http://www.seafarerslog.org/archives_old/files/original/19a502c79360e951f5925bc92a85edb9.PDF 2db066156fb8c0da1cec0e4c1dde2327 PDF Text Text tiZ9C? Official Publicati nw iM 0 d A JM d OCTOBER 1979 Gulf, Lakes and Inland Waters District • AFL-CIO ^ C 1M V6h6 ' h* . AdVvufii"' :HI - as New Tug, Kewed .. George Meany to Retire SlU Page 5 Members fs.. Join in J.P. Stevens Protest Page 6 Alaska Oil Will Not Be Bxporfed Special Supplement Pages 19-22 AFL-CIO, Carter Form Pact on Economy Page 3 �Feds Give OK to Build LNG Terminal in Cal. T HE Federal government has given the go-ahead for the construction of a liquid natural gas terminal at Little Cojo Bay, near Point Conception, Calif. However, this does not mean that construction will necessarily begin soon. Groups, such as the environmentalists, may try to block construction through the courts. The approval of the site, which is located in Santa Barbara County, came late last month from the Federal Energy Regulatory Commission (FERQ. The permission was granted to the two California utilities that have been trying to build a terminal in California for the past five years. They are Pacific Gas and Electric Co. and Pacific Lighting Corp. The utilities want to bring in both Alaskan and Indonesian liquid natural gas. FERC must still rule on the rates for the Alaskan imports. A spokesman for the Commission said that the ruling on those rates should be made shortly. The SIU applauds the decision LNG can give the U.S. a much LNG vessels. In order to keep of FERC in approving construc­ tion. Red tape has contributed to more varied energy base, thereby that edge, quicker and bigger the lengthy delay of this LNG making America less dependent development of liquid natural gas project and others. And these on oil. For instance, the LNG as a source of energy here in project near Point Conception America is necessary. delays jeopardize America's chances to develop LNG as will bring in nine hundred mil­ lion cubic feet of liquid natural another energy source besides oil. Reliability Mark gas a day. Four hundred million The Federal government has Of SIU Crews the power to approve or reject will come from Alaska and five hundred million from Indonesia. any LNG project. And because of Reliability is one of the keys to the uncertain U.S. policy and This combined total represents smooth and efficient operation of regulatory delays, American 20 percent of the daily natural gas any business. It is especially important aboard companies have already lost consumption for southern contracts from foreign countries California. The state of Cali­ ship. For U.S. ship operators to he successful against foreign compe­ willing to sell the U.S. their liquid fornia is dependent on gas for tition they must have reliable crews. natural gas. nearly half of its energy supplies. The SIU has always been known Also, private groups can Secondly, and most impor­ for its competent and responsible further delay or totally stop LNG tantly, LNG development will members. They know how essential projects. For instance, actual create jobs. Workers will be it is to remain aboard ship for the construction of the terminal near needed to build terminals, duration of the articles. Point Conception is not expected regasification plants, and vessels. This is especially true for key to begin before mid 1981. The LNG development will also mean ratings, such as, chief steward, utilities feel it will take that long more jobs for American seamen bosun, chief pumpman and elec­ before anticipated court cases who will man the ships under trician. against the project are finished. Seafarers in these and other key U.S. flag. In the Point Concep­ Environmentalists have said tion LNG project alone, nine ratings are very involved in the they will try to stop construction proper running of the vessel. Their vessels will be needed. And most through the courts. of those will be U.S.-built and determination to stick with a job sets the good example for all the ratings. The SIU supports the develop­ will be under U.S.-flag. And it helps give the SIU the good ment of LNG as an energy U.S. shipbuilding right now reputation it has for well trained, source. The Union feels that such has a technological edge on other reliable, and responsible men and development has many benefits. countries in the construction of women. }r Paul Hall Progress for Our Kind of People Not too many years ago, one of our old time members- -a guy who had fought in many of the fights that built this Union- froze to death in a doorway near the hall in Brooklyn. It wasn't a freak accident. He was an alcoholic.Hehad no money. He had nowhere to go. But what was worse, he had no hope. This tragic event was no one person's fault. Alcoholism is rampant in America. Nearly 10 percent of all adult Americans are alcoholics. Alcoholics are lawyers, doctors, airplane pilots, teachers, carpenters, seamen, and workers in every profession in the nation. In other words, alcoholism shows no favoritism. Anyone who drinks, has the potential of becoming an alcoholic. Beyond all the statistics, alcoholism destroys people physically. Very few alcoholics freeze to death in doorways. But alcoholics die before their time of heart disease, liver ailments and many other problems related to alcohol abuse. Alcoholism also destroys people psychologically. It's a major cause of broken homes and broken marriages. And more people in this country lose their jobs, their livelihoods and their futures due to alcoholism than any other one contributing outside factor. The bottom line is that alcoholism is a very serious problem. It's a problem for America. It's a problem for the SIU. I'm proud to say that we in the SIU are doing our best to overcome this problem. As most of you know, we established the Seafarers Alcoholic Rehabilitation Center in Valley Lee, Md. some few years ago. The reason I mention the Program here is that our Rehabilitation Center has hit an important milestone. Earlier this month, the Center reported that the 300th SIU member had entered the Program to try and beat alcoholism. More important than the numbers, though, is that a very high percentage of those SIU members who have gone through the program have remained sober after they left. Our Program has one of the highest success rates of any such program in the country. One of the big reasons for the success of the Program is that it is specifically designed for seamen. Many of the counselors are SIU members who are themselves ex-alcoholics. They know the special problems a seaman has, relating to his job, his family and his personal life. And as seamen, the counselors know how to relate to other seamen, who in large part share similar experiences. However, the most important reason why our Rehabilitation Program is achieving results is that individual SIU members are becoming involved in it. Instead of ignoring the alcoholic, more and more members are taking the bull by the horns. They are trying to talk to a fellow miember who has a drinking problem. And they are encouraging him to get the help he needs through the Alcoholic Rehabilitation Program. What the Program needs now to continue its indispensable work is simply more of the same. Participation—taking an interest in your brother members—is the key. If you come into contact with a shipmate who is having a problem with alcohol, take a few minutes of your time to talk to him. You never know, your efforts might be a turning point. It might be just the push the alcoholic needs to seek help. Overall, the Seafarers Alcoholic Rehabilitation Program has been an unqualified success. But the work the Program has accomplished so far is really only the start of a tough job that will take a long time to complete. At the same time, though, the success of the Rehabilitation Program represents progress—important progress. And after all, that's what the SIU is all about—progress for seagoing people— our kind of people. Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave Brooklvn NY 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 41, No. 10, October 1979. (ISSN #0160-2047) y . • • 2 / LOG / October 1979 •I �AFL-CJO, Carter Reach Accord on Economy Washington—The AFL-CIO Executive Council and President Carter have announced the adoption of a "national accord" which, if carried out, would allow organized labor to play a more prominent role in the formula­ tion of this country's economic policies. At the heart of the accord is the creation of a new Pay Advisory Committee. The Committee will be composed of fifteen members, five of whom will be appointed from the ranks of organized labor. The remaining ten spots will be divided evenly among representatives of the public sector and the business com­ munity. It will be the Committee's duty to work hand-in-hand with the President's Council on Wage and Price Stability in developing "fair and equitable" wage guidelines. When asked what weight would be given to the Commit­ tee's suggestions. Lane Kirkland, secretary-treasurer of the AFLCIO, stated: "I have been assured that the recommendations of the Pay Committee will be taken very seriously indeed." The immediate objective of the accord is to combat the present high rate of inflation in such a way as to create the least amount of social dislocation. Inflation is being measured in double-digits and is threatening the very fabric of American society. There are also long range plans for the accord. It is hoped that it will help lay the foundation for a new era in American politics, one in which there will be on-going discussions between the leaders of labor and government on matters ranging from inter­ national trade to inflation to energy and environmental con­ has been favorable. cerns. Paul Hall, president of the The accord has been described SIUNA, and senior vice presi­ as having the potential of dent of the AFL-CIO, summed becoming "an American version up the feelings of many when he of the concept of social contract said: between labor and government." While such contracts have ^ "In one sense the accord is nothing more than a piece of become a familiar sight in paper. But then, so is the European politics, they have never been tried before in the constitution or any contract you might sign. A lot will depend on United States. The accord gives an open- the actions of both the Adminis­ tration and the labor movement. ended list of issues which would It could be an historic document. be discussed between labor and Well have to wait and see." government on a continuing and informal basis. That list includes The selection of John Dunlop, those developments in the area of former Secretary^^of Labor under international trade which would Gerald Ford, as Chairman of the "promote a strong merchant Committee bodes well for the marine and assure that expand­ success of the accord. He is one of ing American flag shipping the most respected business services will make a growing scholars in the country as well as contribution to the reduction of one of the few men in the country our balance of payments deficit." who is^ trusted whole-heartedly The reaction to the agreement by both management an^Jabor. SlU Supports Bill to Spur New Investment in Fishing A bill has been introduced in Congress that would help Amer­ icans take advantage of the fishing potential off America's coasts. Introduced by 16 members of the House of Representatives, the bill is entitled the Underutilized Species Development Act. It has INDEX Legislative News McClosky Spoilers Dumped in Confer Page 4 SlU in Washington ... Pages 9-10 Support Page 5 Union News S-L Finance Crew Pull off Rescue Page 13 President's Report Page 2 Headquarters Notes Page 7 Letters to Editor Page 16 Brotherhood in Action ...Page 34 At Sea-Ashore Page 18 SPAD Checkoff Back Page New Pact with National Marine Page 4 Great Lakes Picture .... .Page 32 Inland Lines Page 29 New Towboat Operators Graduate Pages 14-15 General News Ship's Digest Page 26 Dispatcher's Reports: Great Lakes . . .-r .. ; .-Page 31 Inland Waters Page 28 Deep Sea Page 23 Training-Upgrading "A" Seniority Upgrading .Page 39 Piney Point Grads Page 38 Upgrading Schedule Page 33 Membership News _ New Pensioners Page 30 Final Departures Pages 36-37 Bosun Recertification Program Page 25 New Tug Cape Romain . .Page 11 Special Features The Fight to Save Alaska Oil for America Pages 19-22 been given the number H.R. 4360. There is also a companion bill numbered H.R. 5077. But there is a large foreign market for these fish. Foreign fleets for years have The SIU strongly supports the fished these species with modern bill. The Union testified on its catcher/ processor stern trawlers. behalf at hearings held last These ships stay out for long month before the House Sub­ periods of time and catch, process, and freeze the fish on committee on Fisheries, Wildlife Conservation and the Environ­ board. It is on ships like these that ment. This is a subcommittee of Americans need training. Once the House Merchant Marine and trained crews are available, then Fisheries Committee. American businessmen have said Many other union representa­ they will invest in the modern tives, as well as industry fishing vessels which can cost personnel, testified in favor of the approximately $7 million. bill. Under H.R. 4360, incentives This bill is really a result of the will be provided temporarily for 1976 Fishery Conservation and foreign fishing ships to take on Management Act (FCMA), American trainees. The bill will commonly called the 200-mile run for no more than five years. bill. The FCMA's intention was Part of the money that is the revitalization of the American fishing industry. It meant to accomplish this by WASHINGTON, D.C. —The giving American fishermen U.S. unemployment rate in Septemexclusive right to harvest within her slipped to 5.8 percent from the 200 mile zone off the U.S. August's 6 percent as employment, coasts'. oddly enough, grew in a weakening However, FCMA also allowed economy. This makes 5,985,000 foreign fleets to fish whatever persons not working last month Americans did not harvest. The down from 6,149,000 the previous hope was that Americans would month. eventually take advantage of the Total employment last month fishing potential available to increased by 610,000 to 97,513,000 them. working. Most of the latest But with certain species offish, rise—which is the biggest for any such as squid, hake, and pollock, month since June 1978—took place American fishermen do not have among women (especially wives) the proper equipment or and teenagers. And most of the experience for successful employment gains, 100,000 jobs, harvesting. were in the service sector of the Traditionally, Americans have economy. not fished these species since they The jobless rate for adult women are not widely popular in the U.S. generated back to U.S. business­ men while the trainees are aboard these foreign ships must be used to build replacement vessels. The intention is that American replacement vessels will eventu­ ally take the place of the foreign fishing ships. The replacement vessels must be built in the U.S. As SIU Washington Repre­ sentative Chuck MoIIatd said in his testimony before the Subcommittee, "The goal of H.R. 4360 is to temporarily use foreign vessels to train Amer­ icans. Once the American vessel is built, the trained Americans will be the permanent sources of trained manpower. They will be useful to these projects and any other fishing vessel operations seeking skilled crews." Jobless Rate Slips to 5,8% fellto 5.5 percent from August's 5.9 percent. Teenagers rate dipped to 14.6 percent from 14.9 percent. But the black teenagers rate rose to 31.5 percent from 30.7 percent. Black workers jobless level went down to 10.6 percent from 11 percent, more than double the 5.1 percent for white workers. Male unemployment was unchanged from August at 4.2 percent. Sen. Lloyd Bentsen (D-Tex.) chairman of the Congressional Joint Ei!onomic Committee, called the employment figures "a pleasant surprise." He also added at hearings here on the September employment results that the unpredictability of the economy was probably causing "heartburn and a few nightmares for economic forecasters." October 1979 / LOG / 3 �Conference Dumps McCloskey Spoilers Sen. Inouye, Rep, Murphy Lead Charge To Win Strong Maritime Authori­ zation Bill, T WO DAMAGING amend­ ments to a very important maritime bill have been defeated in a Conference Committee of the U.S. House and Senate. The two amendments had been sponsored by Representative Paul McCloskey (R-Calif.). Three months ago they passed the House as amendments to the Maritime Appropriations Au­ thorization Act for fiscal year 1980. At the time McCloskey had also sponsored two other amend­ ments which were defeated on the House floor. So in the end,Rep. McCloskey, who so often plays the spoiler's role on maritime issues, accom­ plished nothing but to delay pas.sage of a crucial maritime bill. The bill, which allocates sub­ sidy monies for the American merchant marine, might have been passed in the spring if it were not for Rep. McCloskey's nega­ tive attitudes toward it. The Senate passed its version of the bill in May by a vote of 85-2. The House version of the legislation was passed in July. McCloskey's potentially de­ structive amendments had first been defeated in the House Sen. Daniel Inouye (D-Hawail) Merchant Marine and Fisheries Committee. On the House floor, also, two of four of his most damaging amendments went down to defeat. These include an amendment that would have cut $69 million from the $101 million going to the Construction Differential Subsidy (CDS) program. Attempt to Cut Meaning However, two other McClos­ key amendments which could have weakened the U.S. merch­ ant marine, did pass the House. One would have withheld CDS funds from a new vessel if the manning level was 50 percent above the minimum levels de­ termined by the Coast Guard. The other would have pro­ hibited U.S. operators who receive Operating Differential Subsidy from including in their costs contributions to contractu­ ally established maritime re­ search organizations. Because of these amendments and other variations in the House and Senate versions of the bill, a Conference Committee had to be held to resolve the differences. The Committee consisted of the following members. From the Senate: Daniel Inouye (D-Hi.); Russell Long (D-La.); Warren Magnuson (D-Wash.); John Warner (R-Va.), and Bob PackRep. John Murphy (D-N.Y.) wood (R-Ore.). From the House side were: bill. Among them were the John Murphy (D-N.Y.); Mario following: Biaggi (D-N.Y.); McCloskey; • The House Conferees agreed Gene Snyder (R-Ky.); Barbara to eliminate the ceiling that the Mikulski (D-Md.), and Brian House had placed on new ship loan guarantees. Donnelly (D-Mass.). • By adding a time limit, the Inouye, Murphy Key Roles Senate Conferees agreed to a Inouye and Murphy served as House amendment concerning chairmen of their respective com­ transfer of cargoes. A four-andmittees. Both men are knowl­ a-half year limit was put on the edgeable and vigorous support­ amendment which would "allow ers of a strong U.S. merchant U.S. operators to transfer car­ marine. Over the years they have goes between ports in the U.S. if fought hard on its behalf. the cargo has a foreign origin or Their understanding of the destination." The Conferees also maritime industry helped counter agreed that this service would be McCloskey's attempts to sabo­ limited to existing ships and tage it. Conference Committee those that are currently under members decided that the two contract. McCloskey amendments would The Conference Committee's be counterproductive to the compromise bill must now go maritime industry. back to the House and Senate. The Committee members also The vote on the legislation was voted on other variations in the scheduled to come up as the Log House and Senate versions of the went to press. Boatmen Ratify Historic Pact With National Marine SIU Boatmen at National Marine proved what "strength in unity" means. This month they ratified a contract giving them the best allaround package of wages, work­ ing conditions, and benefits in the Western rivers area. The vote was 83-30 in favor of acceptance. Negotiations for the contract began in early August. But the events that led to those negotia­ tions began a month before that. In July, two conferences for Former MCS Members Need 125 Days in '79 for Benefits in '80 Seafarers who were formerly with the .Marine Cooks & Stewards Union are reminded that an impor­ tant change regarding payment of welfare benefits will take place beginning January 1, 1980. .-Vt that time, steward department personnel formerly represented by the MCS will have to have 125 days of covered employment during the year 1979 in order to qualify for all welfare benefits. Steward department personnel, under the old MCS agreement with the Pacific Maritime .4ssociation, needed 90 days a year to qualify for welfare benefits. Under the merger terms, welfare benefits have been paid during 1979 for such seamen who had 90 days during 1978. This 4 LOG / October 1979 was to provide a transition period from MCS to SIU welfare plans. The rule has been standard for seamen working under SIU deep sea contracts and will apply to all seamen on all jobs with all com­ panies beginning with the new year. The 125-day rule is important to both active seamen and those who may plan to retire on or after January 1, 1980. It means simply that to protect themselves and their families, steward department per­ sonnel formerly represented by the MCS must be sure to get 125 days of covered employment during this year 1979. Anyone who hasn't got 125 days yet should be sure to take a job to insure his welfare benefits will continue. National Marine Boatmen were held at the Harry I.undeberg School in Piney Point, Md. Out of those conferences came more than 300 contract suggestions. And also out of those conferences came the members' vow "to stick together" to gain their just de­ mands. Though their contract didn't expire until March of 1980, the Boatmen wanted to meet with company representatives about their immediate needs. That meeting took place on Aug. 3 in St. Louis, Mo. Union and company representatives de­ cided at that time to open up contract negotiations. After the representatives came to an agree­ ment on a new contract, voting by the rank and file took place from Aug. 23 to Oct. 8. Three of the delegates elected from the two conferences to participate in the Aug. 3 meeting, also comprised the tallying com­ mittee that counted the ballots. They were: Capt. James "Red" Benoit, tallying committee chair­ man; Capt. Bill Zorn, and Lead Deckhand/Tankerman Floyd Wuellner. The tally was conducted by these Boatmen on Oct. 9 at SIU Headquarters. Historic Package The pact negotiated for Na­ tional Marine Boatmen is a historic one. In an area of the country where so few rivermen are organized, the SIU Boatmen at National Marine have made tremendous gains. Not only have they increased their wages, but they have greatly improved their welfare and pension benefits, and their work­ ing conditions. Some highlights of the pact are: • Wage increases are retro­ active to Aug. 3, 1979. • Boat crews working over­ time will be paid a new and higher overtime. • All eligible dependents will be covered by Major Medical benefits. • Higher pension benefits. �GEORGE MEANY TO RETIRE G EORGE MEANY, the grand 'Old Man' of American labor and stubborn spokesman for millions of American workers for the past quarter century is stepping down as president of the AFL-CIO. Meany, who is 85, said he will not stand for reelection of the 13.5 million member AFL-CIO at the Federa­ tion's Biennial Convention in November. AFL-CIO Secretary-Treasurer Lane Kirkland relayed Meany's decision to retire at a Washing­ ton, D.C. press conference on Sept. 28. Moved almost to tears, Kirk­ land hailed Meany as "this great man, who has meant so much to the trade union movement and to American workers for many years." He has stood, Kirkland con­ tinued, "on the firing line and taken the attacks and brickbats that come with the normal territory of someone who has the responsibility of advocating and defending the rights and interests of plain people in this society." Meany was, himself, one of those "plain people." A hardnosed Irishman from the South Bronx, he rose from the ranks of the plumbers union to become president of the New York Federation of Labor in 1934. Five years later he was tapped by American Federation of Labor President William Green to fill the post of SecretaryTreasurer. He took over as AFL president on Green's death in 1952. Brought AFL and CIO Together A chief architect, along with CIO President Walter Reuther, of the merger that made the American Federation of Labor and the Congress of Industrial Organizations one large, power­ ful federation in 1955, Meany became its first and has been its only president. As Federation President, Meany began a life-long crusade against racketeering and radi­ calism in the labor movement. His shoot-from-the-shoulder manner caused reporters to refer to him as "crusty," "grumpy," and "arrogant." But Meany worked hard for American working people, living by the credo he once barked to a Ford Administration Cabinet member that "everything that happens has to do with workers." During his 25 years at the helm of the AFL-CIO, he made labor a force to be reckoned with, causing the New York Times to write: "Labor's voice is always important and often decisive on Capitol Hill." Most recently, Meany reached agreement with the Carter Ad­ ministration on the formation of a labor/management/public sec­ tor Pay Advisory Committee to set wage guidelines. Agreement on the committee was a coup for Meany who has long contended that major eco­ nomic policies cannot be formu­ lated without the input of labor. He had intended to make public details of the wage committee himself and hastily summoned the AFL-CIO Executive Board to Washington for that purpose last month. But plagued by ill health, as he has been for the last six months, he was unable to attend the meeting. He left the announce­ ment of the economic accord— and the news of his retirement— to Kirkland. With Meany's retirement a chapter in the history of the U.S. labor movement, and an era in American history, ends. The AFL-CIO will elect a new presi­ dent in November and the Fede­ ration will continue to move forward. But the 'Old Man' will be missed. October 1979 / LOG / 5 �SlU Engages in J, P. Stevens Protest Rally In N.Y. S CORES of placard-waving Sea­ farers joined hundreds of other trade unionists and community groups' demonstrators in a New York City-wide lunchtime protest rally on Oct. 11 to aid the Amalga­ mated Clothing and Textile Workers Union (ACTWU) in its drive to break the connection between the anti-union textile giant, the J. P. Stevens Co. and the Seaman's Bank for Savings. Joining the 17-block long"human billboard for Justice" on Manhat­ tan's midtown and downtown financial district sidewalks. Seafarers handed out anti-Stevens leaflets in front of a bank urging E. Virgil Conway, president of the Seamen's Bank for Savings and a Consolidated Edison Electric Co. trustee, to quit the Stevens Board of Directors, a post he held since 1974. The ACTWU's second antiStevens public rally in two years was marked by Seafarers carrying billboard signs reading "Break the J.P. Stevens-Seamen's Bank Connection" and punctuated by their chants of "Seamen's Bank is Stevens bank. Virgil Conway must go." They also passed out hundreds of leaflets describing the union's battle to organize workers at Stevens' 77 plants in the South and rapping the bank's chairman for supporting Stevens. Later the bank president said that, "I am not intimidated by this or any other demonstration. I will not resign" from the Stevens board. He has received hundreds of postcards and letters objecting to his connection with Stevens. At the protest rally, the union's demonstration director, Ray Rogers said that a prote.st drive will be made against the Sperry Corp., which has Stevens chief James D. Finley on its board, who was pressured last year to quit the boards of the N. Y. Life Insurance Co. and the Manufacturers Hanover Trust Co. Rogers added that a drive would be made against Sidney J. Weinberg Jr., a Stevens director and partner of Wall St.'s Goldman Sachs & Co. Since the union started its "corporate campaign" drive in 1977 at the Stevens annual stockholders meeting, which the SIU attended, Avon Products head David W. Mitchell and N. Y. Life Insurance Co. chairman R. Manning Brown Jr. quit the Stevens board, one day after the union announced it had targeted him. Mitchell also quit the board of the Manufacturers Hanover Trust Co. Beside being the U.S. No. 2 textHe manufacturer, J. P. Stevens is the No. I violator of the NLRB Act. Guilty of discrimination in the hiring and promotion of minorities, it is also a heavy health and safety violator. Fourteen Southern ministers say Stevens workers "...have been the victims of a cruel system of low wages (nationally 31 percent less) slender benefits and debilitating working conditions." N. Y. Lt. Gov. Mario Cuomo declared "...It's a bully whose time for taming has come." He may be small but he's tough, and he means what he says. US., Russia Agree on New Freight Rates For Grain Run SIU members hold Union's banner during demonstration against J. P. Stevens in which thousands of unionists took part in New York this month. The United States and the Soviet Union have revised their 1975 bilteral grain shipping agreement to establish new freight rates for American flag vessels carrying wheat and corn to the Soviet Union. The old rates had become prohibitively low in relation to escalating costs, and were causing the owners of American flag vessels to reconsider their participation in the Soviet grain trade. Freight rates for American flag operators had been fixed at a speciflc per ton amount ($18.25). This aspect of the agreement has been renegotiated in order to allow American flag operators greater flexibility in responding to changed market conditions. As of Jan. 1,1980 freight rates will be determined through the applica­ tion of a newly devised formula based on tbe U.S. Gulf to HollandBelgium run. The average monthly charter rate of that representative and highly visible run will be multiplied by a mutually agreed-upon index ratio to produce a more equitable rate for the Soviet grain trade. Under no circumstances will the new rate fall below $25.00 per ton. The new rate structure will run until Dec. 31, 1980, when it will be reviewed. '75 Scholarship Winner Found Formula for Success This time next year, Barbara Gail Bernard, daughter of Great Lakes Boatman Larry Bernard, will be a pharmacist—almost. By the summer of 1980, Barbara, who won the SlU's $10,000 college scholarship in 1975, will have finished the tough, five-year phar­ macy program at Wayne State University in Detroit, Mich. She'll still have to take the Michigan Boards to become a Registered Pharmacist. But even though it's a difficult exam, Barbara shouldn't have too much trouble passing. A long-standing interest in science is what made Barbara opt for a career in pharmacy. "I've always liked biology and chemistry," she told the Log recently. "I've always been interested in medicine, but I didn't want to go into nursing." Pharmacy seemed like the best 6 / LOG / October 1979 choice for Barbara so, when she entered Wayne State in 1975, sheenrolled in the pre-pharmacy course. After two years, Barbara had to apply to the University's School of Pharmacy and begin the rigorous curriculum towards a degree. In addition to a heavy academic workload, the pharmacy program requires students to log 1,000 hours working under a Registered Phar­ macist before graduation. "I'm now interning at a com­ munity pharmacy," said Barbara, "and I pretty much have my 1,000 hours." A community pharmacy is roughly equivalent to a corner drugstore, Barbara explained. "There are also hospital pharmacies and clinics. But I prefer community pharmacy because you have more contact with people." When she's ready to start filling prescriptions on her own, Barbara plans to job-hunt in the Detroit area. One reason is that she's newly married and her husband, a painter, works in Detroit. Her father. Boatman Larry Bernard, as well as the rest of her family, live in nearby Trenton, Mich. Brother Bernard has been a deckhand for 26 years. He's now working tugs for SlU-contracted Great Lakes Towing. Boatman Bernard was "very pleased," when he heard the news his daughter had won the SlU's fouryear college scholarship back in 1975. "And I almost dropped the phone when I got the call telling me I'd won the award," Barbara said. Barbara, the first dependent of an SIU Boatman ever to be awarded the Union scholarship, said it was a \ "tremendous help." "I figured Wayne State would be pretty reasonable," Barbara said, "because it's in-state and I was living at home and commuting. But they kept raising the tution fees," she continued, "and books came to$150 a quarter, plus everything else." "I'm really glad I didn't have to worry about it, thanks to the SIU scholarship," she added. Barbara hasn't got much free time these days, but one of her leisure activities is music. An accomplished organist, Barbara began studying music in high school. She was a church organist until she started working at the pharmacy. In addition to music, Barbara likes embroidery and other handi­ crafts. "And I like to play softball on Sunday afternoon," she said, adding, "I play outfield." • �Heailcf uar lSoU*s bv SIU Execiilive Vice President Frank Drozak F OR every young seaman who comes into our Union there exist hundreds of solid opportunities to build a real career. The SIU has worked hard to open up these kinds of advancement opportunities for our members. And the Lundeberg School has done an outstanding job in developing the necessary educational programs to help the individual seaman advance rapidly up the job ladder. These career oriented programs have turned out hundreds of well trained, professional seamen who will be the backbone of the American merchant marine for years to come. But the job of providing trained competent manpower to our contracted vessels is an ongoing challenge. And at the present time, we are faced with a very important challenge in the area of training. This challenge is in the steward department. For the past few years, we have been closely studying the, progress of our educational programs and how these programs are meeting the manpower needs of this Union. As a result of these studies, one thing has become very evident. Most young seamen—although they may take their first job in the steward department—eventually switch over and wind up building their careers in either the deck or engine departments. There have, of course, been many young members who have stayed and succeeded in making a fine career of the steward department. But considering the future outlook for expanded shipping opportunities in our Union, the fact remains that not enough people are entering the steward department and staying there. In addition to expanding job opportunities in the steward department, more and more of our old line stewards are retiring each month, providing even more openings. This trend has created two things for us. First, it is presenting the SIU with a potential shortage of qualified manpower in the steward -department,-But^at^the^ame^ -time,-tt has-o pened—up^ the bestopportunities that have ever existed in our Union for rapid career advancement in the steward department. At the present time, the Lundeberg School has an excellent training and upgrading program for the steward department. However, to meet the present and future manpower needs in the steward department, we are in the process of expanding and improving this crucial program. Around the beginning of next year, we will be announcing the details of this new program for career minded people. It will be a program—complete with incentives—to help a young seaman climb rapidly up the ladder from messman and third cook to chief steward. This career program will work hand in hand with the new Steward Recertification Program to insure the continued professional quality of SIU steward departments. The effort we are putting forth to improve career opportunities for steward department people is extremely important. The Union will be working hard in the coming months to get this new program underway. And then we will be working even harder to make the program work. For those looking for a sound, secure future, a career in the steward department offers unequalled opportunity. A good steward department is indispensable to a good ship. The chief steward is a key man on every ship, and his earnings reflect this. So, for a young person undecided on a career, now is the perfect time to look at the steward department. Why look any further? NTSB Says U.S.C.G. Is Off Course on Steering Rules The SIU and the United States Coast Guard are at odds over many maritime issues, concerning safety of life at sea. However, the SIU is not alone in its criticism of Coast Guard laxity in the vital area of maritime safety, The National Transportation Safety Board, an independent agency which looks into accidents egeAT uiKts seAfMe/ts/\ Advance Your Career Now leara to be o eATmAH or COHmORfAAH Sign up today for ttie Conveyor Deporfment Course at HLS. This special course is just for Great Lakes Seafarers. It covers: Welding Belt Repair Load Procedures Electricai Troubleshooting Conveyor Drives Health and Environmental Protection Equipment ENROLL TODAY! Conveyor Depart ment jobs are available NOW. You can look forward to a good career and great job security. The Conveyor Department Course is your opportunity to get ahead. It starts February 11, and it's four weeks long. «-'f W'®* "i uD W®* Sifii "I* and makes recommendations on The Safety Board believes the Coast Guard has not acted as how they can be avoided, has been quickly as it could in implementing after the Coast Guard to act on their proposals designed to improve all the standards it (the Coast Guard) has proposed. And NTSB marine steering reliability. feels it's about time they did. In a "Safety Report on Progress "Further delays in rulemaking Toward Improvements in Marine action can only prolong the dangers Steering Reliability," the Board from steering gear failure in the noted that since 1973 it has analyzed congested and restricted ports and three accidents which resulted from waterways of the United States," the steering system failures and has Board said. issued 17 safety recommendations. The Coast Guard does not need In response to these recommenda­ tions, the Coast Guard has initiated international approval to effect several rulemaking actions to safety regulations in U.S. ports improve Federal standards for having been given the power to do so under the Ports and Waterways steering reliability. The Coast Guard also has Safety Act of 1972. Following are proposed the adoption of improved some of the safety requirements the international standards through the Board believes must be implemented Intergovernmental Maritime Con­ unilaterally by the Coast Guard: sultative Organization (IMCO), the • a wheelhouse alarm to indicate a organization which sets safety stan­ loss of steering control. dards for maritime on an interna­ • a requirement for the perfor­ tional basis. mance of additional specific steering gear tests for all Here is where the problem begins. oceangoing vessels entering U.S. The Coast Guard has been unable to ports and waterways, including muster international support of its activation of the alarm system by proposals through IMCO and has simulation of power interruption therefore been reluctant to to each of the steering motors. unilaterally adopt needed safety requirements for foreign vessels • a requirement for steering gear test devices on all vessels that calling at U.S. ports. will indicate whether the steering This reluctance generally leads to gear is operating properly. the requirements only being made applicable to U.S. vessels, or else, as • a requirement for manning of steering gear spaces in designated the most recent Safety Board report restricted waters for U.S. and states: "the proposals have been foreign vessels. withdrawn entirely." October 1979 / LOG / 7 ii ' "f- '^1 �George Duncan Gain' Fishin' With a $575 Pension George Duncan is goin'fishin'. Finally. Seafarer Duncan is 63. He's been shipping out for the better part of the last 50 years. "And that," he says, "is just about a lifetime." The work of this Seafarer's lifetime received a fitting reward, as Brother Duncan became the first SIU member ever to qualify for all seven increments under the Seafarers Early Normal Pension plan. The pension check Sea­ farer Duncan picked up from the New Orleans Union Hall this month totalled $575, the highest pension rate any Seafarer has ever earned. Brother Duncan qualified for Early Normal retirement in 1972. He had put in 20 years of seatime and he was 55 years old. But he wasn't ready to retire in 1972. He'd been working on the shoregang—first for Delta, later for Waterman—and he liked it. He also knew that if he kept on working he could increase his monthly pension through the SIU's Early Normal Pension Increments Program. That pro­ gram, begun in 1972, allows deep sea SIU members (and increasing numbers of inland members) to earn a pension increment for every full year (365 days) ^of seatime they put in after qualify­ ing for Early Normal retirement. The maximum number of incre­ ments is seven. When he applied for Early Normal Pension plus increments this year. Brother Duncan had worked a total of 10,349 days. Each increment earned means an additional $25 a month onto the eligible Seafarer's pension check. For SIU member Duncan the extra days he worked after qualifying for his Early Normal Pension added $175 to the current monthly pension of $400. That adds up to $575 a month. Brother Duncan is very proud of his Union membership and eloquent in his praise of the SIU. "I think it's wonderful what the Union's done for us," Duncan said. "Never in all my born days did I dream I'd be retiring on anything like this pension," he added. But the $575 monthly pension Pensioner George Duncan isn't the only reward of Brother Duncan's labors. His coverage under the Seafarers Welfare plan continues through his retirement. He's also eligible for a lump-sum Pension Supplement amounting to 12 times his monthly pension. For Brother Duncan, that means he'll be receiving a one-time bonus check of $6900. The Early Normal Pension Supplement Program works as follows. A Seafarer who puts in at least two full years (730 days) of seatime after qualifying for an Early Normal Pension (20 years seatime at age., 55) is eligible for the Pen^ioTi Supplement (12 times the monthly pension benefit). Seafarer Duncan was born in Russia where his father was on assignment for a British news­ paper in 1916. The family returned to England where Duncan shipped out for the first time at the age of 15 as a member of England's National Union of Seamen. Duncan's first SIU ship dropped anchor in the port of New Orleans in 1944, and so did he. Though retirement may change his activities, it doesn't look like Pensioner Duncan plans to slow down any. "I've got a house with a half acre of land outside the city limits in Slidell, La.," Duncan said. "I've got a lot of work to do there. And I'm going to catch up On my fishing." The SIU is proud to call Brother George Duncan- one of our own. We wish him good health and happiness in his welldeserved retirement. And we hope the fishin's good. NMC Opposes Subsidies for U.S. Ships Built Foreign The conference room of the House Merchant Marine Subcom­ mittee has recently been the site of a great deal of activity. The Subcom­ mittee is in the process of conducting an extensive series of hearings on legislation sponsored by Congress­ men Murphy (D-NY) and McCloskey (R-Cal). The legislation, entitled the ^Omnibus Bill' Maritime Omnibus Bill because of its comprehensive nature, would completely reorganize the structure of the American maritime industry. Attention has for the most part focu.sed on Title III of the Bill. If left unchanged and passed into law. Title III would radically alter this country's promotional policies, especially in regard to subsidies, reflagging and shipbuilding. Representatives from labor, man­ agement and government have appeared before the Subcommittee to express their displeasure over certain aspects of the legislative program put forth in Title III. Some have gone so far as to say that passage of the Omnibus Bill, as it now stands, would cripple our dpmestic shipbuilding industry. The most controversial provision of the bill is the one which would grant Operating Differential Sub­ sidies to U.S. registered vessels built in foreign yards. A1 Muskin, executive director of the American Maritime Associa­ tion, urged the Subcommittee to be "cautious and guarded" in moving towards enacting some of the new approaches outlined in the Bill. Mr. Maskin noted that since 1970, subsidies have accounted for over half the revenues generated in American shipyards for new mer­ chant ship construction. Were these subsidies to be abolished or severely weakened, Mr. Maskin doubts that American operators would choose to build their vessels in the United States. James Amoss, president of the National Maritime Council, has also appeared before the Subcommittee to present his organization's pre­ liminary views on Title III. Mr. Amoss stated that "while some provisions of Title III appear to be constructive, they are far out-weighed by the harm that most of the provisions inflict on U.S. vessel operators and shipyards." He projects that one-half to twothirds of the remaining twelve shipyards in this country will close if two things happen: this legislation is enacted without change; and reme­ dial action is not taken to help keep the shipyards open. The National Maritime Council is a non-profit organization formed by maritime labor and management to encourage the development of a strong and healthy merchant ma­ rine. The SIU has been an active participant in the NMC since its inception following the passage of the Merchant Marine Act of 1970. Like his counterparts in labor and management, Samuel B. Nemirow, the newly appointed Assistant Secretary of Commerce for Mari­ time Affairs, has expressed serious reservations concerning many of the provisions found in the Omnibus Bill. In his testimony before the Subcommittee, Mr. Nemirow pre­ dicted that many of the proposed changes in law would bring hard times for U.S. shipbuilders and "create a stultifying regulatory environment for the shipbuilding industry." If you just stand still, you re gonna have to run to catch up .. KEEP UP with the times. KEEP UP with the job opportunities KEEP UP with your industry. SIGN UP for the AB Course at HLS. & Course Starts on November 23 To enroll, contact HLS. (Application is in this issue of the Log.) 8 / LOG / October 1979 i �im in toashinfll Seafarers International Union of Nortli America. AFl.-CK) October 1979 l.egisiative. Ailministrative aiul Regulatory Happenings On the Agenda in Congress ... Time is running out for this session of the 96th Congress. There is a flurry of activity on Capitol Hill as committees push to get legislation firmed up for floor action by the full House and Senate. These committee sessions are called "mark-ups". What that means is that the various House and Senate committees are putting the final touches, and agreeing to compromise language, on their bills so that they can be reported out to the full Congress for final action. As we swing into the final month before the expected December recess, here are some of the "maritime bills" that are awaiting action: Coastal Zone Management The Oceanography Subcommittee of the House Merchant Marine and Fisheries Committee will continue oversight hearings on the Coastal Zone Management Program. The so-called "oversight" hearings mean that the committee is taking a look at how well the program which it enacted is actually working. Water Projects Authorization The Water Resources Subcommittee of the Senate Environment and Public Works Committee is scheduled to mark-up S.703 Water Projects Authorization (the Admin­ istration's cost-sharing proposal for the inland rivers), and S. 1241, the DomeniciMoynihan Water Projects financing re­ form. Both of these bills have to do with assessing taxes or levies on users of the inland waterways. Stewards in Recertification Program Get a First-Hand Look at SIU Political Action, Legislative Role Hazardous Wastes The Environmental Pollution Subcom­ mittee, and the Resources Protection Subcommittee of the Senate Environ­ ment Committee has scheduled mark-up on Oct. 25 of three bills dealing with the dumping or disposition of "hazardous wastes." The three bills are S. 1480, S. 1325 and S. 1341. FMC Jurisdiction The Merchant Marine Subcommittee of the House Merchant Marine and Fisheries Committee will hold a hearing Oct. 30 on legislation to give the Federal Maritime Commission jurisdiction over complaints against shippers, consignors and consignees. The bill is H.R. 1715. Alaska Lands Late this month, the Senate Energy and Natural Resources Committee will mark-up S. 9 and other related bills dealing with the use of Alaska lands for wilderness preserva­ tion as opposed to exploration and exploita­ tion of mineral resources. Obsolete Vessel Sales The Merchant Marine Subcommittee of the House Committee on Merchant Marine and Fisheries will hold a hearing on H.R. 4088 which deals with the sale and disposition of obsolete vessels. Railroad Deregulation The Transportation and Commerce Subcommittee of the House Interstate and Foreign Commerce Committee will con­ tinue hearings on railroad deregulation. We are watching this closely, because of the severe implications that could arise to harm the inland waterways industry if the railroads are totally deregiTlated and allowed to manipulate rates. SPAD is ilw SILI's poiilkai fund and our polHical arm in Washin(tan. D.C. The .SIC asks for and accepts votunfary conlribulions on^v. Tlie Union uses the money donated to SPAD to support the election campaiipis of legislators who imve shown a pro-maritime or pro-lahor record. SPAD enahles the SIU to work effectively on the vital maritime issues in the Congress. Ihese are issues that have a direct impact on the johs and joh security of ail SIU mem­ bers, deep-sea. inland, and I.akes. The SIU utiles its members to continue their fine record of support for SPAD. A member can contribute to the SPAD fund as he or she sees fit. or make no contribution at all without fear of reprisal. A copy of the SPAD report is filed with the Federal Elec­ tion Commission. It is available for purchase from the FEC in Washington, D.C. The first group of SIU Stewards in the Union's recertification program came to Washington earlier this month for a first-hand look at the SIU's political action and legislative programs. The Washington visit is a part of the overall eight-week program to upgrade the professional skills of the seagoing stewards, and to help them to become more effective union representatives at sea. While they were in the nation's capital, the SIU Stewards visited the Transportation Institute, and the AFL-CIO Maritime Trades Department where they were given an in-depth briefing on the SIU's legislative activities in Washington. Later in the day, they toured the Capitol and mft with Congressman Jack Edwards, a Republican from Mobile', Ala. Two members of the group, Herbert Soypes and Alfred Bodie, are from Congressman Edwards' district. Another member of the group, Darrell Chafin, also met his Congressman, Rep. Charles Whitely (D-N.C.). During their tour of Congress, the group paused to take a photo on the steps of the Capitol. Pictured are SIU Stewards Alfred Bodie, Darrell Chafin, Paul Franco, Jim Colder, James Higgins and Tom Uliese. With the Stewards are Betty Rocker, SIU Washington legislative representative, and Don Nolan, Steward Department Voca­ tional Instructor from the Harry Lundeherg School in Piney Point, MD. October 1979 / LOG / 9 �Maritime Industry News gA 5I)C 51U in ^lin5l)innton President Carter Signs Bill To Bar Export of Alaska Oil On Sept. 29, President Carter signed the Export Administration Act of 1979—which included an effective ban on the export of American crude oil from the North Slope of Alaska. The signing culminated a long struggle by the SIU and other groups to block the efforts of the multi-national oil industry to set up a complicated oil swapping arrangement which would worsen the oil industry's stranglehold on American consumers—and would have killed many hundreds of seagoing jobs for American seafarers. The House passed the measure Sept. 25. However, an effort was made to tack on an amendment to the bill which would have substantially weakened the export restric­ tions on Alaskan oil. In arguing forcefully against the amend­ ment, Congressman Stewart McKinney (RConn.)—who was the original sponsor of the section of the bill which prohibits U.S. and Soviet Union Agree on New Rates For Grain Shipments Northern Tier Pipeline OK'd By Interior The United States and the U.S.S.R. have agreed to a new freight rate formula for U.S.-flag vessels carrying grain to the Soviet Union. Announcement of the new freight formula came from Samuel Nemirow, Assistant Secretary of Commerce for Maritime Affairs, who headed the nation's negotiating team. His announcement came at the close of meetings between representa­ tives of the U.S. and Russia which took place in Moscow Sept. 25 to Oct. 1. Mr. Nemirow said: "The new formula is based upon current international charter market conditions and is designed to be flexible and responsive to changing market conditions." During the meetings in Moscow, the two countries' representatives also reviewed the carriage of liner and bulk cargoes by both U.S. and Russian fleets during the past year "to ensure that both were in compliance with the agreement entered into in 1975." Mr. Nemirow said he was "satisfied with the business-like approach taken by both sides in arriving at the new arrangement, and expressed hope that it would result in greater participation of U.S.-flag ships in the trade." US, Deep'Sea Fleet Shrinks But Overall Tonnage Rises The privately-owned, deep-draft fleet of the U.S. Merchant Marine climbed to a new record tonnage—22.9 million deadweight tons—last month, but also showed a continued decline in the number of ships in the U.S. merchant fleet. According to the monthly report of the U.S. Maritime Administration, the number of merchant ships in the U.S. fleet declined by 13 vessels over the past year, while the overall tonnage of the fleet increased by 1.6 million deadweight tons. As of Sept. 1, the active privately owned fleet totaled a combined capacity of 21.7 million deadweight tons. The report also revealed that 52 merchant ships totaling nearly 2.6 million tons were under construction or on order in private American shipyaVds on Sept. 1. These new vessels include ten tankers, nine liquefied natural gas (LNG) carriers, twelve intermodal vessels, eleven dry-bulk carriers, three cargo break-bulk ships, and seven special-type vessels. 10 / LOG / October 1979 exportation of Alaska oil—said that any of these efforts to ship American oil overseas "negates the entire purpose of building the trans-Alaska pipeline, and would run counter to our efforts to reduce reliance on foreign oil." (SEE A SPECIAL SUPPLEMENT ON THE ALASKA OIL VICTORY IN THIS ISSUE OF THE LOG.) Juanita Kreps Resigns As Commerce Secretary Department of Interior Secretary Cecil Andrus this month endorsed the Northern Tier Pipeline Co. proposal as the best of four competing plans to move excess Alaskan crude oil eastward from the West Coast. The $1.2 billion Northern Tier proposal calls for construction of a 1,491 mile pipeline from Port Angeles, Wash, to Clearbrook, Minn, where it would connect with existing pipelines. The proposed pipeline system would bring 709,000 barrels of oil per day to the northern plains and upper Midwest. Importantly for American seafarers, the proposed Port Angeles site for the beginning on the pipeline would insure that U.S.-flag ships would carry the oil from Valdez to the California port. President Carter will have to make a final decision on the various pipeline proposals before Jan. I, 1980. Patton Named to Head Maritime Subsidy Board Robert J. Patton, Jr. has been appointed to head the Maritime Board of the UJS. Maritime Administration. The appointment was made by Samuel Nemirow, Assistant Secretary of Commerce for Maritime Affairs. Patton began his Federal career in 1970 when he joined the Maritime Administra­ tion as an attorney advisor. He replaces James Dawson Jr., who recently retired. The first woman to hold the cabinet post of Secretary of Commerce has resigned. Juanita Kreps, who has held the post since January 1977, cited "personal reasons" for her departure. Her resignation is effective Oct. 31. The Department of Commerce is one of the more important agencies of the govern­ ment which directly affects the well-being of the U.S. merchant marine. Within the Commerce Department is the U.S. Mari­ time Administration which is charged with the responsibility of promoting Americanflag shipping. No replacement for Mrs. Kreps has been announced by the President, although Luther Hodges Jr., an Assistant Secretary of Commerce, is considered a likely choice. Schedule Hearings On Maritime Bill The chairman of the House Merchant Marine Committee, John Murphy (D-NY), announced another round of hearings on the "Omnibus Maritime Bill." Scheduled to testify are representatives of the Department of Commerce, Department of Navy, the Federal Maritime Commission, and the Shipbuilders' Council of America. Sea-Land representatives will also offer their opinions and recommendations on the legislation. Further hearings are expected before the bill is ready for action by the full Congress. B SPAD is the SIU's political fund and our political arm in Wa.sh'fsgton, D.C. The SIU asks for and accepts voluntarv contiibutions only. The Union uses the money donated to SPAD to support the election campaigns of legislators who have shown a pro-maritime or pro-labor record. SPAD enables the SIU to work effectively on the vital maritime issues in the Congress. These are issues that have a direct impact on the jobs and job security of all SIU mem­ bers, deep-sea, inland, and Lakes. The SIU urges its members to continue their fine record of support for SPAD. A member can contribute to the SPAD fund as he or she sees fit, or make no contribution at all without fear of reprisal. A copy of the SPAD report is filed with the Federal Elec­ tion Commission. It is available for purchase from the FEC in Washington, D.C. �mmm SlU Crews Tug Cape Romain in Baltimore T "^HE newest addition to the 26 tug fleet of SlU-contracted Curtis Bay Towing Company, the Cape Romain, was officially welcomed to Baltimore Harbor on Oct. 11 at the city's World Trade Center. The Cape Romain like all the other tugs in Curtis Bay's fleet is named for a cape somewhere on the east coast.' The Cape Romain, although capable of performing deep-sea towing jobs, is specifically designed to do harbor work, particularly ship-docking and undocking. Her low, set-back pilot house allows her much maneuverability when handling today's modern container vessels. The 105 foot long tug is powered by two 12 cylinder General Motors engines capable of putting out 1650 horsepower each. The pilot house boasts a large array of modern electronic gear including radar, gyro compass, auto pilot, fathometer, two VHP radios and a single side band radio for long distance communication. The Cape Romain's skipper is Capt. N. Pokrywka who has been with Curtis Bay since 1946 and has been a member of the SIU It was "open house" on the tug Cape Romain as the vessel tied up near Baltimore's World Trade Center in the city's inner harbor. Invited guests of the Curtis Bay Towing Company were allowed to tour the sleek new vessel and later were treated to a buffet luncheon,high above the city on the Trade Center's 21st floor. since the Union organized the company in 1957. Capt. Po­ krywka has already had the tug out on a few harbor jobs and says, "she handles beautifully... better than any other boat so far." The skipper was also pleased with the boat's "excellent new The Cape Romain's crew managed to get free for a moment to pose for this photo; they are from I. to r.: Chief Mate Don Kirk; Captain N. Pokrywka; Engineer Russell Harris and Deckhands Mike Smith and Edward Furman. crew quarters," which are "both heated and air conditioned."The tug's crew will each have their own room when the tug is on harbor assignments. The vessel has a well equipped modern galley featuring all stainless steel equipment. The dining area is finished with wood panelling to add to the attractive interior. The Cape Romain is fitted with the most advanced anti-pollution devices in its fuel and sanitary systems, and is classed with the American Bureau of Shipping as Maltese Cross A-1 Ocean Tow­ ing Service. Captain Pokrywka stands proudly at the helm of the newest tug on the Chesapeake. Farm Workers Continue Boycott of Non Union Iceberg Lettuce The boycott called by the United Farm Workers against United Brands and West Coast Farms has ended. But an international boycott on all non-union iceberg lettuce still continues. The settlement of a contract with Sun Harvest brought to an end the boycott against United Brands, which is the firm's parent company. Sun Harvest is the largest California lettuce grower. The UFW came to an agreement with West Coast Farms five days before the Sun Harvest settlement. Strikes and boycotts against 11 California lettuce growers began early this year. They started after UFW contracts expired at the end of 1978 and the growers refused to give what the union felt was a fair wage increase. In the months that followed, the strike has been marked by violence against the farm workers. One UFW .striker was murdered in a lettuce field when he tried to talk to strikebreakers. Charges against the three foremen accused of the shooting of 27-year old Rufino Contreras were later dropped on the grounds of "insuf­ ficient evidence." The UFW says that farm worker eyewitnesses to the shooting were never called to testify. One of the main focuses of the boycott now will be iceberg lettuce produced by Bruce Church, Inc. and marketed under the Red Coach label. Bruce Church is the second largest of the 11 growers originally struck by the UFW. The AFL-CIO and the SIU are in full support of the United Farm Workers boycott. The SIU urges all its members to give their brother union workers in the fields their strong backing. . October 1979 / LOG / 11 �Naive Young Seamen Rot in Foreign Jails ' I 'HE HE list of naive young X American seamen who get busted overseas on narcotics charges is growing every month. Just this month, three young seamen were arrested in Peru on DRUGS drug charges. Their minimum sentence will probably be two years in jail. Other recent cases include two American seamen sentenced to 16 months in jail in Okinawa on drug related charges, and two others sentenced to 18 months in Greece. There are a lot of other American seamen who thought they could make an easy score rotting away for much longer sentences in places like Colom­ bia, Mexico, Turkey and numer­ ous other countries in Europe and South America. Let's not leave out the seamen who get bagged by U.S. Customs and are now doing time in American prisons. Barring the fact that drugs are bad for your general health, the sale, purchase or possession of drugs—like marijuana, hashish, cocaine, etc.—is illegal. In some countries it's very illegal and the penalties are very stiff. If you are caught trying to smuggle drugs in a foreign port— and the chances are good that you will—you are going to jail. Jail in places like Colombia and Mexico and so many other foreign countries is a lot more hazardous to your health than smoking a joint or snorting cocaine. First of all, the simple fact that you are American is two strikes against you when you are ar­ rested overseas. Secondly, there are under­ cover narcotics agents all over the docks in foreign ports, (Ameri­ can ports, too). When your ship comes into port, you can be damn sure the vessel and the crew's movements are under surveillance. In addition, Interpol has a sophisticated information bank on known or suspected drug dealers. So, if you are seen with someone ashore who is under surveillance, you are as good as in jail. Another thing to consider is that if you make a score ashore from someone not being watched, the chances are good that this person is going to finger you to the authorities for a price. The sale of drugs is big busi­ ness and a nasty business. And there are a lot of young seamen— , . iViriiiiTumniiiiiniiiinmrriririfrirfirrrr' some dead and some growing old in a foul smelling cell—who thought that all the stories about the drug business were just hype, and that they were too smart or too tough to get taken. Don't forget! Even if you make a score overseas, you must deal with U.S. Customs when you get into an American port. Customs agents are pros. They .. know where to look on a ship and what to look for. They have specially trained dogs to help them sniff out drugs of any form. So, if you entertain any ideas of getting rich quick by making an easy score in a foreign port,g<?/ smart! Throw away these naive ideas before someone else throws away the key. MTD Mustering Support for Northern Tier Pipeline Acting on the advice of the AFLCIO Maritime Trades Dept. and the National Governors Assn., Interior Secretary Cecil D. Andrus has come out in favor of an all-American pipeline system to transport Alas­ kan crude from Port Angeles, Wash, to the mid-Western United States. In a letter to President Carter dated Oct. 15, Andrus recom­ mended that the President okay the 1,491 mile Northern Tier Pipeline system over three competing alter­ natives involving Canadian routes. Carter has 60 days to forward his decision to Congress. The MTD, made up of 42 national and international AFL-CIO unions led by SIU President Paul Hall, strongly endorsed the Northern Tier alternative because it would gener­ ate thousands of jobs for American workers. Construction of a superport in or near Port Angeles, Wash., to receive tankers bringing oil down from Valdez would create jobs for seamen as well as in construction and other shoreside industries. In addition, the Northern Tier system calls for close to 1500 miles of new pipeline to be laid from Port Angeles to Clearbrook, Minn., 12 / LOG / October 1979 linking up with existing pipelines along the way. Crossing through five states, the $1.23 billion network will be able to move 709,000 barrels of oil a day. With a projected start-to-finish construction schedule of 12-18 months, the MTD estimated "an average of 4,260 pipeline construc­ tion personnel will be employed." MTD Executive Secretary-Treas­ urer Jean Ingrao noted several other compelling reasons for selec­ tion of the Northern Tier Pipeline proposal in a letter to Interior Secretary Andrus. The Northern Tier Pipeline, Mrs. Ingrao wrote, "is located wholly within U.S. borders providing max­ imum control over our domestic energy supplies...and subject only to the U.S. permit process." Though Andrus endorsed the Northern Tier project his recom­ mendation was less than enthusias­ tic and the project is still far from home free. In his letter to the President, Andrus advised Carter to "revoke approval" of the Northern Tier alternative within a year if enough private financial support isn't drummed up at that time. In that event, Andrus said approval should be shifted to the part-Canadian Trans-Mountain Oil Pipeline, back­ ed by the government of Canada. Another source of delay could be the controversy over the Port Angeles, Wash., site chosen for the tanker port. There's some opposi­ tion to the site on environmental grounds and Andrus urged Carter to base his approval of the Northern Tier project on relocation of the Personals Will the following ex crewmembers of the SS Ponce, December, 1978, please contact Red Campbell at Headquarters as soon as possible—Michael C. Guerrin, Thomas R. Glenn, Otis E. Buffington, Anthony C. Aronica, Thomas E. Driggers. Jack E. Gervais Important that you contact your mother, as soon as possible. port. The MTD and other advocates of the Northern Tier route feel the project is the best possible alterna­ tive for the American people. "It is an environmentally acceptable project," MTD Secretary-Treasurer Ingrao wrote. And because it's a 100 percent U.S. system it will provide the maximum number of job oppor­ tunities for U.S. workers with the minimum amount of delay and cost. I Personals I Terry Gelfrin (AB) Please contact David Goyette, Gen­ eral Delivery, La Plate, Md. 20646, or call 301-934-8714. James Ahearn—Norman Maker Please contact, Walter H. Stovall, 4635 Oakley Court, Cleveland, Ohio, 44102, tel. no. 216-631-7476. * Will the lawyers of Ronnie Shelton, Messman on SS Robert E. Lee, Decem­ ber, 1976 please contact Alex Thibodeu at 209 Citrus Road, River Ridge, La. Charles Spence Please contact the editor of theLo^ at 499-6600 Ext. 242. Lorenzo Pettus Your sister Yvonne Wade would like you to call home. William McMorrow Brown Harold Forsyth asks that you call him at 304-765-2524 concerning coal in West Virginia. �S-L Finance Crew Rescue Koreans From Sinking Ship T HE successful rescue efforts by crewmembers of the SlU-contracted SS Sea-land Finance of the crew of a sinking ship have been lauded as being in the "finest tradition of the sea." It all began in the early morning hours of Sept. 27th, when the Sealand Finance received an SOS signal from the Panamanian-registered MV Genciano, about 125 miles northwest of Okinawa. A position check indicated the Finance was about 35 miles away. Capt. Robert Sutter ordered a change in course and the speed raised. This was in spite of a wind amounting to a 'Force 8' gale, with very rough seas and a heavy swell. The high wind and seas were the remnants of "Typhoon Owen" which had passed the area shortly before. Two hours after receiving the SOS, the Finance made visual contact with the sinking ship. The Genciano was down by the head, with a port list of more than 10 degrees. Meanwhile, as the Finance sped to the scene, crewmembers were busy preparing for the rescue. Extra lookouts were posted, while the deck crew, under the direction of Bosun The ship's committee on the Sea-Land Finance pause at payoff in Seattle for a photo. L to r—Gus Skendeias, Chief Steward: Sam Hacker, Chief Electrician; J. Kouradas, Engine delegate; Jim Pulliam, Jr., Bosun v.. id Chairman; Frank Pappone, Steward delegate and Jack Long, Deck delegate. At extreme right is Representative Steve Troy. James Pulliam, Jr., were rigging ladders, lines and nets over the side. The emergency squad was standing by, gear at the ready, if it became necessary to lower the emergency boat. Members of the Engine Depart­ ment, under the guidance of Chief Electrician Sam Hacker, prepared storm oil for possible dispersal in the heavy seas. Chief Steward Gus Skendeias led his Steward depart­ Passenger Ship Bill a Step Closer to Final Enactment Legislation which would permit ment in preparing for arrival of survivors. They made coffee, got out all the extra blankets and made provisions for quartering extra people. As the Finance approached the Genciano slowly, making a lee in the heavy seas, the Captain of the Genciano prepared his lifeboat for lowering. The lifeboat was lowered and the 23 Korean seamen began their trip to the Finance. It came alongside, and although the Finance rolled heavily in the swell, the Genciano crew members were taken aboard, with only one of them injured. Two hours after the sinking ship was first sighted, its empty lifeboat was cast off and the Finance headed for Kaohsiung, Taiwan with the survivors aboard. Aerial observa­ tion later established that the Genciano had sunk. Once in port, the ship received a congratulatory message from the Executive Vice President of Sealand, who said, "Congratulations to you and all hands for your excellent performance and successful sea rescue involving the Genciano. We are very proud of your distinguished efforts in the best traditions of our industry." In addition. Chief Mate Donald S. Moir praised the crew in his own way. In a letter to SIU Vice President Frank Drozak, Moir said in part, "The entire crew takes pride in this ship. It is the cleanest and best run ship I've had the pleasure of working on. But the SIU crew showed their true colors when it came time to help fellow seafarers in need. It is a pleasure to be associated with such a fine crew." 2nd Bosun Recert. Class Grods provisions of the Merchant Marine five passenger ships to return to Acts of 1920 and 1936, and waive active U.S. flag service has been them if they were found to block reported out of the Hou.se Com­ efforts to revive the pa.ssenger ship mittee on Merchant Marine and trade. If enacted, H.R. 5427 is expected Fisheries. to provide badly needed jobs for The hill, H.R. 5427, was intro­ duced by Rep. John Murphy (D- American workers employed in N.Y.) in order to clarify certain various segments of the maritime industry: at sea, in the shipyards, and in allied and supportive in­ SAB Off Shortage As reported at October 1979 dustries. The legislation is expected to membership meetings the Seafarers reach the floor of the House within a Appeals Board (SAB) passed a very short period. Chances for its temporary action to help alleviate passage appear to be quite good, the lack of a sufficient number of though there are one or two ob­ green ticket ABs. stacles that still need to be over­ The SAB pointed out that there is come. a critical shortage of green ticket The interpretatioif of an amend-. ABs in the SIU Atlantic and Gulf ment offered by Rep. McCIoskey District. However, on the West (R-Calif.) and adopted by the Coast there are a number of under­ Committee remains in question. The employed green ticket ABs in the amendment would give the five SIUNA-afiniiated Sailors Union of passenger ships the right to carry the Pacific. "incidental cargo." There is some Therefore, the Board ruled that, uncertainty as to the scope of the for a period of six months, this term "incidental"; whether it refers group of SUP members and others merely to luggage or to something could be used when no qualified more extensive. member is available in the Atlantic The five ships that would be and Gulf District. returned to service include the A six month limit was put on the Independence, the Santa Rosa, the ruling since a substantial number of United States, the Mariposa, and A&G blue ticket ABs are expected the Monterey. to get their green tickets by then. The Senate passed a similar hill, This ruling will therefore end on S. 1281, on September 6.The Senate Apr. 30,1980. It is, however, subject bill did not, however, make mention to extension. But that extension of either the Monterey or the must not be for longer than six Mariposa. months. SIU Representative Bob Stevens (second row, far righit), stands In front of Union Headquarters with 11 of the 12 Seafarers who graduated from the second class to be held this year of the Bosun Recertification Program. In the first row, from left, are: Jose A. Martinez; Ruel Lawrence; Gary L. Hoover; Freddie Goethe; William Davis, and Dutch Keeffer. In the second row, from left, are: Ted Densmore; Theodore K. Gailocs; Doyle Ellette, and Stevens. In the third row are Vic Ardowski (left), and Felix R. Bonefont. Not in the photo is the twelfth graduate, Richard Daly. October 1979 / LOG / 13 Hi �The Transportation Institute Scholarsh^ Program After learning navigational skills in the classroom, student Stanley Dong observes the operations in the wheelhouse before actually taking over the wheel. To be a towboat operator is the A very essential part of the program is for the stu­ dream of many boatmen. The dents to share their Transportation institute Towboat knowledge and show Operator Scholarship program can trainees how to be make this dream a reality. It is now deckhands on barges. -•••IIInmimminiii a reality for another group of pro­ Paul Myers tightens a •Iimnifmiwi nn i ratchet connecting two fessional boatmen. These boatmen barges. were able to advance their careers because of the scholarship program Terrence Bader and a and they can now work in the mari­ trainee work to form a time industry as licensed towboat tow of barges. Personal operators. contact with the HLS The license that these boatmen trainees familiarizes the have acquired is backed up with tow boat operators with boathandling knowledge and skills. heir new responsibili Because of these skills, the boatmen ies of managing have confidence in their abilities. a crew. They are qualified and capable of working efficiently on the water­ ways. The twelve-week program has been in existence for over a year. So far, more than 100 boatmen have successfully completed the course. To help boatmen take advantage of this opportunity, the scholarship winners get 125 dollars each week in addition to the free tuition, room, board and books while en­ rolled in the program. The reasons for the success of the program are simple. The students in the course are receiving the finest • Special three-month curriculum offered only at the Harry Lundeberg School instruction available from dedicated professionals. The environment and • Room, Board and Books Free training facilities at HLS provide an • Tuition free ideal location for practical instruc­ • Weekly stipend of $125 tion on the training vessels. The opportunities in the towing Time spent in on-the-job training is Coast Guard approved as the equivalent of required industry are growing. Because of wheelhouse time the Transportation Institute TowDay-for-day work time credit for HLS Entry boat Operator Scholarship program, Graduates more boatmen can advance their careers and attain goals of which they had only dreamed. The tools of your trade Leom to moke them work for you ... Apply now for the Transportation Institute Towboat Operator Scbolarship To apply, see your SIU Representative. 14 / LOG / October 1979 �1 jimmie Givens demonstrates proper line handling to two students in the basic vocational program at HLS. Continuing To Towboat KlllllAl. NT Ml I Kit Phil Ryan maneuvers the pushboat and barges. Stu­ dents in the towboat operator program practice boathandling skills with the barges used for basic vocational education at HLS. DEPARTMENT OF TRANSPORTATION ISSHK M David Coleman Edward Dwyer Jimmie Givens Gary Wilkins Terrence Bader Stanley Dong David Tusson John Richardson Philip Ryan OGtebefT979 / LOG / 15 �He Believed in Union Grieves Loss of Brother Member I read with deep sorrow of the death of my friend and brother member. Angel Rios, in the Final Departures page of the Log. He was a great chef, and he was a man proud of his Union. As a pensioner I have been out of touch with my old shipmates. So I hope this letter will convey my deepest condolences to his family. Fraternally, Jose Castro W. Covi. Calif. Thanks George Walton Crew Much thanks to each and every member of the George Walton crew for the money they collected for me. You will never know how much I appreciate it. It helped me so much in going back and forth to see my late son, Thomas, in Bostcm. God will bless each of you in a special way for your kindness. My son, Thomas Alvin McNeil, joined the SIU in I960 and sailed as a steward. He is survived by his mother, Esther; brothers, Grady and George; sister, Gladys; nieces, nephews and other relatives. Sincerely, Esther McNeil M9bile, Ala. V) Helped in Time of Need I want to thank the SIU and the Seafarers Welfare Plan for the efficient way they handled the hospital claim for my wife when she suffered a heart attack. I am thankful for a wonderful Union which helped in time of my greatest need. Fraternally, John Christopher, Retired La Mesa, Calif. A Faithful Reader 1 have been reading the Log for the past 15 years and I just can't wait until the first of each month to get it. 1 loved the sea and 1 loved the SIU. It is one helluva fine Union. I used to ship out of Baltimore. I only wish I could have stayed at sea, but I have heart trouble and had to stop shipping. I want all the world to know that the SIU is supreme and the members who make up this great union are a fine group of Union brothers. Brother forever, Harry Cochran Dawson, Pa. 16 / LOG / October 1979 r want to thank each and every one of the people at the Union who so graciously helped me out when my husband James "Pat" Conley passed away Aug. 15, 1979 of cancer. He was a strong union man and really believed in it. He was never disappointed by his Union. My deepest regards to the SIU and all my husband's Seafarer friends he accumulated over the years. He spoke of them so much. Again, regards to all from his family; wife. Rose; daughter, Nancy, and granddaughter, Rozanne. Sincerely, Rose Conley Long Beach, Calif. Crew Response Admirable At approximately 0850 Aug. 7, 1979, lightning struck a storage tank directly ahead of our vessel, the SS Cove Engineer, about 500 yards off, igniting same. 1 was returning to the ship having completed a phone call to the home office. Cargo loading operations were stopped, general alarm was sounded and ullage caps were secured. The crew's response was admirable. We got underway in good time. The crew should be commended. The SIU, MEBA, AMO can take pride in the way the crew acted. Vito Adamo, Master SS CQVC Engineer Scholarship Winner to Be M.D. I would like to express my sincere thanks at this time for the scholarship that was awarded to me last yean This scholarship is helping to finance my college tuition. Last year and for the next three 3'ears I am attending Eastern Mennonite College in Harrisonburg, Va. 1 am enrolled in the premedical program and I am majoring in biology and chemistry. A few classes I had this year were General Chemistry, Human Biology, Lifesaving, and a course in Humanities. Most of my professors in the biology and chemistry courses are at the peak of their teaching careers, with about thirteen years of teaching behind them. They are highly qualified and able to assist students. Next year at college I will have such courses as Microbiology, Calculus, and Organic Chemistry. I look forward to next year with anticipation since I enjoy college and the classes I am taking. For the summer, I worked at a Biological Supply Farm, where I handled both live and preserved animals. It was good to have a summer job such as this because it dealt with the sciences and might help with medical school. Again, I'd sincerely like to express my thanks and appreciation to the trustees and the Seafarers Welfare Plan for selecting me as one of the 1978 scholarship awardees. I would like to encourage other students to strive their hardest in high school and persevere even though it seems hopeless at times. Accomplishing a hard task, having purpose, gives one a feeling of satisfaction which in itself is a reward. Yours truly, Sigmund Seller Blenheim, N.J. !;-Y- �Archaic ^Free-Trade' Policy Choking U.S. Fleet I F the last quarter century in America was characterized by abundance, the coming decades promise to be marked by scarcity. Americans are already feeling squeezed by the soaring prices of —^ootk, fuel—andHrousing.- Amd constant warnings that we must cut back, conserve, tighten our belts means everyone must come up with new policies to deal with what lies ahead. But while the nation looks towards and prepares for the changes of the 21st century, our trade policies lag 200 years behind. America is still operating under a 19th century code of free market concepts which is chok­ ing the life out of the U.S. merchant marine. In the U.S. we believe that everybody has an equal chance to compete in an open marketplace. Our economic policy is based on the principle of laissez-faire: government should interfere as little as possible in the direction of economic affairs. There are some areas of eco­ nomic activity where competition and free trade may still exist. But international shipping is not one of them. Nor are the U.S. textile, shoe, electronics or steel indus­ tries. Hundreds of thousands of American workers have lost their jobs because everything from textiles to televisions, from sneakers to steel is now produced abroad by a non-union, under­ paid labor force and dumped on the U.S. market. Under the catch phrase "free trade" we've allowed foreign goods of every description to flood the American marketplace. And our tax laws allow, even encourage, American industry to pack up and move their produc­ tion lines overseas. Dated policies and misguided principles of free trade have also crippled the once-mighty U.S. merchant marine. Thirty years ago, the American LOG Official Publicollon of the Seaforeri International Union of North America, Atlantic, Gull, Lakei and Inland Waters District, AFICIO October, 1979 Vol. 41, No. 10 Executive Board Paul Hall President Frank Drozak Executive Vice President Joe DiGiorgio Cal Tanner Secretary- Treasurer Vice President 3i9 James Gannon Ray Bourdius Assistant Editor Don Rotan West Coast Associate Editor Editor Edra Ziesk Assistant Editor Marietta Homayonpour Assistant Editor Mike Gillen Assistant Editor Max Siege! Hall Assistant Editor Frank Cianciotti Writer / Photographer Dennis Lundy Photography Marie Kosciusko Administrative Assistant George Vana Production I Art Director Published mofithiy 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) merchant fleet was 4800 strongs well able to fill the nation's needs during peacetime and to act as a capable, military auxiliary in times of national emergency. Today the ships flying our nation's flag number fewer than 600. And that fleet carries only a paltry five percent of the U.S. foreign trade. No other major shipping pow­ er has handed over 95 percent of their cargo to third flag fleets. The Soviet Union currently carries 55 percent of their foreign trade. Great Britain and France carry 34 percent each. And the Japanese make sure 44 percent of their imports and exports are moved on Japanese ships. None of these countries en­ courage free and open competi­ tion for their cargoes. If they did, none of them would have a single ship on the high seas. Instead, most shipping powers rely on arrangements such as bilateral trade agreements which allow them to guarantee their fleets enough cargo to survive. While we've tested bilateralism and found it workable, bilateral trading pacts are the exception to U.S. policy, not the rule. Our trade pact with the Soviet Union governing the wheat deal and our arrangement with Argentina on government car­ goes are examples. In both cases, the shipping agreements state that a specific percentage of the trade is guaranteed to the fleets of the two countries involved. Whatever is left over is bid upon by third flag operators. Our trading arrangements with Brazil are wholly bilateral be­ cause that's the only way Brazil trades. As a result of that agreement our share of the U.S./Brazilian trade has Jumped from 25 to 40 percent. Though the figures speak for themselves, the conclusions of a recent study by the U.S. Mari­ time Administration back them up. Bilateral shipping agree­ ments, the Marad study said, are "a viable option for U.S. policy makers." We think such agreements are more than a viable option; we think they're a necessity. Unless the U.S. begins realizing that the trading practices of the last century have no place in today's world, we may find ourselves entering the next century with no national fleet at all. October 1979 / LOG / 17 •> �Sea-Land Finance At Sea if Ashore SS Sugar Islander The bulk carrier SS Sugar Islander (Pacific Gulf Marine) from an East or Gulf Coast port on Nov. 7 will carry 26,500 long tons of grain to HaifaAshdod, Israel. Mobile Waterman Steamship Co. here early this month bought 88 LASH lighters for $3,184,016 from MAR AD. The lighters came from the bankrupt Pacific Far East Lines. Houston An LNG terminal will be built with Government approval at Port O'Connor, Tex. in Matagorda Bay by El Paso and Peoples Gas Cos. This would be the first LNG facility in the Gulf and Texas. When completed, 12 LNG ships each would deliver 2.6 million cubic feet of LNG to the terminal. The operating depot will be able to hold 3 billion cubic feet of LNG daily. Galveston The National Transportation Safety Board (NTSB) last month urged that deep-draft ships be prohibited from overtaking or passing one another at bends in the 800-foot wide Galveston Bay Entrance and Houston Ship Channels. The bid came on the heels of the NTSB's probe of the crash there between the containership SS (Sea-Land)and the loaded Danish tanker ST Nelly Maersk on Aug. 27, 1978. Though there were no deaths nor injuries, damage to both vessels was put at $1.4 million. The crash happened after the Nelly Maersk made a steadying left turn upbound into the narrow Galveston Inner Bar Channel at a bend as the overtaking Sea-Land Venture was closing to port. The bow of the Venture was crushed as it raked the port side and after deckhouse of the Nelly Maersk. The crash sent the Nelly Maersk to ground into the left bank. The Venture veered to starboard to anchor. The board said the probablecause of the mishap was"... the inaccurate evaluation of the closing rate and the late initiation of the rudder order by the pilot of the Venture Previously, the ships' pilots had agreed that when the Venture neared the Nelly Maersk. she would maneuver to pass. The Danish vessel was to slow and give ample passing room. But when she turned left she lost headway speed which increased the closing speed of the two ships greatly. Seafarers aboard the S-L 7 containership Sea-Land Finance late last month had a hand in the successful rescue at sea of 23 Korean crewmembers of a Panamanian tanker before it sank in the East China Sea. Picking up a May Day call distress or SOS (Save Our Ship) the 946foot S-L Finanee dashed 63 miles off course to pick up the crew of the foundering 373-foot ST Geneiano Hamapa, Japan-bound in heavy seas 125 miles northwest of Okinawa, Japan. The S-L Finance disembarked the rescued in Kaohsiung, Japan early this month. Santo Domingo, D.R. Sea-Land and Puerto Rico Marine (PRM) both aided Dominican Republic victims of Hurricanes^David and Fredric last month. Sea-Land gave $25,000 to recover from the wreckage of Hurricane David and PRM shipped 136 barge-loads worth $4 million worth of foodstuffs, clothing and drugs to the island republic free of charge to offset the wrath of Hurricane Frederic. A lone crane at Sea-Land's Haina container port was destroyed in the hurricanes. Port Everglades, Fla. This port early this month got its first giant container crane—a $2,6 million beauty—a 30 long-ton Paceco gantry model. Sea-Land installed the crane for its four SL-18 containerships to use twice weekly. Oakland, Calif. American President Lines annual Fleet Safety Award went to its containerships President McKinley, Polk and Van Buren last year for logging more than 1 million crew hours with no lost time accidents. A training safety film on the Heimlich Maneuver helped an officer and crewmember save the lives of two choking passengers. This QMED can count on great future. Washington, D.C. U.S. Secretary of Commerce Juanita M. Kreps, the first woman to hold the Cabinet post, resigned early this month for "personal reasons." She had held the post since Jan. 23, 1977. On Nov. 1, she will resume herjob as professor of economics at Duke University, Durham, N.C. Since the Secretary of Commerce is engaged and is influential in maritime affairs, it is hoped that President Carter will appoint someone to the post who has the best interests of the maritime industry in mind. Notice to Members On Shipping Procedure When throwing in for work din­ ing a job call at any SlU Hiring Hall, nieinbers must produce the following: • nieinbersbip certificate • registration card • clinic card • seaman's papers • valid, up-to-date passport In addition, when assigning a job the dispatcher will comply with the following Section 5. Sub­ section 7 of the SIU Shipping Rules: '^Within each class of .seniority rating in every Department, prior­ ity for entry rating jobs shall be 18 / LOG / October 1979 given to all seamen who po.ssess Lifeboatman endorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sentence when, in the sole judgment of the Board, undue hardship will result or extenuating circumstances war­ rant such waiver." Also, all entry rated members must show their last six months discharges. Further, the Seafarers Appeals Board has ruled that ''C classifica­ tion seamen may only register and sail as entry ratings in only one department." 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. �Alaskan Oil Will Not Be Exported Carter Signs Bill Reserving North Slope Crude for U.S. Use Sen. Donald RIegle (D-Mlch.) spon­ sored this Important bill In the Senate. I N a big victory for the energy needs of the American people, President Carter signed the Export Administration Act of 1979 into law Sept. 29, 1979. The bill effectively bans the export, sale or swap of Alaskan produced oil under any but the most critical emergency circumstances. A broad coalition of consumer, public interest and labor groups, including the SIU waged a two-year fight in support of the legislation. The House passed the measure in September. The Senate had okayed it in July. Carter's signature on PL 96-72 marked the ceremonial end to the battle and officially scuttled plans of the oil companies to export Alaskan oil to Japan. The Alaskan oil amendments to the Export Administration Act of 1979, sponsored by Sen. Don Riegle (D-MI) in the Senate and Rep. Howard Wolpe (D-MI) in the House, bans the export or exchange of Alaskan crude except if: • the export would not lessen either the quantity or quality of crude available to U.S. consumers; • the export would result in the reduction in cost of imported crude to American refiners and the cost of oil to American consumers; • any exports that are approved are made under terminable contracts; • the exports can be proved necessary for the protection of U.S. national security. The battle over the Export Administration Act really came down to a case of people-vs-profits. On one side were the oil companies, the U.S. Dept. of Energy and the state of Alaska. Defending the energy needs of U .S. consumers were many groups, including: the Consumer Federation of America, the Citizen/ Labor Energy Coalition, and the AFL-CIO. The oil companies based their case for exporting Alaskan crude on the argument that moving it to Japan was the only way to ease the glut of oil on the U.S. West Coast. They planned to bring in replacement supplies from Mexico, and they planned to cut their transportation costs by using foreign flag tankers for both ends of the swap. Rep. Stewart McKinney (R-CT) blasted the oil giants for trying to save'a few extra pennies' by using foreign tankers to move the oil to Japan rather than U.S. oil carriers to bring it down to the lower 48 United States. Any '"transportation savings," McKinney said,"would not go to the American consumer hut to the oil companies." The U.S. economy would have suffered had the Alaskan oil export scheme gone through. "From two to three million tons of U.S. tankers" would be forced into lay-up the AFL-CIO said, "with the loss of thousands of jobs for U.S. seamen," as well as sharp cuts in shoreside and shipyard employment. Exporting America's only secure domestic oil reserve would also have threatened U.S. national security. The Consumer Federation of America pointed out that Alaskan oil exports would increase our already "gross dependence" on imported oil and leave the U.S. "vulnerable to supply disruptions instigated by OPEC." In July, against a backdrop of nationwide oil shortages, the Senate cast an overwhelming 74-3 vote in favor of keeping Alaskan oil in the U.S. Voicing the sentiment of many of his colleagues, Sen. Riegle said an Alaskan oil swap would "do absolutely nothing to provide any * benefit to American consumers." Two months later the House agreed. But not before an 11th hour attack against the Alaska oil export restrictions in the bill was beaten back in a resounding 340 to 61 roll call vote. The last step for the Export Administration Act before it was sent to the President was a joint House/Senate conference committee. Conferees resolved the basic difference between the two versions of the bill by agreeing that a Presidential order calling for an Alaskan oil export must be approved by both Houses of Congress rather than vetoed as the Senate version stated. Passage of the Export Administration Act of 1979 says the nation's largest oil reserve belongs to the American people, not the oil companies. Rep. Howard Wolpe (D-Mich.) was Rep. Steward McKlnney (R-Conn.) floor manager of the bill In the was a key supporter of the bilMn the House. House. October 1979 / LOG / 19 �Rep. Mike Barnes (D-MD): "...the only acceptable criteria for Alaskan oil exports are a showing of consumer benefit and a showing that such exports would not ad­ versely aftect America's oil supply." Othei^vOutspoken Supporters from Senate Sen. George McGovern (D-SD): "...to ease our shortages, reduce our dependence on foreign imports and to assist in restoring our devastating balance of payments problem." Sen. William Proxmire (D-WI): Sen. Birch Bayh (D-IN): "...I am tired of being told that ever larger oil company profits is the only sure fair method of decreasing our dependence on foreign oil." "... the real beneficiaries (of swaps) are the oil companies..." Rep. Leo ZeferettI (D-NY): "It is inconceivable to me how we can allowfor the export of Alaska oil when it is the pronounced policy of this country to reduce our dependence on foreign oil." Rep. Robert Lagemarsino (R-OA): Sen. Harrison Williams (D-N.J.) Sen. John Warner (R-VA): "The bottom line is that my constituents find it incredible that we should export our nation's oil while we continue to import foreign oil at ruinous, inflationary prices." Sen. Larry Pressler (R-SD): Sen. Frank Church (D-ID): "We need an energy strategy that protects our citizens from reliance on the instability of the world oil market...that provides workers with job security not affected by Middle East hostilities." "Restricting exports...is absolutely imperative if we are to stimulate those developments that will put us on the road to energy iridependence." Sen. Jim Sasser (D-Tenn.) "...the bill does not prohibit exports...but (provides) that if benefits can be passed on to the consumer and refiner, then exports are possible." Sen. Bob Packwood (R-Ore.) Sen. Paul Sarbanes (D-Md.) Sen. Donald Steward (D-Ala.) More Key Supporters in House... Rep. Don Bonker (D-WA): "this provision requires that exporting Alaskan oil benefit the American consumer (and) insures that the Congress plays a major role in deciding whether Alaska oil should be exported." /«!* li' Rep. Robert A. Young (D-Mo.) Rep. Don Clausen (R-Callf.) Rep. Albert Gore (D-Tenn.) Rep. Tom Tauke (R-IA):"In order to maintain that agricultural heartland and provide heating oil for us in winter, it is essential we have this energy lifeline." Rep. William Gray (D-Pa.) Rep. James Oberstar (D-MN): Sen. John Durkin (D-NH): Sen. J. Bennett Johnston (D-U(): "I come down on the side of American seamen because American jobs are involved. We are not going to do anything for the American consumer by (selling oil) to Japan." 20 / LOG / October 1979 Sen. John Melcher (D-MT): "We are (by exporting) tampering... with a key part of satisfying our energy needs." "We must move Alaskan oil east to the New England market now. At a time when Ameri­ cans are suffering from long gasoline lines and reduced stocks of house heating oil, it would be totally unreasonable to export Alaskan oil." Rep. John J. Moakley (D-Mass.) Rep. Daniel Mica (D-Fla.) Rep. Stephen Solarz (D-N.Y.) Rep. Gerry Studds (D-Mass.) Rep. Silvio Conte (R-MA): "(swaps) would eliminate any incentive for the establishment of a domestic delivery system (and) would result in the loss of maritime jobs." "The Northern Tier states have a right and an obligation to seek a secure and continuous source of oil. The best place to get that is the North Slope. "(swaps) will deny the American seamen the benefits of transporting this oil." October 1979 / LOG / 21 �.... Why Are We in Washington? % Thirty years have brought many changes to the maritime industry. Thirty years ago, Seafarers weren't asked to make contributions to SPAD. Because 30 years ago, the SlU was not involved in Washington politics. In fact, very few people connected with maritime got within spitting distance of Washington, D.C. One more thing, 30 years ago had Congress been confronted with the issue, it might never have voted to ban the exportation of Alaskan oil. The recent victory on the Alaskan Oil Bill will benefit a great many people in this country, seamen included. The next job you get might he on a tanker carrying oil to and from Alaska. Without the ban, that job would probably not exist. In this age of shrinking expectations, Americans are fond of saying that we live in a small world. Well, there's nothing shorter than the distance between any ship and the halls of Congress. It has only been through the development of a strong political operation in Washington that this Union has been able to provide job security for its members. There isn't a day that goes by that some legislator doesn't attempt to pass a law that would profoundly affect the lives of merchant seamen. A few weeks ago. Rep. Dannemeyer proposed an amendment to the Export Administration Act which would have lifted the ban on the exportation of Alaskan oil. Today, the Coast Guard is trying to radically alter the existing physical requirements for merchant seamen. Tomorrow, who knows? But no matter what happens in the future, the SIU must continue its efforts in Washington. And SIU members must continue to support the Union in these efforts. The SIU has more than 30 contracted vessels operating In the Alaska oil run. If the oil companies had succeeded In their plans to export Alaska oil, we could have lost the jobs on all these vessels since the oil giants would have used foreign flag ships to carry the crude. 22 / LOG / October 1979 'M �SlU Atlantic, Gulf, Lakes & Inland Waters United Industrial Workers of North America PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGioroio EXECUTIVE VICE PRESIDENT Frank Drozak VICE PRESIDENT Cal Tanner HF.AI>QIIARTKRS 675 4 Ave., Bklyn. 11232 (212) HY 9-6600 Dispatchers Report lor Deep Sea SEPT. 1-29,1979 •TOTAL REGISTERED All Groups Class A Class B Class C Port 9 114 9 17 16 6 21 84 . 25 38 19 29 13 55 3 0 458 2 50 5 5 3 6 4 19 16 10 9 7 1 24 0 0 161 6 4 1 1 5 4 0 8 7 3 9 4 2 0 0 0 54 Port 3 93 14 15 •12 9 17 59 24 29 7 16 5 59 4 0 366 2 43 5 5 4 4 5 20 6 9 . 3 8 1 17 1 1 134 0 9 1 0 1 0 0 1 2 2 1 5 1 1 0 0 24 Port ". i 1 40 6 9 5 3 8 25 9 15 6 12 7 38 1 185 0 16 1 2 2 0 1 1 2 2 2 4 3 10 2 0 48 0 10 0 0 1 0 1 0 0 6 3 5 0 4 0 0 30 2 4 1 1 3 5 0 3 4 5 6 11 5 9 0 0 59 . 13 154 14 35. 23 11 .33 112 42 81 42 67 18 93 1 2 741 6 37 5 7 9 9 9 23 18 11 15 12 0 34 0 0 195 6 6 1 6 13 3 1 14 6 4 14 16 0 3 0 0 95 3 106 9 20 5 4 11 49 24 17 6 31 7 52 3 2 349 5 58 6 10 2 4 2 23 12 8 1 11 10 20 11 2 185 0 5 1 0 3 0 0 0 1 0 0 3 2 3 0 0 18 2 137 14 • 28 23 10 25 93 34 62 23 44 15 82 0 0 592 4 68 4 16 8 7 9 31 10 15 10 12 3 20 0 1 218 0 10 1 0 4 2 1 1 2 4 5 7 1 7 0 1 46 4 72 7 14 2 4 4 35 21 21 4 10 9 28 1 0 236 1 . 73 6 1 5 0 2 29 8 7 2 12 11 20 31 1 2x19 0 4 1 . 0 1 5 1 0 0 6 0 1 1 8 0 0 28 1 55 4 20 13 7 25 55 18 36 16 22 12 60 1 0 345 1 25 1 3 4 1 4 1 4 7 5 3 4 9 0 0 72 1 13 0 0 1 0 1 1 0 3 13 12 0 3 0 0 48 15 196 36 33 34 10 16 54 48 33 40 38 25 75 2 0 655 3 174 8 35 30 12 1 38 14 24 110 44 11 54 0 0 558 1,140 747 ENTRY DEPARTMENT Port Totals All Departments 3 85 10 4 0 10 3 34 18 14 8 24 8 34 . 8 0 263 STEWARD DEPARTMENT Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Boston New York Philadelphia Baltfmore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals 7 129 9 16 15 5 12 80 22 31 13 37 10 49 3 1 439 Medical Arts Building 324 W. Superior St. 55802 (218) RA 2-4110 FRANKFORT, Mich HOUSTON, Tex ENGINE DEPARTMENT Boston New York Philadelphia .. Baltimore Norfolk Tampa Mobile New Orleans .. Jacksonville .. San Francisco. Wilmington ... Seattle Puerto Rico ... Houston Piney Point ... Yokohama — Totals Totals ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Boston New York Philadelphia .. Baltimore Norfolk Tampa Mobile New Orleans ,. Jacksonville .. San Francisco. Wilmington ... Seattle Puerto Rico ... Houston Piney Point ... Yokohama Totals 1 ih TOTAL SHIPPED All Groups Class A Class B Class C 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 T716) 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 DULU TH, Minn 2014 W. 3 St. 58806 3 31 6 3 1 4 21 11 12 3 12 7 24 1 0 150 1,159 6 115 • 17 12 14 9 6 39 36 18 18 23 19 56 46 0 434 1 55 8 10 14 13 1 14 9 7 42 24 6 35 0 0 239 0 0 0 6 30 8 18 6 3 11 29 10 29 8 20 14 24 0 0 216 777 347 1,024 657 105 1,894 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, N.J. 99 Monlgoinery 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 AR THUR, Tex. 534 9 Ave. 77640 (713) 983-1679 SAN FRANCTSCO, Calif 1311 Mission St. 94103 (415) 626-6793 SANTURCE, P. R. .1313 Fernandez, Junco.s, Stop 20 00909 (809) 725-6960 SEAFTLE, 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 WILMING TON, 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 HONOI.l LF. Hawaii ... 707 Alakea SI. 96813 (808) 537-5714 •"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. J During the month of September, a total of 1,786 deep-sea jobs were shipped through the SIU's network of hiring halls. Of this total, only 1,024 were taken by "A" Seniority members. The remainder, 762 jobs in all, were filled by "B" and "C" seniority people. This is the best indication of any that shipping for SlU members is excellent and will remain that way for the foreseeable future. PORTI AM). Or 421 S.W. 5th Ave. 97204 (503) 227-7993 Wll MINOTON. C a. .. 408 Avalon Blvd. 90744 (213) 549-40UU SAN FRANTISC O, ( a. 350 Fremont St. 94105 (415) 543-5855 October 1979 / LOG / 23 if �Apply Now for an HLS5 Upgrading Course! HARRY LUNDEBERG SCHOOL UPGRADING APPLICATION (Please Print) Date of Birth. Name. (Last) (First) Mo./Day/Year (Middle) Address. (Street) (City) (State) Deepsea Member • (Area Code) Lakes Member • Inland Waters Member • Seniority. Book Number Date Book Was Issued. Port Presently Registered ln_ Port Issued Endorsement(s) or License Now Held, Social Security Piney Point Graduate: • Yes No Q (if yes, fill in below) Entry Program: From to. (dates attended) Upgrading Program: From. Telephone. (Zip Code) Endorsement(s) or License Received . to. (dates attended) Do you hold a letter of completion for Lifeboat: • Yes No [] Firefighting: (• Yes No • Dates Available for Training I Am Interested in the Following Course(s). DECK 1 1 Tankerman n AB 12 Months f~~l 1 1 • |_J l_J (~~1 1 1 1_1 1 1 U AB Unlimited AB Tugs & Tows AB Great Lakes Quartermaster Towboat Operator Western Rivers Towboat Operator Inland Towtx)at Operator Not More than 200 Miles Towboat Operator (Over 200 Miles) Master • Mate Pilot RECORD OF EMPLOYMENT TIME STEWARD ENGINE • FWT n • • • • • • n u • • Oiler QMED - Any Rating Others Marine Electrical Maintenance Pumproom Maintenance and Operation Automation Maintenance of Shipboard Refrigeration Systems Diesel Engines Assistant Engineer (Uninspected Motor Vessel) Chief Engineer (Uninspected Motor Vessel) • (~1 • • • Assistant Cook Cook & Baker Chief Cook Steward Towboat Inland Cook ALL DEPARTMENTS • • |_J • • LNG LNG Safety Welding Lifeboatman Fire Fighting (Show only amount needed to upgrade in rating noted.above or attach letter of seivice, whichever is applicable.) VESSEL SIGNATURE RATING HELD DATE SHIPPED DATE RETURN COMPLETED APPLICATION TO: LUNDEBERG UPGRADING CENTER, PINEY POINT, MD. 20674 24 / LOG / October 1979 DATE OF DISCHARGE i �Hey Bos'n! Gerald Corelli Richard Gibbons William Smith 3rd Class of Bosun Recert. Program Underway Patrick Hawker "Hey bos'n, do you have a minute? I have to ask you a question." Who onboard ship has not heard that familiar cry? It's as much a part of the merchant sailor's experience as the salt In the Atlantic Ocean. Because of the bosun's unique position onboard ship, the SIU instituted the Bosun Recertification Program. Three classes were scheduled for this year. Two have already been held; the third is now in progress at the Lundeberg School. The original program had been temporarily sus­ pended in June 1976 after 402 people had been recertified. Since that time death, retirement and various other factors have reduced the number of recertified bosuns shipping out. The first two clashes this year were resounding successes. Participants in the program spent one month at the Harry Lundeberg School of Seaman­ ship in Piney Point, Md. and one month at Union Headquarters in Brooklyn. Joseph Morrison Marvin McDuffie Orlando Hernandez The two-month program is geared towards expos­ ing bosuns to all facets of the maritime industry. As ship's chairman and head of the unlicensed members of the deck department, it is essential that the man filling this spot have the tools to help his crewmates. James Camp In the fast changing world of the sailor, at least one thing is staying the same. The bosun is still the man to ask about what is going on. Aden Ezell X Frank Bona James Todd John Chermesino Bernard Kitchens s Romolol DeVirgileo October 1979 / LOG / 25 �r SANTA MERCEDES (Delta Steam­ ship), August 1 -Chairman, Recertified Bosun E. D. Christiansen; Secretary Samuel N. Smith; Educational Director Bobby E. Stearman; Deck Delegate C. A. Perreira; Engine Delegate John Kirk; Steward Delegate Ralph Aquino. No disputed OT. $212.10 in ship's fund. Chairman urged all members who have enough time to go to upgrading school as the Union is badly in need of more good men in the industry. Also for members to watch themselves when they go up on deck as there is a lot of spray painting and touching up being done throughout the deck and passenger areas. Discussed the importance of donating to SPAD. Thanks everyone for making this a good ship. Next port San Francisco. MONTICELLO VICTORY (Victory l^teamship) August 5—Chairman Frank Smith; Secretary Duke Hall; Educa­ tional Director Charles K. Druvry; Deck Delegate Claude Blanchard; Engine Delegate Pete Vasquez; Steward Delegate N. W. Mc Loughlin. No disputed OT. Secretary reported that upgrading for all jobs in the Steward Ctepartment will be starting soon at Piney Point and those who qualify should take advantage of this opportu­ nity to better yourself. The Log was discussed and posted for all to read. Observed one minute of silence in memory of our departed brothers. SEA-LAND RESOURCE (SeaLand Service) August 26—Chairman, Recertified Bosun Peter Drewes; Secre­ tary John Gibbons; Educational Direc­ tor Theodore Wiatrowski; Engine Delegate John Duda; Steward Delegate Joseph Roberts. No disputed Of. Chairman thanked the crew for their splendid cooperation duringemergency drill. Also discussed the importance of donating to SPAD. Chiel Steward J. L. Gibbons thanked the steward depart­ ment lor their cooperation. Captain F'ranklin extenderi his thanks to the crew for their splendid cooperation during the recent emergency. A vessel .sank in the North Sea and the Captain said the crew acted in the true tradition of the sea. Observed one minute of silence in memory of our departed brothers. Next port New Jersey. SEA-LAND FINANCE (Sea-Land Service), August 12 Chairman, Re­ certified Bosun James Pulliam Jr.; Secretary L. Bennett; Educational Director Hacker. Chairman noted that the Log has been out for the crew to read. Please pass them around when you have finished. Di.scussed the importance of donating to SPAD. Next port Yokohama. ALEUTIAN DEVELOPER (SeaLand Service), August 26—Chairman, Recertified Bosun Clyde Miller; Secre­ tary Larry Lightfoot; Educational Director Anton N. Zhivarin; Steward Delegate C. Gray. Secretary reported on three new articles in the Log that are noteworthy. The scholarship awards for dependents. Bosun Recertification Program, an educational opportunity for Seafarers and the new Stewards Program. Educational Director noted that safety movies were shown. Report to Log: "Robert Zurfluk and Harry Silverstein kept the many fish eaters on the ship happy and full by catching numerous fish to add to ship's menu." Next port Kodiak. 26 / LOG / October 1979 •St EL PASO HOWARD BOYD (El Paso Marine), August 26—Chairman, 2 Recertified Bosun David LaFrance; Secretary Don Collins; Educational Director L. Tanner; Deck Delegate Arthur L. Mallory; Steward Delegate James Morgan. No disputed OT. Secretary gave comments on the articles to read in the Log on the upgrading report and on the article about the LNG stall in the government. It was noted that the Log carries material for all. Communication from Executive Vice President, Frank Drozak, was discussed and posted for all to read. A vote of thanks to the steward department. SANTA MARIANA (Delta Steam­ ship Lines), August 10—Chairman, Recertified Bosun H. B. Walters; Secretary Albert J. Courtney; Educa­ tional Director H. G. Ulrich. No disputed OT. Chairman stated that we need more avenues of recreation specifically, games etc. Chairman made the following statement: "Always try to understand each other—be Brothers! Unite and appreciate verbal communi­ cation. In other words, look upon each brother alike and try to help each other in any way you are able." Have received no communications to dale after the first ones from the Caribbean. How­ ever, we appreciate what we have received and understand the problems of air and sea mail and anticipate further communication. Report to Log: "Thanks for keeping us abreast of all maritime news and hoping to receive more communications as time goes by." Next port Callao. MERRIMAC (Ogden Marine), Au­ gust 26 Chairman, H. Menicou; Secretary J. Reed. Some disputed OTin deck, engine and steward department. The Log was received and distributed to the delegates. Chairman noted that some of the repairs were taken care of since the last meeting. Also that there is a good crew on here in all departments. A vote of thanks to the steward department. Next port Houston. ACHILLES (Newport Tankers), August 26—Chairman O. Pitfield; ?recretary T= Bolloii: Educational Director J. Singletary; Steward Dele­ gate A. Jackson. No disputed OT. Chairman noted that it was a long three hot weeks in Port Said, Egypt discharg­ ing grain. We are now loading in Russia for Spain; then from there to Algeria for a load of oil to St. James, Louisiana. Educational Director called attention to the fact that the ship has been carrying grain and the crew has gotten used to smoking on deck. But now that we are loaded with oil there is no smoking any place on deck. Members should leave matches and cigarettes in room while working on deck. Communications received were read and posted on board in messroom. A vote of thanks to the steward department for good food and service. Next port St. James, La. ST. LOUIS (Sea-Land Service), August 12 — Chairman, Recertified Bosun Thomas H. Holt; Secretary Oscar Smith; Educational Director C. McKinney; Deck Delegate Billy E. Lynn. Some disputed OT in deck and engine department. Chairman held a discussion on the Stewards Recertifica­ tion Program. Secretary urged all to read the present issue of the Log. There are many interesting features such as the appointment of our President to the post on Export Council; revamping of rules on initial eligibility for welfare plan benefits etc. I would like to congratulate Brother Paul Hall who was one of the few labor leaders invited to Camp David for breakfast and consul­ tation by President Carter during his reorganization. Chairman thanked all for making his stay a pleasant one and urged continued support of the new chairman when he comes aboard. Next port Rotterdam. SEA-LAND LEADER (Sea-Land Service), August 19—Chairman F. White; Secretary A, Reasko; Educa­ tional Director H. Henley. $50 in ship's fund. No disputed OT. Educational Director advised all members to go to upgrading school and to LNG school at HLSS. Also the importance of donating to SPAD. Observed one minute of silence in memory of our departed brothers. LNG TAURUS (Energy Transporta­ tion). August 19 Chairman, Recerti­ fied Bosun Tom Brooks; Secretary F. Costango; Educational Director G. Bernous; Deck Delegate Joe Morrison; Engine Delegate Bill Hyder; Steward Delegate Pat Geary. No disputed OT. Chairman noted that there will be no smoking in passageway or elevator. There is a mail box in the crew lounge. Each man shall secure the dead light in rooms at night. Hard hats and safety shoes should be worn on deck at loading and discharging ports and at fire and boat drills. All members should read the Log, especially the President's Report. It was noted that books have been put in the lounge and basketball courts have been set up. Next port Arun. OVERSEAS ALICE (Maritime Overseas) August 19—Chairman, Re­ certified Bosun W. Jefferson; Secretary A. Salem; Educational Director D. Vagiajdides; Deck Delegate R. Salazar; Engine Delegate J. C. Cohen; Steward Delegate L. Dunkins. Secretary re­ ported that when you are quitting the ship you should strip your bunk and make ready for replacement. Also discussed the importance of donating to SPAD. $25.50 in ship's fund. No disputed OT. Only communication received was the Log. Report to Log: "Third Mate fishing from the bridge, had a big shark on the line but it got away." Observed one minute of silence in memory of our departed brothers. Next port Freeport. CONNECTICUT (Ogden Marine), August 5—Chairman, Recertified Bo­ sun E. C. Barnhill; Secretary E. Kelly; Educational Director R. 1. Guerra; Deck Delegate E. Keeter; Engine Delegate R. Elliott; Steward Delegated. Mortinger. Chairman held a discussion on the articles that appear in the Log and advised all crewmembers to use safety at all times. No disputed OT. All communications received were read and posted. A vote of thanks to the steward department for a job well done. OVERSEAS NATALIE (Maritime Overseas), August 26—Chairman Michael Ventry; Secretary C. A. Guerra; Deck Delegate O. Powell; Engine Delegate E. Kent; Steward Delegate P. Baker. $85 in ship's fund. Some disputed OT in deck and engine departments. Chairman noted in his report that the ship will be at anchor until the 30th of August waiting for a ship to dock alongside for discharging of the cargo. All communications received have been passed around to all departments and posted. Observed one minute of silence in memory of our departed brothers and sisters. Official ship's minutes were also received from the following vessels: OVERSEAS NEW YORK OGDEN CHALLENGER TAMARA GUILDEN HUMACAO DELTA COLOMBIA WESTWARD VENTURE ZAPATA RANGER OGDEN CHARGER JOHN PENN SEA-LAND TRADE PORTLAND OVERSEAS OHIO OVERSEAS ALASKA OVERSEAS ANCHORAGE DEL SOL SEA-LAND EXCHANGE SEA-LAND COMMERCE COVE COMMUNICATOR OVERSEAS JUNEAU SE.\-LAND VENTURE DELTA PARAGUAY NEWARK OGDEN LEADER ARIES COVE EXPLORER SEA-LAND GALLOWAY TAMPA OVERSEAS NEW YORK COVE LEADER DELTA PERU GOLDEN MONARCH DELTA NORTE ROBERT E. LEE LNG CAPRICORN BOSTON OGDEN LEADER FLOR ALLEGIANCE GALVESTON HOUSTON DELTA URUGUAY EL PASO SOUTHERN OAKLAND TRANSCOLUMBIA ZAPATA COURIER MARYLAND CAGUAS WALTER RICE JACKSONVILLE DELTA BOLIVIA OGDEN TRAVELER SEA-LAND CONSUMER LNG PISCES BALTIMORE POINT SUSAN ARECIBO OVERSEAS HARRIETTE \ �He Conquered Atlantic Under Sail—Alone A ¥ M FTER 33 years with the SIU, Brother Olavi Kivikoski has decided to retire from his job as able seaman and enjoy his Union pension. Hell have more time now to paint his landscapes and still lifes and to write his stories. And, like his fellow Seafarers, he can reminisce about his days on the sea. But unlike most of his Brothers, Seafarer Kivikoski will have a little more to reminisce about. For it was in the summer of 1953 that he sailed alone in a 32foot, two masted Nova Scotia schooner from New York to Holland. The trip took 67 days. The whole journey was made under sail. Kivikoski had brought along a small motor, mainly to use when in port, but the motor conked out on him soon after the journey started. He also ran out of fresh water because one of his tanks began to leak. Luckily there was enough rain for Kivikoski to replenish his water supply. Though he didn't characterize the journey as particularly har­ rowing, he did say it was "some­ times rough." He encountered high seas and powerful storm.s that lasted for days. And when Kivikoski arrived in Den Helder, Holland he landed in a big gale. On to Finland Continuing his journey through the Dutch canals and the inland waterways of Sweden, Kivikoski reached the Gulf of Bothnia. He then sailed north and in late October reached his parents' hometown of Kemi, Finland, 60 miles south of the Arctic Circle. (Kivikoski himself is a native of Finland and he served in the front line during the 1939 Fino-Russian War.) In Kemi, 300 to 400 of the townspeople came out to greet him. Kivikoski later wrote a book about his trip that was published in Finland. Brother Kivikoski apparently hadn't had his fill of adventure quite yet. In 1956 he decided to sail his wooden boat back the other way. The journey westward through more southerly waters should have been easier. But instead. Brother Kivikoski kept running into trouble. He hit very bad weather in Denmark and decided to fly back to New York and ship out for awhile before continuing the journey. When he did, Kivikoski got as far as the Bay of Biscay near Spain where he lost the rudder and other parts of the boat. He managed to get to Lisbon where he had the boat reconditioned. At the Canary Islands off Africa, Seafarer Kivikoski de­ cided to wait a couple of months for the hurricane season to pass. In October he started out again and 36 days later—on Thanks­ giving—he arrived at St. Thomas in the Virgin Islands. Pat on the Stern It would seem that the worst was over. But not quite. On the way to Miami, Kivikoski's boat ran over a coral reef off Cuba and he almost lost her. But local fishermen helped him get the boat off the reef and he even­ tually completed the journey to Miami. Monthly Membership Meetings Port New York Philadelphia Baltimore Norfolk Jacksonville Algonac Houston New Orleans Mobile San Francisco Wilmington Seattle Piney Point San Juan Columbus Chicago Port Arthur Buffalo St. Louis Cleveland Date Nov. 5 Nov. 6 Nov. 7 Nov. 8 Nov. 8 Nov. 9 Nov. 12 Nov. 13 Nov. 14 Nov. 15 Nov. 19 Nov. 23 Nov. 10 Nov. 23 Nov. 17 Nov. 13 Nov. 13 Nov. 14 Nov. 16 Nov. 15 Deep Sea Lakes, Inland Waters 2;30p.m 2:30p.m 2:30p.m 9:30a.m 2:00 p.m 2:30p.m 2:-30p.m 2:30p.m 2:30p.m 2:30p.m 2:30p.m 2:30p.m 10:30a.m 2:30p.m — 2:30p.m — 2:30p.m — In this photo, taken in 1953, Seafarer Olavi Kivikoski sits at the tiller at his 32-foot Nova Scotia schooner Turquoise. Brother Kivikoski soon sold his blue-green boat. But before he did, he gave her a pat on the side. She had gotten him through some rough times and he felt she lived up to her name Turquoise. As Kivikoski explained, the turquoise stone "is dedicated to a true, loving heart." When Brother Kivikoski got back to New York he married an old girl-friend of his, Helen, and they eventually settled in Lake Worth, Fla. where they still live. Brother Kivikoski went on his solo sea journeys because he "wanted adventure." That was over 20 years ago. But even today, at age 65, he gets a nostalgic look in his eyes when he thinks back to those times. One has the feeling that if he could find a boat like the Turquoise, the Log might be writing about another sea adventure taken by Brother Kivikoski. UiW 7:00p.m. 7:00p.m. 7:00p.m. 7:00p.m. — 7:00p.m. 7:00p.m. — — 1:00p.m. — — October 1979 / LOG / 27 �r I SIU Tug Cape May Now Working 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 9410'< Tele. #(415) 981-4400 ST. LOUIS, MO. Gruenbcrg & 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 / October 1979 Philly Harbor An SlU-contracted boat has become the most powerful ship docking tug in the port of Philadel­ phia. She's Curtis Bay's Cape May. After being overhauled and refitted recently, the six-year old tug was transferred from Baltimore to Philadelphia. Measuring 107 feet long and 32 feet wide, the Cape May has a horsepower of 3,300. She has twin screws, twin rudders, and is air conditioned. She's the first twin-screw tug to be used for ship handling in the port of Philadelphia. Each Boatman aboard the Cape May has a private foc'sle. The boat is SIU top-to-bottom. SIU Tug Clipper on the Move Four SIU Boatmen posed for this photo in the galley of their boat C//pper(IOT) while she was at the Chevron Oil dock in Perth Amboy, N.J, recently. From the left are; Pete Desmond, captain; Jerry Sharp, cook; Charlie Pugh, mate, and John Finch, AB. The Clipper is a deep-sea tug employed in the coastwise oil trade. Dispatchers Report for Inland Waters SEPT. 1-29,1979 noTAL REGISTERED TOTALSHIPPED All Groups Class A Class B Class C Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals 0 0 0 0 0 0 0 0 0 391 0 0 0 0 1 3 2 0 0 4 07 1 3 0 000 3 4 5 0 0 0 0 0 1 2 11 3 6 4 12 0 0 0 3 20 11 2 29 0 3 13 95 29 94 138 ." 0 0 0 0 0 0 0 0 0 000 0 0 0 0 1 1 0 0 0 005 0 2 0 OOO 0 0 0 0 0 0 0 0 1 59 8 5 5 12 0 0 0 0 6 4 2 29 0 1 2 2 13 54 33 0 0 0 0 0 0 0 0 0 9 23 3 0 0 0 1 2 4 9 3 0 45 13 2 6 1 000 5 10 12 0 0 0 0 0 6 3 13 8 6 1 9 0 0 0 8 38 26 0 1 0 2 18 168 49 120 250 ENGINE DEPARTMENT Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah 0 0 0 0 0 1 0 0 0 100 0 0 0 0 0 0 0 0 0 000 0 0 0 000 0 0 2 0 0 0 0 0 0 0 r 1 000 0 0 0 0 0 0 0 0 0 000 Totals 1 1 4 Port Totals All Departments All Groups Class A Class B Class C DECK DEPARTMENT Port Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Port Arthur Algonac St. Louis Piney Point Paducah Totals ••REGISTEREDON BEACH All Groups Class A Class B Class C 0 0 0 0 0 0 0 0 0 000 0 0 0 0 0 0 0 0 0 000 0 0 0 000 0 0 0 0 0 0 0 0 0 1 3 1 000 0 0 0 0 0 0 0 0 0 000 1 3 1 0 0 0 0 0 1 0 0 0 100 0 0 0 0 0 0 0 0 0 000 1 0 0 000 0 0 4 0 0 0 0 0 0 2 2 2 000 0 0 0 0 2 0 0 0 0 212 6 5 9 STEWARD DEPARTMENT ' 0 0 0 000 0 0 0 000 0 0 0 0 0 0 0 0 0 002 0 0 1 000 0 0 "0 0 0 0 000 0 0 0 000 0 0 0 1 4 0 0 3 0 129 2 9 12 32 104 154 0 0 0 000 0 0 0 000 0 0 0 0 0 0 0 0 0 000 0 0 0 000 0 0 0 0 0 0 000 1 0 0 000 0 0 0 0 1 0 0 3 0 000 1 4 0 15 61 34 •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. 0 0 0 000 0 0 0 000 0 0 0 0 0 n 0 0 0 003 0 0 1 000 0 0 1 0 0 0 OOn 0 0 l OOo 0 0 n 1 o 0 0 n 26 9i 3 9 29 58 134 288 �Mobile The Dolphin Is. Drawbridge on the Intracoastal Canal Waterway was washed away by Hurricane Frederic on Sept. 12. It will take two years to rebuild. New Orleans Norfolk The new contract for Boatmen at Cape Fear Towing Co. of Wilming­ ton, N.C. has been "signed, sealed and delivered." At the Stone Towing Co. also in Wilmington, Boatmen there are still on strike against the company. Contract negotiations have begun for Boatmen at the Swann Launch Co. here. Plney Point A new contract was signed for Boatmen working for the Steuart Petroleum Co. here. Great Lakes On Oct. 8, the Great Lakes Dredge and Dock Co. began its annual fall dredging of the Cayahoga River in the port of Cleveland. Zenith Dredging started a dredging job up in the port of Duluth. The ST Ogden Columbia (Ogden Marine) stranded in the port of Duluth during the grain millers strike, was the first tanker to load on grain at the end of the beef. Settlement of the beef lead to the recall to return to work of Boatmen aboard Lakes' tugs and docking vessels. 'f Construction of a new $50-million bridge between the twin grain ports of Duluth and Superior, Wise, will help to provide jobs for the Boatmen of the Johnson Brothers Dredge Co. of Wisconsin and put other maritime workers to work there. A considerable amount of dredging supplies will also be required. Houston Contract negotiations at Dixie Carriers and the Higman Towing Co. here are due to start next month. f On Nov. 1, two more new tugs will be delivered to G KNOW YOUR RIGHTS H Towing here. Arbitration with Dixie Carriers on computation of the Cost of Living Adjustment (COLA) retroactive to Apr. 6 for the company's Boatmen is slated to begin late this month. Jackson and Tampa The new hopper dredge Sugar Island (Great Lakes D & D) started a dredging Job in St. Augustine, Fla. Jacksonville Port Agent Leo Bonser was elected a Clay County (Fla.) delegate to the Democratic Party Presidential Convention to be held next month in St. Petersburg, Fla. * it' The new tug Gulf Star (Sheridan Towing) was in service this month in the port of Tampa. Mississippi River System Four crewmen aboard the steamboat Mississippi Queen (Delta Steamboat) were hurt on the afternoon of Sept. 7 when the 376-foot sternwhceler collided with the 38,000-ton Panamanian tanker Spes on the river near Norco, La. Also 40 feet of the steamboat's railing on the third deck amidship was damaged. The 753-foot tanker had a small gash in her bow. The Queen with 500 passengers was sailing from St. Louis to New Locks and Dam 26 A court ruling to decide the fate of the new Locks and Dam 26 on the Mississippi at Alton, 111. is expected to be handed down soon in Washington, D.C. The trial in U.S. District Court to halt construction of the facility by railroad and environmental groups ended this month. Red River Waterway Project The U.S. Corps of Engineers last month awarded four contracts worth more than $8 million for revetment work on the Red River Waterway Project. The waterway will allow year-round navigation between Shreveport, La. and the Mississippi with six locks and dams. 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 oliicer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. FINANCIAL REPORTS. The constitution of the SIU Atlantic, 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. A!i 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 are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: Frank Druzak, Chairman, Seafarers Appeals Board 275 - 20th Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship of 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. Cotisequently, 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 vt/hich he is entitled, he should notify Union headquarters. patrolman or other Union olficial, 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 purpo.ses of any individual in the Union, officer or member. It has al.so 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, I960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circum­ stances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are u.sed to further its objects and purposes includ­ ing, but not lirniieu to, furthering the political, social and economic interests of maritime workers, the pre.servation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a con­ dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seaf arers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Sup­ port SPAD to protect and further your economic, poli­ tical and social interests, and American trade union concepts. If at any time a menibcr feels that any of the above rights have been violated, or that be has been denied his constitutional right of access to Union records or infor­ mation, he should immediately notify SIU President Paul Hall at headquarters by certified mail, return receipt requested. The address is 675 - 4th Avenue, Brooklyn, N.Y.II232. October 1979 / LOG / 29 �p .•i"" f Abner Alonzo Abrams Jr., 57, joined the SIU in 1942 in the port of Mobile sailing as a chief electrician. Brother Abrams sailed 35 years. He was on the Delta (N.O.) Shoregang from 1975 to^ 1979. Seafarer Abrams was born in Alabama and is a resident of Picayune, Miss. John Lawrence Buckley, 65, joined the SIU in the port of Seattle in 1960 sailing as a QMED, junior engineer and electrician. Brother Buckley sailed 30 years. He is a veteran of the pre-World War II U.S. Army. Seafarer Buckley was born in San Francisco and is a resident of Edmonds, Wash. Milton Gerome Broussard, 65, joined the SIU in the port of Houston in 1962 sailing as an AB and ship's delegate. Brother Broussard sailed 28 years. He is also a machinist and rigger. Seafarer Broussard is a veteran of both the pre-World War II U.S. Navy and the World War II U.S. Army. Born in Rayne, La., he is a resident of Baker, La. John David Cantrell, 55, joined the SIU in 1944 in the port of Mobile sailing as a chief electrician. Brother Cantrell was born in Mobile and is a resident of Whistler, Ala. Angelo Paul Cinquemano, 57, joined the SIU in the port of New York in 1962 sailing as a chief cook. Brother Cinquemano sailed 28 years. He also sailed as a ship's delegate on the C/S Lorif^ Lines. Seafarer Cinquemano hit the bricks in the 1961 Greater N.Y. Harbor beef. And he is a veteran of the U.S. Army in World War II. A native of Brooklyn, N.Y., he is a resident of San Diego, Calif. Clarence Conkle, 56, joined the SIU in 1943 in the port of New York sailing as an oiler. Brother Conkle was born in Moundsville, W. Va. and is a resident of Glen Easton, W. Va. Albert James Costello, 66, joined the SIU in the port of San Francisco in 1967 sailing as a bosun. Brother Costello sailed 22 years. He is a veteran of the pre-World War II U.S. Coast Guard and the World War II U.S. Army. Seafarer Costello was born in San Francisco and is a resident of Sattahip, Cholburi, Thailand. Major Theodore Costello, 65, joined the SIU in 1938 in the port of Miami, Fla. sailing as a bartender and chief steward. Brother Costello was picket captain in the 1939 Miami P & O beef. He was born in New York City and is a resident of Redondo Beach, Calif. Rafael Carbone D'Angelo, 72, ioined the SIU in 1945 in the port of New York sailing as a deck and junior engineer and assistant elec­ trician. Brother D'Angelo was born in Italy and is a naturalized U.S. citizen. He lives in Atlanta, Ga. 30 / LOG / October 1979 Asterio Delgado Muentes Sr., 64, , joined the SIU in 1947 in the port of Norfolk sailing as a cook and bartender. Brother Muentes sailed 44 years. He was born in Manta, Ecuador and is a naturalized U.S. citizen. Seafarer Muentes is a resi­ dent of New Orleans. Pensia John Lionel Flint, 62, joined the Union in the port of Chicago in 1971 sailing as a deckhand for the Hannah Marine Co. in 1968 and the Great Lakes Dredge and Dock Co. Brother Flint was a former member of the NMU from 1939 to 1946. He is a veteran of the U.S. Army in World War II. Laker Flint was born in Whiting, Ind. and is a resident of Bay Park, Mich. James Bernard "J. B." Morton, 63, joined the SIU in 1938 in the port of Mobile sailing as a chief steward. Brother Morton sailed 42 years. He was born in Alabama and is a resident of New Orleans. Arthur Fleger "Art" Garrettson, 65, joined the Union in the port of Alpena, Mich, in 1954 sailing as a fireman-watertender for the Ameri­ can Steamship Co. Brother Garrett­ son sailed 27 years. He was born in West Virginia and is a resident of Seth, W. Va. Bernard Floyd Overstreet, 62, joined the SIU in 1946 in the port of Mobile sailing as a deck engineer and ship's delegate. Brother Overstr^^ was born in Whatley, Ala. and is a resident of Mobile. Howard Norman Negard, 66, joined the Union in the port of Duluth, Minn, in 1961 sailing as an oiler and linesman for the Great Lakes TowingCo. from 1944 to 1979. He was born in Duluth and is a resident there. Joseph John Quartararo, 63, joined the SIU in the port of New York in 1956 sailing as a firemanwatertender. Brother Quartararo was also a fisherman. He took part in the organizing drive of the Robin Line in 1957 and walked the picket line in both the 1961 N.Y. Harbor beef and the 1962 Robin Line strike. Seafarer Quatararo was on the SeaLand (Oakland) Shoregang from 1972 to 1978. In 1970, he attended the Piney Point Crews Conference No. 10. Born in the Bronx, N.Y., he is a resident of San Francisco. Edelmiro Albarran, 62, joined the SIU in 1938 in the port of Baltimore sailing in the steward department for 43 years. Brother Albarran was on the picketline in the 1961 N.Y. Harbor strike and the 1965 District Council 37 beef. He was born in Ponce, P.R. and is a resident of the Bronx, N.Y. Woodrow Wilson Reid, 64, joined the SIU in 1944 in the port of Baltimore sailing as a chief steward. Brother Reid was born in South Carolina and is a resident of Balti­ more. Zygmund Wydra, 59, joined the SIU in the port of New York in 1952 sailing as a 2nd cook. Brother Wydra sailed 32 years. He is also a pattern­ maker. And he is a veteran of the U.S. Army in World War 11. Seafarer Wydra was born in Mt. Carmel, Pa. and is a resident of San Francisco. George Daniel "Red" Brady, 61, joined the SIU in the port of New York in 1950 sailing as a bosun. Brother Brady also sailed as a chief purser aboard the5'5' Robert C. Grier (Isthmian). He was also a Union organizer. And at one time he was an NBC radio announcer in Chicago, 111. Seafarer Brady was born in Nebraska and is a resident of Grand Island, Neb. Harold Amos Thomsen, 66, joined the SIU in 1946 in the port of New York sailing as a wiper. Brother Thomsen sailed 37 years. He was born in Medford, Wise, and is a resident of Seattle. Boleslaw Derol, 66, joined the SIU in the port of New York in 1955 sailing as a fireman-watertender. He sailed 32 years. Brother Derol attended the District 2 MEBA School of Marine Engineering, Brooklyn, N.Y. in 1967. He received a 1960 SIU Personal Safety Award for sailing aboard an accident-free ship, the SS Seatrain Georgia. Seafarer Derol was born in Poland and is a naturalized U.S. citizen. He resides in Kings Park, L.L, N.Y. •• K" PL Nillo Veikko Reitti, 62, joined the SIU in 1947 in the port of New York sailing as a chief electrician. Brother Reitti sailed 43 years. He was also a fisherman. Seafarer Reitti was on the picketline in the 1961 N.Y. Harbor strike and the 1965 District Council ^ native of Finland, he is a naturalized U.S. citizen and a resident of Brooklyn, N.Y. Felix Herminio Serrano, 65, joined the SIU in 1941 in the port of New York sailing as a bosun and in the steward department. Brother Serrano was on ihe Sea-Land (San Juan) Shoregang from 1964 to 1979. He hit the bricks in the 1961 N.Y. Harbor beef. A native of Ponce, P.R., he is a resident of Rio Piedras, P.R. Philip Swing, 65, joined the SIU in 1939 in the port of New Orleans sailing as a 2nd cook. Brother Swing received a 1960 Union Personal Safety Award for sailing aboard an accident-free ship, the SS Steel Surveyor. He was born in New Orleans and is a resident of Gretna, La. Willard Clinton Griffith, 64, joined the Union in the port of Mobile in 1956 sailing as a cook and baker and AB for the Mobile Towing Co. from 1939 to 1979. Brother Griffith is also a pipefitter. He was a former member of the NMU. Born in Mobile, he is a resident there. \ �fight for what we felt we deserved." Willie knows what he's talking about because he's been through it all many times over his 40 years as an SIU member. He went to work on the rivers at the age of 16, sailing as deckhand. 40 Years a Riverman, He Recalls ^Good O/e Days' A i H, the good ole days of nickel beers and penny candies! But anyone who's been through the good ole days will probably tell you that the 'good ole days' weren't so hot. Charles "Willie" Koch was through the 'good ole days' on the Mississippi River. And as he'll tell you, they were downright lousy. Willie started working on the Mississippi as a deckhand with Whiteman Towing in 1935 in the port of New Orleans. There were no unions on the rivers at that time. And as Willie will tell you, the companies took complete advantage of the situation. His first boat was a real 'sweet­ heart.' She was a harbor boat. Pay was $1.57 a day. There were abso­ lutely no sanitary facilities on the boat at all. If nature called, you answered over the side. The men worked straight through from 5:30 a.m. to 6:30 p.m. The only time the men got overtime pay was if the boat stayed out beyond 9:00 p.m. But as Willie says, "we always seemed to get back in at 8:50 p.m. and never got a cent of overtime." These were only some of the indignities suffered by the boatmen of the 'good ole days.' Brother Koch also will tell you that there was a two pot system back then—that is, the captain got one kind of food, the crew got the leftovers. Willie distinctly remembers a day when he walked into the galley and saw beef stew on the burner. He and the rest of the deckhands got rice and beans that night for dinner. He also knew of boats where the dinner dish was a tin plate nailed to the table. The food was slopped down on it. And when vou were done eating the cook came along with a rag and wiped^it "clean." SIU Brought Change Things have changed on the rivers, however. And Willie attri­ butes the changes for the better solely to the SIU and other Unions which began organizing back in the late 30's. Willie became a part of the SIU family in 1939 when he helped organize Whiteman Towing for the Union. He has been a member ever since. And for all but a few years when he sailed deep sea, Willie has been working as a river boatman. He recalls that things started changing for the better on the rivers as soon as the SIU started organiz­ ing. He says he has experienced continual improvement in wages and working conditions over the years, thanks to the efforts of the Union. /• . ,' -A ' X- -y"* f • 1 Boatman Charles "Willie" Koch has been an SIU Boatman for 40 years. He says, "we were very militant back then and we weren't afraid to Today, he has a Chief Engineer's license for 5,000 hp vessels. And he has a 1st Assistant Engineer's License, Unlimited. Willie could sail deep sea if he wanted to. But he likes the rivers. He has been working for American Commercial Barge Lines since 1962. He has been Chief Engineer on the towboat Clyde Butcher for the last 14 years. He says he's going to stay on that boat "until it breaks down or I break down." Like so many people who have been through the tough times, Willie tells it like it is. He has confidence in himself, in his fellow Boatmen and his Union to keep beneficial changes happening. Times have changed in 40 years. But the need to advance has not changed. Willie has come a long way with the SIU. And as he says, "I really believe that we're going to go a lot further. All it will take is pride in ourselves, our jobs, and pride in our Union." DISDiilcliers RCDMI for Groat lalios SEPT. 1-29,1979 'TOTAL REGISTERED All Groups Class A Class B Class C TOTAL SHIPPED All Groups Class A Class B Class C "REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT Algonac (Hdqs.) 48 19 4 63 84 6 26 13 8 3 24 14 13 1 12 28 90 66 80 104 ENGINE DEPARTMENT Algonac (Hdqs.) 37 17 9 56 52 STEWARD DEPARTMENT Algonac (Hdqs.) 11 4 0 26 23 ENTRY DEPARTMENT Algonac (Hdqs.) Totals All Departments 45 110 26 0 0 0 141 150 39 145 159 10 94 •"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. New Boat and Barge Building Setting Records Under Title XI In the last decade, the U.S. fleet of new tugs, towboats and barges has experienced tremendous growth. In 1979 alone, boat and barge building activity topped the 2,000 mark. The dramatic increases in inland vessel construction are, in large part, a result of passage of the 1970 Merchant Marine Act. That legisla­ tion extended the Federal govern­ ment's Title XI construction loan and mortgage guarantee program to the inland water transportation industry for the first time. Under Title XI the government provides an inland vessel operator with up to 87.5 percent in mortgage insurance and construction loans to build a new piece of equipment. Passage of the 1970 Merchant Marine Act was due mainly to the diligent efforts of the SIU. The eight tugs and barges. This year, close to 2,000 pieces of equipment i Union fought to gel Title XI aid have been built with the aid of $473 ^ extended to tug and towboat opera­ tors because the program could give million in Title XI funds. And an additional 200 applications are still a big boost to the inland fleet. pending. That's exactly what happened. "We expect Title XI activity to Assistant Secretary of Commerce for Maritime Affairs Samuel B. continue to increase," Nemirow Nemirow recently credited Title XI said, adding that the Maritime Administration was acting to spur as "a catalyst in the upgrading and expansion of the inland waterways the growth of the funding program. Nemirow noted some concrete fleet." Speaking this month before the steps MarAd has taken which support claims that they are working National Waterways Conference in Memphis, Tenn., Nemirow pre­ to encourage inland operators to sented statistics to document the apply for Title XI assistance. continuing success of the Title XI Cutting down on bureaucratic red tape by standardizing. Title XI program. In 1970, the Maritime Admini­ application forms is the "most stration chief stated, a total of $3 significant" action Marad has taken, million in Title XI aid helped finance Nemirow said. He also pointed out that regional Marad offices now have the authority to okay Title XI applications of less than $5 million. The remarkable success of the Title XI program for the inlpnd fleet can be seen right in the SIU's backyard. Since 1970, two SIUcontracted inland companies. Na­ tional Marine and American Com­ mercial Barge Lines, alone have received Title XI funding to build 35 new towboats and nearly 450 barges between them. That kind of vessel construction activity is the reason the SIU fought so hard for the Title XI program in the 1970 Merchant Marine Act. New boats mean newJobsforSIU boatmen. And a bigger, stronger fleet means increased job security for all SIU members. October 1979 / LOG / 31 !r �mm Tbe Lakes Picture Algonac The SlU-contracted Mj V Indiana Harbor, American Steamship Co.'s newest thousand footer, broke the record for the largest single cargo ever loaded on the Great Lakes.The Indiana Harbor topped the old record of 68,912 net tons when she carried 70,171 net tons of iron ore pellets between Two Harbors, Minn., and Indiana Harbor, Ind. The vessel took on her first SIU crew last August, a month after her christening. She's the eighth addition to American Steamship's fleet since 1973, when the company began its shipbuilding program. * * * * The SlU-contracted carferry Chief Wawatam aised the same flag she flew back in 1911 to mark the 68th anniversary this month of her first transit across the Straits of Mackinac. Frankfort Plans to repair the Arthur K. Atkinson (Michigan Interstate Railway Co.) are at a standstill right now. Repair work on the carferry's shaft is finished but she hasn't yet been sent to the shipyard for general renovation work, khe delay occurred because some of the repair costs are apparently going to be higher than originally estimated. Since the work is being jointly funded by the states of Michigan and Wisconsin, both have to approve the revised costs before work can continue. \ h.e Atkinson was originally expected to return to active service by the end of the year but that time schedule doesn't look likely now. Duluth The three month strike by grain millers at the Port of Duluth was settled late last month and both deep sea and Great Lakes ships began loading grain immediately. No grain had been shipped out of the port since July as other unions honored the strike by members of Local 118 of the American Federation of Grain Millers against eight grain companies. As soon as the new contract was ratified the grain millers returned to work and the 22 salties in the port began loading grain. First to take on her cargo was the SlU-contracted Ogden Columbia, on-loading in a '-ecord one-and-a-half days. In addition, most of the SlU-contracted Delta Panama Committee With a smile of approval, Hdqs. Rep Teddy Babkowski (seated center) gives his well done to the crewmembers and the Ship's Committee of the SS Delta Panama (Delta Lines) at a payoff at Brooklyn's 39th St. Pier in the port of New York on Aug. 23. They were (seated I. to r.) AB Fred Galvin and Deck Maintenance David Bonefont. Standing (I. to r.) were Chief Steward Roosevelt Robbins, secretaryreporter; Deck Delegate N. Sala, Steward Delegate John VIcLain, Chief Electrician Jack Marcario, educational director; Bosun William Babbitt, ship's chairman and Engine Delegate John Penrose. 32 / LOG / October 1979 • • » Because no grain moved out of Duluth during the grain miller's strike the Western Great Lakes Ports Assn. is requesting an extension of the shipping season to whittle down the backlog of grain in the port. In letters to President Carter, Great Lakes Congressmen and administrators of both the American and Canadian sides of the St. Lawrence Seaway, the Association asked to have the Seaway's closing dates moved up from Dec. 15 to Jan. 1. However, an official of the U.S. St. Lawrence Seaway Development Corp. said the extension is doubtful. Water temperature, he said, is already below what it was at this time last year and an extension of a few days might not be possible. * * * Despite the halt in grain traffic, cargo handling at the Port of Duluth is up over last year's tonnage figures. The port has handled nearly 27 million net tons of waterborne cargo in the first eight months of this year compared to 25.3 million for the same time period in 1978. While grain shipments were down, iron ore, the port's major commodity, showed a 16 percent increase over last year. Cleveland * Though the Indiana Harbor usually makes a Minnesota/Indiana run, she travelled up the St. Clair River this month, giving SIU members at the Algonac Union hall a chance to see her in action. The vessel picked up a load of taconite in Detroit and was bound for Great Lakes Steel dock. * Kinsman fleet's grain ships have begun moving grain out of Duluth to other Great Lakes ports. A recent report published in the quarterly "Mid-American Outlook" claims the Great Lakes are one of America's "economic assets," but that the water network is "underutilized." In order to take full advantage of the Great Lakes/St. Lawrence Seaway system, the report called for an extended shipping season and for construction of a lock 1500 feet long and 150 feet wide at the Soo. Macklnae Island Tourists are drawn to Michigan's Upper Peninsula during the summer when it's prime time on Mackinac Island. The Island, which can only be reached via the SlU-contracted ferries that cross the Straits of Mackinac, is a beautiful and popular resort. If all goes according to plan, Mackinac Island may soon have another tourist draw, the former Great Lakes cruise ship South American. The South American was among the most popular of the American cruise fleet in the early part of the century. At that time, scores of passenger vessels made their leisurely way across Lakes Erie, Michigan, Huron and Superior, carrying 400-500 passengers per trip. Popular destinations in the days before factories changed the face of the shoreline and pollution marred the Lakes themselves were Montreal, Duluth, Chicago. Buffalo, Cleveland and Detroit as well as Mackinac Island. In the mid-1960s, the Coast Guard adopted new regulations which had an impact on the Great Lakes cruise industry. Because of a series of tragic fires on foreign flag passenger vessels in the Atlantic, the Coast Guard banned overnight passenger vessels with wood in their superstructures. In 1967 the SIU purchased the South American from her original owner, Georgian Bay Line. Plans to use the vessel as a training ship didn't pan out so she was re-sold by the Union. Current plans for the South American are to tow her to Mackinac Island where she'll be restored to her former glory and used as a museum. Delta Peru Log reader Roscoe Rainwater, steward delegate (seated) looks nonplussed as the happy Ship's Committee of the SS Delta Peru (Delta Lines) stand up for a photo at a Aug. 24 payoff at the 39th St. Pier, Brooklyn, N.Y. They were (I. to r.) Recertified Bosun Peter Sernyk, ship's chairman; Engine Delegate Alan Nelson. Deck Delegate Tony Ferrara, Chief Steward Walter Fitch, secretary-reporter; Chief Pumpman George Muzzicca and Chief Cook Ralph Bollara. • �UPGRADING Stewardess, 71, Waiter, 31, Get Lifeboat Tickets !Q. \, SIU Representative Ed Turner congratulates Marie (Dorsiglia and Vince Coss for having successfully passed the lifeboat class at the Andrew Ruruseth School of Seamanship in San Francisco. It builds your future It builds your security LNG—December 10 •J You're never too young nor too old to get a lifeboat ticket. The truth of that was made dramatically clear in San Francisco when two SIU members were certified as Lifeboatmen together. Veteran stewardess Marie Corsiglia got hers at the vintage age of 71 years, while waiter Vince Coss got his at a more tender age of 31 years. Both members graduated together from the Andrew Furuseth School of Seamaiisliip, operated by the SUP. As members of the former Marine Cooks & Stewards, neither Vince nor Marie were required to have lifeboat tickets. But now that they're SIU members they have gone along heartily with the SIU policy of having every member of the union become a certified lifehoatman. Council Grove Committee Diesels for QMED's—November 26 FOWT—November 26 AB—November 23 Steward—December 10 Chief Cook—December 10 Cook and Baker—December 10 Towboat Cook—December 10 Lifeboat—November 22; December 6, 20 Tankerman—November 22; December 6, 20 Conveyor Department Course—February IL 1980 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! First-tripper, Wiper Bill Lundy (standing left), is withi a shipmate and the Ship's Committee of the ST Council Grove (lOM) at a payoff on Aug. 23 at Stapleton Anchorage, 8.1., N.Y. after unloading crude at St. Croix, V.I. With him are (standing ' I. to r.) Wiper Wendell Allen and the Ship's Committee of Engine Delegate Mike Berry and Bosun L.C. Rich, ship's chairman. Seated (I. to r.) are Chief Steward Emmons A. Kirshharr, secretary-reporter; Deck Delegate Robert Myers and Steward Delegate Curtis L. Brodnax. Notke to Members On Job OiHProredure 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 INLAND October 1979 / LOG / 33 �Labor Says U.S. Savings Bonds a Sound Investment A number of labor bodies have endorsed U.S. Savings Bonds as a safe and sound way to invest. In a letter to affiliates and members, the AFL-CIO's Food and Beverage Trades Department notes, "The U.S. Savings Bond Program has been for many years^ way for workers to both put something aside for the future and support their country." Bonds issued after June 1, 1979 receive six-and-a half percent interest if held to maturity. Maturity remains at five years for E Bonds and ten years for H Bonds. The former interest rate was six percent. The letter further points out that "the new rate applies also to all outstanding bonds." In another letter, the AFL-CIO Railway Employees' Department points out some of the ways that Savings Bonds can be purchased. "Bonds are easy to buy," writes President James E. Yost. "The Payroll Savings Plan permits Savings Bonds to be purchased through regular allotments from pay. Bonds may also be purchased regularly at banks through the Bond-A-Month Plan, or over the counter for cash at banks, savings and loan associations, and other financial institutions qualified as issuing agents. In addition. Bonds may be bought over the counter as gifts at most financial institutions." The U.S. Savings Bond Program comes under the auspices of the Treasury Department. In literature put out by the Department's U.S. Savings Bond Division, it's pointed out that "The Savings Bond was designed to make it impossible for any purchaser, however lacking in financial experience, to suffer loss under any conditions." Th^Pivision notes other positive points for owning Savings Bonds. Among them: • Bonds are "indestructible." Any Bond lost, stolen, mutilated or destroyed will be replaced at no charge. Interest rates are guaranteed to maturity. A person can never get back less than he pays in. Bonds are liquid a.ssets which may be cashed in after a minimal holding period—two months for E Bonds; six months for H Bonds. Navy Bosun/Mate Now a 2nd Mate Thanks to SlU Talking about how he decided to earning more money as a 2nd mate become a Boatman a few years with the company. Talking about the Harry Lundeago, 49-year-old Ray Alcorn said, berg School where the Scholarship "it comes kind of natural." Brother Alcorn was a bosun-mate Program is conducted. Brother in the Navy and when he retired Alcorn said, "The School is just from the service hecontinued to earn absolutely great for helping guys improve themselves." his living on the water. He added, "If you're weak in a In 1977 he joined the SIU in New Orleans and worked with Dixie particular subject, there's someone Carriers for awhile. Then he went to who will help you. I can't say enough Crowley Towing and Transporta­ for the School." The T.I. Towboat Operator tion which is nearer to his home in Scholarship Program which is given Neptune Beach, Fla. Alcorn was an AB with Crowley in cooperation with the SIU, pro­ when he went throught theTranspor- vides a weekly stipend of $125. Also, tation Institute Towboat Operator tuition, room and board, and books Scholarship Program. Now he's are free during the Program. Further, time spent in on-the-job training counts as the equivalent of wheelhouse time. Also, day-for-day work time credit is given for HLS entry graduates. The Transportation Institute is a Washington, D.C.-based educa­ tional and research organization for the maritime industry. It is com­ posed of 174 companies involved in harbor, inland, and deep sea opera­ tions. Anyone wishing to apply for the Program should contact an SIU representative or write to; T.I. Towboat Scholarship Committee, Harry Lundeberg School, St. Mary's County, Piney Point, Md. 20674. Help Your Brother Down the Road to Sobriety eeing a blind man walk down a street makes the rest of us thankful for our sight. Perfect strangers, as well as friends, don't hesitate to offer a guiding arm to the blind because we all think it must be a terrible thing to be unable to see where you're going. An alcoholic can't see where he's going either, only 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 hell get the support of brother SIU members who are fighting jjj the same tough battle be is back to a healtby, productive alcohol-free life. The road back to sobriety is a long one for an alcoholic. But because of ARC, an alcoholic SIl^ member doesn't have to travel the distance alone. And by guiding a brother Seafarer in the direction of the Rehab Center, youll be showing him that the first step back to recovery is only an arm's length away. S I I 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. I Address (Street or RED) (City) (State) Telephone No. ... Mail to. THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 or call, 24 hours-a-day. (301) 994-0010 34 / LOG / October 1979 I (Zip) I I I �30 Seafarers Cited for Bravery, Courage 2 SlU Members Given Awards by AOTOS Committee M ORE than 30 Seafarers aboard five SlU-contracted ships were honored for courage, heroism and outstand­ ing seamanshfp as the U.S.-fiag merchant marine paid tribute to their own at the 10th Annual Admiral of the Ocean Sea Awards last month. All together, 13 American merchant ships and more than 100 crewmembers were saluted for their roles in rescues at sea. In addition, the title of "Admiral of the Ocean Seas," was bestowed on Joseph T. Lykes, Jr., chair­ man of Lykes Bros. Steamship Co., for his leadership in re­ opening American-flag steam­ ship trade with China earlier this year. .'rj SIU member Hernando Salazar, a QMED aboard the passen­ ger vessel SS Delta Panama, was presented with the AOTOS "Mariner's Rosette" for saving the life of an elderly passenger. In total disregard for his own safety Salazar dove in after the passen­ ger who'd fallen off a launch and was being swept away in heavy seas. Brother Salazar shrugged off his heroics with the words: "I've always been a strong swimmer. I'm just happy I was able to lend a hand." Also awarded the Mariner's Rosette was SIU member Dottie R. Regrut, a waitress aboard the Hong Kong-bound S.S. Presi­ dent McKinley (APL). Dottie's application of the "Heimlich method" on a passenger who was choking on a piece of food saved the woman's life. Seafarer Hernando Salazar (left) is congratulated by SIU Executive Vice President Frank-Drozak after being presented with the AOTOS fvlariner's Rosette for courage, devotion to duty and excellence. Making up the rest of the receiving line at the 10th Annual AOTOS Awards are (rear, l-r): NMU President Shannon Wall, MEBA District 2 President RayfVlcKay, Frank Drozak and MM&P President Robert Lowen. In a letter to the Union follow­ ing Dottie's action, the McKin­ ley'^ captain said "she deserves the highest commendation. Not only that," he added, "she is a great asset to the ship." In addition to the Mariner's Rosettes, awarded to individual crewmembers, AOTOS Mariners Plaques were given to 13 U.S.-flag vessels for "outstanding seaman­ ship in rescue operations at sea." The five SlU-contracted ships recognized for rescue operations ranging from picking up survi­ vors of downed planes to assist­ ing Indochinese boat people were: LNG Aries (Energy Trans­ portation), S.S. Ponce (Puerto Rico Marine Management), S.S. President Roosevelt (APL), S.S. Mayaguez (Sea-Land), and S.S. Manulani (Matson Navigation Co.). The AOTOS awards are just recognition for merchant mari- SIU member Dottie Regrut received the AOTOS Committ&'e'e "Mariner's Rosette" award for saving the life of a choking passenger aboard the SS President McKinley. Dottie was not able to make the AOTOS dinner in New York. However, she was honored for her heroics in ceremonies recently in San Francisco. Above photo shows Dottie (center) holding award she was presented by Tom Patterson, Western regional director of the U.S. Maritime Administration. Others in photo include, from the left: Julius Copeland, chief steward; William Mines, API port steward: Capt. Peter Treguboff, and Roger Boschetti, SIU patrolman. ners whose bravery was respon­ sible for saving the lives of others. But itJs the day-to-day actions of all Seafarers and their ability to work together as a skilled, capable crew that keeps the U.S. merchant marine afloat. Following the presentations of Mariner's Plaques and Rosettes the guests who filled the Grand Ballroom of New York City's Waldorf Astoria Hotel looked on as Joseph T. Lykes Jr., collected the silver statuette which is presented each year to the AOTOS^award winner. In his acceptance speech Lykes urged all segments of the U.S. maritime indlistry to "put aside past differences," to work for the good of the merchant marine. Specifically he asked the indus­ try to pull together for H.R. 4769 the Omnibus Maritime bill which calls for sweeping changes in U.S. maritime policy. This bill is "the biggest maritime event of the year," Lykes said, adding "it affects everyone." Listening to Lykes' speech from the dais were SIU Executive Vice President Frank Drozak, Federal Maritime Commission Chairman Richard Daschbach, 1978 AOTOS winner Rep. John Murphy (D-N.Y.) and many other leaders of U.S. maritime labor and industry. October 1979 / LOG I 35 �Pensioner James Patrick "South Boston Irishman" Conley, 81, passed away in Cerritos (Calif.) Garden General Hospital on Aug. 15. Brother Conley joined the SIU in the port of Mobile in 1957 sailing as a bosun and deck maintenance. He was also a deck and ship's delegate. And he sailed 45 years. Seafarer Conley was elected chairman of a Houston strike committee and helped in organizing drives of Standard Oil tankers in Baytown, Tex. in 1937. And he was a member of the ISU in 1934 and the AFL Riggers Union in 1952. He was a veteran of the U.S. Navy and U.S. Coast Guard before World War H. Born in Cambridge, Mass., he was a resident of Artesia, Calif. Surviving are his widow. Rose; a daughter, Nancy and a granddaughter. Luciano Miilan Herrera, 71, was dead on arrival at M et ropolitan Hospital, New York City on Aug. 29. Brother Her­ rera joined the SlU in 1946 in the port of New York sailing as a 2nd cook. He sailed 42 years. And he walked the pickctline in the 1946 N.Y. Longshore­ men's beef and the 1961 N.Y. Harbor strike. Seafarer Hen era was born in Rio Grande, P.R. and was a resident of New York City. Interment was in Municipal Cemetery, Rio Grande. Surviving are a son, .lose of New York City and a daughter, Eli/.abelh. Pensioner Jo­ seph Suarez Jr., 55. died of heart disease in Char­ ity Hospital, New Orleans on June 28. Brother Sua­ rez joined the SlU in 1949 in the port of New Orleans sailing as a bosun. He was born in Assumption Parish, La. and was a resident of New Orleans. Burial was in St. Louis No. 3 Cemetery, New Orleans. Surviving are his widow. Penny and three sisters, Mrs. Marie E. Burfield, Mrs. Ruby Miller and Mrs. Ethel Adams, all of New Orleans. Pensioner Lee Philip Paupard, 78, passed away on Aug. 6. Brother Paupard joined the Union in the port of Toledo, Ohio in 1951 sail­ ing as a dredge deckhand for the Green Bank Dredge Co. in 1961 and as a dumpman for the Price McClung Co. from 1954 to 1960. He was born in Ohio and was a resident of Toledo. Surviving is a niece, Rose­ mary Giles of Osseo, Mich. Maximo Quinde Cruz, 58, died of injuries in­ curred aboard the SS Delta Ecuador (Delta Line) in Arica, Chile on Sept. 2. Brother Cruz joined the SIU in the port of New York in 1959 sailing as an AB. He upgraded to AB at Piney Point in 1959. And he hit the bricks in the 1961 N.Y. Harbor beef and the 1965 District Council 37 strike. He sailed 28 years. Seafarer Cruz was born in Ecuador and was a resident of New York City. He was a naturalized U.S. citizen. Surviving are his widow, Margarita and his mother. Carmen of Guayaquil, Ecuador and New York City. James Charles Dunlop Sr., 55, died on Aug. 24. Brother Dunlop joined the SIU in 1945 in the port of New Orleans sail­ ing as a bosun. He was a veteran of the U.S. Navy in World War IE Seafarer Dunlop was born in Mobile and was a resident there. Surviving are his widow, Martha; two sons, James of Mobile and Jerry and a daughter, Creda of Mobile. Thomas Alvin McNeil, 45, died of heart-lung fail­ ure in the USPHS Hospital, Brigh­ ton, Mass. on Aug. 19. Brother McNeil joined the SIU in the port of Mobile in 1960 sailing as a 3rd cook. He was a graduate of the Andrew Furuseth Training School, Mobile in I960. Seafarer McNeil was a veteran of the U.S. Army following the Korean War. Born in Megargel, Ala., he was a resident of Mobile. Burial was in Mobile Memorial Gardens Cemetery. Surviv­ ing are his widow, Navis; his mother, Mary of Mobile; his father, Bryant of Monrocville, Ala. and his sister, Carolyn, also of Mobile. Pensioner James Clifford Potter, 54, died of heart failure in the North Carolina Hospital, Chapel Hill on Aug. 18. Brother Potter joined the Union in the port of Norfolk in 1957 sailing as an AB, mate and tug captain for the C.G. Willis Co. from 1953 to 1964. He was a veteran of the U.S. Navy after the Korean War. Born in Lowland, N.C., he was a resident there. Burial was in Lowland Community Cemetery. Sur­ viving are his widow, Mary; two daughters, Ada and Barbara and his parents, Mr. and Mrs. Claude J. Potter. Pensioner Alfred Edison Howse, 56, died of lung-heart failure in the Cullman (Ala.) Medical Center on July 7. Brother Howsejoined the Union in 1944 in the port of Mobile sailing as an AB for Sabine Towing. He was born in Cullman and was a resident there. Cremation took place in the University of Alabama, Department of Anatomy, Birmingham, Ala. Surviving is his widow, Viola of Mobile. Pensioner Jo­ seph Anthony Les­ lie, 83, died of cancer in Baptist Hospital, Miami, Fla. on July 12. Brother Leslie joined the SIU in 1947 in the port of Tampa sailing as a bosun and 3rd mate. He sailed 40 years. And he was a former member of the ISU from 1918 to 1930. Seafarer Leslie was born in Poland and was a naturalized U.S. citizen. He was a resident of Miami. Interment was in Woodlawn Park Cemetery, Miami. Surviving is his widow, Mary. Pensioner As Fario Mortis, 69, passed away on Aug. 8. Brother Morris joined the SIU in the port of Galveston in 1951 sailing as a fireman-watertender. He was born in Buoy County, Tex. and was a resident of Portsmouth, Va. Surviving are his widow, Louise; a sister, Mrs. Lucille Leland of Hous­ ton and a niece, Zelda Denton also of Houston. Pensioner Fritz Nilsen, 73, died of a heart attack at home in Brooklyn, N.Y. on July 25. Brother Nilsen joined the SIU in the port of New York in 1953 sail­ ing as a bosun. He sailed for 34 years and on the Robin Line. Seafarer Nilsen walked the picketline in the 1961 N.Y. Harbor strike. He was a veteran of the U.S. Army in World War 11. And he was born in Norway. Burial was in Ocean View Cemetery, Staten Island. N.Y. Surviving is a stepdaughter, Doris l.ucia of Brooklvn. Pensioner Thomas Russell Parrett, 63, died of a hemorrhage in I. ong Beach (Calif.) Memorial Hospital on Aug. 6. Brother Parrett joined the SIU in 1943 in the port of Baltimore sailing as a 2nd cook. He was born in Missouri and was a resident of Long Beach. Crema­ tion took place in the Harbor Lawn Crematory, Costa Mesa, Calif. His ashes were committed to the deep. Surviving is his widow, Ethelyn. Pensioner Ed­ ward Louis "Ed­ die" Kaznowsky, 67, passed away on Aug. 19. Broth­ er Kaznowsky joined the SIU in 1940 in the port of New York sailing as a chief steward. He sailed as a waiter in 1937. Seafarer Kaznowsky sailed 45 years and during the Vietnam War. And he hit the bricks in the 1961 N.Y. Harbor beef. A native of Carteret, N.J., he was a resident of Perth Amboy, N.J, Surviv­ ing are his mother, Mary of Perth Amboy; a brother, John of Carteret; a sister, Mrs. Josephine McCan of Perth Amboy and a nephew, Edward Clarity. Wong Hwa Fab, 56, died on Aug. 20. Brother Fah joined the SIU in the port of New York in 1959 sail­ ing as an AB, 3rd cook and chief steward. He was also a waiter on the American Banner Line. And he was on the Sea-Land Shoregang in Port Elizabeth, N.J. from 1967 to 1979. Seafarer Fah hit the bricks in the 1961 Greater N.Y. Harbor strike and the 1962 Robin Line beef. A native of Shanghai, China, he was a resident of New York City. Surviving are his widow. So Chan; a son, Samuel; two daughters, Loretta of Brooklyn, N.Y. and Jeanette; a stepson, Ming Wu Lum and two stepdaughters, Ming Me Ham and Ming Hang Lum. Recertified Bo­ sun John Joseph Hazel, 54, died on Aug. 17. Brother Hazel joined the SIU in the port of Baltimore in 1959. He sailed 31 years. And he was a graduate of the 17th class of the Bosuns Recertification Program in October 1974. In 1972, he upgraded at Piney Point. Seafarer Hazel was a veteran of the U.S. Navy and the U.S. Army during the Korean War. Born in Leonardtown-Compton, Md., he was a resident of New Orleans. Surviving are his widow, Dorothy; his mother, Mary of Leonardtown and a sister, Mrs. W.L. Tilton of Cheltenham, Md. Pensioner Wil­ liam Lester Strike Sr., 76, died of heart disease on Aug. 8. Brother Strike joined the SIU in 1947 in the port of New Or­ leans sailing as a fireman-watertender. He sailed 49 years and was a former member of the ISU. Seafarer Strike was born in Maud Nelson. Norway and was a resident of Mankato, Minn, and Wilmington, Calif. Burial was in Green Hills Memorial Park Cemetery, San Pedro, Calif. Surviving are a son. Seafarer William Strike Jr. of Wilmington; a daughter, Mrs. Carol Lee Gilman of Huntington Park, Calif.; and a sister, Mrs. Hazel V. Forshee of El Monte, Calif. Pensioner Luke Thomas Williams, 84, died of heart failure at home in Baltimore on Aug. 10. Brother Wil­ liams joined the Union in the port of Baltimore sail­ ing as a chief engineer on the tug Heil (Curtis Bay Towing) from 1957 to 1958. He worked for the company for 40 years. Boatman Williams was born in Baltimore and was a resident of Brooklyn Park, Baltimore. Burial was in St. Michael's Cemetery, Ridge, Md. Surviving are his wife of 58 years, Elizabeth; two daughters, Mrs. Theresa Wiley and Mrs. Catherine Frank; two brothers, Ernest and Kenneth Williams and two sisters, Mrs. Alverta Silk and Mrs. Rosalie McCalanham, all of Baltimore. 36 / LOG / October 1979 •A �Pensioner Benjamin Frank­ lin Lowrey, 57, was dead on ar­ rival at the Providence Hos­ pital, Mobile on June 4. Brother Lowrey joined the SIU in 1941 in the port of New Orleans sailing as a deck engineer. He was also a plumber and machinist. Seafarer Lowrey was born in Mexia, Ala. and was a resident of Megargel, Ala. Burial, was in Memorial Gardens Cemetery, Monroeville, Ala. Surviving are his widow, Doris; three sons, Samuel, John and Paul of Goodway, Ala. and a daughter, Peggy. Jesse Willard Riley "Tex" Ringo, 62, succumbed to pneumonia in the Poblacion (P.I.) Hospital on June 22. Brother Ringo joined the SIU in 1941 in the port of Baltimore sailing as a bosun. He sailed 46 years. And he was also a member of the SUP. Seafarer Ringo was born in Texas and was a resident of Olongapo City, P.I. Burial was in Naividad (P.I.) Cemetery. Survivingare his widow, Jacinta; two sons, William and Gilbert; a brother, E.T. Ringo of Lindsay, Okla.; and a sister of Wichita Falls, Tex. Angelo Ali, 53, died of a heart attack aboard the 55 Deha Sud (Delta Line) in Santos, Brazil on June 26. Brother Ali joined the SIU • IIHkl in the port of Nor­ folk in 1955 sailing as an AB and cook for 34 years. He was a veteran of the U.S. Navy in World War 11. Born in Bayonne, N.J., he was a resident of Metaire, La. Burial was in Holy Cross Cemetery, North Arlington, N.J. Sur­ viving are his widow, Blanche Lucia; his parents, Mr. and Mrs. Salvatore and Caroline Allegro; three brothers, Anthony, Samuel and Charles; two sisters, Mrs. Nancy Sparacello and Mrs. Rose Carpenter, both of Bayonne; seven nephews, nieces and six great-nephews. Pensioner George Taylor, 82, died of natural causes in the Me­ tropolitan Hospi­ tal Medical Center, New York City on June 23. Brother Taylor joined the SIU in 1939 in the port of New York sailing in the steward department for 54 years. He hit the bricks in the 1961 N.Y. Harbor beef. Born in Jamaica, B.W.L, he was a naturalized citizen and a resident of New York City. Burial was in Fair Lawn (N.J.) Cemetery. Surviving are his widow, Emmaline and a niece, Guin Michaels of New York City. Thomas Wil­ liam Berry, 40, died aboard the 55 Thomas Nel­ son (Waterman) off Jedda, Arabia on Aug. 15. Broth­ er Berry joined the SIU in the port of New Orleans in 1969 sailing as a QMED, deck engineer, 2nd electrician, pumpman, machinist and engine dele­ gate. He was a survivor of the sinking of the rammed 55 Yellowstone (Water­ man) off the Straits of Gibraltar in May 1978. Seafarer Berry attended Piney Point in 1977-78 and the SIU-MEBA District 2 School of Marine Engineer­ ing, Brooklyn, N. Y. He was a veteran of the U.S. Navy in 1956 and was in the U.S. Army Reserves from 1973 to 1975. Born in Tuscaloosa, Ala., he was a resident of Goodsprings, Ala. Surviving are his widow, Loretta of Mobile; his mother, Mrs. Ruby P. Christian of Goodsprings; a stepfather of Birming­ ham, Ala.; two stepsons, Dwaine E. and David Baker and two stepdaughters, Patricia and Cheryl. Pensioner Garvis Franklin Hud­ son, 63, suc­ cumbed to cancer in the University of Southern Ala­ bama Medical Center, Mobile on Aug. 6. Brother Hudson joined the SIU in the port of Mobile in 1951 sailing as a firemanwatertender. He was born in Mississippi and was a resident of Mobile. Burial was in Pine Crest Cemetery, Mobile. Surviving are his widow. Ruby; a stepson, William Marty and a step­ daughter, Mae Torpel. Edward Alfred Wagner, 52, died aboard the 55 Ta­ ma r a G nil den (Transport Com­ munications) at sea enroutc to the » port of Philadel­ phia on July 12. Brother Wagner joined the SIU in the port of New York in 1955 sailing as a bosun. He .sailed 29 years. Seafarer Wagner was a veteran of the U.S. Army in World War 11. Born in Philadelphia, he was a resident there. Burial was at sea. Surviving is his mother, Margaret of Philadelphia. Pensioner Wil­ liam Henry Wal­ ter, 59, died on July 28. Brother Walter joined the SIU in 1942 in the port of Baltimore sailing as a chief pumpman. He was also a machinist. And he was a veteran of the U.S. Navy in World War II. Born in Baltimore, he was a resident there. Surviving is a sister, Mrs. Bertha Anzengruber of Baltimore. J.W. Carr, 48, died aboard an lOT vessel in Puerto Rico on Aug. 9. Brother Carr joined the SIU in the port of Houston in 1970 sailing as a wiper and AB. He attended the Andrew Furuseth Training School in the port of Baltimore in 1958. Seafarer Carr was a wounded U.S. Army veteran of the Korean War. Born in Julip, Ky., he was a resident of Williamsburg, Ky. Survi­ ving are his widow, Joanna; his father. Drew of Williamsburg and a sister, Mrs. Evelyn Parker of Cincinnati, Ohio. Recertified Bosun Earl Paul McCaskey, 58, died of heart fail­ ure in the Univer­ Asity of Southern Alabama Medical Center, Mobile on May 19. Brother McCaskey joined the SIU in 1942 in the port of Mobile. He graduated from the Bosun Recertification Program in May 1974, and completed the HLS LNG Course in 1978. Seafarer McCaskey also attended a 19.70 Piney Point Crews Conference. And he was a veteran of the U.S. Navy in World War 11. Born in Alabama, he was a resident of Mobile and Pearland, Tex. Cremation took place in the Crematory of Northwest Florida, Pensacola. Surviving are a son, Herbert; a brother, S. G. McCaskey of Whistler, Ala.; two sisters, Mrs. Helen M. McNulty of Mobile and Mrs. Margie Burkeen of Pearland and a nephew, Scott Hunter, formerly foot­ ball quarterback for the Green Bay Packers and Atlanta Falcons. I Stephen J. Kokoruda Jr., 55, died of a heart attack on arrival at the Cleveland Metropolitan General Hospital on Apr. 18. Broth­ er Kokoruda join­ ed the Union in the port of Cleveland in 1958 sailing as a dredge deckhand for Dunbar and Sullivan from 1958 to 1975 and for Merritt, Chapman and Scott in 1961. He was a veteran ofthe U.S. Army in World War II. Laker Kokoruda was born in Johnstown, Pa. and was a resident of Cleveland. Burial was in Riverside Cemetery, Cleveland. Surviv­ ing arc his widow, Margaret; two sons, Donald and David and three daughters, Susan, Diane and Jean. Pensioner Christos "Chris" loannis Polichronakis, 59, died in Piraeus, Greece on June 19. Broth­ er Polichronakis joined the SIU in the port of New York in 1960 sailing as a firemanwatertender. He sailed 28 years. Born in Greece, he was a resident of Piraeus. Surviving are his widow, Nachi; a son, Christos; his parents, Mr. and Mrs. loannis and Frini Polichronakis and a brother, Alexander Polichronakis, all of Piraeus. Pensioner Erling H. Nelson, 75, passed away on Apr. 19. Brother Nelson joined the Union in the port of Chicago in 1961 sailing as a deck­ hand and dredgeman for the Great Lakes Dredge and Dock Co. from 1925 to 1969 and for the Merritt, Chapman and Scott Corp. Laker Nelson was born in Oslo, Norway, was a naturalized U.S. citizen and was a resident of Chicago. Surviv­ ing are his widow, Nellie; a son, the Rev. Henry Nelson of Kenosha, Wise, and two daughters, Mrs. Evelyn M. Linne and June of Chicago. Pensioner James Archibald Mitchell, 61, died of natural causes in Bellevue Hospi­ tal, New York City on May 25. Brother Mitchell, joined the SIU in 1947 in the port of New York sailingasa third cook. He sailed 28 years. Seafarer Mitchell was born in Port Auxbasque, Newfoundland, Canada. And he resided in New York City. Burial was in Ocean View Cemetery, Staten Island, N.Y. Surviving arc his widow, Wanda and a daughter, Marilyn. Pensioner Fred Murphy, 80, passed away at Sailors Snug Har­ bor, Sea l.evcl, 1N. C. on June 4. Brother Murphy joined the SIU in 1941 in the port of San Pedro, Calif, sailing as a deck engineer and third assistant engineer during World War 11 for the Calmar Steamship Co. He also sailed during the Korean War. He sailed 47 years. Seafarer Murphy was born in Missouri and was a resident of Norfolk. Surviving is a niece, Violet Cochrane of Jay, Okla. IT Pensioner Wil­ liam Lee Rackley, 64, died of a heart attack in Bayonne, N.J. on June 15. Brother Rackley joined the SIU in 1946 in the port of New York sailing as a chief steward. He sailed 41 years and for the American Coal Co. in 1957. Seafarer Rackley was on the picketline in the 1961 Greater N.Y. Harbor beef and the 1962 Robin Line strike. Born in Wilmington, N.C., he was a resident of Bayonne. He was buried wearing his Union button. Surviving are his widow, Charlotte; a son, William and two daughters, Mary Lee and Beverly. Lester Edwin Sutherland, 62, died of cancer in Sarasota, Fla. on Apr. 30. Brother Sutherland joined the Union in the port of Buffalo in 1965 sailing as an AB and wheelsman for the Gartland Steamship Co. from 1965 to 1966, for McKee Sons and the American Sand Co. from 1970 to 1976. He sailed 23 years. Laker Sutherland was a veteran of the pre-World War II U.S. Navy. Born in Detroit, Mich., he was a resident of Sarasota. Cremation took place in the Hawkins Crematory, Sarasota. Surviving are his widow, Katleen; two sons, Lester Jr. and Patrick and three daughters, Susan, Janet and Linda. October 1979 / LOG / 37 �• *>' •.. --r^ , .- ,f<s.- . 24 New ABs—Count 'Bml They Do Pumproom Maintenance if Here's a recent graduating class of the Pumproom Maintenance Course at the Point. They are (I. to r.) A. Black, B. Eckert, L. Johns, P. Crow and R. Mullen. Four New Welders Recently the Lundeberg School graduated these 24 ABs. Included In the photo are (front to back I. to r.) D. Drinan, W. Burton, T. Llgnos, K. Bluitt, H. Blount, J. Micklos, T. Hagen, K. Nllsen, A. Caulder, E. Gerena, E. Hawks, B. Thurber, P. Wilisch, B. Wilson, J. Limoli, S. Benjamin, B. Holloway, D. Derby, L. Strammen, 8. Kayser and 8. Gateau. Trio Ready to Cook and Bake •Last month Welding Instructor M. Lilly (left) poses witlfthe HLSS graduating class of (I. to r.) R. Mullen, B. Eckert, R. Hiler and V Carraro. Showing off their Piney Point Cook and Baker Course diplomas are graduates R. McElwee, K. Thatcher and J. Wagner. Here are some very good reasons for upgrading to >1 Slew of Celestial Navigators Also last month we had eight Seafarers graduate from the Celestial Navigation Course at the MLS. In front are (I. to r.) Juan Diaz, Tony Colon, Luis Ramos and Al Mitt. In back are (I. to r.) Jim Larkin, Robert Candelario, Charlie Teller and Bob Hoffman. 10 More SiU LNGers Course Starts November 26 To enroll, contact the Harry Lundeberg School. QMED William "Flattop" Koflowitch (front left) got his LNG endorsement recently with (front I. to r.) M. Coyle, E. Sierra, T. Navarre and R. Hines. Also hitting the books at the Point for the course were (back I. to r.) K. Linah, J. Garner, R. Bowen, P. Wolf and F. Mears. 38 / LOG / October 1979 al ?grn33y>-l! (An upgrading application is in this issue of the Log. Fill it out and mail it today!) �Evan Jones III James O'Meara William O. Johnson Seafarer Evan Jones III, 27, graduated in 1977 from the HLS. He up­ graded to AB there in 1978 and had Quarter­ master and LNG training in 1979. Brother Jones was a gunfire control technician in the U.S. Navy from 1970 to 1974. He earned his CPR, firefighting and lifeboat training. And he studied chemistry in college, plays the guitar and canoes. Born in Cleveland, Ohio, he lives and ships out of the port of Houston. Seafarer James O'Meara, 25, is a 1977 graduate of the HLS Trainee Program. There he was a "great student." In 1977 he upgrad­ ed to FOWT, and LNG and QMED this year. Brother O'Meara was a former member of the Retail Clerks Union. He has a boat operators license and has the firefighting, lifeboat and CPR endorsements. A native of Washington, D.C., he lives in Edgewater, Md. and ships from the port of Baltimore. Seafarer William O. Johnson, 53, started sailing as an AB with the SIU in 1974 from the port of Mobile. Actual­ ly he began sail­ ing in the U.S. merchant fleet in 1951 serving in the Navy in World War H. Brother Johnson was a former member of the NMU and Ironworkers and Boilermakers Unions. He earned his firefighting, lifeboat and CPR tickets. Born in Vredenburgh, Ala., he lives in Mobile and ships out of that port city. Lee M. Cook David M. Drinan Seafarer I>ee M. Cook, 24, graduated from the Harry Lundeberg School of Sea­ manship (HLSS) Entry Trainee ^Program, Piney Point, Md. in 1976. He upgraded to FOWT there in 1977 and QMED this year. Brother Cook has his firefighting, lifeboat and cardio-pulmonary resuscitation (CPR) training. Born in Hyannis, Mass., he lives in Brighton, Mass. and ships out of the ports of Boston and New York. Seafarer David M. Drin­ an, 26, began sailing in the deck department v'ith the SIU in 1978 after his graduation from the HLS. This year he upgrad­ ed to AB and LNG. From 1972 to 1974, he was in the U.S. Navy. He has studied mechanical (power) engineering. Brother Drinan was a former member of the United Rubber Workers Union. He has the firefighting, lifeboat and CPR tickets. Born in Boston, Mass., he lives in Woburn, Mass. and ships from the port of Boston. James P. Dernbach Seafarer James P. Dern­ bach, 24, is a 1973 graduate of the HLSS.There he upgraded to FOWT in 1978 and to QMED earlier this year. He holds the life­ boat, firefighting and CPR endorse­ ments. Brother Dernbach also attended college. A native of Mil­ waukee, Wise., he lives in Miller Place, N.Y. and ships from the port of New York. Harry Kinsman, Jr. Seafarer Harry Kinsman, Jr., 23, is a 1977 graduate of the Lundeberg School. Brother Kinsman upgraded to ^ FOWT in 1978 B and to QMED this year. He also has his LNG endorsement. He has his firefight­ ing, lifeboat and CPR endorse­ ments. A native of Tampa, he lives in Zephyr Hills, Fla. and ships out of the ports of Tampa and Jackson­ ville. Robert J. "Buffalo" Orloff Seafarer Robert J. "Buf­ falo" Orloff, 21, graduated from Piney Point in 1977. He was an "outstanding student" there. Last year he upgraded to FOWT. And he has the CPR, firefighting and lifeboat tickets. Brother Orloff studied college chemistry and has built boats and done commercial fishing. Born in Sheepshead Bay, Brrsoklyn, N. Y., he lives there and ships out of the port of New York. Learn the facts about LNG and the new LNG carriers. After attending HLS, you'll know everything you need to work aboard an LNG vessel. This means you'll qualify for the greut pay and good working conditions aboard these ships. Sign up for the LNG course today. Mark S. Rizzo It Starts December 10 Seafarer Mark S. Rizzo, 24, graduated from the Piney Point Entry Proigram in 1976. In 1977 he upgrad­ ed to AB at the ll:; School. Brother Rizzo has his lifeboat, firefighting and CPR' tick­ ets. Born in Brooklyn, N. Y., he lives there and ships out of the port of New York. To enroll, mail the applica tidn in tMs Issue of the Lag to HLS. or contact The Harry Lundeberg School Vocational Education Department Piney Point, MD 20674 (301) 994-0010 SECURITY IN UNITY October 1979 / LOG / 39 1 �Keep US Anchored in Washington LOG Official Piiblicalion of ihr Scafarrrt International Union • Ailantk. Oulf . Lakes and Inland Waters Disimi • AFl. CIO OCTOBER T979 30C A Day Is All It Takes Sign the SPAD check-off Today � 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 October 1979 Description An account of the resource HEADLINES FEDS GIVE OK TO BUILD LNG TERMINAL IN CAL. RELIABILITY MARK OF SIU CREWS AFL-CIO, CARTER REACH ACCORD ON ECONOMY SIU SUPPORTS BILL TO SPURE NEW INVESTMENT IN FISHING CONFERENCE DUMPS MCCLOSKEY SPOILERS SEN. ENOUYE, REP. MURPHY LEAD CHARGE TO WIN STRONG MARITIME AUTHORIZATION BILL BOATMEN RATIFY HISTORIC PACT WITH NATIONAL MARINE FORMER MCS MEMBERS NEED 125 DAYS IN ’79 FOR BENEFITS IN ‘80 GEORGE MEANY TO RETIRE SIU ENGAGES IN J.P. STEVENS PROTEST RALLY IN N.Y. U.S., RUSSIA AGREE ON NEW FREIGHT FOR GRAIN RUN ’75 SCHOLARSHIP WINNER FOUND FORMULA FOR SUCCESS NTSB SAYS U.S.C.G. IS OFF COURSE ON STEERING RULES GEORGE DUNCAN GOIN’ FISHIN’ WITH A $575 PENSION NMC OPPOSES SUBSIDIES FOR U.S. SHIPS BUILT FOREIGN ‘OMNIBUS BILL’ ON THE AGENDA IN CONGRESS.. PRESIDENT CARTER SIGNS BILL TO BAR EXPORT ALASKA OIL U.S. AND SOVIET UNION AGREE ON NEW RATES FOR GRAIN SHIPMENTS NORTHERN TIER PIPELINE OK’D BY INTERIOR JUANITA KREPS RESIGNS AS COMMERCE SECRETARY U.S. DEEP-SEA FLEET SHRINKS BUT OVERALL TONNAGE RISES PATTON NAMED TO HEAD MARITIME SUBSIDY BOARD SCHEDULE HEARINGS ON MARITIME BILL SIU CREWS TUG ROMAIN IN BALTIMORE FARM WORKERS CONTINUE BOYCOTT OF NON UNION ICEBERG LETTUCE NAÏVE YOUNG SEAMEN ROT IN FOREIGN JAILS MTD MUSTERING SUPPORT FOR NORTHERN TIER PIPELINE S-L FINANCE CREW RESCUE KOREANS FROM SINKING SHIP PASSENGER SHIP BILL A STEP CLOSER TO FINAL ENACTMENT SAB ON SHORTAGE ARCHAIC ‘FREE-TRADE’ POLICY CHOKING U.S. FLEET ALASKAN OIL WILL NOT BE EXPORTED CARTER SIGNS BILL RESERVING NORTH SLOPE CRUDE FOR U.S. USE WHY ARE WE IN WASHINGTON? HE CONQUERED THE ATLANTIC UNDER SAIL- ALONE 40 YEARS A RIVERMAN, HE RECALLS ‘GOOD OLE DAYS’ NEW BOAT AND BARGE BUILDING SETTING RECORDS UNDER TITLE XI LABOR SAYS U.S. SAVINGS BONDS A SOUND INVESTMENT NAVY BOSUN/MATE NOW A 2ND MATE THANKS TO SIU 30 SEAFARERS CITED FOR BRAVERY, COURAGE 2 SIU MEMBERS GIVEN SPECIAL AWARDS BY AOTOS COMMITTEE 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 10/1/1979 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. 10 1979 Periodicals Seafarers Log