http://www.seafarerslog.org/archives_old/files/original/220e6bf4a8c84b98ddc3e7229932e443.PDF ca2ba1a6c183bfba2f9bf995dc7c78f8 PDF Text Text Of SEAMAHStf Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO AUGUST 1979 AFL-CIO^ Urges End toVirgin Islands ^Loophole' Page 3 2nd Bosun Recert Class Gets Under Way Pages 20-21 . ^ Diplomat, Seagoing Tug, Joins Union Fieef .y • Page 13 " 'Ki •" <' .1 ' •^] *• m Inland Vacation Plan Pays SAPOOth Benefit Page 5 USCG Proposes ^ ^Unpassable' f Physicals for Seamen ^ Page 8 -I ( �BE^BB Maritime Authorizations Bill Posses House T HE House of Representa­ tives finally approved their version of the Maritime Appro­ priations Authorizations Act for Fiscal Year 1980 late last month after heated debate over amend­ ments aimed at weakening the bill. The House-approved authori­ zation of $402 million was recorded two months to the day after the Senate's overwhelming approval of the measure on May 24. However, since the House and Senate versions of the bill differ in a number of areas, these differences must be worked out in a House-Senate conference com­ mittee. Included in the House funding total is: • $101 million for the con­ struction differential subsidy (CDS) program; • $256 million for the opera­ tional differential subsidy (ODS) program; • $16 million for maritime research and development; and • $27.9 million for maritime D LPi education and training. The House education and training allocation tops the Senate figure by $2 million. McCloskey CDS Amendment Dumped Funding totals as requested by the Maritime Administration were approved intact. But the critical CDS and ODS programs, which make it possible for American shipbuilders and op­ erators to compete with cut-rate foreign operations, were the subject of an expected attack by Rep. Paul McCloskey (R-Calif.). Two amendments introduced by the California Congressman were soundly defeated by the full House as they had been earlier by the Merchant Marine Subcom­ mittee during mark-up on the bill. The first sought to earve $69 million from the $101 million targeted for the CDS program. The second would have allowed foreign-built vessels to receive ODS funds and preference car­ goes now reserved exclusively for U.S.-built vessels. E oYo. Paul Hall Some Thoughts for Labor Day L ABOR Day has lost a great deal of its true meaning in today's America. People look forward to the Labor Day weekend now, not to Labor Day itself. And although there's nothing wrong with three days of campfires and cookouts, a few minutes of reflection each year on what Labor Day is all about is appropriate. Our oldtimers will recall that Labor Day wasn't much of a holiday years ago, especially for American seamen. It wasn't much of a holiday simply because there wasn't much to celebrate. Back then. Labor Day at best was a time when the individual seaman—one who hadj suffered the abuses and indignities of an unyielding system—would plan for and dream of the day when American seamen as a class of workers would finally arrive. The seaman of 40 years ago wasn't really looking for much. He wanted a little better working conditions, a little more base wages, compensation for overtime work and a system of hiring through a Union hall. All of these initial needs and desires have long since been accomplished through the work of the maritime labor movement. The SIU was an important part of that movement and a major contributing factor to these early achievements. Since the establishment of our Union, 40 Labor Days have come and gone. In that time, we have made tremendous advancements in all areas of importance to the professional seaman. The seaman of 40 years ago would probably find these advancements astonishing. The SIU and other maritime and labor and industry groups considered defeat of these two amendments as key to the sur­ vival and growth of the U.S. maritime industry. While McCloskey's damaging amendments were defeated, sev­ eral other amendments, not in the Senate version, were carried by the House, including: • an amendment which allows a subsidized vessel operator to temporarily suspend his ODS funding and the restrictions that go with it except for those governing intercoastal and coast­ wise trade. This suspension would apply only to vessels less than 10 years old and would have to remaiiTin effect for at least 12 months. The purpose of this amendment is to streamline the ODS program which now forces subsidized operators to serve specific trade routes whether or not there are markets there. • an amendment which would allow U.S.-documented vessels to transfer operator-owned con­ tainerized cargo between do­ mestic points in the continental U.S. if the cargoes originated or were bound for a foreign port. The provisions of this amend­ ment would apply for a five-year experimental period. • an amendment providing that no funds can go for construc­ tion of a new vessel if the vessel's manning level will be more than 50 percent above the minimum levels determined by the Coast Guard. • an amendment which would prohibit ODS funds from going to maritime research organiza­ tions. Again, the amendments to the House version of the Maritime Authorizations bill were not included in the Senate version. The differences between the two measures must now be worked out by a joint House/Senate conference committee. Since Congress is in recess for the month of August, no further action on the bill is expected before mid-September, at the earliest. Our contracts are comparable to, or higher than most craft unions. SIU members; are riding the most modern liners, tankers, tugs aftid towboats in the maritime industry today. But most importantly, our job security structure is strong, stable and capable of weathering the complex problems of today's U.S. maritime industry. As we celebrate Labor Day 1979, the temptation is very strong to say that the American seaman, especially the SIU seaman, has finally arrived. It would be easy to say. But it would only be partially true. You see, it has , always been the philosophy and policy of this Union to never stop trying to improve—to never stop looking to a. better tomorrow. If we are to remain a strong and vital organization, we must never come to believe that we are exactly where we should be and exactly where we should stay*. >• ^ No matter how much we better our wages and contracts, there is always room for greater improvement. No matter how modern our ships and boats become, there is always something more that can be done to improve life at sea for the individual. But most importantly, no matter how many jobs we have under contract to this Union, or no matter how secure our job structure seems, we can never stop trying to expand and organize to widen the scope of our representation. We can't stop simply because if we do we will also stop growing. And when you stop growing,the next step is decline. My point is simply this. The SIU is a strong and growing organization today. We have come a long way as an organization. But to continue to grow and prosper, we must maintain the same levels of interest and intensity that have brought us this far. Years ago, we carved a strong and responsive Union out of nothing simply because we were determined to do so. Today, as in the past, we need the participation and support of every SIU member in the Union's programs, whether it be organizing, in politics or education. But most importantly, the SIU membership must stand strong and remain united to continue to advance and achieve as an organization and as a crucial segment of the American workforce. Change of address cards on Forrn 3^9 should be sent to Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave Brooklyn, N.\ 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 41, No. 8, August 1979. (ISSN #0160-2047) ruunn «ve., orooKiyn, 2 / LOG / August 1979 �AFL-CIO Urges: End Virgin Islands Loophole Also Calls For More Oil For U.S. Tankers, Ban on Alaska Oil Export CHICAGO—Three strong . statements that directly affect the U.S. maritime industry and American seapower were made this month by the AFL-CIO Executive Council at their sum­ mer meeting here. The SIUNA was represented at the meeting by President Paul Hall, who is senior vice president of the AFL-CIO and a member of the AFL-CIO Executive Board. The maritime proposals were part of the important energy statement issued by the Council. The proposals which affect the maritime industry call for: • Greater shipment of do­ mestic and foreign oil in U.S.-flag tankers. • Closing of the Virgin Islands loopholes in the Jones Act. • Opposition to the sale of Alaskan oil to foreign nations, except where the U.S. has a treaty obligation. Also, opposition to any barter agreements to ex­ change Alaskan oil for oil from a third country. The Council's energy state­ ment was aimed at easing the country's fuel crisis. In proposing the use of more U.S. tankers, the Council stated that these ships "have a proven safety record" and "would minimize losses due to accidents." was that "the loophole encour­ ages dependency on foreign ships for transportation of vital energy resources." Discussing its opposition to Alaskan oil swaps, the Council said "such 'swaps' only encourage U.S. oil companies to defer or cancel necessary U.S. refinery expansion and pipeline construc­ tion and provide no savings to U.S. consumers." Protection of Alaskan oil was also included in another state­ ment by the Council on renewal of the Export Administration Act which is now before Con­ gress. The current export law limits the swap or sale of Alaskan oil. The Council wants to make sure this continues. It observed, "Without continuation of such limitations, Alaskan oil might be sold abroad or swapped in a manner that is detrimental to America's interests at the very time when our nation must develop a program of energy independence." Atlantic Fishermen Vote to Come Into SlU-AGLIWD The SIU has once again broadened its scope of representation and ex­ panded its membership as a result of the merger this month of the SIUNA-affiliated Atlantic Fisher­ men's Union into the SIU's Atlantic, Gulf, Lakes and Inland Waters (A&G) District. Over the past few months, reports of AFtTs desire to merge into the A&G District have been given at the monthly SIU membership meetings. At the May meetings, it was announced that AFU had made inquiries about the procedures for merger and the willingness of the A&G District to accept such a merger. The A&G Executive Board in­ formed the AFU that a formal written application must be made. As reported by the Log in July, the AFLPs application was presented at the July SIU membership meetings. It was also accepted by the SIU Executive Board. Acceptance of the AFLTs applica­ tion set the stage for a vote on the merger. AFU members, who sub­ mitted mail ballots between July 30 and Aug. 16, voted overwhelmingly in favor of dissolving their union and becoming part of the SIU A&G District. SIU A&G members in all ports approved the proposed merger by a vote at the August membership meetings. The A&G Constitution did not require a secret ballot referendum by A&G members because the merger does not alter the A&G Constitution in any way. By voting in favor of the merger, the Atlantic Fishermen accepted the A&G Constitution in full. An Agreement of Merger, drawn up by the Executive Boards of the SIU and AFU stated: "AFU shall merge into and become an integral part of the A&G." The agreement also says that shipping and job rights for SIU and former AFU members will remain separate. Those rights will depend on whether a member has sailed in the appropriate unit and for how long. The AFU, which represented commercial fishermen sailing off the northern coast of the U.S., has been losing jobs due to foreign fishing competition for many years. But as a result of the recent 200 mile coastal limitation on foreign fishing, new jobs in that area are expected to open up. By merging with the A&G District, the AFU felt they would be better able to organize those new jobs. The merger is also beneficial to the SIU. As the membership of the A&G District increases, the SIU's ability to protect jobs and job security of all members increases along with it. 3 Newly Acquired APL Ships in Transpacific Run INDEX Legislative News Marad Authorizations Page 2 SlU in Washington Pages 9-10 Efforts Intensify to Bring Passenger Ships Back ...Page 4 Union News AFL-CIO: Close Loophole ... .Page 3 President's Report Page 2 Headquarters Notes Page 6 Letters to Editor Page 18 Brotherhood in Action Page 33 At Sea-Ashore Page 14 SPAD Checkoff Back Page Great Lakes Picture Page 26 Inland Lines Page 23 Coast Guard Physicals Page 8 Red Tape Ties Up LNG Plans Page 12 General News Ship's Digests Dispatcher's Reports: Great Lakes Inland Waters Deep Sea Talking about closing the loophole in the Jones Act, the Council pointed out that the loophole allows foreign flag vessels to engage in commerce between the Virgin Islands and the U.S. mainland. The Council noted that "oil accounts for 99 percent of the outbound shipments from the Islands to the U.S. As a result of the loophole, this oil is carried (almost exclusively) in foreign flag ships." The conclusion of the Councij Page 30 Page 35 Page 32 Page 22 Training Upgrading "A" Seniority Upgrading.... Page 24 Piney Point Grads Page 31 Upgrading Schedule Page 16 Membership News New Pensioners .Page 34 Final Departures Pages 36-37 Steward Recertification Program Page 11 Carter on Delta Queen Page 15 American President Lines, a West Coast-based company, recently bought three containerships from bankrupt Pacific Far East Lines. All three ships are now in transpacific service and are operating in addition to the company's other 18 ships. Last July, APL added to its ports of call on the Seattle-Far East run when the five ships in that operation began callin' at Kediak and Dutch Harbor, Alaska. APL found that Japanese-flag ships were going to Alaska just to pick up the seafood products so plentiful in Alaska waters. Since APL's vessels out of the Northwest use the Great Circle Route to the Orient they pass within a few miles of the Alaska ports. . The company sent its marketing people to Alaska and nailed down shipping commitments for the Orient-bound seafood products. The latest in the company's new markets has been to step into the West Coast—Guam 4rade. APL has announced that their containerslups being built in by diesel, ^ regular bunker oil. Their new ships will be the first subsidy-built, American-flag ships to use diesel power. Although diesel fuel costs at least 50% more than bunker oils, the diesel engine is so much more efficient than the steam turbine, APL figures it may save as much as $1 million a year for each of the ships. Farmworkers Urge: ^Don't Buy Non Union Iceberg Lettuce' The United Farmworkers (AFLCIO) have sent circulars to more than 57 labor newspapers across the country, including the Log, in an attempt to muster national support for their strike against United Brands Co. The strike, which has been in effect since January of this year, has been particularly violent. Peaceful pickets have been harassed and beaten. One farmworker, Rufino Contreas, was shot and killed, fle was only 28 years old. Circumstances exist which have made it difficult for the Farm­ workers to publicize their strike. Most of the Farmworkers are recent emigrants to the United States. As such, they are isolated from the mainstream of American society, much like the sailor war when he was involved in the great strikes of the 30's and 40's. The membership of the Farm­ workers Union is concentrated in two main areas, California and Arizona. The products they are picketing, however, are sent to every state in the country. United Brands, the giant food conglomerate which has refused to deal fairly with the United Farm­ workers, has been officially charged with unfair labor practices. The company markets Chiquita banana^ and Iceberg lettuce. August t979 / LOG / 3 . �Efforts Intensify to Bring Back U.S. Passenger Ships E FFORTS to revive the onceproud U.S. passenger ship industry are being continued by a wide spectrum of the maritime industry. Last month, Senator Daniel K. Inouye (D-Hawaii) introduced two pieces of legislation in the Senate which, if enacted, would lead to a revitalization of the American passenger ship trade. _ Similar legislation has been proposed in the House of Repre­ sentatives. On July 22, representatives from all segments of the maritime industry testified before the House Subcommittee on Mer­ chant Marine in favor of that legislation. The legislation is comprised of three separate bills, each of which would clarify the status of a specific passenger vessel. The three ships are the SS Indepen­ dence, the SS United States and the SS Santa Rosa. The first bill, H.R. 4814 would direct the Department of Trans­ portation to cause the SS Inde­ pendence to be redocumented as a vessel of the United States, thus allowing it to engage in coastwise trade. H.R. 441 would allow the SS United States to operate in the domestic and/or foreign com­ merce of the U.S. between for­ eign ports. The third bill, H.R. 488, is similar to H.R. 441, except that it involves the SS Santa Rosa. Many of the witnesses who testified before the House sub­ committee had already given similar testimony on behalf of the Senate versions of the bills. Witnesses who appeared be- Mrs. Jean Ingrao, executive secretary-treasurer of the AFL-CIO Maritime Trades Department, testifies at House hearings in favor of bills to revitalize the U.S.-flag passenger liner industry. Chuck Mollard (center), SID Washington representative, and Herb Brand (left), president of the Transportation Institute, also came out in favor of the legislation. fore the most recent House Subcommittee hearings include Chuck Mollard, SIU Washing­ ton representative. Herb Brand, president of the Transportation Institute and Mrs. Jean Ingrao, executive secretary-treasurer of the AFL-CIO Maritime Trades Department. Officials from various gov­ ernment agencies also testified in favor of the three bills. Mrs. Ingrao, summed up well the concerns of m.ost of the witnesses when she stated; The 55 Independence (above), the SS United States and the SS Santa Rosa are the focal points of legislation to revive the U.S.-flag passenger shrtp industry. The legislation would redocument these vessels under American registry. "Once returned to service, these vessels would provide jobs for American workers at sea; in United States shipyards; and in allied and supportive industries such as the longshore industry In addition, these bills address the concerns expressed by many Americans who have asked the MID when they can again take cruises on a United States flag vessel that is inspected by the United States Coast Guard and which is operated to United States safety and manning standards . . During the course of the hearings, Subcommittee Chair­ man John Murphy (D^N.Y.) stated that: "it is imperative that we do whatever is necessary legislatively to permit these passenger vessels in question to once again operate under the U.S. flag in the foreign and domestic commerce of the United States . . . We must not let this opportunity slip by." Energy Crisis, Impending Recession Labor's Top Priorities CHICAGO—At its summer meeting here, the AFL-CIO Execu­ tive Council said that strong measures were necessary to fight the nation's energy crisis. The Council, among other things, also supported ratification of the SALT 11 treaty and warned that America is facing the threat of massive joblessness. Representing the SIUNA at the meeting was President Paul Hall who is also the senior vice president of the AFL-CIO. The meeting was chaired by AFLCIO Secretary-Treasurer Lane Kirkland. AFL-CIO President George Meany, recovering from a leg ailment, did not attend. In its statement on energy, the Council said it agreed with the thrust of the six-point energy program an­ nounced by President Carter on July 15, 1979. "We agree," the Council noted, "with the President's call for conser­ vation, a crash program to develop alternate sources of energy, the Energy Mobilization Board, the Energy Security Fund, and for a 4 / LOG / August 1979 windfall profits tax" on the oil companies. However, the Council didn't agree with President Carter's decision to decontrol the price of oil. "It will not contribute one iota to resolving the energy crisis, shorten the gas lines or increase supplies." Control Oil Monopoly The Council feels that the oil monopoly must be brought under control. It warned that if the oil companies' monopoly "fails to adequately serve the public interest, consideration should be given to nationalization of the industry." The energy statement also in­ cluded proposals which would affect the maritime industry. The Council called for: the use of more U.S.-flag tankers; closing of the Virgin Islands loophole in the Jones Act; opposi­ tion to the foreign sale or swap of Alaskan oil. On ratification of the SALT II treaty the Council qualified its support. It would back the treaty if the Senate resolution on ratification contains provisions for development of the MX missile and an early deadline for warhead reduction. These stipulations, the Council said, require no changes in the treaty. Talking about the threat of mas­ sive joblessness, the Council said this comes on top of acute problems of inflation and the energy crisis. The council warned that it's time for the Carter Administration and Congress to start planning and acting to meet the third recession in a decade. It added that the keys to solving the problems of inflation and energy are a healthy economic growth and"^ full employment. The Council dealt with rhany other issues during its summer meeting. Some of them were: health legislation; social security; housing, and plant closing legislation. Unemployment Edges to 5.7% WASHINGTON, D.C.—The nation's jobless rate edged up slightly last month to 5.7 percent changing little from June's 5.6 percent. The rates have remained ^around this percentage since last August. Overall, the unemployment picture for both blacks and whites remained unchanged from June. Although for blacks their rate dropped to 10.8 percent from 11.3 percent. Whites' stayed at 4.9 percent. And the teenage rate held steady at 15.3 percent. With adult males, their rate went up to 4.1 percent from 3.9 percent. Adult women's declined to 5.5 percent from 5.8 percent. The U.S. Labor Department's Bureau of Statistics said 5.8 million workers in this country were out of jobs in July, an increase of about 74,000 workers jobless from June. The number of workers who lost their last jobs rose by 175,000 last month while the number seeking their first job went down by more than 90,000. Secretary of Labor Ray Marshall plans to recommend more jobs programs to the Administration if the unemployment rate continues to go higher. �Inland Vacation Plan Hits a High Note Pays 5,000th Check In Only 3rd Year of Existence T HE SIU'S Industry-wide Inland Vacation Plan reached new heights this past month with the issuing of its 5,000th benefit check in only its third year of existence. Since the Vacation Plan first went into effect at one contracted company in August, 1976, the Union's goal has been to extend its benefits to SIU Boatmen throughout the industry. Each time the number of checks issued under the Plan reached a new high, it indicated another step closer to reaching this important goal. The Inland Vacation Plan now has been accepted through col­ lective bargaining by 90 percent of all SlU-contracted inland companies. The recipient of the 5,000th vacation check was Boatman William Russell, an SIU mem­ ber since 1954. Russell is Captain on the Dixie Pirate (Dixie Car­ riers). The long-time SIU member believes in the things a strong union can do for its membership. Before the Plan started, most Boatmen got the short end of the stick when it came to vacation benefits. Many, like those from some companies on the Rivers and the Gulf, got no benefits at all. Those who did receive some form of company benefit, usually had to take a lot of drawbacks along with it. For example, they had to work at least a year to be eligible for the company vacation and could collect only once a year after that. If they left the company, they lost the benefit and had to start from scratch building up eligibility at another company. Moreover, the company benefits were generally small and took years to amount to anything. Another important aspect of the Plan is that if a Boatman moves to another job in another company, he still collects benefits every day he worked at his former company. In other words, the SIU Vacation Plan provides complete benefit protection to the member. Moreover, Boatmen can count on these benefits to increase with each year of their contracts and with each new contract. In only 3 years, the Union has made tremendous strides in establishing the Vacation Plan for Boatmen. But still, the best is yet to come. Boatman Bill Russell, who works for Dixie Carriers in New Orleans, was the recipient of the 5,000th Inland Vacation Plan check. NMC Studying a Hold Full Of Maritime Legislation The National Maritime Coun­ cil is reviewing proposed legisla­ tion which, if enacted, would have dramatic repercussions for the entire maritime industry. In the past two months, a flurry of legislation has been proposed to deal with U.S. maritime problems. The legislation is not an organized attempt to deal with these problems. Rather, it is a series of separate bills offered by a wide spectrum of Congressional and Government figures. Many of the bills have con­ flicting views as to what measures must be taken in order to ensure the revitalization of our industry. Only one thing is certain: that whatever the measures are that will ultimately be passed by Congress and signed into law by the President, they will Lakes Seamen Get Aug. I COLA Increase All Great Lakes Seafarers covered by SIU contracts with the Great Lakes Association of Marine Opera­ tors (GLAMO) and Kinsman Lines received a 25 cent per hour cost of living Increase as of Aug. 1, 1979. The August COLA is the third which Great Lakes SIU members have received this year. Coupled with the May increase of 21 cents and the March COLA of 13 cents, SIU Lakers have received a total of 59 cents per hour in cost of living adjustments this year. COLA'S are based on hikes in the Consumers Price Index, released quarterly. For every .3 point rise in the Index, Great Lakes Seafarers receive a one cent per hour add-on. The revised June Index rose to 216.9, topping the previous figures by 7.6. The final adjustment date in 1979 is Nov. 1. have far-reaching effects on the lives of SIU members. The National Maritime Coun­ cil is an important outgrowth of the SlU-backed Merchant Marine Act of 1970. After passage of that landmark Act, labor and industry officials realized the need for working together towards a com­ mon goal—the betterment of the U.S. maritime industry. The SIU has been an active participant in the NMC since its inception. There have been three major attempts in thfe last two months to reorganize the structure of the maritime industry. While all the parties involved profess to have the same goal in mind, they take quite different approaches. Senator Daniel Inouye (D- Hawaii) has introduced a series of eight bills which he predicts will lead to a renaissance of the American merchant marine. The NMC has given its whole-hearted support to two of the provisions and is studying the other six to determine just how they would affect American ship­ ping. The first measure which the NMC endorses would permit liner companies here and abroad to enter into agreements involving general cargo trade between two nations on the basis that the carriers of each country transport at least 40 percent of their bilateral trade. Vessels flying the flags of other countries could compete for the remaining portion of that trade on an unrestricted basis. Robert E. Lee Committee "11 J#' SIU Patrolman Teddy Babkowski (seated center) prepares to write a dues receipt tor Engine Delegate Earl Rogers (seated left) at a payoff with a crewmember and the Ship's Committee of the LASH Robert E. Lee (Waterman) on Aug. 16 at Pier 7, Brooklyn, N.Y. They are (I. to r.) Chief Cook L. Blanchard, steward delegate: AbleSeaman C. Howell; Chief Steward/Baker A. Blazio, secretary-reporter, and AB Philip Maechling, deck delegate. The second initiative would streamline the procedures fol­ lowed by the Federal Maritime Commission in considering liner conference agreements. M. Lee Rice, vice chairman of the NMC Board of Governors, said that the two bills would "provide the means to preserve the U.S. merch­ ant marine and place the fleet on an equal footing with foreign competi­ tion while at the same time main­ taining full and free competition." The other two attempts to reorganize the structure of the maritime industry have come from Rep. John Murphy (D-N.Y.) and from the Maritime Administration. The NMC has set up six subgroups to study the proposals contained in these bills and come up with an evaluation of their worth. Interstate Boatmen Get COLA Hike Under the terms of the SIU contract with Interstate and Ocean Transport Co. (lOT) of Philadel­ phia, all licensed and unlicensed Boatmen received a cost of living increase effective July 1. The 1979 COLA, computed on the basis of a 6.1 percent rise in the Consumer Price Index, comes on top of negotiated wage increases effective the second year of the collective bargaining agreement. The more than 500 boatmen working under contract to lOTs five subsidiary companies—Mariner Towing, Gellenthin Barge, Inter­ state Oil, Interstate Barge and International Bulk, will receive a second and final COLA under the terms of their current contract in July, 1980. The lOT agreement expires June 30, 1981. August 1979 / LOG / 5 �Headquar ters ISni^s by SIU Executive Vice President Frank Drozak Steward Recertificotion: Opportunity of a Lifetime N a man's career, a new opportunity to further that career is like a shortcut down a long and windy road. When you take advantage of the opportunities, you not only by­ pass some of the rougher stretches along that road, you also shorten the distance to your final career destination. Letting opportunity go by the boards is like spinning your wheels, or getting onto a treadmill. Your goal might be in sight, but you're not getting any closer. For Chief Stewards who qualify, the new Steward Recertification Program could be one of those once-in-a-lifetime career opportunities you've been waiting for. Certainly, if you enroll in the program and complete it, you'll be about as close to your career goal as you can get. I What will you have when you complete the program? You will have the maximum job and financial security possible for you and your family. Chief Stewards who successfully complete the eight-week program will find themselves in a new bracket. The Steward Recertificatiiyi Program should prove to be a popular one. One indication of this is the fact that the first class, beginning Sept. 3, is already booked solid. Eight Chief Stewards (the limit for each class) have already decided they're not going to let this opportunity get away. There will be one more class held this year, starting Nov. 13 at the Harry Lundeberg School in Piney Point, Md. Eight additional classes will be held in 1980 in case you miss out on the first two. But remember, just like that temporary by-pass, this particular road won't be open forever. Each class will be limited to only eight participants, and the line is already forming. So why wait to sign up? The opportunities for upgrading, advancement, and improved job security in the SIU are there like never before. The new Steward Program is just one example of this. If you qualify—if you are a Chief Steward, with "A" seniority, the necessary seatime—then new opportunity awaits you, providing you shift gears and turn down that road that leads up to it. So make your move now brothers. Reserve a spot in one of the forthcoming Steward Recertification classes, while you still can. • Patriot, 1st of 12 New Sea-Land Diesels Launched The Patriot, the first of Sea- important aspects of a shipping Land's 12 new diesel ships, was company's day-to-day opera­ launched earlier this month. Her tions. The 12 diesel powered vessels, first SIU crew is scheduled to go aboard in December. The launch­ or D-9's, will use an average of 35 ing of the Patriot marks a new percent less fuel than those direction for the U.S. maritime vessels equipped with steam industry, one which is dictated by turbine engines. That translates the energy crisis and skyrocket­ into a savings of $750,000 a year per ship. This is money which will ing cost of bunker fuel. In just 10 years, fuel prices per help make Sea-Land more com­ metric ton have increased over petitive in relation to foreign flag 10-fold. What's more, they have vessels. The Patriot is expected to doubled in the last seven months. Shopping for fuel is, and will begin trading early in 1980. The continue to be, one of the most other 11 ships are slated for Be One launching at the rate of one a month, starting in November of this year. When all 12 ships are in use, 30 percent of Sea-Land's fleet will be diesel powered, as opposed to five percent for the rest of the American merchant marine. The addition of the twelve vessels is an important step in a $580 million capital improve­ ment program which includes fleet and terminal moderniza­ tion. When the Patriot and her sisterships are in use, Sea-Land will have a 40 vessel fleet, 85 percent of which will be less than six years old. Several years ago, two-thirds of Sea-Land's fleet was over 30 years old. The new ships will utilize 40foot containers, instead of the 35foot containers which have long been Sea-Land's trademark. It is expected that this will give Sea- Land a greater flexibility in its route deployment. Sea-Land has long been a leader in shipping. It was a pioneer in the field of containerization and is the first American company to try to wrestle with the problems caused by the energy crisis. The SIU will man all of these new vessels. Not only does this development create more jobs for our members, it presents them with a special challenge. Diesel poWered engines require the presence of QMED's with special diesel training. Members with this training will therefore be in a better position not only to help themselves but to help their fellow shipmates as well. The Harry Lundeberg School of Seamanship has scheduled upgrading courses in diesel training. The next course is slated to start November 26, 1979. Golden Dolphin Committee Take the Able Seaman Course at HLS It starts November 8 (Application is in this issue of the Log.) 6 / LOG / August 1979 Recertified Bosun Arthur C. Harrington (center) ship's chairman of the VLCC Golden Dolphin (Aeron fVlarine) here is with a crewmember and the Ship's Committee at a payoff last month. They are (I. to r.) AB K. Hassan; QMED Eddie L Washington, engine delegate; Chief Cook Rafael Padilla, steward delegate and Chief Steward/Baker Tobe Dansley Jr., secretary-reporter. The tanker paid off at St. James, La. near the port of New Orleans. �No Bull! Taurus SlU's 10th Gas Carrier 64 'y AURUS the Buir may be X the second sign in the zodiac. But for the SIU, Taurus is the name of the tenth LNG ship to be crewed by Seafarers. She's the seventh built by En­ ergy Transportation Corporation. Crewed in Quincy, Mass. early this month, the ship went through a few days of trials off Boston before heading to the Far East. Like her six sister ships, the LNG Taurus will carry liquid natural gas from Indonesia to Japan. The SIU is also manning three LNG ships built by El Paso Company. Over half of the SIU crew on the LNG Taurus have already sailed on LNG ships. For in­ stance, the steward department is headed by an LNG veteran, Frank Costango. Brother Costango was on the first LNG vessel crewed by the SIU, the LNG Aquarius. He was also on the LNG Gemini and more recently LNG ships that are under U.S. on the LNG Libra. All of those flag. This is largely due to the ships were built by Energy qualified manpower available in Transportation. the Union. Men like the above Also in the steward depart­ mentioned Brothers went ment, Patrick Geary, chief cook, through an LNG course at the has sailed on the LNG Aquarius Harry Lundeberg School in and LNG Leo. Piney Point, Md. One of the three QMEDs on Any member wishing to take an LNG course should contact board the LNG Taurus is Gerard the HLS or their nearest SIU Bernous who has been on the representative. LNG Gemini. Like her sisterships, the LNG The three quartermasters have Taurus has some impressive each been on a different LNG statistics. The vessel is 936 feet ship. Brother Joe Morrison was on the LNG Aquarius, Lionel" long. Her five 8-inch thick Shaw was on the LNG Capricorn spherical cargo tanks rise 40 feet and Glenn Miller sailed on the above the deck. Each tank is 120 LNG Gemini. feet in diameter and weighs 800 Two of the AB green tickets, tons. The five tanks can carry Clarence Burgo and Charles 125,000 cubic meters of liquid Loveland, were on the LNG Aquarius. Seafarer Loveland has natural gas at 265 degrees below also been on the LNG Leo as zero, fahrenheit. has Ordinary Seaman Robert The ship can be loaded and Tremblay. unloaded in 12 hours. The SIU has manned all the Safety-wise, the LNG Taurus Most of the SIU crew who took the LNG Taurus (Energy Transportation Corp.) on her maiden voyage pose for a photo at Union •Headquarters before heading up to Boston for special firefighting training. (The two kids are not shipping out—at least not yet. They're posing with their father, Gerard P. Bernous, QMED). Other members of the first crew included: Bosun Sam Brooks: Quatermaster Glenn Miller, Lionel Shaw, Jr., and Joseph Morrison; Able Seamen Charles Loveland, Clarence Burgo, and Stephen Lupo; Ordinary Seamen Tim McCabe, Kenneth Dominquez, and Robert Tremblay; OMEDs Wilbert Hyder, Jr., and Mark Freeman; Wiper Tomas Caron; Steward/Baker Frank Costango; Chief Cook Patrick Geary; General Steward Utilitymen Raymon Lopez, Aubrey Robinson, and James Moore. has a double bottom hull; a collision avoidance system; and extensive firefighting system. The latter includes automatic sprin­ kler apparatus and eight dry chemical Ansul firefighting sta­ tions located at strategic points on deck. The vessel cost over $100 million to build. And despite the LNG Taurus' namesake, all these facts are no bull. The LNG Taurus shown shortly before embarking on her maiden voyage. Calif. LNG Terminal a Step Closer to Groundbreaking Plans to build California's first liquified natural gas terminal inched another step closer to reality this month as an Administrative Law Judge of the Fedt rsl Energy Regula­ tory Commission (FERC) recom­ mended approval of the project. Judge Samuel Gordon approved the plans of two California utilities, Pacific Gas & Electric Co., and Pacific Lighting Corp., to build the marine off-loading and LNG regasification facility at Little Cojo Bay, Calif. In addition, he okayed the companies' proposal to buy 400 million cubic feet of LNG per day from Alaska and another 500 million cubic feet daily from Indo­ nesia. The daily total of 900 million cubic feet will be shipped to the Little Cojo Bay terminal, regasified there, and moved via pipeline to California consumers. Despite the FERC judge's ap­ proval, ground-breaking on the facility is still a long way off. The $1.8 billion project has to be approved by the FERC and the Energy Dept. A spokesman for FERC said the Commission had adopted "an ex­ pedited schedule" to rule on the California terminal. But a final decision from the regulatory agen­ cies is not expected before the end of the year, at the earliest. State and federal regulatory proceedings on the California facility have already dragged on for five years. Last month, the Cali­ fornia Public Utilities Copimission reaffirmed an earlier okay of the project. Their approval was based largely on the chosen site of the LNG terminal. Originally planned for a location near Los Angeles, the terminal was re-sited, in accordance with state law, to the remote, sparsely populated area at Little Cojo Bay. FERC Judge Gordon also weighed the proposed site heavily in his decision to green light the project. But Gordon, noting that California is dependent for nearly half its energy on natural gas, was swayed by "the pressing need for additional long-term supplies in the California market." The SIU has long supported development of a U.S. LNG import program which would allow the alternative fuel to play a role in solving the country's energy prob­ lems. In addition, a large-scale LNG import program would generate thousands of man-years of employ­ ment for American workers in U.S. shipyards and aboard U.S.-flag LNG carriers. Transport of the fuel via LNG tanker has already been proven safe and efficient. SIU members crewed their tenth LNG carrier this month and the record of Union crews aJu)ard LNG vessels has been exceptional. But while Asian and African countries are now eager to sell their plentiful supplies of LNG to the U.S., this will not always be the case. In a statement sent to two subcommittees of the House Merch­ ant Marine & Fisheries Committee, the SIU warned that "Indonesian officials have indicated that they will sell their gas elsewhere if approval is not immediately forthcoming." In addition, the SIU pointed out that "regulatory delays" on LNG projects "cost American consumers millions of dollars in terms of higher capital and ship and plant construc­ tion costs." Finally, the statement concluded, "the approval of pending LNG import applications and proposed energy projects, such as new re­ fineries, pipelines and tankers are absolutely essential if the U.S. is to achieve its goal of reducing its heavy dependence on imported oil." August 1979 / LOG / 7 �C.G. Proposes Unpossoble Physicals for Seamen The U.S. Coast Guard has apparently gone owrboard and proposed an unwx»rkable battery of physical tests to measure a seaman's ability to cope with the rigors of his job. The proposed physicals dis­ criminate against older seamen. And in most cases could only be passed by a young man in perfect physical condition. The tests and their companion rating scales are part of a compli­ cated formula the Coast Guard has oulined in a draft proposal entitled "Seaman Profile Match­ ing Men to Jobs.." The profile proposals, formulated under provisions of the Port & Tanker Safety Act of 1978, were relayed to the SIU, other maritime unions and U.S. shipping com­ panies last month for comment. SIU President Paul Hall re­ sponded to the Coast Guard's request for "preliminary" dis­ cussion of their profiling formula. President Hall did not offer a point-by-point critique of the Coast Guard's draft, calling such discussion "futile" and "pre­ mature." However, he blasted the Coast Guard's proposals as a "classic example of proverbial overkill. "The preliminary draft pro­ posals," Hall wrote, "more reasonably resemble military qualifications akin to astro­ nauts," No other civilian workers are subjected to anything like the rigorous testing procedures de­ veloped by the Coast Guard for merchant seamen. The pro­ cedures are designed to deter­ mine the fitness of merchant seamen in the areas of: overall strength and stamina; incapacita­ ting diseases or conditions; strength of legs, hips and back; strength of arms, shoulders and neck; vision; hearing and emotional stability. Some of the testing procedures rely wholly on the "subjective" opinion of the examining doctor. In other cases, the tests require almost acrobatic agility. The SIU firmly believes that merchant seamen must be in sound health to adequately perform their jobs. As part of the Union's commitment to the safety of both crew and vessel, all SIU members have long been required to undergo a thorough annual physical exam at an SIU clinic. No Seafarer is allowed to ship on an SlU-contracted vessel unless he's ruled "fit for duty" by an SIU physician. The Union's exam is a "gen­ eral, complete physical,'' which already covers most of the points outlined by the Coast Guard, said Dr. Joseph Logue, director of SIU Medical Services. "We feel that the Coast Guard's profile is Olympians Would Have Trouble Passing too extensive and detailed to be practical." In addition, Dr. Logue pointed out that the Coast Guard's profile does not take either age or experience of a seamen into account. "Older seamen who have been shipping for years are, through the aging process, not as agile as when they began ship­ ping," Dr. Logue said. SIU President Hall suggested to the Coast Guard that they hold a meeting with union and man­ agement representatives before taking any further action on theirphysical profile draft. After such a meeting. Hall said, working committees should be formed to draft regulations which are both practical and realistic. Unions Drafting Proposal to Secure V.A. Benefits for Seamen Maritime labor is continuing its efforts to get merchant seamen awarded veteran's status for time served in military support roles during wartime. Along with several other AFLClO maritime unions, the SIU is helping to draft a well-dpcumented proposal which will form the basis of an application for V.A. benefits on behalf of merchant mariners. (Other maritime unions involved include the Marine Engineers Beneficial Association, the National Maritime Union, the Masters Mates & Pilots and the Radio Operators). The proposal will be submitted to a three-member Civilian/Military Review Board, convened by the Dept. of Defense. Created under the auspices of the G.l. Improvement Bill of 1977, the Board's function is to decide on a case-by-case basis whether various groups should be awarded veterans status and the benefits that go with it. Submission of the maritime unions' joint application will be ready by November of this year. This extra time will enable the unions to put together a strongly supported, comprehensive draft proposal. 8 / LOG / August 1979 Preparation of the proposal has been a painstaking process. Exten­ sive research has been necessary to document the five criteria estab­ lished by the Defense Dept. as the basis of judging whether a particular group should be granted veteran's status. The DOD's criteria say a civilian group can receive veterans benefits if: • they received training and acquired a military capability or the services they performed were critical to the success of a military mission; • the members of the group were subject to military justice, discipline and control; • they were not permitted to resign; • they were susceptible to assign­ ment for duty in a combat zone; • they had reasonable expecta­ tions that their service would be considered active military service. Using data culled from a variety of sources, including a report submitted by the Maritime Admini­ stration to the Defense Dept., the maritime unions are building a strong case for veteran's-benefits on behalf of seafarers. Included are facts and figures proving that thousands of merchant mariners were killed or wounded as a result of war-related service. In addition, the unions cite evidence that many merchant seamen re­ ceived military training in World War 11 and participated in defense gunnery manning when no Navy crews were assigned. The most difficult of the five DOD criteria to substantiate has been the last which says that merchant seamen must prove they had "reasonable expectations" that their wartime service would be considered active military service. "Reasonable expectations" is a subjective attitude which can't readily be backed up by facts. But the intent of a speech made by President Franklin D. Roosevelt when he signed the first G.I. bill into law in 1944 was clear. "I trust," FDR said, "that Congress will also soon provide similar opportunities for post-war education and unemploy­ ment insurance to members of the merchant marine who have risked their lives time and again during this war for the welfare of their country." Good Feedin' Galley Crew Galley crewmembers of the Cove Engineer were on tap for a photo recently when the ship pulled into Port Reading, N.J. They are, from the left: Juan Pagan, messman; Mike Kelly, saloon messman; Glen Gyres, B.R.; Charles Miles, steward/baker, and Nazareth Battle, chief cook. �tin in tonglinQt Seafarers International Union of Nortli America. AFL-CiC) On the Agenda in Congress... Congress is now in recess and will reconvene Sept. 5. Meanwhile, action has been taken recently on a number of legislative matters of particular concern to Seafarers. And further action is expected when the House and Senate get back in session. • Ocean Mining—House On July 25, 1979, the House Merchant Marine and Fisheries Committee favorably reported H.R. 2759, the Deep Seabed Hard Mineral Resources Act. During the markup session, the Commit­ tee rejected an amendment offered by Rep. Paul McCloskey (R-Calif.) designed to weaken the U.S.-flag vessel provisions in the legislation by a division vote of 10-7. As reported by the Committee, the legislation retains the requirements that mining and processing vessels and at least one ore transportation vessel per mining site be documented in the United States. • Ocean Mining—Senate On July 30, 1979, the Senate Foreign Relations Committee favorably reported, with amendments, S. 493, the Deep Seabed Hard Mineral Resources Act. During the markup, a motion by Senators Frank Church (D-ID.) and Jacob Javits (RN.Y.) to include language from last year's ocean mining legislation requirements that mining and processing vessels be built in the United States was adopted by the Commit­ tee. Joining in support of the motion were Senators: Richard Stone (D-FL); Charles Percy (R-IL); Jesse Helms (R-NC) and S. I. Hayakawa (R-Calif.). In addition to the "build America" provision of the bill, S. 493 requires that mining and processing vessels and at least oneuore transportation vessel per mining site be documented under the laws of the United States. H.R. 2759 and S. 493 have not as yet been scheduled for floor action in the House or the Senate. August 1979 Legislative, Administrative and Regulatory Happenings H.R. 4814 introduced by Congressman John Murphy (D-NY) would direct the Coast Guard to redocument the S.S. Independence, so as to allow the vessel to engage in the coastwise trade. General Counsel for the Maritime Admin­ istration, Constantine Caras, supported all three bills "as important steps toward promoting and developing U.S.-flag pas­ senger and cruise service in our domestic trades." During a markup session on July 27,1979, the Senate Commerce, Science and Trans­ portation Committee, chaired by Senator Howard Cannon (D-NV), reported similar legislation to permit these three passenger ships to return to active passenger service. • Maritime Authorization On July 27, 1979, by voice vote, the House of Representatives passed H.R. 2462, the Maritime Appropriations Authoriza­ tions Act for fiscal year 1980. As passed, this legislation authorizes: $101 million for the construction differential subsidy program; $256.2 million for the operating differential subsidy program; $16.3 million for research and development; $25.8 million for maritime education and training expenses and $35.5 million for Maritime Administration operating ex­ penses. During floor debate of the legislation, the House rejected the two amendments offered by Rep. Paul McCloskey (R-Calif.). They included an attempt to reduce the construction differential subsidy program by $69 million, and an amendment to allow foreign-built vessels to obtain operating differential subsidy. • Outer Continental Shelf The House Select Committee on Outer Continental Shelf will continue oversight hearings on the implementation of offshore oil and gas development on the Outer Continental Shelf. Rep. John Murphy (DN.Y.) will chair the oversight hearings. • Railroad Deregulation The Transportation and Commerce Subcommittee of the House Interstate and Foreign Commerce Committee will con­ tinue field hearings on deregulation of rail­ roads. Rep. James Florio (D-NJ) held a hearing on August 7 in Chicago, 111. • Committee Reorganization The House Select Committee on Commit­ tees (that's right!) will hold a meeting to consider proposals to revise committee procedures, rules and jurisdiction. Rep. Jerry Patterson (D-Calif.) will chair the meeting. Seniority Upgraders Visit Washington For A Lx)ok at Political Action in Action • Passenger Vessels On July 23, 1979, the Subcommittee on Merchant Marine of the House Merchant Marine and Fisheries Committee held a hearing on legislation designed to enable the return of the S.S. United States, the S.S. Independence and S.S. Santa Rosa to active passenger service. The bills were introduced by Congress­ men Daniel K. Akaka (D-Hawaii) and John Murphy (D-N.Y.) respectively. Enactment of this legislation would clarify the ability of a vessel built with construction subsidy funds, as were the. S.S. United States and S.S. Santa Rosa, to operate in the domestic trade after the expiration of the vessels' statutory life of 25 years. Eleven more Seafarers came to Washing­ ton to take a first-hand look at their union's political activities, and to talk with both the SIU's and the industry's representatives about our legislative program. During their day-long visit, the SIU members—who were participating in the'A'Seniority upgrading program—met with representatives of the Transportation Institute, and later with SIU and AFL-CIO legislative staff at the Maritime Trades Department. As they posed on the Capitol steps for a photo, they were joined by a strong supporter of the U.S. Merchant Marine— Congressman William Whitehurst (RVa.)—who is standing behind SIU Legisla­ tive Representative Betty Rocker. Behind the Congressman is SIU Houston Patrol­ man Hernando Salazar. Participating in the Washington educa­ tional visit were SIU Upgraders Donald Bousson, Gary Cellamare, David Murray, Robert Scrivens, John T. Nathan, Stephen K. Thompson, Joseph Cosentino, Vincent P.Carrao, Mark S. Downey, Rodney Penoe, Thomas Redes and Larry Barker. August 1979 / LOG / 9 .•.M �m Maritime Industry News 2:i)C 51U in U^nsljinfiton n Congress Holds Hearings On LNG Facility Siting The Subcommittee on Coast Guard, Navigation, Oceanography and Merchant Marine held two days of hearings earlier this month on two bills which would set down regulations and restrictions of the location, construction and operation of liquefied gas (LNG) facilities in the United States. The two House bills are H.R. 1414 and H.R. 3749. Among those testifying were Charles Nalen, Director of Vocational Education at the Harry Lundeberg School; Charles Mollard, SIU Washington representative; and Herbert Brand, president of the Transportation Institute. Nalen explained the school's educational program of LNG courses for unlicensed seafarers manning U.S.-flag LNG vessels. According to Nalen, the educational programs provide LNG safety training for rated seafarers. These educational stand­ ards, Nalen concluded, have provided each seafarer employed onboard LNG vessels the required training to insure continued safe ship operation. In testimony submitted for the record. Brand expressed support for the objectives of the proposed legislation. He further stated that the implementation of uniform guidelines for the safe operation of LNG facilities would reduce public anxiety over the implementation of pending projects. Approval of the projects. Brand noted, would result in the replenishment of our energy supplies, reduction in unemployment and the ultimate strengthening of the U.S.flag fleet. Charles Mollard commended the Sub- committee's recognition of the need for a coordinated regulatory approach to the siting, construction and operation of liquefied gas facilities. Mr. Mollard also expressed the belief that "if the United States is to achieve its goal of reducing its heavy dependence on imported oil, the approval of pending LNG import applications and proposed energy projects such as new refineries, pipelines and tankers must be expedited." US-Flag Fleet Hits 22 Million Tons The privately-owned ocean-going fleet of the U.S. Merchant Marine totaled 745 ships (550 active) comprising a record 22.8 million dead-weight tons, on Aug. I, according to figures released by the U.S. Maritime Administration. Compared to July 1 totals, the number of ships in the U.S. fleet decreased by four vessels, but the overall capacity of the U.S. fleet increased by 1.6 million tons. The large gain in capacity reflects the larger sizes of the new fleet additions during the past 12 months, and the comparatively small size of the older vessels removed from the fleet "during that period. The active privately owned fleet as of Aug. 1 totaled 21.6 million dwt. As of Aug. 1, also, 55 merchant ships totaling nearly 3 million tons were under construction or on order in private Ameri­ can shipyards. The shipbuilding orderbook consisted of 11 tankers, 10 liquefied natural gas (LNG) vessels, 14 intermodal carriers, 10 dry-bulk carriers, 3cargo-breakbulk vessels, and 7 special-type vessels. Legislation to Beef Up U.S. Share of Bulk Trade Introduced Representatives Lindy Boggs (D-LA) and Paul Trible (R-VA) recently introduced legislation which could substantially beef-up U.S.-flag participation in the carriage of dry bulk commodities. The co-chairmen of the Congressional Shipyard C-oalition said that it is time to "establish for the United States a policy of bilateralism in our bulk trades." The U.S. Maritime Administration has introduced similar legislation aimed at aiding our bulk fleet. On August 2nd, the Louisiana Democrat introduced H.R. 5113, the Maritime Pulk Trade Act of 1979. Rep. Boggs described the measure as a bill "to encourage the movement of bulk cargoes to and from the United States in a manner that provides for an equitable sharing of these cargoes between and among American-flag vessels, the ships of our trading partners and those of third-flag nations." Mrs. Boggs noted that such bilateral "agreements exist at the present time in certain Latin and South American trades, specifically with Brazil, Argentina, Guate­ mala, Chile, Peru and Colombia and with the Soviet Union." This sought after increase in U.S.-flag bulk carriage would be accomplished, according to Rep. Boggs, "through the negotiation of governing international maritime agreements with our bulk com­ modity trading partners which will reserve at least 40 percent of the bilateral bulk trade to the vessels of each nation." Mrs. Boggs further pointed out that these agreements will become effective upon Congressional approval and will restrict third flag or cross trade carriers to a maximum share of 20 percent of the bilateral trade subject to the waiver procedure. Rep. Paul Trible characterized his bill as creating "a new and novel approach to the 10 / LOG / August 1979 issue of construction and operating sub­ sidies for U.S.-flag vessels." The Virginia Republican, co-chairman with Rep. Boggs of the Congressional Shipyard Coalition, stated, "In recognition of the substantial investment already made in many 'Jones Act' vessels, the bill structures the new system of CDS and ODS payments in such a way that the owners decision to operate a vessel in foreign trade or domestic trade will be made on the basis of commercial consideration rather than on the basis of the availability or nonavailabil­ ity of subsidy in either of these trades." Rep. Trible further pointed out that the bill addresses a series of other issues which have impacted adversely upon the bulk sector of the U.S. merchant marine. He explained, "These include (1) artificial restrictions on the foreign sale of subsidized vessels, (2) prohibition on the use of the Capital Construction Fund in domestic coastwise and intercoastal trades, (3) unreasonable limitations on the ownership and operation of foreign-flag vessels by subsidy recipients, (4) lack of adequate enforcement of the cargo preference laws dealing with government impelled cargo and (5) restrictions on the worldwide trading opportunities of U.S.-flag vessels." SPAD is the SIU's political fund and our political arm in Washington, D.C. The SIU asks for and accepts voluntary contributions only. The Union uses the money donated to SPAD to support the election campaigns of legislators who have shown a pro-maritime or pro-labor record. SPAD enables the SIU to work effectively on the vital maritime issues in the Congress. These are issues that have a direct impact on the jobs and Job security of all SIU mem­ bers, deep-sea, inland, and Lakes. The SIU urges its members to continue their fine record of support for SPAD. A member can contribute to the SPAD fund as he or she sees fit, or make no contribution at all without fear of reprisal. A copy of the SPAD report is filed with the Federal Elec­ tion Commission. It is available for purchase from the EEC in Washington, D.C. �t ' H ? 8 Galley Veterans Set to Get Cooking For New Steward Recertification Program E' 'IGHT Seafarers have been selected for the first class of the brand new Steward Recerti­ fication Program. They will begin the two-month Program on Sept. 3 at the Harry Lundeberg School in Piney Point, Md. The stewards selected were: Judson P. Lamb; Herbert Scypes; James Colder; James Higgins; Paul Franco; Charles Rice; Alfred Bodie, and Charles Scott. These Seafarers were chosen in the same manner that members are selected for the Bosun Recertification Program. Following the July membership meeting in New York, a meeting was held oif rank-and-file stewards who chose a three-man selection committee from among themselves. This Committee then picks stewards for the Program from among the applicants. The next Steward Recertifica­ tion class will begin Nov. 12, 1979. In 1980 there will be a minimum of six classes and there may be as many as eight. The stewards in each class will spend six weeks at HLS and two weeks at Headquarters. By going through this Pro­ gram, stewards will be upgrading their work skills. They will also be gaining a greater knowledge about their Union and today's maritime industry. Both are essential if the stew­ ard is to function properly as the head of his department and as an important member of.the ship's committee. If you have not already ap­ plied, you should do so as soon as possible. Just see your SIU Representative or contact the Seafarers Appeals Board. Qualifications for the Steward Recertification program, as formulated by the Seafarers Appeals Board, include: class "A" seniority: • three years seatime in a rating above 3rd cook or assist­ ant cook with at least one of the three years as chief cook, or; • four months seatime as 3rd cook, assistant cook or higher, plus four months as cook & baker or higher, plus four months as chief cook with certificates of completion from HLS for each course, or; nine months seatime as 3rd cook or assistant cook plus four months as cook & baker plus four months as chief cook with HLS certificates for cook & baker and chief cook courses, or; • nine months seatime as 3rd cook or assistant cook, plus nine months as cook & baker, plus four months as chief cook with an HLS certificate for the chief cook course. Steward Department Members! Apply Now for the Steward Recertification Program This program gives you the up-to-the-minute skills you need aboard today's vessels: Learn how to: • Manage the entire Steward Department • Control inventory • Prepare for Public Health inspections • Type • Polish your culinary skills • Plan menues and use food efficiently It's your ticket to job security. It'll put you on top in your profession. AND—you get 110 dollars a week—you can't afford not to attend! Contact*your Seafarers Appeals Board to enroll. Sign up now! Program begins November 12. Economy Demands Action on Ocean Minfng Congress is once again consid­ ering passage of an Ocean Mining Bill, one very similar in tone and substance to legislation proposed last year. If enacted, the new bill would provide many benefits to the be­ leaguered American economy, in­ cluding the creation of badly needed jobs for a host of American workers, especially those employed in the maritime sector. The bill is being considered at a time when the Law of the Sea Conference has come to an impasse. The Conference was convened nearly six years ago to, among other things, regulate the rich natural resources which lay at the bottom of our planet's oceans. It was hoped that the Law of the Sea Conference would quickly produce an agreement under which the nations of this world could recover vast mineral deposits con­ sidered to be "the common heritage of mankind." The American economy des­ perately needs the mineral resources paving the ocean floor. At the present time the U.S. imports 98% of its manganese and cobalt, 90% of its primary nickel, and 15% of its copper. All these minerals could be obtained from the bottom of the ocean instead of from foreign countries. Elliot Richardson, the U.S. delegate to the Law of the Sea Conference, has gone on record as supporting interim legislation which would set standards for American participation in the mining of ocean minerals. Companies have been reluctant to mine resources from the ocean floor because the legal duties and obligations which govern such activity remain unclear. The com­ panies are afraid of risking the enormous investment it would require to undertake such a venture so long as their investment may be jeopardized by a lack of legislatively defined standards. Last year, the ocean mining legislation which was proposed ran into problems because of time difficulties. It enjoyed considerable support in Congress as well as with labor and industry officiaHs^. It passed easily in the House. However, it was set aside in the Senate because of the sup­ posedly overwhelming workload which confronted Congress. It was overlooked even though manganese is an essential ingredient in the production of all iron and steel products. The iron and steel in­ dustries are among the most impor­ tant in this country. Their perform­ ance affect every facet of the American way of life. The legislation was overlooked even though copper plays an impor­ tant role in the manufacturing of electrical motors, power generators, transformers, plumbing, brakes, radiators, heaters and carburetors. The legislation was overlooked even though nickel is used in petroleum refining and in the production of gas turbines, aircraft frames, marine and automotive bodies, and ceramics. And it was overlooked even though cobalt is used to produce industrial magnets, telephones, gas turbines; and plays an important role in radiation research and treatment. Congress is again confronted with a seemingly overwhelming workload. It may overlook oce^n mining legislation as it has done before. And if it does then the natural resources which would have helped to ease the grave economic problems which confront our nation will lay untouched at the bottom of the ocean floor. These minerals will stiil have to be imported, and thei*cost will aggravate an already astronomical balance of payments deficit. Last year, the U.S. was the only nation to actively consider legisla­ tion which would have set interim regulatory standards for an incipient ocean mining industry. This year, however, both Japan and West Germany have been studying the issue. Congressional inaction on this matter is threatening to erode America's competitive edge in an important economic area, and could conceivably deprive many unem­ ployed American workers of in­ creasingly scarce jobs. August 1979 / LOG / 11 �Red Tape Has, New LNG Projects Tied Up Congress returns to TT Washington in Septem­ ber, they'll be considering legisla­ tion which will clear the way for development of alternative en­ ergy sources, including liquefied natural gas. Right now, the U.S. has no clear LNG policy. Lengthy regu­ latory procedures are required before a company can sign a contract to import the fuel or break ground for an LNG term­ inal. Many tentative contracts between U.S. companies and Indonesia, Algeria and other major LNG exporters have been buried in regulatory red tape. The SIU has long supported creation of a U.S. LNG policy as a means of generating both badly needed fuel and employment for Americans. SIU members have been in on the ground floor of LNG transport, ere wing a total of ten U.S.-flag LNG carriers over a two year period. The SIU's well-known com­ mitment to LNG prompted an invitation from Rep. Mario Biaggi (D-N.Y.) to testify on two LNG bills last month. Two days of hearings before the Subcom­ mittees on Coast Guard and Navi­ gation and Oceanography were held on H.R. 1414 and H.R. 3749. Both bills are aimed at streamlining current LNG siting, construction and operation pro­ cedures. Charles Nalen, Director of Vocational Education at HLS went to Washington, accom­ panied by SIU members with LNG sailing experience to testify on the Union's LNG training program. Nalen told the Subcommittee that "a comprehensive under­ standing of an LNG ship, its cargo and operation procedures," is crucial for a crew aboard an LNG vessel and provides the basis of the Union's LNG pro­ gram. He outlined the details of that program which includes instruc­ tion in the properties and han­ dling of LNG, its hazards and procedures to follow in an emergency as well as LNG ship construction and fireflghting. "Satisfactory completion of "I was impressed by the esfficiency of the crews on these vessels. I witnessed one at Cove Pointy and the care, the precision, the precaution was extraordinary. And I can understand it—I can understand it from the industry's point of view, because they have hundreds of millions of dollars invested. "But the crew obviously shared that concern and commitment, because they did a phenomenal job. They brought that vessel alongside and you could have cracked an egg between it. That's how delicately and how effectively it was done." Subcommittee Chairman Rep. Mario Biaggi these courses is required for certification from HLS," Nalen said, adding "this certificate is mandatory for employment on­ board LNG vessels. "Since our initial LNG course in early 1974," Nalen noted, "we have graduated 624 Seafarers." Subcommittee Chairman Bi­ aggi remarked on the safety record of Union LNG crews which he had a chance to observe firsthand during a visit to the LNG receiving terminal at Cove Point, Md. "Twas impressed," Biaggi said, "by the efficiency of the crews on these vessels... the care, the precision, the pre­ caution was extraordinary." Following Nalen's testimony on LNG training, SIU Washing­ ton representative Chuck Mollard told the Subcommittee that the Union considers "importa­ tion of LNG as part of a sound overall energy policy. "LNG is one of the few sources of energy which can be obtained quickly and in large volumes," Mollard stated. In addition, he pointed out that construction of U.S.-flag LNG carriers to accom­ modate an LNG import program would create employment for shipyard and shipboard workers. The U.S. needs a "coordin­ ated regulatory approach to the siting, construction and opera­ tion of liquefied gas facilities," Mollard. "The SIU supports the adoption of government policies encouraging LNG imports." Lundeberg School Director of Voca­ tional Education Charles Nalen was a key witness at a recent Congressional hearing on coastal storage sites and facilities for liquefied natural gas (LNG). Getting to the top doesn't have to be a long haul. We'll help you get there fast— Move up in the Engine Department. Take the FOWT Course at HLS. It's your first step up the career ladder. It starts November 26. To enroll, contact your SIU Representative or mail the application in this issue of the Log to HLS. 12 / LOG / August 1979 Seafarers with experience aboard SlU-contracted liquefied natural gas (LNG) carriers were on hand for a special Congressional hearing on proposed sites for LNG off-loading and storage facilities. The three Seafarers, who were in Washington as part of their union's Seniority Upgrading Program, posed for a photo in the offices of the House Merchant Marine & Fisheries Committee before the hearing. They are Donald Bousson, Larry Parker and Gary Cellamaro. AFL'CIO Calls Boycott Of Seattle Bank A boycott of the Seattle-First National Bank has won the unani­ mous support of the AFL-CIO Executive Council. Seattle-First National has re­ fused to recognize and bargain in good faith with Financial Institu­ tion Employees of America, Local 1182 of the United Food and Commercial Workers International Union. The hank has refused to bargain since March 1978. It was at that time that Local 1182, formerly an inde­ pendent association, was chartered by the international union. The hank has ignored findings of unfair labor practices made by the National Labor Relations Board. Directives by the Board to bargain in good faith have been appealed by the bank to the U.S. Court of Appeals. The SIU supports this boycott and calls upon all union members and their families and friends to cease patronizing Seattle-First National as long as necessary. �2 More Seafarers Retire With increased Pension T hough a distance of 1500 But Seafarers eligible to retire miles separates New York, under the Union's Early Normal the home of Seafarer Louis E. pension (20 years seatime at age Lowe, and Brother Charles L. 55) can accumulate even more in Dandridge's home outside the monthly pension payments under port of Mobile, the two oldtime the Early Normal Pension SIU members have something in Increments Program.common. For every full year (365 days) Both Seafarers Lowe and worked after meeting the eligibil­ Dandridge retired under the ity requirements for Early Union's Early Normal Pension Normal pension, a Seafarer is Plan this summer. And they entitled to a $25 monthly pension share the distinction of being the increment, up to a maximum of second and third deep sea SIU seven increments. members to qualify for the new, Both Seafarers Lowe and $400 monthly pension. Dandridge are lEarly Normal The two men sailed 125 days pensioners. And both Lowe and after Jan. 1, 1979 before putting Dandridge continued working in for, pension, which qualified after they qualified for Early them for the $400 monthly Normal retirement. pension. Brother Lowe accumulated As of June 16, 1980, the deep six years seatime working on the sea pension will jump another Sea-Land shoregang after he $50 per month to $450. Deep sea qualified for Early Normal SIU members who put in 125 retirement. That means Seafarer days of seatime after June 16, Lowe earned six $25 increments, 1980 will be eligible for the $450 bringing his pension up to $550 monthly pension payment. per month. The new monthly pension rate Brother Dandridge continued of $400 this year and $450 next shipping as AB and accumulated year applies to all three types of three years employment after he SIU pensions: Regular Normal, was eligible for an Early Normal pension. So hell be drawing a Early Normal and Disability. monthly pension benefit of $475. By putting in that extra seatime. Brothers Lowe and Dandridge also made themselves eligible for the Early Normal Supplement program. A Seafarer who works at least two years after meeting Early Normal Pension requirements will earn a lump­ sum bonus of one full year pension p^ments (12 times the monthly pension benefit). In Seafarer Lowe's case, his monthly pension plus increments comes to $550. So his lump-sum supplement check, payable the January following retirement, will be 12 X $550 or $6,600. Brother Dandridge worked three full years after qualifying for Early Normal retirement. His supplement check will total 12 x $475 or $5,700. Another benefit for all SIU pensioners and their dependents comes in the form of continued coverage under the Seafarers Welfare Plan. Seafarers Lowe- and Dan­ dridge will be picking up their first, well-deserved pension very soon. Brother Dandridge, who join- Louis E. Charles L. Lowe Dandridge ed the Union in the Port of Mobile in 1945, plans to use his leisure time "to get in plenty of fishin'." Dandridge shipped OS in his early years with the Union, working his way up to AB in 1956. He's well satisfied with the benefits hell be receiving under the pension plan and thinks the improved benefits "are a sure sign of progress by the Union," Brother Lowe agrees. He said the new monthly pension benefits are "a considerable change from when I started shipping out," adding that he started sailing as a messman on old ISU ships back in 1938. Seafarer Lowe, who ended his seafaring career as a chief cook, plans to stay in New York, where he lives with his wife, and take it easy during his retirement years. Ogden Connecticut Committee | N.O.Has New Seamen'^s Center ) Recertified Bosun Elmer Barnhill (third left) ship's chairman of the ST Ogden Connecticut (Ogden Marine) leads his Ship's committee and crewmembers at a payoff at Stapleton Anchorage, 8.1. N.Y. early this month. With him (I. to r.) are Chief Pumpman Mitch Samuels, educational director; Chief Cook Ray Gonzalez, Wiper Ricky Broadus, engine delegate; Chief Steward Ed Kelly, secretary-reporter; Messmen R. Manuel and T. Tims, Baker J. Mortinger, steward delegate and engine Utility R. Lopez. Seamen and servicemen will find they have more reason than ever before to get excited about arriving in New Orleans. Always a favorite place to drop anchor, the great city on the Mississippi now boasts a new maritime center located in the heart of the French Quarter. Here, seamep can make use of modern recreational facilities, including a gymnasium, swimming pool, game room, lounge and library. The center also has a small chapel, and will provide a place to send and receive letters and telephone mes­ sages. The Stella Maris Maritime Center is housed at 609 Governor Nicholls Tug Diplomat Joins SIU Manned interstate Fleet A 118-foot long boat has been added to the SlU-contracted fleet of Interstate Oil Transport (lOT). The boat is the Diplomat. Ac­ quired this year by lOT, the boat was built in 1978 and was formerly known as the Lampco VI. She's 195 gross tons and has a beam of 34 feet. Her work area will be the Delaware Bay and River and other parts of the East Coast. The Diplomat will be towing the tank barge Interstate 138. This barge holds 130,000 barrels of oil. Since the barge is not quite ready. in the .y......v. Vvvt*. J./'V Street. The building, a former recreational center for French Quarter youths built in 1948, was recently renovated at a cost of $350,000. The man primarily responsible for the center's opening is the Rev. Don­ ald F. Grady who serves as director and rector at Stella Maris. Father Grady is no stranger to the needs of seamen, having served as port chaplain in Boston and Portland, Me. before coming to New Orleans three years ago to serve as chaplain for the Archdiocese of New Orleans Apostle of the Sea. The new center will offer space for clergy of a number of religions to hold services including the Greek Orthodox and Dutch Reformed churches, as well as the Roman Catholic Church. The operation of the center will be overseen by Col. Jack R. Booth, USAF, (Retired) which will be served by a staff of five. Volunteers are also expected to help the center provide its valuable service to seamen. Alcoholism is a disease. IIIIIIIIIIIIIIIIIIIIIIIIIMIIIIIIIIII It can be treated. Kenny Guthv relief captain, sailed the tug Diplomat (lOT) from Iron Works Shipyard at Algiers, La. 1 •• August 1979 / LOG / 13 T-ir �SS President Hoover At Sea y Ashore San Francisco A winning combination of six lookouts aloft, alert Seafarers at the rail, a curious radio operator and a brilliant feat of seamanship by the 40-year veteran captain of the containership SS Transchamplain (Matson) all helped the ship's 3rd mate survive a million-to-one shot chance—to be picked up afloat alone in the middle of the shark-infested Pacific Ocean. By rights, 3rd Mate Gudmundur "Lucky" Sivertsen, 60, should be in Davy Jones' Locker today a couple of hundred miles off Guam Is. Instead, after he was reported missing overboard an hour later and 26 to 27 miles away from the ship by the vessel's radio operator—who had seen the mate clad in his underwear and socks on deck early in the afternoon of July 25—did Capt. Elmer Gibbons, 64, sound the alarm and count the crew on the stern. Despite wind, currents and choppy seas which lowered the rescue odds against spotting a man's head in the water, the master maneuvered the 523-foot, 7,674 gross ton converted tanker into a "Williamson Turn" looping turnabout "which puts the ship right back (along her course track) into a reciprocal, riding in her own wake. "I ordered the ship searched and every available man (six) aloft as lookouts," the captain said. Then "I notified the Coast Guard at Guam (the ship was about a half day out of Guam enroute to Oakland). They had a plane over us just about the time we reached the man. "I couldn't calculate the odds against finding him . . . The water temperature was 86 degrees. Suddenly there were six of the men all hollering at once 'There he is.' "And there he was floating on his back which is best not to attract the sharks. We got a boat over to him and got him aboard but we had trouble getting the boat back because of the seas. "We treated him for sunburn, then let him sleep through the night. He was a bit sick from all the sea water he'd swallowed, but he was back on duty the next day." "Lucky" Sivertsen. ST Columbia The ST Columbia (Ogden Marine) sailed up to the Lake Superior port of Duluth, Minn, early last month to payoff and pickup a cargo of grain for delivery in Tunisia, North Africa. However, a grain millers strike there halted all loading of grain aboard ship. So the crew was sent home and the vessel tied up. No end is in sight for the end of the beef. A4/V Lionheart The Coast Guard has given the nod to extend use of the Mj V Lionheart by Coordinated Caribbean Transport as a temporary U.S. flag vessel, so she can continue her voyages to Ecuador until Oct. 31. She is manned by SIU members. By then, CCT expects to have integrated tug barges available so the Lionheart could be withdrawn. The former PFEL ship, the renamed SS President Hoover (American President Line) has returned to the trans-Pacific run. Her sisterships, the ex-PFEL ships, SS President Grant and the SS President Tyler (both APL) will go into service soon. Southern Thailand Armed stowaways aboard an oil tanker heading for here escaped with 2,000 gallons of diesel fuel in what Thai security and oil officials called the only known hijacking of an oil tanker. Philadelphia Container handling in this port increased by 22 percent in the first four months of this year. About 51,700 containers were moved. The rise is partly attributed to the long tugboat strike in the port of New York, ST Cove Engineer Late this month, the ST Cove Engineer (Cove Shipping) will haul for the MSC 10,000 tons of special fuel from the port of Norfolk to the U.S. Navy's base in Guantanamo Bay, Cuba. Soviet Union The Soviets have already bought almost 8-million metric tons of U.S. grain for delivery during the fourth year of the five-year U.S.-U.S.S.R. grains agreement, says U.S. Secretary of Agriculture Bob Bergland. The agreement ends on Sept. 30, 1981 but Russia wants to modify the treaty so she can buy more corn. Somalia and Mauritius Is. American ships will carry half of the 32,700 metric tons of U.S. grains worth $10.7 million sold to Somalia, East Africa during fiscal 1979 under U.S. Public Law 480. Our ships will also carry half of the 10,000 metric tons of U.S. rice worth $2.8 million sold to the Mauritius Is. in the Indian Ocean by Sept. 30 under the above law. Alaska's North Slope Alaskan crude oil could flow in two years to the Upper Midwest, East and the West as the National Governors Assn. last month unanimously backed a Northern Tier Pipeline Co.'s plan to build a 1,500-mile line from Port Angeles, Wash, to Clearbrook, Minn, with connections to Buffalo, N.Y., Denver, Colo., and Salt Lake City, Utah. The line could move 700,000 to 933,000 barrels daily. Secretary of Interior Cecil Andrus will submit recommendations on the plan to the White House by mid-October for the President's decision. Chester, Pa. Puerto Rico Maritime Shipping Authority's (PRMSA) R/O R/O trailership the Ponce will be converted for a 40 percent more carrying capacity at the Sun Shipyard here at a cost of $29 million. It should be completed in 18 months after start of conversion. A 90-foot midbody, spar deck and new boilers will be added, allowing stowage of 390 40-foot trailers and 126 autos. WICC Maryland The 265,000 dwt VLCC Maryland (lOM) starting in the middle of this month will make six voyages in the Alaska North Slope to Panama Canal oil trade during the next six months. She is the lone subsidybuilt U.S. tanker on the run now. Tobago, W.I. A Greek-flag supertanker, the 292,666 dwt VLCC Atlantic Empress, which collided with the Liberian-flag supertanker, the 210,257 dwt VLCC Aegean Captain late last month off Trinidad, sank in flames off this island early in August. The crash generated the "world's biggest oil spill" from tankers. However, the Aegean Captain survived. 14 / LOG / August 1979 To crew U.S.-flag ships today, you've got to keep up with technology. So keep your job secure. Learn shipboard automa­ tion. Take the automation course at HLS. It starts Nov. 12. To enroll, contact your SIU Representative or mail the applica­ tion in this issue of the Log to HLS. �President Carter took a week long trip down the Mississippi River on the beautiful Delta Queen, a paddle wheel steam boat manned by SlU members. Accompanying him were his wife Rosalyn and his daughter Amy. The trip was described by Jody Powell, Carter's press secretary, as being a "working-vacation". When asked what that meant, Powell noted that Carter had devoted much of his time to informing the Ameri­ can public on the epergy crisis. The Delta Queen is one of two overnight passenger steam boatsstill in existence. The other boat, the Mississippi Queen, also is manned by SIU members. The week-long excursion was described as being "pleasant". The Carters remained onboard the 188 passenger vessel overnight each night and spent their days relaxing with the other tourists who signed up for the regularly scheduled voyage. The riverboat made scheduled stops in Iowa, Wisconsin and Missouri. There had been some controversy prior to the start of the trip as to proposed restrictions on photographers assigned to covering the President. But that was settled amicably. Reactions from the crew are not Throngs of supporters greeted the President just about wherever SlU-manned Delta Queen tied up along the Mississippi. yet available. Carter and Family Take Trek on Delta Queen More Power to Eddie Gilabert, New Mechanical Engineer When Edward Gilabert was very young he used to go with his father, recently'-retired Seafarer Ventura Gilabert, down to Port Elizabeth. Eddie remembers being awed by the huge cranes and unloading booms aboard the container ships his father shipped on as AB. And though his desire to go to sea like his dad faded with time his fascination with things mechanical persisted. So when Eddie won the SIU's four year, $10,000 college scholar­ ship in 1975, his choice of the mechanical course at Polytechnic Institute in Brooklyn, N. Y. was a natural. With his college training com­ pleted this past June, young Gilabert is ready to start his mechanical engineering career with a job at American Electric Power, "The company is a big electric utility which has both coal burning and nuclear power plants," Eddie ex­ plains. "Ill be working as a designer in the boiler section doing piping and steam analysis. "Power is a big thing right now," he remarked, "and I want to get in on the ground floor of the move to develop a more efficient coal burn­ ing process." Though Eddie is sure he's made the right career choice, he's not sure whether heU stay with the mechan­ ical side of engineering or move to management. So he's spending the time between college graduation and the first day of work in September likes skiing. Another hobby is building wooden models of—what else ships. Eddie said his father was "all for" his plan to become a mechanical engineer. "And my dad was very proud that my grades from high school were good enough to receive the SIU's scholarship." "The scholarship was truly a blessing," Eddie added. "I don't know if 1 could have reached the status I'm at now without it." Seafarer Ventura Gilabert retired last year at the age of 65 after 30 years as an SIU member. Born in Spain, Pensioner Gilabert has been taking it easy at his Brooklyn home since his retirement. The SIU wishes both father and son the best of luck in the years ahead. American Heritage Committee Eddie Gilabert taking a couple of courses in management. He also plans to continue his schooling and get a Masters degree. But whether he opts for a Masters in Mechnical Engineering or in Man­ agement depends on which direction his job takes. "I have a very practical outlook towards the future," Eddie said. "I love the technical side of engineer­ ing but I know the real money is in management." Gilabert spends his free time both playing and watching sports. He played intramural baseball and basketball in college and . he also At a payoff early this month at Stapleton Anchorage, S.I. N.Y. are Patrolman Teddy Babkowski (seated left) and the Ship's committee of the VLC American Heritage (Apex Marine). Seated (I. to r.) are Recertified Bosun Ray Todd, ship's chairman and AB Willie Butts, deck delegate. Standing (I. to r.) are Chief Cook Ted Aldridge, steward delegate: Chief Steward Marvin Deloatch, secretary-reporter; QMED Doug Laughlin, engine delegate and Chief Pumpman Glenn Watson, educational director. August 1979 / LOG / 15 �1 An HLS Entry Grad in '76, He's Now a Pilot on the Dixie Rebel SIU Boatman John Norris, who is 23 years old, works as a pilot for Dixie Carriers as a result of the Transportation Institute Towboat Operator Scholarship. "If it wasn't for the Scholarship Program," Boatman Norris said, "I wouldn't have gone for the license." Norris complimented "the good people handling the Pro­ gram at the Harry Lundeberg School in Piney Point, Md." He also pointed out that the Program's "boathandling time makes it easier when you get back on a boat." He noted that "in some places you can get a license in two weeks. But you have to pay for it. You don't get the experience you do at the School." Brother Norris is quite familiar with the Harry Lundeberg School. He was an entry trainee there in 1976. Before that, he worked at the School since he was living nearby. Boatman Norris plans to go back to HLS for the Celestial Navigation and Radar Courses. Boatman John Norris Norns also pointed out that the Scholarship Program gave him the flexibility to move from one company to another. When he entered the Program, he was sailing as a utility tankerman for National Marine. As a pilot for Dixie Carriers, Brother Norris works aboard the Dixie Rebel. The boat runs along the intracoastal canal from New Orleans to Houston. Born in Washington, D.C., Boatman Norris makes his home in Maryland. Maritime Overseas Holding Unclaimed Wages for 72 The Maritime Overseas Corpora­ tion has notified Union Head­ quarters that the company is holding unclaimed wages for a total of 72 Seafarers (as printed below). To receive these monies, a Sea­ farer should write to the following address: Paymaster, Maritime Over­ seas Corporation, 511 Fifth Ave., New York, N.Y. 10017. J. P. Sanchez W. F. McKinnon B. C. OToole J. Garrett Jr. C. J. Gallagher O. Gatlin Jr. J. M. Resthino S. Grader Wm. Watson J. Burk N. Battle P. L. Guerra F. Henry S. Wolfson C. Hargraves G. Moore J. Womack B. Hutchins Wm. Gray L. Smith J. McCoy P. Stevens P. Rodriguez D. Johnson H. J. Green R. Guerrera J. D. Gerretsen W. Bays B. A bad L. Judy 1. Roman J. McKenzie H. Thomas J. Williams J. Parrish J. Rounor The company requests the follow­ ing information from those claiming their wages: 1.) vessel/s upon which employed; 2.) rating/s sailed; 3.) dates employed; 4.) social security number. Following are the names of the 72 Seafarers who have unclaimed wages being held by the company: R. Schemm T. Luketich T. S. Crowley L. Philpoe R. Opper R. H. Clifford Arno Larsen T. L. Stanley S. Conner R. A. Hill 11 F. Moore H. Chamberlin B. Warren D. Fleming L. Thomas Geo. Rub G. Nickum J. Smith A. Cruzado H. Brass J. Greenfold L. Nelson R. Orano F. Reynolds J. P. Wimmer R. C. Mobley S. Yoicai S. Murray I. Jones J. Hardin F. Feliciano D. Gomez J. Recile T. Rios G. Peters R. Gorsu UPGRADING It builds your future It builds your security LNG—October 15, December 10 Diesels for QMED's—^November 26 QMED—October 1 FOWT—October 25, November 26 Reefer Maintenance—October 1 Welding—^November 12 AB—November 8 Automation—^November 12 Quartermaster—October 15 First Class Pilot—October 8 Steward—October 15, November 12, December 10 Chief Cook—October 29, December 10 Cook and Baker—October 29, December 10 Lifeboat—September 27, October 11,15; November 8,22; December 6,20 Tankerman—September 27, October 11,15; November 8»22; December 6,20 Steward Recertification—November 12 To enroll, see your SIU Representative or contact: Vocational Education Department Harry Lundeberg School Piney Point, Maryland 20674 Phone: (301)994-0010 (An upgrading application is in this issue of the Log. Fill it out and mail it today!) Notia to MeaAers Oa Job CMPntoAm When throwing in for woric during a job call at any SIU Hiring Hall, members must produce the following: • membership certificate • registration card • clinic card • seaman's papers INLAND ] UPGRADING It pays Do It Now! 16 / LOG / August 1979 -T--. m �f SlU Boot Victorious in 1979 Intl. Tug Roce C SlU Deckhand Michael Bencher was pretty confident before the race that he and the rest of the James Hannah's crew could bring their boat to victory. Turned out that confidence wasn't misplaced. SlU Deckhand Kevin Guild got a taste of what to expect from the weather and the river during pre-race warmup aboard the James Hannah. ,V You can't win 'em all—but that doesnt mean you have to like It. SlU Deckhand William Gregel helped bring the tug Maryland (Great Lakes Towing) to a third place finish In this year's race. But Gregel would have been happier duplicating the win the Maryland pulled off In 1977. ARRYING a swell of five to six feet behind her, the SIUcrewed tug James A. Hannah (Hannah Inland Waterways Co.) sped to a first place finish in the 1979 International tugboat Race in Detroit last month. The victory was. no surprise to the five hard-working SIU crew­ men aboard the tug. Deckhand Michael Bencher had confidently predicted, "we're going to win it!" during the pre-race warm-up. But crewmembers including SIU deckhands Bencher, Donald Radebaugh, DonFultz and Kevin Guild and cook Louis Travillian had to hustle to pull off the win. Competition from the field of 17 American and five Canadian tugs was stiff as the boats churned up a five mile stretch of the Detroit River traveling at about 15 mph. Another SlU-contracted tug, the Maryland (Great Lakes Towing) earned the third place trophy. And last year's race winner, the Barbara Ann, placed second. The annual tugboat race is the midway point in the week-long International Freedom Festival. Jointly sponsored by the cities of Detroit, Mich., and Windsor, Ontario, Canada, the Festival is a yearly tribute to the friendship and cooperation between the two North American neighbors. TJie Festival is now in its nineteenth year. But the tugboat races had to be suspended for seven years due to a lack of boats in the area. They were re;sumed in 1977 when the SlU-contracted tug Maryland won the cham­ pionship cup. American tugs are familiar with victory on the race course. Though Canadian boats cap­ tured the win in the first two On your mark!' Tugs wait for the starter's signal on the five-mlle stretch of the Detroit River which serves as the race course. .v.. • • What would have happened If...Would the outcome of the race have ^^eri any diffe em last year's race winner, the tug Barbara Ann (left) and this Canadian tug hadn t brushed together shortly after the start of the race? competitions, the International Tugboat Race has had an Ameri­ can winner ever since. The tugboat race increases in popularity every year, judging by the ever-increasing field of conV/C'IiipfWI'XVAVrAAkJ) testants and the size of the cheering crowds. This year, 160,000 spectators lined the riverbanks between Detroit and Windsor to root for the home­ town boys. 'i '• The Winner and champion of the 1 JameTX Hannah. The tugboat race draws American and Canadian competitors hundreds of thousands of spectators every year heading for their starting position. August 1979 / LOG / 17 �BSSS SIU Member Almost a Lawyer Recalls Tough Days Before SiU In 1938, I started working on non-union tugs and towboats which all went out of business and left me with nothing. In 1957 E. E. Saunders went out of business and I bounced from job to job, all non-union. Finally, I was lucky enough to land a union job on Sept. 15, 1964, with National Marine Service. I saw the company grow from roughly seven boats to the present 17 under the SIU banner, making more and better job opportunities for me every year that I was with them. Over the years my wife and I have had various illnesses and I can*t say how much the SIU and our Welfare Plan meant to us. Just last year when I was unfit for duty with a severe heart attack, my wife had to go into the hospital for major surgery. Since I wasn't working, I had no money coming in. The SIU picked up her bill to the tune of $2,854.00. Without it we would have been lost. Over the years I have received the best service in the world from the SIU. My only regret is that I didn't start with the SIU in 1938. From 1938 until 1957—some 19 years of my life—I received nothing. Brothers, you didn't get anything but a kick in the rear from non­ union companies. I only worked for National Marine approxi­ mately 13 years with roughly 10 years employment time. Now I am going to receive a deferred vested SIU pension. Along with my Social Security I can live on it. Compare 13 years with an SIU contracted company with 19 years non-union or elsewhere. I appreciate all the union has done for me, and send my best to all my old buddies out there I wish I could still work, but the doctors have put me in drydock. Brothers, we have the best, the SIU. In May 1975, I was awarded a $10,000 Seafarer's college scholarship. I halted my sailing career when I got the award. The scholarship has allowed me to continue in school for four years, and has given me freedom from financial need to earn the college grades necessary to be admitted to a good law school. During the four years since the award, I have completed college and two years of study at the College of Law of the University of Iowa. I will receive a Juris Doctor degree next year. I want to thank the SIU membership, the officials, and the Trustees of the Scholarship fund for making it possible to go from one year of high school to seven years of college. The education program of the SIU and in particular the "Charlie Logan Scholarship Program" is the finest anywhere. I hope that my experiencva with the program will encourage other Seafarers to take advantage of the educational opportunity we have in the SIU. I also hope they will help to eliminate any hesitation some may have because of age and previous lack of education. Fraternally, Danny McDonald, M-1495 Cedar Rapids, Iowa Sends Word of Thanks Many thanks to the SIU and the Seafarers Welfare Plan for the efficient way they handled my claim when I became disabled. It's been a privilege and pleasure to have sailed with this great Union. Fraternally, Arthur J. Heroux, Retired RFD, Hiram, Me. 04041 This QMED can count on great future. Sincerely and Fraternally, John Wise Pensacola, Fla. Welfare Plan Was Big Help I sincerely wish to thank everyone concerned, the Union and the Seafarers Welfare Plan for the quick and exceptional help they extended to me when my husband. Seafarer Willard Mask, became ill and then passed away. I realize only a thank you is not nearly enough but I will say it again, thanks to a wonderful Union and the Seafarers Welfare Plan. Sincerely, Mildred Mask Inglewood, Calif. Looking for CCC Alumni Many of us wondered what happened to the three million men who served in the Civilian Conservation Corps from 1933 to 1942. So last summer, some 500 former members of the CCC from 39 states met at the VFW hall in West Sacramento, Calif, and organized the National Association of. Civilian Conservation Corps Alumni to keep alive the memories and deeds of the CCC. I would appreciate hearing from any Log readers who may have worked in CCC projects. Fraternally, Jack Vincent 1709 Michigan West Sacramento, Calif. 95691 18 / LOG / August 1979 He knows diesel engines . . . He's ready for the diesel-powered ships that are coming off the ways. He's got job security for today and tomorrow. QMED s at HLS, Just take the diesel engines course for It starts November 26. Fill out the application in this issue of the Log and mail it to HLS. Sign up now! Contact HLS or your SIU Representative. 1 �Vdcafioning Congress Leaves Plenty on the Burner W HEN the dog days of summer turn the nation's cities into sweltering sweat boxes, Congress gets busy—packing. As the sun rises on the first week of August, the corridors of Congress are about as populated as Death Valley. This year, our Representatives and Senators, taking the fastest way out of Washington, have left critically important legislation pending in their wake. The President's sweeping en­ ergy platform, the nation's num­ ber one topic of conversation a month ago, .now gathers dust in House and Senate committee rooms. Another energy bill, one which would effectively prohibit the export of Alaskan oil, was passed by the Senate last month. Similar legislation is still pending in the House. But current restrictions on Alaskan oil exports end Sept. 30. So, if the House does not vote almost immediately on this measure when they get back from vacation, the resulting delay could push past the cut-off date. That could leave the oil com­ panies free to export Alaskan crude to Japan and bring in foreign replacement supplies. Such a swap would deprive American consumers of the largest domestic oil reserve our nation possesses. And since both ends of an Alaskan oil swap would have a foreign link, the crude could be shipped in and out of the U.S. on foreign-flag tankers. Carter's energy program and the question of Alaskan oil are both, fundamentally, consumer issues which touch on U.S. maritime. But there are other bills still waiting for Congress­ ional action which have a direct and important bearing on the U.S. merchant fleet. The Maritime Appropriations Authorizations Act for FY 1980, passed in two different versions by the House and Senate, needs action by a joint conference committee. Maritime funding is LOG Ofliciol Publkolion of the Seoforeri International Union of North America, Atlantic, Gulf, lakes and Inland Waters District, AFl-CIO Auaust. 1979 Vol. 41, No. 8 Executive Board Paul Hall President Frank Drozak Joe DiGiorgio Executive Vice President Secretary- Treasurer luiiomfssl James Gannon Cal Tanner Vice President 389 Editor Mike Gillen Edra Ziesk Assistant Editor Assistant Editor Max Siegel Hall Homaj Marietta Homayonpour Assistant Editor Assistant Editor Dennis Lundy Frank Cianciotti Photography \ Writer! Photographer 1 t Ray Bouroius Assistant Editor Don Rotan West Coast Associate Editor Marie Kosciusko Administrative Assistant George Vana ProductionjArt Director Published monthiv by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters PublishedAFLAve., Brooklyn,,^ N Y 11232 Tei 499-^ Second class postage District, paid at Brooklyn,'N.Y. (ISSN #0160-2047) the only major budgetary item which has yet to be sent to the President for signature. An Ocean Mining bill which includes crucial job provisions for U.S. seamen is another example. The legislation would require that mining and process­ ing vessels, as well as at least one ore transportation vessel per mining site, be U.S.-flag. But the bill has a long way to go in the Senate and an even longer trip in the House where it still has to clear two committees before it can be voted. The snail's pace at which key maritime bills move through Congress brings home, once again, the vital importance of developing a cohesive, U.S. maritime policy. While the maritime-related bills now before Congress are important, each must make its own way through parlimentary procedure. Each separate bill takes its chances before commit­ tee after committee with no assurance of passage in the end. We need a government policy committed to revitalizing the sagging American-flag fleet. A policy that restores the U.S. merchant marine to both a viable commercial and national defense capability. Formulation of such a policy is as much our responsibility as merchant seamen and as Ameri­ can citizens, as it is the respon­ sibility of our legislators. The SIU works day after day in Washington on behalf of the interests of the membership. Those activities are important. But they're no substitute for a little pressure from the people who count the most with elected representatives—their voting constituents. Every postcard, every letter, every telegram from an SIU member to his Congressmen and Senators makes a difference. And a letter signed by an entire crew of a U.S.-flag merchant vessel carries that much more clout. We can rail at Congress all we want for abandoning Washing­ ton with so much critical business left untended. But when it comes right down to it, the responsibil­ ity for rousing them to action on a U.S. maritime policy is ours. August 1979 / LOG / 19 '"' J i'-yl!- �... Freddie Goethe Richard Daly Dutch Keeffer WW • ( ( / " 9- V ^ > •" ;> ••• -• •IVA '^U " •»- Gary L. Hoover Doyle Ellette William Davis BOSUN RECERTIFICATION PROGRAM .'-/riV- X Jose A. Martinez i HE second of three ^osun Recertification classes to be held this year got underway Aug. 6 at the Harry Lundeberg School. The 12 bosuns in the Program will spend a month at the HLS in Piney Point, Md. and a month in Union Headquarters. In January 1979 the Seafarers Appeals Board reinstituted the Bosun Recertification Program for three classes to be held in 1979. The SAB temporarily suspended the Recertification Program in June 1976. At that time 402 bosuns had been recertified. Since then, because of retirement, death, or other reasons the need has arisen for more recertified bosuns. Twelve bosuns went through the first class which ran from May 7 to June 30. The second class runs until early October, and the third class will go from Oct. ^ through Nov. 30. This Program is essential because of the important role that the bosun plays aboard ship. He's the top unlicensed man in the deck department. He is also the Union's representative aboard ship. In both these jobs the bosun must be well informed in order to do his work in the best possible manner. With the new technology aboard many of the SlU's contracted vessels, it's important for the bosun to be up-todate on these shipboard changes. Also, as the Union's ship's chairman it's essential that the bosun be knowledgeable about today's maritime industry. He can then pass on his information to his Union brothers. In this way—through a more educated membership—the Union grows in strength. Photos of the 12 bosuns in this class are carried on these two pages. T The second of three classes of the Union's Bosuns Recertification Program to be held this year started at the Harry Lundeberg School in Piney Point, IVId. on Aug. 6. The 12 SlU bosuns participate in a variety of training sessions which help them fulfill their crucial shipboard roles as ship's chairmen. HLS Director of Vocational Education Charlie Nalen (standing) leads a discussion with the 12 bosuns on how to conduct a shipboard Union meeting. August 1979 / LOG / 21 20 / LOG / August 1979 -w �SIU Adantic, Gulf, Lakes & Inland Waters United Industrial Workers of North America PRESIDENT • Paul Hail SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENT Cal Tanner HEADQUARTERS 675 4 Ave., Bkiyn. 11232 (212) HY 9-66U0 JULY 1-31, 1979 nOTAL REGISTERED All Groups Class A Class B Class C Port ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 11 121 9 30 26 11 34 77 33 53 21 49 27 64 7 1 574 5 54 2 6 6 15 6 19 8 10 8 9 0 18 0 0 166 2 11 0 5 7 4 0 10 4 3 2 12 1 6 0 1 68 Port 8 90 5 28 28 5 27 67 34 44 8 32 21 72 9 0 478 1 85 4 7 12 10 4 46 17 11 2 14 5 45 12 1 276 1 13 1 4 3 7 0 10 2 7 1 15 3 10 0 1 78 11 166 16 36 19 18 30 129 54 72 49 65 18 90 0 2 775 6 45 3 8 9 7 6 25 13 10 15 11 2 19 0 0 179 1 6 0 2 8 3 2 9 2 4 10 20 0 12 0 1 80 3 132 14 32 21 10 31 114 39 51 18 43 16 72 0 1 597 5 48 4 19 5 2 4 32 11 13 8 12 2 20 0 0 185 1 6 0 1 4 1 0^ 0 2 1 7 3 0 8 0 1 35 3 63 4 20 16 11 20 54 27 30 14 16 12 54 0 0 344 0 26 2 5 4 2 2 5 3 4 4 3 3 5 0 0 68 2 5 1 0 0 2 0 2 1 4 7 5 1 7 0 0 37 . 11 182 30 34 25 13 20 69 41 33 35 43 23 62 0 1 622 3 191 2 33 13 6 3 43 17 39 101 49 8 37 0 2 547 1,054 699 ENGINE DEPARTMENT Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle PuertoRico Houston Piney Point Yokohama Totals 1 103 9 24 24 10 18 52 34 47 11 28 11 57 0 0 429 2 47 3 12 5 4 6 23 10 13 4 10 2 18 0 0 159 1 5 1 0 8 0 0 3 3 3 4 3 0 9 0 1 41 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokbhama Totals TOTALSHIPPED All Groups Class A Class 8 Class C 0 87 9 16 20 5 13 37 17 42 0 22 11 50 2 0 331 2 69 5 5 9 6 10 20 12 13 3 9 6 32 1 0 202 0 5 1 0 3 5 0 2 3 2 0 4 1 16 0 0 42 STEWARD DEPARTMENT • 3 50 2 12 11 7 13 30 20 24 11 15 6 30 3 0 237 0 21 3 5 2 2 0 5 3 5 2 1 3 3 4 0 59 1 3 2 0 1 0 0 0 0 4 4 5 0 1 0 0 21 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals Totals All Departments 2 64 4 14 11 4 8 28 12 24 0 16 10 45 3 0 245 3 52 7 7 5 1 4 20 18 9 2 5 5 22 22 0 182 0 5 2 1 3 3 3 4 1 16 2 10 2 18 0 0 70 ENTRY DEPARTMENT 2 30 2 12 5 2 5 20 7 21 1 17 8 19 4 0 155 5 133 21 24 32 11 10 51 32 22 12 33 14 55 29 1 485 1 73 0 18 11 12 2 19 6 32 32 29 4 29 0 1 269 0 0 0 2 ^0 5 20 3 3 9 37 15 32 7 16 15 16 0 1 221 1,395 869 399 1,054 660 190 1,937 •"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. 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.V 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 Medical Arts Building 324 W. Superior St. 55802 (218) RA 2-4110 FRANKFORT, Mich HOUSTON, Tex JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, NJ. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. . .2604 S. 4 St. 19148 (215) 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) 725-6960 SEATTLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 sr. 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. 408 Avalon Blvd. 90744 YOKOHAMA, Japan Yokohama Port P.O. (213) 549-4000 P.O. Box 429 5-6 Nihon Ohdori Naka-Ku 231-91 201-7935 West Coast Stewards Halls HONOLULLI, Hawaii ... 707 Alakea St. 96813 (808) 537-5714 PORTLAND. Or Shipping remained extremely good last month in virtually all ports as a total of 1,904 Seafarers shipped through SIU Halls to SlU-contracted deep sea vessels. It's important to note that only 1,054 of these jobs were taken by "A" seniority people. Shipping has been good to excellent for deep sea SIU members for several years now. And the outlook for the future is more of the same. It all means one very important thing for SIU members—job security. P.O. Box D 415 Main St. 49635 (616) 352-4441 1221 Pierce St. 77002 (713) 659-5152 421 S.W. 5fh Ave. 97204 (503) 227-7993 WILMINGTON, Ca. . . 408 Avalon Blvd. 90744 1213) 549-4000 SAN FRANCISCO, Ca. 350 Fremont St. 94105 (415) 543-5855 22 / LOG / August 1979 ./J' ii �Great Lakes Launched this month was the 58,000-ton tanker bai^Hannah 580J (Hannah Marine) at the Equitable Shipyards, Madisonville, La. ' The 350-foot long barge has a molded beam of 60 feet. She'll carry petroleum and chemical products. She also has a double hull and has 10 tanks to hold up to three different segregated cargoes. Tennessee-Tombigbee Waterway Piney Point Contract negotiations were underway at the Steuart Petroleum Co. The contract expired on Aug. 1. The Log will run a complete rundown on the contract when it is wrapped up. Norfolk Negotiations are continuing on contracts at both the Cape Fear Towing Co. and the Stone Towing Co. both of Wilmington, N.C. SIU representatives from Norfolk are handling the negotiations. Contract negotiations were progressing at the newly-organized Swann Launch Co. here. New Orleans Crescent Towing here has added two more modern harbor tugs fullyreconditioned to its fleet of 17 to service the lower Mississippi River from Southwest Pass to Baton Rouge, La. The tugs Terence J. Smith and the Marion Smith will sail from Algiers Point, New Orleans. Set to sail this month, the 350-ton tug Marion Smith measures 106 feet powered by a 2,400 h.p., 16 cylinder HMD diesel engine. Six of the Crescent tugs are in this power range. In December, the 450-ton tug Terence J. Smith will go into service. She measures 119 feet with a 4,000 h.p. 16 cylinder GE diesel. Baltimore Docking two ships a week at the Cove Pt., Md., LNG facility is the busy Tug Cape Henry (Curtis Bay). Foes of the Tennessee-Tombigbee Waterway lost another round in court last month to stall further construction. Their injunction was denied by Federal Judge William Keady who ruled: "The granting of an injunction at this stage in the litigation would cause an immediate stoppage of work on a project of widespread importance." Recently the U.S. Senate okayed more funding for the project pending U.S. House of Representatives' approval. Illinois River Modern day pirates along the Illinois River in northeast Oklahoma are kicking up a storm in the water. Resort owners along the river report that the pirates push logs and stumps into the river, then hide along the tree-lined banks until canoeists crash into the flotsam and overturn. With that they dive in to grab cameras, camping gear, ioe chests, wallets, watches and any other valuables that fall from the canoes. U.S. Inland Waterway System A Mid-America ports study says the volume of cargo on the nation's 15,000 miles of inland waterways will double by the year 2000, requiring the building of 1,000 new cargo-handling facilities like docks and terminals worth $9.5 billion. Lake Pontchartrain A new towboat, the Angela M is on charter to Radcliff Materials this month for use on Lake Pontchartrain. The red, white and blue towboat was built by Gulf Outlet Marine Repair Service, New Orleans. She measures 60 feet long, holds 8,.000 gallons of fuel for a pair of GM diesel engines putting out 800 hp. She also has two 40-ton 10 hp hydroelectric deck winches. C.G. Answers Court Case Charging Incompetency The Coast Guard has filed a legal • allowing U.S.-flag vessels to rebuttal to the SIU's charges that sail undermanned, making even they have inadequately enforced routine maintenance of a vessel U.S. vessel inspection and safety difficult. In addition, insufficient manning forces seamen to work laws. "unreasonable amounts of over­ The Union's charges were spelled ' out in a 52-page lawsuit filed in U.S. time," and creates crew shortages in District Court on May 31, 1979. In case of emergency, injury or death. addition to the Coast Guard, the suit • failure to enforce the 3-watch named several other government standard required by law aboard all agencies for failing to act "in deep sea merchant vessels and the 2accordance with their Congressional watch standard required on tugs and mandate to promote the safety of life barges on voyages of less than 600 and property at sea." miles; Cited as defendants along with the • allowing unsafe and unhealthy Coast Guard were: Secretary of working conditions aboard U.S. Transportation Brock Adams; vessels, including excessive noise Coast Guard Commandant Admiral levels, offensive odors and fumes, John B. Hayes; Secretary of Labor unsafe cleaning equipment and Raymond Marshall; Secretary of inadequate fresh air breathing HEW Joseph Califano, and U.S. ' apparatus used for tank cleaning; Surgeon General Julius Richmond. • allowing some American ves­ The co-defendants rebuttal, filed sels to sail with crew quarters which on their joint behalf by a federally are improperly ventilated, in an appointed attorney, sets the stage unclean and unsanitary condition for what promises to be a long legal and not equipped with proper battle. plumbing; Right now, legal counsel for the • allowing some U.S. vessels to SIU has begun the lenthy process of skirt compliance with many of the compiling proof in the form of safety requirements of vessel in­ documents and expert opinions to spection and certification laws. substantiate the point-by-point Though the Coast Guard and charges against the Coast Guard. other government agencies named in Those charges include: the lawsuit have been notified by the SIU time and again of these and other health and safety hazards to U.S. seamen, little has been done to correct them. The Union therefore saw no choice but to seek a Court order stating that all U.S.-registered vessels must be "seaworthy and fit for navigation and that working conditions and equipment be safe and fit for intended use." In addition, the SIU wants the Court to compel the Coast Guard to "take all necessary measures to ensure the effective enforcement" of U.S. health and safety laws. Because of the far-reaching and complicated nature of the Union's charges and the Coast Guard's rebuttal, a final ruling on the case could be as long as two years away. The Log will keep SIU members informed of all developments as they occur. Notke to Members On Shipping Protethire When throwing in for work dur­ ing a job call at any SIU Hiring Hall, members must produce the following: • membership certificate • registration card • clinic card • seaman's papers • 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 he given to all seamen who possess [Jfeboatman 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." SECURITY IN UNITY August 1979 / LOG / 23 �Robert Wayne Scrivens John Nathan Stephen K. Thompson Seafarer Robert Wayne Scrivens, 21, graduated from the Harry Lundeberg School of Seamanship En­ try Trainee Pro­ gram in 1976. He upgraded to FOWT there the next year. Brother Scrivens has his lifeboat, firefighting and cardio-pulmonary resuscitation endorsements. He has sailed as a ship's delegate. Born in New Or­ leans, he lives and ships out of that port. Seafarer John Nathan, 20, graduated in 1975 from the Lundeberg School. There he earned his GEO jp. diploma and ^ upgraded to firemanwatertender in 1978. Brother Nathan has the lifeboat, firefighting and cardio-pulmonary resuscitation endorsements. Born in Plymouth, Mass., he lives in Middletown, N. J. and ships out of the port of New York. Seafarer Stephen K. Thompson, 27, began sailing with the Union in 1974 follow­ ing his gradua­ tion from Piney Point. He up­ graded to AB there in 1977. Brother Thompson has his lifeboat, firefighting and cardio-pulmonary resuscitation tickets. He resides in Baltimore and ships out of that port city. Don Bousson Mark Downey Seafarer Larry A. Barker Mark Downey, 27, started sail­ Seafarer ing with the SIU Larry A. Barker, in 1968 as an OS 26, graduated (now AB) from from the HLS his birthplace Entry Trainee and present Program in shipping out 1971. He up­ port. New Or­ graded to fire^ man-water- leans. Brother Downey after a sixtender there. year hitch with the U.S. Navy during Brother Barker has his lifeboat, the Vietnam War as a 2nd class mine cardio-pulmonary resuscitation and man at the Navy's Ammunition firefight.r.g tickets. A resident of Depot, Earle, N. J., where he helped Covington, La., he ships out of the to set up and fire the fireworks for New York's Bicentennial "Opera­ port of New York. tion Sail." He has a state pyro­ technic license. He has the lifeboat, Vincent P, Carrao firefighting and cardio-pulmonary Seafarer resuscitation tickets from HLSS. Vincent P. Car­ rao, 23, grad­ Joseph F. Cosentino uated from the Seafarer HLS Trainee Joseph F. Co­ Program in 1977. In 1978, he sentino, 26, upgraded to firegraduated from m a n - wa t e r the HLSS in tender. He hopes 1975. He up­ to get his QMED rating soon. Bro­ graded to AB ther Carrao has the lifeboat, fire­ there in 1978. fighting cardio-pulmonary resusci­ And he has the tation tickets and has taken the LNG lifeboat, fire­ Safety Course. A native of Brook­ fighting and cardio-pulmonary lyn, N. Y., he lives there and ships resuscitation tickets. A native of out of the port of New York. Baltimore, he sails out of that port. i Rooney Pence Seafarer Rooney Pence, 23, started sail­ ing with the SIU in 1974 after graduating from the HLS. He l\ upgraded to ^||^f i r e m a n watertender there in 1977. Brother Pence has his lifeboat, firefighting and cardio­ pulmonary resuscitation endorse­ ments. Born in Houston, he ships out of that port. Seafarer Don Bousson, 25, graduated from Piney Point in 1977. The next year he upgraded to AB and took LNG training there. He has sailed on the LNG El Paso Southern and LNG Xrzew (both El Paso Marine). Brother Bousson has the first aid, lifeboat, firefighting and cardio­ pulmonary resuscitation endorse­ ments. He ships out of the port of New York. Thomas Redes Gary Cellamare Seafarer Gary Cellamare, 24, graduated from the Lunde­ berg School in 1977. Brother Cellamare got his FOWT rat­ ing in 1978. He igot his LNG endorsement, sailing on the LNG Aquarius (Energy Transportation). Next year he hopes to get his QMED rating. He has his lifeboat, firefight­ ing and cardio-pulmonary resuscita­ tion tickets. He lives in and ships from the port of New York. Seafarer Thomas Redes, 24, is a 1977 HLSS Entry Irainee grad­ uate. The next year he upgrad­ ed there to AB. Brother Redes ' also completed the LNG Course there sailing on the LNG Leo (Energy Transportation) maiden voyage out of Quincy, Mass. He has lifeboat, firefighting, cardio­ pulmonary resuscitation, first aid and tankerman endorsements. A resident of Long Island, N. Y., he ships out of the port of New York. A MESSAGE FROM YOUR UNION I CM ^ MAWie /ri NAKCOTIC^ ARE FOR LOiEf^S • /F CAU6Fr you LOSE YOUfiPAPEFS POP UPE/ • THINK ABOUT/r/ 24 / LOG / Augus11979 % 4 • • cm,'.. ' \ '""'Vr • , ' -""if' • �Apply Now for an HLSS Upgrading Course! HARRY LUNDEBERO SCHOOL UPGRADING APPLICATION (Please Print) Name. Date of Birth. (Last) (First) (Middle) Mo./Dav'Year Address. (Street) Telephone. (City) (State) (Zip code) Deepsea Member • Inland Waters Member Q Book Number Port Presently Registered ln_ Port Issued Endorsement! s) or License Now Held Social Security Entry Program; From, Lakes Member • Seniority. Date Book Was Issued. Piney Point Graduate: • Yes (Area code) No • (if yes, fillin below) to (dates attended) Upgrading Program: From Endorsement(s) or License Received to. (dates attended) Do you hold a letter of completion for Lifeboat: Q Yes No Firefighting: • Yes No • Dates Available for Training I Am Interested in the Following Course{s). • Tankerman - n AB 12 Months • AB Unlimited AB Tugs & Tows n rn AB Great Lakes n Quartermaster • Towboat Operator Western Rivers • Towboat Operator Inland 1 i Towboat Operator Not More than 200 Miles Towboat Operator (Over 200 Miles) Master • Mate • Pilot n u STFWARD ENGINE DECK • • • • n • • • u • u FWT • Oiler OMED - Any Rating Others Marine Electrical Maintenance Pumproom Maintenance and Operation Automation Maintenance of Shipboard Refrigeration Systems Diesel Engines Assistant Engineer (Uninspected Motor Vessel) Chief Bigineer (Uninspected Motor Vessel) (~1 r~1 • • • Assistant Cook Cook & Baker Chief Cook Steward Towboat inland Cook ALL DEPARTMENTS • U • • • LNG LNG Safety Welding Lifeboatman Fire Fighting RECORD OF EMPLOYMENT TIME —(Show only amount needed to upgrade in rating noted above or attach letter of se-^vice, whichever is applicable.) VESSEL SIGNATURE RATING HELD DATE SHIPPED DATE OF DISCHARGE DATE RETURN COMPLETED APPLICATION TO: LUNDEBERG UPGRADING CENTER, PINEY POINT, MD. 20674 L August 1979 / LOG / 25 �rt/a ,;.sr»rv, »-t- -J.t» The Lakes Picture Frankfort Repair work has begun on the Arthur K. Atkinson, Michigan Interstate Railway Co.'s car ferry which has been inactive since 1974, The car ferry's shaft has been removed and is being sent out for repairs in Philadelphia. When repairs are completed, the shaft will be reinstalled in the Atkinson and the vessel will then be sent to the shipyard in Frankfort for hull work. The renovation is being funded through a joint grant from the states of Michigan and Wisconsin. The Atkinson is expected to return to service by the end of the year. Shell join the SIUcontracted company's two active car ferries, the City of Milwaukee and the Viking, which are currently making runs to Kewaunee and Manitowc. Duluth A strike by Local 118 of the American Federation of Grain Millers has kept all grain ships tied up at the port of Duluth for the past four weeks. SlU-crewed Kinsman Lines vessels, normally used for grain carriage, have been hauling ore during the strike. The grain millers are striking most of the grain elevators in Duluth. The Duluth Port Authority has reported that waterborne cargo moving through the twin ports of Duluth-Superior for the 1979 shipping season through June 30 were 6 percent above last year's totals. Movement of general cargo was up by about 15,000 tons over last year. That increase is attributed to a larger number of government generated PL-480 shipments to developing nations. Algonac Shipbuilding Co., and the Wisconsin Department of Transportation, held their first meeting in Lansing, Mich., on July 27. The group's primary function is to examine the feasibility of a proposed tug/barge operation on the Lakes and to recommend any construction changes for the proposed tug and barges before construction begins. The Task Force has until Jan. 2, 1980 to complete their report. * » » American Steamship Co.'s 72-year-old steamer Joseph S. Young has been sold for scrap. She's been inactive for the past two years. Negotiations are still under way with the railroad which operates the SlU-manned car ferry Chief Wawatam. SlU reps expect the talks to be wrapped up by the end of August. The state of Michigan, which heavily subsidizes operation of the vessel, has authorized a study on the cost of converting her from coal to diesel. The Chief Wawatam in operation for 68 years, is the last hand bomber on the Great Lakes. Chicago The House Merchant Marine & Fisheries Committee, chaired by Rep. John Murphy (D-N.Y.) held oversight hearings in Chicago last month on the problems confronting Great Lakes ports. Port and shipping officials as well as government representatives testified on the need for increased U.S.-flag service on the Lakes and called for more federal subsidy money for the region. Rear Adm. Roy F. Hoffman, municipal director of the port of Milwaukee, told the Committee that "U.S.-flag operators on the Great Lakes have received only one percent of the operating differential subsidy doled out to subsidized American steamship lines." Mayor Jane Byrne of Chicago said, "it is a national scandal that our country does not utilize this great means to conserve energy and transport products efficiently." The Chicago mayor charged Congress with the responsibility of implementing a program to assure "substantial usage of the Great Lakes by U.S. carriers." Mayor Byrne, and many others who testified during the hearings, endorsed the shipping season extension program. Another point which was brought up was the need to end railroad rate structures which discriminate against Great Lake ports. (NOTE: Some of the information on the Chicago oversight hearings was sent to the Log by Seafarer Paul J. Franco, who was shipping as steward aboard the Willamette (Ogden Marine). We thank Brother Franco and remind all Lakes Seafarers that the Log appreciates any information they'd like to contribute.) Lawrence Seaway When Seafarer Alvin Wobser (above left) starts something, he sticks with it. Laker Wobser chose a seafaring career and stuck with it for 30 years. And when he took a job as a conveyorman aboard the SIUcontracted steamer John A. Kling (American Steamship) he stayed with her for 15 years. Brother Wobser retired under the SlU's Early Normal Pension last year. He recently returned to the Algonac Union hall to pick up his pension supplement check (which he became eligible for after working two additional full years—730 days of seatime—after qualifying for Early Normal Pension at age 55 with 20 years of seatime). Above, SlU Algonac Welfare administrator Dave Rebert (right) presents a check for $5,400.00 to Brother Wobser. SlU Algonac rep Jack Bluitt was named the Union's representative on the Tifg/Barge Task Force formed by the Michigan Department of Transportation. The Task Force, which also includes representatives from MEBA-Distwct 2, several railroads, the Upper Penninsula U.S. and Canadian Seaway officials have announced closing dates for ;he St. Lawrence Seaway and hew regulatory procedures governing the closing. The regulations, similar to those instituted last year, will be imposed to provide for an orderly end to the navigation season. Dec. 1 begins this year's 'closing period,'which will end when the last vessel transits the Seaway's Montreal-Lake Ontario section. Vessels must report for final transit at designated call-in points on the St. Lawrence River by Dec.15. Those vessels that miss the Dec. 15 cutoff will be allowed to transit the St. Lawrence River locks only if conditions permit. Late vessels will be rcquii-ed to pay penalties ranging from $20,000 to $80,000. A new reporting procedure this year requires all inbound vessels entering the Seaway at Cap St. Michel or departing upbound from any point in the Montreal-Lake Ontario section, to declare the farthest points of their destination by Dec. I, Smooth Sailing The two SlU-contracted ferries that run between Bob Lo Island's amusement park and the Michigan mainland run every day during the busy summer tourist season. The Mj V Ste. Claire and the Ml V Columbia (Bob-Lo Co.) even make moonlight cruises on starry summer nights. Bob Enochs is the SlU steward on the 5"/^. Claire. He wrote the Log to tell us "we have a fine bunch of officers and crew aboard this vessel." Brother Enochs is especially proud of his galley crew including 2nd cook Ray Meeham and crew messmen Bob Fenton, Mike Ghezeli, Marty Tight and A1 Shahati. Deposit in the SIU Blood Bank— It's Your Life 26 / LOG / August 1979 �Saga of the R/V Anton Bruun, Research This article is the first of a series by *Saki Jack* Dolan, a retired Seafarer, dealing with one of the SIU*s more unusual contracted vessels from years past, the R/V Anton Bruun. driver called Ali Babba or some such by Jack *Saki Jack' Dolan friendly name. And he usually H AVING just registered to ship at the SIU Hall in Brooklyn, I was approached by my old buddy Joe Di Giorgio(now secretary-trea­ surer). "Hey! Saki Jack," said Joe, "I have ai good job for you; you must fly out tonight to Bombay." The year was 1963. Well, this was nothing new to me, as Joe had sent me all over the world at one time or another to join ships. I had never said 'no' to my good friend Joe, so, by 9 p.m. the same night 'Saki Jack' was out at the airport waiting for a flight to Rome on AirItalia, then on to Bombay via AirIndia (the worst plane ride in the world). This was on a Thursday. The following Saturday I joined the/?/ V Anton Bruun (formerly the Presidential Yacht Williamsburg) in Bombay, India, as Chief Steward. The ship had been operating out of Bombay for the past six months, and would continue to do so for another si]( months. I went aboard, but most of the crew, including the Captain, were ashore. I found the Chief Steward's foe'si and made myself at home. A few crewmembers were having a friendly dice game back aft on the poop-deck. A new Ordinary Sea­ man that had come over with me joined the friendly game of chance and proceeded to win himself a bundle ($6,000). His gear was still by the gangway, which he promptly claimed and took a taxi back to the airport and a plane home. He didn't even wait to collect his one day's pay. This was not an unusual occurrence on the Anton Bruun, I was to find out later. When the master finally came back from ashore, I told him the story, and he said:"Well, it's nothing new, 111 order another OS from New York." We coatinued to operate out of Bombay, India, and one incident in particular comes to mind. There was a very friendly taxi- worked for any of the crew that happened to be going ashore at the time. Over the months, Ali Babba was very much trusted by all the crewmembers, especially the officers. He used to go and exchange their dollars on the black-market for extra rupees. This went on for some months until one fair day they entrusted him with several thousand dollars. That was the last anyone saw of Ali Babba. I later heard something about an Ali Babba having a fleet of taxis in Calcutta. We continued to run out of Bombay for six months, and then moved on down to Durban, South Africa, Mombasa, Kenya and sev­ eral small ports in Madagascar. The captain was in very bad shape when I came aboard, and used to cry on anyone's shoulder that would listen to him. He would guzzle at least a case of beer every day, this being evident by the empties in his garbage can daily. He was upset that the scientists were in charge of the vessel. They told him where they wanted to go each day to perform their scientific endeavors. This went on for quite a spell, and finally came to a head off the coast of Madagascar one morn­ ing about 3:00 a.m., when the captain decided to have Fire and Boat Drill. The next day he was sent home and the chief mate was put in charge until we returned to Durban, South Africa. Sharks, Deadly Fish We moved on up into the Indian Ocean to Port Louis, Mauritius Islands. By the by, the Indian Ocean is full of sharks of every description. This I knew not before this cruise. We caught sharks, and the scientists aboard put a marker into their fm, and threw them back into the water for further study. They must have marked several thousand over the months. The steel net we trawled with back 'Saki' Jack, right, is shown seated forward on the/Anton Bruun somewhere in the Indian Ocean along with Jimmy "Sparks" Conners. Killer sharks and other deadly fish and snakes were among the daily "catch" pulled aboard \he Anton Bruun during research voyages in the Indian Ocean back in the early 60's. 'Saki Jack' can be seen holding shark fin (far right). aft was brought on board with a Chief Electrician Dave Manafe, small crane called a 'cherry picker'. whom he referred to as that 'RagThis net was usually full of sharks, head'. and a variety of deadly poisonous Dave was a hard worker and also fish and snakes. the ship's only interpreter (beingable to converse in several lan­ The scientists aboard usually had a ball, what with the two large guages, including Gaelic). At one port we entered several times in scientific laboratories on board to Madagascar, no one ashore spoke a work in, and nets full of fish and word of English, only French, and snakes to dissect. They were really Dave was the sole crewmember with busy from dawn to dark and later. the capacity to speak French. We One thing I will say; marine used him daily in our dealings with scientists are really dedicated men the local ship's chandler. and women. We usually had several A company of Irish soldiers was lady-scientists on board, and they stationed here during WW II, and acame from all over the world. Each evening after work the chief good percentage of the local natives scientist would have a cocktail party spoke Gaelic. Dave the electrician had a ball conversing with them in the Officer's Salon from 6 p.m. during our stay. till midnight. I and my gang would While at Madagascar, one night serve the food and drinks (six hours ashore we ran into a company of OT daily, not bad). French legionnaires. We had a slight This was really an OT ship, all you run in with these sweet, lovely wanted in ^1 three departments, soldiers. Besides being good sol­ seven day/ per week, at sea and in diers, they are very good thieves as port. In fact there was more in port if well, as ive were sure as hell to find you wanted it, but most of the gang out. Many of us lost our watches, beat it ashore including yours truly. cash, and jewelry, as well as our My foc'sl truly looked like an old teeth. We missed the last launch to fashioned 'Hock-Shop.' This was the ship, and had to sleep in a new due to the no-limit poker game in sewerpipe, that was laying on the the crew messhall each night. Over beach waiting for installation. It was half the crew owed me, and it was a windy and cold night, and there hard to collect cash. I was paid off was no other shelter. with guitars, accordions, radios, The scientist collected many phonographs, binoculars, paintings, species of local coral, rock, birds, (and I mean—several of each), for and fishes. over a year, I couldn't lose in the After spending about two weeks game, and finally I quit playing for here, we sailed off for the Mauritius good. It really took up too much of Islands in the Indian Ocean (the land my valuable time and interferred of the famous, or infamous 'dodowith my drinking (I at the time was a bird', the bird that could not fly). firm candidate for AA). Our Chief Engineer, Mr. Grasty You will read all about the dodo(Nasty Grasty, as we called him bird in the next chapter. Also about our luau. A Iso our visit to the British behind his back) was out of Chester, Pa. He was always after our good *Nqfi Base' on Gann Island. August 1979 / LOG / 27 �Senate Confirms Samuel Nemirow As New Maritime Administrator Samuel B. Nemirow has been confirmed by the Senate as Assistant Secretary of Commerce for Mari­ time Affairs after having been strongly endorsed by nearly every sector of the maritime industry. He succeeds Robert Blackwell, who resigned recently after years of dedication to the U.S. merchant manne. Numerous witnesses appeared before the Senate Merchant Marine and Tourism Subcommittee to express their great admiration for Nemirow's skills, both as a lawyer and as an administrator. During the course of the confir­ mation hearings, Nemirow himself, stressed his desire to contribute to the well-being of the maritime industry. He maintained that "prog­ ress is needed in a concerted and cooperative effort if we are to implement a national, cohesive maritime policy toward revitalizing ing the maritime progress of the this industry.'* He added that he was United States. We're confident that "dedicated to a strong, healthy, he has the ability and the strength to viable and competitive maritime do a good job." Herb Brand, president of the industry operating in a most effi­ Transportation Institute, a non­ cient manner." Nemirow said that one of his top profit maritime research and educa­ priorities would be to conclude a tional organization, noted: "The shippihg agreement with the Peo­ challenge to our merchant marine ple's Republic of China, whereby industry in these uncertain times are American ships would be guaran­ manifold and difficult...Mr. Nemi­ teed a fair share of cargoes moving row is clearly a skilled public servant who thoroughly understands the between the two nations. problems of the maritime industry SIU Supports Nemirow and is eminently qualified to deal with these problems by virtue of his Testifying on behalf of Mr. perceptiveness, knowledge and Nemirow during the hearings, was temperment." Sen. Daniel K. Inouye, (DSIU Washington Representative Hawaii) and chairman of the sub­ Chuck Mollard. Mollard stated that: "The SIU is committee before which Nemirow convinced that Sam Nemirow is the appeared, expressed his firm sup­ right man for the job. This nomina­ port of the appointment. Nemirow, 37, held various posts tion is another step toward enhanc­ SfU's Joe Sacco Elected V,P, of Texas AFL-CIO SIU Houston Port Agent Joe Sacco last month was unanimously elected vice president of the Texas State AFL-CIO. He was elected to the two-year term at the Texas AFL-CIO Con­ vention. Brother Sacco's predecessor as the Texas Labor Federation's vice president was former SIU Vice President Paul Drozak, who died of cancer in March of 1978 at the age of 50. The Texas A FI.-CIO dedicated Its convention to Paul Drozak that year. In talking about his own election, Joe Sacco told the Log, "I'm following in the footsteps of one of the most dedicated maritime labor leaders this country has ever seen. I've pledged to do my best in this job and 111 try to live up to the high standards set by Paul Drozak." Sacco was nominated for the vice presidency of the State Labor Federation by Maynard White, president of the Harris County Central Labor Body. Besides being SIU port agent and vice president of the Texas AFLCIO, Sacco is secretary-treasurer of the West Gulf Port Council of the AFL-CIO Maritime Trades Depart- ment. He is also on the Executive Board of the Harris County Central Labor Body in Houston. Sacco's participation on these labor councils enables him to help Texas workers. But in particular, by having a voice op these labor bodies he can watch out for the best interests of SIU members in the Texas area. within the maritime administration prior to his appointment to this position, including general-counsel and deputy assistant secretary. Samuel Nemirow Deposit in the SIU Blood Bank— It's Your Life No Licensing Course For Boatmen In the Country Stacks Up To The Transportation Institute Towboat Operator Scholarship Program Special curriculum offered only at HLS Room, board and books free Tuition Free Weekly stipend of $125 Time spent in on-the-job training counts as the equivaient of wheelhouse time Day-for-day work time credit for HLS entry graduates To apply, contact HLS or your SIU Representative Now! New Course Starting fe' "1® 28 / LOG / August 1979 L/ �Safety First When Entering Tank or Confined Space Death is a hard teacher. Un­ sciousness. Like the surveyor, he fortunately, sometimes it takes a wore no safety gear. By the time tragedy to motivate people to local firemen pulled the two men exercise safety. from the tank, the first was dead and The safety procedures which must the second suffered after-effects be followed by seamen working in indicative of brain damage. confined spaces, like cargo holds in Both men collapsed because the tankers and barges, are straightfor­ level of oxygen in the tank was not ward measures. But they are often adequate to sustain life. A test of the left unused. As a result, confined oxygen level in the tank, taken after space accidents have become one of the accident, revealed the oxygen the most common killers in the level was only six percent. Normal maritime industry. air contains 21 percent oxygen by Several recent accidents which volume. occurred in confined spaces aboard "An enclosed space atmosphere ship have brought the issue to the containing between six and >12 forefront once again. The latest percent oxygen is deadly to human incidents were reported by the Coast life," the Coast Guard said, "pri­ Guard in Proceedings of the Marine marily because... unconsciousness Safety Council. And the title of the can occur so quickly that there is not article—"Confined Space Accident time to escape. A man breathing air Fatalities—Again!"—tells the whole containing only 13 to 15 percent story. oxygen," the CG added, will also be In one case, two marine surveyors .seriously affected. But because one were in the process of inspecting a of the symptoms of oxygen de­ barge. They were warned that the pletion is a feeling of euphoria or void spaces and tanks on the fourth happiness, the affected man may not deck had not been tested for oxygen realize he's in trouble. content. But the surveyors entered The continuing incidence of those spaces anyway. And they confined space tragedies points out, didn't wear any protective equip­ again, that safety procedures must be followed when entering any ment. Within a few seconds after climb­ confined space aboard ship. In ing down the ladder into the tank, addition to the danger of low oxygen the first surveyor lost consciousness levels a tank n\ay contain toxic and fell 14 feet to the tank's bottom. vapors which could be fatal to A nearby shipyard worker, sum­ someone exposed to them, or could moned to the surveyor's aid, rushed contribute to serious disease over into the tank and also lost con­ the long term. KNOW YOUR RIGHTS The number one rule for any seaman entering a confined space is—never assume the area is safe. Even if a tank's atmosphere has been checked for toxic vapors and certified "safe for men," remember: if the tank has been closed to circulation it may not contain enough oxygen. A tank that has been inerted will have a very low oxygen content. Any seaman entering a tank which is unsafe, or which he thinks may not contain a sufficient level of oxygen must wear safety equipment. Observing these simple safety pre­ cautions could save a life: • Wear a self-contained breath­ Mena Clan Has Home in SiU Pete Mena Sr. is SIU top-to-bottom and so are his sons. From the left are Gerry, 22; Ron, 24; Pete Sr. himself; Jeff, 20 and Paul, 17. KNOW YOUR RIGHTS SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notity the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address tor this is: Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20lh Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, cither by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize them,selves with its con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so a'flected should immediately notify headquarters. FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SiU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a niajority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. ing apparatus which provides res­ piratory protection. This piece of equipment is a must if the level of toxic chemicals in the tank is hazardous or if the tank's oxygen level is low. • Wear a harness and attached life-line tended by at least one person outside the tank. If you get into trouble, a tug on the line could save your life as well as the lives of those there to help you. • Wear protective clothing when entering a tank where the concentra­ tion of toxic chemicals is unknown or dangerous. Protective clothing will prevent skin irritation and should be removed immediately after leaving the tank. 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. iiiiiHimifiniiiiiiiHiiiiiiiHiiiiiiiiiiiiiiiiiiiiii^^ patrolman or other Union ollicial, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY —THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same Under no circum­ stances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to-require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to Union headquarters. SEAFARERS POLITICAL ACilVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to f urther its objects and purposes includ­ ing, but not limited to, furthering the political, social and economic interests of maritime workers, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a con­ dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seaf arers 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. August 1979 / LOG / 29 �NEWARK (Sea-Land Senicc), June 10—Chairman, Recertified Bosun Dennis Manning; Secretary C. M. Modellas; Educational Director A. N, Zhivarin. No disputed OT. Chairman discussed the "Headquarters Notes" column in a recent issue of the Log by SIU Executive Vice President Frank Drozak. The title of the column was "Take Advantage of Our Benerits."The many benefits the SIU provides for its members was discussed. Also noted was the President's Report in this issue entitled "The Future Is Never Secure." This report gave us a summary of how our Union functions and how it survives. It also gave us the good news and the bad news. It talked about the battle of the Maritime Authorization Bill which is very critical to our industry because it sets the amount of govern­ ment grant money the industry will receive for the next fiscal year. The good news such as the merging of the Marine Cooks & Stewards Union with ours. The finest educational opportunities offered for all seamen in the Harry Lundeberg School in Piney Point and the strong leadership and a solid hard working membership which count the most. To express it briefly there is an old saying that goes "United We Stand, Divided We Fall." So, therefore, we must all work together to participate in all areas where our union functions if possible. If we want to win the fight we must remember the importance of SPAD. It is up to all members to hold on to what we already have and to keep the integrity of the SIU. Next port, Seattle. SEA-LAND BALTIMORE (SeaLand Service), June 3—Chairman, Recertified Bosun Jose L. Gonzales; Secretary George W. Gibbons; Educa­ tional Director W. J. Dunnigan; Deck Delegate Leonard Grove. No disputed OT. $15.25 in ship's fund. Chairman requested that a list of the repairs that had to be done be submitted as soon as possible. Discussed the importance of donating to SPAD. Educational di­ rector advised that if anyone needs any help, just ask for it. A vote of thanks to the steward department for a job well done. Next port Portsmouth. SANTA MERCEDES (Delta Steam­ ship), June 22—Chairman, Recertified Bosun Egon D. Christiansen; Secretary Samuel N. Smith; Educational Director Bobby E. Stearman; Deck Delegate Thomas W. Lasater; Engine Delegate James E. Roberts. $221.45 in ship's fund. No disputed OT. Chairman reported that a telegram was received from Paul Hall in regard to the 71.4 percent raise in pay and that effective in December we will receive a cost of living increase. While in the shipyard all the showers for the steward department were painted and ninety percent of the rooms and the deck and the engine rooms will get painted before returning to the States. Quite a discussion was held on renting movies. There would have to be a special collection made for this item as it is very expensive. Next port Balboa, Panama. DELTA ECUADOR (Delta Steam­ ship), June 23—Chairman T. Neilsen; Secretary J. Carter; Deck Delegate Jose Ortiz. Some disputed OT in deck and engine departments. Chairman held a discussion on upgrading and the importance of donating to SPAD. A vote of thanks to the steward depart­ ment for a job well done. 30 / LOG / August 1979 JEFF DAVIS (Waterman Steam­ ship), June 17—Chairman, Recertified Bosun G. E. Annis; Secretary R. Collier; Educational Director W. C. Stevens; Deck Delegate Larry A. Jordan; Engine Delegate A. Gega; Steward Delegate A. Zanca. Some disputed OT. Treasurer reported that there was $2,398.87 in the treasury for movies and drinks at the start of the voyage. We rented 35 movies and purchased ten. The chairman showed a total of 184 movies so far this voyage. Collected $2,407.00 as of June 16, from donations, sale of drinks (soft) and arrival pools. Balance on hand $8.13. Read wire received from Paul Hall in regards to raise and motion made to accept and concur. Letter received from headquarters in regards to crew mail in reply to wire sent by ship's chairman. It was further re­ quested that the ship's chairman contact headquarters upon arrival in regards to the poor mail service by the Waterman New York office in forward­ ing mail to crew. A vote of thanks to the steward department and especially to the baker for fine food and extras put out. Next port New York. DELTA AMERICA (Delta Steam­ ship), June 17—Chairman, Recertified Bosun Stanley Jandora; Secretary J. Kundrat; Educational Director G. Roy; Engine Delegate John D. Linton. Chairman complimented the men on the job well done in lightening the vessel so it could be pulled off the reef. No disputed OT. Report to Log: "The men held up pretty good while on the reef considering it took fourteen days to get off. Everyone is very happy about getting to New Orleans." COVE COMMUNICATOR (Cove Shipping), June 19—Chairman, Re­ certified Bosun J. Michael; Secretary E. Dale; Educational Director ,J. Emidy; Deck Delegate M. R. Henton; Engine Delegate C. C. Williams; Steward Delegate Alphonse Johnson. No dis­ puted OT. Chairman reminded all members of the importance of upgrad­ ing and getting books as they become eligible. Chairman and crew would like to say thank you to all the officials that took part in getting the air conditioners and TV. We really appreciate it. A vote of thanks to the steward department for a job well done. Next port, Houston. DELTA SUD (Delta Steamship), June 10—Chairman, Recertified Bosun R. Lambert; Secretary E. Vieira; Educational Director J. C. Dial; Engine Delegate E. Welch; Steward Delegate Theodore Maoris. $71 in the ship's fund. No disputed OT. Chairman reports that we had an accident free trip last time out so lets hope everyone can get by this one safe and sound too. We should be getting some new Logs in one of the ports along the way. When you have read them, return them to the lounge so others can read it too. A vote of thanks to the steward department for a job well done. CONNECTICUT (Ogden Marine), June 18—Chairman, Recertified Bosun J. R. Broadus; Secretary E. Kelly; Educational Director F. Perkins; Deck Delegate J. W. Mullis; Engine Delegate C. Taylor; Steward Delegate J. Mortinger. Some disputed OT in engine department. Chairman held a discus­ sion on Paul Hall's report in the Log and suggested that all members should read his report. A vote of thanks 4o the steward department for a job well done. EL PASO ARZEW (El Paso Ma­ rine), June 24—Chairman, Recertified Bosun B. Browning; Secretary Huston; Educational Director E. Delande; Deck Delegate Richard D. Fanning; Engine Delegate Bob Hemming. Some disputed OT in deck department. The crew is very happy about the deck lunches put out by the steward department around the poop deck pool. More are planned if the weather permits. Captain MacElrevy complimented the crew on keeping a happy ship. Report to Log: "The Arzew Zoo, meets at the pool. This is the nickname for us, we are doing what sailors since time have dreamed of. Swimming, sunning and eating off the top of the hog. Bob Black, chief cook and Willie Palmer, baker get the honors for Texas style Barbecue and Charbroiled steaks at these meetings. All hands pitch in to serve and clean up. It is great." Next port. Cove Point, Md. SEA-LAND ECONOMY (Sea-Land Service), June 9—Chairman, Recerti­ fied Bosun A. McGinnis; Secretary L. Nicholas; Educational Director H. Di..ihadaway; Deck Delegate B. Jarratt; Engine Delegate E. D. Bain; Steward Delegate H. Mobley. $155 in movie fund. No disputed OT. Chairman read and explained the telegram that was received from Paul Hall. Also discussed the advantages of upgrading for those who are qualified. The chairman asked all members to try to show a little more courtesy in showing the new men coming aboard the ropes, especially watch standing and gangway pro­ cedures on safety. Next port. Port Everglades. NEW YORK(Interocean Mgt.), June 3—Chairman, Recertified Bosun Joseph Bourgeois; Secretary C. Scott; Deck Delegate L. C. Arnold. No disputed OT. Chairman discussed the importance of SPAD as the way to keep a strong Merchant Marine voice in Congress. Also urged all members to apply as soon as possible for upgrading at Piney Point especially for the LNG as this is a new and growing field. The New York tied up in Cape Town, South Africa on April 12. It was the largest ship ever to pull into that port. The SIU was well received in the Cape Town Times. Request the Union's assistance in obtaining more and better quality movies, due to the fact that this ship has very little port time. ULTRASEA (Apex Marine), June 17—Chairman H. Bougahim; Secretary Roy R. Thomas. Some disputed OT in engine department. The chairman gave a talk on the Bosun Recertification Program and urged all those who qualify to apply. Also on the importance of donating to SPAD and to read the Log to keep up with all Union activities. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. Next port, Odessa, Russia. OVERSEAS HARRIETTE (Mari­ time Overseas), June 10—Chairman, Recertified Bosun T. Barnes; Secretary Floyd Mitchell Jr.; Educational Direc­ tor Keith D. Craigg; Engine Delegate G. Thompson. No disputed OT. Chairman reported that everything is running smooth. Members requested chairman to see if he can get new movies or more of a variety for T.V. cassette. Observed one minute of silence in memory of our departed brothers. Official ship's minutes were also received from the following vessels: SAM HOUSTON SEA-LAND FINANCE SEA-LAND PRODUCER SANTA MAGDALENA LIONHEART COVE SAILOR DELTA URUGUAY COVE RANGER ROSE CITY DELTA MEXICO JACKSONVILLE DELTA VENEZUELA THOMAS NELSON MAUMEE OVERSEAS VALDEZ MOUNT WASHINGTON SEATTLE BAYAMON DELTA MAR ARECIBO DELTA COLOMBIA BROOKS RANGE TAMPA ULTRAMAR ATLANTIC OGDEN WILLAMETTE DELTA NORTE OGDEN CHARGER MERRIMAC DELTA ARGENTINA SEA-LAND PIONEER STONEWALL JACKSON TAMARA GUILDEN SEA-LAND CONSUMER SEA-LAND GALLOWAY STUYVESANT BORINQUEN OGDEN CHAMPION MONTPELIER VICTORY COVE EXPLORER OVERSEAS JOYCE ZAPATA RANGER TEX GOLDEN MONARCH BOSTON SEA-LAND VENTURE COUNCIL GROVE SEA-LAND PACER SEA-LAND PIONEER OVERSEAS ULLA OVERSEAS ANCHORAGE ZAPATA PATRIOT EL PASO SOUTHERN MONTICELLO VICTORY ALEUTIAN DEVELOPER AMERICAN HERITAGE CANTIGNY �Helpin' to Cook The Harry Lundeberg School Assistant Cook Charles Wharton shows his diploma. of Seamanship I I I I I I I I I I I I I I I I I I I I Ready to Cook and Bake ;/r "'ij All set to cook and bake are new Cook and Bakers (I. to r.) R. McElwee, K. Thatcher and J. Wagmer. J Firemen-Watertenders Set to Stoke Up New Careers New SlU firemen-watertenders in a graduation photo at the HLS, Piney Point, Md. are (front I. to r.) B. Malachek, J. Trauth, D. Camacho, P. Olson, D. Keppard andL. Miller. The middle row (I. to r.) has R. Schumaker, T. Burke, R. Cromuel, A. Taylor, P. Boyd, T. Cate, J. Koesy and C. Piper. Bringing up the back row (I. to r.) are R. Bright, R. Batchelor, R. Larsen, W. Cooksey, E. Smith, J. Miller, T. King and R. Waem. HLS Launches Night Classes for independent Study There are many ways for a advanced classes may need help with seafarer to improve his skills at the their math skills. This help will make Harry Lundeberg School. A sea­ it possible for them to work on farer or boatman can take a voca­ navigation problems a little easier, tional course at HLS to increase his for example. The classes are conducted on an work skills. There are also academic programs to help the student with independent-study basis. In other his persona! education in reading, words, the teacher will give the seafarer or boatman something to math or english. Several evenings each week, class­ work on. Then, she will check with rooms on the schoolship Charles S. him frequently to monitor his Zimmerman are open to all students progress, answer his questions and at HLS. There are no formal classes make sure he understands this new held. The student decides what he information. Enrollment in the evening class wants to learn about. The teachers then develop a program just for the program is voluntary. No students are required to attend. Many student to meet his needs. Among the classes that are open seafarers and boatmen take advan­ are the math and reading areas. Mrs. tage of these classes. One upgrader Kathy Brady, one of the evening said, "Because of the extra help I got class teachers, commented, "There from the teachers in the evening are several areas that students ask classes, I did better on my study about. Some are interested in problems for the celestial navigation working on basic grammar skills class." All seafarers and boatmen who and others want to add to their vocabulary." Students enrolled in are students at HLS are welcome in the evening classes. If you want to improve on a skill, visit the math or reading rooms aboard the Zim­ merman. The teachers can help you while you are enrolled in another program at the Lundeberg School. Success is bound to follow you to your classes. The Lundeberg School now has night classes for those wishing to improve academic skills. August 1979 / LOG / 31 �msm ^re you Getting dishpun Hands? In the event that any SIU members have legal problems in the various ports, a list of attorneys whom they can consult is being published. The mem­ ber need not choose the recommended attorneys and this list is intended only for informational purposes: The following is a list of recom­ mended attorneys throughout the United States: NEW YORK, N.V. Schulman & Abarbanel 350 Fifth Avenue New York, N.Y. 10001 Tele. #(212) 279-9200 Well, get yourself out of the soap sudsl Upgrade in the Steward department at HIS. Chief Steward—October 15, November 12 Chief Cook—October 29 Chef and Baker—October 29 BALTIMORE, MD. Kaplan, Heyman, Greenberg, Engelman & Belgrad Sun Life Building Charles & Redwood Streets Baltimore, Maryland 21201 Tele. #(301) 539-6967 HOUSTON, TEX. Archer & Peterson Americana Building 811 Dallas Street Houston, Texas 77002 Tele. #(713) 659-4455 TAMPA, FLA. Hamilton & Douglas, P.A. 2620 W. Kennedy Blvd. Tampa, Florida 33609 Tele. #(813) 879-9482 SAN FRANCISCO, CALIF. John Paul Jennings, Henning and Walsh 100 Bush Street, Suite 1403 San Francisco,California 94104 Tele. #(415) 981-4400 ST. LOUIS, MO. Gruenberg & Sounders 721 Olive Street St. Louis, Missouri 63101 Tele. #(314) 231-7440 NEW ORLEANS, LA. Barker, Boudreaux, Lamy, Gardner & Foley 1400 Richards Building 837 Gravier Street New Orleans, Louisiana 70112 Tele. #(504) 586-9395 LOS ANGELES, CALIF. Fogel, Julber, Reinhardt & Rothschild 5900 Wilshire Boulevard Los Angeles, California 90036 Tele. #(213) 937-6250 MOBILE, ALA. Simon & Wood 1010 Van Antwerp Building Mobile, Alabama 36602 Tele. #(205) 433-4904 DETROIT, MICH. Victor G. Hanson 19268 Grand River Avenue Detroit, Michigan 48822 Tele. #(313) 532-1220 BOSTON, MASS. Joseph M. Orlando 95 Commercial Wharf Boston, Massachusetts 02110 Tele. #(617) 523-1000 SEATTLE, WASH. Vance, Davies, Roberts, Reid & Anderson 100 West Harrison Plaza Seattle, Washington 98119 Tele. #(206) 285-3610 CHICAGO, ILL. Katz & Friedman 7 South Dearborn Street Chicago, Illinois 60603 Tele. #(312) 263-6330 Sign Up Now! See Your SIU Representative or Contact HLS '• Dispatchers Report for inland Waters JULY 1-31,1979 •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 0 0 0 4 0 0 4 1 1 0 2 0 0 4 3 0 7 0 0 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 16 0 0. 1 4 6 0 2 0 0 7 4 0 35 40 21 136 0 0 0 1 0 1 0 12 0 0 8 0 4 4 23 0 25 0 98 176 0 0 0 0 0 0 0 0 0 0 0 0 0 3 1 0 7 0 3 14 0 0 0 2 0 0 0 1 2 0 0 0 0 4 8 0 20 42 15 94 0 0 0 0 0 0 0 15 2 0 1 0 2 3 27 0 16 0 49 115 0 0 0 7 0 3 14 2 0 0 4 0 0 4 5 0 5 0 1 45 0 0 0 21 0 2 1 7 7 0 15 0 1 11 3 0 33 0 11 112 0 . 0 0 1 0 3 1 16 1 0 31 0 9 11 9 0 24 0 130 236 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 1 0 0 3 0 0 0 0 0 0 2 0 1 0 1 0 0 3 0 0 0 0 1 8 0 0 0 1 0 0 0 1 3 0 3 0 0 2 0 0 0 0 2 12 ENGINE DEPARTMENT Port 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals 0 0 • 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 1 0 0 0 0 0 0 2 0 1 0 0 1 0 0 0 0 1 6 Port 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 1 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 3 STEWARD DEPARTMENT 0 0 0 0 0 0 0 0 0 0 0 0 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 1 0 1 29 Totals All Departments 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 2 3 6 0 0 0 0 0 0 0 2 1 0 2 0 0 0 0 0 2 0 18 25 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 .1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 2 0 5 0 0 0 0 ' 0 0 0 1 1 0 0 0 0 0 0 0 0 0 7 9 0 0 0 1 0 0 1 1 0 0 0 0 0 1 0 0 0 0 1 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 0 3 6 0 0 0 0 0 0 0 1 3 0 3 0 0 0 0 0 5 0 25 37 143 207 15 100 127 53 126 285 *'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. 32/ LOG / August 1979 , '.V. ' • . • , . t';r. w \J �Help A Friend Deal With Alcoholism Alcoholics don't have friends. Because a friend wouldn't let another man blindly travel a course that has to lead to the destruction of his health, his job and his family. And that's where an alcoholic is headed. Helping a fellow Seafarer who has a drinking problem is just as easy —and just as important—as steering a blind man across a street. All you have to do is take that Seafarer by the arm and guide him to the Union's Alcoholic Rehabilitation Center in Valley Lee, Md. Once he's there, an alcoholic SIU member will receive the care and counseling he needs. And he'll get the support of brother SIU members who are fighting the same tough battle he is back to a healthy, productive alcohol-free life. The road back to sobriety is a long one for an alcoholic. But because of ARC, an alcoholic SIU member doesn't have to travel the distance alone. And by guiding a brother Seafarer in the direction of the-Rehab Center, you'll be showing him that the first step back to recovery is only an arm's length away. Alcoholic Rehobllitation Center I am interested in attending a six-week program at the Alcoholic Rehabilitation Center. I understand that all my medical and counseling records will be kept strictly confidential, and that they will not be kept anywhere except at The Center. Name Book No. Address (Street or RFD) (City) (State) (Zip) Telephone No. . . ., Mail to: THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 or call, 24 hours-a-day, (301) 994-0010 August 1979 / LOG / 33 �Richard George Sohl, 50, joined the SIU in the port of New York in 1955 sailing in the deck department. Brother Sohl sailed 28 years. He was graduated from the Piney Point Quartermaster Course in 1978. Seafarer Sohl is a veteran of the U.S. Navy in World War II serving as an aircraft dispatcher. Born in St. Albans. Queens, N. Y., he is a resident of West Park, N. Y. Thomas Edwin Freeman, 65, joined the SIU in the port of Houston in 1960 sailing as a fireman-watertender, junior engineer and pump­ man. Brother Freeman sailed 36 years. He was a former member of the SUP sailing on Navy tankers. And he is a wounded veteran (Purple Heart medal) of the U.S. Navy while serving on the destroyer U.S.S. Newcomb in the Battle of Okinawa. Seafarer Freeman was born in Illinois and is a resident of New Orleans. Louis Ricker Brown, 63, joined the Union in the port of Mobile in 1961 sailing as an A B for the Red Circle Transport Co. from 1961 to 1969. Brother Brown also sailed deep sea and was a member of the NMU. He is a veteran of the pre-World War 11 U.S. Navy. Boatman Brown was born in Montgomery, Ala. and is a resident of Theodore, Ala. Eric E. Harmel, 63, joined the Union in the port of Baltimore in 1960 sailing as a deckhand for Harbor Towing from 1959 to 1962 and for Curtis Bay Towing from 1962 to 1979. Brother Harmel is also a machine operator. He was born in Germany and is a naturalized U.S. citizen. Boatman Harmel is a resident of Baltimore. Marion Haskell Maynard, 63, joined the SIU in the port of Galveston in 1952 sailing as a chief cook. Brother Maynard was born in Piano, Tex. and is a resident of Dallas, Tex. Monroe J. Jackson, 62, joined the Union in the port of New Orleans in 1956 sailing as an oiler for Crescent Towing in 1945. Brother Jackson was born in Burricid, La. and is a resident of New Orleans. John Q. Wise, 62, joined the Union in the port of Mobile in 1965 sailing as a captain for A. P. Ward Co. from 1957 to 1964 and for National Marine Service as captain of the National Eagle from 1964 to 1979. Brother Wise attended Piney Point's Vessel Operator Management and Safety Program in 1976. He was born in Enterprise, Ala. and is a resident of Pensacola, Fla. William Arthur Hamlin Jr., 65, joined the SIU in the port of New York in 1955 sailing as a general utility. Brother Hamlin sailed 27 years. He was born in Syracuse, N. Y. and is a resident of Holly Hill, Fla. Willie Edward Tomlinson, 59, joined the SIU in the port of Baltimore'in 1962 sailing as an AB. Brother Tomlinson sailed 29 years. He is a wounded veteran of the U.S. Navy during World War II. Seafarer Tomlinson was born in Meredithville, Va. and is a resident of Baltimore. Sverre Leknes, 49, joined the SIU in the port of Philadelphia in 1956 sailing as a bosun and dredge tender. Brother Leknes sailed 29 year{>. He was born in Haugesund, Norway and is a resident of Rockaway, N.J. Simon Garoyoa, 62, joined the Union in the port of Baltimore in 1956 sailing as a deckhand for BakerWhiteley. Brother Garoyoa is a former member of the National Maritime Union. He was born in Guernica, Spain, is a naturalized U.S. citizen and is a resident of Baltimore. Sherrill Grey Campen, 64, joined the Union in the port of Baltimore in 1957 sailing as a chief engineer for the Norfolk, Baltimore and Carolina Line (NBC) from 1942 to 1979. % Brother Campen also sailed deep sea as a 1st assistant engineer during Wqrld War H. He is also a member of Marine Engineers Beneficial Assn. (MEBA) Ofstrict 2. Boatman Campen was born in Lowlang, N.C. and is a resident of Chesapeake, Va. Hezzie Burns Pittman, 65, joined the SIU in the port of Mobile in 1956 sailing as a pumpman. Brother Pittman sailed 28 years. He was an engine room operator on LSTs and on the steaming crew as a machinist and coppersmith for the Ingalls Shipyards, Pascagoula, Miss, from 1952 to 1955. Seafarer Pittman was born in Foxworth, Miss, and is a resident of Mobile. Oldtimer Willy Manthey, 50 Years a Seaman, Calls It a Day at 73 With his white beard, his Turk's head wrist bands, and his earrings, he looks like he belongs to the sea, but to an era older than ours. One, perhaps, where wooden whaling ships went on four-year voyages. His name is Willy Frank Manthey and at the age of 73 he's decided to end his seafaring career as an able seaman. Brother Manthey retired last month on an SIU pension after sailing for 50 years. As a boy of 12 or 13, young On receiving his first pension check at the June membership meeting in New York, Brother Willy Manthey called the SIU "the best maritime union." 34 / LOG / August 1979 Manthey began working on the waterways of Europe aboard his father's barge. The barge carried coal, cabbage, and grain. Though the barge work gave Manthey his start on the water, it wasn't always a pleasant job. Brother Manthey remembered that "kids would throw rocks at us." Born in Poland, Manfhey's first deep sea ships were Northern Euro­ pean. That was around 1930 and Manthey was working "down be­ low" as a coalpasser. He had a yearning to see different places and would wait for a ship going to a particular area. ^'Sometime" in the 1930s, Seafarer Manthey came to the U.S. When World War II broke out he went into the U.S. Navy and became a gunner's mate. In the Navy from 1941 to 1946, Manthey took part in the invasion of Okinawa. Manthey joined the Union in the port of Baltimore in 1946. If he found a good ship he would stay aboard for five or six years. He sailed out of a number of ports over the years with a variety of SIUcontracted companies. Some of them no longer exist, like Robin Lines, Smith & Johnson, Bull Line, and Shepherd Line. After all those years of sailing, It was a little darker, but even in the early 1940s Willy Frank Manthey sported a beard. He's shown here (on the right) when he was a gunner's mate in the Navy during World War II. Manthey says he plans "to take it easy" now in his retirement. One feels, though, that Brother Manthey is not ready to settle down right now. He may still have a few years of traveling ahead of him. And maybe by then he'll be willing to tell us about that earring. When asked about its origin. Brother Manthey simply said, "that was a long time ago and I'm not ready to talk about it yet." About ten years ago while in Africa, Brother Manthey had this classic portrait taken. �Penguins, icebergs. Wildlife and Killer Whales by Seafarer Bill Todd, Chief Steward I WOULD like to call to your attention a recent voyage of the USNS Maumee to McMurdo Sta­ tion in the Antarctic. As secretary-reporter, I found the trip interesting. And as a seaman for the past 27 years, it was a once in a lifetime trip. The Maumee has made a number of trips to the Antarctic over the years. In the trip this year to McMurdo, we carried heating oil for our bases. We also carried JP^ and bunkers for the Coast Guard ice breakers. The United States, along with 15 other nations, have signed a treaty providing that the Antarctic Con­ tinent is to be used for international scientific research with total free­ dom in the pursuit of re.search and an exchange of the results. There are no boundaries, as such, for these scientists and there is a free flow of personnel and material. Upon our arrival at McMurdo Sound, there was a delay due to one of the ice breakers having problems. The USCGC Glacier had to break a Even in "summer," the Antarctic is quite cold as can be seen in this photo as huge icebreaker leads the way for the Maumee. channel for her and then resume the task of breaking a larger channel for the Maumee. We circled at dead slow ahead for eight days. In the process re-fueled the USCGC Polar Star so that she could return to Seattle for needed repairs. We steamed in circles because of ice floes. While circling we had a magnifi­ cent view of Mt. Erebus. There was an ever changing view as the sun was Monthly Membership Meetings Port New York Philadelphia Baltimore Norfolk Jacksonville Algonac Houston New Orleans Mobile San Francisco Wilmington Seattle Piney Point San Juan Columbus Chicago Port Arthur Buffalo St. Louis Cleveland Date Sept. 4 Sept. 4 Sept. 5 Sept. 6 Sept. 6 Sept. 7 Sept. 10 Sept. 11 Sept. 12 Sept. 13 Sept. 17 Sept. 21 Sept. 8 Sept. 6 Sept. 15 Sept. II Sept. 11 Sept. 12 Sept. 14 Sept. 13 Deep Sea Lakes, Inland Waters 2:30p.m 2:30p.m 2:30p.m 9:30a.m 2:00 p.m 2:30 p.m 7:00p.m. 7:00p.m. 7:00p.m. 7:00p.m. 2:30 p.m 2:30p.m 2:30p.m 2:30p.m 2:30p.m 2:30p.m 10:30a.m 2:30 p.m 7:00 p.m. 7:00p.m. — — — — 2:30p.m J :00p.m. — — — 2:30p.m — SlU's Duluth Hall Has New Location In order to better service the Great Lakes membership, the SIU Union Hall in Duluth, Minn., has moved to a new location. As of August 10, the Union Hall will be located in Suite 705 of the Medical Arts Building, 324 West Superior Street, Duluth, Minn., 55802. The Hall's phone number will remain the same at (218)-722-4110. The spacious new Union Hall has another advantage for SIU mem­ bers. It's on the same floor of the Medical Arts Building as the U.S. Public Health Service doctor. SIU reps remind all Unjon mem­ bers that all Union business in Duluth is now being handled at the new Hall. IIIW perhaps 20 degrees above the horizon, 24 hours a day. Mt. Erebus is one of two active volcanos on the Antarctic continent. As the days went by, we were becoming more concerned that we would be unable to get to the base as this was at their year end and temperatures were dropping. As a result. Captain Henry Church was picked up by helicopter to view our route to determine if we could get through to McMurdo Station. He felt that we could. The Coast Guard cutter Glacier^ motto is "follow me." When our channel was cut, we did just that. We were so close behind that we felt that it would be possible to jump from our bow to her stern. After arriving, the crew enjoyed movies, beverages, and recreation at several of the military clubs. All seemed to have a good time visiting with the researchers and hearing stories of the sub-continent. A few chowed down at the Personnel Building where all are welcome, it was a change of scenery and food, which helped to break up the monotony of a long trip. Many of the crew made souvenir purchases at the ship's store.All trip long, "T" shirts were a big item from various places visited. Mike Parker, OS, was fortunate to be escorted through the beautiful ice caves, which are within walking distance of Scott Base, about three miles from Mc Murdo. From the sun filtering through the ice, Mike said that it looked as though there were millions of diamonds sparkling on the overhead. Scott Base belongs to New Zealand. It is manned by about 70 people this year and 13^ are "winter­ ing over." They are in the process of erecting a large building for the housing of scientific and laboratory facilities. The "Kiwis" are naturally friendly and drinking is a great pastime. This is attributed to the low humidity, but they love their pint. McMurdo is much larger than Scott Base with roughly 1,000 men during the summer and with about 70 "wintering over" this year. They maintain the base and facilities during the harsh winter. There were .a great number of crewmembers taking photographs of our trip, the ports that we visited. Emperor penguins, icebergs, wild­ life, birds, the killer whales. It was a sightseer's paradise. The majestic mountains, the glaciers; it was all quite beautiful and unspoiled. The ship was unloaded in record breaking time and was duly noted by a wireless from Admiral Johnson with MSG complimenting the Cap­ tain and crew on their performance in getting this vital cargo to it's destination. To quote, "the Maumee has done it again." Seafarer Bill Todd DisntdNirs Rnopt fir Gnat lakiis JULY 1-31,1979 •TOTAL REGISTERED All Groups Class A Class B Class C Algonac (Hdqs.). 53 19 16 Algonac (Hdqs.), 40 14 10 Algonac (Hdqs.). Algonsfc (Hdqs.), 41 116 37 TOTAL SHIPPED All Groups Class A Class B Class C DECK DEPARTMENT 60 92 18 ENGINE DEPARTMENT 42 49 7 STEWARD DEPARTMENT 25 20 5 ENTRY DEPARTMENT 0 0 0 Totals All Departments 143 152 69 127 161 30 •"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. ••REGISTERED ON BEACH All Groups Class A Class B Class C 41 10 13 27 11 13 0 25 56 91 102 77 123 August 1979 / LOG / 35 �<i5>! William Waverly Webb Jr., 23, died on Apr. 22. Brother Webb joined the SIU fol­ lowing his gradua­ tion from Piney Point in 1974 where he was an assistant bosun. He sailed in the steward department. Seafarer Webb was born in Cheverly, Md. and was a resident of Hyattsville, Md. Surviving are his parents, Mr. and Mrs. William and Faye Webb of Hyattsville. Earl Lee Os­ borne, 47, died on May 27. Brother Osborne joined the Union in the port of Philadel­ phia in 1961 sailing as a mate, captain and pilot for Curtis Bay Towing from 1949 to 1979. He was born in Phildelphia and was a resident there. Surviving are his widow, Martha; a son. Earl Jr. and a daughter, Victoria. Nicholas Sarivas Arquiza, 56, died in April. Brother Arquiza joined the SIU in the port of San Francisco in 1968 sailing as a 3rd cook. He was a veteran of the U.S. Army in World War II. Born in the Philippines, he was a resident of San Francisco. Surviving are his widow, Polly of Cavite, P.I.; two sons. Nelson and Eliezer and two daughters, Arlene and Jocelyn. Cecil M. Merriman,49, died on Mar. 15. Brother Merriman joined the Union in the port of St. Louis in 1973 sailingas a lead deckhand for Inland Tugs. He was a veteran of the U.S. Marine Corps from 1947 to 1968. Boatman Merriman was born in Paragould, Ark. and was a resident of Jonesboro, Ark. Surviving is his mother. Sue of Jonesboro. Victor Bratcher, 65, died of heart disease in Doctors Hospital, Phoenix, Ariz, on Mar. 1. Brother Bratcher joined the Union in the port of Paducah, Ky. in 1977 sailing as a cook for Inland Tugs and the American Barge Co. that year. He was born in Kentucky and was a resident of Phoenix for the last seven years. Cremation took place in the Greenwood Crematory, Phoenix. Sur­ viving is his widow, Virginia. William H. Faison, 55, died on Apr. 20. Brother Faison joined the Union in the port of Mobile in 1973 sailing as a deckhand and chief engineer on the tug Gobbler (Radcliff Materials) from 1971 to 1979. He was a former member of the Teamsters Union, Local No. 991. Boatman Faison was born in Covington County, Ala. and was a resident of Saraland, Ala. Surviving are three sons, Thomas of Mobile, Kevin and Richard; two daughters. Donna and Angela and a sister, Mildred of Pensacola, Fla. 36 / LQG / August 1979 Pensioner Eddie Aurelio Patingo Sr., 66, died of heart fail­ ure in the Chalmette (La.) Gen­ eral Hospital on June 1. Brother Patingo joined the SIU in 1948 in the port of New York sailing as a chief cook and chief steward. He sailed 31 years. Seafarer Patingo was born in the Philippines and was a naturalized U.S. citizen. He was a resident of Chalmette. Burial was in St. Bernard Memorial Gardens Cemetery, Chalmette. Surviving are two sons, Benito and Eddie Jr. and four daugh­ ters, Hilda, Marie, Louise and Gloria. Roy Marvin Ayers, 60, joined the SIU in 1947 in the port of Balti­ more sailing as a chief steward. Brother Ayers is a veteran of the U.S. Army in World War II. He was born in Georgia and is a resident of Chalmette, La. Pensioner Roy Forrest Wade, 69, passed away on May 25. Brother Wade joined the Union in the port of Detroit in 1960 sailing as an AB. He sailed for 29 years. Laker Wade was a wounded veteran of the U.S. Navy in World War 11. Born in Michigan, he was a resident of Manistee, Mich. Surviving are his widow, Margaret; a daughter, Mrs. Kathryn Schultz of Manistee and his father, Henry of Muskegon, Mich. Pensioner Thomas Jefferson Donaldson, 87, passed away on |-Apr. 6. Brother Donaldson joined the SIU in 1947 in the port of New Orleans sailing as deck engineer. He sailed for 34 years. Seafarer Donaldson was a veterart of the U.S. Army in World War 1. A native of Alabama, he was a resident of Houston. Surviving are a son, Charles, of Houston and two daughters, Louise, and Mrs. Mildred D. Griffin, both of Mobile. Abe Gordon, 61, died on Apr. 15. Brother Gordon joined the SIU in 1940 in the port of Baltimore sailing as a wiper and as a "glory hole steward" on the SS Alcoa Clipper (Alcoa Alu­ minum) in 1948. He hit the bricks in the 1946 general maritime beef. Seafarer Gordon was born in Baltimore and was a resident of Lexington, Ky. Surviving are his father, Aaron of Baltimore and a sister, Mrs. Merrian Yageman of Owints Mills, Ind. Pensioner Archie Lionel Hogge, 77, succumbed to heart failure in Chesa­ peake (Va.) General Hospital on May 4. Brother Hogge joined the Union in the port of Norfolk in 1961 sailing as a mate for Curtis Bay Towing from 1951 to 1968. He was born in Virginia and was a resident of East Chesapeake, Va. Interment was in Chesapeake Memorial Gardens Cemetery. Surviving are his widow, Beulah and a son, Thomas. Martin Joe Irwin, 56, was dead on arrival of heart disease at Worcester (Mass.) City Hospital on May 18. Brother Irwin joined the SIU in the port of New York in 1968 sailing as an AB. He sailed 37 years. And he was a veteran of the U.S. Navy in World War II sailing on the USS Simpson. Arcturys, Mon­ tague and Wichita. Seafarer Irwin was born in Boston and was a resident of Shrewsbury, Mass. Interment was in St. John's Cemetery, Worcester. Surviving are a son, Martin, Jr. of Worcester and his mother, Mrs. Mary E. Fleming of Shrewsbury. Pensioner Gideon Asbury Allen, 69, died on May 28. Brother Allen joined the SIU in 1938 in the port of Baltimore sailing as a deck engineer and fireman-watertender. He sailed 43 years. Seafarer Allen was veteran of the pre-World War II U.S. Navy. Born in Texas, he was a resident of Long Beach, Calif. Surviving is his widow, Mae; a son, Edward; and two sisters, Mrs. Lurline Holden of Texas, and Mrs. Delores Debben of Kansas City. Donald Mau­ rice Anderson, 46, died on June 11. Brother Anderson joined the SIU in the port of Hous­ ton in 1953 sailing as a cook. He i sailed 31 years. Seafarer Anderson was born in Hinck­ ley, Minn, and was a resident of Seattle. Surviving are his father, Frank and two brothers, Harold and Leonard, all of Seattle. FerHs Joe Antone, Jr., 53, died of a heart attack on the SS Alex Stephens (Water­ man) on the high seas west of the Azores on May 3. Brother Antone joined the SIU in the port of Jackson­ ville sailing as an AB from 1978 to 1979. He also sailed inland for Caribe Tugboat, Jacksonville in 1977 and for lOT in 1976. Seafarer Antone was a veteran of the U.S. Navy during World War II. He was born in Duval County, Fla. and was a resident of Jacksonville. Surviving are his widow, Elizabeth; a daughter, Toni and his mother. Opal, of Jacksonville. Pensioner Samuel F. Rusk, 65, died on May 6. Brother Rusk [joined the Union in the port of . -jm Philadelphia in 1957 sailing as a Mi cook and steward for Taylor and Anderson from 1973 to 1975. A native of Gloucester City, N.J., he was a resident there. Surviving are his widow, Gertrude; two brothers, Thomas of Maplewood, R.I. and Edward of Gloucester City and a sister, Mrs. Mary Shaw of Gloucester City. Patrick Mike Graham, 26, died in Houston on June 12. Brother Graham joined the SIU in the port of New York following his graduation from Piney Point in 1974 where he was a bosun. He also sailed for Waterman as an AB. Seafarer Graham was a 1978 Union scholarship winner and a fresh­ man at Southwest Texas University. Born in Jonesboro, La., he was a resident of League City, Tex. Surviving is his father, George of League City. Russell Mazelion Grantham, 53, was lost at sea off the SS Delta i5ra5/7 (Delta Line) on May 19. Bro­ ther Grantham joined the SIU in A 1944 in the port of Mobile sailing as a bosun. He was a veteran of the U.S. Army in the Korean War. A native of Alabama, he was a resident of Bonifay, Fla. Surviving are his widow, Evelyn; his father, Mazelion of Noma, Fla. and his mother,,Bertha of Columbus, Ga. George David Hanback, 21, died in Pine Plains, N.Y. on Dec. 25, 1978. Brother Hanback joined the SIU following his graduation from Piney Point in 1974. He sailed as an AB. Seafarer Hanback was born in North Tarrytown, N.Y. Burial was in Evergreen Cemetery, Pine Plains. Surviving are his parents, Mr. and Mrs. Burt (recertified bosun) and Alice Hanback of Pine Plains; five brothers (one a Seafarer) and three sisters. William Clyde Hughes Jr., 40, died on Apr. 21. Brother Hughes joined the SIU in the port of New Orleans in 1967 sailing as an AB. He was afi "A" seniority upgrader at Piney Point in 1967 and attended the 4th Union Educational Conference there. Seafarer Hughes was a Andrew Furuseth Train­ ing School grad. And he was a veteran of the U.S. Army's Air National Guard from 1966 to 1969. He was also an artist. Born in Crockett, Tex., he was a resident of Springs, Tex. Surviving are a son, William Clyde III; two daughters, Shelley and Holley and his parents, Mr. and Mrs. W. C. Hughes. Walter Nathan Thomas, 62, died on May 23. Brother Thomas joined the Union in the port of Detroit in 1972 sailing as a 2nd cook. He was born in Iron Mt., Mich, and was a resident of Carleton, Mich. Surviving is his widow, Georgina. Joe Frank Adcock, 43, died of a heart attack on May 31. Brother Adcock joined the SIU in the port of Norfolk in 1978. He sailed as an AB on the USNS Potomac (Hudson Waterways) last year and the SS Cove Sailor (Cove Shipping) this year. Seafarer Adcock was born in Truscott, Tex. and was a resident of Virginia Beach, Va. Surviving is his widow, Imogene. �• "^ i Thomas Rich­ ard Rafferty, 55, died of heart disease in West Jersey Hospital North on July 11. Brother Rafferty [joined the Union in the port of Philadelphia in 1961 sailing as a mate, captain and pilot for the Independent Towing Co., Philadelphia from 1957 to 1979. He was a Piney Point upgrader in 1973. Boatman Rafferty was a veteran of the U.S. Navy in World War II. Born in St. Paul, Minn., he was a resident of Camden, N. J. Interment was in St. Paul. Surviving are two sons, Richard and Thomas of Camden and two daughters. Donna and Janet. Jeffrey Logan Shaffer, 25, was dead on arrival at the Atlantic City ' (N.J.) Medical Center on May 12. Brother Shaffer Ijoined the Union I in the port of Wilmington, Calif, in 1979 sailing as an assistant engineer and engine utility on the tugs Feather River and San Joaquin River (Crowley) last year. He was a veteran of the U.S. Navy from 1971 to 1975. Boatman Shaffer was born in Lincoln, Neb. and was a resident of Virginia Beach, Va. and Ridgecrest, Calif. Surviving are his widow, Debra and daughter, Shonda Kay. George Roberson died on July 6. Brother Roberson sailed as a deckhand on the dredge Albatross (Radcliff Materials) from the port of Mobile this year. Joseph Leroy Blalock, 58, succumbed to cancer in Pennsylvania Hospital, Philadelphia on June 28. Brother Blalock joined the Union in the port of Philadelphia jn 1976 sailing as a cook for Mariner Towing on the tug Mariner (lOT) from 1973 to 1978. And on the tug Valour last year, too. He was a member of the NMU from 1958 to 1960. Boatman Blalock was a veteran of the U.S. Navy during World War II. A native of Chattanooga, Tenn., he was a resident of Philadelphia. Burial was in the Christ Sanctified Holy Church Cemetery, Perry, Ga. Surviving are his widow, Jewell; two sons, U.S. Army Sgt. 1/C Roy B. Blalock of Gaithersburg, Md. and Jeffrey Blalock; two daughters, Mary and Julie and a brother, Eugene E. Blalock of Virginia Beach, Va. Pensioner Arthur Raymond, 78, passed away on July 8. Brother Eraser joined the Union in the port of Baltimore in 1956 sailing as a deckhand. He was born in Arizona and was a resident of Baltimore. Surviving is his widow, Sadie. Raymond Bedair, 49, died on Jan. 8. Brother Bedair joined the Union in the port of New Orleans in 1972 sailing as captain and pilot for National Marine Service, Houston from 1972 to 1976. He also sailed for Gulf Canal Lines from 1965 to 1^72. Boatman Bedair was a former member of the NMU United Marine Division. He attended Piney Point's Vessel Operator's Management and Safety Course in 1976. Born in Texas, he was a resident of Groves, Tex. Surviving are his widow. Vera of Winnfield, La.; a stepson, Roger D. Green and his mother, Mrs. E. E. Swain of Rockland, Tex. Pensioner Antonio Aguilar Garcia, 79, passed away from natural causes in the Lutheran Medical Center, Brooklyn, N.Y. on May 9. Brother Garcia joined the SIU in 1938 in the port of New Orleans sailing as a chief steward. He sailed 41 years. Seafarer Garcia was born in the Philippines and was a resident of Brooklyn. Burial was in Pinelawn Memorial Park Cemetery, Long Island, N.Y. Surviving is his widow, Eula. Pensioner Carl Hoogenwerf, 77, passed away on June 13. Brother Hoogenwerf joined the Union in the port of New York in 1960 sailing as a deck­ hand for the New York Central Rail road from 1924 to 1967. Boatman Hoogenwerf was born in Belguim-The Netherlands, was a naturalized U.S. citizen and was a resident of Fairview, N.J. Surviving are his widow, Germaine and a daughter, Mrs. John (Dorothy) de Sena of Fairview. Johnnie Lee Jackson, 67, died of heart failure on arrival at the South Alabama Medical Center Hospital, Mobile on Feb. 2. Brother Jackson joined the Union in the port of Mobile in 1958 sailing as a chief steward for Mobile Towing from 1958 to 1979 and for the Southern Oyster Shell Milling Corp. in 1958. He was born in Plateau, Ala. and was a resident of Mobile. Burial was in Oaklawn Cemetery, Mobile. Surviving are his widow, Daisy Bell and a brother, George of Mobile. Pensioner [Joseph Louis La I Padula, 82, died of lung failure in [Jersey City, N. J. on June 11. Broth­ er La Padula joined the Union in the port of New York sailing as a deckhand and bridgeman for the Pennsylvania Railroad Marine Division from 1919 to 1962. He was also a welder for the Staten Island (N.Y.) Shipbuilding Corp. Shipyard from 1917 to 1919. Boatman La Padula was a member of the Masters, Mates and Pilots Union from 1947 to 1960. Born in New York City, he was a resident of Jersey City. Surviving are his widow, Oeraldine; two sons, John and Joseph Jr. and three daughters, Mrs, Carmella, Piserchia, Mrs. Mary Barata and Mrs. Barbara Brady. Albert Brenizer, 42, died on June 2. Brother Brenizer sailed as a deckhand for the American Commercial Barge Line (ACBL). He was born in Fayetville. 111. and was a resident of Nor­ mandy, M6. Surviving is his widow, Carlee. Pensioner Alvin Lewis, 62, died of a heart attack in the Moorehead City (N.C.) Nursing Home on Mar. 20. Brother Lewis Ijoined the Union in the port of Philadelphia in 1957 sailing as an AB and pilot for NBC Lines from 1963 to 1969 and for Harbor Towing. He sailed 20 years. Boatman Lewis was a veteran of the U.S. Army. Born in Merrimac, N.C., he was a resident of Oriental, N.C. Burial was in Lukens Cemetery, Carteret County, N.C. Surviving are his father. Dexter and a sister, Mrs. Fannie Pittman, both of Oriental. Pensioner Dewey Parsons, 77, succumbed to cancer in the Swanlolm Nurs­ ing Home, St. Petersburg, Fla. on May 8. Brother Parsons joined the SIU in 1939 in the port of Tampa sailing as a bosun. He sailed for 44 years. Seafarer Parsons was born in Grand Cayaman, B.W.I. and was a resident of St. Petersburg. Burial was in Royal Palm Cemetery, St. Petersburg. Surviving are a brother, Cal of Grand Cayaman Is. and a nephew, C. Parsons of Cayaman. A Pensioner Steve Kardanis, 74, died of natural causes in the Bronx (N.Y.) Municipal Hospital on May 14. Brother Kardanis joined the Union in the port of Milwaukee, Wise, in 1958 sailing as a fireman-watertender. He sailed 21 years on the Lakes. Kardanis was born in Leros, Greece and was a resident of the Bronx, Burial was in Riverview Ceme­ tery, Martins Ferry, Ohio. Surviving are his widow, Thelma and a son, Harry K. Karathanasis of Martins Ferry. Pensioner Edwin Gabriel Mitchel,68, died of heart-lung failure in the New Orleans USPHS Hospital on Apr. 11. Brother Mitchel joined the SIU in 1946 in the port of New Orleans sailing as a chief steward and chief cook for 31 years. He was a veteran of the U.S. Coast Guard in World War 11. A native of New Orleans, he was a resident there. Interment was iif St. Louis Cemetery, New Orleans. Surviving is his widow, Virginia. Pensioner, Bias Torres, 61, died of a heart attack in Carolina, P.R. on Apr. 19. Brother Torres joined the SIU in 1944 in the port of New York sailing as a fireman-watertender. He was born in San Juan, P.R. and was a resident of Rio Piedras, P.R. Surviving are his widow, Matilde; three sons, Miguel, Manuel and Jose and a daughter, Mrs. Mercedes Torres. James Olman Wall, 53, died of natural causes on Mar. 16. Brother Wall joined the Union in the port of Houston in 1957 sailing as a deckhand, chief mate, captain and pilot for G & H Towing from 1953 to 1979. He also worked for Curtis Bay Towing and Dixie-Carriers. He was a veteran of the U.S. Navy in World War II. Boatman Wall was born in Alexander, N.C. and was a resident of Arcadia, Tex. Surviv­ ing are his widow, Betty; two sons, Kenneth and Michael and a daughter, Martha. Elmer James Hebard, 65, died on July 14. Broth­ er Hebard joined the Union in the port of Detroit in 1950 sailing as a firemanwater-tender for the Huron Cement Co. He was born in Port Huron, Mich, and was a resident of River Rouge, Mich. Surviving is a sister, Mrs. James (lone) Siemen of Port Huron. Leo Watts, 59, died on Apr. 10. Brother Watts joined the SIU in the port of New Orleans in 1951, sailing on the Delta Line in 1965. He was a resident of Livingston, La. Surviving are his widow. Bertha; a daughter, Susaii and his parents, Mr. and Mrs. Fred M. And Gertrude Watts of Livingston. Wayne D. Mundy died on Mar. 8. Brother Mundy sailed as an AB on the tug Vigilant and for Dixie Carriers, Harvey, La. last year. He shipped out of the port of New Orleans. Surviving is his widow. Leo J. Meyer, 50, died on May 19. Brother Meyer joined the Union in Port Arthur, Tex. in 1970 sailing as a pilot and captain on the Tugs National Mariner, National Gateway and Na­ tional Progress (National Marine) from J 970 to 1979. He was a graduate of the Lundeberg School's Vessel Operator Management Safety Program in 1976. Boatman Meyer was a former member of the Master, Mates and Pilots Union. He was born in Guttenburg, Iowa and was a resident of Garver, Is., la. Surviving is his widow, Louise. Pensioner Henry Sawyer, 68, died of lung failure in the Norfolk USPHS Hospital on Mar. 8. Brother Sawyer joined the Union in the port of Balti­ more in 1959 sailing as a chief cook and deckhand for Harbor Towing from 1958 to 1976. Boatman Sawyer was a former member of the Teamsters Union, Local 24 from 1945 to 1948. He was a veteran of the U.S. Army before World War 11. Born in Hickory, Va., he was a resident of South Mills, N.C. Burial was in Chesapeake (Va.) Memorial Gardens Cemetery. Surviving are two nephews, Paul 1. Powers Jr. and D. C. Harris, both of Chesapeake. Gary Cole Eickelmann, 32, died of a head injury in Mercy Hospital, Balti­ more on Apr. 12. Brother Eickelmann joined the Union in the port of Paducah, Ky. in 1977 sailing as a mate for Northern Towing from 1977 to 1978. He also sailed as a deckhand for Orgulf Transportation. Boatman Eickelmann also worked as a welder for the SIUaffiliated United Industrial Workers Union's (UIW) Louisiana Dock Co., New Orleans this year. He was born in Herrin, 111. and was a resident of Benton, 111. Burial was in Harrison Cemetery, Christopher, 111. Surviving are his widow, Elizabeth; a son, Richard and his parents, Mr. and Mrs. Cecil and Bella Eickelmann. August 1979 / LOG / 37 �•m Steamboatin' Framed by the St. Louis Arch—"Gateway to the West"—is the steam caliope of \he Mississippi Queen. Also known as a "steam pianna", it, [ends an air of authenticity to river excursions—especially when steam's up and the "pianna man" is playin'! Gracing one of the Mississippi Queen's spiral staircases are maids, from top to bottom, Donna Gudger, Zandra Bienaime, and Carol Cruys. John Prados, utilityman on the boat, is from Evansville, Ind. Ldrry Srubaker, maitre d' on the Mississippi Queen, hails from Middletown, Ohio. 38 / LOG / August 1979 64QTEAMBOATS a'cominr O Gone are the days when young boys and girls ran through the streets of such river towns as New Orleans, Cairo, and St. Louis, spreading the news at the approach of an old-time steam­ boat with that once-common cry. But much of the aura and excitement surrounding "steamboatin"'still lingers along the Mississippi, thanks to the 53year-old Delta Queen and her younger and bigger sister the Mississippi Queen. The Queens are the only overnight steam-paddlewheel excursion boats still operating on the U.S. inland waterways, and both are SlU-contracted. The three-year-old, 379-foot Mississippi Queen was in St. Louis recently for a 14-hour stopover, and it was there, amongst the hustle and bustle that surrounds such an event even today, that the Log finally caught up with her. Passengers (she can carry upwards of 400 of them) were coming and going, accompanied by friends and relatives who were on hand to greet them, or give them a good old-fashioned sendoff. All manner of supplies was being delivered and piled up either at the foot of the gangway, or on the boat's foredeck. Some of the 125 crewmembers were, in turn, busy transferring these supplies down below, while others greeted passengers, made repairs, prepared food, cleaned up, and generally readied the Mississippi Queen for the next leg of her river journey (destina­ tion: St. Paul, Minn.). Virginia-born Donna Gudger nowcalls New Orleans, ancktbe Missi^t^Qii^, home..'. She's beerva maid on 8^ paddle-wheefer for over a year. �Alive and Kiekin' on Mississippi It didn't take much imagination to picture how it mijght've been, a hundred years earlier, on the occasion of a steamboat's from that same St. departure from that same St. Louis waterfront. Because, in many ways, that's how it actually was. , of rthe elevaelevi Outwardly at least (the eleva tors, air-conditioning, , , , and swim_ xU/a mine ^pool ^ ^ - dont show on the """& ^ ^ outside), the Mississippi Queen The M/ss/ss/pp/Oueen, during a recent stopover in SI, Louis, Mo. ^ looks very much like a paddlewheel steamboat of yesteryear. That look, plus certain sounds— like her steam whistle or paddlechurning up the water\n time time like carries vou back in IIKC * u«-* otime nothing else can, short ot a time machine. But it takes a lot of people to pull the whole thing off. A lot of hard-working people who believe in what they're doing, without which the Mississippi Queen, or any other boat, would be just a hollow vestige of what once was. It tak6s SIU people, the vast majority of the Mississippi Queen's crew—cooks, waiters, maids, engineroom personnel, deckhands, porters, bartenders and others—to pull it off, day in and day out. These are the people who, in the final analysis, are keeping a romantic tradition alive on the Mississippi. Thanks to those people on the Mississippi Queen and the D^lta Queen, it just might be possible to hear those magic words come ringing through a river town once again: "Steamboat's a'comin'!" -- ^ Serving With Chef George Silver a Golden experience •\T7hen Chef George U. Silver Rainier and Grace Kelly of MonVV completed his first year on the occo, and President Har^ Truman. There's no question abbut it, Chef paddlewheel excursion boat Missis­ sippi Queen last October, the galley Silver has been around. He worked crew under his command presented for years as Chef in various cities, him with a certificate that read, in including New York, Washington, and Atlanta (which he now calls part: "Thank you for all the knowledge, home). And during the Second patience, and understanding you World War he supervised food preparation for the Persian Gulf have given each of us." Command at its headquarters in Many thousands of people who Iran, as well as having a similar have had the good fortune to eat a meal prepared or supervised by Chef position with the Western Defense Silver might agree to add these Command in Alaska. Life on the Mississippi is a new words to that certificate, if they could: "And thanks for the good experience for Silver, but he has adjusted to it without any trouble. food!" Thanks is also due to the wander­ He's kept busy, preparing meals for lust that brought the native of a maximum of 400 passengers, but Antofagasta, Chile to the U.S. in the it's not like the days when he was responsible for the preparation of first place. 4,800 meals a day on the deep-sea It all began in 1925 when Silver passenger ships. . decided to give up a promising Does Chef Silver mind being career as a C.P.A. to take a job as away from home for 30 days at a fireman on a U.S.-bound oil tanker. stretch? . Shdrtly thereafter, he landed his first "Not at all," says Silver with a job in the food preparation business twinkle in bis eye, "at my age (75), —as a dishwasher at the Brown going home after 30 days and seeing Derby Restaurant in Los Angeles, my wife is like having a honeymoon Calif. Thus began a career which, so all over again!" far, has spanned 53 years. All in all. Silver says he has no When you talk about "food fit for complaints about life on the Missisa king", it's not just an expression in sippi, and about his life in general. Chef Silver's case. In fact, he has "America has been good to me, he actually served two kings during his told us. And Chef Silver has been long career: King lb Saud ofSmdi good to America. Does he plan to retire anytime Arabia, and King Mahomed V of soon? , Morocco. "I'm going to stay here till the And during a 10-year period cows come home," was his reply. (1952-61) in which he worked for For the sake of all future passeng­ American Export Lines as Execu- ers on the Mississippi Queen,who tive Chef—on board the S.S. Inde­ will dine royally as long as Chef pendence and the S.S. Constitution Silver is aboard, here's hoping the —Silver supervised preparation oi cows aren't in any big hurry. meals for such notables as Prince career. August 1979 / LOG / 39 �<I A SPACE IN WASHINGTON 30® A DAY IS ALL IT TAKES \, li I ^.\':k Sign the SPAD check-off today. •^P � 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 August 1979 Description An account of the resource HEADLINES MARITIME AUTHORIZATIONS BILL PASSES HOUSE AFL-CIO URGES: END VIRGIN ISLANDS LOPPHOLE ATLANTIC FISHERMAN VOTE TO COME INTO SIU-AGLIWD 3 NEWLY AQUIRED APL SHIPS IN TRANSPACIFIC RUN FARMWORKERS URGE: ‘DON’T BUY NON UNION ICEBERG LETTUCE’ EFFOTS INTENSIFY TO BRING BACK U.S. PASSENGER SHIPS ENERGY CRISIS, IMPENDING RECESSION LABOR’S TOP PRIORITIES INLAND VACATION PLAN HITS A HIGH NOTE PAYS 5,000TH BENEFIT CHECK IN ONLY 3RD YEAR OF EXISTENCE NMC STUDYING A HOLD FULL OF MARITIME LEGISLATION LAKES SEAMEN GET AUG. 1 COLA INCREASE INTERSTATE BOATMEN GET COLA HIKE PATRIOT, 1ST OF 12 NEW SEA-LAND DIESELS LAUNCHED NO BULL! TAURUS SIU’S 10TH GAS CARRIER CALIF. LNG TERMINAL A STEP CLOSER TO GROUNDBREAKING C.G. PROPOSES UNPASSALE PHYSICALS FOR SEAMEN UNIONS DRAFTING PROPOSAL TO SECURE V.A. BENEFITS OF SEAMEN CONGRESS HOLDS HEARINGS ON LNG FACILITY SITING US-FLAG FLEET HITS 22 MILLION TONS LEGISLATION TO BEEF US U.S. SHARE OF BULK TRAE INTRODUCED ECONOMY DEMANDS ACTION ON OCEAN MINING RED TAPE HAS NEW LNG PROJECTS TIED UP 2 MORE SEAFARERS RETIRE WITH INCREASED PENSION N.O. HAS NEW SEAMEN’S CENTER TUG DIMPLOMAT JOINS SIU MANNED INTERSTATE FLEET CARTER AND FAMILY TAKE TREK ON DELTA QUEEN SIU BOAT VICTORIOUS IN 1979 INTL. TUG RACE VACATONING CONGRESS LEAVES PLENTY ON THE BURNER C.G. ANSWERS COURT CASE CHARGING INCOMPETENCY SAGA OF THE R/V ANTON BRUUN, RESEARCH SHIP SENATE CONFIRMS SAMUEL NEMIROW AS NEW MARITIME ADMINISTRATOR SIU’S JOE SACCO ELECTED V.P. OF TEXAS AFL-CIO SAFETY FIRST WHEN ENTERING A TANK OR CONFINED SPACE OLDTIME WILLY MANTHEY, 50 YEARS A SEAMAN, CALLS IT A DAY AT 73 PENGUINES, ICEBERGS, WILDLIFE AND KILLER WHALES STEAMBOATIN’ ALIVE AND KICKIN’ ON MISSISSIPPI SERVING WITH CHEF GEORGE SILVER A GOLDEN EXPERIENCE 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 8/1/1979 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. 41, No. 8 1979 Periodicals Seafarers Log