http://www.seafarerslog.org/archives_old/files/original/fdc092ce1a6a717b452915d6a1aa5dcd.PDF 0a63decea20d1f8970373bcdac58e287 PDF Text Text Hturbtur FesHval Honers Paul Hall as Port of New York ;1J pages 6-7 .. r •|.i: r tH ¥. Officia! Publication of Ihe Seafarers In.ernational Unjon.Atlantic, Gulf, Lake? and Inland Waters District. APRIL 1980 SlU Signs Contract to Operate Union Seeks MPriHmePlanki In Democraflc PlaHorm page 2 U-.sa.j.##-'-.'- r, X * -J. - . ^ !f."\ r-^'--.-i . r ,I _ .i /.1! M .>m •'-n m r- •• .• • ••'' . Maritime Budget Passes House V'J.:: •' ••: page 2 ? ,' • JjF " -s rm J...-, ,i .-I • '1 • X. vrt.SS I t".-® 1' 'V ' ' r ''' • : A-: -- 'I '• ' *v. - •- "^V '" fer ; • 'A. ' " ''• •.- "tf 'tx: • •.;. ' 1 .'• j'" T-r-Zr _•• • ^r, • A/gV'/^SA •'9m' ' ".ja ij 4 •" 'ri-..'i Seafarers Crew Two More Diesel Containerships page 3 g ?"-"gv%'^gggvA-^' -<<•;, 'A.g ''\Ji �$580M Maritime Budget Breezes Thru House WASHINGTON, D.C.—In sharp contrast to last year, this year's Maritime budget was swiftly approved in the U.S. House of Representatives. The Maritime Appropriations Authorization Bill for Fiscal year 1981 was passed overwhelmingly by a vote of 320 to 50 on Apr. 15. Last year, the Appropriations Bill for Fiscal year 1980 was not passed in the House until July. It was November before a Con­ ference Committee worked out the differences between the House and Senate versions an(i the Pres. signed the Bill into law. This year's Bill, which is numbered H.R. 6554, must of course still be approved by the Senate. But it is hoped that the swift House approval is an indication that Congress is more aware this year of the vital importance of the U.S. merchant marine. As it has dll along, the SIU will be there to make sure that the $580 million budget stays intact. The SIU's Legislative Represen­ tative Frank Pecquex testified on behalf of the Bill before the House Merchant Marine Sub­ committee in late February. And later in '^the Budget Committee the SIU helped beat back an -attempt to slash $100 million from the Bill's subsidy monies. The Bill, as passed by the House, authorizes the following: • $135 million for the construction differential subsidy program • $347.7 million for the operating differential subsidy program • $18.7 million for research and development • $31.9 million for maritime education and training • $48.9 million for the Maritime Administration's operating expenses The budget includes $10 million for a sealift readiness exercise program. Rep. John Murphy (D-N.Y.) who is chairman of the House Merchant Marine and Fisheries Committee, explained on the House floor the need for this money. Murphy noted that "hearings which were held before the House Merchant Marine and Fisheries Committee...emphasized the questionable readiness of our merchant fleet and indi­ cated the need to ascertain the ability of the fleet to respond to an emergency." The appropriations in the Bill for the construction and operation subsidy programs of the Maritime Administration are vital to the U.S. merchant marine. These subsidies help American-flag ships compete with cheaper foreign-flag vessels. But a Missouri Congressman on the Budget Committee of the House had tried to cut these subsidies by $100 million. An amendment for such a fcut had been introduced in the Budget Committee by Rep. Richard Gephardt (D-Mo.) last month. It was defeated by a vote of 17 to 6. The sentiment that a strong merchant marine is neces­ sary for national defense was the prevailing argument offered by those who were against the cutback. The SIU has for years con­ tended that U.S. defense needs must include a strong, viable merchant marine. Congresslofiaf Comments on Maritime Budget Bill,,, Besides Rep. John Murphy (DN.Y.), who initiated the discussion of the Maritime Appropriations Bill on the House floor, a number of other Congressmen spoke out for the Bill. Sme of their comments follow: Rep. Paul Trible (D-Va.) urged his collegues to support the legisla­ tion and pointed out that "our merchant marine must be able to support military operations...in the event of war or national emergency." He noted that "our inability to mount the necessary sealift to... supply our armed services dimin­ ishes our ability to...protect our vital interests." Similarly, Rep. Glenn Anderson (D-Calif.) noted, "it is tragic that the plight of our ocean transport system is forced to our attention by the crises we face in the world, especially in the Middle East." With respect to the decline of the U.S. dry bulk fleet. Rep. Daniel K. Akaka (D-Hawaii) stated that America is "dependent on the goodwiU of foreign owners of raw materials and on foreign owned transportation systems for the delivery of raw materials critical to our economy and security." According to Rep. Olympia Snowe (R-Maine), "continued fund­ ing for construction and operating differential subsidies, research and development, and maritime educa­ tion and training will sustain efficient and competitive facilities for shipbuilding and ship repair...." SIU Seeks Moriffme Plank in Dem Platform T HE SIU has launched an effort to secure adoption of a strong maritime plank in the 1980 Platform of the National Demo­ cratic Party. SIU Washington Representa­ tive Frank Pecquex submitted the Union's proposal for a maritime plank at hearings con­ ducted by the National Demo­ cratic Party Platform Committee this month in Baltimore. Pecquex told the Committee that in the best interests of the U.S., the Democratic Party must adopt a maritime plank commit­ ted to "a strong and competitive merchant fleet, built in the United States and manned by American seamen as an instru­ ment of international relations and national security." Pecquex reaffirmed the Union's position that "recent international events have pointed out that without sufficient ship­ ping capability under the U.S.flag and without participation to a significant extent in our foreign commerce, we remain extremely vulnerable to international politi­ cal pressures." He pointed out the pitiful position of America in the world maritime community. He out­ lined the sharp contrast of America's fleet of 550 merchant ships compared to Russia's 1,700. He also pointed out the dis­ graceful fact that American ships carry less than five percent of this nation's foreign commerce. Pecquex said that to allow the U.S. fleet to remain in this sorry state "opens this country to political and economic blackmail via the sealanes." The Union's position is-clear said Pecquex. The SIU wants the Democratic Party to express support for maritime by pledging in the Party Platform, to: • Assure continuing presiden­ tial attention to the objective of having our nation achieve and maintain the desired U.S. flag merchant marine. • Dedicate ourselves to a program which would result in a U.S.-flag merchant marine with ships that are competitive with foreign flag ships on original cost, operating cost and pro­ ductivity. • Enact and develop a na­ tional cargo policy which would assure our U.S. flag merchant marine a fair share of all types of cargo. • Continue to enforce our American cabotage laws, such as the Jones Act, which .requires that U.S. flag ships trade between our U.S. domestic ports. The Platform Committee will now review the SIU's proposals. The official Democratic Plat­ form will be hammered out at the National Democratic Conven­ tion in New York City in August. Change of address cards on Form 3579 should be sent to Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave.. Brooklyn N.Y. 11232. Published monthly. Second Class postage paid at Brooklyn, N.Y. Vol. 42, No. 4, April 1980. (I^N #0160-2047) 2/ LOG / April 1980 — -A �A Rebirth of the U.S.-Flag Passenger Liners SlU, Cove Sign Pact to Operate Oceanic Independence of jobs for seamen, had become virtually extinct. Something needed to be done to revitalize it. '^HE SIU has signed an his- The SIU did it. The SIU worked patiently for X tone agreement with its' long contracted employer Cove many months in Washington to Ship Management to operate the secure passage of special passen­ passenger liner Oceanic Inde­ ger ship legislation. Position papers were drawn up pendence, formerly the Inde­ and submitted to the House pendence. The ship will operate without Merchant Marine Committee. any Federal subsidy. Our Washington representatives The signing of this contract spoke eloquently on the need to marks the rebirth of the enact legislation which would AmeriCan-flag passenger liner revitalize the passenger ship industry. Which has been trade. dormant for more than a decade. Thanks in part to the efforts of Seafarers will operate the this Union, and to such dedicated Oceanic Independence on weekly organizations as the Maritime cruises from Honolulu around Trades Department and the the Hawaiian Islands. The vessel Transportation Institute, the bill will begin operation on or about was enacted several months ago. June 15. Finally, last week, the SIU and This is the first contract signed Cove Management Ship Inc. for new operation of a U.S. flag, signed a contract. Under the U.S. crewed passenger liner in terms of that contract, members nearly a decade. But it didn't of this union will man the come easy. It took a lot of work Oceanic Independence, one of on the legislative front in the five passenger vessels that Washington and then at the were redocumented under the bargaining table to get the job laws of the United States as a done. result of the SlU-backed The U.S. flag passenger ship Passenger Vessel Bill. trade, once an important source With the crewing of this vessel, At the contract signing early this month paving the way for crewing tjy the SIU of the Oceanic Independence are (l-r): Cove Shipping President Sam Kahn; SIU Executive Vice President Frank Drozak; Cove Shipping's Warren Pack; Cove Vice President Andrew Garbis and SIU V P. Red Campbell. the Oceanic Independence will be the only "true" passenger ship operating under the U.S. flag. At full capacity, it will be able to carry 750 passengers. A few U.S. flag ships, like Delta's four combo liners, carry some passengers. But their main business is cargo. The Oceanic Independence carries only passengers. SIU Executive Vice President Frank Drozak signed the contract for the SIU. Drozak predicted that the signing of the contract would be "just the first step, in what we hope will be a true revival of American passenger ships manned by American seamen." The membership at the Headquarters April meeting was given a report on this rebirth of the American passenger ships and heartily endorsed it. Those who will constitute the new passenger liner's crew will go through a special course at the Lundeberg School at Piney Point. With the signing of the contract between SIU and Cove, efforts to revitalize the passenger ship industry came full circle. Seafarers Man 2 More Sea-Land Diesels Since the first one took on her SIU crew earlier this year, SeaLand's new diesel ships have been rapidly following one another. Just a month after the SeaLand Patriot crewed up on Jan. 29, the Sea-Land Liberator got her SIU crew in early March. She was soon followed by the SeaLegisiative News SIU in Washington .. Pagesi9-10 Maritime Authorizations Page 2 Union News . SIU to Operate Oceanic Independence .Page 3 Headquarters Notes — .Page 5 Letters to Editor Page 16 Brotherhood in Action . .Page 33 At Sea-Ashore Page 25 SPAD Checkoff Back Page Service Contract Act Pages Great Lakes Picture ....Page 31 Inland Lines Page 29 General News Ship's Digest Dispatcher's Reports: Great Lakes Inland Waters Deep Sea Page 26 Page 14 Page 28 Page 24 Training-Upgrading "A" Seniority Upgrading Page 38 Upgrading Schedule ....Page 37 Membership News Nevr Pensioners ........Page 30 Final Departures ..'. Pages 34-35 HLSGrads Page 24 Special Feature Great Lakes Fitout ....Pages 19-23 Land Defender which was crewed at the end of March. And this month . the Sea-Land Explorer is due to crew vp. In this series of D9 vessels, 12 ships are scheduled to be ready by the end of this year. The SIU will be crewing all of them. Because of these ships and other diesel vessels coming in the future, the Union has been stressing the importance of the diesel course offered at the Lundeberg School. (An applica­ tion for the School can be found in this issue of the Log.) Diesel fuel is efficient fuel. Because of that, more and more companies will be turning to it for their enegy needs. The better informed SIU members are about diesel ships, the more likely the Union is to get these vessels under contract. The tentative crewing dates for the rest of Sea-Land's D9's is as follows; Sea-Land Developer—May 30 Sea-Land Express—June 30 Sea-Land Independence—July 15 Sea-Land Endurance—Aug. 20 Sea-Land Innovator—Sept. 20 Sea-Land Voyager—Sept. 29 Sea-Land Freedom—Oct. 15 Sea-Land Mariner—Nov. 15 Ten of the ships will be used in the trans Pacific trade and two in the trans Atlantic trade. Built in either Japan or Korea, the ships are 745 feet long and have a service speed of 22 knots. They can carry either 40-ft. or 35ft. containers. StU Asks Carter Action on Bureaucratic Snafu The SIU has called on President Carter to straighten out a bureau^ cratic scheme to avoid use of U.S. flag ships for the carriage of government generated cargoes. The government agency at the bottom of the scheme is the Agency for International Development (AID). For a number of years, AID has been overseeing operation of U.S. help program known as the Com­ modity Import Program. Under this program, the U.S. provides money (in the millions) to certain U.S. allies, such as Israel, Egypt and more. These nations are bound under the program to use the money to buy U.S. goods. But they show proof of purchase of American gpods before the money is for­ warded. Under this program, U.S. ships are guaranteed carriage of at least 50 percent of the cargoes under the terms of the Cargo Preference Act. However, Israel was having problems with the bookeeping of the Commodity Program. So in 1978, Congress passed a law which changed the program around. The new program is called the Cash Transfer Program. Under this program the U.S. provides Israel with the money up front. And then Israel can use the money to purchase goods, without any red tape. But here's the twist. AID says that under the Cash Transfer Program, the U.S. Cargo Preference Law no longer applies, because technically Israel can use the funds to purchase goods anywhere in the world. The SIU doesn't see it that way. Neither does the Maritime Admini­ stration, which says that Cargo Preference should still apply. SIU Executive Vice President Frank Drozak wrote Carter about this controversy on April 14, 1980. Drozak said that AID's scheme "is a dangerous precedent especially because AID is considering conver­ sion of other Commodity Import Programs to Cash Transfer." Drozak called on Carter to live up to his Administration's policy of fostering the growth of the U.S. merchant marine, and the policy of allowing the Maritime Administra­ tion to be the ultimate authority in resolving matters involving the U.S. merchant marine. April 1980 / LOG / 3 1-.: �America Extends Friendship to New Nation SlU's Frank Drozak Part of U.S. Delegation To inde­ pendence Ceremonies For Zimbabwe A FTER many years of strug­ gle, a new nation emerged this month on the African continent. Formerly known as Rhodesia, the new black-majority ruled country is now called Zimbabwe. And she's an important country to America, not only politically but also in terms of potential trade. That makes the inclusion of SIU Executive Vice President Frank Drozak as part of the U.S. delegation Ho the independence ceremonies particularly signifi­ cant. Drozak was the only labor representative in the U.S. delegation and he went on the special request of President Carter. -.i • ' •t "•k The delegation was headed by W. Averill Harriman, a diplomatic trouble-shooter for many Administrations and V former Governor of New York. Andrew Young, former chief United States representative to the United Nations was also part of the group. Other delegation members included Representatives Ste­ phen Solarz (D-N.Y.) and William H. Gray 3rd (D-Pa.); Mayor Maynard Jackson of Atlanta, Ga.; Richard M. Moose, Jr., assistant secretary of State for American Affairs, and A1 Price, state representative of Beaumont, Tex. As part of the delegation, Drozak was representing both the SIU and the U.S. labor movement. Besides his position with the SIU, Drozak is also President of the eight-million member AFL-CIO Maritime Trades Department. After he participated in the country's independence day ceremonies on April 18 and 19, Drozak went to the official opening of the U.S. embassy in Salisbury, the capital of the country. The U.S. was the first to open an embassy in this southern African country of nearly seven million people. Of that number, 6.8 million are of native African stock and 250,000 are of European descent. Since the country was founded in 1890, whites ruled over their black countrymen in this landlocked British colony. For decades there has been civil strife and guerrilla warfare coupled, in 1965, with rebellion against Britain by the white ruled government of Ian Smith. In the years of struggle for black majority rule, 25,000 blacks and whites died. Finally, last year a compromise was worked out in London whereby free and open elections would be held. In those elections, which took place earlier this year, Robert Mugabe was elected Prime Minister. A former guerrilla leader of the Patriotic Front, Mr. Mugabe in his independence day speech said, "If ever we look to the past, let us do so for the lesson the past has taught us, namely that oppression and racism are inequities that must never again find scope in our political and social system. It could never be a correct justification that because the whites oppressed us yesterday when they had power that blacks must oppress them today because they have power." Zimbabwe has good agricul­ tural land. Its main crops are tobacco, com, sorghum, wheat, sugar, cotton, and cattle. Also, the country has a wide range of workable mineral deposits such as gold, chrome coal, asbestos, copper, nickel and iron ore. According to the New York Times, Mugabe "has left no doubt that he prefers Western aid to entangling arrangements with Communist countries...." Drozak was very impressed with the trip. He encountered no hostility and, in fact, felt that the American delegation was greeted with particular friendliness. Representatives of 104 nations, including at least a dozen prime ministers and heads of state, were present at the ceremonies. Gov. Brown Names SlU's Joe Goren to Commission The SIU now has a voice on the California State Coastal Commis­ sion, the agency with the final word on all state port improvement, modification and development projects. Last month California Governor Jerry Brown okayed the appoint­ ment of SIU Wilmington Port Agent Joe Goren to serve on the. Commission. Goren was selected as an alter­ nate for Anthony L. Ramos, Com­ missioner of the State Coastal Commission. In a letter to Gov. Brown Ramos explained that, "Mr. Goren is particularly versed in problems involving port facilities and his input will be of value. I am convinced he has a well balanced approach and will do an excellent job in serving on Joe Goren the Comrnission." Outlining the important functions of the State Coastal Commission Port Agent Goren said "we approve development projects and master plans for harbors. The master plans for both Long Beach and Los Angeles harbors are now pending before the Commission." "Right now," Goren added, "a big priority is getting L.A. harbor dredged. All maritime unions, including the SIU, are in support of this project and it's up to the Commission to approve it." The Commission, which meets two or three times monthly, travels to ports and harbors on the Cali­ fornia coast. The last time the agency was in Santa Barbara, they toured offshore oil drilling facilities which are another area of the Commission's jurisdiction. Joe Goren has been a port agent in Wilmington—first with the Marine Cooks & Stewards union and, after the merger, with the SIU—for 25 years. He started shipping out in 1937. Notice on DisaHiiiation Of Staff Officers Association We note that the Staff Officers' Association (SOA), in a recent issue of tbeir publication J?eporter, failed to disclose significant infor mation conerning their union's purported disaffiliation from the SIUNA. SOA says last year it held a secret ballot referendum in which its members voted to disaffiliate from the International. A letter concerning their action was then sent to Don't Get Trapped in the Electronics Jungle EVERY SIU ship has electronic gear that QMED's need to know how to handle Now you can learn how! Take the new 'Electronics for QMED's' course at HLS. In this 6-week course you'll get the skills you need to work on: • electronic systems In the Engine Room • winch controls • anchor windlass controls • cargo control boards Sign Up Now! Course starts June 23 Contaci the Harry Lundeberg School or use the application in this issue of the Log. SOA by SIUNA. In an article in the February 1980 issue of the 5/ajy/?^or/er, the SOA quoted part of this letter but for reasons best known to them, left out some highly important items. In response to that article, SIUNA Vice President Frank Drozak wrote to SOA suggesting that they inform their members of these most significant points. For instance, Hall had noted "that ndtwithstanding an affiliate's right to terminate its SIUNA affiliation, our International nevertheless con­ tinues to possess all Constitutional and other rights as an AFL-CIO affiliate, including the rights pro­ vided for by AFL-CIO Article XX, Internal Disputes Plan." Article XX covws the jurisdic­ tional rights of member unions. As part of its provisions, a union that disaffiliates from one AFL-CIO member union, canriot then affiliate • with another AFL-CIO union, nor may any such AFL-CIO union seek to affiliate them. 4 / LOG / April 1980 •A- �^-^-•-^1 • j>'„ Report From Headquarters By Frank Drozak Executive. Vice President •=^vt-s I mpossible! Never happen! Nptin a million years! These are the words people in mari­ time would have used a few years ago to describe the things the SlU has ac­ complished in the past few months. I'm referring to two major break­ throughs in our industry for American seamen. They are possibly the most important chain of events to occur in maritime in 20 years. The first event occurred early last December. El Paso Gas, a company that at that time operated three U.S.-flag LNG ships with SlU crews, and three LNGs with Norwegian crews, asked the SlU to supply crews for their three foreign LNGs. El Paso told us that the company no longer wanted to run these three ships with Norwegian crews because they simply couldn't handle the job. On the other hand. El Paso said that the SlU crews onTheir three American flag LNGs were doing an outstanding job in running and maintaining their ships. The bottom line is that El Paso wanted SlU crews on all their LNGs. We were happy to accommodate them. This happening was crucially important to us for many reasons. First, it meant new jobs for Seafarers on three nearly brand new ships with a long sailing life ahead of them. It was a tremendous plus for the reputation of our Union as an organization that not only delivers, but delivers the best. But most importantly, it showed the rest of the industry and the rest of the world maritime community that on the rriost sophisticated^ complicated merchant vessels in the world, SlU members do a better job than anyone else. This is not to put down the Norwegians. Prior to this, Norwegian seamen were generally thought of as the best seamen in the world. I • im: guarantee you, brothers, people are thinking a lot differently lately. The second big breakthrough for us occurred just this month. The SlU signed a contract with Cove Ship Management Inc. to operate an American-flag passenger liner, the Oceanic Independence. The important thing here is that this vessel is strictly a passenger ship. When she begins operation in Hawaii sometime in june, she will be the only true American-flag passenger ship, manned by American seamen, operating in the world; just as important, she will operate without one cent of Federal subsidy. Our oldtimefs will remember that at one time, the American flag passenger ship industry was the envy of the world. The passenger ships provided thousands of jobs to American seamen. But one by one, the passenger liners went out of business for economic reasons. The U.S. passenger ship industry was so dead a few years ago, that it didn't appear that there would ever again be an American passenger liner, crewed by American seamen pro­ viding affordable cruises to American people. So much for what people think! We worked for many months with Cove to get the Oceanic Independence project going. The culmination of these efforts came this month with the signing of the agreement. Whether or not the Oceanic Independence project is successful in the long run remains to be seen. I am confident that it will succeed. And I am truly hopeful that the success of this venture signals the rebirth and revival of the American flag passenger liner industry. No one can predict what will happen. But believe me, the Oceanic Independence project is a tremendous first step in the right direction. And once again, brothers, the SlU is Standing front and center in the efforts to make it all work out right. It has always been the philosophy of this Union that nothing is impossible if you work hard enough at it. That no foe is too big to knock-on his rear end if you keep in there slugging away day after day. Don't get me wrong. We've taken our lumps as well as given. But the point is, where the hell would we be if we didn'ttry—if we didn't work—If we didn't dream? •1. i :'S >9* % i'.- m- If '•c : Y. • J. : 1 /i- 'i Labor Dept. toMSC: Service Contract Act Stays I hf a dedsion that casts new light over the fate of nine MSG tankers, the Department of Labor refused to exempt the Military Sealift Command from compliance with the Service Contract Act. It is a little known fact, but the Federal government is one of the largest private contractors in the country. By virtue of its size, it has the power to completely distort the wage scale of an entire industry. Congress acknowl­ edged this situation by passing the Service Contract Act in the early 1970's. The Service Contract Act recognizes that the Federal government has a moral obliga­ tion not to use its awesome economic power to adversely affect the living standards of workers.^ It stipulates that wheii the Federal government contracts for private services, it must pay workers wages equal to the applicable standard union agree­ ments that prevail in an industry. SlU a Step Closer To Gelling Back 9 Tankers In April of 1979, several months after its agreement with Hudson Waterways and Cove Tankers ran out, the Military Sealift Command signed an agreement with Trinidad Oil to man and move nine tankers supposedly after competitive bids. Trinidad Oil is an NMU company. Hudson Waterways and Cove Tankers employ SIU members. The bid submitted by Trinidad Oil and okayed by MSG did not meet the standards demanded by the Service Contract Act. The NMU accepted cuts in its pension and welfare benefits totalling $7 per man per day. It also allowed the MSG to drasti­ cally reduce contributions to the union's vacation plan. In effect, the MSG used the power of the Federal government to help depress the wage base for the entire maritime industry. It also did something else: if ig­ nored an important social policy. The agreement between the MSG and Trinidad Oil wais upheld in a Federal district court. The ruling is under appeal. To bolster its position, the MSG asked the Labor Department to exempt it from the Service Contract Act. The refusal by the Labor Department to exempt the MSG from the Service Contract Act reflects favorably on the SIU's position. It is the Department of Labor that monitors "applicable standard union agreements." By denying the MSC's request for exemption, and by including benefits as well as salary In Its definition of wages, it has set an important precedent, one which can not help but have an effect on the outcome of the appeal. The controversy over the nine MSG tankers is an important one. For one thing, there are 167 unlicensed jobs onboard those tankers. But there are other considerations as well. It is galling to think that a government agency entrusted with the public care considers itself above the law. To some officials, the law may seem like an unnecessary encumbrance. But the law is the only thing that workers have to protect their economic freedom. The cut in wages in the MSG tanker case is hidden but real. The unique structure of the maritime in­ dustry makes it hard to differenti­ ate between vacation benefits and salaries. If the agreement between Trinidad Oil and the MSC is allowed to stand, there will be terrible repercussions for work­ ers in all fields. It is no secret that most bf organized labor has gone on record as opposing the agree­ ment. Lane Kirkland, the Execu­ tive Board of the Maritime Trades Department, and others have all expressed their dismay over the turn of events. April 1980 / LOG / 5 If T. i. t v fe -II I \,YSsi' �Taking the podium, Theodore Maritas, president, New York City-District Council of Carpenters and the even­ ing's master of ceremonies said it was a privilege to "honor a great American, Paul Hall." New York State AFL-CIO President Raymond Corbett said that a great debt was owed to Paul Hall for his commit­ ment to the port of New York, the state of New York and the U.S. labor movement. Charles lyiarciante, president of the New Jersey state AFL-CIO, speaking at the Mr. Port of New York dinner saluting SlU President Paul Hall at the N.Y. passenger ship, terminal on April 11. U.S. Secretary of Labor Ray Marshall has worked closely with SlU President Paul Hall on President Carter's labor/ management/government Export Council. Paul was named co-chairman of the advisory group by the President Friends, Colleagues, Admirers Honor t . %- • .t •; V V-. "" ' 4- "'i'.' iv ••:l• • 1.x \v •Vv^ •-A"' , tr T _ .... HE docks were quiet. The teeming daytime activity of the majestic harbor subdued. But the lights of New York's skyline twinkled bright, re­ flected in the Hudson River, as leaders of labor, industry and government gathered to pay tribute to SlU President Paul Hall, "Mr. Port of New York." More than 1,000 people who have worked side by side with Paul Hall in pursuit of a better life for American workers; who have met him at bargaining tables, on picketlines, at ship launchings and in the halls of Congress came to New York's passenger ship terminal on the night of April 11 to honor him. Sponsored by the Harbor Festival Foundation and the Harbor Festival Labor Commit­ tee, the "Tribute to Mr. Port of New York 1980—Paul Ha//" was planned before Paul had to be hospitalized last November. Hall's absence, and the ab­ sence of his wife Rose, was deeply felt by all who attended the dinner. "I have only one regret tonight," said SlU Executive Vice President Frank Drozak in accepting the "Mr.Port of New York" award on Paul's behalf. "My regret is that Paul is unable to be here to accept this himself. "But we are not only paying tribute to Paul as 'Mr. Port of New York' tonight," Drozak continued. "We are paying tribute to a man who has done so much for so many. "Paul has worked tirelessly," Drozak said, "to help build and where needed, re-build the ports which are vital not only to our ships—but to the welfare 6 / LOG / April 1980 . J _ .J A 1A •• • •• • • • and good of£ the communities surrounding these ports." The long list of Paul Hall's achievements, Drozak said, includes pushing many mari­ time and labor bills through Congress"to make the American merchant marine a better, more prosperous enterprise and a more rewarding industry to earn a living in." Among Paul's many achieve­ ments Drozak stressed that his proudest was establishment of the Harry Lundeberg School in 1967. He established the School to open a new avenue of advancement for seamen^ to provide seamen with new and expanded horizons." Through the entry, upgrading and educational prograrns of HLS, Drozak pointed out A ^ ^ •>« II tit thousands of tyoung people have gotten the opportunity to start a rewarding career in maritime." Drozak picked up the Har­ bor Foundation's "Mr. Port of New York" trophy, a silver sailing ship, for Paul. The trophy was presented by Harbor Festival Executive Director Frank Braynard who saluted the "energy and the farsighted approach to cooperation with others in the maritime industry" which have marked Paul Hall "as larger than life ...over so many years." Other presentations and tributes were offered by: AFLCIO President Lane Kirkland; Sen. Jacob K.Javits(R-NY); U.S. Secretary of Labor Ray Marshall; N.Y. State AFL-CIO Presi^ ^^ Gu«d .0. .ne U,S, Me.Aan, Man„e Academy s.a« ,ho -M. P;! o, 1^ ^ tm li>^ .A n dent Raymond Corbett; Port Authority of N.Y./N.j. Chair­ man Alan Sagner and jay Mazur, Manager-Secretary of the ILGWU, Local 23-25, among others. joining the presenters on the dais were Congressmen joseph Addabbo, Mario Biaggi, John Murphy, Frank Guarini and Leo Zeferretti; National COPE Director Al Barkan; N.j. AFLCIO President Charles Marciante and many other dignitaries from metropolitan area politics, labor and industry. Kirkland Address Lane Kirkland gave an eloquent tribute to Paul Hall, speaking of "how much we prize his friendship and his leadership "The SlU is not the largest of on �-'-A --1 l'-'- .U*.' -'• ;•.; ,T ,'•" r.- In accepting the many awards and tributes honoring Paul, SlU Executive Vice President Frank Drozak said "there is no one in this great city more deserving of this honor than Paul Hall." "I know of no other man of our time in labor, in management or in government who has worked as hard or given as much to the maritime industry as Paul Hall," said AFL-CIO President Lane Kirkland. ,. -t'- ••"-•'• •.... Veteran Senator Jacob K. Javits (R-N.Y.) was among the speakers at the Harbor Festival Foundation's tribute to "Mr. Port of New York, Paul Hall." Paul Hall as 'Mr. Port of New York^ international unions/' Kirkland Seamen's Church Institute, of Paul Hall with the torch of and the nations of the world, said. "But despite its modest said: liberty held high and with a May the Lord's hand rest upon size the SI U exerts influence far "May we move together Vision of this city and port—a him this night and upon all of out of proportion to its steadily forward dw the course light and beacon to this nation us." numbers; the product of the rare and splendid generalship of Paul Hall." "There is no other man in labor/' Kirkland said, "who has worked as hard, who has given as much to his industry as has Paul Hall. The HLS has pro­ duced some of the best seamen in the world; the Merchant Marine Act of 1970 came about largely because of Paul Hall's patient lobbying. "Few men can communicate so clearly," Kirkland added. He is "just as fluent among professors and economists as he is at the bargaining table. Paul Hall," Kirkland concluded "has summoned from each of us the vision that has been the A hand sewn banner depicting the port of New York was presented by Jay Mazur, manager-secretary of the ILGWU, Local 2325. The banner was made by an ILG member. hallmark of his career." "Words commending Paul's visionary leadership ran as a theme through tribute after tribute. "The men and women who go down to the sea in ships have broad horizons and endless vistas," read a written message from the Amalga­ mated Clothing & Textile Workers Union. "Paul Hall has helped bring this vision to all of us who have been fortunate enough to work with him." The evening began with prayers of thanks for Paul Hall's work on behalf of "the seafarers of this land, young people, the great union movement and this port city of N.Y. which he so dearly loves,'" In his simple and moving invo­ cation the Rev. jarries R. More than a score of distinguished labor and government figures occupied the long dais under the banner announcing the Whittemore, director of the "Tribute to Paul Hall, Mr. Port of New York." t April 1980 / LOG / 7 ^ r4" i •t F' » A . *• ,* •» "-'A �'..If. uy; ;yfi Omnibus Bill Facing Rougli Seas in House merce to "monitor the operation to strike the damaging language of the contractor and...notify from the bill. Mikulski's amendment was de­ Congress of any uneconomical or inefficient practices (which in­ feated by a narrow 18-16 vote cludes management, organiza­ in Committee. Rep. Mikulski has pledged her tion or practices and elements of collective bargaining agreements efforts to continue the fight which result in unreasonable high against the anti-labor section of costs)... make recommendations the bill on the House floor when to Congress and to the contractor it comes up for debate later this for ways to correct such practices month. But, while the provision and take such action as may be appropriate...to encourage the empowering the Secretary of Commerce to police collective elimination of such practices." bargaining agreements, is the thrust of organized labor's wrath, Violates NLRB the bill is also expected to Allowing the government to encounter heavy opposition from police private contracts is "an seagoing and on-shore maritime unwarranted intrusion into the unions over several other points, cPllective bargaining process," including: • changing current law to Drozak told the labor chiefs. He allow Federal subsidies for for­ added, it "clearly violates long­ standing labor policy as set out in eign built ships. Maritime Ad­ the National Labor Relations ministration head Samuel In a letter sent to all AFL- Act which states; 'it is...the Nemirow said such a change CIO international presidents as policy of the United States (to would "cause the diversion to well as presidents of the MTD's encourage) the practice and foreign yards of some orders that 42 affiliated unions, Drozak procedure of collective bargain­ would otherwise be placed with blasted the provision as "anti­ ing. U.S. shipbuilders." union and anti-worker." This • a bar on subsidies if man­ Maritime labor has strong provision, Drozak stated, "must allies in Congress fighting against ning levels on a vessel exceed the not be allowed to become the law this section of H.R. 6899. During levels determined adequate for of the land." House Merchant Marine & safe and efficient operation by At issue is a section of the'' Fisheries Committee mark-up on the Coast Guard. Maritime Omnibus bill which the bill. Rep. Barbara Mikulski • retention of the 50 percent directs the Secretary of Com- (D-Md) offered an amendment ceiling on construction differen­ L ABOR is massing for an alif out battle in the House of Representatives next month over a provision in the Maritime Omnibus bill which seeks to blast fr^ee_ collective bargaining right out of the water. The provision of the Omnibus Maritime Bill (H.R. 6899) repre­ sents a scant 10 lines of the sweeping 115 page package of maritime legislation. But con­ tained within those 10 lines is language which would set a dangerous precedent by giving the Federal government veto power over private maritime industry contracts. Spearheading the drive against the dangerous section of H.R. 6899 is SIU Executive Vice President Frank Drozak, whp is also president of the Maritime Trades Dept. i: i 1 I:. tial subsidy payments. Several groups wanted the CDS payment ceiling raised to enable American ships to compete on a parity with foreign vessels. The SltJ joins with the rest of maritime labor in opposing those sections of the Omnibus bill which will change existing law and result in encouraging foreign over American construction and operation of vessels. However the Union is pre­ pared to support the Omnibus Maritime Bill once the bill's damaging sections are elimi­ nated. While far from perfect, H.R. 6899 is still the most significant attempt to upgrade the U.S. merchant fleet since passage of the Merchant Marine Act of 1936. The measure's stated aim is to "revitalize maritime policy, reorganize certain govern­ ment agencies and reform regula­ tion of maritime affairs in the United States." Since the fundamental goals of the bill reflect the Union's goals, SIU Executive VP Drozak ex­ tended to the 34 House Merchant Marine & FisHeries Committee members the SIU's "continued cooperation to achieve our mutual goal of having a strong U.S. maritime industry." Union Goes All Out to Prevent Ships Sailing Short I ITH hundreds of millions of dollars invested in every ship, W owners demand that their vessels ^ • J: •\ \ % •'<: constantly sail one or two men short, pretty soon companies will try to have the manning levels reduced. If properly maintained. And so they the manning level of every vessel was should. But that can only happen if reduced by just two men, then the the vessels are fully manned and the union would lose a large percentage crews well-trained. of its existing jobs. It would be hard The SIU is well aware of our to compensate for that loss, given responsibility in this regard. And the hard times that have befallen the ' this was the main reason for creation American flag merchant marine. two years ago of the SIU Manpower Manpower involves more than Department in Headquarters. just bodies. It also involves educa­ Manpower has several functions. tion and skills. Most shortages Above all else, it must help the union occur in skilled ratings—ratings that man and move ships. can only be filled with men who If a job is left hanging on the possess the required training. board, the Manpower department "Manpower," says Bob Selzer, will try to fill that job. who heads up the Department at There are many consequences to Headquarters, "is more than just vessels sailing under-manned, aside one department. It is a Department from the inconvenience it causes of the whole union." , those crew members who do sail on Manpower works closely with that vessel. For one thing, a com­ union representatives in Wash­ pany is not required to pay any ington and staff members at the money into welfare and pension Harry Lundeberg School of Sea­ funds for slots that have not been manship. All three have a common filled. goal, which is to maximize the job It is estimated that the union' opportunities for members of this welfare and pension funds lose union. between $1 and $2 million annually It is up to Manpower to analyze as a result of ships sailing short- trends in the manning levels. It is up handed. to the Harry Lundeberg School to Manning levels play a crucial, train men in areas where shortages though invisible, part in determing arise. And it is up to our Washington the number of jobs available to representatives to devise legislative nwmhrrr of this union. If vessels and administrative programs which will help alleviate these shortages. not something that will go unused. The success of the Manpower Rather, it will broaden a member's Department can be seen in the recent employment opportunities. More decision by El Paso to use SIU crews education means more options. For on three of its foreign flag vessels. example, a degree from the HLSSin The company recognized that the diesel training means that you can superior skills of SIU members, and get a job onboard a diesel ship. Who our own ability to avoid costly knows, with today's energy crisis, repairs with skilled maintenance was maybe all ships will be converted to more economic than employing diesel fuel. Moreover, without properly trained men, a union won't foreign crews. be able to move ships. I don't need to Selzer emphasizes that there is a add that there are other. people, great deal that individual Seafarers other unions, who would be de­ can do to help the union in the area lighted to take over our jobs. It is the of Manpower. He said, "I would urge duty of this union, and the duty of each member to get as much the membership, to keep that from •duca^n as he can. Education is haggening^ 9tot focUnt Come to HLS. Upgrade to AB. Courses start on June 19 and July 17. 8 / LOG / April 1980 •3:- •A •: ts! i?.-.. •1'-.. •. �m in to Scatarers International Union of Nortlf America. AFL-CiC) April 1980 Legi.s1ativc. Admini-strativc and Regulatory. Happenings On the Agenda in Congress... A number of maritime-centered legisla­ tive matters are on the Congressional agenda in Washington as we go to press this month—and every one of them affects the jobs and job security of SIU members. Here's a rundown on what is on the Congressional calendar... • US-CANADA FISHERY AGREE­ MENTS. The Senate Foreign Relations Committee is scheduling hearings this month to review the Maritime Boundary Settlements Treaty with Canada, and the East Coast Fisheries Resources Agreement. • OUTER CONTINENTAL SHELF. The House Select Committee on Outer Continental Shelf is contipuing hearings on the progress and implementation of the Outer Continental Shelf Lands Develop­ ment Act. This act, which passed several years ago with strong support from the SIU, is providing many hundreds of jobs for maritime and maritime-related workers in the U.S. • OCEAN THERMAL ENERGY CON­ VERSION. The Oceanography Subcom­ mittee, and the Subcommittee on Merchant Marine will hold a joint hearing this month to make final amendments to H.R. 6154— Ocean Thermal Energy Conversion (OTEC) Act. • OIL IMPORT FEE. The Environment and Energy Subcommittee of the House Government Operations Committee has scheduled hearings on President Carter's proposed petroleum import fee. • WATER PROJECTS AUTHORIZA­ TION. The Water Resources Subcommittee of the Senate Environment and Public Works Committee will continue hearings this month on waterways policy and various waterways projects. • RULES OF THE ROAD UNIFICA­ TION. The Subcommittee on Coast Guard and Navigation of the House Merchant Marine and Fisheries Committee has scheduled hearings this month on legislation which would attempt to unify rules of the road for deep sea and inland waterways mariners. • STRATEGIC PETROLEUM RE­ SERVE. The Senate Energy and Natural Resources Committee is going to hold hearings to review the present status and proposed refilling of the strategic petroleum reserves which are located in the U.S. As it stands. President Carter's proposed budget cuts have completely eliminated any funding for this program. Under the SPR program, at least 50 percent of the oil brought in for storage in the U.S. has to be carried aboard American-flag tankers. • COAL SLURRY PIPELINE. The House Public Works Committee is tenta­ tively scheduled to take final action on legislation which would authorize construc­ tion of a coal slurry pipeline. This legislation has been kicked around on Capitol Hill for a number of years with strong opposition from environmentalists and waterways barge operators. • SHIPPING COMMISSIONER. The Coast Guard Subcommittee of the House Merchant Marine and Fisheries Committee is continuing hearings on a proposal to eliminate the jobs of Shipping' Commis­ sioners, and to provide alternate safeguards to protect the rights of seamen with regard to signing on and discharging. • SMALL VESSEL MANNING. After a number of delays, hearings are scheduled to resume this month on legislation to regulate the operation of "small vessels." This bill is H.R. 5164. The proposed legislation sets certain qualification standards for crewmembers of small uninspected vessels—and it's particularly aimed at the crew and supply boats operating offshore around oil and gas rigs. We're watching this bill carefully because of its serious implications regarding safety at sea. Carter Calls on Nation To Observe Maritime Day President Carter has issued the annual National Maritime Day proclamation, and called on all Americans to honor the U.S. merchant marine on May 22. In the proclamation, the President cited the "vital contributions" of American shipping to the growth and economic vitality of the U.S. In the proclamation. President Carter said: "Our merchant marine has shown valor and dedication in providing logistic support to the United States military forces in time of national emergency." SIU Stewards Meet An Old Friend During Washington Visit Another group of SIU Stewards partlci•^^pating in their union's upgrading program came to Washington last month for briefings on the legislative programs of the SIU, AFLCIO the Maritime Trades Department and the maritime industry. During the visit, the Seafarers had an opportunity to meet and talk with an old friend of the SIU and the industry—Congressman Leo Zeferetti (DNY). The Congressman, who is a memberof the powerful House Rules Committee, has been a member of the Merchant Marine & Fisheries Committee for many years. He has always been a staunch supporter of the U.S. Merchant Marine and a loyal ally of maritime labor. In the photo at left. Congressman Zeferetti (center) meets with the SIU group which included Washington Representatives Frank Pecquex and Betty Rocker. In the photo at right, the SIU Stewards posed for a group picture on the steps of the Capitol. Participating in the visit were Herman Green, William Datzko, Thomas Kirby, Samuel Nazario, John Darrow, Edward Haber, John Gibbons, Clyde Kreiss, Joseph Kundrat, Luis Iturrino, Humberto Ortiz and Thomas Liles. Also in the picture are SIU representatives Nick Marrone, Frank Pecquex and Betty Rocker. April 1980 / LOG / 9 • ;:v I .i' •f �S;j)c 91U in Al^asliingto^^ fit llUB Industry News Congress Approves 1981 Maritime Subsidy Programs The House of Representatives this month passed the fiscal 1981 Maritime Authoriza­ tion Bill, providing another year of life to the subsidy programs which have given tenuous existence to the U.S. maritime industry during the past ten years. The bill passed the House April 15 by a vote of 320-50. Not surprisingly, there were no sabotaging amendments zinging in from Congressman Peter McCloskey camp. Those will come later when the so-called "Omnibus Maritime Bill" comes up for consideration. As passed, the appropriations bill provides a total of $582,174 million for various maritime programs during fiscal year 1981. The breakdown goes like this: • $135 million for construction differen­ tial subsidies to encourage and assist in the building of new ships; • $347,697 million for operating differen­ tial subsidies to permit U.S.-flag operators to compete fairly with the heavily-subsidised foreign flag fleets; • $18,750 million for research and development programs sponsored by the U.S. Maritime Administration; • $31,863 million for maritime education Safety At Sea Group Plans Open Meeting The working group on ship design and equipment of the Subcommittee on Safety of Life at Sea will hold an open hearing in Washington-May 6 to gather information and opinion to present to the IMCO meeting scheduled in July in London. IMCO is the United Nations-sponsored Intergovern­ mental Maritime Consultive Organization. The agenda for the Washington meeting includes safety aboard nuclear vessels; noise levels on board ships; safety standards for offshore supply boats and other special purpose vessels; and maneuverability standards for ships. and training. This is primarily for the U.S. Merchant Marine Academy at Kings Point, and the various state maritime schools. During debate on the bill, a number of our friends—as well as some newer members of Congress—hit the deck to urge support for the U.S. merchant marine Congressman Paul Trible (R-VA) urged support for the legislation and pointed out that "our merchant marine must be able to support military operations in the event of war or national emergency." He said "our inability to mount the necessary sealift to supply our armed services diminishes our ability to protect our vital interests." Similarily, Congressman Glenn Anderson (D-CA) supported the legislation and noted "it is tragic that the plight of our ocean transportation system is forced to our attention by the crises we face in the world, especially in the Middle East." With respect to the decline of the U.S. dry bulk fleet. Congressman Daniel K. Akaka (D-HI) stated that the United States is "dependent on the goodwill of foreign owners of raw materials and on foreignowned transportation systems for the delivery of raw materials critical to our economy and security.'* Congresswoman Olympia Snowe (RME), said that "continued funding for construction and operating differential subsidies, research and development, and maritime education and training will sustain efficient and competitive facilities for shipbuilding and ship repair." Ships in US Fleet Continue Decline As Tonnage Rises The number of ships in the U.S.-flag merchant fleet continued to decline as overall tonnage went up to a record high, according to the latest report from the U.S. Department of Commerce. As of March 1, the privately-owned deepdraft fleet totaled 724 vessels with a combined capacity of 23.5 million dead­ weight tons. This total includes 568 oceangoing vessels and 156 Great Lakes carriers. Compared with March 1, 1979, the number of ships in the U.S. merchant fleet dropped by 25 vessels, but overall fleet capacity increased 1.4 million tons in that same period. The large gain in capacity reflects the larger sizes of the new ships added to the fleet in the last 12 months, and the comparatively smaller sizes of the older ships which were scrapped, sold or retired from active service. On the brighter side, the monthly Maritime Administration report showed that 53 merchant ships were under construc­ tion or on order in U.S. shipyards as of March 1. The shipbuilding orderbook breaks down like this: 13 new tankers; five liquefied natural gas (LNG) carriers; ten intermodal vessels; 11 dry-bulk carriers; two cargo break-bulk ships, and 12 specialized vessels. SPAD n IIM SIU'9 polMical land aad <w polUinil ann ia Waihlanton. D.C. TV Sit asb for and accrpir voiaafaiy coRlribalkm only. TV taioa user IV monry doaaicd lo SPAD to sappon IV cIcclioB canpaipBi of fefiilalon wtM Vve ilMwa a pro-mariliiiM or pro-iallor record. SPAD ciiabiM IV Sit lo w<irk cffeclirely oa IV rifal mariliBK macs hi IV Coanrcss. These are issues Ihaf hare a direct iaipacl on IV JoV and job secnrilv of all Sit awasbers. deep-sea. iaiaad, and Lakes. TV Sit antes Ms mefflbers lo conlinae Ibeir line leconl of sopporf for SPAD. A aieaiber caa coalrlbafe fo IV SPAD load as V or sV sees Hi, or make no conlrSmfioB al all wilhoat fear of reprisal A copy of IV SPAD report is Hied irilhIV Federal ElecHon Commission. II u arailaMe for parchase from IV FEC iBWashia(loa,D.C. 10 / LOG / April 1980 meetings with Congressmen Don Bonker (DWash.) and Jack Edwards (R-Ala.L Both Congressmen are fully aware of the many problems besetting the nation's merchant marine, and talked hopefully of taking actions to revitalize the maritime industry I Hilary Thein (2nd ^ft) shakes hands with his Congressman Representative Don Bonker from Seattle, Wash Looking on are SIU Washington Legislative Representative Betty Rocker and SIU Mobile Representative James Battle. • "N >• s'X A n s tl tl Opgraders . Come to Washington For a Look at SIU Political Action Program The SlU's continuing educational programs for its membership brought yet another group of "A" Seniority Upgraders to Washington earlier this month for a first-hand look at the SlU's political action program. Eight upgrading Seafarers took part in the day­ long visit which included meetings with repre­ sentatives of the Transportation Institute, and the SlU's Washington legislative team. Also on the day's agenda were visits to the AFL-CIO Maritime Trades Department and a tour of the Capitol. A highlight of the tour was face-to-face :#.-i In the photo at right, the entire group of Seniority Upgraders meets with Congressman Jack Edwards. The Alabama Congressman is a former long-time member of the House Merchant Marine Committee, and has been a good friend of the SIU for many years. The group of SIU Seniority Upgraders who took part in the Washington educational visit included: Jose Quinones, John R. Silvetti, John W. Boughman, Michael P. Marth, Wendell G. Burton Jr.. Raphael S. Vargas, Hilary A. Thein, and Mike Martin. �iSTrss ..X"' Private Hopfier Dredge Fleet Proves A-OK T dredge fleet will have the capabil­ HE SIU has for a long time ity of doing all of the work bontended- that private in­ previously performed by the dustry should handle more and Corps' 13 active hopper dredges. more of the dredging work done Therefore, the SIU as well as by the Federal government. industry is alarmed over the In the last few years the private Corps' recommendation to have sector has been given a chance to eight hopper dredges in its prove itself in this field. The SIU "minimum fleet." feels this has workejd out so well If this minimum fleet is ap­ that the government should proved there would be a dis­ drastically reduce its fleet of astrous effect on the private hopper dredges. dredging industry which would [Hopper dredges are the big­ not have enough work. (U.S. gest type of dredge. They are Public Law 93-269 allows the primarily used on the channel Corps to set aside enough work bottom of coastal harbors or on to keep its minimum fleet "fully the ocean floor. Self-propelled, operational.") they have molded hulls and the The SIU feels that the'Federal general lines of an ocean going government should be the con­ vessel.} tracting and management agency The Army Corps of Engineers, for dredging and that private which handles the government's dredging, has submitted its The Sugar Island is one of three SlU-manned hopper dredges. The SIU feels that industry should do the actual recommendations for the mini­ . private industry should handle the bulk of government contracted dredge work. dredging work. For one thing, private industry mum size of its dredging fleet to too high. Right now the private private hopper dredges. These the Office of Management and sector has four operational are the Long Island, Manhattan . can build hopper dredges for Budget (OMB). However, OMB hopper dredges. (Three of these Island, and Sugar Island. The about one-half of what it costs company also has a medium class the government. has rejected the Corps' estimates are under contract to the SIU.) Also, a recent Industry Capa­ Five hopper dredges are under dredge scheduled for completion and told it to submit new recom­ bility Program showed that "^construction by the private in the fall of this year. mendations. When the private hopper private industry, in most cases,, The Corps currently has 13 sector. In addition, at least two active hopper dredges. In its more hopper dredges are in the dredges that are under construc­ can do the work formerly done by tion are finished there will be nine the Corps more economically original recommendations to planning stages. One of the leaders in the modern and efficient hopper than the government. OMB, the Corps had determined That is why the Union believes that to meet national defense and hopper dredging field is SIU- dredges available with an annual emergency needs it would still contracted North American capability greater than the Corps' that the sooner private industry Trailing Company which owns current hopper dredge workload. takes over all hopper dredging, require eight hopper dredges. The SIU believes this is way three of the four currently active In other words, industry's hopper the better it will be. ; Inouye Ship Bill Off the Senate Back Burner ^ Sen. Daniel Inouye's Ocean Shipping Act was reported out of the Senate Commerce Committee this month. It's a good bill and the SIU • . supports ;t. If passed, the legislation would do a great deal to restore order to a greatly confused maritime industry. For starters, it would untangle the Membership Meetings Deep Sea Lakes, Inland Waters 2:30p.m New York ...May 5 2:30p.m Philadelphia ........ May 6 7 2:30p.m Baltimore May 9:30a.m Norfolk May 8 2:00p.m Jacksonville May 8 9 ... 2:30p.m. Algonac May Houston May 12 2:30p.m. . New Orleans May 13 - v- 2:30p.m. Mobile May 14 2:30p.m. San Francisco May 15 .....a.. 2:30p.m. ............ Wilmington ......... May 19 2:30p.m Seattle .........v... May23 .... 2:30p.m Piney Point ......... May 10 . i I0:30a.m. San Juan, ........... May 8 2:30p.m. Columbus ....May 7 — Chicago May 13 — Port Arthur May 13 ' 2:30p.m Buffalo Mayl4-i — St. Louis May 16 2:30p.m. Cleveland May 15 — UIW 7:00p.m. 7:00p.m. 7:00p.m. 7:00p.m. — — 7:00p.m. 7:00p.m. — _ — 1:00p.m. — — — — conflicting array of bureaucratic and judicial mandates that presently govern the regulation of ocean transportation in the foreign com­ merce of the United States. It would replace those mandates with a single, easily comprehended legisla­ tive standard. The Ocean Shipping Act, which was introduced by Sen. Daniel Inouye (D-Hawaii), seeks to develop a coherent national policy on merchant shipping. The bill, enjoys widespread support among mem­ bers of the maritime industry. For many years, the American maritime industry has been plagued with vaguely defined regulatory codes. One of the more confused sectors of the maritime industry has in­ volved antitrust activity. Prior to 1966, agreements for economic co­ operation among carriers were allowed. » Such agreements were felt to be governed by the Shipping Act of 1916 rather than the body of antitrust laws. However, a 1966 ruling held that the Shipping Act was subordinate to the body of antitrust law. The 1966 ruling has had serious consequences for the maritime flao rnmnan industry. American flag companies found themselves unable to compete with foreign competitors. The Ocean Shipping Act would in effect overrule the 1966 decision. Co-operation among carriers would once again be allowed. The position of the Federal Maritime Commission would be reinforced by this legislation. The Commission, which has over the years gained the trust of industry members, would have primary responsibility for formulating a national policy on ocean transporta­ tion in the foreign commerce of the United States. Important goals would finally be given official recognition under the terms of this act. Bilateral trade agreements would be encouraged, as would open conferences, or rather, less closed conferences. The need for American flag vessels to "substantially participate" in the foreign commerce of the United States would be acknow­ ledged. Some details still need to be worked out. However, the legisla­ tion .marks a giant step for the maritime industry. Even if the bill i& not passed, important goals have been pinpointed, and a responsible course of action has been chartered. April 1980 / LOG / 11 m-' • �7^ ffi- Busy as AB's Buzzing with success after completing the AB course at HLS are: Kneeling, front, A. Walker. First row (l-r) W. Ludlow, S. Boettcher, D. Severinson, J. Romeo, E. Young, M. Latta, P. Ryan, E. Henry, R. Lynn. Back row (l-r) R. Urban, M. Mar­ quette, K. Tremblay, R. Tremblay, M. Birt, J. Vandenheede, M. Schmitt, L. Kuhn. 14 + 3 Learn ABC's of LNG Ready for Sea As QMfD All smiles when they finished the QMED course at the Harry Lundeberg School are: Front (l-r) A. Mercado, A. Nelson, J. Barry. Second row (l-r) D. Shaw, K. Patterson, V. Carrao, G. Cooper, E. Abidin, R. White, N. Celona, J. Oberson, A. Santiago. Back row (l-r) M. Castagna, S. Dinnes, F. Wagner, G. Watson, R. R. Rosario, J. Ponti. The Harry Lundeberg School of Seamanship Ready to man LNG vessels under SlU contract are the following 17 Seafarers? recent graduates of the HLS LNG course: Front row (l-r) T. Burke, T. R. Goodman, M. Pedersen, J. Curlew, R. Suy. Back row (l-r) S. Ehrnlunn, J. Robinson, J. Thrasher, H. Jones, Jr., J. Cavagnaro, B. Stearns, A. Clark, F. Paylor, M. Haukland, R. Greggs, D. Hicks, E. M. Welch. Two Cross Wire Why is this FOWT smiling? Graduates of the latest Marine Electronics course at HLS are (l-r) E. Sorensen and G. Blanco, snapped in the classroom with instructor T. Connor. Two Quartermaster Quartets The best bet for wipers who want to improve their job security is getting an FOWT ticket at HLS. Job opportunities for FOWT's have never been better. Enroll now in the FOWT course at HLS. Courses start on July 3 and July 31. To sign up, contact Harry Lundeberg School, Vocational Education Department, Piney Point, Maryland 20674, (301) 994-0010. Or fill out the ap­ plication in this issue of the Log. brothers tell it all. The newest SlU SS frwf W. Paulsen, R. Munroe. J. Borucki, A. Easter irp ('-•') W. Burke, R. Brock, R. Brown, A. Holland. Not in the pic are two other graduates of the Quartermaster course, C. Pineda and M. Pereira. 12 / LOG / April 1980 j7 �-4v ^ , J' '• AN Pulling far Ben Mignano to Get Mate's License I N early 1944,16 year old Benny Mignano said good-bye to family and friends and went off to joib the merchant marine. If he was looking for something more exciting than the streets of Brooklyn, his old stomping grounds, he would certainly find it later between the Murmansk Run and the Saigon River. Today, at 52, Ben Mignano is one of the most respected bosuns in the SIU. He has seen a lot, and accomplished a lot since 1944. But one of his greatest accom­ plishments is yet to come. Mignano has gone from hitting the deck and swinging the booms, to hitting the books and wielding a pen at the M.E.B.A, (Dist. 2) Maritime Upgrading Center in Brooklyn, N.Y., where he's preparing to make his final move through the hawespipe. If all goes well, and in spite of the goodnatured razzing h^s been getting from faculty and fellow students at the Center, he'll have an Origina] Second Mate's license in a few months. Mignano actually started out in the steward department, sail- ily and got his first bosun job, on the Bull Line's Arlyn in-1957. He's been "Hey, Bos'!" ever since. The late 1960's and early 1970's saw Mignano, like so many others, in the Vietnam War Zone. He spent four and a half years on the Rafael Semmes, including one voyage when the ship came under rocket attack in the Saigon River. But luck was. with the Semmes—and Mignano—dur­ ing that trip. The rockets, includ­ ing one that hit just below his porthole, were duds. Mignano made his first visit to Recertified bosun Ben Mignano is now a model student at the M.E.B.A. (Dist. 2) Maritime Upgrading Center in Brooklyn, N.Y. the Harry Lundeberg School in ing as messman on his first ship, arrival in Scotland," recalled 1976, when he participated in the the Benjamin Brown, and on his Mignano. "It was May 13, 1945. Bosun Recertification Program. second, the Grace Abbot. It was We receiyed word that President He was impressed by what he while coming back from Mur­ Roosevelt had died the day saw. "It's a wonderful school to go through," he confided, "and it mansk in the Abbott, in May of before." Mignano shipped with the has given a lot of people oppor­ '45, that he got a close look at a deck department pn his third ship, tunity." German U-Boat. Fortunately, it Back at school—^this time in came after the Nazi surrender in the Frank C. Emmerson. He upgraded to AB (blueticket), and Brooklyn—Ben Mignano's hop­ Europe. Spmebody yelled, "There's a got his Green ticket AB in 1947. ing his luck will not desert him in The draft caught up with him the coming months. But he's got a sub!" And sure enough, there was a surfaced German sub flying the in 1951, and he spent the next two lot more going for him than luck, white flag. It followed i\\Q Abbott years wifh the army in Panama. including a bunch of people who into Scotland, surrendering to Then it was "back to the SIU in are pulling for him to succeed. 1953 and I started sailing again," Because Ben Mignano won't be a British authorities there. said Mignano. He worked stead- bucko mate—he'll be a good one. "I'll never forget the date of our Carter OKs $227Billion Oil Windfall ProBfs Tax Act President Carter early this month before 1978, it exempts from 1981-2 producers, are expected when okayed his controversial Crude Oil individuals taxes with as much as decontrol is lifted to make $1 trillion Windfall Profits Tax Act at the ^200 yearly on interest and over the next decade. Oil Biggies would pay $205 billion White House after a of year of bitter dividends. It also gives a tax break to homeowners and businesses that of the tax; independent $22 billion. Congressional horse trading. Later, when the budget is A "windfall" is "an unexpected save or produce energy and to those balanced and the national debt who sell inherited assets. or sudden gain or advantage." U.S. domestic Oil Biggies—^who reduced. Congress can use 60 Carter declared "the keystone of our national energy policy, in now in made record-breaking billion dollar percent of the $227.3 billion for a place." And exclaimed it "a victory "unearned profits"—from OPEC's general tax cut, 25 percent to pay the high prices for crude and long, fuel bdl of the low-income poor and for every American citizen." He envisioned that the $227.3 expensive gas station lines last year, 15 percent for energy development billion tax—^the largest tax on a U.S. with independent American oil and mass transportation. industry ever—with the decontrol of the domestic crude price in late 1981, would give "both the incentive and the means to produce more oil here, conserve more oil here and replace more oil with alternative sources of energy." Beside excluding from the new law which took effect on Mar. 1 some North Slope Alaskan oil found Ogden Challenger Committee Notice On Job Coil Procedure (Inland) Wh«n throwing in for work during o Job caii at any SIU Hiring Haii, boatman muat produco tho foiiowing: • momborahtp cortificato (whoro posaooaod) « • rogiatration oard • ciinic card •man'a iiapara Hdqs. Rep Teddy BabkowskI (seated left) writes a dues receipt for Recertified Bosun John O. Frazier (seated right) ship's chairman of the ST Ogden Challenger (Ogden Marine). With them is the Ship's Committee of (I. tor.) Deck Delegate Jack Klohn, Oiler Rudy Lopez,Steward Delegate George Malone and Engine Delegate D. Saxon. The tanker paid off at Bayonne, N.J. Notice to Participants in PMA Pension Plan The new Summary Plan Descrip­ tion of the SIU Pacific DistrictPMA Pension Plan has been com­ pleted and was mailed to all mem­ bers beginning Wednesday, March 19, 1980. (This new booklet applies to former MC&S members employed on Pacific Maritime Association vessels.) This booklet highlights the main provisions of the Pension Plan. The Summary Plan Description explains both the benefits the Plan provides and the requirements which must be fulfilled in order to qualify for pension benefits, including the changes made to comply with the new pension laws (frequently re­ ferred to as ERISA). We urge you to study this booklet carefully. You should be aware of the possibility that you may not receive the amount of pension benefits referred to in this booklet. This may occur if you have a break in service or if you fail to qualify for other reasons that are discussed in the booklet. In the event you do not receive a copy of the Summary Plan Descrip­ tion or have any questions regarding its' contents, booklets will be available at the Plan Office located at 522 Harrison Street, San Fran­ cisco, California 94105, Telephone (415) 362-8363, and all Union Offices. April 1980 / LOG / 13 1 V . ' i n iA 5 i 4, f I 1 -I : 1 yI • ' 'T • -.V �W'^' WAACs Get VJX. Benefits: Seamen Next on list »-J(, T HE long-awaited decision on G.I. benefits for merchant marine veterans of World War II is expected to be handed down soon, possibly as early as next month. A lengthy application, filed on behalf of 250,000 merchant seamen, the largest non-combat group to serve during the Second World War, was submitted to a joint Civilian/Military Review Board at the end of January. The three member panel, named by the Dept. of Defense has already held at least one review on the merchant marine application. So far, the Board has consid­ ered applications for veterans status of about nine groups who rnade a non-military contribu­ tion to the war effort. Most recently, about 5,000 members of the Women's Army Auxiliary Corps were declared full-fledged military vets eligible for G.I. benefits such as home loan guarantees, hospital cov­ erage and, in some cases, pen­ sions. In issuing their ruling on the WAACS, the Civilian/Militaiy Review Board recognized their " noncombatant service with the Army of the United States for the purpose of making available the knowledge, skills and special training of the women of this nation." A spokesman for the Joint Maritime Congress, which pre­ pared the application on behalf of all maritime union veterans, including SIU members, said "we expect to be next on the Board's list." The SIU is optimistic that, based on the scope of the applica­ tion, the Board will award World War II merchant mariners the veterans status and accompany­ ing benefits they so justly deserve. That application, representing .;i' 'V m m i:'S' - •& "- . 5 J i-' . ^'. months of in-depth research, was tailored to answer each of the five criteria used as the basis of eligibility for awarding veterans status. Those five criteria, spelled out in Title IV of the G.I. Bill Improvement Act of 1977, in­ clude determing whether: the group applying received military training and acquired a military capability or the services performed by such groups was. critical to the success of a military mission; • the members of the group were subject to military justice, discipline and control; • the members of the group were permitted to resign; • the members of the group were susceptible to assignment for duty in a combat zone, and; • the members of the group Carter Declares May 22 As National Maritime Day By the President of the United States of America A Proclamation Throughout the history of the United States, trade and shipping have made a vital contribution to the Nation's growth and economicvitality. Today, the American Merchant Marine continues to aid the development of American enterprise and to foster the well-being of all American citizens by linking U.S. industries, farms and markets with our overseas trading partners. In addition, our Merchant Marine has shown valor and dedication in prowling logistic support to United States military forces in times of national emergency. In recognition of the importance of the American Merchant Marine, and in commemoration of the departure from Savannah, Georgia, on May 22,1819, of the S.S. Savannah on the first transatlantic voyage by any steamship, the Congress of the United States, by joint resolution of May 20,1933 (48 Stat. 73, 36 U.S.C. 145), designated May 22 of each year as National Maritime Day and requested the President to issue annually a proclamation calling for appropriate observances. NOW, THEREFORE, i, JIMMY CARTER, Presid^ent of the United States of America, do urge the people of the United States to honor our American Merchant Marine on May 22, 1980, by displaying the flag of the United States at their homes and other suitable places, and I call upon all ships under the American flag to dress ship on that day. IN WITNESS WHEREOF,I have hereunto se^t my hand this thirteenth day of March, in the year of our Lord nineteen hundred and eighty, and of the Independence of the United States of America the two hundred and fourth. Jimmy Carter HsiMihK laMIv GKM likB MARCH 1-31,1980 •TOTAL REGISTERED All Groups ClassA aassB Class C TOTAL SHIPPED All Groups ClassA ClassB ClassC ••REGISTERED ON BEACH All Groups ClassA ClassB ClassC DECK DEPARTMENT y - : L- "W -' Algonac (Hdqs.). 77 19 76 46 2 51 19 0 49 27 12 1 11; 0 0 0 Totals All DapartiTUHits 223 153 53 170 89 •"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 menregistered at the port at the end of last month 161 150 71 ENGINE DEPARTMENT Algonac (Hdqs.) — 57 20 61 29 STEWARD DEPARTMENT Algonac (Hdqs.) If 33 14 ENTRY DEPARTMENT Algonac (Hdqs.), 70 110 36 14 / LOG / April 1980 . I,. had reasonable expectations that their service would be considered active military service. The joint maritime union application took up three vol­ umes of material. The first contained arguments in favor of awarding merchant seamen vet­ erans benefits. It noted that, while "Title IV does not require that all statutory tests be met, this application demonstrates that the members of the American merchant marine who were in active ocean-going service during World War II satisfy all statutory tests." Volume II included published articles, sworn statements, war­ time training manuals and other materials which formed the solid background of the application. And Volume III contained page after page of the names of the 2.8 percent of all merchant seamen who lost their lives in the service of their country; a loss rate that was second only to the Marine Corps'2.9 percent. We believe this application contains solid proof that mer­ chant seamen played a crucial role in this nation's World War II effort and deserve more than medals and certificates as re­ wards for that service. We are confident that the Civilian/ Military Review Board will agree with that judgement. New Series of Tax Free U.S. Savings Bonds Introduced As of Jan. 2, 1980, the U.S. Treasury Department began offer­ ing U.S. Energy Savings Bonds, Series EE, for sale to the public. The Series EE Savings Bond, like the Series E Bond it replaces, is an accrual-type Bond. It pays (tVi per­ cent interest which is compounded semi-annually when the Bonds are held for five years or longer; If the Bonds are held through their 11-year maturity date, the interest rate goes up to seven percent. Savings Bonds are a safe invest­ ment. TTiey are fully guaranteed until maturity and if they are lost, stolen or destroyed, the government will replace them. The big plus in purchasing Savings Bonds is that the interest the Bonds earn is tax deferred. Federal tax on the interest in not charged until the Bond either matures or is redeemed. And Savings Bond interest is totally exempt from state and local income taxes. U.S. Energy Savings Bonds, Series EE, can be purchased at any commercial bank. The Bonds can be redeemed at those banks or at Federal Reserve banks. �i.r:-.VS«,i».*o, r Retiring on SlUPension iUieans Security T HE SIU has always be­ lieved that retirement should be a time of joy and security. That philosophy shows in many of the Union's actions. It especially comes through in the Seafarers Pension Plan. Ever since the Plan was started, SIU seamen and boatmen have been able to retire with the secure knowl­ edge that they would find their pension check jn the mail each month. Sound financial funding was always a fundamental principle of the Plan. Even before a U.S. law was passed in 1974 to guarantee promised pension benefits, the trustees of the Seafarers Pension Plan made sure that no one would ever be cut off from the monthly pension he was ex­ pecting. Unlike many other pension plans, the SIU plan has never had to take back or decrease any benefit it has given. Even though, at times, it would have been easier and politically more expedient to put certain popular demands into the Plan, the Union took the more difficult path. If the SIU realized that particular provisions would have proved harmful in the long run, it didn't hesitate to point them out to the membership. Medical Coverage But besides the security of the monthly pension check, the Seafarers Pension Plan provides something else that greatjy adds to the security of its pensioners. That is medical Coverage. Sll^ pensioners and their dependents continue to be fully covered by the Seafarers Welfare Plan. Further, the Welfare Plan will pay for Medicare premiums for both the pensioner and the pen­ sioner's spouse. In many other pension plans, medical cover­ age is cut off or severly cut back when the worker retires —and that's just when such coverage is most needed. Spme of the medical bene­ fits to which SIU pensioners are entitled include: • medical and hospital ex­ penses, including reasonable costs of all medical, surgical, and hospital care, plus physi­ cian's fees charged for office and house calls. • a dental benefit which covers the cost of the labor in the acquisition and mainte­ nance of dentures. However, no payment is made for the cost of the materials used in dentures. • payment for prescription drugs. The Plan pays the cost of drugs prescribed by a physician except when the pensioner is receiving treat­ ment in a hospital as an in­ patient. Pensioners who are eligible for Medicare are required to maintain such coverage and the Seafarers Welfare Plan will reimburse the full cost of the Supplemental Medicare Pro­ gram. Forthoseenrolledinthe Medicare Program, the Sea­ farers Welfare Plan will pay any charges not covered by Medicare up to the maximum allowed under Dependent Benefits and the Surgical Schedule. The Plan will also pay the "hospital deductible'-' not covered by Medicare as well as all excess charges not allowed by Medicare. Further, the dependents of SIU pensioners can still apply for the College Scholarship Program offered by the Seafarers Welfare Plan every year. Besides these benefits for SIU pensioners, the Union is also a strong supporter of a sound Social Security pro­ gram. The SIU fully backs any increases in Social Security and fights against cutbacks. Finally, retirement can mean difficult adjustments. A man or woman who has be­ come accustomed to a life on the water can sometimes find life on land a little strange. But because the SIU pensioner has full access to the Union Hall, he can go there to play cards or talk over old times with other Seafarers and Boatmen. He still feels he is a part of the SIU community. : -if 'r. .-1 • 1 .• -S'v •: You Can't Afford Not To •V-,-'" . •. The Transportation Institute Towboat Operator Scholarship Program pays you while you go to school at HLS. It gives you free room, board and books. It helps you earn wheelhouse time while you leam bocrthandling 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 beginx on luly 7. Contact your SIU Port Agent or your Compemy to apply. A MESSAGE FROM YOUR UNION NARCOTICS J '. WfLL YOU UP AND YOU'LL LO/E YOUR PAPERS FOR LIFE.' -.v-';- • -v". April 1980 / LOG / 15 "V- �• y• LETTERS TO THE EDITOR Good People Make 5IU the Best I and four brothers have been in the SlU for a long time. One of my brothers, who is deceased, was a charter member. I would like to say a word of praise for someone that has been a true blue friend in time of need, and that man is Tom Cranford, supervisor of the Seafarers Welfare Plan. Most of us being at sea have to leave our business to our wives. Tom not only does a number one job with the claims but he reassures people and raises their spirits. It makes me proud to know that there are still people like him around to take care of things while we are at sea. My hat is off to Tom and all the other people at the Seafarers Welfare Plan. People like them make me know that I am still in the best Union afloat. Fraternally, Morris J Danzey, Jr. Satsuma, Ala. Honeymoon Home Scrapped The only gloomy note cast on our 50th wedding anni­ versary, Feb. 1st, was the sad news that our honeymoon home was headed for the ship-breakers yard. I was Quartermaster on theS.S. Hugh Kennedy, American Steamship Co., in 1929. I was chosen to keep ship over the winter, frozen in the ice. Sometime during that winter as Louise and I spent our honeymoon in residence aboard her, I was ordered to change her name to the S.S. Jacob F. Schoelkopf, Jr. The January issue of the Log reports the Schoelkopf, late the property of the Erie Sand and Gravel Co. is headed for the scrap yard. Louise's favorite joke, (at hen parties) goes something like this: "Louise where did you spend your honeymoon?" Louise, "I spent it aboard ship for SVa months." "Oh did you go around the world on a cruise?" Louise, "no, we never left the dock, we were froze in the ice the whole time." Fraternally, Bud Knuckey Brooksville, Fla. V' V. V- Cooking With Gas In all the years we have sailed—and they have been many— we have never come across a steward department such as we have on this ship, the LNG Capricorn. They are the best. Both the steward, Larry Dockwiller, and chief cook, Pat Geary, must certainly have taken a course in creative and imaginative cookery at the Lundeberg School. The food, the service, the attention is excellent. All the officers, and the crew as well, give them our hearty thanks. Fraternally, The Officers, Voyage #37 LNG Capricorn Pensioner's Problem Handled I want to say thank you very much for the recent checks the Seafarers Welfare Plan paid for my operation here in Kenosha, Wise. Memorial Hospital. Believe me the checks came in mighty handy. I want all Union brothers to know what a wonderful Union we have. Thanks again for everything. Fraternally, Verner M. Frederiksen, Retired Kinosha, Wise. 16 / LOG / April 1980 Great Organization' I want to express my appreciation and thanks at this'time on receiving the death benefit check for my late husband, Steven J. Knapp. . I also wish to thank the Union for all the medical care given to him since he was retired. The SlU is a great organization, and the Union has done a wonderful job in training young boys for good jobs for the future. The Union also provides wonderful cafe to seamen and their dependants. Thanks again for the promptness in.this time of sadness. May the strength of this great organization be everlasting. Sincerely, Mrs. Evelyn Knapp New Port Richey, Fla. Takes Care of Retirees As a pensioner and a long time member, I would like to thank the SlU for all they have done for me. especially in the last 11 years regarding medical coverage. I hope to see the Union progress in every field in the future. Fraternally, Ira Turner, Mognaba, N.J. Be a High School Gred It's Easy at MLS The Academic Education Department at MLS offers a high school education program for you. No matter when you| left school or how old you are, this program can help you. You will learn the skills you need to gel a diploma. Thai classes are small and a course of study is set up for each| person. Take the first step in getting a high school education. It's easy. Fill out the coupon below and send it to the\ Academic Department at MLS today. •' • I I want to be a high school graduate. Send a GED applica; tion kit to this address: Name (Please print) Address City . state Zip Cooe" Book Number. Social Security Number. : Do yOu have one year of seatime with the SlU? • Yes • No i Mail this coupon to: ^ : Harry Lundeberg School i Academic Education Department i Piney Point, Maryland 20674 �«-.<>»• I----"• Jr:-J.-.-Ji.-.-l iV«te»=p-C»I^^ -6'>4V sA>«SiSE^&;*.' . .... '"..r--^!? Enough Is Enough! Pass Ocean Mining Now A BURIED treasure so vast that its worth is estimated in the trillions of dollars lies in a thick blanket on the oceans' floor. By mining that treasure—the nickel, copper, cobalt and manga­ nese packed into potato-sized nodules—U.S. industry could be freed from its current heavy dependence on imports of those four key minerals in just two decades. Our ocean mining companies are ready and able to start retrievingand processing the minerals. But for the past seven years there's been a hands-off cordon around the deep seabed. The "no trespassing" sign was posted by the United Nations Law of the Sea Conference. The 140 nations participating in the Conference have been trying to h^k out a treaty which, among other things, will decide who gets how much of the deep seabed's mineral wealth. When the most recent conference session adjourned in early April, the newspapers trumpeted their convic­ tion that the conferees were very close to settling the thorny ocean mining issue." "With a little sailors luck," said a New York Times editorial, "and some agile naviga­ tion, this could at long last be the year of the sea." •f V A i-y • - t : ... • 'J! , ! • r. "A-.4 • tv W lE think the noise is prema­ ture. Though Law of the Sea participants didn't have much trouble reaching accords governing access to sea lanes or ecology of the oceans, several points concerning deep seabed mining which have stood in the way of a treaty in the past still stand. The conflict between the third world countries, which make up a voting majority of Law of the Sea participants and are claiming a lion's share of the booty, and the developed industrial nations which possess the technology and the money to do the actual mining, remains a standoff. Despite the optimism of the national press, nothing much is new with the Law of the Sea treaty. The real story, as far as we're concerned, is the promise and progress of ocean mining legislation through Congress. The Senate has already passed their version of a deep seabed mining bill which would give U.S. mining companies the go-ahead to begin harvesting deep seabed minerals. And the last of three House Committees is scheduled to report out their version of the measure late this month with full House debate to follow in early M^. While we respect the work of the Law of the Sea Conference in many areas, we don't see a treaty on ocean mining coming out of the interna­ tional body anytime soon. But Congressional passage of ocean ! . u mining legislation is very close. And, as we have in the past,,we're putting our money on that legislation for big reasons. IRST, passage of a U.S. ocean mining law this year would allow American mining companies to begin retrieving the deep seabed minerals by 1982. On that schedule, the U.S. could be entirely selfsufficient in the nodules' component copper, nickel, cobalt and manga­ nese by the turn of the century. But even using the most optimistic time frame, mining under a Law of the Sea treaty could not even begin before 1988. Another, and more important reason we're backing the U.S. ocean mining legislation is jobs. Both the House and Senate versions of the ocean mining bills contain "build American, man American" amend­ ments which are of crucial concern to organized labor. In the Senate bill those amend­ ments would require: • that all mining and processing vessels used for ocean mining be U.S. built, U.S. registereddind U.S. manned; • at least one ore carrier used to transport nodules from each mining site be U.S. built, U.S. owned and U.S. crewed; I F U.S. registered ore carriers used for ocean mining be eligible for both construction and operatingdifferen­ tial subsidies. Finally, by getting an ocean mining industry off the ground, the mineral-hungry U.S. will have some leverage against yet another cartel of producing nations. Rich in so many things, the United States is mineral poor. Major producers like the third world countries Chile, Peru, Zambia and Zaire want to keep it that way. With passage of ocean mining legislation the U.S. has an opportu­ nity to ensure our industries supplies of crucial minerals with no economic or political strings attached. And we have an opportu­ nity to put thousands of Americans in our foundering shipbuilding industry back to work. Swift passage of ocean mining legislation is, simply, in the best interests of this nation's workers, her industry and her securitj^. From where we sit, those are compelling reasons indeed for Congress to vote "yes" on ocean mining. Offkiol Publication of the Seafarers International Union of North America, Ationtk, Gulf, Lokes and fdond Wafers District, AFL-CIO April, 1980 • "f. n Vol. 42, No. 4 Executive Board Paul Hall 389 President Frank Drozak Leon Hall Joe DiGiorgio Executiue Vice President Secretary- Treasurer Angus "Red" Campbell Mike Sacco Vice President Vice President Joe Sacco Vice President Vice President A James Gannon Ray Bourdius Assistant Editor Don Rotan fVest Coast Associate Editor Editor Edra Ziesk Assistant Editor Marietta Homa Assistant Editor Mike Gillen Assistant Editor Max Siegel Hall Assistant Editor Frank Cianciotti Director of Photography Dennis Lundy Photography Marie Kosciusko Administrative Assistant George J. Vana 'Production!Art Director Published monthly by Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District, AFL-CIO, 675 Fourth Ave., Brooklyn, fJ.Y. 11232^ TeL_ 499-6600. Second class postage paid at Brooklyn, N.Y. (ISSN ff0160-2047) April 1980 / LOG / 17 •r • . Al Aj,.,-. _ �• -.'aLriroti:,^a^^s^fc3S£^' . r t:/' Liberia's Toibert Killed in Military Coup Upheaval Threatens World's Biggest Convenience Flag Fleet The stability of Liberia's ship of state is now as big a question mark as the safety of her merchant fleet at sea. On April 12, the Liberian army toppled the regime of the nation's President William R. Toibert Jr., and replaced him as chief of state with a 28-year-old army sergeant. Toibert was shot to death in the process. Though 4500 miles and the Tropics of Cancer and Capricorn separate the U.S. and this west coast African nation, the tremors from the Liberian coup may well rock the U.S. -America is heavily dependent on flag of convenience ships of many nations for carriage of our goods, especially crude oil. But we depend on none so heavily as the fleet that flies the Liberian flag. \ More than 43 percent of our crude oil imports are brought into the United States on Liberian-registered bottoms every year. Overall, annual U.S. import and export totals have climbed steadily during the past 15 years. Beginning in 1964, U.S. exports increased by over 100 million tons a year while American import totals rose a whopping 600 million tons annually. It's no secret that the American flag merchant fleet has been on a decline for years. Our slightly more than 500 merchant ships today carry less than 'five percent of all our imports and exports combined, and a scant 2.9 percent of our imported oil. But the number of merchant vessels owned by American oil companies and registered under the Liberian flag has been growing by leaps and bounds. Today that fleet numbers over 2600 vessels, by far the largest merchant fleet in the world. The SIU and some high ranking military experts have tried repeat­ edly over the years to convince Congress and the Administration that our near total reliance on foreign flag cairiage of oil and other raw materials was both economi­ cally unsound and reckless from a national security point of view. But the size and capability of the U.S. merchant fleet has continued to slip. And the government has con­ tinued to believe, despite indications to the contrary, that in the event of a crisis, American-owned flag of convenience vessels would give their all for the good ole' U.S. of A. However, history has proven that the U.S. government's trust in the loyalty of flag of convenience vessels is misplaced. When Liberia was governed by Toibert, who was considered a stable leader and strongly influenced by the U.S., American-owned Liberian-regis­ tered vessels were not permitted to abide by U.S. policy during the Arab/Israel conflict of 1973. At that time Toibert issued an Executive Order forbidding any Liberian-registered ship to partici­ pate in the niilitary re-supply of Israel. The penalty for violating the Executive Order was a $50,000 fine and cancellation of the certificate of registry. Seven years later, the U.S. is even more dependent on Liberian-flag ships, especially for carriage of oil, than in 1973. Should he choose to use it, the new military leader of Liberia holds a powerful economic weapon against the United States. But there's another point against assuming that U.S.-owned flag-ofconvenience vessels would be of any use to America in time of emergency. Even if Liberia and the other governments of registry of those vessels could be persuaded—or forced—to assign thoseships to U.S. use, there would be no guarantee that those ships would be manned. Foreign crews owe no loyalty to either the U.S. or to the country of registry of their ship. The overdependence of the United States on unstable foreign nations for both our crucial raw materials and the carriage of those imports puts us in triple jeopardy. First, we are heavily dependent on unstable Middle Eastern countries for our supplies of crude oil. Second, as the coup in Liberia points out, we are at the mercy of unstable third world nations to transport those commodities. And finally, we are reliant on the nationals of at least one and sometimes several other na­ tions to crew those vessels. While there is little the U.S. can do, at the moment, to get out from under the sway of oil supplying nations, there is no reason why we have to continue depending on outside sources for our shipping needs. Unless we act soon to increase the size and carriage capability of our own fleet, the U.S. may well find herself boxed into a corner with no way out. Waterman Steadily Modernizing Its Fleet With LASH Ships SIU's contracted Waterman Steamship continues to modernize its fleet. The Maritime Subsidy Board (MSB) has approved Waterman's application to bareboat charter three LASH carriers from Central Gulf Lines. These ships will be replacement vessels on Trade Route 18. This route covers trade from the Atlantic Coast and Gulf of Mexico to India, the Persian Gulf and Red Sea, Pakistan, and Burma. The LASH vessels, which will he chartered for 12 years, replace three C4 ships. They are: the George Walton, the Jeff Davis, and the Thomas Nelson. In approving Waterman's appli­ cation, the MSB said that the longterm charter of the relatively new Central Gulf LASH vessek will add three modern ships to Trade Route 18 service. The Board added that this charter "will significantly modernize Waterman's fleet and provide more efficient service." Besides the ships. Waterman is also chartering 450. lighters from Central Gulf. The former names of the Central Gulf ships were; Green Harbour, if Hurt on a Vessel, USPHS Must Still Be Utilized The word from Seafarers and Boatmen is that the recent ruling by the Board of Trustees of the Seafarers Welfare Plan making USPHS optional is the best thing to come along since bottled beer! That new benefit—giving SIU members the choice of the complete health care offered at USPHS or the identical coverage tiieir dependents are eligible for at a private hospital—has generated a lot of enthusiasm. There have also been some questions raised about what to do in special circumstances. All seamen and boatmen who are eligible for coverage under the Seafarers Welfare Plan are entitled to use either a USPHS hospital or a private facility. If you opt for care at a private facility, the section on dependents coverage in your Wel­ fare Plan booklet will explain exactly which costs are covered and which aK not. Themii <}iie sftuation in which all Seafarers and Boatmen must use USPHS whenever possible. In the case of sickness or accident which requires emergency hospitali­ zation occurring while you are aboard a vessel, all SIU members must still use the nearest USPHS facility. If there is no USPHS hospital in the port, you can be taken to a private hospital for emergency treatment. If you receive emergency treat­ ment in a private hospital in such an instance you must notify the nearest USPHS hospital within 48 hours. The best way to notify USPHS that you are receiving emergency treatment in a private hospital is to phone USPHS and follow-up your phone call with a telegram within 48 hours. A telegram provides concrete proof that you notified USPHS within the 48 hour period. With that proof you eliminate the chance of USPHS losing the record of your phone call. Sometimes in the past. USPHS has refused to pick up the tab for a Seafarer or Boatman receiving emergency care in a private hospital because they have no record of notification. Green Islands, and Green Valley. Their new names are: George Wythe, Button Gwynett, and Wil­ liam Hooper. The George Wythe should be In operation by mid May and the Button Gwynett and Wil­ liam Hooper by the beginning and end of June, respectively. Also In June, Waterman will he further modernizing Its fleet with a new Roll-On/Roll-Off ship called the Benjamin Harrison. She is scheduled to be followed In Septem­ ber by another new Ro/Ro, the Edward Ruthledge. Waterman Is also building three more new Ro/Rp's, all of which should be ready In 1981. Delta Uruguay Committee N Y. Patrolman Teddy BabkowskI (seated 2nd I.) is at a payoff last montfi aboard the SS Delta Uruguay (Delta Line) at Port Newark, N.J. He's with the Ship's Committee of (seated I. to r.) Recertified Bosun William "Bill" Fell, ship's chairman: Chief Steward John Hunt, secretary-reporter 3rd Cook Fred Biegel, steward delegate and an unidentified crewmember. In the background are BR "Sambo botomayor and Deck Maintenance Ovidio R. Rodriguez, deck delegate. 18/ LOG / April 1980 . .. •• . �• • '5-L !^. • - Great Lakes Fitout' When the whistle blows, everyone goes—to the' spring fitout on the Great Lakes that is. HE inevitable has occured, just as it does every year— Spring! With, the possible exception of a few players in the National Hockey League, no one is thinking about ice. There might still be a little floating around in the Up^er Lakes Regions. But for the mbst part, the cold of winter past isjust a memory—a memory to be replaced as always by the dutiful call of the steam whistle T Roland Lindemuth wheelsman on the Lewis G. Harriman (Huron Cement) does sorhe repairs on the deck of the old cement carrier built in 1923. as another shipping season on the Great Lakes commences. Seafarers will be coming from points far and near to return to the jobs they left at season's end last year. Some will come from homes in Florida or California or other sunny climes where they fled to escape the chill winter winds, Most, however, will be.travelling only a short distance from their homes, in any of the many cities and towns that dot the On board the St. Clair (American Steamship) in Sturgeon Bay, Wise. QMED Robert Brunk pumps out some lubricating grease for the engine room." coasts of the Great Lakes, to the steamers they and probably many of their own people have called home for years. In a matter of a few weeks the men will have their ships ready to sail. Cooks will busy themselves in the galley preparing the meals that will provide nourishment to the deck and engine personnel who keep the vessels running smoothly, Soon, the ships will be ready to take on cargo and carry it to familiar ports-of-call. They'll carry coal from the banks of Lake Erie and taconite from the western shores of Lake Mich­ igan to supply the auto industry in Detroit. Also, sand, stone and gravel to supply materials for the building trades. All easily unloaded with the aid of the massive cranes of selfunloading vessels. Gordon Aikens, night porter on the Lewis G. Harriman does a little daytime water glass washing In the ship's galley. A man who should be no stranger to Great Lake's Seafarers Is John "Mac" McCllnton, formerly the SlU's port agent In Alpena, Mich. Mac's gone back to wheeling for Huron Cement and Is seen here aboard the Harriman In Green Bay. , -'i . yr."r' 'X^'' • V; L-; Hi AB/Wheelsman Robert Allen Is glad to be aboard the William R. Roesch (Pringle Transit) for another season. Great Ralph WIthrow, AB on the Paul Thayer (Pringle Transit), has no quarrels with the ore, coal and stone carriers' cook. Lakes Fitout 80 April 1980 / LOG / 19 �m • ,\ • . / --T|- f --^1 - >.ji /f aVrSfeJ.'x- : i :«i- r.: - IPlK'•FFF '-- F .- .^ -."— /F( FS'F? F - . - X •'.'iJl' -V F -vF. -I It'. S: .'t ' f"'" ' ' " ' ' 1 * ^ • 'F-F-F':.' lill :"»• 3 ••' "• • • ' .",1 . . .>-r:: • is\ ' • i li'l . -:A'i \-,F#fiFFi ...., '•v.f F.n' _ ft Also on the Lewis G. Harriman is porter James P. Simpson who deftly applies a little chocolate syrup to a scoop of walnut ice cream. The Log's photographer reportedly gained five II pounds on his tour of the Great Lakes' fleet. :-i}. > "'.S- George Nelson QMED on the Villiam R. Roesch ponders tfie QMED Brent McConnell makes sure theSt.C/a/r'stoolshed is upcoming shipping season. . in shipshape. Great l.akes Fitout * ' ^ Bos'n Roger Lorenz (I.) and watchgian Allen Beck get in to the swing ot things as they repair a hatch cover on the Paul Thayer. c :F i jj • 'W t 'v' ; F i- • F. Watchman John Schmanski climbs atop the Harriman's water tank to unstop a clog in the vessel's fresh water supply. • E'S .. ... ^•' HI TMim • rlFi^VV' \\FFFF riEBUS (NC' ^lONGViEW TEXAS • • F'lA HOUSTON ' 3- •FF / J F'F .V, F'TF IS; >i-3« ^1 > 5650 Rp ; ^5 "•3;, teisf FF>?: -.J, SlS LS>/^i^P AB Frank White has a p^ll on a cigarette and a sip of cpffee before turning to on the deck of the Presque Isle in Milwaukee. The oldest and the newest can be seen at the Ai i*i;— /-»——loHv/fhpP Wise. -ri—Li That's Huron Cement's elder lady the £ the Ford a II I \JliJ is lO undergoing ui ICI^I y Wll ly extensive twi »s,' repairs --I background is American Steamship's 1000 too erican Shipbuilding Co.'s yard irrSturgeon Bay, Forcf io tho foroground. Originally built in 1898, ir sinking In the 23 at dockside %.«wv,^*\wiv«\./ in Ill Milwaukee. I* r Indiana Harbor built in 1979 msm: Mike Norman is_a wheelsmari on the A///VSuffe/o (American Steamship). Paul Murray (I.) wiper and SlU Rep. Joe Sigler take care of business on the St. Clair. ' \ F-.' i.« % t"#: "• -i'.' m a. ri;' ' .a:-'- ' ' 'V • ;F.'F;F .ij :1 • ... rr. Ir / • <1 'T ' messhall of the Roger M.Kyes are (standing I. to r.) Clarence Doari, in the engine room of the Paul H. Townser)d (Huron Cement) oiler Gerald Nokland keeps things running smoothly. - (V t Shipmates aboard the William R. Roesch are (I to r) David Moraan deckhand: Jim Mitchell, AB, and Kerry Bluitt, deckhand. v• •/ a - Si mm • '.•-4.*. April 1980 / LOG / 21 . •'! 20 / LOG / April 1980 • FI m!'•F-'"P.-"••,Fi:-FFva '«'-/ .-..iFFlFFlFZllFlF t -:. I'l • •.F- iv, •" ju . •; :- J I ;; I 'F i,.:,i .r •t ..•- a iii LL �J I fv tlW#:* . '.i Already fit for duty and pusfiing a barge downbound on the St.Ciair Rlver is Hannah Towing Co.'s tug the James A. Hannah. Tug and crew were candidly photographed as they passed by the St. Clair Inn." The galley gang of theLewis G. are altogether and smiling. They are (I. to r.) Porter James P. Simpson- 2nd Cook Lee Sleeper and Night Porter Gordon Aikens. ' /" • Caught in the act of wiping is Brian Krus, wiper on Paul Thayer. • /I'-k • Boatswain Mike Tanner taps a new hole in a ballast tank valve on the deck of the Lewis G. Harriman. •t :- tug/barge unils. vessels like IhePresque Isle have nol �• ;• n; ... •*• Great ' "^5. - ., V- / .', . • • ":| v% Lakes Fitout '80 I' iS -if • The 560 ft. self-unloading vessel M/V Buffalo prepares for her third shipping season after wintering in Toledo, Ohio. On her portside is what is known on the Lakes as a "bumboat", which supplies crewmembers with gum candy and cigarettes, as well as other amenities. Second cook David Grann (I.) slices some freshly baked bread while porter Mohammed Ahmed waits to serve it to the crew of the Sf. C/a//-. -• •-. . -'iV • '.M '.. • '•>.• . ' -J., • .'; , a I : .f xv'rk;'^• ,\ : Bos'n Musid 8. Dubashi gives the orders on the Presque Isle. Built in 1973 the Paul Thayer (Pringle Transit) has become a mainstay on the coal run from Toledo. •t ...T: •:K'' • 'T," -i i'T , i-. • - OMEQ. fii Smith turns on the juice for the William R. Roesch's power plant. ' Dan Gallagher (I.) deckhand and Jere Timm wiper pool their resources while cutting a piece of pipe for the Lewis G. Harhman's engine room. April 1980 / LOG / 23 t&.^ I J • -L 1 '4 �SIU Atlantic, Gulf, Lakes & Inland Waters United Industrial Workers of North America PRESIDENT Paul Hall SECRETARY-TREASURER Joe DiGiorgio EXECUTIVE VICE PRESIDENT Frank Drozak TOTAL SHIPPED All Groups Class A Class B Class C •*REGISTEREDON BEACH All Groups Class A Class B Class C DECK DEPARTMENT •'h./r- • • ti*, ".fer Boston New York Philadelphia Baltimore Norfolk Tampa Mobile New Orleans Jacksonville San Francisco Wilmington .' 99 10 9 23 52 25 36 .20 —;... — ............ , — 14 Puerto Rico Houston Piney Point Yokohama Totals 0 4 425 2 36 5 6 10 5 6 9 4 8 3 6 2 13 0 0 115 2 14 1 5 11 2 1 3 2 4 8 13 2 5 0 0 73 Port Boston New York Philadelphia Baltimore 2 101 11 25 ;. 4 16 17 11 23 8 ......... 1 346 1 48 4 14 6 2 • 12 12 1, 7 4 10 3 13 1 1 139 0 5 0 2 2 . 2 0 0. 2 3 6 4 0 2 1 1 30 Port 0 40 3 12 9 4 18 24 9 19 6 12 14 19 0 0 189 Mobile New Orleans .. Jacksonville .. San Francisco. Wilmington ... Seattle Puerto Rico ... Houston PineyPoint ... Yokohama Totals 3 23 3 1 4 2 1 2 5 1 1 3 1 2 0 0 52 0 3 0 0 1 0 0 3 1 2 5 7 0 2 0 0 24 Port Boston ... New York Philadelphia .. Baltimore Norfolk Tampa Mob le New Orleans .. Jacksonville .. San Francisco. Wilmington ... Seattle Puerto Rico ... Houston Piney Point ... Yokohama .... Totals I tI Totals All Departments i i •i. 1 19 1 1 2 0 0 1 2 3 3 9 3 1 0 0 46 5 148 13 34 51 9 37 106 57 65 33 55 15 103 0 4 735 5 47 10 10 20 4 13 22 11 11 8 7 1 • 24 0 0 193 4 14 2 9 16 4 3 7 5 6 12 30 3 12 0 0 127 2 69 6 27 9 4 10 46 19 18 5 23 9 36 3 0 286 2 41 5 17 6 7 3 20 11 10 5 16 7 16 3 0 169 0 4 0 2 2 3 0 1 1 3 6 2 4 0 1 0 29 3 158 17 34 29 5 27 76 31 53 21 42 7 78 0 2 583 0 100 4 18 12 0 15 21 11 15 7 15 3 21 0 0 242 2 14 1 4 4 2 0 0 4 5 13 8 0 8 0 1 66 1 55 3 12 23 3 28 57 18 23 12 27 8 52 0 0 322 3 40 4 4 8 2 1 5 8 2 2 4 2 7 0 1 93 0 6 1 1 2 0 0 6 2 3 12 14 1 6 0 0 54 4 43 2 16 11 1 12 41 11 26 1 16 17 18 0 1 220 8 227 41 40 41 16 21 71 44 30 28 45 26 85 0 5 728 7 140 10 17 28 4 7 37 - 9 21 89 55 7 52 0 0 483 1,860 1,256 730 STEWARD DEPARTMENT Boston New York Philadelphia .. Baltimore Norfolk Tampa •W 14 61 6 21 6 7 2 19 12 10 11 10 12 17 3 1 212 ENGINE DEPARTMENT Tampa Mobile New Orleans Jacksonville Wilmington Seattle Puerto Rico Houston Piney Point .... Yokohama Totals 11 84 7 35 10 6 18 57 32 22 11 45 35 47 0 0 420 0 40 2 22 7 6 12 25 15 12 5 13 11 24 0 0 194 2 72 4 14 5 0 4 25 21 6 1 9 4 14 11 0 192 0 6 0 0 3 2 0 0 1 1 7 4 1 1 0 0 26 ENTRY DEPARTMENT . - 1 30 4 11 5 1 12 30 7 18 2 12 13 24 0 1 171 6 125 21 18 14 10 5 33 19 21 7 34 16 49 16 4 398 3 65 2 8 10 2 5 9 3 7 26 36 3 15 0 0 194 1,131 704 321 900 573 101 •"Total Registered" means the number of men who actually registered for shipping at the port last month. ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. Shipping in the month of March was good to excellent in all A&G deep sea ports, as it has been for the last several years. A total of 1,574 jobs were shipped last month to SlU-contracted deep sea vessels. Of these, only 900 or slightly more than half, were taken by "A" seniority members. The rest were filled by "B" and "C seniority people. Shipping is expected to remain good to tixcellent for the foreseeable future. 24 / LOG / April1980 k --T-: HEADQUARTERS 675 4 Ave., Bklyn. 11232 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (343) 794-9375 ALPENA, Mich 800 N. 2 Ave. 49707 (517) EL 4-3616 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) EA 7-4900 BOSTON, Mass 215 Essex St. 02111 (617) 482-4716 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 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201) HE 5-9424 MOBILE, Ala.... I S. Lawrence St. 36602 (205) HE 2-1754 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NORFOLK, Va. .115 3 St. 23510 (804) 622-1892 PADUCAH, Ky. ..... .225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa 2604 S. 4 St. 19148 (215) DE 6-3818 PINEY POINT, Md. St. Mary's County 20674 (301) 994-0010 PORT ARTHUR, Tex. .534 9 Ave. 77640 (713) 983-1679 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 626-6793 SANTURCE, P.R. 1313 Fernandez, Juncos, Stop 20 00909 (809) 725-6960 SEATTLE, Wash 2505 1 Ave. 98121 (206) MA 3-4334 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. 5-6Nihon Ohdori Naka-Ku 231-91 201-7935 West Coast Stewards Halls HONOLULU, Hawaii 707 Alakea St. 96813 (808) 537-5714 PORTLAND, Or. 421 S. W. 5th Ave. 97204 (503) 221-7993 WILMINGTON, Ca. 408 Avalon Blvd. 90744 (213) 549-4000 �At Sea i Ashore Underwater pipelines have been laid, the offshore buoy unloading/ control platform will be floated into place this summer and work began in February by three special drilling rigs to punch holes into a series of onshore, underground storage salt caverns. ST Zapata Ranger Tampa Retired Laker Quartermaster Bud Knuckey, 71, of Knuckey Rd., Brooksville, Fla. proves "it is productive to write your (U.S.) representative (and/or) the President." In Bud's own inimitable words he tells it like it is: "Several years back when California was making noises like they didp't want (Alaska's) North Slope oil landed on their shores, I wrote Jimmy Carter suggesting an alternate method to bring the oil East. "I then proposed a pipeline with its origin on Puget Sound (Wash.) its terminus (end) at Great Falls, Mont, at (or near) the headwaters (source) of the Missouri (River). The oil then to be barged all over the rivers' system. "Jimmy turned my information over to the (U.S.) Department of Transportation which acknowledged my suggestion. When it seemed to stagnate therp I then wrote to Sens. Frank Church (D-Ida.) and (then solon) Mike Mansfield (D-Mont.) through whose states the line must cross. "Now lo and behold, the pipeline is slated for Minnesota (Clearbrook) and the mighty Mississippi (River)... with refineries established along the route to take care of local gasoline consumption. "How about that, coming from a dumb seaman?" Incidentally, Bud and his missus celebrated their Golden Wedding Anniversary on Feb. 1. SS Sea-Land Express Sea-Land's fifth of 12 new D-9 class diesel containerships, the S-L Express, was launched last month at Tamano, Japan. New Orleans Early this month, MARAD began building a $820,000 marine firefighting school here to train seafarers. It will be completed by August on three acres rented from Delgado Junior College near NASA's Michoud Assembly Plant in the eastern part of the Crescent City. The school will have a three-deck Ship's Training Simulator with 12 training compartments as well as facilities for training in fighting blazes in the bilges, fuel trunks, pressure flanges and oil-drum stowage. * * * In the middle of this month, a $125-million tax-exempt revenue bond issue for the construction of the $600-miUion Louisiana Offshore Oil Superport (LOOP) was quickly snapped up by investors. The 8-9.298 percent serial bonds would pay off in 1983 and 2009. The superport 19 miles out is not 3/5ths done. It started in late 1978 after the first sale of $450-million of bonds at 6.3668 percent interest. It will be the first U.S. deepwater (110 feet) unloading oil terminal 20 miles south of Grand Isle, La. and is set to open in February 1981. It will be able to handle L4-million barrels daily of North Sea and West African crude from tankers 175,000-750,000 dwt. drawing up to 95 feet. Zapata Tanker's ST Zapata Ranger got the MARAD .green light to make one unsubsidized trip early this month for the MSG carrying only petroleum products from the Med to the Azores, United Kingdom or the Continent. Zapata was the sole U.S. flagger to make a bid. The cargo could have been carried by a foreign-flag ship. Galveston Galveston's 8,000 voters early this month okayed by 700 votes a, referendum to build a $350-million deepwater crude oil port terminal on Pelican Is. Construction could start next spring after the project gets a 50-foot dredging permit and Coast Guard clearance from claims that the terminal posed a fire and explosion threat to the Gulf Coast city. It could go into service in early 1983 receiving tankers up to and more than 250,000 dwt. A bond issue would finance the project. V V 7T Williamsburgh Bay Tankers is seeking a MARAD OK to put the subsidized-built 225,000 dwt. supertanker TT Williamsburgh into the Alaska to the Lower 48 six-month run. - 'i Mobile Waterman Steamship Co. early last month had the keel laid for the new R/0 R/O 692 foot John B. Waterman at Sun Shipyard, Chester, Pa. the first of three combo containerships (the SS Thomas Heywood and the SS Charles Carroll) to be built there.The others will be ready in July, October, 1981. The first will be a 22 knot ship, able to carry 762 40 foot containers, will be delivered in April 1981. Waterman will also have built four 43,000 LASH vessels at Sun and Avondale Shipyard, New Orleans. » • •• v • Waterman also chartered for 12 years three LASH ships the Green Harbour, the Green Islands and the Green Valley irova. Central Gulf. Also Waterman bought 36 LASH barges and chartered 450 lighters from Central Gulf. * *-* • • - Waterman last month also set up Southhampton, England as its European headquarters with other offices in Rotterdanj, the Netherlands and Bremerhaven, West Germany. • • • ' .. r -.; •. Overseas Aleutian Committee J ... Accept the challenge! The new American LNG tankers . . . they're the best. That's why they're manned by the SIU. We're the best — the best trained seafarers in the world Accept the challenge of being the best. Train now to serve aboard the finest, safest ships built. LNG Courses are beginning at the Lundeberg School on June 23 and July 21. Sign up today! Write or call: Slu Patrolman Teddy BabkowskI (seated left) is at a payoff aboard the ST Overseas Aleutian (Maritime Overseas) late last month at .Stapleton Anchorage S.I., N.Y. Seated (right) is 3rd Gook Raul Garon, steward delegate. Standing (I. to r.) is the rest of the Ship's Committee of Chief Steward Cleo Jones, secretaryreporter; Engine Delegate Joe Burns. Chief Pumpman Joh" director; Bosun Ed "Rocky" Adams, ship's chairman and AB Harry Fisher, deck delegate. Horry Lundeberg School Vocational Education Department Piney Point, Maryland 20674 Phone: (301) 994-0010 You're one of the best... Accept the challenge! April 1980 / LOG / 25 J '< > 'i - . K-S-. » w-r' 4 �i- • ' V r • P i -I > iji •f jfi •• 'A I r^. AMERICAN HERITAGE (Apex Marine), February 3—Chairman, Re­ certified Bosun Leo Paradise; Secretary M. Deloatch; Educational Director C. Merritt. $30 in ship's fund. No disputed OT. The steward congratulated General Steward Utility, Miss Elizabeth Papciak for the fine job she is doing aboard. She is the best worker and the cleanest worker that I have sailed with from Piney Point. She will go a long way in this profession. She works rings around men. A vote of thanks to the steward department for the best feeding ship. Next port Stapleton. OVERSEAS VALDEZ (Maritime Overseas), February 3—Chairman A. B. Caldeira; Secretary J. Craft; Educa­ tional Director G. Angler; Deck Dele­ gate D. Dinnes; Engine Delegate J. Alvarado; Steward Delegate J. Gon­ zalez. $38 in ship's fund. Some disputed OT in deck department. Secretary reported that the movie fund donations were good and the movies being obtained from other Maritime Overseas ships were helping to build up a movie library. It was requested that the chairman contact the Union in regards to the unsafe working conditions on board, due to improper equipment. There are also oil leaks and heavy oil deposits in the pump room. A special vote of thanks to the steward depart­ ment and the baker. $ 'A •ff, '•p t^W m: '1 . • :( r |. —- GOVE EXPLORER (Cove Ship­ ping), February 17—Chairman J. Bermudez; Secretary C. Kreiss; Educa­ tional Director C. Crowder; Engine Delegate* B. Burns. No disputed OT. Chairman emphasized the importance of upgrading and the need to support SPAD. Advised members of President Paul Hall's hospitalization and of Executive Vice President Frank Drozak carrying out the duties of President. Brother Drozak will have the full support of the crew of the Cove Explorer. A note of congratulations to Brother Kreiss on his acceptance to the Steward R^ecertification at Piney Point. He will truly be missed. A vote of thanks to the steward department for a job well done. OVERSEAS ANCHORAGE (Mari­ time Overseas), February 17—Chair­ man J. Burkeen; Secretary Ken Hayes; Educational Director L. Cole. No disputed OT. All communications received were read and posted. Chair­ man reports that the crew was sad to •hear that our President Paul Hall is in the hospital. Brother Frank Drozak was given a 100% endorsement for filling in as President and directing the Union through these rough times. A hearty get well to Paul Hall. The LNG school list has been posted and the crew was asked to upgrade if they qualify. A thank you to Mrs. Kosciusko of the Log office for her attention in getting the Log to the ship. 26 / LOG / April 1980 EL PASO ARZEW (Arzew Tanker Co.), February 3—Chairman, Recerti­ fied Bosun S. Krawczynski; Secretary J. Higgins. No disputed OT. Chairman thanked the crew for a good trip. Report to Log:"A very nice letter was written to El Paso Vice President complimenting the steward department on the meals that have been served. The menu, variation and service of same. A copy of such was posted by the crew. Also cited was the development of the Harry Lundeberg School of Seamanship for the work they have done from entry rating thru recertification ratings that have shown the work, training and job preparation and pride in work of the men and wopien involved." VIRGO (Apex Marine), February 10—Chairman Dolph Holm; Secretary Fred R. Hicks, Jr.; Educational Direc­ tor William Turner; Deck Delegate G. Durham; Engine Delegate Q. Zambrano; Steward Delegate Benjamin Corpus. No disputed OT. Chairman requested that all members cooperate and do their respective jobs in true SIU fashion. Always do it in a ship shape manner. Educational director noted that movies were being shown on board for crew by licensed officers and that there was a need for the crew to have its own cassette and film library. Also that many new brothers were being taught fundamentals of Union membership. Report to Log: "One of our brothers, who is from England originally, has been really keeping the brothers smiling by telling them stories of his many experiences aiid exploits ashore. He has brought back many polaroid pictures for the crew to enjoy." Next port Yorktown. OVERSEAS VIVIAN (Maritime Overseas), February 25—Chairman J. L. Bass; Secretary H. Roberts; Educa­ tional Director D. Compeau; Deck Delegate F. Rivera; Engine Delegate Bryan Dunlap; Steward Delegate Norman Evans. $21.40 in ship's fund. OGDEN WILLAMETTE (Ogden No disputed OT. Not too many com­ Marine), February 10— Chairman, munications received from Headquar­ Recertified Bosun A. C. Campbell; ters. Report to Log: "The crew as a SeCTetary R. De Boissiere; Educational whole said a prayer for our President Director R. D. Holmes; Deck Delegate Paul Hall and hope for a speedy W. C. McKinnon; Engine Delegate R. recovery.' Next port Pamama Canal B. Holmes; Steward Delegate Willie Zone. Smith. No disputed OT. Chairman SEA-LAND HOUSTON (Sea-Land thanked crew for their help and Service), ' February 26—Chairman, discussed the importance of donating to Recertified Bosun* Julio Delgado; SPAD. Educational Director reminded Secretary H. Ortiz. No disputed OT. everyone that safety is your job and Chairman congratulated the officials at mine. Everything that is not safe should Piney Point for offering such important be reported. The life you save may be your own. A special vote of thanks to all . courses for this new technology on the coming new Merchant Marine. Secre­ departments. Report to Log: "Special tary noted that in the last Logyow could praise to Captain Fergeruson, Chief read about the new LNG ships we have Steward Tony De Boissiere, Bosun A. obtained. This means new, jobs, for C. Campbell; R. W. Rodgers and R. D. those who qualify. A vote of thanks to Holmes for all their help in the sea^ the steward department for a job well rescue of the boat Suzy off Key Largo. done. Three survivors were fed, clothed and given medical attention on Jan. 19,2300 EL PASO HOWARD BOYD (El hours." Next port Baltimore. Paso Marine), February 17—Chair­ ALLEGIANCE (Interocean Mgt.), man, Recertified Bosun F. Walker; February 6—Chairman K. MaVston; Secretary D. Collins; Educational Secretary G. Rosholt; Educational Director L. Tanner; Engine Delegate Director James H. Babson; Deck Harry Gearhart. No disputed OT. Delegate Arthur Vogel; Engine Dele­ Chairman noted that President Hall was gate E. Smith; Steward Delegate J. very sick and all crewmembers wished Buggs. $45.30 in ship's fund. No him a speedy recovery. Steward dis­ disputed OT. Educational Director cussed the updated welfare plan and noted that rough seas are with us and told the crew that his copy was at the everyone should be especially aware of crews use but must be returned. A his and his shipmates safety. Do-not suggestion was made that tapes be take unnecessary chances. A letter was played all day. A vote of thanks to the^ received frbm headquarters in answer to steward department for fine food. Next question of why the minimum working port Cove Point. days were changed from 90 to 125 days which came up in the last meeting. SEA-LAND CONSUMER (SeaEverything was clearly explained in the Land Service), February 10—Chair­ letter. Next port Norfolk. man, Recertified Bosun A. Lasnansky; Secretary L. Webb; Educational Direc­ GOLDEN MONARCH (Apex tor S. Oterle; Engine Delegate K. Cook; Marine), February 22—Chairman, Deck Delegate Harvey Hood. No Recertified Bosun J. L. Bourgeois; disputed OT. Chairman gave a very Secretary A. Romero; Deck Delegate good talk on the advantages of upgrad­ Charles Romano; Engine Delegate ing and the chance to go to the LNG Donald V. Cox. No disputed OT. school. All hands were reminded to keep Educational Director requested all water tight doors closed in bad weather. members to take advantage of upgrad­ Secretary gave a vote of thanks to all for ing at Piney Point. Report to Log: "All their cooperation in making this a good our best wishes to our President Paul trip. A vote of thanks to the steward Hall for a speedy recovery and a lasting department for a job well done. Next one. port Houston. SEA-LAND PATRIOT (Sea-Land Service), February 12—Chairman, Recertified Bosun Arthur Beck; Secre­ tary C. E. Bell; Educational Director S. Green; Deck Delegate R. A. Lawrence; Engine Delegate Julian Lopez; Steward Delegate Eli Kralich. The ship's chair­ man urged all crewmembers to take care of the new vessel and its equipment. No disputed OT. A vote of thanks to the steward department for a job well done. Report to Log: "This is the first voyage of the D-9 type vessel. It is equipped with a suana bath, gym, library, a spacious well equipped galley, 42 inch beds for all the crew and 12.2 meters of space for each mans room. The vessels average speed is 22 knots." Next port Yokohama. COVE SAILOR (Cove Shipping), February 24—Chairman, Recertified Bosun E. K. Bryan; Secretary Raymond P. Taylor; Educational Director O. T. Gaskins. Some disputed OT in deck department. All communications as received were read and posted. Chair­ man held a discussion on Union benefitSi Bosun Recertification program and upgrading classes. Advised all members to read the Log as it will answer many questions concerning your Union. A vote of thanks to the steward depart­ ment for a job well done. Official ship's minutes were also received from the following vessels: POTOMAC OGDEN CHALLENGER COLUMBIA SEA-LAND COMMERCE PANAMA OVRSEAS JUNEAU GREAT LAND SANTA MERCEDES OVERSEAS ARCTIC DEL SOL SEA-LAND MC LEAN JACKSONVILLE ALEUTIAN DEVELOPER OVERSEAS HARRIETTE MONTICELLO VICTORY SEA-LAND GALLOWAY BORINQUEN EL PASO CONSOLIDATED DELTA PERU AGUADILLA PISCES ANCHORAGE OGDEN CHAMPION MAYAGUEZ ARECIBO COVE SPIRIT PHILADELPHIA MERRIMAC TAMARA GUILDEN SEA-LAND VENTURE OVERSEAS ALASKA CAROLINA CONNECTICUT BEAVER STATE DELTA AMERICA CANTIGNY THOMAS NELSON COUNCIL GROVE INGER DELTA NORTE DELTA PARAGUAY ^ TRANSCOLUMBIA 1 OVERSEAS WASHINGTON, I ULTRAMAR % PUERTO RICO LNG ARIES OGDEN YUKON MOBILE WESTWARD VENTURE SEA-LAND FINANCE SEA-LAND ECONOMY �U.S. Ships Visit· Red China: Still No Bilateral Pact RADE between the U.S. A C-5, Tand China could eventually combination break/ bulk/passenger ship, the Presi­ provide a good deal of cargo for dent merchant ships. The question is, the northern Chinese port of whose ships will benefit? Wilson spent six days in and early October. In fact, even bilateral agreements between the though she was beat into China U.S. and her trading partners. by the ship of another U.S.-flag Such agreements would guaran­ line, the Wilson was the first to tee that a certain amount of Located 120 miles Peking, Hsing Kiang is not a and one third on Soviet vessels. The Union believes that many more of this type of agreement U.S. merchant fle e t is to why such China an agreement could with not ''come soon. Trade between the two countries something that has · not been done for 30 years. One of the first American since U.S.-China trade reopened was the SS President . {American President Line). The SIU A&G District who represents and early The ships have been bringing Rosander Sea farer with gene�al cargo, including pressed with what he saw. The an ''excellent seamen's club" in running on a regular schedule people the city, Rosander said, and a yet since the trade is in the early friendly. At a party that was good phase of development. given on the ship one night, he Mandarin food and fine service. he met were quite restaurant with honey, said APL officials. great However, Sea-Land Service, He had high praise for the beer another SIU-contracted com­ called Tsing-Tao. pany, this month began the first and other members of the crew There· is also a Fijendship store in port that gives seamen a ship service between Shanghai thought of their country. They 14 percent discount. and North America. were Brother Rosander, a 19-year Union veteran, had been hoping will operate twice monthly. of whom spoke English) also glad that relations ·• the President Wilson would go back to China before returning party were port and immigra- to tion But there's a good chance he'll and 1978. December of 1979. November APL ships to China are not officials served. Union and the A&G District in who could get time off also took late get around Hsing Kiang. There's and others hand that oriental food not be the Marine Cooks. and Stewards in very favorably im- was It had been requested befo re­ ships ever since the merger of Jackson visited northern China did not get up to Peking, he did connected with shipping. the steward department on APL all of whom spent four days in Peking. Members of the crew is 48 years Most of the 45 guests at the Wilson China in-mid January while the tallow and have· been returning were better between the U.S. and China. ships to enter a Chinese port 12 passengers, , ··pointed out. Though he himself were very interested in what he making calls on Chinese ports, Taylor. The Taylor visited the port of Shanghai in southern over such cargoes as cotton and cent year American-flag ships began President travel" found that the guests (99 per- is already going on and just last and ·the she's the third largest seaport in old, And the SIU sees no reason officials, they were the President Jackson large city, Rosander noted, but Rosander, survive. vessels. According to company 'The ship was carrying her full complement of y e a r s . Bu t s h e w a s s o o n fo llowed by two other APL trips to China's capital. There were "no restrictions on China. must be put into effect if the APL ship to go to China in 30 Peeked at Peking from grain trade on American ships movie called Rosander said the "party said, was Takubar. agreed to send one third of their is ten years old, was the first went over great." Peking. The port's old name, he Russia John Wayn� The President Wilson,. which also served "War Wagon" was shown. Hsing Kiang is the seaport for This is what happened in 1972 and and a Chief Steward Carl Rosander, trading. U.S. Cocktails were As explained by the Wilson's of the two nations doing the the not too distant future. enter this particJ i lar port. cargo be reserved for the fleets when get back to China again in the chicken. He said that everyone took some of each. Hsing Kiang jn late September The SIU has been fighting for cued beef sandwiches, and_ fried his So Brother Rosander department hamburgers, prepared hot dogs, barbe- Seattle, Wash. regularly scheduled container­ Right now, _!he new service Initial ports of call in North America will be Oakland and Long Beach, Calif. and Seattle, She didn't. Wash. Report Progress in U.S.-China Bilateral Shipping Agreement Though finalization is not around tage of the cargo that goes between the corp.er, the U.S. and the People's the U.S. Republic of China are coming closer reserved for the flag ships of each to a shipping agreement. nation. and Chin a would b e Earlier this month a meeting was Personals held in Washingt on, D.C. between Chinese maritime officials and a Nick "Smokey" Yrdoljak U.S. delegation led by Samuel B. Nemirow, assistant Please contact the Log at 499-6600 secretary of Ext. 242. commerce for maritime affairs. This was the second meeting If you know reefer maintenance, between the two countries concern­ you can make good money. Please contact, Maria Pratts, 272 ing a shipping pact. Mr. Nemirow Wyckoff Stree t, Apt. 6-H, Brooklyn, said that a "developing.. working So be a refrigerated container mechanic. Jose Pratts N. Y., 1 1217. relationship" has evolved between Take the course. the m a ritime officials of both Get the skills. 0 Please contact your daughter, Kath· ab le to "resolve a number of details," Nemirow stated. Enroll now! John H. Boyle Jr. countries. The two sides have been leen Kroen, 34 Van Ness Road, Bel· · mont, Mass. 02178. Tel. (617) 484-3530. However, the countries have not To sign up, contact: Harry Lundeberg School Piney Point, Maryland 2067 4 Phone: (301)994-0010 Refrlgeration Systems Maintenance and Operations Course starts June Money Due For Potomac Trip come to any conclusive agreement. This may happen at their next meeting but no date has been set for The foll owing Seafarers sh ould that. Nemirow stressed that because of the relationship between contact Red Campbell at SIU Head­ the qu arters (212)-499-6600, regarding parties, the scheduling of another money due them from a voyage on the meeting is easier than in the past. SS Potomac. Among the main issues in any Leonard Quindley-S.S.# 030-24-2848 kind of maritim� agreement are Carlos Miranda-S.S.# 580-36-1'194 cargo sharing and port access. Robert Shaw-S.S# 156-46-5669 The SIU strongly believes that a Gerald Orsefski-S.S.# 163-34-5171 bilateral shipping pact should exist Vincent Grima-S.S.# 140-27-6474 between the two countries. This James Dodd-S.S.# 224-40-4159 would mean that a certain percen- David Stritmatter-S.S.# 214-72-7540 April 1980 I LOG I 21 ----- --- .,,.. . � -� .., , ,,. .�.�--., , . ._ ,... ..... -· ... ,� � . . ....... ........ -�....,-..,,� ..,,,,,... •' . , _ _.,,,...---··---------------�---. -- .·-,�-· ····-··---- ....... .. ,,..,.........�,..,,........,�·· ., .. . . .... .,, . .. . . ....,........ .. ,,. . .. �·---· ·�·· .; , .. - - . . . ......_ -·- ·· _ ::...__ _ _ ______ . .,......,.... ,_.,............. . . _ _ _ __ _ _ __ _-____-_-_-_.:... -____... -- .. .......� ..�..... . """" ,.. ... . �n Legal Aid QMED'S 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. Schuiman & Abarbanel 350 Fifth Avenue New York, N.Y. 10001 Tele. #(212) 279-9200 You Are Looking At The Future Get Ready ioi It! Take the Diesel Engines Course at HLS BALTIMORE, MD. Kaplan, Heyman, Greenberg, Engelman & Belgrad Sun Life Building Charles & Redwood Streets Baltimore, Maryland 21201 Tele. #(301) 539-6967 It starts July 7 HOUSTON, TEX. Archer & Peterson Americana Building 811 Dallas Street Houston, Texas 77002 Tele. #(713) 659-4455 TAMPA, FLA. Hamilton & Douglas, P.A. 2620 W. Kennedy Blvd. Tampa, Florida 33609 Tele. #(813) 879-9482 f SAN FRANCISCO, CALIF. John Paul Jennings, Henning ^ and Wash 100 Bush Street, Suite 1403 San Francisco, California 94104 Tele. #(415) 981-4400 Contact HLS to enroll. Dispatchers Report-for Inland Waters MARCH 1-31,1980 *10741REGISTERED TOTAL SHIPPED AIGroupt aamA ClassB ClassC Port Philip Weltin, Esq. Weltin & Van Dam No. 1 Ecker Bid. San Francisco, Calif. 94105 Tele.#(415) 777-4500 •> .T ' 'X'' "' ;...... Tampa Mobile NewOrleans Jacksonville San Francisco... Wilmington Seattle Puerto Rico ; Houston Port Arthur......... .*...................... NEW ORLEANS, LA. Barker, Boudreaux, Lamy, Gardner & Foley 1400 Richards Building 837 Gravier Street New Orleans, Louisiana 70112 Tele. #(504) 586-9395 Algonac StLouis PineyPoint Paducah Totals G O 0 0 0 0 OOO 2 2 1 0 0 0 0 Q Q 0 0 0 000 0 0 0 0 0 0 o 1 0 0 0 0 000 12 14 4 0 0 0 414 2 0 0 000 30. 0 0 0 0 0 0 4 000 0 0 0 000 1 00 0 0 0 0 0 3 948 4 0 1 000 11 98 0 0 0 0 0 3 000 4 2 4 12 0 0 7 7 36 000 6 1 2 11 0 0 3 2 3 4 1 1 2 1 0 6 10 4 6 5 7 55 24 62 , , Phrt 0 0 0 0 0 0 Mobile NewOrleans Jacksonville San Francisco Wilmington Seattle ftjertoRico MOBILE, ALA. Simon & Wood 1010 Van Antwerp Building Mobile, Alabama 36602 Tele. #(205) 433-4904 . 1 0 1 1 i 0 1 6 6 2 1 4 29 13 14 6 4 3 3 10 16 5 12 0 5 1 20 0 3 0 11 7 1 4 22 0 10 0 108 98 65 176 -^0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 ENGINE DEPARTMENT Boston—...T. NewYork Philadelphia... Baltimore Norfolk Tarnpa.... Lbs ANGELES, CAUF. Fogel, Julber, Reinhardt & Rothschild 5900 Wilshire Boulevard Los Angeles, California 90036 Tele. #(213) 937-6250 AIIGroups ClanA ClaasB CtassC DECK DEPARTMENT Boston New York Philadelphia Baltimore Norfolk ST. LOUIS, MO. Gruenberg & Sounders 721 Olive Street St. Louis, Missouri 63101 Tele. #(314) 231-7440 ••REGISTERED ON BEACH AN Groups ClanA ClatsB dassC 0 .' Hou^n PortArthur. Algonac St LOUIS." RrieyPant DETROIT, MICH. Victor G. Hanson 19268 Grand River Avenue Detroit, Michigan 48822 Tele. #(313) 532-1220 Paducah..., Tettle 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. Katz & Friedman 7 South Dearborn Street Chicago, Illinois 60603 Tele. #(312) 263^6330 a"'::::::::::::;::;;::;:;::::::::;:; 0 1 0 ' 0 0 0 0 0 0 0 0 0 0 0 0 01 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 1 0 0 0 1 0,00 0 0 0 0 00 1 0 0 0 00 000 000 0 0 0 000 0 0 0 000 000 000 2 0 1 000 2 1 0 0 00 000 0 0 0 000 0 0 0 0 0.0 0 0 0 000 0 0 0 0 0 0 2 0 0 000 0 0 0 0 0 0 5 ;,!• 0 0 0 n n n 000 ' fit, Ill 2 2 1 0 1 0 g 1 J 0 103 J 16 STEWARD DEPARTMENT 28 / LOG / April 1980 - -•-•Si,' ^ .-V •• — NewYork ^iladelphia 0 0 -0 o 0 0 000 NewOrleans Jacksonville SanFrancisco 110 100 000 Ooo 000 OOn nR O 0 R0 0 1 l 0 0 0 0 o 0 0 0 0 Q 0 0 0 0 o O 0 0 0 O 10 0 0 0 0 0 0 0 ^ IT 65 70 Seattle Pue^Rico Houston PortArthur Wgpnac StLouis '. 8 J 294 TalabAROaiMrtnianta 0 0 0 8 0 0 0 0 o 00 g 8 0 n 0 n 0 0 0 0 0 iO O 301 33 13 17 •Total Registered" means the number of men who achially registeredfor shipping at the port last month ••"Registered on the Beach" means the total number of m«i registered at the port at the end of last monthi 8 8 101 An n 1 n 0 i i 0 n 0 n 0 n •R 0 n 8 0 52 12 US 0 n 0 n ? 0 n 0 18 329 69 211 �.. .^ . .' • •: ''vk'-"1 a-:' •te On Mar. 26, in a 147-page brief, the lawyers called for a hearing before all judges of the U.S. Court of Appeals in Washington, D.C. instead of the three-judge panel which normally listens to appeals. Norfolk J The new contract for SIU Boatmen at C. G. Willis Co. was wrapped up late this month and was waiting for the company's signature then. The contract for Marine Contracting and Towing Co. of Charleston, S.C. was signed by the Union and the company in April. Johnny Waters is the delegate there. Mobile, Contract negotiations at a new SIU company here, the Tan-Tex Towing Co. has ended up in the courts. The company has refused to bargain with the Union as of now. More later. Tenn-Tombigbee Waterway Backers of the half-completed $2-billion 232-mile Tenn-Tom Waterway, who were arguing their case in Washington, D.C. on Mar. 24, won another victory as the 5th Circuit Court of Appeals in New Orleans ruled that the Louisville & Nashville Railroad and environmentalists had waited too long to file suit stating that the U.S. Corps of Engineers, contrary to law, had widened the canal from 170 to 300 feet. The decision confirmed an earlier favorable ruling. Eight of thejvaterway's 10locks have been or are being built now. A 26mile stretch of the canal is being dug 175 feet down into hilly northeast Mississippi countryside. The project will require more excavation than was needed for the Panama Canal. Coca-Cola early this month told the SEC that it will in May put the riverboats Delta Queen and Mississippi Queen (Delta Steamship) on independent status. COKE bought the firm in 1976. Bookings for trips on the paddlewheelers are reported up. Jacksonville The new tug Admirals (Admiral Towing) captain and chief engineer have taken her out for sea trials. Delivery is expected by the end of the month. lOTs new tug Independence, sistertug of the tug Freedom, was down here from the port of Philadelphia so her Capt. W. Hudgins could take command. The dredge Sugar Island (North American Trailing) entered the Tampa Shipyard for repairs last month. Port Agent Leo Bonser, vice-president of Florida's AFL-CIO and a state Carter convention delegate, went up to the capital, Tallahassee last month with Crowley Engineer Richard McAvoy for an AFL-CIO meeting. New Orleans Louisiana motorists' green, white and orange license plates will have a brand new look next January featuring a Mississippi River steamboat, oil drilling rig and leaping fish with the nickname, "Sportsman's Paradise." Tampa Port Arthur . Voting by members was going on here almost a week before LOG presstime on the Sabine Towing Co. contract. Sabine is also building two new tugs. Construction though is not yet in the advanced stages. They will be SIU top to bottom. Western Towing contract negotiations will start at the end of the year. St. Louis Contract talks at Orgulf and Ozark Marine are over with the pact ratified by the membership, signed and sealed and delivered. Lock and Dam 26 Legal beagles for railroads and environmentalists have appealed the October 1979 decision by U.S. Federal Judge Charles E. Richey granting the Army Corps of Engineers the right to begin work on a new Lock and Dam 26 on the Mississippi River at Alton, 111. Late last month our Gulf Relief Cook Duncan V. "Pat" Patterson advised us .that he was working again on the tug Alice Moran from Ft. Lauderdale to Texas City, Tex. via Goodhope, La. and Beaumont, Tex. and back in two weeks. He says his captain paints seascapes and hears he's "pretty good." Most of them go for "several hundred dollars apiece!", hears Pat. Old Morris Canal, NJ. A unique civil engineering feat, that let boats in northern New Jersey's century old Morris Canal (1831-66) surmount 900-foot high mountainous terrain along the waterway's route, has been named a National Historic Civil Engineering Landmark by the American Society of Civil Engineers. The canal after the Civil War handled more than 889,000 tons of cargo. It used 23 hydraulic powered inclined planes in combo with the locks to "climb" the boats 914 feet from Newark Bay to the top at the tip of Lake Hopatcong. There they were lowered gradually 760 feet to the Delaware River at Phillipsburg, Pa. The total rise and fall was just over 1,672 feet in a little more than 90 miles—a milestone in those days. f Mount Vernon Victory Committee Notice On shipping Procedures (Deep Sea) When throwing in for work during a Job caii at any SiU Hiring Haii, soamon must pro­ duce the foiiowing: • membership certificate (where possessed) • registration card • ciinic card • seaman's papers • vaiid, up-to-date passport in addition, when assigning a job the dispatcher wiii compiy with the foiiowing Section 5, Subsection 7 of the SiU Shipping Rules: "Within each class of senior­ ity rating in every Depart­ ment, priority for entry rating jobs shall be given to ail sea­ Early this month the Ship's Committee and these four other crewmembers of the ST Mount Vernon Victory (Victory Carriers) were at the payoff at the Exxon Dock, Bayway, N.J. They were (rear I, to r.) AB Frank Zapata, deck delegate, Chief Pumpman Bernard Burge, educational director; Bosun Gene Paschall, ship s chairman and OS John Williams. In front (I. to r.) were AB John Landry, OS Jim Lewis, BR Anthony L. Hammond, steward delegate and AB Juan Castillo. men who possess Lifeboatman endorsement by the United States Coast Guard. The Seafarers Appeals Board may waive the preceding sen­ tence when, in the sole judg­ ment of the Board, undue hardship will result or extenu­ ating circumstances warrant such waiver." Also, ail entry rated mem­ bers must show their last six months discharges. Further, the Seafarers Ap­ peals Board has ruled that "0 classification seamen may only register and ssTii as entry ratings in only one depart­ ment." DEEP SEA •f April 1980 / LOG J 29 ^ -j r J. . �Clarence F. Burrowes, 63, joined - · : the SIU. in 1943 in the port of New ' York sailing as a chief cook. Brother Personal Safety Award in 1960 for Seth Thomas Bennett, 72, joined Ala. sailing aboard an accident-free ship, the Union in the port of Norfolk in the SS Seatrain Georgia. Seafarer 1967 sailing as a cook on the Tug Sung Yuen Chen, 65, joined the Southern Carriers. He is a veteran of Oscar Ozer, 51, joined the SIU in the U.S. Coast Guard during World is a naturalized U.S. citizen. He is a the port of New York in 1966 sailing War II and the U.S. Navy before the resident of San Francisco. as a fireman-watertender and cook. war. Boatman Bennett was born in born in Philadelphia and is a resident Raleigh, N.C. in 1945 in the port of New Orleans sailing as a chief cook. Brother of Flourtown, Pa. Bernard Joseph Iwanowski, 62, Coleman upgraded at the Harry joined the Union in the port of Lundeberg School, Piney Point, Md. Philadelphia in 1960 sailing as a cook in 1970. He was born in New Orleans Luis Santiago Medina, 69, joined for Taylor and Anders . on from 1958 and is a resident there. to 1979, the Warner Co. and the ' the SIU. in 1948 in the_ port of New Iwanowski is a veteran of the U.S. Medina was on the picketline in the Narvi Co. from 1947 to 1958. Brother Felix Elizga Dayrit, 65, joined the SIU in 1948 in the port of New York sailing as a fireman-watertender. York sailing.as a QMED. Brother Army's 5th Armored Division in 1961 N.Y. Harbor beef. A native of Phjladelphia and is a resident there. Miami, Fla. World War II. He was born in Brother Dayrit is a veteran of the U.S. Army during World War IL He was born in the Philippine Islands Hato Rey, P.R., he is a resident of Henry Suire, 59, joined the Union an�f is a resident of San Francisco. in Port Arthur, Tex. in 1962 sailing as Dayrit has patents on severl1_1 things Angel Seda, 57, joined the SIU in a dec khand and t a nkerman for · 1939 in the port of Baltimore sailing Sabine Towing from 1952 to 1980. as a chief steward. Brother Seda was the NMU. He is a veteran of the U.S. of Brooklyn, N. Y. Brother Suire is a former member of Esposito, 6 3 , joined the SIU i n the port o f New born in Puerto Rico and is a resident Navy in World War IL Boatman York in 1960 sailing as a chief cook Suire was born in Menteau, La. and and chief steward. Brother Esposito is a resident of Port Arthur. sailed for the American Banner Lines Co. and worked on the Sea-Land Randolph Auburn Ruckus, 72, (N.J.) Shoregang from 1974 to 1979. He attended the Andrew Furuseth joined the SIU in 1943 in the port of Boston sailing as an AB. Brother : Norfolk i n 1963 sailing a s a mate, Faulkner is a veteran of the U.S. captain and pilot for the Curtis Bay 1959. Seafarer Esposito is a veteran Army and a former Towing Co. and formerly for the Army in World War 11. He was born 1960. Brother Buckus is a veteran of Roxbury, Mass. in B oston and is a resident of Bruan Shipping Corp. from 1953 to · Born in New York City, he is a resident of Woodside, Queens, N.Y. Charles Frank, 62, joined the SIU the U.S. Army in World War II. He was born in Norfolk and is a resident Pennsylvania and is a resident of Wilmington, Calif. Rufus Holladay, 59 , joined the SIU in the port of Mobile sailing as a chief cook. Brother Holladay sailed 34 years. He is a veteran of the U.S. Coast Guard in World W a r II. A native of Greenville, Ala., he is a resident of Mobile. · of Virginia Beach, Va. in 194 7 in the port of New York sailing as an AB. Brother Frank was in 1958 sailing as a chief cook. Brother Garland sailed 25 years. He Charles Edgar Morris, 65, joined is a veteran of the U.S. Army in the Union in the port of Philadelphia in 1961 sailing as a mate, captain and World War II. Seafarer Garland was from 1945 to 1979. Brother Morris was a chief petty officer in the U.S. resident of Johnson City, Tenn. born in Millville, N .J. SIU in the port of New York in 1950 born in Bakersville, N.C. and is a pilot for the Curtis Bay Towing Co. .Anthony Scaturro, 62, joined the Navy during World War II. He was resident of Oaklyn, N .J. and is a sailing as a chief steward. Brother · Ernest J. Ross, 59, joined the bricks in the 1965 District Council 37 ' beef. Seafarer Scaturro is a veteran of gateman for the Boland Steamship native of Brooklyn, N. Y., he is a in 1960 sailing as a deckhand and the U.S. Navy in World War II. A Co. Brother Ross was born i n ' resident of For� Lauderdale, Fla. Alpena. William Leslie Sumner, 65, joined the Union in the port of Norfolk in New York sailing in the steward sailed as a steward departm' e nt ., delegate. He hit the b!-icks in the 1961 Greater N .Y. Harbor beef. Seafarer Kumiega is a veteran of the U.S. , Army in World War II. Born in Scaturro sailed 36 years. He hit the Union in the port of Alpena, Mich. joined the SIU i n 1949 in the port of department. Brother Kumiega also Paul Eugene Garland, 58, joined the SIU in the port of San Francisco Detroit, Mich. and i s a resident o f Frank C h a rl e s Ku m i e g a, 5 8 , Thomas Francis Faulkner, 57, . joined the Union in the port o f Training School, Brooklyn, N.Y. in of the Teamsters Union. Brother Ozer sailed 28 years. He was Dunn1 N .C. and is a resident of Adie Coleman, 65, joined the SIU 1959 La. Brother Bennett helped to organize Brother Chen was born in China and in U.S. citizen. He is a resident of Arabi, for North Euroboat Towing in 1977. steward department for 22 ·years. Johnnie Central America and is a naturalized Allied Towing from 1962 to 1972 and 1966 sailing as an AB and in the born in Van Severen was born in Honduras, Sharon B. (Norfolk Towing) in 1973, SIU in the port of San Francisco in of the U.S. Severen, 69, sailed 38 years. He received a. Union ' citizen and is a resident of Prichard, member Van watertender. Brother Van Severen West Indies, is a naturalized U.S. Thomas James A. Orleans in 1956 sailing as a fireman­ Burrowe·s was born· in the British. he has invented. Augustin joined the SIU in the port of New 1960 sailing as a cook for Curtis Bay Ernest Harold Wiley, 71, joined Towing Co. from 1956 to 1959, the SIU in the port of San Francisco in 1963 sailing in in Kansas and is the GATCO from 1959 to 1980 and for steward the IBC Co., Philadelphia. Brother department. Brother Wiley was born Newark, Calif. a resident Sumner was a fprmer member of the of NMU and UMW from 1956 to 1960. He.was born in Hertford, N.C. and is , a resident there. Wilkes-Barre, Pa., he is a resident of Baltimore. Anastasios Athanasios Avzangelis, Lorenzo Rinaldi, 62 , joined the SIU in the port of Baltimore in 1955 sailing as a chief steward and chief cook. Brother Rinaldi sailed on the B ul l Line. He sailed 33 years. Conrad Olaf Schmidt, 66, joined in 1960 sailing as a fireman-water­ tender for the Reiss Steamship Co. Brother Schmidt sailed 39 years. He Seafarer Rinaldi was born in La was born in Washington Is., Wisc. citizen. He is a resident of Baltimore. Wisc. Spezia, Italy and is a naturalized U.S. 30 I LOG I April 1980 and is a resident of Sturgeon Bay, ·· ·"' . the Union in the port of Toledo, Ohio '... , . � . • . . '4 .. ·� ..,. I 65, joined the SIU in the port of New York in 1965 sailing as a QMED. Brother Avzangelis graduated as an electrician from the Union-MEBA District 2 School of Marine Engi­ neering, Brooklyn, N. Y. in 1970. He was born in Paloukia, Salamis, Greece and is a resident of Brooklyn. �The Lakes Picture Dnlnth Fit out on the Lakes is running full speed ahead and most SIUcontracted Great Lakes vessels are expected to be operating by April 15. The Belle River (American Steamship) which laid up for the winter in Duluth, will be making a delayed start this year. While she was laid up the thousand footer had a hole punctured in her rudder which filled up with water, causing the rudder to crack. The rudder will either have to be replaced or repaired before the Belle River can start running. * * * Also fitting out in Duluth are two Kinsman grain ships, the William A. McGonnagle and the C. L. Austin. Both vessels are loaded and will be leaving Duluth by the first week in April. Figures for the 1979 shipping season show total waterborne commerce for the port of Duluth-Superior was u^by 2.3 million short tons or five percent in 1979. The biggest increases came in domestic coal shipments which rose 24. percent over 1978 tonnage totals and in iron ore and concentrates which outstripped the 1978 figures by 32,429,797 tons. Cleveland The SIU hall in Cleveland re-opened on March 1 and Tom Bluitt has been named the port agent there. Bluitt joined the SIU in 1970 and has shipped deep sea; and on tugs and freighters on the Lakes. He started working on-shore for the Union in 1974. Bluitt says "things are moving" in Cleveland. The J. A. W. Iglehart (Huron Cement) was the first SlU-contracted vessel to crew up and sail from Cleveland. Chicago Fitting out from this port were the John A. Kling, the John J. Boland, the Sharon, the St. Clair and the Indiana Harbor (all American Steamship). In addition, the SIU crew working the fueler Joseph E. Bigane was recalled at the end of March. Also fitting out were: the Charles E. Wilson and the H. Lee White (American Steamship) in Muskegon; Presque Isle (Litton Great Lakes Corp.) in Milwaukee; and the L. G. Harriman and Paul H. Townsend (Huron Cement) in Green Bay. Lawrence Seaway Development Corp. held a brief ceremony in Massena, N.Y., near the Eisenhower and Snell Locks. Participating were Development Corp. Administrator David W. Oberlin and Marc Bienvenue, acting president of the St. Lawrence Seaway Authority, which administers the waterway for Canada. Winter Shipping It may be spring to everybody else but opponents and supporters of winter shipping on the Great Lakes are still fighting it out. On the heels of a report by the Army Corps of Engineers urging an extended shipping season, comments from the public ran strongly against the proposal, according to the Corps. Most of the comments came from residents of N.Y.'s St. Lawrence River Valley including several environmental groups which argued that the Corps' report underestimated the negative impact of a season extension. (The Corps has recommended a 12-mpnth navigation season on the upper four Great Lakes and a 10-month season on the Welland Canal, Lake Ontario and the St. Lawrence River). Opponents of the plan argued that a season extension would damage the ecology through vessel groundings, the affect of broken ice on shore structures and winter shipping might harm fish, wildlife and disrupt winter recreation. . 1 On the other side of the coin, winter shipping gained strong advocates last month. The Great Lakes Task Force, a coalition of maritime labor and industry groups from the Great Lakes states, cited a permanent extension of the St. Lawrence Seaway shipping season as apriority goal. • In a recent report the Task Force described the current 8 month season as a "crippling, artificial apd unnecessary curtailment of one of the nation's most energy efficient and low-cost water transportation systems." The Task Force argued that 11 million gallons of fuel would be saved by moving 15 million gross tons of iron ore via the Great Lakes during the winter instead of by railroad. That savings increases to 100 million gallons of fuel when water shipping is compared to highway transport. The Task Force pinpointed several other legislative goals which they will be devoting their energies to, including: reduction of Seaway tolls; a new lock at Sault Ste. Marie to ease the load of traffic passing through the Poe, the only lock large enough to handle 1,000 footers and; subsidies to give U.S. carriers a larger percent of U.S./Canada trade than the paltry five percent they now handle. s'.i Make Fitting out for the first time ever is American Steamship's brand-new American Mariner. Details of her christening, which will be held on April 15, will be carried in the Log. The first SlU-contracted vessel to call at the port of Chicago was the cement carrier Medusa Challenger (Cement Transit Co.). Frankfort Four SIU FO.WTs and six ABs weVe called aboard the carferry Arthur K. Atkinson the last week in March. But the AKA isn t going anywhere just yet other than to the shipyard—she's still minus her engine. Meanwhile, the City of Milwaukee was tied up "indefinitely" due to lack of freight. That leaves the Viking ihe only SlU-contracted car ferry running out of the port of Frankfort for the time being. St. Lawrence Seaway The St. Lawrence Seaway opened for the 1980 shipping season on March 24, the earliest start date ever in the Seaway's 21-year history. For the first 10 days to two weeks of the season, the Seaway was open only during daylight hours because of ice conditions. Two ice-breaking tugs one American and one Canadian—have been busy for the past few weeks clearing the systefh for navigation. To mark the official onening of the 1980 season on the waterway the St. upgrade in the Steward Department at HLS Chief Stewoffd - throughout June Chief Cook - throughout June Cook and Baker - throughout June Assistant Cook - throughout June To enroll, contact the Lundeberg School or fill out the applicaj tion in this issue of the Log. April 1980 / LOG I 31 • )T* > • , �America's Norionai Defense is Dehincf Without Adequate Merchant Fleet lECENT events in the Middle East have raised serious ques­ tions about this country's state of military preparedness. It has finally begun to dawn on many Americans that we may be jeopardizing our national interests by allowing our defense capability to languish. Any discussion of America's defense capability must begin with the sea. America is first and fore­ most a seapower. The United States has historically relied upon its naval and maritime prowess to, protect and advance its position in the world. Americans are isolated from many of the world's troubled spots by virtue of our geographical location. So we have been forced to use the sea as both a shield and a highway. is oil. But that is only a small part of the total picture. America must import substantial amounts of cobalt, titanium, manganese, chro­ mium, berrylium, tin, nickel, indus­ trial diamonds, rubber, bauxite, antimony, and asbestos, all of which are vital to a war-time economy. To give just one example: chro­ mium is used in stainless steel and in ball bearings. We import virtually every ounce of chromium that is used in this country. Were the flow of chromium interrrupted, our warmachiile would be seriously dam­ aged. The U.S. government has allowed our merchant marine to deteriorate to the point where 95% of our oceanhorne foreign commerce must be to carry any cargo of arms, arma­ ment, or Implements of war to countries in the Middle East in­ volved in the conflict." Translated that means: America, you're on your own. So much for EUSC, or effective U.S. Control. One more question remains to be asked: will Liberia be the Iran of Africa? Unrest in Liberia Like Iran before the overthrow of the Shah, Liberia has been por­ trayed as a model of stability. Unfortunately, there are serious •undercurrents in that country. There exists a great deal of social unrest. In the past few months students have taken to staging protests, much To anyone outside the maritime industry, it may come as a shock to realize that the merchant marine, plays an important part in this of any nation's overall ability to defend itself. The merchant marine helps augment a country's "Sealift" capability, and it carries the com­ mercial goods needed to maintMn a war-time economy. The term Sealift refers to the whole range of logistic issues that are involved in the overseas trans­ port of troops and supplies. While the issues are crucial to our national security, they lack "sex appeal", as Admiral Isaac Kidd, former naval commander of the Atlantic forces, has stated in committee hearings on Capitol Hill. No Coordbiation of U.S. Policy Air Transport Not Enough The necessity of maintaining a strong merchant marine has often been overlooked. Many people believe that air transportation can assume many of the duties of the merchant marine. This is a popular misconception. It has been esti­ mated that air transportation could move, at most, ten percent of the troops and supplies needed in any major overseas conflict. Moreover, air transportation accounts for an insignificant percent of this country's foreign commerce, The overwhelming majority of foreign commerce is carried by merchant vessels, most 'of which, unfortunately, are foreigp flag. One of the most startling develop­ ments of the past 20 years has been the growing American dependence on imported strategic materials. Military industry would come to a standstill unless merchant vessels were available to bring these ma­ terials to the United States in protected convoys. Iran a Lesson Given recent developments in Iran, the most obvious strategic material that America must import 32 / LOG / April 1980 Much of the growth has been as a result of responsible Soviet policies. Government officials have pin­ pointed areas of strategic concern, and have followed policies which would shore up Soviet strength. In the last decade, Soviet planners were able to drastically increase the overall tonnage of the Soviet fleet, to the point where the Soviet Merchant Marine has become one of the largest in the world. T?ie Soviet fleet has 2.500 vessels, as compared to the Jive hundred or so that are under U.S. registry. Experts believe that the Soviets will consolidate their position in the upcoming decade by modernizing their entire fleet. Special attention is expected to be paid to pipeline development, which plays an important part in the tanker sector, and to new container ships, roll-ons, lighters and ferryboat technology. All of these commercial advances have been carefully co-ordinated with the Russian military to maximize the Soviet's combined military and commercial strength. carried by foreign flag vessels. Many of these vessels are of Liberian, Panamanian and Honduran regis­ try. These foreign "flag-of-convenience" vessels have been labeled EUSC by the Pentagon. This means they are under "Effective U.S. Control." EUSC: the acronym has a certain ring to it. Unfortunately, there is very little truth behind the concept, only a great deal of wishful thinking. Effective Control a Joke As events in Iran have proven, no American ally is under U.S. "con­ trol". Take Liberia, for example. It has, on the surface, been a staunch U.S. ally. But in 1973, during the height of the Yom Kippur War, William Tolbert, the President of Liberia, issued an executive order which stipulated that among other things that, "No vessel with a Liberian Registry shall be permitted like the protests that appeared in Iran at the onset of the Iranian Revolution. Coupled with that development is an underlying dis­ satisfaction on the part of an over­ whelming majority of Liberian people. There is a highly structured social system in Liberia. If a person doesn't belong to the five percent of people who are descended from American slaves, then that person is excluded from power and social prestige. It is a highly volatile situation. Soviet Fleet Dominant In addition to the decline of the •American Merchant Marine and this nation's dependence on unreliable foreign flag vessels, one more factor exists: the growth of the Soviet fleet. Western experts have been at a loss to explain the spectacular growth that has occurred in the past two decades. Soviet planning contrasts sharply to American policies. Budget cuts are threatening the health of the entire merchant marine. More importantly, there has been little or no attempt to co-ordinate maritime and naval policies. The Navy is pushing for passage of the Marine Prepositioning Ship concept, an idea which has evolved from a program rejected by Con­ gress in the mid '60s. The program is geared towards increasing American Sealift capability. The program would be fine if it were not for one thing: it entirely ignores the private merchant ma­ rine, which should be the focus of any attempt to increase American Sealift power. When pressed on the subject. Pentagon experts talk lamely of "EUSC" foreign flag ships. It is depressing to think that the only major attempt in recent years to ' fashion a coherent American policy on Merchant Shipping has been the Omnibus Bill, an imperfect piece of legislation which seems destined never to see the light of day. While recent events in the Middle East have painted a dreary picture, especially in relation to the Ameri­ can Merchant Marine, one thing can not be overlooked. Dreary pictures don't have to remain bleak. Fore­ sight and timely action can accom­ plish miracles. If the Iranian crisis forces Americans to face up to the policies that they've followed in the maritime sector, then at least some good will have come from a terrible situation. �-I -,l • - —5;,J. „ - 1 i.-; "... - Hi: - 1 • '".. J"'.-.'-:,-- .=7:-' rico^s Notional Defense is D Without Adequate Merchant Fleet lECENT events in the Middle East have raised serious ques­ tions about this country's state of military preparedness. It has finally begun to dawn on many Americans that we may be jeopardizing our national interests by allowing our defense capability to languish. Any discussion of America's defense capability must begin with the sea. America is first and fore­ most a seapower. The United States has historically relied upon its naval and maritime prowess to. protect and advance its position in the world. Americans are isolated from many of the world's troubled spots by virtue of our geographical location. So we have been forced to use the sea as both a shield and a highway. ,* • vt A • .¥. •-. i,'-; -•ifi <A-« •I- .; •V- :f if '(f I i' fii. • I #f ?vr-„ - r.ir"'. , ' ( i-' rir»; hci1 i" • V,.'' • f , 7 The necessity of maintaining a strong merchant marine has often been overlooked. Many people believe that air transportation can assume many of the duties of the merchant marine. This is a popular misconception. It has been esti­ mated that air transportation could move, at most, ten percent of the troops and supplies needed in any major overseas conflict. Moreover, air transportation accounts for an insignificant percent of this country's foreign commerce, The overwhelming majority of foreign commerce is carried by merchant vessels, most 'of which, unfortunately, are foreign flag. One of the most startling developihents of the past 20 years has been the growing American dependence on imported strategic materials. Military industry would come to a standstill unless merchant vessels were available to bring these ma­ terials to the United States in protected convoys. Iran a Lesson Given recent developments in Iran, the most obvious strategic material that America must import Much of the growth has been as a result of responsible Soviet policiesr Government officials have pin­ pointed areas of strategic concern, and have followed policies which would shore up Soviet strength. In the last decade, Soviet planners were able to drastically increase the overall tonnage of the Soviet fleet, to the point where the Soviet Merchant Marine has become one of the largest in the world. The Soviet fleet has 2,500 vessels, as compared to the five hundred or so that are under, U.S. registry. Experts believe that the Soviets will consolidate their position in the upcoming decade by modernizing their entire fleet. Special attention is expected to be paid to pipeline development, which plays an important part in the tanker sector, and to new container ships, roll-ons, lighters and ferryboat technology. All of these commercial advances have been carefully co-ordinated with the Russian military to maximize the Soviet's combined military and commercial strength. No Coordination of U.S. Policy Air Transport Not Enough ]¥ • ii I" ' To anyone outside the inaritime industry, it may come as a shock to realize that the merchant marine, plays an important part in this of any nation's overall ability to defend itself. The merchant marine helps augment a country's "Sealift" capability, and it carries the com­ mercial goods needed to maintain a war-time economy. The term Sealift refers to the whole range of logistic issues that are involved in the overseas trans­ port of troops and supplies. While the issues are crucial to our national security, they lack "sex appeal", as Admiral Isaac Kidd, former naval commander of the Atlantic forces, has stated in committee hearings on Capitol Hill. -V' • is oil. But that is only a small part of to carry any cargo of arms, armathe total picture. America must ment, or implements of war to import substantial amounts of countries in the Middle East in­ cobalt, titanium, manganese, chro­ volved in the conflict." mium, berrylium, tin, nickel, indus­ Translated that means: America, trial diamonds, rubber, bauxite. you're on your own. So much for antimony, and asbestos, a:il of which EUSC, or effective U.S. Control. are vital to a war-time economy. One more question remains to be To give just one example: chro­ asked: will Liberia be the Iran of mium is used in stainless steel and in Africa? ball bearings. We import virtually Unrest in Liberia every ounce of chromium that is used in this country. Were the flow Like Iran before the overthrow of of chromium interrrupted, our war- the Shah, Liberia has been por­ machihe would be seriously dam- trayed as a model of stability. aged. Unfortunately, there are serious The U.S. government has allowed •undercurrents in that country. There our merchant marine to deteriorate exists a great deal of social unrest. to the point where 95% of our oceanIn the past few months students borne foreign commerce must be have taken to staging protests, much carried by foreign flag vessels. Many of these vessels are of Liberian, Panamanian and Honduran regis­ try. These foreign "flag-of-convenience" vessels have been labeled EUSC by the Pentagon. This means they are under "Effective U.S. Control." EUSC: the acronym has a certain ring to it. Unfortunately, there is very little truth behind the concept. only a great deal of wishful thinking Effective Control a Joke As events in Iran have proven, no American ally is under U.S. "con­ trol". Take Liberia, for example. It has, on the surface, been a staunch U.S. ally. But in 1973, during the height of the Yom Kippur War, William Tolbert, the President of Liberia, issued an executive order which stipulated that among other things that, "No vessel with a Liberian Registry sball be permitted like the protests that appeared in Iran at the onset of the Iranian Revolution. Coupled with that development is an underlying dis­ satisfaction on the part of an over­ whelming majority of Liberian people. There is a highly structured social system in Liberia. If a person doesn't belong to the five percent of people who are descended from American slaves, then that person is excluded from power and social prestige. It is a highly volatile situation. Soviet Fleet Dominant In addition to the decline of the •American Merchant Marine and this nation's dependence on unreliable foreign flag vessels, one more factor exists: the growth of the Soviet fleet. Western experts have been at a loss to explain the spectacular growth that has occurred in the past two decades. Soviet planning contrasts sharply to American policies. Budget cuts are threatening tbie health of the entire merchant marine. More Importantly, there has been little or no attempt to co-ordinate maritime and naval policies. The Navy is pushing for passage of the Marine Prepositioning Ship concept, an idea which has evolved from a program rejected by Con­ gress in the mid '60s. The program is geared towards increasing American Sealift capability. The program would be fine if it were not for one thing: it entirely Ignores the private merchant ma­ rine, which should be the focus of any attempt to increase American Sealift power. When pressed on the subject. Pentagon experts talk lamely of "EUSC" foreign flag ships. It is depressing to think that the only major attempt in recent years to fashion a coherent American policy on Merchant Shipping has been the Omnibus Bill, an imperfect piece of legislation which seems destined never to see the light of day. While recent events in the Middle East have painted a dreary picture, especially in relation to the Ameri­ can Merchant Marine, one thing can not be overlooked. Dreary pictures don't have to remain bleak. Fore­ sight and timely action can accom­ plish miracles. If the Iranian crisis forces Americans to face up to the policies that they've followed in the maritime sector, then at least some good will have come from a terrible situation. X- . No^ce to Members of Former Marine Cooks & Stewards Union iff-. u ' 'iV-T Rules Governing Suspensions of BeneSts for Pensioners Who Return to Active Duty The SIU Pacific District-Pacific 4-" CUT ment is secured or commences in the same geographic area covered by the Plan. Maritime Association Pension Plan Agreement provides that pension benefits will be suspended if a pensioner obtains certain types of employment subsequent to his re­ tirement. The following are the types of prohibited employment: • All retirees must not work in any employment covered by the Plan aboard any vessel operated by a Contributing Employer, for the Union, or under any collective bargaining agreement to which the Union is a party. . • Those persons who retire on or after January 1, 1976, in addition to the foregoing basic requirements, must not work in shoreside employment for a Contributing Employer which results in pension credits under a pension plan maintained by any seagoing union or in any seagoing employment in the maritime industry in any capacity in the Deck, Engine, Steward or Staff Officer Department, which employ­ • Those persons retiring on or ^er January 1, 1979, in addi­ tion to all of the above basic requirements, must not work in any capacity in the maritime industry which includes American and Foreign Flag vessels and includes employ­ ment on board commercial, exploratory, service or other vessels moving on the high seas, inland waterways. Great Lakes, coastal zones, harbors and noncontiguous areas, on or offshore ports, platforms or similar sites; but does not include the longshore industry or the ship construction or re­ pair industry. The Plan Agreement provides that the Trustees may determine the length of pension suspension for pensioners engaging in prohibited employment. The Trustees unani­ mously adopted the following rules for determining how long benefits will be suspended in case a pensioner engages in prohibited employment after retirement: RULE NO. 1: • "When a pensioner notifies the plan office in writing before engaging in prohibited employ­ ment, his pension shall be suspended H any calendar month during which -he is employed in prohibited em­ ployment at least one day." RULE NO. 2: • "When a pensioner engages in prohibited employment, without previously notifying the plan office in writing of his intention to engage in pro­ hibited employment, his pension benefits will be suspended two months for every one calendar month during which he worked at least one day in prohibit^ em­ ployment." Sea-Land Galloway Committee Chief Steward Jimmy Lomax (left) secretary-reporter of the SS Sea-Land Galloway sits last month with the Ship's Committee of (I. to r.) Pantryman Gary Collier, steward delegate; Engine Delegate Bobby "Red" Harris and Deck Delegate Bob Tuttle. The S-L 7 paid oft at Port Elizabeth, N.J. Help Your Brother Down the Road to Sobriety S eeing a blind man walk down a street makes the rest of us thankful for our sight. Perfect strangers, as well as friends, don't hesitate to offer a guiding arm to the blind because we all think it must he a terrible thing to he unable to see where you're going. An alcoholic can't see where he's going either, only alcoholics don't have friends. Because a friend wouldn't let another man blindly travel a course that has to lead to the destruction of his health, his job and his family. And that's where an alcoholic is headed. • Helping a fellow Seafarer who has a drinking problem is just as easy—and just as important—as steering a blind man across a street. All you have to do is take that Seafarer by the arm and guide him to the Union's Alcoholic Rehabilitation Center in Valley Lee, Md. Once he's there, an alcoholic SIU member will receive the care and counseling^ he needs. And hell get the support of brother SIU members who are fighting the same tough battle he is hack to a healthy, productive alcohol-free life. The road hack to sobriety is a long one for an alcoholic. But because of ARC, an alcoholic SIU member doesn't have to travel the distance alone. And by guiding a brother Seafarer in the direction of the Rehab Center, youll he showing him that the first step hack to recovery is only an arm's length away. I I Alcoholic Rehabilitation Center I I I am interested in attending a six-week program at the Alcoholic I Rehabilitation Center. I understand that all my medical and counseling I I records will be kept strictly confidential, and that they will not be kept I anywhere except at The Center. I I Book No. I Name I I I Address I (St^ate) (Zip) (Street or RED) (City) I I Telephone No I Mail to: THE CENTER I I Star Route Box 153-A I Valley Lee, Md. 20692 I or call, 24 hours-a-day, (301) 994-0010 I 4^ ; -I ,v r'i'w: -A I I I I I I I I I I I . I- . I 32 / LOG / April 1980 April 1980 / LOG / 33 I A' . 3 / i - II- u; :• , �A • f :2 :? • ' •• i;Jf- V ... I ' .. i •' •f • 'a '' • ' • - t ,• 4• ! •I V ' i'- :• • T:.^ i• •;-• ! •. , •> - f i •s I" ,• ,. • 1, -. •# -#• • rmmi Pensioner James . Bryant O'Keefe, 67, died of kidney disease in the San Fran­ cisco USPHS Hospital on Oct. 7. Brother O'Keefe joined the SlU in 1941 in the port of Philadelphia sailing as a QMEP. He sailed 44 years and hit the bricks in the 1962 Robin Line beef. Seafarer O'Keefe was born in Missis­ sippi and was a resident of San Francisco. Interment was in Pleasant Hill Cemetery, Sebastopol, Calif. Surviving are his widow, Theresa and a nieice, Theresa Morelli of Brooklyn, N.Y. Clarence Olson, 58, died of heart failure in tlie Southern Chester County Medical Center, West Grove, Pa. on Nov. 27. Brother Olson joined the Union in the port of Philadelphia in 1965 sailing as a mate, pilot and captain for the Independent Towing Co. from 1965 to 1978, Meyle Towing Co. from 1978 to 1979 and on the tug fVor/ey Forall and Barge No. 46 (Curtis Bay). He was a veteran of the U.S. Army in World War II. Boatman Olson was born in Philadelphia and was a resident of Berlin and Camden, N.J. Surviving are his widow, Sophie; a son, Frederick; three daughters, Mrs. Betty Dilks, Mrs. Judith A. Billman and Mrs. Christina Sylvas and a stepson, John R. David. Clarence Ward Hollowell Sr., 50, died of a hemmorrhage in the Pungo District Hospital, Belhaven, N.C. on Nov. 16. Brother Hollowell joined the Union in the port of Norfolk in 1976 sailing as a mate for C. G. Willis from 1975 to 1977, Allied Towing from 1975 to 1979 and for Ocean Towing from 1978 to 1979. He was a retired veteran of the U.S. Coast Guard. Boatman Hollo­ well was born in Aurora, N.C. and was a resident of Belhaven. Interment was in Community Cemetery, Belhaven. Sur­ viving are his widow, Mildred; two sons, Leslie and Bryan and his parents, Mr. and Mrs. David Hollowell. Robert Harley Knight, 50, died of heart failure in St. Luke's Hospital, Davenport, la. on Oct. 20 after becom­ ing ill on a Mississippi towboat at Le Claire, la. Brother Knight joined the Union in the port of St. Louis in 1975 sailing as a chief engineer on the tugboats Del Butcher and Jeffboat (ACBL) and for National Marine and Inland Tugs from 1973 to 1979. He was a veteran of the U.S. Navy during the Vietnam War. Boatman Knight was born in Decatur County, Ind. and was a resident of Pensacola, Fla. Interment was in Barrances National Cemetery, Pensacola. Surviving is his widow, Peggie Marie. 34 / LOG / April 1980 Mitchell Tunstall "Mike "Reed, 54, died of lung disease in the New Orleans USPHS Hospital on Dec. 26. Brother Reed joined the SIU in 1942 in the port of Mobile sailing as a boSun. He was born in Mobile and was a resident of Chalmette, La. Burial was in Pine Crest Cemetery, Mobile. Surviving are his widow, Francine; a son, Mitchell Jr. and a daughter, Patti. Pensioner Cornelio Acosta Rodriguez, 72, passed away from lung disease at home in Ponce, P R. on Jan. 4. Brother Rodri­ guez joined the SIU in 1939 in the port of New York sailing as an AB for 35 years. He also sailed during World War 11. Seaf^er Rodriguez was born in Guayanilla, P.R. Burial was in Guayanilla Ceme­ tery. Surviving is a son, Pedro of Ponce. . Pensioner Samuel Henry Jones, Jr., 60, died of heart-lung failure in the San Francisco USPHS hospital on Dec. 2. Brother Jones joined the Union in the port of San Francisco in 1958 sailing as a BR steward. He sailed 29 years. Seafarer Jones was born in New York City and was a resident of San Fran­ cisco. Interment was in the Bahia Cemetery, Novato, Calif. Surviving are his mother, Mrs. Oresta W. Riddick of Larchmont, N.Y. and a stepsister, Susan of San Francisco. Pensioner George Vernon White, 79, died of lung failure in the Seattle USPHS Hospital on Nov. 10. Brother White joined the Union in 1943 on the West Coast sailing as a steward. He sailed 27 years and during the Vietnam War. Seafarer White was born in Oklahoma and was a resident of Eyerett, Wash. Cremation took place in the Seattle Crematory. Surviving is his widow, Aileen. Michael Henry Culpepper, 22, died of injuries sustained in an auto accident while a passenger in Virginia Beach, Va. on Oct. 20. Brother Culpepper joined the Union in the port of Norfolk in 1975 following his graduation from the HLS, Piney Point, Md. sailing as an AB and tankerman for lOT from 1978 to 1979. He also sailed for the Arthur Levy Boat Service in 1974. Boatman Culpepper upgraded and earned his GED at the HLS. Born in Norfolk, he was a resident of Virginia Beach and Merritt Island, Fla. Burial w^s in Rosewood Memorial Park Cemetery, Virginia Beach. Surviv­ ing is his father, William of Merfitt Island. Pensioner Arthur Mahualqha Ahuna, 59, succumbed to pneumonia in the Ivinson Memorial Hospital, Laramie, Wyo. on Sept. 15. Brother Ahunajoined the Union (the former MCS) in 1937 on the West Coast sailing as a BR steward. He sailed 40 years. Seafarer Ahuna was born in Hawaii and was a resident of Laramie. Cremation took place in the Ah Hoo Na Cemetery, "Albany County, Wyo. Surviving are his widow, Lois; a brother, George of Kamula, Hawaii and a niece, Mrs. Elva Forster of Honolulu, Hawaii. Cheyenne Christopher Mor­ ris, 22, died aboard the SS Pittsburgh (SeaLand) in Naples, Italy on Nov. 20. Brother Morris joined the SIU fol­ lowing his graduation from Piney Point in 1973 sailing as an AB. He also upgraded at the HLS. Seafarer Morris was born in Norfolk and was a resident there. Surviving are his father, Capt. Charles Morris; his mother, Mrs. Shelby J. Mills of Norfolk; a brother and two sisters. Pensioner Robert Ellsworth Clemo,61,died on Jan. 1. Brother Clemo joined the Union (MC&S) in the port of San sailing in the stew­ ard department for the Matson Line. He was a veteran of the U.S. Army in World War II. A native of Oakland, Calif., he was a resident of San Francisco. Surviving is his widow, Catherine. Pensioner Philip Frederick Miller, 78, died of pneumonia in the San Francisco USPHS Hospital on July 27. Brother Miller joined the Union in 1936 on the West Coast sailing as a room steward for the Matson Line from 1958 to 1961. He sailed 47 years. Seafarer Miller also sailed in World War 11. Born in Oregon, he was a resident of San Francisco. Cremation took place in the Baha Crematory, Novato, Calif. Sur­ viving are his widow, Masie of Gresham-Portland, Ore.; a daughter, Mrs. Terry Arnold of Portland; a brother, Robert and a sister, Mrs. Frederick (Agnes) Andrus, both of Roseburg, Ore. Pensioner David D. Davis, 68, died of a probable heart attack in the Portland (Ore.) Porthaven Retirement Villa on Sept. 14. Brother Davis joined the MG&S in 1945 sailing as a chief cook. He was a resident of Portland. Inter­ ment was in the Sunset Hills Memorial Park Cemetery, Portland. Survivingare three brothers, Richard and Walter of Portland and James of Haches, Wash, and a sister, Mrs. Martha L. Thomas, also of Portland. Pensioner Herbert Alfred Doughty, 86, passed away from lung failure in the Royal Sussex County Hospital, Hove, England on Mar. 8, 1979. Brother Doughty joined the MC«feS in 1932 in the port of San Francisco sailing as a room waiter and steward. He began sailing in 1916. Seafarer Doughty also sailed during World War II. Born in England, he was a resident of Hove. Burial was in Hove Cemetery. Surviv­ ing are two sons, Francis of Randwick, Sydney, New South Wales, Australia and Herbert of Clovis, Calif.; a sister, Eva of Brighton, England and a niece, Sylvia Doughty of Kingston-Up-onThames, England. Pensioner John Panas, 82 succumbed to hepatitus on May 25, 1979. Brother Panas joined the MC«feS in 1940 sailing as a chief Cook for APL and the Matson Line until his retirement in 1962. He began sailing in 1932. Seafarer Panas was born in Poland and was a resident of Jersey City, N.J. Burial was in Holy Cross Cemetery, Lyndhurst^ N.J. Michael Fran. cis "Mike" Curry, 64, died in Sari Francisco on Dec. 5. Brother Curry joined the SIU in the port of New York in 1957 sailing as a bosun and ship's delegate. He sailed 38 years; Seafarer Curry was torpedoed during World War II aboard the SS William Llery (NMU) off Durban, South Africa in 1943. He was also a veteran of the U.S. Army in that war. A native of Pottsville, Pa., he was a resident of Middlesex, N.J. Surviving are his widow, Mary of Philadelphia; a , brother, John of Pottsville and three sisters, Clarris of Providence, Ky.; Mrs. Marie Wallaa of Middlesex and Mrs. Lea Weinert. Ephraim Rollson Muse, 57, died of heart disease aboard the SeaLand Philadelphia in Anchorage, Alaska on Jan. 20. Brother Muse joined the SIU in the port of New York in 1958 sailing as a fireman-watertender. He was a veteran of the U.S. Navy in World War II. Seafarer Muse was born in BayboroCash Corner, N.C. and was a resident of Grantsboro, N.C. Burial was in Sand Hill Cemetery, North Carolina. Survi­ ving is his mother, Olive. Pensioner Ignacio Guzman, 77, died of heart-lung failure in the San Fran­ cisco General Hospital on Oct. 17. Brother Guzman joined the MC&S in 1938 in the port of San Francisco. He started sailing in 1923 and sailed during World War 11. Seafarer Guzman was born in Mexico and was a resident of San Francisco and Bayamon, P.R. Interment was in the Holy Cross Cemetery, Colma, Calif. Survivingarea nephew, David Gaytan and a. cousin, Jose Gaytan of San Francisco. Pensioner Henry Ernest Murray, 71, passed away from pneumonia in the Merritt Is. (Fla.) Nursing Home on Oct. 25. Brother Murray joined the Union in the port of Philadelphia in 1961 sailing as a mate for the Independent Pier Co. from 1934 to 1972. He was born in Philadelphia and was a resident of Merritt Is. Interment was in the St. G^rge Cemetery, Clarksville, Del. SuWiving are his widow, Dorothy and a son, Rexel. Pensioner John Alfred Denais, 67, died of a heart attack at home in Fort Lauderdale, Fla. on Oct. 13. Brother Denais joined the SIU in the port of New Orleans in i956 sailing as a chief steward. He sailed 30 years and during the Vietnam War. Seafarer Denais was a veteran of the U.S. Army Infantry veteran of the U.S. Army Infantry in World War II earning the AsiaticPacific Campaign Medal. He was born in St. Pierre on Miquelon Is., off the coast of Canada. Burial was in the Queen of Heaven Cemetery, North Lauderdale, Fla. Surviving are a son, John of Fort Lauderdale and a brother, Paul of Los Alamitos, Calif. �Pensioner Peter Anthony Serano, 70, died of heart failure in San Jacinto Methodist Hospi­ tal, Baytown, Tex. on Dec. 6. Brother ; Serano joined the SIU in 1948 in the port of New York sailing as a bosun. He was a veteran of the U.S. Navy in World War II. Seafarer Serano was born in San Juan, P.R. and was a resident of Channelview, Tex. Interment was in Sah Jacinto Memorial Park Cemetery, Harris County, Tex. Surviving are his widow, Jennie and a daughter, Eileen. • I James Robert Jordan, 20, died of injuries in Monroe County (Ala.) Hospital sustained in an auto accident in Reton, Ala, on Aiig. 28. Brother Jordan joined the Union in the port of Mobile in 1979 sailing as a deckhand on the dredge Albatros (Radcliff Mate rials). He was bom in Pensacola, Fla. and was a resident of Evw-green, Ala. Burial was in Oakdale Cemetery, Conecuh County, Ala. Surviving are his parents, Mr. and Mrs. James D. mid Aletha Jordan of Evergreen. Edward Eugene Cooper, 56, suc­ cumbed to lung failure in the Veterans Administration Medical Center, Hunt­ ington, W. Va. on Jan. 29. Brother Cooper joined the Union in the port of St. Louis in 1967 sailing as lead deckhand and mate for Inland Tugs in 1966 and for the American Barge Line for 13 years. He was a veteran of the U.S. Army in World War II. Boatman Cooper was bom in Kentucky and was a resident of Portsmouth, OUo. Inter­ ment was in Mt. Zion Cemetery, South Shore, Ky. Surviving are his widow, Frances and his mother, Madelee of South Port, Ky. Pensioner Nickolas Grego,78, died of natural causes in the Staten Island (N.Y.) USPHS Hospital on Dec. 28. Brother Grego joined the Union in the port of New York in 1963 sailing as a deckhand for the Erie-Lackawanna Railroad from 1925 to 1967. He was born in Yugoslavia and was a resident of Ridgewood, Queens, N.Y. Interment was in St. Charles Cemetery, Farmingdale, L.I., N.Y. Surviving are his widow, Mary and two sons, Nickolas Jr. and Tomasa. Pensioner Wilfred Joseph Moore, 51, died of cancer in West Palm Beach, Fla. on Jan. 6. Brother Moore joined the SIU in 1945 in the port of New York sailing as a chief steward. He upgraded at Piney Point in 1973. Seafarer Moore was bom in Rochester, N.H. and was a resident of West Palm Beach. Burial was in Mt. Calvary Cemetery, Somersworth, N.H. Surviving are his parents^ Mr. and Mrs. Eugene and Merilda Moore of Somersworth. Pensioner Leonard Joseph DeRosia, 71, died of heart failure in the U.S. Veterans Administration Medical Cen­ ter, Saginaw, Mich, oh Jan. 13. Brother DeRosia joined the Union in the port of Alpena, Mich, in 1952 sailing as a deckhand and in the steward depart­ ment for .Huron Cement. He was a veteran of the U.S. Army in World War 11. Bom in Alpena, he was a resident there. Burial was in Evergreen Ceme­ tery, Alwna. Surviving are his widow, Meta arid a son, Leonard Jr. Pensioner Jurel Powell, 68, died of heart-lung failure in the Ouachita Hospital, Hot Springs, Ark. on Nov. 11. Brother Powell joined the Union in 1947 in the port of Detroit sailing as an AB and wheelsman on the SS Ste. Claire from 1971 to 1975 and the SS G. A. Tomlinson in 1970. He also sailed for the Bob-Lo Steamship Co. from 1967 to 1970 and the Wyandotte Chemical Steamship Co. from 1952 to 1963. Laker Powell was born in Meyers, Ark. and was a resident of Miami, Fla. and Pearcy, Ark. Burial was in the Peak Cemetery, Royal, Ark. Surviving are a brother and sister-in-law, Mr. and Mrs. Martin W. Powell of Hot Springs and Royal and a niece, Judy Kilby of Royal. Robert Wayne Guthrie, 56, died of respiratory failure in the John Sealy Hospital, Galveston, Tex. on Sept. 30. Brother Guthrie joined the SIU in 1943 in the port of Boston sailing as a chief pumpman for 19 years. He sailed as a 3rd assistant engineer for MEBA District 2 for 11 years. Seafarer Guthrie retired in 1976 in the port of Houston. 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 a sister, Mrs. Thelma Comwell of Des Moines. Pensioner Richard Edward Darling, 64, succumbed to hepatitus in the San Francisco St. Mary's Hospital on Oct. 28. Brother Darling joined the merged MC&S in 1936 in the port of San Francisco sailing as a chief storekeeper for APL. He was born in Nebraska and was a resident of Daly City, Calif. Burial was in Woodlawn Memorial Park Cemetery, Colma, Calif. Surviving are his widow, Evelyn—also a MC&S retiree—a brother, Robert of Alta Loma, Calif, and a sister, Mrs. Frede­ rick Widoe of Omaha, Neb. Pensioner Russell Dewitt Koons, 55, died of a heart attack in the Urbandale Hospital, Alexander County, 111. on Dec. 19. Brother Koons joined the Union in the port of St. Louis in 1974 sailing as a mate and engineer on the towboat John Matthews (ACBL) from 1974 to 1979 and for the Southland Towing and Inland Tug. He was a former member of the NMU and Steelworkers Union. Boatman Koons was a veteran of the U.S. Army in World War 11. Bom in Rising Sun, Ind., he was a resident of Georgetown, Ind. Burial "was in the Patriot Cemetery in Indiana. Surviving is his widow, Violet. Pensioner Thomas Arthur Render, 61, died of pneumonia in the Merle W. Medical Center, Klamath Falls, Ore. on Dec. 1 Brother Render joined the MC&S in 1936 sailing as a chief steward. He was a resident of Dorris, Calif. Burial was in the Picard Ceme­ tery, Dorris. Surviving is his widow, Virginia. Pensioner Earl E. Arthur, 70, died of a hemorrhage on Jan. 4. Brother Arthur joined the Union (MC&S) in 1943 sailing for the American President Line. He was born in Tennessee and was a resident of Richmond, Calif. Burial was in Woodlawn Memorial Park Ceme­ tery, Colma, Calif. Glen George Miller, 53, suc­ cumbed to lung failure in the Baltimore USPHS Hospital on Nov. 5. Brother Miller joined the Union in the port of Frankfort, Mich, in 1971 sailing as an AB. He sailed aboard the Mj V Viking (Ann Arbor, Mich. RRCar Ferries)and the Str. City of Milwaukee from 1978 to 1979. And he was a veteran of the U.S. Navy in World War 11. Laker Miller was born in Bemidji, Minn, and was a resident of Frankfort. Interment was in the' Benzonia Township (Mich.) Cemetery. Surviving are his widow, Viola; two sons, Robert and Edward and his parents, Mr. and Mrs. Edward Miller. Pensioner Antonio Ortiz Flores, 62, died of cancer in the San Francisco USPHS Hospital on Nov. 26. Brother Flores, a chief steward, first sailed oh the West Coast in 1935. He also sailed during World War 11. Born in San Lorenzo, P.R., he was a resident of Palmas, Calif. Interment was in Live Oak Memorial Park Cemetery, Mon­ rovia, Calif. Surviving are a brother, Carmelo of Inglewood, Calif.; two sisters, Rosa of Los Angeles and Mrs. Mary de Ferrer of Culver City, Calif.; a nephew, Nibeth Ferrer and three nieces, Nigia Ferrer of Culver City, Nadia Ferrer and Nora Ferrer. Pensioner Jay Shannon, 85, suc­ cumbed to heart-lung failure in the Los Angeles Veterans Administration Hos­ pital on Jan. 18. Brother Shannon joined the Union (MC&S) in 1934 sailing as a chief steward. He first sailed on the West Coast in 1915. And he also sailed in World War 11. Bom in Kansas, he was a resident of Long, Beach, Calif. Cremation took place in the Angeles Abby Crematory, Compton, Calif. Surviving are a sister, Mrs. Julia Stewart of Patterson, Calif.; four nephews and two nieces. Pensioner James Patrick Dalton, 68, died of natural causes in the Staten Island (N.Y.) USPHS Hospital on Dec. 28. Brother Dahon joined the Union in the port of New York in 1960 sailing as deckhand and assistant tug dispatcher for Penn Central Railroad from 1939 to 1976. He worked on the Greenville Piers and was a member of the M M&P U nion from 1947 to 1960. Boatman Dalton was born in Jersey City, N.J. and was a resident of Bay Head, N.J. Burial was in Holy Name Cemetery, Jersey City. Surviving are his widow, Margaret; two sons, James Jr. and John; nine daughters, Jacqueline, Bernadette, Mary Ellen, Margaret Mary, Eileen, Kathy, Judith, Anne and Therese and a sister, Mary of Jersey City. Walter Donald Harris, 42, died of natural causes in the F.G. Riley Memorial Hospital, Meridian, Miss, on Dec. 24. Brother Harris joined the Union in the port of Mobile in 1974 sailing as a chief engineer for ACBL from 1972 to 1979. Boatman Harris was a former member of MEBA and the Steelworkers Union. He was a veteran of the U.S. Navy. Born in Cuba, Ala., he was a resident of Meridian. Interment was in Clay Memorial Cemetery, Cuba. Surviving are his widow, Mary and his parents, Mr. and Mrs. Eugene Harris. Pensioner Charles Alton Lodrlguss, 68, died of heart failure in the New Orleans USPHS Hospital on Aug. 22. Brother Lodriguss joined the Union in the port of New Orleans in 1956 sailing as a chief engineer and 1st assistant engineer for Dixie Carriers from (956 to 1977. He sailed 39 years. Boatman Lodriguss was bom in La Rose-Prerre Port, La. and was a resident of Harvey, La. Interment was in the McDonono^ Cemetery, Gretna, La. Surviving are his widow, ^ila; a son, Sidney and a dau^ittir, Anna Maria. William Earl Cheshire, 47, died of natural causes at home in the port of Paducah, Ky. on Nov. 29,1979. Brother Cheshire joiiied the Union in 1976. He sailed for Inland Tug Co. from 1975 to 1979, ACBL and Northern Towing. Boatman Cheshire was a veteran of the U.S. Army in Ft. Leonard Wood, Mo. Burial was in Dry Bayou Cemetery, Hayti, Mo. Surviving are his widow, Mary; three sons, Charles, James and George and his parents, Mr. and Mrs. George and Mary Cheshire. Pensioner Benjamin F. Viray, 71, died of a heart attack in the Kaiser Hos­ pital, San Mateo, Calif. . on; June 24. Brother Viray joined the MC&S in 1923. He was born in the Philippines and was a resident of San Mateo. Burial was in the Woodlawn Memorial Park Cemetery, Colma, Calif. Surviving are a daughter, Mrs. Gloria Paez of South San Franci^o; a grandson, Steven Di Choso and a granddaughter, Joann DiChoso, both of San Bruno, Calif. Pensioner Ernesto Gonzalez Alonso, 67, died of lung failure in Arecibo, P.R. on June 18. Brother Alonso joined the Union on the West Coast sailing as a waiter and room steward for 17 years. He sailed on the SS China Bear (Pacific Far East) SS President Hayes (Amer­ ican President Line) and the SS California (Matson). In 1959, he was on the Matson Shoregang. Seafarer Alon­ so was bom in Hatillo, P.R. and was a resident of Arecibo. Surviving are a son, Ernesto Jr.; two daughters. Carmen Ana and Mrs. Peter Revon of New Brunswick, N.J. and Libia, P.R.; a sister, Ines of Arecibo and a brother-inlaw, Ernesto A. Rojas of Guaynabo, P.R. Pensioner Harry Herman Rubin, 86, passed away from heart failure at home in Oceano, Calif, on Oct. 26. Brother Rubin joined the MC&S in 1933 in the port of San Francisco sailing as a room steward on passenger ships for 40 years. He also sailed during World War 11. Seafarer Rubin was born in Russia and .was a naturalized U.S. citizen. Inter­ ment was in the Arroyo (Calif.) Grande Cemetery. Surviving are his widow, Betty Lou; a stepson, Arthur and a stepdaughter, Mrs. Darlene Kidd of Atascadero, Calif. . • 'I • iff I •t' ••-I, 1: April 1980 / LOG / 35 • ri-,5»r-'rsS<LiI^ �F Abdul Mawarl uses a grease gun on a fitting on the Idler. I '•a' t &• * A,.' t- During their practical training students Fred Minor and Chester Patten dis­ assemble a troughing idler to make repairs. Above. Another repair that may be made Is fixing a tear In the conveyor belt. Art Elmodhjl tightens a fastener that was used to secure a tear. Left. In­ structor Bin Foley, Mark MIsso and Saif Shajira examine the various tools that can be used for fasteners. Below. Scott Corlstelne and George Harrison roll out a conveyor t)elt during their shop Instruction. I 1^• •»; Great Lakes Seafarers < sV T; H,. . Jl!' ,fr /f -<j' The first group of Great Lakes Seafarers to complete the Con­ veyor Department course grad­ uated from HLS in March. This course was developed by HLS Staff in cooperation with industry Representatives to prepare SlU members to work as conveyormen and gatemen aboard selfunloading ships on the Lakes. During the four-week course, the classroom instruction followed a seminar format. The students and instructor shared their knowledge of the equipment and operations aboard self-unloaders. While enrolled in the Conveyor Department course, students learned about conveyor belts, their construction, maintenance and storage, motors, drives, ball bear­ ings, hydraulic systems, and troubleshooting. The class also spent one week in the HLS welding shop and received instruction in basic welding techniques for mak­ ing repairs and adjustments to equipment. The class was visited by company and manufacturer representatives. Lou Ervin and Floyd Brown, Vice Presidents of the American Steamship Company, showed the students some of the equipment that Is used on their company's vessels. f Field Engineer Bill Bilges of Flex Company demonstrated his com­ pany's fasteners that are used on the conveyor belts. During Mr. Bilges' presentation, each student in the class was able to practice with the fasteners. The Conveyor Department course is designed to help Great Lakes Seafarers improve their job skills, advance their careers and build their earning-power. The course will be offered again in June. To enroll, fill out the upgrading ap­ plication in this issue of the Log, and mail it to HLS. Do it soon — it's a great opportunity for Great Lakes Seafarers. Advance at HLS 36 / LOG / April 1980 �^t r? ri ...I •• jrr •; : : -">!^rr: -F: •• Abdul Mawari uses a grease gun on a fitting on the idler. 'I Hsre 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 Course Name 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. Starting Dates LNG Course Name April 28 May 26 June 23 July 21 August 18 September 15 November 10 Starting Dates Able Seaman v.: April 24 May 22 June 19 July 17 August 14 September 11 November 6 Siy v;. QMED May 22 September 25 FOWT ' ? 'J Steward Recertification Program April 10 May 8 Julys July 31 September 25 y Ociober 23 November 20 V ^ ;•, . i. 'f Bosun Recertification Program May 12 August 18 Great Lakes Seafarers •• i ;-: •^•'^ -J,-, y.r * .'>r A;' The first group of Great Lakes Seafarers to coinplete the Con­ veyor Department course grad­ uated from HLS In March. This course was developed by HLS Staff in cooperation with industry Representatives to prepare SID members to work as conveyormen and gatemen aboard selfunloading ships on the Lakes. During the four-week course, the classroom instruction followed a seminar format. The students and instructor shared their knowledge of the equipment and operations aboard self-unloaders. While enrolled in the Conveyor Department course, students 36 / LOG / April 1980 learned about conveyor belts, their construction, maintenance and storage, motors, drives, ball bear­ ings, hydraulic systems, and troubleshooting. The class also spent one week in the HLS welding shop and received instruction in laasic welding techniques for mak­ ing repairs and adjustments to equipment. The class was visited by company and manufacturer representatives. Lou Ervin and Floyd Brown, Vice Presidents of the American Steamship Company, showed the students some of the equipment that Is used on their cornparty's vessels. Field Engineer Bill Bilges of Flex Company demonstrated his cort)pany's fasteners that are used on the conveyor belts. During Mr. Bilges' presentation, each student In the class was able to practice with the fasteners. The Conveyor Department course is designed to help Great Lakes Seafarers improve their job skills, advance their careers and build their earning-power. The course will be offered again in June. To enroll, fill out the upgrading ap­ plication in this issue of the Log, and mail it to HLS. Dp it soon — it's a great opportunity for Great Lakes Seafarers. Advance at HLS April 7 May 5 June 9 July 7 August 11 September 8 October 6 November 10 December 8 i-y'v*'- • V '"'mt June 23 September 29 v'v' J*"''H-- • • . •-r-.-.' Refrigeration Systems maintenance & Operations 1 y> J'"''" Marine Electrical Maintenance June 23 September 29 - -V' -. V _ \ ^ Pumproom Maintenance & Operation Lifeboat .August 4 November 10 • .=^,4 ; .. ,, • Diesel Engineer (Regular) ' April 7 August 11 A Seniority Upgrading Program Marine Electronics May 12 July 14 September 8 October 13 -i;, » , -••-.'••v. 'i'-' '%• i, •- • „ . -.-i , . April 10 April 24 : ^ ,..11?^^.-=: ". i May 12 July 7 September 15 October 27 •• I •• „ i.J!- Ac.y;-'. •' Tankerman Diesel Engineer (License) July 7 October 27 Welding April 14 June 9 October 27 Engine Room Automation f . ^ May 12 September 15 , r'' /' Towboat Operator Scholarship Program Celestial Navigation f 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 April 7 July 7 : September 29 August 4 f iiP£. n:i 'n ; 1st Class Pilot October 6 Quartermaster May 26 October 13 . • • I' ,, V I-.i. • ' X i •. > Assistant Cook ~ / Cook & Baker Chief Cook r 5^.: fli ; '.i These courses will be scheduled as needed to accomodate applicants. ' -• 'Sr .'= Chief Steward April 1980 / LOG / 37 t'lL..". ' ;7-; , i-j** • ' / IJL.- -V' • Ti ' .t - • ' • -•M. * 1 I '1 M I- �r-.'= -- ,=1= —V'l - / •• ,< .•;' rI^ T ' /li: VI ..;r , ="=;: • -. • ' ' •••^ ,"•' • , ". i '••' ' .'"^ • - ji^i m = /'^..l.lJil •IteiLa: ^ 'jJll Hilary Anthony Theln John WilUam Boughman Michael Peter Marth Seafarer Hilary Anthony Thein, 25, grad­ uated from the HLS in 1976. Brother Thein got his AB ticket I there in 1978. He has the fire1 fighting, lifeboat and CPR endorsements. Thein was bom in Princeton, N.J., lives in Federal Way, Wash, and ships out of the port of Seattle. Seafarer John William Boughman Jr., 23, whose grand­ father was port Capt. Edwin Boughman, is a 1974 Piney Point graduate. Bro­ ther Boughman upgraded to QMED there last September. He has his LNG, firefighting, lifeboat and CPR tickets. Born in Ridgewood, N.J., he is a resident of Mawah, N.J. Boughman has worked on a newspaper arid sailed on the lakes during summers away from Long Island University, Southhampton, L.L, where he studied creative writing for two years. He sails out of the port of New York. Seafarer Michael Peter Marth, 23, grad­ uated from Pin­ ey Point in 1975. Brother Marth upgraded to FOWT there in 1976. He has the firefighting, life­ boat and CPR tickets. A native of Palmerton, Pa., he lives in Northampton, Pa. and ships out of the port of Philadelphia. Wendell G* Burton Seafarer Wen­ dell Gray Bur­ ton Jr., 23, Jose Antonio Quinones graduated from Seafarer JOse the HLS Entry Antonio Quino­ Trainee Pro­ nes, 28, joined gram in 1977. the SIU in the He upgraded to port i of New AB there in York in 1973. 1979. Brother He upgraded to Burton has the,firefighting, lifeboat FOWT at the and cardio-pulmonary resuscitation HLS in 1975. In (CPR) endorsements. Though not a 1978, he com-, ^'Rhodes scholar", he was a pleted the Basic Welding Course freshman at the Western Carolina there. Brother Quinones earned his College, was a treecutter and likes firefighting, lifeboat and CPR camping and photography. He was tickets. He was bora in Ponce, P.R., bora in Winston-Salem, N.C. where resides in Brooklyn, N.Y. and ships he resides and ships out of the port out of the port of New York. of Norfolk. KNOW YOUR RIGHTS ,f-:. • i'. • X' .y . . • ' .pfe - f*' Wr • • ; - fL ' • 'f-» r, #/. • sb'. . X' U:.: 21^ S'eafarer Martin Joseph Martin, 24, iri 1973 graduated from the HLS. He earned his AB endorse­ ment there in .1977. Brother 1 Martin earned his fu-efighting, lifeboat and CPR tickets. He was bora in Philadelphia and lives and ships out of that port. KNOW YOUR RIGHTS '• ¥ .• •K -3,' FINANCIAL R]E|PORTS. The constitution of the SlU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguiirding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three jnonths, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf. Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. Seafarer Raphael Sem­ mes Vargas, 27, is a 1977 gradu­ ate of Piney Point. He up­ graded to AB there in 1979. Brother Vargas, whose steelworker father, Ted, was a merchant mariner in 1958, holds the firefight­ ing, lifeboat and CPR tickets. He is a veteran of the U.S. Navy during the Vietnaim War serving as an instrumentman aboard the USS Paget Sound. He collects stamps and coins. Vargas was born in Princeton, W. Va., lives in Baltimore and ships out of that port city. 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 - 20th Street, Brooklyn, N.Y. 11215 i Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU 38 / LOG / April1980 CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. Copies of the SIU constitution iare 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. patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. -EDITORIAL POLICY^THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, I960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union.^The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circum­ stances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official, receipt, but feels that he should not have been required to make such payment, this should immediately be reported to Union headquarters. -I |- jwhy Not Apply for an HLS Upgrading Course Nowlj I I I HARRY LONDEBERG SCHOOL UPGRADING APPLICATION r (Please Print) I Name. I X. Date 6f Birth. (Last) (First) (Middle) I Mo./DayAoar I Address. I (Street) I I .Telephone. Rv (City) 'State) (Zip Code) I (Area Code) I Deepsea Member • .y Inland Waters Member Q I Lakes Member Q I Book Number.:! . Seniority. I •S-J •• I Date Book Port Presently Was Issued. I Port Issued Registered ln_ I Endorsement s) or Social Security #. I . License Now Held. I I I Piney Point Graduate: • Yes No • (if yes. fill in below) I I Entry Program: From to (dates attended) I I ; ^[ •' I Endorsements) or Upgrading Program: From to. I License Received . (dates attended) I I I •Do you hold a iMter of completion for Lifeboat •Yea Nop Hieflahting: • Yes Nop I X.P. Dates Available for Training I I I Am Interested in the Following Course(s). I I -• , if'.'--'' DECK ENGINE I STEWARD I • Tankerman • FWT • Oiler Q Assistant Cook I • AB 12 Months d] OMED - Any Rating O Cook & Baker I O AB Unlimited P • (Others. • Chief Cook + Q AB Tugs & Tows I Q Marine Electrical Maintenance Q Steward • AB Great Lakes I • Pumproom Maintenance and • Towboat Inland Cook • Quartermaster Q Operation I O Towboat Operator • Automation I ALL DEPARTMENTS Western Rivers • Maintenanceof Shipboard I • Towboat Operator Inland <r Refrigeration Systems • LNG I • Towboat Operator Not Q Diesel Engines • LNG Safety I More than 2(X) Miles Q Assistant Engineer (Uninspected Welding I Q Towboat Operator (Over Motor Vessel) Lifeboatman 200 Miles) I • Chief Bigineer (Uninspected Fire Fighting • Master Q Mate I Motor Vessel) Q Pilot I I I A I I RECORD OF aiPLOYMBNT TIME -—(Show only amount needed to upgrade in rating noted above or attach letter of service, I I whichever is applicable.) I VESSa RAnNdHELO DATE SHIPPED DATE OF DISCHARGE I I I I I I I • • ;;r 1/ , I •:'vf''-;Sl<aviATURE^ t r".l !,; f. i iv : : i ; W'i ' - • i " - ; )• f t. .r I I I RETURN COMPLErS) APPLICATION TO: " •' 'A' LUNDEBERG UPGRADING CENTER. I PINEY POINT, MD. 20674 I I "V • T , •.R' Ii -1" • r'HJl -'ti if:;:. Michael Jos|^h Martin Raphael Semmes Vargas =3 EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no member may be discrimi­ nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify Union headquarters. 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 time a memiwr feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or Infor­ mation, he should Immediately notify SIU President Paul Hall at headquarters by certified mail, return receipt requested. The address b 675 - 4th Avenue, Brooklyn, N.Y. 11232. ; 'i.. ' . u . f '*> 'r • , i; , - it ! .1.; I ,i i. ;( 1 J |. lift-:) "(J i hi;)!,,. -2-siVl mmmm ' -Kx - I I I I ^ I J 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 I I : . .i"- ^-5' >. • f U r-^ ^ Ar j April 1980 / LOG / 39 t-,";' h-^y'. •- i\\ • • •' '. •' fc ; I •' ' 733,H''Jn-~. = •'* �mm -tT'—r* it: >, r1 '• -ff ' *,i' -^Z M: -?•' -4' >a -I Keep US Shipshape We Need A Space In Washington .• ;• • V .. .-. •: OfficUl Puhlkjlion of Ihi; Sctlitcn, Inlcrnjnvnjf Union • Alljniii. liulf, Ljkos jnd Inljnd WJUT^ DiMncI • AFL CIO im-'i ••, . 4y-.1. 30« A Day is Ail it Takes Sign the SPAD check-off today if-: Apfjl 1 980 ' � 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 April 1980 Description An account of the resource Headlines: $580 M mARITIME BUDGET BREEZES THRU HOUSE CONGRESSIONAL COMMENTS ON MARITIME BUDGET BILL SIU SEEKS MARITIME PLANT IN DEMO PLATFORM A REBIRTH OF THE U.S.-FLAG PASSENGER LINES SEAFARERS MAN 2 MORE SEA-LAND IDESELS SIU ASKS CARTER ACTION ON BUREAUCRATIC SNAFU AMERICA EXTENDS FRIENDSHIP TO NEW NATION GOV. BROWN NAMES SIU'S JOE GOREN TO COMMISSION LABOR DEPT. TO MSC: SERVICE CONTRACT ACT STAYS FRIENDS, COLLEAGUES, ADMIRERS HONOR PAUL HALL AS 'MR. PORT OF NEW YORK' OMNIBUS BILL FACING ROUGH SEAS IN HOUSE UNION GOES ALL OUT TO PREVENT SHIPS SAILING SHORT CONGRESS APPROVES 1981 MARITIME SUBSIDY PROGRAMS SHIPS IN US FLEET CONTINUE DECLINE AS TONNAGE RISES PRIVATE HOPPER DREDGE FLEET PROVES A-OK INOUYE SHIP BILL OFF THE SENATE BACK BURNER ALL PULLING FOR BEN MIGNANO TO GET MATE'S LICENSE CARTER OKS $227 BILLION OIL WINDFALL PROFITS TAX ACT NOTICE TO PARTICPANTS IN PMA PENSION PLAN WAACS GET V.A. BENEFITS: SEAMEN NEXT ON LIST RETIRING ON SIU PENSION MEANS SECURITY ENOUGH IS ENOUGH! PASS OCEAN MINING NOW LIBERIA'S TOLBERT KILLED IN MILITARY COUP WATERMAN STEADILY MODERNIZING ITS FLEET WITH LASH SHIPS IF HURT ON A VESSEL, USPHS MUST STILL BE UTILIZED GREAT LAKES FITOUT '80 U.S. SHIPS VISIT RED CHINA: STILL NO BILATERAL PACT REPORT PROGRESS IN U.S. CHINA BILATERAL SHIPPING AGREEMENT AMERICA'S NATIONAL DEFENSE IS DEFUNCT WITHOUT ADEQUATE MERCHANT FLEET GREAT LAKES SEAFARERS ADVANCE AT HLS 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 4/1/1980 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. 4 1980 Periodicals Seafarers Log