http://www.seafarerslog.org/archives_old/files/original/6a0773ba95c1df656b41e69684079863.PDF aab0aefe2275830883c315fd3ff204a7 PDF Text Text •r..-—v-r^f^^f^'<^ if, 1 t -S;':' . . ' -H.: . -^r .•. ,: :j'- x-y X Frank Drozak Elected President of MTD page 3 i .'• x,-i ; •Xr t i 'i ! • •' •, . '-f.'f'', t i' "'#^V Official Publication of the Seafarers International Union • Atlantic, Gulf, Lakes and Inland Waters District • AFL-CIO ^ r-~" I FEBRUARY 1980 SlU Crews 1st of 12 Seo'Land Diesels r ..f. • X-"R^ r, •,•.• w• API CIO Mro Execufive m- Board l: -r- Meeting pages 11-14 . I. mM •mr^.-•' V- - 1. Summary Annual Aaip^- Report for Seafarers Pension Plan page 30 Boatmen Crew New Flagship of Notional Marine page 7 jjSry,- ••ilias Wl f- ' •vd/ n m. -m^t �AFL-CIO Sends Prayers, Best Wishes to Paul Ha ...V' When the 35 man Executive Council of the AFL-CiO met for their annual mid-winter meeting this month, there was one of their number not in attendance, SiU President Paul Hail. President Hail, who is senior Vice President of the AFL-CiO, has been hospitalized since last November. Hail's peers on the Executive Council sent him the following letter, which vividly shows the amount of respect and admiration Paul Mali commands throughout the labor movement. Following is the text of that letter:- February 18,1980 I hail the API Dei elecl Dn Tl Boai thei meet beini stati Presi Hf Dear Paul: Your friends and colleagues on the Executive Council want you to know how much we miss you at this session. The clarity of your thoughts, the precision of your language and the strength of your trade union principles have served this Council and the entire labor movement well. The difficulties besetting our nation and the challenges facing our movement summon from each of us the same qualities of leadership and vision that have been the hallmark of your career. The guidance you have long provided this Council will enable us to continue to chart the best course fjor this movements But, most of all, the fact that you and Rose cannot be with us deprives us of your fellowship and gracious friendship. Our prayers and best wishes are with you. Sincerely and fraternally, Signed by: •* LANE KIRKLAND, President THOMAS R. DONAHUE, Secretary-Treasurer Executive Council ^-CIO AFL '-VoOSTWW- • s:; ^ • v v-}^ i.,.: V 41'; Thomas W. Gkasoii S. Frank Raftlry Martin J. Ward Albert Shanker Edward T. Hanley William H. McClennan David J. Fitzmaurice Alvin E. Heaps Fred J. Kroll Wayne E. Glenn Robert F. Goss Peter Bommarito Jerry Wurf A1 H. Chesser Murray H. Finley Sol C. Chaikin Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic Gulf I akpc anH i.,. 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 42, No. 2, February'l980.'(llsN wiM-204^^ 2 / LOG / February 1980 •' .^4 John H. Lyons • Frederick O'Neal George Hardy William Sidell Glenn E. Watts Angelo Fosco J.C. Turner Kenneth T. Blaylock Wm. W. Winpisinger John J. ODonnell Daniel V. Maroney Charles H. Pillard Lloyd McBride Emmet Andrews William H. Wynn John DeConcini District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. and last �Frank Drozak Elected President Maritime Department I N a move that AFL-CIO captain of our good ship done over the years in President Lane Kirkland MTD than Frank Drozak." building the strength and hailed as "the best choice," The MTD Executive political clout of the MTD. the Executive Board of the Board then gave Drozak a Drozak said he is "deter­ AFL-CIO Maritime Trades tremendous vote of confi­ mined to carry out Paul Department unanimously dence by electing him Hall's dream of a U.S. elected the SlU's Frank unanimously as new MTD maritime industry second to Drozak as its new president. president. none throughout the world.w Drozak will now serve as After his acceptance The MTD Executive Board took this action at president of the Maritime speech, Drozak was pre­ their annual mid-winter Trades Department for the sented with the gavel—a meeting on Feb. 14 after remainder of this term of tradition—by MTD Vice being appraised of the health office. MTD officers are President Steve Leslie. Immediately thereafter, status of SIU and MTD elected every two years. The next election will be held at new AFL-CIO President President Paul Hall. the MTD Convention in Lane Kirkland entered the Hall has been hospitalized 1981. MTD meeting to pledge the and very seriously ill since (As reported by the Log Federation's support for last November. last month, the SIU Drozak and the MTD. To insure that the MTD's membership authorized Kirkland, who calls the functions continue to be Frank Drozak to discharge MTD his "old home town," carried out effectively, the the duties of SIU President said that the MTD Execu­ MTD Board made the pending Paul Hall's return tive Board showed "good difficult decision to declare to office. Therefore, in judgement" in electing the president's post vacant. addition to serving as acting Fr^nk Drozak President of After the post was SIU President, Drozak is the MTD. declared open, MTD Vice now President of the Kirkland said that both he President Steve Leslie Maritime Trades Depart­ and Drozak have "big shoes placed the name of Frank ment.) to fill." He affirmed that the Drozak in nomination. In accepting the steward­ best possible tribute that can Leslie, who is also an ship of the MTD, Drozak be paid to Paul Hall is that international vice president vowed to lead the Depart­ the MTD "continue to build of the Operating Engineers, ment in the same direction upon his achievements." said that there could be "no and with the same strength Paul Hall has been better replacement as and fervor as did Paul Hall president of the AFL-CIO for the past 25 years. Maritime Trades Depart­ Drozak paid tribute to the ment for nearly 25 years. INDEX unsurpassed job Hall has Hall built the MTD from a Legislative News Frank Drozak Elected MTD President Page 3 SIU in Washington Pages 9-10 Carter Budget . .Page 16 AFL-UIU"^ President Lane Kirkland called the election of Frank Drozak as President of the MTD "the best choice possible." small, fledgling organization to the largest and politically most potent organizational department of the AFLCIO. As Steve Leslie said, "when Paul Hall took over the MTD it was a leaking ship. But Paul gave it a new hull, overhauled the engines and put together a good crew." Frank Drozak now has the reins of the MTD, an organization representing 43 International Unions with a combined membership of 8 million American workers. As Lane Kirkland said, "I vouch for Frank Drozak's ability to do the job.' Union News Gal Tanner Retires Page 4 Headquarters Notes.. .Page 5 Letters to Editor Page 18 Brotherhood in Action Page 33 At Sea-Ashore Page 17 SPAD Checkoff ... Back Page Tug Triumphs in Fire..Page 8 Great Lakes Picture ..Page 24 Inland Lines Page 34 General News Ship's Digest Dispatcher's Reports; Great Lakes Inland Waters Deep Sea 1 Page 25 Page 28 Page 35 Page 32 Training-Upgrading "A" Seniority UpgradingPage25 Upgrading Schedule ..Page38 Membership News New Pensioners Page 30 Final Departures. Pages 36-37 .HLS Grads Page 22 MTD Vice President Steve Leslie, left, presents new MTD President Frank Drozak with the gavel formally marking the beginning of the stewardship of Drozak as President of the AFL-CIO Maritime Trades Department. Special Features MTD Executive Board Meeting Pages 11-14 More on MTD Mid-Winter Meeting on Pages February 1980 / LOG / 3 . -i i' �r. V- SlU VP. Tanner Retires; A Charter Member I •",1 •- M7" i'-Tk.:, M T was 1935 and a teenage boy wanted to leave the depression behind for awhile by seeing the world. So he took an OS job on a ship out of Tampa, Fla. Well he's back in Tampa now, but Cal Tanner has come a long way from his job as an ordinary seaman. Late last year he retired as vice president of the SIU. From ordinary seaman to organizer to port agent to vice president, Cal Tanner has helped build and strengthen the SIU, making it a powerful and secure labor union for seamen and boatmen. Bom Dec. 27, 1916 in Tampa, his full name is William Calton Tanner. During his first few years of shipping out. Tanner was a member of the old International Seamen's Union. But as soon as the SIU was formed in 1938, he became a charter member. During World War II he sailed in all the war zones as AB and bosun. In 1943 he wason the same ship with Claude "Sonny" Simmons when a torpedo blew • the ship out from under them. Sonny Simmons, like Tanner, later became a high ranking SIU official. Their ship, the 23-year-old Norwalk, was off Cuba when she was struck at about three in the morning. Tanner helped lower the lifeboat and then made it to a raft. When daylight broke the crew was picked up by a Norwegian ore carrier and then transferred to a Cuban gunboat that took them to Cuba. From there they were repatriated to the States. Just before the end of the War in the Pacific, Tanner was asked to come ashore by Paul Hall, who was then SIU New York port agent. Hall wanted Tanner to take part in an organizing drive. What followed in the next two years was the biggest deep sea organizing drive in the history of the maritime labor movement. Spearheaded by Hall, Tanner, Simmons, Lindsey Williams and Bull Shepherd, more than 120 Isthmian ships came under the SIU banner. Tanner was also involved in the Cities Service organizing drive which started during the Isthmian campaign. He took part in numerous other smaller organizing drives over the years. In 1946 Tanner was elected to the office of SIU Atlantic and Gulf District port agent in Mobile, Ala. He assumed that post in 1947 and held it until 1960. In 1947 he was also elected vice president of the Interna­ tional and remained in that post until 1972. While in Mobile, Tanner also became a member of the State Dock Board. In 1960 he was elected as the first executive vice president of the SIU A&G District. Stationed at Union Headquarters until 1970, Tanner returned to Tampa when he developed heart trouble. In the mid 1970's Tanner was elected to the post of vice president in charge of contracts and contract enforcement, the position he held until his retirement. Tanner has also played an active role in the Maritime Trades Department (MID) of the AFL-CIO. In 1946 he was a member of the original group that went before William Green, then president of the AFL, to receive the charter for the MTD. While in Alabama and Florida, Tanner served on the MTD's Port Councils. He also helped organize Port Coun­ cils on the Great Lakes. Tanner and his wife, Mary, have two children, Robert (Robbie), and Mrs. Sandra Hurley. Robbie is an AB who is studying for his third mate's license and Sandra's husband is a green ticket AB. From that first ship in 1935 until his retirement in late 1979, Cal Tanner's career spans 44 years as a seaman and top Union official. And coincidentally, when he joined the SIU back in 1938, the book number he received was C-44. Sea-Land Christens 3rd of 12 Diesel Containerships All 12 of the energy-efficient containers. Their carrying Japan, where she was built. containerships are expected to be capacity is 839 containers and Wielding thp traditional bottle of engaged in Sea-Land's trans­ space has also been allocated for champagne was Mrs. Charles F. atlantic and transpacific service refrigerated and bulk liquid Myers, Jr., wife of a member of cargoes. by the end of 1980. the board of directors of R. J. Like her 11 sisterships, the SeaThe Developer, like the rest of Reynolds, Inc., Sea-Land's Land Developer will be powered Sea-Land's diesel fleet, has a parent company. by a 27,135 BHP diesel en^e. draft of 31 feet, enabling her to A total of 10 of the D-9s will be She'll operate at the relatively call at just about all of the 121 built in Japan with the remaining slow speed of 22 knots. But she ports around the world serviced two under construction in Korea. was built for fuel-efficiency, not by Sea-Land. No crewing date has yet been for breaking transoceanic Christening and launching set for the Developer but she will records. ceremonies for the Developer be manned, like all 12 of the All 12 of the 745-foot D-9s can were held at the Mitsubishi brand-new diesel containerships, carry either 35-foot or 40-foot Heavy Industries shipyard in by SIU members. ^TH the christening of the W SlU-contracted Sea-Land Developer this month, SeaLand's brand-new D-9 class diesel-powered fleet rose to one quarter of its planned strength. The Developer is the third of 12 D-9 containerships which will make up Sea-Land's $580million diesel construction pro^am. Seafarers crewed the first, the Sea-Land Pioneer, this month. The Sea-Land Defender, christ­ ened last November, will be aewing soon. 217 Boat People Owe Lives to Sharp Eyes of Ch, Steward HE SIU is full of unsung heroes. Whole crews or individual sea­ men's actions have uncountable times made the difference between life and death to those they helped. The Seafarers themselves, though, often shrug it off with, "I was just doing my job." One S<^arer who acted in the best tradition of the sea is Brother Hemell E. Edwards, a chief steward from the West Coast. Brother Edwards was awarded an Admiral of the Ocean Seas (AOTOS) Mariners Rosette award, presented to individual seamen "in recognition of outstanding courage and devotion to duty," for his role m a rescue of Vietnamese boat people. On Oct. 22, 1978, Edwards was serving as chief steward aboard the T President Roosevelt (APL). The ship was about one and a half days steaming time from Singapore carrying a full load of containers. **1 was standing on deck," Brother Edwards recounted, '*and happened to see a small boat in the water. I was able to detect a blur, which looked like someone waving a flag." Closer inspection through a pair of binoculars confirmed Edwards' guess. "We found 217 Vietnam^ refu­ gees packed into a fishing boat which was lying low in the water, Edwards said. "They had been adrift for 14 days. They were out of water and their food was very low." While part of the crew set up quarters aboard the President Roosevelt for the refugees, Edwards 4 /-tOG / February 1980 Sit 1 and the rest of the steward department prepared a hot meal. The crew set fire to the Vietna­ mese fishing boat where it wasn't a hazard to navigation and sunk it. Though none of ibt Roosevelt's crew spoke Vietnamese, some of the refugees spoke English and were able to talk about their ordeal. "They had shipped out under darkness," Edwards related. "Their engines had broken down several times and were pretty well shot. When they ran out of food and water, the Indochinese tried to wave at three different ships," Edwards continued. "A German container ship gave them water but wouldn't give them any food." Brother Edwards said the whole crew pitched in to help the boatpeople, who were detained aboard the Roosevelt for one day by local authorities in Singapore, given shots and then let ashore. Hcrnell Edwards �•-. ::--K--;'Ait.;: r-vv:'^?t •.: k "• •• - i- , .•":;::.iL'J^V^--.v f ' This is—and has always been—the basis of our political strategy. We help our friends and punish our enemies. The only problem is that labor's political friends have been declining in number, while our enemies grow stronger. •"J^HATS why the 1980 elections are so important to us. We have a chance to inflict real damage on our enemies this year, while at the same time, key some important victories for our friends. You should be glad to know that the SIU is already deeply involved in the 1980 elections. We are constantly meeting with other unions to develop an effective, coordinated campaign policy. Our people have been, and will continue to be active in state caucuses and primaries. We will be in there all the way. Our chances of ^ing a big winner in 1980 are reasonably good. But dont kid yourself. Building a successful political campaign takes time. And time is not on our side. It takes manpower to hit the streets with the proper literature, to organize rallies and to man the phone banks. But most importantly, it takes money. You cant do a thing in politics today without money. It takes money—and lots of it^for T.V. and radio time, and all the other things necessary to a successful campaign. For us, that's where SPAD comes in. For those who have signed the SPAD checkoff, be proud of it. For those who havent signed up, give it some serious thought. ET'S face it. The American maritime industry lives and dies by politics. We have no lock on our future. We have to work hard and fight hard every day to make a little headway. We have accomplished a lot as an organization through political action. It is our number one responsibility to protect it and make it better. And thB most effective way of doing just that is through continued political action. You see, brothers, people make politics and politicians make laws. If the wrong people are making the laws, our whole way of life—the seafaring life—can be jeopardized. Again, 1980 is an important year for us. We can win some big fights if everyone participates through SPAD and by volunteering some time when you are on the beach. The SIU is in there pitching right now. Well be in to the end. Plan on doing your part. Headqiiart4%r»« by SIU Executive Vice President Frank Drozak HINGS happen fast in politics. A few months ago, Jimmy Carter's re-election campaign was barely treading water, while Ted Kennedy was coming on like gangbusters. Now, Jimmy Carter is riding the crest of the wave of the Iranand Afghanistan crises, and Ted Kennedy is wondering what hit him. Who knows! In another few months, the tide may very well turn back to Kennedy. Either way, you can be sure of one thing. The 1980 presidential race is going down to the wire. Politics is a hard, tough, heartless business. Voters forget what happened last year or last month. In politics, the voter asks one question of a candidate. What have you done for me lately? This year, the voters are going to be asking a lot of politicians that question. Because this year, the presidential election, as crucial as it may be, is just one of hundreds of important offices up for grabs. HE entire House of Representatives—all 435 seats—will be contested. So will nearly one third of the Senate, as well as numerous important gubernatorial races. The SIU and the labor movement in general have a lot of friends in that number. Most of them will be in political dogfights to keep their jobs. It is our unshakeable responsibility to see that our friends do keep their jobs. At the same time, there's a whole flock of politicians in office who we would love to get rid of. These are people who have fought against our own political initiatives in regard to the maritime industry, as well as doing their damndest to block the goals of the labor movement. To us, these politicians are dangerous adversaries. You can be absolutely sure that well be doing our best to get these politicians un-elected. T T L U.S.C.G. Stall on Asbestos Blasted By Unions S POKESMEN from mari­ time labor and industry told a House Subcommittee last month that the Coast Guard and the Maritime Administration are playing "Russian Roulette" with the health of U.S. merchant seamen. The Subcommittee on Coast Guard and Navigation of the House Merchant Marine and Fisheries Committee, chaired by Rep. Mario Biaggi (D-NY) held the first of two planned hearings on Jan. 24 to determine the risks of asbestos exposure to maritime warken. SIU Executive Vice-President Frank Drozak submitted a statement oulining the SIU's vieviv for the hearings. Testimony from. witnesses before the Subcommittee also included National Marine Engineers Beneficial Assn. President Jesse Calhoon and medical expert who sounded the same note; merchant seamen especially engine department personnel, are exposed to the i: known cancer-causing effects of asbestos daily and little action has been taken to offset that exposure. "The Government addressed the asbestos problem for ship­ building and other occupations in 1972," MEBA President Calhoon told the Subcommittee, "when OSHA promulgated regulations limiting asbestos exposure." (OSHA, the Occupa­ tional Safety and Health Admin­ istration, is one of the federal agencies charged with overseeing on-the-job health and safety). "However, OSHA does not have jurisdiction over vessel personnel," Calhoon added,"and we have j^ef to see any reflations come out of the agency that does exercise ^thority in tl^ area: the U.S. Coast Guard." In spite of their laxity in guarding engine room amen from exposure to asbestos, which is found in insulation on boilers, steam pipes and other engine room equip­ ment, the Coast Guard is aware of the problem. In 1978, the Coast Guard received the results of x-ray testing conducted by Dr. Robert W. Jones of Tulane University's Pulmonary Diseases Section. The testing revealed asbestosrelated lung abnormalities in 12 percent of 6,671 seamen ex­ amined. That 12 percent takes on even graver implications when com­ pared with asbestos-related illness rates of 4.8 percent for factory workers and 3 percent for shipyard employees. The Coast Guard's response to the Tulane University study was that they were engaged in the "active development of marine occupational safety and health regulations which will address chronic exposure problems directly." Two years later, the Coast Guard has still not come up with protective regulations for merchant seamen. Letters introduced by wit­ nesses before the Subcommittee also indicated that the Maritime Administration is dragging their feet on asbestos regulation. MarAd is conducting a surv^r to determine the extent to which engine room seafarers are exposed to asbestbs contamina­ tion. But the study will not be concluded for two years. The only other step taken, or planned, by MarAd in asbestos exposure regulation was a 1975 ruling. Since that time, asbestos materials have been banned for use in new commercial ships built under Mar Ad-administered government aid programs. MarAd has said that asbestos regulations are the province of OSHA, the Environmental Protection Agency and the Coast Guard, not of the Maritime Administration. All the witnesses before the Subcommittee warned that while the Coast Guard and MarAd continued to argue over whose jurisdiction asbestos regulations falls under, maritime workers are continuing to work around the carcinogenic material ' I. I i -f- t !,' * I -••4 •••,!_ 7 i r'» i • 'Tt' •1 { I 4 fv •h, • 'A •J •-^1 'A '-K February 1980 / LOG / 5 - -i �Carter's Budget Asks $567M for Maritime WASHINGTON, D.C.—The $616 billion budget proposed late last month by President Carter for Fiscal Year 1981 contains . many important maritime items. Of special concern to seamen are" the merchant marine subsidy re­ quests made by the Maritime Administration (MARAD). For 1981, MARAD has asked for $135 million in Construction Differential Subsidy (CDS) funds and $348.5 million in Operating Differential Subsidy (ODS) funds. CDS and ODS monies help American shipbuilders and ship operators function in the face of cut-rate foreign competition. In the budget it is noted, however, that despite Federal subsidies the U.S. merchant marine "faces an increasingly uncertain future." In order to "reverse the existing unfavorable trend and to promote the industry more effectively," the Administration referred to its proposed legislation "to reorient the subsidy programs toward the growing market in the transpor­ tation of bulk commodities." That's why the CDS of $135 million is basically slated to be used for the construction of five new dry bulk cargo ships in the 35,000-45,000 d wt range. This is a planning figure, though. There are no specific applicants as yet. Concerning the $348 million for ODS, the budget noted that • "emphasis will continue to be placed on assuring that U.S.-flag bulk ship operators will be able to provide essential bulk services." Some of the other items in MARAD's budget request in­ clude $18.7 million for Research and Development and $65.6 million for Operations and Training. Under Research and Develop­ ment are projects, such as, a study on Great Lakes Inland Feeder services, and the comple­ tion of research in the areas of ship operations, design and ship maneuvering. Operations and Training in­ clude such items as development of waterborne transportation systems, and the operation of the U.S. Merchant Marine Academy. Also, as part of Carter's overall budget, an estimated $1.5 billion in ship construction loan commitments will be guaranteed by the government for 1981. Further, outlays for water resources programs will be $4.1 billion, and monies for water transportation programs amount to $2.3 billion. The Federal Maritime Com­ mission has requested $12.2 million for its expenses. According to the budget, the FMC's "major program objectives for 1981 will continue to deal with the issue of illegal rebating and other forms of malpractice by carriers operating in the ocean trades of the United States; and achieving compliance with the statutes through an effective regulatory program." Other budgetary items relating to maritime include the monies for the Coast Guard and the U.S. Navy. For the Coast Guard, the fiscal Year 1981 budget includes $1.8 billion in budget authority, an increase of $123 million over last year. Among some of the highlights of the Coast Guard budget are: $17 million for a new icebreaking tug and one new river buoy tender; $104 million for continuation of a replacement program for overage and obsolete cutters, and $22 million for continuation of modemization programs for buoy tenders and patrol boats. Also in 1981, the Coast Guard will take over from the Navy full responsibility for the operation of OMEGA, a world-wide navi­ gation system. The Navy budget is part of the national defense budget which is estimated at $146.2 billion. For 1981, the Navy request for shipbuilding and conversion amounts to $6.1 billion. This would include such vessels as a fleet ballistic missile ship, mine warfare and patrol ships, and auxiliary craft. The President's budget also calls for a resumption of the Strategic Petroleum Reserve Program (SPR). The Adminis­ tration believes that the protec­ tion afforded by a billion barrel reserve is still needed. The budget notes that "no oil purchases for the strategic petroleum reserve have been made since March 1979, but purchases could be resumed in 1980 depending on international market conditions." According to the budget, the Program had $4 billion available for oil acquisitions, "$2.3 billion of which is proposed for reappropriation in 1981." The budget assumes that delivery may be resumed in June, 1980, at a level of 100,000 barrels per day. U.S. ships are guaran­ teed half of these cargoes. It's planned that by the late 1980s, 750 million barrels of SPR oil will be in government storage. Also, the Administration proposed a 1981 P.L. 480 food and aid program budget author­ ity of $1.1 billion. This would "permit shipments of 6 million metric tons of food, the same volume as in 1980." U.S. ships get half of these cargoes, as well. The Administration has also proposed a "food security re­ serve" of up to 4 milliqn metric tons for use in the food aid program. Maritime Authorization: Another Battie Brewing? A LTHOUGH the maritime . industry is complex and often filled with uncertainties, one thing is readily understand­ able: no single development affects seamen more directly than passage each year of the Maritime Authorization Bill. Congress is required to pass a Maritime Authorizations Bill annually. The legislation is exactly what the title suggests: a budget.Federal money is allotted to those programs considered to be in the public's best interest. Last year, over $400 million was authorized for the following items: operational and construc­ tion differential subsidy pro­ grams, maritime research and development, and maritime education and training. The operational subsidy (ODS) and construction subsidy (CDS) programs alone ac­ counted for over $350 million of the monies approved by Congress for development and maintenance of the maritime industry. These subsidy pro- grams were established under the terms of the Merchant Marine Acts of 1936 and 1970. The Merchant Marine Act was enacted because Congress recog;nized the need for this country to maintain a merchant marine manned and huilt hy American citizens. Congress has had an unfortu­ nate tendency to disregard the spirit of the Merchant Marine Act. They have in fact, allowed the merchant marine to deteri­ orate badly. Were it, not for careful monitoring by the SIU and other maritime interests. Congress might conceivably cut back on the Federal funding of opera­ tional and construction differen­ tial subsidies, even though these subsidies are among the few constructive actions taken by Congress to keep the American fleet aloat. Last year. Congressional opponents of the subsidies waged an all out war to have the subsidies reduced, or changed in such a way as to totally negate their effectiveness. Briefly, the ODS and CDS programs help close the gap between the cost of buildingships in the U.S. and crewing them with Americans as opposed to foreign vessels. Soon, no doubt, you'll be reading stories in the Log detailing the progress of the Maritime Authorizations Bill for fiscal year 1981, even though the Maritime Authorizations Bill for 1980 was just signed into law. Don't skip over these stories, even though you may be sick of reading about facts and figures and maritime authorizations. For behind these stories will lie an important consideration: Your job. Allegiance Committee / payoff laJt month KefBS^ secremry-reforter Delegate Ed Sf ® crewmember of the ST Allegiance (lOM) at a Linden. N.J. They aFe (I. to r!) AB Mike Chief Steward George Rusholt, Maintenance Jim. Elwell. deck delegate and Engine 6 / LOG / February 1980 ir" .C'. VLfl ' v:,- �• •.. 1 .;r= SfU Boatmen Crew New Flagship of National Marine In the wheelhouse of the National Energy on the day of christening in New Orleans, La. are, from the left: Gerry Brown, SlU port agent in New Orleans; Capt. Red Benoit; Joe Sacco,- SlU vice president, and Relief Capt. Lindley McDonald. Shown underway is the National Energy, the impressive new flagship of SIUcontracted National Marine Service. To emphasize the energy efificiency of the inland waterway industry, a new SlU-contracted boat was christened last month in New Orleans, La. as theTVdtiono/ Energy. Owned by St. Louis, Mo.based National IVbrine Service, Gulf Intracoastal waterway and the lower Mississippi River system. Measuring 140 feet in length, she has a beam of 42 feet and is powered by two turbo charged diesel engines. She was built by Dravo Corpo­ the 5,600 horsepower hoat has become the flagship of the company. Her name also symbolizes her role in the carriage of America's energy resources. She will be moving bulk petroleum and chemical products, mainly on the ration's Engineering Works Divi­ sion and launched from its Neville Island shipyard near Pittsburgh, Pa. National Marine, where SIU Boatmen recently won an historic contract, operates 22 other tOwboats and 163 barges. Buffa/o Union Hall Closed: Cleveland Facility To Be Reopened As of Feb. 1,1980, the SIU hall in Buffalo, N.Y. was officially closed. The Union hall in the port of Cleveland, Ohio, which has been closed for the past two shipping seasons, will be reopened after renovation work is completed. The SIU made the decision to close the Buffalo hall and reopen Cleveland based on two factors: the needs of the Great Lakes Union membership and a shift in Lakes shipping traffic. Though Buffalo was once one of the busiest of Great Lakes ports for SIU members, tbat is no longer true today. In spite of the fact that the 611,000 tons of ore, coal, grain and general cargo which moved through Buffalo during 1979 was the second highest total reported in the port's history, most of those cargoes were foreign-bound and moved on for­ eign ships. In addition, Buffalo's former status as the biggest winter lay-up port on the Lakes has declined sharply in recent years. In the past. Buffalo had wintered as many as 20 to 30 ships loaded with storage grain. This year, there are only two or three such ships laid up in that port. But shipping activity at the port of Cleveland is booming. Located two steps away from the Cuyahoga River (which locals call the Cleveland Creek) many SIUcontracted Great Lakes vessels pass by the hall. And several Great Lakes ship operators are headquartered in the city. The winding, Cuyahoga River is an important artery for Great Lakes shipping. In fact, American Steamship Co. is building a vessel, to be delivered in the fall of 1980, especially for transit on the Cuyahoga. Hull #724 will be making a regular run from Lorain, Ohio with ore for steel mills on the upper river. The specially designed ship will be crewed by Great Lakes Seafarers as are all American Steamship Co. vessels. Another factor involved in the decision to re-open the Cleveland Union hall is the presence of an SIU clinic in the area. Buffalo has no clinic and those Seafarers shipping out of Buffalo had to travel to Cleveland for their physicals and then make the return trip back up to Buffalo. Finally, when the Cleveland hall is Ogden Leader Committee Vietnam Seaiift Vets Any merchant seamen who might have visited Vietnam between 1946 and 1975, and would like to contri­ bute either stories or photographs for a book project now nearing completion, is urged to contact the author, Michael Gillen, at the following address: Seafarers Intei> national Union, LOG Office, 675 4th Ave., Brooklyn, N.Y. 11232. Or call: (212)499-6600 ext. 243. All letters will be answered promptly, and all photos will be returned upon request. Shipmates shaking hands are (I. to r.) Steward Delegate Earl N. Gray and En^ne Delegate Ernest Ramirez, members of the Ship s Committee of fhe ST" Ogden Leader (Ogden"Marine). Also on the committee are (I. to r.) Recertified Bosun Macon Welch, ship's chairman and Deck Delegate Mike Cramer. The tanker paid off late last month at the Exxon Bayway (N.J.) Dock. active again, SIU reps will grease the wheels to get the Cleveland Maritime Port Council, inactive for the past several years, going again. The painting and other repair work on the Cleveland hall will be. completed in time for the start of the 1980 shipping season. A port agent will be assigned to the hall but has not yet been named. The Cleveland SIU hall is located at 1290 Old River Rd., Cleveland, Ohio, 44113. The phone number is (216) MA-1-5450. Lakes Seafarers Get COLA Increase Under the terms of the SIU's contract with the Great Lakes Association of Marine Operators (GLAMO) and JKinsman Linl^, Great Lakes Seafarers received the first cost of living adjustment for 1980. Effective Feb. 1, Great Lakes SIU members received a 21 cents per hour COLA, added on to their regular hourly wage rates. During 1979, Great Lakes Seafarers received cost of living adjustments totalling 82 cents which were rolled in and included in wage rates effective at the New Year. COLA'S are based on increases in the Consumer Price Index which is published quarterly. For every .3 point rise in the CPI, Great Lakes Seafarers receive a one-cent-anhour add-on. The Index for December rose to 230, a 6.3 point increase over September's Index. The next adjustment date for 1980 will he May 1. February 1980 / LOG / 7 vC .t » • - ;• ' J:L "I J n �Tug Crew Triumphs in Firefighting Ordeal Spearhead Week'Long Effort to Squelch Tanker Fire ttyVE been scared before, but A I've never been scared like M. that." Larry "Sea Dog" Evans, a young Deckhand on the SIUcontracted harbor tug The Judge (G & H Towing Co.), probably wasn't the only one scared, amongst those who fought the fire on the stricken Liberian tanker Burmah Agate last November. The 772-foot tanker was loaded with 16.3 million gallons of light crude oil when she collided with the Liberianregistered freighter Mimosa, 4.5 miles off Galveston Bay, during the early morning hours of Nov. 1. Both ships immediately burst The Judge, up close, pours it on in the week-long firefighting ordeal, into flames, and all but four of aided significantly in putting out ski (who manned the Monitor), the Burmah Agate's 36 crew- the fire on the SS Mimosa, then "was when the Coast Guard told members were lost. turned their attention to the SS us it was 'perfectly alright to go The entire 26-man crew of the Burmah Agate. On the evening of back in.' So we went back in Mimosa was saved, but not until November 1 they were joined by close, put a line on the ship, and after they had left their ship, with the tug Laura Haden. started to pour it on again. But engines still running and the The Log caught up with The the line broke and we drifted wheel hard over, to run amok Judge in Galveston recently, and back about 50 feet. Then the ship through a section of the Gulf spoke with the second watch to blew again. It's good thing the that's dotted with gas and oil man the boat after the collision line broke." wells. Fortunately, the ship was took place. (Those on the first The explosion ripped the brought under control before any watch, who we did not have a pumphouse off the deck of the further damage could be done. chance to speak with were: Capt. ship, and "that's when the The flames, smoke, intense J. B. Niday, Engineer Harold heat and periodic explosions of a McDaniel, and Deckhands Ray kingposts started crisscrossing," burning oil tanker is enough to McGuire and Otto Bruggeman. said Jankowski. The heat was so scare anybody—especially if you Both McGuire and Bruggeman intense that the ship's bell melted are up close. The men who work are graduates of the SIU's Harry before the firelighters' eyes. While Sarvis, Evans, and The Judge were up close. Lundeberg School.) Jankowski worked feverishly In a recent letter to the Log, Bobby Sarvis, Mate on The Capt. R. D. Fasano of G & H Judge, comes from a family of topside. Engineer J. C. Tilsdale Towing explained the initial Texas boatmen, and we were told kept the pumping equipment sequence of events that followed that he can "drive a boat better'n going down below, lending an the collision of the two ships. anybody." At 27 Sarvis already able hand elsewhere when he "Immediately after the accident," has 10 year's experience -with could. Those who manned the hoses wrote Fasano, "it became G & H Towing. When asked to apparent that proper firefighting give us his impressions of the could clearly see the Burmah equipment was not available. As Burmah Agate disaster, Sarvis Agate's tank tops "huffing and a result, three of our tugs were said: "The first watch was out puffing, and fixin' to blow." eventually dispatched to aid the there for about a day, and then Green smoke (the sign of boiling U.S. Coast Guard in their we were brought out to take over oil) seeped out from under the efforts." for them. During the crew change First on the scene was the tug the ship blew up again and we all C. R. Haden, followed shortly by had to leave. After a while we The Judge. These two boats went back alongside and did what was possible. Our orders were kind of vague: 'Do what you can do'." Ship Blew Again ' •• The Judae's monitor poured 1,000 gallons a minute on thie burning tanker. VA •. I . : rr-,. The idea was to contain the fire as much as possible to the aftersection of the stricken tanker, to keep the forward tanks from blowing. Using two standard firehoses, plus a swivel "monitor" with a six-inch hose, the crew of The Judge poured seawater onto the flames and tank tops of the Agate. "What freaked us out the most," said Henry C. J. Jankow- warped covers. "It was very, very hazardous," said Jankowski, a veteran of several trios to Vietnam in ammo-laden ships. "And there wasn't a piece of paint left on that ship anywhere," he added. ' •> Fought Fire a Week The three G & H Tugs stayed on the scene of the burning tanker for about a week, providing the primary firefight­ ing effort during that period. It was finally decided that the fire could not be put out altogether, so it was allowed to smolder and burn until early January when, on Jan. 8, it was declared officially out (after 69 days). Though it is expected that as many as 6.3 million of the original cargo of 16.3 million gallons may still be salvaged from the Burmah Agate's forward tanks, the vessel itself will eventually either be towed to sea and sunk, or scrapped. As for the crew of The Judge, and the other boats that participated in the effort to contain the flames on the Burmah Agate, not enough can be said about them. The Coast Guard had high praise for the performance of the G & H crews. Mate Bobby Sarvis summed things up by saying that it was "a well run operation, and there were no injuries amongst the G& H crews." But perhaps the most fitting comment came from Capt. Fasano in his letter to the Log. when he concluded by saying: "1 would like to take this opportun­ ity to congratulate all these men for their fine efforts which gave evidence of the skill, seamanship, dedication and courage of your membership and the American seaman. They fought the fire on the Burmah Agate: I. to r.. Mate Bobby Sarvis. Engineer J. C. I iisdale, Deckhand Larry Evans, and Deckhand Henry C. Jankowski. 8 / LOG / February 1980 --•ssi.wiie'rtwfc. - C • • V- �si' •^•"1• El V -• « u 'siV-^rss TO in to I I I I I I I 1 I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I II I I I I I Seafarers International Union of North America. AFL-CIO February 1980 Legislative. Administrative and Regulatory Happenings Fra/z^ Pecquex Assigned to Washington: Adds New Dimension to SIU Team In the vital area of legislation, the SIU has taken another step to insure that its members' interests are protected. Frank Pecquex, who worked at Union Headquarters as assistant to Executive Vice President Frank Drozak, has been assigned by Drozak to the SIU's legislative staff in Washington, D.C. Because of his many years with the SIU in New York, Pecquex brings an in-depth knowledge of Headquarters' operations and the needs of the membership to his new assignment. Pecquex began working for the SIU in October of 1967. He received a B.A. from St. John's University in New York and his first job with the SIU was in its Research Department. During his years with the SIU, Pecquex continued to study at night at St. John's and earned his Masters degree in history. 14 Towboat Scholarship Winners Attend TI Seminar in Washington In 1974, Pecquex began working closely with Dro^k as his assistant. In that year and in 1975, he spent a.lot of working time on the Union's Sabine Organizing Drive. More recently, Pecquex worked in manpower operations at Headquarters, both in the deep sea and inland fields. Because of this wide ranging knowledge of Headquarters and of the membership's needs,. Pecquex will add a new dimension to the important work that must be done in Washington, D.C. Talking about his new assignment, Pecquex said that the "job \^ill require constant contact with Congressmen in an effort to explain how proposed legislation will affect the livelihood of all SIU members—deep sea. Lakes, and inland." He pointed out that the SIU has "long recognized the direct impact that legislation has on maritime affairs." He added that in light of recent increased "opposition to the On the Agenda in Congress... CONGRESSIONAL HEARINGS Two hearings—one in the House and one in the Senate—are scheduled later this month to address some important maritime matters. MARITIME AUTHORIZATION The Merchant Marine Subcommittee of the House Merchant Marine and Fisheries Committee will begin hearings on Feb. 22 on the budget authorization for the Maritime Administration for fiscal year 1981. In­ cluded in the MARAD budget requests are substantial appropriations for the various ship construction and ship operating subsidy programs. Committee Chairman John Murphy (D-NY) will chair the hearings. A second hearing is planned for Feb. 25. SHIP CONSTRUCTION Another group of inlarid waterways boatmen— participants in the Transportation Institute's Scholarship Upgrading Program—went to Washing­ ton earlier this month to attend a legislative and political action seminar. During their visit to the nation's capital, the SIU boatmen attended meetings at the Transportation Institute'and the AFL-CIO. Maritime Trades Department. Later, they visited a Congressional office and toured the Capitol. The boatmen were accompanied on their tour by SIU Legislative Representative Betty Rocker, and Lundeberg School Instructor Capt. Irwin Gros, and SIU Representative Nick Marrone. They all got together on the Capitol steps for this photo. Seen here with Ms. Rocker, Capt. Gros and Mr. Marrone are: James Parese, Edward Waldon, Clifford Goss, John West, Dana Ard, Michael Harat, David Lucas. Stepften Plach, Richard Stropich, Alan Watts, David Jones, Jeff Gainey; Max Sowell and Kenneth Killian. The Merchant Marine and Tourism Subcommittee of the Senate Commerce, Science and Transportation Committee will hold a hearing on' an application filed by Sea-Land to trade in eight SL-7 class containerships. (See story in this section of the LOG). The hearing will take place Feb. 22. Subcommittee Chairman Senator Daniel K. Inouye (D-HI) will preside. CONGRESSIONAL ACTION Congress this month took floor action on three items of particular concern to the maritime industry. maintenance of a viable American maritime industry, the Union realized that it must step up its activities on the legislative front." Frank Pecquex and his wife, Linda, have two children, Genevieve and Andrew. WAR RISK INSURANCE (S. 1452) On Jan. 25, the Senate passed legislation to extend the provisions of Title XII, War Risk Insurance program. As amended, S. 1452 extends the program for a period of five years until Sept. 30, 1984 instead of permanently, as originally provided for in the legislation. In the House, the bill was passed under a special procedure on Feb. 11. NEGOTIATED PROCUREMENT (H.R. 5913) ^ On Feb. 12, by a vote of 324-36, the House, under a suspension of the rules, passed legislation granting the Secretary of Commerce permanent authority to accept negotiated bids for ships to be constructed with the aid of construction differential subsidy. ' TERMINATION OF U.S./RUSSIAN MARITIME AGREEMENT (Res. 269) On Jan. 30, Congressman John Murphy (D-NY) and Congressman Paul McCloskey (R-CA) introduced a resolution calling for the termination of maritime agreements betvyeen the United States and the Soviet Union. In a statement released on Jan. 29, Congressman Murphy stated that the termination of the Agreement on Maritime Matters which the U.S. entered into with the Soviet Union on Jan. 1, 1976, would "effectively deny Soviet merchant vessels access to at least 60 U.S. ports." Congressman McCloskey further stated "the resolution will make it clear to President Carter that it is the will of the Congress and of the American people that the Soviet Union be punished... until it withdraws all of its troops from Af­ ghanistan." This measure has been referred to the House Committee on Merchant Marine and Fisheries and Foreign Affairs. # I i i L "J February 1980 / LOG / 9 2V immy mm �Industfy Neivs (Die B\X\ in l\lQSl)inato^^^fit /• Sen. Warner Tells NMC He's 100% for Strong U.S. Maritime Sen. John Warner (R-Va.) told the NMC gathering that he Is 100 percent for a strong U.S. maritime industry. EN. John Warner (R-Va.) told a gather­ ing of 300 shippers, shipowners and representatives of maritime labor that the U.S. maritime industry can count on him for support in the Senate. Warner made his remarks at a forum sponsored by the National Maritime Council, a labor-management promotional group for U.S. maritime. The former Secretary, of the Navy said that the U.S. must recognize the importance of seapower to the national security of America and our allies. He said that Russia's program to build up her merchant and naval fleets is a serious threat to U.S. security, especially in light-of America's declining maritime position in relation to other world fleets. Sen Warner also stated that the American shipbuilding industry is in deep trouble. He said that a total of 66,000 shipyard workers face unonployment lines in the next decade unless proper steps are taken to insure work S for U.S. yards. Warner's home state of Virginia employs 25,000 shipyard workers. Warner made it very clear that the industry should not expect Congress to do a thing unless pressured by the industry. He suggested the formation of a maritime caucus in both houses of Congress. He said that the caucus system has worked well for the coal industry, in particular, Warner said that the industry must make an all out effort in Washington to educate Congress on the importance of seapower to national security. He also said that the industry must make serious efforts to stimulate the Administration into action to support maritime. Blackwell, Gibson Attend T WO former Secretaries of Commerce for Maritime Affairs were in attendance at the NMC gathering. Andrew Gibson, now president of Delta Lines, and Robert Blackwell, now a private consultant for maritime, gave their views on the situation. The two agreed that maritime's big problem is that neither Congress nor successive Administrations believed that a strong U.S. merchant marine is necessary to national security. Gibson said that he felt there was little or no comprehension in Congress of the important international tool seapower can be to a nation. Blackwell stated that the only time America looks to her merchant marine is in time of national emergency. He said, "we need a long range program with long term goals so that 10 or 20 years down the line, America will be ready for any eventuality, at least in regard to seapower." ILA President Teddy Gleason wants a firm decision by the Supreme Court concerning contested work rules in the ILA contract. ILA's Gleason Gives Address . S PECIAL guest speaker at the NMC forum was ILA President Teddy Gleason. He told the shippers and ship­ owners in no uncertain terms how upset the ILA is over court rulings which attempt to destroy certain job preservation work rules in the ILA contract. Gleason noted that the ILA contract expires in September 1980. He said that the ILA desperately needs a "firm decision by the Supreme Court on the validity of'Rules on Containers' under its historic work preservation doctrine. We need this in order to know whether we are properly charting our collective bargaining courses." v Gleason said that the ILA wanted a new contract without a strike. But he said, "we demand decent wages and job security for our membership." Capt. Stone Is Named US Maritime Attache; Was11 Representative Captain Richard W. Stone was appointed this month to be the U.S. Maritime Administration's foreign representative in Athens, Greece. The announcement was made by Samuel B. Nemirow, Assistant Secretary of Commerce for Maritime 'Affairs. Prior to his appointment. Captain Stone was Director of Maritime Affairs of the Transportation Institute, an organization which represents 130 maritime companies engaged in the nation's foreign and domestic commerce. In this position, he acted as liaison with Federal agencies whose policies and programs affect the maritime industry. In his new position. Stone will be responsible for maintaining contact with foreign governments in his area of responsibility, and shipping industry executives. He will monitor foreign shipping laws, regulations, and policies which could affect the competitive operation and construction of U.S.-flag merchant ships. Although stationed in Athens, Stone U.S. Announces It Will Rejoin ILO President Carter has announced that the President Carter said his decision to again United States will again be a participating participate in the organization is based on member of the United Nation's Interna­ his belief that the ILO "has successfully tional Labor Organization. The U.S. returned to its original purposes." severed its ties with the international labor The ILO was founded in 1919 under the body two years ago when it became clear Treaty of Versailles which ended World War that the organization was injecting politics 1. It is the only international organization into its deliberations and "began straying with labor, industry and government too far from its fundamental principles." representatives from each member country, The U.S. is scheduled to officially rejoin and it is the only international organization the ILO as of Feb. 18 when Secretary of surviving from the Treaty of Versailles. State Cyrus Vance presents a letter from the The mission of the ILO is to improve President to the labor organizations director world-wide labor standards and working in Geneva. conditions, and to promote human rights. will also be the Agency's liaison with the maritime interests and governments of Italy, Turkey, Israel, Yugoslavia, Egypt,and other countries of the Middle East and Africa. During his career with the Transportation Institute, Stone was instrumental in formulating private industry positions in support of negotiations which led to the landmark U.S.-U.S.S.R. Maritime Agreement. He also participated in the development of concepts and provisions of the Merchant Marine Act of 1970. Capt. Richard Stone 10 / LOG / February 1980 -JtSTT-. . i ly -' • — �.-^ri i T'.;^ AFL-GIO Maritime Tj;ades Department ESOLUTIONS and reports R ranging from energy to wage standards laws to the ments strengthened and extended the restrictions against the export or exchange of Alaska North dredging industry were handled Slope crude oil. by the Maritime Trades Depart­ • Defeat of bills to repeal the ment's Executive Board at its 1931 Davis-Bacon Act which annual midwinter meeting in Bal requires that contractors on Harbour, Fla. Federally-funded projects of Representatives from the 43 $2,000 or more pay locally national and international "prevailing wages." • Enactment of legislation unions, including the SIUNA, also voted unanimously to make providing for the operation of acting SIU President Frank five U.S.-flag passenger vessels in Drozak president of the MTD. the domestic passenger trade. This action was taken because of • Defeat of efforts to tax the President Paul HalTs serious fringe benefits of American illness. (For a full story, see page workers. 3 of this Log.) Following are some of the A number of important repre­ issues still before the U.S. Con­ New MTD President Frank Drozak, left, chaired the MTD Executive Board meeting this sentatives from labor and the gress: Congress spoke to the Board at Ocean Mining: The MTD is month with the able assistance of MTD Vice President Steve Leslie, right. the two-day meeting. They were, working hard to insure that new Farms in Laurel, Miss. Members FOREIGN VESSEL TRADE-IN from the AFL-CIO: President jobs and other benefits created by of one of MTD's affiliates, the Sea-Land Service, Inc. wants Lane Kirklahd; Secretary- ocean mining legislation will flow International Chemical Workers to trade-in to the governntent Treasurer Tom Donohue; Legis­ back to the U.S. and to American Union, have been on strike against their repressive employer eight SL-7 containerships. The lative Director Ray Denison, and workers. MTD urged that the government Omnibus Maritime Legisla­ since Feb. 27, 1979. Research Director Rudy Oswald. take no action on this trade-in There is a national boycott of Speakers from the Congress tion: The purpose of the Omni­ until all the facts are made were: Representative John Mur- bus Regulatory Reform, Revital- the company's product, labeled available and until there is some phy(D-N.Y.), who is chairman of ization and Reorganization Act as Miss Goldy's. contractual agreement to build the House Merchant Marine and of 1979 is to significantly increase new vessels in the U.S. Fisheries Committee, and Repre- the amount of cargo carried on COAST GUARD sentative Leo Zeferetti (D-N.Y.), U.S. vessels. The MTD, which is MARITIME POLICY Because of the Coast Guard's who is on the important Rules fully in support of this idea, is STATEMENT Committee. Stories on some of watching this bill carefully poor performance, the MTD The MTD contends that a the speeches appear on page 14 of however because of provisions Executive Board voted to return comprehensive and aggressive which might badly affect certain to the Department of Commerce this Log. national maritime program must the Guard's functions and re­ be enacted if the U.S. maritime Following is a brief rundown segments of the industry. of some of the resolutions and re­ Alaska Lands: The MTD is sponsibilities relating to the industry is to be rejuvenated. ports handled by the board: working for enactment of legisla­ civilian merchant marine. Among the things it recom­ The Coast Guard is the Federal tion which strikes the proper mends are: balance between conservation agency with jurisdiction over the ENERGY • promotion of bilateral ship­ and commercial development in inspection and operation of U.S. ping agreements with America's The U.S. must develop a Alaska. merchant vessels and the licens- trading partners. national energy plan that will Refinery Incentive Plan: The ing and certification of shipboard • utilization of the U.S. lead to greater energy self-suffi­ development of a refinery incen- personnel. merchant marine as a military ciency for the country. Yet, since the Coast Guard auxiliary fleet. tive program in the U.S. has long Among the MTD's recommen­ been a goal of the Department. obtained this jurisdiction from • implementation of a na­ dations are: That's why it's closely watching the Department of Commerce, its tional energy and minerals policy • utilizing domestic resources the Domestic Refinery Develop­ efforts in both these areas have which recognizes the essential at home rather than exporting ment and Improvement Act of been lacking. So has its efforts to role of the U.S.-flag fleet. them. implement the goals of the 1979 which is in Congress. • elimination of the Virgin • establishing goals for alter­ Occupational Safety and Health Small Vessel Manning: The Islands' loophole in the Jones nate forms of energy to replace MTD opposes legislation, H.R. Act of 1970 and the Outer Act. specific amounts of imported oil. 5164, which would erode existing Continental Shelf Lands Act of • initiation of incentives to re­ • building up the strategic safety regulations as well as 1954 as amended. build the U.S.-flag dry bulk fleet. petroleum reserve. manning and working conditions • diversifying our energy on small vessels. imports. SHIPBUILDING Maritime A uthorizations: • constructing the Northern MTD remains committed to the The U.S. shipbuilding indusTier Pipeline System. proper and adequate funding of try, the MTD feels, must work U.S. maritime programs. harder than ever to support LEGISLATIVE REPORT Corporate Democracy Act of activities and legislation that The MTD has participated in 1980: The Executive Board promote and expand the ship­ numerous efforts and worked supports this Act which would building market. vigorously for the enactment of reform the internal governing Also, the MTD supports legislation which would improve structure orTJbrporations. certain legislative moves in the job and economic well-being Congress that would benefit U.S. STRIKE AT of American workers. Among shipyards. These include a SANDERSON FARMS them were: proposal to expand the U.S. • Enactment of the Export The MTD pledged to play a fishing industry as well as the Administration Act Amend­ strong and continuing role in the Deep Seabed Hard Minerals ments of 1979. These Amend- struggle of workers at Sanderson Resources Act. •'''u-X -1 X ] • • 5 Special 4 Page Report February 1980 / LOG / 11 . (- n,'' : I �••H. .r'r Vv-:; -? Frank Martino, president of the Chemical Workers, hits the deck on the Sanderson Farms strike. Roman Gralewicz, president of the SID of Canada, is Eastern Area Executive Board member of MTD. Bill Lucy, secretary-treasurer of AFSCME, gave fylTD Board report on threat to public employee jobs due to proposition 13 tax cuts. Leon Schacter, vice president, United Food and Commercial Workers. Executive Board Meeting, Feb* 14-15, 1980, Jesse Calhoon, president of National MEBA, delivered report on legislation to MTD Board. Ed Panerello, officer of the MTD Port Council for Greater New York and Vicinity. Here are, from the left Whitey Disley, president. Marine Firemen's Union; George McCartney, of the SlU, and Roy "Buck" Mercer, head of the Military Sea Transport Union. 12 / LOG / February 1980 mmm Julius Isaacson, president of the Novelty Workers, asked MTD for help to pressure professional sports franchises to buy American. Frank Raftery, president of the Painters Union. Mrs. Jean Ingrao. Executive Secretary-Treasurer of the MTD. �':V •:» ,4 '' .. iJ.JI,..: . -I'i".?' Xy, Sf^LPfS^ P-'"-' Workers Union. BobSm,,h,pres,d.m;;^,heRaS;o«ice;s Union. Midwest, and an international vice presi­ dent of the SiUNA. 1 Maritime Trades Department, AFL-CIO • I •••V'r I f -r;? r -- ; :;, fr .l?/': -i i- ^ •":;- i' X- : . n r,•4,: "1 •HSII rd workers, George Poulin, vice president of the '™"- Aerospace su-ar-u-ni^rorMis,^ and Workers. Dominick Carnevale, of the Plurribers and Pipefitters Union. I f?iil 4'..; # • •• -s'' The MTD Executive Board meeting listens in as AFL-CIO President Lane Kirklanddelivers keynote address. February 1980 / LOG / 13 i'ES"".; • ;. <r : i ,-i • .- .:,. -'i .-P < �J oeakers at MTD Exec. Board ., Kirkland Wants Teamsters, UAW, UMW Back inAFL-CIO I '••'' i . -f 'C , i :i • V #-• :i • r-. • t: . -Ir- •t !ia "'HE AFL-CIO's new president Lane Kirkland is far from being old fashioned. But Kirkland is a firm believer in the oldest and most basic concept of trade unionism—unity. Kirkland is also a believer in telling it like it is. And he told the mid-winter meeting of the AFL-CIO Maritime Trades Department ex­ actly how he feels about unity. Kirkland bluntly said that he wants the labor movement reunited under one banner—the AFL-CIO banner. He affirmed that it was time that the Teamsters, the United Auto Workers and the United Mine Workers come back into the AFLCIO after years of separation. Kirkland told the MTD that he had already "begun discussions" with the three prodigal unions on rejoining the Federation. He said simply, "I see no great obstacle standing in the way. There is no good trade union reason today why there should be this separation. In another area concerning unity, Kirkland told the MTD Board that he supported President Carter s move to rejoin the International Labor Organization. The U.S. pulled out of the ILO two years ago. Concerning the 1980 elections, Kirkland stated that individual Unions could support whomever they pleased for president. But he warned, "don't do it for free. Make sure you have a commitment of mutual support from the candidate you support." On the economy, Kirkland said that Carter's Fiscal 1981 Budget "was not a real good one. But it could have been worse." He said that the AFL-CIO was able to punch up Carter's Budget in at least four important areas dealing with job creation programs. Kirkland also reaffirmed the AFL-CIO's position that the burden of wage and price controls must not be thrown totally on the worker. Industry must share eqiially in keeping down inflation. AFL-CIO President Lane Kirkland Murphy: 'Omnibus BiU Will Secure 50% Share for U.S. Ships' ^ ^ EP. John Murphy (D-N.Y.) would like to see American ships carrying 50 percent of all American foreign commerce as opposed to the paltry 5 percent our fleet carries now. Murphy, who is chairman of the House Merchant Marine Commit­ tee, told the MTD Executive Board that this 50 percent goal can be achieved if his "Omnibus Maritime Bill" is passed into law. The Omnibus bill is very compli­ cated. And as Murphy found out in 25 days of hearings, the original draft of the bill did not have the complete support of all segments of U.S. maritime. • So, as Murphy told the MTD, he R • redrafted the bill to encompass the idea and suggestions of labor and industry. Now Murphy feels that "this could be the year of the U.S. flag if we can hold the divirgent interests of maritime together." More hearings, however, must be held on the new "Omnibus" bill before any action can be taken on it. Rep. Murphy also outlined other legislative issues he's been involved in lately. He told the MTD Board that he supports the ILA boycott of Russian ships. Murphy has introduced a resolution to terminate the U.S.USSR shipping agreement which allows Russian vessels to enter 42 American ports. Murphy has also introduced a bill to extend the use of USPHS hospitals to retired and disabled seamen. USPHS service has always been denied to retired and disabled seamen in the past. Oswald: 'US. Taking a Beating on Trade' One of the toughest jobs in the AFL-CIO is director of research. Rudy Oswald has this unenviable position. But he knows his business and is doing an outstanding job in providing the Federation with all the facts and figures on a wide variety of important issues, legislative and otherwise. Oswald told the MTD Executive Board his office is deeply involved at this time in disecting the proposed Federal budget for 1981. He also talked about the Multilateral Trade Negotiations and how once again the U.S. was allowing itself to get the dirty end of the stick in international trade. He said in the long run. it is the American worker who gets hurt when the U.S. allows nations like Korea, Taiwan and Hong Kong to flood the U.S. market with imported goods. Rep. Leo Z^erettv U.S. Needs National Maritime Policy I T'S important to know who your friends are and who your ene­ mies are in Congress. Rep. Leo Zeferetti (D-N.Y.) is a friend. He's a friend of maritime and a friend of labor. He has distin­ guished himself in only his second term of office as an intelligent and able Congressman. His first assignment after being elected in 1976 was to the House Merchant Marine and Fisheries DenisotK' Must Fight to Keep What We Have' The new Legislative Director of the AFL-CIO is Ray Denison. That's good for maritime, because he is a former editor of the Log, which he says has given him"a good understanding of the problems of maritime." f i But in his new job, Ray will have a lot more to worry about than maritime. He told the MTD Executive Board that "we have our work cut out just to hold onto what we have." However, Denison said that"even in this atmosphere we can move forward." Denison also pointed out the "potential horrors" facing labor should "we fail to be effective in the 1980 elections." In closing, Denison said that his immediate concern is "Senate con­ firmation of William Lubbers as 14 / LOG / February 1980 T t- HaeteS head of the NLRB." He said Lubbers is being opposed by busi­ ness interests. Committee. However, since his re-election in 1978, he has been serving on the Rules Committee, one of the most important and influential Commit­ tees in the House. Virtually, every major legislative initiative must travel through the Rules Comnittee. Any maritime bills that go through Rules will have the support of Leo Zeferetti. in fact, as Zeferetti told the MTD Executive Board this month, he believes "the U.S. needs a real national maritime policy." He told the MTD that part of a maritime policy "must include bilateral shipping agreements." The Brooklyn Congressman also stated that the U.S. "simply doesn't have the merchant fleet or Navy to get the job done" in the event of a national emergency. Donahue: 'Well Help Affiliates Organize' Tom Donahue has been Secre­ Donahue said other major con­ tary-Treasurer of the AFL-CIO for cerns of the AFL-CIO at this time only a few months. But already he is includes: wage and price controls; completely emersed in his job and the Federal Budget; attacks on has a lot of ideas on how the Occupational Safety and Health, Federation can help affiliated and the Iran and Afghanistan crises. unions. Donahue said (hat one of the prime concerns of unions should be "to organize new workers." He said that the Federation will be supplying increasing aid to affiliates to help them organize. In the past, organiz­ ing has largely been left as the responsibility of individual Interna­ tional Unions. He said the Federation would also be conducting programs on Pension Rep. • Rep. Investment Management. Jtrfin Murj^y Leo Zeforefti Rudy Omid �i'"-">a'ir-t.r - I • •(-. Review fioord to Decide y.A. Benefits for Seamen Issue Unions Submitting Appiieation On Behaif of Wartime Seamen O N the day President Frank­ lin Delano Roosevelt signed the first GI Bill into law, in 1944, he recommended that merchant seamni should abo be awarded veteran's benefits. "I trust," said Roosevelt, "that Congress will abo soon provide similar opportunities...to mem­ bers of the merchant marine who have risked their lives time and again during this war for the welfare of their countiy." Merchant seamen rbked their lives to the extent that 3.8 percent of their number perbhed, as a result of enemy action, in the first year of the war, compared to a 1.0 percent loss rate for members of the armed forces in the same time period. The overall loss rate of the merchant marine during the war was 2.8 percent, second only to the Marine Corps' 2.9 percent. In spite of their losses, and the tremendously vital role merchant seamen played in winning the war. President Roosevelt's rec­ ommendation was brushed aside as soon as the war was over. Many seamen who had high hopes of receiving "GI" benefits after the war—^who had been lead to believe so, by draft boards and other government.agencies— were sadly disappointed when it was all over. They became, as one writer called them at the time, "Heroes Without Priv­ ileges." Sure, they had their service ribbons and medals but, as the saying goes, "that and 50 cents '11 buy you a ride on the bus." All the prombes of future Ibenefits, and all the pats on the back for a job well done, didn't amount to a hill of beans. After 35 years, this long­ standing injustice might soon be rectified, thanks to Title IV of the GI Bill Improvement Act of 1977. Title IV paved the way for civilian groups, with wartime service, to receive veterans' benefits, and establbhed specific criteria by which their applica­ tions for benefits would be evaluated. Review Board to Decide But whether or not any group will eventually receive these benefits depends on the verdict of the three-member Civilian/Mili­ tary Review Board, the Depart­ ment of Defense body charged with evaluating all such ap­ plications. The SIU, along with other maritime unions, will soon pre­ sent its own application to the Review Board, on behalf of the thousands of merchant marine vets of World Warn. The basis for the joint mari­ time union application to the Civilian/Military Review Board is a 700-page study recently completed by Proskauer, Rose, Goetz, and Mendelsohn, a pri­ vate research firm. The applica­ tion formally proposes what Presideiit Roosevelt suggested 36 years ago: that merchant seamen be given the benefits they earned, the hard way, during World War II. The criteria specified in Title IV, by which determinations for benefits to civilian groups will be made, was also the basis for the conclusions made in the applica­ tion. This criteria specified consideration of the extent to which: (A) such group received mili­ tary training and acquired a military capability or the service performed by such group was critical to the success of a military mission, (B) the members of such group were subject to military justice, discipline, and control, (Q the members of such group were permitted to resign, (D) the members of such group were susceptible to assignment for duty in a combat zone, and (E) the members of such group had reasonable expectations that their service would be considered to be active military service. Using various published arti­ cles, sworn affidavits, wartime training manuals and memoran­ dums, and a multitude of other documents, the application con­ cludes that "Although Title IV does not require that all statutory criteria be met, this application demonstrates tl^at the members of the American Merchant, Ma­ rine who were in active ocean­ going service during World War IIsatisfy all statutory tests." As it to emphasize its point, the application f^urther states that, "A review of the history of World War II reveals no other group that satisfies the statutory criteria to the same extent" and, because of it, merchant seamen who served during the war "should be treated as veterans for purposes of all laws administered by the Veterans Administration." The application will be sub­ mitted to the Civilian/Military Review Board by the maritime unions this month. It's anybody's guess as to how long it will take the Board to reach a conclusion. But it's sure to come later on this year. For those who've already waited 35 years, for something they feel is that many years late in coming, an extra few months won't make too much difference. But for many merchant sea­ men—those who could've used the benefits years ago and have now passed on, feeling betrayed by the country they served—the benefits (if, indeed, they are to come) will arrive too late. Convenience Flags:3 Mishaps in 5 Days, Including Sinking a Bridge HE Liberian flag of-convenience fleet crewed by foreign seamen has started off the new year, and the new decade, true to form with disastrous and tragic accidents recorded all over the globe. In what may well be the most costly ship disaster in history, the Liberian-flag tanker Salem ex­ ploded and burned off the West African Coast, on Jan. 17, and subsequently sank. All crewmembers were rescued, but ship and cargo loss could result in an insurance payment of $84 million —making it the costliest marine disaster ever. The day after the loss of the T Aflmtfion Seamen WritarsI The Seamen's Cboreh Institate is putting together an anthology of stories, poems, etc. written by seamen. PnbiiBlied or nopnbiisiied seamen writers interested in contri­ buting to the anthology should contact: R. Wrfk or B. Goii^ly at the Smen's Chnrcfa Institote, 15 State Street, New York,N.Y. 1M04. Pbonr. (212) 269-2710, ext. 216. Salem, the Liberian-registered bulk carrier Star Clipper rammed into the 500-yard-long Alno Bridge in Guttenburg, Sweden, causing most of the span to topple into the drink. Though there were no reports of injuries to any of the ship's crew, at least six cars and one truck plunged into ice-strewn waters as a result of the accident. Eight people only a few miles from where the remain missing. , earlier collision took place. Then, almost ,in a repeat per­ Fortunately, the out-bound, formance of last November's 701-ft. tanker Cephalonia had collision of two Liberian-regis­ already discharged its cargo of tered vessels off Galveston Bay crude oil when it rammed into the (resulting in the loss of 32 377-ft. Lord Frontenac. The crewmen), another Liberian latter vessel, a Panamanian tanker collided with a Pana­ banana boat, almost sank before manian freighter on Jan. 22— it was finally towed into Gal­ veston. There were no deaths reported in this latest mishap involving "convenience" flaggers. We can't help but wonder: how many more marine disasters will occur throughout 1980, and the rest of the decade, as a result of the bumblings of Liberian and other flag-of-convenience car­ riers, manned by improperly trained foreign seamen? Notice on Weifare Pian Draped in a section of the Swedish bridge it brought down is the Liberian-fiag bulk carrier Star Clipper. __ In answer to several recent requests for information, the Sea­ farers Welfare Plan wishes to notify the membership that no Welfare benefits are payable to pensioners, members and/or dependents resid­ ing in the Philippine Islands. February 1980 / LOG / 15 •f %/ I i f tI iI 3 �'t. -I 1 '.t 1 \ :\ .'1 -# •. •) fl' . - A • '^y •y\- I' MSC 'TWE U.S. Navy's Sealift ComX mand (MSC) is trying to com­ pound its error. In the Spring of 1979 it awarded the contract for the operation of nine tankers to a company the SIU feels is operating with a substandard labor agreement. Now the MSC has applied to Secretary of Labor Ray Marshall for an exemption for these tankers from the Service Contract Act. The SiU, the AFL-CIO Maritime Trades Dept. and the Building and Construction Trades Dept. have , sent letters to the Labor Secretary strongly urging him to refuse any such request. The Service Contract Act is a part of a group of protective labor laws. They were passed to make sure that government contracting does not adversely affect prevailing labor standards. In the letter from the SIU, E::|ecutive Vice President Frank Drozak said, "Non-compliance by the Military Sealift Command would seriously compromise the integrity of these protective provisions." He added, "We also believe that such an exemption would establish a dangerous precedent for those attempting to avoid compliance with the Service Contract Act." Writing to Marshall on behalf of the MTD, Executive SecretaryTreasurer Jean Ingrao noted,"... we believe the language of the Service Contract Act itself clearly precludes the granting of exemptions unless the exemption would enhance the remedial labor standards provisions of the Act." She added, "... such is not the case with respect to pending requests for exemptions made by the Military Sealift Command." The MSC seems to be trying to justify the move it made in the Spring of 1979. At that time it awarded the contract for nine tankers on the basis of what the SIU feels is a substandard agreement. The Union presently has a case pending in the U.S. District Court in Washington, D.C. concerning the issue. A judgment is expected soon. In addition to the SllTs argument that a substandard contract was used, the Union maintains that the winning bid for operating the equivalent of 14 days pay for every 30 worked, representing the vaca­ tion benefit. However, Trinidad's bid reflected a vacation benefit of only five days for 30 worked. In addition, Trinidad's bid included a $7 per man, per day reduction in standard contributions to the NMU Pension and Welfare Plans. When the SIU first took itscase to court, a stay on the turnover of the crews was obtained. However, the court eventually ordered that the transfers be made. This was done in early summer. The SIU then took its case back to U.S. District Court where a judgment is awaited. In Drozak's letter to Marshall, he also suggested that interested parties have voice in exemption requests made by the MSC. "Parties affected by any exemption determination should be able to comment on the request to determine whether it will in fact serve to protect existing labor standards and not, as in the case of , the Military Sealift Command's requests, allow a government agency to ignore the mandates of the law." 23 Coast Guardsmen Dead in Collision With Tanker Capricorn A Coast Guard buoy tender and the tanker Capricorn{A^tx Marine) collided in the channel at the mouth of Tampa Bay last month, leaving23 of the cutter's 50-man crew dead. No injuries were reported to the Capricorn's crew. The 605-foot tanker ran aground following the accident. But the 150,000 barrels of bunker fuel she was delivering to a Florida power plant fi-om the Virgin Islands was in no danger of spilling. The Jan. 28 collision sent the 180 foot Blackthorn to the bottom within minutes. The Coast Guard vessel's crew had no time to get to their life rafts because the Black­ thorn's collision alarm sounded only five seconds before impact. Almost immediately after the collision, which occurred at 8:30 on a calm, moonlit night, fishing trawlers and other Coast Guard vessels began picking up the Black­ thorn's 27 survivors. But the search for missing crewmen was aban­ doned two days after the collision. The Coast Guard convened a Marine Board of Inquiry made up of five Coast Guard officers and one National Transportation Safety Board representative to'determine the collision's cause. Lawyers representihg the owners, operator and crewmen aboard the Capricorn immediately petitioned the Board to disqualify itself and be replaced by a civilian panel. Watemum Christens New LASH Ben/. Harrison in New Orleans The Avondale shipyard in New Orleans was the site of a christeiung earlier this month. Waterman Steamship Corporation, an SIU contracted company, gave birth to a brand new LASH container ship, the Ba^amin Harrison. Samud B. Nemirow, the head of the Maritime Administration, told an assembled audience that the Benjamin Harrison was the twentyfirst LASH container ship to be buih at Avondale. As such it is represen­ tative of two trends: the excellent quality of the LASH design and the highly competitive position of the Avondale sUpyard. The Benjandn Harrison, which will be able to carry up to 80 lighters and 119 containers, is one of two LASH ships being built for Waterman at Avondale. 16 / LOG / February 198Q yM'' tankers does not meet the require­ ments of the Service Contract Act. Until the Spring of last year, the nine tankers—five T-5's and four Columbia-class ships—had been operated by two SlU-contracted companies. They were Hudson Waterways and Cove Tankers. As per government policy, every few years the contracts are opened up for new bidding. Three SlUcontracted companies submitted bids—the two mentioned above plus Zapata Corp. Also among the bidders was NMU-contracted Trinidad Oil. According to the request for bids, "The contractor shall pay the officers and crews serving aboard these tankers equal to the applicable standard union agreements for the industry...." Hudson, Cove and Zapata used the SllTs Standard Tanker Agree­ ment in figuring their bids. But Trinidad, with the permission of the NMU, submitted a contract with lower benefits than the standard NMU contract. According to the NMU agree­ ment, their seamen receive the The other LASH container ship, the EdwardRutkdge, is expected to be launched sometime in April. The two ships, whose combined cost will total just under S140 million, are part of an overall effort by Waterman to expand its fleet of LASH ships. Waterman has also asked the Maritime Administration for permission to charter three LASH container ships from Central Gulf Lines for a period of 12 years. If its request is approved, it will have 8 LASH vessete in operation by the end of 1982, including the three it presmtly operates, and the two that are being built in the Avondale yards. The Benjamin Harrison is scheAded for delivery and crewing in June. "We object," said Arthur Abarbanel, the attorney for the SIU and MEBA crewmen, "to the Coast Guard investigating facts and cir­ cumstances in an accident in which a Coast Guard vessel was involved." The Coast Guard denied the protest motion and began hearing testimony on Jan. 31. A harbor pilot aboard the Capricorn at the time of the accident testified that the Blackthorn appeared to have missed a critical turn in the channel and wound up in the tanker's path. Backing up the pilot's opinion were two fishermen who had as­ sisted in the rescue effort following the crash. The fishermen told the Board that one of the Blackthorn crewmen they'd picked up said "the order to turn the Coast Guard vessel npver came." A final determination from the Board is not expected in the near future, if past history is any guide. The results of a Marine Board of Inquiry investigation into what had been called the worst peacetime disaster in Coast Guard history until the Blackthorn claimed that grisly title, took ten months to release their findings. That tragedy occurred in 1978 when the Coast Guard cutter Cuya­ hoga collided with an Argentine freighter in Cheasapeake Bay. Eleven of the 29 crewmen on the cutter died. Mount Washington Committee Recertified Bosun Sven Jansson (2nd left) ship's chairman of the ST Mount Washington (Victory Carriers) leads the Ship's Committee of (I. to r.) 3rd Cook Abdul Aziz, steward delegate: AS Frank Reynolds, deck delegate; Chief Pumpman W.C. Weekley, educational director and Chief Steward Judd Lamb, secretaryreporter. The tanker paid off at Stapleton Anchorage, Staten is.. N.Y. in Gravesend Bay late last month. �• - <» ,•'>••, ; • ' .r- '• • At Sea Ashore Delta Line Delta Line moved its six-cargo ship operations late last month from Brooklyn's (N. Y.) 39th St. Dock to Port Newark, N.J. The company laid the pullout to the increased use of containers and the better road and rail facilities. Delta had a ship a week coming in to the 39th St. Dock from the west coast of South America. ST Potomac, Merrimac By Feb. 24 from a Gulf port, the ST Potomac and the ST Merrimac Marine) will sail to port Said, Egypt carrying 22,800 metric tons and 24,900 metric tons, respectively, of wheat. d.-.', ., .^-.• --£17" j»=at. ,4ry- _•.;«• •- ST Cove Sailor The 34,904 dwt ST Cove Sailor (Cove Shipping) will be able to haul gram to the Soviet Union—when and if the program resumes. Thirty-one U.S. companies had 42 vessels engaged in the trade. Portsmouth, Vq. ST Aries Twenty-two of the crew of the 14,156 dwt ST Aries (Westchester Marine) had to take to the liferafts and boats early this month when an afternoon blaze raced through the engine room. Nine of the crew stayed aboard the 600-foot tanker to douse the fire 80 miles west of Drv Tortucas Is., Key West, Fla. As the Seafarers left the stricken vessel heading for the port of Houston, winds blew at 10 to 15 knots with 70 degree seas running 2 to 4 feet. The fire began with a series of explosions that spread to the pilothouse threatening to ignite her cargo of 6 million gallons of bunker ^ crude. < Steaming to the rescue were the 95-foot Coast Guard cutter Cape York, the Ml V Guadelope and ST Texaco North Dakota, three other cutters, a Coast Guard plane and six helicopters—two U.S. Navy choppers with flight surgeons aboard. Later five crewmembers waited for a tow by the tug Explorer to the ports of Jacksonville or Norfolk. The cutter Diligence took the rest of the crew to Key West. JL Construction of a new crude oil refinery here backed by the U.S. Army Corps of Engineers got the green Ught from the U.S. Environmental Protection Agency late last month as the project was granted airpollution permits. The refinery had been seen as an environmental threat to Chesapeake Bay. The granted permits were the last Federal administrative hurdles to be clewed. Previously, the U.S. Interior Department had opposed the project. However, environmentalists' court challenges may take years to settle. ^ But the permits will allow the start of construction of the $650 million refinery on the polluted Elizabeth River at Chesapeake Bay. It will be the first refinery built on the East Coast in 22 years where only a quarter of the petroleum products it consumes are produced. Freeport, Tex. A planned Texas deepwater crude oil superport terminal—despite insurmountable roadblocks—is still alive today. The Texas Deepwater Port Authority last month filed a new request with the U.S. Department of Transportation to slim down the plans for the $1.1 billion Gulf facility 27 miles off here to spark new interest among seven oil companies involved. The new scaled-down plans see a stage-by-stage construction of a monobuoy system built bit-by-bit meaning lower costs to potential users. Financial backing of the oil companies would cover 50 percent of the required 1.4 million barrels of crude daily required to make the monobuoy facility capable of meeting its bonded debts. A second deepwater supertanker terminal, the Louisiana Offshore Oil Port (LOOP) is now under construction 18 miles off the state's Gulf coast. Civil War's Monitor Ogden Marine has asked MARAD for a loan of $118 million to build two chemical tankers. They wiU be built at Avondale Shipyard, New Orleans with deliveries set for March and June 1981. ^gypt Egypt bought 210,000 metric tons of U.S. wheat and wheat flour worth $44 million under U.S. Public Law 480. Under the law, American ships must carry half of the cargo. The sunken Civil War "cheese box on a raft" ironclad Monitor will be left in 210 feet of the Atlantic 16 miles southeast of Cape Hatteras, N.C. A Government underwater probe of the 172-foot shipwreck last year revealed that 117 years of salt water had weakened her thick oak timbers supporting the armor. Only the round gun turret and her steam engines could be salvaged. Much of the upside-down hull had collapsed inward, probably from the force of depth charges mistakenly dropped by U.S. Navy antisubmarine ships during World War II. J Another Seafarer Gets High School Equivalency Diploma at HLS The high school equivalency program offered at the Lundeberg School has helped many SIU member get their high school diplomas. Another name has been added to the growing list of Seafarers and Boatmen who have gotten their diplomas at HLS. Seafarer Mike Harrell of Balti­ more, has been in the SIU since 1978. In December, he successfully finished the GED program and got his diploma. Even though this was Brother Harrell's first trip to HLS, he feels that the school has helped him out a lot. He said, "the program can help any person who doesn't have their high school diploma." The high school program at Hf^S is not like other programs. "In public school systems, the classes are so large. It is much different at HLS. The teachers can devote time to each person since the classes are small," commented Seafarer Harrell. He dropped out of school in the ninth grade. But because of the special kind of program at HLS, he was able to pick lip where he left off. He learned a lot and passed the GED exam. Seafarer Harrell works in the deep sea industry and he hopes to upgrade in the engine department soon. The high school equivalency program is open to all seafarers and boatmen. If you would like to get your high school diploma, contact the Academic Education Department, Harry Lundeberg School, Piney Point, Maryland 20674, Phone: (301) 994-0010. Do it today so your name can be added to the list of Seafarer graduates of the High School Equivalency Program. u '!s Monthly Membership Meetings Port Date Deep Sea Lakes, Inland Watm New York Mar. 3 ..... Philadelphia .... • ••«>••«• 2i30p.ni. Baltimore ...... ..... Mar. S ..... Norfolk ••••••••a* 9^303.ni. ••••••••»•• Jacksonville ..... Algonac Mar. 7 laaaaaaaa 2.30p«lXl* Houston New Orleans Mobile .... Mar. 12 San Francisco ... Mar. 13 • ••*•••• 230p.in. aaaaaaaaaaa. Wilmington ......... Mar. 17 • ••••••a 2l30p.tn. aaaaaaaaaaat Seattle .... Mar. 21 Piney Point ......... Mar. 8 ...... 10:30 An San Juan uiw 7:00 p.m. 7:00 p.m. 7:00p.m. 7:00p.m. • I:00p.m. Seafarer Mike Harrell I Chicago Port Arthur Buffalo St. Louis Cleveland • ••••••a i 2*30p«nia aaaaaaaaaaaa Mar. 12 .... Mar. 14 February 1980 / LOG / 17 A -y'f '••irnmrm a �Telegadas #1 in Cleveland 'ff>~ ;v '••• l-fc;- -#• V- ^•Nl; y? :• Thanks Prom Towboat Grad I graduated from the Towboat Operator Scholarship Class of June, 1979 and would like to express my thanks and appreciation to the Lundeberg School and its fine staff. It has to be the finest in the land. Also, I would like to thank the Transportation Institute for sponsoring such a fine upgrading program. I highly recommend this program to my SIU brothers who are considering moving up the ladder of success and into the pilot house. "Take advantage." Sincerely and Fraternally, Brother Don Thayer, T5388 Chicago, 111. ••.^^:' . f ; .-M •- . •• i\ r L •! • . f • Masterful Steward Department '•T:\ gsSfeM:- I would like to take this time to commend the total Steward Department of the SS President Adams for the exceptional job they did during the two days of 30 to 40 degree rolling. The meals were on time and very good. The service, in all areas, was excellent under the circumstances. Any group of people that can still give their best under those conditions, deserves all the credit they can get, and my personal thanks for a job well done. Respectfully, Wayne E. Lien, Master SS President Adams, Voy. 48 ^ Oldtimer Says Thanks As a pensioner and long time member of the SIU, I would just like to pass along a word of sincere thanks to the Union for all it has done for me over the years. Fraternally, William Bickford Marana, Arizona ' -•> ;. ,i- .• • I- Pensioner's SIU Thru and Thru I first want to thank you for sending me the LOG each month so that I can keep up with my old shipmates and to follow the tremendous headway the SIU has made since I first joined the Union in 1942. It really makes me proud and happy to show different rank-and-file members of other unions the advantages that the SIU membership enjoys. We have the best in wages, sickness and hospital benefits and a vacation plan that is unequalled anywhere in the world. Plus death bejiefits that would cost a fortune if the oldtimers had to pay the premiums. I am really proud of our Union hall here in New Orleans. It is the showplace of all union halls. Even the tour buses here in New Orleans show it off to visitors when they pass Jackson Ave. Our members know that their dues are being spent for a good cause. All I regret is that I did not have the foresight to enjoy it like these youngsters coming in today. Our leaders, like Paul Hall, Lindsey Williams, Buck Stephens and the late "Bull" Shepard formed the backbone of the SIU. I worked under these men and it was a tribute and an honor to be associated with men like them. I had my share of the picket lines during the General Strike in 1946, the tugboat strikes and the Chicago Cab Beef. We not only helped ourselves but we were called out to help others because other trade unions knew that the SIU could be counted on td deliver the manpower. I am 75 years of age and still active. I go to the Fairgrounds often because, at my age, I can't chase the women so I chase the horses home. I wish all my Brothers and shipmates the best, and smooth sailing as always. -fraternally, Vic J. Miorana, M-32, retired New Orleans, La. Dear Brother Bickford: The Union would like to pass along a word of thanks to you for all you have done to make the SIU a better organization. Fraternally, The Editor Offkiof PubBcotion cH tha Saofarara intarfwtional Union of North AmaricD, Atlomk, Gulf, loka* ond Inlond Wbtan DtHrict,. AH-QO Fabruory, 1980 Vol. 42, No 2 Executive Board .r r'h .•¥ In November, the LOG announced that George Telegadas had retired from the SIU. Your article enumerated many of the activities in George's background including his work as the Cleveland Port Agent. However, for those of us who shipped from Cleveland while he was the Port Agent, more needs to be said. George was a notably conscientious advocate for the SIU members he served. His approach to the routines of settling overtime disputes, interpreting contract rules, etc. was patient and realistic. He provided a personal kind of assistance to members (and to their families) that included encourapment, advice, even reassurance at times. Locally, we viewed him as the man who calmly got things done. Fraternally, Eric Sager Reston, Va. Don't Forget... . - That new LNG ships are under construction now and that you can be aboard one soon —IFyou've got the skills and know-how. DON'T FORGET the LNG Course begins at HLS on April 28. DONT FORGET to enroll... To enroll contact HLS or fill out the application in this issue oi the Log Paul Hall President Frank Drozak Leon Hall Joe DiGiorgio Executive Vice President Secretary- Treasurer Angus "Red" Campbell Mike Sacco Vice President Ray Bourdius Assistant Editor Don Rotan fVest Coast Associate Editor Vice President Joe Sacco Vice President Vice President James Gannon 389 Editor Edra Ziesk Assistant Editor Marietta Honuyonpour Assistant Editor Mike Gillcn Assistant Editor Max Siegel Hall Assistant Editor Frank Cianciotti Writer! Photographer Dennis Lundy Photography Marie Kosciusko Administrative Assistant George Vana Production!Art Director Published monthly by Seafarers International Union, Atlantic. Gulf, Lakes and Inland (Jstage District, AFL-CIO, 675 Fourth Ave., Brooklyn, N.Y. 11232. Tel. 499-6600. Second class i paid at Brooklyn, N.Y. (ISSN #0160-2047) 18 / LOG / February 1980 •A �HR 5164 a Dangerous Bill: SlU Will Fight It A SIX foot man, checking into a roadside hotel, found the bed in his room was only four feet long. The man went to the Registra­ tion Desk and complained to the hotel manager. "Oh, I'm sorry sir," the manager answered. "Wait right here." And he disappeared into a back room where, the guest assumed, he was making arrangements to change the bed. A few minutes later, the hotel manager reappeared, a hack-saw in his hands. "Here you are, sir " he said, holding out the saw. "I think just below the knees should doit." There's a bill in Congress right now that seeks to solve a maritime manning problem in exactly the same manner: by chopping off a section of the law to make it fit the immediate needs of one, localized industry, instead of forcing the industry to comply with the law. The mineral and oil industry operating offshore in the Gulf of Mexico claims it's faced with a shortage of qualified licensed officers and able bodied seamen to operate the increasing number of crewboats needed for offshore oil drilling and mineral ex­ ploration. Spokesmen for the industry cite a host of improbable reasons for their manpower problems. They say unemployment in the First, and most important, HR Gulf area is very low generally. They claim that young people 5164 would allow vessels of 300 entering the workforce today just gross tons or less carrying freight aren't attracted to the seagoing or passengers for hire to operate without a licensed pilot or life. It seems odd that the offshore engineer. The bill would also skip oil industry on the East Coast has no comparable manpower around the current training and shortage. It seems odd, that is, seatime requirements for ABs until you take a look at the and allow untrained and inexperienced deckhands to difference in wages. Pay scales in the Gulf offshore become ABs overnight. Every shoreside and maritime industry are not competitive with the salaries on the East Coast and union in the U.S. is dead set they don't reflect the high risk against HR 5164 because it's a level of the work involved. If the dangerous piece of legislation. It industry paid wages commen­ would lower existing manning surate with the hazardous work and safety standards and put performed, it wouldn't have a crews, passengers, cargo and the marine environment in serious manning problem. But rather than changing jeopardy. Yet the bill is being supported inadequate wages and limited training programs to accommo­ by the Coast Guard, the very date the needs of offshore work­ agency charged with policing ers in the Gulf, the induWy ^^lealth and safety in the maritime industry. wants to change the law. The Coast Guard wants this As introduced by its sponsor. Rep. Mario Biaggi (D-N.Y.), HR bill passed because it would 5164 includes several provisions relieve them from enforcing which rock the very foundation manning requirements they dont of safety on which the U.S. comply with anyway. Current law mandates that a maritime industry was built. • • '" 'r t r p|- ''"r •• 'T licensed pilot and engineer must be carried on all vessels over 15 gross tons carrying freight for hire and above 15 gross tons and in excess of 65 feet long carrying passengers for hire. But for the past 20 years, the Coast Guard has applied personnel require­ ments only to vessels over 100 gross tons. HR 5164 would just make it legal. The Coast Guard's support of HR 5164 is blatantly self-serving because that support followed on the heels of a report by the General Accounting Office that commercial vessel accidents have risen 100 percent in the last four years. And it followed a report by the National Transportation Safety Board which urged the Coast Guard to upgrade navigation requirements for equipment and licensing of crewboats. In spite of the clear indications from the GAG and the NTSB that more vigorous enforcement of U.S. manning and vessel safety laws was required, the Coast Guard and Navigation Subcom­ mittee bowed to pressure arid passed HR 5164 hands down. The bill is slated to be considered by the full House Merchant Marine & Fisheries Committee in the near future. U.S. maritime labor, through the AFL-CIO Ad Hoc Maritime Committee, will pool our united resources to keep this damaging and misguided measure from going any further. The answer to a manning shortage lies in training programs to develop a competent, qualified workforce. It lies in wages which must be brought up to reflect the difficulty 'and the danger involved in offshore work. We are willing to work with the offshore mineral and oil industry to solve their manpower in a fair and practical way. But we arent willing to allow sweeping changes in laws which were designed to protect the health and well-being of seamen and the marine environment. Changes which serve only to line the pockets of the industry. And we're going to fight like hell to keep them fron^appening. February 1980 / LOG / 19 1 - �• % ['^:j^_ J" i'^'v r-ji'M.".^ >• ^ •• . - ^ i:>.. • • •. _* • ^'Ti%i- -'r MSiMSt . * r • -'A -i?, • ••. • -'j. ' • . ' --.l. ' ; ./V "I- -J N-- 1--^ ' K. •p,z:^tm-^- C:' ; -^7 'i^r; •^'•rv HE American merchant marine headed into a new era this month when the SIU crewed the X first of 12 new diesel-powered Sea-Land containerships. The Sea-Land Patriot, a 745-foot, D-9 class containership, and her 11 sisterships belong to a new generation of shipping; a generation governed by rapidly rising fuel costs. . The 12 D-9s will all enter service in Sea-Land's worldwide network of 121 ports in 45 countries in the coming year. They all have a carrying capacity of 839 40-foot containers and can also handle the 35-footers most other Sea-Land cOntainerships haul. They'll all be crewed by SIU members. Powered by MHI/Sulzer diesel engines, the dozen D-9s will operate at cruising speeds of 22 knots. Slower cruising speeds, coupled with the D-9 engine's lower power range, make for an energy-efficient sWp. And the D-9s were designed to^make the most of every drop of precious fuel. _ Equipped with automatic waste-heat boilers, the D-9s will use just about all the heat expelled by their engines to create steam. That steam is then converted into enough electricity to power the whole ship when she's running at or above 80 percent power. In addition, the waste-heat boiler system will provide heat for crew quarters and convert sea water to drinking water. Construction of the 12 D-9s, which are scheduled to come out of Japanese and Korean shipyards at a rate of about one per month during 1980, were part of an ambitious upgrading project by Sea-Land. The vessel construction, along with the company's port facility improvement program, came with a price tag of $580 million. But Sea-Land believes the D-9s will pay for themselves many times over. Following christening ceremonies for the Sea-Land Patriot in Kobe, Japan, last July, Sea-Land Service Chairman Henry Gilbertson commented: "...the D-9s give us the flexibility to follow the freight and take advantage of changing conditions in world trade. They can burn a wide variety of fuels, including most of the least expensive ones in the world today. They can carry 40-ft. and 35-ft. containers. At 31 feet, their draft would permit...them (to) call at nearly any port in the world." The efficiency of diesel-propulsion over steam power has long been a factor in , new vessel construction internationally. Of some 23,000 vessels which make up the world's merchant fleeft, about 70 percent are diesel-powered. But less than five percent of the merchant vessels which sail under the U.S. flag are cuirently diesel-propelled. Sea-Land, traditionally a pace-setting U.S. carrier, first took a look-see at diesel back in 1978 when they introduced four D-6 containerships. The company found the D-6s burned 17 percent less fuel than their steam-powered counterparts, for a daily savings of $1800 per ship. The D-9s do even better. Even though diesel fuel is more costly than the Bunker C type fuel used for steam-driven vessels, the diesels are better tban 35 percent more efficient. As the construction of 12 new diesel ships for Sea-Land indicates, diesel conversion and construction is the future of the U.S. maritime industry. SIU members will be playing a key role in that future. Seafarers will crew the 12 new Sea-Land D-9s. And as the 1980s progress, more and more SlU-contracted companies will be making the change to diesel. That means Seafarers, especially members of tbe engbie department, will have to be prepared for the new demands of the diesel era. The Harry Lundeberg School offers several diesel courses, which enable Seafarers to leam the demands of a diesel engine room. With the cost of fuel topping aU other costs for ship operators for the first time ever, the more economical diesel-powered vessel is clearly here to stay. It's up to Union members to meet the diesel challenge head-on. • 3I L 'or Sea-Land 1^" m i, • • -Tf.jvisias " "..i'J •M Tff ,, .'-nt ' . } .v.y'•".r'X^ "" I.-; PRINCIPAL DIMENSIONS LENGTH OVERALL .....221 METERS (APPROX. 7449") BREADTH, MOLDED 30.60 4ETERS (APPROX. 10043^") DEPTH MOLDED ...16.50 HETERS (APPROX. 45'-!%") DRAFT MOLDED (DESIGNED JJO METERS (APPROX. SV-T) GROSS REGISTERED TONNAi IE 26^ LONG TONS SERVICE SPEED AT DESIGN >RAFT 22 KNOTS TOTAL CONTAINER CAFACT 1B9 40FT SPACES • •' '* •- '.'iV fiP' '•[y ii ',i .".7 • ,^v , ' , r- ^ - V.._ , I "T v • . .ivvrr:;;-. «- ••• - -I - •?' if Jf -, it \ ",v .: 7,:'T. 15^ t;'' ''.t/ '{r •» . 11'.if ill I -'ism <* • 1' ;si'? 7 77:-. : ' 7f( ' 'W* 20 / LOG / February 1980 February 1980 / LOG / 21 '' 7fI I - iff 7^7 '£• fI _ fj= �V-- /.p....;. g's»s;iia»j«sa^ -..v..,-.,^- Qualified Men in the Engine Department v//-" , inoH wiison G. Fain and S. Roznowski. Bringing up the rear are (I. to r.) M. Murphy. A. Thaxton, H. J. Kling, M. S. Kraljevic, A. R. Bryant, D. Brien, J. Michael, R. Utterback and S. Bigelow. The Harry Lundeberg Tankermen R. Elmobdy (left) and R. Brown are HLS Tankerman Course grads. School of Seamanship "For a better job today^ and job security tomorrow. 99 Weiders Ready to Weid Here are some very good reasons for upgrading to f .fe-i-; I? J. '• To enroU, conlocl the Horry Lunddierg SchooL In the front row (I. to r.) are first class tugboat pilots K. Rickley, A. Borawick and J. Kruger. Standing (I. to r.) are M. Adams, T. Guggenheimar, G. Lukowski, J. Brown, L. Mach and A. Schmitt. 22 / LOG / February 1980 • •. (An upgrading application is in this issue of the Log. Fill it out and mail it today!) . •, ' - -T . �SAGA of the R/V ANTON BRUUN, Part IV FoUowingisChapterIVinthesapanf • Ml • M W This may sound funny to some, ever craved by SIU but I'll bet it was never funny to the manbers. She was a research vessel, Sv rrMhefaf u hucks-in advance. Well, I was ones (and there were plenty of them) which participated in a 28-month O.W "> haggle about this that were eaten by lions. research cruise in the Indian Ocean in o r lUdio Officer sent pages and delicate commodity. Dui But 1I did not f ° um noi Mombasa is still in the last the early '60s. It was quite a trip. I Chapter I appeared in the August 1979 pages of reports each night to the have this much with me. And her Century except for night-clubs and National Science Foundation (at motto was; "In God We Trust—and issue of theLog, Chapter II tqtpeared in entertainment, of which there were night was the only time he could only if he has CASH." So she gives plenty (modern Night-Clubs too). the Sept. issue and Chapter III was in I the January 1980 eddion. contact the USA). At sixty-cents a ole Saki Jack the heave-ho right out My favorite was the Florida Club, word, this must have cost plenty, in the dark. By *Saki Jack' Dolan and I was there every night we spent But what the hell, the tax-payers Well, here am I, miles from no in port. My girlfriend was the star of DMIRAL Richard E. Byrd were footing the bill as usual. where and out in the dark at three in the show, and I had to wait each made five long voyages to the On our day of departure, all the the morning. So naturally, I start Antarctic. We made one to the soldiers were lined up on the beach yelling for help. The guy upstairs night until the last show was over to Arctic Circle, and that was plenty to wave farewell. We weighed . opens his window, and wants to take her home. This was at 2:00 a.m. Mombasa is a hangout for the last of for yours truly. anchor for Durban, South Africa. know what the hell all the noise is the big-game hunters that take On the perimeter of the Arctic The Arctic Circle is beautiful. But about. I tell him, I want a taxi to get Safaris out into the jungle on Circle is Amsterdam Island, a it's full of icebergs, snow, below back to Durban, as my Frauline has hunting parties. And their prices are French weather station inhabited by freezing weather, and cold Arctic just given me the old heave-ho. not cheap. Our Second Mate went a company of French regular winds—things we humans can do He says fine, "I'll call you a taxi. ^ and it cost him ten for ten days soldiers. They get two-years credit without nicely. It may be Paradise to Well, the rat calls the local Fuzz, and thousand dollars, I guess its worth it for one year service here. I think they some folks, but I'll take Miami. in a few minutes the Black Mari if you like hunting. I never could kill should get at least five for one. The pulls up. Two very large British animals. whole island is nothing but solid DURBAN) THE MIAMI Policemenstepout, and Saki Jack is There was a bar-hangout, and I rock, no vegetation of any kind. OF AFRICA off to the hoosegow. In the process spent many nights there killing time The day we arrived, the Com­ Durban is a very modem city on of throwing me in the wagon, they ""til 2:00 a.m. I even got my mander declared a Holiday. He slam the wagon-door on my thumb, drinking license there (no easy invited all hands ashore for food and the southern coast of Africa. It has a My thumb starts to inflate like a gas- matter). You must down a full liter drink. Everything is kept in caves real international flavor. There is a baloon. • not as of beer in one-i—^ breath, and it is mixture of many nations here, a real carved into solid rock. The desk-sergeant at the local easy as one might think. Enough The soldiers were glad tb see us 'Cornerstone of the World.' lockup was a very friendly person. Mombasa! But, there are few, if any, coun­ arrive, especially with four lady We shoved off for Madagascar, He asked me if I wanted to make any scientists aboard. They only have a tries that discriminate as much as calls. Naturally says I, I want to call and all hands hated to leave, as South Africa. Here in Durban there supply ship that comes every six are separate places for whites, non- the American Counsel. At 4:00 Mombasa was an excellent port. We months with mail and supplies and A.M. says he? I do insist, and he anchored offshore, as there were no replacements. So you can see we whites, natives, non-natives, Euro­ hands me the phone. docks at the small f^ishing villages we peans, non-Europeans, Indians and were very welcome indeed. stopped at off Madagascar. I awake the American Counsel We were to stay but two days, but Africans. You cannot believe it out of bed, and he is very cross (I The Captain flipped his lid here, until you see it. the Frenchmen talked the Chief and had to be sent home. Our very Seamen consider Durban, South wonder why). He says, "if I tell them Scientist into staying a week. The Africa an excellent port. There are to take you back to your ship, will well-liked Chief Mate took over the soldiers were in our hair everyday, h®re until we returned to plenty of women and mucho booze you go?" Most assuredly, says Saki and came out to the ship in force just Durban. Jack, and they did, escorting me on of all descriptions, at a very reason­ to oogle our lady scientists, espe­ Captain John Rothrock, out of board to my foc'sl. able fee. Personally, I prefer other cially the young one. Did she ever My luck, the following Saturday, Eastern Shore, was sent out as a ports, though I do like Durban. love it. We berthed right in front of one of the chief scientist has a cocktail replacement. He was an old IsthWe anchored about 500 yards the few whaling stations left in the party on board, and invites everyone main Skipper and most of us had offshore. And do you know, those World. It was really a sight to see the from the American Embassy. I was sailed with him in previous days on crazy Frenchmen swam in and out ships. He was well known. the bartender this Isthmian voxxvwxxvtwi at CAir the |>UW party, l.^ y and Aim llllo 11 1* 'mother' ship come in. to our ship everyday, in frigid beautiful blonde comes meandering well liked by SIU members It was only a few hundred yards to waters. He was perfect for this Cruise. the whaling factory. We used to over, and asks me if I was the Chief The French Commander was very walk down and watch the operation. Steward. Naturally, I admit to same. And aU hands agreed. Our new kind giving us permission to wander There were thousands of sharks in She then says "you must have been Captain liked the Scientists, and the Island. The Sdentists loved this, the water, attracted by all the blood, the one that awoke my husband they in turn thought he was just as there were all sizes of penguins, and if one was foolish enough to fall from a sound sleep the other night at great. This made for a much happier birds and fish to be had. They overboard, 'Good Night Sweet four A.M." I asked her what took crew all around. The Captain that brought many species aboard for hina so long to answer the telephone? went home had a great hatred for all Prince.' return to the National Science There was also an excellent Zoo, This Went over like an Arab at a the Scientists, for no other reasor. Foundation and the Smithsonian in Durban, opened on weekends. I Synagog. Her husband came over than they were in charge of the ship's Institute. visited it several times with my and introduced himself, and he location, There were caves carved into the girlfriend, Frankie. turned out to be a prince. We got Captain Rothrock fit right in at all rock for everything including living along swell (especially after a few the cocktail parties, and was ever so Frankie lived in a new apartment quarters, storerooms, ammo-lock­ house overlooking the Bay. She cocktails). grand at telling good sea-stories, and ers, and animal quarters. They had a worked as a laundrygirl in a local The scientists had mucho scienti- excellent horse-race-stories (he, few Nanny-goats for milk. fic meetings here, and considered being a race-horse owner). This hospital. She had just taken the One cave was full of casks of wine apartment and only had a bed and Durban one of our best stops on our made him popular with all the crew (my favorite cave). Cruise. From here we sailed further as well. Plus he was always good for several orange-crates to sit on. But it There was a whole herd of walrus, was a lovely place on the 22 floor up the African Coast to Mombasa, a 'Draw', even ashore. very vicious. Only the lone soldier overlooking the whole Bay and and Madagascar. We made several cruises between that fed them the garbage every day harbor. Durban and Madagascar, and sailed Mombasa & Madagascar could go anywhere near them. They from Durban for home. There were many all-nite-clubs in Were monstrous sea-cows. Durban, and believe me, the crew Remember Lon Chaney in 'East The Frenchmen were in our hair was familiar with all of them. of Eden*? Well if you do you are too on board everyday, trying to score One of them was the favorite (I old like me, and you can tell what Next is Chapter #5, our final With our young lady scientist, to no forget the name, as usual). I was Mombasa is like. It is really on the ®vail. She played them just like there one night, and along in the edge of the jungle, and it is not Chapter: I'll try to teU what I can Arthur Fiedler playing the 'Boston wee-hours I latch onto this lovely uncommon for lions to visit the remanber about Port Suez, Suez Pops.' blonde. We grab a cab for her pad, place, especially at night and eat a Canal, Port Said, Las Palmas, etc... The scientists were a hard work­ which is way out in the 'boondocks.' few natives, or anyone else that may ing lot. They spent all day collecting We had a slug or two at her pad, and be available. ^"Thevco"!!?' ®'''-"J"'"'"'"" ??? "'^5'™'''''f hands on. ""ything went alonggreat until she quotes her little fee-one hundred A T— _ 1_ '• 'i •"V V.-:". J: y a' if •" 'f l'. ; '"f - - 'i' ''Wl'i 1 .« Hi •>1 • >• % "i ;' J ? -r , 'M February 1980 / LOG / 23 - » TiM.ji m'i-. ,1^ �A- ME ;) I:";-- Winter Navigation The Lakes Picture The Soo Locks at Sault Ste. Marie, Mich., closed to inter-lake ship traffic at midnight, Jan. 15, bringing the 1979 shipping season to an official end. This was the first time the locks had been shut down, except for forced closing due to ice conditions, since 1970 when the experimental winter navigation program began. The program was discontinued this year because Congress didn't refund it. Its future is still in question. Meanwhile, the Board of Engineers for Rivers and Harbors has extended the deadline for comments on the Army Corps of Engineers' feasibility study on winter navigation to March 15 from Jan. 31. The Corps recommended a 12 month shipping season on the upper four Great Lakes and a 10 month season for the Welland Canal, Lake Ontario and the St. Lawrence River. GrainTrade ALGONAC Winter lay-up for the SIU Great Lakes fleet was completed at the end of January when the last Union-contracted laker, the S. T Crapo (Huron Cement) headed for her winter berth. Another cement vessel, Huron Cement's ^lAf. Fort/, which sank at Milwaukee, Wise, on Christmas Eve was raised last month and it looks like she's salvagable after all. The Ford had a hole torn in her bow after being ripped from her moorings by heavy winds. Though repairs on thg^ 80-year-old cement carrier are expected to run several million dollars, renovation work is still a lot cheaper than replacing the vessel for about $30 million. SIU reps held a meeting with the Great Lakes Association of Marine Operators (GLAMO) last month, the employers group which operates many of the Great Lakes vessels under SIU contract. GLAMO indicated they planned to run "everything that floats," at the start of the 1980 season, according to a Union rep. The announcement was good news for Great Lakes Seafarers because it followed on the heels of predictions that Great Lakes shipping would be tight in 1980 owing to production slow­ downs by auto manufacturers in the region. Hull #723, under construction for SlU-contracted American Steamship Co. at Bay Shipbuilding yard is reportedly going to be christened the American Mariner in honor of American^ merchant seamen. The vessel was originally slated for christening as the Chicago. In the wake of President Carter's decision to cut off U.S. grain sales to the Soviet Union, Great Lakes port officials raised questions about the effects of such an embargo on Great Lakes shipping. "Assuming that 1980 would otherwise be a good year, it could have a very negative effect on the port unless other markets are found," said Duluth's port director Davis Helberg. He added that about one million tons of the 6.5 million total of grain loaded in Duluth in 1979 was bound for Russia. Other Great Lakes port officials indicated that it was too early to judge the effects of the grainr cutoff on the region. • ; -'L. More on grain: Last month the U.S. Dept. of Transportation reported that the three-day extension of the St. Lawrence Seaway's closing allowed more than 15 million additional bushels of grain exports to move through the waterway. Clean Waters A study by the Michigan Dept. of Natural Resources said underground water supplies in the Great Lakes ar^ are threatened by 50,000 sources of potential pollution. The report pinpointed 268 sites where underground water is already contaminated and 381 places where underground pollution is suspected.-The sites run from the Detroit metropolitan area across the state to the shores of Lake Michigan. Hazardous wastes, like poisonous chemicals and metals, make up almost half of the pollution. Oil and natural gas accounts for another 34 percent. Howard Tanner, director of the Dept. said, "there are some areas we may not be able to clean at reasonable cost." American Steamship's Detroit Edison is being overhauled during winter lay-up in Buffalo. For a price tag of $500,000, the coal carrier will have her turbine engines inspected and have a sewage treatment system and a Loran-C installed. She'll be ready by the opening of the 1980 shipping season. Prankfort Work is progressing on the carferry Arthur K. Atkinson (Michigan Interstate Railway Co.). Several SIU FOWTs are now aboard the AKA working in the engine room. •• j • Fire Safely The National Transportation Safety Board issued a recommendation last month urging the U.S. and Canada "to establish common structural fire protection and fire detection standards for Great Lakes vessels" to replace the separate regulations which now apply. The NTSB's opinion came after an investigation of a fire last June aboard the Canadian bulk carrier Cartiercliffe Hall in which seven of the 25 crewmen died. Crewmen were members of the SIU of Canada. The U.S. Coast Guard and NTSB held hearings following the tragic blaze because the Cartiercliffe Hall burned in U.S. waters and, though operated by a Canadian company, the vessel is owned by an American. Because that investigation was inconclusive, SIU Great Lakes attorney Victor Hanson filed a $37.5 million law suit on behalf of the families of the deceased seamen, in Wayne County Circuit Court, Detroit. The suit was filed against the former owners of the ship, U.S. Steel Corp., and ttfe present owners. Hall Corp. Shipping Ltd. of Montreal. The suit charges that the vessel was constructed with flammable materials such as wood-panelled crew quarters that contributed to the rapid spread of the fire. In addition to wood construction, none of the living areas on the vessel were insulated with fire resistant material nor were they equipped with smoke or fire detectors or sprinkler systems. 24 / LOG ^February 1980 is*'-. •Yi "•.? if, Upgrade in the Steward Department at HLS Chief Stewcird—throughout April Chief Cook—throughout April Cook and Baker—throughout April Anistant Cook—throughout April To onroll, oontact the Lundeberg School or fill out tho opplico lion in this issuo of the log. �• ^Seniorit/ David Bonefont ^ Seafarer David Bonefont, 28, started sail­ ing with the SlU in 1969. Brother Bonefont is a graduate of the HLS, He now sails as an AB. Bonefont has his firefighting, lifeboat and CPR endorsements. He lives in and ships out of the port of New York. Patrick J. Geary Seafarer Pat­ rick J. Geary, 25, first sailed in January 1978 following his graduation from the HLS. He then sailed on the LNG Aquar­ ius (Energy Transport) and later on the maiden voyages of the LNG Leo and LNG Taurus (both Energy Transport). Brother Geary now sails as a chief cook after upgrading to 3rd cook, cook and baker and chief cook in 1978 at Piney Point. He earned his LNG, CPR, lifeboat, safety and firefighting tickets. Geary was bom in New York, lives in Brooklyn, N.Y and ships out of the port of New York. Gary R. Hetherington Peter Glennon Lawrence A. Cline Seafarer Gary R. Hetherington, 25, graduated from the Harry Lundeberg School (HLS) Piney Point, Md. in August 1975. [Brother HetherI ington upgraded to AB there in January 1979. He sailed almost a year in the steward department first on the STCantigny (lOM) and three years as an OS and AB. Hetherington completed the Firefighting, Lifeboat and Cardio­ pulmonary Resuscitation (CPR) Courses. He was born in Ovid, Colo, resides in Williamstown, Kans. and ships out of all ports. Seafarer Peter Glennon, 23, is an Entry. graduate of the Lu n deb erg School. He sails as an AB. He is I from the Bronx, N.Y. Brother I Glennon ships out from the West Coast. Glennon has his lifeboat, firefighting and cardio pulmonary resuscitation training. Edward Marks Seafarer Law­ rence A. Cline, 26, graduated from the HLS in 1975. He now sails with the firemanIwate rterider l(FOWT) rating and upgraded to QMED in Piney Point. Brother Cline has the lifeboat, CPR and firefighting tickets. Born in Detroit, Mich., he sails out of all ports. Kevin Hetherington Seafarer Kevin Hether­ ington, 22, is a December 1977 HLS Entry Trainee Pro­ gram graduate. He upgraded to AB there in December 1979. Brother Hetherington has his life­ boat, firefighting and CPR tickets. He's now from Topeka, Kans. and ships out of assorted ports. Steven Kayser Seafarer Steven Kayser, 25, graduated from the HLS Trainee Pro­ gram in 1978. Brother Kayser ^upgraded to AB there in July 1979. He holds the LNG, first aid, firefighting, lifeboat and CPR endorsements. Kayser is originally from Colorado and ships out of the ports of Houston and New York. Ogden Connecticut Committee Seafarer Ed­ ward Marks, 24, began sailing in' 1977. He was a Piney Point trainee graduate in September 1978. Brother Marks upgraded to FOWT there in November 1978. He has lifeboat, firefighting and CPR tickets. He was bom in Seattle, lives there and ships out of that port. Jeffrey K. Minner Edward T. Sullivan Jr. Seafarer Jef­ frey K. Minner, 21, is a March 1978 graduate of the HLS Entry Program. Bro­ ther Minner upgraded to FOWT in Sepitember 1978. He has his CPR, firefighting and life­ boat training. Minner lives in Sikeston, Mo. and ships out of the port of New Orleans. Bradford L. Wheeler Seafarer Ed­ ward T. Sullivan Jr., 24, is an Ap­ ril 1977 graduate of the HLS. He upgraded to AB there in April 1978. Brother ISiillivan first I sailed on the maiden voyage of the LNG Aquarius (Energy Transport). He has the LNG, firefighting, lifeboat and CPR tickets. A native of Boston, Mass. he ships out of that port and the port of New York. Seafarer Bradford L. Wheeler, 24, graduated from the HLS Entry Trainee Pro­ gram in 1977. Brother Wheeler upgraded to. AB I there in March 1979 and completed the LNG Course in Piney Point in May of last year. He has the CPR, first aid, firefighting and lifeboat endorse­ ments. Wheeler is from McLean, Va. and ships out from all ports. •t5 A V Is 'Monty • • '( / 'Make your time as an OS pay, Upprade ta 48 at HIS, Deck Maintenance Roy Meffert (seated) deck delegate of the ST Ogaen Connecticut (Ogden Marine) waits for the payoff early last month at the Lxxon Dock, Bayview, N.J. With him are a couple of crewmembers and the Ship s Committee. They are (I. to r.) Messman Jerome Williams. Chief Steward Sam W. McDonald, secretary-reporter; Chief Cook Willy S. Harris, steward delegate. °osun Joe Broadus ship's chairman; Wiper Bob Land, engine delegate and Engine Utility Ray Joslin. etsfu riartt OyrH 24. To enroll, contact HIS or fill oat the application in the 106. February 1980 / LOG / 25 ' rL-. • ' .f 1 �OGDEN WILLAMETTE (Ogden Marine), December 23—Chairman, Recertified Bosun F. C. Cooper; Secretary R. De Boissiere; Educational Director J. Singletary; Steward Dele­ gate W. Smith. No disputed OT. Chairman reported for everyone to make sure thay had their shot cards for the trip to Panama. Wished all of the crew a very Merry Christmas and a Happy New Year. A special vote of thanks to Chief Steward, R. De Boissiere for a very special Christmas dinner with wine, egg nog, turkey and all the goodies. Also to Willie Smith, chief cook and R. B. Woodward, baker whose talents are the very best in the SIU. Observed one minute of silence in memory of our departed brothers. AMERICAN HERITAGE (Apex Marine), December 23—Chairman, Recertified Bosun Leo Paradise; Secre­ tary M. Deloatch; Educational Director C. Merrit. $30 in ship's fund. No disputed OT. All communications received were read and posted. Chair­ man held a discussion on the import­ ance of young men upgrading them­ selves at Piney Point. Everyone who is eligible should take advantage of it. Also that more members should apply for the LNG course as it offers a better opportunity for more jobs and better pay in the merchMt marine. The crew agreed that this is the best feeding ship in the fleet and the best prepared menus. They are always good. Next port St. Croix. • PISCES (Apex Marine), December 2—Chairman F. Goethe; Secretary J. Reed; Deck Delegate M. C. Cooper. No disputed OT. Chairman reported that he could not get a repair man in the last port to fix the dryer. Would try again in port in New Jersey. Report to Log; "There is a serious shortage of men in the steward departments Stewards, cooks, bakers and GSU menare needed. The President's report was read to the membership about this shortage and what the Union was doing about this matter." SEA-LAND MARKET (Sea-Land Service), December 21—Chairman Recertified Bosun W. R. Kleimola; Secretary H. H. Alexander, Educa­ tional Director Donald Keller. No disputed OT. All communications received were read and posted. Chair­ man reported that a safety meeting was held. How to protect the seaman during bad weather was discussed and also the precautions to be taken by men who have special medical needs. A vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. 4 ; ./ LNG TAURUS (Energy Transport Corp.), December 16—Chairman Joe Morrison; Secretary V. Pizzitale; Deck Delegate E. A. Gousson. No disputed OT. Chairman reported how necessary it is that all men who qualify should go for upgrading. New ships are being built and some of them will be coming out soon to be crewed. He also talked of the new medical plan explaining that the SIU now has a choice to go to a private doctor or stay in the Marine hospital. Noted the importance of donating to SPAD. Observed one minute of silence in memory of oiir departed brothers. COUNCIL GROVE (Interocean Mgt.), December 23—Chairman R. Burton; Secretary G. Richardson; Educational Director J. Green; Steward Delegate R. G. Connolly. $70.50 in ship's fund. No disputed OT. A vote of thanks for the the cassette movies that were received on board. Report to Log: "We are very grateful to the negotiating committee and Brother Paul Hall for the cost of living adjustment increase. To you and yours a prosperous New Year." Next port in the Azores. VIRGO (Apex Marine), December 30—Chairman, Recertified Bosun L. R. Smith; Secretary Fred R. Smith; STONEWALL JACKSON (Water­ Secretary Fred R. Hicks, Jr. No man Steamship), December 2—Chair­ disputed OT. Educational Director gave man, Recertified Bosun C. Linebeiry; a lengthy discussion on the subject of Secretary W. Braggs. Some disputed new members taking advantage of OT in engine department. Chairman upgrading at Piney Point. This could reported that the trip was a very good mean monetary gains for all members one and thanked everyone for their who participate. Also discussed the cooperation. A vote of thanks from the importance of donating to SPAD. chairman to the steward department for Chairman thanked steward department a fine Holiday dinner and also to the for a very nice Christmas dinner. radio officer for putting out the news Observed'one minute of silence in memory of our departed brothers.: bulletin./ Report to Log: "Crew spent an enjoy­ able time ashore in Ft. Lauderdale, MOUNT WASHINGTON (Victory Florida and St. Croix, V.L Many of the Carriers), December 15—Chairman, crewmembers marvelled at the ancient Recertified Bosun S. E. Jansson; buildings and other sights in St. Croix. Secretary J. Lamb. $25 in ship's fund. One of our crew, David Bouthillier, who Some disputed OT in deck department. was crew messman on this ship recently AH communications received were read attended Piney Point and came back and posted. Chairman held a discussion aboard as A.B. He has really noted the .on upgrading at Piney Point and the difference in the money he is earning importance of SPAD. A vote of thanks now, thanks to the SIU." Next port to the steward department for a job well Bayonne. done. 26 / LOG / February 1980, SEA-LAND ECONOMY (Sea-Land Service), December 4—Chairman M. P. Zimbro; Secretary Roy R. Thomas; Educational Director L. A. Acosta. No disputed OT. Chairman noted that the crew must check with the patrolman before leaving the ship. Everything is running smoothly with no major beefs reported by department delegates. Also discussed the importance of donating to SPAD. Thanked the crew for a good trip. Advised all members of the various classes now in session for upgrading at Piney Point. Asked all members to stand by for customs and immigration upon arrival to speed up clearance. A vote of thanks to the steward depart­ ment for a job well done. Observed one minute of silence in memory of our departed brothers. Next port New Orleans. BALTIMORE (Sea-Land Service), December 16—Chairman, Recertified Bosun Robert C. Gorbea; Secretary George W. Gibbons; Educational Director W. J. Dunnigan; Deck Dele­ gate Vincent Ratcliff; Engine Delegate Alton Green; Steward Delegate Stone­ wall Jackson. No disputed OT. $15.25 in ship's fund. The chairman read the communications about the raise. Noted that all repairs have been taken care of. If there should be anymore needed please let the delegate know. Everyone should report to ship one hour before sailing. Discussed the importance of SPAD. Secretary thanked the bosun and the day man for the repairs in the steward department. Also a vote of thanks to the steward department for a job well done. Observed one minute of silence in memory of our departed brothers. Next port Boston. TEX (Alton Steamship), December 23—Chairman, Recertified Bosun Robert K. Lambert; Secretary E. Hagger; Educational Director R. Carter. Some disputed OT in engine department. Gave a double vote of thanks to E. M. Hagger and the steward department for the good food on the voyage and the special Thanksgiving dinner. The officers also extended a vote of thanks. SEA-LAND MC LEAN (Sea-Land Service), December 2—Chairman, Recertified Bosun E. D. Christensen; Secretary B. L. Scarborough; Educa­ tional Director R. J. Blyth; Deck Delegate Robert Hyer; Engine Dele­ gate Erik Persson; Steward Delegate E. H. Jackson. Some disputed OT in deck department. Chairman held a discussion on the importance of donat­ ing to SPAD. Report to Log: "The Captain, Chief Engineer, officers and crew gave compliments on a fine Thanksgiving dinner. It was served between Yokohama, Kobe and Koahsiung." Next port Seattle. ALEX STEPHENS (WatermOT Steamship), December 2—Chairmai Henry Jones; Secretary C. CorrenU Educational Director Anthofiy Pr^ inop; Deck Delegate D. Meado\ in ship's fund. Some disputed OT deck department. Chairman thanked' the crew and said they were the best he had sailed with in many years. The Log was received and read and eirjoyed by everyone. Report to Log: "Colombo, Sri Lanka was enjoyed by many of the crew. Houses that rest on stilts were rented on the beach." Next port Tampa. MONTICELLO VICTORY (Victory Carriers), December 9—Chairman, Frank Smith; Secretary Duke Hall; Educational Director O. A. Hess; Steward Rayfield Crawford. No dis­ puted OT. Secretary reported that everything is running smooth and all members are urged to apply for upgrading at Piney Point. This can be to your advantage for a better job and better pay. Also watch for the new classes in the steward department. To find out what is going on in the Union, read the Log. Observed one minute of silence in memory of our departed brothers. Next port Baton Rouge. Official ship's minutes were also re­ ceived from the following vessels: BORINQUEN OGDEN WABASH SEA-LAND RESOURCE SEA-LAND EXCHANGE OVERSEAS ANCHORAGE EL PASO SOUTHERN SEA-LAND PITTSBURGH DELTA PERU PANAMA DELTA PARAGUAY OGDEN CHALLENGER JACKSONVILLE COVE LEADER ARECIBO SEATTLE HOWARD BOYD POET BANNER OVERSEAS ALASKA INGER COVE NAVIGATOR COVE RANGER OVERSEAS VALDEZ LNG GEMINI TAMPA EL PASO ARZEW ALLEGIANCE DELTA NORTE DELTA PANAMA OVERSEAS WASHINGTON DELTA ARGENTINA OVERSEAS NATALIE BEAVER STATE WESTWARD VENTURE ANCHORAGE DELTA VENEZUELA OVERSEAS HARRIETTE TAMARA GUILDEN HOUSTON SAN JUAN PUERTO RICO CANTIGNY SEA-LAND ADVENTURER CAPRICORN DELTA ECUADOR MERRIMAC OGDEN CHAMPION PENNY OVERSEAS VIVIAN POINT SUSAN JOHN TYLER MONTICELLO VICT^V GOLDEN ENDEAVOR OGDEN LEADER MANHATTAN SEA-LAND PRODUCER * GREAT LAND COVE COMMUNICATOR OVERSEAS NATALIE LNG LEO DEL SOL LNG VIRGO SEA-LAND LEADER . COVE SPIRIT SEA-LAND FINANCE COVE ENGINEER SUGAR ISLANDER id a/s ;d w Jg :k He rt ke to ?d D tie al Id ne al so n't to a �./• Dr. Ricky Abrams Still Loves the Sea, the SlU Brotherhood T HE sea has cast her spell over many an unsuspecting sailor. Very few, however, have been smitten by her charms as much as Ricky Abrams. Ricky Abrams, or rather Dn Abrams, as his patients prefer to call him, no longer sails with the SIU. He has been a practicing dentist for over eight years now. But he refuses to sever his connection to the sea. Every year around this time, he sends a $100 donation to SPAD, along with a short, yet warm, letter. The $100 donation is, he says, just his way of saying thank you to the SIU. "I could never repay the union for what it's done for me. One hundred dollars is really nothing when you consider how much shipping has changed my life. You know, I always enjoyed it out there. Sometimes I think about going back." At 33, Ricky Abrams is the epitome of what a dentist should look like: distinguished, only slightly overweight now that he has stopped jogging, soft-spoken. The image fits his position in the community. At the present time he is the head of the Department of Community Dentistry at Marquette University in Milwaukee. Behind him lies a lifetime of upgrading. He joined the SIU and the merchant marine in 1963. Though his first job was as a crew pantryman on the Steel Chemist, he soon switched over to the engine department. When he wasn't shipping, he was either upgrading or collecting college credits. By 1972, Ricky Abrams had graduated from Temple University School of Dentistry. He had also accumulated the following endorse­ ments: wiper, oiler, fireman, second electrician, deck engineer, junior engineer. Like many other people, he had been leary of upgrading, wondering if he was capable of handling the reponsibility. That all changed one summer when he was onboard a run­ down vessel headed for Northern Europe. The whole crew was talking about the Chief Electrician. It seems that the fans were always breaking down. The Chief fixed every one, even those that seemed beyond repair. And the fans were always as good as new. No one knew how he did it, least of all Ricky Abrams who felt highly intimidated by the Chiefs mechanical prowess. As it turned out, the Chief Electrician had a sure-fire method: he would throw all the broken fans overboard and steal new ones from the supply locker. Ricky Abrams learned something from that experience: it doesn't pay to count yourself short. Chances are, the guy who is filling the job that you don't consider yourself qualified for, isn't any more talented than you are. That lesson wasn't the only thing that Ricky Abrams remembers from shipping out. He remembers a lot of other things: yi'consider myself extremely fdrtunate. You know, by the time I was 20 I had done more travelling than most people do in a lifetime. At work I listen to other dentists talk about their 'Big European Trip.' I have to smile to myself, because I've made at least twenty trips there, not to mention Africa, Asia, South America. I've been exposed to so much." "One of the things I've carried from my maritime days is the urge not to stay in one place. I've had so many jobs since I graduated from dental school. I was in the Navy for a few years, then I worked for Johns Hopkins in Maryland. I guess I'll always be reaching out for some new experience." "Perhaps the one thing I miss about shipping out is going to the union hall. There was such a warm atmosphere there. It was like one big family. Guys were always helping each other out. If someone was short $10 bucks, he'd always be able to go to the union hall and someone would give it to him. There was such a feeling of camaraderie there. I guess I'll never experience that again." VH Plucks 3It allCubans From Drifting^ Boat Off Key Larao, Fla. Another SIU crew showed their began about 9:30 p.m. on .. ^ ^ professional touch one night last month when they plucked three Cubans from their drifting boat off Key Largo, Fla. - • Carter Okays Northern Tier Oil Pipeline President Jimmy Carter okayed a private company's bid last month to build a $I.23-billion, 1,500-mile Northern Tier Oil Pipeline to carry Alaskan crude from Port Angeles, Puget Sound, Wash, to the oil-short Upper Midwest at Clearbrook, Minn. The pipeline, which could carry 933,000 barrels daily, will get quick service from Federal regulatory agencies if the firm can come up with the project financing within a year and meet Washington State envir­ onmental regulations. If not, the Transmountain Oil Pipeline Co. Canada plan is waiting in the wings. Northern Tier Pipeline Co. (U.S. Steel, Burlington Northern, West'nghouse, MAPCO, etc.) says the pipeline could be built in three years, "would create 5,500 new jobs. crud?'.n l*"' whfch wiiicn I'M would f go 30 miles"""T under P"get Sound through Idaho, Mentana and North Dakota feeding refineries enroute. Today 400,000 of the daily 1.2 million barrels of crude coming out of Alaska's North Slope can't be refined on the West Coast because of a lack of refining capacity. Jan. l9!LstheSTOgden Willamette (Ogden Marine) passed by Key Largo, Fla.'s Alligator Reef. The lookout spotted a distress signal from a small craft drifting in the water. In a flash, the tanker's master, Capt. Ferguson was on the bridge ordering the ship to slow down to intercept the boat. Later Recertified Bosun Arthur C. Campbell and his deckgang made the small craft water. The mates gave them medical secure to the Ogden Willamette. attention. The rest of the SIU crew Upon inspection, they found three saw to their needs in the way of persons in the Suzy. One, Edward blankets, etc. as the Coast Guard Verde of Miami, Fla. revealed they arrived. had left Cuba five days before, ran Rescued Verde thanked God for out of fuel, had one engine out and the food and help given them and no food or water. exclaimed he would never forget this Immediately, Chief Steward Tony for all his life. He also expressed a De, Boissiere provisioned them with tremendous appreciation to the a week's supply of rations. The captain, chief steward, bosun and cooks fed them and gave them the whole crew and officers. Paul Dempster Reelected SUP President Paul Dempster, president-secretary-treasurer of the SUP, was reelected to those posts for the 198081 term by the union's rank-and-file In the biennial election on Feb. 19. Dempster beat SUP San Fran~~ ^ San Francisco Hall Moved to 350 Fremont disco Business Agent Charlie Russo by 564 votes and former SUP Vice President Jack Dwyer by 1,182 votes. SUP Vice President Jack Ryan, who ran unopposed for reelection, got 2,046 votes from members at the San Francisco headquarters and the outlying ports. A total of 2,170 voting ballots were cast in the election. This Includes 313 absentee ballots and 151 contested ballots cast by permitmen. In the port of New York, incum­ bent Bill Armstrong ran unopposed and was reelected as business agent. Elected as five trustees of the S UP Effective March 1, the San Francisco Union hall located on 9th and Mission Streets will be closed. All Union business In the port of San Francisco will now be conducted out of the hall at 350 Fremont St., formerly the headquarters of the Marine Cooks „ & Stew»ds ... .. Union, ... WASHINGTON, D.C.-Janu^ By consol.dal.ng op^hons .n ary's U.S. unemployment rate San Frttncsco under the roof of climbed to 6.2 percent of the Union hall, SIU reps will be country's work force from Decem­ better able to serve the needs of ber's 5.9 percent, the Labor Depart­ the West Coast membership ment reported. which expanded with the merger This is the highest joblessness of the MC&S Into the SIU A&G level since July 1978. And it is the District last year. first time in 17 months that the :•' '::r «;-! i'g. - •4 •|l J-' • Paul Dempster was reelected Presi­ dent of the SUP this month. Building Corp. were Dempster, Ryan, Russo, Seattle Agent John Battles and Business Agent No. 1 Bill Berger. Unemployment Rises to 6.2% unemployment rate has broken out of the narrow range of between 5.7 percent and 5.9 percent. The jobless rise was largely due to layoffs and plant closings in the nation's automobile manufacturing industry. Hit hard were married men, fulltime workers and blue collar workers, February 1980 / LOG / 27 • ••11 • •"'tS !• �Drugs: Pay Now, Pay Lata*! ESSING around with taking is safe. And that lack of drugs could cost you your knowledge applies to every drug career. Or your health. Or your right across the board. There are no exceptions. A life. That might sound like over­ '^cientist can test the properties stating the case. Plenty of people and the physical and psycholog—especially young people—say ical effects of a drug for years. He drugs make them feel good, so can report on what its effects what's wrong with them? They should be. Or what happens to say "I have a handle on it. I never most people when they take it. But he can never make an take too much." But the fact is, not enough is absolute judgement on its safety, known about the effects of Because the properties of a drug drugs—particularly the long- have so many variables. Even marquana! Its short-term term effects—for anyone to be sure their "moderate" drug- effects depend on how much you M smoke. And on where it came from. Ifits grown in the U.S. chances are it's pretty mild. Most domestic marijuana has a chemical concentration of less than 0.5 percent. The marijuana that comes out of Colombia and Mexico is a lot more potent, with a chemical content as high as 4 percent. And the dope coming out of Spain has a dangerously high 6 percent, What happens to you when you smoke a joint depends oh where the stuff came from. As iaihlKR hMlfv trot likB JAN. 1-31, 1980 •TOTAL REGISTERED AIIGnMipc CtattA CteMB ClanC TOTAL SHIPPED AIIGiotifM CISMA ClaSiB ClawC ••REGISTERED ON BEACH AIIGroups ClaMA ClaaaB CtafaC DECKDEPARTMENT Algonac (Hdqs.) — 17 5 1 7 8 0 ENGINE DEPARTMENT Algonac (Hdqs.)— 18 10 2 5 4 0 STEWARD DEPARTMENT Algonac (Hdqs.).. , 1 2 1 1 7 0 ENTRY DEPARTMENT Algonac (Hdqs.) 17 29 6 0 0 0 TotabAllDapartmante. 53 46 10 13 19 0 •'Total Registered" m^ns the numt>er of menwho actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the pixt at the end of last month. KNOW YOUR RIGHTS 30 3 2 23 12 2 4 2 4 28 85 56 73 16 24 KNOW YOUR RIGHTS SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: Frank Drozak, Chairman, Seafarers Appeals Board 275 - 20lh Street, Brooklyn, N.Y. 11215 Full copies of contracts as referred to arc available to you at all times, cither by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SlU contracts are avail,-ablc in all SlU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such ;is filing for OT on the proper sheets and in the proper manner. If, at any time, any SlU 28 / LOG / February 1980 patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SlU port agent. EDITORIAL POLICY—THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful, to the Union or its collective membership. This established policy has been reaffirmed by membership action at the &ptember, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one. individual to earry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone m any official capacity in the SlU unless an official Union receiptiis 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 imrnediately be reported to Union headquarters. i lod KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA* TIONS. Copies of the SlU constitution are available in all Union halls. All members should obtain copies of this constitution so as to familiarize themselves with its con­ tents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. FINANCIAL REPORTS. The constitution of the SlU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and repyorts 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 SlU Atlantic, Gull. Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. well as what it's cut with. And if you buy a couple of joints off a guy on the street, you don't know a single thing about it. Which means you don't know what it's going to do to you. Even in its pure state, the effects of cannabis, the plailt both mari­ juana and hashish are derived from, vary widely. In high doses, the Drug Enforcement AgenQr says, it may cause "image distortion, a loss of potential identity, fantasies and hallucina­ tions or a toxic psychosis." The "side effects" of drugs aren't limited to physical and emotional issues. There are legal issues as well. And those issues are gravely important to Sea­ farers. If you get caught with drugs in a foreign country they'll slap you in jail so fast you won't know what hit you. And they'll keep you there. For a very long time. In addition, for a seaman, a drug-related conviction meaps the Coast Guard will take away your seamen's papers. That means you'll never work in the merchant marine again. Messing around with drugs is dangerous. It's stupid. And it'll get you in trouble. And that's the only sure thing about it. EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SlU. These rights are clearly set forth in the SlU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no member may be discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing, but not limited to, furthering the political, social and economic interests of maritime workers, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as. a con­ dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Sup­ port SPAD to protect and further your economic, poli­ tical and social interests, and American trade union concepts. If at any tinie a member feels that any of the ahove rights have been violated, or tbat he has been denied .his constitutional right of access to Union records or infor­ mation, he should immediately notify SIU President Paul Hall at headquarters by certified mail, return receipt requested, the address is 675 - 4th Avenue, Brooklyn, N.Y.11232. :ers �•i.#: Eight more SlU Chief Stewards are now attending titlcation Program stresses work scheduiino reoui^fton Progfarifthe'St^^^^ '"«• -ven1o;"®c"nrr'Td Program at the Harry Lun- menu pianning. Advanced deberg School. The program culinary skills firet add^plf iefon ar struction at HLS and two weeks at Unron Headquarters. Because the Chief Steward is the Department Manager aboard his ship, the Recer___ ... The CPR ana First Aid in"w. Tw Struction was the roughest part of the program but it was one of the *!"?.'yP-9andcom: munication' techniques" are among the many practical skills that are taught The Stewards also receive special training for their job as secretary-reporter of the ship's committee. The Kiv^ioiii program is designed to to IS uesigneo *esch SlU Stewards the skills and want on the decertification ProI M f • .. . . ' gram is s Kin best. Ihave not been fn ® ''i® success beschoo/ /or 40 years. Vnd®1h°i Janet Cook really taught maritime industry. , For the seafarers attending Bob Liegel the program now—and for all Since the Chief Steward is the head of the Steward Depart­ SlU Steward Department ment, the program stresses work scheduling, requisitionino and invenioiy ana inventory control. Recertification Program Gives Stewards The Skills They Need Jose Colls Jee Dong Charies Scott Carl Jones Frank Adkins Francis Smith Members—the Steward Recertification Program is a golden educational oppor­ tunity. Recertified SlU Stewards are the best-trainpd in the whole maritime in­ dustry. And graauates of the program can count on topnotch job security. -9. -j 61. ..V, Robert Llegel Carl Tebell Reuben Blackburn Willie Smith Chester Moss Jack Utz The Chief Stewards learn ad­ vanced culinary skills In the HLS Cooking labs. ? i '- " "" i - Ail of the teachers should get a vote of thanks. They go out of their way to help each of us. There has been a teacher available to help me whenever I needed It. Frank Adkins Every Steward Department Member who is eligible is en­ couraged to apply for the Recertification Program. It's easy to apply. Just contact the SlU Representative in your port for an application. The Recertification Program is a great opportunity for all SlU members In the Steward Department. Take advantage of it today! Mike Mannlon has been a very good Instructor. The knowledge I have gained about nutrition and bacteria will be helpful to me when I go back to work. Francis Smitfi Jr " Fimt Aid classes are among the practical skills that ® ""©certified Stewards learn. , 4 February 1980 / LOG / 29 V • •I �a!:!.*;!'*""" - Summary Annual Report for Seafarers ? * This is a summary of the annual report of Seafarers Pension Plan (I.D. #13-6100329) for January I, 1978 to December 31, 1978. The annual report has been filed with the Internal Revenue Service, as re­ quired under the Employee Retire­ ment Income Security Act of 1974 (ERISA). Basic Financial Statement The value of plan assets, after subtracting liabilities of the plan, was $141,660,432 as of January I, 1978, compared to $151,436,402 as of December 31, 1978. During the plan year, the plan experienced an increase in its net assets of $9,775,970. This included unrealized appreciation and depreci­ ation in the value of plan assets; that is, the difference between the value of the plan's assets at the end of the year and the value of the assets at the beginning of the year or the cost of assets acquired during the year. During the plan year, the plan had total income of $26,725,613 includ­ ing employer contributions of $15,460,278 and $11,265,335 from earnings from investments and net realized gain (loss) from sale or exchange of assets. Plan expenses were $10,156,683. These expenses included $1,242,079 in administrative expenses and $8,914,604 paid in benefits. Your Rights to Additional Information You have the right to receive a copy of the full annual report, or any part thereof, on request. The items listed below are included in that report: 1. An accountant's report. 2. Assets held for investment. To obtain a copy of the full annual report, or any part thereof, write or call the office of Mr. A. Jensen, 675 Fourth Avenue, Brooklyn, New York 11232. The charge to cover M2W ^ Now you can improve your math skills In fractions and decimals in your spare timel HOW? HLS has courses for you In fractions and decimals. They are self-study courses. HLS will send them to you. You can study them while you're aboard your ship or boat! Here's how you can use the skills you'll get in these courses: f: • • in your everyday life (for measuring, counting, etc.) • in your job • to improve your math skills for upgrading • to get started on your high school equivalency program (REMEBER: GED is offered at HLS) • to review old math skills or learn new ones I Send for the course you want today! Just fill In and mail the coupon below. Check the course you want. (Why not take both of them?) ( ) FRACTIOnS ( ) DECIMALS (<'• i ( ) Information on GED at HLS Send my course(s) here: Name^ street. Clty_ state -Zip. / Cut out the coupon and mall It to this address: i. ;. Academic Education Department Harry Lundeberg School Send It today! PIney Point, MD 20674 ATTN; Lois Knowles, Mathematics Department copying costs will be $1.00 for the copying of these portions of the full annual report, or $. 10 per page report because these portions are for any part thereof. furnished without charge. You also have the right to receive You also have the right to from the plan administrator, on examine the annual report at the request and at no charge, a state­ main office of the plan, 675 Fourth ment of the assets and liabilities of Avenue, Brooklyn, New York 11232^ the plan and accompanying notes, and at the U.S. Department of or a statement of income and Labor in Washington, D.C., or to expenses of the plan and accom­ obtain a copy from the U.S. Depart­ panying notes, or both. If you ment of Labor upon payment of request a copy of the full annual copying costs. Requests to the report from the plan administrator, Department should be addressed to these two statements and accom­ Public Disclosure Room, N4677, panying notes will be included as Pension and Welfare Benefit Pro­ part of that report. The charge to grams, U.S. Department of Labor, cover copying costs given above 200 Constitution Avenue, N.W., does not include a charge for the Washington, D.C. 20216. Vega Is Alive and Well and LMng in Tampa F OR a guy who specialized in keeping his ships cool, the sunny hot clime of Tampa, Fla. might seem an unlikely place to drop anchor. Pensioner Alvaro Vega doesn't think so. But just to make sure things don't get too hot, the 64-year old retired Seafarer now specializes in keeping cars cool. That is, he repairs air-conditioners and just about anything electrical under the hood. He learned the trade of an electrician from years of working on Pensioner Alvaro Vega the ships. Brother Vega points out one more When he retired about six years thing. He says everytime he sees an ago at the age of 58, he was already old shipmate he hasn't seen for one of the real "oldtimers" in the years, the shipmate usually says, Union. Vega joined the SIU in 1939just a "hey, where the hell you been. I thought you were dead." Pretty few months after the Union received typical! its charter. He proudly points out Well, this retired Seafarer has that his Book Number is V-4. some news for everyone. Alvaro His first job on a ship was as a Vega is alive and well and living messman. But when WWII broke happily with his wife in Tampa, Fla. out he switched to the engine room because "they needed people down below." John W. Wiciunan As it turned out, the move to the It Is Important that you contact Mr. engine room was a good one for James Orlando. Tel. (219) 228-6260. Vega. He applied himself and learned the trade. When he finally Kashnlr Puchabkl retired after 35 yeare of shipping, he Please contact, your son, Caslmir at was sailing as a chief electrician and 4207 221 SW Mountlake—Terrace, reefer engineer. Wa. 98043. Tel. (206) 778-6144. Important! His specialty on the ships was— what else—air conditioning systems Michael Robert LaGasse and refrigeration maintenance and Please contact, Sonia Prleto. Tel. repair. His last job before retiring (212) 639-3887. Emergency! was on the Sea-Land containership Newark. Mark JablonskI After he called it a day on the Please contact, your brother, ships. Brother Vega had no definite James—Urgent. plans of getting into a new business. Jim Downey He used to fix a/c systems in friends' Please contact, Ben Henderson— cars. But the word got around that 2016 SE 122-Apt. 57-P0rtl8nd, Or. he was an A-1 mechanic, and the rest 97233. is history. A devoted father (he has two John Robert Splcer daughters and a son), Vega is Please contact, Benny Splcer, as soon helping his son to start his own airas possible. Tel. (615) 289-3527. conditioning repair business. He says, "I finally have the time to Ron PolIIno help. I have a little saved. So I want Please contact, your mother, at 34420 to put it to good use. After all, you SW 188th Avenue—Homestead, Fla. can't take it with you." 33034. Persimals 30 / LOG / February 1980 WiWIBiil! �-Si Helge Hobnstrom, 60, joined the SIU in the port of New York in 1963 sailing as a chief electrician. Brother Holmstrom upgraded in 1964. He I also worked at the Bethlehem and Todd Shipyards, Hoboken, N.J. Seafarer Holmstrom was a former member of the Swedish Seaman's and Labor Unions. He is a veteran of the Swedish Army during World War II. A native of Shellettea, Sweden, he is a resident of New York City. WiHlam Denny Johns, 62, joined the SIU in 1948 in the port of Mobile sailing as a deck and junior engineer. Brother Johns was born in Ever­ green, Ala. and is a resident of Clanton, Ala. Hugh Lloyd Meacham, 65, joined the SIU in 1941 in the port of Norfolk sailing as a bosun and ship's delegate. Brother Meacham sailed 47 years. He was bom in North Carolina and is a resident of Chesapeake, Md. Robert Calvin Meloy, 58, joined the SIU in 1946 in the port of Jacksonville sailing as a recertified bosun. Brother Meloy sailed 34 years. He graduated from the Union's Recertified Bosun's Pro­ gram in February 1976. Seafarer Meloy was on the picketline in the 1946 General Maritime beef in Jacksonville, organized in the 1947 Isthmian drive and in 1948 hit the bricks in both the Baltimore and New York's Wall St. strikes. In 1960, he was in contention for the N.Y. joint patrolman post. Meloy is a veteran of the U.S. Army in both World War II and the Korean War as a sergeant in the Transportation Corps. He also attended the Infantry Officers Train­ ing School and the Army's Plans, Training and International School. Born in Cleveland, he is a resident'of Seattle. Anthony Mravec, 66, joined the SIU in the port of New York in 1967 sailing as a wiper. Brother Mravec sailed 19 years and during the Vietnam War. He was born in Cleveland and is a resident of Seattle. Sebastino Alleluia Pires, 70, joined the SIU in 1947 in the port of New York sailing as a chief cook. Brother Pires sailed 43 years and walked the Picketline in the 1962 Robin Line beef. He is a veteran of the U.S. Army's Hdqs. 241st Service Co. Engineers in World War II. Seafarer Pires holds the Asia-Pacific Service, Philippines Liberation Service and World War II Victory Medals. A native of Portugal, he is a resident of Brooklyn, N.Y. Daniel Covington Gatewood, 65, joined the SIU in the port of New York in 1965 sailing as an AB. Brother Gatewood sailed 28 years. He is a veteran of the U.S. Coast Guard in World War II sailing aboard the 55 Cactus. Seafarer Gatewood also attended the U.s>. Merchant Marine Service School, Sheepshead, Bay, Brooklyn, N.Y. during World War IL Born m Carthage, N;C., he is a resident there. Charles Wflson Bartlett, 58, joined the SlU in the port of Baltimore in 1955 sailing as an AB. Brother Bartlett sailed 29 years and during the Vietnam War. He hit the bricks in the 1961 Greater N.Y. Harbor beef. Seafarer Bartlett is a veteran of the U.S. Army in World War II. Born in Hingham, Mass., he is a resident of Dorchester, Mass. James Robert Bergbower, 52, joined the SIU in the port of Wilmington, Calif, in 1956 sailing as a bosun. Brother Bergbower sailed 27 years. He is a veteran of the postKorean War U.S. Army. Seafarer Bergbower was bom in Newton, 111. and is a resident of Preston, Md. Eiadio Grajales, 65, joined the SIU in 1944 in the port of Boston sailing as a chief steward. Brother Grajales---^ also sailed during the Vietnam War and as a ship's delegate. He walked the picketline in the 1961 N.Y. Harbor beef and the 1962 Robin Line strike. Seafarer Grajales was bom in Ponce, P.R. and is a resident of Gretna, La. George William Duncan, 63, joined the SIU in 1943 in the port of New York sailing as a bosun and 3rd mate. Brother Duncan sailed 48 years, first on British vessels. He also worked on the Delta and Waterman Shoregangs in New Orleans from 1973 to 1979. Seafarer Duncan was born in Russia where his father was on assignment as a journalist. He is a naturalized U.S. citizen and is a resident of Slidell, La. Angel Garcia, 65,joined the SIU in 1949 in the port of Tampa sailing in the steward department. Brother Garcia is a veteran of-the U.S. Army. He was born in Tampa and is a resident there. Kenneth J. Nelson, 60, joined the Union in the port of Corpus Christi, Tex. in 1957 sailing as an engineer for G & H Towing from 1951 to 1979. Brother Nelson sailed 28 years. He was a member of the Marine Allied Workers in 1951. Boatman Nelson was bom in Humboldt, Tenn. and is a resident of George West, Tex. Burvil Wilbert Owens, 62, joined the Union in the port of Philadelphia in 1960 sailing as a captain, pilot and mate for McAllister Brothers from 1972 to 1977, Taylor and Anderson from 1958 to 1972 and the Warner Sand and Gravel Co. from 1941 to 1958. Brother Owens is a veteran of the U.S. Army in World War II. He is a former member of the NMU, MM&P and District 50. Boatman Owens was born in Columbia, N.C. and is a resident of Philadelphia. Leroy Gibkenis Sawyer, 63,joined i the Union in the port of Norfolk in 1961 sailing as an AB for Norfolk Towing and for C. G. Willis from 1969 to 1971. Brother Sawyer also sailed for McAllister Brothers from 1953 to 1961. He was a former member of the UMW. Boatman Sawyer was born in North Carolina and is a resident of Chesapeake, Md. Verner Rudolf Ylitalo, 62, joined the Union in the port of Saulte Ste. : Marie, Mich, sailing as an AB and tankerman for the Atlantic Richfield Co. from 1964 to 1976, the Great Lakes Dredge and Dock Co. from 1955 to 1959 and for the Price Brothers-McClung Co. Brother Ylitalo sailed deep sea for the SIU from 1947 to 1956. He is a veteran of the U.S. Coast Guard during World War 11. Boatman Ylitalo was born in Marengo, Wise, and is a resident of Ironwood, Mich. , •..-•J ./• ^7 Lamar Matthews Lett Sr., 66, joined the Union in the port of Mobile in 1957 sailing as a cook for the Mobile Towing Co. from 1949 to 1979. Brother Lott was born in Mobile and is a resident there. • v -.V J Recertified Bosun Raymond War­ ren Hodges, 59, joined the SIU in 1944 in the port of Baltimore. Brother Hodges graduated from the Recertified Bosuns Program in 1974 and attended a Piney Point Crews Educational Conference in 1970. He is also a graduate of the GED Program where he was close to being a "perfect student." Seafarer Hodges also attended the U.S. Government's maritime training classes at Sheepshead Bay, Brooklyn, N.Y. in 1943. And he received a Union 1960 Personal Safety Award for sailing aboard an accident-free ship, the 55 Alcoa Patriot. He was bom in North Carolina and is a resident of Balti­ more. Orlan Auoid Midkiff, 65, joined the SIU in the port of Houston in 1970 sailing as an oiler. Brother Midkiff sailed 22 years. He is a veteran of the U.S. Army's Medical Corps in World War 11. Seafarer Midkiff was born in Remlin, Tex. and is a resident of Himphill, Tex. Frank Paul Russo, 67, joined the SIU in 1944 in the port of Norfolk sailing as an AB. Brother Russo sailed 39 years. He also attended a Piney Point Educational Confer­ ence. Seafarer Russo was bom m Norfolk and is a resident of Harvey, La. Edward James Ponis, 65, joined the SIU in the port of Baltimore in 1952 sailing as a recertified bosun. Brother Ponis sailed 42 years. He was born in Boston and is a resident of Baltimore. "••• V-j ^ ' fi i -p \ 'J Michel Joseph Dunn, 60, joined the SIU in 1947 in the port of New Orleans sailing as a chief steward. Brother Dunn sailed 32 years. He attended a HLS, Piney Point, Md. Crews Conference in 1975. Seafarer Dunn is a veteran of the U.S. Navy's Seabees in World War II. He was a former member of the Bakers and Confectionery Workers Union, Local 35 in New Orleans. A native of Louisiana, he is a resident of New Orleans. • February 1980 / LOG / 31 I �SIU Atlantic, Gulf, Lakes & Inland Waters United Industrial Workers of North America PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak i:^4 i PJ 1' ^ i. k' • vi > -h' JAN. 1-31,1980 •TOTAL REGISTERED All Groups Class A Class B Class C Port .1'^ ••-•-;;;f— .;. '• #":• Boston New York Philadelphia .Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Yokohama Totals ••REGISTERED ON BEACH All Groups Class A Class B Class C DECK DEPARTMENT '.,, 6 91 6 23 22 13 20 79 46 28 18 25 13 68 1 0 459 6 39 7 9 10 2 3 16 8 5 9 5 2 17 0 0 138 1 16 4 4 7 5 2 7 2 4 8 12 2 5 0 0 79 Port Boston New York Philadelphia .. Baltimore Norfolk Tampa Mobile New Orleans .. Jacksonville .. San Francisco. Wilmington ... Seattle Puerto Rico ... Houston Piney Point .... Yokohama I'A TOTAL SHIPPED All Groups Class A Class B Class C Totals Totals 4 98 ,9 12 11 7 10 40 20 24 7 24 2 49 0 0 317 1 43 1 12 9 2 5 16 5 6 4 6 3 13 1 0 127 1 8 1 0 2 3 0 0 5 2 7 5 0 3 0 0 37 Totals Totals All Departments r\ 0 17 1 1 6 7 . 0 11 0 3 7 13 0 4 0 1 71 7 130 8 39 26 9 36 154 54 50 26 66 25 118 0 2 750 4 ! 2 48 - ' 12 8 - 3 5 12 14 5 5 2 7 2 13 22 13 4 8 6 17 15 11 19 3 3 22 11 0 0 0 0 191 105 1 68 7 10 7 7 12 37 17 16 4 16 9 33 0 0 244 1 4 136 20 21 15 6 30 95 33 35 24 49 4 102 0 0 574 4 85 3 14 9 6 9 32 13 11 10 13 4 17 0 1 231 2 16 2 2 4 1 0 2 4 2 7 13 0 5 0 0 60 1 10 0 0 4 1 0 4 3 1 5 6 0 1 0 0 36 1 52 6 14 15 4 35 67 15 20 15 29 10 62 0 0 345 2 30 6 5 3 0 4 6 2 3 2 2 5 8 0 0 78 0 10 1 1 1 3 0 6 2 2 13 14 3 4 0 0 60 2 33 7 20 7 3 11 49 9 15 2 17 17 27 0 1 220 7 205 34 36 24 15 23 93 39 21 31 36 27 88 7 3 689 6 147 8 13 26 6 3 39 19 17 99 41 15 67 0 0 506 1,889 1,189 731 5 48 2 6 13 3 10 14 9 10 5 8 9 14 8 0 164 2 2 1 2 3 0 1 0 2 0 2 3 1 0 0 20 STEWARD DEPARTMENT 1 32 3 11 15 4 14 35 17 10 9 17 6 27 0 0 201 4 27 5 5 3 1 1 7 1 1 1 1 3 3 3 0 66 0 5 1 1 1 2 0 3 2 1 7 6 1 3 0 0 33 Port Boston New York Philadelphia .. Baltimore Norfolk Tampa Mobile New Orleans.. Jacksonville .. San Francisco. Wilmington ... Seattle Puerto Rico ... Houston Piney Point ... Yokohama 5 48 14 4 16 6 3 28 13 7 6 16 12 24 19 0 221 ENGINE DEPARTMENT Port Boston ....... New York Philadelphia .. Baltimore Norfolk Tampa Mobile New Orleans.. Jacksonville .. San Francisco. Wilmington ... Seattle Puerto Rico ... Houston Piney Point ... Yokohama - 5 87 17 9 17 14 14 46 32 28 14 22 25 65 1 0 396 0 5 51 53 1 4 8 . 4 8 11 3 1 6 2 25 27 18 10 13 5 1 3 6 6 4 4 26 13 0 41 0 0 170 189 ENTRY DEPARTMENT 3 22 1 11 6 2 2 21 11 8 1 6 10 17 0 0 121 14 130 21 19 21 12 18 56 24 10 11 13 17 43 68 2 479 4 51 10 6 12 4 1 19 4 17 27 16 4 29 0 0 204 1,098 1.098 810 353 810 574 127 •'Total Registered" means the number of men who actually registered for shipping at theport last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. • Shipping m the month of December was good to excellent in all A&G deep sea ports, as it has been for the last several years. A total of 1,511 jobs were shipped last month to SlU-contracted deep sea vessels. Of these onlv 810 or slightly more than half, were taken by "A" seniority members. The rest were filled by "B" and "C" senioritv people. Shipping is expected to remain good to excellent for the foreseeable future HEADQUARTERS 675 4 Ave., Bklyn. 11232 ALGONAC, Mich. ^212) HY 9-6600 520 St. Clair River Dr. 48001 (313) 794^9375 ALPENA, Mjch 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass. .... 215 Essex St. 02111 (617) 482-4716 BUFFALO, N.Y.. .290 Franklin St. 14202 (716) TL 3-9259 CHICAGO, ILL.9383 S. Ewing Ave. 60617 (312) SA 1-0733 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) MA 1-5450 COLUMBUS, Ohio 4937 West Broad St. 43228 (614) 870-6161 DULUTH, Minn. 705 Medical Arts Building 55802 (218) RA 2-4110 FRANKFORT, Mich P.O. Box D 415 Main St. 49635 (616) 352-4441 GLOUCESTER, Mass. 120 Main St. 01903 (617) 283-2645 HOUSTON, Tex..., 1221 Pierce St. 77002 JACKSONVILLE, Fla. 659-5152 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala. ..IS. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va. ; 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. 2604 S. 4 ^t. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, Tex. .534 9 Ave. 77640 (713)983-1679 SAN FRANCISCO, Calif. 1311 Mission St. 94103 (415) 626-6793 SANTURCE, P.R. 1313 Fernandez, Juncos, Stop 20 00909 (809) 725-6960 SEATTLE, Wash 2505 I 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... 635 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 408 Avalon Blvd. 90744 (213) 549-4000 YOKOHAMA, Japan P.O. Box 429 Yokohama Port P.O. 5-6NihonOhdori Naka-Ku 231-91 201-7935 West Coast Stewards Halls HONOLULU, Hawaii 707 Alakea St. 96813 (808) 537-5714 PORTLAND, Or.421 S.W. 5th Ave. 97204 (503) 227-7993 WILMINGTON, Ca. 408 Avalon Blvd. 90744 (213) 549-4000 SAN FRANCISCO, Ca. 350 Fremont St. 94105 (415) 543-5855 32 / LOG / February 1980 m:.. �IRS Adopts New Procedur-es in Regard to Allotme.�ts The Internal Revenue Service seaman's gross income in the taxable seamen, as well as modifying the recently set forth new procedures special "end of voyage" reporting relating to the reporting of wages, payment of taxes and collection of income t_axes, with respec:.t to year the allotments are paid. procedures. A seaman does not have to report Now, the allotments paid to a seaman must he: in gross income other wages, such as induded in the advances or slops, until the taxable year in which the voyage ends. As a Norwe1y offers pension to result of this Revenue Procedure, the seaman will be receiving an IRS WW II seamen W-2· form (sta tement of wages received in a calendar year) for the Seamen who were Norwegian citizens and served on Norwegian ships allotments paid during a calendar during World War II may be eligible for pension benefits from Norway. year, . To be eligible generally the seaman must be 60 years old and must have had a minimum of 150 months of sailing on Norwegian ships. Merchant Federal income taxes. He will then Service on Norwegian or Allied ships as a Norwegian Citizen; $2.88 Seamen who served in the Norwegian Army, Navy or Air Force as a year, and the amount of FICA and income taxes withheld. In the instance when a voyage '-·begins in one year and terminates in a subsequent year, it will be a tax advantage to the seaman, who has authorized allotments, by avoiding all of the taxable income being bunched into the year the voyage terminates. For Waterway Proiects There are over 55 separate naviga­ tion projects listed in the legislation, Seamen who served ashore either in an administrative capacity or in the Army Corps of Engineers. The the most prominent of which are legislation allocates $2.8 billion to Locks and Dam 26 at Alton, Ill. and Considered seamen are also those who served actively in the the Corps so that it can carry out a the Terine�ee-TombigbeeWaterway variety of duties· essential to the in Alabama and Mississippi. . Norwegian or Allied Navy withoUt any service in the merchant marine. In addition, a special bonus pension is allowed for wartime service.A ·· seaman who was a Norwegian citizen when he sailed and has since become a citizen of another country remains qualified. A widow or ' reflecting the balance of his wages, after allotments paid in the prior Jaw the 1980 Appropriations Act for Seamen who served in the Allied forces, Army, Navy, Air Force as a defense-related work as a Norwegian citizen; • When the voyage ends, the sea­ m a n will r e c e i v e a W-2 f o r m· President Carter has signed into Norwegian citizen; • · ducted as well as withholding for Norwegian citizen; • voyage ends in a FICA (social security) taxes de­ to Dec. 31, 194) (outside occupied Norway) would be"-eligib/e. Following are kinds of service which may be considered for a pension: • the The form will also reflect the seamen who served at least 18 months during the period of Sept. 1, 1939 • if subseqpent year. use this information for inclusion on his personal tax return. children of a deceased Norwegian seaman may also claim the bonus. Those who qualify may write to the following address for further information: Norwegian Seaman's War Veterans Club, c/ o Birger Lunde, 84 Hillcrest St., Staten Island, N.Y. 10308. economic well-being of this nation. The legislation highlights one ·Included in the legislation are important fact: commerce on the provisions which call for the con­ inland waterways is heavily depen­ struction of nearly $490 million dent upon the Federal government dollars worth of navigation projects for its survival. The good Lord may on the inland waterways and in the have given us the Mississippi River, coar;tal harbors. but it was the U.S. government who d "17: "'LJ" l . a R e .i w t t o D o o o B h. h ' r r _ er e u n. rp _,_ _ constructed the· locks and dams which make inland shipping economicall y feasibl e. _ _ _ S ee�ng 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 g uiding 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 d.9n't have friends. Because a friend wouldn't let another man blindly travel a c��rse 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 Alcoholi� Rehabilitation Center in Valley Lee, Md. Once h�'s there. a n alcoholic SiU member will receive the care arid counseling he needs. And he 11 get the support of brother SIU members who are fighting the same tough battle he i� bac� to a healthy, productive alcohol-free life. The road back to sobriety is a long one for an alcoholic. But because of ARC, an alcoholic SIU member doesn't have to travel the dista�ce alone. � LU � � _...... ..._.._ . 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. �-------------------------------� 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 co nfidential, and that they will not be kept anywhere except at The Center. Name ............................. Book No, ............ Address .. . .. ............ (Street or RFD) Mail to: . ... ....... ..... ... .. .. ... .... (City) (State) (Zip) Telephone No................ . THE CENTER Star Route Box 153-A Valley Lee, Md. 20692 or call, 24 hours-a-da)', (301) 994-0010 L-------------------------------� February 1980 I LOG I 33 �• I'-? . -1 1 ? S •' 1. ~ JV. S.-J?"." "i .'r.' ••'-•-•Np.it 'JV- -i' " Mobile More than 100 miles of the 232-mile Tennessee-Tombigbee Waterway were open to river navigation last month from its southern end at Demopolis, Ala. north to Columbus, Miss, pending the raising of the water level at the Aliceville Lock and Dam. Almost $1 billion of the estimated $1.67 billion Federal cost of the entire project is now under contract. PMlade^hia lOT has placed into Gulf service the new 480-foot barge Ocean 192 to carry 180,000 barrels of crude or petrochemical products in 12 coated compartments. The twin-screw 5,600 hp new tug Freedom (lOT) will push the barge which has a redesigned streamlined hull. She was built by the Galves­ ton Shipbuilding Co., Houston. GreatLakes uf '• i Barge G.L. 33—a new 4,000 cubic yard Manitowoc hydrodump barge—was launched last month by the Great Lakes Dredge & Dock Co., Chicago at the Maxon Marine Industries Shipyard, Tell City, Ind. The steel, deep sea barge measures 234 by 53 by 23 feet. She has a longitudinal divided hull hinged at each end above deck. Hydraulic cylinders open the hull hopper to dump and close. MARAD has okayed the $11.2 million bid of the Great Lakes Dredge & Dock Co.'s Tidewater Dredging of Oakbrook, 111. in building a 4,300 hp trailing suction hopper dredge. WasMnglon,D.C. V;lv President Jimmy Carter in his 1981 budget request to Congress has asked for $30 million for construction and rehabilitation of 34 inland waterways, locks and dams projects. M Port Arthur, Tex. Sabine Towing has on order a 103 foot, 3,200 hp twin screw harbor tug from Delta Shipyard, Houma, La. You Can't Afford Not To St Louis Contract negotiations with Orgulf and Ozark Marine have been completed and a ratification vote by the membership was under way early this month. The U.S. Corps of Engineers here has issued a "notice to proceed" to contractors for the first stage of construction at Locks and Dam 26 near Alton, 111. The first stage is the building of a cofferdam on the Missouri shore extending 1,000 feet into the Mississippi. The resulting 25-acre area enclosed by the cofferdam will be dewatered for the construction of the first six gates of the new dam. Comple­ tion in 1981 of the $41.7 million contract will restrict the river to a 700-foot width along the Illinois shore. National Marine Service has asked MARAD for $30.7 million in subsidy to build 46 double-skinned oil-chemical tank barges and five diesel-powered towboats with delivery before 1982. The barges will be built by Hillman Barge, Brovmsville, Pa., Nashville (Tenn.) Bridge and Jeffboat, Jeffersonville, Ind. Dravo of Pittsburgh and Ortis Boat, Krotz Springs, La. will build the towboats. On her maiden voyage downriver from Dravo, the towboat National Energy (National Marine) had as her crew: Capt. J.A. Benoit, Pilot Norman East, Trip Pilot V. Ward, Port Engineer C. Webb, Engineer F. Stanley, Mate S. Lamb, Tankermen J. Bowman and T. Stewart, Deckhands G. Coleman and E. Renshaw and Cook P.W. Chambers. New Orleans Opening contract negotiations began early this month with both Dixie Carriers and Gulf Canal. h Radcliff Materials has three 1,650 hp towboats on order for future delivery from the Dravo Shipyard, Neville Is., Pa. 'h Cook Duncan V. "Pat" Patterson reported late last month that he's "back on the river again." That is on the Mississippi aboard the towboat Dixie Power (Dixie Carriers). Pat says the run from here to Meyers, Miss., a few miles north of Vicksburg, takes 48 hours going upstream and 24 down, past Baton Rouge, La. Previously, Pat had got off the deep sea tug Alice Moron (Moran Towing) in Ft. Lauderdale, Fla. Seems before he got off the tug was having problems coming across the Gulf towing a 510-foot barge. Assisted by two other tugs, the Alice Moran was "comin' through the notch" of Port Everglades, Fla. Harbor when she lost the towliqe. •<. • I Cove Navigator Committee . i I J - '} 'i h J ^ . u 4 I) The Transportation Institute Towboat Operator Scholarship Program pays you while you go to school at HLS. It gives you hee room, board and books. It helps you earn wheelhouse time while you leam boathandling skills. And HLS graduates get day-for-day worktime credit. You can't afford not to apply for a Towboat Operator Scholarship The next class begins April 7. • •, Contact your SIU Port Agent or your Company to apply. 34 / LOG / February 1980 SIU Patrolman Teddy Babkowski (seated center) fills out dues receipt for (seated left) Steward Delegate C. Harmanson of the ST Cove Navigator (Cove Shipping) Ship's Committee recently. The rest of the committee (I. to r.) are Chief Steward Ray Casanova, secretary-reporter; Deck Delegate Patrick i_escot, Bosun Tom Ratcliffe, ship's chairman and Chief Pumpman Jim Emidy, educational director. The tanker paid off at the Con Edison Plant. Brooklyn, N.Y. �Legal Aid 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: 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 Sll 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 Wash 100 Bush Street, Suite 1403 San Francisco, California 94104 Tele. #(415) 981-4400 Philip Weltin, Esq. Weltin & Van Dam No. 1 Ecker Bid. San Francisco, Calif. 94105 Tele.#(415) 777-4500 ST. LOUIS, MO. Gruenberg & Sounders 721 Olive Street St. Louis, Missouri 63101 Tele. #(314) 231-7440 NEW ORLEANS, LA. Barker, Boudreaux, Lamy, Gardner & Foley 1400 Richards Building 837 Gravier Street New Orleans, Louisiana 70112, Tele. #(504) 586-9395 LOS ANGELES, CALIF. Fogel, Julber, Reinhardt & Rothschild 5900 Wilshire Boulevard Los Angeles, California 90036 Tele. #(213) 937-6250 MOBILE, ALA. Simon & Wood 1010 Van Antwerp Building Mobile, Alabama 36602 Tele. #(205) 433-4904 DETROIT, MICH. Victor G. Hanson 19268 Grand River Avenue Detroit, Michigan 48822 Tele. #(313) 532-1220 GLOUCESTER, MASS. Orlando & White Two Main Street Gloucester, Massachusetts 01930 Tele. #(617) 283-8100 SEATTLE, WASH. Vance, Davies, Roberts, Reid & Anderson 100 West Harrison Plaza Seattle, Washington 98119 Tele. #(206) 285-3610 CHICAGO, ILL. Ratz & Friedman 1 South Dearborn Street Chicago, Illinois 60603 ^Tele. #(312) 263-6330 Arbitrator Rules for Company in Dixie COLA Beef An arbitration involving the application of cost of living add-ons in determining the daily wage due to SIU Boatmen employed by Dixie Carriers Co. in New Orleans was settled last month. In a decision dated Jan. 7, 1980, the impartial arbitrator ruled that the cost of living adjustment which Dixie had rolled in to the wages of Union Boatmen as of Apr. 6, 1979 was correctly computed by the company. The arbitrator's ruling on the Dixie COLA arose from a grievance filed by the SIU against the company, based on differing interpretations of the cost of living clause in Dixie's collective bargain­ ing agreement. Because of the differing interpre­ tations of the contract, the Union and the company arrived at a different 1979 COLA amount and, therefore, a different wage rate. The Union's 1979 COLA figure was slightly higher than the COLA worked out by Dixie. As an example, under the SIU's computations the new daily wage rate with 1979 COLA figured in due to a Canal Captain as of Apr. 6,1979 should have been $102.74. By the company's figuring, the new wage rate for Canal Captains came to $101.20, a difference of $1.54. COLA'S apply to all ratings. The amount differs with the pay scale but the method of computation is the same across the board. An impartial arbitrator was named to settle the matter. Both the Union and the company agreed to abide by the arbitrator's decision. In his seven page ruling the arbitrator said that "the contract calls for a 5 percent increase in the daily wage each year. It does not," he continued, "provide for a 5 percent increase in 1979 plus the 1978 cost of living adjustment. "The cost of living adjustment for 1979," the arbitrator concluded,, "is based, in Dixie's contract, not upon 'wages being paid' but upon the Base Daily Rate and the adjustment of CPI thereon over the 5 percent wage increase." Based on the arbitrator's interpre­ tation of the Union's collective bargaining agreement with Dixie, the cost of living add-ons Dixie Boatmen have been receiving, rolled into their wages since Apr. 6, 1979 are correct. This is the final COLA Union members at Dixie will receive under the terms of the current contract which expires this year. When Siy reps sit down at the bargaining table later in 1980 to negotiate a new, three-year agreement with Dixie, one of their priorities will be to clarify the contract language so that there can he no question about cost of living adjustments due to Union Boat­ men at Dixie in the future. Dispatchers Report for Inland Waters JAN. 1-31,1980 •TOTAL REGISTERED All Groups CiassA CiassB CiassC TOTAL SHIPPED AHGrauns ClatsA aassB ClassC 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 DECK DEPARTMENT ' 0 0 6 0 3 2 3 0 0 6 5 10 12 0 0 0 8 0 3 1 2 0 0 4 0 0 4 5 0 2 2 3 34 0 0 0 2 0 3 0 0 1 0 4 0 1 8 12 0 7 0 46 84 0 0 0 0 0 0 0 0 2 0 0 0 0 0 1 0 0 2 0 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 , 0 0 0 0 0 1 0 0 1 0 0 0 0 1 0 0 0 0 1 4 Totals AllDepartments 0 0 0 0 0 1 0 0 0 0 0 0 0 1 6 0 2 0 0 10 0 0 0 0 0 1 0 0 0 0 0 0 0 2 3 -0 0 2 0 a 0 0 0 12 0 7 3 10 3 0 7 0 0 6 14 0 9 0 32 103 0 2 0 16 0 5 2 11 0 0 12 0 0 9 5 0 5 1 9 77 0 0 0 5 0 5 0 12 . 3 0 13 0 1 7 19 0 34 0 131 230 ' 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 0 ^ 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 2 0 0 0 0 2 1 0 0 0 1 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 0 1 0 0 1 0 0 0 0 3 7 0 0 0 0 0 0 0 1 1 0 1 0 0 . 0 '0 0 2 0 4 9 0 0 0 1 0 0 0 2 0' 0 0 0 0 0 0 0 1 0 2 6 0 0 0 1 0 2 0 2 0 0 1 0 0 0 0 0 0 0 16 22 120 STEWARD 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 0 0 0 0 0 0 2 1 1 0 0 0 0 2 11 0 2 10 1 30 ENGINE 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 PineyPoint ... Paducah Totals ••REGISTERED ON BEACH All Groups Class A Class B ClassC 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 1 3 6 76 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 - 0 0 1 2 0 0 0 1 0 1 0 2 0 0 0 0 0 0 1 0 0 0 7 12 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 2 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 1 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 5 36 100 34 11 15 0 • •' • V- i .'tj 83 259 •'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. February 1980 / LOG / 35 • -f �.- !»• isS'- •'ii-'-• M. • N' ^ -! •«) .r ^ Pensioner Nicholas Mallette, 67, died of heartlung failure in Mobile on Sept. 24. Brother Mallette joined the SlUin 1946 in the port of Mobile sailing as a AB. He sailed for 32 years. Seafarer Mallette was bom in Broussard. La. and was a resident of Bayou La Betre, La. Interment was in the Odd Fellows Cemetery, Mobile. Surviving are his widow, Mae; three sons, Donald, Ronald and Bernard and a daughter, Wanda. Pensioner David Alfred I Lewis Sr., 72, was dead on arrival of I a probable heart attack at the Lake I County Memorial Hospital, East Painesville, Ohio after being taken ill at home in Madison, Ohio on Oct. 23. Brother Lewis joined the Union in the port of Ashtabula, Ohio in 1961 sailing as an oiler and dredgeman from 1947 to 1966. He sailed for the Dredge Engineers and Cranesmen Union from 1935 to 1949 and from 1957 to 1959. Laker Lewis also sailed for the American Dredge Co. from 1960, 1961 and the Great Lakes Dredge Co. A native of Concord, Ohio, he was a resident of Cleveland. Burial was in Evergreen Cemetery, Painesville. Surviving are his widow, Diantha Eloise and four daughters, Mrs. Donald (Beverley) G. H. Gordon of Cleveland, Donna Lee, Juanita Louise and Bonnie Lou. >' . a Robert Wayne Guthrie, 56, succumbed to lung failure in the John Sealy HospitaL Galveston on Sept. 30. Brother Guthrie joined the SIU in 1943 in the port of Boston sailing as a chief pumpman with the Union for 19 years. He also sailed as a 3rd assistant engineer with MEBA for 14 years. Born in Des Moines, la., he was a resident of Coldspring, Tex. Burial was in Woodlawn Cemetery, Crowley, La. Surviving are his widow, Maudrey Margaret; his mother, Zola of Houston and sister, Mrs. Thelma Cornwell of Des Moines. Lawrence Cur­ ry "Larry" Boyd Jr., 33, died in Gainesville, Fla. on Nov. 10. Brother Boyd joined the SIU in the port of Jacksonville in 1971 sailing as a fireman-watertender and en^neer. He sailed on the 7T Manhattan (Hudson Waterways) in 1977. Seafarer Boyd was a veteran of the U.S. Coast Guard during the Vietnam War. Bom in Philadelphia, he was a resident of St. Petersburg, Fla. Burial was in the Maypop Cemetery, Branford, Fla. Surviving are his mother, Muriel of Branford and his father, Lawrence of St. Petersburg. Thomas Edwin "Tom" Shoe­ maker, 32, died on June 7. Brother Shoemaker joined the SIU following his graduation from the HLSS in 1967 sailing as an AB. He also sailed during the Vietnam War. Seafarer Shoemaker also attended a Piney Point Educational Conference in 1971. And he was an aviation machinist. Born in Linneus, Mo., he was a resident of Tujunga, Calif. Surviving are his widow, Yvonne; his parents, Mr. and Mrs. Andrew Shoemaker of Brookfleld, Mo. and a sister, Mrs. L. J. Bachtel. Arthur Robert Peter Ralo, 62, died on Aug. 23. Brother Raio joined the SIU in the port of Phila­ delphia in 1969 sailing as a chief cook. He sailed 20 years and attended a Piney Point Crews Conference in 1975. Seafarer Raio was a veteran of the U.S. Air Forces in World War 11. A native of Philadelphia, he was a resident there. Interment was in the Gate of Heaven Cemetery, Berlin, N.J. Surviving are his parents, Mr. and Mrs. Alfonso and Virginia Raio and two brothers, Thomas of Williamstown, N.J. and Alfonso Jr. of Philadelphia. Bernard Mac­ Kinnon, 49, died on July 29. Broth­ er MacKinnon joined the Union in the port of Detroit in 1961 sailing as a deck­ hand for Dunbar and Sullivan from 1954 to 1968 and Western Contracting from 1961 to 1968. He also sailed as a mate for the Great Lakes Dredge and Dock Co. in 1978. Laker MacKinnon was bom in Nova Scotia, Canada and was a resident of Detroit. Surviving are a daughter, Janine of Detroit and a brother, John. wnue Sims, 58, died of lung fail­ ure in the Port­ land (Ore.) U. S. Veterans AdminI'istration Hospital I on Oct. 3. Brother Sims joined the Union in the port of San Francisco in 1967. He sailed in the steward department on the SSSanta J/ar/fl (Delta Line) from 1977 to 1978. He sailed 23 years. And he was a veteran of the U.S. Navy in World War 11. Sims was bom in Smithville, Tex. and was a resident of Portland. Burial was in Smithville. Surviving are his widow, Mary; a daughter, Mrs. Adrilla Fondal of Smithville; a sister, Mrs. Sewilla A. Watkins of Los Angeles; seven nephews, 12 nieces and 31 cousins. Allan A. De Hart Ames, 24, died in the Seamen's Church Institute, New York City on Nov. 27. Brother Ames joined the jSIU in 1972 Ifollowing his graduation from the HLS,sailing out of the port of New York in 1975. He also eamed his GED in Piney Point. Seafarer Ames was born in Washington, D.C. and was a resident of New York City and Upper Marlboro, Md. Cremation took place in the Evergreen Crematory, Hillside, N.J. Surviving are his parents, Mr. and Mrs. Allan and Mildred Ames of Upper Marlboro. Pensioner Joseph Ferenc, 86, passed away from natural causes in the Lenox Hill Hospital, New I York City on Aug. 7. Brother Ferenc [joined the SIU in 1942 m the port of New York sailing as an AB. He hit the bricks in the 1965 maritime beef. Seafarer Ferenc was born in Hungary and was a resident of New York City. Cremation took place in the Garden State Crematory, North Bergen, N.J. Surviving are his widow, Josie and a son, Steven. Pensioner Bennie Johnson, 78, died of cancer in the port of Cleveland on Oct. 15. Brother Johnson joined the MC&S in 1947 sailing as a waiter and officers'BR for the State Lines. He was born in Mississippi and was a resident of Cleveland and Mississippi. Burial was in the Highland Park Cemetery, Cleve­ land. Surviving are his widow, Bassie; a son, Walter of Praire Pt., Miss, and a stepsister, Mrs. Lavenia Brown of Detroit, Mich. Pensioner Joseph Elrln Gardner, 62, died of a liver ailment at home in Sebastopol, Calif, on Sept. 12. Brother Gardner joined the Union On the West Coast sailing as a chief cook. He sailed for 26 years. In 1959, he sailed on the 55 Flavia (Grace Line) and on the 55 President Cleveland (APL). Seafarer Gardner was born in Texas. Surviving is his widow, Edith. Cremation took place in the Pleasant Hill Cremetery, Sabastopol. Sorella Kaiser, 72, passed away on Oct. 16. Sister Kaiser was a member of the Union for seven years sailing as a chief steward and chief cook for the Kelly Island Sand Co. She was also a member of the International Cleaning and Dye House Workers Union for the Mullaire Dry Cleaning Go. She was a resident of Cleveland, Ohio. Burial was in Edgewood Cemetery. Surviving are her widowef. Pensioner Chester Kaiser and a sister, Mrs. Inez Lahti of Ashtabula, Ohio. Pensioner Remlglo Mangayam, 84, died of heart failure in the Broadway Hospital, Vallejo, Calif, on Oct. 25. Brother Mangayam joined the MC&S in 1943 sailing as a cook for APL and Pacific Transport. He was bom in the Philippine Islands and was a resident of Vallejo. Seafarer Mangayam was a naturalized U.S. citizen. Interment was in the Sunrise Memorial Cemetery, Vallejo. Surviving are a daughter, Mrs. Rosita Callenta and a sister, Mrs. Jean Antolin of Vallejo. 36 / LOG / February 1980 Robert William Mateo, 48, died of a heart attack on arrival at the Chesapeake (Va.) 'General Hospital on May 19. Broth­ er Mateo joined ! the SIU in the port of Norfolk in 1968 sailing as a 3rd cook. He sailed 20 years. Seafarer Mateo was a wounded veteran of the U.S. Army during the Korean War. Born in Portsmouth, Va., he was a resident there. Burial was in the Olive Branch" Cemetery, Portsmouth. Surviving are his widow, Marie; two stepsons, Arthur and William Edwards; his mother, Mrs. Elsie Barber and an aunt, Mrs. C.L. Pickett of Portsmouth. Pensioner Manuel Rosende Perez, 84, passed away from natural causes in Muros, La Coruna, Spain on Sept. 9. Bro­ ther Perez joined ithe SIU in 1939 in the port of Baltimore sailing as an AB. He sailed 50 years. Seafarer Perez was bom in Muros and was a resident there. Interment was in La Coruna. Surviving are a daughter, Mrs. Dolores Vasquez, of Union, N.J.; a grandson, Manuel Vasquez of East Stroudsburg, Pa.; another grandson, John Vasquez and a granddaughter, Marie Vasquez, both of Union. Pensioner Paul Andrew Switch, 65, died of heart failure in the Harrisburg (Pa.) Hospital on Nov. , 9. Brother Switch I joined the SIU in the port of New York in 1958 sailing as a firemanwatertender. He sailed 35 years and during the Vietnam War. And was on the picketlines in the 1955 and 1963 maritime beefs and the 1965 District Council 37 strike. In 1960, he was awarded a Union Personal Safety Award for sailing aboard an accidentfree ship, the SS Steel Architect. A native of Martin, Pa., he was a resident of Harrisburg. Cremation took place and his ashes were scattered on the seas. Surviving are his widow, Barbara and a brother, Joseph of Martin. Pensio ner I William Mathews Turpln, 69, died of heart-liing failure in the Houston USPHS Hospital on Oct. 12. Broi ther Turpin joined the SIU in the port of Houston in 1964 sailing as a firemanwatertender. He sailed 32 years. Seafarer Turpin was also a machinist and a former member of the Iron and Steel Workers Union. Born in HordenWharton, England, he was a resident of Dime Box, Tex. He was also a naturalized U.S. citizen. His remains were donated according to his wishes to medical research at the Baylor (Tex.) College of Medicine, Houston. Surviving are his widow, Nathalee; two sons, John and Thomas; a daughter, Christy Ann and a brother, John of Chicago, 111. �Pensioner A l P e n s i o n e r ­ Th o m a s berto Atilio Aran­ natural causes in cumbed to cancer failure in the Bin­ Calvary Hospital, m Dec. · Greater N.Y. Harbor beef and the 1962 Robin Line strike. Seafarer Arancibia . was born in Valparaiso, Chile and was a the Bronx. He w as a naturalized U.S. citizen. Cremation t o o k p l a c e in t h e G ar d en S t ate C r e m a t o r y , N o r t h B e r g e n , N .J . are t w o daughters, Mrs. Rizal, P.1. on Oct. 4. Brother Este­ in man-watertender. He was a veteran of sailing as a chief cook. He sailed 21 years the U.S. Army's Field Artillery in World and walked the picketline in the War IL Seafarer Gower was born in N.Y. Harbor beef. Seafarer Esteban North Carolina and was a resident of also sailed during the Vietnam War. He Chesapeake, Md. Interment was in was born in Paete, Laguna, P.1. and was Rosewood Memorial Park Cemetery, a resident of San Francisco. And he was Virginia Beach, Va. Surviving are two a naturalized U.S. citizen. Interment sisters, Joy ce and Mrs. Shirley attack at home in Brooklyn, 77, died of on Dec. heart failure in the SIU in Hospital, Seafarer Curry was born in Ohio and w as a resident of Mobile. Interment was in the Elam Cemetery, Mobile County. Surviving are two sons, Horace Jr. of Mobile and Maurice; a daughter, Mrs. 1961 N.Y. Harbor beef. A native of Finland, he was a naturalized U.S. citizen. Cremation took place in the Greenwood Crematory, Brooklyn. Surviving are his widow, Martha of Huntington, L.1., N.Y. and a sister, Ruth of Borga, Finland. f a i l u re 62, died of cancer .·i�r-li.a&,t,, . StH)µ-4�-. burg, Pa. on Dec. York sailing as a bosun. He sailed 36 years and was on the picketline in the 1961 N.Y. Harbor beef. Seafarer McDaniel ugraded at Piney Point in 1974. He was a veteran of the U.S. Navy in World War II. A native of Uvalda, Ga., he was a resident of Stroudsburg, Pa. S u rviving Bernadette; a ar e son, his Michael w i dow, and a ther joined the SIU in Ehlers of Bellview, Wash. : 58, died of heart-lung failure in the Nassau Bay 11. Brother Matthews joined the Union in the port of Houston in 1977 sailing as a deckhand on the towboat Robert B. (Western Towing) from 1975 to 1977. during World War II. Boatman Mat­ thews was born in Livingston, Tex. and was a resident of Liberty, Tex. Burial was in the Menard Chapel Cemetery, Polk County, Tex. Surviving are his widow, Louise; a brother and sister-in­ Iaw, Mr. and Mrs. Earnest L and Josephine C. Matthews Sr. of Houston and a sister, Mrs. Esther Scott of Liberty. Pensioner Clarence Harold Mc­ Hei nri c h Lohse, 80, passed away from natural (Tex.) USPHS Hospital on Dec. He was a veteran of the U.S. Army P eter in Booth , Memorial causes Medi­ cal Center, Flush­ ing, Queens, N. Y. on Dec. ther Lohse joined the SIU in 14. Bro­ 1946 in the port of New York sailing as a bosun. He sailed in 45 years. Seafarer Lohse was born Bremen, naturalized Germany U.S. and citizen. He was a was a resident of Flushing. Interment was in Flushing Cemetery. Surviving are his widow, Irma; two sons, Peter Jr. and Reinhard and a daughter, logo. Pensioner Charles Clarke, 75, passed Cemetery, Portland. Surviving are his widow, Betty; a stepson, Richard M. Stuck of Portland; his parents, Mr. and Mrs. Issac a sister, Mrs. Lona Smith of Portland. 0. Boggs of Clay, W. Va. and 14. Bro­ Samuel Mixon , Jr., 22, died in City Hospital, St. Louis, Mo. on 30. Brother Mixon joined the Union in the port of San Francisco in 1976 sailing as a chef utility. He sailed for the Delta Line from 1978 to 1979. Seafarer Mixon Mary of Dorado, P.R. and a daughter Julie of Brooklyn. Training School, Santa Rosa, Calif. in 1976. A native of St. Louis, he was a Pensioner Eg­ bert Williatmson "QI' War llorse" Goulding, 76, suc­ resident there. Interment w'as in Greenwood Cemetery, Hillsdale, Mo. Surviving is his mother, Mrs. Annette Mixon of St. Louis. cumbed to emphy­ semia at home in the Bronx, Pensioner Leon N.Y. Mars Sr., on Oct. 3. Brother the 1939 in the port of New York sailing as a chief steward. He sailed for tal, a naturalized U.S. citiz.en. P i c ay u n e , Miss. on Nov. Brother No. 9. He was born in Jamaica, B.W.I. was L.O. Crosby Memorial Hospi­ 41 years. Seafarer Goulding attended the 1970 Piney Point Crew Conference and 74, died of lung failure in Goulding joined the SIU in Interment was in Woodlawn Cemetery, P e n s i o n er Portland. was a graduate of the MC&S Steward machinist. Seafarer Kusmierski was a Lillian and a daughter, Mrs. Sandra of Brooklyn, N . Y . Brooklyn. Surviving a r e his widow, former member of the NMU and a Pearland, Tex, Surviving are his widow, resident attack at home in Hills Cemetery, New York sailing as a bosun. He was a place in the South Park Crematory, a Gatmaiton was born i n Manila, P.I. and Kusmierski a resident of Houston. Cremation took was � Cypress t he Seafarer Boggs' burial was in Rose City 1961 N.Y. Harbor strike and the 1962 R o b i n Line b e e f . S e a f a r e r in in 1953 sailing as a steward for the Matson Line from 1946 to 1978. He was born in West Virginia the 7. Bro­ II. Born in Grand Rapids, Mich., he was U n i on , Oct. wa s 28. Brother port of Portland in years. And he was on the picketlines in the veteran of the U.S. Navy in World War Nov. Boggs joined the 1946 in the port of New York sailing in the steward department. He sailed 42 1945 in the port of daughter, Elizabeth. Jarnes Edman Matthews, in on Sept. 21. Brother a heart H o s pit al , Portland, Ore. on joined the SIU in . N�!iaU aay(Tex.) : USPHS . Hospital . i n the port of New 65, died of heart-lung B�ddy McDaniel, · W a l ter K u smierski, Pensioner Paul 7 6, was a naturalized U.S. citiz.en. Burial P e n s i o n er Bess t h e r G a t m a i ton Seafarer Grahne was on the picketline in the of on Dec. 46 years. J oseph 1947 died port of New York • R e ye s Ga tmai t o n , 1942 in the sailing as a bosun. He sailed a mother-in-law, Mattie. the SIU in E ugenio 8. Brother Elizabeth Wiggins of Satsuma, Ala. and McDaniel joined .• N . Y. 57, died of pneu:nonia in the and P e n s i o ner Grahne joined the Springhill Mem­ 1945 in the port of Mobile sailing as a chief steward. He sailed 46 years. of Binangonan. 75, died of a heart ace Stanley Curry o n Nov. Grahne, also of San Francisco; Bayani and Diva Anderson B oggs, was in the Municipal Cemetery, Paete. San Francisco and three sons, Nathan P e n s i oner P e n s i oner James 1961 Surviving are his widow, Simplicia of Ambrose, both of Chesapeake. Gu nnar 11. Brother Curry ' joined the SIU in the SIU in the port of San Francisco in 1955 Pensioner Hor­ Mobile b a n joined 1947 in the port of New York sailing as a fire­ Angelina Cortez and Mrs. Maria Smith, orial General Hospital, Morong, 2. Brother both of the Bronx. Sr., angonan Norfolk ; Gower joined the ' SIU 1942 in the port of New York sailing as a saloon the on Dec. Arancibia joined pantryman. He hit the bricks in the 1961 62, USPHS Hospital N. Y. on 9. Brother the SIU in Surviving Esteban, 72, died of heart 71, died of Bronx, of Crespo suc­ cibia, resident Gower, Pensioner Pedro Met r a 9. Mars joined the Union m the port of New Orleans in 1954 sailing as a chief engineer for Coyle the Bronx. Surviving are a son, Rodney Lines. He was a former member of the and a daughter, Mrs. Lorraine R. Rivers MAW of the Bronx. Pensioner Bergljoth Irene Skram­ stad, Union Local 58, died of arteriosclerosis in the San Francisco USPHS Hospital on Nov. 29. Sister Skramstad joined the Mc&S in 1962 sailing until 1976. She was also a beautician for 15 years. A was a resident of Picayune. Burial was in New Palestine Cemetery, Picyum:. Surviving are his widow; Mineola; a son, Lawrence and two daughters, Lynita and Betty Ann. P e n s i o n er native of Norway, Seafarer Skramstad J a me was a resident of San Francisco. He yward Maxey, Cremation took place in the Olivet sclerosis at home Calif. Her ashes were sent to Norway. in Parkers Ferry, S urviving is her brother, Arne of Charleston, Gyesasen-Flisa, Norway. on Oct. Penioner Juan Fuentes Ramos, 68, died of Hodgkin's Disease in the San 5. 53, suc-: cumbed to arterio­ Memorial Park Ce metery, Colma, Francisco USPHS Hospital on Nov. 1356. Boatman Mars was born in Gainsville, Miss. and S.C. 8. Brother . Maxey joined the SIU in the port of New York in sailing as an AB. He sailed 1953 26 years and away from natural causes in the Port Brother Ramos joined the Mc&S in was a ship's delegate. Seafarer Maxey Antonio (JaP.lai ca) Public General 1946 sailing as an officers BR for States was born in Smoaks, S.C. Burial was in San Francisco USPHS Hospital on Hospital on Apr. 30. Brother Clarke Lines. He was born in Gregario Ramos, Live Oak Cemetery, Walterboro, S.C. Nov. 26. Brother McKnight joined the Union in 1934 on the West Coast. He sailed 33 years. Seafarer McKnight was joined the Union (the merged MC&S) in P.I. and was a resident of San Fran­ Surviving are his mother, Mrs. Lillian Knight, 75, died of lung failure in the 1942 in World War II on the West Coast cisco. Interment was in the Woodlawn Adicks of James sailing as a chief steward later on the SS Memorial Park Ce metery, Colma, brother, Paul T. ls., Charleston; Capo, also a of born in Colorado and was a resident of Angelo Petri (United Vintners). He was Calif. Surviving are his widow, Fely and Charleston and two sisters, Mrs. Gwen Sonoma, Calif. Burial was in Evergreen a resident of Port Antonio. Surviving a daughter, Joan of Macaladat, Ca­ Herron Wren and Pamela Adicks, both Cemetery, Oakland Calif. are his widow, Ruby and a son, Ian. bauan, Isabela, P.1. of James Is. February 1980 I LOG I 37 �•KM) I ;-«6lWeWi*eiW '/• 1980 Upgrading Course Schedule Here is the tentative schedule of upgrad­ ing courses to be held at the Lundeberg School in 1980. As you can see, the School is offering a wide range of programs for all ratings, both for deep sea and inland members. SlU members are reminded that this Starting Dates Course Name LNG QMED FOWT (I';. ¥ Marine Electrical Maintenance -""V £f • • • --'yf- -.. February 4 March 31 April 28 May 26 June 23 July 21 August 18 September 15 November 10 Able Seaman May 22 September 25 Steward Recertification Program March 10 May 12 July 14 September 8 October 13 Bosun Recertification Program February 11 April? August 11 A Seniority Upgrading Program February 4 .March 10 April 7 May 5 June 9 July 7 August 11 September 8 October 6 November 10 December 8 May 12 August 18 Refrigeration Systems maintenance & Operations February 18 June 23 September 29 Pumproom Maintenance & Operation March 31 August 4 November 10 Diesel Engineer (Regular) March 31 May 12 July 7 September 15 October 27 Diesel Engineer (License) March 3 July 7 October 27 Welding April 14 June 9 October 27 Conveyor March 27 April 24 May 22 June 19 July 17 August 14 September 11 November 6 .,V: ' 'V'. • • -A'.':'- : February 18 June 23 September 29 m • s-l starting Dates Course Name March 13 April 10 May 8 July 3 July 31 September 25 October 23 November 20 Marine Electronics ,J schedule is tentative. In other words, courses may be changed or cancelled de­ pending on response from the member­ ship. So think about upgrading this year. And get your applications in early to assure yourself a seat in the class of your choice. ' • f' ! • Lifeboat February 14 February 28 March 13 March 27 April 10 April 24 '^1 ' ji-S-' . • ,''i.11^,7 .6#" Tankerman May 8 May 22 June 5 June 19 July 3 July 17 July 31 August 14 August 28 September 11 September 25 October 9 October 23 November 6 November 20 December 4 December 18 Assistant Cook These courses will be scheduled as needed to accomodate applicants. February 11 Engine Room Automation May 12 September 15 Tovyboat Operator January 21 Towboat Operator Scholarship Program April 7 July 7 September 29 V • Celestial Navigation March 17 August 4 1st Class Pilot October 6 Quartermaster March 3 May 26 October 13 Cook & Baker Chief Cook Chief Steward 38 / LOG / February 1980 .I . V *•, • - ». ^ ' -rr- - " �Why Not Apply for on HLS Upgrading Course Now HARRY LUNDEBERG SCHOOL UPGRADING APPLICATION (Please Print) Name. Date of Birth. (Last) (First) (Middle) Mo./DayAear Address (Street) (City) (State) Telephone. (Zip Code) Deepsea Member • Inland Waters Member Q Book Number (Area Code) Lakes Member • . Seniority. Date Book Was Issued. Port Presently Registered In^ Port issued. Endors6ment(s) or License Now Held. Social Security #. Piney Point Graduate: • Yes No • (If yes. fill In below) Entry Program: From. to (dates attended) Upgrading Program: From. Endorsementis) or License Received . to. (dates attended) Do you hold a letter of completion for Lifeboat: •Yes I Dates Available for Training Nop Fireflghting: • Yes ^ — No • —— I Am Interested In the Following Course(s). • • [• • • Q (• • • • • Q STEWARD ENGINE DECK Tankerman AB 12 Months AB Unlimited AB Tugs & Tows AB Great Lakes Quartennaster Towboat Operator Western Rivers Towboat Operator Inland Towboat Operator Not More dian 200 Miles Towboat Operator (Over 200 Miles) Master • Mate Pilot ^ D FWT • Oiler • QMED - Any Rating • Others • Marine Electrical Maintenance P Pumproom Maintenance md Q Operation Q Automation • Maintenance of Shipboard Itofrigeratlon Systems 0 Diesel Engines • Assistant Engineer (Uninspected Motor Vessel) • Chief Engineer (Uninspected Motor Vessel) • • • • G Assistant Cook Cook & Baker Chief Cook Steward Towboat Inland Cook ALL DEPARTMENTS • • • G G LNG LNG Safety Welding Lifeboatman Flro Fighting RECORD OF EMPLOYMENT TIME —(Show only amount neaded to upgrade In rating noted above or attach letter of service, whichever is applicable.) VESSB RATING HELD DATE SHIPPED DATE OF DISCHARGE DATE SIGNATURE RETURN COMPLETED APPLICATION TO: LUNDEBERG UPGRADING CENTBL PINEV POINT. MD. 20674 February 1980 / LOG / 39 I;.,:-., ^ '•v;. �'• >•' -;• v.""- . •' Official Pubftcalion of the Seafarvrs liilrrnaliunal Union • AtfanliL, Oulf. LjkoN and Inljiul Wjii-rs OHtrict • AFL-CIO PSbfUSry 1 97-9 •.5? M'-:I • "• in !"• .. Washington ' "'W-' -ifi: hi/ I/•.& • V J! I 30C A Day Is All It Takes . V. w- • -yy^'- - as: L :• -" :• , vrf- <'„'\<''i, • -::'i � 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 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present 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 February 1980 Description An account of the resource Headlines: AFL-CIO SENDS PRAYERS, BESH WISHES TO PAUL HALL SIU'S FRANK DROZAK ELECTED PRESIDENT OF AFL-CIO MARITIME TRADES DEPARTMENT SIU V.P TANNER RETIRES; A CHARTER MEMBER SEA-LAND CHRISTENS 3RD OF 12 DIESEL CONTAINERSHIPS 217 BOAT PEOPLE OWE LIVES TO SHARP EYES OF CH. STEWARD U.S.C.G STALL ON ASBESTOS BLASTED BY UNIONS CARTER BUDGET ASKS $567m FOR MARITIME MARITIME AUTHORIZATION: ANOTHER BATTLE BREWING? SIU BOATMEN CREW NEW FLASHIP OF NATIONAL MARINE BUFFALO UNION HALL CLOSED: CLEVELAND FACILITY TO BE REOPENED TUG CREW TRIUMPHS IN FIREFIGHTING ORDEAL FRANK PECQUEX ASSIGNED TO WASHINGTON: ADDS NEW DIMENSION TO SIU TEAM SEN. WARNER TELLS NMC HE'S 100% FOR STRONG U.S. MARITIME CAPT. STONE IS NAMED US MARITIME ATTACHE; WAS TI REPRESENTATIVE U.S. ANNOUNCES IT WILL REJOIN ILO AFL-CIO MARITIME TRADES DEPARTMENT EXECUTIVE BOARD MEETING, FEB. 14-15, 1980, MARITIME TRADES DEPARTMENT, AFL-CIO SPEAKERS AT MTD EXEC. BOARD... REVIEW BOARD TO DECIDE V.A. BENEFITS FOR SEAMEN ISSUE CONVENIENCE FLAGS: 3 MISHAPS IN 5 DAYS, INCLUDING SINKING A BRIDGE MSC TRYING TO UNDERMINE SERVICE CONTRACT ACT 23 COAST GUARDSMEN DEAD IN COLLISION WITH TANKER CAPRICORN WATERMAN CHRISTEN NEW LASH BEN. HARRISON IN NEW ORLEANS ANOTHER SEAFARER GETS HIGH SCHOOL EQUIVALENCY DIPLOMA AT HLS HR 5164 A DANGEROUS BILL: SIU WILL FIGHT IT SEAFARERS CREW 1ST OF 12 NEW DIESEL CONTAINERSHIPS FOR SEA-LAND SAGA OF THE R/V ANTON BRUUN, PART IV DR. RICKY ABRAMS STILL LOVES THE SEA, THE SIU BROTHERHOOD SIU CREW PLUCKS 3 CUBANS FROM DRIFTING BOAT OFF KEY LARGO, FLA PAUL DEMPSTER REELECTED SUP PRESIDENT CARTER OKAYS NORTHER TIER OIL PIPELINE SAN FRANCISCO HALL MOVED TO 350 FREMONT UNEMPLOYMENT RISES TO 6.2% DRUGS: PAY NOW, PAY LATER! RECERTIFICATION PROGRAM GIVES STEWARDS THE SKILLS THEY NEED SUMMARY ANNUAL REPORT FOR SEAFARERS PENSION PLAN ALVARO VEGA IS ALIVE AND WELL AND LIVING IN TAMPA IRS ADOPTS NEW PROCEDURES IN REGARD TO ALLOTMENTS NORWAY OFFERS PENSION TO WWII SEAMEN $2.8B FOR WATERWAY PROJECTS ARBITRATOR RULES FOR COMPANY IN DIXIE COLA BEEF 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 2/1/1980 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. 42, No. 2 1980 Periodicals Seafarers Log