http://www.seafarerslog.org/archives_old/files/original/bc7868e2eaea6cc9cf4cb145bf11f4a0.PDF 0904ad258dcb5ec138531a2f4b19d15a PDF Text Text i . -I Official^ublicati^^ International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO SEPTEMBER 1978 Elizabeth Smith Joins SiU inland Fleet rm m Forge New lOT Pact Paves Way For Industry Wide Programfor Advcincements NMC for Boatmen X • See Page 2 ;•;"; '• ^ " See Page 3 • • •'"••' a- '', • Carter Signs OCS Bill Into Law See Page 3 » h , �Labor, Management Forge New Program for NMC Washington, D.C.—In its first public meeting since weathering a Congres­ sional attack, the National Maritime Council (NMC) put forth a strong showing of support from labor and management and received the promise of continued backing from government by a top Administration official. Close to 400 representatives from all segments of the U.S. maritime in­ dustry attended the NMC meeting here on Sept. 8, 1978. The guest speaker was Ambassador Robert S. Strauss, the president's special representative on international trade and counselor on inflation. The gathering was held in the wake of the recent withdrawal of the U.S. Mari­ time Administration from the NMC. Previously, the organization had func­ tioned as a cooperative effort of labor, management and government to pro­ mote the U.S. merchant marine. Despite Marad's withdrawal, which was the result of the Congressional attack, NMC Chairman James R. Barker pledged a stepped up campaign of U.S. flag ship marketing, communi­ cations and labor-management co­ operation. Moreover, Ambassador Strauss stressed that although Marad is no longer a formal partner in the NMC, "we're going to have to learn to get cooperation with both business and labor in conjunction with government to make the system work. We have to get the whole pie in the oven, not just two-thirds," he said. Strauss pointed out that there are negative but also positive aspects of the NMC working without direct participa­ tion by a government agency. "You are now freer to do more in promotion with­ out the restrictions imposed by govern­ ment involvement, while enjoying the friendly support and empathy which this Administration does have for the maritime industry," he said. Strauss cited the country's need for a "strong export program and a strong Trade Act, which would involve a larger use of U.S.-flag ships." He urged a stronger U.S. merchant marine, but did not talk at length about the overall need for that goal to his audience of maritime supporters. "1 preach, but not to the choir," he quipped. NMC Chairman Barker was directly critical of the Congressional attack on SlUNAto Hold 18th Convention Oct. 16-19 The Seafarers International Union of North America will hold its 18th Triennial Convention Oct. 16-19, 1978 in Washington, D.C. Several hundred delegates from the SIUNA's 28 affiliated unions, represent­ ing nearly 100,000 workers, will gather at the convention to discuss problems and progress within their organizations over the past three years and to set goals for the next three. SIUNA President Paul Hall will chair the convention proceedings, which will include a number of addresses from prominent people in government and labor. A number of workshops covering legislation and other items of impor­ tance to the maritime worker will also he presented for convention delegates. A complete rundown on the conven­ tion will be carried in the October issue of the Log. =) Paul Hall ^©[p)(o)Fft Getting Tougher All The Time Working successfully in the political battleground has never been an easy job. Anything we have ever achieved politically has been an uphill struggle. Nothing has come without a knock-down, drag-out fight. And, for a number of reasons, the job of political action is not about to get any easier. One of the reasons is that there are so many new politicians coming onto the scene with each new election. Most of these new politicians have never seen a merchant ship much less understand the complicated problems facing the maritime industry and the 200,000 workers that make their livings in it. Also, these new politicians are replacing a lot of old line members of Congress, many of whom were veterans of World War II or the Korean War and understood the necessity of a strong U.S. flag fleet to our national security. You can be sure that after November's election, in which all 435 seats of the House of Representatives and one third of the Senate seats are up for grabs, there will be many more new faces around Washington come January 1. All of these things—including changing faces, attitudes and ideas on the political front—create new problems and new challenges for us in a political sense. At the same time, these things make it more and more difficult for us to work effectively in the political arena. This is a very serious problem because there is no doubt in my mind that the future of our organization depends heavily on our ability to take effective political action on a broad range of issues concerning the maritime industry. The cou.'-se, is that we have to dig in a little deeper, work a Change of address cards on Form 3579 should be sent to Seafarers International Union 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 40, No. 2 / LOG / September 1978 SlU President Paul Hall, right,confers with U.S. Special Trade Representative Robert Strauss at a luncheon in Washington this month sponsored by the National Maritime Council. Ambassador Strauss, who was the featured speaker, reiterated the Administration's commitment to building and maintaining a strong U.S. merchant marine. In background is Jesse Calhoon, president of National MEBA. Marad and the NMC. which led to their raised and innuendos made precisely at split. Unsubstantiated charges that Marad played an improper role within the NMC were made at hearings held in July by the House Subcommittee on Commerce, Consumer and Monetary Affairs. (See August Log, page 3.) "Some seem to believe that govern­ ment cooperation with business is some­ how unwholesome, that the two should be adversaries. It's as if they were saying that government, a creature of the people, should now turn on its creator in the manner of a latter-day Franken­ stein's monster," Barker said. He also suggested that the attack seemed to be timed to create a road­ block against recent maritime advances. "We find it interesting that for seven years, the constructive relationship between the Maritime Administration and the National Maritime Council was unquestioned -and that questions were the time that the NMC had made im­ portant gains in strengthening the U.S. flag shipping industry and in informing millions of Americans of the vital im­ portance of maintaining a strong merchant fleet." Barker explained that the NMC had "exemplified something wholly unique by providing a forum of communica­ tion and cooperation among manage­ ment, labor and government," at a time of crisis for the U.S. fleet. He said that the organization had achieved an un­ broken record of stable managementlabor relations and a significant increase in the amount of cargo carried by U.S.flag ships. But he stressed that labor and management would "not only continue, but in fact, expand" the NMC's unique efforts to carry these achievements forward. little harder and devote more and more of our resources to the political area. We must also try to continually widen the scope of our political action programs to ensure that American maritime workers benefit from any and all new developments—like ocean mining—in the maritime industry. On top of this, we must be more vigilant than ever in protecting bene­ ficial maritime laws—in particular the Jones Act—that are already on the books. There's just one problem with expanded action in the political area. The more you expand the more it costs. As always, the Union depends totally on this membership's voluntary contributions to SPAD for our political action programs. SIU members have staunchly supported SPAD year after year providing the Union with the tools to work effectively in the political area. However, with the kinds of expanded programs we are becoming in­ volved in, we must also expand our SPAD program if we are to continue to be effective politically over the long term. It's not fair, though, to ask SIU members, who have done their share, to come up with more out-of-pocket donations to SPAD. This is why we es­ tablished a voluntary checkoff program for collecting SPAD a few months ago. I urge all SIU members to support this important new program by signing the checkoff authorization form. Essentially, when you sign this form you are authorizing the Vacation Plan to deduct 30 cents a day for every day you work from your vacation benefit and transfer it to the SPAD fund. Thirty cents a day may not sound like much. But believe me, brothers, if every SIU member supports the checkoff program, it will provide the Union with the kind of funds absolutely necessary for us to continue to be effective in the political area. In the three months that the program has been in effect, many SIU members have signed the authorization. And I'm sure that it will only be a matter of time before all SIU members sign up as well. The sooner this happens, though, the better. Because the SIU's political programs are aimed at one very important goal—the protection of this membership's job security structure by working to continually expand the job market for American seamen. Maintaining job security has never been easy. But because of the new attitudes toward maritime in Congress, it is becoming more and more dif­ ficult every day. We possess the means to meet this new challenge through the SPAD checkoff program. Now it's up to SIU members, as it has always been, to get the job done once again. Our future depends on it. �SlU Wins Landmark Pact for lOT Boatmen Contract Paves Way for Industry Wide Gains for Inland Members SIU Boatmen with Interstate Oil Transport have ratified a landmark contract in the inland industry. About 300 licensed and unlicensed lOT crew members have gained sizeable wage increases as a result of the new contract, plus the highest pension bene­ fits and the most extensive welfare coverage ever negotiated for SIU Boatmen. The new three year contract and bene­ fit plan agreements were ratified on July 1, 1978. They cover all SIU Boatmen in lOPs "green fleet," which is a tug and barge, petroleum and chemical trans­ port operation out of Philadelphia and on the East Coast. But the new benefits also set a pattern for future goals for SIU Boatmen throughout the industry. They not only include significant increases over present benefit payments, but also addi­ tional benefits never before available to Boatmen. Pension Benefits The monthly pension benefit will go up by $100. for eligible lOT Boatmen in two steps over the course of the new con­ tract. Effective January, 1979, the present $340. monthly beneHt will be raised to $390. Beginning June, 1980, it will be further increased to $440. a month. Moreover, lOT Boatmen now can re­ ceive pension benefits at age 55 if they have 7,300 days (20 years) seatime. This is known as the Early Normal Pension and it is a first for Boatmen. It is avail­ able to lOT Boatmen along with the two benefits already provided by the Sea­ farers Pension Plan: • Regular Normal Pension— Seatime: 5,475 days (15 years) Age: 62 • Disability Pension— Seatime: 4,380 days (12 years) Any Age, plus a disability award from the Social Security Administration The $100 increase in the monthly payment applies to all three types of pension benefits. But the Early Normal Pension makes even higher payments possible. These are provided through two addi­ tional benefits which were negotiated for lOT Boatmen: Early Normal Pension Increments and the Special Pension Supplement. Boatmen must fulfill the Early Normal Pension re­ quirements, 7300 days seatime (20 years) at age 55, to be eligible for both of these programs. Under the Increments program, an lOT Boatman can now get an additional $25 on top of his monthly pension bene­ fit for every additional full year (365 days) that he works after he qualifies for an Early Normal Pension (7300 days at age 55). The maximum is seven incre­ ments, which adds up to a monthly pension benefit of $615. The Special Pension Supplement is another opportunity to receive higher benefits. Once an lOT Boatman quali­ fies for an Early Normal Pension, he can gel one additional full year of pension benefits (12 times the monthly benefit payment) in a lump sum payment if he works two more full years (730 days) before he retires. For example, two more years (730 days) employment would add $50 (or two $25 increments) on to the Boat­ man's monthly pension benefit, bring­ ing it up to $490. A full year of benefits at this rate would give him a lump sum bonus (or Special Pension Supplement) of $5,880. Welfare Benefits The welfare benefits offer brand new and greatly expanded coverage for lOT Boatmen and their families. The most important new welfare benefit is a pro­ gram of Major Medical coverage for dependents of Boatmen. This new pro­ gram takes over where the basic Plan leaves off. It pays up tq 80 percent of any charges remaining after the benefits provided by the basic Plan are paid. For example, if a member's depen­ dent receives an $800 surgery bill, and the basic Plan pays $600 of the charges. INDEX Legislative News Carter Signs COS Bill Page 3 Ocean Mining Page 19 Hovercraft Page 4 SIU in Washington .,. Pages 9-10 Union News Seamen's Health Care Page 4 Labor Day Message Page 11 President's Report. Page 2 Headquarters Notes Page 7 LNG Gemini Pages 20-21 Brotherhood in Action ... Page 28 At Sea-Ashore Page 22 SPAD Checkoff Back Page Tug Elizabeth Smith Page 15 Great Lakes'Picture Page 8 Inland Lines .Page 6 SPAD honor roll Pages 38-39 General News National unemployment... Page 6 Cargo Share to Grow Page 12 Alaska Oil Taiwanese Seamen Ship's Digests Dispatcher's Reports: Great Lakes Inland Waters Deep Sea Page 4 Page 14 Page 27 Page 14 Page 28 Page 36 Training and Upgrading 'A' seniority upgrading ... Page 37 Towboat Scholarship Pages 16-17 Piney Point Grads Page 29 Membership News New pensioners Final Departures Delta America Allegiance Rescue Scholarship winner Page 32 Pages 30-31 Page 12 Page 12 Page 22 Special Features Andrew Furuseth Pages 33-35 30 cents a day con buy you job security SEE BACK PAGE then, 80 percent of the remaining $200 (or $160) will be picked up in coverage provided by the new Major Medical program. The families of lOT Boatmen also have additional financial security through a tremendous increase in the death benefit provided for active Boat­ men. The maximum coverage of $5,000 previously provided has jumped to $20,000. The new Death Benefit and the sea­ time requirements for receiving it are as follows: • $5,000—125 days seatime in the previous calendar year, and I day 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. • $12,500—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, and 1 day in the previous six months. • $17,500—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. Expanded welfare benefits to the dependents of lOT Boatmen also include the following: • Hospital Extras: The Plan will pay all reasonable charges made by the hospital in addition to room and board for a maximum of 90 days per confinement. This is an increase from 60 days confinement under the old schedule. • Emergency Treatment: The Plan will now cover emergency treatment received in a doctor's office as well as paying for such treatment received in a hospital. • Student Coverage: The Plan will extend dependent benefits to children of Boatmen who are full-time students up to the age of 25. This is an extension from age 19. In addition the optical benefit is increased from $30 to $40 for eye examinations and eyeglasses for both Boatmen and their dependents. Vacation Plan Vacation benefits were also increased for lOT Boatmen through the SIU industry-wide Inland Vacation Plan. It was set up in addition to the company vacation which was in effect before at lOT. Boatmen will now receive both vacation benefits. A series of educational conferences held last Spring for lOT Boatmen paved the way for the success of the new con­ tract and benefit plan negotiations. Groups of Boatmen got together with Union officials at the Harry Lundeberg School for week long discussions of goals for the inland industry. The talks familiarized the Boatmen with many of the new pension, welfare and vacation benefits which they were able to gain for the first time at the bargaining table. These milestone achievements underline the importance of continuing education and communi­ cation between SIU members. And they mark the way for future achievements for the entire inland membership. Carter Signs OCS Bill: Guarantees Job Rights American labor won a major victory this month as President Carter signed the SlU-backed Outer Continental Shelf Lands Act into law. The Act guar­ antees for the first time that the nation's energy resources will be developed along with the rights of American workers. The Act sets regulations for offshore drilling of oil and natural gas on the U.S. Outer Continental Shelf. It protects and promotes jobs for Ameri­ cans in this growing industry through the following provisions: • Any American owned vessel, • drilling rig, platform or other vehicle or structure in use more than a year after the regulations take effect must be manned by U.S. citizens or legal aliens of the U.S. • All vessels and drilling equipment built or rebuilt more than a year after the regulations take effect must be American owned and documented in the U.S. • In the case of offshore equipment owned 50 percent or more by foreign nationals, U.S. manning will be re­ quired to the extent that the foreign nation requires its own citizens to man equipment operating on its own contin­ ental shelf. The OCS Act also includes an important provision to protect the life and health of American workers and the U.S. marine and coastal environment. It requires all offshore equipment to meet U.S. standards for design, construction, alteration and repair. The battle behind the OCS victory started over a year ago in the Senate. The OCS bill passed there made no provisions for protecting American job rights. ^ The House passed its version of the bill in February, 1978. But a House Select Committee on OCS added an amendment, sponsored by Rep. Leo Zeferetti (D-N. Y.), which introduced all of the important provisions for U.S. manning, documentation and safety standards in the offshore industry. The SIU, together with other affil­ iates of the AFL-CIO Maritime Trades Department, carried on a step by step campaign to get these provisions through the House and the Joint HouseSenate Conference on the final bill in July. All of these provisions are now intact in the Act signed by the President on September 18. The "Hire American" provision promises to create as many as 5,000 new jobs for American seamen and other workers aboard support and supply vessels and on the drilling rigs. But the success of the OCS Act is a significant victory for American labor beyond its effect in the offshore industry. At a time when the nation faces its toughest challenge in developing energy resources, it sets a legislative precedent for creating American job opportunities rather than giving them away to multinational profits. September 1978 / LOG / 3 �2a Alaska Hovercraft Experiments Okayed by Senate The U.S. Senate voted this month to approve a temporary Jones Act waiver for Alaska which will allow feasibility experiments on the use of commercial hovercraft in remote areas of the state, inaccessible to other forms of trans­ port, to get under way. The waiver, which still has to be ap­ proved by the House of Representatives before it is binding, will enable Alaska to use foreign-built hovercraft for the study by suspending the provision of the Jones Act mandating the use of Ameri­ can-built vessels in domestic trades. Severe weather conditions and lim­ ited conventional transportation isolate portions of Alaska for much of the year. Hovercraft, which travel on the water's surface powered by propellers and rud­ ders, could be used to ferry passengers and deliver fuel to outlying areas in Alaska and other coastal states. Though hovercraft have been used successfully as ferries and cargo car­ riers in Europe for the last 10 years, they are not built in this country. So the state needs foreign-built vessels to kickoff the study. According to Alaskan Senator led Stevens, "this legislative waiver would apply to the demonstra­ tion project only and apply for no more than five years." Alaska's legislature, which has al­ ready appropriated funds for the hover­ craft project, petitioned Congress for a narrowly interpreted, temporary Jones Act waiver which would last five years. They justified the five-year period as the amount of time necessary, "to obtain technical, environmental, ecological, and economic data ... and to encourage the development of commercial hover­ craft operating and manufacturing int:^rests in Alaska once sufficient data has been obtained." The SIU supports Alaska's hovercraft Hovercraft like this may soon be operating in Alaska on experimental basis. experiment because of the future poten­ tial for jobs in both building and man­ ning the vessels. If the tests on the huge, air-cushion vehicles are successful, they will pave the way for development of a U.S.-based commercial hovercraft in­ dustry. SIU President Paul Hall told Alaska's two U.S. Senators, Ted Stevens and Mike Gravel, of the Union's support, stating; "The main goal of the Seafarers Union is to promote the development of a U.S. hovercraft industry." "Once proven commercially feasible," Hall continued, "we believe hovercraft operations will grow throughout the na­ tion's waterways and ocean coasts." Hovercraft may be the transportation answer for rough stretches of country where roads are poor and rivers and air lanes unnavigable because of brutal weather conditions. Though the sight of these air cushion vehicles is a strange and unfamiliar one in this country, if the Alaska experi­ ments are successful, they will soon be built in American shipyards and man­ ned by American seamen. The Union's support of the hovercraft project is a recognition of another ad­ vance in the maritime industry. And supporting the latest developments in waterborne technology means Seafarers will be ready and able to man the newest vessels afloat as fast as they come out of American^hipyards. USPHS Taking Some Positive Steps in Seamen's Care: But SIU Will Oppose Stricter Standards for Older Men WASHINGTON, D.C.—The first in a series of Seamen's Health Care Initia­ tive meetings geared towards seeking improved health services and medical care for American seamen at U.S. Public Health Service facilities hit an area of conflict which may produce the opposite effect. Recognizing that the medical needs of seafarers are special ones, the U.S. Public Health Service Division of Hos­ pitals and Clinics invited medical direc­ tors and health and welfare program managers from seamen's unions, ship­ ping companies and Federal agencies to the Washington conference last month. But the area of contention, which centered around the issue of a fit for duty standard, divided the conferees along labor/management lines and threatened the outcome of the meeting. Drawing on data they had compiled, the Marine Index Bureau said accidents aboard ship occur more frequently when the average age of the crew is 52.5. The Bureau, the companies present at the meeting, and the Coast Guard are looking to establish requirements for pre-hire physicals for entry level crewmembers. In addition, they want to set physical standards for all ratings aboard ship. Bruno J. Augenti, chairman of the Bureau said, "the establishment of mini­ mum medical standards to be met by all seafarers in order to assure their ability to achieve professional compe­ tence . . . would reduce to a minimum the unnecessary exposure of the less than sound to the rigors of life at sea." Another reason cited by .Augenti for imposing across-the-board medical re­ quirements is to save ship operators money. Setting up health standards, Augenti said, "would assist vessel op­ erators in reversing the trend of con­ tinuing upward spiralling of costs in ship operation." 4 / LOG / September 1978 SIU representatives at the conference, including Tom Cranford, head of Sea­ farers Welfare Plan and Dr. Logue, SIU medical director strongly protested the proposed health exams for older seamen. Dr. Logue said that seamen arc al­ ready required to undergo more physi­ cals than any similar occupational group in the U.S. And he pointed out that an increase in mandatory medical exams would force many skilled seamen out of the industry solely because they are older. Imposition of medical requirements which would have the effect of weeding out older seamen from the workforce would not be in the best interests of either seafarers or the industry itself. The Union will continue to oppose any such move. The conference did, however, yield some positive steps towards improving the health status and care of American seamen. Meeting pai iicipafits discussed recent medical statistics indicating sea­ men are struck by different diseases in different proportions from the rest of the population and agreed that medical programs aimed at the special health needs of seamen are necessary. Unlike the majority of the U.S. popu­ lation, cancer is the number one killer of seamen, followed by heart disease and stroke. And the incidence of alcoholrelated ailments is much higher for those who work aboard ship than for factory or office personnel ashore. The Coast Guard reported on re­ search they've begun on the occupa­ tional health and safety hazards on U.S. merchant ships. Following meetings with the Occupational Safety and Health Administration, the Coast Guard has finally begun to study par­ ticularly dangerous shipboard jobs, like the long-range effects of tank vapors on tankermen. Progress has also been made towards improving on-board emergency care for crewmen. An updated ship's medicine chest booklet, along with shipboard first aid kits containing improved supplies, are in the works and should be on U.S. ships by early next year. Another meeting of the Seamens Health Care Initiative group is sched­ uled for early 1979. At that time, special task forces of government, manage­ ment, and labor representatives will report on any headway they've made on fitness for duty criteria; widening the availability of USPHS services to the offshore oil and gas industry and inland boatmen; improving emergency health care and inter-vessel communications, and, speeding up health care for seamen at the PHS hospitals and clinics. Loud Protests Shelve Plan to Export Alaskan Oil Under pressure from U.S. maritime labor and industry. Congress has shelved a plan by the U.S. oil companies and the Department of Energy to export Alaskan crude oil to Japan. Witness after witness before the House Subcommittee on Investigations echoed maritime labor's position that such exports would threaten the jobs of thousands of Americans and prove detrimental to the national security. Despite the negative impact of the oil export scheme on the U.S. economy, the oil companies continued to advocate it. They initially argued that a shortage of U.S. tankers to move the oil to the lower 48 states made exports necessary. But armed with statistics from a recent government study, Russell F. Stryker of the Maritime Administration proved that there are more than enough U.S.-flag tankers to transport the oil. "The conclusion we have reached," Stryker told the Subcommittee, "is that a greater than adequate supply of U.S.-flag tankers exists and will con­ tinue to exist as tankers on order are delivered." In fact, exporting the Alaskan crude would idle U.S.-flag oil carriers, many of which were built specifically for the Alaskan trade. AFL-CIO Legislative Director Andrew J. Biemiller told the Subcommittee that "Alaskan crude oil exports would force from two to three million tons of U.S. tankers into lay-up with the loss of thousands of jobs for U.S. seamen." Another argument the oil companies used to justify exports is that they are the only way to alleviate the current glut of Alaskan North Slope crude on the U.S. West Coast. The back-up of Alaskan oil on the West Coast is, however, temporary. It will ease as West Coast refineries retrofit and West to East continental pipelines are built. In the meantime, the U.S. merchant marine has the capability to transport the oil to other areas of the country. The MarAd study, along with earlier testimony from SIU representatives and industry spokesmen, showed that the real motive behind the oil companies' export plans was higher profits. When Congress approved construc­ tion of the Trans-Alaska pipeline, they also made a promise to the American people that no oil produced here would be sold outside the U.S. By halting the oil companies export plans. Congress has made good on that promise. �Hall to DOE: Get the Lead Out on LNG Import Projects Warning that the government's footdragging on U.S. LNG programs is threatening America's leadership in that industry, SlU President Paul Hall issued a strong call to the Department of Energy for a rational U.S. policy on LNG. "Because no clear policy exists," Hall told DOE's Economic Regula­ tory Administration, "the entire United States LNG program remains in a state of uncertainty." President Hall charged that the fed­ eral practice of "constantly changing the rules of the game" regarding approval of LNG import and construction proj­ ects was jeopardizing thousands of jobs for American workers. There is a sizeable list of LNG con­ struction and importation projects in the U.S. which cannot get off the ground until the Department of Energy ap­ proves them. Construction of three separate liquefication and gasification plants in Texas, California and New England have been stalled pending the government's okay. These three projects alone would gen­ erate millions of man-hours of employ­ ment for U.S. workers. A contract between two U.S. com­ panies. El Paso and Tenneco, Inc.. and the Algerian government calling for the importation of 700 million cubic feet of natural gas per year for 20 years was very nearly axed when the Administra­ tion allowed the pact's expiration date to pass without approving it. The Algerian government has agreed to go ahead with the deal if the U.S. will give the companies a green light. But the government has continued to stall on the project. In addition to the jobs and revenues U.S. delays on LNG projects are cost­ ing, Hall accused the government of threatening the "unique supplier-user relationship in l.NG" between the U.S. and LNG exporting countries, "Because I.NG exporting countries such as Algeria and Indonesia have made huge expenditures in plants and equipment for processing LNG," Hall said, "they are dependent on export .sales to cover their investments." The U.S. is both a prime market for the. LNG exporting countries and an important supplier of LNG vessels and equipment. Because U.,S. built LNG carriers arc the most modern and sophisticated ves­ sels plying the LNG trade, they are in demand by the exporting countries. Al­ geria is considering to have a sizeable Beet of LNCi tankers built in American shipyards. But if the government stalls on approving exports of U.S.-built LNG ships, Algeria and other countries that require the specialized vessels may have them constructed elsewhere. Badly needed jobs, reliable supplies of an alternative fuel source and rev­ enue for U.S. industries which would help offset the U.S. balance-of-payments deficit are all at stake while the Administration shifts its position on LNG. Hall demanded the government act quickly to protect U.S. interests by "clearly sanctioning present proposals to import liriuefied natural gas,"and by creating a "set of criteria for future 1 NG projects." SlU, New C.G. Chief Meet on Safety, Manning Issues SlU representatives and the new Coast Guard chief of maritime safety met this month to discuss issues vital to the health and safety of working seamen. Chief Admiral H. H. Bell, newly ap­ pointed head of the Office of Merchant Marine Safety, has promised the SlU a "cooperative attitude" from his office in meeting the problems of merchant seamen. Up until Bell's appointment, the SlU has met stiff resistance from the Coast Guard in its efforts to rectify rules and regulations affecting the safety of life at sea or that discriminate against the un­ licensed seaman. Bell recently replaced Rear Admiral William Bcnkcrt as head of Merchant Marine Safety, Bcnkcrt has since been named president of the American Insti­ tute of Merchant Shipping. The SlU had its first meeting with Admiral Bell on Aug. ."^0. Union repre­ sentatives used the opportunity to bring to Bell's attention five issues concerning safety and manning that have long been areas of contention between the SlU and the Coast Guard. The SlU maintained at the meeting that: • The three watch law must be en­ forced on all vessels and for all seamen including Towboat Operators. Here are some very good reasons for upgrading to • Reasonable regulations to allow experienced deep sea sailors to become lovvboat Operators must be worked out. • Legislation should be introduced and pushed by the Coast (iuard to bring all vessels of less than .^00 gross tons under inspection. • Integrated tug barges must be treated the same as any merchant vessel as the law rcc|uires, rellccted in in­ creased manning. • l ovvboat Operators who are han­ dling tugs with oil barges in tow should not be recpiired to perform the tasks of a tankerman as well. separate tankerman must be carried while the tow is underway. In addition to these areas, the SRI pointed out that seamen on many auto­ mated ships must work 4 to 8 hours overtime per day to maintain safe operation ol the vessel. The Idiion saiti that this is excessive overtime. .Ami they maile it clear t hat the ("oast (iuard must increase the complement on these vessels to prcnect the health and safetv ol the crew. •After hearing the I'nion's arguments. Admiral Bell neither accepted nor re­ jected any of them. But he promised his ccvoperation ami gtxnl faith in dealing with the Union on all issues concerning manning and safety. It remains to be seen whether or not the "promise ivf cooperation" will trans­ late into positive results for .American seamen. At the very least, though, the Coast Guard's expressed attitude of good faith is a step in the right direc­ tion toward increased safely on the oceans and inland waters. James A. Farrell, Jr., 77, Dies .James A. Farrell, .Jr., 77, co-founder of Farrell Lines, one of the biggest U.S. flag shipping lines, and chairman of its board of directors, passed away in Norwalk (Conn.) Hospital on Sept. 15. With his brother, .John ,J. Farrell, he founded the American-South African Line in 1926, which became Farrell Lines in 1948. Their grandfather, .John G. Farrell ran ships in the U.S. coastwise trade in the mid-1800s. Their father, .lames A. Farrell, Sr. founded the Isthmian Line and was president of the U.S. Steel Corp. Farrell, a pioneer in welded ship­ building, became chairman of the line's board in I96.T He fostered good labormanagement relations within the com­ pany and believed in responsible trade unionism and management. Last March, the line bought American Ex­ port Lines to beef up their fleet to .19 ships sailing world-wide. Born in Brooklyn, N. Y., he was a Vale graduate and was a commander, U.S. Naval Reserve (Ret.) serving in World War 11. He also held the Naval Order of the United States. Last year he received the Admiral of the Ocean Seas Award (AOTOS). Farrell was a trustee of the United Seamen's Service and Mystic .Seaport. He was a member of the American Bureau of Shipping, Society of Naval Architects and Marine Engineers and the American Merchant Marine Post No. 945. Delta Sud Gets Safety Award Course Starts Nov. 23 To enroU, contaci your SIU Representative or the Harry Lundeberg School. Steward/Cook Edward Vieiar (far left) and AB John Sanfferer (3d left) of the SS Delta Sud {Delta Line) pose for ceremonial photo recently in New Orleans as the ship's master, Capt. W.L. Easter (center) gets congratulatory handshake as he accepts the two-year Jones F. Devlin Safety Award from Capt. E.R."Seamen, the company's marine operations manager. The vessel operated for 773 consecutive days without a single lost-time accident to a crewmember. Others in the photo are (2nd left) Chief Officer James Lea, (far right) 1 st Assistant Engineer William Smith and Chief Engineer Gilbert Krieg. September 1978 / LOG / 5 i �State fransportation Commissioner William Hennessy at Washington, D.C. hearings in August. Henne.ssy carried Gov. Carey's request for federal aid in testimonv before the Senate Subcommittee on Water Resources, which con­ ducted hearings on national water policy last month. Shipping has declined drastically on the Barge Canal and the deteriorated outmoded system could close down completely in ten years, according to a New York State Senate Task Force report. Largely unchanged since it opened in 1900, the canal needs help, from channel dredging to larger locks which can accommodate modern barges. With federal funds, it could provide low cost, energy efficient transportation for large bulk cargoes, such as western coal to the energy-hungry East Coast. Gov. Carey said. Canal improvements would also provide greatly increased Job opportunities for SIU Boatmen and Dredgemen in this area. New Orleans St. Louis Crescent Towing expects three newly remodeled harbor tugs to come out of the shipyard this month. Total crew changes and relief positions on the new fleet additions will add up to about 40 more jobs for SIU Boatmen. I"he rebuilt vessels are the Sandra Sniiih, which will usher ships in and out of Baton Rouge, I.a.; the San l.uis, which will work the New Orleans harbor, and the Jason Smith, which will do both shipdocking and ocean towing. The main lock chamber in I.ock and Dam 26 has been closing down on a daily but intermittent schedule since .September 6. The 600 ft. chamber, located on the Mississippi River at Alton, III., is undergoing repairs and underwater surveys. Legislation to replace the crumbling lock with one twice its size is still stalled in Congress. Norfolk A li Ports Sea-l.and Service. Inc. has chartered a small containership. the SS Rio Haina, from Union Boat .Service, a top to bottom SIU inland company in this port. Seal.and will use the roll-on. roll-off vessel to move 24,000 tons ol cargo between Norlolk and Nassau-Bermuda under a $2 million contract recently awarded Irom the Military Sealift Command. The contract runs through .lime .10. 1979 and includes dry and refrigerated cargo and vehicles. While Congress is still reviewing President Carter's national water policy proposals, there is no question that the nation's waterways must be improved if the inland industry is to remain competitive in the future. This is the conclusion of a recent study prepared for the East-West Gateway Coordinating Council, under contract to the U.S. Maritime Administration. I he study pointed out that riverport facilities must be further developed so that inland operations can compete with railroad and pipeline industries, which are now improving their systems with government funding. Port development could reduce operating costs as much as $500 million, the study calculated, which is one-third of the cost now incurred in inland port operations, it was suggested that the Maritime Administration provide needed funds for port planning. Great Lakes fhe New York State Barge Canal, the 527 mile link between the Lakes and the Uudsmi River, needs federal funds to survive. I his was the message delivered by Jobless Rate Dips to 5.9% in August; But Employment Slowing WA.SHINCTON, D.C. —U.S. unem­ ployment in August dipped to 5.9 per­ cent from 6.2 percent in .July. This is the second time it has fallen below 6 per­ cent this year. Black workers, adult . women who head families, teenagers, and people unemployed less than five weeks found jobs, the Labor Depart­ ment's Bureau of Labor Statistics reported. However, except for June's 5.7 per­ cent, the unemployment rate has remained at a seven-month plateau of 6 to 6.2 percent. "You really ean't describe the August performance as much better than past months," said the U.S. Commerce Department's chief economist Mrs. Courtenay Slater, .lime's jobless decline was seen as a statistical fluke caused by the Labor Department's faulty seasonal adjustment or overcounting the number employed then. A top Carter Adminis­ tration economist observed that the August percentage "is possibly another abberation cf the kind we saw in June." I here were just under 6 million persons unemployed last month, down 225,000 from the July level. But the AFL-CIO says that there are actually 8.5 percent jobless or 8,577,000 unem­ ployed in August as the federation counts so-called "discouraged" workers as unemployed as well as one-half of those who work parttime because they can't find fulltime jobs. Fhe Govern­ ment does not count these jobless and parttimers. One of the bright spots in the August picture on jobs was the relatively sharp drop in black unemployment. Theirjobless rate fell from 12.5 percent to 11.7 percent last month. The rate for black teenagers' skidded downward to 12.4 percent from 17 percent! Unemploy­ ment for white teenagers dipped to 15.6 percent from 16.1 percent. Adult black women, who are head of hou.sehold had their joblessness rate drop from 6.5 per­ cent to 6.1 percent. But the rate for black adult men climbed from July's level of 8.4 percent to 9 percent in August. The rate for white adult men is 4.1 percent. Total employment in August edged up 156,000 jobs to a total of 94,581,000 persons working. The proportion of the population that is employed remained at its July level of 58.6 percent. Coupled with July's 194,000 drop in total employment, the recent figures seem to show that "clearly employment is slowing down," says John Bregger, a Labor Department economist. Economist Slater concurs: "I don't think we're looking at any dramatic growth in employment for the rest of the year." Do You Know How to Make This Work? Ogden Marine Puts 2 Tankers on Order SI U-eontracted Ogden Marine placed orders for two new 42,000 dwt multi-product tankers from its subsid­ iary, Avondale Shipyards, New Orleans with delivery set for 1981. One tanker has already been put under long-term charter. Lhe tankers. 640 feet long. 105 feet wide with a 18 foot draft, will have pumps for each of their tanks so they can carry crude oil and 10 other differ­ ent products simultaneously. Beside having segregated ballast, double bottoms, collision avoidance .systems, inert gas and electronic naviga­ tion equipment, they will be able to transit the Panama Canal. 6 / LOG / September 1S78 NO? Well learn how—it only takes four weeks. That's right. In just four weeks, you can learn basic diesel theory and opera­ tions. This means new job opportunities for you. Where? Aboard the diesel-powered U.S.flag ships under contract with the SIU. YES9 • • Terrific! Then enroll in the eightweek diesel engineering course at HLS. Get yc^r license and get ahead. Every student who took this course has gotten his license. So join the crowd of seafarers who've improved their pay and job security. New Ships • New Jobs For Seafarers With fhe Right Skills • Cef Your Diesel Engineering License of HLS • �Headquarti^rs by SIU Exenilive Vice President Frank Drozak Engine Dept. Upgrading Top Priority If there's one department where shipping technology is changing faster than any other, it's the engine department. Working on today's ships demands advanced skills in all departments. But the specialized range of equipment in a modern engine room presents one of the greatest challenges for today's Seafarer. There's no question that working in the "black gang" isn't what it used to be in the old days. The name still sticks in this new age of maritime technology but the job has changed totally. The old coal stokers on steamships never dreamed that "black gang" members would come to include pumpmen, marine electricians and refrigeration engineers. But even these advanced engine room jobs aren't what they used to be since supertankers, LASH and LNG ships changed the shape of modern shipping. If you've worked in one of these ratings before, your experience may not be extensive enough to handle engine room equipment on new vessels. And as more and more new vessels come out, the demand is increasing for these specialized engine room jobs. The Harry Lundeberg School offers several courses which can bring your rating up to date and guarantee your job security in the engine room. Some are available right now and some are planned for early next year. If you have a QMED endorsement or a rating as pumpman, refrigeration engineer or electrician, I urge you to consider these courses in your future job plans. The Pumproom Maintenance and Operation course starts on October 30 and will prepare you for the latest procedures on new tankers. A special LNG course for rated engine room personnel, as well as a general LNG safety course are offered regularly at the Lundeberg School. These courses will certify you to work on LNG vessels, which hold the promise of a vast number of new job opportunities in the future of this industry. Two additional engine room courses are planned for next year and cover the full range of electrical and refrigeration .systems found aboard modern LASH ships and containerships. These are Marine Electrical Maintenance and Maintenance of Shipboard Refrigeration Systems. Watch for details in the Lo}f. You've come a long way in getting the advanced engine room ratings you hold now. But they won't do you any good if you can't make them pay off in the jobs that lie ahead. And it won't do the Union any good either. The jobs we have now and the ones we are working on for the future arc only as good as the men ready to fill them. For this reason I also want to encourage other members of the engine department to take advantage of the Union's upgrading program. Working your way up the ladder to FOWT, QM ED and advanced ratings will insure a constant flow of qualified manpower in the engine department. This is our goal for all departments. It means that no matter how many vessels come out, the SIU will be ready to man them. Lundeberg School Made Difference for Riverman Walter Cannon "There's little I don't know about the Rivers," Capt. Walter Cannon said, "but I might have had a problem passing my licensing exam if I hadn't studied for it at the Harry Lundeberg School." Capt. Cannon has been a Boatman for 40 years, most of that time sailing as captain on the Mississippi River and Gulf Intracoastal Waterway out of New Orleans. But he never needed an operator's license until September, 1973 when the Towing Vessel Licensing Act went into effect. It requires a licensed operator for every uninspected towing vessel over 26 feet in U.S. waters. And it meant that Boatmen like Cannon had to pass the written Coast Guard licensing exam to keep their jobs. Cannon's company. Gulf Canal Lines, encouraged him to go to Piney Point to look into the Towboat Op­ erator's course. "I went up to see what was going on and have a vacation at the same time. Once I was there, 1 liked it and entered the program." Cannon started the course in May, 1973 and the next month passed the licensing exams in three different areas—Inland Waterways, Western Rivers and Oceans—200 miles. He needed the first two to keep working on his present run for Gulf Canal Lines. And the third license gives him the option to take a job on an ocean tug. "1 don't have the biggest education in the world,"he remarked.'Tve been going to sea too long for that. But the course helped me to prepare for just what was required on the written tests." Cannon also had high praise for the facilities at the Lundeberg School. "I've been all over the U.S. in my mobile home and Piney Point has some of the nicest country I've seen. You couldn't find a more beautiful place to spend some time—and learn something be­ sides." Capt. Walter Cannon New Deep Sea Death Benefit Provides Security for Your Families No one looks forward to the day when you pass on to "Fiddlers Green", that place where all good seamen go when the running lights are turned out for good. But Seafarers can now take some comfort in knowing that, in the event of death, their families will be taken care of over the years—thanks to the new graduated Death Benefit for active Seafarers. It used to be, in the "old days", that the end of a seafaring breadwinner usually meant the beginning of a struggle to make ends meet for his family. It has been a long, hard haul to improve upon that situation. But the benefits that seamen earlier in this century never would have dreamed of, have changed all that. We were saddened to learn of the passing of veteran Seafarer Cayetano Sapatiro on July 25 at the age of 67. There is little consolation in his death, and he leaves a void that can't be filled. Yet it's good to know, at least, that he had enough seatime so that his family will be provided for in the years to come. Brother Sapatiro sailed for 34 years. At the time of his death (he had not yet retired), he had accumulated at least 125 days seatime in each of the previous 7 consecutive calendar years, plus at least 1 day in the six month period preceding his death. This qualifies his family for a $20,000 Death Benefit. In addition to this his widow, Elizabeth, is entitled to a Survivors Pension because her husband was eligible to retire when he died. She will receive a check each month from the Seafarers Pension Plan as a result. Seafarers need only look at the new Death Benefit to see that we have come a long way since the "old days". The complete graduated Death Benefit schedule for active Seafarers is as follows: The new Death Benefit Schedule is applicable to active Seafarers only. The Death Benefit for retired deep sea mem­ bers remains at $5,000. Overseas Anchorage Committee • $5,000—125 days seatime in the previous calendar year, and 1 day 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. • $12,500—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, and 1 day in the previous six months. • $17,500—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. Recertified Bosun Jack Nelson (2nd left) ship's chairman of the ST Overseas Anchorage (Maritime Overseas) is with the Ship's Committee at a payoff of (I. to r.) Deck Delegate Allan E. Lewis Sr., Chief Steward Charles Ussin, secretaryreporter; Steward Delegate Lucian Mclnham andEngine Delegate Ed Smith. The tanker paid off on Aug. 12 in Stapleton Anchorage, S.I., N.Y. September 1978 / LOG / 7 ^• �The Lakes Picture DETROIT The Army torps of Engineers is studying the feasibility of expanding the connecting channels and harbors on the Great Lakes to accommodate the largest ships plying those waters. The $4.1 million study will examine the possibility of dredging channels from Duluth to Montreal from their current depth of 27 feet to 32 feet. Deepening the channels will allow passage by fully-loaded thousand footers. Also under study is the cost of building a larger lock at the Soo Locks in Sault Ste. Marie, where Lakes Huron and Superior are connected. Targeted comple­ tion date of the study is 1984. The SlU-contracted Belle River (American Steamship Co.) moved the largest cargo of coal ever carried on the Lakes in July. The Belle River hauled a record 66,654 tons of coal from Superior, Wise, to St. Clair, Mich. BUFFALO ULEVELAIVD Tlie A// V Buffalo, which was christened last month, was returned to the ship­ yard for two weeks to iron out some minor problems. The brand-new Buffalo is the latest addition to American Steamship Co.'s fleet of general cargo carriers. When her SIU crew is recalled, the Buffalo is expected to begin moving ore pellets, taconite and coal from the Upper to the Lower Lakes. Plans for construction of an ore dock in Cleveland hit a snag last month when the city's mayor, Dennis J. Kucinich, vetoed the lease of city-owned Dock 24 to the Cleveland-Cuyahoga County Port Authority. Dock 24 is at the east end of the proposed ore facility site. The Cleveland city council is expected to override the veto. ALOOAAU ST. i^WREIVUE SEAWAY Most contract negotiations with SlU-contracted Great Lakes companies have been completed. The only exceptions are new contracts with the Bob Lo Company, which operates two passenger ships, the Columbia, and the St. Claire, between Detroit and Bob Lo Island. Talks between Union reps and the company are progressing with additional fringe benefits for Bob Lo's 52 unlicen.sed employees the last issue to be negotiated. Contract talks with the newly-organized Champion Auto Ferries, Inc. in Michigan are still under way. The Union is working for an agreement which will provide wage, holiday and overtime increases and better fringes for the 15 deckhands and pilots at Champion. When negotiations with these companies and the Michigan Interstate Railway Co., which operates the car ferry Viking, are concluded, "that will wrap up everything on the Lakes for the next few years," Algonac Port Agent Jack Bluitt said. The St. Lawrence Seaway Development Corp. and the St. Lawrence Seaway Authority, which administer the waterway for the U.S. and Canada respectively, have announced this season's closingdates. Upbound oceangoing vessels will not be allowed through the Welland Canal after Dec. 6. The Montreal-Lake Ontario section of the Seaway will close Dec. 15, and ships transiting the section after that date will have to pay a late fine of $20,000 per day, up to a maximum of $80,000. Officials hope to have the Seaway cleared by the closing dates to prevent a repeat of last year's late season rush. The 1977 closing came 13 days after the deadline, the latest in Seaway history. Algonac Agent Jack Bluitt will go to Washington, D.C. sometime this month to testify before the Subcommittee on Coast Guard and Navigation of the House Committee on Merchant Marine and Fisheries. The Subcommittee, chaired by Rep. Mario Biaggi (D/C-N.Y.), is investigating ways of preventing disasters like the sinking of the Edmund Fitzgerald, which went down in Lake Superior in 1975. UHIUAI^O Litton Great Lakes Corp.'s ore carrier, the Presque Isle, blew her engine bearings and will be in the shipyard for two to three weeks for repairs. Notice to Members On Shipping Procedure When throwing in for work dur­ ing a job call at any SIU Hiring Hall, members must produce the following: • membership certificate • registration card- ULEAIV WATERS A recent study by the Environmental Protection Agency of pollution in Lake Michigan yielded some good news and some bad news. The good news, according to the EPA, is that recent legislation which banned dumping certain percentages of laundry detergents containing phosphates and the insecticide DDT have improved the Lake's water quality. Conditions at nearshore areas and public beaches have improved, and taste and odor problems in drinking water from the Lake are better. ^ And now for the bad news. "The open waters of Lake'Michigan are still slowly deteriorating," the report said. Levels of PCBs and other contaminants in fish from the Lake are still high and concentrations of chloride are higher than ever before. The study warned that, though long-term effects of high chloride levels are not known, "there is the possibility that future increases in chloride levels may lead to fundamental, irreversible, changes in the Lake's natural biological systems." Want To Broaden Your Horizons? • clinic card • seaman's papers • valid, up-to-date passport In addition, when assigning a job the dispatcher will comply with the following Section 5, Sub­ section 7 of the SIU Shipping Rules: Within each class of seniority rating in every Department, prior­ ity for entry rating jobs shall be given to all seamen who possess Lifeboatman endorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sentence when, In the sole judgment of the Board, undue hardship will result or extenuating circumstances war­ rant such waiver." Also, all entry rated members must show their last six months discharges. Further, the Seafarers Appeals Board has ruled that **C classifica­ tion seamen may only register and sail as entry ratings in only one department." 8 / LOG / September 1978 Upgrade at HLS! •- . These Courses Starting Soon: LNG—November 13 FOWT—November 23 Pumproom Maintenance and Operation—October 30 Welding—November 13, 27 Able Seaman—November 13 TowboatOperatordnland/Oceans)—November 13 Chief Steward—November 13 Chief Cook—November 13, 27 Cook and Baker—November 13, 27 Assistant Cook—Upon Request Lifeboat—November 9,24 Tankerman—November 9, 24 �III into Seafarers International Union of North America, AFL-CIO House Passes Tanker Safety Bill The House of Representatives this month passed a bill which amends the Ports and Waterways Safety Act of 1972, requiring stricter safety standards to protect the maritime environment. The Senate had passed a similar bill early last year. Commenting on the passage of the House bill, Congressman Mario Biaggi (D-NY), chairman of the House Subcommittee on Coast Guard and Navigation, said: "It is my opinion that this bill meets the President's overall objectives contained in his March 17, 1977 message to Congress when he appointed a number of measures designed to reduce the risks associated with the marine transportation of oil." Senate Committee OK's Ocean Mining 1 , The Senate Committee on Foreign Relations late la^t month gave their approval of the Ocean Mining bill, setting the stage for a vote by the full Senate later this month. Similar legislation has already been voted by the House of Representatives, and has been favorably reported by the Senate Energy Committee and the Senate Commerce Committee. During the mark-up on the bill, the Foreign Relations Committee voted to require that the mining and processing vessels used in ocean mining under the provisions of the bill will have to be built and documented in the U.S., and that at least one ore carrier for each mining site will have to be a U.S.-flag vessel. These are the same requirements which were adopted by the Senate Commerce Committee. SEPTEMBER 1978 Legislative, Administrative and Regulatory Happenings Carter Signs OCS Energy Legislation President Carter on Sept. 18 signed the Outer Continental Shelf Lands Act of 1978, bringing to a successful conclusion the SIU's long fight to make sure that the job rights of American workers will be protected, and that American safety standards will be enforced. The bill is being hailed as a major triumph for American labor. Here are the major provisions of the bill: • Any vessel, drilling rig, platform or other vehicle or structure in use more than a year after the regulations take effect must be manned by citizens of the United States.... • All vessels and drilling equipment built or rebuilt more than a year after the regulations become effective must be American owned. • All equipment engaged in OCS activi­ ties must comply with design, construction, alteration and repair standards established by the Secretary of the Interior or the Secretary of Commerce. This provision will strengthen safeguards against oil spills, and will better protect the life and health of American workers. SIU Seniority Upgraders Get First-Hand Look At Washington Politics Twelve more SIU "A" Seniority Upgrad­ ers were in Washington earlier this month to get a first-hand look at the SIU's political and legislative operations in the nation's capital. During their tour, the upgraders visited the AFL-CIO Maritime Trades Dept., and Transportation Institute. The SIU members attending the educa­ tional visit to Washington this month were Franklyn Cordro, Kurt Kleinschmidt, Howard Kling, Charles Minix, Marshall Novack, George Pino, Frederick Stack. August in Tellez, Donald Dokulil, Samuel Baugh, John Schoenstein and Barry h'rn is. They were accompanied on the trip by Piney Point Port Agent Pat Pillsworth. On the Agenda in Congress... The 95th Congress is now moving into its final weeks. Both the House and the Senate are tentatively scheduled to adjourn Oct. 14. As this session of Congress winds down, a number of maritime-related bills are still awaiting final action. At the top of the SIU's legislative priorities list is the Deep Seabed Ocean Mining Bill. The bill which would generate thousands of jobs for American workers has been overwhelmingly approved on the floor of the House, has cleared three Senate committees, and is now awaiting floor action in the Senate. Another of the SIU's top priority legislative targets—the Outer Continental Shelf bill—was signed this month by President Carter. AGRICULTURE—CARGO PREFER­ ENCE. The Senate earlier this month passed an agriculture foreign sales bill which specifically cuts out any preference for U.S.flag ships in carrying the exported agricul­ ture products. In the House, two bills similar to the Senate version are now waiting action by the Rules Committee. The bills are designed to strengthen the U.S. economy through the sales abroad of American agricultural products. What the bills do is to authorize an "intermediate" term credit program for underdeveloped nations through the Commodity Credit Corporation. Under provisions of the Senate bill, credit would be advanced to importing nations on terms of three to ten years to enable these nations to become long-term importers of U.S. agricultural products. What the Senate bills—and the two proposed bills in the House—fail to do is to provide the same encouragement and incentives for using U.S.-flag ships as is being provided to the U.S. farming industry. In Committee The Merchant Marine and Fisheries Committee has reported several bills which the House is expected to vote on later this month. NA VY-MARITIME ADVISORY BOARD. This bill, H.R. 11861, would require the Secretary of Commerce and the Secretary of the Navy to meet at least four times a year with representatives of the U.S. liner operators, U.S.-flag tanker and bulk fleet operators, and the shipbuilding industry. The bill would also require them to submit a "comprehensive" annual report to the President. GREAT LAKES VESSELS. This bill, H.R. 11658, would amend the Merchant Marine Act of 1936 to allow Great Lakes vessels to take full advantage of the vessel mortgage guarantee provisions of thd-law. The bill would reduce the speed requirement for Great Lakes vessels from 14 knots to ten knots, and would qualify these vessels for the full 871/2 percent financing. Hearings Two hearings are scheduled in the House later this month which we will be watching. WRECK OF THE EDMUND FITZ­ GERALD. The Coast Guard Subcommittee of the House Merchant Marine and Fisheries Committee will hold a hearing on the sinking of the ore carrier Edmund Fitzgerald on Lake Superior in November 1975. The hearing will look into a number of safety standards covering Great Lakes vessels. Including requirements for water­ tight compartments. The Fitzgerald plunged to the bottom in a severe storm without time to send any distress call. There were no survivors. VESSEL SANITATION. The House Merchant Marine and Fisheries Committee will conduct a series of hearings this month on the operation and maintenance of the U.S. Public Health Service hospital system with special regard to vessel sanitation and inspection standards. September 1978 / LOG / 9 •^1 4 �'m Maritime Industiy News 33)c 5tU in ^Uosljington Senate Votes Bill To Give U.S. Shipping 'An Even Break' The Senate Commerce Committee this month voted unanimously to report to the Senate the Ocean Shipping Act of 1978—a bill that Commerce Committee Chairman Senator Howard Cannon (D-Nev.) de­ scribed as "an attempt to give American business an even break." The bill—which was passed by the House earlier this year—would prevent Soviet ocean carriers from operating as cross traders in the, U.S. trade from the U.S. mainland with rates or charges that are below rates which are just and reasonable. The bill would alter the power of the Federal Maritime Commission to suspend rate increases or decreases if they are within the range of five percent. Senator Cannon stressed that the bill "will expedite the decision-making process in regulating domestic offshore trade, and the shipping public will receive the benefit of prompt adjudication." Senator Daniel K. Inouye (D-Hawaii) agreed with Senator Cannon that it is about time we aided U.S. business. He said: "For Hail to Head Panel At Transport Forum SIU President Paul Hall will head up a blue chip panel of maritime leaders next month at the 33rd Annual Transportation and Logistics Forum of the National Defense Transportation Association. The panel, working under the title "Waves of Change in International Shipping" will concentrate on exploring the threat of the growing Russian merchant marine to Political Action & Job Security SW Legislative and Political Activities Director Dave Dolgen briefs SIU "A" Seniority Upgraders at the AFL-CIO Maritime Trades Department during the group's educational visit to Washington earlier this month. Dolgen and other members of the SIU's legislative team explained the SIU's operation in Washing­ ton, and discussed the various bills which affect the jobs and job security of American seamen and other workers. It was an opportunity for the future full-book members of the SIU to see, and ask questions, and learn just how important political action is in preserving and upgrading job opportunities for American seafarers. National Maritime Council Warns of Soviet Intention ToControl World Sealanes The National Maritime Council this month warned that it is up to the Americanflag shipping industry to block Russia's "clear intention to control the sealanes of the world." At a recent meeting of the maritime group, NMC Chairman James R. Barker SPAD is thr SIU's poliliail land and our political arm in WasliinKloii, D.C. The SIU asks lor and accepts voluntary coatfibatlons only. The Union uses the money donated to SPAO 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 martlimr issues in the Congress. These are issues that have a direct impact on the )obs and job security of all SIU memSeri, deep-sea, inland, and Lakes. The SIU urges its mcmbets 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 wHhout fear of reprisal. A copy of the SPAD report is filed wHh the Federal Elec­ tion Commi"ion. It Is available for purchase from the FEC in Washinglon, D.C. 10/ LOG/September 1978 too long we have been nit-pickers finding every conceivable excuse to make it difficult for U.S. shippers to do business. The least we can do is make it possible for our front line groups to compete successfully with other front line groups." said the organization is planning "a massive effort to force the Soviet merchant marine to halt its predatory rate-slashing practices." The National Maritime Council—which represents labor and management, and is the leading spokesman for U.S.-flag shippers— is presently seeking the cooperation of other "traditional" maritime nations, and has also begun a program to alert the American public to the growing threat of Soviet dominance on the sealanes of the world. The NMC spokesman said that the Russians have more ocean-going vessels than any other national flag fleet in the world. He,warned: "The Soviets use their merchant fleet not only to transport arms and supplies to their client nations to foment unrest and revolution, but to capture trade from traditional maritime fleets through uncon­ scionably unfair trading practices." American and world shipping. Along with Hall on the panel will be Rep. John Murphy, chairman of the House Merchant Marine and Fisheries Committee; Rear Adm. William Myers, deputy chief of Operations, U.S. Atlantic Fleet, and Vincent Hirsch, president of the U.S. Navy League. Details on this happening will be carried in the October I.og. U.S. Flag Fleet Climbs to Record 21.3 Million Tons According to the U.S. Maritime Admin­ istration, the privately-owned deep-draft fleet of the U.S. merchant marine totaled 750 vessels on Aug. 1, rising to a record 21.3 million deadweight tons. Compared to one year ago, the U.S. fleet increased by four ships and its total capacity increased by 2 million deadweight tons. The tonnage gain reflects the larger size of the new additions to the U.S. fleet, and the comparatively smaller sizes of the older vessels which were scrapped or sold. The new MarAd report also showed that as of Aug. 1, 1978, 53 merchant ships, totaling nearly 4.2 million tons, were under construction or on order in American shipyards. The new bottoms include 14 tankers, 14 liquefied natural gas (LNG) carriers, 10 intermodal carriers, nine dry-bulk vessels, three cargo breakbulk ships, and three special type vessels. Maritime Seminar To View Problems On Cargo Movements A seminar sponsored by a number of West Coast maritime trade groups will take place in Oakland, Calif. Oct. 25-26. The two-day dialogue will focus on U.S. maritime policy, and the practical problems in international cargo movement. Keynote speakers will include Congress­ man Robert L. Leggett(D-Calif.), a member of the House Committee on Merchant Marine and Fisheries, and a strong sup­ porter of the U.S. merchant marine; and Charles 1. Hiltzheimer, chairman of the board of Sea-Land Services Inc. Among the panelists who will be viewing "Necessary Changes in National Shipping Policy" are Richard Daschbach, chairman of the Federal MaritimeCommission, Ernest Corrado, chief counsel of the House Committee on Merchant Marine and Fisheries, and Richard K. Bank, director of the Committee of Maritime Affairs, U.S. State Department. �HALL; LABOR'S GOAL IS FULL EMPLOYMENT Soys Gov't Policy Makers Treat Unemployment as Statistic Only Acting in his capacity as Senior Vice President of the AFL-CIO and chairman of the AFL-CIO Eco­ nomic Policy Committee, SIU President Paul Hall reaffirmed the labor movement's commitment to full employment for A merica's work force in a nationwide radio broad­ cast on Labor Day. Following is a complete text of President Hall's broadcast, which was aired to millions of homes over the Mutual Radio Network. I! abor Day is a uniquely Amerij can holiday—a day of leisure, set aside to honor those men and women who work for a living— those men and women whose labor has built this great nation. It seems to me, however, that it would be callous and cruel on this particular holiday to forget or ignore those who can't labor—the men and women who are unem­ ployed or forced to work only parttime through no fault of their SIU President own. victims of their manipulation. I am not thinking of those with Too few economic policy makers physical handicaps — although —past and present—understand the theirs is a very real problem that the stark personal tragedy that unem­ trade union movement is addressing ployment causes in the home of a on a daily basis. worker whose sole income is derived Nor am I thinking of those from labor. discriminated against because of The American labor movement— their color, their sex, their age, their and. I say this with both pride and race. Theirs, too, is a serious candor—has not forgotten. We are problem now being met—although not blind to the truth. And that is loo slowly—by federal laws the why, on this Labor Day, we are trade union movement helped pass. rededicating ourselves to a continu­ No, I'm thinking of the victims of ing, unrelenting fight for a full misguided economic policies of past employment economy. administrations in Washington that created more unemployment— I wish I could report to you the policies that have still not been progress made in meeting the completely reversed and that must unemployment problem during the be reversed—policies that hurt not last 18 months means that America only millions of individual Ameri­ is well on its way to solving this cans but the entire economic struc­ fundamental problem. ture of the United States, and, thus, I can't. The truth is that the job hurt each and everyone of us. situation is still grim. More than On Labor Day, especially, it is eight million workers are today important that we all remember how without jobs and income. The far America is from being a healthy, current unemployment rate is still growing, full-employment economy. higher than in any non-recession Why? Because jobs are the main period. source of income for workers and The prospects are that the situa­ their families—the main sustenance tion will grow worse. of the American economic system. For employed workers, the prob­ This simple, basic fact is too often lem, while less severe, is still tough. ignored by those who make eco­ Inflation continues to shrink the nomic policy. It's too easy for them buying power of their paychecks. to forget that economic policy After paying their taxes—and there should be—and can be—designed to are no "tax shelters" for workers— improve human welfare and en­ their paychecks in June bought 2.3 hance human dignity. percent less than they did 12 months Too many economic policy mak­ earlier. And there is no end in sight to the ers—past and present—consider their primary goal to be increased problems of inflation. Supply short­ profit for those who already have ages, idle productive capacity, high interest rates, the actions of foreign much and greedily seek more. Too many economic policy mak­ oil-producing countries, the declin­ ers— past and present—view mass ing value of the dollar—all these unemployment only as a statistic to mean inflation will grow worse. Over the past year, consumer be manipulated up or down for political reasons—not people with prices have risen 7.4 percent—the fastest rate of increase since 1975. families, hopes and dreams. Too few economic policy makers During the first half of this year, —past and present—look behind prices rose at an annual rate of better the statistics at the men and women .than 10 percent. Food prices, interest rates, medi—and children too—who are the Paul Hall cal care costs, gas and electricity rates—all these led the inflation parade. But the greatest threat is the policy of the Federal Reserve Board—a policy that is choking off economic growth by steadily in­ creasing interest rates. Increased interest rates make a few bankers happy, of course. But they add to the costs all the rest of us have to pay for everything we buy and to the taxes we must pay. They add no value to any product or service. They threaten disaster for the housing industry, severe problems for small business and local governments. And they add to the danger of a general recession. I suppose some of you may ask, "Do not wage increases, negotiated under union contracts, cause infla­ tion?" That's a fair question and the honest answer is that the major price increases of 1978 were not caused by wage increases. The facts prove they were due to the specific shortages of necessary goods, Fed­ eral Reserve Board actions and profiteering. Generally, wage in­ creases have been less than the increase in consumer prices. The principal economic fact determining the wage increases unions must seek in collective bargaining is prices. Workers and their unions seek wage increases to meet price increases that have already taken place. Like all Ameri­ cans we do not Vv'ant to reduce our standard of living—to do that, we must-catch up and stay even. Wage increases did not start the inflation cycle, the cost-of-living clauses in union contracts only partially recover already imposed price increases. So the lower the price increases, the lower the resulting wage in­ creases will be. That is why it is so important that the Administration succeed in convincing American business and the banking commun­ ity to hold the line on prices and interest rates. Inflation pressures are aggravated by devaluation of the dollar in international financial markets—a matter of serious concern to the President. He has correctly pointed out that devaluation means imports are becoming more expensive, the prices of U.S.-made goods that contain imported parts or raw materials are going up, the export of items in short supply in the United States is increased—and inflation is compounded. Despite all these well-known facts, the Federal Reserve Board has returned to the policies of tight money and high interest rates. These policies have never worked in the past and they threaten the Presi­ dent's anti-inflation efforts. We in the AFL-CIO, who have examined these policies and their conse­ quences closely, believe that there must be an immediate reduction in interest rates, particularly for home mortgages, and that the government must control and allocate credit to socially necessary investments. Of course, unemployment itself is inflationary. Idle workers are not producing goods and services. And necessary programs to provide help to the unemployed must be paid for by the taxpayers. Increased production, brought about by higher employment levels, would reduce unit costs and the wasteful costs of idle plant and equipment, and thus reduce infla­ tion. In order to further reduce unem­ ployment, the nation needs a tax cut for low and middle-income tax­ payers and special employment programs such as CETA, public works and special youth programs —targeted to the areas of greatest need. The last thing America needs is a tax cut like that recently passed by the House of Representatives. The press has called it "tax relief for middle-income America." ' That's not true. Two-thirds of the tax relief would go to business and the very wealthy. The families of working Americans—the 88 percent with annual incomes of $30,000 or less—would get only token relief. And two million taxpayers—those with families earning $15,000 or less—would pay more in taxes. So, on Labor Day 1978, the situation is grim; the problems facing us all are growing; the healthy, growing, full employment economy America must have is still a long way off. But we in the labor movement do not despair. We continue to have faith in the American political and economic system because we have faith in the American people. We are confident that their common sense will triumph and that we can achieve the kind of economy that will put America back to work and keep it there. And, on behalf the AFL-CIO, I pledge to you that we will never cease fighting until we have achieved that goal. September 1978 /. LOG / 11 �An Eye Opening Trip for Delta America Crew Stewart Bishop, sailing ordinary sea­ man, used his spare time while in port in South America to buy up some of the local wares. After completing a run from the West Coast to Central and South America— her first as an SlU-contracted ship—the Delta America (formerly the Prudential Seqjet) arrived in New York earlier this month with a mixed cargo that included $13 million worth of Colombian coffee. Along with the green beans, which one Seafarer wryly described as, "worth more than oil", were brazil nuts, sacks of cocoa, zinc ingots, and copper. The Delta America's cargo on the outbound trip included grain, newsprint from the Northwest, asbestos, and cherries. Delta Steamship Co. purchased 13 Prudential Lines ships earlier this summer. In addition to the Delta America and another Seajet class, the Delta Chile (formerly the Oceanjet), seven other cargo ships plus four passenger/cargo ships, were included in the transaction. Built in 1966 at Bethlehem Steel's Sparrows Point Yard in Maryland, the 544 foot long Delta America boasts The Delta America pulled into New York with a cargo of coffee worth $13 million. individualized, air-conditioned fo'c'sles. Her run to South America, which included stopovers in Colombia, Ecua­ dor, and Peru, was an added benefit for the crew. Crewmembers took advantage of the various ports of call to get in some good souvenir hunting and sightseeing. Ordinary Seaman Stewart Bishop, 23, a 1974 graduate of the Harry Lundeberg School, said that the most difficult part of the voyage was, "budgeting my money." His purchases included an Alpaca sweater from Peru, and a hat similar to those made by Inca' Indians many hundreds of years ago—and still worn in Peru today. Other crewmembers couldn't resist Seafarer N. Richardson of the Delta America's steward department will have a new motif for his home with his purchases in South America, the temptation to buy wool blankets, llama skin rugs, and other local wares. Many Seafarers, including AB Jason Parker, 26, a 1970 graduate of the Harry Lundeberg School, wisely stocked up on that increasingly precious commod­ ity—coffee—while in Colombia. Parker had a chance to go on a tour of an old church while in Lima, Peru. Much to his surprise he was shown in the basement of the church bin after bin filled with . . . human bones. Just another eye-opening experience in the life of a merchant seaman. In spite of the necessary moderniza­ tion of the merchant marine, often resulting in quicker ship turnarounds, there are still plenty of opportunities for "seeing the world" open to Seafarers. The new Delta ships, as the enthusiastic reports of SIU members on the Delta America have shown, should continue to satisfy some of the age-old expecta­ tions of those who choose to go to sea in the 1970's and beyond. Allegiance Cited For Rescue of 5 In Storm at Sea The SlU-manned ST AUcf^iancc and her crew were cited last month for the rescue of five persons off a founder­ ing sailboat in a storm near the Boston Pilot Station. The 35,()()() dvvt tanker and crew were awarded a merit citation by the Ameri­ can Institute of Merchant .Shipping (AIMS) and the National Safety Council. AIMS President James J. Reynolds made the presentation for "highly meritorious service" aboard the Allegi­ ance to Capt. R. Bridgeo. The award is given for rescues and for safety training and seamanship feats which save lives and vessels in distress. An official account of the rescue said that: "On Oct. 9, 1977, at 2:30 p.m., the Allegiance was about 8 miles off Boston Pilot Station and scheduled to arrive at 3 p.m. It was raining and blowing a gale from the southeast. Visibility was about 2 miles. The seas were 10 feet and the decks awash. "At this time, a sloop-rigged sailboat about 30 feet long was observed by Capt. Bridgeo. It was disabled without engine power and radio. The mast was broken and sails were in the water." The captain recounted; "When we got close to the sloop the people on board waved their arms and Hashed a light indicating they needed assistance. 1 turned around and hove to as soon as possible and then notified the Point Allerton-Hull Coast Guard of their plight. An hour later 1 was able, after two attempts, to put my 630-foot ship alongside without damaging the sloop. "There were five people aboard and they were taken on board \ \\c Allegiance by pilot ladder. At 5:15 p.m., the Coast Guard cutter arrived and half an hour later left for Point Allerton with a Coast Guard seaman and one of the owner's party aboard the sloop in tow. The remaining four passengers were taken to Boston Harbor Anchorage on the Allegiance and left on the shore leave launch happy and thankful for the assistance we had given them." Ihe official presentation continued: "The excellent ship handling and sea­ manship displayed by Capt. Bridgeo and his crew played a major role in this successful action. Tricky maneuvering was required because of the different sizes of the two vessels involved and the handicap of stormy weather." U.S. Fleet's Cargo Share to Grow: But Jobs For Seamen? Where will the U.S. Merchant Marine be at in the year 2000? The Maritime Administration put that question to a Massachusetts con­ sulting firm. Temple, Barker, and Sloan, a while back. The results, which at fitst glance seem to paint a rosy picture, were recently released by MARAD. The report, entitled "Merchant Fleet Forecast of Vessels in U.S.-Foreign Trades", predicts that there will be a 75 percent increase in the size of the U.S. merchant fleet by the year 2000. This could mean 200 additional ships over the present number, and a 108 pe'c>'ni increase in deadweight tonnage. And, whereas U.S.-Hag ships now haul a 12 / LOG / September 1978 pathetic 5 percent of its own waterborne trade, this will increase to 11.7 percent over the next 25 years. Unfortunately, when you consider the future increases in ship size, and the introduction of continually more mod­ ern and efficient equipmcr.i which cut down manning requirements, the "gains" revealed in the MARAD report may not mean all that much in terms of jobs for seamen. By way of comparison to the U.S. fleet, the British, French, and Nor­ wegian merchant marines now haul more than 30 percent of their own ocean-borne commerce. Japan carries more than 40 percent; West Germany,, 20 percent; and the Soviet Union- realizing the importance of a strong merchant marine -more than 50.per­ cent. The 50 percent mark is also the goal of the SIU for the U.S. Merchant Marine. The Union will be working hard in the years to come to achieve this goal which we consider not only realistic, but vital. According to the Marad report, we can expect to see a large increase in the number of liquid natural gas (LNG) ships and containerships by the year 20()0. Not only will there be more of these modern ships, they will also be bigger. The size of LNG ships, the report forecasts, v^ill increase by 133 percent over that time period. As opposed to increased numbers of these ships, there will be a 60 percent decrease in the number of more conventional general cargo ships. In the oil tanker category, there will be a 15 percent decrease in the number of U.S. foreign trade tankers, wh-'.- the average capacity of tankers will double. So more oil will be carried, but by fewer ships-and by fewer men. That is, if the report is correct in its projections. The U.S. must haul more of a lion's share of its own cargo by the year 2000. The SIU doesn't consider 11.7 percent to be a lion's share. Far from it. In fact, it really doesn't even come clo.se to being adequate in terms of real merchant mar­ ine strength or security for U.S. sea­ farers. �PL-480 More Than a Number to U.S. Merchant Fleet What does the launching of the world's first atomic-powered sub­ marine, the Nautilus, and the merger of the AFL with the CIO have in common with the New York Giant's win over the Cleveland Indians in the World Series? The answer is the year 1954. Legislatively, 1954 was also a big year for the United States Merchant Marine. Without the passage in that year of Agricultural Trade Development and Assistance Act,- better known as Public Law (PL) 480, and the passage of the 1954 Cargo Preference Act, there's no doubt that the merchant marine would be in much worse shape than it is in today. In a nutshell, PL-480 authorized the low-cost sale of surplus agricultural commodities, and the donation of agri­ cultural goods to needy or underde­ veloped countries. The 1954 Cargo Preference Act stipulates that at least half of all U.S. Government financed foreign aid cargoes, including those coming under PL-480,be carried in U.S.flag ships. In past years the combination of PL480 and the Cargo Preference Act has enabled countless American ships to "top off holds that otherwise would have been loaded below capacity. With­ out these laws, millions of dollars worth of cargo would have been lost to foreign and "flag-of-convenience" ships. In many cases these-PL-480 cargoes have made the difference between profit-or at least breaking even—and bankruptcy for U.S. operators. It is hard to understand why there has always been so much opposition to such beneficial legislation. Well, maybe it's not so hard—it can be summed up in a word: greed. Supposed "patriotic" com­ panies and individuals, more concerned with reaping phenomenal profits—at anyone's expense—than keeping the best interests of the nation in mind, have fought this legislation and have tried repeatedly to water it down after passage. Theso same elements have suc­ ceeded in keeping expanded and badly needed cargo preference legislation from becoming law as late as last year. The SlU, one of the staunchest sup­ porters of the original Cargo Preference Act, continues to fight for better laws, and to protect those that are already on the books. What actually do PL-480 cargoes f jBrotherhood m Ajotiof) amount to? In August alone, purchase authorization agreements under PL-480 were signed with the following coun­ tries: • Portugal—$40 million in corn, wheat, and rice (313,000 Metric Tons). • Zaire—$18 million in wheat, wheat flour, rice, tobacco, and cotton. • Zambia—$8.5 million in wheat/ wheat flour, rice, bean/cottonseed oil and rice. • Egypt—An amendment to the 12-777 agreement increasing its purchase of wheat/wheat flour to $189 million (1.5 million Metric Tons). • Jamaica—$8 million in corn and soybean/cottonseed oil. The 1954 Cargo Preference Act, sometimes called the "50-50 Law", guarantees that at least 50 percent of Personals such cargoes as these will be carried in American ships. This has proven to be a tremendous help in keeping the mer­ chant marine, such as it is, afloat. But foreign aid and PL-480 cargoes are piaclically a drop in the bucket compared with other types of cargo, such as oil, not covered by cargo preference legislation, which is being carried in increasingly larger amounts by foreign and "flag-of-convenience" ships. Additional good legislation favorable to the merchant marine, such as cargo preference laws covering oil shipments, is long overdue. It is only a matter of time before a proposal for such legisla­ tion surfaces again. Support for it will be support for a stronger merchant marine and for a stronger country. Personals William C. Boulton Mario Lopez Your son, Shawn D. Boulton, would like you to write him at Route 1, Box 1, Huntsville, Tex. 77340. Your cousin, Col. Argemiro Aldabo Lopez, would like you to write him at SQN 103, Bl. D, Apto. 502, Brasilia. D. F., Brazil. Eddie Caravona Judy Audrey Moore Rodriguez would like you to write her at Box 65, Winchester, Ind. 47347, or call (317) 584-4547. Levy Lincoln Williamson Your brother. Ivy, would like you to call him at (813) 439-1484 or write P.O. Box 1985, Winterhaven, Fla. 33880. Alberto Galza ...for SlU members with an alcohol problem One of the most important reasons for the success of the Seafarers Alco­ holic Rehabilitation Center, sponsored by the Seafarers Welfare Plan, is the caring attitude of the staff there. Here are some thoughts about alcoholism from Joe Walker, who is the Clinical ..Manager at the ARC. Alcoholism is a disease. It can be treated. An alcoholic needs the help of everyone around him in order to stop drinking and stay sober. Those who help our brothers in a very unique way are the alcoholism counse­ lors at the ARC. But before a counselor can be of any assistance to an alcoholic, the Sea­ farer himself must want to stop drinking and stay sober. The counselor encour­ ages this idea by helping him to realize what he is doing to himself by drink­ ing and by showing him where he is going if he doesn't stop. Wanting to stop drinking is a very important step in the life of an alcoholic. This small step is only the first in a long climb to recovery. At the ARC, the alcoholism counselors present the alco­ I holic with the facts of his disease. But while they are doing this, the counselors also have to cope with the games and denials that are the symptoms of the al­ coholic's disease. Alcohol has a way of taking over the entire body and making the drinker believe that he does not have a problem. Our alcoholic Brothers need trust and honesty. The ARC counselors earn this trust. They are totally non-judgmental and do not criticize the Seafarer for his past actions. The counselors do, how­ ever, stress the importance of starting a new life without alcohol. An alcoholism counselor may not al­ ways succeed with every alcoholic. But most of the time he has at least planted the seed of hope in the Seafarer who is suffering from alcoholism. Getting sober, staying sober and be­ ginning recovery are hard jobs. With the help of the counselors, alcoholic Sea­ farers can accept responsibility for their drinking. Thus, they can begin totally new lives with renewed attitudes, values and principles. Mrs. Evelyn Bennington would like you to write her at 8015 Ridgely Oak Rd., Baltimore, Md. 21234, or call (301) 665-1407. "Wild Bill" Killian Jake Karaczynski would like you to contact him at 919 East 46th St., Brooklyn, N.Y. or (212) 287-6491. James Joseph Kirwan Your daughter, Agnes E. Rose, Would like you to write her at 3452 H St., Philadelphia, Pa. 19134. Ronnie Shelton H. F. Schaubel would like you to write him c/o Marine Engineers Bene­ ficial Association, #9 Light St., Balti­ more, Md. 21202. He says it is very important. John W. Barzak Your brother, Donald, would like you to write him at 14144 Woodland Ridge Blvd., Baton Rouge, La. 708/6, or call (504) 293-8598. Walter Mosley Frank Skendrovich Your niece, Mrs. Theresa Kimmel would like you to call her at (212) BA 4-0454, after 6 p.m. Your wife. Vera, would like you to call her at (212) 287-0983 or write her at 2021 E. 41st St., Apt. I A, New York, N.Y. 11225. Member Buried at Sea Alcoholic Rehabilitation Center I I am interested in attending a six-week program at the .Alcoholic j Rehabilitation Center. I understand that all m\ metlica! and counseling I records uill be kept slrictly confidential, and that the\ will not be kept j an\ \vhere except at The Center. I j Name Book No I I j I Address (Street or RFD) (Cilv) (State) Telephone No Mail to; THE CENTER Star Route Box 153-A Yallev Lee, Md. 20692 ur call, 24 hours-a-day, (301) 904-00]0 (Zip) Capt. Leon H. Jean (left background) of the SS Transindiana (Hudson Waterways) reads from prayer book at funeral services conducted at sea for Chief Electrician Paul R. Smith who had a heart attack on the ship and later died in Guantanamo Bay (Cuba) U.S. Naval Hospital. The master read to the assembled crewmembers at the ceremony "We are gathered here this day on the deck of the SS Trans­ indiana to pay our respects to our departed brother, Paul R. Smith who passed away on July 7, 1978. He was 50 years of age. 'Brother Smith you have returned home at 0835 hours this 24th day of July. 1978 in the Latitude 21 degrees and 16 minutes North and Longitude 74 degrees and 24 minutes West. You are now and forever returned to the sea. We pay our respects to you, each in his own manner, with our thoughts and prayers and the reading of the 23rd Psalm..." The vessel's engine stopped. And with a moment of silence. . . . September 1978 / LOG / 13 �27 Taiwanese Seamen Stranded By Flag-of-Convenience Operator When the Liberian-registered bulk carrier Sachsenhausen was sold to a Greek company last July, the new owners flew in their own nationals to crew her. The ship sailed for Duluth, Minn, with the Greek crew a few days after the ownership change. This left the original 27 Taiwanese seamen stranded in Ontario without work or the wages and air fare home the original ship­ owners, Antares Maritima S.A. of Monrovia, had promised them. The Taiwanese sought assistance from the International Transport Workers Federation, an independent, international labor organization which has been working to establish world minimum pay scales and decent ship­ board working conditions for sailors. An investigation by ITF, which also defends flag-of-convenience crews in marked the worst oil spill ever in American waters. The 68 million gallons of oil spilled by the American-owned, Liberian-regis­ tered Amoco Cadiz last March, which despoiled 70 miles of French coastline and destroyed the fishing industry in northern France, was the worst spill in world history. Crewing standards on flag-of-con­ venience vessels are also notoriously poor. Two of the largest ship collisions in maritime history involved officers on flag-of-convenience ships who were either sailing without a license or later had their licenses suspended or revoked. The main reason a company registers a vessel under Liberian, Panamanian or other convenience flags, is profits. Cutting corners wherever possible keeps down costs and shoots up profits. wage or condition disputes, turned up the information that Antares Maritima was paying the sailors far below the international wage scales ITF set and the company had agreed to honor. The crew eventually received $4,600 per man in back pay from the company. The mistreatment of the Sachsenhausen's crew points up, once again, the problems caused by flag-of-convenience ships. Incident after incident proves the vessels of the runaway fleet are unsafe to sail, inadequately manned and a threat to the safety of the men who crew them as well as to the world environment. Ships flying a flag-of-convenience have caused the worst oil spills in history. When the Liberian flag Argo Merchant dumped 7.6 million gallons of crude into the Atlantic Ocean in 1976 it DBNtdieps RNort Iw GKHI likes Afir'fT^T 1 11 107« AUiiUM 1-Jl, iy/» *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.) 42 14 8 60 63 6 26 3 8 4 21 8 2 1 6 2 3 0 30 55 73 u" 83 68 86 ENGINE DEPARTMENT Algonac (Hdqrs.) 32 10 3 32 30 STEWARD DEPARTMENT Algonac (Hdqrs.) 8 3 0 25 8 ENTRY DEPARTMENT Algonac (Hdqrs.) Totals All Departments 57 80 44 0 0 139 107 55 117 101 '"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. Mount Explorer Committee Testifying before Senate Commerce Committee hearings in 1977, SIU President Paul Hall said a company registers a vessel under a foreign flag, "to avoid something—taxes, decent wages, environmental standards and requirements." The SIU, along with government agencies and other maritime organiza­ tions, has been fighting for years to curb the use of flag-of-convenience vessels. The member nations of the Intergov­ ernmental Maritime Consultative Or­ ganization, a U.N. agency, have been meeting to set minimum training and safety standards for all merchant vessels. An effective way to limit the use of the flag-of-convenience fleet is through Congressional legislation requiring a sizeable percentage ofU.S.oil imports be carried on American-flag ships. The recently defeated oil cargo preference bill would have assured the U.S. fleet carriage of 9.5 percent of oil imports. But the powerful, multinational oil companies, who own and operate many flag-of-convenience ships, lobbied heavily against the bill, just as they work to defeat all measures designed to check the runaway fleet. As disasters involving flag-of-convenience vessels continue to occur, they fuel the arguments of the SIU, IMCO, the ITF and others who have been trying to cut back that fleet. These accidents also fire the outcry from the press and the general public. But it should be a surprise to no one that unsafe vessels carrying ill-trained, unpaid crews have major accidents. And as long as flag-of-convenience ships are allowed to engage in trade without adhering to any training, manning and safety standards, these disasters will continue. That Cargo Has Gotta Move! ...Andyou're the one who makes it happen Responsibility. Respect. And more money, too. These are the things you can earn when you are so good at what you do that you're really the best. THEY'RE THE THINGS YOU EARN WHEN YOU'RE THE CHIEF PUMPMAN. Why settle for less? You're an SIU Seafarer—the most professional maritime worker in the world. You're the best—make it pay. Sign up for the Pumproom Maintenance Operation Course at HI.S. See your SIU Representative today. Course Starts October 30 Coming out of the Seatrain Shipyard, Brooklyn, N.Y., after repairs last month was the ST Mount Explorer {Cove Tankers). Here's her Ship's Committee of (standing I. to r.) Recertified Bosun Durell L. McCorvey, ship's chairman: Engine Delegate R. W. Nurmi; Educational Director H.G. Sanford and Steward Delegate P.R. Rogers. Seated is Deck Delegate F.R. Schwarz. Notice to Members On Job Call Procedure When throwing in for work dur­ ing a job call at any SIU Hiring Hall, members must produce the following: • membership certificate • registration card 14 / LOG / September 1978 clinic card seaman's papers INLAND �Labor Takes Big Step to Bolster Job Safety Laws Washington, D.C.—The AFL-CIO's new Department of Occupational Safe­ ty and Health, concerned with a mount­ ing legislative campaign to weaken the nation's primary job safety law, spon­ sored a National Conference on Occu­ pational Safety and Health here earlier this month. Many issues relating to job safety were discussed during the three-day conference attended by over 1,200 dele­ gates from around the country. But the central issue on most delegates minds was the current attempt by anti-labor elements to undermine the Occupa­ tional Safety and Health Act of 1970. The Act, through its enforcement agency the Occupational Safety and Health Administration (OSHA), is charged with the responsibility of set­ ting up, and enforcing, safety and health standards in work environments. Speaking at the conference about the history of opposition to OSHA, AFLCIO President George Meany said, "Fioni the day that OSHA was signed into law, the alliance of convenience be­ tween the far right and the supposedly respectable business organizations has sought to weaken it, undermine it and, ultimately, destroy it." N A serious threat to OSHA is an amendment to the Small Business In­ vestment Act, introduced by Sen. Dewey F. Bartlett (R.-Okla.). Also known as the "Bartlett Amendment", it would exempt workplaces with fewer than 10 employees from having to com­ ply with OSHA safety regulations. This is a typical anti-labor move showing more concern for profits than for em­ ployee well-being. Meany blasted the Bartlett Amend­ ment saying that it, "condemns nearly 3 million Americans to unsafe and un­ healthy working conditions ... it will turn several million work places into death traps." He went on to say that, "most of all, the Bartlett amendment is designed to kill OSHA—slowly, but surely, like cotton dust or asbestos or lead kills workers." OSHA itself has been the subject of considerable criticism in recent years. This stems largely from the fact that its effectiveness is limited by the dollars the government chooses to pump into it. Unfortunately, it has nut received the funding it deserves to do an adequate job. It was noted at the conference by Meany, however, that while the Carter Administration could do more along these lines to bolster OSHA, it is doing a better job than cither the Nixon or Ford administrations did. It should be noted, as well, that the present adminis­ tration is opposed to the Bartlett amend­ ment and has campaigned against it. OSHA's effectiveness was further hampered earlier this year by a Supreme Court decision which ruled that OSHA inspectors would no longer be allowed to make unannounced spot checks of workplaces. This ruling, requiring that inspectors must first obtain search warrants has, of course, played into the hands of owners. It makes OSHA's job more difficult while, at the same time, it slows down the whole process of upgrading work environments. Maritime Safety The maritime trades were well rep­ resented at the conference, and a roundtable discussion of marine health and safety rules was held on September 12. In attendance were reps from the SlU, the ILA, Boilermakers, United Marine and Shipbuilders, and the Carpenters (representing marine divers). The con­ sensus of opinion arrived at was that OSHA falls far short in affecting im­ provements in various areas of the mari­ time industry. The ILA noted a decline in safety en­ forcement on the docks, and pointed out that OSHA has refused to act on certain hazards uncovered by that union. Similar complaints were regis­ tered by other union reps attending the discussion. The SlU pointed out that neither OSHA nor the Coast Guard have seen fit to enforce OSHA-type standards on American ships. There seems to be more concern, the SlU noted, for the naviga­ tion of the ships—and the upkeep of machinery — than for the working condi­ tions of seafarers. Even the designs of some of the most modern ships show a lack of concern for the occupational safety and health of the crews that man them. The National Conference on Occupa­ tional Safety and Health has revealed that, despite the gains that have been made in improving work conditions, oc­ cupational safety and health will con­ tinue to be a major issue in the future. Russian Rate Slashing Eyed By U.S. Senate Washington, D.C.—A much needed bill aimed at curbing the growing dominance of the Russian merchant fleet in the U.S. liner trades is picking up steam in the Senate. Ever since American ports were reopened to the Russians in 1971, they have been capturing ever increasing shares of the U.S. liner trade through anti-competitive rate slashing. The Senate bill, known as the Ocean Shipping Act of 1978, authorizes the Federal Maritime Commission to suspend or alter shipping rates found to be too far below conference or accepted rate levels of a trade. The House of Representatives has already passed its own version of this bill by an overwhelming 329 to 6 majority. The House measure is known as the Controlled Carrier bill. Both the House and Senate versions of this legislation, though, mark Congress' awareness of the extent to which the Russians have penetrated U.S. liner trade routes. Over the last 15 years, the relatively small liner fleet of the USSR has grown to the largest in the world. And the American fleet, once far superior to the Russian's, is now ranked number seven. Herb Brand, president of the Trans­ portation Institute, testified at hearings on the bill this month. He said that, "between 1971 and 1976 Soviet partici­ pation in U.S. liner ocean borne foreign trade jumped from 160,000 tons valued at some $38 million to 1,434,000 tons valued at $1.7 billion." The Russians have been able to achieve such great success in U.S. trade routes by selective rate slashing. The Soviets substantially undercut going conference rates on the traffic they want and leave less desirable commodities to other operators by raising rates on those goods. Charles I. Hiltzheimer, chairman of the Board of Sea-Land, presented the Senate hearings with an analysis of rates on key Atlantic and Pacific trade routes for more than 100 commodities. "Soviet rates," Hiltzheimer said, "ranged from 10 percent to 40 percent lower than existing conference rates." One reason the Russian fleet has been able to offer commodity transport at such cut-rate levels is because the Soviet economy is not a free-market economy based on profit, like the U.S. and other Western economies. "The very nature of our free enter­ prise system," Hiltzheimer said, "re­ quires that we return an adequate profit in order to remain in business over the long term." U.S. carriers need to make profits in order to replace and expand their fleets. State-controlled fleets are subsidized by their governments to an unlimited extent. Complete government subsidies have made it possible for the Russians to develop a fleet that is five to six times larger than necessary to transport all of the USSR's own liner trade. So, if the Russians aren't in it for profit, why are they after U.S. cargoes? One reason is the need to earn foreign currency. The Russians have huge debt obligations and they need hard currency just to meet the interest payments on those debts. As T. 1. President Brand pointed out, "certain export industries are en­ couraged because they have the poten­ tial to earn hard currency. Clearly, Soviet maritime activity in the cross trades of the U.S. is one of these industries." Another reason is military leverage. The Soviet merchant marine serves as an adjunct to their Navy. Brand explained that "the Soviet Union's maritime fleet is prepared to operate with the Soviet Navy in time of war because it operates with the Navy in times of peace. Many of its cargo ships can be adapted to carry any type of shipment." 1 he Russians have been allowed to operate unrestricted in the U.S. trades for so long that the situation is now critical. 1 hey are already moving more U.S. cargo than the American merchant fleet. And they have more liner vessels on order than any other fleet in the world. For the U.S., Soviet maritime dom­ inance in our own trades means a loss of jobs for American seamen, and a threat to U.S. national security and to the stability of our merchant fleet. Though some have argued that both the House and Senate rate regulatory bills limit competition, the legislation will, in fact, do just the opposite by making free-market carriers competi­ tive with state-controlled fleets. The Senate bill authorizes the EMC to regulate rales based on several factors, including; whether the asking rate of a state-owned carrier is based upon that carrier's actual costs; the relationship of the state-owned carrier's rates to those of other carriers in the trade and; whether the asking rate is necessary to assume movement of a given cargo. In his concluding remarks. Brand tried to put the bill into perspective. He said: "When we talk about the Russians, we are not talking about an allied nation which looks down the long road of history as a working partner with us. We are talking about somebody who is working everyday on a variety of fronts to destroy the effectiveness of our nation, and to take away from us the position of leadership, both politically and economically. 1 think that anything wc do to encourage that is a step in the direction of suicide or self-destruction." W,C. Officials, Members TourHLS Tug Elizabeth Smith To Work New Orleans A new engine, a new paint job and a top to bottom refurbishing has changed an old railroad tug into a shipdocking tug that looks like she belongs in New Orleans harbor. The Elizabeth Smith recently made her debut in this busy port, bringing new jobs for SIU Boatmen with Crescent Towing and Salvage. Her original high wheelhouse, once necessary for the pilot to see over railroad barges, was lowered at the Main Iron Works in Houma, La. for more streamlined maneuverability in shipdocking. She measures 106 ft. by 26 ft. and now has 1,800 hp. She will work between New Orleans and Baton Rouge. The Elizabeth Smith is the latest in a long line of tugs named after members of the family which runs Crescent Towing. And just as the Smiths have a full supply of children as a source of new names, their company has plenty of new tugs to keep up with them. But for the moment the tugs seem to be ahead of the Smiths. In addition to the Elizabeth Smith, three more remodeled vessels are expected out of the shipyard this month, the Sandara Smith, the Jason Smith and a third, as yet unnamed. Officials and rank-and-file members of tfie Marine Cooks and Stewards Union, whicfi recently merged into thie A&G district, made tfieir first visit to ttie Lundeberg School earlier this month. Their purpose was to take a first hand look at the School's facilities which are available to the West Coast steward department people as members of the A&G district. Also on hand as interested observers were several officials and members of the Sailors Union of the Pacific and the Marine Firemen's Union. In above photo. SIU President Paul Hall talks with part of the visiting group. Septeinber 1978 / LOG / 15 �Boatman Alan Rudd practices using the radar aboard the Collins. Individual instruction teaches every Boatman what he needs to know to work in his area. Here, Instructor Chuck Dwyer (right) explains a charting problem to Alan Hitt. Upon completing their training program, the scholarship class expressed their gratitude by presenting plaques to the Transportation Institute and the Harry Lundeberg School. Shown during the presentation are (left to right) Abe Easter, William Guerrin, Angelo Tireili, David Hendrix, Ray­ mond McDonald, Hazel Brown, Roland Benz, Chuck Dwyer, Jack Miller and Alan Rudd. "This Program is One of the Most Fantastic Courses..." Boatman James Pope rj* In the past few months, over 40 newly-licensed towboat operators have entered the towing industry. All of these men have completed the best training course in the country for tow boat operators—the Transportation Institute Towboat Operator Scholarship Program at the Harry Lundeberg School. In August, 24 more boatmen completed this program. They are the second talented group of scholarship graduates. For all of these boatmen, the Scholarship Program was a great oppor-||; tunity. The curriculum was the best available anywhere, and the money they received from the scholarship made it possible for them to attend the three-month course.^ One reason the scholarship program is so successful is the individual! attention that each student gets. "This is an excellent program," noted| Boatman Roland Benz, "the instructors are the best. They give you 100 percent, they will work with you any time and they have a great attitude." Another reason the program works so well is the many job opportuni­ ties for the graduates. As Boatman Raymond McDonald put it, "l| needed the program and the Lundeberg School to get my license."! Brother Alan Hitt added, "The inland industry has such fantastic growth ] potential. I'm grateful for the opportunity to be a part of it."i Brother Alan Rudd saw the job opportunities as a good reason| Jo apply for a scholarship, "The companies don't have enough j operators, so there is a big chance for advancement," he said,| "and the money you get during the program is a big heip."| So, there are a lot of elements in the scholarship program| that help it to work so well. A fine curriculum with good ;^ teachers and plenty of on-the-job training, a weekly income| for scholarship winners so they can afford to go to school,| and a cooperative attitude from management, labor and :i educators that is helping to keep the towing industry strong 16 / LOG / September 1978 Michael Caldwell learns crew management skills by super­ vising trainees aboard the HLS Barges as he works under the direction of instructor Captain Jack Miller. �Industry needs qualified towboat operators. The best way for a boat­ man to learn the job is to do It. So, on the Job training is an Important part of the scholarship program. (1) Roland Benz polishes his steering skills during on-the-job training. (2) Don Rodgers enters his hours In the wheelhouse into the Collins' log book. All of this time counts the same as wheelhouse ex­ perience on the waterways. ¥ (2) (1) "The Scholarship Program is a Golden Opportunity for Advancement..." Boatman Kenneth Kirwin Boatman Angelo Tirelli, from Do­ rado, Puerto Rico, graduated from HLS as a trainee in Class #184. Today, thanks to the scholarship program. Brother Tirelli is a li­ censed towboat operator. "I heard about the scholarship program from my SlU representa­ tive," Boatman Tirelli said. "I de­ cided to apply because I really wanted to advance. I'm very grate­ ful for the money I received during ; the course—it was a big help." For Brother Tirelli, and 6 of his classmates in the Second Scholar­ ship Class, there was an additional benefit. Since these men graduated from HLS, every day they spent in the program counted as a day of work time. So, the Transportation Institute Towboat Operator Scholarship Pro­ gram has something to offer every talented Boatman who wants to get ahead. Here's what the scholarship pro­ gram provides: • Special three-month curricu­ lum offered only at the Harry Lundeberg School • Room, board and books free • Tuition free • Weekly stipend of $125 • Time spent in on-the-job train­ ing is Coast Guard approved as the equivalent of wheelhouse time • Day-for-day work time credit for HLS entry graduates For qualified Boatmen who want to move into the wheelhouse, the scholarship program is the best way to go. So contact your SlU Representative or HLS and ask for an application. As Boatman Raymond McDonald said, "Towing is one of the few in­ dustries that works closely with labor and this makes opportunities for all of us." Boatmen Michael Caldwell and Heley Mareno work together during class to solve a navigation problem. Zhe Second ZraHsportat'm Jnstitute Zowboat Operator Scholarskip Class BHan Nole Don Rodgers Pat O'Neal Robert Hoffman Micliael Caldwell /. , ^ Mm i David Hendrix Ronald Meinke Christopher Schlegel William Guerrin Gary Creighton Raymond McDonald Michael Bradshaw Kenneth Glaser Roland Benz Alan Rudd Robert Watklns C/ Murray Hughes Angelo Tirelli Alan HItt Kenneth Kirwin MA Roy Helmstetter A John Varner September 1978 / LOG / 17 �Wouldn't Have Made it Without SIU' LETTERS TO THE EDITOR This letter is to express my thanks to the SIU for benefits given me many times in past years when I was in the hospital, and for the benefits I received upon the death of my husband, Seafarer William Swilley. My husband was very proud of this Union. I am also very proud. Without the help of the SIU, we couldn't have made it. Many thanks again. * Sincerely, Mlrs. Dorothy Swilley Pearl River, La. Pensioner Is SiU Top to Bottom Two years ago I received a letter which I believe was to be the most important letter I have ever received in all my life. Had I been told 40 years ago that someday 1 would get a letter like this, I surely would have believed that someone was trying to play a cruel joke on me. It just didn't seem possible back in those days that someday a seaman would be able to retire with a pension. This very important letter was from the Board of Trustees of the Seafarers Pension Plan informing me that my application for a Pension had been approved. During the past two years of my retirement many of my evenings have been occupied with memories of my sea-going days. And what fond memories these are. Believe me, it wasn't very easy trying to live ashore in one place day in and day out after having spent more than 40 years of my life knocking around this world. But what I found to be even more difficult, was having to admit to myself that I shall never again be able to go back to any one of these places that I had been to and seen. Therefore, I must find contentment in my memories. What better place is there to sort of celebrate my first two years of retirement than at this beautiful and peaceful setting on the shores of the Potomac River in Maryland which all of us Seafarers know as Piney Point. Seven years ago I made a promise to myself that before I die I must come back to this place and stay a few days in these peaceful surroundings. I am a most fortunate man indeed, as that promise has now been fulfilled. Seven years ago 1 came here as a Delegate from the Port of New Orleans to attend an Educational Conference. I was very highly impressed with all that I saw and learned here. But what impressed me most of all was listening to those speeches of our President Paul Hall. I had no idea that this man was such a great speaker as this was my first opportunity to listen to him speak before an audience. So every morning I would look forward to listening to him speak to us at our afternoon sessions. I also learned that this man has many other fine qualities about him besides being a great speaker. Of all the men in the history of organized labor in these United States, Paul Hall certainly stands out as one of the most dedicated to that which he represents, the maritime industry. This man, for many years, has given so much of his time, so much of himself in the fight to make a better way of life for those of us who go to sea. And he has succeeded. For today his record speaks for itself. The speeches that this man has made in our behalf in Cojogress, at labor conventions and before many other gatherings of people would fill volumes of books. We pensioners, active Seafarers and especially those young men who are now coming up are very fortunate indeed in having Paul Hall at the helm of our organization always steering on a course to higher achievements and towards a more secure future. Unfortunately there have always been and still are those (and too many of them) in Washington who always make it quite difficult for him, but that has never discouraged him. On the contrary, he comes back fighting even harder for us. I believe that the Harry Lundeberg School of Seamanship must be the greatest of his many achievements and I feel certain that there must be countless others who must feel as I do. This place shall always remain a legacy to those young men in the future who will come here to begin their seagoing careers, and to those who sail on the Great Lakes and Inland Waterways. The many courses for advancement to better paying jobs, which are available in all three departments along with the most up-to-date equipment, and most important of all, a staff of instructors and all of the other personnel here who are completely dedicated to their professions and students have no equal in any other school anywhere. This school can very well be compared to an institution of higher learning due to the advanced and specialized training it offers for the highly skilled jobs aboard these new automated ships today. In this Union, any member is welcome, and encouraged, to come here, at no cost to him, learn what he came here to learn, and leave here with the assurance that his training has qualified him for a better paying job thereby assuring him of a better way of life for himself and his family. I ask you. Where else can a man get a better shake than this? So in conclusion let me just say this: that most men's greatness is not acknowledged in their lifetime, but only after they are gone, Paul Hall is fortunnte, and descrvingly so, that he is today a living part of his many achievements and dreams which have become a reality. And his greatest accomplishment is right here in Piney Point. This place shall be a living monument to him always, not only as that of a man whose life was dedicated to the betterment of those men who go down to the sea in ships. But also to a truly great fighter in the long and turbulent history of the maritime unions in their long struggle for survival and for a better way of life for their members, the American seamen. Therefore, I should like to title this effort of mine: Some Words of Tribute to a Great Labor Leader. Written on this 23rd day of August 1978 in Piney Point, Maryland. Fraternally, Charles Lee Mazur 18 / LOG / September 1978 Anchored Inger Hit by Greek Freighter While anchored, awaiting transit at the Panama Canal we had a surprising incident happen. At approximately 5:20 P.M. on 7/21/78, a Greek freighter apparently lost its plant and maneuverability and rammed into our port side by tt 1 hatch. Although she had lost most of her way, we all felt the jolt. We had only minor hull damage at the deck line, but the other ship was holed in the stem, and ballast water was pouring from her forpeak tanks. I think everyone aboard was reminded how easily an accident can happen, even while laying in a safe anchorage. Fraternally, Jack W. Edwards, E-296 Ships Chairman S/S Inger C.G. Praises 2 SiU Tankermen During the Coast Guard investigation of an oil spill involving the tank barge Shamrock at the Conoco Pier on 15 June 1978, information concerning the actions pf the tankermen has been brought to my attention. Tankermen MICHAEL ROSENTHAL and STEVE FINCH, once having observed oil coming to the surface in the vicinity of cargo tank 4 starboard, secured the transfer of #2 fuel oil to the barge and notified the proper authorities. A sausage boom was put in place to contain any oil coming up. The tankermen took it upon themselves to pump #4 starboard cargo tank empty to stop any further discharge. Upon the arrival of the Coast Guard investigators only a slight sheen was observed in the water as well as the sausage boom. Cargo tank 4 starboard was empty. All too many times are tankermen satisfied tosecure the valve and wait for the Coast Guard to arrive without taking further action. Therefore, it is with pleasure that Kcommend tankermen MICHAEL ROSENTHAL and STEVE FINCH for their quick actions in mitigating the spill. This is the cooperation that the Coast Guard seeks to have with industry to assist in maintaining a clean environment in which everyone must live. Sincerely, K. B. SCHUMACHER Captain, U.S. Coast Guard Captain of the Port Baltimore, Maryland Soptembet, 1978 LOG Official Publication of the Seafarers International Union of North America, Atlantic, Guif, Lakes and Inland Waters District, AFL-CIO Vol. 40, No. 9 Executive Board Paul Hall President Frank Drozak Joe DiGiorgio Executive Vice President Secretary-T reasurer Cal Tanner Vice President Lindsay Williams Earl Shepard Vice President Vice President luio* Pits James Gannon 389 Editor Ray Bourdius Marcia Reiss Edra Ziesk Mike Gillen Assistant Editor Assistant Editor Assistant Editor Assistant Editor Frank Cianciotti Dennis Lundy Director/ Photography Photography Marie Kosciusko George J. Vana Administrative Assistant Production/Art Director Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage paid at Brooklyn, N.Y. (ISSN #0160-2047) �Ocean Mining Bill in Hands of Senate The stage is now set for the final act in Congressional approval of ocean mining legislation. Senate action, expected soon, could get the show on the road for this promising new industry. But it could also draw the curtain on American job opportunity within it. The bill soon to be voted on by the Senate is the Deep Seabed Mineral Resources Act, S. 2053. The basic question behind its success or failure is whether or not the Senate will insist on American benefits from ocean mining or allow it to turn into another runaway industry. The House of Representatives has already answered this question. In July the House overwhelmingly passed a bill, H. R. 3350, which guarantees that ocean mining ven­ tures permitted by the U.S. con­ tribute to the economic health of the nation. The guarantee was spelled out in three SIU supported amendments to the bill. Basically, these amend­ ments require the use of U.S. registered and U.S. manned vessels in ocean mining. Similar provisions have been included in ocean mining legislation favorably reported by three Senate Committees. The Committees on Energy and Natural Resources; the Committee on Commerce, Science and Transportation, and the Com­ mittee on Foreign Relations have all endorsed U.S. flag requirements in their versions of the bill. Moreover, all three Committees have agreed to submit the strongest version of the bill for full Senate action. This is S. 2053, prepared by the Foreign Relations Com.mittee. The SIU has taken a strong stand on protecting U.S. job rights, leading up to and throughout the House and Senate proceedings on ocean mining. We have explained our position before in terms of the overall benefits this protection would insure for American workers and the American economy. But now that Congressional action is in its final stages, we would like to add what some of the lead players—members of the Senate Foreign Relations Committee them­ selves—had to say recently about the reasons for supporting U.S.-flag Change of Address Or New Subscribfer EdHor, LOG 675 Fourth Are^ BrooUyn, N. Y. 11232 I wouM like to rccclTc the LOG—pkatc put my name on your mailing list* tfrlml im/ormmtlmiti NAME ... ADDRESS STATE CITY ZIP. SIU members"please give: See. Sec. # Bk# /- TO AVOID DUPLICATION: If you arc an old subscriber and have a change of address, please give your former address below or send mailing-label from last issue received. ADDRESS CITY STATE ZIP. Launrhing It! ocean mining. But they cover the major issues at stake in the future of this important legislation, which in "Such a provision is important in short, mean economic security for order to provide that the economic the U.S. benefits arising from ocean mining Without statutory requirements ventures operating under U.S. for the use of U.S. flag vessels and legislation accrue to the U.S." manpower in ocean mining, the industry will be put up for grabs by Sen. Clifford Case (R-N.J.): multinational corporations. Like "Ocean mining is something new, the House passed version of the bill, something we are creating. It is an the Senate bill will prevent a extension of the U.S., and requiring wholesale giveaway of American the use of American ships will not jobs, taxes and technology. It will result in an international relations protect the thousands of jobs expected for American workers in problem." ocean mining, the millions of tax dollars which U.S. registered opera­ Sen. Frank Church (D-Idaho): tions will produce and the millions "American technology should be already spent by U.S. companies in utilized to assure that economic mining technology. benefits accrue to the U.S. If we keep These are the economic benefits giving everything away, we will lose this country needs as much as we our stature in the world. Our trading need the valuable mineral resources partners are cutting us off at the lying on the ocean floor. We can't knees." afford to give them away, and certainly not when it means setting Sen. Henry Jackson (D-Wash.): up another runaway industry to "Ocean mining promises to be a benefit at our expense. stimulus for significant new private For these reasons, the SIU urges investment, and for the creation of the Senate to pass S.2053. And we many new employment opportuni­ urge the joint House-Senate con­ ties in the U.S." ference to soon afterward agree on a These are only some of the final bill which will preserve the statements made during the Foreign essential U.S.-flag provisions of Relations Committee session on both legislative versions. requirements in ocean mining; Sen. Howard Cannon (D-Nev.): September 1978 / LOG / 19 •-V �. • --r, v-^v-l E <-i£^.:^'^,...^. • .• rWv'iSii^v .:• ai' \ Recerlified Bosun Charles Boyle, left, and Chief Steward Frank Costango pose for posterity in front of ship s name plate. • mr The LNG Gemini has a tight squeeze going through draw bridge near Quincy Shipyard as she departs with her SIU crew on her maiden voyage. Seven of the LNG GeminVs SIU crew gather in galley for pix. They are, standing from the left: John Zero, QMED; Larry Dockwiller, cook and haker; Frank Costango, steward, and Bill Christmas, general steward utility. Seated from the left are: Tom Curtis, QMED; Tom Fleming, able seaman and Charles Bovie, recertified bosun. LNG Gemini Sails on Maiden Voyage: Seafarers Now Manning 5 Gas Carriers Quincy, Mass.—The LNG Gemini departed on her maidqn voyage this month bringing the total number of SlU-crewed LNG carriers to five. The Gemini is the fourth LNG ship built by General Dynamics for the En­ ergy Transportation Corp. Another SlU-cpntractcd LNG tanker, the El Paso Southern, crewed for the first time in JulyT Like her three sisterships, the Aquarius, Aries and Capricorn, the Gemini measures 936 feet and has a cargo capacity of 125,000 cubic met­ ers of liquified natural gas. And like the other three tankers, she'll be transporting her cargo of LNG on a regular run between Indonesia and Osaka, Japan. Five massive cargo storage tanks, which are becoming a more and more familiar sight to SIU members, tower over the deck of the Gemini, holding the LNG at a temperature of minus 265 degrees Farenheit. The tanks were constructed separatelv in South Carolina, moved to the Quincv ship­ yard, and fitted on the vessel. A volatile cargo like LNG requires special safely gear aboard ship—and special training for her crew. The car­ rier is equipped with the most mod­ ern, technological equipment includ­ ing sensing devices, alarms and a colli­ sion avoidance system. In addition, automatic sprinklers and drv powder stations along with conventional firefighting equipment maximize safetv on the tanker. The Gemini was named after the third sign of the Zodiac. And like the other astrologically christened LNG ships, runs on a dual fuel system. When loaded, the vessel is powered by the natural boiloff of the LNG from the cargo tanks. When she's in port, the ship will run on bunkers. Another LNG tanker, the Leo, is scheduled to come out of the General Dynamics shipyard before the end of this year. Energy Transportation Corp. plans a fleet of ten LNG carriers, and they'll all be crewed by SIU members. The EI Paso Co. will build and oper­ ate a total of six liquid natural gas ves­ sels which will travel between Arzew, Algeria and the regasification plant in Cove Point, Md. If a separate, greatly expanded LNG importation program El Paso has been negotiating with the Algerian govern­ ment goes through, the El Paso LNG fleet will be larger still. Pending U.S. government ap­ proval, both El Paso and another American company, Teneco Inc., have preliminary contracts with the government of Algeria to import 700 million cubic feet of natural gas per year for 20 years. If the U.S. okay's these contracts, the number of jobs they will create number in the thousands. American shipyards will be busy building the tankers. And American crews will be needed to sail them. • , • "-'ft-. The SIU recognized years ago that LNG ships would be part of the future of the U.S. maritime industry. Union members have been crewing the first of these vessels because they have the special skills and training to handle the high technologv equipment aboard LNG ships. The Harry Lundeberg School in Piney Point, Md., offers a month-long course that's a necessary pre-requisite for sailing on an LNG carrier. The course covers the properties and han­ dling of LNG; automated engine and cargo control rooms and the dual fuel system.' Also included is instruction in handling the special firefighting equipment the ships carry. Important career opportunities, and the salary increases that go with them, are waiting for SIU members who have the training called for on today's newest vessels. As an SIU crewmember from the first American-built LNG carrier, the Aquarius, pointed out: "These ships are the future for us, and it is up to us to accept the challenge to upgrade ourselves and man these ships properly." Job securily is a job on a brand new LNG carrier for young Seafarers Sieve Wagner and Gary Snodgrass, shown here loading stores. �At Sea i Ashore TT Stuyvesanf The rest of the Committee of Chief Steward Joe Pitetta and Chief Electrician Bill Brock added, "Special thanks to Jeff Page for the first aid he learned at the Harry Lundeberg School as he continued to talk to Al to get him relaxed. And 3rd Engineer Bill Isebel, Gary Cowper and other members of the Alex Stephens crew who pitched in to help." Anytime from Oct. 30 to Nov. 18, the Alex Stephens will sail from Baton Rouge, La. to Chittagong or Chalna, Bangladesh with d cargo of 10,000 metric tons of bagged urea. Washington, D.C . The biggest vessel ever to enter San Francisco Bay, the 225,000 dwt supertanker TT Stuyvesanf (Cove Shipping) came out of the huge Hunters Point Shipyard drydock late last month to reenter the North Slope Alaskan oil trade for Standard Oil of Ohio (SOHIO). She can carry 1.6 million barrels of oil, or "enough to fill a tankcar train 39 miles long!" The 1,094 foot, 144foot wide SlU-manned tanker had her bottom scraped and painted and her sea valves and main engine turbine reconditioned in two weeks at the yard. As of July 1, 1978 a total of 53 merchant ships of nearly 4.2 million dwt were under construction or on order in U.S. shipyards, according to MARAD. On order were 14 LNG vessels, 10 intermodal carriers, nine dry bulk carriers, three cargo breakbulk ships and three special type vess !s. From June 1 to July 1, one 63,000 dwt LNG carrier and one 62,600 dwt ore carrier were delivered by American shipyards. Since Oct. 1,15 merchant ships of 1.6 million dwt have been delivered from U.S. shipyards. New Orleans More than $450 million of the Louisiana Offshore Oil Port (LOOP),a U.S. first-bond issue to build the facility, was sold late last month. Five oil companies will build the superport 19 miles off the Louisiana coast set to be operating by late 1980 to handle 1.4 million barrels of imported crude oil daily. The oil companies are Ashland Oil, Marathon Pipeline Co., Murphy Oil, Shell Oil and Texaco. Offshore pipelines will connect with LOOP's onshore, underground salt domes where the oil will be stored for distribution to Louisiana refineries, petrochemical plants and to the St. James terminus of the north-south Capline. SS Ponce Recent crewmembers of the SS Ponce (\*.R. Marine Mgt.) will be glad to learn that early last month the Rev. E.J. B. Matchett, senior chaplain of the Mariners' Club, Kowloon, Hong Kongsent the Loga thankyou note for their generosity. It reads: "1 would like to acknowledge the sum of $68.00 which was donated to the Mariners' Club, Hong Kong by the crew of the SS Ponce on August 4, 1978. "We are very grateful for this generous donation and also for a special lens for a film projector which they also donated to the club. "1 would be grateful if the Log would convey our thanks to the crewmembers." SS Alex Stephens Word comes from the Ship's Committee of the SS AlexStephensCWaterman) recently in the Gulf of Suez that, "Crewmember A1 Betancourt was injured when he fell into No. 5 hold." The Committee expressed thanks to 3rd Mate Michael Chielo Jr. and the crew on Gulf Fleet No. 4, an offshore oil rig tender, as they "removed Al from the ship in 1 hour, 36 minutes after his fall." The Alex Stephens Committee, lead by Recertified Bosun Carl Francum, said that 3rd Mate Chielo had previous crewboat experience and knew that oil rigs were in the V.H.F. range on Channel 16 and he raised them. Capt. Odom telegraphed Suez City but couldn't get an answer. Waterman Steamship Co.'s bid to transport 71 military tanks from Jordan to Iran on a Mariner-type vessel has been okayed by the U.S. Maritime Subsidy Board. The ship will load the tanks at Aqaba, Jordan in the Red Sea for delivery 3,173 miles away in the Persian Gulf at Bandar Shapur, Iran. After a possible return trip to Aqaba for more tanks, the ship is to return to the U.S. Freeport, Tex. The Texas Deepwater Port Authority late last month applied to the U.S. Department of Transportation (DOT) for a license to start the long delayed super mono-buyoed port for crude oil 27 miles out in the Gulf. It is planned to handle 2 million barrels of crude daily. The authority expects DOT approval in seven months. The project's opening is scheduled for the early 1980s. A $ 1.2 billion bond issue will be floated to finance the superport. SS Adventurer Early this month, Sea-Land accepted delivery of a new containership, the SS Adventurer. She's the last built in a series of four in the D-6 class. Assigned to the Far East-Mideast run, the Adventurer can carry 595 containers. Like her sisterships, the Leader, Pioneer and Pacer, she has refurbished midbody sections and carries two container cranes. SS Delta Car/foe, Colombia Delta Line started a new run early this month with the LASH SS Delta Caribe and the SS Delta Colombia between U.S. North Atlantic ports and Central America every two weeks. The Caribe will carry barges and containers to Maracaibo, Venezuela in six days where the Colombia will carry them to Puerto Contes, Honduras and Santo Tomas, Nicaragua. The run from thoport of New York should take 11 to 12 days. It will also include Costa Rica, Guatemala and El Salvador with a port of call in Jacksonville, Fla. Former Scholarship Winner Doing His Thing in Business World In the McDonald clan, the call of the sea skipped a generation. When he won the SIU four-year college scholarship in 1974, William Scott McDonald wanted to be a doctor like his grandfather, not a Seafarer, like his dad. During his first semester at Baylor University in Waco, Texas, Scott was a biology major, heading for medical school. But after taking an elective in leiBERSHPIIEETMSS'SCHEDULE Port New York Philadelphia Baltimore Norfolk Jacksonville Aigonac Houston New Orleans Mobile San Francisco Wilmington Seattle Piney Point San Juan Columbus Chicago Port Arthur Buffalo St. Louis Cleveland Date Oct. Oct. Oct. Oct. Oct. Oct. Oct. Oct. 10 Oct. 11 Oct. 12 Oct. !6 Oct. 20 Oct. 14 Oct. 5 Oct. 21 Oct. 10 Oct. 10 Oct. II Oct. 13 Oct. 12 22 / LOG / September 1978 Deep Sea Lakes, Inland Waters :30p.m. :30p.m. :30p.m. :30a.m. :00p.m. :30p.m. :30p.m. :30p.m. :.30p.m. :30p.m. 2:30p.m. 30p.m. 30 a.m. 30p.m. UIW 7:00p.m. 7:00p.m. 7:00p.m. 7:00p.m. 7:00 p.m. 7:00p.m. 1:00 p.m. 2 30 p.m. 2:30p.m. accounting, he found out that "I enjoyed business and working with numbers a lot more than I liked science." Scott graduated last May with a major in accounting, a minor in eco­ nomics and a job in Palestine, Texas. He works for the accounting firm of Harrell & Rader, doing auditing and income tax work. And he's studying to take the Certified Public Accountant's exam in November. McDonald said he's doing the same kind of work now he'd do as a CPA, but he's "lower on the totem pole." Taking the CPA exam, which is'a two-day test covering accounting, auditing and busi­ ness law, is insurance for the future. "You have to pass that test to become a CPA," Scott said, "and you need a CPA's certificate to get anywhere in the future." Short-term plans for Scott center on passing the exam and then deciding whether to stay on at the company in Palestine, maybe as a partner in the firm, or to move to a larger company in a bigger city. Goals over the long-term might in­ clude politics, either on a volunteer basis with civic organizations or as an elected city official. McDonald said he might be interested in a shot at a city council seat. He got a taste of politics at Baylor, cam­ paigning on campus for various state representatives. In his free time, Scott plays as much golf and tennis as he can and has plans to coach a Little League baseball team. "One thing I've always loved," he said, "is working with kids." For three summers while he was in school, Scott had a job with West Texas Utilities in Abilene. He traveled around to different 4-H camps in Texas, coaching kids in swimming, baseball and other sports. "Once a week we'd work with retarded kids," Scott explained. "I got a lot out of doing that." The $10,000 SIU scholarship played a big part in enabling McDonald to do a lot of things he couldn't have done with­ out financial assistance. "I couldn't have taken that summer job without the SIU scholarship," Scott said. "It paid O.K., but I would have had to get a higher paying Job if I had to pay for school on my own." The McDonald family was very happy when Scott won the scholarship and they're very proud of his success. His father. Seafarer William Jackson McDonald has been sailing on SIU ships for 32 years. He ships as a Cook and Baker from the port of Houston. Scott said he wanted to go to sea when he was very young. But the family moved from Louisiana to Houston to Abilene by the time he was ten. "We've been inland for so long," Scott ex­ plained, "that the urge to ship out faded." �,r^ nltl' 'I < A* •' •• - The SS Waller Rice (Reynolds-Amstar) carries sugar from Hawaii to Longview, Wash,, Corpus Christi, Tex. and New Orleans where she's tied up Paying his dues to Patrolman Peth (seated r.) during the payoff is FOWT fyiichael Rarick (seated I.). Standing hy (I. to r.) to pay their dues arc Wiper Todd Johnson, BR Michael Cameron, Oiler Marvin Green and Crew Messman Mike Gille.spie Walter Rice Pays Off After a Sweet Run Satisfying the sweettooth of the nation's coffee drinkers and candy and pastry lovers is one of the unique roles the SS Walter Rice (Reynolds-Amstar Sugar) filled last month as she com­ pleted a "sweet" run hauling a cargo of Hawaiian sugar to refineries on the West Coast and the Gulf. The bulk sugar ship is one of the two SlU-contracted vessels (the other is the SS Sugar Islander) which carry the sweetner from Honolulu via the Pan­ ama Canal to the U.S. With pineapples, it's a leading Hawaiian crop. The LOG rendezvoused with the Walter Rice in the port of New Orleans in time to record on fllm a payoff aboard ship as bucket cranes scooped out the sugar from her holds. On hoard, SIU Patrolman Carl Peth gave an explana­ tion to the crew of the new wage rates and benefits in the current freightship contract which went into effect on June 16. i 'A iT Reading the LOG is OS Robert Wilkens. Tw * • Hi «• m mi m-mk wk t SS SZtitiZ' Crew Messman Frank "Chief" Conforto puts down a tablecloth. New Orleans Patrolman Carl Peth (standing r.) advises crewmembers during the shipboard meeting on Aug. 18 that they must now sail 125 days to be eligible for Union benefits. Holding their SPAD receipts are (I. to r.) AB Greg Taylor and OS John Lo Conte. September 1978 / LOG / 23 �iiiniiiNUiiiiiiHiuiiiiiiiiiuiiiiiiiimmiiiiiiiiiiiiiniiiiiiuiHiniiiiiiiiniiiiiNinHmnii Dixie Progress Crew Finjds That Ain't Hay I It started out as a routine trip from Houston to Tampa. But when the Dixie Progress (Dixie Carriers) arrived in the Florida port, she had some extra cargo on board, dropped off by some un­ known shipper. It seems that the crew of ihcProgress did some fishing along the way. They made quite a catch, but as far as U.S. Customs is concerned, it was just another fish story about the one that got away. The Progress was in the middle of the Gulf on August 15 when the crew spotted something floating up ahead. Riding high on the waves were 11 bales of marijuana, apparently dumped by someone who didn't care to stick around and get pulled in along with the catch. The crew fished the pot out of the water and then turned it over to U.S. Customs in Tampa. Capt. W. Williams of the Progress quipped, "If I can't chew it or dip it, it ain't no good to me." The other crewmembers on the Progress were; Mates P. Benedict and B. Pierce, Tankerman D. Smart, ABs G. Allan and J. Leal, Cook D. Daniels and Engineers J. Byrd and D. Smith. = i Eligibility Rules For Benefits Changed to 125 Days All Seafarers and Boatmen should be aware that as part of the changes in the Seafarers Vacation. Welfare and Pension Plans made to improve benefits resulting from our recent contract 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 previous 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 vacation 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 pension application. llllllllllllllllllllllllllllllllllllllllllllllllllillllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllliMllllllllllli Delta Colombia Committee Crewmembers on the Dixie Progress turned over some extra "cargo" to U.S. Customs when they arrived in Tampa last month. Three of them (I tor) are: MateF. Benedict, Capt. W. Williams and Mate D. Pierce. Don't Give Up Right to Vote Submit Absentee Ballots On next Election Day you may be on board a tanker docked off the coast of Indonesia, or on an ore carrier headed for Duluth. But you can still vote by using an absentee ballot if you are a citizen and if you are registered to vote. If you are not registered to vote and are shipped out far from home, most states will send you an absentee regis­ tration form as well. According to the League of Women Voters, a non-partisan organization which has years of experience dealing with voter registration, the require­ ments for absentee voting and registra­ tion vary from state to state, although there are some common procedures. To request an absentee ballot, write or go in person to your local board of elections (or county clerk—depending on the state) in the city or county where you are registered to vote, and explain that you are in the merchant marine and will be away on Election Day. You will receive an official form to fill out. After this is done, the ballot will be sent to you hopefully in time to vote. Deadlines for applying for and re­ turning the ballot vary, but to be sure, apply at least 30 days before Election Day and send the ballot back in the mail so that it arrives by the Friday before elections take place. If you need to register to*vote and cannot go to your board of elections in person, write them explaining that you are in the merchant marine, but that your official residence is in their area and they will send you the proper forms. When you write, tell them if you will be needing an absentee ballot as well. Reg24 / LOG / September 1978 ® 'a» a ^ ® ;! istration should be done as soon as possible. If you have any difficulties, you can call or write your local League of Women Voters or City Hall for help. The newly acquired SS Delta Colombia (Delta Line) had a payoff on Sept. 5 at the 39th St. Pier in Brooklyn, N.Y. Here are three crewmembers and the Ship's Com­ mittee of (sitting I. to r.) Crewmessman Augustine Andino; Recertified Bosun Frank Teti, ship's chairman; Chief Steward G. T. Aquino, secretary-reporter; Deck Delegate Rick Daly and Steward Delegate Tony Petrillo. Standing (I. to r.) are Steward Utility Norman Verran and Chief Cook Ray Leonard. ^re you Getting dishpun Hands? Welt, get yourself out of the soup suds! Upgrade in the Steward department x atHLS. Chief steward November 13 Chief Cook November 13,27 Cook and Baker November 13,27 Assistant Cook Upon Request Sign Up Now! See Your S!U Representative or Contact HLS ^ �u Work!" I've hated it with a passion Ever since it went out of fashion. Because even when you're through There's always more to do. Work can be a tonic Or it can be a curse. But when you've had your fill. There is nothing worse. Some work out of desperation. Others to collect their compensation. Just work and don't ever shirk. Or nice folks will think you're a jerk. My Husband Work through coffee-time and lunch, You'll never beat the crunch. While the earth spins on its axis. For enough to pay your taxes. Now you are gone my darling, It seems more than I can stand. But yet I know you're happy In God's great, wonderous land. Work and your money spend. Will there never be an end? Work and your money save. Until you're in the grave. We lived our lives for God each day. Then you were suddenly called away. God had a better place for you. So I'll go on 'till he calls me, too. Work all the O.T. you can get. It's enough to break your heart. Work yourself deeper into debt, And that's only the start. The tears so often fall like rain. For in my heart there's so much pain. I loved you darling and always will One day I'll join you never more to part. And walk hand in hand forever more. Work like a common drudge. What's the driving force behind it? Work because you're feeling guilty? I dunno—But, I must find it. Mrs. Ardella P. Everhart Widow of the late Seafarer Richard Garland Everhart, Died Nov. 30, 1976 Work and, maybe, if you're still alive, You may get Social Security at sixty-five. Not to put down honorable mention When you get your Seafarers pension. I would forget my beefs—all of 'em, If I could make the Pensioner's column. Because even before you've made a start your Picture's in the "Final Departures." Clarence L. Cousins ST Overseas Ohio "The Wild Woods" Someone is building with new Foliage in the trees. Someone is sending the birds And busy honey bees. Someone is causing the fresh Fruit to grow. Someone is dressing anew the Springtime show. I The Great Spirit's angels are Now passing by. They are decorating our world Where the buds did die. Crime Of Passion Quietly angels are passing as If of the melting snow. The new kind grass is growing Where the waters flow. With cunning stare Her bosom free Eve grins at me To my despair. The Spirit is dressing up old T hings along the river. Wildwood spirits live, because Wildwood lives forever. My child and wife I can't deceive And so I grieve For Eve, my life. They cause new life to return To things which have died. Accept the Spirit of the Wild Wood. Obey and abide. To stem my lust I cannot hope But weave a rope Hang her I must. Seafarer Roy Lee HInson In crime I whirl With no reprieve I hanged my Eve The calendar girl. Henri Perclkow September 1978 / LOG / 25 �Mount Washington Committee Sonic INH)|)ic Think L^(F Is Strange and Mysterious // Thry Tonh thv IM, cniirsr at III.S. riirv n <mhl l\non lit'ttrr!» • l.cuiii ill'' I.K i- :iiHtii! I.\<' < uin:icr->. cv . _ . , \ I tcr .11 IciH I iiip 111..^. \ I III 11 k lit iv\ f\CIA lliinc \tiii need in wm k .\(» \e--el. a Mi;ii(i a Looking up from his work, Headquarters Patrolman Teddy Babkowski (seated center) makes out a dues reoeipt for Bosun J. Ruiz (seated lelt) ship's chairman of the ST Mount Washington (Victory Carriers) at a payoff on Aug. 30 at Stapleton Anchorage, S.I., N.Y. With them are the rest of the Ship's Committee of (standing I. to r.) Deck IVIaintenance D. Ellette, deck delegate and Chief Cook John Cherry, steward delegate. Seated (right) is 2nd Pumpman John Caldwell, engine delegate. Joseph Hewes Committee This means you'll qualify for the great pay and good working conditions aboard these ships. Sign up for the LNG course today. It starts ISovember 13 See Your SIU Representative to Enroll or contact On Sept. 1, after a payoff at Hoboken (N.J.) Pier B, the Ship's Committee of the SS Joseph Hewes (Waterman) got together for a group photo. They are (sitting I. to r.) Engine Delegate Bill Statzer, Bosun W. J, Taylor, ship's chairman: Steward Delegate Ralph McDaries and Deck Delegate Bob Trainer. Standing (I. to r.) are Chief Electrician Robert Caldwell, educational director, and Chief Steward Jack Long, secretary-reporter. The Harry Luudeherg School Vocational Education Department Piney Point, MD 20674 (301) 994-0010 A MESSAGE FROM YOUR UNION / CM . mmi£ /ri NARCOTICS ARE FOR LOfER^ /F CAU6Fr you LOSE yOURPAPBFS FOP UFE/ THINK ABOUT/r/ 26 / LOG / September 1978 �PONCE (Puerto Rico Marine Mgt.), July 16—Chairman, Recertified Bosun B. Maldonado; Secretary W. Mihem; Educational Director J. Quintelia; Deck Delegate Herminio Serrano. No disputed OT. Chairman read and posted the communications received about the new agreement. Advised that applica­ tions for Piney Point upgrading school are available. A vote of thanks was extended to the steward department for cleanliness and excellent food and service. Also a vote of thanks to the deck department for helping to keep messroom and pantry clean at night. Next port Baltimore. ROBERT E. LEE (Waterman Steam­ ship), July 30—Chairman, Recertified Bosun Alfred Hanstvedt; Secretary R. Bo^d; Educational Director Stanley Hawkins; Deck Delegate Richard O. Spincer; Engine Delegate Donald Leight; Steward Delegate William Gonzalaz. The chairman reported that the company is now furnishing free movies. Discussed the importance of donating to SPAD. No disputed OT. A vote of thanks was extended to the steward department for a job well done and to all other departments for their cooperation. Next port Aqaba. BORINQUEN (Puerto Rico Marine Mgt.), July 9—Chairman, Recertified Bosun C. L. Gonzalez; Secretary H. Galicki; Educational Director V. E. Keene; Deck Delegate A. O. Maldenado; Engine Delegate F. Sandy; Steward Delegate F. R. Cordero. $7 in ship's fund. No disputed OT. Chairman discussed the merger of the SIU and the MCS. Also advised that C-Cards should see patrolman for a new shipping card if they intend to stay on. Ship was supposed to lay up after the last trip but it was changed. A vote of thanks to the steward department and to the watches for keeping the crew recreation room clean. Next port San Juan. SEA-LAND FINANCE (Sea-Land - Service), July 9—Chairman, Recertified Bosun J. Pulliam; Secretary A. Reasko. No disputed OT. The chairman dis­ cussed with all the members the problem about leaving the ship before being relieved. Everybody was happy to see Brother Harvey Mesford up and around on the job at a very smooth payoff in Seattle. Chairman discussed the impor­ tance of donating to SPAD. The new Logs were received and passed around for all to read. It was noted that jitney service in all ports is needed and that mooring winches are needed for the ships. SEA-LAND PORTLAND (SeaLand Service), July 23—Chairman, Recertified Bosun A. L. Waters; Educa­ tional Director A. Broaddus; Steward Delegate J. O'Hare. Some disputed OT in deck department. The new contract was read and discussed. Chairman dis­ cussed the latest Lx)g. Report to Log: "HONESTY—We have it in one man. Harold McVay found some money in a book in the recreation room. No one claimed it in six days and he checked and found out that the man had gotten off and returned the money to him. We need more men of this caliber. A vote of thanks has to go to this man." SEA-LAND BOSTON (Sea-Land Service), July 16—Chairman, Recerti­ fied Bosun L. E. Joseph; Secretary D. Keno; Steward Delegate Pedro J. Perez. Some disputed OT in deck department. Chairman extended congratulations to the Negotiating Committee for a job well done on the new contract. Also noted that some letters were received from Frank Drozak, executive vice president, pertaining to some questions we wanted answered and they will be read to this meeting and then posted. A vote of thanks to the steward depart­ ment for a job well done. GOLDEN DOLPHIN (Apex Ma­ rine), July 2—Chairman, Recertified Bosun Robert O'Rourke; Secretary D. Bronstein; Educational Director A. DiFabrizzio; Deck Delegate A. Janacek; Steward Delegate E. Pippins. No disputed OT. Chairman commented on the excellent voyage they have had. The crew has been a real credit to high stand­ ards and traditions and will be remem­ bered for a long time. Advised all members to upgrade at Piney Point. All communications received were read and posted. An outstanding vote of thanks to the steward department. It was one of the best. Steward Department delegate Earl Pippins noted that the entire crew was to be commended for keeping the galley^nd utensils clean and up to high SIU standards. Next port Texas. SEA-LAND PIONEER (Sea-Land Service), July 23—Chairman, Recerti­ fied Bosun C. Feil; Secretary D. Velandra; Educational Director Mullett; Engine Delegate Charles Jones; Steward Delegate T. McCormick. No disputed OT. $9 in ship's fund. Chair­ man reported at the last safety meeting aboard ship that all extrusions at deck level will be painted white. The crane will have all new safety chains and con­ nections and anti-skid paint and stripes will be put down. Also in the galley they will put non-skid strips in the needed spots. The chairman suggested that a meeting be held every week so a class can be held on safety, union activities etc. Blackboards were requested for the lounges and messhalls so notices could be posted. Next port Dubai. % wtm r^ DELTA SUD (Delta Steamship), July 23—Chairman, Recertified Bosun R. Lambert; Secretary E. Vieira; Educa­ tional Director P. Painter; Engine Delegate C. Welch; Steward Delegate Lionel Antoine. $71 in ship's fund. No disputed OT. Chairman gave a vote of , thanks to New Orleans Patrolman Carl Peth for taking the time to explain in detail all about the new contract and answering everyone's questions. It was suggested that when you are finished reading the Log you bring it back to the crew lounge so that others will be able to look at it. Also when getting into port it will have to be up to each one to check on the movie machine and lens to see that they are locked up. After showing a movie be sure to bring the film back to the ships office where they are kept. TRANSINDIANA (Hudson Water­ ways) July 9—Chairman, Recertified Bosun J. Delgado; Secretary W. J. Fitch; Engine Delegate E. Morales. Chairman reported with regret the passing of Chief Electrician Paul Smith —Book No. S-739 who died at the Gitmo Base Hospital on July 7, 1978 from a heart attack suffered on board the Transindiana on June 27, 1978. Although Paul Smith had a heart attack a couple of years ago, he had refused to let it stop him and continued to work hard at his job. He was indeed a credit to this Union. No disputed OT. A vote of thanks was extended to all at Head­ quarters for the well done job on our new contract. Another first in all sea­ faring unions. Report to Log: "A vote of thanks to the staff of the Log in keeping us well informed of the new contract and all seafaring news." Observed one minute of silence in mem­ ory of our departed brothers. MARY (Marlin Steamship), July 29 —Chairman, J. J. Bermudez; Secretary N. Johnson; Educational Director F. Holland; Deck Delegate Michael Hur­ ley; Engine Delegate Henry McDaniel. Some disputed OT in deck department. Chairman reported on the upcoming elections in November and the impor­ tance of donating to SPAD. A vote of thanks was given to the steward depart­ ment especially for the pizza parties. A vote of thanks to the deck department for painting the passageways where we live and keeping outside decks clean. GUAVAMA (Puerto Rico Marine Mgt.), July 10—Chairman, Recerti­ fied Bosun William Velazquez; Secre­ tary J. Prats; Educational Director John A. Speer; Engine Delegate H. Welch. No disputed OT. Chairman reported to all crewmembers the good contract the Union got for them and the raises they are going to get in the follow­ ing years. Advised all members to go to upgrade at the Lundeberg School so they can get better jobs in the future. Also discussed the importance of donating to SPAD. Observed one minute of silence in memory of our departed brothers. ZAPATA PATRIOT (Zapata Bulk Transport), July 3—Chairman, J. A. Castillo; Secretary D. E. Edwards; Educational Director J. Rodriguez; Deck Delegate N. D. MacBean III, Engine Delegate J. B. Davis; Steward Delegate W. Carpenter. No disputed OT. Chairman urged all members to stay on as long as possible. Noted that in the next two months there will be 20 new ships to crew and manpower is needed. Also discussed the good increases that were won in wages and overtime. A vote of thanks to the steward department for a job well done. ERNA ELIZABETH (Hudson Waterways), July 9—Chairman, Recer­ tified Bosun W. L. Reeves; Secretary B. Fletcher; Educational Director J. Quiente; Deck Delegate John J. Kane. No disputed OT. $180 in ship's fund. Chairmian held a discussion on the increases in vacation and welfare wages, pensions, death benefits and on payable port time while in Panama Canal and Parita Bay. The steward held a nice cook out and barbecue on the stern. Observed one minute of silence in mem­ ory of our departed brothers. POTOMAC (Ogden Marine) July 2 —Chairman, H. Bouganim; Secretary J. Bennett; Deck Delegate Frank Kon; Engine Delegate Amada Diaz; Steward Delegate James Gonzalez. $5.23 in ship's fund. No disputed OT. Brother Roy L. Cuthrell passed away aboard ship on July 2, at sea. His remains were taken ashore in Freeport, Bahamas and a message was sent to Headquarters and to the family of the deceased. Observed one minute of silence in memory of our departed brother. DEL RIO (Delta Steamship), July 30—Chairman, Gerald Corelli; Secre­ tary E. Bowers; Educational Director J. Martello; Steward Delegate Albert Hendricks. Chief Mate and Chairman commended Brother D. Campos on his first trip. Both agree that he will make a good sailor. Captain D. Bari extended a vote of thanks to the crew for a job well done and for the full cooperation of all hands. Also a vote of thanks to the electrician for time and work on the movie projector. SEA-LAND CHARLESTON (SeaLand Service), July 16—Chairman, Recertified Bosun Irwin Moen; Secre­ tary C. Carter; Educational Director Jerry Dellinger. No disputed OT. Chairman read the communications from headquarters and discussed them. Also read the highlights of the new contract. The ship will pay off in Port Elizabeth and then go into layup. Observed one minute of silence in memory of our departed brothers. PUERTO RICO (Puerto Rico Marine Mgt.), July 9—Chairman, Recertified Bosun Barney E. Swearingen; Secretary T. Jackson; Educa­ tional Director H. P. Calloe; Deck Delegate G. Crocco. Some disputed OT in engine department. Chairman dis­ cussed the importance of donating to SPAD. Also requested all crewmembers to turn in a repair list. A vote of thanks to the steward department for a job well done. OVERSEAS NEW YORK (Mari­ time Overseas), July 2—Chairman, Recertified Bosun Hubert Cain; Secre­ tary Peter Gebbia; Educational Direc­ tor W. 1-. Pritchett; Deck Delegate James J. McLinden. No disputed OT. Chairman discussed the new contract. It was also noted that the members would like to have launch service in the Canal Zone. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. Official ship's minutes were also received from the following vessels; SUGAR ISLANDER PORTLAND OVERSEAS VALDEZ CONNECTICUT COASTAL KANSAS DELTA PARAGUAY MONTPELIER VICTORY TRANSCOLUMBIA ARECIBO ALLEGIANCE SEA-LAND COMMERCE SEA-LAND ECONOMY SEA-LAND CONSUMER TRANSCOLORADO COLUMBIA TAMPA MOUNT VERNON VICTORY DELTA COLOMBIA BALTIMORE SEA-LAND GALLOWAY SEA-LAND ANCHORAGE JOHN B. WATERMAN MANHATTAN WILLIAMSBURGH OVERSEAS ULLA AFOIJNDRIA SAMUEL CHASE GOLDEN MONARCH AMERICAN HERITAGE WESTWARD VENTURE SAN PEDRO NEW YORK SEA-LAND MC LEAN OVERSEAS HARRIETTE STUYVESANT SEA-LAND TRADE WALTER RICE DELTA MAR POINT MARGO NECHES SEATTLE September 1978 / LOG / 27 �Tighter Gov't Controls Needed To Boost U.S. Liner Fleet WASHINGTON, D.C.—The U.S. Maritime Administration has released a study which reveals that more "coopera­ tion" or trade controls practiced by liner shipping companies would benefit the U.S. merchant marine. The study, prepared for Marad by an outside consulting firm, shows that U.S. companies would prosper under in­ creased controls, such as stronger shiping conferences. But it predicts "sub­ stantial losses" for U.S. operators if present U.S. shipping practices of open competition continue or increase in the liner trades. The results of the study are especially significant at this time because Congress and an Administration task force are now considering major changes in ship­ ping policy. Assistant Secretary of Commerce Robert Blackwell, the head of Marad, did not advocate any specific policy changes when he released the study on August 21. But he said that it should be "extremely useful in exploring the vari­ ous policy alternatives which the Government is considering to end the chaos and restore stability to our liner trades." The arguments for and against stronger shipping controls have become louder over the years in reaction to the economic problems faced by the U.S. liner fleet. Although some gains have been made recently, by and large, the rate of return for liner companies is not equal to investment risks, Blackwell said. Those against controls claim that conferences and other forms of shipping regulation destroy competition, which is the basis of U.S. shipping policy. A conference is basically a coopera­ tive agreement between shipping lines engaged in the same trade. It allows the companies to set common rates and have a fair share of cargo. But U.S. ship­ ping policy has kept these conferences from being really effective. The SlU has attacked U.S. shipping policy because it has failed to preserve fair competition and because it has weakened the position of the U.S. mer­ chant fleet. Other countries engaged in our trade have instituted controls in the best interests of their own fleets. But American shipping lines have been seri­ ously hurt by rate-cutting and other abuses which the Government allows to go on in the name of "free trade." The SlU strongly supports the Con­ trolled Carrier bill, recently marked up IlllllllUlllllllllllllllllllllllllllllllllllllllllllllllllllilllllllllllllllllll Seafarer Starts N.J. AA Meetings Responding to the needs of Seafarers and other workers who have drinking problems, a New Jersey chapter of Alco­ holics Anonymous will begin weekly meetings in Port Newark on Oct. 19. The regular Thursday meetings will be led by SRI member Frank Buhl, who spent several months as a counselor at the Union's Alcoholic Rehabilitation Center in Valley Lee, Md., and Father Charlie McTague. The sessions will begin with a closed discussion group at 5:30 PM, followed by open speakers at 8:30. The meetings will take place at the Mariners International Center, Export and CalcutiS Streets, Port Newark, N.J. For further information on the New Jersey A.A. meetings, contact Frank Buhl or Father McTague at (201) 589-5828 from 3 PM to 10 PM and (201) 589-5969 at other times. They can also be reached by mail at 250 Lafayette St., Newark, N.J. 07105. iiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiimiiiimiiiiiim 28 / LOG / September 1978 by the House Merchant Marine and Fisheries Committee. It is the only cur­ rent piece of legislation which promises to provide much needed regulation in U.S. trade. Aimed at rate-cutting prac­ tices of the Russian fleet, the bill would allow the Federal Maritime Commis­ sion to ban a shipping line from a U.S. trade route if it was offering rates far below accepted conference levels. While more comprehensive shipping regulatory reform is still under review, the Marad study provides some hard facts for Government consideration. The purpose of the study was to test the impact of cooperative vs. competitive shipping practices on U. S. flag companies. A computer model was used to simulate liner operations and calculate profitability over a ten year period. Three U.S. trade routes were selected for detailed study: the North Atlantic, Mediterranean and Latin American trade. The results of more than 30 simula­ tions demonstrated that the statutory objectives of a strong U.S. merchant marine "are more nearly achieved over flag operators is more likely, causing a reduction in the U.S.-flag market share." the long run with increased cooperation. With increased competition, increased penetration of U.S. trades by non-U.S.- Walter Rice Committee New Orleans Patrolman Carl Peth (standing 2nd r.) is at a payoff with the Ship's Committee of the SS Walter Rice (Reynolds Metals) in the Crescent City port late last month. They are (standing I. to r.) Recertified Bosun Robert Broadus, ship's chairman, who was getting on and (extreme r.) Educational Director Jose H. Rodriguez. Seated (I. to r.) are Engine Delegate B. Hireen, Steward Delegate Juan Melendez, Recertified Bosun Ewing Rihn; Deck Delegate Greg Taylor and Chief Steward George Vorise, secretary-reporter. Dispatchers Report for Inland Waters AUGUST 1-31, 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 ."*... 0 0 0 6 0 5 7 3 1 0 11 0 1 9 2 0 9 0 0 54 0 0 0 5 0 2 1 5 5 0 4 0 0 7 5 0 13 34 3 84 0 4 0 3 0 2 0 18 2 0 9 0 6 9 68 0 13 0 52 186 0 0 0 10 0 2 1 2 1 0 7 0 1 7 2 0 3 0 ie 0 0 0 6 0 1 0 0 4 0 1 0 0 6 4 0 11 34 6 73 0 0 0 4 0 1 0 6 2 0 5 0 0 _ 6 20 0 6 0 27 77 0 0 0 3 0 4 12 3 1 0 23 0 1 17 3 0 12 0 4 83 0 0 0 5 0 3 2 8 4 0 9 0 0 13 1 0 15 4 1 65 3 0 32 4 0 42 0 11 11 132 0 21 0 75 339 0 0 0 0 0 1 1 0 0 0 0 0 0 4 0 0 0 0 0 6 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 0 0 2 0 0 0 0 0 0 0 L0 1 8 0 3 0 0 0 1 0 0 14 0 0 0 1 0 1 0 0 1 0 0 0 0 0 0 0 1 0 1 5 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 3 5 1 4 0 3 Q ENGINE DEPARTMENT 0 0 0 1 0 0 0 0 0 0 2 0 0 1 0 0 0 0 0 4 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 6 0 2 0 0 0 0 0 0 8 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals **REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT 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 TOTAL SHIPPED All Groups Class A Class B Class C 0 0 0 0 0 0 0 0 0 0 2 0 0 1 0 0 0 0 0 3 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 0 0 1 0 3 0 0 0 0 0 0 0 0 0 0 2 0 2 0 0 0 0 0 0 4 • STEWARD DEPARTMENT 0 0 0 1 0 1 0 0 • 1 0 0 0 0 0 0 0 1 0 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 1 1 4 0 0 0 1 0 1 0 2 0 0 0 0 3 1 0 0 2 0 7 17 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 2 0 5 9 Totals All Departments 89 203 62 41 77 90 *"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. > 94 72 0 0 0 3 0 0 0 5 0 0 0 0 5 1 0 0 3 0 11 28 381 �Not Too Many Chief Cooks rvt W,-:- ••'. r-r . «sH-n|-r,-v|,-,.. Kt>pM R„^ ' '.",r ^ Kli. \\^ •" ^''uyynir.st ,| '^X ^ M • ? Cftief Out fo Stew Taylor a Cook Happily showing his chief steward diploma achioved at MLS is l\/1ike * Displaying thoir diplomas are new Chief Cooks (I. to r.) Joseph Speller and Chris Romalho. Haggerty. 13 Are for Automation * MLS Steward Department upgrader Sheldon Taylor's ready for qookin n' bakin'". Three Men in a Lifeboat •tm •'ly Automation Course Instructor Charlie Nalen (standing I.) poses with the 13 graduates in his class. Standing (I. to r.) are Sonto Mondone, Don Busby, Leroy tanner, Bob Hedrick, Freddie Horn and Bill Hyder. In the front row (I. to r.) are Eugene Oldakowski, Tom Burke, Charlie Callahan and David Terry. In the middle row (I. to r.) are Jean Morris, Doug Greiner and John Chiv"&rs. Completing the Lifeboat Course are (I. to r.) Danny Riddle, Jose Camelo and Robert Frazier. Harrv Liindeber^ -C®" School of "For a better job today, and job security tomorrotv. 21 Black Gangers Get QMED Twenty-one more QMEDs are now ready to man the SlU fleet's engine depart­ ments. They are (front row I. to r.) Robert Mealor. Robert Rush, Thomas McMahon, Pete Linkewitz, Robert Cannon, Glenn Bumpas, Gene Koss and John Day. In the middle rov^ (I. to r.) are Dennis Convey, Mark Stewart, Ronnie Adkins, Bob Martin, Rusty Stewart, John Newhouse and Kevin Gannon. In the rear row (I. to r.) are Alli­ son Hebert, Robert Ivanauskas, Joe Oliveri. Bruce Swisher, Don Shine and Victor Palombo. FOWTs Four Rows Deep Here's 29 new firemen-watertenders-gradualing from the HLS. They are (front row I, to r,) John Bucko, Nick Celona, Paul Johnson, Brian Bluitt and Allan Todd, In the second row (I. to r.) are Jim Derbach, Leonard Viles, Vernon Green, Louie Cerventes. Miller Lowery, Stanley Williams and Jose H, RodrigueE.-Third row (I, to r.) has Dennis Lemily,Thomas Gordon, Jim Flynn, Tom Stark, Tom Quattrochi.C. L, Mitchell, Ken Couture and Rick Sayers. Finally, the back row (I, to r.) has Robert A, Meacher, John Haight, Herbie Benzenberg, Glenn Kessel, Eric Plaskin, Gabe Horneff. Robert C. McCoy, Donald Gusis and Mark Lawrence, September 1978 / LOG / 29 "T'l i �Roy L. Cuthrell, 54, died on the SS Potomac on July 2. Brother Cuthrell joined the SIU in 1944 in the port of New York sailing as a fireman-watertender. He was born in Hickory, Va. and was a resident of Chesapeake, Va. Surviving is his mother, Fannie of Chesapeake. Paul D. Erter, 55, succumbed to heart and lung failure in the Galveston USPHS Hospital on July 9. Brother Erter joined the SIU in the port of Hous­ ton in 1972 sailing as a QMED. He upgraded at Piney Point in 1974. Seafarer Erter was a veteran of the post-World War H U.S. Army. A native of Tulsa, Okla., he was a resident of Mabank, Tex. Cremation took place in the Brookside (Tex.) Crematory. Surviving arc two sons, Michael of Watauga, Tex. and Mark Allan of Mansfield, Tex. Pensioner Frank J. Farmei', 48, died of a liver ailment in the Seattle USPHS Hospital on June 24. Brother Farm­ er joined the SIU in 1948 in the port of New York sailing as an AB. He sailed for 32 years. Seafarer Farmer was born in Seattle and was a resident of Copalis Beach, Wash. Cremation took place in the Butterworths Crematory, Seattle. Surviving is his mother, Helena of Copalis Beach. Javinal E. Fer­ nandez, 57, died on Aug. 21. Broth­ er Fernandez joined the SIU in the port of Wil­ mington, Calif, in 1963 sailing as a cook and baker. He sailed 26 years. And he upgraded at the HLS in 1975. Seafarer Fernandez was a wounded veteran of the U.S. Army in World War 11. Born in Taun­ ton, Mass., he was a resident of San Pedro, Calif. Surviving are his mother, Mary of San Pedro and a sister, Mrs. Laura Ingram of Palos Verdes Penin­ sula, Calif. Pensioner Wil­ liam E. Oliver, 67, died on Aug. 18. Brother Oliver joined the SIU in 1939 in the port of Savannah sailing as a chief steward. He sailed 48 years. Seafarer Oliver was born in Savannah and was a resident of Prichard, Ala. Surviving are his widow, Bessie; a daughter, Tracy; a stepson, John Munsanto and a stepdaughter, Patricia Munsanto. 30 / LOG / Seotember 1978 Pensioner Ben­ ito Gordoza, 77, passed away from heart disease at home in Brook­ lyn, N.Y. on July 31. Brother Gor­ ,;:sf doza joined the SIU in the port of New York in 1955 sailing as a chief stew­ ard. He sailed 51 years. Seafarer Gor­ doza was on the picketline in the 1961 N.Y. Harbor beef. He was a native of Mindanao, P.I. Burial was in Rosedale Cemetary, Linden, N.J. Surviving is his widow, Kam Fong Lam of Pasadena, Calif. Pensioner Harry D. Ham­ mond, 54, died in New Orleans on July 8. Brother Hammond joined the SIU in 1946 in the port of New Orleans sailing as a cook. He sailed for 31 years. Seafarer Hammond was a veteran of the U.S. Army in World War 11. Born in New Orleans, he was a resident there. Survi­ ving are his widow, Estella; two sons, Harry and Barry of New Orleans, who is a 1967 graduate of HLS, and two daughters, Evelyn and Shirley. Pensioner Jo­ seph L. Sheahan, 72, died of heart failure in the Central Michigan Community Hospital, M t. Pleasant on June 9. Brother Shea­ han joined the SIU in the port of Lake Charles, La. in 1956 sailing as a pump­ man, deck engineer and fireman-watertender for 26 years. He was on the picketline in the 1962 Robin Line beef. Seafarer Sheahan was a veteran of the U.S. Navy in World War II. Born in Michigan, he was a resident of Rose­ bush, Mich. Burial was in St. Henry Cemetery, Rosebush. Surviving are a brother, Eugene of Rosebush; a sister, Mrs. Rose B. Beutter also of Rosebush; two nephews, Jerry and Richard Shea­ han of Mt. Pleasant and a niece, Mrs. Mary Ann Verevey of Rosebush. Pensioner Ger­ ald B. Smith, 71, succumbed to coronary disease in North Arundel Hospital, Glen Burnie, Md. on June 23. Brother Smith joined the SIU in 1939 in the port of Baltimore sailing as an AB. He sailed 40 years and was also a rigger. Seafarer Smith was born in West Virginia and was a resident of Millersville, Md. Burial was in Glen Haven Memorial Park Cemetery, Glen Burnie. Surviving is his widow, Esther. Paul R. Smith, 50, died in the Guantanamo Bay (Cuba) U.S. Naval Hospital on July 7. Brother Smith joined the SIU in 1946 in the port of New York sailing as a chief electrician and QMED. He received a Union Personal Safety Award in 1961 for sailing aboard an ac­ cident-free ship, the SS Louisiana (Seatrain). He was a veteran of the postWorld War 11 U.S. Army. Seafarer Smith was born in Illinois and was a resident of Augusta, Ga. Surviving is his widow, Mary. Pensioner Clin­ ton Mason, 72, died of cancer at home in Day, Fla, on June 28. Broth­ er Mason joined the SIU in I94I in the port of Nor' folk sailing as a fireman-watertender. He sailed 34 years. Seafarer Mason walked the picketline in the 1961 N.Y. Harbor strike. He was born in Atlantic, N.C. Burial was in the Day Cemetery. Surviv­ ing is his widow, Lola. Louis W. Moore, 53, died of heart disease in the University of South Alabama Medical Center on July 26. He joined ^>1 the SI U in the port of Mobile in 1955 sailing as an AB and cook. Seafarer Moore sailed 30 years. He was a veteran of the U.S. Navy in World War II. Born in Illinois, he was a resident of Mobile. Interment was in Pine Crest Cemetery, Mobile. Surviving are his widow, Roberta and an uncle, Arthur Brant of Attica, Ind. C) Pensioner Re­ certified Bosun John L. Ohannasian, 55, died at home in Miami on July 22. Brother Ohannasian join­ ed the SIU in 1949 in the port of New York. He sailed 30 years. Seafarer Ohannasian graduated from the Recert­ ified Bosuns Program in November 1975. He was a veteran of the U.S. Navy in World War II. He was born in De­ troit. Cremation took place in the Lithgow Crematory, Miami and his ashes were scattered at sea. Surviving are his widow, Marsha and his uncle, Casper Ohannasian of Melvindale, Mich. Pensioner John S. Seiferth, 68, died of a heart attack on July 15. Brother Seiferth joined the SIU in 1949 in the port of New York sailing as a bosun. He sailed 43 years. Seafarer Seiferth was a veteran of the U.S. Army in World War II. Born in Pittsburgh, Pa., he was a res­ ident of Houston. Surviving is a sister, Mildred of Pittsburgh. William R. Lockamy, 53, died on June 5. Brother Lockamy joined the SIU in the port of Baltimore in 1965 sailing as a wiper and OS. He sailed 23 years, and during the Vietnam War. He attend­ ed the Andrew Furuseth Training School, Baltimore in 1957. Seafarer Lockamy was a veteran of the U.S. Navy in World War II and was also a plumber. A native of Norfolk, he was a resident there. Surviving are a daughter, Carrie and a brother, Joseph, both of Norfolk. Jeffrey J. Newhouse, 27, died in Bethesda, Md. on June 2. Brother Newhouse joined the SIU in the port of New York in 1977 sailing as an OS. He was also an artist. Seafarer Newhouse was bom in New York and was a resident of Bethesda. Interment was in Gates of Heaven Cemetery, Silver Spring, Md. Surviving is his father, Edgar L. Newhouse, III, of Bethesda. Melito Maldonado, 41, died on the ST Over­ seas Aleutian (Maritime Over­ seas) on Aug. 17. Brother Maldonado joined the. SIU in the port of Houston in 1961 sailing as a chief stew­ ard. He sailed 22 years. Born in Boling, Tex., he was a resident of Houston. Sur­ viving are his widow, Virginia; a son, Melito of Houston; two daughters, Nancy and Sandra; his mother, Carlota of Galveston and his father, Gilberto of Bay City, Tex. Pensioner Theodore Roose­ velt Maples, 74, succumbed to pneumonia in the Springhill Memo­ rial Hospital, Mo­ bile on Aug. 9. Brother Maples joined the SIU in 1945 in the port of Mobile sailing as a fireman-water­ tender. He sailed 25 years. Seafarer Maples was born in Wilmer, Ala. and was a resident there. Interment was in Joyner Cemetery, Tannner Williams, Ala. Surviving are a sister, Mrs. Edna M. Dunn of Butler, Ala. and a brother, Julius of Crichton, Ala. Pensioner Walter Marcus, 76, passed away on Aug. 11. Brother Marcus joined the SIU in 1947 in the port of New York sailing as a chief steward. He sailed 50 years and was a member of the old SIU. Seafarer Marcus sailed also on German, Dutch and Japanese ships. He rode Robin Line, Suwannee Steamship and American Coal Shipping Co. ves­ sels, too. In 1961, he was on the picketline in the N.Y. Harbor beef. Born in Germany, he was a naturalized U.S. citi­ zen and was a resident of Lahaina, Maui, Hawaii. Surviving are his widow, Josephine; three sons, Francis, David and Walter of Hawaii and three daught­ ers, Ingrid, Enid and Ury. Pensioner Ehbie Markin, 69, succumbed to . pneumonia in the St. Joseph's Hos­ pital, Houston on July 18. Brother Markin joined-the SIU in 1945 in the port of Baltimore sailing as a firemanwatertender. He was born in Georgia and was a resident of Conroe, Tex. In­ terment was in the Wallace Memorial Cemetery, Clintonville, W. Va. Surviv­ ing are his widow, Zala and a daughter, Deborah. Peter S. Ander­ son, 28, died at Doctors Hospital, Seattle on June 22. Brother An­ derson joined the SIU in the port of New York in 1972 following his graduation from the Harry Lundeberg School of Seamanship in Piney Point, Md. He sailed as an OS and was chief bosun during his training at HLS. Sea­ farer Anderson was a veteran of the U.S. Marine Corps in Vietnam from 1968 to 1969. Born in Seattle, he was a resident there. Burial was in Washelli Cemetery, Seattle. Surviving are his parents, Mr. and Mrs. Roy J. and Joan Anderson of Seattle. t �Pensioner John Kallaste, 66, died of natural causes in the Lutheran Medical Center, Brooklyn, N.Y. on June 23. Brother Kallaste joined the _ SIU in 1943 in the ' port of New York sailing as a pump­ man. He sailed 41 years. Seafarer Kal­ laste walked the picketline in the 1961 N.Y. Harbor beef and the 1962 Robin Line strike. Born in Estonia, U.S.S.R., he was a resident of Brooklyn. Crema­ tion took place in the Ferncliff Crema­ tory, Hartsdale, N.Y. Surviving is a daughter, Juanita of Lima, Peru. Pensioner John Karpinsky Jr., 69, died of cancer in the Brownsville .(Tex.) Medical Center on May 20. Brother Karpin­ sky joined the SIU in 1949 in the port of New York sailing as a cook and ship's delegate. He sailed 24 years and during the Korean War. Seafarer Karpinsky was born in Philadelphia and was a resi­ dent of Brownsville. Interment was in Buena Vista Cemetery, Brownsville. Surviving are his widow, Maria and two daughters, Catalina and Linda. Carter Lane, 36, died on June 13 on the sunken ST Yellowstone (Ogden Marine) which was ram­ med by an Alger­ ian freighter off Gibraltar on June 12. Brother Lane joined the SIU in the port of Houston in 1966 sailing as a wiper. He was born in Rison, Ark. and was a resident of Hot Springs, Ark. Sur­ viving are his mother, Mrs. Kathleen Di Nino; his grandmother, Mrs. Vivian Cameron and a sister, Mrs. Betty Di Nino, all of Pine Bluff, Ark. Pensioner Adolph B. Lange, 68, died of kidney failure in the Martin Place East Hospital, Madi­ son Heights, Mich, on June 19. Broth­ er Lange joined the SIU in 1939 in the port of Detroit sailing as an AB. Seafarer Lange sailed 34 years and worked for the T.J. McCarthy Steamship Co. in 1961. He was a veteran of the U.S. Army in World War II. Born in Michigan, he was a resi­ dent of Roseville, MiCh. Burial was in the Forest Lawn Cemetery, Detroit. Surviving are a brother, Anton of Detroit and a nephew, David A. Lange of Roseville. Recertified Bo­ sun Juan Burgos, 62, died of natural causes in the Staten Island (N.Y.) USPHS Hospital on July 11. Brother Bur­ gos joined the SIU in 1942 in the port of Tampa. He sailed 37 years and hit the bricks in the 1961 Greater N.Y. Harbor beef and the 1965 District Council 37 strike. He graduated from the Recertified Bosun Program in January 1976. Seafarer Burgos was born in Fajardo, P.R. and was a resi­ dent of Brooklyn, N.Y. Burial was in Rosedale Cemetery, Linden, N.J. Sur­ viving are his widow. Carmen and four sons, Augustin, Anthony, Luis and John of Brooklyn. Pensioner Pab­ lo Latorre, 61, died on Aug. 11. Brother Latorre joined the SIU in 1944 in the port of New York sailing as a chief cook. He sailed 36 years. Seafarer Latorre was on the picketline in the 1965 District Council 37 beef and rode the SS Edith (Bull Line) in Hurri­ cane Carla in 1962. A native of Puerto Rico, he was a resident of the Bronx, N.Y. He was also a typist-bookeeper. Surviving are his widow. Rose of Staten Island, N. Y.; three sons Pablo, Paul and Richard, and two brothers, Antonio and Raymond of the Bronx. Pensioner Oskar Kaelep, 76, passed away on Aug. 24. Brother Kaelep joined the SIU in 1943 in the port of Norfolk sailing as a bosun. He sailed for 33 years. Seafarer Kaelep hit the bricks in the 1965 District Council 37 beef, the 1962 and 1959 Robin Line strikes and the 1961 N.Y. Harbor beef. He was born in Estonia, U.S.S.R., was a naturalized U.S. citizen and was a resident of Miami, Fla. Cremation took place in Linden, N.J. Surviving are his brother. Alec of St. Albans, L.I., N.Y. and a nephew, Walter Casper Jr. of Reading, Pa. William Harris Jr., 36, died on Aug. 17. Brother Harris joined the SIU in the port of New York in 1972 sailing as an AB. He was a veteran of the U.S. Coast Guard. Seafarer Harris was born in Palmetto, La. and was a resident there. Surviving are his widow, Takako of Naha City, Okinawa, Japan and his mother, Mrs. Octavio Brown. Brian D. Boyle, 19, died in the Wil­ mington (Del.) Medical Center on May 13 as a result of injuries sustained in a highway mishap in Chadds Ford, Pa. Brother Boyle joined the Union in the port of Philadelphia in 1977 sailing as a cook for the Delaware River Barge Co., Curtis Bay Towing Co. and for Mc­ Allister Brothers. He was born in Williamsport. Pa. and was a resident of Chadds Ford. Interment was in St. Pat­ rick's Cemetery, Wilmington. Surviving are his parents, Mr. and Mrs. Joseph and Sheila Boyle. Pensioner Franklin P. Grant, 51, died of a heart attack in Doc­ tors Hospital, Mobile on Jan. 29. Brother I Grant joined the SIU in the port of Mobile I in 1951 and sailed as an AB. He was a veteran of the U.S. Army. Interment was in Pine Crest Cemetery, Mobile. Surviving is his widow, Elizabeth. ^gjgnpjjk Cecil F. Stock, 81, passed away on Feb. Stock V joined the Union in . the port of Mobile in 1956 sailing as a fire^ man-watertopder on , f the Tug Sombrero I JK '^ from 1956 to 1961. He sailed 43 years. Boatman Stock was also a machinist. He was a World War I veteran of the U.S. Navy. Born in Martinsville, Va., he was a resident of Mobile. Surviving is his widow, Rosalie. Pensioner An­ drew J. Ewing, 62, died on May 30. Brother Ewingjoined the Union in 1948 in the port of Mobile sailing as an engineer for the Bay J J i Towing and Dredg­ ing Co. from 1950 to 1957 and Radcliff Materials. He was born in Gasque, Ala. and was a resident of Foley, Ala. Sur­ viving is his widow, Evelyn. Pensioner Walter O. Hoven, 64, died on June 9. Brother Hoven joined the Union in the port of Mobile in 1956. He sailed as an AB for ^ . 24 years. Boatman Hoven was born in Grove Hill, Ala. and was a resident of Lucedale, Miss. Surviving is his widow, Joyce. Pensioner Paul L. Berthiaume, 61, died in La Combe, La. on Apr. 30. Brother Berthiaume joined the SIU in 1941 in the port of New Orleans sailing as a bosun. He sailed 37 years. Seafarer Berthiaume was born in New Orleans and was a resident of La Combe. Interment was in Forest Lawn Cemetery, Slidell, La. Surviving is his widow, Thelma Ann, of Slidell. Paul L. Evans, 67, died of heart fail­ Pensioner James L. Sullivan, 66, died ure in Bayside Hospital, Virginia Beach, of Hodgkins disease in the Wilmington Va. on Mar. 26. Brother Evans joined (Del.) Medical Center on Oct. 20, the Union in the port of Norfolk in 1965 sailing as a chief mate on the Pilot , ,1977. Brother Sullivan joined the Union in the port of Philadelphia in Boat Virginia (Virginia Pilot Assn.) 1961 sailing as a mate for the Curtis from 1965 to 1977. He also sailed for Bay Towing Co. from 1944 to 1976 the Sadler Sand Co. and the P.R. and as a rigger foreman for the Dravo Marine Co. A native of York County, Corp. from 1942 to 1944. He sailed Va., he was a resident of Yorktown, 46 years. Boatman Sullivan was born Va. Burial was in Peninsula Memorial in Fall River, Mass. and was a resident Park Cemetery, Newport News, Va. of Boothwyn, Pa. Burial was in Cathe­ Surviving is his widow, Mary. dral Cemetery, Wilmington. Surviving Pensioner Walter J. Valentine, 70, is his widow, Marie. died of heart failure in the Baltimore Burnett A. Carter, 56, died in Cairo, U.S. Veterans Administration Hospital 111. on May 21. Brother Carter joined the on May 7. Brother Valentine joined the Union in the port of Paducah, Ky. in Union in the port of Baltimore in 1956 1974 sailing as a tankerman and lead sailing as a captain and bargeman for deckhand for the American Commer­ the Western Maryland Railway Co. cial Barge Line and Inland Tugs Co. from 1967 to 1977. He was born in from 1973 to 1975. He was born in Ken­ Maryland and was a resident of Balti­ tucky and was a resident of Paris, Tenm more. Burial was in the Baltimore Na­ Interment was in the Barlow (Ky.) tional Cemetery. Surviving is a Cemetery. Surviving is a niece, Dorothy daughter, Mrs. Mary Jo Vadorsky of P. McCaig of Paris. Somerdale, N.J. Steven A. Lynch, 21, died of multiple injuries on Mar. 20 sustained in a barge blast at the Getty Oil Dock, Delaware City, Del. Brother Lynch joined the Union in 1977, the year he graduated from the Harry Lundeberg School of Seamanship, Piney Point, Md. He sailed as a deck­ hand for the Inter Ocean Transport Co. from 1971 to 1976 and for the Gellethin Barge Line from 1977 to 1978. Boatman Lynch was born in Allentown, Pa. and was a resident of Wilmington, Del. Burial was in All Saints Cemetery, Wil­ mington. Surviving are his parents, Mr. and Mrs. Howard and Anna Lynch of Wilmington. Pensioner Milton L. Vickers, 67, died on Apr. 16. Brother Vickers joined the Union in the port of Norfolk in 1961 sail­ ing as an oiler for the IWood Towing Co. in 1945 and as an en­ gineer for the Curtis Bay Towing Co. from 1945 to 1976. He was a union member since 1934. ,A native of Marco, Fla., he was a resident of Moyock, N.C. Surviving is a daughter, Mrs. Rita C. Kershaw of Chesapeake, Va. Pensioner Norman P. Schwab, 67, died of lung and heart fail­ ure in the New Or­ leans USPHS Hospi­ tal on Feb. 2. Brother Schwab joined the Union in the port of New Orleans in 1957 sailing as a deckhand and captain for the MAG Towing Co. from 1956 to 1976. He was born in Labadieville, La. and was a resident of Thibodaux, La. Burial was in St. Joseph Cemetery, Thibodaux. Surviving is his widow, Vivian. Raymond R. Prchm, Jr., 46, died of a brain tumor in the Jefferson Barracks (Mo.) Hospital on Feb. 24. Brother Prehm joined the Union in the port of St. Louis in 1973 sailing as a deckhand and cook for Inland Tugs and American Barge Lines. He was a veteran of the U.S. Air Force. Born in Maplewood, Mo., he was a resident of St. Louis. Interment was in the National Ceme­ tery, Jefferson Barracks. Surviving are three sons, Charles, William and Ray­ mond, and a daughter, Susan. Curtis D, O'Neal, 45, died of heart failure on arrival at the Craner County (N.C.) Hospital on Apr. 29. Brother O'Neal joined the Union in the port of Philadelphia in 1957. He sailed as deck­ hand, mate, tug operator and captain for the C.G. Willis Barge and Towing Co. from 1954 to 1965 and for the Ex­ press Marine Co. from 1965 to 1978. Boatman O'Neal was a veteran of the U.S. Army during the Korean War. Burial was in the Watson Cemetery, Lowland, N.C. Surviving are his widow. Mavis; a son, Christopher and three daughters. Tammy, Kimberley and Nancy. September 1978 / LOG / 31 �Warren Harding Cassldy, 56, joined the SIU in the port of New York in 1955 sailing as a cook. Brother Cassidy sailed 31 years and rode the Bull and Isthmian Lines. He hit the bricks in the 1961 Greater N.Y. Harbor beef, the Atlantic and Gulf strike and the 1965 District Council 37 beef. Seafarer Cassidy was the chairman of the Union's Quarterly Finance Committee many times and was also on the SIU Election Tallying Committee. He attended Piney Point Crew Confer­ ence No. 4 in 1970 and graduated from the Andrew Furuseth Training School, Brooklyn, N.Y. in 1959. A native of Somerville, Mass., he/is a resident of Brooklyn. John L. Cortez, 65, joined the SIU in the port of Seattle in 1960 sailing in the steward department for 37 years. Brother Cortez was born in the Philippines and is a resident of Seattle. Juan Cruz, 52, joined the SIU in 1939 in the port of New York sailing as a chief steward. Brother Cruz rode the Isthmian Line. He was a delegate to the Union's 13th Biennial Conven­ tion in Washington, D.C. in 1967. And walked the picketlines in the. 1961 N.Y. Harbor beef and the 1962 Robin Line beef. Seafarer Cruz is a veteran of the U.S. Army in World War 11. Born in Puerto Rico, he is a resident of Brooklyn, N.Y. Vincent Genco, 65, joined the SIU in 1945 in the port of New York sailing as a bosun and quartermaster. Brother Genco sailed 32 years and rode the Bull Line. He upgraded to quartermaster at the HLS in 1973. Seafarer Genco was born in Cleve­ land, Ohio and is a resident of Newton Falls, Ohio. Recertified Bosun Woodrow Wil­ son Lawton, 63, joined the SIU in 1938 in the port of Savannah sailing for 45 years. Brother Lawton gradu­ ated from the Recertified Bosuns Program in February 1975. He was born in Georgia and is a resident of East Berlin, Pa. ^ Charles P. Lord, 65, joined the SIU in 1944 in the port of New York sailing as a 3rd assistant engineer and fireman-watertender. Brother Lord sailed 36 years. He also rode the Robin Line. In 1970, he graduated from the MEBA School of Marine Engineering and Navigation, Brooklyn, N.Y. with his engineer's license. Seafarer Lord was born in Chicago, 111. and is a resident of Debary, Fla. Gustaf A. Nordin, 60, joined the Union in the port of Detroit in 1960 sailing as an oiler for the Red Arrow Steamship Co. from 1961 to 1965. Brother Nordin sailed 22 years. He was born in Clearbrook, Minn, where he is a resident. Recertified Bosun Francisco R. "Frank" Charneco, 49, joined the SIU in the port of Baltimore in 1956. Brother Charneco sailed 30 years. He graduated from the Recertified Bosuns Program in March 1976. Seafarer Charneco was on the picketline in the 1960 Bortier strike in Valencia, P.R. and the 1956 Ameri­ can Coal Co. beef in Baltimore. He also attended a crew conference in 1971 at HLSS in Piney Point, Md. Bosun Charneco is a veteran of the post-World War II U.S. Navy. Born in Puerto Rico, he is a resident of New York City. 32 / LOG / September 1978 mSIONERS John J. Cuff, 57, joined the Union in the port of Philadelphia in 1960 sailing as a captain and pilot for McAllister Brothers from 1937 to 1978 and the P.F. Martin Co. in 1937. Brother Cuff is a veteran of the U.S. Navy in World War II. He was born in Philadelphia and is a resident of Blue Bell, Pa. Lawson F. Hudgins, 61, joined the Union in the port of Norfolk in 1959 sailing as a deckhand for the Chesa­ peake and Ohio Railroad from 1954 to 1978 and working as a ship rigger for the Home Brothers Co. from 1952 to 1954. Brother Hudgins was also a member of the NMU from 1936 to 1945. He was born in New Point, Va. and is a resident of Mathews, Va. Louis J. Loupe, 48, joined the Union in the port of Houston in 1960 sailing as a relief captain for National Marine Service, which he helped to organize, in St. Louis from 1958 to 1978 and for Mecca Marine from 1957 to 1958. He is a graduate of the IBU Vessel Management and Safety Program. Boatman Loupe is a vet­ eran of the post-World War 11 U.S. Amiy. Born in Cutoff, La., he is a resident of Raceland, La. Frederick W. Hoffman, 65, joined the SIU in the port of Baltimore in 1955 sailing as a wiper. Brother Hoffman sailed 29 years. He was born in Tylertown, Md. and is a resident of Baltimore. Sven J. Hommen, 56, joined the SIU in the port of New York in 1959 sailing as a QMED. Brother Hom­ men sailed 39 years. He walked the picketline in the 1962 Robin Line strike and upgraded to QMED at the HLS in 1972. Seafarer Hommen was a former member of the SUP. A native of Evje, Norway, he is a naturalized U.S. citizen. He is a resident of Brooklyn, N.Y. Richard Savior, 58, joined the SIU in 1944 in the port of Baltimore sailing as a chief steward. Brother Savior sailed 34 years and rode the Bull Line. He attended Piney Point Crew Conference No. 12 in 1970. Seafarer Savior is also a photog­ rapher. Bom in Pennsylvania, he is a resident of Philadelphia. Champ Clark Smith, 65, joined the SIU in the port of San Francisco in 1961 sailing as an AB and firemanwatertender. Brother Smith sailed 32 years and was a deck delegate. He was a member of the SIU from 1949 to 1961. Seafarer Smith is a wounded veteran of the U.S. Army in World War II. A native of Midkiff, W. Va., he is a resident of Sonora, Calif. Robert M. Roberts, 64, joined the Union in the port of Detroit in 1960 sailing as a wheelsman for the Reiss Steamship Co. from 1963 to 1974. Brother Roberts sailed 35 years. He helped to organize the Boland and Cornelius Steamship Co. and the Interlake Steamship Co. Laker Roberts was born in Shinnston, W. Va. and is a resident of Sturgeon Bay, Wise. Joseph E. LaBlanc, Jr., 54, joined the Union in the port of Detroit in 1953 sailing as an OS and wiper for 23 years. Brother LaBlanc was born in Royal Oak, Mich, and is a resi­ dent of Roseville, Mich. Francis Tokarchuk, 64, joined the SIU in 1945 in the port of New York sailing as an AB. Brother Tokarchuk sailed 36 years. He also rode the Alcoa Steamship Co. Seafarer Tok­ archuk was on the picketline in the 1965 District Council 37 beef. Born in Brooklyn, N.Y., he is a resident of New York City. Charter Member Retires Hiram A. Payne, 49, joined the SIU in the port of Savannah in 1951 sailing as a cook for Delta Steamship Co. in 1965 and for Maritime Overseas in 1972. Brother Payne was born in Winder, Ga. where he resides. Henry E. Williamson, 55, joined the SIU in the port of Mobile in 1957 sailing as a fireman-watertender. Brother Williamson sailed 27 years. He is a veteran of the U.S. Navy in World War 11. Born in Mobile, he is a resident there. Stephen Krapsha, 65, joined the Union in the port of Buffalo in 1951 sailing as an OS on the 55" Joe A. Sea bell from 1958 to 1966. Brother Krapsha was born in Pennsylvania and is a resident of Laflin. Pa. Jessie Ray Boiling, 49, joined the SIU in the port of New York in 1961 sailing as an AB and deck mainte­ nance. Brother Boiling sailed 33 years. He is a post-World War II veteran of the U.S. Navy. Seafarer Boiling was born in Florala, Fla. and is a resident of Mobile. Juan Cruz, a charter member of the SIU, retired this month after 44 years of seafaring. Brother Cruz, giving a farewell address at the September membership meeting in N.Y. told his fellow SIU members: "Fight for this Union because we all have something here worth fighting for." �From The Story of Andrew Furuseth ^ This kis is one of a continuing series of \ articles about life in the "old" \ merchant marine and the early yeara of the seamen's labor move­ ment. These articles are compiled by the Seafarers Historical Research Department, which is accumulating a history of American maritime labor from newspaper files and other sources all over the country. This article is from "The Coming Ashore of Andrew Furuseth," by John L. Matthews, and was origin­ ally published in "Everybody's Magazine" from the early 1920's. In the old French Quarter of New Orleans, on a side street that runs out from the market, in a big, dark room with a broad gallery, are the local headquarters of the Seamen's Union. One reaches it by a flight of stone steps from an inner court of an Italian grocery, passing through the intimate life of the family, and falling over children in the ascent. Into these headquarters, one day in last November, entered a weatherbeaten, old seaman. "Hello, George," he said, saluting George Bodine, the secretary in charge, "I've signed again. I'm going down to Southwest Pass." "I'm glad of it," said Bodine. "By the way, I've got you on the books. You owe the Union a dollar and a half." He scrutinized the seaman's record. "Oh, yes; and here are three strike assessments for one dollar each, for the Lake Seamen's Union." The old salt went through his pockets deliberately and collected a handful of small silver, which he counted up slowly. His total capital was $3.25. He calculated Hienlally, abstracted a quarter, put it back in his pocket, and piled the remaining change upon the desk. "Send it to them poor chaps on the Lakes," he said. "They're all fighting for Andy. Hold up my Union dues till I get paid." When I had walked across the street with the old fellow and drunk a glass of beer with him, he shouldered a bundle of magazines for use in the forecastle, and was off, perfectly sober, to the ship. The incident was interesting to me. first, because it indicated, better than anything else I had found in the collection of the material for this story, the breadth of the sympathy' and the strength of the interrelation maintained among seamen by Andrew Furuseth, their organizer, and president of the interna­ tional Seamen's Union. Here on the Gulf of Mexico he was able to obtain support for a three years' strike against a blacklist on the Great Lakes—a st ruggle, still going on, to which his Pacific Coast seamen have contributed more than $75,000. It was interesting, too, because of the manner of the announcement; for in the days before the Coming Ashore of Andrew Furuseth no American seaman signing for a voyage would have said, "I have signed again." Had he been sober enough for utterance, he would have .said, "I have sold my carcass," for by that phrase they then truly described the process of sea enlistment. But the subtler .significance of the incident lies in the fact that a seaman signing on for a voyage in an American port was going abroad in the manner of an efficient, self-respecting mechanic. That, in his own phrase, was "fighting for Andy," by using to the full the opportun­ ity made possible for seamen in our ports by the devotion, the hard work, the untiring patience and self-denial of Andrew Furuseth. For every sailor who goes abroad willingly, soberly, with money in his pocket, with reading matter in his sea-chest, and with his actions directed by reason and intelligence, is helping to win his fundamental rights as a man. He is driving one more nail in the coffin of the Supreme Court decision that a seaman is not a responsible being before the law. He is following the trail that Furuseth himself has blazed—the trail up from bondage. For the seamen of the world the most important event of .the nineteenth century was the Coming Ashore of Andrew Furuseth. Sent to sea as a young boy in a Norwegian deep-sea square-rigger, Furu­ seth learned with a brave generation the whole story of seamanship. From appren­ tice to ordinary, from ordinary to ablebodied seaman, he advanced in the capacity for work, the ability to obey orders, to fight for the life of his ship far out on the topsail yards in a heavy sea, to think and act for himself quickly in a crisis. He was able-bodied in every sense—stalwart, square-shouldered, powerful, quick-witted, and, above all, intelligent. He was a tower of strength in a crew, a man to be desired by anv captain. Another so equipped would have ad­ vanced rapidly to be second mate, mate, and then master, as other Norwegian seamen have done; and, as captain, Furu­ seth might have been like other masters, a man-driver of the deep-sea trade. But he was too big for command. He was too alive with instinctive democracy to assume a master's position. His mind was as active with the life of the seamen as his hands were with the life of the ship. From his earliest days aboard he learned, one by one, the hard lessons of the law. He learned tliat a seaman was a slave, signing, before he could go aboard, an unalterable contract for involuntary .servitude; that thereafter he was the property of his ship, to be bought and sold with it until his contract expired; that he was not responsible before the law nor a valid witness even in his own defense, but was classed with idiots, minors, and imbeciles as a ward of the court. Having signed, if he refused to go aboard he could be placed on the ship forcibly by the police and compelled to work. If brutal treatment, rotten food, the un.seaworthine.ss of the ship, and the certainty that no appeal to the law could secure him justice—if all these things made him desperate, and he left his ship—even safely moored in port—he could be pursued and thrown into jail under an act adopted with, and similar to, the Fugitive Slave Law of the eighteenth century. If the captain suspected that he intended to leave, he could call the police and have the seaman taken from the ship to jail and held there without even the right to a writ of habeas corpus. When he signed articles for a vovage, the seaman was entitled by law to draw in advance three months' wages. A credu­ lous government believed that he left this with his mythical family. Instead, the crimp collected it. The seaman was the crimp's defenseless prey, and the advance of his whole wage was the price of employment. In the early days, Furuseth saw in the crimp the worst enemy and the only friend of the seaman. When slavery became so abominable that the seaman could no longer endure it, he could flee to a sailor's boarding-house and the crimp would hide him. That was the crimp's business. Furuseth found later that the police shared in the arrangement. All he knew then was that the crimp hid the fugitive and sold another man to the captain for the three months' advance; then, later, sold the "absconding bonds­ man," whom he was hiding, to a second ship on the .same terms. Thus the seaman was kept impoverished, passed along from ship to crimp and crimp to ship, fed on bad food and worse whisky, drugged, shanghaied, and beaten until he often became a brutal and worthless tramfi of the sea trade. This Furuseth learned by years of hard experience, during which his mind dwelt contijuially on the seaman's condition. Wherever he went in the ports of civilized nations, landsmen were free. They earrnd their wages where they would, married, had families, voted, and changed their employment at their own will. Every one of these things was impossible to the .sailor. To be free, to live decently—those are the essentials; even the desire for them is crushed out of most seamen bv the pressure of sea brutality. It could not crush his ideal out of this big Norwegian, Andrew Furuseth, though his very zeal ^nd intelligence made him a man wh and whom captains feared, and subjected him to additional discipline. But this sea brutality, while it embittered, yet inspired him. It built up within him a vision of the seaman free, equal with the landsman, living on the same terms. He studied the laws that bound him, the customs of various countries, whatever he could learn ashore and in the forecastle. A Lincoln of the sea—as tall, as uncouth, as rugged, as determined, as brave in the face of cruel and vindictive opposition, inspired by as clear ideals, but working in a far lowlier way—he set out deliberately to free the last great body of slaves remaining under the Stars and Stripes. Truly it was a marvelous aspiration— an impossible task—for a man inexperi­ enced on shore, with no voting citizen­ ship anywhere, untrained in the processes of government, and, above all, ab.solutely lacking in civic knowledge and unacquainted with the intricate interrela­ tion of interests in politics. He saw clearly before him to be fought only the captain and the owner, repre.senting authority. The crimp he had not yet placed in the system with them. To stop bondage, to forbid the advance of wages, to abolish slave-catching—those were his ends; and he determined to create a leadership among seamen and attain these ends by such means as might develop. How to begin—that was the question. Furuseth came ashore at the close of a great Chicago strike, at a time when unionism was growing up, when labor was filled with a significant unrest, when "organize" and "fight it out" were the slogans of the primitive grmips frnrn the Atlantic to the Pacific. Though he was fighting for seamen, he was imbued with a broader democracy, and the whole struggle of workingmen soon appealed to him. The fever of organization caught him with the others. He devised a method of adapting unionism to the transient seamen; he appealed to the men of the Pacific Coast, brought them together, organized them, and began his conflict. The Union itself was entirely novel. It was absolutely a democracy. President and janitor fared alike, drawing a sea­ man's pay, eating a seaman's rations, using a seaman's sleeping space— everywhere there was e(|nality in the meager insufficiency of the fore;castle. All the .seamen who joined the Union were given cards that could be |)resented wherever there was an officer to recog­ nize them. No matter in what coast port they landed, they were members there— an idea that has become i?iternational and will soon be world-wide. It chanced that a fortunate omission in the statutes freed coastwise seamen from arrest as fugitive bondsmen. In 1872 (Congress had enacted a drastic Shipping f'ommissioner Act, and later, amending it to exclude coastwise sailors from its operation, had, incidentally and without intention, neglected to provide for their arrest. Therefore Furuseth was able at once to organizt: crews and draw them from their ships, to hold his men together and demand better wages and better treatment; and, seeing oidy captain and owner ahead of him, he went at this first campaign in that way—trying for better conditions rather than for better laws. His awakening came soon, for the seaman's graft was too far-reaching in San Francisco to be thus rudely attacked with impunity. He was summoned to police Continued on next page September 1978 / LOG / 33 �Continued from preceding page headquarters, and one of those ail-toofrequent plots in which a corrupt police force becomes adept was outlined to him in detail. Charges were ready to be preferred against him, witnesses were ready to testify, and they would not only blacken his character but consign him to jail for a long term. "You shut up and stay shut," they said, "or we'll put vou so deep in jail vou will never come to light again." Furusefh's compelling eyes never wavered. "Very well, gentlemen," he said, "put me then in jail. You can not give me narrower (]uarters than as a seaman I have always had by law; you can not give me coarser food than I have always eaten; you can not make me lonelier than 1 have always been." Perhaps the police were convinced that he uttered onlv the naked truth and that thev could not stop him by brutality. At any rate, tlic talk of imprisonment was ended, and the owners and the politicians who were back of it all developed a more subtle and more effet-tual attack. They went (piietlv to Congress, pulled the right wires, and had irrqirisonment for coast­ wise seamen reenactcd. Then they cut wages in half—the most direct stroke they could deliver at Furuseth. The figlit was short and desperate. With a full treasury at the start, the Union was (juickly demoralized. Two hundred men in jail, thirteen shot dead by masters or police for refusing to go aboard or stav aboard ship and work—that ..as the situation when the Union gave up and the men went to work at half pay. And Furuseth began to see that there was something beyond the captain, some power working in the dark that could not only direct the police force to corrupt acts, but alter the laws to suit itself. He could fight force with force, but he must learn a new way to fight this power. He began to suspect that before he could free seamen from phvsical bondage he must help free landsmen from political bondage. His eyes were opened still wider by a case at Port I'ownsend, Washington. The old trick of arresting innocent citizens, assessing a dollar fine and very large costs, and dividing the costs among the gang, was in full force there. A seaman discharged could not escape with his monev unless he caught a boat the moment he was paid off. But when the Union arose, the Port Townsend gang tried another game. They arrested seven seamen on trumped-up charges and put them in jail. Then they sent for Furuseth to come and give cash bail for them. Their plan was to shanghai the seamen for a long voyage when they were released, and then to confiscate and divide the Union bail money. Furuseth was too wise. "You will have to stay in jail, boys," he told the seven. "That's all right, Andv, " they replied. "Don't bother about us. Send us some tobacco and something to read, and come to see us once in a while, and we'll be very comfortable." Seven months they stayed in jail. Then a disgruntled judge discharged them and assessed the heavy costs upon thecountv. That broke up the arresting of seamen in Port Townsend. The Seaman's Union gave each man SUM) for a reward; and Furuseth had learned something illumin­ ating about political graft, something that pierced like a searchlight into the dark places of San Francisco. He saw that this game was the result of connivance byorganized flower, and. at least indirectly, bv societv at large. What was the influence that kept landsmen dormant while their politicians played such games? It was monev. of course; but what monev? Furuseth made an investigation and a computation. He found that in San Francisco alone the seaman graft, that is to say, the advanced J 34 / LOG / September 1978 of animus. But the heart of it is easy to .set wages collected by the crimp, amounted forth. He recognizes that in 1861 there to one million dollars every year— were four classes of bound servants in this practically eighty per cent of the total country—negroes, Mexican peons, cool­ wages of seamen signing on in the port. ies, and seamen. Certainly three were Soon he was able to trace this stolen included in the Thirteenth Amendment, advance from the crimp, on theonehand, he admits—the three inferior races. But to the captain and owner; and, on the how about seamen, the one white group? other, to the police, through them to the Well, go back to 900 B.C. Seamen were politicians, and at last to the Big Business slaves. Go back to the time of Christ. that was contending against him. And The same re.sult. Look at England in finally he located the seat of power of Big 1681—still bondsmen. Look at Massa­ Business in the very capitol at Wash­ chusetts in 1728—still slaves. Look at the ington. United States—law still on the books, Furuseth was reaching out. He allied passed in 1790, with the Fugitive Slave himself with the national labor leaders, Law—seaman a slave, properly recog­ and his Seamea's Union with the nized. American Federation; and this enabled Now, all that was also true of the negro, him to go well equipped to fight Big of the peon, of the coolie—it was true Business in its own headquarters. The big round the world. Brown ignored that. It men in unionism found in him not onlv was condemnatory of the seamen, and an equal but a leader of unusual power, of that was enough for him. "This law clear insight, and, thanks to his incessant existed for sixty-seven years before the study, of wide learning in their own field. Amendment was passed," he says; With their support he carried his struggle "therefore the Amendment which makes into Congress; but he went unaided, it unconstitutional certainly was not except by his own seamen, into the meant to apply to it." .Supreme Court in a brave attempt to destroy the laws that held them all in Justice Harlan dissented, and it is said bondage. he is still angry about the case. "The Of all the victories he has won, placing of a person by force upon a vessel probably none is more significant then his about to .sail is putting him in a condition defeat in the highest court, in the case of of involuntary servitude," he declared. Robert Robertson and others against "The arrest of a seaman and his forcible Barry Baldwin and the United States. It return to the vessel can not be justified was really Furuseth against Bondage— under the Constitution as it now is. To the case he had been fighting so long; but give any other construction is to say that as he drove it up to the highest tribunal in one class may be so far subject to the land, it was the case of a Union involuntary servitude as to be compelled .seaman suing out a writ of habeas corpus bv force to render personal service in a against the marshal of Northern Cali­ purely private business. This is involun­ fornia. tary servitude from the moment the In the summer of 1895, Robert seaman is compelled against his will to Robertson, John Bradley, Morris Hansen, continue in such service. ... I dissent and Peter Holden, four of Furuseth's from the opinion and judgment of the men, signed aboard the American Court," he concluded. barkentine Arago. She was to go to a port in Washington, thence to Valparaiso, Disappointed in the Supreme Court, to thence to whatever other foreign [)orts which he had looked as a tribunal that the master might elect, and eventually to must uphold the freedom of his mates, return to a port of discharge in the United Furuseth found his task looming large States. Until she so returned, the men before him. Victory seemed farther away were the property of the ship and could than ever; but he was growing as fast as not leave it. his burden, and he faced at once the They were all unusually fine seamen, problem of getting from Congress a law Robertson being a man of considerable that would free the seaman. He enlisted education and refinement. They found congressmen, and brought labor leaders the Arago entirely unfit for living, the to his aid; hut, push and pull as he would, food bad, and the master brutal. When he could not start the legislative she was safely moored to the dock at machinery. Something clogged the wheels A.storia, they exercised a right that and it did not take him long to find that it belongs to every American—they quit was Big Business again that wanted to their jobs and walked ashore. They were keep the sailor a slave—to hold his wages immediately apprehended as fugitive down; to sparje him little space in the bondsmen, put in jail; and on an exparte forecastle; to have him returned by force hearing, the captain swearing they were if he fled. 'When Furu.seth began to study fugitives, they were held in jail sixteen this Big Business, he found that he would days and then escorted aboard forcibly by the police and compelled to sail with the ship. They refused to work on the captain's call, and were put in irons in the brig, and at San Francisco turned over to Marshal Barry Baldwin. The commis­ sioner of the United States District Court held them for trial on the captain's complaint, for refusal to obey orders on board ship; and they were remanded to await the action of the court. Furuseth had here a case made for him. He sued out a writ of habeas corpus, the [irincipal ground of which was that the Tliiiteeuth Amendment had prohibited involuntarv servitude except as punish­ ment for crime of which the subject has been previouslv convicted, and that therefore it was unconstitutional to take men aboard a ship bv force and compel them to work. The District Court denied the writ, and the case went to Washington, the men remaining in jail. It was not until late December that the Supreme Court heard the case. In January the opinion was handed dgwn by Justice Brown, denying the writ. I hesitate to say anything of Justice Brown's opinion, lest I be thought guilty have to undertake cleaning the Augean Stables. He was plunged into this task in spite of himself. The Crimps' Million in San Franci.sco was so intimately bound up with the whole situation among the Higher-ups, which was destined to be exposed by Heney and Burns, that Furuseth could not remain outside the fight. On the contrary, he welcomed the opportunity it offered; and Fremont Older, Rudolph Spreckels, Hiram John­ son, and all those brave spirits who fought for California and her chief*city welcomed the seaman eagerly as a wise counselor and an unfaltering worker. His associa­ tion with them in the struggle, too, forced him rapidly into a broad and clear understanding of the civic problem into which he had plunged; and his power of accomplishing results in his own fight was doubled. Furuseth had acquired philosophy and balance. He looked upon the rich and the poor with impartial eyes and found the .same frailties in both. He became almost class-unconscious, if the term be per­ mitted. He gained a deeper insight into the methods and manners of the men who are concerned with the control of the government and the wording of its laws; and learned that when victory for a principle was won, individual culprits and their punishment were of little account. Thus at Washington, during a recent session of Congress, he was examining witnesses before the Merchant Marine Committee of The House. There came before him a rich old ship-owner of San Francisco whom Furuseth had once caught smuggling opium on the deck at two o'clock in the morning. At the committee hearing, Furuseth had in his pocket documents proving that this owner had, three weeks before, charged a crimp one hundred and twenty dollars for the privilege of shanghaing a crew aboard one of his ships. "The old scoundrel!" said Furuseth, relating the incident. "He knew what I had—that I could expose him. For the first time in his life he saw all that society had given him stripped away, his fal.sehood, his disguise torn from him, leaving him naked and ashamed. As he sat there in the witness-chair, expecting me to begin, his eyes were like the eyes of a dog, begging his master not to beat him— fixed upon me, pleading. . . . Poof!—I let him go. He was too pitiful. And we had made our case." It was during another meeting of the same committee, while he was fighting for a specific clause extending the Thirteenth Amendment to his mates, that an opposing congressman undertook to �,uiind his real temper in the matter. "Suppose, Mr. Furuseth," he said, VOll were vourself forciblv carried aboard ship as you have described, and roinpelled to work, what would you do?" Furuseth's face grew stern with recollection. "It would not he safe. now. l(, do that to me." he said. "If it were done—I believe I would take the whole ..liipload to heaven and let the Almighty (iod decide between us." He has become a familiar sight in that committee room in his long contest. And through its discussions he has won many encouraging amendments to the laws controlling seamen. He has had the imprisonment of seamen in the domestic service ended, probably forever; and the arrest of American foreign-going seamen stopped in our own ports—though we still [)ursue and return the seamen of other nations. He has had the advance wages entirelv s^opped on the coast, and cut to one month in the foreign trade, thus striking a crushing blow at the crimps and utterly ending shanghaing in the coast­ wise service. With these laws he has so firmly established his Union that he has advanced an able-bodied seaman's wages in the coastwise trade of the Pacific from eighteen to fifty dollars per month. Home and familv life—impossible for seamen before tbe formation of the Seamen's Union—has made a beginning among bis men. They vote. And year after year many of them sail upon the .same ships, with increasing efficiency, and to the great improvement of the service. He has built up a corps of not less than fifteen thousand American seamen, a larger corps of efficient steamship men than the nation has ever before possessed, able to man twenty big battleships at a moment's notice without calling upon a landsman to volunteer—and as sober and skillful a class of mechanics as any union can show. These men are still compelled, however, to fight for an existence against terrible odds, in a struggle made tremendously difficult because they are forced to compete, for employment on American ships, with the riffraff of the world, even with coolie labor. The progress made thus far has been indeed only a step, the beginning, and by no means tbe end, of Furuseth's effort. The important thing is the rights of seamen to ownership in their own bodies, in the foreign trade as well as the coastwise—their rights to a freedom that will command a better standard of wages and better conditions at sea. To bring this about he is fighting now for these additional five points in the law: 1. To stop catching .seamen as fugitive slaves. To do this, we must denounce the treaties by wbich other nations catch ours. 2. To give our seamen and foreign seamen the same rights in court that other men have to sue for wages, and to cease regarding them as wards and imbeciles. 3. To require every sbip entering our ports to haye a crew that understands tbe language of the officers. This would take all the coolies off the fruit ships and put Americans on them; and would vastly improve the class of sailors and the conditions at sea. 4. To require a manning scale; by which, instead of sending to sea a "sufficient crew," .so-called by the local inspector, we require an efficient crew, the number depending upon the tonnage of the ship, and including a certain percentage of able-bodied seamen of at least three vears' experience. 5. To provide some form of industrial insurance or, better yet, insurance and pension combined, as other nations have, by wbich the vessel, the freight it carries, and the nation (through a share in the vessel dues) shall provide an insurance funjl for seamen. Insurance has taken all risks off the vessel owner, and he has no longer any worry for the safety of the crew. Traffic pays for the ship insurance; it should also pay for the crew insurance. Not long ago, Furuseth, accompanied by Victor Olander, went to a dinner of the Artists' Guild of St. Louis. Tbis is an organization of people devoted to all the arts, which meets in its club-house Saturday evenings for informal suppers. Guests are invited upon the sole condi­ tion that they shall speak; and it is the custom to badger the speakers and argue with them in an endeavor to turn each supper into a feast of reason and humor. The chairman of the evening did not at all understand the caliber of his guests. St. Louis is far inland; and sea-stories, when they reach it, have the same flavor of merriment and hilarity as the roust­ about tales from its own river. The chairman referred to Mr. Furuseth as a "sailor boy" and intimated to the audience that they would hear some adventurous tales from "before tbe mast." There is very little humor in a seaman's life, as Furuseth sees it. When he rose slowly and faced them, the members of the Guild instinctively felt this. The simplicity of his eloquence as he began commanded their attention; but as he advanced he moved them with the underlying quality of intense, passionate sadness that is inherent in the character of men who fight, as he has fought, to liberate their fellow men. "Only a landsman sees the humor in ' our life," he said. "He has much delight in accusing us of having a wife in every port. I assure you a deep-water seaman, whose wages are twenty dollars a month, can not support a wife in any port whatever. But we are asking for the right to have, as you have, a wife, a home, a vote." He held out his powerful right hand. "We are pleading with you, with all of you, we seamen, for the right to this hand, the right to own it, to use it for ourselves. We do not own it. The law sells it away from us." He put his hand in his pocket and drew out a pamphlet—a document .which in various languages has been presented to every nation in Europe, and wbich, in our own Congress last spring, by showing the true state of the forecastle, ended all efforts to bring out of committee the ship subsidy bill. We can present bere only a few pregnant paragraphs from tbis appeal of Furuseth's, which he read that night: "To the Senate and House of Representa­ tives of the United States, to humanitarians, democrats. Christians, andfriends of human freedom ej>er\where, do we, the seamen, the yet remaining bondmen, butnbly yet earnestly submit tbis our petition, that we be made free men, and that the blighting disgrace of bondage be removed from our labor, which once was considered honorable, which is yet needed in the world of commerce, and which has been held to be of great importance to nations with .seacoasts to defend. "Existing maritime law makes of us, excepting in the domestic trade of the United States, the f)roperty of the vessel on which we sail. We can not work as .seamen without signing a contract which brings us under this law. This contract is fixed by law or authorized by govern­ ments. We bave nothing to do with its terms. We either sign it and sail, or we sign it not and remain landsmen. "When signing this contract, we surrender our working power to the will of another man at all times while the contract runs. We may not, on pain of penal punishment, fail to join the vessel. We may not leave the ves.sel, though she is in perfect .safety. We may not, without our master's permission, go to a mother's sick bed or funeral, or attend to any other duties of a son, a brother, a Christian, or a citizen, excepting in the domestic trade of these United States. "If the owner thinks he has reason to fear that we desire to escape, he may, without judicial investigation, cause us to be imprisoned for safekeeping until he shall think proper to take us out. If we have escaped, he may publish our per.sonal appearance along with a reward for our apprehension and return. He may, through contracts between nations, cause the peace officers and police to aid him in recovering his property. The captain may change, the owner may change—we are sold with the vessel—but so long as the flag does not change there is nothing except serious illness or our master's pleasure that will release us from the vessel. "We now rai.se our manacled hands in humble supplication and pray that the nations issue a decree of emancipation and restore to us our right as brother men; to our labor tbat honor which belonged to it until your [)ower. express­ ing itself througb your law, set upon it the brand of bondage in the interest of cheap transportation by water." When he had finished reading, silettce brooded over the Guild. Evei \ member of it was deeply stirred—except. apparently, the chairman. He addressed several sarcastic sallies to the speaker and then, calling upon a well-known artist, intro­ duced again the humor-producing topic of the evening. The artist rose slowly. "M\ mind does not run to humor after listening to Mr. Furuseth," he said. "1 had always thought of the sea as a ()leasant place, of the sailors as a happy lot. I can not get away from the picture he has given us. It is difficult to talk about even a thing that is so much my life to me as art." That was the tone of tin remaining speeches. One after another - poke under an unusual influence. Furu-nih had set them all thinking. At the rlose of the evening a member asked the < hairrnan: "Why were you so sarca-lic toward Furuseth?" "Damn him!" said the cliairman;"*'he moved me—and I don't like to be moved." As he moved the (iuild thai night, so he has moved many thousands ol others, in high places and low, through the country. It is that subtle power of ( arrying his hearers with him, stirring I hem pro­ foundly, that has enableil him to accom[)lish since he came ashore in 188.S .so many decisive forward step- toward the final emanci[)ation of the only body of slaves now remaining under the Ameri­ can flag. Yet with it all, he is a seaman still. He has never lost his response to the lure of the sea, to the clutch of the wheel in the gale, the sound of the wind in the high rigging, the strain of the deck beneath his feet. A seaman's pay, a seaman's ration, a seaman's dwelling-space satisfy him. Yet the Viking seaman fighting with force alone has broadened into a statesman battling for his fellows against the kt;enest minds of the nation. His philosophy, expressed in simple terrps.is I hat of a man who has taken into his mind the experience of the whole race of .seamen and has ordered and studied them and allied them with the democracy that lives ashore, and with the whole of humanity. September 1978 / LOG / 35 �SIU Atlantic, Gulf, Lal^) & Inland Waters United Industrial Workers of North America PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENTS Earl Shepard Lindsey Williams Cal Tanner Dispatchers Report for Deep Sea AUGUST 1-31, 1978 •TOTAL 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 4 37 2 12 6 2 3 20 5 11 3 9 3 17 6 2 142 3 7 1 2 3 0 1 4 3 14 5 6 0 6 0 1 56 Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 2 7 554 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 3 92 12 30 18 9 30 69 17 43 17 32 5 67 0 2 446 4 53 7 12 8 7 8 28 12 15 3 9 2 14 6 1 189 0 8 0 2 4 0 0 4 1 6 3 1 0 6 0 0 35 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 1 50 6 14 11 2 10 37 12 18 9 17 3 39 2 1 232 4 11 1 8 1 0 1 2 3 7 0 1 0 4 4 0 47 0 4 0 0 1 0 0 1 0 28 8 3 0 4 0 0 49 3 151 16 49 22 14 25 141 64 58 31 60 22 141 0 5 802 3 30 3 15 4 1 5 26 5 9 3 9 1 20 0 2 136 1 4 0 3 3 0 0 7 4 3 5 7 0 4 0 0 41 0 15 0 0 1 0 0 2 0 3 1 2 0 10 0 0 34 3 149 17 42 16 10 40 106 44 56 21 40 10 95 0 0 649 6 72 9 15 6 6 9 32 16 9 4 11 1 19 1 0 216 0 6 0 4 3 0 0 4 0 1 4 1 0 3 0 0 26 STEWARD DEPARTMENT 2 1 0 59 32 54 2 1 0 11 4 1 12 3 3 2 0 0 3 1 1 36 16 0 16 8 2 12 12 89 4 2 4 20 9 2 8 10 1 45 19 3 3 41 0 0 1 1 235 160 161 2 77 9 17 12 5 19 75 24 46 14 28 7 64 0 1 400 2 13 1 9 2 0 2 8 4 6 0 1 0 4 0 0 52 1 7 0 0 1 0 0 1 0 49 10 8 0 3 0 0 80 3 48 7 34 8 6 12 54 16 30 3 12 15 27 0 2 277 4 141 30 41 13 5 12 67 30 23 25 28 14 44 5 2 484 8 260 3 28 7 5 5 28 16 76 42 22 8 51 0 1 560 513 822 1,101 623 1,402 295 Totals Ail Departments 2,128 *"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. 888 707 11 19 15 18 80 37 45 20 29 10 36 / LOG / September 1978 4 62 1 12 9 3 6 29 10 17 8 8 13 28 35 0 245 1 39 2 2 5 0 1 3 3 17 3 9 0 14 0 1 100 ENGINE DEPARTMENT 3 69 6 1411 3 18 57 22 37 8 27 7 61 0 1 344 2 69 4 13 5 4 4 28 10 18 5 8 5 28 14 1 218 ENTRY DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 7 100 10 28 17 7 18 85 30 40 12 33 27 107 1 0 522 1 26 3 22 8 4 5 29 11 18 2 6 13 19 1 2 170 3 99 13 20 14 2 11 53 24 28 19 21 12 55 69 1 444 1 199 3 17 7 3 1 10 8 62 17 11 2 31 0 1 373 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 -"S.JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. . .2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, Tex. . . .534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif 1311 Mission St. 94103 (415) 626-6793 SANTURCE, P. R. . 1313 Fernandez, Juncos, Stop 20 00909 (809) 724-2848 SEAITLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. . .4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla. 2610 W. Kennedy Blvd. 33609 (813) 870-1601 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 510 N. Broad St. 90744 (213) 549-4000 YOKOHAMA, Japan . .... P.O. Box 429 Yokoliania Port P.O. 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 West Coast Stewards Halls HONOLl'Ll'. Hawaii ... 707 Alakea St. 96S?3 (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 �A ^Seniorit/ -i| im mm Nick Aguilera Seafarer Nick Aguilera. 21, is a 1973 graduate of the Harry Lundeberg School in Piney Point. He up­ graded to FOWT there in 1977. Brother Agui­ lera holds firefirefighting, lifeboat and cardiopulmonary resuscitation tickets. He lives in Brooklyn. N. Y. and ships out of the port of New York. Notice to Members On Shilling Proceibire When throwing in for work dur­ ing a job call at any SlU Hiring Hall, members must produce the following: • membership certificate • registration cafd • clinic card • seaman's papers • valid, up-to-date passport In addition, when assigning a job the dispatcher will comply with the following Section 5, Sub­ section 7 of the SIU Shipping Rules: "Within each class of seniority rating in every Department, prior­ ity for entry rating jobs shall be given to all seamen who possess Lifeboatman endorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sentence when, in the sole judgment of the Board, undue hardship will result or extenuating circumstances war­ rant such waiver." Also, all entry rated members must show their last six months discharges. Further, the Seafarers Appeals Board has ruled that "C classifica­ tion seamen may only register and sail as entry ratings in only one department." |iiiiiiiiiiiiiiiuiiiiniiiHiitnn;i!iinitiiui(iiiiiiiiiiii!iii!iiiiiiiii^ I Alcoholi I dise I iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii I I It can be | I treated. | HllllllllllllllllllllllllllllllllllllllllltlllllllllllllllllllilllllllillHIl^ Ron Huffman Walter E. Kimbrough Danny Johnson Seafarer Ron Huffman. 22. graduated from the HLSS in 1972. He up­ graded to QMED there in 1975 and to FOWT in 1974. Brother Huff­ man has firefighting. lifeboat and cardio-pulmonary resuscitation tickets. He was born in Vallejo. Calif, lives in California and ships out of the port of Seattle. Seafarer Walt­ er E. Kim­ brough. 34. join­ ed the SIU in 1973. Brother Kimbrough upgraded to QMED at the HLS in 1975. He has his firefghting, lifeboat and cardio-pulmonary resuscitation tickets. Kimbrough lives in Guthrie. Ky. and ships from the port of Houston. Sea far e r Danny Johnson, 20. graduated from the HLS Entry Program in 1976. He up­ graded to FOWT there in 1977. Brother John­ son has his fire­ fighting. lifeboat and cardio-pul­ monary resuscitation tickets. He was born and lives in Virginia and ships out of East Coast ports. Jim Rung Seafarer Jim Rung. 22. grad­ uated from the Harry Lunde­ berg School of Seamanship in 1977. He also upgraded to FOWT there. Brother Rung has his firefighting. lifeboat and cardio-pulmonary resuscitation tickets. Born in Indiana, he lives in San Francisco and ships out of that port city. Back by Popular Demand The Original Version of Operator Coiarse Coming Soon at HLS Michael Clayton McNally Seafarer Michael Clayton McNally. 24. graduated from Piney Point in 1974. He up­ graded to FOWT there in 1977. Brother Mc­ Nally has his firefighting. lifeboat and cardio­ pulmonary resuscitation tickets. Born in Mt. Kisco. N. Y.. he resides in Stroudsburg. Pa. He ships from the port of New^ York. Did you miss the special Towboat Operator Program? Well, don't give up the boat! Get your TOWBOAT OPERATORS LICENSE (inland/Oceans) through the Charles M. Hall Seafarer Charles M. Hall. 35. has been shipping out with the SIU since he joined in 1964 in the port of New York. Brother Hall upgraded to cook and baker this year. He has his firefighting. lifeboat and cardio­ pulmonary resuscitation tickets. He lives and ships out of the port of Houston. Dave Moscoffian Seafarer Dave Moscoffian, 27. graduated from the very first HLS Entry Pro­ gram in 1967. This year he up­ graded to assist­ ant cook there. Brother Moscof­ fian has his firefighting, lifeboat and cardio-pulmonary resuscitation tickets. A native of Norfolk, he re­ sides there and ships out of that port and other East Coast ports. REGULAR TOWBOAT OPERATOR COURSE Starting Date: November 13 To enroll see your SIU Representative or contact; Harry Lundeberg School Vocational Education Department Piney Point, Maryland 20674 Phone: (301)994-0010 September 1978 / LOG / 37 �491 Have Donated $100 or More To SPAD Since Beginning of 1978 The following SIU members and other concerned individuals, 491 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)Jund 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.) Seventeen who have realized how important it is to let the SlU's voice be heard in the Halls of Congress have contributed $200, seven 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. Acevedo, M. Adams, E. Adams, P. Adams, W. Adamson, R. Adcock, J. Agugussa, A. Aguiar, J. Air, R. Alcarin, G. Alexikis, A. Algina, J. AU,D. Allen, E. Allen, J. Alvarez, P. Amat, K. Ammann, W. Andersson, A. Anderson, D. Anderson, E. Andei'son, R. Antici, M. Antone, F. Appleby, D. Apuzzo, W. Aquino, G. Arampazis, T. Arias, F, Aronica, A. Aruz, A. Atkinson, D. Aumiller, R. Avery, R. Babkowski, T. Balaga, C. Barnes, D. Bartlett, J. Bauer, C. Baum, N. Beeching, M. Bellinger, W. Berglond, B. Bjornsson, A. Blackwell, J. Bluitt, J. SPAD Honor Roll Bluitt, T. Bobaiek, W. Boehm, B. Bonser, L. Bourgeois, J. L. Bowker, A. Boyne, D. Bradley, E. Brady, J. Brand, H. Bronnlee, R. Brown, G. Brown, I. Brown, 1. Bruce, C. Bryant, B. Bryant, N. Bucci, P. Bullock, R. BuflBnton, O. Butch, R. Byrd, J. KNOW YOUR RIGHTS Cafefato,W. CalTey, J. Conklin, K. Connolly, W. CahUI,!. Conolly, R. Calogeros, D. Cooper, J. Campbell, A. Corder, J. Carey, W. Costa, F. Carter, R. Costango, F. Castel, B. Costango, G. Caswell, J. Costango, J. Carr, J. Cousins, W. Carroll, J. Craig, J. Cavalcanti, R. Cross, M. Cherup, N. Curtis, T. Chilinski, T. Czerwinski, J. Cinquemano, A. Dallas, C. Cirignano, L. Dalman, G. Clark, J. Darley, B. Cline, L. Davis, J. Cofone, W. Davis, J. CoUerIII,J. Davis, J. Colon, E. Davis, S. Comstock, P. Debarrios, M. Continued on next page —— DeChamp, A. Deldaeh, T. Delea, G. DeU, R. Del Moral, A. Demctrios, J. Dengate, H. Di Domenico, J. Diaz, R. Dlercks, J. DiGiorgio, J. Dillings,L. Doak,W. Dobbins, D. Dockwiller, L. Doherty, W. Dolan, J. Dolgen, D. Donnelly, M. Donovan, P. Dornes, Driggers, T. Drozak, F. KNOW YOUR RIGHTS FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gull", Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Ciulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of tru^t funds are made only upon approval by a majority qf the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SIIIFPINC RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the employers. Ciet to know your shipping rights. C opies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested, i he proper address for this is: Frank Dro/.ak, Cliairinaii. Seafarers Appeals Board 275 - 20fh Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. UONTRAU'i'S. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU 38 / LOG / September 1978 Ducote, C. Dndan, M. Dudley, K. Duffel, T. Dwyer, J. Dyer, A. Eckert, B. Edwards, W. Elzabri, A. Enin, B. Eschukor, W. Evans, J. Fagan, W. Faitz, F. Fanning, R. Fay, J. Fergus, S. FUer,W. Flade, L. Fletcher, B. Flores, J. Florous, C. Foley, P. Franco, P. Francum, C. Frank, S. Frazier, J. Frounfelter, D. Fuller, £. Fuller, G. Furukawa, H. Gallagher, L. Gallier,M. Gann, T. Gard, C. Gavin, J. Gentile, C. George, J. Gimbert, R. Givens, J. Glenn, J. Glenn, J., Jr. Glldewell, T. Gobrukouich, S. Goeltz, W. Golder, J. 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. EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no member may be discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify Union headquarters. IlillHlltiiiinililllinillllliiillllllliilllllllllllllllllN^ patrolman or other Union otlicial, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY —THE LOG. The Log has traditionally refrained from publishing any article .serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Boanl 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 olficial capacity in the SIU unless an official Union receipt is given for same. Under no circum­ stances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a paymciU and is given an official.receipt, but feels that he should not have been required to make such payment, this should immediately be reported to Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing, but not limited to, furthering the political, social and economic interests of maritime workers, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions arc 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 receipt requested. The address is 675 - 4th Avenue, Brooklyn, N.Y. 11232. �Continued from preceding page Gooding, H. Gosse, F. Graham, E. Grant, W. Grepo, F. Guevara, D. Guillen, A. Hager, B. Hall, C. HaII,E. Hall, J. Hall,L. Hall, W. Hamblet, A. Hamilton, G. Hampton, D. Haney, L. Hansen, H. Hant, K. Harris, N. Harris, W. Hauf, M. Haykes, F. Heacox, E. Heniken, E. Higgins, J. Home, H. Hotton, G. Houlihan, M. Houston, H. Hunter, W. Hurley, M. Huss, P. Hussain, A. Hussain, T. lovino, L. Ipsen, L. Jacobs, R. Japper Johnson, R. Jolley, R. Jones, C. Jones, R. Jordan, A. Joseph, E. Karlak, W. Kastina, T. KaufFman, R. Kelly, E. Kenny, L. Kerr, R. Kirby,M. Kitchens, B. Kizzire, C. Knoff, J. Koflowich, W. Kool, L. Konalski, A. Kramer, M. Krittiansen, J. Lamh, J. Lambert, H. Lance, W. Lanczky, W. Lankford, J. Lay, M. Lee,K. Legg,J. Lelonek, L. Leonard, W. Lesnansky, A. Lewin, A. Lewis, J. Libby,H. Lindsey, H. Lively, H. Logue, J. Loleas, P. Long, L. Lorman, S. Loveland, C. Lunsford, J. Macmberg, D. Maineos, T. Malesskey, G. Mallory, A. Manafe, D. Mandene, S. Mann, C. Mann, J. Marchaj, R. Martin, T. Mason, R. Mathil, M. McCarthy, J. McCarthy, L. McCartney, G. McCorvey, D. McCoy, D. McElroy, E. McFarland, D. McFarland, J. McGinnis, A. McKayJM. McKay, R. McKay, R. McNeely, J. Meacham, H. Meeder, H. Meffert, R. Mesford, H. Miller, D. Miller, R. Mintz, L. Mobley, R. Mollard, C. Mongelli, F. Moore, G. Moore, J. Moore, J. Morris, W. Morrison, J. Mull, C. Murray, R. Musciato, M. Myers, H. Myrex, L. Nash, W. Nelson, D. Newberry, H. Nihem, W. Nobles, E. Novak, A. Nuckols, B. O'Brien, E. O'Hara, M. Oldakowski, E. Olds, T. Olivera, W. Olson, F. Dm, L. Orsini, D. Ortiz, F. Ortiz, F. Paczkowski, S. Pagano, J. Papuchis, S. Paradise, L. Passapera, F. Paulovich, J. Payne, H. Pecquex, F. Pelfrey, M. Perez, J. Petak, P. Phillips, R. Pillsworth, P. Poer, G. Pollack, A. Powell, B. Powell, S. Prentice, R. Pretare, G. Prevas,P. Prims, J. PuUiam, J. Raines, R. Ramage, R. Randazza, L. RatclilFe, C. Reading, J. Reck, L. Regan, F. Reinosa, J. Reza, O. Richardson, J, Richoux, J. Ries, J. Ripoll, G. Rivera, L. Roades, O. Roberts, J. Rodriguez, R. Rondo, C. Royal, F. Rung, J. Ryan, T. Sacco, M. Sacco,J. Salazar, H. Sanchez, M. Sanders, D. SanFillippo, J. Sapp, C. Schabland, J. Schatz, G. Sclieard, H. Schwartz, A. Schwarz, R. Schwabland, J. Scott, C. Scott, J., II Seagord, E. Selzer, R. Selzer, S. Shappo, M. Sharp, W. Shaw, L. Shelley, S. Shopatt, H. Sigkr, M. Silva, M. Sims, E. Skala, T. Smith, B. Smith, J. Smith, L. Smith, R. Smith, W. Snellgrove, L. Somerville, G. Soresi, T. South, R. Spady, J. Speller, J. Spencer, G. Stalgy, R. Stankiewicz, A. Stearns, B. Stephens, C. Stevens, W. Stockman, B. Stover, M. Stravers, L. Sulentic, S. Surrick, R. Swain, C. Sweeney, J. Szupp, B. Tanner, C. Tanner, R. Taylor, F. Terpe, K. Terry, D. Thaxton, A. Thayer, D., Jr. Theiss, R. Thomas, F. Thomas, J. Thomas, T. Thorbjorsen, S. Tilley,J. Tillman, W. Todd, R. Trotman, R. Troy, S. Turner, B. Ulrich,H. Uusciato, J. Vahey,R. Van Horn, D. Vanvoorhees, C. Velandra, D. Velasquez, W. Velez, R. Vukmir, G. Walker, T. Wallace, S. Ward, M. Weaver, A. Webb, J. Whitmer, A. Whitsitt, M. Wierschem, D. Wilhclmsen, B. Williams, A. Williams, L. Williams, R. Wilson, B. Wilson, C. Wingficld, P. Wipmer, R. Wolf, P. Wood, C. Worley, M. Wright, A. Wright, F. Wydra, R. Yarmola, J. Yates, J. Yelland, B. Zai, C. Zeloy, J. $600 Honor Roll Pomerlane, R. $500 Honor Roll SEAFARERS POLITICAL ACTIVITY DONATION Antich, J. ISPAD) 675 FOURTH AVENUE BROOKLYN, N.Y. 11232 Date. $400 Honor Roll S.S. No. LUkdabhH. Contributor's Name. .Book No. Ijil Address. City _ -State, -Zip Code I acknowledge 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 contribution without fear of reprisal. 1' may contribute such amount as I may volun­ tarily determine and I herewith contribute the sum of $ . This contribution constitutes my voluntary act and I am to to receive a copy of this receipt showing the amount of my contribution. A copy of SPAD's report is filed with the Federal Election Commission and is available for purchase from the Federal Election Commission, Washington, D.C. Signature of Solicitor Solicitor's No. 1978 Port $ $300 Honor Roll Andersen, R. Chartier, W. Curtis, T. Forshee, R. Hall, P. Harcrow, C. Larkin, J. Nasser, A. $200 Honor Roll Ahmed, F. Bernstein, A. Cookmans, R. Crocco, G. Dryden, J. Ellis, P. Firth, R. GUbo,T. Grima, V. Hagerty, C. Kerngood, M. Kingsley, J. Lombardo, J. McCullough, L. Pow, J. Redgate, J. Turner, E. A MESSAGE FROM YOUR UNION September 1978 / LOG / 39 �A Big Payoff For a Small Investment Thirty cents today won't get you far on your own. You can't buy a subway token for 30 cents. You can't take a bus or a cab or drive your car through a toll-booth unless you have the right fare—and no matter where you are today, that fare is more than 30 cents. But 30 cents a day from SIU members can help move the Union in the direction we want to travel; towards increased job security and a more active role in political decision making. Through a new voluntary program, • Seafarers can now donate 30 cents daily to SPAD (Seafarers Political Activities Donation.) The donation will auto­ matically be deducted from the Vaca­ tion benefit. By signing a form like the one printed below, 30 cents a day can be channeled into the Union's separate political fund where it will be used for political activity on behalf of the whole membership. The 30 cent deduction, like any money donated to SPAD, is a voluntary contribution. And if every member chooses to support this program, the 30 cents a day can as much as double our ability to make the collective voice of the SIU heard in Washington. The elections coming up in November make now an especially important time for the Union to let candidates know our position on major issues. We can work for those candidates who support maritime issues. And campaign against those who don't. But our activity can't stop when the elections are over. Congressional legislation that impacts on maritime and on labor as a whole is debated through­ out the year. And if the Union doesn't keep on letting elected representatives know what's important to the SIU, nobody else is going to tell them. We want a bill, now in Committee, which would regulate the rate-slashing practices of the Soviet fleet, passed. So we let Congress know. We want to make sure the jobs of LOG American workers in the new ocean mining industry are protected. So, again, we let Congress know. The Union's ability to keep on fighting for legislation and programs that will create new jobs in the maritime industry and protect those we already have depends directly on the support of the membership. When you think about it, your 30 cents a day can mean the difference between sending a pro or anti-maritime representative to Washington. It can also mean the difference between a secure future for Seafarers and no future at all. Letting our voices be heard in the battles fought in Congress that affect working people in the U.S. has been a priority of the SIU for many years. With the membership's continued support of SPAD and participation in the 30 cents a day deduction program, we'll be effective in those battles. That's a pretty big payoff for a very small investment. 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 1 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 mall 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-Bnd 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 fo 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 1iled 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) Member's Signature Social Security Number Members Home Address City State Port Book Number OFFICE COPY Zip Ml I 1 � 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 September 1978 Description An account of the resource HEADLINES LABOR, MANAGEMENT FORGE NEW PROGRAM FOR NMC SIUNA TO HOLD 18TH CONVENTION OCT. 16-19 SIU WINS LANDMARK PACT FOR IOT BOATMEN CONTRACT PAVES WAY FOR INDUSTRY WIDE GAINS FOR INLAND MEMBERS CARTER SIGNS OCS BILL: GUARENTEE JOB RIGHTS ALASKA HOVERCRAFT EXPERIMENTS OKAYED BY SENATE USPHS TAKING SOME POSITIVE STEPS IN SEAMEN’S CARE: BUT SIU WILL OPPOSE STRICTER STANDARDS FOR OLDER MEN LOUD PROTESTS SHELVE PLAN TO EXPORT ALASKAN OIL HALL TO DOE: GET THE LEAD OUT ON LNG IMPORT PROJECTS SIU, NEW CREW C.G. CHIEF MEET ON SAFETY, MANNING ISSUES JAMES A. FARRELL, JR., 77, DIES OGDEN MARINE PUTS 2 TANKERS ON ORDER LUNDEBERG SCHOOL MADE DIFFERENCE FOR RIVERMAN WALTER CANNON NEW DEEP SEA DEATH BENEFIT PROVIDES SECURITY FOR YOUR FAMILIES HOUSE PASSES TANKER SAFETY BILL CARTER SIGNS OCS ENERGY LEGISLATION SENATE COMMITTEE OK’S OCEAN MINING SIU SENIORITY UPGRADERS GET FIRST-HAND LOOK AT WASHINGTON POLITICS SENATE VOTES BILL TO GIVE U.S. SHIPPING ‘AN EVEN BREAK’ HALL TO HEAD PANEL AT TRANSPORT FORUM U.S. FLAG FLEET CLIMBS TO RECORD 21.3 MILLON TONS NATIONAL MARITIME COUNCIL WARNS OF SOVIET INENTION TO CONTROL WORLD SEALANES MARITIME SEMINAR TO VIEW PROBLEMS ON CARGO MOVEMENTS HALL: LABOR’S GOAL IS FULL EMPLOYMENT SAYS GOV’T POLICY MAKERS TREAT UNEMPLOYMENT AS STATISTIC ONLY AN EYE OPENING TRIP FOR DELTA AMERICA CREW ALLEGIANCE CITED FOR RESCUE OF 5 IN STORM AT SEA U.S. FLEET’S CARGO SHARE TO GROW: BUT JOBS FOR SEAMEN? PL- 480 MORE THAN A NUMBER TO U.S. MERCHANT FLEET 27 TAIWANESE SEAMEN STRANDED BY FLAG-OF-CONVENIENCE OPERATOR LABOR TAKES BIG STEP TO BOLSTER JOB SAFETY LAWS RUSSIAN RATE SLASHING EYED BY U.S. SENATE TUG ELIZABETH SMITH TO WORK NEW ORLEANS OCEAN MINING BILL IN HANDS OF SENATE LNG GEMINI SAILS ON MAIDEN VOYAGE: SEAFARERS NOW MANNING 5 GAS CARRIERS DIXIE PROGRESS CREW FINDS THAT AIN’T HAY TIGHTER GOV’T CONTROLS NEEDED TO BOOST U.S. LINER FLEET THE TRAIL UP FROM BONDAGE: THE STORY OF ANDREW FURUSETH 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 9/1/1978 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. 9 1978 Periodicals Seafarers Log