http://www.seafarerslog.org/archives_old/files/original/c1dc5191fc77b0a01232189345dc961a.PDF afa04424b10fcbb9dc9eadbbef3195e3 PDF Text Text H-^-•. •«; J • - Dixie Strikers Wiii Win ... —page • ,-,-^ '.:-pr: •-. Fitput Time on the Lakes ... Computers Are Coming ... —page 15 —pages 19-22 ¥ 4 OUtelal Pn^licatloa of tha SMteMM intamatloBal Union • Atlantic, Gnii, Lakos and Inland Waters DirtHct • AFL^O f- YoL 45 No. 5 *fay 19S3 U.S. Maritime's Future Keyed to Boggs Bill Hill Hearings Open on New Cargo System Rep. Lindy Boggs (D-La.) said her bill would change the nation's maritime policy "in order to rebuild the American merchant marine." The Boggs Bill is "the most efficient way I know to preserve the future of the U.S. merchant marine," SlU President Frank Drozak told the House. SIU Gets Back Pay and Full Seniority for Memt>er ACBL Deckhand Wins Job Rights An impartial Louisville, Ky. arbitrator recently ordered the reinstatement back to work with full seniority and back pay to a fired American Commercial Barge Line's (ACBL) Inland Tugs Co. lead deckhand. The deckhand, Rick Gantly of the towboat J.H. Bobzien, was fired last summer for alleg­ edly allowing unauthorized per­ sonnel to board the layed-up boat at Harahan, La. in viola­ tion of company rules and pol­ icy. The arbitrator, Edwin R. Render, handed down his de­ cision at a hearing in Louisville on Jan. 27 after weighing evi­ dence, briefs and cross-exami­ nations of witnesses ruling that Gantly was fired "without rea­ sonable cause." At the time of the firing on Aug. 29, 1982, the SIU and Inland Tugs had no contract in force with one another as it had expired on Dec. 30, 1979. The next day, the SIU struck ACBL's 75 boats! ACBL fired the picketers so the SIU filed an unfair labor practice charge with the National Labor Relations Board. (The NLRB last month fpund ACBL guilty of massive unfair labor practices, and ordered the reinstatement of all SIU Boatmen.) Brother Gantly began work­ ing for Inland Tugs (ACBL) in December 1978, according to the hearing testimony. He struck. too, but was rehired in April 1981. On Aug. 20 he reported to the J.H. Bobzien to Capt. Carl Shelton who testified that he told Gantly not " ... to have visi­ tors aboard without permis­ sion." Gantly denied he was told this. On Aug. 29 the captain fired Gantly for bringing a visitor aboard the boat without getting his permission. One company rule states, "No wives or family are to be al­ lowed aboard the boats during this interim period" (layup time). In their testimony, SIU rep­ resentatives contended that Gantly was not adequately in(Continued on page 9.) By Mike HaU If the U.S. does not adopt a national maritime policy in line with the reahties of the shipping world, the American-flag fleet could be nothing more than an ancient mariner's memory. That is what dozens of wit­ nesses told the House Merchant Marine Subcommittee during two days of hearings on H.R. 1242, the Competitive Shipping and Shipbuilding Act of 1983, also known as the Boggs Bill (see accompanying box). "Providing cargo for U.S.flag vessels is the most efficient way I know to preserve the future of the United States mer­ chant marine. There is no other way. We have tried everything else and nothing has worked," SIU President Frank Droz^ testified. Witnesses in support of the bill included representatives from labor, management, shipping companies, shipyards, farmers, suppliers and members of Con­ gress. Several groups slammed the proposal, mostly represen­ tatives of large oil companies, foreign-flag shippers and coal exporters. However a statement by a (Continued on page 4.) �President's Report! New Legislation Is Essential for Survival Of f^erchant Marine SIU President Frank Drozak had some grim maritime statis­ tics for his audience of senior executives and maritime oper­ ations officials on April 22 at the annual Tulane University For^gn Trade Institute program in New Orleans. The active privately-owned U.S.-flag fleet dropped from 2,332 ships in 1946 to a mere 466 vessels in January 1983. Despite an increase in U.S. oceanbome trade of almost 600 percent in that same period, the percentage carried on U.S.-flag ships dropped from 62 percent to less than 4 percent today. And maritime jobs dropped from a 1946 high of 115,000 to about one-tenth of that in 1983. . .The mandate for a strong and competitive U.S.-flag fleet goes back to the very beginning of this great nation. . ." Drozak reviewed the history of the U.S. merchant marineits past glory, its present de­ cline, and its promise for the future. . . "if we act now." "The mandate for a strong and competitive U.S.-flag mer­ chant fleet goes back to the very beginning of this great nation," he said. "Congressional recog­ nition of the need to develop comprehensive maritime poli­ cies has existed since 1789 when one-third of the laws passed by the first Congress were maritime laws." He noted that the two major foundations of modem maritime policy are found in the Merchant Marine Acts of 1920 and 1936, the latter stSing that the U.S. do "whatever may be necessary to develop and encourage the maintenance of such a merchant marine." But if that was the policy, Drozak said, this nation has cer­ tainly not adhered to it. Further aggravating the de­ cline of the U.S. merchant ma^ line, he added, is the condition of U.S. merchant ships. The average age of the U.S. liner fleet is 17 years old—quite a bit older than those of our leading competitors. And most of these ships are inefficient and steampowered. Only 19 are dry-bulk ships (mostly WWII holdovers); foreign ships carry 99 percent of U.S. bulk cargo. These statistics, Drozak pointed out, are hardly those of a merchant fleet which can carry the greater portion of our com­ merce or be able to serve as a U.S. naval or military auxiliary force in the event of a war. "It is uijfair," Drozak said, ' 'that too few people realize that the merchant marine is not just one more industry. It is a central component of our defense stmcture." He commented that there are many reasons for the decline of the U.S. merchant marine but that one of the most important is our government's failure to Former SIU Port Agent Buck Stephens (left) joins SIU Vice President Joe Sacco (center) and SIU President Frank Drozak at a reception during the Foreign Trade Institute meeting in New Orleans. act realistically in response to shipping policies of other na­ tions. "To gain these benefits in a highly competitive world mar­ ket," he said, "many nations have resorted to subsidies, tax incentives, preferential financ­ ing and cargo reservation laws designed to give their fleets the . .Our national economy has become dependent on foreign transportation. . .'99 competitive edge.'' France, Venezuela, Mexico, Japan and Korea all provide such incen­ tives, but "a more dangerous threat to the U.S. flag-fleet," Drozak continued, "comes from the state-owned fleets of social­ ist and communist nations for whom economic success is sec­ ondary to their social, political and military goals." Drozak pointed specifically to the Soviet U nion's merch^t fleet which has more than doubled in size in less than 20 years. It now contains 2,456 vessels. The USSR's fleet ranks sixth in size in the world (compared to its 23rd place ranking after World War II). Even more alarming, Soviet officials recently an­ nounced that the Soviet Union will build 250 new cargo vessels between now and 1985, of which 170 will be dry-bulk ships. Drozak put this into perspec­ tive: "Between June 1980 and July 1981, there were four times more Soviet dry-bulk vessels carrying cargo to and from the United States than there were U.S.-flag dry-bulk vessels. This graphic statistic illustrates the extent to which our national economy, and the importation of raw materials which fuel its industrial sector, has become dependent on foreign transpor­ tation that may not always be available." While other nations are in­ creasing their support for their national-flag fleets, the United States is reducing such support. This reduction is being justified by the Reagan administration in the name of "free trade." "The argument," Drozak said, "is that with the removal of assistance by the federal government, the U.S.-flag fleet wiU have to modemize and become more effi­ cient in order to compete suc­ cessfully against foreign-flkg fleets." Unfortunately, he stated, this is not 2dways the case, for when the U.S. takes positive steps toward becoming more compet­ itive, the foreign governments step up their own support. "It is difficult to understand the maritime policies of the cur­ rent administration," Drozak said. As a candidate, Ronald Reagan appeared to be con­ cerned about the state of our (Continued on page 3.) Official Publjcation of ttw Seafarers International Union of Noftti Aineilcan. Atlantic, Gulf. Ukes and Inland Waters District, AFL-CIO May 1983 Vol. 45, No.5 Executive Board Frank Drozak President Joe DIGIorglo Secretary-Treasurer Angus "Red" Campbell Vice President Charles Svenson Editor Marietta Hom^onpour Associate Editor Max Hall Assistant Editor New York Vice President Leon Hall Vice President George McCartney Vice President Washington Lynnotte Marshall Assistant Editor Washington Deborah Greene Editorial/Administrative^ Assistant 2/LOG/May 1983 Mike Sacco Mike Hall Associate Editor New York Ray Bourdlus Assistant Editor Washington Joe Sacco Vice President Ed Turner Executive Vice President Don Rotan Assistant Editor San Francisr^ The LOG (ISSN 0160-2047) is published monthly by Seafarers Intemationai Union, Atlantic, Gulf. Ukes and Inland Waters District, AFL-CIO. 5201 Auth Way, Camp Sprlnos, Md. 20746, Tel. 8990675. Second-class postage paid at M.S.C, Prince Georges, Md. 207^9998 and at additional K2 POSTMASTER: Send address changes to the LOG, 5201 Auth Way, Camp-Brings, Md. 20746. �House, Senate Consider Alaskan Oil Testimony More than half the House of Representatives supports the SlU-backed efforts to keep Alaskan oil for domestic use and continue its export ban. The latest headcount from the House shows 202 members from both parties have agreed to cosponsor H.R. 1197, also known as the Wolpe-McKinney Amend­ ment. In addition, others have agreed to support it on the floor. The biU retains the section in the Export Administration Act which bans, except under very limited circumstances, the ex­ port of Alaskan North Slope oil. The Reagan administration version of the act, which has been introduced in the Senate would remove the restrictions. While the House battle appears to be secure, support in the Senate for the export restriction is also building, according to reports. Hearings Are Held Both houses held hearings last month on the issue. The current act expires in September. Under H.R. 1197 the export of the oil could only be permitted with the approval of both Congress and the president. Under the iadministration's proposal, the president would have more of a free hand to export the oil. Labor, industry and con­ sumer representatives testified during both the House and Sen­ ate hearings. "The export of Alaskan oil does not make sense," SIU President Frank Drozak told the House Subcommittee on Inter­ national Economic Policy and Trade. "It does not make economic sense, since it will cost the fed­ eral government and the Amer­ ican consumer billions of dollars and throw thousands of Amer­ icans out of work. It does not make sense for our energy se­ curity, since it will increase our foreign oil imports by up to 15 percent, with the oil likely to come from OPEC sources. It does not make military sense, since it will result in the destruc­ tion of an important sector of our military sealift capability," Drozak said. A study by Robert Nathan Associates for the American Maritime Association outlines some of the figures on employ­ ment loss, consumer costs and other problems with exporting Alaskan oil to Japan. The study estimates that some 300,000 barrels a day would be exported if controls were lifted. That amount of oil translates into 700,000 deadweight tons of tanker capacity. Those figures mean at least one-third of the current Alaskan Jones Act fleet would be displaced. The study estimates a revenue loss of about $325 million a year to the do­ mestic maritime industry. Job Losses Would Soar The employment losses, ac­ cording to the study, would in­ clude some 1,600 seagoing mar­ itime workers tossed out of their jobs and an additional 6,000 to 7,000 workers engaged in re­ lated industries would also' be out of work. "Alaskan oil has helped strengthen America's energy security. Since 1973 the U.S. has sought to increase national energy self-reliance. That policy has already seen a dramatic re­ duction in our reliance on im­ ported oil and an increase in our capacity to develop and make use of domestic supplies of oil. Alaskan oil has played an im­ portant role in this success," said Howard Marlow, associate director of legislation for the AFL-CIO and coordinator of the Coalition to Keep Alaskan Oil. For the record: It was the SIU that took on the Cabinet Council and won this fight last year. It was the SIU's effort that brought the AFL-CIO into this fight. Lane Kirkland assigned a full-time representative to coordinate this important legislative battle. While proponents of the oil export claim it would eventually lower petroleum costs to con­ sumers by allowing the "freemarket" to set prices, others disagree. Under current law, exports would be allowed if several sit­ uations were met, including consumer protection and bene­ fits, plus the continuation of the nation's energy security. Administration supporters claim there are provisions in several different laws that would sup­ posedly protect the public. Rep. Wolpe (D-Mich.) voiced strong disapproval of the admin­ istration's attempt to remove consumer considerations from the question. "No other statute protects consumer interests. When this fact was pointed out to Mr. (Lionel) Olmer (an administra­ tion spokesman) and he was asked if the consumer test was appropriate, he responded that it was not. When pressed further on the issue, Olmer admitted that the administration believed the consumer benefit criteria could not be met and therefore was proposing to delete the re­ quirement," Wolpe said during the hearings, Drozak outlined the effect the exports would have on the na­ tion's defense capability. He pointed out that the British fleet used in the Falkland Islands conflict was 75 percent privately owned, with civiUan crews. "Finding enough of the right type of fuel to support an over­ seas deployment and finding enough of the right type of U.S.flag tankers to transport it is a new headache for military plan­ ners," Adm. Kent J. Carroll, commander of the Military Sealift Command said. "The majority of the tankers engaged in the Alaskan oil trade are those small tankers that Adm. Carroll is talking about. The nation cannot afford to lose them," Drozak said. He pointed out that if the oil was exported it would probably be carried on only six super­ tankers, which are not useful for defense purposes and the ships now in the trade would probably be scrapped. Full committee mark-up of the Export Administration Act is expected sOon and then it will go to the floors of both houses for a vote. 11 • )y • ii- • 1» i" • President's Report: A Message to lndustry (Continued from page 2.) merchant marine and promised action. He even endorsed the key to any truly effective mar­ itime policy—a national cargo policy. "The major goal of my administration," candidate Reagan said, "will be to assure that American-flag ships carry an equitable portion of our trade." Those were his prom­ ises. The question remains, however, as to what the U.S. can do. The answer, Drozak said, lies in the leadership of our . .Foreign ships carry 99 percent of XJ.S. bulk cargo. . . 99 congressmen and congresswomen—such as Rep. Lindy Boggs (D-La.) who has intro­ duced the Competitive Shipping and Shipbuildi^ Act of 1983 (H.R. 1242), Sen. Russell Long (D-La.) who is cosponsoring the Senate version of this bill, and the many co-sponsors and ac­ tive supporters in both houses of Congress. This pending legislation would require that by 1990, 20 percent of all U.S. bulk cargo must be carried on American-flag ships built in American shipyards and manned by American crews. The law would be phased in over a 15-year period, beginning with 5 percent of cargoes in 1984 and increasing 1 percent each year until the 20 percent level has been attained. But it is also tied to a provision which calls for a 15 percent reduction in the costs of constructing and operating the ships. "We, for our part," Drozak said, "are prepared to make such reductions." It Is Also a Johs Bill This legislation would also create construction jobs; a min­ imum of 158 new vessels would have to be built in U.S. shipyvds by 1999. The act would also create thousands of jobs aboard ships, in shipyards and in allied industries. Most im­ portant, Drozak pointed out, is that it would generate new fed­ eral and state revenues by put- fli . .Passage of HR 1242 and S.IOOO is essential if the merchant marine is going to have a future. . ting people back to work, and "it would provide a major ad­ dition to our national security assets at no cost to the tax­ payer." In his concluding statement, Drozak commented that pas­ sage of this legislation is essen­ tial if the U.S. merchant marine is to have any future.' 'We know that [congressional] passage will not be easy," he said. "We've tried everything else and it has failed ... I would urge you to do everything you can to bring about [its] support." May 1983/tOG/3 1-" . if r �.V Boggs Bill Would Lift Economy and Boost Defense (Continued from Page 1.) representative of the Chemical Manufacturing Association which predicts dire employment and economic consequences was called "a narrow, self-serving presentation" by subcommittee Chairman Mario Biaggi (DN.Y.). Proponents of the bill outlined the thousands of jobs which it could create, the defense ben­ efits and the costs, "We have no illusions .... The capital and operating lever­ age of foreign-built, foreign-flag shipping, in virtually every case government-inspired and gov­ ernment-aided, is a reality and must be dealt with realism," David Klinges, chairman of the Shipbuilders Council of Amer­ ica said. "Without some kind of ac­ tion, we can predict with cer­ tainty the demise of the mer­ chant marine," Biaggi said. Drozak noted that since 1920, the nation's leaders have called for a strong, privately-owned merchant marine and at times legislation supporting the fleet has been approved. But little has been done to help the cur­ rent and serious decline of to­ day's fleet. Lots of Talk, Little Action •I * ,::s j- r [•' "I've always heard this is a vital national need, everyone agrees, but there has been so little action. If there is such a broad based consensus, it must be addressed," said first term Rep. John McKeman (RMaine.). Currently the U.S. fleet is below 500 ships for the first time since the nation became a seapower. From September 1981 through 1982 1,400 seafaring jobs vanished and shipyard employ­ ment dropped almost 30 per­ cent. In addition, the last 10 years has seen the U.S. bulk fleet drop by half, to about 40 ships, and those ships carry less than 4 percent of the nation's bulk im­ ports and exports. At the same time, more than $5 billion was paid to foreign shippers to carry American exports and imports. At one time the Soviet Union was carrying more U.S. foreign commerce than U.S. ships were. All those trends can be re­ versed, witnesses said. Oppo­ nents called the cargo reserva­ tion policy "protectionism" and contrary to the nation's so-called free market stance. Free Trade Is a Myth "Free maritime trade is not possible in today's environ­ ment. Every maritime nation supports its merchant marine with one or more forms of direct or indirect subsidization, and most have some sort of cargo reservation," Donald E. Ridley, senior vice-president of the BirdJohnson Company, a member of the Allied Industries Com­ mittee of the Shipbuilders Council of America said. "American ships are forced to compete for world trade in an environment that works more like dirty pool than a free mar­ ket," Herbert Brand, chaimlan of the Transportation Institute testified. Brand cited foreign govern­ ments^' support for their ship­ building industries, their fleets, and cargo reservation policies of dozens of nations. Drozak said that other gov­ ernments are increasing their support for their fleets at a time when voices are heard in the An American Farmer Speaks Out For American Merchant Marine Louisiana farmer Roger Beall tes­ tified in favor of the bill. U.S. government to cut back, such as the elimination of con­ struction and operating subsi­ dies, all in the name of the freemarket system. "Even when the U.S. fleet takes positive steps to become more competitive, foreign gov­ ernments step up their support of their own fleets, so it leaves the American-flag merchant ma­ rine in a no-win situation," he said. Piecemeal Won't Work While acknowledging some of the legislation which has been enacted in bits and pieces over the years to help the merchant marine, Drozak said that kind of "piecemeal" approach will not solve the problems. "It's like giving a transfusion to a dying patient—4t only means living another day. What is needed is an overall compre­ hensive policy that will address f: ' •' "I come here today as an American farmer who is tired of being misrepresented by these big agri-business organizations and who believes a strong mer­ chant marine is important to all Americans," Roger Beall, who runs a 500-acre farm in Louisi­ ana, testified. He said the decline of the merchant marine and the work­ ing farmer is tied to a single factor, the lack of a national policy for either group. Pointing to the cost reduction mandates carried in the Boggs Bill he said he did not believe the costs of shipping farm products over­ seas would cut into the farmers' income. the problems facing the U.S. merchant flag fleet in a coordi­ nated, efficient manner.. . . The key to the bulk side of that policy is the passage of H.R. 1242," he said. Estimates show the passage of the Boggs Bill could create more than 100,000 jobs. More than 18,000 jobs would be cre­ ated in shipbuilding and supply manufacturing, about 9,000jobs onboard ships, plus about 112,000 additional jobs will be created in the rest of the econ^omy. In addition, Drozak said more than 200,000 cuitent jobs would be saved in maritime re­ lated industries. According to a Defense De­ partment study a major increase in the nation's shipbuilding ac­ tivity would mean more jobs in mining, steel mills and foundries along with industries such as fabricated metals, pipes, valves, machinery, propulsion and semi­ conductors. Along with the new jobs, Drozak said substantial tax rev­ enue, about $52 million a year, could be generated with the pas^ sage of the Boggs Bill, plus the fact there will be fewer govern­ ment expenditures for items such as unemployment, food stamps and social programs. Another Myth Exploded ft'''"1 A group of SlU upgraders attended the Boggs Bill hearings to see first hand how the legislative process works. The group is shown in the Merchant Marine hearing room with SlU legislative representatives Liz DeMato and Mark ReihI. 4/LOG/May 1983 Opponents of the Boggs Bill claimed that the high cost of American ship construction and crews makes it impossible for the U.S. to ever compete with foreign fleets. (Continued on Page 5.) �Unions, Industry Pledge Help, Seek No "Free Rides (Continued from Page 4.) "They're giving away ships right now to just keep their yards open," Klinges said of foreign shipyards. He also noted that the bill calls for a 15 percent reduction in construction costs of Amer­ ican vessels. "Shipbuilders would be re­ quired to reduce costs and im­ prove productivity. Given the building program implicit in H.R. 1242 and assuming an orderly acquisition procedure to pro­ mote the economies of scale which go with serial construc­ tion in units of 10 ships j^r contract per yard, U.S. ship­ builders are prepared to accept this challenge. We are not hes­ itant on this point," he said. Most shipyards today receive orders for one ship, which makes the price of everything, from the huge propellers to a small specialized gasket more expen­ sive than they would be if they were bought in volume. As far as crew costs, Drozak pointed to the Union's new drybulk contract which reduces manning costs by some $1,358 a day or 21.1 percent. He £dsp noted the SIU and MEBA-District 2 have agreed over the years to reduced manning lev­ els. Experiments are under way with a three-crew/two ship con­ cept, instead of the four-crew/ two ship levels that have been maintained in the past. While admitting that a simple 15 percent reduction in the con­ struction and operating costs would not bring American ships in line with some foreign com­ petitors, several witnesses said that there would be other ways to reduce costs. Many U.S.-flag ships are forced to sail with cargoes to a One panel of witnesses testifying in favor of the B<^gs Bill included Capt. Joseph C. Fox, of the American Maritime Officers Association. Capt. Peter Johnson of Pacific Gulf Marine Inc., Herbert Brand, chairman and Peter Luciano executive director of the Transportation Institute. distant port only to return empty, because they have no back­ hauls. But with the mandated import level, return cargoes would become available. A Sensible Solution "For the first time Americanflag ships will have the benefit of backhaul cargo. That does as much to reduce rates as any­ thing," said Peter Luciano, ex­ ecutive director of the Trans­ portation Institute. Shipowners determine their rates on how much money they must make to meet their obli­ gations and make a profit. If they know their ships may make only one or two one-way voy­ ages a year, they set their rates accordingly, explained Ray­ mond T. McKay, president of District 2-MEBA. Instead of fighting for 10,000 tons here and 10,000 tons there, the operator will know there is cargo available. In other words, he said, the more cargo he hauls, the more revenue he makes and the more he can reduce his rates. Also modem shipbuilding techniques and new technology will make a dent in the costs. This is what the Boggs Bill does: 1. Mandates a minimum 5 percent U.S.-flag requirement for all the nation's imports and exports. 2. Increases that requirement by 1 percent a year until 20 percent of the nation's imports and exports are carried by U.S. ships. 3. Requires a 15 percent reduction in both construction and operating costs of U.S. ships. 4. Allows the Secretary of Transportation to determine faiiand reasonable rates for U.S. ships. If these rates cannot be met shippers would be free to use foreign vessels. 5. Calls for the construction of between 168 to 258 new bulk vessels to meet the demand for American bottoms. This is what the Boggs Bill costs the United States govemment and the American taxpayer: $00.00 Drozak pointed to the new SIUcontract at Jade Phoenix. The modem coal-fired ship quoted a $54 per ton rate on grain from the West Coast to Egypt, in line with the price of foreign ships. Need for Sealift Capability Aside from the commercial aspects of the bill, the nation's defense capabilities would be dramatically improved, wit­ nesses said. Because of the shrinking fleet, military experts have said the nation does not have the sealift capacity to op­ erate in time of military emer­ gency. Ships are expected to carry some 90 to 95 percent of war materials in any future conflict, according to the Defense De­ partment plans. "It is extremely dubious that the existing U.S.-flag merchant fleet will be able to provide the necessary sealift require­ ments," Rep. Charles Wilson (D-Texas) told the subcommit­ tee. "Direct U.S. involvement in such a conflict would require the use of over 4(K) general cargo carriers and dry-bulk vessels. Even counting the antiquated vessels in the National Defense Reserve fleet, the United States would still experience a shortfall of over 200 ships," Joseph C. Fox, executive director of the American Maritime Officers Services testified. Not only is there a lack of ships, trained crews are not av^able to man them. Brand explained. "With a dwindling merchant marine under the American flag—and thus fewer job oppor­ tunities—highly skilled young men who might have become merchant seamen have had to look elsewhere for employment. 99 What has resulted then is an aging corps of American mer­ chant sailors, who now average 56 years of age. With many close to retirement and others who may be physically unable to serve under wartime conditions, the United States may find itself almost totally reliant upon for­ eign shipboard personnel," Brand said. National Defense At Stake Currently foreign ships carry the majority of the raw materials the nation needs for industrial and defense security. There are at least 10 minerals essential to the national economy and America's defense mobilization base on which the United States is import-dependent over 90 percent of the time, and 20 or more such minerals for which the foreign sources satisfy at least half of America's needs. Brand said. "In a world of rapidly chang­ ing political climates, I do not believe that we as a nation can trust our life line of imported strategic minerals to ships flying flags of countries whose na­ tional interests may not always coincide with ours," he added. One of the major groups which opposes the Boggs Bill is the big business agricultural com­ munity. They claim the bill would force them out of business by requiring the use of American ships to export their goods. But two working farmers testified that they didn't believe that. • ,:«• • If •• SlU's Schulman Is Nominated to N.Y.N.J. Port Authority Howard Schulman, SIU gen­ eral counsel and MTD counsel, was nominated this month to be a member of the N.Y.-N.J. Port Authority by N.Y. Gov. Mario Cuomo. The governor's nomination must be confirmed by the N.Y. State Senate in Albany, N.Y., the capital. Schulman, senior partner in the law firm of Schulman, Abarbanel and Schlesinger of New York City, had been a member of the N.Y.-N.J. Port Authority from June 1977 to July 1981 having been nominated by for­ mer N.Y. Gov. Hugh L. Carey. The nominee has been SIU counsel since 1961 and MTD counsel since 1958. May 1983/LOG/5 4 s �MSC Chief Rebutted Seafarers Overpaid? Not Hardly Drozak Tells Hill It was time to set the record idly idh, in some romantic port in . a ... '" the merchant marine vacation industry and government offi­ straight on Capitol Hill. Rep­ distant part of the world" is not plans and pay which many have cials to develop a master plan resentatives from several sea­ true, Drozak said. called excessive, not under­ going unions, including SIU Many critics of the U.S.-flag standing the nature of seven- for U.S. merchant shipping and its defense role. However no President Frank Drozak, blasted fleet compare American wages day-a-week shipboard labor. action was taken. the concept that U.S. merchant and benefits to those of other On one hand, he said, some Drozak testified about the seamen are oveipaid and un-. countries to support their claims complain about the high cost of derworked. SIU's and District 2-MEBA's of "high wages." vacations and labor and yet John The controversy began in early "Does he (Carroll) think U.S. Sawyer, assistant secretary of history in adjusting crew sizes to technology including: April when a top Navy official seamen should adopt the stand­ the Navy agrees it leads to bet­ claimed one of the major rea- ard of living that exists in Ko­ • adjusting crew sizes on the ter "surge" or emergency sea­ Falcon/Columbia tankers; sons for the poor shape of the rea? If Admiral Carroll held his lift capacity by making more nation's merchant marine was present rank in the Korean Navy • initiating a three crew, two the cost of shipboard labor. That his annual salary would be less crews available. ship concept where three crews "You can't have it both rotate between three ships on a hearing was before the House than $15,000," Jesse M. Calregular basis; and Subcommittee on Seapower and hoon, president of the National ways," Lowen said. Strategic and Critical Minerals Marine Engineers Beneficial and basically was concerned with Association testified. . . . The popular notion that all sailors spend the country's emergency sealift "Foreign labor costs, espe­ their time resting idly in some romantic capabilities. cially those in the lesser devel­ During those hearings it was oped countries cannot be port m a distance part of the world is not pointed out that the U.S. mer­ matched by the American mer­ true ... chant fleet would have difficulty chant marine," Drozak told the meeting the needs because it is subcommittee. But as Drozak said, even to­ shrinking, aging and laid up. • developing a new bulk ship He pointed out that in the day the country is watching its "The primary reason for the more developed countries with contract reducing crew costs to decline of merchant marine is higher seafaring wages, other shipbuilding base decline. . a minimum of 20 percent savings "We are staking our nation's in shipboard labor costs. crew costs . . . Union work rules benefits are available to foreign are largely responsible for these sailors which do not show up in sealift capabilities on overseas The old T-2 tanker, 38,000 high crewing costs," Admiral J. onboard labor costs such as in­ suppliers whose ability or desire dwt, had a total crew of 42. But Kent Carroll of the Navy's Mil­ come tax breaks, cradle-to-grave to provide needed replacement as Drozak pointed out, the itary Sealift Command told the medical care and other govern­ parts or repairs to U.S.-flag crewing of the 390,000 ton At­ merchant ships in times of global subcommittee. ment benefits which do not exist conflict is questionable ... We lantic and Pacific supertankers are undermining our shipyard has been reduced to some 28 licensed- and unlicensed crew... Phenomenal gains in productivity—many mobilization base," he said. members. The federal government has than other aspects of transporProductivity has also gone up begun programs to promote the growth of the Navy, but little during the past decade. Calhoon has been done to help out the smd three times more cargo per "It seems to me that in terms Also, a recent General Ac­ merchant marine. billet is now moved in commer­ of monetary reward for the sea­ counting Office study showed 'Only w^hen we allow our cial dry cargo ships today than faring trade being excessive is the average American merchant much like the suburban home­ sailor earns less than a Japanese merchant fleet to become a in 1970. This indicates a phe­ owner believing his neighbor's unlicensed seafarer, by more healthy first arm of commerce nomenal gains in productivitywill it be a healthy fourth arm many times greater than any grass is always greener," Dro­ than $300 a month. other aspect of transportation," of defense," Drozak said. zak said. he added. In addition to seafaring wages, In the effort to improve the "Many people believe that While much of the testimony the unlicensed seaman works Drozak said that wages of al­ commercial and defense posture most all American occupations of the merchant fleets, Drozak centered around explaining the but six months and is on vaca­ would be higher than in foreign and the others called on the work of the American merchant tion for the balance of the year. countries. American doctors Congress to support: . sailor, all the witnesses agreed In reality however, the SIU make more money, American • the Defense Department's that much must be done to im­ member ships out an average of pilots make more money, Amer­ transfer of non-combatant sup­ prove the status of the U.S.-flag 210 days a year. While aboard ican military personnel make port ships to private sector op­ fleet, not only as a commercial ship he works between 10 and more money than their foreign erations; fleet, but also as a naval auxil­ 12 hours a day, seven days a counterparts. ( iary. • the passage of H.R. 1242 week for the entire period of his "Why is maritime labor looked and S 1000, the Competitive employment," fie said. Even though the maritime in-, on as somehow unique?" Dro­ ^f 1^83*^^^"^ and Shipping Act dustry is ready and willing to In addition to the hours, Dro­ zak and others pointed out that zak asked. serve the nation's defense needs, • adoption of the UNCTAD Drozak said, the lack of "full most ships no longer linger about Robert J. Lowen, president ports waiting to load or unload of the Master, Mates and Pilots Code of Conduct for Liner Con­ support of the legislative and cargo because many ships have told the committee that contrary ferences which establishes a 40- executive branches" in the past tum-around times measured in to claims, the U.S. merchant 40-20 international cargo shar­ have hindered the growth and hours not days. Also many ships marine is not over-manned or ing agreement; and health of the fleet. spend as much as 75 percent of feather-bedded. • bilateral shipping agree­ One could wonder, judging ments. their time under way. He cited the reduced manning Following the testimony and by the present condition of the "The popular notion that all scales his and other unions have U.S. maritime industry, whether sailors spend their time resting agreed to during the past severM a question and answer session we are even included in the in the United States. years. In addition he defended several committee members nation's long-range economic proposed a joint panel of labor and military plans," he said. 6/LOG/May 1983 �In Its monthly series of interviews and reports, "PROFILES" will highlight key government officials instrumental in shaping national and maritime policy. Congresswoman Lindy Boggs Senator Paul Tribie Corinne Claiborne Boggs— fondly known as "Lindy"—^is an active supporter of the Amer­ ican maritime industry and a personally great friend to the SIU. Mrs. Boggs is the author of the Competitive Shipping and Shipbuilding Act of 1983, H.R. 1242. In a recent "Dear Colleague" letter circulated to the members of the House of Representa­ tives, Rep. Boggs wrote: "I believe H.R. 1242 will help support and maintain two of this nation's most valuable yet over­ looked assets: the American merchant marine and the ship­ building mobilization base. "Until the question of cargo generation is resolved, there can be no meaningful U.S. maritime policy. Absent a rational method of cargo reservation, such as has been in effect in other major trading countries for some time, there can be no meaningful im­ petus for bulk shipping under the American flag nor can there be any stable demand for mer­ chant ships constructed by American workers. "Without this legislation, commercial ship construction in the United States will continue to decline as will our bulk cargo fleet. This nation cannot survive and prosper without the ships and shipyards necessary to sup­ port national defense and our industrial economy." Mrs. Boggs was elected to Congress on March 20, 1973 in a special election called follow­ ing the disappearance of her husband. House Majority Leader Hale Boggs, who was lost in a flight over Alaska in October 1072 while campaigning for freshman Congressman Nick Begich. Boggs represents Louisiana's Second Congressional District which includes part of the city of New Orleans and extends to the Gulf of Mexico. The con­ gresswoman is a member of the influential House Appropria­ tions Committee and sits on its subcommittees on Energy & Water Development and on HUD/Independent Agencies. In her 10 years in Congress, Senator Paul Tribie, the jun­ ior senator from the state of Virginia, has demonstrated, once again, his concern for America's maritime industry with his re­ cent introduction of S. 1000, the Competitive Shipping and Ship­ building Revitalization Act of 1983. "Our merchant marine and our shipbuilding base are essen­ tial to a strong national defense. Without sufficient merchant vessels in our fleet and without "BRAVERY NEVER GOES OUT OF FASHION The Four Georges (I860), George II '4- Sen. Paul Tribie (R-Va.) Subcommittee on Federal Ur­ ban Credit. In a recent interview, Tribie expressed his thoughts on the •:|{ )' • Rep. Lindy Boggs (D-La.) Lindy Boggs has attained nu­ merous firsts: She is the first woman elected to Congress from Louisiana, and in 1976 she chaired the Democratic Na­ tional Convention—^thereby be­ coming the first woman to chair the national convention of a ma­ jor American political party. Presently, Boggs serves on the executive board of the Congressional Caucus for Woihen's Issues. In an article on women's issues of April 23, 1983, Congressional Quarterly recalled, "With her courtly, gentle manner, Lindy Boggs is able to use her contacts to ac­ complish things in the House of Representatives that some younger women could not. For example. Speaker Thomas P. O'Neill Jr. (D-Mass.) will see her whenever she asks, which is not often. It was Boggs who got O'Neill to number the ERA as H.J. Res. 1 this year. 'The leadership can't say no to her,' said another female Democrat.'' About women in politics, Mrs. Boggs says, "When women en­ ter politics, they must bring the womanly attributes of feeling compassionate, of having an ex­ tra dimension to give. If we leave behind the humane di­ mension, we aren't adding any­ thing new." Mrs. Boggs is adynamic, ded-^ icated public servant who energetic^ly works for the "good of all the people." The Seafarers International Union is proud and honored to continue its working relationship with this "gentle lady from Louisiana." "There is tide in the affairs of men, Which, taken at the flood, leads on to fortune; Omitted, all the voyage of their life Is bound in shallows and in miseries." Julius Caesar, Act IV. the ability to j^oi^struct and re­ pair large numbers of these ves­ sels quickly, our ability to resupply our defense effort in times of conflict will be lacking. The security of our nation depends on our maritime industries. "Many of our trading part­ ners have developed bulk cargo reservation policies. Many less developed nations intent on be­ coming maritime powers have made a direct policy link be­ tween increasing trade and building a powerful merchant fleet. This bill, S. 1000, repre­ sents the innovative approach that today's problems de­ mand." Prior to his election to the United States Senate, Paul Tri­ bie served as a member of the House of Representatives from Virginia's 1st District for six years. While in the House, he was a member of the House Merchant Marine and Fisheries Committee where he had an exemplary record. Winning election to the United States Senate from Virginia in November 1982, with the strong backing of the SIU, Sen. Tribie is a member of the Senate Com­ merce, Science and Transpor­ tation Committee and its Mer­ chant Marine Subcommittee. The senator also serves on the Banking, Housing and Urban Affairs Cdmmittee where he is the chairman of the Banking U.S. economy and exports: "As never before, America's econ­ omy depends on the economy of other nations. We are part of a global economy that poses new challenges and new oppor­ tunities to us. The Congress must take steps to ensure that we can compete effectively in world markets. The time for complacency is long past. "We need to be tough-minded in negotiations with our trading partners so that American prod­ ucts have access to foreign mar­ kets. We must improve one of the weakest links in our export chain—our ports. Much of our share of world trade depends on our bulk exports—especially coal and grains. Right now, Ameri­ ca's ports are too shallow to accommodate the large ships used in bulk trading. If we are to remain competitive, we must take prompt action to increase the depth of our ports. And the federal government must take the lead. This is a national prob­ lem and it requires a national solution. "Responding to these sweep­ ing economic changes will not be easy, but it is necessary. The prosperity and jobs of Ameri­ cans requires that we move ahead rapidly." SIU will continue to work with Sen. Tribie in pursuing so­ lutions for revitalizing the American merchant marine. May 1983/LOG/7 •sr I; I • •k: SI . JI i: l I• •A J ->• •'H It. it. ir �AFL-CIO Teachers' Head Answers Critics. Teachers Need Better Wages and Protection From Violence The following interview with Al­ bert Shanker, President of the American Federation of Teachers appeared in a recent edition of U.S. News and World Report. v'ii' 'ii .-f •' - Q Mr. Shanker, why are teach­ ers under so much fire now? A Not so long ago, many people in the general public were unedu­ cated. Teachers were among the educated elite. But very quickly we've educated so many of our people that the gap between the general public and the teacher is no longer there. That makes teach­ ers easier to criticize. Also, we no longer have an elite student body, and we're not edu­ cating the masses as well as we used to educate the few. What teachers can do with children who are relatively advantaged is very different from what can be done with the kids who used to be pushed out of school. To some extent, teachers are blamed for that. In addition, it is getting more difficult to find teachers of accept­ able or high quality. Q What makes that so difficult? A A big part of it is the money— or lack of it. If somebody is asked to go into teaching at $12,000 a year but can become a trainee for some business at $20,000, you're not going to get very many candi­ dates. Also, 30 years ago about the highest profession that most women could aspire to was teaching. Now ail sorts of other professions have opened up to them. Q How can better students be attracted to a teaching career? A The economic incentives have to be improved. You also have to solve the problem of violence and disruption. A person who is pri­ marily interested in mathematics or Shakespeare loves that subject and feels that it is important enough to spend a lifetime imparting this knowledge to others. That person does not want to spend his or her time telling Johnny to put away his knife or to stop shrieking. In many schools a teacher can­ not get satisfaction from the job because of a small percentage of students who are sick, who are violent, who are not learning. In­ stead fiiey are preventing other children from learning and are driv­ ing out competent and capable teachers. A good teacher does not want to be a policeman, a psychiatrist or a jailer. The schools must come to grips with this. 8/LOG/May 1983 Q What about improving the teaching environment? A A lot of corporations are talk­ ing about "quality circles"—in­ creasing productivity by increasing the participation and happiness of all who are involved. Schools have to develop in that direction, too. In schools today, teachers are very often treated pretty much the way the children are. If they're absent for a day, they're asked to bring a doctor's note. Most people with intellectual self-respect and some accomplishment are not going to thrive in an atmosphere like that. Schools have to make teachers an equal partner in the educational endeavor. Q How do you define a competent teacher? A A teacher should have a rel­ atively high level of literacy and should be competent in his or her own subject matter. Everyone who enters teaching ought to be tested on those skills. There also must be performance characteristics re­ lated to the interaction between teacher and students, but those have to be observed by people over a period of time. There ought to be an internship period similar to what a doctor goes through. This should be done in a regular school setting over a two or three-year period of time in which the new person gets a good deal of help and is able to try out different things. It also ought to be a time after which, if the person isn't really good, you can say, "Goodbye—this is not for you." Q What are the characteristics of an excellent teacher? A The excellent teacher is a great artist. Greatness implies a certain creativity. Probably most adults have had at least one or two teach­ ers who would have inspired them to come back to classes even on Saturday or Sunday. But you can't have all of your teachers at that level any more than you can expect every singer to be a Pavarotti. There's nothing wrong with being competent. Most teachers are competent, and what we need to do now is constantly to raise that level a bit. If we can do that, our schools will be in pretty good shape. Q Would it help to pay higher salaries to the best teachers? A If we could find a scheme that rewarded merit on some measur­ able and commonly accepted ba­ sis, there'd be nothing wrong with it. But wherever this has been tried, the majority of colleagues became demoralized because they felt it was not the meritorious per­ son who was being rewarded. The money was being used to accom­ plish other purposes. Q Would it raise educational standards to pay more to teachers in fields where there is a shortage, such as math or science? A How much more are you going to pay them? Are you going to pay $1,000 or $2,000 more to a college graduate normally starting at $11,000 or $12,000? Industry will pay a science major $24,000. Do I hear anybody bidding $24,000? No. Suppose that next year we have a shortage of English or kinder­ garten teachers. Will the public say: "Well, math and science are superior subjects. So when they're in short supply, we'll pay extra money. But anybody can teach English or kindergarten." Then you begin to teach children that it's not as important to learn English, that it's not as important to be able to understand or work with children who are younger. Q What can be done to improve or fire incompetent teachers pres­ ently in the classroom? A With people who are not mak­ ing it, you first give them all the help you can. Then you do what any other employer does: You build a case against them. Tenure doesn't mean you keep your job. It just means that the boss has to go before somebody and give a reason for removing you. If you've got a good reason, there's no judge in the world who's going to uphold the teacher's right to stay there. It is also important to stimulate teachers constantly. Teachers are locked up with children for almost their entire lives. They spend very little time with their colleagues. We need, to develop ways for teachers to have a chance to read great literature, to discuss ideas, to be in an adult environment where they are respected by others. Get­ ting excited about something and learning something new will gen­ erate the kind of enthusiasm we need to make teaching a really desirable profession again. Support Your Blood Bank It's a Life Saver Del Viento Pays Final Respects Crewmembers of the S.S. Del Viento (Delta Steamship Line) paid their final respects to Brother Harold Trahan who died in Dakar, Senegal on the ship's previous voyage. His body was buried at sea on April 3, 1983—Easter morn­ ing. All available hands at­ tended the memorial, including Aden Ezell, the ship's chair­ man. Services were conducted by Chief Mate John Hess who de­ livered the eulogy and read a passage from the Bible. The ship circled the the burial site three times before proceed­ ing on her journey. Reagan Nominates Setraklan to ,FMC President Reagan nominated Democrat Robert Setrakian, 59, to be a commissioner on the Federal Maritime Commission last month for the term ending June 20, 1987. If Setrakian's nomination is con­ firmed by the U.S. Senate, he will succeed Richard J. Daschbach, who resigned last year to join the SIU as Union President Frank Drozak's special assistant for inter­ national affairs. Setrakian, a Califomian and Stanford University graduate, was president of the Coastwise Steam­ ship Line from 1959 to 1962, and from 1962 to 1970 he was first director of the Pacific Air Lines and later became director of Air West. From 1971 to 1982, Setrakian was chairman of the California Growers Winery. Today he is pres­ ident and part owner of the MidState Horticultural Co. in San Francisco and is a member of the American Society of Enologists (wine makers). From 1963 to 1968 he was founder and chairman of the board of the National Bank of Agriculture and now is also director of the 1st National Savings Bank. �•J':X':.-:t^_ff^ : ' -rt.-'-.' * '. -- - Inland News r-' r V:' On Members AtWerk Dixie Workers Stand Solid on Picket Lines At the main entrance of the Florida Power Co. Crystal River plant at Tampa Bay, Fla. on April 29 are Union demonstrators from the SiUstruck Dixie Carriers which delivers coal to the facility. SIU Rep Bob Hall (front) demonstrates last month with striking, signwaving Dixie Carriers Boatmen at the Florida Power Co. plant. If k I- 'pte. VJ '• 'L All Houston Port Agent Joe Sacco (front) and in the background displaying Dixie Carrier strike sign is SlU Rep Nick Sallone at the Shell Oil Co. New Orleans facility. At the struck Dixie Carriers Bucaneer Shipyard in Corpus Christi, Texas last month were (I. to r.) demonstrators Darrell Touchstone. SIU Rep Dean Corgi and Mark Bromberg. SlU Backs ACBL Worker policy. The company did not (Continued from Page 1.) formed of the rule and the con­ sequences of bringing visitors aboard the company's boats. The arbitrator agreed. Render ruled that "there is no evidence that (Gantly) was informed of the consequences of his breach of company policy in bringing (his girlfriend) on­ board the J.H. Bobzien. There is no evidence that any disci­ plinary action had ever been taken by the company for pre­ vious violations of the no-visitor discharge any other employee for bringing visitors aboard after December 1981, despite the fact that in doing so employees vi­ olated the policy as established. Gantly was clearly treated in a manner inconsistent with other employees who had violated the same policy. ..." And so Brother Gantly will be going back to work with back pay and full seniority. Because the SIU stood beside him and fought for justice. ti 'A • SIU Reps (I. to r.) Ray Singletary and Bob Hall lead the Florida Power demonstration against the struck Dixie Carriers while Florida Gov. Robert Graham visited the plant after attending christening ceremonies at one of the company's new stations. 1983/LOG/9 �25 Year Inland Veteran Receives Full SlU Pension Sabine Towing Pact In Voting Stage Action on the renewal of the contract at Sabine Towing in the port of Houston was in the voting stage at the end of last month. A tentative agreement is in sight. c. G. Willis Contract Won 25-5 The votes on the final proposal on a renewed contract for C. G. Willis Boatmen in the port of Norfolk were counted at the end of last month. The result: a 25 to 5 ratification of the new agreement by the membership for renewal. Toledo, Huron, Ohio Dredge Bids Set As the LOG copy deadline in early May neared, the opening of the bids by SIU companies for dredging jobs on Lake Erie at Toledo and Huron (Ohio) harbors was only hours away. If the Union firms' bids are lowest, the results will be in this column in the June issue. James W. "Froggy" Wallace (I.) receives his first pension check from Garl Peth, Piney Point port agent. Wallace has been working in the maritime industry for the past 25 years, most recently with Steuart Transportation. Inland Pensioners •C /- Wilfred Eugene Bellmore, 67, joined the Union in the port of Philadelphia in 1964 sailing as a chief cook for lOT and the NBC Line from 1966 to 1981. Brother Bellmore also sailed deep sea. He was born in Lewiston, Maine and is a resident of Cleveland, Tenn. Wilbur Hugh Pot­ ter, 65, joined the Union in the port of Philadelphia in 1961 sailing as a captain for Sonat Marine from 1961 to 1982. Brother Potter began sailing in 1952. He was born in Lowland, N.C. and is a resident of Bilhaum, N.C. Olaf Verton Rose, 63, joined the Union in the port of Philadelphia in 1957 sailing as a captain. Brother Rose was born in Kentucky and is a resident of Oriental, N.C. Willie Bays Lavender, 59, joined the Union in the port of Norfolk in 1961 sailing as a cook. Brother Lavender was bom in North Carolina and is a resident of Virginia Beach, Va. National Marine Service Contract Talks On Early this month in the port of St. Louis, contract negotiations with National Marine Service were in the beginning stage. WT Need Medical Records fromUSPHS? Here's Where to Get Them If you need to obtain copies of your medical records from the USPHS, do not write to your local USPHS hospital. All USPHS hospitals have been closed. Send all requests for medical records to: U,S. Public Health Service Health Data Center 10000 Aerospace Road Lanham, Md. 20706 The Health Data Center has been working on the backlog of requests it has received and is pretty much caught up, accor^ng to a PHS ofhcial, so all copies of requested records should now only take 4-6 weeks to process. 10/LOG/May 1983 SIU's Great Lakes Towing, the biggest in that region, with 44 tugs, early last month named Ronald C. Rasmus as president of the company . He was formerly head of American Atlantic Lines, MARAD deputy assistant administrator for maritime aids, special assistant to the MARAD deputy assistant secretary for maritime affairs and also director of MARAD's Office of Subsidy Administration. Rasmus in 1975 was awarded the U.S. Department of Com­ merce's Silver Medal and in 1976 won the Arthur S. Fleiming Award for being among the 10 outstanding persons in the federal government. In 1960 he was graduated from the State University of New York Maritime College and attended the Naval Postgraduate School and George Washington University in Washington, D C. Rasmus served as an officer in the merchant marine and holds the rank of captain in the U.S. Naval Reserve. Calm Seas Seen for Tenn-Tom Canal The Tennessee-Tombigbee Waterways' twin problems of court battles by railroad and environmental opponents and U.S. con­ gressmen's efforts to hold back federal funding for the canal's completion in 1985 seem to have been overcome, says the head of the waterway authority. Glover B. Wilkins told the 5th annual Southeastern International Trade Conference meeting in the port of Mobile on April 28 that the canal is 86 percent completed and appears to be "over the hump" in getting the money needed to finish the gigantic project. When it opens, he said, a year ahead of schedule, the TennTom will cost around $2 billion. Of that, $1.83 billion will be federal funding and the rest will be from state governments. In March, the Louisville and Nashville Railroad (L&N) dropped its suit against the waterway and last month the Environmental Defense Fund also dropped its suit against the canal. TTie Tenn-Tom has been in court since 1971 with foes attacking the U.S. Corp of Engineers' environmental impact report filing 15 allegations against it—all were turned down by the courts. Since the late 1970s, the project fought yearly fights in the U.S. Congress for funding. In 1977, President Jinuny Carter had the Tenn-Tom on his "hit list" for termination. "Tenn-Tom was reviewed by the U.S. Bureau of the Budget of seven presidents and was finally included in the budget of each," Wilkins added. And, he continued, "It has withstood scrutiny from all three branches of the government." �•'i <•• - •/ ... ' •^. In Memoriam the Constitution The brothers below were all Inland members of the SIU. Our entire Union, Deepsea, Lakes and Inland would like to express their sympathy to the families of these good Union men. Pensioner Paul William Q. Flynn, 71, passed away on April 4. Brother Flynn joined the Union in the port of New York in 1960 sailing as a ^. ai deckhand for the New York, New Haven & Hart­ ford Railroad (NY, NH & H RR) and Penn Central Railroad from 1941 to 1974. He was a former member of the Masters, Mates & Pilots Union (MM&P) from 1941 to 1960. Boatman Flynn Was bom in New York City and was a resi­ dent of Rosedale, N.Y. Interment was in St. Charles Cemetery, Farmingdale, N.Y. Surviving are his widow, Margaret and three daughters, Margaret, Rita and Pa­ tricia. «s ^ - Pensioner Seth Thomas Bennett, 75, passed away on t March 23. Brother Benhett joined the Union in the port of Norfolk in 1970 sail­ ing as a cook for Al­ lied Towing. He be­ gan sailing in 1964. Boatman Bennett was bora in North Carolina and was a resident of Chesapeake, Va. Surviv­ ing are a sister, Mrs. Geraldine H. Young of Willow Springs, N^C. and two nephews, Robert E. Bennett and Randolph Page of Chesapeake. Pensioner Oliver Mertic Bishop, suc­ cumbed to cancer in the Bay Medical Center, Panama City, Ra. on Feb. 26. Brother Bishop joined the Union in the port of New Or­ leans in 1960 sailing as a captain for National Marine Service. He was bora in Freeport, Fla. and was a resident there. Burial was in the Hatcher Cem­ etery, Freeport. Surviving are a daughter, Delores and a brother. Ear­ nest. Pensioner Joseph Cullen GUchrist, 74, passed awiay from a lung infection in Grove HUl (Ala.) Hospital on Feb. 14. Brother Gilchrist joined the Union in the port of Mobile in 1956 sailing as a chief engineer for Radcliff Materials from 1953 to 1976. He was born in Allen, Ala. and was a resident of Grove Hill. Interment was in Union Cemetery, Grove Hill. Sur­ viving are his widow, Lillie and a daughter, Mrs Mildred Overton of Grove Hill. Pensioner Arthur Julian Baum Sr., 71, passed away on March 20. Brother Baum joined the Union in the port of Baltimore in 1958 sailing as a chief en­ gineer on the tug Pa­ cific from 1946 to 1949, the tug Frank­ lin (Gellenthin Oil Co.) from 1950 to 1951, the tug Spartan (Graham Trans­ portation) from 1951 to 1957, G&A Towing from 1957 to 1972 and aboard the tug Will Colonna (Steuart Trans­ portation) from 1975 to 1977. He was bora in North Carolina and was a resident of Norfolk, Va. Surviving are his widow. Alma and his son, Arthur Jr. of Norfolk. Gordon Albert Talcott, 57, died of cancer in the U.S. Veterans Adminis­ tration Medical Cen­ ter, San Francisco on Oct. 25, 1982. Brother Talcott joined the Union in the port of St. Louis in 1963 sailing as a chief cook for ACBL. He also sailed deep sea. Boatman Talcott was a vet­ eran of the U.S. Armed Forces in World War II. A native of Warren, Ohio; he was a resident of San Fran­ cisco. Interment was in Olivet Cem­ etery, Colma, Calif. Surviving is a son, Melvin. Pensioner Fred Frank Valusek, 84, passed away from a heart attack in St. Mary's Hospital, Galveston on Feb. 14. Brother Valusek joined the Union in the port of Houston in 1960 working as a weigher on the Galveston Wharves from 1921 to 1%3. He was bora in Czechoslovakia and was a resident of Galveston. Burial was in Galveston Park Cemetery, Hitchcock, Texas. Surviving is his son, Marvin of Galveston. Pensioner SUvio Vlacich, 85, passed away on March 13. Brother Vlacich joined the Union in the port of Phila­ delphia in 1%1 sailing for the P.F. Martin Co. from 1924 to 1%3 and for Curtis Bay Towing from 1946 to 1955. He was bora in Austria and was a resident of Philadelphia. Surviving is his widow, Kathryn. Pensioner Ernest Coludrovich, 70, passed away on April 5. Brother Col­ udrovich joined the Union in the port of New Orleans in 1956 sailing as a chief steward for Crescent Towing from 1947 to 1973. He was bora in Boothville, La. and was a resident of New Orleans. Surviving is his widow, Beulah. Assistant Cook LIto Ocosta shows off his culinary masterpiece for the grand buffet aboard the American Hawaii cruise ship S.S. Constitution. T;, ';i. - Danielle Brisbols, TV star of Archie Bunker's Place, joins in on the deck buffet aboard the S.S. Constitution. Brother Howard Biehi submitted this photo which also shows 2nd Cook Kalani Olms (center) and Assistant Cook Lito Ocosta. Personals Albertine Burton Mrs. Patty Ferguson asks that you get in touch with her. You can write to her at Box 264, Olney, Va. 23418. Or you can call at (804) 787-3058. R. W. Arleque Please call Mrs. Gail at (301) 583-8400. EU W. Kralich Please get in touch with your nephew, Robert A. Narchus Sr., (412) 785-8939, or write him at 360 Low Hill Rd., Brownsville, Pa. 15417. Marc Mazouz Anyone related to the abovenamed seaman or knowing where the next of kin can be located, please contact Mr. Komzweig at Cove Shipping in New York. The phone number is (212) 4223355. Jerry L. Broaddus Please contact your sister, Peggy Wickizer, at (816) 7723225. Robert Lee Carroll and William "BiU" Hill Please contact Mary Hem­ ming at (215) 586-7624 (after 6 p.m.). Greg Fennessy "Baba's friend" would like to hear from you. The address is 434 East 72nd St., No. 38, New York, N.Y. Charles Hall "Your family asks that you get in touch with them. Please call Wendell Hall in Youngstown, Ohio. The phone number is (216) 747-2479. ^ oc; 5^? May 1983/LOG/II •fe-: �.-_:,y ,^^i,;--r • ,>• 'f'^"- -,,-^ - , ' 4X :J-y '•'•'• USDA Fight Brewing, Jstde Phoenix on Maiden Voyage New Cargo Law Eyed ',', I- •[ 'Is f!^i's f f % iii •j -Ji •« . ' '"• 'V.' Two new skirmishes have erupted on the cargo preference battlefield. The first is another in the running battle with the Department of Agriculture's ex­ port programs and its new "blended credit" program. The second is an attempt in Con­ gress to close loopholes in the current law by a new and tougher set of cargo preference rules. The new flap at the USDA concerns the sale of $91 million in U.S. wheat, com, tallow and lumber to Bangladesh, Egypt and Chile. As it has in the past, the government announced that the deals with the three coun­ tries were "commercial" in na­ ture and not govemment cargos. "It is little more than a word game designed to avoid the use of American vessels to say that these are purely commercial ar­ rangements," said Julian H. Singman, president of the Mar­ itime Institute for Research and Industrial Development. Singman outlined his position in a letter to USt)A Secretary John Block. Because the blended credit program combines gov­ ernment-guaranteed bank cred­ its and interest free direct credits and some commercial financial arrangements, the maritime industry and others believe that the program falls under cargo preference laws be­ cause it is a government-spon­ sored export. Singman also told Block that if 50 percent of the cargos are not shipped in U.S. vessels, the govemment would in effect be subsidizing foreign shipping. No decision on the shipments has been made, but recently in a similar case (a blended credit shipment of U.S. flour to Egypt) President Reagan stepped in af­ ter a large-scale effort by the SIU and others, and ordered half the flour be shipped on U.S. bottoms. However battles such as these could be avoided in the future if Rep. Walter Jones (D-N.C.) is successful in rewriting current cargo preference laws. Sea Song when I was bom God said to me Some day my son you'll go to sea. I've changed my life with no concern My home is the sea, I shall always return. Carroll "Tiny" Boudreaux 12/LOG/May 1983 His recently introduced measure, H R. 2692, would do away with existing cargo laws and replace them with one piece of legislation. "It has become increasingly clear that our govemment cargo preference laws are in serious need of reform," Jones said. He cited several instances during the past few years where the battle for government cargo has been fought. "There is no indication that these disputes will diminish in either quality or quantity in the foreseeable future," he said. Briefly the law would: • Extend the 100 percent U.S.-flag requirement to include strategic purchases such as oil and critical minerals, along with the current military cargo; • Mandate 50 percent cargo preference for cargo in which there is direct govemment in­ volvement not affecting national security; and • Mandate 50 percent cargo preference for cargo with indi­ rect govemment involvement affecting the national security. The SIU is currently studying the new legislation and the LOG will provide detailed coverage of the issue. No hearing date has been set. At the automated engine control panel ^ the 128,000 dwt bulk carrier Jade Phoenix (Titan Navigation) are (I. to r.) Oiler Terrance Gile and FOWTs Rushnell Williams, Manuel Tan and Woodrow Neslip. The ship carried 107,000 tons of wheat to Egypt. On March 19 in Portland, Ore. at a payoff is the Ship's Gommlttee of the Jade Phoenix. Standing (I. to r.) are Chief Cook Albert Westbrook; Asst. Cook Horace Long, steward delegate; AB Ronald Lawrence, deck delegate; and QMED Alfonslo Dl Fabrlzio, educational director. And seated (1. to r.) are Oiler Terrance Glle, engine delegate; Recertified Bosun James Boland, ship's chairman; and Chief Steward Victor Romolo, secretary-reporter. U.S. Cargo Laws Face Assault Again Two bills, one proposing an time cargo preference laws to end to cargo preference require­ informally subsidize American ments for agricultural exports farmers. The touchstone of the battle under the federally-mandated blended credit subsidy program to preserve cargo preference for and the other advocating that U.S.-flag vessels ended last "excess costs" generated by March. At issue was the sale of preference laws be made up by 1 miUion metric tons of wheat the Maritime Administration flour to Egypt announced in Jan­ uary of this year. The sale in­ have been sent to Congress. The Senate meanwhile is ex­ volved two new Reagan admin­ pected to consider passage of istration export subsidies, an anti-cargo preference provi­ blended credit low interest loans sion of its own in the 1983 Ag­ to Egypt and PIK, or paymentriculture Export Act this month. in-kind, surplus U.S. flour to The first two, H.R. 2321 and millers. The Reagan administration H.R. 2322, are sponsored by Rep. Cooper Evans (R-Iowa) argued that the transaction, who claims they will bolster though it originated by way of U.S. farm markets overseas Department of Agriculture where highly subsidized Euro­ signed agreements, was still a pean exports have captured a "commercial" transaction since large share of the demand for the subsidies renewed millers' agricultural products. But all of competitive edge in underbid­ the pieces of legislation offer ding European-priced flour. But something of the same unwork­ amid opposition, the president able solution, trading off mari­ ordered 50 percent of the flour be carried on U.S.-flag vessels, saying the case serves to dem­ onstrate "the U.S. merchant fleet will remain a vital force in ship­ ping U.S. products. The departments of Labor and Transportation, along with the Maritime Trades Department and the AFL-CIO, have defended the preference requirement cit­ ing long standing trade laws that govemment generated cargo must be shipped aboard vessels flying the U.S. flag. SIU President Frank Drozak used the flour-to-Egypt issue to point to benefits accming to the nation from cargo preference laws. The single Egyptian agreement projected 1,080 sea­ faring jobs, bringing to the na­ tion $5.4 million in federal tax revenues, sales tax monies, and 71 cents of every dollar paid out to U.S.-flag carriers that was reinvested in the nation's serv­ ices and products. �DOT Proposal Slammed .4 CDS Payback Could Scuttle U.S. Domestic Fleet A proposal to allow subsi­ ensure American presence in dized U.S. tankers into the the foreign trade and the Jones Alaskan oil trade is "a short­ Act which keeps a domestic sighted remedy" that could dev­ fleet, without subsidies, in op­ astate the nation's domestic eration. "We believe," Drozak said, tanker fleet, the SIU told the "the decision to permit subsidyDepartment of Transportation. The Union's remarks came in built tankers to enter the do­ its formal submission of com­ mestic trade would defeat the ments to the DOT in the rule­ central purposes of Titles V and making process. The subject was VI of the Merchant Marine Act discussed before a congres­ which are to promote U.S.-flag sional panel earlier this year, shipping in the foreign trade and but the DOT claims it has the ensure a certain portion of the authority to make the rules on = merchant fleet is built in U.S.its own, without congressional shipyards. We believe there­ fore, that a policy which so action. SIU President Frank Drozak blatantly discourages these ob­ submitted the comments for the jectives is wholly inconsistent Union. He outlined several ma­ with longstanding national mar­ jor reasons why the proposed itime policy." In the Jones Act, Congress rule should not be adopted; first the DOT does not have the au­ forbids foreign participation in thority to alter congressional the nation's domestic trade, and legislation, second the rule is with the CDS provisions of the counter to both the Merchant Merchant Marine Act, subsi­ Marine and Jones Acts policies dized tankers are also prohib­ and purposes, third the depart­ ited from participation, mainly ment's assessment of the impact because Jones Act ships are not on the fleet is faulty and under­ subsidized. Because the subsi­ estimated, and fourth the rule dies are an attempt to bring would undermine the nation's construction costs in line with unsubsidized tanker fleet, and foreign built ships, "one can further weaken the country's view the CDS-built vessel as a foreign built ship," Drozak said. shipbuilding mobilization base. ''The entrance of foreign trade, subsidized tankers into the do­ DOT Authority mestic trade is an abrogation of The new rule would seriously the basic tenet of the Jones Act. intrude "on the separability of . . . The DOT'S proposal fails legislative and executive pow­ to recognize the basic distinc­ ers. It encourages subsidy-built tion between the two different vessels to permanently leave the markets in which the fleet op­ foreign trade and as such rep­ erates," according to SIU com­ resents a decision on the part ments. of DOT that the underlying prin­ ciples of the . . . Merchant Ma­ Faulty Assessment rine Act are no longer valid. We The DOT claims only 15 of question DOT's authority to unilaterally abandon the provi­ the 29 CDS tankers would enter the Alaskan oil trade. In turn, sions of the statute. "We believe the DOT does according to their assessment, not have the authority ... the older less efficient Jones Act authority to make such deci­ ships would be bumped into sions and take such actions other domestic trade. Finally, because the Alaskan fleet is clearly lies with Congress." newer and more efficient than the ships in the rest of the do­ P(rficy Coni^deratioiis mestic trades, these ships would During the past several dec­ replace 20-year-old or older ades Congress has authorized talkers, the department claimed. But the SIU's comments point programs to promote a strong U.S.-flag fleet and maintain an out several m^or failings of the adequate shipbuilding base for assessments. The DOT failed to analyze national defense and economic purposes. The two main pro­ tanker supply and demand for grams have been the Merchant this year and future years. It Marine Act which makes con­ also did not take into account struction subsidies available to the 1.2 million deadweight tanker ' V- • • o ' tons in surplus or the decline in preference cargo and Gulf to East Coast trade. • It gave no explanation why only 15 of the 29 CDS-ships would enter the trade. Almost all the ships are in depressed markets. • The DOT only took socalled "efficiency" and age into account when it developed its bumping process. Many vessels are built for certain types of trades. Many Alaskan ships are "dirty product" vessels which carry crude oil, but in the rest of the domestic trade the de­ mand is for ships which can carry refined or "clean prod­ ucts." • The assessment said there is a shortage of Very Large Crude Carriers in the trade, but® it gave no figures. • The department com­ pletely overlooked the impact of CDS paybacks on the na­ tion's foreign trade fleet. If all CDS tankers enter the Alaskan trade, there will be no U.S. presence on the high seas. • The DOT did not take into account the possibility that the Alaskan oil could be shipped to Japan, which would open the market to foreign ships and re­ duce the amount of Alaskan oil carried to U.S. ports by U.S. ships. Impact on Jones Act Fleet "Many unsubsidized vessels, regardless of size, would be put out of business. ... It is not likely (they) could find alternate employment," Drozak said. He pointed to several facts, including Ihe current 1.23 mil­ lion tons in domestic tanker lay- ups, the drop in Strategic Petro­ leum Reserve Trade and the decline in Gulf Coast to East Coast Shipping. Also, if the 15 tankers entered the trade it would create an additional surplus of 1.7 million , dwt, excluding the 778,000 dwt operating the Alaskan routes on temporary waivers. If the subsidy built tankers are allowed into the trade, con­ struction of non-subsidized tankers would probably halt. In 1982 there were no new tanker orders in the U.S. Drozak also pointed to the possibility that all but four Mil­ itary Sealift Command char­ tered ships could leave the for­ eign trade area if the new rule is adopted. "The U.S. is a large oil im­ porter . . . and U.S.-flag partic­ ipation in the carriage of oil imports is of vital strategic im­ portance. Regardless of the eco­ nomic arguments, there are compelling political and na­ tional defense reasons why the United States should continue to maintain a distinct U.S.-flag presence in the foreign tanker trade," he said. The proposal would lay up many small clean product tank­ ers needed for military opera­ tions, and could cause the loss of some $200 million in Title IX loans, Drozak said. In addition he questioned the fairness of the rule to the un­ subsidized tanker operators. ''A decision to permit the per­ manent releases of the subsidybuilt tankers into the domestic trade would msike it virtually impossible for the unsubsidized tanker operators to plan for the future." MSC To Build T-5 Tankers SIU Will Crew New Vessels The Military Sealift Com­ mand announced that it will build and charter three diesel-powered T-5 tankers. The new oil carriers will be chartered to SIUcontracted Ocean Carriers for five years. Last September Ocean Car­ riers, whose home office is in the port of Houston, received $104.1 million fiom MSC to build two of the T-5-class tankers with an option to build three more. The cost of the three new ves­ sels is put at $149.4 million. The 29,500 dwt, clean prod­ uct, ice-strengthened tankers will replace several 25-year old ves­ sels now in service for MSC. The new tankers will be built and assembled by the American Shipbuilding Co. of Tampa. De­ livery of the first two tankers is set for November 1984 and Jan­ uary 1985. The third vessel will be delivered later in 1985. May 1983/LOG/13 �•..a, . • i ' /r "r:;', - • • !.*' 4' Area Vice Presidents' Report Gulf Coast, by VP. Joe Sacco Great Lakes & Western Rivers, by V.P. Mike Sacco *HERE'S SOME VITAL NEWS out of the Gulf area this month. Of special importance is our strike against Dixie Carriers which has entered its second month. SIU members from Dixie who are getting off the boats in support of the strike are being registered in the various Gulf and Rivers ports. A significant point about this strike is that it is bringing to the forefront a problem that affects the entire inland industry. It's a prob­ lem we've been fighting for years—^the lack of safety on the inland waters. 'HE HARD WORK we put into the American Commercial Barge Line (ACBL) beef is paying off. Last month, the National Labor Relations Board (NLRB) found the company guilty of massive unfair labor practices. The Board said, among other things, that ACBL refused to bargain in good faith with the SIU; repreatedly refused to let Union representatives board ACBL vessels, and refused to use the SIU hiring hall as stipulated in the collective bargaining agreement. The NLRB ordered the company to reverse these practices. Also, the Board said that ACBL must restore contributions to the Union's welfare and pension plans back to April 1980; offer immediate employment with full ccnnpensation including back pay and interest to all unlawfully discharged SIU members, and rescind the unlawful pension and welfare plan that the company had set up. ACBL is appealing the NLRB decision. So it will still be a while before the final word is in. But we've come this far and won this much because we worked hard and because we were in the right. We're confident we'll win it all the way. One final note on this issue before I go on to other matters—the owners of Dixie Carriers should take special heed of the NLRB's ruling. On the Great Lakes we're happy to report that the takeover of the Bob-Lo boats by the Automobile Club of Michigan has been finalized. As I reported to you in the past, the SlU-contracted Bob-Lo Company declared bankruptcy and we were afraid we'd lose the two venerable excursion boats. Now that AAA is taking over the Columbia and the Ste. Clair the boats will begin their usual summer runs on Memorial Day. On June 1 the contract expires with SlU-contracted Straits Transit on the Lakes. The company operates the ferries from St. Ignace and Mackinaw City, Mich, to Mackinac Island. With the increase of inland transportation of all types of cargoes, there has developed a pressing need to better protect the workers. There is excessive congestion on the inland waters and it's time that the entire industry takes a look at the problems this creates. So what happens in the Dixie Carriers strike will be significant for the whole industry because what affects one segment, affects all. In other news from the Gulf, a committee was elected among SIU Boatmen at National Marine to meet with company representatives concerning the wage reopener clause in the second year of the contract. Also, SIU Boatmen at Red Circle in New Orleans are electing a committee to help negotiate a new contract. The current one expires on June 30. Ballots and contract suggestion forms have been put aboard the boats. Another SlU-contracted company, Radcliff Materials, is facing a tough fight in the Louisiana legislature. Myself, SIU official Pat Pillsworth and SIU Field Representative Pat Judge are helping to battle a biQ that could badly hurt the company. East Coast, by V.P. Leon Hall UT OF THE PORT of Nor­ folk we have news that two SlU-contracted inland company contracts have been ratified. One is a three-year agreement with C. G. Willis which was over­ whelmingly ratified by the mem­ bers. Pension and wage increases were won for the SIU Boatmen. Wage increases were also won by the Boatmen at Marine Con­ tracting and Towing which oper­ ates out of Charleston, S.C. The three-year contract there went into I ; « •,' ," 'Y; - • \ Vv V;'. ('-_, 't-.j;Vu.' •' -V'• '^1 -«?•,- '51, -: •' m 14^. effect on March 1. From the port of Gloucester our SIU fishermen report that fishing is still slow. We did get an extension on the closing of the shrimp grounds from April 1 to May 1. But it didn't help much. On the plus side, this past winter we sighed up another fishing boat. She's the Italian Gold. Right now she's trying something that hasn't been done in many, many years. She went down to Cape May, N.J. to fish for mac^rel. Deep sea news from Gloucester is that we crewed up the new, big Ro-Ro Charles Carroll (Waterman). West Coast, by V.P. George McCartney |N THE WEST COAST we've 'been helping some of our fel­ low trade unionists in their fight for fair deals. Up in Seattle we joined 27 unions in support of a strike by the Boil­ ermakers and Machinist unions against Bethlehem and Todd Ship­ yards. Also, last month we were on the picketline with Culinary Workers Local 11 in the San Pedro area. The Local was picketing against the Princess Louise, an old ship that's now a restaurant. Up in Portland, Ore. the Manulani and Manawilli (Matson) are in layup. But the Ultramar (Apex) is coming out of layup there in about a week. For about three years now the Sea-Land shoregang in the Pacific Northwest has been located in San Francisco where the company's D'9s were paying off. But because of changing cargo patterns, the company will be paying off the D'9s in Seattle. Therefore, the San Francisco Sea-Land shoregang will be moving to that Washington city. The dredge Dodge Island (North American Trailers) came in for a few days work on the anchorage in Boston Harbor. Another one of the company's vessels, a survey ship called the Hudson River stopped by the port to pick up a crewmember and then headed down to Sandy Hook, N.J. Also out of Seattle we have word that the election on the fish processing ship, the Golden Alaska (Alaska Brands Corp.), which we are trying to organize, was held in Dutch Harbor, Alaska. Fiftyfive people voted. We're challenging the election because of unfair labor practices. Finally, I'd like to welcome back to the port of New York SIU Representative Ted Babkowski. He was out for a few months because of a serious operation. But he's doing fine now. Out of the port of Wilmington earlier this month the members at SlU-contracted Crowley began voting for a committee to help negotiate a new agreement. The current contract expires on June 30. 14/LOG/May 1983 �p. ^ Seafarers HARRY LUNDEBERG SCHOOL OF SEAMANSHIP Piney Point Maryland Hi-Tech at Sea SHLSS Begins Programming for Computer Age By Lynnette Marshall The "smokestack" industries along the nation's Eastern sea­ board and the midwestem fac­ tory belt are shrinking and in some cases dying as the country turns its attention to high tech­ nology. Even President Reagan, after a confrontation with angry outof-work steel workers, laid part of the unemployment blame on changing technology. Traditional labor-intensive industries, including maritime, face many changes because of the rapid advancement of tech­ nology. 6ut while the changes have displaced thousands of workers, at the same time they have created new job opportu­ nities for thousands of others. Working with the staff of the Harry Lundeberg School of Seamanship, Roger Francisco, a newcomer to the school's teaching staff is designing classes for trainees and upgraders in computer science. In the 1960s he developed three experimen­ tal training programs that were later adopted into New York state's high school curriculum. He is exploring now how he might best meet the needs of Seafarers in introducing a new computer learning center cur­ riculum to the Lundeberg School. In today's technological rev­ olution the changes barely make their entrance before the revi­ sions begin. Statistics show most adults are returning to the class­ room to keep up with technol­ ogy's pace. Upgi^ing skills have become a way of life. Computers are important to the maritime industry. At work Seafarers are receiving infor­ mation instantaneously over computer screens. Off-shore computer terminals and satel­ lites signalling telecommunica­ tions data from outer space are smoothing the transport of goods to the world's shores. By simply dialing into the terminals, infor­ mation may be processed on payroll, inventory, fuel and parts requisitions, navigation and upto-the-minute forecasts from the National Weather Service. Under the tutelage of Roger Francisco and Charles County Community College instructors, in the near future SHLSS stu­ dents will have the opportunity to leam basic and advanced computer processing and col­ lege level computer program­ ming to prepare for first tours and more secure futures. "To get the jobs to be com­ petitive, Seafarers have to have the opportunity to leam the skills," said Francisco. Deciphering a computer's codes in letters and numbers to arrive at accurate answers to questions at sea is indispensable if Seafarers are going to con­ tinue to service consumers on time. But this aim is only the tip of the iceberg according to Francisco. Roger Francisco, vocational math instructor at SHLSS, is designing classes for trainees and upgraders in computer science. motional disc, the IBM com­ puter describes the first of its kind. Used by the Navy and Air Force in the 1940s, the ENIAC vacuum tube 'thinker' was a bulky 1,500 square foot monster . . In the future, the industry is going to find more and more uses for the computer aboard ship . 99 a The computer will open win­ dows on the world for the mar­ itime industry. It will stimulate sea conditions in the planned SHLSS navigation simulator scheduled for construction within the decade. Computers can lo­ cate Seafarers to make job calls matching individual talents to job listings and bring speedier reimbursements for benefit claims. These are just a few ways the Lundeberg computer system may assist the SIU membership into the next cen­ tury, the year 2,000. The IBM Personal Computer, the type installed at the Lun­ deberg School is eons ahead in performance capability of the very first computer. On a pro- which tallied incorrect tabula­ tions in one out of every seven tries. The IBM Personal Computer is decidedly smaller than the first with the development of transistors and then miniatur­ ized electronic silicon chips re­ placing the vacuum tube. It is easily installed in homes, schools and offices. And it is a general use multi-faceted computer. "It's like having a whole library, really, in one piece," says Fran­ cisco. Owners of modem vessels have shopped around for better equipment but the IBM Per­ sonal Computer has retained popularity and for this reason was purchased for the school. "After considering the differ­ ent models the decision was made because it looks like this computer is going to be around for the long haul and not just for today," CCCC Program Di­ rector John Keamey explains. Recertified bosuns and stew­ ards will begin computer train­ ing in the coming weeks of spring and summer. They will be en­ couraged to play an integral part in determining the content of the three computer courses, Francisco looks forward to teaming from his students to help him design a program in computers. "The students will be able to show me better than anyone what they need. I am going to spend some time getting to know what the needs are before formalizing the pro­ gram." "It's pretty simple," Francisco said at the conclusion of one of many computer demonstrations he has held for curious visitors to the lab. The keyboard, com­ puter and screen together op(Continued on next page.) May 1983/LOG/15 I^ �• • V-=viu';5:r^ fr•• - IVJ4L-:;O ->"i-^.i" •:.>' '•,.4r -1 i"r^ Starts This Fall ram Offered Another innovative educa­ other will focus on algebraic and tional opportunity will become trigonometric equations used available to Seafarers this fall in navigation. Government, when the SHLSS begins its new Business and Labor offers a broad overview of the industry one-year Nautical Science Cer­ to the nautical science student tificate Program. The new program is designed and details the SIU's contribu­ for the general studies, college tion to the Labor Movement. In all, the core program con­ level student who does not want to pursue a two-year associate sists of 12 general education degree, said Jackie Knoetgen credits and elective courses from required vocational course list­ SHLSS dean of education. It is just the latest in a long- ings. Completion of vocational line of educational programs de­ courses must precede general signed to meet the unusual ed­ educational credits and Seafar­ ers are required to pass First ucational needs of Seafarers. "The goal of the Lundeberg Aid and CPR training and the school has always been to em­ Basic Deck/Lifeboat/Firefightphasize the individuality of the ing trainee course before apply­ Seafarer by offering as many ing to the program. Last November, the State choices as possible," she said. In the past Adult Basic Edu­ Board of Higher Education, apcation programs in reading and math skills and the GED high school programs have given Seafarers the tools needed to complete training and upgrading (Continued from page 15.) courses. Also, in conjunction erate very much like the human with the Charles County Com­ mind. The computer stores in­ munity College, the SHLSS now formation, retrieves bits of data offers a two-year Associate in called 'bytes' from its memory banks, translates the computer Arts degree. "The seafaring population is language of binary numbers to unique because we are applying the human symbols of letters general education to the Seafar­ and numbers. In the two vocational com­ ers vocational training and ex­ perience. We are giving a one- puter classes students will learn to process information. Follow­ year certificate for that mix," John Kearney, the Charles ing basic computer manual di­ County Community College rections which explain how to program director for the school speak to the computer in the proper sequence and letter/ said. number phrases, students can type their questions into the Exploring Values computer. Then the computer Geography courses will ex­ can process the information or plore the values and traditions execute the commands by pull­ of the peoples of the world. ing answers from its short-term, Students will learn in geography long-term and temporary mem­ courses how the environment ory files. Before the final printing out plays a role in determining how people perceive themselves and of data across the computer screen and before questions can the world about them. A delicate balance of nature even be typed over the key­ supports life on earth. Environ­ board, students must supply the mental ethics are highlighted in computer with a program. The the course Pollution Control in SHLSS computers are DOS Disc the Maritime Industries where Operated System computers. Seafarers will learn methods of This means the operator of the computer need not make a spe­ preserving the balance. Students will learn how to cial program for the computer. The beauty of the DOS Lotus resolve problems likely to occur when they are far from families disc is that it can spin a series and living in close quarters with of programs into the computer, crew mates in the Industrial making information gathering easy, Francisco says. The small Psychology course. As part of the program, one disc records fit into the com­ math course wiU help Seafarers puter and can be used over and avoid financial crises, and an- over again. proved the program and at the review hearing said they wished more unions would envision such programs for their membership. But it was the requests heard from the membership that started the initial inquiry into the fea­ sibility of such a program. "Because they are aware of their needs, these students are quite a bit more of a challenge than working with students who have not had experience in the work world," instructor Don Mundell said. He and math in­ structor Grace Davis are now designing the academics and will teach many of the courses in the curriculum. Working with students on a one-to-one self-study basis they will blend the individual needs of the students with universal academic standards, said Mun­ dell, "so that the skills they pick up are as good as anywhere else they could be taking classes and transferable to other colleges." "Catching a little enthusi­ asm" is what his students can expect from the tutorial setting which allows them to work at their own pace and enjoy the discovery of learning, said Mun­ dell. Learning, coupled with achievement docuniented on paper "may tip the scale in their favor when Seafarers go looking for their next tour," said Kear­ ney, who has more often than not been told by students that education pays off in the workworld of seamanship. Computers Gome to Lundeberg School ,.;ct.. ;J4 16/LOG/May 1983 In the advanced Charles Conununity College computer course to be offered this fall semester, students will learn how to write their own computer programs. "In the future, the industry is going to find more and more uses for the computer aboard ship," Francisco predicts. "It's got a great potential and I think we've got a great need for it." SHLSS Has Helped 25,000 Students From major cities, small towns deck and engine departments, and the countrysides, or just in change in the QMED classifi­ from a payoff in a foreign port, cation system has brought a shift a steady caravan of trainees and in enrollment to fields of engi­ Seafarers arrive at the Seafarers neering science. For the decade. Harry Lundeberg School of Seafarers enrolled in greater numbers in tankerman, AB, Seamanship each year. oiler and fireman/watertender In the last 10 years, 19721983, some 24,638 trainees and' courses. In 1982, machinist, deck upgraders made the trek to the engineer and electrician courses southern Maryland institution, were the most often selected. In the advanced specialty the nation's largest school for training merchant mariners in course category, LNG, basic welding and quartermaster seamanship skills. Last year alone, 1,380 SHLSS courses were superceded in 1982 students settled into a rigorous by diesel engine technology, au­ atmosphere of learning and tomation and again basic weld­ earned Coast Guard endorse­ ing programs. Figures for li­ ments to careers in the maritime censed categories parallel the popular enrollment in unli­ industry. Training of licensed and un­ censed engineering courses. In the steward department licensed men and women mar­ iners in programs ranging from 1,426 trainees and upgraders towboat operator, chief engi­ were awarded endorsements for neer and first class pilot in the the decade and 227 given ratings 10 years ending in 1981 has last year. And the addition of resulted in 903 licenses from the American seafarers to cruise liner Coast Guard. Totals for 1982 vessels has meant 387 cruise numbered 98. ship endorsements awarded to But while statistics overall for SHLSS trained and graduated 1982 present few surprises in the Seafarers. •; • • �• • • ; '• :>;r wtfli4wi^o»^^T4y- I'i'' 1 'Tt .'•Vi iir, •' '^VT= :..-V-jr 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 May through December 1983 at the Seafarers Harry Lundeberg School of Seamanship. Check-in Date Completion Date For convenience of the membership, the course schedule is separated into three categories: engine department courses; deck department courses; and steward department courses. Course Mate/Master Freight & Towing Vessels September 12 November 4 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 l)e 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. Towboat Operator Scholarship September 26 November 11 Able-Seaman October 24 December 2 Quartermaster September 12 October 21 Third Mate May 9 September 12 July 15 November 18 Celestial Navigation July 18 November 7 November 21 August 12 December 2 December 16 Lifeboatman October 10 Octot^r21 P Engine Upgrading Courses Course ChTOk-in Date Completion Date OMED—Any Rating September 26 December 15 '•s Steward Upgrading Courses ; June 7 October 24 November 21 July 1 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 Fireman/Watertender & ailer September 12 October 20 Welding May 31 October 24 November 21 June 24 November 18 December 16 Diesel—Regular September 12 October 7 Automation Third Assistant Engineer May 2 September 5 Tankerman October 10 July 15 November 11 • -i • '• »•:- ''"n J : 2 1 Check-lfi/ Completion Pate Open-ended Open-ended Open-ended Open-ended Open-ended Course Assistant Cook Cook and Baker Chief Cook Chief Steward Towboat Cook VVorl"^® . rtur Length of Course 6 weeks 6 weeks 8 weeks 8 weeks 6 weeks f nf qoods- Fxpen^^^ October 20 For Higher Pay and Job Security Upgrade Your Skiiis-^ At SHLSS • I May 1983/LOG/17 �Deep Sea Member • ook Number ^ ate Book Was Issued ocial Security # ney Point Graduate: • Yes ntry Program: From pgrading Program: From o you hold a letter of completion for Lifeboat: • Yes No • ates Available for Training Am Interested in the Following Courses(s) DECK E' li* - -f i' - ^ lit-"'K;5V,„.E • • 'Efi. •' :I;E • Tankerman • AB Unlimited • AB Limited • AB Special • Quartermaster • Towboat Operator Inland • Towboard Operator Not More Than 200 Miles • Towboat Operator (Over 200 Miles) • Celestial Navigation • Master Inspected Towing Vessel • Mate Inspected Towing Vessel , • 1st Class Pilot • Third Mate Celestial Navigation • Third Mate " •' Ifil - ^l' -••iv Js • FOWT • OMED — Any Rating • Marine Electronics • Marine Electrical Maintenance • Pumproom Maintenance and • Operation • Automation • Maintenance of Shipboard Refrigeration Systems • Diesel Engines • Assistant Engineer (Uninspected Motor Vessei) • Chief Engineer (Uninspected Motor Vessel) • third Asst. Engineer (Motor Inspected) No transportation will be paid unless you present original receipts upon arriving at the School. RECORD OF EMPLOYMENT TIME—(Show only amount needed to upgrade in rating noted above or attach letter of sen/ice, whichever is :i:'' applicable.) VESSEL RATING HELD DATE SHIPPED -t" ' "• V"'f "•' if f - -'.ui • • 1.1 . " SIGNATURE Please Print ML •-4. • 18/LOG/May 1983 DATE RETURN COMPLETED APPLICATION TO: Seafarers Lundeberg Upgrading Center PINEY POINT, MD. 20674 DATE OF DISCHARGE �Great Lakes Fitout '83—It looks the Same, But. Some people judge the com­ ing of spring by the first warm breeze that blows across their face. Others say it's spring when they pack away the parkas and gloves. The traditionalists eye the changing colors and new life in the trees, grass and bushes. But for SIU Lakers, spring arrives with "fitout," a job, an­ other season on the Great Lakes — Erie — Michigan — Superior —Huron—Ontario—and even the little St. Clair. This year's fitout came in bits and pieces. Except onboEffd the vessels, the shipyards were strangely quiet. While one boat would bustle with activity, oth­ ers lay quietly alongside the docks, manned by a single shipkeeper. The Medusa Cement completed its fitout, sailed for about a month and then went to layup for a month. ITiere is no denying that the health of the Great Lakes is dependent upon how tight the industrial belt which surrounds the Lakes is cinched. That belt has been taken in several notches during the past few years. J •t: •W'S;:' ' '''' ' The Medusa Cement, shown here in Cleveland, fit out in March and was laid up in April. Below left, Watchman Jerry Nowak secures a lifeboat aboard the Sam Laud in Toledo. "The Great Lakes is consid­ ered the heartland of America. The heart is very sick and is just barely pumping. Its arteries are clogged and getting rusty. It may be terminal if something isn't done," said Mel Pelfry, chairman of the Great Lakes Taskforce. Twenty years ago, the Great Lakes fleet had some 300 to 400 ships and traded mostly with Canada. Today, Pelfry said, Canada controls 97 percent of the shipping between the U.S. and its neighbor. "You have to go back and look at the national maritime, policy tl\p Canadian govern­ ment had and the lack of policy on our p£irt," he said. Vtf' l" t t A All Nasher takes a coffee break aboard the William Roesch in Lorrain, Ohio. <—•- -jV • •I 15:.!' I! Oiler All Saleh, on the Sfe. Clair ferryboat In Detroit. May 1983/LOG/19 •yfi-iipir II �• " . itr- L -r 3 •'= •: •/ _= l^ - ^1 ; (• , \ _ ': :P' ^ ' -v.-' •• '•• v iL ;*] JL '„• 1 .. \l-rPai{JH-:a v., c i ••'^ J' - 1 •r . -v ._p-p, "i i-- r .«"•'. The maritime industry can survive. The Great Lakes wili never be able to do it without a nationai poiicy. The only one on the horizon is the Boggs Bili. K 1-, • ,ry •iji . i - "n.^ "r^iry I' i • Bosun Bob Charter lends a hand to Abdul Sufi on the Sam Laud. Al Boyd (above) is a lookout aboard the Ste. Clair. Egll Sorenson (r.) is a QMED on the Buffalo. The Canadian policy was very simple, it provided a 50 percent direct government subsidy and other benefits. The shipbuild­ ers, including many American firms that ran to Canada to take advantage of the policy, called it the Angel Program. They built a fleet of ships designed for the Lakes and the St. Lawrence Seaway. It worked. "There is absolutely no way we can compete without a gov­ ernment policy. The Boggs Bill, as far as I am concerned is designed for the Great Lakes and is the answer the Great Lakes is looking for," Pelfry said. );•4 • ri-ri; -•vt . . 20 years ago you saw a fleet of 300 to 400 ships 99 ill i-'-. QMED Midiael Martney in the engine room of the Sam Laud. Ward Schutiz (above right) is a gateman aboard the Buffalo. Pelfry said the drafters of the biU have already included sev­ eral amendments suggested by Great Lakes interests and have said they are prepared to help the Lakes even more. 'We need a breathing spell," he said. "They yell about free trade, fair trade. It's like being in a prize fight for 15 rounds. For 14 rounds they kicked us, beat us and punched us. Now in the 15th round, they say fight fair, free trade. The Great Lakes will never do it without a na­ tional policy.' When the country adopts a sensible national maritime pol­ icy, like the Boggs Bill, spring 3 ' • WM (I. to r.) Abdul Sufi, Many Stockman and Dave Gowans on the Sam Laud. Edward ^Ider is a QMED on the Thayer On the William Roesch some of the crew take a break from the miserable weather. From left to right are Don Maskell, David Morgan, Don Binkowski, Kenny Johnson and Milt Crattill. May 1983/LOG/21 20/LOG/May 1983 - ——. i' m 1^' ,. ,0 �.J.,:. Mohamed Sharian is an oiler on the Ste. Clair Evasvola, a watchman on the Roesch. r.,i. Donald Jaloszynski, porter on the Medusa Cement. 22/LOG/May 1983 Steward Robert Poe (I.) and 2nd cook Paul Plake in the galley of William Roesch. John Lawrence is a QMED aboard the Buffalo. •' 'I! 't �At Sea /A HP/ Bulk Carrier Tamara Gullden to Israel From May 15 to May 30, the bulk carrier SS Tamara Guilden (Commercial Transport) from a Gulf port will carry 22,000 tons of grain to Haifa or Ashdod, Israel. The Thomas Heywood Sails Into San Diego Bulker Jade Phoenix Makes Debut a Feat The top U.S. dry-bulk carrier, the 932-foot, 128,000 dwt SS Jade Phoenix (Titan Navigation) broke a grain loading record early last month when she loaded on 110,000 metric tons of wheat in Portland, Ore. and Tacoma, Wash, bound for Egypt. The previous record was the 107,000 metric tons loaded on In 1967 in the port of Seattle by the SlU-crewed supertanker Manhattan (Hudson Waterways). The Jade Phoenix is also the world's largest coal-fired vessel. She, like her sister ship, the bulk carrier Goiden Phoenix, was converted from a LNG carrier. N.Y. Maritime Day, May 21, at Kings Pf., LI. The port of New York's Maritime Day ceremonies on Saturday, May 21 will be held at the U.S. Merchant Marine Academy, Kings R., L.I., N.Y. I The ceremonies are set to start at 10:30 a.m. with a formal regimental review on the academy's parade grounds followed by an ecumenical [ service in the school's chapel in memory of former Seafarers. At the ceremonies will be the academy's superintendent, Rear I Adm. Thomas A. King; Rep. Mario Biaggi (D-N.Y.) chairman of the j House Merchant Marine Committee; Rep. William Carney (R-N.Y.) a I member of the House committee and MSC deputy commander, Re&r ! Adm. W.C. Hamm. The Thomas Heywood tWaterman Steamship Corp.) recently docked in San Diego, Calif. 4 MSC Ships Support Navy In Exercise 1 Four MSC ships, a tanker, an oiler and two seagoing tugs: the USNS Susquehanna, Mississinewa, Apache and Mohawk backed up 44 U.S. Navy and allied combat vessels in a major training [ Readiness Exercise 1-83 in the Western Atlantic and off Puerto Rico which ended April 2. The underway MSC ships delivered supplies and other services plus target towing to three aircraft carriers, 20 cruisers, destroyers and frigates, three submarines, seven supply vessels, one mine­ sweeper, an amphibious ship, a command craft, seven British ships and a Dutch vessel. MARAD Picks Press for Top Post It'' MARAD chief Adm. Harold E. Shear named Thomas W. Pross recently as director of the agency's shipbuilding and ship operations. Pross played an important role in the development of the LNG carrier. He holds MARAD's Bronze Medal and the U.S. Commerce Department's Silver Medal. And he's a 1959 graduate of the U.S. Merchant Marine Academy. VLCC Brooklyn, New York In Alaskan Run Members of the Thomas Heywood ship's committee take time out to pose for the LOG photographer. They are, sitting left to right: William "Flattop" Koflowitch, QMED; Mike Worley, Wilmington port agent; Rocky Morris, bosun; Joe Tagliaferri, electrician and educational director; Walter Harris, AB. and Edward Habar, steward. Standing left to right are: Richard Tousett, OS; Bill Morse, OS; Ralph Bullard and Richard Hagy, steward assistants. MARAD has okayed the use of the SlU-crewed VLCC Brookiyn and New York (Bay Tankers) on Alaska's North Oil Slope-Lower 48 Unclaimed Checks Are Waiting U.S. run. • • •: -'.y a. « J The 264,000 dwt New York was to start loading about May 9 and the 225,000 dwt Brookiyn was Xo load up between May 27 and June 5. APL Gets OK for Alaska Calls The Maritime Subsidy Board gave the green light to American President Lines (APL) to pick up Far East-bound cargo at Alaskan ports of call from California ports. Matson's Mauna Kaa Upa Cargo Space Cargo capacity has been Increased aboard the 338-foot containership SS Mauna Kea (Matson Navigation) on the Honolulu-Hilo, Kahului and Nawiliwili run. On-deck modifications give the motorship 18 more 24-foot con­ tainers for a total of 230 carried. Sea-Land Adds Ship, Ports of Call Sea-Land has added a fourth C-4 containership, the Aleutian Developer to its port of Seattle-Kodiak-Anchorage, Alaska run. The containerships Boxer Captain Cook (Sea-Land) and the Mahapola (Ceylon Shipping) will call on the ports of Colombo, Sn Lanka, Muscat, Oman and Dubai, United Arab Emirates and the ports of Calcutta and Madras, India. Sea-Land is considering the start of a containership run to the port of Halifax, Canada in mid-June. A number of Seafarers who sailed on ships operated by the Maritime Overseas Corporation have checks waiting for them. To claim these checks, you must write to: Paymaster Maritime Overseas Corporation 43 West 42nd St. New York, N.Y. 10036 Be sure to let them know your name, vessels upon which employed, dates employed, rating and Social Security number. Those having unclaimed wages are: J. O'Toole 101-32-5061 W. Carey 562-32-2226 A. Power 063-22-6788 W. Dickey 262-70-5758 J. Reams 263-44-1039 D. Reming 505-16-3347 J. Remko 216-20-6152 J. Gladney 213-30-1791 R. Rossiter 199-48-7825 J. Hockman 227-50-7773 F. Smith 217-18-8093 J. Home 264-56-3575 J. St. John 080-24-3092 L. Lamb 166-26-9208 M. Tibbets 003-32-0289 D. Lambert 462-94-9310 J. Wimmer 420-62-4827 May 1983/LOG/23 �• .,T Burt E. Lanpher, 62, of Staff Officers Assn. Dies Secretary-Treasurer Burt E. Lanpher, 62, of the SlU-affiliated Staff Officers Association of Amer­ ica (a ship pursers union) for the past 29 years, died of cancer on April 20 at his home in Cliffside Park, N.J. Brother Lanpher was credited with obtaining improved shipboard medical care for seamen. He was SPAD For JOBS and Job SECURITY founder in 1966 of the Pharmacist Mate-Marine Physician Assistant School for Staff Officers with the U.S. Public Health Service at the former USPHS Hospital on Staten Island, N.Y. During World War II, he served in the U.S. Navy in the Pacific and later in the American merchant marine. He joined the Staff Officers As­ sociation of Brooklyn, N.Y. in 1950. He was a patrolman there until 1954 at which time he was elected secretary-treasurer for the first time. Lanpher was re-elected last year to his 11th consecutive term as secretary-treasurer and chief ex­ ecutive officer of the union. Surviving is his widow, Martha, a son and two daughters. ' Port Gloucester NewYork Philadelphia Baltimore..... Norfolk Mobile NewOrleans.. Jacksonville San Francisco. Wilmington Seattle Puerto Rico Houston Piney Point Totals Port Gloucester. NewYork Philadelphia Baltimore........ Norfolk Mobile NewOrleans.... Jacksonville.... San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Talals Photo of Burt Lanpher, taken at the SlU's 13th Biennial Convention in 1967. Part Gloucester. NewYork Philadelphia BaWrTiore.... Norfolk Mobile ....;v......^r.. NewOrleans Jacksonville..... San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Total Port Gloucester NewYork Philadelphia Baltimore Norfolk Mobile NewOrleans Jacksonville San Francisco Wilmington Seattle Puerto Rico Houston Piney Point Totals 'TOTAL RE6ISTERED All OiSNiM Clan A Class B Class C TOTAL SHIPPED All Granps Class A Class B aassC THD RallelS "REGISTERED ON BEACH All Onwps Class A Class B Class C 270 . 55 26 0 1 1 0 15 5 1 17 9 0 18 3 0 • 46 16 1 32 11 1 34 15 1 18 8 0 31 5 1 7 3 0 49 21 1 0 0 0 325 130 6 DECK OEPARTMBfT 590 48 13 0 1 0 0 5 4 0 17 5 0 3 0 0 37 6 0 22 7 0 27 3 0 11 5 0 16 7 0 9 0 0 49 24 0 0 5 0 250 88 0 0 0 0 0 0 0 1 0 0 0 1 0 0 0 2 390 156 75 4 11 7 0 32 11 1 29 31 0 34 8 0 130 33 4 69 20 0 77 34 6 49 33 4 78 26 2 18 5 0 102 59 1 0 0 0 788 351 22 1 3 0 79 20 0 0 0 0 14 2 0 12 7 0 14 2 0 34 17 0 22 12 1 32 17 0 8 8 0 22 6 0 730 43 6 1 0 0 0 288 103 2 2 30 0 3 13 9 26 11 16 8 7 1 23 0 149 3 10 0 0 4 2 6 5 21 3 6 2 4 0 68 0 0 0 0 0 1 0 0 5 0 1 0 0 0 7 ENGINE DEPARTMENT 4 4 0 48 5 0 0 0 0 4 0 0 11 1 0 2 2 0 27 0 0 14 3 0 20 12 0 5 2 0 13 6 0 450 20 8 0 0 1 0 172 49 0 1 20 1 3 13 3 19 6 14 3 7 5 16 0 111 0 S O " 0 1 0 0 1 0 0 0 1 0 0 0 3 0 157 4 30 24 28 99 51 67 29 50 18 87 0 B44 5 0 55 2 4 1 11 0 16 0 8 0 35 0 22 1 25 3 19 0 23 5 60 25 1 0 0 254 13 Total All Departments 8TEWAR0 DEPARTMENT 5 0 20 0 0 0 1 0 4 0 1 0 4 0 6 0 20 0 9 0 9 0 3 0 14 0 4 0 100 0 0 0 0 2 1 3 2 " 0 0 0 0 0 0 0 8 1 73 3 10 19 27 55 29 46 19 30 6 47 0 365 1 35 3 18 9' 10 42 14 30 3 20 15 26 0, 226 1 24 . 1 2 9 2 14 15 58 12 14 5 13 0 170 0 1 0 0 0 1 0 1 12 0 3 0 0 0 18 0 20 1 8 6 4 19 5 14 1 11 5 20 0 114 6 76 5 21 22 15 36 32 57 23 16 11 35 10 385 0 5 1 1 0 0 11 2 26 2 7 1 1 0 57 0 0 0 0 876 666 72 533 237 0 13 • 2,023 14 230 26 59 50 34 96 70 157 72 49 38 115 1 1,011 0 23 1 1 1 2 13 4 72 10 22 5 3 0 157 1,788 210 "Total Registered" means the number of men who actually registered for shipping at the port last month. ""Registered on the Beach" means the total number of men registered at the port at the end of last month. Shipping In the month of April was up from the month of March. A total of 783 Jobs were shipped In April on SlU-contracted deep sea vessels. Of the 783 Jobs shipped, 533 Jobs or about 68 percent were ,taken by "A" seniority members. The rest were filled by "B" seniority people. There were 13 trip relief Jobs shipped. Since the trip relief program began on April 1, 1982, a total of 346 relief Jobs have been shipped. 24/LOG/May 1983 5201 Auth Way Camp Springs, Md. 20746 (301) 899-0675 ALGONAC, Mich. 520 St. Clair River Dr. 48001 (313) 794-4988 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301) 327-4900 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) 621-5450 COLUMBUS, Ohio 2800 South High St., P.O. Box 0770, 43207 (614) 497-2446 DULUTH, Minn. 705 Medicai Arts Buiiding 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, iFla. 3315 Liberty St. 32206 (904)353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201)435-9424 MOBILE, Ala. 1640 Dauphin Island Pkwy. 36605 (205) 478-09)6 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NEWYORK, N.Y. 675 4 Ave., Brooklyn 11232 (212) 499-6600 NORFOLK, Va. ENTRY DEPARTMENT ,. Frank Drozak, President Ed Tumar, Exec. Vice President Joe DIGIorglo, Secretary-Treasurer Leon Hall, Vice President Angua "Red" Campbell, Vice President Mike Sacco, Vice President Joe Sacco, Vice President George McCartney, Vice President HEADQUARTERS Dispatchers Report for Deep Sea APRIL 1-30 1983 Directory of Ports r 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 �•>.- - • ' 3: I- , '/• :i' ill; . '.,. • -' < •• .1 . -'^^''40=- S-L Economy Sails 164lh Trip Visitors always enjoy posing In front of large ships, and these two women are no exception as the Sea-Land Economy docks in Port Everglades, Fla. Photos by C. Walker • It's been a long day for AB Wally Wright, now resting in his fo'c's'le. Chief Steward Dave Sacher catches up on some of his paperwork. The Sea-Land Economy's gangWay watchman this voyage Is C. Johnsen, AB. A. Norman, 3rd mate, checks the radarscope aboard the Sea-Land Economy. March 1983 marks the begin­ ning of the 164th voyage for the Sea-Land Economy (Sea-Land Service). Built in Germany in 1971, the container ship started service on the Atlantic to the Northern Europe route. Two years later she was moved to the Gulf to the Northern Europe route. Since her maiden voyage, the Sea-Land Economy has steamed approximately 1,793,(X)0 miles (cruising at about 21 knots) and consumed nearly 3,500,000 bar­ rels of fuel oU. With an overall length of 775 Taking a moment to relax after his wheel watch ts AB Herble Minick. feet, she is capable of carrying 775 containers, including 156 reefers. One can find many "old-tim­ ers" aboard the Sea-Land Economy. This is due to the fact that under the guidance of Cj^t. C. S. Olson, the ship is very well run and crewmembers tend to sign on trip after trip. The deck department alone can boast a total of 325 years of experi­ ence! One of the ship's contented crewmembers is AB C. Walker who provided the LOG with the photographs on this page. Bob Johnson, the SlU port agent in Jacksonville, Fla., checks to see that all his information is up-todate. Chief Cook John Miller (I.), Baker Debbie Byers (c.) and 3rd Cook Bob Rrth take a short breather In the galley of the Sea-Land Economy. THBRES NO ROOM FOR dUNKIES ON OUR SHIP9! BE A PROF^mL SEAMAN AVO/R NARCOTICS! SlU May 1983/LOG/25 �ve™ien before we reacht ® '"® Oars-' ty"""-""^'">ysoion, Zy''"""""^''<^sou,„g lijf U^ /. Tn f 11. F hospital and L • tourml.hs"'""'"^'"''"'-®''® " by Ray Bourdius - bv R^>\/ D^. .^.1* , ste^et thfJst''^""^®®". go VJIHI'""d 'He ,ood % Engiish pSir p^"-^®' another Norwecri» Andrew FuS p attheageof]5ieft^ ,1? A very rtX hi " ° ''""®ntime. We heard th^'lt^' "'® toe (naval) Battle of -e traversed the Chai„J"- "Si-r-s'Fr., =.x£«ss"' s;rS£Vai and EnS^sId" "'™*" Jr a .ife and a nevolent Society ""a®" ®a- 'he^itnyTCe ''V^°''a''on '» Niis H. WchardsM on thrBuif ^^^''"''a the West Coast tn a" elsl hke ^ aJso plates. Being in a\ ' not manage to get nfi"'?' ^ to use a small m w ' had from for the nex^l """ '^as 16 monthl ies"?/-^ gollen. In those Ifi f """ never saw an egg TU """S' ' ®nt kinds of fS II'®" ""ffar"n the ship: Fo^offi?''® Officers ^cr:;i;«Ss''-^''y from 1920 to 1935 Thf hejoined the SIU Bali" sWppld°betwe"en®r ''^ In 1946-7 he hit Ik ™hniore. France again son, now 82 wZ "".^'chardthe General Maritime «-10shiffii|,,^!-®repaid 'he SIU eSht?° '"^'""^'1 fro™ ''han beefs r ^ ^®th- 'o.feed ourlfwis satUngforeoye^s^ ap after paid the steward i' "®"all; -vas the fast ship «andtheKoSii"w " the doughty bosim ^a'' -®®k for foo7 nlf"""*' t 'Og during the aaf»'^tongsituati;„"°'®^®'^re. ardson go"S®®afarer Richthe ripe ale oVw^ar at I^aside't Lvnl "r°'"fra® first trip ^thel^t''® "ade his i-ady Bird fnh -' and '3ang not coal io ®ar- ^otr to Baltimore ffingland) but h.^L.^'^-'astle toe-world'^sh^®'i.°" ""oundat poetry OTOZVZT''' yon again""' • •;- "iZyZ/fnZe. ''"'""^r ^""''l "A ^ssraSif"" n"»»-S £X-«-iS'SS along, bu, so far, far bo'hZiZ"^"" yo" "re inu;Z^ZZ'^'"'y fame is that L^- ^ to Seafarer to earn h'-^ oldest man subinLl?'"^^ a Gersubmatln/ The a^l^ool dipC"> G® high "an manifest was evo • ship's retired at the v,, '"re he Norway ii2lerr''"'a'nce No wonder heS® ®®® ' speaks fluent En r^'i,"'"'®^and ^orld War we were al/^^ ®an and sX-fh"®"'"- Norwe- P^^edtoourdestlimror-'" ?^«"tforBi;SorT^^^^^'' "J / // i '®ft arm w^^^ln-- 'niZZTaZ'-"^ * Ma C. llicte^.„ 28/LOG/May 1933 Assn.)\nrr""^^"tfSad^^^ '"'an^°''lhS're®>'oto.r, oilfields in Tulsa "okl ,' "'® suaded a «fi;« ' kla. I perCnre/mmn, a Zede"^h""® Shubert, to foti ' ^fiorsten bought two bicvc "' "o- «'® fitr Oklahoma I '®' weeks before we a • ®ht "fit out fol ton^.n®^"'"'fisa. "y Shipmate "''^® c'ty working. For the"® ""o I followed The hi ynar he goes on toiling sailing alln Seven^oSeas -• "crvicetsbf"''^^-"^ vessels." After lil' ^^^rican Beach^Md'Wkfi7'"frNiera Norwegiah bark-'w"""'®'®*' hooks withinteresfinl «'®re scarce and h» i'"®®''"® hard. Hardine h«w „ and hard to get "es and photo7wh^^^ hononacanr ^htheelec^'th his in « frolicking -ry n"olm':;'t-ormaic,, ''aatwosollSl*"- HI frip to" F^ce "oyage, a year I92J brouehf strike (Easte^^? i sS seamen's the sea • • • home ^rgny (Oll^Xy'' ^eZfuTgli'r m/re /,! '^y 60,h year. ;4"-riTij'™» sttri" """.''dS "oa and Scotland n '' ^ship in Finland ''Ac ^ '®'a° ' sold a custom -^cc'fiontally "® S.S. Rosario wa. ." -as • proud UbertyShlp^ 'o North'ulSir^'"® oafircly worked "n Z Was spent '^®''- ' lead mines in �sent me to sea now ushered me® into marriage. "Previously, in 1933, I was on the SS Frances on the Flor­ ida run, when we were wrecked in the harbor of Ft. Pierce, Fla. by a hurricane. The ship had to go full speed at the dock to save rudder and propeller. All lines were torn loose and landed in the propeller. Divers were sent down to clear the mess and we limped back to Baltimore. "That was the third hurricane I was in. In 1928 in Ponce, P.R. on the SS John Lind, the San Cyprian hurricane caught us at the dock. We had to leave in a hurry with stevedores aboard. We rode it out for two days and was even reported lost in the Baltimore papers. "The first hurricane was the one which devasted Miami in 1926. I was on the SS Royal Arrow bound for the Gulf where we rode it out. . . "In 1935 the ISU was back in force. We now had a union to protect us. Gone was the 12hour day and $45 a month. But lots of bickering followed by different unions. We once had three different unions on the SS Major Wheeler. "Finally in 1938, our present Union, the Seafarers came into being and we've made progress ever since. I'm proud of being a charter member. And also of the opportunity to sail with our progressive president, Paul Hall." "In 1942 we shipped together on the SS Joseph Hughes on a 7-month trip from Baltimore to Suez around Africa on to Bom­ bay, Beira for iron ore. Then Durban and on to Port Elizabeth . . . We proceeded to 50 degrees South, very cold. We changed course for the Magellan Straits arriving in November when the sun rose at 2:30 a.m. "We were short of meat so Paul contacted Capt. Rainer and made him agree to stop in Punta Arenas where We got fresh beef right from the countryside. We proceeded up the west coast of South America on through the Panama Canal landing in New York on New Year's Day 1943. "When the war broke out in 1941, I was bosun on the SS Elizabeth. We were laying in Brooklyn, N.Y. and I was doz­ ing on a Sunday afternoon. All of a sudden the radio, usually melodious, burst into frenzied noise. I woke up and heard the foUowing: 'The Japanese are bombing Pearl Harbor. This is for real. This is not a practice operation. The USS Oklahoma is on fire and the USS Arizona is sunk . . .' That was all We heard from Hawaii for a long time. The next day we had to go to register at the War Board. "I was amazingly lucky in the Caribbean. I always left a ship the trip before she was sunk. On the SS Barbara I was dis­ suaded by my wife into not taking an AB job -on her. The Barbara was sunk by gunfire, most passengers lost and many of my shipmates, too. I used to tell my wife 'Better a live AB than a dead mate.' After all the Bull Line ships were sunk, the U.S. Army had to feed Puerto Rico, so I started to sail over­ seas. . . In December 1944, we left New York on the 55 Mnrma for Le Havre in a big convoy. On Jan. 16,1945 we entered the port in single file real slow. Capt. Hendrix asked the convoy com­ mander for permission to leave the line since we had important cargo that was badly needed. "The request was granted so we slid slowly out. Immediately the destroyer escort ordered us back in line. That's when the , mine hit back in No. 5 hold. I was at the wheel and fell down. All the electrical fittings tore loose from the walls and the compass went skyhigh. I still have the magnifying glass. "Pandemonium broke out on the ship. The time was 11:20 a.m. Most of the crew and gun­ ners were sitting down to the dinner table. Everybody left the bridge leaving me alone at the •tflie S.S. Marina is towed to the beach after hitting a mine in Le Havre early in the morning of January 16,1945. (Continued on next pi^.) The S.S. Nora in 1915—his first ship. Joplin, Mo., but found it not to my liking and longing for the coastal area ... "The next year I set out for Los Angeles. After much travail I arrived there in time to catch a steam schooner, a vessel that carries lumber. We had to have a hook for the big pieces and had to work all day in the cargo hold. After 5 we could go back and work overtime. Wage $75 a month. Year 1923. ". . . I was now back in Bal­ timore and made it my head­ quarters for the future. Now I discovered the Bull Line and started sailing to Puerto Rico in 1925. The Bull Line in those days was the worst line in the United States. For breakfast we got oatmeal with fat maggots crawling, so we had to cover them with sugar and milk from a can mixed with water. If any­ body complained, the steward woidd remark: 'The ship is now dockside, if you don't like it, get off!' "As the decade advanced I stayed with the Bull Line. I liked everything Spanish ?ind learned some of the language. "By the time President Hoo­ ver arrived on the scene, the Bull Line was hitting the nadir. Our steward arrived aboard and stated that Bull was not making money, wages had to go down. We got cut from $55 to $45 monthly and back to a 12-hour day. Furthermore, the chief mate admonished us not to eat break­ fast on company time when we had the 4-8 watch." In 1928, Richardson, joined the ISU sailing on the SS Dor­ othy carrying St. Lucia sugar workers to Santo Domingo, Do­ minican Republic. Later the chief mate added, "I heard you boys are getting an 8-hour day. President Roose­ velt is comin' in.' That was very good news to us. From that day to the present, thanks to our Union, we have progressed for­ ward and now live like human beings. "In 1930 I became a citizen of this great Republic. It was a long struggle due to ignorance. I had not paid head tax—a mea­ sly $8—and consequently was not legally admitted to the coun­ try. "At this time (1930)T started to think about marriage. I knew that in the (Baltimore) Norwe­ gian Seamen's Church they re­ ceived Christmas packages (from Norway) and that young girls gave their addresses ... I awaited a Christmas package. ... On the way to the church, three of us, two very old men and I, entered the church on Broadway and received three tickets—189-190-191. I had re­ ceived 189 and as I like round numbers I asked one of them to exchange his card for mine. I wound up with 190 and my dear wife, now 44 years happily mar­ ried. "We corresponded for three years and in 1934, before I al­ most went to the Chicago World's Fair, I traveled to (Ber­ gen) Norway. And the same Uncle Oscar Wilhelmsen who May 1983/LOG/27 �(Continued from page 27.) f». j:- rt. b.' f • Mrs. Nils Richardson wheel. After some time the se­ curity officer came to the bridge and said 'Well, Rich, everybody has left the ship, we better leave too.' When we got down on deck everybody was in a motorboat on the side of the ship. "The Marina was towed onto the beach by three tugboats . . . we were ordered back on board. The tugboat crews had raided the ship. We eventually got $300 (each) for the loss. The Army took off the valuable cargo leav­ ing hatches open in No. 4 and 5 holds so the engine room was flooded. "That night a storm came up with the ship developing a crack down one side. We laid on the beach two months with no heat, beastly cold in Northern France. Finally, the Army pumped the ship dry and towed us up the Seine to Rouen where we laid in drydock for eight months. We had German prisoners to do all the ship's work. Most of the crew were sent home ... "The first Armistice Day— Nov. 11, 1918—1 spent on the SS Llangollen in Civita Vecchia, Italy. The second—May 7^ 1945—on the SS Marina in Rouen, France ... "In the 1946 Seafarers strike, I was on the SS Follans tied up in Wilmington, Del. The strike lasted 12 days and we picketed in Philly . . . "In 1957, I was on the SS Hilton when she was chartered for a run to South Vietnam with a cargo of light ammo. That was KNOW YOUR RIGHTS . !I'T'.!; I't"!/? r? r f: i; 1 a run that I had intermittently up to 1972 ... "In 1962 I broke my left leg on the SS Transwarren on look­ out in a storm on the flying bridge. A big box loaded with lifesaving gear broke loose, and we both sailed across the deck against a stanchion. The leg snapped. I collapsed on deck on a signal gun spilled from the box. I hammered on the deck for aid. At last, the mate on watch tired of the noise from above sent for the standby s^ft to investigate. "The deck crew was then called out to carry me below. A call was made to Miami for the Coast Guard to come out. They transported me to Jackson Me­ morial Hospital. I spent 10 days there. Then was flown home to Baltimore where I spent six months convalescing . . . "In 1964, I made a trip to Odessa on the Black Sea. One look at Russia and you'll appre­ ciate the good old U.S.A. Also, I served on the SS Manhattan. She was the biggest vessel afloat at the time. Schools were let out so the children could watch KNOW YOUR RIGHTS CONTRACTS. Copies of all SIU contracts are avail­ able in all SrU halls. These contracts specify the wages and conditions under which you work and live aboard vour 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 28/LOG/May 1983 • • • "In 1974 . . .55 years of sail­ ing on American ships ... I would have kept on . . . but the youngsters must have their chance ... so I slide into the shadows and go fishing." KNOW YOUR RIGHTS CONSTITUTIONAL RIGHTS AND OBLIGA-' TIONS. Copies of the SIU constitution are available in all Union halls. All members should obtain copies of this^ constitution so as to familiarize themselves wiffi 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 coiistitution requires ai. detailed audit by Certified Public Accountants every three months, which are to be submitted to the nitmbership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf.iakes 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. 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" CampbeH Chaimian, Seafarers Appeals Board 5201 Auth Vfay and Brttannia 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. us go up river to Beaumont, Tex. Later in New Orleans we loaded on 75,000 tons of grain for Pakistan and outside fuel oil for 20 hours. At Karsh Is. in 1965 we loaded on oil for Glas­ gow. There the ship was written up in all the newspapers, the biggest cargo ever, 103,000 tons, peanuts today ... "In 1967 we ran aground (in the river) outside Saigon on the SS American Pride when a relief captain aboard turned too soon ripping out the bottom. Navy divers okayed us to go on to Tokyo to layup six weeks in a shipyard. The boys went to Yo­ kohama every week. I enjoyed the Japanese steam baths . . . "In later years I've spent much time away from Baltimore . . . San Francisco was booming with the Vietnam War, the supplies were going out at a steady stream patrolman or other Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. EDITORIAL POLICY —THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the^Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September, 1960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circum­ stances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to Union headquarters. EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SIU. These rights,are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no member may be discrimi* nated against because of race, creed, color, sex and na­ tional or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify Union headquarters. SEAFARERS POLITICAL ACTIVITY DONATION —SPAD. SPAD is a separate segregated fund. Its pro­ ceeds are used to further its objects and purposes includ­ ing, but not limited to, furthering the political, social and economic interests of maritime workers, the preservation and furthering of the American Merchant Marine with improved employment opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects, SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution inay 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 ttmc a manbcr fecb that any of the above rights have been vMated, or that he haa been dented hk coBstitatloMl right of aca« to UnhM lecorts or taftmiinthai, he should inmiedl*!! nomy SIU Preaideiit Frank Droiak at Headquarters by certiiM waB, return recdiitrfqnealed.The address Is 5201 Auth Wsy andF"" ^ Wsjv Prince Geo^ County; Canqi Spring*, Md. 20746. �••'Lg;ijjpp'Ji^y^'=a'3ir^ I I I I I I I I I I I I I I I I I I I 1 I I I I I I I I I I I I I I I I I I I I I I Seafarers International Union of North America, AFL-CIO ! •''!_v 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 1 I liinaiton III in Legislative, Administrative and Regulatory Happenings Washington Report Alaskan Oil Cargo Preference A potentially important political devel­ opment occurred in Chicago last month when Harold Washington was elected mayor in a close vote. While most people concentrated on the issue of Washington's race—he will be Chicago's first black mayor—the election had implications that extended far beyond that one issue. As much as anything else, the election in Chicago marked the resurgence of grass­ roots politics. That bodes well for this organization. Two years ago SIU Presi­ dent Frank Drozak inaugurated a far-sighted field representative program aimed at strengthening this organization's presence at a grassroots level. As always, the bottom line is jobs. By anticipating an important political trend, the SIU hopes to put pressure on Congress and the administration to come up with a coherent maritime policy. One of the most important issues facing the American-flag merchant marine is the Export Administration Act, which is set to expire in September of this year. Among other things, the bill bans the export of Alaskan oil. As many as 40 of our ships are employed in carrying Alaskan oil down to the Lower 48. Most of these would be forced into lay-up if Alaskan oil is diverted to Japan. What seems to be a clear-cut issue has become quite controversial. A number of prominent businessmen, hoping to make a quick killing at the expense of our nation's long-term security interests, are lobbying to let the bill expire. The admin­ istration, which has a curious concept of national security, is leaning toward that position. Fortunately, a number of influential members of both the House and the Senate have opposed the administration on this issue and have been able to fashion a strong, bipartisan coalition in favor of renewing the Export Administration Act in its present form. Rep. Howard Wolpe (D-Mich.) was able to attach an amendment to the bill in the International Economic Policy and Trade Subcommittee of the House Foreign Af­ fairs Committee that would reauthorize the ban on Alaskan oil for-another four years. Earlier, he had introduced a bill banning the export of Alaskan oil which was cosponsored by 217 fellow congress­ men. In the Senate, Republicans John Heinz of Pennsylvania and Jake Gam of Utah have introduced a bill that would restrict the sale of Alaskan oil over the next six years. Cargo preference laws are the backbone of this nation's merchant marine. Nearly 80 percent of all American-flag seafaring jobs are onboard vessels carrying govern­ ment impelled cargo. Unfortunately, there have been a series of attacks in this session of Congress on such important cargo pref­ erence laws as the PL 480 programThe most serious of those attacks has been the amendment that Sen. Rudy Boschwitz (R-Minn.) attached to S. 822, the Agricultural Export Act. The amend­ ment would exempt Payment-In-Kind cargo from the provisions of the PL 480 program, even though such cargo clearly falls under the program's jurisdiction. In response to this move and others. Rep. Walter Jones (D-N.C.), chairman of the House Merchant Marine Committee, has introduced the Cargo Impelled Pref­ erence Act of 1983, which would strengthen and reaffirm this nation's existing cargo preference laws. Hoggs Bulk Bill SIU President Frank Drozak testified before the House Merchant Marine Sub­ committee on the Competitive Shipping and Shipbuilding Act of 1983, better laiown as the Eoggs Bulk Bill. The bill, which would stimulate construction of as many as 158 new vessels over the next 15 years, already has more than 100 co-sponsors in Congress. In addition. Sen. Paul Tiible (R-Va.) has introduced a similar bill in the Senate, where seven of his coUe^ues have added their names. The Boggs Bulk Bill is seen by most people in the maritime industry as being the only way of reversing the decline of the American-flag merchant marine. The SIU in particular has lobbied strenuously to get the bill passed. Last month more than 300 congressmen, industry represen­ tatives and maritime labor leaders at­ tended a seminar held at the Union's new headquarters in Camp Springs, Md. to coordinate efforts to secure passage of the Boggs Bill. These people, many of whom are instrumental in shaping public opinion, came away from the seminar with a better understanding of the problems facing the American-flag merchant marine and what needs to be done to turn things around. Deep Draft Ports •. • May 1983 The growth of this nation's coal ex­ porting industry has been stunted by the absence of adequate port facflities. Among other things, American ports are too shal­ low to handle the modem supertankers that are used by foreign countries to haul coal to their strategic reserves. In order to rectify that situation, five bills have been introduced in this session of Congress that would allocate federal funds to deepen this nation's ports. While the five biUs differ in some respects, all envision some role for the federal govern­ ment in the funding of this program. Betnm Receipt Six former heads of the Department of Labor serving under every president from John F. Kennedy to Jimmy Carter made public a letter they had written to Ronald Reagan about the devastating effects of unemployment. They did so only because the president had failed to acknowledge receipt of their letter, and they felt that his refusal to do so represented an affront to the 12 million people of tWs country who are unemployed. The former secretaries called the pres­ ent unemployment rate unacceptable, and urged the president to adopt an extensive jobs training program, especially since the slow pace of economic recovery will leave 11 million Americans unemployed a year from now. Three of the secretaries who signed the letter—John Dunlop, Peter J. Brennan and W. J. Ussery—served under Republican presidents. The other three were Arthur J. Goldberg, W. Willard Wirtz and F. Ray Marshall. Third Proviso The House Merchant Marine Subcom­ mittee reported out unanimously H.R. 1076, which seeks to close existing loopholds in the Jones Act. The Jones Act contains a little known loophole known as the Third Proviso which allows foreign-flag vessels to carry mer­ chandise between points in the continental United States and Alaska under certain limited circumstances. Until now, the Third Proviso has seldom been used. However, several companies have looked into the possibility of turning the Third Proviso into a vehicle for a large scale assault on the entire Jones Act, which protects do­ mestic commerce and shipping from unfair foreign competition. Rather than let that happen. Rep. Don Bonker (D-Wash.) has introduced this badly needed piece of legislation. GDSPajrliack The administration has formulated a schei^ to allow U.S.-flag operators in the foreign trade to compete in domestic trade routes if they pay back their Construction Differential Subsidies. Industry experts predict that such a move would create severe dislocations in domestic markets and could be disastrous for the domestic fleet. As mandated by law, the Department of Transportation is accepting conunents on the proposed rule change involving CDS paybacks. The SIU has recom­ mended that the proposal be withdrawn. So, too, has the House Merchant Marine Subcommittee, which sent a letter to the Department of Transportation. A fiiU House Merchant Marine Committee mark-up on the subject is expected shortly if the pro­ posal is not withdrawn. ^ May 1983/LOG/i '• :;r �'•1' ~ 'i ['i: ••i -\ t?''" i •'-' Ddgest of Ships Heetings ALEUTIAN DEVELOPER (SeaLand Service), March 27—Chairman Charles Dawson; Secretary C. A. Mel­ rose; Educational Director John Meidinger. No disputed OT. Copies of the most recent LOG were received and circulated. The chairman reminded crewmembers to read the LOG—that it is the best means they have of knowing what's going on in the Union. Everything in the steward department is running smoothly and in accordance with SlU standards. The educational . director urged all eligible crew to take advantage of the educational and up­ grading opportunities available at Piney Point. A motion was made to keep life survival suits aboard the Aleutian Developer. Due to the severe weather and the coldness of the Alaskan waters, the crew felt that survival suits would better protect them than would survival jackets in the event of an emergency. It was further suggested that those hands working the cargo be permitted to take coffee breaks every two hours. Also, due to the fact that there is only one head onboard the ship for the entire unlicensed crew, all hands were asked to take more pride in the sanitary conditions of the head and shower area. The steward department was given a vote of thanks for a job well done. ,*- I'' • k AMCO TRADER (American Coastal Lines), April 3—Chairman Al Whitmer; Secretary Roz Brown; Deck Delegate John C. Green. No disputed OT. An Executive Board Fact Sheet was received onboard and was read and discussed. The importance of do­ nating to SPAD was stressed, and crewmembers were urged to read the LOG to find out the latest Union news. The ship's chairman asked that Sea­ farers continue to promote and support their Union's programs. "Only by an ongoing, never let-up attitude concern­ ing our welfare, can the Union continue to function efficiently." All members also were urged not to listen to or be influenced by the "malcontents and do-nothing people in our midst." There are three kinds of Union men, the chairman continued. There are those who help make things happen, those who never make anything happen, and those who never know what happened. "Which one are you?" The ship is due to lay up for an undetermined period of time in New York at the end of this voyage. Repair lists have been turned in along with various suggestions about safety aboard the Amco Trader. One minute of silence was observed in memory of our departed brothers and sisters. AMCO VOYAQER (American Coastal Lines), March 9—Chairman N. Bryant; Secretary John E. Samuels; Deck Delegate David E. Hartman; \ Steward Delegate Curtis L. Broderax. No disputed OT. There is $20.80 in the ship's fund. The chairman reported that a meeting had been held with the jcaptain, and everybody who put in for ^ draw will receive it shortly after arWitf. A discussion was held regarding the Welfare Plan. One of the first 30/LOG/May 1983 purposes of forming the Welfare Plan for the SlU was to provide decent health care for seamen and their fam­ ilies. With that purpose in mind, the crew of the Amco Voyager are for­ warding to the Negotiating Committee their thoughts on the subject, including that every effort be made to upgrade dependents' benefits (out-patient, op­ tical, dental). The steward department was given a vote of thanks. One minute of silence was observed in memory of our departed brother Steve Browning who was one of the 31 men lost at sea when the Marine Electric capsized and sank off the coast of Chincoteague, Va. on Feb. 12. of donating to SPAD to help our Union fight for legislation which will increase the number of U.S.-flag ships and the number of U.S. seafaring jobs. He also urged crewmembers to write their con­ gressmen to ask for their support. Payoff is scheduled for March 22 in New Orleans. The repair list was posted and turned in to the captain. Some of the problems are that the ice machine is not making enough ice for the crew and that the vents in the pantry are not working. The crew was given a vote of thanks for their work during the voyage. One minute of silence was observed in memory of our departed brothers and sisters. Next port: New Orleans. COVE MARINER (Cove Shipping Inc.), March 19—Chairman Freddie Goethe; Secretary Terry J. Smith; Ed­ ucational Director C. Crowder; Deck The SlU offers these educational op­ portunities and it is to the advantage of Seafarers to make use of them. He also reminded the crew about the im­ portance of contributing to SPAD. The educatiorial director reported that there are several instructional tapes aboard ship on how to use tools, pumps and other equipment. These are available at all times and are important in in­ creasing the crew's awareness of safety—as are wearing the proper clothing and shoes. Several sugges­ tions were made. One was that va­ cation time should count toward retire­ ment. The other was that transportation on long flights should be business class rather than economy class. Thanks go to the deck gang for keeping the messhall and the recreation room clean, to the steward department, and to Chairman Glenn Miller for the great pool parties. Next port: Nagoya, Japan. NEWARK (Sea-Land Service), March 6—Chairman D, Manning; Sec­ retary J. Wright; Educational Director R. South; Deck Delegate A. Janacek; Engine Delegate C. Ball; Steward Del­ egate J. NIeto. No disputed OT. The chairman asked that all crewmembers check with the boarding patrolman at payoff. He also informed them that as of March 1, 1983, "B" books will only be able to stay aboard ship for a period of 125 days. Also, according to an agreement, all hands must be onboard one hour before sailirig time. The ed­ ucational director mentioned that he has Sea-Land safety and training films which are available for everyone's use. A vote of thanks was given to the steward department for a job well done. Next port: Seattle, Wash. ARECIBO (Puerto Rico Marine), March 20—Chairman J. Gomez; Sec­ retary H. Galicki; Educational Director S. Wala; Deck Delegate L. Morales; Engine Delegate G. Silva; Steward Delegate C. Gonzalez. No disputed OT or beefs. There is $180 in the ship's fund; ^me of the money is being used to send books to the Paul Hall Library and Maritime Museum at Piney Point. The chairman reported that all repairs have been taken care of by the chief engineer and chief mate. Copies of the latest LOG were received, read and discussed. The crew were urged to write their congressmen to ask for their support in passing the Boggs Bill. Crewmembers suggested that more movies be sent to the ship. At present they are only receiving ^out six per month; they would like at least 12. Apart from that, everything is running smoothly. Crew were asked to help keep the messhall and pantry clean at night and not to play movies after 10 p.m. because the baker's room is next to the messhall and he has to get his sleep. The ship will be paying off at the next port: San Juan, P.R. BALTIMORE (Sea-Land Service), March 20—Chairman G. R. Kidd; Sec­ retary George W. Gibbons; Educa­ tional Director W. J. Dunnigan. There was some disputed OT in the deck and engine departments. The ship's fund contains $15.25 which is being kept in the safe. A discussion was held regarding the decline of the merchant marine fleet since the Korean War. The chairman stressed the importance Delegate Clarence R. Wagner; Engine Delegate Ellis Young; Steward Dele­ gate Oliver A. Roberts. No disputed OT. The chairman reminded crew to make sure their beneficiary forms are up to date and on file, and that when , filling out dental forms, make sure the dentist puts his license number and social security number by his signa­ ture. A communication was received from headquarters regarding Presi­ dent Reagan's promises to revitalize the maritime industry^nd the reality of his failure to do so. It was read and posted, and the chairman stressed the importance of donating to SPAD to help support legislation which would be beneficial to the maritime industry. A repair list is to be given to all dele­ gates to fill out before payoff. Problems as of this date relate to the washing machine, the dryer, the drinking foun­ tains, and the question as to whose responsibility it is to exchange old video tapes for new ones. Next port: Mobile, Ala. OGDEN DYNACHEM (Ogden Marine), March 20—Chairman William L. Davis; Secretary Donnie Collins; Educational Director Joel Spell; Deck Delegate David W. Dinnes; Engine Delegate Joseph Spell; Stewards Del­ egate Stonewall Jackson. There was some disputed port tirrie in all depart­ ments. The treasurer reports that there is on\y $25 left in the ship's fund. The movies it buys are enjoyed by all—so contributions are welcome. A fact sheet was received from President Drozak. It pointed out the administration's promises to revitalize the maritime in­ dustry and how it has failed to carry out its promises. The chairman sug­ gested that each crewmember write their congressmen to ask for their sup­ port in rebuilding the merchant marine. The steward/baker also stressed the importance of donating the SPAD to help in this effort. The educational director suggested that QMEDs take advantage of upgrading opportunities at Piney Point. It will raise your pay scale as well as your knowledge. LNG GEMINI (Energy Transpor­ tation Corp.), March 29-Chairman Glenn Miller; Secretary Guy DeBaere; Educational Director L. Gordon; Deck Delegate A. C. Pickford; Engine Del­ egate W. Davidson; Steward Delegate R. Worobey. No disputed OT. The ship's fund, containing $250, is in safe­ keeping with the captain. The chair­ man reports that everything seems to be going well and that he has a good working crew this trip. The secretary urged all eligible crewmembers to attend upgrading courses at Piney Point. OGDEN LEADER (Ogden Ma­ rine), March 22—Chairman P. Butterworth; Secretary Vincent Sanchez Jr.; Educational Director Dyke Gardner; Deck Delegate Joseph W. Moore. No disputed OT or beefs. There is $20 in the ship's fund. Fifty dollars was spent on a booster for the crew's TV antenna, and $110 was supposedly left in safe keeping with the chief steward who is on vacation until mid-April. The chair­ man reported to crewmembers that he has asked SlU to increaise weekly benefits for seamen Who are unfit for duty. He also made the suggestion �Digest of Ships Nestings that when a seaman is sick and unfit for duty, he should be flown home and not have to ride the ship back to the States. The educational director re­ minded everyone about the upgrading opportunities available at Piney Point. A vote of thanks was given to the steward department for a job well done and for the good food. A special vote of thanks was given to Steve Spencer, BR utility, for the work he did helping out the deck department. PONCE (Puerto Rico Marine), March 20—Chairman R. Rivera; Secretary C. Rice; Educational Director D. Rowe; Engine Delegate R. E. Mealor. No disputed 01 or beefs. A letter from headquarters was received, read and posted. It concerned "B" book shipping regulations and stated that as of March 1, all "B" books can work only 125 days. Those who shipped before March 1 can stay onboard for 180 days. A discussion was held about the Welfare Plan. Since the Public Health Service hospitals closed, members feel they need a larger allowance for dental and optical claims. They also expressed the desire for ID cards with a number to be called to make it easier to get attention at out-of-the-way locations and on weekends and holidays. A brief discussion was also held as to whose duty it is to go aloft to change the lights. ROSE CITY (Apex Marine), March 27—Chairman P. H. Greenwood; Sec­ retary N. Evans; Educational Director W. Christopher; Deck Delegate M. Houlihan; Engine Delegate W. B. Butt; Steward Delegate R. R. Poovey. There was some disputed OT in the deck Tlepartment which will be taken up with the boarding patrolman at payoff. All criewmembers getting off were re­ minded to strip their bunks and clean their rooms for the next crew. The steward department was given a vote of thanks for a job well done. Next port is Bigstone, then on to Eagle Point for payoff. SEA-LAND INDEPENDENCE (Sea-Land Service), March 20—Chair­ man W. Mortier; Secretary Roy Thomas; Educationai Director M. H. OToole. No disputed OT. There is $10 in the ship's fund. The chairman reported that it has been a smooth voyage. He discussed the report from headquar­ ters about seamen with class "B," "A" or "CV" seniority ratings and talked about the Maritime Trades Department and Executive Board meetings in Miami. Crewmembers were asked to help their Union and the maritime industry by writing letters to their congressmen, uring their support for the upcoming maritime bills in the House and Senate. He also stressed the importance of donating to SPAD. The repair list will be given to the boarding patrolman. One minute of silence was given in memory of our departed brothers and sisters. Next port: Elizabeth, N.J. SANTA MARIA (Delta Steamship Una). March 13-Chairman M. Keeffer; Secretary M. Estridge; Educational Directbr H. Ulrich; Deck Delegate T. Anderson; Engine Delegate G. Hpopes; Steward Delegate Joe LaBeila. Eight hours of disputed OT in the deck de­ partment will be taken up with the boarding patrolman at payoff. There is $150 in the ship's fund—$100 from the last voyage and $50 for a pool early in this voyage. When the ship goes Into the port of San Francisco, the crew hope to get one washing machine and two new dryers which have been ordered. It was agreed that the food aboard the Santa Maria is good and well prepared, but the menus need variety. Also, it was* felt that loiid talking among the cooks should stop during meals. It is hoped that the films can be changed for the next trip; a collection will be taken up for this purpose. A vote of thanks went to Phil DeSett for showing his films in the rec room. Los Angeles is the next port, then on to San Francisco for payoff. LNG TAURUS (Energy Transpor­ tation Corp.), March 15— Chairman T. Brooks; Secretary R. F. Frazier; Educational Director D. Brass; Deck Delegate J. Davis; Engine Delegate D. Orsini; Steward Delegate C. Gallery. There is currently $1100 in the ship's fund. Some disputed OT was reported in the deck department in the form of penalty meals. They are awaiting a reply from headquarters on this matter. The chairman mentioned that they are also awaiting a reply from headquar­ ters about changing the number of sailing days from 120 to 125 so that Union members can collect their va­ cation. He spoke to the crew again about the serious consequences to those who are found possessing nar­ cotics, abusing liquor or conducting themselves poorly ashore or aboard the vessel. Capt. Sjokvist also spoke to the crew about the problem of nar­ cotics and stated that this should not be taken lightly since any member caught with the evidence or accused of possession will stand alone—^the company or the council will not get involved. It jeopardizes everyone's job and he said he personally would push to have their papers suspended. A new washing machine has been in­ stalled in the crew laundry. It has been requested that no one come to the messhall without socks or wearing a hat. They were also asked to keep radios at a reasonable level and to use ear phones when possible. Another suggestion made was that crew not use outer service doors on upper decks after sundown. It breaks the vacuum for the air conditioning and is noisy to those trying to sleep. A vote of thanks was given to the steward for all the little extras he has provided during the voyage. One minute of silence was observed in memory of our departed brothers and sisters. Heading out to Nagoya, Japan; Arun, Indonesia; and Tobata, Japan. SEA-LAND CONSUMER (SeaLand Service), March &—Chairman Jack Nelson; Secretary Lee de Parlier; Educational Director Herbert P. Calloe; Deck Delegate Pete Scroggins; En­ gine Delegate Elkin Kent; Steward Del­ egate John Bellamy. No disputed OT. Everything is running smoothly. The crew has received a radio for the messroom, which they have been asked not to play loudly or during meal hours. A repair list has been drawn up to be given to the boarding patrolman at payoff. It includes a new washing ma­ chine and a new television. Crewmem­ bers also plan to ask the patrolman to reinstate the number of films per voy­ age to 10; the company had cut this number to eight. They would also like to improve the quality and variety of films. A discussion was held about the present medical coverage for mem­ bers and their families. There was a great deal of dissatisfaction expressed and a request to the Union to improve these benefits. One minute of silence was obsen/ed in memory of our de­ parted brothers and sisters—and to those who lost their lives in the sinking of the SS Marine Electric off the coast of Virginia on Feb. 12. Stopping next in Port Everglades, Houston and New Orleans. SEA-LAND EXPRESS (Sea-Land Service), March 15—Chairman A. Lesnansky; Secretary Ken Hayes; Edu­ cational Director J. Atchison; Steward Delegate Alfred L. DeSimone. No dis­ puted OT or beefs. There is $25 in the ship's fund. The ship's reporter spoke to the crew about the bills currently before the House and Senate (which were explained in the February LOG). He also urged that members write their congressmen to lend their support to these bills. Addresses can be obtained from the steward. "B" books were reminded that they now are allowed only 125 days per ship or one round trip. The chairman asked that all hands getting off at the next port clean their rooms. He also stressed the impor­ tance of contributing to SPAD. Next port: Elizabeth, NJ. LNG VIRGO (Energy Transporta­ tion Corp.) March 19—Chairman Fred Pehler; Secretary Larry Dockwiller; Deck Delegate Thomas Roads. No disputed OT or beefs. The ship's chair­ man once again brought up the subject of the drug scene in Indonesia, partic­ ularly with regard to marijuana. He stressed the importance of keeping away from any activity of this kind. The secretary reported that LOGs are being received regularly, but he would also like to receive some self-addressed envelopes to headquarters as well as some ships' minutes forms. Crew were reminded that as of March 1, all "B" seniority members can sail only for 125 days before being pulled off. The question was asked as to how this ruling will affect the LNG ships and how it will affect a seniority non-entry rating. Next port: Osaka, Japan. Si' tl WALTER RICE (Reynolds Metals Co.), March 6—Chairman E. LaSoya; Secretary Larry Ewing; Educational Di­ rector N. Rivas; Deck Delegate John A. Chestnut; Engine Delegate H. G. Elwin. No disputed OT. A letter from headquarters was read and posted regarding the regulations for "B" and "C" books. The captain told the crew that he does not know about relief in Philadelphia, but he will try to get relief for those men to whom time off is due. This problem will be discussed with the boarding patrolman. The secretary reported that everything is running pretty smoothly. Several items are needed, however. One is a hot water pot for the crew messhall; the other is that the ship needs to be sprayed for roaches. Next port; Philadelphia. Official Ships minutes were also re­ ceived from the following vessels: COVE COMMIIIICATOR OELVIEimi HIWMO ROniDGE WMMEnE MSER LEADBI PMDEOFTEUIS PUBmiUCO RMMBI SAOTABMBJUU SEOniE SEA4JUID CHJUUnON SEA4JU» FOEEDOII SEMiMO MAIMER WUIAMHOOrai .7 I Monthly Membership Meetings Port New York Philadelphia Baltimore Norfolk Jacksonville Algonac Detroit Houston New Orleans Mobile San Francisco Wilmington Seattle Piney Point San Juan St. Louis Honolulu Duluth JefFersonville Gloucester Jersey City Date Monday, June 6..... Tuesday, June 7 .Wednesday, June 8.. Thursday, June 9.... Thursday, June 9.... Friday, June 10 Friday, June 10 .Monday, June 13 — Tuesday, June 14..., Wednesday, June 15 .Thursday, June 16.. Monday, June 20... .Friday, June 24 Friday, June 10 Thursday, June 9. .Friday, June 17 Thursday, June 9. Wednesday, June 15 Thursday, June 16. Tuesday, June 21 Wednesday, June 22 Deep Sea Lakes, Inland Waters 2:30 p.m. 2:30 p.m. 2:30 p.m. ...9:30 a.m. ;.....,.2:00 p.m. ......^ 2:30 p.m. ..:... 2:30 p.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. May 1983/LOG/31 4 s' �•SiSiSSSii , Jt:rf ' '- -vr ri^i-.,-' .-.i? ., -•^i ••• ,• •, Brothers Finally Meet SlU Helps Seafarer Capraro End 48-Year Separation ' 'V: ft- il ai,:. fr •?: t ••11'• vVfi > W 111 i • Eugene Capraro made some close friends during his years in the SIU's "Brotherhood of the Sea,'/' maybe even some he thought of as brothers. But dur­ ing his entire life, the 48-yearold Seafarer had never seen his real brother. When Capraro's mother died during childbirth in 1935, he was placed in an orphanage and his brother was adopted by an aunt. Forty-eight years later their sep­ aration ended on Feb. 3 when Capraro walked through a gate at Reno, Nev.'s Cannon Inter­ national Airport and threw his arms around his big brother, A1 Williams. It wasn't an easy reunion to arrange. It took a 20-year search on Williams' part, help from the Salvation Army and a plane ticket from the SIU for Capraro, . . . ,1 1 covered he had a brother when he enlisted in the Army in 1952 and saw that his birth certificate listed him as the second son of a deceased mother. One day 25 years ago, Williams' stepmother casually mentioned that he had a brother. It would be a long time before the search was over. "I stopped looking because I didn't know his real last name. For a long time I looked under the name Capraro," the seafar­ ing brother explained. Williams, on the other hand, knew his brother's last name, but his search proved fruitless. SIU member Eugene Capraro (I.) The problem, he discovered last and his brother A! Williams. "It was like a dream. I thought year was that he had the wrong I'd never find him," Williams spelling. Finally a trip to a Rhode Is­ said after the reunion. Both men had known for many land orphanage got the spelling years that the other one was out and a visit to Capraro's birth­ there somewhere. Capraro dis­ place produced his birth certif­ who hadn't sailed since last Oc­ tober. Renfro Duke "Red" Hall, 66, joined the SIU in 1942 in the port of Baltimore sailing as a chief stew­ ard for Waterman Steamship Co. from 1960 to 1971. Brother Hall was bom in Tampa and is a resident of Houston. Deep Sea Joseph A. Bucher, 65, joined the SIU in the port of New York in 1951 sailing as an AB. Brother Bucher also sailed during World War II. He was born in Stutton, Pa. and is a resident of Brooklyn, N.Y. Lavern Coats, 61, joined the SIU in the port of New Orleans in 1959 sailing as a FOWT. Brother Coats is a veteran of the U.S. Navy in Wbrld War II. He was born in Nishaba. Miss, and is a resident of Florence, Miss. Francesco "Frank" Fraone, 54, joined the SIU in 1946 in the port of Baltimore sailing as a chief stew­ ard. Brother Fraone hit the bricks in the 1961 Greater N.Y. Harbor beef. He also sailed during World War II and is a post-war PFC veteran of the U.S. Marine Corps' Air Casual Sqd. 11, Cherry R., N.C. where he eamed the Good Conduct Medal. Seafarer Fraone was born in Bayonne, N.J. and is a resident of Kenner, La. icate. Th<»Ti Then hp. he ffnt got in in toucl touch with the Salvation Army's Missing Persons Division, which with the help of Social Security rec­ ords tracked Capraro down. A letter was sent to "contact your brother if you care to." "I thought it was a trick when I first received the letter. But I thought, 'What the heck,' and followed through with a phone call to the Salvation Army. They gave me the information I needed to get in touch with my brother," Capraro recalled. He had a problem. He hadn't sailed for four months and couldn't afford a trip to Reno. That's where the SIU stepped in. Capraro contacted Martin Vittardi, the SIU's Cleveland field representative. Vittardi (Continued on next page.) Owen Herschel Herring, 63, joined the SIU in 1949 in the port of New York sailing as an LNG AB. Brother Herring helped to organize Cities Service and the Atlantic Refining Co. from 1948 to 1954. He hit the bricks in 1961 Greater N.Y. Harbor beef. Seafarer Herring was born in Elkton, Va. and is a resident of Bunker Hill, W.Va. Recertified Bosun Joseph M. RIchburg, 65, joined the SIU in the port of Mobile in 1963. Brother Richburg began sailing in 1946. He was born in Bay Minette, Harry Kopel Kaufman, 64, joined Ala. and is a resident of Irvington, Ala. the SIU in the port of New York in 1953 sailing as an AB. Brother Kauf­ Frank Joseph Schandl, 55, joined the SIU in 19^ man was born in Brooklyn, N.Y. and in the port of New York sailing as a bosun. Brother is a resident of New Hyde Park, Schandl was an alternate for the Union's Recertified Bosuns Program in April 1976. He also sailed duririg N.Y. the Vietnam War and inland for G & H Towing in 1976. Seafarer Schandl is a veteran of the U.S. Navy in World War II. Born in the Bronx, N.Y., he is a Chester Lee Owen, 69, joined resident of Brookshire, Texas. the SIU in the port of Houston in Guildford Rayburn Scott, 63, joined the SIU in 1953 sailing as a FOWT. Brother 1948 in the port of Mobile sailing as a bosun. Brother Owen began sailing in 1946. He Scott was born in the British West Indies and is a was born in Atlanta, Ga. and is a resident of El Monte, Calif. resident of Sacramento, Calif. Vincent Young, 67. joined the SIU in the port of New York in 1963 sailing as a chief cook. Brother Young was born in Japan and is a resident of Houston. Frank Albert Radzvlla, 69, joined the SIU in 1938 in the port of New York sailing as a chief steward. Brother Radzvila was born in Ash­ ley, Pa. and is a resident of Houston. Atlantic Fishermen Samuel Joseph Pallazola, 64, joined the SIUmerged Atlantic Fishermen's Union in the port of Andrew Garatcho Ygama, 65, Gloucester, Mass. sailing as a fisherman from 1948 joined the SIU in the port of New to 1983. Brother Pallazola is a resident of Gloucester. York in 1953 sailing as a cook. Brother Ygama started sailing in 1947. He was born in the Philippines and is a resident there in Novaliches. Norman Alton Small, 60, joined the Union in the port of Detroit in 1960 sailing as an AB aboard the Marion R. Flla, 59, joined the SIU in the port of SS Henry La Uberte from 1954 to 1970 and for New York in 1961 sailing as a bosun. Brother Fila Kinsman Lines from 1948 to 1982. Brother Small w^ was born in Poland and is a naturalized U.S. citizen. born in Duluth, Minn, and is a resident of Mountain Lake, Minn. He is a resident of Wilmington, Calif. Great Lakes Jack Bryan Gardner, 60, joined the SIU in 1943 in the port of Bal­ timore sailing as an AB for SeaLand Service. Brother Gardner was born in Memphis, Tenn. and is a resident of New Orleans. 327 LOG/May 1983 �3; •3 • - ,i' U- Former SHLSS Trainee Earns Maryland College Degree While Upgrading by David Englehart, E-440 I want to thank all the people at the Seafarers Harry Lundeberg School of Seamanship for the help and encouragement I received while I was working for my Associate in Arts degree at Charles County Community College. I have now completed the studies that I started as a trainee in the spring in 1981. The SHLSS-CCCC and GED programs are open for all Sea­ farers to gain the education that will become increasingly impor­ tant in today's competitive world. Those Seafarers who have already attended SHLSS or an­ other college may be closer to­ ward a degree than they realize. I never felt a greater sense of pride and accomplishment than when I received my degree. I urge all Seafarers to look into the possibility of obtaining their GED or college degree from the Lundeberg School. BALTIMORE, MD. Kaplan, Heyman, Greenberg, Engelman & Belgrad Sun Life Building Charles & Redwood Streets Baltimore, Md. 21201 Tele. # (301) 539-8967 CHICAGO, ILL. Katz & Friedman 7 South Dearborn Street Chicago, III. 60603 tele. # (312) 263-6330 David A. Englehart receives his Associate in Arts degree from Jackie Knoetgen, dean of education at the Seafarers Harry Lundeberg School of Seamanship. Englehart sails with the steward department and is upgrading his skills by attending the school's 2nd cook and baker course. Our champ coin (mostly easily serve as the basis for a Chinese) collector, AB P.M. book on world chopmarks. It Rose of the M/V Senator (Car­ was that well done. (The creator ibbean Coordinated Transport) actually has written a manu­ and Ft. Lauderdale, Fla., had a script for such a book, based on very busy and productive sea­ his years of effort in this field.)" A letter to the editor in the son lately exhibiting his unique same paper from Cleal Palke of collection. Brother Rose won the Best Shreveport, La. said: "Conof Show Award for his coin l^atulations are in order for exhibit "The Wonderful World everyone connected with NICE of Chopmarks" on Nov. 19-21, . . . Most especially congratu­ 1982 at the Blue Ridge Numis­ lations to P.M. Rose for his fine matic Assn. (BRNA) Conven­ tion in Birmingham, Ala. The BRNA is a member of the (Continiied from page 32.) American Numismatic Assn. An editorial in the "World went to work and helped ar­ Coin News" of lola. Wis. read: range the trip and pay for Ca"... At the Numismatics In­ praro's expenses. The two men discovered that ternational Coin Exposition (NICE) in Dallas (Texas) Nov. during their 48-year separation 12-14, there was presented one they had crossed paths several of the really great displays of times. In Vietnam, Capraro was the past few years—P.M. Rose's aboard an SlU-contracted ship five-case exhibit of 'Chop- delivering supplies while Wil­ marked Coins of the World.' liams was serving in the Marine The pioneering display could Corps there. They had both public exhibition of chopmarked coins of the world!" Seafarer Rose won second prize in foreign coins on Jan. 48 at the Florida United Numis­ matics Convention in Orlando, Pla. He also had a non-compet­ itive exhibit on Jan. 11-14 at the Greater Miami (Pla.) Interna­ tional Coin Convention. He couldn't compete because his exhibit won Best of Show in 1982. Brothers Are United After 40 Years sailed to Okinawa in 1969, Wil­ liams aboard a Navy vessel and Capraro on a merchant ship. Capraro even spent a year in Reno, but his brother was in California at the time. Now, thanks to many people and the SIU, Capraro and Wil­ liams know where the other lives, and it won't be another 48 years before they meet again. Report for Great Lakes Port Algonac. Port Algonac. Pott Algonac Port Algonac Totals All Departments *T0T«.REQB™ED All Groups Class A Class B Class C 76 — In the event that any SIU members have legal problems in the various ports, a list of attorneys whom they can consult Is being published. The member need not choose the recom­ mended attorneys and this list Is In­ tended only for Informational pur­ poses: NEW YORK, NEW YORK Schulman & Abarbanel 358 Fifth Avenue New York, New York 10001 Tele. # (212) 279-9200 Able-Seaman Rose Wins Coin Show Top Prize APRIL 1-30, 1983 Legal Aid '41 36 5 5 13 2 1 31 23 4 206 34 11 TOTAL SHIPPtD "REOISTCMP OM OEACH All Groups All Groups Class A Class B Class C Class A Class B Cla^ C DECK DEPARTMENT 98 16 0 56 6 2 ENGINE DEPARTMENT 46 9 0 33 5 6 STEWARD DEPARTMENT 22 3 0 10 3 1 ENTRY DEPARTMENT 0 0 0 61 36 W 10 SO 168 28 ® DETROIT, MICH. Victor G. Hanson 19268 Grand River Avenue Detroit, Mich. 48822 Tele. # (313) 532-1220 GLOUCESTER, MASS. Orlando & White 1 Westem Avenue Gloucester, Mass. 01930 Tele. # (617) 283-8100 HOUSTON, TEXAS Archer, Peterson and Waldner 1801 Main St. (at Jefferson) Suite 510 Houston, Texas 77002 Tele. # (713) 659-4455 & Tele. # (813) 879-9842 LOS ANGELES, CALIF. Fogel, Rothschild, Feldman & Ostrov 5900 Wilshire Boulevard, Suite 2600 Los Angeles, Calif. 90036 Tele. # (213) 937-6250 WILMINGTON, CAUF. Fogel, Rothschild, Feldman & Ostrov 239 South Avalon Wilmington, Calif. 90744 Tele. # (213) 834-2546 MOBILE, ALA. Simon & Wood 1010 Van Antwerp Building Mobile, Ala. 36602 Tele. # (205) 433-4904 NEW ORLEANS, LA. Barker, Boudreaux, Lamy, Gardner & Foley 1400 Richards Building 837 Gravier Street New Orleans, La. 70112 Tele. # (504) 586-9395 PHILADELPHIA, PA. Kirschner, Walters, Willig, Weinberg & Dempsey Suite 110 1429 Walnut Street Philadelphia, Pa. 19102 Tele. # (215) 569-8900 ST. LOUIS, MO. Gruenberg, Sounders & Levine Suite 905—Chemical Building 721 Olive Street St. Louis, Missouri 63101 Tele. # (314) 231-7440 SAN FRANCISCO, CALIF. John Paul Jennings Henning, Walsh & Ritchie 100 Bush Street, Suite 440 San Francisco, Calif. 94104 Tele. # (415) 981-4400 SEATTLE, WASH. Davies, Rok>erts, Reid, Anderson & Wacker 100 West Harrison Plaza Seattle, Wash. 98119 Tele. # (206) 285-3610 TAMPA, FLA. Hamilton & Douglas, P. A. 2620 West Kennedy Boulevard Tampa, Florida 33609 Tele. # (813) 879-9842 May 1983/LOG/33 ' ViA I • il: �m New Jobs, New Ships the 70s For 5f Mergers Mark SlU ^ A&bifrT>%'^4^.' • - By John Bunker A •.; .<• • . i.i V rr M ri i ' Yv-y •f, 'llJ I ' I f •'. -. 'i.' ij- u pi. ^IIH: •; iii; • •i ,1; S THE DECADE of the 1970s began, the Vietnam War was coming to an end, terminating one of the most stu­ pendous sealifts in world his­ tory. Hundreds of SIU men had taken part in this ocean trans­ port which, according to the Military Sealift Command (MSEC), had delivered more than 85.7 million tons of arms and supplies from the United States to the war zone, plus 16 million tons of oil and gasoline for tanks, trucks, planes, sWps, generating plants and civilian use. Tugs and barges moved an­ other 2 million tons of rock for building docks, roads and air­ fields. By September 1965, the MSLC had assigned 31 reactivated Vic­ tory ships to SIU operators and from then to the end of the war, close to 100 SlU-manned freighters had made the Viet­ nam run, including many berthline packets such as the Topa Topa, Fairport, and Robin Trent, diverted from regular runs for war service. SIU ships with heavy lift gear delivered tanks, barges, tugs, pile drivers, huge earth moving machines and other equipment, t Sea-Land's S.S. Azalea City was a pioneer in the transport of ammunition by delivering 226 containers full of bombs and artillery shells. The loading was done in Concord, Calif, in only 16 hours! After the war SIU ships helped to bring back some 200,000 tons of military supplies. The 1970s began with the U.S. Department of Justice indicting several top SIU officials for making allegedly illegal cam­ paign contributions, although the money had been duly reported to appropriate offices in the House and Senate. The indict­ ments were set aside in June 1972 by a U.S. District Court judge in Brooklyn. i • ^ . iii '15-w ••4tl ; ("! • •; 5.- '.'-IP V 'p: 'l|4 r. jHv.- I I :4' Ptr 'ji: 11: rV Super Ships The decade will be remem­ bered for the advent of "super" ships and then "super-super" ships as every new giant to join the SIU fleet was soon followed by one even bigger. P Jf m 34/LOG/May 1983 197IT Also in the picture are, from Rep. Gerald R. Ford (R-Mlch.) addressing the 15th SlUNA secretary-treasurer. left: Howaid Sohulman, general counsel; Paul Hall, president, and Al Ke , In October of 1972 the first of Sea-Land's SL-7, 33-knot North Atlantic express container ships, the Sea-Land Galloway, went into service, speeding across the North Atlantic from New York to northern Europe in an amaz­ ing four and one-half days. She was followed by seven sister ships, all with SIU crews. Sky­ rocketing fuel costs caught up with these fuel guzzlers and they were dumped by Sea-Land in favor of more economical diesel ships years before they would have become too old for service. In 1973 an SIU crew took out the 893-foot barge carrier (LASH) Delta Mar in New Or­ leans, the first ship to be built under the Merchant Marine Act of 1970. Also in 1973 the Union crewed up the S.S. Brooklyn, the first of several giant tankep built at the Seatrain shipyard in Brooklyn. She was the largest merchant ship to be built in the United States, measuring 1,094 feet overall. Shortly after this the SIU crewed up the 80,000ton oil-bulk-ore (OBO) carrier Ultramar in San Diego, the larg- est ship ever built on the Coast. Then came the 265,000 tonner Ma^achusetts, P"t o Baltimore. Topping it aU in 1979 was the tanker Atlantic, at 390,000 tons the biggest vessel ever built in the Western hem­ isphere. Ships were also getting bigger on the Great Lakes with the 1,000-foot-long, $50 million In­ diana Harbor going into service with an SIU crew in 1979. The decade saw many new boats on the inland waters, such as the 200-foot Dick Conerly, capable of pushing 30 barges. In 1978 the SIU crewed up 45 new ships, tugs and towboats. In June of 1977 an SIU crew sailed the first U.S.-built LNG (liquified natural gas) carrier, the 936-foot, $120 million Aquarius. She was the first of a fleet of LNG ships to be crewed by SIU sailors trained for these highly specialized jobs at the Seafarers Harry Lundeberg School of Seamanship, Piney Point, Md. SIU sailors made headlines in May of 1975 when Cambodian gunboats seized Sea-Land's container ship Mayaguez ^ miles off the coast and forced it to anchor at Koh Tang Island, where the crew were taken off and put aboard fishing boats. The seizure sparked a bloody retaliation by a Marine-NavyAir Force task force in which 15 Americans were killed and 50 wounded. The 39-man crew of the Mayaguez were picked up unharmed from a Thai fishing boat, and the Mayaguez was released. Members Bring Strength Probably the most important events of the decade were the mergers of the Inland Boat­ men's Union (IBU) in 1976 and the Marine Cooks and Stewards (MC&S) in 1978 into the SIU's Atlantic and Gulf District (AGIWD). The IBU merger, said Presi­ dent Paul Hall, "brought two strong unions into one family, for increased strength to deal with the many vital areas of Union concerns." For the IBU it brought numerous benefits, including the Lundeberg School training facilities and the first vacation plan ever negotiated in the inland waterway industry. In 1977 the executive board of the SIU's AGIWD proposed a merger with the Sailors Union of the Pacific, the Marine Fire­ man (MFOW) and the M^ne Cooks and Stewards. Object: "to combine resources for more effective efforts on behalf of Union members and the indus­ try." The need was obvious. In 1959 the West Coast unions had New hiring halls were being opened around ttie '<> 111® 134 ships. By 1977 the fleet had increased shipping trade. Shown here Is the hall in Jacksonville, Fla. (Continued on next pi^*) �(Continued from page 34.) shrunk to 54 and was slated for further diminution. Hundreds of jobs had been lost. Ed Turner, head of the MC&S, pointed out this disastrous trend to his members and emphasized the advantages of a merger for his sailors and pensioners and for the future of the Union. Following Turner's leadership, the MC&S voted 2,223 to 109 for the merger. The SIU memr bership supported it in equally overwhelming fashion. "By this merger," said Turner, "our members can share in the only growth in the industrythe area in which the AGIWD has been successful." "For the first time in the his­ tory of the maritime labor move­ ment," said the Seafarers LOG, ''shipboard jurisdiction be­ tween East and West Coasts is joined together." Several years later, in 1981, the merger process continued when the SIUNA-affiliated Mil­ itary Sea Transport Union Transportation Security Act of 1974. For more than a quarter of a century Paul Hall and the SIU had been fighting for more oil imports in American ships as a means of building up the U.S.flag fleet and providing thou­ sands of jobs for American sea­ men. The logic was simple. The United States has been the world's largest importer and consumer of petroleum yet U.S.flag ships have been carrying a mere fraction of this vast ton­ nage. In 1965, when the SIU launched its oil quota battle, 55 percent of imported oil was coming in Panamanian and Liberian ships owned by American oil companies. The situation did not vary much over the years. The 1974 act provided that U.S.-flag ships would carry 20 percent of imported oil, increas­ ing to 25 percent in 1975 and 30 percent in 1976. The Maritime Administration estimated that this would require construction ... i.»is s.''" -k. r;,!.' If all SIU Lakes ships as they pass down the St. Clair River. New hiring halls were also opened in Houston and Jacksonville. There was good news for SIU sailors in 1973 when Hudson Waterways won a government contract to operate 13 tankers for the Military Sealift Com­ mand. More than 400 jobs were involved. There was also good news when Delta S.S. Company took over 13 Prudential ships on the South American run, doubling the size of Delta's SIUof 100 new tankers by 1985! The manned fleet and providing many bill passed overwhelmingly in more jobs. both the House and Senate but And of course 1978 was a very was unexpectedly vetoed by good year, with new contracts President Gerald Ford in the that brought an increase in wages waning days of the congres­ and vacation benefits. sional session. The achievements of the SIU during the 1970s, starting with Jobs, Halls and Contracts the signing of the Merchant Ma­ The SIU logged many other rine Act of 1970 by President achievements during the 1970s. Nixon, were a tribute to the In 1978 a new hall was opened untiring efforts of Paul Hall who in Algonac, Mich., strategically had led the Union as secretaryplaced to service 90 percent of treasurer and as president for A History of the SIU Part xxvi merged with the SIU's Atlantic, Gulf, Lakes and Inland Waters District. This, said SIU Presi­ dent Frank Drozak, was "an­ other key step toward achieving labor unity and revitalizing the maritime industry." TheFordVeto The year 1974 is especially historic in the annals of the SIU for the tremendous victory which the Union and its friends won in Congress with the Energy 4.- In 1973 the SIU crewed up the S.S. Brooklyn, the largest merchant ship to be built In the United States and the first of several tankers built at the Seatrain shipyard in Brooklyn. more than 30 years and had become America's "Mr. Mari­ time," the voice of the maritime industry. Soon after the eventful '70s came to an end, Paul Hall be­ came ill and was hospitalized. He died in June of 1980. "We lost this battle," Hall said of the Energy Transporta­ tion Security Act, "but we will be in there fighting for oil im­ ports on American ships again and again and again." "This war is never over," says SIU President Frank Dro­ zak. "You lose one'battle and you get set for another one. The fight for more oil and bulk im­ ports under the U.S.-flag will continue in every session of Congress until we win. It's vital for the American merchant manne. Coming Paul Hail: The Man for the '70S Part XXVII Frank Drozak; The '80s and Beyond Part xxviii •a> •••Ji' The Sea-Land Galloway sails under New York's Verranzano Narrows Bridge in to inaugurate the SIUservice. She was tt,e first of Sea-Land's North Atlantic expre^ container ships. May 1983/LOG/iS V-. ..1 • . �Help .-V-L- A Friend ./ Deal With Alcoholism '"-X'f: •r Alcoholics don't have friends. Because a friend wouldn't let another man blindly travel a course that hie to lead to the destruction of his health, his job and his family. And that's where an alcoholic is headed. Seafarer by the arm and guide '7! ^l:r' E'.r If fS Alcoholic Rehabilitation Center in Valley Lee*,, * , Once he's there, an alcoholic SIU member Will receive the care and counseling he needs. And he'll get the support of brother SIU members who are fighting the JH* tough battle he Is hack to a healthy, productive alcohol-free life. • i- The road back to sobriety is a long one for an alcoholic. But because of ARC, an alcoholic SIU member do^n t have to travel the distance alone. And by Sliding a brother Seafarer in the direction of the Rehan cenier, you'll be showing him that the first step back to recovery is only an arm's length away. 36/LOG/May 1983 ^ j 1 records will be kept strictiv confidential, and that the> will not be kept { anywhere except at The Center. | j j j ,^ 1 , { I 1 , j__^ BookNo... (Street or RFD) (CUy) (State) Telephone No Star Route Box 153-A vaiiey Lee, Md. 20692 hours-a-day, ooi) m-ooio , — | , ...... |' (Zip) I ^ , | I .} 1 �•rmMH • >• 0FI^ 4 Deep Sea rs Pensioner Manuel Church, 84 passed away on March 29. Brother Church joined the SIU in 1938 in the port of New Orleans sailing as an oiler. He was born in Bolivia, and was a resident of Waterproof, La. Surviving is his widow, Ame. Pensioner Frank Fandino, 83, died on April 7. Brother Fandino joined the SIU in the port of New York in 1950 sailing as a FOWT. He was bom in Spain and was a resident of Brooklyn, N.Y. Surviving are his widow, Miguelina and a daughter, Mrs. Cimmino of New York City. Pensioner William L. Femwood, 79, passed away on Dec. 29, 1982. Brother Femwood joined the SIU in 1947 in the port of Seattle sail­ ing as an AB. He was bom in The Netherlands and was a naturalized U.S. citizen. Seafarer Femwood was a resident of Bremerton, Wash. Sur­ viving is his widow, Pauline. • Pensioner Johnnie Lee Hodges, 63, died on March 28. Brother Hodges joined the SIU in 1946 in the port of Norfolk sail­ ing as a chief cook. He was bora in North Carolina and was a resident of Virginia Beach, Va. Sur­ viving is his widow, Sybil. Pensioner Wiley Buck Hudgens, 85, passed away on March 18. Brother Hudgens joined the SIU in 1947 in the port of Norfolk sail­ ing as a chief pump­ man. He also sailed during World War II. Seafarer Hudg­ ens was bom in West Virginia and was a resident of South Charleston, W.Va. Surviving are his widow, Ella and his daughter, Mrs. Sibyle Jean Vent. Pensioner Grady Paul Lewis, 68, died on April 6. Brother Lewis joined the SIU in 1945 in the port of Mobile sailing as a bosun. He was bom in Dothan, Ala. and was a resident of Atmore, Ala. Surviving are his widow, Carrie and a daughter, Gladys. •1# •«: ' Pensioner Kristian Korneliusen, 81, died on April 12. Brother Korneli­ usen joined the SIU in 1938 in the port of New York sailing as a deck maintenance on the SS Robin Wentley (Robin Line) in July 1942. He was born in Norway and became a naturalized U.S. citizen in 1933. Sea­ farer Komeliusen was a resident of New Orleans. Surviving are two sis­ ters, Mrs. Walter (Evelyn) Harris and Mrs. Antoinette Harris, both of New Orleans. Pensioner Joseph Clement Lewallen, 64, succumbed to a heart attack on Rt. 6, Asheboro, N.C. on Sept. 29, 1982. Brother Lewallen joined the SIU in 1947 in the port of New York sailing as both a chief mate and 3rd engineer. He graduated from the Union-MEBA District 2 School of Engineering, Brooklyn, N.Y. in 1968. Seafarer Lewallen was bom in Ala­ mance County, N.C. and was a resi­ dent of Asheboro. Burial was in Oaklawn Cemetery, Asheboro. Surviving are his widow, Dantzler; three daugh­ ters, Sarah, Mary and Carolyn, and a sister, Mrs. Vance Welbom of Ashe­ boro. Pensioner Hugo Loorents, 75, suc­ cumbed to cancer in the North Miami (Fla.) General Hos­ pital on Jan. 22. Brother Loorents joined the SIU in 1942 in the port of Tampa sailing as a chief electrician. He was bora in Estonia, U.S.S.R. and was a resident of Miami. Cremation took place in the Grove Park Crema­ tory, Miami. Surviving is his widow, Rosalie. Pensioner Asterio Ddgado Muentes Sr., 67, died of heart fail­ ure at home in New Orleans on March 20. Brother Muentes joined the SIU in 1945 in the port of New York sailing as a BR utility. He also sailed during World War II. Seafarer Muentes was bom in Ecuador and was a naturalized U.S. citizen. Burial was in Lake Lawn Park Mausoleum, New Orleans. Sur­ viving are his widow, Margareta; two sons, Asterio Jr. and Carlos, and two daughters, Estella and Natalia. Pensioner and Re­ certified Bosun Al­ bert Oromaner, 74, passed away on March 3. Brother Oromaner joined the SIU in 1946 in the port of New York. He was a karate teacher for the San Francisco Police Department. Seafarer Oromaner was bom in New York and was a resident of San Francisco. Surviving are his widow, Margaret; a daughter, Mrs. Bemette Mandracchia, and a sister, Mrs. Gertmde Hartman of Levittown, Pa. Pensioner Aubrey S. Parsons, 81, suc­ cumbed to heart dis­ ease in Norwood, Mass. on Feb. 22. Brother Parsons joined the SIU in 1939 in the port of Boston, Mass. sail­ ing as a waiter. He was born in Jamaica and was a resident of Roxbury, Mass. Interment was in Mt. Hope Cemetery, Mattapan, Mass. Surviving are his widow. Amy; a son, Carlyle of Sharon, Mass., and a daughter, Mrs. Helene M. Gaines of Boston. Pensioner James Rueben Prestwood Sr., 64, died on April J 18. Brother PrestT Joined the SIU in 1945 in the port of Mobile sailing as a chief steward. He was bora in Ala­ bama and was a resident of Mobile. Surviving are his widow, Minnie; a son, James R. Jr.; three daughters, Alice, Frances and Clara, and a grand­ son, James Lee. Pensioner Walter Hendrick Stovall, 77, passed away from a heart attack in the Lutheran Medical Center, Cleveland, Ohio on April 2. Brother Stovall joined the SIU in 1939 in the port of New York sailing as a bosun. He began sailing in 1929 and sailed during World War II. In 1946, Seafarer Stovall received a Let­ ter of Commendation for his war serv­ ice from President Harry S. Tmman. Bora in Cleveland, he was a resident there. Burial was in West Park Cem­ etery, Cleveland. Surviving are a sis­ ter, Mrs. Lane Heidbek of Cleveland and three nieces, Mrs. John Moore of Parma, Ohio, Mrs. Mildred Spenzer of New Orleans and Mrs. Edna Mangan. Marshal Booker, 49, died of a heart attack aboard the SS Point Vail (Point Shipping) and was taken to Rorida Keys Memorial Hospital, Key West, Fla. on Jan. 27. Brother Booker joined the SIU in the port of Houston in 1959 sailing as a chief cook. He was bom in Lyons, Texas and was a resident of Houston. Interment was in the Lyons Cemetery. Surviving are his widow, Joyce; a daughter, Deirdre; his mother, Adell; a brother, Willie (all from Hous­ ton), and a sister, Mrs. Roy (Maggie) Arcemeaux of St. Martinville, La. Pensioner Paul Joseph Capo, 59, died of a heart attack in E. Jefferson Hospital, Metairie, La. on Feb. 18. Brother Capo joined the SIU in 1947 in the port of New Orleans. He was born in New Orleans and was a resi­ dent of Metairie. Burial was in the Hope Mausoleum, New Orleans. Sur­ viving is a brother, Anthony of Me­ tairie. i Pensioner Louis Usher, 69, suc­ cumbed to cancer in St. Frances X. Cabrini Hospital, Seattle on March 17. Brother Usher joined the SlU-merged Marine Cooks & Stewards Union (MC&S) in the port of San Francisco in 1972 sailing as a officers' steward for the American President Line (APL). Burial was in Eden Park Cemetery, Mission Hills, Calif. Surviving is his widow, Leticia. Great Lakes Pensioner George Daniel Brady, 64, died on March 16. Brother Brady joined the Union in 1947 in the port of New York sailing as an AB. He also sailed in World War 11. Laker Brady was bora in Grand Island, Neb. and was a resident there. Surviving are his widow, Grace; a brother. Jack of San Diego, Calif., and a sister, Mrs. Merle McDermott. i Pensioner Leo Entringer, 79, died on March 21. Brother Entringer joined the Union in the port of Detroit in 1960. He was bora in Algoma, Wis. and was a resident of Green Bay, Wis. Robert Ulrick Verboam Sr., 48, drowned while ice fishing in Betsie Bay, Frankfort, Mich, and was taken to the Paul Oliver Hospital in Frank­ fort on Feb. 11. Brother Verboam joined the Union in the port of Frank­ fort in 1%9 sailing as a wiper and wheelsman for the American Steam­ ship Co. He was a veteran of the U.S. Air Force, serving at the Travis Air Force Base in Fairfield, Calif. Laker Verboam was also a surveyor. Bora in Ann Arbor, Mich., he was a resident of Muskegon, Mich. Burial was in Sunrise Gardens Cemetery, Muske­ gon. Surviving are his widow, Flor­ ence; two sons, Robert Jr. and Ronald, and three daughters, Roberta, Debra and Thelma. May 1983/LOG/37 iii^ 'I i �'Profile on Sen. Inonye' As Chairman of the Callfbrnia Senate's Committee on the Maritime Industry, I am especially pleased to receive the Seafarers LOG. It is a most informative, weU-written paper that is a valuable source of information for me, especial^ respect to tbe concerns and activities of yo^ members. I am enclosing a copy of the letter that I sent to Senator Inonye as a result of the profile in yourlast issue, for I thought that it would be of Interest to you. Keep up the fine work that you are doing. * 'Ready to Assist • . •' The Crowley tug relief crew of Jacksonville, Fla. wishes to express fuU support of our SIU brothers' strike against Dixie Carriers'. Dixie Carriers' has failed to bargain in good faith on the contract presented by the SIU team on.behalf of long-time SIU employees. The manning of Dixie Carriers' boats by non-union personnel clearly shows th^ have no intentions of ^ bargaining ^ good faith. We hope t-tiia situation can be settled in the near future. We stand ready to assist you, our brothers. In any way we can. Slneerelyi Bobert B. Upton, captain Bd Bordorf, Ist mate William CanUc, 8nd mate PaolB. aeist,BB Britt Vickery Jr., OS Xirby X. ITelaon Jr., cook James B. allien, chief engineer Ttfin-wift I,. Johnson, JSB <1 Could Never Have Paid .. I am writing to commend the Seafarers Welfare Plan. I had a very bstd motorcycle accident last July and spent nearly four months in the hospital. I accumulated a few veiy large bills, and could never have paid them off myself. As it goes, it wlU be one to two years before I'm able to ship again The doctor said it will take that long for the nerves in my onvifl to heal. So, it looks like I'll be here at home fpr quite a while. . To my friends: if you ever find any time, I'd love to hear ^ from you (especially Bainbow). How about telling me what s been going on. Pamela Stoner 14136 Merriweafher Sterling Hts., Mich. wgii Praise for the Constitution Crew V Recently, my wife and I vacationed in Hawaii whe^we had the good fortune of cruising on the 88 Constitution. What an absolutely wonderful and enjoyable sojourn for \isl We are seasoned cruise ship voyagers who have ^ed on fo\ir foreign-flag cruise lines prior to our opting off on the Constitution. The Constitution was, by far, the best ship on which we have ever sailed. The American crew was terrtflc—they made us feel so welcome and so at home. . ,, Although, along our course we skirted a typhoon, wonderful Captain T.Y. Wu and his expert crew cared for us as If we were part of the family. „ ^ Both American Hawaiian Cruises and the Setf^ers International Union can be extremely proud of this fabulous ship and its marvelous crew. Our Hawaiian holi^ was as perfect as if it had been a script from the "Love Boat. The delicio\is cuisine, concerned captain, and hard-working crew convinced us to sail again and again on the 88 Constitution. Bioba, Bleac BeU Legislative Director United Association of Journeymen, and Apprentices of tbe Plumbing and Pipe nttlng monstsy of ^ United States * * Dear 8enator Inovye, I read with great interest the prohle about you in the Seafarer's LOG and am writing because I share your concerns ™^ms^t marine and would like to he of help In this believe that there Is much our Committee could do to be^ Help in your work and would like to do so. I would appreciate your views in this matter. I, too, opposed the closing of the Public Health Hospi^ and testified before Congress, as you may recall, regarding e importance of proper health care for the men and women of the merchant marine whose work and welfare is crucial to our national security. « I look forward to our working together to achieve our mutual goals for the maritime industry. Senator Milton Marks Chairman, California Legiilatnre Senate Select Committee on Maritime Indnstry 'Keep Vp the Good Work ...' I joined the SIU In 1938 in the port of Mobile and retired in , 1983. I was very proud to he a member of the Union all those years. It is a great organization because of its unity and great leadership. ^ ^ s. So now I'm retired and I would like to give some advice to all the younger people coming In to keep the Union going. It is a great one, one you can be proud of. I know I am. Keep up the good work, SIU. ^ ^ J.B. BeUBBSd Nefw Orleans, La. Below Is a copy of a letter written to Sen. Daniel Patrick Moynlhan (D-N.Y.) by Thomas Dorr, an OS aboard the SS LNG Taurus (Energy Transportation Corp.). '1 Consider Myself rertnnate • • • I am writing to you because of my concern for the present state of the United States Maritime Industiy. I understand there are several blUs that have been introduced in the U.S. Senate and the House of Representatives that would have positive impact upon the national economy and the shippii^ Industry. Among these is the "Competitive Shipping and Shipbuilding Revitalization Act of 1983," H.R. 184S, introduced by Rep. Idndy Boggs (D-La.). I wish to voice my support of the Boggs Bulk Bill and other such acts of legislation that would increase the strength of American merchant marine and create thousands of jobs within the nation's shipping Industry. I am a member of the Seafarers International Union, and presently sailing In the capacity of Ordlnaay Seaman aboard the 88 LNG Taurus. Also, I Just graduated with the class of '82 from the State University of New York Maritime CoUege at Fort Schuyler with a United States Merchant Marine Third Mates License. As you can see, my situation is a direct consequence of the declining U.S. merchant fleet. I consider myself fortunate to be a member of the SIU and employed on a merchant vessel. As a professional seaman, a United States citizen, and a registered voter of the state of New York, I would appreciate a response concerning these matters. Sincerely, Thomas Dorr Ordinary Seaman SS Lira Tanma 38/LOG/May 1983 -^1 * mmmmmrn. �EdUoHal Perspective The V^S. Must Soou Face the Reality of the UNCTAD Code By RICHARD DASCHBACH Richard Daschbach is a former ehairman of the Federal Maritime Commission, and a recognized authority on international maritime matters. Daschbach is now a special assistant to SIU President Frank Drozak. He recently attended a meeting of the United Nations Committee on Trade and Development (UNCTAD) in London, representing the Seafarers International Union. On April 6, the UNCTAD Code of Conduct for Liner Conferences received votes of ratification of the Federal Republic of Germany (West Germany) and the Netherlands, thus bringing the Code into effect on Oct. 6, 1983. The UNCTAD Code which has long been supported by the SIU provides, among other things, for cargo-sharing by the national-flag ships of the trading nations. Unfortunately, the United States, led by the State Depart­ ment has consistently opposed the Code and voted against its adoption. Although the Liner Code was originally an effort by a number of developing countries to get "a slice of the trade pie" it has now been adopted by many major trading nations to apply uniform rules to the variety of government policies for cargo reservation and trade restrictions. In October of this year the United States must face the reality of the Liner Code and its effects on our foreign commerce. Many nations' governments, ocean carriers and shippers are deeply concerned over how the ocean shipment of U.S. trade will be affected by U.S. unwillingness to adopt the rules which will govern liner conference trade worldwide. On a number of occasions in congressional testimony and in statements at public conferences and seminars, SIU President Frank Drozak has urged the U.S. government to approve the Code or to adopt a policy of negotiating and entering bilateral shipping agreements with our trading partners. European and Japanese governments and their national-flag ship owners are anxious to get the United States to agree not to enter into any shipping agreements which would limit their present unilateral opportunity to operate as third-flag cross-traders in the large and lucrative U.S. liner trades. In mid-March, U.S., European and Japanese government negotiators met in London to discuss the foreigners' desire for the U.S. to agree to take no steps to protect its own flag-carriers' rights. President Drozak's Special Assistant for International Affairs, Richard Daschbach joned with represen­ tatives of U.S.-flag operators in counseling and advising the U.S. govemmeiit negotiating team not to sign any such agreement. Drozak's position has consistently been that the U.S. should protect itself and recommends that bilateral shipping agreements are an excellent way to do so. ... A number of nations including Algeria, Bangladesh, Bulgaria, Dominican Republic, Ecuador, East Germany, Guatemala, Indonesia, South Korea, Nigeria, Paraguay, Philippines, Poland, Romania and Venezuela wish to negotiate such agreements with the United States. Argentina, Brazil, the Peoples' Republic of China and the USSR now have cargo-sharing agree­ ments in some or all of their U.S. trade. With the UNCTAD Code coming into effect, the so-called free trade policy of the U.S. is becoming increasingly out of step in an industry which is functioning under a climate of reality dictated by national-flag aspirations. Many of our trading partners have incorporated these realities into their economic policies. The United States' stubborn adherence to textbook theories has resulted in a steady erosion of our nation's fleets carri^e of our own trade. Unfortunately the decline of the U.S. industrial base is not limited to ocean shipping. We have seen one industry after another fall victim to our government's bias toward competition at any cost. It is late—hopefully not too late—for the U.S.A. to get up off the bench and into the game. Our trading partners around the world are taking seriously their stake in the outcome of this global competition. We need to meet that challenge and the time is now. Quote of the Month 'Admiral Shear's proposal for foreign shipbuilding is sheer disaster!" M. Lee Rice, president-elect Shipbuilders Council of America, when he testified before the Senate Merchant Marine Committee April 14. The Military Looks at Our Sealift Capabilities—Grim! "Without adequate and reliable sealift, literally none of our military plans are executable, since more than 90 percent of all wartime cargo will have to go by sea.'.' Admiral Thomas B. Hayward. "If the whistle blows this afternoon, do we have the sealift resources to deploy our combat power outside the United States? I don't think so. Statistics paint a grim picture." Admiral Kent J. Carroll. "For all the improvements in technology and shipbuilding, the state of the nmchant marine in our country casts doubt on our capability to supply our , own needs, in peace or war, if ever forced to go it alone." John Lehman, Secretary of the Navy. .r-. -A f Philip Burton Is Dead A Man For All the People Labor has lost one of its ar­ dent champions with the un­ timely death of the Honorable Philip Burton (D-Calif.), on April 10,1983 in San Francisco, Calif. He was 56. For over 20 years. Congressman Burton was com­ mitted to the often forgotten masses of men, women and chil­ dren in poverty throughout this country. He was dedicated to this congressional vocation of helping people, and he was re­ spected even by his detractors. The congressman has been described as a "titan" and a "political genius" who was one of the most powerful and effec­ tive members of the House of Representatives. Burton was one of the most brilliant members of the House and possibly one of its shrewdegt. Rep. John McFall (D-Calif.), a former rival, once said, "There's nothing phony about Phil's desire to help people." Lou Cannon, a long-time friend frx)m the Washington Post Congressman characterized Burton as "single-minded. There is tremendous integrity about Burton. He doesn't care about money or cars or creature com­ forts. He doesn't care about the luxuries of being a congress­ man." Burton helped build coali­ tions and tirelessly worked for them. Labor unions, maritime groups, environmentalists, Hispanics, consumers, the elderly and a myriad of assorted inter­ ests across the United States knew that in Congressman Bur­ ton they had an effective de­ fender and leader. In a recent interview with the San Francisco Examiner, Bur­ ton said of himself, "I've got a rotten personality with perfect charm. . . . They'll just have to judge me on my results." With our "Lundeberg stet­ sons" on our hearts, we of the Seafarers International Union sdute you. Congressman Phil Burton. May you always en­ counter rolling seas and follow­ ing winds. May 1983/LOG/39 �Program in Its 31st Year SIU Awards 165,000 in CoUege Grants His alternate. Brother Farmer Piney Point grad and To Three Seafarers, issailsa 1972 as a QMED. He is a veteran of the U.S. Army during the Vietnam War. Farmer has at­ Four Dependents tended Wayne and Tidewater A. ^ -fi; !>• r; '.i m t jJpi' • ^w' f'' 1. Ip life TTfl r il t ••* fcij' The SIU's 31st annual Charlie Logan College Scholarship Pro­ gram last month awarded $65,000 in seven grants to three active deep sea Seafarers and four de­ pendents of Union members, one deep sea, one Lakes and two inland. Winner of the $10,000,4-Year Seaman Award is Seafarer Roger Charles Weeden, 31, of Reno, Nev. His alternate is Seafarer Alan Harrison Black, 28, of Charles City, Va. Winner of the $10,000,4-Year Special Seaman Award is Sea­ farer David Aaron Murry, 27, of St. Louis, Mo. Winner of the $5,000, 2-Year Seaman Award is Seafarer Paul Dilwyn Summers HI, 26, of Charlottesville, Va. His alter­ nate is Seafarer Robert Allen Farmer, 32, of Pikeville, N.C. The four winners of the $10,000, 4-Year Dependents Awards aie Patrick John Heams, 18, of Cleveland, Ohio. He's the son of Laker William Joseph Hearns Jr. working on Great Lakes Towing Co. tugs, Jennifer Ann Johnson, 17, of Cleveland, Tenn. She's the daughter of Seafarer Claud N. Johnson. Jody Lynn Aucoin, 17, of Evangeline, La. He's the son of Inland Boatman William J. Aucoin, a captain for Higman Towing Co. Anthony Jerome McGlone, 18, of Virginia Beach, Va. He's the son of Inland Boatman Anthony Maber, bosun on the Jesse B. Gunstream Jr. The alternate for this college scholarship is Cecilia Claire Adams, 19, of Brooklyn, N.Y. She's the daughter of Seafarer John Thomas Adams. The top winner of the Seaman Award, Brother Weeden sails as a (JMED and has his 3rd assistant engineer's papers. He has also been a salmon fisher­ man. In high school, he was an editor on the school paper. Weeden has an Associate of Science degree in Architecture from the University of Nevada^ He hopes to study architecture at the University of California. 40/LOG/May 1983 Roger C. Weeden His alternate. Brother Black is a 1979 SHLSS graduate and sails as a QMED. He has at­ tended Virginia Commonwealth University and Virginia Polytech Institute and wishes to study admirality law at the University of Virginia. Special Seaman Award win­ ner, Brother Murry is a 1975 graduate of Piney Point and sails as an AB. He has attended New York and St. Louis University. His father was an assistant po­ lice chief in Washington, D.C. Murry wants to study speech and language pathology at St. Louis U. Winner of the 2-Year Seaman Award, Brother Summers, whose grandfather was novelist William Faulkner, is a 1977 SHLSS grad. He sails as an AB. Summers attended the Univer­ sity of South Tennessee and the University of Florida where he took part in athletics. He hopes to study business and finance at the University of Virginia. David A. Murry ^OfTTlPt* Community Colleges and the Coyne American Institute. He wants to study electronics at the Devry Institute of Technology in Chicago, 111. Dependents Award winner Claud N. Johnson, father of award winner, Jennifer A. Johnson. Heams was a varsity high school football defensive end and played CYO basketball. He hopes to the high school basketball squad. study naval engineering at the He hopes to study mechanical engineering at James Madison University of Michigan. Dependent winner Johnson University. Dependent alternate Adams also played basketball and at­ tended Brevard College and is a 1982 graduate of Brooklyn Cleveland (Tenn.) State Com­ (N.Y.) Technical H.S. She at­ munity College. She hopes to tended the Illinois Institute of study geriatrics and physical Technology in Chicago, 111., therapy at Vanderbilt Univer­ where she wrote for the ROTC newsletter and was on the rifle sity. Dependent winner Aucoin and pistol team. Also she was played football and track at the a cheerleader and fenced. Northeast Louisiana Univer­ Adams Wants to study naval sity. He wishes to study phar­ science and aerospace engi­ macy at Louisiana State Uni­ neering and become a U.S. Navy pilot. versity. Dependent winner McGlone was team captain and guard on Patrick J. Hearns Jody L. Aucoin Jennifer A. Johnson Anthony J. McGlone � 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 May 1983 Description An account of the resource HEADLINES HOUSE, SENATE CONSIDER ALASKAN OIL TESTIMONY PRESIDENT’S REPORT: A MESSAGE TO INDUSTRY BOGGS BILL WOULD LIFT ECONOMY AND BOOST DEFENSE AN AMERICAN FARMER SPEAKS OUT FOR AMERICAN MERCHANT MARINE SEAFARERS OVERPAID? NOT HARDLY DROZAK TELLS HILL CONGRESSWOMAN LINDY BOGGS SENATOR PAUL TRIBLE AFL-CIO TEACHERS’ HEAD ANSWERS CRITICS TEACHERS NEED BETTER WAGES AND PROTECTION FROM VIOLENCE REAGAN NOMINATES SETRAKIAN TO FMC SIU BACKS ACBL WORKER USDA FIGHT BREWING, NEW CARGO LAW EYED JADE PHOENIX ON MAIDEN VOYAGE U.S. CARGO LAWS FACE ASSAULT AGAIN DOT PROPOSAL SLAMMED CDS PAYBACK COULD SCUTTLE U.S. DOMESTIC FLEET MSC TO BUILD T-5 TANKERS SIU WILL CREW NEW VESSELS SHLSS BEGINS PROGRAMMING FOR COMPUTER AGE NEW COLLEGE LEVEL PROGRAM OFFERED AT SHLSS SHLSS HAS HELPED 25,000 STUDENTS GREAT LAKES FITOUT ’83-IT LOOKS THE SAME, BUT… THE LAKES NEED HELP BURT E. LANPHER, 62, OF STAFF OFFICERS ASSN. DIES S-L ECONOMY SAILS 164TH TRIP AFTER 60 YEARS BEFORE THE MAST BOSUN RICHARDSON ‘BOATS THE OARS’ BOGGS BULK BILL ALASKAN OIL CARGO PREFERENCE THIRD PROVISE DEEP DRAFT PORTS RETURN RECEIPT CDS PAYCHECK BROTHERS FINALLY MEET SIU HELPS SEAFARER CAPRARO END 48-YEAR SEPARATION FORMER SHLSS TRAINEE EARNS MARYLAND COLLEGE DEGREE WHILE UPGRADING ABLE-SEAMAN ROSE WINS COIN SHOW TOP PRIZE NEW JOBS, NEW SHIPS AND MERGERS MARK THE ‘70’S FOR THE SIU A HISTORY OF THE SIU PART XXVI EDITORIAL PERSPECTIVE THE U.S. MUST SOON FACE THE REALITY OF THE UNCTAD CODE PHILLIP BURTON IS DEAD A MAN FOR ALL THE PEOPLE SIU AWARDS $65,000 IN COLLEGE GRANTS TO THREE SEAFARERS, FOUR DEPENDENTS 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 05/01/1983 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. 5 1983 Periodicals Seafarers Log