and sailed as a junior engineer and fire­ man-watertender. Brother Torres sailed 41 years and in 1965 for the Isthmian Steamship Co. He was on the picketline in the 1961 N.Y. Har­ bor beef and the RMR strike. Sea­ farer Torres was born in Yauco, P.-R. and is a resident of Brooklyn, N. Y. George Washington Trippe Jr., 55, joined the SIU in the port of Mobile in 1960 and sailed as a cook. Brother Trippe sailed 26 years. He was born in Alabama and is a resident of Lip­ scomb, Ala. Ronald R. Wells, 65, joined the SIU in the port of Jacksonville iu 1962 and sailed as an oiler. Brother Wells sailed 35 years. He is a World War 11 veteran of the U.S. Navy. A native of the British West Indies, he is a resident of Mililiani Town, Hawaii. Charles G. Starling joined the Union in the port of Norfolk in 1961. He sailed as a cook for Mariner Tow­ ing from 1956 to 1978, IBC Towing in 1972, Gulf Atlantic Towing, and Mc­ Allister Brothers. Brother Starling sailed 46 years. He is a veteran of the U.S. Coast Guard. Boatman Starling was born in Rocky Mount, N.C. and is a resident of Norfolk. Leon R. Drylewicz, 63, joined the Union in the port of Detroit in 1960 and sailed as a conveyorman. Brother Drylewicz sailed 29 years. He is a World War 11 veteran of the U.S. Army. Laker Drylewicz is also a turret lathe operator. Born in Wilkes Barre, Pa., he is a resident of Plains, Pa. MEMBERSHIP MEETINGS' SCHEDULE Port New York ... Philadelphia . Baltimore ... Norfolk Jacksonville . Algonac .... Houston .... New Orleans . Mobile San Francisco Wilmington . Seattle Piney Point . San Juan .... Columbus ..., Chicago ...., Port Arthur . Buffalo St. Louis Cleveland ..., Date July 3 July 5 July 5 July 6 July 6 July 7 July 10 July II July 12 July 13 July 17 July 21 July 8 July 6 July 15 July II July II July 12 July 14 July 13 Deep Sea Lakes, Inland Waters 2:30p.m. 2:30p.m. 2:30p.m. 9:30a.m. 2:00p.m. 2:30p.m. 2:30p.m. 2:30p.m. 2:.30p.m. 2:30p.m. 2:30p.m. 2:30p.m. 10:30a.m. 2:30p.m. — — 2:30p.m. 2:30p.m. — UIW 7:0Qp.m. 7:00p.m. 7:00p.m. 7:00p.m. 7:00p.m. 7;00p.m. 1:00p.m. �Today's SlU Pilot The Best of Old and New •• A pilot on the waterways Mark Twain called this "the greatest position of all." But the boats and the waterways have changed a lot since Mark Twain's day. Today's pilot must he very skilled. He must be able to han­ dle new technology, cope with rules and regulations, constantly practice safety measures, and pass detailed examinations test­ :.-.v • Gene Mavi, * Robert Heilnieier and Roger Ronsoiiet, SIU Boatmen who are currently enrolled in the Pilot's Course at HLS, listen as inslriiclor Paul Alliiian explains the use of the sexlaul. ing his knowledge. Even so, there's still glory in being a pilot—there's pride in being in charge of your own boat and being responsible for the safety and well being of crew and cargo. For Boatmen who want to be pilots, the best way to earn their license is the pilot course at the Harry Lundeberg School. At HLS, experienced instructors Boatman Robert Heitmeier is shown here as he makes a chart of the waters he will work on as a pilot. Dennis Cumiskey spends some classroom time practicing chart reading skills. Susquehanna Committee N.Y. Patrolman George Ripoll (center) is with the Ship's Committee and a crewmember of the ST Susquehanna (Hudson Waterways) at a payoff on June6 in the Hoboken (NJ.) Shipyard. They are (seated I. to r.) Deck Delegate Walter Clifton and Engine Delegate Ken Killion. Standing (I. to r.) are Chief Steward James Osbey, sec­ retary-reporter, and AB Mike Atkinson. The Navy tanker was laid up for repairs after payoff. help each Boatman learn exact­ ly what he needs to know to pass the Coast Guard exams and handle his boat with skill. Everything in the course is individualized for the student— he learns rules of the road, weather, winds and tides, chart sketching and navigation exact­ ly as they apply to the route he will work on as a pilot. At HLS. the SIU Boatman can learn all the modern skills he needs to enjoy the old-fash­ ioned glory of being a pilot on the waterways. Boston Committee On a May 26 payoff at Port Elizabeth, N.J. here's part of theShip's Committee of theSS Boston (Sea-Land). They are (I. to r.) Chief Cook S. Bell, steward delegate: Engine Delegate Vincent Mello, Chief Steward Jim Keno, secretary-reporter, and Recertified Bosun Leyal Joseph, ship's chairman. June 1978 / LOG / 37 �Michael A. McNulty, 22, died on Dec. 6, 1977. Broth­ er McNulty joined the SIU in the port of New York in 1971 sailing in the steward department. In 1973, he attended the HLS, He was born in Philadelphia and was a resident there. Surviving is his father, Andrew of Philadelphia. Paul T. Marusia, 72. passed away on Apr. 22. Brother Marusia joined the SIU in the port of i, Houston in 1963 and sailed as a firemanwatertender. He sailV / ed 33 years and was also a pipefitter. Seafarer Marusia was born in Cleveland, Ohio and was a resi­ dent of Houston. Surviving is a sister, Mrs. Emma Alvris of Parma, Ohio. Edgar L. Jester, 63, was found dead in his camper around May 7, Brother Jester joined the SIU in the port of Bal­ timore in 1959 and sailed as an AB rfeii^and quartermas­ ter. He sailed 41 years. Born in Choptank, Md., he was a resident of Baltimore. Surviving are, two sons, Edgar and Timothy of Preston, Md. and a daughter, Rcgina. Dennis P. Pierce, 71, passed away on Apr. 30. Brother Pierce joined the SIU in 1938 in the port of Baltimore and sailed as a firemanwatertender. He sail­ ed 42 years. A na­ tive of Oklahoma, he was a resident of Fairview, N.M. Surviving is a bro­ ther, Ralph of Fairview. Michael Darawich, 63, died of a brain ailment in the U.S.A. Medical Center, Mo­ bile, Ala. on Apr. 1. Brother Darawich joined the SIU in 1946 in the port of Mobile'and sailed as a chief electrician. He sailed 34 years and received a Union Personal Safety Award in I960 for sailing aboard an accident-free ship, the SS Steel Voyager. Seafarer Darawich was born in Ala­ bama and was a resident of Mobile. Burial was in the Catholic Cemetery, Mobile. Surviving is a brother, Samuel of Creola, Ala. Larry Ballom, 21, was dead on arrival at the St. Claude General Hospital, New Orleans on Apr. 22. Brother Ballom joined the Union in the port of New Or­ leans in 1977. He sailed for Radcliff Materials in Mobile from 1977 to 1978. Born in New Orleans, he was a resident there. Interment was in Rest Haven Memorial Park Cemetery, New Or­ leans. Surviving is his mother, Iram of New Orleans. 38 / LOG / June 1978 Laker Francis H. Burke, 59, died of brain contusions in the Staten Island, N.Y. USPHS Hos­ pital on Apr. 25. Brother Burke joined the Union in the port of Detroit in 1966 and sailed as a cook for the American Steamship Co. that year and also for the Gartland and Reiss Steamship Cos. He was a verteran of the U.S. Air Forces during and after World War II. A native of St. James, Mich., he was a resident of Mount Clemens, Mich. Burial was in St. Peter's Cemetery, Mount Clemens. Sur­ viving is a son, George of Mount Clemens. Pensioner Barney Buxton, 67, died of diabetes in the'West Calcasieu Carneron Hospital, Sulphur, La. on Apr. 18. Brother Buxton join­ ed the Union in Port Arthur, Tex. in 1964 and sailed as a pilot and captain for the Ziegler Towing Co. from 1953 to 1958 and for the Slade TowingCo. from 1958 to 1973. He was a World War II veteran of the U.S. Army. Boatman Buxton was born in Starks, La. where he was a resi­ dent. Burial was in Doyle Cemetery, Starks. Surviving are his widow, Louzell; a son, Darrell, and a daughter, Mrs. Elizabeth B. Bergeron of Orange, Tex. Laker Charles L. Cochran, 39, died on Apr. 30. Brother Cochran joined the Union in the port of Detroit in 1961 and W ^IBlm vB ^ bosun on 'hlH the SS Roger M. li B(American Steamship) and for the Pringle and Kinsman Marine Steamship Cos. He sailed 22 years on both the Lakes and deep sea. Seafarer Cochran was a Viet­ nam War veteran of the U.S. Army. Born in Detour, Mich., he was a resi­ dent of River Rouge, Mich. Surviving are his widow, Shirley, and three step­ daughters, Denise Miller, Maureen Mil­ ler and Rachelle Miller. Inland Boatman Mark W. Wallace, 60, died on Dec. 12, 1977. Brother Wal­ lace joined the Union in the port of Chi-" cago in 1972 and sail­ ed as a tugman and tankerman on the Tug Hatinah (Hannah Inland). From 1946 to 1971, he was a self-employed painter. He was a veteran of the U.S. Army in World War II. Boatman Wal­ lace was born in Bayport, Mich, and was a resident of Pigeon. Mich. .Survingare his widow. Helen, and a son, Mark. Pensioner James P. Kelly, 70, passed away on May 12. Brother Kelly joined the Union in 1949 in the port of Detroit and sailed as an AB, deck maintenance, and fireman-watertender for the American Steam­ ship Co. and for Kinsman Marine. Brother Kelly was born in Glasgow, Scotland and was a resident of Detroit. Surviving is his widow, Mary. Pensioner Herbert , J. Granville, 82, died of cerebral hemor­ rhage in the Georgian Court Nursing Home, Buffalo, N.Y. on Apr. 20. Brother Granville ^Joined the Union in ' the port of Buffalo in 1961. He sailed as a deckhand for Gravel Products Corp. from 1942 to 1960, and Merritt, Chapman and Scott, and the Great Lakes Dredge and Dock Co. from 1960 to 1966. He was born in Newfound­ land, Canada, was a naturalized U.S. citi­ zen and a resident of Buffalo. Burial was in Elmwood Cemetery, Tonawanda, N.Y. Surviving is his widow, Martha. ^ -f Laker Robert M. White, 58, died of heart and lung failure in the Cleveland (Ohio) Clinic Hospi­ tal on Nov. 15, 1977. Brother White joined the Union in the port of Ashtabula, Ohio in 1961. He sailed as a deckhand and fireman-watertender for the Great Lakes Towing Co. from 1960 to 1977. Also he was a boilermaker for the Geary Boiler Works from 1950 to 1960. He was a World War 11 veteran of the U.S. Navy. Born in Ashtabula, he was a resi­ dent there. Interment was in St. Joseph's Cemetery, Ashtabula. Surviving are his widow, Isabel, and two daughters, Jane Ann and Isabel. Pensioner Theodore J. "Phil" Marullo, 67, died of heart failure in the Tampa (Fla.) General Hospital on May 1. Brother Marullojoined theSIU inthe port of Mobile in 1952 and sailed as a fireman-watertender and chief steward for the Alcoa Steamship Co. He walked the picketline in the Savannah, Ga. coal beef, attended a Crew Conference at H LS in Piney Point and was a ship's del­ egate. A native of New Orleans, he was a resident of Tampa. Burial was in Myrtle Hill Memorial Park Cemetery, Tampa. Surviving is his widow, Evelyn. I Pensioner Adolph G. Miller, 87, died of a heart attack in the Norfolk USPHS Hospital on Mar. 2. Brother Miller joined the Union in the port of Norfolk in 19^2. He had sailed as deep sea AB, 2nd mate, captain, and inland master for the Sheridan Transportation Co. from 1949 to 1967 and for Dickman, Wright and Poe from 1944 to 1949. Seafarer Miller, who rounded Cape Horn five times in square riggers was featured in a 1972 fullpage news story in the Norfolk "Virginia Pilot." It told of how Capt. Miller was a prisoner twice during World War I of the notorious German Sea Devil, Count Felix von Luckner. Luckner's raider, the 55 Prince Eitel Frieclrich sunk Miller's ship, the William P. Frye in 1914 off Buenos Aires, Argentina. Later he was freed with 100 others. In 1917, he was a prisoner of Count Luckner again when the raider chased his vessel onto a South Sea isle reef where he wqs shipwrecked and rescued by the French. In all, he sailed 60 years. During the Great Depression, he sailed with his late wife, Alice on boats and barges. Boatman Miller was a resident of Norfolk. Burial was at sea in the Atlantic Ocean. Surviving is a brother-in-law, Robert H. Snyder of Wilson, N.C. Pensioner William R. Baker, 66, died of arteriosclerosis on Apr. 4 in Balti­ more City, Md. Brother Baker joined the Union in the port of Baltimore in 1956 sailing as a deckhand and AB on the Tug Wagners Point (Curtis Bay) from 1946 to 1974. He was born in Baltimore and was a resident there. Burial was in Holy Rosary Cemetery, Baltimore. Surviving is his widow, Katherine. VassOios D. Venefoulis, 46, died in the Staten Island (N.Y.) USPHS Hospital on Aug. 24, 1977. Brother Venetoulis I joined the SIU in the ] port of New York in 1963 and sailed as a fireman-watertender. He sailed 30 years. Seafarer Venetoulis was a veteran of the Greek Army infantry from 1970 to 1971. A native of Piraeus, Greece, he was a resident of New Orleans. Sur­ viving are his widow, Peggy and his parents, Mr. and Mrs. Drossos Vene­ toulis of Piraeus. Pensioner Cleve­ land J. Vincent, 65, died of heart failure at home in Baton Rouge, La. on Jan. 18. Brother Vincent joined the SIU in the port of New York in •' .W' 1953 sailing as a cook. He sailed 25 years. And he was a World War II veteran of the U.S. Army. Seafarer Vincent was born in Crowley, La. Burial was in Simmons Cemetery, Silver Creek, Miss. Surviving are his widow, Carrie; two sons, Joseph of La­ fayette, La. and Paul; a daughter, Vir­ ginia, and his mother, Mrs. C. Vincent of Baton Rouge. James E. Welch, 52, died of a heart at­ tack in the San Fran­ cisco General Hospital on Feb. 26. Brother Welch joined the SIU in the port of Houston in 1953 and sailed as an AB. He sailed 32 years. Seafarer Welch at­ tended Piney Point Crew Conference No. 6 in 1970. He was also a World War II veteran of the U.S. Navy. Born in Springfield, Mass., he was a resident of Bernardston, Mass. Surviving are his mother, Olga of Dunedin Isles, Fla., and his sister, Mrs. Betty W. Netties of Bernardston. Harold B. Thomas, 69, passed away on Mar. 26. Brother Thomas joined the SIU in 1946 in the port of New York and sailed as an elec­ trician and bosu"n. He served as deck delegate. He sailed 40 years. Seafarer Thomas sailed Great Lakes sand suck­ ers and tankers in 1944. He helped to organize the Eastern Steamship Co. and the Central Vermont Railroad Co. He was a veteran of the U.S. Coast Guard. Born in Southold, L.I., N.Y., he was a resident of Baltimore. Surviving are his widow, Catherine, and his mother, Mrs. John Beyer of New London, Conn. Gary N. Forster, 38, was killed when Barge Interstate 19 (JOT) exploded Mar. 20 on the Delaware River at the Getty Oil Refinery, Delaware City, Del. Brother Forster joined the Union in the port of Norfolk in 1976. He sailed for Allied Towing, IBC Co. last year, and as a relief captain and mate for the In­ terstate Transport Ocean Co. in the port of Philadelphia. He was a Vietnam War veteran of the U.S. Army. Born in Kala­ mazoo, Mich., he was a resident of Coin jock, N.C. Surviving are his widow,, Barbara; a daughter, Tracy, and his^ father, Shelton. �HLS UPGRADING CLASS SCHEDULE 1978 Below is completelut of all upgrading courses, and their starting dates, that are available for SlU members in 1978. These include courses for deep seOjGreat 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 Lundeberg School, members should contact their local SlU representative, or write to the Lundeberg School Vocational Edu­ cation Department, Piney Point, Md. 20674. or call the School at (301) 99441010 1 LNG July 24 August 21 September 18 October 16 November 13 December 11 QMED October 2 FOWT July 10 August 31 October 16 November 23 Pumproom, Maintenance & Operation October 9 Diesel Engineer July 31 Welding 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 Chief Steward (maximum 1 student per class) July 24 August 21 September 18 October 16 November 13 December 11 Chief Cook and Cook & Baker (maximum 2 students for Chief Cook and 2 students for Cook & Baker for each class scheduled) 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 he Assistant Cook L Lifeboat and Tankerman Able Seaman July 10 August 17 September 18 November 13 Quartermaster October 16 Special Programs to be Set Up Upon Request 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 June 1978 / LOG / 39 �The SlU tug Miss Lana (Peter Kewit & Sons) moves a rig used in construction of a dike wall at the port of Cleveland. -'.,. '.s5', I " SiU Lakes Tugs Working on Dike, V' Fit out on the Lakes is usually associated with a top-to-hottom workover of Lakes bulk carriers. But tugs have to be Checked, repaired and repainted after winter lay-up, just like the larger vessels Tugs in the Great Lakes area usually lay-up from mid-December through April, But when they're working, they're working hard. The 75 foot tug Miss Lana (Peter Ken it Co.) had only been back on the water for three weeks when she was well into work on construction of a dike wall. New environmental rulings say that dredged materials from harbors can't be J" dumped in the Lakes because they add to pollution. So the two SIU deckhands and scowman aboard the Miss Lana were moving a rig used to build the wall Erie. The wall the A/wsLn/io is working on is the third to be built in the Cleveland area and is scheduled for completion next year. Another SlU-contracted tug, Dunbar & Sullivan's Sachem, was on her way to Fairport, Ohio for a job connected with a nuclear power plant there, The power plant will have a tunnel under Lake Erie and the Sachem's crew will be laying cribs for water intake on the site of the tunnel. That job is expected to take all summer. Construction projects are nothing new a. if 1*^4! X "V Mike O'Donnell, an SIU rangeman. works witfi engineers setting up tripods on thie fill and lake sides of Lake Erie. Bulk carriers site themselves on the 50 foot high markers when unloading. 40 / LOG / June 1978 f ;i SIU deckhand Jim Burns working on the Dunbar & Sullivan Co. tug Sachem during fit out in Cleveland. ,ev; �The Miss /.ana's SlU crew is, (l-r): Edward Goetz and Bill Taylor, deckhands; and Corky Parish, scowman. i Po^er Plant^^ GREAT LAKES iosome SIU members. Ed Goetz,a deck­ hand on the Miss Lana for the last 18 years, was on that tug when Burns Har­ bor in Indiana was built. Brother Goetz said that in order to put up the harbor's breakwall, they had to build right into sand dunes. Tugs make shipping on the Lake pos­ sible but they don't get too much of the fame and glory. There's a story about the Sachem, which, if it hasn't brought the boat fame, has at least made her infa­ mous. In 1950, the tug sank near Buffalo and the 12 people aboard were drowned. It cost about $ I million to salvage the boat but the my.stery of why she went down was never solved. William "Corky" Parish, scowman on the Miss Lana. secures the tug's line to a construction rig platform during work on a dike wall project. Construction of the wall, the third built irrCleveland, will be finished next year. Peter Czech, an SIU deckhand since 1959, brings a launch to the Miss Lana to pick up crewmembers. Fitting out the Sachem took the crew six days. Here deckhands Jim Burns (IJ and Joe Turner make sure the boat's life raft is in working order. June 1978 / LOG / 41 �ilr SIU Atlantic, Gulf, Lakes & Inland Waters '^• W •f of North America PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENTS Earl Shepard Lindsey Williams Cal Tanner : Dispatchers Report for Deep • I I. United Industrial Workers MAY 1-31 1978 ^ TOTAL REGISTERED All Groups Class A Class B Class C Port Boston New York Philadelphia Baltimore Norfolk Jampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point . . Yokohama Totals Boston New York. Philadelphia Baltimore Norfolk Tsfopa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 7 88 22 22 11 5 22 107 43 30 28 33 11 102 0 3 534 1 19 1 9 3 3 4 15 8 3 4 2 2 10 12 2 98 0 5 0 2 4 1 1 2 3 1 2 1 0 8 0 0 30 9 68 9 27 15 5 19 84 38 19 7 31 12 99 0 5 447 0 38 9 15 9 3 8 43 15 4 8 10 4 33 25 1 225 2 6 0 2 6 1 2 1 3 3 1 6 2 14 0 1 50 10 134 20 36 21 9 30 130 61 56 32 54 14 149 0 3 759 2 15 4 6 2 2 7 15 5 7 7 7 1 13 0 1 94 2 2 0 0 1 0 0 4 2 3 0 2 0 12 0 0 28 3 9 0 2 Q 0 4 119 5 40 4 8 0 5 1 n 4 0 7 17 H 5 4 14 2 31 g 1 155 2 1 1 1 3 4 0 2 0 10 0 0 26 11 6 38 95 57 60 29 38 8 102 0 2 619 f 4 13 2I 10 9 7 6 1 21 0 1 153 0 1 0 7 0 1 2 1 0 6 0 0 24 0 2 2 62 1 16 0 1 15 11 3 1 1 0 ENGINE DEPARTMENT 1 54 5 31 2 4 0 0 7 17 11 0 27 59 34 36 20 29 9 68 1 1 386 2 1 7 14 8 7 7 12 0 20 2 1 123 2 1 0 2 1 2 0 1 0 2 0 0 14 11 4 22 53 ig 15 7 19 15 80 1 1 319 11 25 0 3 Port 142 2 37 0 36 0 11 0 0 1 37 2 18 8 0 Baltimore Norfolk 10 7 3 3 1 0 17 13 9 5 2 3 Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 2 0 0 Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Totals All Departments 6 0 0 0 0 0 3 1 0 2 0 0 1 7 7 2 1 2 1 2 ,0 1 1 0 0 0 0 0 14 ,38 21 19 5 19 7 41 10 30 12 5 3 11 7 18 1 2 2 2 0 0 1 20 18 57 29 33 11 15 5 75 1 5 3 4 0 1 1 4 0 2 0 0 0 0 0 0 0 3 0 0 26 0 0 0 0 1 216 0 43 0 3 Q 241 0 165 0 35 1 341 0 40 0 4 3 79 0 7 5 35 7 21 7 113 29 17 10 170 0 9 ENTRY DEPARTMENT 2 21 6 16 5 61 17 13 3 7 4 4 10 5 1 7 29 9 19 2 14 14 25 2 16 39 22 25 18 21 11 49 1 3 9 5 9 15 8 5 40 2 10 44 14 29 4 20 19 34 3 19 35 21 32 26 22 17 49 1 1 18 5 11 21 24 3 52 0 2 42 3 0 1 0 3 0 3 0 1 170 351 189 251 403 331 1,306 615 236 1,970 690 isT 1,007 545 Ul *'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. 42 / LOG / June 1978 5 12 39 16 21 8 10 8 46 Port Boston . New York Philadelphia Baltimore 17 33 STEWARD DEPARTMENT Boston New York Philadelphia **REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Port •ij TOTAL SHIPPED All Groups Class A Class B Class C HEADQUARTERS 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-9375 ALPENA, Mich 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin St. 14202 (716) XL 3-9259 CHICAGO, ILL. .9383 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DULUTH, Minn 2014 W. 3 St. 58806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box D 415 Main St. 49635 (616) 352-4441 HOUSTON, Tex. .....1221 Pieree St 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N J, 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. . .2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, Tex. . . .534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif 1311 Mission St. 94103 (415) 626-6793 SANTURCE, P. R. . 1313 Fernandez, Juncos, Stop 20 00909 (809) 724-2848 SEATTLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. . 4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla. 2610 W. Kennedy Blvd. 33609 (813) 870-1601 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 510 N. Broad St. 90744 (213) 549-4000 YOKOHAMA, Japan P.O. Box 429 Yokohama Port P.O. 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 Shipping at SIU deep sea ports remained good to excellent in all departments. In all, 1,663 Seafarers took jobs on SlU-contractcd deep sea vessels. Shipping is expected to remain good to excellent in all ports as the SIU will be crewing as many as 20 new ships or new acquisitions before the end of the year. �stonewall Jackson Committee Baltimore Committee J As, Jisr:' 4~ Headquarters Patrolmen Teddy BabkowskI (standing left) and George Ripoll(sitting right) read the LOG with theShip'sCommitteeandpartofthecrewoftheSSS/onewa// Jackson (Waterman) at a payoff on May 18 at Pier 7, Brooklyn, N.Y. They are (sitting I. to r.) Nelson Dorado, deck delegate: Educational Director B. Cooley and Recertified Bosun Carl Lineberry, ship's chairman. Standing (I. to r.) are 0. V. Grab, engine delegate; ABs Gene Walker and Gene Sexton and Cook andBaker Raphael Padilla, steward delegate. •1^ Notice to Members On Shilling Procedure Wheni 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." Deposit in the SIU Blood BankIt's Your Life Part of the Ship's Committee of theSS 8a/f/more (Sea-Land) of (I. to r.) Deck Delegate Don Averill, Steward Delegate Tom Brown, Chief Steward George Gibbons, secre­ tary-reporter, and Recertified Bosun Jose Gonzales, ship's chairman standby at a payoff at Port Elizabeth, N.J. on May 17. SlU Patrolman Teddy BabkowskI (seated right) fills out his report. Dispatchers Report for Inland Waters MAY 1-31, 1978 *TOTAL REGISTERED All Groups Class A Class B Class C Port 0 0 0 0 0 Tampa 2 0 1 3 8 . .. . ... . 5 0 :... 5 44 0 0 0 1 0 0 1 0 0 0 4 0 0 10 4 3 14 28 4 69 0 0 0 1 0 0 0 16 5 0 0 0 2 7 41 2 26 0 36 136 Port 0 0 0 1 0 2 0 2 0 0 2 0 0 4 13 9 5 0 5 43 0 0 0 3 0 0 0 0 0 0 3 0 0 6 2 0 15 28 5 62 0 0 0 1 0 0 0 11 4 0 0 0 2 11 22 0 17 0 31 99 0 0 0 6 0 5 10 8 5 0 0 0 1 3 8 37 8 0 7 98 0 0 0 3 0 1 1 7 1 0 1 0 0 8 4 9 12 0 4 51 0 0 0 0 0 2 0 0 1 0 0 0 0 2 0 0 0 0 0 5 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 0 0 2 0 3 0 21 2 0 0 0 9 16 77 5 19 0 57 211 ENGINE DEPARTMENT Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 2 - 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals **REGISTERED ON BEACH All Groups iClass A Class B Class C DECK DEPARTMENT Boston New York Philadelphia Baltimore Norfolk Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals TOTAL SHIPPED All Groups Class A Class B Class C 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 0 0 0 1 0 0 0 0 1 0 0 0 0 1 1 0 0 0 0 4 STEWARD DEPARTMENT 0 0 . 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 2 0 3 0 0 0 0 0 0 0 0 2 0 0 0 5 1 0 0 1 0 5 14 0 0 0 0 0 0 0 0 ( L 1 0 0 0 0. 0 0 0 2 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 0 0 0 0 0 0 0 0 1 0 0 0 3 1 0 0 0 0 5 10 0 0 0 0 0 2 0 1 0 0 0 0 1 0 2 1 1 0 0 8 151 65 47 74 47 110 Totals All Departments . .. . 111 *"Total Registered" means the number of men who actually registered for shipping at the port last month. **"Registered on the Beach" means the total number of men registered at the port at the end of last month • 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 1 1 0 2 6 58 D 0 0 0 0 0 0 1 1 0 0 0 8 0 2 1 5 0 13 31 246 June 1978/ LOG / 43 �Sometimes an where. The curriculum will in­ idea is so good clude very individualized class­ that it meets room instruction, lots of boatmany needs and solves a lot of handling experience aboard the problems. The Towboat Oper­ HLS pushboat and tugboat, ator Scholarship Program is an practical lessons in crew man­ idea like this—it is helping in­ agement, and safety training. Here's what the program dustry and it's helping SIU Boatmen. It has improved the will provide: quality of SIU wheelhouse per­ • Special three-month cur­ sonnel, put trained skilled man­ riculum offered only at the power aboard SlU-contracted Harry Lundebeig School boats, and helped SIU Boatmen • Room, Board and Books take advantage of the great job Free opportunities in their industry. • Tuition free Because the scholarship pro­ • Weekly stipend of $125 gram has been so successful, • Time spent in on-the-job the Transportation Institute, in training is Coast Guard cooperation with the Harry approved as the equivalent Lundeberg School, is offering a of Wheelhouse time third scholarship program for • Day-for-day work time qualified Boatmen who want to credit for HLS Entry Grad­ earn a license as towboat oper­ uates ator. Boatmen who are selected for the scholarship program will The course is approved by receive the most complete and the U.S. Coast Guard. Boatmen in-depth training available any­ who complete the course can As part of their curriculum, the scholarship recipients learn how to operate LORAN. So, the Towboat Operator earn more than a license—they will have real experience so they Scholarship Program is a good are able to apply the knowledge idea—a successful idea. By of­ fering the scholarships for a that's tested on the exams. These Boatmen will be skilled third time, the Transportation workers—valuable personnel in Institute is continuing to help the companies who employ the towing industry and the tal­ them. Their abilities will qualify ented Boatmen who work in them to earn top pay. that industry. .•> Instructor Chuck Dwyer explains a principle of chart navigation to scholarship winners Ronald Meinke (left) and Raymond Mc­ Donald (right). Boatman Pat O'Neal (left) is enrolled in the second towboat operator scholarship program. He is shown here directing a crew of HLS trainees from the wheelhouse of the Susan Collins. Practicing crew management skills (right) is an important part of the scholarship curriculum. 44 / LOG / June 1978 �SlU Scholarship Winner Says Mt's One of Union's Best Benefits' When hewon an SlUcolleeeschnlarhe won SIU college scholar­ ship in 1962, Gerald Dwyer had shipped [out as an AB for almost 10 years. He had been ashore for a year working part time when the Union's award came I through. Dwyer got his BA degree from Syra­ cuse University in New York, majoring in music and education. He went to work as a high school music teacher in a small town near Utica,'N.V., giving instruction in all band instruments. Though he loved teaching, when the economic crunch came, Dwyer found himself out of a Job. The familiar story of insufficient funds forced cutbacks at Dwyer's school and the music depart­ ment was eliminated completely. Music is still an important part of Dwyer's life, though. He keeps up on sax, clarinet and trumpet, playing with marching bands in local parades. And he's proud of the collection of trophies he has which were won by his former students in band competitions. Even thobgh he's no longer teaching, Dwyer feels very strongly about educa­ tion and about opportunities created by the SlU's scholarship awards. "Guys are smart having their kids apply for those scholarships," he said, adding, "it's not that hard to pass the test." After leaving his teaching job, Dwyer went into the construction business. He found his training as an AB helped him in the construction trade. "Knowing how to do things like rigging is an asset in building," Dwyer said. "I've made good use of the training 1 got at sea." If he had it to do all over again, Dwyer thinks he'd apply for an SIU scholarship, which he called "one of the Union's best benefits," to go to law school, in any case, when the time comes, he'll try to talk his four-yearold son Dustin, who's his pride and joy, into a legal career. Unless, of course, he hears the call of the sea. v -p J* Gerald Dwyer with son. Dustin. DMcliiirs Rnopt lir Mlakes Personals Viggo Christensen Your sister, Helen Nass, asks that you contact her at 10120 Burnet Ave., Mis­ sion Hills, Calif. 91345 or call her collect at (213) 892-7024. Wayne Evans Paul B. Adams, Jr. asks that you con­ tact him at Route 1, Box 509, Ellabell, Ga. 31308. Tel. (912) 858-2555. Nick Marcogliesc Please contact Red Campbell at Union Headquarters. Tel. (212) 4996600, ext. 213. Francis Wherrity Please call the editor of the Log at (212) 499-6600, ext. 242. ' • -i' MAY 1-31, 1978 *TOTAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class 8 Class C **REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT 29 Algonac (Hdqrs.) 11 0 21 33 2 55 13 2 43 8 14 ENGINE DEPARTMENT 31 Algonac (Hdqrs.) 15 9 STEWARD DEPARTMENT Algonac (Hdqrs.) 113 0 ENTRY DEPARTMENT Algonac (Hdqrs.) 25 66 35 0 0 0 38 81 83 Totals All Departments 90 85 41 47 45 4 143 107 110 *"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. KNOW YOUR RIGHTS 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. AIL trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Ypur shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20th Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize them.selves with its con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY —THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 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 E.xecutive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circum­ stances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to Union headquarters. EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. The,se rights arc clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no member may be discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is efifitled, he should notify Union headquarters. SEAFARERS POLHICAL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing, but not limited to, furthering the political, social and economic interests of maritime workers, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a con­ dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Sup­ port SPAD to protect and further your economic, poli­ tical and social interests, and American trade union concepts. If at any lime a member feels that any of the above rights have been violated, or that he has heeii denied his constitutional right of access to Union records or infor­ mation, he should immediately notify SIU President Paul Hall at headquarters by certified mail, return receipt requested. The address is 675 - 4th Avenue, Brooklyn, N.Y. 11232. June 1978 / LOG / 45 �m Heriberto Cortes Tom Burke Robert Vranish Seafarer Heri­ berto Cortes, 24, graduated from the HLS entry program in 1971 and up­ graded to FO WT there in 1978. He holds tickets for lifeboat, firefight^ ing, and cardio­ pulmonary resuscitation. He was born in Ponce, Puerto Rico and lives and ships out in New York. Seafarer Tom Burke started sail­ ing with the SIU in 1973. He upgraded to QMED at the HLS that year. He also has his fire­ fighting, lifeboat, and cardio-pulmonary resuscitation tickets. He was born in Boston and lives and ships out in Seattle. Seafarer Robert Vranish, 27. grad­ uatedfrom the HLS entry program in 1968 and upgraded to A B there in 1978. . He has his firefighting, lifeboat, and cardio - pulmonary resuscitation tickets. He was born in Baltimore, Md., and resides and ships out in that port. Gary Rosen Steve Kues Seafarer Steve Kues,25, graduated from the HLS entry program in 1975. He upgraded to FO WT there in 1976 and to QMED in 1977. He also re­ cently completed the Marine Electric­ al Maintenance course and LNG train­ ing at the School. He has all tickets for firefighting, lifeboat, and cardio-pulrnonary resuscitation. He makes his home in Martinshurg, IV. Va. and ships out of the port of New York. Henry McDaniel Seafarer Henry McDaniel, 26, grad­ uated the HLS entry ^program in 1974 and upgraded to FO WT there in 1976. He has tickets for firefighting, life­ boat, and cardio­ pulmonary resusci­ tation. He lives in Magnolia, Miss, and. .ships out of the port of New Orleans. Michael Kraljevic Seafarer Michael Kraljevic, 19, grad­ uated from the HLS entry program in 1975. He received his FO WT endorse­ ment there in 1976 and he also holds tickets for lifeboat, firefighting, and cardio-pulmonary resuscitation train­ ing. He was born in Mobile, Ala. and lives and ships out in that port. Seafarer Gary Rosen, 23, gradu­ ated from the HLS entry program in 1972 and shipped out then as a Third Cook. He received his Cook and Baker endorse­ ment at the School this year. He also holds all tickets for lifeboat, firefighting, and cardio-pulmonary resuscitation. He makes his home in Bryn Mawr, Pa. and ships out of the port of New York. Why is this FOWT smiling? Donald Hixon, Jr. Seafarer Don Hixon, 25, graduat­ ed from the HLS entry program in 1973. He returned to the School to get his AB endorse­ ment in 1977. He also has tickets for firefighting, lifeboat, and cardio-pulmonary resuscitation. Born in Massachusetts, he makes his home in Lexington Park, Md. and ships out of the port of New York. Mark Paterson Seafarer Mark Paterson, 22, grad­ uated from the HLS entry program in 1975 and upgraded to FOWT there in 1978. He has also completed firefight­ ing, lifeboat, and cardio - pulmonary resuscitation courses at the School. He was born in San Antonio, Tex., lives in Jacksonville, Fla., and ships out of that port. Because he^s working. The best bet for wipers who want to improve thejr job security is getting an FOWT ticket at HLS. Job opportuni­ ties for FOWT's have never been better. So, enroll now in the FOWT course at HLS. Course starts August 31. To sign, up,, see your SIU Representative or Contact the Harry Lundeberg School, Vocational Education Department, Piney Point, Maryland 20674, (301) 994-0010. Golden Monarch Committee Chris Devonish Steve Bigelow Seafarer Steve Bigelow, 23, grad­ uated from the HLS entry program in 1973 and received his FO WT endorse­ ment there in 1977. He also completed all training for life­ boat. fircjighting, and cardio-pulmonary resuscitation. His home is Henderson. New and he ships out of the port of Wilmington, Calif. Seafarer Chris Devonish, 25, grad­ uated from the HLS entry program in 1970. He received his FO WT endorse­ ment there in 1971 and after completing the "A" Senior^ V ity program, enter­ ed the QMED course at the School. He has his firefighting, lifeboat, and cardio­ pulmonary resuscitation tickets. He was born in Mobile, Ala., lives in Brooklyn, N. Y., and ships out of that port. . T -.--.i-Vi-../ ' Recertified Bosun Tom Brooks (left) Chip's chairman bfHhe SS Golden Monarch ~ (Westchester^ tViarine) goes ovbr shrp's business on MSy 26 with Headquarf^s' Patrolman Teddy Babkowski (right)! Also atlho.payoff at'Pert Reading, N.J. are parfof' the Ship's Committee of (I." fo r.) Chief Steward Walter Lescovich, secrefary-repoffefr Steward Delegate C. C. Williams and Deck Delegate Jim Coscarelli. 46/ LOG / June 1978 �34G Have Donated $100 or More To SPAD Since Beginning of 1978 The following SIU members and other concerned individuals, 346 in all, have demonstrated an active interest in participating in political and legislative activities which are vital to both our job security and our social and economic welfare, by voluntarily donating $100 or more to the Seafarers Political Activities Donation (SPAD) fund since the beginning of 1978. (The law prohibits the use of any union money, such as dues, initiation fees, etc., for political activities. The most effective way the trade unionist can take part in politics is through voluntary political contributions. SPAD is the Union's separate segregated political fund. It'solicits and accepts only voluntary contributions. It engages in political activities and makes contributions to candidates. A member may voluntarily contribute as he sees fit or make no contribution without fear of reprisal.) Nine who have realized how important it is to let the SIU's voice be heard in the Halls of Congress have contributed $200, two have contributed $300, one has given $500, and one $600. The Log runs the SPAD Honor Rolls because the Union feels that our political role must be maintained if the livelihoods of maritime workers are to be protected. (A copy of our report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, D.C.) NOTE: Each month's SPAD Honor Roll contains the names of those individuals who have given $100 or more as of the last Friday of the previous month. ^ _ _ Roades, O. Swain, C. Murray, R. Adams, E. Costa, F. Roberts, J. Tanner, C. Myers, H. Adams, W. Costango, F. Rodriguez, R. Taylor, F. Loleas, P. Nash,W. McCorvey, D. Glenn, J., Jr. Adamson, R. Costango, G. Rondo, C. Terpe, K. Long, L. Nelson, D. McElroy, E. Glidewell, T. Agugussa, A. Costango, J. Royal, F. Thaxton, A. Lovcland, C. Newberry, H. McKay, M. Gobrakouich, S. Agtiiar, J. Craig, J. Rung, J. Theiss, R. Lunsford, J. Nihom,W. Graham, E. McKay, R. Air,R. Crocco, G. Ryan, T. Thomas, F. Novak, A. Macmberg, D. McKay, R. Grepo, P. Alcarin, G. Czerwinski, J. Thomas, J. Sacco, M. Malesskey, G. O'Hara, M. Meacham, H. Grima, U. Algina, J. Dallas, C. Thomas, T. Mandene, S. Oldakowski, E. Sacco, J. Meffert, R. Guillen, A. Allen, E. Dalman, G. Thorbjorsen, S. Salazar, H. Mann, C. Olds, T. MiUer, D. Hager, B. Davis, J. Allen, J. Sanchez, M. Tilley,J. Mann, J. Olivera, W. Mobley, R. HaU, P. Amat, K. Davis, J. Tillman, W. SanFillippo, J. Marchaj, R. Olson, F. Mollard, C. HaU,W. Ammann, W. Davis, J. San Fillippo, J. Todd, R. Martin, T. Ora, L. Mongelli, F. Hamblet, A. Anderson, D. Debarrios, M. Troy, S. Sapp, C. Mathil, M. Orsini, D. Hamilton, G. Moore, J. DeChamp, A. Anderson, E. Tumer, B. McCarthy, L. Paczkowski, S. Schabland, JHampton, D. Morris, W. Delea, G. Anderson, R. Uusciato, J. Schatz, G. McNeely, J. Pagano, J. Haney, L, Morrison, J. Anfici, M. DeU, R. H. Scheard, Vanvoorhees, C. McCartney, G. Papuchis, S. Mull, C. Hant, K. Del Moral, A. Antone, F. Schwartz, A. Velaudra, D. Passapera, F. Harris, N. Demetrios, J. Appleby, D. Velez,R. Schwarz, R. Paulovich, J. Harris, W. Deugate, H. Apuzzo, W. Vukmir, G. Seagord, E. Pelfrey, M. Di Domenico, J. Hauf,M. Aquino, G. Walker, T. Selzer, R. Perez, J. Haykes, F. Aronica, A. Diaz, R. Pomerlane, R. Selzer, S. Ward,M. Petak, P. Heacox, E. Diercks, J. Atkinson, D. Weaver, A. Shaw, L. PhUlips, R. Heniken, E. DiGiorgio, J. Aumiller, R. Webb, J. Shelley, S. Higgins, J. Pillsworth, P. Dillings, L. Avery, R. Whhmer, A. Shopatt, H. Poer, G. Home, H. Babkowski, T. Doak, W. Antlch, J. Wicrschcm, D. Siglcr, M. Prentice, R. Hotton, G. Dobbins, D. Barnes, D. Wilhelmsen, B. Smith, B. Pretare, G. Houlihan, M. Dolan, J. Bartlett, J. Williams, L. Smith, L. Prevas, P. Houston, H. Dolgen, D. Bauer, C. Wilson, B. Somerville, G. Raines, R. Hunter, W. Donnelly, M. Beeching, M. Chartier, W. Wilson, C. Soresi, T. Ramage, R. Donovan, P. Hurley, M. Bellinger, W. Curtis, T. Wolf, P. Spady, J. Randazza, L. Huss, P. Domes, R. Berglond, B. Wood, C. Speller, J. Ratcliffe, C. lovino, L. Bjomsson, A. Drozak, F. Worley, M. Spencer, G. Reading, J. Ipsen, L. Blackwell, J. Dryden, J. Ahmed, F. Keragood, M. Wright, A. Stalgy, R. Reck, L. Jacobs, R. Ducote, C. Bluitt, J. Lombardo, J. Bernstein, A. Wright, F. Stankiewicz, A. Regan, F. Dudley, K. Japper , J. Bluitt, T. McCullough, L. Cookmans, R. Wydra, R. Steams, B. Reinosa, J. Johnson, R. Dwyer, J. Bobaiek, W. Pow, J. Yarmola, J. Ellis, P. Stravers, L. Reza, O. Dyer, A. Jolley, R. Bonser, L. Hagerty, C. Zai, C. Suentic, S. Richoux, J. Elzahri, A. Jones, C. Bourgois, M. Zeloy, J. Surrick, R. Rivera, L. Eschukor, W. Jones, R. Boyne, D. Evans, J. Karlak,W. Brady, J. Kastina, T. Fagan, W. Brand, H. V** V Kenny, L. Faitz,F. Brov'ss, G. Kingsley, J. Fanning, R. Brown, I. SEAFARERS POLITICAL ACTIVITY DONATION Kirby,M. Fay, J. Brown, I. (SPAD) Kitchens, B. Fergus, S. Bryant, N. 675 FOURTH AVENUE BROOKLYN, N.Y. 11232 Fgrshee, R. Kizzire, C. Bucci, P. Date. S.S. No.. Filer, W. Knoff, J. Bullock, R. Koflowich, W. Firth, R. Bufllnton, O. .Book No." Contributor's Name, Kool, L. Fletcher, B. Butch, R. Address. .-.v / Florous, C. Kowalski, A. Caffey, J. V Kramer, M. Foley, P. Calogeros, D. .Zip Code City .State. Krittiansen, J. Francum, C. Campbell, A. I acknowledge and understand that SPAD is a separate segregated fund established and administered Lance, W. Frank, S. Carey, W. by my Union to engage in political activities and to make contributions and expenditures for candidates Lankford, J. seeking political office and solicits and accepts only voluntary contributions, and I have the right to Frazier, J. Castel, B. refuse to make any contribution without fear of reprisal. I may contribute such amount as I may volun­ Larkin, J. Frounfelter, D. Carr, J. tarily determine and I herewith contribute the sum of $ . This contribution constitutes my voluntary act and I am to to receive a copy of this receipt showing the amount of my contribution. A Lee,K. FuUer, E. Carroll, J. copy of SPAD's report is filed with the Federal Election Commission and is available for purchase from Leggy 3. Fuller, G. Cavalcanti, R. the Federal Election Commission, Washington, D.C. Lelonek, L. Furukawa, H. Clienip,N. Leonard, W. Gallagher, L. Chflln^T. Signature of Solicitor Port Lesnansky, A. Gard, C. Cinquemano, A. Solicitor's No. Lewin, A. Gavin, J. CoUerin,!. Lewis, J. Gentile, C. Comstock, P. Libby,H. George, I. Conklui,K. Lindsey, H. Cooper, J. GImbert, R. Lively, HL Glenn, J. Cordn*, SPAD Honor Roll $600 Honor Roll $500 Honor Roll $300 Honor Roll $200 Honor Roll 1978 June 1978 / LOG / 47 �30 Cents a Day Can Buy Job Security K ! This program will continue be­ cause there is no doubt that your response to it has given the SIU the means to play an effective political role for maritime labor. But we need to expand that role. So we have come up with an additional program to significantly increase voluntary political contributions. This is how it works: Yoli can now sign a form author­ izing the Seafarers Vacation Plan to deduct 30 cents per day from your What can you buy for 30 cents today? Much more than you think. For the price of a cup of coffee every working day, you can buy yourself a lifetime of job security. Sound impossible? It's not. It's only a new way to solve an old problem. The SIU learned in the early days of our history that our jobs and the gains made at the bargaining table can be taken away by the actions, of Congress. We learned to protect our jpbs and our collective bargaining rights by pooling our collective political strength. For years we have exercised our right to participate in the political process of this country. We have backed candidates who support maritime labor and fought those who oppose us. it has taken hard work, organiza­ tion, manpower, but most of all money. That's where the 30 cents comes in. 30 cents may not get you much on your own. But if we all put it to work together, it can give us a stronger foothold in politics than we ever had before. Up until now, the Union's only way to collect funds for SPAD (Sea­ farers Political Activities Dona­ tion) has been through appeals to the membership for voluntary con­ tributions. We have been ask­ ing you to give $20 or more when­ ever you felt ready and able to make a donation. CMInijI HublicJIiori .if Itn- Srjfjinl^ liiU'tnjIiii.ul Uni.in » AlUiilu. (.iilM Loa vacation benefit payments and transfer that amount to SPAD. An example of the form is printed below. Like all political contributions collected by the Union, this deduc­ tion is entirely voluntary on your part. And like all money that goes into SPAD, it becomes part of a separate fund used by the Union for political activity to benefit the membership. This program is a convenient way for you to support SPAD. It is a better way for the Union to reach a mobile membership. And it can cut down the administrative costs of our collection efforts. But above all, if we all support the new program, it will guarantee that a regular, substantial flow of money will be there for political activity when we need it. And we need it now. This is a big election year in'Congress and in State governments. We want to back up the campaigns of those candidates throughout the country who back us up on maritime and labor issues. We want to make sure that these candidates get elected. But our polit­ ical efforts can't stop there. When legislation that affects your job security comes up, we will have to step up our efforts to make elected officials fully aware of your economic and social welfare. We need more friends and more political action than ever before in Congress. For example, we had to wage a tough battle for the Maritime Appropriation Authorization Act. (See pages 19-30). Normally unop­ posed, this important bill had to overcome a serious attempt to de­ stroy its crucial financial provisions for the U.S. maritime industry. We won this battle, but we face even tougher legislative fights to in­ sure the survival of the U.S. mer­ chant marine. Critical issues, like whether or not American labor will have a fair share of the expected ocean mining boom, are coming up in Congress. They mean that the SIU must start now to gather its full political force. We have an opportunity to in­ crease our political programs with the new 30 cent daily deduction pro­ gram to boost SPAD. This could be the start of the most effective way ever to wield the political clout that we must carry this year and in the future. And for the price of a cup of cof­ fee, you can make it begin. • •••••••••<••••••••• •••••• ••••••• > (ft • .4 veQ^* -VO-. p\an ,\jaca'.won •nn seek^nQ Wtn® ^too LW<1 eVAS leW®® \V\e to Njacs .'.•.•.•.'.•.v.* to \\a' ^otuntan ^ vepns® tpa 3CWV to ' or ;,aV 0®®' \ to towe ^\zaWon \\eu oi ®^r:rcosXs c OSVDV atnon tne. pede' ,nd lov P con^tr\but INWP ^ Q C •»•#«• • • • »• • • »?.«.« • • « � 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 June 1978 Description An account of the resource HEADLINES SIU BOATMEN SHOULD BE FAMILIAR WITH THE SAB NEW GREAT LAKES AGREEMENT SIGNED BOATMEN CREW SIU TOWBOAT, THE DICK CONERLY SIU, MARINE COOKS AND STEWARDS MERGE BOTH MEMBERSHIPS VOTE A 95% APPROVAL OF CONSOLIDATION DELTA LINES BUYS 13 PRUDENTIAL SHIPS AT STATE DEPT. REQUEST, SIU SETTLES BEEF ON GREEK TANKER U.S., ARGENTINA SIGN BILATERAL TRADE AGREEMENT US JOBS AT STAKE- SIU GEARS FOR BATTLE ON OCEAN MINING BILL HOUSE BILL SETS NAVY-MARITIME ADVISORY BOARD ON THE AGENDA IN CONGRESS… LEUKEMIA IS A BY-PRODUCT OF BENZENE FUMERS NEW TANKER BROOKS RANGE AND SIU CREW ON ALASKA OIL RUN NEW 3-YEAR DEEP SEA PACT SIGNED WAGES, PENSIONS, WELFARE, VACATIONS INCREASED ELIGIBILITY RULES CHANGED TO 125 DAYS NEW PENSION, WELFARE BENEFITS EXPLAINED ALGERIAN SHIP RAMS YELLOWSTONE; 1 DEAD, 4 MISSING NATIONAL MARITIME DAY HONORS AMERICA’S MERCHANT SEAMEN SEAFARERS RECOUNT YELLOWSTONE TRAGEDY ON ARRIVAL IN STATES U.S.C.G. FINDS 50% DEFICIENCIES ON LIBERIAN SHIPS DEBATE ON THE MARITIME AUTHORIZATION BILL CONGRESS AFFIRMS 1970 MERCHANT MARINE ACT; AUTHORIZES SUBSIDIES FOR ’79 MARITIME PROGRAM MARAD AUTHORIZATIONS FY 1979 LEGISLATIVE SUPPORT FOR U.S. MARITIME HOW SUBSIDY CUTS WOULD HAVE AFFECTED SIU VESSELS, JOBS LEGISLATIVE SUPPORT FOR U.S. SHIPYARDS MANNING AMENDMENT IS WITHDRAWN LEGISLATIVE SUPPORT FOR LNG CARRIERS LEGISLATIVE SUPPORT FOR RUSSIAN GRAIN THE VOTE: YEAS-326 “… THE PASSAGE OF THIS BILL WILL ONCE AGAIN RENEW THE COMMITMENT OF THE CONGRESS TO A STRONG U.S. MERCHANT MARINE.” HOW POLITICAL ACTION GOT THE JOB DONE THE BIG ONE’S STILL WAITING FOR BROTHER BUZZWAH LNG THE NEWEST U.S.-FLAG SHIPS ARE HELPING TO END AMERICA’S DEPENDENCE ON RUNAWAY-FLAG TANKERS PULSATING WITH THE RIVERS, SIU BOATS PUMP ECONOMIC ENERGY INTO HEART OF U.S. SIU LAKES AND TUGS WORKING ON DIKE, 30 CENTS A DAY CAN BUY JOB SECURITY Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 6/1/1978 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. 6 1978 Periodicals Seafarers Log