http://www.seafarerslog.org/archives_old/files/original/08f7061fb2d880ce94e3fa392261b2d3.PDF 733a506306cbca1976303c9fa3855557 PDF Text Text s- . ,. . <." y '.e-.V ;<} I:-':';"; '• V I. •'> ^ /I /.«.^.ip..li««.aMitm,g«.t»»«wlot«ni.tlo«amilMi»A«lntl«,Onll.lJk««aiMimiaiidWi»tet.l>l»tri«t»AFI^e NOV 3 01983 SlU Efforts in Washington Save 1,080 Jobs STATE HISTORICAL SOCIETY V American ships will carry some 500,000 tons of wheat flour to Egypt, cargo which had been on the verge of being loaded onboard foreign-flag vessels, before the SIU and others brought heavy pressure to bear on the government. Earlier this year, the United States Department of Agricul­ ture (USDA) announced the sale of 1 million tons of bagged wheat flour to the Egyptians, but the department claimed the sale did not fall under any cargo pref­ erence legislation which guar­ antees that 50 percent of govr emmeiit cargo sailsLpn U.S.-flag ships. That's when the contro­ versy began (see Feb. 1983 LOG). The SIU, the shipping indus­ try, congressional supporters, and the Maritime Administra­ tion began their atteBaarts to en­ force cargo prefereiice. The USDA stubbornly held its ground. The matter was not settled until late last month when Pres­ ident Reagan issued a directive ordering the department to en­ sure that 50 percent of the flour be shipped on U.S.-flag vessels. However, while the directive will be a major boost for the merchant marine in the wheat sale, there was no indication that the White House plans a more vigorous enforcement ef­ fort of current cargo preference laws. (See editorial on page 39.) The two major arguments against applying the 1954 Cargo Preference Law were that the USDA claimed the sale was a commercial, not government, transaction and that usingAmerican ships would tremen­ dously boost the cost of trans­ portation. Even according to informa- Alaskan Oil MTD Forges Maritime Program marine. (See pages 19-22). r^oi^iiLwi ^o|- tion from the USDA, govern­ ment participation in the sale occurred at almost every step, from supplying the wheat to American millers to extending credit to the Egyptians and ar­ ranging the sale at some $145 a ton below the normal conunercial price for the flour. . ^ (Continued on page5.) Hundreds of Seagoing Jobs at Sfa/ce A bipartisan effort to retain tration's Cabinet Council on the export ban on Alaskan oil Natural Resources and the En­ picked up momentum last month vironment agreed that the ban with the introduction of legis­ should continue. lation to continue the export The Export Administration Act of 1979 contains the lan­ restriction. But, a high-powered and guage banning the export of heavily financed lobbying effort Alaskan oil. But that act expires to lift the ban may make the in September. Two congress­ fight to protect the nation's en­ men, Stewart R. McKinney (Rergy supply, defense capability Conn.) and Howard Wolpe (Dand se^oing jobs more difficult Mich.) introduced H.R. 1197 . which would continue reserving than expected. Since 1973 the export ban has American oil for American use. been upheld three times by Con­ But the Alaska Statehood gress, and in 1981 the adminis- Commission recently issued a report calling for the export of the oil to Japan. It claimed that such a deal would dramatically lower the U.S. balance of trade deficit with Japan. While the commission is one of the major proponents for ex­ port, Capitol Hill sources ex­ pect several business groups, which have reportedly retained a public relations firm with strong government ties, to mount a major campaign against H.R. 1197. But the SIU, along with other labor unions, industry support­ ers, congressional allies and some consumer groups have be­ House Speaker Thomas P. (Tip) O'Neill Jr. led a parade of congressional gun a united drive to fight any leaders who came to a meeting of the AFL-CIO Maritime Trades export plan. Department late last month to call for a revitalization of the U.S. merchant "A shift in policy regarding m OF WISCONSIN to tgypi X- the export of crude oil is just not rational. . . Restrictions are absolutely necessary and should be maintained," SIU President Frank Drozak said in a letter to William H. Brock, U.S. special trade representative. 40 SIU Ships Involved Currently some 50 U.S.-flag ships, including about 40 SIUcontracted vessels, move the oil to the West Coast, or through the Panama Canal or its pipe­ line, to the Gulf and East Coasts. A large portion of that oil is shipped into the nation's Stra­ tegic Petroleum Reserve (SPR). "It's an energy security issue, an energy independence issue, a trade issue and a jobs issue," said Frank Pecquex, SIU leg­ islative director. A presidential study group is reviewing the issue and Pecquex said there are several strong export proponents in the White House. Drozak pointed out that if the American oil was sent to Japan, it would have to be replaced by the purchase of foreign oil. In other words, if the U.S. takes in $30 a barrel from Japan, it will have to turn around and spend that $30 or more to re(Centinued cm page 5.) �•-A/ ' . -d •!? • f-'". S: '• . f is . s.-, i Presidents Reporl by Frank Drozok Warrants Caution F OR YEARS the United States merchant marine has under­ gone steady decline;, seemingly mired in a downward swirl, not­ withstanding strong expressions of concern and good intentions by national observers and legislators. The figures, indeed, are sobering: in 1950 the United States fleet to­ taled 1,170 merchant ships and car­ ried 42 percent of U.S. foreign commerce. Today's fleet has shrunk to 515 ships carrying merely 4.6 percent of U.S. foreign commerce. Consider the following: the United States is the world's largest trading nation, yet carries less than 5 percent of its own imports and exports on U.S.-flag ships. Amer­ ica depends on foreign shipping to transport more than 98 percent of its bulk commodities, more than 97 percent of our petroleum and other liquid cargoes and over 71 percent of general cargoes. Most troubling of all, however, is the conspicuous lack of a unified, coherent, well-planned and enforceable national maritime policyone designed to revitalize all segments of the United Stafes shipping and shipbuilding industries and one which addresses the question of cargo. Only assurances of continuous cargo, as we have underscored previously, can provide the incentive to build, maintain and operate U.S.-flag vessels. Only such assurances can keep American trading and shipping companies competitive and provide American maritime and related labor with substantial and secure jobs. The centerpiece of any truly effective U.S.-flag bulk shipping program must be a cargo policy mandating that a designated per­ centage of bulk cargo be carried on U.S. bottoms. There is more. In order to effect a strong and viable maritime industry which will revitalize our economy and secure our defense there needs a workable and realistic policy for each of the three major parts of the industry: liner, bulk and domestic trades, including the Great Lakes and inland waterways. We have spelled out in detail just such a program at our recent AFL-CIO Maritime Trades Department meeting. (See pages 19-22). Read it, talk about it at your shipboard meetings. We're going to have to work together if we are going to rebuild our industry. Together we can do it. jfS- SlU Headquarters Is Now Located In Washington Seafarers International Union 5201 Auth Way Camp Springs, Md.°20746 Phone:(301)899-0675 LOG SIU President Frank Drozak talked tough on the Caribbean Basin Initiative this month. He criticized the Reagan adminis­ tration's silence on the scope of the initiative and what would happen to American jobs if tar­ iffs on Caribbean Basin imports were abolished. "Keeping American jobs is our prime concern," Drozak said. "The SIU will not sit idly by and trade off America, American jobs and American industries to foreign countries, foreign industries and foreign workers." Though Drozak expressed concern about the duty-free for­ eign export program, he did not totally reject the plan, leaving room for constructive dialogue with administration officials. "The SIU opposes any new programs and policies until we are positive these policies wiU not put jobs in jeopardy in the Virgin Islands and Puerto Rico," Drozak said. Quote of the Month ' 7 continue to be discouraged with the administration's inability to develop alternative maritime promotional pro­ grams." Mario Biaggi, (D-N.Y.) Chairman House Merchant Marine Committee March 1963 Official PuWIcaBon of tfw Seafatais itrtamatiottal Union of North Amartcan, Altantic. Gulf, iJlaa and Inland Watars Diatrict, AFL-CfO President Joe DIGIorgio Secretary-Treasurer vice President Max Hall Assistant Editor New York Mike Sacco Wee Pre^dent Leon Hall Vice President George McCartney Wee President Washington New York Bourdius Joe Sacco vice President Ed Turner Executive Wee President Mike Hall Associate Editor Marietta Hommonpour Associate Editor istant Editor Washington Vol. 45. No.3 Executive BoanI Frank Drozak Angus "Red" Campbell Charles Svenson Editor Labor officials speculate the plan could allow 27 nations in the Caribbean Basin to undercut commodity prices of the pri­ mary products exported to the U.S. from the two U.S. terri­ tories. Flourishing tuna, rum, and sugar industries could be dev^ astated by the initiative, Drozak said. Unemployment is already near 20 percent on the Virgin Islands and 22.8 percent in Puerto Rico, U.S. Department of Labor sta­ tistics show, and could jump even higher, Drozak warned. "As we see it, there are no effective safeguards for U.S. in­ dustries in the Virgin Islands and Puerto Rico," Drozak said. Noting consequences of sim­ ilar "one way tradie zone" pol­ icies he added, "Ji^aica is in­ cluded as a 'tax haven' for tourism, debilitating the tourism industry in Puerto Rico and the Virgin Islands." Lynnetta Marshall Assistant Editor Washington Dsborah Graano Edltorlal/AdmlnlstreOlve Asslstartt Don Rotan Assistant Editor San Francisco The LOG (ISSN 0160-204 's published monthly by Seafarers Internationa! Union, Atlantic, Gulf, Lakes and Inland nR7c H T Waters - - - District AFL-CIO. 5201 Auth Way, Camp Sprinos, Md. 20748, Tel. 8990675. Second-class M S G. Prince Georpes, M&. &7«M9M and at addWonal Md 28746 '^DSTMASTER: Send address changes to the LOG, 5201 Auth Way, Camp Springs, �Would Be A "Devastating Blow" to U.S. Jobs. Economy, Defense: CDS Paybacks Slammed by Union and Industry _ If subsidy-built U.S tankers are allowed to pay back those subsidies and then ply their trade along Jones Act reserved do­ mestic routes, the nation's do­ mestic tanker fleet would be dealt a "devastating blow," the SIU told a House subcommittee earlier this month. The hearings, in front of the House Merchant Marine Sub­ committee, were the result of a proposed Department of Trans­ portation (DOT) rule which would allow such paybacks. Now, if a tanker is built with Construction Differential Sub­ sidy (CDS), that ship is limited to foreign trade. Domestic or Jones Act trade is reserved for non-subsidized U.S. vessels. The trade CDS-tanker oper­ ators are eyeing is the lucrative Alaskan oil trade. As several witnesses testified, one of the main reasons behind CDS op­ erators' support of the new rule has been the decline in inter­ national tanker traffic and the large, more than 100,000 dwt, vessels need cargo so their oil company owners won't suffer losses. "Certainly steps must be taken to preserve the CDS-built U.S. tanker fleet. But the aim should be to promote the viable and profitable operation of these vessels in the international com­ merce, not to promote the fur­ ther deterioration of the current domestic fleet," SIU Legisla­ tive Director Frank Pecquex told the subcommittee. Even the DOT's chief witness agreed that the proposal would "harm" the nation's domestic tanker fleet. Charles Swinbum, DOT's deputy assistant secretary for policy and program develop­ ment, claimed the new rule would benefit the federal treasury (by some $200 million plus interest on CDS), would promote more efficient operation in the do­ mestic trades and would in­ crease competition and reduce freight rates. "For an expressed motive that must be considered beneath the national dignity, to recoup a sunk investment in subsidies claimed to reach $200 million, it is proposed to smash this functional market mechanism where recent private investment exceeds $4 billion," said Mi­ chael Klebanoff, president of the American Maritime Asso­ ciation and Ogden Marine Co. Pecquex and others pointed out that for decades maritime « ^ J ^ law deliberately separated for­ eign and domestic trade. Do­ mestic trade was not subsidized and foreign trade was. Shipping companies based their business decisions on those facts. Swinburn claimed that if the CDS vessels were allowed in the trade and the domestic ships were laid up because of it, it was all part of a normal market place, the strong survive. Estimates by both pro and con witnesses concluded some 15 CDS tankers might enter the domestic trade market. Because inost of the subsidy tankers are Very Large Crude Carriers (VLCC), they could replace dozens of the smaller tankers now engaged in the oil trade. If that happens opportunities for sea-going jobs would decline tremendously. "As much as four million deadweight tons of shipping could enter the domestic tradeis through this proposal. This ad­ ditional tonnage would be added on top of the current domestic fleet of 10 million deadweight tons, over which a million tons is already in surplus. Such se­ vere overtonnage would un­ doubtedly cause the additional lay-up of several ships, involv­ ing an extensive loss of jobs for American seamen," Pecquex testified. In addition to the negative impact on jobs and shipping companies, the military stands to lose too, witnesses said. ''Especially hard hit would be the smaller tankers," Pecquex said,". . . the military has ex­ pressed a need for these small tankers, particularly the clean product tankers which are vi­ tally necessary in military sup­ port operations. Should they be bumped out of the domestic trades and unable to find em­ ployment elsewhere, the fate of these vessels would be in ques­ tion. If they are scrapped, mil­ itary support capabilities would ultimately suffer." A ^ly •!_. ^ — A. J ^ <14-«^ V fc .i r [i; ,' • r-. t '• ,1 Senate Approves Antitrust Immunity Bill for Shippers The Shipping Act of 1983, granting far-reaching immunity from antitrust regulations for maritime shipping operators en­ gaged in international com­ merce, breezed through the Senate this month by a 64-33 margin. SIU, Crowley Meet to Plan Joint Training, Safety Programs Senior marine operations officials of Crowley Maritime met at PIney Point, Md. with Seafarers Union officials and educators from the Seafarers Harry Lundeberg School of Seamanship earlier this month to review training and safety programs which were developed jointly by the Union and Crowley. Seated from left are SHLSS Dean of Vocational Education John Mason; Randy Collar and Don McLean from Crowley Maritime's California Division; SHLSS Vi(» President Frank Mongelli; SIU Vice President for Inland Waterways Mike Sacco, and SIU Safety Director Bob Vahey. The bill, S.47, considered by some to be one of the more important pieces of maritime legislation before the 98th Con­ gress, is expected to be intro­ duced in the House. A similar bill last year received majority support in the House but died in the lame duck Senate because of a filibuster threat. Making the act law would restate a 1916 provision which protected U.S. carriers from antitrust suits. The aim of the World War I piece of legislation was to help rejuvenate a sagging maritime industry. Proponents of the bill, sup­ ported by the Reagan adminis­ tration, argued antitrust laws weaken U.S. competitiveness by denying cost-cutting options long enjoyed by foreign shipping lines. Making the act law also would unlock the industry from layers of court revisions which sup­ porters claimed had eroded the original intent of the 1916 law, principally forbidding operators from joining in rate-setting in­ ternational cartels. The bill seeks to allow ship­ pers, manufacturers and freight forwarders conducting interna­ tional trade to enter into agree­ ments with each other and with ship operators and strips away the regulatory power of the Fed­ eral Maritime Commission. Senator Rudy Boschwitz (DMinn.) tacked on one amend­ ment that could harm the U.S.flag merchant fleet. It would nullify the U.S.-flag cargo pref­ erence for President Reagan's "blended credit," "payment in kind" and foreign saJes new credit package. Critics of the bill, spear­ headed by Howard M. Metzenbaum (D-Ohio), charged, too, the bill would be costly for the nation, giving shipping compa­ nies carte blanche to increase rates by as much as 20 percent. Metzenbaum, who at last year's congressional debate stymied the bill with a filibuster, stopped short of blocking the bill again. Saying that would be a "vain act," the senator of­ fered instead 20 amendments soundly defeated in a debate that stretched into two weeks on the Senate floor. March 1983/LOG/3 :i5'» . mmmmmm I' �(T 5- 'J' 'Vi'.i il iff k -• Your Jobs Are on the Line: tr ®J • Write Your The SIU may not have the resources to hire a fancy, highpowered public relations firm to take the Alaskan oil case to Congress. But it does have a resource our opponents don't— you, your family and friends. While Union officers and lob­ byists work in Washington, you and your family are responsible for working at home. You can do this right now by taking just a few minutes to write to your two U.S. Senators and your representative, urging them to support banning the export of Alaskan oil. When a large number of let­ ters, phone calls and even visits to the legislators' district offices begin, legislators do pay atten­ tion. Writing a letter to your sen­ ators or representative is an easy task. It counts more if it's writ­ ten well. Here are some guide­ lines that will help you. If you don't know the names of your senators or representa­ tives, look up the Board of Elec­ tions in your phone book. It will be listed under your city or county government. They will tell you. Address your letter and en­ velope properly: I'iv Honorable ^ House of Representatives Washington, D.C. 20515 Dear Congressman —^—! Honorable ^ United States Senate Washington, D.C. 20510 Dear Senator • Keep your letters brief and to the point. • State your reason for writ­ ing. Explain how this legislation will affect you and your family. » • For ideas, use the list of reasons below. But use your own words. If everybody uses the same standard phrases, let­ ters will look like form letters and have little impact. • Don't be argumentative and no name-calling. It will only interfere with the point you are trying to make. • If you have met your leg­ islator or have a connection, other than as a voter, draw at­ tention to that. • Be sure to ask your legis­ lators to write you back. Ask them to state their position. • Do not threaten to vote against them if they don't agree. • Sign your name clearly at the end of the letter and include your address. • Once you have written a good letter you can send the same letter to your senator and representative. But make sure you change the address and greeting. • Get your family members to write letters. We need as many letters as possible to helpmake our point. Read the sample letter below. But remember to use your own words. Remember to use your own words and that there are several othier reasons why Alaskan oil should not be exported. Read the accompanying story or check the following list of other rea­ sons. • Pressure on Japan to mean­ ingfully reduce barriers to U.S. manufactured and agricultural exports would be significantly reduced. Japanese attempts to reduce the trade deficit by pur­ chasing Alaskan oil could back- M • .•t -f. Here's a Sample Letter Dear Congressman Smith: I am writing you with regard to legislation recently Introduced in the House of Bepresentatlves which wo\ild continue to ban the export of Alaskan oil. HJl. 1197. It Is vital not only to the maritime Industry hut to the nation as a whole. As a merchant seaman and member of the Seafarers Intemational Union, I support this legislation because it mairftfl no 861186 for America to sell oil to the Japanese and then be forced to purchase foreign oil for our Strategic Petroleum Reserve and domestic needs. Unemployment In the maritime Industry would Increase and I could find myself out of a job. I ask you to support this legislation and would appreciate knowing your position. Sincerely, 4/LOG/March 1983 fire and create additional pro­ tectionist sentiment in the Congress. Ajpierica's overall balance of trade would worsen since the purchase of foreign oil with American dollars would offset the gain realized by the Japa­ nese purchase of Alaskan oil but additional dollars would be spent on foreign shipping crews. • Even if provided for by con­ tract, terminating oil exports during a crisis would severely damage our relationship with the Japanese. • America's national security would be weakened since the Department of Defense would have significantly fewer tankers to call upon in times of war. • America's energy security would be threatened: the oil distribution system (tankers and pipelines) would be devastated and unavailable in time of na­ tional emergency. • Any increase in government revenues from the windfall prof­ its tax would be offset by potenti^d financial losses on gov­ ernment guaranteed loans of much greater amounts. • Consumers will not benefit: the price of Alaskan oil is tied to the delivered price of OPEC and Mexican crude so that re­ finers pay the same price re­ gardless of any transportation savings. Moreover, the price of gasoline at the pump will prob­ ably increase since the major Alaskan producers are also the chief retail discounters. Congress Schedules Hearings In April on Boggs Cargo Bill Congressional hearings have pears that a companion Senate been set for late April on the bill will be introduced in late Boggs Bill, the legislation which March. Today 98 percent of Ameri­ would guarantee that 20 percent of the nation's bulk cargo would ca's bulk cargo is carried on be carried on American ships foreign ships. by 1990. The bill, H.R. 1242, was in­ troduced in early February by Rep. Lindy Boggs (D-La.) and has received substantial support One of the keys to the new from all segments of the mari­ Bulk Bill introduced by Rep. time industry. During the past Lindy Boggs (D-La.) is the man­ few weeks 10 more represen­ date for a 15 percent reduction tatives have signed on as co- in the costs of ship construction sponsors of the bill, bringing the and operation. total to 55. Can it be done? This is how The main points of the bill Mrs. Boggs and her supporters, require that 5 percent of the including SIU President Frank country's bulk exports and im­ Drozak, say it can be achieved. ports be carried on U.S.-flag ships in 1984, and then increase Construction that share by 1 percent each Innovations and increased year until the 20 percent figure is reached in 1990. But it is also productivity, such as series con­ tied to a provision which calls struction of 10 ships of a single for a 15 percent reduction in the design at one shipyard would costs of constructing and oper­ reduce costs. A stable workload would allow shipbuilders to ating the ships. SIU lobbyists and field rep­ dedicate specific equipment, resentatives have begun their workforce and management to efforts to persuade congres­ a single task, bulk ship con­ sional members to support the struction. maritime legislation. Also it ap­ (Continued on page 8.) Can the Costs Be trimmed? �New York Port Council Supports SlU Programs Representatives from the fed­ eral government, the state of New York, and organized labor attended a legislative meeting of the New York Maritime Port Council held earlier this month at the World Trade Center in New York City. Nearly 100 people braved an early morning storm to establish a strong grassroots base capable of dealing with the problems facing the maritime industry, the Labor Movement, the Northeast Corridor and the na­ tional economy. The meeting offered different unions and state organizations a chance to set an agenda for the upcoming year. Legislation was discussed. SIU Headquar­ ters Representative Jack Caffey, for example, talked about the Competitive Shipping and Shipbuilchng Act of 1983. Rep­ resentatives from the State AFLCIO made a strenuous plea for stimulating commerce and in­ dustry in New York state and the Northeast Corridor through a comprehensive trade policy. State and municipal employees pledged support for maritime unions and talked about the need for inRtilling a sense of solidarity between private and public sec­ tor workers. Two local congressmen, Ste­ phen Solarz and Major Owens, both Democrats, were on hand to listen to the discussion. Both criticized the Reagan adminis­ tration for its approach to the maritime industry and the econ­ omy in general. Ray Dennison, legislative di­ rector of the AFL-CIO, told Caffey that AFL-CIO President Lane Kirkland would do all he could to see that Congress passes the Competitive Shipping and Shipbuilding Act of 1983. Den­ nison also talked at length about the failure of the president's economic policies, which has led to 12 million Americans being unemployed. "Twelve million Americans are out of work, and the admin­ istration has come up, with a jobs exporting prograni," Den­ nison told the audience. He was referring to the president's Car­ ibbean Basin Initiative which was narrowly defeated last year, and which the president plans to reintroduce. "The potential damage to American workers in terms of lost jobs and reduced tax revenues is tremendous." Paul Drozak: In Memoriam Paul Drozak was a young man when he died six years ago this month at the age of 50. But Paul Drozak had al­ ready made unique contribu­ tions to the SIU, the maritime Labor Movement, and Amer­ ica's towing industry. He played a key role in the SIU's early successes in or­ ganizing inland Boatmen in the Gulf and Western Rivers of America. Then, as SIU Vice President in charge of the Lakes and Inland Waters, he helped build the SIU into the largest union in the coun­ try representing tug and towboatmen. It was probably his own lack of education that made Paul Drozak believe so deeply in the need for education. He helped to build the nation's first entry training program for Boatmen at the Seafarers Harry Lundeberg School of Seamanship. And he worked tirelessly to expand this pro­ American Flag Ships Win (Continued from page 1.) If there had been no govern­ ment participation at every step of the complex deal, there would have been no sale of the flour. Rep. Walter B. Jones (D-N.C.) and chairman of the House Mer­ chant Marine and Fisheries Committee wrote in a letter to Agriculture Secretary John H. Block. Jones said he understood the secretary's responsibility to the Alaska Oil Fight Gains New Support (Continued from p^e 1.) place the ofl for domestic con­ sumption and the SPR. In addition to the balance of payments problems, shipping American oil to Japan, then buying foreign oil for the coun­ try's commercial stocks and SPR would force an even larger de­ pendence on foreign oil. Despite the fact petroleum consumption has fallen since the first oil em­ bargo, figures show that the U.S. currently imports a larger share of its oil now than it did prior to 1973. "Export of secure and avail­ able domestic oil reserves will surely undermine and destroy credibility in the public's mind for the Strategic Petroleum Re­ serve and further exploration and development of oil on the gram into the most complete curriculum in the nation for Boatmen—^from deckhand to Captain, First Class PQot and Chief Engineer. It is fitting that one of the vocational training buildings at SHLSS is dedicated to the memory of this special man. outer Cdntinental Shelf," Dro­ invested in a complex Alaskan oil system involving tankers, zak said. Some supporters of the ex­ pipelines and refineries. In the port to Japan claim that it will maritime sector alone, export of help trade problems the U.S. Alaskan oil would mean the layhas with the Asian country. But ing-up or scrapping of 50 U.S.there is no guarantee that Japan flag tankers and the loss of more will open its trade doors to any than 10,000jobs related directly or indirectly to maritime trans­ other American product. "In reality," Drozak said, "it portation of Alaskan oil. "At a time when America will relieve pressure on Japan must have a dramatic expansion to open its markets to U.S. manufactured and agricultural of job opportunities, this jobproducts which we truly wish destroying outflow of our vital oil resources is unthinkable," to export." Because the oil is earmarked Drozak said. Hearings on the issue will for domestic use, the Jones Act requires that every barrel be begin in several weeks before shipped on American vessels. If the Foreign Affairs subcommit­ the oil is exported it is highly tee of the House Economic and likely it would be carried on Trade committee. Introduction of a companion Senate bill is foreign-flag ships. "Billions of dollars have been expected soon. agriculture community and the need to expand U.S. exports. But he added, "You simply can­ not ignore other equally impor­ tant policies." SIU President Frank Drozak, in letters to Block, Secretary of Transportation Elizabeth Dole and Special Trade Representa­ tive William Brock, explained why the cost would not jump if American ships were used. Because the bagged flour can be carried by liner companies which operate within interna­ tional rate-making conferences, the costs would be "equal for both U.S. and foreign-flag 'ships," he said. Cargo preference "will not in any way increase the cost of the transaction," he added. • He also pointed out, in a letter to Dole, the various economic benefits to the U.S. if 50 percent pf the flour was shipped on American bottoms. Liner vessels will make about 25 voyages of 60 days, and bulk carriers will carry the remainder in 11 60-day trips. These voy­ ages will create some 1,080jobs. He also pointed out that some 71 percent of every dollar of income to U.S.-flag carriers re­ mains within the U.S. economy. In addition the federal govern­ ment will receive approximately $5.4 million in taxes. March 1983/LOG/5 1J �5-. '' '' 1' • ' ' In its montWy series of interviews and reports, "PRO­ FILES" will highlight key government officials instru­ mental in shaping national and maritime policy. ' ,' - fl: Congressman Don Bonker Congressman Gene Snyder G D 'f, ON BONKER (D-Wash.) is an active supporter of the U.S. merchant marine and has compiled an impressive maritime voting record. As a senior member of the House Foreign Affairs Commit­ tee, Congressman Bonker has worked to promote U.S. ex­ ports as a means of economic recovery both in Washington state and nationwide. Recently, addressing the Maritime Trades Department's Winter Executive Board Meeting in Bal Harbour, Florida, Bonker said "the United States must reorient its ap­ proach to trade. Trade equals American ships and American ships equal American jobs—the only formula for economic re­ covery in the international trade sphere." No stranger to sea duty, Bon­ ker served in the Coast Guard for four years and participated in the Coast Guard Reserves for five years. Elected to the 94th Congress in 1974 he sits on the following Committees: Foreign Afifairs Committee—Chairman of its Subcommittee on Inter­ national Economic Policy and Trade; Merchant Marine and Fisheries Committee; House Select Committee on Aging; and House Export Task Force. On Jan. 31, 1983 Congress­ man Bonker introduced legis­ lation to repeal the "Third Prov­ iso" of the Jones Act, H.R. 1076. "As currently worded, the third proviso would permit a combination of Canadian rail and foreign vessels to divert U.S. to Alaska domestic waterborne travel from Puget Sound to Canadian ports thereby jeop­ ardizing hundreds of millions of dollars of investment in Jones Act equipment and thousands of U.S. jobs. Since it threatens vital domestic commerce—the third proviso must be re­ pealed." Another major legislative in­ itiative of Bonker's, which the SIU wholeheartedly supports, is revision of the Export Ad­ ministration Act. Congressmsm Bonker's changes are "aimed at clarifying and reducing export sanctions for national security or foreign policy purposes and better define the respective en­ forcement roles of the Come/LCXa/March 1983 ENE SNYDER (R-Ky.), Ranking Minority Member of the important Public Works and Transportation Committee was the author of the Snyder Amendment to the Port Devel­ opment legislation of the last Congress (97th). This amend­ ment would have reserved 40 percent of the U.S. dry bulk trade for U.S.-crewed and U.S.built vessels. Congressman Don Bonker merce Department and U.S. Customs Service." Bonker is also pushing for greater lending authority for the Export-Import Bank "which is not a budget outlay and creates hundreds of thousfinds of jobs for Americans. Increased ExIm lending authority will target relief and long-term growth to our hard-hit manufacturing core, where unemployment is most severe. All we need to move our products and get people back to work is competitive financ­ ing." The SIU will work hand-inhand with Congressman Don Bonker to open up foreign ex­ port markets and develop a strong international trade policy where U.S. commerce is carried on American-built flag ships, erewed by American seafarers. ii In an interview last year. Congressman Snyder explained his philosophy on the American merchant marine. "I have al­ ways been a strong supporter of our merchant fleet. I happen to think a strong merchant ma­ rine is needed for the well-being of our country. It is certainly essential to the defense of this country. Every other nation in the world has cargo preference by some nsune or other. We need an opportunity to compete against those nations in a fair and just manner. Without cargo you cannot have a viable U.S.flag fleet." In this present Congress, Snyder is one of the original cosponsors of the Competitive Shipping and Shipbuilding Act of 1983, H.R. 1242. This legis­ lation extends bilateral concepts to all bulk commodities. Elected to the House of Rep­ resentatives in the 88th Con­ gress in November of 1962, Congressman Snyder repre­ sented the third district of Ken­ tucky. He was elected to the 90th Congress from the fourth Congressman Gene Snyder district of Kentucky in Novem­ ber of 1966 and has been re­ elected to each succeeding Con­ gress. He serves as ranking minority member of the Public Works and Transportation Committee and sits on the Mer­ chant Marine and Fisheries Committee. Snyder also ranks 70th in seniority in the full House of Representatives. Rep. Snyder is not only a strong advocate of the maritime industry, but he is also con­ cerned about the entire Labor Movement. During the 97th Congress, he cosponsored H.R. 5020, a bill restricting the amount of foreign components which may be installed in the propul­ sion systems of U.S.-flag ves­ sels. He was ^so instrumental in re-flagging the SS Oceanic Independence allowing the ves­ sel to operate in the U.S. do­ mestic trade and providing hundreds of seafaring and sup­ port industry jobs. Congressional Quarterly, a Washington-based publication which reviews and analyzes leg­ islation, has described Con­ gressman Snyder as "a man who is smart and tough with the reputation of being a dangerous man to cross." Jack Anderson, a nationally syndicated colum­ nist, rates Snyder as "one of the 12 most effective members of the House of Representa­ tives." The SIU looks forward to continuing its long, hard-work­ ing relationship with Congress­ man Gene Snyder. �Vice Presidents' Report r,- Great Lakes & Western Rivers, by V.P. Mike Sacco Gulf Coast, by VP. Joe Sacco I N THE PORT of New Orleans we recrewed the Ogden Hudson (Ogden Marine), a chemical car­ rier. In layup for about two months, the ship is now on a time charter to one of the major oil companies. She'll operate between the Gulf and the East Coast. SIU New Orleans Port Agent Gerry Brown is progressing so rap­ idly that he may even be present I at the annual St. Patrick's Day festivities. After a rip-roaring parade in the Irish Channel nei^bOrhood, many of the marchers wind up at the New Orleans Union Hall for some food, music and green beer. As SIU New Orleans Rep. Lou Guarino said, "it's one wild Irish time." Here in the port of Houston, contract negotiations are continuing with Sabine whose agreement expires at the end of March. Also, we crewed up a newly acquired American Bulk ship, the Commanche, which carries an unlicensed crew of 17. The tanker is heading for the Dominican Republic and then will be returning to Houston. From the port of Jacksonville we're happy to report that the recent membership meeting drew an attendance of 65. That's probably the largest attendance there on record. Also, out of Jacksonville we are negotiating a contract with the Tampa Bay Pilots Launch Operators Association and with Marine Contracting and Towing in South Carolina. PoKticaUy in that port, the SIU has endorsed the mayor, Jake Godbbld,^m his bid for reelection. Out of the port of Mobile we expect next month to be crewii^ the fourth in a series of brand new integrated tug-barges being built by SlU-contracted Apex. She'U be called the Baltimore. Her previously crewed sister ships were the Jacksonville, Groton and New York. I 'M HAPPY TO REPORT that there was an overwhelming rat­ ification of the Heartland Trans­ portation river boat contract. The three-year contract for these 11 boats was a very good one. We made major gains in wages and for the first time the SIU Boatmen at Heartland have a guaranteed dayfor-day work rule. This will take place in the third year of the con­ tract and it means that they wiU have one day on and one day off. Further, the contract was rati­ fied at SlU-contracted Moore's Landing which is the fleeting operation for Heartland. Our historic river paddlewheelers, the Mississippi Queen and the Delta Queen have resumed their cruises on the Mississippi River. They are working in the lower river right now but they will start working their way up river as the weather gets warmer. We have several hundred members on these two boats which are SIU top to bottom. Also on the rivers I want to report that the Orgulf contracts will soon be on the boats. Up on the Great Lakes, the mild weather is permitting an early fitout. The following ships will be fitting out anywhere between the middle and end of March and have already begun taking on part of their crews: Medusa Challenger (Cement Transit); Crapo and Paul Townsend (both Huron Cement); American Republic, St. Clair and Indiana Harbor (all American Steamship Co.). The latter comply has also tentatively scheduled seven more ships for fitout in April. Concerning our inland equipment on the Lakes, SlU-contracted Luedtke Engineeriiig Co. has been awarded a dredging and harbor improvement job in Lorain, Ohio. The company has also been declared the low bidder on a pipeline job in Sheboygan, Wis. Finally, Great Lakes Dredge and Dock will be fitting out shortly to begin river and harbor work in Cleveland, Ohio. ci- •fj; •• - East Coast, by V.P. Leon Hall 'HE SEAFARERS Pension Plan contains various types of options including the relatively new "base-wage related" pension. The Administrator of the Sea­ farers Pension, Welfare and Va­ cation Plans, Carolyn Gentile, is visiting some of the ports to explain the Pension Plan to the members. Last month she and I attended the membership meeting in Philadel­ phia and this month we went to the ones in Baltimore and hJorfolk. mi. Out of the port of Norfolk we have word that the final proposals on the C. G. Willis contract have been sent out to the members. The ballots must be back by April 1. The contract expired Feb. 16 and Of course the new contract will be retroactive. Also in Norfolk, we crewed the Overseas Harriette (Mantune Overseas) on Feb. 18. She had been laid up for about three weeks. Up north, out of the port of Gloucester, we have word that the dredge Long Island (Henry DuBois' Sons) is in for repairs in South Boston for two or three weeks with the crew still abo^ her. Concerning our SIU fishermen in Gloucester, Union Rep. Leo Sabato reports that they are in a "hit and run" situation fighting the storms. "Whenthe weatherbreakswerunoutforone,two, sometimes three days." At this time of the year the catch is mainly ground fish—cod, smaU and large haddock, red fish, poUock and gray sole. There are also scallops and some shrimp, although the latter is very scarce. In fact, fishing in general is scarce and it's a very haM struggle. This is especially so since the prices for fish keep fluctuating because of the lower price of fish that comes down from Canada. Fishing vessels are subsidized in Canada, and Sabato feels that the import duties in this country are not high enough. ,C W«st Coast, by V.P. George McCartney I 'M SORRY TO have to report that William W. Jordan, a for­ mer president of the Marine Firemen's Union, passed away on March 1. Jordan was a heck of a labor leader and he'll be sorely missed. He retired as the Marine Firemen's president in 1969. He was also a vice president of the SIUNA. From here in the port of San Francisco we have news that the SlU-contracted Lurline (Matson) was caught in a storm between Honolulu and this port. The storm was so bad—almost like a typhoon—that some containers were thrown overboard and others were badly damaged. The storm was part of the terrible weather that has been hitting California lately. Also, out of the port of San Francisco we crewed the Panama (Sea-Land) and the Jade Phoenix (Titan Navigation). The crew of the latter was flown to Korea for the ship's maiden voyage as a converted LNG tanker. She will be heading for Portland, Ore. to pick up grain for Egypt. In the port of Seattle we crewed up the Overseas Boston (Mantune Overseas) which had been laid up for two weeks. She'll be on the Alaska to Panama oil run. We also crewed up ihe Philadelphia (Sea-Land) which was laid up for over three weeks. She will be on the Seattle to Alaska run. In Portland, Ore. where the SlU-contracted t///ramar (Apex) has been laid up for two weeks, we have learned that she will continue in lay-up for another 30 days. We're waiting for the election to be set on the fish processmg ship Golden Alaska which we are trying to organize. Also, SlU-contracted American President Lines has been rerouting its ships from the Pacific Northwest trade to the California trade. March 1983/LOG/7 zf �'. , I!--./, 1. i: ;-, -^ • ,^-•^1™ .*. t'(' •'! - ».= V. Aging Collier Capsizes Off Virginia Coast : Only 3 Are Saved Marine Electric Is Lost at Sea; 3 i-- vr;"'* . |1 " li East Coast as "The Blizzard of '83." As soon as the ship left pro­ tected waters and entered the sea, the storm-stirred ocean be­ gan sending large waves over the ship's bow, spewing across the forward hatch covers. Those hatch covers are a pos­ sible key to the fate of the Ma­ rine Electric. Initial testimony from the three survivors cen^ tered around their concerns about the seaworthiness and watertightness of the covers. But testimony from others dis­ puted their claims. In addition, the ship had a 3-inch gash in her bow which had been temporar­ ily repaired with a cement patch following an earlier voyage, wit­ nesses testified. The storm intensified that night. The wind picked up to 50 knots and the 15-foot waves continued to break over the bow. Capt. Phillip Corl ordered the Marine Electric slowed from 12 to 8 knots. "We were taking a beating. The captain came up and told us to slow down," AB Paul G. Dewey, 28, of Granby, Conn, said. Dewey and the other survi­ vors, Chief Mate Robert M. Cusick, 59, of Scituate, Mass. and Third Mate Eugene S. Kelly, 31, of Norwell, Mass, said that before the ship capsized they could feel she was "heavy at the head." Most of the crew were asleep and the slowed ship seemed to be riding a bit easier. By mid­ night the officers and crew on the bridge noticed the ship was - ; r,j¥4^ m Today the Marine Electric lies upside down, 122 feet under the Atlantic Ocean. The former 605foot NMU-manned collier is in two sections now, her cargo of coal spread across the seabed 30 miles off Ghincoteague, Va. Thirty-one sailors are dead. There are only three survivors of the Feb. 12 capsizing and sinking. Those are the easily estab­ lished facts of this latest mari­ time tragedy. But the tough questions—^the whys—remain. Why did the 39-year-old ship, "jumboized" 19 years ago, go down in stormy but survivable seas? Why was her scheduled drydock and certification in­ spection delayed? Why weren't written crew complaints alleg­ ing serious safety problems acted on promptly? Those questions won't be an­ swered for several months until the U.S. Coast Guard and the National Transportation Safety Board release separate reports on the mishap. But the story of the Marine Electric's final hours, pieced to­ gether from testimony and newspaper interviews of the three survivors, is a story of horror and courage that touches every man and woman who sail the deep sea ships of the U.S. merchant marine. It was cold and rainy in Nor­ folk when the last of almost 25,000 tons of coal was loaded into the ship's five holds and the Marine Electric was ready to sail north to New England. She was heading into the teeth of a storm later dubbed on the CAN THE COSTS BE TRIMMED? (Continued from page 4.) Series construction would al­ low the costs of engineering and equipment to be spread over 10 ships as opposed to the normal one or two. Materials and equip­ ment account for some 50 to 60 percent of construction costs. By constructing a series of ships, large discounts from suppliers would become available. Standard designs and com­ mon components reduce the construction time and attendant costs. are two keys to reducing oper­ ating costs, Mrs. Boggs said. She added that representatives in maritime labor have pledged realistic vessel manning scales, along with providing the highly skilled personnel needed for the new and more technologically advanced ships. She added that some maritime unions have promised joint con­ tracts for each new ship built under the program. Three com­ plete crews would rotate be­ tween two ships, which would Operations increase productivity and re­ Higher skills and productivity. duce costs. OOMHlCtty growing even heavier forward, but the strong winds and heavy seas prevented anyone from checking the forward holds, some 400 feet from the bridge. Cusick was asleep when the captain woke him around 3 a.m. "I believe we are in trouble," he said the captain told him. At about the same time the Coast Guard reported its first contact from the Marine Elec­ tric. "The report we had was that she was taking water over the bow and going down by the bow," said Chief Warrant Of­ fice^ Larry Gray of the Ghin­ coteague Coast Guard Station. At about the same time Kelly was awakened by a crewmember, told to put on a lifejacket and report to the bridge. He said when he arrived he could see the first two hatches were covered by five to six feet of water. The three men said the prep­ arations to abandon the ship were running smoothly and there was no panic as men readied lifeboats and rafts. Finally at 4 a.m. Capt. Corl ordered the engines stopped and the ship abandoned. The Coast Guard was notified. The Marine Electric was listing slightly to starboard. But the hours of pounding finally took its toll. As the crew were making their way to the lifeboats, suddenly and unex­ pectedly the Marine Electric rolled over. "I just watched the ocean level climb up and grab me," Kelly remembered. Cusick was making his way to the lifeboat. "The next thing I knew it was like the sound of water going out of the tub. I kept swimming, swimming until I reached a railing," he said. Hanging on to an oar, Cusick said he floated in the stormy sea for about an hour. He said all around he could see the strobe lights on the life jackets bobbing up and down in the heavy seas. People were calling for help. The winds were blowing and the water was cold. Cusick floated by an empty raft and was able to make his way into it. "It was freezing cold. Seas came over and tried to wash me under. I thrashed around to keep circulation ... (he called) life­ boat here, lifeboat here," but no one answered. After about a half-hour in the water, Kelly found a lifering with five others hanging on to it. "Tliefe was a lot of praying, a lot of talking back and forth," he recalled. But the freezing water and biting wind took their tolls. One by one the others slipped away, no longer able to hang on to the ring. He said finally there was only one other with him, the ship's radio operator. "He said, .'I'm cold. I'm cold,' and was stiffening up," Kelly said. Shortly after daylight a helicopter spotted the lifering. "I turned to Sparks to tell him the (rescue) basket was here. But he wasn't there." The rescue efforts only found the three men alive. The Coast Guard recovered 24 bodies and the others were believed tr^ped in the ship when she went down. The question of why the Ma­ rine Electric went down may or may not be thoroughly an­ swered. But according to some she shouldn't have. "They don't sink every day in 15-foot seas. Fifteen-foot seas up north this time of year are normal. Fishermen fish in 15foot seas . . . It's rough, it's nasty but it's normal," Coast Guard Lt. J. F. Boyd said, Robert Cusick has a question too. "Why was I saved, and so many other men, younger men with children were lost? Why was it that I was picked to be saved?" 8/LOG/March 1983 iss 5-^ . �• i-. ,; • -., ,."•• ••" „ -,, A' I'\" I 111 in I I Seafarers International Union of North America, AFL-CIO •' The new session of Congress is barely two months old, and supporters of the maritime industry have taken A1 Haig's advice to heart. They have "hit the ground running." They learned the hard way that to do otherwise is to court disaster. During the 1980 election, President (then candidate) Reagan promised to "revital­ ize" the American-flag merchant marine. In retrospect, his promises read like a bad joke. The Reagan administration has what is possibly the worst maritime record ever. Important subsidies have been cut back or eliminated. American-flag operators have been encouraged to build their vessels in foreign-flag shipyards. Jobs have been lost. Lindy Boggs Congresswoman Lindy Boggs (D-La.) is one of a growing number of congres­ sional leaders who understands the sever­ -.114 ity of the problems facing the Americani' 440 flag merchant marine. She has reintro­ duced the Competitive Shipping and Ship­ OG;s •IIKI' bm- building Revit^ization Act, H.R. 1242, which was overlooked during last year's nt>ri ill-conceived lame duck session. Fifty-five congressmen have volun­ teered to co-sponsor the legislation, which would require that five percent of all U.S. imports and exports be shipped on U.S.flag vessels by 1984. (The 5 percent figure would be increased by oiie percent a year until 20 percent of all bulk imports and exports are carried on American-flag ves­ sels.) LJ • • Frank Drozak Frank Drozak, president of the Seafar­ ers International Union, has joined Lane Kiridand and other labor leaders in speak­ ing out against the administration's plan to export American jobs under the guise of the Caribbean Basin Initiative. He has also taken a forceful stand gainst the administration's decision not to renew the Export Administration Act, which bans the export of Alaskan oil. The latter issue is of extreme importance to American seamen. American security is at stake, and so are 40 tankers and 1,500 seagoing jobs. Once again, it's jobs and job security that are on the line. Daniel iBonye Senator Daniel Inouye (D-Hawaii) is remarkable. The new session of Congress is barely two months old, and this strong believer in a viable U.S. maritime policy has already introduced four msyor pieces of maritime legislation: S. 125, vduch would revive the Construction Differential Sub­ sidy Program; S. 188, which would further the development of a strong merchant marine by requiring that certain mail of the United States be carried on vessels of U.S. registry; S. 205, which would extend the jurisdiction of the Shipping Act of 1916; and S. 206, which would increase the role of the Secretary of Transportation March 1983 Legislative, Administrative and Regulatory Happenings in administering Section 901 of the Mer­ chant Marine Act of 1936. Maritime Decline: Jobs The American Shipbuilding Company has closed its shipyard in Toledo, Ohio. At its peak, the Toledo yard employed more than 350 workers. Officials at the company blamed the depressed state of the national economy for the closing. Yet the closing must be seen as being part of a larger trend. In 1960 there were more than 200 bulk car­ riers on the Great Lakes. Now there are only 100, and half of them are laid up for lack of cargo. The deterioration of the American mar­ itime industry has accelerated during the past two years. The American-flag mer­ chant marine has lost 22 ships since 1981. (It now has 509 vessels, 200 fewer than the amount lost during World War II.) During the past two years five commercial shipyards have closed. This trend has had tangible results for American seamen, which can be felt when­ ever a member bids for a job. U.S. ship­ board jobs have declined by almost 3,000 during the past two years, to 19,942. A bigger job decline has occurred in the shipbuilding industry. In 1981 there were 27,525 jobs. Today there are 16,000. It took a Republican congressman. Rep. Gene Snyder of Kentucky, to find the words to put the Reagan administration's maritime record in perspective. After pol­ itely listening to Admiral Shear, head of the Maritime Administration, testify about the administration's decision to put a cap on Tide XI funding. Rep. Snyder replied, "/ have a hard time understanding your testimony on this. The administration's position is like being between the dog and the fireplug." Strategic Petroleum Reserve While welcomed, falling oil prices have had one undesirable effect. Reagan offi­ cials are using the momentary glut in the world's oil market as an excuse not to fill the Strategic Petroleum Reserve at the rate mandated by law. Last year. Congress passed a law which told the president to fill the Strategic Petroleum Reserve at a rate of 220,000 barrels of oil a day (300,000 if the president decides that it is in the national interest to do so). This year's budget proposals contain enough money to fill the SPR at a rate of 140,000 barrels a day. So much for Reagan's respect for congressional man­ dates. Reaction to the proposals has been swift and negative. The New York Times ran an editorial calling the Reagan administration "penny-wise and pound foolish." We agree. Now is the time to take advantage of falling oil prices to fill the Strategic Petro­ leum Reserve, not later. At the monthly membership meeting in New York, Frank Drozak, president of the SIU, told our members that, "The problems facing the American-flag mer­ chant marine are substantial. It is nearly impossible to find solutions to them when you have to spend half your time making sure that the people in charge of formu­ lating policy don't evade the law." ._ •• S . t'l •^:i Strategic Materials The British government has established a strategic stockpile to ensure supphes of critical metals and minerals for important industries in case war breaks out. According to private sources, the Brit­ ish government decided to go ahead with the stockpile because of its experience with the Falkland Islands dispute. The stockpiling of strategic materials is part of a comprehensive British defense program that gets the most out of monies allotted to the defense budget. The British understand that the pro­ curement of advanced technology is only part of an overall defense effort. There is no use in spending money on advanced technology if you don't have the sealift capability to transport that technology to combat zones, the oil to fuel your vessels, or the strategic minerals necessary to run £ui efficient national defense machine. !,>, A'» Passeiigsr Vessel Industry Two bills have been introduced in Con­ gress that would seriously impede the revival of the American-flag passenger vessel industry just as it is beginning to take hold. Rep. Baltasar Corrada (D-P.R.> has in­ troduced H.R. 89, which would allow the operation of foreign-flag vessels between U.S. ports and Puerto Rico, either directly or by way of foreign ports. Rep. Duncan Hunter (R-Calif.) has introduced similar though more extensive legislation. Hunt­ er's bill, H.R. 1130, would permit the carriage of passengers between ports smd places in the United States by foreign vessels if the voyages of such vessels do not directly compete with U.S.-flag ves­ sels. The PL-480 program came under attack earlier this year when the Department of Agriculture tried to exclude the sale of flour to Egypt from its provisions. The flour had been given to the mill operators as part of the government's overall farm subsidy program. The Agricultural De­ partment aigued unsuccessfully that PL480 did not ^ply because there was no direct cash subsidy. After much pressure from the SIU, President Reagan issued an executive or­ der forcing the Agriculture Department to live up to the provisions of the PL-480 program. Elizabeth Dole, secretary of the Department of Transportation, was instniment£d in persuading President Reagan to adopt the stance. March 19&3/LOG/9 i I «•. I fs ii, . :Ti �. -—'^',.ri r •-_' -• ;r^ ^ :.'«U a P'r 1;^: Si ' ' Inspections, Safety and Seamen's Rights Some Sections of New Code Draw Drozak s Fire I Peter Friedman, Counsel Senate Subcommittee on Mer­ chant Marine and Coast^Guard m-' •-. h ••:v" »K' •! 1.^ w ;- • pv J i r't I 'i^ ••• ,»r The U.S. Senate Is working a bill that is designed to update Title 46 of the U.S. Code. That part of the federal law basically covers safety regulations, In­ spection requirements and sail­ ors' rights and protections on the oceans, Great Lakes and in­ land waters. Some sections of the code are more than 100 years old, and others overlap and con­ tradict. Dear Mr. Friedman: Seafarers International Union of North America, AFL-CIO (SlU) is a labor organization which counts among its members thousands of unlicensed Seamen who work aboard U.S.-flag merchant ves­ sels, plying the oceans, Great l-akes and inland waters. In the interest of marine safety and existing rights of its members, SlU submits these those who operate and inspect ves­ comments pertaining to S. 46,98th sels. Such approach was adopted Congress, first session (Jan. 26, in 8. 46, at subchapter 4, Section 1983), which euphemistically has 3403, with respect to minimum been referred to as a recodification standards for the design, construc­ of Title 46 of the U.S. Code. tion and operation of tank vessels We have reviewed S. 46 in light and should be applied with respect of the intent of the sponsors of the to all other inspected vessels. bill and its drafter, the United States Proposed Section 3209, which Coast Guard, to recodify Title 46 is being substituted for existing without creating substantive Sections 435, 660a and 660b, changes prejudicial to those who are affected by the regulatory substantively changes the re­ quirement for periodic interim in­ framework provided by the statutes spections between the biennial in­ contained in existing Title 46 and spections required for most ves­ without broadening existing regu­ sels. Section 435 requires frequent latory authority. It is based on the and regular inspections of vessels aforementioned supposition that we to ensure their continued safety to bring to your attention the following proposed statutory provisions which, persons aboard. Sections 660a and if enacted, will seriously undermine 660b require monthly inspections marine safety and prejudice the .to ensure that crew accommoda­ tions aboard vessels are sanitary existing rights of SlU members contrary to the avowed intent. and have all plumbing and appli­ Proposed Section 3206 relating ances in proper repair. The require­ to the scope and standards of ves­ ments for these regular and fre­ sel inspections and proposed Sec­ quent inspections are eliminated tion 3207 relating to Regulations by virtue of their lack of inclusion promulgated pursuant to Section in S. 46. 3206 and other proposed statutes Proposed Section 3214(b) simi­ contained in Chapter 3 of S. 46 larly decreased measures of safety incorporate provisions of no less existing under present law. Pur­ than 34 statutes contained in ex­ suant to existing Section 435 a isting Title 46. Unlike the proposed vessel which fails to comply with statutes, existing statutes provide applicable statutory and regulatory minimum standards and specifi­ standards for vessel safety, or cations for the substance and pro­ otherwise is unsafe, shall have its cedures pertaining to vessel in­ certificate of inspection revoked until spections. The proposed statutes deficiencies are corrected. The are generalized and materially proposed statute undesirably leaves broaden the scope of the regulatory the decision to revoke a non-com­ discretion of the Coast Guard to plying vessel's certificate to the deem a vessel fit or unfit for service. regulator who may revoke such We are opposed to the elimina­ certificate only "if necessary." No tion of specific standards and cri­ criteria or guidelines are set forth teria which presently exist by stat­ to indicate when revocation is "nec­ ute t>ecau^ theinspection process essary." We suggest that the "if Is a vital and critical element of necessary" phrase be replaced by safety to our members. The in­ the existing standard, to wit, if the spection process is far too impor­ vessel is unsafe for any reason. tant to leave to a regulator's dis­ Proposed Section 3216(a) re­ cretion without the existence of a quires, inter alia, that unlicensed standard against which minimal crewmembers, documented mer­ safety can be measured. We sug­ gest that to correct the substantive chant marines, assist in the ex­ changes which will be wrought by amination or inspection of a vessel on which they are serving and point Sections 3206 and 3207 an addi­ tional section setting forth existing out defects and imperfections known minimum standards be included to to them in matters sul^ect to reg­ act as a statutory floor to guide ulation and inspection. They are s •. 10/LOG/March 1983 I? While the SlU supports the updating effort, the Union has kept a constant watch on the process to make sure your rights and safety are not endangered. Foliowing is a letter from SlU President Frank Drozak to the Senate Subcommittee on the Merchant Marine. It outlines sev­ eral objections and problems the Union has with certain portions of legislation S-46. further required to make known to officials designated to enforce this law at the earliest opportunity, all accidents or occurrences produc­ ing serious injury to the vessel, its equipment, or persons thereon. The basis for this statute is existing Section 234 which, however, is not as sweeping as that proposed. In effect it is a substantial substantive change and exposes documented merchant mariners who have no supervisory authority-to substantial regulatory discipline as well as li­ ability. This provision, if at all war­ ranted, should be applicable to li­ censed personnel who are in effect the supervisors of all personnel aboard the vessel. As presently statutorily provided in the course of inspections documented govern­ ment officials^ can request all per­ sonnel to assist and at that time inquire of those seamen assisting them any and all information rela­ tive to the vessel's accidents or injuries to personnel. This pro­ posal, in part, shifts the responsi­ bility of the government inspector to urilicensed seamen who have little authority aboard a vessel. Proposed Section 3402(4) gives the Secretary authority to regulate "duties" of the crews of tank ves­ sels. This provision is an unwar­ ranted expansion of regulatory au­ thority. The statute should be limited to ensure that the regulator does not usurp the collective bargaining process with respect to work as­ signments performed by unli­ censed crewmembers. Proposed Section 5101 requires only that marine casualties result­ ing in loss of life be reported to the Coast Guard. The decision whether other marine casualties must be reported is left to the discretion of the regulator. In order to properly police marine safety, all marine casualties must be reported as re­ quired by existing Section 239. In describing the rights of parties of interest in proposed Section 5203, the statute places holders of mer­ chant mariners' documents sepa­ rate and apart from owners, mas­ ters and licensed officers. The present statute providing for hear­ . . :_x ings and who are parties in interest has been judicially determined and the federal courts have concluded that unlicensed seamen are "par­ ties in interest" with full rights to participate at such hearings. This is a sharp revision of substantive law and is unacceptable. The pro­ posal should be corrected by plac­ ing the phrase "each holder of a merchant mariners document" im­ mediately after "licensed officer" to indicate that all of the aforemen­ tioned persons have equal stand­ ing with respect to their rights to participate in investigation of ma­ rine casualties. Section 6215(a) as proposed, would grant expressed statutory authority for the Coast Guard to establish new ratings in all depart­ ments by regulation. Under present law no such authority exists. By reason of the fact that creation of new ratings will impact upon work­ ing conditions if not wages which are subjects of collective bargain­ ing, more definitive information is required as to what new ratings are proposed, the standards uti­ lized, whether they will cross de­ partments and the like, before as­ sent is had to this provision. In other words, further dialogue is necessary. Proposed Section 7101(c) states that a Coast Guard designated manning scale set forth in a ves­ sel's certificate of inspection "may be appealed to the Secretary under prescribed regulations." The stat­ ute does not identify the person who may appeal to the Secretary. Pursuant to existing law. Section 222, "any person aggrieved" niay file such appeal. This provision should be retained. Proposed Section 8102(a) states that the Secretary shall designate "officials" to act as ohipping com­ missioners. The titles of such offi­ cials are not identified and appar­ ently are not limited to officials who may act as shipping commission­ ers under existing law, i.e., persons with knowledge of statutes enacted for the protection and relief of sea­ men. Proposed Section 8104, which grants the Secretary authority to promulgate regulations to carry out provisions of Chapter VIII of S. 46 is superfluous in light of the grant of authority set forth in proposed Section 1002. Proposed Section 8203, drasti­ cally changes existing Section 713 concerning the provisions to which seamen are entitled. A specified scale of provisions is replaced by a more generally designated diet. (Continued on next page.) �y.Z'J.7 .'„'kT-.w Sections of New Code Draw Fire: (Continued from page 10.) In view of the fact that no particular foods are specified we object to the condition of Section 8203(a) that the statutory diet be provided only "where available." A vessel owner or operator should not be excused from providing the daily statutory minimum since provisions necessary to meet the statutory minimum should always be avail­ able. Proposed Section 8305(b) sets forth the penalties if seamen report to a vessel tardily. Unlike existing Section 576, the proposed statute does not state that a tardy seaman shall be excused from such penalty if a log entry of his tardiness is not made on the same day that he was due to report. Proposed Section 8502 limits the time for making a complaint of unseaworthiness based upon unfit water or provisions to a period before the vessel leaves the har­ bor. Existing Section 662 provides that such complaints of unseawor­ thiness may be made at any time. The existing provision should be retained. SlU objects to the proposed re­ peal of some existing statutes, as set forth in the Table of Statutes repealed at proposed Sectiori 11002. Specifically, SlU believes that safety standards and criteria as set forth in existing laws such as Section 390e, 467, 477, 478, 479, 480, 482, 493, 494 and 495 are necessary to marine safety. The permanency of safety meas­ ures, as declared by statutory pro­ vision, is desirable in view of the changing philosophies of regula­ tors of marine safety who coma and go with successive administra­ tions. SlU also objects to the repeal of existing statutes which grant rights concerning protection and relief of seamen or which penalize govern­ mental officials and others who do not lawfully perform their duties in the interests of marine safety and seamen's welfare. Such statutes include existing Sections 403,491, 495, 572, 573, 603, 604, 605,6601. 660a, 709 and 711. Since the intent of the drafters and sponsors of S. 46 is to refrain from making substantive changes prejudicial to existing rights, we suggest that a statute in S. 46 be included to set forth such intent, as was included in predecessor bill S. 2660. Section 11001(a) of that bill stated; "(a) The legislative purr pose in enacting this Act is to restate, without substantive change, the laws repealed by this Act on its effective date. Laws effective dfter March 1, 1982, that are iricorisislent with this Act are considered as superseding it to the extent of the inconsistency." Notwithstanding the intent to re­ frain from making substantive changes, SlU is fully cognizant that some substantive changes will be wrought by 8. 46. For instance, it is the intent of the framers of 8. 46 to remove from the book archaic laws inappropriate to our modern merchant marine. Consequently, SlU does not object to repeal of existing laws such as those which require that seamen be provided with one woolen suit of clothing and be given a ration of limes on a weekly basis. However, SlU does object to the inclusion in the pro­ posed recodification of statutes such as proposed Section 8701, which sets forth offenses and penalties pertaining to seamen aboard ship. The penalties are not commensur­ ate with the offenses, in accord­ ance with our modern concepts of justice, and in some respects are proposals for cruel and inhuman punishment inconsistent with our Twentieth Century system of jus­ tice. For instance, subsection 5 of proposed Section 8701 states as follows: "(5) for continued willful disobedience to lawful com­ mand or continued willful ne­ glect of duty at sea, by being, at the discretion of the master, placed in irons, on bread and water, with full rations every 5th day, until such disobedi­ ence shall cease, and upon arrival in port by forfeiture, for every 24 hours' continuance of such disobedience or ne­ glect, of not more than 12 days' pay, or by imprisonment for not more than 3 months, at the discretion of the court;" Proposed Section 8701 must be amended and modernized. And seamen who are accused of crimes at sea must be notified of their constitutional rights at the time the government's agent, the master of the vessel, charges or detains a seaman for conduct which consti­ tutes a crime. We are appreciative of this op­ portunity to present our views and comments concerning S. 46. We have worked in a spirit of cooper­ ation with the drafters of the bill to ensure that the rights and interests of our members will not be abro­ gated as a result of the proposed recodification of Title 46. It is our intent to continue to work in a similar vein with this committee. My staff and I will be hafSpy to meet with members of the committee or their staff in order to achieve pas­ sage of a recodification which is not prejudicial to our membership. Frank Drozak President _ , REFRIGERATION IT PAYS TO BE ABLE TO KEEP THINGS COOL If you know'how to keep things cool, you'll always be needed aboard ships that carry refrigerated containers. So take the Refrigeration Systems Maintenance ami Operations Course 0imig atSHLSS. Simmmiiii i«jj This course starts May 16 When you finish your class, you get a certificate of completion from SHLSS — your ticket to JOB SECURITY. flUlMWIimUilMiSS'' mmawu JWIHI'SS* ;;v;';r;/, r.i; lift'--,:? liV.'r'- To enroll, fill out the application in tljis issue of the Log or I iMPi? contact your SIU Field iirnSiilS'lrx Representative w\ for details. it'< Legal Aid In the event that any SIU members have legal problems In the various ports, a list of attorneys whom they can consult Is being published. Ttie member need not choose the recom­ mended attorneys and this list Is In­ tended only for Informational pur­ poses: NEW YORK, NEW YORK Schulman & Abarbanel 358 Fifth Avenue New York, New York 10001 Tele. # (212) 279-9200 BALTIMORE, MO. Kaplan, Heyman, Greenberg, Engelman & Belgrad Sun Life Building Charles & Redwood Streets Baltimore, Md. 21201 Tele. # (301) 539-6967 CHICAGO, ILL. Katz & Friedman 7 South Dearborn Street Chicago, III. 60603 Tele. # (312)263-6330 DETROIT, MICH. Victor G. Hanson 19268 Grand River Avenue Detroit, Mich. 48822 Tele. # (313) 532-1220 GLOUCESTER, MASS. Orlando & White 1 Western Avenue Gloucester, Mass. 01930 Tele. # (617) 283-8100 HOUSTON, TEXAS Archer, Peterson and Waldner 1801 Main St. (at Jefferson) Suite 510 Houston, Texas 77002 Tele. # (713) 659-4455 & Tele. # (813) 879-9842 LOS ANGELES, CALIF. Fogel, Rothschild, Feldman & Ostrov 5900 Wilshire Boulevard, Suite 2600 Los Angeles, Calif. 90036 Tele. # (213) 937-6250 WILMINGTON, CAUF. Fogel, Rothschild, Feldman & Ostrov 239 South Avalon Wilmington,-Calif. 90744 Tele. # (213) 834-2546 MOBILE. ALA. Simon & Wood 1010 Van Antwerp Building Mobile, Ala. 36602 Tele. # (205) 433-4904 NEW ORLEANS. LA. Barker, Boudreaux, Lamy, Gardner & Foley 1400 Richards Building 837 Gravier Street New Orleans, La. 70112 Tele. # (504) 586-9395 PHILADELPHIA. PA. Kirschner, Walters, Willig, Weinberg & Dempsey Suite 110 1429 Walnut Street Philadelphia, Pa. 19102 Tele. # (215) 569-8900 ST. LOUIS. MO. Gruentwrg, Sounders & Levine Suite 905—Chemical Building 721 Olive Street St. Lxjuis, Missouri 63101 Tele. # (314) 231-7440 SAN FRANCISCO, CAUF. John Paul Jennings Henning, Walsh & Ritchie 100 Bush Street, Suite 440 San Francisco, Calif. 94104 Tele. # (415) 981-4400 SEATTLE, WASH. Davies, Roberts, Reid, Anderson & Wacker 100 West Harrison Plaza Seattle, Wash. 98119 Tele. # (206) 285-3610 TAMPA, FLA. Hamilton & Douglas, P. A. 2620 West Kennedy Boulevard Tampa. Florida 33609 Tele. # (613) 879-9642 March 1983/LOG/II -;M �Inland Naurs Aboard Dixie Renegade in Cameron, La. SlU Rep Bob Vahey (r.) gabs with (I. to r.) Pilot Gerry Willlams, Capt. Dennis Bourg and Tankermen Tom Callahan and Ron Thomas in deckhouse of the tug Dixie Renegade (Dixie Carriers) dockside in Cameron, La. Deckhands on the Deck of the Harry Brindel 2 Pilots and a Captain on the Dixie Courage Dixie Courage Capt. Percy Primeaux poses with (I. to r.) Piiots Mike Lordos and Don Everett. Ori the Dixie Volunteer Y Dixie Courage Tanker Here's Dixie Courage Tankerman A. J. Taylor. On the deck of the tug Harry Brindei (Heartland Transportation) in the port of New Orleans (I. to r.) Deckhands Mike Mealy, Steve Scufari and Matt Mallon place ballots to elect a Contract Negotiating Committee this month. Crowiey Launch^ 'Heaviest Barge' Ofxie Carriers Chief Biasts RR Bid •Y'' I:ff Archie L. Wilson, head of Dixie Carriers based in the port of New Orleans, late last month in Houston rapped a proposed bill by U.S. Sen. Robert Packwood (R-Ore.) which would let railroads operate barge lines. "It makes us suspicious to hear proponents of rail entry into barging ask for the changes of the present restraints which simply say that rail ownership of a barge line is permitted except where ownership may 'exclude, prevent or reduce competition,' " Wil­ son charged. y.' . UP 12/LOG/March 1983 k Tankermen Clyde King and Scott Hart on Dixie Voiunteer. Crowley Marine launched its "heaviest barge" last month, the second of two to come from the FMC Corp. in Portland, Ore. The 400-by-105 foot barge costs $5-million and hauls 3,000ton modules from the West Coast to Alaska's North Slope. �• .^yMS!' •: National Mission Crew Poses Crew of \!ne National^ission (National Marine Co.) gather 'round for their picture. (I. to r.) Adell Gauthler, tankerman; Lee McNamara, tankerman; Keith Gladdlsa, pilot; Bill Greer, captain; and Teddy Carlisle, tankerman. On the National Enterprise Here's someone taking a side look at the burnt-out towboat National Enterprise (National Marine Service) which caught fire amidship In the lavatories Saturday morning Jan. 8 at Westwego, La. near the port of New Orleans. None of the crew onboard of Gapt. Ed Henleben, Pilot Norm East, Tankerman Fred Payne and Cook Billy Stubblefleld was injured fighting the blaze. Lakes' Predging Starts Up T : •! \j Luedtke Engineering Co. has been awarded a year-long pipeline project contract in j^boygan, Wis. Woilc is expected to begin in late April. Dunbar and SullivaU Dredging Co. has begun a fitout pf tugs and dredge^^^!!?^^ in early March on a dredging project in Huron, Ohio. SfU Rep Bob Hall (I.) goes over a new pension formula with Chief Engineer Frank Stanley of the towboat National Energy. NationalMarine's Kent Shedran (I.) fills out fire report on the National Enterprise. At right is Pilot Norm East. National Navigator The I»eter Kiewits Sons' Co. will complete a lake outfall pipeline at Lake^dod, Ohio. It is expected to be completed in about three months. Sabine Contract Talks Begin Contract negotiations at the Sabine Towing and Transportation Co. of Port Arthur, Texas began early this month. The contract expires on Mar. 31. jmi. Heartland Contract Ratified The new contract for Boatmen of the Heartland Transportation Co. of the port of St. Louis late last month was unanimously accepted and ratified by the membership rank-and-file. National Marine Service has expanded its shipyard repair facilities in this port by adding a No. 7 3,200-ton lift drydock measuring 200 feet by 95 feet with a span of 85 feet, The yard now handles line haul towboats up to 10,(p hp, miniships, offshore barges (tank, deck and dry cargo) dnll ngs, dredges and ferryboats. National Marine also owns and operates the Grafton and Hartford Shipyard flanking Lock and Dam 26 in Alton, 111. C. G. Wiiiis Contract Talks Continue Contract renewal negotiations at the C. G. Willis Co. in the port of Norfolk were stiU going on at the beginning of this month. The three-year agreement ended at the end of February. National Enterprise Capt. Ed Hen­ leben on the deck of the towboat National Energy on Jan. 9 shows a piece of his luggage he saved from the fire. Emmet Glllett, tankerman on the National Nawgafor (National Ma­ rine Co.), checks the tanks on the barge at the dock in New Orleans. Support Your Blood Bank It's a Life saver March 1983/LOG/13 3 �,' On the� Energy"Aita1r'· �:: In the Port of New Orleans Inland� PensionersIll I 11 I I 11 111111 -� Eugene row docheS, :Texas Grov�Texas. Wood­ Moore, so, the Union in joined Port ArthUr, Texas in 1963 sailing as a captain for. Sabine Towing from1946 to 1982. Brother Moore was bom �n Naoog­ and is • rttSk:tent of •,-,.,, ;]. Stanf8Y S. Brat:. tcowafd, 59, joined the Union in the port of Batthnore rn1957 sailing as a chief en­ gineer for the Chartes H. Harper Associ­ ates from 1946 to 1964 and for Curtis Bay Towingtrom1964to1982. Brother Bratkowskl was born in Baltimore and is a resident there. · ijjjji m IE!lllH Iii · ·.·. · Clifford Leroy. Hannall; · 6��joined the UniOn lfl the port of NeW, Orte.ans .. . "" ·. . .. in 1970 sailing as a tug 6perator, . tankerman ··and -09Ptain.··for ·Dixie car­ riers from 1956 to 1982. Brother Han­ nah was born in Pensacola, Fla. and is a resident of Laurel, Miss. . . ... . · ·.· . · Michael Joseph Lipari, 59, joined the Union in the port of New York in 1960 sailing as a deckhand, mate and bridge .motonna" for the Penn-Central Railroad from 1952 to 1982. Brother c1ty. N.J. uPafi ·was borntn �ersev Michael Wanca, 65; jOlned the ·Union in the port of New York In 1960 sailing as a deckhand for the Penn-Central Railroad from 1936 to 1982. Brother Wanca was born in Jer$0y City, N.J. from 1942 to 1982. Brother Ciesielski was born n Baltimore ..and is a.resident :r< of Punta Gorda, Fla. Robert Francis McKnight, 65, joined the Union in the port of Philadelphia in 1972 sailing as a deckhand for /OT from 1970 to 1982. Brother McKnight sailed deep sea for the SIU from 1966 19, 1970. He was bomin Pennsylvania ind la a resident of Phil�. Pensioner Allen Dale Bridgeman, 64, died of cancer in the Pungo District Hospital, Belhaven, N .C; on Nov. 20, 1982. Brother Bridgeman joined the Union in the port of Philadelphia in 1968 sailing as a tankerman and cap­ tain for�OT and Sonat Marine. He was born in North Carolina and was a resident of Belhaven. Interment was in the Odd Fellows Cemetecy, Bel­ haven. Surviving are his widow,· Vir­ ginia; a daughter, Lorita and a brother, Colin. heart attack on amval at the Chesa­ peal(e (Va.) General Hospital on Nov. 7, 1982. Brother Lewis joined the Union in the port of Norfolk in 1969 sailing as a captain for, ?11fotfolk Towing in 1956. He also worked in the Colonna Shipyard, Norfolk. Boatman Lewis was born in North Carolina and was a resident of Chesapeake. Interment was in the Chesapeake Gardens Cem­ etery. Surviving are his widow, Mary; two sons, Alton Jr. and Steven and his mother, Eva of Bath, N.C. Albert Earl Hart, 55, died of cancer in the Slidell (La.) Hospital on Sept. 26, 1982. Brother Hart joined the Union in the port of New Orleans in 1966 sailing as a tankerman, mate and pilot aboard the tug Dixie Mqurauder(Dixie Carriers) from l!W) le> tm and for the company from. 1953 to 1977. He was a f0nner aieoober of the Masters, Mates afid. Pilots. . Union (MM&PU). Boatman Hart was a veteran of the U.S. Army in World War II. A native of Poplarville, Miss., he was a resident of Pearl River, La. Burial was in the Bethlehem Cemetecy, Hickory, La. Surviving are his widow, Lola Belle; sister, Mrs. James (Suphronia) Gar­ retson of Pearl River and a son-in-law, Neil Joliff. Eugene H. Maul Sr., 51, died of a heart attack in Metropolitan Hospital, Philadelphia on Sept. 9, 1982. Brother Maui joined the Union in the port of Philadelphia in .1967 � as a chief engineer, diver and deckhand for the Curtis Bay Towing Co. and the Del­ a:ware River Lighterage Co. in 1963. He a�tended a Pilots Class in 1978 at the Seafarers Harry Lundeberg School of Seamanship (SHLSS) Piney Point, Md. Boatman Maui was a former member of Local 107 International Brotherhood of Teamsters Union. Maui was a veteran of the U.S. Army during the Korean War. B.orn in Philadelphia, he was a resident there. Interment was in the Cathedral Cemetecy, Philadel­ phia. Surviving are his widow, Anna Mae; two sons, Eugene Jr. and Mi­ chael and a daughter, Mary Ann Harper Associates • Alton Earl Lewis Sr., 46, died of a 1.� I LOG I March 1983 · Elmer E. McCoy, 62, joined the Union in the port of St. Louis, Mo. in 1969 sailing as a chief steward for the In­ land Tug Co. Brother McCoy .. was born in Kent�. and. is a resident. of Portsmouth, Ohio.· wt?<>8 AB Jerry .. L8rsoo •. (r.) of the· new to t Mt:Y 'Energy Altair (E�gy Tran$p9t1)t$Jk$'\jith $ltJ. Rep Bob flaff';f\iiJl:l!'.galley of the ocean tug-· barge at the port of New Orleans. · : '"' · Chester Leonard Ciesielski, 62, joined the Union in the port of Baltimore in 1956 sailing as a chief en­ gineer for Charles H. , Starting to cook dinner is Gookie Joe Conlin in the very $pltcious galley of the MIV Energy Altair. ·· · . AB-Tankerman Ron Dailey (r.) and Reefer Technician Steve Doran are standing by at the pumping station of the Energy Altair's barge carrying anhydrous ammonia. �At Radcliff Materials Houma Yard With a background of dredged-up shells at Radcliff Materials Houma (La.) Yard stand (I. to r.) Roy Trosclair, Shop Steward Tom Aston, Crane Operator Dave Trosclair, Oiler Ronald Mabire and SlU Rep Bob Vahey. In the Galley Of the Tug Swan Radcliff Crews at Work Welders Odell Chestang (I.) and Donny Weaver aboard the dredge iiPelican show their Union books to SlU Rep Bob Hall. Dredge Albatross r-iz'' •J • i?* Welders Al West (I.) and James West on the dredg§ Pelican (Rad­ cliff Materials) at Houma, La. to make refurbishing repairs. DH Brian Leieune in tug Swan (RaddifO galley. • '» ' On the crewboat coming back from the dredge Mallard (Radcliff Ma­ terials) are Chute Operator Harris Stacey (I.) and Leverman Elvin Stacey. Near Morgan City on the dredge Albatross (R^clltf) are DH Carl g^ell (L) and Cook Bob Odom. Union Meeting on the Mailard Taking a coffee break on the dredge Pelican (I. to r.) are Capt. Alvert Villon, Leverman Stan Guidry, Welder Carlton Amos and Engineer Elvin Veillon. I: :t ! I' V' • ^ f Engineer James Nouwpod (r.) of the dredge Mdtod and (I. to r.) Oiler James Colbert and Relief Capt. Orrle Odom take part in a Union meeting aboard their boat. Aboard the dredge Mallard are (I. to r.) Deckhand Daniel Eubank and Chute Operators James Tumberville and Hybard Dees. March 1983/LOG/IS �•'f' "A'ii, "W -2Port of Philadelphia SIU Inland Members At Work HE PORT of vrx Philadelphia X iixicxw'ii./xsxe* . . ^ is a busy crossroad. for both foreign and domestic traffic. Here in the deep waters of the port, the boats of SONAT and Curtis Bay are busy docking T »r~B r*f iv^XVx Capt. Johnny Jones is In the wheelhouse of the Delaware (Curtis Bay Towing) In the port of Philadelphia. incoming ffeightships tains and mates, cooks and —• and — ma. . f • 1 J —^-nntr-Anvian r>nri <>nneuvering barges of commerical deckhands, tankermen and encargo. -giMcrs. Manning these boats are the Earher this month, our LOO members of the Seafarers Inter- photographer went aboard some national Union. They are cap- of these boats to get these pho­ tos of our members at work. SIU Representative Mark Trepp (1.) meets with several crewmembers of the H. a Jefferson iCurtis Bay Towing). They are (I. to r.) Capt. Eddie Bethel, Oiler Harry Chromiak Jr. and Engineer Ernie Trotter. ^ J- Taking a break from his dutlis onboard the H. C. Jefferson (Curtis Bay Towing) Is Mate Ed Hultz. ''T-'V ' . i!:-' •' f' <.;;j - mM: . ,>: • t ^ Cook Paul Zllkow Is about to pre­ pare a meal aboard the tug Dela­ k ware. The tug Lambert Point (Curtis Bay Towing) is docked in the port of Philadelphia after a hard day's work. ie/LOG/March 1983 4; , '"w-- • �'iff-' ' 7^. :; !'••<•-' ^7 • ' - '-7 ' '-y I 'i . : SlU Representative Mark Trepp joins several crewmembers onboard the Reedy Point (Curtis Bay Towing) for a cup of coffee and some good talk. Pictured in the tug's galley are (I. to r.) Mate Bill O'Neill, Cook Charlie Oski, Capl. Jake Joyce, Trepp, Deckhand John Gallagher and Engineer Paul Dukel, Standing on the deck of the Wag­ ners Point (Curtis Bay Towing) is SlU Boatman John Kahriger, deck­ hand. • A X ' • A - •' __ __ Shown aboard the Patriot (SONAT Marine) in the port of Philadelphia is a father-son team: Mate Roy Alcock (I.) and AB Tony Alcock. Deckhand Willlaiw Willlfbrd takes time out aboard the tug Delaware. The H. C. Jefferson (Curtis Bay Towing) waits for a call to guide a deep , sea vessel through the shallow waters of the port of Philadelphia. SlU Representative Mark Trepp (far right) meets with several crewmembers onboad the Lambert Point (Curtis Bay Towing). Next to him are (I. to r.) Cook Dave Appel. Capt. Bill Southard and Mate Leon Paulley. March 1983/LOG/17 �_-^j -v-T-5 •> ii f-i,, ~^.-- Ton.-.:- ^4^-j; Ik. Ogden Champion Sets New Loading Record Onboard the S.S. Ogden Champion (Ogden Marine), Feb. 14, 1983 started out as a routine day at the new Trans-Panama Pipeline terminal in Chiriqui, Panama where the SIU crew began loading 265,000 gallons of oil into the vessel's tanks. From experience they knew that this would be a 91/2 to 10 hour job. Then a crewmember casually asked his mates if there were any record time for such a loading. It was as if a silent alarm ha(i been sounded. The members looked around at one another; instinctively they knew what they wanted to accomplish. If Learning By Doing At SHLSS 'ii-;?'' • -#r: - Hands on experience is gained when scholarship students board the CL2 harbor tug and Mississippi River Susan Collins pushboat docked at tha Harry Lundeberg piers. any group could break the re­ cord, the SIU crew felt they could. The officers and crew went to work, giving it their all. And they did it! The Champion was loaded in seven hours flat, es­ tablishing a record for the fast­ est loading time of any Exxonoperated vessel. Before sailing on to Lake Charles, La. with her full load, Ogden Champion's Chiof Stew­ ard Rudy de Boissiere received a radiogram from Craig Rassinier, charter fleet coordinator for Exxon Marine, extending his "congratulations for a job well done to all officers and crew." Dispatchers Report for Deep Sea FEB. 1-28, 1983 Port Gloucester New York Philadelphia Baltimore Norfolk... Mobile New Orleans Jacksonville SanFtandsco Wilmington Seattle Puerto Rico Houston Piney Point Tntals 0 62 2 11 12 10 37 18 26 11 16 11 27 0 243 Port Gloucester... NewYork Philadelphia Baltimore Norfolk Mobile New Orleans Jacksonville San Francisco Wilmington Seattle PuertoRico Houston Piney Point Total 0 0 0 45 6 0 1 0 0 5 0 0 9 1 0 6 0 0 17 3 0 12 3 0 19 23 . 3 3 1 0 7 3 1 2 1 0 10 8 0 000 136 49 4 Seattie.. Puerto Rico SH. ^o"" If".-. t 18/LOG/March 1983 3 5 0 67 24 1 420 13 3 0 8 13 0 8 0 0 48 7 1 23 8 0 24 7 3 19 11 0 27 18 1 10 1 0 31 22 0 00 0 285 121 6 Port Gloucester NewYork.........V...:;..77 Philadelphia Baltimore. Norfolk Mobile New Orleans Jacksonville.. San Francisco Wilmington Seattle PuertoRico Houston... Piney Point Totals.... Port Gloucester NewYork Philadelphia Baltimore Norfolk... Mobile New Orleans Jacksonville San Francisco Classroom exercises give students a solid understanding of naviga­ tional mechanics. Scholarship classmates Lorenzo Diaz (I.) and Tony Roman are pictured manip­ ulating sextants to measure dis­ tances. . v .; •TOTAL REGtSTERED AIIGnwps Class A Class B Class C 71.v.. 2 15 1 3 4 1 6 4 12 4 5 4 6 0 67 0 1 . 0 ' 0 0 0 0 0 2 0 1 0 0 0 4 TOTAL SHIPPEO All Groups Class A Class B CIONC DECK OEPARTMENT 410 53 22 0 050 3 1 0 12 7 0 23 6 0 32 4 0 25 19 0 25 4 0 19 5 0 19 16 0 21 5 0 31 10 0 040 267 109 0 1 , 36t : o 1 10 9 28 22 19 7 16 5 16 0 170 ENGINE OB>AHTMEIIT 1 0 5 0 2 0 1 0 1 0 0 0 5 0 5 0 7 0 .1 0 4 0 4 0 1 0 4 0 41 0 STEWARD OEPARTMENT 0 0 0 30 17 0 3 2 0 3 2 0 6 3 0 13 5 0 19 12 0 14 5 0 10 30 0 6 7 0 14 16 0 1 3 0 10 4 0 070 129 113 0 Trip ROIIOIS ••REGI8TERE0 ON BEACH All Groups ClauA Class B Class C 1 0 0 0 0 3 0 2 1 0 0 0 3 0 10 410 0 154 55 3 7 3 1 35 15 0 18 - '24 0 23 12 0 129 ' 35 2 ; : 70 ., ! 25, , 2 . 62 18 6 52 35 5 57 37 2 19 5 0 90 57 2 000 720 331 23 0 ^ 0 ^ 0 . 0 0 4 2 0 1 0 0 0 0 0 7 2 149 6 30 20 23 94 51 48 31 52 12 59 0 677 7 45 1 5 9 11 21 19 23 17 17 6 29 0 210 1 1 0 0 0 0 0 2 § 0 1 0 3 0 11 0 0 0 0 0 6 1 0 0 0 1 0 0 0 8 0 1 0 66 33 0 2 0 0 14 1 0 17 4 1 14 3 0 51 11 0 31 21 0 35 53 4 15 8 1 15 13 1 5 2 0 30 16 0 000 295 186 7 BITRY DEPARTMENT 0 22 2 4 3 1 22 6 8 8 73 12 13 14 9 31 18 59 2 II 30 9 4 10 01 01 11 43 W7 367 0 6 0 0 0 2 2 1 22 4 9 3 1 ^ 80 o 39 5 18 7 4 41 19 26 3 « ^ I. B 17 • 0 0 Total All DopartmoMs 766 694 84 666 283 , 0 •"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. 22 0 203 19 10 0 33 3 ^0 28 2 95 7 55 3 135 68 78 12 20 0 26 0 218 71 w W 5 919 3 3 0 140 25 1.666 1,626 181 Shipping In the month of February was up from the month of January. A total of 854 lobs were shipped In February on SlU-contracted deep sea vessels. Of the 854 Jobs shipped, 591 Jobs or about 69 percent were taken by "A" seniority members. The rest were filled by "B" seniority people. There were 25 trip relief Jobs shipped. Since the trip relief program began on April 1,1982. a total of 323 lollef lobs have been shipped. ' �-:. •" • ' r ' ';.' , -N- 1 To Reagan: Keep Jobs in America MTp Forges a Broad Maritime Program of bulk cargo be carried on U.8. bottoms. For the domestic trade indus­ try we urge specific actions to close the current Jones Act loopholes, such as the third proviso, waivers with regard to Great Lakes trade and the Vir­ gin Islands exemption. Such policy would also advocate the elimination of administrative waivers of the Jones Act that permit foreign-flag vessels to National Maritime operate within the domestic trade Policy and extension of the Jones Act We envision a policy which from its current three mile^limit would outline a posture for each to the 200 mile economic zone. of the three major parts of the It is important the maritime industry: liner, bulk and do­ support programs—^the operat­ mestic trades. ing differential subsidy and the To stimulate increased liner construction differential sub­ trade we support compliance sidy—be maintained and fully with the UNCTAD Code of funded pending the implemen­ Conduct for Liner Conferences. tation of alternate programs. The liner code provides for a To ensure effective imple­ 40-40-20 cargo sharing agree­ mentation of the foregoing mar­ ment whereby 40 percent of itime policy, the Maritime Trades ocean trade between two na­ Department proposes place­ tions would be reserved for ships ment of all maritime related ad­ flying the flags of those coun­ ministrative and regulatory tries with 20 percent open to functions under one central fed­ third-flag lines. eral agency. Bilateral shipping and trade • agreements show promising po­ Inland Waterways tential and should be embodied The nearly 26,000 miles of in any national maritime policy. A truly effective national mari­ commercially navigable inland time policy must embody meas­ waterways provide the means ures which ensure compliance for a competitive mode of trans­ with existing cargo preference portation in America. In terms of employment impact, the in­ laws. Similar policies must be un­ land waterways directly provide dertaken with regard to the bulk well over 100,000 jobs both on­ carrier industry. Above all the board vessels and in shoreside centerpiece for any effective support industries. It is imperative that the inland U.S.-flag bulk shipping program must be a cargo policy mandat­ waterways be maintained and ing that a designated percentage rehabilitated as needed. Our When the AFL-CIO's Mari­ time Trades Department gath­ ered for their annual conference in Bal Harhour, Fla. last month, the problems and strengths of the maritime industry were the main topics of discussion. Following is the essential mar­ itime program forged by the MTD in its efforts to keep the American merchant marine afloat. AFL-CIO President Lane Kirkland told the Board that the Federation wlH throw its weight in the MTD's fighl to ban the export of Alaskan oil. and that he will support other serious maritime Issues. • ^ t ... House Speaker Tip O'Neill (D-Mass.) called for a strong and viable American merchant marine when he spoke at last month's annual MTD Executive Board meeting. O'Neill (I.) Is shown with MTQ President Frank Drozak and Vice President Stephen J. Leslie (r.). country cannot afford to allow outdated and deteriorating locks £uid dams go without replace­ ment and rehabilitation. It is necessary that the continuing deterioration of navigation structures on the inland water­ ways of the United States be halted, and the system be de­ veloped to its fullest potential. government must match the dedication of the Great Lakes Maritime Industry. The MTD strongly recom­ mends the development of an innovative program specifically tailored to the needs of the Great Lakes maritime region, through a collective effort between gov­ ernment and industry. '• I.'' r • • I i' Great Lakes U.S. Passenger Ships The Great Lakes region is continuing to weather the most debilitating effects of the nation­ wide recession. Presently an es­ timated 40 percent of the Great Lakes fleet is idle due to the recession. It is important to underscore the importance of reestablishing a strong U.S.-flag carrier pres­ ence on the Great Lakes/St. Lawrence Seaway. Currently only 3 percent of all cargo trans­ ported via the St. Lawrence Seaway is carried aboard U.S.flag vessels. Such a situation must not be allowed to continue. The U.S.-flag marine carrier industry has expressed its com­ mitment through the establish­ ment of the Great Lakes Cargo Marketing Corp. The federal The cruise ship industry op­ erating out of U.S. ports is one of the largest and most lucrative tourist businesses in the world. Foreign-flag vessels hold a vir­ tual monopoly in this service. Some progress has been made with the SS Constitution and the SS Independence reentering the trade. Legislation to permit a tax deduction for convention expenses on U.S.-flag vessels will certainly improve the in­ dustry's competitive position. By law, all passengers trans­ ported by water between two points in the United States must be transported on U.S.-flag ves­ sels. This law has not prevented foreign-flag operators from vi­ olating the law or seeking ex(Continued on next page.) .... March 1983/LOG/19 •;4 �" |=;>.|"^ --_• -- ||| ,i, •: • ^ »ff';f»—^ini "" f 'Ir-: r? (Continued from pi^e 19.) ecutive and administrative waivers. We urge the Congress and related federal agencies to strictly enforce the U.S. coastwise laws and deny any attempted waivers to the law that would inhibit the revitalization of the U.S.-flag passenger fleset. , iii'i • - ' ,"'i' • UiS. Fishing Industry I-- •' ''T V u i: 'C. Foreign fishing competition continues to plague the U.S. fishing industry. Solutions to the industry's ailments are available provided the federal govern­ ment is willing to play an active role in supporting American fishing interests. Congressional reaffirmation of the United States policy on highly migratory species would serve as a signal that the U.S. wUl protect U.S. fishing activity worldwide. Efforts to reduce overall operating expenses of American-flag fishing vessels through the reestablishment of government assisted fuel coop­ eratives should be speeded up. Review should be undertaken to determine the inroads into domestic markets made by im­ ported fish and fish products. Particular attention to present tariff levels and import quotas should be paid. Any revisions in trade policy should be acted upon in a timely fashion to pro­ vide necessary safeguards to this important industry. - i il S Dredging It is iniperative for the United States to develop a private sec­ tor dredging capability to meet the challenges of our domestic and overseas marine needs. It is time for the federal gov­ ernment to share in this effort. In the domestic market, the fed­ eral government should system­ atically increase the utilization of the private sector while con­ currently effecting a reduction in the size and role of the federal dredge fleet. With respect to the overseas market, American financed mil­ itary dredging assignments should be reserved exclusively for American dredging contrac­ tors and U.S. citizens. Shipbuilding At a time when strict attention to balancing the budget is fore­ most in the minds of voters and politicians, proposals and ^guments for and against in­ creased military spending and increased domestic spending have flared. But the issue is a mute one for shipbuilding. The shipbuilding industry is an "irreplaceable pillar" upon which the U.S. national defense is dependent. With Navy ship­ building limited to a few yards, this industry in time of war pro­ vides shoreside workers and fa­ cilities and in times of peace domestic economic growfli. But the layoffs of shipyard 'fl AFL-CIO Maritime Trades Sets Plans to Rebuild America's Merchant Marine A broad legislative program aimed at restoring the health of the American merchant fleet was given fresh impetus by the Ex­ ecutive Board of the AFL-CIO Maritime Trades Department at its winter meeting late last month. More than 200 representa­ tives of MTD affiliates approved 45 statements encompassing economic and special policies as well as maritime issues. The board also received reports from the department's officers: Pres­ ident Frank Drozak, Vice Pres­ ident Stephen J. Leslie and Ex­ ecutive Secretary-Treasurer Jean Ingrao. The centerpiece of the MTD program is the proposed Com­ petitive Shipping & Shipbuild­ ing Act introduced by Rep. Lindy Boggs (D-La.) and cosponsored by 45 House members. This measure would require that a fair share of the bulk cargoes in U.S. foreign trade be carried by American-flag ships, starting at 5 percent of such cargoes in 1984 and gradually employees, declining by 15 per­ cent between January 1981 and July 1982, and workers from the myriad of shipbuilding support industries hurts the U.S. econ­ omy and national security. The MTD Executive Board recommends the industry, as a vital tmd indispensible key to the strength of the nation should become a permanent element of strategic and economic planning from this point forward. To this end, the Board calls for the passage in Congress this year of the Competitive Shipping and Shipbuilding Act. increasing to at least 20 percent by 1999. The MTD said passage of the bill would create a demand for construction of 158 new bulkcargo vessels in American ship­ yards over the next 15 years. "This would have a positive impact not only on shipyards, but also on this nation's basic industries such as mining, steel and manufacturing," the state­ ment stressed. It estimated that the measure would result in the direct crea­ tion of about 13,000jobs in ship­ yards and aboard ship while preserving some 200,000 addi­ tional jobs in maritime-related industries. The bill would thus generate new federal and state tax revenues and would also help reduce the U.S. balance of payments deficit. The statement also cited the legislation's importance to na­ tional security in building up a bulk-carrier fleet capable of serving as a military auxiliary in time of national emergency. tries, at no cost to the U.S. Treasury or the taxpayer. It will generate new federal and state tax revenues by put­ ting people and factories back to work. It will also improve the country's balance of payments; deficit by reducing the. amount of money paid out for foreignflag services. The MTD calls upon the ad­ The two-day meeting of the MTD board was punctuated with sharp criticism of the Reagan administration's policies by nearly every speaker. Drozak charged that "Reaganomics is not working" and is "killing the American maritime industry." He condemned Rea­ gan's action in eliminating fiinds for construction differential subsidies while encouraging op­ erators to continue ship con­ struction aboard. AFL-CIO President Lane Kirkland assailed the adminis­ tration for again proposing to sell Alaskan oil to Japan, "vi­ olating the solemn commitment to secure the benefits of the Alaska Pipeline for the exclu­ sive use of the American peo­ ple." Kirkland also charged that the administration's refusal to sup­ port "a measure of justice" in cargo allocation through bilat­ eral agreements with other na­ tions "is a serious injury to American interests." He said ministration and the Congress to support this vital piece of legislation. Alaskan OU Export 'A substantial portion of the U.S. talUcer fleet is engaged in the Alaskan oU trade. If Alaskan oU were exported, American tankers would undoubtedly lose the trade to foreign-flag takers. The Boggs BUI „ Rep. Dan Rostenkowski (D-lll.), Chairman of the House Ways and Means Committee, addresses the annual MTD Executive Board Con­ ference. The Competitive Shipping and Shipbuilding Act of 1983, the Boggs BUI, proposes revitaliz­ ing the merchant marine and shipbuUding sectors of our economy. By requiring 5 percent of all bulk cargo shipments in the for­ eign trade of the United States be carried on U.S.-flag vessels from 1984, and increasing by 1 percent per year, a 20 percent level is reached by the Boggs Bill requirements. The bill would also create the demand for a minimum of 158 new ships and some 200,000 jobs in related maritime indus­ the MTD's efforts to win cor­ rective action "will be high on the list of legislative priorities of the AFL-CIO and the entire labor movement." House Speaker Thomas P. O'Neill Jr., a long-time friend of the SIU, denounced the ad­ ministration for two years of policies that have brought "the strongest economy in the world to the point where soup kitchens are running out of food and hundreds of thousands of Amer­ icans are living in cars and shanty towns." O'Neill outlined a program to begin putting the jobless back to work, bring down interest rates, encourage industrial in­ vestment, and establish fairness in foreign trade. "We will balance the budget when we have full employ­ ment," the Speaker declared. "We want a recovery budget, not a hard times budget. We want a fair budget, not a budget that breaks the backs of the poor." If Alaskan oU is exported at least 50 tankers will be scrapped or laid up and some 3,200 Ameri­ can seamen will lose their jobs. An additional 7,200 jobs in re­ lated shoreside work might also be lost. The export of Alaskan oU makes no sense in terms of eco­ nomic welfare or the nation's security. It will greatly increase U.S. dependence on foreign oU imports. Given the fact that the tanker fleet is of vital importance to the U.S. and its national secu­ rity, the Maritime Trades De­ partment wUl remain vigorously opposed to a raising of export restrictions. The MTD will strongly oppose any legislative attempt to lift the prohibitions. Seamen's Medical Care Presidential hopeful Sen. Alan Cranston (D-Caiif.) explains why he trelleves a strong U.S.-flag fleet is both an economic and military necessity. The U.S.-flag fleet is a vital component of this nation's de­ fense posture and merchant mariners crewing U.S.-flag ves­ sels are a quasi-military group who should be afforded the same medical benefits as the conven­ tional armed forces. The MTD supports the Gen­ eral Accounting Office's review of the results of the disentitlement of medical care for mer­ chant seamen, which was the Several important pieces of maritime legislation will be considered during this congressional session; MTD Executive Secretary-Treasurer Jean Ingrao briefs Board members on the items. result of the Omnibus Budget Reconciliation Act of 1982. The report will provide a study on the feasibility of providing mer­ chant seamen, with health care benefits within the Defense De­ partment's ongoing programs. The MTD supports any meas­ ure in which the federal govern­ ment will acknowledge and re­ establish financial responsibility for the health and welfare of American seamen, including the use of existing toniuige taxes for that purpose. Ocean Mining To reap the benefits of ocean mining the U.S. must become part of some type of interna­ tional agreement. As a step to­ ward the eventuality, the MTD has supported the renewal of funding for the program which issues exploration licenses for mining companies which desire to operate under U.S. law. Furthermore the MTD sup­ ports the concept of a recipro­ cating states agreement with any nation that has the mining ca­ pability and an interest in recip­ rocal recognition of rights to seabed mining ventures while operating in international waters. Such an arrangement must in­ clude labor and safety standards as proposed by the International Labor Organization and the In­ ternational Marine Organiza­ tion. The MTD also strongly urges that any such international agreement adheres to the prin­ ciple of American-flag vessels and American crews as embod­ ied in the Deep Seabed Hard Minerals Resources Act of 1980. 75,7>11 •' • Cargo Policy -- The most rational and direct policy option is one that would guarantee cargo to the U.S.-flag fleet. Existing preference pro­ grams must be maintained to ensure that the cargo available to U.S.-flag ships does not de­ crease. The Cargo Preference Act as it applies to Public Law 480, the Strategic Petroleum Re­ serve and other government programs must be enforced. Any legislative or administrative ac­ tions to reduce U.S.-flag car­ riage under these programs must be opposed. The goods purchased from the grants of the Agency for International Development's Cash Transfer Program have been exempted from the Cargo Preference Act. That program should not be expanded unless (Continued on next page.) ! March 1983/LOG/21 20/LOG/March 1983 = =h"iv ' I. ^T.'i =1^-^.S = �MTD Forges a Broad Maritime Program for U.S. (Continued from page 21.) its exemption from cargo pref­ erence is removed. This policy should include en­ forcement of existing cargo preference laws, action that would make more exempt cargos available to American ships, and passage of legislation re­ serving a portion of non-gov­ ernment commerce for U.S.flag vessels. ill • i-i operation, maintenance, in­ spection and personnel. It urges Congress to enact more laws to better marine safety, enforce the laws and upgrade interna­ tional regulations to U.S. levels. Maritime Subsidy Programs The Merchant Marine Act of 1936 gave the American mer­ chant marine the ConstructionDifferential Subsidy (CDS) and the Operating-Differential Sub­ Laws to Protect Seamen's - sidy (CDS) programs to be able Rights to compete with foreign flags Bills will be introduced shortly and flags-of-convenience ship­ J . in the new 98th U.S. Congress pingHowever, the Reagan admin­ to clarify, reorganize and revise parts of Title 46 of the U.S. istration for the third straight Code. The code deals with laws year has not funded the CDS on seamen's welfare, marine Program urging the 24 subsi­ safety, vessels standards and dized U.S. shipping companies to build foreign. shipping. The MTD endorses S. 125 by The bills will seek to eliminate a number of outdated provisions Sen. Daniel Inouye (D-Hawaii) of the code and update it. In the which would give the American U.S. Senate, the bill is called S. companies $200-millibn in CDS funds. Furthermore, it supports 46. The AFL-CIO Maritime fiill funding of both the CDS Trades Department (MTD) Ex­ and CDS Programs to insure ecutive Board calls upon the that the country has the ships Congress to take care that in its and shipyards for national se­ review and consolidation of Ti­ curity. tle 46 it makes sure that there Navy-Muritime Cooperation will be no weakening of the safeguards in the present law. The success of the British Navy and her merchant marine Merchant Marine Safety navy in the Argentine War over Two major marine disasters, the Falkland Islands shows us the sinking of the SlU-crewed that our Navy and merchant SS Poet with all her crew in marine should work together in October 1980 and the loss of 84 order to improve our national in the sinking of the U.S. off­ sealift defense. The expansion of the U.S. shore oil drilling rig, the Ocean Ranger in February 1982 spurred Navy to 600 ships necessitates the 97th Congress to hold hear­ the use of American merchant ings on vessel safety and come marine seamen aboard naval -support vessels. up with a bill, H.R. 7038. So the MTD calls upon the The MTD Board backs H.R. 7038 to improve vessel design. administration to order those J;. Reo Don Bonker (D-Wash.), a staunch merchant marine supporter in the^House^^S^^^^^ pledges his help for upcoming manfme legislative battles. agencies coordinating our Navy and merchant marine functions to develop programs using the nation's maritime manpower pool. The Jones Act The Jones Act in the Mer­ chant Marine Act of 1920 pr^ hibits ufee of any ship which is not Aiherican built, owned or manned in the waterbome car­ rying of cargo and passengers between U.S. ports of call. The administration is consid­ ering extending the Jones Act from its present three-mile limit to 200 miles offshore. The MTD believes that vig­ orous support and strictest en­ forcement of the Jones Act is critical to the well-being of our merchant fleet and the nation. Port Development Many in and out of govern­ ment are advocating the end of federal funding for the devel­ opment and maintenance of our ports. They want local or state financing of the ports. Today, the increase of ex­ porting our coal and agricultural products has led to the need for deepening our ports and in­ creasing our dry bulk fleet. The MTD calls upon the ad­ ministration and Congress to work out funding to improve our ports and supports adoption of a domestic cargo program to increase our dry bulk fleet. Other Leaders At Meeting Other congressional leaders addressing the MTD board meeting included the chairman and vice chairman of the House Merchant Marine Committee, Representatives Walter B. Jones (D-N.C.) and Mario Biaggi (DN.Y.). Among other speakers were Rafael Hernandez Colon, for­ mer governor of Puerto Rico who is again the Democratic candidate for that office, and the directors of four AFL-CIO headquarters departments: Rudy Oswsdd, economic research; Ray Denison, legislation; John Per­ kins, COPE, and Alan lUstler, organization & field services. More Photos Will Appear In The April Issue MTD President Frank Drozak slammed the Reag^ admini^ration s maritime policies at the Board meeting. "Reaganomics ... is killing the American maritime industry," Drozak said. 22/LOG/March 1983 �--•4SR^;.. • • . •• - t^-:' Seafarers ^^' HARRY LUNDEBERG SCHOOL OF SEAMANSHIP Piney Point Maryland SHLSS Opens College Doors for All SID Members flexible. Students set their own deadlines for completing assign­ ments, though one year is the maximum time students have to finish each course. Students who choose to study at the center-have two distinct advantages. A professional staff of in­ structors and counselors is available to assist students in learning, reviewing assign­ ments, suggesting sources of in­ formation and explaining degree stipulations. The SIU library located on the Lundeberg grounds has thousands of volumes of tech­ nical works and reference ma­ terials, more than 300 periodi­ cals, class texts and video display equipment. Because the library subscribes to statewide interlibrary loan arrangements with public and university libraries, students of the center have a The Format wealth of invaluable resources The self-study format means at their fingertips. SIU members may balance academia and tours-of-duty. Cor­ The Curricuium respondence courses at sea or The curriculum at SHLSS fa­ tutorial instruction at the Lun­ deberg Charles County Com­ cilities is open to Seafarers who munity College Center while wish to complement particular taking upgrading or attending interests or complete the gen­ basic training classes, do not eral studies program for an As­ sociate in Arts degree. Many interrupt career goals. The self-study format means students transfer class credits, students may balance employ­ enroll in universities in junior ment and college because there and senior level courses and are no strict timetables. The earn bachelor degrees. Other program begins at the Seafarer's students have found classes re­ discretion and is self-paced and warding in and of themselves as SHLSS graduates embark on seafaring careers where new worlds and cultures spark a sense of discovery and awe. To won­ der just where one fits into the whole scheme of things, to watch the dazzle and everyday life unfold, to question, to learn to think independently is what col­ lege education at the Seafarers Harry Lundeberg School of Seamanship is all about. It's just another odyssey. In 1978 the SIU and Charles County Community College de­ veloped a higher education gen­ eral studies program for Seafar­ ers leading to an Associate in Arts degree. Denied access to universities because of time and travel, historically Seafarers were a self-educated people. Little thought or hope was given to acquiring college instruction. Things have changed. Honor Roll These SHLSS Seafarers and instructors have earned Asso­ ciate in Arts degrees in general studies from the Lundeberg affiliated Charles County Community College. Jan. 1979 Abraham Easter Jan. 1982 David Frazier May 1982 Michael Mannion Jan. 1980 Eliot Dalton Jan. 1980 Alexander Reyer May 1982 Laymen Tucker Manuel Rodriguez May 1982 William Eglinton May 1980 Aug. 1982 Davis Hammond Jan. 1981 Jack Parcel May 1981 Aug. 1982 Gary Gateau John Lundgren Jan. 1983 George Nason Mary Hartshorn, Charles County Community College student advisor, and SHLSS trainee Tim Moore check on some of the college courses offered to SIU members. avenues for self-expression or more thorough analyses of ex­ citing topics and issues. Most students, though, are satisfied with gaining that "competitive edge" in an in­ dustry where fast approaching new technologies demand the best and the brightest seamen. "More and more we're be­ coming a college educated world," program director John Kearny explains. "You can still do without a degree, but it's becoming harder and harder to do that." From extensive contact with maritime employers and grad­ uates, Kearny is firm in his be­ lief that a degree or transcript listing a student's college courses and accomplishments may de­ termine whether an applicant is hired by SlU-contract shipping companies. Degree Requirements The degree curriculum con­ sists of 60-62 class hours, roughly 20 courses, divided among academic and SHLSS vocational courses. Academic courses are English, mathemat­ ics, laboratory science, physical education or health, arts and humanities, and social science. SHLSS vocational training may be counted toward college credit requirements based on the accreditation conferred on the Lundeberg curriculum by the American Council of Edu­ cation. Depending on the dis­ tribution, a total of 39 hours, approximately 13 SHLSS vo­ cational classes may fulfill Charles County Community College elective and math/sci­ ence segments toward the certificate. (Continued on next page.) March 1983/LOG/23 I .III .I t 1 I •- •?iT'a -i;! �ilLjJiLnjTiwH if? '• Licensed Third Mate . Directory of Ports • -.. • -V' NQvigsting to the Job With a Silver Lining U.S. Department of Labor statistical reports, adjusted for inflation, show real earnings of American families fell by 1.7 percent during the fourth quar­ ters of 1981 and 1982. Seafarers can beat financial forecasts by upgrading to mates in the offshore towing industry or on the deep seas and increase their earnings. The Harry Lundeberg School lends qualified instruction leading to endorse­ ment as Third Mate of steam or motor vessels any gross ton, or original Second Mate of steam or motor vessels any gross ton. The 10-week course prepares students for responsible roles navigating from bridge and forecastle by water borne traffic and narrow thoroughways. Third and second mates assist cap­ tains in chartwork plotting safe passages. To attain Coast Guard licens,ing students are encouraged to review for the course by study­ ing the Coast Guard Navigation Rules manual and the Study Guide to the Multiple-Choice Examination for Third and Sec­ ond Mate, by Captain Richard M, Plant. The final Coast Guard examination, an intensive threeday series of tests, is rigorous but SHLSS instructors bring confidence to each student with professional guidance that makes learning easier. Topics of instruction include international and inland rules Frank Drozak, President Ed Tumar, Exec. Vice President Joe Wiiorglo, Secretary-Treasurer Laon Hall, Vice President Angua "Rad" Campbell, Vice President imeSeeco. Vice President Joe Sacco, Vice President George McCartney, Vice President HEADQUARTERS 5201 Auth Way Camp Springs, Md. 20746 (301) 899-0675 ALGONAC, Mich. ^ 520 St. Clair River Dr. 48001 (313) 794-4988 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) 327-4900 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216)621-5450 COLUMBUS, Ohia 2800 South High St., Third Mate Leon Pierce (foreground) plots a line ol position. ^8^ P.O. Box 0770, 43207 Lundeberg School of Seamanship offers 10-week courere leading to (614) 497-2446 Licensed Third Mate and Original Second Mate examinations. DULUTH, Minn. 705 Medical Arts Building 55802 or bosun. The student is re­ and regulations, navigation as­ (218)722-4110 tronomy and weather and tides quired to bring three recom­ GLOUCESTER, Mass. and currents. Additional topics mendations from captains he or 11 Rogers St. 01930 (617) 283-1167 include shiphandling, aids to she has sailed with. All seatime be on vessels 1,(X)0 gross must HONOLULU, Hawaii navigation, chart theory and 707 Alakea St. 96813 tons or over. calculations, cargo on- and off­ (808)537-5714 To be eligible for the exami­ loading, relative bearing fix, azi­ muth, L.A.N., amplitude, com­ nation for Original Second Mate, HOUSTON, Tex. 1221 Pierce St. 77002 a student must have a discharge pass error and range of lights. (713) 659-5152 To be eligible for the Third showing five years service in JACKSONVILLE, Fla. 3315 Liberty St. 32206 Mate examination, a student the deck department of ocean (904) 353-0987 or coartwise vessels. Two years must have an original discharge N.J. showing a minimum of three of this time must be as boat­ JERSEY CITY, 99 Montgomery St. 07302 years seatime in the deck d^r swain, quartermaster, or able" (201)435-9424 partment of ocean or coastwise seaman while holding a valid MOBILE, Ala. steam or motor vessels with two AB endorsement. All time must 1640 Dauphin Island Pkwy- 36605 (205) 478-0916* and one-half years as an ordi­ be on vessels over 1,000 gross tons. The student is required to NEW ORLEANS, La. nary seaman and six months as 630 Jackson Ave. 70130. bring three recommendations an able-seaman, quartermaster (504)529-7546 or bosun; or all three years as from captedns he or she has NEW YORK, N.Y. an able-seaman, quartermaster sailed with. 675 4 Ave., Brooklyn 11232 (212)499-6600 NORFOLK, Va. 115 3 St. 23510 (804) 622-1892 PADUCAH, Ky. 225 S. 7 St. 42001 (502) 443-2493 PHILADELPHIA, Pa. (Continued from page 23.) 2604 S. 4 St. 19148 (215) 336-3818 No Cost Tuition PINEY POINT, Md. St. Mary's County 20674 Tuition costs are covered by (301) 994-0010 the Seafarers Welfare Plan. At SAN FRANCISCO, Calif. a time when tuition fees are 350 Fremont St. 94105 soaring, making college educa­ (415) 543-5855 tion an expense many people SANTURCE, P.R. 1057 Fernandez, Juncos, can't afford, defraying this cost, Stop 16 00907 in paraphrasing Paul Hall's (809)725-6960 commitment to education, en­ SEATTLE, Wash. ables Seafarers opportunities to ' 2505 1 Ave. 98121 make better lives for themselves (206) 623-4334 Third Mate John Cosentino studies tides and currents as part of his and to better serve the maritime ST. LOUIS, Mo. effort to upgrade at the SHLSS. 4581 Gravois Ave. 63116 industry. (314) 752-6500 Things indeed have changed. TOLEDO, Ohio Those bleak bygone days of black 935 Summit St. 43604 gangs and the accompanying (419) 248-3691 ''second-class" status which . WILMINGTON, Calif. 408 Avalon Blvd. 90744 tempered scholastic opportuni(213)549-4000 ties are now history. It is time College Doors Open at SHLSS to take advantage of these new opportunities. 24 / LOG / March 1983 Education/Upgrading It's Your Key to Job Security �Pumproom Operations and Maintenance Gearing Up for New Jobs and Advancement Only part of the SHLSS Pumproom Maintenance course takes place in the classroom. Along with their in-class study, these students will receive hands-on instruction. The pumproom operations and permanence of students' edu­ maintenance course is designed cation. Students gain an under­ for those students desiring em­ standing of the operation and ployment as pumpmen and maintenance of pumps. Other QMED-any rating candidates areas include how to monitor needing a specialty course to the system, with an emphasis count toward the six required on accurate measurements and the disassembly and reconstruc­ for endorsement. During the six-week course tion of pumps, valves and pip­ students hone skills of their craft ing; packing, mechanical seals, working on the machines of the lubrication, drive components SHLSS industrial workshop and and bearings. In the classroom environ­ attending lectures. The funda­ ment, technical manuals and in­ mental goal is to teach seamen skills that are necessary to the struction immerse the novice in safe and full functioning pump- a detailed analysis of such topics as tanker construction, inert room whether automated or la­ gas networks, loading proc­ bor-intensive. Working with centrifugal and esses, tank cleaning, pollution, reciprocating pumps, engines, safety and emergency and dis­ lathes, and associated heavy charge procedures for tankers machines and fine grade tools and firefighting and first aid. hands-on training adds to the Allen George (I.) of Mobile. Ala. and R.G. Nickalaskey of Seattle. Wash., put some of their "book-learning" to practical use as part of the Pumproom Maintenance class. to Improve Your Math Skills HOW? SHLSS has self-study materials in the areas of fractions, decimals, percent, algebra and geometry. Upon your request, SHLSS will send them to you to study in your spare time. You can use these math skills: • in your JOB • to improve your math skills for UPGRADING • to review old math skills or leam NEW SKULS These three upgraders (l.-r.) Ron Lener, Danny Johnson and Edward Dandy, all of New York, discuss a center punch for a ballpin hammer which they designed. • • • • • • • • •a A . NoU j / am an SIU member. YesH Social Security No. _ j Book Number is Department Sailing In 11 joined the SIU in 19 I Please send me the area(s) checked below. !( ) Fractions |( )Decimials !( ) Percent ;( ) Algebra ;( ) Geometry m "i'-S • j Semi my area(s) here: SName -I -— •Street State Zip Cut out this coupon and mail it to this address. Academic Education Department Seafarers Harry Lundeberg School of Seamanship Piney Point, MD. 20674 ATTN: Sandy Schroeder Send it today! One of the major projects of the Pumproom Maintenance class is to design and machine a hammer. Above (l.-r.) Diogenes Santo, Raymond Blethen and Horace Lewdwell inspect their finished project. ' .March 1983/LOG/25 �wmmrn ritT^r • •^vV tr' . \ •- -Ti- ,L:P^x4k??,":k; ^S" '. •' •-' •' . -"«./•»'*•' • •'iP^' - . • . I ., , _ • Upgraliing Course Schedule Through July 1983 ll:'' Programs Gearecf to Improve Job Skills And Promote U.S. Maritime Industry «• Deck Upgrading Courses V.I-: Following are the updated course schedules for February through July 1983 at the Seafarers Harry Lundeberg School of Seamanship. r-l/ 1 For convenience of the membership, the course schedule is separated into three categories: engine department courses; deck department courses; and steward department courses. fh The starting and completion dates for all courses are also Iist0cl Inland Boatmen and deep sea Seafarers who are prep^ng to upgrade are advised to enroll in the courses of their choi^ as early as possible. Although every effort will be made to help every member, classes will be limited in size—so sign up oarlv. Class schedules may be changed to reflect membership SiU Field Representatives in all ports will assist members in preparing appiications. II';: Engine Upgrading Courses 'M Completion Date Maintenance & Operations April 25 June 3 Automation March 28 June 7 April 22 July 1 Marine Electrpriics May 16 June 24 Marine Electrical Maintenance March 21 May 13 Welding April 25 May 31 May 20 June 24 Conveyorman March 23 April 22 Diesel—Regular April 18 May 13 Course Bi-= 4 T 1^ - Check-In Date '• f: -.« - - kit ^' :l Steward Upgrading Courses Assistant Cook Cook and Baker Chief Cook Chief Steward Towboat Cook Open-ended Open-ended Open-ended Open-ended Open-ended •1,). I Si For Higher Pay and Job security upgrade Your Skills At SHLSS t f! IH a#/LOG/March 1983 I .cy'./'-i >• www . ..W—.V. Mate/Master Freight & Towing Vessels February 28 April 22 Towboat Operator Scholarship April 4 May 20 Quartermaster April 4 May 13 Third Mate May 9 July 15 Celestial Navigation March 28 April 25 July 18 April 15 May 20 August 12 Lifeboatman March 28 April 8 Ships Are Powered Differently Today Cash In On The Changes Take the Diesel Engines Course at SHLSS it Starts April 18 To enroll, contact SHLSS or fill our the application in this issue of the Log. • " :;ik �•- ; •• -r 3:, • • r.>' >'•-V -' -.. *] 'rnfi SHLSS ilDgrading Course I (Please Print) • Name. — Date of Birth — (Middle) (First) (Last) Mo./Day/Year ^ • -r-S- -.-.-' (Please Print) Seafarers Harry Lundeberg School of Seamanship Upgrading Application Address. ;|r- (Street) .Telephone (City) Lakes Member • Inland Waters Member • Deep Sea Member • Book Number (Area Code) (Zip Code) (State) . Seniority. —_ • Date Book ; Was Issued. Port Presently Registered In _ Port Issued. Endorsement(s) or . License Now Held _ • Social Security # S Piney Point Graduate: Q Yes S Entry Program: From No • (if yes. fill in below) to. (dates attended) Endorsement(s) or .License Received _ to. (dates attended) ! Upgrading Program: From I Do you hold a letter of completion for Lifeboat: • Yes No • Firefighting: • Yes CPR: • Yes No • No • : Dates Available for Training. • I Am Interested in the Following Courses(s) • Tankerman • AB Unlimited • AB Limited • AB Special • Quartermaster • Towboat Operator Inland • Towboard Operator Not More Than 200 Miles • Towboat Operator (Over 200 Miles) • Celestial Navigation • Master Inspected Towing Vessel • Mate Inspected Towing Vessel • 1st Class Pilot • Third Mate Celestial Navigation • Third Mate 1. • FOWT • OMED — Any Rating • Marine Electronics • Marine Electrical Maintenance • Pumproom Maintenance and • Operation • Automation • Maintenance of Shipboard Refrigeration Systems • Diesel Engines • Assistant Engineer (Uninspected ' Motor Vessel) • Chief Engineer (Uninspected Motor Vessel) • Third Asst. Engineer (Motor Inspected) • • • • • Assistant Cook Cook & Baker Chief Cook Steward Towboat Inland Cook ALL DEPARTMENTS • LNG • LNG Safety • Welding • Lifeboatman • Firefighting • Adult Basic Education No transportation will be paid unless you present original receipts upon arriving at the School. I RECORD OF • STEWARD ENGINE DECK J: "S- EMPLOYMENT TIME—(Show only amount needed to upgrade in rating noted above or attach letter of service, whichever is applicable.) ! VESSEL SIGNATURE Please Print RATING HELD DATE SHIPPED DATE DATE OF DISCHARGE . RETURN COMPLETED APPLICATION TO: Seafarers Lundeberg Upgrading Center PINEY POINT, MD. 20674 March 1983ALOG/a7 �2;-; Deep See ^ - Pensioner Francis Joseph Sullivan, tl, in Goldwa^ Memorial Hosprt^ F D.R. Is-' , York City on Nov. 27 1982. Brother Pensioner C/iarjcs G. As/icom, Sr., 7^ passed away from heart failure m York, Pa. on Dec. 3,198^ Brother Ashcom joined the SI 1950 in the port ot • New York sailmg as ^ port of ^%ea-Land Shoregang, He was on the S ^973101980. PortElizabeth , — ^ veteran of the Seafarer m U.S. Navy a resident Pensioner Rf' riqueTantaoSr.,bt>, succumbed to a heart Stack in Methochst Hospital, Brooklyn, Y on Dec. 2 , 1982. Brother Tantao joined the SIU IP 1944 in the port of o« nS He was New York ^^'p"|^pn<i was a resident S'-fi 1947 in the port of New York saihng a chief steward for :« Sea-Land. He was ^ w„ss and was a i^rn in Boston, p. survivresident of ^y^^iirs. Sally WestChester, N.H. r:^w!"Honensia; and his son. Enrique Jr. Pensioner John Alexander Witchen, Jr., 68, died of heart failure in theSjn^nS River Hospital, fas cagoula, Miss-^^on ..a- • .f j°NSw o: eSnfsailSg , 1947 in the port of New as a chief f orces. Seafarer of the U.S. Arm^ |°Vbama and V/itchen was o p^gj,j^goula. Crewas a resident o ^^achpelah mation / „„tory, Pascagoula. Cemetery brothers, R- ^• Surviving are ^ of Mesa, Witchen ofPascag^ Memphis, Tenn., a Sfer, Mrs. Ella Louise Erzell C—55^--y^^S Fajardo, of Los Angeles, Caht. Pensioner Martin William Badger, , ^pSSrb^S'orSprin^^^^- ii V Kenneth Ro''n«^fXtona''detert Pensioner Rafael heat stroke in ^^j^^^Beownjoined Vincen,e SaWnn" on Aug. 2,19e • { Hewing his graduaCr 59, died on Jan. the SIU m 1979 folio He also • w'Brother Saldana lion from SHLM g^y^ni ^ the SW .n worked as a loo""Xy wis. and was 1944 in the port ot SS noma, Calif. CreYork sailing as was^^'"ef a resident of Mir Greenwood an ABfor Sea-Land. ^ He-asbominPlaya a son. Pensioner William Saxon, , died on Feb. l • Rrother Saxon joined tl^^ SIU in 19^ t port of MolnU sailing as an AB to sea-Land and ata^ ^•HHK the SS Bonner (lOtk nr^tn^iviog resident of Sats.™», Aim a%as;':"—Pensioner Henry pensioner Joseph Wilfred Brodeur,!^^ died on 1 Brother Brodeur joined the SIU in 1943 in the port ot New York sailing M an oiler. He was bom in Rhode island and IF Halupniczak, 21, died Michael E. na ^ Syracuse, joined the S"i " 5 an OS and nation from SHL^^ completed two tankerman. H ^^^gr Halupniczak yearsofcolleg . ^ was born m P ^inthrop, N.Y. was a resident ot gp^ngCremation toob P are his field Crematonmm S Bussey died on am 14 Brother Bussey joined the Union m the port of Detroit^ Hewasaresid^tof Muskegon, Mrt:h. Surviving is a mece, Mary Holmes. ^e^rM-a"d a sister, Mrs. Joane GoudreauofWinthrop. K.„ert word of heart failure in the San re ^ Peninsula rjoined the SIU Brother ^^^'piseO in 1989 in the port of San years sailing as a eook. H ^{ p,. and upgraded to as K„hnhauney Point m 1981. the Inland senwasaformerme Boatmen's Union. corps, m Pensioner ^^^^^oMf^home eran of gf Klamath .vp,—y 66, succumbed top ^^32 Brother World War !!• resident of jLos InNewOrteansonDem Falls, Ore., he ii^^ho ^ Wetzel joined th ^ vivingarehis ^i^ters, EiAngeles. g^atory, Comptpn, portofNewOrlean veteran Boston, Texas an Angeles Abbey leen, Rita and Jo Ann. "-rStSd Fores. seafarer Calif. Surviving IS nis w of the U.S. Arm Orleans and Mnrion Edge. 59, d.^ lb Wetzel was bor Burial was in St. Pensioner Jos^^ Brother New Orleans on Oct. wasaresiden Orleans. Sur14 1982. Brother Edge joined the SlU of New Orleans. ^ in 1947 in the port of Lake Charles La_ SM-"d:"innaMaeandCa^^ sailing as an AB. H olyn Ann. brain hemorrhag . ^er a fall •wai™ was bom in Fayet cagonla M^ns etery. Mobile. ^„,ty „i<iow, Manon of Surviving is nis , Mobile. Pensioner George Walter Owen succumbed to smoke inhalation in aftre at his home in Port mouth, Va. on Jam 27 Brother Owen joined the SlU in the port of Houston m of Pascagoula. pensioner m2. Brother passed away on Sept^2:^^.^^^^p^^ Herubin joined th ^ of Duluth, Ml ^ deckhand on barbor tug ^owthe Dredge Z born aboard the SS ^^^2. son Waterways) on N • Brother MueWer jomed lowinghis graduation in 1981. He sailed as ^ AB ^^ Meckler was born ggiberry, and was a resident of^Ua^^^ surviving is a Fla. . Surviving are Pensioner Joh in Duluth an Malinowski Sr., , ^ifthrRaymond^of superior, V,is. fsrStoSis father, Mi^^^^ succumbed to lung , failureintheWyman his brother, Bruce^ ^ Park Hospital, Ba Pensioner A"tbony^V. timore on Sept. • Dennis Joseph ^^.^^^Bg^gficencia succumbed Bohemia, L.I., Brother Malinowski died in the Hosp^ da Manor i'^u ' g ^^er Herzich joined the SlU m H.Y. on Dec. 4,1982_ g^|. Portuguesa, Sao a ' ||joined the 1964 ,*8 ^^t^T seimS Owen 1947 m the port ot IO,1982.BrotherOConne^^^^^^ cnWT. He was sailed Railroad from 1923 to SIU in the ° . |^ maintenance. Baltimore ^ was a resident \TrHtwarbo™inYugoslavia^ani^^ 1961 sailing as a dec ggafarer born in interment was in '-""w am M^w^w, Minnie; He begin sailing 1 prancisco Va. Surviving are w ^ „f of Greensboro, M Baltimore. was a resident cemetery. O'Connell was born surviving St. Stanislaus Cem Catherine; an aunt, Mrscousin, Mrs. Interment was -n^CaWmj Chesapeake, Va.^ also of ChesaU"'' Lw'jtne- two sons, Dennis Surviving ef' " „f Westminister, are S brothers, Joseph of Constance B. LIUB three sons, Che« """a rr ^ul John and Frank of i co«t 4 Md., R«=''7Trnneytown, Md.; two peake. John Ir. b stemple of MaryA/vie J- ^'""'"JoinS^the Union in daughters, Augustyniak of Brother Wilb^ms ^ned th ^ fniet'CMary Turin of Flushing. w„dwoaisters,EstellSyr Baltimore; and two of ula of Baltimore and Jea Uundalk. SMut' 28/LOG/Match 1983 . .'t- M^'iS.:- •" r'N^rald rr^jr^rwo^ �>' i-.'t 'v-'l' V-.I V -',y 1: - 3.7,:™ ' ' a ' r 'fi (Continaed from page 28.) Charles D. Oglesby, 56, died of heart failure in the USPHS Hospital, Nassau Bay, Texas on Aug. 19, 1982. Brother Oglesby joined the SIU in 1945 in the port of Seattle sailing as an AB. He was bom in Florida and was a resident of Hasdire, Texas Bur­ ial was in the Baron Hirsch Cemetery, Staten Is., N.Y. Surviving are his widow, Helen and two sons, Steven of Brooklyn, N.Y. and Brian. Rune Gustaf Olssen, 62, died of heart failure in St. Mary's Hospital, Grand Junction, Colo, on Jan. 21. Brother Olssen joined the SIU in the port of San Francisco in 1960 sailing as a bosun. He was a former officer in the Salvation Army. Seafarer Ols­ sen was bom in Gothenburg, Sweden and was a resident of Grand Junction. Interment was in the Orchard Mesa Cemetery, Grand Junction County, Colo. Surviving are his widow, Ba and three daughters, Barbara of Phoenix, Kathy of Oakland, Calif, and Tammy of Grand Junction. i Francis "Frank" Xavier Rizzo, 47, succumbed to cancer on Aug. 26,1982. Brother Rizzo joined the SIU in the port of Philadelphia in 1968 sailing as a chief electrician and QMED. He attended Piney Point Crews Confer­ ence No. 9 in 1970 and upgraded there in 1973. Seafarer Rizzo was a veteran of the U.S. Army. A native of Penn­ sylvania, he was a resident of Phila­ delphia. Surviving is his mother, Anna. i Pensioner Joseph Thomas Ryan Jr.. 54, died of a heart attack on the Erato St. Wharf, New Orleans on Dec. 14, 1982. Brother Ryan joined the SIU in 1950 in the port of New York sailing as a pumpman and chief electrician. He was bom in Frostburg, Md. and was a resident of Slidell, La. Crema­ tion took place in the St. John's Cre­ matory, New Orleans. Surviving are his widow, Aurora; a son, Michael; a daughter, Mary Ann; and his mother, Mary of Frostburg. i Eldon Conde Winslow, 57, died at sea aboard the SS Galveston (Sea-^ Land) off Pt. Hardy, British Columbia, Canada near Anchorage, Alaska on Sept. 5,1982. Brother Winslow joined the SIU in the port of Seattle in 1%7 sailing as an AB. He was a former member of the IBU. Seafarer Winslow was a veteran of the U.S. Navy in Worid War 11. Bom in Puyallup, Wash., he was a resident of Port Orchard, Wash. Surviving is a son, James of Port Orchard. i Adolfo Carroll Zuniga, 41, died on Oct. 12, 1982. Brother Zuniga joined the SIU in the port of New Orleans sailing as a FOWT. He was bom in La Ceibe, Honduras, Central America and was a naturalized U.S. citizen. Seafarer Zuniga was a resident of New Orleans. Surviving are his widow, Elizabeth and his parents, Pablo and Carmen of Honduras. Edward C. La Plante died on Nov. 10, 1981. Brother La Plante joined the Union in the port of Chicago, 111. He was a resident of Chicago. David Jay Willyoung, 21, died in New York City on Nov. 2, 1982. Brother Willyoung joined the SIU af­ ter his graduation from Piney Point in 1980 sailing in the steward department for Sea-Land. He was bom in Roch­ ester, N.Y. and was a resident of Troy, Mich. Cremation took place in the Long Island Crematory, West Baby­ lon, L.L, N.Y. Surviving are his par­ ents, Richard and Ellen of Troy. i Frank Hanacheck died on Apr. 11, 1982. Brother Hanacheck was a resi­ dent of Brooksville, Fla. Surviving is a brother, Andrew. I Pensioner Fred Sylvester Wolf, 72, passed away on Nov. 15,1982. Brother Wolf joined the Union in the port of Duluth, Minn, in 1%5 sailing as a FOWT, cook and baker. He sailed for the Boland and Comelius Steamship Co. from 1940 to 1943. Laker Wolf was bom in Pennsylvania and was a resident of St. Mary's, Pa. Surviving are his widow, Ora, and a sister, Mrs. Amanda Wolfel of St. Mary's. Pensioner Clyde Tanner, 72, passed away on Nov. 2,1982. Brother Tanner joined the Union in the port of Hous­ ton in 1957 sailing as a tugboat cook for G & H Towing, Galveston from 1946 to 1972. He was bom in Georgia and was a resident of Galveston. Survivinig is a daughter, Mrs. Carolyn Casas of Conroe, Tex. i Mursal Alus Yusuf died on June 29, 1982. Brother Yusuf joined the SIU merged-Marine Cooks & Stewards Union (MC&S) in the port of San Francisco. He was a resident of San Francisco. Pensioner Harold N. Acord Sr., 55, expired on Dec. 9, 1982. Brother Acord joined the Union in the port of Phila­ delphia in 1961 sailing as a tankerman for lOT. He was a veteran of the U.S. Army in World War II. Boatman Acord was bom in Baltimore and was a resident of Mays Landing, N.J. Simviving are his widow, Mary Ann; two sons, Harold Jr. and John; and two daughters, Mary Jane and Joyce Ann. Great Lakes Pensioner Oliver Marques Ames, 66, died on Dec. 9,1982. Brother Ames joined the Union in the port of Detroit in 1960 sailing as a bosun. He sailed for the Bo­ land and Comelius Steamship Co. from 1959 to 1960. Laker Ames was bom in Michigan and was a resident of Deland, Fla. Surviv­ ing is his widow, Edith. Pensioner Haywood Scheard, 79, passed away on Dec. 30,1982. Brother Scheard joinedf the SIU in 1938 in the port of Mobile sailing in the steward department. He also safled during World War 11. Seafarer Scheard was bom in Alabama and was a resident of Mobile. Surviving are his widow, Lillian, and a daughter, Carolyn. Pensioner Simon Johannsson, 71, passed away on Sept. 28,1982. Brother Johannsson joined the SIU in the port of New York in 1%1. He sailed as a recertified bosun graduating from the Union's Recertified Bosuns Program in Febmary 1976. Seafarer Johanns­ son also s^ed in World War II and the Vietnam War. He sailed as a scow captain for the Traprock Co., Nyack, N.Y. for three years and for Mc­ Allister Brothers from 1973 to 1974. Johannsson walked the picketline in the 1962 Greater N.Y. Harbor strike. Bom in Isaford, Iceland, he was a resident of Hampton, Va. Suh^iving are his widow, Geraldine, and a son, Jon K. Simonarson of Vallarborg, Is­ aford, Iceland. Donald R. Whitaker died on Sept. 24,1982. Brother Whitaker joined the Union in the port of Norfolk. He was a resident of Virginia Beach, Va. i Pensioner Floyd Lee White, 71, passed away on Nov. 11,1S>82. Brother White joined the Union in the port of Norfolk in 1961. He was a deckhand for the Penn-Central Railroad" from 1937 to 1971. Boatman White was bom in Mobjack, Va. and was a resident of Mathews, Va. Surviving is his widow, Viola. Pensioner Oscar Ernest Simi, 70, died on Oct. 7, 1982. Brother Simi joined the Union in the port of Detroit in 1960 sailing as a FOWT for Kinsman Marine from 1%3 to 1973. He was bom in Bmle, Wis. and was a resident of Wentworth, Wis. Surviv­ ing is his daughter, Myma. i Pensioner Josep/i Putko, 78, passed away from a heart attack in the Owensboro (Ky.) Daviess County Hos­ pital on Jan. 9. Brother Putko joined the Union in 1948 in the port of Etetroit sailing as a coalpasser and oiler for the Wyandotte Chemical Transporta­ tion Co., American Steamship Co. and the Erie Sand Co. from 1949 to 1969. He was bom in Pennsylvania and was a resident of Owensboro. Burial was in the Memorial Gardens Cemetery, Owensboro. Surviving are his widow, Ada and his daughter, Mrs. Alice Horton of Owensboro. Pensioner Urban John Reddinger, 87, succumbed to pneumonia in the U.S. Veterans Administration Hospi­ tal, Allen Park, Mich, on Nov. 15, 1982. Brother Reddinger joined the Union in the port of Alpena, Mich, in 1951 sailing as a chief steward for the Erie Motorship Co. He was a veteran of the U.S. Armed Forces. Laker Reddinger was bom in New Kensing­ ton, Pa. and was a resident of Wyan­ dotte, Mich. Cremation took place in the Woodmere Crematory, Detroit. Surviving is his widow, Aleetha. i Pensioner James Patrick Walsh Sr., 85, passed away from a hemorrhage in the St. Mary's Hospital, Duluth, Minn, on Feb. 8. Brother Walsh joined the Union in the port of Duluth in 1961 sailing as a linesman on the tug Illinois (Great Lakes Towing) and for the Great Lakes Dredge and Dock Co. from 1946 to 1962. He also worked as a shipyard boilermaker. Laker Walsh began sailing in 1937. Bom in Parkland Township, Wis., he was a resident of Wentworth, Wis. Burial was in the Greenwood Cemetery, Superior, Wis. Surviving are his widow, Ruth; a son, James Jr. and a daughter, Ellnore. Marine Cooks Henry Charles Barron, 56, died of heart failure aboard the SS President Polk (American President Line) at Sublc Bay, Manila, P.I. on Aug. 27,1982. Brother Barron joined the SlU-merged Marine Cooks and Stewards Union in the port of San Francisco in 1978. He was a resident of Yucalpa, Calif. Cre­ mation took place in the San Lazaro (P.I.) Crematory. Surviving are his widow, Lagrimas of Jaro, lloilo City, P.I. and his mother, Mrs. Marie L. Durkee. i Pensioner David E. Guns died on July 5, 1982. Brother Guns joined the Marine Cooks and Steward Union in the port of San Francisco. He was a resident of Richmond, Calif. Surviving is a daughter, Cynthia. i Pensioner Dale Y. Ogoy died on July 27, 1982. He joined the Marine Cooks and Stewards Union in the port of Seattle. Brother Ogoy was a resident of Seattle. Surviving is a grandson, A. Doubek. V "L Atlantic Fishermen Pensioner Ellsha M. Conrad died on Dec. 2,1982. Brother Conrad joined the SlU-merged Martdc Fishermen's Union in the Port of Gloucester, Mass. He was a resident of Nova Scotia, Canada. Surviving is a relative. Baron F. Conrad. 4 Pensioner Demetrios 8. Kandrls, 77, succumbed to heart disease at home in Gloucester, Mass. on Oct. 20, 1982. Brother Kandris joined the At­ lantic Fishermen's Union in the port of Gloucester sailing as a cook. He was bom in Califomia. Burial was in Calvary Cemetery, Gloucester. March 1983/LOG/29 --- - m a •31' �rStS.-' ^1' .J' ^"!'" • • ;-'! -•' . "-i;'--' - ST. LOUIS (Sea-Land Service), V OGDEN DYNACHEM (Ogden January 16—Chairman John McHale; ^ Marine), January 29—Chairman H.B. Secretary Humberto Ortiz; Educational Raines; Secretary John A. Darrow; Director Speers. No disputed OT. The Educational Director Joseph W. Spell, chairman reported that for the last four Deck Delegate Lawrence L. Kunc; trips, somebody in the deck depart­ Steward Delegate Stonewall Jackson. ment has missed the ship; he would OT or beefs. There is presently $260 All three departments report disputed like the Union to do something about in the ship's fund. The PAC-MAN ma­ port time. This is due to the fact that this. The secretary spoke about the chine is going strong and is a good the Dynachem spent the whole month importance of donating to SPAD. He money-maker; the next project is get­ of January waiting for orders at South­ stressed that the voluntary contribu­ ting movies for the ship's library. What west Pass at the mouth of the Missis­ tions to SPAD are used to support would be particularly welcome are TV sippi River. The chairman also was those legislators who have shown promovies for the ship's use, and Presi­ not sure exactly when pay-off would maritime and pro-labor attitudes in dent Drozak's reports at various meet­ take place. Otherwise, everying is run­ ings. Crewmembers were once again Congress and who, in the long run, ning smoothly. A vote of thapks was warned to be careful of people selling will have a direct impact on maritime given to the steward, chief cook and them items on the street in Arun— jobs and job security. Also, to know assistant stewards for the fine Christ­ items that could possibly put their jobs what's going on in our Union and to mas dinner, for nicely prepared and or their shipmates' jobs on the line. learn what our officials are doing in served food, and for keeping a clean One item of discussion was for the Washington, crew were advised to read ship. Thanks were also given to the Union to consider opening a branch the LOG. The steward department was radio operator for the countless tele­ office in Osaka, Japan. With the clos­ given a vote of thanks for a job well phone calls made by crewmembers ing of the hail in Yokohama and with done. during the month while waiting for Brother Minix's heavy workload as Far orders. Next ports: Everett, Mass. and East representative, the crewmembers SEA-LAND CONSUMER (SeaBaton Rouge, La. of the LNG vessels feel the need for Land Service), January 9—Chairman more Union representation in the Far Jack Nelson; Secretary Lee de Parlier; OGDEN TRAVELER (Ogden Ma­ East. [This request was forwarded to Educational Director Herb Calloe; Deck rine), January 30—Chairman W.N. SlU headquarters in the form of a Delegate Pete Scroggins; Engine Del­ Gregory; Secretary A.W. Hutcherson, written resolution.] A big thanks was egate Rabbi Cohen; Steward Delegate Educational Director J.W. Dellinger. given by the bosun to the unlicensed John Bellamy. No disputed OT. Every­ No disputed OT. There is $100 in the department for keeping all areas of the thing is running smoothly, reports the ship's treasury; additional donations ship clean and for respecting the other chairman. He urged all hands to attend are welcome. Payoff will take place on members, and a special thanks was the showing of a safety film on cold arrival in Norfolk, Va. Crewmembers given to the steward department which weather and spoke about the Boggs were reminded to take their transpor­ will be getting off in Japan. Next port: Cargo Preference Bill, requesting ali tation receipts to the captain. They Himegi, Japan members to contact their representa­ tives to vote for it when it comes up in the Congress. Notification of the COLA wage increase was received and posted. The secretary reports that he has applications of all types for mernbership use and will assist crew in filling them out. Heading out to Port Everglades, Houston and New Or­ leans. iDisest of Ships Heetings DELTA CARIBE (Delta S.S. Unas), January 30—Chairman James E. Todd; Secretary Charles Corrent; Educa­ tional Director V. Brunell; Engine Del­ egate H. Bergeson Jr. Some disputed OT in the engine department. There is now over $1000 in the ship's movie fund which is in the safekeeping of the captain. The Delta Caribe is due to arrive in Haifa, Israel the beginning of February but thereNs^no word yet on her next arrival stateside. The ad­ dress of the new SlU headquarters was posted. All members writing to headquarters should be sure to use this address. The bosun reported that some of the cadets making the voyage are doing the seamen's work, and complained about this to, the captain. The captain ordered that the cadets do no work unbeknownst to him, and if any crewmember sees a cadet work­ ing under the orders of the chief mate, he should notify the bosun. A vote of thanks was given to the steward de­ partment for a job well done. Next port: Haifa. EDWARD RUTLEDRE (Water­ man S.S. Co.), January 9—Chairman Glen Stanford; Secretary Paul Hunt; Educational Director Daniel P. Mitch­ ell. No disputed OT. There is $360 in the movie fund. The voyage has been a good one; the crew was commended for their cooperation in all departments. A discussion was held on the recent wage increase. A motion was made by Paul L. Hunt to thank President Drozak for sticking with the cost of living raise and not going along with the unions that wanted to accept a pay cut and give up the cost of living increase. The steward department was given a vote of thanks for doing such a fine job this trip and for the extra good food. IMOER (Reynolds Metals Co.), Jan­ uary 9—Chairman Stanley J. Jandora; MARYLAND (Bay Tankers), Jan­ Secretary Edward Dale; Educational uary 16—Chairman, Recertified Bosun Director Paul Aubain. No disputed OT R.F. Garcia; Recertified Steward or beefs. The ship's treasury contairis Thomas Bolton; Educational Director $22.67. The chairman reports all is John p. Lyons. No disputed OT. The well aboard the Inger. Pay-off is ex­ chairman spoke about taking pride in pected to take place in Houston on your jobs. With so many people out of Jan. 13. The secretary reminded each work today, you should do your jobs delegate to check the crew for blankets well and with a sense of responsibility. and pillows that will be needed for the One way to improve your situation is voyage and to give the list to the to support SPAD; 500 a day is a very steward before docking. Several items inexpensive insurance policy for the were requested by the crew, including future. Another way is to upgrade. The a new TV antenna and new movies. steward just returned from the recerA vote of thanks was given to the tification program at Piney Point. He steward department for the excellent reminded crewmembers that the longer meals, especially the holiday dinner. they wait to upgrade, the more people A job well done! The steward depart­ will get ahead of them for the classes ment, in turn, would like to pass along they want. "Don't put off until tomorrow this message to the LOG: "We, the what you can do now—^todayl" A new steward department, must pass on to washer/dryer for the crew was installed the staff of Piney Point the vote of this trip, and everything is running thanks given us by the crew. Except smoothly in all departments. The chief for the chief cook and steward, this is engineer and the captain expressed a Piney Point department. Thanks fel­ their appreciation to all members of lows!" Next port: Houston. the deck department and one messman who chipped in and went into the LNO LEO (Energy Transportation tx)iier to clean out the soot. It Was a Corp.). January 16-^hairman Maijob well done—and appreciated by all. colm B. Woods; Secretary Henry Jones Pay-off is scheduled at the next port: Jr., Deck Delegate E.A. Bousson; En­ Long Beach; then back to Alaska for gine Delegate Bruce Smith; Steward another 75,600.000 gallons of oil. Delegate Mike Ruggiero. Ho disputed were also urged to register to vote if they had not already done so—to help elect men and women who will help the merchant marine and safeguard the jobs of Seafarers. It was agreed that this has been a good crew. The only problem seemed to be the rusty wash water caused by the ship's roll­ ing. One minute of silence was ob­ served in memory of our departed brothers and sisters. Next port: Nor­ folk, Va. RANGER (Ocean Carriers), Febaiary 6—Chairman V. Grima; Secre­ tary V. Douglas; Engine DelegatftsWalter E. Ensor. No disputed OT or beefs. A sad event was reported by the chair­ man. On Jan. 24, Chief Cook Willie Smith went overboard. A search was conducted for about 10 hours. The crow were commended for their prompt action in manning the lifet)oats, but his body could not be found. Brother Smith was well liked aboard the Ranger. A collection was taken up for his wife, and the Ocean Carriers representative received expressions of sympathy from some of the crew. One minute of si­ lence was observed for Willie Smith. SEA-LAND DEVELOPER (Sear Land Service), December 19--Chairman. Recertified Bosun T. Totentino; Secretary V. Dixon; Educational Direc­ tor B. Reamey; Engine Delegate W.H. Walton. No disputed OT. Seventeen dollars is in the ship's fund. The sec­ retary has an assortment of forms: vacation, benefit, upgrading—all avail­ able for the asking. The crewmembers request replacement of their old mat­ tresses. Next port is Seattle, then on to Oakland for pay-off. SEA-LAND ECONOMY (SeaLand Service), January 16—Chairman John F. Higgins; Secretary D. Sacher; Educational Director W. Lindsey; Deck Delegate B. Jarratt; Engine Delegate N. Aguilena; Steward Delegate R. Juzang. Some disputed OT in the engirie department. There is $30 in the movie fund and $23 in the ship's fund. The minutes of the last meeting were read and accepted. The chairman reports a smooth-running ship. He reminded all crewmembers that alcoholic bev­ erages are not allowed in the messrooms or rec. rooms. He urged ttiose with enough seatlme to upgrade at Piney Point. It was also suggested that the crew should support candidates who will help the shipping industry. A further recommendation was made that members write the Union with regard to their new contract, making any sug­ gestions they feel are important. Next ports: Port Everglades. Houston and New Orleans. ^ ^ ^ (Continued on next page.) 30/LOG/March 1983 -4^ J- �m.' Digest of Ships Meetings (Continued from page 30.) SEA-LAND PACER (Sea-Land Service), January 23—Chairman James Ciorder; Secretary T. Maley; Educa­ tional Director S. Gondzar. No dis­ puted OT. The ship's fund now has $10. The chairman stressed the impprtance of all members supporting SIU political activities through their voluntary contributions to SPAD. The educational director urged members, especially the younger ones, to protect their jobs by upgrading at Piney Point. A discussion was held about the new facilities there and about the impor­ tance of taking advantage of all the programs they have to offer. One crewmember onboard the Pacer is even taking college credit courses while em­ ployed. A vote of thanks was given to the steward department. Next port: Algeciras, Spain. SEA-LAND PATRIOT (Sea-Land Service), January 9—Chairman, Re­ certified Bosun R.A. Sipsey; Secretary A.H. Reasko; Educational Director James J. White. No disputed OT. There is $22 in the ship's fund and $350 in the movie fund. The chairman reports that the next pay-off will take place in Oakland: a draw will be put out for Long Beach. The chief steward has applications for attending the upgrad­ ing programs at Piney Point as well as applications for voluntary contribu­ tions to SPAD. All communications from headquarters were read and posted. Crew were asked to help keep the lounge areas clean at all times. A vote of thanks was given to the steward department for their delicious Christ­ mas and New Year's dinners. Report to the LOG; "All hands give their thanks to Brother Steve Troy for having a swell pay-off in the port of Oakland, Calif." One minute of silence was ob­ served in memory of our departed brothers and sisters. SEA-LAND PRODUCER (SeaLand Service), January 23—Chairman Ray Kitchens; Secretary Robert M. Boyd; Educational Director Jack Brock; Deck Delegate Mike Cassidy; Engine Delegate Gary E. Doyen; Steward Del­ egate Jose A. Revera. No disputed OT. The chairman asked that crew getting off at the next port give their department head 24 hours' notice. A discussion was held about the impor­ tance of donating to SPAD. it was stressed that the best way to help yourself is to help your Union—and by contributing to SPAD, you are doing that. The SIU is planning for tomorrow. The new headquarters building is there to keep abreast of all the new legis­ lation pertaining to the maritime indus­ try; the school at Piney Point is there to help Union members improve them­ selves and be ready for any new jobs; and the new hotel is going to be the best any union has to offer. So don't forget SPAD—it works for you! A new washing machine is badly needed as the old one is really worn out; a new ice machine has been ordered. Next port: New Orleans. SEA-LAND INDEPENDENCE (Sea-Land Service), January IBChairman William Mortier; Secretary Roy R. Thomas; Educational Director E.A. Richman. No disputed OT. There is currently $10 in the ship's fund. The chairman discussed the Boggs Bill and asked crewmembersgto write their re­ spective congressmen as soon as pos­ sible. Names and addresses of con­ gressmen were posted in the crew's lounge; and the engine delegate, the deck delegate and the chief steward offered their assistance to members of their departments in writing the let­ ters. The chairman also stressed the importance of donating to SPAD. One minute of silence was given in merrrory of our departed brothers and sisters. Next port: Elizabeth, N.J. SEA-LAND VOYAGER (Sea-Land Service), January 26—Chairman C.A. James; Secretary S. Piatek; Educa­ tional Director W. Brack. No disputed OT. The chairman discussed the im­ portance of donating to SPAD and urged members to write their respec­ tive congressmen on bills pending in Congress which relate to building a strong merchant marine. He also made Calling With Two Pair Just in from the east for a payoff at Port Elizabeth, Seafarers line up on the Baltimore to complete two pair: We have two ABs and two Bosuns. They are ABs Joe Polsney and L. Spivey and Bosuns Tony Guillen and G. Kidd. a motion (which will be taken up with the patrolman at pay-ofO that an au­ tomatic atmospheric device be placed on the heating and air conditioning unit in order to maintain balanced heating and cooling of the quarters. It was also brought up that wind and speed factors are creating conditions that are haz­ ardous to men going to the lookout from the bow or from the bow to the lookout. Next port: Elizabeth, N.J. TAMARA GUILDER (Transport Commercial), January 16—Chairman John Chermesino; Secretary Joseph Bennett Jr. Some disputed OT in the engine department. Pay-off is ex­ pected to take place in the port of Houston. The chairman asked that crewmembers who have fans installed in their rooms not put in claims for air conditioning. The educational director stressed the importance of the volun­ tary contributions to SPAD. It was further added that all problems con­ cerning unlicensed personnel should be reported to the ship's chairman or the department delegate, hot the ship's officers. The Tamara Guilden reports to the LOG that the chief steward has had the pleasure of sailing with his youngest son this voyage. A vote of thanks was given by the engine de­ partment to the steward department for a Job well done. Next port: Houston. Official ships minutes were also re­ ceived from the following vessels: MIGOmOBI MLTHMRE COVEIEMSI COVEHURMBI COVESMUn DaTAMMTE OBHBE WYTHE BREATLAND KOPAA IBERATON OWaWEASNOSTON OVERSEAS OINO PONCE ROSE CITY SANTA BMISMU SANTA ISABB. SANTA LUCIA SEA4AN0 CHAMESION SEA4AN0 DEFBBBI SEA4AN0 BBURANCE SEA4AND EXPUMBI SEA4AND6ALVESY0N SEA4AN0JAGIB0NWUE SBIATOR STAR OF TEXAS STONEWALL JACKSON TAMPA WALTBHNCE GET BUNTED FDR NARCOTIC^ AND YOU Lore YOUR PAPERS FOR LIFE... WORTH IT ? March 1983/LOQ/31 Si' SI .'AS*- �V €• •• Industry Provides 240,000 Jobs Toiohs.West Coast Region$55 IMUUdLiy rH-rVlW $4.5 billion Maritime workers spent $. •I';' ^4=H- "4•44- fe' A year-long Pacific Merchant Shipping Assn. (PMSA) study has found that the West Coast maritime industry provides 240,000 jobs, earns $15.7 billion and pays $580 million in state and local taxes to the region's economy. The study also shows that 280,810 persons in maritime worker households are sup­ ported wholly or in part by the industry's payrolls. In 1981, Pacific Coast ports handled $78.4 billion in foreign trade cargoes which is 25 per­ cent of U.S. foreign trade. The ports provide at least 320,000 maritime-related jobs and $40 billion in gross sales to mari­ time. Waterbome trade there has grown by 132 percent since 1971 and containerized trade grew by 256 percent! Area Families Spent $2.7Bimon! M And in 1981 maritime work­ ers' families in California, Washington, Oregon and Alaska spent $310 milhon for food, $365 million for transportation, $680 million for housing, $100 million for medical expenses, $80 mil­ lion for clothing and $470 million for education, recreation and other activities plus $605 million for taxes, insurance and sav­ ings. A total of $2,705,000,000 spent! Breaking it down further, maritime business gave $8.2 bil­ lion to the state of California, 138,000 jobs and paid $380 mil­ lion in taxes. In all, 165,00 per­ sons are supported by the in­ dustry. California ports generated 212,000 maritime jobs and $23 billion in revenue for the state. For movement of their car­ goes, agriculture depends on the maritime industry by 23 per­ cent, petroleum industry 32 per­ cent and metals and chemicals industries each 16 percent. Maritime families in Califor­ nia spent $180 million on food, $195 million for transportation, $365 million on housing, $55 million for medical bills, W million on clothes, $270 million for education and recreation and $295 million for taxes, insurance and savings. Wilmington Got 68,000 Jobs Pinpointing California ports, Wilmington got 68,000 mer­ KNOW YOUR RIGHTS chant marine jobs, $4.5 billion in revenue and paid $220 miUion in taxes. . More than 78,068 manne fam­ ilies made their livings in the industry. Port industries attribute at least 94,000 jobs and $18 billion in sales to maritime trade. Some 48 percent of the petro­ leum industry depends upon the merchant marine for transpor­ tation and 16 percent of the chemical and metals industry use ships in the port. Maritime families spent $95 million for food, $110 mmion for transportation, $190 milhon for housing, $30 million for medical costs, $20 million for clothing, $130 million for education and recreation and $165 million for taxes, insurance and savings. San Francisco Got 38,000 The port of San Francisco got 38,000 jobs, $2.1 biUion in sales and paid $120 million in taxes. About 44,450 persons in mar­ itime households made their livelihood in the industry. The port provided almost 35,000 jobs and $4.4 biUion to the trade. KNOW YOUR RIGHTS FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters district makes specific provision for safeguarding the membership s money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance eommiUee 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 recornmendations. Members of this committee may reports, specific recommendations and separate findings. ..r • • 7 r:)-]: • i .f 4' \ tn ti § 4fcr 'iW I- 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 i^ charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are iriade only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been aiiy 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 nriail, return re­ ceipt requested. The proper address for this is. Angus "Red" Campbell Chairman, Seafarers Appeals Board 5201 Auth Way and Britannia Way Prince Georges County Camp Springs, Md. 20746 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 contrart rights, as well as your obligations, such as filing for OT on the prop^ sheets and in the proper manner. If, at any time, any SIU llllinillllllllQW^^ 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. 1960. meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circum­ stances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to Union headquarters. million for food, $60 million on transportation, $120 million for housing, $20 million on medical charges, $15 milliou for clothes, $90 million for education and recreation and another $90 mil­ lion for insurance and savings. Oregon Got 19,200 Jobs Maritime families in the state of Oregon got 19,200jobs, added $990 million to the local econ­ omy and paid $45 million in, taxes. About 25,690 persons in the maritime families earned their wages in the industry. The forest products industry used 15 percent of maritime, high technology 8 percent, met­ als 31 percent, agriculture and food processing 7 percent and the transportation equipment industry 5 percent. Merchant marine families spent $20 million on food, $25 million for transportation, $50 million for housing, $9 million for medical expenses, $6 million for clothing, $40 million for ed­ ucation and recreation and $60 million for taxes, insurance and savings. KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA­ TIONS. Copies of the SIU constitution are available m 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. EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SlU. 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, contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, llnancial 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 tirade union concepts. If at any tfane a nmnbcr feds that any of the above righU hnw been vioiated, or that be has been denied his constituthinai rWitrf access to Union records or hifonndloo, be should hnmeifidely noo^ SIU President Frank Drouk at Headquarters by certified ladl. return receipt requested. Theaddress Is 5201 Auth Wsy and Brtamdn Wkyi Prince Georges County, Camp Springs, Md. 20746. �-?'3!:,R(; Stonewall Jackson - - ~ Comes Home — After 80 Days to Mideast HE STONEWALL JACKSON returned to its docking birth at Pier 7 in Brooklyn after an 80-day trip to India and the Middle East. The ship, which is owned by the Waterman Steamship Company, will lay up for a few days before going to New Orleans, home port for most of the crewmembers. Kermatt Mangram, an SIU patrolman in New York, paid off the ship. He met with the Ship's Committee to clear up any beefs that may have occurred during the voyage. There weren't too many problems. It was a tight knit crew. Life onboard the Stonewall Jackson is always the same, always different. The make-up of the crew is constantly changing. There are a few constants though. Several years ago someone pinned a map of Ireland on the wall of the crew's mess. It still remains, watching over the crew like a good-luck piece. Bill Gonzalez, steward assistant, is one of the ship's elder statesmen. He has been on the vessel for almost a year and plans to stay until he has enough money to buy a new car. He is a professional, what seamen call an old-timer. He sailed onboard the old passenger vessels during the '50s, and it shows in the quality of his work. , Kenneth Gilson, saloon mess, worked alongside Gonzalez, it was his first trip in the steward department. 'T can't tell you how good it is to work next to this fellow,' Gilson said about Gonzalez. "He knows his business. He even showed me how to stop the glasses and the silverware from moving when the seas get rough." T SIU Pacific District PMA Pension Pian This is a summary of the annual report for the SIU pacific District-PMA Pension Plan, Employer Identification No, 946061923, for the year ended July 31, 1982. The Annual Report has been filed with the Internal Revenue Service, as required under the Employee Retirement Income Security Act of 1974, ERISA. Basic Financial Statement Benefits under the plan are provided by a trust arrangement. Plan expenses were $15,761,648. These expenses included $638,549 in administrative expenses, and $15,123,099 in benefits paid to participants and beneficiaries. A total of 10,023 persons were participants in or beneficiaries of the plan at the end of the plan year, although not all of these persons had yet earned the nght to receive benefits. ...... r L i The value of plan assets, after subtracting liabilities of the pian, was $99,559,154 as of the end of the plan year compared to $92,567,186 as of the beginiiing of the plan year. During the plan year, the plan experienced an increase in its net assets of $6 991,968. This increase included unrealized appreciation m the vmue of plan assets; that is. the difference between the value of the plan's assets at the end of the yem and value of the assets at the beginning of the year or the cost of the assets acquired dunng "'xSan had a total revenue of $19,805,093, including employer contributions of $8,992,406, earnings from investments of $10,811,409, and miscellaneous income of $1,278. During the plan year, in an effort to upgrade the qu^ity ot me plan portfolio and guarantee future benefit payments for P^J^ipants and their beneficiaries, the assets were placed m dedicated accounts. In order to accomplish this dedication, the plan incused book losses from the sale of certain assets in the amount of $17,855,385. Therefore, the net revenue to the plan was q>l ,94y, /u». The Stonewall Jackson (Waterman Steamship) Is tied up at Pier 7 In Brooklyn after an 80-day voyage to India and the Middle East. SIU Patrolman Kermatt Mangram, far left, meets with the Ships Com­ mittee of the Stonewall Jackson. From right are Bosun Carl LInberry, QMED Lex Shaw, Steward Delegate vyiHiath Gon^aldz, and Steward Curley Llles. 'li Summary Annual Report Your Rights to Additional information have the right to receive a copy of the full annual report, or any part thereof, on request. The items listed below are included in that report: 1. An accountant's report; 2. Assets held for investment; 3. Transactions in excess of three (3) percent of plan assets; and 4. Actuarial information regarding the funding of the plan. To obtain a copy of the full annual report or any part thereof, write or call the office of the Plan Administrator, 522 Harrison St., San Francisco, Galif. 94105, telephone (415) 495-6882. The charge to cover copying costs will be $4.00 for the full annual report, or $0.10 per page for any part thereof. You also have the right to receive from the Plan Administrator, on request and at no charge, a statement of assets and expenses of the plan and accompanying notes, and/or statement of income and expense of the plan and accompanying notes, or both. If you request a copy of the full annual report from the Plan Admimstrator, these two statements and accompanying notes will be included as p^ of that report. The charge to cover copying costs given above does not include a charge for the copying of these portions of the report because these portions are furnished without charge.• ^ i You also have the legally protected right to examine the annual report at the main office of the plan, 522 Hamson St., San Francisco, Calif. 94105, and at the U.S. Department of Labor in Washington, D.C., or to obtain a copy from the U.S. Department of Labor upon payment of copying costs. Requests to the Department of Labor should be addressed to: Minimum Funding Standards An actuary's statement shows that enough money was contrib­ uted to the plan to keep it funded in accordance with the minimum standards of ERISA. . ''v ; Public Disclosure Room, N4677 Pension and Welfare Benefit Programs Department of Labor 200 Constitution Avenue, N.W. Washington, D.Cw 20216 March 1983/LOG/33 ' 'i! �A Lcx)k at the 70's: The Merchant Marine Act, f; By John Bunker 1 i) iP -t -Hf • :j i ill f!fJ .:!« 1; i:i In a ceremonial meeting on October 21, 1970, President Richard Nixon signed into law the Merchant Marine Act of 1970. It was the most far-reach­ ing maritime legislation since the Merchant Marine Act of 1936. This historic signing in the Cabinet Room of the White House was the culmination of years of effort by maritime in­ terests—Labor and Manage­ ment—^for a strong, long-range American maritime policy. The major thrust of the law was to build 300 merchant ships during the next 10 years and provide operating subsidies for most U.S.-flag ships in the deep sea trades. The bill made legislative his­ tory by sailing through Congress with only two dissenting votes. An article in The New York Times noted that SIU President Paul Hall had been "the unof­ ficial captain of the labor-man­ agement lobbying team that had pushed the new program through the House and Senate." Hall predsed the Act as "the first proposal that has taken into consideration the needs of the entire merchant marine." Ever since he had become head of the SIU, first as secre­ tary-treasurer and then as pres­ ident, Paul Hall had been the industry's most vocal spokes­ man and persistent strategist for a strong merchant marine. He had spent many years building support in Congress with the Seafarers PoUtical Action Do­ nation (SPAD), making allies among ship owners and in Con­ gress, and forging a strong labor alliance through a larger AFLCIO Maritime Trades Depart­ ment, of which he was presi­ dent. 25 Years of Hard Woilc t • ' t-H 'i) • 4 iM fl\ i \r • If It had taken the SIU and its friends almost a quarter of a century of hard work to arouse the kind of merchant marine awareness in Congress that made possible the Merchant Marine Act of 1970. Not that the lawmakers had done nothing for the merchant marine over these years, how­ ever. In November 1947 a commit­ tee appointed by President Tru­ man recommended a prograih. to revitalize the merchant fleet President Nixon signs the Merchant Marine Act of 1970 into law at a White House ceremony in Novemtor 1970 Witnessing the historic event are (I. to r.) Under Secretary of Commerce Rocco C. Siciliano, Secretary of Commerce Maurice H. Stans; Maritime Administrator Andrew E. Gibson; MamiTrflFr Chairman Helen Delich Bentley; Secretary of Transportatibn John A. Voipe, and Rep. William S. Mailliard (RCalif.), ranking minority member of the House Merchant Marine and Fisheries Committee. by building 46 passenger ships and reviving the domestic trades. In 1958 President Eisenhower called for a 25 ship-a-year re­ placement program with new passenger ships and an increase in subsidies. There had been the 25-ship Mariner construction program, the building of the superliner United States, construction of the Savannah, the world's first atomic-powered merchant ship, and other contributions. While most of these efforts were dramatic they did not at­ tack the industry's basic prob­ lems. Still lacking was a com­ prehensive, long-range maritime policy to bolster the U.S.-flag with across-the-board help to all segments of the fleet. In 1961 the MTD proposed construction subsidies for all ships, including those on the Great Lakes, and operating sub­ sidies for aU U.S.-flag vessels competing with foreign ships. It would also have eliminated tax advantages enjoyed by Ameri­ can-owned ships flying flags of convenience. ment's role in the maritime industry. Paul Hall was one of the four labor leaders in this group, a recognition of the SIU as a "voice of maritime." At the first meeting of this board, the SIU was ready with a 25,000-word position paper defining the needs of a strong merchant fleet. This proposal, which was transmitted to Pres­ ident Johnson, called for a bal­ anced fleet of tankers, bulk car­ riers, cargo liners and tramp ships, strict enforcement of cargo preference laws, and a vigorous cargo promotion incentive for American ships. Hall told the President that two-thirds of the merchant ma­ rine was war-built and "fast steaming into obsolescence." Knowing that rhetoric alone would not win the battle for a long-range maritime program, Hall announced in 1964 that the SIU would launch "an aggres­ sive campaign among members of Congress to reverse the de­ cline of the nation's merchant fleet." This campaign was directed toward developing an aware­ ness in Washington of the state SIU: "Voice of Maritime" of the merchant marine and the In June of 1964 President need to build it up. The SIU's Johnson appointed a 14-man objectives were an information committee to study the govem- program among lawmakers and •r-C'-i- 34/LOG/March 1983 more intensive political action financed by voluntary contri­ butions from the SIU member­ ship. By this time the SIU and dynamic leader were being lis­ tened to on Capitol Hill. During the Union's biennial convention in Washington in 1967 some 70 legislators found time to leave their offices long enough to visit and be seen at the convention. Hall Boosts MTD After Paul Hall was elected president of the MTD in 1957 he worked hard at expanding its membership and broadening the scope of its influence in Wash­ ington. During the push for the Merchant Marine Act of 1970, the MTD had been built to in­ clude 44 national and interna­ tional unions with eight million members—no small voice on the political scene. Throughout the long battle for an adequate maritime program the MTD was an invaluable ally for the SIU. Its member unions were established and were po­ litically active throughout the country. They represented many diverse industries in the con­ stituencies of almost every con­ gressman, and they were vital to the winning of legislative sup(Continiied on next page.) �I Promise Not Fulfilled port for maritime legislation. In 1965 the SIU, the NMU and 13 other maritime-related unions set up a Joint Maritime Labor Committee "to carry on an all-out fight to strengthen the U.S. merchant marine." In 1966 Paul Hall was invited to the White House to present his views on the merchant ma­ rine. As usual, the SIU went prepared, offering a long-range program that featured construc­ tion subsidies whereby berthline operators could build 15 ships a year, plus operating and construction subsidies for those deep-sea, non-subsidized oper­ ators who wanted them. Most important was a pro­ posal for construction and op­ erating subsidies for bulk car­ riers and the build-up of a fleet of 30 bulk ships every year for five years. It also urged that 30 percent of sill oil imports come in U.S.-flag ships. During his frequent appear­ ances before Congressional committees, in speeches to groups of all kinds, in the MTD magazine "Maritime," and in the Seafarers Log, Hall kept emphasizing the importance of cargoes as well as ships. Keeping the Holds Filled "The key to keeping our mer­ chant fleet afloat," he said, "is to keep its holds filled with cargo. American ships are carrying only 4.8 percent of our imports and exports. Foreign-flag ships are carrying 95.2 percent of our car­ goes." Although he hailed the 1970 Act as a great step forward to­ ward a stronger merchant ma­ rine, Hall regretted that it did not more aggressively address the basic problem of cargoes. He proposed strengthening the Act with a "national cargo pol­ icy" to "assure American ships access to a fair share of all types of cargo in the American trades." Such a policy, he emphasized, "should designate that a mini­ mum percentage of energy im­ ports be carried on vessels built in the United States and flying the American flag." Ford Vetoes Energy Act Convinced that these ele­ ments were essential to imple­ mentation of the 1970 Act, Hall and the SIU sponsored what became the Energy Transpor­ tation Act. Like the 1970 Act, it was a great legislative victory in Congress, being passed over­ whelmingly in both Houses. At the last minute, however, it was vetoed by President Ford, act­ ing to a large extent under influ­ ence from the State Depart­ ment. SIU President Paul Hall meets President Richard Nixon in the White House on the eve of the signing of the Merchant Marine Act of 1970. Transportation, the Coast Guard, the Federal Maritime Adminis­ tration, the Federal Maritime Commission and the Defense Department. In 1976 Hall went before the House Committee on Merchant Marine and Fisheries to press for measures that would make the 1970 Act more effective. "The American merchant marine of 1976," he said, "is A History of the SIU Part xxv Unfortunately, the 1970 Act did not bear the fruit expected of it for several reasons. The major problem was the lack of a cargo policy that would help owners obtain cargoes for ships built under provisions of the Act. Another problem, Hall said, "was the emergence in the 1970s of more state-owned fleets and the proliferation of cargo res­ ervation measures." He also cited lack of commitment in government to carrying out pro­ visions of the Act, and the con­ tinuing fragmentation of mari­ time affairs £imong the many federal agencies dealing with them: the Department of Com­ merce, the Department of Frank Drozak and SIU Counsel Howard Schulman testify at a Congres­ sional hearing in July 1977. forced to operate in a world characterized by a new feeling of nationalism and by a growing recognition of the economics and political importance of a strong and active maritime in­ dustry outside the United States. The unforeseen and rapidly changing international circum­ stances have, to a great extent, thwarted the goals of the 1970 Act. For this reason, it is im- perative that the United States review and revise the means by which it can once again become a strong maritime nation." Here again, as he had many times in the past before Congressional committees. Hall pointed out the weakness of the American bulk cargo fleet; that it carried a trifling portion of bulk imports, even though the United States was the largest bulk importer in the world. "The Merchant Marine Act of 1970," says SIU President Frank Drozak, "was a great achievement for the SIU and its many allies. But the world scene and the maritime scene have changed tremendously since the 1970 Act was conceived and put through Congress. There are many new problems and new challenges today. But we will tackle them with the same spirit and tenacity that was exempli­ fied in our long battle for the 1970 program." Monthly Membership Meetings Port New York Philadelphia Baltimore Norfolk ; Jacksonville Algonac Detroit Houston......... New Orleans Mobile San Francisco Wilmington Seattle Piney Point San Juan St. Louis Honolulu Duluth Jeffersonville Glouceister Jersey City Date Deep Sea Lakes, Inland Waters .Monday, April 4 Tuesday, April 5 Wednesday, April 6 Thursday, April 7 Thursday, April 7 Friday, April 8 .Friday, April 8 Monday, April 11 Tuesday, April 12 Wednesday, April 13 Thursday, April "14 Monday, April 18 Friday, April 22 Friday, April 8 .Thursday, April 7 Friday, April 15 Thursday, April 14 ^ Wednesday, April 13 Thursday, April 21 Tuesday. AfHtil 19 Wednesday, Afnil 20 2:30 p.m. 2:30 p.m. 2:30 p.m. 9:30 a.m. 2:00 p.m. 2:30 p.m. 2:30 p.nti. 2:30p.m. .... 2:30 p.m. 2:30 p.m. 2:30 p.m. 2:30 p.m. 2:30 p.m. 3:00 p.m. 2:30 p.m. 2:30p.m. 2:30 p.m. 2:30 p.m. 2:30 p.m. 2:30 p.fii. 2:30 p.m. March 1983/LOG/35 ft' i- �T!!; Osman Ben Zen, 64, joined the SlU in the port of New York in 1958 sailing as a cook. Brother Zen be­ gan sailing in 1947. He was born in East Malaysia and is a naturalized U.S. citizen. Seafarer Zen is a res­ ident of Baltimore. (!, I• Deep Sea li' •i- James E. Bell, 65, joined the SlU in 1938 in the port of Mobile sailing as a chief steward for the Delta Line. Brother Bell was born In the U.S. and Is a resident of New Or­ leans. Mi m TF$. «• John F. Buckley, Jr., 60, joined the SlU In 1944 In the port of New Orleans sailing In the steward de­ partment for the Waterman Steam­ ship Co. Brother Buckley was born In the U.S. and Is a resident of Gretna, La. •'T' . 4if,. •s Albert Cruz, 64, joined the SlU In the port of Yokohama, Japan In 1976 sailing as an AB and tankerman for Sea-Land. Brother Cruz first sailed In 1956. He was born In Canton, China and Is a resident of San Jacinto Masbate, P.I. r>;i: ; -A • ' i'iil ^ ,-a: Vrjl; J ^ 'iit' Leo Fontenot, 51, joined the SlU in the port of Houston In 1959 sailing as a cook for the Delta Line. Brother Fontenot began sailing in 1953. He was bom in Louisiana and is a resident of New Orleans. .•h ti'. 'iH' aif' ' • O"': •Y" r'--li'.';''' i K' i I'l'-i J • , "-vYi'^ 414 Sylvester Anthony Furtado, 62, joined the SlU in 1939 in the port of Providence, R.I. sailing as a 1x5sun for the Delta Line. Brother Fur­ tado is a veteran of the U.S. Navy in World War II sen/ing as a bosun's mate. He was born In New Bedford, Mass. and is a resident of Williamsport, Md. Thomas Atheaus Robinson Jr., 62, joined the SlU in the port of New Orleans in 1955 sailing as a chief cook aboard the SS Kopaa (Pacific Gulf Marine) and for Delta Line in 1947. Brother Robinson was bom in New Orleans and is a resi­ dent of Oakland, Calif. U 'i f ) I: SiJ'i -ht •m -ti ' uk »'^r •IK s-f-- If:' Emll J. Spodar, 59, joined the SlU in 1947 in the port of New York sailing as a FOWT for the Delte Line. Brother Spodar sailed during World War II. He was bom in the U.S. and is a resident of New Or­ leans. Frank Strates, 65, joined the SlU in the port of Jacksonville in 1971 sailing as a FOWT. Brother Strates first sailed in 1961. He is a veteran of the U.S. Army's 21st Hdqs. Sp. Trs., 2nd Army, Camp Carson, Colo, in World War II. Seafarer Strates was born in Greece and is a natu­ ralized U.S. citizen. Strates is a resident of Hialeah, Fla. 36/LOG/March 1983 f tKi Louis A. Gardier, 65, joined the SlU in the port of New York in 1955 sailing as a cook for Sea-Land. Brother Gardier first sailed in 1947. He was born in Trinidad, B.W.I, and is a resident of Brooklyn, N.Y. ,1 Leo Feher, 62, joined the SlU in 1943 in the port of New York sailing as an oiler. Brother Feher hit the bricks in the 1961 Greater N.Y. Harbor beef. He was born in Aurora, III. and is a resident of San Fran­ cisco. Carroll J. Quinnt, 62, joined the SlU in 1940 in the port of Baltimore sailing as a recertified bosun. Brother Quinnt was born in Baltimore and is a resident of Benton, Wash. Walter Thomas Brown, 63, joined the SlU in 1944 in the port of New York sailing as a chief cook. Brother Brown was born in Mobile and is a resident there. Karl Agne Hellman, 64, joined the SlU in the port of New York in 1955 sailing as a recertified bosun for Sea-Land. Brother Hellman began sailing in 1946. He was born in Sweden and is a naturalized U.S.citizen. Seafarer Hellman is a resident of Renton, Wash. Nick Athanasios Hrysaghls, 66, joined the SiU in the port of New York in 1956 sailing as an AB. Brother Hrysaghis was born in Kimi, Greece and is a resident of Brooklyn, N.Y. Atlantic Fisherman Peter Favazza Jr., 62, joined the SlU-merged Atlantic Fishermen's Union in the port of Gloucester, Mass. in 1980. He sailed 25 years. Brother Favazza was born in Massachusetts and is a resident of Gloucester. Joseph Scola, 68, joined the Atlantic Fishermen's Union in 1960 in the port of Gloucester. Brother Scola was born in Illinois and is a resident of Gloucester. Great Lakes Lowell Mason Moody, 56, joined the Union in the port of Detroit in 1960 sailing as an oiler for the American Steamship Co. in 1956 and for thd Bay Shipping Co. from 1981 to 1982. Brother Moody was bom in North Carolina and is a resident of Detroit. Philip Roskhe, 65, joined the SlU {in the port of New York In 1961 sailing as an AB. Brother Rosldie was bom in the U.S.A. and is a resident of Miami Beach, Fla. J... Richard Norman Sessions, 61, joined the SlU in .thc^ port of Wil­ mington, Calif, in 1950 sailing as a chief cook. Brother Sessions was bom in Tampa, Fla. and is a resident of Houston. Fritzbeit Alexander Stephen, 65, joined the SlU in the port of New York in 1955 sailing as a 2nd cook. Brother Stephen started sailing in 1941 and sailed during Worid War II. He was bom in the Estate Char­ lotte Amalie, St. Thomas, V.I. and is a resident of the Bronx, N.Y. Nicholas Swokia, 57, joined the SlU in 1946 in the port of San Francisco salting as a bosun. Brother Swokia also rode the Bull Line and in World War II in the European Theater of Operations he was a civilian OS employee of the U.S. Army. He was bom in Bethany, Conn, and is a resident of Hayward, Calif. Alphonse Rosenthal, 65, joined the Union in the port of St. Louis, Mo. in 1970 sailing as a cook for National Marine Service from 1968 to 1982. Brother Rosenthal was bom in St. Louis and is a resident of Vivian, La. Pwsmials Carlos Soto Please contact your brother, Hector Bosch, at 90-23 210th Place, Queens Village, N.Y. 11428 or call him collect (212) 740-0848. Joe Smith Please contact Manny at Red Mill, Seattle. Jack McDaniels Your shipmate. Dale Allen, is trying to get in touch with you. Please write him at 1046 N.E. 10th Ave., Ft. Lauderdale, Fla. 33304. David Green & George Amis Mrs. Cherry Shriver ("Mama") asks to be remem­ bered. You may write her at Monserrate, #638, Stop IS'/z, Santurce, P.R. 00907. �Great Lakes Report The Great Lakes region has been devastated by the current recession. The statistics bear out these grim reports. There has been a shaip drop in the volume of bulk commodities shipped through the Great Lakes ports. Unemploy­ ment is at an all-time high. In­ dustrial production is way down. What is true of the Great Lakes region as a whole is dou­ bly true of the Great Lakes maritime industry. Less than 3 percent of all cargo that passes through the St. Lawrence Sea­ way is carried on American-flag vessels. There is a certain irony to this bad news. The St. Lawrence Seaway was built in 1959 as a joint venture by the American and Canadian governments to make the region more accessible to overseas markets. Since then, Congress has consistently re­ affirmed its commitment to make the Great Lakes America's "Fourth Seacoast." Unfortunately, the region needs more than just good in­ tentions: it needs a coherent national economic policy. The region's agricultural, mineral, and industrial products will be unabld to compete effec­ tively in international markets unless Great Lakes ports are modernized. At the same time, a large portion of the Americanflag Great Lakes fleet will remain idle as long as the Midwest remains economically depressed. Port Development The administration has made user fees the centerpiece of its port development policy. It ex­ pects local ports to pay for their own maintenance and develop­ ment by imposing tariffs on shippers. The SIU disagrees with that approach. We feel that port de­ velopment is part of a much larger problem. This nation's transportation network has broken down. The effects are not confined to just one industry. The ability of American businessmen to mar­ ket their products overseas is being seriously compromised. The crisis is highly visible: bridges, highways and mass transportation systems are lit­ erally crumbling. Ships are no longer being built in the United States. Even an unskilled eye can see that most American port facilities are obsolete. There are certain things that only a central government can do. Our foreign competitors un­ derstand this even if we do not. The economic miracle that oc­ curred in Western Europe would have been impossible had not the Dutch underwritten the de­ velopment of the highly sophis­ ticated Europort in Rotterdam. for repaying the Treasury all outstanding capital construction costs of the U.S. portion of the Seaway. This amount now to­ tals $109 million. At present, the Seaway is the only North American waterway which is required to repay the costs of past construction and improvement projects. Since the debt relates only to past costs, forgiveness of it is in no way inconsistent with the adminis­ tration's user fee proposals. There is widespread biparti­ san support for this legislation. The governors of six midwestem states have testified that the entire region will suffer if the debt is not forgiven. They make the following point: Canada no longer includes capital constmction costs in the base to be covered by Seaway tolls. Given this fact, it would be virtually impossible to raise negotiated tolls to a level sufficient to pro­ duce the scheduled U.S. pay­ back without causing severe dislocations in the economy of the Great Lakes region. St. Lawrence Seaway A move is underway in Con-: gress to correct existing inequ­ ities and forgive the debt on the St. Lawrence Seaway. This comes as good news to a sector of the maritime industry that is in the throes of a fiill-fledged depression. The survival of the Great Lakes as a viable maritime cen­ ter depends in large part on the ability of local ports to modern­ ize existing facilities. The St. Lawrence debt has hung over the region like a bad cloud and has inhibited economic devel­ opment. Under the terms of the St. Lawrence Seaways Act, the St. Lawrence Seaway Develop­ ment Corporation is responsible t Cost Recovery and the Great Lakes Sen. James Abdnor (R-S.D.) proposed legislation that would exempt the connecting channels Port Algonac. Port Algonac. *TOTAL REGISTERED All Groups Class A Class B Class C up on the Greak Lakes, fitout is beginning early this year. Mild weather is clearing most chan­ nels of late winter ice, making it possible for bulkers in the lower Lakes to begin their sea­ son early in April. Port Algonac Port Algonac TOTAL SHIPPED All Groups Class A Class 8 Class C -'REGISTERED ON BEACH All Groups Class A Class B Class C 40 ENGINE DEPARTMENT 10 19 1 Iron Ore Coal Grain TOTAL 1980 Net Tons 1981 Net Tons 1982 Net Tons 8,670,043 4,161,454 3,559,695 16,391,192 6,411,876 4,875,962 4.878.218 16,166,056 3,755,009 3,934,743 4.017,137 11,706,889 of the Great Lakes from any cost recovery program that the Reagan administration passes through Congress. The bill, S.1692, takes note of existing realities. There are more than two dozen American ports on the Great Lakes. It is impossible to determine how much each one benefits from the connect­ ing channels of the St. Law­ rence Seaway. It would take a massive bureaucratic effort to try to apportion user fees costs. Any effort to do so would distort existing markets and encourage the flow of cargo away from the region. Z >• V I DECK DEPARTMENT DOG 16 According to statistics re­ leased by the Lake Carriers' Association, shipments of basic bulk commodities for the month of November 1982 dropped sharply over the previous year's levels. The biggest drop oc­ curred in shipments of iron ore, which is used in the manufac­ ture of many industrial prod­ ucts: autos, steel, etc. Here is the breakdown for the last three years: Great Lakes Bulkers Begin Fitout to Open 1983 Season Dispatchers Report for Great Lakes FEB. 1-28, 1983 Tonnage Figures 0 1 0 STEWARD DEPARTMENT 0 0 0 ENTRY DEPARTMENT 0 0 0 28 10 56 128 1 11 48 Totals All Departments -"Total Registered" means ttie number of men who actually registered *0/s^iPPino at 1^^^^ ""Registered on the Beach" means the total number of men registered at the port at the end of last month. 24 39 Three SlU-contracted ce­ ment carriers, and three SIUcontracted ore, coal and grain carriers are already fitting out and have taken crews aboard. The Medusa Challenger (Ce­ ment Transit) and the Crapo and Paul Townsend (Huron Ce­ ment) are fitting out near De­ troit. The American Republic, St. Clair and Indiana Harbor (all American Steamship Company) are getting ready with crews aboard. American Steamship also announced that seven more ships of its fleet will crew-up and begin fitout early in April. (The LOG will feature a pic­ ture story on the fitout season in our April issue.) March 1983/LOG/37 'V a •• �Seafarers Welfare Plan Eligibility Requirements FoUowing are changes »eUgibUUyr^™— for mcmbers' benefits from the Seafarers Welfare Plan. employment in the calendar year ImitotelTpr-ding the year in which the clatm accrues, ''"21 One (1) day of covered employment in the six (6) monA sra Scholarship Winner Passes Bar I was the 1978 recipient of the $10,000 Charlie Logan S<iXsWp Award. iLnis to ttUs SltT sobolarshlp I%Dle_ to attend and complete law soliool this spring. I passed me ^^S^tlon iLt summer, andyesterdsy I was sworn In as a memher of the Washington State Bar. Jobs are tight for new Uwyers in this ^ aad went to work four days alter ^ examination. I am now an associate at „ .Qg Thomas W. Qelsness, just two blocks away ftom the Seattle snr TTaii where I shipped out for 18 years. all my sro brothers and sisters who help^^e w new career possible, i^Want to assure you that I will never forget where I came firom. Slncertfly, JdhnKexxiam MafeUe, Wasli. V.V'.: "SS. ht o« (I) d., ot ..vrdJ .oHwm»l. ArellcUio. lot bee. nrnt l» the appUcant's last day of covered employment. EUgibnity requirements for dependents' benefits have not been changed. Senate Assesses TAKX Program;Thousands of U.S. Jobs at Stake Farewell to Our Shipmates On Novemher 18,1988 aboard the 8.8. DoUy ' 23-30.5 North, Lon. 87-34.4 West, we committed the ashes of two former SHI members to the deep. One was my old friend and shipmate, George R. (Red) ,-. i*:? " . V'"• •:-r']i; •'.-n • I w •;i p. !^1'' •;f: sailing as chief mate at the time of his death. 8inGex$ly» BlUy D. WlUianui lOaster Mates 8r Pilots the Navy could charter TAKX Hearings are being held on the Navy's decision to charter ships for as much as 35 percent less than the cost of purchasing 13 TAKX Maritime Prepositioning Ships from private U.S.- the ships. The maritime industry ac­ flag owners at a cost of some cepted the Navy's proposals to $1.8 billion over the next five years. While the MPS program charter private sector vessels continues to enjoy widespread with enthusiasm. The charter support, some public officials— seemed like an ideal way to the most vocal being Sen. How­ combine two important national ard Metzenbaum (D-Ohio^ objectives; to enhance this na­ have questioned the accounting tion's military sealift capability, procedures used by the Navy and reverse the downward trend to determine the cost of the of the American-flag merchant marine. program. The TAKX program was au­ One SlU-contracted com­ thorized in 1979 by the Secre­ pany, Waterman Steamship, is tary of Defense to provide sea- a major participant in the TAKX lift support for the rapid program. Waterman will get deployment of marine amphib­ more than $110 mUlion to con­ ious brigades to crisis areas. The vert one ship at the National TAKX ships are built-to-pur- Steel and Shipbuilding Com­ pose, roll-on-roll-off container pany in San Diego, Calif. In all. ships. The ships have self-sus­ Watermen will convert three taining capabiUties to load and ships for the TAKX program. unload cargo in areas without The charter program comes port facilities. Initially, the Navy proposed at an opportune time for the to finance, construct and own American maritime industry. The the TAKX ships. Ultimately, shipping industry is in a world­ the proposal to own the TAKX wide recession. Construction of ships was replaced by a pro­ privately owned vessels in do­ posal to charter the required mestic shipyards has all but ships. The decision to charter stopped, thanks to the death of the ships was based on two the CDS program and cutbacks studies, conducted on the Na­ in existing maritime programs. vy's account by a national ac­ These 13 vessels mean jobs for American seamen and shipyard counting firm and an economic consultant, which concluded that workers. s ,:':t0'1 . '[«• : ft:? -4l.^i;.- :p:>rf. 5K'- ]«. ''i iVi ! '/ • i (• ••! V I Ill The ashes of two former SlU members are committed to the deep. Thanks To My Shipmates I would like to thank the offlcers and arem of Endurance for their concern over the death of my • T^tealdes. and for their «®^r^®lP P""^ my airfare from Tokyo, Japan to San someday I TOelr concern was greatly app«cl^ maybe someday can help someone in their time of need. ^ JOM ». Blasttoes B-1079 AS. MnOaranee 387 LOG/March 1983 I'ti:- ^HO d.y. 'IP?! �Grain Deal Is a Win, But... It Is Time to Stop Federal Abuse of Cargo Laws American ships will be al­ lowed to carry their rightful and legally ensured share of wheat flour to Egypt (see story page 1). President Reagan an­ nounced that he had directed the USDA to comply with the law. But pardon us if our applause is somewhat half-hearted. While the president and other admin­ istration officials helped win this battle, there has been no signal that they will sign up as longterm allies in the cargo prefer­ ence fight. From campaign to mid-term, the president and other admin­ istration officials have claimed to support existing cargo pref­ erence laws. But that message has not trickled down to the entire administration. The law is clear. The flour is government cargo. Fifty per­ cent of government cargo must go on U.S.-fiag ships. What could be more simple? Yet the SIU and its maritime allies were forced to spend several weeks of valuable time and effort sim­ ply to force the federal goveinment to comply with federal law. There should be no need for that. But there was because a fed­ eral agency, the USDA, delib­ erately attempted to circumvent the law through spurious logic and unfounded legal hogwash. We shouldn't be surprised. Since the landmark Cargo Pref­ erence Act of 1954, the maritime industry has gone to the mats dozens of times to force com­ pliance with the law. In the last session of Congress alone the House Merchant Marine and Fisheries Committee was in­ volved in four cargo preference disputes when the executive branch of the government at­ tempted to deny cargo for American ships. 30 Years of Abuse A recent report from the com­ mittee on the history of cargo preference and the disputes sur­ rounding the almost 30-year-old 1954 act makes very interesting reading. It identifies the oppo­ nents of cargo preference, sheds light on their flimsy arguments against the law and suggests strengdiening the laws needed to keep the American merchant marine alive. There are three pieces of cargo preference legislation, exclud­ ing the Jones Act which applies only to domestic trade. The first is a 1904 law which says only U.S. ships may carry American military supplies. In 1934 Con­ gress passed Public Resolution 17 which basically states that if the government makes any loans to help foster the export of ag­ ricultural or other products, those products should be shipped on American vessels. By far the most important piece of cargo preference leg­ islation's the 1954 act. It is also by far the most ignored and violated. Oddly enough every president from Eisenhower to Reagan has pledged strong sup­ port for the merchant marine, yet under each president exec­ utive agencies violated cargo preference laws. Only six months after the law was passed, charges by its op­ ponents forced congressional hearings to determine if the act was creating a bottleneck for U.S. agricultural exports. In 1956 a cpmmittee report said that one of thife major problems in com­ pliance was the executive branch, because it had not pro­ posed the law and therefore did not support it. In 1962 another cpmmittee report outlined the failure of many government agencies to comply with both the 1954 act and the 1904 military cargo law. The most recent report states simply and accurately, "Cargo preference enforcement has al­ ways been a problem." His Secret Weapons pensation the act applies. 3. When the United States advances money or credit the act applies. 4. When the United States guarantees convertibility . of foreign currency the act appli^. If one or more of these con­ ditions are met, half of that cargo must be transported by American merchant marine ves­ sels. That is not too compli­ cated. The Union understands it. The industry understands it. A third grader could understand it. The government does not always understand it. The Vmains The Department of Energy Four government agencies put a new twist on cargo pref­ have been the biggest violators erence evasion tactics. The DOE of cargo preference laws and is charged with filling the na­ the thieves of merchant marine tion's Strategic Petroleum Re­ jobs: the USDA, the Depart­ serve. The oil comes from the ment of Energy, the General Alaskan North Slope fields and Services Administration and the from foreign countries. In 1981 Commodity Credit Corp. the committee discovered that There are four clear-cut and only 28 percent of the foreign separate instances wfiere the law oil in the reserve had been defines government cargo and shipped on U.S.-fiag ships. When declares half of it must sail on the DOE was asked why, the U.S.-fiag ships. department responded by claiming that the Alaskan oil, 1. When the United States which the Jones Act mandates buys goods for export or must be carried in American import the act applies. ships, counted toward the 50 2. When the Unit^ States percent requirement. provides goods to a for­ "Obviously," the committee eign country for firee or wrote, "if there were no foreignwithout ad^uate com- rv flag vessels in a trade, the U.S.fiag share of that trade would be 100 percent and cargo pref­ erence would not be necessary to reserve cargo for U.S. ves­ sels. . . . Since the scope of (the act) extends only to trades which foreign-flag vessels may partic­ ipate, such scope cannot include the domestic where foreign-flag vessels are excluded by the Jones Act. . . (this) is simply another effort to avoid the intent of the cargo preference act." The most recent efforts to deny American ships govern­ ment cargo were the Egyptian grain deal and last year's Ja­ maican bauxite purchase (see Feb. 1983 LOG). .1 ,W r II A Simple Law It really is a simple law. Pres­ ident Reagan could live up to some of his promises about boosting the American mer­ chant marine by simply direct­ ing all executive branch agen­ cies to comply with the law, instead of forcing the SIU and its friends to stage long and costly battles to make sure the law is obeyed. That is not our job. It is time for the president or Congress to guarantee the sur­ vival of the American merchant marine or there will be no Amer­ ican merchant marine left. March 1983/LOG/39 • = . 'e. �e-.-jv-zsoac® on ••!;';i:' . . ^1- ^ ' I ri. ili.l i,U;•"• •? iih '.^^5,1 1^!' )'r':.'?'''H. m The Stuyvesant (Bay Tankers) moored in sunny Long Beach for bunkers before steaming to Valdez to onload a river of Alaskan oil. •^-ir i.i'r <it J I •-• !"• I, y-rZ ':' -r^rr , ' i v' • • 'Jti / • STUYVESANT is one of five Bay Tanker carriers sailing X the Prudhoe Bay to Panama run transporting Alaskan crude oil. The Bay Tanker VLCCs New York, Maryland, Massachusetts, Bay Ridge and the Stuyvesant carry the crpde oil back to meet our nation's need for a constant flow of energy. The Stuyvesant continues her journey after pausing for refueling in Long Beach, Calif. Northward along Pacific coastal waters to Valdez, Alaska, she travels to load the crude cargo. On down to Panama she carries approximately 1,521,600 barrels of crude, a potential 18,259,200 barrels per year. At Le Puerto Armules, Panama, the crude is offloaded to storage tanks, then onto a contingent of small ships for passage through the Panama Canal and through the U.S. port of entry to southwestern states. During the mid-1970s, construction began on the Stuyvesant. In 1977, Seatrain S.B. Corp. completed its work, launching the tanker from the Brooklyn (N.Y.) Navy Yard. Building specifi­ cations measured 1,100 feet from bow to stem. A powerful turbine steam engine spurs the tanker on. The 30day operation could be slimmed by several days, perhaps, but ^the few added hours saved could affect the efficiency, the certainty that the cmde, the river of black gold, just keeps on flowing. Life is more than just a bowi of cherries for General Steward Utility Red Ryan. It's feeding the crew healthy meals from first course to dessert. •: ii ni::- nh : •ir'. 'jiiy AB Chester Hughart (I.) smiles and trades sea tales of mostly good times with friends on his last trip before retiring after 40 years with the SlU. Standby ABs Sal Sbriglio with a handshake and Craig Skerston with words wish him bright days and easy sailing. -' \\ sm 'p.iS '"••m r- I?'U' Bos'n Ox Reading has sailed the winds by many shores. QMED Robert Larsen keeps an eye on the switches and dials of the Sfuyvesanf's automation control board. 40 / LOG / March 1983 - -r--' -- 7. -^. � 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 March 1983 Description An account of the resource HEADLINES AMERICAN-FLAG SHIPS WILL CARRY FLOUR TO EGYPT ALASKAN OIL FIGHT GAINS NEW SUPPORT MTD FORGES MARITIME PROGRAM CARIBBEAN PLAN WARRANTS CAUTION CDS PAYBACKS SLAMMED BY UNION AND IDUSTRY SENATE APPROVES ANTITRUST IMMUNITY BILL FOR SHIPPERS YOUR JOBS ARE ON THE LINE: WRITE YOUR CONGREESSMAN- NOW! CONGRESS SCHEDULES HEARINGS IN APRIL ON BOGGS CARGO BILL NEW YORK PORT COUNCIL SUPPORTS SIU PROGRAMS PAUL DROZAK: IN MEMORIAM CONGRESSMAN DON BONKER CONGRESSMAN GENE SNYDER MARINE ELECTRIC IS LOST AT SEA; 31 NMU SAILORS DEAD, ONLY 3 ARE SAVED LINDY BOGGS FRANK DROZAK MARITIME DECLINES JOBS STRATEGIC MATERIALS PASSENGER VESSEL INDUSTRY DANIEL INOUYE STRATEGIC PETROLEUM RESERVE SOME SECTIONS OF NEW CODE DRAW DROZAK’S FIRE: DIXIE CARRIERS CHIEF BLASTS RR BID CROWLEY LAUNCHES ‘HEAVIEST BARGE’ PORT OF PHILADELPHIA SIU INLAND MEMBERS AT WORK OGDEN CHAMPION SETS NEW LOADING RECORD TO REAGAN: KEEP JOBS IN AMERICA MTD FORGES A BROAD MARITIME PROGRAM AFL-CIO MARITIME TRADES SETS PLANS TO REBUILD AMERICA’S MERCHANT MARINE SHLSS OPENS COLLEGE DOORS FOR ALL SIU MEMBERS NAVIGATING TO THE JOB WITH A SILVER LINING GEARING UP FOR NEW JOBS AND AVANCEMENT INDUSTRY PROVIDES 240,000 JOBS TO WEST COAST REGION STONEWALL JACKSON COMES HOME AFTER 80 DAYS TO MIDEAST SIU PACIFIC DISTRICT PMA PENSION PLAN A LOOK AT THE 70’S: THE MERCHANT MARINE ACT, A PROMISE NO FULFILLED A HISTORY OF THE SIU PART XXV GREAT LAKES BULKERS BEGIN FITOUT TO OPEN 1983 SEASON SENATE ASSESSES TAKX PROGRAM; THOUSANDS OF U.S. JOBS AT STAKE GRAIN DEAL IS A WIN BUT… IT IS TIME TO STOP FEDERAL ABUSE OF CARGO LAWS STUYVESANT DOCKS IN LONG BEACH 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 03/01/1983 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. 45, No. 3 1983 Periodicals Seafarers Log