http://www.seafarerslog.org/archives_old/files/original/22fa86306bb8155c5a53f7d036f02833.PDF 1e1e9292850d0ccace2b6d380b990722 PDF Text Text Maritime Labor Wins Big On OCS Bill See Special Supplement Pages 19-22 Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO Seoforers Crew LNG 'J •I e. VOL. 40 NO. 7 JULY Paso Southern See Pages 12-13 X, r ' r - • v' * fit"-' r •V / . X-A-T-.- ' rv-'' ' X A-;,..-'- . '*•/•• """-'I -.-•'v V:.. ;• J '•: "'V--. '•' .'^^t,-.. V;;- . . The liquid natural gas carrier,F/ Paso Southern, is the 4th U.S.-flag LNG ship to be manned by Seafarers. Milestone Pact Signed With Great Lakes Operators Page 2 SlU Blasts Navy's Non-Use of Private Tugs Page 3 Hall Says 50,000 Maritime Jobs Endangered Page 5 SlU Boatmen crewed the new tug, Seahawk, this month in Norfolk, Va. The tug is owned and operated by Allied Towing. �r Milestone Pact Signed With Great Lakes Operators Great Lakes area SIU members are now in the process of ratifying a new contract between the Union and the Great Lakes Association of Marine Operators (GLAMO). Contract nego­ tiations were wrapped up last month and the ship-by-ship ratification vote is expected to be concluded by the end of July. The highlight of the new three-year agreement is the new vacation plan for Great Lakes seamen. Effective Jan. 1, 1979, the vacation plan will give crewmembers 30-days-off with pay every 90days-worked. The 90-days-on/30-days-off vacation package is a breakthrough both in the industry and for the SIU. Algonac Port Agent Jack Bluitt noted this was "the first time ever any unlicensed union rep­ resenting merchant seamen negotiated paid time-off for their members." Under the agreement, crewmembers will not be required to work more than As the Log goes to press, SIU Great Lakes Headquarters in Algonac, Mich, reports that the new three year pact has been accepted by the membership. SIU representatives visited the Union's contracted Great Lakes vessels one by one to tally the votes. The acceptance vote was 553 in favor and 51 against. [= Paul Hall 90 days at a time during the shipping season without time off the vessel. The crew also has the option to waive all or part of the vacation time which is com­ ing to them. The only circumstance that allows the company to delay a scheduled vacation is "an unforeseen emergency beyond the control of the company." Though the vacation plan is the major innovation in the Great Lakes contract, the agreement also provides substantial increases in benefits. The contract calls for a $100 jump in pension benefits. On Jan. 1, 1979, pension checks will go up $50 per month with a second $50 hike to take effect on June 16, 1980. Several improved welfare benefits are covered under the new agreement. The biggest increase is in death benefit cov­ erage. Active employees' death benefit coverage will now range from $5,000 to $20,000, depending on seatime. Under the old contract, the maximum death benefit was $5,000. Another important welfare benefit is improved Major Medical coverage for dependents of Seafarers. Under the old benefit schedule, the Welfare Plan would not pay more than $600 for any major medical expense. All charges above that amount came out of the Sea­ farer's pocket. The new major medical plan will pay up to $600 of doctor or hospital bills and then pay up to 80 percent of any charges above that amount. Great Lakes Seafarers also won pay rUx OXO, Un'OLb More Political Action Needed Next to health and home, the most important thing to a working man in this country is security. By security, I mean the ability to get and hold a job at decent wages without the constant fear that the job could be gone in the morning. Some American industries have a high degree of security built into the system for their workers. Unfortunately, our industry—maritime—is not one of them. In fact, American maritime has traditionally been an industry with one of the highest degrees of insecurity built into it. Merchant seamen have always been the first to feel an economic crunch brought on by recession. And among the last to benefit from economic recovery. It would be easy for us to sit back and accept anything that comes along and hope that things don't get too bad for maritime. But this has never been the way in the SIU. And if it had, there would be no SIU today worth talking about. The SIU has always worked hard to try and build a degree of security within our Union that will stand up to the toughest possible test. It has not been the easy way, but it has paid off for us. Right now, the SIU possesses the highest degree of job security in our history. We also possess the highest degree of job security of any other sea­ going union in the nation. We have been able to achieve this not only because we have worked hard. But because wc have worked hard in the right areas. We have worked in the area of education through the Lundeberg School in Piney Point. The educational tools provided us by the School are enabling us to cope with the technological changes that have already taken place in our industry, as well as preparing us for the changes sure to take place in the future. The School, as well, is supplying us with many new young members who will form the backbone of the Union's manpower picture for years to come. The SIU has also devoted a great deal of time and effort to political acti­ increases, retroactive to August I, 1977* and a hike in extended season compen­ sation. The agreement also provides a jump in transportation and daily subsistance money. Some work rule changes are included in the new contract. These are mostly clarification of onboard duties and pro­ visions for compensating crewmembers doing work other than the job descrip­ tion layed-out in the contract. The Great Lakes Association of Ma­ rine Operators covers most of the SIUcontracted companies on the Lakes. In­ cluded in GLAMO are: American Steamship Co., Cement Transit Co., Erie Sand Steamship Co. and Erie Nav­ igation Co., Huron Cement Co., Litton Great Lakes Corp., and Pringle Transit Co. The agreement covers about 58 ships and the 1200 SIU members who crew them. EUgibiUty Rules For Benefits Changed to 125 Days All Seafarers and Boatmen should be aware that as part of the changes in the Seafarers Va­ cation, Welfare and Pension Plans made to improve benefits resulting from our recent con­ tract negotiations, the Trustees have changed the eligibility rules. Now, to be eligible for benefits under the Seafarers Welfare Plan, a Seafarer or Boatman must accumulate at least 125 days seatime or boat-time in the previ­ ous calendar year and one day seatime or boat-time in the six month period immediately pre­ ceding the date of claim. Under the Vacation Plan, a Seafarer or Boatman must now accumulate 125 days seatime or boat-time before filing for vaca­ tion benefits. In addition, to be eligible for the Early Normal Pension (20 years seatime at 55 years of age. Seafarers only), or the Disability Pension (12 years service at any age), an eligible employee must accumulate 125 days seatime or boat-time in the calendar year immediately preceding his pen­ sion application. vities. Over the years, we have worked successfully on legislation affecting all areas of the U.S. maritime industry. We have won some very important fights in Congress. And we have taken our licks as well. But the important thing is we are in there punching in the political battleground—an area that is growing in importance to us every day. Another thing about politics. It is an area that is becoming more and more difficult to work in,effectively with any degree of consistency or continuity. The reason is that with every election, more and more new faces are popping up in the House and Senate. These are people that have little or no background or knowledge concerning maritime. These people are replacing a lot of old line Senators and Congressmen whom the SIU considered among our friends. In the face of these new happenings, the SIU is in the process of estab­ lishing a new and more comprehensive approach to politics to insure that the changing faces of the nation's legislators are friendly faces concerning maritime. All along, our political arm has been SPAD. For years, SIU officials have been asking for voluntary contributions to SPAD. And SIU members have always come through for the Union in this respect. The problem, plain and simple, is that the Union needs a larger political fund to continue to work effectively in this area. However, it is not fair to ask SIU members to dig deeper for out-of-pocket donations. This is where our new program comes in. Basically, it is a checkoff program for political contributions. A lot of unions already have such a system. But this is a new concept for us. The program is only a month old. But already, nearly 1,000 SIU members have signed the SPAD checkoff authorization, (see back page for more information). Essentially, what you are doing when you sign one of these forms is authorizing the Seafarers Vacation Plan to deduct 30 cents per day from the vacation benefit for each day worked, with the money being transferred to the SPAD fund. Thirty cents a day is a very small amount, and it may not seem like much. It may also seem a very small amount for a member to invest in his future security. However, with every SIU member supporting this program, the Union will be able to build a bigger and more effective political program than ever before—a program that is absolutely essential for the SIU to continue to be effective in politics. The job of protecting our interest in all areas has always been a very difficult one. No one has ever given us anything without a fight. No matter what we have achieved over the years we did so bv scratching and clawing And we achieved things because we stuck together and worked together as a unit. Our challenge on the political front may be the most important one we will ever face. But I am confident that the SIU membership will come through as we have always done in the past. Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf Lakes and Inland Waters District, AFL-CIO 675 Fourtl^v!^o«!!!r^"T^ 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 40. No. 7, July 1978. Bi^ooklyn, N.Y. 2 / LOG / July 1978 �rSIU Blasts Use of Navy Tugs at Kings Bay Base The U.S. Navy policy of building, servicing and crewing non-combat sup­ port vessels, like tugboats, costs the gov­ ernment money that could be channeled towards construction of warships. Using commercial support services would not only be cheaper for the Navy but would provide them with trained, experienced boatmen to man the vessels. Hundreds of millions of dollars have already been spent on ships that will never be used in combat. These are large, and unnecessary, expenditures when the U.S. merchant marine can provide a well-trained, well-run aux­ iliary fleet for the Navy. A case in point occurred recently, when the Navy needed four tugs to serv­ ice their base at King's Bay, Georgia. Under federal contracting procedures, the Navy is required to solicit bids, called Request For Proposals (RFP), from commercial companies for sup­ port work. No RFP for private tugs on the King's Bay job was ever issued. Though the Navy asked for estimates on the job from some tug companies, along with the bid requests was a statement which said: "The Government does not intend to award a contract on the basis of this request for quotation." Bids were not requested from tug companies closest to King's Bay. In a letter to Rep. Charles Bennett, chairman of the House Subcommittee on Seapower and Strategic and Critical Materials, SIU Executive Vice Presi­ dent Frank Drozak said, "We believe this type of solicitation is designed only to provide the Navy with an excuse to say 'we solicited private industry and they did not respond.' " In fact, four SlU-contracted compa­ nies in the area were interested in the King's Bay job. Caribe Towing, Willis Towing, Marine Contracting & Towing and Gatco all told the Union they were willing to station tugs in King's Bay to serve the Navy. But none of the four was contacted for a bid. The Navy decided to use militaryowned, military-manned tugs at King's Bay. These tugs, part of the fleet of 125 harbor boats owned and operated by the Navy, will be transferred from bases at Mayport, Pensacola and Guantanemo. The Navy conducted a cost study on the tug operation and came to the con­ clusion that using their own tugs would cost them less than contracting the job out to a private company. But the study omitted a 20.4 percent add-on which is supposed to be included in all budgets for government performed work. The extra 20.4 percent covers the cost of pen­ sions and other benefits for government workers and would have put the cost of using Navy tugs above the highest pos­ sible private bid. The cost study on the King's Bay job wasn't the first time the Navy neglected to include the 20.4 percent add-on in their calculations. Earlier this year a tug servicing job at Pearl Harbor, Hawaii, was awarded to Navy tugs under the same circumstances. Traditionally, it's been a U.S. policy to encourage private industry to per­ form work for the government when­ ever possible. Only as a last resort, if pri­ vate industry is unable to do a particular job, has the government stepped in. Both the SIU and representatives of private companies have tried repeatedly to remind the Navy of this commitment to American industry. Spokesmen for the Union and industry have said many times that the merchant marine is capa­ ble of, and willing to build and man any support vessels the Navy might need. But as long as the Navy continues to maintain their own fleet of harbor tugs, it is unlikely that private companies will be given a fair opportunity to bid for support work. An alternative, which the Navy itself considered and rejected three years ago, is to phase out the Navy's tug program. This would benefit the government by eliminating the tremendous cost of maintaining the Navy harbor fleet. And it would end the duplication of service that could be more efficiently and eco­ nomically provided by commercial tugs, crewed by trained, professional boat­ men. SIU Takes Election At Champion Auto Ferries The number of SlU-contracted com­ panies on the Great Lakes recently in­ creased by one when the Union won a representation election at Champion Auto Ferries Inc. in Michigan. The 13-2 vote, which took place June 7, gives the deckhands and pilots at Champion union representation for the INDEX Legislative News Rate Slashing Ocean Mining SIU in Washington Page 18 Page 3 Pages 9-10 Union News Navy Tugs Page 3 Great Lakes Contract Page 2 President's Report Page 2 Headquarters Notes Page 6 El Paso Southern Pages 12-13 Brotherhood in Action .. .Page 15 At Sea-Ashore Page 17 SPAD Checkoff Back Page Erna Elizabeth Page 24 Tug Sea Hawk Page 24 Great Lakes Picture .! Page 8 Inland Lines Page 6 SPAD honor roll ..; Page 39 Sea-Land Ships Page 27 General News National unemployment . .Page 25 Labor Law Reform Page 11 Alaska Oil Page 15 Contract Clarifications .. .Page 11 Ships'Digests Page 37 Dispatchers' Reports: Great Lakes Page 25 Inland Waters Page 36 Deep Sea Page 26 T. I. Scholarship Page 4 Great Lakes Tugs Page 16 Training and Upgrading 'A' seniority upgrading .. .Page 38 HLS course dates Page 31 Pumpman, Marine Electrical Page 14 Charlie Nalen Page 6 Piney Point Grads Page 36 Membership News New pensioners Page 28 Final Departures Page 30 Incorrect Addresses . Pages 32-33 Special Features Outer Continental Shelf Bill Pages 19-22 first time. SIU rep Byron Kelly is cur­ rently holding contract negotiations with the company and he expects to have an agreement by the end of July. The talks are focusing on wages and seniority but the Union is also negotiat­ ing for holiday and overtime pay and improved health and welfare benefits. Though the Union won out. Cham­ pion put up a fight to keep the SIU from representing their employees. While the Union was waiting for. the National Labor Relations Board to set a repre­ sentation election date, the company filed a protest with the NLRB. Champion said that since all their business took place in the state ol Michi­ gan, they should be subject to control by a state agency, not the NLRB. The Board regulates companies involved in interstate commerce. At the end of May, the Board held a hearing to determine whether or not the company was right. Key testimony for the SIU was presented by Mobil Oil, Champion's fuel supplier. All the fuel Champion uses comes into Michigan by pipeline from an Indiana refinery. The NLRB ruled that because the company's fuel supply comes from out of state, the company was subject to NLRB jurisdic­ tion and a date for the election was set. Champion runs car ferries across the St. Clair River from Algonac on the mainland to Hansens Island. The ferries are the only transportation for Island residents and they run 365 days a year. During the winter, the population of the Island numbers a few hundred. But the number jumps to nearly 10,000 dur­ ing thesummer months. Champion runs anywhere from one ferry during the win­ ter to four during the peak summer period. The boats are crewed by one pilot and one deckhand and the company has be­ tween ten and 18 men working, depend­ ing on the number of boats running. All four boats in Chdmpion's fleet are 350 hp and were built between 1965 and 1973. rhe North Channel andihe South Channel are 73 feet long, the Champion measures 75 feet and the St. Clair Flats is 79 feet long. The boats can handle 12 cars apiece. In the slow months of the winter, one ferry keeps to a lazy schedule, shuttling Island kids back and forth to school and their parents to work or shop on the mainland. It's slow going when the St. Clair River freezes but all four ferries can break ice and the boats require only occasional help from Coast Guard ice­ breakers. During the summer, one boat runs on a schedule but the rest of the fieet "runs wild," making the two-mile round trip as fast as possible. Deep Sea Members Accept New 3-Year Pact Ratification vote on the SIU's new deep sea contract is underway and the results are overwhelmingly in favor of accepting the three-year agreement, which was negotiated last month. At the time the Log went to press, 2,390 deep sea A&G members had cast their votes, either aboard their ships or during regular monthly membership meetings. So far, the tally is 2,368 in favor of accepting the contract and 22 opposed. The new pact, which went into effect on June 16, includes a 7'/^ percent wage hike for all ratings for each of the three .. years of the contract. Regular overtime, premium and penalty rates also in­ crease by the same rate. A new formula for computing vaca­ tion pay is another gain negotiated by the Union for the deep sea membership. Under the new Vacation Schedule, Sea­ farers who accumulate 365 days seatime will receive a vacation benefit equal to 120 days (4 months) base pay at the rating sailed. Improvements in pension and welfare benefits are also included in the new contract. The pension benefit will rise from $350 to $400 a month, effective Jan. 1, 1979. In June, 1980, pensions will jump an additional $50 monthly. Welfare benefit gains include: in­ creased death benefit coverage; crea­ tion of a Major Medical plan under the Seafarers Welfare Plan; extended cov­ erage for dependent children who are full-time students from age 19 to 25; extended hospital coverage and in­ creased optical benefits. The contract is explained fully in the June issue of the Log. Special Notice: IPIam® Building rin Fire The SIU regrets to inform the rhierhbership that a fire Ihe night of •Iiil.v 26 has caused niajo^ =<iamage (o the I .nion\ Welfare, Pension and Vacation Plans' huilding at Meadquarters in Brooklyn, N.V. This unfortunate tragedy means an interruption in services to the membership. .Although, as the Log goes to press, there is no way of telling how long it will take to hring the operation back to° normal. In the mean time, the I nion asks its members to be patienf I whilc^<a^^^,situation is beingj corrected. July 1978 / LOG / 3 as �His Dad Was a Seafarer With a Big Heart The literature of the 18th and I9th century and the movies and television of the modern era always picture the American seaman as an aimless drifter with little purpose in life other than to spend his earnings like a "drunken sailor." No douht there are seamen like this. Just as there are people like this in any profession. But the vast majority of .seamen are hard working family men who look for the same things in life— peace, security and happiness—as everyone else. This is the story of one of those .seamen. He was an SI LI member named Walter H. "Shorty" Cook. The story is told by his son. Walter Cook. Jr. of Hattiesburg. Miss. was foreign and place of discharge was Mobile. I did not find any more papers on him until Oct. 29, 1952, when he boarded the SS Alcoa Pointer as a messman in the port of New Orleans. I remember crying along with mother as he was leaving aboard the SS Topa Topa in New Orleans in 1961. I was ten years old. Bombs they were going to carry or had car/ied lined the dock. We met him in February at New Orleans when he returned. It was about Mardi Gras time. There were people and ticker tape everywhere. 1 remember one year he told me the company he worked for went broke. It was seven or eight years later before he got all his payoff. I think he was in Saudi By Walter Cook, Jr. Arabia. He had to stay there awhile un­ 1 always wondered what ship Dad was til President Kennedy could fly the crew on Dee. 3, 19.51, which was the day I was back to the "good ole U.S.A." as he used born. He had told me several times, but I to say. had forgotten until the other day. He flew on what he called a cattle I was going through some oldnapers 43lane with twin props. It rattled his eye and came across most of my Dad^s^is-"^ teeth and like to have scared the life out charge papers. I'm sure some of them of him That just about wound up his are lost, but 1 still have a good many of flying days. I believe he said the name of them left. the companv was Bull Fine Steamship On Nov. 29, 1951, Walter H. Cook, Co. Sr. (Shorty Cook) boarded the SS Al­ coa Cavalier in the port of New Orleans Scars From the Strikes and was discharged in Mobile Dec. 17, I remember him showing me scars on 1951 as a messman. He signed on the his head from the days of the strikes same ship the next day where he sailed where he had walked the picket lines. until Feb. 18, 1952. Nature of the voyage Some of his SIU books are stamped 1947 Isthmian Strike Clearance, 1946 General Strike and Wall Street Strike. Some say $10 Strike Fund Assessment, General Fund and Building Fund. I don't understand it all, but I'm sure most of the oldtimers will. I think Dad sailed about 45 years until his retirement in 1965. One SIU book is signed by Paul Hall and says "Paid Dues from April 1939." Some of his dis­ charges say Ufilitym.an, Galleyman, Cook, Steward Assistant and even Bell Boy. One says Messman or Crews Mess Dec. 6, 1941, Port of New Orleans aboard the SS Del Mundo. Another says Utility aboard the SS Del Argen­ tina. Mi.ssissippi Shipping Co. in New Orleans dated Oct. 2, 1937. Walter Cook, Jr. Most of these discharges are old. faded, cracked and taped. They meant a lot to him and to me. I intend to cher­ ish them as long as I live. He only had S'A years of schooling, but was more educated than most col­ lege graduates. He was kind, wise, friendly and well liked by everyone. He was the kind of man who would give you the shirt off his back or his last dime if you needed it. He told me of giving shirts to the children in India. The next day their parents would sell the shirts for food. Upon seeing the children without the shirts he would feel so sorry he would give them more clothes and soap. He suffered whenever he saw these children suffering and was happy in making them happy. Begged Him Not to Leave Other times he would tell me stories of his friends and ships that he knew well disappearing at sea during the War. He told me of how everything was painted black and no lights were to be on at night. One time he was leaving on the train for New Orleans to catch a ship he signed on. Mom said she had a feeling she would never see him again if he left. She cried and begged him not to leave. He got off the train. The ship left with­ out Dad and sailed under sealed orders. Two weeks later the ship disappeared at sea without a trace of it or any of the men. None of them have ever been heard of since. He knew most everyone aboard. Some of you may remember him differ­ ently. But I remember him as my father the seaman. I think about him every time I pick up a Seafarers Log. I never fail to check every month to see if any of my ole buddies are pictured in the Log. You see, I also sailed with the SIU dur­ ing 1968, 69 and 70. Dad always used to say, "Son, don't even go to sea unless you want it to get in your blood. It's a hard, rough, rugged life. She is unpredictable. Today she could be mean, dark and ugly. Tomor­ row she could be the most beautiful place on earth." But when I became 16 years old in be­ tween times of finishing high school I did go to sea. With some hard talking. Walter H. "Shorty" Cook he signed papers for me and I left Hous­ ton via New Orleans in June 1968 aboard the Halcyon Panther. I sailed as BR and later became an OS. I will al­ ways be thankful for this as long as I live. Going to sea did get in my blood. Dad was so right. How I remember those days. I came back home every year in order to finish high school. After graduat­ ing and sailing to Vietnam and making a complete shuttle run around the world, I came home to join the U.S. Marine Corps. Upon leaving the Marines and having gotten married and raising a family (I now have two children, a boy and a girl), I never made it back to sea. I'm now a full-time fireman and a part time em­ ployee with a well known company in the city. I am now living in. I was just thinking of Dad and the other seamen I know. Vou meet some fine people aboard those ships. I just wanted to let you know how much I miss it and how much Dad missed it after his retirement. I hope to make it back to sea some day. Dad will never make it again as he is now in heaven. But I still love the water, and Dad still lives in me. Delta Queen Shows Speed Supremacy in Riverboaf Race The SlU-contracted Delta Queen, the grande dame of riverboats, showed her stuff once again by winning the annual steamboat race at Louisville, Kv. on May 3. The elegant, 52-year-old vessel cap­ tured the honors from the home port favorite, the Belie of Louisville. Her winning time in the 14-mile race on the Ohio River was one hour and 45 minutes. Both competitors are authentic, oldtime rix erboats. The race, part of Ken­ tucky Derby festivities for the past 15 years, gives their passengers and crews a firsthand chance to experience the colorful Mark Twain era when riverboat races were commonplace. The Delta Queen has now chalked up eight wins, and her rival, six. The race was not held one year out of the 15 because of bad weather. The Delta Queen normally carries 192 overnight passengers and 75 crew members. Deckhands, galley and house­ keeping personnel are SIU. But close to 300 passengers were on board for this year's race. The crowd seemed to bear out Mark Twain's contention that riverboat racing is more exciting than horse racing—for the time being, at least, until they poured into Churchill Downs three days later for the Derby. At first glance, it would appear that 4 / LOG / July 1978 the Delta Queen has it all over the smaller Belle of Louisville. She is 1,650 gross tons. 285 feet long and has 2,000 hp. from her two steam engines. The Belle is 390 gross tons, 190 feet long and has only 600 hp. But larger size is not always an edge in the race. The course requires a turn­ around six miles out for the finish back at Louisville. The smaller Belle can pull away more quickly and can also maneu­ ver turns more easily. When llie riverboats blow their whis­ tles and start their huge paddlewheels Paddlewheel churning up the Ohio River, the SlU-contracted Delta Queen sails to victory in the annual steamboat race in Louisville, Ky. May 3. turning, it's anyone's guess which one will come in first. This year the Delta Queen was able to display the winner's prize once again on her pilothouse, a pair of gilted antlers, the symbol of speed supremacy on the rivers for 100 years. The Union-contracted Delta Queen Steamboat Company of Cincinnati, Ohio also operates the only overnight passenger steamboat on the rivers, the Mississippi Queen. She was built two years ago for $27 million. The Belle of Louisville, operated by Jefferson County, Ky., is an excursion boat that makes sightseeing trips around her home port. The Delta Queen, was originally built in Scotland for $865,000, said to be the most ever invested in a riverboat at the time. She has been declared a National Landmark and is now a priceless sur­ vivor of another era. She has a steel hull and a wooden superstructure, including ornate oak and mahogany carvings. All her fittings are brass and her interior also includes cut glass and stained glass set with copper. She operates by an Act of Congress which exempts her wooden super­ structure from the safety-at-sea regula­ tion. All other leatures are approved by current Coast Guard regulations. �/ Hall: 50,000 Maritime Jobs Imperiled In a stinging attack on America's lackluster attitude toward her merchant marine, SIU President Paul Hall pre­ dicted that "50,000 Americans will lose their jobs in the next five years because the U.S. is not building enough ships and we are not carrying enough of our own cargo." President Hall said that the imperilled Jobs involve "people who work in our shipyards and on American flag ships." He added that "most of these 50,000 Americans are black and members of other minority groups—people to whom this nation has made a commit­ ment and to whom the maritime indus­ try, more than most, has kept that com­ mitment." Hall levelled his charges late last month during a press briefing con­ ducted by the National Maritime Coun­ cil. The NMC is an organization com­ prised of labor, management and gov­ ernment people. It was established in 1971 for the purpose of fostering the growth of the U.S. maritime industry. SIU President Hall is a member of the Board of Governors of the Council. He was joined at this press briefing by James R. Barker, NMC board chairman and head of Moore-McCormack Lines, and Robert J. Blackwell, assistant secre­ tary of Commerce for Maritime Affairs. 'Outmoded Thinking' President Hall blamed the bleak outloolc for American maritime on the "outmoded thinking in this country that contends the rest of the world is so kind and fair and generous that we can de­ pend upon others for our international transportation needs." Hall also charged that unless the U.S. abandons its adherence to the false pol­ icy of "free trade" in the international in­ dustry, "the U.S. will have no fleet of its own." President Hall predicted that if the U.S. fleet is allowed to disintegrate "it will be too late for consumers to com­ plain about the doubling of the prices of imported goods because we no longer can influence transportation co.sts; it will be too late for Americans to wonder why this nation is helpless to support and supply its allies against the Rus­ sians or anyone else because we no longer have ships by which we can supply them." Hall concluded bluntly, "it's time we understood that a merchant fleet is as basic to American security and its econ­ omy as steel, automobiles and energy." Barker, Blackwell Charge Soviets James R. Barker blamed part of the American fleet's problems on rate cut­ ting practices of the Soviet merchant fleet. He charged that "predatory trade practices by the Russians are designed to push America from the high seas." He added that "widespread rate slashing by the Russians clearly is in­ tended for political primacy and is void of commercial consideration." Supporting Barker's statements. Maritime Administrator Robert Blackwell said that the Russians "have been quoting rates of up to 40 percent lower than those of U.S. flag or foreign flag vessels." Blackwell said, "there is no way for the U.S. or the Europeans to compete. This is a classic case of dumping." Blackwell also charged that the Rus­ sian fleet operating in the U.S. trades "does not provide U.S. jobs or one sin­ gle advantage to the U.S. maritime in­ dustry." He said that the Soviet fleet's earnings "never return to the U.S." Both Blackwell and Barker called on Congress to pass the Controlled Carrier Bill, now moving through the Hou.se. The bill, in brief, would force the Rus­ sians to raise their rates to compensa­ tory levels with the U.S. operators or be banned from the trade. In closing, Blackwell noted that there are more Soviet ships now operating in the U.S. trades than American ships. He called this "a terrible, inconsistent policy.' Poor Procedures Caused Liberian-Flag Sansinena Blast On the evening of December 12, 1976 the cloudless sky over Los Angeles Har­ bor suddenly erupted in a flash of fire and smoke. It was the Liberian-registered, "flagof-convenience" Sansinena, under charter to the Union Oil Company of California, exploding and burning at her berth while taking on ballast and bunkers. In a Coast Guard "Marine Casualty Report", recently received by the Log, we were not surprised to learn the cause of this disaster, which snuffed out the life of nine persons (eight crewmembers and one Terminal Security Guard) and injured 58 others. The explosion, the report concluded, was probably caused by the ignition of a hydrocarbon vapor cloud over the afterdeck of the Sansinena. The formation of the cloud itself, and its subsequent igni­ tion, was largely attributed to "poor op­ erating procedures"—not an uncom­ mon phenomenon on "flag-of-convenience" ships, like the Sansinena, Other factors which figured in the dis­ aster were improperly maintained equipment and poor design features. There was not much of a breeze in the harbor the night of the explosion. On the afterdeck of the Sansinena, in the lee of the midship house, there was even less of one. According to the report: "This slight airflow was not sufficient to disipate the hydrocarbon vapor cloud which had formed between the midship and after deck houses." On "flag-of-convenience" ships, im­ properly trained crews are a major cause of various kinds of accidents, many of which have caused loss of life and ship. But crewmembers are all too often made the scapegoats for the "big guys" who are actually responsible for man­ ning, operating, and inspecting the ships. The blame of such tragedies as the Sansinena must be shared. The Coast Guard report points the finger in all directions: "The inspection procedures of the cargo vent system by the shipboard per­ sonnel, classification society inspec­ tors, inspectors of the Government of Liberia, and company inspectors were inadequate to detect the relatively ex­ tensive deterioration that existed on the underside sections of the cargo vent pip­ ing. Furthermore, this lack of integrity allowed the vent piping to serve as a path of transmission for a flame to enter the cargo tanks." According to figures released by the Transportation Institute in January, 1977, "flag-of-convenience" tankers, comprising 26 percent of the world's tanker tonnage, were responsible for 40.7 percent of aU tanker tonnage lost. American oil companies manage to avoid taxes, labor costs, and certain safety standards and requirements by using "flag-of-convenience" ships. What is the cost, though, to the American peo­ ple and environment? The answer, in terms of lost jobs, pollution, and a weak- MTD Sets Up Council in Juneau The port of Juneau, Alaska is the site of the newest Port Maritime Council of the AFL-CIO's Maritime Trades De­ partment. This important addition to the family of port councils, now numbering 29, fol­ lows closely on the heels of the establish­ ment of a new council in Jacksonville, Fla. Elected president of the new Alaska Council was Greg S. O'Claray, regional vice president of the Inlandbbatmen's Union of the Pacific, Alaska Region, an affiliate of the SIUNA. SecretaryTreasurer of the Council is Thomas E. Cashen, business agent for the Alaska Statewide Local 1547 of the Electrical Workers. Paul Hall, president of the MTD, wel­ comed the new council to the Depart­ ment when he wrote to O'Claray; , "We would like to congratulate you on setting up the council, and wc are sure it will be most successful under your leadership and that of Thomas Cashen." Other charter members of the Port Maritime Council of Alaska are the La­ borers International Union of North America; the United Brotherhood of Carpenters and Joiners of America; the United Association of Plumbers and Pipefitters, and the International Union of Operating Engineers. The port councils serve as "the local arms of the MTD in its mission to foster the cause of the labor movement and the U.S. merchant marine. Jean Ingrao, MTD Administrator, called the coun­ cils the "backbone of the MTD." The-MTD, which is headquartered in Washington, numbers 44 national and international unions with a total mem­ bership of eight million workers. ened U.S. Merchant Marine, is clear. SIU President Paul Hall has called the use of these unsafe, improperly manned and maintained ships, "a sham against the American people." As a result of the Sansinena disaster, the Coast Guard has initiated a tanker boarding program. According to the Coast Guard, "the results of the boarding program to date have revealed that a large number of the tank vessels calling at United States ports have deficiencies in the aforemen­ tioned systems (cargo venting and han­ dling; safety-related equipment and in­ stallations)." An effective inspection system can help. But only effective legislation can rectify a situation whereby 96 percent of all American oil imports are carried in non-American ships. In an emergency situation, only American owned and manned ships can be relied upon. This was clearly proven during the Vietnam War when foreign countries and crews balked at carrying U.S. cargoes to the war zone. And American crews arc better trained and work on safer ships. Thus, the possibil­ ity of disasters like the Sansinena and the Argo Merchant is far slimmer on American crewed ships. Good legislation has been written to bolster the U.S. merchant marine. But powerful lobbying groups, such as the oil interests, have kept good legislation like the Energy Transportation Security Act of 1974, and the Carter Administra­ tion's cargo preference proposal, in 1977, from becoming law. So we've got to keep fighting. It's just too bad that so many Sansinena'x have to go up in flames before the battle is won. LNG imports Plan, Thought Dead, is Resurrected A massive LNG importation pro­ gram, thought dead because of a lack of government support, may yet be resurrected. The prematurely buried program calls for the importation from Algeria of nearly 700 million cubic feet of natural gas a year for 20 years. Two American companies are in­ volved in the contracts to do the import­ ing—El Paso Co. and Teneco Inc. El Paso signed a 20-year contract with the Algerian government in 1975. Ten­ eco signed a similar agreement in 1976. However, the two pacts have been in limbo since then while awaiting ap­ proval from the American government. (El Paso, under a completely different program, will soon be importing LNG from Algeria on six brand new U.S.-flag LNG tankers. SIU members will man these vessels. Infact. Seafarers are already aboard thefirst of the six vessels, the El Paso Southern. The remaining five vessels will be crewed at intervals over the next year pending construction delays.) The defunct Federal Power Commis­ sion had actually given preliminary approval of the programs in 1976. How­ ever, when the Carter Administration took over, the function of the FPC was replaced by the Federal Energy Regula­ tory Commission. The FERC promptly announced it was not going to "rubber stamp" the actions of its predecessor. The Algerian government initially gave the U.S. a cancellation date of Sept. 31, 1977. That date was extended to Dec. 31, 1977. When the U.S. government allowed the Dec. 31 date to pass without approv­ ing the contracts, Algeria signed con­ tracts to sell huge amounts of gas to West Germany. They also began nego­ tiating to sell to France, Sweden, Aus­ tria, Tunisia and Yugoslavia. 1 he deal with the U.S. looked to be a dead issue. But earlier this month, Al­ geria announced that she would still honor the contracts with El Paso and TenecO if the U.S. would render ap­ proval. Such an importation program would mean creation of thousands of jobs for U.S. workers. These jobs would be in shipyards for the construction of an un­ determined number of LNG tankers, as well as jobs for American seamen in manning them. The SlU's Washington staff has been working all along to encourage govern­ ment approval of these contracts. The SIU feels such a program will allow the U.S. to cut down on its dependence on imported Arab oil, while at the same time encouraging American industry to develop our own domestic natural gas resources. July 1978 / LOG / 5 �rCharlie Naien Named HLSS Vocational Director Washington, D.C. What ever happened to Locks and Dam 26 and the user charge bill? Nothing yet. When and if the outmoded Mississippi River lock will be replaced and u.ser charges imposed for the first time on the inland waterways are still unanswered questions. There a is that legislative action on the controversial measure has become even more complicated than it was to begin with. In May the Senate passed the bill, H. R. 8.309, authorizing these waterway developments. But its decision was different than the version of the bill passed by the House of Representatives in October, 1977. The Senate version instituted a higher fuel ta.x (12 cents per gallon) than the one approved by the House (6 cents per gallon). Moreover, the Senate tacked on amendments to the bill authorizing a number of public works water projects in addition to Locks and Dam 26. For these reasons, H. R. 8-309 must go before a joint House-Senate Conference to iron out the differ­ ences in the two versions of the bill before it reaches President Carter's desk. The President threatened to veto the bill soon after it was passed by the Senate. The Administration wants higher charges than those provided by both the House and the Senate. But in the meantime, thejoint conference has not been formed yet. This is because a new bill, H.R. 13059, was introduced recently in the House, as a way for the House to act separately on the public works projects included in the Senate version. These projects had not been previously considered in the House. Hearings were held in .June on this water resources development bill, but it has not yet reached the floor of the House. Once the House acts on H. R. 13059, it will appoint conference members to participate in the full decision on H.R. 8309. After that, it's up to the President. Charlie Nalen, newly-named Director of Vocational Education at HIS. The Harry Lundeberg School has an­ nounced that one of our fellow Sea­ farers, Charlie Nalen, has been made Director of Vocational Education at the School. SIU members have come to know Charlie personally while up­ grading at the School. Charlie joined the SIU after he com­ pleted the basic vocational program at HLS. He is one of the many young men that the Union has helped to begin careers in maritime. As a Seafarer, Charlie earned engine department rat­ ings as fireman, oiler, pumpman and electrician. He then attended the Calhoon MEBA School in Baltimore and earned his 3rd mate license. Charlie shipped as an engineer and then later returned to H LS as an Engine Department Instructor. Because Charlie is one of us—a Sea­ farer—he understood the unlicensed seaman's educational needs and heset up many programs that have helped so many Seafarers advance their careers. Since Charlie had upgraded to higher ratings as a Seafarer, he knew very well how technical and advanced a seaman's job has become. So he worked hard to develop the Automation Course and College Credit Programs we now have at HLS. Because Charlie is Director of Voca­ tional Education, all of us can be sure that our needs will be met through the courses and programs at HLS. All of us can be proud of our fellow Seafarer's success. Our School gave Charlie his start, and now he's making sure that the School will continue to work for us. Great Lakes Lakes Boatmen and Dredgcmen have gained new jobs through two more large dredging projects recently awarded to the SllJ-contracted companies by the Army Corps of Fnginccrs. Circat Lakes Dredge and Dock is doing a $3 million hydraulic dredging job, deepening channels in Bay City, Mich. I.ucdkte Engineering started a $2 million dredging project in Cleveland, Ohio this month, repairing sea walls in Lake Erie's outer harbor. Mississippi River System SlU Boatmen just crewed a brand new towboat, the Thruston B. Morton. The 4,200 hp. boat is the newest addition to the SlU-contracted fleet of Southern Ohio Towing Company of .leffersonville, Ind. Jacksonville, Fla. SlU-contracted Caribe Tugboat, Inc. will be operating two more triple deck, roll on, roll off barges out of this port ne.xt year. Shipyard orders for the 580-ft. giants have been placed for additional trailer barge service in the Caribbean. The first is expected for delivery next summer and the second by the end of 1979. The new barges will be identical to the two triple deckers beginning service this year. The first. La Reina, completed its maiden voyage in the Caribbean in May and the second, E! ConquLstacior, is expected to be delivered in Jacksonville in the fall. The barges can carry up to 374 40-ft. trailers and are the largest of their kind in the world. The 600 ft. long Lock 26 at Alton, III., shown here, is too old and too small to handle heavy barge traffic at this key point on the Mississippi River. But Congressional delays of legislation which would allow a new, larger lock—along with inland user charges—have been almost as long as the back-ups caused by the old lock. 6 / LOG / July 1978 If you know how fo keep things cold, you'll always be needed aboard ships that carry refrigerated containers. So take the Maintenance of Shipboard Refrigerated Systems course at HLS. it starts September 5. When you finish you get a certificate of completion from HLS—your ticket into the booming job market aboard U.S.-flag ships for seafar­ ers with reefer maintenance skills. To enroll, see your SIU Represen­ tative or contact HLS. �Headquar by SIU Exeoiilive Vice Presidcnl Frank Drozak It was one year ago that the SIU made maritime history by crewing the Aquarius, the first American-built, American-flag LNG tanker. This month, with the crewing of the FJ Paso Southern, the Union is manning a total of four LNG ships and there are more on the way. The El Paso Southern, which will transport liquid natural gas from Algeria to the U.S. East Coast, is one of six LNG carriers planned by that company. And several sister ships to the Aquarius will be coming out of General Dynamics Shipyard over the next few years. Another SIU crew on another LNG ship just goes to show that the future of shipping lies in new, highly automated vessels. Seafarers were able to crew LNG ships for just one reason. We had the training and the special skills required to operate them. LNG tankers are only one type of high technology vessel now operating. Since 1970, new types of ships including the SL-7, LASH, ULCCs,VLCCs and RO/RO's have become more and more common. Along with the new ships come new job opportunities for Seafarers. But without the necessary skills, it's not possible for a Seafarer to take advantage of these opportunities. The place to pick up the skills the new ships demand is the SIU's Harry Lundeberg School. HLS offers specialized courses that have been planned especially to qualify Seafarers to work high technology equipment. Two examples of this are courses offered to QMEDs. In six weeks qualified Seafarers can earn certification in Marine Electrical Maintenance or Pumproom Maintenance and Operation, which are of special importance on new ships. (See P. 11 of this month's Log.) The electrical course covers both in-class and practical training in the control, operation, maintenance, trouble-shooting and repair of rotating elec­ trical machinery. Overseas Arctic Committee In the pumproom maintenance and operation class. Seafarers receive instruction in cargo properties, tanker development and construction, tank cleaning, inert gas systems and firefighting, among other things. We ve been able to bring a lot of the newest ships under SIU contract because SIU members have taken the time to upgrade. By continuing to upgrade we 11 be able to keep on contracting these new vessels. LJpgrading is one very important way to secure new jobs and improve those we already have. Contract negotiations are another way. The SIU recently negotiated landmark agreements for both deep .sea and Great Lakes members. And right now. talks are underway on the West Coast on behalf of the Marine Cooks & Stewards. When the MCS merged with the SIU-AGLIWD last month, the A&G District became the negotiating agent for the West Coast stewards. As of now. the Pacific Maritime Association has signed a Memorandum of Understanding with the A&G District. We've reached agreement on major contract issues involving representation and administration of pension, welfare and other benefit programs. The issue of wages and cost items have not yet been worked out. This is because wage items are negotiated jointly with the Sailors Union of the Pacific and the Marine Fireman's Union. But we are hopeful that these negotiations will be wrapped up soon. During contract negotiations, unions and management are on oppositesides of the table. But there are some issues where the two sides join forces to work for a common goal. An issue where union and management are of one mind is on opposing the Navy's request for government funds to build their own non-combat support vessels. (See P. 5 of this month's Log. ) The Navy wants S192 million to construct a cable repair ship even though the merchant fleet has a modern cable-layer which has been used on Navy jobs before. And the Navy has asked for hundreds of millions of dollars to maintain their fleet of 125 harbor boats. Industry spokesmen have joined the SIU in t)pposing the u.se of federal funds to build ships that are already available in the U.S. merchant fleet. It's a waste of money for the Navy to maintain a non-combat fleet. And it's a waste of the skills of the merchant sailors who could and should crew any commercial support vessel. In these days of high costs and tight budgets, it just makes more sense ft)r the Navy to spend its money for warships and leave the support work tocornmercial vessels and trained seamen. Smetimes you're faced siutforswim situation Recently at the Stapieton Anchorage (S.I., N.Y.) the Ship's Committee and a crewmember of the ST Overseas Arctic (Maritime Overseas) gather for pix. They are, (I. to r.) AB Francisco Zapata, deck delegate; Recertified Bosun Malcolm Cross, ship's chairman; Engine Delegate J. D. "Whitey" Harmon; 3rd Cook Steve Fakiroglou, steward delegate and Chief Cook Mollis Huff. Training Standards Set By IMCG An international agreement on train­ ing and crewing standards for merchant ships was reached this month by the Inter-Governmental Maritime Consul­ tative Organization (IMCG). The pact, titled "Convention of Standards on Training, Certification and Watchkeeping for Seafarers," was initialed by delegates from 73 countries who attended the Conference, held in London from June 14 to July 7. The conference was the end result of five years of work by the Standards of Training and Watchkeeping Committee (STW) of IMCG. The STW Committee prepared documents, with input from the SIU and other maritime organiza­ tions, designed to improve maritime safety. The SIU was represented by Vice President Earl "Bull" Shepard and Bob Kalmus of the Lundeberg School. In all, 23 resolutions were adopted. But the most important are the Articles which set general crew requirements and watchstanding training qualifications for ocean-going ships over 200 tons. These standards do not apply to small vessels that travel only on in­ land waterways. In most cases, crew training require­ ments and qualifications parallel, or are less rigorous, than present U.S. require­ ments. For example, the resolution for "Ratings Assisting the Engineer of the Watch" is very similar to U.S. require­ ments for the QMED rating. The IMCG agreement does not become a binding treaty until after it is ratified by at least 25, countries that represent half the world's gross tonnage. IMCG's STW Committee will meet again early next year to begin devel­ oping standards for manning and to continue work on training and certifica­ tion requirements. 1' '^1- Weii Help You Step A fleet At HLS, we'll help you get the job security and the higher pay you need to keep your head above water. How? We'll help you get the skills you need for your FOWT endorsement. Better skills mean a better job and more security. Enroll in the FOWT Course now! Classes begin August 31, October 16. To enroll, see your SIU Uepreseuiative, or conlaei HLS. July 1978I LOG / 7 �The Lakes Picture ALiaiXAr In addition to the contract SIU reps negotiated with the Great Lakes Associa­ tion of Marine Operators (see p. 2 of this month's Log), the Union is in negotia­ tions with S&E Shipping Corp. and Bay Shipping Corp. These two corporations operate the Kinsman fleet of ore carriers which are not covered by the GLAMO contract. Talks on the new Kinsman agreement are close to completion and a ratification vote should take place by the end of July. SIU Port Agent Jack Bluitt was elected to the Executive Board of the Michi­ gan AFL-CIOat the Board's annual Upper Peninsula meeting in June. Bluitt will take the place of retired Board member, SIU Headquarters Rep Fred Farnen. During the two-day meeting, Farnen was presented with a plaque commemorat­ ing his service to the Michigan Federation by Executive Board President William Marshall. DULUTll All six ships in the Huron Cement fleet are running for the first time in two years. The L.G. Harriman, used as a cement storage silo since 1976, crewed on June 12. She started a regular run between Alpena and Escanaba, Mich, on July 6. CHirACai The crew of the Adam E. Cornelius (American Steamship Co.), laid up for repairs, was recalled July 6 and the ship started for Cleveland. CLEVELAIVD American Steamship Co.'s Consumers Power laid up in Cleveland for repairs on her self unloading equipment. Repair work is expected to take about three days. ST. LAWRENCE SEAWAY The St. Lawrence Seaway Development Corp. recently concluded another in a series of projects, studies and experiments geared towards extending the shipping season on the Seaway. The Seaway Development Corp., which administers the waterway for the U.S., demonstrated how two ice booms on the St. Lawrence River could be mod­ ified to allow ship passage year-round in that section of the river. Ice booms are used to keep ice Jams from forming around hydroelectric powerlines. They're made of 30-foot wood timbers chained to steel cables and anchored to the river bottom. The Seaway Development Corp. began the studies on ways to extend the shipping season in 1971 under a grant from Congress. The project is scheduled to run until 1979. ALL THE LAKES The fight over where a proposed $60 million Great Lakes icebreaker will be built continues. Pressures on Congress from different sources, including the former U.S. ambassador to Finland, want thegovernment to purchase a Finnish icebreaker. U.S. shipbuilders, suffering from a decline in new orders, want the vessel to be American built. Spokesmen for American shipbuilding companies are asking Congress to guarantee that the icebreaker and all other Coast Guard vessels be built at U.S. shipyards. Ships built for the Navy with government funds are all con­ structed at American yards. Figures from the Lake Carrier's Association indicate that sliipping overall on the Lakes has been good for the start of the 1978season. Iron ore shipments were up more than 50 percent from the same time last year and grain shipments also rose. The only decline was in the movement of coal, with only 2,172,206 net tons shipped during April. Notke to Members On Mt Call Procedure When throwing in for work dar­ ing a job call at any SIU Hiring Hall, members must produce the following: • membership certificate • registration card 8 / LOG / July 1978 • clinic card • seaman's papers INLAND Seafarer Raymond Kane, who works as a porter on the Consumers Power, puts his years of experience as a cook to use every chance he gets. Galley Gourmet Ray Kane Can Whip Up a Mean Stroganoff Land-locked Kentucky isn't the most likely state in the Union to spawn a sea­ man. But that's where Seafarer Ray­ mond Kane was born. Brother Kane, a night porter on the Laker Consumers Power (American Steamship Co.), has spent half his life shipping out. That's a considerable chunk of time because Kane is now 71 years old and still going strong. Brother Kane began his sailing career working on "sallies" as a cook. Great Lakes shipping is new to him. He joined the SIU in 1970, at the age of 63 because, he said, "I had no other pension but So­ cial Security and you can't live on that." Ray had a lot of practice as a cook be­ fore he ever set foot in a galley. During the Great Depression, when jobs were scarce, he answered an ad in a news­ paper for work at the Russian Bear Inn. Though he'd never eaten, much less cooked, Russian food before, Ray trained under the restaurant's chefs and eventually became top cook himself. His specialties included stroganoff, a beef dish named after a 19th century Russian count, and Russian pastries. One of the drawing points of the Rus­ sian Bear Inn was its orchestra. In his years at the restaurant, Ray became friends with the orchestra leader who gave his three sons music lessons. The boys learned to play balalaikas, three-stringed Russian instruments a little like guitars. All three of Ray's sons now play in a Russian balalaika or­ chestra. There wasn't too much call for Rus­ sian food when Brother Kane went to work aboard ship, but on holidays he might come up with something special. One Thanksgiving he served the crew a Russian rum cake. In between his deep sea sailing years and joining the SHJ to work on Lakers, Ray spent seven years feeding hungry tourists at Yosemite National Park. Ray ships out from Detroit where he raised his family and where his 14 grand­ children and one great-grandchild now live. Those kids are a big reason why Brother Kane decided to return to sea­ faring. "When I'm home," he said, "I like to be able to take them out and treat them to lunch or a movie. I can do that now but I couldn't on my Social Secur­ ity checks." It also seems that Ray's not much of a stay-at-home type. He's just happier when he's working, whether on land or on the water. 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 FEC in Washington, D.C. �Seafarers International Union of North America, AFL-CIO JULY 1978 Legislative, Administrative and Regulatory Happenings SIU Testifies in Support Of Sea-Level Canal Study SIU Legislative and Political Activities Direc­ tor Dave Dolgen (at right) voiced the strong sup­ port of an amendment proposed by Senator Mike Gravel (D-Alaska)-which would establish an International Sea-Level Canal Study Com­ mission. Senator Gravel (at left) is urging the study to update both the commercial and mili­ tary effectiveness of a deep-draft canal across Central America. In his testimony, Dolgen pointed out the in­ ability of the present canal to handle the more than 1,300 ships that are too large for transit. He stressed that there is "ample justificatioir for up­ grading the Canal Study Commission's 1970 re­ port in view of the economic difficulties in trans­ mitting Alaskan North Slope oil to Gulf and East Coast refineries. On the Agenda in Congress . . . A number of hearings are scheduled in both the House and Senate in the coming weeks which are of particular interest to Sea­ farers. These are hearings on bills which af­ fect the maritime industry and—either di­ rectly or indirectly affect the jobs and job security of all of us. Our Washington legislative and political staff will be attending many of these hearings, and will be in close touch with Congressional members of the House and Senate to let them know our position on these bills. IN THE HOUSE. CLOSED SHIPPING CONFER­ ENCES. The House Merchant Marine Committee will hold hearings later this month and in August on a bill which would authorize the formation and implementa­ tion of "closed conferences" and "shippers' councils" in the foreign ocean trades of the U.S. RECIPROCAL OCEAN AGREE­ MENTS. The Merchant Marine Subcom­ mittee will hold a hearing this month to finalize a draft of a bill which provides for prompt implementation of "reciprocal ocean agreements"—including "equal ac­ cess" and "cargo pooling" arrangements be­ tween U.S. liner operators and foreign ship­ pers in the U.S. trades. Further hearings will be held in October. AGRICULTURAL EXPORTS. The Subcommittee on International Economic Policy and Trade is in the process of drafting a final version of a bill to extend the Com­ modity Credit Corporation. The CCC is a federal financing agency which extends loan guarantees to foreign nations to buy U.S. agricultural products. Under present provi­ sions of the law, U.S. ships are not given preference—as they are under the P.L. 480 Act—for carrying the agricultural cargoes. We have testified at hearings on this bill, arguing that the loan guarantees are in effect "government-sponsored" and that cargo preference provisions should be written into the Act. NAVY-MARITIME ADVISORY BOARD. The Merchant Marine Subcom­ mittee is in the process of completing a draft of legislation which would establish a NavyMaritime Advisory Board. The purpose of the legislation is to establish closer coopera­ tion between governmental agencies and industry in order to coordinate efforts to strengthen our naval defense system by a more practical use of the U.S. Merchant Marine as a viable support system. GREAT LAKES VESSEL FINANC­ ING. The House Merchant Marine Sub­ committee is holding hearings this month on financing and mortgage guarantees for Great Lakes vessels. This legislation could be a spur to the construction of new bulkers on the Lakes. ALASKA NORTH SLOPE CRUDE OIL. The Special Investigations Subcom­ mittee of the House Interior Committee will be holding field hearings next month in San Francisco on the possibility of exchanging Alaska North Slope crude oil with foreign nations. One of the schemes is to send the Alaska oil to Japan, and import Indonesian oil on an exchange system. This would cut drastically into the U.S.-flag tankers trade out of Valdez, and our Washington legisla­ tive staff is watching this Congressional hearing very closely. TANKER SAFETY. The House Interna­ tional Relations Committee is planning hearings later this month on a Senate bill (S. 682) which would implement certain safety standards for tankers in the world trade. These standards were drafted by the recent International Maritime Consultive Organization (IMCO) meeting in London. GRASS ROOTS LOBBYING. The Com­ merce Subcommittee of the House Govern­ ment Operations Committee is holding hearings on "grass roots" lobbying by major industry groups this month. James Barker, chairman of the National Maritime Council, and Robert Blackwell, assistant Secretary of Commerce for Maritime Affairs will testify. IN THE SENATE. OCEAN MINING. The Senate Com­ merce Committee will mark up S. 2053, the Deep Seabed Mining bill, later this month. This bill has already cleared the Senate Energy Committee with "build American" and "hire American" provisions intact. Commercial mining operations in the deep seabeds by American industry has been delayed by the uncertainties surrounding the International Law of the Sea Conference. OIL POLLUTION LIABILITY. The Senate Environment and Public Works Committee will be holding hearings later this month on a wide-sweeping oil pollution liability bill. FEDERAL MARITIME COMMIS­ SION. The Senate Subcommittee on Merchant Marine & Tourism will hold hear­ ings next month on a House-sponsored bill which would cut back the power of the Fed­ eral Maritime Commission to suspend general rate increases or decreases in the domestic ocean trades, and to expedite the FMC's decision-making processes in its regulation of these trades. /// the Federal Ag.enctes SHIPPING COORDINATING COMMITTEE. The Working Group on Safety of Navigation, a part of the Shipping Coordi­ nating Committee's Subcommittee on Safety of Life at Sea, will hold a seriesvof open meetings this month in Washington. The purpose of the meetings will be to con­ sider matters relating to the upcoming session of the Subcommittee on Navigation, of the Intergovernmental Maritime Consul­ tive Organization (IMCO). The IMCO meetings will take place in New York from July 31 to Aug. 4. In particular, the group will discuss mat­ ters relating to ship routings, navigational aids, and navigational equipment. SAFETY OF LIFE AT SEA. The Safety of Life at Sea Committee is meeting in Washington at the Department of Transpor­ tation to prepare the U.S. position which will be presented to the Subcommittee on Ship Stability and Load Lines at the IMCO meeting in New York next month. RADIO COMMUNICATIONS. The Working Group on Radio Communications of the Subcommittee on Safety of Life at Sea will be meeting in Washington this month to prepare U.S. position documents for the IMCO meeting on Radio Communications which will be held in London in September. Included on the agenda will be a discussion of the Code of Safety Requirements for mobile offshore drilling units, and opera­ tional standards for shipboard radio equipment. July 1978 /LOG / 9 �^1: SlU in faosbinQto^^^^ fit WWi^? Industfy News SIU Opposition to More Tax Breaks For Foreign-Flag Shippers Gains Major Congressional Support The SIU is gaining major Congressional support in our opposition to a section of a tax treaty with the Republic of Korea which would offer further incentives to U.S. multi­ national companies to build and operate foreign-flag vessels. Support to amend the proposed tax treaty with Korea has come from Senator Daniel K. Inouye, chairman of the Senate Subcom­ mittee on Merchant Marine and Tourism; Senator Lloyd Bentsen (D-Texas); and Senator Maryon Allen (D-Alabama). This is what has been happening: U.S. tax treaty policy has traditionally provided that income from ships operated in international trade by American citizens would benefit from the treaties only if the ships were registered under the U.S. flag. The proposed Korean Tax Treaty—as well as similar treaties with other nations— would provide that foreign-flag ships owned by Americans would also qualify for the tax breaks. SIU President Paul Hall sent a stronglyworded letter of protest to all members of the U.S. Senate voicing opposition to the shift in treaty policy. In his letter. Hall asked the Senate to re-examine the tax proposals, and take whatever steps are necessary to amend it "so as not to create another tax incentive for the use of foreign vessels by U.S. citizens." In response to Hall's letter. Senator Inouye sent a letter to Senator John Sparkman, chairman of the Senate Foreign Relations Committee, asking that the treaty be reviewed and amended to strike out the section giving tax breaks for foreign-flag vessels. Senator Inouye said: "As chairman of the Merchant Marine Subcommittee, 1 believe Article 10 raises substantial issues as to whether it is consis­ tent with our national shipping policy to establish and maintain a strong merchant fleet, built in America, owned by Americans, manned by American crews, and fully capable of serving our international eco­ nomic, military and political commitments under all foreseeable circumstances." Senator Allen, the newest member of the Senate, said: "I agree entirely with the SIU that there is no justification for a policy change embodied in these new tax incentives for U.S. Plans Increase MARAD Data Shows U.S.-Flag Fleet Is Increasing In Oil Reserve Plan The U.S. Department of Energy has been given approval for a plan to increase the Strategic Petroleum Reserve to 1 billion bar­ rels by 1985. The present SPR program limits the reserves to 500 million barrels. In preparation the DOE has begun a study for new storage sites for the 500 mil­ lion barrels which will be added to the re­ serves of oil for use in national emergencies. The Energy Department has indicated that longer hauls may be involved for U.S. ships which will be transporting the crude oil re­ serves. The DOE also announced that it is includ­ ing "an additional 50 cents per barrel as an estimate of the additional cost of transport­ ing 50 percent of the oil in U.S.-flag tankers." An analysis of this stepped up program by the Washington-bas»^d Transportation Insti­ tute indicates that the availability of a Louisiana superport in the early 1980's would add a new source of employment for U.S.-flag ULCCs. 10/LOG/July 1978 owners of foreign-flag vessels, and I would support an effort in the Senate to amend the language of the U.S.-Korea Tax Treaty so that the treaty-making process not be misused to create further tax incentives for the use of foreign-flag vessels by United States citizens." SIU Opposed Bill: House Defeats Coal Slurry Pipeline Bill A bill which was being pushed by power companies, and oil and gas pipeline opera­ tors, to slush coal through pipelines from Western coal mines was killed this month by an emphatic vote of 246 to 161. Although a companion bill is pending in the Senate, the whole issue is dead for this session of Congress. The bill would have given pipeline opera­ tors the right to acquire property for rights of way to build pipelines from the coal beds in Wyoming to power plants in the TexasArkansas area. The idea was to pulverize the coal, mix it with an equal amount of water, and slush it through the pipelines. The bill was strongly opposed by the SIU because the technique would seriously cut into the coal transportation business of barge line operators. It was also opposed by environmentalists because the project would use enormous amounts of "pure water" which could not be reclaimed. Senator Maryon Allen (D-Alabama). The privately-owned, deep-draft fleet of the U.k Merchant Marine totalled 749 ships, comprising a record 21.2 million deadweight tons on June 1, 1978, according to the U.S. Mariume Administration. Compared to one year ago, the number of vessels in the U.S. fleet increased by seven, and its capacity increased by 2.2 million deadweight tons. The sharp increase in ton­ nage reflects the larger size of the newer ships in the U.S. fleet, and the comparatively smaller sizes of the older vessels which have been sold foreign or scrapped during the past year. The Maritime Administration also re­ vealed that as of June 1, 55 merchant ships, totalling nearly 4.3 million deadweight tons, were under construction or on order in American shipyards. The new vessels in­ clude: 14 tankers, 15 liquefied natural gas carriers, 10 intermodal vessels, 10 dry-bulk carriers, 3 break-bulk ships, and 3 specialtype vessels. U.S.-Russian Grain Pact Nears Accord Negotiations for a new minimum bulk rate for U.S.-flag ships in the Russian grain trade is moving ahead "with considerable progress", according to Robert J. Blackwell, Assistant Secretary of Commerce for Mari­ time Affairs. Blackwell, who just recently returned to Washington from Moscow from a meeting with Soviet shipping officials said that pros­ pects for a new rate to replace the present $16 per ton shipping rate on Russian grain purchases in the U.S. were better than might be expected in view of recent tensions aris­ ing from the trials of U.S. newsmen and bus­ inessmen in the Soviet Union. The MARAD chief did not reveal what the U.S. is seeking in a new rate, but he did indicate that it would be higher than the present rate to take into account increased costs this year, plus those anticipated for 1979. Under the present trade agreement— negotiated in 1972—one third of the Rus­ sian grain purchases must be carried in U.S.flag ships. Blackwell said that he hoped the new rate would attract more U.S. carriers into this trade. At the present time, neither U.S. nor Russian-flag ships are hauling their full, one-third shares of the trade. �Labor Law Reform Set Back By Filibuster t;i 1-- . OldI 1laws, like ships, needJ to be over­ hauled every now and then. The barna­ cles that accumulate to slow a ship down, are like the hidden flaws and loopholes that eventually surface to slow down a good law. The Labor Law Reform Bill (S. 2467), recently dealt a setback by anti-union forces in the Senate, would have scraped the barnacles off the Labor Relations Act of 1935 (Wagner Act). But a month long filibuster, which prolonged debate on the bill, finally caused it to be sent back to the Human Resources Committee in June for re­ vision. Delay, a favorite tactic of anti-union elements, has stopped the bill for now. But it is by no means dead. The bill is of vital importance to the entire labor movement, which will be looking for it to come out of committee —hopefully for final passage—later on this year. The National Labor Relations Act of . . . ....... 1935, the provisions of which the Labor Law Reform Bill seeks to strengthen, is probably the single most important piece of pro-union legislation in U.S. history. It was incorporated into the Taft-Hartley Act of 1947. The essence of the Act of 1935 is con­ tained in Section 7 of that Act: "Employees shall have the right to self-organization, to form, join, or assist labor organizations, to bargain collec­ tively through representatives of their choosing, and to engage in concerted activities for the purpose of collective bargaining or other mutual aid or pro­ tection." As good as the provisions of the 1935 Act are, unscrupulous employers have found ways to either circumnavigate it or to flagrantly ignore it. So the rights of employees continue to be infringed upon, and workers continue to be ex­ ploited. The Reform Bill, among other things, would create stronger penalties so that it . . . . . - ^ would no longer be cheaper for em­ ployers to break the law than to comply with it. As George Meany, president of the AFL-CIO recently put it, "it is directed against the law breakers, and only law breakers." Do we really need this law? No ques­ tion about it. In 1977 alone, according to the National Labor Relations Board, the government found that 7,552 work­ ers had been illegally discriminated against by employers. There is no telling how many workers had their rights infringed upon by em­ ployers but kept quiet for fear of reprisal or the humiliation of a lengthy battle in court. The Labor Law Reform Bill would not only create stiffer penalties for em­ ployers who break the law, but would also speed up the process of resolving employee grievances. The Carter Administration has called the Labor Law Reform Bill a fair law and has backed it since its conception. Secretary of Labor Ray Marshall, com­ menting on the bill's return to commit­ tee, which will require that certain changes be made in it, said, "I believe these changes can be made without weakening the bill's central thrust, which is to strengthen the rights of workers or to choose whether or not they want to engage in collective bar­ gaining." The Carter Administration has pledged to support the bill in the future. The key sponsors of the bill are Sena­ tor Harrison A. Williams, Jr. (D-N.J.), chairman of the Human Resources Committee, and SenatorJacobK. Javits (R-N.Y.). It is a sad state of affairs when work­ ers continue to be threatened—and sometimes fired—for simply exercising their rights as defined by the law. This is what is happening, and why it is important that the Labor Law Re­ form Bill resurfaces for passage this year. Notice: Clarification of Vocation, Death Benefits in New Deep Sea Pact The Lx)g would like to point out two clarifications concerning increased benefits under the new 3-year deep sea contract. Under the new Vacation Benefit Schedule, the Log reported last month that a Seafarer will receive 4 months ba.se pay in the rating sailed for 365 days worked. Seafarers should be advised that a "month" shall be interpreted as 30 days. So, under the new Vacation Schedule, for 365 days worked, a Sea­ farer will receive an equivalent of 120 days (4 months) base pay in the rating sailed. The other clarification involves the new increased Death Benefit for active Seafarers. The new Death Benefit can go as high as $20,000 depending on a deep sea member's seatime with SlU— contracted employers. The new Death Benefit and the seatime requirements for receiving it are as follows: • $5,000—125 days seatime in the previous calendar year, and 1 year employment in the 6 month period immediately preceding date of death. • $10,000 - 125 days seatime in each of the 3 consecutive previous calendar years, and 1 day in the six month period immediately preceding date of death. • $12,000— 125 days in each of the 4 consecutive previous calendar years, and one day in the previous six months. • $15,000—125 days in each of the 5 consecutive previous calendar years. Taiwan Unionists Visit Hdqrts. Representatives from the labor movement in Taiwan recently visiteo ine U.S. as guests of the Labor Department and the AFL-CIO. One of the stops on their tour of America's labor institutions was the SlU hall in New York. They were hosted by New York Agent Jack Caffey (third frorti right). and 1 day in the previous six months. • $17 000—125 days in each of the 6 consecutive previous calendar years, and 1 day in the previous six months. • $20,000- 125 days seatime in each of the 7 consecutive previous calendar years, and 1 day in the six month period immediately preceding date of death. The new Death Benefit Schedule is applicable to active Seafarers only. The Death Benefit for retired deep sea mem­ bers remains at $5,000. Seafarer Turned Teacher Draws on Shipping Experiences Louis N. Cirignano has been a loyal SIU member since he first shipped out from the old Stone Street Hall in Lower Manhattan in 1-944. He's been on the beach for 15 years now, ever since he began teaching fulltime in 1963. But he's still paying dues because, as he puts it, "the SIU is .some­ thing I believe in." Brother Cirignano makes no bones about it—it was his early experiences with the SIU which "provided the foun­ dation for my teaching and political career." Cirignano's initial experiences with the SIU came at atime when many ships were still coming up on the wrongend of Nazi torpedoes. His first vessel, the Liberty ship Thomas Wolfe, on which he served as messman for 13 months, was lucky enough to steer clear of them. This was luck, indeed, especially con­ sidering that the Woife had the dubious honor of holding down the deadly "cof­ fins corner" in several convoys she par­ ticipated in. Cirignano recalled that the Woife made some 30 runs between the British Isles and the Normandy beachheads, while he was aboard. In the English Channel at that time, there seemed to be a lot more worry about Cierman mines and the infamous German "88's" (long range artillery) than there was about subs or enemy planes. After the war, Cirignano continued to ship out with the SIU in both the Stew­ ard and Engine departments. He partic­ ipated in many union organizing drives and beefs in the late 1940's. It was this experience, as he puts it. "that helped me to understand the political animal." Cirignano served in the U.S. Army during the Korean War and entered college in 1952 when his tour was up. After receiving his degree in 1956, he continued to ship out full-time but began to do substitute teaching while on on the beach. The last vessel he served on was the dredge Zanzibar, which participated on Louis Cirignano the Chesapeake Bay Bridge and Port of Newark projects in the early I960's. Since 1963 Brother Cirignano has been a teacher with the Passiac, New Jersey school system. He recently won an unprecedented fourth term to the Passaic Board of Education. Cirignano's experience with the SIU, more than anything else, has taught him that, "he who perservercs will eventually succeed." Pcrservcrence is often the name of the game in the labor move­ ment. and this has obviously helped Lou Cirignano in his career ashore. Researching Vietnam Sealift 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. II105. July 1978 / LOG / 11 �t % The El Paso Southern is an impressive sight in the Norfolk Shipbuilding and Drydock Co. yard. The ship measures over 948 feet in length, with a beam of 135 feet. The view from the Southern's bridge shows the top portion of her five cargo tanks. The structure amid­ ships is the Cargo Control Room. Wiper P. Sharp does some sprucing up atop one of the boilers inside the engine room's vapor hood. The El Paso Southern, like all U.S.-flag LNG ships, is equipped with a swimming pool. Storekeeper/Utility Ed Savickas looks ready to take the plunge—clothes and all. El Paso Southern,. 4th SlU-Contracted LNG SIU members took another big step forward this month in insuring their future job security. This 'step' was the manning of the first of six U.S.flag TNG carriers to he built for El Paso Co., the El Paso Southern. The Southern, joins Energy Transport Go's. LNG Aquarius, LNG Aries and LNG Capricorn as the fourth SIU •manned LNG vessel. These four liquid natural gas car­ riers, and others which are currentIv under construction. re[)resent a new era in ship[)ing for .SIU members. L.NG shif )s also present a new chal12 / LOG / July 1978 lenge to Seafarers because thev re' quire specialized training for their hatidling and in the handling of their uni(pie cargo. Seafarers can acapiire the needed skills by taking the LNG course of­ fered at the Harrv Lundeherg School in Finer Point, Md. The course ac.ijuaints students with the ve.ssels and the advanced technological (Mpiipmcnt utilized aboard them. Included in the course is \ital in­ formation about licpiid natural gas and its pro|)ert ies.' A prop(>r under­ standing of LN(j hel|)s to alleviate some of the fears that people have about it, while insuring that thev will maintain a fair amount of respect as to the [)ossihle dangers of LNG if it is not handled properlv. The HLS has been working in close cooperation with the El Paso Com[lany to train the men who will work on these ships. After completing trainirig at HLS, crewmemhers tra­ velled to Texas k & M Universitv to learn how to combat actual fires from LNG vapor before taking jobs on the hi Paso Southern. The El Paso Southern has been nick­ named "Arzew 1" because she will he transporting LNG between the liquification facility located in the port of Arzew, Algeria and the regasification facilities located in either Cove Point, Md. near Baltimore, or at Elba Island near Savannah, Georgia. James Stillwell who is currently re­ ceiving training aboard the Southern, and who will he the Master of the "Arzew 2" when it is completed, called the Southern ". . . the best ship I ve ever seen." He pointed out that the ship is equipped with "two of evervthing" in virtually all phases of opera- �Qua.ermaster R. E. Ramage opens one of the forward ballast tanKs R— whfcMs loS^inLde tTe°Ca^^^^^ located inside the Cargo Control Room. ^rads). The ship is also equipped with water sprinkler systems and the engine room has a carbon dioxide fire protection system. It's lunchtime and (1. to r.) David Pappas, baker, and Eric Stevens crew messman, are ready to serve up some turkey with all the fixin's to the Southern's crew. Chief Steward Harry Huston, left, and Chief Cook Bob Frazier seem to be enjoying their work as they prepare the midday meal. QMED Don Busby checks the readouts of Cargo Tank No. 3 from the displays on the Cargo Control Console. From here he is able to check the level of inert gases in the tank, as well as the temperature and pressure/ of the tank. Carrier, Is Crewed in Norfolk, Va. tion including dual radar and naviga­ tion equipment on the bridge. He said, "this is something I've never seen before." Stillwell pointed to the training the crew received at HLS, calling it "a valuable asset to have a well trained crew" and noting that "the Harry Lundeberg School has come a long way since its inception ten years ago." SIU Quartermaster R. E. Ramage was happy to conduct a tour of the Southern's Cargo Control Room for the Log, explaining in detail the various functions each console con­ trolled throughout the ship. Ramage noted that "everything on this ship has a hack up," and that is a fact. There are two heat detection con­ soles. And firefighting systems can he activated from either the CCR or the bridge. Ramage pointed to the ship's hydraulic and electronic ballast con­ trol systems and said, "she can run on fuel oil or on t^he boil-off of LNG vapors." This last fact is a safety fea­ ture and an economic plus onlv pos­ sible on LNG ships. The El Paso Southern is currently docked at the Norfolk Shipbuilding and Drydock Co. yard in Norfolk, Va. She is there undergoing final prepa­ ration and check out of her equip­ ment. The time spent here is also giv­ ing her first crew a chance to become familiar with her operations. The Southern will start sea trials sometime in August and after will travel to Cove Point to have her LNG tanks "cooled down." At t he end of t he month, t he South­ ern will make way for Ar/.ew, Algeria to take on her first cargo of liquid natural gas. QMED Sonto Mondone watches care­ fully as stores are lowered into the en­ gine room. July 1978 / LOG / 13 �PUMPROOM, MARINE ELECTRICAL COURSES Preparing for the Future of U.S. Maritime Thru Education For years, the word "automa­ tion" called up visions of ghost­ like factories where machines did all the work and of workers stand­ ing on long unemployment lines. But automation for Seafarers presents a challenge to learn new skills and be ready to work high technology equipment that is the future of the maritime industry. LNG tankers, LASH ships, and supertankers have been coming out of shipyards regularly and the SIU has a lot of them under con­ tract. In order to keep crowing these new vessels. Seafarers have to have the skills required to run them. Some Welding Classes Cancelled SIU members, should be aware that scheduling of the Specialized courses for Pumproom Operation and Maintenance and Marine Elec­ trical Maintenance has caused sched­ uling changes at the Lundeberg School. To accomodate these programs, Welding courses will be cancelled from July 24 to Sept. 29. Also the Pumproom course originally sche­ duled to begin Oct. 9 will begin Oct. 30, 1978. The Harry Lundeberg School offers several courses which teach Seafarers how to use and maintain the high technology equipment on new ships. For QMED's and Pumpmen there's a course in Pumproom Maintenance and Operation. Even if a seaman has been a Pumpman on an old tanker, it's a different job on the new ships. Automated load­ ing and discharging procedures are different and so are safety measures. The six-week Pumproom Main­ tenance and Operation course, being offered at HLS from August 7 to Sept. 15 and again from Oct. 30 to Dec. 8, provides in-class and practical training needed to work on automated ships. The School has its own full scale simulator of an automated engine room console. Completion of the course means certification to ship aboard the newest vessels afloat. Another important course geared to new equipment trends is Marine Electrical Maintenance, open to all QMED's and Electri­ cians. It teaches the operation and maintenance of the latest electri­ cal equipment used aboard ships. This course is especially impor­ tant for the QMED and Electri­ cian's jobs on LASH vessels. The next session of the class will run from Sept. 18 to Oct. 27. Knowing how to run the new equipment means Qualified Sea­ farers are ready for the future in shipping. It means new career opportuni­ ties and the extra monev that goes along with having skills in demand on automated ships. And every time a Seafarer goes through one of the advanced, specialized courses at HLS, he's pulling for the Union by helping protect the work jurisdiction of unlicensed seamen. Having the qualified personnel to meet the demands of the industry also means the SIU will be able to keep on contracting and manning new, automated vessels. Automation on today's high technology vessels presents Seafarers with the challenge of learning the new skills required to operate these ships. Huge supertankers, like the 265,000 ton Massachusettes require that pumpmen know how to work with automated" equipment for loading and discharge of cargo. The course in Marine Electrical Maintenance is especially important to rated engine department people working on LASH vessels 14 / LOG / July 1978 �Move Mounted to Export Alaskan Oil to Japan One year after Congress took the position that no domestically produced oil would be exported from the U.S., another move is on to ship Alaskan crude to Japan. Proponents of the move, including Department of Energy officials and the oil companies, claim exportation is nec­ essary to alleviate a "glut" of oil on the U.S. West Coast. According to Sen. John Durkin (D-N.H.), some Alaskan oil has already been shipped to Japan. He said that last month the Energy Department okayed the shipment of 200,000 barrels of Ala.skan crude to Japan, reaping in a $1.2 million profit for Tesoro Petroleum, an American oil company. Enraged by the move. Sen. Durkin said he was "shocked" by the deal and he vowed to introduce legislation "to out­ law this clear evasion of Congressional intent by specifically banning exports of refined oil products." Durkin said it "is outrageous that the country is exporting oil at the same time New Hampshire and New England are forced to pay such high prices for im­ ported oil." » The New Hampshire Senator said that "it's time we faced up to the need to preserve Alaskan resources for Ameriica. It makes no sense to export Alaskan oil to our foreign competitors in Asia, thereby increasing their economic might and enabling their exports to put more people out of work in New England." Sen. Durkin concluded that export­ ing Alaskan oil "may help the oil com­ panies' profits, but it will not help solve the country's energy problems." The SIU, as we have been all along, is opposed to any move that involves ex­ porting domestically produced oil. In just one year of operation, the in­ flux of Alaskan pipeline oil has enabled the U.S. to cut down on imported oil from 45.8 percent of total consumption to 41.3 percent. The whole purpose behind construc­ tion of the Alaskan Pipeline was to re­ duce America's dependence on im­ ported oil. Any move to export this oil is in direct opposition to both national policy and the original intent of Congress in ap­ proving construction of the pipeline in the first place. The SIU realizes that there is an ex­ cess of Alaskan oil on the West Coast. However, the problem is not as acute as the oil companies would like everyone to believe. The SIU also feels that the U.S. must not take the easy way out by simply ex­ porting the excess oil, especially when the nation as a whole is in the middle of an energy crisis. The SIU also feels that the Adminis­ tration must seriously consider alternate moves to keep Alaskan oil solely for U.S. u.se, including, 1.) construction of an .oil pipeline from Port Angeles, Wash, to the oil hungry Northern Tier States of Montana, the Dakotas, Wis­ consin and Minne.sota, and 2.) modificatioti of an existing, but idle, gas pipe­ line to carry oil from Southern Cali­ fornia to Texas. This line could handle 500,000 barrels a day. The SIU feels that it is in the nation's best interests to keep Alaska's huge re­ serves solely for domestic u.se. Export­ ing this oil can only deepen our de­ pendence on imported oil from the Arab states. J,500th Check Marks New Plateau for Inland Vacation Plan The SIU has reached another mile­ stone in bringing bigger and better vaca­ tion benefits to SIU Boatmen. This month Capt. Byron Davidson received the 1500th benefit check issued under the industry-wide SIU Inland Vacation Plan. The Plan started Just two years ago when it was first negotiated with Steuart Petroleum of Piney Point, Md. in Aug­ ust, 1976.The 1500 checks issued in that short period of time is a significant indi­ cation of how far the Union has come toward its goal of bringing the Vacation Plan to Boatmen within all SlU-contracted inland companies. But the real significance of the in­ creasing number of vacation checks lies in what these growing benefits mean to Boatmen. In many cases, it means the first sub­ stantial vacation benefit for Boatmen, like those from some companies on the Rivers and in the Gulf which provided 5 Brotherhood m Action an alcohol problem "I only drank beer. I didn't think that would hurt me. While at the Center I learned that beer is alcohol," said Sea­ farer Willie Palmer of San Francisco, who recently celebrated one year of sobriety. From the help he received at the Center and through his own determina­ tion, Brother Palmer was able to stop his drinking. He said, "I didn't have a severe prob­ lem but I always seemed to be involved in beefs on a ship. I also found it difficult to spend any length of time on a ship." Now that he is sober. Seafarer Palmer has noticed improvements in his life. He was able to sail on his last ship for six months. "I have also been able to save some money," he commented. Brother PalmerJoinedtheSIUin 1967, working in the Steward Department. He said that "since I have been through the program at the Center, I have gotten foresight about my career." He is cur­ rently enrolled in the Cook and Baker program at the Lundeberg School and plans to attend the Chief Cook and Chief Steward programs also. Seafarer Palmer would like to rec­ ommend the program to all of his bro­ thers. "There is a great staff at the ARC. If you think you have a problem with alcohol, the only thing for you to do is go to the Center," he said. "Some of my fel­ low Seafarers do have problems with alcohol and I would like to recommend the ARC to them. 1 hope you realize who you are and get the help you need." If you have a problem With alcohol, contact your SIU representative or the Seafarers Alcoholic Rehabilitation Center. only a small benefit or none at all. But even for Boatmen like Capt. Davidson, who received a good company benefit before the Plan started in his company, it means a better deal all around. Davidson has worked for Caribe Tugboat. Inc. in the Gulf and the Caribbean for five years, the last two as captain. The check he brought home to Wichita Falls, Tex. this month was for $1,599. Based on 214 days work, it is the largest vacation benefit he ever received for that period of time working with Caribe. This is because Boatmen who are eligible for a company benefit don't lose it when the industry-wide Plan goes into effect. They get both benefits. This is how it works: The Plan is based on a trust fund supplied by company contributions. The companies pay a certain amount into the fund for each day that each Boatman works. The amount is deter­ mined by the Boatman's rating and increases each year that the Plan is in effect under the contract. In other words, the more you work, the more vacation benefits you get. But the Plan goes one step farther for Boat­ men like Davidson to protect the company benefits they already had. Caribe also pays its own vacation benefit into the trust fund for Davidson and other Boatmen in the company who were eligible to receive it before the SIU Plan began. Davidson's check, there­ fore, represents what he used to get from Caribe, plus the new Union benefit. Capt. Byron Davidson Davidson keeps the company benefit only as long as he stays with Caribe. But if he goes to work for a new SlU-contracted company that has the Plan, he is still a.ssured of its benefits.That's why it's called an industry-wide plan. The growing number of SlU-contracted inland companies that have it means that Boatmen have greater bene­ fit protection throughout the industry. In short, the industry-wide Inland Vacation Plan means more opportuni­ ties to get more money, more often. The Boatmen who have received the 1500 checks so far know what that means. In time, all inland members will, too, since the Union is getting much closer to its goal of negotiating the Plan under all new contracts. Quarterly Finance Committee Alcoholic Rehabilitction Center 1 am inlcrcslcti in allcntlin^ a six-wcck proijiam al the Alcoholic Rchabililalion Center. 1 iindeislaiul that all m.\ medieal and eounseliny records will be kept slrlclly coiilidt'iiliiil. and that the> will not be kept anywhere except at The ( enter. Name ... Book No. Address (Street or RFD) (City) (State) Telephone No Mail to: THF. CFNTFR Slur Roiile Box 153-A Vallov Lee, IMd. 20692 or call, 24 lioitrs-a-el<iy, (30!) 994-(l()I() (Zip) Along with SIU Secretary-Treasurer Joe DIGiorgio, seated center, the seven-man Quarterly Finance Committee goes over the Union's records for the last quarter. This committee of rank-and-file members was elected by their fellow members at the regular monthly meeting for July in the port of New York. Seated clockwise around table are: Carroll P. Dwyer; Edward Polise; Louis Machirote; Secretary-Treasurer DiGiorgio; William Koflowitch (committee chairman); William Seltzer; William Lovett, and A. R. Hassan. July 1978 / LOG / 15 �sill Tugs Shine in Detroit's Juiy 4th Harbor Festival The annual International Tugboat Race on the Detroit River is becoming quite a popular event. Despite foul weather all day long, an estimated crowd of 200,000—twice the size of last year's spectator crowd—turned out on July 4 to watch 18 American and Cana­ dian tugs do battle. The number of tugs participating was an increase of 4 over last year's entries. The SI I-contracted tug Daryl C. Hannah (Hannah Inland Waterways Corp.), skippered by Captain Kim Gill, came in second. Another SHI tug, the Maryland (Great Lakes Towing Co.), was last year's winner. After getting off to an early lead this year, the A/ary'/azf</devel­ oped engine trouble and had to bow out of the race. After trophies had been handed out, and the water of the Detroit River had regained some of its former composure, crewmembers and guests relaxed with food and drink on the Canadian shore. The race, held last year for the first time in 17 years, is part of the Interna­ tional Freedom Festival which cele­ brates not only the signing of the Ameri­ can Declaration of Independence, but also America's long-standing friendship with her Canadian neighbors. The SlU-contracted Maryland (foreground), last year's winner, holds the Shannon (left) and the SlU-contracted Daryl C. Hannah at bay during early goings in the International Tugboat Race on the Detroit River. Retired tugmen Felix Knetchel (left) and Captain M. B. Kelley were guests of SlUcontracted Great Lakes Towing Co. Kelley skippered the winning tug 17 years ago. Knetchel and Kelley represent 80 years of tug experience. "We are putting a new dress on the Queen" said Larry Bernard, deckhand, (standing, rear) as he and deckhand Mike Slaght finish a fresh paint job on the Maryland in preparation for the race. Left to right: Engineer Jack Treadway; deckhand Rod Jeziorski and Captain Kim Gill, of the Daryl C. Hannah, show off their second place trophy. Deckhand John Marx finishes up the topside trim on the Maryland prior to the race. A MESSAGE FROM YOUR UNION /VARCOT/CS HAVE AfO P/.ACE JN P/^Of^£^pONAL S£AMAN'S CARBEJZ ... AND VOU LoS£ yo£/R EOR L/^ / 16 / LOG / July 1978 �Ji Ii New Orleans Besides its regular runs from the Gulf to the east coast of South America, west coast of Africa, the Caribbean and Central America, Delta Line now serves both coasts of South America from the U.S. East and West Coasts. This has been made possible through Delta Line's recent acquisition of 13 Prudential Line vessels. From the East Coast, Delta serves ports in Venezuela, Colombia,- Panama, Ecuador, Peru, Chile, the Caribbean and Central America. From the West Coast and western Canada, Delta's express passenger-cargo serv­ ice calls at ports in Mexico, Panama, the Caribbean, Central America, the east and west coasts of Colombia, Venezuela, Brazil, Uruguay, Argentina, Chile, Peru and Ecuador. Also from the U.S. West Coast, Delta's express cargo liners call at ports in Mexico, Guatemala, El Salvador, Nicaragua, Costa Rica, Panama, Colombia, Ecuador, Chile, and Peru. ST Flor From a Gulf port from Aug. 1-21, the ST (Altair Steamship) will sail to the port of Arica, Chile with a cargo of 23,500 metric tons of bulk wheat. ST Port Also from a Gulf port from Aug. 1-20, the ST Port (Asbury Steamship) will journey to Casablanca, Morocco carrying 13,400 metric tons of bulk wheat. ST Penn had to import 35 percent of her crude oil supply. Now it's 48 percent! By the end of May the tankers had delivered 21.8 million barrels of crude for stor­ age. Among the SlU-contracted ships involved are the VIX Cs Massachusetts -dnd New York, both 264,073 dwt, the 225,000 dwt Williamshuri^h. plus the S'rCr;//;g/M' (lOT) the ST 'Zapata Ranf^er and ST Zapata Patriot. Under the Merchant Marine Act of 1936, at least 50 percent of the crude cargo must be moved on U.S. flag, privately-owned tankers "if available at fair and reasonable rates." Total cost of the 1 billion barrels of crude oil stored would be roughly around $16 billion. In an emergency, 4 million barrels of crude could betaken out daily for nine months. Washington, D.C. President Jimmy Carter has commanded U.S. ships to pick up Indochinese "boat people" refugees, most of whom fled South Vietnam. The Presidential order would allow the refugees to settle in the United States. Carter's order was caused by a sudden jump in May and June of tlie number of refugees who landed from boats in Asian ports, mostly in fhailand, Malaysia and Australia, where refugee camps have been set up. At the start of the year refugees arriving at these ports numbered around 2,000 a month. But in May and June the number rose to 5,800 a month. Refugee organiza­ tions estimate that at least half the people who escape by boat from Vietnam perish at sea. Under the President's order, U.S. ship captains can assure port authorities that the refugees will soon be out of their countries to where they wish to settle in the United States. Also going to Casablanca from the Gulf on Aug. 1-20, the ST Penn (Alpine Steamship) will haul 13,400 metric tons of bulk wheat. Gulf Coast Salt Domes SlU oil tankers, chartered by the MSC, are delivering millions of barrels of crude for storage in Gulf Coast salt domes under the year-old U.S. Strategic Petroleum Reserve Program. The program's goal of stockpiling 1 billion barrels of crude by 1984 is to avert a nationwide oil and gasoline shortage during the Arab boycott in 1973-74. That cold winter cost the country $35 to $45 billion in lost gross national product and caused 500,000 job losses to U.S. workers. We all remember when we had to wait in line at gas stations for fuel. Today,' the U.S. is even more vulnerable to an oil embargo. In 1973, the nation I he Carter Administration will launch a comprehensive study of maritime prob­ lems through a U..S. Interagency Task Force. The Administration says the purpose of the study is to seek "a clear articulation of the issues which must be resolved and the options which are realistically available to the Administration in this area." The study calls for meetings of the various agency officials involved and the presentation of proposals in mid-summer. The task force includes representatives of the Office of Management and Budget, the Domestic Policy Staff and of the Departments of Commerce, Labor, Trans­ portation, State, Defense, Navy and J rcasury. It also includes the assistant attorney general, chairmen of both the Federal Maritime Commission and the Council of Economic Advisers and the assistant to the President for National .Securitv Affairs. Not a Telephone, but Better Than the Better Mousetrap His name may not go down in his­ tory alongside such people as Eli Whit­ ney or Alexander Graham Bell. But just the same, Felix Dayrit, a deep sea SIU member, is an inventor of some note. Felix's invention may never become as popular as the telephone. But those who may need it and use it will probably find it very practical, especially in an emergency. The 64-year old Seafarer's invention is a technical sounding contraption known as the Cyclone Generator. It's basically a hydro-electric gen­ erating system that can be used as an emergency power standby, or can be used as a primary power source for MEMBERSHIP MEETINRS' SCHEDULE Port Date Deep Sea Lakes, Inland Waters New York Philadelphia Baltimore Norfolk Jacksonville Algonac Houston New Orleans Mobile San Francisco Wilmington Seattle Piney Point San Juan Columbus Chicago Aug. 7 Aug. 8 Aug. 9 Aug. 10 Aug. 10 Aug. II Aug. 14 Aug. 15 Aug. 16 Aug. 17 Aug. 21 Aug. 25 Aug. 12 Aug. 10 Aug. 19 Aug. 15 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 — — Port Arthur Aug. 15 2:30p.m Buffalo St. Louis Cleveland Aug. 16 Aug. 18 Aug. 17 — 2:30p.m — UIW 7:00p.m. 7:00p.m. 7:00p.m. 7:00p.m. — 7:00p.m. 7:00p.m. — — — houses or small buildings without electricity. The system uses dicsel fuel or gaso­ line to run a ground level pump which feeds water from a well to a raised storage tank. For power, a simple con­ trol valve sends water down to a lower level turbine-flywheel setup activating the generator. Right now, Dayrit is trying to get his invention patented. He has an applica­ tion already on file in the U.S. Patent Office. After getting his patent, Dayrit will have to seek out a manufacturer to build and help market his product. As he is finding out, inventing something is only half the battle. A lot more work is involved to actually market an inven­ tion into a consumer product. Dayrit, a native of the Philippines, has drawn on many years of experience sailing electrician to build his invention from an idea to a finished product. Felix Dayrit He has always sailed in the engine room since joining the SIU in 1946. Prior to that, Dayrit served in the U.S. Army during World War 11. He's a former resident of Brooklyn, N.Y. and now makes his home and ships from the port of San Francisco. Brother Dayrit knows he won't be­ come famous, or rich, from his inven­ tion. But then again, how many people know the name of the guy who invented the better mouse trap. 1:00p.m. — — — Deposit in the SIU Blood BankIt's Your Life July 1978 / LOG / 17 �Time to Leash Russian Rate Slashing program to capture as much of the sians have made tremendous inU.S. foreign liner trade as possible. , roads into the American shipping Their method of attracting business market. As a result, Russian ships are now has been to offer rates as much as 60 percent below accepted liner confer­ regular visitors to U.S. ports on all ence rates. Without any Congres­ three coasts and the Great Lakes sional restrictions against such anti­ leaving with cargoes on most of our competitive rate slashing, the Rus- major liner trade routes. The Soviets carry U.S. cargoes be­ tween American ports and the Far East, Northern Europe, the Medi­ terranean, India, Pakistan and the Persian Gulf. The end result of the Soviets' ac­ tivities in this area is painfully simple —less and less cargo for Americanflag liners. And that necessarily means a strain on the job market for American seamen. The SIU feels that the problems created by the expanding Soviet merchant fleet have reached a crisis level. Not only in respect to jobs for U.S. seamen. But also in regard to America's national defense picture. We raise the issue of national de­ fense for the following reasons. The U.S. merchant fleet is presently comprised of 577 deep sea vessels capable of carrying only 5 to 6 per­ cent of the nation's waterborne for­ eign commerce. The Russian mer­ chant fleet has grown in the last few years to 2,420 vessels capable of carrying more than 50 percent of their commerce. That means the Russians out­ number us 4 to 1 on the high seas in regard to merchant vessels. It used to be the other way around. If that's not bad enough, accord­ ing to Maritime Administrator Rob­ ert J. Blackwell, more Russian ships are now operating in America's for­ eign trades than are American-flag ships. In other words, the United States is now more dependent on the Soviet fleet for movement of our commerce than on our own flag fleet. The SIU believes that this is an in­ This letter is to express my thanks to the SIU for the $10,000 college tolerable situation—and a situation scholarship awarded to me last month. 1 will be attending Eastern Mennonite College in Harrisonburg, Va. for my pre-medical studies. that Congress must remedy soon be­ Before receiving the scholarship, my parents had been concerned about fore our dependence on the Russians college funds for myself and my twin sister, who will be attending the becomes irreversible. same college. Our prayers, though, were answered concerning this need. In all fairness to Congress, a bill is 1 understand that receiving a scholarship such as this entails many re­ moving through the House of Rep­ sponsibilities. With this in mind, I will strive to achieve the goals I have set for myself concerning the medical profession. Again, I wish to thank the Union for awarding me such an honor. Sincerely, SIgmund Seller Blenheim, N.J. Like a hungry shark that hasn't eaten in a week, the Soviet merchant fleet is devouring ever increasing chunks of America's foreign liner cargoes. When U.S. ports were first re­ opened to Russian ships in 1971, the Soviets embarked on an aggressive Scholarship Winner Thanks SlU Editor, LOG 675 Fourth Ave., Brooklyn, N. Y. 11232 Change of Address Or New Subscriber July, 1978 LOG Official Publication of the Seafarers international Union of North America, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO Vol. 40, No. 7 Executive Board Paul Hall I would like to receive the LOG—please put my name on your mailing list. resentatives aimed specifically at halting the growing Russian threat. It is known as the ControllecLCar-?. rier Bill. It was marked up late last month by the House Merchant Ma­ rine and Fisheries Committee. No date has been set, though, for action by the full House. The bill, itself, is aimed at rates. The Russians, and other state owned fleets, have been able to corner so much of the U.S. trade market by of­ fering rates way below conference levels. American operators and other national flag fleets simply can­ not compete against these rates. The Controlled Carrier Bill, would force the Russians to raise their rates to a comparable level with accepted conference liner rates. The bill also empowers the Fed­ eral Maritime Commission to sus­ pend for a maximum of 180 days any rates that are not found to be "fair and reasonable." In other words, the FMC could ban Russian ships from a certain trade for non-cooperation on the rates issue. The SIU feels that the Controlled Carrier Bill is a good one. We have nothing against fair competition, be­ cause we feel that American liner companies can compete with foreign lines which must make a profit to exist. But the Communist bloc stateowned fleets care nothing about profit. The motive behind their mer­ chant marine buildup is the accumu­ lation of hard foreign currencies and, more importantly to them, po­ litical leverage over the U.S. The Controlled Carrier Bill is by no means the answer to all the U.S. maritime industry's problems. In fact, we are convinced that Amer­ ica must adopt a totally new na­ tional maritime policy which will in­ sure U.S. flag ships a significant share of all cargoes. But for the time being, the Con­ trolled Carrier Bill is a step in the right direction to return a fair com­ petitive spirit to the nation's foreign liner trades. The SIU urges swift adoption of this measure. President Frank Drozak {Print Informallon) Joe DiGiorgio Executive Vide President Earl Shepard Vice President NAME Cal Tanner Secretary-Treasurer Vice President Lindsey Williams Vice President ADDRESS UlOa NESl CITY STATE ZIP. Ray Bourdius Soc. Sec. # Bk # ./ TO AVOID DUPLICATION: If you are an old subscriber and have a change of address, please give your former address below or send mailing-label from last issue received. ADDRESS 18 / LOG / July 1978 389 James Gannon Editor SIU members please give: CITY V" STATE ZIP. Assistant Editor Marcia Reiss Assistant Editor Edra Ziesk Assistant Editor Mike Gillen Assistant Editor Frank Cianciotti Photography Dennis Lundy Marie Kosciusko Administrative Assistant George J. Vana Production/Art Director Photography Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage paid at Brooklyn, N.Y. �OUTER CONTINENTAL SHELF BILL OfficijI Puhlicjtion o( (he Scafjrcts Innrnalioiul Union • Alljniic, C.ull, I LOG jnil Inland Walin OrMricI • A( L CIO I Spedal Supplement JULY 1978 Hire American Provision Wins Support of House-Senate Confab: Victory for Maritime Labor A House and Senate Conference on July 20 voted overwhelmingly to re­ quire that vessels and equipment work­ ing the U.S. Outer Continental Shelf be' manned and crowed by American work­ ers. The House conferees adopted the 'Hire American' provisions by a unani­ mous voice vote. The Senate conferees voted 6-2 to support the bill. As adopted, the bill will require that American equipment must be manned and crewed by U.S. citizens. In addi­ tion, equipment that is owned 50 per­ cent or more by foreign nationals must be manned American to the extent that the foreign nation favors its own work­ ers on its outer continental shelf. The 'Hire American' provisions of the OCS Bill set some important prece­ dents for American workers—including Seafarers. What the bill does is to guarantee— for the first time—the right of Ameri­ can workers to participate in the job of developing the resources of American technology. Congress has, in effect, put the multi­ national oil companies on notice that they can no longer expect a free ride by exploiting American resources and at the same time exporting American jobs overseas. It was a little more than a year ago that the Senate first adopted its version of an Outer Continental Shelf bill. That version of the bill made no provisions for protecting the rights of American workers to participate in the develop­ ment of America's offshore resources. Then, in February 1978, the House passed its version of the bill (H.R. 1614). During hearings and committee consideration of the House bill, a Select House Committee on OCS added an amendment which was sponsored by Rep. Leo Zeferetti (D-N.Y.). It con­ tained the very important provisions re­ quiring U.S. documentation of offshore equipment; U.S. safety standards for offshore equipment; and jobs for Amer­ ican workers on U.S. offshore equip­ ment. Labor Fought Hard During this lime, the SlU—together with affiliates of the Maritime Trades Department of the AFL-CIO, and other AFL-CIO unions—formed the General Presidents' Offshore Construction In­ dustry Committee. This was to work toward ensuring that the final bill would contain provisions to protect and pro­ mote jobs for American workers. SlU President Paul Hall has been chairman of the Committee, and has worked actively within the AFL-CIO on behalf of maritime and construction workers whose jobs are directly in­ volved. As passed by the House-Senate Con­ ference, the Outer Continental Shelf Bill has to be considered as a sweeping victory for maritime labor. The 'Hire American' provision carries the imme­ diate potential of creating some 3,000 to 5,000 new jobs for Aitierican seamen and other workers aboard support and supply vessels and on the drill rigs themselves. Most importantly, the 'Hire Ameri­ can' provision sets an important prece­ dent in gaining Congressional recogni­ tion of the rights of American workers to participate in the development of our nation's energy resources. It is a prece­ dent that has strong application to the water transportation of America's energy needs. It represents a clear vic­ Rep. Leo Zeferetti Sponsored ^Hire American' Provision "fVe are, of course, primarily con­ cerned with extracting fossil fuels from the ocean floor. But, the interests of the American martime industry and Amer­ ican labor must also be of paramount concern. It makes sense to me to tie these national needs together in this bill." Rep. Leo C. Zeferetti (D-N.Y.) Congressman Leo C. Zeferetti has been a firm supporter of the U.S. Mer­ chant Marine and American maritime labor in his two terms as a member of Congress, and member of the House Merchant Marine and Fisheries Com­ mittee. It was Congressman Zeferetti who introduced the amendment to the Outer Continental Shelf Bill which guarantees the right of American workers to par­ ticipate in developing the resources of the American Outer Continental Shelf. Congressman Zeferetti was elected to the House in 1974 to represent the 15th Congressional District in Brook­ lyn, N.Y. He was elected to a second tory for American labor, and a signal defeat for the giant international oil in­ terests and their efforts to export the job opportunities of American workers. As this issue of the Log goes to press, the House-Senate Conference is wrap­ ping up the final sections of the OCS Rep. Leo C. Zeferetti term in 1976. In addition to being a member of the House Merchant Marine and Fisheries Committee, Congressman Zeferetti is also a member of the House Committee on Education and Labor; the Select Committee on Maritime Edu­ cation and Training; the Select Com­ mittee on the Outer Continental Shelf, and the Pension Task Force. bill. When the total bill is reported out of Conference, it will be sent to both the House and Senate for final approval of the compromises. Following that ac­ tion, the final draft of the bill will be sent to President Carter for his signa­ ture. ICongrcssional Htcorfl United States oyAmerica Vol. 124 PROCEEDINGS AND DEBATES OF THE 95 CONGRESS, SECOND SESSION WASHINGTON, THURSDAY, FEBRUARY 2, 1978 No. I I Following is the actual debate that took place on the floor of the House of Representatives last February concerning the ''Hire American'' provi­ sion in the House version of the OCS bill. As shotvn in this debate, a serious challenge to remove the *Hire American' provision was soundly defeated. OUTER CONTINENTAL SHELF will be Americans or legally admitted LANDS ACT AMENDMENTS OF 1977 aliens with proper work visas. Likewise, a Mr. MURPHY of New York. Mr. prohibition against foreign-flag vessels and Speaker, I move that the House resolve drilling units on the OCS is unnecessary. itself into the Committee of the Whole America currently produces approxi­ House on the State of the Union for the mately 80 to 90 percent of the world's oil further consideration of the bill (H.R. and gas production equipment, and, thus, 1614) to establish a policy for the man­ the predominance of equipment and ves­ agement of oil and natural gas in the sels used on OCS lands will undoubtedly Outer Continental Shelf; to protect the be American. According to Offshore Rig marine and coastal environment; to amend Data Services of Houston, Tex., of the 141 the Outer Continental Shelf Lands Act; drilling units currently on the American and for other purposes. OCS, 124 were built in the United States, The SPEAKER pro tempore. The ques­ 4 were built in U.S.-owned yards overseas, tion is on the motion offered by the gen­ and only 13 were constructed in foreign tleman from New York (Mr. MURPHY). facilities. The motion was agreed to. Second, Mr. Chairman, section 31 IN THE COMMITTEE OF THE WHOLE would serve to protect a market that needs Accordingly the House resolved itself no protection at the cost of inviting re­ into the Committee of the Whole House taliation by other countries. The embassies on the State of the Union for the further of Great Britain, Norway, and the Euro­ consideration of the bill H.R. 1614, with pean Communities have protested the pro­ Mr. NATCHER in the chair. visions of section 31 and have noted that The Clerk read the title of the bill. their governments are under considerable The CHAIRMAN. When the Commit­ pressure from labor and industry to in­ tee rose on Wednesday, February 1, 1978, stitute similar "buy and hire national" .etitle II was under consideration and pend­ strictions in the North Sea oilfields. The ing was an amendment offered by the gen­ Department of Commerce reports that tleman from New York (Mr. MURPHY) 1977 U.S. exports of oil field machinery and a substitute amendment offered by the amounted to $2.7 billion, while imports of gentleman from Ohio (Mr. WHALEN). such products were insignificant. These The gentleman from Ohio (Mr. WHAL­ factors lead me to believe that protective EN) is now recognized for 5 minutes in restrictions such as those contained in the support of his substitute amendment. provisions of section 31 cannot be justified (Mr. WHALEN asked and was given on the basis of the needs of American in­ permission to revise and extend his re­ dustry or American workers, and in fact marks.) could lead to retaliatory measures by other Mr. WHALEN. Mr. Chairman, this nations to the detriment of an important amendment would delete section 31, U.S. export market. which would require U.S. documentation, Third, section 31 is contrary to current registry, and employment of U.S. na­ U.S. multilateral efforts to liberalize trade tionals for OCS facilities and vessels. Al­ through a variety of international organi­ though section 31 purports to maximize zations, including the multilateral trade U.S. employment and use of American negotiations (GATT), the Organization for equipment in OCS operations, it would Economic Cooperation and Development, accomplish neither of these legitimate and the International Energy Agency. In goals but could invite retaliation by other addition, the United States is actively en­ countries against U.S. nationals working gaged in bilateral talks with individual overseas and against a major export mar­ countries to open foreign markets to our ket for American products. Mr. Chair­ exporters to a much greater degree than man, I advocate deletion of section 31 for present. Adopting the restrictive measures three reasons; of section 31 while these negotiations are First, section 31 would not increase the taking place would seriously hamper our number of Americans working on the OCS efforts and would be viewed by other or the amount of U.S.-produced equip­ countries as a shift by America toward in­ ment used in OCS development. There is creased protectionism. As Charles L. no evidence that large numbers of aliens Schultze, Chairman of the President's are or will be employed in coastal drilling Council on Economic Advisers, warned operations. Rather, economics and logis­ recently in the Council's annual report to tics dictate that while operating off U.S. the President, the world and U.S. econocoasts, the vast majority of crew members Continued on next page �Sen. Henry Jackson (D-Wash.) United States America Vo/. 124 Sen. Frank Church (D-Idaho) Sen. J. Bennett John.ston (D-La.) Sen. James A. McClure (D-Idaho) Congressional "Recorcl PROCEEDINGS AND DEBATES OF THE 95'^CONGRESS. SECOND SESSION WASHINGTON, THURSDAY, FEBRUARY 2, 1978 Continued from preceding page mies could be seriously harmed by pro­ tectionism and the resultant slump in in­ ternational trade. Section 31 is unnecessary and counter­ productive. It is opposed by the adminis­ tration, including the Department of State and the Department of the Interior. A similar proposal was rejected by the House during consideration of the OCS bill in 1976, and no "preference America" lan­ guage is contained in the OCS legislation that was passed by the Senate last year. 1 strongly believe that section 31 is not in the best interests of the United States and I urge you to support my amendment to delete it from H.R. 1614. Mr. CONABLE. Mr. Chairman, will the gentleman yield? Mr. WHALEN. I yield to the gentle­ man from New York. Mr. CONABLE. I thank the gentleman for yielding. I strongly support the position the gen­ tleman is taking. It seems to me this is absolutely the worst time to try to enact a measure of this sort. The measure would be anticonsumer, and in my view it would be cutting off our nose to spite our face. We have a tremendous stake in the export trade, particularly of the type of high technology items we are here considering. (Mr. CONABLE asked and was given permission to revise and extend his re­ marks.) The CHAIRMAN. The time of the gen­ tleman has expired. At the request of Mr. ZEFERETTI, and by unanimous consent, Mr. WHALEN was allowed to proceed for 2 additional min­ utes. ) Mr. ZEFERETTI. Mr. Chairman, will the gentleman yield? Mr. WHALEN. I yield to the gentle­ man from New York. Mr. ZEFERETTI. I thank the gentle­ man for yielding. I have before me some offshore mobile drilling construction orders for the years 1978 through 1979, and in them there are some 12 rigs under construction that are being built by Finland, by Spain, by the Netherlands, by Nova Scotia, by Scotland, No. 11 by Singapore, and by Japan. I also have before me an assessment of the impact on the maritime industry, an assessment of offshore industry and a paragraph which I would like to bring to the gentleman's attention. In it it says that— One of the most apparent changes has occurred in the offshore oil and gas indus­ try where once the United States was vir­ tually alone in technological development, rig and platform fabrication and offshore production ... of 171 rigs constructed prior to 1970, 71 percent were built by yards in the United States, 16 percent were built in other parts of the world. Since 1970, 272 rigs have been delivered or are on order, and of this number the U.S. will have produced only 34 percent, Europe 28 percent, and the rest of the world 38 percent. With the growth in North Sea activity, Europe has assumed a place of leadership in semisubmersible construc­ tion and concrete structures. For that reason I have to oppose the gentleman's striking that section. Mr. WHALEN. I think that the funda­ mental issue was discussed last night when the gentleman from New York's (Mr. MURPHY) amendment was introduced. That is the effect that protection legisla­ tion of this kind will have in the long run. If we adopt protective legislation, certainly we are gong to see retaliation by our trad­ ing partners abroad. What is going to hap­ pen is that even while we enjoy this lead, we are not going to be able to take advan­ tage of it economically because we will be frozen out of these other areas. So for this reason I again would stress that section 31 be deleted from the bill. The CHAIRMAN. The time of the gentleman has expired. (At the request of Mr. MURPHY of New York, and by unanimous consent, Mr. WHALEN was allowed to proceed for 1 additional minute.) Mr. MURPHY of New York. Mr. Chairman, will the gentleman yield? Mr. WHALEN. I yield to the gentle­ man from New York. Mr. MURPHY of New York. I thank the gcitiicnsan for yielding. The longrange trend of dumping in the United States by different foreign countries is Sen. Dale Bumpers (D-Ark.) *5en. James Abourezk (D-So. Dak.) probably highlighted by Japan and the auto industry. I think as of now there are over 1,200,000 cars coming into the U.S. market, and I think we have put about 1,100 cars into the Japanese market. That is the type of reciprocity that we are deal­ ing with on an international basis. I think the gentleman from New York (Mr. ZEFERETTI), just pointed out that same trend is now established in the con­ struction on our own Continental Shelf. Mr. WHALEN. If I may just respond to the gentleman's comments, he has of course broadened the scope of my discus­ sion. It seems to me that the negotiations that are taking place right now in the fora to which 1 previously have referred hope­ fully will resolve some of these protection­ ist attitudes on the part of Japan and other countries. But if we become involved our­ selves in those very same practices it is very evident we are not going to amelio­ rate the problem to which I have referred. The CHAIRMAN. The time of the gen­ tleman from Ohio has expired. (On request of Mr. DUNCAN of Oregon, and by unanimous consent, Mr. WHALEN was allowed to proceed for 1 additional minute.) Mr. DUNCAN of Oregon. Mr. Chair­ man, will the gentleman yield? Mr. WHALEN. I yield to the gentle­ man from Oregon. Mr. DUNCAN of Oregon. Mr. Chair­ man, I commend the gentleman from Ohio for his remarks and I must say philosophically I am in complete agree­ ment with what the gentleman from Ohio has said. Also I am in accordance with the American building of these rigs but I am not in a position to support the gentleman 100 percent. I must emphasize to the House that this Nation is a trading nation and the opportunity we have at the pres­ ent time to recover from the very unfavor­ able balance of trade depends on our con­ tinuing to be a trading nation. The gentleman from New York, the chairman of the committee, raised the question of unfair trade practices, dump­ ing, and the gentleman in the well I think correctly distinguishes between that situa­ tion and the one we are faced with here today in the OCS bill. 1 agree that foreign trade must be a two-way street and 1 have supported the administration's move to stop the unfair trade and the dumping of Japanese products in this country. I think this House has likewise generally been supportive of the efforts to have fair free trade in the textile industry, but that is not what we arc talking about here. American rigs are all over the world and what we can expect from the passage What the Bill Means To American Workers When the House and Senate Confer­ ence voted July 20 to suport the amend­ ment which requires U.S. documenta­ tion of offshore rigs and vessels, U.S. safety standards, and hiring of Ameri­ can workers—Congress made it clear to the multinational oil companies that Americans were going to participate in the development of American technol­ ogy and American resources. Here is what the bill provides: DOCUMENTATION. Any vessel, rig, platform or other structure built or rebuilt more than one year after the ef­ fective date of such regulations (result­ 20 / LOG / July 1978 ing from this bill), which are used on the U.S. Outer Continental Shelf must be documented under the. laws of the United States. CONSTRUCTION STANDARDS. Any vessel, rig, platform or other struc­ ture engaged in Outer Continental Shelf activities must comply with design, con­ struction, alteration and repair stand­ ards established by the U.S, MANNING. Any vessels, rig, plat­ form or other structure used in Outer Continental Shelf activities more than one year after the effective date of these regulations must be manned or crewed by citizens of the United States or by aliens lawfully admitted to the U.S. for permanent residence. In addition, where any of the off­ shore equipment is owned 50 percent or more by a foreign nation, the Ameri­ can manning and crewing requirements will only apply when that foreign nation has implemented by its own laws or regulations a policy for a national man­ ning requirement for its citizens on equipment operating on that foreign nation's continental shelf. of the legislative change the chairman is endorsing from his own bill is reciprocity that will drive our rigs from the drilling sites all around the world, to the great deprivation and ultimate deprivation of labor in this country. I thank the gentleman for yielding. Mr. WHALEN. I thank the gentleman for his comments. Mr. STEIGER. Mr. Chairman, will the gentleman yield? Mr. WHALEN. I yield to the gentle­ man from Wisconsin (Mr. STEIGER). Mr. STEIGER. Mr. Chairman, I ap­ preciate very much my colleague, the gen­ tleman from Ohio, yielding. **What we are doing here is saying: Let American men and women have the jobs that are vital to this nation on our Outer Continental Shelf.'' Rep. John Murphy (D-IS.Y.) I would have to say I hope that the House does not make a decision on an is­ sue of this kind by trying to follow the logic of our friend, the gentleman from New York (Mr. MURPHY.) So far as I know there has never been an accusation made that these are dumped rigs that are competing with American rigs in the Outer Continental Shelf, nor is this an issue with the automobile industry. And, yes, the Japanese have a track record which indicates that they are less than willing to allow American products to come into Japan as we allow the Jap­ anese products to come in, but that is no reason to adopt section 31 with the Mur­ phy of New York amendment. It is one thing just to send Bob Strauss to see Min­ ister Uishiba or to see people in Britain and Malaysia or Hong Kong or Taiwan or anywhere else and it is another thing when the House of Representatives acts up and decides to accept this kind of clearly pro­ tective measure. We cannot have it both ways and we cannot argue that we ought to be trying to tear down the unfair bar­ riers that exist abroad when we are en­ acting barriers in the United States. The CHAIRMAN. The time of the gen­ tleman from Ohio has again expired. (On request of Mr. FRENZEL, and by unanimous consent, Mr. WHALEN was al­ lowed to proceed for 2 additional min­ utes.) Mr. STEIGER. Mr. Chairman, will the gentleman yield? Mr. WHALEN. I yield to the gentle­ man from Wisconsin. Mr. STEIGER. Mr. Chairman, I will say that is the reason the Whalen amend­ ment ought to be adopted. Then we have a fair shot at attempting to try to deal on a negotiated basis in a multinational set­ ting; but it clouds the issue and is exceed­ ingly shortsighted to adopt what is recom­ mended by the committee. Mr. FRENZEL. Mr. Chairman, will the gentleman yield? Mr. WHALEN. I yield to the gentle­ man from Minnesota. (Mr. FRENZEL asked and was given permission to revise and extend his re­ marks.) Mr. FRENZEL. Mr. Chairman, I want to congratulate the gentleman for making the amendment that I wanted to make my­ self. The gentleman has articulated cor­ rectly, and forcefully, that America is a trading nation. The combination of our ex­ ports and imports amount to now some­ thing over 12 percent of our gross national product. Our ability to provide for the general welfare of our people in the future will de­ pend on our ability to compete interna­ tionally. We are no longer an isolated country. If we lock up our markets to for­ eigners, that will simply lock up their mar­ kets to us. Certainly in this field, drilling, we have more to lose than in most areas because we get the lion's share of the drilling con­ tracts abroad. It will be a dreadful mistake to do anything other than pass the amend­ ment of the gentleman from Ohio. Mr. WHALEN. Mr. Chairman, I think the gentleman from Minnesota has effec­ tively defined the issue. �Mr. MILLER of California. Mr. Chair­ man, I rise in opposition to the amend­ ment. Mr. Chairman, it is with some difficulty that I speak in opposition to the amend­ ment, because I think many of the things people have said about this country being a trading nation and about this country depending on its trading partners is true; but one of the things I think is very trou­ bling is that we have seen while the United States has resisted protective actions, we have seen a steady encroachment on jobs of American citizens. 1 represent an area, the San Francisco Bay area, which is directly involved in the production of offshore oil rigs and let me tell you that the west coast steel industry is deeply concerned about our accelerated leasing program and the demand for rigs continues. The fact is that the Japanese are building these with Government sup­ ported steel and we cannot compete. We know they have a superior product, be­ cause they just built one of the largest rigs in the world now drilling off of Santa Bar­ bara in excess of 800 to 1,000 feet of water. I share the concern of the gentleman from Louisiana that some of the residents of the gentleman's State and the residents of the State of Texas may be called back from duty overseas; but the steelworkers in the west coast would like to share in this bountiful bill. The boilermakers would like to go to work. The carpenters would like to go to work. They have a possibility of doing that, not in my district, but at Mare Island and over in Oakland to work on these rigs, to assemble and build them. We see policies by Norway and Britain that the goods and services be purchased in their respective countries. I do not see anything inconsistent in having Mr. Strauss go and negotiate with these things in mind. I just think this is a rational statement that when we develop America's resources that American citizens, American job­ holders, have a right to participate. It still sticks in the craw of-the American people that Alaska oil was brought through our pipelines built with Japanese steel. I think we have a right when we de­ velop our resources to say that all the cross segments of our society will partici­ pate in the development, participate in the construction, participate in the manning, knowing they are working under proper safety regulations. I think that is what this amendment really does. There are excep­ tions to the amendment offered by the gen­ tleman from New York (Mr. MURPHV) to see that if the goods are not available, if a specific good is not manufactured here, you can go elsewhere; if it-will cause a delay, you can go elsewhere. If they are in short supply, you can go elsewhere; but where we have the capability to make steel in California and we have the capability to asemble it in California and we have the technology to man these rigs, let me say that our first priority ought to be to carry out that policy. I think it is very clear that in the tours of this committee overseas we have heard time and again that the only game in town is American technology and management; so I (Jo not think the adoption of the Mur­ phy amendment will cause the adverse effects that have been mentioned. If they do we can come back and examine this policy. If the trade negotiators or Mr. Strauss tell us we are ineffective, we can come back and reexamine it. But, why should we not make a state­ ment of this Congress as to the ability of the American people to participate in what is supposed to be the bounty of this coun­ try, in the development of these resources foi; the good of this country, so that they can go to work and have jobs? Mr. DUNCAN of Oregon. Mr. Chair- "Whaf we are doing is simply re­ quiring that the johs generated by the development of America's offshore oil and gas resources go to American workers to the fullest extent possible." Senator James McClure (R-ldaho) man, will the gentleman yield? Mr. MILLER of California. I yield. Mr. DUNCAN of Oregon. I cannot totally disagree, and the gentleman enun­ ciates, I think, a very popular viewpoint that will have a great deal of appeal to the people of the country, including the working people. But, I would ask the gen­ tleman to take a look at what happened to American intercoastal shipping under the Jones Act, intended to protect Ameri­ can shipping and American seamen's jobs. The experience of this country and virtu­ ally every other country in the world that has experimented with cabotage laws of this sort, which are intended to protect and furnish jobs, has inevitably been one of failure. I have personally tried to find inter­ coastal shipping on which to ship large cargoes from one coast to the other. It is just impossible. Intercoastal shipping, which has been protected by the Jones Act for years, just does not exist. The CHAIRMAN. The time of the gentleman from California has expired. (By unanimous consent Mr. MILLER of California was allowed to proceed for 2 additional minutes.) Mr. MILLER of California. I am not an authority on the Jones Act, but I sus­ pect that my chairman may very well be. If you had trouble with the Jones Act, let me tell the gentleman what happened in my district. Five hundred yards down the road from the existing Antioch Bridge, there is the American Bridge Co. They bid on a new highway bridge and lost the bid to Japanese steel. It was constructed and assembled in Japan; it was taken apart and shipped to Antioch, and is being assembled, and jobs were lost at American Bridge. We have sat around, we have seen these things. We have asked them to please not do it, but we have not taken firm and tough actions to protect these jobs. Mr. DUNCAN of Oregon. I agree with the gentleman on that problem he had with his bridge, and I think that situation prevails as a result of unfair trade dump­ ing of Japanese steel. Our Government has moved to correct that. We may have to take even stronger action, but I suggest that that is a really different proposition than the one we are facing here today. Mr. MILLER of California. I would respectfully disagree with..the gentleman. Mr. MURPHY of New York. Mr. Chairman, will the gentleman yield? Mr. MILLER of California. I yield to the chairman. Mr. MURPHV of New York. On the question of the Jones Act, 1 frankly do not see its relevance in this debate. The Jones Act was one of the first laws passed by the original Congress for one specific purpose, which was to insure that there was a shipbuilding industrial base, as well as an American-flag merchant marine. Since the passage of that act we have seen development of the inland waterways of America; the railways of America; the land-bridge concept. We have seen a vast change in the Interstate Highway System and various competitive modes of trans­ portation. What the Jones Act does today—and it is just as viable as it ever was—is to insure that our intercoastal trade is done in American-flag ships, and done by ships built in America. The CHAIRMAN. The time of the gen­ tleman from California has again expired. (On request of Mr. MURPHY of New York and by unanimous consent Mr. MILLER of California was allowed to pro­ ceed for 2 additional minutes.) Mr. MURPHY of New York. The fact that we have a dynamic transportation industry, and the fact that cargoes do not move from New York to Miami by ship, but perhaps move by rail or by truck or some combination of modes, is not an indictment of the integrity and the intent of the Jones Act. The Jones Act is imper­ ative to America's security as well as its shipbuilding and industrial bases. What I think we are faced with here is a misunderstanding in the Congress as to the various—let us call it special interest areas. We have basically the opponents of Build and buy American being agri­ cultural interests. For some years, we have come, in this country, to the point where a vast amount of our overseas trade in­ volves our agricultural products, and we are trying to offset with this amendment because of an inbalance due to manu­ factured imports. I frankly do not see the relevance of Smoot-Hawley in this argument today. The history of that act was that it was passed in 1930. There were amendments made in subsequent Congresses in which the President was given power to engage in reciprocal trade agreements to reduce tariffs on certain products and by 1939 America's trade balance was right back to the balance that it was at pre SmootHawley. That act, I do not think, is rel­ evant to this debate. It was a tariff act. What we are doing here is plainly and simply stating that there is foreign com­ petition; that we have seen other coun­ tries enact very specific and strict special preferences on constructing or manning and using, not only in their oil and gas industry, but also in their other industries. What we are doing here is saying, "Let the U.S. industry build the equipment to be used on the U.S. Outer Continental Shelf. Let the Americans have the jobs in the construction on those platforms." The CHAIRMAN. The time of the gen­ tleman from New York. (Mr. MURPHV) has expired. (By unanimous consent, Mr. MURPHV was allowed to proceed for 1 additional minute.) Mr. MURPHY of New York. Let the American men and women have the jobs that are vital on the Outer Continental Shelf. In the amendment that we are trying to strike here, we have the safety valve that if items are scarce, we will go foreign for them. If there is a lack of competition, we can still go foreign. If there is a tech­ nology we do not have, we can still buy foreign. If some contingency in those areas develop, the safety valve is there. But let us not prejudice America's indus­ try and America's working men and women. Mrs. FENWICK. Mr. Chairman, I move to strike the requisite number of words. Mr. Chairman, we are not moving in just think that this is a rational statement that when we develop America's resources, that American citizens, American jobholders, have a right to participate." Rep. George Miller (D-Calif.) a good direction if we fail to support the Whalen amendment. That is the right step for this House to take. We know where the protectionist road leads—we tried this before, as was said yesterday—right down the path to the Smoot-Hawley tariffs and all of the problems and dislocations of international trade that we experienced before. Mr. Chairman, I will not take the time of this House because I think everybody has given their views, but I hope that we will seriously consider that we live in an interdependent world and we must com­ pete successfully in world trade. America can do it if we determine to do it, and this Whalen amendment leads us in that direction. Mr. BROWN of Michigan. Mr. Chair­ man, I move to strike the requisite num­ ber of words. Mr. Chairman, I have listened to this debate. It has been very interesting. It seems to me that the debate poses about three questions. To the opponents of the Whalen amendment, I would ask, cannot this administration deal with dumping under existing law; and, cannot this ad­ ministration successfully negotiate in the negotiations that are being carried on and accomplish fair and free trade worldwide with all nations? If you answer those questions "yes," which I assume you would have to do, then it seems to me that the final question is, do you insist that our industry have a preference that we do not agree other nations should have? Mr. MURPHY of New York. Mr. Chairman, will the gentleman yield? Mr. BROWN of Michigan. I yield to the gentleman from New York. Mr. MURPHY of New York. I frankly do not see the relevancy of whether we are talking about this administration or other administrations. We had this same debate in the last Congress under a dif­ ferent administration. We heard the same arguments. I think they are relatively Continued on next page House Conferees Rep. John Murphy (D-N.V.) Chairman Rep. John F. Seiberlinf; (D-Ohio) Rep. F.dwin B. Forsythe (D-N.J.) Rep. John Breaux (D-r.a.) Rep. Morris K. Udall (D-Ariz.) Rep. George Miller (D-Cal.) Rep. Gerry Studds ID-Mass.) Rep. Joshua Eilberg ID-Pa.) Rep. Don Young ID-Alaska) Rep. William J. Hughes ID-N.J.) Rep. Christopher Dodd ID-Conn.) Rep. Hamilton Fish, Jr. IR/C-N.Y.) July 1978 / LOG / 21 •i �ernments are providing massive subsidies Then they are going to retaliate and say to their national companies enabling them they will have to have all Norwegian to "dump" their rigs and platforms on equipment used in the North Sea. drilling companies at below cost prices. We are already way ahead in this area, What we are dealing with here is the and I say that by adopting this kind of future of a potential billion-dollar indus­ legislation we are going to end up hurt­ United Stitc* ML try employing over 8,000 workers—oneing ourselves. Right now we are way fl^Amerkt PROCEEDINGS AND DEBATES OF THE 95 CONGRESS. SECOND SESSION fifth of these workers are minority group ahead, and we should not be taking this members. In addition, thousands of other sort of step. 1 strongly support the amend­ No. I I WASHINGTON, THURSDAY, FEBRUARY 2, 1978 Vol. 124 jobs in supportive industries, many lo­ ment offered by the gentleman from Ohio cated in the inner city, are also at stake. (Mr. WHALEN). Continued from preceding page the Nation. I think a second factor has to One of the major arguments used by 1 think it is a step in the right direction. philosophical. The gentleman comes from be considered here, and that is this: Is the opponents of Mr. MURPHY'S amendment I would be supportive of it if 1 thought a State which has been severely impacted administration under the leadership of is that such a "build American" provision it would help, but this is one area in which by foreign imports, and the jobs of the Bob Strauss doing an effective job? would lead to "retaliatory" tactics by for­ we do not need any help. men and women in his State are at stake. My response is that from what I can eign governments. In fact, this provision, Mr. LAGOMARSINO. Mr. Chairman, What we are oiscussing here is the philo­ see, he is doing a very effective job, and I which would be phased in over a period will the gentleman yield? sophical question: Does the U.S. Congress do not think this strengthens his hand; of time so as not to affect the operations Mr. FORSYTHE. 1 yield to the gentle­ move to protect America's industrial this weakens his hand. 1 would prefer to of equipment already in operation off our man from California. base, America's products, and America's leave this kind of thing in the hands of coasts, is quite similar to laws already in Mr. LAGOMARSINO. Mr. Chairman, jobs? our negotiators. effect around the globe. In the North Sea, 1 thank the gentleman for yielding. This administration is moving properly Mr. CONABLE. Mr. Chairman, will I would like to endorse the statements for example, both Norway and Great Brit­ in the tariff areas. What we are doing here the gentleman yield? ain have such "build national" provisions made by the gentleman from Louisiana is to try to write rational regulations to Mr. SIMON. 1 yield to the gentleman (Mr. BREAUX). for their offshore equipment. protect America's manufacturers. from New York. Mr. Chairman, 1 have a substantial off­ While foreign nontariff barriers are car­ Mr. BROWN of Michigan. Mr. Chair­ Mr. CONABLE. Mr. Chairman, I ap­ shore rig building industry in my district; ried out by Government edict or policy, man, 1 would suggest that the gentleman preciate what the gentleman is saying. I and 1 know that at this time most of what the United States can only respond by is rather myopic in his view of interna­ think one of the things that should be set they produce is going overseas. I think that passing a law. The U.S. trade .system does tional trade. He is saying that if we take straight is the fact as to America's ability industry in my particular district would be not allow for unwritten policies or Gov­ measures of this nature for the specific to compete. very adversely affected should the Whalen ernment pressures to accomplish goals industry he wishes to protect that there For one thing, in 1976 only $23 billion amendment not pass. such as building offshore equipment in the will not be retaliation or if there is, the of our exports were in agricultural prod­ MI. Chairman, 1 think that if we are United States. retaliation will be against someone else's ucts; we exported $105 billion worth of concerned about what might happen in As an example of the problem, at the constituent industries and, therefore, since goods. We have a trade deficit, to be sure, the future we should take another look multilateral trade talks, the United States the retaliation is against someone else, that at this point, but if we were not import­ at this matter later. But let's not put has listed some 600 nontariff barriers in is all right, just do not affect my industry. ing oil, we would have a $15 billion trade .something in this bill that might have an Europe. These devices effectively protect I think that is about as myopic as one surplus. adverse effect. Europe's markets, particularly for agri­ can be, and I think the gentleman's amend­ So in terms of our ability to compete Therefore, Mr. Chairman, 1 urge the culture goods. ment is myopic. abroad, our ability to compete specifi­ adoption of the Whalen amendment. Beyond these barriers, the governments I support the Whalen amendment. cally in this field is well known, and our Mr. ZEFERETTL Mr. Chairman, will of Europe also effectively pressure their Mr. SIMON. Mr. Chairman, I move to ability to compete abroad generally with the gentleman yield? industries to help each other. For example, strike the requisite number of words. re.spect to industrialized goods is also Mr. Forsythe; I yield to the gentle­ British Government pressure is expected Mr. MURPHY of New York. Mr. demonstrable by the statistics themselves. man from New York. to be applied to the oil companies in the Chairman, will the gentleman yield? Mr. SIMON. Mr. Chairman, if I may Mr. ZEFERETTL Mr. Chairman, I North Sea to build a large firefighting ship Mr. SIMON. I yield to the gentleman ask my colleague, the gentleman from thank the gentleman from New Jersey in Briti.sh yards. from New York. New York (Mr, CONABLE) to remain at (Mr. FORSYTHE) for yielding. The United States does not have the Mr. MURPHY of New York. Mr. the microphone, 1 believe I am correct in In answer to the gentleman from Louis­ same type of system and thus to accom­ Chairman, I may be myopic, but that this—the gentleman is on the Committee iana (Mr. BREAUX), we are not talking plish the same result we must pass this myopia is probably heightened by the fact on Ways and Means and can verify this— about televisions and appliances; but per­ "domestic preference" legislation. that I happened to look at the deficit in the last decade the number of American haps we should be talking about the loss Those who argue that the provision passed on to this administration by the jobs dependent on exports has doubled; is of another industry which will be the steel violates free trade ignore the European last administration, and those billions of that correct? industry if we do not take some cogni­ system of government pressure and pol­ dollars in deficit happen to be because of Mr. CONABLE. That is correct. Ex­ zance of the fact that we need that kind icy that cannot be duplicated by our form the imbalance in our trade and the advan­ ports now account for about 8 percent of of industry in this country. of government. To say no such system tage of our so-called trading partners and our gross national product. Ten years Mr. Chairman, the people laid off exists abroad is to ignore foreign nontariff the advantage they have taken of the ago they accounted for a little less than throughout the country, who work in the barriers which are more effective than any United States, and this is an effort to de­ 4 percent. steel industry, should be alerted to the tariff or quota system. liver a message in one particular industry Mr. FORSYTHE. Mr. Chairman, I move fact that if we do stop building rigs here, We must also keep in mind the environ­ as to how we can correct it and protect to strike the requisite number of words. the same thing could apply to that indus­ mental impact of the "build American" the United States. Mr. BREAUX. Mr. Chairman, will the try as happened to the shoe industry, the amendment. At the present time, the rigs Mr. BROWN of Michigan. Mr. Chair­ gentleman yield? TV industry, and the like. 1 do draw an and platforms operating off our coasts man, will the gentleman yield? Mr. FORSYTHE. I yield to the gentle­ analogy, in considering this type of amend­ represent a dangerous threat to our waters Mr. SIMON. I yield briefly. man from Louisiana. ment, to the loss of those types of and marine life. The Murphy amendment Mr. BROWN of Michigan. Mr. Chair­ Mr. BREAUX. Mr. Chairman, I thank industries. would ease this environmental threat by man, I trust the gentleman understands the gentleman for yielding. Mr. Chairman, 1 rise at this time to add compelling U.S.-built rigs and platforms that approximately six reassessments have I would just like to try and put this my enthusiastic support to the amend­ to meet rigorous U.S. Coast Guard safety been made by this administration with re­ issue in perspective. I think it is very im­ ment offered by my colleague from New standards, greatly reducing the risk of spect to dumping, and I know of two dur­ portant for the Members to understand York. leakage and blowouts. ing the previous administration and within we are not talking about television sets At the present time, there are no re­ For these reasons, I implore my col­ the last few years. and we are not talking about Hondas and strictions on the national origin of the leagues to consider all of the factors in­ Toyotas being imported into this country. Mr. MURPHY of New York. Mr. equipment used on the Outer Continental volved in this complex issue. Opponents We are talking about putting up a screen Chairman, if the gentleman will yield, this Shelf and foreign-made rigs are free to claim that the amendment smacks of pro­ around ourselves, and it can only hurt. is a tool we can give Mr. Strauss to use operate—costing valuable jobs for Amer­ tectionism. I say that the overall purpose About 90 percent of all the oil and in his visits to Japan in trying to correct ican workers. of the Outer Continental Shelf legislation gas equipment being used around the en­ the dumping problem. This would give After spending the past few weeks in before us is to more fully exploit our own tire world is already American-made. Mr. Strauss a strong bargaining hand in our home districts, most of us know that natural resources in the OCS. We should Most of the men and women who are those negotiations. two of the biggest problems on the minds be certain that we maximize these benefits working in the offshore oil and gas indus­ Mr. SIMON. Mr. Chairman, I rise in of the American people are jobs and the to our own economy rather than the econ­ try are already Americans, not only off support of the Whalen amendment. economy. This amendment is directed at omies of foreign governments. Therefore, 1 do so, recognizing that my colleagues our own coast but all over the world. helping to alleviate both of those con­ I will vote in favor of the amendment and from the States of California and New cerns: It would not only generate jobs for Who do we think is the most populous I ask my colleagues to do the same. York are dealing with a fundamental prob­ shoreside workers and a.ssist U.S. maritime Nation working in the North Sea? It is The CHAIRMAN. The question is on lem, but 1 do not think this is the way workers in gaining employment, but the us. We have hundreds of thousands of the amendment offered by the gentleman to deal with that fundamental problem. work and payrolls generated by this activ­ men and women who are working, not from Ohio (Mr. WHALEN) as a substitute Smoot-Hawley is relevant, in that in ity would, no doubt, result in a "ripple only in our coastal areas already, but in for the amendment offered by the gentle­ 1930 we also had a very serious problem effect" that would spur the entire Amer­ the North Sea, off the coast of Indonesia, man from New York City (Mr. MURPHY). of unemployment, and so Smoot-Hawley ican economy. and off the coast of South America. We The question was taken; and on a divi­ came along. The thinking was, of course, are already at every possible advantage in Many of us take it for granted that the sion (demanded by Mr. FRENZEL) there that we would protect American jobs in working world-wide in the oil and gas United States almost totally dominates the were—ayes 22, noes 21. the process, but what we did was to hurt industry. offshore rig construction market. How­ the employment opportunities in this The only thing we are going to accom­ ever, figures indicate that we are rapidly Nation. plish by passing this amendment is this: losing a large share of that market to for­ Mr. MURPHY of New York. Mr. Let us just take a look at my own State, We would say to the members of Parlia­ eign competitors. We need only look at the for example. Caterpillar, one of the major Chairman, I demand a recorded vote. ment in Great Britain and the members massive layoffs that have taken place in exporters in the United States, u.ses about A recorded vote was ordered. of other legislative bodies that "By golly, recent years in the rig construction indus­ 90 percent American steel. As these trade The vote was taken by electronic de­ we are the only ones who can have the try, as well as the worsening condition of vice, and there were—ayes 118, noes 280, barriers ri.se. Caterpillar will be able to jobs," and then they will say that if Amer­ the steel industry and other related areas, not voting 34, as follows; buy less and less American steel. icans can say only Americans can work to understand the inaccuracy of that In the following roll-call vote, the International Harvester and John on those installations, then they are going notion. NAY represent a rejection of the "Whalen Deere, manufacturers of major propor­ to pass the same type of legislation. Then Just 5 years ago the United States en­ compromise" and a victory for the Zefcrtions in my State, face the same kind of it would only be British citizens who joyed nearly a 6()-percent share of the etti "Hire American" amendment. Thus, situation. would be working in the North Sea, and it offshore rig construction market. That fig­ the margin of victory for the "Hire Amer­ I am concerned about the rising tide of would be only Norwegians who would be ure has plummeted to merely a 29-percent ican" amendment was a resounding 280 protectionism that 1 .sense here on the floor working in the Norwegian area of the share of world rig orders. The reason for to 118. of Congre.ss and out among the people of this dramatic drop is clear: Foreign gov­ North Sea. CDngrEBsionalTRtcord RECORDED VOTE �OCEAN MINING JOBS AT STAKE IN SEA LAW CONFAB Labor Wants Bil/ to Scrfe9uarcf Jobs Against Unfavorable Treaty This is the 21st in a series of articles which the Log is publishing to explain how certain organizations, programs and laws affect the jobs and job security of SIU members. If you tell three different people a story in ex­ actly the same way, and then you ask those three people what the story was about, you'll probably get three different answers. The United Nations Conference on the Law of the Sea (UNCLOS) has the same problem. Ex­ cept, by the seventh session of the Conference, held in May, 1978, there were 145 countries trying to make their points heard. The Law of the Sea Conference first convened in 1958. The purpose of the talks has been to create a formal, international agreement govern­ ing the use of the oceans and their natural re­ sources. _ Over the years, the Conference has debated hundreds of issues, including: a 200-mile eco­ nomic zone; rights of passage through straits by military vessels and aircraft; problems of pollu­ tion of the seas; freedom of scientific research; fishing rights; national security considerations and defense requirements. Most of the arguments dealing with the move­ ment of ships on the oceans' surface have been resolved. Right now, exploitation of what lies below the surface is the not issue. Ocean Mining Thirty years ago, mineral rich nodules found on the ocean floor were an untapped resource. Today, these potato-shaped masses, which con­ tain manganese, nickel, copper and cobalt, are mineable. And they are worth as much as $3 trillion. Who will miije the minerals of the oceans and how the profits will be divided are the questions UNCLOS has been trying to resolve. U.S. mining companies have the technological know-how to retrieve the nodules. But UNCLOS is dominated by more than 100 newly independent third world countries that want a piece of the action. The third world countries don't have the technology or the money to undertake deep sea mining operations. But they constitute a majority of the voting nations of UNCLOS and want a Law of the Sea treaty that is to their advantage. The third world countries want the Conference to formalize a U.N. resolution on deep sea min­ ing. That resolution calls the mineral resources of the oceans "the common heritage of mankind" and goes on to say that exploitation of those minerals should benefit all nations, particularly developing nations. To achieve this, the Conference has agreed on the creation of a U.N.-governed International Seabed Authority which sets up an international mining company. The Authority's mining com­ pany would compete with private companies for deep sea mining rights. The Deep Sea Miner II, a converted drill ship, now mining the ocean floor, is about one-fifth the projected size of mining vessels that will be used when this new industry gets into full swing. • require the American government to indi­ rectly support through subsidies, mining opera­ tions which will compete with our own. And it would mean a tremendous loss of jobs to American workers—as many as 20,000 new jobs by the year 2000, according to the AFL-CIO. .Seafarers have a big stake in deep seabed min­ ing also. American seamen could crew the ore carriers which will be needed to carry the minerals back to shore. And the mining vessels themselves will carry two rotating crews of between 80 and 100 men per ship. So the labor movement, along with the mining Man American Clause Loss of U.S. Jobs Developing countries want the Authority to have absolute control over deep seabed mining. They want to use the technology of countries like the U.S. to mine deep sea minerals while channeling the profits back to the Authority for their own use. Obviously, there's something unfair about that arrangement. The U.S. mining companies don't like it. And American labor doesn't like it, either. The kind of international treaty the developing countries are looking for will: • force American companies to surrender their technology; • give political control over ocean resources to the third world; companies, is pushing for bills in both the House and the Senate which will create national legisla­ tion governing deep seabed mining. The bill currently on the floor of the House is co-sponsored by Rep. John Murphy (D-N.Y.) and Rep. John Breaux (D-La.). It will allow U.S. companies to begin mining operations and pro­ tect them if an international treaty is ratified which would threaten their claims. It contains a "grandfather" clause, which means that if an international Law of the Sea treaty is ratified after U.S. companies have begun to mine, their claims are still valid under the na­ tional legislation. The bill also includes provisions for a revenue sharing fund. While U.S. mining companies are operating under national legislation, a certain percentage of their profits would go into the fund. This fund would then be turned over to the Inter­ national Seabed Authority if an international treaty is passed. Research vessels use a simple dredge bucket and line to bring up samples of the nodules. The SIU wants the legislation to insure that both the mining vessels and ore carriers used in seabed operations are U.S.-registered, and manned by American seamen. The bill is expected to come up for a vote later this month in the House and by the end of the summer in the Senate. If it passes, the first U.S. ocean mining vessel will begin operations in the fall. The U.S. supports the concept of an interna­ tional Law of the Sea treaty. Elliot Richardson, the U.S. envoy to the Law of the Sea Conference, called the Conference a vital effort "to construct a framework of international cooperation in the oceans." But the U.S. can't agree to a one-sided treaty that favors third world countries while robbing American workers of Jobs and American compa­ nies of needed mineral resources. When its last session ended, the Law of the Sea Conference was deadlocked on the ocean mining issue. The Conference is scheduled to resume in New York in August, but it's anybody's guess whether any progress will be made. July 1978 / LOG / 23 �Erna Elizabeth Brings Alaskan Oil To Houston, Via Panama Canal The fanfare that greeted the opening of the Alaskan oil pipeline last year is over. But since that historic event, ships like ihe Etna Elizabeth have been quietly carrying on the real work of bringing America's newest energy supply into U.S. factories and bomes. The SlU-contracted, 35,000 ton tanker was the first ship to bring Alaskan crude to the East Coast. She is now on a regular run picking up the oil at the Panama Canal and delivering it to terminals in Houston. The Log met the Erna Elizabeth early last month docked at a terminal on the Houston Ship Canal. Loading stores for the return half of the 15 day round trip run, her crew had good reports to make on the voyage from Panama. It included time for shark fishing and Bar-B-Q's on the stern, they said. ' '5s*» The Erna Elizabeth (Hudson Waterways) sailed out of the Houston Ship Channel last month on her way to pick up another load of Alaskan crude at the Panama Canal. Loading stores in preparation for the return trip from Houston to Panama are {!. to r.) AB s Lorenza Alvarado and Charles Davis. It's Your Move ... Getting lunch ready while the ship prepared to sail are (I. to r.) Steward/Cook A. Hollings and Chief Cook Richard Sessions. Tug Seahawk Crewed By SIU MAKE IT IN THE RIGHT DIRECTION Make your move toward good pay, excellent working conditions, a secure future. Enroll now in the LNG Course at HLS. Next class starts September 18. See your SIU Repre­ sentative or contact the Harry Lundeberg School, Vocational Education Department, Piney Point, Maryland 20674. 24 / LOG / July 1978 Some of the SIU crew on the brand new tug Sea Hawk, operated by Allied Towing of Norfolk, Va., gather for pix in galley. They are, from the left: George Reynolds, able seaman; Robert O'Neill, captain; Gerald Houts, mate, and Buck Dunning, cook. The Sea Hawk, the most powerful tugboat in Allied Towing's 21 boat fleet, was recently delivered to this SlU-contracted company in Nor­ folk, Va. The newly built tug has 4,200 hp. She will push a 100,000 barrel tank barge on ocean voyages, including intercoastal runs. Coming up in August is a trip from Norfolk to Seattle, through the Panama Canal, to deliver chemicals and asphalt. Allied's fleet is presently split be­ tween inland, coastwise and ocean going runs. But bigger boats and bigger barges for oceangoing use are the company's main plan for the future. �TowerJng Festival for July 4 Notice to Members On Skipping Procedure When throwing in for w ork dur­ ing a Job call at any Sli; 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 SI Li .Shipping Rules: "Within each class of seniority rating in every Department, prior­ ity for entry rating jobs shall be given to all seamen who po.ssess Lifeboatnian endorsement by the United States Coast (iiiard. The Seafarers Appeals Hoard 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." ... To know marino electrical maintenance. Why? Because these skills mean job security for you. The more you know, the more you're needed in the maritime industry. So, contact HLS or your SlU Representative. Sign up for the marine electrical maintenance course. In just six- weeks, you'll learn new skills and advance your career as a professional seafarer. Enroll new. Learn more • Earn more It's a good idea The Twin Towers of New York's World Trade Center provided a backdrop for Harbor Festival '78, which took place over the July 4 weekend. New York Harbor was alive with a vast array of vessels ranging from sailboats, such as those pictured above, to pennant decorated schooners, pilot boats, dredges, ocean liners and water-spewing fireboats, plus the usual assortment of ferries, excursion boats, lighters, and deep-sea cargo ships proving, beyond a doubt, that New York Harbor is far from deadi Unemployment Rate Dips to 5.7% for June, Lowest in 4 Years WASHINGTON, D.C. The country's jobless rate dropped sharply to 5.7 per­ cent in June, it's lowest unemployment rate in faur years and the fifth monthly decline of this sort in 15 years. The June rate was a healthy four 'tenths of a percentage point below the May rate of 6.1 percent. Most of the im­ provement occurred among teenagers. AFL-CIO President George Meany termed the substantial decline in the na­ tion's unemployment rate last month "heartening news." He added "it demon­ strates the effectiveness of targeted pro­ grams to provide jobs, particularly among teenagers," Meany noted that of the 2-million new jobs reported in June on an unad­ justed basis, 1.4-million went to teen­ agers. He called this a "tribute to the Carter Administration's new youth em­ ployment program.-" Meany said the trend must be sus­ tained "if the nation is at long last going to achieve full employment." Teenagers'jobless rate tumbled to an adjusted 14.2 percent last month from 16.5 percent in May. However, the rate among black youth remained very high, 37.1 percent. The rate for white teen­ agers was 11.6 percent in June down from May's 13.8 percent. Chairman of the U.S. Council of Economic Advisers Charles L. Schult/.c declared that the unemployment rate among black workers, particularly among black youth, had not improved as much as it had among whites and was "obviously too high." More and more, Schult/e said, the data indicates that unemployment must be attacked by aiming policies at specific "structural" problems that are native to the economy and society. Administration officials said that at least part of the decline in unemploy­ ment could be attributed to Govern­ ment efforts, including the public serv­ ice and public works jobs programs. T Personals Personals Tommie Louis Beckham Please call the editor of the i.og collect at (212) 499-6600, ext.242. Felix Santiago Please call the editor of (he Log collect at (212) 499-6600, ext. 242. Thomas J. Bush Your sister, Gert ude E. Bush, asks that you contact her at 5133 Charles St., Philadelphia, Pa. 19124. John Norman Siitton Your daughter, Mrs. Patricia Sut­ ton Siler asks that you contact her at 4593 Union Road, C heektowaga, N.Y. 14225 or call (716) 6.33-5072. George McAlpine Nick Olen would like you to get in touch with him at 404 Cahot St., In­ verness, Fla. 32650. Ronald Gilman Swanson ^ Please call editor of the Log collect at (212) 499-6600, ext.242. William Kare Please call the editor of the Log collect at (212) 499-6600, ext.242. Nick Vrdoljak Please call editor of the Log collect at (212) 499-6600, ext. 242. DISDittIm Bepgrt Isr Greit lakes TfTXri? 1 lOTR JUiNLr 1-OU, \.yiO *TOTAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C **REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Algonac (Hdqrs.) 37 9 2 41 37 1 45 14 7 2 32 9 10 1 6 1 3 0 30 58 87 lli 82 1^ ENGINE DEPARTMENT Algonac (Hdqrs.) ... : 24 11 2 29 28 STEWARD DEPARTMENT Alcotiolism disease Algonac (Hdqrs.) It can be treated. 0 0 11 13 ENTRY DEPARTMENT Algonac (Hdqrs.) i 2 24 48 30 0 0 Totals All Departments 87 68 i4 E 78 4 *"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. July 1978 / LOG / 25 m �c - SlU Atlantic, Gulf, Lakes & Inland Waters United Industrial Woikers of North America PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENTS Earl Shepard Lindsey Williams Cal Tanner IfTXri? 1 an iOTQ lOU, ly/o *T0TAL REGISTERED All Groups Class A Class B Class C Port TOTAL SHIPPED All Groups Class A Class B Class C "REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Boston 7 1 1 6 1 4 11 2 0 New York 123 16 3 119 48 37 132 11 2 Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston 11 32 9 12 25 Ill 39 46 15 42 8 90 4 4 1 0 3 19 4 4 2 8 2 12 1 2 7 3 1 4 1 0 1 3 0 9 9 23 12 13 14 84 39 49 14 49 17 84 9 11 4 5 8 45 10 10 7 15 5 25 1 4 7 1 1 12 2 1 3 4 2 12 20 44 18 8 33 146 53 51 3 4 2 0 4 13 4 7 0 0 2 1 0 4 2 0 9 126 1 10 0 12 0 3 2 i 0 o 0 2 24 3 0 0 0 4 0 1 0 0 573 83 36 534 230 91 742 73 24 0 30 0 4 2 1 0 3 1 1 0 3 2 5 3 124 20 35 9 10 33 99 55 60 23 33 11 87 6 47 2 12 1 2 7 21 16 8 6 8 2 15 0 6 0 1 0 0 0 5 0 1 1 1 0 5 0 Piney Point Yokohama Totals Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston ENGINE DEPARTMENT 1 105 10 10 8 9 21 69 29 42 12 29 9 56 4 37 2 10 3 4 5 14 13 6 1 7 3 13 0 4 0 1 2 0 0 1 0 1 0 0 0 4 2 87 6 16 9 5 11 66 27 32 10 29 9 62 2 55 4 5 6 7 5 25 7 9 4 11 8 23 Piney Point 0 6 0 0 23 0 0 0 Yokohama 0 1 0 1 1 0 2 1 0 419 129 13 372 195 52 604 154 20 Totals Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals STEWARD DEPARTMENT 2 55 4 5 11 0 1 9 6 0 0 4 0 10 Piney Point Yokohama Totals Totals All Departments 1 1 13 3 0 0 6 1 10 7 1 0 6 0 1 5 0 0 2 6 3 2 1 0 1 5 5 0 0 0 0 60 0 6 0 1 0 0 14 61 12 18 3 18 5 34 0 0 7 21 9 5 1 8 11 12 34 1 0 2 4 57 5 9 2 11 0 0 14 63 19 38 13 17 4 60 0 1 3 7 4 4 1 1 0 5 0 0 0 2 0 40 0 3 0 0 0 0 247 40 74 251 142 177 336 46 50 ENTRY DEPARTMENT 0 44 2 18 1 4 5 43 13 18 4 18 10 16 4 105 15 20 8 8 9 56 15 12 9 23 11 40 7 191 2 10 2 1 0 16 5 89 13 23 5 25 3 42 ,7 26 2 2 9 52 19 29 6 13 17 30 10 139 27 22 10 4 13 44 17 24 26 23 13 47 9 179 1 15 4 1 1 21 6 56 28 29 5 48 0 1 44 0 0 0 0 4 4 0 0 0 197 379 389 261 423 403 1,436 631 512 1,943 696 497 1,157 567 iio *"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. 26/LOG/July 1978 3 71 2 12 14 14 54 12 23 7 15 3 35 0 0 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston 1 0 0 59 23 83 6 2 1 9 3 2 550 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) TL 3-9259 CHICAGO, ILL. .9383 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DULUTH, Minn 2014 W. 3 St. 58806 (218) RA 2-4110 FRANKFORT, Mich P.O. Box D 415 Main St. 49635 (616) 352-4441 HOUSTON, Tex 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fia. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, NJ. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. . .2604 S. 4 St. 19148 (215) D£ 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, Fia. 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 . Yokohama Port P.O. .. . P.O. Box 429 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 West Coast Stewards Halls HONOLULU, Hawaii ... 707 Alakea St. 96813 (808) 537-5714 PORTLAND, Or 421 S.W. 5th Ave. 97204 (503) 227-7993 WILMINGTON, Ca. . .408 Avalon Blvd. 90744 (213) 834-8538 SAN FRANCISCO, Ca. 350 Fremont St. 94105 (415) 543-5855 �Converted Seo-Landers on Foreign Runs With SlU Crews Three of four newly converted Sea-Land containerships took on their SIU crews recently and are now participating in foreign runs. The SEA-LAND ADVEN­ TURER, presently nearing comple­ tion in a shipyard in Japan is the only vessel not completed. She will soon join her D-6 Class sisterships, SEA -LAND PIONEER, SEA LAND LEADER, AND SEALAND PACER, which went into service earlier this year. All of these ships were converted to diesel-power, the first dieselpowered ships in Sea-Land's fleet of 58 containerships. While the PA CER and the PIONEER will operate in runs be­ tween Europe and the Middle East, the LEADER and the ADVEN— TURER will operate between Asia and the Middle East. All four of these 662-foot long ships were built using refurbished T-3 mid sections joined to new bow and stern sections. Prior to their conversion, the ships were a part of the Sea-Land fleet. Each ship can carry 595 contain­ ers and is fitted with two shipboard gantry cranes. The Sea-Land Leader arrives in port of New York on maiden voyage from Japan after conversion. Before the Sea-LandPacer sailed from Japan, SIU Yokohama Agent Frank Boyne boarded the vessel to take a vote on the new deep-sea contract which went into effect June 16,1978. The vote was unanimous in favor as shown in photo above. On the Sea-Land Pacer, SIU Yokohania Agent Frank Boyne, right, talks with the ship's Recertified Bosun Leonard Suchocki of San Francisco. The Sea-Land Pacer is shown in Japan shortly after her conversion to diesel power was completed. The Sea-Land Pioneer will run between North Europe, the Mediterranean and the Middle East. July 1978/ LOG / 27 �George W. Berthold, 68, joined the SIU in the port of New Orleans in 1955 sailing as afireman-watertender and 2nd assistant engineer. Brother Berthold sailed 37 years. He gradu­ ated from the MEBA District 2 Engi­ neering School, Brooklyn, N.Y. in 1966. Seafarer Berthold is a veteran of the U.S. Army in World War 11. He was born in New Orleans and is a resident of Smithville, Tex. Francisco Solis, 65, joined the SIU in 1945 in the port of New York sail­ ing as a chief cook. Brother Solis walked the picketline in the 1961 N.Y. Harbor strike. He also received a Union Personal Safety Award in 1960 for sailing aboard an accidentfree ship, the SS Robin Locksley. A native of Puerto Rico, he is a resident of Catano, P.R. Edward J. Esteve, 52, joined the SIU in 1944 in the port of New Or­ leans sailing as an AB. Brother Es­ teve was born in New Orleans and is a resident there. PINSIONIRS Arthur G. E. Sigler, 56, joined the SIU in the port of Houston in 1962 sailing as a chief cook. Brother Sigler sailed 22 years and rode the Robin Line. He is a paratroop veteran of the U.S. Army's 82nd Airborne Infantry Division, 55th Medical Battalion. Seafarer Sigler was also into aviation engineering and oil rigging. Born in Oklahoma, he is a resident of Okla­ homa City, Okla. William L. Jones, 65, joined the SIU in the port of Lake Charles, La. in 1957 sailing as an AB for 37 years. Brother Jones was born in Georgia and is a resident of Tallahassee, Tenn. Luis Hernandez, 58, joined the SIU in 1942 in the port of New York sailing as a wiper and OS. Brother Hernandez sailed 37 years. He hit the bricks in the 1961 Greater N.Y. Har­ bor beef. Seafarer Hernandez also rode the Bull Line. He worked as an AB on the San Juan (P.R.) Shoregang from 1977 to 197^ A native of San Juan, he is a resident of Bayamon, P.R. Dyer Jones, 68, joined the SIU in the port of Norfolk in 1957 sailing in the steward department. Brother Jones sailed 31 years. He was a dele­ gate to a conference in Piney Point. Seafarer Jones is a veteran of the U.S. Army in World War II. He was born in Ivanhoe, Va. and is a resident of Chesapeake, Va. Harry D. Hammond, 54, joined the SIU in the port of New Orleans in 1955 sailing as a cook for 31 years. Brother Hammond is a veteran of the U.S. Army in World War II. He was born in New Orleans and is a resident there. James J. Doyle, 63, joined the SIU in 1949 in the port of Philadelphia sailing as a wiper from 1949 to 1968 and as a cook from 1972 to 1977. Brother Doyle also rode the Bull Line. He upgraded at the HLS in 1977. Seafarer Doyle is a veteran of the U.S. Navy in World War 11. He was born in Philadelphia and is a res­ ident there. Ho Gien Ming, 56, joined the SIU in the port of San Francisco in 1951 sailing as a fireman-watertender and in the steward department. Brother Ming is a veteran of the U.S. Army in World War II. He was born in China and is a naturalized U.S. citizen. Sea­ farer Ming lives in San Francisco. Joseph W. Smith, 66, joined the SIU in the port of New York in 1956 sailing as an AB. Brother Smith sailed 30 years and during the Viet­ nam War in 1969. He was born in Peabody, Mass. and is a resident of Seattle. John IM. Yates, 50, joined the SIU in the port of Philadelphia in 1954 sailing as an AB. Brother Yates is a veteran of the U.S. Army in World War II. He was born in Columbus, Ohio and is a resident of Jackson­ ville. Klaus E. Wass, 65, joined the SIU in the port of New York in 1967 sail­ ing as a chief cook. Brother Wass sailed 31 years. He upgraded at the HLS, Piney Point, Md. in h975 and 1976. He was born in Finland and is a naturalized U.S. citizen. Seafarer Wass is a resident of New York City. KNOW YOUR RIGHTS KNOW YOUR RIGHTS TRUST FUNDS. All trust funds of the SIU Atlantic, Ciulf. Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and dishursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Gopies of the.se contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: Frank Dro/.ak, C'hairiiian, Seafarers Appeals Board 275 - 2(>fli Street, Brooklyn, N.Y. 11215 F'ull copies of contracts as referred to arc available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. UONTRACrS. Copies of all SIU contracts are avail­ able in all SIU halls. I hese 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 obligatiiMis, such as filing for O'l on the proper sheets and in the proper manner. If, at any time, any SIU 28 / LOG / July 1978 KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. FINANCIAL REPORTS. The constitution of the SIU Atlantic, Ciiill, 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 arc to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. «' Recertified Bosun P. G. Win^pld Jr., 56, joined the SIU in the phrt of Houston in 1963. He served as a de­ partment delegate and ship's chair­ man. Brother Wingfield graduated from the Bosun Recertification Pro­ gram in September 1974. Seafarer Wingfield was born in Roanoke, Va. and is a resident of Jacksonville, Fla. patrolman or other Union ollicial, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY —THE LOG. The Log has traditionally refrained from publishing any article .serving the political purposes of any individual in the Union, ollicer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reafiirmed by membership action at the Septemher, 1960, meetings in .all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any ollicial capacity in the SIU unless an ollicial 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 ollicial. receipt, but feels that he should not have been required to make such payment, this should immediately be reported to Union headquarters. EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no member may be discrimi­ nated against because of race, erecd, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION —SFAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing, but not limited to, furthering the political, social and economic interests of maritime workers, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a con­ dition of membership in the Union or of employment, if a*contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Sup­ port SPAD to protect and further your economic, poli­ tical and social interests, and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or infor­ mation, he should immediately notify SIU President Paul Hall at headquarters by certified mail, return recejpt requested. The address is 675 - 4th Avenue, Brooklyn, N.Y.11232. �[An Account of Union Busting and Head Busting On the San Francisco Waterfront in 1894 This article continues the story yf the American maritime unions told in newspapers of the day ind in other material gathered the Seafarers Historical Re­ search Depariment. Here Ls a colorful account of tearly union organization efforts Ion the San Francisco waterfront lew told by the waterfront reporter \of the San Francisco Call of May \28, 1894. UNION SAILORS ROUTED The Police Attacked by a Mob on Fremont-Street Wharf Clubs Used and Blood Flowed. How a Non-Union Crew Was Placed on Board the Bark Matilda —Des­ perate Fighting—One of the Mob Arrested. Skulls and clubs came in contact on Fremont-street wharf about 1 o'clock yes­ terday afternoon, and the clubs wielded by the strong arms of a number of stalwart policemen proved victorious. About 200 members of the Coast Seamen's Union at­ tacked the police offi<;ers and were quicklv routed, and many of the unioti .sailors will have sore beads for some time to come as a reminder of the fight. The battle was not a long one, such as are sometimes witnessed between profes­ sional fighters, but was short, sharp and very decisive. The trouble arose from the fact that Captain Swenson of the bark Matilda had shipped a non-union crew. There was nothing extraordinary in this, as it is being done every day in the week and sometimes twice a dav. In fact, the union men are beginning to think that too many vessels are going to sea with crews on board who don't belong to the union, and they made up their minds that it must be stopped. The men expected that Captain Swenson would try to ship a non­ union crew, and they kept a close watch on the bark in order to prevent a scab crew being placed on board. The vessel is bound for Honolulu via Nanaimo, and as she was booked to sail yesterday, the Captain went to the Sail­ ors' Home on Thursdav and ship[»ed nine sailors for the voyage. Two of the meji went on board the bark Thursdav night, and the remainder were to go on board yesterday morning. CAPTURED A SAILOR. By some means or other the union men discovered that the two men were on board the vessel, and about 11 o'clock vesterdav mortn'ng a do/en or more of them boarded her at Fremont-street wharf, and in the language of the citv front "went for the scabs." One of the men was soon captured and hustled over the side in no very gentle manner, assisted by half a dozen largesized shoes. The other man took refuge in the cabin, and the crowd started in to as­ sist him ashore. Before they could seize the man, however, the mate put in an ap­ pearance with a big Colt's revolver in his hand, and the union men beat a hasty retreat. In order to make sure of bis man the mate locked him up in the cabin and then mounted guard with the big pistol in his hand. While all this was going on Captain Swenson was not idle. He determined to get his crew on board at all hazards, and he applied to Captain Dunleavy of the Harbor Police for some officers to escort the men from the Sailors' Home to the vessel. He also went to the tugboat office and ordered the tug Wizard to be ready to tow the Matilda to sea. When he returned to the bark and learned what bad occurred he was mad, but be also realized tha*l three policemen were hardly adecpiate to handle the 200 or more angry men that stood ready to prevent his crew going on board. He jumped ashore again and soon lele[)honed the stale of affairs to Ca[)lain Dunleaw, who at on(!e dispatched five more officers to the seal of war under command of Sergeant Maboney. THE POLICE ATTACKED. The sijuad went down to the bark on a double-tpiiek, but to their sur[)rise not a sitigle union man was in sight. If thev were out of sight they were not idle, how­ ever. By some means it became known that the scab crew was comitigdown from the .Sailors' Home and they set out on a run to bead them off. It was while thev were awav on this er­ rand that the six officers reached the wharf and went on board the bark. The driver of the wagOn which carried ten men took a rather circuitous route and managed to r<'acb the wharf before the wagon was discovered by the enernv. The poor horse had a big load to pull, as not oidy were? the seven sailors and their bags in the wagon, but Officers Cook, Fllis and McGrath were also seated on top of the load. The driver saw the rnobas they charged the wagon and urged the steed to greater speed, but the nimble-footed sailors bad the outfit surrounded before thegangway could be reached, and began to drag both officers and sailors from the vehicle. One of them seized Officer Cook by ihelegand he was quickly landed on his back on the wharf, followed by Ellis and McGratb, who jumped to his assistance. In an instant the three officers were surrounded bv the mob, manv of them armed with pieces of wood picked up on the wharf, and it seemed as if they would be annihilated. CLUBS ARE TRUMPS. At this critical moment Sergeant Tom Mahoney and his squad rushed down the gangway of the vessel and took a hand in the fun. Their heavy locust clubs rose and fell like clockwork on the heads of the enemy and the crowd of sailors fell back before tbe onslaugbl. At this moment Officer Cook es[)ied the man who had [)ulled him from the wagoii-and be made a rii^h for him. The fellow, a big, burlv colored man, did not flincb wben tbe officfu 's club de­ scended on his head with force enough to break tbe locust in two. He was dazed for an instant and then s<uzed tbe officer in a grip like that of a bear, and before the other offi(;ers could lend a band tbe pair were rolling around in a first-class wrest­ ling match. The rest of tbe mob was (piicklv driven off tbe dock and the non-union men got on board the vessel, while the negro was ca[)tured and placed in irons. riie lines were (piickly cast off and the bark hauled out into t be stream bv the tug amid a vollev of stones from a crowd who ran down on the Beale-slreet wharf. Just as she cleared the wharf a boatful of union sailors shot out from tbe wharf toward the vessel, but the Captain stood on the poop with a Winchester rifle, and, after firing one shot in tbe air as a warn­ ing, he pointed the rifle at the boat and the men did not attempt to get on board. Tbe captured sailor was taken to the station at Fourth and Folsom streets and locked up. He gave his name as Charles Wilson and was full of fight, even when [ilaccd in a cell. He was charged with batterv and disturbing tbe peace. Warrants will be sworn out to-day for tbiiarrest of the ring­ leaders, and, as they are well known to the poli(;e, they will IM; ca[)tured in aday or two. A ' r'- •-'••I" �John A. Asmont, 55, died on Apr. 28. Brother Asmont join­ ed the SIU in 1943 in the port of New York and sailed asaQMED and 2nd assistant en­ gineer. He sailed dur­ ing the Korean War and upgraded at HLS in 1975. Born in Pennsylvania, he was a resident of Endwell, N. V. Surviving is a sister, Alfreda Johnston of Johnson City, N. Y, Pensioner Frank J. Meggie, 79, died of lung failure in Martland Hospital, New­ ark, N. J. on Apr. 22. Brother Meggie Join­ ed the SIU in 1942 in the port of New York and sailed as a chief steward. He sailed 46 years. A native of Panama, he was a resident of Newark. Surviving are two sons, Raymond and Frank, and a daughter, Fucrecia of Rahway, N. J. Pensioner Fideleon C. Damian, 75, died of heart and lung fail­ ure in the San Fran­ cisco USPHS Hospi­ tal on May 23. Broth­ er Damian joined the SIU in the port of New York in 1953 and .sailed as a chief cook. He sailed 40 years. Seafarer Damian was born in Belete, Copi/, P. 1. and was a resident of San Francisco. He was a naturalized U.S. citizen. Interment was in Loyola Memorial Park Cemetery, Manila, P. 1. Surviving are his widow, Avelina; two sons, Felipe and Leonardo, and a daughter, Mrs. Medina D. Recidoro of Manila. Pensioner Wilson H. Deal, 65, died of hepatitis in Tampa, Fla. on Apr. 25. Brother Deal joined the SIU in the port of Tampa in 1957 and sailed as an AB and chief steward. He sailed 46 years and attended an HLS Educational Conference at Piney Point, Md. Seafarer Deal was born in Camden, N.J. and was a resident of Tampa. Inter­ ment was in the Summcrville Cemetery, Dixie City, Fla. Surviving is a brother, Charles of Collingswood, N.J. *7 I Pensioner William p'E. Swilley, 61, died of heart and lung fail­ ure in the Slidell ^ (La.) Memorial Hos­ pital on May 7. Bro­ ther Swilley joined the SIU in 1941 in ithe port of New Or­ leans and sailed as a deck engineer. He sailed 29 years and walked the picket line in the 1961 Greater N.Y. Harbor strike. Seafarer Swilley was a veteran of the U.S. Army. A native of Picayune, Miss., he was a resident of Pearl River, La. Burial was in Pearl River Cemetery. Surviving is his widow, Dorothy. Allen R. Kurtz, 26, died on the ST Po­ tomac (Ogden Ma­ rine) at the Outer Anchorage, Chittagong, Bangladesh on Apr. 17. Brother Kurtz was a 1972 graduate of the Harry Lundeberg School, Piney Point, Md. when he joined the SIU. He sailed as a fireman-watertender when he up­ graded in 1975 and received his "A" Seniority book in 1977. Seafarer Kurtz was born in Chicago, 111. and was a resident of Hawthorne, Calif. Surviving is his father, Elmer of El Segundo, Calif. Pensioner Frank R. Rankin, 73, died of natural causes in Wyckoff Heights Hospital, Brooklyn, N.Y. on Apr. 23. |g||||B^[|HFV[ Brother Rankin . Hjoined the SIU in Ai® 1938 in the port of Baltimore and sailed as a chief steward and steward delegate. He sailed 47 years. Born in Morefield, Ky., he was a resident of Brooklyn. Burial was in Cypress Hills Cemetery, Jamaica, Queens, N.Y. Surviving is his widow, Lee. Pensioner William D. Rinehart, 79, died of lung disease in Franklin Square Hospital, Rossville, Md. Brother Rine­ hart joined the SIU in 1944 in the port of New York and sailed as a deck engineer and firemanwatertender. He sailed 22 years and during World War II. Seafarer Rinehart was born in Williamstown, Pa. and was a resident of Baltimore. Burial was in Morelands Cemetery, Baltimore. Sur­ viving is a niece. Mrs. Marie N. Shook of Baltimore. Hector J. Toro, Jr., 22, died at home in Brooklyn, N.Y. on May 13. Brother Toro joined the SIU in 1974 when he graduated from the HLS, Piney Point, 1 Md. He sailed as a fireman-watertender. Seafarer Toro was born in Brooklyn. Interment was in Cypress Hills Cemetery, Brooklyn. Surviving are his widow, Raquel, and his parents, Mr. and Mrs. Hector and Luz Toro of Brooklyn. Pensioner Enoch Buster Collins, 64, died of heart disease in the U.S.A. Medi­ cal Center, Mobile, Ala. on Apr. 12. Brother Collins join­ ed the SIU in 1939 in the port of New York sailing as a cook. He sailed 46 years and hit the bricks in the 1962 Bull Line beef. Seafarer Collins was born in Jacksonville, Fla. and was a resi­ dent of Mobile. Burial was in Oakland Cemetery, Mobile. Ahmed A. H. TaCfi, 30, died in Tampa General Hospital on May 26, 1977 of injuries sustained aboard the ST Mount Explorer (Mount Shipping ). Brother Taffi joined the SIU in the port of New York in 1971 sailing as an OS, wiper, and in the steward de­ partment. He took the Lifeboat Course at the HLS, Piney Point, Md. in 1975. A native of South Yemen, he was a resident of Houston. Surviving are his widow, Camelia, and a son, Jose, Pensioner Floyd H. Smith, 66, died in New Orleans on Apr. 16. Brother Smith joined the SIU in 1938 in the port of Mobile sailing as a fireman-watertender for the Alcoa Steam­ ship Co. in 1953 and for the Delta and Bull Lines. He sailed 36 years and dur­ ing the Korean and Vietnam Wars. A native of Oklahoma, he was a resident of New Orleans. Seafarer Smith's re­ mains were given to medical research. Surviving is a daughter, Mrs. Terry S. Breaux of Kenner, La. Pensioner .FMit Giller, 74, passed away in Baltimore on Apr. 12. Brother Gil­ ler joined the SIU in 1944 in the port of New York and sailed as a bosun. He was a survivor of the sunk­ en SS Issak Shelby torpedoed in World War II. Seafarer Giller hit the bricks in the 1958 Bull Line beef. A native of Russia, he was a naturalized U.S. citi­ zen. He was a resident of Steelton, Pa. Surviving is a stepson, Leroy M. Tepsich. Sr. of Middletown, Pa. Recertified Bosun Alfred R. Sawyer, 57, died of cancer in the Norfolk USPHS Hos­ pital on Mar. 30. Brother Sawyer joined the SIU in . -• 1943 in the port of ^ Norfolk. He had sailed for 40 years. He sailed for the American Coal Shipping Co. in 1957 and for McAllister Brothers in Norfolk in 1969. Seafarer Sawyer graduated from the Union's Bosuns Recertification Program in September 1975. Born in Norfolk, he was a resident of Chesa­ peake, Va. Surviving is his widow, Lena. Edward C. TiesI, Sr., 52, died of nat­ ural causes in Philadelphia on Feb. 21. Brother Tiesi joined the Union in the port of Philadelphia in 1973 sailing as a relief cook on the Tug Trojan (Inde­ pendent Towing) from 1975 to 1977, the Interstate Oil Co. in 1975, and for Curtis Bay Towing from 1973 to 1975. He was born in Philadelphia and was a resident there. Interment was in Holy Cross Cemetery, Yeadon, Delaware County, Pa. Surviving are two brothers, Joseph and Albert, both of Philadel­ phia. A Seafarer Is Buried at Sea Pensioner Moses A. Lucas, 83, passed away on May 9. Brother Lucas joined the SIU in 1939 in the port of New York and sailed as a chief steward. He sailed 52 years. Seafarer Lucas was born in South Carolina and he was a resident of Hyannis, Mass. Surviving is a daughter, Mrs. David (Elisbeth) C. Greene of Hyannis. Oscar R, Saar, 64, died of a hemor­ rhage, at home in Brooklyn, N.Y. on Mar. 26. Brother Saar joined the SIU in the port of New York in 1968 and sail­ ed as an AB. He was born in Estonia, USSR and was a naturalized U.S. citizen. Cremation took pla ce at the Greenwood Crematory, Brooklyn, Surviving is a brother, Ludvig of Baltimore, Draping the American flag over the ashes of the late Seafarer Herman D. Burger recently are (I. to r.): AB Willis Gregory; OS George Bowden; Chief Steward John Moggie, and Pantryman Robert Mateo. After a burial service at" sea on board the ST Overseas Traveler (Maritime Overseas) attended by all crewmembers, Capt. D. Richards put the departed's remains over the side. Brother Burger's last request was "that his ashes be blowing to the wind at sea and that his ashes be put on the sea." Recertified Bosun Arne Hodve then asked for one minute of silence for all the brothers that have passed away as well. 30 / LOG / July 1978 :ar »T- .ir- ;iivjriaPiui#«»AiSVkJt'iari'iig6aF»;iel-2ieiT^RacSfle*f*B3iP2C �HLS UPGRADING CLASS SCHEDULE 1978 Below is complete list of all upgrading courses^ and their starting dates, that are available for StTJ members in 1978. These include courses for deep seOtGreat 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) 994-0010 July 1978 / LOG / 31 �Your Name Shouldn't Be on This List The SH}*8 Data Center at Headquarters in New York reports that a total of 837 SIIJ members have no address listing on file with the Union, Printed below is a complete list of these names accompanied by the member''s Social Security number. If your name appears on this list, please contact the SW Data Center informing them of your correct address as soon as possible. You may do so by writing, SIV Data Center, 275 20th St., Brooklyn, N.Y. 11215. It is extremely important to have a correct address on file since the Union makes regular mailings to SIU members concerning your jobs and benefits under the Seafarers Welfare, Pension and Vacation Plans. Abadi, H. Abbott, V. Abdo. A. Abdulla, A. Abdulla.F Abrams, A. Jr. Abshire, J. Acord, F Adams. A. Adams. J Adorno. A. Aldridge F Alexander. A. Algabri. A Algarin. G. All, H Alicea. M. Anderson, A Anderson. F Anderson, T Andicncehea, J, Antoine. L. Armer. G Arnlleaux. T Arriola, T. Jr. Asbridge. R Ashwortti. W. Asurnarl. 11. Atwell. A, Aumiller, R. Babbitt. W Baez, V Baler, E Bailey. W. Bailey. P. Baker. W. Baker. R, Balagtar, Iy1. Balbin, T. Ballard, D. Ballay. R. Banang, N, Banta, H. Jr. Barnard, E. Barrial, P. Barth, W. Bartholmey, S. Baugh, S. Bausch, J. Beale, R. Beamon, J. Jr. Becraft, R. Behrens, C Belcher. V. Belcher. J. Bell.S. Benedict, J. Benedict, F. Bennett, J. Bennett, S. Berger, S. Berlando, J. Bermudez, C. Berry, C Bethel, E. Beyette, S. Bigley, M. Billiler, M Biondo, J. Bishop, P. Blackwell, A Blanchard, W. Bobenia, G. Bodge, J. Bodie, A Boland, J. Booker, W. Boone, D. Born, B, Botana, J. Boykin, J. Brady, G, Bray, B Bray. J. Brazzell, J Brengle. J. Brennecke. 0. Breuning. D. Brewer. E, Broadus. E. Broadway, J Brooks. S Brooks. W Brown. R. Brown. A Brunet. A Buccioni. V Buckley, W Burch. W Burdick. R. Burnette, B. Burnsed, H 126-46-2467 Burrells, R. 465-68-8493 Burroughs, R. 283-36-4318 Butts, W. 050-44-0815 Butts, S. 545-94-3892 Byrd, J. 422-14-7648 Calebaugh, P. 138-36-0406 Callicotte, J. 459-02-9106 Calogeros, D. 230-94-5573 Camacho, A. 435-60-0117 Campbell, T. 581-92-7929 Candelaro, R. 428-12-1278 Cantrell. R. 223-58-6066 Capraro, E. 371-64-6726 Carawan, D 580-94-4396 Carbone, S, Jr Carlson, C. 050-46-3919 112-42-0789 Carroll, C. Cartwright, G. 080-26-6054 514-18-4345 Casey, C. Cashman, R 223-72-0950 Cassidy, R. 518-56-7157 438-01-2500 Cavanaugh, J. Chadwick, A. 456-62-1135 Chavez, V. 438-96-6059 Cherry, C. 453-06-0216 Chestang, D. 403-78-4526 Chestnut, J. 411-48-5713 Chevalier, N. 571-76-4579 Christenberry, R. 266-38-6243 Cintron, M. 312-18-9412 314-24-0163 Clark, J. Clark, L. 584-42-3053 Clark, T. 383-09-5103 Clary, J. 299-50-1721 496-20-9943 Clasen, C. Clemmons, 1. 412-82-1399 302-20-0150 Clifton, W, 570-62-5712 Cognevich, R Cnlburn, G. 586-60-4125 Cole, R. 235-78-2885 437-56-2343 Collet, R. 554-98-1429 Collier, H. 458-26-2451 Colon, R. 222-32-5923 Compton, R. Conde, R 219-22-0659 Connor, E, 186-09-9632 Cook, J. 458-06-8413 Cook, D. 025-40-2504 Cnnley, J 336-50-1.584 Cooper, G. 231-16-0399 Cosme, R 538-54-2024 Cossetti, D. 315-20-1668 113-18-9728 Costango, F, Costello, A. 218-42-4834 Cottongin, F. 228-38-8004 Couch, R. 056-18-4491 Cox, J. 438-34-5506 Coyle, R. 436-50-9300 .263 64-8938 Coyle, D. Crabtree, B. 241-74-2556 Craig, G. 057-01-4681 229-82-6845 Grain, K. Crawford, S. 584-80-5745 Crespo, C. 423-30-8027 173-28-0145 Crews, F. Crews, J. Jr. 381-60-6820 Grumpier, F. 214-48-6791 Cruz, A. 233-24-1799 Cumbest, W. 019-28-6341 Cunningham, J. 006-20-6590 Cuirie, J. 423-50-3505 Cutrer, 1. 238-82-6218 Dalhaus, C. 226-72-3781 Dangelo, R. 037-24-9926 Darson, L. 422-48-9716 Davidson, E. 493-24-8794 Davis, G. 488-32-1066 Day, L. 203-26-2638 Decker, C, 456-06-0487 Dees, H. 067-24-9121 Dellanavy, J. 555-96-7061 Delosreyes, J. 712-05-9538 Denhert, H. 539-56-8854 Derossett, A. 221-28-5018 Desmond, P. 255-36-8781 Destacamento, J. 262-84-2364 Devereaux, E. 439-98-3257 Diaz. D. 579-58-4246 Diaz. C 535-12-5926 Dickerson. D 449-66-1171 Dimarco. A 437-04-8093 Diosco. J. 257-42-9018 Ditomo. L. 717-10-6426 Dixon. R. 410-01-9036 Dokulil. D. 452-13-7808 Donlevy R 436-56-9876 Donnelly. J. Jr. 000-00-0002 Doyle. T III 378-16-3699 Dragazis. A. 247-54-1165 Drewes P. 416-22-6163 Dronet. A. 432-48-0701 Duggan. C. 259-40-9874 32 / LOG / July 1978 422-70-8032 517-66-6839 266-58-4080 456-27-5176 237-38-9846 214-26-8672 462-36-4628 077-24-9341 580-58-9643 437-56-6294 584-50-6670 587-07-2312 036-22-2204 256-13-9024 581-60-6511 422-05-6529 465-72-0104 366-62-8142 402-46-1868 024-26-3595 413-78-9507 565-40-8242 460-94-5164 097-18 2541 456-28-5674 419-76-8858 419-26-6541 583-80-9562 555-28-2830 212-28-5345 418-66-1671 434-10-0251 435-60-0608 552-92-2643 435-88-4092 418-46-1797 267-20-8097 436-72-5109 438-82-1690 232-72-8316 092-12-4690 405-38-8005 582-05-8446 224-26-5038 070-26-8892 555-60-5255 030-14-7852 547-56-0044 423-42-0812 452-28-4129 581-56-7792 066-22-6678 222-14-5609 547-03-1539 417-42-3828 450-74-0320 452-21-7988 204-36-0736 083-18-4036 240-52-9562 548-36-5226 266-19-9600 433-48-7618 014-20-2875 244-26-5905 421-20-9158 229-16-1359 055-22-0147 266-90-2664 142-56-1181 265-94-6843 436-18-4709 450-04-2574 131-20-0968 471-70-1277 448-01-8091 456-02-2873 461-96-4293 155-20-4557 421-20-4556 552-32-0088 124-14-0266 104-20-7410 264-16-7186 547-76-0882 097-18-8325 022-12-0379 056-18-8575 582-68-3240 425-96-6656 424-60-9385 433-28-9615 200-10-6709 704-01-5739 175-48-9797 390-44-8378 461-54-0736 436-66-3897 099-44-3145 079-20-4426 587-50-8821 700-18-9277 Duhon. R. Dunn. R. Duracher, H Durham. H, Dykes. A, Eimar, l\/l. Ellard.J. Ellette, D. Elliot, D. Elliott, B. Elmatrahi, N. Embrey, D. Escobar, C. Evans, C. Evans, R. Fairall, G. Fakiroglou, S. Faroun, A. Farrow. R. . Fcgan, D. Felts. C. Ferguson, J. Feris, B. Fernandez, B. Field, fy/l. Fielding, 0. Fiesel, J. Flader, D Flemming, R. Flores, R. Flynn, F. Forbes, J. Fountain, R. Franceschi, J. Fracne, F. Frazier, H. Freeze, A. Friend, C. Fuller, L, Jr. Galicki, H, Gallowitz, C. Garcia. C. Garcia, E. Garrett, D. Gatcwood, D. Gay, l\/). Gentry, H. Gharama, A Gibbs, G. Gibbs, D. Gibson, J. Gibson, F. Gilbert, D. Gilbert, D. Gilchrist, C. II Gillikin.W. Gilliland.E.Jr. Glisson, W. Glover, J. Godeke, K. Coins, S. Gonzalez, C. Gonzalez, H. Goodhue, W. Goodman, IVI. Gorman, J. Gould, M. Goza, J. Jr. Grace, R. Grant, C. Gray, C. Gray, R. Gray, P. Gray, E. Sr. Grayson, W. Greeff, L. Geene, H. Gremillion, J Grice, R. Griffin, R. Griffin, J. Grima, V. Groben, R. Groom, B. Grosso, R. Guerin, R. Guerrero, 0. Guidry, R. Guillory, C. Gutierrez, C. Haas, 8. Hackenberg, D. Hagan, T Hageman, J. Hagner, J. Haley, C. Hall, J. Hall, C. Hall.R. Haller, J. Halsey, J. Hammers, H. 436-08-7749 096-30-8372 439-50-4250 462-28-2476 411-62-4333 547-38-4114 462-26-2761 446-46-5212 530-25-5332 466-92-2666 129-32-6989 350-30-0228 584-42-0723 261-11-2725 550-74-7640 568-46-3823 337-48-2009 070-24-2963 228-20-5503 416-12-9402 404-30-6473 264-04-6832 465-28-3199 586-01-7554 416-58-7213 463-16-0650 547-38-2241 224-88-6054 195-50-6056 581-94-9095 529-68-1145 421-26-2579 587-42-9944 558-62-3986 141-20-0552 252-12-2818 484-28-4783 494-38-8731 452-74-2720 157-20-5585 082-44-5611 055-24-3918 584-62-9989 267-06-5608 240-26-2970 266-08-0062 263-70-1379 563-19-1809 158-60-8459 237-74-1667 237-44-6079 438-16-0172 081-38-3116 408-76-7583 463-68-7249 237-52-8734 491-05-9635 452-05-1355 456-48-3112 452-30-1179 410-20-7868 099-20-7158 581-48-0008 020-12-0769 437-07-7258 099-20-2928 438-76-2752 587-94-0065 562-86-9452 258-07.6635 456-84-6108 433-64-5501 149-32-9537 438-42-7445 456-26-0167 086-22-7751 047-22-9231 438-06-4563 375-30-0816 310-40-3638 454-02-7667 140-24-6474 199-36-0451 264-26-4224 563-98-1331 093-14-7902 547-32-8459 434-94-6907 437-30-3220 463-92-7286 587-90-3514 541-28-4278 486-64-1179 150-52-9527 198-44-5545 467-06-7579 416-80-9942 423-34-3024 263-48-0359 155-48-4282 228-74-8670 405-14-5022 Hampson, W. Hannon, R. Harbison, G. Hardy, R Harper. A. Harper. V. Harris. E. Harris, J Harris. W Hart. 8 Hatzigianis. E Hawkins. H Hawthorne. E Heald.C Jr Hearn. N. Jr Herbert, C. Herbert. J. Heilman. D. Henderson. H. Hendrix. E. Henkle. T. Hernandez. S. Hernandez. V. Hester. C. Hickman. J. Hicks. J. Hireen. B. Hodges. C. Hoitt. E. Jr. Holmes, R. Holt, W. Hood, E. Jr. Hopkins, L. Horger, T. Horvath, R. Howard, E. Howell, D. Hubabi, A. Hudson, R. Hughes, J. Jr. Hulsart, T. Jr. Hunt, K. Hyatt, V. Iglesias, E. Jackson, Ivl. Jackson, J. Jaegle, D. James, G. Janulu, E. Jenkins, D. Johnsen, C. Johnson, C. Johnson, G. Johnson, C. Johnston, C. Jones, B. Jones, J. Jones, 0. Jones, R. Jones, IVI. Jones, C. Jordan, J. Judd.W.Jr. Kaid, S. Kamedra, A. Kammet, H. Kampfmueller, F. Katsos, J. Keenan, T. Jr, Kendrick, D. Kennedy, C. Keramidas, K. Ketchbaw, D. Keys, L. Kilbride, T. Kimbrough. W. King, P. King, G. King, R. Kirk, B. Kittrell, E. Knight, A. Knight, W. Knox, J. Kohut.W. Kornmeier, ivl. Kowalski, A. Kukowski, T. Kusmierski, J. Kyle. R. Labit, J. Ladner. T. Lagrone. A. Jr. Lambis. P. Lampert. B. Landis. R. Lane, T. Lary, C Latimer, J. Lauricella, L. Lawrence, L. Lebda, F. 123-22-0198 422-54-9490 139-46-2327 455-58-4074 416-96-3868 393-16-6118 302-16-2982 461-18-7742 293-48-6777 216-68-8024 087-30-6741 303-42-0441 263-70-0612 110-44-5869 179-24-2123 439-89-9103 439-16-2845 157-26-5782 439-60-4721 231-86-4910 543-24-8401 118-20-5815 438-70-9565 249-44-7150 202-28-9998 420-78-0026 073-34-6937 459-46-7496 001-26-4198 238-86-1154 451-67-1081 457-11-4200 215-03-7504 457-27-3574 271-26-6626 265-44-8971 264-08-3212 075-34-0284 194-18-0406 433-11-6585 456-94-5342 268-30-9780 337-14-1685 583-42-8945 439-30-5581 465-58-1861 296-14-0270 437-90-0033 565-66-2651 449-92-6095 498-18-4117 495-64-9637 296-32-0286 412-20-1021 222-05-9737 459-68-8778 436-60-9763 452-62-0549 213-36-3636 413-80-6710 053-36-1923 235-82-6639 433-92-8693 109-34-3304 163-18-4834 062-22-8393 227-66-7092 013-12-1270 . 147-48-3308 279-34-9510 423-72-7888 016-36-1917 372-46-5794 495-58-0900 148-36-2113 402-56-0784 426-46-9200 451-05-8070 587-60-6779 444-56-8870 417-22-1710 223-64-5841 568-44-5173 421-32-4854 206-20-2849 289-40-7204 368-46-8257 170-40-8994 214-24-1795 325-38-9696 451-15-3737 425-06-5433 427-16-9974 236-42-8759 082-36-8617 550-66-1152 426-50-0937 450-29-5589 453-26-9347 433-92-5772 231-44-6087 087-22-2258 Leboeuf, A. Leclair, J. Leclerc, A. Ledermann, S. Ledet, D. Ledet, L. Ledet, C. Lee, L. Lee, C. Lee, J. Leech, J. Jr. Leicher, D. Lillie, W Lindsey, A. Lineberry, C. Lofton, R, Long, D. Lope,A, Lopez, J. Louviere, S. Lugo. F. Lynch, S. f\/lace. B. Madden, P. Madera, G. Mainer, B. Malave, F. Malave, J. Maldonado, W. Maldondo, A. Maneely, M. Mangini, R. Manint, E. Marchisio, J. Mareno, H. Marshall, G. Martin, J. Martin, W, Martin, L. Mathews, G. Mates, G. Mattingly, R. Mazouz, M. McClelland, J. McCormick, H. McCormick, J. McCormick, K. McCoy, L. McCullough, E. McDonald, L. McDuffie, T. McDuffie, F. McFadden, M. McGee, T. McHorney, W. McHugh, S. Mclntyre, J. McKinley, C. McLendon, E. McNeely, D. McRae, V. Medina, L. Meinke, R. Mejias, C. Mekosh, J. Menz, K. Meredith, R. Meuser, W. Miller. M. Miller, J. Miller, R. Miller, F. Miller, C. Miller, J. Minnier, D. Missing, M. Missing, M. Missing, M. Molina, G. Montague, E. Montenegro, A. Moore, J. Moore, W. Moore, M. Moore, W. Moore, H. Morera, C. Morgan, M. Morgan, D.Sr. Morris, E. Morris, C. Morton, S. Mushin, M. Muirhead, W. Mullally,J, Mullins, S. Mulvihill, J. Murphy, M. Murphy, J. Murshed, H. Musiad, A. Naklicki, F. 433-16-5175 033-40-2682 242-62-0515 225-74-8250 438-96-4101 438-02-5478 439-88-6287 425-17-8646 : 216-34-9970 099-26-0213 458-96-9200 439-17-6299 721-10-5322 026-22-5434 422-44-1442 427-82-9281 423-68-4827 586-60-7465 129-34-2286 459-08-9227 072-20-7967 222-42-2713 094-09-1857 347-40-2977 583-24-6502 460-92-8612 580-20-6524 580-20-6521 580-20-1619 079-22-0803 452-04-2928 584-20-4700 433-86-3858 460-02-9073 587-62-4454 467-96-0784 175-42-4551 435-88-9346 254-40-1849 262-17-5530 580-52-5171 405-62-2598 578-66-4500 265-34-9940 264-32-4922 233-32-5233 222-42-8452 423-58-1937 183-20-6873 458-62-4399 422-54-6251 421-74-3629 267-08-9213 457-29-6078 264-56-0552 438-09-3103 438-64-8622 456-78-2289 267-42-6084 434-80-4372 587-14-6953 105-22-8325 274-36-6576 580-80-9686 191-28-2236 493-62-4855 556-28-9884 512-52-9984 230-94-5902 263-22-9452 239-22-9386 434-24-3588 142-12-5358 587-50-8574 261-84-8308 000-03-0704 000-03-0209 000-03-0134 460-46-9183 048-12-6265 096-48-8397 449-23-2433 421-20-1894 119-40-9734 287-38-8670 420-28-7850 439-72-4075 264-68-0452 299-36-9138 466-38-2973 288-94-6831 436-66-4558 098-30-1667 587-44-0440 023-22-5165 441-24-3044 048-58-5796 224-86-4026 223-26-8615 072-34-2990 561-13-8010 048-12-4055 �Bradford Island Committee Erna Elizabeth Committee -m.. •J i, SI i Here's part of the Ships Committee of theSrSracytorP/s/anP(IOT)ata payoff on June 15 at the Exxon Dock in Bayway, N.J. They are (standing I. to r.) Steward Delegate Derreil Reynolds, Engine Delegate Paul Hanley and (sitting I. to r.) Deck Delegate Allen Campbell and Bosun E. Wilson, ship's chairman. Continued from preceding page f Nelms, L. Nelms, R. Nelson, S. Neu, 0. Newton, C. Nipper, D. Jr. Nixon, L. Nobles, J. Norris, A. Northrope, 1^. Nunez, V. Nunez, F. Nuttig, H. Nysia, C. Oakley, 0. Obaid, M. Obryan, K. Oconnell, D. Odom, 0. Odom, J. Odonohue, fyl. Ohara, J. Olderich, C. Olsen, H. Oneal, A. Ortega, A. Osburn, K. Oshaughnessy, C. Oshea, D. Osinski, Z. Osmond, 0. Overton, G. Owen, 0. Owens, C. Owens, B. Pacewicz, S. Pacheco, J. Pacheco, H. Packer!, A. Padgett, M. Padilla, S. Paloumdis, G. Parker, R. Parrish, J. Patty, E. Pearce, W. Peitrowsky, A. Perez, G. Perry, M. Jr. Petitpierre, fvl. Phillips, L. Jr. Piccionetti, M. Pickeries, J. Piechockf, S. Pierce, G. Pierce, R. Pindar, J. Piteris, M. Pitre. R. Plaisance, S. Plash, S. Ill Pollock, A. Postel, J. 265-08-6725 264-34-6318 458-04-8586 125-18-6158 422-26-5985 231-30-1437 452-74-4191 438-76-2496 420-10-8623 423-14-3453 539-42-8669 119-40-9609 559-50-9685 557-28-5277 120-50-7538 127-34-2664 267-19-6935 555-16-8125 416-40-6881 419-84-7066 499-68-6490 202-16-7207 025-42-7590 457-58-7497 217-26-0079 060-26-5384 232-20-8613 159-28-7094 423-62-1973 556-26-1570 568-74-7671 456-70-0073 435-40-4190 435-22-8335 246-12-4437 163-20-1067 095-22-1592 454-42-8206 130-03-9097 554-26-6917 133-22-4049 092-46-6488 436-46-1245 255-46-0682 436-44-9999 084-14-9873 172-24-1434 050-28-1234 039-09-5260 560-82-6561 436-58-0673 181-50-7061 430-34-5643 219-28-8840 225-28-8127 086-22-3625 145-46-7979 129-42-0442 439-72-8614 436-40-8127 467-19-8195 429 28-5847 463-94-0641 Potter, J. Potter, L. Powell, E. Prats, N. Prehn, W. Prehn, J. Pressley, E. Prevail, C. Price, B. Pridgen, W. Pruitt, J. Pugh, G. Purser, J. Guiles, H. Quinones, G. Quinones, N. Quion, B. Rader, J. Rainey, H. Ramirez, L. Ramirez, R. Ramos, J. Ramos, R. Ramos, R. Rankins, A. Rebollo, J. Reed, M. Sr. Rhoads, R. Rice, L. Richardson, G. Ridgeway, H. Rigby, H. Rinaldi, L. Rios, J. Rivas, N. Rivera, J. Roberts, C. Roberts. iH. Robinson, J. Robinson, J. Robinson, A, Jr Rogers, C. Sr. Rodriguez, 0. Rogers, G. Rojas, 0. Roman, L. Roman, A. Romano, fvl. Rood, D. Rosario, R. Rose, R. Rosen, G. Ross. T. Ross, R. Jr. Rosser, J. Russell, R. Russo, A. Ryan, G. Saar, 0. Saddy. G. Saeed, S. Salametes, J. Salazar. J. Saleh, 8. Salthrez, W. Sanchez, P. 246-68-0166 312-50-5160 453-50-7592 123-26-8394 229-86-4452 217-58-1338 401-20-7346 265-10-4997 226-34-4059 092-16-3394 229-54-6852 262-60-8397 231 -66-6489 099-32-5298 085-44-3096 127-22-8811 586-60-3364 575-62-5501 428-74-9225 438-06-7278 571-60-3323 583-09-5221 581-07-0271 129-42-0837 422-03-0316 582-76-7338 451-30-8326 446-46-4766 377-24-0023 419-20-3085 424-03-5203 419-44-3024 045-09-3462 074-40-9617 466-24-2847 581-36-3099 461-18-4025 460-22-1865 413-78-2934 251-22-2420 054-46-5397 453-24-7586 583-62-4150 156-44-4584 120-24-5851 580-42-1030 581-66-1288 110-32-5937 508-03-6078 112-44-6037 587-50-4018 184-46-4995 072-10-9630 421-94-7092 433-13-7535 561-24-9793 164-16-1888 456-35-3800 063-22-5699 437-52-5814 551-04-1302 041-52 5397 582-86-0919 050-46-8397 104-20-3973 085-44-0393 Sanchez, L. Sanders. B. Sanquiche, V. Santana, B Sarmento, F. Saucier. L Sayers, K, Schardein, E. Schemm, G. Schemm, R. Schilders, W. Schleier, R, Schmitt, A. Schneider, K. Schoenstein, J. Schuffles, B. Schuster, S. Scott, R. Scully, J. Sears, L. Sekella, E. Sepulveda, R. Shackelford, W. Shands, W. Shariff, M. Sharp, G. Shepard, E. Shiflett, G. Shircel, C. Short, J. Shurley, T. Shurley, J. Jr. Sidney, D. Simmons, J. Simons, R. Simpson, M. Sinush, E. Siverd, K. Slagle, J. Slater, W. Jr. Smallwood, R. Smith, W. Smith, B. Smith, R. Smith, J. Smith, T. Smith, H. Smith, C. Smith, R. Smith, R. Smith, J. Jr. Smith, W. Jr. Snowden, T. Solis, J. Somers, J. Sorenson, O. Soutullo W. Jr. Spalding, N. Spears, M. Spell. J Spencer, H Spe.-ry, F Jr. Splane, B. Spodar, J. Staab, Ivt. Stack, F. At a payoff early last month at the Hess Oil Dock in Houston are some of the Ship's Committee of the ST Erna Elizabeth (Hudson Waterways) of (I. to r.) Chief Pump­ man William Bealty, educational director; AB Spencer Lyie, deck delegate; Chief Steward Bob Fletcher, secretary-reporter and Wiper Daniel Bolerio, engine delegate. 583-48-2166 Slallings, T Jr Stanley, W Starrett, R. Steadham, G. 080-20-7196 Stephens, J. 436-94-2427 Stephenson. R. 371-58-1304 Stewart, L. 130-24-7867 Stewart,!. 465-30-9510 Stone, E. 190-14-8515 Storey, W. 452-98-2655 Straley, J. 113-30-4576 Strawn, J. 438-60-8816 Strickland, F. 438-98-0637 Stroh.M. 125-40-6611 Stubblefield, P. 019-50-4722 Sulentic, S. 397-22-5355 Sullivan, J. 434-68-9935 Swanson, A. 012-22-6052 Sylvester, R. 262-56-9878 Szeibert, S. Talbot, J. 193-32-7609 Talcott, G 581-38-9334 559-72-2929 Tanner, R. Taunton, B. 491-72-0619 385-52-9309 Taylor, G. 478-22-6649 Taylor, T. Jr. Teller, N, 106-44-7735 TennanI, W. 215-35-8651 369-03-9457 Thomas, M 223-34-2374 Thomas, P. Thomas, L. 453-11-0402 Thomas, R. 460-19-6351 003-22-9446 Thomas, R. 229-64-0632 Thomas, R. Thomas, F. 135-48-5628 Thomas, J. 104-44-4773 Thomas, G. 215-28-8469 Thompson, H. 433-86-4520 Thompson, A. 407-46-4283 422-42-4517 Thompson, M. 158-32-4757 Thompson. D 223-05-5507 Thompson, D. 384-58-2932 Thompson, P. 322-14-6994 Thorsteinsson, J. 301-30-9590 Tiesi, E 369-22-7522 Tillman, D. 242-32-4493 Tilt on, M. 564-34-8497 Timmons, F. 424-90-6686 Tingle, D. 096-44-2735 Toelle, A. Tofano, R. 423-52-6186 Torres, J. 264-58-2961 Torsch, J. 055-30-0126 Tousignant, A. 300-26-7540 Trail, E. 056-20-3012 Treamer, A. 701-10-3768 Treddin, H. 417-74-6539 Tremel, H. 303-48-9525 Triche, R. 359-50-7942 433-34-7141 Trinidad. G. Trotter. A. 466-92-3469 Truenski, 0 439-14-7354 Tuberville, A 439-02-6646 Turay. G, 188-14-9162 Tyler. G. 404-84-8912 Tyler, D. 560-68-9191 587-84-6795 582-22-7970 058-50-4505 225-.56-464.5 405-58-7557 578-03-1745 439-80-1287 469-92-8159 005-14-5285 438-80-0475 494-60-3387 266-90-1068 439-84-8221 281-12-2750 432-80-7119 567-07-0725 374-66-6641 400-42-9843 479-03-9927 505-34-4054 125-32-5869 093-26-6856 152-40-0101 166-16-3783 291-12-2604 013-14-6520 263-88-2087 230-01-9901 231-44-7176 453-88-1349 541-12-8531 456-44-0543 462-44-1126 361-21-7185 085-44-9568 262-46-1785 262-01-9644 215-14-6521 217-30-9121 581-84-2444 444-32-4158 439-05-3124 434-48-1472 213-28-3254 240-44-5747 050-20-0781 099-30-5746 198-12-8883 217-62-9143 456-16-1898 229-38-6031 227-82-2141 255-82-8717 123-54-9362 220-22-1578 403-50-5454 048-14-4410 311-16-2962 003-09-5224 422-46-1676 313-52-2862 435-02-0359 580-20-2920 57.'?-30-4218 150-12-7869 421-76-7658 537-60-2055 218-30-5492 563-62-9138 Tyler, R III Updyke, M. Urriola, J. Valdes, E. Valentine, P. Vanhorn, D. Vannatter, D. Vasquez, R. Vasquez, A. Vassilikos, A. Vaughn, F. Vaughn, D. Venzon, R. Vergara, R. Victory, E. Vilanueva, I. Villalba, R. Vinson, W. Vogel, J. Vola.O. Wagner, J. Wakefield, R Walker, E Walker, K. Walton, J. Ward, J. Weaver, H. Weaver, L. Webber, J. Welch, J. Wells, J. Wescovich, T. West, N While, H. White, G. White, R. Whitely, F. Whitely, J. Wilgus, J. Wilisch, E. Jr. Wilkins, G. Williams, R Williams, L. Williams, R. Williams, K. Williams, W. Williams, O. Williams, 0. Williams, J. Williams, L. Jr. Williamson, C. Williamson, H. Willkomm, J. Winfield.L. Witte, J. Witter, M. Jr. Woods, G. Wray, J. Wyatt, W. Wysocki, J. Ygama, A. Yocom, G. Young, J. Young, T, Jr Young. B. Jr Younghlood, W 263-04-5699 203-38-1469 529-78-2552 082-12-3119 433-30-7684 2.56-30-0495 230-74-0477 113-36-2655 449-28-8330 219-58-6255 •412-38-6200 226-88-1958 586-60-2508 582-40-3095 492-35-3923 581-88-9031 580-30-2394 400-66-7278 121-18-1576 079-20-6125 406-46-9230 457-20-8073 237-14-7778 449-25-1764 203-18-6763 428-40-8744 256-28-5578 417-76-8577 461-52-5549 268-66-7521 365-34-7175 417-62-9917 587-78-5833 226-34-0546 158-09-1505 297-07-6903 540-72-5492 243-62-9825 274-20-4824 215-68-9247 230-56-1431 220-20-3410 213-32-9114 490-62-4312 464-56-9759 031-20-1114 428-50-2176 438-48-4166 436-90-1602 422-54-6451 242-34-0952 229-16-0549 433-70-7867 277-72-5737 264-78-5675 254-92-7724 460-46-9049 333-44-1637 229-50-2716 375-58-6805 561-38-5368 452-26-1224 422-36-2642 185-40-9438 239-40-0304 438-76-5885 July 1978 / LOG / 33 �The Harrv Lundeberff "=^3' School of Seamanship *'t or a better job today, and job security tomorrow. A Chorus Line? Not quite the Rockettes. But then again, could the Rockettes fire a boiler? Either way, this undaunted group of would-be stars are a recent class of Seafarers participating in an FOWT class at the Lundeberg School. They are, front row from the left; Ken Moyer; George Varn; Ed Babola; Chuck Drury; Dave Frazier (instructor); John Oberson; Rick Cavender; Mitch "Kid" Samuels; Kirk Landry; Caro Tenteromano; Robert Orloff; Norman Geno, and Ted Bessent. Back row from the left are: W. B. McCants; Mark Paterson; George Dolan; R. Vranish; William Slayton; Andy Pandolfo, and Ray Bryant. Gourmets Three! Don't expect pheasant under glass from these three new assistant cooks, but you won't go hungry either. The recent grads of this Lundeberg upgrading course are, from the left: Philip Parisi; Robert Vance, and Frank Sirignano. •' 14 Have It Down Cold Able for Anything Now This group is ready to take jobs on an LNG ship after completing the LNG course at the Lundeberg School. The 14 Seafarers, who learned about cryo­ genics (the study of very low temperatures), are, front row from the left: Thomas Fleming; Everett Delande; John Fedesovich; Thomas Reading; Jack Rhodes, and Luciano Alfeo. Back row from the left are: Paul McMahon; Freddie Horn; Richard Fanning; Herbie Benzenberg; Leroy Fansler; John Wilson; Robert Marrero, and Billy Mason. This group of 18 Seafarers are ready to ship able-seaman now after complet­ ing the Lundeberg School upgrading course. They are, front row from the left: Howard Herolo; Mohamed Muthana; Ramzey Nasser; Kenneth Glaser; Santohir; Seied All Seied; Lorenzo McElroy, and Abdo Fotaih. Back row from the left are: Mark Emery; Dave Ferguson; Juan Sanchez; Larry Clement; Brendan Murphy; Don DeVlierger; Marshall Novack; Allan Hitt; Greg Hamil­ ton, and Dave Knuth. ' 3 Take Welding Course Five more Seafarers have gotten their welding endorsements through the Lundeberg School. They are from the left: Larry Gordon; Larry Gayle; Mark Freeman; Jim O'Meara, and Manuel Domingos. • 34 / LOG / July 1978 •X^ 9 Firemen, Oilers A recent class of Seafarers upgrading to FOWT poses for pix. They are, seated from the left- John Carr; Paul Russell, and Steve Bigelow. Standing from the left are: John Keough; Danny Johnson; Richard Parrish; Don Willy; Mike ' O'Toole, and Sean Mackey. �Legal Aid In the event that any SIU mcmhcrs have U'ftal problems in the various ports, a list of attorneys whom they ean eonsnit is being published. The mem­ ber need not ehoose the reeommended attorneys and this list is intended only for informational purposes: The following is a list of reeom­ mended attorneys throughout the United .States: NI-:W YORK, iN.V.—Schulman. Abarbancl Schlcsinucr 350 Filth AvcniiL' New York. N.Y. 1000! Tele. ^(212)279-9200 BALI IMORi:, MI).—Kaplan, Heyman, Grconberg, Engclman & Bclgrad , " Sun Life Buikling Charles & Redwood Streets Baltimore. Maryland 21201 Tele. #(301/539-6967 HOUSl ON, TLX.—Combs. Archer & Peterson Americana Building 811 Dallas Street Houston. Texas 77002 Tele. #(713)659-4455 TAMPA, FLA.—Hamilton, Douglas and Bennett, P.A. 2620 W. Kennedy Blvd. Tampa, Fla. 33609 Tel. #(813) 879-9482 SAN FRANCISCO, CALIF.— John Paul Jennings, Henning and Walsh 100 Bush St., Suite 1403 San Francisco, Calif. 94104 Tel. #(415) 981-4400 ST. LOUIS, MO.—Gruenberg & Sounders . 721 Olive Street St. Louis. Missouri 63101 Tele. #(314) 231-7440 NEW ORLEANS, LA.—Dodd. Barker. Boudreaux. Lamy 6 Gardner 1400 Richards Building 837 Gravier Street New Orleans. Louisiana 70112 Tele. it(504) 586-9395 LOS ANGELES, CALIF.—Bodle, Fogel. Julbei . Reinhardt & Rothschild 5900 Wilshire Boulevard Los Angeles, Calif. 90036 Tele.>(213) 937-6250 NMC Ads Promote U.S. Merchant Fleet Below is one of the many ads that the National Maritime Council is running in the national news media. To encour­ age support for a strong U.S. merchant marine, the NMC is running these ads in some of the major news publications, such as. Time and Newsweek. The Council wants to encourage A merican husine.ss to ship on U.S.-flag ships. So the ads are also running in husine.ss oriented publications like the Wall St. Journal. The National Maritime Council is composed of government, company and union representatives who are interested in promoting a viable U.S. merchant marine. When American flag ships take your cargo, they bring something back. Lots of mon^ for our country. In 1974, for example, our merchant marine was calculated to have favorably affected our balance or payments to the extent of $1.1 bil­ lion. Add to that, employment for 230,000 Americans directly involved with our mer­ chant marine and about 500,000 tax-paying employees in supporting industries. Then add the fact that 71 cents of every dollar received by U.S. cargo ships remains in the U.S. economy, and you'll see why we believe it's important to build up our merchant marine. Money. There are other reasons. A stronger American merchant marine means a stronger total Amer­ ican transportation system. It means a stronger voice against unfair freight rates and practices. It means a stronger defense line in case of emergency. If you export or import goods, specify that your general cargo goes on American flag American flac ships. You'll not only help your country; yoou 11 help yourself. yourse r. You'll benefit from technological advances, labor stability and reliable service, all at rates comf)etitive with most foreign flag ships. For more infor­ mation, send for our booklet on U.S. Flag Shipping. Write National Maritime Council, Box 7345, Washington, .20044 National Maritime Council • V . Management, labor and government working together for a strong, stable U.S. Hag shipping industry. MOBILE, ALA.—Simon & Wood 1010 Van Antwerp Building Mobile. Alabama 36602 Tele. #(205)433-4904 DETROIT, MICH.—Victor G Hanson 19268 Grand River Avenue Detroit. Michigan 48822 Tele. #(313^ 532-1220 FALL RIVER, MASS.--PatricK H. Harrington 56 N. Main Street. Bennett Bldg. Fall River. Mass. 02720 Tele. #(617) 676-8206 SEATTLE, WASH.—Vance. Davies. Roberts. Reid & Anderson 100 West Harrison Plaza Seattle, Washington 98119 Tele. it(206) 285-3610 CHICAGO, ILL.—Katz & Friedman 7 South Dearborn Street Chicago. 111. 60603 Tele. #(312)263-6330 DONTGIVE UP THE SHIPS July 1978 / LOG / 35 �Only 22, But T. 1. Scholarship Puts Boatman on Way to Top Job There's more than one way to get an inland license. But George Mowbray was fortunate enough to find the best way. Brother Mowbray got his license through the Transportation Institute's (T.I.) Towboat Operator Scholarship Program. He was one of 21 SIU Boat­ men selected for the first class, which started last February at the Harry Lundeberg School. Along with free tuition and room and board, which are provided for all HLS courses, the T.I. scholarship gave him $125 a week for the full 12 week course. It also gave him the preparation he needed to get his Second Class Opera­ tor's license after successfully comple­ ting the course in May. Only 22 years old, Mowbray will soon have enough seatime to automatically qualify for his First Class Operator's license—his ticket to a top job in the wheelhouse. Mowbray was no stranger to the Lundeberg School when he entered the Scholarship Program. He started out there as a trainee in January, 1977. Right after graduation in April, he shipped out from Piney Point as a deck­ hand for G & H Towing in Houston. Mowbray entered the HLS Trainee Program at the urging of a fellow SIU Boatman, Capt. Timber Turner, on his first job with Stone Towing in his home­ town of Wilmington, N.C. Capt. Turner had worked with a number of Piney Point graduates and knew from experi­ ence that the School was the best way for a young man like Mowbray to gain a strong foothold in a new career. Mowbray found out right away what Capt. Turner was talking about. He had been looking for a harbor job and his HLS training allowed him to land it at G & H. It was Capt. Turner again who en­ couraged Mowbray to apply for the Scholarship program. "He had read about it in the Log before I did," Mowbray explained, "and called me up to tell me about it. The next day I went down to the Houston hall to sign up for it." Mowbray said that the program was an excellent opportunity to gain exper­ ience and skills that a young deckhand doesn't get on the job, such as reading navigation instruments and actually operating a towboat. "We didn't just memorize answers to pass a test. That wouldn't do you any good when the time comes on the job to really know your stuff." While he was in the program, Mow­ bray also got his AB ticket, which is the rating he is now working in at G «& H. He will have enough seatime to automati­ cally qualify for his First Class Opera­ tor's license in November. Moving into the wheelhouse won't be long after that, since G & H, like moSt companies in the towing industry today, needs a steady supply of licensed wheelhouse personnel. That's why the Scholarship Program was started by the Transportation Insti- SL Galloway Committee Here is the ship's committee of the Sea-Land Galloway, which paid off late last month in Port Elizabeth, N.J. They are, from the left; R. Dell, educational director; Ben Freeman, engine delegate; A. Seda, secretary reporter; Recertified Bosun George Burke, ship's chairman, and Washington Williams, steward delegate. The Galloway's crew said that Brother Washington deserves an award as "Messman of the Year." Dispatchers Report for Inland Waters JUNE 1-30, 1978 •TOTAL REGISTERED All Groups Class A Class B Class C Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals George Mowbray Member Writing Book On Ports of SIU member J. Sean Nicholson is trying to gather material for a book on points of interest in Ports of Call throughout the world. He requests that fellow SIU members who feel they have something to contribute from their experiences ashore get in touch with him at the following address: GPO 53, 550 Manpr Rd., Staten Island, N.Y. 10314. Deposit in the SIU Blood Bank— It's Your Life 36/LOG/July 1978 Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals TOTAL SHIPPED All Groups Class A Class 8 Class C ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT .. r. 0 0 0 4 0 0 3 3 2 0 22.« 0 0 10 6 0 9 0 6 0 0 0 4 0 3 1 2 2 0 17 0 0 12 1 0 12 30 2 86 1 0 0 0 0 4 0 29 9 1 42 0 6 5 67 0 15 0 45 224 0 0 0 3 0 1 0 3 4 0 12 0 0 4 6 0 4 0 6 0 0 0 5 0 0 0 0 0 0 16 0 0 12 1 0 9 30 2 7!i 0 0 0 0 0 2 0 22 7 0 24 0 3 5 33 0 12 0 32 lAn 0 0 0 7 0 3 9 2 6 0 19 0 0 10 7 11 10 0 6 90 0 0 0 4 0 5 2 6 1 0 10 0 0 10 3 5 10 1 1 58 1 0 0 2 0 4 0 25 2 0 32 0 10 8 76 4 20 0 54 238 0 0 0 0 0 2 1 0 2 0 0 0 0 2 0 0 0 0 0 7 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 .1 1 4 0 0 0 1 0 0 0 0 7 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 2 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 1 0 2 5 0 0 0 1 0 0 0 2 1 0 2 0 9 1 1 0 4 0 8 29 99 64 . 274 ENGINE DEPARTMENT Port i' •• tute, a research and promotional organization for the industry. And that's why the SIU,through the Lundeberg School, is working to make it an effective, worthwhile program for SIU Boatmen. .' 0 0 0 1 0 1 1 0 1 0 0 0 0 2 0 0 0 0 0 6 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 1 0 2 0 0 0 0 0 0 0 0 1 1 4 0 1 0 0 0 0 0 0 7 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco . Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St, Louis Piney Point Paducah Totals Totals All Departments 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 1 0 3 0 0 0 0 0 0 0 0 1 0 1 0 1 3 0 0 0 0 0 6 STEWARD DEPARTMENT 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 2 0 0 0 3 0 1 2 0 3 2 0 0 3 0 8 24 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1 0 0 2 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 0 2 0 0 0 1 0 0 0 2 0 2 5 0 0 2 0 0 2 0 4 IB 89 72 255 46 80 164 *"Total Registered" means the number of men who actualiy registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. - �SEA-LAND FINANCE (Sea-Land Service), May 14—Chairman, Recerti­ fied Bosun James Pulliam; Secretary A. Reasko; Educational Director R. Welch; Deck Delegate J. Long; Engine Delegate S. Moritani; Steward Delegate E. Cullerton. No disputed OT. Chair­ man reported, that the education series No. 10 was put out for all to read. Also a copy of the MC&S merger agreement. J itney service in all ports that don't have it should be taken care of. There should be platforms on the dock for lowering the gangway on. These platforms would save the gangway from being damaged. Educational Director reported that the Log was received and passed around for all to read. Also held a discussion on the importance of donating to SPAD. Next port Hong Kong. DELTA PARAGUAY(DeltaSteam­ ship), May 6—Chairman, Recertified Bosun Raymond Ferrera; Secretary Thomas Liles Jr.; Steward Delegate George A. Jackson Jr. $9 in ship's fund. No disputed OT. Vote of thanks to deck department for keeping messhall and pantry clean. Also a vote of thanks to the steward department for good food. Report to the Log: "President Carter was aboard the ship in Lagos, Nigeria," THOMAS LYNCH (Waterman Steamship), May 28—Chairman, Re­ certified Bosun J. W. Garner; Secretary F. Mitchell Jr.; Educational Director J. R. Johnson. No disputed OT. Chair­ man reports that each Sunday at sea at 3:00 PM a union meeting will be held and should a problem arise that war­ rants more time then the meeting will be held an hour later. Held a general dis­ cussion on progress in the Union, the aspects of shipping in the future, the im­ portance of donating to SPAD and also urged members who qualify to go to Piney Point and upgrade. Next port New York. DELTA BRAZIL (Delta Steamship), May 28—Chairman, Recertified Bosun C. D'Amico; Secretary A. Estrada; Ed­ ucational Director H. Wells; Deck Dele­ gate Charles P. Johnsen. $95 in ship's fund. No disputed OT. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. SEA-LAND COMMERCE (SeaLand Service), May 21—Chairman, Re­ certified Bosun Lothar Reck; Secretary J. Jones; Educational Director W. Al­ ton. No disputed OT. $25 in ship's fund. Chairman gave a vote of thanks for the milk that was donated for the orphan children in Hong Kong. Also advised all crewmembers to read the Log and to up­ grade as soon as possible. Observed one minute of silence in mc-mory of our de­ parted brothers. SEA-LAND CONSUMER (SeaLand Service), May 21—Chairman, Re­ certified Bosun Fred Pehler; Secretary Leon Webb; Educational Director Larry Kenneth; Engine Delegate Bob Mealor; Deck Delegate E. Scroggins; Steward Delegate M. B. Cox. No dis­ puted OT. Chairman held a discussion on the new contract and the new ships being crewed by the SIU. He urged all members to take advantage of the Piney Point upgrading classes. Also noted the importance of donating to SPAD. A word of thanks to the crew for the good I conduct and clean ship. A vote of thanks to the steward department for a job well done. SEA-LAND ECONOMY (Sea-Land Service), May 21 —Chairman, Re­ certified Bosun A. McGinnis; Secretary L. Nicholas; Educational Director L. A. Acosta; Deck Delegate B. Jarrett; En­ gine Delegate R. Celious; Steward Dele­ gate S. Morris. $221.60 in movie fund. No disputed OT. Chairman reminded everyone to check with the patrolman before payoff. Also discussed the im­ portance of donating to SPAD. All crewmembers were asked to note any re­ pairs that had to be made and to let the chairman know if they had any safety suggestions. A vote of thanks was ex­ tended to the Chief Electrician and Chief Engineer for the installation of a telephone in the crew messhall. Next port. Port Everglades. MOUNT WASHINGTON (Victory Carriers), May 28 Chairman, Recerti­ fied Bosun R. D. Schwar/.; Secretary J. R. Prestwood; Educational Director D. White. Some disputed OT in deck, engine and steward departments. A dis­ cussion was held on the President's Re­ port in the Log. Also on the importance of donating to SPAD. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. SEA-LAND MARKET (Sea-Land Service), May 7—Chairman, Recerti­ fied Bosun D. Rood; Secretary R. Hutchins; Deck Delegate F. Fromm; Engine Delegate E. Liwag; Steward Delegated. Alberti. Some disputed OT in steward department. A vote of thanks was given to each department delegate for their co­ operation in making this trip a smooth voyage. A reminder was made for all crewmembers to be safety wise. Ob­ served one minute of silence in memory of our departed brothers. Next port Portsmouth. MGNTPELIER VICTORY (Victory Carriers), May 7—Chairman, Recerti­ fied Bosun A. Armanda; .Secretary George W. Luke; Educational Director John McClelland; Engine Delegate Mit­ chell Reyes. $27 in ship's fund. No dis­ puted OT. A meeting was called to dis­ cuss safety on the ship and to notify members that there will be a weekly meeting held. It was noted that gravel will be mixed with paint as an anti-skid precaution on decks. A vote of thanks to the steward department for the job they are doing. Next port Corpus Christi. ( OA.STAL CALIFORNIA (Coastal Gas), May 29 Chairman, Recertified Bosun Fred Gosse; Secretary Jimmie Bartlett; Educational Director .lohn Smith. $16.25 in ship's fund. No dis­ puted o r. fhe chairman and the stew­ ard told the membership that this was one of the best crews that they had shipped with in a long time. All depart­ ments were functioning in a satisfactory manner and an efficient way. A vote of thanks was extended to the steward de­ partment for a job well done. Observed one minute of silence in memory of our departed brothers. Next port Port Hueneme. BORINQUEN (Puerto Rico Mgt.), May 7 Chairman, Recertified Bosun D. L. Gon/.ale/; Secretary H. Galicki; Deck Delegate O. V. Ortiz; Engine Del­ egate J. I. Newhouse; Steward Delegate F. R. Cordero. $7 in ship's fund. Some disputed OT in deck department. Chair­ man urged the crew to read the Log all the way through so they will know what is going on in the Union. A vote of thanks to the steward department for a job well done. Also, thanks to the 4-8 watch for keeping the crew recreation room clean. Next Port Elizabeth, New Jersey. Official ship's minutes were also received from the following vessels: AFOUNDRIA PISCES OVERSEAS ANCHORAGE PORT SEA-LAND PRODUCER OGDEN CHAMPION DELTA URUGUAY DELTA MAR MARYLAND MANHATTAN SEA-LAND TRADE JACKSONVILLE ERNA ELIZABETH SEA-LAND VEN I URE DEL RIO SEA-LAND GALLOWAY SEA-LAND LEADER OVERSEAS VIVIAN BEAVER STATE AREC IBO ' GATEWAY CITY CHARLESTON MAYAGUEZ TRANSINDIANA INGER CAROLINA ULTRAMAR TAMPA ULTRASEA STONEWALL JACKSON STUYVESANT OVERSEAS ALICE MONTICELLO VICTORY DELTA NORTE ZAPATA RANGER AGUADILLA JAMES ACHILLES WORTH DELTA SUD FLOR OVERSEAS NATALIE PUERTO RICO TAMARA GUILDEN SEA-LAND PORTLAND BOSTON PENN TRANSCOLUMBIA OVERSEAS TRAVELER JOHN B. WATERMAN FORT HOSKINS LONG BEACH (Sea-Land Service), May 28—Chairman Dave Manzanet; Secretary O. Smith; Educational Direc­ tor S. Green; Deck Delegate Frank Balasier; Steward Delegate J. Tulley. $75.23 in ship's fund. Some disputed OT in deck department. Chairman reported that the members of this vessel would like to convey their condolences to Ex­ ecutive Vice President Frank Drozak on the death of his brother Paul. We all miss him deeply. Secretary reported that the MTD Newsletter and the Log were read with great interest. Also discussed the importance of donating to SPAD. Steward would like to thank all for their help in keeping the messroom and recre­ ation room clean. Next port Palermo. DELTA ARGENTINA (Delta Steamship), May 7 Chairman, Recert­ ified Bosun F, Peavoy; Secretary H. Donnelly; Educational Director U. Sanders; Deck Delegate Griffith Dufore; Engine Delegate John Hrolenk; Steward Delegate Anthony Benedict. Educatii)iial Director noted that the new Logs were received and pas.sed around to the crew. A vote of thanks was given to Henry Bouganim for changing movies \vith the Dcha Brazil at anchor. Next port Abidjan, West Africa. BROOKS RANGE (Interocean Mgt.), May 21 Chairman, Recertified Bosun S. Monardo; Secretary D. Col­ lins; Educational Director Thomas J. Thomas. No disputed OT. This is a new ship and there are a lot of items to be corrected which will be done as soon as the proper people are told. A suggestion that anyone who has not attended the LNG school in Piney Point should do so. Reading matter on upgrading and the school can be found in the recreation room. Next port Montevideo. LNG ARIES (Energy Transporta­ tion), May 28— Chairman, Recertified Bosun H. B. Walters; Secretary A. DeChamp; Engine Delegate Thomas Maga. No disputed OT. A vote of thanks to the steward department for a job well done. Report to the Log: "Thanks for the Log news, very good re­ porting and keeping up with the times." Next port l obata, Japan. LNG AQUARIUS (Energy Trans­ portation), May 21 —Chairman, Re­ certified Bosun Billy Nuckols; Secretary Frank Costango; Educational Director Dominick Orsini; Deck Delegate Heinz. Ulrich; Engine Delegate Imro Salo­ mons; Steward Delegate Larry Dockwiller. $6 in ship's fund. Some disputed OT in deck and steward departments. Educational Director noted that the effort of all crewmembers in attendance at the Fire .Schoo! classes was great. All communications irom headquarters, two from Frank Drozak and two from Red Campbell, were read and posted. A vote of thanks to the steward depart­ ment for a job well done. Next port Nagoya. SAMUEL CHASE (Waterman Steamship), May 14 Chairman, Re­ certified Bosun William D. Morris; .Sec­ retary H. Scypes; Educational Director Valdes. No disputed OT. A discussion was held on the importance of upgrad­ ing at the school in Piney Point which is available for all to upgrade themselves. Observed one minute of silence in mem­ ory of our departed brothers. Next port Yokohama. Deposit in the SIU Blood Bank— It s Your Life July 1978 / LOG / 37 �mmm • ?. il Steven Reitz Paul Burke Paul Johnson Seafarer Steven Reitz, 24, gradu­ ated from the HLS Entry Program in 1973. He upgraded to A B there in 1975. Brother Reitz has firefighting. life­ boat and cardio­ pulmonary resusci­ tation tickets. He was born in Bryans Road, Md. where he lives and ships out of the port of New York. Seafarer Paul Burke, 20, graduated from the HLS Entry Program in 19/6. He upgraded to assistant cook there in 1977 and to chief cook this year. Brother Burke holds tickets for firefighting, lifeboat and cardio­ pulmonary resuscitation. Born in Mo­ bile, he both lives and ships out of that port. Seafarer Paul Johnson, 20, gradu­ ated from Piney Point in 1973. He upgraded to FOWT there in 1974. He has his firefighting, lifeboat and cardio­ pulmonary resusci­ tation tickets. A na­ tive of Mobile, he resides and ships out of that port. W James Emidy, III Charles A. Berryman Seafarer Wilbur Miles, 25, gradu­ ated from the HLS in 1973. He up­ graded to FOWT there in 1977. Brother Miles has the firefighting, lifeboat and cardioI pulmonary resusci­ tation tickets. Born in Mobile, he lives and ships out of that port. Seafarer Charles A. Berryman, 29, joined the S/U in 1967 in the port of New York sailing in the engine depart­ ment. He has fire­ fighting, lifeboat and cardio-pulmonary resuscita­ tion tickets. Brother Berryman up­ graded to FOWT at HLSS this year. He also earned welding and LNG endorse­ ments there at the same time. He was born in Aberdeen, Md., lives in Mobile and ships out of the port of New York. Mark McGIII Seafarer Mark McGill, 24, gradu­ ated from Piney Point in 1975. He upgraded to 3rd cook there in 1976. Brother McGill has his firefighting, life­ boat and cardio­ pulmonary resusci­ tation tickets. A native and resident of Arlington, Va., he ships out of the port of New York. DEEP SEA Richard McClusky James Clark Seafarer James Clark, 21, gradu­ ated from the HLS Entry Program in 1973. He upgraded to FOWT there in 1976. Brother Clark has firefighting, lifeboat and cardio''' pulmonary resusci­ tation tickets. He was born and resides in Brooklyn, N. Y. and ships out of the port of New York. Seafarer Richard McClusky, 26, graduated from the HLS Entry Pro­ gram in 1972. He 1 upgraded to AB at Piney Point in 1975. Brother McClusky ^holds tickets for J -firefighting, life­ boat and cardio-pulmonary resuscita­ tion. He was born in Paterson, N.J., lives in New York City and ships out of that port. Tugboat Crews in San Juan Seafarer James Emidy, III, 24, graduated from the HLS in 1974. He upgraded to FOWT there in 1977. Brother Emidy has his firefighting and lifeboat tickets. A native of Camp Lejeune, N.C,, he lives in Blackstone, Mass. and ships out of the port of Boston. He's also a motorbike buff and has 10 hours of airplane pilot instruction. J. Sean Nicholson Benjamin Tidwell Seafarer J. Sean Nicholson, 26, graduated from the Piney Point Entry Program in 1973. He upgraded to FOWT there in 1975. Brother Nich­ olson also has an M.A. in English from Richmond College, Staten Island, N. Y. He holds firefighting, lifeboat and cardio-pulmonary resuscitation tickets. A native and resident of Staten Island, he ships out of the port of New York. Seafarer Ben­ jamin Tidwell, 23, graduated from the Harry Lundeberg School \of Seamanship, Piney Point, Md. I in 1973. He up­ graded there to AB in 1977. Brother Tidwell has his firefight­ ing, lifeboat and cardio-pulmonary resuscitation tickets. Born in Texas, he is a resident of Knoxville, Tenn. He ships out of the port of Houston. If you just stand still, On board (above) the Tug Sea Racer (Caribe Tugboat) is the crew of (tront I. to r.) Cook G. Trinidad, Deckhand J. Ramos and OS P. Figueroa. In the back (I. to r.) are AB A. Lopez, San Juan Port Agent Juan Reinosa and Engineer V. Rosado. Also tied up in San Juan (P.R.) Harbor recently is the crew of the Tug Sea Monarch (below front I. to r.) of AB R. Candelario, AB S. Rivera and OS Suarez. Standing (I. to r.) are AB M. Negron, Mate D. Atkins, Cook W. Melendez, Mate H. Ramos, Capt, J. Hernandez and San Juan Port Agent Juan Reinosa. you're gonna have to run to catch up ... KEEP UP with the times. KEEP UP with the job opportunities KEEP UP with your industry. SIGN UP for the AB Course at HLS. Class starts September 18. To enroll, see your SlU Representative or contact HLS. 38/ LOG/July 1978 �4z02 Have Honated $100 or More To SHAE) Since Beginning of 1978 The following SIU members and other concerned individuals, 402 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.) Fourteen who have realized how important it is to let the SIU's voice be heard in the Halls of Congress have contributed $200, four have contributed $300, one has given $400, 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. ^ m m m m m Shaw, L. McKay, R. Pollack, A. Acevedo, M. Carey, W. Shelley, S. Prentice, R. McKay, R. Adams, E. Carter, R. Shopatt, H. Pretare, G. Meacham, H. FUer,W. Heacox, E. Castel, B. Adams, W. Sigler, M. Lewin, A. Mann, C. Prevas, P. Melfert, R. Heniken, E. Fletcher, B. Adamson, R. Caswell, J. Skala, T. Lewis, J. Mann, J. Miller, D. Pulliam, J. Hi^ins, J. Floroiis, C. Agugussa, A. Carr, J. Smith, B. Libby, H. Raines, R. Marchaj, R. Miller, R. Home, H. Foley, P. Aguiar, J. Carroll, J. Smith, L. Lindscy, H. Ramage, R. Mohlcy, R. Martin, T. Hotton, G. Francum, C. Air, R. Cavalcanti, R. Siiellgrove, L. Lively, H. Randazza, L. Mollard, C. Mathil, M. Houlihan, M. Frank, S. Cherup, N. Alcarin, G. Somerville, G. Loleas, P. Ratclifie, C. McCarthy, L. Mongelli, F. Houston, H. Frazier, J. ChUinski,T. Alexikis, A. Soresi, T. Long, L. McFarland, D. Reading, J. Moore, G. Hunter, W. Cinquemano, A. Frounfelter, D. Algina, J. Spady, J. Loveland, C. McFarland, J. Reck, L. Moore, J. Hurley, M. Fuller, E. Cline, L. AIi,D. Speller, J. Lunsford, J. McNeely, J. Regan, F. Moore, J. Huss, P. Cofone, W. Fuller, G. Allen, E. Spencer, G. Macmbci^, D. McCartney, G. Reinosa, J. Morris, W. lovino, L. CoUerIII,J. Allen, J. Furukawa, H. Malesskey, G. Stalgj', R. McCorvey, D. Reza, O. Morrison, J. Ipsen, L. Comstock, P. Gallagher, L. Alvarez, P. Mallory, A. Richardson, J. Stankiewicz, A. McElroy, E. Mull, C. Jacobs, R. Gard, C. Conklin, K. Amat, K. Mandene, S. Stearns, B. Richoux, J. McKay, M. Murray, R. Japper Gavin, J. Cooper, J. Ammann, W. Stephens, C. Ries,J. "I Musciato, M. Johnson, R. Gentile, C. Corder, J. Anderson, D. Stockman, B. I Myers, H. Rivera, L. I Nash, W. Jolley, R. George, J. Costa, F, Anderson, E. Stravcrs, L. Roades, O. I Jones, C. Gimbert, R. Costango, F. Anderson, R. Sulentic, S. Roberts, J. I Nelson, D. Pomerlane, R. Jones, R. Givens, J. Surrick, R. Costango, G. Antici, M. Rodriguez, R. I Newberry, H. I Nihom, W. Karlak, W. Costango, J. Swain, C. Glenn, J. Antone, F. Rondo, C. I Kastina, T. Appleby, D. Craig, J. Glenn, J., Jr. Sweeney, J. Royal, F. I Novak, A. Apuzzo, W. Crocco, G. Kenny, L. Glidewell, T. Tanner, C. Rung, J. I O'Hara, M. Antich, J. I Oldakowski, E. Ryan, T. Czerwinski, J. ' Gobrukouich, S. Kerr, R. Aquino, G. Taylor, F. I Olds, T. Kingsley, J. Dallas, C. Gooding, H. Arias, F. Sacco, M. Terpe, K. I $400 Honor Roll Dalman, G. Kirby, M. Aronica, A. Graham, E. Sacco, J. Terry, D. I Olivera, W. Kitchens, B. Aruz, A. I Olson, F. Grepo, P. Darley, B. Salazar, H. Thaxton, A. Lilledahl,H. I Kizzire, C. Guillen, A. Theiss, R. M. Davis, J. Sanchez, Atkinson, D. I Orn, L. Knoff, J. Hager, B. Davis, J. SanFillippo, J. Thomas, F. Aumiller, R. I Orsini, D. Hall, C. Koflowich, W. I Davis, J. San Fillippo, J. Thomas, J. Avery, R. Ortiz, F. 1 Hall, L. Kool, L. Thomas, 1'. Sapp, C. Andersen, R. Babkowski, T. Davis, S. Curtis, T. I Ortiz, F. Hall, P. Kowalski, A. Schabland, J. Thorbjorsen, S. Debarrios, M. Chartier, W. Balaga, C. Harcrow, C. 1 Paczkowski, S. Hall, W. Kramer, M. Schatz, G. Tilley, J. DeChamp, A. I Pagano, J. Barnes, D. I Hamblet, A. Krittiansen, J. Tillman, W. Deldaeh, T. Scheard, H. Papuchis, S. BarUett, J. i Hamilton, G. Lambert, H. Todd, R. Delea, G. Schwartz, A. . Bauer, C. Grima, V. Ahmed, F. I Passapera, F. Hampton, D. Lance, W. Troy, S. Dell, R. Schwarz, R. 1 Paulovich, J. Beeching, M. Hagerty, C. Bernstein, A. I Haney, L. Lankford, J. Turner, B. Del Moral, A. Scott, C. Bellinger, W. Cookmans, R. Kerngood, M. 1 Pelfrey, M. Hant, K. Lee, K. Demetrios, J. Uusciato, J. Seagord, E. Berglond, B. Dryden, J. Larkin, J. 1 Perez, J. Harris, N. Legg, J. Dengate, H. Selzer, R. Vanvoorhees, C. I Petak, P. Bjornsson, A. Ellis, P. Lombardo, J. I Harris, W. Lelonek, L. Di Domenico, Selzer, S. J. Velandra, D. Blackwell, J. McCuIlough, L. I Phillips, R. Firth, R. Hauf, M. Leonard, W. Diaz, R. Shappo, M. Velez, R. Bluitt, J. Pow, J. Forshee, R. I Pillsworth, P. Haykes, F. Lesnansky, A. Diercks, J. Sharp, W. Poer, G. Vukmir, G. Bluitt, T. Walker, T. DiGiorgio, J. Bobalek, W. Dillings, L. Wallace, S. Bonser, L. .ywv .••Wv' "..rW-t Ward, M. Bourgeois, J. L. Doak,W. Dobbins, D. Weaver, A. Bowker, A. SEAFARERS POLITICAL ACTIVITY DONATION Webb, J. Doherty, W. Boyne, D. (SPAD) Dolan, J. Whitmer, A. Bradley, E. 675 FOURTH AVENUE BROOKLYN, N.Y. 11232 Dolgen, D. Brady, J. Whitsitt, M. Donnelly, M. S.S. No., Brand, H. Date. Wierschem, D. Donovan, P. Wilhelmsen, B. Bronnlee, R. .Book No.. Contributor's Name . Domes, R. Williams, L. Brown, G. Drozak, F. Williams, R. * Address. Brown, I. Ducote, C. Wilson, B. Brown, I. .v. .Zip Code City .Stale. Dudan, M. Wilson, C. Bruce, C. I acknowledge and understand that SPAD is a separate segregated fund establishe.d and administered Dudley, K. Wolf, P. Bryant, B. by my Union to engage in political activities and to make contributions and expenditures for candidates Dwyer, J. Wood, C. Bryant, N. seeking political office and solicits and accepts only voluntary contributions, and I have the right to refuse to make any contribution without fear of reprisal. I may contribute such amount as I may volun­ Worley, M. Dyer, A. Bucci, P. tarily determine and I herewith contribute the sum of $ . This contribution constitutes my Elzahri, A. Wright, A. Bullock, R. voluntary act and I am to to receive a copy of this receipt showing the amount of my contribution. A copy of SPAD's report is filed with the Federal Election Commission and is available for purchase from Eschukor, W. Wright, F. Buffinton, O. the Federal Election Commission, Washington, D.C. Evans, J. Butch, R. Wydra, R. Byrd, J. Yarmola, J. Fagan, W. Signature of Solicitor Cafefato, W. Faitz, F. Port Yates, J. Solicitor's No. $ Caffey, J. Fanning, R. Yelland, B. Fay, J. Calogeros, D. Zai, C. vwyo »», oFergus, S. Campbell, A. Zeloy, J. ."••AS'' , W; SPAD Honor Roll X " $600 Honor Roll $500 Honor Roll $300 Honor Roll -r $200 Honor Roll nm 1978 July 1978 / LOG / 39 f .... . �u-r LOG 30 Cents a Day: A Small Price for Job Security What can you buy for 30 cents today? Much more than you think. For the price of a cup of coffee every working day or the price of a half a pack of cigarettes, you can buy yourself a lifetime of job security. Sound irnpossibie? It's not. It's only a new way to solve an old problem. For years we have exercised our right to participate in the political jrocess of this country. We have jacked 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 beiore. Up until now, the Union's onlyway to collect funds for SPAD (Sea­ farers Political Activities Donation) has been through appeals to the memhershij) for volunlarv contributions. We have been asking vou to give !f!20 or more whenever vou felt readv and able to make a donation. This program will continue because there is no doubt that your re.sponse to it has given the SIU the means to play an effectiy.e political role for maritime labor. But we need to ex­ pand that role. So we have come up with an additional program to signifi­ cantly increase voluntary political contributions. This is how it works: You can now sign a form author­ izing the Seafarers Vacation Plan to deduct 30 cents per day from your vacation benefit payments and trans­ fer that amount to SPAD. An example of the form is printed on this page. Ofliciil Publicjtion of ihc Srjfjrcri Union • Atlantic Gulf, Lik« JncI Inljnd Wjttrj Oistricl • AFL<IO • JtJLY 1978 HOS* FZJUUUgS 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 he there for political activity when we need it. And we need it now. We have an o[)porlunity to in­ crease our political programs with the new 30 cents daily deduction pro­ gram to boost SPAD. This could he the start of the most effective way ever to wield the political clout that we must carry this vear and in the future. And for the price of a cup of cof­ fee, vou can make it begin. ASSIGNMENT FOR SEAFARERS POLITICAL ACTIVITY DONATION (SPAD) TO: DATE Seafarers Vacation Plan 275 20th Street Brooklyn, N.Y. 11215 Effective from this date, I hereby assign, direct and authorize you to deduct from payments required to be made by you to me for vacation benefits and at the time of such payments, a sum equal to thirty cents per day for which I am entitled to vacation benefit payments and to pay and transfer such amounts to SPAD, 675 Fourth Avenue, Brooklyn, N.Y. 11232. This authorization shall remain in full force and effect unless written notice by certified mail is given by me to you of revocation of this authorization, in which event the revocation shall be effective as of the date you receive it and applicable only to vacation benefits both earned and payable to me thereafter. I acknowledge advice and understand that SPAD is a separate segregated fund established and administered by my union to engage in political activities and to make contributions and expenditures for candidates seeking political office and solicits and accepts only voluntary contributions and I have the right to refuse to make any contributions, including this authorization without fear of reprisal. I may contribute directly to SPAD such amount as I may voluntarily determine in lieu of signing this authorization and that the specified amount herein provided is to minimize administrative responsibilities and costs consistent with the facilitation for the making of voluntary con­ tributions. And this authorization for contributions, constitutes my voluntary act. A copy of SPAD's report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Wash­ ington, D.C. This authorization has been executed in triplicate, the original for you, copy to SPAD and copy to me. Member's name (Print) Me(;nber's Signature Social Security Number Memt^rs Home Address 1 City Book Number OFFICE COPY J- —14'/ K. I 6^^ state Port Zip .288 � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource July 1978 Description An account of the resource HEADLINES MILESTONE PACT SIGNED WITH GREAT LAKES OPERATORS ELIGIBILITY RULES FOR BENEFITS CHANGED TO 125 DAYS SIU BLASTS USE OF NAVY TUGS AT KINGS BAY BASE SIU TAKES ELECTION AT CHAMPION AUTO FERRIES DEEP SEA MEMBERS ACCEPT NEW 3-YEAR PACT HIS DAD WAS A SEAFARER WITH A BIG HEART DELTA QUEEN SHOWS SPEED SUPREMACY IN RIVERBOAT RACE HALL: 50,000 MARITIME JOBS IMPERLED POOR PROCEDURES CAUSES LIBERIAN-FLAG SANSINEA BLAST LNG IMPORTS PLAN, THOUGHT DEAD, IS RESURRECTED MTD SETS UP COUNCIL IN JUNEAU CHARLIE NALEN NAMED HLSS VOCATIONAL DIRECTOR SIU TESTIFIES IN SUPPORT OF SEA-LEVEL CANAL STUDY ON THE AGENDA IN CONGRESS… IN THE FEDERAL AGENCIESS… SIU OPPOSITION TO MORE TAX BREAKS FOR FOREIGN-FLAG SHIPPERS GAINS MAJOR CONGRESSIONAL SUPPORT HOUSE DEFEATS SLURRY PIPELINE BILL U.S. PLANS INCREASE IN OIL RESERVE PLAN MARAD DATA SHOWS U.S.-FLAG FLEET IS INCREASING U.S.-RUSSIAN GRAIN PACT NEARS ACCORD LABOR LAW REFORM SET BACK BY FILIBUSTER CLARIFICATION OF VACATION, DEATH BENEFITS IN NEW DEEP SEA PACT EL PASO SOUTHER, 4TH SIU-CONTRACTED LNG CARRIER, IS CREWED IN NORFOLK, VA. PUMPROOM, MARINE ELECTRICAL COURSES PREPARING FOR THE FUTURE OF U.S. MARITIME THRU EDUCATION MOVE MOUNTED TO EXPORT ALASKAN OIL TO JAPAN 1500TH CHECK MARKS NEW PLATEAU FOR INLAND VACATION PLAN TIME TO LEASH RUSSIAN RATE SLASHING HIRE AMERICAN PROVISION WINS SUPPORT OF HOUSE-SENATE CONFAB: VICTORY FOR MARITIME LABOR REP. LEO ZEFERETTI SPONSORED ‘HIRE AMERICAN’ PROVISION WHAT THE BILL MEANS TO AMERICAN WORKERS OCEAN MINING JOBS AT STAKE IN SEA LAW CONFAB LABOR WANTS BILL TO SAFEGUARD JOBS AGAINST UNFAVORABLE TREATY CONVERTED SEA-LANDERS ON FOREIGN RUNS WITH SIU CREWS AN ACCOUNT OF UNION BUSTING NAD HEAD BUSTING ON THE SAN FRANCISCO WATERFRONT IN 1894 30 CENTS A DAY: A SMALL PRICE FOR 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 7/1/1978 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. 7 1978 Periodicals Seafarers Log