http://www.seafarerslog.org/archives_old/files/original/28eca0d38f3e2069b26a8352fda53ec6.PDF 3b5833c95c854020035c9be548fb137b PDF Text Text omcu.Pu«l«««...«..p.^.AFt.Cie^l.4SH..4A.«U..^ felU Manned Falcon Leader Is Launched i^!4- �^"•' • --i -. .fVS PresidenKs Report by Frank Drozak THHERE IS A GREAT MISX CONCEPTION in the minds of many knowledgeable people about just what the Jones Act is all about. Just recently the Daily News-Miner up in Fairbanks, Alaska attacked the Jones Act in an editorial. . ^ I want to try to clear up some of the confusion. The Jones Act has fostered do mestic waterbome commerce at an astounding rate. Federal govern ment statistics reveal that the vol ume of Jones Act cargo has grown from 651 million tons in 1950 to over 1 billion tons in 1980. More over, this substantial long-term growth trend has not diminished in recent years. In fact, during the decade of the 1970s, domestic waterbome com merce rose by 15.4 percent. There is no question that remarkable in creases in domestic waterbome commerce have occurred as a re sult of the efficient, safe and reli able service provided by the Jones Act fleet. In 1979, Jones Act barge oper ators charged their customers an average of seven-tenths of one cent to move one ton of cargo one mile, while the railroads published an average rate for that year of 2.6 cents per ton-mile. These statistics reveal that railroads charge their customers almost four times as much as river and coastal barge operators to move the same amount of cargo the same distance. Tmcks, incidentally, charge so much more than water carriers that it is almost pointless to compare the two modes. The Jones Act fleet, comprised of tankers, liners, tugboats and barges, h£is grown substantially over the last several decades. There fore, given the decline of the for eign trade fleet, the stability which the Jones Act offers is even more critical. It provides the nation with a stable domestic fleet which does in tum maintain the "wartime se curity" to which you refer. The scope of the Jones Act and the reasons for its enactment are Navy Chiefs Support Blli as Element of U.S. Seapower ^ far more extensive than either Alaska's or the maritime industry's specific concerns. The Act benefits the nation's security and economic posture as well as hundreds of domestic industries and hundreds of thousands of American workers. Consequently, any proposal to weaken this established and tested long-standing policy must be con sidered in light of its many benefits and its foundations for being. Finally, the concept of transpor tation protectionism which is so often attacked is not unique to Alaska. Water carriers engaged in do mestic commerce serve 41 states. These carriers are subject to the U.S. ownership and manning re quirements contained in the Jones Act. Because all states served by maritime transportation are sub ject to the Jones Act, it would be unfair to exempt only one state from the nation's basic tenet of maritime transportation policy. The Jones Act has lived up to its promises and goals. It has in creased national security, protec tion of the shipper, healthy com petition, and s^e, reliable service. To substantially alter the Act based on narrow, special interest concerns would be tantamount to repealing U.S. income tax laws because one citizen does not like to pay taxes. The fact is that no law will please all people; but most laws work for the public good. When all of the facts are examined, the Jones Act does indeed provide this nation with a very critical pub lic benefit. LOG . . • . Marietta Homwonpour' Associate Editor Max Hall Assistant Editor New York "Essentially, H.R. 1242 is a jobs bill—at no cost to the Fed eral government—which will undoubtedly stimulate the na tion's unstable economy now plagued by the highest unem ployment rate since the end of World War II, preserve existing maritime industry and related jobs, and generate new longterm employment opportunities for American shipyard workers, for American seamen, and for American workers in allied in dustries . . . This legislation is a major priority of the legisla tive agenda of the AFL-CIO." Lane Kirkland President AFL-CIO Ofticial Publication of ttts Seafaivis International Union of North American. Atlantic. Gulf, Ukes and Inland Waters District. April 1983 Vol. 45. No.4 Aa-cio Executive Board Frank Drozak President Joe DiGlorgio Ed Turner Secretary-Treasurer Vice President Executive Vice President Mike Sacco Leon Hpii Vice President Joe Sacco Vice President Vice PreMent George McCartney ! Vice President Washington Lynnette Marshall Assistant Editor Washington Deborah Greene Editorial/Administrative Assistant ' J'"'- "It is no exaggeration to say our country's merchant marine is floundering in the worst ship ping slump in 50 years," Vice Admiral J. Kent Carroll, com mander of the Navy's Military Sealift Command testified. "I am concerned," he added, "that our country's merchant fleet will continue to shrink not only in numbers but in its ability to serve as a naval and military auxiliary." Mike Haii Associate Editor New York Ray Bourdlus Assistant Editor Washington M Quote of the Month Angus "Red" Campbeii Charles Svenson Editor 4? "Some form of cargo prefer ence ... I believe would be helpful for defense. It is a highly complex and emotionally charged issue, but it is consist ent with worldwide trends and provides necessary protection to a vital element of seapower," he said. The Reagan administration has not taken a stand on the bill, though it has acknowledged during the past several years that the U.S.-flag fleet is in des perate trouble and needs revitalization. A top Reagan administration military spokesman endorsed the Boggs Bulk Bill earlier this month and two high-ranking military officers voiced their fears of a shrinking U.S. merchant ma rine. The three testified before the House Armed Services Sub committee on Seapower and Strategic and Critical Materials. Assistant Navy Secretary George A. Sawyer told the com mittee, "We need to improve the health and vitality of this industry without having to rely on pure subsidies." Sawyer's testimony backed up SIU arguments that the pending legislation is more than a simple Union-backed SIU jobs issue, but that it encompasses the nation's economy, foreign trade and especially America's^^^ national defense. He said the bill would "pro vide a basis for a more compet itive United States shipbuilding and shipping industry which also could provide new vessels hav ing military utility. Don Rotan Assistant Editor San Francisco nionthiy by Seafarers International Union, Atlantic, Gulf, Ukes and Intend Waters Distnct, AFL-CIO, 5201 Autti Way, Camp Springs, Md. 20746, Tei. 899S„„ S Prince Georges, Md. 207M-9998 and at additional Md 28746 a'l'^ress changes to the LOG, 5201 Auth Way, Camp Springs, .•' 1 2/LOG/April 1983 :• • W'.: 4 tjfv, • • -v �• fe' 300 Industry. Labor and Government Leaders Participate: Seminar Preps Boggs The 300 men and women who the way to complete disaster, gathered at SIU headquarters Drozak said. Much of the morning session April 6 came finom diverse back grounds. Some were labor lead was taken up with a look at the ers, shipbuilders or shipowners; current state and rate of decline others were manufacturers, of the U.S. merchant fleet. Her consultants, politicians and pro bert Brand, chairman of the Transportation Institute, a fessors. But they were all there for a Washington D.C. based inde single, common reason—^prep pendent research organization, aration to fight for the passage outlined the decline of the U.S. of H.R. 1242, which would re shipping industry. In 1950 the U.S. merchant vive this nation's merchant fleet at no cost to the American tax marine carried 42 percent of the nation's cargo. That figure has payer. The bill, formally titled the steadily declined to less than 5 Competitive Shipping and Ship percent, with an even smaller building Act of 1983, is a cargo percentage of liquid and dry preference bill which reserves 5 bulk cargo. Yet as Brand pointed percent of the nation's imports out, other major industrialized and exports for American-flag countries carry anywhere from ships starting in 1985. It in 30 to 50 percent of their nations' creases that requirement 1 per imjiorts and exports. "These are sad statistics be cent each year until 20 percent of the nation's cargo moves on cause they are the hallmark of American ships. One of the ma our industry ... We are on a Congresswoman Lindy Boggs is leading the fight in the U.S. House of jor keys to the bill, which op virtual brink of disaster. . . and Representatives for a revitalized maritime industry. ponents fail to mention, is that H.R. 1242 is the only thing on tion, we are asking for fair com (shippers) do . . . the difference the requirements are based on the horizon to prevent this dis petition," he added. is they have government help. a provision which mandates a aster," Brand said. "The bulk bill is our answer, Because almost every other . More than 90 percent of the 15 percent construction and op and it's a very niild bill. We nation's tonnage is shipped by shipping nation in the world re should not be intimidated by the erations cost reduction. serves cargo for their respective "This is not a shipping bill. water. "Apparently the United fleets either through subsidies fact that this is protectionism," This is not a shipbuilding bill States government is not aware or bilateral trade agreements, Brand said. . . . It's a jobs bill," SIU Pres of that," he said. Deep sea concerns have been "Would we allow the Japa the only way the U.S. can com ident Frank Drozak told the pete on an equal footing is with the most vocal about the pend crowd. He pointed out that Con nese or the Liberians to control some sort of government sup ing legislation, but the Boggs gress had just passed and Pres our air space and over-the-road port. Bill also would create jobs and ident Reagan had signed, a jobs transportation?" asked Frank "Do those countries go out shipping opportunities along the Decker of Colt Industries. bill with a close to $5 billion "We are not asking for pro there and hustle for cargo? Sure Great Lakes. price tag. But as Drozak pointed Great Lakes traffic has ^so tection from foreign competi- they do, to the same extent U.S. out and economic experts con declined tremendously during the firmed, the Boggs Bill would past several years, even though create about 112,000 new jobs: many foreign ships carry Amer 12,000 in shipbuilding, 7,000 in ican grain from the Lakes. shipbuilding supply industries "I haven't seen a U.S. ship and 9,000 additional seagoing load grain in seven years," said jobs. On top of those directly Mel Pelfry of the Great Lakes related jobs, an additional 84,000 Task Force. in support industries would be He admitted some Lakes added. shippers were worried that the Drozak blasted the admimsbill could create a cargo diver tration for its failures to live up sion. Mrs. Boggs said earlier to its cft^Tipnign promises to make her bill would not allow that to the U.S. merchant fleet viable. happen. Since he took office Reagan "We need jobs, we need ships. "ripped and gutted" Operating We need a horse, something to Diflferential Subsidy funds, tried carry us out of this and the only to eliminate Construction Dif horse I see is the Boggs Bill," ferential Subsidy, allowed the Pelfry said. foreign construction of Ameri One of the major concerns can ships, and now plans to expressed by sever^ speakers allow 75 percent foreign own was the national defense impact ership. of the bill. Not only is the Amer "How does that make sense? ican fleet shrinking but the So It's time we stood up and spoke viet merchant fleet has grown out about the conditions and the tremendously in the past several problems of the people in the Ed Hood, president of the Sftipbuilders Council of America, wam^M (Continued on next p^e.) United States .-. . Time is not our shipbuilding capacity for national defense will be near zero if this legislation is not affirmed in Congress." on our side. This country is on •I i COMPETITIVE SHIPPING SHIPBUILDING ACT OF 1983 TENSE AMERICA'S A Ih U April 1983/LOG/3 . -r' J �Seminar Preps Boggs Bill Advocates oriWi Fight (Continued from page 3.) years. In addition, some 85 per cent of the nation's strategic minerals designated as critical is carried by foreign fleets. While some supporters of' 'free trade" claim that American ships owned by U.S. companies, but oper ated under foreign flags with foreign crews could be counted in a national emergency, most people with a better grasp on reality know better. "We agree our Liberian ships could not be counted on in an emergency," said Richard T. du Moulin, vice president of Ogden Marine, Inc. A briefing paper on the growth of the Soviet fleet during the past 15 years, from 1,845 ships in 1965 to close to 8,000 ships today," gave the participants an idea of the Soviet edge in pro viding military cargos in times of emergencies. "The Soviet merchant fleet pays no heed to operating on a commercial basis. Its aim is to contribute to naval strategies worldwide," the briefing noted. A film presentation pointed out that this nation's' 'free-trade poUcy" allowed Soviet mer chant ships to carry Germanbuilt buses ordered by a major East Coast city. "Look at the trend, who is going to be hauling our cargo in 10 years? The Soviets, if they even want to," said Richard Calvert, manager of planning administration for the Newport News Shipbuilding and Dry Dock Co. During the afternoon session the 3(X) participants were briefed on the mechanics of lobbying and how to gain support for HR 1242 through the use of business contacts, other labor unions, letters, media use and direct contact with legislators. SIU Legislative Director Frank Pecquex and National Political Affairs Director Mar ianne Rogers explained how the SIU, the Maritime Trades De Richard Calvert from Newport News asked: "Who will be carrying U.S. cargo 10 years from now?" Richard T. du Moulin, vice presi dent of Ogden Marine, was one of rhany industry leaders who urged, passage of the Boggs Bill. • 't' i! Bill Mims, aide to Sen. Paul Trible (R-Va.) announced that the senator was introducing a similar cargo bill in the Senate. . 4/L0G//Jpril 1983 partment and others in Wash ington will go about working for passage in Washington. "Whatever differences of opinion we may have, and we have a lot," Drozak said at the end of the day-long meeting,, "we have to get together and pass this bill." iVV^' Frank Drozak said: "Make no mis take—this is a jobs bill." SHIPPING G ACT OF Dr. Don Walsh, president of Inter national Maritime Inc., stressed the economic boost the bill would im pel. Mel Pelfry, chairman of the Great Lakes Task Force, said: "I haven't seen a U.S. ship load grain on the Great Lakes in seven years." MEBA President Ray McKay said maritime labor—and the entire la bor movement—is behind this bill. Trible Takes Stand Senate Version of Bulk Bill Introduced The fight to save the nation's merchant marine has been taken up in the United States Senate. Senate Bill 1000—^the Competj itive Shipping and Shipbuilding Act of 1983 was introduced April 7 by Sen. Paul Trible (R-Va.) and six co-sponsors. Trible's bill is the Senate ver sion of H.R. 1242 introduced by Rep. Lindy Boggs (D-La.) ear lier this year. "The security of our nation depends on the maritime indus try," Trible told the Senate in the late night session. "An American merchant shipbuilding base is essential to a strong national defense be cause without sufficient mer chant ships in our fleet and with out the ability to construct and repair laiige numbers of these vessels quickly, our efforts to resupply our forces in times of conflict will be lacking," he said. In addition, Trible outlined the number of ships to be built and the thousands of jobs which would be created if the bill is passed. "I would like to point out that the bill requires no government subsidies. In the past our mar itime policies have required mil lions of dollars . . . there will no longer be a need for (that) if this bill passes," Trible said. The co-sponsors are Russell Long (D-La.), Daniel Inouye (I>Hawaii), Charles Mathias (RMd.), Paul Sarbanes (D-Md.), Spark Matsunaga (D-Hawaii) and George Mitchell (D-Maine). The bill was referred to the Senate Commerce Committee and hearings have not been scheduled. In a related development, the House Merchant Marine Sub committee has scheduled hear ings on H.R. 1242 for May 4 and 5. The LOG will bring you full coverage of these hearings in the May issue. �Reaq^ Tries End-Around on P.L 480 Law Sneak Attack on Cargo Law Is Launched Only weeks after the SIU won an important cargo preference battle over shipments of wheat flour to Egypt, a dangerous piece of legislation which could un dermine the whole P.L. 480 cargo program has been introduced in the U.S. Senate. It is an amendment to S. 822, a bill to promote U.S. agricul tural exports through existing and new promotional schemes. The Reagan administration is heavily pushing two new schemes as the major tools for increased exports, blended credit and payment-in-kind. Sen. Rudolph Boschwitz (RMinn.) included a provision in the legislation excluding cargo preference requirements from applying to future export payment-in-kind (PIK) or blended credit activities from the Com modities Credit Corp. This pro vision is section 209 of S. 822. The legislative action by Boschwitz was prompted by President Reagan's recent de cree that the wheat flour sale to Egypt is a government gener ated cargo, and as such falls under the Cargo Preference Act of 1954, P.L. 664, thus mandat ing that 50 percent of the wheat flour to Egypt be carried on American vessels. To counter this legislative measure of Boschwitz, Senators Daniel Inouye (D-Hawaii), Ted Stevens (R-Alaska), Russell Long (D-La.), Bob Packwood (R-Ore.), Slade Gorton (RWash.) and Paul Trible (R-Va.) sent a letter to Sen. Jesse Helms (R-N.C.), chairman of the Sen ate Agricultural Committee, re questing that "the cargo pref erence amendment not be included in the bill (S. 822) when taken to the floor and that it be referred to the Commerce Com mittee." The senators' concern is two fold. "First, this is an issue which is clearly within the leg islative jurisdiction of the Com merce Committee. The cargo preference laws were initiated, and on occasion have been amended by this committee. Second, we are concerned with the impact on the United States merchant marine, both imme diate and prospective. "The effect may be much broader than anticipated, and may stymie continuing congression^ and administration efforts to modernize our fleet and reduce operating costs. The amendment follows a recent and dramatic reduction in maritime subsidies. It deserves closer scrutiny than is possible in the short legislative timetable nec essary to maximize the effec tiveness of the Agriculture Ex port Trade Bill," the senators wrote to Helms. "If we can understand our problems Bosuns Learr LEVEN MORE SIU bo E suns completed the Union's Bosun Recertification Program last month, and they learned more about their Union in two weeks of "in-house" education than most other Union members might learn in a lifetime. During their two weeks at SIU headquarters in Camp Springs, Md. the bosuns le^ed first-hand about the administra tion of their pension and welfare plans, their vacation and medi cal benefits, their deep-sea freightship and tanker con tracts, their legislative and po litical action programs, their af filiations with the AFL-CIO and the Maritime Trades Depart ment, and their Union's publi cations and public relations pro grams. The bosuns met ^d talked with SIU President Frank Drozak, Secretary-Treasurer Joe DiOiorgio, and Vice President in Charge of Contracts Angus "Red" Campbell. They also met with the SIU's Pohtical Activities Director, Marianne Rogers, and the SIU's Legislative Director, Frank Pecquex. One of the highhghts of their two weeks at Union headquarters was a visit to Con gress, a tour of the Capitol and lunch at the National Demo SIU's President Frank Drozak, on behalf of the AFL-CIO's Maritime Trades Department, with its 43 affiliated national and international unions, wrote Sen. Mark Andrews (R-N.D.) of the Senate Agriculture Committee, "The Maritime Trades Depart ment strongly opposes this pro vision (Sec. 209 of S. 822) and urges its deletion from the bill." CDS Payback Delayed Terming a federal plan to allow CDS tankers In the domestic trades "devastating," SIU Legislative Director Frank Pecquex (I.) testified before Congress last month. Seated next to him Is Julian Singman of the Maritime Institute for Research and Industrial Development. Most CDSbullt bulkers are very large supertankers and they would. If allowed on the Alaskan oil run, force the lay-up of some 50 ships now in the tradeIncluding about 40 SIU ships. •-.H% --H-i: — If cratic Club in Washington. Another highlight was a meet ing with President Drozak for a frank and open talk about the Union's problems and its pro grams for meeting the needs of the SIU membership and the maritime mdustry. Participating in the program Frank Drozak and SHLSS Vice President Frank Mongelll talked With the bosuns In PIney were Thomas Boland, Texas; Fred Domey, Nev.; Jack Ed wards, Wash.; John Hamot, Maine; Billy Harris, Ind.; Konstantinos Koutouras, N.Y.; David Manson, Maine; Robert Marrero, N.Y.; James Mullaly, Fla.; Charles Van Voorhees, Calif., and Paul Whitlow, Calif. Point toNowing ttteir Km^^ucation^ program at SIU headquarters in Washington. April 1983/LOG/5 �I. L- -ir . •••>- > .«» - r "^' T •-•"•;> SlU Battles Exports pands of U.S. Maritime Jobs Are on the Line Coalition Group Joins Alaskan Oil Fight; Many Th< A coalition of more than two dozen labor, consumer and in dustry groups have banded to gether to fight the move to ex port Alaskan oil to Japan. In addition, more than 150 congressional members have signed on to cosponsor a bill which would continue the ex port ban. At stake are thousands of America workers' jobs, in cluding many hundreds of sea going jobs. The Coalition to Keep Alaska Oil was formed to counter the high-powered and heavily fi nanced lobbying effort from the export supporters. Along with its other efforts to maintain the ban, the SIU is a member of the coalition. The legislative battleground is H.R. 1197 introduced by Rep resentatives Stewart B. McKinney (R-Conn.) and Howard Wolpe (D-Mich.). The co-spon sors represent a broad biparti san base of support. The bill basically would retain the section of the 1979 Export Administration Act which pro hibits the export of the oil. The export ban has been in effect since the first barrel of North Slope oil flowed down the pipe line. It has been renewed by Congress several times since then, including a 340-61 vote win in 1979. Of course one of the main concerns of the SIU is the num ber of jobs that could be lost. ^ ,.u •• . Ai Many American shipping companies built unsubsidized tankers, such as the Overseas Valdez (Maritime Overseas Corp.) specifically for the Alaskan oil trade, which is protected by the Jones Act. If foreign shippers are allowed to export the oil, most U.S. companies will have a hard time staying afloat. Consumers Currently some 40 SlU-crewed ships work the Alaska trade. Because the oil moves from one point in the U.S. to another, it is covered by the Jones Act. But if export were allowed, for eign-flag ships would likely carry a large portion of the oil to Japan. In addition to the loss of sea faring jobs, SIU President Frank Drozak estimated that some 10,000 shoreside jobs could be lost also. But as the makeup of the coalition shows, the question of exporting Alaskan oil is not a simple jobs issue. ' 'A change in that policy (ex port) would have a profound effect on the American con sumer, national energy policy, international trade and national security," McKinney and Wolpe wrote to their House colleagues in an effort to secure co-spon sors. A large portion of Alaska's 1.6 million barrels of production a day is for consumer use as gasoline and home heating oil, and the crude oil is normally sold for several dollars a barrel less than imported oil. "Moreover, since most of the increase in Alaskfin oil prices will be captured by the federal government and the state of Alaska in the form of increased tax revenues, the export is a very cleverly disguised tax in crease," according to a fact sheet from Wolpe and McKinney. "Tax increases collected through oil prices place twice the tax burden on the low and middle income households than those revenues raised through income taxes," the report added. Energy Policy In 1977 the U.S. imported • some 8.2 million barrels of oil a day. With the use of Alaskan oil, conservation and other con trols, that figure has now dropped to 4.3 million barrels a day. But that represents a massive $79 billion a year the nation must pay for imported energy prod ucts. If the Alaskan oil were exported, it would mean Amer ica would have to boost its im ports by more than 10 percent. Whatever oil is exported would have to be replaced by foreign sources. "Five years ago, the propo nents of an Alaskan oil ex change advocated replacing the exported Alaskan oil with an equivalent supply from ble andfriendly ally, Iran,"'' the congressmen's report said. As several groups have pointed out, there is nothing to guar antee that Mexico or Venezuela will remain friendly suppliers of oil to the United States. Also, over the past decade American oil refinery capacity has expanded and adjusted to make use of the Alaskan oil. Without the export ban, the in vestments could be rendered useless, resulting in immense financial loss to the private sec tor industries that invested in good faith, relying on the word of Congress. National Security Defense estimates show that U.S. forces would need some 500,000 barrels of oil a day to function. If there were another oil embargo or disruption of the nation's energy supply, part of Alaska's 1.6 million barrels could be flowing out of the country. Also, because of international 4 The Bay Ridge (Seatrain) is just one of many American-flag ships which could end up in the scrap yards if Alaskan oiMs exported to Japan. 4 (Continued on next page.) (Continued from page 6.) agreements the U.S. must share its supply of imported oil with other countries in times of in ternational oil emergencies. "In addition, without the cur rent restrictions, an export of Alaskan oil would displace over half of the tanker tonnage flying the U.S. flag. Not only would that precipitate numerous bank ruptcies and corporate failures, it might also mean that our na tion would be without adequate tanker capacity during a na tional emergency. "The Department of Defense would have significantly fewer U.S. tankers to call on to trans port oil, petroleum products and bulk commodities to domestic locations and to our armed forces abroad. There are currently no tankers in the U.S. Ready Re serve Fleet. In addition, the dis placement of tankers will reduce the pool of seagoing manpower to crew U.S. ships in times of war or other national emer gency," McKinney and Wolpe's report said. International Trade An export of Alaskan oil would improve the nation's balance of trade with Japan, but worsen it overall because that oil would have to be replaced by imported oil from another nation. "Pressure on Japan to mean ingfully reduce barriers to U.S. manufactured and agricultural products would be significantly reduced. Instead of exporting goods manufactured by Ameri can labor we would be exporting a scarce domestic energy source. Oil exports will have no impact on American unemployment and will do little to increase the export of our products to Ja pan," the congressmen wrote. While the fight to keep Alas kan oil has been won several times in the past with these same arguments, there is no guaran tee that it will be won this time. SIU lobbyists will be doing thenbest to convince members of Congress that there is no reason to change a perfectly sound oil policy. The Coalition to Keep Alaska Oil will be doing the same and bring the facts to the public as a whole. But the Union is not just made up of a handful of lobbyists and field reps. All SIU members must be concerned and should become active in this fight. Let ters to your congressmeh~aM" senators can be a big help. Don't forget that your SPAD dona tions help fuel this fight. And be sure you are registered to vote. H.R. 1197 Ck)-sponsors Following is a list of the 152 co-sponsors of H.R. 1197, the bill which would require that Alaskan oil be retained for do mestic use and hot exported, tf you don't see your representa tive's name on this list, please write your congressional repre sentative and urge him or her to support H.R. 1197 (see March 1983 LOG for hints on writing to your representative). Ackerman, Gary Addabbo, Joseph P. Akaka, Dan Albosta, Donald Anderson, Glenn Applegate, Douglas Aspin, Les AuCoin, Les D-NY D-NY D-HA D-MI D-CA D-OH D-WI D-OR D-MD Barnes, Michael D. D-CA Bates, Jim D-AL Bevill, Tom D-NY Biaggi, Mario D-LA Boggs, Lindy D-TN Boner, William D-MI Bonior, David E. Bouquard, Marilyn Lloyd DTN D-CA Boxer, Barbara D-CA Brown, George D-CA Burton, Phillip Carr, Robert Chappel, Bill Clay, William Clinger, William F. Coelho, Tony Conyers, John Conte, Silvo Crockett, George D-MI D-FL D-MO R-PA D-CA D-MI R-MA D-MI D'Amours, Norman Daschle, Thomas Daub, Hal D-NH D-SD R-NE Davis, Robert W. R-MI Dellums, Ronald D-CA de Lugo, Ron {Delegate) D-VI Derrick, Butler D-SC Dicks, Norman D-WA Donnelly, Brijui D-MA Dowdy, Wayne D-MS Dyson, Roy D-MD Edgar, Robert Edwards, Don Erdreich, Ben Fascell, Dante Fauntroy, Walter {Delegate) Fazio, Vic Feighan, Edward Ferraro, Geraldine Fields, Jack Fish, Hamilton Flippo, Ron Florio, James J. Foglietta, Thomas Ford, Harold Ford, William Forsythe, Ed Frost, Martin Gaydos, Joseph Gilman, Ben Gonzales, Henry Goodling, William F. Gray, William Gregg, Judd Guarini, Frank Hall, Tony Hartnett, Thomas Hefner, Bill Hertel, Dennis HiUis, Bud Howard, Jim Hoyer, Steny Hubbard, Carroll Hunter, Duncan D-PA D-CA D-FL Jeffords, James M. Johnson, Nancy Jones, Walter B. R-VT R-CT D-NC Parris, Stan Pashayan, Charles Penny, Tim Kaptur, Marcy Kastenmeier, Robert Kennelly, Barbara Kildee, Dale Kogovsek, Ray Kolter, Joseph P. D-OH D-WI D-CT D-MI D-CO D-PA Quillen, Jimmy R-TN Rahall, Nick Joe Ratchford, William Rinaldo, Matthew Rodino, Peter Roe, Robert D-WV D-CT R-NJ D-NJ D-NJ Lantos, Tom Lehman, Richard H. D-FL Leland, Mickey D-DC Lent, Norman Levin, Sander D-CA Livingston, Robert D-OH Long, Cl£u-ence D-NY Long, Gillis R-TX Lott, Trent R-NY Lowry, Mike D-AL Lujan, Manuel D-NJ Luken, Thomas D-PA Lundine, Stan D-TN McCane, John D-MI McCloskey, Francis R-NJ McDade, Joe D-TX McKeman, John McKinney, Stewart D-PA Madigan, Edward R-NY Markey, Edward D-TX Marlenee, Ron R-PA Matsui, Robert D-PA Mavroules, Nicholas R-NH Mikulski, Barbara D-NJ Minish, Joseph Mitchell, Parren D-OH Morrison, Sid R-SC Mrazek, Robert D-NC Neal, Stephen D-MI Henry R-IN D-NJ Oberstar, James D-MD Obey, Dave D-KY Ottinger, Richard L. R-CA Owens, Mqjor D-CA D-CA D-TX R-NY D-MI R-LA D-MD D-LA R-MS D-WA R-NM D-OH D-NY R-AZ D-IN R-PA R-ME R-CT R-IL D-MA R-MT D-CA D-MA D-MD D-NJ D-MD R-WA D-NY R-VA R-CA D-MN Sawyer, Harold Schneider, Claudine Sikorski; Gerry Smith, Chris Snyder, Gene Solomon, Gerald Spence, Floyd - Stangeland, Arlan Stokes, Louis Sunia, Fofo {Delegate) R-MI R-RI D-MN R-NJ R-KY R-NY R-SC R-MN D-OH D-AS Tallon, Robin Tauzin, W.J. "Billy" Taylor, Gene ' Torres, Esteban Ed TorricelU, Robert Traxler, Bob D-SC D-LA R-MO D-CA D-NJ D-MI Vander Js^t, Guy Vento, Bruce Volkmer, Harold R-MI D-MN D-MO •t Walgren, Doug Weaver, Jim . Weber, Vin Wheat, Alan Wilson, Charles Wolpe, Howard D-NC Won Pat, Antonio D-NY {Delegate) Wyden, Ron D-WI D-NY Yates, Sid D-NY Yatron, Gus D-PA D-OR R-MN D-MO D-TX D-MI D-GU D-OR D-IL D-PA April 1983/LOG/7 6/LOG/April 1983 ^ / '4' It -J— • - !\] �.•p*. Wi Directory of Ports William W. Jordan Dies at 68; Was Marine Firemen Head •-• • •%'- Former SIUNA Vice Presi dent and retired president of the Marine Firemen, Oilers, Watertenders and Wipers Union (MFOWWU-AFL-CIO) Wil liam "Bill" W. Jordan died March 1 after a long illness in Presbyterian Hospital, San Francisco. He was 68. Brother Jordan was a native of South Carolina and was a 24year resident of San Mateo, Calif. He retired as administrator of the MFOWWU-PMA Welfare Fund Plan after six years of service in 1975 and was suc ceeded by Henry "Whitey" Disley, who characterized Bill Jordan as a "tower of strength" and said, "... he did a great number of things for the mari time unions" in his nine years (1961-69) as head of the union. In tribute to Jordan's passing, California Lt. Gov. Leo Mc Carthy sponsored a resolution to be passed by the State Leg islature which said in part,". . . he spent most of his working life (31 years) in the West Coast maritime industry. . .as a skilled U.S. merchant seaman, later as a union representative (port agent) in New York, New Or leans, Portland, Ore. and San Francisco . . . "... Members express their sorrow at the death of William Jordan and extend their deepest sympathies to (his survivors) A front page obituary in the March edition of the union's newspaper, The Marine Fire man said ". . . he initiated the At the mike 20 years ago Is the former president of the MFOWW, William W, Jordan, who died last month. concept of solid maimmg pro visions and the concept of de manding a quid pro quo for eliminated jobs. He established the principle of the 40-hour week rffWIK MflinKy /1Hlif0rn and improved welfare (pension plan) benefits and working con ditions . . ." "Jordan reorganized the con stitution of our union . . . He was a man of great principles and also a brilliant negotiator. His skill as a negotiator was recognized throughout the na tion ..." The late J. Paul St. Sure, exchief labor relations rep of the Pacific Maritime Assn. (PMA) said William Jordan was one of the most able and effective ne gotiators in the U.S. Labor Movement. Jordan negotiated with JFK's U.S. Secretary of Labor Arthur J. Goldberg, later a UN ambas sador and Supreme Court jus tice, and LBJ's Labor Secretary W. Willard Wirtz. Cremation took place and Jordan's ashes were scattered at sea. Surviving are his widow, Runette; three daughters, Mrs. Ann Bridges of San Jose, Calif.; Mrs. Judy Mendiola of Scotts Valley, Calif, and Mrs. Jean Montijo of Fremont, Calif.; four sisters, Mrs. Mildren Allen of Florida, Mrs. Mary Jones of North Car olina and Mrs. Jean Stokes and Mrs. Lucille Whisenhunt, both of South Carolina and five grandchildren, Cheryl Butler, Michelle Mendiola and John, Travis and Crista Nuckolls. More Broken Promises: Reagan's Maritime Budget Scuttles Industry ^ . . . » The House Merchant Marine rent to building ships in Amer Committee is holding hearings ican yards. on the President Reagan's pro Democrats and Republicans posed Maritime Authorizations alike on the House Merchant BiU for Fiscal Year 1984. The Marine Committee have ex hearings come at a time when pressed opposition to the pro the world shipping industry is posed budget. Rep. Mario Biaggi in a depression, and when the (D-N.Y.) said that the proposed American maritime industry has budget "demonstrates once and come under attack from con for all that the Reagan admin gressional opponents. istration has no maritime pro The President's budget would gram." Rep. Gene Snyder, the retain all of the cuts that were ranking Republican on the com made during the past two budget mittee, used more colorful lan fights. No monies have been guage. He told Admiral Harold allotted for seamen's health care E. Shear, MARAD administra or for the vitally needed con tor, that "the administration's struction programs. In addition, position on the Title XI Loan the administration is seeking to Guaranty Program is like being put a $900 million cap on the between a dog and the fireplug.'' Title XI A1 Loan Guaranty uuaraniy Prorro- , gram, which represents a sub^ While important, the fight over stantial drop from last year^ this year's maritime budget has allotment, and is another deter- not attracted the same attention :1^-: 1/ fl •» ^fr » '1 8/LOG/April 1983 •t • i-";. • - i rni -— as in years past. The reason for that is simple: most of the cuts that could be made in the mar itime budget have already been made. And while a number of hard working congressmen like Mario Biaggi are trying to re store programs like the CDS, it is something of a truism in Washington that it is easier to cut funding from a program than to restore it. Three important issues have absorbed the attention of the industry. The ban on the export of Alaksan oil is set to expire in September; agricultural in terests are looking to repeal the PL 480 Program; and the admin istration is exploring the possi bility of a CDS payback. Each issue has the potential of de creasing the American maritime workforce by one-half. Ed Tunwr, Exec, Vice President Jo* CHQIorglo, Secr^ary-Treaaurer LMHI Hall. Vice President Angus "Had" CamplMll, Vice President Mliia Sacco, Vice President Jos Sacco, Vice President George McCartney, Vice President HEADQUARTERS 5201 Auth Way Camp Springs, Md. 20746 (301) 899-0675 ALGONAC, Mich. 520 St. Glair 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, Ohio 2800 South High St., P.O. Box 0770, 43207 (614) 497-2446 DULUTH, Minn. 705 Medical Arts Building 55802 (218)722-4110 GLOUCESTER, Mass. 11 Rogers St. 01930 (617)283-1167 HONOLULU, Hawaii 707 Alakea St. 96813 (808) 537-5714 HOUSTON, Tex. 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 i (201)435-9424 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 478-0916 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NEW YORK, N.Y. 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. 2604 S. 4 St. 19148 (215) 336-3818 PINEY POINT, Md. St. Mary's County 20674 (301)994-0010 SAN FRANCISCO, Calif. 350 Fremont St. 94105 (415) 543-5855 SANTURCE, P.R. 1057 Fernandez, Juncos, Stop 16 00907 (809) 725-6960 SEATTLE, Wash. 2505 1 Ave. 98121 (206) 623-4334 ST. LOUIS. Mo. 4581 Gravois Ave. 63116 (314) 752-6500 TOLEDO, Ohio 935 Summit St. 43604 (419) 248-3691 WILMINGTON, Calif. 408 Avaion Blvd. 90744 (213) 549-4000 �Area Vice Gulf Coast, by VP. Joe Sacco ^HE BIG NEWS in the Gulf area is the strike we called against SlU-contracted Dixie Car riers. The contract at Dixie expired on March 31 and we were forced to call a strike because of the com pany's unfair labor practices. Dixie, which has been under contract to the SIU for 43 years, is now owned by a conglomerate that wants to bust this Union. Through attempts to destroy the contract's hiring hall clause. Union security clause, pension and hospital benefits, the company hopes to make the Union useless. , But the SIU has never backed away from a fight and we mtend to take this one to the wall. No company, no matter how big, is going to destroy what we fought to win for the members. The members are setting up picketlines wherever the 28 Dixie boats dock in Louisiana, Texas, Alabama and the Upper Mississippi River. Out of the port of Houston, we have a tentative agreement with Sabine. The voting is almost over and I'll have more details in my next report. Deep sea shipping has picked up in the Gulf in the past month, in Houston we crewed the Massachusetts (Bay Tankers) and we recrewed the Connecticut (Ogden Marine). The former was headed for England and the latter for Panama. In the port of Jacksonville in March we crewed the Jacksonville (Sea-Land); Point Revere (Point Resolute); Ogden Yukon (Ogden Marine); Point Susan (Point Venture), and the Overseas Ohio (Mar itime Overseas). Also, out of Jacksonville we're preparing for negotiations on the Crowley contract which expires on June 30. Out of the port of Mobile we have word that, as per the contract, the SIU Boatmen with Pilot Service Inc. were to receive a cost of living adjustment as of April 5. East Coast, by V.P. Leon Hall kUT OF THE PORT of Phil_ 'adelphia we have word that I deep sea shipping picked up last month. In fact a new SlU-contracted Waterman ship, the John B. Waterman, was crewed there in late March. She went to the West 1 Coast where she'll be used by the U.S. Navy. Another new Waterman ship is I expected to be crewing up in Mas sachusetts soon. Also up there, out of the port of Gloucester, we're continuing our efforts to organize some non-union companies, such as Ingram Tankers. We recently met one of the company's vessels, the Eileen Ingram when she came r? The SlU-contracted dredge Long Island (Henry DuBois' Sons), which had been in South Boston for repairs, has now left and is on her way to Baltimore. For our SIU fishermen in Gloucester the weather has not been a fnend. The high seas and stronger winds have prevented the boats from going out too often. Some boats were even damaged by the storms. The few times the boats did manage to sail, the catches were poor. , . ^ In fact, to try to make up a little of the loss, we re going to see if the shrimp grounds can be opened up for another two weeks. The state of Massachusetts closed the shrimp grounds as of Apnl 1. Further south, in the port of Norfolk, the SlU-contracted Borinquen (Puerto Rico Marine) paid off on March 26 and went mto the shipy^d for repairs. She is expected to be there for about three or four weeks. From the inland areas in Norfolk we have word that SlU-contracted C&O Railroad will have two new boats delivered. Both are 5,000 hp tugs. One is expected to be ready in October and the other should be out in December. . . XT Both boats wUl dock ships at the C&O coal pier in Newport News, Va. Report Great Lakes & Western Rivers, by V.P. Mike Sacco • ii 'r-' ft.' N THE GREAT LAKES, O _ 'spring fitout is continuing at s a steady pace. Since my last report, some of the other SlU-contracted ships and boats that have been fitted out are: the dredge Dodge Island (North American Trailers); the tug Daryl C. Hannah (Tampa Tugs); the grain carrier William A. McGonagle, the Kinsman Inde pendent and the Merle McCurdy ^9 (all Kinsman), and the Paul H. Thayer (Pringle). By the end of the month we hope to have 40 pieces of SlU-contracted equipment fitted out. Furthermore, Great Lakes Dredge and Dock Company called for a fitout on the dredge Rhode Island and the tugs Lydon and McGuire. They'll sdon begin river and harbor work in Cleveland, Ohio. On the rivers, we'll of course be working hard on the Dixie Carriers strike which began April 1. We'll be giving the company one of the toughest fights it has ever had to face. Concerning other inland contracts, things are running along very smoothly. The Heartland contract which, as I reported to you last month, was overwhelmingly ratified, is being sent to the boats. All is going well aboard the Orgulf boats and we're hoping to soon crew a new boat that the company is constructing. She's the Justin T. Rogers. . Work for SlU-contracted National Marine Service continues to be a little slow but we are still keeping our members employed. The SlU-contracted river boat cruisers the Delta Queen and the Mississippi Queen are both doing quite well. As the weather warms up they travel farther north on the river. There are hundreds of jobs on these two paddlewheelers w^ch are SIU top to bottom. So if any of our members would like jobs aboard them, pay a visit to the St. Louis Hall. Finally, I would like to express my sincere condolences to SIU Algonac Port Agent Jack Bluitt for the untimely death of his 22-year old son, Brian. I know how terrible it is to lose a child and 1 want to tell Jack and his family how very sorry I feel for them. W«st Coast, by V.P. George McCartney rpHE EXECUTIVE SecretaryM Treasurer of the California Federation of Labor, John Henning, made a strong speech in San Francisco recently in support of the American-flag merchant ma rine. I introduced Henning at the monthly Propeller Club luncheon which, this month, was a salute to labor. Urging Federal government sup port for the American-flag fleet, Henning said that the U.S. mer chant marine is under siege from foreign-flag shipping. He warned against this country depending on flag-of-convenience ships and he expressed his strong support for H.R. 1242—bulk cargo legislation inrioduced in the House of Representatives by Congresswoman Lmdy Boggs (D-La.). Other news out of the port of San Francisco is that we crewed the Golden Phoenix (Titan Navigation) and flew the Seafarers to Korea where the ship is being reconverted. Up in Tacoma, Wash, a christening ceremony was held for the Golden Phoenix's sistership, the Jade Phoenix which is now on her way to Egypt with 112,000 tons of wheat. Concerning our organizing drive on the fish processing ship Golden Alaska, we have filed unfair labor practice charges agmnst the owner, Alaska Brands Corp. The company has been trying to block a representation election aboard the ship. In the SeatUe Union HaU, an SIU pensioners club has been started to keep retired Seafarers informed about their benefits and about the political issues that affect the maritime industry. The first meeting was held this month. April 1983/LOG/9 '.H �Coast Guard Asks Exposure Suits for U.S. Oil Rigs, Ships i .. The U.S. Coast Guard early last month proposed that ex posure suits be required for per sonnel on American offshore mobile oil drilling rigs, certain oceangoing and coastwise tank ers, cargo, oceanographic and other vessels. At present only Great Lakes vessels are required to carry exposure suits. Exempted were ships and rigs in waters where the temperature was higher than freezing. Also exempted were ships with totally enclosed lifeboats on each side to hold everyone. The need for the suits on the rigs was shown when the rig Ocean Ranger sank with her crew of 84 in 29 degree waters on Feb. 15,1982 off Newfound land, Canada. None survived! The Coast Guard feels that 30 who were near the rescue ves sels may have survived if they had been wearing exposure suits! And exposure suits, including those on the Great Lakes, would have to have whistles as they have now and personal flotation device night lights with retroflective materials attached. As a result of the sinking of the Great Lakes ore carrier SS Edmund Fitzgerald with 29 lost in November 1975 (now remem bered and immortalized in the song, "The Wreck of the Ed mund Fitzgerald'' by folksinger, Gordon Lightfoot) the Coast Guard required that Great Lakes ships carry survival suits espe cially during the severe winter season. Also triggering the new reg ulation was the disaster on Jan. 10, 1977 with the breaking up and sinking in 30 degree waters at midday of the coastwise tanker ST Chester A. Poling off Cape Ann, Mass. Six aboard were saved, but they were suffering from hy pothermia (loss of body tem perature). Another not wearing life preserver was lost. Afterward, the National Transportation Safety Board (NTSB) recommended that ex posure suits be required for each crewmember on vessels that normally sail in cold air or sea temperatures. The Coast Guard concurred. Similar recommendations were made by both agencies when the Af/V Cornet was lost on May 19, 1973 (16 died, 11 were saved) and when the M/V Maryland went down Dec. 18, 1971 with six of her crew, and only one rescued. Use of Lifesaving Devices Spurred Early In U.S. In the Oct. 19, 1934 issue of the Baltimore Sun a story out of Washington, D.C. ran: ". . . Burning of the liner SS Morro Castle (in 1933) off the New Jersey coast renewed the demands for revision of mari time safety laws which followed the destruction of the British steamer SS Vestris off the Vir ginia Capes in 1928. The Vestris disaster cost 110 lives; the Morro Castle 134! "The government's program probably will provide ... tight ening of fire prevention require ments and lifeboat drills . . ." In the Nov. 16,1934 New York Times: "... Rear Adm. George H. Rock, USN asserted that the first stipulation as contained in the Safety-of-Life-at-Sea Con vention of 1929 signed by the representatives of 17 countries but which failed U.S. Senate ratification ... requires that special duties for the event of an emergency should be allotted to each member of the crew and that all ships shall be sufficiently and efficiently manned." From the Nov. 21, 1934 New York Herald-Tribune: VP C. H. C. Pearsall of the Colombian Line said ". . . Since the SS Titanic went down (1912) every ship constructed has been better built to withstand colli sion; there is ample lifeboat ca pacity provided every passen ger and member of the crew. The Vestris' foundering resulted in greater attention being paid to leading stability ..." After World War II on July 9, 1954 the New York HeraldTribune carried an Associated Press (AP) story out' of Wash ington, D.C.: "The Senate has passed and sent to the House a bill requiring all river steamers to carry life preservers for each passenger and crewmember. Sponsors said present law requires such steamers to have life preservers or floats but that the latter now are considered 'an outmoded type of lifesaving equipment.' '' Again in the New York Her ald-Tribune on July 8, 1954: "The Senate Commerce Committee approved today leg islation to implement an agree ment between the United States and Canada for the promotion of safety on the Great Lakes. The agreement provides that after November 13 vessels must be equipped with radio tele phones. The bill makes several additions to statutory authority under which the communica tions commission would make regulations to carry out terms of the agreement." On Oct. 15, 1954 a story out (Continued on next page.) SHLSS Trainees Get Survival Suit Experience SHLSS trainee Roger Mignone, class 378 pulls on a marine survival suit to practice exercises in safety at sea. 10/LOG/April 1983 With the face mask fastened trainee Roger Mignone is all set to go into the water. Buoyancy is achieved by the spe cial materials used to construct the suit and an air bag that cushions the head. And—our trainee is warm and dry. �Use of Lifesavirig Devices Spurred Early in U.S. (Continued from page 10.) of Norfolk,Va. in the New York Times: A Coast Guard operations ofncer and a vice president of the National Maritime Union (NMU) C.I.O. today recom mended that all merchant ships be required to carry large 'floataway' rafts with radar reflec tors. Their views were presented at a hearing by the Coast Guard Board that is investigating the sinking of the Moore-McCormack Line freighter Mornackite. The 6,200 gross ton vessel loaded with 9,000 long tons of iron ore capsized and foundered on Oct. 7 off Cape Henry, Va. with the loss of 37 lives. Eleven of the crew, all of them unlicensed personnel, sur vived and were two days in the water before they were rescued by Coast Guard and Navy craft and the Greek freighter Makedonia. Capt. Kenneth B. Maley of the Coast Guard . . . made the recommendations on the liferafts . . , David M. Ramos, the NMU vice president . . . said further that if the Mormackite had been equipped with rafts that pulled free easily from the ship the loss of life would have been greatly reduced and perhaps all hands would have been saved." From the New York HeraldTribune on Jan. 27, 1955: ' 'Rep. Daniel J. Flood (D-Pa.) introduced a bill yesterday to require all American merchant ships to report their positions /)>y radio every 24 hours. The proposed bill is an aftermath of the Mormackite disaster in which many crew lives were believed to be lost because there had been no alarm until the vessel was unreported for several days." Lastly, on March 22,1955 in the New York Times: The House Democratic leader. Rep. John W. McCormack of Massachusetts urged Congress today to enact legis lation to compel U.S. merchant ships to install a device that automatically could receive messages at sea 24 hours a day ..." Survival Suits Couid Have Saved Marine Eiectric Victims Delta's VP Waterhouse Retires a • Delta Line's West Coast VP Frederick "Fred" E. Waterhouse Jr. retired March 31, after 47 years with the company. Waterhouse joined Delta (then the Grace Line) in 1937 as an office boy fresh out of college, working his way up through ac counting, freight, personnel, sales and administration He witnessed the heyday of the cruise liner, of the World War II buildup and of today's strug^ gles of the American merchant marine. During the Big War, he flew bombers over the Pacific and was a counter-intelligence offi cer in Japan and in the Korean Conflict. He was one of the first drafted in 1940. "It was the one lottery I won in my life," he said. Returning to the Grace Line, he saw the company bought in 1969 by Prudential and in 1978 by Delta. Up to 1973, he was a college football referee. Now he's a director of the College Football Officials Assn. Also he's president of the U.S. Propeller Club of the port of the Golden Gate,VP of the National Propeller Club and trustee of the San Francisco Maiitime Museum. Waterproof, insulated sur Feb. 12 and told to put on his cut loose. But after the engine vival (or exposure) suits would lifejacket. room was cleared, suddenly he have saved many (including the He added the ship sank lower said, the ship capsized. captain) of the 31 crewpien who in the water (at the bow) and "I don't think anybody ex died when the (605-ft.) collier began to list. Lifeboats were Marine Electric sank Feb. 12," cleared for launching and an pected her to roll over," Kelly said Capt. Joseph S. Blackett, emergency position locator was stated. "I started throwing liferings over the side." chief of search and rescue for the 5th Coast Guard District, Portsmouth, Va. Capt. Blackett testified Feb. 23 before the Marine Board of The waters of the Great Lakes wearer buoyant and warm for Investigation and was asked for can get to be pretty cold! reps on the Lakes can't figure 18 to 24 hours even in water out why. The suits, with their recommendations to prevent Seafarers riding 4he Lakes temperatures as low as 35 de similar tragedies. attached hoods, boots and gloves forced to abandon their vessels grees. If these men had been wear like the crew of the Edmund aren't exactly the picture of Though Great Lakes ship fashion. In fact, they've been ing survival suits—like the Alas Fitzgerald until recently didn't, kan fishermen (200-300 saved stand a very good chance of owners were not yet required dubbed "Ugly Suits." in 10 years) wear—their surviv surviving the cold waters wear to carry survival suits as stand They also can't be used for ability would have gone up dra ing only regulation lifejackets ard equipment in 1978, both the scuba diving, duck hunting or SIU and MEBA worked on other sports requiring foul matically. But without the suits for protection. making it mandatory. Both only three persons lived when The ore carrier Edmund Fitz unions drafted proposals re weather gear. the (fully loaded) ship went down gerald Went down with a crew So far, most of the missing quiring all Great Lakes ships to suits have been recovered and in cold, stormy seas 30 miles of 29 in Lake Superior on Nov carry these suits in upcoming returned to their vessels. off the Virginia coast." 10, 1975. contracts. Without protection in 40 de Great Lakes ships are carry After a Coast Gu^d probe MEBA, which manned Lakes ing these suits for the protection gree water, he added, a man will into the tragedy. Lakes Carrier die of exposure within two hours, Assn. head Paul E. Trimble told vessels on an extension of their of the crews. Should a situation ^e Marine Electric's men fell the hearing that had the Edmund old contract, made carrying the ever occur where the crew in the sea when the ship cap Fitzgerald been equipped with suits a provision of the exten needed survival gear and came sion. sized. up short on the suits, who'd be ®P®pi3By designed survival suits The only problem with the A survivor. Third Mate Eu "it is likely the crew would have the man to volunteer to jump survival suits is that they keep gene Francis Kelly Jr., 31, of survived." into Lake Michigan without disappearing from the ships. SIU one?" Norwell, Mass. testified at the But in the fall of 1978, Great hearing "that the winds were Lakes shipping companies be Force 10 and that some of the gan carrying foam survival suits waves were 40 feet high" in the on all Lakes vessels. The suits storm. are Vieth of an inch neoprene Kelly said he was awakened foam and can be put on in less at about 3 a.m. for his watch on than a minute. They keep the Great Lakes 'Ugly Suits' Disappear Eddeatioii/irpgrading It's Your Key to Job Security April 1983/LOG/II i r • i -A; >.'1 �:'>•• V'i.r " ' • j':-- : Contract Review Committee T 1A A RECENT Kr-L^r-IN 1 MEETING iviriE-iii-NVj i - . ^ ^in Wilmington, Calif., tankermen of Crowley Marine got together to discuss their upcoming contract. The members agreed to elect a committee to review contract proposals. These would be submitted first to the SIU Negoti- A ating oi"i& Committee, then to - the ^ p.. .o.;fi.oH^n full membership for ratification by secret ballot, It was a lively meeting, an many important issues were raised and quesUons asked wtach were capably answered by SIU Reps Marshall Novack and Mike Worley. Giuseppe Boccanfuso, cook aboard the tug San Diegan, expr^ses an opinion regarding the upcoming SIU contract negotiations with Crowley. Supply Boat on Run to Oil Rig On the Skilak in Wilmington Painting a Pipe .'H:S - .- • I. ',i .jV Tankermen Jeff Davis (I.) and Thomas Burke become involved in the contract discussion. Dayman AB Robert Hill waves paint brush on tug Skilak (Crowley). AB Chris Poppe paints a pipe on deck of tug Skilak (Crowley). r! • CSS •rl'.s I.. iV fi 1 a. ^ •-S'- SIU Reps Marshall Novack and Mike Worley, seated at table, listen to the tankermen's concerns about their upcoming contract. 12/LOG/April 1983 •i: 4'^ % On a supply boat run to an oil rig 7.5 miles out are: (I.) Wilimington SIU Rep Marshall Novack and (i. to r.) tug Skilak crew. Mate Gene Jasperson, Capt. Kurt Nehring, AB Robert Hill, Chief Engineer Erik Nordeng, 2nd Mate William Moore and AB Cris Poppe last month on the Crowley Marine boat. �r-?<".ll/""; .'OrT'!•;;. . 1 "L&, 'i':' ~ -'C;..-" OarManbart AlWarii Inland News On the Dixie Boats—Before the Strike! •1 • •• 1 T *^ mm' ff f*? * ^ m if fff l_oading oil at night to the Dixie Chaiienge are (I. tar.) Jarikermen Scott Conrad, Kim Denning, Dennis Johnson and Richard Johnson. ^ i»- - *'4 * .3 On the Illinois River aboard the Dixie Tankerman Den Garner and standing (I. to r.) Pilot Bobby Monson and Tankerman William "Santa Glaus" (Raisin') Cam. •s/ Pilot Lonnie Key riding the Dixie Vengeance waits for the Peoria (III.) Lock and Dam to open up. On deck of the Dixie Vengeance are Tankermen (I. to r.) Aaron (3addis and Dave White. Iw Busy cleaning up the engine room of the Dixie Chaiienge we have Chief Engineer James Robertson. cookie Charles Mazanos cooks up on ihB Dixie Challenge. ' at Mt. Vemon, Ind. Carriers) helm is twaimiieoon April 1983/LOG/13 a �• -'- -^-r^•'' iiai. *,,• -^ .•"•^r. -• ., J. * , •f; M' In Memoriam Pensioner John Smith Parian, 65, died on March 16. Brother Parkin [joined the Union in the port of Nor' folk in 1963 sailing as a mate for McAllister Broth ers. He was bom in Beaufort, N.C. and was a resident of Deptford, N.J. Surviving are his widow, Helen and a brother, George of WestviUe, N.J. Pensioner Arvin Reed, 66, died on Jan. 2. Brother Reed joined the Union in the port of Houston in 1956 ; sailing as a mate and chief engineer -I for G & H Towing from 1956 to 1970. He began sailing in 1950. Boatman Reed was bom in Neame, La. and was a resident of Dickinson, Texas. Surviving are his widow, Winnie Jo; three daugh ters, Mary, Anna and Eva and a sister, Mrs. Margaret Herzog of Texas City, Texas. • 'V • :-,!J -••'-• , /•; •' '•'•.•-I „•• , t;. Pensioner Charies Alfred Krimmel, 85, passed away from pneumonia in the Cooper Medi cal Center, Cam den, N.J. on Feb. 10. Brother Krim mel joined the Union in 1954. He sailed as a deckhand, FOWT and chief engi neer for the P.F. Martin Co. from 1921 to 1935, Taylor and Anderson Lighterage Co. from 1936 to 1941, lOT in 1943, on the tug Justine (Curtis Bay Towing) from 1946 to 1%2 and for that company from 1941 to 1962. Boatman Krimmel was a veteran of the U.S. Armed Forces in World War I from 1917 to 1919. Bom in Philadelphia, he was a resident of Gloucester City, N.J. Burial was in Union, Ceme tery, Gloucester City. Surviving is his widow, Carrie. Pensioner Charles ''CharUe*' Albert Miller, 71, passed away on Feb. 17. Brother Miller joined the Union in the port of Mo bile in 1956 sailing as a chief engineer for Radcliff Materials from 1952 to 1977. He was also a diesel mechanic. Boat man Miller was a veteran of the U.S. Army in World War II. A native of Opp, Ala., he was a resident of Dothan, Ala. Surviving is his widow, Jennie. 14/LOG/April 1983 \ Donald Raymond Whitaker, 43, died of heart-lung failure in Bayside Hospital, Virginia Beach, Va. on Sept. 24, 1982. Brother Whi taker joined the Union in the port of Norfolk in 1972 sailing as a cook for the Virginia Pilots Assn. from 1971 to 1982. He was a veteran of the U.S. Navy. Boatman Whitaker was bom in Washington, N.C. and was a resident of Virginia Beach. Surviving are his widow, Gayle; his parents, Mr. and Mrs. William and Lina Whitaker and a sister, Mrs. Marvin (Jean) Ross of Vir ginia Beach. Interment was in Rosewood Park Cemetery, Vir ginia Beach. Pensioner Ray mond Earnest Haulcomb, 54, died of a heart attack in Providence Hos pital, Mobile on Dec. 9, 1982. Brother Haulcomb joined the Union in the port of Mobile in 1956 sailing as a chief engineer for Mobile Towing from 1947 to 1980. He was bom in Flanington, Ala. and was a resident of Mobile. Interment was in Pine Crest Cemetery, Mobile. Surviving are his widow, Mary Lee; one son, Darrin Ray; and three daughters. Daphne, Diane and Penny. Pensioner George Joseph Con way, 84, passed away on Feb. 8. Brother Conway joined the Union in the port of New York in 1960 sailing as a deckhand for the N.Y. Central Railroad from 1939 to 1963. He was a former member of the Intemational Organization of Mas ters, Mates and Pilots Associated Maritime Workers, Local 1 from 1939 to 1960. Boatman Conway was a veteran of the U.S. Navy in both World War I and in World War II. A native of Weehawken, N.J., he was a resident of Bricktown, N.J. Surviving are his widow, Sophie and a son, Edward of Fairview, N.J. Negotiating the ratified Heartland Transportation Co. contract in the port of St. Louis were (i. to r.) Port Agent Pat Piiisworth, Trainee Engineer Dennis Alimon, Cook Marjorie Goodman, DM Greg Holland, Lead DH Steve Ahrens and Patrolman Mike Dagon. Tankerman Scott Grosjean of the towboat National Enterprise (Na tional Marine Service) rides the boat's barge into the water at the McAlpine Lock and Dam on the Mississippi. Pensioner Stanley D. Kirk Sr., -74, died on Feb. 17. Brother Kirk joined the Union in the port of Norfolk in 1961 sailing as a captain on the tug Winslow (G & A Towing) in 1949 and for the company from 1948 to 1%9. He was bom in North Carolina and was a resident of Salem, 111. Surving are his widow, Lois; a son, Stanley Jr. and a daughter, Susan Ann. Albert E. Hart, 55, died in late 1982. Brother Hart joined the Union in the port of New Orleans in 1966 sailing as a captain for Dbde Car riers. He was bora in Mississippi and was a resident of Pearl River, La. Surviving is his widow, Lola. In St. Louis Harbor the crew of the National Gateway line up for a group photo. They are (front I. to r.) Mate DaVe Wienschem and DH Ken Jones. In the back row (I. to r.) are DHs Richard Knowies and Tom Casey. Mate Jose Gomez and DH Kevin Helton. �«S;' ;• Gale B. Crew Mull Contract Great Lakes D&D Calls Out 1st FItout Crews The Great Lakes Dredge and Dock Co. late last month called out its first fitout crews to dredge the Cuyahoga River and Cleveland (Ohio) Harbor. Looking forward to contract negotiations this year are SlU Rep Bob Hall (I.) and the crew of the towboat Ga/e B. (Red Circle Line) last month in the port of New Orleans. In the galley are (I. to r.) Cook George 9''^®*"; OS George Badden, Capt. Paul Hyde, Mates Joe Byne and Bill Hall and AB Chuck Samanek. inland Pensioners Johnnie E. Ellard, 65, joined the Union in the port of Tampa in 1973 sailing on the tug Corsair (Sonat Marine) as an AB, mate and captain from 1972 to 1982. Brother Ellard was bom in Texas and is a resident of Webs ter, Fla. Howard Law rence Ochs, 62, joined the Union in the port of Bal timore in 1956 sailing as a deck hand for Curtis Bay Towing from f . i 1945 to 1982. Brother Ochs was bom in Baltimore and is a resident of Glen Burnie, Md. John James Hamilton Jr., 62, joined the Union in the port of Bal timore in 1959 sailing as a deck hand for the \ Charles H. Har1 per and Assocs. Co. from 1959 to 1982. Brother Hamilton was born in Baltimore and is a resident there. Obed Caswell O'Neal, 63, joined the Union in the port of Philadel phia in 1957 sail ing as a captain on the tug Roan oke (Sonat Ma rine) from 1967 to 1981. Brother O'Neal helped to organize the C.G. Willis Co. from 1951 to 1967. He was born in Pamlico County, N.C. and is a resident of Lowland, N.C. James Law rence Mohan, 66, joined the Union in the port of Phil adelphia in 1969 sailing as a mate for McAllister Brothers. Brother Mohan was born in Brooklyn, N.Y. and is a resident of Camden, N.J. James 0. Ti tus, 59, joined the Union in Port Ar thur, Texas in 1963 sailing as mate for Sabine Towing from 1960 to 1982. Brother Titus was born in Texas and is a resident of Port Arthur. _ ;s- For Higher Pay and Job security upgrade your Skills AtSHLSS • •ss-.'Sii C.G. Willis Votes on Contract Counted The ballots on the final proposaLon a renewed contra,ctJr<OT C.G. Willis Co. Boatmen were in the process of being counted early this month in the port of Norfolk. A new contract at Marine Contracting and Towing Co. of South Carolina was negotiated, wrapped up and ratified by the rankand-file members at the end of last month. Contract Talks Begin at Crowley Marine In Jax Contract negotiations at Crowley Marine in the port of Jack sonville began at the end of March. 4th Apex Marine ITS to Be Crewed in Mobile By the middle of this month, the fourth new integrated tug barge (ITB) Baltimore (Apex Marine) will be crewed m the port of Mobile. The other new ITB's were the Jacksonville, Groton and the New York. Heartland Contract Has a First For the very first time, the new contract for Boatmen on the 11 towboats of the Heartland Transportation Co. in the port of St. Louis contains a guaranteed day-for-day work rule (one day on, one day ofiF) effective in the third year of the agreement. Trade Confab Highlights Tenn-Tom The 5th annual Southeastern International Trade Conference on April 28 in the port of Mobile will highlight the TennesseeTombigbee Waterway, spotlighting its progress, impact and po tential for the heartland of America and the Gulf Coast as the canal nears its completion date of September 1985. One of the top speakers at the conference will be U.S. Secretary of the Department of Transportation (DOT) Elizabeth Dole. New Lock and Dam 26 on Target for 1988 Construction work on a new Lock and Dam 26 on the Mississippi River at Alton, 111. is on schedule so the lock could be open to inland traffic late in 1988, according to the head of the U.S. Army Corps of Engineers in the port of St. Louis, Col. Gary Beech. Last year the lock handled 67 million tons of cargo. The Corps said that the lock, 600 feet by 110 feet, could meet tonnage demands until 1990 to 1993. The Army engineers are looking for the green hght go ahead signal from the U.S. Congress to build another additional Iwk and dam making three at Alton on the upper Mississippi by 1984. The lock could handle traffic demands for the next 40 to 50 years. Col. Beech said. April 1983/LOG/15 1 �•r"'- In Its monthly series of interviews and reports, "PROFILES" will highlight key govemment officials Instrumental In shaping national and maritime policy. '--U- 4' Congressman Tommy Hartnett Congressman Joe Gaydos •'I!: ± Rep. Joe Gaydos (D-Pa.) ONGRESSMAN JOE GAY DOS (D-Pa.) has Ijeen an en ergetic advocate of a healthy American merchant marine since he has served in the U.S. House of Representatives. His efforts for the American Labor Movement have been instrumental in putting America back to work. Congressman Gaydos repre sents the 20th District of Pennsyl vania and has served in Congress since 1968. Gaydos sits on the Education and Labor Committee and is chairman of its Subcommit tee on Health and Safety; House Administration Committee, where he is chairman of its Subcommittee on Contracts. Gaydos is the founder and ex ecutive committee chairman of the Congressional Steel Caucus, an ad hoc body in Congress monitoring problems involving the domestic steel industry and its employees. And, as a result of his 15 years in Congress, he has the distinction of being the ranking Democrat of the Pennsylvania congressional dele gation. Representing the industrial heartland of the country. Con gressman Gaydos recognizes the vital role the American maritime industry plays in stimulating the U.S. economy across the board. He has initially endorsed H.R. 1242, the Competitive Shipping and ShipbuUding Act of 1983. Its en actment will provide thousands of jobs for steel and shipyard work ers. Gaydos supports the current export ban on Alaskan oil and he believes in fulfilling the congres sional requirements in the Stra tegic Petroleum Reserve. Congressman Gaydos questions the myth of "free trade." C 16/LOG/April 1983 "The situation confronting steel is not a question of free trade, not a question of fair trade but a ques tion of trade war! A war the U.S. is fighting with stone axes and leather shields while foreign gov ernments are using high tech and laser beams. The problems facing the steel, auto and maritime in dustries are not ones of efficiency, productivity or cost but ones of politics and policies. The results do not stem from natural economic evolution but from economic aggression. The rules of economic warfare have changed. We have not been playing the same game in the same way as our foreign competitors. We need to, if we are to survive." SIU, working with Congressman Gaydos, will continue to fight to stem the decline of America's in dustrial base and protect the jobs and job security of American workers. 98TH CONGRESS 1ST SESSION A LTHOUGH ONLY serving in Congress since 1980, Con gressman Tommy Hartnett (R-S.C.) has shown he is concerned about the decline of the American mari time industry and the plight of America's work force. Hartnett, as a member of the House Armed Services Commit tee, strongly supports America's national defense and the American maritime fleet as the necessary an cillary to our Naval sea forces during a national emergency. As an original co-sponsor of the Com petitive Shipping and Shipbuilding Act of 1983, H.R. 6979 in the 97th Congress, and H.R. 1242 in the 98th Congress, Hartnett views en actment of this bill as a major step in U.S. sea defense preparedness. "We have charted a course which I believe to be in the best interest of this and future generations of Americans. The primary function H. R. 1242 To promote increased ocean transportation of bulk commodities in the foreign commerce of the United States in United States-flag ships, to strengthen the defense industrial base, and for other purposes. m THE HOUSE OF REPRESENTATIVES FEBBUAEY 3, 1983 Mrs. BOOGS (for herself, Mr. BIAOGI, Mr. SNYDEB, Mr. ANDEBSON, Mr. HUBBABD, Mr. BONKEB, Mr. D'AMOUBS, Mr. HUGHES, MS. MIKULSKI, Mr. TAUZIN, Mr. DYSON, Mrs. BOXEB, Mr. YOUNG of Alaska, Mr. BATEMAN, Mr. ADDABBO, Mr. BABNES, Mr. BENNETT, Mr. BEVILL, Mr. BOLAND, Mr. BBOOKS, Mr. CLAY, Mr. DICKS, Mr. ECKABT, Mr. EDWABDS of Alabama, Mr. FOBD of Tennessee, Mr. GAYDOS, Mr. HABTNETT, Mrs. HOLT, Mr. HOYEB, Mr. LANTOS, Mr. LIVINGSTON, Mr. 'LONG of Maryland, Mr. MAVBOULE8, Mr. MOAKLEY, Mr. MONTGOMEBY, Mr. MUBTHA, MS. OAKAB, Mr. OWENS, Mr. PEPPEB, Mr. PBICE, Mr. STANGELAND, Mr. VENTO, Mr. WHITEHUBST, Mr. WILLIAMS of Ohio, Mr. WILSON, and Mr. YOUNG of Missouri) introduced the following bill; which was referred to the Committee on Merchant Marine and Fisheries A BILL To promote increased ocean transportation of bulk commodities in the foreign commerce of the United States in United States-flag ships, to strengthen the defense industrial base, and for other purposes. 1 Be it enacted by the Senate and House of Representa- 2 tives of the United States of America in Cojigress assembled. Rep. Tommy Hartnett (R-S.C.) of a government should be the protection of freedom and a strong national defense. Our founding fathers, through our Constitution, vested Congress wtih this respon sibility. We have reached a point in our modern history where we must decide whether it is best for this country to follow the social istic trend of some of our allies or remain the bulwark of freedom and liberty to our citizens and the peo ple of the world." On the House Armed Services Committee, Congressman Hart nett sits on that Committee's SeapoWer and Strategic and Critical Materials Subcommittee, and on the Subcommittee on Military In stallation and Facilities. He sup ports the Strategic Petroleum Re serve and maintains that the SPR should be filled at the mandated congressional rate of300,000 bar rels of oil a day. A native of Charleston, Hartnett represents the First District of South Carolina which includes the port of Charleston. The Charleston Evening Post, in a Jan, 23, 1981 editorial, called Hartnett's ap pointment to the Armed Services Committee, "a good choice for Armed Services." The newspaper went on to say that the seat was "good news ... for Charleston with its heavy stake in defense installations." Congressman Hartnett has said often, "We must be militarily ready." SIU has answered this call to action and will support Hartnett and continue its steadfast support to the U.S. in every national emer gency. �I • I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I tVl in tonslfinQto Seafarers International Union of North America, AFL-CIO Washington Report President Reagan has proclaimed May 22 National Maritime Day. The announce ment was greeted with a certain amount of skepticism from the maritime industry, which is starting to feel the full effects of President Reagan's promise to "revital ize" the American-flag merchant marine. Since taking office two years ago. Pres ident Reagan has moved to cut funding for every important maritime program. The results couldn't have been more pre dictable. In January 1981, there were 531 American-flag vessels. Today there are 509, many of which are sitting idle for lack of cargo. U.S. shipboard jobs have de creased by 3,000 to 19,000. Given this past record, there is no telling what President Reagan will make out of National Maritime Day. It's as if Nero had suddenly taken an intense interest in fire prevention. World Shipping Slumps The world shipping industry continues to remain in a deep depression. According to figures released by Lloyd's Register, new orders for American merchant vessel slumped more than 50 percent. More than 16 percent of the world's merchant fleet is laid up. While the present administration is doing nothing to protect its national merchant marine, other countries are making stren uous efforts to keep their merchant fleets afloat during these bad times. According to a report issued by the Journal of Com merce, the French government has de cided to take a more active role in pro tecting its maritime industry. Government subsidies in France have enabled French shipowners to adapt their fleets to market needs. Yet the Mitterand government has concluded that other countries—Italy, Belgium, Norway and Germany—have done more to h^lp thenfleets, and that steps must be taken to protect French interests. In the past few months, French ship owners, labor and government have forged a strong coalition to turn things around for the French shipping industry. Thenactions stand in stark contrast to the Rea gan administration which, despite its rhet oric, feels that American security can be guaranteed by foreign-flag vessels. This U How It Is The hiring hall is a place where seamen come to make contact. Everything in the maritime industry meets here: seamen, jobs, legislation. That is especially true when member ship meetings are held. During the most recent one in Brooklyn, Auggie Tellez, headquarters representative, gave a stir ring speech. "During the 1970s," he said, seamen were able to confront the rapid technolog April 1983 Legislative, Administrative and Regulatory Happenings ical advances that occurred in the shipping industry. That was due to our own fore sight in building the Seafarers Harry Lundeberg School of Seamanship and our own hard work. "The focus has changed. There is a new economic order. Foreign countries have made it impossible for American industries to compete fairly in overseas markets. Yet the present administration has refused to deal with the issue. The results have been staggering. All American industries, in cluding this one, have suffered. It is up to us to make public the administration's failure. And if we are unable to do that, we might as well close up shop." Alaskan Oil One-hundred-and-sixty-five congress men have agreed to cosponsor H.R. 1197, which would place tight restrictions on the export of Alaskan oil. Those restric tions are due to expire in September, unless Congress moves to rectify the sit uation. A strong coalition of conservationists, economists, maritime officials and pro ponents of a strong defense are coalescing around this issue. A recent study prepared by the Members of the Coalition to Keep Alaska Oil was released. It stated that failure to place restrictions on the export of Alaskan oil would accomplish the fol lowing: • Raise West Coast oil prices by $2 a barrel. • Do nothing to address the real trade issue between the United States and Japan: the lowering of Japanese barriers to American manufactured and agricul tural goods. • Jeopardize the continued existence of the American-flag merchant marine. • Undermine policies that would enhance natural energy security, such as the Strategic Petroleum Reserve. • Export American jobs overseas at a time when there are 12 million Ameri cans unemployed. Alaskan Third Proviso Frank Drozak, president of the SlU, told the House Subcommitte on Merchant Marine that it should give serious consid eration to passing HR 1076, which would close loopholes in the Jones Act. Accord ing to Drozak, the bill would remedy a situation that has the potential of elimi nating all U.S.-flag liner service to the state of Alaska. TTie Jones Act contains a loophole known as the Third Proviso that allows foreignflag vessels to carry merchandise between points in the continental United States and Alaska under certain limited circum stances. Until now, the Third Proviso has seldom been used and has not threatened U.S.-flag service to Alaska. However, a newly formed company, Alaskan Navigation, intends to make good use of that loophole. The integrity of the Jones Act is at stake. Thousands of Amer ican jobs and millions of dollars hang in the balance. P.L. 480 Cargo Challenged One of the most serious challenges ever to the PL 480 Cargo program is being mounted in this session of Congress. Congressional opponents of the PL 480 program, still smarting from their defeat in the Egyptian flour controversy, are trying to do away with the program. If they are successful, then the members of this Union would be in very bad shape. According to SlU President Frank Dro zak, 80 percent of all our deep sea jobs are in some way tied to the PL 480 pro gram. Several bills have already been intro duced. Rep. Cooper Evans (R-lowa) has introduced two bills, HR 2321 and HR 2322, that would exempt agricultural ex ports financed under the government's blended credit program from cargo pref erence requirements. The bills would also prohibit the Commodity Credit Corpora tion from paying excess costs that result when cargq preference requirements are applied to any government subsidized agricultural exports. In a related move. Sen. Rudy Boschwitz (RrMinn.) introduced an amendment that would accomplish the same thing. The issue has already aroused a great deal of bad feelings on both sides. It is up to the administration to offer the country strong guidance and reaffirm the stand that it took with the Egyptian flour decision. GDSPaykack SIU President Frank Drozak is going around the country trying to inform the American public about the harm that will befall the already beleaguered Americanflag merchant marine if the administra tion's CDS payback proposals are enacted into law. He has spoken everywhere: membership meetings, dedications, con gressional hearings. The proposals would allow the owners of oil tankers built with CDS monies to pay back those grants and operate per manently in the domestic trade. If enacted into law, it would decimate what is left of this country's ocean-borne fleet, and dis rupt this nation's domestic shipping trade routes. Drozak told an audience of SlU seamen at the latest membership meeting in Brook lyn that such a move would mean the elimination of as many as half of all Amer ican-flag maritime jobs. Support SPAD April 1983/LOG/17 - ai 4 i't :vf- �1 i- Lakes Seafarer Asks For Letters N.Y. Times Maritime Stance Irks Prof •#„ ii. 't- '• ..r • ^K' -. • ii;'' • ;5;;i The following letter appeared in The New York Times in re sponse to an editorial on mari time policy. Dear Editor: I must take issue with your editorial "Down to the Sea in Cartels" as it is more a kneejerk reponse to the term cartel than it is a considered analysis of the actual situation of con ferences and ocean-liner ship ping. The problems of the United States cargo fleet are not mod est, but, in fact, substantial in nature. The relative decline in the United States fleet participation in the carriage of American trade is a consequence of a number of factors. . . . . . . The fleet has been dam aged by the existing regulatory system which results in an ex cess carrying capacity oh the United States trades and which undercuts efforts as rationali zation; that is cooperation among shipping lines so as to minimize excess capacity and improve load^ factors. The U.S.-flag fleet has also been damaged by the presence of foreign government-owned and/or subsidized lines as well as the operation of closed con ferences in non-United States trades which limit the opportu nities for American-flag opera tors to act as cross-traders be tween foreign ports. The Shipping Act of 1916 ex empted liner conferences from United States antitrust laws while it made those bodies subject to the regulation of what is today the Federal Maritime Commis sion. The antitrust exemption granted in 1916, however has been weakened by the courts and by administrative action even in the face of congres sional intent to the contrary. If the American liner industry is to survive, let alone prosper, it must be allowed to undertake those measures of rationaliza tion which shipping lines in other countries practice regularly and take for granted. In fact such measures are sometimes en couraged by foreign govern mental authorities. If the rest of the world, in cluding other Western democra cies, regulates cargo shipping differently than we do, is it not KNOW YOUR RIGHTS TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. CONTRACTS. Copies of all SIU contracts are avail able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your contract rights, as well as your obligations, such as filing for OT on the proper sheets and in the proper manner. If, at any time, any SIU 18/LOG/April 1983 i.-., Cecil Osborne Jr. was iqjured in an accident Dec. 5, 1979. He is at home now and would like very much to hear from some of the guys he sailed with on the Great Lakes. His address is: 18901 Bondie, Allen Park, Mich. 48101. Thompson Pass Committee Ships Committee and crewmembers smiled for the LOG photographer during a payoff late last month on the Thompson Pass in San Pedro, Calif. Standing (I. to r.) are Bosun Lester Freeburn. ships chairman; Bosun William Moore (paying off), and Able-Seaman Bob Douglas. Seated (I. to r.) are Abulia Saeed, chief cook; Chief Pumpman Don White, education director: Jesse Soils and Marshall Novick, SlU repre sentatives; Chief Steward Adrian Delaney, ship's secretary; Fadel Saleh, engine delegate, and Nassar Shaibi. steward utility. KNOW YOUR RIGHTS KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA TIONS. Copies of the SIU constitution are available in all Union halls. AH members should obtain copies of this constitution so as to familiarize themselves with its con tents. Any time you feel any member or officer is attempt ing to deprive you of any constitutional right or obligation by any methods such as dealing with charges, trials, etc., as well as all other details, then the member so affected should immediately notify headquarters. FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. SHIPPING RIGHTS. Your shipping rights and senior ity are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return re ceipt requested. The proper address for this is: Angus "Red'^ Campbell Chaimum. 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. lit- ;• at least conceivable that our approach merits re-evaluation? Lawrence Juda Associate Professor and Chairman Graduate Program in Marine Affairs University of Rhode Island Kingston, R.I. EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. Thesie 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. 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.^rticle 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 re.sponsibility 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 paiil to anyone in any official capacity in the SlU unless an official Union receipt is given for same. Under no circum stances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to Union headquarters. SEAFARERS POLITICAL ACTIVITY DQNATION —SPAD. SPAD is a separate segregated fund. Its pro ceeds are used to further its objects and purposes includ ing, but not limited to, furthering the political, social and economic interests of maritime workers, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. .All contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, financial reprisal, or threat of such conduct, or as a con dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Sup port SPAD to protect and further your economic, poli tical and .social interests, and American trade union concepts. If at any time a member feels that any of the above rights have been violated, or that he has been denied his constitutional right of access to Union records or Information, he should Immediately notify SIU President Frank Drozak at Headquarters by certified mail, rehirn receipt requested. The addnas Is 5201 Auth Why and Britannia V^y, Prince Georges County; Camp Springs, Md. 20746. �O N FEBRUARY 25, amidst blue skies, John Phillip Sousa military marches, and brightly col ored balloons, the SlU-contracted Falcon Leader was launched at the Bath Iron Works at Bath, Maine. It was a bittersweet ceremony. The Falcon Leader, which will be operated by Titan Navigation for the Navy's Military Sealift Com mand, is one of the last Americanflag vessels to be built with Con struction Differential Subsidy (CDS) funds. The Reagan administration and the Congress have failed to con tinue the CDS program. Ceremonies for the vessel took place on two separate occasions. There was a private dinner for high ranking shipping officials the night before the launching. Then there was the launching itself, which was seen by a large percentage of the population of Bath, Maine, a small New England town that depends upon the Bath Iron shipyard for much of its employment. Jack Caffey, assistant to the SIU president, was one of the main speakers at the private ^nnCT^r^ After praising C.C. Wei, the owner of the Falcon Shipping Group (which ordered the Falcon Leader as well as the recently launched "Lone Star" series of dry bulk car riers), Caffey turned to the audience and spoke about the decline of the American-flag merchant marine. According to Caffey, the Falcon Shipping Group is not typical. Few commercially owned merchant vessels are still being built in American shipyards. Few Amer ican-flag companies have been able to embark on the kind of expansion that the Falcon Shipping Group has done. Credit to Wei For that, credit must be given to C.C. Wei, a quiet, unassuming man who has been compared to the late Aristotle Onassis for his ability to spot trends in the shipping indus^ and act on them. A dedicated family man and a ruthless bridge player, C.C. Wei is one of the legends Of the modem shipping industry. The maritime industry as a whole needs firm, effective leadership from the top as C.C. Wei would be the first to agree. According to Jack Caffey and other speakers, such as Jerry Joseph, vice-president of District 2, MEBA, Robert Blackwell, former head of the Maritime Administration, and John Sullivan, head of the Bath Iron Works, there is a lot that the federal government can do to turn around the declining fortunes of the Amer ican-flag merchant marine. For one thing, it can pass the Competitive Shipping and Ship building Act of 1983. It can also start thinking about developing a strategic minerals reserve, which would protect American security and rebuild the American-flag merchant marine at the same time. And at the very least, it can revive the CDS program and stop talking about let ting subsidized operators build for eign. Most of the shipping officials present at the ceremony had seen hundreds of similar launchings. It would have been understandable if they had maintained a polite yet bored stance throughout the weekend. Yet that was not the case. Everyone was full of praise for the way that C.C. Wei and his wife Kathie handled the proceedings. Well Planned "I've never seen a launching quite like this one," said Jack Caffey. "The Wei's planned everything right down to the smallest detail. They're very warm people. I feel as if I'm attending my very first launching." At affairs such as this one the small talk between the high-ranking officials before they get to the lectem is often more informative than the speeches themselves. Most of the talk at the dinner centered around the bad state of the American-flag merchant marine. To give one small example: Officials from the Bath Iron Works talked proudly about their shipyard, which has garnered a large, share of the Navy work made avail able by President Reagan's doubling of the defense budget. Maine shipbuilders have a long tradition that dates back to the Colonial Periods. There is worry here though. "I expect that this will be the last commercial ship we'll see for a long time," a high ranking iContinuedonNextPagt^^M April 1983/LOG/19 �' 7/ •_ •=" ^ II" 'fi •.:L , s, ;• hi- I y ; /u • ?.i' 1 'r •• "N" V". ^ n N 55 # The SlU-contracted Falcon Leader is shown under way in Bath, Maine. At left is one of the speaker? ayh^unphjng ceremony—Vice Admiral Kent J. Carroll, USN, who is commander of the Military Sealift Command. Posing for a group shot at the launching are, in the firstrowof the Bath iron Works; Mrs. Sullivan; LCDR Wei, president of Falcon; Kathie Wei; John Sullivan, chief ' Betty Carroll who was the Sponsor; Vice Admiral Kent J. Carroll, - id Rollins; Mrs. Debra Rollins who was the ^'I^HRnhSiBlackwell formerheadofthe U.S. Maritime Administration. SlN^o—rVth; Military Se^iftCon,mand;M. USN, commander of the Sealift ' p^ecutive vice president of Falcon; Mrs. Joseph; Jerry Joseph, vice tho loft pre _ Ward; Rear Admiral A^^^iroi Edward PHuuarri A. A Rodgers, Rnrlaers. in the secondI row frnm from the left arPf are: MPR Mrs, Wasson: Wasron, H. ff. Reed Wasson, executive ^ vice NickersonDavid presidentofDistrict2oftheMarineEngineersBeneftcia As^i^ion, RevD^ . Jamison, in the third row from the left are: superintendent of the Maine Maritime Academy; Capt. '^sistant to the SiU President; Mrs. Hill; Charies Hill, vice 'I?..C5-,-.7,.. ... , ^ K •'-••y' :;:7 i.?:: 't 'mmmji 56 ^s;« of the Maritime Administration. •I V '.t- ''tsi k r"' Delivering his speech at the launching of the Faicm Leader is Robert Blackwell, formedr head of the U.S. Maritime Administritlon. • 'Tj •rj.i rtk'.EsS m . I • . ¥• iiff- ht-' wL WA 8B IQ! f At a dinner held the night before the launching. Jack CaffeyspecialassislantlotheSIUprosident,praises the comirttment that C,C. Wei has given the Amerkan-flao nwrohant marine. Kathie Wei, wife of C.C. Wei, president of tjie Raicon Shipping Group, speaks at the dinner <»r^^. Mrs. Wei pton^ maiiy of the details for the launching of the ftfcon Leader. Continued from Preceding Page official from the Bath Iron Works said. "It'll hurt us, of course. Just a few years ago there was full employment. Now at least 10 per cent of the work force is out of jobs. For other places that would be alright, but not for Maine. We're the Fifth Avenue of the shipbuilding industry. If 10 percent of our work force is laid up, I hate to think what it's like elsewhere." It's pretty grim. Five commercial shipyards have closed «nce 1981, and more are expected to follow suit. The elimination of the CDS pro gram, die depression in the world shipping market, and the inability of the Reagan administration to come up with a coherent national policy on transportation have made things pretty rough for the maritime and shipbuilding industries. Yet for the launching at least the top echelon of the shipping indus^ put on its bravest face. Kathie Wei introduced Betty Carroll, wife of Kent J. Carroll, head of the Sealift Command. "All the world is in love with Navy wives now that they've seen the Winds of War^ Mrs. Wei reminded the audience. It was up to Mrs. Carroll to see that the launching progressed smoothly. Mrs. Carroll, who was bundled up in a heavy coat to protect her from the near-zero weather, lifted her arm hesitantly. But with one fell swoop, she broke the champagne bottle. Pink, blue and yellow bal loons WCTC released into die brilliant mid-aftemoon sky. They floated over the crystal blue bay towards some forests in the horizon. The crowd cheered while the band played its most energetic march. And the Falcon Leader slipped ever so slowly into the bay. Towns people jumped onto the pier to catch a glimpse of what may be the last privately owned vessel built in ah American shipyard. . a-.-''A ..-.t 'M £ Shipping Group. . .. • �"..T" t=--Ltf-r' 1^%.— Bob-Lo Boats Bounce Back: A Detroit Tradition The Columbia, built in 1902, a. It looks like two Great Lakes traditions will be steaming the summer season again, despite financial problems which had threatened their future. The BobLo Company's Columbia and Ste. Clair will be sailing with SIU crews. Union officials in Algonac said. Both the excursion boats have been on the Lakes since the turn of the century. But the company filed for bankruptcy last year and it appeared that the 51 SIU jobs were in jeopTrdyTThe company also owned an island amusement park. Several companies bid for the Bob-Lo assets but a bankruptcy court judge selected the Auto mobile Club of Michigan's offer. The next step calls for all the bankrupt company's creditors to approve the AAA offer, and indications are they will. Jack Bluitt, SIU Headquar ters rep in Algonac, said the plan is receiving a favorable reception from the creditors but it won't be until April 20 before the $6.5 million deal is finalized. However, Bluitt has met with AAA representatives to secure SIU jobs on the two Lakes boats. In addition, the new owners have scheduled an April 18 fitout for the Ste. Clair and the Columbia which would include nine SIU jobs on each boat, Bluitt said. If the creditors approve the plan, the Lakes boats should begin sailing by Memorial Day, carrying passengers to the amusement park, through La bor Day. ====ra=£sS=S=B= begin service during Memorial Day weekend. ® streamlined SS President Grant Returns to Fleet This month and last, the containerships SS President Grant,_ President Tyler and President Hoover (all APL) returned from drydock to the company's fleet in the port of Oakland, Calif, a little sleeker and a lot swifter. The President Grant was the first of APL's three C-8 ships to be streamlined for better fuel efficiency and increased cargo space. ^ Taking six weeks, the President Grant's stern was streamlined, boosting her speed to 21.8 knots and reducing fuel consumption by 28 percent. She also got a complete underwater sandblast and a coat of self-polishing paint. _ The President Grant can now carry 56 40-foot containers more and 112 45-foot containers more due to changes in the above and below deck container spaces, fuel tanks and lashing hardware. At I- •i ^ SS Delta Maru, Sud on the Road to Jamaica V. On April 25 from a Gulf port, the LASH SS Delta Maru (Delta Line) will sail to Jamaica with a cargo of 1,581 me' ic tons of blended fortified grain. _ .u . AOU From April 20 to May 15 from a Gulf port to Jamaica, the LAbH SS Delta Sud (Delta Line) will carry 704 metric tons of blended, fortified grain. SS Baltimore, Boston, Oakland, Seattle Off to Jamaica 3 Waterman R/0 RiO's Set for Conversion The containerships SS John D. Waterman, SS Thomas Heywood and the SS Charles Carroll (all Waterman Steamship) will be converted into pre-positioning ships for the MSC under a five-year charter. The work will start in August at the National Steel arid Shipbuilding Co. Shipyard in San Diego, Calif, at a cost of $261 million. The job should be done by April 1985. Sea-Land's SS Baltimore, Boston, Oakland and Seattle will sail from a Gulf port, each carrying a cargo of nearly 3,000 metric tons of bagged rice to Jamaica. ^ « i oc The Baltimore, with two trips scheduled, departs around April 25 and July 1-July 25. The Boston departs in May, the Oakland in August, and the Seattle in June. Here's a Shark-Proof Suit Delta Carrying Steel Mill to Brazil For warding off sharks there's nothing like an armored suit. Inventor Jeremiah S. Sullivan of San Diego, a marine biologist, has come up with a flexible suit covered with a rigid epoxy resin shield elements sandwiched between stainless steel mesh. The 28-year-old inventor guarantees that the suit protects "against all those species of sharks that I've tested mostly in the 9- to 10-foot range—the size that creates most problems for people. "I've been bitten many hundreds of times," he says. "I've had teeth break off in the mesh," he notes. Two of the seven shipments of a steel mill being t>uilt in Kentucky have been carried by the Delta Line's LASH vessels to Brazil with completion of delivery set for August. . rv i* Raw materials for the $77-million rolling mill are picked up by Delta in Santos, Brazil for delivery in the port of New Orleans to the construction site in Calvert City, Ky. To Israel with Grain Is the SS Delta Carlbe From April 15-30 at a Gulf or Atlantic Coast port, the LASH SS Delta Caribe (Delta Line) will hold a cargo of 29,000 tons of grain destined for Haifa or Ashdod, Israel. SDS Tamara Gullden Underway to Israel On March 31, the SS Tamara Guilden (Transport Commercial) sailed from a Gulf port to Haifa or Ashdod, Israel with 22,000 tons of grain. MARAD OKs APL Charter to MSC J.- •-i.f I,? if MARAD has okayed the American President Line's (APL) charier of the 22,000 dwt containership SS President Adams to the U.S. Military Seaiift Command (MSC). The charter is for one y^ar. u» The Federal Maritime Commission (FMC) has given the green light to a joint APL-Sea-Land container feeder service between Taiwan and the Philippine Islands. The agreement mns for five years. CG, MARAD to Merge SOS Systems The U.S. Cost Guard and MARAD, seeking quicker responses to distressed ships' caiis, wiii merge their reporting systems. The Coast Guard will monitor the combined system. Transmission of radio reports from remote areas wiii be improved and safety at sea will increase because of the greater amount and speedier flow of information, the agencies said. 1' f measures some 200 feet with a 45-foot beam and a gross weight tonnage of 968. The Ste. Clair was built in 1910 and is slightly shorter but wider, with 181-foot length and 50-foot beam. 22/LOG/April 1983 •i s -a �Seafarers HARRY LUNDEBERG SCHOOL OF SEAMANSHIP Piney Point Maryland TV Classrooms: Wherever the Seafarer Is SlU Video Programs Focus on Jobs and Training T HE SHOWS may never top the famous Nielson televi sion ratings, but the SlU-produced programs you see on board ship or in the port halls could mean the difference in ratings and your future. Since 1981, the Union has been producing a wide range of video tapes for the purpose of educating Seafarers in the class room, the Union Hall and aboard ship. With the installation of video tape machines onboard most SlU-ships and in ports, educational courses, informatibn and technical reviews that were once only available through correspondence courses or ac tual attendance at the Seafarer's Harry Lundeberg School of Seamanship can now be brought directly to the membership any where. The SIU's video program is still in its first stage, but the goal is to provide first-class ed ucational ahd technical training so Seafarers can be equipped to face a changing and complex maritime future. As shipping innovations come more rapidly not everyone can attend the SHLSS at the same time, but through the use of the educational tapes Seafarers can stay a step ahead of the com petition whether it's new refrig eration techniques, navigation procedures or engine room con trol and operation. At the same time the new communications tool can be used for refresher courses or even as a video orientation to the classes offered at the SHLSS. For ex ample, if a Seafarer wants to enroll in a marine electronics course, he or she will be able to pop a video tape into the player, learn what the course is all about, gain information on what it could mean for their job security and be better prepared when the classes start. Neither the SIU nor its mem bership can afford to stand still and expect to have a place in the future of the nation's ship ping picture. Seafaring jobs will go to the men and women who can best meet the challenges of new technology and changing requirements. That is why the SIU has invested its time and money in this sweeping new educational program. A visit to the video facilities at Piney Point shows both how the programs are produced and the level of seriousness the Union has placed on this effort. Constructed in .1981, the Sea farers Television Studio allows the SIU membership in various locations to become better in formed about events bearing di rectly on their lives. In all ports a one-half inch video cassette player runs studio-produced tapes on legislation, the shaping of politics, the state of shipping. Tom Walden (r.) and Leon Pierce (center) run through a quick dress rehearsai with Producer/Director of SHLSS Television Mike Wiison. Dan Walker focuses the camera lens of the portable video unit, biocking the sequence of shots he wili film. The tapes chronicle the ups and downs in seafaring employ ment, the role of the SIU in major political events, and training films. A sound-proofed room at the studio is where much of the filming is done. Adjacent to the studio an engineering program ming room syncopates the cam eras' sound, reels and special effects for airing. Other rooms are used to repair media equip ment and to transfer footage from video tape to projection reels to slides. The studio set: blue drapes for background, a podium and the SIU flag are left in place for President Drozak's 15-minute membership report taped each month. The address is plain and frank as any Seafarer would expect and is without rehearsal or embellishments to detract from the president's message. The message is important to link individuals together. The studio room is not unlike a commercial television studio. Three cameras capture the scene at taping, cutting from one to another to vary the angles of the shots, zooming in for close ups and pivoting to take in a wide scene. A boom 'shotgun' microphone from the ceiling picks up the sound. A lighting grid sets the mood with soft hazy light or brilliance. The studio equipment is elec tronically connected to the en gineering room technical facili ties and is manually operated by the studio staff from com plicated, sensitive switch boards and video screens. Special ef fects, such as a 'split screen,' where two images fill the picture at once or 'fades,' where one shot slowly replaces another, are created here. And a coding and editing machine catalogues each one-thirtieth-of-a-second frame and condenses reams of tape into the finished product. "It looks easy because people see so much on television. But before the editing process, what appears on TV is between 10 and 20 times as loiig," Michael Wilson, producer and director of the television studio explains. (Continued on page 35.) When the day is done Mike and Dan play back the tape In the control room where the real work begins. April 1983/LOG/23 .J*:' �ItV:-i^'r- Training Today for Jobs Tomorrow SHLSS Takes More Than a Byte of Hi-Tech There is little question the maritime industry's survival and future depend upon technology. Servicing the globe with deliv ery of products from rich North Slope crude oil to mega-tons of wheat to feed many nations, there is no doubt the world will depend more and more upon the maritime industry. As the world is brought closer by technologies, advanced skills will grow in value. And com petent seamen trained in stateof-the-art marine technologies will be more in demand. Technology is expected to change the course of work-life in the United States and create finely tuned transportation net works across the hemispheres. The United States holds prom ise of becoming the world's leader in providing services. Computers and miniaturiza tion in software and hardware components are the brainchil dren of 20th century technology ^d have reoriented American industry. This new technology transcends the invention of as sembly line production that reaped profits and established the nation as a leader among nations. These innovations are yet another vision, another fu ture and another economic base. Serving people and serving them faster, easier, better is our fu ture. .lii:.'.' On today's vessels, the com puter has come of age. Nearly all operations are performed at the push button and fully auto mated engineer console. Engine room technicians (QMEDs) today are educated at the Seafarers Harry Lundeberg School to meet the changes. They are educated in today's language of computers and the classic language of the nuts and bolts system. SHLSS instructor Calvin Williams is helping to shape the future of seamanship. He has created a sophisticated teaching display—a mimic simulation board—with assistance from his students. With the third panel just completed, Williams is now using his 'systems theory de sign' for in-class exercises. Students are learning to ob serve the flow regulated by an engineer console unit and to pinpoint malfunctions by inter preting the mimic simulation board Williams has constructed. What the QMED student leams is to "place in operation por tions of the engine room, utiliz ing the simulator until the engine room is in full operation," Wil liams explains. The graphic teaching aid soon will be wired with integrated circuitry to complement in structions relayed by the con sole. Williams plans for his stu- L-J- •n Robert Ivanauskas and Prince Wescott cut and paste down brightly colored lines to illustrate the flow of liquids, gases and electrical currents on the mimic simulation board. Every system of the modem-day vessel is identified from its original to final function by this coding. 24/LOG/April 1983 dents to readily recognize system activity and find trouble spots. Solve the problem: loss of main engine vacuum, high water in the boiler, hot main condenser, loss of lube oil pressure, hot main engine bearing and loss of control air. On modem vessels com puters keep a constant vigil on the systems flashing a red light when a problem arises, giving solutions to alleviate the prob lem. Once the electrical com ponent is added the board will act as a computer so students will become familiar with the several weeks of instmction on the topic. In a specialty course for pumpmen machinists, instmctors consider hazardous cargos, showing students methods of taking the explosive danger oiit of a tanker loaded with cargo, just one of a number of SHLSS courses on safety, making new technologies environmentally sound. Two years ago, director John Mason was among a group of Lundeberg educators pushing for another head start. They stepped aboard the sc^olding of LNG . • . On today's vessels the computer has come of age ... workings of computer and en gineer control console and trained to oversee operations in engine rooms. To educate men and women for each technological advance is the goal of the Seafarers Harry Lundeberg School. Maritime managers working with SIU of ficials and Lundeberg educators develop a curriculum of courses to suit the needs of the market place and the future livelihoods of seamen. "It will be the companies that have crewmenibers trained for this technology who will be the ones who can benefit the most in the industry in this decade," John Mason, SHLSS dean of vocational education explained. It has been this way for years at the Harry Lundeberg School. Even before technology is christened with the traditional maiden voyage splash of cham pagne, Seafarers are enrolled in classes anticipating the oppor tunity. When the maritime industry realized the savings diesel fuel could bring to large scale deep sea and inland shipping, a spe cialty diesel engine course was upgi^ed with added material and equipment. A new diesel engine was purchased and housed in the SHLSS workshop where students gain hands-on experience on modem maritime machinery and tools. Today with maritime joining the Navy in under way replen ishment, ABs, recertified bo suns, third mates and quarter master students will receive ships under constmction, studying LNG blue prints and manuals, filling up the margins with notations and ideas on a LNG curriculum for seamen. They toured LNG shipyards in France, then home to Newport News and Avondale. And sea men signed up for the LNG courses as a step to higher pay ing jobs. "Seafarers are receptive to the training if it means a job atr the end of the rainbow," Mason says in retrospect. "Our em ployers, the ones who are going to take our membership, are going to have input into the school to get what they want out of it." And it shows. SHLSS celestial navigation instractor John Chancellor has a crystalline recall of what once was—a probing intellect for understandmg the comparisons, the old with the new. Chancellor remembers the "stick shift plant" as cumber some. They were totally man ually controlled without the technology to shift control of the ship to the bridge. But when the ability to relay control in strumentation to the bridge un folded, Chancellor was instmcting students who would be standing watch several months later on how to use the board from the bridge as an aid to navigation and piloting. Technology was in its infancy when thrusters were designed and installed in the bow and quarters of ships. Since then the focus has been on precision. �^ ^- Future—Offers Full Gtourse for Tomorrow's The SHLSS student learns about navigational charts, a hyper bolic overlay on the new LORAN and the more detailed bathimetry charts, LORAN-C, and Omega and satellite trans missions from space. Other students will strive for precision^shipboard monitoring refrigeration systems, particu larly cargo containers. Every piece of re^r equipment to be operated on the job will be learned at the Lundeberg School. Electric drive and nitrogen backup refrigeration units to ac commodate the trend away from container holds to roll on/roll off and crane offloading are fea tured in the workshop. The emphasis is on storage refrigeration. Refrigeration en gineers maintin proper temper atures over long hauls and ad just temperatures for climate changes. When students com plete this class they know a variety of refrigeration systems, are instructed in the newly de veloped all purpose cargo con tainer ships like the Dynachem and are able to direct their ver satility to jobs on many types of ships. Jack Parcel, instructor of ma rine electronics, conducts lec tures and reading exercises with versatility as the primary con cern. Technology has improved barge/container loading. His students, by studying the elec tronics of the Lash II gantry crane, may then apply their knowledge to interpreting elec trical manuals on complemen tary modem cranes and elevator stmctures. "All we're changing is the skills. There will still be the same number of jobs for Sea farers," Abe Easter, quarter master instmctor said in high lighting technological advances and the soon to be constmcted centerpiece of the Lundeberg facilities. A simulation and radar train ing system is soon to be built. It will realistically subject Seafeu-ers to the environmental con ditions and mechanical and nav igational problems they will encounter at sea. Similar to flight simul^or training, the SHLSS simulator will use computer generated im agery of the sea from seven projectors on a 180-degree viewing screen. "The best trouble-shooting education smd basic education Keeping pace with technology, the mimic simulation board was designed by QMED Engineering Instructor Calvin Williams to teach students how to ready all systems for Go in the engine room. The sophisticated teaching aid will be wired with integrated circuitry to graphically simulate operations of the engineer control console. messages from the radar scope and satellite communictions decifered to solve problems. Technology is not an idle cur iosity at the Harry Lundeberg does not mean you are one step behind. For being just a bit be hind in so fast a world could mean starting all over agaiu. : ... It win be ttie companies that have tte crewmembers trained for this technology who wiU benefit the liiost • . • Seafarers can get is on a simu lator," said Easter. The computer will be pro grammed for collision scenarios so trainees and upgraders can practice trouble-shooting. At the controls speed can be boosted, courses changed, and incoming School. It is rapidly influencing those who will find jobs and make the most of careers in the maritime industry. Educators, directors of the school and Union officials know that to stand still and miss taking just one of the steps in the progression of change Robert Fryetl scans the radar scope. SID Video Programs Focus on Jobs and Training focus and 'wiping' across the (Continued from page 23.) Taking the SIU to the public screen an image and then trail at the St. Mary's County Fair, ing it with another are sophis the Lundeberg Room at SIU ticated techniques that are used headquarters, the upcoming to impress the meaning of the AFL-CIO trade show in St. message. Taking Seafarers into actual Louis and other spots across the country, a promotional tape arbitration grievance hearings will communicate the need to • via video display is an accom maintain a strong and viable plishment which promises far reaching results. Since arbitra merchant marine industry. Filming with education in mind tion can be unsettling because is difficult but viewers' attention it involves face-to-face com can be held with special effects munication over conflicting in that lend entertainment to the terests, seamen can gain insight experience, says Mike Wilson. into the process and may be By editing the promotional shots more successful in bringing mat on the beat and pacing them a ters before an arbitrator. Several training and upgrad short three snappy seconds apart, the message is enlivened. ing films have been completed Subtle 'rack focus' or filming a for use in the classroom and in sequence in and then out of the SHLSS learning labs. Tapes - - • . .• include instruction on the metric system, magnetic compass, navigation and rules of the road, lifeboat safety and underway replenishment. The studio is now in the proc ess of directing and producing a film on the Lundeberg adap tation of the Red Cross training program in Cardiovascular Pul monary Resuscitation. For filming outside the studio, the cameras are portable as well as stationary and movable sound and lighting units are set up on location. As with other tapes featuring trainees and upgrad ers, Mike Wilson and assistant Dan Walker rehearse a script for the CPR tape with volunteer student actors. In this particular film, basic CPR course instruction ic is nr*ricon densed to the essentials in one four-minute tape from which students may become skilled in this lifesaving technique with practice. Records of which tapes are most often shown are kept at the studio to evaluate student response. The most popular is a four-part metric series which divides a slide rule into metric units. The seafaring world has come a long way. From signal flags to wireless radio, today's mem bership can be a more informed membership contributing to the growth of the maritime industry and to careers at sea. April 1983/LOG/25 'i �'m^-f ."•i. Upgrading Course Schedule Through December 1983 Programs Geared to Improve Job Skills And Promote U.S. Maritime Industry Deck Upgrading Courses Following are the updated course schedules for April through DecemberJ983 at the Seafarers Harry Lundeberg School of Seamanship. For convenience of the membership, the course schedule is separated into three categories: engine department courses; deck department courses; and steward department courses. -xr Vi . The starting and completion dates for all courses are also listed. Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll in the courses of their choice as early as possible. Although every effort will be made to help every member, classes will be limited in size—so sign up early. Class schedules may be changed to reflect membership demands. SlU Field Representatives in ail ports will assist members in preparing applications. Course* Check-In Date Completion Date QMED—Any Rating September 26 December 15 Pumproom Maintenance April 25 and Operations June 3 Automation June 7 October 24 November 21 Julyl November 17 December 16 Marine Electronics May 16 June 24 Marine Electrical Maintenance August 29 October 21 Refrigeration Systems, Maintenance & Operations May 16 October 10 June 24 November 18 Firerhan/Watertender & Oiler September 12 October 20 Welding April 25 May 31 October 24 November 21 May 20 June 24 November 18 December 16 Conveyorman March 28 April 22 Diesel—Regular April 18 September 12 May 13 October 7 , : r-< Completion Date Mate/Master Freight & Towing Vessels September 12 November 4 Towboat Operator Scholarship April 4 September 26 May 20 November 11 Able-Seaman October 24 December 2 Quartermaster April 4 September 12 May 13 October 21 Third Mate May 9 September 12 July 15 November 18 Celestial Navigatioji April 25 July 18 November 7 November 21 May 20 August 12 December 2 December 16 March 28 October 10 April 8 October 21 Course Engine Upgrading Courses V ' Check-In Date Lifeboatman /- Steward Upgrading Courses # Course Check-in/ Completion Date Length of Course Assistant Cook Cook and Baker Chief Cook Chief Steward Towboat Cook Open-ended Open-ended Open-ended Open-ended Open-ended 6 weeks 6 weeks 8 weeks 8 weeks 6 weeks ?* •> :-T- Third Assistant Engineer May 2 September 5 Tankerman October 10 July 15 November 11 October 20 i/LOG/April 1983 -ri> X- 4* '• ' —Brothers: d qualified Se®^Ships" ^ .lor. ihto our ,nith sion^echrioioga ^ Autoniatio'* 'expe"®"'® u our CJ.S. h'sy ods- ^^Lperience ^,°?^est shiph'®"^^ chaliehg®® ^dby'':'® Seafarers % issue of the U.®: Aetails. field Repteseot Vral ^ * t M,. �•J—•!—"• -^ - r.-j 7- 0^-v "• T .WL- ^•-•' T:*- V''.;J Apply Now for ah SHLSS Upgrading Course mmmmmmmm^pmmmmmm (Please Print) | Seafarers Harry Lundeberg School of Seamanship (Please Print) Upgrading Application Name. • (Last) Date of Birth _ (Middle) (First) Address. Mo./Day/Year (Street) .Telephone (State) (City) Lakes Member • inland Waters Member • Deep Sea Member • . Seniority. Book Numt»er Date Book Was issued. Endorsement(s) or License Now Held _ No • (if yes, fill in below) Piney Point Graduate: • Yes .to. (dates attended) Entry Program: From Endorsement(s) or .License Received _ -to. (dates attended) Upgrading Program: From. S Port Presently Registered In _ _ Port Issued. Social Security # • (Area Code) (Zip Code) Do you hold a letter of completion for Lifeboat: • Yes No • Firefighting. • Yes No • OPR. • No • Dates Available for Training I Am Interested in the Following Courses(s) M • STEWARD ENGINE DECK • Tankerman SjF^V _• AB Unliniited • 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 • FOWT • OMED — Any Rating • Marine Electronics • D/larlne 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 ;s- • LNG • LNG Safety • Welding • Ufeboatman • Firefighting • Adult Basic Education 4^ No transportation will be paid unless you present original receipts upon arriving at the School. : RECORD OF EMPLOYMENT TIME-(Show only amount needed to upgtade In rating noted atjoue or attach letter ol service, whichever Is a • applicable.) ! VESSEL RATING HELD DATE SHIPPED DATE OF DISCHARGE *3^ . SIGNATURE Please Print DATE ........ RETURN COiyiPLETED APPUCATION TO: Seafarers Lundeberg Upgrading Center PINEY POINT, MD. 20674 V'Si. April 1983/100/27 �ET • -4s, ••4,'• . „. - .• ,-5^ _^w •*ri Her SIU Crew Provides First-Class Service •3 Santa Mercedes Sails tJ many as 100 passengers on her 52-55 day runs from Los An geles and San Francisco to South America—Peru, Chile and Ar gentina. The Santa Mercedes recently visited the port of Los Angeles, unloading her cargo of fruit. Our LOG photographer went aboard and captured on film some of her SIU crew performing their everyday duties. T he Santa Mercedes is one of a number of cargo/pas senger ships operated by SIUcontracted Delta SS Lines. With a length of 5A6V2 feet, a beam of 79 feet and a dead weight tonnage of 9,464, she is powered by engines generating 19,800 horsepower. Built in 1964 by the Bethle hem Steel Co., the Santa Mercedes can accommodate as r -'••'f- • i •y L\ = The Santa Mercedes lies alongside the dock in the port of Los Angeles. Second Steward Jim TerreH and Bengta Wolsing, assistant head wait ress, discuss last minute arrangements while waiting for the dinner crowd to arrive. - •m Members of the Ship's Committee on the Sanfa Mercedes (Delta SS Lines) posed for the LOG photographer during a recent stopover in Los Angeles. They are (I. to r.) Chief Electrician Mike Frizzell, education director; 2nd Electrician Frank Syivia, engine delegate; Bosun Jack Kingsley, ship's chairman, and Chief Steward Samuel "Smitty" Smith, ship's secretary. f *"**" \ I .-i . • •; Jack Kingsley (r.), bosun on the Santa Mercedes, and Wilmington Post Agent Mike Worley go over reports from SIU headquarters and discuss beefs that came up during the voyage. fc -.1 i Dionicio S. Castillo, 2nd cook pantry, and Eddie Gomez, chief pantry man, pose for the LOG photographer in the galley of the Santa Mercedes. '• i.r? ^ ' 1 E^ \ •f * T-l J Kt ? »» -y-li ,! , '''••4iiWi , u,- . -v 4-4v.p- '-ru- '"JWi ^ Amado Lato, waiter, gives us a smile while waiting for his diners to arrive. •sBh% •-4m v '''¥ I'- P&4 ii'i 0 . • ' '1 • J-* 1 T ais 'm J : i r^I . ii-is- : '"'pi vs'lf Making up a neat bed is one of the many duties of Reginald Melville, officers' bedroom steward aboard the Santa Mercedes, caught here by "^hhe LOG photographer. , Down in the cargo hold. Chief Electrician Mike Frizzell tapes some wires. About to cut the first slice of pie is Chief Baker Bill Harter, seen here in the galley of the Santa Mercedes along with some of his other delicacies. The chief steward's job is a busy one, as Samuel "Smitty" Smith can attest to. "Smitty" has been sailing with the SIU for more than 20 years. April1983/LOG/29 28/LOG/April 1983 •I-- • i "{ ^ -'vl- ' . •' BA. n^Ee=i' . ri'. �. •V; J Digest of Ships Nestings AMCO TRADER (American Coastal Lines), Febmaty 27—Chair man Ai Whitmer; Secretary Sam Davis; Educational Director James Tyson; Deck Delegate John C. Green; Stew ard Robert D. Bridges. No disputed OT. The chairman discussed the gen eral improvement in the steward de partment and praised the entire crew for their cooperation in their everyday work. He also welcomed aboard the new steward, Sam Davis. A repair list has been tumed in. The ice machine, washer/dryer, and crew's water are all in bad shape, needing either repair or replacement. Copies of the LOG have been received, and all hands are urged to keep on top of the Union's activities by reading it thoroughly. The main problem seems to be a lack of movies. Otherwise, all is running smoothly. A vote of thanks was given to the steward department for a job well done. Next port: Baltimore, then on to New York for payoff. AMCO VOYAQER (American Coastal Lines), February 21—Chair man Norwood Bryant; Secretary John E. Samuels; Deck Delegate David E. Hartmah; Steward Delegate Curtis L. Broderax. No disputed OT. The chair man passed along some information from the patrolman in New York who said that "B" and "C" books who shipped out before March 1,1983 can stay aboard ship for six months; those who shipped out after March 1 can stay on for 125 days. Everything is running smoothly in all departments, but crewmembers would appreciate receiving reading material in addition to the LOG. Crew were also reminded that if they have a beef of any kind they should talk to their delegate first, not bring it up directly with the bosun, captain or patrolman. A vote of thanks was given to the steward department for a job well done. BUTTON QWINNETT (Water man Steamship Corp.), Februsuy 13— Chairman A. Campbell; Secretary C.N. Johnson; Educational Director Lee W. Morin. No disputed OT. it was reported that a Nonvegian ship recently passed through the Panama Canal and that seven of her crew died from poisoned alcohol. The chairman therefore urged his men not to purchase any liquor while in the area. He also stressed the need for cooperation with each other and to try to keep the door to the crew mess closed. Some aewmembers wfx) requested mattresses did not receive them in New Orleans, as expected. They asked that something be done about this matter, possibly having the mattresses deiivered to them when they reach New York sometime around the middle of April. COVE RANOER (Cove Shipping •^1 Inc.), February 13—Chairman W.E. Reeves; Secretary W.G. Williams; Educationai Director H. Smith Jr.; Deck Delegate Stephen H. Fulford. No dis puted OT. On Feb. 12 at 0745 an explosion and fire devastated the midship house. A lifeboat was swung out ' and the emergency radio put into op eration. The S.S. Gulf King answered the radio call. The fire was extin guished in about an hour. Three offi cers sustained minor injuries. The chairman said it was a miracle that nobody was killed. The captain thanked the crew for putting out the fire and for their alertness in performing the nec essary emergency duties. The chair man and delegates met with the cap tain regarding the crew's safefy. Running under their own steam, the Cove Ranger was to go to Charleston, B.C., but when they were within 23 miles of that port, orders were changed to proceed to Marcus Hook, Pa. to deliver their cargo. The crew, con cerned for their safety, were promised by the captain that he would keep five miles from shore at all times and that a tug would follow them. He also as sured them that he would not go into any bad weather. There is some ques tion as to what caused the fire. A copy of a repair list dated Dec. 5,1982 will be given to the patrolman upon arrival, to show that very few of the needed repairs were taken care of at that time, and that many of the problems were of an electrical nature. Special thanks went to AB Petro Kratsar for his im mediate notification of the fire and to Radio Operator Barney Barker for his radio skills under adverse conditions and injuries. A vote of appreciation also went to the steward department. Next port: Marcus Hook, Pa. M/V QROTON (Apex Marine Com pany), March 5—Chairman Christos Florous; Secretary Marvin Deloatch; Educational Director A. Gardner. No disputed OT. The chairman reported that everything is running smoothly and that payoff is to take place in Jacksonville, Fla. He also stressed the importance of supporting SPAD to help make our jobs more secure. The sec retary suggested that all crewmembers read the LOG as often as possible to keep up on all Union activities and to be aware of what's happening in the maritime industry as a wfiole. He also reminded the crew that the new Union headquarters is in Camp Springs, Md., and anyone filing for vacation should use the new address. The educational director held a discussion of safety matters aboard ship and talked about the new rules concerning "B" books. The steward gave the crew a vote of thanks for keeping the galley and messrooms clean, and the crew, in tum, gave the steward department a vote of thanks for the fine food served. Next port; Jacksonville, Fla. LNQ LEO (Energy Transportation Corp.), February 27—Chairman O.R. Ware Jr.; Secretary Henry Jones Jr.; Educational Director H. Ware. No dis puted OT or beefs. There is $482.50 in the ship's fund at this time. The PAC-MAN machine is doing a good job of raising dollars for the fund. The chairman asked that all safety hazards be reported to department heads. He also reminded crewmembers that proper gear is to be wom at all times when working atop the tanks. The LOG w^ received and the president's re port posted. A communication to all LNG vessels was also reived from the vice president in charge of con tracts regarding representation in Subic Bay. There was still no information regarding the possibility of receiving TV cassettes of President Drozak's reports at monthly meetings. The sec retary reminded crew that proper cloth ing is to be wom when eating in the dining area. As for new business, a discussion was held about using the ship's fund for magazine subscriptions for the unlicensed crew, which would be sent to the attention of the ship's chairman. Once again, the crew were wamed against buying any items on the street that could possibly put them or their shipmates in trouble—items such as alcohol or narcotics. Respect is the key—respect for yourself and your fellow mates. Next port: Himeji, Japan. MOUNT WASHINQTON (Victory Carriers), February 27—Chairman David Gilmore; Secretary Paul Cox; Educational Director Juan Rodriquez; Deck Delegate Jose M. Novo; Engine Delegate Douglas McLeod. No beefs or disputed OT. The ship's fund has been going up and ctown. While at layup in Mobile, there was $60.51. Donations this trip have been $75 to date, but then $110.66 was spent for repairs on the crew-owned Betamax video—leaving $24.85. The chairman lead a discussion on the cuts in the 30/LOG/April 1983 •i , v: •>-.^.^-.5^ - manning scale, and that due to the economy and prevailing conditions, the Union did the best they could in order to keep their ships and crews working. One crewmember was refused trans portation to a hospital in the U.S. by the captain, who stated that the com pany is not responsible for transpor tation within the U.S. A few problems were also discussed. The air condi tioning aft is not working properly and the bosun will see the chief engineer about this. Crew were reminded to keep the door closed between the messhall and the passageway—and not to slam it when closing. There was also some talk about types (class) of books, the cost of having pictures taken, and the cost of books. A vote of thanks was given to the steward department— and to the stewed in particular for birthday cakes made by him for crew members. And a vote of thanks was given to the crew for their cooperation in keeping the messhall clean and for eating early. Next port: Corpus Christi, Texas. OQDEN CHARGER (Ogden Ma rine), February 20—Chairman Frank Schwarz; Secretary Simon Gutierez; Educational Director J. Babson; Deck Delegate Jesse Fleming; Engine Del egate John Rauza. Some disputed OT was reported in the deck department. At the ship's meeting held in Chiriqui Grande, Panama, the qaptain re minded everyone that there is to be no smoking outside the housing, and that anyone disobeyirig this order will be dismissed. Crew were also read a company cablegram stating that the longshoremen's holiday be paid on Friday, not on Monday as was the previous order. A vote was taken in favor of weuting until the patrolman can settle this question at payoff. The brothers also would like to have ^e Union reply to their concerns about the absence of a launch service while at anchorage in Florida. One AB was cut off from further OT for not using a safety belt. He wants this brought to the attention of the patrolman because he feels he is being discriminated against. Crew were reminded to attend all meetings and bring their beefs out in the open—not sit at meals and t)eef—because some people like to eat inpeace. Next port: Baytown, Texas. OVERSEAS JOYCE (Maritime Overseas), March 6—Chairman James Elwell S^etary M. Newsom; Engine Delegate Robert W. Johnston; Stew ard Delegate David Boone. No dis puted OT. The chairman reports that there will be a draw in Panama, with possible shore leave on both sides of the canal. All communications re ceived onboard will be read and posted. He also noted that he will try and obtain some air scoops while in Pansuna. The pumpman and the deck department were singled out for a vote of thanks for a job well done in cleaning the tanks, and a letter will be sent to ttte Union praising their fine work. One minute of silence was observed in memory of our departed brottiers and sisters. Heading out to Panama and Port Said, Egypt; then back to Houston for payoff in June. (Continued on next page.) �Digest of Ships NeeSings OVERSEAS WASHINQTON (Maritime Overseas), February 20— Chairman, Recertified Bosun Ballard Browning; Recertified Steward Cesar A. Guerra; Educational Director LP. Wright; Steward Delegate Teddy Aidridge. Everything is running smoothly in all departments with no disputed OT or beefs. The chairman reminded ail members to practice precautionary measures and fire prevention safety throughout the ship at all times. All communications received alward were posted in the crew lounge. The edu cational director strongly recom mended that all engine ratings apply for training and upgrading courses in diesei at the SHLSS. The steward has the necessary application forms. Crewmembers were reminded to keep the lounge, pantry and laundry areas neat and clean. Those getting off at the next port were also asked to clean up their rooms, turn in their keys and dirty linen, and leave a dean set of linen for their replacements. The stew ard department was given a vote of thanks for its fine food and service. One minute of silence was observed in memory of our departed brothers and sisters. Next port; Texas City, Texas. ST. LOUIS (Sea-Land Service), February 27-—Chairman John McHaje; Secretary Humberto Ortiz; Educational Director Speers. There were a few hours of disputed OT reported in the deck department; othenwise every thing is running fairly smoothly accordipg to the chairman. The secretary urged all those wh^ qualify to take advantage of the upgrading opportu nities at Piney Point, especially the CPR and first aid courses. He told of an incident in which this knowledge proved to be of some help: on a recent trip from Santo Domingo, eight stow aways were aboard. They started to come out from hiding as soon as the vessel headed north. They were frozen and starving, and the steward gave them blankets. They had to be retumed to Santo Domingo, and on the way back one got into a fight with another. The hitting began and the bleeding was so bad that the master railed a helicopter. Meanwhile, the steward, who had taken the first aid course at Piney Point, was able to stop the bleeding. That just goes to show the importance of learning first aid tech niques—^and Piney Point ran help you. The crew of the Sf. Louis report to the LOG that they are very proud to have such a good and interesting newspa per which helps them keep informed of everything that's happening in the Lhiion. A vote of thanks was given to the steward department for a job well done. SAM HOUSTON <Waterman Steamship Corp.), January 2S—Chair man George A. Burch; Secretary G. T. Aquino; Educational Director D. Doyle. No disputed OT. There is $4,195 in the ship's fund. The bosun talked about the importance of donating to SPAD and how the contributions help the Union. He also stressed the need for quiet aboard ship so that the crew ran get some rest due to the odd working hours aboard LASH vessels. The steward purchased an iron and an electric juicer, and the crew voted to reimburse him from the ship's fund. The steward thanked everyone for helping to keep the messroom clean. One minute of silence was observed in memory of our departed brothers and sisters. Next port: Alexandria, Egypt. SEA-LAND EXPRESS (Sea-Land Service). February 22—Chairman A. Lesnansky; Secretary Ken Hayes; Ed ucational Director J. Atchison; Engine Delegate Daniel J. DeMarco; Steward Delegate Alfred L. DeSimone. Some disputed OT was reported in the en gine department. There is $40 in the ship's fund, and crew were reminded that most of the money is already committed for the purchase of an iron and a rake cover. The chairman re ported that the ship should arrive, in Elizabeth, N.J., but was not sure whether payoff would take place at that time. He stressed the importance of donating to SPAD to help secure seafaring jobs—^and to write your con gressmen to ask for their support in securing legislation for the good of the maritime industry. The secretary spoke about the new shipjsing rules for "B" and "C" books. Dental forms and wel fare instructions are needed aboard the S-L Express, and new mattresses have been ordered. Crew were asked to remember to rewind films when they are through watching them, and were cautioned against taking food to their rooms because of cockroaches. They were also asked to assist in keeping the rec room clean, returning borrowed t)00ks, and returning silver and crock ery to the pantry. Next port: Elizabeth, N.J. SEA-LAND INNOVATOR (SeaLand Service), February 20—Chair man Jim Puliiam; Secretary Williams; Deck Delegate D. Howard; Engine Del egate M. Stewart; Steward Delegate V. Vailao. No disputed OT. The chair man reported that the payoff went well with Steve Troy in Oakland. He has taken rare of all problems and said he would talk with Capt. Utham and George McCartney about the delayed payoff. The innovator is scheduled to arrive in Yokohama on Monday, Feb. 21, and will then turn back and head for Seattle for a March payoff. Crew were reminded to keep up with Union happenings by reading the LOG, and to take advantage of the upgrading opportunities offered at Piney Point. All repair requests should be turned in to your delegate, and a reminder was made to keep rooms and living areas dean. Next port: Kobe, Japan. TRAVELER (Ogden Marine), Feb ruary 13—Chairman W.N. Gregory; Secretary A.W. Hutcherson; Educa tional Director R.G. Sawyer; Deck Del egate Henry Puess; Engine Delegate Frederick W. Neil Jr.; Steward Dele gate Charles C. Williams. No disputed OT. There is currently $100 in the ship's treasury; ail donations are wel come. Arrival in Egypt is scheduled for Feb. 23. We will try to have major repairs done at this time and get the ship cleaned up before returning. The secretary suggested that safety meet ings be conducted in order to make the ship safe for ail. He asked that crew report any potential hazards or violations and not to use towels to wipe grease off the hands or body. Some questions were brought up for discus sion. These included finding out why allotments don't go out every 15 days and checking on pay in lieu of days off on the run from Portugal to Norfolk. One minute of silence was obsenred in memory of our departed brothers and sisters. Next port: Alexandria, Egypt. WESTWARD VENTURE (interocean Management Corp.), January 30—Chairman Woodrow Drake; Sec retary Alva McCulium; Educational Di rector John Griffrth; Engine Delegate Patrick J. Donovan; Steward Delegate Donald M. King. No disputed OT or beefs. There is $499 in the movie fund. Copies of the LOG have been received and placed conveniently for ail to read. The ship was in the Victoria, B.C. Shipyard for 12 days during the past month and is now headed for Tacorha, Wash, where it will pay off on arrival. The secretary reminded crewmemlrars that he has an ample supply of all forms—for school and claims—and will assist anyone in filling them out. A vote of thanks was given to the steward department for providing good meals. Next port: Tacoma, Wash. Official ships minutes also received from the following vessels: Myv MYJUMi '• .r-'r LIS SMMUIGU M/vmM IMHraMPMS YOURE JUJT A TROPHY FOR HK WVLL AND YOU COULD LO^E YOUR PAPERS FOR AND AIAYBE YOUR April 1983/LOG/31 �•i- New System Gan Gut Rescue Time •« • I :- « • — Rescue help for merchant ships for receiving required daily ships in distress at sea will be quicker reports will be superseded, with now that MARAD and the Coast future reports transmitted to the Guard have agreed to merge broader 120-channel AMVER ship-to-port radio communica network. An AMVER central com tions systems into one global puter will be programmed to computerized network. Merging MARAD's U.S. receive data from the ship re Merchant Vessel Locator Filing ports, tracking ships voyages System (USMER) with the Coast and problems. When a problem occurs, the Guard Automated Mutual-As sistance Rescue System (AM- computer coordinates search and VER) will provide a more se rescue operations, drawing a map cure life line to merchant ships of the vessels in the area and travelling the high seas begins assisting rescue personnel in choosing the best ship for the ning this summer. With the merger, the MARAD rescue mission. "Safety at sea will be en 12-channel transmittal system t^w^nrvii oO r\f Gloucester NewYork. Philadelphia Baltimore Norfolk Mobile New Orleans Jacksonville.. San Francisco Wilmington Seattle Puerto Rico Houston Pinw Point REGISTERED ™lH"GrauM^° CU«A""SSr. c,.„c BALTIMORE, MD. Kaplan, Heyman, Greenberg, Engelman & Belgrad Sun Life Building Charles & Redwood Streets Baltimore, Md. 21201 Tele. # (301) 539-6967 SPAD For JOBS and Job SECURITY 2 55 8 .,5 R J 1? 49 32 « .2 2 25 3 3 7 4 13 16 9 g 7 Q 18 0 10^ 27 0 ggj Port 0 2 0 Q 0 0 2 0 1 Q 0 0 0 0 ^ ., CHICAGO, ILL Katz & Friedman 7 South Dearborn Street Chicago, III. 60603 Tele. # (312) 263-6330 Gloucester NewVork 45 Philadelphia •••":' : « toltirnore..... ^ M / 2 Norfolk.............. 6 Mobile... M New Orleans w Jacksonville......... SanFrancisco ................ g Wilmington .,3 Seattle... Puerto Rico .,0 Houston , ^5 Piney Point 14 3^^ 3 5 12 14 g o 13 . 3 9 8 90 1 ^ ^ 0 , ^ 0 ,^#,5 0 0 0 g 0 3 i g g g 5 0 46 1 3 | 6 21 23 12 0 8 2 11 0 136 1 8 8 8 8 « 8 2 0 0 ° 1 3 0 0 6 EHGIME DEPARTMEKT 0 9 2 4 t i" 0 9 J 0 ^ 8 1 0 7 0 20 0 8 8 0 0 ? 8 1 2 12 2 0 49 0 ' ; STEWARD DEPARTMENT I I I I I SScaer..,.. ,« § NewYork Philadelphia ........7..... Baltimore Norfolk......^vr.^.. Mobile New Orleans Jacksonville San Francisco Wilmington 1 3 9 4 ]l IS 13 g 9 1 0 J g 4 0 4 40 7 1 13 4 0 0 u ^ I I Port I I I I I I 1 1 I I I . _ Norfolk Mobile. New OrlMns Jacksonvilte SanFrOTdsco SSRS;:;:;:;::;:;:;:;: gfa;:;:;;::;:::;:::: ^ I TBISI All DsmfeRCiA 1 24 4 67 9 3 18 2 12 15 17 20 .,3 31 ig 37 g 0 7 14 ,? H i M 2 708 700 g 328 «« 117 44 8 88"-^ ^ 29 n % "^16 8 22 92 1 g8 57 8 25 0 ^ 8 17 8 M n 0 ? 588 1 »» 5 8 10 10 21 I I I 1 I 1 1 I I I I I I I 1 I 2 1 26 10 ^2 7 25 0 211 1 0 9 0 0 2 3 0 4 0 1 0 14 I I 1 I I I I I I 1 I I ^ ^ g g 4 8 0 58 3] J 9 2 2 0 3 11 24 0 8 2 8 0 0 0 0 0 0 0 8 8 0 0 1 0 0 0 9 15 17 .ir g 31 2 6 10 28 g 11 17 g^ 7 12 2 0 1 g 0 1 g 0 1 0 4 JIT -§ i» g « Jg g g ENTRY DEPARTMENT 1 0 37 9 g. 0 1 0 1 g n 0 3 ^ 6 16 9 6 41 17 25 1 12 13 r : ^5 V V - H X S a . • ^ w 443 at t ™. ...ppin. of reltef lobs shipped since the program began April 1,1982. 32/LOG/April 1983 0 3 1 0 0 0 3 ^ j ^ 1 0 g g 23 1 ^ 2 0 13 27 8 9 14 « j , J 1 o 61 6 11 27 11 36 « 27 7 NewYork. Philadelphia I j « ? I C,«.» Cl.». Cl-C c 149 12 28 19 29 120 120 1 70 S : ^ It ^ X1*7 — DETROIT, MICH. Victor G. Hanson 19266 Grand River Avenue Detroit, Mich. 46622 Tele. # (313) 532-1220 AH eroups JX DECK DEPARTMEHT 1 2 1 2 12 \ 2 0 0 2 2 6 0 20 0 5 0 0 0 10 0 5 0 4 0 5 0 66 0 0 38 1 9 8 4 26 40 27 0 14 10 ^6 0 203 0 Trip c«.c • In the event that any SlU members have legal problems In the various Dorte a Hat of attorneys whom they Sn consult Is being published. The member need not choose the recom mended attorneys and this »[« »«J"tended only for Informational pur poses: NEW YORK, NEW YORK Schulman & Abarbanel 358 Fifth Avenue New York, New York 10001 Tele. # (212) 279-9200 J^S Dispatchers Report for Deep Sea MAR. 1-23, 1983 ='.f,r-'':-,J.;rs'^' te^'-'". Legal Aid hanced because of the faster and increased number of reports into the Coast Guard system," an official statement on the merger reported. The AMVER radio system will not only hasten the flow of communications but will cover merchant ships in remote areas outside MARAD's radio fre quency band. t ..•<- IB 205 18 42 41 27 92 63 157 51 55 28 *» 1,t1t 0 26 0 2 1 2 4 3 64 7 20 4 S 1M ^ GLOUCESTER, MASS. Orlando & White 1 Westem Avenue Gloucester, Mass. 01930 Tele. # (617) 263-6100 HOUSTON, TEXAS Archer, Peterson and Waldner 1601 Main St. (at Jefferson) Suite 510 Houston, Texas 77002 Tele. # (713) 659-4455 & Tele. # (613) 879-9642 LOS ANGELES, CAUF. Fogel, Rothschild, Feldman & Ostrov 5900 Wllshire Boulevard, Suite 2600 Los Angeles, Calif. 90036 Tele. # (213) 937-6250 WILMINGTON, CALIF. Fogel, Rothschild, Feldman & Ostrov 239 South Avalon Wilmington, Calif. 90744 Tele. # (213) 634-2546 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) 566-9395 PHILADELPHIA, PA. Kirschner, Waiters, Wiilig, Weinberg & Dempsey Suite 110 1429 Walnut Street Philadelphia, Pa. 19102 Tele. # (215) 569-8900 ST. LOUIS, MO. Gruenberg, Sounders & Levine Suite 905—Chemical Building 721 Olive Street St. Louis. Missouri 63101 Tele. # (314) 231-7440 SAN FRANaSCO. CAUF. John Paul Jennings Henning, Walsh 8i Ritchie too Bush Street, Suite 440 San Francisco, Calif. 94104 Tele. # (415) 961-4400 SEATTLE, WASH. Davies, Roberts, Reid, Anderson & Wacker too West Harrison Plaza Seattle, Wash. 96119 Tele. # (206) 265-3610. TAMPA, FLA. Hamilton & Douglas, P. A. 2620 West Kennedy Boulevard Tampa. Florida 33609 Tele. # (813) 679-9842 1 �Fast Action Saves Ship and Crew SlU's Cove Ranger Rocked By Midship Expiosion at Sea if it hadn't been for a welltrained and fast-acting SIU crew aboard the SlU-contracted Cove Ranger (Cove Shipping) an early morning explosion and fire could have marked Feb. 12 as one of the worst disaster days in mar itime history. While the Cove Ranger's crew battled the flames about 150 miles south of Charleston, S.C., they didn't know that several hundred miles north, an NMU-manned collier had sunk earlier that day claiming 31 lives (see story on this page). "It's just unbelievable some body wasn't killed. It just blew everything out amidships," said Bosun Bill Reeves. AB Peter Kratsar was at the wheel as the Cove Ranger headed up the Atlantic seaboard bound for Philadelphia. He said the seas were cahn and there was no hint of any trouble. Then at 0645 hours something touched off the blast. "I thought the charter tank had gone up," he said. The blast threw him to his knees against the wheel, bruised his ribs and 'left him with a large bump on ^ his head. As soon as he got to his feet he "asked the mate if I could go back and get some help." Most of the crew, including the captain, 2nd and 3rd mates and radio officer, were aisleep. "I was asleep when it went off. I heard them hollering, there's a fire on the bridge. There's a fire on the bridge. The bells were ringing," Reeves said. On his way to the bridge he ran into the captain who told him to gather up the steward department and ready the life boats in case they were forced to abandon ship. "Everybody fell in there and did their thing. They really jumped," Reeves said. While he was preparing the lifeboats, the rest of the crew went forward to fight the fires. At one time three separate fires were burning in and around the blast area. Reeves said. While he admitted he and the crew "were scared to death" that something else might go up, nobody faltered. "Everybody was there, in there helping. I was sort of sur prised. You don't expect some thing like that (the explosion) to happen. But I guess the training really helped," Kratsar said. That's why the SIU makes sure that all crewmembers are trained to know what to do in emergencies. Lives depend on calm reaction, on knowing what to do. Because of their training the crew were able to extinguish the fire in less than an hour. While there was extensive physical damage to the ship, aside from Kratsar's minor in juries and three other minor in juries to the officers, the crew escaped unscathed from what could have been a deadly situ ation. At the ship's meeting follow ing the explosion, the crew voted a special thanks to Kratsar for his quick action in alerting them to the danger and to Radio Of ficer Barney Barker "for his radio skills under adverse con ditions and injuries." Four of the crew of the Cove Ranger relax In the galley after the ship docked In Philadelphia following a massive explosion aboard on Feb. 12. Seated are (I. to r.) Oiler John Smith, GSU Dan Frazler, Steward Utility Tyler FItte and Pumpman Honorable Smith Jr. This photo of the Cove Ranger's wheelhouse shows some of the force, of the explosion which shattered parts of the celling and walls. Fire damage was severe In other parts of ship. Marine Electric Hearing Testimony Conflicts on Ship Sinking New and controversial evi dence on the cause of the sink ing of the Marine Electric, which claimed 31 lives aboard the NMU-manned collier, was pre sented before a board of inquiry late last month. The 39-year-old, 605-foot ship went down in stormy seas off the coast of Virginia Feb. 12. Only three crewmembers sur vived. Initial testimony before the Coast Guard and National Transportation Safety Board centered around the seaworthi ness of the ship's five hatch covers. The survivors and other witnesses testified the covers were rust-ridden, not tight and repaired with duct tape and epoxy. However, a spokesman for the Marine Coal Transport Corp, said that after the sinking, divers discovered a 35-foot long and 7foot wide hole along the bottom of the ship. The day before the Marine Electric sank, it went to the assistance of a fishing boat in distress. The spokesman said the ship was in water as shallow as 42 feet. When fully loaded, as it was with close to 25,000 tons of pulverized coal, the ship drew 34 feet. The company claimed the gash could have occurred when the ship slammed against the bottom during its assistance to tlie boat. But chief mate and survivor Robert M. Cusick, also licensed as a captain, said the Marine Electric was never in water more shallow than 96 feet and did not recall any "feel . . . or sensa tion" of striking bottom. Witnesses also differed on the inspection history of the vessel. Some witnesses claimed the illfated collier was inspected thor oughly and properly, while oth ers contended the inspections were incomplete and shoddy. Several safety experts say that If the crew of the Marine Electric (above) had been wearing survival suits they could have survived the Feb. 12 capsizing and sinking off the coast of Virginia, which claimed 31 lives. Apn1 1983/LOG/3S .J •: -V �Deep Sea Philip Emanuel Broadus, 48, died of a heart attack aboard the SS OgChallenger den (Odgen Marine) in Panama on Oct. 3, 1982. Brother Broadus joined the SIU in the port of Mobile in 1951 sailing as a FOWT. He began sailing before 1951 and was a delegate to a HLSS (Finey Point, Md.) Conference. Seafarer Broadus was bom in Alabama and was a resident of Grand Bay, Ala. Surviving are two brothers, Frank Jr. of Topeka, Kan. and John, and five sisters, Mrs. Barbara Werneth, Mrs. Myra Jean Wittner, Mrs. Betty Tumer, all of Grand Bay, and Mrs. Mary L. Basher and Mrs. Myther Hicks Collins of Mobile. ISi- I •f^. -'V 1:: '• # • Pensioner Mig uel Ayson Eaia, 68, died on Jan. 23. Brother Eala joined the SIU in 1947 in the port of New York sailing as a cook. He re ceived the Union's Personal Safety Award in 1%1 for mailing aboard an accident-free ship, the SS Steel Surveyor. Seafarer Eala was a veteran of the U.S. Navy in World War II. A native of the Philippine Islands, he was a resident of Honolulu, Hawaii. Sur viving are a brother, Quintin of Manila, P.I. and a niece, Mrs. Azucena Bigomia of Los Angeles, Calif. Pensioner Ben jamin Jerpd Davis Sr., 66, died of a heart attack in Willacoochee, Ga. onFeb. 21. Brother Davis joined the SIU in the port of New Orleans in 1952 sailing as a QMED and an engine delegate. He began sailing in 1946 and was a wounded veteran of the U.S. Army infantry in World War II in the Luzon (P.I.) Invasion Campaign. Seafarer Davis' hobby was carpentry. Bom in Black') shear, Ga., he was a resident of Willacoochee. Burial was in the Willacoochee City Cemetery. Sur viving are his widow, Elzie; two sons, Benjamin Jr. and Larry and a sister, Mrs. Sallie Mae Strickland of Pierce, Ga. 1 VI adelphia in 1967 sailing as a cook. Seafarer Concepcion attended the 1970 Piney Point Crews Confer ence. Bom in Barceloneta, P.R., he was a resident of Astoria, Queens, N.Y. Surviving are his widow. Celeste of Guayaquil, Ec uador; a daughter, Mrs. Mercedes Huiles of the Bronx, N.Y. and a brother, Andes Santiago of Asto Pensioner Les ter Kenneth Lapham, 78, suc cumbed to heart failure in the Long (Calif.) Beach Community Hos pital on Feb. 2. Brother Lapham sailed with the SIU for 25 years. He was bom in New London, Conn, and was a resident of Long Beach. Cremation took placie in the Pas adena (Calif.) Crematorium. Surving are his widow, Anne and a brother, Joseph of Hyde Park, Mass. ria. Gregory David Bland, 20, died of injuries in Mission Community Hospital, Mission Viejo, Calif, sus tained in an auto accident on Jan. 29. Brother Bland joined the SIU in the port of Honolulu, Hawau in 1982 sailing as a waiter on the SS Constitution (American-Haw^ Cmsies). He was bom in Arcadia, Calif, and was a resident of San Juan Capistrano, Calif. Cremation took place in the McCormick Cre matory, Laguna, Beach, Calif. Surviving are his parents, Mr. and Mrs. Anthony and Madeline Bland of San Juan Capistrano. Pensioner WUiiam Ferdinand Luhrsen Jr., 69, died on Feb. 14. Brother Luhrsen joined the SIU in the port of New York in 1960. He sailed as a chief electrician. Seafarer Luhresen was bom in Arkansas and was a resi dent of Waveland, Miss. Surviving is his widow. Sue. pnminguez ^*-;':Vr4i j '•-4 nandez, 80, passed away on Jan. 17. Brother Femandez joined the SIU in 1946 in the port of Baltimore sailing as a FOWT. He sailed during the Vietnam War. Bom in Psyon-Amoya, Spain, he was a resident of Orense, Spain. Surviving is his widow, Camila. Willie Edward Smith, 42, was lost at sea off the M/V Ranger (Ocean Carriers) on Jan. 24. Brother Smith joined the SIU in the port of New Orleans in 1960 sailing as a chief cook. He was bom in Brookhaven, Miss, and was a res ident of New York City. Surviving are his widow, Roxie of Brookhaven and six daughters, Jennifer, Kathy and Felicia of Brookhaven and Samatha, Sheila and Virginia. Pensioner Charles P. Momv died on March 5. Brother Moore joined the SIU in the port of New Orleans. He was a resident of Pearl Riyer, La. Ismael Torres Concepckm, 64, died of a heart attack in the Bellarista Hospital, San Juan de Dios, Callao, Peru on Oct. 18, 1982. Brother Concepcion was off the SS Santa Clara (Delta Line). He joined the SIU in the port of Phil 34/LOG/April 1983 ^4 Fer William Charles Roach, 55, died of heart-lung failure in the New Orleans U.S. Veterans Adminis tration Hospital on Jan. 15. Brother Roach joined the SIU in the port of New Orleans in 1960 sailing as a QMED. He also sailed in World War II. Seafarer Roach was a vet eran of the U.S. Marine Corps in World War II. A native of Cleve land, Ohio, he was a resident of New Orleans. Cremation took place in the Metairie Crematoiy, New Orleans. Surviving are his widow, Blainet and a sister, Mrs. Lois Odette of Miami Springs, Fla. Miguel A. Leon, Sr., 62, died of heart-lung failure in St. Agnes Hos pital, Philadelphia on Aug. 29,1982. Brother Leon joined the SIUmerged Marine Cooks and Stew ards Union (MC&S) on the West Coast. He was bom in Puerto Rico and was a resident of Philadelphia. Surviving are his widow, Juamta and his son, Miguel Jr. of Phila delphia. Burial was in the Munic ipal Cemetery, Trajillo Alto, P.R. Atlantic Flshormon Pensioner Peter T. Favazza, 72, succumbed to cancer in Glouces ter, Mass. on Dec. 9,1982. Brother Favazza joined the SlU-merged Atlantic Fishermen's Union in the port of Gloucester. Bom in Mas sachusetts, he was a resident of Gloucester. Surviving is his widow, Rita. Burial was in Calvary Cem etery, Gloucester. Great Lakes Francis G. Lederman, 70, drowned in the Niagara River at Buffalo, N.Y. on Nov. 5, 19^. Brother Lederman joined the Union in the port of Detroit, Mich, in 1958 sailing as a cook for Kinsman Marine. He also sailed during World War II. Laker Lederman was bom in West Seneca, N.Y. and was a resident of Lackawana, N.Y. Sur viving is his widow, Mary. Inter ment was in Holy Cross Cemetery, Lackawana. Monthly Membership Meetings Deep Sea Lakes, inland Port Pensioner Jose '€ • Marine Cooks New York PhUadelphia Baltimore Norfolk JacksonvUle Algonac Detroit Houston New Orleans MobUe San Francisco Wilmington Seattle Piney Point San Juan St. Louis Honolulu Duluth Jeffersonville Gloucester Jersey City Waters Date Monday, May 2 Tuesday, May 3 Wednesday. May 4 Thursday, May 5 Thursday, May 5 • • • -Friday, May 6 - -Friday, May 6 Monday, May 9 Tuesday, May 10 Wednesday, May 11 Thursday, May 12 - .Monday, May 16 Friday, May 20 Friday, May 6 .Thursday, May 5 Friday, May 13 .Thursday, May 12... - - -. .Wednesday, May 11 .Thursday, May 19 Tuesday, May 17 Wednesday, May 18 - 2.30 p.m. " "I'Z, ^ m 2.30 p.m. a ™• 2:W p.m. 2:30 p.m. " ^ 2:30 p.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. 2:30 p.m. 2:30 p.m. 2:30 p.m. 2:30 p.m. - - 2:30 p.m. ----- 2:30 p.m. �- -»rsa»e»aair¥»i!r.r l^rsonals • Brooks Range Calls at Wilmington >' -.«s- Ronald Bradley VE:. Please contact your mother, Beverley Brady, General Deliv ery, Long Beach Post Office, 3rd St. & Long Beach Blvd., Long Beach, Calif. Matthew Gichenko Your sister, Jennie Gish, would like you to contact her. Please call the editor of the LOG for her telephone number. WilUe Frank MiUer Please contact Constance An ita Miller, your daughter, bom April 21,1954 in N.Y.C. (moth er's name is Rosemarie Jones). You may callL her at (813) 2481741. The big bulker Brooks Range (Interocean Manage ment) lies alongside the dock In Wilmington, Calif. The Brooks Range Is one of more than 60 U.S.-flag ships carrying Alaskan oil from Valdez to ports In the "Lower 48." Export of Alaskan oil to Japan would almost certainly cause the lay-up of most of the these tankers and eliminate the jobs of hundreds of Amer ican seamen. (See story on page 3.) - •' 1 Jerry Bishop, tankerman on Crowley Marine's Barge #203, checks the tanks during bunker fueling operations on the Brooks Range. SlU Representative Marshall Novack (r.) Is the Union's port safety director In Wilmington. Marshall, like other SlU safety directors In ports around the United States, checks with crewmembers when their ships come In to make certain the vessels and the ships' safety equipment are In top shape. Here, Marshall talks with Joe "Potatoes" Petetta, chief steward and ship's secretary on the Brooks Range. Liberty Ship Museum Biii Moat in House One of the last surviving battle-wora Liberty-series mari time ships, the John W. Brown, may become a national museum memorial to the 6,000 merchant seamen, including 1,200 SIU sailors lost at sea in the Second World War. The John W. Brown preser vation project, HR 1556, was introduced by Rep. Mario Biaggi (D-N. Y.) in March to pay hom age to merchant seamen who fought from the initial escalation of German U-boat attacks in the Caribbean to the war's end and suffered a greater percentage of fatalities than any other branch of the armed services except for the Marines. The museum "would serve as a recognition of the valiant men and women who constructed and operated the greatest fleet of merchant vessels in the history of the world," Biaggi said. Battlegrounds in Europe, Af rica and the Far East smould ered and flared as seamen trans ported arms, troops and supplies in and out of these war-charred nations. The Liberty series, with one ship constructed every 30 days as part of the U.S. emer gency military buildup, proved crucial for American success in the war. In presenting his bill, Biaggi reminded colleagues of Presi dent Eisenhower's tribute to the merchant marine. He called this civilian service the vital fourth arm of defense. The museum memorial would be funded by private contribu tors, Biaggi said. It would be a sanctuary for a nation to reflect on the service and heroism of America's merchant seamen. For survivors, families and friends it would be a place for sharing and for remembering. The bill, in praise of the con tribution of the merchant marine to the war effort, paradoxically comes at a time of administra tion amnesia over the achieve ments of World War II seamen. Deposit in the SIU Blood Bonk—It s Your Life April 1983/LOG/35 �Joseph James Duffv ee 'he SiU in the of sSx-5s:a •; • Mr SIU Rep Theodore au'^Mo"ir5h®®'»« Weans hding t!!: Sa°'un; &tS7'tn;r! the ports of Houston, New Or Coal ^?r^nll'^w!!,g"^c^ •a.ss.'SKs & ^ '«®i*n' Of "ent of Virginia Beach, Va. Fontenot 65, joined mm-: S^aritS^UiX^LaKe "re^ir-fS-K SimH^h" trie U.S. Navy m World War ii **** ai^atd ®0' joined the residentof Las Vegi, NX.'® ® resident of OakvlHe° Was"h. •{•.J ® the*'^'!!! i 66, joined a resident Of Flushing, "9SS5ss»"f: resident of Winchester; ta atrn^rhori::^" Steward for Sea!'i"^ T ® n <""^"9 Worid War depaitment.' '"Irothw^j^rt"®" was bom in Cuba and fe » ®' dent of New Orleans ®" ' ;• 1'^ Wa^ ."Wally" Earle Ma. . • ..1.4y' port of New j". 'ire sailed during Worid WaMf'^f Donald L. Gom co . the SIU in th^ ^ joined and IS a resident Of Oakland," Baltimore and is a IXIH^I^ '" Picayune, M4 ® o' .TiSS--of New Yorit City. '®®'®®6enl ^ysene Walter Nicholson 57. joined the SIU in lS^"' Marlon Cousins #?«; joined the SlU in l94Raln^' joinJXX'Tthr'"' ®'- Seadie saii^'g" - ? Si?srssv also a veteran of the Ha was l^n '"®'~'®°" "wi IS a resident there. l»-"»r»rss ACSSSt'"'"" of Bush, La. 3#/LOG/April 1983 ^®oresident ioinedlheSIUiil'j'g™^ of New York --"• '" ®3. Port 'Of Sea-l^d^2^^,''J^'«'^ ."®® i^re in BiitiWM « a resident of Seatte. ®™' -aaidaniofNt^^^lS^P-a (Continued on next page.) �Bela Szupp, 58, joined the SIU in the port of Baltimore in 1961 sailing in the steward de partment. Brother Szupp was born in Hungary and is a resident of Baltimore. (Continued from page 36.) Emil Paszek, 65, joined the SIU in the port of New York in 1955 sailing as a deck engineer. Brother Paszek first sailed in 1947. He was born in Czechoslavakia and is a resident of Brooklyn, N.Y. Nicholas Robert Tatar, 59, joined the SIU in 1947 in the port of New York sailing as an AB. Brother Tatar was bom in WilkesBarre, Pa. and is a resident of Pasadena, Calif. Everett R. Perry, 68, joined the SIU in the port of New York in 1958 sailing as a chief stew ard. Brother Perry was born in Missouri, the "Show-Me" state, and is a resident of Whittier, Calif. John Raymond Tiiiey, 63, joined the SIU in 1943 in the port of New York sailing as a chief steward. Brother Tilley was born in Massillon, Ohio and is a res ident of San Francisco. Louis Armando Polanco, 62, joined the SiU in the port of New York in 1952 sailing as a recer tified bosun. Brother Polanco sailed for Sea-Land and first sailed in 1948. He was born in Puerto Rico and is a resident of the Bronx, N.Y. Billie Brooks Price, 55. joined the SiU in 1947 in the port of Philadelphia sailing as a recer tified bosun. Brother Price first sailed in 1945. He was born in Edgecombe, N.C. and is a resi dent of Portsmouth, Va. George Quinones, 72, joined the SIU in 1949 in the port of New York sailing as a chief elec trician. Brother Quinones was born in Puerto Rico and is a resident of Pomona, Calif. William Thomas Roche, 60, joined the SiU in 1949 in the port of New York sailing as an AB. Brother Roche was born in Re news, Newfoundland, Canada and is a resident of Mobile. Garth G. Durham, 59, joined the SIU In 1942 in the port of Mobile sailing as a deckhand. Brotfjer Durham was bOrn in Delia, Ala. and is a resident of Chickasaw, Ala. Lloyd Gunnels, 62, joined the SIU in 1947 in the port of New York sailing as a FOWT for Sea-Land. Brother Gunnels was born in South Carolina and is a resident of Jersey City, N.J. Pedro D. Julio, 75, joined the SIU in the port of Seattle in 1960 sailing as a cook for SeaLand. Brother Julio was born in the Philippine islands and is a resident of Seattle. Leonard Gray Mattson, 65, joined the SIU in the port of Jacksonville in 1967 sailing as a chief electrician. Brother Mattson was born in Jacksonville and is a resident of College R., Queens, N.Y. Louis John Czachor, 65, joined the Union in the port of Detroit in 1960 sailing as a porter for the American Steamship Co. and aboard the SS Nicolet (Gartland Steamship). Brother Cza chor sailed first in 1939. He is a U.S. Army veteran of World War 11 serving as a sergeant section leader in Co. B, 68th Armed infantry Bn. in England, Nor mandy, Northern France, the Ar dennes, the Rhjneland and Cen tral Europe. Laker Czachor is a carbine marksman and machinegun expert. Cazchor was awarded the American Defense Service and African, Mideast Service Medals with five Bronze Stars. Born in Wilkes-Barre, Pa., he is a resident there. Leon Jackson Webb, 58, joined the SIU in 1957 sailing as a chief steward. Brother Webb was born in Irwin County, Ga. and is a resident of Enigma, Ga. Gene Kied Berger, 60, joined the SiU in the port of New York in 1955 sailing as a chief pumpman. Brother Berger first sailed in 1947. He was born in Ostergotland, Sweden and is a resident of Flekkefjord, Norway. Robert Broadus, 59, joined the SIU in the port of Mobile in 1952 sailing as a recertified bosun. Brother Broadus sailed during World War II. He was born in Mobile and is a resident there. Hugh Gallagher, 66, joined the Union in the port of Chicago in 1962 sailing for Great Lakes Towing and for the Great Lakes Tug and Dredge Co. Brother Gallagher began sailing in 1953. He was born in Ireland and is a resident of Chicago. Jack Bullard Davis, 65, joined the SiU in the port of Wilmington, Calif, in 1964 sailing as a QMED. Brother Davis sailed for lOT. He was born in Texas and is a resident of Madisonville, Texas. Point Julie Crew: Dispatchers Report for Great Lakes MAR. 1-23, 1983 -TOTWRESIISTERED Class A Class B Class C Class A Class B Class C p-rt Algonac. 20 2 0 Algonac 7 « » « « ° STEWMD DEPARTMENT Al,»nac... p_rt 1 0 0 1-3 13 iR i5 3J 0 0 0 ENTRY DEPARTMENT 0 . 0 0 Algonac DECK DEPARTMENT , 0 0 ENBINE DEPMTMEin Class A Class B Class C 57 4 2 ^ " 5 9 0 — 65 35 4 Totals All Dapartments 41 17 3 1 0 •"Total Registered" means the number of men who actually register^ M iStTJnth ••"Registered on the Beach" means the total number of men registered at the port at the end of last month. * Checks Are Waiting A number of Seafarers sailed aboard the SS Point JiHie have checks waiting for them friam Point Shipping Corporation. To claim these checks, the foUowingj^ons should contact the SIU Headquar ters representative in the port of Jacksonville: R. Mora Jerry K. Miller # 267-84-9381 Jack A. Hart # 263-51-3007 Earl T. Doucet Jr.# 262-65-7748 April .1983/LOG/37 i,n �""^pn^ ao 1»8® tbe TO ..Ii mr d"d Mate's ° imont the Having rece^fW^p PPjeeraiTW^ nappisstdw M W^ of seamanship. I w«»>» Harry LnndeBerg -witliOttt tbe license excellent meals for myBSl^I could study, or at tHe worry of coiom^^^^gg j^ot gj. a Bank were tne staff at liuo® Seafarers. and SHIflS Give swMpg^^ri" gunimrsfcf *•*• BroUiers and Sisters, and eduoaUonal ' T am fOadto sliare 'Witliyon^d^^^ijg^gTg aolioolopportunlt^^ lidven^ 1I Before I 0=™® ^ ^ ^ad dropped out of ^ ^ ^en 'Ood for My r,tfe ei«l^'^,Se?^vSewasbosP«^p„^not ejme help given cannot W "^JJ'oie severe Mneee ^ ^jjers '"Ho belP „Q^ Bless them I completed out of mey P^ all." "css-ss-rrss , TOO»»«W»OS^5S^ ' experience, a ,peaiized a need maturity, for Having ®°®^® ^„Mroundwa8 Myeduoatioi^^^^^^axteouprettyl^wi ® ro tate advan- • • expt^o®® our 1st aess Pilot for the tfrajn. After . jjjiand courses I "^^^te on tugboats, industry as » ®® educational Q^^-nguisldng a flr® gtorss wM^i llerung Me ha«ltgro<mdIh as a AUan HW goal—going . ^ wfteeldecldiand to a 3 tuinlt and wonder laonse. rfave me a lot of start sliippft^ * yirorlstng on ^ ® m my Me. I ^ ® „ ."c" card and aboutotherfutuw sw^^^^^jg^ppedasa c deep sea ^ ^ "B" senioritynhtslning a 3rd .> ®®»®'" raATr^-sTiS^ <A to BW "MW* y°"" 3l^ady receiv^ome~^d«^ a result of completing Connty Commnnity /"riesT) sea^ I SSS « Degree and found lomy " """" "* « afarers Union Has would not Bav o-noial "wlpeout. -ifta^Ttn Plan and to 0^ ^Te New Orleans Ball wBo w^® ^ tjie memBers paid. My ivon and Mrs. m getting Ball, Mrs. Q^von ^ thanhs again for a hret-clsss Job. admihlew^'^^ir ^portuniUes available. "y* - J>««, H»t B-»M» 38 /LOG/April 1983 •. - '-%!-= s:ssisr»" ^ �The Truth About Dixie Carriers This b Why We HE SIU REPRESENTS li T censed and unlicensed em ployees of Dixie Carriers, and has had a contract with the com pany for over 40 years. During those 40 years, management and labor have maintained a good relationship fulfilling their re spective contracts. Two years ago Dixie Carriers was purchased by Kirby Explo ration, a large parent company, engaged in the exploration and development of oil and gas properties. Kirby's subsidiaries include Dixie Carriers, Univer sal Insurance Company, Elec tric Fuels Corporation—^the wholly-owned subsidiary of Florida Progress Incorporated, which, in turn, is the holding company of the Florida Power Corporation. This giant firm, Kirby, through its many companies is involved in the transportation of fuel and energy resources and controls the utilities in several Southern states, particularly Texas, Lou isiana and Florida. Presently, the Florida Public Service Commission is investi gating the Florida Power Cor poration for fixing prices and overcharging electricity rates to the public. Using typical union busting tactics, the company has failed to negotiate a contract with SIU members, and has insulted SIU employees, their families and the general public who are de pendent upon this company for many services. The company's refusal to ne gotiate and to recognize the rights of SIU members at the bargain ing table is an insult to the entire labor movement. The company has attacked the working and living condi tions, and the health and safety of its employees. SIU's notifi cation to the Coast Guard of the company's many violations of Coast Guard safety rules have been ignored by both the com pany and the Coast Guard. There are lawsuits and NLRB charges against the company to which the company has again failed to respond. By its behavior at the bar gaining table, it was clear that the company intended to de stroy the time-honored contract provisions of its employees dur ing the negotiations prior to the strike by the SIU at midnight on March 31. THIS IS HOW THEY FORCED THE STRIKE. The company intends to remove all the ben efits that the SIU has gained for its membership and its families in the past forty years. The company's intentions were to effectively reverse con tract provisions by: abolishing the hiring hall; gutting seniority; mandating a probation period; eliminating the subcontracting clause; giving no increases in penalty time or overtime rates; rejecting crew change pay; cut ting back on sanitary work for health and safety aboard the boats; providing no provisions for sick leave; excluding pro visions for vacation; reducing the provisions for comprehen sive hospitalization and pension plans; and refusing to recognize the wheelhouse members—cap tains and mates—as part of the contract negotiations. Last, but not least, is Dixie's refusal to provide safe working conditions for its employees. SIU has clear, documented evi dence of Dixie's safety viola tions. The Union has filed com plaints with the Coast Guard and other government agencies as a result of these abuses and practices by Dixie Carriers. The SIU has contacted Con gressional Offices to further in vestigate these violations, and has called for Committee hear ings. Dixie Carriers has lied out right to its employees; has made phony promises; and worst of all, Dixie has no respect for the laws of the United States, and less respect for their employees. As a result of these lies, phony promises and abuses, the Sea farers International Union had no choice but to strike. "They will pay the price for it." National Labor Relations Board Charges ACBL Violated U.S. Laws The National Labor Relations Board this month found American Commercial Barge Lines guilty of massive unfair labor practices in its refusal to bargain in good- faith with the Seafarers International Union. The NLRB ordered the com pany (ACBL) to: • bargain in good faith with the SIU; • restore contributions to the Union's welfare and pension plans back to April 1980; • offer immediate employment with full compensation including back pay and interest to aU unlawfiily discharged SIU members; • use the SIU hiring hall; • allow SIU representatives to come aboard ACBL vessels; • rescind the company pension and welfare plan. SIU President Frank Drozak said: "This decision should be a clear signal to labor law violators that they will eventually pay the price for violating the law." April 1983/LOG/39 �� Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Seafarers Log Issues 1980-1989 Description An account of the resource Volumes XLII-LI of the Seafarers Log Source A related resource from which the described resource is derived Paul Hall Maritime Library Microfilm 1939-1993; Seafarers Log Scanned Issues 1984-1988, 1994-Present Publisher An entity responsible for making the resource available Seafarers International Union of North America Document A resource containing textual data. Note that facsimiles or images of texts are still of the genre text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource April 1983 Description An account of the resource HEADLINES NAVY CHIEFS SUPPORT BILL AS ELEMENT OF U.S. SEAPOWER SEMINAR PREPS BOGGS BILL ADVOCATES ON HILL FIGHT SENATE VERSION OF BULK BILL INTRODUCED SNEAK ATTACK ON CARGO LAW IS LAUNCHED SIU BOSUNS LEARN ABOUT THEIR UNION COALITION GROUP JOINS ALASKAN OIL FIGHT; MANY THOUSANDS OF U.S. MARITIME JOBS ARE ON THE LINE REAGAN’S MARITIME BUDGET SCUTTLES INDUSTRY COAST GUARD ASKS EXPOSURE SUITS FOR U.S. OIL RIGS, SHIPS USE OF LIFESAVING DEVICES SPURRED EARLY IN U.S. USE OF LIFESAVING DEVICES SPURRED EARLY IN U.S. DELTA’S VP WATERHOUSE RETIRES SURVIVAL SUITS COULD HAVE SAVED MARINE ELECTRIC VICTIMS GREAT LAKES ‘UGLY SUITS’ DISAPPEAR CROWLEY TANKERMEN ELECT CONTRACT REVIEW COMMITTEE ON THE DIXIE BOATS-BEFORE THE STRIKE! WORLD SHIPPING SLUMPS ALASKAN OIL P.L. 480 CARGO CHALLENGED CDS PAYBACK THIS IS HOW IT IS ALASKAN THIRD PROVISE N.Y. TIMES MARITIME STANCE IRKS PROF SIU MANNED FALCON LEADER IS LAUNCHED BOB-LO BOATS BOUNCE BACK: A DETROIT TRADITION SIU VIDEO PROGRAMS FOCUS ON JOBS AND TRAINING SHLSS TAKES MORE THAN A BYTE OF HI-TECH FUTURE- OFFERS FULL COURSE FOR TOMORROW’S JOBS SANTA MERCEDES SAILS THE SOUTH AMERICA RUN NEW SYSTEM CAN CUT RESCUE TIME SIU’S COVE RANGER ROCKED BY MIDSHIP EXPLOSION AT SEA TESTIMONY CONFLICTS ON SHIP SINKING BROOKS RANGE CALLS AT WILMINGTON LIBERTY SHIP MUSEUM BILL AFLOAT IN HOUSE THE TRUTH ABOUT DIXIE CARRIERS THIS IS WHY WE ARE ON STRIKE NATIONAL LABOR RELATIONS BOARD CHARGES ACBL VIOLATED U.S. LAWS 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 04/01/1983 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. 4 1983 Periodicals Seafarers Log