http://www.seafarerslog.org/archives_old/files/original/866dfdb8f8c21b68774d345f1ab2ba4f.PDF 61296d06681ddc40973dfecd3f4f4537 PDF Text Text ,r.-_ LIBRARY DIXIE Follows ACBL—and ACBL Is Guilty! NOV 3 01983 NLRB Uncovers Widespread Union-Busting The anti-labor, pro big-business climate of the Reagan administration has finally given non-union companies the courage to begin large-scale union-busting campaigns. The latest evidence of this is the conspiracy by several large non­ union conglomerates to bust the SIU. The Dixie Carriers and ACBL beefs are just two examples of the large-scale assault on the Labor Movement throughout the United States. The attacks center on wages, workers' rights and dozens of other hard-won working conditions. The reasons for these attacks are simple. Non-union companies in industries all over the country have been forced by organized labor to pay decent wages and grant concessions to their employees in order to keep American labor unions away from their workers. One way to keep unions out of the workplace is to adopt many of the contract standards. mwial wages and benefit levels of organized shops and boats. That costs money. The other way is to bust the unions where they are established. For 40 years the SIU and Dixie enjoyed good labor/management relations. Both sides lived up to their contracts. The members prospered and their families were secure. But today, Dixie's actions are taken from the text­ book of union-busting. The textbook that big companies around the country are studying. Two years ago Dixie was bought by a giant conglomerate, Kirby Exploration. Over the years at Dixie, the SIU set the standards for the inland boat industry. Non-union companies were forced to match the wages and benefits and rights the SIU won at Dixie or their employees would surely come to (Continued on Page 8.) lllrtrict«AFL^O •OL45NO.« •')ir -m •M 19*3 r? ?, • t-' [ Golden Phoenix Reborn as Bulker —See Page 23 �jj"* t, X- ^J r.-x-X PresideiiKs Report by Frank Drozok I HAVE DISCUSSED with you several times the cost of medical care for our members, their dependents and the reti­ rees. I have said we would mon­ itor the cost on a monthly basis, for a period of time, to see what the impact would be on the Welfare Plan since the closing of the USPHS in October 1981 by the Reagan administration which has contributed to the continuing increase of medical treatment and the rising costs to our Plans. As you know, since the clos­ ing of the USPHS, the Seafarers Welfare Plan has had to assume the additional cost for medical treatment for its members. Also we have found that since 1981, medical costs have sky­ rocketed to an all-time high with increases of 15 to 20 percent every six months. And for the year of 1984, it is estimated that medical costs will increase by at least another 20 percent. In reviewing the medical cost for our members since the clos­ ing of the USPHS, the cost has almost tripled that which was originally estimated for cover­ age to our members. In fact, the cost has more than doubled the cost of coverage to our depend­ ents and retirees. In reviewing the conditions of the maritime industry—the number of ships that have been laid up, as many as 60 ships at one time due to the lack of cargoes since October 1981— these conditions have created a loss of over 700,000 man-days for each year since October 1981, and resulted in a severe drop in contributions into our Welfare Plans. As you know, contributions to all of our Plans are based on man-days worked. If the ships are not working, and no crews are aboard, there are no contri­ butions paid into your Plans. Yet, the medical bills keep com­ ing in and payments must be made. Furthermore, since the Rea­ gan administration took office in January 1981, it has contin­ ually downgraded the maritime industry. After making pledges of revitalizing the maritime in­ dustry, President Reagan' has done just the opposite. He has closed our hospitals, destroyed the construction sub­ sidy, gutted the operating sub­ sidy and reduced Title XI loans for ship construction. In addition, he has taken the strong position that the mari­ time industry must go it alone without any help from the U.S. government. This administra­ tion has continually attacked the present maritime laws, such as the government-impelled car­ goes, P.L.-480 cargoes, military cargoes, the Alaska oil trade and the Jones Act. There have been these and many other attempts by this administration to destroy the American maritime indus­ try. LOG The administration has even gone to such an extent as to say that if we want a maritime in­ dustry, management and labor must get competitive with the foreign countries by reducing costs. Last year, the adminis­ tration asked us to take a roll­ back in wages without offering a solution to this sick industry. It is a result of these issues and others, as we see it, that re­ quires a positive position be taken by this membership. Your SIU Executive Board met for several days in the month of May, and reviewed the con­ dition of the industry, the con­ dition of the Welfare Plans, and the additional costs created by the closing of the USPHS caus­ ing increasing costs to provide benefits for our active seamen. In our review, we have deter­ mined that we have two choices: to reduce the benefit coverage to the membership, their de­ pendents and the retirees—^which I am certainly against—or, to Sill Execvtive Board Recommends Membership Action in Health Crisis page 4. Maritime Day In Washington, D.C. SIU upgraders and trainees were on deck for Maritime Day ceremonies In Washington, D.C.. New York and San Francisco. (See page14.) June 1963 Official Publication of the Seataiers International Union of North American, Atlantic, Guif, lakes and inland Waters Oislrict, Executive Board Frank Drozak President JoeOiGiorglo Secretary-Treasurer Vice President Lynnatte Marshall Assistant Editor Washington Peborah Qroono ErmoriallAtMrsstralive Assistant 2/LOG/June 1983 Mike Sacco Vice President Leon Hall Vice President George McCartney Wee President Washington New York MaxHaH Assistant Editor New York Joe Sacco Vice President Ed Turner Executive Wee President Mike Hall Associate Editor Marietta Hommonpour Associate Editor Ray Bourdius Assistarft Editor Washington Vol. 45, N0.6 ' Aa-ao Angus "Red" Campbell Charles Svenson Editor forego the IVz percent wage in­ crease due June 16, 1983 and roll that increase into the Wel­ fare Plans which will then allow us to continue the present ben­ efit schedule to our members, their dependents and our pen­ sioners. Thus, we will be able to maintain the present welfare coverage to everyone and not reduce any benefits. After careful review, your Executive Board concurred with my position not to reduce ben­ efits, and recommends to this membership that we forego the 71/2 percent wage increase due June 16,1983 and roll it into the Welfare Plan so that all benefits will continue without reduction. Under the proper order of busi­ ness at all membership meet­ ings, the Executive Board will submit a resolution for your ap­ proval to apply the 7'/2 percent increase into the Welfare Plan. I recommend that you concur with the Executive Board'^s rec­ ommendation and action. Don Rotan Assistant Editor San Francisco The LOG (ISSN 01^2047) is published monthly by Seafarers International Union. Atlantic. Guh, and Inland Waters District. AFL-GIO. 5201 Auth Way. Camp Sprinos. Md. 20746, Tel. 8990675. Sewnd-dass pos^ paid at M.S.C. Prince Georges, Md. 207M-999B and at additional offices. POSTMASTER: Send address changes to the LOG, 5201 Auth Way. Camp Spnngs, �New Ship—More Jobs ITB Baltimore Crews Up in Mobile : ; More SIU jobs were created last month when the Baltimore (Apex Marine) was erewed in Mobile, Ala. The modern integrated tug-barge is the fourth of six such ships being built in series by Apex. Powered by twin 18,000 diesel engines the 691-foot 1TB headed for St. Croix, Virgin Islands to load up with petroleum products for the East Coast, She can handle oil, gas, jet fuel or No. 2 diesel in the 558-foot barge section. The six ships will be identical in all parts, but the tug and barge sections will only be disconnected if repairs or drydocking are needed. The Jacksonville, Groton and New York were launched before the Baltimore-, the Mobile and Philadelphia are scheduled for launching later. ^ Billy Joe Lockhart, AB (I.) and Port Agent Tom Glldewell on the deck of the Baltimore. ; •'mi: Apex Operations Manager Al Bentsen (I.) takes SIU Representative, Tom Fay on a tour of the Baltimore. In the galley of the Baltimore we find (I. to r.) John Calhoun, chief steward; Jei^ Gordon, patrolman; and Eddie Singleton, chief cook. The cheerful crew of the Baltimore take time out to pose for their photograph. They are (I. to r.): Tom GlkJewell, port agent; John Calhoun, chief steward; Charles Lambert. AB; Gerry Corelli, bosun; Slim Gazzier. AB/tankerman; (standing) Glen Clark, tankerman; Billy Joe Lockhart. AB; Eddie Singleton, chief cook; (seated) Jerry Gordon, patrolman; and Haywood Green. QMED. June 1983/LOG/3 t nfr'T Tiii mm ik: �-• -- .•/i - -SL-nsSiL-r.: "-• USPHS Hospital Shutdown Caused Health care Crisis This USPHS hospital on Staten Island—one of the eight which were «ill serying the needs of early 1970s—is now closed, and the health needs of many thousands of American seafarers are being ignored by an ungrateful nation. SlU Executive Board Urges Action on Health Crisis The Executive Board of the Seafarers International Union, Atlantic, Gulf, Lakes and Inland Waters District at their recent Executive Board meeting discussed the health care problems of this membership and their dependents and the continuing rising costs for such care. After a thorough evaluation, the members of the Executive Board decided to present the following resolution to you for your consideration. RESOLUTION ; Whereas: The United States Public Health Service Hospitals were closed in October, 1981; and Whereas: It then became necessary for the Seafarers Welfare Plan to provide medical coverage for zdl those individuals who had previously received care at the USPHS facilities; and Whereas: The costs associated with medical.care have been increasing steadily and are still escalating; and Whereas: It is costing the Seafarers Welfare Plan on an average of $1.2 million dollars per month to provide members with medical benefits; and Whereas: It costs the Seafarers Welfare Plan an additional $1 million dollars per month to provide benefits for dependents and pensioners; and Whereas: The continuous decline in contributions has resulted in a substantial decline in income for the Welfare Plan; and Whereas: Due to the depressed economy, foreign competition and a reduction in government subsidies, the U.S. maritime industry cannot assume any additional burdens at this time; and Whereas: The contracted employers due to vessel lay-ups are unable to increase their current contributions to the Welfare Plan; and Whereas: Seafarers and their families are accustomed to receiving the highest quality medical care available; and Whereas: It is recognized that maintaining our high level of benefits is of utmost importance; and Whereas: The Seafarers Welfare Plan cannot continue to provide such benefits with its current income. Now, Therefore, Be It Resolved: That the 7.5 percent negotiated contractual increase due on June 16, 1983 shall be applied to the Seafarers Welfare Plan. Fratenuriiy submitted by Frank Drocak, Prerident Joe DiCUorgio, Secretary-Treasurer Ed Turner, Executive Vice Preiddrat The Executive Board of the Angus Campbdl, Vice Prerident Seafiuers IntematiiHial Unfcm, Atlantic, Gulf, Lakes and Inland Leon Han, Vice President Mike Sacco, Vice President Waters District « Joe Sacco, Vice Pretident George McCartney, Vice President Date: June 6,1983 4fLCXa/June 1983 Merchant Marine Health Care Crisis Is Probed The government has finally geared up a study of merchant marine health care problems since the doors of the Public Health Service hospitals were slammed shut in 1981.. Six months ago, Sen. Daniel Inouye (D-Hawaii) called on the General Accounting Office to investigate the problems and the possibility of including mer­ chant sailors in a governmentsponsored health service, known as the Champus program. That program replaced the old USPHS hospitals and clinics for all clients, except the merchant marine. Since the facilities closed, Seafarers and other merchant marine personnel have been forced to rely 6h Unionsponsored or private health in­ surance for medical care. The cost to the unions and the shippers has been very high. In addition, delivery of health service has run into some snags and many merchant mariners have had trouble adjusting to the change. For example, the SIU has been forced to spend more than $1.5 million more a month for health and welfare claims since the hospitals were closed. The SIU decided to use a Unionsponsored direct payment pro­ gram. Other unions have seen costs increase too by using pri­ vate insurers. Whatever plan was picked has increased costs for unions and employers. The costs are not the only problems; the administration of the health claims and plans have been overwhelming. That is one of the reasons job calls at hiring halls were reduced so the ad­ ditional thousands of health claims could be processed as quickly as possible. Another roadblock has been the lack of easily found medical records. When the hospitals closed, all government records including medical histories, were transferred to a central ware­ house in Maryland. Now doc­ tors have to order their files from the warehouse and some­ times that takes as long as seven months according to reports. If a seaman has a problem that cannot wait that long for treatment, the doctor is forced to repeat tests that often were already done by the govern­ ment, and that sends medical bills soaring, adding even more to the costs to the Union. In a letter to Inouye, SIU President Frank Drozak urged that the GAO speed up its in­ vestigation because of the pressing needs of the Union and its members. "We would urge that the GAO expedite its investigations and conclude their efforts so that appropriate solutions may be developed to the medical prob­ lems facing American seamen," Drozak wrote. He added that the SIU would be willing to help in any way possible with the GAO's study and recommendations. �:V. • .• ms •'.-* " 'i', Next House Action Is Due June 29 Boggs Bill Coalition Advances on Several Fronts crews js uncertain. Foreign re­ gistry is a major detraction from maintenance of a viable U.S. merchant fleet." As Boggs bill supporters have pointed out, the shipbuilding portion of the legislation is as essential as the shipping aspects to the nation's security. The 27 shipyards which make up the nation's shipbuilding mobiliza­ tion base cannot be expected to stand idle for years and then overnight turn out ships for a wartime crisis. The yards must be open in peacetime to build the fleet, maintain it and repair it"Rapidly developing world events do not allow surge ship­ building production to meet all sealift needs," the JCS wrote. While congressional action on the Boggs bill has slowed a bit since last month's intensive hearings, other activity in sup­ port of the bill has not slack­ ened. A coalition in support of the bill has been mapping strategy. A group of independent farmers has expressed interest in the bill. The Joint Chiefs of Staff confirmed the weakened state of the American merchant fleet. A group of Great Lakes orga­ nizations called for the bill's passage, and the Reagan admin­ istration has yet to announce its position. Coalition Continues Work The coalition is built from the SIU and unions with in the Mar­ itime Trades Department and others and with shipbuilders, shipowners, ship suppliers and other maritime groups. The group meets every week at SIU headquarters to map the legislative track of the bill. Hearings have been held in both the House and Senate. The group also keeps track of which representatives and sen­ ators have signed on as co-spon­ sors, which ones have taken an active stance against the bill and who should be lobbied and talked to in hopes of gaining support. The coalition plans meetings and seminars around the country to get the message out beyond maritime interests to other groups. It also monitors what opponents have said about the bill and decides what type of responses are needed. SIU Legislative Director Frank Pecquex said it is the first time such a laige group from all segments of the industry has banded together for a common maritime goal. For example the shipyard suppliers have taken an active interest in the legislation. These people, who supply everything from nuts and bolts to powerful diesel engines, know the bill will mean business for them. A recent study by Interna­ tional Maritime Inc., an inde­ pendent maritime consulting group, calculated that for every job in an American shipyard at least one-half an additional job will be created in the shipbuild­ ing supply area. Estimates show that some 36,000 shipyard jobs , V • 1 -PL.- - 'r; "• 'f/,:: -; Great Lakes Support could be created if the bill passes and that means about 18,000 more jobs would occur in the supply industries. ** In addition, the report points out the suppliers and their com­ panies are located in most states. That means those business lead­ ers can use their influence and lobby representatives from ac­ ross the country, not just those in maritime states. Not AU Farmers Opposed While many agricultural groups have opposed the Bo^s bill, under the mistaken notion it could cost them millions of dollars in additional transpor­ tation costs, the coalition has lobbied some of these groups and even received warm recep­ tions. One group of small farmers met in Washington, D.C. re­ cently and asked the coalition for a presentation on the Boggs bill. They said they heard all the arguments from the power­ ful big agri-business lobbies and wanted to hear both sides of the issue. After hearing the explanation concerning the required reduc­ tion in both construction and operating costs and how more cargo means reduced, not in­ creased rates, the fanners took a more positive stance than other agriculture groups. While they did not agree to support the bill, the farmers said they would not actively oppose it. One of thenmajor concerns was the national defense aspect of the bill. Joint Chiefs Worried Even according to a Joint Chiefs of Staff (JCS) report, the U.S. merchant fleet is in trou­ ble. In its latest Military Posture Report, the nation's military leaders said sealift is counted on to provide 95 percent of mil­ itary bulk needs and 90 percent of its petroleum needs in major overseas deployment. It praises the British effort in the F^kland Islands crisis and their use of British merchant ships. "At the same time the U.S. military is putting increased em­ phasis on the role of sealift mo­ bility, U.S. sealift assets con­ tinue to decline,*' the JCS report said. In addition to noting the need for new militarily usefiil ships, which the Boggs bill would pro­ vide, the JCS had a few harsh words for foreign-flag ships. One of the msyor opponents of the bill is the group of Amer­ ican shipowners who have reg­ istered their vessels in other countries. For years these turn­ coat businessmen have claimed that the nation could rely on their foreign-crewed ships in emergencies. The JCS are not so sure. "Although these ships should be available in time of war or crisis, the reliability of foreign Only a few months ago most groups on the Great Lakes op­ posed the bill. But now support has been growing. At a recent meeting of several Lakes groups, the bill was called the solution to problems of decUning U.S. shipping on the Lakes. The American Steamship Co., Bay Shipbuilding Co., the Great Lakes Task Force and the Transportation Institute all called for passage of the bill. The Reagan administration has not made public its stance on the bill. Even though it has of­ fered a foreign-dominated, fivepoint shipping plan, it has not opposed the Boggs bill. SIU President Frank Drozak re­ cently wrote to the Treasury and Agriculture departments asking for their support. The Agriculture department said it was studying the legis­ lation "carefully," but that it has not taken a position on it. The Treasury response outlined Reagan's five-point plan and said it "continues to support the revitalization of the American maritime industry through a consistent application of poli­ cies based on sound economic principles." The next nuyor round of congressional activity is set for June 29 when the House Mer­ chant Marine Committee will hold a markup session on the bill before sending it to full com­ mittee. There has been no date ^t in the Senate. June 1983/LOG/ar" • - 't'-. �• i; W'' m''- •'i ?• 1^' 1 •' iS=£i. Next Step Congressional Vote White House May Not Push Alaska Oil Export J •I,. i) I The Reagan administration has hinted that it may drop its fight to export Alaskan oil, if the remarks of a cabinet secretary can be taken as an indication. Last month Energy Secretary Don Hodei was quoted as saying the fight to export the oil was not an issue the administration "ought to bleed and die for," according to a report in The Wall Street Journal. Other well-placed sources have said a group of cabinet level officials who were study­ ing the export question con­ cluded that while they would like to see the export, the sup­ port on Capitol Hill for keeping the oil in the country was very strong and the issue might not be worth a large-scale political battle. However that does not mean the SIU and other members of the Coalition to Keep Alaska Oil have rested in their efforts. There are still several powerful senators who have championed the export and are expected to continue to do so. The ban is contained in the Export Administration Act which expires in September. In Senate action, mark-up on the Act included a section on Alas­ kan oil which would continue the ban for another six years. Thirty-two senators are cosponsoring the Act. In the House the export re­ striction is contained in a sep­ arate bill cosponsored by 232 House members. That bill is the Wolpe-Mckinney bill which would continue the ban for four years. No date has been set for a floor vote in either house. But if the bills pass each house as written, the two bodies will have to meet in conference to agree on the same time limit. Shortly before the Senate ac­ tion late last month, SIU Pres­ ident Frank Drozak wrote Sen. Jake Gam (R-Utah), chairman of the Senate Committee on Ranking, Housing and Urban Affairs, urging positive action on the legislation. One of the issues Drozak pointed out is that the Act does not absolutely ban the export of the oil. If both the Congress and the president determine that ex­ port of Alaskan oil is in the national interest then the re­ striction can be lifted. "Cleaiiy, Alaskan oil has not been exported to date because both the president and the Con­ gress have found it is in the national interest to keep the oil here," Drozak said. Consumers Benefit While Seafarers and other sailors benefit directly from the ban because the oil must be shipped on American vessels, consumers do too. The oil from Alaska is much cheaper than imported oil from Mexico, the OPEC countries and elsewhere. Revival CBI Bill Draws SIU Fire 'K • •h h: • '-• ; The Reagan administration is ready for a repeat campaign to sway congressional approval of a bill similar to the Caribbean Basin Initiative that passed the House but did not reach the Senate last year.. The AFL-CIO with fuU SIU support is reviving opposition to the bill, perhaps by introduc­ ing a bill banning the import of duty-free products from Carib­ bean Basin nations. Last year the AFL-CIO helped stop the bill-by waming senators of |he dire consequences in the Virgin Islands and Puerto Rico if foreign CBI goods were given an unfair trade advantage. With unemployment hovering above 20 percent, the two islands could ill-afford an increase, the AFLCIO told senators. This year's version of the bill, presented at hearings convened by Senate Finance Committee Chairman and sponsor of the bill, Robert Dole (R-Kan.) has already brought objections from an AFL-CIO representative tes­ tifying at the hearings. Testifying for the administra­ tion, Secretary of State George P. ^hultz said Caribbean na­ tions were "bitterly disap­ pointed that this legislation did not reach the Senate floor during 67 LOG/June 1983 the last Congress." Schultz pre­ dicted that "nonpassage this year will undercut moderate leaders in the region who have geared their policies to cooperation with the United States." But Stephan Roplan, legisla­ tive representative for the AFL- CIO s£iid in light of the lack of the most elementary human rights, safety in the work envi­ ronment, and labor unionization protections that the AFL-CIO will not tolerate the introduction of foreign trade incentives into the Caribbean region. A/^rrkrHina to to a a reoent According recent 1Trans­ portation Institute study, the price of the North Slope oil averages about $4 a barrel less than imported oil. That means if production runs 580 million barrels a year, the consumer saves some $2.3 billion a year. In addition to consumer ben­ efits and the direct shipboard jobs created by keeping the oil in the country, an entire infra­ structure of support jobs is maintained by the domestic trade. For example in Wilmington, Calif., Crowley Marine pro­ vides bunker service for some 32 tankers in the Alaskan trade. According to Port Agent Mike Worley, the SlU-contracted company employs about 200 workers. The ships will pick up their oil in Alaska, sail south to the Panama Canal, offload the oil and stop in Wilmington for bunkers before heading to Alaska again. Those Crowley jobs mean millions of dollars in direct wages, millions of dollars in rev­ enue for the company and mil­ lions of dollars for the local economy. All of that would be lost if suddenly the oil were shipped on foreign-flag ships heading east to Japan. And that is just one company serving a fraction of the Alaskan oil fleet. Gralewicz Wins SIU of Canada Election Roman Gralewicz has been re-elected president of the SIU of Canada for a four-year term. This will be the third consecu­ tive term for Gralewicz, who was first elected to that office by acclamation in 1973. The election was by "mail-in ballot." Forms were sent to the 2,965 eligible voting members of the SIU of Canada on Feb­ ruary 25. By March 25, the final Roman Gralewicz. president of the SIU of Canada (I.) talks with SlUNA President Frank Drozak at the Seafarers International Union convention in 1981. day of the election, 2,270 ballots had been returned—^giving a victory to Gralewicz by an over­ whelming majority over oppo­ nents Mario Makar, Edward Williams and John N. Williams. Following official notification of the results, Gralewicz said, "My re-election reflects the confidence of the SIU members in my administration. My re­ newed mandate will allow me to continue the fight for better wages, working and safety con­ ditions for seamen, as well as the renewal of our efforts to lobby for a Canadian deep-sea fleet, which will ensure more jobs for Canadian seamen." Also on the ballot was the election for vice president. Pa­ cific. John Royce, the former executive vice president, de­ flated Alfred Poole for this of­ fice—also by a large margin. �l*K' 'la• • 'vVv iifiii :f ; :• _• • .'J/'-S - :. •- ,i: '• New Shipping Act Could Bolster U.S. Maritime Industry Key Provisions Would Make U.S. Shippers More Competitive in World Markets The Shipping Act of 1983 which gives shippers immunity from antitrust law suits and lee­ way to engage in conference rate-setting cartels has been transferred for review to the House Judiciary Committee un­ til July 1. H.R. 1878 was recommended for House adoptation by the full Merchant Marine Committee. It was termed a way to ''allow U.S. carriers and shippers to conduct international ocean comnjerce transportation in a stable, efficient and competitive manner within a fair trade en­ vironment." It h£^ gained House support since the Senate over­ whelmingly voted in favor of the biU this M^ch. SIU President Frank Drozak testified for the passage of the measure urging the Committee to "give weight to the issue of maintaining the strength of the U.S.-flag fleet and U.S.-flag vessel market share." The bill streamlines legal standards and ends Federal Maritime Commission (FMC) delays in approving agreements and processing complaints. It is expected to revive American shipping which has been at a disadvantage since foreign na­ tions have encouraged devel­ opment of cartels to undercut product prices and shipping rates. But a snag remains in the bill's provisions. The Judiciary Com­ mittee wiU address whether the FMC can require the filing of Rebuts Washington Post SIU Sets the Record Straight On Shipping, Shipbuilding Bill Benefits (The following letter was published in the May 28, 1983 edition of The Washington Post.) In its recent editorial "Yet Another Maritime Subsidy," the Washington Post's predisposition to criticize the shipping and shipbuilding bUl caused It to overlook several important points: • The bm would establish freight rates guidelines, based on current market rates plus a reasonable Increase, ensuring economic feasibility for the operators as weU as competitive rates for U.S. shippers and consignees. If a TJ.S. carrier cannot meet these rates, It wlU not be able to cany the cargo. • These rates wo\ild be established with the advice of ah advlsoiy committee, including U.S. Importers and exporters, further ensuring cost competitiveness for U.S. commodities. • U.S. shipyards and operators would be required within two years to reduce their costs by 15 percent. The Seafarers International Union, In coiijunction with the Marine Engineers Beneficial Association, District S, have committed themselves in writing to a joint program with management that will. In fact, reduce wage and benefits costs by over 20 percent. These provisions were precisely designed to eliminate rhetoric such as The Post's that U.S. vessels operating unddr this bUl would be uncompetitive and add to consumer costs. The international movement toward reservation of national cargoes for national-flag vessels has caused a dramatic decline In the amount of cargo available to U.S.-flag vessels. The United l^tes has overlooked this trend for far too long. Without a TOMonable effort to ensure U.S. Imports and exports to U.S. vessels, the U.S. merchant marine will soon disappear. The editorial also falls to mention the 27,000 direct jobs that would be created; the 200,000 existing maritime-related jobs that would be preserved; and, the 268 modern, efficient vessels that would be built and, most important, would be available to provide vitally necessary sealilt support during any national emergency. The legislatfon's economic and defense benefits will &r outweigh the rhetorical Jingoism expected to be heard from opponents such as The Post. The writer is president of the Maritime Trades Department of the AFL-CIO. tariffs and act to enforce the tariffs. Otherwise the bill dimin­ ishes the role of the FMC to protecting shippers, ports and carriers from unfair or discrim­ inatory shipping practices. The conJlict centers around several issues: whether com­ panies operating in cartels may be allowed to gain unrestricted market power; whether ship­ pers will be tied into contracts, and perhaps liable for service beyond when it is needed; and whether the FMC has an ade­ quate system to record and pub­ lish accurate tariff filings and enforce current prices. In approving' the ,bill during its fiill mark-up session, the committee approved tariff stip­ • 5 -ill1 • •Is ulations saying it "found that there was strong support for this approach," Carriers have lobbied for the enforcement and the Reagan administration has been back and forth on the issue and now supports the tariff provisions. According to Reps. Willfam J Hughes (D-N.J.) and Harold S. Sawyer (R-Mich.), chief oppo­ nents of the tariff provision and members of the Judiciary Com­ mittee, they will work with col­ leagues in the Judiciary Com­ mittee "to review HR 1878 and . . . sew up some critical loose ends that could unravel the otherwise constructive legisla­ tive fabric this committee has woven." • - :r( • . • SIU Committee to Study Relief Trip Effects on Jobs On June 6, a six-man rank and file committee will be elected in the port of New York for the purpose of conducting a study of the effect that the Permanent Job-Trip Relief procedures have had on shipping. In order to be of assistance to the committee, all ships' chairmen are requested to discuss the procedures with their crews at their next stupboard meeting and to submit a report to the committee at headquarters in Camp Springs, Md. Reports submitted by the dispatchers from the various ports indicate that from April 1, 1982 through March 31,1983 the following reliefs were made available: Rating Bosuns Stewards Electricians Pumpmen Reefer Engineers QMED Plumber Machinists Passenger Utilities Number of ReUefs 129 76 53 28 8 1 3 Total Days ofReUef 10,812 6,177 4,154 2,378 720 60 300 24,601 days of relief provided Most of the crews know from experience that as shipping slows down, the job turnover does too. It is therefore apparent from the figures noted above that the rule has been helpful in creating a job turnover in those positions where turnover is slow. Headquarters has not received even one complaint about the key men becoming "company stiffs" because of the Relief Rule. It should also be noted that on certain vessels where key men had held their respective jobs from one to six years without a relief, reliefs were created from between 60 and 120 days for members holding similar positions and registered on the beach. It is hoped that this matter will be thoroughly discussed with the crew and their reaction be provided to headquarters as soon as possible. A letter to this effect has been mailed to ships' chairmen aboard all SlU-contracted deep-sea vessels. June 1983/LOG/7 11 _L _L! u -J �• DIXIE Follows ACBL—and ACBL Is Guilty! NLRB Uncovers Widespread Union-Busting Pattern (Continued from Page 1.) the SIU for help. If the SIU were to be busted at Dixie or ACBL, that could force givebacks and concessions from their workers. But one thing this high-powered anti-labor push cannot eliminate is the law. The NLRB has now filed charges against Dixie, and already found ACBL guilty of the same unionbusting tactics. Dixie Carriers and its profit-hungry parent Kirby better take a look, because the charges against Dixie are just like those ACBL is guilty of. Does that look like a conspiracy? You be the judge. Last month the NLRB issued a massive complaint against Dixie, charging the carrier with a wide range of unfair labor practices. Dixie is scheduled to go to trial on those charges July 5 in New Orleans. When Dixie is found guilty, striking workers will be given ' 'preferential job rights.'' Here is the list of charges the NLRB has pinned on Dixie: • Harrassing and intimidating workers; • Threatening to fire strike supporters; • Disrupting lawful Union activities by creating the impression that workers were being spied upon; • Undercutting and bypassing the SIU during lawful col­ lective bargaining; • Encouraging supervisors and captains to destroy the lawful status of the Seafarers International Union. What would happen if Dixie or ACBL were allowed to get away with their union-busting? Workers everywhere would suffer. Here is just a partial list of what Dixie wants to do. • Harassing and intiniidating workers; • Gut seniority • Force a probation period • Eliminate the subcontracting clause • No increase in penalty or overtime rates , • Reject crew change pay T • Gut sanitary work for health and safety • No sick leave • Reduce pensions • Reduce hospitalization The list goes on and on. If these changes were allowed to happen at Dixie, they would happen everywhere, and or­ ganized labor would be thrown back decades in its fight to protect the working men and women of this country. The SIU is fighting union-busting on several fronts, but it is not the sole target of this boardroom conspiracy. A look at what has happened to working men and women across the country points to thousands of victims of corporate blackmail and greed. Standards set decades ago and com­ monly accepted labor practices are being tossed out the window by companies making hollow pleas of poverty and threatening to simply close down if workers do not give in to the comoanv blackmail. SIU members' solidarity have forced the company to resort to illegal subcontracting of its work. Dixie has also b^n forced to shift much of its barge work to other companies. Union picket lines have been set up throughout Louisiana, Texas, Florida, Alabama and other areas where Diide boats operate. While the SIU continues to attempt to negotiate with Dixie, SIU President Frank Drozak said the company's unfair labor practices have stalled the talks. Looking ahead, Drozak said, "This is only round one in what could be a long fight, but we can expect to score a decisive KO." While the SIU will score a knockout against Dixie, the entire American Labor Movement must continue this fight against the powerful big-business forces. They may have the money to prolong labor attacks around the nation. But the Labor Movement has the biggest asset—^the workers. If working men and women join together to fight, they cannot lose. ACBL Is Guilty—Dixie Is Next The National Labor Relations Board found ACBL guilty of unfair labor practices. Dixie Carriers faces the same charges. Here is what the NLRB found ACBL guilty of: • Refusing to bargain in good faith with the SIU. • Unlawfully refusing to make contributions to the Union's plans and trust funds. • Repeatedly refusing Union representatives access to ACBL vessels. • Discharging SIU members because of their Union activities. • Refusing to use the SIU hiring hall. • Unlawfully instituting a new pension and welfare plan. 8/LOG/June 1983 Il l- — I,, �•v~ ,,jn--- Inland Newa OurMniibcn AtWtrk 'C-ft:; :=;l3 Deckhand Tommy White (left) of the Terence J. Smith Is with SlU Rep Dave Heindel. The tug Theresa F (Red Circle) "a good Union boat with a good Union crew. •p"... Here's the crew of the Theresa F (with a Union ofTiciai) of (back row I. to r.) OS Barry Freeman, Mate Bill A. Hail and SlU Rep J. Steve Ruiz. In the front row are (I. to r.) ABs Eugene Gaines and Roland Noble, Cook Hank Ruhion (formerly with struck Dixie Carriers) and AB Paul Dudnlkor. On the deck of the tug Terence J. Smith (Crescent Towing) are (I. to r.) a MEBA District 2 engineer. Deckhands Tommy White and Paul Solid, and SlU Rep Nick Celona. June 1983/LOG/« —. �In Memoriam Sabine Contract OK'd 74 to 7 .'feij Inland,Boatmen in the port of Houston approved their renewed contract at Sabine Towing last month by a vote of 74 to 7. Great Lakes Dredge & Dock Wins Jobs % The Great Lakes Dredge & Dock Co. called last month for full crews of 38 dredgermen each to start dredging of Cleveland, Ohio Harbor for the upcoming summer sailing season. A Great Lakes Dredge & Dock subsidiary, NATCO, submitted the low bid to dredge the channel approaches to the Toledo, Ohio Harbor. Ludetke Engineering will shortly begin work on a pipeline at Sheboy­ gan, Wis. on Lake Michigan. The job will continue into next year after the winter break. Red Circle Contract Talks Begin Contract negotiations for Boatmen for a three-year agreement at the Red Circle Line in the port of New Orleans began on June 7-8. The old contract is due to expire on June 30. Texas May Maintain Gulf Intrecoast Canal I': Late last month the Texas House of Representatives in Austin passed and sent to their Senate a bill to fund dredging maintenance work on the Gulf Intracoastal Canal if the U.S. turns the job over to that state. The bill, after a seven-year battle, is expected to be signed by Texas Gov. Mark White and sail through the Senate. It is the first time that state legislation may be enacted to maintain navigation on the old waterway. The canal links up with the intracoastal waterway along the Atlantic Coast. Similar legislation is pending in the Louisiana legislature with Florida, Mississippi and Alabama to be heard from. In Texas, the waterway runs from the Mexican border at Brownsville to the Sabine River on the Louisiana border. It is the most unique of the inland waterways. It stretches from Brownsville, Texas to St. Marks, Fla. over 1,113 miles. The U.S. spent $137 million to make this man-made waterway navigable. In World War II, the inland canal was used by our ships to escape Nazi subs. Recently traffic on the 150-foot wide "ditch" has increased to supply the Texas-Oklahoma oilfields. It has locks 55 to 56 feet wide. :Vi- Mississippi Riverboat Mark Twain in N.Y.C. The 200-foot Mississippi steamboat paddlewheeler Mark Twain early this year was carried by the heavy lift ship Dockllft 1 to New York City to become a floating restaurant in the habor. Too fragile to sail the almost 2,000-mile voyage to the open sea, the Mark Twain, bqllt in 1896, is one of only three remaining Mississippi paddlewheelers. Previously, she was a stationary display on the Great Lakes in Ontario, Canada. inlancl Pensioners 'I" f*' A Bernon C. Davidson, 67, joined the Union In the port of Norfolk sailing for McAllister Brothers in 1976. Brother Davidson is a resident of Chesapeake, Va. Ttwmas Odom, 62, joined the Union in tihe port of Mobile in 1956 sailing as a deckhand. Brother Odom is a wounded veteran of the U.S. Army in World War II. He was bom in Uriah, Ala. and is a resident there. 10/LOG/June 1983 Jesse Edward Williams, 65, joined the Union in the port of Philadelphia in 1961 sailing as a captain for Sher­ idan Transportation Co. of Philadel­ phia and for lOT from 1936 to 1963. Brother Williams was a former member of the SlU-merged IBU and District 50 of the Masters, Mates and Pilots Union, Local 25. He was bom in Mt. Vernon, Md. and is a resident of Cape Coral, Fla. The brothers below were all Inland member of the SIU. Our entire Union, Deepsea, Lakes and Inland would Uke to express their sympathy to the families of these good Umon men. Pensioner Arthur Sebastian Hyle, 72, passed away on April 29. Brother Hyle joined the Union in the port of New York in 1960 sailing as a deck­ hand and mate for the Penn-Central RaUroad from 1929 to 1975. Brother Hyle was a SPAD contributor. He was bom in Jersey City, N.J. and was a resident there. Surviving are his widow, Lena and his son, Kenneth. Joseph I. Kdodziejski, 68, suc­ cumbed to heart-lung failure in the port of Philadelphia on June 12, 1982. Brother Kolodziejski sailed out of that port as a cook. He was bom in Phil­ adelphia and was a resident there. Surviving is his widow, Marcella. Alton Earl Lewis Sr., 45, died on Nov. 7, 1982. Brother Lewis joined the Union in the port of Norfolk in 1969 sailing as a captain for Norfolk Towing since 1956. He was bom in North Carolina and was a resident of Chesapeake, Va. Surviving are his widow, Mary; two sons, Alton Jr. and Steven and his mother, Eva of Bath, N.C. Patrick Maratta, 57, succumbed to cancer in Bayonne, N.J. on March 10. Brother Maratta joined the Union in the port of New York in 1960 sailing as a mate for the Baltimore & Ohio Railroad from 1951 to 1976 and for the N.Y. Dock Railroad from 1976 to 1983. He was a veteran 6f the U.S. Army during World War II. Boatman Mar­ atta was bom in Bayonne and was a resident there. Surviving are his widow, Dolores; a son, Dominick and a daugh­ ter, Rita. V Pensioner Raymond Earl Peele, 82, passed away on April 21. Brother Peele joined the Union in the port of Baltimore in 1957 sailing as a chief engineer for the Baker Whitley Co. He was bom in Montes, N.C. and was a resident of Frisco, N.C. Surviving is his widow, Rhoda. • Pensioner John David Rock, 83, passed away on May 5. Brother Rock joined the Union in the port of New York in 1960 sailing as a motorman for the Penn-Central Railroad from 1920 to 1%1. He was a former member of the Masters, Mates and Pilots Union, Local 1. Boatman Rock was a veteran of the U.S. Navy in World War I bailing aboard a minesweeper. A na­ tive of Jersey City, N.J., he was a resident of Sewaren, N.J. Surviving are his widow, Louise and his daugh­ ter, Marcella. Michael "Mike" Anthony Vazquez, 21, drowned when he fell overboard off a boat on Jan. 7. Brother Vazquez joined the Union after his graduation from the SHLSS in 1980. He sailed for Orgulf Towing. Boatman Vazquez was bom in Princeton, Ky. and was a resident there. Surviving are his par­ ents, William and Mary Vazquez and his sister, Mary. Pensioner Thomas Moore Parks, 72, succumbed to arte­ riosclerosis in the Deer's Head Medi­ cal Center, Salis­ bury, Md. on April 29. Brother Parks joined the Union in the port of Norfolk in 1960 sailing as an AB for the Penn-Central Railroad from 1942 to 1975. He was bom in Parksley, Va. and was a resident there. Burial was in the Parksley Cemetery, Surviving are his widow, Pauline and his son, John. p Pensioner Levon Homer Woolen, 60, died of heart-lung failure in the Albermarle Hospital, Elizabeth City, N.C. on April 27. Brother Wooten joined the Union in the port of Norfolk in 1970 sailing as a captain for Southern Towing from 1946 to 1955 and for Allied Towing from 1956 to 1978. He was bom in De Kalb County, Ala. and was a resident of Camden, N.C. Interment was in Westlawn Park Cemetery, Elizabeth City. Surviving are his widow, Faye and a brother, Norris of Newport News, Va. Pensioner John B. Harwood Jr., 76, succumbed to a heart attack at home in Bridgeport, N.J. on March 22. Brother Harwood joined the Union in the port of Philadelphia in 1960 sailing as a captain for lOT. He began sading in 1940 and sailed during World War n. Boatman Harwood was bom in Woodstown, N.J. Burial was in Bridgeport Cemetery. Surviving are his widow, Elizabeth; a son, Charles of Ft. Myers, Fla., and a daughter-inlaw, Dolores. Pensioner Frank Joseph Swee­ ney, 83, died on April 16. Brother Sweeney joined the Union in the port of New York in 1951 sailing for the Penn Central Railroad from 1918 to 1964. He was a resident of Linden, N.J. Surviving are his daughter, Mrs. Joan R. Klett of Colonia, N.J. and a daughter-inlaw, Mrs. Agraphine Sweeney. James Buchanan Walters, 48, died at home in Galveston, Texas on Dec. 23, 1982. Brother Walters joined the Union in the port of Houston in 1974 and had been sailing as a mate for G & H Towing since 1977. He was a former member of the NMU and was a veteran of the U.S. Army during the Korean War. Boatman Walters was bom in Troy, Ohio. Cremation took place in the South Memorial Park Crematory in Pearld, Texas. Surviving are his widow, Beth; his mother, Mrs. Forest Littlejohn of Springfield, Ohio and an uncle, Roy C. Brown of Troy. �SlU Boatmen Hold Fast in Dixie Beef JUSTIN T. ROGERS •J-. On the new pushboat Justin T. Rogers (Orgulf) out of the port of St. Louis Is the crew of (I. to r.) Deckhand Ronnie Forehand, Leadman Arvin Freed, MEBA Engineer Ray Leach, Deckhand Joe Clayton, New Orleans Port Agent Pat Pillsworth, Cook June Hughes and Mate L. Wooden. Outside of the Dixie Carriers Repair Yard on the picket line are (I. to r.) Mike Howard, Glenn Reed, Robert Small, Mark Rice and Marion Files. Casting their ballots for North Harbor del^ates in the port of New Orleans on the M.V Jennie (Crescent Towing) are (I. to r.) Engineer Robert Meades, Deckhand Steve Wall, Capt. Steve Hathom and SlU Rep Dave Helndel accepting the votes. Boatmen Robert Small (right) and Harold Whighstil display strike signs last month against Dixie Carriers with a company boat in the background at the repair yard in Harvey, La. i I Picketing at the International Marine Terminals, Myrtle Grove, La. are Robert Small (left) and Harold Whighstil. Tankerman James Van Luven (right) of the tug National Navigator (National Marine) reads aloud alaout the NLRB decision on ACBL favorable to the SlU. Listening are (I. to r.) Gary Koptis, Union Rep Nick Celona and Pilot Clyde Merryman. June 1963/LOG/It �s Area Vice Preeidents' Report fi- Gulf Coast, by VP. Joe Saco) w: 7 •_ ,v' M' -: !' .-•(; .• :• - ' , ,, ^_ :-.V - I '"E'RE HANGING IN strong on the Dixie Carriers strike and I'm feeling very optimistic. We just received some very good news from the New Orleans re­ gional director of the National La­ bor Relations Board. He issued a complaint against Dixie on the grounds of the charges we filed against the company. A trial date has been set for July 5 in New Orleans. (See page 1 of this issue of the LOG.) As our Mobile Port Agent Tommy Glidwell said, "We're gonna win this beef." In Texas, the Sabine contract was ratified overwhelmingly. The new three-year contract contains wage increases and maintains a high level of benefits. The renovations at the New Orleans hall are on schedule and should be completed in about 30 days. With these renovations we hope to better service the members and expedite claims. Our fight in the Louisiana legislature for SlU-contracted Radcliff Materials was very successful. We beat back attempts to take pemits away for shell dredging. But we must remain alert on this issue because there will probably be more attacks. In New Orleans last month a brand new SlU-contracted boat was christened. She's the Justin T. Rogers (Orgulf), sister boat of the company's James Ludwig. These boats are the two largest twin screw towboats on the Mississippi River system. Each boat has a 4,250 hp engine and the capability of using heavy fuels. In Jacksonville, shipping is very good. We recrewed there last month the Baltimore (Sea-Land), Ogden Champion (Ogden Marine), the Ambassador (CCT) and the Seattle (Sea-Land). East Coast, by V.P. Leon Hall Qraat Lalces & Western Rivers, by V.P. Mike Sacco W E CONTINUE to rack up victories in our fight with American Commercial Barge Line (ACBL). As I reported to you last month,. the National Labor Relations Board (NLRB) found the company guilty of massive unfair labor practices against SIU. After that we received word that an impartial arbitrator in Louis­ ville, Ky. ordered the reinstate­ ment with full seniority and back pay of a lead deckhand at Inland Tugs, an ACBL company. (See LOG, May 1983.) The deckhand is Rick Gantly who was fired last summer from the towboat J. H. Bobzien for allegedly allowing unauthorized personnel to board the laid-up boat. At a hearing in Louisville on Jan. 27 the arbitrator, Edwin R. Render, ruled that Gantly was fired "without reasonable cause." Because the SIU fought for Brother Gantly he must now be reinstated with back pay and full seniority. Meanwhile, in several of our Gulf and river ports, ACBL is using the SIU hiring hall to fill Jobs aboard some of their boats. In future columns, I will keep you up-to-date on the latest developments concerning ACBL. * N COMMEMORATION of Maritime Day in New York I represented the SIU at ceremonies held on May 21 at the U.S. Mer­ chant Marine Academy at Kings Point. The review on the Parade Grounds by the Academy's Mid­ shipmen and Regimental Band was quite impressive. Later there was an ecumenical wreath ceremony in front of the Academy's chapel in memory of merchant seamen. The many speakers at the day's events, including two New York congressmen, stressed the need for a resurgence of the American merchant marine. (Photos and more details on Maritime Day around the country appear in this issue of the LOG.) Up in Gloucester, deep sea activity is slow. Port Agent Bob Stevens reports that there is even a scarcity there of the fink ships we are trying to organize. However, there's been an increase in activity by some of our contracted inland equipment. Concerning our fishermen in Gloucester, we're fighting a plan by some sports fishermen to put a tire reef in the middle of one of the historic commercial fishing grounds where it vrill interfere with the dragging operations. Also, the prices on fish have reached a new low in large part because of the low tariffs imposed by this country on fish that comes down from Canada. One of our boats, the St. Nicholas, was caught inside a restricted fishing area and was escorted by enforcement officers of the National Marine Fisheries services to a dock in Boston. Itiere her fish were confiscated and she was kept for several days before being released. We feel that the government's reaction was too severe. We agree with the general principle of having certain restricted fishing areas. But there are too many of them currently. Fishing is not good right now. Our men must earn a living and to do that there must be more fishing grounds available. 12/LOG/June 1983 * Up on the Great Lakes, the crew for another SlU-contracted American Steamship vessel has been called up. The ship is the Roger M. Kyes. This makes the twelfth ship that American Steamship is planning to run. The eleventh, the Charles E. Wilson, was just fitted out. Also, SlU-contracted Kinsman has called for a crew on the Alstair Guthrie. A good contract with wage increases was settled on the Lakes with Arnold (Straits) Transit. The two-year contract went into effect on June 1. West I * by V.P. George McCartney AST MONTH I spoke at the fchristening in Portland, Ore. of the SlU-contracted Golden Phoenix (Titan Navigation). This vessel, which was con­ verted from a never-used LNG ship to a bulk carrier, now has the distinction of carrying the largest load of grain ever transported by ship. She saildd from Puget Sound in Washington with approximate 120,000 tons of grain for Egypt. (See story on page 23.) I also participated in Maritime Day in the port of Seattle along with our port agent there, George Vukmir, and Merle Adlum, president of the Seattle-Puget Sound Port Maritime Council. Further south, from the port of Wilmington, I'm happy to report that SIU Port Agent Mike Worley was instrumental in helping Local 11 of the Hotel and Restaurant Employees reach an agreement with four restaurants in the San Pedro area. These restaurants, Trainis Majestic, Cigo, Antes, and Olsens, are the only union restaurants left in the San Pedro haihor area. The association of restaurant owners decided to take on the union and demanded givebacks. Through the Port Maritime Council of Southern California, of which Worley is president, a coaliUon of unions was formed. A meeting was then held with the Federal Mediation Service and a successful agreement was hammered out for Local II. In San Diego, our SIU members at Star and Crescent are now under the Seafarers Welfare Plan. This represents greatly expanded healdi coverage for them. Out of Seattle comes word that the SIU Pensioners' Club there will be going on a boat tour of the harbor. On a final note, I'm glad to tell you that SlU-contracted American President Lines (APL) will remain an independent company. Rumors had been running wfid about what would happen because of the meiger of APL's parent company, NATOMAS, with Diamond Sham­ rock. �Congressman Arian Stangeiand THE ElM OE THE EEiZNcTi^T Edgar G S°"9£essman Robert Roe (CONGRESSMAN sJTw^rir^" ROB that improved T r Q « ® ^mpoXf "]^X™Workf and A ^ily farmer all his life tSes fJl^ "nderLStetL'ofc"^'^ -•^Jt' -, ^.ween theZ"^-^ — system. ' nr^*"i •^'""sportation J^tesident Frank ^'SSLIZ.'"tte .mmce of dev^ing thfbT^l" "a"'"®- ^th P^sTb^^h pwys in both our national econ onty and national secnritr^ and c^pS'forT'h*"""' mentofSl 'he betterR*p- Robert Roe (D.N.J.) Disfc^w"® lanri ^•2=."5£E Mgressiomd Port Caucus. STp-S'SS-S S^^PP'h Minnesota, Stance- Si:^'',9THe EtoTr""'"® •'«'^®ys eighth Congressional District «ouse of Representatives to fill an unexpired term of ofiBce in a h£ b^n r*"?"'969 and -ssss'rss-sr ficient fleet, a fleei tht. • shipped. I fleeT^/'?' astheco-chairS?heS srF'"-^= Slfi''";—«""i» t, •'*• pott growth. Rep. Arlan Stangeiand (R-Minn.) partnership with the TT Q prosperity of all " existing controls on eas nnV Ren *ne administration's f!°®®','o decontrol natural gas would bedisastrous," said RS ior d?izl? "ko senthefr ®®ord to pay then-current gas bills, let alS the increases that would place under the admimstiation'! decontrol plan This l#»oi i would pro^e 'eader of House terference in U S farJ^ sS?="«s rS' stangeiand supports the ev port ban of Alaskan Oil Thf i=~r-c2s?;^ Cling ot the import duty on sovineal **i7 - sot^s. Roe is also a memter" the subcommittees on Eco- ^ 8 nni^r pnces and guarantee ari<» S" Development an^W gas suppUes." shippmg in our Great F jito. _ In hue with AFL-CIO DOSgabons and Oversight of the Stangeiand harZ^rS 'House Public Works Md W call^^ *oted against the sojoining SIU's Pres Cpnimittee. In addi- 0^Hoiise Social Security reyears drafting the Stangeiand Plan" to Jdem Drozak in addrossi^'^S .'P»a'ation, cal^'"], ranw Pnngressman is the notlung more than a band-aid member of the House SubcolS! lee Of the House Mercl^t Ma on Science and th^io"" approach" to solying ^chnology and a member of Problems of tte sr and Fisheries CoS^' Stangeiand testified tl^T; ^ program. on Eneigy ®«dk Bill "will provS^ Resemch and ftodnction, Em R^'s effor"' CPP^ssman ^ wherewithal for the dey^ «oe s efforts to protect all e^y Developnient and Appli­ Arlan Stangeiand in finei' cations and Investigations and Americans and rebuild Ameii of a laiger and Zre oa s once proud merest fleet ^ment U S flag b„Mr ifeeTro that It may fonn an effecUve f^.^®" hh" U.S. sJ? 3^'S:,rsn "p^Si'^'SS dune 1983/1,06/19 �Maritime Day, 1983 The Past Recalled • (IV_ i '" • Pondered ident Frank Drozak spoke of the future. "What is the answer? Based on the record so far, we cannot expect leadership from this ad­ ministration," he said. Echoing that at ceremonies at the Merchant Marine Academy in Kings Point, N.Y., Rep. Mario Biaggo (D-N.Y.) said the "Boggs bill would provide the incentive to have ships built because there would be cargo. We must make the people of America aware of the merchant fleet." "Passage of this legislation is essential," Drozak said, "if the bulk fleet is going to have a future." And in San Francisco Bay, one remaining piece of the past set sail. The Jeremiah O'Brien, a World War II Liberty Ship loaded 800 people for a cruise around the Bay. From around the country ^ing seafaring veterans, brand new recruits to life on the oceans, officials from all maritime unions, Navy officers and polit­ ical friends gathered for Mari­ time Day, 1983. Prayers were said for the dead and perhaps a few for the future of a troubled industry. "l am proud of our nation's merchant mariners and of those seamen who gave their lives to make this a strong and proud nation," Rep. John McKeman (R-Maine) told the gathering in Washington, D.C. "They took their fiill share of attacks and losses. It is to these men to whom we pay tribute today," said Admiral Harold Shear, Military Sealift Com­ mand chief. In San Diego, Calif. SIU Pres- ••r'. -W' SHLSS Trainee William McDonough of Weymouth, Mass. stands behind a memorial wreath he placed during Maritime Day in Washington, D.C. The wreath was in memory of the thousands of merchant sailors who died serving their country. '.jHl''"'' ' -T. • ••" if;. • /98*i Admiral Harold Shear Rear Admiral W. 0. Hamm, interim commander of the Military Sealift Command told those gathered at Kings Point, "Even though times are tough, there will be ships com­ ing." X Leon Hall, SIU vice president in charge of the Atlantic Coast (second from left) stands with other labor leaders during Maritime Day services in Kings Point, N.Y. at the U.S. Merchant Marine Academy. Others (I. to r.) are Jerry Joseph, MEBA-2 vice president; Paul Dempster of the Sailors Union of the Pacific; and Bill Armstrong, SUP. 1;*<• I 14/LOG/June 1983 SHLSS Athletic Director Bart Rogers, upgraders Robert Maddox and John O'Reilly, along with the current class of SHLSS trainees were part of the SIU delegation at Maritime Day services in Washington, D.C. �••. i . •• • . . •:• -j:' '. Seafarers I, . HARRY LUNDEBERG SCHOOL OF SEAMANSHIP 4 •. f Piney Point Maryland Education Experts Meet SHLSS Inslmctors Will Upgrade Their Skills Too Far more Seafarers complete their adult or remedial educa­ tion programs at the Seafarers Harry Lundeberg School than non-Seafaring adults in similar pubUc programs. That was just one of the many things instructors from the SHLSS learned at the recent annual Maryland Association for Adult, Community and Contin­ uing Education (MAACCE) conference in Columbia, Md. Each year SHLSS instructors are invited to participate in MAACCE workshops where speakers known for their posi­ tive contributions to the field of education discuss a, wealth of concepts, techniques and meth­ ods of instruction that seem to benefit students. The main pur­ pose of the conference is to provide the educational com­ munity with the most up-to-date information on what instructors are doing in education in the state and nationally, and to give instructors a chance to grow in their perspectives on education. Rebecca Kastner was among several SHLSS instructors who attended the MAACCE confer­ ence. She singled out the work­ shop "Futurism: More Adults, the New Majority." After viewing a battery of statistics in a report that showed 17.3 percent of the adults resid­ ing in Maryland over the age of 25 have no more than an eighth grade education, Kastner said she was convinced by the time she left the conference "that what I am doing is especially worthwhile." "What the speakers seemed to be trying to convey was that the population will continue to increase and so will competition so you have to get in there and get the job," said Kastner. It is difficult for students in the public adult education pro­ grams to motivate themselves, the workshop pointed out. Compared to students in the SHLSS programs, the public students have an unusually high drop-out rate. Kastner credits the learning discipline stressed at the school for the success of her students. For instructor Sandy Shroeder, the conference this year was a chance to exchange notes and renew professional ties she has nurtured throughout her years of attending MAACCE workshops. Sever^ years ago Shroeder and several other colleagues were asked to meet to brain­ storm ideas and to create a GED curriculum for Prince Georges County, Md. adult education. Now, Shroeder says she attends the conference each year to find out how well the GED program is progressing and to make com­ parisons between the SHLSS program and similar programs. In particular she said she was pleased to learn this year many Maryland adult education pro­ grams are using open-ended ed­ ucation as a way to increase student participation. Many Stu­ dents were discouraged from ever registering for remedial ed­ ucation classes because they had to wait until the spring or fall semester to begin classes. "We evolved a new type of idea at the Lundeberg School. Students could start remedial education and college classes anytime no matter what pro­ gram they were in. When you tell people this," Shroeder said, "you come away from these conferences with the realization no other school in the whole United States is like this one." Instructor Donna Curtis was impressed when she heard of the success of two methods now being used in the classroom, peer tutoring and competency based education, which she hopes to adopt into her style of instruction. She said Abe Easter, another SHLSS instructor, is practicing these methods with favorable results. Peer tutoring is a formula for instilling better memorization, with students teaching students. It follows the principle that the more often a person repeats or hears information, more of the information will be remembered for a longer period of time. In competency based education, instructors key lessons to the competencies of individual stu- Coming - Woodworking Is among the many creative skills that can be leamed and improved upon at the Arts & Crafts Center at SHLSS. A special feature on this important aspect of the "Educatjon For the Whole Man" philosophy at SHLSS will appear in the July issue of the LCXa. dents 'teaching in the students content.' Workshops on computer technology captured the atten­ tion of Shroeder and another SHLSS instructor, Roger Fran­ cisco. Francisco, new to the school staff, is heading up the new SHLSS computer learning lab and implementing data base education and services. He was able to observe demonstrations from leading computer manu­ facturers for an overview of the myriad of functions computers can perform. "Micro Computers for Pro­ gram Administration" offered Francisco ideas on how he may one day enter the age, location and rating of every Seafarer into a computer to hasten distribu­ tion of membership benefits and relay job calls to Seafarers on an individual basis. Shroeder was interested in seeing how computers may be incorporated into individual and group math instruction with software discs—from addition through algebra—played on video display screens. "There is a great potential here," Shroeder believes. "The computer talks to the students and even has a sense of humor." Student motivation is not lost by computer instruction, Shroe­ der said. In fact, "by giving students alternatives to the ways they may solve mathematical problems, the computer takes the drudgery out of the task." In coming weeks instructors will share their conference ex­ periences with the Lundeberg staff. New techniques to help students in their quest for a better way of life will see in­ structors next year ^ain re­ turning to MAACCE to keep up with improvements in education and pass on advances to make learning easier. ^ June 1983/LOG/15 I �'n • ," •-V " • 'C .V; 4^ -Wt •••A:. : ,S-' . .- English As A -••'• **i ',':x,-^ '^^',.: • „ , Second Language SHLSS Helps Seafarers Improve Language Skill # ?;• After a full day of classroom vocational courses at SHLSS, and on-the-job training, stu­ the oral exams are often given dents at the Seafarers Harry in English. Lundeberg School of Seaman­ The need for the program was Individualized instruction is an important factor for the success of the ship break for dinner then bum realized last year. Instructors English as a Second Language Program. Instructor Karen Owens works the midnight oil in quiet con­ were concerned that even if a with Pedro Mena to improve his English reading skills. centration. Studying and read­ student worked hard to pass ing sometimes stretch into the exams he could still have a hard Pedro Mena currently en­ they represent gain more mean­ time on the job. Understanding rolled in the Cook and Baker ing as the student leams the late night hours. The courses are difficult. They English is important when your course is one of several dozen language. The rest is a matter of prac­ are even more difficult if the supervisor calls on you or when students referred to Owens. He your shipmates want to get to never had formal language les­ tice. Drills and repetition of student can't read, write or speak English very well. A large num­ know you as a fellow worker sons, preferring instead to soak words help students leam to ber of Seafarers can't. and a friend. up American culture, learning speak the language. Owens helps Today, students get in ESL If you are having trouble un­ English from American friends, students maintain interest by derstanding your teachers and classes in a couple of ways. If reading after work, listening to choosing topics of conversation classwork because English is they are trainees, the results of radio and television, and check­ which relate to the Seafaring life your second language, the Lun­ reading tests given the first week ing spelling and meanings by and the students' own experi­ deberg School has a program to refer students to the program. looking up words in a diction­ ences. To speed comprehen­ help you. It is the English as a For upgraders, many teachers ary, his constant companion. sion, spelling, vocabulary and refer students to ESL classes. Second Language program. Several years ago Mena left proper grammatical usage Ow­ The program, cadled ESL for Others show up in tests given his homeland Honduras, a na­ ens uses question-answer exshort, is taught at the SHLSS to screen students. tion struggling with one of the , ercises, the same types of ex­ Owens is professionally highest unemployment and pov­ ercises Owens herself used to Learning Center. Karen Owens directs the program. She meets trained to teach English to for­ erty levels in the world. Just to leam a foreign language. She and teaches each student, one eign students. She reviews the survive in the U.S. where the speaks Spanish fluently. student at a time. Instmction is langue^e test scores and spends values, traditions, life styles plus A major problem for Mena, limited to one person at a time the first day with new students the language seem strange at and any other ESL student, ac­ because students leam faster asking questions to determine first, was enough of a reason to cording to Owens, is that Eng­ this way. their English language skills. want to leam the English lan­ lish words are not spelled the At SHLSS, English is nec­ Most ESL students fall mid­ guage Mena said. way they are pronounced. There essary for both vocational and way between beginning and 'T almost went back to Hon­ can be as many as 13 different academic classes. Most classes advanced levels. When she be­ duras," he explained. "Because spellings of a single sound in have a final test that must be gan her job, last September I could not understand people, English she said. passed before students receive Owens decided to conduct a it was hard to find out where Before arriving at the Lun­ school certificates. Coast Guard survey of SHLSS instructors to things were. Even shopping, deberg School, Karen Owens exams must be passed to gain draw a general sketch of the buying something to eat in a taught in Calvert County, Mary­ endorsements which are needed foreign SHLSS student popu­ supermarket is a problem for land public and private schools. for jobs aboard ships and boats lation. Other instmctors are coop­ people from another country." on the inland waters. All of The survey pointed out that erating with the program. Many He dropped out of high school these written tests are in Eng­ the majority of ESL students allow foreign students to take lish. speak Spanish, with Arabic and in the ninth grade to immigrate oral rather than written exami­ Without the basic English lan­ Greek next. Instructors said most to the States, but has not lost nations. Many are following up guage skills, some students are ESL students they had taught sight of his wish to pass the Owens' request to provide her failing classroom and final Coast could speak English on every­ GED exam for a high school with a vocabulary list of tech­ Guard examinations, Tracy Au- day topics, but had difficulty diploma. He is concemed after nical terms students should leam mann, director of academic ed­ understanding technical terms working as a Seafarer for four to succeed in their courses. And ucation explained. And even whether spoken or written. And years that his language disability they are getting the message out though it is possible to take oral instructors wanted to see stu­ will make it harder to upgrade that foreign students need not his skills. exams in more than half of the dents' reading skills improve. be referred as beginners in the At the ESL Center, Mena's program, but may apply just to personal goals were taken into polish up their English skills. consideration by Owens. She Everyone in a foreign country looked at the classes he was leams by going through "the enrolled in and designed lessons hard knocks theory" of how to to meet his personal goals and adapt to another way of life, classroom needs. Owens said. She wants to make Every ESL student has a les­ the knocks fewer and a lot easier son plan developed in this way. to take. Then each works from Institute If you are interested in im­ of Modem Languages work­ proving your English, you may Trainees Pablo Roman (I.) and Pedro Marclal (r.) volunteer their free book exercises, other readings write to: Leaming Center, Aca­ time to help Instructor Karen Owens translate the SHLSS Lifeboat and language lab tapes. Engfish demic Department, SHLSS, Pimanual into Spanish. words and the American life ney Point, Md. 20674. 16/LQG/June 1983 t, 'k • �Upgrading Course Schedule Through December 1983 Programs Geared to Improve Job Skills And Promote U.S. Maritime Industry Deck Upgrading Courses Foltowing are the updated course schedules for June through December 1983 at the Seafarers Harry Lundeberg School of Seamanship. Check-In Date September 12 Completion Date November 4 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 The starting and completion dates for all courses are also listed. Inland Boatmen and deep sea Seafarers who are preparing to upgrade are advised to enroll in the courses of their choice as early as possible. Although every effort will be made to help every member, classes will be limited in size—so sign up early. Class schedules may be changed to reflect membership demands. SlU Field Representatives In all 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 September 12 November 18 Celestial Navigation July 18 November 7 November 21 August 12 December 2 December 16 Lifeboatman October 10 October 21 Engine Upgrading Courses Course QMED—Any Rating Check-In Date September 26 Completion Date December 15 June 7 October 24 November 21 July 1 November 17 December 16 to >- Automation Marine Electrical Maintenance August 29 October 21 Refrigeration Systems, Maintenance & Operations October 10 November 18 FiremanA/Vatertender & Oiler September 12 Welding Diesel—Regular October 20 October 24 November 21 November 18 December 16 September 12 October 7 Third Assistant Engineer September 5 November 11 Tankerman October 20 October 10 Improve Your Math Skills •• HOW? SHLSS has self-study materials in the areas of fractions, decimals, percent, algebra and geometry. Upon your request, SHLSS will send them to you m study in your spare time. ' -7 You can use these math skUls: • in your JOB • to improve your math skills for UPGRADING • to review old math skills or learn NEW SKILLS ... II am an SIU member. YesD NoU I Book Number is Social Security No. _ Department Sailing In 11 joined the SIU in l9 I Please send me the area(s) checked below. J ( ) Fractions •( '• <•- • ) Decimals • ( ) Percents j( ) Algebra :( ) Geometry !' j Send my area(s) here: I Name Steward Upgrading Courses Course Assistant Cook Cook and Baker Chief Cook Chief Steward Towt)oat Cook Check-In/ Completion Date Open-ended Open-ended Open-ended Open-ended Open-ended I Street I ) City Length of Course 6 weeks 6 weeks 8 weeks 8 weeks 6 weeks State Zip Cut out this coupon and mail it to this address: Academic Education Department Seafarers Harry Lundeberg School of Seamanship Piney Point, MD. 20674 ATTN: Sandy Schroeder Send it today! June 1983/LOG/17 . '^*-1 '' ..li �% J Apply Now for an SHLSS Upgrading Course (Please Print) (Please Print) Seafarers Harry Lundeberg School of Seamanship Upgrading Application Name. : (Last) (First) Date of Birth — (Middle) Mo./Day/Year Address. , (Street) . Telephone (City) (State) (Area Code) (Zip Code) Deep Sea Member • Lak'fes Member • Inland Wafers Member • Book Number Seniority _ Date Book Was Issued Port Presently Registered In _ Port Issued. Endorsement(s) or License Now Held _ Social Security # Piney Point Graduate: • Yes No • (if yes, fill in below) Entry Program; From to (dates attended) Upgrading Program: From. Endorsement(s) or -License Received _ to (dates attended) Do you hold a letter of completion for Lifeboat: • Yes Dates Available for Training No • Firefighting: • Yes No • CPR: • Yes No • ^^ Am Interested in the Following Courses(s) DECK • -K' . ENGINE • 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 • FOWT • OMED — Any Rating • Marine Electronics • Marine Electrical Maintenance • Pumproom Maintenance and • Operation • Automation • Maintenance of Shipboard Refrigeration Systems • Diesel Engines • Assistant Engineer (Uninspected Motor Vessel) • Chief Engineer (Uninspected Motor Vessel) • Third Asst. Engineer (Motor Inspected) STEWARD • • • • • Assistant Cook Cook & Baker Chief Cook Steward Towboat Inland Cook ALL DEPARTMENTS • • • • • • LNG LNG Safety Welding Lifeboatman Firefighting Adult Basic Education No transportation will be paid unless you present original receipts upon arriving at the School. RECORD OF EMPLOYMENT TIME—(Show only amount needed to upgrade in rating noted above or attach letter of service, whichever is applicable.) VESSEL RATING HELD DATE SHIPPED SIGNATURE DATE Please Print RETURN COMPLETED APPLICATION TO: Seafarers Lundeberg Upgrading Center PINEY POINT, MD. 20674 18/LOG/June 1983 I' • • in. DATE OF DISCHARGE S 'it'- ', •ferL-'- - �,> I". I' . ..— .vc:--, You can be a lobbyist too and you don't have to roam the halls of Congress to do it. Writing to your representative is one of the most persuasive and effective forms of lobbying. Here is what veteran Rep. Morris Udall (D-Ariz.) has said about letters he gets. "I read every letter written me by a constituent. On several occasions I can testify that a single, thoughtful, factual, persuasive letter did change my mind or cause me to initiate a review of a previous judgment." WHY SHOULD YOU WRITE? . . . Because legislators are making decisions everyday which affect the SIU, its members and their families . . . decisions on maritime issues, trade laws, taxes, inflation, energy, labor, con­ sumer and environmental protection. The best way to convey your interest, aiid the interest of your Union, is by writing. . . . Because the legislators arc always hearing from the Cham­ ber of Commerce, big business, big oil, bankers, even from foreign groups who do not have your or the Union's best interests in mind. Suggestions on How You Can Write a Better Letter Other Things to Keep in Mind • Write about one bill at a time. Don't drag on or write a laundry list. A one-page letter will surely be read and is always the most effective. • Make sure your letter is legible. If it is handwritten you might write a draft first and then make a second copy that is neater and shorter. Make it easy to read whether it is handwritten or typed. • Be polite. Do not be threatening or demanding. That is an immediate tumoff. • Don't be a pen-pal. Write on selected important issues. Quality, not quantity, is what counts. Don't wear out your welcome. WRITE IT AND MAIL IT Once you have taken the time and effort to write a letter, don't forget to mail it right away. The timeliness of your letter is just as important as what you have written. Remember, you can help yourself and help the SIU. It is as simple as writing a letter. 4. Be Timely Write when the issue is current, not after a key vote has been taken. 5. Explain Your Position • " IV It doesn't take an expert to predict the impact of legislation. As a worker, a taxpayer or a consumer, explain in your own words how the bill or amendment will affect you. Remember, a bill can change as it moves through the legislative process. So urge your representative to oppose crip­ pling amendments or support strengthening ones. •\. 6. Ask For a Response 1. Address It Properly For Congress: Representative ; U.S. House of Representatives Washington, D.C. 20515 Senator United States Senate Washington, D.C. 20510 Urge your legislator to take action— support or oppose a bill, cosponsor an amendment or whatever action you would like taken. Request (do not demand) a reply to your let­ ter. This information will be helpful to the lobbying efforts of the SIU. f.'.- 2. Identify Yourself Be sure to mention the state, city and congressional district where you live and vote. Mention your Union mem­ bership too. 3. Be Specific When writing about legislation, use the bill number (H.R. 1197, S. 1000) or the title (the Export Administration Act or the The Com­ petitive Shipping and Shipbuilding Act of 1983) if you know them. If not, briefly describe the issue that concerns you. Special 4 page supplement June 1983/LOG/19 �•" -^1 " ,-iC -si :.. • . —? • . S.S55rF£iasi5Sri*Sk-: , -S- r 1 .»> s " v. i ,i- ' t • '••'f . _'*• ' 'p' ",. . .i' Sometimes it seems as if the laws affecting the maritime in­ dustry and Seafarers' lives ap­ pear as mysteriously and rapidly as the rabbits, flowers and birds magicians pluck from thin air. But while the legislative proc­ ess looks as complicated as a magician's act, a close exami­ nation of the step-by-step law­ making process strips away much of the mystery about how Con­ gress works. islation, a congressman from West Virginia about coal or a Michigan legislator about the automobile industry. After a bill is introduced, the clerk of each house assigns it a number, for example HR 1242, the Boggs Bill. Then it is re­ ferred to the committee which has jurisdiction over the subject matter. In the House, a bill which concerns the SIU would normally be assigned to the ... Union opponents will be doing their best to scuttle SlU-supported bills... Congressmen, senators and the president are the men and women who ultimately deter­ mine the fate of any legislation, but concerned citizens, lobby­ ists and special interest groups all have the chance to persuade and influence congressional ac­ tion. That kind of participation and pressure can mean the dif­ ference between favorable and unfavorable laws. How It Starts •«i House Merchant Marine and Fisheries Committee. Then copies of the bill are printed and made available to the public. This is an important step because for the first time citizens and others can read ex­ actly what the proposed law says. The committee's chairman will decide if the bill should be con­ sidered by the fiill committee or by one of several subcommit­ tees. Taking the House as ai^ example again, most legislation the SIU follows closely is taken before the Merchant Marine subcommittee. Any member of the House or Senate may introduce a bill pro­ posing a new law or revising current laws. Many proposed bills are the direct result of a Committee Hearings representative's or senator's own Committee hearings are where work and ideas, but even at this early stage there, is a place for the legislative process swings into full gear. By this time com­ the public's voice to be heard. mittee members have had a Some bills are the result of suggestions and concerns from chance to study the bill and have constituents. Others may come begun forming their opinions. from lobbying efforts by special Once a date has been set for a interest groups such as labor hearing, advocates and oppo­ unions, trade associations, en­ nents begin to prepare their tes­ vironmental groups and so forth. timony in hopes of convincing Still others are the result of a the committee, or subcommit­ congressional member's special tee, to support their particular interest. A representative from viewpoint. In addition to the expected a large port area is naturally concerned about maritime leg- witnesses, such as labor unions, business groups and private cit­ izens, many executive depart­ ments and agencies will testify about the official government view. Many times this is where the President's opinion of the bill becomes public. You can assume that if Secretary of Transportation Elizabeth Dole is testifying, she is expressing the administration's view of a bill. Prior to the actual hearing, interest groups and witnesses have completed their research and prepared their testimony. For example SIU President Frank Drozak might appear be­ fore a conimittee with facts and figures prepared by the Union's Legislative Department. A bill may mean more SIU jobs, more business for U.S.-flag ships, better trade relations or a lower trade deficit—facts and figures the Union hopes will sway com­ mittee members to support its position. ;^But of course at the same time Union opponents will be doing their best to scuttle SIU-supported biUs or allow anti-union legislation smooth sailing. The amount of time allowed for hearings on an individual bill depends on how important the bill is and the amount of public interest. A bill declaring July "National Suntan Lotion Month" will not receive the same attention or time as a bill re­ writing the criminal justice sys­ tem. After the hearings are com­ pleted—and not all hearings take place on Capitol Hill, many committees will hold hearings in locations where a particular bill will have more of an im­ pact—transcripts of the hearing are made available for the pub­ lic. Markup Sessions The next step is executive HOW A BILL BECOMES LAW A TYPICAL EXAMPLE House Senate H.R. COCO introduced S. 0000 introduced Referred to Full Conimittee Referred to Full Committee iWarkup Full Committee Reports H.R. 0000 to House H.R. 0000 Amended Passed Conference Report Agreed to sessions, more commonly re­ ferred to as markup sessions. This is where the committee gets together to discuss the bill in detail or offer any amend­ ments or changes to the original bill. During the hearings it may be pointed out that a bill is sound overall but a few changes could Hearings Full Committee Reports S. 0000 to Senate S. 0000 Amended Passed Conference Report Agreed tp make it better. Amendments can also be used as a form of compromise. A congressman or senator may de­ cide that he or she cannot sup­ port the bill as originally writ­ ten, but if an amendment or change is made then the repre­ sentative would be willing to vote for the bill. The executive or markup ses­ sions are normally open to the public, except in cases of na­ tional security. But further tes­ timony is not allowed. By a formal vote, the com­ mittee decides whether to report the bill to the full House or Senate with or without amend­ ments. A committee report must accompany the bill. The report explains the nature of the bill, the reason for the committee's action, changes the bill would make in existing law and the specific amendments. Each committee member may file ad­ ditional comments or a dissent­ ing report. The report is a very important part of the process because it is viewed by the courts and ad­ ministrative agencies as the most important key in determining what the congressional intent of the legislation is. To the Floor After the conimittee reports the bill, it is placed on the House or Senate calendar. The major­ ity leadership then decides how and when the bill will be con­ sidered. If the bill is of minor importance it can be taken care of by unanimous consent so Congress won't be bogged down with small matters. If the proposed legislation is deemed more important, the process becomes a bit more complicated. In the Senate the majority leader may bring a bill up for consideration. Also Sen­ ate rules set no time limit on the amount of debate, which is why occasional filibusters occur. In the House, the Rules Com­ mittee sets the amount of time allowed for debate and whether amendments may be offered from the floor. If no amend­ ments are allowed it is called a closed rule and if they are al­ lowed it is termed an open rule. Once on the floor debate be­ gins. The debate by advocates and opponents allows the rest of the House or Senate the same opportunity to acquaint them­ selves with the legislation as the committee members had. Again the amendment process may be used as a form of compromise, as it was in the committee stage. It is even possible that after floor debate, consideration could be postponed or it could be re­ ferred back to committee for more revisions. The final stage in each house of Congress is the vote. If the bill wins a majority vote in the House, then it is sent to the Senate for consideration and vice versa. If a bill is defeated, it may be reintroduced, but usu­ ally it is not for a period of time. Normally when a bill is sent to the other house, the process is basically the same; it is sent to committee, the committee holds hearings, issues its report and the full body takes it into consideration. If it is a minor bill, the House or Senate will normally accept it as it comes over from the other house. When there are major differ- each house must vote on the conference committee's report of the legislation. But once it comes from conference no amendments are allowed. It is a simple yes or no vote. When the two houses cannot agree, the legislation is usually sent back to conference for more revisions or changes. The President Once the Senate and House agree on identical pieces of leg­ islation, the bill is sent to the president. He has three options. He can sign it into law, he can let it sit on his desk for 10 days taking no action and it auto­ matically becomes law, or he can veto the bill and send it back to Congress. If the bill is vetoed, then both houses must vote by a twothirds majority to overturn the veto. If they do the bill becomes law. The legislative process may be complex with committees, hearings, conferences, amend­ ments and so forth. But it is not a closed system. At almost ev­ ery stage there is an opportunity for you fo be heard and to have an effect on legislation that con­ cerns you. Sometimes it is Mi •-•V fs • 'i -, I ... at every stage there is the opportunity for you to be heard... ences between the House and Senate versions of a bill, a con­ ference committee is appointed so the differences can be worked out. The committee, appointed by the Speaker of the House and the president of the Senate is made up of committee mem­ bers who originally considered the bill in each house. In the conference committees the differences are ironed out. If they do come to agreement, through writing a letter to your congressman or senator, or even to the president. Sonietimes it is through your Union and its legislative experts. Sometimes it is through your own efforts in organizing groups and coalitions to take a public stand. There are many ways you can have a voice in Congress. But that voice will never be heard unless you speak up. And be sure you are registered to vote. • -••-i-i;. • V'.;; f.. ,1 !. 9- . It is Simple and You Can Be Part of It • : vV. - kir-ST;.. , p,11 �•i J fclliSfliiS r; riiro V- ^ •HI ^.1,1 . iifes: fciw?! / J y y y y .r !l Creating New Maritime Jobs Saving Existing Maritime Jobs Protecting Health and Safety Fighting Anti-labor Forces Fighting For Tax Reform Protecting Your Pension and Social Security .- .csyifly Every day in Washington, SIU lobbyists are working for you, in the halls of Congress, in the committee hearings and in bill writing sessions. The job of every SIU lobbyist is to protect existing laws and develop new legislation that is good for all American seafaring workers and their families. But it is a tough battle. Anti­ union groups have high-paid lobbyists. Large corporations like "Big-Oil" companies have lobbyists. Trade associations and other special interest groups have well-heeled lobbyists. The soy bean farmers and the "MonkeyFlag" groups are here in Wash­ ington in force. But only the American Labor Movement is the true "People's Lobby." And only the SIU is the real Seafarers lobby, seek­ ing what is best for maritime workers and the entire Labor Movement. Here Is What Your SIU Lobbyists Are Figbtmg Against • Export of Alaskan oil which could mean the loss of thou­ y Improvement of America's inland waterway system and the nation's ports, y Cargo for the Great Lakes. sands of SIU jobs and is a threat to the economic and military security of the United States. • Proposals by the Reagan administration to build, buy, operate and ship foreign. » The elimination of much needed construction and op­ erating subsidies for Ameri­ can shippers. • Weakening of the Jones Act through CDS paybacks and buy-outs. • Administration efforts to deny lawful government cargo to U.S.-flag ships. SIU lobbyists are involved in these issues, other maritime battles and fights that affect the entire American Labor Move­ ment, such as tax reform, health and safety laws, consumer laws, 'Social Security and pensions. Your SIU Lobbyists Need Your Help The work of professional SIU lobbyists is not always enough. Members of Congress must be told first-hand by Union mem­ bers in their districts what they think about key legislation, such as jobs, taxes, safety and trade policy. This is where you come in. Your help means more than just SPAD donations. While those are important and help the SIU in many ways, your in­ volvement in the political pro­ cess is even more important. First of all, be sure you are registered to vote, and then be This is What Your SIU Lobbyists Are Fighting For / Passage of the Boggs Bulk Bill which means jobs on ships and in shipyards. / Strengthening of shipboard safety regulations. y A practical national shipping policy. y Adoption of the UNCTAD Code of Liner Conduct to provide a 40-40-20 spbt of the nation's cargo. 22/LOG/June 1983 M ./..i .Vfli-k, r- sure to vote. Letters to your congressional representatives are important (see story below). When you are in your home port make yourself and your time available. Tell your port agent you are willing to work, to man phone banks, to get out the vote, pass out literature, write letters to local media out­ lets, pass around petitions, lobby your .congressmen or congresswomen when they are in their home offices. This kind of action is not just Union flag waving; it is impor­ tant and serious political work. The maritime trades and the Labor Movement face the most serious challenge they have faced in decades. An anti-union ad­ ministration and well-financed big business are spending mil­ lions of dollars to reverse years of advancement for workers. Don't let that happen. Help yourself. Help the SIU.^ Become Involved. •ryW P:. �Golden Phoenix Reborn as Bulker The SlU-crewed Golden Phoenix, the largest bulk carrier under American flag, was chris­ tened with speeches and cham­ pagne on May 14 at the Bunge grain dock in Portland, Ore. Her sister ship, the Jade Phoenix (Titan Navigation) was beside the vessel as SIU Vice President George McCartney, Federal Maritime Commission Chairman Alan Green and oth­ ers praised the innovations in engineering design which pro­ duced the Golden Phoenix. Speaker after speaker sent a message to the Reagan admin­ istration to reverse the down­ ward trend of idled shipyards and unemployment of skilled workers. Speakers marveled at the Golden Phoenix rebirth. The 128,000 dwt, 931-foot carrier was originally constructed as a liquified natural gas tanker by Ogden Corporation in Avondale shipyards in Louisiana. After several runs, engineers discov­ ered thousands of webbed cracks in hazardous cargo bays during gas trials in 1980 and decided to scrub the LNG Phoenix vessels. "In ancient folk tales, a phoe­ nix was a bird that was con­ sumed by fire only to be reborn out of its own ashes," Mc­ Cartney said. "What we are celebrating today is a true re­ birth in more ways than one," he said. C.C. Wei, owner of the Phoe­ nix Companies of Houston-af­ filiated Falcon Shipping, pur­ chased the two vessels and began costly conversion to multi-pur­ pose liquid and dry bulk carriers replacing holding areas that can store three times as much cargo as most American bulk carriers; rebuilding the fuel system from natural gas to coal and oil; and adapting on- and offloading machineries. The Phoenix vessels have broken records as the world's largest coal-burning ships, an important economic considera­ tion since domestic coal is cheaper than imported natural gas, diesel and petroleum fuels. The Golden Phoenix is the second Phoenix launched from the port of Oregon grain docks carrying wheat. Last spring the Jade Phoenix took on 47,000 tons from the Columbia Grain elevator and delivered a total of 110,000 tons to Egypt. That is a record volume shipped aboard a U.S. vessel, a record the Golden Phoenix is equally ca­ pable of meeting. The same cargo last year, fi­ nanced by PIK (payment-inkind) and American credit sub­ sidies, was delivered by foreignflag carriers. In February the Reagan administration reversed its position and the Golden Phoenix's first assignment pro­ vides one more supporting case for 50 percent cargo preference laws. The SIU vice president called the launching, Wei's ingenuity and risk-taking a rare occasion for celebration at a time when "this country lacks the positive maritime policy that would as­ sure us of the number of ships that are necessary for this coun­ try's economic and military se­ curity." Alan Green Jr., chairman of the Federal Maritime Commis­ sion and keynote speaker, told well-wishers, "My job, and the Commission's responsibility, is to see that everyone plays the liner shipping game by the same set of rules. Then, and only then, will Americans not be pe­ nalized for being Americans." The savings realized fi'om such a large ship as the Golden Phoe­ nix (with rates reduced to $54 per ton from $76 to $142 per ton of government grain) will help Linda Hill breaks the traditional bottle of champagne across the bow. Retired SIU member Pat Hurley, SIU Vice President George McCartney and irv Fietcher, chairman of the Oregon State AFL-CIO. to keep the industry afloat, the chairman said. "I may be going against the grain of FMC history, but I am concerned," he said. "Ameri­ cans must be able to turn a profit in this industry, or else there will be no Americans left in the industry." As streams of confetti were swept aside and the crowds headed homeward, the Golden^ Phoenix was loaded with 60,000 tons of U.S. government wheat bound for Egypt. She signed on 26 SIU crewmembers and slipped off on her maiden voy­ age. She will stop off in Seattle for 45,000 tons, a total of 2 million bushels. The Qo/den Phoenix loads grain in Oregon before setting sail for Egypt. June 1983/LOG/23 \{h • �m Paul Hall: The Man for the 70s by John Bunker ^AUL HALL became a _ prizefighter during the great depression of the 1930s as a way of making money and, as he once said, "of getting some­ where in the world." He chalked up some 40 fights during his ring career. But after being punched around in a fight in Jacksonville, Fla., and ending up with about $15 for the night's drubbing, he decided there must be a better ' ladder to achievement than the fight game. "That 15 bucks," he once told me, "was enough for my brother sailor and me to buy bus tickets back home to Tampa. That's when I decided to go to sea in the merchant marine. But I didn't even have the $5 or whatever it was for an initiation fee in the old International Sea­ men's Union. ''Then I met a friend who ran a little movie theater and he said he would stake me to the union fee and some seagoin' gear if I'd do him a favor. The favor was to fight a local gypsy who claimed to be the best fighter in Tampa. I was flat broke, so I agreed to fight the guy. "The fight was scheduled to take place in a bar after hours in Ybo City, the part of Tampa with all the sailor joitits. The night was hot and humid. No air conditioning in those days. They had taken out the tables and chairs. The joint was packed and my friend seemed to be betting big money on me. Everybody was waving money and shouting for bets. "I was limbering up when the gypsy came out of the men's room and glared at me from across the floor. I damn near fainted. He was a giant. The sweat on his chest poured Off like a river. His arms looked like pistonrods. "Suddenly everything was quiet. All bets were down. There wasn't any introduction . . . no fancy stuff. The bartender sounded a gong of some kind and that man mountain gypsy ran at me across the floor. I only had one chance . . . side step him and give him a round house. ' 'I timed it just right and threw everything I had. I connected ^ but he only grunted. But with ' all that weight and momentum F tr f? V r. I i •r ,t-'v :|r £ t• m •L't 24/LOG/June 1983 Paul Hall he just kept on going—right past me and through the open door and across the sidewalk into a light post. It knocked him out cold. "I stood there waiting for him but he was out for the count. They finally decided I had knocked the guy out and gave me the fight. Fat chance. He knocked himself: out. But my friend collected his bets and gave me enough money to buy some gear and ship out. That's how I started going to sea." Willing to Fight If there was a distinctive and pervasive characteristic in the career of Paul Hall as a labor leader it was the willingness to take on the big ones . . . the mob elements in the Labor Movement . . . the Big Oil in­ terests ... the Washington bu­ reaucrats. fight for more cargo for Amer­ ican ships. Paul Hall led the SIU from the time it was a small Union, almost unknown beyond the waterfront, to when it became a nationally known organization that was the core of the politi­ cally powerful Maritime Trades Department of the AFL-CIO. He became head of the MTD when it had only a dozen or so members and built it up to a powerful coalition of some 40 diversified unions, using it to achieve legislation beneficial to the merchant marine. Bom and raised in a small town in Alabama, Hall never finished high school but he was an avid reader and had an innate ability to learn. He was an early member of the SIU after the demise of the old ISU, and after making several wartime voy­ ages in the engine department came ashore to become a port patrolman in Baltimore, then port agent in New York. He was elected secretary-treasurer in 1948 and led the Union as secretary-treasurer and as pres­ ident until his death in 1980. In 1962 he was elected a vice pres- A History of the SIU Part xxvii "You don't win 'em all," he would say, "but you keep on swinging." And that's what he did to the end. Just before he was hospitalized in 1980, he was preparing to go to Washington and start another round in his ident of the AFL-CIO and a member of its executive cpm^ mittee. . Mr. Maritime Paul Hall became "Mr. Mar­ itime" in Washington. He dined Paul Hall facing the cameras during a meeting for John Wingate's "Behind the Lines" TV program in 1953. �.-•5/ ,^.:^>.,r. 4--.;-::: /•L? important phases of union man­ agement he learned much from Morris Weisberger, New York port agent for the Sailors Union of the Pacific and later the head of that union. The SUP hall was close to SIU headquarters in lower Manhattan, and Weisber­ ger made his contacts and his know-how available to the new SIU leader. At the SIU's bien­ nial convention in 1978 Paul Hall publicly lauded Weisberger for being his "mentor" in those early years. Remembrances As a labor leader, Paul Hall was always ready to take on the big ones. and conferred with four presi­ dents. Government officials consulted him regularly on mar­ itime affairs. He was a popular speaker and could have been speaking at meetings every day of the week. He was a prime rtiover in the high councils of the AFL-CIO and was consid­ ered the man to succeed George Meany as president of the Fed­ eration in the 1970s. But Meany did not retire as expected and age became a barrier for Hall when Meany did finally give up the job. But Hall was not bitter and gave his support to an oldtime friend and associate, Lane Kirkland. He was deeply disappointed when he lost the biggest battle of his long-time fight for the merchant marine—^when Presi­ dent Gerald Ford failed to sign the Energy Transportation Act of 1974 after this SlU-sponsored bill had sailed through both houses of Congress and the president had indicated to mem­ bers of Congress that he would sign it. Paul Hall would be the first to admit that strong, loyal and able assistants were essential to his—and the SIU's—many achievements. He had an ability to pick able people and to mo­ tivate them. He worked his sail­ ors hard but they were proud of him. His staff meetings were fa­ mous. They usually started about seven in the evening and lasted past midnight. When Paul Hall took over the helm of the SIU in 1948 he was tough, brash, rough-and-ready ... too impatient to bargain with shipowners over contracts and conditions. In this and other Working for Paul Hall often meant personal sacrifices. One of his assistants recalls how the phone rang in his house one time at about two o'clock in the morning. "Hi, this is Paul," said the voice at the other end. "I'm sitting here with some of the boys talking about the situation up in Montreal. We'd like you to go up there for two or three days and look things over for us. Can you leave first thing in the morning?" When you worked for Paul you knew this wasn't really a question. It was a command. The "two or three days" turned out to be six weeks. He never learned to play golf and disliked cards, parties and social chit-chat. He drank spar­ ingly. His consuming passion was strategy and tactics . . . planning campaigns for the many battles he was always fighting for the Labor Movement and the merchant marine. There were so many aspects to Paul Hall, he can't be remem­ bered by the usual platitudeawith which tributes are made to great leaders. He could fight ^ Jimmy Hoffa, the most powerful and ruthless man in American labor, and then have no unkind things to say of him when the fight was over. He could order his white caps out to a picket line or a battle line and be with them in the thick of it. He could lose a fight and then be ready to fight all the harder when the bell rang again. When almost all of the Labor Movement turned its back on President Nixon, Paul Hall and the Seafarers stuck with him. "It's not a matter of liking the guy," Hall said. "He went to bat for us and delivered the Merchant Marine Act of 1970. We stand with our friends." Herbert Brand, chairman of the Transportation Institute, former editor of the Seafarer's LOG, and long-time aide to Paul Hall, says that loyalty was one of Paul's characteristics. "When Paul made an agree­ ment with someone on a posi­ tion," says Brand, "that's where he stood come hell or high water. You could depend on it. When he started on a beef he stayed to the end." When you left a meeting with I^ul Hall he had a habit of waving goodbye and saying, "Take it on a slow bell." It was an old expression in the black gang. But he never took it on the "slow bell" himself. For Paul Hall it was "full ahead" all the way. Coming—Part XXVIII Frank Drozak: The 80's and Beyond : I Pau. hall conferred wim president, govom^n.of™ leaders. Here we see him w«h dm late AFL-CIO PresWen, George Meany (le«). Sen. Edward Kennedy (center), and former President Richard Nixon. June 1983/LOG/25 1 �saasEBEss'*.' 1. .-^ =. The Sea-Land Freedom Pays Off in Seattle The Sea-Land Freedom (SeaLand Service) was in the port of Seattle recently for a payoff. Port Agent George Vukmir took the opportunity to talk to the crewmembers about the SIU's position on the Boggs Bulk Bill and stressed the im­ portance of each member writ­ hing to his or her senators and representatives, seeking their support for passage of this leg­ islation. Seafarer T. L. Hyatt was also onboard the Freedom^ and snapped these photos for the LOG. •'fil ^• - V}:, h' sP •I ' 1.;, • -y. jv, ! % ' •h Assembled in the messroom of the Sea-l^d Freedom are Seattle Port Agent George Vukmir (I.) and members of the Freedom's crew. : i f- •f'• f ' Collecting their pay and discharges from Ms. Loma Fjarlie, Sea-Land assistant manager of vessel operations, are (I. to r.) Mel Ferguson, OS; John Games, AB; J. A. Rusheed, deck delegate; Fred Miller, AB; and Russ Caruthers, AB. it-' r' . -. i • -k- James A. Jones, chief cook aboard the Sea-Land Freedom, dishes out ' his final meal before getting off in Seattle. 26/LOG/June 1983 With pay in hand, Bosun Arthur Beck is now all set for a night on the town. Seattle Port Agent George Vukmir collects dues from Mark Scardino, messman. �• —• ^ 1, — i. --i. ^ , . '. '•-.'iv 1 !/i.-' ';-•!•-•If;-'--.'?' ' > First-Aid Training Pays Off: Chief Steward Saves a Life With Skills Learned at SHLSS Clara, was eating dinner in the officers mess when he began to choke. A small piece of ham­ burger got caught in his wind pipe. Several officers at the ta­ ble with Marshavieli tried to apply the Heimlich maneuver to him, but they could not because he was too husky. Clarence White, the Chief Steward on the ship, stepped in. He remembered that Janet Cook, his Cardio Pulmonary Resuscitation (CPR) instructor at Piney Point, had told him that if the Heimlich maneuver won't work on someone, you have to hit that person in the upper stomach to dislodge the food. That did the trick. Clarence White has been shipping out since 1942. During World War II he sailed onboard the Clarksville, which was hit by a German submarine tor­ pedo. White and the other crewmembers were in the North At­ lantic for 10 hours before an allied vessel picked them up. He is what professional sea­ men would call a steward's steward. "The steward's job is If anyone doubts the effec­ tiveness of the SIU's First Aid and CPR Program it is not Angeio Marshavieli. He owes his life to Chief Steward Clarence White and the first aid skills White learned during a six-week Steward Recertification course he took at the Seafarers Harry Lundeberg School of Seaman­ ship in Piney Point, Md. Marshavieli, who sails as First Assistant Engineer on the Santa FMC Commissioner: Carey Rallies For Maritime f « 5 6 ' <(. :V » j2' i> U K • w r> a«;i • as i s 21 Xi 11 is !• Clarence White, chief steward on the Sanfa C/ara, talks to Max Hall, assistant editor of the LOG. the best onboard ship," White said. "I get a sense of satisfac­ tion knowing that the crew is being well fed. If a guy is well fed, he can do just about any­ thing." White is a good family man. He often talks about his wife, his three sons, three daughters, 14 grandchildren and two great grandchildren. When asked to comment on the incident. White said, "I couldn't have done it without the training I received down at Piney Point. I think everyone should go down there and take an upgrading course. It comes in handy when you least expect it. You don't have to tell Angelo Marshavieli about that. Drozak Hits 'Build-Foreign' Bid Reagan Sends Maritime Biii to Congress Commissioner James J. Carey Federal Maritime Commis­ sioner James Carey sounded a reminder of the critical role the merchant marine plays in pro­ viding goods to this nation and the foreign countries of the world. Speaking before the Navy League of Columbia, S.C., Carey said, "With only 6 percent of the world's population, we pro­ duce 25 percent of all the world's goods and of those goods going overseas, 96 percent of them go by ship." Personals v> Wiliiam Edward McCormick Please contact your brotherin-law, George H. Horton, at 63 South 1450 West, Apt. 1, Clear­ field, Utah 84015. Edmund Pacheco Please write to mom. She hasn't heard from you in around a year and is very worried. —your sister, Jeanette WASHINGTON, D.C.—The administration's MARAD chief Adm. Harold E. Shear and Sec­ retary of the Department of Transportation (DOT) Eliza­ beth H. Dole early last month— at long last—sent to the U.S. Congress proposed legislation to promote and bolster the "competitiveness and capabil­ ity" of the American merchant marine. Dole declared the five pro­ posals will "implement five ad­ ditional elements of President Reagan's maritime policy which were announced last year" in May and August. Adm. Shear added, "We be­ lieve this legislation coupled with the Shipping Act of 1983, now approved by the U.S. Senate and pending in the House, will significantly increase the capa­ bility of the American-flag mer­ chant marine to compete in global trade. Its passage would be an­ other important step in the im­ plementation of a workable maritime policy." SIU and AFL-CIO Maritime Trades Department (MTD) Pres­ ident Frank Drozak voiced the MTD's "absolute" opposition to the administration's "build-for­ eign" proposal. Here are the president's five legislative proposals to bolster the U.S. merchant marine: 1. Renew the statutory au­ thority and make it permanent for U.S. ship operators to con­ struct, convert or acquire ves­ sels outside the United States and still receive an Operating Differential Subsidy (CDS). 2. Provide vessels re-flagged under U.S. law with immediate eligibility for the government's Cargo Preference Programs. Now, foreign-built or rebuilt vessels mustjbe documented un­ der U.S. laws for three years before they can carry these car­ goes. This proposal will give im­ mediate eligiblity for re-flagged ships of less than five years of age for carrying this type of cargo, giving U.S.-flag opera­ tors access to a major source of revenue. Ships between five and 10 years of age could receive immediate eligibility if they were determined to be necessary for ; the security of the national de­ fense, DOT said. 3. Encourage foreign invest­ ment in U.S.-flag ships by in­ creasing the current limitation on foreign ownership from 49 to 75 percent. 4. Authorize U.S.-flag oper­ ators engaged in foreign com­ merce to use tax-deferred funds to construct, acquire or convert foreign-built ships. (Present law allows the taxes on certain funds generated by a vessel to be de­ ferred if they are deposited into a Capital Construction Fund and subsequently used for the ac­ quisition of qualified vessels built within the United States. The proposal would allow an oper­ ator to use these funds to buy or build foreign vessels.) 5. Amend the Tariff Act to repeal the 50 percent ad valorem tariff currently levied on non­ emergency repairs made to U.S.flag vessels in foreign shipyards. This duty adversely affects the ability of U.S.-flag vessels to compete with foreign-flag ves­ sels, Dole explained. June 1983/LOG/27 ''' . «>. ' �SSA^^ton -• vr, six allied "c T^ ^ ^et witij th """""" -—-—-—^ Leirici«*:. / a"g~'S:a~r"" £^""s=-E=^-'" «"ord ol.S'' ^"'•®<' Po-ve^l?' "> facing the ii, ''^S'c 'nternation i • ® £^PS=P^: SiHp5S:£-2 ;t" aiuseum ' r -i, ^ ^ ^aautifiii/v ' P°' a^tvi ' ^''^H'sburg 2''""'^^'' ®red the story the^"'® ''^Porters who c •'Ppressod Vy"^"^!' "-^"s ofstat "^narmandwifh k- ^ ^^sident ^^ils. But th ^^"siderahl^ ^^^San's '° '™"We oft^!'"'' point in i ''«ues ^"'ler issnf . 'a -"-i^t Si-tia-r^SaSr " -ftgs--a£„~5K sr?Sias-«.illpl'SarT.r'^s.*"'" ^<^hTv7T' yp^'C77^^fca^a"^ 8^«af ^ag buJif flgpa a c®basnoAm« • ®0S8S b^ com ""P Preaant "'=^"allow the Se^^ ® "-aiver ,h ™®' "la Transp^^±""«'-y of (heS' «"'"W •H.5."="I «-"~ra*i?i~; «»la advanc^^f ««pitais V"' "~'?sa'"»«otssx aSF^r-as:^ "i'tSr «"SaTv"™- The Senate h farers Health ^ ^'^"""'^''^tor of 1^'"^ '" """'pays$H "'^fare ^aathat wZl i """•<»> Mauall^' !''® ^'<5 OovatZ™,""" covered Welfare p/j,* the SW tf^ /f<ieral ^aty Propnf cuts in f® 'n good ch and ss-^ircAfz T'itle XJ i The Wm P«'"i(nistra. foflowed 7hT^"^'^a boS'T- " f^^PPtion neCo"*"""- bm Vanata Bednx ^anatu a tobuiidasizaM ^""®"aced that it ni lucrative jav "^^cbant fleef K ^ho register to country in th^f® ^anatu to the"™"® ^P" ^ouse tf' '•P'PP "p'a'y, this m- P' Roared" if />?<rn®'t"'^PP"'' to ^ow toa """"" nni^J*'. "^a'aied ''Pto-. fthafn "'' ""y the e" ?'®P'P'' cance and u ® ®^ety code rff the Vanatf, '^^^ers who ^ ,,,je„prep„^ad,o2;Sl^;^«yaar LOG/June tggg ' the Great i i 50-50 prefe ® "PPosition to a^^"®"'°'" P'^^ference ™ies ^^^PP'y-Pg the CAAI •»__ "'* ®*porfs fHollandMu, f '"•a faehng the eff down the ftihr ^"'' decision ^ariy bad timTT"^ at a parf ^y several con '^^"cans have £^^s5£=.r.s;, "plastic "wrtthCai* ^— ^r:,!!!!"- uiission hd ' ^ntrove^fr' "^Wch facing a I'he IwoL^ care inH - """" "-orferT^^ " ™5EE'"i">'-"a'?'--- rHritrSS£s--S3E-;t -a?:::*~ - -a £~E££-":s s}?27--3Sa ^^'WngtotD?"r«?«<>" ^^^shiptothfa ^"eluding credit nr« ^^^"'cnt-in-lt/nw On'tte othtT®® 7"^ ^bout to" 'aft of this ."'PP''' deciina. °" ">a •Has -•»«»•. a,S-J::Si P^«rips do not P^PP^as^T lodges by nrZ^ ^^y are; not o'? ,rppa 'fttto ""P°»PP" "'•"p-PttttveSSh^^d^atystt;^ . t' -I • - �':^-v Boredom Is a Sttent Killer at Sea or Ashore Propeller Club Backs Ban on Alaska Oil Export The Propeller Club of the U.S.'s National Executive Committee says It supports the renewal of the Export Administration Act of 1979 which prohibits the export of Alaska's North Slope oil and other domestically-produced crude oil. The act Is due to expire In September. The club's decision was given on April 22 In Fort Lauderdale, Fla. at the Southeast Propeller Club's annual convention. The committee said domestic oil Is "a most Important strategic national asset" and added that a large number of American seafarers would lose their jobs If the oil were exported and carried In foreignflag ships. It made Its views known to the U.S. Department of Commerce which had Invited public comment on the Export Administration Act. MSG Hires Overseas Marilyn The MSC has chartered for four months the ST Overseas Marilyn (Maritime Overseas) starting on June 13-17 from either the port of Philadelphia or Norfolk. Furuseth in Maritime Hall of Fame Last month, Andrew Furuseth (1854-1938) a pioneer founder of the West Coast's SlU-afflllated SUP and who helped to pass the 1915 La Follette Seamen's Act, was Inducted Into the National Maritime Hall of Fame at Kings R., L.I., N.Y. At the Induction ceremonies, SUP chief Paul Dempster recalled that Furuseth "was known as the Abraham Lincoln of the sea after the passage of Sen. La Follette's bill." The SlU has honored Furuseth with a bronze plaque In the main entrance of the Union's Headquarters In Camp Springs, Md. Rutledge, Houston to Chlttagong From a Gulf port from June 14 to June 28, the LASH Edward Rutledge and Sam Wouston (Waterman) will carry 25,000 metric tons of bagged phosphate (12,500 tons each) to the twin ports of Chlttagong-Chalna, Bangladesh. Firemen's Union Marks 100th Year The port of San Francisco's SlU-afflllated Marine Firemen's, Oilers, Watertenders and Wipers Union (MFOWWU) will celebrate Its 100th anniversary In October. ^ MFOWWU president since 1974, Henry Whitey Disley said celebrations are planned at the union's headquarters and at the Seattle, Honolulu and Wilmington, Calif. Halls. On June 17, Disley will be named "Man of the Year" by the San Diego, Calif. Port Council. President Jackson to Jakarta The SS President Jackson (APQ from a West Coast port from Ji^y 11 to July 21 will sail to Jakarta, Surabaya, Jayapura, Indonesia with 15,250 metric tons of bulk wheat. AoMrican-Hawaii Official lo Oat AwanI President Conrad H. C. Evwhard of ttio SiU^jrewed SS Con^tuton and Independence (American-HawaH Cruises) wdl r^iw Itie Jeetett National Fund s Theodor Hstzl Award at a testimonial dinner on June 28 at N.Y.C.'s World Trade Center. The award will be given tor Everhaid's ellorts in developing world trade. Saata Marcatfas, Craws Honored SiU crews of the SS Santa Mercedes (Delta Line) and the SS George wyetfi (Waterman) wiB receive Certificates of Appreaa^ fr^l?^ American Merchant Marine sPfeadinS the blanket last year for books to read aboard U.S. ships. There is a silent killer stalking was being unloaded. Thanks to your strip. He might even be in containerization, seamen are your room. His name? Bore­ now lucky to spend half a day in port every few weeks. dom. The technological advances Everyone knows that alcohol and drugs can kill. But the truth have had some good side ef­ of the matter is that time can fects. T.V., Videotape, tape machines, cassettes, and cam­ kill if it is not used properly. eras have made it possible for The average seaman has a lot seamen to create a stimulating of time on his hands. It's the environment right onboard their nature of the business. Most seamen spend at least six months ship. 'The hardest part of overcom­ of every year "married" to a ing boredom is just admitting ship so that they can pay their that you don't use your time bills and qualify for pension and properly. Once you realize that, health benefits. The other six then you can do something to months they spend at honie with overcome your problem. no set schedule. Instead of compulsively eat­ Like everything else, some ing or drinking to excess, you people can handle free time, and can spend your free time doing others can't. People who can't things that can enrich your life. tend to fill their free time with You can listen to music, take bad habits that eventually wind up a hobby, read. up killing them. You can also use your free One of the members who time to beef up your bank ac­ checked into the SIU Alcohol count. Study the contract. Un­ Rehabilitation Center (ARC) derstand your pension and wel­ discovered that , he started fare benefits. Read the LOG. drinking because "he had noth­ ^ A wiper who studies at night ing else to do with his time." so he can become a QMED can He was a single guy who didn't kill two birds with one stone: go home to a family when he he will be using his time pro­ wasn't shipping. He didn't like ductively, and he will be dou­ to read onboard ship, sp he had bling his income. little to do if he wasn't working If you don't know if you have overtime. a problem, just step back for a The same thing goes for food. nrinute and take stock. Are you Boredom can make a person getting drunk more than you schedule his day around food. should? Do you find yourself What's for breakfast? Bacon, getting into a lot of fights? When grits, and eggs. Lunch? Sec­ in port, do you fitnd yourself in onds? Thank You. Dinner? Two bars all the time or in front of desserts. And don't forget about the T.V. set? If that sounds like you, then snacks and night lunch. With an outlook like that you , it is time to take matters into are a prime candidate for a size your own hands. If you don't 50 waist and a premature cor­ know where to begin, you can call the Seafarers Harry Lundeonary. Technological advances have berg School of Seamanship and made the problem more acute. inquire about upgrading courses, Twenty years ago seamen could the Alcohol Rehabilitation Cen­ count on being laid up in port ter, the GED Program, or col­ for at least a week while cargo lege credit courses. What To Do If Hospital Calls About Your Bill If you are covered by the Seafarers Welfare or Pension Plans, and your hospital is writing letters to you about your trill. . . DON'T WORRY. Here's what to do . . . Write to the hospital, or call them on the phone, and teU them to contact the SIU Plans, 5201 Auth Way, Camp Springs, Md. 20674. June 1983/LOG/: '.nj v. �- Digest of Ships Neetings ACHILLES (Newport Tankers Corp.), March 10—Chairman Pat Hawker: Secretary Roque Macaraeg; Educational Director Frank Monteiro. No disputed OT or beefs. The chair­ man talked about the proper proce­ dures to follow aboard ship. He also said that repairs are being made in the crew's quarters. Painting of the pas­ sageway will be completed as soon as more paint is brought aboard. There is still no word from headquarters atx)ut the video machine or the fans, but if no answer is forthcoming, the chair­ man will give them a call. A commu­ nication from headquarters was, how­ ever, received with regard to the new shipping rules for "B" books. It was read and explained to all crewmembers. They, in turn, made a suggestion that six-month shipping be reinstated for "B" books and that the Piney Point training program be closed until ship­ ping improves, using the SHLSS purely as an upgrading center. •i'i :J: LNG ARIES (Energy Transporta­ tion Corp.), April 3—Chairman A. L. "Pete" Waters; Secretary F. Matus; Steward Delegate William Christmas. No disputed OT. The ship's fund of $424 is in the captain's safe. Since the Union hall in Japan is now closed, the chairman said that he would try and settle any disputes that may exist. He also asked that all crewmembers do their specific jobs. This, he noted, wiil lead to a smooth voyage. The Aries basketball team has invited the Virgo team for a showdown aboard the Aries when they anchor in Bontang. The Challenge was accepted, and every­ one has been given a t-shirt with a number. Thanks to 2nd Mate F. Ryan «»/ for promoting this event. The chairman sent a letter to SlU headquarters to clarify several points regarding (1) the wearing of sbfety shoes and (2) the LNG tanker agrtsement with respect to overtime. A vote of thanks was given to the steward department for a job well done. •I BUTTON GWINNETT (Water­ man SS Co.), April 17—Chairman A. Campbell; Secretary C. Johnson; Ed­ ucational Director L. Morin. There was some disputed OT in the steward de­ partment which will be taken up with the boarding patrolman. The bosun reminded crewmembers of the up­ grading programs available at Piney Point and advised them to apply early. In the course of this voyage three members of the Button Gwinnett left the vessel due to illness. Headquarters was informed of the circumstances, and a replacement joined the ship in the port of Ceylon. A suggestion was made that the crew think about replacing the present film company with one that will provide them with a better selection of films. They would also like the slop chest to stock non-filter cig­ arettes, and noted that the company did not provide new mattresses to ^ those crewmembers who requested ' them. COMANCNE (American Bulk Car­ riers), April 9—Chairman George E. Annis; Secretary Frank 8. Paylor; Ed­ ucational Director D. Swanny; Deck Delegate O. A. Pitfield; Engine Dele­ gate R. D. Holmes; Steward Delegate S. Reyes. No disputed OT. The chair­ man reports that the ship is proceeding to Galveston anchorage to await or­ ders. in the meanwhile, crewmembers were informed that they would not be paid until their replacements showed up. They were also asked to remember that the Comanche is still under or­ ganizational status. Several items need to be repaired or replaced, namely the TV and the washing machine. Also, the company will install an electric water cooler in the crew mess, and the ice maker will be moved to the crew mess upon arrival in Houston. A suggestion was made to have some of the daily leftovers (boiled eggs, sardines, etc.) put out for the night lunch. A vote of thanks was given to the bosun for showing some of his own movies. Next port: Houston, Texas. COVE TRADER (Cove Shipping Inc.), March 10—Chairman D. Chest­ nut; Secretary Willie Braggs; Educa­ tional Director Carlos Caello. No dis­ puted OT. The chairman talked about the importance of the Boggs Bulk Bill and stressed the necessity for all crew­ members to write their congressmen and congresswomen and ask that they add their support and cosponsor the bill. The patrolman said he will see the captain about putting out a draw before arriving in port. DEL VALLE (Delta SS Lines), March 20—Chairman Edward Morris Jr.; Secretary W. J. Miles; Educational Director J. L. Rogers; Deck Delegate James L. Allen; Engine Delegate Paul Thomas. No disputed OT or beefs. There is $446 in the movie fund and $16 in the ship's fund (for mailing purposes only). A letter of thanks and appreciation was received onboard the Del Va//e from Mrs. Ryan in response to the help given to her by the crew and officers following the death of her husband. That letter was posted, as were communications from headquar­ ters. It was reported that very few 'C*Tt4.»-'0 '.. tsSFeWWi . •* i^.'^ repairs had l)een made from the lastvoyage. New items to be checked include the steam pipe lines which are making noise, and the freight elevator. The crewmembers stood for one min­ ute of silence in memory of our de­ parted brothers and sisters. Stopping next in Dakar, Senegal, then back to New Orleans for payoff. DEL VIENTO (Delta SS Lines), April 3—Chairman Aden Ezell Jr.; Sec­ retary H. Donnelly; Educational Direc­ tor G. Johnson; Deck Delegate Larry A. Jordan. Some disputed OT was reported in all departments. These will be taken up with the boarding patrol­ man since several of the disputes per­ tain to issues in the contract which need clarification. Members of the Del Viento took up a contribution of $150 which Chairman Ezell presented to the family of Harold Trahan who died in Dakar, Senegal. Trahan's body was buried at sea on Easter Sunday, April 3. The funeral ceremonies aboard ship were attended by most of the crew and officers. The captain requested that a repair list be drawn up before reaching Dakar so that those items which can be completed at sea be done; major repairs will be made in port. The washing machine is again inoperable. A suggestion was made to replace it with a regular washer/dryer. A vote of thanks was given to the steward department for the fine job its members performed this voyage. Next port: Dakar, Senegal. LNG GEMINI (Ene(gy Transpor­ tation Corp.), April 3—Chairman Glenn Miller; Secretary Guy De Baere; Edu­ cational Director K. Conklin; Deck Del­ egate A. Pickford; Engine Delegate Paul R. Wolf; Steward Delegate Rich­ ard M. Worobey. No disputed OT or beefs. There is $125 in the ship's fund. Communications were read and posted, and the chairman reminded everyone to read the LOG, especially the pres­ ident's report. He talked about the use of narcotics on ships and how it jeop­ ardizes the jobs of each crewmember, and he also spoke about shipboard safety and about wearing proper cloth­ ing and hard hats, especially in the shipyard. The Gemini wilt be going into the shipyard for about a month. All crew were reminded to keep their rooms locked. U.S. frozen provisions will be received, and the steward department will be kept busy with ail the extra people to feed since the yard is "in the boondocks." Also, eight deck chairs have been ordered for the pool deck. The educational director urged all those members who are eligible to upgrade at Piney Point, and also stressed the importance of donating to SPAD. All hands were asked not to keep TV cassettes in their rooms—they are for the enjoyment of everyone. Several suggestions were made. Crewmem­ bers would like to have vacation time count toward retirement. They would also like executive class air tickets for long overseas flights when they are pulled off before their 125 days are up. The ship's chairman and the stew­ ard department were thanked for jobs well done—and for those lovely pool parties. Next port: HImejl, Japan. ao/LOG/June 1983 -AK INGER (Reynolds Metal Co.), April 10—Chairman Stanley Jandora; Sec­ retary Joseph Bennett Jr.; Educational Director P. Aubain. All is going well aboard the Inger, with no disputed OT or beefs. Crewmembers were asked to report ail necessary repairs as they occur, in order that they be taken care of as soon as possible. They were also asked to take care of all equipment such as washers, dryers and video machines. These items are put aboard for the convenience of ali hands and should be properly used. The steward said that the crew aboard the Inger is one of the best he has had the pleasure of sailing with—and he thanked every­ one for their cooperation in helping to keep ali areas clean. Next port: Haifa, Israel. KOPAA (Pacific Gulf Marine), April 5—Chairman Manuel Silva; Secretary Milton Thrash. No disputed OT. There is $29 in the ship's fund. The bosun talked about the importance of writing to your congressmen in Washington and of donating to SPAD. Both will help to keep our Union fighting for greater job security. It was reported that Brother Louie Eddie Hudson, chief cook, became ill in Panama and was taken off the ship. That left the steward department one man short, but Stew­ ard Milton Thrash felt they would be able to make it until a replacement could be found because the depart­ ment had good men—"the best I've had in sorhe time." He also made note that there are two GSUs aboard the Kopaa—Gary Schuch and Craig Haelsen. They are from Piney Point, and Thrash said, "I couldn't have asked for better men. They are tops." A vote of thanks was given to the steward department. Next port: Hawaii. LNG LIBRA (Energy Transporta­ tion Corp.), April 10—Chairman J. Morando; Secretary R. Campbell; Steward Delegate F. Ross. No disputed OT. There is $229 in the ship's fund. Com­ munications were received from head­ quarters regarding President Rea­ gan's promise to revitalize the maritime industry. But what has he done? The chairman asked all crewmembers to look around and see what he has done for the- merchant marine and for the shipyards—and then to take the time to write their congressmen conceming this deplorable situation. And the sec­ retary stressed the importance of con­ tributing to SPAD to aid the Union in overcoming the administration's budget cutting of maritime funds. Crew were reminded to be considerate of their fellow shipmates by keeping the noise level down at nlight. The steward thanked all departments for ke^ng (Continued on next page.) �(Continued from page 30.) the ship clean and for being good shipmates, and a vote of thanks was, in turn, given to the steward depart­ ment for a job weii done. Next port: Nagoya, Japan. LONG LINES (Transoceanic Ca­ ble Ships), April 17—Chairman H. Libby; Secretary C. Woodward; Educational Director W. Kaweck; Steward Dele­ gate Fred Howard. No disputed OT or beefs. The chairman reports that the ship is in transit to Wilmington, N.C. They have had a very fine trip so far with a minimum of beefs and, overall, a good crew. A written resolution was sent to the Negotiating Committee, asking them to include in the next contract that vacation time eamed be applied toward retirement. Crewmembers were reminded to keep the noise level down in the crew lounge, and a vote of thanks was given to the steward department for a very fine job. Next port: Wilmington, N.C. OVERSEAS NEW YORK (Mari­ time Overseas), April 11—Chairman Doyle Eliette; Secretary Darius Knapp; Educational Director Edward Self; Steward Delegate Peter V. Hammei. There was some disputed OT in all three departments. The chairman re­ ported that clarification had been re­ ceived as to transportation for those "B" and "C" books having to get off ship after 125 days, it was posted in the lounge for all to read, as were copies of the most recent LOG. The chairman suggested that ail members read the LOG as it is a very good • source of information about what's happening at headquarters and in the maritime industry. Crew also were urged to take advantage of the upgrading courses available at Piney Point and were reminded of the importance of donating to SPAD. Several sugges­ tions were made for keeping a smooth, running ship. They included having the company pay crewmembers premium overtime in lieu of days off if they refuse to call the Union hall for a relief; that crewmembers with permanent jobs be given 72 hours and allowed to register in their home ports rather than registering in the port they get off; and that some wire be purchased to install the new TV antenna. Next port: Corpus Christi, Texas. PANAMA (Sea-Land Service), April 10—Chairman Chris Christensen;' Secretary Norman Johnson; Educa­ tionalDirector RobertFarmer; Steward Delegate Joe Hancock. No disputed OT. There is currently $225 in the ship's fund; an additional $200 was given to the family of a Korean long­ shoreman who was killed on the ship in Korea. Thanks were given to all who helped. The chairman stressed the importance of donating to SPAD. With the U.S. merchant marine fleet getting smaller and smaller, the need for a lobby in Washington is very important. SPAD helps keep this lobby active and. in the long run, will help save seafaring jobs. Another means of job security is to upgrade at Piney Point. "More training means more money in your pocket, and the Union needs qualified men and women for the rrrare advanced ships that are now being buiit." Forms for upgrading and vaca­ tion are in the steward's office. In fact, the steward, himself, is hoping to get into the October steward recertification class. Some gym equipment has tieen purchased for the ship. Of special note to the LOG: "The Panama has been returned to East Coast service after being one year on the Pacific side. We on the West Coast will miss her and the jobs she brought with her." The steward department was given a vote of thanks for the fine food prepared in the galley. Next stop: Elizabeth, N.J. PITTSBURGH (Sea-Land Serv­ ice), April 24—Chairman Kenneth R. Marston; Secretary S. Kolasa; Edu­ cational Director Richard R. Almojera; Engine Delegate Frank M. King. Some disputed OT was reported in the stew­ ard department. A discussion was held concerning President Reagan's bro­ ken promises of building up the mer­ chant marine, and the new "8" book regulations were read and posted. The secretary reported that the crew list had been mailed to headquarters from Rotterdam. As far as repairs are con­ cerned, the dishwashing machine in the crew pantry needs to be repaired. The chairman said that this has been a good crew, and thanked the dele­ gates in ail departments for helping to make everything run smoothly. One sad note this voyage was that Brother Kenneth A. Hagan received a telegram that his father had died. Expressions of sympathy were given to him by all the crew as well as from some of the officers, and a donation was made for flowers. A vote of thanks was given to the ship's chairman for doing a good job. One minute of silence was ob­ served for our departed brothers and sisters. Next port: Elizabeth, N.J. POINT MANATEE (Point Ship­ ping Corp.), March 27-^hairman G. Mattioii; Secretary B. Fletcher; Edu­ cational Director J. Oliveri; Deck Del­ egate W. Scott. There was some dis­ puted OT in the deck department. The ship's" fund currently contains $2. The ship paid off in Houston, Texas on March 9. Most of the repairs were made, but several major items still need fixing: the water tight doors, the port holes, the air conditioning and the ice machine—especially the air con­ ditioning! The Point Manatee is sched­ uled to arrive in Matadi, Africa on April 1. None of the crewmembers has been there before, so it should be a new experience for everyone. And apart of Ships Woo$iM80 from the lack of ventilation, ail seems to be running fairly smoothly. Several suggestions were made during the voyage. One was that the Union go back to rotary shipping and do away with permanent jobs—like it used to be. Another had to do with forwarding mail to the ship in various ports. Next port: Matadi, Africa. SEA-LAND EXPLORER (SeaLand Sen/ice), April 17—Chairman LC. Cope; Secretary J. Doyle; Educational Director W. Bilger; Deck Delegate Robert W. Osiin. No disputed OT. There is $170 in the movie fund. The chairman gave $200 to the QMED for a VTR booster and other equipment to assist in hooking up the VTR in ail rooms. Anyone having any sugges­ tions for improvements or changes in the current contract should bring them up now so they can ail be sent to the Negotiating Committee. There ap­ pears to be a lack of forms (including forms for the ship's minutes) aboard the Explorer, and they would like head­ quarters to be sure and keep them supplied. One minute of silence was observed in memory of our departed brothers and sisters. The next port is Hong Kong, then on to Oakland, Calif, for payoff. THOMPSON PASS (Interocem Management Corp.), April 10—Chair­ man L. Freebum; Secretary A. Delaney; Educational Director Landa; Deck Delegate W. Douglas; Engine Dele­ gate F. Saleh; Steward Delegate R. Rios. No disputed OT or beefs were reported. Chairman Freebum was elected shipls treasurer. There is cur^rently $100 in the fund, and it was agreed that each member will donate $10 per trip for the movie fund or any other emergency that necessitates spending fund money. The chairman read the communications received from headquarters conceming President Reagan's promises to revitalize the maritime industry, which he has not kept, and what the members of the SlU can do about it. One way each Seafarer can help is by contributing to SPAD. Frank Smith volunteered to make contact with a movie company to find out more information on video movie prices, selections and contract particulars. Next port: Long Beach, Calif. ill is WESIYVARD VENTURE (Interocean Management Corp.), April 4— Chairman Woodrow Drake; Deck Del­ egate Robert Wood; Educational Di­ rector J. Griffith; Engine Delegate Pa­ trick Donovan. No disputed OT. As of April 4 the movie fund contained $163. March issues of the LOG were made available to everyone in the crew lounge. The chairman urged that all hands read the LOG. It contains up-to-date infor­ mation on the state of the U.S. mari­ time industry. A discussion was held about the "letters of warning." The most frequent complaint is that crew­ members are not onboard one hour before sailing. All Seafarers were urged to comply with this rule. Next port: Tacoma, Wash. WILLIAMSBURGH (Anndep Steamship Corp.), April 17—Chairman J. B. Lundborg; Secretary J. Temple; Educational Director Roy M. Idfelburg; Deck Delegate R. M. Miller; Engine Delegate R. Mancihi; Steward Dele­ gate Richmond C. Collins. No disputed OT or beefs. The chairman reports that ail departments are working well together and that the ship is scheduled for lay-up around the latter part of May. A suggestion was made that the ship do away with weekly meetings; in­ stead, the New York meeting should be taped and sent out to all ships. Another suggestion made was that a large picture of President Reagan should be placed aboard all SlU ships. A vote of thanks was given to the steward department, especially to the steward for making fresh bread every day. WORTH (Apex), April 3-Chairman James R. Coison; Secretary E. W. Lambe; Educational Director D. Turner. No disputed OT or major beefs. The ship is due to arrive in Singapore on April 14, then on to Indonesia to load her cargo, then back to the East Coast. The chairman stressed the importance of donating to SPAD and reminded crewmembers of the upgrading op­ portunities available at Piney Point. When asked why no dry cereal was aboard, the steward said that he was unable to get any in the Suez. Cereal or no, the steward department was given a vote of thanks for a job well done. Next port: Singapore. Official ships minutes were also re­ ceived from the following vessels: AimVtVMER MTMIN IMGMIICOM HMTVML niKOFIEXAS cnEnnnMiiii HLTAI WAmwttm IMtS June 1983/LO(]i/|1 'i �T. Cunard Re-flagging Means Jobs for American Seamen The American flag could be flying on two passenger ships and more than 1,000 new jobs would be created if a bill before Congress meets approval. The bill would allow the re-flagging of two Cunard Line ships, the Cunard Princess and the Cun­ ard Countess. Introduced last month by Sen. Ted Stevens (R-Alaska), S. 1197 would allow the ships to operate in the tourist trade, now domi­ nated by foreign-flag ships. A companion bill, H.R. 2883, has been introduced in the House. "America is the center of the world's lucrative cruise ship in­ dustry. At the height of the cruise season nearly 100 ships operate from the United States to ports in the Caribbean and 1.4 •ril frf Support SPAD Other tropical areas. Unfortu­ nately 95 percent of these ves­ sels are foreign-flag, employing foreign workers. "During these troubled eco­ nomic times, the United States cannot afford to sit idly by and watch millions of American tourist dollars flow directly into the hands of foreign-flag cruise operators and crews, neither of whom pay corporate or personal income taxes to the U.S. Treas­ ury," according to an analysis by the Transportation Institute. If the ships were re-flagged they would provide jobs on the ships and in related shoreside industries. Revenue to the Treasury would increase along with balance of payments be­ cause the dollars would stay in U.S. hands. The action would also help the U.S.-flag cruise industry and would support American shipbuilding because repairs and maintenance must be done in U.S. yards. In addition the two ships could be used by the military as troop carriers or hospital ships. KNOW YOUR RIGHTS Deadline Is Extended to Get Class I QMED Rating Courses Agreement is announced to extend the period for obtaining the various special courses at the Seafarers Harry Lundeberg School of Semanship to maintain Class I QMED status. The agreement, which was reached after several meetings with members of the Management Negotiating Committee, will extend the period for obtaining the special courses until Dec. 31, 1982ffor those QMEDs who obtained such endorse­ ments from the Coast Guard prior to June 16, 1981. This extension in effect provides these QMEDs with a three and one-half year period in which to complete at least six of the special courses needed to maintain Class I status as specified in the collective bargaining agreement. Effective Jan. 1, 1985, all QMEDs shall be reclassified subject to verification of having satisfactorily completed the designated special courses. QMEDs who obtained such endorsement from the Coast Guard on or after June 16, 1981 are classified according to the provisions of the collective bargaining agreements in effect. . . adults are returning to the classrooms to keep up with technology's pace. Upgrad­ ing skills has become a way of life . . 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 with its Contents. Any time you feel any member or officer is attempt­ ing to deprive you of any constitutional right or obligation by any methods ^uch as dealing with charges, trials, etc.. as well as all other details, then the member so affected should immediately notify headquarters. FINANCIAL REPORTS. The constitution of the SIU Atlantic, Gulf, Lakes and Inland Waters District makes specific provision for safeguarding the membership's money and Union finances. The constitution requires a detailed audit by Certified Public Accountants every three months, which are to be submitted to the membership by the Secretary-Treasurer. A quarterly finance committee of rank and file members, elected by the membership, makes examination each quarter of the finances of the Union and reports fully their findings and recommenda­ tions. Members of this committee may make dissenting reports, specific recommendations and separate findings. H ri' #r >'• fi! ii; TRUST FUNDS. All trust funds of the SIU Atlantic, Gulf, Lakes and Inland Waters District are administered in accordance with the provisions of various trust fund agreements. All these agreements specify that the trustees in charge of these funds shall equally consist of Union and management representatives and their alternates. All expenditures and disbursements of trust funds are made only upon approval by a majority of the trustees. All trust fund financial records are available at the headquarters of the various trust funds. SHIPPING RIGHTS. Your shipping rights and senior­ ity are protected exclusively by the contracts between the Union and the employers. Get to know your shipping rights. Copies of these contracts are posted and available in all Union halls. If you feel there has been any violation of your shipping or seniority rights as contained in the contracts between the Union and the employers, notify the Seafarers Appeals Board by certified mail, return re­ ceipt requested. The proper address for this is: Angus "Red" Campbell Chaimuui, Seafarers Appeals Board 5201 Auth Way and Britannia Way Prince Georges County Camp Springs, Md. 20746 Full copies of contracts as referred to are available to you at all times, either by writing directly to the Union or, to the Seafarers Appeals Board. CONTRACTS. Copies of all SIU contracts are avail­ able in all SIU halls. These contracts specify the wages and conditions under which you work and live aboard your ship or boat. Know your 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, aiiy SIU 32/LOG/June 1983 • k. IF KNOW YOUR RIGHTS . EQUAL RIGHTS. All members are guaranteed equal rights in employment and as members of the SlU. These rights are clearly set forth in the SIU constitution and in the contracts which the Union has negotiated with the employers. Consequently, no member may be discrimi­ nated against because of race, creed, color, sex and national"or geographic origin. If any member feels that he is denied the equal rights to which he is entitled, he should notify Union headquarters. iffuniiinii iinii patrolman or dther Union official, in your opinion, fails to protect your contract rights properly, contact the nearest SIU port agent. jEDITORIAL POLICY —THE LOG. The Log has traditionally refrained from publishing any article serving the political purposes of any individual in the Union, officer or member. It has also refrained from publishing articles deemed harmful to the Union or its collective membership. This established policy has been reaffirmed by membership action at the September. I960, meetings in all constitutional ports. The responsibility for Log policy is vested in an editorial board which consists of the Executive Board of the Union. The Executive Board may delegate, from among its ranks, one individual to carry out this responsibility. PAYMENT OF MONIES. No monies are to be paid to anyone in any official capacity in the SIU unless an official Union receipt is given for same. Under no circum­ stances should any member pay any money for any reason unless he is given such receipt. In the event anyone attempts to require any such payment be made without supplying a receipt, or if a member is required to make a payment and is given an official receipt, but feels that he should not have been required to make such payment, this should immediately be reported to Union headquarters. 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 employnient opportunities for seamen and boatmen and the advancement of trade union concepts. In connection with such objects. SPAD supports and contributes to political candidates for elective office. All contributions are voluntary. No contribution may be solicited or received because of force, job discrimination, ilnancial reprisal, or threat of such conduct, or as a con­ dition of membership in the Union or of employment. If a contribution is made by reason of the above improper conduct, notify the Seafarers Union or SPAD by certified mail within 30 days of the contribution for investigation and appropriate action and refund, if involuntary. Sup­ port SPAD to protect and further your economic, poli­ tical and social interests, and American trade union concepts. If at any time a member feeb that any of the above rights have been violated, or that be has been denied his constitutional right of access to Union records or faiAinaatian, he should hmnutiatety notify SIU President Frank Drozak at Headquarters by certified mail, return receipt requatoL Theaddress is 5201 Auth ai Prince Georges County^ Camp Springs, Md. 20746. �LOG Every Picture Tells a Story Photo Contest The majesty and peace of the open ocean . . . The power and terror of awesome storms . . . The sweat and strain of honest labor . . . The friendship and sharing of crews . . . The lone­ liness of leaving home and loved ones . . . The wonder and ex­ citement of foreign lands and different peoples . . . The joy of coming home ... Those are just a few parts of the unique work and life Sea­ farers lead. Those itories can be told in thousands of words.^ They can be told better by one photograph. That's why the LOG is spon­ soring the first Seafarers Photo Contest. We want you to help us make a photographic record, in pictures of life on the deepseas, the Great Lakes and the rivers. In January, the LOG will pub­ lish a special section of the best of your pictures and name first prize winners for deepseas, the Lakes and inland waterways, tdpng with several honorable mentions. But don't wait until then to send us your pictures. As good photographs come in, we will publish one or two each month. Here is how to enter. Send your negatives, if you have them, and prints, preferably 8 x 10 black and white, but other sizes and color photos are welcome, to: Seafarers LOG Photo Contest 5201 Auth Way Camp Springs, Md. 20746 ... Yours Can Too Be sure to include your name, address, book' number and a brief description of the picture or pictures (where it was taken, who is in it, when it was taken). The negatives will be returned. All photographs become the property of the Seafarers LOG unless you request they be re­ turned. The photographs will be returned after the publication of the special section in the Janu­ ary issue. The photographs will be judged on content, quality and ipiagination. The LOG always wel­ comes all kinds of pictures, but for the contest we are looking for a bit more than a snapshot of your crewmates lined up by the rail. Send in your pictures now and help the LOG tell your story. June 1983/LOG/33 �Arvo N. Antllla, 57, joined the SlU in the port of Houston in 1957 sailing as an AB. Brother Antilla is a veteran of the U.S. Army Infantry during the Korean War. He was bom in Duluth, Minn, and is a resident of Kettle River, Minn. Deep Sea Clyde Cahlll, 61, joined the SlU in 1945 in the port of New Orleans sailing as a FOWT and engine delegate. Brother Cahill was born in Dayton, Ohio and is a resident of St. George, N.Y. Alexander Poiorskir 65, joined the SlU in 1942 in the port of New Orleans sailing as an AB. Brother Potorski is a veteran of the preWorld War II U.S. Army. He was born in Pennsylvania and is a res­ ident of Brooklyn, N.Y. John Dunn, 58, joined the SlU in 1947 in the port of Balitmore sailing as a QMED. Brother Dunn hit the bricks doing picket duty in the 1961 Greater N.Y. Harbor beef. He is a wounded veteran of the U.S. Army in World War II. Seafarer Dunn was born in Baltimore and is a resident of Severna Park, Md. Julian 8. Royston, 65, joined the SlU in the port of Savannah, Ga., in 1959 sailing as an AB. Brother Royston was fc)orn in Georgia and is a resident of Royston, Ga. Dewey E. Emory, 57, joined the SlU in the port of Tampa in 1951. Brother Emory is a resident of Tampa. John R. Epperson, 65, joined the SlU in 1943 in Texas City, Texas sailing as a chief steward. Brother Epperson was born in Pennsylvania and is a resident of Lakeland, Fla. Recertified Bosun Peter Douglas Sheldrake, 59, joined the SlU in the port of Houston in 1957 sailing for 43 years on English, Dutch and U.S. ships. Brother Sheldrake is a February 1974 graduate of the Union's Recertified Bosuns Pro­ gram. In 1971 he sailed during the India-Pakistan War on M.S.R.S. vessels and was on a British training ship for three months. Seafarer Sheldrake is a veteran of the U.S. Navy in World War II. Born in Eng­ land, he is a naturalized U.S. citizen and a resident of Houston. 1!/. Edwood LIgon, 68, joined the SlU In 1946 In the port of Mobile sailing as a cook. Brother Ligon was born in Perote, Ala. and is a resident of Mobile. Charles Joseph Sweeney, 61, joined the SlU In the port of New Orleans in 1965 sailing as a deck maintenance man. Brother Sweeney also sailed dur­ ing the Vietnam War and is a former member of the SUP and a veteran of the U.S. Navy in World War II. Born in St. Louis, Mo., he is a resident of Seattle. SeaLog X—Word By Debbie Greene r:i 21 T^- Answers Next Month! Atlantic Fishermen Carlo A. Mocerl, 62, joined the SlU-merged Atlantic Fishermen's Union (AFU) in the port of Gloucester, Mass. Brother Mocerl is a resident of Gloucester. Sebastian Mocerl, 65, joined the AFU in the port of Gloucester, Mass. Brother Moceri is a resident of Gloucester. Henry Hanratty, 67, joined the Union in the port of Buffalo, N.Y. in 1967 sailing as a deckhand for Great Lakes Towing Co. and for the Great Lakes Tug and Dredge Co. from 1954 to 1969. Brother Hanratty was a member of the SlU from 1945 to 1957 and the merged Inland Boatmen's Union (IBU) in 1961. He attended a Union Conference in Buffalo and holds a 2nd class stationary engineer's license. Laker Han­ ratty was bom In Buffalo and Is a resident there. For Higher Pay and Job Security Upgrade Your Skiiis At SHLSS Across 1. Ship's width 4. Harbor town 8. Fees 10. Mediterranean and Caspian 12. Mr. Maritime 13. Fish eggs 15. Via or ague 17. Ocean (abbr) 18. Author of proposed shipping legislation 20. Also 21. Assoc. for MDs the bricks 22. 23. FJ connector 25. 1914—1918 27. Undergrad. degree 28. Cargo 30. Tanker 32. Steamship (abbr) 33. LO connector 34. 12 dozen 37. Printer's measure 39. Great Lake 41. Slackens 42. Europ. country (abbr) 44. Pitch 45. Explosive 46. Sea bird Down 1. 2. 3. 5. 6. 7. 8. 9. 11. 12. 13. 14. 16. 18. 19. 21. 22. 24. 26. 28. 29. 31. 33. 35. 36. 38. 40. 43. Earl Shepard Moray ' , Do — 1 do L Shipboard rating (abbr) Bro. Campbell Firm Computer input SlU publication Flat-bottomed boat Certain radio operators Decay • Breakfast food ' Haul Underwater part of ship's hull Piney Point facility (abbr) Part of AB Greeting Preposition Common contraction Change for a five Ship's chrmn. Equipment -H' O sole lis Rodent _ V Raise the sails Cone shaped buoy Highway (abbr) Wind direction BE DRU6 IT MAY SAVE YOUR LIFE OR A SHIPMATES' •t •« • •I--' • •v>. < J.i •1 i: if' ) THINK ABOUT IT/ h. I 11- 4 34/LOG/June 1983 �SlU Calls for Survival Suit Ruling To Guarantee Safety on Drill Rigs, Ships The SIU has urged the U.S. Coast Guard to expand its pro­ posed regulations requiring sur­ vival suits on certain ships and offshore drilling rigs. In a letter to the Coast Guard Comman­ dant, SIU President Frank Drozak said that while the proposal was a step in the right direction, it did not go far enough. The rule would require the survival suits, in which a victim could survive for up to 24 hours in frigid waters, on offshore drilling rigs and ships which ply the coastal trade, but only if they are in what are considered cold water areas. Also it would exclude ships and rigs which are equipped with fully-enclosed lifeboats. In addition, if such vessels were equipped with the suits, there would be no require­ ment for life jackets. Pointing to the recent trage­ dies of the Marine Electric and' the rig Ocean Ranger, both of which capsized in winter storms killing 45, Drozak said the loop­ holes in the regulations are "re­ futed by reality." "The fact that a vessel is equipped with either an en­ closed or open lifeboat does not guarantee survival . . . (it) de­ pends on many prevailing fac­ tors, including weather and environmental conditions, ac­ cessibility to life saving systems and equipment, condition of the equipment and most important, the availability of crucial min­ utes to launch and board a life­ boat," he said. In the Ocean Ranger and Ma­ rine Electric disasters, the crews did have the time to launch the lifeboats, but in the case of the drilling rig, the boats which were launched were badly damaged. And on the Marine Electric, the ship capsized too quickly for PMA Shipping Scene May 1983 REGISTERED SHIPPED . SAN FRANCISCO Class A ^1 ; Class "B"....... 4 0 Class "C" 0 0 Grand Total (All Groups) 55 7 WILMINGTON Class "A" 10 5 Class "B".. 3 0 . Class "C" 0 0 Grand Total (All Groups) ••••• ^ SEATTLE Class "A" 20 3 Class "B" 3 0 Class "C" 4 0 Grand Total (All Groups) 27 3 HONOLULU Class "A" 8 : 2 C4ass "B" :.. 0 1 Class "C" 1 2 Grand Total (All Groups) 9 5 the boats to be properly lowered and the crew to board them. Autopsies on the victims of both tragedies showed that hy­ pothermia, loss of body heat, was the cause of death. "Fortyfive human beings may have survived the capsizing of both the Ocean Ranger and the Ma­ rine Electric had both vessels been equipped with easily ac­ cessed waterproof and insulated survival/exposure suits. "So that the safety of life at sea is not compromised, it is the SIU's strong belief that all U.S.flag vessels, irrespective of being equipped with enclosed or open lifeboats, must be required to carry exposure suits as a nec­ essary complement to other lifesaving equipment," Drozak said. The Union also called for all vessels, not just those which sail cold waters, to be supplied with the suits. The current pro­ posal calls for a survival suit exemption as far north as the Virginia coast. The Marine Electric sank off the coast of Virginia. In addition, the proposal would allow the suits to substitute for other life saving gear, such as jackets. Drozak said the SIU believes both life jackets and suits should be carried because the suits do not automatically bring an unconscious person face up, as jackets do. Plus, he said, conditions differ on which safety device could be more useful. "The seamen, boatmen and other members of the Seafarers International Union consider the aforementioned issues to be of grave concern and importance. Their lives may well depend on the decisions made ... in this rule," Drozak said. Dispatchers Repoit for Great Lakes MAY 1-31, 1983 Port Algonac Port Algonac Port Algonac Port Algonac Totiii Mi Dopartmoirtt 'TOTAL REGISTERED Ml Groups Class A Class B Class C 67 59 6 3 2 ENGINE DEPARTMENT 47 3 0 28 10 8 0 STEWARD DEPARTMENT 21 4 0 4 2 1 DITRY DEPARTMENT 0 0 0 i 34 7 7 3 REGISTERED ON BEACH All Groups Class A Class B Class C 0 2 3 TOTAL SHIPl# Ml Groups Class A Class B Class C DECK DEPARTMENT 62 20 9 170 33 13 80 148 25 32 0 55 28 18 148 46 30 ^ .ill .1, Legal Aid In the event that any SIU membere have legal probtema In the various ports, a list of attorneys vrtKrni they can consuH Is being publlehed. The member need not choose the recom­ mended attorneys and this Hat la In­ tended only for Informational purNEW YORK. NEW YORK Schulman & Abaihanel 358 Fifth Avenue New York, New York 10001 Tele. # (212) 279-9200 BALTIMORE, MD. Kaplan, Heyman, Qreenberg, Engelman & Belgrad Sun Life Building Charles & Redwood Streets Baltimore, Md. 21201 Tele. # (301) 539-6967 CHICAGO, ILL. Katz & Friedman 7 South Dearfoom Street Chicago, III. 60603 Tele. # (312) 263-6330 DETROIT. MICH. Victor G. Hanson 19268 Grand River Avenue Detroit, Mich. 48822 Tele. # (313) 532-1220 GLOUCESTER, MASS. Orlando & White 1 Westem Avenue Gloucester, Mass. 01930 Tele. # (617) 283-8100 HOUSTON, TEXAS Archer, Peterson and Waldner 1801 Main St. (at Jefferson) Suite 51Q Houston, Texas 77002 Tele. # (713) 659-4455 & Tele. # (813) 879-9842 LOS ANGELES, CAUF. Fogel, Rothschild, Feldman & Ostrov 5900 Wiishire 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 Gravtier 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, Rot>erts, Raid, Anderson & Wacker 100 West Harrison Plaza Seattle, Wash. 98119 Tele. # (206) 285-3610 TAMPA, FLA. Hamilton & Douglas, P. A. 2620 West Kennedy Boulevaid Tampa, Florida 33^ Tele. # (813) 879-9842 June 1983/LOG/35 �11.. It ill. 5:- f ili ':• MSG'S Carroll Retires; Rowden New Chief WASHINGTON, D.C.—Vice Adm. Kent J. Carroll, MSG commander who rose to a threestar rank in 1979 after 33 years of service, retired on June 1. MSG deputy commander Rear Adm, Warren G. Hamm Jr. re­ lieved Adm. Carroll, who has 37 years of service, on May 26 as interim chief at the changeof-command ceremony in the Washington Navy Yard with Chief of U.S. Naval Operations Vice Adm. James D. Watkins present. Named to succeed Carroll in late summer is Vice Adm. Wil­ liam H. Rowden, now com­ mander of the 6th Fleet in the Mediterranean Sea. Before joining the MSG in 1981, Carroll was the Joint Chiefs of Staff director for Logistics in 1979. He was promoted to the flag-rank of admiral in 1974. While on the USS Blue Ridge, "the biggest and most sophis­ ticated command ship ever commissioned," he was on many combat amphibious assaults along the Vietnam coast during the war. As commander of Task Force 65, he coordinated U.S., Egyptian, British and French forces in removing explosives from the Suez Canal and in ship salvage operations. Carroll spearheaded the purchase of eight S-L 7's 33-knot containerships for the Navy's Fast Sealift Support Program and de­ veloped plans for the new Near Term Prepositioning Force now in the Indian Ocean. Adm. Rowden served at sea from 1952 to 1957,1963 to 1965, in 1973 and from 1977 to 1979. From 1973 to 1977, he was di­ rector of the Combat Direction Systems Division in the Office of the Chief of Naval Operations and from 1977 to 1979 was com­ mander of Cruiser Destroyer Group 3. Dispatchers Report for Deep Sea MAY 1-31, 1983 ffff' it- m• , f: .: a:.tK:. • '••111 "i!fv . •'• '••?•/4' .v't.v 3J£: :-.is).i-: i '. '-J-' 1 V. Port Gloucester... NewYork.... Philadelphia Baltimore Norfolk...... Mobile New Orleans . Jacksonville.. San Francisco Wilmington .. Seattle Puerto Rico .. Houston Pine^ Point .. Port Gloucester. NewYork.... Philadelphia Baltimore.... Norfolk Mobile New Orleans . Jacksonville.. San Francisco Wilmington .. Seattle Puerto Rico .. Houston Pinev Point .. Totals....... Port Gloucester... New York Philadelphia Baltimore Norfolk Mobile New Orleans . Jacksonville.. San Francisco Wilmington .. Seattle Puerto Rico.. Houston Pinejr Point .. 'TOTAL REGISTERED All Groups Class A Class B Class C .1^ ,1: Hi-1} DECK DEPARTMENT 0 2 0 22 0 5 1 0 10 0 0 1 5 0 21 0 10 0 2 0 10 0 3 0 6 0 5 0 193 9 4 17 4 4 9 6 8 25 9 7 12 5 15 0 125 0 1 0 1 0 0 0 1 4 0 0 0 0 0 7 239 0 35 6 2 18 5 4 6 2 6 11 12 6 8 3 9 0 92 0 0 0 0 0 0 1 0 3 0 0 0 0 0 4 0 50 2 2 10 11 20 24 11 4 15 4 17 0 179 0 31 2 9 4 10 18 24 15 5 10 2 15 0 145 1 11 2 0 5 0 17 0 0 0 0 0 0 0 0 1 1 0 0 0 0 2 STEWARD DEPARTMENT 0 0 0 35 23 0 0 1 0 3 1 0 5 3 0 8 3 0 17 5 0 20 8 0 9 17 0 2 6 0 12 12 0 3 2 0 17 2 0 0 7 0 131 99 9 8 18 15 13 27 40 57 15 25 17 46 13 0 6 0 0 0 1 3 5 11 2 6 2 0 0 New Orleans Jacksonville San FrandsGO Wilmington Seattle Puerto Rico Houston PIney Point TaMs "REGISTERED ON BEACH All Groups Class A Class B~ Class C 0 1 0 0 0 0 0 0 0 0 1 0 0 0 2 5 121 11 43 32 34 131 60 85 54 71 12 109 0 798 12 69 10 12 26 14 35 28 33 23 25 10 49 0 346 0 4 0 2 0 0 3 1 7 3 1 0 1 0 22 0 0 0 0 0 0 2 0 0 0 1 0 0 0 3 0 134 5 38 18 23 101 50 56 31 49 11 84 0 999 5 51 7 12 17 9 32 23 22 24 22 8 31 0 293 0 1 1 0 0 0 1 1 3 0 4 0 1 0 12 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9 0 65 4 15 19 27 54 27 36 18 3D 2 29 3 2 8 4 15 16 61 11 14 5 10 0 199 0 1 0 0 0 1 0 1 10 1 2 0 0 0 16 297 17 215 23 63 49 32 98 76 153 66 54 43 117 1 1,997 0 22 1 1 1 1 14 5 58 9 19 4 2 0 137 1,921 1,795 117 ENGINE DEPARTMBir 17 6 10 36 30 16 11 18 5 30 0 220 25 0 8 2 0 2 1 4 10 9 5 8 5 6 1 91 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9 2 10 3 10 4 1 12 16 13 0 2 2 11 0 35 TatatAIIDepaftnienls 794 953 49 549 254 9 "'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. -i t Trip RallalS 5 46 0 3M ENTHYOffARIIIBIT Gloucester New York PhHadelphia Baltimore Norfolk Mobile •rv 2 71 1 1 6 14 22 34 21 8 22 14 23 0 6 53 5 19 14 15 39 39 39 16 24 5 39 0 313 rl• "HM. TOTAL SHIPPED All Groups Class A Clan B Class C 3 24 4 22 8 8 37 21 28 0 ID 13 29 0 Directory of Ports Frank Drozak, President Ed TuriMr, Exec. Vice President JM DKIIorglo, Secretary-Treasurer Laon Hall, Vice President Angua "Rad" Campbell, Vice President MIka Sacco, Vice President Joa Sacco, Vice President Gaorga McCartnay, Vice President HEADQUARTERS 5201 Auth Way Camp Springs, Md. 20746 (301) 899-0675 ALGONAC, Mich. 520 St. Glair River Dr. 48001 (313)794-4988 BALTIMORE, Md. 1216 E. Baltimore St. 21202 (301)327-4900 CLEVELAND, Ohio 1290 Old River Rd. 44113 (216) 621-5450 COLUMBUS, Ohio 2800 South High St., P.O. Box 0770, 43207 (614) 497-2446 DULUTH, Minn. 705 Medical Arts Building 55802 (218) 722-4110 GLOUCESTER, Mass. 11 Rogers St. 01930 (617) 283-1167 HONOLULU, Hawaii 707 Alakea St. 96813 (808) 537-5714 HOUSTON, Tex. 1221 Pierce St. 77002 (713) 659-5152 JACKSONVILLE, Fla. 3315 Liberty St. 32206 (904) 353-0987 JERSEY CITY, N.J. 99 Montgomery St. 07302 (201)435-9424 MOBILE, Ala.. 1640 Dauphin Isiand Pkwy. 36605 (205) 478-0916 NEW ORLEANS, La. 630 Jackson Ave. 70130 (504) 529-7546 NEW YORK, N.Y. 675 4 Ave., Brooklyn 11232 (212)499-6600 NORFOLK, Va. 115 3 St. 23510 (804) 622-1892 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 Femandez Juncos St. 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 WILMINGTON, Calif. 408 Avalon Blvd. 90744 (213) 549-4000 i ! 'Hi'" li-J. ^.t StJi. . Id: Stripping In the month of May was up from tha month of April. A total of 799 Jot>s ware shipped In May on SlU-contracted deep sea vessels. Of the 799 Jotis shipped, 540 Jobs or about 68 percent were taken by "A" seniority members. The rest were filled by "B" seniority people. There were 5 trip relief Jobs shipped. Since the trip relief program began on April 1,1982, a total of 303 relief Jobs have been ahlpfwd. 36/LOG/June 1983 yi. - �Deep Sea Pensioner Theo­ dore Paul Catharine, 70, passed away on March 11. Brother Catharine joined the SIU in 1942 in the port of Galveston, Texas sailing as an AB. He was bom in Galveston and was a resident there. Surviving is his aunt, Mrs. Richard (Frances) Hargis of Galveston. Pensioner Cristo­ bal De Jesus Sr., 63, died on April 23. Brother De Jesus joined the SIU in the port of Mobile in 1958 sailing as a chief steward. He was a graduate of the An­ drew Furuseth Training School, Mo­ bile. Seafarer De Jesus was bora in Puerto Rico and was a resident of LuquiUo, P.R. Surviving are his widow, Maria and two sons, Cristobal Jr. of Santurce, P.R. and Christopher of Bayamon, P.R. Roy Mitchell Guild, 61, died inrBay Harbor Hospital, Los Angeles of in­ juries sustained in an accident on March 22. Brother Guild joined the SIU in 1946 in the port of New York sailing as a bosun. He sailed for 35 years, including during the Viet­ nam War. Seafarer Guild hit the bricks in the 1965 District Countil 37 beef and the 1961 Greater N.Y. Harbor strike. He was a former member of the NMU and a veteran of the U.S. Navy in World War II. Guild was bora in Topeka, Kan. and was a resident of San Pedro, Calif. Cremation took place in the Angeles Abbey Crema­ tory, Compton, Calif. Surviving is his widow, Gertrude. Pensioner and Re­ certified Bosun Alfred Hanstvedt, 64, died on March 22. Brother Hanstvedt had been sailing since 1940 and joined the SIU in 1944. He was a July 1974 graduate of the Union's Recertified Bosuns Pro­ gram. The Bull Line commended him as an "outstanding seaman." Seafarer Hanstvedt was bom in Bergen, Nor­ way and was a resident of Toms River, N.J. Surviving is his widow, Betzy. Pensioner Alex­ ander "Alex" Stavros Katsanevaids, 64, died on April 23. Brother Katsanevakis joined the SIU in the port (rf New York in 1961 sailing as a chief cook. He began sailing in 1952. Seafarer Kat- sanevakis was on the Sea-Land Shoregang in Port Elizabeth, N.J. from 1966 to 1974. He was a veteran of the Royal Greek Navy. Born in Greece, he be­ came a naturalized U.S. citizen and was a resident of Highland Park, N.J. Surviving is his widow, Clara. Harry "Pat" Krudop Long Sr., 57, died of a ruptured aneurysm in the University of South Alabama Medical Clinic, Mobile on March 16. Brother Long joined the SIU in 1946 in the port of Mobile sailing as a chief steward and was on the Waterman Mobile Shoregang from 1953 to 1957. Seafarer Long was a veteran of the U.S. Army in the Korean War. Bora in Mobile, he was a resident there. Burial was in the Mobile Me­ morial Gardens Cemetery. Surviving are a son, Harry P. Jr.; a brother, Robert of Mobile and a sister, Ger­ trude A. D'Angelo, also of Mobile. Pensioner Edgar David Murphy, 70, passed away on May 8. Brother Murphy joined the SIU in the port of Baltimore in 1965 sailing as a FOWT. He was bora in Baltimore and was a resident of White Marsh, Md. Sur­ viving is his brother, Charles of White Marsh. Charles Leno Reeves, 48, suc­ cumbed to heart dis­ ease in the Mobile (Ala.) Infirmary on March 3. Brother Reeves joined the SIU in the port of Mobile in 1952 sail­ ing as a cook. He was bora in Alabama and was a resident of Mobile. Burial was in Pierce Creek Cemetery, Mobile County. Surviving are his widow, Betty and his mother, Grace of Springhill, Ala. Robert Leo Tremblay, 27, died on Jan. 1. Brother Tremblay joined the SIU following his grad­ uation from the Seafarers Harry Lundeberg School of Seamanship (SHLSS) in Piney Point, Md. in 1978. He sailed on LNG ships out of the port of Jacksonville. Seafarer Tremblay was a carpenter and scuba diver. Born in Hartford, Conn., he was a resident of Neptune Beach, Fla. Sur­ viving are his parents, Leo and Jean Tremblay of Jacksonville and two brothers, Briim of Decatur, Ga. and Kevin. It was Kevin who wrote a tribute to his older brother in The Beaches Leader, a JacksonviUe newspaper. Pensioner Arthur Allen Seago, 63, died on April 27. Brother Seago joined the SIU in 1944 in the port of Savannah, Ga. sail­ ing as an AB. He was born in Georgia ^ and was a resident of Bloomingdale, Ga. Surviving is his mother, Mrs. Martha Irving of Savan­ nah. Pensioner Sidney Dallas Turner, 65, died on Jan. 31. Brother Turner y joined the SIU in 1940 in the port of Baltimore sailing as a bosun. He was bOm in North Carolina and was a resident of Vass, N.C. Surviving are his widow, Marion; his mother. Gay and a nephew, Joseph H. Turner. Pensioner and Recertified Bosun WUIIam Joseph Bobaiek, 58, died at home in Manuel, Texas on April 12. Brother Bobaiek joined the SIU in 1945 in the port of Savannah, Ga. He was bora in Terrell, Texas. Seafarer Bobaiek graduated from the Union's Recertified Bosuns Program in Janu­ ary 1976. Cremation took place in the South Park Crematory, Pearld, Texas. Surviving are his widow, Helen; his mother, Rosalie of Calwell, Texas and his sister Aileen Ingram of Seagoville, Texas. Frank JeflFerson Connell, 63, died on Oct. 25, 1982. Brother Connell joined the SIU in the port of Boston in 1958 sailing as a chief steward. He attended the 1970 Piney Point No. 3 Crew Educational Conference and sailed for Sea-Land. Seafarer Connell was also a leather tanner. A veteran of the U.S. Army in World War 11, Connell was bora in Sa|em, Mass. and was a resi­ dent there. Surviving are his widow, Thelma; his mother, Elizabeth and his sister, Jean Wright, all of Salem. John Joseph Dufly, 60, died on Nov. 4,1982. Brother Duffy joined the SIU in the port of Baltimore in 1955 sailing as a wiper. He was a veteran of the U.S. Army in the Korean War. Sea­ farer Duffy was born in Massachusetts and was a resident of Dorchester, Mass. Surviving is his mother, Mary of Dorchester. Ray F. Garrido, 53, died on Dec. 9, 1982. Brother Garrido joined the SIU in the port of Houston in 1974 sailing as an assistant cook. He was a veteran of the U.S. Air Force after the Korean War. Seafarer Garrido was born in Agana, Guam and was a resident of Oxon Hill, Md. Surviving is his daugh­ ter, Teresita Hunt of Agana. Great Lakes Brian Patrick Bluitt, 22, died of a heart attack in St. Clair County, Mich, on March 19. Brother Bluitt joined the SIU following his gradu­ ation from the Sea­ farers Harry Lun­ deberg School of Seamanship (SHLSS) in Piney Point, Md. in 1977. He sailed as an AB for the American Steamship Co. He was bora in the Bronx, N.Y. and was a resident of Marine City, Mich. Burial was in the Gate of Heaven Cemetery, Hawthorn, N.Y. Surviving are his father, John "Jack" Sr. (Algonac, Mich, port agent); his mother, Julia; and two brothers, Thomas (a Seafarer) and John Jr. Otto M. Curavo, 64, died on March 28. Brother Curavo joined the Union in the port of Alpena, Mich, sailing for the Great Lakes Survey Corp. from 1960 to 1965 and for the D. H. Luedtke Engineering Co. He was a veteran of the U.S. Army in World War II. Laker Curavo was bora in Rexton, Mich, and was a resident of Cheboygan, Mich. Surviving is his widow, Helen. Hubert John Nowakowski, 44, died on Aug. 26, 1982. Brother Nowa­ kowski joined the Union in the port of Detroit sailing as a FOWT. He sailed for the Huron Cement Co. Laker Nowakowski was bora in Michigan and was a resident of Alpena, Mich. Surviving is his widow, Edna. Charles Matthew Stafford, 59, died on March 29. Brother Stafford joined the Union in the port of Buffalo, N.Y. in 1961 sailing as a deckhand for the Great Lakes Dock and Dredge Co. from 1960 to 1983. He was a former member of the Tug Firemen's Union, Local 25 of the International Union of Operating Engineers. Laker Stafford was an aviation metalsmith in the U.S. Navy during World War II. Survivjng is his widow, Dorris. Marine Cooks David Walter Glover, 32, died on Aug. 8, 1982. Brother Glover joined the SlU-meiged Marine Cooks and Stewards Union (MC&SU) in the port of San Francisco in 1976 sailing as a cook. He was a veteran of the U.S. Army during the Vietnam War. Bora in San Diego, Calif., he was a resident of Seattle. Surviving is his grand­ mother, Mrs. Lillian Garrett of Na­ tional City, Calif. AUantic Fishorman Pmskmer SaivalDR Raadma passed away on May 11. Brother Randazza joined the SlU-merged Atlantic Fish­ ermen's Union (AFU) in the port <rf Gloucester, Mass., where he was a resident. June 1983/LOG/37 �«0 'We Sboold Make Use of It. . .' ysssssssssssssssssssss^ss^ LETTERS TO EDITOR Having completed my first year oi college. 1 wo\iid like to thank the Scholarship Fund and eveiyone who helped make it possible. In particular, I-want to thank the anademic staff at SHLSS for helping me discover that I had it in me I also woxild like to offer my encouragement to anyone who has any Inclination toward furthering their education. You will find it useful to you the rest of your life, not only on the beach but also at sea. Our Union fathers had the foresight to set up a Scholarship Fund, and we should make use of it Sincerely, Daniel W. Oifford New Orleans, La. 'It Made Sliipping Better . . .' I want to state my opinion about permanent jobs. I have the permanent pumpman's job aboard the Ogden I^yiiachem. 1 have approximately 16 months shipboard time aboard the ship I can honestly, and with experience, say that permanent jobs for iiey personnel is the best idea for the Union's survlvai. It did three things that stand out In my mind. First, it created shipboard stability in the unhcensed rank lay having bosun, steward and engineroom representatives who can better solve problems by working together rather than having people constantly changing. Second, permanent jobs create a situation in which the longer I stay aboard a ship, the more knowledgeable 1 become of the ^stems, and my job proficienpy increases. When I first reported aboard the ship in the shipyard, the engineers were aU saying the ship needed a cargo engineer. WeU, I went to work and learned my job fast, and as of today I have more time aboard that vessel than each chief engineer and each chief mate. I consider myself more knowledgeable of the systems primarily due to the experience learned because of .my ability to stay aboard that vessel. Third, I thmk it made shipping better for all because I took four months off last summer and will take four months off this year. I know that the bosun and steward would not have been able to get off that ship if it had not been for permanent jobs. Most of the negative talk on the ship and in the halls about permanent jobs are by people who don't even work in Group I jobs. I hope this permanent job system will stay. It has made my job easier with experience. '»• ftm in i»>• lr» • i'.' 'Let Me Thank Ton All. . It's been nearly a year now smce I retired from the SIU. I am writing this letter to commend our president and our Welfare Plan. Before retiring, I suffered a bad head injury aboard my last vessel, the SS Virgo ... My fsOl occurred during October 1980, and I have been unfit for duty since that time. .. I would hke to say that if it had not been for my Union's Welfare Plan, I would have had great hardships.... I would also hke to commend our Union president. Brother Frank Drozak, for all of the efforts he has put forth for us retirees by insuring that our pension is secure and that we can enJoy our retirement. He has also done so many other things since he assumed Brother Paul Hall's office, and all of his efforts will not go xinnoticed. He is truly a brother and a leader; no one can dispute this.... I am sure with Brother Drozak as our president, this Union will go on to bigger and greater things in the '60s. It's always been my pleasure to be a part of this Union.... Again, let me say "thank you all" in the Welfare Department for all of yoxir assistance, and thanks to Brother Drozak and all his efforts on our part.... Let me stress to our youngsters who are just coming along. The biggest single thing thqy can do is to do their jobs in such a way that it wQl show pride in our great Seafarers International Union. Make our shipowners know that we are the greatest of men who go down to the sea in ships. Doing the job right commands pride. Smooth saHing to all our brothers no matter where they may be. Joel SpeU S-8883 Ogden Dynachem Fraternally yours, Fred R. Hicks H-84 Norfolk, Va. 'He Cliose the Right Union . . . • •, ^ I woiild like to take this opportunity to express my thanks and gratitude to the Seafarers and their Welfare Plan. Also to Paul Hall and Frank Drozak who made all this possible. My husband has been a member of the SIU for 32 years. I am glad that he chose the right labor union. Without your help, there is no way we could have taken care of our surgical and hospital bills. Again, my thanks to the Seafarers. f"JVi =• • Uva Walker Jacksonville, FLa. • .. ' "irii :'i= '• ,'~. 'Congress Should Decide . . •ff. 1 I served with the merchant marine which was part of the AUied Forces during World War II. I was surprised and dismayed at the decision of the Civilian-Mltltary Service Review Board (C/MSRB) denying veteran status to merchant seamen. I think their appraisal was unfair and wrong, and I don't believe they are qualified to make a decision of this magnitude. I think Congress should decide the issue.' I guess there aren't too many of us old seamen around anymore to push this Issue. Slnoereiy, WlUlun Bgrme West Conshohocken, Pa. i y •» Monthly Membership Meetings Date Deep Sea Lakes, Inbuid Waters Tuesday, July 5 Tuesday, July 5 Wednesday, July 6 Thursday, July 7 ,.. .Thursday, July 7 Friday, July 8 Friday, July 8 Monday, July 1! Tuesday, July 12 Wednesday, July 13 Thursday, July 14 ... .Monday, July 18 Friday, July 22 .Friday, July 8 .Thursday, July 7 Friday, July 15 Thursday, July 14 Wednesday, July 13 .Thursday, July 21 Tuesday, July 19...: Wednesday. July 20 2:30 p.m. 2:30 p.m. 2:30 p.m. 9:30 a.m. 2:00 p.m. 2:30 p.m. j ... 2:30 p.m. 2:30p.m. 2:30 p.m. . 2:30 p.m. 2:30 p.m. 2:30 p.m. 2:30 p.m. 3:00 p.m. 2:30 p.m. 2:30 p.m. 2:30 p.m. 2:30 p.m. 2:30 p.m. 2:30 p.m. 2:30 p.m. Port New York Philadelphia Baltimore Norfolk Jacksonville Algonac i Detroit Houston New Orleans Mobile San Francisco Wilmington Seattle ., Piney Point San Juan St. Louis Honolulu Duluth Jeffersonville Gloucester Jersey City 38/LCX3/June 1983 •ms m' �An Editorial Perspective CDS Payback Scheme Sails On the Lee Shore of Ruin The following argument was written by Congressman Roy Dyson (D7 Md.) as a rebuttal to an editorial in The Washington Post which had naively asserted that the return of CDS (Construction Differential Subsidy) payments would be a "windfall'* for the United States. The administration's recent proposal to allow oil tanker operators to return their ship construction subsidies is based on several faulty assumptions. Most dangerous of all is the one endorsed by The Post ["Trying to Return Federal Funds," editorial, May 1]—that the gov­ ernment will get something for nothing if the proposal is enacted. The "something" in this case is the ship construction money that one maritime operator, Capt. Leo Berger, wants to return to the government in exchange for the right to ply U.S. domestic trade routes. Currently, those routes are reserved for unsubsidized tanker companies. The Post described the proffered payback as "a nice windfall even by the government's standards." In fact, it is nothing of the kind. Introducting large, once-subsidized tankers into U.S. domestic trade would force the unsubsidized tankers, many of which are new, out of business and would throw about 2,500 American seamen out of work. The owners of the idled tankers, which are financed under the Title XI Ship Financing Guarantee Program, would be unable to repay their Title XI loans. The resulting defaults would cost the government an estimated $1 billion, which makes the Treasury's $400 million "windfall" from Berger's company look like small change. The biggest loser under the administration's proposal, besides the government, would be this country's ailing shipbuilding industry. Of the 10 million deadweight tanker tons in the U.S. domestic trade, one million tons are already surplus. As a result, U.S. shipyards received no orders for new tanker construction during 1982. Crowding domestic trade routes with additional tankers would wipe out any hope that ship construction in the United States will bounce back before the end of this century. Upgraders See Congress in Action Both Deputy Defense Secretary Paul Thayer and Assistant Secretary of the Navy George Sawyer, not just the maritime industry, have warned that the administration's payback proposal poses a serious threat to this country's national defense. The U.S. merchant fleet provides crucial support for the Navy in wartime. From a military standpoint, the most valuable tankers are the smaller ones, the very tankers that would be forced into retirement. Unsubsidized tanker owners have banked a huge amount of money— $4.46 billion in ship construction financing alone—on the government's pledge in the Merchant Marine Act of 1936 that subsidized operators would be required to stick to their own turf, the overseas trade routes. Breaking that pledge would spread confusion throughout the domestic merchant fleet, and investment in U.S. shipbuilding would falter. The administration has also jumped to the dubious conclusion that the use of larger tankers will lower the cost of transporting Alaskan oil. It seems much more likely to simply boost profits for the owners of the larger ships. Congressman Dyson is a member of the Merchant Marine and Fisheries Committee, and a member of the Armed Services Subcommittee on Seapower. Lest We Forget... The promise: "Shipbuilding, a strong mar­ itime industry and our national security go hand-in-hand. America is a maritime nation. Yet our maritime industry is at a critical stage. Ninety-five per­ cent of our trade moves in for­ eign vessels—a serious situa­ tion: My comprehensive National Maritime Policy will be targeted toward a greater market share of exports and imports for U.S.flag shipping. As more cargoes are carried on our own ships, the demand for U.S.-fiag ship­ ping services will increase, and more new ships will be ordered from U.S. shipbuilders." Remarks of then Gov. Ronald Reagan at the Sun Shipyard on Aug. 19, 1980 during the presidential campaign. The reality: In 1980, 107,000 American workers were employed in America's private shipyards. (President Reagan's figures.) In 1983, 16,302 American workers were employed in America's shipyards. Our active U.S.-flag fleet has declined to ships. (President Reagan in 1980.) In Jan. 1983, our active U.S.flag fleet stood at 509 ships. MEMO To: Phil Loree—^Runaway-flag spokesman From: n.S. Merchant Marine Be: Effective Control While attending the SlU's educational program for upgrading Seafarers at the Seafarers Harry Lundeberg School of Seamanship (SHLSS), these men and women were recently in Washington to visit SlU headquarters and see the legislative process in action. Present at the day-long session on Capitol Hill were: Jan Thompson, Michael Mcllwain, Miguel Rivera, Freddie Hom, Prince Wescott, Salvatore Fiore, Ruben Hanson, Scott Trester, Robert Castillo, Richard Williams, Ken McCluskey, Chung Lew, Robert Hunter, Frank Bolton, John O'Reilly, Klaudia Zylawska, David Aud, Joel Spell, Waverly Overton, Joseph Spell, Zein Achmad, Wayne Molter, Stewart Dixon, Alan Birdbaum and Joseph Sawyer. Accompanying the group were Frank Pecquex, SlU legislative director; Liz DeMato, SlU legislative representative; and Rep. Dennis Hertel (D-Mich.). Dear Phil, I must say the effective control your organization exercises over Panamanian and Llberlan ships Is Impressive. I certainly can see why the well-taken caj?e of and highly trained crews would be more than wUltng to come to the aid of the United States In times of emergency. For example, the crew of the Zoodohos came to the U.8. in a time of emergency. The company ahandoned their ship in New York and left the crew to fend for themselves. Thanks to a court ruling, the crew was given cmnershlp of the vessel and was able to sell It so they could receive their back pay and go home. By now of course, many Panamanian and other crews have a great deal of experience In this type of situation, seeing as how dozens of such ships have simply been abandoned in the past several months. With this kind of record of responsible and effective control, I must say I sleep much better knowing we can count on such professional cuid dependable help. June 1983/LOG/39 •( �•f i£®yi • c^' ::M: 'Vf- CHECK-OFF SO CENTS A DAY IS A SMALL PRICE TO PAY J ill: .'• «, •Ji'v •if m JjJL. S •:i} - X^v •':vW •f .•'i^tii,- •y;r •i'l FORJOB, "M 'm O . i ii^ . I, '• •':, - «• . '1 . "J- i(. I '1 11-' ^1; •».< i-bMSr•iC.< Ktau _ -, 'hn'-i ii "'vib in «•"- •.' I •\ Ir.-i 11 m •m • 'f• • •I:: sv '•".', r •-• . bvte i 'M ,y' •eTbi JJI' . ii/ tc . o •' iW'^ Mi4'' M ,o. fl • -^J •^T k-r :r" •Ik w c:^ •&:- '• -;<£> <if- I&5c I %mke\vECg!-, � 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 June 1983 Description An account of the resource HEADLINES ITB BALTIMORE CREWS UP IN MOBILE USPHS HOSPITAL SHUTDOWN CAUSED HEALTH CARE CRISIS SIU EXECUTIVE BOARD URGES ACTION ON HEALTH CRISIS MERCHANT MARINE HEALTH CARE CRISIS IS PROBED NEXT HOUSE ACTION IS DUE JUNE 29 BOGGS BILL COALITION ADVANCES ON SEVERAL FRONTS NEXT STEP CONGRESSIONAL VOTE WHITE HOUES MAY NOT PUSH ALASKA OIL EXPORT REVIVAL CBI BILL DRAWS SIU FIRE GRALEWICZ WINS SIU CANADA ELECTION NEW SHIPPING ACT COULD BOLSTER U.S. MARITIME INDUSTRY KEY PROVISIONS WOULD MAKE U.S. SHIPPERS MORE COMPETITIVE IN WORLD MARKETS SIU SETS THE RECORD STRAIGHT ON SHIPPING, SHIPBUILDING BILL BENEFITS DIXIE FOLLOWS ACBL-AND ACBL IS GUILTY! NLRB UNCOVERS WIDESPREAD UNION-BUSTING PATTERN SIU BOATMEN HOLD FAST IN DIXIE BEEF CONGRESSMAN ROBERT ROE CONGRESSMAN ARLAN STANGELAND MARITIME DAY, 1983 THE PAST RECALLED-THE FUTURE PONDERED SHLSS INSTRUCTORS WILL UPGRADE THEIR SKILLS TOO ENGLISH AS A SECOND LANGUAGE SHLSS HELPS SEAFARERS IMPROVE LANGUAGE SKILL GOLDEN PHOENIX REBORN AS BULKER PAUL HALL: THE MAN FOR THE ‘70S A HISTORY OF SIU PART XXVII THE SEA-LAN FREEDOM PAYS OFF IN SEATTLE FIRST-AID TRAINING PAYS OFF: CHIEF STEWARD SAVES A LIFE WITH SKILLS LEARNED AT SHLSS CAREY RALLIES FOR MARITIME DROZAK HITS ‘BUILD-FOREIGN’ BID REAGAN SENDS MARITIME BILL TO CONGRESS CARGO PREFERENCE ON THE GREAT LAKES COAL EXPORTS HEALTH CARE VANATU REDUX MARAD BUDGET BOREDOM IS A SILENT KILLER AT SEA OR ASHORE MSC HIRES OVERSEAS MARILYN FURUSETH IN MARITIME HALL OF FAME RUTLEDGE, HOUSTON TO CHITTAGONG FIREMEN’S UNION MARKS 100TH YEAR PRESIDENT JACKSON TO JAKARTA AMERICAN-HAWAII OFFICIAL TO GET AWARD SANTA MERCEDES, WYETH CREWS HONORED CUNARD RE-FLAGGING MEANS JOBS FOR AMERICAN SEAMEN LOG PHOTO CONTEST SIU CALLS FOR SURVIVAL SUIT RULING TO GUARENTEE SAFETY ON DRILL RIGS, SHIPS MSC’S CARROLL RETIRES; ROWDEN NEW CHIEF AN EDITORIAL PERSPECTIVE CDS PAYBACK SCHEME SAILS ON THE LEE SHORE OF RUIN 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 06/01/1983 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. 6 1983 Periodicals Seafarers Log