http://www.seafarerslog.org/archives_old/files/original/efc376338edba186ca7cf18b077f90fd.PDF 0cdadb168f0f3db0117d0b6dcf0677de PDF Text Text SSL Of SEAMANSHIB Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO SlU Crews New 1,000-Ft. Laker, Indiana Harbor Page 13 NO!"9^ SEPTEMBER 1979 Paul Hall Gives National Labor Day Address 1 Pages 14-15 Boatmen on National Flag Save Crash Victim Vi Page 11 Union Wins Landmark Court li £ •< I -II Page 3 SlU in Battle to Preserve Safety Steward Recertification Program u- Gets Underway Pages 20-21 '\ 1)l . J • '"'•iWiiikl, �Smiffe Votes ^Yea' to Bring Back US. Passenger Ships Three erand old oasseneer reoresentative Chuck Mollard the American passenger fleet, have contracted to buy tnese two t Three grand old passenger ships may soon be restored to active service under the U.S. flag, thanks to action taken by the Senate this month. By a voice vote on Sept. 6 the Senate passed two separate bills with the common aim of bringing back the U.S.-flag passenger fleet. House action on the bills is still pending. Introduced by Sen. Daniel K. Inouye (D-Hawaii), one bill allows the passenger ships United States and Santa Rosa to operate on domestic as well as foreign routes. The other bill re-documents the S.S. Independence for use in the U.S. coastwise trade. Passage of the bills was hailed as a boon for the U.S.-flag maritime industry and American tourism by the many maritime labor, industry and government groups that have supported the bills. Speaking for the legislation on behalf of the SIU, Washington 0)(0, representative Chuck Mollard noted that restoration of these that re-birth is still in its infant passenger ships is a necessary stages. House action, expected soon, first step in rebuilding the "vital passenger component of the is still necessary before the long United States merchant marine." laid-up Independence begins The American-flag passenger cruising the Hawaiian Islands fleet, once a vital sector of U.S. and United States starts her maritime, has dipped to only four California-to-Hawaii run. And deep sea vessels in recent years. the two cruise companies which The four, SlU-crewed Delta Line ships, cruise between the U.S. West Coast and South America. The SIU also mans the only Legislative News Senate Passes Passenger two overnight passenger steam­ Ship Bill Page 2 boats in the U.S. fleet. They are SIU in Washington Pages 9-10 Fight to the Delta Queen and the Missis­ Preserve Safety Page 5 sippi Queen. They operate throughout the Mississippi River Union News Win Yellowstone Case Page 3 system. President's Report Page 2 Re-entry of the Independence, Headquarters Notes Page 7 United StatesandSantaRosa into Letters to Editor Page 18 Brotherhood in Action Page 39 the U.S. passenger fleet will mean At Sea-Ashore., Page 17 new jobs for American seamen as SPAD Checkoff Back Page Hall's Labor well as for U.S. shipyard workers Day Address !... Pages 14-15 and those in other maritime Great Lakes Picture Page 26 related industries. Inland Lines Page 29 National Flag Boatmen But while the Senate vote Save Crash Victim Page 11 paves the way for the re-birth of INDEX Paul Hall Next 14 Months Are Critical T HE 1980 Presidential election is a full 14 months away. But the way the candidates—both announced and unannounced—are running you'd think the election was next week instead of next year. It's too bad it has to be like this. But that's the way the American political system works. An elected legislator in this country— whether he be the President, a Congressman or a Senator—never really stops running. Before a politician makes a move—whether it be voting on or sponsoring a bill he looks at it two ways. First, he studies how the bill will effect the nation. And secondly, he studies how his support or opposition of the measure will effect him politically. So many times, a politician votes on an issue in relation to what's good for him politically and not on the merits of the bill itself. It's all part of the political process in this country. You may not like it in principle, but if you are going to take an active role in the political arena—like we do—you have to play by the rules. That is the main reason why the job of political action is both tough duty as well as being a full time job—day in, day out. Each and every SIU member must realize the importance of politics to our Union, our jobs and our security. There's no two ways about it. Our success in politics is directly tied to our continued success and prosperity as a trade union. So, if you look at it closely, it's really not premature to be looking at the 1980 election right now. Don't forget, the office of President is only one job to be filled. The entire House of Representatives, 435 seats, is also up for election. So are numerous important Senate seats. passenger vessels are not going to start pouring money into restor­ ing them until approval to run them is official. The SIU and other maritime labor and industry groups that support a revival of the U.S.-flag passenger fleet, will continue efforts to get that revival rolling. General News Ship's Digests Dispatcher's Reports: Great Lakes Inland Waters Deep Sea Page 26 Page 28 Page 22 Training-Upgrading "A" Seniority Upgrading ....Page 23 Piney Point Grads Page 31 Upgrading Schedule Page 6 Membership News New Pensioners Page 33 Final Departures Page 36 Steward Recertification Program Pages 20-21 Manhattan Island Page 16 Special Features The Late Al Bernstein Good Will Agent on LNG Run Pages 34-35 Page 38 At the present time, this membership should be fully aware that the SIU is already gearing up for the 1980 elections. We are supporting and will continue to support the people we feel will do a good job for maritime when and if they get into office. At the same time, the Union's legislative staff is doing an outstanding job of keeping on top of the day-to-day activities in Washington, D.C. This is an extremely difficult job. And as all SIU members should realize, it's getting tougher and tougher all the time. My point, brothers, is simply this. The next year, from a political standpoint, is crucial to us. We must start playing our chips now, and play them smart throughout. For us there is no bluffing in politics. We have to have a full house every time to bring home a winner. In this game, brothers, SPAD is our chips. And like in any poker game, you can't go in with a small bankroll. If you do, you're as good as dead. Our new '30 Cents-a-Day' SPAD Checkoff Program has been in operation now for a little over a year. The response to the program has truly been outstanding. And, there is no question that the membership's support of the SPAD Checkoff Program has already increased our ability to function politically. Our overall goal is to have every SIU member participate in the SPAD Checkoff program. We are on our way toward achieving that goal. For those who have not signed the checkoff authorization, it's time to start giving serious couSiUeration to doing so. To those who have signed it, it's important to realize that participation in politics by the individual SIU member only starts with SPAD. Every member should know the important maritime issues, as well as knowing where a candidate stands concerning our industry. The individual member should also take the time out to write his Congressman and Senators to encourage support for maritime. In addition, the individual SIU member should consider donating some of his time to campaigns involving candidates being supported by the Union. Our record in the political arena has been a very good one. We have done a lot with relatively small resources. The bottom line, though, is that we must do more. Now is as good a time as any to get going. Change of address cards on Form 35/9 should be sent to Seafarers International Union, Atlantic Gulf Lakes and Inland Wafprs ni«itrirt AFI rin 1123^ Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 41, No. 9, Septernber 2 / LOG / September 1979 Page 32 Fn..r+h A.,^ Qr^nv,r. M Ave.. Brooklyn, N. �• House Votes to Ban Alaska Oil Exportation C I,HALK one up for the Amer, ican consumer and thou­ sands of American workers in a variety of trades including mari­ time., i t ^ The House of Representatives, after months of delay, finally voted to ban the exportation of Alaskan oil as part of the Export Administration Act Amend­ ments of 19.79. The Senate passed an almost identical bill in July. However, because there are some differ­ ences in them, the bill must go to a House-Senate Conference Committee before it can be sent on tp the White House for the final okay. The House version of the bill was passed on Tuesday evening Sept. 25, 1979. However, there was an eleventh hour attempt by Rep. William Dannemeyer (RCalif.) to do away with the Alaskan oil provision in the bill. Dannemeyer was badly defeated in a 340 to 61 roll-call vote. After Dannemeyer's amend­ ment was dumped, the House went on to approve the full Export Administration bill by a voice vote. The ban on exportation of Alaskan oil is a big victory for the goal of energy independence for America. At the present time, the Alaska oil reserve is the only solid reliable reserve in the United States. Credit for this victory goes to the wide range of consumer and citizen groups and the AFL-CIO, which did the hard work on Capitol Hill to get the bilfpassed. Essentially, the House bill totally bans the export or ex­ change of Alaskan produced oil, except in the following instances: • the export would not lessen either the quantity or quality of crude available to U.S. con­ sumers; • the export would result in the reduction in cost of imported crude to American refiners and the cost of oil to American consumers. Cost items would have to be verified by a semi­ annual government audit. • if any exports are approved their contracts must be termin­ able; • the exports must be proved necessary for the protection of U.S. national security. The main difference in the House and Senate bill is this. The House bill says that a Presiden­ tial order calling for the exporta­ tion of Alaskan oil must be approved by both Houses of Congress. The Senate version says that a Presidential order for Alaskan oil export must be disapproved by both Houses of Congress. Either way, it looks like Amer­ ica's biggest and most reliable energy reserve will be used by American consumers and indus­ try, exclusively. SlU Wins Landmark Decision in Yellowstone Case A LANDMARK decision which will enable the SIU to defend the health and safety rights of Union members more fully than ever before was handed down this month by U.S. District Court for the Southern District of New York. The Court decision, dated Sept. 17, 1979, upholds the right of a maritime union to fully and actively participate in a Coast Guard investigation into a ma­ rine casualty that involves union members. The ruling stemmed from charges filed by the SIU against the Coast Guard and other agen­ cies in the wake of a Coast Guard investigation into the June 1978 sinking of the SlU-manned S.S. Yellowstone (Ogden Marine). Two days after the Algerian freighter Ibn Batouta rammed the portside of the Yellowstone's engine room, killing and injuring several SIU members, an inquiry into the cause of the casualty was begun. The purpose of the inquiry was twofold: to determine the cause of the accident; and to formulate suggestions which could be implemented to prevent similar accidents from happening in the future. At the start of the hearing, the SIU applied to the presiding Coast Guard officer. Comman­ der Leon E. Beaudin, to be designated as a "party in interest." A party in interest has the right to fully participate in the proceed­ ings, including the rights to legal counsel, to cross-examination and to call witnesses. As the collective bargaining and trade union representative of the Yel­ lowstone's unlicensed crew, the Union claimed a "vital and critical interest in the safety and working conditions" of Union members and further claimed that interest entitled us to be named a party in interest. Cmdr. Beaudin denied the SIU's "party in interest" applica­ tion, saying that "a person is named a party in interest so that he may have the opportunity to protect himself if the facts develop that are adverse in nature to him." Cmdr. Beaudin decided the Union's status was that of an "interested party," which allowed the SIU to sit in on the hearings but not to play an active part in them. Charging that the Coast Guard had both misinterpreted and acted "in contravention" of U.S. shipping laws defining "party in interest," the SIU applied to U.S. District Court for an injunction. Backs Union Strongly In a hearing before U.S. District Judge Mary Johnson Lowe, the Union presented a well-documented case which argued that an inquiry into a marine casualty in which Sea­ farers are involved cannot be complete without the "relevant and probative evidence," of those Seafarers. District Judge Lowe upheld the Union's position. In a written opinion which strongly backed the Union's authority to protect the lives, safety and working conditions of the SIU member­ ship, Judge Lowe said: . "If Congress intended a casu­ alty investigation to ascertain the cause of an accident, then all interests, particularly representa- fives of the largest segment of the Coast Guard is temporarily maritime public—the crews of barred from publishing or distri­ merchant marine vessels, such as buting their findings. the unlicensed seamen...who Right now, the SIU is in the died in the collision and who are process of preparing the finalizamost likely to die in future marine tion of its case which, if upheld by casualties—will be represented." the Court, will make the tempo­ "The seamen," Judge Lowe rary injunction against the Coast concluded, "if not more inter­ Guard permanent. ested are at least as equally The Union's general counsel interested as owner and cargo . Howard Schulman is very opti­ interests in promoting the safety mistic that the Court will again of life and property at sea. It is rule in favor of the SIU. And that they who have the most compel­ will mean that in the future, the ling reasons to raise all issues SIU and other maritime unions relevant to the collision." will be able to raise all the The Coast Guard's one-sided relevant issues in a marine investigation of the Yellowstone casualty investigation, not just the issues the Coast Guard and tragedy has been completed. But because of the court's ruling, the shipowners want to see. 1 i Log, Skipjack Win ILPA Awards The International Labor Press Association has announced the winners of its 1978 Journalistic Awards Contest and the SIU's publications did well. The Log won the "Award of Honor for General Editorial Excel­ lence" in its category of interna­ tional union publications of less than 100,000 circulation. The Skipjack, published by the Lundeberg School, won two awards. The Skipjack won the "Award of Honor for General Editorial Excel­ lence" in its category of union publications of less than 20,000 circulation. The Skipjack also won "First Award for Best Front Page, News­ paper Format" in competition with all labor newspapers. In announcing the awards, the ILPA judges said that the Log "specializes in bringing to its far flung membership news of maritime legislation that directly affects their lives, both at sea and ashore. Special emphasis is also given education and training of seamen." The ILPA judges said that the Skipjack "is unexcelled in its class for fine graphics. Spritely written features, with good photos help it explain the world of the sea to students and the activities of the School to the outside world." The award won by the Log this ye^r adds to the long list of awards our paper has won since it was first published in 1938. A good deal of the credit for the Log's success goes to SIU members who continually supply the Log with lively photos and stories of life at sea and on the inland waters. Congratulations are also in order here for the staff of the Lundeberg School for the fine job they do month after month in keeping the membership informed of the oppor­ tunities available at the School for SIU members. • I ; September 1979 / LOG / 3 i �E" Unions Oppose Amendments to Maritime Bill T Following are the two House WO legislative amendments that would badly hurt the amendments which the Ad Hoc Maritime Committee opposes: U.S. merchant marine have been • the so-called "50 percent vigorously opposed by the AFLmanning amendment." This CIO Ad Hoc Committee on amendment prohibits CDS funds Maritime Industry problems. The Ad Hoc Committee, made for the construction of any new merchant vessel on which the up of all the major seagoing subsidized manning scale is 50 unions, voiced strong objections percent above the minimum to two of the House amendments manning requirements deter­ to the Maritime Appropriations mined by the Coast Guard as Authorization Act of fiscal year necessary for the "safe operation" 1980. of the vessel. The Maritime Bill was passed • the so-called "lobbying" by the Senate in May and by the House in July. TheSIU and other amendment. This amendment maritime unions fought very affects U.S. operators who re­ hard for the bill and were ceive operating differential sub­ successful in getting the most sidies. It prohibits them from counting as eligible their costs for important parts passed. These were the allocations of contributions to contractually established maritime industry subsidy funds. For the construction differen­ and legislative research organiza­ tial subsidy (CDS) program, tions. This includes such groups $101 million was approved; for as Transportation Institute, the the operating differential subsidy Joint Maritime Congress, and (ODS) program, $256 million the American Maritime Officers Service. was approved. SIU Washington Representa­ Also $16 million went to maritime research and $27.9 tive Chuck Mollard, who is million for maritime education chairman of the Subcommitte on Legislation of the Ad Hoc Mari­ and training. The House tacked on some time Committee, voiced the amendments to its version of the Committee's objections in letters Maritime Bill. Since these to Rep. John Murphy and Sen. amendments are not in the Daniel Inouye. Senate version, a conference Concerning the "50 percent committee must meet to resolve manning amendment," Mollard the differences. wrote, "This is a completely He pointed to the fact that erroneous and misleading provi­ sion which serves only to confuse U.S.-flag tankers of 200,000 to 390,000 deadweight tons operate the Congress." with crews of 29. But less than 10 He explained that the Coast years ago a 16,000 dwt tanker was Guard doesn't take the steward department into consideration manned with 42 seamen. Explaining the objections to when establishing manning levels the "lobbying" amendment, Mol­ for "safe navigation." Mollard pointed out that the lard noted the Ad Hoc Coast Guard's manning levels Committee also feels that this "do not take into account the measure "is an unnecessary need for vessel maintenance, intrusion into the collective vessel sanitation, specialized bargaining process." He compared the subsidies' operational activities, or passen­ ger services, as well as possible given steamship companies by the government to federal funds emergency procedures." He added that current man­ given in other areas. The com­ ning levels have been reviewed panies, he said, "are no more and approved by the U.S. Mari­ using federal funds to lobby time Administration, "the sole Congress, thd!n are those thou­ government agency responsible sands of cities, states, universi­ ties, foundations, and other for the CDS program." In the letters it was also organizations that receive federal pointed out that the Ad Hoc funds while they, at the same time Committee feels that this amend­ allocate funds to undertake ment "is an outright attempt to research and present their views before the Congress." erode our national policy of Mollard gave some back­ promoting a stable collective ground concerning this amend­ bargaining process." ment. He noted that when the Productivity Increased amendment was first introduced Mollard notes that "maritime it was rejected by a House labor and management have for subcommittee and then by the years taken the lead in reducing full Committee on Merchant crew size, boosting productivity Marine and Fisheries. However, and at the same time agreeing the amendment was adopted on upon the crew size necessary for a the House floor. "We can only assume," Mol­ ship's safe operation, mainte­ lard wrote, "that those who nance and cargo handling." supported this measure did so based on the misconception that such organizations [like Trans­ portation Institute, etc.] receive is such incidents as this that makes direct federal subsidy funds." The results of the conference us proud of the men who can be found aboard our ships..." committee's meetings will be carried in the next issue of the Log. Seafarer Saves Shipmate on SS Santa Mar/ana The validity of the old adage, "it's not the ship, it's the crew," has been proven once again, this time on the SlU-manned passenger ship SS Santa Mariana, which was enroute to San Francisco. The heroic actions of one of the crewmembers, Dudley Grant, third steward, were instrumental in saving the life of his shipmate, William Hurd, 2nd Cook/Pantryman. On Thursday, August 1, Hurd suffered an attack that was appar­ ently caused by his moving too quickly from a warm galley into the chill box. He collapsed outside the chill box, lost consciousness, and subsequently, had no respiration or pulse. Fortunately, Grant was nearby and knew the correct procedures to follow in such an instance. He administered artificial respiration and gave a sharp blow to revive Hurd's heart beat. The ship's surgeon. Dr. Harold Lidner, arrived quickly and com­ mented favorably on Grant's quick and level-headed behavior. There is no doubt, he said, that Grant saved Hurd's life. The Captain of the SS Santa Mariana. Earl Hill, wrote the 4 / LOG / September 1979 following note to the President of Delta Steamship Lines, the ship's owner, shortly after the incident: "It Know the Laws in Foreign Ports I^ ^ \ Vl.fx ^ Seafarer Dudley Grant, left, played a hero's role when he revived his shipmate, William Hurd, after Hurd had suffered an apparent fatal heart attack. With the drama behind them, the two get together for this photo aboard the SS Santa Mariana. The Union wants to remind all Seafarers that they are subject to the laws of the countries to which they sail. Being in a foreign jail is not pleasant. But that's exactly where merchant seamen And themselves when they disregard the laws of another country. The same is true for foreign seamen in this country. They are also subject to U.S. law and can face imprisonment if they violate it. Try to be familiar with the laws of the countries to which you sail. Laws are not the same everywhere. Something which is legal here might be illegal in another country. Also, just as Americans want foreigners to respect our laws, we should respect theirs. That respect will have a twofold benefit. It will contribute to better feelings and it will keep you out of jail. �Safety of Life at Sea is at Stake in New Bill U NBELIEVABLE is the best way to describe it! The U.S. Coast Guard, the agency charged with protecting life and safety at sea, is support­ ing a bill that would blast a hole right through the bulkheads of America's marine safety codes. The bill, slugged H.R. 5164, is being considered by the Subcom­ mittee on Coast Guard and Navigation of the House Mer­ chant Marine and Fisheries Committee. The Subcommittee, chaired by Rep. Mario Biaggi (D-N.Y.), has been conducting hearings on the measure. The bill would, among other things, allow vessels of 300 gross tons or less, carrying freight or passengers for hire to be operated without a licensed pilot or engineer. Presently, the law mandates that a licensed pilot and engineer be carried on all vessels above 15 gross tons carrying freight for hire, or above 15 gross tons and in excess of 65 feet in length carrying passengers for hire. However, for the past 20 years, the Coast Guard has essentially ignored the law and has applied these personnel requirements only to vessels in excess of 100 gross tons. The SIU is vehemently op­ posed to this bill in its present form. And SIU Washington Representative Chuck Mollard told the Subcommittee why in testimony on Sept. 18, 1979 in Washington, D.C. neer requirement is an attempt to alleviate an alleged localized manpower shortage in the off­ shore mineral and oil industry. Industry spokesmen claim there are not enough people with the required licenses to operate the increasing numbers of crewboats being utilized in offshore oil drilling on the East Coast. Instead of tightening safety laws with this increased traffic, the Coast Guard is singing the industry's song. Rear Adm. Henry Bell, chief of the office of merchant marine safety, told the Subcommittee that the removal of the pilot/ engineer requirement "would not adversely effect safety." When Bell finished his brief testimony on the bill, there was little cross examination by the Subcommittee, considering the importance of the proposed changes in safety codes. The fact, though, that the two chief consuls to the Subcommit­ tee, Mr. R. Cassani and Mr. R. Ratti, are retired from the Coast Guard no doubt has something to do with it. SIU Position Chuck Mollard made the SIU's position on H.R. 5164 very clear during Subcommittee hear­ ings. The Union is determined to fight this measure down to the wire in the best interests of safety of life at sea and the marine environment. Mollard told the Subcom­ mittee that the Union can appre­ Mollard said that the removal ciate the problems of the offshore of the pilot/engineer requirement marine industries. But he clearly on vessels of 300 gross tons or less pointed out that the bill's ap­ would be a "critical mistake" and proach to aiding the industry "is would "seriously compromise misguided" in that "it seeks to both safety and the environ­ heal minor wounds with major surgery." ment." Mollard pointed out that The removal of the pilot/ engi­ vessels of 300 gross tons must have qualified people in com­ mand. Crewboats used in the offshore industry often approach 400 feet in length, carry as many as 50 passengers and are contin­ uously docking and undocking— as many as 20 times in 7 days. Mollard also pointed out that some passenger vessels of under 100 gross tons approach 200 feet in length and carry as many as 800 passengers. Mollard was backed up in his statements by representatives of the Masters, Mates and Pilots Union, MEBA District I and MEBA District 2. Those repre­ sentatives were Henry Trutneff (MM&P), Fred Schumann (Dis­ trict 1) and Ed Kelly (District 2). The SIU's Mollard also noted a recent report of the National Transportation Safety Board which recommended to the Coast Guard that the navigation re­ quirements for equipment and licensing of crewboats be up­ graded. This NTSB report fol­ lowed investigation of the colli­ sion in 1978 of a Liberian tanker and a U.S. crewboat in the Gulf of Mexico in which two men lost their lives. In wrapping up, Mollard reemphasized the Union's total opposition to the relaxation of the pilot/engineer requirement or any other requirement that would imperil safety of life at sea. The next step for H.R. 5146 is unclear. The Subcommittee will undoubtedly report the bill which will then be considered by the full House Merchant Marine Com­ mittee. The SIU is prepared to fight the bill there and right on to the House fioor itself if it gets that far. A mitedmaritime'laborTonttesTified against many of the provisions in H.R. 5164. From the left they are: Fred Schamann (MEBA District 1); Chuck Mollard ot the SIU; Ed Kelly (MEBA District 2), and Henry Trutneff of MM&P. I a September 1979 / |_0G / 5 l! �Engine Upgrading Courses: You Name it. He's Taken it UPG Seafarer Bobby Frank Hedrick has been working on ocean-going vessels in the engine department for the past 13 years. During this time he has taken full advantage of the Lundeberg School. Seafarer Hedrick took his first course at HLS in 1973. Since that time he has taken the programs for firefighting, lifeboat, welding, refrigerated container mechanic, fundamentals of diesels, automa­ tion, marine electrical maintenance and QMED—any rating. With all this training under his builds your future builds your security LNG—October 15, December 10 Diesels for QMED's—November 26 FOWT—October 25, November 26 Welding—^November 12 AB—November 8 Automation—November 12 Quartermaster—October 15 Steward—October 15, November 12, December 10 Chief Cook—October 29, December 10 Cook and Baker—October 29, December 10 Lifeboat—October 15; November 8, 22; December 6, 20 Tankerman—October 15; November 8, 22; December 6, 20 Steward Hecertification—^November 12 Electronics for QMED's — November 5 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!) UPGRADING It pays Do It Now! Seafarer Bob Hedrick belt. Brother Hedrick went one step further. He took and passed the Coast Guard licensing exam for Original Second Engineer, Steam. He said,"I am sincere when I say the school has helped me. Because of the success I had with the programs at the school, I had the confidence to go on and get my engineer's license. The Union has been good to me. I haven't been broke since my first payoff from a ship." Brother Hedrick did not pass the examination for his engineer's license on the first try, however. "I came back to the school for an upgrading course and received help from instructors Bill Eglinton and Charlie Nalen," he commented. Seafarer Hedrick recommends the Lundeberg School to any young person who needs a little direction. He said, "I have done many different things during my life including eight years in the Navy and seven years in the Air Force. I have also been a truck driver. It pays to be a seaman. There is no other school that a person could go to that is three months long and gives him a job at the completion of the program. I have never been involved with anything that is such a good opportunity as this is." Brother Hedrick has taken his own advice about HLS and is currently enrolled in the Pumproom Maintenance and Operations course. He has most recently been working on the liquefied natural gas carrier, the El Paso Arzew, as a QMED. "I plan to keep my SIU book active. I have time with the Union and I would be foolish to throw this away." Seafarer Hedrick has been a member of the SIU for 13 years and resides in Oroville, Calif, with his wife and four stepchildren. Monthly Membership Meetings Port New York Philadelphia Baltimore Norfolk Jacksonville Algonac Houston NewOrleans Mobile San Francisco Wilmington Seattle Piney Point San Juan Columbus Chicago Port Arthur Buffalo St. Louis , Cleveland Date Oct. 9 Oct. 9 Oct. 10 Oct. 11 Oct. 11 Oct. 12 Oct. 15 Oct. 16 Oct. 17 Oct. 18 Oct. 22 Oct. 26 Oct. 13 Oct. 26 Oct. 20 Oct. 16 Oct. 16 Oct. 17 Oct. 19 Oct. 18 Deep Sea Lakes, Inland Waters 2:30p.m 2:30 p.m 2:30 p.m 9:30a.m 2:00 p.m 2:30 p.m 2:30p.m 2:30p.m 2:30p.m 2:30p.m 2:30 p.m 2:30 p.m. 10:30a.m. 2:30 p.m. UiW 7:00 p.m. 7:00p.m. 7:00 p.m. 7:00 p.m — — 7:00p.m 7:00p.m — — 1:00 p.m. — 2:30p.m 2:30 p.m 6 / LOG / September 1979 u'' �Headquar bv* SIU Execulive Vice President Frank Drozak People Take Notice of Job SIU Members Are Doing S OMETIMES it seems like the harder you work, the less notice people take of what you are doing. This is a problem the American Merchant Marine has been saddled with for many years. And it's one reason why it's not nearly what it should be today. People simply don't take enough notice, and don't realize how vitally important to our nation's interests the merchant marine is. In spite of the fact that the SIU has fought long and hard, over the last 40 years, to win improved wages and living conditions for seamen, and to upgrade the profession in general, we've still got to yell as loud as we can to get people to take notice. How often have you heard a good word, from somebody outside oPyour own immediate circle, about the good job you are doing? Not often enough, I'd venture to say. And it's through no fault of your—or our— own that this condition exists. But despite these things, the SIU has a good reputation. Our members are manning the most sophisticated vessels being built today, as a result of this well-deserved reputation. SIU members are manning LNG's, VLCC's, ULCC's Lash ships, OBO's, RO/RO's, super containerships and every type of modern tug and towboat in the U.S. fleet. We are doing a tremendous job in the process. But what about a kind word every now and then? A word of praise that can do wonders for the morale? Unfortunately, they are just too few and far between, to the point where you sometimes wonder: is anyone taking any notice? Well, brothers, I'm pleased to report that, yes, people are taking notice of the job SIU members are doing. Just recently I attended the launching ceremony of the new ultra large crude carrier, the USTPacific, in Newport News, Va. It was there that some unsolicited words of praise were spoken in reference to the job Seafarers have been doing on the Pacific's sistership, the UST Atlantic. The 390,000 dwt. UST Atlantic, the biggest ship ever built in the Western Hemisphere—until the UST Pacific came along—has been in operation since early this year. So Seafarers have had plenty of opportunity to prove themselves on the big ULCC. Shell Oil Co., which holds long-term leases on both ships, has been watching how the USTA tlantic has been handled over the last several months—closely. Executives from the company were at the recent launching ceremony in Newport News. They went out of their way to say how impressed they were with the job Seafarers have been doing on the ship. Needless to say, the men on the UST A tlantic, as well as the entire SIU membership, should be pleased. And proud. These words of praise can be accepted at face value: as a compliment for a specific job well done, which it certainly is. But there's more to it than that. These words of praise serve to reinforce what we've believed about our Union for a long time: that SIU seamen and boatmen are the most skilled and qualified maritime workers in the world. Those words of praise also serve to tell us that all the time and effort we've put into the Harry Lundeberg School and its various training programs have been well worth it. It's an investment that's constantly paying off. Because of the Lundeberg School and its incomparable technical and safety courses, such as LNG Safety, Automation, and Pumproom Maintenance and Operation, all our companies can rest easier knowing that SIU members are handling pumping operations and other crucial jobs on their vessels. Every time a Seafarer upgrades, it pays off for him as an individual. It also helps maintain and enhance the SIU's reputation for providing that increasingly important product: skilled manpower. Yes, brothers, it pays off as sure as anything. And every now and then, such as recently at the launching ceremony of the UST Pacific, you find out that somebody is actually taking notice of your skills, and appreciates the job you are doing. Bilateral Trade Pacts Work: US. Needs More of Them The U.S. Maritime Admini­ stration has just published the results of a ten-year study it commissioned on the impact of bilateral shipping agreements on the U.S. liner trades. The report concludes that bilateralism is "a viable option for U.S. policy-makers." A bilateral shipping agreement is one in which two countries decide to reserve an agreed upon percentage of ocean-borne trade for vessels documented under their laws. For example, the agreement reached by the U.S. and Soviet governments concerning the transportation of grain was a bilateral shipping agreement. The American Merchant Marine was guaranteed the right of carrying 33 percent of all grain shipped from the U.S. to Russia, as was the Russian fleet. The SIU has long been on record as favoring the use of bilateral agreements. Because such agreements limit the per­ centage of cargo that third flag and "flag-of-convenience" vessels are allowed to carry. Bilateral agreements also preserve jobs for American seamen. The Mar Ad study is based on the shipping patterns of U.S.­ Brazil commerce. Brazil was one of the first countries to actively reserve a percentage of all oceanborne trade for vessels flying its own flag. The United States does not normally enter into bilateral agreements. It did, however, enter into one with Brazil in response to that country's uni­ lateral shipping policies. Opponents of bilateralism contend that such a policy automatically leads to higher prices and decreased service. The MarAd study, however, notes that bilateralism in the U.S.-Brazilian trade "has not resulted in higher freight rates," as detractors of bilateralism contend. Nor has the service deteriorated: 94% of commercial shippers interviewed report that service on that run has either improved or remained the same during the past ten years. More importantly, however, bilateralism has increased the American share of the Brazilian trade from 25 to 40%. Don't Get Trapped in the Electronics Jungle EVERY SIU ship has electronic gear that QMED's need to know how to handle — Now you can learn how! Take the new "Electronics for QMED's" course at HLS. In this 6-week course you'll get the skills you need to work on: • electronic systems in the Engine Room • winch controls • anchor windlass controls • cargo control boards Sign Up Now! Course Starts November 5. Contact the Harry Lundeberg School or use the application in this issue of the Log. " September 1979 / LOG / 7 m �A total of 21 SlU Boatmen employed in the ACBL fleet took part in the most recent contract conference for these members. Overall, nearly 75 Boatmen from the fleet participated in the three conferences at the Lundeberg School along with Union officials. Rank-and-file Boatmen pictured above include; Lewis Brumfield, G. Chilton, Phil Chirch, Mark Dougherty, Gary Douglas, Marion Ellis, C. Ferree, James Greenwood, Roy Hale, Chester Mailman, William Hamilton, Hugh Hurley, Shawn Kelly, Jack Lamburth, Earl McKnight, Cliff Shriver, Donny Smith, Roy Stinson, Robert Summers, John Warren and Roy Shreve. SlU Holds Contract Confabs for ACBL Boatmen When the third and final Pre­ contract Conference for SIU Boat­ men employed at ACBL wrapped up at the Harry Lundeberg School in Piney Point, Md., late this month a lot had been accomplished. ACBL is the largest barge line in the U.S. and operates throughout the Mississippi River System. '' All told, nearly 75 Boatmen served as delegates during one of the three, week-long conferences. They participated in discussion sessions which examined every aspect of their Union contract in great detail. Over the course of the Con­ ferences, the delegates submitted nearly 1,000 contract suggestions which will be duly considered when contract proposals for the upcoming contract negotiations at ACBL are formulated. (The collective bargain­ ing agreement at all four ACBL subsidiaries expires Dec. 30, 1979.) The ACBL Boatmen who served as delegates at the Conferences represented over 500 licensed and unlicensed SIU Boatmen in ACBL's fleet. But what truly made the series of Conferences a success was the fact that every delegate discovered that the key to successful contract negotiations has .to be unity. Working together towards com­ mon goals is what the Conferences were all about. It's also what the SIU is all about; Union members work­ ing side-by-side for better and better contracts and a stronger and stronger Union. Over and over again throughout the first ACBL conference (Aug. 27Sept. 1), the second (Sept. 1()-15) and the third (Sept. 17-22), the theme of unity kept coming up. And to a man, the delegates agreed: working together for our common good is the only way to move forward. Before the end of each of the three Conferences, the Boatmen elected at least one licensed and'one un­ licensed delegate to serve as their representatives on a formal Con­ tract Committee. The rank-and-file delegates from each Conference, are scheduled to meet with SIU officials at the St. Louis Union hall for another weeklong conference starting Oct. 1. There they will review the contract suggestions submitted during the three pre-Contract Conferences plus any suggestions submitted by mail. One of the benefits of the St. Louis conference is that when SIU representatives sit down at the bargaining table with ACBL, they'll be armed with solid contract pro­ posals that really reflect the needs and desires of the membership. And they'll have the strength that comes from a united purpose. At Ripe Old Age of 22, Dan Liddic Will Nail Down Pilot's Job When Dan Liddic saw an article in the Baltimore Evening Sun about the Harry Lundeberg School, he was too young to attend. But since he wanted to make his living off the water, he kept it in mind. And in 1975 he became an entry trainee at the SIU Boatman Dan Liddic 8 / LOG / September 1979 School in Piney Point, Md. Now, at the ripe old age of 22, Brother Liddic is a pilot trainee with SlU-contracted Dixie Carriers aboard the Dixie Traveler. Brother Liddic's boat works the Gulf Intracoastal Waterway from the Tenneco Oil Refinery in Chalmette, La. to Pecan Island, La. The trip to Pecan Inland takes 18 hours and the trip back to Chalmette takes 24 hours. Late last year Brother Liddic graduated from the Transporta­ tion Institute (T.I.) Towboat Operator Scholarship Program which is held at HLS. The Scholarship Program, given in cooperation with the SIU, provides $125 weekly stipend to each winner, as well as free tuition, room and board, and books. T.I. is a Washington, D.C.based educational and research organization for the maritime industry. It consists of 174 companies involved in harbor, inland, and deep sea operations. When Boatman Liddic grad­ uated from the third Scholarship class, he was a tankerman with Dixie. Now he'll soon be a pilot when he completes Dixie's 90day training period. Talking about the Scholarship Program, Boatman Liddic said the teachers were "good to work with." A native of Baltimore, Md., Brother Liddic is living there now with, his wife. Tug Mariner Passin'Thru Brooklyn The SlU-manned tug Mariner (lOT) paid a visit to Brooklyn recently pulling in with a load of. oil for a local Army Base. Crewmembers, from the left, are Bill Bailey, cook; John Fender, chief engineer; Jeff King, able-seaman; John Blank, captain; Skip Rogers, mate and Tom Brennan, able-seaman. Seated from the left are John McCunney, ordinary seaman, and Ted Nichols, engineer. �ttt in Seafarers International Union of Nortli America. AFL-CIC) September 1979 Legislative. Administrative and Regidatorv Happenings On the Agenda in Congress... Congress ended its August recess on Sept. 5, and came back to a full agenda of legislative matters. Many of them are of special concern to the maritime industry. Following are some of the hearings which are on the schedule in the House and the Senate: • Thermal Energy Conversion The Oceanography Subcommittee of the House Merchant Marine and Fisheries Committee will conduct a hearing on ocean thermal energy conversion. Congressman Gerry Studds (D-MA) will chair the hearing. • Shipping Act Amendments The Merchant Marme and Tourism Subcommittee of the Senate, Commerce, Science and Transportation Committee will continue hearings on S. 1640, to establish a cooperative shippers' council; S. 1642, maritime agreements in U.S. foreign commerce; and S. 1463, antitrust exemp­ tions. Senator Daniel Inouye (D-HI) will chair the hearing on Sept. 20. Another hearing will be held on Sept. 28. • Omnibus Maritime Bill The Merchant Marine Subcommittee of the House Merchant Marine and Fisheries Committee will continue hearings on H.R. 4769, the Omnibus Maritime Bill. Congress­ man John Murphy (D-NY) will chair the hearings. • Underutilized Species Development The Fisheries and Wildlife Conservation and the Environment Subcommittee of the House Merchant Marine and Fisheries Committee will continue hearings on H.R. 4360, underutilized species development legislation. Congressman John Breaux (DLA) will chair the hearing. • Oil Pollution Liability The Water Resources Subcommittee of the House Public Works and Transporta­ tion Committee will hold a hearing on H.R. 85, oil pollution liability legislation. Congressman Ray Roberts (D-TX) will chair. • Railroad Deregulation The Transportation Subcommittee of the House Interstate and Foreign Commerce Committee will con' ue hearings on the deregulation of railroads. Congressman James Florio (D-NJ) will chair the hearing late this month. • Outer Continental Shelf The House Select Committee on Outer Continental Shelf is continuing hearings this month and in October on the implementa­ tion of offshore oil and gas development on the Outer Continental Shelf. Congressman John Murphy (D-NY) is chairing the hearings. • Small Vessel Manning As we go to press, the Coast Guard Subcommittee of the House Merchant Marine and Fisheries Committee is continu­ ing hearings of H.R. 5164 and related bills regarding inspection and manning require­ ments for "small vessels". SlU Washington Representative Chuck Mollard will present the union's positions on manning, training and safety. Passenger Ships Bill Stalled in House; Senate Gives Go-Ahead While the House Merchant Marine and Fisheries Committee, under the leadership of Chairman John Murphy (D-NY), is dragging anchor on a bill which could revitalize the U.S. passenger ship industry, the Senate has ordered "full speed ahead." By a voice vote on Sept. 6, the Senate passed S. 1281 which provides for the operation—under U.S. flag—of the S.S. United States, the S.S. Santa Rosa and the S.S. Independence. The Senate initiative to put the American flag on these former U.S.flag passenger ships is the result of the efforts of Senator Daniel Inouye (D-HI), chairman of the Merchant Marine Committee of the Senate Committee on Commerce, Science and Transportation. The House Merchant Marine Committee, meanwhile, after full hearings, has yet to call the bill in for a mark-up. Both the House and Senate bills have received the active support of the Maritime Administration which has called the pending legislation "an important step toward promoting and developing U.S.-flag passenger and cruise service in our domestic trades." The bill has also been endorsed by Senator Howard Cannon (D-Nevada), chairman of the Senate Committee on Commerce, Science and Transportation, as well as other key members of both the House and Senate. m SIU Boatmen Attending ACBL Contract ConFab At HLSS Visit Washington A group of SIU members employed by the American Commercial Barge Lines (ACBL) came to Washington recently for a first­ hand look at their Union's political and legislative programs. The Union members were attending a special contract conference at the Harry Lundeberg School in Piney Point, MD. During their visit to the Capitol, the group took time to pose for this photo. Pictured here are: Clyde Beavers, James Calvert, Ron Campbell, Dale Chester, Steve Fiss, Steve Hall, Kermit Hardwick, Thomas Jones, Dave Kelser, Michael Kiker and Kenneth Killion. Also, Charles Koch, Martin Kroen, Jim Lawson, Philip Macklin, Horace McCormick, Victor Nunez, Lon Ousley, Donald Sample, Bob Sells, Albert Stanley, Timothy Stewart, Ken Thompson, James Torseh and Robert Wallace. Also on the tour were SIU officials Don Anderson, Gerry Brown, Dean Corgey, Joe Sacco, Mike Sacco and Jack Sheehan. September 1979 / LOG / 9 \\ �Maritime Industry (ri)c 5U\ in IViasbinqton News MARAD and Industry Spokesmen Give Limited Support to House 'Omnibus' Maritime Bill Both the U.S. Maritime Administration, and a spokesman for the maritime industry gave reserved and limited support for the "Omnibus Maritime Bill" as hearings on the legislative package opened this month before the House Committee on Merchant Marine and Fisheries. On Sept. 5, Assistant Secretary for Maritime Affairs Samuel B. Nemirow, testified before the Merchant Marine Subcommittee of the House Merchant Marine and Fisheries Committee on H.R. 4769, the Omnibus Maritime Bill. Mr. Nemirow outlined the Maritime Administration's reaction to the Title II provisions of the legislation which comprise a number of proposed revisions to the Merchant Marine Act of 1936. He expressed the Maritime Administration's support of the following: • Amendments authorizing the perm­ anent renewal of negotiated pricing in CDS contracting; • A permanent War Risk Insurance Program; • The standard design ship concept; • Allowing unrestricted international trading by bulk operators; • Amending Sections 506 and 605(a) of the Merchant Marine Act to simplify the conditions under which vessels built with CDS and operated with ODS would be permitted, with pro rata payback of CDS funds, and abatement of operating subsidy, to participate in the U.S. domestic trades. Mr. Nemirow also expressed his reserva­ tions in regard to a number of critical "shortcomings" in the bill: • Allowing ODS for foreign built ships. Mr. Nemirow stated that "given the current world overtonnage situation, plus the bill's proposal to make CDS funds available for foreign-built ship acquisition, providing ODS for reflagged ships would kill any incentive for construction of foreign trade ships in the United States." • Allowing unlimited foreign-to-foreign trading by subsidized liner operators. • Providing a CDS penalty for non-scrics ship construction. In Mr. Nemirow's opinion, "enactment of this amendment would encourage operators with exceptional needs for one-of-a-kind ships to place their orders in foreign yards." • Eliminating the requirement for con- SPAD b Ihc SIU's polhkal fund nnd our polilical arm h Waahlnglon, D.C. Tfce SIU aalu for and accepts eolnatary contributions only. The Union uses the money donated to SPAD to support the election campaqpis of legbiators who have shown a pro-maritime or pro-iahor record. SPAD enables the SIU to work effectively on the vital maritime issues in the Congress. These are bsues that have a direct impact on the {ohs and job security of all SIU mem­ bers, deep-sea, inland, and Lakes. The .SIU urges its members to contiauc their fine record of support for SPAD. A member can contribute to the SPAD fund as he or she sees lit, or mai& no contribution at ail 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. 10 / LOG / September 1979 tinuing service of essential trade routes as a condition for the receipt of operating subsidy for liner operators. On Sept. 11, 1979, W. James Amos, President of Lykes Brothers, testified on behalf of the National Maritime Council. He characterized Title II of the Omnibus Bill as a "good start" in dealing with the problems facing the U.S.-flag liner industry.. In its testimony, the National Maritime Council endorsed the limited open con­ ference approach of Title II of the legisla­ tion, recommending however, that the conference mechanism be strengthened in order "to achieve stability, predictability and profitability in the U.S. liner trades." e The NMC emphasized that the limited open conference system alone would not alleviate the overtonnaging problem and urged that the proposal be coupled with the use of bilateral shipping agreements. The National Maritime Council also expressed its support of legislation directing the Secretary of Commerce to negotiate, whenever possible, bilateral shipping agreements with U.S. trading partners, and requested that the omnibus bill be amended to set forth the specific mechanics of such a policy. MARAD Releases Report On Pooling Agreements Between U.S. and Brazil The Maritime Administration recently released a report which analyzed the effects of pooling agreements entered into by the United States and Brazilian governments. These agreements guarantee equal access to both governments' impelled cargoes and encourage the formation of revenue pools to implement equal access. According to the report, U.S.-flag carriers have benefited from bilateral agreements since: • liner capacity and service levels have expanded in order to meet the requirements of the increased U.S.-Brazilian trade; • the resulting stability in trade shares and revenues have permitted long-term investments in the U.S. Brazilian trade; and • service levels have improved without incurring increased costs and freight rates. As a result of the conclusions reached / through the analysis of U.S.-Brazil polling agreements, the Maritime Administration report predicts that similar arrangements with other trading nations would promote beneficial results for both the U.S. and its trading partners. These benefits would include: • effective responses to unilateral ship­ ping policies instituted by trading partner governments; • the reduction of overloiiiiaging, price cuttings and malpractices in the U.S. liner trades, and • stimulation of capital investments and innovation in the less developed liner trades. Proposed Tank Barges Design Rules An industry spokesman has called the Coast Guard's proposed regulations on design standards for oil tank barges "economically inefficient" and of little help in preventing oil spills. Testifying at a hearing on the Coast Guard's planned regulations on design of the tank barges used for the carriage of oil products, Steve Scalzo, port captain for Foss Launch and Tug Company, stated that the proposed regulations which require double hull construction for all new tank barges constructed or converted to carry oil after Dec. 31, 1979, "are economically inefficient because they involve an un­ reasonably high capital expenditure when compared with the potential reduction of oil pollution." According to Mr. Scalzo, "the double hulls are not effective in preventing the loss of oil from sinking, capsizing or penetration in high energy collisions." He pointed out that the statistical base used in studies supporting the proposed regulations show "that a large majority of the volume of oil spilled was a result of a minimum number of accidents that involved severe damage to a few vessels." Mr. Scalzo also noted that "in most cases, the added protection of a second hull would not have prevented the discharge of oil." He concluded, "the primary role of the double hull in spill prevention is in the reduction of large numbers of smaller spills which pose little threat to the environment and are easily cleaned up." Carter Expected To Name Hidalgo Navy Secretary President Carter is expected to nominate Edward Hidalgo to become Secretary of the Navy. Mr. Hidalgo, a 66-year-old Mexicanborn lawyer, is presently an Assistant Secretary of the Navy. He will succeed W. Graham Clayton, who recently became Deputy Defense Secretary. In J 977, Mr. Hidalgo became Assistant Secretary of the Navy in charge of man­ power, reserve affairs and logistics. His major accomplishment in that job was to settle complex contract disputes with the Navy's three major shipbuilders, who had filed more than $2 billion in contract claims against the government. �Boatmen on National Flag Save a Life IU Boatman Tony Thomp­ son, relief captain on the National Flag, said he "didn't do anything out of the ordinary. I was glad to help." But if it wasn't for him and the rest of the crew of the SIUcontracted National Flag (Na­ tional Marine Service), a man might be dead today. [The rest of the crew was: Pilot Roy Benoit; Tankerman Douglas Carrier, and Deckhand Dave Barnett.] The good training and profes­ sionalism of the crew came to an emergency test Aug. 30 when a Peruvian ship in the Mississippi River hit a butane barge that was loading in Good Hope, La. Amidst the chaos that followed, the crew rescued from the water the injured pilot off the ship.The crew then went on to put out the fire on a burning tugboat, the Capt. Norman. Describing the collision and the fires that followed, 33-yearold Brother Thompson said "it's the first time I ever saw anything like it. There was fire shooting everywhere." Some eyewitnesses said the fire reached a height of at least 1,500' feet. The Peruvian ship was traveling down the Mississippi when steering control was appar­ ently lost around Good Hope, which is about 30 miles from New Orleans. At about 7 a.m. on Aug. 30, the ship rammed a butane barge that was loading at Dock 4. The barge had six cylinders, each about the size of a railroad tankcar. The boat, Capt. Norman, was also at the dock. The ship, which was loaded with soda ash, ran aground at the dock. As Brother Thompson told it the following happened: He and the rest of the Flag's crew had dropped a man off at Gatex Dock No. 3 in Good Hope, just above Dock 4. Thompson heard the sounding of the Peru­ vian ship's danger signals. Then 25 to 30 seconds later the ship hit the barge and exploded one of the cylinders. The ship, the barge, the tug Capt. Norman, and two more of the barge cylinders caught fire. Those two cylinders started drifting into the channel as did the blazing barge and tug. Thompson told the crew to get the lifesaving gear on deck and then started moving the boat downriver toward the site. He and the crew spotted a man struggling in the water close to S Water is poured onto the Peruvian cargo ship that rammed a butane barge on the Mississippi River at Good Hope, La. late last month. In the background can be seen the SlU-contracled National Flag whose crew rescued the ship's pilot and put out a fire on a burning tug. the flames. The man was in mid channel and the barge, a cylin­ der, and the tug were drifting tx)ward mid channel. The crew threw the lifering toward the man and brought him on deek. The man, who was burned on the face, neck and arms, turned out to be the pilot from the ship. To get him medical attention as soon as possible, Thompson transferred the pilot to a crew boat to take him to shore. He sent Brother Doug Carrier with the pilot to help take care of him. Carrier used some of the first aid methods he learned through the tankerman's eourse he took at Why is this FOWT smiUng? the Harry Lundeberg School. Thompson and the other two crew members then put out the fire on the Capt. Norman and pushed her to the west bank of the river. Thompson said the firefighting training he received two years ago through the HLS Vessel Operation and Management Course came in handy in fighting the fire. Boatman Thompson had high praise for the crew. He said they did "exceptionally well and were right on the ball." Special Notice! Because he's working. The best bet for wipers who want to improve their job security is getting an FOWT ticket at HLS. Job opportuni­ ties for FOWT's have never been better. So, enroll now in the FOWT course at HLS. Courses start October 25 and November 26. To sign up, contact the Harry Lundeberg School, Vocational Education Department, Piney Point-, Maryland 20674, (301) 994-0010. Or fill ou"; the application in this issue of the Log. The following SIU members who served aboard the SS Delta America are requested to get in touch with the SIU's general counsel Arthur Abarbanel of Schulman & Abarbanel, Empire State Building, 350 Fifth Ave., New York, N.Y. 10001, or phone (212) 279-9200: Stanley J. Jandora Victor N. Beata Peter J, Mistretta James N. Jenkins Charles E. Shaw William Kunak David Bonefont Vincent R. Coscarelli Gerard Rogers Raphael S. Vargas Alan P. Greenwood Stanley P. Gondzar James K. Oberson William B. Blanklinship James W. Parrish John D. Linton Radames Vargas John J. Niemiera . Joseph J. Kundrat Delos Snead Hector M. De Jesus Willie Robertson, Jr. Melvin R. Knickman Edward Levy Nathaniel Richardson Stephen A. Tomczak Paul J. Kampa September 1979 / LOG / 11 �! '.laaprs- SlU Rep Saves Boatman Injured on Tow B ROTHERHOOD! A lot of people use the term. But it doesn't mean much until it's put to the test. Just such a test confronted SIU Special Servicing Representative Dave Carter. And how did he meet it? Well just ask SIU Boatman Myron Bramley. He's recuperating now at a hospital in Uniontown, Ky. thanks to Bro­ ther Carter's fast thinking. It all began earlier this month when the towboat W.A. Kernan (American Commercial Barge Line) was at the Overland Coal Dock in Uniontown. Carter was servicing the boat and was in the lounge talking to a crewmember while four deck­ hands were making up tow. They were Bramley, who's lead deckhand; Thomas DeSpain, who's the Union delegate on the boat; Jerry Sanders, and Doug Lowe, the other lead deckhand. Suddenly, Brother Lowe came into the lounge saying that one of the men had gotten hurt and was lying on the barge. Carter went out to the tow and found Brother Bramley on his back and in deep shock. Apparently Bramley had been tightening a line to the tow with the ratchet. He turned around, the line must have slipped, and the ratchet (which can weigh anywhere from 50 to 90 pounds) jumped up and hit him in the bacL Carter treated Bramley for shock. "I knew," he said, "that the main thing was to get him warm." Brother Carter's knowhow came about through the first aid course he had taken at the Harry Lundeberg School in Piney Point, Md. He took the course while going through the Transportation Institute Towboat Operator Scholarship Pro­ gram late last year. The crew had thrown a blanket loosely over Bramley but Carter tucked it in around him. Bramley started hyperventi­ Dave Carter, SIU special servicing lating but Carter stopped him by representative. rubbing his chest and talking to squad from Uniontown came quickly and Brother Lowe went him to calm him down. with Bramley. Carter followed in Carter also kept Bramley alert so he wouldn't slip into uncon­ his car. Brother Bramley is still in pain sciousness. He gave him a little but his condition might have water to wet his lips and some been a lot worse than "fair" if it drags on a cigarette. wasn't for Carter. "Aboard boats Meanwhile, the captain was and aboard ships, knowledge of standing by. But he couldn't help out since he wasn't prepared to first aid is essential," said Carter. "We're relatively isolated com­ meet an emergency such as this. The ambulance and emergency pared to land-based workers. SfU's Leo Bonser Elected V,P. of Florida AFL-CIO SIU Jacksonville Port Agent Leo Bonser was unanimously elected vice president of the Florida State AFL-CIO. Bonser was voted into the twoyear office at the State Federation's convention this month in Holly­ wood, Fla. At a meeting earlier in the month, the Jacksonville Central Labor Council chose Bonser as their candidate. Bonser is a vice president of that body. He is also secretarytreasurer of the Atlantic Port Council of the AFL-CIO Maritime Trades Department. At the State Federation Conven­ tion, Bonser was nuniinated as vice president by his predecessor, Jim Deaton. President of the Jacksonville Central Labor Council, Deaton served 10 years as a vice president of the Florida State AFL-CIO. Bonser praised Deaton for the "great job he's done." Brother Bonser also told the Log that through his position as State Fed vice president, he could better acquaint others about maritime workers. "I can let other labor representatives know what the problems of Seafarers and Boatmen are and how they can help." Bonser also pointed out that hell "be dealing with issues that affect all 12 / LOG / September 1979 m workers and their families, such as national health insurance. Vice President Walter Mondale spoke at the State Federation's convention. He talked to the dele­ gates about the energy crisis and the troubles facing workers because of that crisis. He also pointed out that in the first two years of the Carter Admin­ istration thousands of new jobs were created for American workers. SIU Jacksonville Agent Leo Bonser. First aid training can mean the difference between life and death for us." When Carter went through the third class of the Towboat Operator Scholarship Program, he was working for National Marine. After the program he went to work for Crowley Mari­ time and since March he's had his present job as an SIU Spe­ cial Servicing Representative. The SIU and the HLS feel that first aid training is very impor­ tant for seamen and boatmen. That's why first aid training is offered at the School. The training is part of many of the courses given at HLS, such as, the Towboat Operator Schol­ arship Program, the'A'Seniority Upgrading Program, LNG course, the Able Seaman Tugs and Tows any Waters class. Also, all entry trainees receive basic first aid training. Further, any­ one taking an upgrading course can take, first aid if he can fit it into his schedule. It's obvious that the Union is very concerned about basic medical knowledge becoming more available to members. And from the Carter-Bramley inci­ dent, it's obvious why. Fragmented Maritime Policy a Constant Problem to US. Fleet Some good "detective" work by the U.S. Maritime Administration has saved the U.S. fleet from getting beat out of millions of dollars worth of government generated cargoes. The cargo the U.S. fleet almost lost is $800 million worth of equipment and supplies destined for Israel. This material is to be used to build two airstrips in Negrev to replace those Israel turned over to Egypt as part of the Camp David treaty. The lost airfields are located in the Sinai Desert. By law, the U.S. flag fleet is guaranteed carriage of at least 50 percent of all cargoes purchased or sold overseas by the U.S. govern­ ment. However, in the case of military aid cargoes—such as the equipment for Israel—the U.S. fleet is guaranteed carriage of 100 percent of the cargo. The only times U.S. ships would not get the cargo are if there are no U.S. flag vessels available, or if a waiver of the law is granted. The problem with the cargoes for Israel concerned a waiver. . On or about June 29, the government of Israel requested a waiver from the Department of Defense which would allow Israeli ships to carry 50 percent of the cargoes for the airfields. The Maritime Administration caught wind of the waiver. Marad Chief Samuel Nemirow, on July 10, sent a letter to the Defense Department urging that the waiver be denied because "establishing such a precedent can only work to the detriment of the U.S. merchant marine. Rep. John Murphy (D-N.Y.), chairman of the House Merchant Marine Committee, also got into the act. He wrote the Defense Depart­ ment a few days later backing up Marad. The issue was finally settled last month when the Defense Depart­ ment denied the waiver. David McGiffert, assistant secretary of Defense for International Affairs, said that "after a thorough review, we concluded that this situation does not lend itself to the granting of such a waiver." The problem of the Israeli cargoes points out once again something the SIU has been saying for years. There must be created one single agency in Washington, D.C. to deal with maritime matters, enforce maritime laws and to have the final say on such issues. It's no good to cry over spilled milk. The time is now to correct the situation and bring the job of enforcing maritime policy and law under one roof. �SlU Crews Indiana Harbor, 1,000-Ft. ^Miracle' T HEY call them "miracle members. In fact, the first Great ships," the thousand footers Lakes Seafarers boarded the that are the largest ships by far box-like ore carrier for the first plying the Great Lakes. Recently, time on Aug. 6, almost one year the SlU-contracted American to the day after her keel was laid Steamship Co. christened their at Bay Shipbuilding Corp. brand-new thousand footer, the The Indiana Harbor is part of Ml V Indiana Harbor in Stur­ American Steamship's new vessel geon Bay, Wisconsin. construction program, begun in She's as long as three football 1973. The company expects two fields and can do in five hours the more new vessels^a 730 foot job it takes smaller lakers two self-unloader and a 635 foot selfdays to accomplish. unloader—to he delivered in At 1,000 feet, she's too large to 1980. fit through the St. Lawrence American Steamship owns and Seaway and many Great Lakes operates 20 vessels, the largest ports are too shallow to accomo­ fleet-of self-unloading bulk date her. But the $50 million carriers on the Great Lakes. The Indiana Harbor can get where Indiana Harbor is the company^ she has to go. second thousand footer. The Her destination is painted right first, Belle River, entered service on her hull. Indiana Harbor on in 1977. Lake Michigan is the site of Inland Steel Co. And the vessel The fact that American Steam­ will be making regular runs from ship keeps adding to their fleet Duluth, Minn., to Indiana with "shows our confidence in the cargoes of pelletized ore for growth of commerce on the Great Lakes," said James J. Glasser, Inland. With her thousand foot length chairman of GATX Corp., and 105 foot beam, the Indiana American Steamship's parent Harbor can carry 61,000 tons of company. Congressman John Murphy, iron ore pellets which she can unload at the rate of 10,000 tons (D-N.Y.), chairman of the House an hour. She has an operating Merchant Marine & Fisheries draft of 27.6 feet and her four Committee also spoke of the diesel engines generate 14,000 importance of the Great Lakes in his keynote address at the Indi­ shaft hp.. Like the rest of American ana Harbor^ July 11 christening. The Great Lakes has made Steamship's fleet, the 20 unli­ censed jobs on the Indiana major contributions. Murphy Harbor will be . filled by SIU said, "to the domestic and foreign Here's a pix looking forward of the 1000 ft. long Indiana Harbor. will benefit the citizens of this commerce of our great nation." great country." Murphy went on to praise the Following Rep. Murphy's Indiana Harbor as a "unique and remarks, Mrs. Frederick C. marvelous ship, one of which the Jaicks, wife of the chairman of entire merchant marine of the United States can be proud." Inland Steel, broke the tradition­ "Through all of our combined al bottle of champagne across the efforts," the Congressman from Indiana Harbofs bow. The ore New York told the crowd, "trans­ carrier's maiden voyage began Aug. 21, 1979. portation systems such as this Locks & Dam 26 Trial Begins After Carter Sees River Jam The long-awaited trial concerning replacement of Locks & Dam 26 began this month after nearly five years of delay in the U.S. District Court, Washington D.C. The reason for the Locks issue finally reaching court may or may not be coincidental. Perhaps Presi­ dent Carter was merely feeling out the waters of the campaign trail Me future is Hew -f Are You Ready for It? Can Be! Take the LNG Course at HLS. Course Starts October 15 Contact HLS or fill out the application in the LOG to enroll when he embarked on his highly publicized jaunt down the Missis­ sippi on the SlU-manned Delta Queen last month. But, even though 'Executive Privilege' prevented his entourage from being caught in the snafu, the President could not have helped but notice, the logjam that is a daily occurence just south of Alton, Illinois. In any case, now that Carter has seen firsthand the L & D 26 traffic tie-up, things appear to be moving in the right direction. Actually, according to Capt. C.A. Fehlig, pilot aboard the Delta Queen while Carter was a passenger, the President took a very active interest in the problems the towing industry faces at Lock & Dam 26. Carter spent many hours in the Queen's wheelhouse chatting with the pilot and listening to the riverman's account of massive backups of tows, which often wait three days or more to lock through. Indeed, when the President ar­ rived at the Locks, there were no fewer than 37 tows awaiting their turn to lock up and down river. Each locking takes an average of about an hour-and-a-half. Multiply that by 37 and the problems become obvious: lost time, lost money, wasted fuel and the end result is unnecessarily higher prices to consumers. It must be said that the President was somewhat aware of the Locks & Dam 26 situation even before his monumental journey. At the recom­ mendation of the Army Corps of Engineers, he did sign the bill authorizing modernization of the antiquated locks. But, up until now, that legislation was being fought by a coalition of railroads and envi­ ronmentalists who gained court injunctions io prevent any actual rebuilding from taking place. How­ ever, now that the President has seen Locks and Dam 26 for himself, it appears the courts will be ready to take the proper action and let the work begin. Deposit in the SIU Blood Bank— It's Your Life September 1979 / LOG / 13 �Paul Hail Offers Energy Crisis Solutions To In his capacity as Senior Vice President of the AFLCIO, and chairman of the AFL'CIO Economic Policy Committee, SlU President Paul Hall delivered a national Labor Day address over the Mutual Radio Network. The text of President Hall's statement, which dealt with the energy crisis and how it can be solved, is as follows: T ODAY, unlike previous Labor Days, many workers did not pack their family into the car and head for the beach or the mountains for one last summer trip. Oh, they wanted to go, but they didn't have or couldn't afford the gas to get to their destination. The gas lines and the cancelled vacations—even the soaring prices at the pumps—are not America's problem. They are only the symptoms. There is an energy crisis today in America. There has been one ever since the Arab oil embargo of 1974. It has never been met and it isn't being met today. It is this crisis, as President Carter correctly pointed out in his address of July 15, that has shaken the confidence of the American people. This nation has a great and continuing need for energy, especially for petroleum, now being met by imported oil. As that price goes up and up and up, the entire economy suffers. Soaring prices for oil ripple through the economy, affecting not only gas pump prices, but the costs of plastics, pharmaceuti­ cals, fertilizer and food. The energy crisis has created a lower standard of living for American workers and contributes heavily to both today's double-digit inflation and recession. President Carter has dramati­ cally and forcefully set the tone for developing sound solutions. He made it clear that the time for debate and political posturing is past. The time for action over­ due. And we in the labor move­ ment heartily agree. The President set forth a sixpoint program which should command the urgent attention of the Congress. We agree with the thrust of the President's program —especially his call for conserva­ tion, a crash program to develop alternate sources of energy, an Energy Mobilization Board, an Energy Security Fund, a limit on oil imports and a windfall profits tax on the oil companies. In fact, we urge the President to go further, to break the stranglehold of OPEC on the economy. We want a government agency to be the importer of all 14 / LOG / September 1979 oil into the United States. This agency, by determining the amount of oil to be imported, could reduce the U.S. reliance on foreign oil from insecure sources. If the United States govern­ ment sat across the bargaining table from the OPEC nations, doing all the purchasing, Amer­ ica could "shop" for the best price, then allocate it to best meet the needs and interests of all segments of society—instead of simply boosting profits of the oil companies. Conservation Crucial As important as this step is, no single action will solve the energy crisis. Much more must be done; some things can begin immedi­ ately; others will take many years. Conservation is vital, such as curbing wasteful energy practices —by observing the speed limit, cooling homes only to 78 degrees in summer and heating them only to 65 in winter. Every American can help this way. But conservation must not be limited to prudent practices. For example, too much heat is lost up smokestacks—and heat is en­ ergy. It could be used to create steam to drive turbines to de­ velop more power. Improved insulation of homes and office buildings would greatly reduce energy consumption. Everyone must change their energy consumption habits. Gas­ oline rationing, based on equity and recognizing employment needs, would be fair and effec­ tive. Rationing by mea^is of price means those who have money can continue to waste, while the rest of us suffer. Gas and electric utility rates could be restructured to promote savings—lower rates for "offpeak" energy usage, and govern­ ment loans, loan guarantees and grants to private citizens and businesses would encourage installation of new conservation equipment. But, as fundamental as conser­ vation is, it cannot do the job alone. Alternate energy sources must be developed and the government should establish goals for each source to replace specific amounts of oil and natural gas. No energy source SlU President Paul Hall, who Is Senior Vice President of the AFL-CIO, delivered a Labor Day address to national radio audiences. should be developed without companion research into reduc­ ing adverse environmental effects. A very substantial commit­ ment must be made towards advancing solar energy, gasohol and geothermal technology and the nation cannot afford to ignore coal and nuclear energy, despite possible environmental dangers. We believe American technology can reduce hazards, while increasing production. I want to make a special point about nuclear power and the need to never relax stringent health and safety regulations. Immediate, careful attention must be devoted to solving the problem of nuclear waste dispo­ sal, including turning it into reusable fuel. As firm supporters of nuclear power, we recognize that these problems must be resolved before it will have the public support and confidence necessary to becoming a signifi­ cant energy source. Let me turn now to what it will cost to develop synthetic fuels. The President has proposed a multi-billion dollar fund and we support ihat idea. Private capital has failed or refused to risk making loans to develop this technology, so the federal gov­ ernment must do the job. Oppose Oil Decontrol We disagree strongly with one of the President's decisions— decontrolling the price of domes­ tic oil. Decontrol will not add one drop of oil to supplies, shorten the gas lines or solve the energy crisis. It just puts the United States even more at the mercy of OPEC, which will now set prices for domestic, as well as foreign oil. Control of energy prices is a legitimate responsibility of gov­ ernment and we believe the public interest would best be served by a reversal of President Carter's decontrol order. With or without decontrol, however, there must be a windfall profits tax on the oil companies. In any crisis, no segment of society should be permitted to profit on the misery of others. The gluttony of the oil companies —as each new profit statement proves—has injured the Ameri­ can people. These profits should be put to good use through government programs to develop new sources of energy, provide added mass transit facilities and help lessen the impact of energy costs on low-income Americans who cannot afford higher heating costs. We believe windfall profits should be taxed at 85 percent and we will urge the Senate to defeat any effort to weaken the tax. We are firmly convinced that the continued callous disregard for the national interest displayed by the oil companies proves they must not be given any federal funds to develop alternative sources of energy. They have abused their monopoly powers and must not be allowed to gain similar monopoly control over all energy sources. To us, there is little difference between the sheiks of OPEC and the barons of American oil companies. Both have displayed a blatant disregard for anyone but themselves. The measures we have pro­ posed would make the oil com­ panies more accountable and, if the companies fail to demon­ strate some degree of public responsibility, then, as a last resort, the Congress must consi­ der nationalization of the in­ dustry. In addition, the AFL-CIO �s National Radio Audience on Labor Day believes these other steps should be taken: • An Energy Mobilization Board should be established to expedite construction of energyproducing facilities by eliminat­ ing red tape and unnecessary procedural delays, without ne­ gating worker-safety, civil rights, labor standards, anti-trust, envi­ ronmental or health laws. • Construction should begin as soon as possible on the Northern Tier Pipeline to carry Alaskan oil to refineries in the Midwest. Greater shipment of domestic and foreign oil in U.S.flag tankers, which have a proven safety record, would minimize losses due to accidents. • The loophole in the Jones Act, which allows foreign flag vessels to engage in commerce between the Virgin Islands and the U.S. mainland, should be closed. Most of the shipments from the Islands to the mainland are oil, carried in foreign flag ships, which are floating envi­ ronmental timebombs. • Except where the U.S. has a treaty obligation, we flatly op­ pose any sale of Alaskan oil to foreign nations or any barter agreements to exchange Alaskan oil for oil from a third country. Such "swaps" only encourage U.S. oil companies to defer or cancel necessary U.S. refinery expansion and pipeline construc­ tion. If America fails to solve the energy crisis, the cancelled vaca­ tions of this Labor Day will seem trivial. For workers, the stakes are enormous: their jobs, their family's standard of living, and the economic survival of their nation. But American workers still have tremendous faith in the ingenuity, resourcefulness and creativity of their fellow Ameri­ cans. They have confidence that if the people accurately perceive the crisis, the solutions will be found. And, on this Labor Day, I want to assure you that America's union members are anxious to use their talents, as the most skilled and productive workers in the history of the world, to help solve the energy crisis. Europe, Japan Burn (LNG) as U.S. Fiddles With Policy B ECAUSE ot uncertain U.S. government policy, Europe and Japan are gaining the compe­ titive edge over this country on LNG trade. Government regulatory delays have further jeopardized LNG projects in this country. Already U.S. companies have lost con­ tracts that would have made more LNG available to this country. Holland and West Germany have made arrangements to receive the gas which would have come to the United States if two of those LNG projects had been approved. The two proposed LNG import projects were re­ jected by theU.S. Department of Energy, One was a $5 billion project by Tenneco to import Algerian gas through Canada to the United States. The other was the El Paso II project to bring Algerian gas to America. In the first project, eight U.S. LNG tankers would have been needed. They all would have been built in Tenneco's shipyard in Newport News, Va. The El Paso project would have brought at least six more orders to U.S. shipyards. W. C. Project Delayed, Too Regulatory problems have delayed an LNG import project on the West Coast for five years. Under the proposal, two utility companies will build a marine Meany: Human Rights Is Basis Of Trade Union Struggles In his Labor Day message, AFLCIO President George Meany em­ phasized human rights as a has: for labor union struggles around the world. He explained that "unions are formed precisely to give workers their own instrument in the struggle over the distribution of the national income." Meany added that "if this struggle is to take place on fair terms...there have to be fair ground rules. Such rules can only be guaranteed in a climate of respect for human rights." Meany said that the AFL-CIO has been very involved in human rights activities. He explained that "we do not care whether the sup­ pressors of human rights are com­ munists or fascists. Both are the enemies of free trade unionism." The AFL-CIO president referred to the two differing yiews around the world and in this country concern­ ing the alleged incompatibility of political democracy and economic Justice. "The American lahor movement subscribes to neither view," he said. "We consider political democracy is sapped by, not rooted in, social AFL-CIO President George Meany inequality." On the other hand, he said "political democracy is not an impediment to economic develop­ ment." In closing, Meany pointed to the growing unemployment and infla­ tion in this country. He said that as American workers, their families, and their unions "try to cope with these problems, they will not ignore distant struggles for human rights throughout the world." off-loading and LNG regasification facility in California. Liquid natural gas from Alaska and Indonesia will be brought to the facility. Recently an Administrative Law judge of the Federal Energy Regulatory Commission (FERC) recommended approval of the project. However, the $1.8 billion project still has to be approved by the full FERC and the U.S. Energy Department. Rejections and delays like this have allowed European nations to edge ahead of the U.S. in what is quickly becoming a race to tie up future LNG supplies. Natural gas provides approx­ imately 15 percent of total European energy consumption compared with about 30 percent in the U.S. Meanwhile, the Japanese gov­ ernment is vigorously expanding the acquisition and use of liquid natural gas. The Japanese believe that LNG is the most important and readily available substitute for oil in the near future. The Japanese government's plan for LNG includes: special LNG rates for industry; special tax benefits to industries willing to convert from oil to gas, and inducements for potential users to band together and encourage LNG development overseas. So while Japan prepares to take advantage of an energy source besides oil, America keeps dragging its feet. Jobs For Americans Aside from developing another energy source, encouragement of LNG trade will bring other benefits. The LNG trade will bring business and jobs to ship­ yards as well as to financial, engineering and construction firms that design and build domestic and foreign terminals and vessels and liquefaction plants. Most importantly for the SIU, greater LNG trade means more jobs for Seafarers. Already SIU Brothers are manning ten U.S.flag LNG ships. They are proving that the ships can be manned efficiently and safely. And as the price of oil goes higher and higher, the cost factor involved with LNG becomes less and less important. Further, though U.S. ship­ building is foundering in some areas, this country has a techno­ logical edge right now in LNG construction. In order to keep that edge and in order to enlarge its supplies of energy sources other than oil, the U.S. must do two things. One, conflicting state policies must be coordinated. And, two, uniform federal stan­ dards concerning LNG must be established. American Launches 728 Footer; Will Be Crewed in '80 Ameiicaii Steamship Company recently launched a 728 ft. selfunloading vessel in Sturgeon Bay, Wisconsin. She is the eleventh new vessel that the company has launched since 1970. The vessel is as yet unnamed. She is presently being referred to as Hull 723. When completed in April of 1980, Hull 723 will be capable of carrying 30,000 tons of cargo, mostly coal, iron and stone pellets. Self unload­ ing vessels such as this one are expected to play an increasingly important role in the movement of energy resources on the Great Lakes. American Steamship is the big­ gest SlU-ccntracted company on the Great Lakes. September 1979 / LOG / 15 �Ea ;;Near Manhonan 1^ The SIU's self-propelled hop one of of only only t<««» Manhattan split hulled 281-foot, spin nunc- vessel can 1^ exnect to get to her namesake, '" „eing on the dredge's stern. l"! however.sL will be doing repair woT n the Ambrose Channel r,r the sea buoy, cleaning up nne week oil. _ ^ Manhattan Island and her twin sister th 'rt-rTiuScc"-' and filling in along The SlU-contracted hopper dredge is expected to remain the New York area for about six to eight weeks. However, at least two of the Manhattan Island iZmembers would like to s^e her stay for a longer period, AB s Frank Rediker of Staten Islan LT™ Aw~ City agree they wish the work coJld continue for six to eight «innth-" Rediker pointed out that "it would be oet home to Staten Island after two weeks on the dredge w^ completed. Crewmemhers on the Chief cook Vincent Young has to say. Steaks on the fire is what 16 / LOG / September 1979 „rivatelY owned and operate ^ P ^ ^^^aoes that wc flernredgcs that can can work side-by-side with the Army of Engineers for many ye �Seafarers collected $230. aboard the ST Bradford Island (lOM) last month when they spread the blanket for the widow and family of the late Seafarer J.W, Carr who passed away in Puerto Rico while serving on their ship. taking on 1,4 million barrels of imported crude daily—a quarter of our oil imports in 1978. It could save us $1 million a day. Earlier this month the 350 seamen, technicians and welders welded together and laid on the Gulf bottorh 125,000 feet of 56 inch steel pipeline—the biggest undersea line for crude ever built. Pilots will guide the supertankers to a ring of three sea mooring buoys floating in 110 feet of water to hook up to buoy hoses to pump out their oil to the pipelines running to a central platform two miles away. From there the crude will be pumped to lines leading to a 5 billionbarrel underground storage cavern near Galliano, La., 40 miles north. It can then be pumped to a new $100 million pipeline to other lines linked to as far north as Buffalo, N.Y. Miami Houston Coordinated Caribbean Transport (CCT) has on order a new $19.5 million diesel R/O R/O trailership with delivery expected by August 1980. Two other new articulated (linked) tug-barge vessels are also on order. She, with four other specialized R/O R/O trailerships now sailing, will sail 13 times a month from here to Central America, Panama and Ecuador. The new 17-knot trailership will be 554 feet long, 67 feet wide, have a draft of 21 feet and transport 155 highway trailers and 125 autos. Construction on America's second deepwater oil superport worth $800 million will begin soon 26 miles south of Freeport, Tex. Last month. Uncle Sam gave the go ahead to the Texas Deepwater Port Authority (JDPA) project to build and operate and to sign up 42 oil biggies for their financial support. The state has until next May 15 to submit plans. Start of operations could be in early 1983. The superport will have two central platforms and four buoys connected to a 22.5 million barrel storage terminal 31 miles away. At Sea if Ashore Jacksonville * Mobile Waterman has asked MAR AD for mortgage insurance to back the $8,350,000. purchase of 140 LASH lighters from the Government agency which took them over from the bankrupt Pacific Far East Lines (PFEL). * U.S. Maritime Subsidy Board (MSB) Judge Frank W. Vanderheyden last month recommended that Waterman should be permitted to expand its runs out of the Great Lakes, Atlantic and Gulf to Africa, Mideast and Indian Ocean. Waterman, which hopes to get four new LASH ships, has been trying to get the MSB okay for this expansion since 1976. Judge Vanderheyden said Waterman's plans wouldn't overload these routes with U.S.-flag lines. A new Mediterranean r\in would "provide for a greater portion of U.S. aid cargoes to Egypt to be carried by U.S.-flag vessels," he added. Vanderheyden also said added shipping on the Lakes could be expected to boost trade there "because of the introduction of additional service" available to shippers. New Orleans Construction which began in May of America's first deepwater super port for supertankers 18 miles in the Gulf off here, the Louisiana Offshore Oil Port (LOOP), is taking shape. The $513 million LOOP—owned by Marathon, Texaco, Shell—and two other oil biggies—is expected to begin operations by the end of 1980, Three were presumed dead, 12 hurt slightly, the Houston Ship Canal blocked and dock and vessels' damage put at $10 million on Sept. 1 as the ST Chevron Hawaii hit by a lightning bolt blew up with 11,000 barrels of crude and distillates in her tanks. The blast in a heavy thunderstorm may have ignited a nearby onshore ethyl alcohol storage tank and three gasoline and oil barges tied up at the Deer Park Shell Oil Co. Dock No. 1. One of the tanker's crew was reported missing along with two radar repair technicians working aboard the tanker. A Coast Guard eyewitness said "The ship was torn in half by the fire and explosion and a couple of hundred feet (of the ship) burned to the waterline." Norfolk According to a Virginia (Blackburg) Tech prof, the seemingly indestructible "La Cucaracha" (cockroach) may in the future be able to check in, but not be able to check out of the ships. The prof says he talked the U.S.Navy here into letting him put sterile male cockroaches aboard their ships to help destroy live cockroach embryos. The sterile male cockroaches are used to decrease the number of embryos that are hatched, he added. Because of their decreased numbers the embryos are unable to force open the egg sac in which they are encased and they die. Happy Cucaracha! Houston Committee ts time as an OS pay, Qpgrade ta A8 at HtS, Course Siuris ifovember 8 To enroll, contact HLS or fill out the application in the LOG. SlU Patrolman Teddy Babkowski (seated right) writes out dues receipt for Recertified Bosun Julio Delgado (standing right) at a payoff aboard the containership SS Houston (Sea-Land) at Port Elizabeth, N.J. on Sept. 11. With them is most of the Ship's Committee of (standing I. to r.) Chief Steward Umberto Ortiz, secretary-reporter; Educational Director J. Salazar; Engine Delegate H. Vasques, and Deck Delegate Ernesto V. Erazo. September 1979 I LOG / 17 �-rf v' -'» •>«>'' r'-« '•-• •'*"?• ^We Have the Best, the SIU' ^Some Are Ouf fo Gef Unions' i Some people are out to get the Unions. There are elements in our society who can't stand to see you exercise your right to belong to a Union and to bargain freely and fairly with employers. They are the growing numbers of management types who carry on about creating a union-free environment. And you can bet that right behind these loud mouthed Unionhaters are plenty of other less brazen employers just waiting for the chance to let the axe fall on their workers too. It doesn't matter what trade you are in or what job you have. Nobody is exempt anymore. Stories from the dark days of Labor History? No! Examples straight from the 193(>'s situations that are going on right now. It's not the bad old days anymore. But the same old Union hating song is still playing in the head of many an employer. What can you do about it? Don't give them any encouragement. Prove it pays to be Union. Fraternally, Bob Sells, Engineer, American Commercial Barge Lines St. Louis, Mo. Quick Payment for Surgery .* My husband, Walter Glisson, and I want to thank the Union for the prompt payment of my hospital and doctor bills when I had eye surgery last April. This is the first time that I have had any medical expense. My husband has been a seaman for 12 years. We are very grateful for the benefits provided by the Union. Sincerely, Walter & Ruth Glisson Ocala, Fla. Worked Hard for Scholarship Being an active member .of the SIU has provided me with a great number of opportunities. Being able to continue my education as an SIU College Scholarship winner is certainly one of the best opportunities I've ever had. I'm thrilled at the prospect of being able to pursue my educational goals in the secure knowledge that I will be able to concentrate on my studies and not have to worry about meeting the high costs of a college education. I've worked hard, in the classroom and at sea, to gain this opportunity and would like to encourage my Union brothers and sisters to take advantage, of not only the scholarship program but, of every opportunity this union and this sea-going life has to offer. They are great and varied in number. Regardless of one's age, sex, or interests, this life and this Union has a lot to offer. However, nothing is delivered to your doorstep for the asking. YOU HAVE TO GO FOR IT. I would like to thank the SIU officers, the HLSS Academic Dept., and especially my brothers and sisters who make this Union what it is for this great opportunity. Fraternally, Byron U. Jordan 18 / LOG / September 1979 I'm in drydock here at the Staten Island USPHS hospital with a broken ankle, but I'm not out of touch. SIU representative John Dwyer brought me the August Log the other day, and I like it a lot. I especially like the articles on, the Mississippi Queen, R/ V Anton Bruun. Oldtimer Willcy Manthey, the Maritime Authorization Bill and the articles concerning LNG. Mostly though, I want to truly thank the SIU for the exceptional and efficient way they have helped me while I am disabled and away from home. I know now that an accident can happen to the best of us and can truly put you out. As a young seaman with a very good future ahead of me, I sincerely appreciate what this great Union has done for me. And I am very proud to be a part of it. Once again, thanks. We truly have the best, the SIU. Fraternally, William Mullins Dallas, Texas ^Waking up the Public' Just want to thank the Union for sending me the Log each month. It helps me to keep in touch with the water. The Log does a. great job in reporting what's going on in maritime. And the SIU is doing more to wake up a sleeping U.S. transportation public than any one effort going. Sincerely, William L. Boone Huntsville, Ala. Labor Day Wishes I want to wish the SIU and all SIU members lots of luck on this Labor Day. I am a former member of the SIU (1958-1968) and served aboard ships in the Vietnam War Zone. I was awarded the Vietnam Service Bar for active service in that area. I woirid like someday for Congress to grant us veteran status. • Fraternally, Maurice Roberts Ware, Mass. Dedicated Seaman' ft It is with great regret I am writing to inform you of the loss of my husband, Leon Jordan, who passed away on March 16, 1979. He was a dedicated seaman. On behalf of myself and family, I want to thank the Union and the Seafarers Welfare Plan for all the help during^^Leon's retirement. Leon went to sea in 1936. He loved the sea and the men with whom he sailed. He was proud to be a member of the Union. Thanks again to the Union for all the help over the years. Sincerely, Mrs. Nancy Jordan Daphine, Ala. Crew Sent Flowers, Condolences This letter is to express my appreciation for the thoughtfulness and condolences of Steward / Cook Neville Johnson and the entire crew of the SS Worth at the time of my father's death. It was my privilege to have shipped on the SlU-contracted vessel, SS Worth. On July 20, 1979, while we were at sea, I received notice by wire and Mr. Johnson took charge of arranging for a floral wreath to be sent to my family from the crew of the SS Worth. Again, sincerest appreciation from my family and myself to all my fellow shipmates. Fraternally, Arturo Aulet New Orleans, La. �Lefs Get Ocean Mining Show on the Road I 1 l«?n't T isn't llist just pn#»rm7 energy thotV that's ,*« in growing demand and shrink­ ing supply these days. A number of raw materials and minerals, crucial to U.S. industry, are becoming harder to locate, more expensive to mine and of poorer quality in land-based reserves. But just as oil has been dis­ covered beneath the sea, the oceans also harbor trillions of dollars worth of precious min­ erals. Those minerals are contained in crumbly, black, potato-shaped nodules, rich in manganese, nickel, copper and cobalt. The vast mineral wealth of the deep seabed is so plentiful, experts estimate deep seabed resources could shave America's current heavy dependence on imported raw materials to next to nothing by the year 2000. In addition to providing U.S. industry with the essential ele­ ments of production, the frontier U.S. ocean mining industry will open tens of thousands of badlyneeded jobs for American workers in ship construction, mining, fabrication of materials and seafaring. Right now, U.S. mining com­ panies possess the technological know-how to mine the ocean depths. But those companies refuse to risk huge investments without a formal green light from the U.S. government allowing them to begin mining the deep seabed and protecting their right to do so. Unless Congress quits stalling on ocean mining legisla­ tion, the U.S. could well miss the boat in the ocean mining in­ dustry. Deep seabed mining legislation has actually been introduced during every session of Congress since 1972. Last year, the Deep Seabed Hard Minerals Resources Act was passed overwhelmingly by the House of Representatives. But it never reached the Senate floor. Ocean mining legislation has again been introduced before both Houses with three impor­ tant 'Hire American' amend­ ments intact. Those three amendments, which have the strong backing of the SIU and other maritime and labor groups, would create and protect as many as 50,000jobs for Americans at sea and ashore in the ocean mining industry. Though support for ocean mining is stronger today than ever before it is unlikely the measure will make it to the floor of either House for debate this Official Publication of the Seafarers International Union of North America, Atlantic, Gulf, Lakes and Inlond Waters District, AFl-CIO S«pt»mb«r, Vol. 41, No. 9 Executive Board Paul Hall President Frank Drozak Executive Vice President Cal Tanner Joe DiGiorgio Vice President Secretary- Treasurer James Gannon Ray Bourdius Assistant Editor Don Rotan West Coast Associate Editor Editor Edra Ziesk Assistant Editor Marietta Homa Assistant Editor 389 Mike Gillen Assistant Editor Max Siege! Hall Assistant Editor Frank Cianciotti Writer! Photographer Dennis Lundy Photography Marie Kosciusko Administrative Assistant George Vana ProductionjArt Director Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class postage paid at Brooklyn, N.Y. (ISSN #0160-2047) year. The Senate won't debate ocean mining until they've voted on the Salt II pact, which doesn't look like it will come up before mid-October. And the House calendar is already full until the end of the year. A major reason the U.S. is reluctant to act on ocean mining is the United Nations Law of the Sea Conference. For more than 20 years, 160 nations have been meeting to develop an interna­ tional set of laws governing the use of the oceans and what they contain. The U.S. government has been reluctant to antagonize Confer­ ence participants by coming up with our own ocean mining guidelines. But in the 12 years since deep seabed minerals be­ came the hot topic. Law of the Sea conferees have been unable to resolve the question of who's entitled to the minerals and how they should be mined. While Law of the Sea negotia­ tions drag on, pressure to develop U.S. regulations which would allow American companies to begin deep seabed mining, mounts. The U.S. Ambassador to the Law of the Sea Conference, Elliot L. Richardson, pointed out that though the U.S. prefers to under­ take ocean mining under an international treaty, further delaying the start of deep seabed mining could have a negative impact on the industry. "Each year of delay in reaching international agreement on a deep seabed mining regime," Richardson said, "has made it more necessary to find some interior framework that can define the seabed mining indus­ try's legal obligations " The SIU agrees that continued stalls to the start of the ocean mining industry could have serious, long-term consequences ioi the U.S. At stake are critically impor­ tant raw materials, necessary for • U.S. industry and even more important employment oppor­ tunities for U.S. workers. By tapping the mineral wealth of the oceans to fill our needs for manganese, nickel, copper and other elements, the U.S. could supply our industry, cut down our dependence on imported minerals and put many Ameri­ cans back to work. But it's up to Congress to get the show on the road. September 1979 / LOG / 19 �inTofhgCg'raT^ g'clrtiarpfogfa':^"''" °' P^g^fm^'s'SaTte^rn in^ " °' Hecertiflcation shown here in .he brand new StewardRecertificotion Program Gefs Underway <:Ay Is •r- >•- .>.y ^0^,%;;/ i-y -, ^,- - • ; L. •m fe««£g < •« v •*> >.r.r';, f ^ <• .,^r " - V \ Darrell G, Chafin James E. Higgins »«• f{i'i!;.«ss!?ii- »v }i % Herbert W, Scypes 20 / LOG / September 1979 Alfred J. Bodie J^EFLECTING the Sllfs commitment to education, the new Steward Recertification Program got under­ way Sept. 4 at the Harry Lundeberg School in Piney Point, Md. The eight participating stewards in this first class will spend six weeks at HLS and two weeks at Union Headquarters. ; The next class will begin Nov. 12. In 1980 there will be a minimum of six classes and there may be as many as eight. This Program is an indication of the importance that the Union places on the steward department. Through the HLS, the Union has advanced the level of steward department education to the point where a Recertification Program Mice this can be offered. It's the last rung in a ladder of growing educational opportunities for steward department personnel. The Union wants to encourage young people entering the maritime industry to think seriously about a career in the steward department. But this educational benefit is like any other Union benefit. It's not worth anything to the members unless they take advantage of it. Whether a Seafarer is a messman or a chief steward, if he or she has enough seatime, there's a course available. All the Seafarer has to do is to write to the Lundeberg School or see an SIU representative. For chief stewards, the Recertification Program will give them invaluable information. It will update their skills to meet the needs of running a steward department on today's modern ships. The Program will also give the stewards a greater knowledge of their Union and the state of today's maritime industry. This is particularly important to stewards in their role as secretary-reporter of the ship's committee. The stewards can help enlighten their fellow Seafarers about the dangers threatening their livelihoods. They can also better explain the many Union benefits available to Seafarers. The Recertification Program is a step forward. And that's why all stewards who have not already done so should apply for this very worthwhile Program. y. T ' ' — ^ •M t 'S- V' W:.}. • Charlie Rice V. * Jimmy Colder « h-k* - J J 'i'**1d - ^ (j, V • . -.it v; V; i:- kit Tom Ulisse Paul Franco September 1979 / LOG / 21 �SIU Adantic, Gulf, Lakes & Inland Waters United Industrial Workers of North America PRESIDENT Paul Hall SECRETARY-TREASURER Joe DlGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENT Cal Tanner Dispatchers Report lor Deep Sea AUG. 1-31, 1979 *TOTAL REGISTERED All Groups Class A Class B Class C Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 6 123 9 27 16 9 17 58 31 56 18 50 15 56 14 3 508 1 32 5 8 6 4 7 18 12 7 5 13 2 18 1 0 139 1 17 0 3 12 7 1 6 5 4 13 22 1 11 2 0 106 1 110 6 19 18 5 20 46 25 37 16 38 10 41 3 1 396 4 48 2 16 5 8 7 11 9 11 6 11 3 16 1 1 159 0 7 0 0 3 3 1 0 2 4 2 5 2 8 0 0 37 Totals All Departments 4 101 10 23 18 7 26 59 33 56 11 48 26 51 18 1 492 4 67 . 3 16 9 7 6 32 17 31 8 43 8 29 5 0 285 1 13 0 0 7 12 0 8 6 5 10 29 5 17 0 1 114 13 176 18 39 23 15 25 117 52 78 47 78 18 86 0 3 788 6 42 5 7 8 6 7 24 12 7 15 11 3 27 0 0 180 2 11 0 5 14 3 2 12 4 4 12 21 0 8 0 0 98 0 84 4 17 15 5 16 44 26 34 8 21 13 37 3 1 328 2 48 5 11 9 5 8 18 19 12 3 14 4 25 6 0 189 0 5 0 0 4 4 1 1 3 4 1 3 3 14 1 0 44 4 157 14 39 23 10 24 102 40 62 26 52 16 70 0 1 640 5 64 3 23 5 7 7 36 10 14 13 14 4 20 1 1 227 1 5 0 1 5 2 1 0 0 2 6 4 1 7 0 1 36 1 77 6 20 14 7 30 60 26 35 19 19 11 56 0 0 381 2 26 2 4 4 2 5 1 3 5 6 5 4 4 0 0 73 2 7 1 0 1 2 0 3 1 4 11 9 0 2 0 0 43 12 198 41 41 28 9 19 71 42 33 39 41 28 68 2 2 674 2 194 3 37 25 6 4 46 18 27 99 38 9 48 0 0 556 1,154 733 STEWARD DEPARTMENT 1 45 3 14 10 5 18 38 19 28 8 23 6 2/ 2 0 247 2 15 0 2 2 0 4 2 5 6 2 6 3 2 4 0 55 1 5 0 0 2 3 0 1 0 4 6 10 0 0 0 0 32 Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals ••REGISTERED ON BEACH All Groups Class A Class B Class C ENGINE DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco. Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals All Groups Class A Class B Class C DECK DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals TOTALSHIPPED 4 43 1 17 16 11 10 40 29 30 4 22 11 25 2 0 265 1 41 7 1 9 4 8 19 9 10 ^4 ' 12 3 25 16 0 169 0 4 0 0 10 10 0 2 7 13 5 19 0 16 0 0 86 ENTRY DEPARTMENT 4 31 3 9 8 4 7 24 7 24 6 12 14 13 0 1 167 10 113 23 17 16 7 9 57 27 26 26 27 16 66 22 1 463 2 73 2 12 22 17 2 11 8 17 43 27 9 36 0 0 281 0 0 0 5 34 4 19 5 2 10 32 11 39 10 16 15 22 0 1 225 1,318 816 455 1,085 643 244 Z034 •"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. HEADQUARTERS 675 4Ave„Bklyn. 11232 (212) HY 9-6600 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-9375 ALPENA, Mich 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.Y 290 Franklin St. 14202 (716) TL 3-9259 CHICAGO, ILL. .9383 S, Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 DULUTH, Minn 2014 W. 3 St. 58806 Medical Arts Building 324 W. Superior St. 55802 (218) RA 2-4110 FRANKFORT, Mich HOUSTON, Tex P.O. Box D 415 Main St. 49635 (616) 352-4441 1221 Pierce St. 77002 (713) 659-5152 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 SEATI LE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 ST. LOUIS, Mo. . .4581 Gravois Ave. 63116 (314) 752-6500 TAMPA, Fla. 2610 W. Kennedy Blvd. 33609 (813) 870-1601 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 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 HONOLULU, Hawaii ... 707 Alakea St. 96813 (808) 537-5714 PORTLAND, Or,.... 421 S.W. 5th Ave. 97204 (503) 227-7993 As it has been all year, shipping was good to excellent in all deep sea A&G ports in the month of August as a total of 1,972 Seafarers shipped through the Union's network of hiring halls to SlU-contracted deep sea vessels. Of these, only 1,085 were "A" seniority members while 643 getting jobs were "B" seniority men and 244 were "C" seniority. This is a reflection of the good shipping throughout the country for SlU deep sea members. 22 / LOG / September 1979 WILMINGTON, Ca. .. 408 Avalon Blvd. 90744 (213) 549-40tNI SAN FRANCISCO, Ca. 350 Fremont St. 94105 (415) 543-5855 �Jorge L. Torres Seafarer Jorge L. Torres, 25, graduated in 1975 from the Lundeberg School. He up­ graded to Able Seaman there this year. Broth­ er Torres has the lifeboat, firefighting and cardio­ pulmonary resuscitation endorse­ ments. Born in New York, he ships out of that port and resides in Puerto Rico. iSr:'- • Kiref'S;/ L Alfredo Gonzalez Seafarer Alfredo Gonza­ lez, 25, started sailing with the Union following Lionel Strout his graduation Seafarer from the HLS Lionel Strout,57, Entry Program started sailing in 1975. He now with the SIU in sails as FOWT 1967 after seven hitches with the and has his firefighting, lifeboat and U.S. Air Force. CPR tickets. A native of New York He upgraded to City, he lives and ships from that cook and baker great port city. at the Harry Russell Williams Lundeberg School of Seamanship Seafarer (HLSS) Piney Point, Md. Chief Russell Wil­ Cook Strout has had many compli­ liams, 22, gradu­ ments on his cooking aboard ated from the various vessels. He has his LNG, Lundeberg firefighting arid lifeboat endorse­ School in 1977. ments along with his cardio­ Brother Wil­ pulmonary resuscitation (CPR) and liams upgraded first aid tickets. Living in Selma, to Able-Seaman Ala., he ships out of the port of New last year. He has York. his lifeboat, firefighting and CPR endorsements. He lives near Los Joel W. Spell Seafarer Angeles and ships out of West Coast Joel W. Spell, ports. 129, graduated Jesse Fleming from the HLS Seafarer Entry Trainee Jesse Fleming, Program in 22, began sailing 1968. He then with the SIU in i shipped out as a 1977 in the deck j fireman --^waterdepartment after tender (FOWT) he gra.duated in 1968 and 1969 before hejoined the from Piney U.S. Navy for two hitches. There he Point. He got was an electronics technician during his AB endorse­ the Vietnam War. Brother Spell now ment last year. Brother Fleming sails as 2nd electrician but has holds lifeboat, firefighting and CPR endorsements to sail any job in the tickets. He resides in Tafton, Pa. engine department. This year he^ot and ships out of the port of New at Piney Point his lifeboat, firefight­ York. ing and CPR training. He lives in Covington, La. and ships out of the Gerald McEwen port of New Orleans. Seafarer Gerald McEwen, Mark H. Pedersen 42, started sail­ Seafarer ing with the SIU Mark H. Peder­ in 1973. Brother sen, 20, gradu­ McEwen up­ ated from the graded to cook HLSS in 1977. and baker at He upgraded to Piney Point in FOWT last year. 1975. He has the Brother Peder­ sen has his life­ lifeboat, firefighting and CPR boat, firefight­ cards. Born in the Virgin Is., he lives with his wife, Carol in the port of ing and CPR tickets. He was born, New York and ships out from that raised, lives and ships from the port port. of Baltimore. Albert S. Campbell Seafarer I Albert S. CampI bell, 55, joined !the SIU in 1968 in the port of [Jacksonville. He has since upI graded to assis­ tant cook and baker. He has the lifeboat, LNG, CPR and fire­ fighting tickets. Born in Pennsyl­ vania, he ships from Jacksonville. Andrew Pandolfo Seafarer Andrew Pan­ dolfo, 26, is a HLS Trainee Program grad. Last year he upgraded to FOWT. Brother Pandolfo has lifeboat, fire­ fighting and CPR tickets. A native of Manhattan, he lives and ships out of the port of New York. Dennis Patterson Seafarer Dennis Patter­ son, 25, gradu­ ated from the HLS in 1976 and started sailing that year. He first sailed as a messman for six months, but got his AB ticket last year. Brother Patterson recently earned his CPR endorsement at Piney Point. In 1976, he earned his lifeboat and firefighting tickets. A native and resident of Jersey City, N.J., he has shipped out of the ports of New York, Jacksonville, New Orleans and Houston. Alcoholia disease. iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii It can be treated. SECURITY IN UNITY Notice to Membets On Shipping Procedure When throwing in for work dur­ ing a job call at any SIU Hiring Hall, members must produce the following: • membership certificate • registration card • clinic card • seaman's papers • valid, np-to-date passport In addition, when assigning a job the dispatcher will comply with the following Section 5, Sub­ section 7 of the SIU Shipping Rules: "Within each class of seniority rating in every Department, prior­ ity for entry rating jobs shall be given to all seamen who possess Lifeboatman endorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding srentence when, in the sole judgment of the Board, undue hardship will result or extenuating circumstances war^nt such-waiver." Also, all entry rated members must show their last six months discharges. Further, the Seafarers Appeals Board has ruled that "C classifica­ tion seamen may only register and sail as entry ratings in only one department." To crew U.S.-flag ships today, youVe 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. September 1979 / LOG / 23 ,,k,. 7. �R/V by 'Saki Jack' Dolan Following is Chapter II in the saga of the R/ V Anton Bruun, one of the more unusual vessels ever crewed by SIU members. She was a research vessel, which participated in a 28'month research cruise in the Indian Ocean in the early '60s. It was quite a trip. Chapter I appeared in the A ugust 1979 issue of the Log. AT the entrance to the Taj Mahal in India, one feels the inten­ sity of much passion and love. On the Indian Ocean, one feels not only passion and love, but much hatred. Thanks to the Almighty, the R/V Anton Bruun was built a fine seaworthy ship. She rode out a storm better than any passenger or cargo vessel I have ridden. And believe me I have been on the best. We were to find this out when we made our cruise to the Arctic Circle and back. (All about this in a future chapter.) We did 'mucho' fishing in the Indian Ocean, and this kept our ten Hawaiian fishermen very busy, putting out floats with fishing nets attached several miles in length. This was done in the wee-hours and we would come back around Noon and pull the nets in with our special fishing-gear. The Hawaiians were very adept at this sort of fishing, and in no time at all we had several tons of every kind of fish on the stern you could think of. Sharks by the dozens, and the Scientists would tag them (the sharks) and throw them, overboard again. This was all done with scientific-precision by stop-watch. We caught barrels of shrimp and lobsters off the coast of Arabia, and this was reported to the Arabian Government (they never even knew about it.) Many new fishing-beds were discovered on this cruise, and it was reported to the local Govern­ ments as we discovered same. From the Persian Gulf, all the way to the Arctic Circle, we worked our way, and many new discoveries were made and reported to the National Science Foundation in Washington, D.C., as well as all local countries that could make good use of this information. This was the first time in World History that the Indian Ocean had ever been surveyed, and the RIV Anton Bruun was the only vessel to completely finish the job. There were many other countries involved in this project, and had vessels out here with us. One by one they fell by the way-side and turned tail and went home. We stayed for the full time (28 months), and were the only ship to complete the project (worth many many millions of dollars to many countries). Land of The 'Dodo-Bird' The U.S. National Science Foun­ dation should have given all hands a large cash bonus, not just a piece of paper. We did a job no other country 24 / LOG / September 1979 did, or cared to stay and do, but they all benefitted from it. Port Louis, Mauritius Islands is the Jewel of the Indian Ocean and the friendliest place on Earth. The natives speak French, English and their own Island dialect. First, they greeted you like a long lost brother, and then took you in as one of the family. This was the home of the famous or infamous 'Dodo Bird', now extinct, but one time very plentiful here. The Dodo was similar to our American Turkey according to legend, and was hunted by the natives for food until extinct. The shipboard Scientists were given a stuffed Dodo Bird to take back with them. There is a local Museum ashore and they give all the information you may need to know about the Dodo Bird, and any other subject you may be interested in. "Mack The Knife" The Natives were welcome aboard, as we had open ship in all ports. The young native girls were exceptionally friendly, and made themselves at home upon arrival. Our stay here was for ten days, and even then it was hard to get them to leave. One lovely young thing that carried a stiletto about ten inches long (and was not afraid to use it), was immediately dubbed 'Mack The Knife' by the crew, and the name stuck (I wonder why?). It seems that 'Mack The Knife' had a thing for the Chief Steward 'Saki Jack', and latched onto him and would not let go. This was OK with Saki Jack, so that was that. Mack The Knife was a solid nudist at heart, and started to prove same immediately upon entering my foc'sl. She disrobed completely, and was in no way bashful about her nudity. This had a real crazy affect on the younger generation in the crew, as she insisted on having nothing to do with anyone but ole Saki Jack (which was OK with me). She loved to run around the ship totaliy naked, and I or no one else could control her, or for that matter wanted to eonfront her ten inch stiletto! She was not only young, but had a build like the old proverbial brick 'Out-House'. I'll tell you something, I was not about to argue with her, and the ship's baker took many photos of her running the length and breadth of the ship in the buff. She always returned to my foc'sl, and this drew the crew like flies. I had to throw them out bodily to have any peace. Chico, the Chief Cook was so upset he couldn't cook, and had to go ashore to Sharky's (a local Pub) to bring his blood pressure down a bit. Sharky, was an old Limey ready to retire and wanted to sell the joint (I - - A- . * '.t. A recent pix of SIU Pensioner 'Saki' Jack Dolan. don't know if he ever did), and he got along swell with seamen. There were a couple of twins that made some kind of remark about 'Mack The Knife' running about the ship in the nude, and this made Mack very mad indeed. She ran them out of Sharky's and down the street. Well, this upset Sharky a bit, and he would not let Mack back in his Pub, so Mack and I decided to go back to the ship. My foc'sl was like a Pub anyway. In fact, I had more of a variety of the old Bubbly than Sharky did. Mack kept her stiletto razor sharp, and I was damn glad she liked me (maybe it was my good looks?). Whatever, it made us happy. She stayed aboard until ten minutes before sailing time and did not put on a stitch until she was going down the gangway.. 1 guess you could call this the 'Naked Truth'. Hawaiian Luau Our Hawaiian Fishermen decided to have a Luau, and that was OK by all hands. 1, as Chief Steward was given a list of what we would need, and went ashore to get same. All Hands were invited, crew, scientists, (we had four lady-scientists aboard this Cruise), everyone. The Hawaiians made a deal with the local natives, and promptly started to dig a long trough on the beach, and gather Palm-Fronds. Believe me, a real Hawaiian Luau is no easy matter, and it takes a lot of work and cooperation from all hands to make it happen. Everyone was willing and the very next afternoon the beach was the makings of our own Hawaiian Luau. 1 was the bartender until 1 couldn't stand (1 got very tired), and there was plenty food, booze, girls with much dancing, drinking, eat­ ing, and even a few friendly fights now and then. 1 can safely say all hands enjoyed the Luau and thanked the fishermen for it. Everyone liked Port Louis, and could not wait until we were due back again. The baker even married one of the beautiful native girls, and took her home to Philadelphia to live. All hands went to the wedding. 1 missed it due to an operation I was having at the time. During our next cruise we had engine trouble, and had to pull into Gann Island. This was a British Nuclear Base, very secretive at the time, and we were lucky they gave us permission to land there. The Captain talked with the local Conimander, and he agreed to let us use all the local buying facilities. This was a tax-free-port, and they had a beautiful canteen—full of goodies, binoculars, cameras, watches, perfume, musical instru­ ments, etc., all tax-free, and very reasonable in price. Well, I can tell you, some of the crew and Scientists really took advantage of this situation. I did not buy a thing, as I was never a collector of things, and maybe it was because my foc'sl looked like a Pawn-shop as it were. All in all, Gann Island was a success in everything but Romance. There were no women there except in the military, and they had nothing to do with us. The British are very kind and considerate in treating English speaking folks, and treated we 'Yanks' like brothers. So long Gann Island, and Thanks. Eddie From Mooseup When I returned home to New York, I had a full crew list, but misplaced it. And with my poor memory, I cannot name the men and women on our expedition as I would like to. Our first Bosun, a retired NavyChief from Mooseup, Connecticut, was naturally, one of my drinking buddies. (1 really cannot remember anyone on board that I was not drinking-buddies with). Eddie, in the good ole tradition of the Navy, was a swell drinking buddy, we got along quite well. Between his Navy yarns, and my merchant seaman's yarns, we kept the home fires burning very brightly. Eddie had spent his last ten years (or so he told me), in the Navy in Phoenix, Arizona as the Navy Recruiter. Maybe this is what made him so nervous. Arizona is too dry for a Navy sailor. Anyway, ho got himself fired off ihQ Anton Bruun for kicking one of the "Raghead Scientists" out of his fi'c'sL It seems one of the scientists went to Eddie's foc'sl about some­ thing, and proceeded to give Eddie a hard time. Eddie did not ap­ preciate this at all, and kicked him out (literally), and told him to stay the hell out. Well, this infuriated the "Raghead", as this made him lose face, and he ran screaming up to the Captain's foc'sl telling him what happened. The Captain being an oldtimer, told the scientist to stay the hell out of the crew's quarters (where he had no business) and he would not get a kick in the ass. It seems the Scientist had more Continued on Page 25 �Working in Tank or Confined Space Can Be a Killer When working in a chemical tank or other confined space aboard a ship or a tank barge, always know what you're getting yourself into. If you're about to enter a chemical tank which has not been certified "safe for men" by a marine inspector, what you could be getting into is trouble. A tank or confined space that hasn't been inspected may not contain enough oxygen to sustain life. If you walk into that space without the right safety gear, you may not walk out again. It's that simple. Prevention of chemical tank Anton Bruun, Part II Continued from Page 24 pull than the crew did, and Eddie was fired. The Captain came down to his foc'sl and told him the scientist was willing to forget the incident, and he could keep his job if he would only apologize to the "Raghead". Eddie would have none of this and told the Captain if that bum comes near me I'll kick him again, only harder. Exit, Eddie from Mooseup, a good Bosun, and greatly missed by all hands. This brought on board my old poker-playing, horse-playing, and cocktail drinking buddy Hank Muranka. Hank is a good man to ride the river with. Hang in there Hank! Crew Messman Extraordinaire Eddie Wong was his name, and the best dang crew messman I ever sailed with. Eddie came from New York City, and was liked by all the crew, and officers as well. He was one of the original crewmembers, and came out with the ship from the States, and was one of the first to sign on. He stayed the full 28 months the ship was out, and never missed serving a meal in the crew messhall. Besides he had a full flight of stairs to go up and down carrying food (three meals a day), and believe me Eddie did a wonderful job, while he was Crew Messman. Eddie found Wong-relatives in every port we came to, and usually brought them on board. Some of them were the fair haired type, and Eddie was quite a ladies man, and never failed to score. The last 1 saw Eddie, was at the Brooklyn SIU Hall, and he was all bandages, having just been mugged in Chinatown, and was not feeling too well. This is called a 'New York Welcome,' and they sure gave poor Eddie a good one. Eddie, like 1 said, was liked by all hands, and makes a good addition to any crew. By The Wayside The RjV Anton Bruun stayed for the full length of the Cruise in the Indian Ocean (28 months), and had the distinction of being the only vessel to do so. There were many other countries involved in this Expedition (22, I believe), and one by one they fell by the wayside and went home. But the old Anton Bruun stayed on and on and on until the very end of the Cruise. The closest any other country came to staying was for one (1) year, and m-ostly they did not stay this long. That included the Russkies. They had a converted cargo ship out there and they stayed for about a year. We met the Russians several times in port, and one time they invited us aboard their ship for a CocktailParty (I'll tell about this next time), also what we were sent out there to do. Saki Jack D-124 (Retired) Chapter 3: 6 weeks in shipyard in Karachi, Pakistan. AH Khan on the Scale. Camel Races. Horse races. Holy Men with Cobras in basket. Cocktail Party on Russian Ship. Metropole Hotel, Beach Luxury Hotel, Seaman's Club. Our Main Purpose in The Indian Ocean. fatalities is also pretty simple. Never assume a confined space is safe. Always wear fresh air breathing apparatus in a confined space where you're not sure about the oxygen content. But lack of oxygen isn't the only kind of trouble you can get into when working in a confined space aboard ship. Seamen and boatmen who are repeatedly exposed to low levels of hazardous substances may be in for trouble in the future. A worker who is exposed to dangerous chemicals over a long period of time could be slowly poisoning his health. Chronic exposure to benzene, for example, could result in serious blood diseases. Inhaling vinyl chloride fumes over long periods has been shown to cause cancer. There are some rough guidelines called threshold limit values (TLV's) which can be followed by seamen who work around dangerous substances. TLV's are published by the Coast Guard in 'a "Chemical Data Guide for Bulk Shipment by Water." The threshold limit values, the Coast Guard says, "represent conditions under which it is believed that the average empolyee can be safely exposed for a working lifetime without produc­ ing chronic health effects." But the Coast Guard stresses these are only general guidelines. They do not take into account an individual's reaction to particular chemicals or the long-term effects of exposure to two or more chemicals. So, along with making sure the toxic levels in tanks and confined spaces stay within the TLV guidelines, these are some other steps American seamen and boatmen can take to protect their future health: • all shipboard personnel should be aware of whether they are working around substances which could be hazardous to their health; • entry into chemical tanks and confined spaces should be kept to a minimum and made only when absolutely necessary; • respirators should be used by all personnel anytime a tank or a confined space is entered; • any seaman or boatman chronically exposed to hazard­ ous substances should be regu­ larly checked by a doctor. Delta Africa Committee W '\ un Aug. 27th Recertified Bosun Pete Loik, {4th left) ship's chairman of the SS Delta Africa (Delta Lines) is at a payoff in the port of New York. With him are the Ship's Committee of (I. to r.) Steward Delegate James Miller, Chief Steward Bill Wroter, secretary-reporter; Deck Delegate Ed Wilisch and Engine Delegate Hector Duarte. A MESSAGE FROM YOUR UNION NARCOTICS WfLL EAT YOtl OP AND YOU'LL LOfE YOUR PAPERS FOR Ul FE ! September 1979 / LOG / 25 �Algonae The Lakes Picture Dnlnth The strike by Duluth-Superior grain millers that began in July is continuing. The dispute has brought waterborne grain traffic to a standstill, as other unions are honoring the grain millers picketlines. Reports from Duluth say that the major issues in the dispute are a costof-living contract clause and on-the-job safety. Grain millers are worried about the effects the pesticides and other sprays used on wheat will have on their health. Observers feel, however, that there are several signs that the end of the strike is in sight. As of Sept. 15 there were a total of 19 deep sea grain ships (including the SlU-contracted Ogden Columbia) tied up at the port of Duluth with five more expected during the week. The increased number of grain vessels in the port coupled with a tentative agreement between striking grain millers and officials of the Farmers Union Grain Terminal Assn., were cited by assistant U.S. Agriculture Secretary P.R. Smith as reasons for optimism that the strike may soon be over. Smith made his remarks at a symposium on Midwest grain transportation problems held Sept. 16 in Minneapolis. Earlier this month, the Duluth-Superior grain strike was one cause of threats from the Dept. of Agriculture. U.S. Agriculture Secretary Bob Bergland threatened to divert shipments of government PL-480 cargoes from the ports of Duluth-Superior if the strike continued. The twin ports currently handle about 65 million pounds of bagged government cargoes. * * * The new SIU hall in Duluth got a good reception during its first month of operation. Great Lakes Seafarers who've visited the new hall located in Duluth's Medical Arts Building, reportedly are favorably impressed. Frankiort The SlU-contracted Medusa CW/cA2ger(Cement Transit Co.) was one of the exhibits of Maritime Week, held at Manitowoc, Wise., last month. The 73-year old cement carrier was open to the public for tours. The last hand-bomber on the Great Lakes, SlU-contracted Chief Wawatam, may soon be converted to oil. The Michigan Transportation Commission voted unanimously to study the costs of the conversion. If adopted, the conversion could be completed by this winter. • » » The carferry City of Milwaukee {}A\c\\\gSin Interstate Railway Co.) was forced into the seawall in the Frankfort harbor when a small boat crossed her bow last month. An inspection by the Coast Guard determined the carferry sustained no damage and she was allowed to resume her run. • * » The two SlU-contracted car ferries, the Viking and the City of Milwaukee, hauled a record number of box cars across Lake Michigan over the past two months. The 2,061 cars loaded by the two vessels marked a six year high. Cleveland The Great Lakes Regional office of the U.S. Maritime Administration plans a seminar Oct. 9 in Cleveland to discuss problems and issues confronting the merchant marine. Notite to Members On Job Coll Procedme When throwing in for work dur­ ing a job call at any SIU Hiring Hail, members must produce the following: • membership certificate • registration card • clinic card • seaman's papers • David Buchanan, vice president of the Lake Carriers Assn., has warned that the shortage of diesel fuel on the Lakes is going to get worse. Fuel shortages "could disrupt the movement of raw materials to major industries," Buchanan said. Chicago Chicago's East Side Chamber of Commerce sponsored its 39th Annual Waterways Cruise on the Calumet River this month. The cruise is intended to attract new business to the riverbanks and to point out that water transport of raw materials and finished products is highly efficient. SlU-contracted ore and coal carriers are frequent callers at docks along the Calumet River. * * * Chicago's new Iroquois Landing Lakefront Terminal was formally dedicated on Sept. 8. The facility is open for business even though construction on the cargo-handling dock and two new warehouses is still underway. St. Lawrence Seaway U.S. and Canadian officials held a joint ceremony to mark the 20th anniversary of the opening of the St. Lawrence Seaway and the Welland Canal's 150th birthday on Sept. 7. One ceremony was held at the Seaway's Eisenhower Lock, one of the two locks on the American side of the waterway. A second ceremony was held at the Welland Canal. Navigation Aids The first of three automated buoys planned for the Great Lakes region has been installed in Lake Superior near Manitou Island, Mich. The 20foot, 20-ton buoys are made of aluminum and will be used as weather forecast aids. The buoys have sensors attached to their 18-foot masts which measure air temperature, surface water temperature, wind speed and direction and transmits the information via satellite to weather stations in the U.S. and Canada. Clean Waters Pollution in the Great Lakes reached its worst level several years ago and is now improving, according to. a report presented to the International Joint Commission (IJC) recently. The main reason for the improvement is that industries have greatly reduced phosphate discharges into the Lakes. If » • If * Though the Lakes themselves are cleaner, another report delivered at the IJC annual meeting said that inland waters and aquatic life within the Great Lakes basin may be in trouble. The reason is that the area is subject to rain and snow with up to 40 times more acid in it than normal. The "acid rain" is the result of water vapor mixing with emissions from coalfired power plants, cars and factories. Scientists are worried the poison rain may kill off fish and harm soil and plants. Tonnage Figures Cargo moving through the Port of Cleveland during the month of August was up 219 percent over tonnage figures for Aug., 1978. Tonnage figures for this year to date are up 120 percent over last year's totals. The increase is attributed mainly to the movement of iron-ore pellets, a new commodity at the port. Steel and general bulk tonnage also showed gains. DisNtcliiirs ReDortlir MLikcs Alin 1-Tl 1979 ' Algonae (Hdqs.): Algonae (Hdqs.) Algonae (Hdqs.) Algonae (Hdqs.) '. •TOTAL REGISTERED All Groups ^'3®® A Class B Class C 61 36 12 47 27 28 5 113 TOTAL SHIPPED All Groups Class A Class B Class C 7 DECK DEPARTMENT 69 105 10 27 13 7 4 ENGINE DEPARTMENT 48 52 7 21 12 11 0 STEWARD DEPARTMENT 30 20 0 9 1 5 34 ENTRY DEPARTMENT 0 0 0 25 47 93 82 ^ US Totals All Departments 156 173 45 147 177 17 •'Total Registered" means the number of men who aetually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. 26 / LOG /. September 1979 ••REGISTERED ON BEACH All Groups Class A Class B Class C �rrr- \ Apply for SiU College TS not too early to start applying for the yearly SIU college scholarships offered to members and their dependents. Entitled the "Charlie Logan Scholarship Program," seven college scholarships, worth $60,000, are offered through the Seafarers Welfare Plan annually. Five of the scholarships are four-year $10,000 awards. One of these goes to an active member while four go to dependents of members. Two of the scholarships are two-year grants worth $5,000 each. These are exclusively for active members. For an active member to be eligible for a scholarship, he must have at least two years (730 days) employment time with SIU contracted companies. In addition, he must have one day of employment in the six month period immediately preceding date of application, as well as 125 days employment in the previous calendar year. Members' dependents applying for the scholarships must be unmarried and under 19 years of age. [However, unmarried children who are eligible for benefits under Plan #1 Major Medical can apply for a dependent's scholarship up to the age of 25.] An applicant must be the dependent of a member with three years (1,095 days) employment time with SIU contracted companies, as well as one day employment in the I six month period immediately preceding date of application and 125 days employment in the previous calendar year. Dependents of pensioners or deceased members who had met these seatime requirements before death or retirement are also eligible for the scholarships. All scholarships are awarded on the basis of high school grades and scores achieved on either the College Entrance Examination Boards (SAT only) or the American College Tests (ACT). Upcoming test dates for the SATs are: Nov. 3; Dec. L and Jan. 26. For more information on the SATs, write the College Entrance Examination Board at either Box 592, Princeton, N.J. 08540, or Box 1025, Berkeley, Calif. 94701. (Write to the office located closest to your mailing address.) Upcoming test dates for the ACTs are: Dec. 8, and Feb. 16. Information and applications for these exams may be received by writing to ACT Registration Unit, P.O. Box 414, Iowa City, Iowa 52240. SIU members can pick up Scholarship award applica­ tions for themselves or their dependents at any SIU Hall or by writing the SIU Welfare Plan, 275 20th St., Brooklyn, N.Y. 11215. Scholarship winners will be announced in May 1980. Applications should be in no later than Apr. 15, 1980. September 1979 / LOG / 27 �mmm- Steward Department Meinbers! In the event that any SIU members have legal problems in the various ports, a list of attorneys whom they can consult is being published. The mem­ ber need not choose the recommended attorneys and this list is intended only for informational purposes: The following is a list of recom­ mended attorneys throughout the United States: NEW YORK, N.Y. Schulman & Abarbanel 350 Fifth Avenue New York, N.Y. 10001 Tele. #(212) 279-9200 BALTIMORE, MD. Kaplan, Heyman, Greenberg, Engelman & Belgrad Sun Life Building Charles & Redwood Streets Baltimore, Maryland 21201 Tele. #(301) 539-6967 HOUSTON, TEX. 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 28 / LOG / September 1979 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 culjnary 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. Dispatchers Report for Inland Waters AUG. 1-31, 1979 •TOTAL REGISTERED TOTALSHIPPED All Groups Class A Class 8 Class C Port All Groups Class A Class 8 Class C DECK DEPARTMENT Boston New York Philadelphia Baltimore Norfolk 0 0 0 0 1 0 0 0 0 272 0 0 0 Mobile 3 Tampa 2 1 1 NewOrleans Jacksonville 0 1 4 3 11 1 Wilmington Seattle 1 0 3 0 1 0 Houston 1 8 8 9 0 0 20 36 37 16 118 17 2 47 98 San Francisco 0 Puerto Rico Port Arthur Algonac ••REGISTERED ON BEACH All Groups Class A Class 8 Class C 0 ; 2 0 0 0 0 6 102 0 0 0 St. Louis Piney Point Paducah Totals Port 0 0 0 0 1 0 0 0 0 100 0 0 0 1 0 0 0 27 0 0 0 0 3 0 9 3 0 0 "2 2 1 10 1 1 1 Q 0 0 0 5 12 5 7 0 1 15 27 41 16 100 12 1 41 73 0 0 0 0 Q 0 0 o 0 0 0 7 0 0 0 0 0 0 2 001 0 0 0 3 4 5 7 15 2 3 0 8 0 14 0 3 11 9 6 0 1 38 33 1 9 109 25 0 124 213 0 0 0 0 0 9 528 0 0 0 ENGINE DEPARTMENT Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac 0 0 0 000 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 000 0 0 1 0 0 0 0 0 0 2 2 2 000 0 0 0 0 0 0 0 0 0 OOO'OOO 0 0 0 0 0 0 0 0 0 0 -01 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 2 0 3 000 OOO 0 0 1 0 0 3 0 0 0 0 0 0 0 0 0 0 0 f) 0 2 1 2 3 ? 000 100 0 0 0 0 0 0 Piney Point Paducah 0 2 0 201 0 1 0 001 St. Louis Totals 0 1 0 5 5 4 Port Boston New York.. Philadelphia Baltimore Norfolk Tampa Mobile NewOrleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston PortArthur Algonac St. Louis Piney Point Paducah Totals Totals All Departments 0 0 0 0 3 3 1 1 0 8 7 12 0 0 0 213 STEWARD DEPARTMENT ,. 0 0 .<0 00 0 0 0 0 000 000 1 0 0 0 0 0 1 0 1 0 0 0 0 0 0 0 0 1 00 0 0 0 0 0 0 2 000 0 0 0 113 0 0 0 138 4 4 15 29 127 117 0 0 0 000 0 0 0 000 000 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 000 0 0 0 0 1 4 000 0 0 0 12 0 0 2 17 3 0 0 26 5 14 108 90 •'Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. 0 n n OOn 0 0 n lon 000 0 o n 0 0 0 2 0 2 Q Q % 0 n n Q o q 000 0 0 o 1 n 1 000 0 0 0 13 0 0 14 5 0 2i 6 7 34 52 123 259 �Great Lakes Norfolk The Cape Fear Towing Co. (Wilmington, N.C.) contract has been ratified and is in the drawing up stage for signing. Also in Wilmington, Boatmen at the Stone Towing Co. are on strike and the Union has filed unfair labor practice charges against the company for failure to bargain in good faith. At the newly-organized Swann Launch Co. here, the Union is awaiting a date from the company to start contract negotiations this month. The largest dredging and marine construction company in the Western Hemishpere is the SlU-contracted Great Lakes Dredge and Dock Co. of Oak Brook, 111. It builds subaqueous pipelines, docks, breakwaters and bridges in the U.S., Mideast, Caribbean and South America. OLD also began dredging of the Matagorda Ship Channel in the port of Galveston last month under a $2.44 million contract by the city's Engineer District. Almost 20 miles of the channel will be dredged to a depth of 36 feet and width of 200 feet. The job is slated to be finished by late March 1980. Galveston Production delays and the wrath of Hurricane Frederick are holding up the construction of the nine tugboats at a shipyard here under order for G & H Towing , Houston. The tugs Titan and Laura Hayden (G & H) were built and launched at the yard and are now in service. Piney Point Contract negotiations at the Steuart Petroleum Co. are in their final stage this month. Port Arthur, Tex. A new tug, the K.C. Smith (Sabine Towing) is expected to go into service here by the end of November. St. Louis The 5,600 hp Towboat Bill Corneal{AJCBX.) was christened on Sept. 22 at the Jeffboat Yard, Owensboro,Ky. She will join the SlU-manned ACBL fleet. Philadelphia The rebuilt 126-foot tug Diplomat (lOT) is with the barge Interstate 138 lightering VLCC tankers in Gulf and East Coast ports. The 4,000 hp tug now has a second high pilothouse to let the pilot see over the barges up to 50 feet high. Also a new elevator goes up to the pilothouse and the tug has increased firefighting capability, another towing capstan, special rubber fenders plus a general overhaul of all equipment. Locks and Dam 26 Jacksonville After five years of bickering, the trial of the Alton, 111. Locks and Dam 26 reconstruction issue began in the middle of this month. MARAD has okayed Title XI guarantees for construction of a triple deck trailer barge and 650 trailers for Trailer Marine Transport (Crowley). The 580 foot long, 105 foot wide barge with a draft of 11 feet 4 inches will be built at the EMC Yard, Portland, Ore. Cairo, III. Next month a flotilla of Ohio River steamers will sail the length of the river from Pittsburgh to here to mark the 50th birthday of the completion of a year-round 9-foot navigation channel along the route. Jobless Rate Climbs to 6% WASHINGTON, D.C.—The country's unemployment rate in August surged to 6 percent from July's 5.7 percent. This is the highest level reached in a year. The average rate is about 5.8 percent. Many of the 310,000 newly unemployed of the total U.S. jobless 6,149,000 were adult white males laid off due to economic cutbacks in transportation, utilities, manufac­ turing and construction. However, 96.9 million persons (88.8 million non-farm) are gainfully employed out of a 103-million workforce. There were gains in the service=producing sector (as in trade, state and local government, finance, insurance and real estate) and in mining, AFL-CIO Research Director Rudy Oswald observes that "the increase in unemployment in August may augur further jumps over the next few months as the recession worsens. The effects of the recession on employment show up for the first time this month. There is every indication that it will worsen over the next six months." The jobless rate for adult women rose from July's 5.5 percent to August's 5.9 percent. Teenagers' rate increased from 15.3 to 16.5 percent! Blacks remained at 11 percent (black teenagers 30 percent!) and whites went up from 4.9 percent to 5.3 percent. Usually the jobless were out of work for about five weeks with 15 weeks being a high. 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 equiv­ alent cf wheelhouse time Day-for-day woi k time credit for HLS entry graduates To apply, contact HLS or your SiU Representative Apply Now! New Course Starting Soon! September 1979 / LOG / 29 Li'vf �Apply Now for an HLSS Upgrading Course! HARRY LUNOEBERG SCHOOL UPGRADING APPLICATION (Please Print) Date of Birth. Name. (First) (Last) Mo./Day/Year (Middle) Address. (Street) (State) (City) Deep sea Member Telephone. (Zip Code) Inland Waters Member • Q (Area Code) Lakes Member • Seniority. Book Number Date Book Was Issued. Port Presently Registered ln_ Port Issued Endorsement(8) or License Now Held, Social Security #. Piney Point Graduate: • Yes Entry Program: From. No Q (if yes, fill in below) ••'vr to i (dates attended) Upgrading Program: From Endorsement(s) or License Received . to. (dates attended) Do you hold a letter of completion for Lifeboat: • Yes No Q Firefighting: • Yes No • Dates Available for Training I Am Interested in the Following Course(s). DECK n Tankerman u AB 12 Months 1 1 AB Unlimited n AB Tugs & Tows • AB Great Lakes u Quartermaster n Towboat Operator Western Rivers Towboat Operator Inland n Operator Not u Towboat More than 200 Miles Operator (Over n Towboat 200 Miles) • Master • Pilot • Mate ENGINE • • • • • • • • FWT • Oiler OMED - Any Rating Othnrfi Marine Electrical Maintenance Pumproom Maintenance and Operation Automation Maintenanceof Shipboard Refrigeration Systems • Diesel Engines Assistant Engineer (Uninspected Motor Vessel) • Chief Engineer (Uninspected Motor Vessel) n STEWARD • Q • • • Assi stant Cook Cook & Baker Chief Cook Steward Towboat Inland Cook ALL DEPARTMENTS • • • • • 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 service, whichever is applicable.) VESSEL SIGNATURE RATING HELD DATE SHIPPED DATE RETURN COMPLETED APPLICATION TO: LUNDEBERG UPGRADING CENTER, PINEY POINT. MD. 20674 30 / LOG / September 1979 DATE OF DISCHARGE �>1 Big Fireman-Watertenders Class ittm iSa^iiSRS"* v^"-*"-'^.' vT r y*, }..--• --L.. ',:. ^vi"'>»••••«»«;' :' •<••• •*< Almost two baker's dozen is the size of the FOWT graduating class of (front I. to r.) E.J. Dandy, V. Sanderson, J. Robertson, J. Lacaze, T. Stenson, 8. Giacalone, F. Landron and F. Garvey. In the middle row (I. to r.) are 8. Campbell, T. Merger, M. Collins, E. Zigich, C. Dunn, D. Whittle, 8. Hargrove, D. Jackson and D. Christian. In the rear (I. to r.) are D. Dunklin, T. Richerson, P Ferguson, 8. Migliara, C. Jefferson, L. Kearney, W. Evans and D. Goldbecker. The Harry Lundeberg Tankerman Is He Tankerman grad is David Goyette. School of Seamanship / "For a better job today, and job security tomorrow." New Diesel Engineers WANTED Si Si Si Si Si Si Si Si Si Si steward Department Upgraders Si Si Enroll now! Si Job Opportunities in the Steward Department have nevet been better. Make these opportunities your own. Si Upgrade in the Steward Department at HLS Si Si Chief Steward—November 12 Si Chief Cook—October 29 Cook and Baker—October 29 Si Si Fill out the application in this issue of the Log. or contact Si Vocational Education Department, Harry Lundeberg School, Si Piney Point, Maryland 20674. Si 8eptember 1979 / LOG / 31 �EL PASO HOWARD BOYD (El Paso), July 15—Chairman, Recertified Bosun David La France; Secretary Don Collins; Educational Director Leroy Tanner; Deck Delegate Harold Whit­ man; Engine Delegate W. O. Barrineau; Steward Delegate James Morgan. No disputed OT. Chairman reported that everything is going great. Captain requested no smoking and no radios on open decks. Secretary noted that everyone must observe the safety rules of these type ships. Educational Direc­ tor stressed the importance on these ships of safety and wants everyone to put every effort forward to obey all safety rules. Also that upgrading is very important to you and to the Union. So use the Harry Lundeberg School of Seamanship and make yourself some money. A vote of thanks was given to the steward department. Only four hours after takeover of ship, a hot meal was served. Chairman expressed how working together has helped to achieve what we have in this Union. Report to Log: "Cape Charles, Va., SS EL PASO HOWARD BOYD was taken over by her crew around 1630-1700 on the 29tii of June. Steak dinner was served by 2100, while all hands turned to on steward stores. We send our thanks to the men of the ship's crew for helping to make the impossible, possible." Chief Steward, Don Collins —Next port Cove Point. JEFF DAVIS (Waterman Steam­ ship), July 20—Chairman, Recertified Bosun George E. Annis; Secretary R. Collier; Deck Delegate L. A. Jordan; Steward E>elegate Anthony Zouca. No disputed OT. Chairman received a letter from Headquarters in regards to the steward recertification program and explained the importance of all mem­ bers of the steward department with the eligibility requirements to apply to attend one of the classes. Also discussed the importance of SPAD. It was noted that there are about 150 movies on board and that the Chairman has spent a lot of his own money for a new machine and movies. A vote of thanks was given to the ship's chairman and a vote of thanks to the steward depart­ ment. Next port Port Said. SEA-LAND LEADER (Sea-Land Service), July 8—Chairman,Recertified Bosun A. Ringuette; Secretary A. Reasko; Educational Director B. Jones. No disputed OT. $50 in ship's fund. Chairman held a discussion on upgrad­ ing and the importance of SPAD. Educational Director will try to keep up on the latest date movies for the crew. Observed one minute of silence in memory of our departed brothers. SEA-LAND CONSUMER (SeaLand Service), July 22—Chairman, Recertified Bosun A. Lasnansky; Secretary P. Stubblefield; Educational Director L. Hart. Some disputed OT. Letter received concerning the recerti­ fication of Chief Stewards read and posted. Educational Director reported on the ladders between the hatches not being wide enough for the safety of personnel using same. Also cat walks are not maintained as they should be. Reefer boxes should not be placed on sides where there are no cat walks. Existing ladders are also crooked. Members were also reminded that there is no smoking on deck while in shipyard. Next port Rotterdam. 32 / LOG / September 1979 SEA-LAND ECONOMY (Sea-Land Service), July 15—Chairman, Recerti­ fied Bosun A. McGinnis; Secretary Thomes T. Kirby; Educational Direc­ tor D. Peterson. Chairman gave a talk on the Bosun Recertification program that has started at Piney Point and all members who are qualified should attend. Also discussed the impor­ tance of donating to SPAD. $86 in movie fund. No disputed OT. Received the Log and it was distributed. SEA-LAND COMMERCE (SeaLand Service), July 8—Chairman, Recertified Bosun Lothar Reck; Secretary J. Smith; Deck Delegate Arlo Klein; Engine Delegate Joseph Graves Jr.; Steward Delegate Walter Stewart. $190 in ship's an<J movie fund. No disputed OT. Chairman discussed the pros and cons of some of our maritime activities in reference to some of the articles received. Also the importance of SPAD. Members were encouraged to upgrade as soon as they can in Piney Point. There will be another safety meeting this week and the door is open for new and good ideas. Check in with the patrolman about immigration and customs as soon as possible in order to have a quick payoff. Report to Log: "Radio Cadet—or better, apprentice— Charles Bullen, took his time out to fix all room antennas and speakers of the ship's intercom system. Thanks for the upkeep and we hope that he will have many followers on other vessels." Observed one minute of silence in memory of our departed brothers. Next port Seattle. DELTA SUD (Delta Steamship), July 1—Chairman, Recertified Bosun R. Lambert; Secretary E. Vieira; Educa­ tional Director J. C. Dial. No disputed OT. Chairman reported that Brother Angelo Ali died of a heart attack while in the port of Santos Brazil on June 26th. His body was flown to his next of kin the next day. In true traditional SIU fashion, condolences and flowers were sent on behalf of the crewmembers. We are still keeping up with our accident free safety record. Also requested those members who use the T. V. tape recorder to be sure to rewind the tapes when the picture is over. A vote of thanks to the steward department for a job well done. OGDEN WABASH (Ogden Ma­ rine), July 22—Chairman, Recertified Bosun E. Dakin; Secretary P. L. Shauger; Educational Director Anton Ratkovich; Deck Delegate J. Wilson; Engine Delegate E. Sierra; Steward Delegate P. Charley Jr. $10.55 in ship's fund. $175 in movie fund. Gave $60 to radio officer to purchase new rotor for antenna. Some disputed OT in deck department. Chairman reported that a letter had been received from Executive Vice President, Frank Drozak regard­ ing the Stewards Recertification Program. It will be posted on the bulletin board for a few days and then put in the ship's file. The Log also carries an article on same with full details. Chairman also noted that he has applications for the "A" Seniority upgrading and Steward Recertification and anyone who wants same to see him at anytime during working hours. There are also plenty of overtime sheets and some benefit applications. A vote of thanks to the steward department. Next port Philadelphia. OGDEN CHARGER (Ogden Steam­ ship), July 22—Chairman, Recertified Bosun M. Beeching; Secretary B. Guarino; Educational Director D. Guajardo; Engine Delegate Charles S. Hampson. Chairman gave a talk on the importance of everyone who has the time to take advantage of the school at Piney Point and the importance of donating to SPAD. A telegram was received from Headquarters on the new raise and was read and posted. Observed one minute of silence in memory of our departed brothers. ALEX STEPHENS (Waterman Steamship) July 8—Chairman, Recerti­ fied Bosun Alfonso Armada; Secretary Charles Corrent. Some disputed OT in deck department. Secretary reported that Brother Ferris J. Antone Jr., died of a heart attack and a radiogram was sent to Executive Vice President, Frank Drozak, to notify his mother in Florida. ITT returned message confirmed by Brother Frank Drozak to Ship's Chairman. $60.16 in ship's fund. A vote of thanks to the steward department. NEWARK (Sea-Land Service), July 15—Chairman, Recertified Bosun Denis Manning; Secretary C. M. Modelias; Educational Director H. W. Hill. Chairman gave a talk on the courses that are now open for upgrading at Piney Point. Urged all members to take advantage of it especially the steward department personnel. Also discussed the importance of SPAD. Secretary advised all crewmembers to report all hazard conditions while working on board ship. Reminded all cooks to report immediately in case of fire and accident while working in the galley. Good housekeeping and alert-' ness is the best policy to prevent fire and serious accident. No disputed OT. All communications received were posted on the bulletin board. Next port Seattle. ST. LOUIS (Sea-Land Service), July 1—Chairman, Recertified Bosun Thomas H. Holt; Secretary O. Smith; Deck Delegate Bill Lynn; Steward Delegate John Kastos. Some disputed OT in deck and engine departments. Secretary requested all entry rated men to apply for upgrading and attend the classes in their respective depart­ ment at Piney Point as soon as possible. Also discussed the importance of donating to SPAD. The Log was received and distributed. Observed one minute of silence in memory of our departed brothers. LNG GEMINI (Energy Transporta-* tion) July 29—Chairman, Recertified Bosun K. Gahagan; Secretary R. I. Fagan; Educational Director R. Goodrum; Deck Delegate G. Lopez; Steward Delegate T. R. Clark. No disputed OT. Chairman reported that there are no problems just some question about the deck crew being relieved on the right date and time. SIU Representative Frank Boyne came down to the ship in Osaka, Japan and did a fine job of explaining to the crew that the SIU is in the process of squaring away the problem. All Brothers agreed to wait and gave Frank Boyne a vote of thanks. The Chief Steward R. I. Fagan says he has a fine young steward department from Piney Point and they are doing a great job for the ship and the entire crew. Another vote of thanks was sent from the Captain, officers and crew for the good and tasty food and work being done by the young and faithful SIU Steward Department, R. 1. Fagan, chief steward, Steven Wagner, Chief Cook, Terrill R. Clark, Jeff Hess, general steward utility. Report to Log.- "A special vote of thanks to all of the people who taught these good SIU men, the true meaning of Brotherhood, the Harry Lundeberg School." Official ship's minutes were also received from the following vessels: SEA-LAND VENTURE BROOKLYN OGDEN WILLAMETTE DELTA AFRICA COVE TRADER DELTA URUGUAY MERRIMAC CONNECTICUT COVE RANGER MOUNT WASHINGTON CANTIGNY BROOKS RANGE SEATTLE HUMACAO SEA-LAND PACER FLOR ZAPATA ROVER POET WALTER RICE HOUSTON GOLDEN ENDEAVOR SEA-LAND MARKET TEX OGDEN CHAMPION OVERSEAS WASHINGTON DELTA COLOMBIA PISCES BALTIMORE CHARLESTON MAYAGUEZ POTOMAC GREAT LAND EL PASO ARZEW SAN JUAN DEL SOL EL PASO SOUTHERN SAM HOUSTON DELTA MAR HUDSON JACKSONVILLE GEORGE WALTON SEA-LAND FINANCE ZAPATA RANGER ULTRAMAR THOMAS JEFFERSON WESTWARD VENTURE OVERSEAS JOYCE MARYLAND SEA-LAND EXCHANGE DELTA MEXICO PITTSBURGH SEA-LAND RESOURCE PUERTO RICO JOHN B. WATERMAN OVERSEAS NEW YORK PORTLAND COVE LEADER SEA-LAND GALLOWAY BEAVER STATE GOLDEN MONARCH COVE COMMUNICATOR TAMPA JOHN TYLER SEA-LAND MC LEAN POINT JULIE BANNER �Burl Edward Evans, 65, joined the Union in the port of Mobile in 1958 sailing as an engineer for Radcliff Materials and Bay Towing. Brother Evans was also a welder in the Boilermakers Union. He was bom in Freeport, Fla. and is a resident there. Francis Pastrano, 63, joined the SIU in 1948 in the port of New York sailing as a chief steward. Brother Pastrano was aboard the SS Mayaguez (Sea-Land) when she was captured by the Cambodians in May 1975. He is also the father of exlight heavyweight boxing champ, Willie Pastrano. Seafarer Pastrano was born in Reserve, La. and is a resident of Poperville, Miss. Wilbert E. Hughes, 60, joined the SIU in the port of Baltimore in 1955 sailing as a third cook. Brother Hughes sailed 33 years. He is a veteran of the U.S. Army in World War 11. A native of North Carolina, he is a resident of Baltimore. Calvin Curtis Harris, 61 Joined the Union in the port of Mobile in 1956 sailing as an oiler and engineer for Radcliff Materials in 1951. Brother Harris was born in Uriah, Ala. and is a resident of Bay Minette, Ala. Joseph Johnson Kemp, joined the SIU in 1940 in the port of Tampa sailing as an AB. Brother Kemp sailed 39 years. He was born in Florida and is a resident of New Orleans. John Marvin Keech, 62, joined the Union in the port of Norfolk in 1961 sailing as a chief engineer for McAllister Brothers from 1955 to 1961. Brother Keech also worked for the Belhaven (N.C) Fish and Oyster Co. He was also a member of the SIU Fisherman and Seafood Workers of the Atlantic Coast Union and UMW Marine Workers Union Local. A native of Belhaven, he is a resident there. Bevelon Devan Locke, 52, joined the SIU in 1945 in the port"of Mobile sailing as a chief electrician. Brother Locke is a veteran of the U.S. Army during the Korean War. He was born in Alabama and is a resident of Bay Minette, Ala. Frank John Smagalla, 62, joined the Union in the port of Philadelphia in 1961 sailing as a cook for Curtis Bay Towing Co. Brother Smagalla is also a retired chef of the Bellevue Stratford Hotel, Philadelphia from 1946 to 1957. He was a member of the Hotel Employees Union, Local 568, Philadelphia. Boatman Smagalla is a veteran of the U.S. Navy in World War 11. Born in Chester, Pa., he is a resident of Claymont, Del. Louis Egbert Lowe, 65, joined the SIU in 1938 in the port of Baltimore sailing as a chief steward. From 1966 to 1979, he worked on the Sea-Land shoregang. Brother Lowe hit the bricks in the 1962 Robin Line beef. He is a veteran of the U.S. Army in World War 11. Born in Florida, he is a resident of New York City. Luis Danito Martinez, 65, joined the SIU in the port of New Orleans in 1961 sailing as a fireman-watertender and utility messman for 20 years. Brother Martinez was born in San Pedro, Sula, Honduras, Central America. He is a naturalized U.S. citizen. Seafarer Martinez is a resident of New Orleans. Thomas Pradere "Holy" Toledo, 68, joined the SIU in the port of New York in 1955 sailing as a QMED, second assistant engineer and bosun. Brother Toledo sailed 31 years. He is also a machinist and mechanic. Seafarer Toledo walked the picketline in the 1961 Greater N.Y. Harbor beef and the 1965 District Council 37 strike. He attended the SIU-MEBA School of Marine Engineering, Brooklyn, N.Y. in 1968. Born in Pinar del Rio, Cuba, he is a natural­ ized U.S. citizen and a resident of Hiquey, Dominican Republic. Henry J. Styron, 66, joined the Union in the deep sea fleet in 1947 and then sailed in the inland fleet in the port of Norfolk in 1962. Brother Styron sailed as an AB. Boatman Styron is a veteran of the U.S. Army in World War 11. He was born and is a resident of Cedar Is., N.C. •S' Paul T. Stein, 65, joined the SIU in the port of Philadelphia in 1960 sailing as a cook. Brother Stein is also a butcher. He is a veteran of the U.S. Navy in World War 11. Born in Philadelphia, he is a resident there. John Harold Sauerheber, 60, joined the Union in 1946 in the port of Boston sailing as a bosun. Brother Sauerheber sailed 36 years. He is a veteran of the pre-World War II U.S. Navy and Canadian Army in World War 11. Born in Illinois, he is a resident of Croydon, Ind. Hjalmar Richard Horsma, 65, joined the Union in the port of Duluth in 1969 sailing as an AB. Brother Horsma sailed 35 years. He was born in Minneapolis, Minn, and is a resident of Fairfield, Calif. Robert Henry Tyndall, 65, joined the SIU in the port of Norfolk in 1959 sailing as a chief steward. Brother Tyndall sailed 29 years. He also attended the U.S. Army Cook and Bakers School in the pre-World War 11 period. He was born in Kinston, l^.C. where he is a resident. Hezzie Burns Pittman, 65, joined the SIU in the port of Mobile in 1956 sailing as a chief pumpman. Brother Pittman was an LST engineroom operator in 1954 and a coppersmith machinist at the Ingalls Shipyard, Pascagoula, Miss, on C4 Mariner trial runs in 1953. He was born in Foxworth, Miss, and is a resident of Mobile. Mount Washington Committee Ogden Potomac Committee Here's part of the Ship's^Committee of the ST Mount Washington (Mount Shipping) and a crewmeml)er at a payoff on Sept. 18 at Stapieton Anchorage, S.I., N.Y. They are (I. to r.) Engine Delegate Noe Oreallana; Educational Director Tim Teague; Deck Delegate Red Chapman:Steward Delegate Alton Pollock and Messman Eduardo Gonzalez. On Aug. 30 a crewmember and part of the Ship's Committee of the ST Ogden Potomac (Ogden Marine) were paid off at Pier 19, Staten Is. in the port of New York. They were (I. to r.) FOWT Joe Robertson, AB Joe Murphy, deck delegate; Recertified Bosun Lester R. Smith, ship's chairman; Oiler Winfield Downs, educational director and Chief Cook R.D. Bright, steward delegate. September 1979 / LOG / 33 ') l-fc L*. �T here is a ritual that most Seafarers observe, or at least the older members do. The ritual consists of checking out the page in the Ijjti which lists the "Final Departures." You know that you're on your way to becoming an old-timer when you ignore the headlines and turn to the obituary page first. After the death of AI Bernstein a great many people started to turn to the Final Departures page first. Not because they were old, but because they knew the man and he was special. If he could die, well then, who couldn't? AI Bernstein! Me lias been dead for almost a year now. But his presence fills this particular mo­ ment. If he were alive he'd probably be standing in the courtyard of the Union Mall in Brooklyn, smoking his foul-smelling Dutch cigars and wearing his favorite beret. Me was a character. Me was a .seaman. Me was, in the words of his good friend I.indsey Williams, a prince. Fast things first. Me was indeed a prince, a son of Israel. Me used to tell his closest friends that he was a CoeMayne, a descendant of the holiest of the holy twelve tribes. And in the tradition of the people of Israel, he wandered the four corners of the earth as a sailor. Me was as proud of his seaman's papers as he was of his heritage. Indeed, shipping was his heritage, his life. He sailed in all three departments. And when he stopped shipping he worked for the Union, first in the great beefs of the'40's and '50's, and then as Director of the Seafarers Welfare Plan. His pres­ ence is still felt. Adjectives are the things that people use to describe Bernstein. "Compassionate." "Curious." "Sol­ id." "Well-rounded." But adjectives don't do the man justice. Only stories do, tales of the sea which were the bread and butter of his daily existence. If a cat is something that has nine lives, then A1 Bernstein was three cats. He did just about everything. Al Bernstein: a Seaman, a Al BorriJilfjiri. -iocond from loft, wa-s at the forefront of the fight to keep Sailor's Snug Harbor from heing moved out of New York.Here, in 1972 photo, he talks with a group of Snuggies af Itie* Harbor He hoboed. He.sailed. He wrote. He wrestled professionally. He trav­ elled: here, there, everywhere. He joined the SIU in 1940. Like many sailors he had his favorite seastories. None, however, was as exciting as the one about the 'Road' to Murmansk. Sailed In PQ 17 During World War H Bernstein was onboard the SS Scholharie, which was part of the famous PQ 17 convoy to Murmansk. Out of 37 convoy ships which set out to bring food and aid lo Kussiii, 24 were destroyed by the Germans. The uncemirj-iv, ox rather the certainly of uncertainl), w as the most difficult thing Bernstem was to have faced in his life, except for his last illness. Poets like to recount that the furies of hell are the things that test a man's soul. The experience on the SS Scholharie was an earthly hell, and Bernstein proved that his soul was a match for any fire. Ironically, years later when his brownstone in Brooklyn Heights went up in flames, the book Bernstein wrote about the convoy was destroyed. While Bernstein's soul could withstand flames, his book could not. Words, flesh are less than the whole. With) cigar in left hiand, fiere's a chiaracteristic pfioto of Al Bernstein, (1969) righit, presenting a first pension check to retiring Seafarer Alex Anagnostou. 34 / LOG / September 1979 • WJ-' Everyone who knew Al Bernstein simply called him Bernie. Bernie Bernstein was a character. He fancied himself an intelligent man. The books he read were mysteries: his life a stage for intrigue. In 1949 Al Bernstein went undercover. come to mind. Mention the Cana­ dian Seamans Strike of 1949 and what do you get? More memories. More adjectives. Like fearless. Or imaginative. Just ask Ralph Quinnonez or Johnny Dwyer, two oldtimers who were friends of Bernie. Ralph Quinnonez (Regional Director of SlU-affiliated United Industrial Workers): "I worked with Al on the Marine Allied Workers District campaign. The MAWD? It was the forerunner of the UIW. Oh yeah. Al was instrumental in that case. Anything he was told to do he did. He led. He co-ordinated. What do I remember about Bernie in that beef? Well, if I had to pinpoint any one thing, I'd say that he'd walk anywhere, any place, at any time." Johnny Dwyer (SIU Representa­ tive—Headquarters): "Yeah, he had a lot of guts. He was a good skate. Stories? Do I remember any stories about Bernstein? Just one about the Sanitation Department Strike. We helped the Teamsters organize in that one. But the thing was that people were afraid of joining the strike. So Bernstein had the picketers march in black hoods so that their faces wouldn't be visible. Crazy, but it worked." Ralph Quinnonez: "He loved to eat. He and I would go to this Mexican food restaurant on Mon­ tague Street and eat like there was no tomorrow. What was the name of the place..." Johnny Dwyer: "Food? Bernstein fancied himself a great chef. He had this bottomless stew. Bottomless? No, never-ending stew. He'd keep on adding new ingredients to a basic stock. A lot of people loved it. I ate it and couldn't go near food for four days. Thought I was going to die." It was in 1949 that there was a clash between the Seafarers Inter­ national Union of Canada and the Canadian Seamans Union over the manning of several ships. Ideology played a part in the conflict: the CSU was reportedly Communist infiltrated. It hardly seems to matter any more, the ideology that is: but it did matter then. All a man has are his beliefs. They may be changed or modified, but they must exist or else a man is nothing. Al Bernstein believed. In jobs. In justice. In survival. Several weeks before the Cana­ dian Seamans Strike began, Bernie He Was Colorful went up to Canada. Not as a Colorful. The adjective is over­ representative of the union, but in disguise. For those several weeks he used nowadays. People think that was a rich N.Y. businessman out to Cher is colorful. The Osmond Brothers. Dolly Parton. Well, enjoy a fishing trip. Bernstein checked into the hotel maybe Dolly Parton. But the others: where the leaders of the opposition not in the same league as Bernstein. Bernie was colorful. And never so were staying. And then he did his legwork. He followed the opposition much as when he was with his leaders and found out where they beloved friend Marguerite Boden, for many years the telephone hung out. The stools, the dark lights, the operator at the Brooklyn Union lingering smell of gin and dank Hall. The two played Well off each perfume were constants one could other. Perhaps it was the way they find in any seaman's bar from Hong looked together. Bernstein was as roly-poly as Marguerite is short. She Kong to Freeport. Bernie began to go to the bar is as proper as Bernstein was casual. every night. He slowly gained the She played mother-confessor to confidence and the ears of the thousands of seamen. He played the opposition leaders. He joked with sinner. Marguerite Boden: 'There is one them. He listened to their stories. He thing about Bernie you must even agreed with their positions. In the end Bernie found out all remember. He was salty." There is much to say about Al that he wanted to know. The opposition's strategies. Its strengths. Bernstein, and so little space to do Its weaknesses. And the SIU won so. He collected coins and ivory. He worked as a screen-writer in the beef. Hollywood. He wrote children's Story After Story books and operettas. The house he Anecdotes: one blurs into an­ lived in could only be described in other. Tell one and five immediately one word: Xanadu. �Character, a Prince There were Turkish swords on display. Baskets of fruits hung from the ceiling. Minah birds flew about. There is no doubt about it, A1 Bernstein was an original. That is not to say, however, that he couldn't drive you crazy on occasion. He could: that was part of his charm. During the troubled times of the Dock Wars, Bernstein was at peak form. He volunteered to patrol the West Side piers. It was an assign­ ment which required him to take pictures of all suspicious looking people. To Bernie that meant everyone and everything in sight. There was only one catch. When the pictures were developed, they showed arms, legs, sidewalks. Everything, in fact, except faces. Yes, Bernstein was colorful. And funny. But he was more. A1 Bernstein played a crucial role in the history of this union, first as a participant in the great organiza­ tional drives and then as the author of the "Tanker's Organizer Hand­ book," a book which some people accurately dubbed the SIU's bible. He was in the Wall Street Strike, the Cities Service campaign, the MA WD drive and other beefs too numerous to mention. He was the Director of the Welfare Depart­ ment. He provided the Seafarers with their first contacts in politics.' But he was more. A1 Bernstein's friends all have different memories of him. Some remember his quick wit, others his fearless nature. But there is one quality all of them mention when talking of him and they use practically the same words to describe it: "You must remember one thing about Bernie," they'll say. "Whatever else he did or did not do, he cared for the membership." A1 Bernstein cared about the membership. He gave homeless sailors a place to sleep for the night. He wrote personal notes to people applying for benefits. He continued fighting to keep Sailor's Snug Harbor in New York, an old age home for seaman, long after it became obvious that the City was going to close the facility and move it south. A1 Bernstein cared. Norman Tober, the night door­ man at the Union Hall in Brooklyn and a good friend of A1 Bernstein, summed up what Bernie meant to those who knew him: "He could be a pain in the ass sometimes, but he was a hell of a guy. If a person were in trouble, he couldn't ask for a better friend. You know something? It's been almost a year since Bernstein died and I still haven't taken his telephone number out of my address book. It's still there. Do you want to Above drawing was done by SlU Member Norman Maffie, an oldtimer and an old take a look?" friend of the late A1 Bernstein. KNOW YOUR RIGHTS KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. FINANCIAL REPORTS. The constitution of the SlU 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 majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts arc posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is; Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20fh Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SlU 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 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. iiiiiiiiiniiiniiiiiiiiiiiiHiiHiiiiiiiitiiiiiiinuiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiH^ patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY —THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, olficer 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 oflicial receipt, but feels that he should not have been required ;o make such payment, this should immediately be reported to Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION —SPAD. SPAD is a separate .segregated fund. Its pro­ ceeds are used to 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 arc voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a con­ dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notif y 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 constltutiunai 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, Brookiy:i, N.Y. 11232. September 1979 / LOG / 35 �' jFiiial Pensioner Robert Allen Klemam, 56, died of a heart attack in the Roger City (Mich.) Memorial Hospital on May 23. Brother Kleman joined the Union in the port of Detroit in 1960 sailing as a fireman-watertender for the Boland Steamship Co. from 1955 to 1960. He sailed 29 years. And he was a machinist. A native of Manitowoc, Wise., he was a resident of Posen, Mich. Burial was in Oakridge Cemetery, Bay City, Mich. Surviving are four sons, Robert Jr., Louis Walter and William and four daughters, Ann, Nancy, Mary and Camille. Pensioner Robert Alvarado, 57, succumbed to arteriosclerosis in Galveston on July 3. Brother Alva­ rado joined the SIU in 1947 in the port of Galveston sailing as an AB. He sailed on the SS Tamara Guilden (Transport Com­ mercial) from 1970 to 1972. Seafarer Alvarado was also a photographer and railroad worker. He was a veteran of the U.S. Army in World War H. A native of Galveston, he was a resident there. Burial was in Lakeview Cemetery, Galveston. Surviving are his mother, Juana; a sister, Mrs. Beatrice A. Diaz, both of Galveston and a brother, William. Riley Donald Carey, 51, died of a liver ailment in the North Han­ over Memorial Hospital, Wil­ mington, N. C. on June 29. Brother Carey joined the Louis Flavel "F r e n c h y" SIU in 1944 in the port of New Orleans Greaux, 52, died sailing as a bosun. He upgraded at Piney in New Orleans on Point. Seafarer Carey was born in Lynn, July 13. Brother Mass. and was a resident there and in Greaux joined the San Francisco. Interment was in Pine SIU in the port of Grove Cemetery, Lynn. Surviving are a New York in 1954 sister, Mrs. Theresa Fuller of Lynn and sailing as fireman- two stepdaughters, Linda and Jane watertender and engine and ship's dele­ Londino. gate. He sailed 34 years. Seafarer Greaux was born in St. Thomas, V.I, Carlos C. Cid, and was a resident of Texas City, Tex. 57, died of a ruptured blood Interment was in Mt. Olivet Cemetery, vessel in St. Texas City. Surviving are his widow, Anne's Hospital, Beverly; a son, Louis and seven Chicago on July 9. daughters, Mrs. Lousie G. Benavidez of Brother Cid joinTexas City, Angela, Stella, Patricia, Anna, Carlotta and Flora. I ed the SIU in the port of New York in 1964 sailing as VaIeriano Guerra, 55, died of 3rd cook for the Delta Line. He hit the a heart attack on bricks in the 1965 District Council 37 board the SS beef. Seafarer Cid was a wounded Santa Magdalena veteran of the U.S. Army in World War (Delta Line) on 11. And he was also a waterfront worker. June 15 off La Born in San Juan, P.R., he was a Guaira, Vene­ resident of Jersey City, N.J. Burial was zuela. Brother in Wood National Cemetery, Mil­ Guerra joined the SIU in the port of waukee, Wise. Surviving are his widow, New York in 1966 sailing as an AB. He Crucita; two sons, James and Alex­ upgraded at Piney Point in 1975. ander; two daughters, Yolanda and Seafarer Guerra was born in Cuba and Letecia and a sister, Maria. was a resident of Glendale, Calif. Burial was in Hollywood (Calif.) Cemetery. William James Surviving are his widow, Maria of Los Brown Jr., 49, Angeles, Calif.; a daughter, Magda of died in Wyandotte Glendale; a stepdaughter, Vivian Liau (Mich.) General and a sister, Lopoldina of San Fer­ Hospital on May nando, P.R. 2. Brother Brown Pensioner Pat­ joined the Union rick J. Mullen, 71, in the port of passed away on Detroit in 1967 May 1. Brother sailing as a deckhand, engineer and Mullen joined the lineman for Dunbar and Sullivan from Union in the port 1967 to 1979. He also worked for the of Cleveland in Bulk Navigation and Towing Co. in 1961 sailing as a 1967. Laker Brown was also a boiler tug deckhand and operator. And he was a member of the fireman for the L.A. Wells Construction Wine and Distillery Workers Union. He Co. from 1941 to 1961 and for the v/as a veteran of the U.S. Air Forces Dredge and Fill Corp. from 1961 to during the Korean War. Born in 1970. He was a veteran of the U.S. Army Trenton, Mich., he was a resident there. in World War H. Laker Mullen was Cremation took place in the Michigan Memorial Park Crematory, Flat Rock, born in Ohio and was a resident of Fairview Park, Ohio. Surviving is a Mich. Surviving are his widow, Chris­ sister, Mrs. Agnes R. O'Brien of tine; a son, Victor; a daughter, Alecia and a brother, Victor of Trenton. Fair/iew Park. 36 / LOG / September 1979 Pensioner Ellis Boyd Gaines, 65, died of heart failure in the Providence Hos­ pital, Mobile on June 13. Brother Gaines joined the SIU in 1943 in the port of New York sailing as a chief steward. He was born in Alabama and was a resident of Mobile. Seafarer Gaines was buried in Oaklawn Cem­ etery, Mobile. Surviving are four sons, Lawrence of Mobile, Michael, Maurice and Ellis Jr.; a daughter, Renay of Mobile and two sisters, Mrs, Kathryn Blackmon and Mrs. Vivian Bell, both of Mobile. • Pensioner Juan Hernandez, 63, died on July 9. Brother Hernan­ dez joined the SIU in 1944 in the port of New York sailing in the steward depart­ ment. He was born in San Juan, P.R. and was a resident of Puerta de Tierra, P.R. Surviving are his widow. Carmen; a son Juan; four daughters, Elvira of New York City, Sandra, Antonio and Yvonne and a sister, Elvira of New York City. Pensioner Robert Bruce "Bob" Hunt, 67, died of heart-lung failure in the Woodruff Comnity Hospital, Lakewood, Calif, on May 25. Broth­ er Hunt joined the SIU in 1947 in the port of Galveston sailing as a chief steward. He sailed 30 years and received a Union Personal Safety Award in 1960 for sailing aboard an accident-free ship, the SS Young America. Seafarer Hunt was born in Oklahoma and was a resident of San Gabiel, Calif. Burial was in Forest Lawn Memorial Park Cem­ etery, Glendale, Calif. Surviving are his widow, Millie and a sister, Mrs. Lillian Mae Henry of Muskogee, Okla. Stephen "Corby" Korbelak, 54, died on the SS Robert E. Lee (Water­ man) on July 16 off Haldia, India near Calcutta. Brother Korbelak joined the SIU in the port of New York in 1962 sailing as a bosun and deck delegate. He sailed 28 years. And he sailed with the MSTS from 1951 to 1954. Seafarer Korbelak was a veteran of the U.S. Navy in World War 11 sailing as a bosun/ mate 2nd class on the U.S.S. Sangamon and landing craft coxswain. He was awarded the Asiatic-Pacific Campaign medal and the ETO Campaign medal with two battle stars. Korbelak was past post commander of American Legion Post 1386, Brooklyn from 1960 to 1961. He was an AB grad of the U.S. Merchant Service School, Sheepshead Bay, Brooklyn, N.Y., an aircraft machinist and a member of ILA Local 127. Bom in Brooklyn, he was a resident there. Burial was at sea off the port of Mobile. Surviving is his mother, Helen of Brooklyn, N. Y. Lyie D. Clevenger, 64, died from injuries sustained when a storm wave hit him on the deck 6f the SS Joseph Hewes (Water­ man) on Mar. 6 on the high seas between Japan and Korea. Brother Clevenger joined the SIU in 1947 in the port of New York sailing as a chief electrician. He was born in Iowa and was a resident of Galveston. Surviving are his widow, Nela and his father, Charles of Mobridge, S.D. Pensioner Robert Francis "Frencby" D' Ferrafiet, 52, died on July 20. Broth­ er D' Ferrafiet joined the SIU in 1949 in the port of Tampa sailing as an AB and deck delegate. He sailed 33 years. Seafarer D'Fcrrafiet walked the picketline in the 1961 Greater N.Y. Harbor strike. A native of Pennsyl­ vania, he was a resident of Chalmette, La. Surviving are his widow, Frances of Crosby, Tex.; two stepdaughters, Melanie and Dorothy and his father, Louis. Pensioner John Joseph Devine, 70, passed away on July 30. Brother Devine joined the SIU in 1943 in the port of New York sailing as a deck engineer. He was born in New York City and was a resident of Brooklyn, N.Y. Surviving is a brother, Leo of Long Beach, L.L, N.Y. Pensioner William Earl Evift, 72, died of heart disease at home in New Orleans on June 18. Brother Evitt joined the SIU in the port of New Orleans in 1951 sailing as a chief engineer and chief electrician. He sailed for 44 years. Seafarer Evitt was born in Kensington, Ga. Cremation took place in St. John Crematory, New Orleans. Pensioner James Henry Hayes, 84 died of a heart attack in the U.S. Veterans Ad ministra­ tion Medical ^ ^ ^ Center, Durham, N.C. on June 6. Brother Hayes joined the SIU in 1945 in the port of Baltimore sailing as a quartermaster. He sailed 32 years and during World War 11. Seafarer Hayes was an infantry veteran of the U.S. Army in World War 1. Born in Wilkes County, N.C., he was a resident of North Wilkesboro, N.C. Interment was in Mountainlawn Memorial Park Cemetery, Wilkes County. Surviving are his widow, Esther; three daughters, Mrs. Rex Whitington of Miller's Creek, N.C., Mrs. Carl Wood of Marydel, Md. and Mrs. Ray McNeil of Reno, Nev.; nine grandchildren and three great­ grandchildren. �390,000 DWT UST Pacific Christened:Will Crew in Nov. T HE title, "biggest ship ever built in the Western Hemi­ sphere," now has to be shared. Move over, UST Atlantic, your younger sister UST Pacific has just been launched at the New­ port News Shipyard in Virginia! The SIU will crew the vessel in November. In christening ceremonies held at the shipyard on Sept. 8, the traditional champagne bottle was aptly wielded by Mrs. Frances Mein De Bretteville, officially welcoming the UST Pacific into the small family of Ultra Large Crude Carriers (ULCC's). The SIU was represented at the christening by Executive Vice President Frank Drozak. Shell Oil will be the long-term charterer of the Pacific, as well as the Atlantic. Both ships are owned by United States Trust (whence comes the "UST" in the name), and both are operated by Interocean Management Corp. Having an overall length of 1,187 feet, a beam of 228 feet, and measuring 95 feet from keel to main deck, the UST Pacific, like her sistership, will have a hauling capacity of 390,000 deadweight tons, 20 times that of a T-2 tanker. The launching of the UST Pacific is a bright spot in an otherwise dismal merchant ma­ rine picture. Congressman Paul S. Trible, Jr. (R.-Va.), a friend of maritime, emphasized this fact in his remarks at the launching ceremony. "Not only are we today forced to rely on foreign sources for our critical and strategic raw mate­ rials," said Trible, "but we're also forced to rely on foreign ships to bring them to our shores." Speaking of the erosion of the U.S. shipping industry, of the forecasted closure of several more U.S. shipyards in the next few years, and the diminishing strength of the U.S. Navy, Trible called for a "comprehensive maritime policy that will contri­ bute to a healthy economy and a strong America." This QMED can count on great future. ' ... The 390,000 dwt UST Pacific wil be taking on her SIU crew sometime in November. The UST Pacific shares the honor of being the largest vessel ever built in the Western Hemisphere with her sistership, the UST Atlantic, also manned by SIU members. "The centerpiece of any policy Yes, the UST Pacific will to revitalize America's merchant provide more jobs for SIU marine and shipbuilding indus­ members (when she crews up in tries," suggested Trible,"must be November), but neither she nor legislation to encourage and her sister will advance the U.S. in facilitate bilateral ocean cargo the standings of the major mari­ sharing agreements." time nations. Nor will it affect, The launching of the UST much, our actual participation in Pacific, for the sheer size of the • hauling our own ocean-borne commerce. ship alone, was an impressive event. It serves also as a positive Not much will actually change, as far as the U.S. maritime commentary on the potential of the U.S. maritime industry. But, industry is concerned, until the as far as the overall picture goes, U.S. gets it together to launch a the real significance stops there new policy that does a lot more —as mere potential. than those we've seen so far. S/U Sees Big Need for Improved Medical Care At Sea 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. You can have it. too. Just take the diesel engines course for QMED's at HLS. 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. Recent data has been gathered suggestions. He also promised to showing the cost to the U.S. supply the Committee with data on merchant marine of repatriating ill repatriation costs of ill and injured or injured seamen. This information seamen. In sending that information last adds weight to the SIU's argument that maritime workers need better month to the Committee Chairman John Murphy (D-N.Y.), Mollard at-sea medical care. In data provided to the Union by wrote, "This data points up the costs numerous U.S.-fIag shipping com­ incurred by the United States panies, transportation and medical Merchant Marine due to inadequate costs for the ill or injured seaman shipboard medical care." He added, "As we noted in our were taken into account as well as testimony, we believe the Coast costs for his replacement. The SIU asked the companies for Guard's poor record of promulgat­ this information as the result of ing occupational safety and health Congressional hearings held in regulations in the maritime industry June. The hearings concerned the contributes directly to these costs." In the letter, Mollard said that the Public' Health Service system. They were held before the House Mer­ repatriation figures showed that chant Marine and Fisheries Com­ Congress should take the following "preventative action": mittee. 1. Improve shipboard medical Speaking before the Committee, SIU Washington Representative care through better medical training Chuck Mollard praised the PHS of certain shipboard personnel. 2. Establish an improved system system. He also pointed out the Union's of communication between ships at successful fight to keep it operating. sea and the PHS. 3. Authorize a Committee request He then said, "We can now turn to the more constructive issue of health to the Coast Guard that it end its care and the health needs of U.S. delays in promulgating occupa­ tional safety and health rules for maritime workers." Mollard made a number of United States shipping. September 1979 / LOG / 37 �He% an Ambassador of Good Will on LNG Run T HE U.S. merchant fleet's two-year-plus involvement in the transportation of liquid natural gas from Indonesia to Japan has meant a lot of things to a lot of people. To Indonesia, it has meant a much needed boost to the coun­ try's economy as well as creation of jobs for some of its unem­ ployed. To thousands and thousands of people in Japan, it means the assurance of ample supplies of clean energy for industry and homes. To the American merchant A local inhabitant of Bontang. marine, it is a tremendous break­ through in a new concept in much, much more than just a job. marine transportation. Already, It is an opportunity to meet and 10 LNG carriers, built in Ameri­ mingle with new people. It is a can yards, are in service under the chance to visit and learn about U.S. nag. This makes the U.S. other cultures. To SIU member LNG fleet the largest-suph fleet in Bill Mullins, the LNG business is the world—with more to come. an adventure. Since all of these LNG's are Bill Mullins, 24, in so many crewed by SIU members, LNG ways is a typical seaman. He transportation means jobs and doesn't like to be in any one place job security for the SIU member­ for too long a time. He has the ship. wanderlust in him and is just as But to at least one seaman who happy leaving a port as he is makes his living in the LNG run coming into one. from Indonesia to Japan, it is But Bill makes the absolute most of his time ashore. He loves people and tries to get to know them, their language and their lifestyles. With this desire in him, the Indonesia to Japan run, espe­ cially the Indonesia half, is a bonanza. Bill was part of the original crew of the LNG Gemini. The regular run of the vessel is from Bontang or Sumatra, Indonesia to one of four unloading sites in Japan. The run is usually five days to Japan, one day in port, then five days back to Indonesia and one day in port there. Bill makes the most of his shore time, especially in Bontang. He says, "the people are beautiful. They're friendly and they do their best to treat you nice and make you feel wanted." The LNG Gemini is a particu­ larly fond sight to the people of Bontang, a smallish village in jungle-like surroundings. Homes and shops are for the most part built on stilts to keep above water during the rainy season. Bill says that the Gemini crew did their best to return the good feelings to the people of Bontang. Many crewmembers have been invited to dinner at the homes of townspeople as a gesture of friendship. Homes aren't the only things on stilts in Bontang, Indonesia. So are kids as shown Last Thanksgiving was cele­ by this smiling youngster. Note stilts are brated ashore with a baseball made of two sticks and coconuts. 38 / LOG / September 1979 game between our guys and an Indonesiah team. We lost. Bill offers no excuses. J To his credit. Bill has a pocket English-Indonesian dictionary. His efforts to speak the native language have helped to break down barriers of fear or mistrust of Americans. Bill is very conscious of the customs and ways of other people. He also realizes that the people of other countries, espe­ cially developing nations, have a basic fear and—in many cases— dislike of America. In this regard. Bill also realizes that the actions of an American seaman in a foreign nation reflects back on all Americans and the United States as a nation. In many ways, Bill Mullins feels that the role of an American seaman overseas is that of an ambassador of good will. And he tries his best, because of his basic love for his fellow man, to fulfill this role. So far. Bill Mullins, a young Just a short distance from Bontang is the loading site for the LNGs. Note the ice on the lines as the 287 degree below zero liguified gas is loaded into the LA/G Gemini's tanks. v, able seaman from Dallas, Texas, has done a fine job. [Photos taken by Seafarer Bill Mullins in Bontang, Indonesia.] Kids are kids no matter where they are. And this group of Bontang youngsters don't seem camera shy either. < r r' i* ,1 _ t. I' f Bill Mullins, left, with a shipmate are shown on the deck of LNG Gemini. �Help . }i • '1 PN>C . \w-'- A Friend Deal <V' 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 Rehabilitation 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 September 1979 / LOG / 39 �Keep US Shipshape We Need A Space In Washington OfficijI Public J tion of ihf Seafarers Inirrnilional* Union • All jntk . (»ulf. LOG jod Inland Walcrv Disirii t • Af I. CIO SEPTEMBER 1979 � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1970-1979 Description An account of the resource Volumes XXXII-XLI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource September 1979 Description An account of the resource HEADLINES SENATE VOTES ‘YEA’ TO BRING BACK U.S. PASSENGER SHIPS HOUSE VOTES TO BAN ALASKA OIL EXPORTATION SIU WINS LANDMARK DECISION IN YELLOWSTONE CASE LOG, SKIPJACK WIN ILPA AWARDS UNIONS OPPOSE AMENDMENTS TO MARITIME BILL SEAFARER SAVES SHIPMATE ON SS SANTA MARIANA SAFETY OF LIFE AT SEA IS AT STAKE IN NEW BILL BILATERAL TRADE PACTS WORK: U.S. NEEDS MORE OF THEM SIU HOLDS CONTRACT CONFABS FOR ACBL BOATMEN ON THE AGENDA IN CONGRESS… PASSENGER SHIPS BILL STALLED IN HOUSE; SENATE GIVES THE GO-AHEAD MARAD AND INDUSTRY SPOKESMEN GIVE LIMITED SUPPORT TO HOUSE ‘OMNIBUS’ MARITIME BILL MARAD RELEASES REPORT ON POOLING AGREEMENTS BETWEEN U.S. AND BRAZIL PROPOSED TANK BARGES DESIGN RULES CARTER EXPECTED TO NAME HILDALGO NAVY SECRETARY BOATMEN ON NATIONAL FLAG SAVE A LIFE SIU REP BOATMEN INJURED ON TOW SIU’S LEO BONSER ELECTED V.P. OF FLORIDA AFL-CIO FRAGMENTED MARITIME POLICY A CONSTANT PROBLEM TO U.S. FLEET SIU CREWS INDIANA HARBOR, 1,000-FT. ‘MIRACLE’ LOCKS & DAM 26 TRIAL BEGINS AFTER CARTER SEES RIVER JAM PAUL HALL OFFERS ENERGY CRISIS SOLUTIONS TO NATIONAL RADIO AUDIENCE ON LABOR DAY EUROPE, JAPAN BURN (LNG) AS U.S. FIDDLES WITH POLICY MEANY: HUMAN RIGHTS IS BASIS OF TRADE IN UNION STRUGLLES AMERICAN LAUNCHES 728 FOOTER; WILL BE CREWED IN ‘80 MANHATTAN ISLAND DREDGING NEAR MANHATTAN ISLAND LET’S GET THE MINING SHOW ON THE ROAD ADVENTURS OF THE R/V ANTON BRUUN, PART II WORKING IN TANK OR CONFINED SPACE CAN BE KILLER AL BERNSTEIN: A SEAMEN, A CHARACTER, A PRINCE 390,000 DWT UST PACIFIC CHRISTENED: WILL CREW IN NOV. SIU SEES BIG NEED FOR IMPROVED MEDICAL CARE AT SEA HE’S AN AMBASSADOR OF GOOD WILL ON LNG RUN Creator An entity primarily responsible for making the resource Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993 Publisher An entity responsible for making the resource available Seafarers International Union of North America Date A point or period of time associated with an event in the lifecycle of the resource 9/1/1979 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. 9 1979 Periodicals Seafarers Log